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Traffic Engineering Report-Durston and Cottonwood Road
) ) TRAFFIC ENGINEERING REPORT ) DURSTON AND COTTONWOOD ROAD IMPROVEMENTS PROJECT -< December 17 2015 ii.ozk-' ,lam ,0a a {'�; Prepared for '. > , -,. ;�` , ";\>Q<"i City of Bozeman, Montana •r ,w . ,a ) t �.'. e tr ° Prepared by: i 1. ROBERT PECCI__A & ASSOCIATES -- www.rpa-hIn.com $ �„� u 6 �Jx 4 .1 rk 7r ... ) 3 ' giett { 7' , .€� _,....r.,...,..,„ 2' F ,,ter"�' _ mwa 3 nal Pli V"��"�r +".�,"f s ¢ ' k u a-r✓. ' � c 51144 _ ` " �, „ s" F € 71--, .'`�s tic._÷- , - r 0NTq c ft° oO < SCOTT P. RAN 'T- �'" ,, l<,AN 4iceNseo C, ' S/ON Al E'" Vt {.G.v Durston and Cottonwood Road Improvement Project Traffic Engineering Report 5 TABLE OF CONTENTS ) ) Table of Contents i List of Figures ii List of Tables ii ) Technical Appendix ii ) 1. Introduction 1 ) 1.1. Project Location and Background 1 2. Existing Conditions 2 2.1. Road Segments 2 2.2. Intersections 2 i ) 2.3. Existing Traffic Volumes 4 ) 2.4. Multi Modal Traffic 6 ) 2.5. Intersection Operational Analysis 6 ) 3. Projected Conditions 8 3.1. Prior TIS Documents 8 3.2. Planned Development Summary 13 3.3. Projected Traffic Conditions 15 3.3.1. Future Projections 15 3.3.2. Traffic Projection Assumptions 17 3.4. Projected Intersection Operational Analysis 17 4. Safety 19 4.1. Study Area Crash Analysis 19 4.1.1. Crash Period 19 4.1.2. Environmental Factors 20 4.1.3. Crash Type 21 ) 4.1.4. Safety Data Trend Analysis 21 ) 5. Traffic Signal Warrant Analysis 22 5.1. Warrant Results 22 5.2. Conclusion 24 6. Improvement Options 25 6.1. Mainline Roadways 25 ) 6.1.1. Durston Road and Baxter Lane 25 6.1.2. Cottonwood Road 25 ) 6.2. Major Intersections 26 1. Laurel Parkway and Durston Road 27 2. Cottonwood Road and Durston Road 30 3. Flanders Mill Road and Durston Road 33 4. Ferguson Avenue and Durston Road 36 5. Fowler Avenue and Durston Road 39 6. Flanders Mill Road and Baxter Lane 42 7. Cottonwood Road and Baxter Lane 43 8. Cottonwood Road and Babcock Street 46 9. Cottonwood Road and Oak Street 49 _ ) 6.3. Summary of Scenarios 52 3 7. Conclusions and Next Steps 53 t Robert Peccia&Associates December17,2015 I ) ) Durston and Cottonwood Road Improvement Project Traffic Engineering Report I LIST OF FIGURES { ) Figure 1.1: Project Vicinity 1 I + Figure 2.1: Existing Intersection Configurations 3 Figure 2.2: Existing Traffic Volumes 5 Figure 3.1: Development Location and Trip Generation 14 Figure 3.2: Projected Traffic Volumes 16 Figure 4.1: Time of Day 20 Figure 4.2: Month of Year 20 Figure 4.3: Lighting Conditions 21 Figure 4.4: Crash Type 21 ) Figure 6.1: Durston Road and Baxter Lane Typical Section 25 Figure 6.2: Cottonwood Typical Section 26 LIST OF TABLES ) Table 2.1: Observed Multi-modal Traffic Volumes 6 Table 2.2: LOS Criteria 6 Table 2.3: Existing Intersection Operational Analysis 7 Table 3.1: Annual Growth Rates to Year 2035 15 Table 3.2: Projected Conditions Operational Analysis 18 Table 4.1: Crash Frequency Summary 19 ) Table 6.1: Scenario Summary 52 Table 7.1: Preferred Intersection Configurations 53 TECHNICAL APPENDIX Appendix A: Data Collection ) Appendix B: Existing Year Operational Analysis Appendix C: Projected Year Operational Analysis Appendix D: Signal Warrant Analysis Worksheets Appendix E: Preliminary Design Configurations ) Appendix F: Preferred Design Configuration Appendix G: Cost Estimates ) ) ) Robert Peccia&Associates December 17,2015 I II ) a a Durston and Cottonwood Road Improvement Project Traffic Engineering Report ) 1 . INTRODUCTION ) This Traffic Engineering Report is intended to evaluate and identify recommended improvements for the Cottonwood and Durston Road Improvement project. The scope of the project includes the reconstruction of portions of Cottonwood Road, Durston Road, and Baxter Lane as well as improvements to major inter- ) sections. ) j ) 1.1. PROJECT LOCATION AND BACKGROUND The project limits for this project include Durston Road between Laurel Parkway and Fowler Avenue. Cot- ; ) tonwood Road between Fallon Street and Baxter Lane, and Baxter Lane between Cottonwood Road and Flanders Mill Road. The project includes approximately 4.0 miles of roadway reconstruction. In addition, ) eight major intersections are being evaluated for improvement based on existing and future traffic condi- ) tions. Figure 1.1 shows the location of the project roadways and major intersections. Furthermore, inter- section layout options for the intersection of Cottonwood Road and Oak Street are being evaluated. ) N ) ILL4 ) ) aa _L J I 1D • , 7 T C � . , ,`'` �' I BAXTER L ��"s@1IJ1_ 1 � 1 1 � r1 �a so SR tt W OA ST n DURSTON RD 0II r2 3 4 0 , 1 A O , 11 c iMIRi.MIMrY 111111111tilli—"ininF) l'' -� a ,�511� a f ' 1M1,1i1z......i:Cl�ir RLegend " ) !/ HUFFINE LN 1 1111411011111111111111111 9 0 191 FF • „nil 0 Study Intersections A l,. ) - :., '�,�,' � iit) .115 ii F`, — Study Roads 1i ThTh 3' \ �iy� • Bozeman Parks aft \ I 11YC Bozeman City Limits la Mil 1 S 7'� . as , 2 /I ♦ tee, Figure 1.1: Project Vicinity ) ) a Robert Peccia 8 Associates 1 1 ) December 17,2015 Durston and Cottonwood Road Improvement Project Traffic Engineering Report ) 2. EXISTING CONDITIONS The project roadways and intersections consist of three road segments and 33 intersections. The following ) subsections provide detailed descriptions of these road segments and intersections. 2.1. ROAD SEGMENTS Cottonwood Road is a north/south principal arterial roadway. The roadway typical-section varies from a five-lane with dedicated left-turn bays, center boulevard, and bike lanes on the southern end to a two lane ) roadway with intermittent sidewalks on the northern end.The four lane boulevard extends between Huffine ) Lane to just north of Babcock Street. From there, the roadway typical-section transitions to an undivided two lane section until its current terminus at Oak Street. Cottonwood Road intersects with 12 roads within the study area. Of the 12 intersections, the intersections with Durston Road and Babcock Street are con- ! ) sidered major and were evaluated in detail in this report. Additionally, evaluation of future layout options for the intersection of Cottonwood Road and Oak Street was performed. Durston Road is classified as a minor arterial. Beginning at the intersection with Fowler Avenue, Durston s ) Road consists of two travel lanes and narrow shoulders.A bike lane begins on the north side of the roadway, just west of Meagher Avenue and ends after approximately 1,000 feet,just east of Sanders Avenue.A two- way left-turn lane (TWLTL) and a bike lane on the south side of the road begin west of Kimball Avenue. A ) bike lane on the north side of the road begins west of Flanders Mill Road. The TWLTL and the south side bike lane ends east of Cottonwood Road. The typical-section of Durston Road to the west of Cottonwood Road consists of two travel lanes and a westbound bike lane for the remainder of its length within the study ) area. Durston Road intersects with 18 roads within the study area. Of the 18 intersections, the major inter- sections with Laurel Parkway, Cottonwood Road, Flanders Mill Road, Ferguson Avenue, and Fowler Ave- ) nue were evaluated in more detail. 1 ) Baxter Lane is classified as a minor arterial roadway. The typical-section of the roadway consists of two lanes and narrow shoulders between Harper Puckett and Flanders Mill Roads.There are three intersections within the study area. The major intersections with Flanders Mill Road and Harper Puckett Road were evaluated in detail in this report. Durston Road is currently being reconstructed between Westgate Avenue and Cottonwood Road as part of Lakes at Valley West subdivision. Improvements include expansion of Durston Road to a three-lane roadway with curb and gutter, sidewalks, and bike lanes on both sides of the roadway. Traffic control at the intersection of Cottonwood and Durston Roads is being replaced with a traffic signal. Cottonwood Road will remain a two-lane roadway. 2.2. INTERSECTINS The major intersections within the study area were evaluated for improvements to traffic control. Figure 2.1 presents the location and configuration of these intersections. Note that at the time of data collection, April 30, 2015, the intersection of Cottonwood Road and Durston Road was configured as a two-way stop con- trolled intersection. However, the traffic control was changed to all-way stop control on May 21, 2015. All information pertaining to the intersection has been updated to reflect the change in traffic control. Robert Peccia&Associates n December 17,2015 L ) � Durston and Cottonwood Road Improvement Project Traffic Engineering Report V 1i .'i I „ 3i 1 I' tl r 5 .. I: . ' r 3 )/ «T.. . U.I' ® I r t i i -. 1 4- 1 ® -f2f ® " sa— i AC 17f 3 I. r k I Z ) )))1-) 4� ;z: :F ", I ..1. S D � g . I *© ID—f. q 'I LC 5 ,CH sir T S a BABeecK I I ® I 4.3 r cr{ I I) ' g `, I. 3 Legend ! �,, • Study Intersections - Streams " s 1,` - Existing Study Roadways Waterbodies -- , ' - Existing Non-study Roadways Bozeman Parks -- F)I%4 o 0a5 0.5 k Miles = i'-f �. _, .lr,'-? ✓ \ aFrFarr .. _ _ Figure 2.1: Existing Intersection Configurations f Robert Peccia&Associates ( 3 December 17,2015 Durston and Cottonwood Road Improvement Project Traffic Engineering Report 9 9 P 2.3® EXISTING TRAFFIC VOLUMES Traffic data for study area were collected on April 30, 2015. Turning movement counts were collected for ' ) the eight major intersections identified previously. For the intersections of Cottonwood/Babcock, Cotton- wood/Durston, and Ferguson/Durston, 24-hour turning movement counts were conducted. Peak hour turn- ing movement counts were completed at the remaining five intersections. The data were collected using ) Miovision Traffic Data on Demand video processing service. To ensure that the collected data reflect the ) average traffic conditions seen throughout the year, seasonal adjustment factors obtained from the Mon- tana Department of Transportation (MDT)were applied'. For collectors and minor arterials, a factor of 0.96 ) was used, for principal arterials, a factor of 1.00 was used. The adjusted traffic volumes for the AM and PM 3 ) peak hours are presented in Figure 2.2. The adjusted 24-hour count approach data are also presented in Figure 2.2. Refer to Appendix A for more detailed information. ) ) ) ) I ; { ) ) ) ) ) i ) ) ) ) i MDT, 2015 Seasonal Day of the Week For Axle Counts, collectors, minor arterials, and principal arterials for April, Accessed 05/07/2015 Robert Peccia&Associates A December 17,2015 '�F ) Durston and Cottonwood Road Improvement Project Traffic Engineering Report i F ;I F t',',_ m M fBNXTER UM' , - - 12112_1 1_13151 115 1 147—0. 7 ..--10411341321155—* 6 4--1071155 ` 6 - 81151 4841101 � R -' r M s __ <" _ B :I L J 5112_1 1_331138 1s p 90151, 1_39120 ` ) 2311220—. 1 1-16312414151248-, 3 .-3331212 `-o } 2 DUR-STON C4J ^ i' 9 6941 „8;4+70 878119 51688` ) 215 j 1_8124 . 148,144_i L419 j 2951 241—, 2 4--15s 130o i 181121—* 4 4--1901210 , 405 1 366--, 5 4-2641438 156183-1 x161 1 167 et , `_ • 128191 71179 117 2118 41ir lir 1 r , \CV anacoci py e - 0, i+ 7 I ) FNLLON 1 12113 g —5113 Legend N ) 517-1 ,48125 • Study Intersections - Streams N — Existing Study Roadways Waterbodies — = Existing Non-study Roadways Bozeman Parks Traffic Data Key 1 - - 250 � 150 Turning Movement Counts AM Peak Hour I PM Peak Hour 5,500 24-hour Traffic Volume (ADT) Note: Existing traffic data were collected in April,2015 ) ` - c, , .2 - A seasonal use factor of 0.96 was applied to Baxter Ln `* - '- and Babcock St and a factor of 1.00 for all other roads - - based on MDT's Seasonal Day of the Week(2015)factors. 0 0.25 0.5 1 — - - Miles Figure 2.2: Existing Traffic Volumes 1 i 1 ) Robert Peccia&Associates December 17,2015 I J Durston and Cottonwood Road Improvement Project Traffic Engineering Report _ 9 9 .4® MULTI MODAL TRAFFIC Amenities for non-motorized users exist at varying locations within the study area. During the data collection ) effort, pedestrians and bicyclists were observed using the corridors. Data were collected on a day with reasonably clear weather, therefore it can be assumed that the pedestrian and bicycle traffic is representa- tive for the area. The inclusion of pedestrian and bicycle facilities in any future roadway design would help ) to promote safe pedestrian and bicycle activity in the area. The intersection of Flanders Mill Road and Durston Road is in a designated school zone. Crossing guards are used to assist children in safely crossing the roadway. Table 2.1 presents the number of bicyclists and pedestrians observed at each major inter- section during the AM and PM peak hours. No adjustments were made to the bicycle or pedestrian data. ) { Table 2.1: Observed Multi-modal Traffic Volumes Intersection Type i AM Peak PM Peak 1 Laurel Parkway and Pedestrian 2 '13 Durston Road Bicycle 3 1 Cottonwood Road and Pedestrian 21 1 2 Durston Road Bicycle 5 5 3 Flanders Mill Road and Pedestrian 64 7 t Durston Road Bicycle 8 3 4 Ferguson Avenue and Pedestrian 15 6 ) Durston Road __Bicycle 11 1 5 Fowler Avenue and Pedestrian 6 1 Durston Road Bicycle 7 16 6 Flanders Mill Road and Pedestrian 1 0 Baxter Lane Bicycle 3 3 7 Harper Puckett Road S Pedestrian 0 0 and Baxter.Lane Bicycle 0 1 8 Cottonwood Road and Pedestrian 1 2 ) Babcock Street Bicycle 4 8 2.5. INTERSECTION OPERATIONAL ANALYSIS A traffic operational analysis was performed for the major intersections. The operational performance of the intersections is measured in terms of average vehicle delay. The average vehicle delay results in a Level ) of Service (LOS) being assigned to the intersection. LOS is used as a means for identifying intersections ) that experience operational difficulties, as well as a way to simply compare multiple intersections. The LOS scale represents a full range of operating conditions,with a LOS of A representing little, if any, vehicle delay and a LOS of F indicating significant vehicle delay and traffic congestion. Table 2.2 presents the LOS ) criteria for intersections as given by the Highway Capacity Manual(2010). Table 2.2: LOS Criteria ) Level of Service i Delay (sec/veh) (LOS) Unsignalized ' Signalized ) A <10 <10 B 10to15 10to20 ) C 15to25 20to35 D 25 to 35 35 to 50 j E 35to50 50to80 F >50 >80 ) Robert Peccia&Associates C December 17, 2015 V ) Durston and Cottonwood Road Improvement Project Traffic Engineering Report i For this report, the operational analysis of the eight major intersections was performed using the turning 1 movement counts collected April 30th, 2015. A seasonal adjust factor of 0.96 was applied to intersection y legs on Durston Road, Baxter Lane, Babcock Street,and Ferguson Avenue and a factor of 1.00 was applied to intersection legs on Cottonwood Road. Local roads, such as Flanders Mill Road, were not adjusted. Table 2.3 presents the operational analysis results. Detailed