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EOTECHNICAL 2611 Gabel Road
a� P.O.Box 80190 LOG OF TEST PIT
Billings,MT 59108-0190
Phone:406.652.3930
Fax:406.652,3944
PROJECT: 11-2775 TEST PIT: TP-9
GEOTECHNICAL EVALUATION LOCATION:
South University District South end of Lot 4,see attached sketch,
Bozeman,Montana
DRILLED BY: C.Binstock METHOD: Backhoe DATE: 5/24/11 SCALE: 1"=2'
Elev. Depth Symbol Description of Materials B WL qp Remarks
4958.0 0.0 MC
ORGANIC CLAY,high plasticity,black,moist to
OH wet. (Tilled Field)
956.8 1.
LEAN CLAY with SAND,medium plasticity, I
CL reddish brown,wet,medium. (Alluvium)
4956.0 2.0 __
LEAN CLAY with SAND,medium plasticity,olive 26'6
brown,wet,medium. (Alluvium) I
CL 27.9 Composite MC 0'-5'_
24.2%
4954.0 4.0 ___
POORLY GRADED GRAVEL with SILT and
SAND,fine-to coarse-grained,brown,rather dry to
waterbearing. (Alluvium)
GP =
GM
4951.0 7.0
BOTTOM OF TEST PIT
Water observed at a depth of 7'in test pit.
4"diameter piezometer installed.
Excavation then backfilled.
SEA measured groundwater at 6.7'on 6/17/11.
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Resistivity Marble Sulfates �
Le_>end Location Field# Depth LL PL PI P200 MC ohm/cm pH pH % Class
• TP-1 TW 3'to 4' 36 20 16 79% NT 2,900 8.31 8.54 0.01 CL
m TP-2 TW 2'to 3' 37 20 17 79% NT 3,000 8.05 8.33 <0.01 CL
A TP-8 P-2 Bulk Bucket 39 20 19 71% NT NT NT NT NT CL
_��_ Atterberg Limits' Tests
GEOTECHNICAL 2611 Gabel Road
Project Number: 11-2775
P.o.Box 80190 South University District
SBillings,MT 59108-0190
Phone: 406.6523930 Bozeman,Montana
Fax: 406.652:3944 7/21/11
150 ASTM D 698 Method A
Cury s of 1 ?0% ituration
145 -- I--- -- - -� for-Specific.Cuavity,Fq
2.80 Maximum Dry Optimum Moisture
2.70 Density,pcf Content%
140 j 2 60 101.6 18.2
e i Voids Curves
135
Rammer Type: Mechanical
130 - - Preparation Method: Moist
w
Q. 125
Soil Description (Visual-Manual)
120 -
GG LEAN CLAY with SAND,medium
115 - - plasticity,brown,moist. (CL)
110 I
I
105 - -�--- -- —
Sieve Size % Retained
100 1 1/2" 0
95 3/4" 0
I I 11 3/8" 0
9 0 4 8 112 16 20 24 #4 0
Moisture Content%
Sample No: ---
Lab Sample No: P-1 Comments
Date Sampled: 05/24/2011
Sampled By: C.Binstock
Date Received: 05/26/20I 1
Sampled From: TP-2,2'to 4'
Remarks
Depth: Bulk Bucket
Performed by: DPH/SKG
Date Performed: 05/26/2011
Laboratory Compaction Characteristics PROCTOR
of Soil(Proctor)
SKqV 2611 Gabel Road Project No.: 11-2775 n 1
P.0.Box 80190 South University District r- 1
Billings,MT 59108-0190
Phone: 406.652.3930 Bozeman,Montana
Fax: 406.652.3%4 7/21/1 1
352
150 ASTM D 698 Method A
Curves of 160%S turatioll �
145 ---forte
I 2.80 Maximum Dry Optimum Moisture
'2.70 Dcnsi,.ncf Content%
140 -— I 104.2 16.3
e Voids Curves ,
135 —
Rammer Type: Mechanical
130 Preparation Method: Moist
c�. 125 - -
Soil Description (Visual-Manual)
120
A ! LEAN CLAY with SAND,medium
Ca 115 , �— - plasticity,brown,moisL (CL)
t I
110 I
105 � !
Sieve Size % Retained
100--
T 1 1/2" 0
95 3/4" 0
3/8" 0
0 4 8 12 l 16 20 24 #4 < 1
Moisture Content%
Sample No: ---
Lab Sample No: P-2 Comments
Date Sampled: 05/24/2011
Sampled By: C.Binstock
Date Received: 05/26/2011
Sampled From: TP-8, 1.2'to 2.5'
Remarks
Depth: Bulk Bucket
Performed by: DPIVSKG
Date Performed: 05/31/2011
Laboratory Compaction Characteristics PROCTOR
of Soil(Proctor)
S GEOTECHNICAL
Project No.: 11-2775
2611 Gabel Road P_2
P.0.Box 80190 South University District
Billings,MT 59108-0190
Phone: 406.652.3930 Bozeman,Montana
Fax: 406.652.3944 7/21/11
353
California Bearing Ratio Test
SKT�g
ASTM D 1883/AASHTO T 193
Project: 11-2775 South University District,Bozeman,Montana Date: 07/21/11
Boring: TP-2 Sample: Bulk Bucket Depth: 2`to 4'
Sample Description: Lean Clay with Sand,medium plasticity,brown,moist. (CL)
(Remolded to 95%relative compaction)
(Sample was submersed in water and allowed to saturate for 96.3 hours.)
Maximum Dry Density: 101.6 pcf Procedure: ASTM D 698 Method A
Initial Final
Wt. Specimen+Tare Wet 185.1 gms Wt. Specimen+Tare Wet 777.4 gms
Wt.Specimen+Tare Dry 160.4 gms Wt. Specimen+Tare Dry 648.4 gms
Wt.Tare 32.2 gms Wt.Tare 119.2 gms
Moisture Content 19.3% Moisture Content 24.4%
Initial Wt. 3913.9 gms Diameter 6.00 in Initial Ht. 4.58 in
Initial Dry Unit Wt. 96.5 pcf Initial Relative Compaction 95.0%
Final Dry Unit Wt. 95.5 pcf Final Relative Compaction 94.0%
Swell Test
Surcharge Weight 20.0 Ibs Surcharge Pressure 120.3 psf
Initial Dial Rdg. 0.5000 Final Dial Rdg. 0.5480 Swell 1.0%
CBR Test
Surcharge Weight 20.0 lbs Surcharge Pressure 114.0 psf
CBR @ 0.1 in. 4.4 CBR @ 0.2 in 3.8
100
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40
20
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0.0000 0.1000 0.2000 0.3000 0.4000 0.5000 0.6000
Penetration(inches)
2611 Gabel Road,P.O.Box 80190,Billings,Montana 59108-0190 354 Phone(406)652-3930,Fax(406)652-3944
California Bearin Ratio Test
SK�V g
(ASTBt D 1883/AASHTO T 193)
Project: 11-2775 South University District,Bozeman,Montana Date: 07/21/11
Boring: TP-8 Sample: Bulk Bucket Depth: 1.2'to 2.5'
Sample Description: Lean Clay with Sand,medium plasticity,brown,moist. (CL)
(Remolded to 95%relative compaction.)
(Sample was submersed in water and allowed to saturate for 96.1 hours.)
