HomeMy WebLinkAboutA4. Oak Street Project
Commission Memorandum
REPORT TO: Honorable Mayor and City Commission
FROM: Bob Murray, Project Engineer
Rick Hixson, City Engineer
SUBJECT: Oak Street Improvements Project
MEETING DATE: March 7th, 2016
AGENDA ITEM TYPE: Action
RECOMMENDED MOTION: Having considered the information provided in written and presented materials, I move to approve the corridor improvement recommendations as follows: Completion of a 5 lane principal arterial section with a raised median from Cottonwood to North
27th, a 5 lane principal arterial section with a two way left turn lane from North 27th to North 5th,
and a 3 lane urban section from North 5th to North Rouse. Intersection control shall include
installation of a roundabout at Cottonwood; installation of signals at Ferguson, Davis, 27th, and11th; and modification of the signals and installation of additional turn lanes at 7th and 19th.
BACKGROUND: Sanderson Stewart was hired to complete the design of Oak Street from
Rouse to Cottonwood including the selected method of traffic control at the major intersections
along the corridors. The first step in the process is the predesign effort which included the
completion of a traffic engineering report. In this report, all of the major subdivisions, vacant land, and traffic growth projections were combined to complete a traffic study for the area. This was used to compare and contrast the installation of a signal versus a roundabout at the major
intersections along the corridor. The analysis included preliminary layout and estimates for the
options at each intersection. The full report is included for your review.
The study concluded that at all of the intersections either a roundabout or signal will provide an adequate level of service for the projected future traffic loads. The advantages/disadvantages of
each alternative can generally be described as follows:
Signal Advantages: Higher driver familiarity, reduction in stop controlled crashes, minimal impact to adjoining properties, and lower capital costs.
Signal Disadvantages: Induced delay during off peak hours, potential for increase
in severe crashes, and potential for higher long term
operation and maintenance costs.
326
Roundabout Advantages: Less overall delay and no induced delay during off-peak
hours, available capacity for future demand, and improved
safety.
Roundabout Disadvantages: Greater right of way requirement, higher capital cost, and require pedestrian signals where there are multilane
approach legs.
After the study was completed, staff and the consultant met to review each intersection and come
up with an overall recommendation for the each corridor. This is presented in Chapter 4 of the report, Recommended Improvements. The recommendation includes the installation of a 5 lane
principal arterial section from Cottonwood to 5th and a 3 lane urban section from 5th to Rouse.
For intersection control, a roundabout at Cottonwood and signals at Ferguson, Davis, 27th and
11th are being recommended. Finally, the study includes a recommendation for signal and
geometric improvements to the 7th and 19th intersections for improved performance. A detailed cost estimate for the recommended corridor improvements is included in Appendix I, Opinions of Probable Costs. Overall, the estimate to complete the corridor with the recommended
intersection control is $17.4 million.
UNRESOLVED ISSUES: None
ALTERNATIVES: As recommended by the Commission.
FISCAL EFFECTS: The recommended improvements are estimated at $17.4 million. It is
anticipated that this would be broken down into several projects over a number of years and
would be financed though the arterial collector improvement district funds, impact fees, and
developer contributions.
Attachments: Pre-Design Report
Report compiled on: 2/24/16
327
OAK STREET
IMPROVEMENTS
PRE-DESIGN REPORT
FEBRUARY 2016
Oak Street Improvements Pre-Design Report i
TABLE OF CONTENTS
LIST OF FIGURES ................................................................................................................................................ ii
LIST OF TABLES .................................................................................................................................................. iii
APPENDIX .............................................................................................................................................................. iii
INTRODUCTION ............................................................................................................................................................ 1
Project Corridor and Study Area Description ..................................................................................................... 1
Related Projects ............................................................................................................................................................ 3
EXISTING CONDITIONS ........................................................................................................................................... 5
Roadway & Intersection Characteristics .............................................................................................................. 5
Traffic Volumes.............................................................................................................................................................. 5
Crash History Analysis ................................................................................................................................................ 7
Existing Capacity Analysis ....................................................................................................................................... 10
Bike & Pedestrian Facilities .................................................................................................................................... 12
Lighting .......................................................................................................................................................................... 14
Stormwater Facilities ................................................................................................................................................. 15
CORRIDOR MODELING ........................................................................................................................................... 17
Traffic Volume Projections ...................................................................................................................................... 17
Methodology ............................................................................................................................................................. 17
Known Development Traffic ............................................................................................................................... 19
Potential Future Development............................................................................................................................ 19
Year 2035 Traffic Projections .............................................................................................................................. 20
Future Capacity Analysis .......................................................................................................................................... 22
Signal Warrants .......................................................................................................................................................... 24
RECOMMENDED IMPROVEMENTS .................................................................................................................... 25
Typical Section ............................................................................................................................................................. 25
Intersection Improvements ..................................................................................................................................... 27
Bike & Pedestrian Facilities .................................................................................................................................... 37
Lighting .......................................................................................................................................................................... 39
Stormwater ................................................................................................................................................................... 39
Wetland Delineation ................................................................................................................................................. 40
Geotechnical Analysis............................................................................................................................................... 42
Opinions of Probable Cost ...................................................................................................................................... 42
Oak Street Improvements Pre-Design Report ii
LIST OF FIGURES
FIGURE 1. STUDY AREA ........................................................................................................................ 2
FIGURE 2. EXISTING (2015) TRAFFIC VOLUMES .................................................................................. 6
FIGURE 3. CRASH DATA SUMMARY ..................................................................................................... 9
FIGURE 4. EXISTING BIKE & PEDESTRIAN FACILITIES ....................................................................... 13
FIGURE 5. PLANNED AND POTENTIAL FUTURE DEVELOPMENT ......................................................... 18
FIGURE 6. 2035 TRAFFIC VOLUME PROJECTIONS .............................................................................. 21
FIGURE 7. PROPOSED TYPICAL SECTIONS ......................................................................................... 26
FIGURE 8. COTTONWOOD ROAD INTERSECTION ALTERNATIVES ..................................................... 28
FIGURE 9. FERGUSON AVENUE INTERSECTION ALTERNATIVES ......................................................... 29
FIGURE 10. DAVIS LANE INTERSECTION ALTERNATIVES .................................................................... 30
FIGURE 11. NORTH 27TH AVENUE INTERSECTION ALTERNATIVES .................................................... 31
FIGURE 12. NORTH 19TH AVENUE INTERSECTION ALTERNATIVE ...................................................... 32
FIGURE 13. NORTH 11TH AVENUE INTERSECTION ALTERNATIVES .................................................... 33
FIGURE 14. NORTH 7TH AVENUE INTERSECTION ALTERNATIVE ........................................................ 34
FIGURE 15. NORTH ROUSE AVENUE INTERSECTION ALTERNATIVE ................................................... 35
FIGURE 16. FRONT STREET CONNECTOR PATHWAY CONCEPT ALIGNMENT ..................................... 38
Oak Street Improvements Pre-Design Report iii
LIST OF TABLES
TABLE 1. CORRIDOR CRASH DATA STATISTICS .................................................................................... 7
TABLE 2. INTERSECTION CRASH DATA STATISTICS ............................................................................... 7
TABLE 3. CRASH DATA SUMMARY ........................................................................................................ 8
TABLE 4. EXISTING CAPACITY CALCULATION RESULTS ...................................................................... 11
TABLE 5. EXISTING STREET LIGHTS ..................................................................................................... 14
TABLE 6. FUTURE TRIPS ON OAK STREET CORRIDOR – KNOWN DEVELOPMENTS ............................ 19
TABLE 7. FUTURE TRIPS ON OAK STREET CORRIDOR – POTENTIAL IN-FILL DEVELOPMENTS .......... 20
TABLE 8. AVERAGE WEEKDAY TRAFFIC ON OAK STREET CORRIDOR – 2035 PROJECTIONS ............. 22
TABLE 9. FUTURE (2035) CAPACITY CALCULATION RESULTS .............................................................. 23
TABLE 10. SIGNAL WARRANT SUMMARY ........................................................................................... 24
TABLE 11. INTERSECTION ALTERNATIVE SUMMARY – SIGNALS VS. ROUNDABOUTS ........................ 36
TABLE 12. WETLAND SUMMARY ......................................................................................................... 41
TABLE 13. OPINION OF PROBABLE COST SUMMARY ......................................................................... 42
APPENDIX
Appendix A – Traffic Volume Data
Appendix B – Existing Capacity Analysis
Appendix C – Future Year Capacity Analysis
Appendix D – Signal Warrant Analysis
Appendix E – Lighting Calculations
Appendix F – Stormwater Exhibits
Appendix G – Wetland Delineation Report
Appendix H – Geotechnical Memorandum
Appendix I – Opinions of Probable Cost
Oak Street Improvements Pre-Design Report 1
INTRODUCTION
1
This report provides a summary of the preliminary design tasks completed for the Oak Street Improvements project, including
a review of existing traffic volumes, future design-year traffic volume projections, evaluation of design alternatives, and
concept level designs for recommended improvements. It also summarizes the related stormwater analysis, wetland
delineation and geotechnical analysis, as well as bike and pedestrian facility improvements.
Project Corridor and Study Area Description
Oak Street is one of the primary east-west routes in the Bozeman street network providing access from Rouse Avenue near
Downtown out to the northwest side of town where much of the new residential development is taking place. The west end of
Oak Street in particular has been constructed in a fragmentary fashion along with various private development projects, which
has left several segments only partially built-out to the full five-lane typical section desired by the City of Bozeman. The
purpose of this Oak Street Improvements project is to provide a design that will fill in those missing gaps and complete this
key arterial route within the Bozeman transportation network.
The extents of the Oak Street Improvements project begin at Cottonwood Road at the west end and continue east to the
intersection of Rouse Avenue. The project consists of new road construction at the far west end, widening the remainder of
the existing roadway, and installing traffic control improvements at several of the arterial intersections. The required level of
roadway improvements vary by roadway segment and have generally been divided up as shown in Figure 1 on the following
page.
Cottonwood Road to Ferguson Avenue. There is an existing half-width segment of Oak Street approximately 650 feet in
length that is constructed west of Cottonwood Road adjacent to Flanders Creek Subdivision. Other than that short segment,
Oak Street has not yet been constructed from Cottonwood Road east to Ferguson Avenue. The future Oak Street alignment
passes through two currently undeveloped parcels divided in a north-south direction by Flanders Mill Road. Right-of-way has
been acquired along the eastern parcel from Flanders Mill Road to Ferguson Avenue, but it has not yet been acquired from
Cottonwood Road to Flanders Mill Road.
Oak Street Improvements Pre-Design Report 2
FIGURE 1. STUDY AREA
Oak Street Improvements Pre-Design Report 3 3
Ferguson Avenue to Davis Lane. From Ferguson
Avenue to Davis Lane, Oak Street currently consists of a
single lane in each direction. The two lanes have been
constructed within the south half of what will be the future
five-lane cross-section from Ferguson Avenue to Meagher
Avenue. Just east of Meagher Avenue, the two lanes shift
to the north side of the future five-lane with a chicane of
sorts and stay on that side through the Davis Lane
intersection.
Davis Lane to North 27th Avenue. At New Holland
Drive, just east of Davis Lane, Oak Street opens up into an
existing 5-lane cross-section with a 28-foot wide raised
center median and two travel lanes in each direction. This
segment also includes bike lanes and sidewalks on both
sides of the roadway. This existing 5-lane cross-section
runs from New Holland Drive to North 27th Avenue.
North 27th Avenue to North 19th Avenue. At North
27th Avenue, Oak Street necks back down to a two-lane
roadway for approximately 1500 feet before widening
again into the turn lanes at the Oak Street and North 19th
Avenue intersection.
North 19th Avenue to North 7th Avenue. From North
19th Avenue to North 7th Avenue, Oak Street consists
primarily of a five-lane typical section including two
through lanes in each direction, a center two-way left-turn
lane and bike lanes on both sides. From North 19th
Avenue to North 15th Avenue however, there is only one
eastbound through lane with no curb and gutter along the
Covered Wagon trailer park, which has not yet been
annexed into the City. There is another short segment
from North 12th Avenue to North 11th Avenue that does
not yet have curb and gutter, but the rest of the typical
section is built out. The undeveloped private property
adjacent to this stretch on the south side of Oak also has
not yet been annexed.
North 7th Avenue to North Rouse Avenue. East of
North 7th Avenue, Oak Street includes one travel lane in
each direction with dedicated turn bays and curb and
gutter along the Walmart frontage. East of Walmart, it has
a single travel lane in each direction with bike lanes and no
curb and gutter all the way to Rouse Avenue.
Related Projects
Cottonwood Road Improvements. The City of
Bozeman is currently in the preliminary design stages of
improvements to Cottonwood Road from Babcock Street
to Baxter Lane, consisting of a future five-lane typical
section. The intersection of Cottonwood Road and Oak
Street is a common intersection between this project and
the Oak Street Improvements project. Therefore, traffic
volume projections and recommended intersection
improvements have been coordinated between the two
projects. The timing of construction of the Cottonwood
Road Improvements will depend on funding availability.
Rouse Avenue Improvements. MDT has a project
currently underway for reconstruction of approximately
two miles of Rouse Avenue from Main Street to Story Mill
Road, consisting of a future three-lane typical section with
Oak Street Improvements Pre-Design Report 4 4
bike lanes, sidewalks, storm drain and intersection
improvements. The intersection of Rouse Avenue and
Oak Street is one of the intersections that will be improved
with that project. The Oak Street project will begin just on
the west side of the intersection. The improvements that
will be constructed at this intersection are shown later in
this report in Figure 15. MDT is currently working on
right-of-way acquisition for the Rouse Avenue project and
Phase I from Oak Street to Story Mill Road will be
constructed in 2016. Phase II from Main Street to Oak
Street (including the Oak Street intersection
improvements) will be constructed in 2018.
Gallatin County Fairgrounds Master Plan. The
Gallatin County Fairgrounds has a master plan document
that was approved by the Gallatin County Commission in
December 2014. It shows a new east access drive to Oak
Street adjacent to Heros Ball Park that was constructed in
2015, realignment of the existing central access point and
relocation of the west access to line up with the Third
Street alignment on the west boundary of the Fairgrounds
property. The master plan also calls for a series of
stormwater detention ponds along the north property line
adjacent to Oak Street.
Gallatin County Regional Park Master Plan. This
master plan document, developed in August 2014, shows
an expansion of the existing parking lot adjacent to Oak
Street and the installation of a loop trail along the
perimeter of the park, including along Oak Street. The
existing parking lot access at the intersection of Oak Street
and Yellowstone Avenue would remain, but two additional
parking lot accesses are proposed to the east on Oak Street
as well.
Private Development. There are many private
developments within the vicinity of the Oak Street
corridor that are in various stages of planning and
construction. These developments will be addressed in
greater detail in the Corridor Modeling section of this
report where future traffic volume projections are
discussed. Some water and sewer services or extensions
may need to be considered as part of the Oak Street
Improvements project, but no new trunk mains would
need to be installed.
Oak Street Improvements Pre-Design Report 5 5
EXISTING CONDITIONS
2
A thorough evaluation of existing conditions was conducted to establish a baseline for this pre-design report. This effort
included a topographic survey, collection of new peak hour turning movement counts at major intersections along the
corridor, and review and analysis of crash data provided by MDT and the Bozeman Police Department.
Roadway & Intersection Characteristics
The Montana Department of Transportation (MDT) classifies Oak Street as an urban minor arterial (U-1202) from North
19th Avenue to North 7th Avenue, while the City of Bozeman classifies the entire length of the roadway as a principal arterial.
In addition to through access from one side of town to the other, Oak Street also provides access to primarily residential
development on the west side of North 19th Avenue and commercial development on the east side. The posted speed limit is
25 mph from Ferguson Avenue to Davis Lane, 35 mph from Davis Lane to North 19th Avenue, 45 mph from North 19th
Avenue to North 11th Avenue and 35 mph from North 11th Avenue to Rouse Avenue.
There are existing traffic signals at the intersections of Oak Street with North 19th Avenue, North 15th Avenue, North 7th
Avenue and Rouse Avenue. The remaining intersections along Oak Street are two-way stop-controlled with stop signs located
on the minor north and south approaches.
Traffic Volumes
Sanderson Stewart conducted AM and PM peak hour turning movement counts at the major intersections in May 2015, as well
as 24-hour volume counts on many of the roadway segments in between. MDT seasonal adjustment factors were applied for
the month of May to arrive at average annual daily traffic (AADT) volumes. The resulting AADT volumes and peak hour
turning movement volumes at the key intersections are shown in Figure 2 on the following page. Detailed traffic count data is
included in Appendix A.
Oak Street Improvements Pre-Design Report 6
FIGURE 2. EXISTING (2015) TRAFFIC VOLUMES
Oak Street Improvements Pre-Design Report 7
Crash History Analysis
A crash history analysis was conducted for Oak Street from Ferguson Avenue to Rouse Avenue. Historical crash data was
obtained from MDT for the five-year period from January 1, 2010 through December 31, 2014. During this time period, 183
crashes were reported including 0 fatal crashes, 58 injury crashes, and 125 property damage only crashes. Three crash rate
statistics were calculated to analyze the crash history: crash rate, severity index, and severity rate. Crash rate is defined as the
number of crashes per million vehicle miles. Severity index is defined as the weighted average by crash severity, including fatal,
injury, and property damage only crashes. Severity rate is defined as the crash rate multiplied by the severity index.
The crash rate statistics for Oak Street are calculated based on AADT volumes measured during the same time period. The
crash rate for the 3.0-mile section of roadway was calculated at 2.56, the severity index at 1.69, and the severity rate at 4.33. As
shown in Table 1, these numbers are compared to statewide average crash rates provided by MDT for the years 2008-2012 for
Primary Urban Routes. The average rates are used by MDT to help gauge the need for safety improvements for a roadway.
The calculated crash rate and severity rate for Oak Street are lower than the statewide average for non-interstate national
highway system (NINHS) routes and state primary urban routes. Conversely, the severity index for the study corridor is
slightly higher than the statewide average for the urban NINHS and state primary urban routes. Although Oak Street does not
fall under this roadway classification, it is the only urban classification provided by MDT and can be used as a relative
comparison.
TABLE 1. CORRIDOR CRASH DATA STATISTICS
Crash Rate Severity Index Severity Rate
Oak Street 2.56 1.69 4.33
Statewide Average – NINHS & State
Primary Urban Routes 4.51 1.66 7.48
As a general rule, intersections with a crash rate greater than 1.0 crashes per million-entering-vehicles should be monitored
further to determine if an inherent safety concern exists. For this study, crash rates were calculated for the intersections with
North 19th Avenue and North 7th Avenue, the two highest volume intersections along the corridor. These intersection crash
data statistics are summarized in Table 2 below. These calculations show that both crash rates are below the 1.0 crashes per
million-entering-vehicles that would trigger further monitoring by MDT.
TABLE 2. INTERSECTION CRASH DATA STATISTICS
Intersection Crash Rate Severity Index Severity Rate
Oak Street & 19th Avenue 0.59 1.67 0.99
Oak Street & 7th Avenue 0.84 1.61 1.35
Table 3 on page 8 further summarizes all of the crash data for the corridor based on various characteristics and contributing
factors such as location, weather and road conditions, crash type, and vehicle type. The majority of the crashes occurred at
intersections along the corridor. The most prominent collision types (rear end, right angle and opposing-direction sideswipe)
appear to be directly related to the high frequency of intersection and driveway crashes as opposed to crashes along areas with
few access points. Figure 3 on page 9 provides a graphical representation of the same crash data by location along the
corridor, again showing the spikes in number of crashes at the intersections.
Oak Street Improvements Pre-Design Report 8
TABLE 3. CRASH DATA SUMMARY
Month Crashes %Weather Crashes %Collision Type Crashes %
January 22 12.0%Clear 89 48.6%Head On 1 0.5%
February 14 7.7%Cloudy 61 33.3%Rear End 73 39.9%
March 7 3.8%Snow 18 9.8%Right Angle 39 21.3%
April 13 7.1%Sleet 3 1.6%Sideswipe SD 14 7.7%
May 6 3.3%Rain 8 4.4%Sideswipe OD 1 0.5%
June 18 9.8%Fog 0 0.0%Left Turn SD 4 2.2%
July 14 7.7%Crosswinds 1 0.5%Left Turn OD 27 14.8%
August 17 9.3%Blowing Snow 3 1.6%Fixed Object 14 7.7%
September 14 7.7%Totals 183 100.0%Pedestrian 4 2.2%
October 20 10.9%Wild Animal 1 0.5%
November 20 10.9%Other 5 2.7%
December 18 9.8%Road Conditions Crashes %Totals 183 100.0%
Totals 183 100.0%Dry 119 65.0%
Wet 28 15.3%
Ice 20 10.9%Vehicle Type Vehicles %
Day Crashes %Snow/Slush 16 8.7%Motorcycle 3 0.8%
Sunday 10 5.5%Totals 183 100.0%Passenger Car 169 46.2%
Monday 26 14.2%SUV 82 22.4%
Tuesday 26 14.2%Van 13 3.6%
Wednesday 33 18.0%Year Crashes %Pickup 84 23.0%
Thursday 24 13.1%2010 40 21.9%Bus 2 0.5%
Friday 40 21.9%2011 36 19.7%Truck/Tractor 9 2.5%
Saturday 24 13.1%2012 41 22.4%Other 4 1.1%
Totals 183 100.0%2013 39 21.3%Totals 366 100.0%
2014 27 14.8%
Totals 183 100.0%
Junc. Relation Crashes %Light Conditions Crashes %
Intersection 131 71.6%Dawn 1 0.5%
Driveway/Alley 20 10.9%Crash Severity Crashes %Daylight 133 72.7%
Non-Junction 32 17.5%Fatal 0 0.0%Dusk 11 6.0%
Totals 183 100.0%Injury Crash 58 31.7%Dark-Lighted 23 12.6%
Prop. Damage Only 125 68.3%Dark-Not Lighted 15 8.2%
Totals 183 100.0%Totals 183 100.0%
Milepost Crashes %
0.0 - 0.3 6 3.3%
0.3 - 0.6 12 6.6%Note: Crash data summarized Time of Day Crashes %
0.6 - 0.9 2 1.1% from 1/1/10 through 12/31/14 Before 6:00 am 8 4.4%
0.9 - 1.2 11 6.0%6:00 am - 9:00 am 15 8.2%
1.2 - 1.5 7 3.8%9:00 am- 12:00 pm 22 12.0%
1.5 - 1.8 65 35.5%12:00 pm - 3:00 pm 46 25.1%
1.8 - 2.1 4 2.2%3:00 pm - 6:00 pm 51 27.9%
2.1 - 2.4 60 32.8%6:00 pm - 9:00 pm 24 13.1%
2.4 - 2.7 8 4.4%After 9:00 pm 17 9.3%
2.7 - 3.0 8 4.4%Totals 183 100.0%
Totals 183 100.0%
Oak Street Improvements Pre-Design Report 9
FIGURE 3. CRASH DATA SUMMARY
Oak Street Improvements Pre-Design Report 10
The City of Bozeman Police Department also provided crash data for the same period from January 1, 2010 through
December 31, 2014 that was available in their system. During this time period, 326 crashes were reported by the Bozeman
Police Department, nearly twice the number provided by MDT. Because of the lack of information on crash type and
contributing factors, crash severity and rates were unable to be calculated for this data set. Per MCA 61-7-108 and MCA 61-7-
109, local law enforcement are required to send their reported crashes to the Montana Highway Patrol (MDT crash database)
for any crash involving an injury or more than $1000 in damage. Therefore, it is assumed the additional 143 crashes reported
by the City of Bozeman Police Department are non-injury, property-damage-only crashes with the damage being less than
$1000.
Existing Capacity Analysis
Capacity calculations were performed for existing conditions using Synchro 8, which is based on Highway Capacity Manual
(HCM) methodologies. The HCM2010 defines level of service (LOS) as “a quality measure describing operational conditions
within a traffic stream, generally in terms of such service measures as speed and travel time, freedom to maneuver, traffic
interruptions, as well as comfort and convenience.” LOS is a qualitative measure of the performance of an intersection. LOS
values range from LOS A, indicating good operation and low vehicle delays, to LOS F, which indicates congestion and longer
vehicle delays.
Both the City of Bozeman and MDT generally consider LOS C as the minimum standard for acceptable intersection
operations. The existing capacity calculation results for this study show that all intersections and intersection approaches
currently operate at an acceptable LOS for the AM peak hour, except for the west approach at North 19th Avenue and the
north approach at Davis Lane. These two approaches currently operate at LOS D during the AM peak hour, but both
intersections operate at LOS C or better overall.
