HomeMy WebLinkAboutC15. MSU Transportation
Commission Memorandum
REPORT TO: Honorable Mayor and City Commission
FROM: Craig Woolard, Director of Public Works
Rick Hixson, City Engineer
SUBJECT: Professional Services Agreement with the Montana State University Western Transportation Institute for Bozeman Travel Demand Forecasting Model and Traffic Impact Study Integration – Phase 2: Implementation
MEETING DATE: February 29, 2016
AGENDA ITEM TYPE: Consent
RECOMMENDATION: Authorize the City Manager to sign a Professional Services Agreement with the Montana State University Western Transportation Institute to complete a Bozeman Travel Demand Forecasting Model and Traffic Impact Study Integration
BACKGROUND: Current City development standards require a traffic impact study as part of
a new development application. This impact study is only required for intersections within one
half mile of the development and as each developer hires their own engineer to do the study, the methods are inconsistent.
WTI has reviewed our existing process and compare it with other methods used in the industry.
They have made recommendations for developing and implementing a model that will integrate
traffic demand and traffic impact efforts. WTI’s proposal for implementation of the model is
provided in the attached proposal.
UNRESOLVED ISSUES: None
ALTERNATIVES: As suggested by the City Commission
FISCAL EFFECTS: The estimated cost for this project is $99,387.97 in FY16 and was
budgeted for in street impact fees. The FY17 capital budget includes modelling work that will
be completed next fiscal year.
Attachments: Professional Services Agreement
Scope of Work: Bozeman Travel Demand Forecasting Model and Traffic Impact
Study Integration – Phase 2: Implementation
Report compiled on: 2/22/16
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PROFESSIONAL SERVICES AGREEMENT
THIS AGREEMENT is made and entered into this 29th day of February, 2016, by and
between the CITY OF BOZEMAN, MONTANA, a self governing municipal corporation
organized and existing under its Charter and the laws of the State of Montana, 121 North Rouse
Street, Bozeman, Montana, with a mailing address of PO Box 1230, Bozeman, MT 59771,
hereinafter referred to as “City,” and, Montana State University, Western Transportation Institute,
PO Box 174250 Bozeman MT 59717-4250 hereinafter referred to as “Contractor.”
In consideration of the mutual covenants and agreements herein contained, the receipt and
sufficiency whereof being hereby acknowledged, the parties hereto agree as follows:
1. Purpose: City agrees to enter this Agreement with Contractor to perform for City
services described in the Scope of Services attached hereto as Attachment “A” and by this reference
made a part hereof.
2. Term/Effective Date: This Agreement is effective upon the date of its execution.
3. Scope of Work: Contractor will perform the work and provide the services in
accordance with the requirements of the Scope of Services. For conflicts between this Agreement
and the Scope of Services, unless specifically provided otherwise, the Agreement governs.
4. Payment: City agrees to pay Contractor the amount specified in the Scope of
Services. Partial payments for work satisfactorily completed will be made to the Contractor upon
receipt of itemized invoices by the Owner. Contractor invoices will be prepared on the basis of
percentage complete by task from the Scope of Work. Invoices will be submitted no more
frequently than one invoice per month. Owner shall process invoices in a timely fashion and
endeavor to satisfy Net 30 payment terms in good faith. Contractor agrees to waive penalties in the
event a payment is received 30 days after receipt of invoice by Owner. Any alteration or deviation
from the described services that involves additional costs above the Agreement amount will be
performed by Contractor after written request by the City, and will become an additional charge
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over and above the amount listed in the Scope of Services. The City must agree in writing upon any
additional charges.
5. Contractor’s Representations: To induce City to enter into this Agreement,
Contractor makes the following representations:
a. Contractor has familiarized itself with the nature and extent of this Agreement, the
Scope of Services, and with all local conditions and federal, state and local laws, ordinances, rules,
and regulations that in any manner may affect cost, progress or performance of the Scope of
Services.
b. Contractor represents and warrants to City that it has the experience and ability to
perform the services required by this Agreement; that it will perform said services in a professional,
competent and timely manner and with diligence and skill; that it has the power to enter into and
perform this Agreement and grant the rights granted in it; and that its performance of this
Agreement shall not infringe upon or violate the rights of any third party, whether rights of
copyright, trademark, privacy, publicity, libel, slander or any other rights of any nature whatsoever,
or violate any federal, state and municipal laws. The City will not determine or exercise control as
to general procedures or formats necessary to have these services meet this warranty.
6. Independent Contractor Status/Labor Relations: The parties agree that
Contractor is an independent contractor for purposes of this Agreement and is not to be considered
an employee of the City for any purpose. Contractor is not subject to the terms and provisions of
the City’s personnel policies handbook and may not be considered a City employee for workers’
compensation or any other purpose. Contractor is not authorized to represent the City or otherwise
bind the City in any dealings between Contractor and any third parties.
Contractor shall comply with the applicable requirements of the Workers’ Compensation
Act, Title 39, Chapter 71, MCA, and the Occupational Disease Act of Montana, Title 39, Chapter
71, MCA. Contractor shall maintain workers’ compensation coverage for all members and
employees of Contractor’s business, except for those members who are exempted by law.