results are provided in Appendix B. i Table 2.3: Existing Intersection Operational Analysis AM Peak Hour I I PM Peak Hour Location j Delay (s/veh) 1 LOS , Delay(s/veh) LOS a yr.Q, nWilliffeWilfigriatfi Southbound 14.2 sc B 16.1 C glop Eastbound 0.2 0.4 ifif Westbound 0.0 0.0 Northbound B B 15.3 Southbound 10.1 B 10.7 B Eastbound 18.0 C 16.0 CPater Westbound 14.6 B 30.7 D Mt - Stfiktflligartfjltittal Southbound C no Eastbound 1.5 A 1.3 gicii Westbound 0.0 A %: 0.0 A > B a ® B ® B . o v_.. ."1"74ttiltilltra Northbound 29.9 0 Southbound 13.9 B 22.1 C } 12.111 Eastbound 12.1 B .0 ( 1 Westbound B_.... ....25.021CC .,.. eitezgvz:are ® a Northbound Illaa B " 12.7 givg Eastbound 0.0 0.0 Wil Westbound 0.1 n f0.3':. A e _ Northbound 11.3 a 13.6 Milli Obi Eastbound 0.0 A 0.0 A Westbound 3.5 A r 3.1 to i ) Itlilaira. e BB0il iS utivamETIE104,2itglaiiit11.110101ifitiffigigtigflifiRESEsial ... Igo 1. Southbound 10.6 10.9 Eastbound _ 0.7 _ 0.6 A gitm Westbound 0.0 0.0 iA initigalittialtiEjlAtitirsiiii-glgamiralifitrettiliklaMisitipitialSsigieViatiarektili Northbound 0.2 A 0.2: A 1'r 7 OA Southbound 0.5 B 0.6 A pa Eastbound 14.9 = 20.3:: C Bil Westbound 15.4 C 17.3 C ) 7WSC-Two-way Stop Controlled AWSC-All-way Stop Controlled ) ) 1 i J ) ) r Robert Peccia&Associates 1 7 December 17,2015 ) Durston and Cottonwood Road Improvement Project Traffic Engineering Report 3. PROJECTED CONDITIONS Determining appropriate growth for the study area is important for forecasting future traffic volumes and determining mitigation needs. Prior traffic impact studies (TIS's) were reviewed to determine what growth assumptions have been made for the developments impacting the road segments and intersections within the study area boundary. The following sub-sections present the investigation of the findings of prior TIS's. ,➢ Furthermore, a description of the process used to project future traffic within the study area is provided. ) 3.1 . PRIOR TIS DOCUMENTS The following summarizes the information contained in various TIS documents as obtained from the City ) of Bozeman. Figure 3.1 presents a map depicting the approximate location of each development in the general area around the project limits, and the estimated trips generated by the development. Four Points Subdivision The Four Points Subdivision is located between Davis Lane and Ferguson Avenue, south of the existing Cattail Street right-of-way, and north of Kimberwicke Street. A Preliminary TIS, dated July 15, 2014, states ) that, "At the present time, platting documents have not advanced to a stage where definitive residential ) development numbers are available. Therefore, exact trip generation numbers can't be developed to de- termine relative traffic impacts." An estimated 3,000 to 5,000 daily trips is given based on total land area and variable density levels that could be developed. It is also stated that the highest impacts can be ex- pected at the intersections along Davis Lane. Based on the Preliminary Plat-Conditions of Approval sheet ) 3 of 3 dated August 18, 2014, a total of 200 apartment dwelling units are proposed. Calculations performed based on the land use (220) and the number of dwelling units (200) yields an expected number of daily trips of 1,336. Sundance Apartments ) The Sundance Apartments development is located between Vaquero Parkway and Caspian Avenue, south of Kimberwicke Street, and north of Galloway Street. A TIS was not provided for this development. How- ) ever, according to a Commission Memorandum dated October 15, 2012, a total of 195 apartment dwelling units are to be built at this location. Using land use code 220 -Apartment, from the ITE Trip Generation Manual 81h Edition, a total of 1,305 total daily trips are projected to be generated to and from this site. ) Baxter Meadows Phase 2 Baxter Meadows Phase 2 is located between Baxter Lane and Cattail Lane, with Ferguson Avenue to the west and Caspian Avenue to the east. No TIS was provided for Baxter Meadows Phase 2, however, ex- _' pected traffic volumes were found in Table 2 of the Baxter Meadows Phase 3 TIS dated September, 2005. The TIS projects a total of 13,351 daily trips generated by this development. Land use included 70 single detached houses (210), 20 apartments (220), 274 residential condominium/townhouse (230), 172,000 square feet of general office building (710), and 172,000 square feet of specialty retail (814). Adjustments for pedestrian/bicycle, internal capture, and pass by trips were given in the TIS. It was assumed that 1.0 ) percent of trips would be pedestrian/bicycles, 20.0 percent would be internal capture trips, and 3.0 percent of externally generated trips would be pass by trips. The resulting total daily traffic was 10,231 trips. Ex- pected trip numbers were further refined based on the building that has taken place since the TIS was published. It was determined that roughly 37 percent of the retail/office space has been built. No residential has been built as of April, 2015. As such a 37 percent reduction in trips resulting from retail/office uses was applied. The final resulting number of total trips was found to be 8,770 trips. ) Robert Peccia&Associates -1 December 17, 2015 v ) Durston and Cottonwood Road Improvement Project Traffic Engineering Report I J � a Baxter Meadows Phase 3 ) The Baxter Meadows Phase 3 development is located north of Baxter Lane, between Harper Puckett Road and Ferguson Avenue. According to the TIS dated September, 2005, 129 single family detached houses (210)are projected to produce 1,314 daily trips from the development.Approximately 53 percent of the trips generated by the development would be distributed onto Davis Lane and Baxter Lane, according to the TIS. In a TIS update dated august 7, 2012, an updated number of dwelling units was given as 112 for a ) combination of phases 3A and 3B. This value accounts for the dwelling units that have been built since the original TIS in 2005. Further refinement of the total number of trips being generated by Phase 3 was done by estimating the number of houses that have been built since the TIS was published. As of April, 2015, approximately 80 percent of Phase 3B has been built and only one house in Phase 3A. Applying an 80 ) percent reduction to Phase 3A resulted in a combined 803 trips for Phases 3A and 3B. ) Baxter Meadows Phase 4 Baxter Meadows Phase 4 development is located in the southwest quadrant of the Baxter Lane and Davis Lane intersection. According to the TIS dated December 4, 2012, it is projected that 1,099 daily trips will be generated by the 112 single family homes(210)within the development. Baxter Lane and Davis Lane would carry the majority of the expected traffic increases, according to the TIS. Further refinement of the total number of trips being generated by Phase 4 was done by estimating the number of houses that have been built since the TIS was published. As of April, 2015, 28 of the 112 houses have been built. A reduction of 25 percent was applied to the total number of trips being generated by Phase 4, resulting in 824 total daily ) trips. Baxter Meadows Phase 5 Baxter Meadows Phase 5 is located in the northwest quadrant of the Baxter Lane and Davis Lane intersec- tion. Phase 5 has not been developed and no current TIS gives the expected development. To estimate ) possible trips that may be generated by Phase 5, information from a November, 2000, TIS was used. The November, 2000, TIS used a different phasing scheme, however, it was possible to estimate Phase 5 trips based on more current TIS's for Phases 6, 2A, 2B, 2C, 2E, and 2F. The resulting projected total daily trips ) was found to be approximately 2,751 total trips. Baxter Meadows Phase 6 The Baxter Meadows Phase 6 development is located north of Galloway Street and east of Ferguson Ave- nue. A total of 49 single family homes (210)and 48 condominium units(230) are planned.According to the TIS dated February, 2006, a total of 883 daily trips are projected to be generated by the development. Approximately 53 percent of the trips generated by the development would be distributed onto Davis Lane > and Baxter Lane, according to the TIS. Phase 6 has been fully built out and additional traffic impacts were not assessed as they are already realized. Flanders Mill Subdivision ) The Flanders Mill subdivision is bounded by Flanders Mill Road, on the West; Ferguson Avenue, on the ) east; Baxter Lane, on the north; and a parcel of property that fronts on Durston Road, on the south. Land use is to consist of 284 single family homes (210) and 112 apartments (220). According to the TIS dated November,2013,a total of 3,545 daily trips will be generated by this subdivision. Baxter Lane and Ferguson ) Avenue are expected to carry the majority of the traffic generated by the subdivision, according to the TIS. West Winds Phase 3-8 The West Winds Planned Community is located within the area bounded by Baxter Lane on the north, 271h ) Street on the east, Oak Street on the south, and Davis Lane on the West. According to the TIS dated September 26, 2013, it is projected that 56 single-family houses (210) will generate 616 daily trips. It is ) - Robert Peccia&Associates December 17,2015 Zr ) Durston and Cottonwood Road Improvement Project Traffic Engineering Report anticipated that the majority of the additional traffic will utilize Baxter Lane, Tschache Lane, and Oak Street, according to the TIS. I Aquatic Facility Initial planning for a community Aquatics Facility has be outlined in a Commission Memorandum dated June 9, 2014. The facility would be a multiple use recreation facility with a focus on aquatics. In a Bozeman Daily Chronicle article dated June 9, 2014, the Bozeman City Commission decided to partner with the YMCA to build an aquatics center near the intersection of Baxter Lane and Vaquero Parkway.An estimated ) facility size was given as 40,660 square feet indoors and 32,950 square feet outdoors. The ITE Trip Gen- eration Manual has a land use code for Recreational Community Center(495). Care must be taken when ) using this trip code. For weekday trips based on square feet of gross floor area, only one study is listed in the ITE Trip Generation Manual.The small sample size can lead to erroneous trip generation values. Keep- ) ing these limitations in mind, it was approximated that 930 daily trips would be generated by a new aquatics facility. Trips to and from the aquatics facility were routed onto Baxter Lane at Vaquero Parkway. Future Sports Complex An 80 acre sports complex is proposed between Harper Puckett Road and Flanders Mill Road, south of Baxter Lane. The sports facility, as outlined in the Commission Memorandum dated April 7, 2014, would ) be used primarily for soccer and lacrosse. The land use type of Soccer Complex(488) is listed in the ITE i ) Trip Generation Manual. The independent variable for this land use type is the number of soccer fields. Based on the Bozeman Sports Park Application for the Bozeman Trails, Open Space and Parks Advisory Committee dated January 31, 2014, an anticipate 22 fields will be constructed. Using the ITE trip rate of ) 71.33 trips per field yields a total expected number of daily trips of 1,569. However, the ITE Trip Generation manual advises against using this value for two reasons: 1)the trip rate is based on three data points, and ) 2)the number of anticipated fields at the sports complex is greater than the range represented by the three available data points. Despite the limitations presented by the ITE Trip Generation Manual, the calculated 1,569 daily trips were used.Traffic generated by the sports complex was distributed onto Cottonwood Road, ) Flanders Mill Road, and Baxter Lane. ) Future High School A new high school is planned to be constructed directly north of Meadowlark Elementary School on Cot- ) tonwood Road. According to the Bozeman School District, it is anticipated that the school will have 1,500 students. It is anticipated that the new high school would be opened in 2020. No information on new school district boundaries is available at this time. Based on the anticipated number of students, an estimated ) 2,565 daily trips was determined based on the ITE Trip Generation Manual land use code High School ) (530). Trips were distributed to both external stations and internal developments using engineering judg- ment. Access will be provided through the intersection of Cottonwood Road and Annie Street. ) Spring Hill Presbyterian Church The Spring Hill Presbyterian Church is located north of Babcock Street and west of Cottonwood Road. No TIS was available for the church, however, a site plan dated November 13, 2012 provides the completed building area. Using the area and land use type Church (560) it is possible to estimate the number of trips that will be generated by this development. The site plan calls for two phases of construction. Phase 1 has ) been completed, leaving the 1,000-square-foot Phase 2 construction yet to be completed. Based on the size of the Phase 2 construction, it is expected that approximately 800 daily trips will be generated on a typical weekday. Trips were distributed using engineering judgment. Access will be provided through a private approach at the intersection of Cottonwood Road and Cascade Street. ) Robert Peccia&Associates December 17,2015 ! Durston and Cottonwood Road Improvement Project Traffic Engineering Report Boulder Creek/Westbrook Residential Development The Boulder Creek/Westbrook Residential Development is located north of Durston Road and between Cottonwood Road and Laurel Parkway. According to a TIS dated November, 2013, it is projected that 233 ) single-family homes will be built in the development. Using trip generation rates for single-family houses ! ) (210), a total of 2,230 daily trips are projected to be generated by this development. The TIS states that it ) is anticipated that 50 percent of traffic is anticipated to use travel east on Durston Road, 40 percent is expected to travel south on Cottonwood Road, and the remaining 10 percent of traffic to be split equally ) westbound on Durston Road and northbound on Flanders Mill Road. J&D Family Located west of Cottonwood Road and between Babcock Road and Fallon Street, the J&D Family devel- ) opment is a 40-acre development.According to the November, 2009 TIS, it is projected that a total of 3,814 ) daily weekday trips will be generated by the mix of land used at the site. Five land uses are being developed at the site: ) • New Car Sales & Service(841) i ) • Tire Superstore (849) • Shopping Center(820) • Business Park(770) ! ) • Multi-plex residential (230) For trip distribution, the TIS states that the majority, 66 percent, of traffic generated by this development will use Huffine Lane or travel further south on Cottonwood Road. Eastbound on Durston Road is expected to see 17 percent of the traffic, while westbound on