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HomeMy WebLinkAbout04-26-23 TB Agenda & Packet MaterialsA.Call to Order - 6:00 PM This meeting will be held both in-person and also using an online videoconferencing system. You can join this meeting: Via Video Conference: Click the Register link, enter the required information, and click submit. Click Join Now to enter the meeting. Via Phone: This is for listening only if you cannot watch the stream, channel 190, or attend in- person United States Toll +1 650 479 3208 Access code: 2565 796 6877 B.Disclosures C.Changes to the Agenda D.Public Service Announcements E.Approval of Minutes E.1 I move to approve the March 22, 2023 Transportation Board Meeting Minutes (Ross) F.Consent Items G.Public Comments This is the time to comment on any matter falling within the scope of the Transportation Board. There will also be time in conjunction with each agenda item for public comment relating to that THE TRANSPORTATION BOARD OF BOZEMAN, MONTANA TB AGENDA Wednesday, April 26, 2023 General information about the Transportation Board can be found in our Laserfiche repository. If you are interested in commenting in writing on items on the agenda please send an email to agenda@bozeman.net or by visiting the Public Comment Page prior to 12:00pm on the day of the meeting. Public comments will also be accepted in-person and through Video Conference during the appropriate agenda items. As always, the meeting will be streamed through the Commission's video page and available in the City on cable channel 190. For more information please contact Nick Ross, nross@bozeman.net 1 item but you may only speak once per topic. Please note, the Board cannot take action on any item which does not appear on the agenda. All persons addressing the Board shall speak in a civil and courteous manner and members of the audience shall be respectful of others. Please state your name and place of residence in an audible tone of voice for the record and limit your comments to three minutes. General public comments to the Board can be found on their Laserfiche repository page. H.Special Presentations I.Action Items I.1 UDC Project - Receive Information, Review, and Offer Input Regarding the Update to the Unified Development Code, Chapter 38, Bozeman Municipal Code to Address Potential Changes to Standards Relating to Numbers of Parking Spaces, Application 21381(Saunders) J.FYI/Discussion J.1 Kagy Revisited Work Session(Ross) J.2 Bozeman is a Bicycle Friendly Community(Mastel) K.Adjournment This board generally meets the fourth Wednesday of the month from 6:00 pm to 8:00 pm. Citizen Advisory Board meetings are open to all members of the public. If you have a disability and require assistance, please contact our ADA coordinator, Mike Gray at 406-582-3232 (TDD 406-582- 2301). 2 Memorandum REPORT TO:Transportation Board FROM:Nicholas Ross, Director of Transportation and Engineering SUBJECT:I move to approve the March 22, 2023 Transportation Board Meeting Minutes MEETING DATE:April 26, 2023 AGENDA ITEM TYPE:Minutes RECOMMENDATION:I move to approve the March 22, 2023 Transportation Board Meeting Minutes. STRATEGIC PLAN:1.1 Outreach: Continue to strengthen and innovate in how we deliver information to the community and our partners. BACKGROUND:Minutes from the March 22, 2023 Transportation Advisory Board. UNRESOLVED ISSUES:None ALTERNATIVES:As recommended by the board. FISCAL EFFECTS:None Attachments: 032223 Transportation Board Meeting Minutes Report compiled on: March 29, 2023 3 Bozeman Transportation Board Meeting Minutes, March 22, 2023 Page 1 of 4 THE TRANSPORTATION BOARD MEETING OF BOZEMAN, MONTANA MINUTES March 22, 2023 Present: Bryce Gordon, Christine Roberts, Shannon Mahoney, Kelly Pohl, Paul Reichert, Cyndy Andrus Absent: None Excused: Deejay Newell, Courtney Oyler Staff present at the Dias: Director of Transportation and Engineering Nicholas Ross, Mayor Cyndy Andrus, Transportation Engineer Taylor Lonsdale and Public Works Office Manager Marcy Yeykal A) 00:04:46 Call to Order - 6:00 PM B) 00:04:55 Disclosures C) 00:05:03 Changes to the Agenda 00:05:05 Director of Transportation and Engineering Nicholas Ross made the changes to the agenda by moving Item J.3 Deep Dive: Level of Service and Transportation Operation Metrics is moved ahead of J.1 Unified Development Code Revisions and J.2 Speed Limits in the Bozeman SAFE Plan. 00:05:53 Chair Pohl asked for a motion to excuse Courtney Oyler and Deejay Newell from today’s meeting. 00:06:05 Motion to approve C) Changes to the Agenda to excuse Courtney Oyler and Deejay Newell from today's Transportation Board Meeting. Paul Reichert: Motion Bryce Gordon: 2nd 00:06:11 Vote on the Motion to approve C) Changes to the Agenda to excuse Courtney Oyler and Deejay Newell from today's Transportation Board Meeting. The Motion carried 5 - 0. Approve: 4 Bozeman Transportation Board Meeting Minutes, March 22, 2023 Page 2 of 4 Bryce Gordon Christine Roberts Shannon Mahoney Kelly Pohl Paul Reichert Disapprove: None D) 00:06:19 Public Service Announcements 00:06:34 Director of Transportation and Engineering Nicholas Ross made an FYI to the board. Mr. Ross apologized for any confusion he might have caused about public comment. He also gave a department update. The city is heavy into our FY24 budget cycle, staffing plans and grant writing. The city has officially onboarded our City Engineer Shawn Kohtz. He also thanked Lance Lehigh for his work as Interim City Engineer. E) 00:09:56 Approval of Minutes E.1 I move to approve the February 22, 2023, Transportation Board Meeting Minutes 022223 Transportation Board Meeting Minutes 00:10:09 Motion to approve E) Approval of Minutes Christine Roberts: Motion Paul Reichert: 2nd 00:10:17 Vote on the Motion to approve E) Approval of Minutes The Motion carried 5 - 0. Approve: Bryce Gordon Christine Roberts Shannon Mahoney Kelly Pohl Paul Reichert Disapprove: None F) Consent Items G) 00:10:40 Public Comments 00:11:37 Ralph Zimmer, Public Comment 5 Bozeman Transportation Board Meeting Minutes, March 22, 2023 Page 3 of 4 Ralph Zimmer commented on the board speaking as one voice. He would like to offer an alternative to the board. If any of the board would like to speak to Mr. Zimmer the board has received his contact information. H) Special Presentations I) Action Items J) 00:15:32 FYI/Discussion J.3 00:15:40 Deep Dive: Level of Service and Transportation Operational Metrics Director of Transportation and Engineering Nicholas Ross presented the Deep Dive: Level of Service and Transportation Operation Metrics. 00:28:17 Questions of Staff 00:37:38 Public Comment There was no Public Comment J.1 00:38:23 Unified Development Code Revisions - Transportation Work Session 3-21-2023_Work_Session_cover_memo_.pdf 00:38:31 Staff Presentation Director of Transportation and Engineering Nicholas Ross presented the Unified Development Code Revisions - Transportation Work Session. 01:07:23 Questions of Staff 01:32:15 Community Development Manager Chris Saunders spoke about impact fees and the impact they have on transportation. 01:42:43 Community Development Manager Chris Saunders spoke about Level of Service and how it can be stated in the code. 01:44:11 Continued Questions of Staff 01:47:44 Public Comment There was no public comment. J.2 01:48:19 Speed Limits in the Bozeman SAFE Plan 01:48:29 Staff Presentation Director of Transportation and Engineering Nicholas Ross presented the Speed Limits in Bozeman SAFE Plan 6 Bozeman Transportation Board Meeting Minutes, March 22, 2023 Page 4 of 4 02:14:20 Chair Pohl Extend the meeting to 8:30 and the Chair had prior obligations and had to leave. 02:15:24 Public Comment 02:15:29 Ralph Zimmer, Public Comment Ralph Zimmer applauded the effort to make the speed limits more consistent in the city. He would caution to not make the speed limit to low and gave examples of safety situations he has encountered. 02:18:25 Questions of Staff 02:28:19 Mayor Andrus gave some clarification on public comment that was stated this evening. K) 02:29:36 Adjournment This board generally meets the fourth Wednesday of the month from 6:00 pm to 8:00 pm. 7 Memorandum REPORT TO:Transportation Board FROM:Chris Saunders, Community Development Manager Erin George, Community Development Deputy Director Anna Bentley, Community Development Director SUBJECT:UDC Project - Receive Information, Review, and Offer Input Regarding the Update to the Unified Development Code, Chapter 38, Bozeman Municipal Code to Address Potential Changes to Standards Relating to Numbers of Parking Spaces, Application 21381 MEETING DATE:April 26, 2023 AGENDA ITEM TYPE:Policy Discussion RECOMMENDATION:Receive presentation, discuss proposed direction from City Commission, and provide input to staff and consultants. STRATEGIC PLAN:4.2 High Quality Urban Approach: Continue to support high-quality planning, ranging from building design to neighborhood layouts, while pursuing urban approaches to issues such as multimodal transportation, infill, density, connected trails and parks, and walkable neighborhoods. BACKGROUND:On December 21, 2021, the City Commission adopted Resolution 5368 (PDF). The resolution established priorities for municipal actions over the next two years. Priorities include adopting changes to the Unified Development Code to “facilitate increased housing density, housing affordability, climate action plan objectives, sustainable building practices, and a transparent, predictable and understandable development review process.” This agenda item is part of the UDC update process and is a work session regarding non- residential parking requirements. A memo providing background material is attached. Staff and Consultant had a work session on this topic with the City Commission on February 28th (video recording, External Link/External Source); the discussion begins at 2:10:00 in the recording. Staff will meet with the Transportation Board on April 26th to discuss this subject. This work session with the Community Development Board will present information and direction from the City Commission and receive input on more detailed elements. The input will then be used to prepare draft materials for further public review and input. Ongoing information about the UDC project can be found on at the engage.bozeman.net/udc (External Link/External Source) website, the official 8 portal for the project. Comments and input can also be submitted through engage.bozeman.net and summaries of prior City Commission and other meetings are provided, including presentation materials. UNRESOLVED ISSUES:Transportation Board will give input on specific issues discussed at the meeting ALTERNATIVES: To be determined FISCAL EFFECTS: Funds for this work are budgeted and appropriated Attachments: 4-26-2023 Transportation Board Work Session cover memo .pdf Report compiled on: April 18, 2023 9 Transportation Board Parking Revisions Work Session Background Materials Overall Project Background: On December 21, 2021, the City Commission adopted Resolution 5368. The resolution established work priorities for the next two years. Priorities include adopting changes to the Unified Development Code to “facilitate increased housing density, housing affordability, climate action plan objectives, sustainable building practices, and a transparent, predictable and understandable development review process.” The UDC revision process (“the UDC Project”) focuses on implementing policy established by adopted plans including Bozeman Community Plan 2020, Climate Action Plan, Community Housing Action Plan, and the in-progress Parks, Recreation, and Active Transportation Plan. Several major amendments are completed in 2022. The UDC project is focused on specific improvements, with direction to be completed by December 2023. Objectives for the UDC revision project are: • Implementation of growth policy, climate action plan, housing action plan, and other adopted city plans. • Improving readability and usability of the code for infrequent users while maintaining legal soundness. • Updates and revisions to zoning district descriptions and options consistent with the growth policy. • Improve graphics to improve clarity and understanding of standards. Work Session General Policy Background: Parking is not a purpose for its own sake. It supports other necessary activities as part of the overall transportation network. The introduction to the parking development standards says in part: “Parking is one part of the overall multimodal transportation system. Individual choice of travel mode and development characteristics influence the need for parking” (Section 38.540.010 External Link). Bozeman’s land development standards contain distinct elements related to parking including design, operations, and number of parking spaces for different uses. The focus of this work session is the number and location of non-residential parking spaces to be provided. Changes to parking requirements, as with all zoning standards adopted by the City, apply only to projects approved after the effective date of the standard. They are not retroactive to existing projects. Access to goods, services, housing, recreation, and other activities is essential for a functional community. Bozeman’s original settlement relied upon foot and horse travel. Later, trains and trolleys, bicycles, buses, and personal motor vehicles took a place as part of the travel package as well. As the City expanded physically and economically a reliance on motor vehicles for travel also expanded. Each vehicle trip begins and ends with parking. Bozeman works hard to develop pedestrian and bicycle access and other multi-modal options. All new development is required to provide sidewalks. The City has adopted a complete streets policy. The policy ensures that new road construction and road retrofits include pedestrian and 10 bicycle facilities. The City’s trail network is an important feature of the community. As shown on the following map, there are shared use pathway and bike lane facilities throughout the City. The map is from the online Infrastructure Viewer of the City. A high priority in the growth policy is to close gaps and complete networks so the system can be as effective as possible. The City has provided funding through the CIP for needed work and new development also contributes. On-going maintenance is necessary for these facilities to work year-round. As widespread as they are, these facilities are not sufficient to meet all travel needs. Bozeman is a major tourism destination and an economic hub for a multi-county area. Although not all persons rely on motor vehicles, Montana has more registered motor vehicles than it has people. 11 The following image is US Census travel data using the On The Map service. It displays the most recently available data from 2019. Recent changes in employment may alter the patterns some but are expected to remain largely as presented. The arrows represent different origins for travel to work trips: Dark green - commuters coming into town, Medium green – traveling from home to work with both ends in Bozeman, Light green – commuters leaving Bozeman for work. Longer distance travelers have less reliable options to use for non-motorized travel. Bozeman first adopted parking standards in 1959. Bozeman has long worked to “right size” its parking requirements and correlate them to Bozeman’s circumstances. The City conducted numerous parking studies on different uses over the past 20 years and locations across the community. That data has informed parking requirements and numbers of parking spaces have been adjusted. The number of parking spaces required with new development has trended down. The City created a variety of incentives for development to support alternate means of travel to reduce demand for parking. A variety of options were created to meet parking requirements while producing less parking. These include authorization for parking shared between different users on and off-site, reductions in required parking near transit, and reductions if suitable bicycle commuting facilities were provided. In the “right size” process the City knew that either excess or inadequate parking results in problems for citizens, visitors, and businesses. 12 While working to “right size” Bozeman followed several principles: 1) Parking is not a purpose to itself, it is to support other activities and must be in balance with other functional needs of a site. 2) Development should not cause spillover impacts to others and be functional to its purpose and site. 3) Excess regulation or requirements are to be avoided and removed if identified. 4) Parking demand is evaluated as average use, not maximum day demand. 5) In the absence of a larger coordinating approach each development needed to meet its own needs. Where more coordinated options are available, individual site provided parking may be less. 6) There are multiple options to provide access; which may include a requirement to provide functional parking spaces. 7) Once development is approved the City cannot retroactively change standards or impose new requirements. 8) Parking is not required to be free. Landowners are explicitly authorized to charge for parking. Growth Policy: The City adopted a new growth policy, the Bozeman Community Plan 2020, in November 2020. State law requires zoning ordinances to be "in accord" with the growth policy. To be “in accord” does not require strict compliance. The courts have recognized that policy can be understood and applied in a variety of ways and must be balanced across many issues. The Bozeman Community Plan 2020 includes direction to amend development regulations. The City recently updated plans for climate action and housing. Development regulations play a role in implementing those plans as well. The updated plans establish the policy direction for code text amendments. The UDC project allows the City to take action on adopted policy. This work is not intended to create new policy or change the policy direction already established. As noted above, parking (specifically numbers of parking spaces) is only one element of the transportation system. Discussion on additional transportation system elements is scheduled for discussion on March 21, 2023. Other land use policies such as discouragement of large areas of single use development and encouragement of mixed uses can lessen demand for overall motor vehicle travel. For example, research on mixed use areas similar to Bozeman’s downtown area showed a reduction of 29% in the number of motor vehicle trips; which influences the need for parking. Methods of parking provision and management other than zoning influence to what degree parking needs to be considered with zoning regulations. 13 The Bozeman Community Plan 2020 contains goals and policies regarding transportation systems. Example of Bozeman Community Plan 2020 policy direction influencing this work session on parking include: R-1.7 Be flexible: willingness and ability to adopt alternative strategies in response to changing circumstances. DCD-1.2 Remove regulatory barriers to infill. DCD-3.5 Encourage increased development intensity in commercial centers and near major employers. DCD-3.6 Evaluate parking requirements and methods of providing parking as part of the overall transportation system for and between districts. M-1.1 Prioritize mixed-use land use patterns. Encourage and enable the development of housing, jobs, and services in close proximity to one another. M-1.12 Eliminate parking minimum requirements in commercial districts and affordable housing areas and reduce parking minimums elsewhere, acknowledging that demand for parking will still result in new supply being built. The City adopted the Downtown Bozeman Improvement Plan in 2019. It has recommendations regarding parking, including suggested specific code amendments. If there is a conflict between the Bozeman Community Plan 2020 and the Downtown Bozeman Improvement Plan the former controls. The Climate Action Plan addresses parking in the context of impacts on greenhouse gas emissions and other climate related issues. As shown in these excerpts from the Climate Action Plan it takes a holistic approach to the issue addressing policy and practice in the public and private realms. “Provide options and incentives for employee telecommuting and alternatives to single occupancy vehicle travel (e.g., bike to work days, preferred parking spots, carpool matching, bicycle racks, wellness programs, etc.) (Actions 4.J.2. and 4.J.5.)” Executive Summary, p. xii. 4.J.3. Improve Maintenance of Multi-Modal Infrastructure “Removing barriers to active modes of transportation can enable community members to engage in more cost-effective means of travel. For example, improving access to public transit for low-income community members can reduce the transportation burden for those forced to live further from goods and services due to the cost of housing. Similarly, this solution expands mobility and accessibility for the portion of the community population that cannot drive due to physical abilities, age, and/or income. 14 Alternatively, some community members may maintain a need for car ownership and travel. Penalizing car trips through disincentives (i.e., restricting parking or increasing the cost of parking) may disproportionately impact residents who rely on car travel.” p. 102 Enabling legislation: The City’s zoning is authorized by Title 76, Chapter 2, Part 3 of the Montana Code Annotated. Section 76-2-304 establishes required criteria that any local zoning ordinance must address. Paragraph 1 criteria below are compulsory, and paragraph 2 must be considered. Elements specific to parking include: Criteria and guidelines for zoning regulations. (1) Zoning regulations must be: (b) designed to: (iii) facilitate the adequate provision of transportation, water, sewerage, schools, parks, and other public requirements. (2) In the adoption of zoning regulations, the municipal governing body shall consider: (b) the effect on motorized and nonmotorized transportation systems; Work Session Topics: The City Commission conducted a work session to consider the following questions on February 28, 2023. Video of the meeting is available, the work session begins at 2:10:00 in the recording. The Code Studio team proposed three questions for Commission consideration. There is some practical overlap between the questions. This is due to the complexity of parking, and the mix of approaches already in place in Bozeman. The Commission gave direction on the following three questions. Q1: Are you ready to expand the no required parking standard to other areas of the City? Q2: At this time, are you comfortable implementing the Downtown Plan’s parking ratio recommendations? Q3: For portions of the City with parking requirements, are you OK simplifying down the existing ratios into broader categories and eliminating many of the reductions? The work session with the Community Development Board is to further develop recommendations prior to incorporation as part of the overall code update draft. The residential parking requirements in Table 38.540.050-1 were materially reduced in fall 2022 in Section 15 of Ordinance 2105. The design standards and operational requirements will be reviewed as part of the UDC update. Those elements are not the subject of this work session. There are three questions for the Community Development Board included with the discussion of individual City Commission questions below. Background Information on Individual Topics: Question 1. The City has a variety of parking approaches for different areas of the community. A key element of distinguishing one area from another has been what alternatives exist to individual on-site provision of parking. For example, the City applied a two part parking 15 standard in the B-2M district. Parts of the Midtown area are both zoned B-2M and are within an urban renewal district. One possible action for an urban renewal district would be to construct shared parking (surface or structured) to encourage and facilitate development within the district. Therefore, properties that are both within the B-2M district and the Midtown urban renewal district are not required to provide on-site parking spaces. The ability to coordinate a shared method of addressing adequate parking through the urban renewal district lessens the need for each project to be independent with provided parking (either on-site or off-site). An urban renewal district provides not just a coordination tool but also a potential funding source to construct shared parking sites. Locations zoned as B-2M but not in the urban renewal district are required to provide on-site parking and have a much-simplified parking requirements table. See Table 38.540.050-6. There are other locations in Bozeman which have the potential for similar provision of commonly managed parking facilities. The City could create a similar two part approach outside of Midtown. If the Commission was not comfortable setting requirements to zero then consideration could be given to a simplified or reduced requirement. The code could be structured so that if common parking management options, parking management districts such as next to MSU or parking benefit districts, are created elsewhere in the future adjustments to required parking could be automatically available. City Commission Direction: The City Commission directed that evaluation of other urban renewal areas be completed to determine if a zero parking standard is appropriate. There are six urban renewal areas that are presently being considered. Some, like the South University Technology District, are owned and being developed as a single site. This makes shared provision of parking simpler than if there are many separate owners needing to be coordinated in needs and use of parking supply. The City Commission directed that the B-3 core (Grand Ave to Broadway Ave and a half block north and south of Main Street be set to a zero parking standard). See further discussion under question two. Transportation Board Question: The areas most likely to have both a coordinated plan of development and funding sources for construction of shared parking are urban renewal areas. All locations in the city continue to have access to shared parking and off-site parking as already authorized in 38.540.060 and 38.540.070. No reductions are planned to these options. Q: Does the Transportation Board recommend particular areas for consideration of a zero parking requirement? Question 2. The City adopted the Downtown Bozeman Improvement Plan in 2019. Appendix B, pages 10-11, makes two recommendations for parking revisions specific to the downtown area. Portions of the recommendations are addressed with the changes to residential parking requirements last fall. 16 Recommendations in the plan for non-residential parking include a single parking requirement that is uniformly applicable across all but hotel uses of 1 parking space per 1,000 sq. ft. This is a more consolidated approach than used elsewhere in the community. A subset of downtown, representing the area generally developed prior to widespread use of automobiles, is suggested to be exempted from parking. There are publicly managed parking assets in the area which help distinguish the downtown from other areas of the community. This question shares elements of the other two questions for this work session. City Commission Direction: The City Commission directed implementation of the two recommendations from the Downtown Bozeman Improvement Plan. 1) A zero parking spaces requirement for the B-3 core, and 2) a consolidated number of parking spaces with a greatly compressed use table for the B-3 areas outside of the core. The core area is shown below in pink and is from Grand Ave to Rouse Ave and a half block north and south of Main Street. The City is also pursuing development of additional shared parking that will create publicly available parking on the site of the Gallatin County Courthouse. This is a separate project and will not be changed with this zoning discussion. Question 3. The non-residential parking requirements address a wide range of uses. Different uses have different characteristics that most closely describe parking needs. The existing parking Table 38.540.050-3 reflects this complexity. Although more accurate to individual uses, sites change use over time. Although the City allows 10% flexibility in parking requirements for redevelopment, the details of parking space provision add complexity to reuse and redevelopment. 17 The City has adopted several options to voluntarily reduce required parking to reflect location in the community, zoning, and other factors. The details are in 38.540.050. These make provision of parking more flexible but also add complexity. The City took a modified approach in the B-2M district. A more consolidated and simplified parking table (38.540.050-6) is less precise for individual uses but provides a simpler calculation. With the simpler table other reductions for parking used elsewhere are not available in B-2M. Not all uses are addressed in the B-2M parking table but it provides an example of how the generally applicable parking requirements could be consolidated and simplified. With the simpler standards the various alternatives could be deleted. City Commission Direction: The City Commission directed staff and consultants to prepare a consolidated and simplified parking table similar to that for B-2M. Evaluation of uses not presently allowed in the B-2M district is needed to determine if additional items need to be included in the consolidated table. As part of the simplification process, the majority of voluntary parking reductions currently in code, including SID 565, will be removed as they will be largely duplicative and unnecessary. Transportation Board Question: The City will retain certain parking exemptions including that for car sharing and an exemption for the first 3,000 sq. ft. downtown. One idea the Staff and Code Studio are considering is to allow a 1,500 sq. ft. non-residential exemption in other areas. This correlates with size of allowed commercial uses such as in R-5, which may have a more locally focused customer based. One concern is impact on loss of accessible parking which is only required if parking is provided. Q: Does the Transportation Board agree with the potential 1,500 sq. ft. non-residential parking exemption in residential districts? Q. Does the Transportation Board support retaining the 3,000 sq. ft. non-residential parking exemption in the B-3 district. Work Session Schedule: The magnitude of the anticipated changes necessitates periodic input from the Commission and public to ensure the project remains on course and timely. A series of focused work sessions are proposed at critical junctures in the process to gather information and confirm project direction. Each work session will focus on one element of policy implementation. The sequence of subjects will correlate and coordinate with ongoing work, with the added goal of identifying key elements early in the process and working efficiently. City Commission work sessions are below: Tuesday, September 13th – Organization and Page Layout (completed) Tuesday, October 18th – Residential Zoning Districts (completed) Tuesday, November 15th – Sustainability (completed) Tuesday, February 14th – Transitions between districts and Commercial Zoning Districts (completed) Tuesday, February 28th – Parking (completed) Tuesday, March 21st – Transportation (completed) 18 Ongoing summaries of work sessions and other public engagement and information about the project is available at engage.bozeman.net/UDC. Public Engagement: The City uses a variety of techniques to engage the public during the code update process. A detailed report on the intercept technique was provided with the February 14, 2023, City Commission work session packet. A summary of various meetings and other engagement so far was also attached. Outreach and engagement will continue as the project moves forward. The primary outreach tool, consistent with the adopted communication plan for this work, is engage.bozeman.net/UDC. New public input brochures have recently been added to gather information on additional subjects. 19 Memorandum REPORT TO:Transportation Board FROM:Nicholas Ross, Director of Transportation and Engineering SUBJECT:Kagy Revisited Work Session MEETING DATE:April 26, 2023 AGENDA ITEM TYPE:Policy Discussion RECOMMENDATION:Provide policy guidance regarding the Kagy Boulevard project. STRATEGIC PLAN:4.3 Strategic Infrastructure Choices: Prioritize long-term investment and maintenance for existing and new infrastructure. BACKGROUND:Kagy Boulevard Reconstruction, identified as project SIF009 in the FY24-28 Capital Improvement Plan, is a critical Federal Aid Urban project to improve Kagy Boulevard between S 19th Ave and Willson Ave/S 3rd Ave. The project's goals include upgrading existing roadway deficiencies and connecting multimodal facilities throughout the corridor. In addition, the project team has been tasked with planning for future growth on a 20-year horizon. Speaking to the sensitive nature of the decision, Staff has tasked the Design Team with reevaluating traffic analysis in an effort to ensure we're providing the most prudent recommendation to Commission. This Work Session will update the Transportation Board on progress of that reevaluation and seek policy guidance on most-appropriate level of service, facility quality, and public engagement. Staff intends to return in late spring with a follow-up work session in which a final recommendation on scope of design will be presented to the Board. A Staff Memo is attached with additional information on progress since spring of 2021. UNRESOLVED ISSUES:None identified. ALTERNATIVES:None identified. FISCAL EFFECTS:The Kagy Boulevard project is in the current Capital Improvement Program. It is funded primarily with Federal Aid Urban funds combined with City Impact Fees funds. Attachments: 20 KagyRevisitedMemo.pdf Kagy_Draft_Traffic_Report.pdf Report compiled on: April 18, 2023 21 Staff Report Kagy Revisited Work Session Bozeman City Commission February 28, 2023 Kagy Boulevard Reconstruction, identified as project SIF009 in the FY24-28 Capital Improvement Plan, is a critical Federal Aid Urban project to improve Kagy Boulevard between S 19th Ave and Willson Ave/S 3rd Ave. The project's goals include upgrading existing roadway deficiencies and connecting multimodal facilities throughout the corridor. In addition, the project team has been tasked with planning for future growth on a 20-year horizon. Speaking to the sensitive nature of the decision, Staff has tasked the Design Team with reevaluating traffic analysis in an effort to ensure the most prudent recommendation to Commission. The purpose of this memo and Work Session is to update Commission on progress of that reevaluation and seek policy guidance on appropriate level of service, facility quality, and public engagement. Staff intends to return in late spring with a follow-up work session in which a final recommendation on scope of design will be presented to Commission for approval. Purpose and Need Purpose and Need are required environmental documentation for transportation projects. These statements help define the ultimate scope of a project as the outcomes of the project must serve the Purpose and Need. For the Kagy Boulevard Reconstruction, the purpose has been defined to provide a safe and efficient facility for all users. The need for the project is defined to address current deficiencies and accommodate future demands for all modes of travel within the 20-year horizon. The 1.1 mile project corridor roughly breaks down into two distinct sections. From its western limits at the intersection of S 19th to the intersection of S 11th, the existing Kagy corridor is built to a 2-lane rural county road standard. This section contains an incomplete sidewalk network with gaps between built sections, complete lack of on or off-road bicycle facilities, failing pavement condition, missing street lights, and lack of curb and gutter for stormwater management. This section will experience significant development pressure in the upcoming years, as will be discussed later in this memo, and requires reconstruction in order to 22 avoid stranding these developments with only auto access to Montana State University and beyond. From the intersection of S 11th to the project’s eastern limits at Willson Ave, the corridor has been previously rebuilt to a 3-lane standard with a full center turn lane until 7th and grass median with left-turn pockets from 7th to Willson. This section contains narrow sidewalks, striped bicycle lanes that are inadequate for the volume and speed of adjacent vehicles, failing pavement condition, missing street lights, and both signalized and un-signalized intersections that could be improved to provide additional safety as demand increases. As will be discussed in future sections of this memo, the existing capacity of the corridor is also inadequate to maintain current level of service with anticipated future demand. Current Scope of Work The Kagy Boulevard project has evolved significantly since it began in 2015. The project was initially scoped for a 3-lane section with full pedestrian and bicycle facilities, one grade- separated crossing, and signalized intersections. Planning quickly evolved through evaluation of traffic, environmental impact, right of way, and utilities. Four stakeholder meetings and one open house were held along the way for public input culminating in a City Commission meeting in December 2016. At that time, cost estimates were developed and it became clear the project could not be funded. The project stalled until 2020 when it was relaunched. An updated traffic study and evaluation undertaken at that time indicated that traffic demand on the corridor was projected to increase significantly more than previously anticipated. This increase is likely due to developing adjacent land in south Bozeman to higher zoned density than originally anticipated under the 2015 project. This reevaluation concluded with an updated scope recommending a 4-lane section with full bicycle and pedestrian facilities, two grade-separated crossings, and roundabouts at 11th, 7th, and Willson. The updated scope was approved by Bozeman City Commission on 3/2/2021 and subsequently by the Transportation Commission on 8/26/2021. Project Funding and Cost Estimate The Kagy Boulevard Reconstruction is anticipated to be funded through three sources. Primary funding will be through Federal Surface Transportation Program (STPU) at a maximum amount of $18,670,853. STPU funds must be used on an Urban Highway Route, as defined by the Montana Department of Transportation (MDT). MDT allows only one STPU project to be undertaken a time, but projects on other Urban Routes may proceed with other sources of 23 funding. This would allow, for example, the City to advance design on a project like College Ave in parallel with Kagy. The second funding source for Kagy Reconstruction is Bozeman Street Impact Fees at a maximum amount of $6,500,000. $1,000,000 of this funding has already been encumbered through the design phase of the project and could not be recouped if the project does not advance. Street Impact Fees must fund capacity expansion of the roadway system and cannot be used for maintenance or multimodal improvements alone. Finally, Staff intends to seek significant grant funding through the Infrastructure Investment and Jobs Act also known as the Bipartisan Infrastructure Bill. The Kagy project aligns well under two discretionary grant programs, Multimodal Project Discretionary Grant (MPDG Rural) and Rebuilding American Infrastructure with Sustainability and Equity (RAISE). These programs have funded projects of significance across other Montana cities, and Bozeman has positioned itself well to capitalize on these opportunities in upcoming funding cycles. If successful, this grant could not only fill a funding gap that remains in the project but also allow us to re-allocate STPU and SIF funds to other projects of need in the city. The most recent cost estimate for the project was developed in the summer of 2022, as shown below: Capital cost of construction for the current scope was estimated at approximately $16,000,000 with an additional $5,000,000 in design, construction oversight, and right of way. Due to unprecedented cost escalation, this anticipated cost has increased 20% between 2020 and 2021 and an additional 24% between 2021 and 2022. The combined effect of project delays and cost inflation mean that the final cost is now projected to be approximately $27,000,000 by the date the contract would be bid. This leaves a funding gap of up to $3m, depending on date and future inflation. Fortunately, early bids for 2023 work indicate a significant decrease in rate of escalation. This estimate also contains a 20% contingency that will be reduced as design advances. It should be noted that these cost increases are not a function of the Kagy project itself but of all work of this type across the city. The additional cost of widening Kagy from a 3-lane facility to a 4- lane facility is estimated to be a maximum of $2,500,000 or just 10% of total project cost. 24 Preliminary Traffic Evaluation At the request of the city, the project’s lead design consultant Sanderson Stewart prepared an updated Preliminary Traffic Report for MDT. The goal of this reevaluation was to update existing baseline traffic conditions, project future demand state-of-practice assumptions for walkable urban environments, and evaluate capacity of various corridor options of single-lane, multi-lane, signalization, and roundabout intersection control. The full Activity 112 Report can be viewed upon release by MDT. Existing Traffic Volumes Traffic counts were collected in spring of 2022 and compared to the original data collected in 2015. As shown in the table, Average Daily Traffic (ADT) volumes decreased on all Kagy approaches to each intersection (identified as “East” and “West” in the table) except for west of 19th. This can be explained by two causes. First, traffic growth is projected to come primarily from intensification of land use. When land is annexed into the city, zoning is applied, and use intensifies with housing or commercial development the demand for transportation trips increases. This demand is expressed as trips in terms of volume. Between 2015 and 2022, relatively little housing and commercial development has come online south of Huffine Lane. Population growth has predominantly been in the west and northwest regions of Bozeman during and prior to that time. Without an intensification in land use driving demand for additional trips, relatively little growth in traffic would be the expected outcome we now see. 25 Additionally, several new roadway connections in the south part of town have influenced choice of route. In 2017, Graf Street was connected from S 19th to S 3rd and became an alternate route to Kagy which has drawn volume away from the Kagy corridor. S 11th was connected between Opportunity Way and Graf in 2019 to support several student housing developments, which in turn increased volume on 11th from 1500 ADT to 7600 ADT between 2015 and 2022. It should be noted that little to no impact can now be found from pandemic-related chances in travel. Future Traffic Demand Future traffic projection has historically been found to be a significant source of risk due to large potential for error. Error in traffic projection can lead to roadways that are either under or over capacity. Significant attention has been given to this component of planning on the Kagy project with the explicit goal of ensuring future volumes are not over-projected in a manner that causes the corridor to be overbuilt. Systemic sources of error in traffic projection have been identified primarily through two manners. First, certain traffic projections in the past have used an assumed annual growth factor to project future demand at a later date. This assumes continually growth in per capita vehicle miles travelled such that traffic would be assumed to grow independent of changes in land use. However, per capita vehicle miles traveled has effectively plateaued since approximately 2004 which has left these types of projections at risk of significant overestimation. This can be observed in the lack of overall traffic growth on Kagy between 2015-2022; little development occurred to intensify land use and increase trip demand, and little traffic volume growth was found as a result. Staff has directed the design team explicitly not to use annual growth rates to project traffic demand on Kagy, instead focuses solely on changes in land use from new development. Second, projected trip demand from changes in land use is estimated using the ITE Trip Generation Manual. This guide applies an assumed number of trips generated based on specific types of land use. These estimates have been found to produce error in certain urban contexts. The estimates tended to be derived from small sample studies of solely suburban context such that they failed to identify the probability of internal trip capture in mixed-used developments and any walk/bike/transit mode share. Staff has directed the design team to rectify this issue by projecting up to 50% of trips from new development be either internally captured or use alternate modes when directly adjacent to Kagy and 10% for new developments within a 1 mile radius of the project. 26 Additionally, Staff has directed the design team to assume future roadway connections identified in Bozeman’s 2017 Transportation Master Plan will be complete in the design year as a means of optimizing alternate routes to Kagy. Those future connections are as follows: · Stucky Road – Fowler to 19th · West Arnold Street – 19th to 11th · Fowler Lane – Stucky to West Garfield If these roadways are not funded and built, volumes on Kagy would be expected to increase due to a lack of alternate routes in the south part of the city. Currently only Stucky Rd is planned to be funded in the FY24-28 CIP. With these revised assumptions, the design team has completed future traffic projections for a design year of 2045. This evaluation identified 32 known development opportunities that would be expected to drive demand for trips on Kagy. These developments, if fully built, project to generate 9,935 new homes and more than a million square feet of office and retail space. That growth would represent approximately 36% of Bozeman’s total population on a 20-year horizon. This growth results in projected volumes of between 21,300 ADT at the west end of the project and 27,300 ADT at the east end. As a point of comparison, these future volumes are comparable to current volumes on N 19th and Huffine Lane. Capacity Analysis Intersection capacity was then evaluated for the existing and future conditions. Capacity of an intersection is measured by a metric known as Level of Service. This expresses the capacity of an intersection in terms of average delay expected to be experienced by each vehicle. Varying levels of service and their respective delay values can be found below: 27 Policy guidance on Level of Service currently available to staff comes in the form of the Bozeman Municipal Code (BMC). BMC Sec. 38.400.060 – Street Improvement Standards states “All arterial and collector street and intersections must operate at a minimum level of service “C”…”. LOS C is a relatively high standard of minimizing delay for cities and town of Bozeman’s current and future size. This policy standard is which drives the requirement to build larger streets and intersections, which can be seen as detrimental to Bozeman’s safety and multimodal comfort goal. Analysis was performed on both single (2 or 3 lanes) and multilane (4 or 5 lanes) models with the assumption that left turn lanes would be provided where necessary. Resulting anticipated average delay at each intersection can be found below: 28 The results indicate the all intersections except for 7th fail to meet an LOS C in either scenario. This implies that a reduction in expected level of service must be allowed in order to avoid building an even larger 6-lane roadway. Operational differences between single and multi-lane options are most severe at 11th and Willson, with the single-lane option inducing between 50 and 100 additional seconds of delay for the average vehicle. Congestion of this magnitude would be larger than most if not all intersections currently operating in Bozeman. Comparable delays may be currently seen at the intersections of Durston and 7th and Durston and 19th. As witness at those locations, delay of this magnitude can induce traffic diversions onto adjacent local streets and aggressive behavior in failing to yield for pedestrians and obey traffic control. Induced Demand As part of the planning process, staff have evaluated the potential for this project to induce additional demand for transportation trips. The concept of induced demand asserts that when a good or service is underpriced, more demand for that good or service is induced than would otherwise be expected. This is applied in transportation planning by evaluating the impact of providing additional roadway capacity on future traffic growth and operations. The typical process for inducing demand through capacity addition follows that when a highway is severely congested people tend to take other modes, other routes, and travel at other times of day. When they highway is expanded, those people choice to take the now less-congested route. Highway expansion may also induce additional development along the corridor due to the new access the highway provides. Those additional trips were not accounted for in the initial traffic projection, and the newly-expanded highway reaches its capacity far sooner than anticipated while benefits of lessening congestion are lost. While staff does not dispute the existence of induced demand, care should be taken to ensure it is applied correctly. Studies of induced demand have almost exclusively been done in major metropolitan areas and on large interstate-level highways. There is inconclusive evidence on how this applies to roadways of smaller scale and cities of much smaller size such as Kagy and Bozeman. For example, induced demand would imply that even improving signal timing of an intersection in order for it to operate more efficiently would induce more driving in the area. Strong evidence has yet to be found that this occurs in practice, implying that induced demand operates depending on scale of city and roadway. For induced demand to factor into the Kagy discussion, one must believe that the manners of inducing demand identified above are present. There does not appear to be evidence of significant numbers of people choosing alternate modes or routes along Kagy, and decisions to annex and intensify land use have been already made regardless of roadway expansion. Based 29 on these factors, it is unlikely for an expansion of Kagy to induce demand in the manner found elsewhere on highway facilities in large cities. However, research into induced demand does provide guidance on alternatives to road building as a means of managing transportation demand. The following strategies have been found, in combination, to be effective at significantly reducing traffic volumes to a scale that would be needed to maintain reasonable level of service on Kagy without expansion to multi-lane facility: · Fast, frequent, and reliable transit service o Transit is the backbone of all good walkable and bicycle-friendly cities. It provides service in adverse weather conditions, across distances that may not be reasonable for active transportation, and for classes of people who are unable to walk and bike. Service must be comparable or faster than driving, which means very frequent (15 minute) headways, dense routes, and dedicated right of way. All of these components come at substantial capital and operating cost that would require voter support in the future. · High-quality bike/ped infrastructure o Comfortable and convenient bike/ped infrastructure can provide additional modal choice to those who are able and willing as an alternative to driving. · Pricing disincentive to drive such as Congestion Pricing or paid parking o Traffic congestion tends to maintain equilibrium, meaning that if auto trips are diverted to transit or walking/biking they will be filled by additional auto trips. o In order to avoid inducing demand for auto trips, the cost for those auto trips must increase until it becomes a disincentive to driving. Notably, research indicates that building transit and/or bike/ped facilities alone is unlikely to solve congested roadways without the pricing component. Alternative Analysis Robust walking and biking infrastructure in the form of wide shared use paths, grade separation, and intersection control have been directed by staff to be included regardless of option as the foundational components of any reconstruction plan. Alternative options for corridor reconstruction therefor generally align with the expected level of service to be provided. Existing Level of Service If guidance were given to prioritize a reduction in future delay by holding existing level of service (“C” or better), then a large 6-lane option with 3-lane roundabouts and additional widening on intersecting roadways would be required. Staff does not believe this type of facility meets the intent of Commission or our public, and for that reason the option has not advanced further. 30 Reasonable Delay If guidance were given to accept what could be considered a “reasonable” amount of delay (LOS D), then capacity analysis indicates that the multi-lane option would be preferred. This option would have no more than two through-lanes in either direction, with left turn lanes provided where necessary. This option would include a landscaped median to provide traffic calming effects and pedestrian refuge when crossing at intersections. No pedestrian would be exposed to more than two lanes of traffic at a time. Walkers and cyclists would be served by separated and protected infrastructure, and roundabouts would be installed at the intersections of 11th and 7th. Bozeman unfortunately lacks quality examples of this type of a facility, and it is possible that public backlash seen in prior engagement sessions may be based on our history of how multi- lane roadways such as 7th, 19th, and portions of Oak feel and function. To that end, staff have investigated international best practices for multi-lane roadways. By being intentional about design choices and adequately separating uses, multi-lane facilities can provide adequate mobility for significant numbers of vehicles without degrading accessibility and safety of bicyclists and pedestrians. An example of one from what some consider the bicycle capital of the world, Utrecht, Netherlands is provided below: SOURCE: GOOGLE EARTH Significant Delay If guidance were given to accept what could be considered a “significant” amount of delay (LOS F), then capacity analysis indicates that the single-lane option would be preferred. This option would have no more than one through-lane in either direction with left turn lanes provided where necessary. Walkers and cyclists would be served by separated and protected infrastructure, and roundabouts would be installed at the intersections of 11th and 7th. As similar type of street is under design for the Fowler Avenue Connection and would be comparable to S 8th in the downtown area of Bozeman. This option would have adequate capacity for up to approximately 18,000 vehicles per day, which represents roughly half of the additional demand projected by development intensity around the Kagy corridor. While this option is unlikely to serve the projected demand on the corridor at full build out, it may be possible to construct as an interim solution to a future multi-lane corridor. This option 31 would be design to reduce the amount of reconstruction for future widening, should a future Commission choose. The risks involve being unable to react quickly enough for growth that has oversaturated the roadway, thus inducing aggressive driving behavior in the form of cut-through traffic on local residential streets, lack of yielding to pedestrians, and disobedience of traffic control. Transportation Equity The city of Bozeman’s Diversity, Equity, and Inclusion initiatives are being actively integrated into design and operation of transportation infrastructure. As part of the Kagy Revisited effort, Transportation and Engineering staff have engaged with our Belonging in Bozeman team to identify process for evaluating transportation equity for all projects. This evaluation will be standard procedure moving forward at both planning and design phases of projects to advise better decisions in design and implementation. Our transportation equity evaluation takes the form of three questions: · Who benefits? · Who is burdened? · What may be the unintended consequences? While staff intends to seek discussion from the public and commission on these questions prior to completing our evaluation and recommendation, a divide appears to exist between single- lane option that benefits accessibility of those closest to the corridor and multi-lane option that benefits mobility of those further away. While design can mitigate the burden of a multi-lane corridor on accessibility, only significant investments in transit that are out of the hands of staff and commission can mitigate a reduction in mobility for those further away in the single-lane option. As housing prices in Bozeman have skyrocketed, lower-income workers have increasingly been pushed further out to the extents of the city and adjacent towns such as Belgrade. This implies an unintended consequence of a well-intentioned plan to limit the size of Kagy may induce further hardship for those who cannot afford to live in walking and biking distance. Next Steps Staff will inform commission of advancements in project planning over the past year, answer any questions, and seek commission guidance during this upcoming work session. The design team will then engage the public over the next 1-2 months, after which staff intends to provide commission with recommended final scope of work in a second work session late-spring to early- summer. 32 Preliminary Traffic Report STPU 1212(7) Kagy Blvd. S. 19th to Willson UPN 8931000 Prepared for: Prepared by: Submittal Date: February 13, 2023 Sanderson Stewart Project No. 15060.01 33 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page i Table Of Contents 2.0 INTRODUCTION 1 3.0 BACKGROUND 1 4.0 STUDY LOCATION AND LIMITS 2 Roadway Characteristics 2 Pedestrian Facilities 3 5.0 EXISTING TRAFFIC CONDITIONS (2015/2022) 4 Vehicular Traffic Volumes 4 Pedestrian Traffic Volumes 6 Capacity Calculations 8 Existing Conditions (2022) Traffic Signal Warrants 10 6.0 CRASH HISTORY ANALYSIS 11 7.0 FUTURE TRAFFIC CONDITIONS 13 Project Area Planned Developments & Traffic Volume Projection Methodology 13 Pedestrian Volume Projections 14 Design Year (2045) Traffic Signal Warrants 17 Corridor Capacity 17 Intersection Capacity 18 8.0 PROPOSED DESIGN FEATURES 26 Roadway Design Speed 26 Access Control 26 Pedestrian/Bicycle Facilities 27 Intersection Traffic Control 27 Planned Future Street Network Improvements 28 9.0 ALTERNATIVE ANALYSIS 28 Selection Criteria 28 Corridor Alternative Comparison 30 Intersection Alternative Comparison 31 10.0 SUMMARY AND RECOMMENDATIONS 36 Summary of Analysis 36 Recommendations 37 34 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page ii APPENDICES APPENDIX A – TRAFFIC COUNT DATA AND MEMO APPENDIX B – EXISTING CONDITIONS (2022) CAPACITY CALCULATIONS APPENDIX C – SIGNAL WARRANT WORKSHEETS APPENDIX D – VOLUME PROJECTIONS MEMO APPENDIX E – DESIGN YEAR (2045) CAPACITY CALCULATIONS APPENDIX F – INTERIM YEAR (2035) CAPACITY CALCULATIONS LIST OF TABLES Table 1. Existing Conditions (2022) Capacity Calculation Summary 10 Table 2. Crash Data Summary 11 Table 3. Crash Summary Tables 12 Table 4. Corridor V/C Ratio Comparison 18 Table 5. South 19th Avenue Design Year (2045) Capacity Results 19 Table 6. South 19th Avenue Interim Year (2035) Capacity Results 19 Table 7. South 11th Avenue Design Year (2045) Capacity Results 21 Table 8. South 11th Avenue Interim Year (2035) Capacity Results 22 Table 9. South 7th Avenue Design Year (2045) Capacity Results 23 Table 10. South 7th Avenue Interim Year (2035) Capacity Results 24 Table 11. South Willson Avenue Design Year (2045) Capacity Results 25 Table 12. South Willson Avenue Interim Year (2035) Capacity Results 26 Table 13. Corridor Decision Matrix 34 Table 14. Intersection Decision Matrix 35 LIST OF FIGURES Figure 1. Project Study Area and Corridor Limits 2 Figure 2. Existing (2022) Peak Hour Traffic Volumes 7 Figure 3. 2015, 2022, & 2045 Peak Hour Bike/Ped Volumes 9 Figure 4. Design Year (2045) Peak Hour Traffic Volumes 15 Figure 5. Interim Year (2035) Peak Hour Traffic Volumes 16 35 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 1 1.0 INTRODUCTION The purpose of this report and its attachments is to fulfill the requirements of Activity 112: Preliminary Traffic Report for STPU 1212(7) – Kagy Blvd. S. 19th to Willson – UPN 8931000. The primary objectives of the reconstruction project are to widen Kagy Boulevard and implement intersection traffic control improvements to improve vehicular and pedestrian capacity and safety for the corridor. This report presents traffic-related project information, including existing conditions (2015/2022), interim year (2035), and design year (2045), background information, and traffic analysis results. Recommendations are provided herein relative to general roadway geometrics, traffic control, safety improvements, and other design elements based on a 35-mph design speed and Montana Department of Transportation (MDT) Design Standards, the Manual on Uniform Traffic Control Devices (MUTCD), American Association of State Highway and Transportation Officials (AASHTO), and other design resources including those from the City of Bozeman. 2.0 BACKGROUND Kagy Boulevard is an urban principal arterial in the Bozeman street system and an important commuter route. It also bisects the south portion of the Montana State University campus and provides access to Bobcat Stadium, Brick Breeden Fieldhouse, campus parking lots, and the Museum of the Rockies, as well as various other businesses and institutional facilities. A new fire station located north of Kagy Boulevard between South 7th Avenue and Greek Way will be constructed in 2023. Kagy Boulevard intersects with several major collector and minor arterial north-south streets, each of which are also heavily utilized daily by commuters and/or students and that become quite congested before and after Bobcat home football games. Pedestrian and bicycle traffic is heavy along Kagy Boulevard and at the intersecting streets, particularly during Bobcat football games, but also on a more regular basis due to its proximity to campus. Pedestrian and bicycle activity along and crossing the corridor will continue to increase as more development occurs to the south of Kagy Boulevard. The segment of Kagy Boulevard from South 19th Avenue to South Willson Avenue has effectively outgrown its two and three-lane typical section capacity and does not provide continuous, dedicated bicycle or pedestrian facilities in its current state. This project is planned to incorporate a complete street design, evaluate widening with more lanes, implement intersection traffic control improvements where warranted, improve pedestrian and bicycle facilities both on- and off-street, provide two grade-separated pedestrian crossings of Kagy Boulevard with future consideration for additional grade-separated crossings, and upgrade street lighting, landscaping, and drainage facilities. Only the east leg of the South 19th Avenue/Kagy Boulevard intersection will be modified through this project, but further 36 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 2 modifications were evaluated to determine if any improvements may need to be considered through an additional project. 