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HomeMy WebLinkAbout07-31-23 Public Comment - A. Breurer - for Transportation Advisory BoardFrom:abigailbreuer@gmail.com To:Agenda Subject:[EXTERNAL]for Transportation Advisory Board Date:Saturday, July 29, 2023 1:20:32 PM Attachments:BHS_Traffic Access Study_TD&H.pdf CAUTION: This email originated from outside of the organization. Do not click links or open attachments unless you recognize the sender and know the content is safe. Dear City of Bozeman Transportation Advisory Board, I am glad the City Commission voted lower speed limits on some larger streets and to make reduced speed limits permanent in school and park zones. As a 19-year resident of North 11th Avenue, across from BHS, I support the effort. I am also skeptical the change will result in improvement on North 11th Avenue without substantial enforcement. In fact, change to the configuration of North 11th Avenue, which is an uninterrupted straightaway from Main to Durston, is warranted to reduce the road’s design speed. Moreover, as part of the impetus for this change comes from the tragic death of a beloved BHS teacher, I wish to ensure you are aware of the very real hazard to students, commuters and residents created in 2010 when the Bozeman School District removed the on-campus pick up and drop off area from the former CJ Middle School building (at N 11th and Villard) and reconfigured it into what is now the North 11th Entrance to BHS. As it stands, the North 11th Entrance to BHS violates local, state and national norms on safe school entry (see further information below). Because K-12 bus transfer takes place on the street at the North 11th Entrance, parents do not have an option for right-hand school drop off either from the street or, as safe practice would require, on school property. Rather, students are dropped off in any of number of locations along N 11th, N 10th or Villard, with the area at N 11th and Villard (which is effectively an unsigned, multi-way stop) serving as a bottleneck for students attempting to use the crosswalk or crossing in other locations, while at the same time parents pull into traffic and turn in any of number of directions to/from North 11th, Villard, or the teachers’ parking lot. North 11th Avenue neighbors petitioned the City for a traffic study in 2021 and suggested that "bulb outs" [i.e. additional pedestrian area within the street] at North 11/Villard would be a minimum safety precaution. However, truly, additional traffic calming measures that would involve changes to parking along with adding planters and curves are in order. Below, please find background and documentation regarding the North 11th Entrance that have been brought to the attention of the School District starting in 2013, and, more recently, to the City’s neighborhood and engineering departments, along with its parking division. Thank you for your attention and service to our City. Sincerely, Abigail Breuer _______________________________________________________________________________________________ The 2010 redevelopment of BHS pushed a new, principal entrance to within 72’ of the center line of North 11th Avenue. [N.B. This is four times below the average of the 15 largest high schools in Montana]. By moving the entrance to the curb and removing the pick up and drop off area that had allowed for on-campus vehicle stacking and safe student drop off at the former CJ Middle School building, these activities were effectively pushed onto North 11th Avenue and into the adjacent neighborhood, affecting a 3-block radius. At present, they remain a daily hazard for the K-12 students using the area for bus transfer and school entry, in addition for all drivers, passers’ by, and area residents. The overloading of functions (bus drop off, pedestrian entry, vehicle ingress, and vehicle drop off) at the North 11th Entrance fails 8 of 21 generalized principles for safe entry, according to a 2004 Federally-sponsored meta-analysis of safe school entry.[i] In fact, the overloading of functions and physical layout are used as “an example to avoid” in more than one section of the study. The District’s own traffic study (attached), carried out by a well-regarded state expert, confirms this finding: “The most congested and operationally challenged street is N 11th Avenue. Even though it has the least volume of school traffic, the geometrics contribute to conflicts which areexacerbated by having all 12 buses using the street for pick-up and drop-off operations.The most important modifications would be removal of the bus operations from the street and relocation to an internal campus area. The new location would need to have ease of access and sufficient storage for autos as well as busses if pick-up and drop-off activities on N 11th Avenue were to be minimized.”[ii] The study includes two options for development of an on-campus pick up and drop off area from North 11th. These demonstrate that ease of access means a same-side solution, rather than confounding the options depicted for North 15th Avenue in the same study with a solution for the North 11th Avenue Entrance. As summed up by former School District facilities director Todd Swinehart in the Bozeman Daily Chronicle regarding pick up and drop off along North 11th Avenue: “’It comes down to 10 minutes of chaos,’ he said, or maybe ‘15.’”[iii] The North 11th Entrance was not subject to standard review or impact identification when put in place in 2010. Nor was it re-examined in subsequent planning processes for the 2020 BHS campus additions. Rather, in planning for the current configuration of BHS, the School District effected a piecemeal process that prioritized the stadium (and subsequently, at City insistence, the roundabout and Ruth Thiebault entry area) and, only then, the new classroom building and auditorium along North 11th Avenue. No City or other third-party review has taken place for the redevelopment of the former CJ building into the campus’s North 11th Entrance and adjacent teacher’s parking lot. This is just one of several campus irregularities that led to the 2012 Interlocal Agreement between the City and the School District to allow for standard review, given the District’s exemption from the UDO. Unfortunately, these outliers and the use of the City street for K-12 bus transfer continue to pose a hazard to students and other area users as Bozeman streets grow busier and driver courtesy diminishes. [i] Texas Transportation Institute. Traffic Operations and Safety at Schools: Recommended Guidelines. 2004. Summary of research performed in cooperation with the Texas Department of Transportation and the U.S. Department of Transportation, Federal Highway Administration [ii] Marvin & Associates/TD&H. Traffic Access Study for Existing Bozeman High School. February 14, 2017; page 24. [iii] Bozeman Daily Chronicle. Hallways to Become ‘Learning Streets’ at New High School. Gail Schontzler. October 13, 2017. TRAFFIC ACCESS STUDY for EXISTING BOZEMAN HIGH SCHOOL Bozeman, Montana Prepared for TD&H ENGINEERING Prepared by MARVIN & ASSOCIATES 1300 North Transtech Way Billings, MT 59102 February 14, 2017 TRAFFIC ACCESS STUDY for EXISTING BOZEMAN HIGH SCHOOL Bozeman, Montana Prepared for TD&H ENGINEERING Prepared by MARVIN & ASSOCIATES 1300 North Transtech Way Billings, MT 59102 February 14, 2017 P.T.O.E. # 259 i TABLE OF CONTENTS PAGE INTRODUCTION 1 EXISTING CONDITIONS 2 Streets & Intersections 3 Existing Traffic Volumes 3 On-site Access Traffic 6 On-street Pick-up & Drop-off Traffic 7 Total Existing BHS Traffic 7 Capacity 8 TRIP GENERATION 10 TRIP DISTRIBUTION 12 FUTURE OPERATIONS 14 Traffic Volumes 14 Capacity 17 EVALUATION OF IMPROVEMENT CONCEPTS 19 Concept Alternatives Considered and Ruled-out 19 Beall Street Access 19 Main Street to Beall Street Connection 19 Durston Road Access 20 N 15th to N 11th Avenue Connection 20 N 15th Avenue Design Options 21 N 15th Avenue One-way Loop Road Option A 21 N 15th Avenue One-way Loop Road Option B 21 N 11th Avenue Improvement Options 24 N 11th Avenue Option A 24 N 11th Avenue Option B 24 Main Street Access Improvements 27 Design Options Capacity 27 CONCLUSIONS & RECOMMENDATIONS 29 ii APPENDIX A – Traffic Volume Counts APPENDIX B–1 Existing Capacity Calculations APPENDIX B-2 Future Capacity Calculations APPENDIX B-3 Concept Capacity Calculations LIST OF TABLES PAGE Table 1. Bozeman High School Existing Vehicular Access Traffic 6 Table 2. On-street Pick-up & Drop-off Vehicular Traffic 7 Table 3. Total Site Vehicular Access Traffic 8 Table 4. Existing Peak Hour Capacity Analysis Summary 9 Table 5. Bozeman Trip Generation by Phase 11 Table 6. Bozeman High Schools Pick-up & Drop-off Trips by Phase 12 Table 7. Future Year 2035 Peak Hour Capacity Analysis Summary 18 Table 8. Optional Improvements Critical Intersections – Capacity Analysis Summary 28 LIST OF FIGURES PAGE Figure 1. Peak AM Hour Traffic Counts November 2016 4 Figure 2. Peak PM Hour Traffic Counts November 2016 5 Figure 3. Peak AM & PM Hour School Traffic Distribution 13 Figure 4. Future Peak AM Hour Traffic Year 2035 15 Figure 5. Future Peak PM Hour Traffic Year 2035 16 Figure 6. Beall Street Access & Pick-up Crop-off Improvements Option A 22 Figure 7. Beall Street Access & Pick-up Crop-off Improvements Option B 23 Figure 8. N 11th Avenue Bus Loading Option A 25 Figure 9. N 11th Avenue Bus Loading Option B 26 Existing Bozeman High School Traffic Access Study   MARVIN & ASSOCIATES 2/7/2017 1    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY  INTRODUCTION This report summarizes the findings of a traffic access study for improvements to the existing Bozeman High School (BHS) campus, which is located on the north side of Main Street between N 11th and N 15th Avenues in Bozeman, Montana. Marvin & Associates was retained by TD&H Engineers to provide analysis of potential site access improvements that could be implemented as a part of overall campus restructuring. Improvements to the exiting high school are being driven by planning efforts associated with the new high school, which will be located North of Durston Road between Flanders Mill Road and Cottonwood on the western fringe of the Bozeman city limits. The primary purpose of this study was to evaluate specific access and circulation improvement options that could be incorporated into the site design to improve traffic flow and safety on the adjacent streets. Traffic impact studies are required by the Bozeman Municipal Code (BMC) and analysis of arterial and collector intersections with a 0.5-mile radius of the development is required. This study is somewhat different since planned site improvements would not increase site traffic. In fact, future trips to and from the site will actually be reduced to 70% of existing site traffic. Since site improvements would result in improved efficiency at arterial and collector intersections, analysis of those intersections was not included in this study. Having reviewed the proposed site plan, Marvin & Associates completed an extensive analysis of existing conditions, addressed trip generation, trip distribution and future traffic conditions. The traffic analysis evaluated existing intersection capacity and safety operations and developed potential improvement options based on public input and stated objectives of the high school staff. CTA Architects, as the lead planners on the campus improvements, provided guidance in development of options addressed herein.   