During the PM peak hour, the intersections of North 19th Avenue and North 7th Avenue fall to LOS E overall due to many
of the individual approaches operating at unacceptable LOS values. Additionally, the north approaches at North 27th Avenue
and North 11th Avenue fall to LOS D during the PM peak hour under existing conditions. A summary of existing capacity
calculation results is provided in Table 4 on the following page. Detailed capacity calculation reports are provided in
Appendix B.
Oak Street Improvements Pre-Design Report 11
TABLE 4. EXISTING CAPACITY CALCULATION RESULTS
Avg
Delay
(s/veh)LOS
95th %
Queue
(veh)
Avg
Delay
(s/veh)LOS
95th %
Queue
(veh)
WB 7.8 A 1 7.9 A 1
NB 9.7 A 2 0.0 A 0
Intersection ------------
EB 3.0 A 1 4.1 A 1
WB 0.0 A 0 0.0 A 0
SB 27.8 D 5 17.8 C 2
Intersection ------------
EB 0.8 A 1 0.7 A 1
WB 0.6 A 1 1.4 A 1
NB 21.5 C 2 21.2 C 2
SB 19.6 C 1 25.7 D 2
Intersection ------------
EB 37.4 D 22 54.4 D 24
WB 23.0 C 4 89.2 F 43
NB 23.0 C 8 35.3 D 22
SB 22.4 C 17 33.8 C 16
Intersection 25.0 C --56.9 E --
EB 6.2 A 5 9.3 A 7
WB 5.1 A 2 10.5 B 10
NB 14.2 B 2 14.8 B 7
SB 13.6 B 1 12.8 B 1
Intersection 7.1 A --10.9 B --
EB 0.1 A 0 0.3 A 1
WB 0.0 A 0 0.0 A 0
NB 0.0 A 0 10.5 B 1
SB 16.6 C 1 29.2 D 1
Intersection ------------
EB 22.0 C 12 42.8 D 16
WB 32.1 C 14 149.9 F 44
NB 25.8 C 10 37.1 D 22
SB 20.7 C 16 32.1 C 17
Intersection 23.1 C --57.6 E --
EB 27.3 C 7 27.2 C 7
WB 25.4 C 1 26.7 C 0
NB 5.6 A 3 5.5 A 6
SB 10.2 B 11 10.0 B 16
Intersection 13.7 B --11.4 B --
Davis Lane &
Oak Street
Intersection Control
15th Avenue &
Oak Street
PM Peak
Existing (2015)
One-way (NB) Stop Control
Signalized
Ferguson Avenue &
Oak Street
AM Peak
Intersection Control
Intersection Approach
Intersection Control One-way (SB) Stop Control
Intersection Control Two-way (NB & SB) Stop Control
27th Avenue &
Oak Street
Intersection Control Signalized
19th Avenue &
Oak Street
7th Avenue &
Oak Street
Intersection Control Signalized
Rouse Avenue &
Oak Street/Birch Street
Intersection Control Two-way (NB & SB) Stop Control
11th Avenue &
Oak Street
Intersection Control Signalized
Oak Street Improvements Pre-Design Report 12
Bike & Pedestrian Facilities
Existing bike and pedestrian facilities along Oak Street are shown in Figure 4 on the following page. They consist primarily of
concrete sidewalk or asphalt path along the segments of Oak Street that have already been improved to the future five-lane
section. Most of these segments also include striped bike lanes. There are various missing segments of sidewalk, path and
bike lane that will need to be filled in with the Oak Street Improvements project. Bike and pedestrian volumes along the
corridor generally consist of approximately 10 per peak hour on the lower volume intersections at the west end up to
approximately 40 per peak hour at the higher volume intersections on the east end.
There is an existing mid-block pedestrian crossing located approximately 700 feet east of Ferguson Avenue that connects an
existing gravel trail south of Oak Street within Diamond Estates Subdivision with the existing gravel trails within the County
Regional Park north of Oak Street. This crossing location is marked with a ladder-style crosswalk and pedestrian crossing
signs as shown in the picture below. All other signed/marked crossing locations line up with existing intersections, many of
which are signalized intersections.
Existing mid-block crosswalk located east of Ferguson.
Oak Street Improvements Pre-Design Report 13
FIGURE 4. EXISTING BIKE & PEDESTRIAN FACILITIES
Oak Street Improvements Pre-Design Report 14
Lighting
Marvin & Associates completed a visual inventory of existing street lights
along the Oak Street corridor. As shown in Table 5 below, there are a total
of 24 lights along the corridor with 10 of the lights being associated with
signalized intersections. All but one of the 14 street lights are concentrated
in the corridor area west of North 19th Avenue and 11 of those lights are
located at intersections.
There are three different types of existing lights: shoe-box, gull wing, and
cobra head. It appears that all of the lights have High Pressure Sodium
(HPS) lamps, although some of them could also be metal halide. It can be
concluded that the existing corridor lighting does not exhibit a uniform
appearance along the entire corridor, nor does the lighting meet AASHTO
or ANSI-IES average illuminance or average/minimum uniformity ratios
associated with principal arterial streets. Therefore, it has been assumed that
the design of the new corridor lighting system would require replacement of
existing lights with a single uniform style pole and luminaire with new LED
lamps as required by City of Bozeman standards.
TABLE 5. EXISTING STREET LIGHTS
No.Height
From To Lights Location Style (ft)
Ferguson Avenue Davis Lane 6 South Side Shoe Box 35-45 HPS Intersections 0
Davis Lane N 27th Avenue 5 North Side Gull Wing 35-45 HPS Intersections NA
N 27th Avenue Woodland Avenue 0 NA NA NA NA NA NA
Woodland Avenue N 19th Avenue 2 North Side Cobra Head 35-45 HPS 200 ft 2
N 19th Avenue N 15th Avenue 0 NA NA NA NA NA 4
N 15th Avenue N 7th Avenue 0 NA NA NA NA NA 2
N 7th Avenue Rouse Avenue 1 South Side Cobra Head 35-45 HPS NA 2
14 10
Lamp
Type
Corridor Segment
Total =
Spacing
Signal
Luminaires
Existing shoe-box lights located east of Ferguson. Existing shoe-box lights located east of Ferguson.
Oak Street Improvements Pre-Design Report 15
Stormwater Facilities
The natural stormwater runoff flow direction throughout
the Oak Street corridor is generally south to north.
Overland flows collect into multiple small waterways that
ultimately flow north into the East Gallatin River. There is
a wide range of land use along Oak Street which includes
open farm fields, parks, commercial, industrial, and
residential development. Some developed areas include
stormwater detention ponds, pipe networks and culverts
while other areas have no existing stormwater features.
There is no continuous storm drain network within Oak
Street itself and there is generally an absence of stormwater
treatment. Many existing inlets empty to detention ponds,
to the north or south of the street, before draining into the
natural open channels. A series of culverts are currently
used in Oak Street to convey the small waterways that run
to the north. There are sections of Oak Street that do not
have any existing curb and gutter and runoff from the
roadway is allowed to flow off the shoulders to the north
or south and is not controlled by additional stormwater
features within the right-of-way.
North Rouse Avenue to North 7th Avenue. Two inlets
collect runoff at the intersection of Oak Street and North
Rouse Avenue. The water is then conveyed to an outfall at
Bozeman Creek to the east via an 18-inch storm drain
pipe. These inlets also collect a portion of the runoff
generated in Oak Street to the west. The County
Fairgrounds, located to the south of Oak Street, currently
do not have any stormwater features, resulting in runoff
and debris collecting near the south boundary of the Oak
Street right-of-way. A low point exists in Oak Street to the
north of the fairgrounds that allows runoff to spill over the
roadway to the open field to the north. There are no
stormwater features or curb and gutter in Oak Street to the
west until near the intersection with North 5th Avenue. At
the intersection, a 30-inch pipe, that drains the commercial
lots to the south via a detention pond, connects to a 42-
inch pipe that runs south to north. This pipe connects to
the drainage system for the Wal-Mart parking lot to the
north which empties into a detention pond near Interstate
90. Three inlets at the intersection with North 7th Avenue
collect into a single outfall pipe that empties into a ditch
on the west side of North 7th Avenue to the north of the
intersection.
North 7th Avenue to North 19th Avenue. There are no
existing stormwater features in the right-of-way between
North 7th Avenue and the culvert crossing at Mandeville
Creek. To the west of Mandeville Creek, near North 11th
Avenue, a pair of inlets drain to the ditch on the south side
of Oak Street. A small storm system, including one pond,
transports runoff on the south side of Oak Street from a
high point, between North 12th and North 14th Avenues,
east to Mandeville Creek. West of that high point, another
system collects runoff on the south side of Oak Street and
transports it west to near North 17th Avenue before
crossing under Oak Street where it outfalls into Farmer’s
Canal to the north. Inlets at the intersection of North 19th
Avenue connect to a 60-inch storm drain main. This main
Oak Street Improvements Pre-Design Report 16
turns east on the north side of Oak Street and also outfalls
to Farmer’s Canal. The majority of Oak Street through this
section does not have curb and gutter.
North 19th Avenue to Davis Lane. The only
stormwater feature between North 19th Avenue and
Woodland Drive is the culvert for Catron Creek to pass
under Oak Street. Just west of Woodland Drive a pair of
inlets connect to a 21-inch storm drain that empties to a
large detention pond to the north of the street. This pond
outfalls to the channel that crosses under Oak Street
through culverts just to the west. Other inlets to the west
empty north into the park area that extends to the
intersection with North 27th Avenue. The only other
storm system in this area is located between New Holland
Drive and Buckrake Avenue and empties to the channel
east of Hunters Way. Inlets on the south side of the street
empty to three detention ponds south of the road while
the inlets to the north drain to a single pond north of the
street.
Davis Lane to Cottonwood Road. Inlets just west of
Davis Lane collect into an 18-inch storm drain that
empties into the detention pond on the north side of Oak
Street. Between Meagher Avenue and Ferguson Avenue, a
series of inlets are used to collect runoff into a storm drain
system (size 15-inch to 24-inch diameter) that empty to
two stormwater detention ponds on the south side of Oak
Street which outfall into a nearby open channel. The Oak
Street corridor is currently undeveloped between Ferguson
Avenue and Cottonwood Road. The new road will
eventually be constructed, through the open fields that
exist now. Inlets, pipe and detention ponds exist in the
residential development west of Cottonwood Road.
Existing storm drain pipes and detention ponds are shown
on the Stormwater Exhibits shown in Appendix F.
Existing low points and flow directions are also shown and
drainage areas are delineated for the undeveloped areas
south of Oak Street that drain to the right-of-way.
Oak Street Improvements Pre-Design Report 17
CORRIDOR MODELING
3
Corridor traffic volumes were projected using a methodology based on existing traffic patterns at the primary corridor
intersections, as described in greater detail in the following paragraphs. These volumes were then used to prepare a corridor
model for the evaluation of traffic operations and ultimately, the evaluation of alternatives for improvement.
Traffic Volume Projections
Methodology
Corridor traffic projection methodology was based primarily on existing traffic patterns at the ten key corridor intersections.
Existing AM and PM traffic patterns at the key intersections were converted to percentage distribution values to determine
relative travel demand from and to separate corridor links. Since the Oak Street corridor will be extended west to
Cottonwood Road and Davis Lane will eventually be extended south to Fowler Avenue, a traffic redistribution routine was
applied to existing AM and PM traffic volumes to determine patterns that would result if those roadway extensions existed
today. The redistributed traffic patterns were then used to assign future development trips to the Oak Street corridor. Future
trip assignments were based on the information contained within fourteen different traffic impact studies for known and
proposed developments (orange properties in Figure 5 on the following page). The number of dwelling units contained within
the known developments were compared to historic growth trends in the City of Bozeman and additional development within
vacant properties along the corridor (blue properties in Figure 5) were included to introduce additional potential development
that could occur in the next 20 years. Trip distribution that would use the Oak Street corridor and intersecting streets were
introduced to the corridor at one or more of the key intersections. The new trips were then distributed along the corridor
based upon traffic patterns developed in the traffic reassignment model.
Four of the key intersections involve roadways that also serve regional through traffic. Those streets are Davis Lane, North
19th Avenue, North 7th Avenue, and Rouse Avenue. Additional through traffic was added to the cross street traffic based on
an assumed annual growth rate of 2.5%. Thus, through traffic volumes on those streets were increased by approximately 60%
to reflect 20 year design hour volumes.
Oak Street Improvements Pre-Design Report 18
FIGURE 5. PLANNED AND POTENTIAL FUTURE DEVELOPMENT
Oak Street Improvements Pre-Design Report 19
Known Development Traffic
Table 6 indicates the number of trips that would be generated by known developments (orange properties in Figure 5) along
with the relative percentage of trips that would be distributed to and from the Oak Street corridor. The distribution
percentages were extracted from the TIS reports and in some cases modified to reflect the street extensions that would be
involved with year 2035 street system changes. There would be a total of approximately 31,000 additional average weekday
trips (AWT) generated by the known developments, with 2,400 in the AM peak hour and 3,100 in the PM peak hour. The
number of trips actually impacting the Oak Street corridor would involve approximately 8,900 AWT with 700 AM peak hour
trips and 890 PM peak hour trips.
TABLE 6. FUTURE TRIPS ON OAK STREET CORRIDOR – KNOWN DEVELOPMENTS
The known developments would contain approximately 3,150 dwelling units with an assumed occupation of 2.0 residents per
unit resulting in a population increase of approximately 6,300. State statistics indicate that Bozeman has grown at an annual
rate of approximately 2.5% in the past 10 years. If that rate were to continue over the next 20 years, the population of
Bozeman would grow by approximately 25,600. Therefore, known developments in the area would represent approximately
25% of growth in Bozeman.
Potential Future Development
Since this area of Bozeman has seen tremendous development in the past three years, it has been assumed that at least one
third of the growth in Bozeman will occur in this area. Thus, this area has potential to grow beyond the known developments
within the next 20 years. Table 7 indicates trip generation created by development that could potentially occur within the Oak
Street corridor’s area of influence (blue properties in Figure 5). These developments are large areas of unoccupied land that
are adjacent to or surrounded by known development areas. It was assumed that future developments on these land areas
would be similar in nature to those currently being developed. One large parcel has recently been identified as an area where a
Resident Office Retail Resident Office/Ret Total % Trips on Connection
Units Units Units AWT AWT AWT AM PM Oak Model AWT AM PM Location
Boulder Creek/Westbrook 233 0 0 2230 0 2230 175 235 25%558 44 59 Laurel Parkway
Flanders/Rosa 452 25.8 0 3253 284 3537 261 351 20%707 52 70 Cottonwood & East
J&D/Norton East Ranch 40 4.7 90 234 3580 3814 283 341 5%191 14 17 Cottonwood
The Lakes at Valley West 300 0 0 2310 0 2310 177 221 20%462 35 44 Laurel Parkway
Norton Ranch 106 0 0 1014 0 1014 80 107 5%51 4 5 Cottonwood
Oak Meadows 123 0 0 824 0 824 60 82 100%824 60 82 14th Avenue N
Sundance (Baxter Meadows 2)554 40 0 3684 654 4338 344 418 27%1171 93 113 Davis/Ferguson
Traditions 98 0 0 938 0 938 74 99 20%188 15 20 East of Cottonwood
West Winds 210 0 0 1232 0 1232 93 123 30%370 28 37 Davis/N 27th
Baxter Meadows 3 112 0 0 1218 0 1218 98 126 35%426 34 44 Flanders Mill Road
Baxter Meadows 4 112 0 0 1099 0 1099 88 130 32%352 28 42 Davis Lane
Four Points Sub 414 0 0 2753 0 2753 221 256 35%964 77 90 Ferguson/Davis
Flanders Mill Sub 396 0 0 3545 0 3545 269 348 35%1241 94 122 Ferguson/Flanders Mill
Cannery Development 0 109 28 0 2344 2344 205 237 57%1336 117 135 Rouse & West
Sports Complex 0 0 80 0 0 152 15 30 30%46 5 9 Cottonwood/Flanders Mill
Totals =3150 179.5 198 24334 6862 31348 2443 3104 8887 700 889
Demographics:New Residents at 2.0 per Unit =6300
Bozeman Annual Growth Rate =2.5%
20 Year Growth Factor =1.64
Current Population = 40000
Net Increase by 2035 =25600
Growth within Oak Corridor Area (% of Total)=25%
Traffic On Oak CorridorTrips
Development
Oak Street Improvements Pre-Design Report 20
new high school may be located in the future. Table 7 indicates the level of trip generation and trip distribution that would be
directed to and from the Oak Street corridor, similar to Table 6.
TABLE 7. FUTURE TRIPS ON OAK STREET CORRIDOR – POTENTIAL IN-FILL DEVELOPMENTS
There would be a total of approximately 17,700 additional average weekday trips (AWT) generated by the potential
developments, with 1,900 in the AM peak hour and 1,800 in the PM peak hour. The number of trips actually impacting the
Oak Street corridor would involve approximately 6,500 AWT with 640 AM peak hour trips and 640 PM peak hour trips.
When combined with the known developments, traffic impacts on the Oak Street corridor would result in an additional 15,400
AWT with 1,340 AM peak hour trips and 1,530 PM peak hour trips. Using the same assumptions for 20 year growth in
Bozeman, it can be seen that growth in the Oak Street corridor area would amount to approximately 31% of the total 20 year
growth in Bozeman, which is within the rational limits that were assumed.
Year 2035 Traffic Projections
The trip generation numbers at corridor entry points identified in Tables 6 and 7 were input into the existing traffic
redistribution model. The model was modified somewhat to account for special trip generation conditions and distribution
patterns influenced by new development attractions and productions. The model was designed to balance directional traffic
flows wherever possible to check for anomalies and ensure that traffic inputs were equated with resultant departures at each
intersection. Four system routes (Davis Lane, North 19th Avenue, North 7th Avenue, and Rouse Avenue) accommodate
through traffic with no origins or destinations within the development areas. Since through traffic on those routes impact
traffic operations at their intersections with Oak Street, 20 year traffic projections were applied to existing through traffic
volumes and were added to the model at those intersections. It was assumed that the growth rate on the four routes would
increase proportionately with growth in Bozeman, at 2.5% annually. This resulted in approximately 60% more through traffic
than currently exists.
Figure 6 on the following page presents the resulting year 2035 AM and PM peak hour traffic projections used in the
operations analysis for the Oak Street corridor, along with the 2035 projected daily traffic volumes on the roadway segments
between major intersections.
Resident Office Retail Resident Office/Ret Total % Trips on Connection
Units Units Units AWT AWT AWT AM PM Oak Model AWT AM PM Location
1 Northwest of Cottonwood/Oak 230 0 0 2300 0 2300 173 230 50%1150 86 115 Cottonwood/Oak
2 East of Lakes at Valley West 70 0 0 700 0 700 53 70 20%140 11 14 Laurel Parkway
3 East of Flanders/Rosa **0 0 0 0 1500 1500 644 195 25%375 161 49 Cottonwood/Oak
4 NW of Ferguson Durston 30 0 0 300 0 300 23 30 30%90 7 9 Ferguson
5 NE of Ferguson/Oak 40 0 0 400 0 400 30 40 60%240 18 24 Ferguson
6 NE of Davis/Oak 30 0 0 300 0 300 23 30 60%180 14 18 Davis/Oak
7 NE of Baxter/Davis 180 0 0 1440 0 1440 114 137 30%432 34 41 Davis/N 27th
8 NE of Baxter/27th Ave 70 25 80 560 3500 4060 320 386 20%812 64 77 N 27th
9 NE of N 27th/Oak 105 0 15 840 600 1440 114 137 35%504 40 48 N 27th
10 W of N 11th Ave N of Oak 50 40 40 400 2050 2450 193 233 30%735 58 70 N15th/N 11th
11 NW of N 7th Ave/Durston 70 0 0 700 0 700 53 70 20%140 11 14 N 11th
12 S of Oak E of N 7th 0 20 10 0 800 800 63 76 50%400 32 38 Oak
13 West of Cannery District 0 25 25 0 1300 1300 103 124 100%1300 103 124 Oak
Totals =875 110 170 7940 9750 17690 1902 1757 6498 636 641
* It is assummed that only 30% of potential developments would occur in the next 20 years.
** New High School/Middle School (1500 Students assummed)
New Residents at 2.0 per Unit =8050
Bozeman Annual Growth Rate =2.5%
20 Year Growth Factor =1.64
Current Population = 40000
Net Increase by 2035 =25600
Growth in Oak Corridor Area (% of Total)=31%
Trips Traffic On Oak Corridor
Demographics Including Known Developments:
Development*
Oak Street Improvements Pre-Design Report 21
FIGURE 6. 2035 TRAFFIC VOLUME PROJECTIONS
Oak Street Improvements Pre-Design Report 22
Average weekday traffic (AWT) volumes along the corridor were calculated based on hourly variation factors applied to the
AM and PM peak hour traffic projections. Table 8 presents the design AWT volumes along with percentages of heavy truck
traffic, based on existing traffic data.
TABLE 8. AVERAGE WEEKDAY TRAFFIC ON OAK STREET CORRIDOR – 2035 PROJECTIONS
Future Capacity Analysis
Peak hour capacity calculations were performed for the future (2035) traffic volume scenario using the same methodology
outlined for the analysis of existing conditions. For a baseline comparison of future conditions, these calculations were first
completed using the full future five-lane typical section on Oak Street without any improvements to existing intersection
traffic control. The results of these calculations are presented in Table 9 on the following page. With this scenario, many of
the arterial intersections along the corridor would operate at less than desirable levels of service. The intersections of Oak
Street with Ferguson Avenue, Davis Lane, 27th Avenue, 19th Avenue, 11th Avenue, and 7th Avenue are all expected to
experience less than desirable LOS for individual approaches or the intersection as a whole for the future (2035) traffic volume
scenario.
The existing signalized intersections of Oak Street with North 19th Avenue and North 7th Avenue are anticipated to operate
at LOS D during the PM peak hour for the future (2035) traffic volume scenario with implementation of the proposed design
typical sections. These anticipated improvements include an additional through lane and right-turn lane for eastbound traffic
at North 19th Avenue and an additional through lane and right-turn lane for westbound traffic at North 7th Avenue. These
additional lanes would result in significant operational improvements at both intersections over existing conditions. A
sensitivity analysis was conducted for the two intersections and found that LOS D would not be reached until future years
2033 and 2030 for the 7th Avenue and 19th Avenue intersections, respectively. Due to the favorable results of this analysis
and the cost associated with complete reconstruction, a roundabout alternative was not evaluated for either of these two
intersections. Preliminary discussions with the City of Bozeman indicated agreement with this approach.
The remaining four intersections with less than desirable LOS, along with the Cottonwood Road intersection, were evaluated
for both signal and roundabout intersection control alternatives. For all five intersections evaluated, both the signal and
roundabout intersection control alternatives are anticipated to handle the future (2035) traffic volumes within an acceptable
LOS range as shown in Table 9. Future year capacity calculation worksheets can be found in Appendix C.
