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HomeMy WebLinkAbout011 Appendix J - Traffic Impact StudyStockyards Property Traffic Impact Study Prepared for: Wake Up, Inc. For submittal to: In partnership with: Stahly Engineering and Intrinsik Architecture 406 Traffic and Transportation Consulting P.O. Box 249 Bozeman, MT 59771 406.922.7300 September 2024 Stockyards Property Traffic Impact Study September 2024 i CONTENTS 1 Introduction .................................................................................................................................................... 1 1.1 Project Location and Study Area..................................................................................................... 1 1.2 Project Description .......................................................................................................................... 1 1.3 Analysis Methods and References.................................................................................................. 1 2 Existing and Base Conditions ........................................................................................................................ 4 2.1 Streets and Intersections ................................................................................................................ 4 2.2 Historical and Existing Traffic Volumes ........................................................................................... 5 2.3 Projected Traffic Without the Proposed Development .................................................................... 7 3 Trip Generation and Distribution .................................................................................................................... 9 3.1 Trip Generation ............................................................................................................................. 10 3.2 Trip Distribution and Assignment .................................................................................................. 11 4 Traffic Analysis Results ............................................................................................................................... 16 EXHIBITS 1. Overall Site Location and Study Intersections ................................................................................................ 2 2. Stockyards Property Site Plan ........................................................................................................................ 3 3. Intersection LOS Criteria ................................................................................................................................ 4 4. Existing Road and Intersection Basics ............................................................................................................ 6 5. Historical Daily Traffic Volume ........................................................................................................................ 7 6. Existing Traffic Volume ................................................................................................................................... 8 7. 2031 Background Traffic Volume .................................................................................................................... 9 8. Trip Generation ............................................................................................................................................. 11 9. Distribution Percentages for New Project Trips ............................................................................................ 13 10. Assignment of New Project Trips .................................................................................................................. 14 11. 2031 Total Traffic Volume with the Project ................................................................................................... 15 12. Peak Hour Intersection LOS and Delay Summary ........................................................................................ 16 APPENDICES A: Raw Traffic Count Data B: Intersection Analysis Software Output Cover image by 406 Traffic and Transportation Consulting Stockyards Property Traffic Impact Study September 2024 1 1 INTRODUCTION This report documents the Traffic Impact Study (TIS) conducted for a subdivision in the Stockyards area of northeast Bozeman, as required by Bozeman Municipal Code (BMC), Section 38.220.060.11, parts g through i. This TIS report has been prepared in support of the project permit application process on behalf of Wake Up, Inc. in partnership with Stahly Engineering and Intrinsik Architecture. 1.1 PROJECT LOCATION AND STUDY AREA The overall subdivision site location is shown in Exhibit 1 along with a map of the intersections studied. The study intersections are: 1. East Griffin Drive at Bridger Drive/North Rouse Avenue (MT 86) 2. Story Mill Road at Bridger Drive (MT 86) 3. Story Mill Road at Hillside Lane 4. East Griffin Drive at Story Mill Road 5. L Street at Big Gulch Drive 6. East Tamarack Street at North Wallace Avenue From here forward in the body of this report, existing intersections are generally referred to only by their distinguishing street names (e.g., “Story Mill at Bridger”) for the sake of brevity. 1.2 PROJECT DESCRIPTION The site is currently occupied by two houses, a mobile home, and various agricultural structures. It is contained within 13.79 acres of land separated into six tracts. Tracts 1-3 are zoned as Residential Emphasis Mixed-Use Districts (REMU), and tracts 4-6 are zoned as Community Business Districts–Mixed (B2-M). The proposed development will include a total of 130 housing units, 48,000 gross square-feet (GSF) of office space, 6,000 GSF of retail, and 18,000 GSF of restaurants. Seven new street access points are expected to be created as part of this project: four on East Griffin Drive, two on Hillside Lane, and one on Story Mill Road. None of these is projected to carry substantial traffic alone to warrant separate consideration as a street intersection. Exhibit 2 shows the site plan and estimated access point locations for the proposed development in relation to the existing buildings and streets. 1.3 ANALYSIS METHODS AND REFERENCES Trip generation rates, or equations as applicable, are sourced from the Institute of Transportation Engineers (ITE) Trip Generation package’s 11th edition. ITE trip generation data, when aggregated across enough varied sites, produce both simple average rates and best-fit equations, either linear or logarithmic, to help the analyst derive proper estimates for their situation. Equations are generally preferred over rates, especially for larger sites where trip generation per unit of land use can diminish with increasing project size. General ITE guidance calls for the use of the fitted curve equation when the data set for the land use type in question is comprised of studies from 20 or more separate sites and when the equation produces a correlation coefficient (R2) of 0.75 or higher, with 1.0 being the best possible fit. Because there are some planned land uses in the project with fewer than 20 trip generation studies from ITE, and because rates often produce somewhat more conservative trip estimates, rates are used here rather than equations. Stockyards Property Traffic Impact Study September 2024 2 Exhibit 1. Overall Site Location and Study Intersections Stockyards Property Traffic Impact Study September 2024 3 Exhibit 2. Stockyards Property Site Plan Source: Intrinsik Architecture Inc.; drawing provided April 2024 Stockyards Property Traffic Impact Study September 2024 4 Operational performance was analyzed at the four study intersections through the use of the industry-standard methods presented in the Highway Capacity Manual (HCM), published in its modern form as Transportation Research Board Special Report 209. The Synchro software package, version 12, was employed as both a data repository and a capacity analysis tool, with reports for each intersection generated using Synchro’s application of the assumptions of the HCM’s 7th edition. Both Synchro 12 and HCM 7 were the most recent versions available at the time of this study. The HCM methodology for intersection capacity analysis produces delay estimates for each turning movement (or “lane group”, when multiple turning movements operate from the same lane). These delay estimates are assigned Level of Service (LOS) grades that range from A (best) to F (worst), as indicated in Exhibit 3. Exhibit 3. Intersection LOS Criteria Delay Range (seconds/vehicle) by Control Type LOS Unsignalized Signalized Description A 0 to 10.0 0 - 10.0 Free flow B 10.1 to 15.0 10.1 to 20.0 Stable flow (slight delays) C 15.1 to 25.0 20.1 to 35.1 Stable flow (acceptable delays) D 25.1 to 35.0 35.1 to 55.0 Approaching unstable flow E 35.1 to 50.0 55.1 to 80.0 Unstable flow F 50.1 or more 80.1 or more Forced flow (congested, queues fail to clear) Source: HCM 7th Edition It’s also important to note that for unsignalized intersections with only side-street stop sign control, intersection LOS is represented by the LOS result for the worst lane group. Signals, all-way stops, and roundabouts use a volume-weighted average delay for all lane groups and approaches to establish the LOS grade. Per City code, operations impact is determined according to the degree to which LOS conforms to acceptability standards. The intersections analyzed here are subject to a standard of LOS C or better, though in some cases and places a worse LOS can be accepted if special pre-existing physical limitations are recognized. Where LOS without the project is already worse than the standard, an impact is often defined as any increase in delay, and a project impact mitigation requirement can be negotiated so that it results in a delay at or below the pre-project level. 