MARVIN & ASSOCIATES 2/7/2017 2    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY  Methodologies and analysis procedures within this study employ the latest technology and nationally accepted standards for site development and transportation impact assessment. Conclusions and recommendations made within this report are based on accepted standards and the professional judgment of the author, with consideration of the traveling public’s interests as a primary objective EXISTING CONDITIONS Streets & Intersections Streets surrounding the existing high school are Main Street, N 15th Avenue, and N 11th Avenue. Study intersections include all of the high school accesses to these three streets. There are three accesses to N 15th Avenue: North parking lot access, south parking lot access. and the Beall Street access. N 15th Street is a collector street that begins at Main Street and continues north to a point north of Oak Street. N 15th Avenue is approximately 36’ wide and carries two lanes of traffic. Beall Street is a 36’ wide local street that intersects N 15th Avenue at the main access to the BHS campus. There are five school accesses to Main Street: the western parking lot access, which is 220’ east of the N 15h Avenue – Main Street Intersection; the middle parking lot access; the eastern parking locate access; the loop road egress access, which is 50’ east of the eastern access; and the loop road ingress access, which is approximately 360’ west of the N 11th Avenue – Main Street intersection. Main Street is an east-west principal arterial street that spans the entire urban area of Bozeman. Main street carries two lanes of traffic in each direction and has a continuous two-way left-turn lane in the middle. Almost all of the adjacent land on Main Street consists of commercial properties.   MARVIN & ASSOCIATES 2/7/2017 3    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY  There are two site access on N 11th Avenue: the northern parking lot access is at Villard Street and an on-street parking area that extends to the north and south of Mendenhall Street. N 11th Street is classified as a collector street which begins south of the Montana State University campus and continues north to an intersection with Durston Road. N 11th Avenue is approximately 50’ wide and carries two lanes of traffic, with parking allowed on both sides of the street. All of land on the east side of N 11th Avenue is occupied by single family residential housing. Existing Traffic Volumes TD&H Engineering provided Mio-vision camera files for all of the existing BHS site accesses. The videos were processed and summaries of the traffic counts for both am and pm peak hour periods can be found in Appendix A of this report. The summaries are reported in 15 minute periods and the highest 4 consecutive periods determined the peak am and pm hours. Peak hour factors were calculated based on the total volumes entering the intersections during the peak hours. It was determined that the am peak hour is typically between 7:30 and 8:30 while the pm peak hour is between 3:15 and 4:15. Figures 1 and 2, on the following pages illustrate the intersection turning movement counts at the eleven site access intersections during the am and pm hours respectively. Included in those figures is the intersection of N 15th and the commercial access just south of Beall Street. Peak 15 minute summaries are not included in Appendix A for this intersection because the variation in volumes during the peak hours are replicated by the summaries for the Beall Street intersection. Other counts not included in Figures 1 and 2 are on-street, pick-up and drop-off counts taken on N 11th Avenue intersections with Villard Street and Mendehall Street, as well as on-street pick-up and drop-off operations on Main Street.   MARVIN & ASSOCIATES 2/7/2017 4    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY    MARVIN & ASSOCIATES 2/7/2017 5    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY    MARVIN & ASSOCIATES 2/7/2017 6    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY  On-site Access Traffic The summation of traffic accessing internal parking and circulations of the BHS campus can be seen in Table 1. There are three streets that provide access to the campus as detailed in Table 1. On N 11th Avenue there were 202 vehicle trips, 144 entering and 58 exiting the campus during the am hour and 203 during the pm hour. It was assumed that the difference between the vehicles entering and exiting the campus were pick-up and drop-off vehicles, as indicated in Table 1. The remainder of vehicles remained as parked vehicles within the campus. Overall, there were 1102 vehicle trips in the am hour and 947 trips in the pm hour. Of those totals there were 312 pick-up/drop-off trips in the am hour and 364 in the pm hour. Enter Exit Enter Exit AM Hour PM Hour AM Hour PM Hour Villard Street & N 11th Avenue 129 38 68 117 91 -49 38 68 Mendenhall Street & N 11th Avenue 15 20 7 11 -5 -4 20 7 144 58 75 128 86 -53 58 75 North Access on N 15th Avenue 95 0 2 52 95 -50 0 2 South Access on N 15th Avenue 101 3 6 73 98 -67 3 6 Beall Street & N 15th Avenue 182 138 103 119 44 -16 138 103 378 141 111 244 237 -133 141 111 West Parking Access on Main Street 28 7 3 24 21 -21 7 3 Middle Parking Access on Main Street 103 2 13 54 101 -41 2 13 East Parking Access on Main Street 46 11 70 28 35 42 11 70 Main Street Loop Road Exit 0 93 0 105 -93 -105 93 0 Main Street Loop Road Entrance 91 0 92 0 91 92 0 92 268 113 178 211 155 -33 113 178 Total Vehicular Access = 790 312 364 583 478 -219 312 364 Pick-up/Drop-offPeak AM 7:30-8:30 Peak PM 3:15-4:15 Net Vehicles Parked Subtotal N 11th Avenue Accesses Subtotal N 15th Avenue Accesses Subtotal Main Street Accesses Table 1. Bozeman High School Existing Vehicular Access Traffic Access Location   MARVIN & ASSOCIATES 2/7/2017 7    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY  On-street Pick-up & Drop-off Traffic Table 2 provides a summary of pick-up and drop-off traffic volumes on Main Street and on N 11th Avenue. It can be seen that there were 133 vehicles on both streets during the am hour and 68 in the pm hour. It should be noted that each vehicle represents two trips, an arrival trip and a departure trip. Thus, in the am hour there were 133 vehicles arriving and 133 vehicles departing for a total of 266 trips. Total Existing BHS Traffic Table 3, on the following page, presents a summary of all trips associated with school operations. The total number of vehicles on-site and on-street are shown and the number of vehicles that do not park (i.e. pick-up and drop-off) vehicles are noted. These numbers are used to predict future trips that will be associated with enrollment at the existing and future high schools. Table 2. On-street Pick-up & Drop-off Vehicular Traffic AM Hour PM Hour N 11th Avenue West Side South of Villard 27 11 East Side South of Villard 51 21 West Side North of Mendenhall 31 4 East Side North of MendenHall 3 2 Subtotal N 11th Avenue 112 38 Main Street East of Loop Road Entrance 9 9 West of Loop Road Entrance 12 21 Subtotal Main Street 21 30 Total On-street Pick-up Drop-Off 133 68   MARVIN & ASSOCIATES 2/7/2017 8    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY  Capacity Peak am and pm hour existing capacity calculations were completed for the existing site access intersections using the HCS7 software package (see Appendix B-1). Table 4, on the following page, summarizes the results of the capacity calculations. Since two of the Main Street accesses account for the majority of site traffic (eastern access and the loop road egress access) and the separation distance between them is minimal, the ingress and egress traffic at those accesses were combined and capacity calculations in Table 4 represent the worst case condition for Main Street access intersections. Measures in Table 4 include control delay (seconds/vehicle), level of service (LOS), volume-to-capacity (v/c) ratio, and 95% queue length. The calculation results showed that all approach movements for each of the access intersections currently operate at or above a LOS “C”, with the exception of the westbound leg of the Beall Street and N 15th Avenue intersection; the southbound left-turn movement at the Main Street access; and the westbound Mendenhall Street approach at N 11th Avenue during the peak pm hour. The eastbound Beall street approach operates at LOS “D”; the southbound left-turn movement at Main Street operates at LOS “E”; and the Mendenhall Street approach at N 11th Avenue operates at LOS “D”. Enter Exit Enter Exit Parking Access 790 312 364 583 On-street Access 133 133 68 68 Total Vehicles 923 445 432 651 Parking Lot PU/DO 312 312 364 364 On-street PU/DO 133 133 68 68 Total PU/DO 445 445 432 432 AM HOUR PM HOUR Table 3. Total Site Vehicular Access Traffic   MARVIN & ASSOCIATES 2/7/2017 9    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY  LR L Control Delay (s/veh)14.1 8.1 LOS BA V/C Ratio 0.01 0.10 Queue Length (95%)01 LR L Control Delay (s/veh)16.9 8.5 LOS CA V/C Ratio 0.21 0.00 Queue Length (95%)10 LTR LTR LTR LTR Control Delay (s/veh)13.9 11.4 7.9 8.1 LOS BBAA V/C Ratio 0.06 0.01 0.01 0.02 Queue Length (95%)1001 LTR LTR LTR LTR Control Delay (s/veh)17.5 17.3 8.0 8.2 LOS CCAA V/C Ratio 0.00 0.24 0.00 0.00 Queue Length (95%)0100 LTR LTR LTR LTR Control Delay (s/veh)17.5 24.7 7.6 8.1 LOS CCAA V/C Ratio 0.34 0.48 0.01 0.08 Queue Length (95%)2301 LTR LTR LTR LTR Control Delay (s/veh)22.2 25.4 8.2 8.1 LOS CDAA V/C Ratio 0.39 0.45 0.07 0.05 Queue Length (95%)2311 LTR LTR LTR L R Control Delay (s/veh)9.5 10.3 12.1 21.1 12.4 LOS ABBCB V/C Ratio 0.01 0.00 0.00 0.06 0.18 Queue Length (95%)00111 LTR LTR LTR L R Control Delay (s/veh)12.8 9.6 11.3 35.4 19.9 LOS BABEC V/C Ratio 0.07 0.00 0.00 0.03 0.38 Queue Length (95%)10012 LTR LTR LTR LTR Control Delay (s/veh)13.7 14.6 8.6 7.6 LOS BBAA V/C Ratio 0.11 0.08 0.09 0.02 Queue Length (95%)1111 LTR LTR LTR LTR Control Delay (s/veh)15.0 16.2 7.8 8.0 LOS CCAA V/C Ratio 0.30 0.14 0.03 0.04 Queue Length (95%)2111 LRLTR L Control Delay (s/veh)12.9 9.8 13.7 7.7 LOS BAB A V/C Ratio 0.00 0.03 0.25 0.01 Queue Length (95%)011 0 LRLTR L Control Delay (s/veh)15.5 10.0 26.9 7.7 LOS CBD A V/C Ratio 0.00 0.02 0.67 0.00 Queue Length (95%)015 0 Movement Group Intersection Overall LOS Table 4. Existing Peak Hour Capacity Analysis Summary Movement Group North 15th Street & North Parking Access Peak PM Hour Movement Group North 15th Street & North Parking Access Peak AM Hour North 15th Street & South Parking Access Peak PM Hour Intersection MOE EB WB NB SB Movement Group North 15th Street & South Parking Access Peak AM Hour B Overall LOS B Overall LOS B B Overall LOS C Overall LOS C Overall LOS North 11th Street & Villard Street Peak PM Hour B North 15th Street & Beall Street Peak PM Hour Movement Group C Movement Group Movement Group Overall LOS Main Street & East -Loop Road Access Peak PM Hour Movement Group North 15th Street & Beall Street Peak AM Hour Movement Group Movement Group Overall LOS North 11th Street & Villard Street Peak AM Hour B Overall LOS C Overall LOS Main Street & East -Loop Road Access Peak AM Hour Overall LOS North 11th Street & Mendenhall Street Peak AM Hour B Movement Group Overall LOS North 11th Street & Mendenhall Street Peak PM Hour C Movement Group   MARVIN & ASSOCIATES 2/7/2017 10    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY  Operational observations of the site access intersections generally confirm capacity calculation results. However, there are also operational conditions that are not reflected in the capacity calculations at two of the intersections. The intersection of Beall Street and N 15th Avenue has a significant a volume of pedestrian traffic during the peak pm hour which tends to make the intersection operate as an all-way stop for at least 20 minutes of the peak hour. In addition, the commercial access that enters N 15th Avenue from the west, approximately 75’ south of Beall Street, acts like an operational encroachment on the intersection and operates as a fifth leg of the intersection. Therefore, conflicts created by the commercial access affect both the safety and efficiency of the intersection. At the Mendenhall Street intersection with N 11th Avenue, access to and from the on- street school parking area has less than ideal geometrics and vehicles enter and exit N 11th Avenue at acute angles. When random vehicle positioning is combined with high pedestrian crossing numbers, there are both safety and efficiency concerns. Actual delays and vehicles queues on Mendenhall appear to be higher than the calculations would suggest, which is created by driver decision overload. TRIP GENERATION Table 5 shows the trip generation estimates that would be associated with both the existing high school and the new high school in future phases of development. An assessment of trip generation using the ITE Trip Generation Report, Ninth Edition was made and it was determined that existing BHS traffic counts are at least twice as high as the ITE rates would indicate. The reason for this is probably due to the fact that the average rates in ITE came from samples that are outdated. This is a common situation for most schools because of a tremendous increase in pick-up and drop-off rates that have occurred over the past 10 years. Thus, existing documentation of BHS traffic would   MARVIN & ASSOCIATES 2/7/2017 11    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY  provide a more realistic estimate of future trip generation than the ITE rates. The trip generation estimates shown in Table 5 are associated with both the existing high school and the new high school for future phases of development. The gross number of average weekday trips (AWT) for full occupancy of both the new school and the old school was projected to be approximately 4,740 and the initial occupancy of the new school of 650 students would leave the existing BHS with 1,750 students generating approximately 5,630 AWT. The future am peak hour would be the highest peak hour in the day with a maximum of 960 trips (643 entering and 317 exiting the site). The difference between entering and exiting trips in the am hour accounts for students, school employees, and staff that enter the site, but don’t typically exit the site until the peak pm hour. During the am peak hour, most traffic enters and exits the site in a very short period since parents are dropping off students. The second highest peak hour is the school pm peak hour, which typically occurs between 3:15 and 4:15 pm, with the maximum being 765 trips with 306 entering and 459 exiting the site. During this period of the day, many vehicles arrive over a 20 to 25-minute period No. of Rate Total Total Total Land Use Units Units Rate Trips Rate Trips Enter Exit Rate Trips Enter Exit Existing High School 2140 Students 1 6762 2 1370 918 452 3 1091 436 655 Year 2020 New School Opening Existing High School 1750 Students 1 5530 2 1120 750 370 3 893 357 536 New High School 650 Students 1 2054 2 416 279 137 3 332 133 199 Maximum Future Capacity Existing High School 1500 Students 1 4740 2 960 643 317 3 765 306 459 New High School 1500 Students 1 4740 2 960 643 317 3 765 306 459 1 - (T) = 3.16(X) 2 - T = 0.64(X)(71% Enter) 3 - T=0.51(X) (38% Enter) Base on Traafic Counts at Existing Bozeman High School Novemeber 2016 Table 5. Bozeman High Schools Trip Generation by Phase Peak AM HourAve. Weekday School PM Hour   MARVIN & ASSOCIATES 2/7/2017 12    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY  beginning prior to dismissal time. Once school is dismissed, vehicles exit the site as fast as capacity of the access facilities will allow. This is the period of time when vehicles need to be stored on-site or at locations that do not impact through traffic flows. Table 6 presents the number of pick-up and drop-off trips that would be associated with the existing and new high schools in the future. Table 6 trips are already included in the total trips found in Table 5 and are separated for the purpose of estimating vehicle storage requirements for the pick-up and drop-off operations. TRIP DISTRIBUTION Volume counts were used to determine the directional distribution of traffic to the BHS campus. Figure 3 illustrates the percentage of total trip distribution on each street surrounding the BHS campus. The percentage trip distribution cannot be translated to trip distribution in the classical sense of a Traffic Impact Study, since the four intersections at each corner of the BHS property were not included in the scope of the traffic study, as was previously noted. Total Total Trips Enter Exit Trips Enter Exit Existing High School 890 445 445 864 432 432 Year 2020 New School Opening Existing High School 728 364 364 707 354 354 New High School 270 135 135 263 132 132 Maximum Future Capacity Existing High School 624 312 312 606 303 303 New High School 624 312 312 606 303 303 Peak AM Hour School PM Hour Table 6. Bozeman High Schools Pick-up Drop-off Trips by Phase   MARVIN & ASSOCIATES 2/7/2017 13    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY    MARVIN & ASSOCIATES 2/7/2017 14    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY  FUTURE OPERATIONS 2035 Traffic Volumes Land surrounding both N 15th Avenue and N 11th Avenue is fully developed and future traffic growth of those streets would be dependent upon developments far removed for the immediate area. Even though potential for future traffic growth is limited, it was assumed that through traffic would increase by approximately 10% over the next 15 years. Traffic on Main Street would have more potential for growth. If traffic on Main Street increased at a rate similar to Bozeman’s population growth, an increase of 30% to 40% could be achieved. However, within the next 15 years parallel east-west arterials will have been extended and improved. It is anticipated that new arterial streets will provide some relief and it was assumed that Main Street growth will only increase by 20% in the next 15 years. Figures 4 and 5 on the following pages illustrate year 2035 traffic projections at the study intersections. In comparing Figure 4 and 5 to Figures 1 and 2, it can be seen that traffic on N 15th Avenue and N 11th Avenue would not be significantly different because of the 30% decrease in student enrollment. Thus, increased background traffic would be partially offset by decreased localized school traffic. Future traffic projections shown in Figures 4 and 5 do not include any access improvements that could be implemented, as discussed within the improvement concepts section of this report.   MARVIN & ASSOCIATES 2/7/2017 15    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY    MARVIN & ASSOCIATES 2/7/2017 16    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY    MARVIN & ASSOCIATES 2/7/2017 17    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY  Capacity Table 7, on the following page, presents capacity analysis results for future traffic projections. Capacity calculations can be found in Appendix B-2 of this report and were based on the traffic volumes shown in Figures 4 and 5. All of the intersections and all of the approaches would operate at LOS “C” or better with the exception of the Main Street Access (LOS “F”) and the Mendenhall Street approach to N 11th Avenue (LOS “E”). The delay for the Mendenhall approach would be 35.2 seconds per vehicle with a maximum queue of 7 vehicles. The Main Street egress approach would have an average delay of 53.9 seconds with only 1 vehicle in the queue. Since the volume of traffic making the left turn onto Main Street is very low, it can be assumed that most of the drivers would turn right instead of waiting for a gap. The westbound Beall Street approach to N 15th Avenue would operate at LOS “C”, which would be an improvement over the LOS “D” that is currently experienced in the peak pm hour. Reduce egress traffic to and from the high school would be responsible for the improved LOS.   