AM PM Highest Design
Calculation Calculation AM - PM AWT
East of Cottonwood Road 5885 4869 5885 6,000 1%
East of Flanders Mill Road 6306 5486 6306 6,500 1%
East of Ferguson Avenue 14424 14158 14424 14,500 1%
East of Davis Lane 11739 12348 12348 12,500 2%
East of N 27th Avenue 11403 13501 13501 13,500 3%
East of N 19th Avenue 20119 20740 20740 20,800 3%
East of N 15th Avenue 19075 19579 19579 19,600 3%
East of N 11th Avenue 19587 19470 19470 19,500 3%
East of N 7th Avenue 17405 18280 18280 18,300 3%
West of Rouse Avenue 13053 10056 13053 13,100 3%
Corridor Link % Trucks
Oak Street Improvements Pre-Design Report 23
23
TABLE 9. FUTURE (2035) CAPACITY CALCULATION RESULTS
Avg
Delay
(s/veh)LOS
95th %
Queue
(veh)
Avg
Delay
(s/veh)LOS
95th %
Queue
(veh)
Avg
Delay
(s/veh)LOS
95th %
Queue
(veh)
Avg
Delay
(s/veh)LOS
95th %
Queue
(veh)
Avg
Delay
(s/veh)LOS
95th %
Queue
(veh)
Avg
Delay
(s/veh)LOS
95th %
Queue
(veh)
EB 0.6 A 0 1.0 A 0 7.6 A 1 6.6 A 1 3.9 A 1 3.6 A 1
WB 1.5 A 1 2.6 A 1 7.5 A 1 7.2 A 2 3.7 A 1 4.2 A 1
NB 12.0 B 1 14.3 B 1 6.7 A 1 7.3 A 2 2.8 A 1 3.1 A 1
SB 13.5 B 1 16.7 C 1 7.0 A 2 7.4 A 1 3.5 A 1 3.3 A 1
Intersection ------------7.2 A --7.2 A --3.5 A --3.6 A --
EB 0.2 A 0 0.4 A 0
WB 0.5 A 0 0.9 A 1
NB 11.9 B 1 14.4 B 1
SB 13.6 B 1 15.6 C 1
Intersection ------------
EB 0.1 A 0 0.2 A 0 9.8 A 3 7.8 A 2 5.1 A 2 4.8 A 1
WB 6.5 A 2 5.6 A 2 24.6 C 5 21.4 C 10 5.1 A 3 8.6 A 7
NB 18.8 D 3 --F 3 16.7 B 2 16.1 B 2 2.7 A 2 2.9 A 2
SB 692.5 F 15 --F --10.3 B 3 10.6 B 3 4.0 A 1 4.5 A 1
Intersection ------------17.7 B --17.3 B --4.0 A --5.7 A --
EB 2.1 A 1 4.9 A 2 11.8 B 4 9.9 A 5 15.4 C 13 7.2 A 4
WB 0.1 A 0 0.0 A 0 9.7 A 3 8.3 A 5 4.6 A 3 15.1 C 16
NB --F 9 9.4 A --9.9 A 2 15.0 B 5 7.2 A 2 7.8 A 4
SB --F 33 116.0 F 10 12.0 B 3 15.5 B 3 9.5 A 9 7.2 A 4
Intersection ------------11.2 B --11.6 B --9.9 A --10.2 B --
EB 1.1 A 1 1.2 A 1 8.5 A 6 6.2 A 3 2.6 A 2 2.3 A 1
WB 0.5 A 1 1.0 A 1 7.0 A 3 7.2 A 5 2.2 A 1 2.8 A 2
NB 278.4 F 12 236.4 F 10 10.5 B 3 10.5 B 3 4.7 A 1 4.2 A 1
SB 398.5 F 14 --F 1 10.6 B 3 11.2 B 3 4.1 A 1 5.2 A 2
Intersection ------------8.6 A --7.8 A --2.9 A --3.1 A --
EB 54.9 D 17 55.9 E 18
WB 41.9 D 8 61.0 E 22
NB 24.4 C 13 37.2 D 38
SB 28.9 C 30 33.8 C 26
Intersection 34.6 C --44.6 D --
EB 7.7 A 7 12.6 B 10
WB 6.3 A 3 14.7 B 14
NB 18.6 B 3 20.7 C 9
SB 17.8 B 2 17.1 B 3
Intersection 9.3 A --15.2 B --
EB 0.2 A 1 0.4 A 1 5.8 A 5 5.2 A 5 2.4 A 2 2.5 A 2
WB 0.2 A 0 0.3 A 1 4.8 A 3 5.8 A 6 2.0 A 1 2.7 A 3
NB 37.1 E 2 44.6 E 2 12.3 B 2 12.8 B 1 4.4 A 1 4.2 A 1
SB 32.5 D 2 90.3 F 4 11.6 B 2 13.1 B 2 3.8 A 1 5.1 A 1
Intersection ------------6.1 A --6.1 A --2.4 A --2.8 A --
EB 38.5 D 21 52.0 D 24
WB 42.8 D 7 50.1 D 14
NB 28.5 C 15 35.0 C 33
SB 25.4 C 21 30.0 C 24
Intersection 31.3 C --38.9 D --
EB 27.9 C 13 27.4 C 12
WB 24.3 C 1 25.4 C 0
NB 11.2 B 14 10.5 B 13
SB 17.7 B 21 16.7 B 28
Intersection 18.5 B --16.7 B --
Cottonwood
Road &
Oak Street
Intersection Approach
New Typical Section & Ex. Intersection Control
AM Peak PM Peak
15th Avenue &
Oak Street
Intersection Control Two-way (NB & SB) Stop Control
27th Avenue &
Oak Street
Intersection Control Signalized
19th Avenue &
Oak Street
Intersection Control Signalized
Intersection Control Signalized
Rouse Avenue &
Oak Street
11th Avenue &
Oak Street
Intersection Control Signalized
7th Avenue &
Oak Street
Two-way (NB & SB) Stop Control
Davis Lane &
Oak Street
Intersection Control Two-way (NB & SB) Stop Control
Signal Alternative
AM Peak PM Peak
Intersection Control Two-way (NB & SB) Stop Control
Flanders Mill
Road &
Oak Street
Intersection Control Two-way (NB & SB) Stop Control
Ferguson
Avenue &
Oak Street
Intersection Control
Intersection Control Two-way (NB & SB) Stop Control
Roundabout Alternative
AM Peak PM Peak
Roundabout
Semi-Actuated Signal Roundabout
Roundabout
Roundabout
Roundabout
Semi-Actuated Signal
Semi-Actuated Signal
Semi-Actuated Signal
Semi-Actuated Signal
Oak Street Improvements Pre-Design Report 24
24
Signal Warrants
Traffic signal warrant evaluations, based on the Manual on Uniform Traffic Control Devices (MUTCD) methodologies, were
performed for the five major intersections that are not currently signalized. These calculations were completed for weekday
peak hour scenarios for both the existing year (2015) and future year (2035) volumes. Oak Street intersections evaluated
include Cottonwood Road, Ferguson Avenue, Davis Lane, North 27th Avenue, and North 11th Avenue. A comprehensive
evaluation of all nine warrants could not be completed with the data available, so only the volume warrants were considered in
this analysis. For existing year volumes, the Peak Hour warrant was evaluated for all intersections except Cottonwood Road
and the Eight-Hour Vehicular Volume and Four-Hour Vehicular Volume warrants were evaluated for the Davis Lane and
North 27th Avenue intersections. For the future year volumes, the Peak Hour warrant was evaluated for all five project
intersections. None of the traffic volume signal warrants were met for the existing year (2015) volume scenario. The Peak
Hour Volume warrant was met for all the project intersections, except Cottonwood Road, for the future year (2035) volume
scenario. Table 10 below summarizes the signal warrants and complete worksheets can be found in Appendix D.
TABLE 10. SIGNAL WARRANT SUMMARY
Although signal warrants would not be met for the projected 20-year volumes at the intersection of Oak Street and
Cottonwood Road, the future build-out of this intersection was still considered to be a signalized (or roundabout) intersection
of two five-lane arterial roadways. Warrants will be met at some point in the future so it is important for the City of
Bozeman to be able to plan for this ultimate level of improvement.
Oak &Oak &Oak &Oak &Oak &Oak &Oak &Oak &Oak &Oak &
Cottonwood Ferguson Davis 27th 11th Cottonwood Ferguson Davis 27th 11th
----x x ------------
----x x ------------
--x x x x x
--------------------
--------------------
--------------------
--------------------
--------------------
--------------------
Yes
No x x x x x x
TRAFFIC SIGNAL WARRANTS
8. Roadway Network
Signals Warranted
1. Eight-Hour Vehicular Volume
2. Four-Hour Vehicular Volume
3. Peak Hour
4. Pedestrian Volume
5. School Crossing
6. Coordinated Signal System
7. Crash History
9. Intersection Near a Grade Crossing
Existing Volumes (2015)Future Volumes (2035)
Oak Street Improvements Pre-Design Report 25
RECOMMENDED IMPROVEMENTS
4
The preceding evaluation of existing conditions, analysis of projected future traffic operations and other study considerations
resulted in many recommended improvements for the future build-out of the Oak Street corridor. In general, all design
elements for this project should be implemented with the ultimate goal of constructing a cohesive corridor that operates safely
and efficiently for all modes of traffic. The recommended improvements should ultimately be designed to City of Bozeman,
MDT, MUTCD, and other standards as appropriate.
Typical Section
Figure 7 on the following page shows the proposed typical sections for the Oak Street Corridor. These typical sections are
based on the standard typical sections included in the Greater Bozeman Area Transportation Plan (2007 Update) with various
adjustments made to match existing conditions. The proposed five-lane typical section for the segment that runs from
Cottonwood Road to North 27th Avenue matches the existing section from New Holland Drive to North 27th Avenue. This
section generally consists of a 28-foot wide raised median, two travel lanes in each direction, striped bike lanes, landscaped
boulevards and 5 to 6-foot wide sidewalks. New sidewalks should be constructed at 6 feet wide wherever possible, but some
may be constructed at 5-feet wide to match existing conditions. The wide median through this segment may include bioswales
for stormwater treatment.
East of North 27th Avenue, the proposed typical section matches the existing 5-lane section between North 19th Avenue and
North 7th Avenue. It generally consists of a center two-way left-turn lane, two travel lanes in each direction, striped bike
lanes, landscaped boulevard and either a 10-foot wide multi-use path or 5 to 6-foot wide sidewalks. Existing sidewalks should
be replaced as needed for the roadway widening west of North 19th Avenue. Missing gaps in the existing multi-use path east
of North 19th Avenue should be filled in to provide a continuous bike/pedestrian route.
A three-lane typical section will be adequate for the traffic volumes projected east of North 7th Avenue. The proposed typical
section for this segment is similar to the 3-lane collector option in the Greater Bozeman Area Transportation Plan (2007
Update). It includes a center two-way left-turn lane, one travel lane in each direction, striped bike lanes, landscaped
boulevards, and either a 10-foot wide multi-use path (to match the existing path on the south side) or 5 to 6-foot wide
sidewalks to match existing on the west end of this segment.
Oak Street Improvements Pre-Design Report 26
FIGURE 7. PROPOSED TYPICAL SECTIONS
Oak Street Improvements Pre-Design Report 27
Intersection Improvements
As discussed previously in the evaluation of future traffic conditions, both signals and roundabouts were considered as
potential traffic control at the major arterial intersections along the corridor. Because North 19th Avenue, North 15th Avenue
and North 7th Avenue are already signalized, and the signals will operate well with fairly minor improvements, it was assumed
that it would be cost prohibitive to go back and replace those intersections with roundabouts. In addition, the North Rouse
Avenue intersection is already signalized and will be further improved as a signalized intersection with MDT’s Rouse Avenue
reconstruction project. Therefore, the comprehensive review of signals vs. roundabouts was conducted at the following
intersections:
Cottonwood Road
Ferguson Avenue
Davis Lane
North 27th Avenue
North 11th Avenue
Capacity calculation results for both alternatives at these five intersections are presented in Table 9 on page 23. Figures 8-15
on the following pages show the concept level design improvements for each alternative, and Table 11 on page 36 presents a
matrix of the pros and cons of signals vs. roundabouts for these five intersections.
The existing power poles that run down the centerline of Oak Street
from North 27th Avenue to the west present a significant design
challenge, especially for the signalized alternatives. In many cases,
auxiliary left-turn bays cannot be installed at the intersections unless
power poles were relocated. The power line is a major 161 KV
transmission line with a heavy distribution feeder line attached. For the
purposes of this evaluation, it was assumed that they would only be
moved if they are located near the center of the intersection (specifically
for the signalized alternatives at Ferguson Avenue and Davis Lane) and
left-turn bays would only be installed where they would fit within the
existing power pole spacing. Cost estimates were provided by
NorthWestern Energy for the relocation of power poles at Ferguson
Avenue and Davis Lane.
Although the preferred design for Oak Street on the west end consists of two travel lanes in each direction, the traffic volumes
projected for the 20-year design life do not dictate the need for two full circulating lanes for the roundabout alternatives.
Therefore, it is being proposed that the roundabouts generally be constructed with one through lane and one right-turn lane in
each direction, as shown in the design concepts. It is worth noting that in most cases, raised median (aka sausage median) is
recommended between the two entering lanes to better control speeds of entering vehicles and channelize them into the
correct lanes. It also mimics the benefits, to a large degree, of a single-lane roundabout by limiting motorist decisions,
reducing speeds, and limiting vehicle-vehicle conflicts. The right turns are recommended to be either free-right or yield
depending on the receiving lane configuration. This configuration does require motorists to make appropriate lane choices
prior to arriving at the roundabout, so adequate signing and striping will be important. With only minor modifications
(removing sausage medians, pulling back the splitter islands, moving crosswalks back, minor curb modifications, and adjusting
signing and striping), the roundabouts could be converted to provide two lanes through the roundabout when volumes
warrant it in the future. At 11th Avenue, due to the high through-traffic volumes, providing two eastbound and westbound
lanes through the roundabout is recommended since there is a potential for delays and queuing before the design year is
reached.
Existing power poles along center median.
Oak Street Improvements Pre-Design Report 28
FIGURE 8. COTTONWOOD ROAD INTERSECTION ALTERNATIVES
Oak Street Improvements Pre-Design Report 29
FIGURE 9. FERGUSON AVENUE INTERSECTION ALTERNATIVES
Oak Street Improvements Pre-Design Report 30
FIGURE 10. DAVIS LANE INTERSECTION ALTERNATIVES
Oak Street Improvements Pre-Design Report 31
FIGURE 11. NORTH 27TH AVENUE INTERSECTION ALTERNATIVES
Oak Street Improvements Pre-Design Report 32
FIGURE 12. NORTH 19TH AVENUE INTERSECTION ALTERNATIVE
Oak Street Improvements Pre-Design Report 33
FIGURE 13. NORTH 11TH AVENUE INTERSECTION ALTERNATIVES
Oak Street Improvements Pre-Design Report 34
FIGURE 14. NORTH 7TH AVENUE INTERSECTION ALTERNATIVE
Oak Street Improvements Pre-Design Report 35
FIGURE 15. NORTH ROUSE AVENUE INTERSECTION ALTERNATIVE
Oak Street Improvements Pre-Design Report 36
TABLE 11. INTERSECTION ALTERNATIVE SUMMARY – SIGNALS VS. ROUNDABOUTS
Pro Con Pro Con Pro Con Pro Con Pro Con Pro Con Pro Con Pro Con Pro Con Pro Con
Safety
Performance
Higher driver
familiarity.
Anticipated reduction
in stop-controlled
intersection-related
crashes.
Higher speed
collisions are more
likely w/ signal than
roundabout, right-
angle collisions still a
possibility.
Low speeds, reduction
in conflict points
compared to signal.
Anticipated reduction
in intersection-related
crashes and crash
severity compared to
signal alternative.
Lower driver
familiarity.
Higher driver
familiarity.
Anticipated reduction
in stop-controlled
intersection-related
crashes.
Higher speed
collisions are more
likely w/ signal than
roundabout, right-
angle collisions still a
possibility.
Low speeds, reduction
in conflict points
compared to signal.
Anticipated reduction
in intersection-related
crashes and crash
severity compared to
signal alternative.
Lower driver
familiarity.
Higher driver
familiarity.
Anticipated reduction
in stop-controlled
intersection-related
crashes.
Higher speed
collisions are more
likely w/ signal than
roundabout, right-
angle collisions still a
possibility.
Low speeds, reduction
in conflict points
compared to signal.
Anticipated reduction
in intersection-related
crashes and crash
severity compared to
signal alternative.
Lower driver
familiarity.
Higher driver
familiarity.
Anticipated reduction
in stop-controlled
intersection-related
crashes.
Higher speed
collisions are more
likely w/ signal than
roundabout, right-
angle collisions still a
possibility.
Low speeds, reduction
in conflict points
compared to signal.
Anticipated reduction
in intersection-related
crashes and crash
severity compared to
signal alternative.
Lower driver
familiarity.
Higher driver
familiarity.
Anticipated reduction
in stop-controlled
intersection-related
crashes.
Higher speed
collisions are more
likely w/ signal than
roundabout, right-
angle collisions still a
possibility.
Low speeds, reduction
in conflict points
compared to signal.
Anticipated reduction
in intersection-related
crashes and crash
severity compared to
signal alternative.
High-speed facility and
drivers are not familiar
or anticipating change
in traffic control.
Capacity &
Operations
Acceptable LOS and
delay for future traffic
volume scenario.
Higher delay during
off-peak periods.
No left-turn bays due
to power poles.
Slightly better LOS
and delay values than
signal alternative.
Continuous flow =
little to no delay
during off-peak
periods.
Expandable design for
future capacity.
Acceptable LOS and
delay for future traffic
volume scenario.
Higher delay during
off-peak periods.
No left-turn bays due
to power poles.
Better LOS and delay
values than signal
alternative.
Continuous flow =
little to no delay
during off-peak
periods.
Expandable design for
future capacity.
Acceptable LOS and
delay for future traffic
volume scenario.
Higher delay during
off-peak periods.
No WB left-turn bay
due to relocated power
pole.
Acceptable LOS and
delay values for future
traffic volume scenario.
Continuous flow =
little to no delay
during off-peak
periods.
Expandable design for
future capacity.
Westbound left-turn
lane would increase
capacity.
Higher delay during
off-peak periods.
Location of power
pole in west median
would restrict the
design of an
eastbound left-turn
lane.
Slightly better LOS
and delay values than
signal alternative.
Continuous flow =
little to no delay
during off-peak
periods.
Expandable design for
future capacity.
Acceptable LOS and
delay for future traffic
volume scenario.
Higher delay during
off-peak periods.
Slightly better LOS
and delay values than
signal alternative.
Continuous flow =
little to no delay
during off-peak
periods.
Expandable design for
future capacity.
Addition of raised
median and removal
of turn-lane on Oak
Street.
Aesthetics
Opportunity for
landscaping in
medians on all four
approaches.
Larger pavement area,
signal equipment less
aesthetically pleasing.
Views already impeded
by power poles further
impeded by signal
equipment.
Additional
opportunity for
landscaping in central
island and stamped
concrete on truck
apron allow for better
overall aesthetic.
Opportunity for
landscaping in
medians on two
approaches.
Larger pavement area,
signal equipment less
aesthetically pleasing.
Views already impeded
by power poles further
impeded by signal
equipment.
Additional
opportunity for
landscaping in central
island and stamped
concrete on truck
apron allow for better
overall aesthetic.
Larger footprint
overall.
Opportunity for
landscaping in
medians on all four
approaches. Relocation
of power pole may
provide better
aesthetic.
Larger pavement area
at center of
intersection, signal
equipment less
aesthetically pleasing.
Would require more
piping of canal.
Better opportunity to
preserve open canal
because no left-turn
bays NB/SB.
Landscaping options
in medians and central
island, stamped
concrete.
Alternative would
perpetuate power pole
in middle of central
island.
Larger footprint
overall.
Opportunity for
landscaping in
medians on three
approaches.
Larger pavement area,
signal equipment less
aesthetically pleasing.
Views already impeded
by power poles further
impeded by signal
equipment.
Additional
opportunity for
landscaping in central
island and stamped
concrete on truck
apron allow for better
overall aesthetic.
Alternative would
perpetuate power pole
in west median.
Larger footprint
overall.
No major changes to
roadway cross-section
on Oak Street, no
added oppportunity
for landscaping.
Larger pavement area
at center of
intersection, signal
equipment less
aesthetically pleasing,
impedes view.
Additional
opportunity for
landscaping in central
island and stamped
concrete on truck
apron allow for better
overall aesthetic.
Larger footprint
overall.
Initial
Construction
Cost
Because only the SW
quadrant of the
intersection exists
today, overall
construction cost is
comparable to
roundabout
Because only the SW
quadrant of the
intersection exists
today, overall
construction cost is
comparable to signal.
Because only the south
half of the intersection
exists today, overall
construction cost is
comparable, but signal
is less expensive.
Because only the south
half of the intersection
exists today, overall
construction cost is
comparable.
More expensive than
signal.
Because only the north
half of the intersection
exists today, overall
construction cost is
comparable, but signal
is less expensive.
Cost associated with
relocation of existing
power pole at center of
intersection, but signal
still less expensive.
Because only the north
half of the intersection
exists today, overall
construction cost is
comparable, but signal
is less expensive.
More expensive than
signal.
Allows for reuse of
existing lane
configurations. Cost
limited to signal
hardware.
Would require
complete
reconstruction of
existing intersection.
Allows for reuse of
existing lane
configurations. Cost
limited to signal
hardware.
Would require
complete
reconstruction of
existing intersection.
Long-term Cost
of Operations &
Maintenance
Minimal landscaping
maintenance would be
required.
Signal equipment
depreciates in value
and will need
continued
maintenance, power
and signal timing
updates.
Hawk signals would
require less
maintenance than
signal alternative.
Required maintenance
would be needed to
ensure landscaping is
kept up. Snow
removal more
challenging.
Minimal landscaping
maintenance would be
required.
Signal equipment
depreciates in value
and will need
continued
maintenance, power
and signal timing
updates.
Hawk signals would
require less
maintenance than
signal alternative.
Required maintenance
would be needed to
ensure landscaping is
kept up. Snow
removal more
challenging .
Minimal landscaping
maintenance would be
required.
Signal equipment
depreciates in value
and will need
continued
maintenance, power
and signal timing
updates.
Hawk signals would
require less
maintenance than
signal alternative.
Required maintenance
would be needed to
ensure landscaping is
kept up. Snow
removal more
challenging .
Minimal landscaping
maintenance would be
required.
Signal equipment
depreciates in value
and will need
continued
maintenance, power
and signal timing
updates.
Hawk signals would
require less
maintenance than
signal alternative.
Required maintenance
would be needed to
ensure landscaping is
kept up. Snow
removal more
challenging .
Minimal landscaping
maintenance would be
required.
Signal equipment
depreciates in value
and will need
continued
maintenance, power
and signal timing
updates.
Hawk signals would
require less
maintenance than
signal alternative.
Required maintenance
would be needed to
ensure landscaping is
kept up. Snow
removal more
challenging.
Right-of-Way &
Utility Impacts
Slightly smaller
footprint, less R/W
needed on corners of
intersection.
Existing power poles
don't allow adequate
space for left turn bays.
No conflict with
existing power poles.
Slightly larger
footprint will require
more R/W on corners
(10-20 ft beyond signal
alternatve).
Smaller footprint, less
R/W needed on
corners of intersection.
Existing power poles
don't allow adequate
space for left turn bays.
No power pole will
need to be relocated.
No conflict with
existing power poles,
center of roundabout
can be shifted to avoid
power pole near center
of intersection.
Much larger footprint
in this location. 30 to
40 additional feet of
R/W needed on each
corner.
Smaller footprint, less
R/W needed on
corners of intersection.
Relocation of power
pole in center of the
intersection would be
required, resulting in
three new poles.
Existing power pole in
center of intersection
can remain in place.
Larger footprint
requires slightly more
R/W. 20 to 30 ft of
R/W needed on each
corner.
Existing power poles
can remain in place.
Existing power pole
on west approach
doesn't allow for left-
turn bay.
Existing power poles
can remain in place.
Much larger footprint
in this location. 20 to
30 additional feet fo
R/W needed on each
corner. Much greater
impact to existing
homes on south side.
Existing utilies can
remain in place.
Oak Street right-of-
way can remain as
existing.
Additional right-of-
way needed on north
and south approaches
to change roadway
geometry.
Multi-Modal
Signalized intersection
design would include
crosswalks and bike
lanes on all four
approaches with
pedestrian walk
indication from signal.
Longer pedestrian
crossing distances
without refuge.
Hawk signals protect
pedestrian crossings.
Bicyclists could
navigate the
roundabout in the
traffic lanes or use the
escape ramp to access
the path/sidewalk.
Multi-lane
roundabouts generally
considered less
bike/ped friendly.
Signalized intersection
design would include
crosswalks and bike
lanes on all four
approaches with
pedestrian walk
indication from signal.
Longer pedestrian
crossing distances
without refuge.
Hawk signals protect
pedestrian crossings.
Bicyclists could
navigate the
roundabout in the
traffic lanes or use the
escape ramp to access
the path/sidewalk.
Multi-lane
roundabouts generally
considered less
bike/ped friendly.
Signalized intersection
design would include
crosswalks and bike
lanes on all four
approaches with
pedestrian walk
indication from signal.
Longer pedestrian
crossing distances
without refuge.
Hawk signals protect
pedestrian crossings.
Bicyclists could
navigate the
roundabout in the
traffic lanes or use the
escape ramp to access
the path/sidewalk.
Multi-lane
roundabouts generally
considered less
bike/ped friendly.
Signalized intersection
design would include
crosswalks and bike
lanes on all four
approaches with
pedestrian walk
indication from signal.
Longer pedestrian
crossing distances
without refuge.
Hawk signals protect
pedestrian crossings.
Bicyclists could
navigate the
roundabout in the
traffic lanes or use the
escape ramp to access
the path/sidewalk.
Multi-lane
roundabouts generally
considered less
bike/ped friendly.
Signalized intersection
design would include
crosswalks and bike
lanes on all four
approaches with
pedestrian walk
indication from signal.
Longer pedestrian
crossing distances
without refuge.
Hawk signals protect
pedestrian crossings.
Bicyclists could
navigate the
roundabout in the
traffic lanes or use the
escape ramp to access
the path/sidewalk.
Multi-lane
roundabouts generally
considered less
bike/ped friendly.