Maximum Dry Density: 104.2 pcf Procedure: ASTM D 698 Method A
Initial Final
Wt.Specimen+Tare Wet 265.6 gins Wt.Specimen+Tare Wet 620.3 gins
Wt.Specimen+Tare Dry 231.7 gms Wt.Specimen+Tare Dry 529.4 gins
Wt.Tare 34.3 gms Wt.Tare 141.8 gms
Moisture Content 17.2% Moisture Content 23.5%
Initial Wt. 3949.5 gms Diameter 6.00 in Initial Ht. 4.58 in
Initial Dry Unit Wt. 99.2 pcf Initial Relative Compaction 95.2%
Final Dry Unit Wt. 98.4 pcf Final Relative Compaction 94.5%
Swell Test
Surcharge Weight 20.0 lbs Surcharge Pressure 120.3 psf
Initial Dial Rdg. 0.5000 Final Dial Rdg. 0.5340 Swell 0.7OX,
CBR Test
Surcharge Weight 20.0 lbs Surcharge Pressure 114.0 psf
CBR @ 0.1 in. 7.8 CBR @ 0.2 in 6.6
160
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20
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0.0000 0.1000 0.2000 0.3000 0.4000 0.5000 0.6000
Penetration(inches)
2611 Gabel Road P.0.Box 80190.Billings,Montana 59108-0190 3rJrJ Phone(406)652-3930;Fax(406)652-3944
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Density(pcfl Content(%)
Boring No: TP-1 Depth: 3'to 4' 81.2 25.8
Sampled By: C.Binstock Date Received: 05/26/2011
Soil Description: LEAN CLAY with SAND,medium plasticity,trace pinholes,
light brown,wet. (CL)
7/21/1 l
�CH
Consolidation/Swell Test
ProjectNumber: 11-2775
S GECAL 2611 Gabel Road
P.O.Box 80190 I South University District
Billings,MT 59108-0190( Bozeman,Montana
Phone: 406.652.3930
Fax: 406.652.3944;
356
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Initial Dry Initial Moisture
Density(pcfl Content(%)
Boring No: TP-2 Depth: 2'to 3' 88.2 24.6
Sampled By: C.Binstock Date Received: 05/26/2011
Soil Description: SANDY LEAN CLAY,medium plasticity,brown,wet. (CL)
7/21/11
Consolidation/Swell Test
GEOTECHNICAL) 2611 Gabel Road Project Number: 11-2775
P.0.Box 80190 South University District
Billings,MT 59108-0190 Bozeman,Montana
Phone: 406.652.3930
Fax: 406.652.3944
357
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Attachment C
Traffic Impact Study
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MORRISUN SMHLY
arr rrrs.ssev►rpes•nar�rrs•sC�RhnsTs 1
HersleY LamUn RgdM, Inge. , ,p
ARCNIT CTVRE AND PLANNING SMME uites
361
CITY OF BOZEMAN
DEPARTMENT OF PLANNING AND COMMUNITY DEVELOPMENT
Alfred M.Stiff Professionol Building phone 406.582-2260
20 East Olive Street fox 406-582-2263
P.O.Box 1230 planning@)bozemon.net
Bozeman,Montana 59771.1230 www buzernon.nel
APPLICATION FOR INFORMAL ADVICE AND DIRECTION
LI.Name 0f PTnICC1/Developmrnt: 43muth University District,Phase 1 Site Plan -
2.Property Owner Information: — -- - l
\:;imv. RTR holding,,II l?•►nail Address
ceding:Address: 0 Village Dove Suive 202,Belgrade,1,11' 597,14
Phone, 416 849-3446(c/o Henry-motion.Campus Suites)
3.Applicant Information:
Name- t forrison-maicrlc,Inc. E-mail Address rlcc(rt)m-miner
Jilin,_lddress: P,0 Rox 1113,Bnzcrnan,W, 59''?1
Phone 406-922-6743 P.M
4.Legal Descnption: Tract B,COS 2661,excepting Parcel 2 of Document 2.311126
5.Street Address: ticnit}►of Stadium Center Subdi ision on Kagy Blvd.,west of S.11 th Ave.
6. Project Description: A roughly 12-acre portlott of the+/- 13.7-nrte SLIT)project area,informal review
7.toning Designation(s): REMU 8.Current Land Use(s): agrkAture/vacant
9.Informal Advice and Direction From? ❑ Development Review Committee ❑ Dv�lgn Review Board 1
❑ Wrtlands Review Board ❑ rimy Cumnnssunr
I (check all that apply)
❑ Bozeman planning Board ❑ Bozeman Zoning Commission
I uodrr+rand that the advice and dircctinn received finm the requested revim-body is advisory-only.
Applicant's Signature: Date: -
Property Ownet's Signature: _— - �— - - Date:-
tr:lty Commission trview is at the chsrrenon ie Mayor and City Manager,per Commission Resolution No.
(Informal RevicW Applieaonn-prep n4i 12/08/03;tevrsed9/20/Oa1
362
TABLE OF CONTENTS
South University District
Phase 1 Informal Site Plan
City of Bozeman Application for Informal Advice and Direction
Phase 1 Site Plan
Narrative Discussing UDO Plan Review Criteria from Section 18.34.100
1) Conformance with the growth policy
2) Conformance with UDO
3) Conformance with all other applicable laws, ordinances, and regulations
4) Relationship of plan elements to conditions both on and off the property
5) Traffic
6) Pedestrian and vehicular ingress, egress and circulation
7) Landscaping
8) Open space
9) Building location and height
10) Setbacks
11) Lighting
12) Utilities
13) Drainage and storm water mitigation
14) Loading and unloading areas
15) Grading
16) Signage
17) Screening
18) Overlay District provisions
19) Other related matters
20) Interdependent lots
21) Compliance with Title 17 Chapter 2, BMC(affordable housing)
22) Phasing of development
Possible Deviations and Variance Requests for Phase 1
Attachment A— Preliminary Plans
Attachment B—Street Character Study and Elevations
Attachment C —Traffic Impact Study
�,�t,1KEfpj��
Wd MQRMN STAHLY
ROOM-SNIM70 RL.r1 hill FcS•SOF"nSTS MIN
HervJ@y Lamkin Ra", Inc.
mpus Suites
ARCHITECTURE AND PLANNING uLTrsrreenxQrruvnan
363
A MORRISON ENGINEERS
1F,`.IL-1`.I11VJ 11\VI SURVEYORS
PLANNERS
�! MERLE, INC. SCIENTISTS
2680 TECHNOLOGY BOULEVARD WEST�PO BOX 1113•BOZEMAN,MT 59771
An Employee-Owned Company OFFICE:406-567-0721 FAX:4D6-922-6702-www.m-m.nel
City of Bozeman November 9, 2011
Department of Planning and Community Development
20 East Olive, P.O. Box 1230
Bozeman, MT 59771
Regarding: Informal review, Phase 1 of the South University District project
Dear Planners and City Commission:
Please find attached on the following pages an application for informal review and advice for the
first residential development phase within the South University District (SUD) project area. The
total SUD project area is 127-acres and this phase will total roughly 28.6 acres; a little more
than half of this acreage being rights-of-way, setbacks, open spaces and parkland; the
remainder being the actual development project.
The SUD project area has been the subject of a Growth Policy amendment, annexation request
and zone change in the recent past, It is currently zoned Residential Emphasis Mixed Use, in
compliance with the underlying land use designation. A Master Plan package for the entire
SUD property is being submitted along with this application.
Commercial space along South 111h Avenue will be reserved with this proposed site plan.
However, the major component of Phase 1 will be housing for up to 480 students, in a variety of
suite configurations in three story buildings. Campus Suites, LLC in collaboration with the land
owner, architect Hensley Lamkin Rachel, Inc., Stahly Engineering and Associates, Inc. and
Morrison-Maierle, Inc. will bring their nation-wide student housing experience to the table to
build and manage the complex.
Provided on the following pages is a set of informational drawings, images and narration
describing the student housing proposal. The narration indicates how the phase fits with the
Master Plan and the site plan review criteria provided in Section 18.34.100 of the Bozeman
LIDO. The overall architectural theme is to be, "northwestern/urban"which will be further refined
as the property moves through the review process.
The site plan reflected in this application is the product of many productive conversations with
the City of Bozeman Planning Department and Design Review Committee. Their input is much
appreciated and there are no doubt refinements and improvements to be made. Since this is
the first project proposal within the recently adopted REMU zoning district, we are looking
forward to your comments and concems to make this the best fit for the City of Bozeman and
the Applicants.
Sincerely yours,
Morrison-Maierle, Inc.
��4 �?.,
Robert Lee, Senior Planner
Providing resources in partnership with clients to achieve their goals
An Equal Oppq 64lry Employer
Phase I Informal Site Plan
For the
South University District
November 2011, Bozeman, Montana
The purpose of the following narration is to provide an outline,for the informal review,
of the preliminary Phase 1 Site Plan for the South University District(SUD). A summary
showing conformance of this project with the Site Plan review criteria(UDO 18.34.100)
is provided on the following pages. The information presented is preliminary in nature.
More complete reports and documentation, to meet all specific application requirements,
will be provided with the formal Site Plan submittal.
Phase 1 is the first development phase located on a 28.60-acre portion of a larger parcel
(127 acres)within the REMU zoning district. Of this total acreage, 10.77-acres is
proposed to be building area, 9.93-acres park and open space and 6.52-acres road right-
of-way easement. Within the Phase 1 project there is 1.39 acres of future commercial
property that will be developed later. The building area in Phase 1 is a student(group)
housing complex consisting of 6 residential buildings with a total 153 two, three, and
four-bedroom units, for a total of 480 bedrooms. Each unit has a common kitchen and
living room with separate bathrooms and bedrooms for each resident. A maintenance
building with two apartments for live-in management, and community clubhouse is also
provided.