MARVIN & ASSOCIATES 2/7/2017 18    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY  LR L Control Delay (s/veh)13.4 8.1 LOS BA V/C Ratio 0.00 0.07 Queue Length (95%)01 LR L Control Delay (s/veh)16.5 8.6 LOS CA V/C Ratio 0.14 0.00 Queue Length (95%)10 LTR LTR LTR LTR Control Delay (s/veh)13.3 11.4 8.0 8.0 LOS BBAA V/C Ratio 0.06 0.01 0.01 0.01 Queue Length (95%)1000 LTR LTR LTR LTR Control Delay (s/veh)17.6 16.4 7.9 8.3 LOS CCAA V/C Ratio 0.00 0.17 0.00 0.00 Queue Length (95%)0100 LTR LTR LTR LTR Control Delay (s/veh)15.3 19.1 7.7 8.0 LOS CCAA V/C Ratio 0.29 0.31 0.01 0.06 Queue Length (95%)2201 LTR LTR LTR LTR Control Delay (s/veh)20.8 22.7 8.2 8.1 LOS CCAA V/C Ratio 0.38 0.33 0.08 0.03 Queue Length (95%)2211 LTR LTR LTR L R Control Delay (s/veh)9.7 11.2 13.1 23.1 12.3 LOS ABBCB V/C Ratio 0.01 0.00 0.00 0.04 0.13 Queue Length (95%)00011 LTR LTR LTR L R Control Delay (s/veh)15.3 10.3 12.1 53.9 23.2 LOS CBBF C V/C Ratio 0.07 0.00 0.00 0.03 0.38 Queue Length (95%)10012 LTR LTR LTR LTR Control Delay (s/veh)13.0 13.1 8.3 7.6 LOS BBAA V/C Ratio 0.07 0.07 0.06 0.02 Queue Length (95%)1111 LTR LTR LTR LTR Control Delay (s/veh)14.5 17.4 7.8 8.3 LOS BCAA V/C Ratio 0.23 0.18 0.02 0.05 Queue Length (95%)1111 LRLTR L Control Delay (s/veh)12.4 9.8 13.5 7.7 LOS BAB A V/C Ratio 0.00 0.02 0.25 0.00 Queue Length (95%)011 0 LRLTR L Control Delay (s/veh)16.8 10.1 35.2 7.8 LOS CBE A V/C Ratio 0.00 0.01 0.77 0.00 Queue Length (95%)007 0 Table 7. Future Year 2035 Peak Hours Capacity Analysis Summary Movement Group Overall LOS North 15th Street & North Parking Access Peak PM Hour B SB Intersection Movement Group Overall LOS North 15th Street & North Parking Access Peak AM Hour B Intersection MOE EB WB NB Movement Group Overall LOS North 15th Street & South Parking Access Peak PM Hour B Movement Group Overall LOS North 15th Street & South Parking Access Peak AM Hour B Movement Group Overall LOS North 15th Street & Beall Street Peak PM Hour C Movement Group Overall LOS North 15th Street & Beall Street Peak AM Hour C Movement Group Overall LOS Main Street & East -Loop Road Access Peak PM Hour C Movement Group Overall LOS Main Street & East -Loop Road Access Peak AM Hour C Movement Group Overall LOS North 11th Street & Villard Street Peak PM Hour B Movement Group Overall LOS North 11th Street & Villard Street Peak AM Hour B Movement Group Overall LOS North 11th Street & Mendenhall Street Peak PM Hour D Movement Group Overall LOS North 11th Street & Mendenhall Street Peak AM Hour B   MARVIN & ASSOCIATES 2/7/2017 19    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY  EVALUATION OF IMPROVEMENT CONCEPTS Concept Alternatives Considered and Ruled-out There are three streets that are associated with existing high school traffic operations and concepts for improvements on those streets were evaluated. Various concepts have been set forth toward development of on-site pick-up/drop-off areas. A cursory evaluation of site development and operational function was completed for a number of concepts. The following narratives summarize our analysis of original concepts that were evaluated, but were determined to be not feasible for various reasons. Beall Street Access - The Beall Street access currently accommodates the highest site traffic volumes of all accesses. The concept to further develop that access would include widening the road to accommodate bus and car parking and development of a circular turn-around at the eastern-most terminus of the street. This concept would minimize additional land use and be the least expensive alternative. However, it would have limitations in the number of parent pick-up/drop-off spaces that could be developed. In addition, there may be capacity concerns at the intersection of N 15th and Beall Street since it already operates at Level of service (LOS) “D” during the peak pm hour. Adding most of the pick-up/drop-off traffic demand could result in the need for a traffic signal. Main Street to Beall Street Connection - A concept that would utilize the existing Main Street eastern parking lot access to connect with the eastern-most terminus of Beall Street using circuitous routing through the campus was proposed. The connection road would be a one-way route from Main street to Beall Street and continuing as a one-way street on the existing Beall Street access road to the intersection of Beall Street and N 15th Avenue. This concept has the benefit of providing an alternative egress for the Main Street parking lots and would provide ample storage for bus and parent pick-up/drop-off operations. However, the circuitous routing would appear to impact internal maintenance operations and parking areas. The one-way nature of the road would create a situation where almost   MARVIN & ASSOCIATES 2/7/2017 20    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY  all of the pick-up/drop-off traffic would use the Main Street access for ingress movements and would be difficult for traffic approaching from the west, which has the highest directional demand. All of the egress traffic would go through the N15th and Beall Street intersection. Since that intersection currently has capacity issues, warrants for a traffic signal would probably be met. It would also appear that the redistribution of traffic would result in longer overall travel times. With the capital cost involved in building the roadway, geometric changes to parking and internal circulation, intersection geometry modifications, and signalization, this concept could possibly be the highest of all concepts evaluated. Durston Road Access - An option that was suggested at the public meeting involved using an existing parking lot access to Durston Road and constructing a one-way loop road that heads south to the north side of the school and loops around the Villard Street parking lots and heads back north parallel to N 11th Street and connects back to the Durston Road access. This option would allow the highest number of bus parking and pick-up drop-off spaces. However, there are a number of negative impacts. It would introduce a high volume intersection on Durston Road within 400’ of the N 11th Avenue intersection which could create conflicts between intersections. It would require replacement of a large number of parking spaces in the existing Durston Road parking lot. The concept reroutes school traffic onto Durston Road at a location where the majority of drivers don’t want to be. The internal roadway would bisect the sports fields rendering them unusable. N 15th to N 11th Avenue Connection - An option that was suggested early in the school planning process would involve constructing a connection road between N 15th Avenue and N 11th Avenue. Similar to other options, it would provide sufficient on-site storage for pick-up and drop-off operations. However, the connecting roadway would face difficult geometric challenges while trying to navigate around the existing school buildings and sporting fields. Traffic circulation patterns would result in additional traffic at the Villard Street access on N 11th Avenue and could result in the need for enhanced traffic controls at that intersection as well as at the Beall Street and N 15th Avenue intersection.   MARVIN & ASSOCIATES 2/7/2017 21    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY  N 15th Avenue Design Options N 15th Avenue One-Way Loop Road Option A - Presented to the design team at a public workshop by an area resident, this concept utilizes the existing Beall Street access road to act as a one-way ingress road, which would accommodate a single traffic lane and a parent pick-up/drop-off lane in the east bound direction. The road would then loop back to the west from the west side of the buildings through the existing parking lot to the existing southern parking lot access. In the westbound return lane, there would be sufficient storage distance to accommodate 12 buses. Figure 6, on the following page, illustrates this concept along with added detail for parking lot access and circulation and necessary modifications on N 15th Avenue. Figure 6 also indicates the traffic volume projections that would be associated with this design option along with traffic control features on N 15th Avenue that would be required. N 15th Avenue One-Way Loop Road Option B - Subsequent evaluation of the N 15th Avenue loop road concept, it was suggested that impacts to the sports fields could be minimized by looping the one-way road at the eastern end so that the westbound roadway was in juxtaposition with the eastbound alignment as illustrated in Figure 7. Option B would provide similar storage lengths for cars and buses as Option A with significantly less encroachment on the sports fields. The circular drive at the eastern end of the loop road would be wide enough for bus maneuvers and during times when buses are not present passenger cars could use it for pick-up and drop-off operations. The circular drive could also provide access for maintenance vehicles at buildings to the north. Figure 7 shows the same traffic projections and traffic controls on N 15th Avenue as is shown in Option A.   MARVIN & ASSOCIATES 2/7/2017 22    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY    MARVIN & ASSOCIATES 2/7/2017 23    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY    MARVIN & ASSOCIATES 2/7/2017 24    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY  N 11th Avenue Improvement Options The most congested and operationally challenged street is N 11th Avenue. Even though it has the least volume of school traffic, the geometrics contribute to conflicts which are exacerbated by having all 12 buses using the street for pick-up and drop-off operations. The most important modifications would be removal of the bus operations from the street and relocation to an internal campus area. The new location would need to have ease of access and sufficient storage for autos as well as busses if pick-up and drop-off activities on N 11th Avenue were to be minimized. N 11th Avenue Option A - Figure 8 illustrates the construction of a loop road surrounding the Villard Street parking lot. Entrance to the loop road would be approximately 300’ north of Villard Street while the exit would be at Villard Street. The loop road would provide storage for 11 to 12 buses with storage room for approximately 12 passenger cars. To improve safety of operations on N 11th Avenue, a left-turn lane could be developed on N 11th Avenue by eliminating parking on the west side of N 11th Avenue between the entrance and exit accesses. It was determined that the only traffic that would be added to the Villard Street intersection would be the bus traffic that currently park on the street near Mendenhall Avenue. That traffic would not impact the overall capacity of that intersection. The tennis courts shown in Figure 8 have already been removed and would therefore not be impacted by this design option. N 11th Avenue Option B – Figure 9 illustrates a bus pick-up and drop-off concepts that extends from a point north of Lamme Street to a point south of Mendenhall Street approximately 100’ west of N 11th Avenue. This loop road would be parallel to a new building being designed to replace an existing school structure north and west of Lamme Street. The bus parking area would accommodate 11 to 12 buses. The existing parking area could be modified to accommodate 13 passenger car angle parking spaces by constructing a medial separator as shown in Figure 9. The raised island needs to be continued across the west side of the Mendenhall Street intersection to eliminate conflicts at that intersection.   