2 EXISTING AND BASE CONDITIONS 2.1 STREETS AND INTERSECTIONS Story Mill Road/L Street is a north-south urban minor arterial/urban collector with one travel lane in each direction and a left-turn lane at its intersection with Bridger Drive. The road is named Story Mill Road to the north of its intersection with East Griffin Drive, and it changes to L Street to the south of this intersection. For motorists crossing under Interstate 90, it serves as an alternative to the busier Rouse Avenue. It runs outside of Bozeman city limits between Big Gulch Drive and East Oak Street. The posted speed limit in the study area is 25 mph, and there are unprotected bike lanes on both sides of the road between Bridger Drive and East Griffin Drive. East Griffin Drive is an east-west urban minor arterial/urban collector with one travel lane in each direction and both left-turn and exclusive right-turn lanes on the west leg of its intersection with Rouse/Bridger. The posted speed limit on East Griffin is 35 mph to the west of this intersection. East of the intersection, Griffin Drive is a local street with a 25 mph speed limit, except for a small segment where the road crosses the East Gallatin River and a multi-use path, where the posted speed limit is 15 mph. This segment of Griffin Drive also crosses Bozeman Creek over a narrow bridge. Bridger Drive/North Rouse Avenue (MT 86) is an urban minor arterial/urban collector that runs north-south to the south of its intersection with East Griffin Drive, and east-west to the north of it. It has one travel lane in each direction, a center left-turn lane, exclusive left-turn lanes at each signalized intersection, and an exclusive right-turn lane on the Stockyards Property Traffic Impact Study September 2024 5 north leg of its East Griffin Drive intersection. It is the primary route connecting Bozeman to Bridger Bowl Ski Area. Its name is North Rouse Avenue to the south of its intersection with East Griffin Drive, and it changes to Bridger Drive to the north of this intersection. The posted speed limit is 35 mph between its Story Mill Road intersection and the railroad crossing, 25 mph south of the railroad crossing, and 45 mph east of Story Mill Road. There are unprotected bike lanes on both sides of the road beginning at the Story Mill Road intersection and extending west and south outside of the study area. The intersections at Griffin and Rouse/Bridger and at Story Mill and Bridger are the only intersections in this study that operate with signal control. The intersection at Tamarack and Wallace uses all-way stop control (AWSC), and the three others use two-way stop control (TWSC). Note that this term, TWSC, is applied even at “T” intersections where only one leg’s approaching traffic is stop-controlled. Although there are currently no stop signs at the Big Gulch and L Street intersection, Big Gulch Drive is a private gravel road while L street is a paved public street, so a mandatory stop is implied. Exhibit 4 shows traffic control and lane arrangements schematically at each study intersection. 2.2 HISTORICAL AND EXISTING TRAFFIC VOLUMES There are three mid-block locations in the study area where MDT currently collects (or estimates) traffic counts annually. Traffic volumes at these sites are used to make projections of short-term growth for the project area. These locations are:  Bridger Drive north of East Griffin Drive,  Rouse Avenue south of East Griffin Drive, and  East Griffin Drive west of Bridger/Rouse Daily volumes are available for years as far back as 2004 at all three locations. Exhibit 5 shows historical annualized daily volumes in the project area for the past 20 years. Stockyards Property Traffic Impact Study September 2024 6 Exhibit 4. Existing Road and Intersection Basics Stockyards Property Traffic Impact Study September 2024 7 Exhibit 5. Historical Daily Traffic Volume Source: MDT Transportation Data Management System: retrieved 7/16/2024 This look back at historical volumes over the past twenty years does not show any distinct patterns or trends. While ongoing construction of the center left-turn lane on Bridger Drive and North Rouse Avenue could explain the decline in traffic in 2018, there is no single growth rate that accurately describes these data. The average background growth rate of 2.75% calculated for the City of Bozeman’s Story Mill Road Reconstruction project was utilized to model ambient growth in the study area (Source: Canyon Gate TIS). Turning movement counts were collected by a third-party vendor using Miovision camera technology at all three study intersections on Tuesday, July 9, 2024. The MDT seasonal adjustment factor for a July Tuesday on an urban minor arterial/urban collector is 0.824. This factor was used to adjust these counts to annualized averages prior to analysis. Raw intersection count data are provided in Appendix A. The seasonally adjusted peak hour turning movement volumes are shown in Exhibit 6 along with four of MDT’s 2023 average daily traffic volume estimates. Three of these are color- coded by location to match the historical AADT chart shown previously in Exhibit 5, and the fourth, closest to the project site, is located on Story Mill Road south of Bridger Drive. 2.3 PROJECTED TRAFFIC WITHOUT THE PROPOSED DEVELOPMENT Using the aforementioned 2.75% background growth rate, existing traffic was projected seven years into the future (2031). This projected traffic without the proposed development forms the basis of impact definition and is referred to as the Background condition. Exhibit 7 shows 2031 Background traffic. 0 2000 4000 6000 8000 10000 12000 0405060708091011121314151617181920212223VolumeYear Annual Average Daily Traffic at Bridger/Rouse and Griffin, 2004-2023 Bridger Rouse E Griffin Stockyards Property Traffic Impact Study September 2024 8 Exhibit 6. Existing Traffic Volume Stockyards Property Traffic Impact Study September 2024 9 Exhibit 7. Future Background Traffic Volume Stockyards Property Traffic Impact Study September 2024 10 3 TRIP GENERATION AND DISTRIBUTION 3.1 TRIP GENERATION The Stockyard Properties project will include several different land uses, each with characteristic trip generation rates. The specific types of businesses and dwellings that will occupy the site in the future are undetermined at the time of this writing, so land uses that can often be found in multi-use developments, such as “multi-family [MF] low-rise with ground commercial”, “small office building”, and “high-turnover sit-down restaurant” were assumed. For the type of peak hour, trip generation based on ‘peak hour of adjacent street traffic’ was selected over ‘peak hour of the generator [the new development]’ because arrivals and departures are somewhat spread throughout the day, unlike traditional single-use sites. Three types of adjustments to trip generation were evaluated for this project. First, a discount is sometimes taken to reflect internal capture where multiple uses are present in a single project site. This is a mixed-use project, so the initial numbers of trips generated daily were reduced to account for internal capture, with the exception of residences above ground-floor commercial, which already have the observation of internal tripmaking captured in their published rates. No information is available at this time on the specific types and arrangements of uses within the site (both of which are needed to conduct an official calculation per the ITE procedure), so an estimate was needed. This estimate was developed through a review of the approved TIS for a proximate, recent, and very similar project (Canyon Gate). 25% of total daily trips, 10% of AM peak hour trips, and 35% of PM peak hour trips will be made internally, reducing the number of trips made on the adjacent streets. Second, some land uses attract trips that were already using the adjacent or nearby road network by virtue of improved convenience over a similar site that would have been used before. These are called “pass-by” and “diverted-linked” trips, though the latter does not apply well to the street network in the project area. Given the restaurant space that the project will include, it is possible that either some background-scenario drivers will become aware of a business on the project site and, once the subject land use is open, decide to stop there on their way to another destination. Third, a discount can be taken for a project and land use type where alternative modes could have an outsized role in site access. Although this site is not served by a Streamline bus route, the proximity of Story Mill Park is expected to be a strong attractor for some site residents and business patrons. In particular, the size and quality of the park and its easy access from the Stockyard site are expected those with dogs and/or children to substitute some car trips for walking trips. The proximity of the site to the multi-use trail just west of Story Mill Road is also likely to result in the potential for a small number of cycling trips to replace car trips. Based on similar projects and the judgment of the study team, this “walk+bike” reduction was set to 5% for all time periods. The project’s trip generation characteristics are indicated in Exhibit 8. Stockyards Property Traffic Impact Study September 2024 11 Exhibit 8. Trip Generation Independent Daily AM Peak PM Peak ITE Land Use Code and Description Variable Quantity (x) Rate Rate In Out Rate In Out North of Griffin: Tracts 1-4 220 - MF Low-Rise Dwelling 84 6.74x 0.40x 24% 76% 0.51x 63% 37% Units Trips: 566 34 8 26 43 27 16 230 - MF Low-Rise w/Ground commercial1 Dwelling 38 3.44x 0.44x 23% 77% 0.36x 71% 29% (category: <25k sf GFA retail) Units Trips: 131 17 4 13 14 10 4 712 - Small Office Building ksf 22 14.39x 1.67x 82% 18% 2.16x 34% 66% Trips: 317 37 30 7 48 16 32 822 - Strip Retail Plaza ksf 4 54.45x 2.36x 60% 40% 6.59x 50% 50% Trips: 218 9 5 4 26 13 13 932 - High-Turnover Sit-Down Restaurant ksf 2 107.20x 9.57x 55% 45% 9.05x 61% 39% Trips: 214 19 10 9 18 11 7 North Tracts Gross Totals: 1,446 116 57 59 149 77 72 Offsite Pass-by Reduction, LU 932: 20% 4 2 1 Offsite Walk+Bike Reduction: 5% 72 6 3 3 7 4 4 Internal Capture Reduction %s: 25% AM: 10% PM: 35% Internal Capture Trips: 329 10 5 5 47 23 24 All North Reductions: 401 16 8 8 58 30 29 North Tracts Net Totals: 1,045 100 49 51 91 48 43 South of Griffin: Tracts 5 & 6 230 - MF Low-Rise with Ground commercial1 DU 8 3.44x 0.44x 23% 77% 0.36x 71% 29% (category: <25k sf GFA retail) Trips: 28 4 1 3 3 2 1 712 - Small Office Building ksf 26 14.39x 1.67x 82% 18% 2.16x 34% 66% Trips: 374 43 35 8 56 19 37 822 - Strip Retail Plaza ksf 2 54.45x 2.36x 60% 40% 6.59x 50% 50% Trips: 109 5 3 2 13 7 6 931 - Fine Dining Restaurant ksf 10 83.84x 0.73x 50% 50% 7.80x 67% 33% [Restaurant/Brewery] Trips: 838 7 4 3 78 52 26 932 - High-Turnover Sit-Down Restaurant ksf 6 107.20x 9.57x 55% 45% 9.05x 61% 39% Trips: 643 57 31 26 54 33 21 South Tracts Gross Totals: 1,992 116 74 42 204 113 91 Offsite Pass-by Reduction, LU 931/932: 20% 27 17 9 Offsite Walk+Bike Reduction: 5% 100 6 4 2 10 6 5 Internal Capture Reduction %s: 25% 10% 35% Internal Capture Trips: 491 11 7 4 70 39 32 All South Reductions: 591 17 11 6 107 62 45 South Tracts Net Totals: 1,401 99 63 36 97 52 46 Net Totals (Both Tracts) 2,466 199 112 87 188 99 89 Source: Rates from ITE Trip Generation, 11th Edition. 1. Internal Capture reductions do not apply to Land Use 230. Note that some totals appear off by +/- one vehicle due to rounding. 