Contractor shall furnish the City with copies showing one of the following: (1) a binder for
workers’ compensation coverage by an insurer licensed and authorized to provide workers’
compensation insurance in the State of Montana; or (2) proof of exemption from workers’
compensation granted by law for independent contractors.
Contractor shall post a legible statement of all wages and fringe benefits to be paid to the
Contractor’s employees and the frequency of such payments (i.e., hourly wage employees shall be
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paid weekly). Such posting shall be made in a prominent and accessible location at the Contractor’s
normal place of business and shall be made no later than the first day of services provided under
this Agreement. Such posting shall be removed only upon expiration or termination of this
Agreement.
7. Waiver of Claims/Insurance:
Contractor waives any and all claims and recourse against the City or its officers, agents or
employees, including the right of contribution for loss or damage to person or property arising from,
growing out of, or in any way connected with or incident to the performance of this Agreement
except “responsibility for his own fraud, for willful injury to the person or property of another, or
for violation of law, whether willful or negligent” as per 28-2-702, MCA. These obligations shall
survive termination of this Agreement and the services performed hereunder.
The parties hereto understand and agree that the State of Montana, MSU, its officials and
employees are self-insured under the provisions of Title 2, Ch. 9, Montana Codes Annotated. MSU
will maintain insurance required for state agencies as provided under Title 2, Ch. 9, Montana Codes
Annotated. The statutory limits of liability are $750,000 for each claim and $1.5 million for each
occurrence.
Prior to commencing any work under this Agreement, MSU shall provide a certificate of
insurance.
Any provisions of this agreement, whether or not incorporated herein by reference, will be
controlled, limited and otherwise modified to limit any liability of the State of Montana and MSU to
that set forth in the above cited laws.
The City must approve all insurance coverage and endorsements prior to the
Contractor commencing work.
8. Termination for Contractor’s Fault:
a. If Contractor refuses or fails to timely do the work, or any part thereof, or
fails to perform any of its obligations under this Agreement, or otherwise breaches any terms
or conditions of this Agreement, the City may, by written notice, terminate this Agreement
and the Contractor’s right to proceed with all or any part of the work (“Termination Notice
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Due to Contractor’s Fault”). The City may then take over the work and complete it, either
with its own resources or by re-letting the contract to any other third party.
b. In the event of a termination pursuant to this Section 8, Contractor shall be
entitled to payment only for those services Contractor actually rendered.
c. Any termination provided for by this Section 8 shall be in addition to any
other remedies to which the City may be entitled under the law or at equity.
d. In the event of termination under this Section 8, Contractor shall, under no
circumstances, be entitled to claim or recover consequential, special, punitive, lost business
opportunity, lost productivity, field office overhead, general conditions costs, or lost profits
damages of any nature arising, or claimed to have arisen, as a result of the termination.
9. Termination for City’s Convenience:
a. Should conditions arise which, in the sole opinion and discretion of the City,
make it advisable to the City to cease performance under this Agreement City may terminate
this Agreement by written notice to Contractor (“Notice of Termination for City’s
Convenience”). The termination shall be effective in the manner specified in the Notice of
Termination for City’s Convenience and shall be without prejudice to any claims that the
City may otherwise have against Contractor.
b. Upon receipt of the Notice of Termination for City’s Convenience, unless
otherwise directed in the Notice, the Contractor shall immediately cease performance under
this Agreement and make every reasonable effort to refrain from continuing work, incurring
additional expenses or costs under this Agreement and shall immediately cancel all existing
orders or contracts upon terms satisfactory to the City. Contractor shall do only such work
as may be necessary to preserve, protect, and maintain work already completed or
immediately in progress.
c. In the event of a termination pursuant to this Section 13, Contractor is
entitled to payment only for those services Contractor actually rendered on or before the
receipt of the Notice of Termination for City’s Convenience.
d. The compensation described in Section 13(c) is the sole compensation due to
Contractor for its performance of this Agreement. Contractor shall, under no circumstances,
be entitled to claim or recover consequential, special, punitive, lost business opportunity,
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lost productivity, field office overhead, general conditions costs, or lost profits damages of
any nature arising, or claimed to have arisen, as a result of the termination.
10. Limitation on Contractor’s Damages; Time for Asserting Claim:
a. In the event of a claim for damages by Contractor under this Agreement,
Contractor’s damages shall be limited to contract damages and Contractor hereby expressly
waives any right to claim or recover consequential, special, punitive, lost business
opportunity, lost productivity, field office overhead, general conditions costs, or lost profits
damages of any nature or kind.
b. In the event Contractor wants to assert a claim for damages of any kind or
nature, Contractor shall provide City with written notice of its claim, the facts and
circumstances surrounding and giving rise to the claim, and the total amount of damages
sought by the claim, within ten (10) days of the facts and circumstances giving rise to the
claim. In the event Contractor fails to provide such notice, Contractor shall waive all rights
to assert such claim.