Durston Road will account for 5 percent of the traffic. Northbound traffic on Cottonwood Road, north of Durston Road, is expected to account for 2 percent of traffic. Babcock Street and Fallon Street are expected to carry 8 and 3 percent, respectively, of the total traffic generated by the development. Trips originating within the development will be able to access Cot- ) tonwood Road via either Babcock Street of Fallon Street. ) The Lakes at Valley West The Lake at Valley West development is located to the south of Durston Road in the vicinity of Laurel ) Parkway. The development is a 65-acre parcel of land that is to be developed to include 300 single and multifamily homes. A TIS dated January 2015 states that an expected 2,310 daily weekday trips will be generated by the single family homes (210) and residential condos/townhouses (230). Trips are expected to be routed onto Durston Road with 50 percent of traffic traveling eastbound past Cottonwood road. Fifteen ) percent of traffic is expected to travel westbound on Durston Road. The remaining 35 percent of traffic is predicted to use Cottonwood Road. The development will be accessible only from Durston Road. Laurel Park Condominiums Based off of a site grading and drainage plan dated August 6, 2014, the Laurel Park Condominiums devel- opment is located north of Annie Street and to the west of Laurel Parkway. No TIS was available for the development, however, the location and number of condominiums could be determined from the site plan. A total of 31 residential condo/townhouses (230) are to be built in the development. This is projected to ) generate 180 total daily weekday trips. Engineering judgment was used to distribute the traffic onto the network. Access will be provided to Durston Road via Laurel Parkway. Norton Ranch Homes 12-Plex The Norton Ranch Homes 12-plex is located west of Cottonwood Road and South of Babcock Street. As the name suggests, the development is a 12 unit apartment(220). No TIS document is available, however, Robert Peccia&Associates 11 ) December 17,2015 Durston and Cottonwood Road Improvement Project Traffic Engineering Report the number of units and the trip generation code can be used to project the traffic volume that will be generated.A total of 80 daily weekday trips are projected to be generated by the development. Engineering ) judgment was used for trip distribution. All traffic generated by the development is assumed to use the intersection of Cottonwood Road and Babcock Street. ) Norton East Ranch Phase 3 I ) The Norton East Ranch Phase 3 development is located west of Laurel Parkway between Fallon Street and ) Babcock Street. According to a TIS dated June, 2014, the development consists of 108 residential ) condo/townhouses(230). It is projected that 1,014 total daily weekday trips will be generated by the devel- opment. For trip distribution, the TIS states that the majority, 53 percent, of traffic generated by this devel- opment will use Huffine Lane or travel further south on Cottonwood Road. Eastbound on Durston Road is ) expected to see 18 percent of the traffic, while westbound on Durston Road will account for 8 percent of ) the traffic. Northbound traffic on Cottonwood Road, north of Durston Road, is expected to account for 3 percent of traffic. Babcock Street and Fallon Street are expected to both carry 9 of the total traffic generated by the development. Trips originating within the development will be able to access Cottonwood Road via ) either Babcock Street of Fallon Street. Partridge Downs ) The 30 residential condo/townhouse(230)development called Partridge Downs is located north of Durston Road to the east of Meagher Avenue. No TIS document is available for this development. A Preliminary 1 plat dated March 5,2014 shows that the development will consist of 30 residential condo/townhouses(230). A total of 287 daily weekday trips are projected to be generated by the development. Engineering judgment was used to distribute the traffic to the network.The development is accessed exclusively by Durston Road. Spring Creek Village Spring Creek Village is a 20-acre development planned to be located north of Fallon Street to the east of Cottonwood Road. According to the June, 2013 TIS, the development will consist of four land use types: • Hotel (310) • Quality Restaurant(931) • Drive-in Bank(912) • Business Park(770) ) A total of 6,422 daily weekday trips are projected to be generated by the development. Westbound Huffine Lane is expected to receive 25 percent of the generated traffic, while 30 percent of the generated traffic is expected to travel eastbound on Huffine Lane. Northbound on Cottonwood Road and Ferguson Avenue are expected to receive 20 and 10 percent of traffic, respectively. The remaining 15 percent of traffic is 7 expected to travel eastbound on Babcock Street. Traffic will be able to access the site using Huffine lane and Resort Drive. ) Traditions Subdivision Phases 2 & 3 The Traditions Subdivision Phases 2 & 3 development is located to the north of Durston Road and to the east of Laurel Parkway. According to the September, 2014 TIS, the development will consist of 98 new residential condo/townhouses(270). It is projected that the new development will generate 938 daily week- day trips. Of the new trips, 50 percent are expected to travel eastbound on Durston Road, while 40 percent use Cottonwood road for southbound trips. The remaining 10 percent of trip is predicted to be split between Flanders Mill Road for northbound trips and Durston Road for westbound trips. All of the generated trips will have to use Durston Road to access the road network. ) Robert Peccia&Associates 12 December 17,2015 3 { ) Durston and Cottonwood Road Improvement Project Traffic Engineering Report i Norton Ranch Based on a zoning map for the Norton Ranch development, two regions were determined to contribute to projected traffic along Cottonwood and Durston Roads. Each of the two regions are expected to primarily use Laurel Parkway for north and southbound trips. Huffine Lane is expected to carry the majority of east and westbound trips. The region located in the south-east corner of the Norton Ranch development is zoned as high-density ) residential housing. The total approximate area of the region is 20 acres. It was assumed that high-density residential housing translates to approximately eight dwelling units per acre. Given the approximate size and assumed dwelling density, 160 single family homes are expected to be generating traffic for this region. ) The resulting total daily trips generated would be 1,531 trips.Approximately 75 percent of trips are projected to use Laurel Parkway to access Huffine Lane. The remaining 25 percent of trip are projected to travel northbound on Laurel Parkway (5 percent), eastbound on Fallon Street(5 percent), northbound on Cotton- wood Road (10 percent), and southbound on Cottonwood Road (5 percent). ) The region located in the north-west corner of the Norton Ranch development is zoned as medium-density residential housing. The total approximate area of the region is 35 acres. It was assumed that medium- ) density residential housing translates to approximately four dwelling units per acre. Given the approximate area and assumed dwelling density, 140 single family homes are projected to be generating traffic for this region. The resulting total daily trips generated would be 1,340 trips. Approximately 70 percent of trips are projected to use Laurel Parkway to access Huffine Lane. The remaining 30 percent of trips are projected to travel northbound on Laurel Parkway (10 percent), eastbound on Babcock Street (10 percent), north- ) bound on Cottonwood Road (5 percent), and southbound on Cottonwood Road (5 percent). ) 3.2. PLANNEDDEVELOPMENT SUMMARY ) In total, 26 planned developments were included in this report. The developments ranged from residential single family homes to retail space. Combined, the developments are projected to generate 45,990 new trips during an average weekday. Figure 3.1 presents the location of each development, the trip volumes projected to be generated during the AM and PM peak hours, and the approximate percentage of trips that ) are projected to use various areas of the transportation network. In addition to the proposed and in process developments, the roadway network was modified to include ) future planned roadway expansion. These roadways include Oak Street between Ferguson Avenue and Flanders Mill Road, Cottonwood Road between Oak Street and Baxter Lane, Ferguson Avenue between Oak Street and Baxter Lane, and Laurel Parkway between Durston Road and Huffine Lane. ) ) ) a Robert Peccia&Associates 4 +� December 17,2015 J ) li 1 Durston and Cottonwood Road Improvement Project Traffic Engineering Report Davis Lane 2.3% 1 I ) Harper Pucket Road : ti- 'I`; 1.7% -------- — Cattail Lane �It s c © r3 \. wI ® ® Baxter Lane/19th Avenue p th ' BAXTER LAME .rA- It_� ® .. Baxter Lanepill ® Tschache Lane/19th Avenue 1 2.0% Q 4.2% 3 10 1 .. © O F. ,• 1' OAK ST ` 1 s 9, Oak Street/19th Avenue Durston Road i 19 ) 5.4% Durston Road s j ._ ' ; I :FII ...• ' r Meagher Avenue 1,"ii Hunters Way ) ) §, 1 ° ' W BABCOCK1STII :.i 1 ,. , rl ( I ;; A is 1 ©3 0 1s Babcock Street/Ferguson Avenue J•,,,-:,,,-,:;;,),,, +° O ' 3 co.T ! 1 . r Cottonwood Roadf I © :- I t Legend " 25.7°/O A1 Fcud20 Bis 83 s i, '� • Study Intersections 20 79 81 44 ' l I 2 Sundanceunce 45 Existing Study 3 Baxter Meadows Phase 5 149 117 79 135 4 Barter Meadows Phase 36 14 41 45 26 �, - - Roadways 5 Bayer Meadows Phase 3A 2 6 7 4 Planned Stud 6 Spuds Complex 15 15 314 141 :-' -.i '` •••• Roadways y a Oexterve dams Phase 4 1a 49 219 129 i - - Existing Non-study Mer oAquatics ds1sWi40 26 as 49 Roadways II antler Meadows Phase 2A 106 152 97 165 �` _� Planned Non-stud 12 Baxter Meadows Phase 20 110 85 61 100 it y 13 Baxter Meadoxs Phese 2F 155 118 85 139 Roadways 14 New High Schaal 428 202 92 103 i. 16 Boulder Creek/Westbrook 44 131 148 87 _ Projected Development 16 Jho Family 206 76 129 211 17 Lakes at Valley West 37- 140 141 80 I' Traffic Destination_ 18 rraplona 13 61 66 33 • ' Total Percent of all Traffic 19 LaurelPark 2 12 41 6 20 Nocton Ranch Homes l2piex 1 5 5 2 ) 9 X 'Armes 21 PadddgeDamna 4 19 20 10 - 1 l� L ',Irs_ Mlles 22 Spring CraekVlage 212 82 422 406 ' +l, Subdivison boundaries are 23-Nodon East Ranch Phase3 14 66 72 35 24-spring HIS Church 42 34 23 25 '; for illustration only. 26 NmlonRanch-SE 88 32 32 130 - . Locations are approximate. 26 Nalon Ranch-FM 77 28 28 113 ) Figure 3.1: Development Location and Trip Generation ) Robert Peccia&Associates 14 December 17,2015 Durston and Cottonwood Road Improvement Project Traffic Engineering Report ) 3.3. PROJECTED TRAFFIC CONDITIONS { ) To project future traffic volumes for the study area, the number of trips expected to be generated by the developments discussed in Section 3.1 were distributed on the road network. Traffic projected to be gen- erated from the developments was estimated based on the available TIS documents and applied to the road network using the software PTV Vistro version 3. Using a combination of data available in the TIS ) documents and engineering judgment, traffic was distributed through the road network. For the future pro- ) jections, five assumptions were made about the road network: 1. Oak Street will extend west to Cottonwood Road, 2. Ferguson Avenue will extend north to Baxter Lane, 3. Cottonwood Road will extend north to Baxter Lane, 4. Cattail Street will extend from Davis Lane to Ferguson Avenue, and ) 5. Fowler Avenue will extend from Oak Street to Babcock Street. ) Trip distribution was completed for each development individually. If a TIS was available, trip distribution ) values from the TIS were used. However, if no TIS was available, engineering judgment was used to esti- ' ) mate trip distribution. Route choice was assigned based on engineering judgment and knowledge of traffic patterns in the area. It was assumed that path choices that involved backtracking would not be selected ) and were therefore not assigned any trips. Figure 3.2 presents the resulting future traffic conditions. An annual growth rate(AGR)for each intersection was determined based on future planned developments. For the AM peak hour, AGRs range from 2.0 percent to 4.3 percent out to the year 2035. For the PM peak ) hour, AGRs range from 2.3 percent to 4.5 percent. In addition to the peak hours, 24-hour AGR for Cotton- ) wood and Durston Roads was calculated to range from 2.4 percent to 4.4 percent. Table 3.1 gives the AGRs for each study intersection for the AM and PM peak hours along with the 24-hour AGR were data were available. ) Table 3.1: Annual Growth Rates to Year 2035 AM Peak Hour PM Peak Hour 'I 24-hour Intersection AGR(%) ! AGR (%) AGR(%) ) Laurel Parkway and Durston Road 3.0 3.0 © Cottonwood Road and Durston Road 4.3 4.2 43 Flanders Mill Road 2.7 4.5 • and Durston Road Ferguson Avenue 2.9 2.7 and Durston Road Fowler Avenue and 2.5 2.8 Durston Road Flanders Mill Road 2.0 2.3 ) and Baxter Lane ) Cottonwood Road 3.0 2.5 and Baxter Lane Cottonwood Road 3.9 3.9 4.4 and Babcock Street *24-hour traffic data were unavailable { ) ) Robert Peccia&Associates 5 ) December 17,2015 ) Durston and Cottonwood Road Improvement Project Traffic Engineering Report T. j12,68] L401100 �: ) - 138128—. 7 4-128 155 p� 2331273—. 6 4-2001343 1619 39128 6 84153—1 1-1141126 s ' i 1 r sir m rni El—h— . j (l O ) 7120 J L341148 122 89 43 87 3451306—. 1 ..-240 327 7211572 3 4-6941552 ) 18131-4 621193 0 lir M N o �' a iir i 14;23148p092 15,983 X1,7.56 c7t`I 21172� 18131 29137 L26139 4751372—. 2 .-238 489 N 31409—I 4 .-4811516 - 6631636—. 5 4 -5311752 cI200Tl7mtk3I31ty 55169,.; :11r: M < N y n N N 1 N V .- � tr 41193 L46I161 N 21 41—. 8 4-28124 Legend A 23160-1 050126 • Study Intersections Streams N - -". lir -- Existing Study Roadways Waterbodies •••• Planned Study Roadways Bozeman Parks 1 - g m - Existing Non-study Roadways Planned Non-study Roadways Traffic Data Key 250 1 150 Turning Movement Counts AM Peak Hour I PM Peak Hour 1 I "- 5,500 24-hour Traffic Volume (ADT) Note: Projected traffic volumes determined using PTV Vistro 3.0 and available planned development j Information. - 10 0.25 0.5 1 ". Mde, ) Figure 3.2: Projected Traffic Volumes Robert Peccia&Associates 16 � December 17,2015 J I 3 Durston and Cottonwood Road Improvement Project Traffic Engineering Report I ) „3,2. Traffic Pnij ctio>nsssrtrnffiliorn= ) Land use plays a critical role in the function and design of the transportation system. Land use helps to define travel patterns and traffic volumes. The future growth defined for the study area are based on as- ) sumptions contained in existing TIS reports and on engineering judgment. The location, type, and design of land use developments ultimately impacts the existing and future transportation system.Additionally, the ) traffic analysis in this report focused on existing travel patterns during the AM and PM peak hours. Those existing patterns were projected using planned developments to represent future year conditions. Ulti- mately, travel patterns have a major effect on the traffic operations of the corridor. The peak hour analysis represents the traffic conditions during time periods with the highest amounts of ) traffic during a typical weekday. Consideration should be given to changes in traffic patterns and charac- teristics when identifying recommendations. Future development and land use changes may change the travel patterns of the area,which may result in differing traffic operations from those projected in this report. If growth in the area differs from those assumptions made in this report, the results of the traffic operational analysis may be no longer hold true and may need to be reevaluated. 