3.2 TRIP DISTRIBUTION AND ASSIGNMENT Trip distribution and assignment estimates were developed by considering the site’s location relative to regional roadways. Most inbound and outbound access was assumed to occur from Bridger Drive to the north (Intersection 2) because it is the nearest principal arterial, it carries several times more traffic than Story Mill Rd/L Street and East Griffin Stockyards Property Traffic Impact Study September 2024 12 Drive combined, and it is expected to do so for the foreseeable future. A portion of trips were also assigned to Story Mill/L Street to the south because it connects directly to Bozeman’s downtown area. This connection is likely to lead some drivers, especially locals, to choose it as an easier north-south alternative to Rouse. A very small percentage of trips were allocated to East Griffin Drive due to its low capacity, low visibility, and narrow bridges over Bozeman Creek and the East Gallatin River. Trip distribution and assignment percentages are shown in Exhibit 9. The net new project trips reflected as peak hour intersection turning movement volumes are shown in Exhibit 10, and the estimated total intersection volumes with the project are shown in Exhibit 11. Stockyards Property Traffic Impact Study September 2024 13 Exhibit 9. Distribution Percentages for New Project Trips Stockyards Property Traffic Impact Study September 2024 14 Exhibit 10. Assignment of New Project Trips Stockyards Property Traffic Impact Study September 2024 15 Exhibit 11. 2031 Total Traffic Volume with the Project Stockyards Property Traffic Impact Study September 2024 16 4 TRAFFIC ANALYSIS RESULTS The peak hour intersection Level of Service (LOS) and delay results with and without the project are shown in Exhibit 12. Directions are abbreviated where necessary. Analysis software results are provided in Appendix B. Exhibit 12. Peak Hour Intersection LOS and Delay Summary Traffic LOS (delay, seconds/vehicle) TWSC Worst Intersection Control Existing Future Background Future With Project Lane Group* AM Peak Hour 1. Griffin at Bridger/Rouse Signal B (10.8) B (11.7) B (11.7) - 2. Story Mill at Bridger Signal A ( 8.5) A ( 8.9) A ( 9.5) - 3. Story Mill at Hillside TWSC A ( 9.6) A ( 9.8) B (11.5) WB/EB** 4. Griffin at Story Mill TWSC A ( 9.1) A ( 9.2) B (10.3) EB 5. L St at Big Gulch TWSC A ( 9.1) A ( 9.2) A ( 9.5) WB 6. Wallace at Tamarack AWSC A ( 7.9) A ( 8.2) A ( 8.4) - PM Peak Hour 1. Griffin at Bridger/Rouse Signal B (11.8) B (13.1) B (13.2) - 2. Story Mill at Bridger Signal A ( 8.7) A ( 8.7) A ( 9.4) - 3. Story Mill at Hillside TWSC A ( 9.8) A (10.0) B (11.5) EB 4. Griffin at Story Mill TWSC A ( 8.9) A ( 8.9) B (10.1) EB 5. L St at Big Gulch TWSC A ( 9.4) A ( 9.5) A ( 9.7) WB 6. Wallace at Tamarack AWSC A ( 8.0) A ( 8.2) A ( 8.4) - * Worst lane group is the one that determines intersection LOS at a Two-Way Stop Controlled intersection. ** Worst lane group at Intersection 3 in the AM peak hour is westbound without the project and eastbound with the project. The intersection analysis results indicate LOS A or B at all intersections analyzed. At both stop-controlled locations on Story Mill (Intersections 3 and 4), LOS would degrade from A to B in both peaks as a result of 1-2 seconds more average delay for Eastbound traffic. At Intersection, the AM peak hour result indicating that delay does not increase as a result of the project could appear counterintuitive. This phenomenon stems from the addition of small amounts of project traffic to turning movements with lower-than-average delay, so the weighted average for the whole intersection remains generally unaffected. No traffic impact mitigations have been deemed necessary for this project. Given the size and nature of this project, no substantial additional street maintenance is expected to be necessary as a result. Traffic calming improvements are expected to be neither necessary nor appropriate on the street segments studied. This concludes the Stockyards Property TIS. Stockyards Property Traffic Impact Study September 2024 Appendix A Appendix A: Raw Traffic Count Data Start Time Right Thru Left U Right Thru Left U Right Thru Left U Right Thru Left U 7:00 AM 32 42 200020130110191290 7:15 AM 23 41 100110263220241300 7:30 AM 32 56 101300153160276170 7:45 AM 40 63 001130270350373410 8:00 AM 47 64 002220152310322270 8:15 AM 31 86 000210056190371260 8:30 AM 48 71 000120073350382450 8:45 AM 34 67 000110189410451340 4:00 PM 44 81 102130384480440430 4:15 PM 47 68 000530159380470380 4:30 PM 47 80 002150265480470290 4:45 PM 48 61 000410091450541430 5:00 PM 48 76 0005002102570650440 5:15 PM 56 74 0004207106640454410 5:30 PM 41 61 100140390440474390 5:45 PM 30 65 100200258550323290 Southbound Westbound Northbound Eastbound Type Road Classification Totals Bridger Dr E Griffin Dr N Rouse Ave E Griffin Dr Site Code Project E Griffin Dr & Bridger DrStudy Name Start Date 7/9/2024 Start Time 7:00 AM Bozeman Traffic Counts Stockyard Start Time Right Thru Left U Right Thru Left U Right Thru Left U Right Thru Left U 7:00 AM 15 310235403420030130 7:15 AM 14 11 3 0 3 37 604340351200 7:30 AM 27 810047605330238180 7:45 AM 28 450159903510144300 8:00 AM 32 600153805630235270 8:15 AM 31 490258602520241200 8:30 AM 32 10 3 0 4 64 603330250230 8:45 AM 22 8201421209640147320 4:00 PM 30 820238306530362270 4:15 PM 24 11 1 0 4 67 409530147320 4:30 PM 26 8403604013460250250 4:45 PM 22 13 2 0 1 43 5 0 10 310369340 5:00 PM 23 740252508410472390 5:15 PM 13 4103655081060279240 5:30 PM 18 3202494051010568310 5:45 PM 23 510148801420244220 Southbound Westbound Northbound Eastbound Type Road Classification Totals Story Mill Rd Bridger Dr Story Mill Rd Bridger Dr Site Code Project Story Mill Rd & Bridger DrStudy Name Start Date 7/9/2024 Start Time 7:00 AM Bozeman Traffic Counts Stockyard Start Time Right Thru Left U Right Thru Left U Right Thru Left U Right Thru Left U 7:00 AM 1600001008002020 7:15 AM 3 17 00200009102010 7:30 AM 1 15 01201008100000 7:45 AM 0 14 10000009005000 8:00 AM 1 17 000030213001030 8:15 AM 0 12 101020110100020 8:30 AM 4 14 00102007202020 8:45 AM 1 26 001000116103040 4:00 PM 1 15 201010213100010 4:15 PM 0 16 000000215000010 4:30 PM 0 15 102010022000000 4:45 PM 0 24 000010113000010 5:00 PM 1 17 000000014000000 5:15 PM 28001010324100020 5:30 PM 2 10 100020012002000 5:45 PM 1 15 00101009200000 Type Road Classification Totals Story Mill Rd Hillside Ln Story Mill Rd Hillside Ln Southbound Westbound Northbound Eastbound Site Code Project Bozeman Traffic Counts Stockyard Story Mill Rd & Hillside LnStudy Name Start Date 7/9/2024 Start Time 7:00 AM Start Time Right Thru Left U Right Thru Left U Right Thru Left U Right Thru Left U 7:00 AM 0 10 0 8101 00 7:15 AM 4 16 0 7200 30 7:30 AM 0 16 0 9105 00 7:45 AM 1 19 0 11 2 0 2 0 0 8:00 AM 1 18 0 13 2 0 1 2 0 8:15 AM 1 9 0 8201 00 8:30 AM 1 21 0 9002 00 8:45 AM 1 21 0 20 2 0 1 0 0 4:00 PM 2 11 0 15 3 0 1 1 0 4:15 PM 3 17 0 19 4 0 1 0 0 4:30 PM 1 14 0 20 2 0 4 0 0 4:45 PM 1 23 0 14 2 0 1 0 0 5:00 PM 0 19 0 17 4 0 1 0 0 5:15 PM 0 9 0 24 2 0 7 2 0 5:30 PM 2 13 0 11 2 0 8 3 0 5:45 PM 1 13 0 7207 10 Southbound Westbound Northbound Eastbound Type Road Classification Totals Story Mill Rd n/a L St E Griffin Dr Site Code Project Story Mill Rd & E Griffin DrStudy Name Start Date 7/9/2024 Start Time 7:00 AM Bozeman Traffic Counts Stockyard Start Time Right Thru Left U Right Thru Left U Right Thru Left U Right Thru Left U 7:00 AM 11 0 0 0 0 0 8 0 7:15 AM 15 0 0 0 1 0 8 0 7:30 AM 19 0 0 0 0 0 9 0 7:45 AM 18 0 0 0 0 1 13 0 8:00 AM 17 0 0 0 0 1 12 0 8:15 AM 10 1 0 0 1 1 11 0 8:30 AM 18 1 0 0 1 0 10 0 8:45 AM 29 0 0 1 0 1 17 0 4:00 PM 14 0 0 1 0 0 17 0 4:15 PM 14 0 0 0 0 0 24 0 4:30 PM 17 0 0 3 1 0 20 0 4:45 PM 28 0 0 0 0 0 15 0 5:00 PM 14 0 0 0 0 3 18 0 5:15 PM 15 0 0 0 0 0 26 0 5:30 PM 15 0 0 0 0 0 14 0 5:45 PM 22 0 0 0 0 1 8 0 Southbound Westbound Northbound Eastbound Type Road Classification Totals L St Big Gulch Dr L St n/a Site Code Project Bozeman Traffic Counts Stockyard Study Name Big Gulch Dr & L St Start Date 7/9/2024 Start Time 7:00 AM Start Time Right Thru Left U Right Thru Left U Right Thru Left U Right Thru Left U 7:00 AM 3 10 10250008406540 7:15 AM 5 11 40121005505320 7:30 AM 6 15 101100094011330 7:45 AM 3 12 3078101106017650 8:00 AM 4 16 601600098013430 8:15 AM 6 10 301300066010970 8:30 AM 598017000125012720 8:45 AM 7 16 7058002128012780 4:00 PM 6 11 3033001101406650 4:15 PM 3 13 3022001171105560 4:30 PM 9 13 604400115606770 4:45 PM 4 18 507600110804610 5:00 PM 4 18 3046010181807710 5:15 PM 10 13 20640011912010870 5:30 PM 5 16 4032001211205970 5:45 PM 7 17 20420018803640 Southbound Westbound Northbound Eastbound Type Road Classification Totals N Wallace Ave E Tamarack St N Wallace Ave E Tamarack St Site Code Project Bozeman Traffic Counts Stockyard Study Name E Tamarack St & N Wallace Ave Start Date 7/9/2024 Start Time 7:00 AM Stockyards Property Traffic Impact Study September 2024 Appendix B Appendix B: Intersection Analysis Software Output Scenario Order: Existing AM Existing PM Future Background AM Future Background PM Future With Project AM Future With Project PM HCM 7th Signalized Intersection Summary Bozeman Stockyard TIS 1: Griffin Dr & Bridger Dr 08/23/2024 Existing AM Synchro 12 Report 406 Traffic Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 109512555210422220237132 Future Volume (veh/h) 109512555210422220237132 Initial Q (Qb), veh 000000000000 Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 0.99 0.99 0.99 0.99 1.00 1.00 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1682 1682 1682 1559 1559 1559 1695 1695 1695 1709 1709 1709 Adj Flow Rate, veh/h 120513755211424420260145 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 555141414444333 Cap, veh/h 366 285 238 161 126 38 643 1036 8 135 802 676 Arrive On Green 0.17 0.17 0.17 0.17 0.17 0.17 0.09 0.62 0.62 0.00 0.47 0.47 Sat Flow, veh/h 1355 1682 1404 389 744 227 1615 1679 14 1125 1709 1441 Grp Volume(v), veh/h 120 5 137 12 0 0 114 0 246 0 260 145 Grp Sat Flow(s),veh/h/ln 1355 1682 1404 1359 0 0 1615 0 1693 1125 1709 1441 Q Serve(g_s), s 3.9 0.1 4.8 0.0 0.0 0.0 1.6 0.0 3.5 0.0 5.1 3.2 Cycle Q Clear(g_c), s 4.2 0.1 4.8 0.4 0.0 0.0 1.6 0.0 3.5 0.0 5.1 3.2 Prop In Lane 1.00 1.00 0.42 0.17 1.00 0.01 1.00 1.00 Lane Grp Cap(c), veh/h 366 285 238 326 0 0 643 0 1045 135 802 676 V/C Ratio(X) 0.33 0.02 0.58 0.04 0.00 0.00 0.18 0.00 0.24 0.00 0.32 0.21 Avail Cap(c_a), veh/h 941 998 833 892 0 0 1099 0 1851 352 1133 955 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 20.2 18.5 20.4 18.6 0.0 0.0 5.2 0.0 4.6 0.0 8.9 8.4 Incr Delay (d2), s/veh 0.5 0.0 2.2 0.0 0.0 0.0 0.1 0.0 0.1 0.0 0.2 0.2 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.3 0.0 1.6 0.1 0.0 0.0 0.4 0.0 0.8 0.0 1.5 0.8 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 20.7 18.5 22.6 18.6 0.0 0.0 5.3 0.0 4.7 0.0 9.1 8.5 LnGrp LOS C B C B A A A A Approach Vol, veh/h 262 12 360 405 Approach Delay, s/veh 21.6 18.6 4.9 8.9 Approach LOS C B A A Timer - Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 38.6 14.8 