11. Representatives:
a. City’s Representative: The City’s Representative for the purpose of this
Agreement shall be Craig Woolard, Director of Public Works or such other individual as
City shall designate in writing. Whenever approval or authorization from or communication
or submission to City is required by this Agreement, such communication or submission
shall be directed to Craig Woolard as the City’s Representative and approvals or
authorizations shall be issued only by such Representative; provided, however, that in
exigent circumstances when City’s Representative is not available, Contractor may direct its
communication or submission to other designated City personnel or agents as listed above
and may receive approvals or authorization from such persons.
b. Contractor’s Representative: The Contractor’s Representative for the
purpose of this Agreement shall be Pat McGowen, PE or such other individual as Contractor
shall designate in writing. Whenever direction to or communication with Contractor is
required by this Agreement, such direction or communication shall be directed to
Contractor’s Representative; provided, however, that in exigent circumstances when
Contractor’s Representative is not available, City may direct its direction or communication
to other designated Contractor personnel or agents.
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12. Permits: Contractor shall provide all notices, comply with all applicable laws,
ordinances, rules, and regulations, obtain all necessary permits, licenses, including a City of
Bozeman business license, and inspections from applicable governmental authorities, and pay all
fees and charges in connection therewith.
13 Laws and Regulations: Contractor shall comply fully with all applicable state and
federal laws, regulations, and municipal ordinances including, but not limited to, all workers’
compensation laws, all environmental laws including, but not limited to, the generation and disposal
of hazardous waste, the Occupational Safety and Health Act (OSHA), the safety rules, codes, and
provisions of the Montana Safety Act in Title 50, Chapter 71, MCA, all applicable City, County,
and State building and electrical codes, the Americans with Disabilities Act, and all non-
discrimination, affirmative action, and utilization of minority and small business statutes and
regulations.
14. Nondiscrimination: The Contractor will have a policy to provide equal
employment opportunity in accordance with all applicable state and federal anti-discrimination
laws, regulations, and contracts. The Contractor will not refuse employment to a person, bar a
person from employment, or discriminate against a person in compensation or in a term, condition,
or privilege of employment because of race, color, religion, creed, political ideas, sex, age, marital
status, national origin, actual or perceived sexual orientation, gender identity, physical or mental
disability, except when the reasonable demands of the position require an age, physical or mental
disability, marital status or sex distinction. The Contractor shall be subject to and comply with Title
VI of the Civil Rights Act of 1964; Section 140, Title 2, United States Code, and all regulations
promulgated thereunder. The Contractor shall require these nondiscrimination terms of its sub-
Contractors providing services under this agreement.
15. Intoxicants; DOT Drug and Alcohol Regulations/Safety and Training:
Contractor shall not permit or suffer the introduction or use of any intoxicants, including alcohol or
illegal drugs, by any employee or agent engaged in services to the City under this Agreement while
on City property or in the performance of any activities under this Agreement. Contractor
acknowledges it is aware of and shall comply with its responsibilities and obligations under the U.S.
Department of Transportation (DOT) regulations governing anti-drug and alcohol misuse
prevention plans and related testing. City shall have the right to request proof of such compliance
and Contractor shall be obligated to furnish such proof.
The Contractor shall be responsible for instructing and training the Contractor's employees
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and agents in proper and specified work methods and procedures. The Contractor shall provide
continuous inspection and supervision of the work performed. The Contractor is responsible for
instructing his employees and agents in safe work practices.
16. Modification and Assignability: This Agreement may not be enlarged, modified or
altered except by written agreement signed by both parties hereto. The Contractor may not
subcontract or assign Contractor’s rights, including the right to compensation or duties arising
hereunder, without the prior written consent of City. Any subcontractor or assignee will be bound
by all of the terms and conditions of this Agreement.
17. Reports/Accountability/Public Information: Contractor agrees to develop and/or
provide documentation as requested by the City demonstrating Contractor’s compliance with the
requirements of this Agreement. Contractor shall allow the City, its auditors, and other persons
authorized by the City to inspect and copy its books and records for the purpose of verifying that the
reimbursement of monies distributed to Contractor pursuant to this Agreement was used in
compliance with this Agreement and all applicable provisions of federal, state, and local law.
While under contract, the Contractor shall not issue any statements, releases or information for
public dissemination without prior approval of the City.
18. Non-Waiver: A waiver by either party any default or breach by the other party of
any terms or conditions of this Agreement does not limit the other party’s right to enforce such term
or conditions or to pursue any available legal or equitable rights in the event of any subsequent
default or breach.
19. Attorney’s Fees and Costs: That in the event it becomes necessary for either Party
of this Agreement to retain an attorney to enforce any of the terms or conditions of this Agreement
or to give any notice required herein, then the prevailing Party or the Party giving notice shall be
entitled to reasonable attorney's fees and costs, including fees, salary, and costs of in-house counsel
to include City Attorney.
20. Taxes: Contractor is obligated to pay all applicable taxes of any kind or nature and
make all appropriate employee withholdings.