MARVIN & ASSOCIATES 2/7/2017 25    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY    MARVIN & ASSOCIATES 2/7/2017 26    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY    MARVIN & ASSOCIATES 2/7/2017 27    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY  Main Street Access Improvements Access to and from the Main Street parking lots and loop road is severely constrained by high traffic volumes on Main Street. At certain times of the day, vehicles accessing the school from the west experience long delays and vehicles entering Main Street to the eastbound direction is almost impossible, especially in the peak pm hour. The most obvious conflicts on Main Street is the proximity of the existing one-way loop-road to the eastern most parking access driveway. It has been proposed that the loop road be extended into the parking aisle access creating an internal intersection and combining both accesses onto Main Street. An evaluation of resulting traffic demand was completed and it was determined that this concept would work very well and should be pursued. Design Options Capacity Of all the design options investigated, only the Beall Street access would experience significant traffic demand increases. Design Option B on N 11th Avenue would impact operations at the Mendenhall intersection, since it would eliminate the western approach leg, which currently accesses the parking lot. Table 8 provides a summary of capacity calculations (see Appendix B-3) for design options with significant geometric and traffic demand changes. Capacity calculations were based on 2020 volumes with current school enrollment traffic, which would be the highest future traffic demand condition. The intersection of N 15th Avenue and Beall street would become a three-legged approach with the 4th leg of the intersection becoming a departure leg. Table 8 capacity calculations indicate that if stop control on Beall Street is retained, the Beall Street approach would operate at LOS “D”. In addition, turn lane warrants indicate that auxiliary left-turn lanes at the Beall Street intersection are currently required and would still be required with this concept. Since left-turn lanes at this intersection would not elevate the LOS for the Beall Street approach, but could elevate safety concerns for the high number of pedestrians at this intersection, alternative control measures would be necessary.   MARVIN & ASSOCIATES 2/7/2017 28    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY  Table 8 indicates that an All-way stop intersection would function at a LOS “C” or better. Thus, a traffic signal would not be required at Beall and N 15th Avenue. Left turn lanes on N 15th Avenue should be developed using a continuous two-way left-turn lane (TWLTL). The TWLTL could be implemented within the existing curbed roadway section and could benefit other property owners along N 15th Avenue. Closure or relocation of the commercial access immediately south of the Beall Street intersection would be necessary to eliminate existing conflicts with intersection operations. Table 8 also indicates that the added egress traffic at the south parking lot access on N 15th Street would operate at an overall LOS “C” with a maximum queue of 2 vehicles on the westbound leg. Table 8 shows that the N 11th & Mendenhall intersection would operate at LOS “B” and “C” for future year 2035 traffic conditions, if the medial separator on N 11th were constructed to eliminate the western leg of the intersection, as proposed in N 11th Design Option B. LTR LTR LTR Control Delay (s/veh)25.7 8.4 8.4 LOS DAA V/C Ratio 0.49 0.08 0.09 Queue Length (95%)311 LTR L TR L TR Control Delay (s/veh)8.8 9.7 15.5 10.0 13.9 LOS AACAB V/C Ratio 0.21 0.16 0.60 0.18 0.53 Queue Length (95%)11514 LTR LTR L L Control Delay (s/veh)14.1 16.7 8.1 8.0 LOS BCAA V/C Ratio 0.00 0.41 0.00 0.00 Queue Length (95%)0200 LR Control Delay (s/veh)19.6 10.9 LOS CB V/C Ratio 0.47 0.14 Queue Length (95%)CB Table 8. Optional Improvements Critical Intersections - Capacity Analysis Summary Intersection MOE EB WB NB SB Intersection Movement Group Overall LOS Beall Street Access Options A&B TWLT Stop On Beall PM Hour C Movement Group Overall LOS Beall Street Access Options A&B TWLT All-Way Stop PM Hour 13.0 B North 11th Avenue & Mendenhall Street Option B Future PM Hour B Movement Group Overall LOS N 15th Street & South Access Options A&B PM Hour C Movement Group Overall LOS   MARVIN & ASSOCIATES 2/7/2017 30    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY  Recommendations for access improvements at the existing high school are contained within report Figures 7, 8, and 9. The following narratives serve to clarify the illustrations: 1. Beall Street access, Design Option B, indicates that bus pick-up and drop-off lanes could be designated along the internal circulation roadway. The Bus lanes would not be required if it was decided that buses would better serve the school on N 11th Avenue instead. The bus lanes could then become additional parent pick-up and drop-off lanes, which would further enhance the internal storage capacity of the site. 2. If it is not possible to install TWLTL on the full extent of N 15th Street, they should be installed within the area of influence of the school accesses. 3. Closure or relocation of the commercial access south of Beall Street on N 15th is critical to existing and future traffic operations and should be pursued aggressively. All-way stop control at the Beall and N 15th Avenue intersection will exacerbate existing safety concerns if the commercial access cannot be moved. 4. Recommendations for bus loading options on N 11th Avenue are more dependent upon functionality of school operations than on traffic operations. Option B would automatically improve operations at the intersection of Mendenhall Street and N 11th Avenue. If Option A is deemed superior in terms of school operations, then parking improvements between Lamme Street and Mendenhall Street would also be required to eliminate the fourth uncontrolled approach to the Mendenhall Street intersection.   MARVIN & ASSOCIATES 2/7/2017 31    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY  APPENDIX A TRAFFIC VOLUME COUNTS Begin Total Total Time SBp Left Thru Right NBp NBp Left Thru Right SBp Ebp Left Thru Right WBp WBp Left Thru Right Ebp Vehicles Peds 7:15 11152 00 13800 10 00 291 2 7:30 00217 00 14200 10 32 365 3 7:45 07314 00 13600 10 12 459 3 8:00 0 13 243 0 0 195 1 0 0 0 2 0 456 0 8:15 05227 00 18420 00 10 420 0 7:30 to 8:30 0 25 1001 0000657300000020074 1700 6 PHF = 0.93 Begin Total Total Time SBp Left Thru Right NBp NBp Left Thru Right SBp Ebp Left Thru Right WBp WBp Left Thru Right Ebp Vehicles Peds 3:15 02189 00 28800 00 00 479 0 3:30 00214 00 30800 00 90 540 0 3:45 0 0 217 0 0 391 0 0 0 0 13 0 634 0 4:00 01188 00 25700 00 20 450 0 3:15 to 4:15 0 3 808 0 0 1244 0 0 0 0 24 0 2103 0 PHF = 0.83 Begin Total Total Time SBp Left Thru Right NBp NBp Left Thru Right SBp Ebp Left Thru Right WBp WBp Left Thru Right Ebp Vehicles Peds 7:15 0 11 141 0 0 137 5 0 0 0 1 1 296 1 7:30 05212 00 14120 10 11 362 2 7:45 0 17 297 0 0 135 3 0 1 0 1 2 454 3 8:00 0 40 203 0 0 195 22 0 0 0 0 0 460 0 8:15 0 18 209 0 0 184 6 0 0 0 0 0 417 0 7:30 to 8:30 0 80 921 00006553300000020023 1693 5 PHF = 0.92 Begin Total Total Time SBp Left Thru Right NBp NBp Left Thru Right SBp Ebp Left Thru Right WBp WBp Left Thru Right Ebp Vehicles Peds 3:15 03189 00 28510 11 30 485 1 3:30 0 3 214 0 0 288 0 0 0 1 20 0 546 0 3:45 0 1 217 0 0 374 0 0 0 3 17 0 629 0 4:00 03188 00 24820 00 90 459 0 3:15 to 4:15 0 10 808 0 0 1195 3 0 1 5 49 0 2119 1 PHF = 0.84 Middle Parking Access & Main Street - PM Peak 11/29/2016 Eastbound Westbound Northbound Southbound Middle Parking Access & Main Street - AM Peak 11/29/2016 Eastbound Westbound Northbound Southbound West Parking Access & Main Street - PM Peak 11/29/2016 Eastbound Westbound Northbound Southbound West Parking Access & Main Street - AM Peak 11/29/2016 Eastbound Westbound Northbound Southbound Begin Total Total Time SBp Left Thru Right NBp NBp Left Thru Right SBp Ebp Left Thru Right WBp WBp Left Thru Right Ebp Vehicles Peds 7:15 0 3 163 0 0 122 15 0 0 2 3 1 311 1 7:30 01194 00 11710 12 51 325 2 7:45 0 0 229 0 0 143 10 0 1 0 1 2 384 3 8:00 0 5 224 0 0 187 15 0 0 0 2 0 435 0 8:15 0 3 189 0 0 207 11 0 0 1 0 0 411 0 7:30 to 8:30 0 9 836 00006543700000023083 1555 5 PHF = 0.89 Begin Total Total Time SBp Left Thru Right NBp NBp Left Thru Right SBp Ebp Left Thru Right WBp WBp Left Thru Right Ebp Vehicles Peds 3:15 02186 00 24840 22 90 460 2 3:30 0 15 211 0 0 298 14 0 7 1 1 0 541 7 3:45 0 14 181 0 0 316 11 0 1 1 8 0 539 1 4:00 02215 00 25980 30 60 496 3 3:15 to 4:15 0 33 793 0 0 1121 37 0 13 4 24 0 2036 13 PHF = 0.94 Begin Total Total Time SBp Left Thru Right NBp NBp Left Thru Right SBp Ebp Left Thru Right WBp WBp Left Thru Right Ebp Vehicles Peds 7:15 0 11 165 0 0 137 15 0 328 0 7:30 1 10 196 0 0 118 5 1 329 2 7:45 1 10 229 0 0 153 8 1 400 2 8:00 2 24 224 0 0 202 18 1 468 3 8:15 1 8 190 0 0 218 8 1 424 2 7:30 to 8:30 5 52 839 000069139400000 1621 9 PHF = 0.87 Begin Total Total Time SBp Left Thru Right NBp NBp Left Thru Right SBp Ebp Left Thru Right WBp WBp Left Thru Right Ebp Vehicles Peds 3:15 2 13 186 0 0 252 15 2 466 4 3:30 6 12 211 0 0 312 18 6 553 12 3:45 10 11 181 0 0 327 13 8 532 18 4:00 7 4 215 0 0 267 6 1 492 8 3:15 to 4:15 25 40 793 0 0 1158 52 17 2043 42 PHF = 0.92 Loop Road Entrance & Main Street - PM Peak 11/22/2016 Eastbound Westbound Northbound Southbound Loop Road Entrance & Main Street - AM Peak 11/22/2016 Eastbound Westbound Northbound Southbound East Parking Near Loop Road Access & Main Street - AM Peak 11/29/2016 Eastbound Westbound Northbound Southbound East Parking Near Loop Road Access & Main Street - PM Peak 11/29/2016 Eastbound Westbound Northbound Southbound Begin Total Total Time SBp Left Thru Right NBp NBp Left Thru