7.9 30.7 14.8 Change Period (Y+Rc), s 5.6 5.8 3.0 5.6 * 5.8 Max Green Setting (Gmax), s 58.4 31.7 20.0 35.4 * 32 Max Q Clear Time (g_c+I1), s 5.5 6.8 3.6 7.1 2.4 Green Ext Time (p_c), s 1.5 0.8 0.2 2.0 0.0 Intersection Summary HCM 7th Control Delay, s/veh 10.8 HCM 7th LOS B Notes * HCM 7th computational engine requires equal clearance times for the phases crossing the barrier. HCM 7th Signalized Intersection Summary Bozeman Stockyard TIS 2: Story Mill & Bridger Dr 08/23/2024 Existing AM Synchro 12 Report 406 Traffic Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 82 140 6 24 193 7 7 16 11 14 20 101 Future Volume (veh/h) 82 140 6 24 193 7 7 16 11 14 20 101 Initial Q (Qb), veh 000000000000 Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 0.99 0.99 0.99 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1682 1682 1682 1723 1723 1723 1614 1614 1614 1695 1695 1695 Adj Flow Rate, veh/h 88 151 6 26 208 8 8 17 12 15 22 109 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 555222101010444 Cap, veh/h 618 741 29 680 760 29 381 213 151 491 60 296 Arrive On Green 0.46 0.46 0.46 0.46 0.46 0.46 0.24 0.24 0.24 0.24 0.24 0.24 Sat Flow, veh/h 1133 1606 64 1225 1648 63 1171 877 619 1346 246 1217 Grp Volume(v), veh/h 88 0 157 26 0 216 8 0 29 15 0 131 Grp Sat Flow(s),veh/h/ln 1133 0 1670 1225 0 1711 1171 0 1495 1346 0 1463 Q Serve(g_s), s 2.0 0.0 2.2 0.5 0.0 3.1 0.2 0.0 0.6 0.3 0.0 2.9 Cycle Q Clear(g_c), s 5.1 0.0 2.2 2.7 0.0 3.1 3.1 0.0 0.6 0.9 0.0 2.9 Prop In Lane 1.00 0.04 1.00 0.04 1.00 0.41 1.00 0.83 Lane Grp Cap(c), veh/h 618 0 770 680 0 789 381 0 364 491 0 356 V/C Ratio(X) 0.14 0.00 0.20 0.04 0.00 0.27 0.02 0.00 0.08 0.03 0.00 0.37 Avail Cap(c_a), veh/h 1666 0 2314 1812 0 2371 812 0 914 986 0 894 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 8.1 0.0 6.3 7.1 0.0 6.5 13.6 0.0 11.5 11.8 0.0 12.3 Incr Delay (d2), s/veh 0.1 0.0 0.1 0.0 0.0 0.2 0.0 0.0 0.1 0.0 0.0 0.6 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.4 0.0 0.5 0.1 0.0 0.7 0.1 0.0 0.2 0.1 0.0 0.8 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 8.2 0.0 6.4 7.1 0.0 6.7 13.7 0.0 11.6 11.8 0.0 13.0 LnGrp LOS A AA AB BB B Approach Vol, veh/h 245 242 37 146 Approach Delay, s/veh 7.1 6.8 12.0 12.9 Approach LOS AABB Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 23.7 15.6 23.7 15.6 Change Period (Y+Rc), s 5.6 6.0 5.6 6.0 Max Green Setting (Gmax), s 54.4 24.0 54.4 24.0 Max Q Clear Time (g_c+I1), s 7.1 5.1 5.1 4.9 Green Ext Time (p_c), s 1.3 0.1 1.4 0.7 Intersection Summary HCM 7th Control Delay, s/veh 8.5 HCM 7th LOS A HCM 7th TWSC Bozeman Stockyard TIS 3: Story Mill & Hillside 08/23/2024 Existing AM Synchro 12 Report 406 Traffic Intersection Int Delay, s/veh 1.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 90560233831575 Future Vol, veh/h 90560233831575 Conflicting Peds, #/hr505505505505 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 74 74 74 74 74 74 74 74 74 74 74 74 Heavy Vehicles, % 121212202020202020 7 7 7 Mvmt Flow 120780345141777 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 153 157 90 151 158 63 89 0 0 60 0 0 Stage 1 88 88 - 66 66 ------- Stage 2 64 69 - 85 91 ------- Critical Hdwy 7.22 6.62 6.32 7.3 6.7 6.4 4.3 - - 4.17 - - Critical Hdwy Stg 16.225.62-6.35.7------- Critical Hdwy Stg 26.225.62-6.35.7------- Follow-up Hdwy 3.608 4.108 3.408 3.68 4.18 3.48 2.38 - - 2.263 - - Pot Cap-1 Maneuver 792 718 940 777 703 953 1401 - - 1512 - - Stage 1 895 803 - 901 805 ------- Stage 2 922 819 - 881 785 ------- Platoon blocked, % - - - - Mov Cap-1 Maneuver 780 708 931 761 693 944 1394 - - 1504 - - Mov Cap-2 Maneuver 780 708 - 761 693 ------- Stage 1 890 798 - 894 799 ------- Stage 2 912 812 - 869 781 ------- Approach EB WB NB SB HCM Control Delay, s/v 9.45 9.56 0.52 0.12 HCM LOS A A Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 121 - - 828 800 28 - - HCM Lane V/C Ratio 0.003 - - 0.023 0.014 0.001 - - HCM Control Delay (s/veh) 7.6 0 - 9.5 9.6 7.4 0 - HCM Lane LOS A A -AAAA - HCM 95th %tile Q(veh) 0 - - 0.1 0 0 - - HCM 7th TWSC Bozeman Stockyard TIS 4: Griffin Dr & Story Mill 08/23/2024 Existing AM Synchro 12 Report 406 Traffic Intersection Int Delay, s/veh 0.8 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 2 4 5 41 57 3 Future Vol, veh/h 2 4 5 41 57 3 Conflicting Peds, #/hr 5 5 5 0 0 5 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 76 76 76 76 76 76 Heavy Vehicles, % 14 14 16 16 8 8 Mvmt Flow 3 5 75475 4 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 154 87 84 0 - 0 Stage 1 82 ----- Stage 2 72 ----- Critical Hdwy 6.54 6.34 4.26 - - - Critical Hdwy Stg 15.54----- Critical Hdwy Stg 25.54----- Follow-up Hdwy 3.626 3.426 2.344 - - - Pot Cap-1 Maneuver 810 939 1429 - - - Stage 1 912 ----- Stage 2 921 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 799 930 1422 - - - Mov Cap-2 Maneuver 799 ----- Stage 1 903 ----- Stage 2 917 ----- Approach EB NB SB HCM Control Delay, s/v 9.12 0.82 0 HCM LOS A Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 196 - 882 - - HCM Lane V/C Ratio 0.005 - 0.009 - - HCM Control Delay (s/veh) 7.5 0 9.1 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0 - 0 - - HCM 7th TWSC Bozeman Stockyard TIS 5: L St & Big Gulch 08/23/2024 Existing AM Synchro 12 Report 406 Traffic Intersection Int Delay, s/veh 0.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 2 1 41 2 2 61 Future Vol, veh/h 2 1 41 2 2 61 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 69 69 69 69 69 69 Heavy Vehicles, % 0 0 11 11 5 5 Mvmt Flow 31593388 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 155 61 0 0 62 0 Stage 1 61 ----- Stage 2 94 ----- Critical Hdwy 6.4 6.2 - - 4.15 - Critical Hdwy Stg 15.4----- Critical Hdwy Stg 25.4----- Follow-up Hdwy 3.5 3.3 - - 2.245 - Pot Cap-1 Maneuver 841 1010 - - 1522 - Stage 1 967 ----- Stage 2 935 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 839 1010 - - 1522 - Mov Cap-2 Maneuver 839 ----- Stage 1 967 ----- Stage 2 933 ----- Approach WB NB SB HCM Control Delay, s/v 9.07 0 0.23 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 889 57 - HCM Lane V/C Ratio - - 0.005 0.002 - HCM Control Delay (s/veh) - - 9.1 7.4 0 HCM Lane LOS - - A A A HCM 95th %tile Q(veh) - - 0 0 - HCM 7th AWSC Bozeman Stockyard TIS 6: L St & Tamarack 08/23/2024 Existing AM Synchro 12 Report 406 Traffic Intersection Intersection Delay, s/veh 7.9 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 16 22 39 0 20 7 22 32 2 20 42 18 Future Vol, veh/h 16 22 39 0 20 7 22 32 2 20 42 18 Peak Hour Factor 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 Heavy Vehicles, % 151515666131313121212 Mvmt Flow 20 28 49 0 25 9 28 41 3 25 53 23 Number of Lanes 010010010010 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay, s/veh 7.9 7.6 8.1 8 HCM LOS A A A A Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 39% 21% 0% 25% Vol Thru, % 57% 29% 74% 53% Vol Right, % 4% 51% 26% 23% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 56 77 27 80 LT Vol 22 16 0 20 Through Vol 32 22 20 42 RT Vol 2 39 7 18 Lane Flow Rate 71 97 34 101 Geometry Grp 1111 Degree of Util (X) 0.09 0.117 0.041 0.124 Departure Headway (Hd) 4.587 4.332 4.355 4.407 Convergence, Y/N Yes Yes Yes Yes Cap 784 830 825 818 Service Time 2.598 2.343 2.367 2.407 HCM Lane V/C Ratio 0.091 0.117 0.041 0.123 HCM Control Delay, s/veh 8.1 7.9 7.6 8 HCM Lane LOS AAAA HCM 95th-tile Q 0.3 0.4 0.1 0.4 HCM 7th Signalized Intersection Summary Bozeman Stockyard TIS 1: Griffin Dr & Bridger Dr 08/23/2024 Existing PM Synchro 12 Report 406 Traffic Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 138 7 174 6 12 0 173 321 10 1 224 159 Future Volume (veh/h) 138 7 174 6 12 0 173 321 10 1 224 159 Initial Q (Qb), veh 000000000000 Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 0.99 0.99 0.99 1.00 1.00 1.00 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1695 1695 1695 1559 1559 1559 1723 1723 1723 1709 1709 1709 Adj Flow Rate, veh/h 150 8 189 7 13 0 188 349 11 1 243 173 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 444141414222333 Cap, veh/h 406 343 287 153 218 0 631 990 31 574 757 638 Arrive On Green 0.20 0.20 0.20 0.20 0.20 0.00 0.10 0.60 0.60 0.44 0.44 0.44 Sat Flow, veh/h 1363 1695 1419 330 1075 0 1641 1661 52 1010 1709 1440 Grp Volume(v), veh/h 150 8 189 20 0 0 188 0 360 1 243 173 Grp Sat Flow(s),veh/h/ln 1363 1695 1419 1405 0 0 1641 0 1713 1010 1709 1440 Q Serve(g_s), s 4.9 0.2 6.9 0.0 0.0 0.0 3.1 0.0 6.1 0.0 5.2 4.3 Cycle Q Clear(g_c), s 5.5 0.2 6.9 0.6 0.0 0.0 3.1 0.0 6.1 0.0 5.2 4.3 Prop In Lane 1.00 1.00 0.35 0.00 1.00 0.03 1.00 1.00 Lane Grp Cap(c), veh/h 406 343 287 370 0 0 631 0 1021 574 757 638 V/C Ratio(X) 0.37 0.02 0.66 0.05 0.00 0.00 0.30 0.00 0.35 0.00 0.32 0.27 Avail Cap(c_a), veh/h 892 949 794 863 0 0 1046 0 1766 758 1068 900 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 20.2 18.1 20.8 18.2 0.0 0.0 6.3 0.0 5.8 8.8 10.3 10.0 Incr Delay (d2), s/veh 0.6 0.0 2.6 0.1 0.0 0.0 0.3 0.0 0.2 0.0 0.2 0.2 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.6 0.1 2.4 0.2 0.0 0.0 0.8 0.0 1.5 0.0 1.7 1.2 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 20.7 18.1 23.3 18.3 0.0 0.0 6.5 0.0 6.1 8.8 10.5 10.2 LnGrp LOS CBCB A AABB Approach Vol, veh/h 347 20 548 417 Approach Delay, s/veh 22.1 18.3 6.2 10.4 Approach LOS C B A B Timer - Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 39.4 17.3 8.7 30.7 17.3 Change Period (Y+Rc), s 5.6 5.8 3.0 5.6 * 5.8 Max Green Setting (Gmax), s 58.4 31.7 20.0 35.4 * 32 Max Q Clear Time (g_c+I1), s 8.1 8.9 5.1 7.2 2.6 Green Ext Time (p_c), s 2.3 1.1 0.4 2.0 0.1 Intersection Summary HCM 7th Control Delay, s/veh 11.8 HCM 7th LOS B Notes * HCM 7th computational engine requires equal clearance times for the phases crossing the barrier. HCM 7th Signalized Intersection Summary Bozeman Stockyard TIS 2: Story Mill & Bridger Dr 08/23/2024 Existing PM Synchro 12 Report 406 Traffic Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 101 222 9 16 181 7 12 17 32 9 26 69 Future Volume (veh/h) 101 222 9 16 181 7 12 17 32 9 26 69 Initial Q (Qb), veh 000000000000 Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 0.99 0.99 0.99 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1736 1736 1736 1695 1695 1695 1736 1736 1736 1723 1723 1723 Adj Flow Rate, veh/h 105 231 9 17 189 7 12 18 33 9 27 72 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 111444111222 Cap, veh/h 621 740 29 575 724 27 459 147 269 505 111 296 Arrive On Green 0.45 0.45 0.45 0.45 0.45 0.45 0.27 0.27 0.27 0.27 0.27 0.27 Sat Flow, veh/h 1191 1660 65 1118 1624 60 1297 545 1000 1342 413 1100 Grp Volume(v), veh/h 105 0 240 17 0 196 12 0 51 9 0 99 Grp Sat Flow(s),veh/h/ln 1191 0 1724 1118 0 1684 1297 0 1545 1342 0 1513 Q Serve(g_s), s 2.5 0.0 3.6 0.4 0.0 3.0 0.3 0.0 1.0 0.2 0.0 2.1 Cycle Q Clear(g_c), s 5.4 0.0 3.6 4.0 0.0 3.0 2.4 0.0 1.0 1.2 0.0 2.1 Prop In Lane 1.00 0.04 1.00 0.04 1.00 0.65 1.00 0.73 Lane Grp Cap(c), veh/h 621 0 768 575 0 750 459 0 415 505 0 407 V/C Ratio(X) 0.17 0.00 0.31 0.03 0.00 0.26 0.03 0.00 0.12 0.02 0.00 0.24 Avail Cap(c_a), veh/h 1686 0 2309 1574 0 2256 877 0 913 937 0 894 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 8.8 0.0 7.3 8.6 0.0 7.1 12.5 0.0 11.2 11.7 0.0 11.6 Incr Delay (d2), s/veh 0.1 0.0 0.2 0.0 0.0 0.2 0.0 0.0 0.1 0.0 0.0 0.3 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.5 0.0 0.9 0.1 0.0 0.7 0.1 0.0 0.3 0.1 0.0 0.6 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 8.9 0.0 7.5 8.6 0.0 7.2 12.6 0.0 11.4 11.7 0.0 11.9 LnGrp LOS A AA AB BB B Approach Vol, veh/h 345 213 63 108 Approach Delay, s/veh 7.9 7.4 11.6 11.9 Approach LOS AABB Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 23.7 16.9 23.7 16.9 Change Period (Y+Rc), s 5.6 6.0 5.6 6.0 Max Green Setting (Gmax), s 54.4 24.0 54.4 24.0 Max Q Clear Time (g_c+I1), s 7.4 4.4 6.0 4.1 Green Ext Time (p_c), s 1.8 0.2 1.2 0.5 Intersection Summary HCM 7th Control Delay, s/veh 8.7 HCM 7th LOS A HCM 7th TWSC Bozeman Stockyard TIS 3: Story Mill & Hillside 08/23/2024 Existing PM Synchro 12 Report 406 Traffic Intersection Int Delay, s/veh 0.