3.0 STUDY LOCATION AND LIMITS The STPU 1212(7); Kagy Blvd. S. 19th to Willson project begins at reference post (RP) 0.00 (South 19th Avenue) and extends east to RP 1.05 (Willson Avenue). Figure 1 below illustrates the corridor study area limits. Roadway Characteristics Kagy Boulevard (U-1212) begins approximately 475 feet west of South 22nd Avenue and extends generally east to the edge of the Bozeman urban limits. From there, the street continues east as Bozeman Trail Road (U-1212). The U-1212 designation terminates at Fort Ellis Road, but Bozeman Trail Road continues generally east to its terminus at the Bear Canyon Interstate 90 interchange. The typical section for Kagy Boulevard consists of two 12-foot driving lanes and shoulders that vary in width from two to six feet. The City of Bozeman 37 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 3 completed the Kagy Boulevard Interim Improvements Project from approximately 500 feet west of South 11th Avenue to approximately 500 feet east of South 7th Avenue in 2017 to expand Kagy Boulevard to a three-lane typical section with a two-way left-turn lane, bike lanes, and boulevard-separated sidewalks. West of South 19th Avenue, there is curb, gutter, and boulevard-separated sidewalk along the north edge of the street and a paved shoulder without sidewalk on the south edge. From South 19th Avenue to South 11th Avenue, there is no curb and gutter on either side of the street and intermittent sidewalk near South 11th Avenue. From South 11th Avenue to South Willson Avenue, there is curb and gutter, variable width grass boulevard, and sidewalk on both sides of the street. The posted speed limit on Kagy Boulevard is 35 mph throughout the study area. The intersections of Kagy Boulevard with South 19th Avenue, South 11th Avenue, and South Willson Avenue are controlled with traffic signals. There are auxiliary turn lanes at the signalized intersections, as well as at the two-way stop-controlled intersections at South 7th Avenue and Greek Way. The South Willson Avenue (South 3rd Avenue) intersection has slip lanes for eastbound and westbound right-turn movements onto South 3rd Avenue and South Willson Avenue, respectively. That intersection also has a skew angle of approximately 60 degrees. Per the Bozeman Transportation Master Plan (2017), Kagy Boulevard and South 19th Avenue are principal arterials. South 11th Avenue is a collector, as is South 7th Avenue north of Kagy Boulevard. South of Kagy Boulevard, South 7th Avenue is a local Street. South Willson Avenue is a minor arterial north of Kagy Boulevard and a collector to the south (where it becomes South 3rd Avenue). The Montana Department of Transportation classifies Kagy Boulevard, South 19th Avenue, South 11th Avenue (north of Kagy Boulevard), and South Willson Avenue (north of Kagy Boulevard) as minor arterials. South 7th Avenue north of Kagy Boulevard and South 3rd Avenue south of Kagy Boulevard are classified as major collectors. The remaining study area streets are classified as local streets. The terrain along Kagy Boulevard is generally flat within the study area boundary and the horizontal alignment is straight. Sight distance is generally very good throughout the study area, though trees may obstruct the clear vision triangle for some private approaches. Existing private utilities along the corridor include telephone, overhead and underground power, landscape irrigation, natural gas, and fiber optics. Public water, sewer, intermittent street lighting, and storm drainage facilities also exist within the project corridor. Pedestrian Facilities There are no existing pedestrian facilities on either side of Kagy Boulevard from South 19th Avenue to the west boundary of Stadium Center Subdivision (1000 feet west of South 11th 38 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 4 Avenue), where a 5-foot sidewalk begins on the south side of the street and extends approximately 670 feet east along the subdivision frontage. Approximately 13 feet of boulevard separates the sidewalk from the uncurbed shoulder of Kagy Boulevard in that area. On the north side of Kagy Boulevard, a 5-foot sidewalk separated by a variable-width boulevard begins at Stadium Drive (west) and connects to the South 11th Avenue intersection. East of South 11th Avenue, there is continuous 5-foot sidewalk on both sides of the street throughout the remainder of the project. The north-side sidewalk has an 8-foot boulevard separating the walkway from the curbed road surface. The alignment of the south-side sidewalk varies throughout the remainder of the project corridor with offsets from back of curb ranging from five feet to approximately 35 feet. There are signalized crosswalks on all approaches at the South 19th Avenue, South 11th Avenue, and South Willson Avenue intersections. There is also a pedestrian hybrid beacon (HAWK) controlled mid-block crosswalk on the west side of the Bobcat Stadium driveway and a rectangular rapid flashing beacon (RRFB) crosswalk on the east side of the South 7th Avenue intersection. Kagy Boulevard is typically closed between South 11th Avenue and South 7th Avenue 4-5 hours before all home Bobcat football games to accommodate high pedestrian traffic. The road remains closed through and for 1-2 hours after each football game to allow pedestrian traffic in the area to dissipate. At the conclusion of each game, uniformed Bozeman police officers usually direct traffic at intersections along Kagy Boulevard near the football stadium and use traffic control devices to modify traffic patterns. 4.0 EXISTING TRAFFIC CONDITIONS (2015/2022) Vehicular Traffic Volumes AM and PM peak hour intersection counts were originally performed for the twelve project intersections listed below in the spring of 2015. The actual 2015 count dates and days are listed for each intersection. · Kagy Boulevard/South 19th Avenue – Thursday, April 9 · Kagy Boulevard/Hawk Ridge Apartments driveway – Thursday, April 2 · Kagy Boulevard/Willow Way – Thursday, April 9 · Kagy Boulevard/Stadium Drive (west) – Thursday, April 16 (AM)/ Tuesday, April 7 (PM) · Kagy Boulevard/Stadium Drive (east) – Tuesday, April 7 · Kagy Boulevard/South 11th Avenue – Tuesday, April 7 · Kagy Boulevard/Bobcat Stadium driveway (east) – Tuesday, April 7 · Kagy Boulevard/South 7th Avenue – Thursday, April 2 39 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 5 · Kagy Boulevard/Greek Way – Thursday, April 2 · Kagy Boulevard/South 3rd Avenue (west) – Tuesday, March 31 · Kagy Boulevard/South Willson Avenue/South 3rd Avenue (east) – Tuesday, March 31 · Kagy Boulevard/Southwood commercial building driveway – Thursday, April 2 Later in 2015, the City of Bozeman expressed concerns about traffic operations at the Kagy Boulevard/South 11th Avenue intersection and requested that this project evaluate peak hour queuing problems. As a result, Sanderson Stewart counted that intersection again on Wednesday, September 23, 2015. A comparison of the seasonally adjusted September counts to the April counts showed that the September counts were 24.0% and 18.5% higher for the AM and PM peak hours, respectively. This raised some concerns as there wasn’t an obvious explanation for the variation between the two counts. After discussing the issue at length with MDT, it was decided to recount the four main corridor intersections (South 19th Avenue, South 11th Avenue, South 7th Avenue, and South Willson Avenue/South 3rd Avenue) to investigate if there were additional variations in existing peak hour and average daily traffic volumes. The additional counts were performed on Thursday, October 15, 2015. The AM and PM peak hour counts from October, adjusted for seasonal variation, varied from the April counts as follows: · +0.5% for South 19th Avenue · +0.7% for South 11th Avenue · -7.3% for South 7th Avenue · -19.8% for South Willson Avenue These levels of variation were cumulatively deemed to be within reason, even with the substantial variation for the South Willson Avenue intersection count, and the September count at the South 11th Avenue intersection was deemed an outlier. Shortly thereafter, the project was put on-hold (until 2022) pending funding and maintenance resolutions. Once the project was reinitiated, additional turning movement counts were collected for 48-hour periods from Tuesday, April 26 through Wednesday, April 27, 2022, in the following locations to use as a basis for updating existing conditions data and calculating future traffic projections: · Kagy Boulevard/South 19th Avenue · Kagy Boulevard/South 11th Avenue · Kagy Boulevard/South 7th Avenue · Kagy Boulevard/South Willson Avenue/South 3rd Avenue 40 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 6 Sanderson Stewart applied the most current available MDT seasonal adjustment factors to the 2022 counts to calculate peak hour turning movement and average annual daily traffic volumes (AADTs) for use in this analysis. The AM and PM peak hours were determined to be 7:45-8:45 AM and 5:00-6:00 PM. Figure 2 on the following page illustrates the AM and PM Existing Conditions (2022) turning movement volumes and the AADT volumes for the project corridor. An AADT volume is also shown for Graf Street east of South 19th Avenue, which was calculated based on data collected on Tuesday, April 5, 2022 in support of another area project. Data for special events outside of typical peak hours was not collected. An existing traffic volumes memo comparing 2015 and 2022 traffic volumes was completed and submitted to the City of Bozeman and MDT for review on July 25, 2022. That memo, along with 2015 and 2022 traffic count data is attached in Appendix A. The comparison in the memo revealed that there have been fluctuating volumes along the corridor since 2015 with a general trend of increased traffic west of South 7th Avenue and decreased volumes east of South 7th Avenue based on MDT data. The Sanderson Stewart daily volumes showed a similar trend, with higher total entering volume (TEV) at the intersections of Kagy Boulevard with South 19th Avenue and South 11th Avenue and lower TEV at South 7th Avenue and South Willson Avenue. However, most of the increase in TEV occurred on the minor approaches to Kagy Boulevard. Pedestrian Traffic Volumes Pedestrian traffic crossing Kagy Boulevard is a key focus area for this project, including during Bobcat home football games, where Kagy Boulevard is heavily utilized. Currently, Kagy Boulevard is closed from South 11th Avenue to South 7th Avenue during football games. However, one task of the Kagy Boulevard reconstruction project is to evaluate the merits of installing two or more grade-separated pedestrian crossings, which would greatly enhance pedestrian safety and could also allow Kagy Boulevard to remain open during special events at Bobcat Stadium. To gauge the pedestrian crossing peak demand, Sanderson Stewart observed video footage of pedestrians crossing Kagy Boulevard before a homecoming weekend Bobcat football game on Saturday, September 26, 2015. Pedestrian flows were also counted at four study area intersections (South 19th Avenue, South 11th Avenue, South 7th Avenue, South Willson Avenue) as part of the traffic data collection effort in October 2015 to gauge typical daily pedestrian demand. The spring 2022 traffic counts also collected pedestrian traffic data at the same four intersections. 41 STPU 1212(7); Kagy Blvd. S. 19th to Willson; UPN 8931000, Page 7 P:15060_Preliminary Traffic Report (2/13/2023) 42 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 8 Game day pedestrian observations were additionally made for eight separate crossing corridors between South 11th Avenue and a location immediately east of the east Bobcat Stadium driveway as part of the 2015 counts. The peak, one-hour period for pedestrian crossings occurred from 10:45-11:45 AM (1:35 PM game start time). During that hour, approximately 6800 people crossed Kagy Boulevard within a 1500-foot stretch of the street. The busiest 15- minute period saw 1977 people cross the street. Overall, during the two-hour period from 10:30 AM-12:30 PM, approximately 10,700 people crossed Kagy Boulevard within the observation corridor. The busiest crossing locations were just east of the South 11th Avenue intersection where there is a winding sidewalk that cuts the intersection corner between the Montana State University monument sign and the parking lot for Brick Breeden Fieldhouse, and east of the east Bobcat Stadium driveway, which aligns with the driveway for the Brick Breeden Fieldhouse south parking lot. The latter location is also where the Spirit of the West Marching Band and the football team cross the street before and after the games (those individuals are included in the counts). For the 2022 weekday AM and PM traffic peak periods, only the South 11th Avenue and Kagy Boulevard intersection realized a bicycle and pedestrian crossing demand of more than a few individuals. For the purposes of the pedestrian volume discussion, bicycle volumes are included in the pedestrian totals. For the South 11th Avenue/Kagy Boulevard intersection, 76 and 85 pedestrians were observed to cross Kagy Boulevard during the AM and PM traffic peak hours, respectively. The peak volume crossing Kagy Boulevard at South 11th Avenue during the two day data collection period was 120 pedestrians from 2:45-3:45 PM on April 26, 2022. The crosswalk on the east leg was the more commonly used (compared to the west leg), with 79 pedestrians crossing at the westbound approach. Very few (14) pedestrians crossed South 11th Avenue on either the north or south approach. At the South 7th Avenue intersection, 31 and 40 pedestrians were counted crossing Kagy Boulevard during the AM and PM traffic peak hours, respectively. A peak pedestrian volume of 48 across Kagy Boulevard at that intersection was recorded on April 27, 2022 from 8:30-9:30 AM. A pedestrian hybrid beacon was installed at the east Bobcat Circle access at the beginning of the 2022 fall semester. Pedestrian volumes at that location were not counted as part of this analysis. Figure 3 on the following page shows the 2015 and 2022 pedestrian and bicycle volumes during the vehicle peak hours. Capacity Calculations Capacity calculations for existing conditions were performed for the study area intersections using Synchro, Version 11, which is based on the Highway Capacity Manual, 6th Edition (Transportation Research Board, 2016) methodologies. Level of service (LOS) is defined as a quality measure describing operational conditions within a traffic stream, generally in terms of such service measures as speed and travel time, freedom to maneuver, traffic interruptions, comfort, and convenience. LOS is a qualitative measure of the performance of an intersection with values ranging from LOS A, indicating good operation and low vehicle delays, to LOS F, which indicates congestion and longer vehicle delays. 43 STPU 1212(7); Kagy Blvd. S. 19th to Willson, UPN 8931000, Page 9 P:15060_Preliminary Traffic Report (2/13/2023) 44 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 10 Table 1 below provides a summary of Existing Conditions (2022) weekday AM and PM peak hour capacity results. The results of the capacity calculations show that the east and west legs of the South 19th Avenue/Kagy Boulevard intersection currently operate at LOS D during the AM peak hour, and the northbound approach at the Kagy Boulevard/South 7th Avenue intersection also operates at LOS D in the AM peak hour. All intersections and approaches currently operate at LOS C or better during the PM peak hour. Projected 95th percentile queuing can be lengthy along Kagy Boulevard at the signalized intersections during peak traffic periods. Detailed capacity worksheets for the Existing Conditions (2022) scenario are provided in Appendix B. Existing Conditions (2022) Traffic Signal Warrants Traffic signal warrants were evaluated for the intersection of Kagy Boulevard and South 7th Avenue since it is an existing unsignalized intersection of two major routes and the intersection was shown to operate with substandard LOS metrics in the AM peak hour for the Existing Conditions (2022) scenario. The analysis results showed that a traffic signal is considered Avg Delay (s/veh) LOS 95th % Queue (veh) Avg Delay (s/veh) LOS 95th % Queue (veh) EB 41.7 D 4 31.1 C 4 WB 39.1 D 7 31.9 C 12 NB 13.1 B 8 22.7 C 7 SB 8.2 A 6 14.1 B 8 Intersection 17.6 B --22.6 C -- EB 20.7 C 21 17.4 B 18 WB 15.8 B 14 22.5 C 21 NB 20.6 C 10 22.7 C 7 SB 16.7 B 4 22.0 C 8 Intersection 19.0 B --20.9 C -- EB 2.8 A 1 0.9 A 1 WB 0.4 A 1 0.1 A 0 NB 33.6 D 1 21.6 C 1 SB 20.8 C 1 17.9 C 2 Intersection 3.1 A --4.2 A -- EB 18.7 B 10 19.0 B 16 WB 20.2 C 13 17.7 B 12 NB 20.7 C 10 22.5 C 6 SB 18.3 B 6 22.7 C 9 Intersection 19.7 B --20.0 C -- Kagy Boulevard & South Willson Avenue Intersection Control Signalized Kagy Boulevard & South 11th Avenue Intersection Control Two-Way Stop-Control (NB/SB) Intersection Control Signalized South 19th Avenue & Kagy Boulevard Kagy Boulevard & South 7th Avenue Intersection Control Signalized Intersection Approach Existing (2022) AM Peak PM Peak Table 1: Existing Conditions (2022) Capacity Calculation Summary 45 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 11 warranted, with the Eight-Hour Vehicular Volume and Roadway Network warrants both currently met. Detailed traffic signal warrant worksheets are presented in Appendix C. 5.0 CRASH HISTORY ANALYSIS Historical crash data was originally obtained from MDT for the 4-year period from January 1, 2011 through December 31, 2014. An updated analysis was not performed in 2022 because MDT is not able to obtain crash data from the City of Bozeman beyond 2018, and it is thought that any additional data from 2015-2018 would not be particularly more representative of current crash conditions and patterns than the prior summarized data. Seventy-eight (78) crashes were reported during the reporting period, an average of 19.5 crashes/year for the project corridor. The crash rates for key segments of the project corridor were calculated based on current AADT volumes as measured in 2015. For these types of studies, intersections with a crash rate greater than 1.0 crashes per million entering vehicles (MVE) are typically analyzed further to determine if an inherent safety concern exists. For this study, none of the four major corridor intersections exhibited crash rates higher than 0.51 crashes/MVE. Table 2 below summarizes the crash rates, severity indexes, and severity rates for the four major intersections. Of the 78 total crashes, 16 were classified as a “possible injury accident” (resulting in 25 total injuries), five were classified as “non-incapacitating evident injury crashes” (resulting in 5 total injuries), and the remaining 57 crashes were classified as “property-damage-only” crashes. There were no fatal crashes. Crash detail statistics are provided in Table 3 on the following page. The severity indexes range from 1.00 to 1.93, while the severity rates range from 0.35 to 0.87. MDT does not keep a record of typical or average crash or severity rates for urban intersections that are part of their highway system. However, the severity indexes and rates for these intersections are generally low, which is not surprising when you consider that no fatalities or incapacitating injuries were reported amongst the 78 crashes during the four-year analysis period. Table 2. Kagy Boulevard Major Intersection Crash/Severity Rate Summary Intersection Crash Rate Severity Index Severity Rate Kagy Boulevard & South 19th Avenue 0.44 1.93 0.85 Kagy Boulevard & South 11th Avenue 0.35 1.00 0.35 Kagy Boulevard & South 7th Avenue 0.50 1.17 0.58 Kagy Boulevard & Willson Avenue/South 3rd Avenue 0.51 1.71 0.87 Table 2: Kagy Boulevard Major Intersection Crash/Severity Rate Summary 46 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 12 Year Crashes % Weather Crashes % Collision Type Crashes % 2011 19 24.4% Clear 38 48.7% Head On 1 1.3% 2012 32 41.0% Cloudy 25 32.1% Rear End 48 61.5% 2013 18 23.1% Snow 4 5.1% Right Angle 6 7.7% 2014 9 11.5% Rain 6 7.7% Sideswipe SD 4 5.1% Totals 78 100.0% Blowing Snow 4 5.1% Sideswipe OD 1 1.3% Unknown 1 1.3% Rollover 1 1.3% Totals 78 100.0% Left Turn SD 2 2.6% Month Crashes %Left Turn OD 6 7.7% January 5 6.4%Right Turn OD 1 1.3% February 5 6.4%Road Conditions Crashes %Not Fixed Object 1 1.3% March 7 9.0% Dry 50 64.1% Fix Object 3 3.8% April 3 3.8% Wet 11 14.1% Bicycle 2 2.6% May 4 5.1% Snow 3 3.8% Other 2 2.6% June 9 11.5% Ice/Frost 13 16.7% Totals 78 100.0% July 7 9.0% Unkown 1 1.3% August 6 7.7% Totals 78 100.0% September 10 12.8%Vehicle Type Vehicles % October 5 6.4%Motorcycle 1 0.6% November 11 14.1%Light Conditions Crashes %Passenger Car 77 46.1% December 6 7.7% Dawn 1 1.3% SUV 42 25.1% Totals 78 100.0% Daylight 56 71.8% Van 4 2.4% Dusk 8 10.3% Pickup 31 18.6% Dark-Lighted 7 9.0% School Bus 1 0.6% Day Crashes %Dark-Not Lighted 5 6.4% Medium/Heavy Truck 2 1.2% Sunday 2 2.6% Unknown 1 1.3% Low-Speed Vehicle 2 1.2% Monday 12 15.4% Totals 78 100.0% Other 3 1.8% Tuesday 18 23.1%Unknown 4 2.4% Wednesday 11 14.1%Totals 167 100.0% Thursday 13 16.7%Junc. Relation Crashes % Friday 17 21.8% Intersection 51 65.4% Saturday 5 6.4% Driveway/Alley 8 10.3%Crash Severity Crashes % Totals 78 100.0% Non-Junction 18 23.1% Fatal 0 0.0% Unkown 1 1.3% Injury Crash 21 26.9% Totals 78 100.0%Prop. Damage Only 57 73.1% Time of Day Crashes %Totals 78 100.0% Before 6:00 am 1 1.3% 6:00 am - 9:00 am 9 11.5%Intersection Crashes % 9:00 am- 12:00 pm 7 9.0% South 19th Avenue 12 23.5% 12:00 pm - 3:00 pm 17 21.8% South 11th Avenue 10 19.6% 3:00 pm - 6:00 pm 32 41.0% South 7th Avenue 12 23.5% 6:00 pm - 9:00 pm 6 7.7% Willson Avenue 17 33.3% After 9:00 pm 6 7.7% Totals 51 100.0% Totals 78 100.0% Table 3: Crash Summary Tables 47 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 13 The main observed collision type was rear-end crashes (48 crashes/61.5 percent), of which 43 crashes were slowing, stopped in traffic, or moving essentially straight ahead. This could imply the need for a reduction of queuing caused by poor intersection operations, or could be due to vehicles stopping unexpectedly for pedestrians crossing Kagy Boulevard. The next most common collision types were right-angle and left turn/opposite direction, accounting for only six crashes (7.7%) each. Fifty-one (51) of the 78 crashes (65.4%) were classified as intersection- related and another eight (10.3%) were classified as occurring at a driveway or alley. Somewhat surprisingly, given the climate in Bozeman, 50 of the 78 crashes (64.1%) occurred under dry road conditions. November, September, and June realized the three highest crash totals on month-basis in that order, which also implies that weather driving conditions are not necessarily a driving factor. Additional crash data was obtained from the City of Bozeman from 2019 through mid-2020, with 12 crashes reported during that timeframe just at the South 11th Avenue/Kagy Boulevard intersection, four of which were injury crashes. Detailed crash information was not available, but this large increase to 12 crashes in just under a two-year period (compared to 10 total crashes in the four years from 2011-2014) may signify a riskier turning and gap acceptance behavior by drivers. 6.0 FUTURE TRAFFIC CONDITIONS Project Area Planned Developments & Traffic Volume Projection Methodology A memo detailing the traffic volume projection methodology was completed and submitted to the City of Bozeman and MDT for initial review on August 16, 2022. The memo was updated after further discussions with the City and MDT and resubmitted on December 20, 2022. That memo is attached in Appendix D. A summary of the projection strategy is presented in the following paragraphs. Sanderson Stewart completed a review of existing proposals for known developments that are most likely to impact the Kagy Boulevard corridor, as well as considering potential development for other properties that are currently undeveloped. The original traffic projections calculated in 2015 were based on 13 properties east of South 19th Avenue and restricted to a 1-mile radius from Kagy Boulevard. Most of those projects remain partially or fully undeveloped. For the 2022 projection calculations, a larger radius was reviewed, extending south to Goldenstein Lane and west to Fowler Lane. This resulted in 32 properties likely to be developed. These 32 parcels are shown in a figure in the attached volume projections memo and are also summarized in a table in the same memo. That table also provides a summary of the planned or assumed land use, number of units, and resulting weekday, AM, and PM peak hour trip generation. The trip generation calculations include reductions for internal capture trips within each development where applicable, as well as reductions for pass-by and multi- modal (bicycle/pedestrian/transit) trips. All developments were assumed to be 100% built out 48 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 14 for the Design Year of 2045. All of the projected developments combined result in approximately 9,935 additional dwelling units on the south side of Bozeman. Assuming an average of two persons per dwelling unit, this equates to a population increase of 19,870 people. In 2015, Sanderson Stewart requested assistance from the Western Transportation Institute (WTI) to estimate the projected shift in traffic associated with the then-unconstructed Graf Street and South 11th Avenue connections, using the model WTI created for the City of Bozeman. These connections are now complete, and Stucky Road is currently under construction to extend east of South 19th Avenue. West Arnold Street is also anticipated to be extended to South 19th Avenue in the future, and Fowler Lane was assumed to be constructed between Stucky Road and West Garfield Street for the purposes of this volume projection analysis. Therefore, 20% of the future northbound/southbound thru volumes on South 19th Avenue at Kagy Boulevard were removed to account for this planned roadway connection based on roadway capacity described in the Bozeman Transportation Master Plan and an anticipated utilization percentage of the new segment of Fowler Lane. Additionally, turning movements at this intersection were adjusted to account for the connection of Kagy Boulevard to Fowler Lane. For example, 20% of westbound right turns were converted to westbound thru movements. All of the above connections and other potential new connections along Kagy Boulevard were accounted for when performing the traffic assignment calculations for future traffic volumes generated by each development. The combination of existing traffic and 100% buildout of all 32 anticipated area developments results in the Design Year (2045) traffic volume projections shown in Figure 4 on the following page. Projected AADTs on Kagy Boulevard range from 21,300 vehicles per day (vpd) to 27,300 vpd and resulting annual growth rates range from 2.0% to 3.9%. These growth rates are very similar to what was projected in the 2015 analysis. Once the 2045 projections were completed, additional projections for an Interim Year of 2035 were calculated assuming linear growth between 2022 and 2045. Due to the uncertainty of development timelines and potential transit expansion in the area, amongst other factors, this midpoint was chosen for completion of a sensitivity analysis for the corridor. The Interim Year (2035) projections are shown in Figure 5 on page 16. Pedestrian Volume Projections Anticipated pedestrian trips from nearby new developments were calculated based on the multi-modal reductions assumed for the 32 properties described in the previous section. Pedestrian trips were assigned along and across the Kagy Boulevard corridor based on the location of each development. Projected Design Year (2045) pedestrian trips are shown in Figure 3 on page 9. 49 STPU 1212(7); Kagy Blvd. S. 19th to Willson, UPN 8931000, Page 15 50 STPU 1212(7); Kagy Blvd. S. 19th to Willson, UPN 8931000, Page 16 51 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 17 The projected Design Year (2045) pedestrian volumes are up to seven times higher than existing pedestrian volumes at the Kagy Boulevard/South 11th Avenue intersection and nearly twice as high at the Kagy Boulevard/South 7th Avenue intersection. At the Kagy Boulevard/South 19th Avenue intersection, existing pedestrian volumes were virtually zero, and projected volumes are approximately 100 total crossings during each peak hour in the Design Year (2045). Increasing pedestrian demand will continue to impact vehicle LOS through the corridor, specifically at South 11th Avenue, the pedestrian hybrid beacon crossing at east Bobcat Circle, and the rectangular rapid flashing beacon crossing at South 7th Avenue. As vehicle and pedestrian volumes increase along the corridor the potential for conflict will also increase. Under the current configurations, pedestrians must compete with right-turn-on-red and permissive left-turning vehicles, which are both situations where drivers may not be looking for pedestrians before turning, causing a safety concern. One safe alternative for pedestrians to cross busy multi-lane streets would be to install grade-separated crossings. Design Year (2045) Traffic Signal Warrants Traffic signal warrants were evaluated for the intersection of Kagy Boulevard and South 7th Avenue for the Design Year (2045) scenario. The analysis results showed that Warrants 1-3 (Eight-Hour Vehicular Volume, Four-Hour Vehicular Volume, and Peak Hour) are projected to be met, along with the Roadway Network warrant. Design Year (2045) traffic signal warrant worksheets are attached in Appendix C. Corridor Capacity Several corridor alternatives were evaluated, including two-lane, three-lane, four-lane, and five- lane options. For the purposes of this study, the main alternatives will be referred to as “three- lane” and “five-lane" typical sections. Each of the alternatives is assumed to include one (three- lane) or two (five-lane) thru lanes in each direction with either a center two-way left-turn lane (TWLTL) or median separation with left-turn lanes. A center TWLTL would allow traffic in either direction to make left turns to and from Kagy Boulevard and would increase roadway capacity by removing turning vehicles from the thru lane. A divided roadway with medians and dedicated left-turn lanes would allow for access control to be implemented where desired along the corridor and reduce opportunities for collisions between vehicles attempting to perform conflicting movements. Theoretical capacities of roadway sections were obtained from the 2017 Bozeman Transportation Master Plan (TMP) for the purposes of evaluating volume/capacity (v/c) ratios for existing and projected volumes along Kagy Boulevard. However, actual capacity of a roadway can vary greatly based on a variety of factors such as access control and spacing, intersection spacing, speed limit, and the presence of crosswalks, for example. The following calculations are meant to serve as a high-level evaluation of potential corridor operations with 52 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 18 varying roadway sections. Any v/c ratios greater than 1.0 are generally considered to be failing values and are shown in red in Table 4. A two-lane roadway section has a theoretical capacity of 12,000 vpd, a three-lane section has 18,000 vpd, a four-lane section has 24,000 vpd, and a five-lane section has a 32,000 vpd theoretical capacity. Calculated v/c ratios for each corridor segment are presented in Table 4 below. Intersection Capacity Capacity calculations at each intersection for the Design Year (2045) and Interim Year (2035) scenarios were performed using Synchro, Version 11 (signals) and SIDRA, Version 9 (roundabouts). Capacity results at each intersection for the new corridor alternatives listed above are presented in the following paragraphs. For the purposes of this analysis, it was assumed that any LOS D or better would be considered acceptable for the Design Year (2045) scenario. Detailed capacity worksheets for the Design Year (2045) are attached in Appendix E and Interim Year (2035) capacity worksheets are attached in Appendix F. South 19th Avenue/Kagy Boulevard For the three-lane scenario with only minor traffic signal timing and phasing changes, including protected left-turn phasing and overlap right-turn phasing (where applicable), this intersection is projected to operate at LOS E during the AM peak hour and LOS D during the PM peak hour in the Design Year (2045). In the five-lane scenario, dual southbound left-turn lanes were modeled. With this configuration, the intersection is projected to operate at LOS D during Table 4: Corridor V/C Ratio Comparison S 19th Ave to S 11th Ave S 11th Ave to S 7th Ave S 7th Ave to S Willson Ave 2022 1.13 1.14 0.93 2035 1.49 1.72 1.46 2045 1.78 2.15 1.88 2022 0.75 0.76 0.62 2035 0.99 1.14 0.97 2045 1.18 1.43 1.25 2022 0.56 0.57 0.46 2035 0.75 0.86 0.73 2045 0.89 1.08 0.94 2022 0.42 0.43 0.35 2035 0.56 0.64 0.55 2045 0.67 0.81 0.70 2-lane (12,000) 3-lane (18,000) 4-lane (24,000) 5-lane (32,000) v/c ratioCorridor Alternative (capacity) Year 53 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 19 both peak hours in 2045. Table 5 below shows the 2045 capacity results at South 19th Avenue. In the Interim Year (2035) scenario, the intersection is projected to operate at LOS C or better for both the three-lane and five-lane alternatives, and results for the five-lane alternative for 2035 are shown in Table 6 below. Table 5: South 19th Avenue Intersection Design Year (2045) Capacity Results Avg Delay (s/veh) LOS 95th % Queue (veh) Avg Delay (s/veh) LOS 95th % Queue (veh) EB 50.8 D 15 53.6 D 14 WB 37.2 D 7 43.2 D 8 NB 66.0 E 25 48.5 D 18 SB 63.1 E 27 47.4 D 23 Intersection 57.8 E --47.7 D -- EB 52.9 D 14 52.3 D 13 WB 39.6 D 14 53.8 D 16 NB 38.3 D 22 33.9 C 15 SB 45.7 D 17 48.8 D 23 Intersection 43.1 D --46.7 D -- South 19th Avenue & Kagy Boulevard Intersection Approach Design Year (2045) AM Peak PM Peak Intersection Control Signalized - Five-Lane Alternative Intersection Control Signalized - Three-Lane Alternative South 19th Avenue & Kagy Boulevard Table 6: South 19th Avenue Interim Year (2035) Capacity Results Avg Delay (s/veh) LOS 95th % Queue (veh) Avg Delay (s/veh) LOS 95th % Queue (veh) EB 40.3 D 10 36.7 D 9 WB 36.8 D 7 44.1 D 9 NB 27.4 C 15 28.1 C 11 SB 25.6 C 17 25.3 C 14 Intersection 30.4 C --32.4 C -- EB 38.4 D 10 35.6 D 9 WB 36.8 D 8 37.6 D 14 NB 27.3 C 14 28.3 C 11 SB 36.4 D 10 36.5 D 14 Intersection 33.7 C --34.7 C -- South 19th Avenue & Kagy Boulevard Intersection Approach Interim Year (2035) AM Peak PM Peak Intersection Control Signalized - Five-Lane Alternative Intersection Control Signalized - Three-Lane Alternative South 19th Avenue & Kagy Boulevard 54 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 20 South 11th Avenue/Kagy Boulevard For the three-lane scenario, both traffic signal control and a single-lane roundabout are projected to operate at LOS F with severe delay and queuing metrics in the Design Year (2045). In evaluating the five-lane alternative, additional turn lanes were evaluated for the traffic signal and roundabout options, and it was found that providing northbound and southbound right-turn lanes in addition to the existing left-turn lanes could improve signalized intersection operations to LOS E or better. A multi-lane roundabout evaluated with right-turn slip lanes on all approaches and left-turn lanes on the northbound and southbound approaches is projected to operate at LOS F on one approach during each peak hour with lower overall delay values than a traffic signal. Capacity results for the South 11th Avenue intersection are shown in Table 7 on the following page. In the Interim Year (2035) scenario as shown in Table 8 on page 22, both a traffic signal and roundabout are projected to operate at LOS F on multiple approaches with the three-lane alternative. With a five-lane section and additional auxiliary lanes, a traffic signal is projected to operate at LOS D or better and a multi-lane roundabout is projected to operate at LOS C or better. South 7th Avenue/Kagy Boulevard The 7th Avenue intersection is projected to operate at LOS C or better overall when signalized in both the three-lane and five-lane alternatives in the Design Year (2045). A roundabout in the three-lane alternative is projected to operate at LOS E on the east and west legs and overall, during the AM peak hour, with LOS C during the PM peak hour. An eastbound left-turn lane could improve capacity to LOS D or better, but this would require multiple circulating lanes or a turbo roundabout, which is not thought to be preferred with a three-lane section. The multi- lane roundabout is projected to operate at LOS A. Table 9 on page 23 shows the Design Year (2045) capacity results. In the Interim Year (2035) the intersection is projected to operate at LOS C or better with signal and roundabout control in both alternatives, as shown in Table 10 on page 24. 55 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 21 Table 7: South 11th Avenue Design Year (2045) Capacity Results Avg Delay (s/veh) LOS 95th % Queue (veh) Avg Delay (s/veh) LOS 95th % Queue (veh) EB 259.8 F 45 186.3 F 40 WB 116.9 F 32 125.4 F 37 NB 304.5 F 57 248.8 F 43 SB 71.4 E 24 235.5 F 39 Intersection 208.5 F --194.2 F -- EB 115.2 F 22 96.5 F 20 WB 98.7 F 19 99.0 F 23 NB 192.6 F 53 111.0 F 38 SB 34.1 C 18 116.3 F 35 Intersection 123.3 F --105.1 F -- EB 58.2 E 16 86.7 F 20 WB 43.9 D 16 42.3 D 19 NB 48.8 D 30 71.0 E 21 SB 50.9 D 19 73.3 E 30 Intersection 50.4 D --66.6 E -- EB 367.1 F 157 278.8 F 124 WB 156.6 F 91 307.3 F 169 NB 358.2 F 186 213.1 F 111 SB 70.2 F 26 270.6 F 113 Intersection 264.6 F --269.3 F -- EB 32.6 D 11 25.2 D 8 WB 12.9 B 5 20.4 C 10 NB 526.2 F 219 277.6 F 127 SB 65.7 F 23 399.6 F 137 Intersection 191.1 F --167.8 F -- EB 22.1 C 6 25.0 C 6 WB 22.3 C 6 29.0 D 10 NB 66.2 F 37 23.7 C 8 SB 32.1 D 8 161.8 F 63 Intersection 37.9 E --55.8 F -- Intersection Control Roundabout - Five-Lane Alternative + RT slip, N/S LT lanes South 11th Avenue & Kagy Boulevard Intersection Control Signalized - Five-Lane Alternative Intersection Approach Design Year (2045) AM Peak PM Peak Intersection Control Signalized - Three-Lane Alternative South 11th Avenue & Kagy Boulevard South 11th Avenue & Kagy Boulevard South 11th Avenue & Kagy Boulevard Intersection Control Signalized - Five-Lane Alternative + N/S RT lanes South 11th Avenue & Kagy Boulevard Intersection Control Roundabout - Three-Lane Alternative South 11th Avenue & Kagy Boulevard Intersection Control Roundabout - Five-Lane Alternative 56 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 22 Table 8: South 11th Avenue Interim Year (2035) Capacity Results Avg Delay (s/veh) LOS 95th % Queue (veh) Avg Delay (s/veh) LOS 95th % Queue (veh) EB 90.1 F 37 63.3 E 32 WB 55.0 D 20 39.6 D 30 NB 147.9 F 38 142.8 F 29 SB 41.9 D 13 109.8 F 27 Intersection 92.0 F --83.9 F -- EB 25.8 C 13 29.6 C 16 WB 20.2 C 7 23.6 C 10 NB 42.0 D 18 38.3 D 13 SB 40.1 D 11 46.7 D 17 Intersection 31.4 C --33.4 C -- EB 107.3 F 57 142.6 F 63 WB 41.5 E 24 163.4 F 87 NB 228.2 F 96 90.7 F 39 SB 20.9 C 6 126.1 F 46 Intersection 115.3 F --133.7 F -- EB 10.0 A 3 14.6 B 4 WB 11.3 B 3 11.9 B 4 NB 17.0 C 7 12.0 B 3 SB 10.2 B 3 22.6 C 6 Intersection 12.5 B --14.9 B -- Intersection Control Signalized - Three-Lane Alternative Kagy Boulevard & South 11th Avenue Intersection Control Roundabout - Three-Lane Alternative Intersection Approach Interim Year (2035) AM Peak PM Peak Intersection Control Roundabout - Five-Lane Alternative + RT slip, N/S LT lanes South 11th Avenue & Kagy Boulevard Intersection Control Signalized - Five-Lane Alternative + N/S RT lanes South 11th Avenue & Kagy Boulevard South 11th Avenue & Kagy Boulevard 57 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 23 Table 9: South 7th Avenue Design Year (2045) Capacity Results Avg Delay (s/veh) LOS 95th % Queue (veh) Avg Delay (s/veh) LOS 95th % Queue (veh) EB 0.3 A 2 1.0 A 15 WB 2.3 A 34 4.8 A 38 NB 25.3 C 1 34.3 C 2 SB 31.4 C 2 45.2 D 6 Intersection 2.9 A --8.3 A -- EB 4.0 A 2 6.5 A 3 WB 8.1 A 15 11.3 B 13 NB 25.8 C 1 21.8 C 2 SB 24.3 C 2 26.0 C 4 Intersection 6.9 A --11.0 B -- EB 36.9 E 56 26.0 D 23 WB 45.8 E 56 21.0 C 20 NB 10.2 B 1 11.5 B 1 SB 11.1 B 1 21.0 C 4 Intersection 39.3 E --23.1 C -- EB 7.8 A 4 7.3 A 3 WB 8.7 A 3 7.1 A 3 NB 7.9 A 1 8.8 A 1 SB 8.6 A 1 14.3 B 3 Intersection 8.2 A --8.1 A -- South 7th Avenue & Kagy Boulevard Intersection Control Roundabout - Three-Lane Alternative South 7th Avenue & Kagy Boulevard Intersection Control Roundabout - Five-Lane Alternative Intersection Approach Design Year (2045) AM Peak PM Peak South 7th Avenue & Kagy Boulevard Intersection Control Signalized - Five-Lane Alternative South 7th Avenue & Kagy Boulevard Intersection Control Signalized - Three-Lane Alternative 58 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 24 South Willson Avenue/South 3rd Avenue/Kagy Boulevard For the three-lane alternative the intersection is projected to operate at LOS F with both a signal and roundabout in the Design Year (2045). The roundabout was assumed to maintain the existing yield-controlled eastbound and westbound channelized right-turn lanes, and a southbound right-turn slip lane was also added. Multiple lane configurations were evaluated with both signal and roundabout control for the five-lane alternative. With a signal, a channelized southbound right-turn lane was added and the intersection was also evaluated with dual westbound left-turn lanes. However, these dual lanes were not shown to improve capacity and the intersection would operate better with two westbound thru lanes instead, although still at LOS E overall in the AM peak hour. The multilane roundabout was evaluated with right-turn slip lanes on all approaches, and a second scenario with northbound and southbound left-turn lanes was also added. Both scenarios are Table 10: South 7th Avenue Interim Year (2035) Capacity Results Avg Delay (s/veh) LOS 95th % Queue (veh) Avg Delay (s/veh) LOS 95th % Queue (veh) EB 0.1 A 4 2.0 A 8 WB 1.4 A 24 2.4 A 23 NB 26.3 C 1 20.7 C 2 SB 33.0 C 2 27.9 C 3 Intersection 2.6 A --6.0 A -- EB 3.1 A 3 5.7 A 3 WB 6.6 A 12 9.5 A 11 NB 26.3 C 1 21.8 C 2 SB 24.3 C 1 24.8 C 3 Intersection 5.8 A --10.0 B -- EB 12.4 B 11 11.9 B 11 WB 16.3 C 15 11.1 B 7 NB 7.8 A 1 9.3 A 1 SB 7.9 A 1 13.2 B 3 Intersection 13.8 B --11.7 B -- EB 6.0 A 3 5.9 A 2 WB 6.9 A 2 5.8 A 2 NB 6.5 A 1 7.6 A 1 SB 6.7 A 1 10.5 B 2 Intersection 6.5 A --6.5 A -- Intersection Control Signalized - Three-Lane Alternative South 7th Avenue & Kagy Boulevard Intersection Control Roundabout - Three-Lane Alternative South 7th Avenue & Kagy Boulevard Intersection Control Roundabout - Five-Lane Alternative South 7th Avenue & Kagy Boulevard Intersection Control Signalized - Five-Lane Alternative South 7th Avenue & Kagy Boulevard Intersection Approach Interim Year (2035) AM Peak PM Peak 59 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 25 projected to operate at LOS E or worse overall in the Design Year (2045). The capacity results for this intersection are shown in Table 11 below. In the Interim Year (2035) the intersection is projected to operate at LOS D or better with a traffic signal in both the three-lane and five-lane alternatives. A roundabout in the three-lane alternative is projected to operate at LOS F on multiple approaches but a multilane roundabout is projected to operate at LOS C or better. The Interim Year (2035) capacity results are shown in Table 12 on page 26. Table 11: South Willson Avenue Design Year (2045) Capacity Results Avg Delay (s/veh) LOS 95th % Queue (veh) Avg Delay (s/veh) LOS 95th % Queue (veh) EB 87.1 F 34 84.1 F 31 WB 134.4 F 32 172.2 F 30 NB 99.8 F 32 41.7 D 18 SB 75.5 E 17 96.2 F 26 Intersection 103.9 F --103.5 F -- EB 58.1 E 16 48.8 D 15 WB 61.7 E 24 48.9 D 24 NB 55.2 E 29 35.5 D 18 SB 47.1 D 14 76.3 E 25 Intersection 56.8 E --50.6 D -- EB 49.5 D 12 61.4 E 17 WB 73.0 E 34 62.6 E 30 NB 99.4 F 32 39.4 D 18 SB 65.7 E 17 56.5 E 23 Intersection 74.8 E --55.9 E -- EB 244.8 F 104 339.9 F 141 WB 162.6 F 119 170.4 F 113 NB 523.5 F 215 185.9 F 81 SB 37.7 E 12 87.0 F 40 Intersection 263.0 F --199.9 F -- EB 27.1 D 8 39.8 E 12 WB 36.3 E 16 30.7 D 13 NB 100.9 F 60 32.9 D 12 SB 92.3 F 35 167.3 F 72 Intersection 62.4 F --63.5 F -- EB 33.0 D 9 73.3 F 22 WB 54.9 F 23 29.7 D 12 NB 56.1 F 30 19.7 C 6 SB 27.0 D 7 56.4 F 24 Intersection 45.7 E --44.9 E -- South Willson Avenue & Kagy Boulevard Intersection Control Roundabout - Five-Lane Alternative + SB/NB RT lanes South Willson Avenue & Kagy Boulevard Intersection Control Roundabout - Five-Lane Alternative + SB/NB RT, LT lanes Intersection Approach Design Year (2045) AM Peak PM Peak Intersection Control Roundabout - Three-Lane Alternative + SB RT lane South Willson Avenue & Kagy Boulevard Intersection Control Signalized - Three-Lane Alternative + SB RT lane South Willson Avenue & Kagy Boulevard South Willson Avenue & Kagy Boulevard Intersection Control Signalized - Five-Lane Alternative + SB RT, 2 WB LT lanes South Willson Avenue & Kagy Boulevard Intersection Control Signalized - Five-Lane Alternative + SB RT lane 60 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 26 7.0 PROPOSED DESIGN FEATURES Roadway Design Speed The MDT-designated design speed for Kagy Boulevard is 35 mph since it is classified as an urban minor arterial. The City of Bozeman has expressed an interest in reducing this speed to 25 mph. If roundabouts are implemented, the proposed roundabout entry, circulating, and exit fastest-path (ignoring striping) speeds will be designed to less than 30 mph, with an advisory entry speed of 15 mph. The roundabouts will require approaches with alignments containing reverse curves to promote this speed reduction. Access Control Neither MDT or the City of Bozeman currently has an access control or access management plan in place for Kagy Boulevard. Based on discussions with the City and MSU, it is anticipated Table 12: South Willson Avenue Interim Year (2035) Capacity Results Avg Delay (s/veh) LOS 95th % Queue (veh) Avg Delay (s/veh) LOS 95th % Queue (veh) EB 20.1 C 21 12.9 B 28 WB 27.5 C 20 23.5 C 18 NB 45.9 D 21 44.8 D 12 SB 46.9 D 10 54.8 D 15 Intersection 34.1 C --30.2 C -- EB 30.0 C 9 30.4 C 11 WB 25.7 C 10 44.5 D 18 NB 43.0 D 20 40.9 D 12 SB 34.7 C 10 51.5 D 14 Intersection 33.5 C --40.6 D -- EB 37.8 E 17 164.5 F 73 WB 51.8 F 39 49.5 E 35 NB 290.2 F 115 66.8 F 23 SB 17.1 C 5 34.5 D 10 Intersection 110.8 F --82.2 F -- EB 11.6 B 3 19.5 C 5 WB 15.6 C 5 12.0 B 4 NB 14.6 B 6 11.8 B 3 SB 11.1 B 2 13.8 B 4 Intersection 13.7 B --14.5 B -- South Willson Avenue & Kagy Boulevard Intersection Approach Interim Year (2035) AM Peak PM Peak Intersection Control Signalized - Five-Lane Alternative + SB RT lane Intersection Control Signalized - Three-Lane Alternative South Willson Avenue & Kagy Boulevard Intersection Control Roundabout - Three-Lane Alternative + SB RT lane South Willson Avenue & Kagy Boulevard South Willson Avenue & Kagy Boulevard Intersection Control Roundabout - Five-Lane Alternative + SB/NB RT, LT lanes 61 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 27 that a raised or depressed center median will be considered to restrict access for private approaches and local street intersections regardless of the overall roadway width and to provide landscaping opportunities in the median. A two-way left-turn lane (TWLTL) will also be considered to better allow for emergency traffic to pass through the corridor, as a TWLTL provides an additional driving lane compared to median separation. The intersections of Kagy Boulevard with South 19th Avenue, South 11th Avenue, South 7th Avenue, and South Willson Avenue will all continue to be unrestricted in terms of minor approach access. A future extension of South 17th Avenue that would intersect with Kagy Boulevard approximately 600 feet east of South 19th Avenue may also need to be a full-access intersection. Access restrictions such as right-in/right-out or three-quarter (3/4) access will be evaluated at other existing and future intersections in the project corridor. It should also be noted that the private access approach on Kagy Boulevard for the Brick Breeden Fieldhouse parking lot and both approaches at Bobcat Stadium are expected to be closed via this project. Pedestrian/Bicycle Facilities This project will perpetuate or construct multi-use paths and/or sidewalks along the north and south sides of Kagy Boulevard as well as on-street bicycle lanes for the entire length of the project. Signalized pedestrian crossings, compliant with PROWAG, will be incorporated at intersections that are controlled with traffic signals, as well as for any multi-lane roundabouts that are constructed. If a single-lane roundabout is implemented, the crosswalks for that intersection would not be signalized. It is not expected that any unsignalized, marked crosswalks will be utilized for this project or that any signalized (via HAWK signals or RRFB systems) mid-block crosswalks would be implemented. Instead, grade-separated tunnel crossings will be recommended at South 11th Avenue and South 7th Avenue and additional grade-separated crossings will be considered at the location of the existing pedestrian hybrid beacon at Stadium Drive and at the Gallagator Trail crossing near South Willson Avenue. The hybrid beacon at Stadium Drive should be removed after the tunnel installations as it would cause frequent, lengthy vehicle backups due to repeated pedestrian actuations, and to emphasize pedestrian tunnel use. The tunnels will be considered for the purpose of providing safe passage across Kagy Boulevard for pedestrians, particularly in conjunction with special events at Bobcat Stadium, without interrupting traffic flow on Kagy Boulevard. Intersection Traffic Control Traffic control for the South 19th Avenue intersection will not be modified through this project. The traffic signal there will remain, likely with lane and timing/phasing modifications to improve capacity. Roundabouts and new or modified traffic signals were evaluated for the South 11th Avenue, South 7th Avenue, and South Willson Avenue intersections. All other intersections are expected to be stop-controlled, though the future intersection with South 17th Avenue could require advanced traffic control if it is constructed as a full-access intersection. 62 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 28 Planned Future Street Network Improvements Since 2015, Graf Street was extended from South 3rd Avenue to South 19th Avenue and South 11th Avenue was extended from Kagy Boulevard south to Graf Street. Stucky Road is currently being constructed between South 19th Avenue and South 11th Avenue, and it is expected that West Arnold Street will also be connected to South 19th Avenue in the coming years. Additionally, it was assumed that Fowler Lane will be connected from Stucky Road north to West Garfield Street for the purposes of this analysis. Some of these connections will likely result in reduced volumes on Kagy Boulevard because they will provide an alternate route for the South 3rd Avenue neighborhoods to get to South 19th Avenue and will also provide alternate routes for neighborhoods further south along South 19th Avenue to get to downtown using South 3rd Avenue/South Willson Avenue. Fowler Lane will also likely reduce traffic demand approaching and crossing the Kagy Boulevard corridor in the study area by serving as an alternate, major north/south route to South 19th Avenue, South 11th Avenue, and South Willson Avenue. It is also possible that South 17th Avenue will be constructed as an additional north-south collector-type street between Kagy Boulevard and Graf Street and possibly to the south of Graf Street. If this additional connection to Kagy Boulevard is constructed, it will most impact traffic patterns on Kagy Boulevard and the existing, major north-south streets in the study area. 8.0 ALTERNATIVE ANALYSIS Selection Criteria A list of criteria was established to evaluate how each would be impacted by the proposed corridor and intersection alternatives. These criteria are defined in the following paragraphs. A decision matrix was then developed to compare each corridor and intersection alternative based on these factors. The matrices are presented in Tables 13 (corridors) and 14 (intersections) on pages 34 and 35. Safety Performance Safety performance is typically associated with the number and rate of crashes, and the severity of these crashes. It is directly related to the number of conflict points, the number of users on the facility, and the user’s ability to safety and efficiently perform the driving or walking tasks. Intersections have more conflict points, and therefore more concerns regarding safety. Additional lanes of traffic offer more crossing conflicts, both for turning vehicles and for multi- modal uses. Multi-Modal The comfort level of pedestrians and bicyclists correlates with the presence and quality of available facilities (sidewalks, bike lanes), distance from traffic, the number of lanes on the 63 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 29 adjacent roadway, the speed and amount of traffic present, and the ability of the non-motorized user to reach their destinations along the corridor. Crossing distances are increased at intersections with more dedicated left and right lanes or additional thru lanes. Mid-block crossings should be discouraged in high traffic volume conditions unless a grade separated facility is provided. Increased congestion may contribute to drivers paying less attention to non- motorized users and can drive up the discomfort level of multi-modal users. Construction Cost Construction costs are the dollars spent on all roadway related improvements, including sidewalks, adjacent landscaping, removal or replacement of existing infrastructure, and traffic control. While costs increase incrementally with the addition of traffic lanes, they are disproportionate to the percentage increase of pavement. For instance, a four-lane facility is not twice as expensive to construct as a two-lane facility. Capacity & Operations The ability to move traffic is at its highest at uninterrupted sections of roadway. Introducing access points, intersections, pedestrian crossings, and any other features will degrade the capacity. Traffic control devices meant to enhance the operations and safety of a facility also reduce the capacity of the facility. If demand (volume) is more than the roadway can accommodate (capacity), the roadway will become congested to the point of failure. Only by physically metering traffic can the gridlock be eventually eliminated. Increasing capacity will reduce congestion, but only to the extent that it can handle the demand. If the unmet demand is large enough, additional lanes will soon become congested as well. Truck Movements & Access A large truck requires full width lanes and wide turning radii to comfortably navigate a roadway network. Multi-lane facilities allow for other traffic to comfortably pass larger, slower moving trucks, and will accommodate side-by-side truck passage as necessary. Aesthetics Multi-lane facilities in urban areas create both a visual and a physical barrier in many instances between properties on either side of the roadway. Large urban signalized intersections are visually devoid of any aesthetic treatments out of necessity; the entirety of the roadway surface is required for traffic. Some aesthetic improvements can be made in these scenarios such as within raised medians, boulevards, and intersection corners. Well-designed multi-modal treatments adjacent to the roadway can also mitigate these impacts, and grade separated crossings for non-motorized users will also encourage cohesion between the properties that they access. 64 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 30 Right-of-Way & Utility Impacts Often roadway improvements can be made within the existing public right-of-way. Once a facility’s needs grow beyond this, new right-of-way needs to be acquired from adjacent private landowners for the expansion. Utilities are typically relocated at this time to the edge of the new right-of-way. Public utilities such as storm water and municipal water lines are often impacted as well. Unimproved ground is less impactful to the adjacent landowners if needed, while impacts to parking and buildings themselves are avoided unless absolutely necessary for the safety and operations of the roadway. EMS A wider roadway provides EMS with additional room to maneuver around congestion and traffic attempting to yield to these vehicles. The presence of a TWLTL or other turn lane provides responders an alternate route as well. A raised median could be designed to be mountable at the new fire station access to allow EMS to make a left turn out of the station. Corridor Alternative Comparison A discussion of the considerations for determining a preferred street cross section (three-lane vs. five-lane) based on the matrix analysis is presented in the following paragraphs. A street section with one lane per direction is typically safer than a section with multiple thru lanes because it has fewer conflict points. However, once a narrower section becomes over capacity there may be an increase in aggressive and risky gap acceptance behaviors by drivers between queued vehicles due to an inability to make turning and crossing movements in failing operational conditions. Excessive queuing and traffic backups through the corridor could also lead to an increase in rear end crashes specifically. A five-lane section which allows for increased capacity and reduced queuing may have comparatively fewer crashes of that type, but a multilane section would likely have a higher frequency of lane-change-associated crashes and a wider section is more dangerous for multi-modal users due to the need to cross extra traffic lanes. A five-lane section would allow more room for emergency vehicles, which will be directly accessing Kagy Boulevard from the new fire station. A wider section is also preferred for ease of truck movements, although Kagy Boulevard does not experience a high volume of heavy vehicles. Construction costs for each alternative are expected to be similar in magnitude, as both will require reconstructing the roadway to provide additional facilities such as bike lanes, but there will be increased costs associated with the additional width of the five-lane section. Right-of-way impacts and public/stakeholder feedback favor a narrower section, which is also considered to be more aesthetically pleasing. Projected capacity implications for each alternative are described in detail as follows. With a three-lane section it is projected that either signal or roundabout control would result in lengthy traffic backups and gridlock along the corridor. Even with all signals coordinated, traffic approaching South 11th Avenue on Kagy Boulevard from both directions is projected to 65 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 31 back up into the South 19th Avenue and South 7th Avenue intersections in both the Interim Year (2035) and Design Year (2045) scenarios with stopped and rolling queues. With single- lane roundabouts, metering (traffic signals installed at entrances to the roundabout) would likely become required to manage queues along the corridor during peak hours in the future. The metering signals would not need to be installed initially; layouts could be designed to provide space for the infrastructure in the future and conduits could be put in to accommodate later installation. Depending on the traffic demand levels throughout the day, there may be several hours where corridor and intersection volumes exceed capacity, resulting in the need for metering for a larger portion of the day. The existing hourly distribution of daily traffic volumes showed levels at least as high as the AM peak during at least four hours per day on all segments of the corridor and up to seven hours. During the times where the roundabouts do not need metering, vehicle idling time would be greatly reduced and the roundabouts would have a lesser impact on air quality compared to conventional signals. With a five-lane section, corridor capacity is projected to be greatly improved from the three- lane alternative, and typical queuing would be less extensive, greatly reducing the potential for gridlock conditions during peak traffic periods. Individual intersections are projected to continue to experience failing capacity for the Design Year (2045) peak hours with both traffic signals and roundabouts, and metering may still become necessary to balance capacity at roundabouts during peak demand conditions nearing the horizon year. Intersection Alternative Comparison A discussion of the considerations for determining major intersection traffic control (traffic signals vs. roundabouts) based on the matrix analysis is presented in the following paragraphs. Roundabouts typically have lower crash rates and are safer than signalized intersections because there are significantly fewer conflict points and due to the inherent speed reduction that is required to drive through a roundabout. Signalized intersections have a higher likelihood of severe crashes due to the potential for right-angle crashes, especially during off-peak hours where there are lower volumes and drivers may therefore choose higher speeds. Pedestrian and bicycle crashes at roundabouts are also generally low, but these user groups have expressed discomfort when navigating roundabouts compared to conventional signalization. This discomfort is potentially due to both driver and pedestrian unfamiliarity at roundabouts and the need to rely on drivers yielding compared to a traffic signal where pedestrians receive a clear “walk” indication. However, at a four-lane signalized facility with auxiliary turn lanes the crossing distances can become so large that they are perceived as unreasonable, uncomfortable, and dangerous, and mobility-challenged users are often not provided enough time to cross comfortably because the walk time required could lead to longer phase and cycle lengths that may greatly impact intersection operations. Additionally, right-on-red crashes involving pedestrians and bicycles pose a significant risk for multi-modal users and typically result in injury or death. A roundabout allows for pedestrians to cross against just one direction of traffic at a 66 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 32 time, with a median refuge allowing for two-stage crossings. At a multi-lane roundabout, pedestrians would typically have to cross a maximum of two lanes at a time. Roundabouts are also considered to be more aesthetically pleasing, due to the décor/landscape opportunities provided by the central island. Roundabout central island treatments can be designed to satisfy public and stakeholder opinions but maintenance of these features after construction requires more effort and resources than would typically be associated with a non-roundabout intersection. Roundabouts can offer reductions in average delay per vehicle especially in uncongested conditions because vehicles either stop very briefly or not at all compared to a red light. Signalized intersections typically have lower construction costs than roundabouts because roundabouts require total reconstruction of an intersection, whereas conventional intersections can sometimes be retrofitted with traffic signals without requiring full reconstruction. In addition, roundabouts often require additional curbing, stamped concrete truck aprons, enhanced landscape/aesthetic improvements, and may require concrete surfacing for the intersection approaches and circulating lanes. Roundabouts often also require right-of- way acquisition in the intersection corners that may not be required for a conventional intersection. Both signalized intersections and roundabouts can be designed to accommodate trucks, although some truck drivers may be uncomfortable driving roundabouts. Signals can be preempted to allow clear passage of emergency vehicles through the intersection. Drivers may not intuitively clear roundabouts when approached by emergency vehicles due to confusion about whether to take the first available exit or their intended exit, but the truck apron does provide extra width to use in an emergency. Crashes within roundabouts can also be cause for concern if drivers are unwilling or unable to move the vehicles, as this will cause temporary intersection failure and congestion throughout the entire system. Traffic signals through the corridor could be coordinated with South 19th Avenue to provide for progressive operation from one end to the other. Coordination and signal plans can also be time-of-day specific to cater to traffic flows that may vary in direction during different peak periods. More detailed evaluations of factors specifically affecting each study intersection are described in the following sections. South 19th Avenue/Kagy Boulevard This intersection was evaluated against the previously described selection criteria with both a traffic signal and a roundabout to maintain consistency across the analysis. However, it has previously been communicated that a roundabout would not be considered at the intersection. A multi-lane roundabout likely would operate poorly due to very high volumes on all four approaches and would interrupt the flow of traffic from existing signals along the South 19th Avenue corridor. Additionally, the right-of-way/utility impacts and construction costs of converting from a signal to a roundabout would be substantial and the public does not support a roundabout option here. 67 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 33 South 11th Avenue/Kagy Boulevard Both a signal and roundabout are projected to operate at failing capacity at this intersection in the Design Year (2045), even with multiple auxiliary turn lanes in the five-lane alternative. A traffic signal is projected to allow for notably better operations on the southbound approach during the PM peak hour, but a roundabout provides lower overall seconds-per-vehicle delay during both the peak hours and off-peak hours. In the Interim Year (2035), a roundabout is projected to operate with lower delay than a signal with a five-lane section. However, construction costs and right-of-way/utility impacts both favors maintaining signalized operations at this intersection. South 7th Avenue/Kagy Boulevard The South 7th Avenue/Kagy Boulevard intersection projects favorable operations with either a signal or roundabout. Almost all of the selection criteria are very similar when comparing the two with only a few criteria showing notable differences in preference. A signal is preferred for truck and emergency access and a roundabout is preferred based on safety, aesthetics, and public feedback. Ultimately, the type of control chosen at this intersection should create a consistent driver expectation along the corridor. If signals are determined to be preferred at all of the other corridor intersections, a signal would be preferred at South 7th Avenue so that all intersections could run with a coordinated plan. South Willson Avenue/Kagy Boulevard The South Willson Avenue/Kagy Boulevard intersection is projected to operate at failing capacity in the Design Year (2045) with both a traffic signal and roundabout, even with a five- lane cross section. Overall delay and queuing values are similar for both a traffic signal and roundabout, but not all auxiliary lanes evaluated for the multilane roundabout may fit within the available intersection right-of-way. In the Interim Year (2035) a roundabout is projected to provide lower vehicle delay in the five-lane alternative, but a signal would operate better with the three-lane alternative. This intersection currently already has right-turn slip lanes on the east and west approaches and the east leg is designed to retroactively accommodate a five-lane section with the existing signal if needed, so construction and right-of-way costs would be much lower to maintain signalization. Public feedback did not provide a clear preference for one or the other, and truck and emergency access both favor a signal. 