Right SBp Ebp Left Thru Right WBp WBp Left Thru Right Ebp Vehicles Peds 7:15 22002007100051951414540 138 27 7:30 4101010100017934014650 125 19 7:45 5610610206002814888669120 233 73 8:00 44001233315002230262761256220 267 83 8:15 23221300313011825131612638130 188 52 7:30 to 8:30 127 4 2 32 4 13 9 2 14 0 2 75 78 50 55 26 25 209 52 0 813 227 PHF = 0.76 Begin Total Total Time SBp Left Thru Right NBp NBp Left Thru Right SBp Ebp Left Thru Right WBp WBp Left Thru Right Ebp Vehicles Peds 3:00 04340150105244101012040 122 7 3:15 023700213041547710230100 169 5 3:30 2913415332822464721102344123 266 50 3:45 77222172615025750203373873 217 60 4:00 092191050501457101022630 171 3 3:15 to 4:15 9 27 8 82 33 5 16 4 21 2 54 32 201 58 6 3 34 138 32 6 823 118 PHF = 0.77 Begin Total Total Time SBp Left Thru Right NBp NBp Left Thru Right SBp Ebp Left Thru Right WBp WBp Left Thru Right Ebp Vehicles Peds 7:15 00 300180800118 00 4310 136 0 7:30 00 201151500119 01 3000 103 2 7:45 00 400153500536 30 5411 178 4 8:00 00 4002111804167 32 6401 240 10 8:15 01 900201820141 91 4700 175 12 7:15 to 8:15 0 1 19 0 1 71 6 36 2 4 8 163 15 4 195 1 2 696 28 PHF = 0.73 Begin Total Total Time SBp Left Thru Right NBp NBp Left Thru Right SBp Ebp Left Thru Right WBp WBp Left Thru Right Ebp Vehicles Peds 3:15 00 0003812401160 20 3300 190 3 3:30 6 0 2 0 1 48 0 27 4 27 1 68 2 0 66 0 0 278 40 3:45 30 4003111936159 00 6506 245 18 4:00 00 5015611202061 10 3710 211 4 3:15 to 4:15 9 0 11 0 2 173 3 82 7 36 3 248 5 0 201 1 6 924 65 PHF = 0.83 Eastbound Westbound Northbound Southbound Villard & N 11th Avenue - AM Peak 12/1/2016 Villard & N 11th Avenue - PM Peak 12/1/2016 Eastbound Westbound Northbound Southbound Mendenhall & N 11th Avenue - AM Peak 11/22/2016 Eastbound Westbound Northbound Southbound Mendenhall & N 11th Avenue - PM Peak 11/22/2016 Eastbound Westbound Northbound Southbound Begin Total Total Time SBp Left Thru Right NBp NBp Left Thru Right SBp Ebp Left Thru Right WBp WBp Left Thru Right Ebp Vehicles Peds 7:15 10 000 41010767 1 182 3 7:30 00 000 21000249 0 121 0 7:45 0 0 0 0 0 38 3 0 0 14 73 0 201 0 8:00 0 0 0 0 0 67 5 0 0 44 92 0 300 0 8:15 0 0 0 0 0 44 3 0 0 24 53 0 177 0 7:30 to 8:30 1 0 0 0 0 170 11 0 0 84 267 1 804 3 PHF = 0.67 Begin Total Total Time SBp Left Thru Right NBp NBp Left Thru Right SBp Ebp Left Thru Right WBp WBp Left Thru Right Ebp Vehicles Peds 3:15 05 600 52000141 0 146 0 3:30 012 1000 96000157 0 233 0 3:45 017 1000 99000045 0 216 0 4:00 01 200 54100048 0 154 0 3:15 to 4:15 0 30 22 0 0 249 1001150 0 603 0 PHF = 0.65 Begin Total Total Time SBp Left Thru Right NBp NBp Left Thru Right SBp Ebp Left Thru Right WBp WBp Left Thru Right Ebp Vehicles Peds 7:15 00000000000041190176730 207 1 7:30 0300000010012020054920 134 0 7:45 02040010000136120027350 214 0 8:00 03110000100263520069210 315 0 8:15 02020000000142200018300 234 0 7:30 to 8:30 0 10 170010200516186001429780 897 0 PHF = 0.71 Begin Total Total Time SBp Left Thru Right NBp NBp Left Thru Right SBp Ebp Left Thru Right WBp WBp Left Thru Right Ebp Vehicles Peds 3:15 0000013010005100004600 147 1 3:30 000001190140008200026900 255 1 3:45 000001170120007730006200 233 1 4:00 0100007000015410004910 164 0 3:15 to 4:15 01000346027001264400222610 799 3 PHF = 0.78 Begin Total Total Time SBp Left Thru Right NBp NBp Left Thru Right SBp Ebp Left Thru Right WBp WBp Left Thru Right Ebp Vehicles Peds 7:15 03891024824032382002293011 227 7 7:30 0311220081605530700123010 167 5 7:45 07916016413174571000184923 246 12 8:00 0 6 8 18 2 0 17 9 18 0 11 4 69 21 1 0 29 40 2 4 283 18 8:15 022900113703548100082932 169 5 7:30 to 8:30 0 19 36 65 3 1 55 22 61 1 26 15 194 58 1 2 88 149 6 8 923 42 PHF = 0.82 Begin Total Total Time SBp Left Thru Right NBp NBp Left Thru Right SBp Ebp Left Thru Right WBp WBp Left Thru Right Ebp Vehicles Peds 3:15 0531400714112959600124520 234 2 3:30 10 5 2 18 1 0 11 9 15 0 0 23 54 14 9 21 12 77 12 1 341 42 3:45 2 9 1 24 0 0 6 11 29 0 0 19 77 17 0 10 16 55 14 2 347 14 4:00 28319206416006507321051120 255 9 3:15 to 4:15 14 27 9 75 3 0 30 25 64 1 1 77 240 44 12 33 50 228 40 3 1177 67 PHF = 0.85 North Parking Access & N 15th Avenue - PM Peak 11/29/2016 North Parking Access & N 15th Avenue - AM Peak 11/29/2016 Eastbound Westbound Northbound Southbound Eastbound Westbound Northbound Southbound South Parking Access & N 15th Avenue - AM Peak 11/29/2016 Eastbound Westbound Northbound Southbound South Parking Access & N 15th Avenue - PM Peak 11/29/2016 Eastbound Westbound Northbound Southbound Beall Street & N 15th Avenue - AM Peak 11/22/2016 Eastbound Westbound Northbound Southbound Eastbound Westbound Northbound Southbound Beall Street & N 15th Avenue - PM Peak 11/22/2016   MARVIN & ASSOCIATES 2/7/2017 32    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY  APPENDIX B-1 Existing Capacity Calculations HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 15th & North Access Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/2017 East/West Street North Parking Access Analysis Year 2017 North/South Street N 15th Avenue Time Analyzed Existing AM Peak Hour Factor 0.67 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 0 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR TR LT Volume, V (veh/h)1 1 184 11 84 257 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.40 6.20 4.10 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.50 3.30 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)2 125 Capacity, c (veh/h)399 1271 v/c Ratio 0.01 0.10 95% Queue Length, Q₉₅ (veh)0.0 0.3 Control Delay (s/veh)14.1 8.1 Level of Service, LOS B A Approach Delay (s/veh)14.1 2.8 Approach LOS B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.1 Generated: 2/3/2017 3:10:48 PMN11th North Access Exist AM.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 15th & North Access Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/2017 East/West Street North Parking Access Analysis Year 2017 North/South Street N 15th Avenue Time Analyzed Existing PM Peak Hour Factor 0.67 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 0 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR TR LT Volume, V (veh/h)30 22 353 1 1 245 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.40 6.20 4.10 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.50 3.30 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)78 1 Capacity, c (veh/h)380 1040 v/c Ratio 0.21 0.00 95% Queue Length, Q₉₅ (veh)0.8 0.0 Control Delay (s/veh)16.9 8.5 Level of Service, LOS C A Approach Delay (s/veh)16.9 0.0 Approach LOS C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.1 Generated: 2/3/2017 3:14:06 PMN 15th North Access Exist PM.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 15th South Access Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/2017 East/West Street South Access Analysis Year 2017 North/South Street N 15th Avenue Time Analyzed Existing AM Peak Hour Factor 0.71 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)10 1 7 1 0 2 5 183 86 14 235 8 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)25 4 7 20 Capacity, c (veh/h)431 563 1228 1191 v/c Ratio 0.06 0.01 0.01 0.02 95% Queue Length, Q₉₅ (veh)0.2 0.0 0.0 0.1 Control Delay (s/veh)13.9 11.4 7.9 8.1 Level of Service, LOS B B A A Approach Delay (s/veh)13.9 11.4 0.2 0.6 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.1 Generated: 2/3/2017 3:21:17 PMN15th South Access Exist AM.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 15th South Access Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/2017 East/West Street South Access Analysis Year 2017 North/South Street N 15th Avenue Time Analyzed Existing PM Peak Hour Factor 0.78 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)1 0 0 46 0 27 1 326 4 2 272 1 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)1 94 1 3 Capacity, c (veh/h)290 385 1220 1141 v/c Ratio 0.00 0.24 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.0 0.9 0.0 0.0 Control Delay (s/veh)17.5 17.3 8.0 8.2 Level of Service, LOS C C A A Approach Delay (s/veh)17.5 17.3 0.0 0.1 Approach LOS C C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.1 Generated: 2/3/2017 3:23:50 PMN15th South Access Exist PM.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 15th & Beall Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/2017 East/West Street Beall Street Analysis Year 2017 North/South Street N 15th Avenue Time Analyzed Existing AM Peak Hour Factor 0.82 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)19 36 65 55 22 61 15 194 58 88 149 6 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)146 168 18 107 Capacity, c (veh/h)433 347 1390 1260 v/c Ratio 0.34 0.48 0.01 0.08 95% Queue Length, Q₉₅ (veh)1.5 2.5 0.0 0.3 Control Delay (s/veh)17.5 24.7 7.6 8.1 Level of Service, LOS C C A A Approach Delay (s/veh)17.5 24.7 0.5 3.4 Approach LOS C C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.1 Generated: 2/3/2017 3:31:09 PMN15th Beall St Exist AM.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 15th & Beall Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/2017 East/West Street Beall Street Analysis Year 2017 North/South Street N 15th Avenue Time Analyzed Existing PM Peak Hour Factor 0.85 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)27 9 75 30 25 64 77 240 44 50 228 40 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)131 139 91 59 Capacity, c (veh/h)339 312 1219 1235 v/c Ratio 0.39 0.45 0.07 0.05 95% Queue Length, Q₉₅ (veh)1.8 2.2 0.2 0.2 Control Delay (s/veh)22.2 25.4 8.2 8.1 Level of Service, LOS C D A A Approach Delay (s/veh)22.2 25.4 2.3 1.7 Approach LOS C D Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.1 Generated: 2/3/2017 3:28:04 PMN15th Beall St Exist PM.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Main & East Access Loop Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/2017 East/West Street Main Street Analysis Year 2017 North/South Street East AccessLoop Egress Time Analyzed Existing AM Peak Hour Factor 0.89 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Existing High School Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 1 2 0 0 1 2 0 0 0 0 1 0 1 Configuration L T TR L T TR LR L R Volume, V (veh/h)9 912 1 0 680 37 0 2 12 92 Percent Heavy Vehicles (%)0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)4.1 4.1 7.5 6.9 7.5 6.9 Critical Headway (sec)4.10 4.10 7.50 6.90 7.50 6.90 Base Follow-Up Headway (sec)2.2 2.2 3.5 3.3 3.5 3.3 Follow-Up Headway (sec)2.20 2.20 3.50 3.30 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)10 0 2 13 103 Capacity, c (veh/h)813 685 512 236 588 v/c Ratio 0.01 0.00 0.00 0.06 0.18 95% Queue Length, Q₉₅ (veh)0.0 0.0 0.0 0.2 0.6 Control Delay (s/veh)9.5 10.3 12.1 21.1 12.4 Level of Service, LOS A B B C B Approach Delay (s/veh)0.1 0.0 12.1 13.4 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.1 Generated: 2/3/2017 4:02:15 PMMain St East Loop Exist AM.