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 20020216031532 Future Vol, veh/h 20020216031532 Conflicting Peds, #/hr505505505505 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 333333000888999 Mvmt Flow 20020216531582 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 138 142 69 139 141 77 65 0 0 73 0 0 Stage 1 66 66 - 74 74 ------- Stage 2 72 76 - 65 67 ------- Critical Hdwy 7.43 6.83 6.53 7.1 6.5 6.2 4.18 - - 4.19 - - Critical Hdwy Stg 16.435.83-6.15.5------- Critical Hdwy Stg 26.435.83-6.15.5------- Follow-up Hdwy 3.797 4.297 3.597 3.5 4 3.3 2.272 - - 2.281 - - Pot Cap-1 Maneuver 766 696 914 836 754 990 1500 - - 1483 - - Stage 1 873 783 - 940 837 ------- Stage 2 865 775 - 951 843 ------- Platoon blocked, % - - - - Mov Cap-1 Maneuver 756 688 906 827 746 980 1493 - - 1476 - - Mov Cap-2 Maneuver 756 688 - 827 746 ------- Stage 1 868 779 - 935 833 ------- Stage 2 859 771 - 946 838 ------- Approach EB WB NB SB HCM Control Delay, s/v 9.78 9.03 0.12 0.13 HCM LOS A A Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 28 - - 756 897 32 - - HCM Lane V/C Ratio 0.001 - - 0.003 0.005 0.001 - - HCM Control Delay (s/veh) 7.4 0 - 9.8 9 7.4 0 - HCM Lane LOS A A -AAAA - HCM 95th %tile Q(veh) 0 - - 0 0 0 - - HCM 7th TWSC Bozeman Stockyard TIS 4: Griffin Dr & Story Mill 08/23/2024 Existing PM Synchro 12 Report 406 Traffic Intersection Int Delay, s/veh 1.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 2 11 8 62 54 2 Future Vol, veh/h 2 11 8 62 54 2 Conflicting Peds, #/hr 5 5 5 0 0 5 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 7 7 9 9 10 10 Mvmt Flow 2 12 8 65 57 2 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 150 68 64 0 - 0 Stage 1 63 ----- Stage 2 87 ----- Critical Hdwy 6.47 6.27 4.19 - - - Critical Hdwy Stg 15.47----- Critical Hdwy Stg 25.47----- Follow-up Hdwy 3.563 3.363 2.281 - - - Pot Cap-1 Maneuver 830 982 1495 - - - Stage 1 947 ----- Stage 2 924 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 818 972 1488 - - - Mov Cap-2 Maneuver 818 ----- Stage 1 937 ----- Stage 2 919 ----- Approach EB NB SB HCM Control Delay, s/v 8.87 0.85 0 HCM LOS A Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 206 - 945 - - HCM Lane V/C Ratio 0.006 - 0.014 - - HCM Control Delay (s/veh) 7.4 0 8.9 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0 - 0 - - HCM 7th TWSC Bozeman Stockyard TIS 5: L St & Big Gulch 08/23/2024 Existing PM Synchro 12 Report 406 Traffic Intersection Int Delay, s/veh 0.2 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 1 2 65 2 0 61 Future Vol, veh/h 1 2 65 2 0 61 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 50 50 2 2 5 5 Mvmt Flow 12702066 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 137 71 0 0 72 0 Stage 1 71 ----- Stage 2 66 ----- Critical Hdwy 6.9 6.7 - - 4.15 - Critical Hdwy Stg 15.9----- Critical Hdwy Stg 25.9----- Follow-up Hdwy 3.95 3.75 - - 2.245 - Pot Cap-1 Maneuver 755 873 - - 1509 - Stage 1 843 ----- Stage 2 848 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 755 873 - - 1509 - Mov Cap-2 Maneuver 755 ----- Stage 1 843 ----- Stage 2 848 ----- Approach WB NB SB HCM Control Delay, s/v 9.36 0 0 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 830 1509 - HCM Lane V/C Ratio - - 0.004 - - HCM Control Delay (s/veh) - - 9.4 0 - HCM Lane LOS - - A A - HCM 95th %tile Q(veh) - - 0 0 - HCM 7th AWSC Bozeman Stockyard TIS 6: L St & Tamarack 08/23/2024 Existing PM Synchro 12 Report 406 Traffic Intersection Intersection Delay, s/veh 8 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 13 25 21 1 15 16 41 56 2 12 54 19 Future Vol, veh/h 13 25 21 1 15 16 41 56 2 12 54 19 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Heavy Vehicles, % 101010888171717131313 Mvmt Flow 14 27 23 1 16 18 45 62 2 13 59 21 Number of Lanes 010010010010 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1111 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1111 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1111 HCM Control Delay, s/veh 7.8 7.5 8.3 7.9 HCM LOSAAAA Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 41% 22% 3% 14% Vol Thru, % 57% 42% 47% 64% Vol Right, % 2% 36% 50% 22% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 99 59 32 85 LT Vol 41 13 1 12 Through Vol 56 25 15 54 RT Vol 2 21 16 19 Lane Flow Rate 109 65 35 93 Geometry Grp 1111 Degree of Util (X) 0.136 0.079 0.042 0.111 Departure Headway (Hd) 4.506 4.412 4.289 4.273 Convergence, Y/N Yes Yes Yes Yes Cap 785 816 839 825 Service Time 2.594 2.414 2.291 2.371 HCM Lane V/C Ratio 0.139 0.08 0.042 0.113 HCM Control Delay, s/veh 8.3 7.8 7.5 7.9 HCM Lane LOS AAAA HCM 95th-tile Q 0.5 0.3 0.1 0.4 HCM 7th Signalized Intersection Summary Bozeman Stockyard TIS 1: Griffin Dr & Bridger Dr 08/23/2024 Future Background AM Synchro 12 Report 406 Traffic Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 132615166212626820287160 Future Volume (veh/h) 132615166212626820287160 Initial Q (Qb), veh 000000000000 Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 0.99 0.99 0.99 0.99 1.00 1.00 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1682 1682 1682 1559 1559 1559 1695 1695 1695 1709 1709 1709 Adj Flow Rate, veh/h 145716677213829520315176 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 555141414444333 Cap, veh/h 389 318 266 175 140 32 579 1016 7 130 776 654 Arrive On Green 0.19 0.19 0.19 0.19 0.19 0.19 0.10 0.60 0.60 0.00 0.45 0.45 Sat Flow, veh/h 1355 1682 1406 430 741 167 1615 1682 11 1074 1709 1440 Grp Volume(v), veh/h 145 7 166 16 0 0 138 0 297 0 315 176 Grp Sat Flow(s),veh/h/ln 1355 1682 1406 1339 0 0 1615 0 1693 1074 1709 1440 Q Serve(g_s), s 4.8 0.2 6.0 0.0 0.0 0.0 2.1 0.0 4.6 0.0 6.8 4.2 Cycle Q Clear(g_c), s 5.3 0.2 6.0 0.5 0.0 0.0 2.1 0.0 4.6 0.0 6.8 4.2 Prop In Lane 1.00 1.00 0.44 0.12 1.00 0.01 1.00 1.00 Lane Grp Cap(c), veh/h 389 318 266 347 0 0 579 0 1023 130 776 654 V/C Ratio(X) 0.37 0.02 0.62 0.05 0.00 0.00 0.24 0.00 0.29 0.00 0.41 0.27 Avail Cap(c_a), veh/h 911 966 808 855 0 0 1010 0 1791 331 1096 924 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 20.2 18.2 20.6 18.3 0.0 0.0 6.0 0.0 5.2 0.0 10.1 9.4 Incr Delay (d2), s/veh 0.6 0.0 2.4 0.1 0.0 0.0 0.2 0.0 0.2 0.0 0.3 0.2 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.6 0.1 2.0 0.2 0.0 0.0 0.5 0.0 1.1 0.0 2.1 1.1 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 20.8 18.2 23.0 18.4 0.0 0.0 6.2 0.0 5.4 0.0 10.4 9.6 LnGrp LOS C B C B A A B A Approach Vol, veh/h 318 16 435 491 Approach Delay, s/veh 21.9 18.4 5.7 10.1 Approach LOS C B A B Timer - Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 39.0 16.2 8.3 30.7 16.2 Change Period (Y+Rc), s 5.6 5.8 3.0 5.6 * 5.8 Max Green Setting (Gmax), s 58.4 31.7 20.0 35.4 * 32 Max Q Clear Time (g_c+I1), s 6.6 8.0 4.1 8.8 2.5 Green Ext Time (p_c), s 1.9 1.0 0.3 2.5 0.0 Intersection Summary HCM 7th Control Delay, s/veh 11.7 HCM 7th LOS B Notes * HCM 7th computational engine requires equal clearance times for the phases crossing the barrier. HCM 7th Signalized Intersection Summary Bozeman Stockyard TIS 2: Story Mill & Bridger Dr 08/23/2024 Future Background AM Synchro 12 Report 406 Traffic Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 99 169 7 29 233 8 8 19 13 17 24 122 Future Volume (veh/h) 99 169 7 29 233 8 8 19 13 17 24 122 Initial Q (Qb), veh 000000000000 Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 0.99 0.99 0.99 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1682 1682 1682 1723 1723 1723 1614 1614 1614 1695 1695 1695 Adj Flow Rate, veh/h 106 182 8 31 251 9 9 20 14 18 26 131 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 555222101010444 Cap, veh/h 572 728 32 640 753 27 367 222 155 496 61 308 Arrive On Green 0.46 0.46 0.46 0.46 0.46 0.46 0.25 0.25 0.25 0.25 0.25 0.25 Sat Flow, veh/h 1089 1598 70 1189 1652 59 1144 880 616 1341 242 1220 Grp Volume(v), veh/h 106 0 190 31 0 260 9 0 34 18 0 157 Grp Sat Flow(s),veh/h/ln 1089 0 1669 1189 0 1712 1144 0 1496 1341 0 1462 Q Serve(g_s), s 2.7 0.0 2.8 0.7 0.0 3.9 0.3 0.0 0.7 0.4 0.0 3.6 Cycle Q Clear(g_c), s 6.6 0.0 2.8 3.4 0.0 3.9 3.8 0.0 0.7 1.1 0.0 3.6 Prop In Lane 1.00 0.04 1.00 0.03 1.00 0.41 1.00 0.83 Lane Grp Cap(c), veh/h 572 0 760 640 0 780 367 0 377 496 0 369 V/C Ratio(X) 0.19 0.00 0.25 0.05 0.00 0.33 0.02 0.00 0.09 0.04 0.00 0.43 Avail Cap(c_a), veh/h 1567 0 2286 1726 0 2345 770 0 904 968 0 884 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 9.1 0.0 6.6 7.7 0.0 6.9 14.0 0.0 11.4 11.8 0.0 12.4 Incr Delay (d2), s/veh 0.2 0.0 0.2 0.0 0.0 0.2 0.0 0.0 0.1 0.0 0.0 0.8 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.5 0.0 0.7 0.1 0.0 0.9 0.1 0.0 0.2 0.1 0.0 1.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 9.2 0.0 6.8 7.7 0.0 7.2 14.1 0.0 11.5 11.8 0.0 13.2 LnGrp LOS A AA AB BB B Approach Vol, veh/h 296 291 43 175 Approach Delay, s/veh 7.7 7.2 12.0 13.1 Approach LOS AABB Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 23.7 16.0 23.7 16.0 Change Period (Y+Rc), s 5.6 6.0 5.6 6.0 Max Green Setting (Gmax), s 54.4 24.0 54.4 24.0 Max Q Clear Time (g_c+I1), s 8.6 5.8 5.9 5.6 Green Ext Time (p_c), s 1.6 0.1 1.7 0.8 Intersection Summary HCM 7th Control Delay, s/veh 8.9 HCM 7th LOS A HCM 7th TWSC Bozeman Stockyard TIS 3: Story Mill & Hillside 08/23/2024 Future Background AM Synchro 12 Report 406 Traffic Intersection Int Delay, s/veh 1.