68 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 34 Safety Performance Multi-modal Design Year Capacity & Operations Construction Cost Truck Movements & Access Aesthetics Right-of-Way & Utility Impacts Stakeholder/ Public Feedback EMS Low Scoring Medium Scoring Legend High Scoring Criteria 5-lane S 19th Ave to S 11th Ave S 11th Ave to S 7th Ave S 7th Ave to S Willson Ave 3-lane 5-lane 3-lane 5-lane 3-lane Table 13: Corridor Decision Matrix 69 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 35 Safety Performance Multi-modal Design Year Capacity & Operations Construction Cost Truck Movements & Access Aesthetics Right-of-Way & Utility Impacts Stakeholder/ Public Feedback EMS Legend High Scoring Medium Scoring Low Scoring Criteria Roundabout Signal Roundabout S 19th Ave & Kagy Blvd S 11th Ave & Kagy Blvd S 7th Ave & Kagy Blvd S Willson Ave & Kagy Blvd Signal Roundabout Signal Roundabout Signal Table 14: Intersection Decision Matrix 70 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 36 9.0 SUMMARY AND RECOMMENDATIONS Summary of Analysis This report documents the results of a preliminary traffic evaluation study conducted for the Kagy Boulevard – South 19th to Willson project. The purpose of the study was to evaluate existing and future traffic operations and safety conditions and to establish traffic-based design parameters for the reconstruction project. The following paragraphs summarize the results of the analysis conducted for this study. An existing conditions analysis of intersection capacity showed that the eastbound and westbound approaches at the South 19th Avenue/Kagy Boulevard intersection and the northbound approach at the South 7th Avenue/Kagy Boulevard intersection currently operate at LOS D during the AM peak hour. All other intersections and approaches operate at LOS C or better during the AM and PM peak periods. A crash history analysis was performed for the corridor for the four-year period between January 1, 2011 and December 31, 2014. During that time, 78 crashes were reported within the limits of the study. Rear-end collisions were by far the most common type reported, making up approximately 62% of all crashes in the corridor. Additional crash data obtained from 2019 and 2020 at just the South 11th Avenue/Kagy Boulevard intersection showed 12 crashes reported, signaling a possible trend of riskier turning and gap acceptance behavior by drivers leading to increased crash rates. It is anticipated that significant development will continue to occur adjacent to and south of Kagy Boulevard by the design year, with nearly 20,000 new residents expected in the south side of Bozeman by 2045. Sanderson Stewart calculated Design Year (2045) traffic projections based on an evaluation of ongoing and planned area developments. Projections for an Interim Year of 2035 were also calculated to evaluate a midpoint scenario for traffic operations. Intersection capacity was evaluated for the Design Year (2045) scenario with three-lane and five-lane alternative scenarios. Calculation results showed that the three-lane alternative is projected to fail at all intersections with both signals and roundabouts, with the exception of the South 7th Avenue intersection which is projected to operate at LOS D or better with a signal. The five-lane alternative is projected to provide much improved vehicle delay values, but many approaches at the South 11th Avenue and South Willson Avenue intersections are still projected to operate at LOS F in the Design Year (2045). Capacity results in the Interim Year (2035) show much better operations in the five-lane scenario, with LOS D or better for both signals and roundabouts at all intersections, with generally lower delay at roundabouts. Several selection criteria were established to compare 71 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 37 potential design alternatives throughout the corridor the impact of each alternative was assessed in an attempt to determine a preferred design configuration. Recommendations Unless other measures independent to this project are taken, Kagy Boulevard will remain the only east/west arterial route across the southeastern portion of Bozeman. Traffic congestion will increase in all hours of the day, intersection levels of service will continue to decline, and the lack of alternate traffic connections will fuel driver discontent. South 11th Avenue is the next north/south connection east of South 19th Avenue, and absent additional improvements to other connections such as South Willson Avenue, it will continue to face increasingly high traffic demands. From the volumes of public opinion, a narrower roadway section with roundabouts would better reflect the character of this area as it is today, which is that of an interface between campus and recreation, museum, and residential. However, leaving the number of traffic lanes as they are today does not address any of the identified issues, and adding roundabouts to the intersections of Kagy Boulevard with South 11th Avenue, South 7th Avenue, and South Willson Avenue would not add any significant benefits to the corridor without some increases in roadway capacity. Constructing a five-lane facility with turn lanes, multiple access points, and signalized intersections embraces the conventional wisdom that traffic is inevitable, and maximizing capacity is the greatest good for the public dollar. This can result in a perceived severing of physical connectivity between the two roadsides and will create a transportation corridor similar to that of what North and South 19th Avenue has become. Commercial development tends to displace other land uses along these corridors, and the nature of the corridor will potentially transform over time. The selection of any lesser alternative commits decision makers and planners to seek additional solutions to the area’s burgeoning growth and corresponding traffic demands. The final roadway configuration should be consistent with the community’s vision of the corridor. Decision makers should consider not only traffic projections, traffic modelling, and projected growth patterns, but also the vision of the area and what is appropriate for the environment. This approach of complete streets looks to all users, including cars, pedestrians, bicyclists, and transit. If the roundabout configuration with additional traffic lanes is selected, changes to traffic circulation patterns, the development of alternative routes, and allowing connectivity through the large areas displaced by Montana State University should all be considered, and if reasonable planned and funded without delay. The alternative that best recognizes the immediate needs of the existing traffic while reflecting the nature of the corridor is that of balance. Roundabouts at the intersections of South 7th 72 STPU 1212(7); Kagy Blvd. S. 19th to Willson UPN 8931000 Page 38 Avenue and South 11th Avenue coupled with an additional thru lane in each direction of Kagy Boulevard, along with improvements to the traffic signals at South 19th Avenue and South Willson Avenue are the best fit for this corridor based on all the competing needs of the corridor. One design element that should be implemented independent of the roadway width and intersection control alternatives selected is that of grade-separated pedestrian crossing tunnels at South 11th Avenue and South 7th Avenue. Tunnels should also be considered at the Gallagator Trail crossing, the existing location of the pedestrian hybrid beacon at Bobcat Circle, and across South 19th Avenue. The volume of crossing pedestrians during normal daily operations as well as sporting events overloads the existing roadway, and the current practice of shutting down traffic on Kagy Boulevard during these times is unsustainable. Expansion of the existing Streamline bus service to provide more routes to the south side of town and campus should also be considered, as that may help reduce vehicle demand along the corridor. 73 APPENDIX A – TRAFFIC COUNT DATA & MEMO 74 MEMORANDUM To: Jason Senn, MDT Consultant Design CC: Taylor Lonsdale/Nick Ross, City of Bozeman From: Tessa Wermers, Sanderson Stewart Date: 1/26/2023 Reference: UPN 8931000; Kagy Blvd S. 19th to Willson – Traffic Data Memo The purpose of this memorandum is to provide a summary of current traffic volumes, prepared by Sanderson Stewart for the Kagy Blvd S. 19th to Willson project. This memorandum is presented to MDT and the City of Bozeman for comment prior to moving forward with traffic projections and capacity analysis at intersections. Existing Traffic Volumes Sanderson Stewart completed the initial traffic data collection effort for this project in April 2015 under the MDT Traffic Engineering Term Contract. The traffic data was collected prior to graduation to ensure Montana State University’s classes would still be in session. During the fall 2015 semester, the City of Bozeman expressed concerns about traffic operations (queuing in particular) for the South 11th Avenue and Kagy Boulevard intersection and asked Sanderson Stewart to evaluate that intersection. It was presumed that the new student housing complex recently constructed in the southwest corner of the intersection had led to the breakdown in operations. Peak hour counts were collected at the intersection in September 2015 to evaluate the impacts of the new student housing complex. The September 2015 counts showed a greater than 20% increase in peak hour entering volumes and up to 12 times the number of bikes and pedestrians as compared to the April 2015 counts. In order to further investigate that variation in the traffic counts for the purposes of the Kagy Boulevard project, MDT subsequently approved an amendment to recount the major intersections along the corridor. The additional counts at the four main intersections were completed in October 2015. ADT counts were not processed at the Kagy Boulevard/South 19th Avenue intersection in April of 2015, nor at the Kagy Boulevard/South Willson Avenue intersection in the Fall 2015 counts. Current traffic data was collected by Sanderson Stewart in April 2022 in support of the restarted project. It is expected that significant changes to traffic patterns have occurred in the study area due to several recent developments in proximity to Kagy Boulevard, the connection of South 11th Avenue to Graf Street, and the extension of Graf Street to South 19th Avenue. Table 1 on the following page shows a summary of 2015 and 2022 collected ADT volumes where available at each intersection. Turning movement and ADT count data from April 2015 is shown in Attachment A, Fall 2015 data is shown in Attachment B, and April 2022 data is in Attachment C. 75 January 26, 2023 2 Trends in Sanderson Stewart Data By comparing the April 2015, October 2015, and April 2022 volumes collected by Sanderson Stewart, general trends can be observed in the traffic volumes. In general, all approaches on Kagy Boulevard were recorded to have lower volumes in 2022 compared to 2015 except for west of South 19th Avenue. South 19th Avenue/Kagy Boulevard It was observed at the South 19th Avenue/Kagy Boulevard intersection that each leg except the east leg had an increase in 2022 collected ADTs compared to 2015 data. The total entering volume (TEV) at the intersection experienced an approximately 9% increase from October 2015 to April 2022. The west leg experienced a 38% increase in April 2022, but the east leg decreased to 88% of the October 2015 value. South 11th Avenue/Kagy Boulevard At the South 11th Avenue/Kagy Boulevard intersection, decreases in collected volumes were observed from 2015 to 2022 on the east and west legs, with moderate growth on the north leg and substantial growth on the south leg. There was an approximately 9% increase in TEV at the intersection between October 2015 and April 2022. However, volumes on the east and west legs are on average 92% of the October 2015 values. South 7th Avenue/Kagy Boulevard Kagy Boulevard also showed volume decreases between 2015 and 2022 on either side of its intersection with South 7th Avenue, while increased volumes were recorded on the north and south legs. The April 2022 TEV at this intersection is approximately 90% of the October 2015 values, with the west leg at 95% and the east leg at 73% of the October 2015 values. Table 1: Sanderson Stewart Collected ADT Comparison East West North South East West North South 2015 Spring 14300 13218 6278 1497 2015 Fall 14945 1366 18191 12753 14982 14429 6720 2570 2022 Spring 13518 1810 19663 13466 13734 12881 7825 7622 East West North South East West North South 2015 Spring 15073 15861 2631 493 12671 14707 8653 9972 2015 Fall 14561 15307 2640 574 2022 Spring 11107 13643 3946 743 11249 10743 7224 6492 Kagy & 7th Kagy & Willson Kagy & 19th Kagy & 11th 76 January 26, 2023 3 South Willson Avenue/Kagy Boulevard At the South Willson Avenue/Kagy Boulevard intersection, 2022 collected ADTs were lower on all four legs than 2015 volumes. The April 2022 TEV at the intersection is approximately 95% of the October 2015 value. April 2022 AM and PM peak hour volumes on the east and west legs are on average 92% of the October 2015 values. Trends in MDT Data by Corridor By evaluating MDT’s AADT data along Kagy Boulevard from 2015-2021, general trends can be observed in the traffic volumes. The following discussion is based on data from MDT count stations 16-3B-082, 16-3B-083, and 16-3B-084 presented in Table 2 below. In general, 2021 AADTs have decreased on Kagy Boulevard east of South 7th Avenue and have increased west of South 7th Avenue. South 19th Avenue to South 11th Avenue MDT’s data showed a large increase in volumes on this corridor between 2015 and 2016 (25%), and again between 2018 and 2019 (42%). In 2017, volumes decreased to 86% of the 2016 values. The total increase from 2015 to 2021 was 53%. South 11th Avenue to South 7th Avenue Historical MDT data shows fluctuating volumes with a general growth trend of 20% on this corridor from 2015 to 2021. Volumes increased by 15% from 2015 to 2016 before decreasing in 2017 to 83% of the 2016 values. A single year jump of 26% is shown between 2018 and 2019. South 7th Avenue to South Willson Avenue MDT data collected on Kagy Boulevard between South 7th Avenue and South Willson Avenue shows decreasing volumes since 2015. The largest drop occurred in 2020, where volumes decreased to 73% of the 2019 value. Overall, the 2021 AADT was recorded to be 70% of the 2015 AADT. 16-3B-082 16-3B-083 16-3B-084 16-3B-085 19th to 11th 11th to 7th 7th to Willson East of Willson 2015 11620 12450 14270 5570 2016 14539 14303 14413 12755 2017 12451 11824 14168 12538 2018 12463 11836 12526 12843 2019 17720 14867 12601 11067 2020 16480 13826 9257 10292 2021 17798 14932 9998 11308 Kagy Boulevard Corridor AADT (MDT) Table 2: MDT Historical AADT Comparison 77 January 26, 2023 4 East of South Willson Avenue Year-to-year decreasing volume trends were also observed in MDT’s historical data east of South Willson Avenue, with a low value recorded in 2015. The 2021 AADT was 89% of the 2016 value. Influence Factors Several factors have influenced the volume trends seen at the project intersections and along the Kagy Boulevard corridor. One of the most influential factors is the addition or connection of new roadways in the Bozeman area. In 2017, Graf Street was connected from South 19th Avenue to just west of South 3rd Avenue. This provided an alternate route from Kagy Boulevard for traffic going east or west to/from south Bozeman. This impact can be seen at MDT count stations 16-3B-082 and 16-3B-083, which show a decrease in traffic recorded from 2016 to 2017 on Kagy Boulevard between South 19th Avenue and South 7th Avenue. Another new connection was made in 2019 with the construction of South 11th Avenue between Opportunity Way and Graf Street. This, along with construction of several student housing developments south of Kagy Boulevard, has provided a boost of new traffic on the south leg of the South 11th Avenue/Kagy Boulevard intersection. Based on Sanderson Stewart’s collected data, that leg has grown from ADTs of 1,500 in the spring of 2015 and 2,600 in the fall of 2015, to 7,600 in the spring of 2022. Another factor influencing traffic patterns on Kagy Boulevard is the closure of Grant Street on Montana State University’s campus between Bobcat Circle and the SUB access loop just west of South 7th Avenue. This segment has been closed to vehicle traffic since March 2019 and is anticipated to be closed permanently and converted into a pedestrian-only corridor. Based on MDT’s count data, the closure of this major east/west route through campus appears to have initially resulted in large volume increases on Kagy Boulevard between South 19th Avenue and South 7th Avenue from 2018 to 2019, recorded at the same count stations referenced prior. However, the impact of this closure appears to have since normalized, as the overall effect is not seen when evaluating Sanderson Stewart’s collected data from 2015 to 2022. Because Grant Street is not anticipated to reopen, it is unlikely that any further traffic volume shifts will occur due to Grant Street rerouting. Minor traffic decreases from 2019 to 2020 due to the COVID-19 pandemic were observed in the MDT data on all segments, with the largest decreases observed on South 19th Avenue south of Kagy Boulevard and Kagy Boulevard between South 7th Avenue and South Willson Avenue. These segments, along with South Willson Avenue and South 3rd Avenue north and south of Kagy Boulevard, respectively, did not recover to meet 2019 AADTs by 2021. Future Traffic Projections The future traffic projections will be calculated by combining the Sanderson Stewart collected turning movement counts and ADTs with projected volumes for anticipated area developments. Site development data for the area subdivisions will be pulled from existing traffic impact studies or generated in a similar fashion. Detailed information for the future traffic projection methodology and outcomes will be provided in a supplement memorandum. 78 SPRING 2015 TRAFFIC COUNT DATA ATTACHMENT A 79 Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 1.00 1.00 1.00 1.00 0 0.96 0.96 0.96 0.96 0 7:45 AM 7 57 97 0 161 105 112 15 0 232 2 4 3 0 9 82 7 36 0 125 527 8:00 AM 4 66 94 0 164 77 102 9 0 188 1 7 6 0 14 52 8 44 0 104 470 8:15 AM 4 74 89 0 167 69 81 6 0 156 2 6 9 0 17 63 4 22 0 89 429 8:30 AM 6 55 69 1 131 71 65 4 0 140 2 9 6 0 17 63 5 33 0 101 389 Grand Total 21 252 349 1 623 322 360 34 0 716 7 26 24 0 57 260 24 135 0 419 1815 Medium Truck % 9.5 3.2 2.0 0.0 2.7 0.9 0.6 2.9 0.0 0.8 0.0 7.7 4.2 0.0 5.3 0.4 0.0 3.0 0.0 1.2 Heavy Truck % 0.0 0.8 0.3 0.0 0.5 0.0 0.3 0.0 0.0 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.5 0.0 0.5 Total Truck % 9.5 4.0 2.3 0.0 3.2 0.9 0.8 2.9 0.0 1.0 0.0 7.7 4.2 0.0 5.3 0.4 0.0 4.4 0.0 1.7 Total % 1.2 13.9 19.2 0.1 34.3 17.7 19.8 1.9 0.0 39.4 0.4 1.4 1.3 0.0 3.1 14.3 1.3 7.4 0.0 23.1 100.0 PHF 0.93 0.93 0.93 0.77 0.77 0.77 0.84 0.84 0.84 0.84 0.84 0.84 0.86 RT TH LT U 21 252 349 1 260RT24TH135LT0UU0LT24TH26RT70 34 360 322 U LT TH RT Westbound Agency/Company: T. Mosdal Sanderson Stewart North/South Street: 19th Ave AM Peak Hour (7:45 - 8:45 AM) STPU 1212(7)Project Number: Southbound 19th Ave Northbound Kagy Blvd Eastbound East/West Street: INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Kagy Blvd & 19th AveCounted By:Kagy BlvdKagy Blvd57City of Bozeman / MDTThursday, April 09, 2015Date Performed: Count Time Period: Kagy Blvd. S. 19th to Willson 19th Ave Kagy Blvd Kagy Blvd Vehicle Volumes and Adjustments 19th Ave 623 In Out 645 19th Ave 716 InOut 394In79 In419Out697Total Entering 1815Out NNNNN 80 Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 1.00 1.00 1.00 1.00 0 0.96 0.96 0.96 0.96 0 4:45 PM 5 83 77 0 165 53 63 3 0 119 7 3 19 0 29 120 3 68 0 191 504 5:00 PM 0 70 87 0 157 61 81 3 0 145 10 10 16 0 36 126 4 76 0 206 544 5:15 PM 1 81 68 0 150 57 62 0 0 119 4 4 9 0 17 115 8 75 0 198 484 5:30 PM 2 79 77 0 158 60 64 0 0 124 3 6 9 0 18 100 1 60 0 161 461 Grand Total 8 313 309 0 630 231 270 6 0 507 24 23 53 0 100 461 16 279 0 756 1993 Medium Truck % 0.0 0.6 6.1 0.0 3.3 1.3 0.7 0.0 0.0 1.0 0.0 4.3 0.0 0.0 1.0 0.7 0.0 0.0 0.0 0.4 Heavy Truck % 0.0 0.3 0.3 0.0 0.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.1 0.0 0.4 Total Truck % 0.0 1.0 6.5 0.0 3.7 1.3 0.7 0.0 0.0 1.0 0.0 4.3 0.0 0.0 1.0 0.7 0.0 1.1 0.0 0.8 Total % 0.4 15.7 15.5 0.0 31.6 11.6 13.5 0.3 0.0 25.4 1.2 1.2 2.7 0.0 5.0 23.1 0.8 14.0 0.0 37.9 100.0 PHF 0.95 0.95 0.95 0.87 0.87 0.87 0.69 0.69 0.69 0.92 0.92 0.92 0.92 RT TH LT U 8 313 309 0 461RT16TH279LT0UU0LT53TH23RT240 6 270 231 U LT TH RT Agency/Company: Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By: T. Mosdal Kagy Blvd & 19th Ave North/South Street: 19th Ave Kagy Blvd Date Performed: Thursday, April 09, 2015 City of Bozeman / MDT Count Time Period: PM Peak Hour (4:45 - 5:45 PM) Project Number: STPU 1212(7)Kagy Blvd. S. 19th to Willson East/West Street:Kagy BlvdOut30Vehicle Volumes and Adjustments 19th Ave 19th Ave Kagy Blvd Kagy Blvd Southbound Northbound Eastbound Westbound In100563Out19th Ave In Out 630 784 19th Ave 756InKagy BlvdTotal Entering 1993 616 507 Out In NNNNN 81 Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.96 0.96 0.96 0.96 1.00 1.00 1.00 1.00 0.96 0.96 0.96 0.96 0 0.96 0.96 0.96 0.96 0 7:45 AM 12 11 10 0 33 0 2 3 0 5 18 121 36 0 175 27 116 5 0 148 361 8:00 AM 16 7 23 0 46 3 3 2 0 8 14 84 29 0 127 33 84 9 0 126 307 8:15 AM 8 11 19 0 38 1 1 1 0 3 16 117 29 0 162 32 108 2 0 142 345 8:30 AM 15 12 22 0 49 2 7 1 0 10 18 90 27 0 135 27 95 7 0 129 323 Grand Total 51 41 74 0 166 6 13 7 0 26 66 412 121 0 599 119 403 23 0 545 1336 Medium Truck % 0.0 0.0 1.4 0.0 0.6 0.0 0.0 14.3 0.0 3.8 0.0 0.7 0.8 0.0 0.7 0.8 0.5 0.0 0.0 0.6 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.8 0.0 0.2 0.0 0.2 0.0 0.0 0.2 Total Truck % 0.0 0.0 1.4 0.0 0.6 0.0 0.0 14.3 0.0 3.8 0.0 0.7 1.7 0.0 0.8 0.8 0.7 0.0 0.0 0.7 Total % 3.8 3.1 5.5 0.0 12.4 0.4 1.0 0.5 0.0 1.9 4.9 30.8 9.1 0.0 44.8 8.9 30.2 1.7 0.0 40.8 100.0 PHF 0.85 0.85 0.85 0.65 0.65 0.65 0.86 0.86 0.86 0.92 0.92 0.92 0.93 RT TH LT U 51 41 74 0 119RT403TH23LT0UU0LT121TH412RT660 7 13 6 U LT TH RTIn461 In545Out492Total Entering 1336Out 11th Ave 26 InOut 130 11th Ave 166 In Out 253 Kagy BlvdKagy Blvd599City of Bozeman / MDTTuesday, April 07, 2015Date Performed: Count Time Period: Kagy Blvd. S. 19th to Willson 11th Ave Kagy Blvd Kagy Blvd Vehicle Volumes and Adjustments INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Kagy Blvd & 11th AveCounted By: Westbound Agency/Company: T. Mosdal Sanderson Stewart North/South Street: 11th Ave AM Peak Hour (7:45 - 8:45 AM) STPU 1212(7)Project Number: Southbound 11th Ave Northbound Kagy Blvd Eastbound East/West Street: NNNNN 82 Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.96 0.96 0.96 0.96 1.00 1.00 1.00 1.00 0.96 0.96 0.96 0.96 0 0.96 0.96 0.96 0.96 0 4:45 PM 34 3 49 0 86 8 12 18 0 38 3 113 18 0 134 37 132 3 0 172 430 5:00 PM 39 3 60 0 102 16 12 34 0 62 3 142 25 0 170 39 127 0 0 166 500 5:15 PM 33 1 60 0 94 7 13 24 0 44 2 121 19 0 142 37 127 2 0 166 446 5:30 PM 33 1 51 0 85 3 6 11 0 20 2 111 21 0 134 35 99 0 0 134 373 Grand Total 139 8 220 0 367 34 43 87 0 164 10 487 83 0 580 148 485 5 0 638 1749 Medium Truck % 0.0 0.0 0.5 0.0 0.3 0.0 0.0 0.0 0.0 0.0 10.0 1.2 0.0 0.0 1.2 0.7 0.6 0.0 0.0 0.6 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.0 0.0 0.2 Total Truck % 0.0 0.0 0.5 0.0 0.3 0.0 0.0 0.0 0.0 0.0 10.0 1.2 0.0 0.0 1.2 0.7 0.8 0.0 0.0 0.8 Total % 7.9 0.5 12.6 0.0 21.0 1.9 2.5 5.0 0.0 9.4 0.6 27.8 4.7 0.0 33.2 8.5 27.7 0.3 0.0 36.5 100.0 PHF 0.90 0.90 0.90 0.66 0.66 0.66 0.85 0.85 0.85 0.93 0.93 0.93 0.87 RT TH LT U 139 8 220 0 148RT485TH5LT0UU0LT83TH487RT100 87 43 34 U LT TH RT 11th Ave 638InKagy BlvdTotal Entering 1749 23 164 Out In 11th Ave In Out 367 274 Kagy BlvdOut711Vehicle Volumes and Adjustments 11th Ave 11th Ave Kagy Blvd Kagy Blvd Southbound Northbound Eastbound Westbound In580741OutNorth/South Street: 11th Ave Kagy Blvd Date Performed: Tuesday, April 07, 2015 City of Bozeman / MDT Count Time Period: PM Peak Hour (4:45 - 5:45 PM) Project Number: STPU 1212(7)Kagy Blvd. S. 19th to Willson East/West Street: Agency/Company: Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By: T. Mosdal Kagy Blvd & 11th Ave NNNNN 83 0.96HourBegin EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB ADT EB WB ADT0:0014 3414 34 48 0.2% 0.5% 0.3%1:0012 812 8 20 0.2% 0.1% 0.1%2:0011 1011 10 21 0.2% 0.1% 0.1%3:002 42 4 6 0.0% 0.1% 0.0%4:009 149 14 23 0.1% 0.2% 0.2%5:0036 6536 65 101 0.5% 0.9% 0.7%6:00144 138144 138 282 2.0% 1.9% 2.0%7:00437 420437 420 857 6.1% 5.9% 6.0%8:00477 520477 520 997 6.6% 7.3% 7.0%9:00430 373430 373 803 6.0% 5.3% 5.6%10:00373 393373 393 766 5.2% 5.6% 5.4%11:00445 403445 403 848 6.2% 5.7% 5.9%12:00528 482528 482 1010 7.3% 6.8% 7.1%13:00478 540478 540 1018 6.6% 7.6% 7.1%14:00442 482442 482 924 6.1% 6.8% 6.5%15:00599 561599 561 1160 8.3% 7.9% 8.1%16:00587 657587 657 1244 8.1% 9.3% 8.7%17:00741 620741 620 1361 10.3% 8.8% 9.5%18:00574 442574 442 1016 7.9% 6.2% 7.1%19:00324 349324 349 673 4.5% 4.9% 4.7%20:00257 291257 291 548 3.6% 4.1% 3.8%21:00177 139177 139 316 2.5% 2.0% 2.2%22:0087 8087 80 167 1.2% 1.1% 1.2%23:0039 5239 52 91 0.5% 0.7% 0.6%TOTAL 0 0 0 0 7,223 7,077 0 0 0 0 0 0 0 0 7,223 7,077 14,300 100.0% 100.0% 100.0%(AADT)Hourly Percentage of Total(%)Dates Performed:City of Bozeman / MDTMinor ArterialStreet Classification:Seasonal Count Factor:STPU 1212(7)Kagy Blvd. S. 19th to WillsonProject Number:Project Description:4/6/20154/5/20154/8/2015Wednesday4/7/2015VOLUME COUNT SUMMARYGeneral InformationCounted By:Agency/Company:Kagy Boulevard - east of 11th AvenueCount Location:Jurisdiction:T. MosdalSanderson Stewart42101Annual Average Daily Traffic4/9/2015TuesdayMondaySundayThursday4/10/2015 4/11/2015Friday Saturday02004006008001000120014001600Hourly AADTTime of DayPercentage of Daily Traffic Volume Per Hour84 0.96HourBegin EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB ADT EB WB ADT0:0015 2915 29 44 0.2% 0.4% 0.3%1:0011 911 9 20 0.2% 0.1% 0.2%2:009 89 8 17 0.1% 0.1% 0.1%3:002 52 5 7 0.0% 0.1% 0.1%4:0013 1513 15 28 0.2% 0.2% 0.2%5:0037 5637 56 93 0.6% 0.8% 0.7%6:00150 107150 107 257 2.3% 1.6% 1.9%7:00523 347523 347 870 8.0% 5.2% 6.6%8:00557 445557 445 1002 8.6% 6.6% 7.6%9:00477 350477 350 827 7.3% 5.2% 6.3%10:00381 374381 374 755 5.8% 5.6% 5.7%11:00437 401437 401 838 6.7% 6.0% 6.3%12:00471 484471 484 955 7.2% 7.2% 7.2%13:00412 372412 372 784 6.3% 5.5% 5.9%14:00388 464388 464 852 6.0% 6.9% 6.4%15:00474 554474 554 1028 7.3% 8.3% 7.8%16:00477 698477 698 1175 7.3% 10.4% 8.9%17:00576 673576 673 1249 8.8% 10.0% 9.4%18:00436 429436 429 865 6.7% 6.4% 6.5%19:00252 344252 344 596 3.9% 5.1% 4.5%20:00185 281185 281 466 2.8% 4.2% 3.5%21:00125 133125 133 258 1.9% 2.0% 2.0%22:0071 7971 79 150 1.1% 1.2% 1.1%23:0035 4735 47 82 0.5% 0.7% 0.6%TOTAL 0 0 0 0 6,514 6,704 0 0 0 0 0 0 0 0 6,514 6,704 13,218 100.0% 100.0% 100.0%(AADT)Hourly Percentage of Total(%)Dates Performed:City of Bozeman / MDTMinor ArterialStreet Classification:Seasonal Count Factor:STPU 1212(7)Kagy Blvd. S. 19th to WillsonProject Number:Project Description:4/6/20154/5/20154/8/2015Wednesday4/7/2015VOLUME COUNT SUMMARYGeneral InformationCounted By:Agency/Company:Kagy Boulevard - west of 11th AvenueCount Location:Jurisdiction:T. MosdalSanderson Stewart42101Annual Average Daily Traffic4/9/2015TuesdayMondaySundayThursday4/10/2015 4/11/2015Friday Saturday0200400600800100012001400Hourly AADTTime of DayPercentage of Daily Traffic Volume Per Hour85 0.96HourBegin NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB ADT NB SB ADT0:0012 612 6 18 0.4% 0.2% 0.3%1:004 54 5 9 0.1% 0.1% 0.1%2:002 22 2 4 0.1% 0.1% 0.1%3:000 10 1 1 0.0% 0.0% 0.0%4:005 15 1 6 0.2% 0.0% 0.1%5:0017 617 6 23 0.6% 0.2% 0.4%6:0038 2138 21 59 1.3% 0.6% 0.9%7:00180 110180 110 290 6.1% 3.3% 4.6%8:00239 166239 166 405 8.1% 5.0% 6.5%9:00180 157180 157 337 6.1% 4.7% 5.4%10:00171 154171 154 325 5.8% 4.6% 5.2%11:00166 159166 159 325 5.7% 4.8% 5.2%12:00221 273221 273 494 7.5% 8.2% 7.9%13:00198 286198 286 484 6.8% 8.6% 7.7%14:00192 238192 238 430 6.5% 7.1% 6.8%15:00234 307234 307 541 8.0% 9.2% 8.6%16:00255 289255 289 544 8.7% 8.6% 8.7%17:00267 361267 361 628 9.1% 10.8% 10.0%18:00198 281198 281 479 6.8% 8.4% 7.6%19:00160 212160 212 372 5.5% 6.3% 5.9%20:00103 160103 160 263 3.5% 4.8% 4.2%21:0052 9952 99 151 1.8% 3.0% 2.4%22:0024 3624 36 60 0.8% 1.1% 1.0%23:0015 1515 15 30 0.5% 0.4% 0.5%TOTAL 0 0 0 0 2,933 3,345 0 0 0 0 0 0 0 0 2,933 3,345 6,278 100.0% 100.0% 100.0%(AADT)Hourly Percentage of Total(%)Dates Performed:City of Bozeman / MDTMinor ArterialStreet Classification:Seasonal Count Factor:STPU 1212(7)Kagy Blvd. S. 19th to WillsonProject Number:Project Description:4/6/20154/5/20154/8/2015Wednesday4/7/2015VOLUME COUNT SUMMARYGeneral InformationCounted By:Agency/Company:11th Avenue - north of Kagy BoulevardCount Location:Jurisdiction:T. MosdalSanderson Stewart42101Annual Average Daily Traffic4/9/2015TuesdayMondaySundayThursday4/10/2015 4/11/2015Friday Saturday0100200300400500600700Hourly AADTTime of DayPercentage of Daily Traffic Volume Per Hour86 1.00HourBegin NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB ADT NB SB ADT0:001 11 1 2 0.1% 0.1% 0.1%1:001 01 0 1 0.1% 0.0% 0.1%2:000 00 0 0 0.0% 0.0% 0.0%3:000 00 0 0 0.0% 0.0% 0.0%4:000 00 0 0 0.0% 0.0% 0.0%5:000 00 0 0 0.0% 0.0% 0.0%6:001 221 22 23 0.1% 3.2% 1.5%7:0011 10511 105 116 1.4% 15.2% 7.7%8:0034 11934 119 153 4.2% 17.3% 10.2%9:0027 7627 76 103 3.3% 11.0% 6.9%10:0030 3930 39 69 3.7% 5.7% 4.6%11:0062 4862 48 110 7.7% 7.0% 7.3%12:0084 7784 77 161 10.4% 11.2% 10.8%13:0059 5759 57 116 7.3% 8.3% 7.7%14:0036 4736 47 83 4.5% 6.8% 5.5%15:0079 3279 32 111 9.8% 4.6% 7.4%16:00145 23145 23 168 17.9% 3.3% 11.2%17:00149 20149 20 169 18.4% 2.9% 11.3%18:0055 1155 11 66 6.8% 1.6% 4.4%19:0022 722 7 29 2.7% 1.0% 1.9%20:008 38 3 11 1.0% 0.4% 0.7%21:000 10 1 1 0.0% 0.1% 0.1%22:003 03 0 3 0.4% 0.0% 0.2%23:001 11 1 2 0.1% 0.1% 0.1%TOTAL 0 0 0 0 808 689 0 0 0 0 0 0 0 0 808 689 1,497 100.0% 100.0% 100.0%Thursday4/10/2015 4/11/2015Friday SaturdayTuesdayMondaySunday4/8/2015Wednesday4/7/2015VOLUME COUNT SUMMARYGeneral InformationCounted By:Agency/Company:11th Avenue - south of Kagy BoulevardCount Location:Jurisdiction:T. MosdalSanderson Stewart42101Annual Average Daily Traffic4/9/2015(AADT)Hourly Percentage of Total(%)Dates Performed:City of Bozeman / MDTLocal StreetStreet Classification:Seasonal Count Factor:STPU 1212(7)Kagy Blvd. S. 19th to WillsonProject Number:Project Description:4/6/20154/5/2015020406080100120140160180Hourly AADTTime of DayPercentage of Daily Traffic Volume Per Hour87 Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.96 0.96 0.96 0.96 1.00 1.00 1.00 1.00 0.96 0.96 0.96 0.96 0 0.96 0.96 0.96 0.96 0 7:45 AM 8 0 0 0 8 3 2 0 0 5 4 106 36 0 146 37 182 9 0 228 387 8:00 AM 5 0 0 0 5 0 2 0 0 2 7 96 17 0 120 12 169 6 0 187 314 8:15 AM 8 1 0 0 9 0 3 0 0 3 0 111 21 0 132 13 150 8 0 171 315 8:30 AM 12 1 1 0 14 0 2 0 0 2 6 107 25 0 138 11 157 6 0 174 328 Grand Total 33 2 1 0 36 3 9 0 0 12 17 420 99 0 536 73 658 29 0 760 1344 Medium Truck % 6.1 50.0 0.0 0.0 8.3 0.0 0.0 0.0 0.0 0.0 0.0 1.2 2.0 0.0 1.3 0.0 1.4 0.0 0.0 1.2 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.7 0.0 0.0 0.6 0.0 0.2 0.0 0.0 0.1 Total Truck % 6.1 50.0 0.0 0.0 8.3 0.0 0.0 0.0 0.0 0.0 0.0 1.9 2.0 0.0 1.9 0.0 1.5 0.0 0.0 1.3 Total % 2.5 0.1 0.1 0.0 2.7 0.2 0.7 0.0 0.0 0.9 1.3 31.3 7.4 0.0 39.9 5.4 49.0 2.2 0.0 56.5 100.0 PHF 0.64 0.64 0.64 0.60 0.60 0.60 0.92 0.92 0.92 0.83 0.83 0.83 0.87 RT TH LT U 33 2 1 0 73RT658TH29LT0UU0LT99TH420RT170 0 9 3 U LT TH RT Westbound Agency/Company: T. Mosdal Sanderson Stewart North/South Street: 7th Ave AM Peak Hour (7:45 - 8:45 AM) STPU 1212(7)Project Number: Southbound 7th Ave Northbound Kagy Blvd Eastbound East/West Street: INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Kagy Blvd & 7th AveCounted By:Kagy BlvdKagy Blvd536City of Bozeman / MDTThursday, April 02, 2015Date Performed: Count Time Period: Kagy Blvd. S. 19th to Willson 7th Ave Kagy Blvd Kagy Blvd Vehicle Volumes and Adjustments 7th Ave 36 In Out 181 7th Ave 12 InOut 48In691 In760Out424Total Entering 1344Out NNNNN 88 Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.96 0.96 0.96 0.96 1.00 1.00 1.00 1.00 0.96 0.96 0.96 0.96 0 0.96 0.96 0.96 0.96 0 4:45 PM 25 3 5 0 33 2 0 2 0 4 1 154 12 0 167 12 148 1 0 161 365 5:00 PM 21 0 6 0 27 10 0 3 0 13 0 196 5 0 201 4 158 0 0 162 403 5:15 PM 15 0 7 0 22 5 1 0 0 6 2 183 6 0 191 7 168 1 0 176 395 5:30 PM 10 1 4 0 15 10 1 0 0 11 0 208 19 0 227 4 152 0 0 156 409 Grand Total 71 4 22 0 97 27 2 5 0 34 3 741 42 0 786 27 626 2 0 655 1572 Medium Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.3 7.1 0.0 0.6 0.0 0.5 0.0 0.0 0.5 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.0 0.0 0.1 0.0 0.0 0.0 0.0 0.0 Total Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.4 7.1 0.0 0.8 0.0 0.5 0.0 0.0 0.5 Total % 4.5 0.3 1.4 0.0 6.2 1.7 0.1 0.3 0.0 2.2 0.2 47.1 2.7 0.0 50.0 1.7 39.8 0.1 0.0 41.7 100.0 PHF 0.73 0.73 0.73 0.65 0.65 0.65 0.87 0.87 0.87 0.93 0.93 0.93 0.96 RT TH LT U 71 4 22 0 27RT626TH2LT0UU0LT42TH741RT30 5 2 27 U LT TH RT Agency/Company: Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By: T. Mosdal Kagy Blvd & 7th Ave North/South Street: 7th Ave Kagy Blvd Date Performed: Thursday, April 02, 2015 City of Bozeman / MDT Count Time Period: PM Peak Hour (4:45 - 5:45 PM) Project Number: STPU 1212(7)Kagy Blvd. S. 19th to Willson East/West Street:Kagy BlvdOut702Vehicle Volumes and Adjustments 7th Ave 7th Ave Kagy Blvd Kagy Blvd Southbound Northbound Eastbound Westbound In786790Out7th Ave In Out 97 71 7th Ave 655InKagy BlvdTotal Entering 1572 9 34 Out In NNNNN 89 0.96HourBegin EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB ADT EB WB ADT0:0026 2526 25 51 0.3% 0.3% 0.3%1:0010 1210 12 22 0.1% 0.2% 0.1%2:0010 1210 12 22 0.1% 0.2% 0.1%3:004 74 7 11 0.1% 0.1% 0.1%4:006 126 12 18 0.1% 0.2% 0.1%5:0025 7325 73 98 0.3% 1.0% 0.7%6:00129 152129 152 281 1.7% 2.0% 1.9%7:00328 583328 583 911 4.3% 7.8% 6.0%8:00406 687406 687 1093 5.4% 9.2% 7.3%9:00384 445384 445 829 5.1% 5.9% 5.5%10:00417 437417 437 854 5.5% 5.8% 5.7%11:00477 480477 480 957 6.3% 6.4% 6.3%12:00562 506562 506 1068 7.4% 6.7% 7.1%13:00589 516589 516 1105 7.8% 6.9% 7.3%14:00502 484502 484 986 6.6% 6.4% 6.5%15:00635 554635 554 1189 8.4% 7.4% 7.9%16:00645 622645 622 1267 8.5% 8.3% 8.4%17:00786 625786 625 1411 10.4% 8.3% 9.4%18:00588 426588 426 1014 7.8% 5.7% 6.7%19:00367 320367 320 687 4.8% 4.3% 4.6%20:00318 226318 226 544 4.2% 3.0% 3.6%21:00206 163206 163 369 2.7% 2.2% 2.4%22:00104 88104 88 192 1.4% 1.2% 1.3%23:0044 5044 50 94 0.6% 0.7% 0.6%TOTAL 0 0 0 0 0 0 0 0 7,568 7,505 0 0 0 0 7,568 7,505 15,073 100.0% 100.0% 100.0%Thursday4/3/2015 4/4/2015Friday SaturdayTuesdayMondaySunday4/1/2015Wednesday3/31/2015VOLUME COUNT SUMMARYGeneral InformationCounted By:Agency/Company:Kagy Boulevard - east of 7th AvenueCount Location:Jurisdiction:T. MosdalSanderson Stewart42096Annual Average Daily Traffic4/2/2015(AADT)Hourly Percentage of Total(%)Dates Performed:City of Bozeman / MDTMinor ArterialStreet Classification:Seasonal Count Factor:STPU 1212(7)Kagy Blvd. S. 19th to WillsonProject Number:Project Description:3/30/20153/29/201502004006008001000120014001600Hourly AADTTime of DayPercentage of Daily Traffic Volume Per Hour90 0.96HourBegin EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB ADT EB WB ADT0:0025 3925 39 64 0.3% 0.5% 0.4%1:0010 1410 14 24 0.1% 0.2% 0.2%2:0010 1310 13 23 0.1% 0.2% 0.1%3:004 74 7 11 0.0% 0.1% 0.1%4:007 127 12 19 0.1% 0.2% 0.1%5:0037 7437 74 111 0.5% 0.9% 0.7%6:00163 142163 142 305 2.0% 1.8% 1.9%7:00456 481456 481 937 5.7% 6.1% 5.9%8:00507 653507 653 1160 6.3% 8.3% 7.3%9:00430 449430 449 879 5.4% 5.7% 5.5%10:00462 455462 455 917 5.8% 5.8% 5.8%11:00487 511487 511 998 6.1% 6.5% 6.3%12:00589 541589 541 1130 7.3% 6.9% 7.1%13:00617 582617 582 1199 7.7% 7.4% 7.6%14:00527 520527 520 1047 6.6% 6.6% 6.6%15:00650 624650 624 1274 8.1% 8.0% 8.0%16:00636 696636 696 1332 7.9% 8.9% 8.4%17:00783 671783 671 1454 9.8% 8.6% 9.2%18:00574 476574 476 1050 7.2% 6.1% 6.6%19:00373 339373 339 712 4.7% 4.3% 4.5%20:00317 232317 232 549 4.0% 3.0% 3.5%21:00212 169212 169 381 2.6% 2.2% 2.4%22:00101 86101 86 187 1.3% 1.1% 1.2%23:0043 5543 55 98 0.5% 0.7% 0.6%TOTAL 0 0 0 0 0 0 0 0 8,020 7,841 0 0 0 0 8,020 7,841 15,861 100.0% 100.0% 100.0%Thursday4/3/2015 4/4/2015Friday SaturdayTuesdayMondaySunday4/1/2015Wednesday3/31/2015VOLUME COUNT SUMMARYGeneral InformationCounted By:Agency/Company:Kagy Boulevard - west of 7th AvenueCount Location:Jurisdiction:T. MosdalSanderson Stewart42096Annual Average Daily Traffic4/2/2015(AADT)Hourly Percentage of Total(%)Dates Performed:City of Bozeman / MDTMinor ArterialStreet Classification:Seasonal Count Factor:STPU 1212(7)Kagy Blvd. S. 19th to WillsonProject Number:Project Description:3/30/20153/29/201502004006008001000120014001600Hourly AADTTime of DayPercentage of Daily Traffic Volume Per Hour91 0.96HourBegin NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB ADT NB SB ADT0:005 185 18 23 0.4% 1.4% 0.9%1:002 52 5 7 0.1% 0.4% 0.3%2:001 31 3 4 0.1% 0.2% 0.2%3:001 11 1 2 0.1% 0.1% 0.1%4:002 02 0 2 0.1% 0.0% 0.1%5:0016 416 4 20 1.2% 0.3% 0.8%6:0049 1249 12 61 3.6% 1.0% 2.3%7:00231 23231 23 254 16.8% 1.8% 9.7%8:00148 40148 40 188 10.8% 3.2% 7.1%9:00108 71108 71 179 7.9% 5.6% 6.8%10:00107 86107 86 193 7.8% 6.8% 7.3%11:0094 9494 94 188 6.9% 7.5% 7.1%12:0099 11299 112 211 7.2% 8.9% 8.0%13:0085 14785 147 232 6.2% 11.7% 8.8%14:00101 104101 104 205 7.4% 8.3% 7.8%15:0079 13279 132 211 5.8% 10.5% 8.0%16:0065 14265 142 207 4.7% 11.3% 7.9%17:0067 8467 84 151 4.9% 6.7% 5.7%18:0032 8732 87 119 2.3% 6.9% 4.5%19:0024 3224 32 56 1.7% 2.5% 2.1%20:0022 2722 27 49 1.6% 2.1% 1.9%21:0020 1620 16 36 1.5% 1.3% 1.4%22:0012 1212 12 24 0.9% 1.0% 0.9%23:002 72 7 9 0.1% 0.6% 0.3%TOTAL 0 0 0 0 0 0 0 0 1,372 1,259 0 0 0 0 1,372 1,259 2,631 100.0% 100.0% 100.0%Thursday4/3/2015 4/4/2015Friday SaturdayTuesdayMondaySunday4/1/2015Wednesday3/31/2015VOLUME COUNT SUMMARYGeneral InformationCounted By:Agency/Company:7th Avenue - north of Kagy BoulevardCount Location:Jurisdiction:T. MosdalSanderson Stewart42096Annual Average Daily Traffic4/2/2015(AADT)Hourly Percentage of Total(%)Dates Performed:City of Bozeman / MDTMajor CollectorStreet Classification:Seasonal Count Factor:STPU 1212(7)Kagy Blvd. S. 19th to WillsonProject Number:Project Description:3/30/20153/29/2015050100150200250300Hourly AADTTime of DayPercentage of Daily Traffic Volume Per Hour92 1.00HourBegin NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB ADT NB SB ADT0:002 02 0 2 0.8% 0.0% 0.4%1:000 00 0 0 0.0% 0.0% 0.0%2:000 00 0 0 0.0% 0.0% 0.0%3:000 00 0 0 0.0% 0.0% 0.0%4:000 00 0 0 0.0% 0.0% 0.0%5:001 01 0 1 0.4% 0.0% 0.2%6:001 81 8 9 0.4% 3.2% 1.8%7:008 308 30 38 3.3% 12.1% 7.7%8:0013 4213 42 55 5.3% 16.9% 11.2%9:0020 2620 26 46 8.2% 10.5% 9.3%10:0014 2114 21 35 5.7% 8.5% 7.1%11:0029 729 7 36 11.8% 2.8% 7.3%12:0016 2216 22 38 6.5% 8.9% 7.7%13:009 339 33 42 3.7% 13.3% 8.5%14:0028 1928 19 47 11.4% 7.7% 9.5%15:0018 1618 16 34 7.3% 6.5% 6.9%16:0020 1420 14 34 8.2% 5.6% 6.9%17:0038 438 4 42 15.5% 1.6% 8.5%18:0012 412 4 16 4.9% 1.6% 3.2%19:005 05 0 5 2.0% 0.0% 1.0%20:004 14 1 5 1.6% 0.4% 1.0%21:004 04 0 4 1.6% 0.0% 0.8%22:002 12 1 3 0.8% 0.4% 0.6%23:001 01 0 1 0.4% 0.0% 0.2%TOTAL 0 0 0 0 0 0 0 0 245 248 0 0 0 0 245 248 493 100.0% 100.0% 100.0%(AADT)Hourly Percentage of Total(%)Dates Performed:City of Bozeman / MDTLocal StreetStreet Classification:Seasonal Count Factor:STPU 1212(7)Kagy Blvd. S. 19th to WillsonProject Number:Project Description:3/30/20153/29/20154/1/2015Wednesday3/31/2015VOLUME COUNT SUMMARYGeneral InformationCounted By:Agency/Company:7th Avenue - south of Kagy BoulevardCount Location:Jurisdiction:T. MosdalSanderson Stewart42096Annual Average Daily Traffic4/2/2015TuesdayMondaySundayThursday4/3/2015 4/4/2015Friday Saturday0102030405060Hourly AADTTime of DayPercentage of Daily Traffic Volume Per Hour93 Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0 0.98 0.98 0.98 0.98 0 7:45 AM 17 33 17 0 67 28 81 67 0 176 18 71 21 0 110 32 137 24 0 193 546 8:00 AM 19 33 25 0 77 21 115 88 0 224 28 71 22 0 121 46 102 37 0 185 607 8:15 AM 18 27 16 0 61 37 87 80 0 204 24 67 20 0 111 46 92 17 0 155 531 8:30 AM 19 24 22 0 65 21 48 55 0 124 24 74 22 0 120 28 74 12 0 114 423 Grand Total 73 117 80 0 270 107 331 290 0 728 94 283 85 0 462 152 405 90 0 647 2107 Medium Truck % 0.0 3.4 3.8 0.0 2.6 0.9 2.1 1.4 0.0 1.6 1.1 0.7 1.2 0.0 0.9 1.3 1.2 3.3 0.0 1.5 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Truck % 0.0 3.4 3.8 0.0 2.6 0.9 2.1 1.4 0.0 1.6 1.1 0.7 1.2 0.0 0.9 1.3 1.2 3.3 0.0 1.5 Total % 3.5 5.6 3.8 0.0 12.8 5.1 15.7 13.8 0.0 34.6 4.5 13.4 4.0 0.0 21.9 7.2 19.2 4.3 0.0 30.7 100.0 PHF 0.88 0.88 0.88 0.81 0.81 0.81 0.95 0.95 0.95 0.84 0.84 0.84 0.87 RT TH LT U 73 117 80 0 152RT405TH90LT0UU0LT85TH283RT940 290 331 107 U LT TH RTIn768 In647Out470Total Entering 2107Out S 3rd Ave 728 InOut 301 Willson Ave 270 In Out 568 Kagy BlvdKagy Blvd462City of Bozeman / MDTTuesday, March 31, 2015Date Performed: Count Time Period: Kagy Blvd. S. 19th to Willson Willson Ave Kagy Blvd Kagy Blvd Vehicle Volumes and Adjustments INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Kagy Blvd & Willson Ave/S 3rd AveCounted By: Westbound Agency/Company: T. Mosdal Sanderson Stewart North/South Street: Willson Ave/S 3rd Ave AM Peak Hour (7:45 - 8:45 AM) STPU 1212(7)Project Number: Southbound S 3rd Ave Northbound Kagy Blvd Eastbound East/West Street: NNNNN 94 Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0 0.98 0.98 0.98 0.98 0 4:45 PM 18 46 38 0 102 13 48 36 0 97 56 90 30 0 176 28 73 22 0 123 498 5:00 PM 22 61 32 0 115 22 42 40 0 104 54 121 40 0 215 26 108 28 0 162 596 5:15 PM 21 72 39 0 132 13 36 38 0 87 83 113 32 0 228 32 90 36 1 159 606 5:30 PM 16 49 32 0 97 21 36 41 0 98 66 94 34 0 194 29 93 36 0 158 547 Grand Total 77 228 141 0 446 69 162 155 0 386 259 418 136 0 813 115 364 122 1 602 2247 Medium Truck % 0.0 0.4 3.5 0.0 1.3 0.0 0.6 1.3 0.0 0.8 0.4 0.2 0.0 0.0 0.2 0.0 0.3 0.0 0.0 0.2 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Truck % 0.0 0.4 3.5 0.0 1.3 0.0 0.6 1.3 0.0 0.8 0.4 0.2 0.0 0.0 0.2 0.0 0.3 0.0 0.0 0.2 Total % 3.4 10.1 6.3 0.0 19.8 3.1 7.2 6.9 0.0 17.2 11.5 18.6 6.1 0.0 36.2 5.1 16.2 5.4 0.0 26.8 100.0 PHF 0.84 0.84 0.84 0.93 0.93 0.93 0.89 0.89 0.89 0.93 0.93 0.93 0.93 RT TH LT U 77 228 141 0 115RT364TH122LT1UU0LT136TH418RT2590 155 162 69 U LT TH RT S 3rd Ave 602InKagy BlvdTotal Entering 2247 609 386 Out In Willson Ave In Out 446 413 Kagy BlvdOut596Vehicle Volumes and Adjustments Willson Ave S 3rd Ave Kagy Blvd Kagy Blvd Southbound Northbound Eastbound Westbound In813629OutNorth/South Street: Willson Ave/S 3rd Ave Kagy Blvd Date Performed: Tuesday, March 31, 2015 City of Bozeman / MDT Count Time Period: PM Peak Hour (4:45 - 5:45 PM) Project Number: STPU 1212(7)Kagy Blvd. S. 19th to Willson East/West Street: Agency/Company: Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By: T. Mosdal Kagy Blvd & Willson Ave/S 3rd Ave NNNNN 95 0.98HourBegin EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB ADT EB WB ADT0:0012 1812 18 30 0.2% 0.3% 0.2%1:008 98 9 17 0.1% 0.1% 0.1%2:004 34 3 7 0.1% 0.0% 0.1%3:003 13 1 4 0.0% 0.0% 0.0%4:008 148 14 22 0.1% 0.2% 0.2%5:0019 4719 47 66 0.3% 0.7% 0.5%6:00160 120160 120 280 2.6% 1.9% 2.2%7:00342 512342 512 854 5.5% 8.0% 6.7%8:00456 602456 602 1058 7.3% 9.4% 8.3%9:00333 378333 378 711 5.3% 5.9% 5.6%10:00376 371376 371 747 6.0% 5.8% 5.9%11:00357 375357 375 732 5.7% 5.8% 5.8%12:00428 394428 394 822 6.8% 6.1% 6.5%13:00451 418451 418 869 7.2% 6.5% 6.9%14:00385 365385 365 750 6.2% 5.7% 5.9%15:00543 538543 538 1081 8.7% 8.4% 8.5%16:00556 519556 519 1075 8.9% 8.1% 8.5%17:00615 612615 612 1227 9.8% 9.5% 9.7%18:00402 446402 446 848 6.4% 6.9% 6.7%19:00314 283314 283 597 5.0% 4.4% 4.7%20:00232 169232 169 401 3.7% 2.6% 3.2%21:00153 123153 123 276 2.4% 1.9% 2.2%22:0065 7865 78 143 1.0% 1.2% 1.1%23:0027 2727 27 54 0.4% 0.4% 0.4%TOTAL 0 0 0 0 6,249 6,422 0 0 0 0 0 0 0 0 6,249 6,422 12,671 100.0% 100.0% 100.0%(AADT)Hourly Percentage of Total(%)Dates Performed:City of Bozeman / MDTMinor ArterialStreet Classification:Seasonal Count Factor:STPU 1212(7)Kagy Blvd. S. 19th to WillsonProject Number:Project Description:3/30/20153/29/20154/1/2015Wednesday3/31/2015VOLUME COUNT SUMMARYGeneral InformationCounted By:Agency/Company:Kagy Boulevard - east of Willson AvenueCount Location:Jurisdiction:T. MosdalSanderson Stewart42094Annual Average Daily Traffic4/2/2015TuesdayMondaySundayThursday4/3/2015 4/4/2015Friday Saturday0200400600800100012001400Hourly AADTTime of DayPercentage of Daily Traffic Volume Per Hour96 0.98HourBegin EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB ADT EB WB ADT0:0016 2016 20 36 0.2% 0.3% 0.2%1:0013 913 9 22 0.2% 0.1% 0.1%2:008 68 6 14 0.1% 0.1% 0.1%3:003 13 1 4 0.0% 0.0% 0.0%4:0010 1710 17 27 0.1% 0.2% 0.2%5:0018 8018 80 98 0.2% 1.1% 0.7%6:00137 179137 179 316 1.8% 2.5% 2.1%7:00324 613324 613 937 4.3% 8.4% 6.4%8:00455 737455 737 1192 6.1% 10.2% 8.1%9:00363 446363 446 809 4.9% 6.1% 5.5%10:00428 410428 410 838 5.7% 5.6% 5.7%11:00422 419422 419 841 5.7% 5.8% 5.7%12:00541 454541 454 995 7.3% 6.3% 6.8%13:00534 493534 493 1027 7.2% 6.8% 7.0%14:00466 407466 407 873 6.3% 5.6% 5.9%15:00656 525656 525 1181 8.8% 7.2% 8.0%16:00648 546648 546 1194 8.7% 7.5% 8.1%17:00796 604796 604 1400 10.7% 8.3% 9.5%18:00524 513524 513 1037 7.0% 7.1% 7.1%19:00403 337403 337 740 5.4% 4.6% 5.0%20:00345 194345 194 539 4.6% 2.7% 3.7%21:00186 123186 123 309 2.5% 1.7% 2.1%22:00113 86113 86 199 1.5% 1.2% 1.4%23:0041 3841 38 79 0.6% 0.5% 0.5%TOTAL 0 0 0 0 7,450 7,257 0 0 0 0 0 0 0 0 7,450 7,257 14,707 100.0% 100.0% 100.0%(AADT)Hourly Percentage of Total(%)Dates Performed:City of Bozeman / MDTMinor ArterialStreet Classification:Seasonal Count Factor:STPU 1212(7)Kagy Blvd. S. 19th to WillsonProject Number:Project Description:3/30/20153/29/20154/1/2015Wednesday3/31/2015VOLUME COUNT SUMMARYGeneral InformationCounted By:Agency/Company:Kagy Boulevard - west of Willson AvenueCount Location:Jurisdiction:T. MosdalSanderson Stewart42094Annual Average Daily Traffic4/2/2015TuesdayMondaySundayThursday4/3/2015 4/4/2015Friday Saturday02004006008001000120014001600Hourly AADTTime of DayPercentage of Daily Traffic Volume Per Hour97 0.98HourBegin NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB ADT NB SB ADT0:009 209 20 29 0.2% 0.5% 0.3%1:009 59 5 14 0.2% 0.1% 0.2%2:003 53 5 8 0.1% 0.1% 0.1%3:001 11 1 2 0.0% 0.0% 0.0%4:009 29 2 11 0.2% 0.1% 0.1%5:0033 1433 14 47 0.7% 0.4% 0.5%6:0086 5486 54 140 1.8% 1.4% 1.6%7:00364 179364 179 543 7.7% 4.6% 6.3%8:00505 263505 263 768 10.7% 6.7% 8.9%9:00286 171286 171 457 6.0% 4.4% 5.3%10:00275 181275 181 456 5.8% 4.6% 5.3%11:00299 227299 227 526 6.3% 5.8% 6.1%12:00340 274340 274 614 7.2% 7.0% 7.1%13:00329 277329 277 606 6.9% 7.1% 7.0%14:00280 255280 255 535 5.9% 6.5% 6.2%15:00417 353417 353 770 8.8% 9.0% 8.9%16:00383 353383 353 736 8.1% 9.0% 8.5%17:00401 432401 432 833 8.5% 11.0% 9.6%18:00253 314253 314 567 5.3% 8.0% 6.6%19:00157 215157 215 372 3.3% 5.5% 4.3%20:00141 134141 134 275 3.0% 3.4% 3.2%21:0080 10880 108 188 1.7% 2.8% 2.2%22:0056 6256 62 118 1.2% 1.6% 1.4%23:0018 2018 20 38 0.4% 0.5% 0.4%TOTAL 0 0 0 0 4,734 3,919 0 0 0 0 0 0 0 0 4,734 3,919 8,653 100.0% 100.0% 100.0%Thursday4/3/2015 4/4/2015Friday SaturdayTuesdayMondaySunday4/1/2015Wednesday3/31/2015VOLUME COUNT SUMMARYGeneral InformationCounted By:Agency/Company:Willson Avenue - north of Kagy BoulevardCount Location:Jurisdiction:T. MosdalSanderson Stewart42094Annual Average Daily Traffic4/2/2015(AADT)Hourly Percentage of Total(%)Dates Performed:City of Bozeman / MDTMinor ArterialStreet Classification:Seasonal Count Factor:STPU 1212(7)Kagy Blvd. S. 19th to WillsonProject Number:Project Description:3/30/20153/29/20150100200300400500600700800900Hourly AADTTime of DayPercentage of Daily Traffic Volume Per Hour98 0.98HourBegin NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB ADT NB SB ADT0:004 174 17 21 0.1% 0.4% 0.2%1:006 76 7 13 0.1% 0.1% 0.1%2:004 74 7 11 0.1% 0.1% 0.1%3:001 11 1 2 0.0% 0.0% 0.0%4:0013 513 5 18 0.2% 0.1% 0.2%5:0061 761 7 68 1.2% 0.1% 0.7%6:00156 41156 41 197 3.0% 0.9% 2.0%7:00494 191494 191 685 9.5% 4.0% 6.9%8:00657 278657 278 935 12.6% 5.8% 9.4%9:00322 169322 169 491 6.2% 3.6% 4.9%10:00282 202282 202 484 5.4% 4.2% 4.9%11:00311 261311 261 572 6.0% 5.5% 5.7%12:00318 305318 305 623 6.1% 6.4% 6.2%13:00314 270314 270 584 6.0% 5.7% 5.9%14:00279 293279 293 572 5.4% 6.2% 5.7%15:00433 494433 494 927 8.3% 10.4% 9.3%16:00398 433398 433 831 7.6% 9.1% 8.3%17:00385 605385 605 990 7.4% 12.7% 9.9%18:00305 421305 421 726 5.9% 8.8% 7.3%19:00203 296203 296 499 3.9% 6.2% 5.0%20:00141 221141 221 362 2.7% 4.6% 3.6%21:0072 13272 132 204 1.4% 2.8% 2.0%22:0035 8135 81 116 0.7% 1.7% 1.2%23:0018 2318 23 41 0.3% 0.5% 0.4%TOTAL 0 0 0 0 5,212 4,760 0 0 0 0 0 0 0 0 5,212 4,760 9,972 100.0% 100.0% 100.0%Thursday4/3/2015 4/4/2015Friday SaturdayTuesdayMondaySunday4/1/2015Wednesday3/31/2015VOLUME COUNT SUMMARYGeneral InformationCounted By:Agency/Company:South 3rd Avenue - south of Kagy BoulevardCount Location:Jurisdiction:T. MosdalSanderson Stewart42094Annual Average Daily Traffic4/2/2015(AADT)Hourly Percentage of Total(%)Dates Performed:City of Bozeman / MDTMajor CollectorStreet Classification:Seasonal Count Factor:STPU 1212(7)Kagy Blvd. S. 19th to WillsonProject Number:Project Description:3/30/20153/29/2015020040060080010001200Hourly AADTTime of DayPercentage of Daily Traffic Volume Per Hour99 ATTACHMENT B FALL 2015 TRAFFIC COUNT DATA 100 Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.99 0.99 0.99 0.99 1.00 1.00 1.00 1.00 0.99 0.99 0.99 0.99 0 0.99 0.99 0.99 0.99 0 7:45 AM 12 31 11 0 54 0 29 2 0 31 15 142 54 0 211 23 141 6 0 170 466 8:00 AM 10 26 25 0 61 0 8 2 0 10 21 109 18 0 148 33 125 10 0 168 387 8:15 AM 12 8 16 0 36 1 8 3 0 12 26 135 23 0 184 23 119 13 0 155 387 8:30 AM 15 14 13 0 42 3 26 1 0 30 14 130 51 0 195 17 130 3 0 150 417 Grand Total 49 79 65 0 193 4 71 8 0 83 76 516 146 0 738 96 515 32 0 643 1657 Medium Truck % 0.0 2.5 4.6 0.0 2.6 0.0 0.0 25.0 0.0 2.4 0.0 1.2 0.0 0.0 0.8 3.1 1.2 0.0 0.0 1.4 Heavy Truck % 2.0 0.0 1.5 0.0 1.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.0 0.0 0.1 0.0 0.2 0.0 0.0 0.2 Total Truck % 2.0 2.5 6.2 0.0 3.6 0.0 0.0 25.0 0.0 2.4 0.0 1.4 0.0 0.0 0.9 3.1 1.4 0.0 0.0 1.6 Total % 3.0 4.8 3.9 0.0 11.6 0.2 4.3 0.5 0.0 5.0 4.6 31.1 8.8 0.0 44.5 5.8 31.1 1.9 0.0 38.8 100.0 PHF 0.79 0.79 0.79 0.67 0.67 0.67 0.87 0.87 0.87 0.95 0.95 0.95 0.89 RT TH LT U 49 79 65 0 96RT515TH32LT0UU0LT146TH516RT760 8 71 4 U LT TH RTIn572 In643Out585Total Entering 1657Out 11th Ave 83 InOut 187 11th Ave 193 In Out 313 Kagy BlvdKagy Blvd738City of Bozeman / MDTWednesday, September 23, 2015Date Performed: Count Time Period: Kagy Blvd. S. 19th to Willson - Fall City Counts 11th Ave Kagy Blvd Kagy Blvd Vehicle Volumes and Adjustments INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Kagy Blvd & 11th AveCounted By: Westbound Agency/Company: J. Staszcuk Sanderson Stewart North/South Street: 11th Ave AM Peak Hour (7:45 - 8:45 AM) STPU 1212(7)Project Number: Southbound 11th Ave Northbound Kagy Blvd Eastbound East/West Street: NNNNN 101 Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.99 0.99 0.99 0.99 1.00 1.00 1.00 1.00 0.99 0.99 0.99 0.99 0 0.99 0.99 0.99 0.99 0 4:45 PM 32 7 41 0 80 9 13 17 0 39 6 148 33 0 187 35 121 2 0 158 464 5:00 PM 60 18 41 0 119 14 27 26 0 67 3 167 30 0 200 32 134 3 0 169 555 5:15 PM 52 11 67 0 130 5 10 19 0 34 7 157 27 0 191 33 147 3 0 183 538 5:30 PM 50 11 54 0 115 11 16 18 0 45 5 157 16 0 178 33 138 7 0 178 516 Grand Total 194 47 203 0 444 39 66 80 0 185 21 629 106 0 756 133 540 15 0 688 2073 Medium Truck % 0.0 0.0 0.5 0.0 0.2 0.0 0.0 0.0 0.0 0.0 0.0 0.8 0.9 0.0 0.8 0.0 0.6 0.0 0.0 0.4 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.0 0.0 0.1 Total Truck % 0.0 0.0 0.5 0.0 0.2 0.0 0.0 0.0 0.0 0.0 0.0 0.8 0.9 0.0 0.8 0.0 0.7 0.0 0.0 0.6 Total % 9.4 2.3 9.8 0.0 21.4 1.9 3.2 3.9 0.0 8.9 1.0 30.3 5.1 0.0 36.5 6.4 26.0 0.7 0.0 33.2 100.0 PHF 0.85 0.85 0.85 0.69 0.69 0.69 0.95 0.95 0.95 0.94 0.94 0.94 0.93 RT TH LT U 194 47 203 0 133RT540TH15LT0UU0LT106TH629RT210 80 66 39 U LT TH RT 11th Ave 688InKagy BlvdTotal Entering 2073 83 185 Out In 11th Ave In Out 444 305 Kagy BlvdOut814Vehicle Volumes and Adjustments 11th Ave 11th Ave Kagy Blvd Kagy Blvd Southbound Northbound Eastbound Westbound In756871OutNorth/South Street: 11th Ave Kagy Blvd Date Performed: Wednesday, September 23, 2015 City of Bozeman / MDT Count Time Period: PM Peak Hour (4:45 - 5:45 PM) Project Number: STPU 1212(7)Kagy Blvd. S. 19th to Willson - Fall City Counts East/West Street: Agency/Company: Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By: J. Staszcuk Kagy Blvd & 11th Ave NNNNN 102 Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 1.00 1.00 1.00 1.00 0 0.96 0.96 0.96 0.96 0 7:30 AM 1 45 91 0 137 86 60 4 0 150 1 0 2 0 3 50 4 30 0 84 374 7:45 AM 5 71 104 0 180 86 100 6 0 192 2 0 4 0 6 72 3 36 0 111 489 8:00 AM 4 48 81 0 133 56 73 9 0 138 1 6 3 0 10 51 3 38 0 92 373 8:15 AM 0 60 71 0 131 58 71 5 0 134 0 4 4 0 8 79 6 42 0 127 400 Grand Total 10 224 347 0 581 286 304 24 0 614 4 10 13 0 27 252 16 146 0 414 1636 Medium Truck % 0.0 2.7 1.2 0.0 1.7 0.3 0.3 0.0 0.0 0.3 0.0 0.0 0.0 0.0 0.0 1.6 0.0 1.4 0.0 1.4 Heavy Truck % 0.0 0.0 0.6 0.0 0.