3.4® PROJECTED INTERSECTION OPERATIONAL ANALYSIS Using the turning movement data collected April 30th, 2015 and the predicted growth from the surrounding developments, a projected operational analysis was conducted for the major intersections within the study area. Table 3.2 presents the results of the operational analysis. Detailed information is provided in Appen- dix C. The configuration of each intersection remained the same as existing conditions with the exception of the intersections of Laurel Parkway/Durston Road, Fowler Avenue/Durston Road, and Cottonwood Road/Durston Road. Laurel Parkway/Durston Road is currently being reconstructed as an all-way stop- ) controlled intersection. A traffic signal is currently being constructed at the intersection of Cottonwood ) Road/Durston Road. Future plans call to expand Fowler Avenue to a five-lane roadway and to extend the corridor between Durston Road and Oak Street. It is unknown at this time what traffic control would be in place at the intersection of Fowler Avenue/Durston Road once the future expansion is constructed. For the purposes of this analysis, all-way stop control was assumed. Further discussion and analysis of these in- ) tersections is provided in Section 5. ) Robert Peccia&Associates A Z ) December 17,2015 j Durston and Cottonwood Road Improvement Project Traffic Engineering Report Table 3.2: Projected Conditions Operational Analysis AM Peak Hour :;4:,iti,kfi:03:i. ;) Location Delay (s/veh) LOS.. Deyh) OS ,. rzlifitotArifilirz&H"Northbound s. 13.2 13:0 1sebihrA Southbound 16.1 C 14.5 B 1 Eastbound 24.7 C D } Westbound -141111r16.7 C 43.3 E Northbound 19.8 X37:6 ISE Southbound 11 15.1 14.6 B..... Eastbound 42.0 E 44.9 :s1.4 ; Westbound 0.8D134.7r. ISouthbound trtteithirtgr. :rCl:Te±::ri gar::::::."1:{1,71'2'90,51„, 6.047.0 ) _ g Eastbound11::..e:„:"::laa_ 5 :I:::I 1 t::I ttrrn.6 I::1:61 acat:";L:,,c,1;1:::421 1.3sill:?;:tmiliiilir_ t AT::fri Westbound0 0.4 Northbound 20.2 ( '0 32::8 j::::;1""D Southbound 64.8 77. F Eastbound 64.8 ' 17T.1 0 Westbound 122.7 4 215.9 F j ri2frli e rat a tea d .Rr7 , 1 I Northbound 12.7 r B x13.0 B Southbound 12.1 B 1211.- .9 B Eastbound 238.7 F :220.5 ,a I ) ritil Westbound 522.57 Q 304.0 Northboundtlat B is 23.6 C Eastbound 0.0 A 0.0 A Westbound 3.0 A A Northbound 11.4 B B Southbound 14.7 B 15.2 C rf.tidEastbound nil 0.5 '. A '. 0.0 Westbound 1.5 A 0.8 Northbound 0.8 A 0.3 A Southbound 1.1 A 2.7 A Eastbound 114.6 = F 3,2958 F Westbound 97.4 F 1,359.1 F *Calculated delay is outside of the computational bounds for Vistro 3.0. TWSC-Two-way Stop Controlled AWSC-All-way Stop Controlled j l Robert Peccia&Associates I 1 p December 17,2015 v ) Durston and Cottonwood Road Improvement Project Traffic Engineering Report ) 4. SAFETY r Crash data were provided for five intersections(Laurel Parkway and Durston Road, Cottonwood Road and Durston Road, Ferguson Avenue and Durston Road, Fowler Road and Durston Road, and Babcock Street and Cottonwood Road)within the study area.The provided crash data contained information such as crash time, location, manner of collision, contributing circumstances, driver's age, etc. This information was ana- ) lyzed to identify any trends. The following subsections present the results of this analysis. 4.1 . STUDY AREA CRASH ANALYSIS Crash data were obtained from the MDT Safety Management System for the three year period from January ) 15t, 2011 to December 27th, 2013. The provided crash data included crash type, frequency, location, and severity of each crash. The crash reports are a summation of information from the scene of the crash provided by the responding officers. As such, some of the information contained in the crash reports may be subjective. It should be noted that in this corridor, only crash reports from the Montana Highway Patrol are available for analysis. Those reports from local law enforcement that are not reported to the Montana Highway Patrol are not contained in the database and are not included in this analysis. ) According to the MDT crash database, a total of 12 crashes were reported at the five intersections during the three year period. The limited available data make identifying crash trends difficult and potentially not statistically significant. Table 4.1 gives a summary of the number of reported crashes during the three year period of record. ) Table 4.1: Crash Frequency Summary Number of Crash rate Intersection I crashes (crashes/year) Laurel Parkway and Durston Road 1 0.33 Cottonwood Road and Durston Road 2 0.67 Ferguson Avenue and Durston Road 8 2.67 Fowler Road and Durston Road 0 0.0 ) Cottonwood Road and Babcock Street in 0.33 4.1.1. Crash Pohlad Crash data for the intersection were evaluated based on the time of day the crash occurred. As presented in Figure 4.1, crashes appear to be spread throughout the day with a peak between 4:00 PM and 6:00 PM. With respect to the month of the year in which a crash occurred, no clear trends stand-out. Figure 4.2 ) presents the distribution of crashes based on the month in which the crash occurred. ) ) ) Robert Peccia&Associates 4 (>1 December 17,2015 .7 ) Durston and Cottonwood Road Improvement Project Traffic Engineering Report i w ) m � U o _a _ - I ) E • Cn CC CC oQ oQ oQ oQQ °Q " ti° D`° 6 ¢° °° ti ti a° Sr a° o° Figure 4.1: Time of Day ) N N-12 ) ) i JPA JP� eQ�'J eQ�v SP1 ,J�Q ,Jz1or . P Figure 4.2: Month of Year ) 4.1.2. Ei aevfrciaaawEich a Grac ur -) ) Crash data were reviewed to identify any trends that may exist related to environmental factors such as weather, roadway surfacing, and light conditions. All but two crashes occurred on dry roads, the remaining crash occurred on wet roads. The weather condition for seven crashes was clear, the remaining five crashes occurred during cloudy conditions. Lighting conditions were reported as daylight and dark lighted ) as presented in Figure 4.3. ) Robert Peccia&Associates 20 December 17, 2015 Durston and Cottonwood Road Improvement Project Traffic Engineering Report Dark Not Lighted 2 Crashes 17% ) j Daylight ii i ; 10 Crashes 83% Figure 4.3: Lighting Conditions Of the 12 reported crashes, all but one crash involved two vehicles. Nine of the crashes were right angle crashes. The remaining crashes were left turn, opposite direction or other. Figure 4.4 illustrates the distri- ) bution of crash types reported for the intersections. ) i Left Turn, Opposite Direction Other 1 Crash 2 Crashes 8% 17% j ) Right Angle 9 Crashes 75% j ) Figure 4.4: Crash Type Sai'E$ty 11 3Q; 'ir;'9it1nd4 8rocAlly is ) Three quarters of all crashes were listed as right angle crashes. This crash type is common at four-way stop-controlled intersections. No severe injuries were reported at this intersection. Alcohol was listed as a contributing factor for one crash. Failure to yield right of way, inattentive driving, and disregard for traffic control devices were the most commonly listed contributing factors with all but two of the crashes listing at } least one of the aforementioned contributing factors. Robert Peccia&Associates 21 December 17,2015 Durston and Cottonwood Road Improvement Project Traffic Engineering Report 5• TRAFFIC RACCIC SIGNAL WARRANT ANALYSIS A traffic signal warrant analysis was conducted to evaluate if a traffic signal would be warranted under existing conditions at the intersections of Cottonwood Road/ Babcock Street, Cottonwood Road /Durston ) Road, and Ferguson Avenue / Durston Road under existing conditions. The signal warrant analysis was conducted using guidelines outlined in the 2009 Edition of the Manual on Uniform Traffic Control Devices (MUTCD). ) According to the MUTCD, there are nine signal warrants that should be analyzed for the installation of a traffic signal. The warrants are related to vehicle traffic conditions, pedestrian traffic, and physical charac- 1 teristics. The following warrants are contained in the MUTCD: • Warrant 1: Eight-Hour Vehicular Volume ) • Warrant 2: Four-Hour Vehicular Volume • Warrant 3: Peak Hour • Warrant 4: Pedestrian Volume li • Warrant 5: School Crossing g ) • Warrant 6: Coordinated Signal System • Warrant 7: Crash Experience • Warrant 8: Roadway Network • Warrant 9: Intersection Near a Grade Crossing The MUTCD states that a traffic signal should not be installed unless one or more warrants are satisfied, however, meeting one or more warrants does not require the installation of a traffic signal. Note that it may not be appropriate in every case to install a traffic signal at every location that meets warrants. Alternatives to traffic signals, such as roundabouts, reduced access, revised intersection geometrics, etc., may be ana- lyzed as other potential traffic control measures. ®°I® WARRANT RESULTS This section discusses the results of the signal warrant analyses conducted for the intersections of Cotton- ) wood Road / Babcock Street, Cottonwood Road / Durston Road, and Ferguson Avenue/ Durston Road. Appendix D contains the signal warrant analysis worksheets. Warrant 1: Eight-Hour Vehicular Volume This warrant is intended for applications at locations where a large volume of intersection traffic is the principal reason to consider the installation of a traffic signal (Condition A) or where the traffic volume on ) the major street is so heavy that traffic on the minor street experiences excessive delay or conflict in enter- ing or crossing the major street (Condition B) during any eight hours of an average day. The criteria for Warrant 1 may be met if either Condition A or Condition B is met. A combination of Condition A and B can be used and is intended for applications where Conditions A and B are not satisfied individually and should ) be applied only after an adequate trial of other alternatives has failed to solve the problem. • Cottonwood/Babcock: There were 0 qualifying hours for Condition A, and 0 qualifying hours for Condition B. —Not Met • Cottonwood/Durston: There were 4 qualifying hours for Condition A, and 1 qualifying hours for Condition B. —Not Met `--;) • Ferguson/Durston:There were 4 qualifying hours for Condition A, and 1 qualifying hours for Con- dition B. —Not Met ) i Robert Peccia&Associates 22 December 17,2015 ) Durston and Cottonwood Road Improvement Project Traffic Engineering Report Warrant 2: Four-Hour Vehicular Volume This warrant is intended for locations where the volume of intersecting traffic is the principal reason to consider installing a traffic control signal. This warrant requires that the combination of the major-street traffic (total of both approaches) and the higher-volume minor-street traffic (one direction only) reach the ) designated minimum volume during any four hours of an average day. ) • Cottonwood/Babcock: There were 0 qualifying hours for Warrant 2. —NOT MET • Cottonwood/Durston: There were 3 qualifying hours for Warrant 2. —NOT MET • Ferquson/Durston: There were 3 qualifying hours for Warrant 2.—NOT MET Warrant 3: Peak Hour This warrant is intended for use at a location where traffic conditions are such that for a minimum of one hour of an average day, the minor-street traffic suffers undue delay when entering or crossing the major ) street. This warrant requires that the combination of the major-street traffic (total of both approaches) and the higher-volume minor-street traffic (one direction only) reach the designated minimum volume. Warrant 3 is intended for"unusual"cases, such as office complexes, manufacturing plants, industrial com- plexes, or high-occupancy vehicle facilities that attract or discharge large number of vehicles over a short ) time. If this warrant is the only warrant met and a traffic control signal is justified by an engineering study, ) the traffic control signal should be traffic-actuated. ) • Cottonwood/Babcock: Intersection does not meet the"unusual" case criteria. —NOT MET • Cottonwood/Durston: Intersection does not meet the"unusual" case criteria. —NOT MET ) • Ferguson/Durston: Intersection does not meet the"unusual"case criteria. —NOT MET ) Warrant 4: Pedestrian Volume ) This warrant is intended for locations where the traffic volume on a major street is so heavy that pedestrians ) experience excessive delay in crossing the major street. The criteria must be met for each of any four(4) hours of an average day under Condition A or for one hour of an average day under Condition B. This warrant does not apply to locations where the distance to the nearest traffic control signal or STOP sign controlling the street that pedestrians desire to cross is less than 300 feet. ) • Cottonwood/Babcock: There were 0 qualifying hours for Condition A and 0 qualifying hours for ) Condition B. —NOT MET • Cottonwood/Durston: There were 0 qualifying hours for Condition A and 0 qualifying hours for \ Condition B. —NOT MET • Ferquson/Durston: There were 0 qualifying hours for Condition A and 0 qualifying hours for Con- ) dition B. —NOT MET Warrant 5: School Crossing This warrant is intended for locations where school children crossing the major street are the principal reason to consider installing a traffic control signal. This warrant addresses the unique characteristics that ) a nearby school may have on the roadways. It requires that the major roadway be unsafe to cross and that there are no other feasible crossings in the area. • Cottonwood/Babcock There is no nearby school to justify Warrant 5. —NOT MET • Cottonwood/Durston: Does not meet the school crossing requirements.