Owing to a desire to bring this first Phase of the SUD on line for the 2013-2014 MSU
school year, concurrent construction of public and interior private infrastructure will be
necessary. As a consequence,the Applicants and their agents will be looking for ways to
work with the City of Bozeman to meet this objective.
It is anticipated that prior to development of the next phase of the South University
District,Phase I will be subdivided from the remainder of the property. At that time the
proposed Phase 1 site boundaries will become formal property lines. Therefore the site
development within Phase 1 will also be made to conform to future anticipated
subdivision requirements.
UDO Plan Review Criteria from Section 18.34.100
1) Conformance with the growth policy
In general, the proposed Phase 1 is in conformance with the growth policy in that it is
located within a REMU zoning district and is in conformance with the land use
designation of Bozeman's 2020 Plan. It will consist of high-density residential use
within an overall mixed-use development, in conformance with the growth policy and
zoning designation for this property. Specific conformance will be assured as the phase
moves through the design and review process. Along the eastern side of Phase 1 the
proposed group housing will be mixed with commercial uses along South 11`h Avenue.
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365
The proposed land uses on the entire property are shown on the South University District
Master Plan submitted along with this application.
2) Conformance with UDO
Phase I will be developed as a Site Plan reviewed in accordance with UDO section
18.34,and the REMU zoning district UDO section 18.17. Applicable portions of other
UDO sections also apply. Deviations and variances that will be requested from portions
of the UDO that are not able to be met in Phase 1 are listed at the end of this narration.
The REMU zoning district allows student(group)housing as a principal use within the
district, and this portion of the property has been master planned for group housing in the
South University Master Plan.
3) Conformance with all other applicable laws, ordinances,and regulations
Phase 1 will be developed in accordance with all other applicable laws,ordinances, and
regulations. Specific requirements of these other regulations will be met as they are
identified.
4) Relationship of plan elements to conditions both on and off the property
Existing land uses adjacent to Phase 1 are: the Stadium Center office buildings to the
north; MSU football stadium to the east; the WTI office building to the southeast across
South I Vh; anticipated future group housing to the south across Stucky Road; and park
land to the west. The adjacent buildings to the north and east are made up of new one to
two-story structures setback from streets and roads in a typical"business park"
arrangement,not high density office/commercial. In an effort to provide a defined
entrance into this zoning district the SUD Master Plan shows future commercial uses
along South 1 ltl'Avenue. The proposed student housing buildings would be of similar
scale and density to the existing and proposed surrounding buildings. The architectural
theme of the student housing buildings will incorporate brick or stone along lower levels
to match the commercial theme of the surrounding buildings.
The design and arrangement of the Phase I plan elements are integrated within the
adjacent neighborhood in the following ways. Future lot areas fronting South 11`h
Avenue are reserved for future neighborhood commercial development. As a similar use
the community clubhouse is located at the northeast corner of the property,along South
I Ph on the way to and from campus. The property to the south is planned to be made up
of similar neighborhood commercial and group housing as Phase 1. The west edge of the
development is parkland and open space that, in combination with later phases, will
become a large park corridor along Mandeville Creek. The northern edge of the site will
be bounded by State Street located between Phase 1 and the Stadium Center Subdivision.
The Stadium Center Subdivision dedicated half(30')of a future street right-of-way along
its southern boundary, and Phase 1 will complete this street. The proposed alignment of
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366
South 121h Avenue within Phase I was selected to line up with the intersection of Stadium
Drive and State Street.
The design and arrangement of the plan elements are in harmony with the existing natural
features of the site. The most significant natural feature of the South University District
property is Mandeville Creek,which runs through the center of the property and its
adjacent wetlands. This creek corridor is identified as a future trail location on the
PROST Plan trail map. The Concept Master Plan shows a large central park along the
Mandeville Creek Corridor. Phase 1 will provide a park easement over approximately
9.93 acres of the future park. This park land is very near the Phase 1 development and
will provide both active and passive recreation opportunities for Phase 1 residents. The
park will also serve to provide protections to the stream, its adjacent wetlands, and
riparian area. Phase 1 is located on a bench elevated above the stream and is currently
farmed. Due to this elevation, Phase 1 is free of environmental constraints and the depth
to groundwater within the developed area is 8-12 feet.
The property is not within a historical district and there are no historical landmark
structures on the site.
5) Traffic
A preliminary traffic analysis has been conducted for Phase I and the proposed future
commercial lots. Resulting traffic impacts to the existing city streets are expected to be
very small. Primary travel to and from the site is anticipated to be bicycle and pedestrian
traffic,to and from the university. Traffic generation rates were obtained from counts at
the MSU dormitories normalized for students with cars(not total dormitory residents).
The trip generation measured was 2.5 trips per day per resident with a car. This results in
a total trip generation from Phase 1 and future commercial of approximately 1960 new
ADTs on South I 1 1h Avenue. Three intersections were analyzed along Kagy Boulevard
for capacity impacts; Kagy and 19`h,Kagy and 11`h and Kagy and 71h. The largest
impacts are on the 1 lth and Kagy intersection,but since this development is located on
the under-utilized south leg of this intersection, impacts are negligible.
Kagy Boulevard is proposed to be improved in 2015 in the City of Bozeman 2012-2016
Capital Improvements Plan,thus future traffic projections were only carried out to 2015
with the existing geometry. Future improvements to Kagy Boulevard will reduce
congestion in this area and improve overall level of service. Kagy improvements will be
financed in a large part by Street Impact Fees,to which this development will contribute
significant fees. The preliminary Traffic Impact Study is provided as an attachment with
the informal Site Plan submittal.
As part of the proposed project design, on-street parking is provided on all proposed
streets. A portion of the on-street parking spaces adjacent to Phase 1 are allocated to
meet the Phase 1 parking requirements. Approximately 60 extra on-street parking spaces
are shown in excess of the required spaces. These extra spaces will assure that the
project does not place parking burdens on adjacent properties.
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367
6) Pedestrian and vehicular ingress,egress and circulation
The SUD Master Plan has planned a grid network of streets through the property. The
planned streets are arranged in a hierarchy from collector streets with the highest traffic,
to local streets and alleys or drive aisles with the lowest traffic. Phase 1 is bounded on
the east by South 11th Avenue which is a collector street and the east half of the street is
currently constructed. The west half of South I lth will be constructed in Phase 1. Stucky
Road is located along the southern boundary of Phase 1. Stucky Road will be built to
collector standards in accordance with the Master Plan. Stucky Road will temporarily
end in a roundabout at South 141h. The west and north sides of Phase 1 are bounded by
South 141h Avenue and State Street. These are local streets that due to their location
adjacent to the park are proposed to include bike lanes. Additional interior local streets
are shown to provide increased circulation and typical residential block sizes. Access to
off-street parking is provided from local streets by drive aisles located mid-block.
Street intersections are placed at 1-block (250'-400')intervals. Intersection curb bulbs
and pedestrian crossings are placed at intersections to facilitate pedestrian crossing and
traffic calming. Conforming to existing street intersection locations does not allow strict
compliance with access spacing requirement of UDO 18.44.090. Minor modifications of
the access standards will be requested for non-compliant spacing.
Master Planned street sections are"complete streets"with facilities for cars, bikes,and
pedestrians. Applicable street sections from the Master Plan are keyed on the Phase 1
Site Plan. On-street parallel parking is provided on all streets. Bicycle traffic is provided
bike lanes on collector streets and key local streets surrounding Phase 1. Sidewalks are
provided along all streets and the sidewalk width is increased to 6' (5' typical)on all
sidewalks. The grid network provides multiple dispersed routes for bikes and pedestrians
within and through the site. Within Phase 1,pedestrian routes to and from the University
and Park have been emphasized. Curb bulbs and crosswalks are provided at all sidewalk
crossings to facilitate pedestrian movements. Textured crossings are proposed on interior
streets where pedestrian traffic is anticipated to dominate.
Integration of pedestrian facilities into the neighborhood emphasizes convenient and safe
routes from the student housing to MSU. Pedestrian traffic is encouraged to move to
South I Ph and then cross to a MSU pathway along South I I"'. The Master Planned
improvements will provide connection between Phase 1 and future development phases,
either along streets or on trails through the park land. Additionally,future trail
improvements on neighboring properties will provide alternative neighborhood
connectivity by several nearby trails.
South I Vh Avenue and Stucky Road have 90' wide public easements that were dedicated
with annexation. South 141h Avenue and State Street will have 70' public easements.