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 11 0 6 7 0 2 4 46 4 1 69 6 Future Vol, veh/h 110670244641696 Conflicting Peds, #/hr505505505505 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 74 74 74 74 74 74 74 74 74 74 74 74 Heavy Vehicles, % 121212202020202020 7 7 7 Mvmt Flow 150890356251938 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 183 188 107 182 190 75 106 0 0 73 0 0 Stage 1 105 105 - 81 81 ------- Stage 2 78 83 - 101 109 ------- Critical Hdwy 7.22 6.62 6.32 7.3 6.7 6.4 4.3 - - 4.17 - - Critical Hdwy Stg 16.225.62-6.35.7------- Critical Hdwy Stg 26.225.62-6.35.7------- Follow-up Hdwy 3.608 4.108 3.408 3.68 4.18 3.48 2.38 - - 2.263 - - Pot Cap-1 Maneuver 757 689 920 742 674 939 1380 - - 1496 - - Stage 1 877 789 - 885 794 ------- Stage 2 907 807 - 863 772 ------- Platoon blocked, % - - - - Mov Cap-1 Maneuver 743 679 911 724 664 930 1373 - - 1489 - - Mov Cap-2 Maneuver 743 679 - 724 664 ------- Stage 1 872 785 - 877 787 ------- Stage 2 896 799 - 850 767 ------- Approach EB WB NB SB HCM Control Delay, s/v 9.66 9.8 0.57 0.1 HCM LOS A A Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 131 - - 795 762 23 - - HCM Lane V/C Ratio 0.004 - - 0.029 0.016 0.001 - - HCM Control Delay (s/veh) 7.6 0 - 9.7 9.8 7.4 0 - HCM Lane LOS A A -AAAA - HCM 95th %tile Q(veh) 0 - - 0.1 0 0 - - HCM 7th TWSC Bozeman Stockyard TIS 4: Griffin Dr & Story Mill 08/23/2024 Future Background AM Synchro 12 Report 406 Traffic Intersection Int Delay, s/veh 0.8 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 2 5 6 50 69 4 Future Vol, veh/h 2 5 6 50 69 4 Conflicting Peds, #/hr 5 5 5 0 0 5 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 76 76 76 76 76 76 Heavy Vehicles, % 14 14 16 16 8 8 Mvmt Flow 3 7 86691 5 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 185 103 101 0 - 0 Stage 1 98 ----- Stage 2 87 ----- Critical Hdwy 6.54 6.34 4.26 - - - Critical Hdwy Stg 15.54----- Critical Hdwy Stg 25.54----- Follow-up Hdwy 3.626 3.426 2.344 - - - Pot Cap-1 Maneuver 778 920 1408 - - - Stage 1 896 ----- Stage 2 907 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 766 911 1401 - - - Mov Cap-2 Maneuver 766 ----- Stage 1 887 ----- Stage 2 903 ----- Approach EB NB SB HCM Control Delay, s/v 9.21 0.81 0 HCM LOS A Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 193 - 864 - - HCM Lane V/C Ratio 0.006 - 0.011 - - HCM Control Delay (s/veh) 7.6 0 9.2 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0 - 0 - - HCM 7th TWSC Bozeman Stockyard TIS 5: L St & Big Gulch 08/23/2024 Future Background AM Synchro 12 Report 406 Traffic Intersection Int Delay, s/veh 0.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 2 1 50 2 2 74 Future Vol, veh/h 2 1 50 2 2 74 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 69 69 69 69 69 69 Heavy Vehicles, % 0 0 11 11 5 5 Mvmt Flow 3 1 72 3 3 107 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 187 74 0 0 75 0 Stage 1 74 ----- Stage 2 113 ----- Critical Hdwy 6.4 6.2 - - 4.15 - Critical Hdwy Stg 15.4----- Critical Hdwy Stg 25.4----- Follow-up Hdwy 3.5 3.3 - - 2.245 - Pot Cap-1 Maneuver 807 993 - - 1505 - Stage 1 954 ----- Stage 2 917 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 805 993 - - 1505 - Mov Cap-2 Maneuver 805 ----- Stage 1 954 ----- Stage 2 915 ----- Approach WB NB SB HCM Control Delay, s/v 9.21 0 0.19 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 859 47 - HCM Lane V/C Ratio - - 0.005 0.002 - HCM Control Delay (s/veh) - - 9.2 7.4 0 HCM Lane LOS - - A A A HCM 95th %tile Q(veh) - - 0 0 - HCM 7th AWSC Bozeman Stockyard TIS 6: L St & Tamarack 08/23/2024 Future Background AM Synchro 12 Report 406 Traffic Intersection Intersection Delay, s/veh 8.2 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 19 27 47 0 24 8 27 39 2 24 51 22 Future Vol, veh/h 19 27 47 0 24 8 27 39 2 24 51 22 Peak Hour Factor 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 Heavy Vehicles, % 151515666131313121212 Mvmt Flow 24 34 59 0 30 10 34 49 3 30 65 28 Number of Lanes 010010010010 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay, s/veh 8.2 7.7 8.3 8.3 HCM LOS A A A A Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 40% 20% 0% 25% Vol Thru, % 57% 29% 75% 53% Vol Right, % 3% 51% 25% 23% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 68 93 32 97 LT Vol 27 19 0 24 Through Vol 39 27 24 51 RT Vol 2 47 8 22 Lane Flow Rate 86 118 41 123 Geometry Grp 1111 Degree of Util (X) 0.112 0.145 0.05 0.153 Departure Headway (Hd) 4.685 4.433 4.481 4.482 Convergence, Y/N Yes Yes Yes Yes Cap 767 811 801 802 Service Time 2.703 2.448 2.499 2.499 HCM Lane V/C Ratio 0.112 0.145 0.051 0.153 HCM Control Delay, s/veh 8.3 8.2 7.7 8.3 HCM Lane LOS AAAA HCM 95th-tile Q 0.4 0.5 0.2 0.5 HCM 7th Signalized Intersection Summary Bozeman Stockyard TIS 1: Griffin Dr & Bridger Dr 08/23/2024 Future Background PM Synchro 12 Report 406 Traffic Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 168 8 210 7 15 0 209 388 12 1 271 192 Future Volume (veh/h) 168 8 210 7 15 0 209 388 12 1 271 192 Initial Q (Qb), veh 000000000000 Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 0.99 0.99 0.99 1.00 1.00 1.00 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1695 1695 1695 1559 1559 1559 1723 1723 1723 1709 1709 1709 Adj Flow Rate, veh/h 183 9 228 8 16 0 227 422 13 1 295 209 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 444141414222333 Cap, veh/h 432 384 322 153 243 0 570 967 30 519 721 607 Arrive On Green 0.23 0.23 0.23 0.23 0.23 0.00 0.11 0.58 0.58 0.42 0.42 0.42 Sat Flow, veh/h 1361 1695 1421 320 1073 0 1641 1662 51 943 1709 1440 Grp Volume(v), veh/h 183 9 228 24 0 0 227 0 435 1 295 209 Grp Sat Flow(s),veh/h/ln 1361 1695 1421 1393 0 0 1641 0 1713 943 1709 1440 Q Serve(g_s), s 6.3 0.2 8.8 0.0 0.0 0.0 4.2 0.0 8.5 0.0 7.2 5.8 Cycle Q Clear(g_c), s 7.0 0.2 8.8 0.7 0.0 0.0 4.2 0.0 8.5 0.0 7.2 5.8 Prop In Lane 1.00 1.00 0.33 0.00 1.00 0.03 1.00 1.00 Lane Grp Cap(c), veh/h 432 384 322 396 0 0 570 0 997 519 721 607 V/C Ratio(X) 0.42 0.02 0.71 0.06 0.00 0.00 0.40 0.00 0.44 0.00 0.41 0.34 Avail Cap(c_a), veh/h 849 903 757 817 0 0 941 0 1682 682 1017 857 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 20.4 17.9 21.2 18.1 0.0 0.0 7.5 0.0 7.0 10.0 12.0 11.6 Incr Delay (d2), s/veh 0.7 0.0 2.9 0.1 0.0 0.0 0.5 0.0 0.3 0.0 0.4 0.3 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.1 0.1 3.0 0.3 0.0 0.0 1.1 0.0 2.3 0.0 2.4 1.6 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 21.1 17.9 24.0 18.1 0.0 0.0 7.9 0.0 7.3 10.0 12.4 12.0 LnGrp LOS CBCB A AABB Approach Vol, veh/h 420 24 662 505 Approach Delay, s/veh 22.6 18.1 7.5 12.2 Approach LOS C B A B Timer - Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 40.2 19.3 9.5 30.7 19.3 Change Period (Y+Rc), s 5.6 5.8 3.0 5.6 * 5.8 Max Green Setting (Gmax), s 58.4 31.7 20.0 35.4 * 32 Max Q Clear Time (g_c+I1), s 10.5 10.8 6.2 9.2 2.7 Green Ext Time (p_c), s 2.9 1.3 0.5 2.5 0.1 Intersection Summary HCM 7th Control Delay, s/veh 13.1 HCM 7th LOS B Notes * HCM 7th computational engine requires equal clearance times for the phases crossing the barrier. HCM 7th Signalized Intersection Summary Bozeman Stockyard TIS 2: Story Mill & Bridger Dr 08/23/2024 Future Background PM Synchro 12 Report 406 Traffic Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 122 268 11 19 219 8 15 21 39 11 31 83 Future Volume (veh/h) 122 268 11 19 219 8 15 21 39 11 31 83 Initial Q (Qb), veh 000000000000 Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 0.99 0.99 0.99 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1736 1736 1736 1695 1695 1695 1736 1736 1736 1723 1723 1723 Adj Flow Rate, veh/h 127 279 11 20 228 8 16 22 41 11 32 86 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 111444111222 Cap, veh/h 605 758 30 553 744 26 420 135 251 471 103 276 Arrive On Green 0.46 0.46 0.46 0.46 0.46 0.46 0.25 0.25 0.25 0.25 0.25 0.25 Sat Flow, veh/h 1149 1659 65 1068 1628 57 1275 539 1005 1328 410 1102 Grp Volume(v), veh/h 127 0 290 20 0 236 16 0 63 11 0 118 Grp Sat Flow(s),veh/h/ln 1149 0 1724 1068 0 1685 1275 0 1544 1328 0 1512 Q Serve(g_s), s 3.1 0.0 4.3 0.5 0.0 3.5 0.4 0.0 1.3 0.3 0.0 2.5 Cycle Q Clear(g_c), s 6.6 0.0 4.3 4.8 0.0 3.5 2.9 0.0 1.3 1.5 0.0 2.5 Prop In Lane 1.00 0.04 1.00 0.03 1.00 0.65 1.00 0.73 Lane Grp Cap(c), veh/h 605 0 788 553 0 770 420 0 386 471 0 378 V/C Ratio(X) 0.21 0.00 0.37 0.04 0.00 0.31 0.04 0.00 0.16 0.02 0.00 0.31 Avail Cap(c_a), veh/h 1659 0 2368 1532 0 2314 873 0 936 944 0 916 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 8.9 0.0 7.0 8.6 0.0 6.8 13.3 0.0 11.6 12.2 0.0 12.1 Incr Delay (d2), s/veh 0.2 0.0 0.3 0.0 0.0 0.2 0.0 0.0 0.2 0.0 0.0 0.5 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.6 0.0 1.1 0.1 0.0 0.8 0.1 0.0 0.4 0.1 0.0 0.7 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 9.0 0.0 7.3 8.6 0.0 7.0 13.3 0.0 11.8 12.2 0.0 12.5 LnGrp LOS A AA AB BB B Approach Vol, veh/h 417 256 79 129 Approach Delay, s/veh 7.8 7.1 12.1 12.5 Approach LOS AABB Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 23.7 15.9 23.7 15.9 Change Period (Y+Rc), s 5.6 6.0 5.6 6.0 Max Green Setting (Gmax), s 54.4 24.0 54.4 24.0 Max Q Clear Time (g_c+I1), s 8.6 4.9 6.8 4.5 Green Ext Time (p_c), s 2.3 0.3 1.5 0.6 Intersection Summary HCM 7th Control Delay, s/veh 8.7 HCM 7th LOS A HCM 7th TWSC Bozeman Stockyard TIS 3: Story Mill & Hillside 08/23/2024 Future Background PM Synchro 12 Report 406 Traffic Intersection Int Delay, s/veh 0.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 20020217341642 Future Vol, veh/h 20020217341642 Conflicting Peds, #/hr505505505505 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 333333000888999 Mvmt Flow 20020217941702 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 164 169 81 165 168 92 77 0 0 89 0 0 Stage 1 78 78 - 89 89 ------- Stage 2 87 91 - 77 79 ------- Critical Hdwy 7.43 6.83 6.53 7.1 6.5 6.2 4.18 - - 4.19 - - Critical Hdwy Stg 16.435.83-6.15.5------- Critical Hdwy Stg 26.435.83-6.15.5------- Follow-up Hdwy 3.797 4.297 3.597 3.5 4 3.3 2.272 - - 2.281 - - Pot Cap-1 Maneuver 736 672 900 804 729 971 1485 - - 1464 - - Stage 1 859 773 - 924 825 ------- Stage 2 850 763 - 937 833 ------- Platoon blocked, % - - - - Mov Cap-1 Maneuver 726 664 891 795 721 962 1478 - - 1457 - - Mov Cap-2 Maneuver 726 664 - 795 721 ------- Stage 1 855 769 - 919 821 ------- Stage 2 843 759 - 932 829 ------- Approach EB WB NB SB HCM Control Delay, s/v 9.97 9.16 0.1 0.11 HCM LOS A A Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 23 - - 726 870 27 - - HCM Lane V/C Ratio 0.001 - - 0.003 0.005 0.001 - - HCM Control Delay (s/veh) 7.4 0 - 10 9.2 7.5 0 - HCM Lane LOS A A -AAAA - HCM 95th %tile Q(veh) 0 - - 0 0 0 - - HCM 7th TWSC Bozeman Stockyard TIS 4: Griffin Dr & Story Mill 08/23/2024 Future Background PM Synchro 12 Report 406 Traffic Intersection Int Delay, s/veh 1.