—NOT MET • Ferguson/Durston: Does not meet the school crossing requirements. —NOT MET a Robert Peccia&Associates an ) December 17, 2015 J I 1 Durston and Cottonwood Road Improvement Project Traffic Engineering Report Warrant 6: Coordinated Signal System This warrant is intended for locations within a coordinated signal system where a signal is necessary to provide for the proper platooning of vehicles.This warrant should not be applied where the resultant spacing of traffic control signals would be less than 1,000 feet. • Cottonwood/Babcock: Traffic signal is not needed to provide for proper platooning. —NOT MET • Cottonwood/Durston: Traffic signal is not needed to provide for proper platooning. —NOT MET • Ferquson/Durston: Traffic signal is not needed to provide for proper platooning. —NOT MET Warrant 7: Crash Experience ➢ This warrant is intended for locations where the severity and frequency of crashes are the principal reason to consider installing a traffic control signal. • Cottonwood/Babcock: The intersection does not have the required crash history to meet Warrant 7. —NOT MET • Cottonwood/Durston: The intersection does not have the required crash history to meet Warrant 7.—NOT MET • Ferquson/Durston: The intersection does not have the required crash history to meet Warrant 7. —NOT MET j Warrant 8: Roadway Network This warrant is intended for locations where the installation of a traffic signal may encourage concentration i and organization of traffic flow on a roadway network. • Cottonwood/Babcock: Babcock Street is not a major route, therefore the intersection does not meet the criteria for Warrant 8—NOT MET • Cottonwood/Durston:The intersection meets the criteria for Warrant 8 based on Cottonwood and Durston Roads being considered "major routes".—MET • Ferquson/Durston: Ferguson Avenue is not a major route, therefore the intersection does not meet the criteria for Warrant 8. —NOT MET Warrant 9: Intersection near a Grade Crossing This warrant is intended for locations where none of the conditions described in the other eight traffic signal warrants are met, but the proximity to the intersection of a grade crossing on an intersection approach controlled by a STOP or YIELD sign is the principal reason to consider installing a traffic control signal. • Cottonwood/Babcock: The intersection is not near a grade crossing.—NOT MET • Cottonwood!Durston: The intersection is not near a grade crossing—NOT MET • Ferquson/Durston: The intersection is not near a grade crossing—NOT MET 5.2. CONCLUSION The purpose of this evaluation was to determine if a traffic signal is currently warranted for the intersections of Cottonwood Road/Babcock Street, Cottonwood Road/Durston Road, and Ferguson Avenue/Durston Road. This signal warrant analysis was conducted based on existing traffic conditions and does not include impacts from planned and/or already approved developments. For the intersection of Cottonwood Road / Durston Road the criteria for Warrant 8 was met. The other two intersections evaluated do not currently meet signal warrants. Re-evaluation of these intersections may be necessary as development occurs in the area. Detailed signal warrant analysis worksheets can be found in Appendix D. Robert Peccia&Associates 24 ) December 17, 2015 �F ) ti Y: Durston and Cottonwood Road Improvement Project Traffic Engineering Report ) 6. IMPROVEMENT OPTIONS A list of transportation system improvements strategies was developed to address identified needs within the study area. The goal of the improvement options is to improve safety and operations by providing ap- propriate traffic control and geometrics to address existing and projected traffic conditions. Appendix E provides conceptual exhibits for the options discussed in this section. Cost estimates are provided in Ap- ' pendix G. 6.1. MAINLINE ROADWAYS Improvements to the mainline roadways are needed to adhere to existing City of Bozeman design standards and to accommodate existing and projected traffic demand. The planned typical sections for the project roadways were identified to match existing configurations of already reconstructed segments, to meet cur- ) rent standards based on roadway functional classification, and to ensure ample capacity to accommodate future growth. The following sections describe the typical sections used for the project roadways. I ' `il.,`� ilJ t�{7 FIE r+olfl f O ))-1011 c;l4AG)): k•ca Leah Durston Road and Baxter Lane will both be constructed to a typical section, as presented in Figure 6.1, consisting of two 12-foot travel lanes, a 14-foot TWLTL, five-foot bicycle lanes, curb and gutter, 18-foot grass boulevards, and six-foot sidewalks. This typical section is consistent with the minor arterial standards with 100-foot right-of-way. y✓�.✓,z, .. 'r°� Lr ✓ ,_� ,r Ali `" ,,.✓� ,�- -1;127:7+72 rr fr w^ .,�iI ,ilL3e.r.,%"os Srsyyy .,uIt-- r-iTs ~ fi r A - .;x � �fi 7:21»+y- r.r, YsrY r 'y„!v .r� - r x 7 r - s + c z I r ye3 ' 61 I $''ud S - { r «"r i { r ] � ! r . 3 f mow` i ' r � { ., i B f ._f— I®I®.•0®I If•OIL j t - ;�"/ fxw YIII:`t ;.,,,.._I7 ,. .mma�,,..sz 7- ---« a, 227V »..., ,+772- ar .. :'<sYn F��.Las✓>, i2.1+t- Figure 6.1: Durston Road and Baxter Lane Typical Section ) q ) V��,'ti !�' if,;0" t{bf,/ifilCr':ft490tt iJ irUK..de k1.1 Cottonwood Road will be constructed to two different typical sections.The typical section from Fallon Street j to Oak Street will be constructed to match the existing typical section between Fluffine Lane and Fallon Street which consists of four 12-foot travel lanes, a 31-foot center median, five-foot bicycle lanes, curb and gutter, five-foot grass boulevards, and 6-foot sidewalks for a total right-of-way of 120 feet consistent with principal arterial standards. From Oak Street to Baxter Lane, the typical section will be constructed to in- 1 elude four 12-foot travel lanes, a 16-foot center median, five-foot bicycle lanes, curb and gutter, 12-foot grass boulevards, and six-foot sidewalks for a total right of way of 120 feet consistent with principal arterial standards. Both typical sections are shown in Figure 6.2. Robert Peccia&Associates 015 C December 17, 2015 J Durston and Cottonwood Road Improvement Project Traffic Engineering Report I ) p i +ft.��s.Z'✓��Y �� y3v�5'!.a,�� ;.},.r��i�`.,�.�������� .in'Fx 7`+ �k�v �iia"✓'x� Af+� f5d`3 S.�i�'i`} 'a� ��fl f / P "✓n" `Iii E :, A srn-' ,. 'y` �' 1%�'" `+rl Y' ? -. -"' e-_.e- .< 4r w,t ; ?,{. a: ���"�2m,.�,�zf�..£'is .y:.-"! t 4 �... a'`�r.. � ;T1 'e z� � n i7? Z2 �" , '�'� �s✓ .�#`c' �'..��'j .r.�=-; �'�^.a"#' r- 1 3 ) �CS<. , ,�.Fs .0 / � .fir ' '`�'^�ffi°` ren a 4 'c"F��,'.0 ri- �r, .x'b'�'. �" ' 2 �x 'JI �-ar-f�s))143:1':j' t4_ro1'�5; rt&f�vlmrr:�.` - s� .3��.� Figure 6.2: Cottonwood Typical Section 6.2. MAJOR INTERSECTIONS ) An evaluation of improvement options for the major intersections was made to address identified needs and accommodate existing and projected traffic demand. The improvement options were developed with the understanding that the roadway corridors would be developed using the typical sections discussed previously. Each major intersection was evaluated under the current configuration for both existing and projected traffic volumes. For those locations where the current configuration was deemed insufficient to accommodate projected traffic volumes, an evaluation for changes in traffic control (i.e. traffic signal or roundabout)was made. For the operational analysis, basic assumptions for geometrics, signal timing, etc. were made to conduct"planning-level" analyses. Detailed data from the intersection operation analysis is contained in the appendix. In addition to the eight major intersections that were previously analyzed, intersection layout scenarios for the intersection of Cottonwood Road/Oak Street were also investigated. Currently, the intersection has no north or east leg. Additionally, the west leg, Oak Street, is a dead-end road with no existing housing. Traffic volumes for this analysis were based on volumes provided by Sanderson Stewart as part of the Oak Street Improvement Project from L Street to Cottonwood Road2. ) For alternatives with stop control or traffic signals, the Highway Capacity Manual 2010 (HCM) method was used for operational analysis. Roundabout alternatives were evaluated using the HCM method with ad- justed coefficients based on research performed by the Wisconsin Department of Transportation'. In addition to the traffic operations analysis, a list of identified advantages and disadvantages were Bevel- ) oped for each improvement option. Planning level cost estimates are also included and are listed in 2015 dollars. The planning level costs include estimates for construction, right-of-way, preliminary engineering, ) and construction engineering and, in some cases, include segments of roadway reconstruction in addition to intersection reconstruction. 2 Oak Street Improvement Project from L Street to Cottonwood Road, Sanderson Stewart, Unpublished ) 3 Page 27, Facilities Development Manual, Wisconsin Department of Transportation, December, 20, 2013 Robert Peccia&Associates 4,6 December 17,2015 LV I i Durston and Cottonwood Road Improvement Project Traffic Engineering Report ) j ) , (l I iiIr .il 4i');&MN. 'i if oil II)t'1 ff -netY12 orrlt�.lI 1.A - All-way Stop Control Description: -F-7r The intersection of Laurel Parkwayand - J, - Durston road is a three-legged intersection r with stop control on Laurel Parkway. At the l 1s time of this report, the intersection is being re- - ) constructed to an all-way stop controlled inter- Il ; r, section as part of the Lakes at Valley West , k development. As such, Scenario l.A assumes - j the intersection will be an all-way stop con- 0 Y trolled intersection for projected operational , , r Traffic Operations: Existing(TWSC) Projected(AWSc) _--_ • Existing configuration does not in- ) '' AM PM AM I PM dude a northbound approach leg Location Delay LOS j Delay LOS , Delay # LOS Delay LOS • Minimal delay under existing traffic ` o i..7 conditions e • Projected operational conditions 13.2 B 13.0 B were evaluated as an all-way stop Southbound 14.2 B 16.1 16.1 14.5 B Eastbound 0.2 A 0.c 2a.7 27.1 D controlled intersection Westbound 0.0 A 0.0 A 16.7 fl® • Increased delay along Durston *Northbound leg not yet constructed Road under projected traffic condi- TWSC-Two-way Stop Controlled;AWSC-All-way Stop Controlled tions Advantages: Disadvantages: • Intersection currently being reconstructed to all-way stop • Limited additional capacity available ) configuration • All-way stop with approaches having multiple lanes is undesirable due to potential driver confusion, opera- tional concerns, and safety issues Potential Barriers/Constraints: ) • None identified Estimated Cost: ) N/A(currently under construction) Conclusion/Summary: This option is shown to accommodate existing and projected traffic demand. However, the long-term life of this configure- tion is limited as vehicle delay and queuing is shown to reach desirable thresholds under projected conditions.Additionally, having approaches with multiple lanes is generally undesirable. ) ) Robert Peccia&Associates 27 December 17,2015 1 Durston and Cottonwood Road Improvement Project Traffic Engineering Report i 1.13 - Traffic Signal r Description: /// 1 / Scenario 1.B assumes the installation of a traf- ` £ t fic signal and associated roadway geometric �j i ,� , ) changes. This scenario includes dedicated - }iI left-turn bays and shared through/right lanes ,', for all legs of the intersection. Signal timing as- j t a " I r sumed no protected phasing for any leg. t x^ Note that signal warrants would need to be d _ - met prior to installation of a traffic signal. This location was not evaluated for signal warrants - :=") '> ' E, [ "" as part of this report. Further evaluation would 9 ___,,,..=...—m,),),-)„,_ be needed as development occurs in the area. y 3 t 1 xIpt a�F� A P ) F � ) az ! tb Traffic Operations: I Existing i Projected • Existing configuration does not in- e,t-4-ire-Vmgct,F).- )m...4 ,,v0,-,),'„,r) „b. ) AM PM Ann Pm clude a northbound approach leg a Loc AA _ e vDelay Delay LOS • LOS C or better for all movements Location DelayLos DelayLOS � LOS under existing and projected traffic conditions Northbound 14.3 172 B Southbound 19.9 Igi 16.3 B 21.5C Eastbound ® 11.0 B 159 flfl B i Westbound 12.8 B 13.4 B 15.9 B 17.5 B *Northbound leg not yet constructed ) Advantages: Disadvantages: • Traffic signal can be adapted to changing traffic conditions • Induced delay during off-peak hours • LOS of C or better for all movements under projected traffic • Potential for increase in severe crashes conditions • Potential for higher vehicle emissions compared to _) • Minimal impact to adjoining properties roundabouts Potential Barriers/Constraints: • Would need to meet signal warrants prior to installation Estimated Cost: ) $1.0 Million Conclusion/Summary: ) This scenario provides capacity to accommodate existing and projected future demands. Signal warrants would need to be met prior to installation. ) Robert Peccia&Associates I Ap December 17,2015 Lv Durston and Cottonwood Road Improvement Project Traffic Engineering Report ) 1.0 - Roundabout Description: x 1 Scenario 1.0 includes the construction of a 3, / ( ; , roundabout at this intersection. The rounds- g( `� Y ' boutwould be a single lane configuration.The {r$ roundabout would accommodate a WB-50 de- ) a -tet a f 'X \ t�t `•— , �..' ' F �I I � � i 8J Traffic Operations: Existing Projected • Existing configuration does not in- AM PM AM PM dude a northbound approach leg ® Location aF Delay ; LOS Delay I LOS ! Delay LOS Delay Los • Low delay for all analysis periods -Witnariaiffcefal?jeer . Northbound MOM 7.6 A 6.4 A Southbound 4.9 A 9.7 � 6 0® A A �� Eastbound A Westbound A 5.2 6.1 A 5.7 A 11.1 B *Northbound leg not yet constructed _ Advantages: Disadvantages: • Less overall delay than signal option • Greater additional right-of-way requirements than a traf- • No induced delay during off-peak hours fic signal • Improved safety • LOS of B or better under projected traffic conditions Potential Barriers/Constraints: • Additional right-of-way needed ) • Residence on northwest quadrant ) Estimated Cost: $2.0 Million Conclusion/Summary: This scenario provides the greatest benefits to safety and traffic operations. However, a roundabout configuration would require the greatest amount of new right-of-way. Robert Peccia&Associates 29 December 17,2015 Durston and Cottonwood Road Improvement Project Traffic Engineering Report r ; f Ua, 95tii,vlyt±)((DO fci4,) auC1 Brut] 't,$)!!,1 iiiiiY,`IF�i� LA — All-way Stop Control Description: y _ ) )t' ; 1, The Cottonwood Road and Durston Road in- , V .3_ I # ' tersection is currently all-way stop controlled. Each leg of the intersection currently allows for ���F� ��� j�I{� � , � all movements. _ �g 'E tp I; At the time of this writing, a traffic signal is be- Ait. 11 ing installed at the intersection as part of the �, A' t Lakes at Valley West development. Under the ' ) 34 'C , new construction, however, Cottonwood Road I t�p\ and Durston Road are not being expanded to YV i i ,,ry r-ira; reflect the desired typical sections discussed I-, `- previously. " t t te; ,t The all-way stop control alternative evaluated 42, f ' herein includes expansion of Cottonwood { a Road in addition to a dedicated right-turn lane ) i, l l j 11 �; on Durston Road. In addition, a two-way stop I {ja controlled alternative was evaluated, but re- 11 :,)3 Y = - s suited in operational failure along Durston t Road. Therefore, the two-way stop alternative j ! - 1 was not included in this report. ' ;i > _ll'} _?3 w_ Traffic Operations: Existing I Projected • Westbound approach operating at AM PM AM PM LOS D under existing traffic condi- ,% LOS DelayLOS ! Dela LOS Location Delay y Delay !. LOS tions • Intersection operating at LOS F dur- ° t ing PM peak hour under projected Northbound• 11..8 B 153 C C � • E traffic conditions Southbound 10.0 0 10.7 c B . Does not provide ample capacity to Eastbound 18.0 C 16.0 42.0 © 44.9 Westbound 14.6 B 30.7 D 30.8 D 134.7 accommodate projected demand Advantages: Disadvantages: • None • Projected failing LOS during peak hours. •All-way stop with approaches having multiple lanes is undesirable due to potential driver confusion, opera- tional concerns, and safety issues Potential Barriers/Constraints: • None identified ) Estimated Cost: N/A ) Conclusion/Summary: This option does not provide enough capacity to accommodate projected traffic demands. The all-way stop configuration is also undesirable due to the approach legs having multiple lanes. Robert Peccia&Associates q O December 17,2015 �7 Durston and Cottonwood Road Improvement Project Traffic Engineering Report ) 1 ) ) 2.B - Traffic Signal Description: '-'1-41„,„„„i I1 Scenario 2.B assumes the installation of a traf- . - 1 j fic signal at this intersection. The intersection t� �, ' � currently meets signal warrants as discussed ) 4 u 1 ' li� in Section 5. „i ' The proposed intersection configuration con- ( sists of dedicated left-and right-turn bays and < 1 f two dedicated through lanes for the south leg; ,L a dedicated left-turn bay, one dedicated ' i`" y ,f Tr-, r �'N t3y 1, I through lane, and a shared through/right lane IL for the north leg; dedicated left-and right-turn jafi), 1r ; rrrrrrr bays and a dedicated through lane for the west leg; and a dedicated left-turn bay and I f i" 4 . - shared through/right lane for the east leg. ) 1 Jt rI il€I. j { ffic al is y in- ' it #ll - ` stalled at this rlocatonn The approach h leg sae ) ri!