South 121h Avenue and the local street between South 1 lth and 12th will have 60' public
easements. The mixed used block between South I Idi and 121h will have a 30' alley
easement to facilitate rear access to the commercial areas.
4
368
i
7) Landscaping
Proposed landscaping is shown on the preliminary Landscaping Plans included with the
application. Landscaping meets UDO performance standards(23 points). All
landscaping will be irrigated by a well located in the northwest corner of the site near the
Maintenance Building. Proposed landscaping will enhance the building appearance and
provide screening of parking lots.
8) Open Space
Open space and park land are provided in accordance with UDO 18.50. Phase 1 contains
approximately 38,000 square feet of improved recreational open space within the site,
and 9.93 acres of park and open space adjacent to the site. The park area contains
wetlands and wetland(watercourse) setback adjacent to Mandeville Creek,providing
protection of these valuable areas. The disproportionately large Phase 1 Park is part of a
larger future central park. This initial dedication is larger than required to provide
adequate active recreation space for Phase 1 residents, in addition to wetlands and
setbacks.
Park access is provided by South 14th Avenue. Future Master Planned streets will
provide access to the remainder of the Phase 1 parkland. Since the Phase 1 park area
dedication is part of a larger future park, a variance requesting that park be provided
without perimeter streets is requested. With the completion of future master planned
phases,perimeter streets will be provided for nearly all of the park land, except for the
linear trail corridors. Thus,the variance will not be required once future phases are
developed.
9) Building location and height
Proposed building locations are shown on the Phase I Site Plan. The REMU zoning
district limits building height to 5 stories without a specific maximum height. The
proposed student housing buildings are 3 stories with a 6:12 roof pitch. Concept plans
show building heights to be approximately 40 feet. Accessory buildings consist of a
community clubhouse in the northeast corner of the site,a maintenance building with 2
apartments for live-in management, and a mail building in the northwest corner of the
site. The accessory building locations are shown on the Phase I Site Plan. The
clubhouse and maintenance building will be two stories in height. Preliminary building
floor plans and elevations are provided in the plans attached to this application.
Supporting images showing 3D renderings of buildings and site are also include with the
plans.
10) Setbacks
Yard setbacks are from REMU zoning requirements for group housing and non-
residential (commercial)use. REMU zoning is urban in nature and setbacks are reduced.
I
5
369
Furthermore,comments from previous submittals have encouraged buildings to be placed
as close as possible to public streets. Front yard setbacks are 10' minimum for residential
buildings and 10' maximum for commercial uses. Setbacks are measured from the
proposed street easements which will become property lines with subsequent subdivision.
11) Lighting
Lighting within Phase 1 will consist of site and street lighting. Proposed lighting is
shown on the Preliminary Lighting Plan in the attached plans. Due to the anticipated
event of students walking home at night from the University,the site will be well lit and
site lighting exceeds the requirements of UDO 18.42.150. Street light fixture heights
correspond to the site use. The highest fixtures and largest spacing are proposed along
collector streets(South 111h and Stucky). Local streets with bike lanes have slightly
lower fixtures at increased frequency. Interior local streets and parking lots have the
lowest fixtures and highest frequency. In addition to street lighting, building mounted
fixtures and bollard lighting is proposed to provide additional pedestrian lighting.
Interior lighting will be LED to provide the highest efficiency possible. All lighting will
be full-cutoff to protect night skies and residences from excessive glare.
12) Utilities
Non municipal utilities will be provided along South 1 lch and Stucky Road, and to
interior buildings. Municipal water mains exist in South 1 l`h and at the connection road
to Stadium Center. New water mains will be extended in Stucky Road and within public
utility easements through the site,providing a looped supply with fire hydrants. New
sewer mains will be extended from the existing 8" sewer main terminating at the
connection road to Stadium Center. A detailed evaluation of this sewer main's capacity
will be included with the formal site plan application. Preliminary analysis shows that
capacity should be available in this main for Phase 1. Preliminary water and sewer layout
and sizing are provided in the attached plans. Engineering and design reports will
accompany the formal Site Plan application.
13) Drainage and Storm Water Mitigation
Proposed storm water mitigation and site grading and drainage is shown on the
Preliminary Grading and Drainage Plan provided with the attached plans. Generally, site
drainage and storm water mitigation will utilize the existing slope of the site to provide
surface drainage from parking lots and streets. Grass or bio-swales will be used to collect
runoff from parking lots and transport to storm drain inlets. The rolling topography in the
east-west direction necessitates storm water pipes to transport runoff to the detention
basin in the park to the west for final treatment and mitigation. After detention,treated
storm water will be allowed to flow into Mandeville Creek, within preconstruction flow
rates. A detailed storm water plan and design report will be provided with the formal Site
Plan application.
6
370
14) Loading and unloading areas
Loading and unloading for Phase 1 consists principally of trash collection. A central
trash compaction facility is proposed in the northwest confer of the property.
Maintenance personal are responsible for collecting trash from individual units and
delivering it to the compaction facility. Compacted trash is hauled off-site by either the
City or a private carrier. Other loading and unloading facilities are not anticipated for
this phase.
15) Grading
Proposed storm water mitigation and site grading and drainage is shown on the
Preliminary Grading and Drainage Plan provided with the attached plans. The site
grading will utilize existing topography and land slopes. The site is sloping to the north
with a rolling topography in the east-west direction. Building pads will be elevated
above the adjacent parking and circulation aisles to provide positive drainage away from
the buildings.
16) Signage
The student housing facility will have its principal sign at State and South I Ith access.
The sign is a monument style and is not obtrusive. A representative photo of a similar
sign is shown here. Smaller versions of this sign will be placed along the Stucky Road '
accesses as well. Interior directional signs and building unit signage will also be
provided.
0
t
7
371
17) Screening
The central trash compaction facility is screened by block walls and a roof as shown in
the attached plans. Other exterior mechanical equipment for the buildings consists of air
conditioning condensers. Where possible these will be mounted on the roof-tops and
screened from street level view. Should ground Ievel condensers be required these units
will be screened from view by fencing and landscaping. Detailed screening will be
provided in the formal Site Plan application.
18) Overlay District Provisions
There are no overlay districts within Phase 1.
19) Other related matters
The South University District Applicants have been working with Montana State
University since obtaining the property in 2007. MSU identified a need for purpose built,
off-campus student housing in proximity to the university. A dedicated facility providing
managed,affordable, and secure housing within walking and bicycle distance will assist
the University in attracting and maintaining the student population.
20) Interdependent Lots
Phase 1 consists of only a single parcel for student housing. However, future subdivision
will create adjacent parcels for neighborhood commercial development along the South
11"'Avenue frontage. These future commercial lots will be accessed by public streets
and alleys,and thus will not be interdependent on Phase 1. The proposed public street
and alley easements will allow subsequent subdivision of the Phase 1 student housing
parcels and future commercial lots without creating nonconforming lots.
21) Compliance with Title 17 Chapter 2,BMC (affordable housing)
This requirement has temporarily been suspended by the City Commission to encourage
economic development.
22) Phasing of development
It is anticipated that Phase I will develop in a single phase. Completion of Phase 1 is
targeted for summer 2013,to be open for the 2013-2014 school year. In order to
complete the project in this time-frame, concurrent construction of public streets,
municipal utilities, and site improvements is necessary. Initial discussions with planning
and engineering staff have indicated that this project is eligible for concurrent
construction.
8
372
Possible Deviations and Variance Requests for Phase 1
A. Park frontage
As discussed under#8 previously, a variance request from"UDO 18.50.060 Frontage"
will be requested for the Phase 1 project. This variance is requested for Phase I only,
based on dedication of park that will be bordered by roads proposed in future phases. In
Phase I the park boundaries will be delineated by easement lines and perimeter trails.
As shown in the Master Plan the overall parkland will be comprised of two park parcels
(North Park and South Park,separated by the future extension of Stucky Road). South
Park is the main project park supplying over 93%of the total park land required for the
entire project. Upon full development of the Master Plan,the South Park will be fronted
by streets on all edges except for adjacent property boundaries where the park will
continue. The North Park will be fronted by streets on three sides. The linear portion of
the north park for the Mandeville Creek trail corridor will not be fronted by streets.
B. Access Spacing
As discussed in#6 previously, strict compliance with the access spacing requirements of
UDO 18.44.090 D is not achieved, due to constraints imposed by existing intersections.
Where possible, access spacing is maximized to come as close as possible to complying
with the requirements of this section.