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 2 13 10 75 65 2 Future Vol, veh/h 2 13 10 75 65 2 Conflicting Peds, #/hr 5 5 5 0 0 5 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 7 7 9 9 10 10 Mvmt Flow 214117968 2 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 179 79 76 0 - 0 Stage 1 74 ----- Stage 2 105 ----- Critical Hdwy 6.47 6.27 4.19 - - - Critical Hdwy Stg 15.47----- Critical Hdwy Stg 25.47----- Follow-up Hdwy 3.563 3.363 2.281 - - - Pot Cap-1 Maneuver 799 967 1480 - - - Stage 1 936 ----- Stage 2 907 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 785 958 1473 - - - Mov Cap-2 Maneuver 785 ----- Stage 1 925 ----- Stage 2 903 ----- Approach EB NB SB HCM Control Delay, s/v 8.94 0.88 0 HCM LOS A Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 212 - 931 - - HCM Lane V/C Ratio 0.007 - 0.017 - - HCM Control Delay (s/veh) 7.5 0 8.9 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0 - 0.1 - - HCM 7th TWSC Bozeman Stockyard TIS 5: L St & Big Gulch 08/23/2024 Future Background PM Synchro 12 Report 406 Traffic Intersection Int Delay, s/veh 0.2 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 1 2 79 2 0 74 Future Vol, veh/h 1 2 79 2 0 74 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 50 50 2 2 5 5 Mvmt Flow 12852080 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 166 86 0 0 87 0 Stage 1 86 ----- Stage 2 80 ----- Critical Hdwy 6.9 6.7 - - 4.15 - Critical Hdwy Stg 15.9----- Critical Hdwy Stg 25.9----- Follow-up Hdwy 3.95 3.75 - - 2.245 - Pot Cap-1 Maneuver 726 855 - - 1490 - Stage 1 829 ----- Stage 2 835 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 726 855 - - 1490 - Mov Cap-2 Maneuver 726 ----- Stage 1 829 ----- Stage 2 835 ----- Approach WB NB SB HCM Control Delay, s/v 9.48 0 0 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 807 1490 - HCM Lane V/C Ratio - - 0.004 - - HCM Control Delay (s/veh) - - 9.5 0 - HCM Lane LOS - - A A - HCM 95th %tile Q(veh) - - 0 0 - HCM 7th AWSC Bozeman Stockyard TIS 6: L St & Tamarack 08/23/2024 Future Background PM Synchro 12 Report 406 Traffic Intersection Intersection Delay, s/veh 8.2 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 16 30 25 1 18 19 50 68 2 15 65 23 Future Vol, veh/h 16 30 25 1 18 19 50 68 2 15 65 23 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Heavy Vehicles, % 101010888171717131313 Mvmt Flow 18 33 27 1 20 21 55 75 2 16 71 25 Number of Lanes 010010010010 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1111 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1111 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1111 HCM Control Delay, s/veh 8 7.7 8.6 8.2 HCM LOSAAAA Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 42% 23% 3% 15% Vol Thru, % 57% 42% 47% 63% Vol Right, % 2% 35% 50% 22% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 120 71 38 103 LT Vol 50 16 1 15 Through Vol 68 30 18 65 RT Vol 2 25 19 23 Lane Flow Rate 132 78 42 113 Geometry Grp 1111 Degree of Util (X) 0.171 0.098 0.051 0.14 Departure Headway (Hd) 4.663 4.53 4.411 4.444 Convergence, Y/N Yes Yes Yes Yes Cap 771 793 813 809 Service Time 2.679 2.547 2.43 2.459 HCM Lane V/C Ratio 0.171 0.098 0.052 0.14 HCM Control Delay, s/veh 8.6 8 7.7 8.2 HCM Lane LOS AAAA HCM 95th-tile Q 0.6 0.3 0.2 0.5 HCM 7th Signalized Intersection Summary Bozeman Stockyard TIS 1: Griffin Dr & Bridger Dr 09/05/2024 Future with Project AM Synchro 12 Report 406 Traffic Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 142715197212630370314167 Future Volume (veh/h) 142715197212630370314167 Initial Q (Qb), veh 000000000000 Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 0.99 0.99 0.99 0.99 1.00 1.00 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1682 1682 1682 1559 1559 1559 1695 1695 1695 1709 1709 1709 Adj Flow Rate, veh/h 156 8 166 10 8 2 138 333 8 0 345 184 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 555141414444333 Cap, veh/h 390 320 267 195 126 25 556 995 24 130 776 654 Arrive On Green 0.19 0.19 0.19 0.19 0.19 0.19 0.10 0.60 0.60 0.00 0.45 0.45 Sat Flow, veh/h 1354 1682 1406 513 665 131 1615 1648 40 1031 1709 1440 Grp Volume(v), veh/h 156 8 166 20 0 0 138 0 341 0 345 184 Grp Sat Flow(s),veh/h/ln 1354 1682 1406 1309 0 0 1615 0 1688 1031 1709 1440 Q Serve(g_s), s 5.1 0.2 6.0 0.0 0.0 0.0 2.1 0.0 5.5 0.0 7.6 4.4 Cycle Q Clear(g_c), s 5.7 0.2 6.0 0.6 0.0 0.0 2.1 0.0 5.5 0.0 7.6 4.4 Prop In Lane 1.00 1.00 0.50 0.10 1.00 0.02 1.00 1.00 Lane Grp Cap(c), veh/h 390 320 267 346 0 0 556 0 1019 130 776 654 V/C Ratio(X) 0.40 0.03 0.62 0.06 0.00 0.00 0.25 0.00 0.33 0.00 0.44 0.28 Avail Cap(c_a), veh/h 910 965 807 843 0 0 986 0 1784 323 1095 923 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 20.4 18.2 20.6 18.4 0.0 0.0 6.2 0.0 5.4 0.0 10.3 9.4 Incr Delay (d2), s/veh 0.7 0.0 2.4 0.1 0.0 0.0 0.2 0.0 0.2 0.0 0.4 0.2 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.7 0.1 2.0 0.2 0.0 0.0 0.5 0.0 1.3 0.0 2.4 1.2 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 21.1 18.2 22.9 18.4 0.0 0.0 6.4 0.0 5.6 0.0 10.7 9.7 LnGrp LOS C B C B A A B A Approach Vol, veh/h 330 20 479 529 Approach Delay, s/veh 21.9 18.4 5.9 10.4 Approach LOS C B A B Timer - Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 39.0 16.3 8.3 30.7 16.3 Change Period (Y+Rc), s 5.6 5.8 3.0 5.6 * 5.8 Max Green Setting (Gmax), s 58.4 31.7 20.0 35.4 * 32 Max Q Clear Time (g_c+I1), s 7.5 8.0 4.1 9.6 2.6 Green Ext Time (p_c), s 2.2 1.0 0.3 2.7 0.1 Intersection Summary HCM 7th Control Delay, s/veh 11.7 HCM 7th LOS B Notes * HCM 7th computational engine requires equal clearance times for the phases crossing the barrier. HCM 7th Signalized Intersection Summary Bozeman Stockyard TIS 2: Story Mill & Bridger Dr 09/05/2024 Future with Project AM Synchro 12 Report 406 Traffic Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 99 169 52 63 233 8 43 24 40 17 30 122 Future Volume (veh/h) 99 169 52 63 233 8 43 24 40 17 30 122 Initial Q (Qb), veh 000000000000 Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 0.99 0.99 0.99 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1682 1682 1682 1723 1723 1723 1614 1614 1614 1695 1695 1695 Adj Flow Rate, veh/h 106 182 56 68 251 9 46 26 43 18 32 131 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 555222101010444 Cap, veh/h 561 554 170 582 743 27 372 142 236 472 76 310 Arrive On Green 0.45 0.45 0.45 0.45 0.45 0.45 0.26 0.26 0.26 0.26 0.26 0.26 Sat Flow, veh/h 1089 1232 379 1138 1652 59 1138 543 898 1300 288 1181 Grp Volume(v), veh/h 106 0 238 68 0 260 46 0 69 18 0 163 Grp Sat Flow(s),veh/h/ln 1089 0 1611 1138 0 1712 1138 0 1442 1300 0 1469 Q Serve(g_s), s 2.8 0.0 3.8 1.7 0.0 4.0 1.4 0.0 1.5 0.4 0.0 3.7 Cycle Q Clear(g_c), s 6.8 0.0 3.8 5.5 0.0 4.0 5.1 0.0 1.5 1.9 0.0 3.7 Prop In Lane 1.00 0.24 1.00 0.03 1.00 0.62 1.00 0.80 Lane Grp Cap(c), veh/h 561 0 724 582 0 770 372 0 378 472 0 385 V/C Ratio(X) 0.19 0.00 0.33 0.12 0.00 0.34 0.12 0.00 0.18 0.04 0.00 0.42 Avail Cap(c_a), veh/h 1543 0 2177 1608 0 2313 753 0 860 906 0 876 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 9.4 0.0 7.2 8.9 0.0 7.2 14.4 0.0 11.5 12.3 0.0 12.3 Incr Delay (d2), s/veh 0.2 0.0 0.3 0.1 0.0 0.3 0.1 0.0 0.2 0.0 0.0 0.7 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.5 0.0 0.9 0.3 0.0 1.0 0.3 0.0 0.4 0.1 0.0 1.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 9.6 0.0 7.4 9.0 0.0 7.4 14.6 0.0 11.7 12.3 0.0 13.1 LnGrp LOS A AA AB BB B Approach Vol, veh/h 344 328 115 181 Approach Delay, s/veh 8.1 7.8 12.9 13.0 Approach LOS AABB Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 23.7 16.6 23.7 16.6 Change Period (Y+Rc), s 5.6 6.0 5.6 6.0 Max Green Setting (Gmax), s 54.4 24.0 54.4 24.0 Max Q Clear Time (g_c+I1), s 8.8 7.1 7.5 5.7 Green Ext Time (p_c), s 2.0 0.4 1.9 0.9 Intersection Summary HCM 7th Control Delay, s/veh 9.5 HCM 7th LOS A HCM 7th TWSC Bozeman Stockyard TIS 3: Story Mill & Hillside 09/05/2024 Future with Project AM Synchro 12 Report 406 Traffic Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 42 0 8 7 0 2 7 81 4 1 123 35 Future Vol, veh/h 42 0 8 7 0 2 7 81 4 1 123 35 Conflicting Peds, #/hr505505505505 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 74 74 74 74 74 74 74 74 74 74 74 74 Heavy Vehicles, % 121212202020202020 7 7 7 Mvmt Flow 57 0 11 9 0 3 9 109 5 1 166 47 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 331 336 200 310 357 122 219 0 0 120 0 0 Stage 1 198 198 - 136 136 ------- Stage 2 133 139 - 174 221 ------- Critical Hdwy 7.22 6.62 6.32 7.3 6.7 6.4 4.3 - - 4.17 - - Critical Hdwy Stg 16.225.62-6.35.7------- Critical Hdwy Stg 26.225.62-6.35.7------- Follow-up Hdwy 3.608 4.108 3.408 3.68 4.18 3.48 2.38 - - 2.263 - - Pot Cap-1 Maneuver 604 569 816 609 541 883 1251 - - 1437 - - Stage 1 782 719 - 826 751 ------- Stage 2 847 763 - 788 688 ------- Platoon blocked, % - - - - Mov Cap-1 Maneuver 591 558 809 589 531 874 1245 - - 1431 - - Mov Cap-2 Maneuver 591 558 - 589 531 ------- Stage 1 777 715 - 815 741 ------- Stage 2 833 753 - 773 684 ------- Approach EB WB NB SB HCM Control Delay, s/v11.55 10.78 0.6 0.05 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 136 - - 617 635 11 - - HCM Lane V/C Ratio 0.008 - - 0.109 0.019 0.001 - - HCM Control Delay (s/veh) 7.9 0 - 11.5 10.8 7.5 0 - HCM Lane LOS A A -BBAA - HCM 95th %tile Q(veh) 0 - - 0.4 0.1 0 - - HCM 7th TWSC Bozeman Stockyard TIS 4: Griffin Dr & Story Mill 09/05/2024 Future with Project AM Synchro 12 Report 406 Traffic Intersection Int Delay, s/veh 2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 221416689732 Future Vol, veh/h 221416689732 Conflicting Peds, #/hr 5 5 5 0 0 5 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 76 76 76 76 76 76 Heavy Vehicles, % 14 14 16 16 8 8 Mvmt Flow 29 18 21 89 128 42 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 290 159 175 0 - 0 Stage 1 154 ----- Stage 2 137 ----- Critical Hdwy 6.54 6.34 4.26 - - - Critical Hdwy Stg 15.54----- Critical Hdwy Stg 25.54----- Follow-up Hdwy 3.626 3.426 2.344 - - - Pot Cap-1 Maneuver 676 856 1321 - - - Stage 1 846 ----- Stage 2 861 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 658 848 1315 - - - Mov Cap-2 Maneuver 658 ----- Stage 1 828 ----- Stage 2 857 ----- Approach EB NB SB HCM Control Delay, s/v10.34 1.48 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 343 - 721 - - HCM Lane V/C Ratio 0.016 - 0.066 - - HCM Control Delay (s/veh) 7.8 0 10.3 - - HCM Lane LOS A A B - - HCM 95th %tile Q(veh) 0 - 0.2 - - HCM 7th TWSC Bozeman Stockyard TIS 5: L St & Big Gulch 09/05/2024 Future with Project AM Synchro 12 Report 406 Traffic Intersection Int Delay, s/veh 0.