` I' r 1 r 4 r -> = not currently being reconstructed to the typical I h �jr, sections discussed previously. However, ' E l some portions of the intersection are likely to l r 11:. `a 4 I 'r " �% remain in place should future expansion oc- cur. r ) Traffic Operations: Existing i Projected • The intersection and all approach AM PM ; AM PM legs are shown to operate ata LOS Location Delay LOS Delay LOS Delay LOS Delay L_os_ C or better under existing and pro- , �.<.� LOS_ , jetted conditions. ® tet' r - . • The configuration is shown to have Northbound 17.9 B 0 201 24.1 c ample capacity to accommodate fu- Southbound 15.6 B5.5 �� C �� ture demand. Eastbound 10.9 10.4 B Westbound 19.0 13.0 22.5 C 21.8 C ) Advantages: Disadvantages: • Traffic signal can be adapted to changing traffic conditions • Induced delay during off-peak hours ) • LOS of C or better for all movements under projected traffic • May increase vehicle speed through the intersection conditions • Potential for increase in severe crashes • Available capacity for additional demand • Potential for higher vehicle emissions compared to • Minimal impact to adjoining properties roundabouts ' Potential Barriers/Constraints: ) • Some additional right-of-way needed ) • Wetlands in southwest quadrant ) Estimated Cost: $2.2 Million (includes modifications to the existing traffic signal) Conclusion/Summary: This scenario provides capacity to accommodate existing and projected future demands. A traffic signal is currently being ) constructed at this intersection. I i Robert Peccia&Associates ) December 17,2015 31 is i r Durston and Cottonwood Road Improvement Project Traffic Engineering Report r ) 2.0 - Roundabout Description: [ { , `"�` I rli Scenario 2.0 would reconstruct the intersec- -*) 2 $ t : ! tion to include a multi-lane roundabout. All of -- j ' the legs of the roundabout would have two ap- , , 1 proaches. The north, east, and south legs �T �r ). Yj I1) would allow for through and right-turn move- I� r;° }', ments from the right lane and through and left- ia turn movements from the left lane. The west _ leg would allow for only right-turns from the right lane and through and left-turns from the left lane. ) 1...)---1-1:---e--,- r .i �,^ ; —rya- ' . 4 I 4 e J,-it i Traffic Operations: Existing Projected • All approach legs operating at LOS AM PM AM PM A under existing traffic conditions Location tion Delay LOS Delay LOS Delay LOS Delay LOS • All approach legs operating at LOS s „ C or better under projected traffic conditions Northbound, 5.4 A 4.9 A 9.5 A 11 a Southbound 3.94.7 A 7.2 A 10.7 B Eastbound 5.6 5.2 A 17.3 C 10.4 B ) Westbound fl A 5.5 A 9.5 A 18.0 0 Advantages: Disadvantages: • Less overall delay than traffic signal • Significant amount of new right-of-way needed • Available capacity for additional demand • Would require pedestrian signal on all approaches • No induced delay during off-peak hours • Improved safety -) Potential Barriers/Constraints: ) • Significant new right-of-way needed ) • Residence in southeast quadrant • Wetlands in the southwest quadrant Estimated Cost: ) $3.7 Million ) Conclusion/Summary: ) This scenario provides the greatest benefits to safety and traffic operations. However, a roundabout configuration would ) require the greatest amount of new right-of-way. Pedestrian signals would also be required along the multi-lane approach legs. : ) Robert Peccia 8 Associates I 3,f December 17,2015 L 1Durston and Cottonwood Road Improvement Project Traffic Engineering Report ' i h ) .'ii„ lr I 4)J0©WS illidriUl il(Q-N..)) E,laii0 IIi)tihw i:GnGlI to;A«; ) ) 3.A — Stop Control along Flanders Mill Road Description: Flanders Mill Road and Durston Road inter- sect at a three-legged intersection. At the in- D tersection, a single lane on Flanders Mill Road provides for left- and right-turns onto Durston Road. The typical section of Durston Road w I consists of two travel lanes, a TWTL, and bi- cycle lanes in each direction. A crosswalk on 1 the west leg of the intersection provides pe- ) r A ', - destrian access from a shared use path to i,77. --...; ,,,, f iaa _ ' Meadowlark Elementary School in the north- -- '_ awest quadrant of the intersection. __.. _ _u The existing configuration includes stop con- trol along Flanders Mill Road. Scenario 3.A in- ) cludes reconstruction of the approach legs while the existing stop control would remain in place. ) In addition, an all-way stop control scenario was evaluated. Under an all-way stop control scenario the intersection is shown to fail under projected conditions and would also result in i ) significant delays and queuing along Durston. ) Traffic Operations: , Existing Projected • Intersection operating at LOS D AM PM AM PM during the AM peak hour under ex- ) Location ' Delay l LOS Delay LOS r Delay LOS Delay LOS isting traffic conditions ) y • Intersection operating at LOS F for both AM and PM peak hours under Southbound C 11.1 in 256.0 P 47.0 E projected traffic conditions. Eastbound 1.5 A 1.3 A 1.5 A 1.3 A ) Westbound 0.0 A 0.0 A 0.0 A 0.0 A Advantages: Disadvantages: ) • Minimal impacts to adjoining properties • High amounts of delay along Flanders Mill Road. • Little delay along Durston Road • Does not have ample capacity to meet projected demand. 1 • Does not provide a protected pedestrian crossing along ) Durston Road Potential Barriers/Constraints: • Proximity to Meadowlark Elementary School ) Estimated Cost: ) $0.6 Million Conclusion/Summary: This option does not provide enough capacity to accommodate projected traffic demands. Projected conditions show long vehicle delay and queueing along Flanders Mill, particularly during the AM peak hour. ) Robert Peccia&Associates I 33 December 17,2015 ) Durston and Cottonwood Road Improvement Project Traffic Engineering Report 3.6 - Traffic Signal Description: ' ( Scenario 3.B assumes that a traffic signal would be installed at this intersection.The pro- ) i posed intersection configuration for this sce- nario nario would be the same as Scenario 3.A. which includes a shared left/right lane for the y north leg; a dedicated left-turn bay and dedi- r cated through lane for the west leg; and a shared through/right lane for the east leg.Traf- fic signal timing for this scenario assumed no " protected turn phasing. 9 ilii,, Jar � is Note that signal warrants would need to be } ` ` V` met prior to installation of a traffic signal. This y location was not evaluated for signal warrants as part of this report. Further evaluation would be needed as development occurs in the area. II : ) Traffic Operations: Existing Projected • LOS C or better for all movements AM PM AM PM under existing and projected traffic Location Delay _ LOS j Delay LOS I Delay LOS Delay LOS conditions a ' Southbound 18.4 n 15.0 B 25.8 a 24.9 n Eastbound 13.0 B 14.6 B Westbound 11.7 B 13.2 B B ) Advantages: Disadvantages: ) • Traffic signal can be adapted to changing traffic condi- • Induced delay during off-peak hours tions • Potential for increase in severe crashes ) • Available capacity for future demand • Potential of higher vehicle emissions compared to round- • Minimal impacts to adjoining properties abouts • Protected pedestrian crossings Potential Barriers/Constraints: • Would need to meet signal warrants prior to installation ) • Proximity to Meadowlark Elementary School Estimated Cost: $0.9 Million Conclusion/Summary: ) This scenario provides capacity to accommodate existing and projected future demands. Signal warrants would need to ) be met prior to installation. l Robert Peccia&Associates 34 ) December 17,2015 i f ) Durston and Cottonwood Road Improvement Project Traffic Engineering Report i ) 3.0 - Roundabout Description: x I' _ Scenario 3.0 would reconstruct the intersec- - I( tion to include a single lane roundabout. The [ ! roundabout would accommodate a WB-50 de- II 1 !!! sign vehicle. t I hnlu ) 4 I3 Traffic Operations: Existing Projected •All approach legs operating at LOS AM PM AM PM A under existing traffic conditions Location Delay LOS Delay LOS Delay LOS Delay LOS • All approach legs operating at LOS B or better under projected traffic 'a® conditions Southbound 3.8 A 8.6 A 6.1 ) Eastbound Westbound A 4.7 f 12.7 flf A ) Advantages: Disadvantages: • Minimal intersection delay under existing and projected • Would require additional right-of-way from all quadrants. ) conditions. • No induced delay during off-peak hours • Improved safety Potential Barriers/Constraints: • Additional right-of-way needed • Proximity to Meadowlark Elementary School ) Estimated Cost: $1.4 Million Conclusion/Summary: This scenario provides the greatest benefits to safety and traffic operations. However, a roundabout configuration would require the greatest amount of new right-of-way. ) Robert Peccia&Associates 35 December 17,2015 0 Durston and Cottonwood Road Improvement Project Traffic Engineering Report 7 ) `I•„ it r)40I tl.`i 8 i,] LA krer' He' , MEM li))ttill` 't r)ktl nOt,:l x) t ) 4.A- All-way Stop Control 1 / Description: i' 1 ' - The Ferguson Avenue and Durston Road in- tersection is currently configured as all-way stop controlled intersection. The south, east, ) i and north approaches of the intersection are ii ' single lanes allowing for all movements. The I west approach consists of a shared through- ) it j left and a dedicated right-turn bay. The typical t) ., 88 section of the north and south legs includes ) • j 1,I, bicycle lanes. Sidewalks are present on all legs. Scenario 4.A would result in reconstruction of 1 the intersection to include dedicated left-turn lanes and shared through/right-turn lanes on - 'j all approach legs. This scenario also includes all-way stop control. 1 ) Traffic Operations: Existing Projected • Northbound approach leg operating AM PM AM PM at LOS D under existing traffic con- ) Location Delay I LOS I Delay , LOS Delay LOS Delay LOS ditions riiitTi:..,yam. -- - g t R • Intersection operating at LOS F un- Northbound 13.3ell 29.9 D 20.2IllallD der projected traffic conditions J Southbound 13.9 B22.1 — P 68.6 Eastbound 12.1 B 20.9 F 177.1 Westbound 14.9 B 14.9 C ®© 215.9 F ) Advantages: Disadvantages: • Fits within existing right-of-way constraints • Does not accommodate projected demand • Extensive queuing, particularly along Durston Road under projected peak hour conditions Potential Barriers/Constraints: • None identified Estimated Cost: a ' $1.8 Million Conclusion/Summary: This option does not provide enough capacity to accommodate projected traffic demands. The all-way stop configuration is also undesirable due to the approach legs having multiple lanes. a 1 Robert Peccia&Associates 1 36 December 17, 2015 'u 1 Durston and Cottonwood Road Improvement Project Traffic Engineering Report ) 4.B - Traffic Signal Description: Scenario 4.B includes installation of a traffic signal at this intersection. The intersection configuration would consist of a dedicated left- i', _ • turn bay and a shared through/right lane for all x I r ?" legs of the intersection. No protected phases were included for any movement. The existing right-turn only lane on the west leg would be removed as part of this scenario. =::, Note that signal warrants would need to be met prior to installation of a traffic signal. The E7 analysis contained in Section 5 shows that ` - -1 • signal warrants are not currently met under ex- isting conditions. Reevaluation of signal war- _ ' rants will be necessary as development n: Ir, , occurs in the area. Traffic Operations: Existing Projected • All approach legs operating at LOS AM PM AM PM B under existing traffic conditions Location Delay LOS Delay i LOS Delay LOS Delay LOS • All legs operating at LOS C or better yr- v k, • )tea under projected traffic conditions _•i 0,:cit R.. , = i ,ter- ¢ ?