9
373
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TRAFFIC IMPACT STUDY
PRELIMINARY REPORT
�1
s
for
SOUTH UNIVERSITY DISTRICT
PHASE I DEVELOPMENT
Bozeman, Montana
Prepared for
1
STAHLY ENGINEERING
Prepared by
MARVIN & ASSOCIATES
1300 North Transtech Way
Billings, MT 59102
1
TRAFFIC IMPACT STUDY
PRELIMINARY REPORT
for
SOUTH UNIVERSITY DISTRICT
PHASE 1 DEVELOPMENT
Bozeman, Montana
Prepared for
STAHLY ENGINEERING
Prepared by
Z=]:��
MARVIN & ASSOCIATES
1300 North Transtech Way
Billings, MT 59102
November 8, 2011
P.T.O.E. # 259
402
TABLE OF CONTENTS
PAGE
INTRODUCTION 1
PROPOSED SITE DEVELOPMENT 1
EXISTING CONDITIONS 2
Streets & Intersections 2
Existing Traffic Volumes 3
Existing Capacity 6
DEVELOPMENT TRAFFIC PROJECTIONS 7
Trip Generations 7
Trip Distribution 11
Traffic Assignment 11
TRAFFIC IMPACTS 13
Existing Plus Development Traffic Volumes 13
Capacity 15
Future Traffic 16
Future Capacity 18
CONCLUSIONS 19
APPENDIX A —TRAFFIC VOLUMES
APPENDIX B — CAPACITY CALCULATIONS
i
403
LIST OF TABLES
PAGE
Table 1. Existing (2011) Peak Hour capacity Analysis Summary 6
Table 2. Vehicular Trip Generation Rate Research Summary 8
Table 3. Trip Generation South University District 10
Table 4. Existing (2011) Plus Site Traffic Peak Hour
Capacity Analysis Summary 15
Table 4. Year 2015 Traffic Plus Site — Peak Hour
Capacity Analysis Summary 18
LIST OF FIGURES
PAGE
Figure 1. Existing (May 2011) Traffic Volume Counts 4
Figure 2. 2011 AWT & Existing Peak Design Hour Traffic Projections 5
Figure 3. South University District Phase 1 —
Full Development Traffic Assignment 12
Figure 4. Existing Peak Design Hour Traffic Plus
Phase 1 Full Development Traffic 14
Figure 5. Year 2015 Design Hour Traffic Plus
Phase 1 Full Development Traffic 17
ii
404
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Marvin &Associates
South University District Phase 1
Development TIS
405
MARVIN&ASSOCIATES 1300 N.Transtech Way Billings,MT 59102
INTRODUCTION
The following narratives serve as a summary report of operational impacts that
could be associated with the proposed Phase 1 development of the South
University Way Subdivision. The narrative figures and attachments encompass
all of the intersections that would potentially be impacted by Phase 1
development, with the primary focus being centered on the intersection of Kagy
and South11`h Avenue.
PROPOSED SITE DEVELOPMENT
The proposed development property would be located south of Kagy Boulevard
with the northern boundary parallel to Stadium Drive; the eastern boundary
located along an extension of University Way; the southern boundary along an
extension of Stucky Road from the west; and the western boundary along an
internal subdivision street. This property is Phase 1, Lot 1 of a large tract of land
east of South 191h Avenue and south of Kagy Boulevard that would eventually be
developed at some point in the future. The property is currently zoned as
"Residential Emphasis Mixed Use. Phase 1 development will accommodate
approximately 480 resident units (bedrooms) contained within an apartment
complex on 10.77 acres. In addition to the apartment complex, there would be
two residences for occupation by facility staff. Also within the Phase 1 property
boundary, it is anticipated that complimentary commercial buildings totaling
22,000 square feet of floor area will be built on 1.82 acres of Phase 1 land at
some future date. This Traffic Impact Study (TIS) addresses potential impacts
associated with full development of both residential and commercial land uses
within the Phase 1 property boundary.
Access to the property will initially be served by University Way (extension of S.
11th Avenue). In future development phases, it has been proposed that Stucky
Road be connected to University Way, which would provide an alternative access
to the Phase 1 property. The Traffic Impact Study addresses potential impacts to
South University District Phase 1 Development Traffic Impact Study Page 1
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MARVIN&ASSOCIATES 1300 N.Transtech Way Billings,MT 59102
the adjacent street system based upon the initial access conditions that only
includes the University Way connection to Kagy Boulevard.
EXISTING CONDITIONS
Streets & Intersections
Potentially impacted intersections located within a mile of the proposed
development site are Kagy Boulevard intersections with: S. 19th Avenue, S. 111h
Avenue, and S. 7th Avenue. The intersection of S. 19th Avenue and Stucky Road
would have minimal potential for impacts associated with the planned access
connection to Kagy Boulevard via University Way, but the S. 19th Avenue and
Stucky intersection was included in the TIS analysis to serve as a baseline for
future phased development traffic impact assessments.
Kagy Boulevard is currently a three lane street with bike lanes in both directions.
Kagy Boulevard extends from a termini point just west of S. 19th Avenue, past the
MSU campus, to rural areas east of Bozeman.
S. 19th Avenue extends from a point several miles south of the Kagy Boulevard
intersection to an intersection with Interstate 90, on the northern end of
Bozeman. South 9th Avenue has various lane combinations along its length. At
its intersection with Kagy Boulevard, it provides two thru lanes in each direction
with opposing left-turns lanes and additional right-turn lanes on the northbound
and westbound approaches.
South 11th Avenue extends from its intersection with Kagy Boulevard north, thru
the MSU campus, to an intersection with Main Street. It currently operates with
one lane for each direction of travel and includes bikes lanes on either side. At
its intersection with Kagy Boulevard it accommodates a separate left-turn lane
and a thru/right-turn lane on the southbound approach. The northbound
approach to that intersection is University Way, which has the same lane
configuration as the southbound approach.
South University District Phase 1 Development Traffic Impact Study Page 2
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MARVIN&ASSOCIATES 1300 N.Transtech Way Billings,MT 59102
South 7th Avenue extends from a point south of Kagy Boulevard to West Grant
Street, approximately 0.35 miles north of Kagy. South 7th Avenue serves as a
secondary access to surface parking lots, south of the MSU Student Union
Building, In that capacity, travel demands are confined to a series of short term
traffic surges throughout the day as classes change and events begin and end.
The northbound approach to this intersection serves to access corporate offices
with a finite demand in the am, pm, and noon hours. The southbound approach
has a separate right-turn lane and a thru/left-turn lane, while the northbound
approach has a single lane approach. A marked pedestrian crossing of Kagy
Boulevard exists on the west side of the intersection.
Existing Traffic Volumes
Electronic traffic counters were used to count traffic on all approaches to South
11th Avenue and Kagy Boulevard in 2008 as a part of the traffic signal warrant
study for that intersection. An hourly summary of traffic volumes from those
counts can be found in the appendix. In order to update traffic counts, peak am
and pm hour counts were taken in the first week of May 2011 at four key
intersections and the results of those counts are illustrated in Figure 1. It should
be noted that the peak am hour of traffic at the study intersections occurs
between 8:00 and 9:00 am, which is one hour later than the average peak am
hour at most intersections within the urban area.
Since the turning movement counts were taken on different days of the week, a
traffic count balancing routine was used to equalize the traffic demands to a
common base. This routine determined that the Monday count at the intersection
of Kagy Boulevard and S. 11 th Avenue was approximately 8% lower than the
counts at the adjacent intersections. Therefore, the Kagy and S. 11 ih Avenue
volumes were adjusted upward and all other counts were rounded-up to the
nearest 5 vehicles. Figure 2 illustrates the adjusted counts that represent the
existing (2011) am and pm design hour volumes that were used as the baseline
for capacity calculations within this study.
South University District Phase 1 Development Traffic Impact Study Page 3
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MARVIN&ASSOCIATES 1300 N.Transtech Way Billings,MT 59102
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MARVIN&ASSOCIATES 1300 N.Transtech Way Billings,MT 59102
Also shown in Figure 2, are the Average Weekday Traffic (AWT) volumes that
were calculated using the 2011 turning movement counts and percentage
variations extracted from the 2008 hourly traffic volume count data. Pedestrian
volumes for each intersection are also noted in Figure 2. No bicycle traffic was
noted during the counting periods.
Existing Capacity
Capacity calculations were completed for the three intersections on Kagy
Boulevard that would have potential impacts associated with development of the
site without a connection between University Way and S. 19`h Avenue.