Recommendation Roundabout Signal Signal Signal Signal
Roundabout Alternative Signal Alternative Roundabout Alternative
Criteria
Ferguson Avenue & Oak Street Davis Lane & Oak Street 27th Avenue & Oak Street 11th Avenue & Oak StreetCottonwood Road & Oak Street
Signal Alternative Roundabout Alternative Roundabout AlternativeSignal Alternative Signal Alternative Roundabout Alternative Signal Alternative
Oak Street Improvements Pre-Design Report 37
For the roundabout alternatives, Pedestrian Hybrid Beacons (also referred to as High Intensity Activated crossWalk or
HAWK signals) are recommended at the pedestrian crossings with multiple entering lanes, which is consistent with
recommendations from the US Access Board and the draft Public Rights-of-Way Accessibility Guidelines (PROWAG)
requirements. The pieces of sausage median also provide an interim refuge area between the multiple lanes for pedestrians.
It was initially thought that roundabouts would be more feasible on the west end where the existing intersections are only
partially constructed and they can also be aligned better to avoid the existing power poles. However, the additional right-of-
way needed for the roundabout alternatives will be a challenge to obtain in many locations. Roundabouts are less feasible for
the intersections on the east end where a complete reconstruction would be required. Both alternatives would operate well
from a capacity standpoint in all locations, but roundabouts would provide slightly more reserve capacity for future growth
beyond the 20-year design life because of the option to convert them to two-lane configurations at a relatively low cost. When
all of these factors are considered, as shown in Table 11, the roundabout appears to be the preferred alternative at
Cottonwood Road, while the signal appears to be the preferred alternative at the other four major intersections. This
information will be presented to the Bozeman City Commission and they will make the final decision on which alternative is
selected for each location.
Bike & Pedestrian Facilities
As discussed previously, the recommended typical sections for full build-out of the Oak Street corridor include striped bike
lanes and 10-foot wide multi-use paths or 5 to 6-wide sidewalks, varying by segment and by existing conditions. Once all the
missing segments are filled in, these improvements should provide for a safe and continuous route for bikes and pedestrians
along the Oak Street corridor.
Safe access for pedestrians and bicyclists across the Oak Street corridor is also an important consideration. Pedestrian
crossings have been considered in all of the intersection concepts for both signalized and roundabout alternatives. The
signalized alternatives include striped crosswalks and pedestrian signal indications for all intersection approaches. Minimum
green times will be set according to pedestrian clearance intervals. Bicycle accommodations at several of the existing signalized
intersections have been improved by striping a bicycle lane between the outside through lane and dedicated right-turn lane so
that bicyclists wishing to travel through the intersection can get to the inside of right-turning vehicles in advance of the
intersection.
For the roundabout alternatives, access for pedestrians will be provided by striped crosswalks and Pedestrian Hybrid Beacons
(HAWK Signals) for all multi-lane approaches to the roundabouts. Bicycles will be given the option to either circulate with
vehicle traffic or use the escape ramp to merge onto the sidewalk/path and negotiate the roundabout with pedestrians using
the HAWK Signals. Multi-lane roundabouts are generally considered less friendly to bikes and pedestrians, but the splitter
islands are wide enough to provide pedestrian refuge so they can focus on crossing one direction of travel at a time. The
HAWK Signals also greatly improve the safety of crossings for pedestrians with disabilities.
Enhancements to the existing mid-block crossing on the east side of Ferguson should be considered in the final design of Oak
Street from Ferguson Avenue to Davis Lane. At a minimum, the existing signage and striping should be replicated with
pedestrian refuge in the newly constructed center median. Rectangular Rapid Flash Beacons or HAWK Signals could also be
considered as additional enhancements in this location.
Also included as part of the scope of the Oak Street Improvements project were concept alignments for the proposed Front
Street Connector Pathway. After the completion of much background work by the Gallatin Valley Land Trust (GVLT) and the
City Parks Department, the Front Street Pathway project was recently selected by the City Commission for funding through the
City of Bozeman Trails, Open Space and Parks (TOP) Program. The path will provide a key connection between the existing
pathway along the south side of Oak Street and the existing Story Mill Spur Trail. Sanderson Stewart worked with GVLT and
the Parks Department to develop the concept alignment illustrated in Figure 16 on the following page.
Oak Street Improvements Pre-Design Report 38
FIGURE 16. FRONT STREET CONNECTOR PATHWAY CONCEPT ALIGNMENT
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Lighting
Marvin & Associates conducted an analysis of additional lighting needs for the recommended Oak Street improvements. One
LED light that would provide the necessary illuminance level was selected to determine the relative light spacing that would be
required along the planned corridor. The AutoBahn LED by American Electric utilizes 60 LEDs which provides
approximately 16,400 Lumens. The Visual Roadway Lighting software was used to determine optimum spacing. ANSI-IES
guidelines indicate that the average illumination levels should be 0.9 HFC with a maximum uniformity ratio of 3:1.
Oak Street is a principal arterial street and the assumed roadside environment is residential along most of its length. After a
number of computational iterations, it was discovered that a Type II light distribution would result in the optimum spacing.
There are three typical sections within the corridor, which resulted in three different spacing lengths as noted below (and as
shown in Appendix E):
Segment 1 – 92-ft Street with 28-ft Median – 142 ft Staggered
Segment 2 – 75-ft Street with No Median – 170 ft Staggered
Segment 3 – 51-ft Street with No Median – 208 ft Staggered
Light locations were fit along the corridor using the above noted spacing and lights that would already be covered by
signalized intersection lights were eliminated. Street light location analysis indicated that there would be approximately 103
new street lights along the entire corridor. If some of the intersections are ultimately designed as roundabouts, there would
probably be an additional 8 lights per roundabout intersection. Final design will determine whether a lesser illuminance level, a
higher uniformity ratio, other lamp types, higher luminaire mounting heights, or a combination thereof would allow longer
light spacing and fewer lights.
Stormwater
In general, runoff generated north of Oak Street flows north and will not enter the right-of-way. Runoff generated to the
south of Oak Street will need to be considered during the design process as it flows towards the right-of-way. Curb and gutter
are planned throughout the new corridor. New on-grade and sag inlets should be utilized along the areas of the corridor that
are to be newly constructed or widened. New or existing detention ponds located in or near the right-of-way will collect and
store water conveyed from the inlets through new storm drain pipes. Culverts may also be used to help control and convey
any water that would otherwise be trapped in the right-of-way due to the construction of the Oak Street improvements. There
is also potential to integrate new stormwater features, including treatment facilities, into the existing storm drain systems in the
area of Oak Street, though this is not possible in all situations. The Stormwater Exhibits provided in Appendix F show the
areas of the project that will be newly constructed and/or widened. Potential locations of new detention ponds are also shown.
The City will need to acquire easements or right-of-way for new or expanding existing detention ponds. These areas could be
incorporated into park areas for future developments along Oak Street.
North Rouse Avenue to North 7th Avenue. The County Fairgrounds, located on the south side of Oak Street between
North Rouse Avenue and North 7th Avenue, currently have little to no stormwater features, resulting in runoff and debris
collecting near the south boundary of the Oak Street right-of-way. The improvements made in this project should consider the
master plan that has already been approved for the Fairgrounds and potentially work in connection with them, specifically for
future detention ponds and conveyance pipes to outfall structures. An overflow outfall to the north through the Westlake
property could potentially be used. This would be dependent upon acquiring an easement from Westlake and approval by
MDT of the additional flow to their right-of-way after the completion of a detailed hydraulic study. Oak Street will be widened
Response to RFP for the 2014 Sidewalks II to RFP for the 2014 Sidewalks II –
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from North Rouse Avenue to near North 5th Avenue. Most of this area will also have curb and gutter added, as none
currently exists. Inlets and piping will be used to catch runoff that would otherwise be trapped in the roadway with these
improvements. The vacant lot to the east of North 5th Avenue will require a detention pond in the future to prevent
additional runoff to Oak Street.
North 7th Avenue to North 19th Avenue. Curb and gutter will be added along the south side of Oak Street in the areas
where there is currently none. These areas are North 11th Avenue to North 12th Avenue and North 15th Avenue to North
19th Avenue. Inlets and piping will be needed to capture runoff that currently drains into the ditch on the south side of Oak
Street. Where an additional lane will be added
between North 15th Avenue to North 19th
Avenue, it is likely that a detention pond with
treatment will be required prior to discharging
into Farmer’s Canal.
North 19th Avenue to Davis Lane. Oak Street
is to be widened between North 19th Avenue and
North 27th Avenue. Current inlet locations will
need to be adjusted to match the new curb line.
Additional inlets and piping will be required to
convey the design storm. Existing detention
ponds will be utilized and upsized where feasible
to account for the increase in impervious surface.
A new detention pond with treatment may be
required north of the intersection of Oak Street
and North 25th Avenue in Rose Park.
Davis Lane to Cottonwood Road. The area
between Ferguson Avenue and Cottonwood Road is currently undeveloped and will be fully constructed with the planned five
lane street improvements. The new stormwater system in this area will include curb and gutter, inlets, piping, detention areas
and outfall structures to open channels that pass through the right-of-way. There is potential to utilize or expand the existing
detention and outfall structures that exist near both Ferguson Avenue and Cottonwood Road.
Refer to the attached Stormwater Exhibits in Appendix F showing existing and proposed detention areas.
Wetland Delineation
A wetland delineation and waters of the U.S. evaluation was conducted by Sanderson Stewart for the proposed improvements
to Oak Street. The assessment was performed as part of the initial site evaluation at the request of the City of Bozeman. Site
visits conducted in September of 2015 identified ten drainageways that cross the Oak Street corridor within the scope of work
of this project. At each crossing, wetlands were delineated and an evaluation of likely connections to waters of the US was
conducted. It should be noted that the area of the proposed Oak Street alignment between Ferguson Avenue and Flanders
Mill Road was not within the scope of work because that parcel is being evaluated independently as part of a private
development project.
The scope of the wetland evaluation included assessment of ten drainageways that cross Oak Street within the proposed
project area. The drainageways include stormwater drainage ditches, irrigation ditches and streams, or a combination of those
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features. Regional drainage in the vicinity of Oak Street is to the north to the East Gallatin River, with local small-scale
variations. Oak Street is oriented perpendicular to regional slope, so the flows within each drainageway are approximately
right angles to the street.
There is a strong influence of land use on the vegetation, and therefore, Cowardin wetland classification. Several of the
wetlands associated with a single source of hydrology have distinctly different vegetation across different property boundaries
and on opposite sides of the street. Table 12 below identifies the drainageway, wetland, Cowardin classification of any
wetland, area of wetland delineated, and the anticipated jurisdictional status.
TABLE 12. WETLAND SUMMARY
Drainageway Wetland
Wetland
Classification
(Cowardin)
Area
(acres)
Anticipated
Jurisdictional
Status
1 Ephemeral stormwater ditch Not likely WOUS
2 Mandeville Creek 2 N: emergent
S: scrub-shrub 0.027 Likely
3 Ephemeral stormwater ditch;
Farmers Canal 3 Scrub-shrub 0.019 Not likely
4 East Fork of East Catron Creek 4 Emergent 0.028 Likely
5 Un-named tributary to East
Catron Creek 5 N: emergent
S: scrub-shrub 0.017 Likely
Stormwater detention pond 5a Emergent 0.023 Not likely
6 Abandoned channel Cattail Creek 6 Emergent 0.018 Not likely
7 Cattail Creek 7 Scrub-shrub 0.002 Likely
Stormwater detention pond 7a Scrub-shrub 0.008 Not likely
8 Section Line Ditch 8 Scrub-shrub 0.011 Likely
9 Tributary of Baxter Creek 9 Emergent 0.046 Likely
Stormwater detention pond 9a Emergent 0.057 Likely
Stormwater detention pond 9b Emergent 0.107 Not likely
10 Maynard Border Ditch Overflow 10 Emergent 0.016 Likely
Notes to table:
Drainageway names are primarily based upon City of Bozeman waterways GIS layer labels.
N: North side of Oak Street
S: South side of Oak Street
WOUS: Waters of the U.S.
A more detailed discussion of the characteristics of each of the drainageways and associated wetlands are presented in the
Wetland Delineation Report in Appendix G. This report also includes representative site photos of drainageways and
wetlands, field delineation data sheets and various maps and figures illustrating
the wetland areas.
The anticipated jurisdictional status of the wetlands is listed in Table 12.
Irrigation ditches can be considered connected to waters of the US if the
headwaters and return waters are both tied to a water of the US. City
stormwater drainage system components may be considered jurisdictional if
there is a surface channel connection to waters of the US as of the date of this
delineation. At the time of this delineation, the COE is responsible for final
decisions on jurisdictional determinations. Any waters or wetlands that are
considered waters of the U.S. as defined by Section 404 of the Clean Water
Response to RFP for the 2014 Sidewalks II to RFP for the 2014 Sidewalks II –
Oak Street Improvements Pre-Design Report
42
Act (Appendix G) fall under the jurisdiction of the COE and may need Section 404 permitting through the COE if impacts
(fill) occur. It is important to note that the COE makes the final determination regarding the status of waters of the U.S.,
jurisdictional wetlands and mitigation requirements.
Geotechnical Analysis
Terracon Consultants, Inc. conducted a preliminary pavement design evaluation using anticipated traffic loading associated
with the 2035 traffic volume projections and a California Bearing Ratio (CBR) of 3.0 psi. No soil borings or cores of existing
asphalt pavement were completed for this pre-design phase of the Oak Street Improvements project. Preliminary pavement
section thickness recommendations generally consist of 4 inches of asphalt over 12-17 inches of crushed base course varying
by segment and associated traffic loading. Recommended pavement sections will require that the upper six inches of the in-
place subgrade soils be scarified in place and compacted to 95% of the maximum dry density. Some of the subgrades will
likely require geotextile fabric to be placed between the subgrade and crushed base course. Terracon’s complete report can be
found in Appendix H.
Opinions of Probable Cost
Concept-level cost estimates were prepared for each of the recommended improvements along the Oak Street corridor,
including both signal and roundabout alternatives. A summary of these opinions of probable cost is provided in Table 13 and
detailed estimates are included in Appendix I.
TABLE 13. OPINION OF PROBABLE COST SUMMARY
Intersection Baseline
Cost
Design & CA
Services
(15%)
Construction
Contingency
(15%)
Total
Cost
Oak Street Corridor -
Traffic Signal Alternative $13,171,043.61 $1,975,656.54 $1,975,656.54 $17,122,356.69
Oak Street Corridor -
Roundabout Alternative $15,410,903.34 $2,311,635.50 $2,311,635.50 $20,034,174.34
Cost Difference $2,239,859.72 $335,978.96 $335,978.96 $2,911,817.64
APPENDIX A: TRAFFIC VOLUME DATA
Intersection:
Jurisdiction:
Project Description:
Int.
Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total
Factor 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 0.98 0.98 0.98 0.98 0 1.00 1.00 1.00 1.00 0
7:45 AM 56 214 59 11 340 12 103 11 0 126 30 61 84 0 175 21 27 6 0 54 695
8:00 AM 47 152 43 3 245 12 73 19 0 104 29 60 62 0 151 17 37 8 0 62 562
8:15 AM 44 145 54 1 244 10 93 14 0 117 29 47 55 0 131 25 43 11 0 79 571
8:30 AM 57 140 51 0 248 17 90 19 1 127 25 56 51 0 132 26 35 12 0 73 580
Grand Total 204 651 207 15 1077 51 359 63 1 474 113 224 252 0 589 89 142 37 0 268 2408
Medium Truck % 2.9 2.2 3.9 0.0 2.6 3.9 4.2 3.2 0.0 4.0 3.5 4.0 1.6 0.0 2.9 6.7 7.0 8.1 0.0 7.1
Heavy Truck % 2.5 0.2 0.5 0.0 0.6 0.0 1.4 0.0 0.0 1.1 0.0 0.9 0.4 0.0 0.5 1.1 1.4 0.0 0.0 1.1
Total Truck % 5.4 2.3 4.3 0.0 3.2 3.9 5.6 3.2 0.0 5.1 3.5 4.9 2.0 0.0 3.4 7.9 8.5 8.1 0.0 8.2
Total % 8.5 27.0 8.6 0.6 44.7 2.1 14.9 2.6 0.0 19.7 4.7 9.3 10.5 0.0 24.5 3.7 5.9 1.5 0.0 11.1 100.0
PHF 0.79 0.79 0.79 0.93 0.93 0.93 0.84 0.84 0.84 0.85 0.85 0.85 0.87
RT TH LT U
204 651 207 15
89RT142TH37LT0UU0LT252TH224RT1131 63 359 51
U LT TH RT
Westbound
Agency/Company:
T. Mosdal
Sanderson Stewart
North/South Street: 7th Avenue
AM Peak Hour (7:45 - 8:45 AM)
15022Project Number:
Southbound
7th Avenue
Northbound
Oak Street
Eastbound
East/West Street:
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Oak Street & 7th AvenueCounted By:Oak StreetOak Street589City of Bozeman / MDTThursday, March 26, 2015Date Performed:
Count Time Period:
Oak Street Improvements
7th Avenue Oak Street
Oak Street
Vehicle Volumes and Adjustments
7th Avenue
1077
In Out
715
7th Avenue
474
InOut
802In409 In268Out482Total Entering
2408Out
NNNNN
Intersection:
Jurisdiction:
Project Description:
Int.
Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total
Factor 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 0.98 0.98 0.98 0.98 0 1.00 1.00 1.00 1.00 0
4:45 PM 59 126 32 6 223 36 191 50 0 277 40 66 61 0 167 51 82 34 0 167 834
5:00 PM 112 175 55 5 347 30 212 51 0 293 37 54 42 0 133 52 80 21 0 153 926
5:15 PM 101 154 46 7 308 42 207 47 0 296 41 68 74 0 183 50 94 47 0 191 978
5:30 PM 79 166 51 8 304 24 155 38 0 217 38 39 55 0 132 44 65 24 0 133 786
Grand Total 351 621 184 26 1182 132 765 186 0 1083 156 227 232 0 615 197 321 126 0 644 3524
Medium Truck % 0.0 1.4 1.1 0.0 0.9 2.3 0.8 0.0 0.0 0.8 0.6 2.6 0.9 0.0 1.5 0.5 1.9 0.0 0.0 1.1
Heavy Truck % 0.0 0.3 1.6 0.0 0.4 0.8 0.1 0.5 0.0 0.3 0.0 0.4 0.4 0.0 0.3 1.0 0.0 0.8 0.0 0.5
Total Truck % 0.0 1.8 2.7 0.0 1.4 3.0 0.9 0.5 0.0 1.1 0.6 3.1 1.3 0.0 1.8 1.5 1.9 0.8 0.0 1.6
Total % 10.0 17.6 5.2 0.7 33.5 3.7 21.7 5.3 0.0 30.7 4.4 6.4 6.6 0.0 17.5 5.6 9.1 3.6 0.0 18.3 100.0
PHF 0.85 0.85 0.85 0.91 0.91 0.91 0.84 0.84 0.84 0.84 0.84 0.84 0.90
RT TH LT U
351 621 184 26
197RT321TH126LT0UU0LT232TH227RT1560 186 765 132
U LT TH RT
Agency/Company: Sanderson Stewart
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Counted By: T. Mosdal Oak Street & 7th Avenue
North/South Street: 7th Avenue Oak Street
Date Performed: Thursday, March 26, 2015 City of Bozeman / MDT
Count Time Period: PM Peak Hour (4:45 - 5:45 PM)
Project Number: 15022 Oak Street Improvements
East/West Street:Oak StreetOut858Vehicle Volumes and Adjustments
7th Avenue 7th Avenue Oak Street Oak Street
Southbound Northbound Eastbound Westbound
In615543Out7th Avenue
In Out
1182 1220
7th Avenue 644InOak StreetTotal Entering
3524
903 1083
Out In NNNNN
Intersection:
Jurisdiction:
Project Description:
Int.
Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total
Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.98 0.98 0.98 0.98 0 0.98 0.98 0.98 0.98 0
7:45 AM 2 0 8 0 10 0 0 0 0 0 0 183 0 0 183 3 88 0 0 91 284
8:00 AM 3 0 6 0 9 0 0 0 0 0 0 136 4 0 140 4 82 0 0 86 235
8:15 AM 3 0 5 0 8 0 0 0 0 0 0 146 2 0 148 3 84 0 0 87 243
8:30 AM 1 2 4 0 7 0 0 0 0 0 0 121 5 0 126 3 90 0 0 93 226
Grand Total 9 2 23 0 34 0 0 0 0 0 0 586 11 0 597 13 344 0 0 357 988
Medium Truck % 11.1 0.0 4.3 0.0 5.9 0.0 0.0 0.0 0.0 0.0 0.0 1.9 0.0 0.0 1.8 30.8 5.2 0.0 0.0 6.2
Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.0 0.0 0.2 7.7 0.0 0.0 0.0 0.3
Total Truck % 11.1 0.0 4.3 0.0 5.9 0.0 0.0 0.0 0.0 0.0 0.0 2.0 0.0 0.0 2.0 38.5 5.2 0.0 0.0 6.4
Total % 0.9 0.2 2.3 0.0 3.4 0.0 0.0 0.0 0.0 0.0 0.0 59.3 1.1 0.0 60.4 1.3 34.8 0.0 0.0 36.1 100.0
PHF 0.85 0.85 0.85 0.00 0.00 0.00 0.82 0.82 0.82 0.96 0.96 0.96 0.87
RT TH LT U
9 2 23 0
13RT344TH0LT0UU0LT11TH586RT00 0 0 0
U LT TH RT
Westbound
Agency/Company:
T. Mosdal
Sanderson Stewart
North/South Street: 11th Avenue
AM Peak Hour (7:45 - 8:45 AM)
15022Project Number:
Southbound
11th Avenue
Northbound
Oak Street
Eastbound
East/West Street:
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Oak Street & 11th AvenueCounted By:Oak StreetOak Street597City of Bozeman / MDTWednesday, March 25, 2015Date Performed:
Count Time Period:
Oak Street Improvements
11th Avenue Oak Street
Oak Street
Vehicle Volumes and Adjustments
11th Avenue
34
In Out
24
11th Avenue
0
InOut
2In353 In357Out609Total Entering
988Out
NNNNN
Intersection:
Jurisdiction:
Project Description:
Int.
Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total
Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.98 0.98 0.98 0.98 0 0.98 0.98 0.98 0.98 0
4:45 PM 4 1 7 0 12 1 0 0 0 1 0 161 9 0 170 5 153 1 0 159 342
5:00 PM 11 0 3 0 14 3 0 0 0 3 2 149 3 0 154 2 238 0 0 240 411
5:15 PM 3 1 4 0 8 0 0 0 0 0 1 150 3 0 154 1 215 2 0 218 380
5:30 PM 7 0 5 0 12 0 0 0 0 0 1 142 5 0 148 2 191 0 0 193 353
Grand Total 25 2 19 0 46 4 0 0 0 4 4 602 20 0 626 10 797 3 0 810 1486
Medium Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.8 10.0 0.0 2.1 0.0 1.1 0.0 0.0 1.1
Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.8 10.0 0.0 2.1 0.0 1.1 0.0 0.0 1.1
Total % 1.7 0.1 1.3 0.0 3.1 0.3 0.0 0.0 0.0 0.3 0.3 40.5 1.3 0.0 42.1 0.7 53.6 0.2 0.0 54.5 100.0
PHF 0.82 0.82 0.82 0.33 0.33 0.33 0.92 0.92 0.92 0.84 0.84 0.84 0.90
RT TH LT U
25 2 19 0
10RT797TH3LT0UU0LT20TH602RT40 0 0 4
U LT TH RT
Agency/Company: Sanderson Stewart
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Counted By: T. Mosdal Oak Street & 11th Avenue
North/South Street: 11th Avenue Oak Street
Date Performed: Wednesday, March 25, 2015 City of Bozeman / MDT
Count Time Period: PM Peak Hour (4:45 - 5:45 PM)
Project Number: 15022 Oak Street Improvements
East/West Street:Oak StreetOut822Vehicle Volumes and Adjustments
11th Avenue 11th Avenue Oak Street Oak Street
Southbound Northbound Eastbound Westbound
In626625Out11th Avenue
In Out
46 30
11th Avenue 810InOak StreetTotal Entering
1486
9 4
Out In NNNNN
Intersection:
Jurisdiction:
Project Description:
Int.
Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total
Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.98 0.98 0.98 0.98 0 0.98 0.98 0.98 0.98 0
7:45 AM 2 0 0 0 2 11 0 12 0 23 39 187 3 0 229 0 71 8 0 79 333
8:00 AM 2 5 0 0 7 13 0 13 0 26 55 135 2 0 192 1 64 11 0 76 301
8:15 AM 2 1 4 0 7 22 3 15 0 40 30 130 3 0 163 0 70 10 0 80 290
8:30 AM 9 5 4 0 18 11 1 12 0 24 21 109 1 0 131 1 79 5 0 85 258
Grand Total 15 11 8 0 34 57 4 52 0 113 145 561 9 0 715 2 284 34 0 320 1182
Medium Truck % 6.7 0.0 0.0 0.0 2.9 3.5 0.0 1.9 0.0 2.7 2.8 1.2 0.0 0.0 1.5 0.0 5.6 2.9 0.0 5.3
Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.0 0.0 0.1 0.0 0.0 0.0 0.0 0.0
Total Truck % 6.7 0.0 0.0 0.0 2.9 3.5 0.0 1.9 0.0 2.7 2.8 1.4 0.0 0.0 1.7 0.0 5.6 2.9 0.0 5.3
Total % 1.3 0.9 0.7 0.0 2.9 4.8 0.3 4.4 0.0 9.6 12.3 47.5 0.8 0.0 60.5 0.2 24.0 2.9 0.0 27.1 100.0
PHF 0.47 0.47 0.47 0.71 0.71 0.71 0.78 0.78 0.78 0.94 0.94 0.94 0.89
RT TH LT U
15 11 8 0
2RT284TH34LT0UU0LT9TH561RT1450 52 4 57
U LT TH RT
Westbound
Agency/Company:
T. Mosdal
Sanderson Stewart
North/South Street: 15th Avenue
AM Peak Hour (7:45 - 8:45 AM)
15022Project Number:
Southbound
15th Avenue
Northbound
Oak Street
Eastbound
East/West Street:
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Oak Street & 15th AvenueCounted By:Oak StreetOak Street715City of Bozeman / MDTWednesday, March 25, 2015Date Performed:
Count Time Period:
Oak Street Improvements
15th Avenue Oak Street
Oak Street
Vehicle Volumes and Adjustments
15th Avenue
34
In Out
15
15th Avenue
113
InOut
190In351 In320Out626Total Entering
1182Out
NNNNN
Intersection:
Jurisdiction:
Project Description:
Int.
Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total
Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.98 0.98 0.98 0.98 0 0.98 0.98 0.98 0.98 0
4:45 PM 4 2 2 0 8 23 3 39 0 65 25 135 3 0 163 1 142 9 0 152 388
5:00 PM 3 4 3 0 10 27 1 63 0 91 22 123 3 0 148 2 227 15 0 244 493
5:15 PM 4 0 2 0 6 22 4 55 0 81 17 134 2 0 153 2 208 10 0 220 460
5:30 PM 0 2 2 0 4 13 3 40 0 56 12 135 0 0 147 0 191 17 0 208 415
Grand Total 11 8 9 0 28 85 11 197 0 293 76 527 8 0 611 5 768 51 0 824 1756
Medium Truck % 0.0 0.0 11.1 0.0 3.6 2.4 0.0 1.0 0.0 1.4 0.0 1.9 0.0 0.0 1.6 20.0 1.2 0.0 0.0 1.2
Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.0 0.0 0.2 0.0 0.1 0.0 0.0 0.1
Total Truck % 0.0 0.0 11.1 0.0 3.6 2.4 0.0 1.0 0.0 1.4 0.0 2.1 0.0 0.0 1.8 20.0 1.3 0.0 0.0 1.3
Total % 0.6 0.5 0.5 0.0 1.6 4.8 0.6 11.2 0.0 16.7 4.3 30.0 0.5 0.0 34.8 0.3 43.7 2.9 0.0 46.9 100.0
PHF 0.70 0.70 0.70 0.80 0.80 0.80 0.94 0.94 0.94 0.84 0.84 0.84 0.89
RT TH LT U
11 8 9 0
5RT768TH51LT0UU0LT8TH527RT760 197 11 85
U LT TH RT
Agency/Company: Sanderson Stewart
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Counted By: T. Mosdal Oak Street & 15th Avenue
North/South Street: 15th Avenue Oak Street
Date Performed: Wednesday, March 25, 2015 City of Bozeman / MDT
Count Time Period: PM Peak Hour (4:45 - 5:45 PM)
Project Number: 15022 Oak Street Improvements
East/West Street:Oak StreetOut976Vehicle Volumes and Adjustments
15th Avenue 15th Avenue Oak Street Oak Street
Southbound Northbound Eastbound Westbound
In611621Out15th Avenue
In Out
28 24
15th Avenue 824InOak StreetTotal Entering
1756
135 293
Out In NNNNN
Intersection:
Jurisdiction:
Project Description:
Int.
Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total
Factor 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.00 1.00 1.00 1.00 0 0.98 0.98 0.98 0.98 0
7:45 AM 23 236 69 0 328 61 81 15 0 157 5 96 13 0 114 14 41 25 0 80 679
8:00 AM 22 191 58 0 271 39 69 15 0 123 13 81 16 0 110 18 48 27 0 93 597
8:15 AM 14 198 60 0 272 35 106 11 0 152 8 80 14 0 102 19 44 21 0 84 610
8:30 AM 11 125 32 0 168 42 86 16 0 144 14 68 16 0 98 33 41 33 0 107 517
Grand Total 70 750 219 0 1039 177 342 57 0 576 40 325 59 0 424 84 174 106 0 364 2403
Medium Truck % 0.0 1.7 1.4 0.0 1.5 1.7 5.0 8.8 0.0 4.3 0.0 1.5 0.0 0.0 1.2 1.2 5.7 4.7 0.0 4.4
Heavy Truck % 0.0 0.8 0.5 0.0 0.7 1.7 2.0 0.0 0.0 1.7 0.0 0.0 0.0 0.0 0.0 1.2 1.1 0.0 0.0 0.8
Total Truck % 0.0 2.5 1.8 0.0 2.2 3.4 7.0 8.8 0.0 6.1 0.0 1.5 0.0 0.0 1.2 2.4 6.9 4.7 0.0 5.2
Total % 2.9 31.2 9.1 0.0 43.2 7.4 14.2 2.4 0.0 24.0 1.7 13.5 2.5 0.0 17.6 3.5 7.2 4.4 0.0 15.1 100.0
PHF 0.79 0.79 0.79 0.92 0.92 0.92 0.93 0.93 0.93 0.85 0.85 0.85 0.88
RT TH LT U
70 750 219 0
84RT174TH106LT0UU0LT59TH325RT400 57 342 177
U LT TH RTIn301 In364Out721Total Entering
2403Out
19th Avenue
576
InOut
896
19th Avenue
1039
In Out
485
Oak StreetOak Street424City of Bozeman / MDTTuesday, March 24, 2015Date Performed:
Count Time Period:
Oak Street Improvements
19th Avenue Oak Street
Oak Street
Vehicle Volumes and Adjustments
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Oak Street & 19th AvenueCounted By:
Westbound
Agency/Company:
T. Mosdal
Sanderson Stewart
North/South Street: 19th Avenue
AM Peak Hour (7:45 - 8:45 AM)
15022Project Number:
Southbound
19th Avenue
Northbound
Oak Street
Eastbound
East/West Street:
NNNNN
Intersection:
Jurisdiction:
Project Description:
Int.
Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total
Factor 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.02 1.00 1.00 1.00 1.00 0 0.98 0.98 0.98 0.98 0
4:45 PM 27 140 52 0 219 63 200 24 0 287 22 71 39 0 132 50 75 56 0 181 819
5:00 PM 28 149 35 0 212 58 198 28 0 284 7 67 56 0 130 50 121 74 0 245 871
5:15 PM 18 166 36 0 220 52 193 27 0 272 10 57 37 0 104 74 127 71 0 272 868
5:30 PM 19 141 26 0 186 49 207 37 0 293 17 54 39 0 110 48 107 42 0 197 786
Grand Total 92 596 149 0 837 222 798 116 0 1136 56 249 171 0 476 222 430 243 0 895 3344
Medium Truck % 1.1 0.8 2.7 0.0 1.2 0.9 1.4 0.0 0.0 1.1 0.0 0.4 1.2 0.0 0.6 0.9 0.2 0.8 0.0 0.6
Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.4 0.0 0.0 0.2 0.0 0.0 0.0 0.0 0.0
Total Truck % 1.1 0.8 2.7 0.0 1.2 0.9 1.4 0.0 0.0 1.1 0.0 0.8 1.2 0.0 0.8 0.9 0.2 0.8 0.0 0.6
Total % 2.8 17.8 4.5 0.0 25.0 6.6 23.9 3.5 0.0 34.0 1.7 7.4 5.1 0.0 14.2 6.6 12.9 7.3 0.0 26.8 100.0
PHF 0.95 0.95 0.95 0.97 0.97 0.97 0.90 0.90 0.90 0.82 0.82 0.82 0.96
RT TH LT U
92 596 149 0
222RT430TH243LT0UU0LT171TH249RT560 116 798 222
U LT TH RT
19th Avenue 895InOak StreetTotal Entering
3344
895 1136
Out In
19th Avenue
In Out
837 1191
Oak StreetOut638Vehicle Volumes and Adjustments
19th Avenue 19th Avenue Oak Street Oak Street
Southbound Northbound Eastbound Westbound
In476620OutNorth/South Street: 19th Avenue Oak Street
Date Performed: Tuesday, March 24, 2015 City of Bozeman / MDT
Count Time Period: PM Peak Hour (4:45 - 5:45 PM)
Project Number: 15022 Oak Street Improvements
East/West Street:
Agency/Company: Sanderson Stewart
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Counted By: T. Mosdal Oak Street & 19th Avenue
NNNNN
Intersection:
Jurisdiction:
Project Description:
Int.
Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total
Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0
7:45 AM 9 13 3 0 25 12 20 3 0 35 3 106 14 0 123 2 52 2 0 56 239
8:00 AM 9 9 9 0 27 12 11 5 0 28 9 93 11 0 113 7 63 6 0 76 244
8:15 AM 5 15 8 0 28 15 15 5 0 35 11 82 9 0 102 14 53 3 0 70 235
8:30 AM 6 9 3 0 18 12 8 5 0 25 6 77 6 1 90 5 50 4 1 60 193
Grand Total 29 46 23 0 98 51 54 18 0 123 29 358 40 1 428 28 218 15 1 262 911
Medium Truck % 0.0 0.0 0.0 0.0 0.0 2.0 1.9 11.1 0.0 3.3 0.0 1.4 0.0 0.0 1.2 3.6 6.9 6.7 0.0 6.5
Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.5 0.0 0.0 0.4
Total Truck % 0.0 0.0 0.0 0.0 0.0 2.0 1.9 11.1 0.0 3.3 0.0 1.4 0.0 0.0 1.2 3.6 7.3 6.7 0.0 6.9
Total % 3.2 5.0 2.5 0.0 10.8 5.6 5.9 2.0 0.0 13.5 3.2 39.3 4.4 0.1 47.0 3.1 23.9 1.6 0.1 28.8 100.0
PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.87 0.87 0.87 0.86 0.86 0.86 0.93
RT TH LT U
29 46 23 0
28RT218TH15LT1UU1LT40TH358RT290 18 54 51
U LT TH RT
Westbound
Agency/Company:
T. Mosdal
Sanderson Stewart
North/South Street: 27th Avenue
AM Peak Hour (7:45 - 8:45 AM)
15022Project Number:
Southbound
27th Avenue
Northbound
Oak Street
Eastbound
East/West Street:
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Oak Street & 27th AvenueCounted By:Oak StreetOak Street428City of Bozeman / MDTTuesday, March 24, 2015Date Performed:
Count Time Period:
Oak Street Improvements
27th Avenue Oak Street
Oak Street
Vehicle Volumes and Adjustments
27th Avenue
98
In Out
122
27th Avenue
123
InOut
90In266 In262Out433Total Entering
911Out
NNNNN
Intersection:
Jurisdiction:
Project Description:
Int.
Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total
Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0
4:45 PM 13 11 9 0 33 10 7 1 0 18 2 68 8 0 78 13 79 14 0 106 235
5:00 PM 19 16 3 0 38 10 8 0 0 18 5 44 3 0 52 15 118 25 0 158 266
5:15 PM 8 14 3 0 25 12 9 1 0 22 7 54 7 0 68 16 122 16 0 154 269
5:30 PM 12 10 0 0 22 6 10 1 0 17 2 71 6 0 79 11 93 24 0 128 246
Grand Total 52 51 15 0 118 38 34 3 0 75 16 237 24 0 277 55 412 79 0 546 1016
Medium Truck % 0.0 0.0 0.0 0.0 0.0 0.0 2.9 0.0 0.0 1.3 0.0 0.4 0.0 0.0 0.4 0.0 0.0 1.3 0.0 0.2
Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.4 0.0 0.0 0.4 0.0 0.0 0.0 0.0 0.0
Total Truck % 0.0 0.0 0.0 0.0 0.0 0.0 2.9 0.0 0.0 1.3 0.0 0.8 0.0 0.0 0.7 0.0 0.0 1.3 0.0 0.2
Total % 5.1 5.0 1.5 0.0 11.6 3.7 3.3 0.3 0.0 7.4 1.6 23.3 2.4 0.0 27.3 5.4 40.6 7.8 0.0 53.7 100.0
PHF 0.78 0.78 0.78 0.85 0.85 0.85 0.88 0.88 0.88 0.86 0.86 0.86 0.94
RT TH LT U
52 51 15 0
55RT412TH79LT0UU0LT24TH237RT160 3 34 38
U LT TH RT
Agency/Company: Sanderson Stewart
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Counted By: T. Mosdal Oak Street & 27th Avenue
North/South Street: 27th Avenue Oak Street
Date Performed: Tuesday, March 24, 2015 City of Bozeman / MDT
Count Time Period: PM Peak Hour (4:45 - 5:45 PM)
Project Number: 15022 Oak Street Improvements
East/West Street:Oak StreetOut467Vehicle Volumes and Adjustments
27th Avenue 27th Avenue Oak Street Oak Street
Southbound Northbound Eastbound Westbound
In277290Out27th Avenue
In Out
118 113
27th Avenue 546InOak StreetTotal Entering
1016
146 75
Out In NNNNN
Intersection:
Jurisdiction:
Project Description:
Int.
Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total
Factor 1.00 1.00 1.00 1.00 0.00 0.00 0.00 0.00 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0
7:45 AM 40 0 35 0 75 0 0 0 0 0 0 79 34 0 113 32 38 0 0 70 258
8:00 AM 45 0 44 0 89 0 0 0 0 0 0 66 47 0 113 42 51 0 0 93 295
8:15 AM 37 0 47 0 84 0 0 0 0 0 0 53 23 0 76 23 50 0 0 73 233
8:30 AM 34 0 24 0 58 0 0 0 0 0 0 60 32 0 92 25 33 0 0 58 208
Grand Total 156 0 150 0 306 0 0 0 0 0 0 258 136 0 394 122 172 0 0 294 994
Medium Truck % 3.8 0.0 1.3 0.0 2.6 0.0 0.0 0.0 0.0 0.0 0.0 2.3 5.9 0.0 3.6 5.7 5.2 0.0 0.0 5.4
Heavy Truck % 0.6 0.0 0.0 0.0 0.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.7 0.0 0.3 0.0 0.6 0.0 0.0 0.3
Total Truck % 4.5 0.0 1.3 0.0 2.9 0.0 0.0 0.0 0.0 0.0 0.0 2.3 6.6 0.0 3.8 5.7 5.8 0.0 0.0 5.8
Total % 15.7 0.0 15.1 0.0 30.8 0.0 0.0 0.0 0.0 0.0 0.0 26.0 13.7 0.0 39.6 12.3 17.3 0.0 0.0 29.6 100.0
PHF 0.86 0.86 0.86 0.00 0.00 0.00 0.87 0.87 0.87 0.79 0.79 0.79 0.84
RT LT U
156 150 0
122RT172TH0UU0LT136TH258Westbound
Agency/Company:
T. Mosdal
Sanderson Stewart
North/South Street: Davis Lane
AM Peak Hour (7:45 - 8:45 AM)
15022Project Number:
Southbound Northbound
Oak Street
Eastbound
East/West Street:
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Oak Street & Davis LaneCounted By:Oak StreetOak Street394City of Bozeman / MDTTuesday, March 24, 2015Date Performed:
Count Time Period:
Oak Street Improvements
Davis Lane Oak Street
Oak Street
Vehicle Volumes and Adjustments
Davis Lane
306
In Out
258
In328In294Out408Total Entering
994Out
NNNNN
Intersection:
Jurisdiction:
Project Description:
Int.
Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total
Factor 1.00 1.00 1.00 1.00 0.00 0.00 0.00 0.00 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0
4:45 PM 43 0 19 0 62 0 0 0 0 0 0 64 34 0 98 23 58 0 0 81 241
5:00 PM 45 0 17 0 62 0 0 0 0 0 0 38 42 0 80 35 84 0 0 119 261
5:15 PM 45 0 19 0 64 0 0 0 0 0 0 47 39 0 86 21 98 0 0 119 269
5:30 PM 45 0 19 0 64 0 0 0 0 0 0 44 47 0 91 18 72 0 0 90 245
Grand Total 178 0 74 0 252 0 0 0 0 0 0 193 162 0 355 97 312 0 0 409 1016
Medium Truck % 0.6 0.0 0.0 0.0 0.4 0.0 0.0 0.0 0.0 0.0 0.0 0.5 3.7 0.0 2.0 0.0 0.3 0.0 0.0 0.2
Heavy Truck % 0.6 0.0 0.0 0.0 0.4 0.0 0.0 0.0 0.0 0.0 0.0 0.5 1.2 0.0 0.8 0.0 0.0 0.0 0.0 0.0
Total Truck % 1.1 0.0 0.0 0.0 0.8 0.0 0.0 0.0 0.0 0.0 0.0 1.0 4.9 0.0 2.8 0.0 0.3 0.0 0.0 0.2
Total % 17.5 0.0 7.3 0.0 24.8 0.0 0.0 0.0 0.0 0.0 0.0 19.0 15.9 0.0 34.9 9.5 30.7 0.0 0.0 40.3 100.0
PHF 0.98 0.98 0.98 0.00 0.00 0.00 0.91 0.91 0.91 0.86 0.86 0.86 0.94
RT LT U
178 74 0
97RT312TH0UU0LT162TH193Agency/Company: Sanderson Stewart
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Counted By: T. Mosdal Oak Street & Davis Lane
North/South Street: Davis Lane Oak Street
Date Performed: Tuesday, March 24, 2015 City of Bozeman / MDT
Count Time Period: PM Peak Hour (4:45 - 5:45 PM)
Project Number: 15022 Oak Street Improvements
East/West Street:Oak StreetOut490Vehicle Volumes and Adjustments
Davis Lane Oak Street Oak Street
Southbound Northbound Eastbound Westbound
In355267OutDavis Lane
In Out
252 259
409InOak StreetTotal Entering
1016
NNNNN
Intersection:
Jurisdiction:
Project Description:
Int.
Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total
Factor 0.00 0.00 0.00 0.00 1.00 1.00 1.00 1.00 0.00 0.00 0.00 0.00 0 1.00 1.00 1.00 1.00 0
7:45 AM 0 0 0 0 0 67 0 0 0 67 0 0 0 0 0 0 0 77 0 77 144
8:00 AM 0 0 0 0 0 64 0 0 0 64 0 0 0 0 0 0 0 61 0 61 125
8:15 AM 0 0 0 0 0 65 0 0 0 65 0 0 0 0 0 0 0 68 0 68 133
8:30 AM 0 0 0 0 0 78 0 0 0 78 0 0 0 0 0 0 0 64 0 64 142
Grand Total 0 0 0 0 0 274 0 0 0 274 0 0 0 0 0 0 0 270 0 270 544
Medium Truck % 0.0 0.0 0.0 0.0 0.0 1.8 0.0 0.0 0.0 1.8 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2.6 0.0 2.6
Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.7 0.0 0.0 0.0 0.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.7 0.0 0.7
Total Truck % 0.0 0.0 0.0 0.0 0.0 2.6 0.0 0.0 0.0 2.6 0.0 0.0 0.0 0.0 0.0 0.0 0.0 3.3 0.0 3.3
Total % 0.0 0.0 0.0 0.0 0.0 50.4 0.0 0.0 0.0 50.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0 49.6 0.0 49.6 100.0
PHF 0.00 0.00 0.00 0.88 0.88 0.88 0.00 0.00 0.00 0.88 0.88 0.88 0.94
270LT0U0 274
U RT
Westbound
Agency/Company:
T. Mosdal
Sanderson Stewart
North/South Street: Ferguson Avenue
AM Peak Hour (7:45 - 8:45 AM)
15022Project Number:
Southbound
Ferguson Avenue
Northbound Eastbound
East/West Street:
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Oak Street & Ferguson AvenueCounted By:Oak StreetCity of Bozeman / MDTThursday, March 26, 2015Date Performed:
Count Time Period:
Oak Street Improvements
Oak Street
Oak Street
Vehicle Volumes and Adjustments
Ferguson Avenue
274
InOut
270 In270Out274Total Entering
544
NNNNN
Intersection:
Jurisdiction:
Project Description:
Int.
Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total
Factor 0.00 0.00 0.00 0.00 1.00 1.00 1.00 1.00 0.00 0.00 0.00 0.00 0 1.00 1.00 1.00 1.00 0
4:45 PM 0 0 0 0 0 73 0 0 0 73 0 0 0 0 0 0 0 64 0 64 137
5:00 PM 0 0 0 0 0 72 0 0 0 72 0 0 0 0 0 0 0 89 0 89 161
5:15 PM 0 0 0 0 0 71 0 0 0 71 0 0 0 0 0 0 0 98 0 98 169
5:30 PM 0 0 0 0 0 68 0 0 0 68 0 0 0 0 0 0 0 85 0 85 153
Grand Total 0 0 0 0 0 284 0 0 0 284 0 0 0 0 0 0 0 336 0 336 620
Medium Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Heavy Truck % 0.0 0.0 0.0 0.0 0.0 1.4 0.0 0.0 0.0 1.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.6 0.0 0.6
Total Truck % 0.0 0.0 0.0 0.0 0.0 1.4 0.0 0.0 0.0 1.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.6 0.0 0.6
Total % 0.0 0.0 0.0 0.0 0.0 45.8 0.0 0.0 0.0 45.8 0.0 0.0 0.0 0.0 0.0 0.0 0.0 54.2 0.0 54.2 100.0
PHF 0.00 0.00 0.00 0.97 0.97 0.97 0.00 0.00 0.00 0.86 0.86 0.86 0.92
336LT0U0 284
U RT
Agency/Company: Sanderson Stewart
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Counted By: T. Mosdal Oak Street & Ferguson Avenue
North/South Street: Ferguson Avenue Oak Street
Date Performed: Thursday, March 26, 2015 City of Bozeman / MDT
Count Time Period: PM Peak Hour (4:45 - 5:45 PM)
Project Number: 15022 Oak Street Improvements
East/West Street:
Vehicle Volumes and Adjustments
Ferguson Avenue Oak Street
Southbound Northbound Eastbound Westbound
284OutFerguson Avenue 336InOak StreetTotal Entering
620
336 284
Out In NNNNN
Intersection:
Jurisdiction:
Project Description:
Int.
Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total
Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0
7:45 AM 26 76 0 0 102 0 73 23 0 96 56 4 42 0 102 0 0 1 0 1 301
8:00 AM 24 78 0 0 102 0 70 30 0 100 52 0 24 0 76 0 0 0 0 0 278
8:15 AM 25 95 0 0 120 0 83 35 0 118 42 0 35 0 77 0 0 0 0 0 315
8:30 AM 19 68 0 0 87 0 89 31 0 120 44 0 38 0 82 0 1 1 0 2 291
Grand Total 94 317 0 0 411 0 315 119 0 434 194 4 139 0 337 0 1 2 0 3 1185
Medium Truck % 3.2 3.8 0.0 0.0 3.6 0.0 3.2 6.7 0.0 4.1 2.6 0.0 2.2 0.0 2.4 0.0 0.0 0.0 0.0 0.0
Heavy Truck % 2.1 0.6 0.0 0.0 1.0 0.0 0.0 3.4 0.0 0.9 1.0 0.0 0.0 0.0 0.6 0.0 0.0 0.0 0.0 0.0
Total Truck % 5.3 4.4 0.0 0.0 4.6 0.0 3.2 10.1 0.0 5.1 3.6 0.0 2.2 0.0 3.0 0.0 0.0 0.0 0.0 0.0
Total % 7.9 26.8 0.0 0.0 34.7 0.0 26.6 10.0 0.0 36.6 16.4 0.3 11.7 0.0 28.4 0.0 0.1 0.2 0.0 0.3 100.0
PHF 0.86 0.86 0.86 0.90 0.90 0.90 0.83 0.83 0.83 0.38 0.38 0.38 0.94
RT TH LT U
94 317 0 0
0RT1TH2LT0UU0LT139TH4RT1940 119 315 0
U LT TH RT
Westbound
Agency/Company:
T. Mosdal
Sanderson Stewart
North/South Street: Rouse Avenue
AM Peak Hour (7:45 - 8:45 AM)
15022Project Number:
Southbound
Rouse Avenue
Northbound
Oak Street
Eastbound
East/West Street:
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Oak Street & Rouse AvenueCounted By:Oak StreetBirch Street337City of Bozeman / MDTThursday, March 26, 2015Date Performed:
Count Time Period:
Oak Street Improvements
Rouse Avenue Birch Street
Oak Street/Birch Street
Vehicle Volumes and Adjustments
Rouse Avenue
411
In Out
454
Rouse Avenue
434
InOut
513In214 In3Out4Total Entering
1185Out
NNNNN
Intersection:
Jurisdiction:
Project Description:
Int.