- Northbound 15.4 B 15.9 B 20.9 C 25.9 C Eastbound 16.0 17.8 n • B 19.7 B 1 Westbound 14.0 B 16.2 B 16.3 B • Advantages: Disadvantages: • Traffic signal can be adapted to changing traffic condi- • Induced delay during off-peak hours tions • May increase vehicle speed through the intersection • Additional capacity for future demand • Potential for increase in severe crashes • Fits within existing right-of-way constraints • Potential for higher vehicle emissions compared to round- abouts • Significant reconstruction on the south leg to accommo- ) date the northbound left-turn lane Potential Barriers/Constraints: • Does not currently meet signal warrants • Wetlands on both the southwest and southeast quadrants of the intersection Estimated Cost: $2.1 Million Conclusion/Summary: This scenario provides capacity to accommodate existing and projected future demands. Signal warrants would need to be met prior to installation. Analysis shows that signal warrants are not currently met at this intersection. Reevaluation would be needed as development occurs to determine if/when warrants are met. Robert Peccia&Associates 27 December 17,2015 J 1 Durston and Cottonwood Road Improvement Project Traffic Engineering Report 1 i 4.0 - Roundabout ) Description: 1 II -i Scenario 4.0 includes replacing the all-way �` I' i stop control at this intersection with a single- ) i j lane roundabout. The roundabout would ac- j -, commodate a WB-50 design vehicle. ) ) 1t ) Ii i 1 1 ' Traffic Operations: ) Existing Projected • All approach legs operating at LOS j ' AM PM I AM PM A under existing traffic conditions Location Dela_Lo y LOS Delay LOS I Delay LOS Delay LOS •• Westbound legoperating at LOS D under projected traffic conditions 111,Vilt-tiW4I- raiWati-aratte3.7g3WW6M3-7—w / natal 8 NES ee Be 16 4 bou ) W sI bo ndd A 7.8 A 04.7 26.5 D Advantages: Disadvantages: ) • Less overall delay than a traffic signal • Greater right-of-way requirements than a traffic signal • No induced delay during off-peak hours • LOS of D along the westbound approach leg during pro- •i Improved safety over a traffic signal jetted PM peak hour conditions ) Potential Barriers/Constraints: • Additional right-of-way needed along all quadrants • Wetlands on both the southwest and southeast quadrants of the intersection ) • Residence in the northeast quadrant Estimated Cost: $2.3 Million Conclusion/Summary: This scenario provides the greatest benefits to safety and traffic operations. However, a roundabout configuration would require the greatest amount of new right-of-way. ) 2 Robert Peccia&Associates I 0p December 17, 2015 al) ) Durston and Cottonwood Road Improvement Project Traffic Engineering Report ) l\t'Yt.INMt . and 113ti I4 _74:n uitiir� d!!j 5.A-All-way Stop Control Description: The intersection of Fowler Avenue and Durston Road is currently a three-legged in- tersection with stop control along Fowler Av- i j enue. Future plans to complete Fowler Avenue from Oak Street to Babcock Street call for the intersection to be four-legged with a five-lane typical section on Fowler Avenue. For the purposes of a baseline analysis, all- ; way stop control was evaluated as the most in basic intersection traffic control scenario. The S ji� II L` I intersection could also be configured as a �,' two-way stop control along either Durston Road or Fowler Avenue. However, it would be F: undesirable to provide stop control along } Fowler Avenue due to the multiple lanes on each approach. It is also undesirable to pro- ) vide stop control along Durston Road due to the high traffic volumes. ) Traffic Operations: Existing(TWSC) Projected(AWSC) • All approach legs operating at LOS C AM PM AM PM or better under existing traffic condi- ) Location Delay LOS Delay :, LOS Delay LOS Delay LOS tions. j _,_. , ,, , �'.'< • Intersection operating at LOS F dur- aing both peak hours under projected Northbound B 12.7 B 12.7 Q 13.0 B r._ traffic conditions. Southbound 12.1 B 11.9 B Eastbound 0.0 A 0.0 A 238.7220.5 Eris Westbound 0.1 A 0.3 A ® 304.0 *Southbound leg not yet constructed TWSC—Two-way Stop Controlled;AWSC—All-way Stop Controlled Advantages: Disadvantages: • Fits within existing constraints • Undesirable due to potential driver confusion, operational concerns, and safety issues related to multiple lanes on approaches • Does not accommodate future traffic volumes along Durston Road Potential Barriers/Constraints: • None identified Estimated Cost: $1.7 Million Conclusion/Summary: This scenario does not accommodate projected traffic volumes. Significant delay and queuing is expected on Durston Road under projected traffic conditions. Robert Peccia&Associates 39 December 17,2015 Durston and Cottonwood Road Improvement Project Traffic Engineering Report 5.B - Traffic Signal Description: , Scenario 5.B includes construction of a four- legged intersection with signal control. The typical section of Fowler Lane is planned to be five lanes. Durston Road will be con- structed to a three-lane typical section with curb,gutter, bike lanes and sidewalks.The in- tersection would include dedicated left-turn and shared right/through lanes. —.` Note that signal warrants would need to be Al iC. ',III met prior to installation of a traffic signal. It is tit Ir It unknown when/if warrants would be met. 3 iIF� Traffic Operations: Existing Projected • All approach legs operating at LOS C j AM PM , AM PM or better under existing traffic condi- Location � ,. /a. $z��- Delay.._ LOS Inter Location Delay LOS I Delay I LOS Delay LOS 1 1 , n '�4� �i�_ • Intersection operating at LOS B under firr® projected conditions for both the AM Northbound r B 179 B ® c 0 and PM peak hours. Southbound 26.0 C 29.1 C Eastbound 14.8 B 14.9 B 19.7 B 17.0 B Westbound 12.9 B 16.1 B 15.3 B 19.0 B *Northbound leg not yet constructed Advantages: Disadvantages: • Fits within existing constraints • Induced delay during off-peak hours • Adequate capacity to accommodate existing and pro- • May increase vehicle speed through the intersection jetted demand • Potential for increase in severe crashes • Potential for higher vehicle emissions compared to round- ) abouts Potential Barriers/Constraints: • Unknown when/if signal warrants would be met Estimated Cost: ? $2.0 Million Conclusion/Summary: This scenario provides capacity to accommodate existing and projected future demands. Signal warrants would need to be met prior to installation. Further evaluation would be needed as development occurs. Robert Peccia&Associates d December 17,2015 do 1 ) Durston and Cottonwood Road Improvement Project Traffic Engineering Report 1 5.0 — Roundabout Description: , . {{ ` Scenario 5.0 includes constructing a multi- t I t lane roundabout at the planned four-legged 3 ''r intersection. The north and south legs consist I: r-' of two lanes (a shared through/right and ,N ' shared through/left). The east and west legs are single lanes allowing for all movements. i ' j. The roundabout includes two circulating lanes in the north and southbound directions and a 4 single circulating lane in the east and west- n bound directions. The roundabout will accom- y yfr--- modate a WB-50 design vehicle. ) ;II 1I, 0 Traffic Operations: Existing Projected • All approach legs operating at LOS A AM PM AM PM under existing traffic conditions. i Location Delay LOS Delay LOS ! Delay LOS Delay LOS • Intersection operating at LOS B dur- i a o ing both AM and PM peak hours un- _n . . > der projected traffic conditions Northbound 4.1 A non. 6.2 A 6.1 A ) Southbound �00 5.4 A 6.7 A Eastbound 6.0 5.7 A 12.2 B 12.2 B 1 Westbound 4.8 A 6.4 A 9.0 A 16.0 C Northbound leg not yet constructed Advantages: Disadvantages: • Less overall delay than signal option • Greater right-of-way requirements than a traffic signal i • No induced delay during off-peak hours • Requires pedestrian signals on north and south legs • Improved safety • Available capacity for future demand ) Potential Barriers/Constraints: l • Additional right-of-way needs Estimated Cost: $2.7 Million ) Conclusion/Summary: This scenario provides the greatest benefits to safety and traffic operations. However, a roundabout configuration would require the greatest amount of new right-of-way. ) ) I Robert Peccia&Associates 141 December 17,2015 Durston and Cottonwood Road improvement Project Traffic Engineering Report ) ) %e,. ot c MAHE} klg9 Ad 1L:1 1111(111 1'iK?12t<i . r Lc-)(ii 6.A — Two-way Stop Control Description: The intersection of Flanders Mill Road and Baxter Lane is a three-legged intersection with stop-control on Flanders Mill Road. Baxter ) lane is a two-lane roadway with curb, gutter, and sidewalk on the north side. Flanders Mill Road is a two-lane road with no curb. I � j ) ) Traffic Operations: Existing Projected • Intersection operating at LOS C or AM PM AM PM better under existing traffic condi- ) Location I Delay LOS I Delay LOS Delay LOS I Delay LOS tions t �;4- •• Intersection operating at LOS D .• .,•,. during PM peak hours under pro- ) Northbound ® = 13.6 e - 23.6 fl jected traffic conditions Southbound 0.0 A 0.0 n 0.0 0.0 Eastbound 3.5 A 3.1 3.0 A 2.2 A Advantages: Disadvantages: • Fits within existing constraints • Potential traffic queuing along Flanders Mill Road during • Adequate capacity to accommodate existing and pro- projected peak hours jected demand Potential Barriers/Constraints: • None identified Estimated Cost: N/A Conclusion/Summary: This scenario was found to adequately accommodate existing and projected traffic demand.As such, additional scenarios were not evaluated for this location. If traffic demands change over time, a need to reevaluate this intersection for changes in traffic control may be necessary. Robert P December 17 2015 1 42 Durston and Cottonwood Road Improvement Project Traffic Engineering Report it Q011;'i1; 9trilrf`Yn) )(1 li (dela el tlM .-]sY'[s( jl,Elli ilk:" 7.A— Two-way Stop Control Description: 1 The intersection of Harper Puckett Road/Cot- tonwood Road and Baxter Lane is currently configured as a three-legged junction. Stop control is currently provided on Harper Puckett Road.The south leg yet the intersection has for the projected to be constructed. However, was assumed traffic operations, that Cotton- it a s p ! wood Road will extend t o Baxter er Lane as a di- xt vided four lane roadway. When fully built, the r •+ intersection with be a four-legged intersection. dj f For this scenario, stop control was included i', ' along Cottonwood Road / Harper Puckett. Al- ternatively, stop control could be provided ) (, along Baxter Lane. Further evaluation of travel patterns would be needed to determine where ) � � , stop control would be most appropriate. Traffic Operations: Existing Projected • All approach legs operating at LOS B AM PM AM PM Or better under existing traffic opera- ) Location Delay LOS Delay LOS i Delay ', LOS ! Delay ! LOS tions • All approach legs operating at LOS C . ' or better under projected traffic con- ) " umis© 11.1 12.5 8 ditionS ) So Eastbound 106 B 09 B 147 152 n 0.7 A 0.6 A 0.5 0.0 Westbound 0.0 A 0.0 A 1.5 0.8 A ) *Northbound leg not yet constructed ) Advantages: Disadvantages: • Adequate capacity to accommodate projected demand • Stop control on approaches with multiple lanes is undesir- • LOS of C or better under projected traffic conditions able due to potential driver confusion, operational con- ' cerns, and safety issues • Requires additional right-of-way Potential Barriers/Constraints: • Existing residence in northeast quadrant Estimated Cost: $2.4 Million ) Conclusion/Summary: While this option is shown to accommodate existing and projected traffic demand, caution should be taken as future projections are uncertain at this time. The south leg of the intersection is not currently built. Once the Cottonwood corridor is fully built, traffic patterns in the area may change drastically. Reevaluation of this intersection may be necessary after the corridor is fully built and as development occurs in the area. Robert Peccia&Associates 43 ) December 17,2015 Durston and Cottonwood Road Improvement Project Traffic Engineering Report 7.B - Traffic Signal Description: q s r Scenario 7.6 assumes the installation of a traf- fic signal at this intersection. The intersection t " configuration would consist of dedicated left- and right-turn bays and a dedicated through lane on the south leg; a dedicated left-turn bay, through throw h lane, and a shared n on the north le and a ded- icated through/right la e 9. left-turn bay and a shared through/right lane on the west and east legs. No protected phases were incorporated into the signal tim- ing scheme. Note that signal warrants would need to be met prior to installation of a traffic signal. This location was not evaluated for signal warrants as part of this report. Further evaluation would be needed as development occurs in the area. ) rt Traffic Operations: Existing Projected • All approach legs are shown to op- ) AM PM AM 1 PM erate ata LOS B under existing and Location Delay LOS IDelay 'I LOS Delay LOS Delay LOS projected peak hours Northbound 11111111111fl 13.1 B 13.7 B Southbound 10.9 BB MO® B Eastbound 10.9 B n29.122 B B ) Westbound 10.9 B ® B 13.2 B 13.6 B *Northbound leg not yet constructed ) Advantages: Disadvantages: • Traffic signal can be adapted to changing traffic condi- • Induced delay during off-peak hours ) tions • Potential for increase in severe crashes • Available capacity for future demand • Potential for higher vehicle emissions compared to round- abouts • Additional right-of-way required Potential Barriers/Constraints: ) • Existing residence in northeast quadrant • Would need to meet signal warrants prior to installation ) Estimated Cost: $2.7 Million Conclusion/Summary: As with the previous option for this intersection, caution should be taken as future projections are uncertain at this time. Reevaluation of the intersection may be necessary after the corridor is fully built and as development occurs in the area. Note that warrants would need to be met prior to installation of a traffic signal. Robert Peccia&Associates 44 December 17, 2015 i Durston and Cottonwood Road Improvement Project Traffic Engineering Report ) i 7.0 — Roundabout Description: 1,; ' t'. 1 This scenario would result in a multi-lane 'i roundabout being constructed at the intersec- ") tion. The roundabout will accommodate a WB-50 design vehicle. i i r ,_ ) --." .-'''- . .