Table 1. Existing(2011)Peak Hour Capacity Analysis Summary
Intersection MOE Overall NB so EB NIB
Intersection
Movement Group L TR L TR L TR L TR
Control Delay(sNeh) 15.6 20.2 20.1 21.6 20.7 6.7 5.9 10.1 22.4
Kugv Boulevard&South I LOS B C C C C A A B C
11 th Avenue A.11 Hour V/C Ratio 0.55 0.04 0.02 0.33 0.17 0.12 0.40 0.06 0.79
Queue Length 9510 1.0 1.0 2.0 2.0 2.0 4.0 2.0 11.0
Movement Group L TR L TR L TR L TR
Control Delay(sNeh) 21.7 20.1 19.6 30.0 20.3 10.6 8.4 10.1 31.0
KogvBoulevard&South LOS C C B C C B A B C
11th Avenue Pal Pfnrn' WC Ratio 0.75 0.17 0.07 0.72 0.21 019 0.49 0.02 0.90
Queue Len th 95% 1.0 1.0 5.0 2.0 3.0 8.0 1.0 12.0
Movement Grou L T R L TR LT R L T R
Control Delay(s/veh) 16.3 34.0 13.9 14.7 21.7 5.7 24.1 24.0 27.0 24.2 16.3
Kagv Boulevard&Sautlt LOS B C B B C A C C C C B
19th Avenue AAl Horn' V/CRatio 0.44 0,16 0.22 0.26 0.73 0.14 0.04 0.01 0.42 0.05 0.40
Queue Len th 95% 2 5 2 14 2 1 1 3 2 3
Movement Group L T R L TR LT R L T R
Control Delay(Jveh) 16.0 31.3 13.7 14.3 18.4 5.7 24.4 24.2 29.8 24A 16-6
Kagv Buulcrard&South LOS B C B B B A C C C C B
191h Avenue PAl Hour V/C Ratio0.46 0.05 0.20 0,23 0.64 0.14 0.08 0,05 059 0.02 0."
Queue Length 0 5 2 10 4 2 1 5 2 3
Movement Group LTR LT R L L
Control Delay( 18.5 20.3 13.9 9.3 8.3
Kagv Boulevard&South LOS C C B A A
7th Avenue AM Plum V/C Ratio 0.05 0.04 0.09 0,06 0.03
Queue Length 0.2 0.1 0.3 0.2 0A
Movement Group LTR LT R L L
Control Delay( 22.4 35.1 15.1 9.2 9.7
Kagv Bond & dLOS C E C A A
7th,4vent« P:5l "I". V/CRatio 0.23 0.25 0.20 0.06 0.01
Queue Len th 0.9 0.9 0.8 0.2 0.0
Movement Group L T TR L R
Sourly 19ih Avenue& Control Delay(sNeh) 8.6 6.5 6.7 17.9 16A
Stucky Road LOS A A A A B 8
A,11Hurn' V/CRatio 0.25 0.06 0.19 0.21 0.34 0.05
Queue Length 95% 1.0 3.0 3.0 3.0 2.0
Movement Group L T TR L R
Sorrlh 19rh Avenue& Control Delay(s/veh) 10.6 7.2 7.1 8.1 18.1 14.9
ShrckvRoad LOS B A A A B B
PLJHour V/CRatio 0.38 0.09 0.13 0.29 0.54 0.05
Queue Length 95% 1.0 2.0 4.0 5.0 1.0
Table 1, above, summarizes the results of those calculations using Delay, Level-
of-service (LOS), Volume to Capacity (v/c) ratios, and Vehicle Queue projections
as Measures of Effectiveness (MOE). All intersections, approaches and
South University District Phase 1 Development Traffic Impact Study Page 6
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MARVIN&ASSOCIATES 1300 N.Translech Way Billings,MT 59102
movements currently operate at LOS "C" or better except for the southbound
left/thru lane on South 7th Avenue, which operates at LOS "E" with 35.1 seconds
delay per vehicle during the peak PM hour, or approximately 0.1 seconds longer
than the cutoff for LOS "D". This approach lane only accommodates 35 vehicles
during that hour of the day.
DEVELOPMENT TRAFFIC PROJECTIONS
Trip Generation
The proposed apartment complex that would be constructed in Phase 1 is unlike
any of the ITE Trip Generation Report land uses since it would be a cross
between a Dormitory and a Mid-rise Apartment. The dwelling units in this
development would actually be pods or bedrooms with common kitchen and
laundry facilities on each floor or pod cluster. There would be one resident per
pod or dwelling unit (bedroom) and one parking space per resident. In some
respects this land use would be similar to a dormitory, except that this
development would offer an independent life style with the ability to prepare
meals on-site. The single occupancy and shared facilities would also make it
different than a Mid-rise Apartment building, where more than one person can
occupy each dwelling unit.
An extensive search was completed to determine trip generation rates for college
dormitories and only two case studies were found that would be representative of
contemporary facilities. One study was for the New York State University at
Oneonta. The traffic study was prepared by Delta Engineering for a new 200 bed
dormitory facility. The trip generation rates were determined by collecting data
from a similar facility at the University Of Albany, Empire Commons. The data
collection only focused on the peak am and pm hours and comparisons were
made to ITE Land Use Code 223 Mid-rise Apartments in their report.
The other study was for Merrymount College in California, which was used for
planning a 255 student dormitory. RBF Consulting performed the study and
South University District Phase 1 Development Traffic Impact Study Page 7
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MARVIN&ASSOCIATES 1300 N.Translech Way Billings,MT 59102
determined the peak am and pm trip generation rates after adjusting for
extraneous trips unrelated to the dormitories.
Recognizing the bi-costal nature of the two reference studies, it was determined
that a comparative study at the MSU Bozeman Campus would be necessary to
determine if these rates would be applicable. Thus, all of the approaches to the
780 space parking lot for the Roskie-Hedges dormitory complex were counted
between the hours of 3:30 and 5:30 pm on May 4, 2011. Between the hours of
3:30 and 4:30 pm it was discovered that the majority of vehicles had student
occupants and the total number of vehicles entering and existing was greater
than in the following hour period. In the following period, between 4:30 and 5:30
pm, it was noted that the majority of the staff spaces were vacated and
significantly fewer student trips were made than in the preceding hour.
Table 2, below, presents a summary of the trip generation rates for the
Roskie/Hedges parking lot, the two referenced studies, and the ITE Code 223
Mid-rise Apartment trip generation rates. It was assumed that the
Roskie/Hedges 3:30 to 4:30 time period counts represent the peak hour for the
facility and that those rates could be compared to the Mid-rise Apartment peak
hour facility rates.
Table 2. Vehicular Trip Generation Rate Research Summary
Peak AM Hour Peak PM Hour 4-6pm Peak Hour Facility Average Weekday
Study Rate %Enter Rate %Enter Rate %Enter Rate %Enter
Bozeman RoskielHedges Parking 0.19 48% 0.25 48% 2.50 50%
New York State U @ Oneonta 0.26 30% 0.22 45%
Merrymount College California 0.21 24% 0.24 65% 2.30 50%
ITE Land Use 223 Mid-Rise Apartment 0.30 31% 0.39 58% 0.44 49% 4.40 50%
In comparing data from each source in Table 2, the only missing data related to
the MSU counts was the peak am hour rates. However, the peak am hour rate
for MSU Bozeman could be extrapolated by comparing the MSU 4:00-6:00 pm
South University District Phase 1 Development Traffic Impact Study Page 8
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MARVIN&ASSOCIATES 1300 N.Transtech Way Billings,MT 59102
peak hour rates to the average of the referenced studies, in the same time
period, and by comparing the relative differences between am and pm rates.
Table 2 provides trip generation rates that were developed from the
Roskie/Hedges counts and modified by using comparisons to the other reference
sources. It was determined that a rate of 0.20 vehicular trips per resident would
be a fair estimate for both the am and pm peak hour, considering the fact that in
one case the pm hour rate is less than the am rate while the reverse is true for
the other dormitory.
For AWT, it was assumed that the peak pm hour would experience
approximately 10% of the weekday total, similar to typical traffic variations on
arterial streets. The resulting rate of 2.50 for the AWT would be slightly more
than the Merrymont Study, but only 57% of the ITE Code 223 rate.
Since all of the dormitory reference rates are for vehicular trips at facilities on or
near college campuses and there was no data presented for pedestrian and
bicycle trips, it is assumed that the difference between dormitories and Mid-rise
Apartments, which could be located anywhere within an urbanized area, would
be the mode choice. In order to estimate the bicycle and pedestrian mode trips,
it was assumed that the difference between the ITE Code 223 AWT of 4.40 and
the vehicular rate of 2.50 (4.40-2.50=1.90) would be ped/bike trips as shown in
Table 2.