21. Dispute Resolution:
a. Any claim, controversy, or dispute between the parties, their agents,
employees, or representatives shall be resolved first by negotiation between senior-level
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personnel from each party duly authorized to execute settlement agreements. Upon mutual
agreement of the parties, the parties may invite an independent, disinterested mediator to
assist in the negotiated settlement discussions.
b. If the parties are unable to resolve the dispute within thirty (30) days from the
date the dispute was first raised, then such dispute may only be resolved in a court of
competent jurisdiction in compliance with the Applicable Law provisions of this Agreement.
22. Survival: Contractor’s indemnification shall survive the termination or expiration of
this Agreement for the maximum period allowed under applicable law.
23. Headings: The headings used in this Agreement are for convenience only and are
not be construed as a part of the Agreement or as a limitation on the scope of the particular
paragraphs to which they refer.
24. Severability: If any portion of this Agreement is held to be void or unenforceable,
the balance thereof shall continue in effect.
25. Applicable Law: The parties agree that this Agreement is governed in all respects
by the laws of the State of Montana.
26. Binding Effect: This Agreement is binding upon and inures to the benefit of the
heirs, legal representatives, successors, and assigns of the parties.
27. No Third-Party Beneficiary: This Agreement is for the exclusive benefit of the
parties, does not constitute a third-party beneficiary agreement, and may not be relied upon or
enforced by a third party.
28. Counterparts: This Agreement may be executed in counterparts, which together
constitute one instrument.
29. Integration: This Agreement and all Exhibits attached hereto constitute the entire
agreement of the parties. Covenants or representations not contained therein or made a part thereof
by reference, are not binding upon the parties. There are no understandings between the parties
other than as set forth in this Agreement. All communications, either verbal or written, made prior
to the date of this Agreement are hereby abrogated and withdrawn unless specifically made a part of
this Agreement by reference.
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**** END OF AGREEMENT EXCEPT FOR SIGNATURES ****
IN WITNESS WHEREOF, the parties hereto have executed this instrument the day and
year first above written.
CITY OF BOZEMAN, MONTANA ____________________________________
CONTRACTOR (Type Name Above)
By________________________________ By__________________________________
Chris Kukulski, City Manager
Print Name:
Print Title: ____________________________
APPROVED AS TO FORM:
By_______________________________
Greg Sullivan, Bozeman City Attorney
157
Bozeman Travel Demand Forecasting Model and Traffic Impact
Study Integration
Phase 2: Implementation
by
Pat McGowen,
Research Engineer
of the
Western Transportation Institute
College of Engineering
Montana State University – Bozeman
A scope of work prepared for the
City of Bozeman
November 2015
158
Bozeman TDM Table of Contents
Western Transportation Institute Page i
TABLE OF CONTENTS
List of Figures ................................................................................................................................. ii
Background Summary .....................................................................................................................1
Phase 1 Results ........................................................................................................................... 5
Work Plan ........................................................................................................................................7
Task 1: Continued Interviews and Consensus Building ............................................................. 7
Task 2: Implementation and Testing of TDM ............................................................................ 7
Task 3: Testing of TIA TDM integration ................................................................................... 7
Task 4: Prepare Draft Implementation Documents .................................................................... 8
Task 5: National Peer Review ..................................................................................................... 8
Task 6: Finalize all Documentation ............................................................................................ 8
Task 7: Education and Outreach ................................................................................................. 8
Schedule .........................................................................................................................................10
Budget ............................................................................................................................................11
Staffing ...........................................................................................................................................25
Pat McGowen............................................................................................................................ 25
Taylor Lonsdale ........................................................................................................................ 25
Na Cui ....................................................................................................................................... 26
Support Staff ............................................................................................................................. 26
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Bozeman TDM List of Figures
Western Transportation Institute Page ii
LIST OF FIGURES
Figure 1: TIS Trip Distribution Using TDM (source: DelDOT, 2014) .......................................... 3
Figure 2: Example of WTI Research of TDM Model for Rural and Small Urban Use .................. 4
Figure 3: Project Schedule ............................................................................................................ 10
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Bozeman TDM Background Summary
Western Transportation Institute Page 1
BACKGROUND SUMMARY
The City of Bozeman is once again seeing a very high level of development pressure, similar to
the extreme growth of the mid-2000s. With the increase in traffic growth, fueled particularly by
higher density development that is growing in frequency, the City of Bozeman would like to
revisit and possibly revise the current approach for traffic modeling and the model’s implications to transportation system investment decisions.
The current development standards require any new development to complete a traffic impact
study (TIS) as part of the development application. A TIS contains a traffic impact analysis
(TIA) that predicts how the traffic added by the development will impact the transportation
system (note that some people use TIA and TIS terms interchangeably). In the past, the city development standards required the TIA to include all intersections within one mile of the development. The requirement is now that the analysis only looks at impacts within one half
mile of the development. The City of Bozeman has concerns that this narrow view of traffic
impact is too simplistic and is not serving to adequately inform decisions on city wide
transportation system investments. The TIA can often be a point of debate in the public process for new developments. The current methodology of having the developer’s engineer complete the TIA may lead to inconsistency in methodology as each developer may hire a different
engineer. Each engineer may utilize different assumptions in distributing traffic from the
proposed development. How the traffic generated from a development is distributed is a key
factor in determining the level of impact to adjacent neighborhoods and intersections.