---- -------- ,,, e ....,„„„ y+ �. ) I ) 3 ; ) Traffic Operations: Existing Projected • All approach legs operating at LOS A AM PM AM i PM during all analysis periods under ex- Location Delay ', LOS Delay LOS ! Delay Los Delay Los , isting and projected traffic conditions Northbound - = A — A 3.9 A Southbound A 3.9 4.8 A 4.6 A Eastbound 4.0 A 4.2 A 6.3 A ) Westbound 3.8 A 4.5 A 4.4 A 5.0 A 'Northbound leg not yet constructed Advantages: Disadvantages: • Available capacity for future demand • Greater right-of-way requirements than a traffic signal ) • No induced delay during off-peak hours • May require pedestrian signal on south leg ) • Improved safety — Potential Barriers/Constraints: ) • Additional right-of-way needed • Existing residence in northeast quadrant ) Estimated Cost: $3.1 Million ) Conclusion/Summary: As with the previous options for this intersection, caution should be taken as future projections are uncertain at this time. ) Reevaluation of the intersection may be necessary after the corridor is fully built and as development occurs in the area. l Robert Peccia&Associates ( 45 December 17,2015 1 Durston and Cottonwood Road Improvement Project Traffic Engineering Report i )„ 4C Oti o)IiJYN(airNIj ikitg)4 r411110 I i hCAo k I'e i.t G ) 8.A- Two-way Stop Control ) Description: Ij I ; I The intersection of Cottonwood Road and , 1 r if rk;, 1 Babcock Street is a four-legged intersection y ap �; , ill) with stop control on Babcock Street. The ) j 1 northbound approach currently consists of Ilt II){t : dedicated left-turn, through, and right-turn l lanes. The southbound approach has dedi- ); ) ;; jr, cated left-turn and through lanes as well as a 1 l shared through/right ht lane.The east and' ,A.i;, , bound approaches both have a dedicated left- ) turn lane and a shared through/right lane. a Under this scenario, the reconstruction of the ��_ ,I intersection would modify the south approach a i • to match the existingnorth approach.The ex- (ll pp ( isting stop control along Babcock Street would remain. Y l.. ) Traffic Operations: Existing I Projected • All approach legs operating at LOS AM PM AM PM C or better under existing traffic Location Delay LOS Delay i LOS Delay I LOS Delay ; LOS conditions • Significant delay projected along D Babcock Street under projected Northbound 0.2 A 0.2 n 0.8 0.3 A conditions. ) Southbound 0.5 A 0.6 1.1 A 2.7 111 Eastbound 150 C 20.5 C 83.8 © 1301.1 1 Westbound 15.4 C ® C 51.2 1320.1 ) *Delay is outside of the computational bounds for Vistro 3.0 Advantages: Disadvantages: ) • Only minor intersection reconstruction required • Does not accommodate projected demands • Significant delay and vehicle queueing projected Potential Barriers/Constraints: ) • Minimal additional right-of-way needed ) Estimated Cost: $1.1 Million ) Conclusion/Summary: This option does not provide enough capacity to accommodate projected traffic demands. Large amounts of vehicle delay and long queue lengths are projected along Babcock Street under this configuration. ) ) 0 Robert Peccia&Associates 146 December 17, 2015 ) Durston and Cottonwood Road Improvement Project Traffic Engineering Report i ) 8.B - Traffic Signal Description: i Scenario 8.B assumes the construction of a lit traffic signal at this intersection. The intersec- t tion configuration would consist of a dedicated I,+ left-turn bay, dedicated through lane, and 1, + share through/right lane on the south and north legs; and a dedicated left-turn bay and ' share through/right lane on the east and west , legs. The assumed signal timing did not in- AC' ` clude any protected phases. r' �I �1 ( Note that signal warrants would need to be h� met prior to installation of a traffic signal. The t• '+ ' analysis contained in Section 5 shows that :11 i signal warrants are not currently met under ex- isting conditions. Reevaluation of signal war- ! ) rants will be necessary as development ' I .'; occurs in the area. ;i- ,a r l' 'l Traffic Operations: Existing Projected • All approaches operating at LOS C AM PM AM PM or better for all peak hour analysis Location Delay j. LOS Delay LOS Delay LOS Delay LOS periods :„ r " . Northbound 8.6 A 4.9 A 8.9 A 11.9 B Southbound 9.0 A 4.6 • 10.0 15.6 B Eastbound B ® 20.0 —25 4 Westbound 0 25.4 19.8 B 22.8 C Advantages: Disadvantages: ) • Traffic signal can be adapted to changing traffic condi- • Induced delay during off-peak hours tions • Potential for increase in severe crashes • LOS of C or better for all movements under projected traf- • Potential for higher vehicle emissions compared to round- ) fic conditions abouts • Minimal impact to adjoining properties •Available capacity for future demand Potential Barriers/Constraints: • Minimal additional right-of-way needed • Does not currently meet signal warrants Estimated Cost: $1.4 Million Conclusion/Summary: This scenario provides capacity to accommodate existing and projected future demands. Signal warrants would need to be met prior to installation. Analysis shows that signal warrants are not currently met at this intersection. Reevaluation would be needed as development occurs to determine if/when warrants are met. Robert Peccia&Associates w 7 December 17, 2015 Y Durston and Cottonwood Road Improvement Project Traffic Engineering Report 8.0 - Roundabout Description: { Scenario 8.0 includes replacing the existing i , . 1, two-way stop control with a multi-lane round- , ) : „ - about. The north and south legs will be two lanes with through and right turns allowed from the right lane, and through and left-turn ) - movements allowed from the left lane. The east and west legs will be single lanes allow- r ', ing for all movements. There will be two circu- ) lating lanes in the north and southbound _ ,�� t° F directions and a single circulating lane in the ;� '+F 4)ff !` east and westbound directions. The rounds- 0t3 bout will accommodate a WB-50 design vehi- cle. ) GII � � ri Traffic Operations: Existing Projected • All approach legs operating at LOS AM PM AM PM A during all analysis periods under Location Delay LOS Delay Los Delay LOS Delay LOS existing and projected traffic condi- -) tions ' ' .. . 3.9 A 4.9 A A 9.7 A ) Southbound ) nn�n� 6.5 A Eastbound 75 0.0 } Westbound 4.0 -- --A-- 4 A 6.1 12.5 In Advantages: Disadvantages: • Less overall delay than signal option • Greater right-of-way requirements than a traffic signal • No induced delay during off-peak hours • Requires pedestrian signals on north and south legs • Improved safety ) • Available capacity for future demand Potential Barriers/Constraints: • Additional right-of-way needs Estimated Cost: $2.8 Million Conclusion/Summary: ) This scenario provides the greatest benefits to safety and traffic operations. However, a roundabout configuration would 3 require the greatest amount of new right-of-way. Robert Peccia&Associates 48 December 17, 2015 Durston and Cottonwood Road Improvement Project Traffic Engineering Report 1 ¶1 G El (9 ':ah-1 cwooF3] €R'oe'%IP41n e ii lt,`j !t •'I'C QNf eiJ 9A -All-way Stop Control Description: li I The intersection of Cottonwood Road and Oak Street currently only consists of a south and P west leg. Future plans include the extension of Oak Street to the east and Cottonwood Road to the north to create a four-legged intersec- ' tion. Both roads are considered future princi- pal arterials and are planned to be reconstructed to a five-lane typical section ' 9 •_ •- i. Scenario 9.A includes all-way stop control for the intersection. Each approach leg will con- ) r^^� : sist of a shared through/right lane,a dedicated through lane, and a dedicated left-turn lane. i if I, li I f � 1 ) i Traffic Operations: Existing Projected • Intersectionro ected tooperate at P J AM PM AM PM a LOS A under stop control condi- Location Delay LOS Delay . LOS Delay LOS Delay , LOS tions Pearallatnoar Northbound 8.7 9.3 A EastboundSouthboun d 11111111111111=111111 I 8.9 9.0 } Westbound 8.5 A 9.24 A *Southbound and westbound legs do not exist Advantages: Disadvantages: • Accommodates future traffic demand • Undesirable due to potential driver confusion, operational concerns, and safety issues related to multiple lanes on approaches Potential Barriers/Constraints: • Additional right-of-way needed • Wetlands in southwest quadrant Estimated Cost: ) $2.9 Million Conclusion/Summary: While this option is shown to accommodate existing and projected traffic demand, caution should be taken as future projections are uncertain at this time. The north and east legs of the intersection are not currently built. Once the Cotton- wood and Oak corridors are fully built, traffic patterns in the area may change drastically. Reevaluation of this intersection may be necessary after the corridors are fully built and as development occurs in the area. j Robert Peccia&Associates 49 December 17,2015 , Durston and Cottonwood Road Improvement Project Traffic Engineering Report ) 9.B — Traffic Signal Description: Scenario 9.B includes traffic signal control for i �1 I' the intersection. Each approach leg will con- A , sist of a shared through/right lane, a dedicated l l l ) through lane, and a dedicated left-turn lane. ) Note that signal warrants would need to be i met prior to installation of a traffic signal. This (; I location was not evaluated for signal warrants t as part of this report. Further evaluation would be needed as development occurs in the area. r: ) IL' 11 Pi' ' 9 1.. Traffic Operations: Existing Projected • Intersection operating at LOS B un- AM PM AM PM der projected traffic conditions Location I Delay LOS I Delay LOS Delay LOS I Delay LOS 3 ) •s; .° dam,.- _ Northbound MIEN= 11 6SouthbounB Eastboundd 1111111111111111111111.111 13.6 B 12.6 B Westbound 00 0 13.7 B ® B *Southbound and westbound legs do not exist Advantages: Disadvantages: • Traffic signal can be adapted to changing traffic condi- • Induced delay during off-peak hours tions • Potential for increase in severe crashes • Accommodates future traffic demand • Potential for higher vehicle emissions compared to round- abouts Potential Barriers/Constraints: ) • Additional right-of-way needed • Would need to meet signal warrants prior to installation • Wetlands in southwest quadrant Estimated Cost: $3.2 Million ) Conclusion/Summary: ) As with the previous option for this intersection, caution should be taken as future projections are uncertain at this time. Reevaluation of the intersection may be necessary after the corridors are fully built and as development occurs in the area. Note that warrants would need to be met prior to installation of a traffic signal. ) Robert Peccia&Associates CO December 17,2015 J ) 7 Durston and Cottonwood Road Improvement Project Traffic Engineering Report i 9.0 - Roundabout Description: I 'I if'1' The intersection of Cottonwood Road and Oak I )' Street will be a four-legged intersection. Sce- nario 9.0 a multi-lane roundabout at the inter- „ nter- section. The roundabout would have two circulating lanes. Each approach would con- , sist of a through/left and a through/right lane. Pedestrian activated signals would be in- ) cluded on all legs of the intersection. ) N ) t� . ) Traffic Operations: Existing Projected • Intersection operating at LOS A un- AM PM AM PM der projected traffic conditions Location Delay j LOS Delay LOS Delay , LOS Delay LOS Ettlgata.^:tariNkarralatilatetellakik; ) Northbound ©©aiM0 3.8 A 4.0 A Eastbound -- 38 —...._._..RIME_-36 A Westbound ©00 3.5 4.3 A ) *Southbound and westbound legs do not exist Advantages: Disadvantages: • Less overall delay than signal option • Greater right-of-way requirements than a traffic signal • No induced delay during off-peak hours • Requires pedestrian signal on all approach legs ) • Improved safety • Accommodates future traffic demand l Potential Barriers/Constraints: • Additional right-of-way needs • Wetlands in southwest quadrant ) Estimated Cost: $3.4 Million ) Conclusion/Summary: As with the previous options for this intersection, caution should be taken as future projections are uncertain at this time. Reevaluation of the intersection may be necessary after the corridors are fully built and as development occurs in the ) area. ) Robert Peccia&Associates 51 December 17,2015 i ) ) Durston and Cottonwood Road Improvement Project Traffic Engineering Report 6.3e SUMMARY OF SCENARIOS i ) The major intersections identified previously were evaluated for various forms of traffic control. Each inter- section was evaluated under the current traffic control to determine if changes were needed to accommo- date projected demand. If necessary, alternative scenarios were developed, typically consisting of a traffic signal and roundabout. The results of the scenario analysis is shown in Table 6.1. Table 6.1: Scenario Summary j Level of Service(AM/PM) ) Scenario Existing i Projected Estimated Cost 1 i 1.A-All-way Stop 1 B/C C/D N/A 1.6-Traffic Signal B/B B/B $1.0 Million 1.0-Roundabout i NA NA $2.0 Million ) a0 a + 0 ® + . 0 9 ® \ ` + 9 2.A-All-way Stop C/C D/F N/A 2.6-Traffic Signal B/B C/C $2.2 Million 2.0-Roundabout : NA B/B i $3.7 Million 3.A-Two-way Stop D/B F/F :' $0.6 Million 3.6-Traffic Signal B/B B/B $0.9 Million 3.0-Roundabout iNA B/A $1.4 Million 4.A-All-way Stop B/C F/F $1.8 Million ) 4.B-Traffic Signal B/B B/C $2.1 Million 4.0-Roundabout NA � $2.3 Million 5.A-All-way Stop B/C F/F $1.7 Million 5.6-Traffic Signal B/B B/B $2.0 Million 5.0-Roundabout NA B/B II $2.7 Million ) e : , " a . e , e e . 6.A-Two-way Stop ' B/C C/D N/A ) Piitgirn,gi-nif'+titirttrigl'Iarnffatfn-tl.jttejtifgireiajSlitkataS2WaSgf'M 7.A-Two-way Stop B/B C/C $2.4 Million 7.6-Traffic Signal B/B B/B $2.7 Million 7.0-Roundabout NA A/A $3.1 Million ) 8.A-Two-way Stop C/C F/F $1.1 Million 8.6-Traffic Signal B/A B/B $1.4 Million 8.0-Roundabout NA NA 12.8 Million ° 0 D D a b °' + + . + ) 9.A-All-way Stop A/A $2.9 Million 9.B-Traffic Signal B/B $3.2 Million 9.0-Roundabout * NA $3.4 Million ) *Southbound and westbound legs do not exist ) ) 1 Robert Peccia&Associates 52 ) December 17,2015 ) Durston and Cottonwood Road Improvement Project Traffic Engineering Report 7. CONCLUSIONS AND NEXT STEPS ) This Traffic Engineering Report provides a thorough study of the Cottonwood Road corridor between Fallon ) Street and Baxter Lane and the Durston Road corridor between Cottonwood Road and Fowler Avenue. The study area currently experiences traffic operational issues related to peak hour traffic congestion. Fu- ture planned growth is expected to further inhibit traffic flow along these corridors. The existing conditions for the study area were defined through field review and data collection in April, 2015. Future projections were made using anticipated development and growth contained in TIS reports ) provided by the City of Bozeman. I ? Improvements for the Cottonwood Road and Durston Road corridors are being planned to improve the i ) roadways to meet current typical section standards. In addition, nine major intersections were analyzed in { ) detail for potential changes to traffic control to accommodate projected demand. Each intersection scenario was evaluated in terms of improvements to traffic operations, anticipated impacts, known constraints, and estimated cost. ) The findings of this analysis was presented to the City of Bozeman on November 911), 2015. Having consid- -) ered the information provided in the written and presented material, as well as through follow-up dialogue, ) the preferred intersection configurations shown in Table 7.1 were identified. These configurations were identified based on a number of factors, including cost, impacts, traffic operations,and safety.The preferred configuration is provided in Appendix F. Cost estimates are included in Appendix G. Table 7.1: Preferred Intersection Configurations Intersection Identified Configuration 1. Laurel Parkway and Durston Road 1.B-Traffic;Signal ) 2. Cottonwood Road and Durston Road 2.B—Traffic Signal ) 3. Flanders Mill Road and Durston Road 3.0-Roundabout 4. Ferguson Avenue and Durston Road 4.0—Roundabout 5. Fowler Avenue and Durston Road 5.B,—Traffic'Signal 6. Flanders Mill Road and Baxter Lane 6.A—Two-way Stop 7. Cottonwood Road and Baxter Lane 7.C'-Roundabout 8. Cottonwood Road and Babcock Street 8.B—Traffic Signal ) 9. Cottonwood Road and Oak Street 9.C-Roundabout ) ) ) ) ) ) i Robert Peccia&Associates C 3 December 17,2015 J