For the 22,000 square feet of future commercial development, ITE Trip
Generation Report Land Use Code # 814 — "Specialty Retail' was used because
it normally provides a relatively conservative estimate of trip generation when
specific businesses are unknown. The impact associated with complimentary
commercial land uses to residential developments is difficult to quantify because
of many unknowns. However, if the commercial facilities are matched to the
needs of the residents, the net effect may be a reduction in external vehicular
South University District Phase 1 Development Traffic Impact Study Page 9
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MARVIN&ASSOCIATES 1300 N.Transtech Way Billings,MT 59102
traffic and an increase in localized pedestrian trips within the boundaries of the
development.
Table 3, below, summarizes the total vehicular and pedestrian/bike trip
generation for initial and future development in Phase 1. The staff residences
were treated as Single Family Dwelling Units (ITE Land Use Code 210) and
would contribute approximately 19 external vehicular trips on the average
weekday. The 480 residents units would generate approximately 1,200 external
vehicular trips and 912 pedestrian/ bike trips on the average weekday. Future
commercial development would add approximately 975 trips, but approximately
24% of those trips, or 234 trips, would be internal capture trips associated with
pedestrian/bike modes made within the confines of the development boundaries.
Therefore, the commercial land use would only add 741 average weekday
vehicular trips external to the site. In total, this development would generate
approximately 1,960 vehicular trips and 912 ped/bike trips that would be new and
added to the existing traffic on the surrounding street system.
Table 3. Trip Generation South University District
Peak AM Hour I Peak PM Hour 4-6pm Ave.Weekday
Rate Total Enter Exit I Rate I Total Enter Exit I Rate I Trips
Initial Development -480 Residents + 2 Single Family Units (SFU)
SFU Vehicles 0.75 2 1 1 1.01 2 1 1 9.57 19
Resident Vehicles 0.20 96 29 67 0.20 96 46 50 2.50 1200
Resident Ped/Bikes 0.12 58 17 41 0.19 91 44 47 1.90 912
Future Commercial - ITE Code 814 Specialty Retail
Commercial Trips 6.84 150 66 84 2.71 60 29 31 44.32 975
Ped/Bike* 1.64 36 16 20 0.65 14 7 7 10.64 234
Net Vehicles 114 50 64 46 22 24 741
Total Development - External Trips
Vehicles 212 80 132 144 69 75 1960
Ped/Bike 58 17 41 91 44 47 912
Totals 270 97 173 235 113 122 2872
*24%of Commercial Trips Would be Internal Capture by Pedestrian&Bicycle Mode
South University District Phase 1 Development Traffic Impact Study Page 10
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MARVIN&ASSOCIATES 1300 N.Transtech way Billings,MT 59102
Trip Distribution
The distribution of vehicular trips was based upon existing directional traffic
movements at key intersections adjacent to the development site. Bike/ped
distribution was based upon local area attractions and activities and travel
distances. Approximately 40% of the vehicular trips would have origins and
destinations to the north, on South 11 th Avenue, and 40% would have origins and
destinations to the north and west, using South 19th Avenue. Only 2% of the trips
would be to the north and east, using South 7th Avenue, while 13% would have
origins and destinations to the east, using Kagy Boulevard east of South 71h
Avenue. The remaining 5% of total vehicular trips would have origins and
destinations south of the development and accessed by South 19th Avenue.
Pedestrian and bicycle trips would all be directed to and from the north. It was
assumed, based upon campus attraction densities and walking routes, that 60%
of the ped/bike trips would use South 11 th Avenue, while the remaining 40%
would use South 7th Avenue. It was also assumed that all ped/bike trips would
cross Kagy Boulevard at the South 111h Avenue intersection signal.
Traffic Assignment
Site traffic assignments were completed using the trip generation projections in
Table 2 and the trip distribution percentages discussed in the preceding section.
The traffic assignment projection is based on the development of Phase 1 with
the University Way access to and from Kagy Boulevard as the only access to
Phase 1 development land uses. The traffic assignments shown in Figure 3
illustrate the peak am and pm hour site traffic (vehicular and bike/ped) at the key
intersections, along with average weekday vehicular traffic on the street system
links.
South University District Phase 1 Development Traffic Impact Study Page 11
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MARVIN&ASSOCIATES 1300 N.Transtech Way Billings,MT 59102
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South University District Phase 1 Development Traffic Impact Study Page 12
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MARVIN&ASSOCIATES 1300 N.Translech Way Billings,MT 59102
TRAFFIC IMPACTS
Existing Plus Development Traffic Volumes
Figure 4 illustrates the combination of existing am and pm design hour traffic
volumes and development generated traffic at each of the key study intersections
for full development of South University District Phase 1. Also shown in Figure 4
are the resultant AWT volumes and the percentage increase over existing traffic
that would be attributable to the Phase 1 development. In this case, Kagy
Boulevard, west of South 11th Avenue, would have the highest volume of site
generated traffic and also the highest percentage increase of any of the area
streets at 7%. It should be noted that, normally traffic impacts on streets that are
less than 10% are not considered to be significant because daily traffic variations
on any street routinely exceed 10%.
South University District Phase 1 Development Traffic Impact Study Page 13
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MARVIN&ASSOCIATES 1300 N.Transtech Way Billings,MT 59102
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South University District Phase 1 Development Traffic Impact Study Page 14
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MARVIN&ASSOCIATES 1300 N.Transtech Way Billings,MT 59102
Capacity
Capacity calculations (see Appendix) indicate that all approaches and all
movements at the key intersections would operate at LOS "C" or better during
both the am and pm hour periods, if the Phase 1 South University District
development existed today. Table 4, below, present a summary of the MOE's for
each intersection and for each approach lane at each of the intersections. In
comparing Table 4 to Table 1, it can be seen that there are slight variations in the
LOS, delay and v/c ratios for individual lanes, but for overall intersection
operations there would be no change in the LOS, less than a 1 second increase
in delay, and no more than a 5% increase in v/c ratios. Queue lengths would
vary within individual lanes, but none of the lanes would experience an increase
in vehicle queues exceeding available storage or interfere with access
movements adjacent to the intersections.
Table 4. Existing(2011)Plus Site Traffic Peak Hour Capacity Analysis Summary
Intersection MOE overall NB SB EB WB
Intersection
Movement Group L TR L TR L TR L TR
Control Delay(slveh) 15.9 21.6 21.0 21.8 21.2 6.5 6.0 10.4 22.0
Kagr Boulevard&Suulh LOS B C C C C A A B C
11MArartue .-IM11our VIC Ratio 0.56 0.33 0.24 0.37 0.27 0.12 0.41 0.09 0.78
Queue Length 95% 2.0 2 0 2.0 3.0 3.0 5.0 1.0 10.0
Movement Group L TR L TR L TR L TR
Control Delay(slveh) 21.9 21.2 20,2 26.7 20,9 13,2 11.2 11,8 30.4
Kcr,v Boulevard&Small LOS C C C C C B B B C
111h Arenue PAI Hour VIC Ratio 0.74 0.27 0.13 0.64 0.23 0.22 0.54 0.05 0.87
Queue Length 95% 2.0 3.0 7.0 5.0 4.0 9.0 1.0 12.0
Movement Group
L T R L TR LT R L T R
Control Delay(slveh) 16.1 33.4 13.7 14.5 20A 5.6 24.1 24.0 26.8 24.2 16,6
Kggy Boulevard&South LOS B C B B C A C C C C B
19Ib Arenru• 1:11 Hmn VIC Ratio 0.42 0.14 0.20 0.25 0.70 0.13 0.03 0.01 1 0.41 0,05 0.43
Queue Length 95% 4 1 2 11 3 1 1 4 1 2
Movement Group L T R L TR LT R L T R
Control Delay(slveh) 16.8 5.5 17.7 18.8 11.1 17.8 23.0 22.8 28.8 22.6 129
Kµgy Boulevard&Snuth LOS B A B B B B C C C C B
I91h 4reatre P.4111uur VI
CRatl 0.56 0.01 0.26 0.30 0.61 0.26 0.08 0.05 0.61 0.02 0.43
Queue Len ho 95% 0 4 3 9 5 2 1 5 1 5
Movement Group LTR LT R L L
Control DelaIth
19.4 21.1 14.3 9.4 8.4
Kahn Boulevard&Sotuh LOS C C B A A
71h Areuue A.41 Nuur VIC Ra 0.07 0.05 0.11 0.07 0.03
Queue Length 0.2 0.2 0.4 02 0.1
Movement GroupLTR LT R L L
Control Dela 22.8 35.9 15.3 9.2 9.7Kagr Boulevard&.South LOS C E C A A
7thAvenue P:11Hour WC Ra 22.80 0.25 0.21 0.06 0.01
Queue Len 0.9 1.0 0.8 02 0.0
Movement Group L T TR L R
South l9lh.4i cnue& Con trot Dela 8.66.0 6.5 6.7 17.9 16.4
SmcAr Rna LOSA A A A B B
A,c-11Iuur VICRa0.26 0.06 0A9 0.21 0.34 0.05
Queue Length 95% 1.0 3.0 3.0 3.0 2.0
Movement Group L T TR L R
.South 191h avenue& Control Delay(s/veh) 10.6 7,2 7.1 8.1 18.2 14.9
SumA1,Road LOS B A A A B B
Pd1 Hour VIC Ratio 0.38 0.09 0.13 0.29 0.54 005
Queue Length 95% 1.0 2.0 4.0 4.0 1.0
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MARVIN&ASSOCIATES 1300 N.Transtech Way Billings,MT 59102
Typically, a two lane streets in an urban environment can carry between 6,000
and 9,000 vehicle per day and still operate at LOS "C". Three lane streets can
carry up to 18,000 vehicles while 5 lane streets max-out at approximately 30,000.