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 2 1 72 2 2 91 Future Vol, veh/h 2 1 72 2 2 91 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 69 69 69 69 69 69 Heavy Vehicles, % 0 0 11 11 5 5 Mvmt Flow 3 1 104 3 3 132 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 243 106 0 0 107 0 Stage 1 106 ----- Stage 2 138 ----- Critical Hdwy 6.4 6.2 - - 4.15 - Critical Hdwy Stg 15.4----- Critical Hdwy Stg 25.4----- Follow-up Hdwy 3.5 3.3 - - 2.245 - Pot Cap-1 Maneuver 749 954 - - 1465 - Stage 1 924 ----- Stage 2 894 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 748 954 - - 1465 - Mov Cap-2 Maneuver 748 ----- Stage 1 924 ----- Stage 2 892 ----- Approach WB NB SB HCM Control Delay, s/v 9.49 0 0.16 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 806 39 - HCM Lane V/C Ratio - - 0.005 0.002 - HCM Control Delay (s/veh) - - 9.5 7.5 0 HCM Lane LOS - - A A A HCM 95th %tile Q(veh) - - 0 0 - HCM 7th AWSC Bozeman Stockyard TIS 6: L St & Tamarack 09/05/2024 Future with Project AM Synchro 12 Report 406 Traffic Intersection Intersection Delay, s/veh 8.4 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 25 27 47 0 24 8 27 55 2 24 64 26 Future Vol, veh/h 25 27 47 0 24 8 27 55 2 24 64 26 Peak Hour Factor 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 0.79 Heavy Vehicles, % 151515666131313121212 Mvmt Flow 32 34 59 0 30 10 34 70 3 30 81 33 Number of Lanes 010010010010 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay, s/veh 8.4 7.9 8.5 8.6 HCM LOS A A A A Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 32% 25% 0% 21% Vol Thru, % 65% 27% 75% 56% Vol Right, % 2% 47% 25% 23% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 84 99 32 114 LT Vol 27 25 0 24 Through Vol 55 27 24 64 RT Vol 2 47 8 26 Lane Flow Rate 106 125 41 144 Geometry Grp 1111 Degree of Util (X) 0.14 0.159 0.052 0.181 Departure Headway (Hd) 4.726 4.562 4.596 4.526 Convergence, Y/N Yes Yes Yes Yes Cap 759 787 779 794 Service Time 2.749 2.584 2.622 2.548 HCM Lane V/C Ratio 0.14 0.159 0.053 0.181 HCM Control Delay, s/veh 8.5 8.4 7.9 8.6 HCM Lane LOS AAAA HCM 95th-tile Q 0.5 0.6 0.2 0.7 HCM 7th Signalized Intersection Summary Bozeman Stockyard TIS 1: Griffin Dr & Bridger Dr 09/05/2024 Future with Project PM Synchro 12 Report 406 Traffic Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 176 10 210 11 15 0 209 419 16 1 298 200 Future Volume (veh/h) 176 10 210 11 15 0 209 419 16 1 298 200 Initial Q (Qb), veh 000000000000 Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 0.99 0.99 0.99 1.00 1.00 1.00 1.00 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1695 1695 1695 1559 1559 1559 1723 1723 1723 1709 1709 1709 Adj Flow Rate, veh/h 191 11 228 12 16 0 227 455 17 1 324 217 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 444141414222333 Cap, veh/h 433 385 323 187 202 0 548 959 36 505 720 607 Arrive On Green 0.23 0.23 0.23 0.23 0.23 0.00 0.11 0.58 0.58 0.42 0.42 0.42 Sat Flow, veh/h 1361 1695 1421 441 888 0 1641 1650 62 911 1709 1440 Grp Volume(v), veh/h 191 11 228 28 0 0 227 0 472 1 324 217 Grp Sat Flow(s),veh/h/ln 1361 1695 1421 1329 0 0 1641 0 1711 911 1709 1440 Q Serve(g_s), s 6.5 0.3 8.8 0.0 0.0 0.0 4.2 0.0 9.5 0.0 8.1 6.1 Cycle Q Clear(g_c), s 7.3 0.3 8.8 0.8 0.0 0.0 4.2 0.0 9.5 0.0 8.1 6.1 Prop In Lane 1.00 1.00 0.43 0.00 1.00 0.04 1.00 1.00 Lane Grp Cap(c), veh/h 433 385 323 388 0 0 548 0 995 505 720 607 V/C Ratio(X) 0.44 0.03 0.71 0.07 0.00 0.00 0.41 0.00 0.47 0.00 0.45 0.36 Avail Cap(c_a), veh/h 849 903 757 790 0 0 919 0 1679 663 1016 856 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 20.6 17.9 21.2 18.1 0.0 0.0 7.7 0.0 7.2 10.0 12.3 11.7 Incr Delay (d2), s/veh 0.7 0.0 2.8 0.1 0.0 0.0 0.5 0.0 0.4 0.0 0.4 0.4 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.2 0.1 3.0 0.3 0.0 0.0 1.1 0.0 2.6 0.0 2.7 1.7 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 21.3 17.9 24.0 18.2 0.0 0.0 8.2 0.0 7.6 10.0 12.7 12.1 LnGrp LOS CBCB A AABB Approach Vol, veh/h 430 28 699 542 Approach Delay, s/veh 22.6 18.2 7.8 12.5 Approach LOS C B A B Timer - Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 40.2 19.3 9.5 30.7 19.3 Change Period (Y+Rc), s 5.6 5.8 3.0 5.6 * 5.8 Max Green Setting (Gmax), s 58.4 31.7 20.0 35.4 * 32 Max Q Clear Time (g_c+I1), s 11.5 10.8 6.2 10.1 2.8 Green Ext Time (p_c), s 3.2 1.4 0.5 2.7 0.1 Intersection Summary HCM 7th Control Delay, s/veh 13.2 HCM 7th LOS B Notes * HCM 7th computational engine requires equal clearance times for the phases crossing the barrier. HCM 7th Signalized Intersection Summary Bozeman Stockyard TIS 2: Story Mill & Bridger Dr 09/05/2024 Future with Project PM Synchro 12 Report 406 Traffic Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 122 268 61 57 219 8 56 25 70 11 36 83 Future Volume (veh/h) 122 268 61 57 219 8 56 25 70 11 36 83 Initial Q (Qb), veh 000000000000 Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 0.99 0.99 0.99 0.99 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1736 1736 1736 1695 1695 1695 1736 1736 1736 1723 1723 1723 Adj Flow Rate, veh/h 127 279 64 59 228 8 58 26 73 11 38 86 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 111444111222 Cap, veh/h 593 614 141 493 732 26 428 105 294 450 122 276 Arrive On Green 0.45 0.45 0.45 0.45 0.45 0.45 0.26 0.26 0.26 0.26 0.26 0.26 Sat Flow, veh/h 1149 1365 313 1018 1628 57 1268 400 1122 1286 466 1055 Grp Volume(v), veh/h 127 0 343 59 0 236 58 0 99 11 0 124 Grp Sat Flow(s),veh/h/ln 1149 0 1678 1018 0 1685 1268 0 1522 1286 0 1521 Q Serve(g_s), s 3.2 0.0 5.7 1.7 0.0 3.6 1.5 0.0 2.1 0.3 0.0 2.6 Cycle Q Clear(g_c), s 6.8 0.0 5.7 7.4 0.0 3.6 4.2 0.0 2.1 2.3 0.0 2.6 Prop In Lane 1.00 0.19 1.00 0.03 1.00 0.74 1.00 0.69 Lane Grp Cap(c), veh/h 593 0 755 493 0 758 428 0 398 450 0 398 V/C Ratio(X) 0.21 0.00 0.45 0.12 0.00 0.31 0.14 0.00 0.25 0.02 0.00 0.31 Avail Cap(c_a), veh/h 1630 0 2269 1412 0 2278 852 0 908 880 0 907 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 9.3 0.0 7.7 10.2 0.0 7.1 13.6 0.0 11.7 12.6 0.0 11.9 Incr Delay (d2), s/veh 0.2 0.0 0.4 0.1 0.0 0.2 0.1 0.0 0.3 0.0 0.0 0.4 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.6 0.0 1.4 0.3 0.0 0.9 0.4 0.0 0.6 0.1 0.0 0.7 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 9.4 0.0 8.1 10.3 0.0 7.3 13.8 0.0 12.0 12.7 0.0 12.4 LnGrp LOS A AB AB BB B Approach Vol, veh/h 470 295 157 135 Approach Delay, s/veh 8.4 7.9 12.7 12.4 Approach LOS AABB Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 23.7 16.5 23.7 16.5 Change Period (Y+Rc), s 5.6 6.0 5.6 6.0 Max Green Setting (Gmax), s 54.4 24.0 54.4 24.0 Max Q Clear Time (g_c+I1), s 8.8 6.2 9.4 4.6 Green Ext Time (p_c), s 2.8 0.7 1.7 0.6 Intersection Summary HCM 7th Control Delay, s/veh 9.4 HCM 7th LOS A HCM 7th TWSC Bozeman Stockyard TIS 3: Story Mill & Hillside 09/05/2024 Future with Project PM Synchro 12 Report 406 Traffic Intersection Int Delay, s/veh 1.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 30 0 2 2 0 2 3 122 4 1 126 33 Future Vol, veh/h 30 0 2 2 0 2 3 122 4 1 126 33 Conflicting Peds, #/hr505505505505 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------------ Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 333333000888999 Mvmt Flow 33 0 2 2 0 2 3 133 4 1 137 36 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 306 311 165 290 326 145 178 0 0 142 0 0 Stage 1 162 162 - 146 146 ------- Stage 2 144 148 - 144 180 ------- Critical Hdwy 7.43 6.83 6.53 7.1 6.5 6.2 4.18 - - 4.19 - - Critical Hdwy Stg 16.435.83-6.15.5------- Critical Hdwy Stg 26.435.83-6.15.5------- Follow-up Hdwy 3.797 4.297 3.597 3.5 4 3.3 2.272 - - 2.281 - - Pot Cap-1 Maneuver 590 556 805 666 595 908 1363 - - 1399 - - Stage 1 772 709 - 861 780 ------- Stage 2 790 719 - 863 754 ------- Platoon blocked, % - - - - Mov Cap-1 Maneuver 581 549 797 655 588 899 1356 - - 1392 - - Mov Cap-2 Maneuver 581 549 - 655 588 ------- Stage 1 768 705 - 855 774 ------- Stage 2 782 714 - 856 750 ------- Approach EB WB NB SB HCM Control Delay, s/v11.48 9.78 0.18 0.05 HCM LOS B A Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 42 - - 591 758 11 - - HCM Lane V/C Ratio 0.002 - - 0.059 0.006 0.001 - - HCM Control Delay (s/veh) 7.7 0 - 11.5 9.8 7.6 0 - HCM Lane LOS A A -BAAA - HCM 95th %tile Q(veh) 0 - - 0.2 0 0 - - HCM 7th TWSC Bozeman Stockyard TIS 4: Griffin Dr & Story Mill 09/05/2024 Future with Project PM Synchro 12 Report 406 Traffic Intersection Int Delay, s/veh 2.1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 27 22 20 101 97 34 Future Vol, veh/h 27 22 20 101 97 34 Conflicting Peds, #/hr 5 5 5 0 0 5 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 7 7 9 9 10 10 Mvmt Flow 28 23 21 106 102 36 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 278 130 143 0 - 0 Stage 1 125 ----- Stage 2 153 ----- Critical Hdwy 6.47 6.27 4.19 - - - Critical Hdwy Stg 15.47----- Critical Hdwy Stg 25.47----- Follow-up Hdwy 3.563 3.363 2.281 - - - Pot Cap-1 Maneuver 701 906 1398 - - - Stage 1 888 ----- Stage 2 863 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 683 898 1391 - - - Mov Cap-2 Maneuver 683 ----- Stage 1 870 ----- Stage 2 858 ----- Approach EB NB SB HCM Control Delay, s/v10.04 1.26 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 298 - 765 - - HCM Lane V/C Ratio 0.015 - 0.067 - - HCM Control Delay (s/veh) 7.6 0 10 - - HCM Lane LOS A A B - - HCM 95th %tile Q(veh) 0 - 0.2 - - HCM 7th TWSC Bozeman Stockyard TIS 5: L St & Big Gulch 09/05/2024 Future with Project PM Synchro 12 Report 406 Traffic Intersection Int Delay, s/veh 0.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 1 2 98 2 0 92 Future Vol, veh/h 1 2 98 2 0 92 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 50 50 2 2 5 5 Mvmt Flow 1 2 105 2 0 99 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 205 106 0 0 108 0 Stage 1 106 ----- Stage 2 99 ----- Critical Hdwy 6.9 6.7 - - 4.15 - Critical Hdwy Stg 15.9----- Critical Hdwy Stg 25.9----- Follow-up Hdwy 3.95 3.75 - - 2.245 - Pot Cap-1 Maneuver 687 832 - - 1465 - Stage 1 811 ----- Stage 2 818 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 687 832 - - 1465 - Mov Cap-2 Maneuver 687 ----- Stage 1 811 ----- Stage 2 818 ----- Approach WB NB SB HCM Control Delay, s/v 9.65 0 0 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 777 1465 - HCM Lane V/C Ratio - - 0.004 - - HCM Control Delay (s/veh) - - 9.7 0 - HCM Lane LOS - - A A - HCM 95th %tile Q(veh) - - 0 0 - HCM 7th AWSC Bozeman Stockyard TIS 6: L St & Tamarack 09/05/2024 Future with Project PM Synchro 12 Report 406 Traffic Intersection Intersection Delay, s/veh 8.4 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 21 30 25 1 18 19 50 83 2 15 79 27 Future Vol, veh/h 21 30 25 1 18 19 50 83 2 15 79 27 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Heavy Vehicles, % 101010888171717131313 Mvmt Flow 23 33 27 1 20 21 55 91 2 16 87 30 Number of Lanes 010010010010 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1111 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1111 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1111 HCM Control Delay, s/veh 8.2 7.8 8.8 8.4 HCM LOSAAAA Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 37% 28% 3% 12% Vol Thru, % 61% 39% 47% 65% Vol Right, % 1% 33% 50% 22% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 135 76 38 121 LT Vol 50 21 1 15 Through Vol 83 30 18 79 RT Vol 2 25 19 27 Lane Flow Rate 148 84 42 133 Geometry Grp 1111 Degree of Util (X) 0.194 0.108 0.052 0.165 Departure Headway (Hd) 4.697 4.642 4.508 4.48 Convergence, Y/N Yes Yes Yes Yes Cap 765 773 795 802 Service Time 2.715 2.663 2.532 2.498 HCM Lane V/C Ratio 0.193 0.109 0.053 0.166 HCM Control Delay, s/veh 8.8 8.2 7.8 8.4 HCM Lane LOS AAAA HCM 95th-tile Q 0.7 0.4 0.2 0.6