Start Time Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Right Thru Left U-turn Total Total
Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 1.00 1.00 1.00 1.00 0 1.00 1.00 1.00 1.00 0
4:45 PM 45 109 0 0 154 0 71 52 0 123 48 0 28 0 76 1 0 0 0 1 354
5:00 PM 58 111 0 0 169 0 106 72 0 178 40 0 31 0 71 0 0 0 0 0 418
5:15 PM 37 97 0 0 134 0 93 45 0 138 42 0 37 0 79 0 0 0 0 0 351
5:30 PM 31 101 1 0 133 0 71 49 0 120 29 0 21 0 50 0 0 0 0 0 303
Grand Total 171 418 1 0 590 0 341 218 0 559 159 0 117 0 276 1 0 0 0 1 1426
Medium Truck % 0.0 1.2 0.0 0.0 0.8 0.0 1.2 0.5 0.0 0.9 3.1 0.0 0.9 0.0 2.2 0.0 0.0 0.0 0.0 0.0
Heavy Truck % 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 3.1 0.0 0.9 0.0 2.2 0.0 0.0 0.0 0.0 0.0
Total Truck % 0.0 1.2 0.0 0.0 0.8 0.0 1.2 0.5 0.0 0.9 6.3 0.0 1.7 0.0 4.3 0.0 0.0 0.0 0.0 0.0
Total % 12.0 29.3 0.1 0.0 41.4 0.0 23.9 15.3 0.0 39.2 11.2 0.0 8.2 0.0 19.4 0.1 0.0 0.0 0.0 0.1 100.0
PHF 0.87 0.87 0.87 0.79 0.79 0.79 0.87 0.87 0.87 0.25 0.25 0.25 0.85
RT TH LT U
171 418 1 0
1RT0TH0LT0UU0LT117TH0RT1590 218 341 0
U LT TH RT
Agency/Company: Sanderson Stewart
INTERSECTION TURNING MOVEMENT COUNT SUMMARY
General Information
Counted By: T. Mosdal Oak Street & Rouse Avenue
North/South Street: Rouse Avenue Oak Street/Birch Street
Date Performed: Thursday, March 26, 2015 City of Bozeman / MDT
Count Time Period: PM Peak Hour (4:45 - 5:45 PM)
Project Number: 15022 Oak Street Improvements
East/West Street:Oak StreetOut389Vehicle Volumes and Adjustments
Rouse Avenue Rouse Avenue Oak Street Birch Street
Southbound Northbound Eastbound Westbound
In2761OutRouse Avenue
In Out
590 459
Rouse Avenue 1InBirch StreetTotal Entering
1426
577 559
Out In NNNNN
APPENDIX B: EXISTING CAPACITY ANALYSIS
Queues
1: 19th Avenue & Oak Street 10/30/2015
Existing (2015) AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 1
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 63 392 125 205 99 62 372 192 277 949 89
v/c Ratio 0.13 0.76 0.40 0.20 0.11 0.28 0.39 0.27 0.53 0.72 0.10
Control Delay 19.0 46.6 22.6 29.0 3.0 19.5 33.5 5.2 21.2 33.7 1.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 19.0 46.6 22.6 29.0 3.0 19.5 33.5 5.2 21.2 33.7 1.6
Queue Length 50th (ft) 24 243 50 54 0 22 108 9 112 298 0
Queue Length 95th (ft) 53 #423 88 85 22 48 166 53 154 338 7
Internal Link Dist (ft) 1120 1040 615 420
Turn Bay Length (ft) 200 250 250 425 425 285 285
Base Capacity (vph) 638 517 555 1263 923 535 1421 1023 563 1311 1045
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.10 0.76 0.23 0.16 0.11 0.12 0.26 0.19 0.49 0.72 0.09
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Queues
2: 7th Avenue & Oak Street 10/30/2015
Existing (2015) AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 2
Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 300 267 135 44 272 69 386 55 281 824 258
v/c Ratio 0.60 0.40 0.21 0.12 0.75 0.24 0.45 0.13 0.55 0.67 0.27
Control Delay 24.3 28.5 5.7 18.7 49.0 18.7 34.9 5.6 21.7 32.8 4.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 24.3 28.5 5.7 18.7 49.0 18.7 34.9 5.6 21.7 32.8 4.6
Queue Length 50th (ft) 116 129 0 14 149 24 111 0 110 243 19
Queue Length 95th (ft) 212 232 36 40 262 56 184 23 172 315 50
Internal Link Dist (ft) 1263 2871 420 420
Turn Bay Length (ft) 175 300 175 175 125 125
Base Capacity (vph) 525 705 679 588 608 492 1587 742 567 1649 1014
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.57 0.38 0.20 0.07 0.45 0.14 0.24 0.07 0.50 0.50 0.25
Intersection Summary
Queues
16: Rouse Avenue & Oak Street/Birch Street 10/30/2015
Existing (2015) AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 4
Lane Group EBT EBR WBT NBL NBT SBT SBR
Lane Group Flow (vph) 172 234 8 132 350 369 109
v/c Ratio 0.67 0.32 0.03 0.22 0.28 0.40 0.14
Control Delay 43.7 3.5 26.3 6.1 6.6 15.8 6.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 43.7 3.5 26.3 6.1 6.6 15.8 6.4
Queue Length 50th (ft) 80 0 3 19 60 109 9
Queue Length 95th (ft) 137 30 6 49 127 210 40
Internal Link Dist (ft) 839 303 425 421
Turn Bay Length (ft) 225 240 100
Base Capacity (vph) 590 987 700 786 1606 913 788
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.29 0.24 0.01 0.17 0.22 0.40 0.14
Intersection Summary
Queues
20: 15th Avenue & Oak Street 10/30/2015
Existing (2015) AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 5
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT
Lane Group Flow (vph) 12 905 36 304 73 86 17 55
v/c Ratio 0.02 0.46 0.11 0.16 0.21 0.19 0.05 0.12
Control Delay 5.8 7.1 7.1 5.9 14.5 5.9 13.0 8.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 5.8 7.1 7.1 5.9 14.5 5.9 13.0 8.7
Queue Length 50th (ft) 1 54 4 15 11 1 2 3
Queue Length 95th (ft) 6 85 16 35 31 16 7 9
Internal Link Dist (ft) 230 1310 357 332
Turn Bay Length (ft) 125 125 125 125
Base Capacity (vph) 1041 3348 541 3315 1142 1335 1133 1413
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.01 0.27 0.07 0.09 0.06 0.06 0.02 0.04
Intersection Summary
HCM 2010 Signalized Intersection Summary
1: 19th Avenue & Oak Street 10/30/2015
Existing (2015) AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 59 325 40 106 174 84 57 342 177 219 750 70
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.98 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1867 1900 1810 1776 1863 1743 1776 1845 1863 1845 1900
Adj Flow Rate, veh/h 63 349 43 125 205 99 62 372 192 277 949 89
Adj No. of Lanes 1 1 0 1 2 1 1 2 1 1 2 1
Peak Hour Factor 0.93 0.93 0.93 0.85 0.85 0.85 0.92 0.92 0.92 0.79 0.79 0.79
Percent Heavy Veh, % 0 2 2 5 7 2 9 7 3 2 3 0
Cap, veh/h 422 421 52 259 971 656 236 1044 590 494 1380 706
Arrive On Green 0.04 0.26 0.26 0.07 0.29 0.29 0.04 0.31 0.31 0.13 0.39 0.39
Sat Flow, veh/h 1810 1630 201 1723 3374 1578 1660 3374 1533 1774 3505 1614
Grp Volume(v), veh/h 63 0 392 125 205 99 62 372 192 277 949 89
Grp Sat Flow(s),veh/h/ln 1810 0 1830 1723 1687 1578 1660 1687 1533 1774 1752 1614
Q Serve(g_s), s 2.3 0.0 18.4 4.7 4.2 3.6 2.3 7.8 8.1 9.1 20.5 3.0
Cycle Q Clear(g_c), s 2.3 0.0 18.4 4.7 4.2 3.6 2.3 7.8 8.1 9.1 20.5 3.0
Prop In Lane 1.00 0.11 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 422 0 472 259 971 656 236 1044 590 494 1380 706
V/C Ratio(X) 0.15 0.00 0.83 0.48 0.21 0.15 0.26 0.36 0.33 0.56 0.69 0.13
Avail Cap(c_a), veh/h 739 0 602 699 1479 894 710 1664 871 656 1380 706
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 23.1 0.0 32.0 23.8 24.6 16.6 20.9 24.4 19.9 16.6 23.0 15.3
Incr Delay (d2), s/veh 0.2 0.0 7.7 1.4 0.1 0.1 0.6 0.2 0.3 1.0 1.4 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.2 0.0 10.4 2.3 2.0 1.6 1.1 3.6 3.4 4.5 10.2 1.3
LnGrp Delay(d),s/veh 23.2 0.0 39.6 25.2 24.7 16.7 21.5 24.7 20.2 17.6 24.4 15.4
LnGrp LOS C D C C B C C C B C B
Approach Vol, veh/h 455 429 626 1315
Approach Delay, s/veh 37.4 23.0 23.0 22.4
Approach LOS D C C C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 15.6 34.4 10.7 30.4 8.0 42.1 8.0 33.2
Change Period (Y+Rc), s 4.0 * 6.2 4.0 6.9 4.0 * 6.2 4.0 6.9
Max Green Setting (Gmax), s 20.0 * 45 30.0 30.0 30.0 * 35 20.0 40.0
Max Q Clear Time (g_c+I1), s 11.1 10.1 6.7 20.4 4.3 22.5 4.3 6.2
Green Ext Time (p_c), s 0.5 10.8 0.3 2.7 0.1 7.4 0.1 4.3
Intersection Summary
HCM 2010 Ctrl Delay 25.0
HCM 2010 LOS C
Notes
* HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier.
HCM 2010 Signalized Intersection Summary
2: 7th Avenue & Oak Street 10/30/2015
Existing (2015) AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 252 224 113 37 142 89 64 359 51 222 651 204
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.98 1.00 0.99 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1810 1827 1759 1749 1900 1845 1792 1827 1827 1863 1810
Adj Flow Rate, veh/h 300 267 135 44 167 105 69 386 55 281 824 258
Adj No. of Lanes 1 1 1 1 1 0 1 2 1 1 2 1
Peak Hour Factor 0.84 0.84 0.84 0.85 0.85 0.85 0.93 0.93 0.93 0.79 0.79 0.79
Percent Heavy Veh, % 2 5 4 8 9 9 3 6 4 4 2 5
Cap, veh/h 432 614 526 357 226 142 248 881 398 481 1246 773
Arrive On Green 0.15 0.34 0.34 0.04 0.23 0.23 0.05 0.26 0.26 0.14 0.35 0.35
Sat Flow, veh/h 1774 1810 1550 1675 999 628 1757 3406 1541 1740 3539 1533
Grp Volume(v), veh/h 300 267 135 44 0 272 69 386 55 281 824 258
Grp Sat Flow(s),veh/h/ln 1774 1810 1550 1675 0 1627 1757 1703 1541 1740 1770 1533
Q Serve(g_s), s 10.3 9.7 5.3 1.7 0.0 13.2 2.4 8.0 2.3 9.4 16.7 8.5
Cycle Q Clear(g_c), s 10.3 9.7 5.3 1.7 0.0 13.2 2.4 8.0 2.3 9.4 16.7 8.5
Prop In Lane 1.00 1.00 1.00 0.39 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 432 614 526 357 0 367 248 881 398 481 1246 773
V/C Ratio(X) 0.69 0.43 0.26 0.12 0.00 0.74 0.28 0.44 0.14 0.58 0.66 0.33
Avail Cap(c_a), veh/h 581 747 640 688 0 672 579 1808 818 647 1879 1047
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 20.2 21.7 20.3 23.6 0.0 30.5 21.8 26.3 24.2 17.7 23.2 12.5
Incr Delay (d2), s/veh 2.3 0.5 0.3 0.2 0.0 2.9 0.6 0.3 0.2 1.1 0.6 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 5.2 4.9 2.3 0.8 0.0 6.2 1.2 3.8 1.0 4.6 8.2 3.6
LnGrp Delay(d),s/veh 22.4 22.2 20.5 23.7 0.0 33.5 22.4 26.6 24.3 18.8 23.8 12.8
LnGrp LOS C C C C C C C C B C B
Approach Vol, veh/h 702 316 510 1363
Approach Delay, s/veh 22.0 32.1 25.8 20.7
Approach LOS C C C C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 14.9 28.7 6.2 34.9 7.0 36.6 15.9 25.2
Change Period (Y+Rc), s 3.0 * 6.8 3.0 6.1 3.0 * 6.8 3.0 6.1
Max Green Setting (Gmax), s 20.0 * 45 20.0 35.0 20.0 * 45 20.0 35.0
Max Q Clear Time (g_c+I1), s 11.4 10.0 3.7 11.7 4.4 18.7 12.3 15.2
Green Ext Time (p_c), s 0.5 11.9 0.1 3.7 0.1 10.7 0.5 3.6
Intersection Summary
HCM 2010 Ctrl Delay 23.1
HCM 2010 LOS C
Notes
* HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier.
HCM 2010 Signalized Intersection Summary
16: Rouse Avenue & Oak Street/Birch Street 10/30/2015
Existing (2015) AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 139 4 194 2 1 0 119 315 0 0 317 94
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1864 1827 1900 1900 1900 1727 1845 1900 1900 1827 1810
Adj Flow Rate, veh/h 167 5 234 5 3 0 132 350 0 0 369 109
Adj No. of Lanes 0 1 1 0 1 0 1 1 0 1 1 1
Peak Hour Factor 0.83 0.83 0.83 0.38 0.38 0.38 0.90 0.90 0.90 0.86 0.86 0.86
Percent Heavy Veh, % 0 0 4 0 0 0 10 3 3 0 4 5
Cap, veh/h 334 7 406 129 61 0 569 1233 0 96 972 817
Arrive On Green 0.19 0.19 0.19 0.19 0.19 0.00 0.07 0.67 0.00 0.00 0.53 0.53
Sat Flow, veh/h 1272 38 1545 270 323 0 1645 1845 0 1047 1827 1535
Grp Volume(v), veh/h 172 0 234 8 0 0 132 350 0 0 369 109
Grp Sat Flow(s),veh/h/ln 1310 0 1545 593 0 0 1645 1845 0 1047 1827 1535
Q Serve(g_s), s 0.0 0.0 9.9 0.1 0.0 0.0 2.4 5.8 0.0 0.0 8.9 2.7
Cycle Q Clear(g_c), s 9.6 0.0 9.9 9.7 0.0 0.0 2.4 5.8 0.0 0.0 8.9 2.7
Prop In Lane 0.97 1.00 0.62 0.00 1.00 0.00 1.00 1.00
Lane Grp Cap(c), veh/h 341 0 406 189 0 0 569 1233 0 96 972 817
V/C Ratio(X) 0.50 0.00 0.58 0.04 0.00 0.00 0.23 0.28 0.00 0.00 0.38 0.13
Avail Cap(c_a), veh/h 734 0 836 566 0 0 993 1709 0 96 972 817
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00
Uniform Delay (d), s/veh 28.7 0.0 24.1 25.4 0.0 0.0 6.4 5.1 0.0 0.0 10.3 8.8
Incr Delay (d2), s/veh 1.2 0.0 1.3 0.1 0.0 0.0 0.2 0.1 0.0 0.0 0.2 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.5 0.0 4.3 0.1 0.0 0.0 1.1 3.0 0.0 0.0 4.5 1.1
LnGrp Delay(d),s/veh 29.8 0.0 25.4 25.4 0.0 0.0 6.6 5.2 0.0 0.0 10.5 8.9
LnGrp LOS C C C A A B A
Approach Vol, veh/h 406 8 482 478
Approach Delay, s/veh 27.3 25.4 5.6 10.2
Approach LOS C C A B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 5 6 8
Phs Duration (G+Y+Rc), s 55.6 19.5 10.2 45.4 19.5
Change Period (Y+Rc), s 5.4 5.4 * 4.6 5.4 5.4
Max Green Setting (Gmax), s 69.6 35.0 * 25 40.0 35.0
Max Q Clear Time (g_c+I1), s 7.8 11.9 4.4 10.9 11.7
Green Ext Time (p_c), s 5.7 1.8 0.3 5.3 1.8
Intersection Summary
HCM 2010 Ctrl Delay 13.7
HCM 2010 LOS B
Notes
* HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier.
HCM 2010 Signalized Intersection Summary
20: 15th Avenue & Oak Street 10/30/2015
Existing (2015) AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 9 561 145 34 284 2 52 4 57 8 11 15
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 0.99 1.00 0.98 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1874 1900 1845 1793 1900 1863 1832 1900 1900 1826 1900
Adj Flow Rate, veh/h 12 719 186 36 302 2 73 6 80 17 23 32
Adj No. of Lanes 1 2 0 1 2 0 1 1 0 1 1 0
Peak Hour Factor 0.78 0.78 0.78 0.94 0.94 0.94 0.71 0.71 0.71 0.47 0.47 0.47
Percent Heavy Veh, % 0 1 1 3 6 6 2 0 0 0 0 0
Cap, veh/h 708 1427 369 409 1778 12 381 18 235 353 112 156
Arrive On Green 0.51 0.51 0.51 0.51 0.51 0.51 0.16 0.16 0.16 0.16 0.16 0.16
Sat Flow, veh/h 1088 2784 720 607 3469 23 1339 108 1440 1329 685 953
Grp Volume(v), veh/h 12 460 445 36 148 156 73 0 86 17 0 55
Grp Sat Flow(s),veh/h/ln 1088 1780 1724 607 1703 1789 1339 0 1548 1329 0 1638
Q Serve(g_s), s 0.2 6.1 6.1 1.5 1.7 1.7 1.8 0.0 1.8 0.4 0.0 1.0
Cycle Q Clear(g_c), s 1.9 6.1 6.1 7.6 1.7 1.7 2.8 0.0 1.8 2.2 0.0 1.0
Prop In Lane 1.00 0.42 1.00 0.01 1.00 0.93 1.00 0.58
Lane Grp Cap(c), veh/h 708 912 883 409 873 917 381 0 253 353 0 267
V/C Ratio(X) 0.02 0.50 0.50 0.09 0.17 0.17 0.19 0.00 0.34 0.05 0.00 0.21
Avail Cap(c_a), veh/h 1367 1990 1927 776 1904 2000 1285 0 1298 1250 0 1373
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 5.2 5.7 5.7 8.2 4.7 4.7 14.2 0.0 13.3 14.2 0.0 13.0
Incr Delay (d2), s/veh 0.0 0.4 0.4 0.1 0.1 0.1 0.2 0.0 0.8 0.1 0.0 0.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 3.0 3.0 0.3 0.8 0.8 0.7 0.0 0.8 0.2 0.0 0.5
LnGrp Delay(d),s/veh 5.2 6.2 6.2 8.3 4.7 4.7 14.4 0.0 14.1 14.3 0.0 13.3
LnGrp LOS A A A A A A B B B B
Approach Vol, veh/h 917 340 159 72
Approach Delay, s/veh 6.2 5.1 14.2 13.6
Approach LOS A A B B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 11.8 23.9 11.8 23.9
Change Period (Y+Rc), s 6.0 5.6 6.0 5.6
Max Green Setting (Gmax), s 30.0 40.0 30.0 40.0
Max Q Clear Time (g_c+I1), s 4.8 8.1 4.2 9.6
Green Ext Time (p_c), s 1.1 8.7 1.1 8.6
Intersection Summary
HCM 2010 Ctrl Delay 7.1
HCM 2010 LOS A
HCM 2010 TWSC
5: 27th Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 3
Intersection
Int Delay, s/veh 87.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 64 566 51 19 304 39 24 85 59 40 77 70
Conflicting Peds, #/hr 0 0 3 3 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length - - - 200 - - - - 300 - - 300
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 80 80 80 80 80 80 80 80 80 80 80 80
Heavy Vehicles, % 2 2 2 3 3 3 2 2 3 3 2 2
Mvmt Flow 80 708 64 24 380 49 30 106 74 50 96 88
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 429 0 0 771 0 0 1185 1375 389 1019 1383 217
Stage 1 - - - - - - 899 899 - 452 452 -
Stage 2 - - - - - - 286 476 - 567 931 -
Critical Hdwy 4.14 - - 4.16 - - 7.54 6.54 6.96 7.56 6.54 6.94
Critical Hdwy Stg 1 - - - - - - 6.54 5.54 - 6.56 5.54 -
Critical Hdwy Stg 2 - - - - - - 6.54 5.54 - 6.56 5.54 -
Follow-up Hdwy 2.22 - - 2.23 - - 3.52 4.02 3.33 3.53 4.02 3.32
Pot Cap-1 Maneuver 1127 - - 833 - - 144 144 607 190 143 787
Stage 1 - - - - - - 300 356 - 554 569 -
Stage 2 - - - - - - 697 555 - 473 344 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1124 - - 831 - - 39 122 605 ~ 39 121 785
Mov Cap-2 Maneuver - - - - - - 39 122 - ~ 39 121 -
Stage 1 - - - - - - 262 311 - 484 553 -
Stage 2 - - - - - - 496 539 - 238 301 -
Approach EB WB NB SB
HCM Control Delay, s 1.1 0.5 278.4 $ 398.5
HCM LOS F F
Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2
Capacity (veh/h) 83 605 1124 - - 831 - - 70 785
HCM Lane V/C Ratio 1.642 0.122 0.071 - - 0.029 - - 2.089 0.111
HCM Control Delay (s) $ 422.7 11.8 8.4 0.4 - 9.5 - -$ 630.8 10.2
HCM Lane LOS F B A A - A - - F B
HCM 95th %tile Q(veh) 11.2 0.4 0.2 - - 0.1 - - 13.6 0.4
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
HCM 2010 TWSC
11: Davis Lane & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 5
Intersection
Int Delay, s/veh 0.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 167 449 44 6 254 124 28 224 11 213 352 161
Conflicting Peds, #/hr 3 0 0 0 0 0 0 0 0 0 0 4
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 500 - - - - 200 200 - - 200 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 80 80 80 80 80 80 80 80 80 80 80 80
Heavy Vehicles, % 1 1 1 2 2 2 1 1 2 2 1 1
Mvmt Flow 209 561 55 8 318 155 35 280 14 266 440 201
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 322 0 0 616 0 0 1404 1343 308 1175 1371 166
Stage 1 - - - - - - 1006 1006 - 337 337 -
Stage 2 - - - - - - 398 337 - 838 1034 -
Critical Hdwy 4.12 - - 4.14 - - 7.52 6.52 6.94 7.54 6.52 6.92
Critical Hdwy Stg 1 - - - - - - 6.52 5.52 - 6.54 5.52 -
Critical Hdwy Stg 2 - - - - - - 6.52 5.52 - 6.54 5.52 -
Follow-up Hdwy 2.21 - - 2.22 - - 3.51 4.01 3.32 3.52 4.01 3.31
Pot Cap-1 Maneuver 1242 - - 960 - - 100 ~ 152 688 ~ 147 ~ 146 852
Stage 1 - - - - - - 260 319 - 651 642 -
Stage 2 - - - - - - 602 642 - 327 ~ 310 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1239 - - 960 - - - ~ 124 688 - ~ 120 847
Mov Cap-2 Maneuver - - - - - - - ~ 124 - - ~ 120 -
Stage 1 - - - - - - 216 ~ 265 - 539 632 -
Stage 2 - - - - - - 137 632 - - ~ 258 -
Approach EB WB NB SB
HCM Control Delay, s 2.1 0.1
HCM LOS - -
Minor Lane/Major Mvmt NBLn1NBLn2NBLn3 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2 SBLn3