Every five to seven years the city of Bozeman updates the Bozeman Area Transportation Plan. Part of this update includes an update of the travel demand forecasting model (TDM) for the city.
This modeling is completed by the Montana Department of Transportation (MDT) and includes
updating the street network and land uses to predict future traffic volumes. The city of Bozeman
would like for this model to be updated more frequently and a system wide approach be developed to evaluate the transportation investments that individual developments helps to make.
These two processes (TDM and TIA) use similar methods to predict future traffic impacts. Table
1 provides a very generalized comparison of travel demand forecasting models (TDM) and
traffic impact analysis (TIA).
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Bozeman TDM Background Summary
Western Transportation Institute Page 2
Table 1: Comparison of TDM and TIA
Model Step TDM TIA
Trip Generation
estimates the number of trip ends.
Zone
attributes (e.g., number of homes,
number of employees, median income) results in trip ends per zone
Attributes
of a single developm
ent
(number
of homes,
square footage) result in trip ends per development
Trip Distribution matches each home trip end with a non-
home trip end so that
the activity locations
of a round-trip are determined.
Each zone to zone pair are considered collectively
considering travel
times to match
every trip end
Trip ends are assigned to
driveways and directions based on existing street traffic.
Mode Choice
determines the most likely mode (walk,
bike, transit, auto) the
traveler will use.
Typical percent splits are assigned to trips Typical percent splits are assigned to trips
Route Choice assigns
each trip to the
transportation
network
User equilibrium
models place the
trip on the most
likely path considering the
congestion created
by all other traffic resulting in
traffic flows for every link
(intersection turning movements can also be derived).
The paths
identified in trip
generation are
totaled up and added to existing
traffic to
determine intersection turning
movements.
Spatial and temporal scope determines the size of the study area,
how frequently the
model is created and
the future target year
The region (city, multi-city, county
or multi-
county) is
analyzed collectively with a base year model and a 20 year projection. The
model is updated every few years.
The individual development and direct neighboring
streets (e.g., major
intersections within
½ mile) are analyzed for baseline, partial build-out, full build-out. These are completed for every new
development.
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Bozeman TDM Background Summary
Western Transportation Institute Page 3
The obvious similarity leads one to wonder why the two models are not combined. Some of the
challenges to combining TDM and TIA are:
• TDM takes considerable calibration and validation effort such that the frequency of updating TDM is years apart and not suitable for TIAs that are done, in some cases, almost monthly. The cost of the license for software used to develop TDMs can be as
much as $10,000.
• The geographic and temporal scale of the two are different and not easily merged.
• With any modelling effort, there is a balance between accuracy and level of effort. A more accurate model requires more local data collection, more analytical work and more
model testing. Although the underlying intents of TDM and TIA are to predict traffic,
the specific purpose is different such that each focuses on different accuracy needs.
Some major metropolitan areas do combine these processes. TISs are still done individually, but the trip generation data (i.e., the trips created by the development) are input into the TDM to
determine the destination, mode and route of each trip based on the regional TDM. Delaware,
for example, has been doing this informally over the past decade, but made it a requirement for
all TIS/TIA in 2013. An example of trip distribution using the TDM is shown in Figure 1.
Delaware Department of Transportation, who maintains the TDM, provides these trip distributions along with a list of intersections that must be included in the TIS. The threshold for
intersections considered is any that project more than 50 site generated vehicles entering during
the peak hour.
Figure 1: TIS Trip Distribution Using TDM (source: DelDOT, 2014)
Because of the size and resources of these MPOs, one or more staff can be devoted to upkeep of
a single TDM while also providing this trip distribution service to engineering firms conducting
TISs. The City of Bozeman is probably not large enough to warrant this level of dedicated resources. If a process can be developed that is streamlined to balance the level of effort required with the model sensitivity/accuracy, it could result in an annually updated TDM that could be
used to distribute trips and identify impacted intersections for each TIS/TIA. There are several
potential benefits:
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Bozeman TDM Background Summary
Western Transportation Institute Page 4
• Intersections to include in TIS/TIA could be determined based on impact not distance.
• A more frequently updated local TDM can improve local planning (infrastructure improvement scenario evaluation and problem future identification)
• TIAs should use existing traffic counts and traffic from nearby planned developments as
a baseline in the analysis. One benefit to this centralized approach to distributing trips
generated by proposed developments is a central repository making it easier to find the
projected traffic for planned developments.
• The trip distribution method is more consistent across all TIAs.
• Although this process, or portions of this process could be managed by the City of
Bozeman, Gallatin County, MDT, and/or a consultant; if WTI were involved it could
dovetail with current research. Research at WTI has focused on this issue of improving the rapid assessment TDM for use in high growth rural and small urban communities,
understanding the balance between level of effort (resources available) and improving
accuracy. One recent study resulted in a process that could be added to the rapid
assessment model to more accurately account for urban form (Figure 2). In other words,
locations within the study area that had higher densities and better land use mix resulted in different travel patterns. For this study WTI used the TDM model developed for the
2007 Bozeman Area Transportation Plan and updated it to 2010 to be used in this
research as a case study. Bozeman is a great study site for this research topic because it
is a small urban city with high growth. WTI involvement in this process will provide
additional benefits of: o Leveraging research funds for TDM updates,
o Providing research opportunities for students, and
o Allowing the potential to add functionality to the TDM through joint
research/implementation efforts (e.g., add bike/transit networks, create consumer
choice mode model, intersection delay).