Thus, none of the surrounding streets' capacity would be substantially impacted
by the development of the Phase 1 property, as proposed.
Future Traffic
The City of Bozeman's Capital Improvements Plan indicates that Kagy Boulevard
will require reconstruction in the Year 2015. In order to determine if the
additional traffic associated with this development would have operational
impacts before the target year of 2015, it was necessary to project current traffic
volumes to the year 2015 and add site generated traffic to year 2015 projections.
From previous counts taken in 2008 and adjusting for seasonal variations, it was
determined that traffic growth within the impacted area has been approximately
3% per year. Thus, traffic would increase on area streets by approximately
12.5% over the next four years.
Figure 5, on the following page, illustrates the peak hour and average weekday
traffic that would exists at key intersections and on street links in the year 2015, if
Phase 1 of the subdivision were fully developed at that time. In comparison to
Figure 4 traffic volumes, it appears that there would be between 1,500 and 1,750
more AWT on Kagy Boulevard in the year 2015.
South University District Phase 1 Development Traffic Impact Study Page 16
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MARVIN &ASSOCIATES 1300 N.Translech Way Billings,MT 59102
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South University District Phase 1 Development Traffic Impact Study Page 17
422
MARVIN&ASSOCIATES 1300 N.Transtech Way Billings,MT 59102
Future Capacity
Table 5, below, presents a summary of the MOE's for each intersection and for
each approach lane at each of the intersections. In comparing Table 5 to Table
4, it can be seen that there are slight variations in the LOS, delay and v/c ratios
for individual lanes, but for overall intersection operations there would be no
change in the LOS, less than a 3.5 second increase in delay, and no more than a
12% increase in v/c ratios. Queue lengths would vary within individual lanes, but
none of the lanes would experience an increase in vehicle queues that would
exceed available storage or interfere with access movements except for the
westbound thru lane at Kagy and S 11 th Avenue. The projected queue of 16
vehicles in that lane would exceed the available separation distance between S
111h Avenue and a local access street west of S 11th Avenue by approximately 3
vehicles. However, there is sufficient latitude in the signal timing to allow a
queue reduction without degrading other movements entering the intersection.
Table 5. Year 2015 Traffic Plus Site-Peak Hour Capacity Analysis Summary
Inters@cWn MOE Overaeenb*n NB SB B W EB
Movement Group L TR L TR L TR L TR
Control Delay(s/veh) 18.5 21.7 21.0 22.2 21.3 8.0 6.5 10.5 27.8
Kagr Bouleru+d cf So 11l+ LOS B C C C C A A B C
11th.4renue A;1f Norm V/C Ratio 0.62 0.34 0.24 0,42 0.29 0.14 0.46 0.09 0.87
Queue Length 95510 2,0 2.0 3.0 3.0 3.0 6.0 2.0 130
Movement Group L TR L TR L TR L TR
Control Delay(s/veh) 25.5 23.0 21.8 40.3 22.7 14.9 10.7 10.8 35.1
Kafir Boulevard&Soul/t LOS C C B D C B B B D
11th Avrnae P:11 Horu V/C Ratio 0.83 0.32 0.15 0.81 0.28 0.25 0.57 0.06 0.93
Queue Length 95% 3.0 2.0 7.0 4.0 4.0 7.0 1.0 16.0
Movement Group L T R L TR LT R L T R
Confrol Delay(slveh) 17.5 33.6 13.9 16.9 25.4 5.7 24.1 24.0 27.2 24.2 16.9
Kag,1,Boulevard&Sowh LOS B C C B C A C C C C B
19th Avenue AAd Hour V/C Ratio 0.44 0.14 0.22 0.27 0.80 0.14 0.03 0.01 0.45 0.05 0.47
Queue Length 95% 1 4 2 15 2 1 1 5 1 3
Movement Group L T R L TR LT R L T R
Control Delay(s/veh) 15.9 26.0 18.1 19.2 13.8 6.5 23.0 22.8 31.8 22.6 13.4
Kt gv Boutevard&Samh LOS B C B B B A C C C C B
191h Arrnrre P:il Huur V/C Ratio 0.62 0.03 0.29 0.32 0.71 0.18 0.08 0.05 0.69 0.02 0.49
Queue Length 95% 1 5 3 8 4 2 1 5 1 4
Movement Group LTR LT R L L
Control Delay(slveh) 22.5 23.7 15.6 9.8 8.5
Kaki,Boulevard&Sarah LOS C C C A A
71h Avenue AA9Hn«r V/C Ratio 0.08 0.06 0.13 0.08 0.04
Queue Length 95% 0.3 0.2 0.5 0.3 0.1
Movement Group LTR LT R L L
Control Delay(slveh) 29.6 53.2 17.7 9.7 10.2
K<;qr Boulevard&South LOS D D F A B
7th Avenue PAf Hour V/C Ratio 0.34 0.24 0.38 0.07 0.01
Queue Length 95% 1 A 0.9 1.6 0.2 0.0
Movement Group L T TR L R
Sordh 19d�Arens+e& Control Delay(s/veh) 8.8 6.1 6.6 6.8 18.2 16.4
SurckrRoad LOS A A A A B B
V/C Ratio 0.29 0.07 0.21 0.24 0.39 0.05
A;11 Nnnr Queue Length 95% 1.0 4.0 4.0 3.0 2.0
Movement Group L T TR L R
South 191h Avemte& Control Delay(slveh) 14 7.3 7.2 8.3 26.7 15.0
St«ckv Road LOS B A A A C B
WC
Ratio 0.48 0.10 0.14 0.31 0.79 0.06
P:1fHuru Queue Length 95% 1.0 20 3.0 8.0 1.0
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MARVIN&ASSOCIATES 1300 N.Transtech Way Billings,MT 59102
CONCLUSIONS
The development of the South University District Phase 1 Lot 1 property would
not substantially impact the safety and efficiency of any of the area streets or
intersections. The southbound, combination thru/left-turn movement at the
intersection of Kagy Boulevard and South 71h Avenue currently operates at LOS
"E" during the peak pm hour period. That movement currently has a pm peak
demand totaling 35 vehicles and there would be no change in that volume as
result of the proposed site development. Additional site traffic that would enter
the intersection would increase the delay associated with that movement by 0.8
seconds per vehicle or 28.0 seconds for the entire hour, according to the HCM
calculations. It should be noted that there are 42 pedestrian that use the
crosswalk on the west side of the intersection and each pedestrian crossing
creates a gap that the southbound thru/left-turn movement can use to enter the
intersection. Thus, the LOS for that movement is likely higher than the
calculations would indicate. Because South 7th Avenue is a local street serving
drivers that are intimately familiar with traffic conditions and alternative routes are
available, it would not be cost-effective to reconstruct or change the operation at
this intersection.
Future traffic (year 2015) on area streets is projected to increase by
approximately 12.5% over current traffic volumes. Even with that amount of
growth, in combination with full development of the South University District
Phase 1 plan, all of the existing streets and intersections would operate at or
above LOS C. Conflicts between the first local access street west of S 11 th
Avenue and the westbound thru lane queues would only have the potential to
occur during a 15 minute period in the peak pm hour. If it is determined that this
conflict is detrimental to operations, the signal timing could be adjusted to reduce
westbound queue lengths, as a mitigating measure.
South University District Phase 1 Development Traffic Impact Study Page 19
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