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Main & East Access Loop Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/2017 East/West Street Main Street Analysis Year 2017 North/South Street East AccessLoop Egress Time Analyzed Existing PM Peak Hour Factor 0.89 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Existing High School Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 1 2 0 0 1 2 0 0 0 0 1 0 1 Configuration L T TR L T TR LR L R Volume, V (veh/h)33 769 1 1 1174 37 0 2 4 129 Percent Heavy Vehicles (%)0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)4.1 4.1 7.5 6.9 7.5 6.9 Critical Headway (sec)4.10 4.10 7.50 6.90 7.50 6.90 Base Follow-Up Headway (sec)2.2 2.2 3.5 3.3 3.5 3.3 Follow-Up Headway (sec)2.20 2.20 3.50 3.30 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)37 1 2 4 145 Capacity, c (veh/h)500 787 577 122 385 v/c Ratio 0.07 0.00 0.00 0.03 0.38 95% Queue Length, Q₉₅ (veh)0.2 0.0 0.0 0.1 1.7 Control Delay (s/veh)12.8 9.6 11.3 35.4 19.9 Level of Service, LOS B A B E C Approach Delay (s/veh)0.5 0.0 11.3 20.3 Approach LOS B C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.1 Generated: 2/3/2017 4:05:06 PMMain St East Loop Exist PM.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 11th & Villard Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/2017 East/West Street Villard Street Analysis Year 2017 North/South Street N 11th Avenue Time Analyzed Existing AM Peak Hour Factor 0.76 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)4 2 32 9 2 14 75 78 50 25 209 52 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)50 33 99 33 Capacity, c (veh/h)462 407 1096 1403 v/c Ratio 0.11 0.08 0.09 0.02 95% Queue Length, Q₉₅ (veh)0.4 0.3 0.3 0.1 Control Delay (s/veh)13.7 14.6 8.6 7.6 Level of Service, LOS B B A A Approach Delay (s/veh)13.7 14.6 3.7 0.9 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.1 Generated: 2/3/2017 4:24:53 PMN 11th Villard St Exist AM.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 11th & Villard Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/2017 East/West Street Villard Street Analysis Year 2017 North/South Street N 11th Avenue Time Analyzed Existing PM Peak Hour Factor 0.77 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)27 8 82 16 4 21 32 201 58 34 138 32 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec) Critical Headway (sec) Base Follow-Up Headway (sec) Follow-Up Headway (sec) Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)151 53 42 44 Capacity, c (veh/h)508 375 1309 1225 v/c Ratio 0.30 0.14 0.03 0.04 95% Queue Length, Q₉₅ (veh)1.2 0.5 0.1 0.1 Control Delay (s/veh)15.0 16.2 7.8 8.0 Level of Service, LOS C C A A Approach Delay (s/veh)15.0 16.2 1.1 1.6 Approach LOS C C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.1 Generated: 2/3/2017 4:27:16 PMN 11th Villard St Exist PM.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 11th & Mendenhall Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/2017 East/West Street Mendenhall St Analysis Year 2017 North/South Street N 11th Avenue Time Analyzed Existing AM Peak Hour Factor 0.83 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 1 0 1 0 1 0 0 0 1 0 0 0 1 0 Configuration L R LTR LT TR Volume, V (veh/h)1 19 71 6 36 8 163 195 1 Percent Heavy Vehicles (%)0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 7.1 6.5 6.2 4.1 Critical Headway (sec)7.10 6.20 7.10 6.50 6.20 4.10 Base Follow-Up Headway (sec)3.5 3.3 3.5 4.0 3.3 2.2 Follow-Up Headway (sec)3.50 3.30 3.50 4.00 3.30 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)1 23 136 10 Capacity, c (veh/h)458 767 549 1339 v/c Ratio 0.00 0.03 0.25 0.01 95% Queue Length, Q₉₅ (veh)0.0 0.1 1.0 0.0 Control Delay (s/veh)12.9 9.8 13.7 7.7 Level of Service, LOS B A B A Approach Delay (s/veh)10.0 13.7 0.4 Approach LOS A B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.1 Generated: 2/3/2017 4:21:12 PMN 11th Mendenhall St Exist AM.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 11th & Mendenhall Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/2017 East/West Street Mendenhall St Analysis Year 2017 North/South Street N 11th Avenue Time Analyzed Existing PM Peak Hour Factor 0.83 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 1 0 1 0 1 0 0 0 1 0 0 0 1 0 Configuration L R LTR LT TR Volume, V (veh/h)0 11 173 3 82 3 248 201 1 Percent Heavy Vehicles (%)0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 7.1 6.5 6.2 4.1 Critical Headway (sec)7.10 6.20 7.10 6.50 6.20 4.10 Base Follow-Up Headway (sec)3.5 3.3 3.5 4.0 3.3 2.2 Follow-Up Headway (sec)3.50 3.30 3.50 4.00 3.30 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)0 13 311 4 Capacity, c (veh/h)342 731 466 1321 v/c Ratio 0.00 0.02 0.67 0.00 95% Queue Length, Q₉₅ (veh)0.0 0.1 4.8 0.0 Control Delay (s/veh)15.5 10.0 26.9 7.7 Level of Service, LOS C B D A Approach Delay (s/veh)10.0 26.9 0.1 Approach LOS B D Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.1 Generated: 2/3/2017 4:23:58 PMN 11th Mendenhall St Exist PM.xtw   MARVIN & ASSOCIATES 2/7/2017 33    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY  APPENDIX B-2 Future Capacity Calculations HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 15th & North Access Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/2017 East/West Street North Parking Access Analysis Year 2035 North/South Street N 15th Avenue Time Analyzed Future AM Peak Hour Factor 0.67 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 0 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR TR LT Volume, V (veh/h)1 1 190 10 60 260 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.40 6.20 4.10 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.50 3.30 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)2 90 Capacity, c (veh/h)430 1262 v/c Ratio 0.00 0.07 95% Queue Length, Q₉₅ (veh)0.0 0.2 Control Delay (s/veh)13.4 8.1 Level of Service, LOS B A Approach Delay (s/veh)13.4 2.1 Approach LOS B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.1 Generated: 2/4/2017 1:39:32 PMN 15th North Access Future AM.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 15th & North Access Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/2017 East/West Street North Parking Access Analysis Year 2035 North/South Street N 15th Avenue Time Analyzed Future PM Peak Hour Factor 0.67 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 0 0 0 0 0 0 0 1 0 0 0 1 0 Configuration LR TR LT Volume, V (veh/h)20 15 375 1 1 240 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.40 6.20 4.10 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.50 3.30 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)52 1 Capacity, c (veh/h)366 1011 v/c Ratio 0.14 0.00 95% Queue Length, Q₉₅ (veh)0.5 0.0 Control Delay (s/veh)16.5 8.6 Level of Service, LOS C A Approach Delay (s/veh)16.5 0.0 Approach LOS C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.1 Generated: 2/4/2017 1:42:14 PMN 15th North Access Future PM.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 15th South Access Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/2017 East/West Street South Access Analysis Year 2035 North/South Street N 15th Avenue Time Analyzed Future AM Peak Hour Factor 0.71 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)10 1 10 1 0 2 5 190 60 10 240 10 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)29 4 7 14 Capacity, c (veh/h)461 570 1218 1217 v/c Ratio 0.06 0.01 0.01 0.01 95% Queue Length, Q₉₅ (veh)0.2 0.0 0.0 0.0 Control Delay (s/veh)13.3 11.4 8.0 8.0 Level of Service, LOS B B A A Approach Delay (s/veh)13.3 11.4 0.2 0.4 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.1 Generated: 2/4/2017 1:44:46 PMN 15th South Access Future AM.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 15th South Access Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/2017 East/West Street South Access Analysis Year 2035 North/South Street N 15th Avenue Time Analyzed Future PM Peak Hour Factor 0.78 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)1 0 0 30 0 20 1 355 4 2 260 1 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)1 64 1 3 Capacity, c (veh/h)286 380 1237 1106 v/c Ratio 0.00 0.17 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.0 0.6 0.0 0.0 Control Delay (s/veh)17.6 16.4 7.9 8.3 Level of Service, LOS C C A A Approach Delay (s/veh)17.6 16.4 0.0 0.1 Approach LOS C C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.1 Generated: 2/4/2017 1:47:08 PMN15th South Access Future PM.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 15th & Beall Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/2017 East/West Street Beall Street Analysis Year 2035 North/South Street N 15th Avenue Time Analyzed Future AM Peak Hour Factor 0.82 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)20 25 70 40 15 40 15 195 40 60 185 6 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)139 116 18 73 Capacity, c (veh/h)488 370 1339 1282 v/c Ratio 0.29 0.31 0.01 0.06 95% Queue Length, Q₉₅ (veh)1.2 1.3 0.0 0.2 Control Delay (s/veh)15.3 19.1 7.7 8.0 Level of Service, LOS C C A A Approach Delay (s/veh)15.3 19.1 0.6 2.3 Approach LOS C C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.1 Generated: 2/4/2017 1:50:17 PMN 15th Beall St Future AM.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 15th & Beall Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/2017 East/West Street Beall Street Analysis Year 2035 North/South Street N 15th Avenue Time Analyzed Future PM Peak Hour Factor 0.85 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)30 5 85 20 20 45 85 285 30 35 210 45 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)141 101 100 41 Capacity, c (veh/h)367 303 1234 1198 v/c Ratio 0.38 0.33 0.08 0.03 95% Queue Length, Q₉₅ (veh)1.8 1.4 0.3 0.1 Control Delay (s/veh)20.8 22.7 8.2 8.1 Level of Service, LOS C C A A Approach Delay (s/veh)20.8 22.7 2.4 1.3 Approach LOS C C Copyright © 2017 University of Florida. 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HCS7™ TWSC Version 7.1 Generated: 2/4/2017 1:55:52 PMN15th Beall St Future PM.