Capacity (veh/h) - 124 134 1239 - - 960 - - - 120 203
HCM Lane V/C Ratio - 1.129 1.147 0.168 - - 0.008 - - - 1.833 2.075
HCM Control Delay (s) - 187.9 187.4 8.5 - - 8.8 0 - -$ 467.3$ 538.6
HCM Lane LOS - F F A - - A A - - F F
HCM 95th %tile Q(veh) - 8.3 8.9 0.6 - - 0 - - - 17.3 32.2
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
HCM 2010 TWSC
13: Ferguson Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 6
Intersection
Int Delay, s/veh 76.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 5 254 9 332 130 17 1 30 308 41 67 11
Conflicting Peds, #/hr 0 0 0 0 0 0 1 0 0 0 0 1
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - 200 - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 80 80 80 80 80 80 80 80 80 80 80 80
Heavy Vehicles, % 1 1 1 1 1 1 1 1 1 1 1 1
Mvmt Flow 6 318 11 415 162 21 1 38 385 51 84 14
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 185 0 0 330 0 0 1291 1352 165 1195 1346 93
Stage 1 - - - - - - 337 337 - 1004 1004 -
Stage 2 - - - - - - 954 1015 - 191 342 -
Critical Hdwy 4.12 - - 4.12 - - 7.52 6.52 6.92 7.52 6.52 6.92
Critical Hdwy Stg 1 - - - - - - 6.52 5.52 - 6.52 5.52 -
Critical Hdwy Stg 2 - - - - - - 6.52 5.52 - 6.52 5.52 -
Follow-up Hdwy 2.21 - - 2.21 - - 3.51 4.01 3.31 3.51 4.01 3.31
Pot Cap-1 Maneuver 1394 - - 1234 - - 122 150 854 143 151 949
Stage 1 - - - - - - 654 642 - 261 320 -
Stage 2 - - - - - - 280 316 - 795 639 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1394 - - 1234 - - 21 93 853 ~ 39 94 948
Mov Cap-2 Maneuver - - - - - - 21 93 - ~ 39 94 -
Stage 1 - - - - - - 650 638 - 259 200 -
Stage 2 - - - - - - 100 197 - 408 635 -
Approach EB WB NB SB
HCM Control Delay, s 0.1 6.6 18.8 $ 692.5
HCM LOS C F
Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 84 853 1394 - - 1234 - - 67
HCM Lane V/C Ratio 0.461 0.451 0.004 - - 0.336 - - 2.22
HCM Control Delay (s) 80.2 12.6 7.6 0 - 9.4 0.3 -$ 692.5
HCM Lane LOS F B A A - A A - F
HCM 95th %tile Q(veh) 1.9 2.4 0 - - 1.5 - - 14.2
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
HCM 2010 TWSC
23: 11th Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 9
Intersection
Int Delay, s/veh 3.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 16 767 9 9 406 17 27 1 26 48 2 23
Conflicting Peds, #/hr 5 0 0 0 0 5 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 500 - - 500 - - - - - - - 100
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 80 80 80 80 80 80 80 80 80 80 80 80
Heavy Vehicles, % 3 3 3 3 3 3 3 3 3 3 3 3
Mvmt Flow 20 959 11 11 508 21 34 1 32 60 2 29
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 529 0 0 970 0 0 1282 1555 490 1061 1551 269
Stage 1 - - - - - - 1004 1004 - 541 541 -
Stage 2 - - - - - - 278 551 - 520 1010 -
Critical Hdwy 4.16 - - 4.16 - - 7.56 6.56 6.96 7.56 6.56 6.96
Critical Hdwy Stg 1 - - - - - - 6.56 5.56 - 6.56 5.56 -
Critical Hdwy Stg 2 - - - - - - 6.56 5.56 - 6.56 5.56 -
Follow-up Hdwy 2.23 - - 2.23 - - 3.53 4.03 3.33 3.53 4.03 3.33
Pot Cap-1 Maneuver 1027 - - 700 - - 121 111 521 177 112 726
Stage 1 - - - - - - 257 316 - 490 516 -
Stage 2 - - - - - - 702 511 - 505 313 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1023 - - 697 - - 111 107 519 159 108 723
Mov Cap-2 Maneuver - - - - - - 111 107 - 159 108 -
Stage 1 - - - - - - 252 310 - 480 508 -
Stage 2 - - - - - - 657 503 - 460 307 -
Approach EB WB NB SB
HCM Control Delay, s 0.2 0.2 37.1 32.5
HCM LOS E D
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2
Capacity (veh/h) 178 1023 - - 697 - - 156 723
HCM Lane V/C Ratio 0.379 0.02 - - 0.016 - - 0.401 0.04
HCM Control Delay (s) 37.1 8.6 - - 10.2 - - 42.7 10.2
HCM Lane LOS E A - - B - - E B
HCM 95th %tile Q(veh) 1.6 0.1 - - 0 - - 1.7 0.1
HCM 2010 TWSC
26: Flanders Mill Road & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 10
Intersection
Int Delay, s/veh 3.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 7 229 9 9 129 8 3 26 26 10 51 10
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 80 80 80 80 80 80 80 80 80 80 80 80
Heavy Vehicles, % 1 1 1 1 1 1 1 1 1 1 1 1
Mvmt Flow 9 286 11 11 161 10 4 32 32 12 64 12
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 171 0 0 298 0 0 444 503 149 366 504 86
Stage 1 - - - - - - 309 309 - 189 189 -
Stage 2 - - - - - - 135 194 - 177 315 -
Critical Hdwy 4.12 - - 4.12 - - 7.52 6.52 6.92 7.52 6.52 6.92
Critical Hdwy Stg 1 - - - - - - 6.52 5.52 - 6.52 5.52 -
Critical Hdwy Stg 2 - - - - - - 6.52 5.52 - 6.52 5.52 -
Follow-up Hdwy 2.21 - - 2.21 - - 3.51 4.01 3.31 3.51 4.01 3.31
Pot Cap-1 Maneuver 1411 - - 1267 - - 500 472 874 568 471 959
Stage 1 - - - - - - 679 661 - 798 745 -
Stage 2 - - - - - - 857 741 - 810 657 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1411 - - 1267 - - 435 464 874 511 463 959
Mov Cap-2 Maneuver - - - - - - 435 464 - 511 463 -
Stage 1 - - - - - - 674 656 - 792 738 -
Stage 2 - - - - - - 765 734 - 735 652 -
Approach EB WB NB SB
HCM Control Delay, s 0.2 0.5 11.9 13.6
HCM LOS B B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 593 1411 - - 1267 - - 507
HCM Lane V/C Ratio 0.116 0.006 - - 0.009 - - 0.175
HCM Control Delay (s) 11.9 7.6 0 - 7.9 0 - 13.6
HCM Lane LOS B A A - A A - B
HCM 95th %tile Q(veh) 0.4 0 - - 0 - - 0.6
HCM 2010 TWSC
38: Cottonwood Road & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 11
Intersection
Int Delay, s/veh 6.8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 16 115 60 26 32 79 24 75 55 76 79 6
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 200 - - 200 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 80 80 80 80 80 80 80 80 80 80 80 80
Heavy Vehicles, % 1 1 1 1 1 1 1 1 1 1 1 1
Mvmt Flow 20 144 75 32 40 99 30 94 69 95 99 8
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 139 0 0 219 0 0 355 425 109 313 413 69
Stage 1 - - - - - - 221 221 - 154 154 -
Stage 2 - - - - - - 134 204 - 159 259 -
Critical Hdwy 4.12 - - 4.12 - - 7.52 6.52 6.92 7.52 6.52 6.92
Critical Hdwy Stg 1 - - - - - - 6.52 5.52 - 6.52 5.52 -
Critical Hdwy Stg 2 - - - - - - 6.52 5.52 - 6.52 5.52 -
Follow-up Hdwy 2.21 - - 2.21 - - 3.51 4.01 3.31 3.51 4.01 3.31
Pot Cap-1 Maneuver 1450 - - 1355 - - 578 522 927 619 530 983
Stage 1 - - - - - - 764 722 - 836 771 -
Stage 2 - - - - - - 858 734 - 830 695 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1450 - - 1355 - - 472 500 927 475 507 983
Mov Cap-2 Maneuver - - - - - - 472 500 - 475 507 -
Stage 1 - - - - - - 752 710 - 823 750 -
Stage 2 - - - - - - 719 714 - 656 684 -
Approach EB WB NB SB
HCM Control Delay, s 0.6 1.5 12 13.5
HCM LOS B B
Minor Lane/Major Mvmt NBLn1NBLn2NBLn3 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2 SBLn3
Capacity (veh/h) 472 500 689 1450 - - 1355 - - 475 507 542
HCM Lane V/C Ratio 0.064 0.094 0.168 0.014 - - 0.024 - - 0.2 0.097 0.105
HCM Control Delay (s) 13.1 12.9 11.3 7.5 0 - 7.7 0 - 14.5 12.9 12.4
HCM Lane LOS B B B A A - A A - B B B
HCM 95th %tile Q(veh) 0.2 0.3 0.6 0 - - 0.1 - - 0.7 0.3 0.4
Queues
1: 19th Avenue & Oak Street 11/1/2015
Existing (2015) PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 1
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 190 339 662 524 271 120 823 229 157 627 97
v/c Ratio 0.49 0.87 1.30 0.43 0.34 0.38 0.79 0.23 0.63 0.57 0.13
Control Delay 26.0 71.3 176.8 36.3 10.6 25.6 48.6 2.2 34.2 40.1 2.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 26.0 71.3 176.8 36.3 10.6 25.6 48.6 2.2 34.2 40.1 2.0
Queue Length 50th (ft) 88 272 ~646 178 54 62 343 0 83 238 0
Queue Length 95th (ft) 158 #475 #856 246 109 101 438 37 129 310 19
Internal Link Dist (ft) 1120 1040 615 420
Turn Bay Length (ft) 200 250 250 425 425 285 285
Base Capacity (vph) 479 434 511 1223 890 532 1255 1012 341 1124 832
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.40 0.78 1.30 0.43 0.30 0.23 0.66 0.23 0.46 0.56 0.12
Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Queues
2: 7th Avenue & Oak Street 11/1/2015
Existing (2015) PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 2
Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 276 270 186 150 617 204 841 145 247 731 413
v/c Ratio 0.82 0.43 0.28 0.30 1.23 0.61 0.81 0.30 0.83 0.68 0.47
Control Delay 52.1 38.2 6.2 23.0 158.0 28.1 48.5 13.8 49.5 41.9 10.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 52.1 38.2 6.2 23.0 158.0 28.1 48.5 13.8 49.5 41.9 10.6
Queue Length 50th (ft) 166 174 0 70 ~632 98 339 27 129 276 91
Queue Length 95th (ft) #304 277 45 121 #864 148 431 82 211 334 157
Internal Link Dist (ft) 1263 2871 420 420
Turn Bay Length (ft) 175 300 175 175 125 125
Base Capacity (vph) 348 624 661 611 502 411 1282 581 351 1284 915
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.79 0.43 0.28 0.25 1.23 0.50 0.66 0.25 0.70 0.57 0.45
Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Queues
16: Rouse Avenue & Oak Street/Birch Street 11/1/2015
Existing (2015) PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 4
Lane Group EBT EBR WBT NBL NBT SBL SBT SBR
Lane Group Flow (vph) 134 183 4 276 432 1 480 197
v/c Ratio 0.60 0.26 0.01 0.43 0.32 0.00 0.52 0.24
Control Delay 45.1 3.6 0.0 6.5 5.7 15.0 19.0 8.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 45.1 3.6 0.0 6.5 5.7 15.0 19.0 8.5
Queue Length 50th (ft) 64 2 0 39 69 0 160 26
Queue Length 95th (ft) 127 33 0 71 117 4 315 79
Internal Link Dist (ft) 839 303 425 421
Turn Bay Length (ft) 225 240 100 100
Base Capacity (vph) 600 889 950 803 1598 474 918 838
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.22 0.21 0.00 0.34 0.27 0.00 0.52 0.24
Intersection Summary
Queues
20: 15th Avenue & Oak Street 11/1/2015
Existing (2015) PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 5
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT
Lane Group Flow (vph) 9 642 61 920 246 120 13 27
v/c Ratio 0.04 0.43 0.19 0.60 0.57 0.21 0.04 0.05
Control Delay 10.6 10.8 11.9 13.1 20.9 5.4 13.4 9.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 10.6 10.8 11.9 13.1 20.9 5.4 13.4 9.2
Queue Length 50th (ft) 1 53 9 87 52 2 2 2
Queue Length 95th (ft) 11 135 37 192 121 26 11 12
Internal Link Dist (ft) 230 1310 357 332
Turn Bay Length (ft) 125 125 125 125
Base Capacity (vph) 389 2878 620 2960 916 1097 772 1142
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.02 0.22 0.10 0.31 0.27 0.11 0.02 0.02
Intersection Summary
HCM 2010 Signalized Intersection Summary
1: 19th Avenue & Oak Street 10/30/2015
Existing (2015) PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 171 249 56 543 430 222 116 798 222 149 596 92
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1881 1885 1900 1881 1900 1881 1900 1881 1881 1845 1881 1881
Adj Flow Rate, veh/h 190 277 62 662 524 271 120 823 229 157 627 97
Adj No. of Lanes 1 1 0 1 2 1 1 2 1 1 2 1
Peak Hour Factor 0.90 0.90 0.90 0.82 0.82 0.82 0.97 0.97 0.97 0.95 0.95 0.95
Percent Heavy Veh, % 1 1 1 1 0 1 0 1 1 3 1 1
Cap, veh/h 381 307 69 527 1270 689 295 1051 863 243 1110 657
Arrive On Green 0.10 0.21 0.21 0.25 0.35 0.35 0.06 0.29 0.29 0.08 0.31 0.31
Sat Flow, veh/h 1792 1490 334 1792 3610 1595 1810 3574 1594 1757 3574 1596
Grp Volume(v), veh/h 190 0 339 662 524 271 120 823 229 157 627 97
Grp Sat Flow(s),veh/h/ln 1792 0 1824 1792 1805 1595 1810 1787 1594 1757 1787 1596
Q Serve(g_s), s 10.0 0.0 22.0 30.0 13.4 14.1 5.6 25.7 9.4 7.5 17.8 4.6
Cycle Q Clear(g_c), s 10.0 0.0 22.0 30.0 13.4 14.1 5.6 25.7 9.4 7.5 17.8 4.6
Prop In Lane 1.00 0.18 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 381 0 376 527 1270 689 295 1051 863 243 1110 657
V/C Ratio(X) 0.50 0.00 0.90 1.26 0.41 0.39 0.41 0.78 0.27 0.65 0.57 0.15
Avail Cap(c_a), veh/h 495 0 450 527 1270 689 627 1323 984 392 1110 657
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 32.7 0.0 47.1 32.9 29.9 23.7 28.1 39.4 15.0 30.0 35.1 22.4
Incr Delay (d2), s/veh 1.0 0.0 18.9 129.9 0.2 0.4 0.9 2.5 0.2 2.9 0.7 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 5.0 0.0 13.1 36.6 6.7 6.3 2.8 13.0 4.2 3.8 8.9 2.1
LnGrp Delay(d),s/veh 33.7 0.0 66.0 162.8 30.1 24.0 29.0 41.8 15.1 32.9 35.7 22.5
LnGrp LOS C E F C C C D B C D C
Approach Vol, veh/h 529 1457 1172 881
Approach Delay, s/veh 54.4 89.2 35.3 33.8
Approach LOS D F D C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 13.7 41.9 34.0 32.0 11.7 43.9 16.3 49.7
Change Period (Y+Rc), s 4.0 * 6.2 4.0 6.9 4.0 * 6.2 4.0 6.9
Max Green Setting (Gmax), s 20.0 * 45 30.0 30.0 30.0 * 35 20.0 40.0
Max Q Clear Time (g_c+I1), s 9.5 27.7 32.0 24.0 7.6 19.8 12.0 16.1
Green Ext Time (p_c), s 0.3 8.1 0.0 0.9 0.3 9.1 0.3 6.6
Intersection Summary
HCM 2010 Ctrl Delay 56.9
HCM 2010 LOS E
Notes
* HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier.
HCM 2010 Signalized Intersection Summary
2: 7th Avenue & Oak Street 10/30/2015
Existing (2015) PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 232 227 156 126 321 197 186 765 132 210 621 351
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.98 1.00 0.97 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1881 1845 1900 1881 1863 1900 1881 1881 1845 1845 1863 1900
Adj Flow Rate, veh/h 276 270 186 150 382 235 204 841 145 247 731 413
Adj No. of Lanes 1 1 1 1 1 0 1 2 1 1 2 1
Peak Hour Factor 0.84 0.84 0.84 0.84 0.84 0.84 0.91 0.91 0.91 0.85 0.85 0.85
Percent Heavy Veh, % 1 3 0 1 2 2 1 1 3 3 2 0
Cap, veh/h 304 631 551 410 302 186 307 1138 483 314 1186 753
Arrive On Green 0.14 0.34 0.34 0.08 0.28 0.28 0.09 0.32 0.32 0.11 0.34 0.34
Sat Flow, veh/h 1792 1845 1609 1792 1073 660 1792 3574 1519 1757 3539 1586
Grp Volume(v), veh/h 276 270 186 150 0 617 204 841 145 247 731 413
Grp Sat Flow(s),veh/h/ln 1792 1845 1609 1792 0 1733 1792 1787 1519 1757 1770 1586
Q Serve(g_s), s 14.8 14.0 10.7 7.3 0.0 35.0 9.4 26.1 8.9 11.4 21.5 23.1
Cycle Q Clear(g_c), s 14.8 14.0 10.7 7.3 0.0 35.0 9.4 26.1 8.9 11.4 21.5 23.1
Prop In Lane 1.00 1.00 1.00 0.38 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 304 631 551 410 0 488 307 1138 483 314 1186 753
V/C Ratio(X) 0.91 0.43 0.34 0.37 0.00 1.26 0.66 0.74 0.30 0.79 0.62 0.55
Avail Cap(c_a), veh/h 346 631 551 561 0 488 426 1294 550 402 1281 795
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 36.4 31.5 30.4 28.2 0.0 44.7 26.8 37.8 31.9 27.8 34.6 23.4
Incr Delay (d2), s/veh 25.1 0.5 0.4 0.5 0.0 134.7 2.5 2.0 0.3 7.7 0.8 0.7
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 11.4 7.2 4.8 3.6 0.0 34.9 4.8 13.2 3.8 6.2 10.6 10.2
LnGrp Delay(d),s/veh 61.5 32.0 30.8 28.7 0.0 179.4 29.3 39.8 32.3 35.5 35.4 24.1
LnGrp LOS E C C C F C D C D D C
Approach Vol, veh/h 732 767 1190 1391
Approach Delay, s/veh 42.8 149.9 37.1 32.1
Approach LOS D F D C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 16.8 46.4 12.5 48.6 14.7 48.5 20.0 41.1
Change Period (Y+Rc), s 3.0 * 6.8 3.0 6.1 3.0 * 6.8 3.0 6.1
Max Green Setting (Gmax), s 20.0 * 45 20.0 35.0 20.0 * 45 20.0 35.0
Max Q Clear Time (g_c+I1), s 13.4 28.1 9.3 16.0 11.4 25.1 16.8 37.0
Green Ext Time (p_c), s 0.4 11.5 0.3 6.4 0.3 12.9 0.3 0.0
Intersection Summary
HCM 2010 Ctrl Delay 57.6
HCM 2010 LOS E
Notes
* HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier.
HCM 2010 Signalized Intersection Summary
16: Rouse Avenue & Oak Street/Birch Street 10/30/2015
Existing (2015) PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 117 0 159 0 0 1 218 341 0 1 418 171
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1863 1792 1900 1900 1900 1881 1881 1900 1900 1881 1900
Adj Flow Rate, veh/h 134 0 183 0 0 4 276 432 0 1 480 197
Adj No. of Lanes 0 1 1 0 1 0 1 1 0 1 1 1
Peak Hour Factor 0.87 0.87 0.87 0.25 0.25 0.25 0.79 0.79 0.79 0.87 0.87 0.87
Percent Heavy Veh, % 0 0 6 0 0 0 1 1 1 0 1 0
Cap, veh/h 304 0 374 0 0 239 571 1326 0 627 1025 880
Arrive On Green 0.15 0.00 0.15 0.00 0.00 0.15 0.10 0.70 0.00 0.54 0.54 0.54
Sat Flow, veh/h 1387 0 1524 0 0 1615 1792 1881 0 971 1881 1615
Grp Volume(v), veh/h 134 0 183 0 0 4 276 432 0 1 480 197
Grp Sat Flow(s),veh/h/ln 1387 0 1524 0 0 1615 1792 1881 0 971 1881 1615
Q Serve(g_s), s 6.6 0.0 7.6 0.0 0.0 0.2 4.4 6.5 0.0 0.0 11.5 4.6
Cycle Q Clear(g_c), s 6.8 0.0 7.6 0.0 0.0 0.2 4.4 6.5 0.0 0.0 11.5 4.6
Prop In Lane 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00
Lane Grp Cap(c), veh/h 304 0 374 0 0 239 571 1326 0 627 1025 880
V/C Ratio(X) 0.44 0.00 0.49 0.00 0.00 0.02 0.48 0.33 0.00 0.00 0.47 0.22
Avail Cap(c_a), veh/h 766 0 874 0 0 770 1006 1783 0 627 1025 880
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 29.6 0.0 23.7 0.0 0.0 26.7 6.7 4.2 0.0 7.6 10.2 8.7
Incr Delay (d2), s/veh 1.0 0.0 1.0 0.0 0.0 0.0 0.6 0.1 0.0 0.0 0.3 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.7 0.0 3.3 0.0 0.0 0.1 2.2 3.3 0.0 0.0 6.0 2.1
LnGrp Delay(d),s/veh 30.6 0.0 24.7 0.0 0.0 26.7 7.3 4.3 0.0 7.6 10.6 8.8
LnGrp LOS C C C A A A B A
Approach Vol, veh/h 317 4 708 678
Approach Delay, s/veh 27.2 26.7 5.5 10.0
Approach LOS C C A B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 5 6 8
Phs Duration (G+Y+Rc), s 57.1 16.3 11.7 45.4 16.3
Change Period (Y+Rc), s 5.4 5.4 * 4.6 5.4 5.4
Max Green Setting (Gmax), s 69.6 35.0 * 25 40.0 35.0
Max Q Clear Time (g_c+I1), s 8.5 9.6 6.4 13.5 2.2
Green Ext Time (p_c), s 8.2 1.3 0.8 7.3 1.4
Intersection Summary
HCM 2010 Ctrl Delay 11.4
HCM 2010 LOS B
Notes
* HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier.