Figure 2: Example of WTI Research of TDM Model for Rural and Small Urban Use
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Bozeman TDM Background Summary
Western Transportation Institute Page 5
Phase 1 Results
A phase one study was completed to develop a white paper summarizing the limitations of the
current traffic modeling process and set a vision for incorporating and leveraging the modeling
efforts with the goal of:
Improving traffic and travel data and analysis to better inform
infrastructure and policy decisions.
The following issues were identified:
• The TDM is updated infrequently and has limited utility beyond the transportation plan updates every 5-10 years.
• The TDM requires specialized software, specialized expertise and updated data (e.g.,
accurate road layers, traffic counts for model calibration, demographic data)
• The TDM has limited accuracy on local streets
• TISs have limited geographic scope.
• There is often duplication of effort when several individual TIS for different developments will all study the same intersections.
• TIS have inconsistent approaches to trip distribution.
• TIS have inconsistent approaches to forecasting future traffic.
• TIS mitigation options considered are typically limited to improving the intersection level of service for the additional auto traffic of a single development.
o This tends to preclude consideration of system improvements or innovative
solutions that might be a better investment resulting in a more robust
transportation system. o Also this leads to a reactionary approach to accommodating increases in traffic, as opposed holistic forward looking approach.
• The limited scope of TIS (i.e., a single development, auto level of service of neighboring
intersections) can result in failure to identify a traffic problem. An extreme example is
the intersection if Baxter and Davis, which was analyzed by numerous individual TIS in 2014. All of these TIS stated that the additional traffic from the development considered
would not result in the intersection having a failing level of service. A separate
engineering study focusing on the intersection provided a more holistic look at all of the
planned developments and determined the intersection would have a failing level of
service, recommending intersection improvements estimated at around two million dollars.
The phase I white paper provided a vision of an integrated approach shown in Figure 3. A
centralized system would be maintained that contained the TDM model data and data for each
TIS.
• When a TIS is being developed, the consultant completing the TIS would provide trip generation data to the system and in turn receive distributed traffic from the trip
generation provided, background traffic from the TDM, and pipeline traffic from other
TIS traffic data previously submitted.
• An intermediate update to the TDM could be conducted more frequently. This would not include a calibration and full testing of the TDM. It could include a look at planned
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projects to see what has actually been constructed (both built developments that affect
demographic data and transportation infrastructure improvements). This could also
include limited scenario updates. For example, a validation that construction projects
planned for the next year or two still have a valid need.
• Eventually as enough changes occur a full calibration and validation of the TDM will be
required. This could be in conjunction with transportation plan updates. It is expected
that this integrated approach and more frequent use of the TDM will provide
opportunities to refine the system. As the model is refined, certain improvements to the TDM might be considered during these updates such as a mode choice model and incorporating urban form.
Figure 3: Vision for Integrated Approach
This scope of work outlines the tasks needed to set up the system described above. The “system”
is more than a database or a model. It includes procedures, manuals, guidelines, policy changes,
staffing requirements, data structures, etc.
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WORK PLAN
This scope of work details tasks needed to develop a process for integration of the TDM and TIS
efforts.
Task 1: Continued Interviews and Consensus Building
During the development of the Phase One white paper, numerous interviews were conducted to
receive feedback on the issues, gather information on best approaches, and build consensus among traffic model users. Meetings included other cities, Montana Department of
transportation, engineering consultants, national experts, and City of Bozeman staff. We plan to
continue this effort to continue to inform the process.
Task 2: Implementation and Testing of TDM
A base model will be developed for the Bozeman area. The model will be developed
considering the needs and vision developed during the phase one effort. Additionally, this effort will investigate the livability metrics developed under previous work (e.g. urban form, walkability, bikability). Thus the model may have some fundamental differences with the model
being developed by Montana Department of Transportation (MDT) and Robert Peccia and
Associates (RPA). There will be coordination with MDT and RPA to compare model results and
discuss differences in model structure.
This task will result in a functioning model as well as a Draft Manual for Major TDM Updates that will document the assumptions, variable values, and other modeling details.
There will likely be several different model approaches tested to compare results. For example,
the GIS representation of the street network maintained by the City of Bozeman GIS department
may have some fundamental differences compared to the street network maintained by MDT. The final report for this project will document this effort.
This task will also inform the Draft Manual for Database Management and Intermediate TDM
Updates.
Task 3: Testing of TIS / TDM integration
A selection of previous TIS reports will be used to test and compare the TDM trip distribution,
mode choice and routing methods. The outputs of the TDM model will be compared with the
results of these previous TIS reports. These reviews will include meetings with the consultants that prepared them to discuss differences in results and potential issues with the approach.
Opportunistically, this task may include a test of the approach on a live TIS as it is developed.