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.7 0.0 0.2 Total Truck % 0.0 2.7 1.7 0.0 2.1 0.3 0.3 0.0 0.0 0.3 0.0 0.0 0.0 0.0 0.0 1.6 0.0 2.1 0.0 1.7 Total % 0.6 13.7 21.2 0.0 35.5 17.5 18.6 1.5 0.0 37.5 0.2 0.6 0.8 0.0 1.7 15.4 1.0 8.9 0.0 25.3 100.0 PHF 0.81 0.81 0.81 0.80 0.80 0.80 0.68 0.68 0.68 0.81 0.81 0.81 0.84 RT TH LT U 10 224 347 0 252RT16TH146LT0UU0LT13TH10RT40 24 304 286 U LT TH RTIn50 In414Out643Total Entering 1636Out 19th Ave 614 InOut 374 19th Ave 581 In Out 569 Kagy BlvdKagy Blvd27City of Bozeman / MDTThursday, October 15, 2015Date Performed: Count Time Period: Kagy Blvd. S. 19th to Willson - Fall Counts 19th Ave Kagy Blvd Kagy Blvd Vehicle Volumes and Adjustments INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Kagy Blvd & 19th AveCounted By: Westbound Agency/Company: J. Staszcuk Sanderson Stewart North/South Street: 19th Ave AM Peak Hour (7:30 - 8:30 AM) STPU 1212(7)Project Number: Southbound 19th Ave Northbound Kagy Blvd Eastbound East/West Street: NNNNN 103 Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 1.00 1.00 1.00 1.00 0 0.96 0.96 0.96 0.96 0 5:00 PM 5 95 97 0 197 60 96 2 0 158 12 7 21 0 40 144 5 70 0 219 614 5:15 PM 0 101 107 0 208 53 84 1 0 138 5 10 16 0 31 124 3 80 0 207 584 5:30 PM 0 79 75 0 154 58 59 1 0 118 2 7 8 0 17 92 6 80 0 178 467 5:45 PM 1 113 87 0 201 52 71 1 0 124 2 6 10 0 18 120 5 58 0 183 526 Grand Total 6 388 366 0 760 223 310 5 0 538 21 30 55 0 106 480 19 288 0 787 2191 Medium Truck % 0.0 0.5 0.3 0.0 0.4 1.3 1.0 0.0 0.0 1.1 0.0 0.0 0.0 0.0 0.0 0.4 0.0 0.7 0.0 0.5 Heavy Truck % 0.0 0.0 0.3 0.0 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.0 0.3 0.0 0.3 Total Truck % 0.0 0.5 0.5 0.0 0.5 1.3 1.0 0.0 0.0 1.1 0.0 0.0 0.0 0.0 0.0 0.6 0.0 1.0 0.0 0.8 Total % 0.3 17.7 16.7 0.0 34.7 10.2 14.1 0.2 0.0 24.6 1.0 1.4 2.5 0.0 4.8 21.9 0.9 13.1 0.0 35.9 100.0 PHF 0.91 0.91 0.91 0.85 0.85 0.85 0.66 0.66 0.66 0.90 0.90 0.90 0.89 RT TH LT U 6 388 366 0 480RT19TH288LT0UU0LT55TH30RT210 5 310 223 U LT TH RT 19th Ave 787InKagy BlvdTotal Entering 2191 697 538 Out In 19th Ave In Out 760 845 Kagy BlvdOut30Vehicle Volumes and Adjustments 19th Ave 19th Ave Kagy Blvd Kagy Blvd Southbound Northbound Eastbound Westbound In106619OutNorth/South Street: 19th Ave Kagy Blvd Date Performed: Thursday, October 15, 2015 City of Bozeman / MDT Count Time Period: PM Peak Hour (5:00 - 6:00 PM) Project Number: STPU 1212(7)Kagy Blvd. S. 19th to Willson - Fall Counts East/West Street: Agency/Company: Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By: J. Staszcuk Kagy Blvd & 19th Ave NNNNN 104 0.96HourBegin EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB ADT EB WB ADT0:0034 5134 51 85 0.5% 0.7% 0.6%1:009 289 28 37 0.1% 0.4% 0.2%2:0012 1012 10 22 0.2% 0.1% 0.1%3:008 98 9 17 0.1% 0.1% 0.1%4:0010 1710 17 27 0.1% 0.2% 0.2%5:0042 6042 60 102 0.6% 0.8% 0.7%6:00196 126196 126 322 2.6% 1.7% 2.2%7:00573 298573 298 871 7.7% 4.0% 5.8%8:00602 415602 415 1017 8.1% 5.5% 6.8%9:00549 394549 394 943 7.4% 5.2% 6.3%10:00516 447516 447 963 7.0% 5.9% 6.4%11:00460 476460 476 936 6.2% 6.3% 6.3%12:00532 633532 633 1165 7.2% 8.4% 7.8%13:00549 553549 553 1102 7.4% 7.3% 7.4%14:00470 520470 520 990 6.3% 6.9% 6.6%15:00461 617461 617 1078 6.2% 8.2% 7.2%16:00525 653525 653 1178 7.1% 8.7% 7.9%17:00617 785617 785 1402 8.3% 10.4% 9.4%18:00447 502447 502 949 6.0% 6.7% 6.3%19:00274 328274 328 602 3.7% 4.4% 4.0%20:00201 258201 258 459 2.7% 3.4% 3.1%21:00166 175166 175 341 2.2% 2.3% 2.3%22:00117 106117 106 223 1.6% 1.4% 1.5%23:0048 6648 66 114 0.6% 0.9% 0.8%TOTAL 0 0 0 0 0 0 0 0 7,418 7,527 0 0 0 0 7,418 7,527 14,945 100.0% 100.0% 100.0%Thursday10/16/2015 10/17/2015Friday SaturdayTuesdayMondaySunday10/14/2015Wednesday10/13/2015VOLUME COUNT SUMMARYGeneral InformationCounted By:Agency/Company:Kagy Boulevard - east of 19th AvenueCount Location:Jurisdiction:J. StaszcukSanderson Stewart42292Annual Average Daily Traffic10/15/2015(AADT)Hourly Percentage of Total(%)Dates Performed:City of Bozeman / MDTMinor ArterialStreet Classification:Seasonal Count Factor:STPU 1212(7)Kagy Blvd. S. 19th to WillsonProject Number:Project Description:10/12/201510/11/201502004006008001000120014001600Hourly AADTTime of DayPercentage of Daily Traffic Volume Per Hour105 1.00HourBegin EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB ADT EB WB ADT0:001 21 2 3 0.1% 0.4% 0.2%1:001 31 3 4 0.1% 0.6% 0.3%2:001 11 1 2 0.1% 0.2% 0.1%3:000 10 1 1 0.0% 0.2% 0.1%4:000 00 0 0 0.0% 0.0% 0.0%5:001 11 1 2 0.1% 0.2% 0.1%6:004 64 6 10 0.5% 1.1% 0.7%7:0013 3513 35 48 1.6% 6.4% 3.5%8:0044 5744 57 101 5.4% 10.5% 7.4%9:0052 4452 44 96 6.3% 8.1% 7.0%10:0040 3240 32 72 4.9% 5.9% 5.3%11:0086 4086 40 126 10.5% 7.3% 9.2%12:0091 4191 41 132 11.1% 7.5% 9.7%13:0069 5869 58 127 8.4% 10.6% 9.3%14:0062 4862 48 110 7.6% 8.8% 8.1%15:0081 4681 46 127 9.9% 8.4% 9.3%16:0096 4696 46 142 11.7% 8.4% 10.4%17:00106 30106 30 136 12.9% 5.5% 10.0%18:0034 2634 26 60 4.1% 4.8% 4.4%19:0012 1312 13 25 1.5% 2.4% 1.8%20:0011 511 5 16 1.3% 0.9% 1.2%21:0012 712 7 19 1.5% 1.3% 1.4%22:004 24 2 6 0.5% 0.4% 0.4%23:000 10 1 1 0.0% 0.2% 0.1%TOTAL 0 0 0 0 0 0 0 0 821 545 0 0 0 0 821 545 1,366 100.0% 100.0% 100.0%Thursday10/16/2015 10/17/2015Friday SaturdayTuesdayMondaySunday10/14/2015Wednesday10/13/2015VOLUME COUNT SUMMARYGeneral InformationCounted By:Agency/Company:Kagy Boulevard - west of 19th AvenueCount Location:Jurisdiction:J. StaszcukSanderson Stewart42292Annual Average Daily Traffic10/15/2015(AADT)Hourly Percentage of Total(%)Dates Performed:City of Bozeman / MDTLocal StreetStreet Classification:Seasonal Count Factor:STPU 1212(7)Kagy Blvd. S. 19th to WillsonProject Number:Project Description:10/12/201510/11/2015020406080100120140160Hourly AADTTime of DayPercentage of Daily Traffic Volume Per Hour106 0.96HourBegin NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB ADT NB SB ADT0:0056 5456 54 110 0.6% 0.6% 0.6%1:0023 1323 13 36 0.2% 0.1% 0.2%2:0015 1615 16 31 0.2% 0.2% 0.2%3:0011 911 9 20 0.1% 0.1% 0.1%4:0034 1134 11 45 0.4% 0.1% 0.2%5:0089 3489 34 123 1.0% 0.4% 0.7%6:00191 170191 170 361 2.1% 1.9% 2.0%7:00437 493437 493 930 4.7% 5.5% 5.1%8:00568 581568 581 1149 6.1% 6.5% 6.3%9:00557 574557 574 1131 6.0% 6.4% 6.2%10:00581 576581 576 1157 6.3% 6.5% 6.4%11:00670 541670 541 1211 7.2% 6.1% 6.7%12:00798 646798 646 1444 8.6% 7.3% 7.9%13:00644 704644 704 1348 6.9% 7.9% 7.4%14:00648 639648 639 1287 7.0% 7.2% 7.1%15:00736 600736 600 1336 7.9% 6.7% 7.3%16:00730 672730 672 1402 7.9% 7.5% 7.7%17:00842 759842 759 1601 9.1% 8.5% 8.8%18:00600 617600 617 1217 6.5% 6.9% 6.7%19:00362 390362 390 752 3.9% 4.4% 4.1%20:00274 328274 328 602 3.0% 3.7% 3.3%21:00220 247220 247 467 2.4% 2.8% 2.6%22:00128 164128 164 292 1.4% 1.8% 1.6%23:0069 7069 70 139 0.7% 0.8% 0.8%TOTAL 0 0 0 0 0 0 0 0 9,283 8,908 0 0 0 0 9,283 8,908 18,191 100.0% 100.0% 100.0%Thursday10/16/2015 10/17/2015Friday SaturdayTuesdayMondaySunday10/14/2015Wednesday10/13/2015VOLUME COUNT SUMMARYGeneral InformationCounted By:Agency/Company:19th Avenue - north of Kagy BoulevardCount Location:Jurisdiction:J. StaszcukSanderson Stewart42292Annual Average Daily Traffic10/15/2015(AADT)Hourly Percentage of Total(%)Dates Performed:City of Bozeman / MDTMinor ArterialStreet Classification:Seasonal Count Factor:STPU 1212(7)Kagy Blvd. S. 19th to WillsonProject Number:Project Description:10/12/201510/11/2015020040060080010001200140016001800Hourly AADTTime of DayPercentage of Daily Traffic Volume Per Hour107 0.96HourBegin NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB ADT NB SB ADT0:0022 3622 36 58 0.3% 0.6% 0.5%1:003 113 11 14 0.0% 0.2% 0.1%2:0014 1214 12 26 0.2% 0.2% 0.2%3:006 46 4 10 0.1% 0.1% 0.1%4:0019 419 4 23 0.3% 0.1% 0.2%5:0059 2159 21 80 0.9% 0.3% 0.6%6:00170 77170 77 247 2.7% 1.2% 1.9%7:00519 279519 279 798 8.1% 4.4% 6.3%8:00559 372559 372 931 8.8% 5.8% 7.3%9:00437 306437 306 743 6.9% 4.8% 5.8%10:00388 322388 322 710 6.1% 5.1% 5.6%11:00437 369437 369 806 6.9% 5.8% 6.3%12:00506 503506 503 1009 7.9% 7.9% 7.9%13:00411 485411 485 896 6.4% 7.6% 7.0%14:00366 420366 420 786 5.7% 6.6% 6.2%15:00402 456402 456 858 6.3% 7.2% 6.7%16:00419 537419 537 956 6.6% 8.4% 7.5%17:00537 695537 695 1232 8.4% 10.9% 9.7%18:00437 516437 516 953 6.9% 8.1% 7.5%19:00258 340258 340 598 4.0% 5.3% 4.7%20:00162 280162 280 442 2.5% 4.4% 3.5%21:00146 186146 186 332 2.3% 2.9% 2.6%22:0072 9972 99 171 1.1% 1.6% 1.3%23:0028 4628 46 74 0.4% 0.7% 0.6%TOTAL 0 0 0 0 0 0 0 0 6,377 6,376 0 0 0 0 6,377 6,376 12,753 100.0% 100.0% 100.0%(AADT)Hourly Percentage of Total(%)Dates Performed:City of Bozeman / MDTMinor ArterialStreet Classification:Seasonal Count Factor:STPU 1212(7)Kagy Blvd. S. 19th to WillsonProject Number:Project Description:10/12/201510/11/201510/14/2015Wednesday10/13/2015VOLUME COUNT SUMMARYGeneral InformationCounted By:Agency/Company:19th Avenue - south of Kagy BoulevardCount Location:Jurisdiction:J. StaszcukSanderson Stewart42292Annual Average Daily Traffic10/15/2015TuesdayMondaySundayThursday10/16/2015 10/17/2015Friday Saturday0200400600800100012001400Hourly AADTTime of DayPercentage of Daily Traffic Volume Per Hour108 Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.96 0.96 0.96 0.96 1.00 1.00 1.00 1.00 0.96 0.96 0.96 0.96 0 0.96 0.96 0.96 0.96 0 7:30 AM 7 7 7 0 21 2 10 2 0 14 9 126 29 0 164 24 95 4 0 123 322 7:45 AM 12 14 17 0 43 5 20 3 0 28 9 115 33 0 157 24 111 10 0 145 373 8:00 AM 7 8 14 0 29 1 4 3 0 8 23 82 27 0 132 16 87 5 0 108 277 8:15 AM 9 7 13 0 29 3 12 3 0 18 4 103 13 0 120 18 114 3 0 135 302 Grand Total 35 36 51 0 122 11 46 11 0 68 45 426 102 0 573 82 407 22 0 511 1274 Medium Truck % 2.9 2.8 0.0 0.0 1.6 0.0 4.3 0.0 0.0 2.9 2.2 0.2 2.0 0.0 0.7 1.2 1.2 0.0 0.0 1.2 Heavy Truck % 5.7 0.0 0.0 0.0 1.6 0.0 0.0 0.0 0.0 0.0 0.0 0.2 1.0 0.0 0.3 1.2 0.2 0.0 0.0 0.4 Total Truck % 8.6 2.8 0.0 0.0 3.3 0.0 4.3 0.0 0.0 2.9 2.2 0.5 2.9 0.0 1.0 2.4 1.5 0.0 0.0 1.6 Total % 2.7 2.8 4.0 0.0 9.6 0.9 3.6 0.9 0.0 5.3 3.5 33.4 8.0 0.0 45.0 6.4 31.9 1.7 0.0 40.1 100.0 PHF 0.71 0.71 0.71 0.61 0.61 0.61 0.87 0.87 0.87 0.88 0.88 0.88 0.85 RT TH LT U 35 36 51 0 82RT407TH22LT0UU0LT102TH426RT450 11 46 11 U LT TH RT Westbound Agency/Company: J. Staszcuk Sanderson Stewart North/South Street: 11th Ave AM Peak Hour (7:30 - 8:30 AM) STPU 1212(7)Project Number: Southbound 11th Ave Northbound Kagy Blvd Eastbound East/West Street: INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Kagy Blvd & 11th AveCounted By:Kagy BlvdKagy Blvd573City of Bozeman / MDTThursday, October 15, 2015Date Performed: Count Time Period: Kagy Blvd. S. 19th to Willson - Fall Counts 11th Ave Kagy Blvd Kagy Blvd Vehicle Volumes and Adjustments 11th Ave 122 In Out 230 11th Ave 68 InOut 103In453 In511Out488Total Entering 1274Out NNNNN 109 Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.96 0.96 0.96 0.96 1.00 1.00 1.00 1.00 0.96 0.96 0.96 0.96 0 0.96 0.96 0.96 0.96 0 5:00 PM 35 10 46 0 91 10 17 33 0 60 7 135 27 0 169 25 127 0 0 152 472 5:15 PM 30 10 58 0 98 6 17 28 0 51 3 129 24 0 156 31 135 5 0 171 476 5:30 PM 26 12 44 0 82 8 20 20 0 48 5 126 22 0 153 25 127 2 0 154 437 5:45 PM 34 12 60 0 106 7 23 12 0 42 1 117 15 0 133 39 126 3 0 168 449 Grand Total 125 44 208 0 377 31 77 93 0 201 16 507 88 0 611 120 515 10 0 645 1834 Medium Truck % 0.8 0.0 0.0 0.0 0.3 0.0 0.0 0.0 0.0 0.0 6.3 0.2 0.0 0.0 0.3 0.0 0.4 0.0 0.0 0.3 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.0 0.0 0.2 0.0 0.2 0.0 0.0 0.2 Total Truck % 0.8 0.0 0.0 0.0 0.3 0.0 0.0 0.0 0.0 0.0 6.3 0.4 0.0 0.0 0.5 0.0 0.6 0.0 0.0 0.5 Total % 6.8 2.4 11.3 0.0 20.6 1.7 4.2 5.1 0.0 11.0 0.9 27.6 4.8 0.0 33.3 6.5 28.1 0.5 0.0 35.2 100.0 PHF 0.89 0.89 0.89 0.84 0.84 0.84 0.90 0.90 0.90 0.94 0.94 0.94 0.96 RT TH LT U 125 44 208 0 120RT515TH10LT0UU0LT88TH507RT160 93 77 31 U LT TH RT Agency/Company: Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By: J. Staszcuk Kagy Blvd & 11th Ave North/South Street: 11th Ave Kagy Blvd Date Performed: Thursday, October 15, 2015 City of Bozeman / MDT Count Time Period: PM Peak Hour (5:00 - 6:00 PM) Project Number: STPU 1212(7)Kagy Blvd. S. 19th to Willson - Fall Counts East/West Street:Kagy BlvdOut733Vehicle Volumes and Adjustments 11th Ave 11th Ave Kagy Blvd Kagy Blvd Southbound Northbound Eastbound Westbound In611746Out11th Ave In Out 377 285 11th Ave 645InKagy BlvdTotal Entering 1834 70 201 Out In NNNNN 110 0.96HourBegin EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB ADT EB WB ADT0:0028 4828 48 76 0.4% 0.7% 0.5%1:0012 2512 25 37 0.2% 0.3% 0.2%2:0013 1213 12 25 0.2% 0.2% 0.2%3:008 48 4 12 0.1% 0.1% 0.1%4:009 179 17 26 0.1% 0.2% 0.2%5:0038 7838 78 116 0.5% 1.1% 0.8%6:00180 149180 149 329 2.3% 2.0% 2.2%7:00427 399427 399 826 5.6% 5.5% 5.5%8:00462 459462 459 921 6.0% 6.3% 6.1%9:00456 416456 416 872 5.9% 5.7% 5.8%10:00499 426499 426 925 6.5% 5.8% 6.2%11:00523 504523 504 1027 6.8% 6.9% 6.9%12:00592 550592 550 1142 7.7% 7.5% 7.6%13:00541 523541 523 1064 7.0% 7.2% 7.1%14:00499 496499 496 995 6.5% 6.8% 6.6%15:00538 588538 588 1126 7.0% 8.1% 7.5%16:00623 583623 583 1206 8.1% 8.0% 8.0%17:00744 644744 644 1388 9.7% 8.8% 9.3%18:00536 509536 509 1045 7.0% 7.0% 7.0%19:00346 304346 304 650 4.5% 4.2% 4.3%20:00263 219263 219 482 3.4% 3.0% 3.2%21:00196 180196 180 376 2.6% 2.5% 2.5%22:00103 101103 101 204 1.3% 1.4% 1.4%23:0050 6250 62 112 0.7% 0.8% 0.7%TOTAL 0 0 0 0 0 0 0 0 7,686 7,296 0 0 0 0 7,686 7,296 14,982 100.0% 100.0% 100.0%(AADT)Hourly Percentage of Total(%)Dates Performed:City of Bozeman / MDTMinor ArterialStreet Classification:Seasonal Count Factor:STPU 1212(7)Kagy Blvd. S. 19th to WillsonProject Number:Project Description:10/12/201510/11/201510/14/2015Wednesday10/13/2015VOLUME COUNT SUMMARYGeneral InformationCounted By:Agency/Company:Kagy Boulevard - east of 11th AvenueCount Location:Jurisdiction:J. StaszcukSanderson Stewart42292Annual Average Daily Traffic10/15/2015TuesdayMondaySundayThursday10/16/2015 10/17/2015Friday Saturday02004006008001000120014001600Hourly AADTTime of DayPercentage of Daily Traffic Volume Per Hour111 0.96HourBegin EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB ADT EB WB ADT0:0027 5027 50 77 0.4% 0.7% 0.5%1:009 249 24 33 0.1% 0.3% 0.2%2:0012 1012 10 22 0.2% 0.1% 0.2%3:008 58 5 13 0.1% 0.1% 0.1%4:009 159 15 24 0.1% 0.2% 0.2%5:0041 6441 64 105 0.6% 0.9% 0.7%6:00195 128195 128 323 2.7% 1.8% 2.2%7:00498 331498 331 829 7.0% 4.5% 5.7%8:00532 426532 426 958 7.5% 5.8% 6.6%9:00522 384522 384 906 7.3% 5.3% 6.3%10:00486 438486 438 924 6.8% 6.0% 6.4%11:00487 494487 494 981 6.8% 6.8% 6.8%12:00528 591528 591 1119 7.4% 8.1% 7.8%13:00524 555524 555 1079 7.4% 7.6% 7.5%14:00451 519451 519 970 6.3% 7.1% 6.7%15:00456 587456 587 1043 6.4% 8.0% 7.2%16:00516 627516 627 1143 7.2% 8.6% 7.9%17:00611 728611 728 1339 8.6% 10.0% 9.3%18:00441 470441 470 911 6.2% 6.4% 6.3%19:00283 306283 306 589 4.0% 4.2% 4.1%20:00199 229199 229 428 2.8% 3.1% 3.0%21:00153 167153 167 320 2.1% 2.3% 2.2%22:0094 9794 97 191 1.3% 1.3% 1.3%23:0043 5943 59 102 0.6% 0.8% 0.7%TOTAL 0 0 0 0 0 0 0 0 7,125 7,304 0 0 0 0 7,125 7,304 14,429 100.0% 100.0% 100.0%(AADT)Hourly Percentage of Total(%)Dates Performed:City of Bozeman / MDTMinor ArterialStreet Classification:Seasonal Count Factor:STPU 1212(7)Kagy Blvd. S. 19th to WillsonProject Number:Project Description:10/12/201510/11/201510/14/2015Wednesday10/13/2015VOLUME COUNT SUMMARYGeneral InformationCounted By:Agency/Company:Kagy Boulevard - west of 11th AvenueCount Location:Jurisdiction:J. StaszcukSanderson Stewart42292Annual Average Daily Traffic10/15/2015TuesdayMondaySundayThursday10/16/2015 10/17/2015Friday Saturday02004006008001000120014001600Hourly AADTTime of DayPercentage of Daily Traffic Volume Per Hour112 0.96HourBegin NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB ADT NB SB ADT0:0024 2624 26 50 0.8% 0.7% 0.7%1:0010 1410 14 24 0.3% 0.4% 0.4%2:002 52 5 7 0.1% 0.1% 0.1%3:003 13 1 4 0.1% 0.0% 0.1%4:004 34 3 7 0.1% 0.1% 0.1%5:0028 728 7 35 0.9% 0.2% 0.5%6:0046 1446 14 60 1.5% 0.4% 0.9%7:00201 96201 96 297 6.4% 2.7% 4.4%8:00190 130190 130 320 6.0% 3.6% 4.8%9:00212 130212 130 342 6.7% 3.6% 5.1%10:00191 207191 207 398 6.1% 5.8% 5.9%11:00223 235223 235 458 7.1% 6.6% 6.8%12:00252 289252 289 541 8.0% 8.1% 8.1%13:00227 300227 300 527 7.2% 8.4% 7.8%14:00174 259174 259 433 5.5% 7.3% 6.4%15:00227 265227 265 492 7.2% 7.4% 7.3%16:00226 300226 300 526 7.2% 8.4% 7.8%17:00282 373282 373 655 9.0% 10.4% 9.7%18:00230 281230 281 511 7.3% 7.9% 7.6%19:00149 219149 219 368 4.7% 6.1% 5.5%20:0093 19093 190 283 3.0% 5.3% 4.2%21:0084 13584 135 219 2.7% 3.8% 3.3%22:0043 5943 59 102 1.4% 1.7% 1.5%23:0029 3229 32 61 0.9% 0.9% 0.9%TOTAL 0 0 0 0 0 0 0 0 3,150 3,570 0 0 0 0 3,150 3,570 6,720 100.0% 100.0% 100.0%(AADT)Hourly Percentage of Total(%)Dates Performed:City of Bozeman / MDTMinor ArterialStreet Classification:Seasonal Count Factor:STPU 1212(7)Kagy Blvd. S. 19th to WillsonProject Number:Project Description:10/12/201510/11/201510/14/2015Wednesday10/13/2015VOLUME COUNT SUMMARYGeneral InformationCounted By:Agency/Company:11th Avenue - north of Kagy BoulevardCount Location:Jurisdiction:J. StaszcukSanderson Stewart42292Annual Average Daily Traffic10/15/2015TuesdayMondaySundayThursday10/16/2015 10/17/2015Friday Saturday0100200300400500600700Hourly AADTTime of DayPercentage of Daily Traffic Volume Per Hour113 1.00HourBegin NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB ADT NB SB ADT0:0016 1516 15 31 1.2% 1.2% 1.2%1:008 78 7 15 0.6% 0.6% 0.6%2:000 20 2 2 0.0% 0.2% 0.1%3:003 23 2 5 0.2% 0.2% 0.2%4:001 31 3 4 0.1% 0.2% 0.2%5:006 66 6 12 0.4% 0.5% 0.5%6:004 104 10 14 0.3% 0.8% 0.5%7:0054 9654 96 150 4.0% 7.9% 5.8%8:0047 9547 95 142 3.5% 7.9% 5.5%9:0066 9066 90 156 4.8% 7.5% 6.1%10:0089 8489 84 173 6.5% 7.0% 6.7%11:0080 5980 59 139 5.9% 4.9% 5.4%12:00150 105150 105 255 11.0% 8.7% 9.9%13:0087 9487 94 181 6.4% 7.8% 7.0%14:0072 6372 63 135 5.3% 5.2% 5.3%15:00107 59107 59 166 7.9% 4.9% 6.5%16:00131 79131 79 210 9.6% 6.5% 8.2%17:00201 103201 103 304 14.8% 8.5% 11.8%18:0051 3551 35 86 3.7% 2.9% 3.3%19:0063 5763 57 120 4.6% 4.7% 4.7%20:0039 4739 47 86 2.9% 3.9% 3.3%21:0038 4838 48 86 2.8% 4.0% 3.3%22:0027 2727 27 54 2.0% 2.2% 2.1%23:0022 2222 22 44 1.6% 1.8% 1.7%TOTAL 0 0 0 0 0 0 0 0 1,362 1,208 0 0 0 0 1,362 1,208 2,570 100.0% 100.0% 100.0%Thursday10/16/2015 10/17/2015Friday SaturdayTuesdayMondaySunday10/14/2015Wednesday10/13/2015VOLUME COUNT SUMMARYGeneral InformationCounted By:Agency/Company:11th Avenue - south of Kagy BoulevardCount Location:Jurisdiction:J. StaszcukSanderson Stewart42292Annual Average Daily Traffic10/15/2015(AADT)Hourly Percentage of Total(%)Dates Performed:City of Bozeman / MDTLocal StreetStreet Classification:Seasonal Count Factor:STPU 1212(7)Kagy Blvd. S. 19th to WillsonProject Number:Project Description:10/12/201510/11/2015050100150200250300350Hourly AADTTime of DayPercentage of Daily Traffic Volume Per Hour114 Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.96 0.96 0.96 0.96 1.00 1.00 1.00 1.00 0.96 0.96 0.96 0.96 0 0.96 0.96 0.96 0.96 0 7:30 AM 1 1 0 0 2 0 2 1 0 3 2 78 39 0 119 32 136 2 0 170 294 7:45 AM 11 2 3 0 16 0 6 0 0 6 5 98 34 0 137 25 147 9 0 181 340 8:00 AM 8 0 0 0 8 2 2 0 0 4 1 91 13 0 105 16 108 7 0 131 248 8:15 AM 10 1 0 0 11 1 2 0 0 3 4 100 17 0 121 12 126 10 0 148 283 Grand Total 30 4 3 0 37 3 12 1 0 16 12 367 103 0 482 85 517 28 0 630 1165 Medium Truck % 10.0 0.0 0.0 0.0 8.1 33.3 0.0 0.0 0.0 6.3 0.0 0.5 3.9 0.0 1.2 3.5 1.0 0.0 0.0 1.3 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.3 0.0 0.0 0.2 0.0 0.4 0.0 0.0 0.3 Total Truck % 10.0 0.0 0.0 0.0 8.1 33.3 0.0 0.0 0.0 6.3 0.0 0.8 3.9 0.0 1.5 3.5 1.4 0.0 0.0 1.6 Total % 2.6 0.3 0.3 0.0 3.2 0.3 1.0 0.1 0.0 1.4 1.0 31.5 8.8 0.0 41.4 7.3 44.4 2.4 0.0 54.1 100.0 PHF 0.58 0.58 0.58 0.67 0.67 0.67 0.88 0.88 0.88 0.87 0.87 0.87 0.86 RT TH LT U 30 4 3 0 85RT517TH28LT0UU0LT103TH367RT120 1 12 3 U LT TH RTIn548 In630Out373Total Entering 1165Out 7th Ave 16 InOut 44 7th Ave 37 In Out 200 Kagy BlvdKagy Blvd482City of Bozeman / MDTThursday, October 15, 2015Date Performed: Count Time Period: Kagy Blvd. S. 19th to Willson - Fall Counts 7th Ave Kagy Blvd Kagy Blvd Vehicle Volumes and Adjustments INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Kagy Blvd & 7th AveCounted By: Westbound Agency/Company: J. Staszcuk Sanderson Stewart North/South Street: 7th Ave AM Peak Hour (7:30 - 8:30 AM) STPU 1212(7)Project Number: Southbound 7th Ave Northbound Kagy Blvd Eastbound East/West Street: NNNNN 115 Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.96 0.96 0.96 0.96 1.00 1.00 1.00 1.00 0.96 0.96 0.96 0.96 0 0.96 0.96 0.96 0.96 0 5:00 PM 27 2 8 1 38 11 2 0 0 13 1 180 11 0 192 6 151 1 0 158 401 5:15 PM 14 1 6 0 21 3 0 0 0 3 0 172 18 0 190 8 158 0 0 166 380 5:30 PM 19 0 5 0 24 4 3 1 0 8 0 166 27 0 193 7 142 1 0 150 375 5:45 PM 22 2 6 0 30 2 3 1 0 6 0 179 13 0 192 9 146 0 0 155 383 Grand Total 82 5 25 1 113 20 8 2 0 30 1 697 69 0 767 30 597 2 0 629 1539 Medium Truck % 0.0 0.0 0.0 0.0 0.0 5.0 0.0 0.0 0.0 3.3 0.0 0.4 0.0 0.0 0.4 3.3 0.5 0.0 0.0 0.6 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.0 0.0 0.2 Total Truck % 0.0 0.0 0.0 0.0 0.0 5.0 0.0 0.0 0.0 3.3 0.0 0.4 0.0 0.0 0.4 3.3 0.7 0.0 0.0 0.8 Total % 5.3 0.3 1.6 0.1 7.3 1.3 0.5 0.1 0.0 1.9 0.1 45.3 4.5 0.0 49.8 1.9 38.8 0.1 0.0 40.9 100.0 PHF 0.74 0.74 0.74 0.58 0.58 0.58 0.99 0.99 0.99 0.95 0.95 0.95 0.96 RT TH LT U 82 5 25 1 30RT597TH2LT0UU0LT69TH697RT10 2 8 20 U LT TH RT 7th Ave 629InKagy BlvdTotal Entering 1539 8 30 Out In 7th Ave In Out 113 108 Kagy BlvdOut681Vehicle Volumes and Adjustments 7th Ave 7th Ave Kagy Blvd Kagy Blvd Southbound Northbound Eastbound Westbound In767742OutNorth/South Street: 7th Ave Kagy Blvd Date Performed: Thursday, October 15, 2015 City of Bozeman / MDT Count Time Period: PM Peak Hour (5:00 - 6:00 PM) Project Number: STPU 1212(7)Kagy Blvd. S. 19th to Willson - Fall Counts East/West Street: Agency/Company: Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By: J. Staszcuk Kagy Blvd & 7th Ave NNNNN 116 0.96HourBegin EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB ADT EB WB ADT0:0032 3332 33 65 0.4% 0.5% 0.4%1:0012 2112 21 33 0.2% 0.3% 0.2%2:0014 814 8 22 0.2% 0.1% 0.2%3:006 16 1 7 0.1% 0.0% 0.0%4:008 158 15 23 0.1% 0.2% 0.2%5:0035 8335 83 118 0.5% 1.1% 0.8%6:00150 162150 162 312 2.0% 2.2% 2.1%7:00304 516304 516 820 4.2% 7.1% 5.6%8:00391 536391 536 927 5.3% 7.4% 6.4%9:00388 454388 454 842 5.3% 6.3% 5.8%10:00431 459431 459 890 5.9% 6.3% 6.1%11:00490 492490 492 982 6.7% 6.8% 6.7%12:00588 504588 504 1092 8.0% 7.0% 7.5%13:00538 509538 509 1047 7.3% 7.0% 7.2%14:00492 501492 501 993 6.7% 6.9% 6.8%15:00540 561540 561 1101 7.4% 7.8% 7.6%16:00631 544631 544 1175 8.6% 7.5% 8.1%17:00740 628740 628 1368 10.1% 8.7% 9.4%18:00540 469540 469 1009 7.4% 6.5% 6.9%19:00351 251351 251 602 4.8% 3.5% 4.1%20:00277 194277 194 471 3.8% 2.7% 3.2%21:00205 152205 152 357 2.8% 2.1% 2.5%22:00106 87106 87 193 1.4% 1.2% 1.3%23:0055 5755 57 112 0.8% 0.8% 0.8%TOTAL 0 0 0 0 0 0 0 0 7,324 7,237 0 0 0 0 7,324 7,237 14,561 100.0% 100.0% 100.0%Thursday10/16/2015 10/17/2015Friday SaturdayTuesdayMondaySunday10/14/2015Wednesday10/13/2015VOLUME COUNT SUMMARYGeneral InformationCounted By:Agency/Company:Kagy Boulevard - east of 7th AvenueCount Location:Jurisdiction:J. StaszcukSanderson Stewart42292Annual Average Daily Traffic10/15/2015(AADT)Hourly Percentage of Total(%)Dates Performed:City of Bozeman / MDTMinor ArterialStreet Classification:Seasonal Count Factor:STPU 1212(7)Kagy Blvd. S. 19th to WillsonProject Number:Project Description:10/12/201510/11/201502004006008001000120014001600Hourly AADTTime of DayPercentage of Daily Traffic Volume Per Hour117 0.96HourBegin EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB ADT EB WB ADT0:0030 4730 47 77 0.4% 0.6% 0.5%1:0012 2412 24 36 0.2% 0.3% 0.2%2:0014 1214 12 26 0.2% 0.2% 0.2%3:009 59 5 14 0.1% 0.1% 0.1%4:009 189 18 27 0.1% 0.2% 0.2%5:0040 8140 81 121 0.5% 1.1% 0.8%6:00178 150178 150 328 2.3% 2.0% 2.1%7:00412 433412 433 845 5.3% 5.7% 5.5%8:00457 501457 501 958 5.9% 6.7% 6.3%9:00443 453443 453 896 5.7% 6.0% 5.9%10:00480 468480 468 948 6.2% 6.2% 6.2%11:00519 526519 526 1045 6.7% 7.0% 6.8%12:00605 534605 534 1139 7.8% 7.1% 7.4%13:00571 535571 535 1106 7.3% 7.1% 7.2%14:00508 521508 521 1029 6.5% 6.9% 6.7%15:00544 584544 584 1128 7.0% 7.8% 7.4%16:00637 599637 599 1236 8.2% 8.0% 8.1%17:00767 682767 682 1449 9.9% 9.1% 9.5%18:00550 500550 500 1050 7.1% 6.6% 6.9%19:00354 298354 298 652 4.6% 4.0% 4.3%20:00271 221271 221 492 3.5% 2.9% 3.2%21:00204 173204 173 377 2.6% 2.3% 2.5%22:00108 103108 103 211 1.4% 1.4% 1.4%23:0052 6552 65 117 0.7% 0.9% 0.8%TOTAL 0 0 0 0 0 0 0 0 7,774 7,533 0 0 0 0 7,774 7,533 15,307 100.0% 100.0% 100.0%Thursday10/16/2015 10/17/2015Friday SaturdayTuesdayMondaySunday10/14/2015Wednesday10/13/2015VOLUME COUNT SUMMARYGeneral InformationCounted By:Agency/Company:Kagy Boulevard - west of 7th AvenueCount Location:Jurisdiction:J. StaszcukSanderson Stewart42292Annual Average Daily Traffic10/15/2015(AADT)Hourly Percentage of Total(%)Dates Performed:City of Bozeman / MDTMinor ArterialStreet Classification:Seasonal Count Factor:STPU 1212(7)Kagy Blvd. S. 19th to WillsonProject Number:Project Description:10/12/201510/11/201502004006008001000120014001600Hourly AADTTime of DayPercentage of Daily Traffic Volume Per Hour118 0.96HourBegin NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB ADT NB SB ADT0:005 235 23 28 0.4% 1.9% 1.1%1:003 33 3 6 0.2% 0.2% 0.2%2:003 63 6 9 0.2% 0.5% 0.3%3:004 54 5 9 0.3% 0.4% 0.3%4:001 41 4 5 0.1% 0.3% 0.2%5:009 19 1 10 0.6% 0.1% 0.4%6:0040 540 5 45 2.9% 0.4% 1.7%7:00189 22189 22 211 13.5% 1.8% 8.0%8:00118 39118 39 157 8.4% 3.1% 5.9%9:00116 57116 57 173 8.3% 4.6% 6.6%10:00116 81116 81 197 8.3% 6.5% 7.5%11:0086 7586 75 161 6.2% 6.0% 6.1%12:00104 99104 99 203 7.4% 8.0% 7.7%13:0098 10298 102 200 7.0% 8.2% 7.6%14:0080 8580 85 165 5.7% 6.8% 6.3%15:0074 9474 94 168 5.3% 7.6% 6.4%16:0089 12789 127 216 6.4% 10.2% 8.2%17:00106 111106 111 217 7.6% 8.9% 8.2%18:0060 8460 84 144 4.3% 6.8% 5.5%19:0036 8136 81 117 2.6% 6.5% 4.4%20:0017 5117 51 68 1.2% 4.1% 2.6%21:0016 3716 37 53 1.1% 3.0% 2.0%22:0017 3117 31 48 1.2% 2.5% 1.8%23:0010 2010 20 30 0.7% 1.6% 1.1%TOTAL 0 0 0 0 0 0 0 0 1,397 1,243 0 0 0 0 1,397 1,243 2,640 100.0% 100.0% 100.0%(AADT)Hourly Percentage of Total(%)Dates Performed:City of Bozeman / MDTMajor CollectorStreet Classification:Seasonal Count Factor:STPU 1212(7)Kagy Blvd. S. 19th to WillsonProject Number:Project Description:10/12/201510/11/201510/14/2015Wednesday10/13/2015VOLUME COUNT SUMMARYGeneral InformationCounted By:Agency/Company:7th Avenue - north of Kagy BoulevardCount Location:Jurisdiction:J. StaszcukSanderson Stewart42292Annual Average Daily Traffic10/15/2015TuesdayMondaySundayThursday10/16/2015 10/17/2015Friday Saturday050100150200250Hourly AADTTime of DayPercentage of Daily Traffic Volume Per Hour119 1.00HourBegin NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB ADT NB SB ADT0:000 10 1 1 0.0% 0.3% 0.2%1:002 22 2 4 0.7% 0.7% 0.7%2:001 11 1 2 0.4% 0.3% 0.3%3:001 11 1 2 0.4% 0.3% 0.3%4:000 00 0 0 0.0% 0.0% 0.0%5:001 21 2 3 0.4% 0.7% 0.5%6:000 50 5 5 0.0% 1.7% 0.9%7:0010 4010 40 50 3.6% 13.7% 8.7%8:0018 5018 50 68 6.4% 17.1% 11.8%9:0019 2519 25 44 6.8% 8.5% 7.7%10:0022 2722 27 49 7.8% 9.2% 8.5%11:0023 1023 10 33 8.2% 3.4% 5.7%12:0032 2132 21 53 11.4% 7.2% 9.2%13:0022 2922 29 51 7.8% 9.9% 8.9%14:0024 2724 27 51 8.5% 9.2% 8.9%15:0021 1421 14 35 7.5% 4.8% 6.1%16:0036 1336 13 49 12.8% 4.4% 8.5%17:0030 1130 11 41 10.7% 3.8% 7.1%18:005 45 4 9 1.8% 1.4% 1.6%19:005 25 2 7 1.8% 0.7% 1.2%20:002 02 0 2 0.7% 0.0% 0.3%21:003 33 3 6 1.1% 1.0% 1.0%22:002 22 2 4 0.7% 0.7% 0.7%23:002 32 3 5 0.7% 1.0% 0.9%TOTAL 0 0 0 0 0 0 0 0 281 293 0 0 0 0 281 293 574 100.0% 100.0% 100.0%Thursday10/16/2015 10/17/2015Friday SaturdayTuesdayMondaySunday10/14/2015Wednesday10/13/2015VOLUME COUNT SUMMARYGeneral InformationCounted By:Agency/Company:7th Avenue - south of Kagy BoulevardCount Location:Jurisdiction:J. StaszcukSanderson Stewart42292Annual Average Daily Traffic10/15/2015(AADT)Hourly Percentage of Total(%)Dates Performed:City of Bozeman / MDTLocal StreetStreet Classification:Seasonal Count Factor:STPU 1212(7)Kagy Blvd. S. 19th to WillsonProject Number:Project Description:10/12/201510/11/201501020304050607080Hourly AADTTime of DayPercentage of Daily Traffic Volume Per Hour120 Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0 0.96 0.96 0.96 0.96 0 7:30 AM 13 7 12 0 32 21 25 41 0 87 10 52 10 0 72 26 132 4 0 162 353 7:45 AM 30 16 25 0 71 28 56 47 0 131 13 62 17 0 92 28 102 8 0 138 432 8:00 AM 15 7 8 0 30 22 39 26 0 87 12 57 18 0 87 19 98 8 0 125 329 8:15 AM 14 12 18 0 44 25 30 41 0 96 21 63 14 0 98 21 84 12 0 117 355 Grand Total 72 42 63 0 177 96 150 155 0 401 56 234 59 0 349 94 416 32 0 542 1469 Medium Truck % 1.4 0.0 0.0 0.0 0.6 1.0 0.7 0.6 0.0 0.7 1.8 1.3 0.0 0.0 1.1 2.1 1.9 9.4 0.0 2.4 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.6 0.0 0.2 0.0 0.4 0.0 0.0 0.3 0.0 0.0 0.0 0.0 0.0 Total Truck % 1.4 0.0 0.0 0.0 0.6 1.0 0.7 1.3 0.0 1.0 1.8 1.7 0.0 0.0 1.4 2.1 1.9 9.4 0.0 2.4 Total % 4.9 2.9 4.3 0.0 12.0 6.5 10.2 10.6 0.0 27.3 3.8 15.9 4.0 0.0 23.8 6.4 28.3 2.2 0.0 36.9 100.0 PHF 0.62 0.62 0.62 0.77 0.77 0.77 0.89 0.89 0.89 0.84 0.84 0.84 0.85 RT TH LT U 72 42 63 0 94RT416TH32LT0UU0LT59TH234RT560 155 150 96 U LT TH RT Westbound Agency/Company: J. Staszcuk Sanderson Stewart North/South Street: Willson Ave/S 3rd Ave AM Peak Hour (7:30 - 8:30 AM) STPU 1212(7)Project Number: Southbound S 3rd Ave Northbound Kagy Blvd Eastbound East/West Street: INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Kagy Blvd & Willson Ave/S 3rd AveCounted By:Kagy BlvdKagy Blvd349City of Bozeman / MDTThursday, October 15, 2015Date Performed: Count Time Period: Kagy Blvd. S. 19th to Willson - Fall Counts Willson Ave Kagy Blvd Kagy Blvd Vehicle Volumes and Adjustments Willson Ave 177 In Out 303 S 3rd Ave 401 InOut 130In643 In542Out393Total Entering 1469Out NNNNN 121 Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0 0.96 0.96 0.96 0.96 0 5:00 PM 23 47 38 0 108 11 34 29 0 74 51 104 30 0 185 33 103 30 0 166 533 5:15 PM 20 45 38 0 103 9 49 35 0 93 48 112 18 0 178 37 87 34 0 158 532 5:30 PM 8 39 30 0 77 13 29 21 0 63 47 95 35 0 177 21 114 26 0 161 478 5:45 PM 12 45 23 0 80 12 43 34 0 89 60 90 32 0 182 19 86 22 0 127 478 Grand Total 63 176 129 0 368 45 155 119 0 319 206 401 115 0 722 110 390 112 0 612 2021 Medium Truck % 0.0 0.0 0.0 0.0 0.0 0.0 1.3 0.0 0.0 0.6 0.5 0.2 0.0 0.0 0.3 0.9 0.8 0.0 0.0 0.7 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.0 0.0 0.1 0.0 0.0 0.0 0.0 0.0 Total Truck % 0.0 0.0 0.0 0.0 0.0 0.0 1.3 0.0 0.0 0.6 0.5 0.5 0.0 0.0 0.4 0.9 0.8 0.0 0.0 0.7 Total % 3.1 8.7 6.4 0.0 18.2 2.2 7.7 5.9 0.0 15.8 10.2 19.8 5.7 0.0 35.7 5.4 19.3 5.5 0.0 30.3 100.0 PHF 0.85 0.85 0.85 0.86 0.86 0.86 0.98 0.98 0.98 0.92 0.92 0.92 0.95 RT TH LT U 63 176 129 0 110RT390TH112LT0UU0LT115TH401RT2060 119 155 45 U LT TH RT Agency/Company: Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By: J. Staszcuk Kagy Blvd & Willson Ave/S 3rd Ave North/South Street: Willson Ave/S 3rd Ave Kagy Blvd Date Performed: Thursday, October 15, 2015 City of Bozeman / MDT Count Time Period: PM Peak Hour (5:00 - 6:00 PM) Project Number: STPU 1212(7)Kagy Blvd. S. 19th to Willson - Fall Counts East/West Street:Kagy BlvdOut572Vehicle Volumes and Adjustments Willson Ave S 3rd Ave Kagy Blvd Kagy Blvd Southbound Northbound Eastbound Westbound In722575OutWillson Ave In Out 368 380 S 3rd Ave 612InKagy BlvdTotal Entering 2021 494 319 Out In NNNNN 122 ATTACHMENT C SPRING 2022 TRAFFIC COUNT DATA 123 Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 1.00 1.00 1.00 1.00 0 0.88 0.88 0.88 0.88 0 7:45 AM 12 84 117 0 213 59 130 17 0 206 1 2 8 0 11 66 4 22 0 92 522 8:00 AM 6 94 81 0 181 49 153 7 0 209 1 6 11 0 18 74 4 31 0 109 517 8:15 AM 5 53 108 0 166 51 138 15 0 204 6 4 19 0 29 82 8 27 0 117 516 8:30 AM 5 72 104 0 181 65 106 11 0 182 5 11 16 0 32 47 4 28 0 79 474 Grand Total 28 303 410 0 741 224 527 50 0 801 13 23 54 0 90 269 20 108 0 397 2029 Medium Truck % 0.0 0.7 0.0 0.0 0.3 0.0 0.6 0.0 0.0 0.4 0.0 4.3 0.0 0.0 1.1 0.7 0.0 0.0 0.0 0.5 Heavy Truck % 0.0 4.3 0.2 0.0 1.9 0.4 1.1 0.0 0.0 0.9 0.0 0.0 1.9 0.0 1.1 1.5 10.0 4.6 0.0 2.8 Total Truck % 0.0 5.0 0.2 0.0 2.2 0.4 1.7 0.0 0.0 1.2 0.0 4.3 1.9 0.0 2.2 2.2 10.0 4.6 0.0 3.3 Total % 1.4 14.9 20.2 0.0 36.5 11.0 26.0 2.5 0.0 39.5 0.6 1.1 2.7 0.0 4.4 13.3 1.0 5.3 0.0 19.6 100.0 PHF 0.87 0.87 0.87 0.98 0.98 0.98 1.00 1.00 1.00 1.00 1.00 1.00 0.97 RT TH LT U 28 303 410 0 269RT20TH108LT0UU0LT54TH23RT130 50 527 224 U LT TH RTIn98 In397Out657Total Entering 2029Out South 19th Avenue 801 InOut 424 South 19th Avenue 741 In Out 850 Kagy BoulevardKagy Boulevard90Bozeman, MT /MDTWednesday, April 27, 2022Date Performed: Count Time Period: Kagy Blvd - 19th to Willson South 19th Avenue Kagy Boulevard Kagy Boulevard Vehicle Volumes and Adjustments INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information South 19th Avenue & Kagy BlvdCounted By: Westbound Agency/Company: Gannon Chamberlain Sanderson Stewart North/South Street: South 19th Avenue AM Peak Hour (7:45 - 8:45 AM) 15060.01Project Number: Southbound South 19th Avenue Northbound Kagy Boulevard Eastbound East/West Street: NNNNN 124 Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 1.00 1.00 1.00 1.00 0 0.89 0.89 0.89 0.89 0 5:00 PM 1 121 91 0 213 47 105 4 1 157 5 7 31 0 43 116 3 43 0 162 575 5:15 PM 3 106 92 0 201 42 87 2 0 131 2 6 12 0 20 136 2 50 0 188 540 5:30 PM 1 115 97 0 213 44 89 1 0 134 2 1 12 0 15 104 2 53 0 159 521 5:45 PM 1 111 91 0 203 28 90 1 0 119 6 4 6 0 16 106 2 48 0 156 494 Grand Total 6 453 371 0 830 161 371 8 1 541 15 18 61 0 94 462 9 194 0 665 2130 Medium Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Heavy Truck % 0.0 0.2 0.0 0.0 0.1 1.2 0.5 0.0 0.0 0.7 0.0 0.0 1.6 0.0 1.1 0.6 0.0 0.0 0.0 0.5 Total Truck % 0.0 0.2 0.0 0.0 0.1 1.2 0.5 0.0 0.0 0.7 0.0 0.0 1.6 0.0 1.1 0.6 0.0 0.0 0.0 0.5 Total % 0.3 21.3 17.4 0.0 39.0 7.6 17.4 0.4 0.0 25.4 0.7 0.8 2.9 0.0 4.4 21.7 0.4 9.1 0.0 31.2 100.0 PHF 0.97 0.97 0.97 0.86 0.86 0.86 0.55 0.55 0.55 1.00 1.00 1.00 0.93 RT TH LT U 6 453 371 0 462RT9TH194LT0UU0LT61TH18RT151 8 371 161 U LT TH RT South 19th Avenue 665InKagy BoulevardTotal Entering 2130 663 541 Out In South 19th Avenue In Out 830 894 Kagy BoulevardOut23Vehicle Volumes and Adjustments South 19th Avenue South 19th Avenue Kagy Boulevard Kagy Boulevard Southbound Northbound Eastbound Westbound In94550OutNorth/South Street: South 19th Avenue Kagy Boulevard Date Performed: Tuesday, April 26, 2022 Bozeman, MT /MDT Count Time Period: PM Peak Hour (5:00 - 6:00 PM) Project Number: 15060.01 Kagy Blvd - 19th to Willson East/West Street: Agency/Company: Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By: Gannon Chamberlain South 19th Avenue & Kagy Blvd NNNNN 125 0.882 Hour Begin EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB ADT EB WB ADT 0:00 20 35 25 28 23 32 55 0.3% 0.5% 0.4% 1:00 8 10 10 11 9 11 20 0.1% 0.2% 0.1% 2:00 6 8 5 6 6 7 13 0.1% 0.1% 0.1% 3:00 4 11 4 8 4 10 14 0.1% 0.1% 0.1% 4:00 9 17 7 15 8 16 24 0.1% 0.2% 0.2% 5:00 77 55 58 54 68 55 123 1.0% 0.8% 0.9% 6:00 149 152 160 152 155 152 307 2.3% 2.2% 2.3% 7:00 550 310 523 294 537 302 839 8.0% 4.5% 6.2% 8:00 562 423 651 423 607 423 1030 9.0% 6.2% 7.6% 9:00 504 335 499 381 502 358 860 7.4% 5.3% 6.4% 10:00 426 390 382 365 404 378 782 6.0% 5.6% 5.8% 11:00 383 398 433 448 408 423 831 6.1% 6.2% 6.1% 12:00 393 495 440 496 417 496 913 6.2% 7.3% 6.8% 13:00 449 468 495 499 472 484 956 7.0% 7.1% 7.1% 14:00 456 465 439 486 448 476 924 6.6% 7.0% 6.8% 15:00 488 597 476 602 482 600 1082 7.1% 8.9% 8.0% 16:00 504 659 530 599 517 629 1146 7.7% 9.3% 8.5% 17:00 544 658 544 645 544 652 1196 8.1% 9.6% 8.8% 18:00 372 452 375 427 374 440 814 5.5% 6.5% 6.0% 19:00 285 296 239 329 262 313 575 3.9% 4.6% 4.3% 20:00 203 246 223 219 213 233 446 3.2% 3.4% 3.3% 21:00 143 156 139 142 141 149 290 2.1% 2.2% 2.1% 22:00 91 89 96 104 94 97 191 1.4% 1.4% 1.4% 23:00 47 34 46 46 47 40 87 0.7% 0.6% 0.6% TOTAL 0 0 0 0 6,673 6,759 6799 6779 0 0 0 0 0 0 6,742 6,776 13,518 100.0% 100.0% 100.0% Thursday 4/29/2022 4/30/2022 Friday SaturdayTuesdayMondaySunday 4/27/2022 Wednesday 4/26/2022 VOLUME COUNT SUMMARY General Information Counted By: Agency/Company: Kagy Blvd east of South 19th AvenueCount Location: Jurisdiction: Gannon Chamberlain Sanderson Stewart 4/26/2022 and 4/27/2022 Annual Average Daily Traffic4/28/2022 (AADT) Hourly Percentage of Total (%) Dates Performed:City of Bozeman/MDT Minor ArterialStreet Classification: Seasonal Count Factor: 15060.01 Kagy Blvd - 19th to Willson Project Number: Project Description: 4/25/20224/24/2022 0 200 400 600 800 1000 1200 1400 Hourly AADTTime of Day Percentage of Daily Traffic Volume Per Hour 126 1.000 Hour Begin EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB ADT EB WB ADT 0:00 0 3 2 2 1 3 4 0.1% 0.4% 0.2% 1:00 2 1 1 3 2 2 4 0.2% 0.3% 0.2% 2:00 0 2 0 0 0 1 1 0.0% 0.1% 0.1% 3:00 0 0 0 0 0 0 0 0.0% 0.0% 0.0% 4:00 0 0 2 1 1 1 2 0.1% 0.1% 0.1% 5:00 1 2 3 4 2 3 5 0.2% 0.4% 0.3% 6:00 5 8 11 13 8 11 19 0.7% 1.6% 1.0% 7:00 30 54 31 61 31 58 89 2.8% 8.2% 4.9% 8:00 45 78 96 94 71 86 157 6.4% 12.1% 8.7% 9:00 77 51 97 58 87 55 142 7.9% 7.8% 7.8% 10:00 66 56 93 69 80 63 143 7.3% 8.9% 7.9% 11:00 96 66 127 57 112 62 174 10.2% 8.8% 9.6% 12:00 114 71 105 64 110 68 178 10.0% 9.6% 9.8% 13:00 81 60 81 66 81 63 144 7.4% 8.9% 8.0% 14:00 97 54 98 57 98 56 154 8.9% 7.9% 8.5% 15:00 96 59 131 64 114 62 176 10.3% 8.8% 9.7% 16:00 114 45 96 41 105 43 148 9.5% 6.1% 8.2% 17:00 94 23 116 19 105 21 126 9.5% 3.0% 7.0% 18:00 37 18 45 14 41 16 57 3.7% 2.3% 3.1% 19:00 27 7 19 10 23 9 32 2.1% 1.3% 1.8% 20:00 15 3 21 16 18 10 28 1.6% 1.4% 1.5% 21:00 7 4 3 12 5 8 13 0.5% 1.1% 0.7% 22:00 5 5 7 3 6 4 10 0.5% 0.6% 0.6% 23:00 2 4 0 2 1 3 4 0.1% 0.4% 0.2% TOTAL 0 0 0 0 1,011 674 1,185 730 0 0 0 0 0 0 1,102 708 1,810 100.0% 100.0% 100.0% (AADT) (%) 4/30/2022 Annual Average Daily Traffic Hourly Percentage of Total Sunday Monday Tuesday Wednesday Thursday Friday Saturday Seasonal Count Factor: 4/24/2022 4/25/2022 4/26/2022 4/27/2022 4/28/2022 4/29/2022 Project Number: 15060.01 Street Classification: Local Street Project Description: Kagy Blvd - 19th to Willson Agency/Company: Sanderson Stewart Dates Performed: 4/26/2022 and 4/27/2022 Jurisdiction: City of Bozeman/MDT VOLUME COUNT SUMMARY General Information Counted By: Gannon Chamberlain Count Location: Kagy Blvd west of South 19th Avenue 0 20 40 60 80 100 120 140 160 180 200 Hourly AADTTime of Day Percentage of Daily Traffic Volume Per Hour 127 0.882 Hour Begin NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB ADT NB SB ADT 0:00 41 35 35 34 38 35 73 0.4% 0.4% 0.4% 1:00 11 11 9 13 10 12 22 0.1% 0.1% 0.1% 2:00 7 11 11 10 9 11 20 0.1% 0.1% 0.1% 3:00 15 5 12 6 14 6 20 0.1% 0.1% 0.1% 4:00 37 9 33 8 35 9 44 0.4% 0.1% 0.2% 5:00 83 72 90 64 87 68 155 0.9% 0.7% 0.8% 6:00 213 187 218 207 216 197 413 2.2% 2.0% 2.1% 7:00 609 561 561 571 585 566 1151 5.9% 5.8% 5.9% 8:00 822 686 829 723 826 705 1531 8.3% 7.3% 7.8% 9:00 539 533 584 638 562 586 1148 5.7% 6.0% 5.8% 10:00 609 565 582 554 596 560 1156 6.0% 5.8% 5.9% 11:00 662 553 777 585 720 569 1289 7.2% 5.9% 6.6% 12:00 755 699 748 685 752 692 1444 7.6% 7.1% 7.3% 13:00 669 718 717 733 693 726 1419 7.0% 7.5% 7.2% 14:00 662 667 670 672 666 670 1336 6.7% 6.9% 6.8% 15:00 812 783 875 772 844 778 1622 8.5% 8.0% 8.2% 16:00 864 788 783 816 824 802 1626 8.3% 8.3% 8.3% 17:00 880 822 800 841 840 832 1672 8.4% 8.6% 8.5% 18:00 560 624 577 655 569 640 1209 5.7% 6.6% 6.1% 19:00 391 504 376 443 384 474 858 3.9% 4.9% 4.4% 20:00 299 365 285 363 292 364 656 2.9% 3.7% 3.3% 21:00 215 230 189 206 202 218 420 2.0% 2.2% 2.1% 22:00 115 125 136 129 126 127 253 1.3% 1.3% 1.3% 23:00 46 71 63 70 55 71 126 0.6% 0.7% 0.6% TOTAL 0 0 0 0 9,916 9,624 9,960 9,798 0 0 0 0 0 0 9,945 9,718 19,663 100.0% 100.0% 100.0% (AADT) (%) 4/30/2022 Annual Average Daily Traffic Hourly Percentage of Total Sunday Monday Tuesday Wednesday Thursday Friday Saturday Seasonal Count Factor: 4/24/2022 4/25/2022 4/26/2022 4/27/2022 4/28/2022 4/29/2022 Project Number: 15060.01 Street Classification: Minor Arterial Project Description: Kagy Blvd - 19th to Willson Agency/Company: Sanderson Stewart Dates Performed: 4/26/2022 and 4/27/2022 Jurisdiction: City of Bozeman/MDT VOLUME COUNT SUMMARY General Information Counted By: Gannon Chamberlain Count Location: South 19th Avenue north of Kagy Blvd 0 200 400 600 800 1000 1200 1400 1600 1800 Hourly AADTTime of Day Percentage of Daily Traffic Volume Per Hour 128 0.882 Hour Begin NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB ADT NB SB ADT 0:00 12 19 15 18 14 19 33 0.2% 0.3% 0.2% 1:00 3 6 4 9 4 8 12 0.1% 0.1% 0.1% 2:00 3 7 5 5 4 6 10 0.1% 0.1% 0.1% 3:00 6 4 6 4 6 4 10 0.1% 0.1% 0.1% 4:00 24 4 21 5 23 5 28 0.3% 0.1% 0.2% 5:00 71 38 72 41 72 40 112 1.1% 0.6% 0.8% 6:00 172 146 167 147 170 147 317 2.6% 2.2% 2.4% 7:00 597 287 546 301 572 294 866 8.6% 4.3% 6.4% 8:00 722 419 752 420 737 420 1157 11.1% 6.2% 8.6% 9:00 460 308 418 389 439 349 788 6.6% 5.1% 5.9% 10:00 408 337 381 357 395 347 742 5.9% 5.1% 5.5% 11:00 432 364 517 401 475 383 858 7.1% 5.6% 6.4% 12:00 442 526 444 474 443 500 943 6.7% 7.3% 7.0% 13:00 397 483 454 487 426 485 911 6.4% 7.1% 6.8% 14:00 389 441 388 472 389 457 846 5.8% 6.7% 6.3% 15:00 464 576 532 614 498 595 1093 7.5% 8.7% 8.1% 16:00 484 624 464 615 474 620 1094 7.1% 9.1% 8.1% 17:00 536 655 495 723 516 689 1205 7.8% 10.1% 8.9% 18:00 353 515 365 522 359 519 878 5.4% 7.6% 6.5% 19:00 235 378 212 376 224 377 601 3.4% 5.5% 4.5% 20:00 172 292 203 282 188 287 475 2.8% 4.2% 3.5% 21:00 125 156 140 152 133 154 287 2.0% 2.3% 2.1% 22:00 59 67 62 66 61 67 128 0.9% 1.0% 1.0% 23:00 28 39 35 40 32 40 72 0.5% 0.6% 0.5% TOTAL 0 0 0 0 6,594 6,691 6,698 6,920 0 0 0 0 0 0 6,654 6,812 13,466 100.0% 100.0% 100.0% (AADT) (%) 4/30/2022 Annual Average Daily Traffic Hourly Percentage of Total Sunday Monday Tuesday Wednesday Thursday Friday Saturday Seasonal Count Factor: 4/24/2022 4/25/2022 4/26/2022 4/27/2022 4/28/2022 4/29/2022 Project Number: 15060.01 Street Classification: Minor Arterial Project Description: Kagy Blvd - 19th to Willson Agency/Company: Sanderson Stewart Dates Performed: 4/26/2022 and 4/27/2022 Jurisdiction: City of Bozeman/MDT VOLUME COUNT SUMMARY General Information Counted By: Gannon Chamberlain Count Location: South 19th Avenue south of Kagy Blvd 0 200 400 600 800 1000 1200 1400 Hourly AADTTime of Day Percentage of Daily Traffic Volume Per Hour 129 Hour Begin 0:00 81 1:00 28 2:00 22 3:00 21 4:00 48 5:00 196 6:00 527 7:00 1470 8:00 1935 9:00 1470 10:00 1411 11:00 1578 12:00 1740 13:00 1716 14:00 1631 15:00 1989 16:00 2010 17:00 2104 18:00 1479 19:00 1033 20:00 802 21:00 505 22:00 290 23:00 143 TOTAL 24,229 Agency/Company: Sanderson Stewart Dates Performed: 4/26/2022 and 4/27/2022 Jurisdiction: City of Bozeman/MDT VOLUME COUNT SUMMARY General Information Counted By: Gannon Chamberlain Count Location: Kagy Boulevard & South 19th Avenue 4/24/2022 4/25/2022 4/26/2022 4/27/2022 4/28/2022 4/29/2022 Project Number: 15060.01 Project Description: Kagy Blvd - 19th to Willson 4/30/2022 Annual Average Daily Traffic Hourly Percentage of Total Sunday Monday Tuesday Wednesday Thursday Friday Saturday (AADT) (%) Total Total AADT 82 79 0.3% AADT 22 20 0.1% 50 46 0.2% 26 29 0.1% 22 21 0.1% 1498 1442 6.1% 1876 1994 8.0% 199 193 0.8% 516 537 2.2% 1405 1534 6.1% 1429 1393 5.8% 1479 1677 6.5% 1750 1730 7.2% 1664 1767 7.1% 1618 1644 6.7% 1940 2037 8.2% 2045 1975 8.3% 2110 2097 8.7% 1466 1492 6.1% 1062 1003 4.3% 798 806 3.3% 518 491 2.1% 278 302 1.2% 135 151 0.6% 0 0 23,988 24,460 0 0 0 100.0% Total Total Total Total Total 0 500 1000 1500 2000 2500 Hourly AADTTime of Day Percentage of Daily Traffic Volume Per Hour 130 Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.88 0.88 0.88 0.88 1.00 1.00 1.00 1.00 0.88 0.88 0.88 0.88 0 0.88 0.88 0.88 0.88 0 7:45 AM 3 11 18 0 32 24 46 11 0 81 19 142 10 0 171 18 93 4 0 115 399 8:00 AM 7 25 9 0 41 14 92 34 0 140 15 100 8 0 123 14 78 5 0 97 401 8:15 AM 6 25 17 0 48 12 55 25 0 92 12 111 13 0 136 19 82 2 0 103 379 8:30 AM 2 17 9 0 28 25 43 11 0 79 11 128 15 0 154 18 57 2 0 77 338 Grand Total 18 78 53 0 149 75 236 81 0 392 57 481 46 0 584 69 310 13 0 392 1517 Medium Truck % 0.0 5.1 0.0 0.0 2.7 1.3 0.8 2.5 0.0 1.3 0.0 0.0 0.0 0.0 0.0 0.0 0.3 0.0 0.0 0.3 Heavy Truck % 0.0 2.6 1.9 0.0 2.0 1.3 0.8 0.0 0.0 0.8 0.0 0.2 2.2 0.0 0.3 1.4 2.3 0.0 0.0 2.0 Total Truck % 0.0 7.7 1.9 0.0 4.7 2.7 1.7 2.5 0.0 2.0 0.0 0.2 2.2 0.0 0.3 1.4 2.6 0.0 0.0 2.3 Total % 1.2 5.1 3.5 0.0 9.8 4.9 15.6 5.3 0.0 25.8 3.8 31.7 3.0 0.0 38.5 4.5 20.4 0.9 0.0 25.8 100.0 PHF 1.00 1.00 1.00 1.00 1.00 1.00 0.86 0.86 0.86 0.86 0.86 0.86 0.95 RT TH LT U 18 78 53 0 69RT310TH13LT0UU0LT46TH481RT570 81 236 75 U LT TH RT Westbound Agency/Company: Gannon Chamberlain Sanderson Stewart North/South Street: South 11th Avenue AM Peak Hour (7:45 - 8:45 AM) 15060.01Project Number: Southbound South 11th Avenue Northbound Kagy Boulevard Eastbound East/West Street: INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information South 11th Avenue & Kagy BlvdCounted By:Kagy BoulevardKagy Boulevard584Bozeman, MT /MDTWednesday, April 27, 2022Date Performed: Count Time Period: Kagy Blvd - 19th to Willson South 11th Avenue Kagy Boulevard Kagy Boulevard Vehicle Volumes and Adjustments South 11th Avenue 149 In Out 351 South 11th Avenue 392 InOut 148In409 In392Out609Total Entering 1517Out NNNNN 131 Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.89 0.89 0.89 0.89 1.00 1.00 1.00 1.00 0.89 0.89 0.89 0.89 0 0.89 0.89 0.89 0.89 0 5:00 PM 16 46 25 0 87 8 43 36 0 87 17 115 23 0 155 32 95 14 0 141 470 5:15 PM 13 39 40 0 92 15 35 26 0 76 16 112 11 0 139 36 121 12 0 169 476 5:30 PM 19 39 36 0 94 15 42 27 0 84 20 103 12 0 135 34 110 14 0 158 471 5:45 PM 15 54 36 0 105 18 40 21 0 79 12 99 9 0 120 28 103 21 1 153 457 Grand Total 63 178 137 0 378 56 160 110 0 326 65 429 55 0 549 130 429 61 1 621 1874 Medium Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.0 0.0 0.2 0.8 0.5 0.0 0.0 0.5 Total Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.0 0.0 0.2 0.8 0.5 0.0 0.0 0.5 Total % 3.4 9.5 7.3 0.0 20.2 3.0 8.5 5.9 0.0 17.4 3.5 22.9 2.9 0.0 29.3 6.9 22.9 3.3 0.1 33.1 100.0 PHF 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.99 0.99 0.92 0.92 0.92 0.98 RT TH LT U 63 178 137 0 130RT429TH61LT1UU0LT55TH429RT650 110 160 56 U LT TH RT Agency/Company: Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By: Gannon Chamberlain South 11th Avenue & Kagy Blvd North/South Street: South 11th Avenue Kagy Boulevard Date Performed: Tuesday, April 26, 2022 Bozeman, MT /MDT Count Time Period: PM Peak Hour (5:00 - 6:00 PM) Project Number: 15060.01 Kagy Blvd - 19th to Willson East/West Street:Kagy BoulevardOut602Vehicle Volumes and Adjustments South 11th Avenue South 11th Avenue Kagy Boulevard Kagy Boulevard Southbound Northbound Eastbound Westbound In549623OutSouth 11th Avenue In Out 378 345 South 11th Avenue 621InKagy BoulevardTotal Entering 1874 304 326 Out In NNNNN 132 0.882 Hour Begin EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB ADT EB WB ADT 0:00 16 33 25 29 21 31 52 0.3% 0.5% 0.4% 1:00 5 11 7 14 6 13 19 0.1% 0.2% 0.1% 2:00 5 4 3 7 4 6 10 0.1% 0.1% 0.1% 3:00 4 7 2 3 3 5 8 0.0% 0.1% 0.1% 4:00 5 12 6 6 6 9 15 0.1% 0.1% 0.1% 5:00 66 45 63 49 65 47 112 0.9% 0.7% 0.8% 6:00 150 139 153 152 152 146 298 2.2% 2.2% 2.2% 7:00 498 332 488 310 493 321 814 7.0% 4.8% 5.9% 8:00 507 414 615 414 561 414 975 8.0% 6.1% 7.1% 9:00 508 324 482 365 495 345 840 7.1% 5.1% 6.1% 10:00 467 409 410 360 439 385 824 6.3% 5.7% 6.0% 11:00 424 427 477 455 451 441 892 6.4% 6.5% 6.5% 12:00 428 483 469 521 449 502 951 6.4% 7.5% 6.9% 13:00 482 474 532 472 507 473 980 7.2% 7.0% 7.1% 14:00 480 482 493 470 487 476 963 7.0% 7.1% 7.0% 15:00 510 547 495 573 503 560 1063 7.2% 8.3% 7.7% 16:00 589 580 599 591 594 586 1180 8.5% 8.7% 8.6% 17:00 612 617 581 613 597 615 1212 8.5% 9.1% 8.8% 18:00 406 491 412 421 409 456 865 5.8% 6.8% 6.3% 19:00 292 353 270 338 281 346 627 4.0% 5.1% 4.6% 20:00 234 258 233 232 234 245 479 3.3% 3.6% 3.5% 21:00 151 158 127 156 139 157 296 2.0% 2.3% 2.2% 22:00 71 101 73 107 72 104 176 1.0% 1.5% 1.3% 23:00 33 46 32 53 33 50 83 0.5% 0.7% 0.6% TOTAL 0 0 0 0 6,943 6,747 7047 6711 0 0 0 0 0 0 7,001 6,733 13,734 100.0% 100.0% 100.0% Thursday 4/29/2022 4/30/2022 Friday SaturdayTuesdayMondaySunday 4/27/2022 Wednesday 4/26/2022 VOLUME COUNT SUMMARY General Information Counted By: Agency/Company: Kagy Blvd east of South 11th AvenueCount Location: Jurisdiction: Gannon Chamberlain Sanderson Stewart 4/26/2022 and 4/27/2022 Annual Average Daily Traffic4/28/2022 (AADT) Hourly Percentage of Total (%) Dates Performed:City of Bozeman/MDT Minor ArterialStreet Classification: Seasonal Count Factor: 15060.01 Kagy Blvd - 19th to Willson Project Number: Project Description: 4/25/20224/24/2022 0 200 400 600 800 1000 1200 1400 Hourly AADTTime of Day Percentage of Daily Traffic Volume Per Hour 133 0.882 Hour Begin EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB ADT EB WB ADT 0:00 19 47 28 25 24 36 60 0.4% 0.6% 0.5% 1:00 8 9 9 13 9 11 20 0.1% 0.2% 0.2% 2:00 5 6 4 5 5 6 11 0.1% 0.1% 0.1% 3:00 3 10 3 7 3 9 12 0.0% 0.1% 0.1% 4:00 11 16 6 11 9 14 23 0.1% 0.2% 0.2% 5:00 76 51 57 49 67 50 117 1.0% 0.8% 0.9% 6:00 135 148 148 153 142 151 293 2.2% 2.3% 2.3% 7:00 478 309 459 302 469 306 775 7.3% 4.8% 6.0% 8:00 501 429 602 422 552 426 978 8.6% 6.6% 7.6% 9:00 493 322 463 361 478 342 820 7.4% 5.3% 6.4% 10:00 416 377 377 353 397 365 762 6.2% 5.7% 5.9% 11:00 398 375 432 421 415 398 813 6.4% 6.2% 6.3% 12:00 392 465 424 486 408 476 884 6.3% 7.4% 6.9% 13:00 429 461 466 480 448 471 919 7.0% 7.3% 7.1% 14:00 422 443 443 482 433 463 896 6.7% 7.2% 7.0% 15:00 455 544 455 558 455 551 1006 7.1% 8.6% 7.8% 16:00 509 625 532 534 521 580 1101 8.1% 9.0% 8.5% 17:00 545 585 515 584 530 585 1115 8.2% 9.1% 8.7% 18:00 360 436 365 391 363 414 777 5.6% 6.4% 6.0% 19:00 277 298 235 301 256 300 556 4.0% 4.7% 4.3% 20:00 188 229 211 220 200 225 425 3.1% 3.5% 3.3% 21:00 140 138 136 128 138 133 271 2.1% 2.1% 2.1% 22:00 84 74 79 93 82 84 166 1.3% 1.3% 1.3% 23:00 43 35 41 43 42 39 81 0.7% 0.6% 0.6% TOTAL 0 0 0 0 6,387 6,432 6,490 6,422 0 0 0 0 0 0 6,446 6,435 12,881 100.0% 100.0% 100.0% (AADT) (%) 4/30/2022 Annual Average Daily Traffic Hourly Percentage of Total Sunday Monday Tuesday Wednesday Thursday Friday Saturday Seasonal Count Factor: 4/24/2022 4/25/2022 4/26/2022 4/27/2022 4/28/2022 4/29/2022 Project Number: 15060.01 Street Classification: Minor Arterial Project Description: Kagy Blvd - 19th to Willson Agency/Company: Sanderson Stewart Dates Performed: 4/26/2022 and 4/27/2022 Jurisdiction: City of Bozeman/MDT VOLUME COUNT SUMMARY General Information Counted By: Gannon Chamberlain Count Location: Kagy Blvd west of South 11th Avenue 0 200 400 600 800 1000 1200 Hourly AADTTime of Day Percentage of Daily Traffic Volume Per Hour 134 0.882 Hour Begin NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB ADT NB SB ADT 0:00 21 34 20 19 21 27 48 0.6% 0.7% 0.6% 1:00 7 10 6 8 7 9 16 0.2% 0.2% 0.2% 2:00 4 5 4 4 4 5 9 0.1% 0.1% 0.1% 3:00 4 2 1 3 3 3 6 0.1% 0.1% 0.1% 4:00 8 4 4 4 6 4 10 0.2% 0.1% 0.1% 5:00 15 19 28 9 22 14 36 0.6% 0.3% 0.5% 6:00 65 33 56 37 61 35 96 1.6% 0.9% 1.2% 7:00 210 95 186 95 198 95 293 5.2% 2.3% 3.7% 8:00 280 174 331 158 306 166 472 8.1% 4.1% 6.0% 9:00 231 146 205 150 218 148 366 5.8% 3.7% 4.7% 10:00 234 198 215 195 225 197 422 5.9% 4.9% 5.4% 11:00 250 211 264 204 257 208 465 6.8% 5.1% 5.9% 12:00 271 294 272 287 272 291 563 7.2% 7.2% 7.2% 13:00 259 310 246 339 253 325 578 6.7% 8.0% 7.4% 14:00 227 275 245 313 236 294 530 6.2% 7.3% 6.8% 15:00 302 331 304 344 303 338 641 8.0% 8.4% 8.2% 16:00 272 425 302 380 287 403 690 7.6% 10.0% 8.8% 17:00 324 376 347 428 336 402 738 8.9% 9.9% 9.4% 18:00 269 326 227 309 248 318 566 6.6% 7.9% 7.2% 19:00 219 278 191 262 205 270 475 5.4% 6.7% 6.1% 20:00 134 242 135 202 135 222 357 3.6% 5.5% 4.6% 21:00 93 154 100 143 97 149 246 2.6% 3.7% 3.1% 22:00 60 67 48 85 54 76 130 1.4% 1.9% 1.7% 23:00 27 45 29 42 28 44 72 0.7% 1.1% 0.9% TOTAL 0 0 0 0 3,786 4,054 3,766 4,020 0 0 0 0 0 0 3,782 4,043 7,825 100.0% 100.0% 100.0% (AADT) (%) 4/30/2022 Annual Average Daily Traffic Hourly Percentage of Total Sunday Monday Tuesday Wednesday Thursday Friday Saturday Seasonal Count Factor: 4/24/2022 4/25/2022 4/26/2022 4/27/2022 4/28/2022 4/29/2022 Project Number: 15060.01 Street Classification: Minor Arterial Project Description: Kagy Blvd - 19th to Willson Agency/Company: Sanderson Stewart Dates Performed: 4/26/2022 and 4/27/2022 Jurisdiction: City of Bozeman/MDT VOLUME COUNT SUMMARY General Information Counted By: Gannon Chamberlain Count Location: South 11th Avenue north of Kagy Blvd 0 100 200 300 400 500 600 700 800 Hourly AADTTime of Day Percentage of Daily Traffic Volume Per Hour 135 1.000 Hour Begin NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB ADT NB SB ADT 0:00 26 29 21 29 24 29 53 0.6% 0.8% 0.7% 1:00 9 17 8 13 9 15 24 0.2% 0.4% 0.3% 2:00 6 6 5 9 6 8 14 0.2% 0.2% 0.2% 3:00 7 0 3 1 5 1 6 0.1% 0.0% 0.1% 4:00 7 4 9 3 8 4 12 0.2% 0.1% 0.2% 5:00 27 35 37 9 32 22 54 0.8% 0.6% 0.7% 6:00 81 18 68 38 75 28 103 2.0% 0.7% 1.4% 7:00 244 117 237 110 241 114 355 6.3% 3.0% 4.7% 8:00 327 182 399 179 363 181 544 9.5% 4.7% 7.1% 9:00 239 129 223 142 231 136 367 6.1% 3.6% 4.8% 10:00 234 172 218 166 226 169 395 5.9% 4.4% 5.2% 11:00 195 180 265 183 230 182 412 6.0% 4.8% 5.4% 12:00 222 229 240 247 231 238 469 6.1% 6.2% 6.2% 13:00 240 253 241 263 241 258 499 6.3% 6.8% 6.5% 14:00 208 241 239 245 224 243 467 5.9% 6.4% 6.1% 15:00 349 322 325 342 337 332 669 8.8% 8.7% 8.8% 16:00 331 362 269 346 300 354 654 7.9% 9.3% 8.6% 17:00 326 345 324 373 325 359 684 8.5% 9.4% 9.0% 18:00 229 303 215 291 222 297 519 5.8% 7.8% 6.8% 19:00 180 292 169 252 175 272 447 4.6% 7.1% 5.9% 20:00 114 217 122 186 118 202 320 3.1% 5.3% 4.2% 21:00 99 179 88 178 94 179 273 2.5% 4.7% 3.6% 22:00 65 118 54 117 60 118 178 1.6% 3.1% 2.3% 23:00 34 77 30 67 32 72 104 0.8% 1.9% 1.4% TOTAL 0 0 0 0 3,799 3,827 3,809 3,789 0 0 0 0 0 0 3,809 3,813 7,622 100.0% 100.0% 100.0% (AADT) (%) 4/30/2022 Annual Average Daily Traffic Hourly Percentage of Total Sunday Monday Tuesday Wednesday Thursday Friday Saturday Seasonal Count Factor: 4/24/2022 4/25/2022 4/26/2022 4/27/2022 4/28/2022 4/29/2022 Project Number: 15060.01 Street Classification: Local Street Project Description: Kagy Blvd - 19th to Willson Agency/Company: Sanderson Stewart Dates Performed: 4/26/2022 and 4/27/2022 Jurisdiction: City of Bozeman/MDT VOLUME COUNT SUMMARY General Information Counted By: Gannon Chamberlain Count Location: South 11th Avenue south of Kagy Blvd 0 100 200 300 400 500 600 700 800 Hourly AADTTime of Day Percentage of Daily Traffic Volume Per Hour 136 Hour Begin 0:00 105 1:00 39 2:00 20 3:00 16 4:00 30 5:00 160 6:00 397 7:00 1125 8:00 1495 9:00 1202 10:00 1204 11:00 1294 12:00 1432 13:00 1486 14:00 1426 15:00 1690 16:00 1809 17:00 1872 18:00 1358 19:00 1046 20:00 785 21:00 537 22:00 321 23:00 167 TOTAL 21,016 Agency/Company: Sanderson Stewart Dates Performed: 4/26/2022 and 4/27/2022 Jurisdiction: City of Bozeman/MDT VOLUME COUNT SUMMARY General Information Counted By: Gannon Chamberlain Count Location: Kagy Boulevard & South 11th Avenue 4/24/2022 4/25/2022 4/26/2022 4/27/2022 4/28/2022 4/29/2022 Project Number: 15060.01 Project Description: Kagy Blvd - 19th to Willson 4/30/2022 Annual Average Daily Traffic Hourly Percentage of Total Sunday Monday Tuesday Wednesday Thursday Friday Saturday (AADT) (%) Total Total 112 38 20 19 34 167 388 97 39 20 12 25 152 1088 802 551 1453 1387 1682 1845 1864 1406 1149 1416 1202 1257 1231 1391 1472 1518 1465 1697 1772 1880 405 1101 1573 1201 1150 1356 0 0 0 0 021,030 1310 1004 767 523 325 166 317 168 20,987 5.4% 7.1% 5.7% 5.7% AADT 0.5% 0.2% 0.1% 0.1% 0.1% 0.8% 100.0% Total Total Total Total Total AADT 8.9% 6.5% 5.0% 3.7% 2.6% 1.5% 6.2% 6.8% 7.1% 6.8% 8.0% 8.6% 0.8% 1.9% 0 200 400 600 800 1000 1200 1400 1600 1800 2000 Hourly AADTTime of Day Percentage of Daily Traffic Volume Per Hour 137 Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.88 0.88 0.88 0.88 1.00 1.00 1.00 1.00 0.88 0.88 0.88 0.88 0 0.88 0.88 0.88 0.88 0 7:45 AM 13 4 2 0 19 2 2 0 0 4 4 94 73 0 171 22 105 5 0 132 326 8:00 AM 9 0 0 0 9 1 2 0 0 3 7 86 26 0 119 12 100 5 0 117 248 8:15 AM 11 1 1 0 13 1 1 1 0 3 6 91 30 0 127 8 94 8 0 110 253 8:30 AM 13 2 3 0 18 0 2 0 0 2 9 94 42 0 145 12 87 6 0 105 270 Grand Total 46 7 6 0 59 4 7 1 0 12 26 365 171 0 562 54 386 24 0 464 1097 Medium Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 3.8 0.3 0.0 0.0 0.4 0.0 0.0 0.0 0.0 0.0 Heavy Truck % 0.0 14.3 16.7 0.0 3.4 0.0 0.0 0.0 0.0 0.0 0.0 0.5 0.0 0.0 0.4 1.9 2.3 0.0 0.0 2.2 Total Truck % 0.0 14.3 16.7 0.0 3.4 0.0 0.0 0.0 0.0 0.0 3.8 0.8 0.0 0.0 0.7 1.9 2.3 0.0 0.0 2.2 Total % 4.2 0.6 0.5 0.0 5.4 0.4 0.6 0.1 0.0 1.1 2.4 33.3 15.6 0.0 51.2 4.9 35.2 2.2 0.0 42.3 100.0 PHF 0.79 0.79 0.79 0.75 0.75 0.75 0.82 0.82 0.82 0.88 0.88 0.88 0.84 RT TH LT U 46 7 6 0 54RT386TH24LT0UU0LT171TH365RT260 1 7 4 U LT TH RTIn433 In464Out375Total Entering 1097Out South 7th Avenue 12 InOut 57 South 7th Avenue 59 In Out 232 Kagy BoulevardKagy Boulevard562Bozeman, MT /MDTWednesday, April 27, 2022Date Performed: Count Time Period: Kagy Blvd - 19th to Willson South 7th Avenue Kagy Boulevard Kagy Boulevard Vehicle Volumes and Adjustments INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information South 7th Avenue & Kagy BlvdCounted By: Westbound Agency/Company: Gannon Chamberlain Sanderson Stewart North/South Street: South 7th Avenue AM Peak Hour (7:45 - 8:45 AM) 15060.01Project Number: Southbound South 7th Avenue Northbound Kagy Boulevard Eastbound East/West Street: NNNNN 138 Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.89 0.89 0.89 0.89 1.00 1.00 1.00 1.00 0.89 0.89 0.89 0.89 0 0.89 0.89 0.89 0.89 0 5:00 PM 45 2 4 0 51 12 1 1 0 14 1 138 12 0 151 4 108 1 0 113 329 5:15 PM 45 1 7 0 53 10 4 3 0 17 2 153 14 0 169 4 118 1 0 123 362 5:30 PM 44 2 6 0 52 8 1 1 0 10 1 134 13 0 148 4 107 3 0 114 324 5:45 PM 52 1 9 0 62 7 0 1 0 8 1 126 28 0 155 3 97 1 0 101 326 Grand Total 186 6 26 0 218 37 6 6 0 49 5 551 67 0 623 15 430 6 0 451 1341 Medium Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Heavy Truck % 0.5 0.0 0.0 0.0 0.5 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.0 0.0 0.2 0.0 0.5 0.0 0.0 0.4 Total Truck % 0.5 0.0 0.0 0.0 0.5 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.0 0.0 0.2 0.0 0.5 0.0 0.0 0.4 Total % 13.9 0.4 1.9 0.0 16.3 2.8 0.4 0.4 0.0 3.7 0.4 41.1 5.0 0.0 46.5 1.1 32.1 0.4 0.0 33.6 100.0 PHF 1.00 1.00 1.00 0.72 0.72 0.72 0.92 0.92 0.92 0.92 0.92 0.92 0.93 RT TH LT U 186 6 26 0 15RT430TH6LT0UU0LT67TH551RT50 6 6 37 U LT TH RT South 7th Avenue 451InKagy BoulevardTotal Entering 1341 17 49 Out In South 7th Avenue In Out 218 88 Kagy BoulevardOut622Vehicle Volumes and Adjustments South 7th Avenue South 7th Avenue Kagy Boulevard Kagy Boulevard Southbound Northbound Eastbound Westbound In623614OutNorth/South Street: South 7th Avenue Kagy Boulevard Date Performed: Tuesday, April 26, 2022 Bozeman, MT /MDT Count Time Period: PM Peak Hour (5:00 - 6:00 PM) Project Number: 15060.01 Kagy Blvd - 19th to Willson East/West Street: Agency/Company: Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By: Gannon Chamberlain South 7th Avenue & Kagy Blvd NNNNN 139 0.882 Hour Begin EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB ADT EB WB ADT 0:00 9 14 18 15 14 15 29 0.3% 0.3% 0.3% 1:00 4 9 6 8 5 9 14 0.1% 0.2% 0.1% 2:00 5 4 2 3 4 4 8 0.1% 0.1% 0.1% 3:00 2 5 0 2 1 4 5 0.0% 0.1% 0.0% 4:00 4 11 7 5 6 8 14 0.1% 0.1% 0.1% 5:00 47 49 48 48 48 49 97 0.9% 0.9% 0.9% 6:00 118 144 115 158 117 151 268 2.1% 2.7% 2.4% 7:00 280 376 267 359 274 368 642 4.9% 6.6% 5.8% 8:00 358 431 399 466 379 449 828 6.8% 8.1% 7.5% 9:00 321 336 306 382 314 359 673 5.7% 6.5% 6.1% 10:00 325 363 311 305 318 334 652 5.7% 6.0% 5.9% 11:00 341 383 368 382 355 383 738 6.4% 6.9% 6.6% 12:00 351 391 366 416 359 404 763 6.5% 7.3% 6.9% 13:00 356 371 430 353 393 362 755 7.1% 6.5% 6.8% 14:00 398 370 411 356 405 363 768 7.3% 6.5% 6.9% 15:00 450 415 428 425 439 420 859 7.9% 7.5% 7.7% 16:00 522 418 554 448 538 433 971 9.7% 7.8% 8.7% 17:00 605 449 518 478 562 464 1026 10.1% 8.3% 9.2% 18:00 361 368 342 291 352 330 682 6.4% 5.9% 6.1% 19:00 247 272 259 237 253 255 508 4.6% 4.6% 4.6% 20:00 210 188 212 170 211 179 390 3.8% 3.2% 3.5% 21:00 114 108 100 119 107 114 221 1.9% 2.0% 2.0% 22:00 56 70 65 74 61 72 133 1.1% 1.3% 1.2% 23:00 25 33 29 39 27 36 63 0.5% 0.6% 0.6% TOTAL 0 0 0 0 5,509 5,578 5561 5539 0 0 0 0 0 0 5,542 5,565 11,107 100.0% 100.0% 100.0% Thursday 4/29/2022 4/30/2022 Friday SaturdayTuesdayMondaySunday 4/27/2022 Wednesday 4/26/2022 VOLUME COUNT SUMMARY General Information Counted By: Agency/Company: Kagy Blvd east of South 7th AvenueCount Location: Jurisdiction: Gannon Chamberlain Sanderson Stewart 4/26/2022 and 4/27/2022 Annual Average Daily Traffic4/28/2022 (AADT) Hourly Percentage of Total (%) Dates Performed:City of Bozeman/MDT Minor ArterialStreet Classification: Seasonal Count Factor: 15060.01 Kagy Blvd - 19th to Willson Project Number: Project Description: 4/25/20224/24/2022 0 200 400 600 800 1000 1200 Hourly AADTTime of Day Percentage of Daily Traffic Volume Per Hour 140 0.882 Hour Begin EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB ADT EB WB ADT 0:00 14 30 25 30 20 30 50 0.3% 0.4% 0.4% 1:00 5 10 8 14 7 12 19 0.1% 0.2% 0.1% 2:00 6 4 2 5 4 5 9 0.1% 0.1% 0.1% 3:00 4 6 2 3 3 5 8 0.0% 0.1% 0.1% 4:00 4 12 5 6 5 9 14 0.1% 0.1% 0.1% 5:00 64 50 60 52 62 51 113 0.9% 0.8% 0.8% 6:00 148 141 146 160 147 151 298 2.1% 2.2% 2.2% 7:00 475 343 476 332 476 338 814 6.9% 5.0% 6.0% 8:00 491 434 565 456 528 445 973 7.7% 6.6% 7.1% 9:00 467 355 447 400 457 378 835 6.6% 5.6% 6.1% 10:00 445 436 396 367 421 402 823 6.1% 6.0% 6.0% 11:00 420 428 473 464 447 446 893 6.5% 6.6% 6.5% 12:00 431 495 478 530 455 513 968 6.6% 7.6% 7.1% 13:00 466 461 517 444 492 453 945 7.1% 6.7% 6.9% 14:00 482 476 488 451 485 464 949 7.0% 6.9% 7.0% 15:00 520 529 510 568 515 549 1064 7.5% 8.1% 7.8% 16:00 595 555 606 575 601 565 1166 8.7% 8.4% 8.5% 17:00 618 618 586 600 602 609 1211 8.7% 9.0% 8.9% 18:00 427 486 412 398 420 442 862 6.1% 6.6% 6.3% 19:00 284 338 275 334 280 336 616 4.1% 5.0% 4.5% 20:00 227 248 236 225 232 237 469 3.4% 3.5% 3.4% 21:00 144 151 129 154 137 153 290 2.0% 2.3% 2.1% 22:00 68 101 72 102 70 102 172 1.0% 1.5% 1.3% 23:00 33 46 33 52 33 49 82 0.5% 0.7% 0.6% TOTAL 0 0 0 0 6,838 6,753 6,947 6,722 0 0 0 0 0 0 6,899 6,744 13,643 100.0% 100.0% 100.0% (AADT) (%) 4/30/2022 Annual Average Daily Traffic Hourly Percentage of Total Sunday Monday Tuesday Wednesday Thursday Friday Saturday Seasonal Count Factor: 4/24/2022 4/25/2022 4/26/2022 4/27/2022 4/28/2022 4/29/2022 Project Number: 15060.01 Street Classification: Minor Arterial Project Description: Kagy Blvd - 19th to Willson Agency/Company: Sanderson Stewart Dates Performed: 4/26/2022 and 4/27/2022 Jurisdiction: City of Bozeman/MDT VOLUME COUNT SUMMARY General Information Counted By: Gannon Chamberlain Count Location: Kagy Blvd west of South 7th Avenue 0 200 400 600 800 1000 1200 1400 Hourly AADTTime of Day Percentage of Daily Traffic Volume Per Hour 141 0.882 Hour Begin NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB ADT NB SB ADT 0:00 9 19 8 17 9 18 27 0.4% 0.9% 0.7% 1:00 3 3 1 6 2 5 7 0.1% 0.3% 0.2% 2:00 1 0 0 3 1 2 3 0.0% 0.1% 0.1% 3:00 3 1 2 1 3 1 4 0.1% 0.1% 0.1% 4:00 1 1 0 2 1 2 3 0.0% 0.1% 0.1% 5:00 17 8 16 10 17 9 26 0.8% 0.5% 0.7% 6:00 39 17 41 21 40 19 59 2.0% 1.0% 1.5% 7:00 259 41 262 43 261 42 303 12.8% 2.2% 7.7% 8:00 160 66 200 78 180 72 252 8.8% 3.8% 6.4% 9:00 197 75 176 87 187 81 268 9.1% 4.3% 6.8% 10:00 158 122 134 121 146 122 268 7.1% 6.4% 6.8% 11:00 114 87 143 113 129 100 229 6.3% 5.3% 5.8% 12:00 136 158 161 165 149 162 311 7.3% 8.5% 7.9% 13:00 157 145 136 130 147 138 285 7.2% 7.3% 7.2% 14:00 133 159 131 135 132 147 279 6.5% 7.7% 7.1% 15:00 126 171 147 187 137 179 316 6.7% 9.4% 8.0% 16:00 137 181 125 181 131 181 312 6.4% 9.5% 7.9% 17:00 88 216 148 177 118 197 315 5.8% 10.4% 8.0% 18:00 91 137 90 129 91 133 224 4.4% 7.0% 5.7% 19:00 65 89 56 127 61 108 169 3.0% 5.7% 4.3% 20:00 42 78 37 75 40 77 117 2.0% 4.1% 3.0% 21:00 35 51 34 44 35 48 83 1.7% 2.5% 2.1% 22:00 17 34 19 44 18 39 57 0.9% 2.1% 1.4% 23:00 14 17 8 19 11 18 29 0.5% 0.9% 0.7% TOTAL 0 0 0 0 2,002 1,876 2,075 1,915 0 0 0 0 0 0 2,046 1,900 3,946 100.0% 100.0% 100.0% (AADT) (%) 4/30/2022 Annual Average Daily Traffic Hourly Percentage of Total Sunday Monday Tuesday Wednesday Thursday Friday Saturday Seasonal Count Factor: 4/24/2022 4/25/2022 4/26/2022 4/27/2022 4/28/2022 4/29/2022 Project Number: 15060.01 Street Classification: Major Collector Project Description: Kagy Blvd - 19th to Willson Agency/Company: Sanderson Stewart Dates Performed: 4/26/2022 and 4/27/2022 Jurisdiction: City of Bozeman/MDT VOLUME COUNT SUMMARY General Information Counted By: Gannon Chamberlain Count Location: South 7th Avenue north of Kagy Blvd 0 50 100 150 200 250 300 350 Hourly AADTTime of Day Percentage of Daily Traffic Volume Per Hour 142 1.000 Hour Begin NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB ADT NB SB ADT 0:00 0 0 1 2 1 1 2 0.3% 0.3% 0.3% 1:00 0 0 0 1 0 1 1 0.0% 0.3% 0.1% 2:00 0 0 0 0 0 0 0 0.0% 0.0% 0.0% 3:00 0 0 0 0 0 0 0 0.0% 0.0% 0.0% 4:00 0 0 1 0 1 0 1 0.3% 0.0% 0.1% 5:00 5 14 1 4 3 9 12 0.8% 2.3% 1.6% 6:00 6 18 3 14 5 16 21 1.4% 4.1% 2.8% 7:00 25 35 13 32 19 34 53 5.4% 8.7% 7.1% 8:00 18 59 10 71 14 65 79 4.0% 16.7% 10.6% 9:00 27 33 15 53 21 43 64 5.9% 11.0% 8.6% 10:00 16 28 18 29 17 29 46 4.8% 7.4% 6.2% 11:00 16 24 30 22 23 23 46 6.5% 5.9% 6.2% 12:00 27 25 25 27 26 26 52 7.4% 6.7% 7.0% 13:00 25 34 31 20 28 27 55 7.9% 6.9% 7.4% 14:00 24 28 39 23 32 26 58 9.1% 6.7% 7.8% 15:00 23 24 40 15 32 20 52 9.1% 5.1% 7.0% 16:00 35 12 39 18 37 15 52 10.5% 3.8% 7.0% 17:00 49 17 46 17 48 17 65 13.6% 4.4% 8.7% 18:00 17 10 13 14 15 12 27 4.2% 3.1% 3.6% 19:00 9 3 18 7 14 5 19 4.0% 1.3% 2.6% 20:00 12 5 1 9 7 7 14 2.0% 1.8% 1.9% 21:00 1 5 5 8 3 7 10 0.8% 1.8% 1.3% 22:00 6 3 3 7 5 5 10 1.4% 1.3% 1.3% 23:00 3 1 0 2 2 2 4 0.6% 0.5% 0.5% TOTAL 0 0 0 0 344 378 352 395 0 0 0 0 0 0 353 390 743 100.0% 100.0% 100.0% (AADT) (%) 4/30/2022 Annual Average Daily Traffic Hourly Percentage of Total Sunday Monday Tuesday Wednesday Thursday Friday Saturday Seasonal Count Factor: 4/24/2022 4/25/2022 4/26/2022 4/27/2022 4/28/2022 4/29/2022 Project Number: 15060.01 Street Classification: Local Street Project Description: Kagy Blvd - 19th to Willson Agency/Company: Sanderson Stewart Dates Performed: 4/26/2022 and 4/27/2022 Jurisdiction: City of Bozeman/MDT VOLUME COUNT SUMMARY General Information Counted By: Gannon Chamberlain Count Location: South 7th Avenue south of Kagy Blvd 0 10 20 30 40 50 60 70 80 90 Hourly AADTTime of Day Percentage of Daily Traffic Volume Per Hour 143 Hour Begin 0:00 53 1:00 20 2:00 9 3:00 8 4:00 15 5:00 123 6:00 322 7:00 904 8:00 1063 9:00 918 10:00 893 11:00 952 12:00 1046 13:00 1019 14:00 1027 15:00 1146 16:00 1252 17:00 1310 18:00 897 19:00 656 20:00 494 21:00 301 22:00 186 23:00 89 TOTAL 14,703 Agency/Company: Sanderson Stewart Dates Performed: 4/26/2022 and 4/27/2022 Jurisdiction: City of Bozeman/MDT VOLUME COUNT SUMMARY General Information Counted By: Gannon Chamberlain Count Location: Kagy Boulevard & South 7th Avenue 4/24/2022 4/25/2022 4/26/2022 4/27/2022 4/28/2022 4/29/2022 Project Number: 15060.01 Project Description: Kagy Blvd - 19th to Willson 4/30/2022 Annual Average Daily Traffic Hourly Percentage of Total Sunday Monday Tuesday Wednesday Thursday Friday Saturday (AADT) (%) Total Total 47 17 10 10 16 126 315 58 22 8 5 13 119 654 505 304 1007 1035 1129 1229 1332 949 917 1006 905 946 906 1007 1084 1031 1018 1162 1274 1287 328 891 1119 931 840 998 0 0 0 0 014,753 845 657 482 297 193 91 178 86 14,636 6.1% 7.2% 6.2% 6.1% AADT 0.4% 0.1% 0.1% 0.1% 0.1% 0.6% 100.0% Total Total Total Total Total AADT 8.9% 6.1% 4.5% 3.4% 2.0% 1.3% 6.5% 7.1% 6.9% 7.0% 7.8% 8.5% 0.8% 2.2% 0 200 400 600 800 1000 1200 1400 Hourly AADTTime of Day Percentage of Daily Traffic Volume Per Hour 144 Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0 0.88 0.88 0.88 0.88 0 7:45 AM 16 24 16 0 56 26 64 27 0 117 9 66 18 0 93 44 94 33 0 171 437 8:00 AM 21 36 12 0 69 31 98 21 0 150 6 52 12 0 70 46 71 46 0 163 452 8:15 AM 15 16 34 0 65 47 51 13 0 111 11 75 18 0 104 39 86 17 0 142 422 8:30 AM 18 9 22 0 49 14 35 8 0 57 8 55 13 0 76 24 77 9 0 110 292 Grand Total 70 85 84 0 239 118 248 69 0 435 34 248 61 0 343 153 328 105 0 586 1603 Medium Truck % 0.0 1.2 0.0 0.0 0.4 0.8 0.4 0.0 0.0 0.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.0 0.0 0.2 Heavy Truck % 0.0 0.0 2.4 0.0 0.8 0.0 0.0 2.9 0.0 0.5 0.0 1.2 1.6 0.0 1.2 2.6 2.4 1.0 0.0 2.2 Total Truck % 0.0 1.2 2.4 0.0 1.3 0.8 0.4 2.9 0.0 0.9 0.0 1.2 1.6 0.0 1.2 2.6 2.4 1.9 0.0 2.4 Total % 4.4 5.3 5.2 0.0 14.9 7.4 15.5 4.3 0.0 27.1 2.1 15.5 3.8 0.0 21.4 9.5 20.5 6.6 0.0 36.6 100.0 PHF 0.86 0.86 0.86 0.73 0.73 0.73 1.00 1.00 1.00 0.90 0.90 0.90 0.89 RT TH LT U 70 85 84 0 153RT328TH105LT0UU0LT61TH248RT340 69 248 118 U LT TH RT Westbound Agency/Company: Gannon Chamberlain Sanderson Stewart North/South Street: South Willson Avenue AM Peak Hour (7:45 - 8:45 AM) 15060.01Project Number: Southbound South Willson Avenue Northbound Kagy Boulevard Eastbound East/West Street: INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information South Willson Avenue & Kagy BlvdCounted By:Kagy BoulevardKagy Boulevard343Bozeman, MT /MDTWednesday, April 27, 2022Date Performed: Count Time Period: Kagy Blvd - 19th to Willson South Willson Avenue Kagy Boulevard Kagy Boulevard Vehicle Volumes and Adjustments South Willson Avenue 239 In Out 462 South Willson Avenue 435 InOut 224In467 In586Out450Total Entering 1603Out NNNNN 145 Intersection: Jurisdiction: Project Description: Int. Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0 0.89 0.89 0.89 0.89 0 5:00 PM 17 42 31 0 90 19 38 10 0 67 14 102 42 0 158 28 79 28 0 135 450 5:15 PM 20 47 39 0 106 20 39 26 0 85 15 110 21 0 146 33 71 30 0 134 471 5:30 PM 17 28 26 0 71 18 28 12 0 58 14 101 39 0 154 22 87 35 0 144 427 5:45 PM 17 40 28 0 85 16 24 8 0 48 17 82 32 0 131 16 69 25 2 112 376 Grand Total 71 157 124 0 352 73 129 56 0 258 60 395 134 0 589 99 306 118 2 525 1724 Medium Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.8 1.8 0.0 0.8 0.0 0.3 0.0 0.0 0.2 0.0 0.3 0.0 0.0 0.2 Total Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.8 1.8 0.0 0.8 0.0 0.3 0.0 0.0 0.2 0.0 0.3 0.0 0.0 0.2 Total % 4.1 9.1 7.2 0.0 20.4 4.2 7.5 3.2 0.0 15.0 3.5 22.9 7.8 0.0 34.2 5.7 17.7 6.8 0.1 30.5 100.0 PHF 0.83 0.83 0.83 0.76 0.76 0.76 1.00 1.00 1.00 0.98 0.98 0.98 0.91 RT TH LT U 71 157 124 0 99RT306TH118LT2UU0LT134TH395RT600 56 129 73 U LT TH RT Agency/Company: Sanderson Stewart INTERSECTION TURNING MOVEMENT COUNT SUMMARY General Information Counted By: Gannon Chamberlain South Willson Avenue & Kagy Blvd North/South Street: South Willson Avenue Kagy Boulevard Date Performed: Tuesday, April 26, 2022 Bozeman, MT /MDT Count Time Period: PM Peak Hour (5:00 - 6:00 PM) Project Number: 15060.01 Kagy Blvd - 19th to Willson East/West Street:Kagy BoulevardOut433Vehicle Volumes and Adjustments South Willson Avenue South Willson Avenue Kagy Boulevard Kagy Boulevard Southbound Northbound Eastbound Westbound In589594OutSouth Willson Avenue In Out 352 362 South Willson Avenue 525InKagy BoulevardTotal Entering 1724 335 258 Out In NNNNN 146 0.882 Hour Begin EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB ADT EB WB ADT 0:00 5 10 12 14 9 12 21 0.2% 0.2% 0.2% 1:00 5 7 4 7 5 7 12 0.1% 0.1% 0.1% 2:00 7 5 3 4 5 5 10 0.1% 0.1% 0.1% 3:00 3 6 1 3 2 5 7 0.0% 0.1% 0.1% 4:00 10 9 9 4 10 7 17 0.2% 0.1% 0.2% 5:00 54 48 53 48 54 48 102 1.0% 0.8% 0.9% 6:00 154 126 138 127 146 127 273 2.6% 2.2% 2.4% 7:00 342 398 322 406 332 402 734 6.0% 7.1% 6.5% 8:00 469 496 460 548 465 522 987 8.4% 9.2% 8.8% 9:00 312 331 311 374 312 353 665 5.6% 6.2% 5.9% 10:00 339 387 292 346 316 367 683 5.7% 6.5% 6.1% 11:00 307 381 366 381 337 381 718 6.1% 6.7% 6.4% 12:00 350 395 370 393 360 394 754 6.5% 6.9% 6.7% 13:00 353 327 433 353 393 340 733 7.1% 6.0% 6.5% 14:00 378 353 403 369 391 361 752 7.0% 6.4% 6.7% 15:00 520 441 482 480 501 461 962 9.0% 8.1% 8.6% 16:00 516 436 559 468 538 452 990 9.7% 8.0% 8.8% 17:00 588 520 499 525 544 523 1067 9.8% 9.2% 9.5% 18:00 320 427 294 291 307 359 666 5.5% 6.3% 5.9% 19:00 224 262 197 213 211 238 449 3.8% 4.2% 4.0% 20:00 155 136 187 139 171 138 309 3.1% 2.4% 2.7% 21:00 97 83 80 93 89 88 177 1.6% 1.5% 1.6% 22:00 48 61 47 66 48 64 112 0.9% 1.1% 1.0% 23:00 20 26 23 27 22 27 49 0.4% 0.5% 0.4% TOTAL 0 0 0 0 5,576 5,671 5545 5679 0 0 0 0 0 0 5,568 5,681 11,249 100.0% 100.0% 100.0% (AADT) Hourly Percentage of Total (%) Dates Performed:City of Bozeman/MDT Minor ArterialStreet Classification: Seasonal Count Factor: 15060.01 Kagy Blvd - 19th to Willson Project Number: Project Description: 4/25/20224/24/2022 4/27/2022 Wednesday 4/26/2022 VOLUME COUNT SUMMARY General Information Counted By: Agency/Company: Kagy Blvd east of South Willson AvenueCount Location: Jurisdiction: Gannon Chamberlain Sanderson Stewart 4/26/2022 and 4/27/2022 Annual Average Daily Traffic4/28/2022 TuesdayMondaySunday Thursday 4/29/2022 4/30/2022 Friday Saturday 0 200 400 600 800 1000 1200 Hourly AADTTime of Day Percentage of Daily Traffic Volume Per Hour 147 0.882 Hour Begin EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB ADT EB WB ADT 0:00 7 14 16 14 12 14 26 0.2% 0.3% 0.2% 1:00 4 8 5 9 5 9 14 0.1% 0.2% 0.1% 2:00 4 4 2 3 3 4 7 0.1% 0.1% 0.1% 3:00 3 6 0 2 2 4 6 0.0% 0.1% 0.1% 4:00 6 11 7 5 7 8 15 0.1% 0.1% 0.1% 5:00 41 50 43 47 42 49 91 0.8% 0.9% 0.8% 6:00 110 144 115 159 113 152 265 2.1% 2.8% 2.5% 7:00 254 368 245 359 250 364 614 4.7% 6.7% 5.7% 8:00 367 443 360 463 364 453 817 6.8% 8.3% 7.6% 9:00 300 342 269 391 285 367 652 5.4% 6.8% 6.1% 10:00 306 381 301 349 304 365 669 5.7% 6.7% 6.2% 11:00 321 368 339 366 330 367 697 6.2% 6.8% 6.5% 12:00 349 373 373 398 361 386 747 6.8% 7.1% 7.0% 13:00 341 349 422 323 382 336 718 7.2% 6.2% 6.7% 14:00 396 353 391 339 394 346 740 7.4% 6.4% 6.9% 15:00 431 389 428 403 430 396 826 8.1% 7.3% 7.7% 16:00 508 386 550 408 529 397 926 10.0% 7.3% 8.6% 17:00 585 429 494 449 540 439 979 10.2% 8.1% 9.1% 18:00 350 404 331 280 341 342 683 6.4% 6.3% 6.4% 19:00 250 264 242 230 246 247 493 4.6% 4.6% 4.6% 20:00 200 175 205 164 203 170 373 3.8% 3.1% 3.5% 21:00 84 108 93 109 89 109 198 1.7% 2.0% 1.8% 22:00 56 67 63 71 60 69 129 1.1% 1.3% 1.2% 23:00 19 33 26 36 23 35 58 0.4% 0.6% 0.5% TOTAL 0 0 0 0 5,292 5,469 5,320 5,377 0 0 0 0 0 0 5,315 5,428 10,743 100.0% 100.0% 100.0% VOLUME COUNT SUMMARY General Information Counted By: Gannon Chamberlain Count Location: Kagy Blvd west of South Willson Avenue Agency/Company: Sanderson Stewart Dates Performed: 4/26/2022 and 4/27/2022 Jurisdiction: City of Bozeman/MDT Project Number: 15060.01 Street Classification: Minor Arterial Project Description: Kagy Blvd - 19th to Willson Seasonal Count Factor: 4/24/2022 4/25/2022 4/26/2022 4/27/2022 4/28/2022 4/29/2022 4/30/2022 Annual Average Daily Traffic Hourly Percentage of Total Sunday Monday Tuesday Wednesday Thursday Friday Saturday (AADT) (%) 0 200 400 600 800 1000 1200 Hourly AADTTime of Day Percentage of Daily Traffic Volume Per Hour 148 0.882 Hour Begin NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB ADT NB SB ADT 0:00 1 11 6 4 4 8 12 0.1% 0.2% 0.2% 1:00 4 4 4 8 4 6 10 0.1% 0.2% 0.1% 2:00 3 4 3 3 3 4 7 0.1% 0.1% 0.1% 3:00 4 0 3 1 4 1 5 0.1% 0.0% 0.1% 4:00 4 2 7 4 6 3 9 0.2% 0.1% 0.1% 5:00 25 18 26 13 26 16 42 0.7% 0.5% 0.6% 6:00 64 48 69 47 67 48 115 1.7% 1.4% 1.6% 7:00 263 139 286 137 275 138 413 7.1% 4.1% 5.7% 8:00 410 214 451 243 431 229 660 11.2% 6.8% 9.1% 9:00 217 152 204 175 211 164 375 5.5% 4.9% 5.2% 10:00 221 168 206 165 214 167 381 5.5% 5.0% 5.3% 11:00 242 192 257 200 250 196 446 6.5% 5.8% 6.2% 12:00 286 213 257 238 272 226 498 7.0% 6.7% 6.9% 13:00 222 229 272 210 247 220 467 6.4% 6.5% 6.5% 14:00 268 224 257 232 263 228 491 6.8% 6.8% 6.8% 15:00 322 366 351 348 337 357 694 8.7% 10.6% 9.6% 16:00 337 286 301 309 319 298 617 8.3% 8.9% 8.5% 17:00 359 349 327 343 343 346 689 8.9% 10.3% 9.5% 18:00 233 230 236 201 235 216 451 6.1% 6.4% 6.2% 19:00 140 185 131 158 136 172 308 3.5% 5.1% 4.3% 20:00 108 156 113 147 111 152 263 2.9% 4.5% 3.6% 21:00 34 84 65 117 50 101 151 1.3% 3.0% 2.1% 22:00 37 39 47 39 42 39 81 1.1% 1.2% 1.1% 23:00 5 21 21 31 13 26 39 0.3% 0.8% 0.5% TOTAL 0 0 0 0 3,809 3,334 3,900 3,373 0 0 0 0 0 0 3,863 3,361 7,224 100.0% 100.0% 100.0% VOLUME COUNT SUMMARY General Information Counted By: Gannon Chamberlain Count Location: South Willson Avenue north of Kagy Blvd Agency/Company: Sanderson Stewart Dates Performed: 4/26/2022 and 4/27/2022 Jurisdiction: City of Bozeman/MDT Project Number: 15060.01 Street Classification: Minor Arterial Project Description: Kagy Blvd - 19th to Willson Seasonal Count Factor: 4/24/2022 4/25/2022 4/26/2022 4/27/2022 4/28/2022 4/29/2022 4/30/2022 Annual Average Daily Traffic Hourly Percentage of Total Sunday Monday Tuesday Wednesday Thursday Friday Saturday (AADT) (%) 0 100 200 300 400 500 600 700 800 Hourly AADTTime of Day Percentage of Daily Traffic Volume Per Hour 149 0.882 Hour Begin NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB ADT NB SB ADT 0:00 2 10 5 6 4 8 12 0.1% 0.3% 0.2% 1:00 4 3 3 6 4 5 9 0.1% 0.2% 0.1% 2:00 1 1 2 2 2 2 4 0.1% 0.1% 0.1% 3:00 4 1 3 1 4 1 5 0.1% 0.0% 0.1% 4:00 8 1 10 3 9 2 11 0.3% 0.1% 0.2% 5:00 32 9 33 11 33 10 43 0.9% 0.3% 0.7% 6:00 102 24 104 26 103 25 128 2.9% 0.8% 2.0% 7:00 306 125 302 123 304 124 428 8.7% 4.1% 6.6% 8:00 429 184 413 190 421 187 608 12.0% 6.2% 9.4% 9:00 220 131 211 123 216 127 343 6.2% 4.2% 5.3% 10:00 210 130 207 172 209 151 360 6.0% 5.0% 5.5% 11:00 205 182 213 145 209 164 373 6.0% 5.5% 5.7% 12:00 236 184 223 203 230 194 424 6.6% 6.5% 6.5% 13:00 205 178 237 195 221 187 408 6.3% 6.2% 6.3% 14:00 217 190 211 205 214 198 412 6.1% 6.6% 6.3% 15:00 311 318 304 325 308 322 630 8.8% 10.8% 9.7% 16:00 280 272 231 290 256 281 537 7.3% 9.4% 8.3% 17:00 254 332 274 361 264 347 611 7.5% 11.6% 9.4% 18:00 174 224 182 194 178 209 387 5.1% 7.0% 6.0% 19:00 110 180 120 175 115 178 293 3.3% 5.9% 4.5% 20:00 86 139 113 140 100 140 240 2.9% 4.7% 3.7% 21:00 49 61 44 93 47 77 124 1.3% 2.6% 1.9% 22:00 27 32 39 42 33 37 70 0.9% 1.2% 1.1% 23:00 9 18 17 20 13 19 32 0.4% 0.6% 0.5% TOTAL 0 0 0 0 3,481 2,929 3,501 3,051 0 0 0 0 0 0 3,497 2,995 6,492 100.0% 100.0% 100.0% VOLUME COUNT SUMMARY General Information Counted By: Gannon Chamberlain Count Location: South 3rd Avenue south of Kagy Blvd Agency/Company: Sanderson Stewart Dates Performed: 4/26/2022 and 4/27/2022 Jurisdiction: City of Bozeman/MDT Project Number: 15060.01 Street Classification: Major Collector Project Description: Kagy Blvd - 19th to Willson Seasonal Count Factor: 4/24/2022 4/25/2022 4/26/2022 4/27/2022 4/28/2022 4/29/2022 4/30/2022 Annual Average Daily Traffic Hourly Percentage of Total Sunday Monday Tuesday Wednesday Thursday Friday Saturday (AADT) (%) 0 100 200 300 400 500 600 700 Hourly AADTTime of Day Percentage of Daily Traffic Volume Per Hour 150 Hour Begin 0:00 35 1:00 21 2:00 13 3:00 10 4:00 25 5:00 138 6:00 390 7:00 1094 8:00 1535 9:00 1016 10:00 1045 11:00 1116 12:00 1210 13:00 1162 14:00 1197 15:00 1555 16:00 1534 17:00 1672 18:00 1093 19:00 770 20:00 591 21:00 324 22:00 195 23:00 88 TOTAL 17,829 Total Total Total Total Total 75 101 0.5% 0 0 17,778 17,873 0 0 0 100.0% 300 347 1.8% 183 207 1.1% 807 733 4.3% 578 604 3.3% 1708 1636 9.4% 1181 1005 6.1% 1549 1560 8.7% 1510 1558 8.6% 1102 1222 6.5% 1190 1203 6.7% 1099 1133 6.3% 1193 1227 6.8% 1003 1029 5.7% 1071 1019 5.9% 1097 1090 6.1% 1506 1564 8.6% 139 137 0.8% 386 393 2.2% 25 25 0.1% 19 23 0.1% 14 11 0.1% Total Total AADT 30 39 0.2% AADT 13 7 0.1% Sunday Monday Tuesday Wednesday Thursday Friday Saturday (AADT) (%) 4/24/2022 4/25/2022 4/26/2022 4/27/2022 4/28/2022 4/29/2022 Project Number: 15060.01 Project Description: Kagy Blvd - 19th to Willson 4/30/2022 Annual Average Daily Traffic Hourly Percentage of Total Agency/Company: Sanderson Stewart Dates Performed: 4/26/2022 and 4/27/2022 Jurisdiction: City of Bozeman/MDT VOLUME COUNT SUMMARY General Information Counted By: Gannon Chamberlain Count Location: Kagy Boulevard & South 19th Avenue 0 200 400 600 800 1000 1200 1400 1600 1800 Hourly AADTTime of Day Percentage of Daily Traffic Volume Per Hour 151 APPENDIX B – EXISTING CONDITIONS (2022) CAPACITY CALCULATIONS 152 Avg Delay (s/veh) LOS 95th % Queue (veh) Avg Delay (s/veh) LOS 95th % Queue (veh) EB 41.7 D 4 31.1 C 4 WB 39.1 D 7 31.9 C 12 NB 13.1 B 8 22.7 C 7 SB 8.2 A 6 14.1 B 8 Intersection 17.6 B --22.6 C -- EB 20.7 C 21 17.4 B 18 WB 15.8 B 14 22.5 C 21 NB 20.6 C 10 22.7 C 7 SB 16.7 B 4 22.0 C 8 Intersection 19.0 B --20.9 C -- EB 2.8 A 1 0.9 A 1 WB 0.4 A 1 0.1 A 0 NB 33.6 D 1 21.6 C 1 SB 20.8 C 1 17.9 C 2 Intersection 3.1 A --4.2 A -- EB 18.7 B 10 19.0 B 16 WB 20.2 C 13 17.7 B 12 NB 20.7 C 10 22.5 C 6 SB 18.3 B 6 22.7 C 9 Intersection 19.7 B --20.0 C -- Intersection Approach Existing (2022) AM Peak PM Peak Intersection Control Signalized South 19th Avenue & Kagy Boulevard Kagy Boulevard & South 7th Avenue Intersection Control Signalized Kagy Boulevard & South Willson Avenue Intersection Control Signalized Kagy Boulevard & South 11th Avenue Intersection Control Two-Way Stop-Control (NB/SB) 153 Queues 27: S 19th Ave & W Kagy Blvd 12/16/2022 AM Peak Kagy Boulevard 9:15 am 10/13/2022 Existing Conditions (2022)Synchro 11 Report Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Group Flow (vph) 56 24 13 111 21 277 52 543 231 423 341 v/c Ratio 0.33 0.11 0.05 0.67 0.10 0.48 0.08 0.30 0.25 0.57 0.15 Control Delay 50.1 43.8 0.3 67.9 43.6 24.2 6.9 17.3 3.3 7.3 6.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 50.1 43.8 0.3 67.9 43.6 24.2 6.9 17.3 3.3 7.3 6.5 Queue Length 50th (ft) 40 17 0 83 14 131 7 115 0 74 40 Queue Length 95th (ft) 77 40 0 137 37 166 20 199 48 146 72 Internal Link Dist (ft) 379 1964 2610 596 Turn Bay Length (ft) 140 140 125 130 350 300 350 Base Capacity (vph) 344 454 467 333 429 831 686 1796 923 917 2250 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.16 0.05 0.03 0.33 0.05 0.33 0.08 0.30 0.25 0.46 0.15 Intersection Summary 154 HCM 6th Signalized Intersection Summary 27: S 19th Ave & W Kagy Blvd 12/16/2022 AM Peak Kagy Boulevard 9:15 am 10/13/2022 Existing Conditions (2022)Synchro 11 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 54 23 13 108 20 269 50 527 224 410 303 28 Future Volume (veh/h) 54 23 13 108 20 269 50 527 224 410 303 28 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1723 1695 1750 1682 1614 1723 1750 1723 1750 1750 1682 1750 Adj Flow Rate, veh/h 56 24 13 111 21 277 52 543 231 423 312 29 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 2 4 0 5 10 2 0 2 0 0 5 0 Cap, veh/h 305 317 277 298 302 454 726 1887 855 698 1970 182 Arrive On Green 0.19 0.19 0.19 0.19 0.19 0.19 0.03 0.58 0.58 0.12 0.67 0.67 Sat Flow, veh/h 1391 1695 1483 1354 1614 1460 1667 3273 1483 1667 2957 273 Grp Volume(v), veh/h 56 24 13 111 21 277 52 543 231 423 168 173 Grp Sat Flow(s),veh/h/ln 1391 1695 1483 1354 1614 1460 1667 1637 1483 1667 1598 1633 Q Serve(g_s), s 4.1 1.4 0.9 8.8 1.3 19.4 1.5 10.1 9.4 11.5 4.7 4.8 Cycle Q Clear(g_c), s 5.4 1.4 0.9 10.2 1.3 19.4 1.5 10.1 9.4 11.5 4.7 4.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.17 Lane Grp Cap(c), veh/h 305 317 277 298 302 454 726 1887 855 698 1064 1087 V/C Ratio(X) 0.18 0.08 0.05 0.37 0.07 0.61 0.07 0.29 0.27 0.61 0.16 0.16 Avail Cap(c_a), veh/h 421 458 400 410 436 575 822 1887 855 1131 1064 1087 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 42.4 40.2 40.0 44.4 40.2 35.2 9.4 12.9 12.7 7.6 7.5 7.5 Incr Delay (d2), s/veh 0.3 0.1 0.1 0.8 0.1 1.3 0.0 0.4 0.8 0.9 0.3 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.5 0.6 0.3 3.0 0.5 7.0 0.5 3.6 3.1 3.6 1.5 1.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 42.7 40.3 40.1 45.2 40.3 36.5 9.4 13.3 13.5 8.5 7.8 7.8 LnGrp LOS D D D D D D A B B A A A Approach Vol, veh/h 93 409 826 764 Approach Delay, s/veh 41.7 39.1 13.1 8.2 Approach LOS D D B A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 18.9 74.1 27.1 8.1 84.8 27.1 Change Period (Y+Rc), s 4.0 4.9 4.6 4.0 4.9 4.6 Max Green Setting (Gmax), s 46.0 28.1 32.4 11.0 63.1 32.4 Max Q Clear Time (g_c+I1), s 13.5 12.1 7.4 3.5 6.8 21.4 Green Ext Time (p_c), s 1.3 3.8 0.3 0.0 2.0 1.1 Intersection Summary HCM 6th Ctrl Delay 17.6 HCM 6th LOS B 155 HCM 6th TWSC 30: W Kagy Blvd & S 7th Ave 12/16/2022 AM Peak Kagy Boulevard 9:15 am 10/13/2022 Existing Conditions (2022)Synchro 11 Report Page 4 Intersection Int Delay, s/veh 3.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 171 365 26 24 386 54 1 7 4 6 7 46 Future Vol, veh/h 171 365 26 24 386 54 1 7 4 6 7 46 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 100 - - 130 - - - - - - - 115 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 84 84 84 84 84 84 84 84 84 84 84 84 Heavy Vehicles, % 0 1 4 0 2 2 0 0 0 17 14 0 Mvmt Flow 204 435 31 29 460 64 1 8 5 7 8 55 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 524 0 0 466 0 0 1441 1441 451 1415 1424 492 Stage 1 - - - - - - 859 859 - 550 550 - Stage 2 - - - - - - 582 582 - 865 874 - Critical Hdwy 4.1 - - 4.1 - - 7.1 6.5 6.2 7.27 6.64 6.2 Critical Hdwy Stg 1 - - - - - - 6.1 5.5 - 6.27 5.64 - Critical Hdwy Stg 2 - - - - - - 6.1 5.5 - 6.27 5.64 - Follow-up Hdwy 2.2 - - 2.2 - - 3.5 4 3.3 3.653 4.126 3.3 Pot Cap-1 Maneuver 1053 - - 1106 - - 111 134 613 107 128 581 Stage 1 - - - - - - 354 376 - 493 497 - Stage 2 - - - - - - 502 502 - 328 351 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1053 - - 1106 - - 79 105 613 83 100 581 Mov Cap-2 Maneuver - - - - - - 79 105 - 83 100 - Stage 1 - - - - - - 285 303 - 397 484 - Stage 2 - - - - - - 435 489 - 255 283 - Approach EB WB NB SB HCM Control Delay, s 2.8 0.4 33.6 20.8 HCM LOS D C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2 Capacity (veh/h) 140 1053 - - 1106 - - 91 581 HCM Lane V/C Ratio 0.102 0.193 - - 0.026 - - 0.17 0.094 HCM Control Delay (s) 33.6 9.2 - - 8.3 - - 52.5 11.8 HCM Lane LOS D A - - A - - F B HCM 95th %tile Q(veh) 0.3 0.7 - - 0.1 - - 0.6 0.3 156 Queues 33: S 11th Ave & W Kagy Blvd 12/16/2022 AM Peak Kagy Boulevard 9:15 am 10/13/2022 Existing Conditions (2022)Synchro 11 Report Page 5 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 48 566 14 399 85 327 56 101 v/c Ratio 0.11 0.70 0.04 0.58 0.19 0.71 0.17 0.26 Control Delay 12.0 25.2 12.1 25.2 14.8 33.0 14.8 22.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 12.0 25.2 12.1 25.2 14.8 33.0 14.8 22.6 Queue Length 50th (ft) 11 197 3 154 22 125 14 31 Queue Length 95th (ft) 33 #524 14 #328 54 244 39 76 Internal Link Dist (ft) 602 1296 406 533 Turn Bay Length (ft) 115 150 220 200 Base Capacity (vph) 467 806 420 713 469 678 371 653 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.10 0.70 0.03 0.56 0.18 0.48 0.15 0.15 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 157 HCM 6th Signalized Intersection Summary 33: S 11th Ave & W Kagy Blvd 12/16/2022 AM Peak Kagy Boulevard 9:15 am 10/13/2022 Existing Conditions (2022)Synchro 11 Report Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 46 481 57 13 310 69 81 236 75 53 78 18 Future Volume (veh/h) 46 481 57 13 310 69 81 236 75 53 78 18 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1723 1750 1750 1750 1709 1736 1723 1723 1709 1723 1641 1750 Adj Flow Rate, veh/h 48 506 60 14 326 73 85 248 79 56 82 19 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 2 0 0 0 3 1 2 2 3 2 8 0 Cap, veh/h 351 592 70 227 489 110 467 318 101 274 310 72 Arrive On Green 0.04 0.39 0.39 0.01 0.36 0.36 0.06 0.25 0.25 0.04 0.24 0.24 Sat Flow, veh/h 1641 1535 182 1667 1352 303 1641 1252 399 1641 1289 299 Grp Volume(v), veh/h 48 0 566 14 0 399 85 0 327 56 0 101 Grp Sat Flow(s),veh/h/ln 1641 0 1717 1667 0 1655 1641 0 1651 1641 0 1587 Q Serve(g_s), s 1.0 0.0 16.5 0.3 0.0 11.1 2.1 0.0 10.0 1.4 0.0 2.8 Cycle Q Clear(g_c), s 1.0 0.0 16.5 0.3 0.0 11.1 2.1 0.0 10.0 1.4 0.0 2.8 Prop In Lane 1.00 0.11 1.00 0.18 1.00 0.24 1.00 0.19 Lane Grp Cap(c), veh/h 351 0 662 227 0 599 467 0 419 274 0 382 V/C Ratio(X) 0.14 0.00 0.85 0.06 0.00 0.67 0.18 0.00 0.78 0.20 0.00 0.26 Avail Cap(c_a), veh/h 560 0 894 479 0 862 647 0 817 476 0 786 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 11.2 0.0 15.3 12.9 0.0 14.6 14.3 0.0 18.9 15.4 0.0 16.8 Incr Delay (d2), s/veh 0.2 0.0 6.2 0.1 0.0 1.3 0.2 0.0 3.2 0.4 0.0 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 0.0 6.4 0.1 0.0 3.7 0.7 0.0 3.9 0.5 0.0 1.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 11.4 0.0 21.5 13.0 0.0 15.9 14.5 0.0 22.1 15.7 0.0 17.2 LnGrp LOS B A C B A B B A C B A B Approach Vol, veh/h 614 413 412 157 Approach Delay, s/veh 20.7 15.8 20.6 16.7 Approach LOS C B C B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 3.8 26.6 6.0 18.1 5.1 25.3 5.3 18.8 Change Period (Y+Rc), s 3.0 5.6 3.0 5.0 3.0 5.6 3.0 5.0 Max Green Setting (Gmax), s 9.0 28.4 9.0 27.0 9.0 28.4 9.0 27.0 Max Q Clear Time (g_c+I1), s 2.3 18.5 4.1 4.8 3.0 13.1 3.4 12.0 Green Ext Time (p_c), s 0.0 2.6 0.1 0.5 0.0 2.1 0.0 1.8 Intersection Summary HCM 6th Ctrl Delay 19.0 HCM 6th LOS B 158 Queues 36: W Kagy Blvd & S Willson Ave 12/16/2022 AM Peak Kagy Boulevard 9:15 am 10/13/2022 Existing Conditions (2022)Synchro 11 Report Page 7 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Group Flow (vph) 69 279 38 118 369 172 78 279 133 94 175 v/c Ratio 0.16 0.49 0.05 0.24 0.58 0.28 0.18 0.71 0.34 0.25 0.38 Control Delay 14.1 29.7 3.8 14.5 30.4 9.8 17.7 43.4 16.9 18.5 27.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 14.1 29.7 3.8 14.5 30.4 9.8 17.7 43.4 16.9 18.5 27.5 Queue Length 50th (ft) 19 124 0 33 171 18 28 151 27 34 74 Queue Length 95th (ft) 50 245 14 78 324 74 56 248 77 65 138 Internal Link Dist (ft) 1326 652 509 408 Turn Bay Length (ft) 170 190 320 210 350 115 160 Base Capacity (vph) 757 645 1242 760 639 616 716 652 597 705 619 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.09 0.43 0.03 0.16 0.58 0.28 0.11 0.43 0.22 0.13 0.28 Intersection Summary 159 HCM 6th Signalized Intersection Summary 36: W Kagy Blvd & S Willson Ave 12/16/2022 AM Peak Kagy Boulevard 9:15 am 10/13/2022 Existing Conditions (2022)Synchro 11 Report Page 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 61 248 34 105 328 153 69 248 118 84 85 70 Future Volume (veh/h) 61 248 34 105 328 153 69 248 118 84 85 70 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1723 1736 1750 1723 1723 1709 1709 1750 1736 1723 1736 1750 Adj Flow Rate, veh/h 69 279 38 118 369 0 78 279 133 94 96 79 Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Percent Heavy Veh, % 2 1 0 2 2 3 3 0 1 2 1 0 Cap, veh/h 316 436 484 394 466 411 388 326 344 201 166 Arrive On Green 0.07 0.25 0.25 0.09 0.27 0.00 0.08 0.22 0.22 0.08 0.23 0.23 Sat Flow, veh/h 1641 1736 1483 1641 1723 1448 1628 1750 1471 1641 881 725 Grp Volume(v), veh/h 69 279 38 118 369 0 78 279 133 94 0 175 Grp Sat Flow(s),veh/h/ln 1641 1736 1483 1641 1723 1448 1628 1750 1471 1641 0 1606 Q Serve(g_s), s 1.7 8.1 1.0 2.9 11.2 0.0 2.0 8.3 4.4 2.4 0.0 5.3 Cycle Q Clear(g_c), s 1.7 8.1 1.0 2.9 11.2 0.0 2.0 8.3 4.4 2.4 0.0 5.3 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.45 Lane Grp Cap(c), veh/h 316 436 484 394 466 411 388 326 344 0 367 V/C Ratio(X) 0.22 0.64 0.08 0.30 0.79 0.19 0.72 0.41 0.27 0.00 0.48 Avail Cap(c_a), veh/h 1279 1017 980 1325 1009 1358 1025 862 1287 0 941 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 14.5 18.8 13.1 13.8 19.1 0.0 14.9 20.3 18.8 15.1 0.0 18.8 Incr Delay (d2), s/veh 0.3 1.6 0.1 0.4 3.1 0.0 0.2 2.5 0.8 0.4 0.0 1.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.6 3.0 0.3 1.0 4.3 0.0 0.7 3.4 1.5 0.9 0.0 1.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 14.8 20.4 13.2 14.2 22.1 0.0 15.1 22.8 19.6 15.6 0.0 19.8 LnGrp LOS B C B B C B C B B A B Approach Vol, veh/h 386 487 490 269 Approach Delay, s/veh 18.7 20.2 20.7 18.3 Approach LOS B C C B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 8.1 21.2 7.2 19.9 7.0 22.2 7.6 19.5 Change Period (Y+Rc), s 3.0 7.0 3.0 7.0 3.0 7.0 3.0 7.0 Max Green Setting (Gmax), s 37.0 33.0 37.0 33.0 37.0 33.0 37.0 33.0 Max Q Clear Time (g_c+I1), s 4.9 10.1 4.0 7.3 3.7 13.2 4.4 10.3 Green Ext Time (p_c), s 0.3 1.7 0.2 1.1 0.2 2.1 0.3 2.2 Intersection Summary HCM 6th Ctrl Delay 19.7 HCM 6th LOS B Notes Unsignalized Delay for [WBR] is excluded from calculations of the approach delay and intersection delay. 160 Queues 27: S 19th Ave & W Kagy Blvd 12/16/2022 PM Peak Kagy Boulevard 9:15 am 10/13/2022 Existing Conditions (2022)Synchro 11 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Group Flow (vph) 66 19 16 209 10 497 10 399 173 399 493 v/c Ratio 0.25 0.05 0.04 0.78 0.03 0.75 0.02 0.23 0.20 0.55 0.21 Control Delay 39.7 34.8 0.2 63.6 33.9 29.4 9.0 18.5 4.1 10.3 8.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 39.7 34.8 0.2 63.6 33.9 29.4 9.0 18.5 4.1 10.3 8.1 Queue Length 50th (ft) 43 12 0 154 6 260 2 83 0 100 60 Queue Length 95th (ft) 77 30 0 221 19 286 9 157 46 193 134 Internal Link Dist (ft) 379 1964 2610 596 Turn Bay Length (ft) 140 140 125 130 350 300 350 Base Capacity (vph) 433 589 560 439 589 876 591 1744 855 857 2314 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.15 0.03 0.03 0.48 0.02 0.57 0.02 0.23 0.20 0.47 0.21 Intersection Summary 161 HCM 6th Signalized Intersection Summary 27: S 19th Ave & W Kagy Blvd 12/16/2022 PM Peak Kagy Boulevard 9:15 am 10/13/2022 Existing Conditions (2022)Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 61 18 15 194 9 462 9 371 161 371 453 6 Future Volume (veh/h) 61 18 15 194 9 462 9 371 161 371 453 6 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1723 1750 1750 1750 1750 1736 1750 1750 1736 1750 1750 1750 Adj Flow Rate, veh/h 66 19 16 209 10 497 10 399 173 399 487 6 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 2 0 0 0 0 1 0 0 1 0 0 0 Cap, veh/h 328 533 452 474 533 673 475 1431 633 615 1921 24 Arrive On Green 0.30 0.30 0.30 0.30 0.30 0.30 0.01 0.43 0.43 0.15 0.57 0.57 Sat Flow, veh/h 892 1750 1483 1395 1750 1471 1667 3325 1471 1667 3364 41 Grp Volume(v), veh/h 66 19 16 209 10 497 10 399 173 399 241 252 Grp Sat Flow(s),veh/h/ln 892 1750 1483 1395 1750 1471 1667 1663 1471 1667 1663 1743 Q Serve(g_s), s 6.7 0.9 0.9 14.9 0.5 33.2 0.4 9.3 9.1 15.1 8.7 8.7 Cycle Q Clear(g_c), s 7.2 0.9 0.9 15.8 0.5 33.2 0.4 9.3 9.1 15.1 8.7 8.7 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.02 Lane Grp Cap(c), veh/h 328 533 452 474 533 673 475 1431 633 615 949 995 V/C Ratio(X) 0.20 0.04 0.04 0.44 0.02 0.74 0.02 0.28 0.27 0.65 0.25 0.25 Avail Cap(c_a), veh/h 357 589 499 519 589 720 608 1431 633 889 949 995 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 31.7 29.3 29.3 34.9 29.2 26.7 18.8 22.1 22.1 13.7 12.9 12.9 Incr Delay (d2), s/veh 0.3 0.0 0.0 0.6 0.0 3.8 0.0 0.5 1.1 1.2 0.6 0.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.5 0.4 0.3 5.1 0.2 12.0 0.2 3.6 3.3 5.4 3.3 3.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 32.0 29.4 29.4 35.5 29.2 30.5 18.8 22.6 23.1 14.8 13.6 13.5 LnGrp LOS C C C D C C B C C B B B Approach Vol, veh/h 101 716 582 892 Approach Delay, s/veh 31.1 31.9 22.7 14.1 Approach LOS C C C B Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 22.3 56.5 41.2 5.4 73.4 41.2 Change Period (Y+Rc), s 4.0 4.9 4.6 4.0 4.9 4.6 Max Green Setting (Gmax), s 38.0 28.1 40.4 11.0 55.1 40.4 Max Q Clear Time (g_c+I1), s 17.1 11.3 9.2 2.4 10.7 35.2 Green Ext Time (p_c), s 1.2 2.8 0.5 0.0 2.9 1.3 Intersection Summary HCM 6th Ctrl Delay 22.6 HCM 6th LOS C 162 HCM 6th TWSC 30: W Kagy Blvd & S 7th Ave 12/16/2022 PM Peak Kagy Boulevard 9:15 am 10/13/2022 Existing Conditions (2022)Synchro 11 Report Page 3 Intersection Int Delay, s/veh 4.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 67 551 5 6 430 15 6 6 37 26 6 186 Future Vol, veh/h 67 551 5 6 430 15 6 6 37 26 6 186 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 100 - - 130 - - - - - - - 115 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93 Heavy Vehicles, % 0 0 0 0 0 0 0 0 0 0 0 0 Mvmt Flow 72 592 5 6 462 16 6 6 40 28 6 200 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 478 0 0 597 0 0 1324 1229 595 1244 1223 470 Stage 1 - - - - - - 739 739 - 482 482 - Stage 2 - - - - - - 585 490 - 762 741 - Critical Hdwy 4.1 - - 4.1 - - 7.1 6.5 6.2 7.1 6.5 6.2 Critical Hdwy Stg 1 - - - - - - 6.1 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 - - - - - - 6.1 5.5 - 6.1 5.5 - Follow-up Hdwy 2.2 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3 Pot Cap-1 Maneuver 1095 - - 989 - - 134 179 508 152 181 598 Stage 1 - - - - - - 412 427 - 569 557 - Stage 2 - - - - - - 501 552 - 400 426 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1095 - - 989 - - 82 166 508 129 168 598 Mov Cap-2 Maneuver - - - - - - 82 166 - 129 168 - Stage 1 - - - - - - 385 399 - 531 554 - Stage 2 - - - - - - 328 549 - 339 398 - Approach EB WB NB SB HCM Control Delay, s 0.9 0.1 21.6 17.9 HCM LOS C C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2 Capacity (veh/h) 269 1095 - - 989 - - 135 598 HCM Lane V/C Ratio 0.196 0.066 - - 0.007 - - 0.255 0.334 HCM Control Delay (s) 21.6 8.5 - - 8.7 - - 40.6 14 HCM Lane LOS C A - - A - - E B HCM 95th %tile Q(veh) 0.7 0.2 - - 0 - - 1 1.5 163 Queues 33: S 11th Ave & W Kagy Blvd 12/16/2022 PM Peak Kagy Boulevard 9:15 am 10/13/2022 Existing Conditions (2022)Synchro 11 Report Page 4 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 56 504 63 571 112 220 140 246 v/c Ratio 0.16 0.69 0.16 0.79 0.31 0.59 0.36 0.65 Control Delay 11.2 27.4 11.0 31.8 17.4 31.1 18.0 33.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 11.2 27.4 11.0 31.8 17.4 31.1 18.0 33.1 Queue Length 50th (ft) 12 203 13 241 34 87 44 100 Queue Length 95th (ft) 34 #436 37 #518 69 158 83 178 Internal Link Dist (ft) 602 1296 406 533 Turn Bay Length (ft) 115 150 220 200 Base Capacity (vph) 389 731 434 726 385 688 400 688 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.14 0.69 0.15 0.79 0.29 0.32 0.35 0.36 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 164 HCM 6th Signalized Intersection Summary 33: S 11th Ave & W Kagy Blvd 12/16/2022 PM Peak Kagy Boulevard 9:15 am 10/13/2022 Existing Conditions (2022)Synchro 11 Report Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 55 429 65 62 429 130 110 160 56 137 178 63 Future Volume (veh/h) 55 429 65 62 429 130 110 160 56 137 178 63 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1750 1750 1750 1750 1736 1750 1750 1750 1750 1750 1750 Adj Flow Rate, veh/h 56 438 66 63 438 133 112 163 57 140 182 64 Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Percent Heavy Veh, % 0 0 0 0 0 1 0 0 0 0 0 0 Cap, veh/h 263 577 87 323 505 153 321 224 78 348 245 86 Arrive On Green 0.04 0.39 0.39 0.04 0.39 0.39 0.07 0.18 0.18 0.09 0.20 0.20 Sat Flow, veh/h 1667 1486 224 1667 1288 391 1667 1239 433 1667 1237 435 Grp Volume(v), veh/h 56 0 504 63 0 571 112 0 220 140 0 246 Grp Sat Flow(s),veh/h/ln 1667 0 1710 1667 0 1680 1667 0 1672 1667 0 1672 Q Serve(g_s), s 1.1 0.0 14.4 1.3 0.0 17.7 3.0 0.0 7.0 3.8 0.0 7.8 Cycle Q Clear(g_c), s 1.1 0.0 14.4 1.3 0.0 17.7 3.0 0.0 7.0 3.8 0.0 7.8 Prop In Lane 1.00 0.13 1.00 0.23 1.00 0.26 1.00 0.26 Lane Grp Cap(c), veh/h 263 0 664 323 0 658 321 0 302 348 0 331 V/C Ratio(X) 0.21 0.00 0.76 0.20 0.00 0.87 0.35 0.00 0.73 0.40 0.00 0.74 Avail Cap(c_a), veh/h 460 0 860 514 0 844 462 0 799 460 0 799 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 12.4 0.0 15.0 11.4 0.0 15.8 17.2 0.0 21.8 16.8 0.0 21.3 Incr Delay (d2), s/veh 0.4 0.0 2.9 0.3 0.0 7.8 0.6 0.0 3.4 0.7 0.0 3.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.4 0.0 5.2 0.4 0.0 7.0 1.1 0.0 2.9 1.4 0.0 3.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 12.8 0.0 17.9 11.7 0.0 23.7 17.9 0.0 25.2 17.5 0.0 24.6 LnGrp LOS B A B B A C B A C B A C Approach Vol, veh/h 560 634 332 386 Approach Delay, s/veh 17.4 22.5 22.7 22.0 Approach LOS B C C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 5.5 27.6 7.2 16.2 5.3 27.7 8.2 15.2 Change Period (Y+Rc), s 3.0 5.6 3.0 5.0 3.0 5.6 3.0 5.0 Max Green Setting (Gmax), s 9.0 28.4 9.0 27.0 9.0 28.4 9.0 27.0 Max Q Clear Time (g_c+I1), s 3.3 16.4 5.0 9.8 3.1 19.7 5.8 9.0 Green Ext Time (p_c), s 0.0 2.5 0.1 1.3 0.0 2.4 0.1 1.2 Intersection Summary HCM 6th Ctrl Delay 20.9 HCM 6th LOS C 165 Queues 36: W Kagy Blvd & S Willson Ave 12/16/2022 PM Peak Kagy Boulevard 9:15 am 10/13/2022 Existing Conditions (2022)Synchro 11 Report Page 6 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Group Flow (vph) 147 434 66 132 336 109 62 142 80 136 251 v/c Ratio 0.28 0.66 0.08 0.30 0.53 0.18 0.18 0.51 0.26 0.30 0.65 Control Delay 12.2 31.4 4.8 12.7 28.0 8.8 20.0 42.1 10.6 21.3 39.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 12.2 31.4 4.8 12.7 28.0 8.8 20.0 42.1 10.6 21.3 39.5 Queue Length 50th (ft) 37 198 2 33 146 8 22 73 0 51 124 Queue Length 95th (ft) 84 #381 26 76 284 50 51 143 39 98 222 Internal Link Dist (ft) 1326 652 509 408 Turn Bay Length (ft) 170 190 320 210 350 115 160 Base Capacity (vph) 807 655 1303 784 652 608 694 646 605 706 630 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.18 0.66 0.05 0.17 0.52 0.18 0.09 0.22 0.13 0.19 0.40 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 166 HCM 6th Signalized Intersection Summary 36: W Kagy Blvd & S Willson Ave 12/16/2022 PM Peak Kagy Boulevard 9:15 am 10/13/2022 Existing Conditions (2022)Synchro 11 Report Page 7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 134 395 60 120 306 99 56 129 73 124 157 71 Future Volume (veh/h) 134 395 60 120 306 99 56 129 73 124 157 71 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1750 1750 1750 1750 1750 1723 1736 1750 1750 1750 1750 Adj Flow Rate, veh/h 147 434 66 132 336 0 62 142 80 136 173 78 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 0 0 0 0 0 0 2 1 0 0 0 0 Cap, veh/h 422 536 550 342 532 295 284 243 398 231 104 Arrive On Green 0.09 0.31 0.31 0.09 0.30 0.00 0.06 0.16 0.16 0.10 0.20 0.20 Sat Flow, veh/h 1667 1750 1483 1667 1750 1483 1641 1736 1483 1667 1142 515 Grp Volume(v), veh/h 147 434 66 132 336 0 62 142 80 136 0 251 Grp Sat Flow(s),veh/h/ln 1667 1750 1483 1667 1750 1483 1641 1736 1483 1667 0 1657 Q Serve(g_s), s 3.5 13.6 1.7 3.1 9.8 0.0 1.8 4.4 2.8 3.8 0.0 8.5 Cycle Q Clear(g_c), s 3.5 13.6 1.7 3.1 9.8 0.0 1.8 4.4 2.8 3.8 0.0 8.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.31 Lane Grp Cap(c), veh/h 422 536 550 342 532 295 284 243 398 0 335 V/C Ratio(X) 0.35 0.81 0.12 0.39 0.63 0.21 0.50 0.33 0.34 0.00 0.75 Avail Cap(c_a), veh/h 1307 973 921 1231 973 1212 966 825 1265 0 922 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 12.8 19.0 12.3 13.6 17.8 0.0 18.7 22.6 21.9 16.7 0.0 22.3 Incr Delay (d2), s/veh 0.5 3.0 0.1 0.7 1.2 0.0 0.4 1.4 0.8 0.5 0.0 3.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.2 5.2 0.5 1.1 3.7 0.0 0.7 1.8 1.0 1.4 0.0 3.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 13.3 22.0 12.4 14.3 19.0 0.0 19.1 24.0 22.7 17.2 0.0 25.6 LnGrp LOS B C B B B B C C B A C Approach Vol, veh/h 647 468 284 387 Approach Delay, s/veh 19.0 17.7 22.5 22.7 Approach LOS B B C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 8.3 25.2 6.8 19.0 8.5 25.0 9.1 16.7 Change Period (Y+Rc), s 3.0 7.0 3.0 7.0 3.0 7.0 3.0 7.0 Max Green Setting (Gmax), s 37.0 33.0 37.0 33.0 37.0 33.0 37.0 33.0 Max Q Clear Time (g_c+I1), s 5.1 15.6 3.8 10.5 5.5 11.8 5.8 6.4 Green Ext Time (p_c), s 0.4 2.6 0.2 1.5 0.4 1.9 0.4 1.1 Intersection Summary HCM 6th Ctrl Delay 20.0 HCM 6th LOS C Notes Unsignalized Delay for [WBR] is excluded from calculations of the approach delay and intersection delay. 167 APPENDIX C– SIGNAL WARRANT WORKSHEETS 168 Existing Volumes (2022) Design Year (2045)   x  x  x x -- -- x x x x   -- -- Yes   No Kagy Boulevard & South 7th Avenue Kagy Boulevard & South 7th Avenue 1. Eight-Hour Vehicular Volume 2. Four-Hour Vehicular Volume 3. Peak Hour 7. Crash History 8. Roadway Network 9. Intersection Near a Grade Crossing Signal Warranted TRAFFIC SIGNAL WARRANTS 4. Pedestrian Volume 5. School Crossing 6. Coordinated Signal System 169 Sanderson Stewart 15060.01 Kagy Blvd - S 19th to Willson City of Bozeman/MDT 35 mph Kagy Blvd (1 lane) S 7th Ave (2 lanes) Analysis Year/Case: Existing (2022) Hour Begin NB SB EB WB 0:00 1 18 20 15 35 18 1:00 0 5 7 9 16 5 2:00 0 2 4 4 8 2 3:00 0 1 3 4 7 1 4:00 1 2 5 8 13 2 5:00 3 9 62 49 111 9 6:00 5 19 147 151 298 19 7:00 19 42 476 368 844 42 8:00 14 72 528 449 977 72 9:00 21 81 457 359 816 81 10:00 17 122 421 334 755 122 11:00 23 100 447 383 830 100 12:00 26 162 455 404 859 162 13:00 28 138 492 362 854 138 14:00 32 147 485 363 848 147 15:00 32 179 515 420 935 179 16:00 37 181 601 433 1034 181 17:00 48 197 602 464 1066 197 18:00 15 133 420 330 750 133 19:00 14 108 280 255 535 108 20:00 7 77 232 179 411 77 21:00 3 48 137 114 251 48 22:00 5 39 70 72 142 39 23:00 2 18 33 36 69 18 TOTAL 353 1900 6899 5565 12464 1900 Condition A - Minimum Vehicular Volume (100% Columns): No (0 hrs) Condition B - Interruption of Continuous Traffic (100% Columns): Yes (9 hrs) Combination of Conditions A & B (80% Columns): No (4 hrs) Yes (10 hrs) Warrant 1 Satisfied?Yes Major Street Total > 500 and Higher Minor Street Total > 200 for 8 hours? Major Street Total > 750 and Higher Minor Street Total > 100 for 8 hours? Major Street Total > 400 and Higher Minor Street Total > 160 for 8 hours? Major Street Total > 600 and Higher Minor Street Total > 80 for 8 hours? Higher Volume Minor Approach Jurisdiction: Major Street Speed Limit: Major Street (Approach Lanes): Minor Street (Approach Lanes): Avg. Entering Volume Major Street Total (Both Approaches) Project Description: Warrant 1: Eight-Hour Vehicular Volume General Information Agency/Company: Date: Project Number: 12/28/2022 170 Sanderson Stewart 12/28/2022 15060.01 Kagy Blvd - S 19th to Willson City of Bozeman/MDT 35 mph Kagy Blvd (1 lane) S 7th Ave (2 lanes) Analysis Year/Case: Design Year (2045) Hour Begin NB SB EB WB 0:00 1 24 37 31 68 24 1:00 0 7 13 18 31 7 2:00 0 3 7 8 15 3 3:00 0 1 6 8 14 1 4:00 1 3 9 16 25 3 5:00 3 12 114 100 214 12 6:00 5 26 271 309 580 26 7:00 19 56 878 754 1632 56 8:00 14 97 974 920 1894 97 9:00 21 109 843 735 1578 109 10:00 17 164 777 684 1461 164 11:00 23 134 825 784 1609 134 12:00 26 218 840 827 1667 218 13:00 28 185 908 741 1649 185 14:00 32 197 895 743 1638 197 15:00 32 240 950 860 1810 240 16:00 37 243 1109 887 1996 243 17:00 48 265 1111 950 2061 265 18:00 15 179 775 676 1451 179 19:00 14 145 517 522 1039 145 20:00 7 103 428 367 795 103 21:00 3 64 253 233 486 64 22:00 5 52 129 147 276 52 23:00 2 24 61 74 135 24 TOTAL 353 2551 12730 11394 24124 2551 Condition A - Minimum Vehicular Volume (100% Columns): No (4 hrs) Condition B - Interruption of Continuous Traffic (100% Columns): Yes (12 hrs) Combination of Conditions A & B (80% Columns): Yes (8 hrs) Yes (13 hrs) Warrant 1 Satisfied?Yes Major Street Total > 500 and Higher Minor Street Total > 200 for 8 hours? Major Street Total > 750 and Higher Minor Street Total > 100 for 8 hours? Major Street Total > 400 and Higher Minor Street Total > 160 for 8 hours? Major Street Total > 600 and Higher Minor Street Total > 80 for 8 hours? Higher Volume Minor Approach Jurisdiction: Major Street Speed Limit: Major Street (Approach Lanes): Minor Street (Approach Lanes): Avg. Entering Volume Major Street Total (Both Approaches) Project Description: Warrant 1: Eight-Hour Vehicular Volume General Information Agency/Company: Date: Project Number: 171 Sanderson Stewart 12/28/2022 15060.01 Kagy Blvd - S 19th to Willson City of Bozeman/MDT 35 mph Kagy Blvd (1 lane) S 7th Ave (2 lanes) Analysis Year/Case: Existing (2022) Hour Begin NB SB EB WB 0:00 1 18 20 15 35 18 1:00 0 5 7 9 16 5 2:00 0 2 4 4 8 2 3:00 0 1 3 4 7 1 4:00 1 2 5 8 13 2 5:00 3 9 62 49 111 9 6:00 5 19 147 151 298 19 7:00 19 42 476 368 844 42 8:00 14 72 528 449 977 72 9:00 21 81 457 359 816 81 10:00 17 122 421 334 755 122 11:00 23 100 447 383 830 100 12:00 26 162 455 404 859 162 13:00 28 138 492 362 854 138 14:00 32 147 485 363 848 147 15:00 32 179 515 420 935 179 16:00 37 181 601 433 1034 181 17:00 48 197 602 464 1066 197 18:00 15 133 420 330 750 133 19:00 14 108 280 255 535 108 20:00 7 77 232 179 411 77 21:00 3 48 137 114 251 48 22:00 5 39 70 72 142 39 23:00 2 18 33 36 69 18 TOTAL 353 1900 6899 5565 12464 1900 Meets warrant criteria on graph for minimum of 4 hours (100% thresholds)?No (3 hrs) Warrant 2 Satisfied?No Higher Volume Minor Approach Jurisdiction: Major Street Speed Limit: Major Street (Approach Lanes): Minor Street (Approach Lanes): Avg. Entering Volume Major Street Total (Both Approaches) Project Description: Warrant 2: Four-Hour Vehicular Volume General Information Agency/Company: Date: Project Number: 172 Sanderson Stewart 12/28/2022 15060.01 Kagy Blvd - S 19th to Willson City of Bozeman/MDT 35 mph Kagy Blvd (1 lane) S 7th Ave (2 lanes) Analysis Year/Case: Design Year (2045) Hour Begin NB SB EB WB 0:00 1 24 37 31 68 24 1:00 0 7 13 18 31 7 2:00 0 3 7 8 15 3 3:00 0 1 6 8 14 1 4:00 1 3 9 16 25 3 5:00 3 12 114 100 214 12 6:00 5 26 271 309 580 26 7:00 19 56 878 754 1632 56 8:00 14 97 974 920 1894 97 9:00 21 109 843 735 1578 109 10:00 17 164 777 684 1461 164 11:00 23 134 825 784 1609 134 12:00 26 218 840 827 1667 218 13:00 28 185 908 741 1649 185 14:00 32 197 895 743 1638 197 15:00 32 240 950 860 1810 240 16:00 37 243 1109 887 1996 243 17:00 48 265 1111 950 2061 265 18:00 15 179 775 676 1451 179 19:00 14 145 517 522 1039 145 20:00 7 103 428 367 795 103 21:00 3 64 253 233 486 64 22:00 5 52 129 147 276 52 23:00 2 24 61 74 135 24 TOTAL 353 2551 12730 11394 24124 2551 Meets warrant criteria on graph for minimum of 4 hours (100% thresholds)?Yes (10 hrs) Warrant 2 Satisfied?Yes Higher Volume Minor Approach Jurisdiction: Major Street Speed Limit: Major Street (Approach Lanes): Minor Street (Approach Lanes): Avg. Entering Volume Major Street Total (Both Approaches) Project Description: Warrant 2: Four-Hour Vehicular Volume General Information Agency/Company: Date: Project Number: 173 Sanderson Stewart 12/28/2022 15060.01 Kagy Blvd - S 19th to Willson City of Bozeman/MDT 35 mph Kagy Blvd (1 lane) S 7th Ave (2 lanes) Analysis Year/Case: Existing (2022) Category A:Peak Period: PM Total stopped time delay for minor approach > 5 veh-hrs?No (1.08) High minor approach volume > 150 for peak hour?Yes (218) Total entering volume > 800 for peak hour?Yes (1341) Category A warrant satisfied?No Category B: Meets warrant criteria on graph for minimum of one hour (100% thresholds)?No Warrant 3 Satisfied?No Warrant 3: Peak Hour General Information Agency/Company: Date: Project Number: Project Description: Jurisdiction: Major Street Speed Limit: Major Street (Approach Lanes): Minor Street (Approach Lanes): AM Peak Hour 7:45 - 8:45 AM High Minor Total Stopped Time Delay (hrs) 0.34 Total Volume of Major Approaches (vehs) 1026 High Minor Approach Volume (vehs) 59 Total Entering Volume (vehs) 1097 High Minor Approach Volume (vehs) 218 Total Entering Volume (vehs) 1341 PM Peak Hour 5:00 - 6:00 PM High Minor Total Stopped Time Delay (hrs) 1.08 Total Volume of Major Approaches (vehs) 1074 174 Sanderson Stewart 12/28/2022 15060.01 Kagy Blvd - S 19th to Willson City of Bozeman/MDT 35 mph Kagy Blvd (1 lane) S 7th Ave (2 lanes) Analysis Year/Case: Design Year (2045) Category A:Peak Period: PM Total stopped time delay for minor approach > 5 veh-hrs?Yes (12.60) High minor approach volume > 150 for peak hour?Yes (261) Total entering volume > 800 for peak hour?Yes (2290) Category A warrant satisfied?Yes Category B: Meets warrant criteria on graph for minimum of one hour (100% thresholds)?Yes Warrant 3 Satisfied?Yes Warrant 3: Peak Hour General Information Agency/Company: Date: Project Number: Project Description: Jurisdiction: Major Street Speed Limit: Major Street (Approach Lanes): Minor Street (Approach Lanes): AM Peak Hour 7:45 - 8:45 AM High Minor Total Stopped Time Delay (hrs) 13.44 Total Volume of Major Approaches (vehs) 2081 High Minor Approach Volume (vehs) 111 Total Volume of Major Approaches (vehs) 2204 High Minor Approach Volume (vehs) Total Entering Volume (vehs) Total Entering Volume (vehs) PM Peak Hour High Minor Total Stopped Time Delay (hrs) 2290 261 1980 12.60 5:00 - 6:00 PM 175 Sanderson Stewart 12/28/2022 15060.01 Kagy Blvd - S 19th to Willson City of Bozeman/MDT 35 mph Kagy Blvd (1 lane) S 7th Ave (2 lanes) Analysis Year/Case: Existing (2022) This warrant is intended for application where the traffic volume on a major street is so heavy that pedestrians experience excessive delay in crossing the major street. Hour Begin 0:00 35 0 1:00 16 0 2:00 8 0 3:00 7 0 4:00 13 0 5:00 111 3 6:00 298 2 7:00 844 29 8:00 977 51 9:00 816 23 10:00 755 24 11:00 830 54 12:00 859 22 13:00 854 33 14:00 848 28 15:00 935 30 16:00 1034 41 17:00 1066 33 18:00 750 32 19:00 535 9 For each of any 4 hours of an average day, do the plotted points representing 20:00 411 3 representing the vehicles per hour on the major street and the corresponding 21:00 251 3 pedestrians per hour crossing the major street fall above the curve in 22:00 142 0 Figure 4C-5?No 23:00 69 1 TOTAL 12,464 421 For 1 hour of an average day, does the plotted point representing vehicles per hour on the major street and the corresponding pedestrians per hour crossing the major street fall above the curve in Figure 4C-7?No Warrant 4 Satisfied?No Pedestrian Volume Crossing Major Street Warrant 4: Pedestrian Volume General Information Agency/Company: Date: Project Number: Project Description: Jurisdiction: Major Street Speed Limit: Major Street (Approach Lanes): Minor Street (Approach Lanes): Major Street Total Traffic 176 Sanderson Stewart 12/28/2022 15060.01 Kagy Blvd - S 19th to Willson City of Bozeman/MDT 35 mph Kagy Blvd (1 lane) S 7th Ave (2 lanes) Analysis Year/Case: Existing (2022) This warrant is intended for application where the traffic volume on a major street is so heavy that pedestrians experience excessive delay in crossing the major street. Hour Begin 0:00 35 0 1:00 16 0 2:00 8 0 3:00 7 0 4:00 13 0 5:00 111 6 6:00 298 4 7:00 844 55 8:00 977 75 9:00 816 43 10:00 755 45 11:00 830 102 12:00 859 41 13:00 854 62 14:00 848 53 15:00 935 56 16:00 1034 77 17:00 1066 83 18:00 750 60 19:00 535 17 For each of any 4 hours of an average day, do the plotted points representing 20:00 411 6 representing the vehicles per hour on the major street and the corresponding 21:00 251 6 pedestrians per hour crossing the major street fall above the curve in 22:00 142 0 Figure 4C-5?No 23:00 69 2 TOTAL 12,464 792 For 1 hour of an average day, does the plotted point representing vehicles per hour on the major street and the corresponding pedestrians per hour crossing the major street fall above the curve in Figure 4C-7?No Warrant 4 Satisfied?No Jurisdiction: Major Street Speed Limit: Major Street (Approach Lanes): Minor Street (Approach Lanes): Major Street Total Traffic Pedestrian Volume Crossing Major Street Warrant 4: Pedestrian Volume General Information Agency/Company: Date: Project Number: Project Description: 177 Sanderson Stewart 12/28/2022 15060.01 Kagy Blvd - S 19th to Willson City of Bozeman/MDT 35 mph Kagy Blvd (1 lane) S 7th Ave (2 lanes) Analysis Year/Case: Existing (2022) This warrant is intended for application where the fact that school children (elementary through high school students) cross the major street is the principle reason to consider installing a traffic signal. This warrant shall not be applied at locations where the distance to the nearest traffic control signal along the major street is less than 300 feet, unless it can be shown that the proposed traffic signal would not restrict the progressive movement of traffic. Is the number of adequate gaps in the major crossing traffic steam during the primary crossing period less than the number of minutes in that crossing period?N/A Do 20 or more students cross at this location during the highest crossing hour?N/A Warrant 5 Satisfied?N/A Are any adjacent traffic signals located so far away that they do not provide a necessary degree of platooning and/or progressive operation?No Warrant 6 Satisfied?No This warrant is intended for application where the severity and frequency of crashes are the principal reasons to consider installing a traffic control signal Have adequate trials of alternatives failed to reduce the crash frequency?N/A Have 5 or more crashes, of types susceptible to correction by a signal, occurred within a 12-month period?No Is Condition A criterion met for 80% columns of Warrant 1 met?No Is Condition B criterion met for 80% columns of Warrant 1 met?Yes Are observed pedestrian volumes equal to or greater than 80% of what is required for Warrant 4? No Warrant 7 Satisfied?No Jurisdiction: Warrant 7: Crash Experience Major Street Speed Limit: Major Street (Approach Lanes): Minor Street (Approach Lanes): Warrant 5: School Crossing Warrant 6: Coordinated Signal System This warrant is intended for application where installation of a traffic signal would help to provide proper platooning of vehicles and therefore provide progressive movement in a coordinated signal system. General Information Agency/Company: Date: Project Number: Project Description: 178 Sanderson Stewart 12/28/2022 15060.01 Kagy Blvd - S 19th to Willson City of Bozeman/MDT 35 mph Kagy Blvd (1 lane) S 7th Ave (2 lanes) Analysis Year/Case: Design Year (2045) This warrant is intended for application where the fact that school children (elementary through high school students) cross the major street is the principle reason to consider installing a traffic signal. This warrant shall not be applied at locations where the distance to the nearest traffic control signal along the major street is less than 300 feet, unless it can be shown that the proposed traffic signal would not restrict the progressive movement of traffic. Is the number of adequate gaps in the major crossing traffic steam during the primary crossing period less than the number of minutes in that crossing period?N/A Do 20 or more students cross at this location during the highest crossing hour?N/A Warrant 5 Satisfied?N/A Are any adjacent traffic signals located so far away that they do not provide a necessary degree of platooning and/or progressive operation?No Warrant 6 Satisfied?No This warrant is intended for application where the severity and frequency of crashes are the principal reasons to consider installing a traffic control signal Have adequate trials of alternatives failed to reduce the crash frequency?N/A Have 5 or more crashes, of types susceptible to correction by a signal, occurred within a 12-month period?No Is Condition A criterion met for 80% columns of Warrant 1 met?Yes Is Condition B criterion met for 80% columns of Warrant 1 met?Yes Are observed pedestrian volumes equal to or greater than 80% of what is required for Warrant 4? No Warrant 7 Satisfied?No Jurisdiction: Warrant 7: Crash Experience Major Street Speed Limit: Major Street (Approach Lanes): Minor Street (Approach Lanes): Warrant 5: School Crossing Warrant 6: Coordinated Signal System This warrant is intended for application where installation of a traffic signal would help to provide proper platooning of vehicles and therefore provide progressive movement in a coordinated signal system. General Information Agency/Company: Date: Project Number: Project Description: 179 Sanderson Stewart 12/28/2022 15060.01 Kagy Blvd - S 19th to Willson City of Bozeman/MDT 35 mph Kagy Blvd (1 lane) S 7th Ave (2 lanes) Analysis Year/Case: Existing (2022) This warrant is intended for application where installation of a traffic signal could be justified in order to encourage concentration and organization of traffic flow on a roadway network Do two or more of the intersecting routes at this location have at least one of the following characteristics: A. It is part of the street or highway system that serves as the principal roadway network for through traffic flow; or B. It includes rural or suburban highways outside, entering, or traversing a City; or C. It appears as a major route on an official plan. Yes Does this intersection have an existing or immediately projected total entering volume of a least 1000 vehicles during a weekday typical peak hour and have a 5-year projected traffic volume that meets one or more of Warrants 1, 2, and 3 during an average weekday?Yes Does this intersection have an existing or immediately projected total entering volume of at least 1000 vph for each of any 5 hours of a Saturday or Sunday?N/A Warrant 8 Satisfied?Yes This warrant is intended for application where none of the conditions described in the other eight traffic signal warrants are met, but the proximity to the intersection of a grade crossing on an intersection approach controlled by a STOP or YIELD sign is the principal reason to consider installing a traffic signal. Does a grade crossing exist on an approach controlled by a STOP or YIELD sign whereby the center of the track nearest to the intersection is within 140 feet of the stop or yield line? No During the highest traffic volume hour during which the rail traffic uses the crossing, does the plotted point representing vehicles per hour on the major street and the corresponding vehicles per hour on the minor-street approach that crosses the track fall above the applicable curve in Figure 4C-9 or 4C-10 (whichever is applicable) for the existing combination of approach lanes over the track and the distance D, which is the clear storage distance?N/A Warrant 9 Satisfied?N/A Major Street Speed Limit: Major Street (Approach Lanes): Minor Street (Approach Lanes): Warrant 8: Roadway Network Warrant 9: Intersection Near a Grade Crossing Jurisdiction: General Information Agency/Company: Date: Project Number: Project Description: 180 Sanderson Stewart 12/28/2022 15060.01 Kagy Blvd - S 19th to Willson City of Bozeman/MDT 35 mph Kagy Blvd (1 lane) S 7th Ave (2 lanes) Analysis Year/Case: Design Year (2045) This warrant is intended for application where installation of a traffic signal could be justified in order to encourage concentration and organization of traffic flow on a roadway network Do two or more of the intersecting routes at this location have at least one of the following characteristics: A. It is part of the street or highway system that serves as the principal roadway network for through traffic flow; or B. It includes rural or suburban highways outside, entering, or traversing a City; or C. It appears as a major route on an official plan. Yes Does this intersection have an existing or immediately projected total entering volume of a least 1000 vehicles during a weekday typical peak hour and have a 5-year projected traffic volume that meets one or more of Warrants 1, 2, and 3 during an average weekday?Yes Does this intersection have an existing or immediately projected total entering volume of at least 1000 vph for each of any 5 hours of a Saturday or Sunday?N/A Warrant 8 Satisfied?Yes This warrant is intended for application where none of the conditions described in the other eight traffic signal warrants are met, but the proximity to the intersection of a grade crossing on an intersection approach controlled by a STOP or YIELD sign is the principal reason to consider installing a traffic signal. Does a grade crossing exist on an approach controlled by a STOP or YIELD sign whereby the center of the track nearest to the intersection is within 140 feet of the stop or yield line? No During the highest traffic volume hour during which the rail traffic uses the crossing, does the plotted point representing vehicles per hour on the major street and the corresponding vehicles per hour on the minor-street approach that crosses the track fall above the applicable curve in Figure 4C-9 or 4C-10 (whichever is applicable) for the existing combination of approach lanes over the track and the distance D, which is the clear storage distance?N/A Warrant 9 Satisfied?N/A General Information Agency/Company: Date: Project Number: Project Description: Warrant 9: Intersection Near a Grade Crossing Jurisdiction: Major Street Speed Limit: Major Street (Approach Lanes): Minor Street (Approach Lanes): Warrant 8: Roadway Network 181 APPENDIX D – VOLUME PROJECTIONS MEMO 182 MEMORANDUM To: Joey Renenger, MDT Consultant Design CC: Jason Senn, MDT Consultant Design Nick Ross, City of Bozeman Taylor Lonsdale, City of Bozeman From: Tessa Wermers, Sanderson Stewart Joey Staszcuk, Sanderson Stewart Date: 12/20/2022 Reference: UPN 8931000; Kagy Blvd S. 19th to Willson – Traffic Volume Projections The purpose of this memorandum is to provide a summary of the traffic volume projections prepared by Sanderson Stewart for the Kagy Blvd S. 19th to Willson project. We would like to obtain concurrence from both MDT and the City of Bozeman before proceeding with various design tasks that are dependent on these projections. Existing Traffic Volumes Sanderson Stewart completed the initial traffic data collection effort for this project in April 2015 under the MDT Traffic Engineering Term Contract. The traffic data was collected prior to graduation to ensure Montana State University’s classes would still be in session. During the fall 2015 semester, the City of Bozeman expressed concerns about traffic operations (queuing in particular) for the South 11th Avenue and Kagy Boulevard intersection and asked Sanderson Stewart to evaluate that intersection. It was presumed that the new student housing complex recently constructed in the southwest corner of the intersection had led to the breakdown in operations. Peak hour counts were collected at the intersection in September 2015 to evaluate the impacts of the new student housing complex. The September 2015 counts showed a greater than 20% increase in peak hour intersection entering volumes and up to 12 times the number of bikes and pedestrians as compared to the April 2015 counts. In order to further investigate that variation in the traffic counts for the purposes of the Kagy Boulevard project, MDT subsequently approved an amendment to recount the major intersections along the corridor. The additional counts at the four main intersections were completed in October 2015. ADT counts were not processed at the Kagy Boulevard/South 19th Avenue intersection in April of 2015, nor at the Kagy Boulevard/South Willson Avenue intersection in the Fall 2015 counts. Current traffic data was collected by Sanderson Stewart in April 2022 in support of the restarted project. Significant changes to traffic patterns have occurred in the study area since the 2015 analysis due to several recent developments in proximity to Kagy Boulevard, the connection of South 11th Avenue to Graf Street, and the extension of Graf Street to South 19th Avenue. The 2022 traffic volumes are shown in the attached Figure 1. 183 December 20, 2022 2 Future Traffic Volume Projections Sanderson Stewart completed a review of existing proposals for known developments that may impact the Kagy Boulevard corridor, as well as considering potential development for other properties that are currently undeveloped. Traffic projections calculated in 2015 were based on 13 properties east of South 19th Avenue and restricted to a 1-mile radius from Kagy Boulevard. Most of those properties remain partially or fully undeveloped today, with the exception of South Towne Square and the new parking garage at MSU. The 2015 analysis resulted in annual growth rates (AGRs) ranging from 2.59% to 3.47% on Kagy Boulevard. In this 2022 analysis, a larger radius was reviewed extending south to Goldenstein Lane and west to Fowler Lane, resulting in 32 properties to be evaluated. These 32 parcels are highlighted in the attached development figure (Figure 2) and are also summarized in the attached Table 1. Table 1 provides specific development information including the planned or assumed land uses, number of units, and resulting weekday, AM peak hour, and PM peak hour trip generation. The trip generation calculations include reductions for internal capture trips within each development where applicable, as well as reductions for pass-by and multi- modal (bicycle/pedestrian/transit) trips. A general 10% multi-modal reduction was applied to all residential trips (based on data provided in the Greater Bozeman Area Transportation Master Plan) with 50% applied to residential developments closest to the MSU campus (based on an ITE study of the Stadium View Apartments south of Kagy Boulevard and 11th Avenue). All projected developments were assumed to be 100% built out for the Design Year of 2045. All of the projected developments combined result in approximately 9,935 additional dwelling units on the south side of Bozeman. Assuming an average of 2 persons per dwelling unit, this equates to a population increase of 19,870 people. If Bozeman’s historic population growth rate of 3.6% over the past 10 years continues for the next 20 years, the developments assumed for this analysis would represent 36% of new residents citywide. Assuming full occupancy, 18% of the total future City population would reside in these new developments. It should be noted that the rates used for number of persons per household and the historic growth rate for Bozeman are based on U.S. Census data. New trips generated by the 32 assumed area developments were assigned to the Kagy Boulevard corridor based on assignments provided in available traffic impact studies and assumed traffic patterns after construction of the future anticipated roadway extensions described below. For developments with direct access to Graf Street, West Arnold Street, and Stucky Road, a percentage of trips were assumed to utilize those connections for east/west travel rather than Kagy Boulevard, particularly between South 19th Avenue and South 11th Avenue. For example, trips from the developments west of South 19th Avenue and south of Stucky Road were assigned assuming 25% of trips would travel on Graf Street east of South 19th Avenue, with 10% then traveling north on South 11th Avenue and 15% continuing east. In addition to the completed Graf Street and South 11th Avenue extensions, Stucky Road is also under construction to extend east of South 19th Avenue to connect to South 11th Avenue. West Arnold Street is also anticipated to be extended to South 19th Avenue to provide connectivity for multiple anticipated developments. Additionally, Fowler Lane was assumed to be constructed 184 December 20, 2022 3 between Stucky Road and West Garfield Street for the purposes of this analysis. Twenty percent of the future northbound/southbound through volumes on Kagy Boulevard at South 19th Avenue were removed for this planned roadway connection based on roadway capacity described in the Bozeman Transportation Master Plan. The combination of existing traffic and 100% buildout of all the area developments shown in Figure 2 results in the future traffic volume projections shown in the attached Figure 3. Chart 1 on page 4 provides a graphic summary of all the average annual daily traffic (AADT) volumes collected by MDT and Sanderson Stewart for comparison. It also shows Sanderson Stewart’s previous 2037 projections from 2015 and the updated 2045 volume projections based on the methodology outlined above. This methodology results in AADTs ranging from 21,300 vpd east of South 19th Avenue to 27,300 east of South Willson Avenue. The resulting annual growth rates range from 2.00% to 3.94%, with an average of 3.0%. In the 2015 analysis, the average growth rate was 2.8%, with 2037 AADTs ranging from 24,700 vpd to 27,200. Bozeman’s Transportation Master Plan (TMP) projected 2040 AADTs of only up to 18,000 vpd on Kagy Boulevard between South 19th Avenue and Highland Boulevard. This smaller AADT could be due to a much lower density assumed for some parcels such as Blackwood Groves, which is now anticipated to be zoned Residential Emphasis Mixed-Use (REMU) instead of the general residential assumed in the TMP. The TMP also assumed full buildout of the Visionary Major Street Network, which includes full connections of Kagy Boulevard, Graf Street, Blackwood Road, and Goldenstein Lane between South 3rd Avenue and Cottonwood Road. South 27th Avenue was also assumed to connect from West Garfield Street south to Johnson Road. These additional connections would likely pull traffic away from Kagy Boulevard, especially for developments to the south. 185 December 20, 2022 4 Chart 1: AADT Summary 186 Table 1: Development Summary Total Enter Exit Total Enter Exit Total Enter Exit 1 Yellowstone Theological Institute Junior/Community College, Church, 296 Dwelling Units, 31,500 SF Retail, 10,000 SF Restaurant 3145 1574 1571 247 123 124 276 156 120 Based on 2015 TIS & South 40 TIS 2 Allison Annex 132 Single-Family Lots 1121 561 560 83 22 61 111 70 41 Assumed density based on Allison Subdivision 3 Allison Subdivision 396 Dwelling Units 1969 985 984 139 40 99 175 106 69 Density based on 2019 Phase 4 TIS 4 South University District 570 Dwelling Units, 654 Student Bedrooms, 50,000 SF Commercial 4774 2387 2387 211 71 140 357 192 165 Based on 2016 Block 5 TIS and 2022 Blocks 2, 3, and 4 TIS 5 COS 2661A 100 Dwelling Units, 52,000 SF Office 692 346 346 71 51 20 72 23 49 Assumed density based on Stadium Center and Homestead at Buffalo Run 6 Boylan Addition 49 Dwelling Units 164 82 82 9 2 7 12 8 4 Assumed density based on Homestead at Buffalo Run 7 Kiefer Property 69 Single-Family Lots 325 163 162 24 6 18 32 20 12 Assumed density based on Allison Annex 8 MOR Commercial Lot 12,000 SF Commercial 431 216 215 18 11 7 52 26 26 Assumed land use/density based on South Towne Square 9 Bozeman Health Sub-Area Hospital expansion, 1444 DUs, 833,035 SF commercial 17342 8648 8694 2368 1340 1029 1067 453 613 Assumed density based on 2005 subarea study 10 Zimmer-Nash Property 102 Single-Family Lots 866 433 433 64 16 48 86 54 32 Assumed density based on Ridge Trail Subdivision 11 Burkhart Property 34 Single-Family Lots 289 145 144 21 5 16 29 18 11 Based on 2021 concept plan 12 Everhome 113-Room Hotel 903 451 452 52 29 23 67 34 33 Based on 2020 Development Review Application 13 P4 Apartments 206 Dwelling Units 1250 625 625 74 18 56 94 59 35 Based on 2020 Development Review Application 14 MSU Innovation Campus 102,000 SF Office/Research Center, 200-employee Research Center 2152 1076 1076 215 183 32 207 30 177 Based on 2022 Trip Generation Letter 15 Annex of Bozeman 122 Dwelling Units 450 226 224 26 7 19 36 22 14 Based on 2019 TIS 16 West Kagy Student Housing 167 Dwelling Units 562 281 281 33 8 25 42 27 15 Based on 2022 Development Review Application 17 Yellowstone Montessori Annex 2 Dwelling Units, 2,300 SF Commercial 93 47 46 4 2 2 12 6 6 Based on 2022 Development Review Application 18 West University Properties Annexation 20,000 SF Rec Center, 939 Dwelling Units, 330,000 SF Commercial/Office 8868 4440 4428 707 431 276 848 370 478 Based on 2022 Developer Information 19 University Crossing 59 Dwelling Units 198 99 99 12 3 9 14 9 5 Based on 2020 Development Review Application 20 Kagy Boulevard Fire Station #2 12,000 SF Fire Station 10 5 5 0 0 0 2 1 1 Based on 2022 TIA 21 Nexus Point 240 Dwelling Units, 16,000 SF Office 1531 769 762 101 34 67 122 70 52 Based on 2019 TIS 22 Icon Apartments at 2131 Graf 460 Dwelling Units 2790 1395 1395 166 40 126 211 133 78 Based on 2019 TIS 23 Bennet Property 252 Dwelling Units, 230,000 SF Commercial 5733 2863 2870 513 284 229 387 209 178 Assumed density based on Blackwood Groves, 2020 Development Review Application proposing REMU 24 Gran Cielo Subdivision 230 Dwelling Units 1711 856 855 121 34 87 154 94 60 Based on 2019 Preliminary Plat 25 Gran Cielo II Annex 1156 Dwelling Units 7011 3506 3505 416 100 316 531 335 196 Assumed density based on Homestead at Buffalo Run 26 Homestead at Buffalo Run 288 Dwelling Units 1747 874 873 103 25 78 133 84 49 Based on 2020 TIS 27 Blackwood Groves 800 Dwelling Units, 730,000 SF Commercial 18211 9095 9116 1630 901 729 1229 664 565 Based on 2022 Developer Information 28 Sod fields 1029 Dwelling Units 6241 3121 3120 371 89 282 473 298 175 Assumed density based on Homestead at Buffalo Run 29 Derham 532 Dwelling Units, 485,000 SF Commercial 12111 6048 6062 1084 599 485 817 442 376 Assumed density based on 80% of Blackwood Groves 30 Bozeman Cohousing 43 Dwelling Units 365 183 182 27 7 20 35 22 13 Based on 2020 Development Review Application 31 New Elementary School site 400 Students 908 454 454 296 160 136 64 29 35 Based on size of other local Elementary Schools 32 Ridge Trail Subdivision 20 Single-Family Lots 170 85 85 13 4 9 17 11 6 Based on 2022 Preliminary Plat * Development numbers correspond to those shown in Figure 2. Development* Planned/Assumed Land Use Trip Generation Notes Weekday AM Peak Hour PM Peak Hour 187 188 W KAGY BLVDS WILLS O N A V E S 7TH AVE S 11TH AVE S 19TH AVE S 3RD AVE KAGY FUTURE DEVELOPMENT MAPFIGURE 2W ARNOLD STGRAF STGOLDENSTEIN LNSTUCKY RDW GARFIELD STW COLLEGE STHUFFINE LNHIGHLAND BLVD HAGGERTY LNS 3RD AVE 189 190 APPENDIX E – DESIGN YEAR (2045) CAPACITY CALCULATIONS 191 Avg Delay (s/veh) LOS 95th % Queue (veh) Avg Delay (s/veh) LOS 95th % Queue (veh) EB 50.8 D 15 53.6 D 14 WB 37.2 D 7 43.2 D 8 NB 66.0 E 25 48.5 D 18 SB 63.1 E 27 47.4 D 23 Intersection 57.8 E --47.7 D -- EB 52.9 D 14 52.3 D 13 WB 39.6 D 14 53.8 D 16 NB 38.3 D 22 33.9 C 15 SB 45.7 D 17 48.8 D 23 Intersection 43.1 D --46.7 D -- South 19th Avenue & Kagy Boulevard Intersection Approach Design Year (2045) AM Peak PM Peak Intersection Control Signalized - Five-Lane Alternative Intersection Control Signalized - Three-Lane Alternative South 19th Avenue & Kagy Boulevard 192 Queues 27: S 19th Ave & W Kagy Blvd 01/26/2023 AM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Three-Lane Synchro 11 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Group Flow (vph) 261 287 135 160 238 404 226 1089 284 528 1040 v/c Ratio 1.13 0.81 0.23 0.89 0.80 0.54 0.70 1.05 0.40 1.02 0.66 Control Delay 135.1 62.5 7.8 49.5 44.6 11.3 27.2 82.7 12.1 78.1 25.