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Main & East Access Loop Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/2017 East/West Street Main Street Analysis Year 2035 North/South Street East AccessLoop Egress Time Analyzed Future AM Peak Hour Factor 0.90 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Existing High School Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 1 2 0 0 1 2 0 0 0 0 1 0 1 Configuration L T TR L T TR LR L R Volume, V (veh/h)5 1085 1 0 755 25 0 2 8 65 Percent Heavy Vehicles (%)0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)4.1 4.1 7.5 6.9 7.5 6.9 Critical Headway (sec)4.10 4.10 7.50 6.90 7.50 6.90 Base Follow-Up Headway (sec)2.2 2.2 3.5 3.3 3.5 3.3 Follow-Up Headway (sec)2.20 2.20 3.50 3.30 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)6 0 2 9 72 Capacity, c (veh/h)771 585 446 207 562 v/c Ratio 0.01 0.00 0.00 0.04 0.13 95% Queue Length, Q₉₅ (veh)0.0 0.0 0.0 0.1 0.4 Control Delay (s/veh)9.7 11.2 13.1 23.1 12.3 Level of Service, LOS A B B C B Approach Delay (s/veh)0.0 0.0 13.1 13.5 Approach LOS B B Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.1 Generated: 2/4/2017 1:59:01 PMMain St East Loop Future AM.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Main & East Access Loop Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/2017 East/West Street Main Street Analysis Year 2035 North/South Street East AccessLoop Egress Time Analyzed Future PM Peak Hour Factor 0.89 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Existing High School Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 1 2 0 0 1 2 0 0 0 0 1 0 1 Configuration L T TR L T TR LR L R Volume, V (veh/h)20 920 1 1 1490 25 0 2 4 90 Percent Heavy Vehicles (%)0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)4.1 4.1 7.5 6.9 7.5 6.9 Critical Headway (sec)4.10 4.10 7.50 6.90 7.50 6.90 Base Follow-Up Headway (sec)2.2 2.2 3.5 3.3 3.5 3.3 Follow-Up Headway (sec)2.20 2.20 3.50 3.30 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)22 1 2 4 101 Capacity, c (veh/h)370 679 508 78 298 v/c Ratio 0.06 0.00 0.00 0.05 0.34 95% Queue Length, Q₉₅ (veh)0.2 0.0 0.0 0.2 1.5 Control Delay (s/veh)15.3 10.3 12.1 53.9 23.2 Level of Service, LOS C B B F C Approach Delay (s/veh)0.3 0.0 12.1 24.3 Approach LOS B C Copyright © 2017 University of Florida. 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HCS7™ TWSC Version 7.1 Generated: 2/4/2017 2:01:40 PMMain St East Loop Future PM.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 11th & Villard Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/2017 East/West Street Villard Street Analysis Year 2035 North/South Street N 11th Avenue Time Analyzed Future AM Peak Hour Factor 0.76 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)4 2 20 10 2 15 55 70 50 25 210 35 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)34 36 72 33 Capacity, c (veh/h)485 483 1150 1416 v/c Ratio 0.07 0.07 0.06 0.02 95% Queue Length, Q₉₅ (veh)0.2 0.2 0.2 0.1 Control Delay (s/veh)13.0 13.1 8.3 7.6 Level of Service, LOS B B A A Approach Delay (s/veh)13.0 13.1 3.0 0.9 Approach LOS B B Copyright © 2017 University of Florida. 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HCS7™ TWSC Version 7.1 Generated: 2/4/2017 2:04:53 PMN 11th Villard St Future AM.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 11th & Villard Street Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/2017 East/West Street Villard Street Analysis Year 2035 North/South Street N 11th Avenue Time Analyzed Future PM Peak Hour Factor 0.77 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume, V (veh/h)20 5 60 20 4 25 20 270 65 40 150 20 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)110 63 26 52 Capacity, c (veh/h)487 352 1323 1127 v/c Ratio 0.23 0.18 0.02 0.05 95% Queue Length, Q₉₅ (veh)0.9 0.6 0.1 0.1 Control Delay (s/veh)14.5 17.4 7.8 8.3 Level of Service, LOS B C A A Approach Delay (s/veh)14.5 17.4 0.6 1.9 Approach LOS B C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.1 Generated: 2/4/2017 2:07:55 PMN 11th Villard St Future PM.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 11th & Mendenhall Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/2017 East/West Street Mendenhall St Analysis Year 2035 North/South Street N 11th Avenue Time Analyzed Future AM Peak Hour Factor 0.83 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 1 0 1 0 1 0 0 0 1 0 0 0 1 0 Configuration L R LTR LT TR Volume, V (veh/h)1 15 80 5 30 5 140 200 1 Percent Heavy Vehicles (%)0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 7.1 6.5 6.2 4.1 Critical Headway (sec)7.10 6.20 7.10 6.50 6.20 4.10 Base Follow-Up Headway (sec)3.5 3.3 3.5 4.0 3.3 2.2 Follow-Up Headway (sec)3.50 3.30 3.50 4.00 3.30 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)1 18 138 6 Capacity, c (veh/h)489 761 562 1333 v/c Ratio 0.00 0.02 0.25 0.00 95% Queue Length, Q₉₅ (veh)0.0 0.1 1.0 0.0 Control Delay (s/veh)12.4 9.8 13.5 7.7 Level of Service, LOS B A B A Approach Delay (s/veh)10.0 13.5 0.3 Approach LOS A B Copyright © 2017 University of Florida. 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HCS7™ TWSC Version 7.1 Generated: 2/4/2017 2:10:09 PMN 11th Mendenhall St Future AM.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 11th & Mendenhall Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/2017 East/West Street Mendenhall St Analysis Year 2035 North/South Street N 11th Avenue Time Analyzed Future PM Peak Hour Factor 0.83 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 1 0 1 0 1 0 0 0 1 0 0 0 1 0 Configuration L R LTR LT TR Volume, V (veh/h)0 5 190 3 90 3 265 230 1 Percent Heavy Vehicles (%)0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 7.1 6.5 6.2 4.1 Critical Headway (sec)7.10 6.20 7.10 6.50 6.20 4.10 Base Follow-Up Headway (sec)3.5 3.3 3.5 4.0 3.3 2.2 Follow-Up Headway (sec)3.50 3.30 3.50 4.00 3.30 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)0 6 341 4 Capacity, c (veh/h)306 708 444 1283 v/c Ratio 0.00 0.01 0.77 0.00 95% Queue Length, Q₉₅ (veh)0.0 0.0 6.6 0.0 Control Delay (s/veh)16.8 10.1 35.2 7.8 Level of Service, LOS C B E A Approach Delay (s/veh)10.1 35.2 0.1 Approach LOS B E Copyright © 2017 University of Florida. 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HCS7™ TWSC Version 7.1 Generated: 2/4/2017 2:12:32 PMN 11th Mendenhall St Future PM.xtw   MARVIN & ASSOCIATES 2/7/2017 34    BOZEMAN HIGH SCHOOL TRAFFIC ACCESS STUDY  APPENDIX B-3 Concept Capacity Calculations HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Beall & N 15th EB Stop Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/4/2017 East/West Street Beall Street Analysis Year 2020 North/South Street N 15th Avenue Time Analyzed Beall Options PM Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 1 1 0 0 1 1 0 Configuration LTR L TR L TR Volume, V (veh/h)27 30 75 77 240 92 87 230 60 Percent Heavy Vehicles (%)0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)6.40 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)166 96 109 Capacity, c (veh/h)336 1170 1155 v/c Ratio 0.49 0.08 0.09 95% Queue Length, Q₉₅ (veh)2.6 0.3 0.3 Control Delay (s/veh)25.7 8.4 8.4 Level of Service, LOS D A A Approach Delay (s/veh)25.7 1.6 1.9 Approach LOS D Copyright © 2017 University of Florida. 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HCS7™ TWSC Version 7.1 Generated: 2/4/2017 3:50:53 PMOption A Beall Access PM EB Stop.xtw HCS 2010 All-Way Stop-Control Summary Report General Information Site Information Analyst R Marvin Intersection Beall & N 15th Avenue Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/6/2017 East/West Street Beall Street Analysis Year 2020 North/South Street N 15th Avenue Time Analyzed 0.25 Peak Hour Factor 0.80 Anaylysis Time Period (hrs)Beall Options All-way PM Project Description Existing Bozeman High School Lanes Vehicle Volume and Adjustments Approach Eastbound Westbound Northbound Southbound Movement L T R L T R L T R L T R Volume 27 30 73 77 240 92 87 230 60 % Thrus in Shared Lane Lane L1 L2 L3 L1 L2 L3 L1 L2 L3 L1 L2 L3 Configuration LTR L TR L TR Flow Rate, v (veh/h)163 96 415 109 363 Percent Heavy Vehicles 0 0 0 0 0 Departure Headway and Service Time Initial Departure Headway, hd (s)3.20 3.20 3.20 3.20 3.20 Initial Degree of Utilization, x 0.144 0.086 0.369 0.097 0.322 Final Departure Headway, hd (s)4.58 5.92 5.22 5.95 5.30 Final Degree of Utilization, x 0.207 0.158 0.602 0.180 0.534 Move-Up Time, m (s)2.0 2.3 2.3 2.3 2.3 Service Time, ts (s)2.58 3.62 2.92 3.65 3.00 Capacity, Delay and Level of Service Flow Rate, v (veh/h)163 96 415 109 363 Capacity 785 608 689 605 679 95% Queue Length, Q₉₅ (veh)0.8 0.6 4.1 0.7 3.2 Control Delay (s/veh)8.8 9.7 15.5 10.0 13.9 Level of Service, LOS A A C A B Approach Delay (s/veh)8.8 14.4 13.0 Approach LOS A B B Intersection Delay, s/veh | LOS 13.0 B Copyright © 2017 University of Florida. All Rights Reserved. HCS 2010™ AWSC Version 6.90 Generated: 2/6/2017 12:07:50 PMBeall Options All-way Stop PM.xaw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 15th South Access Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/3/2017 East/West Street South Access Analysis Year 2020 North/South Street N 15th Avenue Time Analyzed Beall Options PM Peak Hour Factor 0.78 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 1 0 0 1 1 0 Configuration LTR LTR L TR L TR Volume, V (veh/h)1 0 0 103 0 64 1 262 4 2 309 1 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No No No No Median Type/Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.10 6.50 6.20 7.10 6.50 6.20 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)1 214 1 3 Capacity, c (veh/h)397 519 1173 1223 v/c Ratio 0.00 0.41 0.00 0.00 95% Queue Length, Q₉₅ (veh)0.0 2.0 0.0 0.0 Control Delay (s/veh)14.1 16.7 8.1 8.0 Level of Service, LOS B C A A Approach Delay (s/veh)14.1 16.7 0.0 0.1 Approach LOS B C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.1 Generated: 2/6/2017 12:37:29 PMBeall Options South Access PM.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection N 11th Ave & Mendenhall Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/6/2017 East/West Street Mendenhall Street Analysis Year 2035 North/South Street N 11th Avenue Time Analyzed Options B & C PM Hour Peak Hour Factor 0.90 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Existing Bozeman High School Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 0 0 1 0 1 0 0 1 0 0 0 1 0 Configuration L R T T Volume, V (veh/h)190 93 268 231 Percent Heavy Vehicles (%)0 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No No No No Median Type/Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 Critical Headway (sec)6.40 6.23 Base Follow-Up Headway (sec)3.5 3.3 Follow-Up Headway (sec)3.50 3.33 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)211 103 Capacity, c (veh/h)454 714 v/c Ratio 0.47 0.14 95% Queue Length, Q₉₅ (veh)2.4 0.5 Control Delay (s/veh)19.6 10.9 Level of Service, LOS C B Approach Delay (s/veh)16.8 Approach LOS C Copyright © 2017 University of Florida. All Rights Reserved. HCS7™ TWSC Version 7.1 Generated: 2/6/2017 12:28:20 PMN 11th & Mendenhall Options B&C 2035 PM.xtw