The final report for this project will include suggestions for future TIS studies as well as
potential policy changes relating to TIS requirements. The purpose is to shift TIS efforts away
from the focus of maintaining intersection LOS to a full transportation review to maintain a livable community.
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Draft Manual for TIS Trip Distribution will be developed which will specify the responsibilities
of the consultants and of the integrated system manager in regards to data provided and
timelines.
This task will also simulate an intermediate update to the TDM (anticipated to be annually). This will include network updates, select scenario evaluation, updates to base demographic data
from constructed developments. A case study to be used for this will be Kagy Blvd. This
corridor study is currently underway, and future traffic prediction is challenging. There is
expected to be a major traffic shift when Graf and 11th streets are completed in the near future.
Traffic shift is captured by TDM, but not current TIS approaches. This will result in a Draft Manual for Database Management and Intermediate TDM Updates.
Task 4: Prepare Draft Implementation Deliverables
The exact deliverables may change based on Tasks 1-3, but are anticipated to include four
reports and a digital database:
• Final Project Report
• Database management and intermediate TDM updates
• Manual for TIS Trip Distribution
• Manual for Major TDM Updates
• GIS database containing TDM model results
The draft final version of these will be prepared and submitted for comment and review by the
City of Bozeman staff and other stakeholders.
Task 5: National Peer Review
The Federal Highway Administration coordinates a service where a team of modelling experts
will review and comment on a local TDM. This is not typically done for TDMs developed for cities the size of Bozeman. However, we feel this is an important step to have this team of experts look at not only the TDM, but the entire integrated system approach. The line item in the
budget for this task is managed by FHWA to pay the expert team for their time and travel to
complete the review.
Task 6: Finalize all Documentation
Based on the national peer review and feedback from the City and stakeholders, the draft
documents from Task 4 will be finalized.
Task 7: Education and Outreach
The final process will be summarized in at least one recorded webinar and one or more face-to-face meetings. The primary purpose of this effort is to inform consultants conducting TISs on
how to interact with the integrated system. But it will also inform various stakeholders on the
capabilities and benefits of the integrated system.
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Phase 3: Implementation
Although not part of this scope, the results from this project will provide the tools needed for full
implementation of the integrated system. Armed with the database that contains the base TDM
model and with the manuals, the integrated planning can occur. If the city decided to proceed it
would require continued resources. A conceptual estimate of the costs of efforts to implement the system are as follows:
• TIS integration: This includes trip distribution, background traffic, pipeline traffic from
other planned developments and updated the database. We anticipate this would cost a
few thousand dollars in staff time per study.
• Annual/intermediate update: This would include updates to manuals, updates of database elements (e.g., transportation network improvements and completed developments that
add to demographic data) and limited scenario planning. It is anticipated that this would
cost $10,000-50,000.
• The full TDM update is not expected to cost more than the current efforts during the transportation plan updates. It is possible that the updates take less effort because of the
continual database updates to the network and demographics.
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SCHEDULE
Although work has already progressed with this effort, for the purposes of this contract, a start
date of November 1, 2015 will be used.
The sponsor(s) will be given two weeks to provide comments on deliverables so that revisions
can be made and the schedule can be maintained. The schedule is shown in Figure 4.
Figure 4: Project Schedule
Nov Dec Jan Feb Mar Apr May Jun Jul Aug
Continued Interviews and Llt Review
Implementation and Testing of TDFM
Testing of TIA - TDFM Integration
Prepare Draft Implementation Documents
National Peer Review
Finalize All Documents
Education and Outreach
Month
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BUDGET
The $12,000 for a peer review will be a subcontract (for more detail refer to the work plan). The periodic updates to TransCad
software are typically in the range of $10,000. For this type of project, a $2,000 software maintenance fee is applied to help fund the
software update when it is needed.
The total budget for this project will be $223,923 supported from two funding sources as detailed below. The City of Bozeman portion will be $173,923.