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 135.1 62.5 7.8 49.5 44.6 11.3 27.2 82.7 12.1 78.1 25.6 Queue Length 50th (ft) ~192 211 14 65 158 149 70 ~484 60 ~391 307 Queue Length 95th (ft) #361 304 54 m64 m163 m174 121 #618 132 #651 413 Internal Link Dist (ft) 379 1964 2610 596 Turn Bay Length (ft) 140 140 125 130 350 300 350 Base Capacity (vph) 230 416 611 180 359 744 348 1035 703 520 1578 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.13 0.69 0.22 0.89 0.66 0.54 0.65 1.05 0.40 1.02 0.66 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 193 HCM 6th Signalized Intersection Summary 27: S 19th Ave & W Kagy Blvd 01/26/2023 AM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Three-Lane Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 240 264 124 147 219 372 208 1002 261 486 746 211 Future Volume (veh/h) 240 264 124 147 219 372 208 1002 261 486 746 211 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1723 1709 1750 1709 1709 1723 1750 1723 1750 1750 1723 1750 Adj Flow Rate, veh/h 261 287 135 160 238 404 226 1089 284 528 811 229 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 3 0 3 3 2 0 2 0 0 2 0 Cap, veh/h 293 419 523 242 362 662 345 1039 545 463 1138 321 Arrive On Green 0.08 0.25 0.25 0.05 0.21 0.21 0.11 0.32 0.32 0.24 0.45 0.45 Sat Flow, veh/h 1641 1709 1483 1628 1709 1460 1667 3273 1483 1667 2520 711 Grp Volume(v), veh/h 261 287 135 160 238 404 226 1089 284 528 527 513 Grp Sat Flow(s),veh/h/ln 1641 1709 1483 1628 1709 1460 1667 1637 1483 1667 1637 1595 Q Serve(g_s), s 10.0 18.3 7.8 6.0 15.3 25.1 10.8 38.1 18.0 29.0 31.2 31.2 Cycle Q Clear(g_c), s 10.0 18.3 7.8 6.0 15.3 25.1 10.8 38.1 18.0 29.0 31.2 31.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.45 Lane Grp Cap(c), veh/h 293 419 523 242 362 662 345 1039 545 463 739 720 V/C Ratio(X) 0.89 0.69 0.26 0.66 0.66 0.61 0.66 1.05 0.52 1.14 0.71 0.71 Avail Cap(c_a), veh/h 293 419 523 242 362 662 360 1039 545 463 739 720 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 41.2 41.1 27.7 42.3 43.3 24.8 24.6 41.0 29.7 37.0 26.6 26.6 Incr Delay (d2), s/veh 27.0 4.6 0.3 6.6 4.3 1.6 4.0 41.3 3.5 86.5 5.8 5.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.6 8.3 2.8 2.4 6.8 8.7 4.5 20.7 6.8 24.4 12.8 12.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 68.1 45.7 27.9 48.8 47.6 26.4 28.6 82.3 33.2 123.5 32.4 32.5 LnGrp LOS E D C D D C C F C F C C Approach Vol, veh/h 683 802 1599 1568 Approach Delay, s/veh 50.8 37.2 66.0 63.1 Approach LOS D D E E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 33.0 43.0 10.0 34.0 16.9 59.1 14.0 30.0 Change Period (Y+Rc), s 4.0 4.9 4.0 4.6 4.0 4.9 4.0 4.6 Max Green Setting (Gmax), s 29.0 38.1 6.0 29.4 14.0 53.1 10.0 25.4 Max Q Clear Time (g_c+I1), s 31.0 40.1 8.0 20.3 12.8 33.2 12.0 27.1 Green Ext Time (p_c), s 0.0 0.0 0.0 1.5 0.1 6.6 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 57.8 HCM 6th LOS E 194 Queues 27: S 19th Ave & W Kagy Blvd 01/26/2023 PM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Three-Lane Synchro 11 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Group Flow (vph) 286 259 180 249 266 526 146 829 204 479 1280 v/c Ratio 1.00 0.67 0.32 0.88 0.83 0.68 0.72 0.91 0.29 0.94 0.84 Control Delay 86.8 51.6 15.4 34.3 44.1 13.9 43.2 56.8 4.6 60.7 33.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 86.8 51.6 15.4 34.3 44.1 13.9 43.2 56.8 4.6 60.7 33.7 Queue Length 50th (ft) ~179 182 47 114 185 233 49 325 3 314 450 Queue Length 95th (ft) #330 269 104 m100 m162 m192 #144 #438 50 #550 555 Internal Link Dist (ft) 379 1964 2610 596 Turn Bay Length (ft) 140 140 125 130 350 300 350 Base Capacity (vph) 287 431 562 283 367 772 205 922 711 510 1532 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.00 0.60 0.32 0.88 0.72 0.68 0.71 0.90 0.29 0.94 0.84 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 195 HCM 6th Signalized Intersection Summary 27: S 19th Ave & W Kagy Blvd 01/26/2023 PM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Three-Lane Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 263 238 166 229 245 484 134 763 188 441 970 208 Future Volume (veh/h) 263 238 166 229 245 484 134 763 188 441 970 208 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1723 1750 1750 1750 1750 1736 1750 1750 1736 1750 1750 1750 Adj Flow Rate, veh/h 286 259 180 249 266 526 146 829 204 479 1054 226 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 0 0 0 0 1 0 0 1 0 0 0 Cap, veh/h 298 432 477 305 368 677 231 923 526 497 1233 263 Arrive On Green 0.12 0.25 0.25 0.08 0.21 0.21 0.08 0.28 0.28 0.25 0.45 0.45 Sat Flow, veh/h 1641 1750 1483 1667 1750 1471 1667 3325 1471 1667 2725 582 Grp Volume(v), veh/h 286 259 180 249 266 526 146 829 204 479 641 639 Grp Sat Flow(s),veh/h/ln 1641 1750 1483 1667 1750 1471 1667 1663 1471 1667 1663 1645 Q Serve(g_s), s 14.0 15.7 11.2 9.6 17.0 25.2 7.5 28.8 12.4 28.1 41.3 41.7 Cycle Q Clear(g_c), s 14.0 15.7 11.2 9.6 17.0 25.2 7.5 28.8 12.4 28.1 41.3 41.7 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.35 Lane Grp Cap(c), veh/h 298 432 477 305 368 677 231 923 526 497 752 744 V/C Ratio(X) 0.96 0.60 0.38 0.82 0.72 0.78 0.63 0.90 0.39 0.96 0.85 0.86 Avail Cap(c_a), veh/h 298 432 477 305 368 677 231 923 526 497 752 744 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 36.4 40.0 31.4 40.8 44.2 27.2 30.2 41.7 28.8 32.6 29.3 29.4 Incr Delay (d2), s/veh 41.0 2.3 0.5 15.7 6.9 5.7 5.5 13.4 2.2 31.0 11.8 12.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.8 7.1 4.1 4.2 8.0 13.3 3.3 13.2 4.6 17.7 18.0 18.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 77.4 42.3 31.9 56.5 51.1 32.9 35.7 55.1 30.9 63.6 41.0 41.6 LnGrp LOS E D C E D C D E C E D D Approach Vol, veh/h 725 1041 1179 1759 Approach Delay, s/veh 53.6 43.2 48.5 47.4 Approach LOS D D D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 34.0 38.2 13.6 34.2 13.0 59.2 18.0 29.8 Change Period (Y+Rc), s 4.0 4.9 4.0 4.6 4.0 4.9 4.0 4.6 Max Green Setting (Gmax), s 30.0 33.3 9.6 29.6 9.0 54.3 14.0 25.2 Max Q Clear Time (g_c+I1), s 30.1 30.8 11.6 17.7 9.5 43.7 16.0 27.2 Green Ext Time (p_c), s 0.0 1.4 0.0 1.7 0.0 5.8 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 47.7 HCM 6th LOS D 196 Queues 8: S 19th Ave & W Kagy Blvd 01/26/2023 AM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Five-Lane Synchro 11 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Group Flow (vph) 261 287 135 160 238 404 226 1089 284 528 1040 v/c Ratio 0.95 0.83 0.23 0.68 0.74 0.65 0.75 0.87 0.35 0.91 0.71 Control Delay 78.3 67.1 6.1 34.6 46.5 18.6 32.1 43.9 11.2 70.0 29.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 78.3 67.1 6.1 34.6 46.5 18.6 32.1 43.9 11.2 70.0 29.1 Queue Length 50th (ft) 158 213 4 52 193 219 78 411 70 210 335 Queue Length 95th (ft) #279 #349 46 m74 m239 333 #153 #538 131 #315 421 Internal Link Dist (ft) 379 1964 2610 596 Turn Bay Length (ft) 140 140 130 350 300 350 Base Capacity (vph) 276 359 614 241 359 625 321 1249 823 578 1465 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.95 0.80 0.22 0.66 0.66 0.65 0.70 0.87 0.35 0.91 0.71 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 197 HCM 6th Signalized Intersection Summary 8: S 19th Ave & W Kagy Blvd 01/26/2023 AM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Five-Lane Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 240 264 124 147 219 372 208 1002 261 486 746 211 Future Volume (veh/h) 240 264 124 147 219 372 208 1002 261 486 746 211 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1723 1709 1750 1709 1709 1723 1750 1723 1750 1750 1723 1750 Adj Flow Rate, veh/h 261 287 135 160 238 404 226 1089 284 528 811 229 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 3 0 3 3 2 0 2 0 0 2 0 Cap, veh/h 306 362 462 266 362 565 331 1230 693 566 1136 321 Arrive On Green 0.09 0.21 0.21 0.09 0.21 0.21 0.10 0.38 0.38 0.17 0.45 0.45 Sat Flow, veh/h 1641 1709 1483 1628 1709 1460 1667 3273 1483 3233 2520 711 Grp Volume(v), veh/h 261 287 135 160 238 404 226 1089 284 528 527 513 Grp Sat Flow(s),veh/h/ln 1641 1709 1483 1628 1709 1460 1667 1637 1483 1617 1637 1595 Q Serve(g_s), s 11.0 19.1 8.3 9.1 15.3 25.4 9.9 37.3 15.1 19.3 31.3 31.3 Cycle Q Clear(g_c), s 11.0 19.1 8.3 9.1 15.3 25.4 9.9 37.3 15.1 19.3 31.3 31.3 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.45 Lane Grp Cap(c), veh/h 306 362 462 266 362 565 331 1230 693 566 738 719 V/C Ratio(X) 0.85 0.79 0.29 0.60 0.66 0.72 0.68 0.89 0.41 0.93 0.71 0.71 Avail Cap(c_a), veh/h 306 362 462 266 362 565 359 1230 693 566 738 719 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 40.3 44.8 31.3 34.1 43.3 31.2 22.6 35.0 21.0 48.8 26.7 26.7 Incr Delay (d2), s/veh 19.9 11.5 0.3 3.7 4.3 4.3 4.7 9.5 1.8 22.7 5.8 6.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.6 9.3 3.0 3.8 6.8 10.3 4.1 15.9 5.5 9.4 12.8 12.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 60.3 56.3 31.6 37.8 47.6 35.5 27.3 44.6 22.8 71.5 32.5 32.7 LnGrp LOS E E C D D D C D C E C C Approach Vol, veh/h 683 802 1599 1568 Approach Delay, s/veh 52.9 39.6 38.3 45.7 Approach LOS D D D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 25.0 50.0 15.0 30.0 16.0 59.0 15.0 30.0 Change Period (Y+Rc), s 4.0 4.9 4.0 4.6 4.0 4.9 4.0 4.6 Max Green Setting (Gmax), s 21.0 45.1 11.0 25.4 14.0 52.1 11.0 25.4 Max Q Clear Time (g_c+I1), s 21.3 39.3 11.1 21.1 11.9 33.3 13.0 27.4 Green Ext Time (p_c), s 0.0 3.7 0.0 0.9 0.1 6.4 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 43.1 HCM 6th LOS D 198 Queues 8: S 19th Ave & W Kagy Blvd 01/26/2023 PM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Five-Lane Synchro 11 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Group Flow (vph) 286 259 180 249 266 526 146 829 204 479 1280 v/c Ratio 0.93 0.76 0.34 0.80 0.83 0.84 0.74 0.70 0.24 0.83 0.86 Control Delay 70.1 60.2 17.1 36.8 54.1 30.2 47.8 37.8 6.3 61.1 36.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 70.1 60.2 17.1 36.8 54.1 30.2 47.8 37.8 6.3 61.1 36.4 Queue Length 50th (ft) 171 191 50 94 212 322 57 298 24 181 460 Queue Length 95th (ft) #320 283 111 m128 m250 m376 #171 374 67 #259 566 Internal Link Dist (ft) 379 1964 2610 596 Turn Bay Length (ft) 140 140 130 350 300 350 Base Capacity (vph) 306 370 529 318 370 641 199 1181 839 601 1487 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.93 0.70 0.34 0.78 0.72 0.82 0.73 0.70 0.24 0.80 0.86 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 199 HCM 6th Signalized Intersection Summary 8: S 19th Ave & W Kagy Blvd 01/26/2023 PM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Five-Lane Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 263 238 166 229 245 484 134 763 188 441 970 208 Future Volume (veh/h) 263 238 166 229 245 484 134 763 188 441 970 208 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1723 1750 1750 1750 1750 1736 1750 1750 1736 1750 1750 1750 Adj Flow Rate, veh/h 286 259 180 249 266 526 146 829 204 479 1054 226 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 0 0 0 0 1 0 0 1 0 0 0 Cap, veh/h 313 370 420 340 370 556 221 1169 701 536 1215 260 Arrive On Green 0.13 0.21 0.21 0.13 0.21 0.21 0.07 0.35 0.35 0.17 0.45 0.45 Sat Flow, veh/h 1641 1750 1483 1667 1750 1471 1667 3325 1471 3233 2725 582 Grp Volume(v), veh/h 286 259 180 249 266 526 146 829 204 479 641 639 Grp Sat Flow(s),veh/h/ln 1641 1750 1483 1667 1750 1471 1667 1663 1471 1617 1663 1645 Q Serve(g_s), s 15.0 16.4 11.9 14.0 17.0 25.4 6.6 25.8 10.1 17.4 41.8 42.2 Cycle Q Clear(g_c), s 15.0 16.4 11.9 14.0 17.0 25.4 6.6 25.8 10.1 17.4 41.8 42.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.35 Lane Grp Cap(c), veh/h 313 370 420 340 370 556 221 1169 701 536 741 734 V/C Ratio(X) 0.91 0.70 0.43 0.73 0.72 0.95 0.66 0.71 0.29 0.89 0.87 0.87 Avail Cap(c_a), veh/h 313 370 420 340 370 556 226 1169 701 593 741 734 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 35.7 43.8 35.1 32.6 44.0 36.2 27.7 33.6 19.1 49.0 30.0 30.1 Incr Delay (d2), s/veh 29.6 5.7 0.7 7.8 6.6 25.6 6.8 3.7 1.0 15.0 12.9 13.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 9.3 7.8 4.3 6.3 7.9 18.4 3.0 10.7 3.6 8.0 18.5 18.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 65.3 49.5 35.8 40.4 50.5 61.7 34.4 37.3 20.1 64.0 42.9 43.5 LnGrp LOS E D D D D E C D C E D D Approach Vol, veh/h 725 1041 1179 1759 Approach Delay, s/veh 52.3 53.8 33.9 48.8 Approach LOS D D C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 23.9 47.1 19.0 30.0 12.6 58.4 19.0 30.0 Change Period (Y+Rc), s 4.0 4.9 4.0 4.6 4.0 4.9 4.0 4.6 Max Green Setting (Gmax), s 22.0 40.1 15.0 25.4 9.0 53.1 15.0 25.4 Max Q Clear Time (g_c+I1), s 19.4 27.8 16.0 18.4 8.6 44.2 17.0 27.4 Green Ext Time (p_c), s 0.5 4.9 0.0 1.3 0.0 5.1 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 46.7 HCM 6th LOS D 200 Avg Delay (s/veh) LOS 95th % Queue (veh) Avg Delay (s/veh) LOS 95th % Queue (veh) EB 259.8 F 45 186.3 F 40 WB 116.9 F 32 125.4 F 37 NB 304.5 F 57 248.8 F 43 SB 71.4 E 24 235.5 F 39 Intersection 208.5 F --194.2 F -- EB 115.2 F 22 96.5 F 20 WB 98.7 F 19 99.0 F 23 NB 192.6 F 53 111.0 F 38 SB 34.1 C 18 116.3 F 35 Intersection 123.3 F --105.1 F -- EB 58.2 E 16 86.7 F 20 WB 43.9 D 16 42.3 D 19 NB 48.8 D 30 71.0 E 21 SB 50.9 D 19 73.3 E 30 Intersection 50.4 D --66.6 E -- EB 367.1 F 157 278.8 F 124 WB 156.6 F 91 307.3 F 169 NB 358.2 F 186 213.1 F 111 SB 70.2 F 26 270.6 F 113 Intersection 264.6 F --269.3 F -- EB 32.6 D 11 25.2 D 8 WB 12.9 B 5 20.4 C 10 NB 526.2 F 219 277.6 F 127 SB 65.7 F 23 399.6 F 137 Intersection 191.1 F --167.8 F -- EB 22.1 C 6 25.0 C 6 WB 22.3 C 6 29.0 D 10 NB 66.2 F 37 23.7 C 8 SB 32.1 D 8 161.8 F 63 Intersection 37.9 E --55.8 F -- Intersection Control Roundabout - Five-Lane Alternative + RT slip, N/S LT lanes South 11th Avenue & Kagy Boulevard Intersection Control Signalized - Five-Lane Alternative Intersection Approach Design Year (2045) AM Peak PM Peak Intersection Control Signalized - Three-Lane Alternative South 11th Avenue & Kagy Boulevard South 11th Avenue & Kagy Boulevard South 11th Avenue & Kagy Boulevard Intersection Control Signalized - Five-Lane Alternative + N/S RT lanes South 11th Avenue & Kagy Boulevard Intersection Control Roundabout - Three-Lane Alternative South 11th Avenue & Kagy Boulevard Intersection Control Roundabout - Five-Lane Alternative 201 Queues 33: S 11th Ave & W Kagy Blvd 01/26/2023 AM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Three-Lane Synchro 11 Report Page 5 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 107 934 310 675 199 1041 107 492 v/c Ratio 0.81 1.50 1.56 0.98 0.81 1.64 0.94 0.94 Control Delay 51.4 258.3 296.5 53.1 46.3 321.0 97.1 65.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 51.4 258.3 296.5 53.1 46.3 321.0 97.1 65.9 Queue Length 50th (ft) 35 ~990 ~285 532 93 ~1160 47 365 Queue Length 95th (ft) m#55 m#1105 m#460 #779 #192 #1419 #138 #580 Internal Link Dist (ft) 602 1296 406 533 Turn Bay Length (ft) 115 150 220 200 Base Capacity (vph) 132 622 199 689 247 636 114 526 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.81 1.50 1.56 0.98 0.81 1.64 0.94 0.94 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 202 HCM 6th Signalized Intersection Summary 33: S 11th Ave & W Kagy Blvd 01/26/2023 AM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Three-Lane Synchro 11 Report Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 98 706 154 285 513 108 183 588 370 98 404 49 Future Volume (veh/h) 98 706 154 285 513 108 183 588 370 98 404 49 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1723 1750 1750 1750 1709 1736 1723 1723 1709 1723 1641 1750 Adj Flow Rate, veh/h 107 767 167 310 558 117 199 639 402 107 439 53 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 0 0 0 3 1 2 2 3 2 8 0 Cap, veh/h 133 504 110 199 564 118 236 379 238 115 467 56 Arrive On Green 0.03 0.36 0.36 0.17 0.82 0.82 0.09 0.38 0.38 0.03 0.32 0.32 Sat Flow, veh/h 1641 1392 303 1667 1370 287 1641 989 622 1641 1436 173 Grp Volume(v), veh/h 107 0 934 310 0 675 199 0 1041 107 0 492 Grp Sat Flow(s),veh/h/ln 1641 0 1695 1667 0 1657 1641 0 1611 1641 0 1610 Q Serve(g_s), s 4.0 0.0 43.4 10.0 0.0 46.6 9.4 0.0 46.0 4.0 0.0 35.7 Cycle Q Clear(g_c), s 4.0 0.0 43.4 10.0 0.0 46.6 9.4 0.0 46.0 4.0 0.0 35.7 Prop In Lane 1.00 0.18 1.00 0.17 1.00 0.39 1.00 0.11 Lane Grp Cap(c), veh/h 133 0 613 199 0 682 236 0 617 115 0 523 V/C Ratio(X) 0.81 0.00 1.52 1.56 0.00 0.99 0.84 0.00 1.69 0.93 0.00 0.94 Avail Cap(c_a), veh/h 133 0 613 199 0 682 236 0 617 115 0 523 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.62 0.00 0.62 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 36.6 0.0 38.3 29.0 0.0 10.3 28.7 0.0 37.0 39.0 0.0 39.4 Incr Delay (d2), s/veh 29.3 0.0 243.7 266.2 0.0 24.7 23.5 0.0 315.7 63.2 0.0 25.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.5 0.0 59.0 17.7 0.0 8.5 5.2 0.0 72.1 3.5 0.0 17.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 65.9 0.0 282.0 295.2 0.0 35.0 52.2 0.0 352.7 102.2 0.0 64.7 LnGrp LOS E A F F A D D A F F A E Approach Vol, veh/h 1041 985 1240 599 Approach Delay, s/veh 259.8 116.9 304.5 71.4 Approach LOS F F F E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 13.0 49.0 14.0 44.0 7.0 55.0 7.0 51.0 Change Period (Y+Rc), s 3.0 5.6 3.0 5.0 3.0 5.6 3.0 5.0 Max Green Setting (Gmax), s 10.0 43.4 11.0 39.0 4.0 49.4 4.0 46.0 Max Q Clear Time (g_c+I1), s 12.0 45.4 11.4 37.7 6.0 48.6 6.0 48.0 Green Ext Time (p_c), s 0.0 0.0 0.0 0.5 0.0 0.4 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 208.5 HCM 6th LOS F 203 Queues 33: S 11th Ave & W Kagy Blvd 01/26/2023 PM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Three-Lane Synchro 11 Report Page 5 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 113 847 399 818 207 796 171 720 v/c Ratio 0.97 1.31 1.56 1.04 1.31 1.40 1.47 1.35 Control Delay 89.9 173.0 298.1 65.1 203.5 222.6 280.2 204.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 89.9 173.0 298.1 65.1 203.5 222.6 280.2 204.9 Queue Length 50th (ft) 42 ~822 ~400 ~666 ~156 ~815 ~132 ~732 Queue Length 95th (ft) m#80 m#990 m#532 m#906 #314 #1059 #269 #972 Internal Link Dist (ft) 602 1296 406 533 Turn Bay Length (ft) 115 150 220 200 Base Capacity (vph) 117 648 255 789 158 568 116 532 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.97 1.31 1.56 1.04 1.31 1.40 1.47 1.35 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 204 HCM 6th Signalized Intersection Summary 33: S 11th Ave & W Kagy Blvd 01/26/2023 PM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Three-Lane Synchro 11 Report Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 104 611 168 367 602 151 190 442 291 157 558 104 Future Volume (veh/h) 104 611 168 367 602 151 190 442 291 157 558 104 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1750 1750 1750 1750 1736 1750 1750 1750 1750 1750 1750 Adj Flow Rate, veh/h 113 664 183 399 654 164 207 480 316 171 607 113 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 0 0 0 0 1 0 0 0 0 0 0 Cap, veh/h 116 500 138 254 623 156 157 328 216 116 442 82 Arrive On Green 0.03 0.38 0.38 0.23 0.92 0.92 0.06 0.33 0.33 0.03 0.31 0.31 Sat Flow, veh/h 1667 1321 364 1667 1350 339 1667 985 648 1667 1435 267 Grp Volume(v), veh/h 113 0 847 399 0 818 207 0 796 171 0 720 Grp Sat Flow(s),veh/h/ln 1667 0 1684 1667 0 1689 1667 0 1633 1667 0 1702 Q Serve(g_s), s 4.0 0.0 45.4 14.0 0.0 55.4 7.0 0.0 40.0 4.0 0.0 37.0 Cycle Q Clear(g_c), s 4.0 0.0 45.4 14.0 0.0 55.4 7.0 0.0 40.0 4.0 0.0 37.0 Prop In Lane 1.00 0.22 1.00 0.20 1.00 0.40 1.00 0.16 Lane Grp Cap(c), veh/h 116 0 637 254 0 780 157 0 544 116 0 525 V/C Ratio(X) 0.98 0.00 1.33 1.57 0.00 1.05 1.32 0.00 1.46 1.48 0.00 1.37 Avail Cap(c_a), veh/h 116 0 637 254 0 780 157 0 544 116 0 525 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.53 0.00 0.53 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 36.7 0.0 37.3 30.5 0.0 4.6 33.7 0.0 40.0 41.3 0.0 41.5 Incr Delay (d2), s/veh 76.5 0.0 158.7 265.6 0.0 37.5 180.1 0.0 217.9 256.4 0.0 179.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.0 0.0 46.1 22.1 0.0 9.9 11.0 0.0 48.9 9.9 0.0 41.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 113.2 0.0 196.0 296.1 0.0 42.1 213.8 0.0 257.9 297.6 0.0 220.7 LnGrp LOS F A F F A F F A F F A F Approach Vol, veh/h 960 1217 1003 891 Approach Delay, s/veh 186.3 125.4 248.8 235.5 Approach LOS F F F F Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 17.0 51.0 10.0 42.0 7.0 61.0 7.0 45.0 Change Period (Y+Rc), s 3.0 5.6 3.0 5.0 3.0 5.6 3.0 5.0 Max Green Setting (Gmax), s 14.0 45.4 7.0 37.0 4.0 55.4 4.0 40.0 Max Q Clear Time (g_c+I1), s 16.0 47.4 9.0 39.0 6.0 57.4 6.0 42.0 Green Ext Time (p_c), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 194.2 HCM 6th LOS F 205 Queues 33: S 11th Ave & W Kagy Blvd 01/26/2023 AM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Five-Lane Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 107 934 310 675 199 1041 107 492 v/c Ratio 0.53 1.12 1.35 0.66 0.57 1.38 0.76 0.70 Control Delay 41.5 108.6 215.2 24.8 21.2 206.2 52.8 34.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 41.5 108.6 215.2 24.8 21.2 206.2 52.8 34.0 Queue Length 50th (ft) 52 ~429 ~247 271 76 ~1060 38 301 Queue Length 95th (ft) m69 m#535 #458 138 119 #1319 #128 434 Internal Link Dist (ft) 602 600 406 533 Turn Bay Length (ft) 115 150 220 200 Base Capacity (vph) 201 835 229 1024 347 756 140 699 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.53 1.12 1.35 0.66 0.57 1.38 0.76 0.70 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 206 HCM 6th Signalized Intersection Summary 33: S 11th Ave & W Kagy Blvd 01/26/2023 AM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Five-Lane Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 98 706 154 285 513 108 183 588 370 98 404 49 Future Volume (veh/h) 98 706 154 285 513 108 183 588 370 98 404 49 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1723 1750 1750 1750 1709 1736 1723 1723 1709 1723 1641 1750 Adj Flow Rate, veh/h 107 767 167 310 558 117 199 639 402 107 439 53 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 0 0 0 3 1 2 2 3 2 8 0 Cap, veh/h 222 688 150 227 855 179 349 453 285 142 622 75 Arrive On Green 0.03 0.25 0.25 0.10 0.32 0.32 0.08 0.46 0.46 0.05 0.43 0.43 Sat Flow, veh/h 1641 2715 591 1667 2673 559 1641 989 622 1641 1436 173 Grp Volume(v), veh/h 107 470 464 310 338 337 199 0 1041 107 0 492 Grp Sat Flow(s),veh/h/ln 1641 1663 1644 1667 1624 1608 1641 0 1611 1641 0 1610 Q Serve(g_s), s 4.0 30.4 30.4 12.0 21.5 21.6 7.9 0.0 55.0 4.3 0.0 29.9 Cycle Q Clear(g_c), s 4.0 30.4 30.4 12.0 21.5 21.6 7.9 0.0 55.0 4.3 0.0 29.9 Prop In Lane 1.00 0.36 1.00 0.35 1.00 0.39 1.00 0.11 Lane Grp Cap(c), veh/h 222 421 416 227 520 515 349 0 738 142 0 697 V/C Ratio(X) 0.48 1.12 1.12 1.37 0.65 0.65 0.57 0.00 1.41 0.75 0.00 0.71 Avail Cap(c_a), veh/h 222 421 416 227 520 515 349 0 738 142 0 697 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 37.6 44.8 44.8 32.4 35.0 35.1 20.9 0.0 32.5 28.4 0.0 27.7 Incr Delay (d2), s/veh 1.6 79.0 79.2 191.0 6.2 6.4 2.2 0.0 192.6 20.1 0.0 3.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.2 21.5 21.3 16.7 9.2 9.2 3.2 0.0 60.4 2.5 0.0 12.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 39.2 123.8 124.0 223.4 41.3 41.5 23.0 0.0 225.1 48.5 0.0 31.0 LnGrp LOS D F F F D D C A F D A C Approach Vol, veh/h 1041 985 1240 599 Approach Delay, s/veh 115.2 98.7 192.6 34.1 Approach LOS F F F C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 15.0 36.0 12.0 57.0 7.0 44.0 9.0 60.0 Change Period (Y+Rc), s 3.0 5.6 3.0 5.0 3.0 5.6 3.0 5.0 Max Green Setting (Gmax), s 12.0 30.4 9.0 52.0 4.0 38.4 6.0 55.0 Max Q Clear Time (g_c+I1), s 14.0 32.4 9.9 31.9 6.0 23.6 6.3 57.0 Green Ext Time (p_c), s 0.0 0.0 0.0 3.3 0.0 3.6 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 123.3 HCM 6th LOS F 207 Queues 33: S 11th Ave & W Kagy Blvd 01/26/2023 PM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Five-Lane Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 113 847 399 818 207 796 171 720 v/c Ratio 0.57 1.05 1.34 0.74 0.97 1.11 1.20 1.09 Control Delay 37.1 83.0 203.7 29.3 84.7 99.6 162.2 97.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 37.1 83.0 203.7 29.3 84.7 99.6 162.2 97.8 Queue Length 50th (ft) 42 ~328 ~335 303 111 ~690 ~110 ~625 Queue Length 95th (ft) m74 #484 #566 204 #268 #934 #256 #865 Internal Link Dist (ft) 602 600 406 533 Turn Bay Length (ft) 115 150 220 200 Base Capacity (vph) 197 809 298 1102 213 718 143 660 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.57 1.05 1.34 0.74 0.97 1.11 1.20 1.09 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 208 HCM 6th Signalized Intersection Summary 33: S 11th Ave & W Kagy Blvd 01/26/2023 PM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Five-Lane Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 104 611 168 367 602 151 190 442 291 157 558 104 Future Volume (veh/h) 104 611 168 367 602 151 190 442 291 157 558 104 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1750 1750 1750 1750 1736 1750 1750 1750 1750 1750 1750 Adj Flow Rate, veh/h 113 664 183 399 654 164 207 480 316 171 607 113 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 0 0 0 0 1 0 0 0 0 0 0 Cap, veh/h 223 631 174 296 887 222 213 419 276 143 550 102 Arrive On Green 0.05 0.25 0.25 0.14 0.34 0.34 0.09 0.43 0.43 0.05 0.38 0.38 Sat Flow, veh/h 1667 2576 709 1667 2634 660 1667 985 648 1667 1435 267 Grp Volume(v), veh/h 113 428 419 399 413 405 207 0 796 171 0 720 Grp Sat Flow(s),veh/h/ln 1667 1663 1622 1667 1663 1631 1667 0 1633 1667 0 1702 Q Serve(g_s), s 6.0 29.4 29.4 17.0 26.3 26.3 10.5 0.0 51.0 6.0 0.0 46.0 Cycle Q Clear(g_c), s 6.0 29.4 29.4 17.0 26.3 26.3 10.5 0.0 51.0 6.0 0.0 46.0 Prop In Lane 1.00 0.44 1.00 0.40 1.00 0.40 1.00 0.16 Lane Grp Cap(c), veh/h 223 407 397 296 560 549 213 0 694 143 0 652 V/C Ratio(X) 0.51 1.05 1.05 1.35 0.74 0.74 0.97 0.00 1.15 1.19 0.00 1.10 Avail Cap(c_a), veh/h 223 407 397 296 560 549 213 0 694 143 0 652 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 33.5 45.3 45.3 35.3 35.1 35.1 35.1 0.0 34.5 31.5 0.0 37.0 Incr Delay (d2), s/veh 1.9 58.9 59.8 177.2 8.4 8.6 53.7 0.0 82.3 136.3 0.0 67.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.6 18.6 18.2 21.3 11.7 11.6 6.5 0.0 35.8 8.0 0.0 31.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 35.4 104.2 105.1 212.4 43.5 43.8 88.8 0.0 116.8 167.8 0.0 104.1 LnGrp LOS D F F F D D F A F F A F Approach Vol, veh/h 960 1217 1003 891 Approach Delay, s/veh 96.5 99.0 111.0 116.3 Approach LOS F F F F Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 20.0 35.0 14.0 51.0 9.0 46.0 9.0 56.0 Change Period (Y+Rc), s 3.0 5.6 3.0 5.0 3.0 5.6 3.0 5.0 Max Green Setting (Gmax), s 17.0 29.4 11.0 46.0 6.0 40.4 6.0 51.0 Max Q Clear Time (g_c+I1), s 19.0 31.4 12.5 48.0 8.0 28.3 8.0 53.0 Green Ext Time (p_c), s 0.0 0.0 0.0 0.0 0.0 4.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 105.1 HCM 6th LOS F 209 Queues 33: S 11th Ave & W Kagy Blvd 01/26/2023 AM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Five-Lane Synchro 11 Report Page 5 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 107 934 310 675 199 639 402 107 439 53 v/c Ratio 0.35 0.93 1.04 0.54 0.73 0.99 0.49 0.88 0.80 0.07 Control Delay 19.8 45.2 102.9 15.4 38.4 71.9 16.2 81.5 49.2 0.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 19.8 45.2 102.9 15.4 38.4 71.9 16.2 81.5 49.2 0.2 Queue Length 50th (ft) 34 306 ~150 159 95 488 156 48 310 0 Queue Length 95th (ft) m48 m#376 #400 112 #169 #739 240 #141 #475 1 Internal Link Dist (ft) 602 600 406 533 Turn Bay Length (ft) 115 150 220 200 200 100 Base Capacity (vph) 303 1023 297 1260 274 643 828 122 546 709 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.35 0.91 1.04 0.54 0.73 0.99 0.49 0.88 0.80 0.07 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 210 HCM 6th Signalized Intersection Summary 33: S 11th Ave & W Kagy Blvd 01/26/2023 AM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Five-Lane Synchro 11 Report Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 98 706 154 285 513 108 183 588 370 98 404 49 Future Volume (veh/h) 98 706 154 285 513 108 183 588 370 98 404 49 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1723 1750 1750 1750 1709 1736 1723 1723 1709 1723 1641 1750 Adj Flow Rate, veh/h 107 767 167 310 558 117 199 639 402 107 439 53 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 0 0 0 3 1 2 2 3 2 8 0 Cap, veh/h 335 846 184 321 1056 221 268 646 748 120 547 581 Arrive On Green 0.06 0.31 0.31 0.14 0.40 0.40 0.08 0.38 0.38 0.03 0.33 0.33 Sat Flow, veh/h 1641 2715 591 1667 2673 559 1641 1723 1448 1641 1641 1483 Grp Volume(v), veh/h 107 470 464 310 338 337 199 639 402 107 439 53 Grp Sat Flow(s),veh/h/ln 1641 1663 1644 1667 1624 1608 1641 1723 1448 1641 1641 1483 Q Serve(g_s), s 5.3 32.5 32.5 16.0 19.1 19.2 9.0 44.2 22.3 4.0 29.2 2.7 Cycle Q Clear(g_c), s 5.3 32.5 32.5 16.0 19.1 19.2 9.0 44.2 22.3 4.0 29.2 2.7 Prop In Lane 1.00 0.36 1.00 0.35 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 335 518 512 321 641 635 268 646 748 120 547 581 V/C Ratio(X) 0.32 0.91 0.91 0.97 0.53 0.53 0.74 0.99 0.54 0.89 0.80 0.09 Avail Cap(c_a), veh/h 335 518 512 321 641 635 268 646 748 120 547 581 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 25.9 39.6 39.6 31.3 27.7 27.8 29.0 37.3 19.4 38.5 36.4 23.0 Incr Delay (d2), s/veh 0.5 22.1 22.3 41.1 3.1 3.2 10.5 32.6 0.8 50.8 8.4 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.1 16.2 16.0 9.2 7.8 7.8 4.5 24.3 7.6 3.1 13.0 1.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 26.4 61.7 61.9 72.4 30.8 30.9 39.5 69.8 20.2 89.3 44.8 23.1 LnGrp LOS C E E E C C D E C F D C Approach Vol, veh/h 1041 985 1240 599 Approach Delay, s/veh 58.2 43.9 48.8 50.9 Approach LOS E D D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 20.0 43.0 12.0 45.0 10.0 53.0 7.0 50.0 Change Period (Y+Rc), s 3.0 5.6 3.0 5.0 3.0 5.6 3.0 5.0 Max Green Setting (Gmax), s 17.0 37.4 9.0 40.0 7.0 47.4 4.0 45.0 Max Q Clear Time (g_c+I1), s 18.0 34.5 11.0 31.2 7.3 21.2 6.0 46.2 Green Ext Time (p_c), s 0.0 1.6 0.0 2.0 0.0 4.3 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 50.4 HCM 6th LOS D 211 Queues 33: S 11th Ave & W Kagy Blvd 01/26/2023 PM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Five-Lane Synchro 11 Report Page 5 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 113 847 399 818 207 480 316 171 607 113 v/c Ratio 0.43 1.01 0.95 0.61 1.31 0.82 0.35 0.79 1.04 0.16 Control Delay 25.9 72.3 69.7 20.3 202.5 50.0 11.0 50.8 87.9 8.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 25.9 72.3 69.7 20.3 202.5 50.0 11.0 50.8 87.9 8.3 Queue Length 50th (ft) 40 ~328 216 137 ~156 340 92 82 ~508 16 Queue Length 95th (ft) m70 #484 #454 182 #314 #512 147 #172 #732 51 Internal Link Dist (ft) 602 600 406 533 Turn Bay Length (ft) 115 150 220 200 200 100 Base Capacity (vph) 262 840 434 1344 158 583 916 216 583 689 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.43 1.01 0.92 0.61 1.31 0.82 0.34 0.79 1.04 0.16 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 212 HCM 6th Signalized Intersection Summary 33: S 11th Ave & W Kagy Blvd 01/26/2023 PM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Five-Lane Synchro 11 Report Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 104 611 168 367 602 151 190 442 291 157 558 104 Future Volume (veh/h) 104 611 168 367 602 151 190 442 291 157 558 104 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1750 1750 1750 1750 1736 1750 1750 1750 1750 1750 1750 Adj Flow Rate, veh/h 113 664 183 399 654 164 207 480 316 171 607 113 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 0 0 0 0 1 0 0 0 0 0 0 Cap, veh/h 305 651 179 422 1084 272 157 583 816 214 583 581 Arrive On Green 0.06 0.25 0.25 0.22 0.41 0.41 0.06 0.33 0.33 0.06 0.33 0.33 Sat Flow, veh/h 1667 2576 709 1667 2634 660 1667 1750 1483 1667 1750 1483 Grp Volume(v), veh/h 113 428 419 399 413 405 207 480 316 171 607 113 Grp Sat Flow(s),veh/h/ln 1667 1663 1622 1667 1663 1631 1667 1750 1483 1667 1750 1483 Q Serve(g_s), s 6.0 30.3 30.3 23.9 23.3 23.4 7.0 30.2 14.6 7.0 40.0 6.0 Cycle Q Clear(g_c), s 6.0 30.3 30.3 23.9 23.3 23.4 7.0 30.2 14.6 7.0 40.0 6.0 Prop In Lane 1.00 0.44 1.00 0.40 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 305 420 410 422 684 672 157 583 816 214 583 581 V/C Ratio(X) 0.37 1.02 1.02 0.95 0.60 0.60 1.32 0.82 0.39 0.80 1.04 0.19 Avail Cap(c_a), veh/h 305 420 410 435 684 672 157 583 816 214 583 581 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 30.6 44.8 44.8 35.1 27.6 27.6 33.1 36.7 15.4 33.7 40.0 24.0 Incr Delay (d2), s/veh 0.8 48.8 49.7 29.4 3.9 4.0 180.1 9.3 0.3 19.2 48.2 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.5 18.0 17.6 14.9 9.8 9.6 10.9 14.4 5.0 3.1 24.9 2.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 31.4 93.7 94.5 64.4 31.5 31.6 213.2 46.0 15.7 52.8 88.2 24.2 LnGrp LOS C F F E C C F D B D F C Approach Vol, veh/h 960 1217 1003 891 Approach Delay, s/veh 86.7 42.3 71.0 73.3 Approach LOS F D E E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 29.1 35.9 10.0 45.0 10.0 55.0 10.0 45.0 Change Period (Y+Rc), s 3.0 5.6 3.0 5.0 3.0 5.6 3.0 5.0 Max Green Setting (Gmax), s 27.0 29.4 7.0 40.0 7.0 49.4 7.0 40.0 Max Q Clear Time (g_c+I1), s 25.9 32.3 9.0 42.0 8.0 25.4 9.0 32.2 Green Ext Time (p_c), s 0.2 0.0 0.0 0.0 0.0 5.4 0.0 2.7 Intersection Summary HCM 6th Ctrl Delay 66.6 HCM 6th LOS E 213 MOVEMENT SUMMARY Site: 101 [11th & Kagy AM - single (Site Folder: General)] New Site Site Category: (None) Roundabout Vehicle Movement Performance INPUT VOLUMES DEMAND FLOWS 95% BACK OF QUEUE Mov ID Turn Deg. Satn Aver. Delay Level of Service Prop. Que Effective Stop Rate Aver. No. Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 11th Ave 3 L2 183 3.0 199 3.0 1.748 358.2 LOS F 185.7 4754.1 1.00 8.57 15.88 5.1 8 T1 588 3.0 639 3.0 1.748 358.2 LOS F 185.7 4754.1 1.00 8.57 15.88 5.1 18 R2 370 3.0 402 3.0 1.748 358.2 LOS F 185.7 4754.1 1.00 8.57 15.88 5.1 Approach 1141 3.0 1240 3.0 1.748 358.2 LOS F 185.7 4754.1 1.00 8.57 15.88 5.1 East: Kagy Blvd 1 L2 285 3.0 310 3.0 1.285 156.6 LOS F 90.5 2316.2 1.00 4.36 9.35 10.3 6 T1 513 3.0 558 3.0 1.285 156.6 LOS F 90.5 2316.2 1.00 4.36 9.35 10.2 16 R2 108 3.0 117 3.0 1.285 156.6 LOS F 90.5 2316.2 1.00 4.36 9.35 10.1 Approach 906 3.0 985 3.0 1.285 156.6 LOS F 90.5 2316.2 1.00 4.36 9.35 10.2 North: S 11th Ave 7 L2 98 3.0 107 3.0 1.024 70.2 LOS F 25.8 660.3 1.00 2.74 4.77 14.6 4 T1 404 3.0 439 3.0 1.024 70.2 LOS F 25.8 660.3 1.00 2.74 4.77 14.4 14 R2 49 3.0 53 3.0 1.024 70.2 LOS F 25.8 660.3 1.00 2.74 4.77 14.2 Approach 551 3.0 599 3.0 1.024 70.2 LOS F 25.8 660.3 1.00 2.74 4.77 14.4 West: Kagy Blvd 5 L2 98 3.0 107 3.0 1.761 367.1 LOS F 156.2 3998.8 1.00 6.43 16.31 5.3 2 T1 706 3.0 767 3.0 1.761 367.1 LOS F 156.2 3998.8 1.00 6.43 16.31 5.3 12 R2 154 3.0 167 3.0 1.761 367.1 LOS F 156.2 3998.8 1.00 6.43 16.31 5.2 Approach 958 3.0 1041 3.0 1.761 367.1 LOS F 156.2 3998.8 1.00 6.43 16.31 5.3 All Vehicles 3556 3.0 3865 3.0 1.761 264.6 LOS F 185.7 4754.1 1.00 6.02 12.61 6.7 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Geometric Delay is not included). Queue Model: HCM Queue Formula. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 9.0 | Copyright © 2000-2020 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Wednesday, December 21, 2022 9:09:46 AM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2045\2045-Kagy Roundabouts.sip9 214 MOVEMENT SUMMARY Site: 101 [11th & Kagy PM - single (Site Folder: General)] New Site Site Category: (None) Roundabout Vehicle Movement Performance INPUT VOLUMES DEMAND FLOWS 95% BACK OF QUEUE Mov ID Turn Deg. Satn Aver. Delay Level of Service Prop. Que Effective Stop Rate Aver. No. Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 11th Ave 3 L2 190 3.0 207 3.0 1.416 213.1 LOS F 111.0 2842.7 1.00 6.41 11.71 7.6 8 T1 442 3.0 480 3.0 1.416 213.1 LOS F 111.0 2842.7 1.00 6.41 11.71 7.6 18 R2 291 3.0 316 3.0 1.416 213.1 LOS F 111.0 2842.7 1.00 6.41 11.71 7.5 Approach 923 3.0 1003 3.0 1.416 213.1 LOS F 111.0 2842.7 1.00 6.41 11.71 7.5 East: Kagy Blvd 1 L2 367 3.0 399 3.0 1.635 307.3 LOS F 168.6 4317.0 1.00 6.33 14.43 6.1 6 T1 602 3.0 654 3.0 1.635 307.3 LOS F 168.6 4317.0 1.00 6.33 14.43 6.1 16 R2 151 3.0 164 3.0 1.635 307.3 LOS F 168.6 4317.0 1.00 6.33 14.43 6.1 Approach 1120 3.0 1217 3.0 1.635 307.3 LOS F 168.6 4317.0 1.00 6.33 14.43 6.1 North: S 11th Ave 7 L2 157 3.0 171 3.0 1.540 270.6 LOS F 112.1 2869.0 1.00 6.86 13.67 6.4 4 T1 558 3.0 607 3.0 1.540 270.6 LOS F 112.1 2869.0 1.00 6.86 13.67 6.4 14 R2 104 3.0 113 3.0 1.540 270.6 LOS F 112.1 2869.0 1.00 6.86 13.67 6.3 Approach 819 3.0 890 3.0 1.540 270.6 LOS F 112.1 2869.0 1.00 6.86 13.67 6.4 West: Kagy Blvd 5 L2 104 3.0 113 3.0 1.561 278.8 LOS F 123.5 3161.4 1.00 5.67 13.97 6.6 2 T1 611 3.0 664 3.0 1.561 278.8 LOS F 123.5 3161.4 1.00 5.67 13.97 6.6 12 R2 168 3.0 183 3.0 1.561 278.8 LOS F 123.5 3161.4 1.00 5.67 13.97 6.6 Approach 883 3.0 960 3.0 1.561 278.8 LOS F 123.5 3161.4 1.00 5.67 13.97 6.6 All Vehicles 3745 3.0 4071 3.0 1.635 269.3 LOS F 168.6 4317.0 1.00 6.31 13.48 6.6 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Geometric Delay is not included). Queue Model: HCM Queue Formula. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 9.0 | Copyright © 2000-2020 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Wednesday, December 21, 2022 9:24:02 AM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2045\2045-Kagy Roundabouts.sip9 215 MOVEMENT SUMMARY Site: 101 [11th & Kagy AM - dual E/W lanes (Site Folder: General)] New Site Site Category: (None) Roundabout Vehicle Movement Performance INPUT VOLUMES DEMAND FLOWS 95% BACK OF QUEUE Mov ID Turn Deg. Satn Aver. Delay Level of Service Prop. Que Effective Stop Rate Aver. No. Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 11th Ave 3 L2 183 3.0 199 3.0 2.119 526.2 LOS F 219.0 5606.0 1.00 10.23 22.20 3.7 8 T1 588 3.0 639 3.0 2.119 526.2 LOS F 219.0 5606.0 1.00 10.23 22.20 3.7 18 R2 370 3.0 402 3.0 2.119 526.2 LOS F 219.0 5606.0 1.00 10.23 22.20 3.7 Approach 1141 3.0 1240 3.0 2.119 526.2 LOS F 219.0 5606.0 1.00 10.23 22.20 3.7 East: Kagy Blvd 1 L2 285 3.0 310 3.0 0.582 13.3 LOS B 4.7 120.8 0.71 0.90 1.16 27.8 6 T1 513 3.0 558 3.0 0.582 12.7 LOS B 4.8 122.3 0.70 0.88 1.14 28.7 16 R2 108 3.0 117 3.0 0.582 12.5 LOS B 4.8 122.3 0.70 0.88 1.13 28.3 Approach 906 3.0 985 3.0 0.582 12.9 LOS B 4.8 122.3 0.70 0.89 1.14 28.4 North: S 11th Ave 7 L2 98 3.0 107 3.0 1.009 65.7 LOS F 22.1 565.5 1.00 2.67 4.81 15.0 4 T1 404 3.0 439 3.0 1.009 65.7 LOS F 22.1 565.5 1.00 2.67 4.81 14.8 14 R2 49 3.0 53 3.0 1.009 65.7 LOS F 22.1 565.5 1.00 2.67 4.81 14.6 Approach 551 3.0 599 3.0 1.009 65.7 LOS F 22.1 565.5 1.00 2.67 4.81 14.9 West: Kagy Blvd 5 L2 98 3.0 107 3.0 0.837 34.1 LOS D 9.6 245.4 0.90 1.43 2.45 22.8 2 T1 706 3.0 767 3.0 0.837 32.7 LOS D 10.1 258.0 0.90 1.44 2.45 23.0 12 R2 154 3.0 167 3.0 0.837 31.4 LOS D 10.1 258.0 0.90 1.44 2.46 22.9 Approach 958 3.0 1041 3.0 0.837 32.6 LOS D 10.1 258.0 0.90 1.44 2.45 23.0 All Vehicles 3556 3.0 3865 3.0 2.119 191.1 LOS F 219.0 5606.0 0.90 4.31 8.82 8.5 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Geometric Delay is not included). Queue Model: HCM Queue Formula. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 9.0 | Copyright © 2000-2020 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Wednesday, December 21, 2022 9:15:22 AM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2045\2045-Kagy Roundabouts.sip9 216 MOVEMENT SUMMARY Site: 101 [11th & Kagy PM - dual E/W lanes (Site Folder: General)] New Site Site Category: (None) Roundabout Vehicle Movement Performance INPUT VOLUMES DEMAND FLOWS 95% BACK OF QUEUE Mov ID Turn Deg. Satn Aver. Delay Level of Service Prop. Que Effective Stop Rate Aver. No. Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 11th Ave 3 L2 190 3.0 207 3.0 1.561 277.6 LOS F 126.6 3241.9 1.00 7.75 15.92 6.3 8 T1 442 3.0 480 3.0 1.561 277.6 LOS F 126.6 3241.9 1.00 7.75 15.92 6.2 18 R2 291 3.0 316 3.0 1.561 277.6 LOS F 126.6 3241.9 1.00 7.75 15.92 6.2 Approach 923 3.0 1003 3.0 1.561 277.6 LOS F 126.6 3241.9 1.00 7.75 15.92 6.2 East: Kagy Blvd 1 L2 367 3.0 399 3.0 0.752 21.1 LOS C 9.2 236.2 0.85 1.24 1.84 25.4 6 T1 602 3.0 654 3.0 0.752 20.1 LOS C 9.6 244.7 0.84 1.24 1.82 26.2 16 R2 151 3.0 164 3.0 0.752 19.7 LOS C 9.6 244.7 0.84 1.23 1.82 25.9 Approach 1120 3.0 1217 3.0 0.752 20.4 LOS C 9.6 244.7 0.85 1.24 1.83 25.9 North: S 11th Ave 7 L2 157 3.0 171 3.0 1.826 399.6 LOS F 137.0 3507.2 1.00 8.20 18.55 4.7 4 T1 558 3.0 607 3.0 1.826 399.6 LOS F 137.0 3507.2 1.00 8.20 18.55 4.7 14 R2 104 3.0 113 3.0 1.826 399.6 LOS F 137.0 3507.2 1.00 8.20 18.55 4.7 Approach 819 3.0 890 3.0 1.826 399.6 LOS F 137.0 3507.2 1.00 8.20 18.55 4.7 West: Kagy Blvd 5 L2 104 3.0 113 3.0 0.760 26.4 LOS D 7.1 180.9 0.85 1.24 1.96 24.6 2 T1 611 3.0 664 3.0 0.760 25.3 LOS D 7.4 188.6 0.85 1.24 1.96 24.8 12 R2 168 3.0 183 3.0 0.760 24.2 LOS C 7.4 188.6 0.85 1.24 1.95 24.6 Approach 883 3.0 960 3.0 0.760 25.2 LOS D 7.4 188.6 0.85 1.24 1.96 24.8 All Vehicles 3745 3.0 4071 3.0 1.826 167.8 LOS F 137.0 3507.2 0.92 4.37 8.99 9.3 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Geometric Delay is not included). Queue Model: HCM Queue Formula. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 9.0 | Copyright © 2000-2020 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Wednesday, December 21, 2022 9:26:26 AM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2045\2045-Kagy Roundabouts.sip9 217 MOVEMENT SUMMARY Site: 101 [11th & Kagy AM - 4 RT, N/S LT lanes (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.2.202 New Site Site Category: (None) Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 11th Ave 3 L2 All MCs 199 3.0 199 3.0 0.401 13.9 LOS B 1.7 42.7 0.72 0.81 0.93 20.6 8 T1 All MCs 639 3.0 639 3.0 1.155 111.9 LOS F 36.9 944.0 1.00 3.79 7.42 11.2 18 R2 All MCs 402 3.0 402 3.0 0.657 19.5 LOS C 4.3 109.9 0.80 1.04 1.40 20.3 Approach 1240 3.0 1240 3.0 1.155 66.2 LOS F 36.9 944.0 0.89 2.42 4.43 14.3 East: Kagy Blvd 1 L2 All MCs 310 3.0 310 3.0 0.734 25.4 LOS D 5.5 141.0 0.85 1.09 1.64 23.1 6 T1 All MCs 558 3.0 558 3.0 0.734 23.8 LOS C 5.7 144.7 0.85 1.08 1.63 24.5 16 R2 All MCs 117 3.0 117 3.0 0.179 7.5 LOS A 0.7 18.1 0.62 0.55 0.62 29.5 Approach 985 3.0 985 3.0 0.734 22.3 LOS C 5.7 144.7 0.82 1.02 1.51 24.5 North: S 11th Ave 7 L2 All MCs 107 3.0 107 3.0 0.234 11.4 LOS B 0.8 19.9 0.70 0.70 0.70 21.1 4 T1 All MCs 439 3.0 439 3.0 0.861 40.2 LOS E 7.5 193.1 0.92 1.49 2.28 17.3 14 R2 All MCs 53 3.0 53 3.0 0.078 6.1 LOS A 0.3 6.5 0.55 0.50 0.55 23.1 Approach 599 3.0 599 3.0 0.861 32.1 LOS D 7.5 193.1 0.85 1.26 1.84 18.3 West: Kagy Blvd 5 L2 All MCs 107 3.0 107 3.0 0.737 25.5 LOS D 5.7 145.8 0.86 1.11 1.69 23.6 2 T1 All MCs 767 3.0 767 3.0 0.737 24.3 LOS C 5.9 149.8 0.85 1.10 1.69 24.4 12 R2 All MCs 167 3.0 167 3.0 0.281 9.8 LOS A 1.1 29.1 0.68 0.62 0.68 28.7 Approach 1041 3.0 1041 3.0 0.737 22.1 LOS C 5.9 149.8 0.83 1.03 1.52 24.9 All Vehicles 3865 3.0 3865 3.0 1.155 37.9 LOS E 36.9 944.0 0.85 1.51 2.50 19.2 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2022 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Saturday, February 11, 2023 6:50:57 PM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2045\2045-Kagy Roundabouts.sip9 218 MOVEMENT SUMMARY Site: 101 [11th & Kagy PM - 4 RT, N/S LT lanes (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.2.202 New Site Site Category: (None) Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 11th Ave 3 L2 All MCs 207 3.0 207 3.0 0.403 13.6 LOS B 1.7 43.7 0.71 0.80 0.93 20.7 8 T1 All MCs 480 3.0 480 3.0 0.841 34.7 LOS D 7.9 201.4 0.91 1.45 2.17 18.1 18 R2 All MCs 316 3.0 316 3.0 0.498 13.5 LOS B 2.6 65.9 0.72 0.83 1.05 21.4 Approach 1003 3.0 1003 3.0 0.841 23.7 LOS C 7.9 201.4 0.81 1.12 1.56 19.6 East: Kagy Blvd 1 L2 All MCs 399 3.0 399 3.0 0.841 33.5 LOS D 9.0 230.1 0.93 1.32 2.21 21.3 6 T1 All MCs 654 3.0 654 3.0 0.841 31.6 LOS D 9.3 239.1 0.93 1.32 2.22 22.6 16 R2 All MCs 164 3.0 164 3.0 0.233 7.8 LOS A 1.0 24.8 0.62 0.53 0.62 29.4 Approach 1217 3.0 1217 3.0 0.841 29.0 LOS D 9.3 239.1 0.89 1.22 2.00 22.8 North: S 11th Ave 7 L2 All MCs 171 3.0 171 3.0 0.456 19.6 LOS C 1.8 45.3 0.81 0.92 1.08 19.7 4 T1 All MCs 607 3.0 607 3.0 1.432 230.5 LOS F 62.6 1602.3 1.00 5.63 12.50 7.1 14 R2 All MCs 113 3.0 113 3.0 0.182 8.0 LOS A 0.6 15.7 0.61 0.58 0.61 22.6 Approach 890 3.0 890 3.0 1.432 161.8 LOS F 62.6 1602.3 0.91 4.09 8.80 9.0 West: Kagy Blvd 5 L2 All MCs 113 3.0 113 3.0 0.749 29.4 LOS D 5.2 133.2 0.86 1.14 1.72 22.6 2 T1 All MCs 664 3.0 664 3.0 0.749 28.0 LOS D 5.3 136.7 0.86 1.13 1.71 23.5 12 R2 All MCs 183 3.0 183 3.0 0.332 11.4 LOS B 1.4 36.6 0.71 0.71 0.81 28.1 Approach 960 3.0 960 3.0 0.749 25.0 LOS C 5.3 136.7 0.83 1.05 1.54 24.1 All Vehicles 4071 3.0 4071 3.0 1.432 55.8 LOS F 62.6 1602.3 0.86 1.78 3.27 16.7 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2022 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Saturday, February 11, 2023 6:56:19 PM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2045\2045-Kagy Roundabouts.sip9 219 Avg Delay (s/veh) LOS 95th % Queue (veh) Avg Delay (s/veh) LOS 95th % Queue (veh) EB 0.3 A 2 1.0 A 15 WB 2.3 A 34 4.8 A 38 NB 25.3 C 1 34.3 C 2 SB 31.4 C 2 45.2 D 6 Intersection 2.9 A --8.3 A -- EB 4.0 A 3 6.5 A 5 WB 8.1 A 6 11.3 B 6 NB 25.8 C 1 21.8 C 1 SB 24.2 C 2 26.0 C 4 Intersection 6.9 A --11.0 B -- EB 36.9 E 56 26.0 D 23 WB 45.8 E 56 21.0 C 20 NB 10.2 B 1 11.5 B 1 SB 11.1 B 1 21.0 C 4 Intersection 39.3 E --23.1 C -- EB 7.8 A 4 7.3 A 3 WB 8.7 A 3 7.1 A 3 NB 7.9 A 1 8.8 A 1 SB 8.6 A 1 14.3 B 3 Intersection 8.2 A --8.1 A -- South 7th Avenue & Kagy Boulevard Intersection Control Roundabout - Three-Lane Alternative South 7th Avenue & Kagy Boulevard Intersection Control Roundabout - Five-Lane Alternative Intersection Approach Design Year (2045) AM Peak PM Peak South 7th Avenue & Kagy Boulevard Intersection Control Signalized - Five-Lane Alternative South 7th Avenue & Kagy Boulevard Intersection Control Signalized - Three-Lane Alternative 220 Queues 30: W Kagy Blvd & S 7th Ave 01/26/2023 AM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Three-Lane Synchro 11 Report Page 3 Lane Group EBL EBT WBL WBT NBT SBT SBR Lane Group Flow (vph) 227 998 26 1011 13 31 90 v/c Ratio 0.80 0.74 0.09 0.76 0.07 0.23 0.35 Control Delay 11.6 3.5 3.4 19.8 20.2 27.4 10.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 11.6 3.5 3.4 19.8 20.2 27.4 10.6 Queue Length 50th (ft) 19 40 3 717 3 10 0 Queue Length 95th (ft) m8 m32 m5 m829 16 31 33 Internal Link Dist (ft) 1296 1326 218 664 Turn Bay Length (ft) 100 130 115 Base Capacity (vph) 283 1356 293 1337 494 349 509 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.80 0.74 0.09 0.76 0.03 0.09 0.18 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. 221 HCM 6th Signalized Intersection Summary 30: W Kagy Blvd & S 7th Ave 01/26/2023 AM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Three-Lane Synchro 11 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 209 892 26 24 863 67 1 7 4 21 7 83 Future Volume (veh/h) 209 892 26 24 863 67 1 7 4 21 7 83 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1736 1695 1750 1723 1723 1750 1750 1750 1518 1559 1750 Adj Flow Rate, veh/h 227 970 28 26 938 73 1 8 4 23 8 90 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 1 4 0 2 2 0 0 0 17 14 0 Cap, veh/h 556 1293 37 561 1215 95 69 94 44 179 44 129 Arrive On Green 1.00 1.00 1.00 1.00 1.00 1.00 0.09 0.09 0.09 0.09 0.09 0.09 Sat Flow, veh/h 566 1679 48 573 1578 123 56 1084 507 861 502 1483 Grp Volume(v), veh/h 227 0 998 26 0 1011 13 0 0 31 0 90 Grp Sat Flow(s),veh/h/ln 566 0 1728 573 0 1701 1646 0 0 1362 0 1483 Q Serve(g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.5 0.0 3.5 Cycle Q Clear(g_c), s 0.0 0.0 0.0 0.0 0.0 0.0 0.4 0.0 0.0 1.2 0.0 3.5 Prop In Lane 1.00 0.03 1.00 0.07 0.08 0.31 0.74 1.00 Lane Grp Cap(c), veh/h 556 0 1330 561 0 1309 207 0 0 223 0 129 V/C Ratio(X) 0.41 0.00 0.75 0.05 0.00 0.77 0.06 0.00 0.00 0.14 0.00 0.70 Avail Cap(c_a), veh/h 556 0 1330 561 0 1309 555 0 0 507 0 445 HCM Platoon Ratio 1.33 1.33 1.33 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.09 0.00 0.09 0.51 0.00 0.51 1.00 0.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 25.2 0.0 0.0 25.5 0.0 26.6 Incr Delay (d2), s/veh 0.2 0.0 0.4 0.1 0.0 2.3 0.1 0.0 0.0 0.3 0.0 6.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 0.0 0.1 0.0 0.0 0.8 0.2 0.0 0.0 0.4 0.0 1.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.2 0.0 0.4 0.1 0.0 2.3 25.3 0.0 0.0 25.8 0.0 33.3 LnGrp LOS A A A A A A C A A C A C Approach Vol, veh/h 1225 1037 13 121 Approach Delay, s/veh 0.3 2.3 25.3 31.4 Approach LOS A A C C Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 50.8 9.2 50.8 9.2 Change Period (Y+Rc), s 4.6 4.0 4.6 4.0 Max Green Setting (Gmax), s 33.4 18.0 33.4 18.0 Max Q Clear Time (g_c+I1), s 2.0 5.5 2.0 2.4 Green Ext Time (p_c), s 13.3 0.3 10.4 0.0 Intersection Summary HCM 6th Ctrl Delay 2.9 HCM 6th LOS A 222 Queues 30: W Kagy Blvd & S 7th Ave 01/26/2023 PM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Three-Lane Synchro 11 Report Page 3 Lane Group EBL EBT WBL WBT NBT SBT SBR Lane Group Flow (vph) 104 1047 7 994 54 42 242 v/c Ratio 0.68 0.90 0.06 0.86 0.12 0.11 0.47 Control Delay 19.2 18.8 6.8 29.9 15.1 35.2 16.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 19.2 18.8 6.8 29.9 15.1 35.2 16.0 Queue Length 50th (ft) 48 489 2 781 8 25 48 Queue Length 95th (ft) m29 m354 m3 942 41 55 127 Internal Link Dist (ft) 1296 1326 218 664 Turn Bay Length (ft) 100 130 115 Base Capacity (vph) 153 1171 119 1168 436 368 513 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.68 0.89 0.06 0.85 0.12 0.11 0.47 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. 223 HCM 6th Signalized Intersection Summary 30: W Kagy Blvd & S 7th Ave 01/26/2023 PM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Three-Lane Synchro 11 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 96 959 5 6 892 22 6 6 37 32 6 223 Future Volume (veh/h) 96 959 5 6 892 22 6 6 37 32 6 223 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Adj Flow Rate, veh/h 104 1042 5 7 970 24 7 7 40 35 7 242 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 0 0 0 0 0 0 0 0 0 0 0 Cap, veh/h 446 1166 6 427 1139 28 64 70 285 364 68 383 Arrive On Green 1.00 1.00 1.00 1.00 1.00 1.00 0.26 0.26 0.26 0.26 0.26 0.26 Sat Flow, veh/h 576 1740 8 547 1700 42 117 270 1104 1196 262 1483 Grp Volume(v), veh/h 104 0 1047 7 0 994 54 0 0 42 0 242 Grp Sat Flow(s),veh/h/ln 576 0 1748 547 0 1742 1490 0 0 1457 0 1483 Q Serve(g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 17.4 Cycle Q Clear(g_c), s 0.0 0.0 0.0 0.0 0.0 0.0 3.2 0.0 0.0 2.3 0.0 17.4 Prop In Lane 1.00 0.00 1.00 0.02 0.13 0.74 0.83 1.00 Lane Grp Cap(c), veh/h 446 0 1171 427 0 1167 419 0 0 431 0 383 V/C Ratio(X) 0.23 0.00 0.89 0.02 0.00 0.85 0.13 0.00 0.00 0.10 0.00 0.63 Avail Cap(c_a), veh/h 446 0 1171 427 0 1167 419 0 0 431 0 383 HCM Platoon Ratio 2.00 2.00 2.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.09 0.00 0.09 0.58 0.00 0.58 1.00 0.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 34.2 0.0 0.0 33.8 0.0 39.4 Incr Delay (d2), s/veh 0.1 0.0 1.1 0.0 0.0 4.8 0.1 0.0 0.0 0.4 0.0 7.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 0.0 0.4 0.0 0.0 1.6 1.2 0.0 0.0 1.0 0.0 7.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.1 0.0 1.1 0.0 0.0 4.8 34.3 0.0 0.0 34.3 0.0 47.1 LnGrp LOS A A A A A A C A A C A D Approach Vol, veh/h 1151 1001 54 284 Approach Delay, s/veh 1.0 4.8 34.3 45.2 Approach LOS A A C D Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 85.0 35.0 85.0 35.0 Change Period (Y+Rc), s 4.6 4.0 4.6 4.0 Max Green Setting (Gmax), s 80.4 31.0 80.4 31.0 Max Q Clear Time (g_c+I1), s 2.0 19.4 2.0 5.2 Green Ext Time (p_c), s 14.8 0.8 11.1 0.2 Intersection Summary HCM 6th Ctrl Delay 8.3 HCM 6th LOS A 224 Queues 30: W Kagy Blvd & S 7th Ave 01/26/2023 AM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Five-Lane Synchro 11 Report Page 3 Lane Group EBL EBT WBL WBT NBT SBT SBR Lane Group Flow (vph) 227 998 26 1011 13 31 90 v/c Ratio 0.47 0.35 0.08 0.46 0.08 0.19 0.26 Control Delay 6.7 1.3 5.2 7.5 21.9 27.2 6.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 6.7 1.3 5.2 7.5 21.9 27.2 6.5 Queue Length 50th (ft) 9 0 1 26 3 10 0 Queue Length 95th (ft) m37 m31 m10 357 17 33 28 Internal Link Dist (ft) 616 385 218 664 Turn Bay Length (ft) 100 130 115 Base Capacity (vph) 485 2936 352 2269 170 162 343 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.47 0.34 0.07 0.45 0.08 0.19 0.26 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. 225 HCM 6th Signalized Intersection Summary 30: W Kagy Blvd & S 7th Ave 01/26/2023 AM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Five-Lane Synchro 11 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 209 892 26 24 863 67 1 7 4 21 7 83 Future Volume (veh/h) 209 892 26 24 863 67 1 7 4 21 7 83 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1736 1695 1750 1723 1723 1750 1750 1750 1518 1559 1750 Adj Flow Rate, veh/h 227 970 28 26 938 73 1 8 4 23 8 90 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 1 4 0 2 2 0 0 0 17 14 0 Cap, veh/h 507 2440 70 472 1888 147 69 84 40 171 40 237 Arrive On Green 0.08 0.75 0.75 0.61 0.61 0.61 0.08 0.08 0.08 0.08 0.08 0.08 Sat Flow, veh/h 1667 3274 95 573 3077 239 61 1078 506 848 517 1483 Grp Volume(v), veh/h 227 489 509 26 499 512 13 0 0 31 0 90 Grp Sat Flow(s),veh/h/ln 1667 1650 1719 573 1637 1680 1645 0 0 1365 0 1483 Q Serve(g_s), s 2.6 6.4 6.4 1.1 10.2 10.2 0.0 0.0 0.0 0.5 0.0 3.3 Cycle Q Clear(g_c), s 2.6 6.4 6.4 1.1 10.2 10.2 0.4 0.0 0.0 1.2 0.0 3.3 Prop In Lane 1.00 0.05 1.00 0.14 0.08 0.31 0.74 1.00 Lane Grp Cap(c), veh/h 507 1229 1281 472 1004 1031 193 0 0 211 0 237 V/C Ratio(X) 0.45 0.40 0.40 0.06 0.50 0.50 0.07 0.00 0.00 0.15 0.00 0.38 Avail Cap(c_a), veh/h 510 1229 1281 472 1004 1031 202 0 0 218 0 244 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 4.6 2.8 2.8 4.7 6.4 6.4 25.7 0.0 0.0 26.0 0.0 22.6 Incr Delay (d2), s/veh 0.6 1.0 0.9 0.2 1.8 1.7 0.1 0.0 0.0 0.3 0.0 1.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.5 1.3 1.3 0.1 3.0 3.1 0.2 0.0 0.0 0.4 0.0 1.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 5.2 3.7 3.7 4.9 8.2 8.2 25.8 0.0 0.0 26.3 0.0 23.6 LnGrp LOS A A A A A A C A A C A C Approach Vol, veh/h 1225 1037 13 121 Approach Delay, s/veh 4.0 8.1 25.8 24.3 Approach LOS A A C C Timer - Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 50.3 9.7 7.9 42.4 9.7 Change Period (Y+Rc), s 5.6 5.0 3.0 5.6 5.0 Max Green Setting (Gmax), s 44.4 5.0 5.0 36.4 5.0 Max Q Clear Time (g_c+I1), s 8.4 5.3 4.6 12.2 2.4 Green Ext Time (p_c), s 7.9 0.0 0.0 7.6 0.0 Intersection Summary HCM 6th Ctrl Delay 6.9 HCM 6th LOS A 226 Queues 30: W Kagy Blvd & S 7th Ave 01/26/2023 PM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Five-Lane Synchro 11 Report Page 3 Lane Group EBL EBT WBL WBT NBT SBT SBR Lane Group Flow (vph) 104 1047 7 994 54 42 242 v/c Ratio 0.22 0.39 0.02 0.49 0.25 0.27 0.56 Control Delay 2.0 2.4 5.0 8.3 14.0 27.3 15.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 2.0 2.4 5.0 8.3 14.0 27.3 15.6 Queue Length 50th (ft) 10 118 1 244 5 14 41 Queue Length 95th (ft) m8 m54 m2 320 30 38 92 Internal Link Dist (ft) 616 385 218 664 Turn Bay Length (ft) 100 130 115 Base Capacity (vph) 463 2684 292 2030 281 211 436 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.22 0.39 0.02 0.49 0.19 0.20 0.56 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. 227 HCM 6th Signalized Intersection Summary 30: W Kagy Blvd & S 7th Ave 01/26/2023 PM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Five-Lane Synchro 11 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 96 959 5 6 892 22 6 6 37 32 6 223 Future Volume (veh/h) 96 959 5 6 892 22 6 6 37 32 6 223 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Adj Flow Rate, veh/h 104 1042 5 7 970 24 7 7 40 35 7 242 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 0 0 0 0 0 0 0 0 0 0 0 Cap, veh/h 434 2228 11 396 1784 44 80 53 186 306 51 349 Arrive On Green 0.07 0.66 0.66 0.54 0.54 0.54 0.17 0.17 0.17 0.17 0.17 0.17 Sat Flow, veh/h 1667 3393 16 547 3316 82 75 316 1118 1174 305 1483 Grp Volume(v), veh/h 104 511 536 7 486 508 54 0 0 42 0 242 Grp Sat Flow(s),veh/h/ln 1667 1663 1747 547 1663 1735 1509 0 0 1479 0 1483 Q Serve(g_s), s 1.4 9.1 9.1 0.4 11.5 11.5 0.0 0.0 0.0 0.0 0.0 8.9 Cycle Q Clear(g_c), s 1.4 9.1 9.1 2.4 11.5 11.5 1.8 0.0 0.0 1.3 0.0 8.9 Prop In Lane 1.00 0.01 1.00 0.05 0.13 0.74 0.83 1.00 Lane Grp Cap(c), veh/h 434 1092 1147 396 895 934 319 0 0 356 0 349 V/C Ratio(X) 0.24 0.47 0.47 0.02 0.54 0.54 0.17 0.00 0.00 0.12 0.00 0.69 Avail Cap(c_a), veh/h 459 1092 1147 396 895 934 319 0 0 356 0 349 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 6.0 5.1 5.1 7.5 9.0 9.0 21.6 0.0 0.0 21.4 0.0 21.0 Incr Delay (d2), s/veh 0.3 1.4 1.4 0.1 2.4 2.3 0.2 0.0 0.0 0.1 0.0 5.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.4 2.5 2.6 0.0 3.9 4.0 0.6 0.0 0.0 0.5 0.0 3.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 6.3 6.5 6.5 7.5 11.4 11.3 21.8 0.0 0.0 21.5 0.0 26.8 LnGrp LOS A A A A B B C A A C A C Approach Vol, veh/h 1151 1001 54 284 Approach Delay, s/veh 6.5 11.3 21.8 26.0 Approach LOS A B C C Timer - Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 45.0 15.0 7.1 37.9 15.0 Change Period (Y+Rc), s 5.6 5.0 3.0 5.6 5.0 Max Green Setting (Gmax), s 39.4 10.0 5.0 31.4 10.0 Max Q Clear Time (g_c+I1), s 11.1 10.9 3.4 13.5 3.8 Green Ext Time (p_c), s 7.9 0.0 0.0 6.4 0.1 Intersection Summary HCM 6th Ctrl Delay 11.0 HCM 6th LOS B 228 MOVEMENT SUMMARY Site: 101 [7th & Kagy AM - single (Site Folder: General)] New Site Site Category: (None) Roundabout Vehicle Movement Performance INPUT VOLUMES DEMAND FLOWS 95% BACK OF QUEUE Mov ID Turn Deg. Satn Aver. Delay Level of Service Prop. Que Effective Stop Rate Aver. No. Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 7th Ave 3 L2 1 3.0 1 3.0 0.035 10.2 LOS B 0.1 3.0 0.73 0.73 0.73 23.6 8 T1 7 3.0 8 3.0 0.035 10.2 LOS B 0.1 3.0 0.73 0.73 0.73 23.1 18 R2 4 3.0 4 3.0 0.035 10.2 LOS B 0.1 3.0 0.73 0.73 0.73 22.6 Approach 12 3.0 13 3.0 0.035 10.2 LOS B 0.1 3.0 0.73 0.73 0.73 23.0 East: Kagy Blvd 1 L2 24 3.0 26 3.0 0.992 45.8 LOS E 55.3 1415.3 1.00 2.06 3.25 20.5 6 T1 863 3.0 938 3.0 0.992 45.8 LOS E 55.3 1415.3 1.00 2.06 3.25 20.4 16 R2 67 3.0 73 3.0 0.992 45.8 LOS E 55.3 1415.3 1.00 2.06 3.25 20.0 Approach 954 3.0 1037 3.0 0.992 45.8 LOS E 55.3 1415.3 1.00 2.06 3.25 20.3 North: S 7th Ave 7 L2 21 3.0 23 3.0 0.248 11.1 LOS B 0.9 24.3 0.70 0.70 0.70 23.1 4 T1 7 3.0 8 3.0 0.248 11.1 LOS B 0.9 24.3 0.70 0.70 0.70 22.7 14 R2 83 3.0 90 3.0 0.248 11.1 LOS B 0.9 24.3 0.70 0.70 0.70 22.2 Approach 111 3.0 121 3.0 0.248 11.1 LOS B 0.9 24.3 0.70 0.70 0.70 22.4 West: Kagy Blvd 5 L2 209 3.0 227 3.0 0.970 36.9 LOS E 55.3 1414.6 1.00 0.64 1.22 22.1 2 T1 892 3.0 970 3.0 0.970 36.9 LOS E 55.3 1414.6 1.00 0.64 1.22 22.0 12 R2 26 3.0 28 3.0 0.970 36.9 LOS E 55.3 1414.6 1.00 0.64 1.22 21.5 Approach 1127 3.0 1225 3.0 0.970 36.9 LOS E 55.3 1414.6 1.00 0.64 1.22 22.0 All Vehicles 2204 3.0 2396 3.0 0.992 39.3 LOS E 55.3 1415.3 0.98 1.26 2.07 21.3 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Geometric Delay is not included). Queue Model: HCM Queue Formula. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 9.0 | Copyright © 2000-2020 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Wednesday, December 21, 2022 9:44:02 AM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2045\2045-Kagy Roundabouts.sip9 229 MOVEMENT SUMMARY Site: 101 [7th & Kagy PM - single (Site Folder: General)] New Site Site Category: (None) Roundabout Vehicle Movement Performance INPUT VOLUMES DEMAND FLOWS 95% BACK OF QUEUE Mov ID Turn Deg. Satn Aver. Delay Level of Service Prop. Que Effective Stop Rate Aver. No. Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 7th Ave 3 L2 6 3.0 7 3.0 0.138 11.5 LOS B 0.5 12.3 0.74 0.74 0.74 23.1 8 T1 6 3.0 7 3.0 0.138 11.5 LOS B 0.5 12.3 0.74 0.74 0.74 22.7 18 R2 37 3.0 40 3.0 0.138 11.5 LOS B 0.5 12.3 0.74 0.74 0.74 22.1 Approach 49 3.0 53 3.0 0.138 11.5 LOS B 0.5 12.3 0.74 0.74 0.74 22.3 East: Kagy Blvd 1 L2 6 3.0 7 3.0 0.844 21.0 LOS C 20.0 511.0 0.89 0.70 1.09 26.4 6 T1 892 3.0 970 3.0 0.844 21.0 LOS C 20.0 511.0 0.89 0.70 1.09 26.2 16 R2 22 3.0 24 3.0 0.844 21.0 LOS C 20.0 511.0 0.89 0.70 1.09 25.6 Approach 920 3.0 1000 3.0 0.844 21.0 LOS C 20.0 511.0 0.89 0.70 1.09 26.2 North: S 7th Ave 7 L2 32 3.0 35 3.0 0.594 21.0 LOS C 3.6 92.6 0.81 1.07 1.42 21.0 4 T1 6 3.0 7 3.0 0.594 21.0 LOS C 3.6 92.6 0.81 1.07 1.42 20.6 14 R2 223 3.0 242 3.0 0.594 21.0 LOS C 3.6 92.6 0.81 1.07 1.42 20.2 Approach 261 3.0 284 3.0 0.594 21.0 LOS C 3.6 92.6 0.81 1.07 1.42 20.3 West: Kagy Blvd 5 L2 96 3.0 104 3.0 0.904 26.0 LOS D 22.2 567.3 0.88 0.39 0.88 24.8 2 T1 959 3.0 1042 3.0 0.904 26.0 LOS D 22.2 567.3 0.88 0.39 0.88 24.7 12 R2 5 3.0 5 3.0 0.904 26.0 LOS D 22.2 567.3 0.88 0.39 0.88 24.1 Approach 1060 3.0 1152 3.0 0.904 26.0 LOS D 22.2 567.3 0.88 0.39 0.88 24.7 All Vehicles 2290 3.0 2489 3.0 0.904 23.1 LOS C 22.2 567.3 0.87 0.60 1.02 24.6 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Geometric Delay is not included). Queue Model: HCM Queue Formula. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 9.0 | Copyright © 2000-2020 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Wednesday, December 21, 2022 9:47:05 AM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2045\2045-Kagy Roundabouts.sip9 230 MOVEMENT SUMMARY Site: 101 [7th & Kagy AM - dual E/W lanes (Site Folder: General)] New Site Site Category: (None) Roundabout Vehicle Movement Performance INPUT VOLUMES DEMAND FLOWS 95% BACK OF QUEUE Mov ID Turn Deg. Satn Aver. Delay Level of Service Prop. Que Effective Stop Rate Aver. No. Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 7th Ave 3 L2 1 3.0 1 3.0 0.028 7.9 LOS A 0.1 2.2 0.66 0.65 0.66 24.1 8 T1 7 3.0 8 3.0 0.028 7.9 LOS A 0.1 2.2 0.66 0.65 0.66 23.7 18 R2 4 3.0 4 3.0 0.028 7.9 LOS A 0.1 2.2 0.66 0.65 0.66 23.1 Approach 12 3.0 13 3.0 0.028 7.9 LOS A 0.1 2.2 0.66 0.65 0.66 23.5 East: Kagy Blvd 1 L2 24 3.0 26 3.0 0.478 8.9 LOS A 2.7 68.3 0.51 0.40 0.51 30.6 6 T1 863 3.0 938 3.0 0.478 8.7 LOS A 2.7 68.3 0.50 0.39 0.50 30.5 16 R2 67 3.0 73 3.0 0.478 8.5 LOS A 2.6 67.4 0.49 0.37 0.49 29.7 Approach 954 3.0 1037 3.0 0.478 8.7 LOS A 2.7 68.3 0.50 0.38 0.50 30.4 North: S 7th Ave 7 L2 21 3.0 23 3.0 0.204 8.6 LOS A 0.7 18.2 0.63 0.63 0.63 23.7 4 T1 7 3.0 8 3.0 0.204 8.6 LOS A 0.7 18.2 0.63 0.63 0.63 23.2 14 R2 83 3.0 90 3.0 0.204 8.6 LOS A 0.7 18.2 0.63 0.63 0.63 22.7 Approach 111 3.0 121 3.0 0.204 8.6 LOS A 0.7 18.2 0.63 0.63 0.63 22.9 West: Kagy Blvd 5 L2 209 3.0 227 3.0 0.480 7.9 LOS A 3.1 78.6 0.26 0.12 0.26 30.2 2 T1 892 3.0 970 3.0 0.480 7.8 LOS A 3.1 78.6 0.25 0.11 0.25 30.6 12 R2 26 3.0 28 3.0 0.480 7.6 LOS A 3.0 76.7 0.24 0.11 0.24 30.1 Approach 1127 3.0 1225 3.0 0.480 7.8 LOS A 3.1 78.6 0.25 0.11 0.25 30.5 All Vehicles 2204 3.0 2396 3.0 0.480 8.2 LOS A 3.1 78.6 0.38 0.26 0.38 29.9 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Geometric Delay is not included). Queue Model: HCM Queue Formula. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 9.0 | Copyright © 2000-2020 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Wednesday, December 21, 2022 9:51:16 AM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2045\2045-Kagy Roundabouts.sip9 231 MOVEMENT SUMMARY Site: 101 [7th & Kagy PM - dual E/W lanes (Site Folder: General)] New Site Site Category: (None) Roundabout Vehicle Movement Performance INPUT VOLUMES DEMAND FLOWS 95% BACK OF QUEUE Mov ID Turn Deg. Satn Aver. Delay Level of Service Prop. Que Effective Stop Rate Aver. No. Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 7th Ave 3 L2 6 3.0 7 3.0 0.109 8.8 LOS A 0.4 9.0 0.67 0.67 0.67 23.8 8 T1 6 3.0 7 3.0 0.109 8.8 LOS A 0.4 9.0 0.67 0.67 0.67 23.3 18 R2 37 3.0 40 3.0 0.109 8.8 LOS A 0.4 9.0 0.67 0.67 0.67 22.7 Approach 49 3.0 53 3.0 0.109 8.8 LOS A 0.4 9.0 0.67 0.67 0.67 22.9 East: Kagy Blvd 1 L2 6 3.0 7 3.0 0.414 7.3 LOS A 2.3 58.8 0.34 0.20 0.34 31.3 6 T1 892 3.0 970 3.0 0.414 7.1 LOS A 2.3 58.8 0.33 0.19 0.33 31.2 16 R2 22 3.0 24 3.0 0.414 7.0 LOS A 2.2 57.5 0.33 0.19 0.33 30.4 Approach 920 3.0 1000 3.0 0.414 7.1 LOS A 2.3 58.8 0.33 0.19 0.33 31.2 North: S 7th Ave 7 L2 32 3.0 35 3.0 0.486 14.3 LOS B 2.5 63.6 0.73 0.90 1.13 22.4 4 T1 6 3.0 7 3.0 0.486 14.3 LOS B 2.5 63.6 0.73 0.90 1.13 22.0 14 R2 223 3.0 242 3.0 0.486 14.3 LOS B 2.5 63.6 0.73 0.90 1.13 21.5 Approach 261 3.0 284 3.0 0.486 14.3 LOS B 2.5 63.6 0.73 0.90 1.13 21.6 West: Kagy Blvd 5 L2 96 3.0 104 3.0 0.447 7.4 LOS A 2.7 70.1 0.22 0.09 0.22 30.9 2 T1 959 3.0 1042 3.0 0.447 7.3 LOS A 2.7 70.1 0.22 0.09 0.22 31.0 12 R2 5 3.0 5 3.0 0.447 7.1 LOS A 2.7 68.4 0.21 0.09 0.21 30.3 Approach 1060 3.0 1152 3.0 0.447 7.3 LOS A 2.7 70.1 0.22 0.09 0.22 31.0 All Vehicles 2290 3.0 2489 3.0 0.486 8.1 LOS A 2.7 70.1 0.33 0.24 0.38 29.4 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Geometric Delay is not included). Queue Model: HCM Queue Formula. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 9.0 | Copyright © 2000-2020 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Wednesday, December 21, 2022 9:53:13 AM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2045\2045-Kagy Roundabouts.sip9 232 Avg Delay (s/veh) LOS 95th % Queue (veh) Avg Delay (s/veh) LOS 95th % Queue (veh) EB 87.1 F 34 84.1 F 31 WB 134.4 F 32 172.2 F 30 NB 99.8 F 32 41.7 D 18 SB 75.5 E 17 96.2 F 26 Intersection 103.9 F --103.5 F -- EB 58.1 E 16 48.8 D 15 WB 61.7 E 24 48.9 D 24 NB 55.2 E 29 35.5 D 18 SB 47.1 D 14 76.3 E 25 Intersection 56.8 E --50.6 D -- EB 49.5 D 12 61.4 E 17 WB 73.0 E 34 62.6 E 30 NB 99.4 F 32 39.4 D 18 SB 65.7 E 17 56.5 E 23 Intersection 74.8 E --55.9 E -- EB 244.8 F 104 339.9 F 141 WB 162.6 F 119 170.4 F 113 NB 523.5 F 215 185.9 F 81 SB 37.7 E 12 87.0 F 40 Intersection 263.0 F --199.9 F -- EB 27.1 D 8 39.8 E 12 WB 36.3 E 16 30.7 D 13 NB 100.9 F 60 32.9 D 12 SB 92.3 F 35 167.3 F 72 Intersection 62.4 F --63.5 F -- EB 33.0 D 9 73.3 F 22 WB 54.9 F 23 29.7 D 12 NB 56.1 F 30 19.7 C 6 SB 27.0 D 7 56.4 F 24 Intersection 45.7 E --44.9 E -- South Willson Avenue & Kagy Boulevard Intersection Control Roundabout - Five-Lane Alternative + SB/NB RT lanes South Willson Avenue & Kagy Boulevard Intersection Control Roundabout - Five-Lane Alternative + SB/NB RT, LT lanes Intersection Approach Design Year (2045) AM Peak PM Peak Intersection Control Roundabout - Three-Lane Alternative + SB RT lane South Willson Avenue & Kagy Boulevard Intersection Control Signalized - Three-Lane Alternative + SB RT lane South Willson Avenue & Kagy Boulevard South Willson Avenue & Kagy Boulevard Intersection Control Signalized - Five-Lane Alternative + SB RT, 2 WB LT lanes South Willson Avenue & Kagy Boulevard Intersection Control Signalized - Five-Lane Alternative + SB RT lane 233 Queues 36: W Kagy Blvd & S Willson Ave 01/26/2023 AM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Three-Lane Synchro 11 Report Page 7 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 226 668 65 479 711 223 115 596 547 155 371 216 v/c Ratio 1.06 1.13 0.09 1.43 0.96 0.31 0.50 1.24 0.70 1.07 0.78 0.41 Control Delay 93.9 101.9 4.0 240.9 57.7 8.3 33.9 162.1 25.2 125.4 52.9 11.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 93.9 101.9 4.0 240.9 57.7 8.3 33.9 162.1 25.2 125.4 52.9 11.6 Queue Length 50th (ft) ~123 ~595 0 ~455 523 30 58 ~573 271 ~89 266 27 Queue Length 95th (ft) m#259 #829 m8 #666 #780 84 102 #795 411 #219 #407 94 Internal Link Dist (ft) 1326 652 509 408 Turn Bay Length (ft) 170 190 320 210 350 115 160 150 Base Capacity (vph) 213 592 719 334 743 714 229 481 778 145 476 531 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.06 1.13 0.09 1.43 0.96 0.31 0.50 1.24 0.70 1.07 0.78 0.41 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 234 HCM 6th Signalized Intersection Summary 36: W Kagy Blvd & S Willson Ave 01/26/2023 AM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Three-Lane Synchro 11 Report Page 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 208 615 60 441 654 205 106 548 503 143 341 199 Future Volume (veh/h) 208 615 60 441 654 205 106 548 503 143 341 199 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1723 1736 1750 1723 1723 1709 1709 1750 1736 1723 1736 1750 Adj Flow Rate, veh/h 226 668 65 479 711 0 115 596 547 155 371 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 1 0 2 2 3 3 0 1 2 1 0 Cap, veh/h 209 593 581 333 747 220 481 650 142 477 Arrive On Green 0.15 0.68 0.68 0.17 0.43 0.00 0.05 0.28 0.28 0.05 0.28 0.00 Sat Flow, veh/h 1641 1736 1483 1641 1723 1448 1628 1750 1471 1641 1736 1483 Grp Volume(v), veh/h 226 668 65 479 711 0 115 596 547 155 371 0 Grp Sat Flow(s),veh/h/ln 1641 1736 1483 1641 1723 1448 1628 1750 1471 1641 1736 1483 Q Serve(g_s), s 9.0 41.0 1.7 20.0 47.8 0.0 6.0 33.0 33.0 6.0 23.6 0.0 Cycle Q Clear(g_c), s 9.0 41.0 1.7 20.0 47.8 0.0 6.0 33.0 33.0 6.0 23.6 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 209 593 581 333 747 220 481 650 142 477 V/C Ratio(X) 1.08 1.13 0.11 1.44 0.95 0.52 1.24 0.84 1.09 0.78 Avail Cap(c_a), veh/h 209 593 581 333 747 220 481 650 142 477 HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.60 0.60 0.60 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 31.8 19.0 10.9 37.9 32.8 0.0 32.5 43.5 29.8 39.2 40.1 0.0 Incr Delay (d2), s/veh 71.7 69.9 0.2 212.8 23.2 0.0 2.3 124.1 9.7 102.1 7.9 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 7.7 19.6 0.6 25.0 23.9 0.0 2.6 30.9 15.6 5.6 11.2 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 103.5 88.9 11.2 250.8 56.0 0.0 34.8 167.6 39.5 141.3 48.0 0.0 LnGrp LOS F F B F E C F D F D Approach Vol, veh/h 959 1190 1258 526 Approach Delay, s/veh 87.1 134.4 99.8 75.5 Approach LOS F F F E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 23.0 48.0 9.0 40.0 12.0 59.0 9.0 40.0 Change Period (Y+Rc), s 3.0 7.0 3.0 7.0 3.0 7.0 3.0 7.0 Max Green Setting (Gmax), s 20.0 41.0 6.0 33.0 9.0 52.0 6.0 33.0 Max Q Clear Time (g_c+I1), s 22.0 43.0 8.0 25.6 11.0 49.8 8.0 35.0 Green Ext Time (p_c), s 0.0 0.0 0.0 1.3 0.0 1.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 103.9 HCM 6th LOS F Notes Unsignalized Delay for [WBR, SBR] is excluded from calculations of the approach delay and intersection delay. 235 Queues 36: W Kagy Blvd & S Willson Ave 01/26/2023 PM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Three-Lane Synchro 11 Report Page 7 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 285 691 113 521 629 137 100 383 375 162 496 250 v/c Ratio 0.96 1.10 0.15 1.60 0.86 0.20 0.69 0.83 0.49 0.75 1.06 0.50 Control Delay 47.6 88.5 7.9 310.5 45.6 7.4 51.5 57.9 17.4 51.6 102.4 19.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 47.6 88.5 7.9 310.5 45.6 7.4 51.5 57.9 17.4 51.6 102.4 19.2 Queue Length 50th (ft) 99 ~624 22 ~529 437 15 51 280 138 86 ~423 65 Queue Length 95th (ft) m#169 m#757 m28 #747 #653 54 #105 #438 223 #170 #635 148 Internal Link Dist (ft) 1326 652 509 408 Turn Bay Length (ft) 170 190 320 210 350 115 160 150 Base Capacity (vph) 297 627 742 326 729 681 145 462 770 216 466 502 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.96 1.10 0.15 1.60 0.86 0.20 0.69 0.83 0.49 0.75 1.06 0.50 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 236 HCM 6th Signalized Intersection Summary 36: W Kagy Blvd & S Willson Ave 01/26/2023 PM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Three-Lane Synchro 11 Report Page 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 262 636 104 479 579 126 92 352 345 149 456 230 Future Volume (veh/h) 262 636 104 479 579 126 92 352 345 149 456 230 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1750 1750 1750 1750 1750 1723 1736 1750 1750 1750 1750 Adj Flow Rate, veh/h 285 691 113 521 629 0 100 383 375 162 496 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 0 0 0 0 0 2 1 0 0 0 0 Cap, veh/h 299 627 606 324 729 142 463 630 186 467 Arrive On Green 0.03 0.12 0.12 0.16 0.42 0.00 0.05 0.27 0.27 0.05 0.27 0.00 Sat Flow, veh/h 1667 1750 1483 1667 1750 1483 1641 1736 1483 1667 1750 1483 Grp Volume(v), veh/h 285 691 113 521 629 0 100 383 375 162 496 0 Grp Sat Flow(s),veh/h/ln 1667 1750 1483 1667 1750 1483 1641 1736 1483 1667 1750 1483 Q Serve(g_s), s 12.0 43.0 7.6 19.0 39.3 0.0 5.3 24.9 23.4 6.0 32.0 0.0 Cycle Q Clear(g_c), s 12.0 43.0 7.6 19.0 39.3 0.0 5.3 24.9 23.4 6.0 32.0 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 299 627 606 324 729 142 463 630 186 467 V/C Ratio(X) 0.95 1.10 0.19 1.61 0.86 0.70 0.83 0.59 0.87 1.06 Avail Cap(c_a), veh/h 299 627 606 324 729 142 463 630 186 467 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.31 0.31 0.31 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 30.8 52.9 32.0 38.4 31.9 0.0 34.1 41.4 26.6 41.1 44.0 0.0 Incr Delay (d2), s/veh 18.7 54.0 0.2 287.8 12.8 0.0 14.6 11.8 1.5 33.4 59.4 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 7.1 29.6 3.0 31.0 18.6 0.0 2.7 12.2 8.5 3.9 21.6 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 49.5 106.9 32.2 326.2 44.7 0.0 48.7 53.2 28.1 74.4 103.4 0.0 LnGrp LOS D F C F D D D C E F Approach Vol, veh/h 1089 1150 858 658 Approach Delay, s/veh 84.1 172.2 41.7 96.2 Approach LOS F F D F Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 22.0 50.0 9.0 39.0 15.0 57.0 9.0 39.0 Change Period (Y+Rc), s 3.0 7.0 3.0 7.0 3.0 7.0 3.0 7.0 Max Green Setting (Gmax), s 19.0 43.0 6.0 32.0 12.0 50.0 6.0 32.0 Max Q Clear Time (g_c+I1), s 21.0 45.0 7.3 34.0 14.0 41.3 8.0 26.9 Green Ext Time (p_c), s 0.0 0.0 0.0 0.0 0.0 2.7 0.0 1.8 Intersection Summary HCM 6th Ctrl Delay 103.5 HCM 6th LOS F Notes Unsignalized Delay for [WBR, SBR] is excluded from calculations of the approach delay and intersection delay. 237 Queues 36: W Kagy Blvd & S Willson Ave 01/26/2023 AM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Five-Lane Synchro 11 Report Page 7 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 226 668 65 479 711 223 115 596 547 155 371 216 v/c Ratio 0.70 0.94 0.12 1.11 0.64 0.30 0.37 1.05 0.59 0.89 0.63 0.36 Control Delay 30.0 61.4 3.7 108.9 36.3 9.1 23.9 91.1 15.7 69.9 38.7 13.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 30.0 61.4 3.7 108.9 36.3 9.1 23.9 91.1 15.7 69.9 38.7 13.4 Queue Length 50th (ft) 81 225 0 ~370 242 39 52 ~502 215 71 239 45 Queue Length 95th (ft) 133 #376 12 #582 310 92 90 #725 323 #198 348 109 Internal Link Dist (ft) 861 652 509 408 Turn Bay Length (ft) 170 190 320 210 350 115 160 100 Base Capacity (vph) 325 713 545 432 1116 747 315 568 921 174 592 595 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.70 0.94 0.12 1.11 0.64 0.30 0.37 1.05 0.59 0.89 0.63 0.36 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 238 HCM 6th Signalized Intersection Summary 36: W Kagy Blvd & S Willson Ave 01/26/2023 AM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Five-Lane Synchro 11 Report Page 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 208 615 60 441 654 205 106 548 503 143 341 199 Future Volume (veh/h) 208 615 60 441 654 205 106 548 503 143 341 199 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1723 1736 1750 1723 1723 1709 1709 1750 1736 1723 1736 1750 Adj Flow Rate, veh/h 226 668 65 479 711 0 115 596 547 155 371 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 1 0 2 2 3 3 0 1 2 1 0 Cap, veh/h 341 715 395 443 1118 305 569 809 169 593 Arrive On Green 0.10 0.22 0.22 0.22 0.34 0.00 0.05 0.32 0.32 0.07 0.34 0.00 Sat Flow, veh/h 1641 3299 1483 1641 3273 1448 1628 1750 1471 1641 1736 1483 Grp Volume(v), veh/h 226 668 65 479 711 0 115 596 547 155 371 0 Grp Sat Flow(s),veh/h/ln 1641 1650 1483 1641 1637 1448 1628 1750 1471 1641 1736 1483 Q Serve(g_s), s 12.0 23.9 4.0 27.0 21.9 0.0 5.7 39.0 32.0 7.5 21.5 0.0 Cycle Q Clear(g_c), s 12.0 23.9 4.0 27.0 21.9 0.0 5.7 39.0 32.0 7.5 21.5 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 341 715 395 443 1118 305 569 809 169 593 V/C Ratio(X) 0.66 0.93 0.16 1.08 0.64 0.38 1.05 0.68 0.92 0.63 Avail Cap(c_a), veh/h 341 715 395 443 1118 305 569 809 169 593 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 33.4 46.2 33.7 33.4 33.2 0.0 27.0 40.5 19.3 30.5 33.1 0.0 Incr Delay (d2), s/veh 4.7 21.0 0.9 66.5 2.8 0.0 0.8 50.9 2.2 45.4 2.1 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.6 11.7 1.6 18.6 9.0 0.0 2.3 24.7 11.2 5.1 9.4 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 38.1 67.2 34.6 99.9 36.0 0.0 27.8 91.4 21.6 75.9 35.1 0.0 LnGrp LOS D E C F D C F C E D Approach Vol, veh/h 959 1190 1258 526 Approach Delay, s/veh 58.1 61.7 55.2 47.1 Approach LOS E E E D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 30.0 33.0 9.0 48.0 15.0 48.0 11.0 46.0 Change Period (Y+Rc), s 3.0 7.0 3.0 7.0 3.0 7.0 3.0 7.0 Max Green Setting (Gmax), s 27.0 26.0 6.0 41.0 12.0 41.0 8.0 39.0 Max Q Clear Time (g_c+I1), s 29.0 25.9 7.7 23.5 14.0 23.9 9.5 41.0 Green Ext Time (p_c), s 0.0 0.1 0.0 2.2 0.0 4.4 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 56.8 HCM 6th LOS E Notes Unsignalized Delay for [WBR, SBR] is excluded from calculations of the approach delay and intersection delay. 239 Queues 36: W Kagy Blvd & S Willson Ave 01/26/2023 PM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Five-Lane Synchro 11 Report Page 7 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 285 691 113 521 629 137 100 383 375 162 496 250 v/c Ratio 0.68 0.91 0.20 1.02 0.53 0.18 0.65 0.80 0.41 0.65 0.99 0.49 Control Delay 25.3 53.6 7.5 76.6 33.3 3.8 45.7 54.0 11.8 39.9 80.6 22.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 25.3 53.6 7.5 76.6 33.3 3.8 45.7 54.0 11.8 39.9 80.6 22.0 Queue Length 50th (ft) 0 254 20 ~355 199 0 50 277 118 84 ~385 82 Queue Length 95th (ft) 158 #366 19 #585 278 37 #97 #427 184 #143 #611 165 Internal Link Dist (ft) 861 652 509 408 Turn Bay Length (ft) 170 190 320 210 350 115 160 100 Base Capacity (vph) 493 775 577 512 1182 779 154 481 922 248 502 511 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.58 0.89 0.20 1.02 0.53 0.18 0.65 0.80 0.41 0.65 0.99 0.49 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 240 HCM 6th Signalized Intersection Summary 36: W Kagy Blvd & S Willson Ave 01/26/2023 PM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Five-Lane Synchro 11 Report Page 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 262 636 104 479 579 126 92 352 345 149 456 230 Future Volume (veh/h) 262 636 104 479 579 126 92 352 345 149 456 230 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1750 1750 1750 1750 1750 1723 1736 1750 1750 1750 1750 Adj Flow Rate, veh/h 285 691 113 521 629 0 100 383 375 162 496 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 0 0 0 0 0 2 1 0 0 0 0 Cap, veh/h 469 776 420 527 1172 142 477 803 207 496 Arrive On Green 0.15 0.23 0.23 0.27 0.35 0.00 0.05 0.28 0.28 0.06 0.28 0.00 Sat Flow, veh/h 1667 3325 1483 1667 3325 1483 1641 1736 1483 1667 1750 1483 Grp Volume(v), veh/h 285 691 113 521 629 0 100 383 375 162 496 0 Grp Sat Flow(s),veh/h/ln 1667 1663 1483 1667 1663 1483 1641 1736 1483 1667 1750 1483 Q Serve(g_s), s 15.3 24.1 7.1 31.4 18.1 0.0 5.3 24.6 18.6 7.0 34.0 0.0 Cycle Q Clear(g_c), s 15.3 24.1 7.1 31.4 18.1 0.0 5.3 24.6 18.6 7.0 34.0 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 469 776 420 527 1172 142 477 803 207 496 V/C Ratio(X) 0.61 0.89 0.27 0.99 0.54 0.70 0.80 0.47 0.78 1.00 Avail Cap(c_a), veh/h 529 776 420 527 1172 142 477 803 207 496 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 27.8 44.5 33.4 32.1 31.0 0.0 33.6 40.5 16.9 36.8 43.0 0.0 Incr Delay (d2), s/veh 1.6 14.6 1.6 36.4 1.8 0.0 14.6 9.5 0.4 17.3 40.5 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.2 11.4 2.8 20.2 7.5 0.0 2.7 11.8 6.4 2.7 20.3 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 29.5 59.1 34.9 68.4 32.8 0.0 48.2 50.0 17.3 54.1 83.5 0.0 LnGrp LOS C E C E C D D B D F Approach Vol, veh/h 1089 1150 858 658 Approach Delay, s/veh 48.8 48.9 35.5 76.3 Approach LOS D D D E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 35.0 35.0 9.0 41.0 20.7 49.3 10.0 40.0 Change Period (Y+Rc), s 3.0 7.0 3.0 7.0 3.0 7.0 3.0 7.0 Max Green Setting (Gmax), s 32.0 28.0 6.0 34.0 22.0 38.0 7.0 33.0 Max Q Clear Time (g_c+I1), s 33.4 26.1 7.3 36.0 17.3 20.1 9.0 26.6 Green Ext Time (p_c), s 0.0 0.9 0.0 0.0 0.4 3.9 0.0 2.2 Intersection Summary HCM 6th Ctrl Delay 50.6 HCM 6th LOS D Notes Unsignalized Delay for [WBR, SBR] is excluded from calculations of the approach delay and intersection delay. 241 Queues 36: W Kagy Blvd & S Willson Ave 01/23/2023 AM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Improvements Synchro 11 Report Page 7 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 226 668 65 479 711 223 115 596 547 155 371 216 v/c Ratio 1.00 0.63 0.09 0.86 1.04 0.28 0.47 1.24 0.69 0.97 0.78 0.30 Control Delay 91.9 29.2 4.2 63.8 80.1 11.5 31.4 162.1 24.3 95.7 52.9 8.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 91.9 29.2 4.2 63.8 80.1 11.5 31.4 162.1 24.3 95.7 52.9 8.8 Queue Length 50th (ft) ~133 171 0 185 ~593 59 58 ~573 266 80 266 33 Queue Length 95th (ft) #300 272 m12 #264 #827 110 101 #795 402 #207 #407 84 Internal Link Dist (ft) 861 652 509 408 Turn Bay Length (ft) 170 190 320 210 350 115 160 100 Base Capacity (vph) 225 1064 705 579 686 783 243 481 797 159 476 726 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.00 0.63 0.09 0.83 1.04 0.28 0.47 1.24 0.69 0.97 0.78 0.30 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 242 HCM 6th Signalized Intersection Summary 36: W Kagy Blvd & S Willson Ave 01/23/2023 AM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Improvements Synchro 11 Report Page 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 208 615 60 441 654 205 106 548 503 143 341 199 Future Volume (veh/h) 208 615 60 441 654 205 106 548 503 143 341 199 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1723 1736 1750 1723 1723 1709 1709 1750 1736 1723 1736 1750 Adj Flow Rate, veh/h 226 668 65 479 711 0 115 596 547 155 371 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 1 0 2 2 3 3 0 1 2 1 0 Cap, veh/h 224 1096 579 534 689 233 481 652 156 477 Arrive On Green 0.10 0.33 0.33 0.17 0.40 0.00 0.06 0.28 0.28 0.06 0.28 0.00 Sat Flow, veh/h 1641 3299 1483 3183 1723 1448 1628 1750 1471 1641 1736 1483 Grp Volume(v), veh/h 226 668 65 479 711 0 115 596 547 155 371 0 Grp Sat Flow(s),veh/h/ln 1641 1650 1483 1591 1723 1448 1628 1750 1471 1641 1736 1483 Q Serve(g_s), s 12.0 20.3 3.4 17.7 48.0 0.0 6.1 33.0 33.0 7.0 23.6 0.0 Cycle Q Clear(g_c), s 12.0 20.3 3.4 17.7 48.0 0.0 6.1 33.0 33.0 7.0 23.6 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 224 1096 579 534 689 233 481 652 156 477 V/C Ratio(X) 1.01 0.61 0.11 0.90 1.03 0.49 1.24 0.84 1.00 0.78 Avail Cap(c_a), veh/h 224 1096 579 584 689 233 481 652 156 477 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 34.1 33.6 23.3 48.9 36.0 0.0 31.3 43.5 29.6 37.5 40.1 0.0 Incr Delay (d2), s/veh 62.4 2.5 0.4 15.7 42.7 0.0 1.6 124.1 9.5 70.7 7.9 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 8.5 8.4 1.3 8.1 27.6 0.0 2.5 30.9 15.6 4.6 11.2 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 96.5 36.1 23.7 64.6 78.7 0.0 32.9 167.6 39.2 108.2 48.0 0.0 LnGrp LOS F D C E F C F D F D Approach Vol, veh/h 959 1190 1258 526 Approach Delay, s/veh 49.5 73.0 99.4 65.7 Approach LOS D E F E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 23.1 46.9 10.0 40.0 15.0 55.0 10.0 40.0 Change Period (Y+Rc), s 3.0 7.0 3.0 7.0 3.0 7.0 3.0 7.0 Max Green Setting (Gmax), s 22.0 38.0 7.0 33.0 12.0 48.0 7.0 33.0 Max Q Clear Time (g_c+I1), s 19.7 22.3 8.1 25.6 14.0 50.0 9.0 35.0 Green Ext Time (p_c), s 0.5 4.2 0.0 1.3 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 74.8 HCM 6th LOS E Notes Unsignalized Delay for [WBR, SBR] is excluded from calculations of the approach delay and intersection delay. 243 Queues 36: W Kagy Blvd & S Willson Ave 01/23/2023 PM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Improvements Synchro 11 Report Page 7 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 285 691 113 521 629 137 100 383 375 162 496 250 v/c Ratio 1.09 0.71 0.17 0.89 1.00 0.17 0.57 0.84 0.47 0.57 0.93 0.32 Control Delay 111.9 38.9 8.2 65.8 75.7 3.6 36.1 59.2 15.5 30.6 64.7 9.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 111.9 38.9 8.2 65.8 75.7 3.6 36.1 59.2 15.5 30.6 64.7 9.4 Queue Length 50th (ft) ~233 244 14 204 ~487 4 46 277 127 77 361 48 Queue Length 95th (ft) m#411 338 m25 #297 #736 35 82 #427 206 126 #552 103 Internal Link Dist (ft) 861 652 509 408 Turn Bay Length (ft) 170 190 320 210 350 115 160 100 Base Capacity (vph) 261 978 669 601 627 830 175 476 804 291 568 789 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.09 0.71 0.17 0.87 1.00 0.17 0.57 0.80 0.47 0.56 0.87 0.32 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 244 HCM 6th Signalized Intersection Summary 36: W Kagy Blvd & S Willson Ave 01/23/2023 PM Peak 2045 Kagy Boulevard 2:44 pm 12/16/2022 Future (2045) Improvements Synchro 11 Report Page 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 262 636 104 479 579 126 92 352 345 149 456 230 Future Volume (veh/h) 262 636 104 479 579 126 92 352 345 149 456 230 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1750 1750 1750 1750 1750 1723 1736 1750 1750 1750 1750 Adj Flow Rate, veh/h 285 691 113 521 629 0 100 383 375 162 496 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 0 0 0 0 0 2 1 0 0 0 0 Cap, veh/h 254 1011 525 572 667 166 464 658 245 529 Arrive On Green 0.10 0.30 0.30 0.18 0.38 0.00 0.05 0.27 0.27 0.09 0.30 0.00 Sat Flow, veh/h 1667 3325 1483 3233 1750 1483 1641 1736 1483 1667 1750 1483 Grp Volume(v), veh/h 285 691 113 521 629 0 100 383 375 162 496 0 Grp Sat Flow(s),veh/h/ln 1667 1663 1483 1617 1750 1483 1641 1736 1483 1667 1750 1483 Q Serve(g_s), s 12.0 21.9 6.4 19.0 41.7 0.0 5.3 24.9 22.6 8.2 33.1 0.0 Cycle Q Clear(g_c), s 12.0 21.9 6.4 19.0 41.7 0.0 5.3 24.9 22.6 8.2 33.1 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 254 1011 525 572 667 166 464 658 245 529 V/C Ratio(X) 1.12 0.68 0.22 0.91 0.94 0.60 0.83 0.57 0.66 0.94 Avail Cap(c_a), veh/h 254 1011 525 593 667 166 477 670 270 569 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 31.9 36.7 27.1 48.5 35.9 0.0 33.7 41.3 24.8 30.3 40.7 0.0 Incr Delay (d2), s/veh 93.5 3.7 0.9 18.0 23.5 0.0 6.0 11.1 1.1 5.2 22.6 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 11.6 9.3 2.4 9.0 21.6 0.0 2.4 12.1 8.2 3.6 17.6 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 125.4 40.4 28.0 66.5 59.4 0.0 39.7 52.4 25.9 35.5 63.3 0.0 LnGrp LOS F D C E E D D C D E Approach Vol, veh/h 1089 1150 858 658 Approach Delay, s/veh 61.4 62.6 39.4 56.5 Approach LOS E E D E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 24.2 43.5 9.0 43.3 15.0 52.7 13.2 39.1 Change Period (Y+Rc), s 3.0 7.0 3.0 7.0 3.0 7.0 3.0 7.0 Max Green Setting (Gmax), s 22.0 33.0 6.0 39.0 12.0 43.0 12.0 33.0 Max Q Clear Time (g_c+I1), s 21.0 23.9 7.3 35.1 14.0 43.7 10.2 26.9 Green Ext Time (p_c), s 0.2 3.3 0.0 1.2 0.0 0.0 0.1 2.1 Intersection Summary HCM 6th Ctrl Delay 55.9 HCM 6th LOS E Notes Unsignalized Delay for [WBR, SBR] is excluded from calculations of the approach delay and intersection delay. 245 MOVEMENT SUMMARY Site: 101 [Willson & Kagy AM - single lane (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.2.202 New Site Site Category: (None) Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 3rd Ave 3 L2 All MCs 115 3.0 115 3.0 2.120 523.5 LOS F 214.2 5484.4 1.00 6.90 19.23 3.9 8 T1 All MCs 596 3.0 596 3.0 2.120 523.5 LOS F 214.2 5484.4 1.00 6.90 19.23 3.9 18 R2 All MCs 547 3.0 547 3.0 2.120 523.5 LOS F 214.2 5484.4 1.00 6.90 19.23 3.9 Approach 1258 3.0 1258 3.0 2.120 523.5 LOS F 214.2 5484.4 1.00 6.90 19.23 3.9 East: Kagy Blvd 1 L2 All MCs 479 3.0 479 3.0 1.381 191.1 LOS F 118.1 3024.0 1.00 4.71 10.75 9.0 6 T1 All MCs 711 3.0 711 3.0 1.381 191.1 LOS F 118.1 3024.0 1.00 4.71 10.75 9.0 16 R2 All MCs 223 3.0 223 3.0 0.263 7.0 LOS A 1.2 30.5 0.57 0.43 0.57 32.7 Approach 1413 3.0 1413 3.0 1.381 162.6 LOS F 118.1 3024.0 0.93 4.04 9.14 10.1 North: S Willson Ave 7 L2 All MCs 155 3.0 155 3.0 0.936 49.7 LOS E 11.8 303.1 0.98 1.51 2.80 19.9 4 T1 All MCs 371 3.0 371 3.0 0.936 49.7 LOS E 11.8 303.1 0.98 1.51 2.80 20.2 14 R2 All MCs 216 3.0 216 3.0 0.298 8.5 LOS A 1.3 33.4 0.64 0.54 0.64 32.0 Approach 742 3.0 742 3.0 0.936 37.7 LOS E 11.8 303.1 0.88 1.23 2.17 22.5 West: Kagy Blvd 5 L2 All MCs 226 3.0 226 3.0 1.526 262.1 LOS F 104.0 2661.4 1.00 5.12 14.30 7.0 2 T1 All MCs 668 3.0 668 3.0 1.526 262.1 LOS F 104.0 2661.4 1.00 5.12 14.30 7.1 12 R2 All MCs 65 3.0 65 3.0 0.105 7.0 LOS A 0.4 10.1 0.61 0.56 0.61 32.7 Approach 960 3.0 960 3.0 1.526 244.8 LOS F 104.0 2661.4 0.97 4.81 13.37 7.4 All Vehicles 4373 3.0 4373 3.0 2.120 263.0 LOS F 214.2 5484.4 0.95 4.55 11.79 7.0 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2022 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Wednesday, January 25, 2023 4:07:10 PM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2045\2045-Kagy Roundabouts.sip9 246 MOVEMENT SUMMARY Site: 101 [Willson & Kagy PM - single lane (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.2.202 New Site Site Category: (None) Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 3rd Ave 3 L2 All MCs 100 3.0 100 3.0 1.353 185.9 LOS F 80.4 2059.1 1.00 4.13 10.42 9.1 8 T1 All MCs 383 3.0 383 3.0 1.353 185.9 LOS F 80.4 2059.1 1.00 4.13 10.42 9.1 18 R2 All MCs 375 3.0 375 3.0 1.353 185.9 LOS F 80.4 2059.1 1.00 4.13 10.42 9.1 Approach 858 3.0 858 3.0 1.353 185.9 LOS F 80.4 2059.1 1.00 4.13 10.42 9.1 East: Kagy Blvd 1 L2 All MCs 521 3.0 521 3.0 1.376 189.8 LOS F 112.9 2889.6 1.00 4.69 10.91 9.0 6 T1 All MCs 629 3.0 629 3.0 1.376 189.8 LOS F 112.9 2889.6 1.00 4.69 10.91 9.1 16 R2 All MCs 137 3.0 137 3.0 0.164 6.0 LOS A 0.7 17.6 0.53 0.41 0.53 33.2 Approach 1287 3.0 1287 3.0 1.376 170.4 LOS F 112.9 2889.6 0.95 4.23 9.80 9.8 North: S Willson Ave 7 L2 All MCs 162 3.0 162 3.0 1.169 116.8 LOS F 39.6 1014.0 1.00 2.94 7.34 12.6 4 T1 All MCs 496 3.0 496 3.0 1.169 116.8 LOS F 39.6 1014.0 1.00 2.94 7.34 12.7 14 R2 All MCs 250 3.0 250 3.0 0.331 8.7 LOS A 1.5 38.6 0.64 0.53 0.64 31.9 Approach 908 3.0 908 3.0 1.169 87.0 LOS F 39.6 1014.0 0.90 2.27 5.50 15.1 West: Kagy Blvd 5 L2 All MCs 285 3.0 285 3.0 1.788 378.2 LOS F 140.6 3598.7 1.00 6.03 17.65 5.2 2 T1 All MCs 691 3.0 691 3.0 1.788 378.2 LOS F 140.6 3598.7 1.00 6.03 17.65 5.2 12 R2 All MCs 113 3.0 113 3.0 0.201 9.0 LOS A 0.8 19.7 0.66 0.62 0.66 31.7 Approach 1089 3.0 1089 3.0 1.788 339.9 LOS F 140.6 3598.7 0.97 5.47 15.89 5.7 All Vehicles 4141 3.0 4141 3.0 1.788 199.9 LOS F 140.6 3598.7 0.95 4.11 10.59 8.7 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2022 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Wednesday, January 25, 2023 4:07:24 PM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2045\2045-Kagy Roundabouts.sip9 247 MOVEMENT SUMMARY Site: 101 [Willson & Kagy AM (Site Folder: General)] New Site Site Category: (None) Roundabout Vehicle Movement Performance INPUT VOLUMES DEMAND FLOWS 95% BACK OF QUEUE Mov ID Turn Deg. Satn Aver. Delay Level of Service Prop. Que Effective Stop Rate Aver. No. Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 3rd Ave 3 L2 106 3.0 115 3.0 1.269 157.7 LOS F 59.5 1523.8 1.00 3.79 10.49 10.5 8 T1 548 3.0 596 3.0 1.269 157.7 LOS F 59.5 1523.8 1.00 3.79 10.49 10.5 18 R2 503 3.0 547 3.0 0.801 27.0 LOS D 9.0 230.1 0.88 1.30 2.19 25.6 Approach 1157 3.0 1258 3.0 1.269 100.9 LOS F 59.5 1523.8 0.95 2.71 6.88 14.0 East: Kagy Blvd 1 L2 441 3.0 479 3.0 0.911 43.1 LOS E 14.4 369.4 0.96 1.65 3.16 21.5 6 T1 654 3.0 711 3.0 0.911 40.5 LOS E 15.3 392.4 0.96 1.68 3.20 22.7 16 R2 205 3.0 223 3.0 0.299 8.3 LOS A 1.2 29.6 0.61 0.61 0.61 32.4 Approach 1300 3.0 1413 3.0 0.911 36.3 LOS E 15.3 392.4 0.90 1.50 2.78 23.3 North: S Willson Ave 7 L2 143 3.0 155 3.0 1.170 126.5 LOS F 34.7 887.7 1.00 2.90 7.92 12.2 4 T1 341 3.0 371 3.0 1.170 126.5 LOS F 34.7 887.7 1.00 2.90 7.92 12.2 14 R2 199 3.0 216 3.0 0.316 9.3 LOS A 1.3 32.4 0.64 0.66 0.69 32.1 Approach 683 3.0 742 3.0 1.170 92.3 LOS F 34.7 887.7 0.89 2.25 5.81 14.8 West: Kagy Blvd 5 L2 208 3.0 226 3.0 0.778 30.0 LOS D 6.9 176.9 0.86 1.22 2.07 24.8 2 T1 615 3.0 668 3.0 0.778 28.1 LOS D 7.2 184.9 0.86 1.22 2.07 25.8 12 R2 60 3.0 65 3.0 0.095 6.3 LOS A 0.3 8.3 0.57 0.56 0.57 33.4 Approach 883 3.0 960 3.0 0.778 27.1 LOS D 7.2 184.9 0.84 1.18 1.96 25.9 All Vehicles 4023 3.0 4373 3.0 1.269 62.4 LOS F 59.5 1523.8 0.90 1.90 4.29 18.5 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Geometric Delay is not included). Queue Model: HCM Queue Formula. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 9.0 | Copyright © 2000-2020 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Wednesday, December 21, 2022 10:15:50AM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2045\2045-Kagy Roundabouts.sip9 248 MOVEMENT SUMMARY Site: 101 [Willson & Kagy PM (Site Folder: General)] New Site Site Category: (None) Roundabout Vehicle Movement Performance INPUT VOLUMES DEMAND FLOWS 95% BACK OF QUEUE Mov ID Turn Deg. Satn Aver. Delay Level of Service Prop. Que Effective Stop Rate Aver. No. Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 3rd Ave 3 L2 92 3.0 100 3.0 0.909 47.3 LOS E 11.3 290.1 0.93 1.58 3.18 21.2 8 T1 352 3.0 383 3.0 0.909 47.3 LOS E 11.3 290.1 0.93 1.58 3.18 21.2 18 R2 345 3.0 375 3.0 0.550 14.3 LOS B 3.4 88.1 0.74 0.89 1.22 29.9 Approach 789 3.0 858 3.0 0.909 32.9 LOS D 11.3 290.1 0.85 1.28 2.32 24.2 East: Kagy Blvd 1 L2 479 3.0 521 3.0 0.859 34.9 LOS D 11.6 296.4 0.93 1.47 2.63 23.1 6 T1 579 3.0 629 3.0 0.859 32.4 LOS D 12.2 312.3 0.93 1.48 2.64 24.7 16 R2 126 3.0 137 3.0 0.178 6.6 LOS A 0.6 16.6 0.56 0.55 0.56 33.2 Approach 1184 3.0 1287 3.0 0.859 30.7 LOS D 12.2 312.3 0.89 1.38 2.42 24.7 North: S Willson Ave 7 L2 149 3.0 162 3.0 1.425 227.3 LOS F 71.3 1824.2 1.00 4.28 12.86 8.0 4 T1 456 3.0 496 3.0 1.425 227.3 LOS F 71.3 1824.2 1.00 4.28 12.86 8.0 14 R2 230 3.0 250 3.0 0.343 9.2 LOS A 1.5 37.5 0.63 0.66 0.72 32.1 Approach 835 3.0 908 3.0 1.425 167.3 LOS F 71.3 1824.2 0.90 3.29 9.52 10.0 West: Kagy Blvd 5 L2 262 3.0 285 3.0 0.892 45.4 LOS E 10.7 274.5 0.92 1.51 2.94 21.2 2 T1 636 3.0 691 3.0 0.892 42.7 LOS E 11.4 291.5 0.92 1.53 2.97 22.2 12 R2 104 3.0 113 3.0 0.176 7.7 LOS A 0.6 15.7 0.61 0.61 0.61 32.7 Approach 1002 3.0 1089 3.0 0.892 39.8 LOS E 11.4 291.5 0.88 1.43 2.72 22.6 All Vehicles 3810 3.0 4141 3.0 1.425 63.5 LOS F 71.3 1824.2 0.88 1.79 4.03 18.3 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Geometric Delay is not included). Queue Model: HCM Queue Formula. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 9.0 | Copyright © 2000-2020 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Wednesday, December 21, 2022 10:29:32AM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2045\2045-Kagy Roundabouts.sip9 249 MOVEMENT SUMMARY Site: 101 [Willson & Kagy AM - N/S RT lanes (Site Folder: General)] New Site Site Category: (None) Roundabout Vehicle Movement Performance INPUT VOLUMES DEMAND FLOWS 95% BACK OF QUEUE Mov ID Turn Deg. Satn Aver. Delay Level of Service Prop. Que Effective Stop Rate Aver. No. Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 3rd Ave 3 L2 106 3.0 115 3.0 0.238 10.9 LOS B 0.8 21.2 0.69 0.69 0.69 30.2 8 T1 548 3.0 596 3.0 1.083 89.8 LOS F 29.5 755.2 1.00 2.56 6.33 15.3 18 R2 503 3.0 547 3.0 0.816 28.8 LOS D 9.4 240.4 0.89 1.33 2.30 25.0 Approach 1157 3.0 1258 3.0 1.083 56.1 LOS F 29.5 755.2 0.92 1.85 4.06 19.4 East: Kagy Blvd 1 L2 441 3.0 479 3.0 1.001 65.4 LOS F 20.9 534.8 1.00 2.06 4.52 17.8 6 T1 654 3.0 711 3.0 1.001 62.1 LOS F 22.6 578.4 1.00 2.12 4.63 18.7 16 R2 205 3.0 223 3.0 0.320 9.2 LOS A 1.3 32.9 0.63 0.65 0.69 32.0 Approach 1300 3.0 1413 3.0 1.001 54.9 LOS F 22.6 578.4 0.94 1.87 3.97 19.6 North: S Willson Ave 7 L2 143 3.0 155 3.0 0.403 17.5 LOS C 1.6 41.8 0.80 0.88 1.11 27.8 4 T1 341 3.0 371 3.0 0.833 41.3 LOS E 6.8 175.4 0.92 1.34 2.46 22.6 14 R2 199 3.0 216 3.0 0.321 9.4 LOS A 1.3 33.2 0.64 0.67 0.72 31.9 Approach 683 3.0 742 3.0 0.833 27.0 LOS D 6.8 175.4 0.81 1.05 1.67 25.8 West: Kagy Blvd 5 L2 208 3.0 226 3.0 0.826 36.6 LOS E 7.9 202.8 0.89 1.32 2.38 23.2 2 T1 615 3.0 668 3.0 0.826 34.3 LOS D 8.3 213.3 0.88 1.32 2.38 24.1 12 R2 60 3.0 65 3.0 0.099 6.6 LOS A 0.3 8.6 0.58 0.58 0.58 33.3 Approach 883 3.0 960 3.0 0.826 33.0 LOS D 8.3 213.3 0.86 1.27 2.26 24.3 All Vehicles 4023 3.0 4373 3.0 1.083 45.7 LOS E 29.5 755.2 0.90 1.59 3.23 21.3 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Geometric Delay is not included). Queue Model: HCM Queue Formula. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 9.0 | Copyright © 2000-2020 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Wednesday, December 21, 2022 10:25:00AM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2045\2045-Kagy Roundabouts.sip9 250 MOVEMENT SUMMARY Site: 101 [Willson & Kagy PM - N/S RT lanes (Site Folder: General)] New Site Site Category: (None) Roundabout Vehicle Movement Performance INPUT VOLUMES DEMAND FLOWS 95% BACK OF QUEUE Mov ID Turn Deg. Satn Aver. Delay Level of Service Prop. Que Effective Stop Rate Aver. No. Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 3rd Ave 3 L2 92 3.0 100 3.0 0.217 10.9 LOS B 0.7 18.9 0.70 0.70 0.70 30.2 8 T1 352 3.0 383 3.0 0.729 26.7 LOS D 5.3 134.5 0.84 1.13 1.84 26.4 18 R2 345 3.0 375 3.0 0.562 14.8 LOS B 3.5 90.1 0.74 0.90 1.25 29.6 Approach 789 3.0 858 3.0 0.729 19.7 LOS C 5.3 134.5 0.78 0.98 1.45 28.1 East: Kagy Blvd 1 L2 479 3.0 521 3.0 0.852 33.7 LOS D 11.3 288.7 0.92 1.45 2.56 23.4 6 T1 579 3.0 629 3.0 0.852 31.3 LOS D 11.9 303.9 0.92 1.46 2.57 25.0 16 R2 126 3.0 137 3.0 0.177 6.5 LOS A 0.6 16.4 0.55 0.55 0.55 33.3 Approach 1184 3.0 1287 3.0 0.852 29.7 LOS D 11.9 303.9 0.88 1.36 2.35 24.9 North: S Willson Ave 7 L2 149 3.0 162 3.0 0.404 17.0 LOS C 1.7 42.3 0.79 0.87 1.10 28.0 4 T1 456 3.0 496 3.0 1.074 93.1 LOS F 23.7 606.3 1.00 2.37 5.95 15.0 14 R2 230 3.0 250 3.0 0.343 9.2 LOS A 1.5 37.5 0.63 0.66 0.72 32.0 Approach 835 3.0 908 3.0 1.074 56.4 LOS F 23.7 606.3 0.86 1.63 3.64 19.4 West: Kagy Blvd 5 L2 262 3.0 285 3.0 1.036 83.5 LOS F 19.4 496.2 1.00 2.13 5.03 15.7 2 T1 636 3.0 691 3.0 1.036 79.7 LOS F 21.3 544.4 1.00 2.19 5.20 16.3 12 R2 104 3.0 113 3.0 0.195 8.6 LOS A 0.7 17.1 0.63 0.63 0.63 32.3 Approach 1002 3.0 1089 3.0 1.036 73.3 LOS F 21.3 544.4 0.96 2.01 4.68 17.0 All Vehicles 3810 3.0 4141 3.0 1.074 44.9 LOS E 23.7 606.3 0.88 1.51 3.06 21.5 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Geometric Delay is not included). Queue Model: HCM Queue Formula. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 9.0 | Copyright © 2000-2020 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Wednesday, December 21, 2022 10:27:05AM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2045\2045-Kagy Roundabouts.sip9 251 APPENDIX F – INTERIM YEAR (2035) CAPACITY CALCULATIONS 252 Avg Delay (s/veh) LOS 95th % Queue (veh) Avg Delay (s/veh) LOS 95th % Queue (veh) EB 40.3 D 10 36.7 D 9 WB 36.8 D 7 44.1 D 9 NB 27.4 C 15 28.1 C 11 SB 25.6 C 17 25.3 C 14 Intersection 30.4 C --32.4 C -- EB 38.4 D 10 35.6 D 9 WB 36.8 D 8 37.6 D 14 NB 27.3 C 14 28.3 C 11 SB 36.4 D 10 36.5 D 14 Intersection 33.7 C --34.7 C -- South 19th Avenue & Kagy Boulevard Intersection Approach Interim Year (2035) AM Peak PM Peak Intersection Control Signalized - Five-Lane Alternative Intersection Control Signalized - Three-Lane Alternative South 19th Avenue & Kagy Boulevard 253 Queues 27: S 19th Ave & W Kagy Blvd 01/25/2023 AM Peak 2035 Kagy Boulevard 2:10 pm 01/23/2023 Future (2035) No Build Synchro 11 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Group Flow (vph) 192 233 93 132 179 330 172 775 246 454 704 v/c Ratio 0.72 0.76 0.18 0.62 0.68 0.48 0.45 0.68 0.30 0.82 0.42 Control Delay 51.7 62.3 5.9 34.1 44.5 11.5 16.7 38.5 4.0 33.4 18.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 51.7 62.3 5.9 34.1 44.5 11.5 16.7 38.5 4.0 33.4 18.5 Queue Length 50th (ft) 118 173 0 46 123 136 50 282 0 216 165 Queue Length 95th (ft) #190 246 34 m74 m155 m166 89 366 51 #403 236 Internal Link Dist (ft) 379 1964 2610 596 Turn Bay Length (ft) 140 140 125 130 350 300 350 Base Capacity (vph) 266 416 538 214 373 711 408 1141 815 572 1666 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.72 0.56 0.17 0.62 0.48 0.46 0.42 0.68 0.30 0.79 0.42 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 254 HCM 6th Signalized Intersection Summary 27: S 19th Ave & W Kagy Blvd 01/25/2023 AM Peak 2035 Kagy Boulevard 2:10 pm 01/23/2023 Future (2035) No Build Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 177 214 86 121 165 304 158 713 226 418 506 142 Future Volume (veh/h) 177 214 86 121 165 304 158 713 226 418 506 142 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1723 1709 1750 1709 1709 1723 1750 1723 1750 1750 1723 1750 Adj Flow Rate, veh/h 192 233 93 132 179 330 172 775 246 454 550 154 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 3 0 3 3 2 0 2 0 0 2 0 Cap, veh/h 315 389 453 262 346 556 460 1303 665 506 1261 352 Arrive On Green 0.08 0.23 0.23 0.05 0.20 0.20 0.08 0.40 0.40 0.18 0.50 0.50 Sat Flow, veh/h 1641 1709 1483 1628 1709 1460 1667 3273 1483 1667 2527 705 Grp Volume(v), veh/h 192 233 93 132 179 330 172 775 246 454 355 349 Grp Sat Flow(s),veh/h/ln 1641 1709 1483 1628 1709 1460 1667 1637 1483 1667 1637 1596 Q Serve(g_s), s 9.0 14.6 5.6 6.0 11.2 21.7 7.2 22.4 13.2 18.3 16.7 16.8 Cycle Q Clear(g_c), s 9.0 14.6 5.6 6.0 11.2 21.7 7.2 22.4 13.2 18.3 16.7 16.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.44 Lane Grp Cap(c), veh/h 315 389 453 262 346 556 460 1303 665 506 816 796 V/C Ratio(X) 0.61 0.60 0.21 0.50 0.52 0.59 0.37 0.59 0.37 0.90 0.44 0.44 Avail Cap(c_a), veh/h 315 419 479 262 376 581 498 1303 665 640 816 796 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 37.6 41.4 30.9 39.6 42.6 29.7 18.5 28.5 21.9 19.8 19.3 19.3 Incr Delay (d2), s/veh 3.4 2.1 0.2 1.5 1.2 1.5 0.5 2.0 1.6 13.1 1.7 1.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.6 6.5 2.0 1.0 4.8 7.7 2.8 8.9 4.8 8.2 6.4 6.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 41.0 43.5 31.1 41.1 43.8 31.2 19.0 30.5 23.5 32.9 20.9 21.0 LnGrp LOS D D C D D C B C C C C C Approach Vol, veh/h 518 641 1193 1158 Approach Delay, s/veh 40.3 36.8 27.4 25.6 Approach LOS D D C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 25.4 52.7 10.0 31.9 13.3 64.8 13.0 28.9 Change Period (Y+Rc), s 4.0 4.9 4.0 4.6 4.0 4.9 4.0 4.6 Max Green Setting (Gmax), s 31.0 36.1 6.0 29.4 12.0 55.1 9.0 26.4 Max Q Clear Time (g_c+I1), s 20.3 24.4 8.0 16.6 9.2 18.8 11.0 23.7 Green Ext Time (p_c), s 1.1 4.6 0.0 1.4 0.1 4.6 0.0 0.6 Intersection Summary HCM 6th Ctrl Delay 30.4 HCM 6th LOS C 255 Queues 27: S 19th Ave & W Kagy Blvd 01/25/2023 PM Peak 2035 Kagy Boulevard 2:15 pm 01/23/2023 Future (2035) No Build Synchro 11 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Group Flow (vph) 204 207 126 214 217 472 101 580 176 411 881 v/c Ratio 0.66 0.71 0.25 0.66 0.75 0.72 0.32 0.47 0.20 0.78 0.55 Control Delay 39.6 59.6 6.0 31.4 50.4 19.3 16.8 32.8 3.5 25.6 23.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 39.6 59.6 6.0 31.4 50.4 19.3 16.8 32.8 3.5 25.6 23.8 Queue Length 50th (ft) 118 154 0 93 149 220 32 185 0 165 243 Queue Length 95th (ft) 170 215 41 m97 m158 m221 66 267 41 #274 340 Internal Link Dist (ft) 379 1964 2610 596 Turn Bay Length (ft) 140 140 125 130 350 300 350 Base Capacity (vph) 315 428 510 324 370 700 330 1295 880 568 1644 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.65 0.48 0.25 0.66 0.59 0.67 0.31 0.45 0.20 0.72 0.54 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 256 HCM 6th Signalized Intersection Summary 27: S 19th Ave & W Kagy Blvd 01/25/2023 PM Peak 2035 Kagy Boulevard 2:15 pm 01/23/2023 Future (2035) No Build Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 188 190 116 197 200 434 93 534 162 378 674 136 Future Volume (veh/h) 188 190 116 197 200 434 93 534 162 378 674 136 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1723 1750 1750 1750 1750 1736 1750 1750 1736 1750 1750 1750 Adj Flow Rate, veh/h 204 207 126 214 217 472 101 580 176 411 733 148 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 0 0 0 0 1 0 0 1 0 0 0 Cap, veh/h 313 429 442 338 370 561 336 1212 647 508 1327 268 Arrive On Green 0.11 0.25 0.25 0.08 0.21 0.21 0.05 0.36 0.36 0.17 0.48 0.48 Sat Flow, veh/h 1641 1750 1483 1667 1750 1471 1667 3325 1471 1667 2756 556 Grp Volume(v), veh/h 204 207 126 214 217 472 101 580 176 411 442 439 Grp Sat Flow(s),veh/h/ln 1641 1750 1483 1667 1750 1471 1667 1663 1471 1667 1663 1650 Q Serve(g_s), s 11.3 12.2 7.8 9.0 13.4 25.4 4.5 16.1 9.1 17.6 22.5 22.6 Cycle Q Clear(g_c), s 11.3 12.2 7.8 9.0 13.4 25.4 4.5 16.1 9.1 17.6 22.5 22.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.34 Lane Grp Cap(c), veh/h 313 429 442 338 370 561 336 1212 647 508 800 794 V/C Ratio(X) 0.65 0.48 0.29 0.63 0.59 0.84 0.30 0.48 0.27 0.81 0.55 0.55 Avail Cap(c_a), veh/h 313 429 442 338 370 561 373 1212 647 587 800 794 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 31.5 38.8 32.3 37.7 42.6 33.8 22.1 29.4 21.4 19.3 22.0 22.0 Incr Delay (d2), s/veh 4.7 0.8 0.4 3.8 2.4 11.0 0.5 1.4 1.0 7.3 2.7 2.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.9 5.4 2.8 2.0 6.0 13.9 1.8 6.5 3.3 7.4 9.0 9.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 36.2 39.6 32.7 41.5 44.9 44.8 22.6 30.7 22.5 26.6 24.7 24.7 LnGrp LOS D D C D D D C C C C C C Approach Vol, veh/h 537 903 857 1292 Approach Delay, s/veh 36.7 44.1 28.1 25.3 Approach LOS D D C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 24.4 48.6 13.0 34.0 10.3 62.7 17.0 30.0 Change Period (Y+Rc), s 4.0 4.9 4.0 4.6 4.0 4.9 4.0 4.6 Max Green Setting (Gmax), s 26.0 38.1 9.0 29.4 9.0 55.1 13.0 25.4 Max Q Clear Time (g_c+I1), s 19.6 18.1 11.0 14.2 6.5 24.6 13.3 27.4 Green Ext Time (p_c), s 0.7 4.2 0.0 1.4 0.0 5.9 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 32.4 HCM 6th LOS C 257 Queues 8: S 19th Ave & W Kagy Blvd 01/23/2023 AM Peak 2035 Kagy Boulevard 2:44 pm 12/16/2022 Future (2035) Improvements Synchro 11 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Group Flow (vph) 192 233 93 132 179 330 172 775 246 454 704 v/c Ratio 0.65 0.77 0.18 0.54 0.69 0.55 0.41 0.59 0.28 0.77 0.44 Control Delay 43.6 62.8 6.0 30.0 48.4 14.6 15.0 32.0 5.6 55.3 20.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 43.6 62.8 6.0 30.0 48.4 14.6 15.0 32.0 5.6 55.3 20.0 Queue Length 50th (ft) 114 173 0 39 124 123 55 255 19 172 176 Queue Length 95th (ft) 175 247 35 61 193 200 93 347 75 223 236 Internal Link Dist (ft) 379 1964 2610 596 Turn Bay Length (ft) 140 140 125 130 350 300 350 Base Capacity (vph) 295 402 528 243 359 645 433 1317 882 698 1623 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.65 0.58 0.18 0.54 0.50 0.51 0.40 0.59 0.28 0.65 0.43 Intersection Summary 258 HCM 6th Signalized Intersection Summary 8: S 19th Ave & W Kagy Blvd 01/23/2023 AM Peak 2035 Kagy Boulevard 2:44 pm 12/16/2022 Future (2035) Improvements Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 177 214 86 121 165 304 158 713 226 418 506 142 Future Volume (veh/h) 177 214 86 121 165 304 158 713 226 418 506 142 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1723 1709 1750 1709 1709 1723 1750 1723 1750 1750 1723 1750 Adj Flow Rate, veh/h 192 233 93 132 179 330 172 775 246 454 550 154 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 3 0 3 3 2 0 2 0 0 2 0 Cap, veh/h 344 392 455 291 349 535 443 1297 686 524 1215 339 Arrive On Green 0.09 0.23 0.23 0.07 0.20 0.20 0.08 0.40 0.40 0.16 0.48 0.48 Sat Flow, veh/h 1641 1709 1483 1628 1709 1460 1667 3273 1483 3233 2527 705 Grp Volume(v), veh/h 192 233 93 132 179 330 172 775 246 454 355 349 Grp Sat Flow(s),veh/h/ln 1641 1709 1483 1628 1709 1460 1667 1637 1483 1617 1637 1596 Q Serve(g_s), s 11.0 14.6 5.6 7.7 11.2 22.2 7.3 22.5 12.8 16.4 17.3 17.4 Cycle Q Clear(g_c), s 11.0 14.6 5.6 7.7 11.2 22.2 7.3 22.5 12.8 16.4 17.3 17.4 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.44 Lane Grp Cap(c), veh/h 344 392 455 291 349 535 443 1297 686 524 787 767 V/C Ratio(X) 0.56 0.59 0.20 0.45 0.51 0.62 0.39 0.60 0.36 0.87 0.45 0.45 Avail Cap(c_a), veh/h 344 404 466 291 362 546 466 1297 686 701 787 767 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 33.7 41.3 30.8 35.3 42.4 31.1 18.8 28.7 20.8 49.0 20.7 20.7 Incr Delay (d2), s/veh 2.0 2.2 0.2 1.1 1.2 2.0 0.6 2.0 1.5 8.7 1.9 1.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.6 6.4 2.0 3.1 4.8 8.0 2.8 8.9 4.6 7.1 6.7 6.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 35.7 43.5 31.0 36.4 43.6 33.2 19.4 30.7 22.2 57.7 22.5 22.6 LnGrp LOS D D C D D C B C C E C C Approach Vol, veh/h 518 641 1193 1158 Approach Delay, s/veh 38.4 36.8 27.3 36.4 Approach LOS D D C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 23.5 52.4 12.0 32.1 13.3 62.6 15.0 29.1 Change Period (Y+Rc), s 4.0 4.9 4.0 4.6 4.0 4.9 4.0 4.6 Max Green Setting (Gmax), s 26.0 40.1 8.0 28.4 11.0 55.1 11.0 25.4 Max Q Clear Time (g_c+I1), s 18.4 24.5 9.7 16.6 9.3 19.4 13.0 24.2 Green Ext Time (p_c), s 1.0 5.3 0.0 1.3 0.1 4.6 0.0 0.3 Intersection Summary HCM 6th Ctrl Delay 33.7 HCM 6th LOS C 259 Queues 8: S 19th Ave & W Kagy Blvd 01/23/2023 PM Peak 2035 Kagy Boulevard 2:44 pm 12/16/2022 Future (2035) Improvements Synchro 11 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Group Flow (vph) 204 207 126 214 217 472 101 580 176 411 881 v/c Ratio 0.67 0.72 0.25 0.67 0.74 0.74 0.32 0.45 0.20 0.73 0.55 Control Delay 41.6 61.4 6.2 32.2 51.8 21.5 16.1 31.1 3.2 54.1 23.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 41.6 61.4 6.2 32.2 51.8 21.5 16.1 31.1 3.2 54.1 23.4 Queue Length 50th (ft) 118 154 0 75 154 197 33 178 0 156 244 Queue Length 95th (ft) 176 222 42 136 240 344 63 264 40 199 330 Internal Link Dist (ft) 379 1964 2610 596 Turn Bay Length (ft) 140 140 125 130 350 300 350 Base Capacity (vph) 305 443 495 320 443 695 320 1282 896 704 1642 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.67 0.47 0.25 0.67 0.49 0.68 0.32 0.45 0.20 0.58 0.54 Intersection Summary 260 HCM 6th Signalized Intersection Summary 8: S 19th Ave & W Kagy Blvd 01/23/2023 PM Peak 2035 Kagy Boulevard 2:44 pm 12/16/2022 Future (2035) Improvements Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 188 190 116 197 200 434 93 534 162 378 674 136 Future Volume (veh/h) 188 190 116 197 200 434 93 534 162 378 674 136 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1723 1750 1750 1750 1750 1736 1750 1750 1736 1750 1750 1750 Adj Flow Rate, veh/h 204 207 126 214 217 472 101 580 176 411 733 148 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 0 0 0 0 1 0 0 1 0 0 0 Cap, veh/h 322 443 450 376 443 592 312 1198 665 482 1265 255 Arrive On Green 0.09 0.25 0.25 0.09 0.25 0.25 0.05 0.36 0.36 0.15 0.46 0.46 Sat Flow, veh/h 1641 1750 1483 1667 1750 1471 1667 3325 1471 3233 2756 556 Grp Volume(v), veh/h 204 207 126 214 217 472 101 580 176 411 442 439 Grp Sat Flow(s),veh/h/ln 1641 1750 1483 1667 1750 1471 1667 1663 1471 1617 1663 1650 Q Serve(g_s), s 11.0 12.0 7.8 11.0 12.7 30.4 4.6 16.2 8.9 14.9 23.5 23.5 Cycle Q Clear(g_c), s 11.0 12.0 7.8 11.0 12.7 30.4 4.6 16.2 8.9 14.9 23.5 23.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.34 Lane Grp Cap(c), veh/h 322 443 450 376 443 592 312 1198 665 482 763 758 V/C Ratio(X) 0.63 0.47 0.28 0.57 0.49 0.80 0.32 0.48 0.26 0.85 0.58 0.58 Avail Cap(c_a), veh/h 322 443 450 376 443 592 312 1198 665 701 763 758 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 30.5 37.9 31.8 30.8 38.2 31.6 22.9 29.8 20.5 49.8 23.9 23.9 Incr Delay (d2), s/veh 4.0 0.8 0.3 2.0 0.8 7.5 0.6 1.4 1.0 6.9 3.2 3.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.8 5.3 2.8 4.8 5.5 12.9 1.8 6.5 3.2 6.4 9.5 9.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 34.5 38.7 32.2 32.8 39.0 39.1 23.5 31.2 21.5 56.7 27.1 27.1 LnGrp LOS C D C C D D C C C E C C Approach Vol, veh/h 537 903 857 1292 Approach Delay, s/veh 35.6 37.6 28.3 36.5 Approach LOS D D C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 21.9 48.1 15.0 35.0 10.0 60.0 15.0 35.0 Change Period (Y+Rc), s 4.0 4.9 4.0 4.6 4.0 4.9 4.0 4.6 Max Green Setting (Gmax), s 26.0 35.1 11.0 30.4 6.0 55.1 11.0 30.4 Max Q Clear Time (g_c+I1), s 16.9 18.2 13.0 14.0 6.6 25.5 13.0 32.4 Green Ext Time (p_c), s 1.0 3.9 0.0 1.5 0.0 5.9 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 34.7 HCM 6th LOS C 261 Avg Delay (s/veh) LOS 95th % Queue (veh) Avg Delay (s/veh) LOS 95th % Queue (veh) EB 90.1 F 37 63.3 E 32 WB 55.0 D 20 39.6 D 30 NB 147.9 F 38 142.8 F 29 SB 41.9 D 13 109.8 F 27 Intersection 92.0 F --83.9 F -- EB 25.8 C 13 29.6 C 16 WB 20.2 C 7 23.6 C 10 NB 42.0 D 18 38.3 D 13 SB 40.1 D 11 46.7 D 17 Intersection 31.4 C --33.4 C -- EB 107.3 F 57 142.6 F 63 WB 41.5 E 24 163.4 F 87 NB 228.2 F 96 90.7 F 39 SB 20.9 C 6 126.1 F 46 Intersection 115.3 F --133.7 F -- EB 10.0 A 3 14.6 B 4 WB 11.3 B 3 11.9 B 4 NB 17.0 C 7 12.0 B 3 SB 10.2 B 3 22.6 C 6 Intersection 12.5 B --14.9 B -- Intersection Control Signalized - Three-Lane Alternative Kagy Boulevard & South 11th Avenue Intersection Control Roundabout - Three-Lane Alternative Intersection Approach Interim Year (2035) AM Peak PM Peak Intersection Control Roundabout - Five-Lane Alternative + RT slip, N/S LT lanes South 11th Avenue & Kagy Boulevard Intersection Control Signalized - Five-Lane Alternative + N/S RT lanes South 11th Avenue & Kagy Boulevard South 11th Avenue & Kagy Boulevard 262 Queues 33: S 11th Ave & W Kagy Blvd 01/25/2023 AM Peak 2035 Kagy Boulevard 2:10 pm 01/23/2023 Future (2035) No Build Synchro 11 Report Page 5 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 82 783 182 561 151 736 85 324 v/c Ratio 0.33 1.08 1.27 0.75 0.44 1.23 0.75 0.67 Control Delay 16.1 82.1 192.8 25.3 25.7 153.1 62.9 44.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 16.1 82.1 192.8 25.3 25.7 153.1 62.9 44.3 Queue Length 50th (ft) 19 ~662 ~134 130 72 ~696 39 218 Queue Length 95th (ft) m46 #906 #283 489 119 #935 #104 325 Internal Link Dist (ft) 602 1296 406 533 Turn Bay Length (ft) 115 150 220 200 Base Capacity (vph) 249 724 143 750 350 596 114 486 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.33 1.08 1.27 0.75 0.43 1.23 0.75 0.67 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 263 HCM 6th Signalized Intersection Summary 33: S 11th Ave & W Kagy Blvd 01/25/2023 AM Peak 2035 Kagy Boulevard 2:10 pm 01/23/2023 Future (2035) No Build Synchro 11 Report Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 75 608 112 167 425 91 139 435 242 78 262 36 Future Volume (veh/h) 75 608 112 167 425 91 139 435 242 78 262 36 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1723 1750 1750 1750 1709 1736 1723 1723 1709 1723 1641 1750 Adj Flow Rate, veh/h 82 661 122 182 462 99 151 473 263 85 285 39 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 0 0 0 3 1 2 2 3 2 8 0 Cap, veh/h 372 604 111 143 596 128 336 373 207 115 445 61 Arrive On Green 0.03 0.42 0.42 0.10 0.87 0.87 0.08 0.36 0.36 0.03 0.31 0.31 Sat Flow, veh/h 1641 1437 265 1667 1364 292 1641 1040 578 1641 1413 193 Grp Volume(v), veh/h 82 0 783 182 0 561 151 0 736 85 0 324 Grp Sat Flow(s),veh/h/ln 1641 0 1702 1667 0 1656 1641 0 1619 1641 0 1606 Q Serve(g_s), s 3.5 0.0 50.4 6.0 0.0 16.0 7.2 0.0 43.0 4.0 0.0 20.8 Cycle Q Clear(g_c), s 3.5 0.0 50.4 6.0 0.0 16.0 7.2 0.0 43.0 4.0 0.0 20.8 Prop In Lane 1.00 0.16 1.00 0.18 1.00 0.36 1.00 0.12 Lane Grp Cap(c), veh/h 372 0 715 143 0 723 336 0 580 115 0 505 V/C Ratio(X) 0.22 0.00 1.10 1.27 0.00 0.78 0.45 0.00 1.27 0.74 0.00 0.64 Avail Cap(c_a), veh/h 372 0 715 143 0 723 373 0 580 115 0 505 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.84 0.00 0.84 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 19.8 0.0 34.8 28.1 0.0 5.3 25.7 0.0 38.5 34.4 0.0 35.3 Incr Delay (d2), s/veh 0.3 0.0 62.6 159.2 0.0 6.8 0.9 0.0 134.2 22.4 0.0 2.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.3 0.0 32.4 8.4 0.0 3.5 2.9 0.0 38.5 2.4 0.0 8.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 20.1 0.0 97.4 187.3 0.0 12.1 26.6 0.0 172.7 56.8 0.0 38.0 LnGrp LOS C A F F A B C A F E A D Approach Vol, veh/h 865 743 887 409 Approach Delay, s/veh 90.1 55.0 147.9 41.9 Approach LOS F D F D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 9.0 56.0 12.2 42.8 7.0 58.0 7.0 48.0 Change Period (Y+Rc), s 3.0 5.6 3.0 5.0 3.0 5.6 3.0 5.0 Max Green Setting (Gmax), s 6.0 50.4 12.0 35.0 4.0 52.4 4.0 43.0 Max Q Clear Time (g_c+I1), s 8.0 52.4 9.2 22.8 5.5 18.0 6.0 45.0 Green Ext Time (p_c), s 0.0 0.0 0.1 1.6 0.0 4.1 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 92.0 HCM 6th LOS F 264 Queues 33: S 11th Ave & W Kagy Blvd 01/25/2023 PM Peak 2035 Kagy Boulevard 2:15 pm 01/23/2023 Future (2035) No Build Synchro 11 Report Page 5 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 90 712 254 727 168 552 161 520 v/c Ratio 0.48 0.99 1.11 0.88 1.06 1.14 1.02 1.07 Control Delay 19.2 56.3 123.1 33.8 120.0 122.6 107.9 100.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 19.2 56.3 123.1 33.8 120.0 122.6 107.9 100.2 Queue Length 50th (ft) 19 554 ~167 564 ~92 ~485 ~86 ~440 Queue Length 95th (ft) m49 #782 #353 #734 #238 #708 #223 #658 Internal Link Dist (ft) 602 1296 406 533 Turn Bay Length (ft) 115 150 220 200 Base Capacity (vph) 188 721 229 830 158 485 158 488 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.48 0.99 1.11 0.88 1.06 1.14 1.02 1.07 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 265 HCM 6th Signalized Intersection Summary 33: S 11th Ave & W Kagy Blvd 01/25/2023 PM Peak 2035 Kagy Boulevard 2:15 pm 01/23/2023 Future (2035) No Build Synchro 11 Report Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 83 532 123 234 527 142 155 319 189 148 393 86 Future Volume (veh/h) 83 532 123 234 527 142 155 319 189 148 393 86 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1750 1750 1750 1750 1736 1750 1750 1750 1750 1750 1750 Adj Flow Rate, veh/h 90 578 134 254 573 154 168 347 205 161 427 93 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 0 0 0 0 1 0 0 0 0 0 0 Cap, veh/h 413 577 134 227 647 174 157 292 173 157 394 86 Arrive On Green 0.03 0.42 0.42 0.20 0.97 0.97 0.06 0.28 0.28 0.06 0.28 0.28 Sat Flow, veh/h 1667 1374 319 1667 1329 357 1667 1031 609 1667 1392 303 Grp Volume(v), veh/h 90 0 712 254 0 727 168 0 552 161 0 520 Grp Sat Flow(s),veh/h/ln 1667 0 1693 1667 0 1686 1667 0 1640 1667 0 1695 Q Serve(g_s), s 3.7 0.0 50.4 12.0 0.0 10.0 7.0 0.0 34.0 7.0 0.0 34.0 Cycle Q Clear(g_c), s 3.7 0.0 50.4 12.0 0.0 10.0 7.0 0.0 34.0 7.0 0.0 34.0 Prop In Lane 1.00 0.19 1.00 0.21 1.00 0.37 1.00 0.18 Lane Grp Cap(c), veh/h 413 0 711 227 0 820 157 0 465 157 0 480 V/C Ratio(X) 0.22 0.00 1.00 1.12 0.00 0.89 1.07 0.00 1.19 1.02 0.00 1.08 Avail Cap(c_a), veh/h 413 0 711 227 0 820 157 0 465 157 0 480 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 0.75 0.00 0.75 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 19.0 0.0 34.8 31.7 0.0 1.0 36.8 0.0 43.0 36.8 0.0 43.0 Incr Delay (d2), s/veh 0.3 0.0 34.1 88.3 0.0 10.6 91.2 0.0 104.3 78.2 0.0 65.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.5 0.0 26.6 8.4 0.0 3.0 5.6 0.0 27.2 5.0 0.0 22.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 19.2 0.0 68.9 120.0 0.0 11.6 128.0 0.0 147.3 115.1 0.0 108.1 LnGrp LOS B A F F A B F A F F A F Approach Vol, veh/h 802 981 720 681 Approach Delay, s/veh 63.3 39.6 142.8 109.8 Approach LOS E D F F Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 15.0 56.0 10.0 39.0 7.0 64.0 10.0 39.0 Change Period (Y+Rc), s 3.0 5.6 3.0 5.0 3.0 5.6 3.0 5.0 Max Green Setting (Gmax), s 12.0 50.4 7.0 34.0 4.0 58.4 7.0 34.0 Max Q Clear Time (g_c+I1), s 14.0 52.4 9.0 36.0 5.7 12.0 9.0 36.0 Green Ext Time (p_c), s 0.0 0.0 0.0 0.0 0.0 6.1 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 83.9 HCM 6th LOS F 266 Queues 33: S 11th Ave & W Kagy Blvd 01/23/2023 AM Peak 2035 Kagy Boulevard 2:44 pm 12/16/2022 Future (2035) Improvements Synchro 11 Report Page 5 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 82 783 182 561 151 473 263 85 285 39 v/c Ratio 0.20 0.60 0.53 0.39 0.46 0.86 0.36 0.43 0.64 0.06 Control Delay 14.5 24.2 16.4 15.0 26.9 54.2 12.6 29.6 44.1 0.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 14.5 24.2 16.4 15.0 26.9 54.2 12.6 29.6 44.1 0.2 Queue Length 50th (ft) 14 110 37 70 69 338 75 37 186 0 Queue Length 95th (ft) m50 325 118 159 115 445 113 69 267 0 Internal Link Dist (ft) 602 600 406 533 Turn Bay Length (ft) 115 150 220 200 200 100 Base Capacity (vph) 413 1302 391 1458 331 643 774 196 540 631 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.20 0.60 0.47 0.38 0.46 0.74 0.34 0.43 0.53 0.06 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. 267 HCM 6th Signalized Intersection Summary 33: S 11th Ave & W Kagy Blvd 01/23/2023 AM Peak 2035 Kagy Boulevard 2:44 pm 12/16/2022 Future (2035) Improvements Synchro 11 Report Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 75 608 112 167 425 91 139 435 242 78 262 36 Future Volume (veh/h) 75 608 112 167 425 91 139 435 242 78 262 36 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1723 1750 1750 1750 1709 1736 1723 1723 1709 1723 1641 1750 Adj Flow Rate, veh/h 82 661 122 182 462 99 151 473 263 85 285 39 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 0 0 0 3 1 2 2 3 2 8 0 Cap, veh/h 442 1252 231 379 1281 273 303 528 553 155 434 453 Arrive On Green 0.04 0.45 0.45 0.08 0.48 0.48 0.08 0.31 0.31 0.03 0.26 0.26 Sat Flow, veh/h 1641 2803 517 1667 2664 567 1641 1723 1448 1641 1641 1483 Grp Volume(v), veh/h 82 392 391 182 280 281 151 473 263 85 285 39 Grp Sat Flow(s),veh/h/ln 1641 1663 1657 1667 1624 1607 1641 1723 1448 1641 1641 1483 Q Serve(g_s), s 3.2 20.5 20.5 6.8 13.0 13.2 7.8 31.5 16.5 4.0 18.5 2.3 Cycle Q Clear(g_c), s 3.2 20.5 20.5 6.8 13.0 13.2 7.8 31.5 16.5 4.0 18.5 2.3 Prop In Lane 1.00 0.31 1.00 0.35 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 442 742 740 379 781 773 303 528 553 155 434 453 V/C Ratio(X) 0.19 0.53 0.53 0.48 0.36 0.36 0.50 0.90 0.48 0.55 0.66 0.09 Avail Cap(c_a), veh/h 471 742 740 489 781 773 303 646 652 155 547 555 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 17.0 24.0 24.1 17.2 19.5 19.6 29.4 39.8 28.0 37.1 39.3 29.7 Incr Delay (d2), s/veh 0.2 2.7 2.7 0.9 1.3 1.3 1.3 13.3 0.6 4.0 1.9 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.2 8.4 8.4 2.6 5.1 5.1 3.2 15.3 5.9 0.9 7.8 0.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 17.2 26.7 26.8 18.1 20.8 20.9 30.7 53.1 28.7 41.2 41.2 29.8 LnGrp LOS B C C B C C C D C D D C Approach Vol, veh/h 865 743 887 409 Approach Delay, s/veh 25.8 20.2 42.0 40.1 Approach LOS C C D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 12.1 59.2 12.0 36.8 7.9 63.3 7.0 41.8 Change Period (Y+Rc), s 3.0 5.6 3.0 5.0 3.0 5.6 3.0 5.0 Max Green Setting (Gmax), s 17.0 37.4 9.0 40.0 7.0 47.4 4.0 45.0 Max Q Clear Time (g_c+I1), s 8.8 22.5 9.8 20.5 5.2 15.2 6.0 33.5 Green Ext Time (p_c), s 0.3 4.2 0.0 1.8 0.0 3.6 0.0 3.3 Intersection Summary HCM 6th Ctrl Delay 31.4 HCM 6th LOS C 268 Queues 33: S 11th Ave & W Kagy Blvd 01/23/2023 PM Peak 2035 Kagy Boulevard 2:44 pm 12/16/2022 Future (2035) Improvements Synchro 11 Report Page 5 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 90 712 254 727 168 347 205 161 427 93 v/c Ratio 0.27 0.63 0.65 0.53 0.69 0.69 0.27 0.53 0.85 0.15 Control Delay 22.9 34.6 25.5 21.9 38.0 44.8 6.3 28.6 56.4 6.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 22.9 34.6 25.5 21.9 38.0 44.8 6.3 28.6 56.4 6.3 Queue Length 50th (ft) 14 94 115 170 83 238 30 79 310 7 Queue Length 95th (ft) m86 #386 212 250 120 316 59 116 403 37 Internal Link Dist (ft) 602 600 406 533 Turn Bay Length (ft) 115 150 220 200 200 100 Base Capacity (vph) 332 1139 445 1382 243 612 827 304 612 635 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.27 0.63 0.57 0.53 0.69 0.57 0.25 0.53 0.70 0.15 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 269 HCM 6th Signalized Intersection Summary 33: S 11th Ave & W Kagy Blvd 01/23/2023 PM Peak 2035 Kagy Boulevard 2:44 pm 12/16/2022 Future (2035) Improvements Synchro 11 Report Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 83 532 123 234 527 142 155 319 189 148 393 86 Future Volume (veh/h) 83 532 123 234 527 142 155 319 189 148 393 86 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1750 1750 1750 1750 1736 1750 1750 1750 1750 1750 1750 Adj Flow Rate, veh/h 90 578 134 254 573 154 168 347 205 161 427 93 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 0 0 0 0 1 0 0 0 0 0 0 Cap, veh/h 363 1072 248 413 1193 320 232 476 561 279 476 472 Arrive On Green 0.05 0.40 0.40 0.11 0.46 0.46 0.08 0.27 0.27 0.08 0.27 0.27 Sat Flow, veh/h 1667 2681 620 1667 2593 695 1667 1750 1483 1667 1750 1483 Grp Volume(v), veh/h 90 358 354 254 367 360 168 347 205 161 427 93 Grp Sat Flow(s),veh/h/ln 1667 1663 1638 1667 1663 1625 1667 1750 1483 1667 1750 1483 Q Serve(g_s), s 3.8 19.8 19.9 10.3 18.3 18.4 8.7 21.6 12.0 8.3 28.2 5.5 Cycle Q Clear(g_c), s 3.8 19.8 19.9 10.3 18.3 18.4 8.7 21.6 12.0 8.3 28.2 5.5 Prop In Lane 1.00 0.38 1.00 0.43 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 363 665 655 413 765 748 232 476 561 279 476 472 V/C Ratio(X) 0.25 0.54 0.54 0.61 0.48 0.48 0.72 0.73 0.37 0.58 0.90 0.20 Avail Cap(c_a), veh/h 384 665 655 541 765 748 232 613 677 279 613 587 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 20.1 27.5 27.6 19.1 22.4 22.5 31.7 39.7 26.9 30.0 42.1 29.8 Incr Delay (d2), s/veh 0.4 3.1 3.2 1.5 2.1 2.2 10.6 3.2 0.4 2.9 13.4 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.5 8.3 8.2 4.0 7.5 7.3 4.2 9.8 4.4 3.6 14.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 20.4 30.7 30.8 20.6 24.6 24.7 42.4 42.8 27.3 32.9 55.5 30.0 LnGrp LOS C C C C C C D D C C E C Approach Vol, veh/h 802 981 720 681 Approach Delay, s/veh 29.6 23.6 38.3 46.7 Approach LOS C C D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 15.8 53.6 13.0 37.6 8.5 60.8 13.0 37.6 Change Period (Y+Rc), s 3.0 5.6 3.0 5.0 3.0 5.6 3.0 5.0 Max Green Setting (Gmax), s 22.0 29.4 10.0 42.0 7.0 44.4 10.0 42.0 Max Q Clear Time (g_c+I1), s 12.3 21.9 10.7 30.2 5.8 20.4 10.3 23.6 Green Ext Time (p_c), s 0.5 2.6 0.0 2.4 0.0 4.6 0.0 2.8 Intersection Summary HCM 6th Ctrl Delay 33.4 HCM 6th LOS C 270 MOVEMENT SUMMARY Site: 101 [11th & Kagy AM - single (Site Folder: General)] New Site Site Category: (None) Roundabout Vehicle Movement Performance INPUT VOLUMES DEMAND FLOWS 95% BACK OF QUEUE Mov ID Turn Deg. Satn Aver. Delay Level of Service Prop. Que Effective Stop Rate Aver. No. Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 11th Ave 3 L2 139 3.0 151 3.0 1.450 228.2 LOS F 95.2 2438.4 1.00 6.25 12.01 7.1 8 T1 435 3.0 473 3.0 1.450 228.2 LOS F 95.2 2438.4 1.00 6.25 12.01 7.1 18 R2 242 3.0 263 3.0 1.450 228.2 LOS F 95.2 2438.4 1.00 6.25 12.01 7.1 Approach 816 3.0 887 3.0 1.450 228.2 LOS F 95.2 2438.4 1.00 6.25 12.01 7.1 East: Kagy Blvd 1 L2 167 3.0 182 3.0 0.946 41.5 LOS E 23.2 594.6 1.00 1.78 3.06 20.3 6 T1 425 3.0 462 3.0 0.946 41.5 LOS E 23.2 594.6 1.00 1.78 3.06 20.5 16 R2 91 3.0 99 3.0 0.946 41.5 LOS E 23.2 594.6 1.00 1.78 3.06 20.4 Approach 683 3.0 742 3.0 0.946 41.5 LOS E 23.2 594.6 1.00 1.78 3.06 20.4 North: S 11th Ave 7 L2 78 3.0 85 3.0 0.680 20.9 LOS C 5.2 132.9 0.86 1.07 1.45 20.0 4 T1 262 3.0 285 3.0 0.680 20.9 LOS C 5.2 132.9 0.86 1.07 1.45 20.1 14 R2 36 3.0 39 3.0 0.680 20.9 LOS C 5.2 132.9 0.86 1.07 1.45 20.1 Approach 376 3.0 409 3.0 0.680 20.9 LOS C 5.2 132.9 0.86 1.07 1.45 20.1 West: Kagy Blvd 5 L2 75 3.0 82 3.0 1.167 107.3 LOS F 56.4 1445.0 1.00 3.33 6.83 12.8 2 T1 608 3.0 661 3.0 1.167 107.3 LOS F 56.4 1445.0 1.00 3.33 6.83 12.9 12 R2 112 3.0 122 3.0 1.167 107.3 LOS F 56.4 1445.0 1.00 3.33 6.83 12.9 Approach 795 3.0 864 3.0 1.167 107.3 LOS F 56.4 1445.0 1.00 3.33 6.83 12.9 All Vehicles 2670 3.0 2902 3.0 1.450 115.3 LOS F 95.2 2438.4 0.98 3.51 6.69 11.7 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Geometric Delay is not included). Queue Model: HCM Queue Formula. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 9.0 | Copyright © 2000-2020 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Monday, January 23, 2023 4:19:25 PM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2035\2035-Kagy Roundabouts.sip9 271 MOVEMENT SUMMARY Site: 101 [11th & Kagy PM - single (Site Folder: General)] New Site Site Category: (None) Roundabout Vehicle Movement Performance INPUT VOLUMES DEMAND FLOWS 95% BACK OF QUEUE Mov ID Turn Deg. Satn Aver. Delay Level of Service Prop. Que Effective Stop Rate Aver. No. Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 11th Ave 3 L2 155 3.0 168 3.0 1.109 90.7 LOS F 38.3 980.0 1.00 3.34 5.78 12.4 8 T1 319 3.0 347 3.0 1.109 90.7 LOS F 38.3 980.0 1.00 3.34 5.78 12.4 18 R2 189 3.0 205 3.0 1.109 90.7 LOS F 38.3 980.0 1.00 3.34 5.78 12.4 Approach 663 3.0 721 3.0 1.109 90.7 LOS F 38.3 980.0 1.00 3.34 5.78 12.4 East: Kagy Blvd 1 L2 234 3.0 254 3.0 1.308 163.4 LOS F 86.7 2220.4 1.00 4.35 9.33 9.7 6 T1 527 3.0 573 3.0 1.308 163.4 LOS F 86.7 2220.4 1.00 4.35 9.33 9.8 16 R2 142 3.0 154 3.0 1.308 163.4 LOS F 86.7 2220.4 1.00 4.35 9.33 9.8 Approach 903 3.0 982 3.0 1.308 163.4 LOS F 86.7 2220.4 1.00 4.35 9.33 9.8 North: S 11th Ave 7 L2 148 3.0 161 3.0 1.196 126.1 LOS F 46.0 1177.5 1.00 4.01 7.49 10.4 4 T1 393 3.0 427 3.0 1.196 126.1 LOS F 46.0 1177.5 1.00 4.01 7.49 10.5 14 R2 86 3.0 93 3.0 1.196 126.1 LOS F 46.0 1177.5 1.00 4.01 7.49 10.4 Approach 627 3.0 682 3.0 1.196 126.1 LOS F 46.0 1177.5 1.00 4.01 7.49 10.4 West: Kagy Blvd 5 L2 83 3.0 90 3.0 1.248 142.6 LOS F 62.1 1588.9 1.00 3.79 8.55 10.7 2 T1 532 3.0 578 3.0 1.248 142.6 LOS F 62.1 1588.9 1.00 3.79 8.55 10.8 12 R2 123 3.0 134 3.0 1.248 142.6 LOS F 62.1 1588.9 1.00 3.79 8.55 10.7 Approach 738 3.0 802 3.0 1.248 142.6 LOS F 62.1 1588.9 1.00 3.79 8.55 10.8 All Vehicles 2931 3.0 3186 3.0 1.308 133.7 LOS F 86.7 2220.4 1.00 3.91 7.94 10.7 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Geometric Delay is not included). Queue Model: HCM Queue Formula. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 9.0 | Copyright © 2000-2020 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Friday, February 10, 2023 3:12:47 PM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2035\2035-Kagy Roundabouts.sip9 272 MOVEMENT SUMMARY Site: 101 [11th & Kagy AM - 4 RT, N/S LT lanes (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.2.202 New Site Site Category: (None) Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 11th Ave 3 L2 All MCs 151 3.0 151 3.0 0.261 9.7 LOS A 0.9 24.1 0.65 0.62 0.65 21.5 8 T1 All MCs 473 3.0 473 3.0 0.739 23.2 LOS C 6.1 155.8 0.85 1.19 1.70 19.9 18 R2 All MCs 263 3.0 263 3.0 0.381 10.2 LOS B 1.7 43.4 0.66 0.67 0.81 22.1 Approach 887 3.0 887 3.0 0.739 17.0 LOS C 6.1 155.8 0.76 0.94 1.26 20.8 East: Kagy Blvd 1 L2 All MCs 182 3.0 182 3.0 0.469 12.5 LOS B 2.5 63.9 0.71 0.74 0.98 26.7 6 T1 All MCs 462 3.0 462 3.0 0.469 11.9 LOS B 2.5 63.9 0.69 0.72 0.96 28.0 16 R2 All MCs 99 3.0 99 3.0 0.134 6.3 LOS A 0.5 13.6 0.57 0.48 0.57 30.0 Approach 742 3.0 742 3.0 0.469 11.3 LOS B 2.5 63.9 0.68 0.69 0.91 27.9 North: S 11th Ave 7 L2 All MCs 85 3.0 85 3.0 0.142 7.7 LOS A 0.5 12.4 0.60 0.57 0.60 21.8 4 T1 All MCs 285 3.0 285 3.0 0.431 11.6 LOS B 2.1 52.7 0.69 0.75 0.92 22.1 14 R2 All MCs 39 3.0 39 3.0 0.050 5.1 LOS A 0.2 4.2 0.50 0.43 0.50 23.3 Approach 409 3.0 409 3.0 0.431 10.2 LOS B 2.1 52.7 0.65 0.68 0.82 22.2 West: Kagy Blvd 5 L2 All MCs 82 3.0 82 3.0 0.466 11.0 LOS B 2.7 69.5 0.67 0.65 0.90 27.8 2 T1 All MCs 661 3.0 661 3.0 0.466 10.6 LOS B 2.7 69.5 0.66 0.64 0.88 28.6 12 R2 All MCs 122 3.0 122 3.0 0.150 6.0 LOS A 0.6 15.8 0.54 0.43 0.54 30.1 Approach 864 3.0 864 3.0 0.466 10.0 LOS A 2.7 69.5 0.64 0.61 0.84 28.7 All Vehicles 2902 3.0 2902 3.0 0.739 12.5 LOS B 6.1 155.8 0.69 0.74 0.98 24.6 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2022 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Saturday, February 11, 2023 7:47:17 PM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2035\2035-Kagy Roundabouts.sip9 273 MOVEMENT SUMMARY Site: 101 [11th & Kagy PM - 4 RT, N/S LT lanes (Site Folder: General)] Output produced by SIDRA INTERSECTION Version: 9.1.2.202 New Site Site Category: (None) Roundabout Vehicle Movement Performance Demand Flows Arrival Flows 95% Back Of Queue Mov ID Turn Mov Class Deg. Satn Aver. Delay Level of Service Prop. Que Eff. Stop Rate Aver. No. of Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 11th Ave 3 L2 All MCs 168 3.0 168 3.0 0.292 10.2 LOS B 1.1 28.1 0.66 0.65 0.70 21.4 8 T1 All MCs 347 3.0 347 3.0 0.543 14.7 LOS B 3.0 77.9 0.74 0.88 1.14 21.5 18 R2 All MCs 205 3.0 205 3.0 0.295 8.8 LOS A 1.1 28.4 0.62 0.57 0.63 22.5 Approach 721 3.0 721 3.0 0.543 12.0 LOS B 3.0 77.9 0.69 0.74 0.89 21.7 East: Kagy Blvd 1 L2 All MCs 254 3.0 254 3.0 0.547 13.4 LOS B 3.6 93.3 0.73 0.78 1.11 26.3 6 T1 All MCs 573 3.0 573 3.0 0.547 12.8 LOS B 3.7 94.0 0.72 0.76 1.09 27.7 16 R2 All MCs 154 3.0 154 3.0 0.184 6.2 LOS A 0.8 20.1 0.54 0.42 0.54 30.1 Approach 982 3.0 982 3.0 0.547 11.9 LOS B 3.7 94.0 0.69 0.71 1.01 27.7 North: S 11th Ave 7 L2 All MCs 161 3.0 161 3.0 0.329 12.5 LOS B 1.3 32.1 0.70 0.76 0.83 20.9 4 T1 All MCs 427 3.0 427 3.0 0.783 29.8 LOS D 6.0 154.3 0.87 1.30 1.86 18.8 14 R2 All MCs 93 3.0 93 3.0 0.135 6.7 LOS A 0.5 11.7 0.56 0.51 0.56 23.0 Approach 682 3.0 682 3.0 0.783 22.6 LOS C 6.0 154.3 0.79 1.06 1.44 19.8 West: Kagy Blvd 5 L2 All MCs 90 3.0 90 3.0 0.556 16.6 LOS C 3.1 80.2 0.76 0.88 1.19 25.9 2 T1 All MCs 578 3.0 578 3.0 0.556 15.8 LOS C 3.2 81.0 0.76 0.87 1.18 26.8 12 R2 All MCs 134 3.0 134 3.0 0.209 8.1 LOS A 0.8 21.2 0.64 0.57 0.64 29.3 Approach 802 3.0 802 3.0 0.556 14.6 LOS B 3.2 81.0 0.74 0.82 1.09 27.1 All Vehicles 3186 3.0 3186 3.0 0.783 14.9 LOS B 6.0 154.3 0.72 0.82 1.10 24.0 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Stopline Delay: Geometric Delay is not included). Queue Model: SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula: Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 | Copyright © 2000-2022 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Saturday, February 11, 2023 7:48:03 PM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2035\2035-Kagy Roundabouts.sip9 274 Avg Delay (s/veh) LOS 95th % Queue (veh) Avg Delay (s/veh) LOS 95th % Queue (veh) EB 0.1 A 4 2.0 A 8 WB 1.4 A 24 2.4 A 23 NB 26.3 C 1 20.7 C 2 SB 33.0 C 2 27.9 C 3 Intersection 2.6 A --6.0 A -- EB 3.1 A 3 5.7 A 3 WB 6.6 A 12 9.5 A 11 NB 26.3 C 1 21.8 C 2 SB 24.3 C 1 24.8 C 3 Intersection 5.8 A --10.0 B -- EB 12.4 B 11 11.9 B 11 WB 16.3 C 15 11.1 B 7 NB 7.8 A 1 9.3 A 1 SB 7.9 A 1 13.2 B 3 Intersection 13.8 B --11.7 B -- EB 6.0 A 3 5.9 A 2 WB 6.9 A 2 5.8 A 2 NB 6.5 A 1 7.6 A 1 SB 6.7 A 1 10.5 B 2 Intersection 6.5 A --6.5 A -- Intersection Control Signalized - Three-Lane Alternative South 7th Avenue & Kagy Boulevard Intersection Control Roundabout - Three-Lane Alternative South 7th Avenue & Kagy Boulevard Intersection Control Roundabout - Five-Lane Alternative South 7th Avenue & Kagy Boulevard Intersection Control Signalized - Five-Lane Alternative South 7th Avenue & Kagy Boulevard Intersection Approach Interim Year (2035) AM Peak PM Peak 275 Queues 30: W Kagy Blvd & S 7th Ave 01/25/2023 AM Peak 2035 Kagy Boulevard 2:10 pm 01/23/2023 Future (2035) No Build Synchro 11 Report Page 3 Lane Group EBL EBT WBL WBT NBT SBT SBR Lane Group Flow (vph) 209 749 26 779 13 23 73 v/c Ratio 0.43 0.52 0.05 0.55 0.07 0.17 0.32 Control Delay 2.7 2.5 3.5 11.8 20.6 26.3 11.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 2.7 2.5 3.5 11.8 20.6 26.3 11.0 Queue Length 50th (ft) 10 44 4 488 3 8 0 Queue Length 95th (ft) m19 m82 m7 578 16 25 30 Internal Link Dist (ft) 1296 1326 218 664 Turn Bay Length (ft) 100 130 115 Base Capacity (vph) 481 1443 503 1422 491 360 497 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.43 0.52 0.05 0.55 0.03 0.06 0.15 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. 276 HCM 6th Signalized Intersection Summary 30: W Kagy Blvd & S 7th Ave 01/25/2023 AM Peak 2035 Kagy Boulevard 2:10 pm 01/23/2023 Future (2035) No Build Synchro 11 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 192 663 26 24 656 61 1 7 4 14 7 67 Future Volume (veh/h) 192 663 26 24 656 61 1 7 4 14 7 67 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1736 1695 1750 1723 1723 1750 1750 1750 1518 1559 1750 Adj Flow Rate, veh/h 209 721 28 26 713 66 1 8 4 15 8 73 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 1 4 0 2 2 0 0 0 17 14 0 Cap, veh/h 673 1304 51 689 1220 113 69 76 36 148 51 106 Arrive On Green 1.00 1.00 1.00 1.00 1.00 1.00 0.07 0.07 0.07 0.07 0.07 0.07 Sat Flow, veh/h 704 1660 64 724 1553 144 67 1071 506 687 715 1483 Grp Volume(v), veh/h 209 0 749 26 0 779 13 0 0 23 0 73 Grp Sat Flow(s),veh/h/ln 704 0 1725 724 0 1697 1644 0 0 1402 0 1483 Q Serve(g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2.9 Cycle Q Clear(g_c), s 0.0 0.0 0.0 0.0 0.0 0.0 0.4 0.0 0.0 0.8 0.0 2.9 Prop In Lane 1.00 0.04 1.00 0.08 0.08 0.31 0.65 1.00 Lane Grp Cap(c), veh/h 673 0 1355 689 0 1333 182 0 0 199 0 106 V/C Ratio(X) 0.31 0.00 0.55 0.04 0.00 0.58 0.07 0.00 0.00 0.12 0.00 0.69 Avail Cap(c_a), veh/h 673 0 1355 689 0 1333 555 0 0 509 0 445 HCM Platoon Ratio 1.33 1.33 1.33 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.09 0.00 0.09 0.77 0.00 0.77 1.00 0.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 26.1 0.0 0.0 26.3 0.0 27.2 Incr Delay (d2), s/veh 0.1 0.0 0.1 0.1 0.0 1.5 0.2 0.0 0.0 0.3 0.0 7.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 0.0 0.1 0.0 0.0 0.5 0.2 0.0 0.0 0.3 0.0 1.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.1 0.0 0.1 0.1 0.0 1.5 26.3 0.0 0.0 26.5 0.0 35.0 LnGrp LOS A A A A A A C A A C A D Approach Vol, veh/h 958 805 13 96 Approach Delay, s/veh 0.1 1.4 26.3 33.0 Approach LOS A A C C Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 51.7 8.3 51.7 8.3 Change Period (Y+Rc), s 4.6 4.0 4.6 4.0 Max Green Setting (Gmax), s 33.4 18.0 33.4 18.0 Max Q Clear Time (g_c+I1), s 2.0 4.9 2.0 2.4 Green Ext Time (p_c), s 8.2 0.2 6.6 0.0 Intersection Summary HCM 6th Ctrl Delay 2.6 HCM 6th LOS A 277 Queues 30: W Kagy Blvd & S 7th Ave 01/25/2023 PM Peak 2035 Kagy Boulevard 2:15 pm 01/23/2023 Future (2035) No Build Synchro 11 Report Page 3 Lane Group EBL EBT WBL WBT NBT SBT SBR Lane Group Flow (vph) 90 855 7 772 54 39 225 v/c Ratio 0.24 0.69 0.02 0.62 0.21 0.21 0.60 Control Delay 2.6 5.2 3.0 12.1 11.8 23.4 13.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 2.6 5.2 3.0 12.1 11.8 23.4 13.3 Queue Length 50th (ft) 7 139 0 389 5 13 13 Queue Length 95th (ft) m12 m177 m2 552 27 32 59 Internal Link Dist (ft) 1296 1326 218 664 Turn Bay Length (ft) 100 130 115 Base Capacity (vph) 375 1245 320 1243 484 395 576 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.24 0.69 0.02 0.62 0.11 0.10 0.39 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. 278 HCM 6th Signalized Intersection Summary 30: W Kagy Blvd & S 7th Ave 01/25/2023 PM Peak 2035 Kagy Boulevard 2:15 pm 01/23/2023 Future (2035) No Build Synchro 11 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 83 782 5 6 691 19 6 6 37 29 6 207 Future Volume (veh/h) 83 782 5 6 691 19 6 6 37 29 6 207 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Adj Flow Rate, veh/h 90 850 5 7 751 21 7 7 40 32 7 225 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 0 0 0 0 0 0 0 0 0 0 0 Cap, veh/h 595 1164 7 459 1134 32 81 60 210 325 60 277 Arrive On Green 0.89 0.89 0.89 1.00 1.00 1.00 0.19 0.19 0.19 0.19 0.19 0.19 Sat Flow, veh/h 709 1738 10 656 1694 47 72 321 1120 1155 321 1483 Grp Volume(v), veh/h 90 0 855 7 0 772 54 0 0 39 0 225 Grp Sat Flow(s),veh/h/ln 709 0 1748 656 0 1741 1513 0 0 1476 0 1483 Q Serve(g_s), s 1.0 0.0 9.2 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 8.7 Cycle Q Clear(g_c), s 1.0 0.0 9.2 9.3 0.0 0.0 1.8 0.0 0.0 1.1 0.0 8.7 Prop In Lane 1.00 0.01 1.00 0.03 0.13 0.74 0.82 1.00 Lane Grp Cap(c), veh/h 595 0 1171 459 0 1166 351 0 0 385 0 277 V/C Ratio(X) 0.15 0.00 0.73 0.02 0.00 0.66 0.15 0.00 0.00 0.10 0.00 0.81 Avail Cap(c_a), veh/h 595 0 1171 459 0 1166 516 0 0 547 0 445 HCM Platoon Ratio 1.33 1.33 1.33 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.11 0.00 0.11 0.82 0.00 0.82 1.00 0.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 1.1 0.0 1.6 1.1 0.0 0.0 20.5 0.0 0.0 20.3 0.0 23.4 Incr Delay (d2), s/veh 0.1 0.0 0.5 0.0 0.0 2.4 0.2 0.0 0.0 0.1 0.0 5.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 0.0 1.0 0.0 0.0 0.8 0.6 0.0 0.0 0.4 0.0 3.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 1.2 0.0 2.0 1.1 0.0 2.4 20.7 0.0 0.0 20.4 0.0 29.2 LnGrp LOS A A A A A A C A A C A C Approach Vol, veh/h 945 779 54 264 Approach Delay, s/veh 2.0 2.4 20.7 27.9 Approach LOS A A C C Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 44.8 15.2 44.8 15.2 Change Period (Y+Rc), s 4.6 4.0 4.6 4.0 Max Green Setting (Gmax), s 33.4 18.0 33.4 18.0 Max Q Clear Time (g_c+I1), s 11.2 10.7 11.3 3.8 Green Ext Time (p_c), s 7.4 0.6 5.7 0.2 Intersection Summary HCM 6th Ctrl Delay 6.0 HCM 6th LOS A 279 Queues 30: W Kagy Blvd & S 7th Ave 02/13/2023 AM Peak 2035 Kagy Boulevard 2:44 pm 12/16/2022 Future (2035) Improvements Synchro 11 Report Page 3 Lane Group EBL EBT WBL WBT NBT SBT SBR Lane Group Flow (vph) 209 749 26 779 13 23 73 v/c Ratio 0.33 0.24 0.06 0.34 0.07 0.14 0.25 Control Delay 3.2 0.9 3.6 4.8 20.9 25.0 6.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 3.2 0.9 3.6 4.8 20.9 25.0 6.9 Queue Length 50th (ft) 2 0 1 15 3 8 0 Queue Length 95th (ft) 50 56 m12 282 16 25 20 Internal Link Dist (ft) 616 385 218 664 Turn Bay Length (ft) 100 130 115 Base Capacity (vph) 632 3100 468 2351 181 170 295 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.33 0.24 0.06 0.33 0.07 0.14 0.25 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. 280 HCM 6th Signalized Intersection Summary 30: W Kagy Blvd & S 7th Ave 02/13/2023 AM Peak 2035 Kagy Boulevard 2:44 pm 12/16/2022 Future (2035) Improvements Synchro 11 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 192 663 26 24 656 61 1 7 4 14 7 67 Future Volume (veh/h) 192 663 26 24 656 61 1 7 4 14 7 67 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1736 1695 1750 1723 1723 1750 1750 1750 1518 1559 1750 Adj Flow Rate, veh/h 209 721 28 26 713 66 1 8 4 15 8 73 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 1 4 0 2 2 0 0 0 17 14 0 Cap, veh/h 611 2440 95 571 1886 174 69 75 35 147 50 223 Arrive On Green 0.08 0.75 0.75 0.62 0.62 0.62 0.07 0.07 0.07 0.07 0.07 0.07 Sat Flow, veh/h 1667 3238 126 724 3029 280 68 1070 506 684 718 1483 Grp Volume(v), veh/h 209 367 382 26 385 394 13 0 0 23 0 73 Grp Sat Flow(s),veh/h/ln 1667 1650 1714 724 1637 1672 1644 0 0 1403 0 1483 Q Serve(g_s), s 2.3 4.2 4.2 0.8 7.0 7.0 0.0 0.0 0.0 0.0 0.0 2.6 Cycle Q Clear(g_c), s 2.3 4.2 4.2 0.8 7.0 7.0 0.4 0.0 0.0 0.8 0.0 2.6 Prop In Lane 1.00 0.07 1.00 0.17 0.08 0.31 0.65 1.00 Lane Grp Cap(c), veh/h 611 1243 1291 571 1019 1041 179 0 0 197 0 223 V/C Ratio(X) 0.34 0.30 0.30 0.05 0.38 0.38 0.07 0.00 0.00 0.12 0.00 0.33 Avail Cap(c_a), veh/h 616 1243 1291 571 1019 1041 201 0 0 215 0 243 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 3.3 2.3 2.3 4.4 5.6 5.6 26.2 0.0 0.0 26.3 0.0 22.8 Incr Delay (d2), s/veh 0.3 0.6 0.6 0.2 1.1 1.0 0.2 0.0 0.0 0.3 0.0 0.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.4 0.8 0.8 0.1 2.0 2.1 0.2 0.0 0.0 0.3 0.0 0.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 3.7 3.0 2.9 4.6 6.7 6.6 26.3 0.0 0.0 26.6 0.0 23.6 LnGrp LOS A A A A A A C A A C A C Approach Vol, veh/h 958 805 13 96 Approach Delay, s/veh 3.1 6.6 26.3 24.3 Approach LOS A A C C Timer - Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 50.8 9.2 7.8 43.0 9.2 Change Period (Y+Rc), s 5.6 5.0 3.0 5.6 5.0 Max Green Setting (Gmax), s 44.4 5.0 5.0 36.4 5.0 Max Q Clear Time (g_c+I1), s 6.2 4.6 4.3 9.0 2.4 Green Ext Time (p_c), s 5.4 0.0 0.0 5.7 0.0 Intersection Summary HCM 6th Ctrl Delay 5.8 HCM 6th LOS A 281 Queues 30: W Kagy Blvd & S 7th Ave 02/13/2023 PM Peak 2035 Kagy Boulevard 2:44 pm 12/16/2022 Future (2035) Improvements Synchro 11 Report Page 3 Lane Group EBL EBT WBL WBT NBT SBT SBR Lane Group Flow (vph) 90 855 7 772 54 39 225 v/c Ratio 0.16 0.32 0.02 0.38 0.25 0.25 0.46 Control Delay 1.9 2.2 6.5 9.3 14.1 27.1 8.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 1.9 2.2 6.5 9.3 14.1 27.1 8.1 Queue Length 50th (ft) 8 108 1 188 5 13 15 Queue Length 95th (ft) m13 56 m6 258 30 36 53 Internal Link Dist (ft) 616 385 218 664 Turn Bay Length (ft) 100 130 115 Base Capacity (vph) 566 2689 361 2072 282 212 484 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.16 0.32 0.02 0.37 0.19 0.18 0.46 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. 282 HCM 6th Signalized Intersection Summary 30: W Kagy Blvd & S 7th Ave 02/13/2023 PM Peak 2035 Kagy Boulevard 2:44 pm 12/16/2022 Future (2035) Improvements Synchro 11 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 83 782 5 6 691 19 6 6 37 29 6 207 Future Volume (veh/h) 83 782 5 6 691 19 6 6 37 29 6 207 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 Adj Flow Rate, veh/h 90 850 5 7 751 21 7 7 40 32 7 225 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 0 0 0 0 0 0 0 0 0 0 0 Cap, veh/h 516 2225 13 475 1790 50 80 53 187 301 55 343 Arrive On Green 0.06 0.66 0.66 0.54 0.54 0.54 0.17 0.17 0.17 0.17 0.17 0.17 Sat Flow, veh/h 1667 3389 20 656 3304 92 76 316 1119 1153 329 1483 Grp Volume(v), veh/h 90 417 438 7 378 394 54 0 0 39 0 225 Grp Sat Flow(s),veh/h/ln 1667 1663 1746 656 1663 1733 1511 0 0 1482 0 1483 Q Serve(g_s), s 1.2 6.9 6.9 0.3 8.1 8.1 0.0 0.0 0.0 0.0 0.0 8.2 Cycle Q Clear(g_c), s 1.2 6.9 6.9 0.3 8.1 8.1 1.8 0.0 0.0 1.2 0.0 8.2 Prop In Lane 1.00 0.01 1.00 0.05 0.13 0.74 0.82 1.00 Lane Grp Cap(c), veh/h 516 1092 1147 475 901 939 320 0 0 356 0 343 V/C Ratio(X) 0.17 0.38 0.38 0.01 0.42 0.42 0.17 0.00 0.00 0.11 0.00 0.66 Avail Cap(c_a), veh/h 547 1092 1147 475 901 939 320 0 0 356 0 343 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 5.1 4.7 4.7 6.4 8.1 8.1 21.6 0.0 0.0 21.3 0.0 20.9 Incr Delay (d2), s/veh 0.2 1.0 1.0 0.1 1.4 1.4 0.2 0.0 0.0 0.1 0.0 4.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 1.9 2.0 0.0 2.7 2.8 0.6 0.0 0.0 0.5 0.0 3.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 5.2 5.7 5.7 6.4 9.6 9.5 21.8 0.0 0.0 21.5 0.0 25.4 LnGrp LOS A A A A A A C A A C A C Approach Vol, veh/h 945 779 54 264 Approach Delay, s/veh 5.7 9.5 21.8 24.8 Approach LOS A A C C Timer - Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 45.0 15.0 6.9 38.1 15.0 Change Period (Y+Rc), s 5.6 5.0 3.0 5.6 5.0 Max Green Setting (Gmax), s 39.4 10.0 5.0 31.4 10.0 Max Q Clear Time (g_c+I1), s 8.9 10.2 3.2 10.1 3.8 Green Ext Time (p_c), s 6.2 0.0 0.0 5.0 0.1 Intersection Summary HCM 6th Ctrl Delay 10.0 HCM 6th LOS B 283 MOVEMENT SUMMARY Site: 101 [7th & Kagy AM - single (Site Folder: General)] New Site Site Category: (None) Roundabout Vehicle Movement Performance INPUT VOLUMES DEMAND FLOWS 95% BACK OF QUEUE Mov ID Turn Deg. Satn Aver. Delay Level of Service Prop. Que Effective Stop Rate Aver. No. Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 7th Ave 3 L2 1 3.0 1 3.0 0.027 7.8 LOS A 0.1 2.4 0.64 0.59 0.64 22.7 8 T1 7 3.0 8 3.0 0.027 7.8 LOS A 0.1 2.4 0.64 0.59 0.64 22.8 18 R2 4 3.0 4 3.0 0.027 7.8 LOS A 0.1 2.4 0.64 0.59 0.64 22.8 Approach 12 3.0 13 3.0 0.027 7.8 LOS A 0.1 2.4 0.64 0.59 0.64 22.8 East: Kagy Blvd 1 L2 24 3.0 26 3.0 0.759 16.3 LOS C 15.0 384.7 0.86 0.80 1.35 26.4 6 T1 656 3.0 713 3.0 0.759 16.3 LOS C 15.0 384.7 0.86 0.80 1.35 26.8 16 R2 61 3.0 66 3.0 0.759 16.3 LOS C 15.0 384.7 0.86 0.80 1.35 26.6 Approach 741 3.0 805 3.0 0.759 16.3 LOS C 15.0 384.7 0.86 0.80 1.35 26.8 North: S 7th Ave 7 L2 14 3.0 15 3.0 0.159 7.9 LOS A 0.6 15.5 0.64 0.58 0.64 22.4 4 T1 7 3.0 8 3.0 0.159 7.9 LOS A 0.6 15.5 0.64 0.58 0.64 22.6 14 R2 67 3.0 73 3.0 0.159 7.9 LOS A 0.6 15.5 0.64 0.58 0.64 22.6 Approach 88 3.0 96 3.0 0.159 7.9 LOS A 0.6 15.5 0.64 0.58 0.64 22.5 West: Kagy Blvd 5 L2 192 3.0 209 3.0 0.752 12.4 LOS B 10.6 272.5 0.52 0.18 0.52 27.3 2 T1 663 3.0 721 3.0 0.752 12.4 LOS B 10.6 272.5 0.52 0.18 0.52 27.8 12 R2 26 3.0 28 3.0 0.752 12.4 LOS B 10.6 272.5 0.52 0.18 0.52 27.6 Approach 881 3.0 958 3.0 0.752 12.4 LOS B 10.6 272.5 0.52 0.18 0.52 27.7 All Vehicles 1722 3.0 1872 3.0 0.759 13.8 LOS B 15.0 384.7 0.67 0.47 0.88 26.9 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Geometric Delay is not included). Queue Model: HCM Queue Formula. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 9.0 | Copyright © 2000-2020 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Monday, January 23, 2023 4:23:46 PM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2035\2035-Kagy Roundabouts.sip9 284 MOVEMENT SUMMARY Site: 101 [7th & Kagy PM - single (Site Folder: General)] New Site Site Category: (None) Roundabout Vehicle Movement Performance INPUT VOLUMES DEMAND FLOWS 95% BACK OF QUEUE Mov ID Turn Deg. Satn Aver. Delay Level of Service Prop. Que Effective Stop Rate Aver. No. Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 7th Ave 3 L2 6 3.0 7 3.0 0.115 9.3 LOS A 0.4 10.3 0.67 0.67 0.67 22.2 8 T1 6 3.0 7 3.0 0.115 9.3 LOS A 0.4 10.3 0.67 0.67 0.67 22.3 18 R2 37 3.0 40 3.0 0.115 9.3 LOS A 0.4 10.3 0.67 0.67 0.67 22.3 Approach 49 3.0 53 3.0 0.115 9.3 LOS A 0.4 10.3 0.67 0.67 0.67 22.3 East: Kagy Blvd 1 L2 6 3.0 7 3.0 0.650 11.1 LOS B 6.2 159.3 0.55 0.25 0.55 28.2 6 T1 691 3.0 751 3.0 0.650 11.1 LOS B 6.2 159.3 0.55 0.25 0.55 28.6 16 R2 19 3.0 21 3.0 0.650 11.1 LOS B 6.2 159.3 0.55 0.25 0.55 28.4 Approach 716 3.0 778 3.0 0.650 11.1 LOS B 6.2 159.3 0.55 0.25 0.55 28.6 North: S 7th Ave 7 L2 29 3.0 32 3.0 0.449 13.2 LOS B 2.4 60.3 0.75 0.81 0.99 21.3 4 T1 6 3.0 7 3.0 0.449 13.2 LOS B 2.4 60.3 0.75 0.81 0.99 21.5 14 R2 207 3.0 225 3.0 0.449 13.2 LOS B 2.4 60.3 0.75 0.81 0.99 21.4 Approach 242 3.0 263 3.0 0.449 13.2 LOS B 2.4 60.3 0.75 0.81 0.99 21.4 West: Kagy Blvd 5 L2 86 3.0 93 3.0 0.741 11.9 LOS B 10.3 262.9 0.48 0.16 0.48 27.7 2 T1 782 3.0 850 3.0 0.741 11.9 LOS B 10.3 262.9 0.48 0.16 0.48 28.2 12 R2 5 3.0 5 3.0 0.741 11.9 LOS B 10.3 262.9 0.48 0.16 0.48 28.0 Approach 873 3.0 949 3.0 0.741 11.9 LOS B 10.3 262.9 0.48 0.16 0.48 28.1 All Vehicles 1880 3.0 2043 3.0 0.741 11.7 LOS B 10.3 262.9 0.55 0.29 0.58 27.0 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Geometric Delay is not included). Queue Model: HCM Queue Formula. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 9.0 | Copyright © 2000-2020 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Monday, January 23, 2023 4:25:46 PM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2035\2035-Kagy Roundabouts.sip9 285 MOVEMENT SUMMARY Site: 101 [7th & Kagy AM - dual E/W lanes (Site Folder: General)] New Site Site Category: (None) Roundabout Vehicle Movement Performance INPUT VOLUMES DEMAND FLOWS 95% BACK OF QUEUE Mov ID Turn Deg. Satn Aver. Delay Level of Service Prop. Que Effective Stop Rate Aver. No. Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 7th Ave 3 L2 1 3.0 1 3.0 0.023 6.5 LOS A 0.1 1.8 0.58 0.52 0.58 23.0 8 T1 7 3.0 8 3.0 0.023 6.5 LOS A 0.1 1.8 0.58 0.52 0.58 23.1 18 R2 4 3.0 4 3.0 0.023 6.5 LOS A 0.1 1.8 0.58 0.52 0.58 23.1 Approach 12 3.0 13 3.0 0.023 6.5 LOS A 0.1 1.8 0.58 0.52 0.58 23.1 East: Kagy Blvd 1 L2 24 3.0 26 3.0 0.367 7.1 LOS A 1.8 47.0 0.44 0.27 0.44 29.5 6 T1 656 3.0 713 3.0 0.367 7.0 LOS A 1.8 47.0 0.43 0.26 0.43 30.1 16 R2 61 3.0 66 3.0 0.367 6.8 LOS A 1.8 46.0 0.42 0.25 0.42 30.0 Approach 741 3.0 805 3.0 0.367 6.9 LOS A 1.8 47.0 0.43 0.26 0.43 30.1 North: S 7th Ave 7 L2 14 3.0 15 3.0 0.138 6.7 LOS A 0.5 11.9 0.57 0.51 0.57 22.7 4 T1 7 3.0 8 3.0 0.138 6.7 LOS A 0.5 11.9 0.57 0.51 0.57 22.9 14 R2 67 3.0 73 3.0 0.138 6.7 LOS A 0.5 11.9 0.57 0.51 0.57 22.8 Approach 88 3.0 96 3.0 0.138 6.7 LOS A 0.5 11.9 0.57 0.51 0.57 22.8 West: Kagy Blvd 5 L2 192 3.0 209 3.0 0.372 6.1 LOS A 2.1 53.0 0.21 0.07 0.21 29.1 2 T1 663 3.0 721 3.0 0.372 6.0 LOS A 2.1 53.0 0.20 0.07 0.20 30.2 12 R2 26 3.0 28 3.0 0.372 5.9 LOS A 2.0 51.5 0.19 0.07 0.19 30.4 Approach 881 3.0 958 3.0 0.372 6.0 LOS A 2.1 53.0 0.20 0.07 0.20 30.0 All Vehicles 1722 3.0 1872 3.0 0.372 6.5 LOS A 2.1 53.0 0.32 0.18 0.32 29.5 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Geometric Delay is not included). Queue Model: HCM Queue Formula. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 9.0 | Copyright © 2000-2020 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Monday, January 23, 2023 4:24:01 PM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2035\2035-Kagy Roundabouts.sip9 286 MOVEMENT SUMMARY Site: 101 [7th & Kagy PM - dual E/W lanes (Site Folder: General)] New Site Site Category: (None) Roundabout Vehicle Movement Performance INPUT VOLUMES DEMAND FLOWS 95% BACK OF QUEUE Mov ID Turn Deg. Satn Aver. Delay Level of Service Prop. Que Effective Stop Rate Aver. No. Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 7th Ave 3 L2 6 3.0 7 3.0 0.095 7.6 LOS A 0.3 7.7 0.60 0.60 0.60 22.6 8 T1 6 3.0 7 3.0 0.095 7.6 LOS A 0.3 7.7 0.60 0.60 0.60 22.7 18 R2 37 3.0 40 3.0 0.095 7.6 LOS A 0.3 7.7 0.60 0.60 0.60 22.7 Approach 49 3.0 53 3.0 0.095 7.6 LOS A 0.3 7.7 0.60 0.60 0.60 22.7 East: Kagy Blvd 1 L2 6 3.0 7 3.0 0.318 5.9 LOS A 1.6 40.8 0.29 0.13 0.29 30.1 6 T1 691 3.0 751 3.0 0.318 5.8 LOS A 1.6 40.8 0.28 0.13 0.28 30.7 16 R2 19 3.0 21 3.0 0.318 5.7 LOS A 1.6 39.7 0.27 0.12 0.27 30.5 Approach 716 3.0 778 3.0 0.318 5.8 LOS A 1.6 40.8 0.28 0.13 0.28 30.6 North: S 7th Ave 7 L2 29 3.0 32 3.0 0.387 10.5 LOS B 1.7 44.8 0.66 0.69 0.84 21.9 4 T1 6 3.0 7 3.0 0.387 10.5 LOS B 1.7 44.8 0.66 0.69 0.84 22.0 14 R2 207 3.0 225 3.0 0.387 10.5 LOS B 1.7 44.8 0.66 0.69 0.84 22.0 Approach 242 3.0 263 3.0 0.387 10.5 LOS B 1.7 44.8 0.66 0.69 0.84 22.0 West: Kagy Blvd 5 L2 83 3.0 90 3.0 0.366 6.0 LOS A 2.0 51.8 0.19 0.06 0.19 29.6 2 T1 782 3.0 850 3.0 0.366 5.9 LOS A 2.0 51.8 0.19 0.06 0.19 30.5 12 R2 5 3.0 5 3.0 0.366 5.8 LOS A 2.0 50.3 0.18 0.06 0.18 30.4 Approach 870 3.0 946 3.0 0.366 5.9 LOS A 2.0 51.8 0.19 0.06 0.19 30.4 All Vehicles 1877 3.0 2040 3.0 0.387 6.5 LOS A 2.0 51.8 0.29 0.18 0.32 28.8 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Geometric Delay is not included). Queue Model: HCM Queue Formula. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 9.0 | Copyright © 2000-2020 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Monday, January 23, 2023 4:34:55 PM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2035\2035-Kagy Roundabouts.sip9 287 Avg Delay (s/veh) LOS 95th % Queue (veh) Avg Delay (s/veh) LOS 95th % Queue (veh) EB 20.1 C 21 12.9 B 28 WB 27.5 C 20 23.5 C 18 NB 45.9 D 21 44.8 D 12 SB 46.9 D 10 54.8 D 15 Intersection 34.1 C --30.2 C -- EB 30.0 C 9 30.4 C 11 WB 25.7 C 10 44.5 D 18 NB 43.0 D 20 40.9 D 12 SB 34.7 C 10 51.5 D 14 Intersection 33.5 C --40.6 D -- EB 37.8 E 17 164.5 F 73 WB 51.8 F 39 49.5 E 35 NB 290.2 F 115 66.8 F 23 SB 17.1 C 5 34.5 D 10 Intersection 110.8 F --82.2 F -- EB 11.6 B 3 19.5 C 5 WB 15.6 C 5 12.0 B 4 NB 14.6 B 6 11.8 B 3 SB 11.1 B 2 13.8 B 4 Intersection 13.7 B --14.5 B -- South Willson Avenue & Kagy Boulevard Intersection Control Roundabout - Five-Lane Alternative + SB/NB RT, LT lanes South Willson Avenue & Kagy Boulevard Intersection Approach Interim Year (2035) AM Peak PM Peak Intersection Control Signalized - Five-Lane Alternative + SB RT lane Intersection Control Signalized - Three-Lane Alternative South Willson Avenue & Kagy Boulevard Intersection Control Roundabout - Three-Lane Alternative + SB RT lane South Willson Avenue & Kagy Boulevard 288 Queues 36: W Kagy Blvd & S Willson Ave 01/25/2023 AM Peak 2035 Kagy Boulevard 2:10 pm 01/23/2023 Future (2035) No Build Synchro 11 Report Page 7 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 157 495 53 321 557 198 98 454 365 127 250 155 v/c Ratio 0.54 0.82 0.07 0.86 0.75 0.27 0.28 0.92 0.46 0.65 0.50 0.29 Control Delay 18.3 36.4 2.2 40.7 35.7 4.6 25.5 66.7 11.7 43.8 39.0 6.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 18.3 36.4 2.2 40.7 35.7 4.6 25.5 66.7 11.7 43.8 39.0 6.3 Queue Length 50th (ft) 45 309 1 139 355 7 46 332 86 61 158 0 Queue Length 95th (ft) 0 #511 m8 #277 485 50 86 #513 162 #144 240 49 Internal Link Dist (ft) 1326 652 509 408 Turn Bay Length (ft) 170 190 320 210 350 115 160 150 Base Capacity (vph) 293 627 736 378 777 753 355 525 804 195 519 554 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.54 0.79 0.07 0.85 0.72 0.26 0.28 0.86 0.45 0.65 0.48 0.28 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 289 HCM 6th Signalized Intersection Summary 36: W Kagy Blvd & S Willson Ave 01/25/2023 AM Peak 2035 Kagy Boulevard 2:10 pm 01/23/2023 Future (2035) No Build Synchro 11 Report Page 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 144 455 49 295 512 182 90 418 336 117 230 143 Future Volume (veh/h) 144 455 49 295 512 182 90 418 336 117 230 143 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1723 1736 1750 1723 1723 1709 1709 1750 1736 1723 1736 1750 Adj Flow Rate, veh/h 157 495 53 321 557 0 98 454 365 127 250 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 1 0 2 2 3 3 0 1 2 1 0 Cap, veh/h 311 655 621 471 807 308 493 610 157 489 Arrive On Green 0.08 0.75 0.75 0.13 0.47 0.00 0.04 0.28 0.28 0.04 0.28 0.00 Sat Flow, veh/h 1641 1736 1483 1641 1723 1448 1628 1750 1471 1641 1736 1483 Grp Volume(v), veh/h 157 495 53 321 557 0 98 454 365 127 250 0 Grp Sat Flow(s),veh/h/ln 1641 1736 1483 1641 1723 1448 1628 1750 1471 1641 1736 1483 Q Serve(g_s), s 5.0 19.6 1.1 13.8 30.5 0.0 5.0 30.2 23.2 5.0 14.5 0.0 Cycle Q Clear(g_c), s 5.0 19.6 1.1 13.8 30.5 0.0 5.0 30.2 23.2 5.0 14.5 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 311 655 621 471 807 308 493 610 157 489 V/C Ratio(X) 0.51 0.76 0.09 0.68 0.69 0.32 0.92 0.60 0.81 0.51 Avail Cap(c_a), veh/h 311 655 621 485 807 308 525 637 157 521 HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.84 0.84 0.84 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 28.5 11.6 8.1 19.7 25.1 0.0 30.6 41.8 27.3 40.1 36.2 0.0 Incr Delay (d2), s/veh 1.1 6.7 0.2 3.7 4.8 0.0 0.6 21.0 1.4 26.5 0.8 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.8 5.1 0.4 5.5 13.1 0.0 2.1 15.9 8.4 2.8 6.3 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 29.6 18.4 8.4 23.5 29.9 0.0 31.2 62.8 28.8 66.5 37.0 0.0 LnGrp LOS C B A C C C E C E D Approach Vol, veh/h 705 878 917 377 Approach Delay, s/veh 20.1 27.5 45.9 46.9 Approach LOS C C D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 19.0 52.2 8.0 40.8 8.0 63.2 8.0 40.8 Change Period (Y+Rc), s 3.0 7.0 3.0 7.0 3.0 7.0 3.0 7.0 Max Green Setting (Gmax), s 17.0 42.0 5.0 36.0 5.0 54.0 5.0 36.0 Max Q Clear Time (g_c+I1), s 15.8 21.6 7.0 16.5 7.0 32.5 7.0 32.2 Green Ext Time (p_c), s 0.1 3.2 0.0 1.4 0.0 3.5 0.0 1.6 Intersection Summary HCM 6th Ctrl Delay 34.1 HCM 6th LOS C Notes Unsignalized Delay for [WBR, SBR] is excluded from calculations of the approach delay and intersection delay. 290 Queues 36: W Kagy Blvd & S Willson Ave 01/25/2023 PM Peak 2035 Kagy Boulevard 2:15 pm 01/23/2023 Future (2035) No Build Synchro 11 Report Page 7 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 224 577 92 351 500 124 83 277 247 150 354 175 v/c Ratio 0.54 0.95 0.12 0.88 0.63 0.17 0.39 0.75 0.32 0.52 0.83 0.37 Control Delay 17.5 59.3 4.5 52.2 30.9 4.7 31.1 56.5 8.3 33.4 58.9 10.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 17.5 59.3 4.5 52.2 30.9 4.7 31.1 56.5 8.3 33.4 58.9 10.3 Queue Length 50th (ft) 84 460 2 197 308 2 43 201 37 81 258 17 Queue Length 95th (ft) 134 #680 m21 #431 439 39 75 284 92 125 355 71 Internal Link Dist (ft) 1326 652 509 408 Turn Bay Length (ft) 170 190 320 210 350 115 160 150 Base Capacity (vph) 418 612 743 399 791 738 211 447 775 289 510 538 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.54 0.94 0.12 0.88 0.63 0.17 0.39 0.62 0.32 0.52 0.69 0.33 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 291 HCM 6th Signalized Intersection Summary 36: W Kagy Blvd & S Willson Ave 01/25/2023 PM Peak 2035 Kagy Boulevard 2:15 pm 01/23/2023 Future (2035) No Build Synchro 11 Report Page 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 206 531 85 323 460 114 76 255 227 138 326 161 Future Volume (veh/h) 206 531 85 323 460 114 76 255 227 138 326 161 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1750 1750 1750 1750 1750 1723 1736 1750 1750 1750 1750 Adj Flow Rate, veh/h 224 577 92 351 500 0 83 277 247 150 354 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 0 0 0 0 0 2 1 0 0 0 0 Cap, veh/h 437 746 706 500 845 172 334 480 234 395 Arrive On Green 0.15 0.85 0.85 0.13 0.48 0.00 0.05 0.19 0.19 0.08 0.23 0.00 Sat Flow, veh/h 1667 1750 1483 1667 1750 1483 1641 1736 1483 1667 1750 1483 Grp Volume(v), veh/h 224 577 92 351 500 0 83 277 247 150 354 0 Grp Sat Flow(s),veh/h/ln 1667 1750 1483 1667 1750 1483 1641 1736 1483 1667 1750 1483 Q Serve(g_s), s 9.0 17.1 1.1 13.6 24.8 0.0 4.8 18.4 16.2 8.4 23.6 0.0 Cycle Q Clear(g_c), s 9.0 17.1 1.1 13.6 24.8 0.0 4.8 18.4 16.2 8.4 23.6 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 437 746 706 500 845 172 334 480 234 395 V/C Ratio(X) 0.51 0.77 0.13 0.70 0.59 0.48 0.83 0.51 0.64 0.90 Avail Cap(c_a), veh/h 437 746 706 517 845 172 449 578 234 510 HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.67 0.67 0.67 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 18.8 6.3 4.3 16.5 22.5 0.0 38.0 46.6 32.9 35.1 45.1 0.0 Incr Delay (d2), s/veh 0.7 5.3 0.3 4.1 3.0 0.0 2.1 9.4 0.9 5.9 15.5 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.2 3.7 0.4 5.5 10.6 0.0 2.1 8.9 6.0 3.8 12.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 19.5 11.6 4.6 20.6 25.5 0.0 40.1 56.0 33.8 41.0 60.6 0.0 LnGrp LOS B B A C C D E C D E Approach Vol, veh/h 893 851 607 504 Approach Delay, s/veh 12.9 23.5 44.8 54.8 Approach LOS B C D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 18.8 58.1 9.0 34.1 12.0 64.9 13.0 30.1 Change Period (Y+Rc), s 3.0 7.0 3.0 7.0 3.0 7.0 3.0 7.0 Max Green Setting (Gmax), s 17.0 42.0 6.0 35.0 9.0 50.0 10.0 31.0 Max Q Clear Time (g_c+I1), s 15.6 19.1 6.8 25.6 11.0 26.8 10.4 20.4 Green Ext Time (p_c), s 0.2 4.1 0.0 1.5 0.0 3.1 0.0 2.0 Intersection Summary HCM 6th Ctrl Delay 30.2 HCM 6th LOS C Notes Unsignalized Delay for [WBR, SBR] is excluded from calculations of the approach delay and intersection delay. 292 Queues 36: W Kagy Blvd & S Willson Ave 02/13/2023 AM Peak 2035 Kagy Boulevard 2:44 pm 12/16/2022 Future (2035) Improvements Synchro 11 Report Page 7 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 157 495 53 321 557 198 98 454 365 127 250 155 v/c Ratio 0.40 0.51 0.08 0.70 0.48 0.24 0.24 0.90 0.44 0.49 0.47 0.20 Control Delay 17.7 32.7 2.4 28.4 33.0 3.2 20.1 62.0 10.5 25.8 36.5 3.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 17.7 32.7 2.4 28.4 33.0 3.2 20.1 62.0 10.5 25.8 36.5 3.3 Queue Length 50th (ft) 48 171 0 158 187 0 41 326 80 55 149 0 Queue Length 95th (ft) 77 178 14 234 244 40 74 #490 144 93 234 36 Internal Link Dist (ft) 861 652 509 408 Turn Bay Length (ft) 170 190 320 210 350 115 160 100 Base Capacity (vph) 410 972 720 489 1180 846 449 554 860 270 564 774 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.38 0.51 0.07 0.66 0.47 0.23 0.22 0.82 0.42 0.47 0.44 0.20 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 293 HCM 6th Signalized Intersection Summary 36: W Kagy Blvd & S Willson Ave 02/13/2023 AM Peak 2035 Kagy Boulevard 2:44 pm 12/16/2022 Future (2035) Improvements Synchro 11 Report Page 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 144 455 49 295 512 182 90 418 336 117 230 143 Future Volume (veh/h) 144 455 49 295 512 182 90 418 336 117 230 143 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1723 1736 1750 1723 1723 1709 1709 1750 1736 1723 1736 1750 Adj Flow Rate, veh/h 157 495 53 321 557 0 98 454 365 127 250 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 1 0 2 2 3 3 0 1 2 1 0 Cap, veh/h 424 1101 580 491 1303 356 500 632 209 519 Arrive On Green 0.08 0.33 0.33 0.14 0.40 0.00 0.06 0.29 0.29 0.07 0.30 0.00 Sat Flow, veh/h 1641 3299 1483 1641 3273 1448 1628 1750 1471 1641 1736 1483 Grp Volume(v), veh/h 157 495 53 321 557 0 98 454 365 127 250 0 Grp Sat Flow(s),veh/h/ln 1641 1650 1483 1641 1637 1448 1628 1750 1471 1641 1736 1483 Q Serve(g_s), s 7.5 14.1 2.7 14.8 14.8 0.0 5.0 30.0 22.6 6.4 14.2 0.0 Cycle Q Clear(g_c), s 7.5 14.1 2.7 14.8 14.8 0.0 5.0 30.0 22.6 6.4 14.2 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 424 1101 580 491 1303 356 500 632 209 519 V/C Ratio(X) 0.37 0.45 0.09 0.65 0.43 0.28 0.91 0.58 0.61 0.48 Avail Cap(c_a), veh/h 458 1101 580 556 1303 426 554 677 258 550 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 23.1 31.3 23.1 20.8 26.2 0.0 28.3 41.3 26.0 31.1 34.5 0.0 Incr Delay (d2), s/veh 0.5 1.3 0.3 2.3 1.0 0.0 0.4 17.7 1.1 2.9 0.7 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.9 5.8 1.0 5.8 5.9 0.0 2.0 15.4 8.1 2.7 6.1 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 23.7 32.7 23.4 23.1 27.2 0.0 28.7 59.0 27.0 33.9 35.2 0.0 LnGrp LOS C C C C C C E C C D Approach Vol, veh/h 705 878 917 377 Approach Delay, s/veh 30.0 25.7 43.0 34.7 Approach LOS C C D C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 20.2 47.0 9.9 42.9 12.5 54.8 11.4 41.3 Change Period (Y+Rc), s 3.0 7.0 3.0 7.0 3.0 7.0 3.0 7.0 Max Green Setting (Gmax), s 22.0 28.0 12.0 38.0 12.0 38.0 12.0 38.0 Max Q Clear Time (g_c+I1), s 16.8 16.1 7.0 16.2 9.5 16.8 8.4 32.0 Green Ext Time (p_c), s 0.5 2.6 0.1 1.5 0.1 3.6 0.1 2.3 Intersection Summary HCM 6th Ctrl Delay 33.5 HCM 6th LOS C Notes Unsignalized Delay for [WBR, SBR] is excluded from calculations of the approach delay and intersection delay. 294 Queues 36: W Kagy Blvd & S Willson Ave 02/13/2023 PM Peak 2035 Kagy Boulevard 2:44 pm 12/16/2022 Future (2035) Improvements Synchro 11 Report Page 7 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 224 577 92 351 500 124 83 277 247 150 354 175 v/c Ratio 0.53 0.62 0.14 0.85 0.35 0.14 0.36 0.76 0.30 0.49 0.82 0.25 Control Delay 19.4 33.2 3.3 63.3 25.8 2.9 29.0 57.4 7.2 31.0 57.2 5.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 19.4 33.2 3.3 63.3 25.8 2.9 29.0 57.4 7.2 31.0 57.2 5.5 Queue Length 50th (ft) 82 229 5 250 140 0 42 204 41 79 260 14 Queue Length 95th (ft) 90 221 8 #450 202 30 71 279 85 118 338 51 Internal Link Dist (ft) 861 652 509 408 Turn Bay Length (ft) 170 190 320 210 350 115 160 100 Base Capacity (vph) 437 928 660 416 1413 921 228 476 838 313 568 702 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.51 0.62 0.14 0.84 0.35 0.13 0.36 0.58 0.29 0.48 0.62 0.25 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. 295 HCM 6th Signalized Intersection Summary 36: W Kagy Blvd & S Willson Ave 02/13/2023 PM Peak 2035 Kagy Boulevard 2:44 pm 12/16/2022 Future (2035) Improvements Synchro 11 Report Page 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 206 531 85 323 460 114 76 255 227 138 326 161 Future Volume (veh/h) 206 531 85 323 460 114 76 255 227 138 326 161 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1750 1750 1750 1750 1750 1750 1723 1736 1750 1750 1750 1750 Adj Flow Rate, veh/h 224 577 92 351 500 0 83 277 247 150 354 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 0 0 0 0 0 2 1 0 0 0 0 Cap, veh/h 529 1103 566 373 1515 175 331 615 238 399 Arrive On Green 0.10 0.33 0.33 0.22 0.46 0.00 0.05 0.19 0.19 0.09 0.23 0.00 Sat Flow, veh/h 1667 3325 1483 1667 3325 1483 1641 1736 1483 1667 1750 1483 Grp Volume(v), veh/h 224 577 92 351 500 0 83 277 247 150 354 0 Grp Sat Flow(s),veh/h/ln 1667 1663 1483 1667 1663 1483 1641 1736 1483 1667 1750 1483 Q Serve(g_s), s 10.6 16.8 4.9 24.8 11.6 0.0 4.9 18.4 14.0 8.4 23.5 0.0 Cycle Q Clear(g_c), s 10.6 16.8 4.9 24.8 11.6 0.0 4.9 18.4 14.0 8.4 23.5 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 529 1103 566 373 1515 175 331 615 238 399 V/C Ratio(X) 0.42 0.52 0.16 0.94 0.33 0.47 0.84 0.40 0.63 0.89 Avail Cap(c_a), veh/h 529 1103 566 375 1515 175 477 740 260 569 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 22.4 32.4 24.5 45.8 20.9 0.0 38.1 46.7 24.7 34.9 44.9 0.0 Incr Delay (d2), s/veh 0.5 1.8 0.6 31.5 0.6 0.0 2.0 8.5 0.4 4.2 11.9 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.2 7.0 1.9 13.4 4.5 0.0 2.1 8.8 5.1 3.7 11.5 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 22.9 34.2 25.1 77.3 21.5 0.0 40.1 55.2 25.1 39.2 56.7 0.0 LnGrp LOS C C C E C D E C D E Approach Vol, veh/h 893 851 607 504 Approach Delay, s/veh 30.4 44.5 40.9 51.5 Approach LOS C D D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 29.9 46.8 9.0 34.3 15.0 61.7 13.4 29.9 Change Period (Y+Rc), s 3.0 7.0 3.0 7.0 3.0 7.0 3.0 7.0 Max Green Setting (Gmax), s 27.0 28.0 6.0 39.0 12.0 43.0 12.0 33.0 Max Q Clear Time (g_c+I1), s 26.8 18.8 6.9 25.5 12.6 13.6 10.4 20.4 Green Ext Time (p_c), s 0.0 2.7 0.0 1.8 0.0 3.4 0.1 2.1 Intersection Summary HCM 6th Ctrl Delay 40.6 HCM 6th LOS D Notes Unsignalized Delay for [WBR, SBR] is excluded from calculations of the approach delay and intersection delay. 296 MOVEMENT SUMMARY Site: 101 [Willson & Kagy AM - single (Site Folder: General)] New Site Site Category: (None) Roundabout Vehicle Movement Performance INPUT VOLUMES DEMAND FLOWS 95% BACK OF QUEUE Mov ID Turn Deg. Satn Aver. Delay Level of Service Prop. Que Effective Stop Rate Aver. No. Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 3rd Ave 3 L2 90 3.0 98 3.0 1.591 290.2 LOS F 114.3 2926.2 1.00 5.14 13.98 6.4 8 T1 418 3.0 454 3.0 1.591 290.2 LOS F 114.3 2926.2 1.00 5.14 13.98 6.4 18 R2 336 3.0 365 3.0 1.591 290.2 LOS F 114.3 2926.2 1.00 5.14 13.98 6.4 Approach 844 3.0 917 3.0 1.591 290.2 LOS F 114.3 2926.2 1.00 5.14 13.98 6.4 East: Kagy Blvd 1 L2 295 3.0 321 3.0 1.041 62.0 LOS F 38.6 988.9 1.00 2.33 4.55 18.0 6 T1 512 3.0 557 3.0 1.041 62.0 LOS F 38.6 988.9 1.00 2.33 4.55 18.2 16 R2 182 3.0 198 3.0 0.238 6.8 LOS A 1.0 26.9 0.56 0.44 0.56 32.8 Approach 989 3.0 1075 3.0 1.041 51.8 LOS F 38.6 988.9 0.92 1.98 3.82 19.7 North: S Willson Ave 7 L2 117 3.0 127 3.0 0.663 21.0 LOS C 4.1 105.7 0.83 0.95 1.33 26.4 4 T1 230 3.0 250 3.0 0.663 21.0 LOS C 4.1 105.7 0.83 0.95 1.33 26.9 14 R2 143 3.0 155 3.0 0.220 7.6 LOS A 0.9 23.3 0.62 0.53 0.62 32.4 Approach 490 3.0 533 3.0 0.663 17.1 LOS C 4.1 105.7 0.76 0.83 1.12 28.1 West: Kagy Blvd 5 L2 144 3.0 157 3.0 0.923 40.5 LOS E 16.4 419.4 1.00 1.59 3.00 21.7 2 T1 455 3.0 495 3.0 0.923 40.5 LOS E 16.4 419.4 1.00 1.59 3.00 22.0 12 R2 49 3.0 53 3.0 0.072 5.6 LOS A 0.3 7.1 0.55 0.46 0.55 33.4 Approach 648 3.0 704 3.0 0.923 37.8 LOS E 16.4 419.4 0.97 1.51 2.82 22.5 All Vehicles 2971 3.0 3229 3.0 1.591 110.8 LOS F 114.3 2926.2 0.93 2.59 6.04 13.1 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Geometric Delay is not included). Queue Model: HCM Queue Formula. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 9.0 | Copyright © 2000-2020 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Friday, January 27, 2023 9:43:02 AM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2035\2035-Kagy Roundabouts.sip9 297 MOVEMENT SUMMARY Site: 101 [Willson & Kagy PM - single (Site Folder: General)] New Site Site Category: (None) Roundabout Vehicle Movement Performance INPUT VOLUMES DEMAND FLOWS 95% BACK OF QUEUE Mov ID Turn Deg. Satn Aver. Delay Level of Service Prop. Que Effective Stop Rate Aver. No. Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 3rd Ave 3 L2 76 3.0 83 3.0 1.021 66.8 LOS F 22.7 582.2 1.00 2.00 4.11 17.3 8 T1 255 3.0 277 3.0 1.021 66.8 LOS F 22.7 582.2 1.00 2.00 4.11 17.5 18 R2 227 3.0 247 3.0 1.021 66.8 LOS F 22.7 582.2 1.00 2.00 4.11 17.5 Approach 558 3.0 607 3.0 1.021 66.8 LOS F 22.7 582.2 1.00 2.00 4.11 17.5 East: Kagy Blvd 1 L2 323 3.0 351 3.0 1.018 55.9 LOS F 34.3 878.1 1.00 2.18 4.19 18.8 6 T1 460 3.0 500 3.0 1.018 55.9 LOS F 34.3 878.1 1.00 2.18 4.19 19.1 16 R2 114 3.0 124 3.0 0.147 5.8 LOS A 0.6 15.7 0.53 0.41 0.53 33.3 Approach 897 3.0 975 3.0 1.018 49.5 LOS E 34.3 878.1 0.94 1.96 3.72 20.0 North: S Willson Ave 7 L2 138 3.0 150 3.0 0.902 43.8 LOS E 9.9 253.9 0.96 1.39 2.45 21.0 4 T1 326 3.0 354 3.0 0.902 43.8 LOS E 9.9 253.9 0.96 1.39 2.45 21.3 14 R2 161 3.0 175 3.0 0.242 7.8 LOS A 1.0 26.2 0.62 0.52 0.62 32.3 Approach 625 3.0 679 3.0 0.902 34.5 LOS D 9.9 253.9 0.87 1.17 1.98 23.2 West: Kagy Blvd 5 L2 206 3.0 224 3.0 1.341 182.7 LOS F 72.6 1858.6 1.00 4.16 11.12 9.3 2 T1 531 3.0 577 3.0 1.341 182.7 LOS F 72.6 1858.6 1.00 4.16 11.12 9.3 12 R2 85 3.0 92 3.0 0.147 7.5 LOS A 0.6 14.4 0.62 0.56 0.62 32.5 Approach 822 3.0 893 3.0 1.341 164.5 LOS F 72.6 1858.6 0.96 3.79 10.04 10.0 All Vehicles 2902 3.0 3154 3.0 1.341 82.2 LOS F 72.6 1858.6 0.94 2.31 5.21 15.6 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Geometric Delay is not included). Queue Model: HCM Queue Formula. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 9.0 | Copyright © 2000-2020 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Friday, January 27, 2023 9:43:38 AM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2035\2035-Kagy Roundabouts.sip9 298 MOVEMENT SUMMARY Site: 101 [Willson & Kagy AM - N/S RT lanes (Site Folder: General)] New Site Site Category: (None) Roundabout Vehicle Movement Performance INPUT VOLUMES DEMAND FLOWS 95% BACK OF QUEUE Mov ID Turn Deg. Satn Aver. Delay Level of Service Prop. Que Effective Stop Rate Aver. No. Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 3rd Ave 3 L2 90 3.0 98 3.0 0.161 7.8 LOS A 0.6 14.3 0.60 0.57 0.60 29.8 8 T1 418 3.0 454 3.0 0.678 19.1 LOS C 5.1 131.1 0.81 0.97 1.48 28.1 18 R2 336 3.0 365 3.0 0.470 11.0 LOS B 2.6 67.8 0.67 0.67 0.93 30.7 Approach 844 3.0 917 3.0 0.678 14.6 LOS B 5.1 131.1 0.73 0.80 1.17 29.2 East: Kagy Blvd 1 L2 295 3.0 321 3.0 0.641 17.8 LOS C 4.7 120.4 0.80 0.92 1.37 26.8 6 T1 512 3.0 557 3.0 0.641 16.8 LOS C 4.8 122.6 0.79 0.90 1.36 28.6 16 R2 182 3.0 198 3.0 0.286 8.7 LOS A 1.2 31.2 0.65 0.56 0.65 31.8 Approach 989 3.0 1075 3.0 0.641 15.6 LOS C 4.8 122.6 0.77 0.84 1.23 28.5 North: S Willson Ave 7 L2 117 3.0 127 3.0 0.255 10.9 LOS B 0.9 22.6 0.67 0.67 0.68 28.6 4 T1 230 3.0 250 3.0 0.449 13.8 LOS B 2.0 51.1 0.72 0.79 0.99 30.0 14 R2 143 3.0 155 3.0 0.206 7.0 LOS A 0.7 19.1 0.56 0.49 0.56 32.5 Approach 490 3.0 533 3.0 0.449 11.1 LOS B 2.0 51.1 0.66 0.68 0.79 30.3 West: Kagy Blvd 5 L2 144 3.0 157 3.0 0.471 12.5 LOS B 2.6 65.5 0.71 0.73 1.00 29.0 2 T1 455 3.0 495 3.0 0.471 11.9 LOS B 2.6 65.5 0.69 0.72 0.98 30.4 12 R2 49 3.0 53 3.0 0.074 5.7 LOS A 0.3 7.2 0.56 0.47 0.56 33.1 Approach 648 3.0 704 3.0 0.471 11.6 LOS B 2.6 65.5 0.69 0.70 0.95 30.3 All Vehicles 2971 3.0 3229 3.0 0.678 13.7 LOS B 5.1 131.1 0.72 0.77 1.08 29.4 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Geometric Delay is not included). Queue Model: HCM Queue Formula. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 9.0 | Copyright © 2000-2020 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Monday, January 23, 2023 4:31:15 PM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2035\2035-Kagy Roundabouts.sip9 299 MOVEMENT SUMMARY Site: 101 [Willson & Kagy PM - N/S RT lanes (Site Folder: General)] New Site Site Category: (None) Roundabout Vehicle Movement Performance INPUT VOLUMES DEMAND FLOWS 95% BACK OF QUEUE Mov ID Turn Deg. Satn Aver. Delay Level of Service Prop. Que Effective Stop Rate Aver. No. Cycles Aver. Speed [ Total HV ] [ Total HV ] [ Veh. Dist ] veh/h % veh/h %v/c sec veh ft mph South: S 3rd Ave 3 L2 76 3.0 83 3.0 0.162 9.2 LOS A 0.5 13.7 0.64 0.64 0.64 29.3 8 T1 255 3.0 277 3.0 0.487 14.5 LOS B 2.3 59.1 0.73 0.81 1.05 29.7 18 R2 227 3.0 247 3.0 0.351 9.6 LOS A 1.5 37.9 0.64 0.61 0.74 31.4 Approach 558 3.0 607 3.0 0.487 11.8 LOS B 2.3 59.1 0.68 0.71 0.87 30.3 East: Kagy Blvd 1 L2 323 3.0 351 3.0 0.552 13.3 LOS B 3.8 97.2 0.73 0.76 1.11 28.1 6 T1 460 3.0 500 3.0 0.552 12.6 LOS B 3.8 97.9 0.71 0.74 1.09 30.3 16 R2 114 3.0 124 3.0 0.159 6.3 LOS A 0.6 16.6 0.56 0.45 0.56 32.9 Approach 897 3.0 975 3.0 0.552 12.0 LOS B 3.8 97.9 0.70 0.71 1.03 29.7 North: S Willson Ave 7 L2 138 3.0 150 3.0 0.288 11.1 LOS B 1.1 27.0 0.67 0.68 0.73 28.6 4 T1 326 3.0 354 3.0 0.612 18.4 LOS C 3.6 91.1 0.78 0.92 1.30 28.3 14 R2 161 3.0 175 3.0 0.217 6.8 LOS A 0.8 20.6 0.55 0.46 0.55 32.6 Approach 625 3.0 679 3.0 0.612 13.8 LOS B 3.6 91.1 0.70 0.75 0.98 29.3 West: Kagy Blvd 5 L2 206 3.0 224 3.0 0.675 21.7 LOS C 4.7 119.2 0.82 1.00 1.50 25.9 2 T1 531 3.0 577 3.0 0.675 20.5 LOS C 4.8 121.8 0.82 0.99 1.50 27.3 12 R2 85 3.0 92 3.0 0.148 7.5 LOS A 0.6 14.5 0.62 0.56 0.62 32.3 Approach 822 3.0 893 3.0 0.675 19.5 LOS C 4.8 121.8 0.80 0.95 1.41 27.3 All Vehicles 2902 3.0 3154 3.0 0.675 14.5 LOS B 4.8 121.8 0.72 0.79 1.10 29.0 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). 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 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Geometric Delay is not included). Queue Model: HCM Queue Formula. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 9.0 | Copyright © 2000-2020 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: SANDERSON STEWART | Licence: PLUS / 1PC | Processed: Monday, January 23, 2023 4:32:11 PM Project: P:\15060_01_Kagy_Blvd_S_19th_to_Willson_PM\DESIGN\TRAFFIC\Capacity Calcs\Future Results\2035\2035-Kagy Roundabouts.sip9 300 Memorandum REPORT TO:Transportation Board FROM:Candace Mastel, Transportation Demand Management Coordinator Nicholas Ross, Director of Transportation and Engineering SUBJECT:Bozeman is a Bicycle Friendly Community MEETING DATE:April 26, 2023 AGENDA ITEM TYPE:Citizen Advisory Board/Commission RECOMMENDATION:No Action Necessary STRATEGIC PLAN:4.5 Housing and Transportation Choices: Vigorously encourage, through a wide variety of actions, the development of sustainable and lasting housing options for underserved individuals and families and improve mobility options that accommodate all travel modes. BACKGROUND:The League of American Bicyclists recognizes Bicycle Friendly Communities throughout the country after an in depth application and review process. The City of Bozeman applied during the fall 2022 review period and was awarded "Silver" designation by the League. As part of the review process the League offers a statistical comparison to other cities around the country and ranks the applying city in relationship to the larger achievements of other communities. In addition to the review, the League offers precise ways to achieve more success and thus higher status as a Bicycle Friendly Community. The fall 2022 Silver ranking can serve as a baseline to improve bicycling programs and facilities for the Bozeman community. UNRESOLVED ISSUES:No unresolved issues ALTERNATIVES:No alternatives FISCAL EFFECTS:There are no fiscal effects Attachments: BFC_Fall_2022_ReportCard_Bozeman_MT.pdf Report compiled on: April 18, 2023 301 Bozeman, MT Bozeman’s BFA Program Stats # of Local Bicycle Friendly Businesses: 2 # of Local Bicycle Friendly Universities: 1 # of Local League Cycling Instructors: 0 Montana’s Bicycle Friendly State Ranking: #42 Community Profile Population: 54,539 Area: 20.6 square miles Population Density: 2587.2 people/square mile Land Classification: Mixed Suburban/Urban/Rural Poverty Rate: 17.2%* Median Household Income: $59,695* Percent of the Population that Speaks a Language Other Than English at Home: 5%* Percent with Disability: 9.1%* Percent of Households with No Vehicle Available: 1.4%* *Source: https://www.census.gov/quickfacts/bozemancitymontanaKey Outcomes Commuter Ridership: 4.1% (Bicycle Mode Share among commuters, according to the Census Bureau’s American Community Survey 5-Year Estimate) Overall Bicycle Mode Share: 8-10% (Reported by applicant) Annual Average Bicyclist Crashes in last 5 years: 37 (Reported by applicant) Annual Average Bicyclist Fatalities in last 5 years: 0 (Reported by applicant) Fall 2022 BFC Public Survey Response Summary for Bozeman, MT Bozeman’s Bike Links Bike Network Map, if available: https://bozeman.maps.arcgis.com/apps/webappviewer/in- dex.html?id=2ad7cbb1b07a48a195435755661a744c Bike Plan, if available: N/A - no bike plan How satisfied are you with how this community is designed for making bike riding safe? (n = 10) Is it safe or dangerous to ride a bicycle in your neighborhood, or does it depend? (n = 10) What is the number one change you would most like to see the local government make in this community for bicyclists? (n = 10) 1. More bike paths (30.00%) 2. More bike lanes (20.00%) 3. Increase police enforcement of traffic laws for drivers (20.00%) Very Satisfied (0.00%) Somewhat Satisfied (40.00%) Neither Satisfied nor Dissatisfied (0.00%) Somewhat Dissatisfied (30.00%) Very Dissatisfied (30.00%) Award: Silver | Fall 2022 Award History: Silver since 2012. BICYCLE FRIENDLY COMMUNITY REPORT CARD Page 1 of 5 21937 21937 21937 Bozeman Bozeman, MT MT Survey: Bozeman, MT 21937 Bozeman, MT Bozeman, MT 21937 Bozeman, MT Bozeman, MT 21937 Bozeman, MT 30+60+10Safe (10.00%) It Depends (60.00%) Dangerous (30.00%)a+100+7040The 5 Es Category Scores Bozeman Max Score this round Engineering 22%62% Education 7%60% Encouragement 41%61% Evaluation & Planning 18%64% Equity & Accessibility 13%57% Percentages shown above are the points received out of points available in that category. See pages 2-3 for Bozeman’s subcategory points earned within each Category. Note: Bozeman received fewer than 12 responses to the BFC public survey in Fall 2022. The League strongly encourages BFC applicants to distribute the public survey as widely as possible the next time your community applies to the BFC program, to get input from as many cyclists — and potential cyclists — as possible. 302 Bozeman earned 22% of the points available in the Engineering Category. Below is the breakdown of points that Bozeman earned in each subcategory of the Engineering section compared to the total points available in that respective subcategory from the Fall 2022 BFC application. Engineering SubcategoriesBozeman’s Subcategory Points in Engineering Policies and Design Standards for the Built Environment3 / 38 pts End-of-Trip Facilities13 / 41 pts Bicycle Network 36 / 126 pts Network Maintenance12 / 32 pts Bicycle Access to Public Transportation4 / 22 pts Bike Sharing0 / 25 pts Other Bicycle-Related Amenities2 / 6 pts Regional Coordination1 / 16 pts Engineering Bonus Points1 / 9 pts Overall Engineering Score:22% of available points About this Report Card The following scores are based on the online application submitted by Bozeman in the Fall 2022 Bicycle Friendly Community (BFC) submission round. These scores reflect a combination of automatically-gener- ated points earned through the online application, as well as judge-assigned points and bonus points given by BFC reviewers. The League updated its Bicycle Friendly Community application and awards criteria in the Summer of 2022, after nearly a year of research, focus groups, interviews, listening sessions, and other outreach. The updated application includes a new section on Equity and Accessibility, and other changes throughout. As such, this Bicycle Friendly Community Report card is a beta version as we refine our new scoring system and develop a greater understanding of how to convey new information. All Fall 2022 BFC Report Cards (including this one) will be republished with updated scores if there are changes to the points system after the next round of Bicycle Friendly Community applications. To learn more about the BFC application and awards criteria, please visit https://bikeleague.org/community. Page 2 of 5 Bozeman earned 22% of the points available in the Engineering Category. Below is the breakdown of points that Bozeman earned in each subcategory of the Engineering section compared to the total points available in that respective subcategory from the Fall 2022 BFC application. Engineering Subcategories Bozeman’s Subcategory Points in Engineering Policies and Design Standards for the Built Environment 3 / 38 pts End-of-Trip Facilities 13 / 41 pts Bicycle Network 36 / 126 pts Network Maintenance 12 / 32 pts Bicycle Access to Public Transportation 4 / 22 pts Bike Sharing 0 / 25 pts Other Bicycle-Related Amenities 2 / 6 pts Regional Coordination 1 / 16 pts Engineering Bonus Points 1 / 9 ptsENGINEERING Bozeman earned 7% of the points available in the Education Category. Below is the breakdown of points that Bozeman earned in each subcategory of the Education section compared to the total points available in that respective subcategory from the Fall 2022 BFC application. Education Subcategories Bozeman’s Subcategory Points in Education Youth Bicycle Education 2 / 71 pts Adult Bicycle Education 6 / 47 pts Motorist Education 1 / 28 pts Bicycle Safety Education Resources 5 / 22 pts Inclusive Education 0 / 22 pts Education Bonus Points 1 / 8 ptsEDUCATION 303 Page 3 of 5 Bozeman earned 13% of the points available in the Equity & Accessibility Category. Below is the breakdown of points that Bozeman earned in each subcategory of the Equity & Accessibility section compared to the total points available in that respective subcategory from the Fall 2022 BFC application. Equity & Accessibility Subcategories Bozeman’s Subcategory Points in Equity & Accessibility Equity & Accessibility Staffing, Committees, & Partnerships 15 / 38 pts Equity Data Collection & Goals 0 / 20 pts Equity & Accessibility Policies & Plans 1 / 38 pts Equity & Accessibility in Engineering 2 / 35 pts Equity & Accessibility in Education 0 / 35 pts Equity & Accessibility in Encouragement 7 / 35 pts Equity & Accessibility in Evaluation & Planning 9 / 35 pts Equity & Accessibility Bonus Points 0 / 15 ptsEQUITY & ACCESSIBILITYBozeman earned 41% of the points available in the Encouragement Category. Below is the breakdown of points that Bozeman earned in each subcategory of the Encouragement section compared to the total points available in that respective subcategory from the Fall 2022 BFC application. Encouragement Subcategories Bozeman’s Subcategory Points in Encouragement Encouragement Policies, Programs and Partnerships 9 / 22 pts Route-Finding Support 8 / 10 pts Bicycle Culture and Promotion 37 / 99 pts Access To Bicycle Equipment and Repair Services 21 / 49 pts Reducing Work-Related/Fleet VMT 5 / 10 pts Encouragement Bonus Points 1 / 8 ptsENCOURAGEMENT Bozeman earned 18% of the points available in the Evaluation & Planning Category. Below is the breakdown of points that Bozeman earned in each subcategory of the Evaluation & Planning section compared to the total points available in that respective subcategory from the Fall 2022 BFC application. Evaluation & Planning Subcategories Bozeman’s Subcategory Points in Evaluation & Planning Staffing And Committees 6 / 42 pts Public Engagement for Bicycle Planning 12 / 33 pts Planning, Funding, And Implementation 2 / 46 pts Evaluating The Bicycle Network 0 / 21 pts Evaluating Ridership 8 / 21 pts Evaluating & Improving Safety Outcomes 8 / 38 pts Evaluation & Planning Bonus Points 1 / 8 ptsEVALUATION & PLANNING304 FEEDBACK TO IMPROVE: To maintain and improve on Bozeman’s Silver-level Bicycle Friendly Community award, BFC Reviewers recommend… »BFC Reviewers believe that Bozeman’s 2022 BFC application did not fully reflect all the ongoing bicy- cle-friendly activities and efforts underway in Bozeman. The BFC application itself is designed to be a use- ful tool to encourage collaboration across city departments and among local community groups and other public, private, and non-profit partners. The next time Bozeman renews its BFC designation, the League strongly encourages future applicants to engage with a wider range of local partners and stakeholders, both to better capture all the local work that is actually happening, and to facilitate greater ongoing en- gagement and collaboration to help the community improve faster. »The Belonging in Bozeman - Equity & Inclusion Plan seems like a great way for Bozeman to enhance eq- uitable outcomes, however, it was not mentioned in this application. This work should be integrated into transportation planning efforts to ensure that Bozeman’s transportation outcomes are also equitable. »Continue to improve and expand the low-stress bike network for all ages and abilities, and ensure that your community follows a bicycle facility selection criteria that increases separation and protection of bicyclists based on levels of motor vehicle speed and volume. »Work to better maintain existing bike infrastructure and create maintenance plans that can be incorpo- rated into current budgeting processes. Consider ongoing needs around repaving, repainting, vegetation, sweeping, and winter maintenance of bike facilities to better enable safe, year-round biking. »Lower speed limits on residential streets to 20 mph or less. Introduce road diets and traffic calming mea- sures to ensure compliance. Develop a system of bicycle boulevards, utilizing these quiet neighborhood streets, that creates an attractive, convenient, and comfortable cycling environment welcoming to cyclists of all ages and skill levels. Use the Bicycle Boulevards section of the NACTO Urban Bikeway Design Guide for design guidelines. »Establish a bike share system, bicycle lending library, or rental program targeting visitors and residents. Explore e-bikes, adaptive bikes, trikes, etc. to make the program accessible to all. This can still be accom- plished and supplement any potential scooter share options that may also come to Bozeman. »In-school bicycle safety education should be a routine part of education for students of all ages, and schools and the surrounding neighborhoods should be particularly safe and convenient for biking and walking. Work with local bicycle groups and interested parents to create Safe Routes to School program- ming and on-bike learning opportunities at all K-12 schools. Providing bicycles in schools for on-bike ed- ucation is strongly encouraged to ensure that all students can learn to safely ride a bicycle regardless of the availability of a bicycle in their household. »Work with the local school district and other agencies to appoint or hire a new Safe Routes to School Coordinator to focus on improving education for students and improving the bikeway network around schools. »Develop bicycle education opportunities for adults. Consider ways to target demographics who currently do not feel safe riding with classes or events that address their concerns and create an inclusive, welcom- ing environment. Bozeman, MT Award: Silver | Fall 2022 | Award History: Silver since 2012. BICYCLE FRIENDLY COMMUNITY REPORT CARD Page 4 of 5 305 FEEDBACK TO IMPROVE, CONTINUED: MORE RESOURCES FOR IMPROVING YOUR COMMUNITY: »League of American Bicyclists: https://www.bikeleague.org »Resources for Building a Bicycle Friendly Community: https://bikeleague.org/BFC_Resources »About the BFC Application Process: https://bikeleague.org/content/about-bfc-application-process »The Five E's: https://bikeleague.org/5-es »The League’s Benchmarking Project on Biking and Walking Data and Reports: https://data.bikeleague.org »Bicycle Friendly State Rankings and Report Cards: https://bikeleague.org/state »Bicycle Friendly Business Program: https://bikeleague.org/business »Bicycle Friendly University Program: https://bikeleague.org/university »Smart Cycling Education Program: https://bikeleague.org/ridesmart »Advocacy Reports and Resources from the League: http://bikeleague.org/reports »Federal Funding Resources from the League: https://bikeleague.org/content/federal-funding-resources »Pedestrian and Bicycle Funding Opportunities from U.S. DOT Transit, Safety, and Highway Funds: https://www.fhwa.dot.gov/environment/bicycle_pedestrian/funding/funding_opportunities.pdf BICYCLE FRIENDLY COMMUNITY REPORT CARD Bozeman, MT Award: Silver | Fall 2022 | Award History: Silver since 2012. Page 5 of 5 »Increase the number of local League Cycling Instructors (LCIs) in your community, either by hosting an LCI seminar or sponsoring a City staffer or local bike advocate to attend an existing seminar elsewhere. Having several active instructors in the area will enable you to expand cycling education for youth and adults, recruit more knowledgeable cycling ambassadors, deliver Bicycle Friendly Driver education to mo- torists, and have experts available to assist in encouragement programs. »Encourage more local businesses, agencies, and organizations to promote cycling to their employees and customers and to seek recognition through the Bicycle Friendly Business program. City Hall or other mu- nicipal buildings could apply to the BFB program as an employer to lead by example. »Continue to use the Transportation Advisory Board for their expertise and help with community engage- ment and planning. Consider whether a bike-specific subcommittee would be helpful to advance the community’s biking goals, and ensure that the members of the TAB reflect the diversity and ability levels of cyclists in your community. »Develop and adopt an official dedicated bicycle master plan for your community. A bicycle master plan is a critical step to improving conditions for bicycling and institutionalizing processes for continual improve- ment, and should include specific and measurable goals and dedicated funding for implementation. Your bike plan should also build upon the recommendations of the 2017 Transportation Master Plan, the TDM Work Plan, and the new forthcoming Parks, Recreation & Active Transportation Plan to create a safe, com- fortable, and connected bicycle network. 306