Budget Totals UTC City of Bozeman
Patrick McGowenTaylor LonsdaleNa CuiKerry PedersonJeralyn BrodowyCarla LittleTotal Hours/Total CostsServices / Equipment Total Costs
Task #Task Title $56.95 $39.54 $39.15 $13.18 $53.08 $35.36
15 15 96 5 131
1 $854.25 $593.10 $0.00 $1,265.28 $265.40 $0.00 $2,978.03 $2,978.03 $730.76 $2,247.27
352 20 176 528 5 1081
2 $20,046.40 $790.80 $6,890.40 $6,959.04 $265.40 $0.00 $34,952.04 $2,000.00 $36,952.04 $8,576.65 $28,375.39
352 375 88 380 5 1200
3 $20,046.40 $14,827.50 $3,445.20 $5,008.40 $265.40 $0.00 $43,592.90 $43,592.90 $10,696.97 $32,895.93
176 88 88 88 5 80 525
4 $10,023.20 $3,479.52 $3,445.20 $1,159.84 $265.40 $2,828.80 $21,201.96 $21,201.96 $5,202.61 $15,999.35
20 20 20 20 15 95
5 $1,139.00 $790.80 $783.00 $263.60 $796.20 $0.00 $3,772.60 $12,000.00 $15,772.60 $925.73 $14,846.87
176 88 88 5 80 437
6 $10,023.20 $3,479.52 $0.00 $1,159.84 $265.40 $2,828.80 $17,756.76 $17,756.76 $4,357.21 $13,399.55
176 176 5 357
7 $10,023.20 $6,959.04 $0.00 $0.00 $265.40 $0.00 $17,247.64 $17,247.64 $4,232.28 $13,015.36
TOTAL HOURS 1267 782 372 1200 45 160 1020
TOTAL DIRECT COSTS (includes ben.)$72,155.65 $30,920.28 $14,563.80 $15,816.00 $2,388.60 $5,657.60 $141,501.93 $14,000.00 $155,501.93 $34,722.21 $120,779.72
0.44 Indirect Costs at44%$31,748.49 $13,604.92 $6,408.07 $6,959.04 $1,050.98 $2,489.34 62260.8492 $6,160.00 $68,420.85 $15,277.77 $53,143.08
Total Project Costs $103,904.14 $44,525.20 $20,971.87 $22,775.04 $3,439.58 $8,146.94 $203,762.78 $20,160.00 $223,922.78 $49,999.98 $173,922.80
Education and Outreach
Finalize All Documents
WTI Team
Continued Interviews and Llt Review
National Peer Review
Implementation and Testing of TDFM
Testing of TIA - TDFM Integration
Prepare Draft Implementation Documents
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For the city portion, it will be spread across two fiscal years according to the table below
Fiscal Year Break Out By Task
Total City
Portion
FY 2015-
2016
FY 2016-
2017
Continued Interviews and Llt Review $2,247.27 $1,348.36 $898.91
Implementation and Testing of TDFM $28,375.39 $28,375.39 $0.00
Testing of TIA - TDFM Integration $32,895.93 $32,895.93 $0.00
Prepare Draft Implementation Documents $15,999.35 $6,399.74 $9,599.61
National Peer Review $14,846.87 $0.00 $14,846.87
Finalize All Documents $13,399.55 $0.00 $13,399.55
Education and Outreach $13,015.36 $0.00 $13,015.36
TOTAL DIRECT COSTS (includes ben.) $120,779.72 $69,019.42 $51,760.30
Indirect Costs at 44% $53,143.08 $30,368.55 $22,774.53
Total Project Costs $173,922.80 $99,387.97 $74,534.83
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STAFFING
WTI has experience in the skills needed for successful completion of this study. Key staff
members who will collaboratively work on this project are listed below.
Pat McGowen
Pat McGowen, P.E., Ph.D., PTOE will serve as the Principal
Investigator for this research and will be responsible for
managing the project, ensuring that the objectives are accomplished, executing the project tasks, and preparing the final
reports. He has been a Researcher (various capacities) at WTI
since 1997 and his technical expertise focuses on travel demand
forecasting, safety analysis, and traffic operations. He obtained
his B.S. and M.S. in Civil Engineering from Montana State University, and his PhD in Transportation Systems at the
University of California, Irvine. He has been a licensed
professional civil engineer in Montana since April 2000 and a
professional traffic operations engineer (national certification) since 2013.
Taylor Lonsdale
Taylor Lonsdale will assist with the study. He has been a Research Engineer with the Mobility and Public Transportation Group at
WTI since 2009. He obtained his B.S. in Civil Engineering from
the University of Vermont and has over 18 years of engineering
design experience including major subdivisions involving water, sewer, roadway and site design and permitting, residential and commercial building design, and highway design projects.
Mr. Lonsdale is currently serving as a Transit Specialist
identifying improvements to service and routes for the Streamline
Transit service in Bozeman, Montana. Mr. Lonsdale is a key team member of the Small Urban and Rural Livability Center at WTI. This University Transportation Center (UTC) focuses on transportation related aspects of livability specifically in small urban and rural areas. As a
member of the UTC staff, Mr. Lonsdale will be working on projects such as Analyzing Smart
Growth and Transit Oriented Development Strategies in Small Urban and Rural Areas. Mr.
Lonsdale has significant knowledge in the development of pedestrian and bicycle networks and the operations of these networks.
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Na Cui
Na Cui, Ph.D., is a Research Scientist at the Western
Transportation Institute, Montana State University (WTI/MSU).
She holds her Ph.D. in Management Science and Engineering, M.
S. in Transportation Planning and Management, and B. S. in Transportation Engineering from Harbin Institute of Technology, China. Before joining WTI, she was doing her postdoctoral
research in Department of Civil and Environmental Engineering at
the University of Illinois at Urbana-Champaign. She has related
research experience in transportation planning and travel modeling, especially developing strategic, tactical, and operational models and solution methods for problems that arise in transportation
systems, operations management, network optimization, and
logistics systems planning.
Support Staff
In addition, WTI will rely upon various support staff as needed, possibly including Neil Hetherington (graphics and
web support), Karalyn Krueger (GIS), Carla Little (technical
editing), Jeralyn Brodowy (budget and contract management)
and student researchers (analysis support). Kerry Pederson, a
student currently working on this effort, is pictured to the right.
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