HCM 2010 Signalized Intersection Summary
20: 15th Avenue & Oak Street 10/30/2015
Existing (2015) PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 8 527 76 51 768 5 197 11 85 9 8 11
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 0.98 0.98 0.99 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1867 1900 1900 1879 1900 1881 1867 1900 1712 1900 1900
Adj Flow Rate, veh/h 9 561 81 61 914 6 246 14 106 13 11 16
Adj No. of Lanes 1 2 0 1 2 0 1 1 0 1 1 0
Peak Hour Factor 0.94 0.94 0.94 0.84 0.84 0.84 0.80 0.80 0.80 0.70 0.70 0.70
Percent Heavy Veh, % 0 2 2 0 1 1 1 0 0 11 0 0
Cap, veh/h 314 1425 205 414 1667 11 553 58 436 435 215 313
Arrive On Green 0.46 0.46 0.46 0.46 0.46 0.46 0.31 0.31 0.31 0.31 0.31 0.31
Sat Flow, veh/h 616 3109 448 797 3635 24 1370 186 1406 1149 693 1009
Grp Volume(v), veh/h 9 319 323 61 449 471 246 0 120 13 0 27
Grp Sat Flow(s),veh/h/ln 616 1774 1783 797 1785 1874 1370 0 1591 1149 0 1702
Q Serve(g_s), s 0.5 6.0 6.0 2.7 9.1 9.1 7.7 0.0 2.8 0.4 0.0 0.6
Cycle Q Clear(g_c), s 9.7 6.0 6.0 8.8 9.1 9.1 8.3 0.0 2.8 3.3 0.0 0.6
Prop In Lane 1.00 0.25 1.00 0.01 1.00 0.88 1.00 0.59
Lane Grp Cap(c), veh/h 314 813 817 414 818 859 553 0 494 435 0 528
V/C Ratio(X) 0.03 0.39 0.39 0.15 0.55 0.55 0.44 0.00 0.24 0.03 0.00 0.05
Avail Cap(c_a), veh/h 522 1415 1421 684 1423 1495 947 0 952 766 0 1018
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 13.3 9.0 9.0 11.9 9.8 9.8 15.0 0.0 12.9 14.1 0.0 12.1
Incr Delay (d2), s/veh 0.0 0.3 0.3 0.2 0.6 0.5 0.6 0.0 0.3 0.0 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 2.9 2.9 0.6 4.5 4.7 3.0 0.0 1.3 0.1 0.0 0.3
LnGrp Delay(d),s/veh 13.4 9.3 9.3 12.0 10.4 10.4 15.6 0.0 13.2 14.1 0.0 12.2
LnGrp LOS B A A B B B B B B B
Approach Vol, veh/h 651 981 366 40
Approach Delay, s/veh 9.3 10.5 14.8 12.8
Approach LOS A B B B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 21.6 28.6 21.6 28.6
Change Period (Y+Rc), s 6.0 5.6 6.0 5.6
Max Green Setting (Gmax), s 30.0 40.0 30.0 40.0
Max Q Clear Time (g_c+I1), s 10.3 11.7 5.3 11.1
Green Ext Time (p_c), s 1.7 11.3 1.8 11.4
Intersection Summary
HCM 2010 Ctrl Delay 10.9
HCM 2010 LOS B
HCM 2010 TWSC
5: 27th Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 3
Intersection
Int Delay, s/veh 24.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 46 380 29 85 597 79 15 99 46 25 72 117
Conflicting Peds, #/hr 0 0 3 3 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length - - - 200 - - - - 300 - - 300
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90
Heavy Vehicles, % 2 2 2 3 3 3 2 2 3 3 2 2
Mvmt Flow 51 422 32 94 663 88 17 110 51 28 80 130
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 751 0 0 454 0 0 1102 1481 230 1264 1453 379
Stage 1 - - - - - - 541 541 - 896 896 -
Stage 2 - - - - - - 561 940 - 368 557 -
Critical Hdwy 4.14 - - 4.16 - - 7.54 6.54 6.96 7.56 6.54 6.94
Critical Hdwy Stg 1 - - - - - - 6.54 5.54 - 6.56 5.54 -
Critical Hdwy Stg 2 - - - - - - 6.54 5.54 - 6.56 5.54 -
Follow-up Hdwy 2.22 - - 2.23 - - 3.52 4.02 3.33 3.53 4.02 3.32
Pot Cap-1 Maneuver 854 - - 1096 - - 166 124 769 125 129 619
Stage 1 - - - - - - 493 519 - 299 357 -
Stage 2 - - - - - - 480 340 - 621 510 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 852 - - 1093 - - 46 ~ 104 767 - 108 617
Mov Cap-2 Maneuver - - - - - - 46 ~ 104 - - 108 -
Stage 1 - - - - - - 454 477 - 275 326 -
Stage 2 - - - - - - 261 311 - 409 469 -
Approach EB WB NB SB
HCM Control Delay, s 1.2 1 236.4
HCM LOS F -
Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2
Capacity (veh/h) 89 767 852 - - 1093 - - - 617
HCM Lane V/C Ratio 1.423 0.067 0.06 - - 0.086 - - - 0.211
HCM Control Delay (s) $ 327.7 10 9.5 0.3 - 8.6 - - - 12.4
HCM Lane LOS F B A A - A - - - B
HCM 95th %tile Q(veh) 9.6 0.2 0.2 - - 0.3 - - - 0.8
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
HCM 2010 TWSC
11: Davis Lane & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 5
Intersection
Int Delay, s/veh 29.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 303 349 0 0 524 176 0 0 3 98 0 331
Conflicting Peds, #/hr 3 0 0 0 0 0 0 0 0 0 0 4
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 500 - - - - 200 200 - - 200 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90
Heavy Vehicles, % 1 1 1 2 2 2 1 1 2 2 1 1
Mvmt Flow 337 388 0 0 582 196 0 0 3 109 0 368
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 586 0 0 388 0 0 1356 1647 194 1453 1647 298
Stage 1 - - - - - - 1061 1061 - 586 586 -
Stage 2 - - - - - - 295 586 - 867 1061 -
Critical Hdwy 4.12 - - 4.14 - - 7.52 6.52 6.94 7.54 6.52 6.92
Critical Hdwy Stg 1 - - - - - - 6.52 5.52 - 6.54 5.52 -
Critical Hdwy Stg 2 - - - - - - 6.52 5.52 - 6.54 5.52 -
Follow-up Hdwy 2.21 - - 2.22 - - 3.51 4.01 3.32 3.52 4.01 3.31
Pot Cap-1 Maneuver 992 - - 1167 - - 109 99 815 ~ 91 99 701
Stage 1 - - - - - - 241 301 - 463 498 -
Stage 2 - - - - - - 692 498 - 314 301 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 990 - - 1167 - - 38 65 815 ~ 66 65 697
Mov Cap-2 Maneuver - - - - - - 38 65 - ~ 66 65 -
Stage 1 - - - - - - 159 199 - 304 496 -
Stage 2 - - - - - - 326 496 - 206 199 -
Approach EB WB NB SB
HCM Control Delay, s 4.9 0 9.4 116
HCM LOS A F
Minor Lane/Major Mvmt NBLn1NBLn2NBLn3 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2 SBLn3
Capacity (veh/h) - - 815 990 - - 1167 - - 66 - 697
HCM Lane V/C Ratio - - 0.004 0.34 - - - - - 1.65 - 0.528
HCM Control Delay (s) 0 0 9.4 10.5 - - 0 - -$ 454.5 0 15.8
HCM Lane LOS A A A B - - A - - F A C
HCM 95th %tile Q(veh) - - 0 1.5 - - 0 - - 9.6 - 3.1
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
HCM 2010 TWSC
13: Ferguson Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 6
Intersection
Int Delay, s/veh 2.9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 5 194 5 429 285 44 1 79 323 42 64 20
Conflicting Peds, #/hr 0 0 0 0 0 0 1 0 0 0 0 1
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - 200 - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 80 80 80 80 80 80 80 80 80 80 80 80
Heavy Vehicles, % 1 1 1 1 1 1 1 1 1 1 1 1
Mvmt Flow 6 242 6 536 356 55 1 99 404 52 80 25
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 412 0 0 250 0 0 1551 1744 125 1641 1719 207
Stage 1 - - - - - - 259 259 - 1457 1457 -
Stage 2 - - - - - - 1292 1485 - 184 262 -
Critical Hdwy 4.12 - - 4.12 - - 7.52 6.52 6.92 7.52 6.52 6.92
Critical Hdwy Stg 1 - - - - - - 6.52 5.52 - 6.52 5.52 -
Critical Hdwy Stg 2 - - - - - - 6.52 5.52 - 6.52 5.52 -
Follow-up Hdwy 2.21 - - 2.21 - - 3.51 4.01 3.31 3.51 4.01 3.31
Pot Cap-1 Maneuver 1151 - - 1320 - - 78 ~ 86 905 67 90 802
Stage 1 - - - - - - 726 695 - 137 194 -
Stage 2 - - - - - - 174 188 - 803 693 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1151 - - 1320 - - - ~ 40 904 - ~ 42 801
Mov Cap-2 Maneuver - - - - - - - ~ 40 - - ~ 42 -
Stage 1 - - - - - - 721 690 - 136 91 -
Stage 2 - - - - - - 10 ~ 88 - 378 688 -
Approach EB WB NB SB
HCM Control Delay, s 0.2 5.6
HCM LOS - -
Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) - 904 1151 - - 1320 - - -
HCM Lane V/C Ratio - 0.447 0.005 - - 0.406 - - -
HCM Control Delay (s) - 12.2 8.1 0 - 9.6 0.6 - -
HCM Lane LOS - B A A - A A - -
HCM 95th %tile Q(veh) - 2.3 0 - - 2 - - -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
HCM 2010 TWSC
23: 11th Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 9
Intersection
Int Delay, s/veh 6.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 28 726 36 34 912 15 17 0 20 48 2 53
Conflicting Peds, #/hr 5 0 0 0 0 5 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 500 - - 500 - - - - - - - 100
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90
Heavy Vehicles, % 3 3 3 3 3 3 3 3 3 3 3 3
Mvmt Flow 31 807 40 38 1013 17 19 0 22 53 2 59
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1030 0 0 847 0 0 1472 1995 428 1563 2006 520
Stage 1 - - - - - - 889 889 - 1097 1097 -
Stage 2 - - - - - - 583 1106 - 466 909 -
Critical Hdwy 4.16 - - 4.16 - - 7.56 6.56 6.96 7.56 6.56 6.96
Critical Hdwy Stg 1 - - - - - - 6.56 5.56 - 6.56 5.56 -
Critical Hdwy Stg 2 - - - - - - 6.56 5.56 - 6.56 5.56 -
Follow-up Hdwy 2.23 - - 2.23 - - 3.53 4.03 3.33 3.53 4.03 3.33
Pot Cap-1 Maneuver 664 - - 780 - - 88 59 572 75 58 498
Stage 1 - - - - - - 302 357 - 226 285 -
Stage 2 - - - - - - 463 282 - 543 350 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 661 - - 777 - - 69 53 570 67 53 496
Mov Cap-2 Maneuver - - - - - - 69 53 - 67 53 -
Stage 1 - - - - - - 288 340 - 215 271 -
Stage 2 - - - - - - 383 268 - 495 334 -
Approach EB WB NB SB
HCM Control Delay, s 0.4 0.3 44.6 90.3
HCM LOS E F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2
Capacity (veh/h) 131 661 - - 777 - - 66 496
HCM Lane V/C Ratio 0.314 0.047 - - 0.049 - - 0.842 0.119
HCM Control Delay (s) 44.6 10.7 - - 9.9 - - 172 13.2
HCM Lane LOS E B - - A - - F B
HCM 95th %tile Q(veh) 1.2 0.1 - - 0.2 - - 4 0.4
HCM 2010 TWSC
26: Flanders Mill Road & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 10
Intersection
Int Delay, s/veh 4.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 10 176 4 34 253 16 5 51 18 13 55 9
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90
Heavy Vehicles, % 1 1 1 1 1 1 1 1 1 1 1 1
Mvmt Flow 11 196 4 38 281 18 6 57 20 14 61 10
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 299 0 0 200 0 0 467 594 100 514 588 149
Stage 1 - - - - - - 220 220 - 366 366 -
Stage 2 - - - - - - 247 374 - 148 222 -
Critical Hdwy 4.12 - - 4.12 - - 7.52 6.52 6.92 7.52 6.52 6.92
Critical Hdwy Stg 1 - - - - - - 6.52 5.52 - 6.52 5.52 -
Critical Hdwy Stg 2 - - - - - - 6.52 5.52 - 6.52 5.52 -
Follow-up Hdwy 2.21 - - 2.21 - - 3.51 4.01 3.31 3.51 4.01 3.31
Pot Cap-1 Maneuver 1266 - - 1377 - - 481 419 939 446 422 874
Stage 1 - - - - - - 765 722 - 628 624 -
Stage 2 - - - - - - 738 619 - 842 721 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1266 - - 1377 - - 407 401 939 377 404 874
Mov Cap-2 Maneuver - - - - - - 407 401 - 377 404 -
Stage 1 - - - - - - 757 715 - 622 603 -
Stage 2 - - - - - - 634 599 - 751 714 -
Approach EB WB NB SB
HCM Control Delay, s 0.4 0.9 14.4 15.6
HCM LOS B C
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 466 1266 - - 1377 - - 426
HCM Lane V/C Ratio 0.176 0.009 - - 0.027 - - 0.201
HCM Control Delay (s) 14.4 7.9 0 - 7.7 0.1 - 15.6
HCM Lane LOS B A A - A A - C
HCM 95th %tile Q(veh) 0.6 0 - - 0.1 - - 0.7
HCM 2010 TWSC
38: Cottonwood Road & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 11
Intersection
Int Delay, s/veh 8.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 15 85 15 89 91 85 72 122 39 63 38 13
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 200 - - 200 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90
Heavy Vehicles, % 1 1 1 1 1 1 1 1 1 1 1 1
Mvmt Flow 17 94 17 99 101 94 80 136 43 70 42 14
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 196 0 0 111 0 0 405 529 56 494 490 98
Stage 1 - - - - - - 136 136 - 346 346 -
Stage 2 - - - - - - 269 393 - 148 144 -
Critical Hdwy 4.12 - - 4.12 - - 7.52 6.52 6.92 7.52 6.52 6.92
Critical Hdwy Stg 1 - - - - - - 6.52 5.52 - 6.52 5.52 -
Critical Hdwy Stg 2 - - - - - - 6.52 5.52 - 6.52 5.52 -
Follow-up Hdwy 2.21 - - 2.21 - - 3.51 4.01 3.31 3.51 4.01 3.31
Pot Cap-1 Maneuver 1382 - - 1484 - - 533 456 1002 461 480 942
Stage 1 - - - - - - 856 785 - 646 636 -
Stage 2 - - - - - - 716 607 - 842 779 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1382 - - 1484 - - 454 416 1002 309 438 942
Mov Cap-2 Maneuver - - - - - - 454 416 - 309 438 -
Stage 1 - - - - - - 845 775 - 638 588 -
Stage 2 - - - - - - 605 561 - 656 769 -
Approach EB WB NB SB
HCM Control Delay, s 1 2.6 14.3 16.7
HCM LOS B C
Minor Lane/Major Mvmt NBLn1NBLn2NBLn3 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2 SBLn3
Capacity (veh/h) 454 416 539 1382 - - 1484 - - 309 438 560
HCM Lane V/C Ratio 0.176 0.163 0.206 0.012 - - 0.067 - - 0.227 0.048 0.063
HCM Control Delay (s) 14.6 15.3 13.4 7.6 0 - 7.6 0.1 - 20 13.6 11.9
HCM Lane LOS B C B A A - A A - C B B
HCM 95th %tile Q(veh) 0.6 0.6 0.8 0 - - 0.2 - - 0.9 0.2 0.2
APPENDIX C: FUTURE YEAR CAPACITY ANALYSIS
Queues
1: 19th Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 109 634 74 161 318 128 82 684 234 285 1500 101
v/c Ratio 0.34 0.85 0.14 0.75 0.36 0.17 0.59 0.46 0.27 0.63 0.87 0.10
Control Delay 36.9 62.2 2.2 55.0 43.2 4.4 37.5 29.3 9.5 20.1 35.7 2.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 36.9 62.2 2.2 55.0 43.2 4.4 37.5 29.3 9.5 20.1 35.7 2.6
Queue Length 50th (ft) 68 288 0 104 123 0 30 229 54 121 606 1
Queue Length 95th (ft) 106 328 1 #159 156 26 60 257 87 151 582 18
Internal Link Dist (ft) 2554 1350 615 420
Turn Bay Length (ft) 200 200 250 250 425 425 285 285
Base Capacity (vph) 324 868 518 220 1003 780 139 1680 900 494 2053 1032
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.34 0.73 0.14 0.73 0.32 0.16 0.59 0.41 0.26 0.58 0.73 0.10
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Queues
2: 7th Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 2
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 399 449 179 61 254 148 85 674 94 299 1221 266
v/c Ratio 0.77 0.83 0.28 0.28 0.51 0.27 0.46 0.56 0.13 0.67 0.82 0.24
Control Delay 39.2 53.0 14.6 29.0 51.4 10.9 25.1 34.9 5.1 23.7 35.4 3.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 39.2 53.0 14.6 29.0 51.4 10.9 25.1 34.9 5.1 23.7 35.4 3.0
Queue Length 50th (ft) 236 321 48 29 97 24 29 215 0 119 418 17
Queue Length 95th (ft) 313 410 88 55 131 54 58 294 25 183 494 43
Internal Link Dist (ft) 1263 708 420 420
Turn Bay Length (ft) 175 300 300 175 175 125 125
Base Capacity (vph) 544 771 642 219 842 659 186 1355 711 531 1863 1148
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.73 0.58 0.28 0.28 0.30 0.22 0.46 0.50 0.13 0.56 0.66 0.23
Intersection Summary
Queues
5: 27th Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 3
Lane Group EBT WBL WBT NBT NBR SBT SBR
Lane Group Flow (vph) 852 24 429 136 74 146 88
v/c Ratio 0.52 0.08 0.23 0.29 0.15 0.33 0.17
Control Delay 9.3 8.1 6.7 12.8 4.4 13.5 4.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 9.3 8.1 6.7 12.8 4.4 13.5 4.3
Queue Length 50th (ft) 58 3 23 22 0 24 0
Queue Length 95th (ft) 106 12 45 45 15 48 16
Internal Link Dist (ft) 2533 2554 420 420
Turn Bay Length (ft) 200 300 300
Base Capacity (vph) 1672 324 1909 903 895 849 898
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.51 0.07 0.22 0.15 0.08 0.17 0.10
Intersection Summary
Queues
11: Davis Lane & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 5
Lane Group EBL EBT WBT WBR NBL NBT SBL SBT
Lane Group Flow (vph) 209 616 326 155 35 294 266 641
v/c Ratio 0.59 0.51 0.29 0.24 0.13 0.23 0.71 0.49
Control Delay 19.0 11.6 10.4 3.4 10.7 9.4 25.2 8.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 19.0 11.6 10.4 3.4 10.7 9.4 25.2 8.4
Queue Length 50th (ft) 39 55 28 0 6 24 53 40
Queue Length 95th (ft) 76 76 44 19 17 38 #107 60
Internal Link Dist (ft) 2585 2533 510 433
Turn Bay Length (ft) 500 200 200 200
Base Capacity (vph) 441 1510 1401 760 325 1511 451 1548
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.47 0.41 0.23 0.20 0.11 0.19 0.59 0.41
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Queues
13: Ferguson Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 6
Lane Group EBT WBT NBT NBR SBT
Lane Group Flow (vph) 335 598 39 385 149
v/c Ratio 0.29 1.15dl 0.05 0.47 0.23
Control Delay 10.4 19.0 9.3 4.2 10.0
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 10.4 19.0 9.3 4.2 10.0
Queue Length 50th (ft) 28 62 6 5 22
Queue Length 95th (ft) 44 90 17 32 44
Internal Link Dist (ft) 1220 2585 420 262
Turn Bay Length (ft) 200
Base Capacity (vph) 1280 889 711 821 638
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.26 0.67 0.05 0.47 0.23
Intersection Summary
dl Defacto Left Lane. Recode with 1 though lane as a left lane.
Queues
16: Rouse Avenue & Oak Street/Birch Street 11/2/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 7
Lane Group EBT EBR WBT NBL NBT SBT SBR
Lane Group Flow (vph) 287 380 3 181 591 595 129
v/c Ratio 0.83 0.48 0.01 0.44 0.51 0.70 0.17
Control Delay 54.2 11.1 27.5 11.5 12.6 27.4 9.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 54.2 11.1 27.5 11.5 12.6 27.4 9.8
Queue Length 50th (ft) 154 65 1 39 175 275 21
Queue Length 95th (ft) 249 128 8 76 276 405 52
Internal Link Dist (ft) 835 303 425 421
Turn Bay Length (ft) 225 240 100
Base Capacity (vph) 503 824 601 451 1393 1035 889
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.57 0.46 0.00 0.40 0.42 0.57 0.15
Intersection Summary
Queues
20: 15th Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 8
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT
Lane Group Flow (vph) 24 1125 52 471 82 163 38 99
v/c Ratio 0.04 0.54 0.21 0.22 0.28 0.36 0.14 0.23
Control Delay 5.8 7.7 9.0 5.8 18.6 11.6 16.9 11.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 5.8 7.7 9.0 5.8 18.6 11.6 16.9 11.0
Queue Length 50th (ft) 2 81 6 27 16 15 7 9
Queue Length 95th (ft) 10 128 22 50 47 53 26 38
Internal Link Dist (ft) 1350 1310 357 332
Turn Bay Length (ft) 125 125 125 125
Base Capacity (vph) 801 3072 358 3160 974 1303 920 1306
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.03 0.37 0.15 0.15 0.08 0.13 0.04 0.08
Intersection Summary
Queues
23: 11th Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 9
Lane Group EBL EBT WBL WBT NBT SBL SBT
Lane Group Flow (vph) 20 970 11 529 67 60 31
v/c Ratio 0.04 0.41 0.03 0.23 0.16 0.11 0.07
Control Delay 6.1 6.4 6.2 5.2 8.4 11.2 6.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 6.1 6.4 6.2 5.2 8.4 11.2 6.0
Queue Length 50th (ft) 2 61 1 27 5 9 0
Queue Length 95th (ft) 8 94 6 47 21 24 10
Internal Link Dist (ft) 1310 1263 471 383
Turn Bay Length (ft) 500 500 100
Base Capacity (vph) 561 2343 353 2334 964 1236 1072
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.04 0.41 0.03 0.23 0.07 0.05 0.03
Intersection Summary
Queues
38: Cottonwood Road & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 10
Lane Group EBT WBT NBL NBT SBL SBT
Lane Group Flow (vph) 239 171 30 163 95 107
v/c Ratio 0.25 0.20 0.07 0.15 0.23 0.10
Control Delay 6.3 4.7 7.4 4.8 8.9 6.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 6.3 4.7 7.4 4.8 8.9 6.7
Queue Length 50th (ft) 8 3 3 4 9 4
Queue Length 95th (ft) 19 12 10 12 23 11
Internal Link Dist (ft) 418 1316 424 422
Turn Bay Length (ft) 200 200
Base Capacity (vph) 2595 2331 1289 3327 1289 3511
Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.09 0.07 0.02 0.05 0.07 0.03
Intersection Summary
HCM 2010 Signalized Intersection Summary
1: 19th Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 87 507 59 129 254 102 66 547 187 228 1200 81
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845
Adj Flow Rate, veh/h 109 634 74 161 318 128 82 684 234 285 1500 101
Adj No. of Lanes 1 2 1 1 2 1 1 2 1 1 2 1
Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80
Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3
Cap, veh/h 293 749 393 224 878 551 166 1572 820 421 1796 872
Arrive On Green 0.04 0.21 0.21 0.08 0.25 0.25 0.04 0.45 0.45 0.10 0.51 0.51
Sat Flow, veh/h 1757 3505 1561 1757 3505 1562 1757 3505 1547 1757 3505 1567
Grp Volume(v), veh/h 109 634 74 161 318 128 82 684 234 285 1500 101
Grp Sat Flow(s),veh/h/ln 1757 1752 1561 1757 1752 1562 1757 1752 1547 1757 1752 1567
Q Serve(g_s), s 6.0 23.6 5.1 9.5 10.2 7.9 3.4 18.2 11.4 11.5 49.7 4.2
Cycle Q Clear(g_c), s 6.0 23.6 5.1 9.5 10.2 7.9 3.4 18.2 11.4 11.5 49.7 4.2
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 293 749 393 224 878 551 166 1572 820 421 1796 872
V/C Ratio(X) 0.37 0.85 0.19 0.72 0.36 0.23 0.49 0.44 0.29 0.68 0.84 0.12
Avail Cap(c_a), veh/h 293 826 428 224 955 586 177 1593 830 500 1953 942
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 40.6 51.4 40.0 38.8 42.1 31.1 27.2 25.7 17.8 18.2 28.3 14.3
Incr Delay (d2), s/veh 0.8 7.6 0.2 10.6 0.3 0.2 2.3 0.2 0.2 2.9 3.1 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.6 12.2 2.2 5.2 5.0 3.4 1.7 8.9 4.9 5.8 24.7 1.8
LnGrp Delay(d),s/veh 41.4 59.0 40.2 49.4 42.3 31.3 29.4 25.9 18.0 21.1 31.4 14.4
LnGrp LOS D E D D D C C C B C C B
Approach Vol, veh/h 817 607 1000 1886
Approach Delay, s/veh 54.9 41.9 24.4 28.9
Approach LOS D D C C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 17.9 67.3 15.0 36.0 9.2 76.0 10.0 41.0
Change Period (Y+Rc), s 4.0 * 6.2 4.0 6.9 4.0 * 6.2 4.0 6.9
Max Green Setting (Gmax), s 20.0 * 62 11.0 32.1 6.0 * 76 6.0 37.1
Max Q Clear Time (g_c+I1), s 13.5 20.2 11.5 25.6 5.4 51.7 8.0 12.2
Green Ext Time (p_c), s 0.5 26.5 0.0 3.5 0.0 18.1 0.0 7.4
Intersection Summary
HCM 2010 Ctrl Delay 34.6
HCM 2010 LOS C
Notes
* HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier.
HCM 2010 Signalized Intersection Summary
2: 7th Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 319 359 143 49 203 118 68 539 75 239 977 213
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.98 1.00 0.99 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845
Adj Flow Rate, veh/h 399 449 179 61 254 148 85 674 94 299 1221 266
Adj No. of Lanes 1 1 1 1 2 1 1 2 1 1 2 1
Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80
Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3
Cap, veh/h 497 570 553 200 503 415 191 1286 635 427 1564 1020
Arrive On Green 0.21 0.31 0.31 0.04 0.14 0.14 0.04 0.37 0.37 0.12 0.45 0.45
Sat Flow, veh/h 1757 1845 1565 1757 3505 1540 1757 3505 1559 1757 3505 1564
Grp Volume(v), veh/h 399 449 179 61 254 148 85 674 94 299 1221 266
Grp Sat Flow(s),veh/h/ln 1757 1845 1565 1757 1752 1540 1757 1752 1559 1757 1752 1564
Q Serve(g_s), s 21.9 26.2 9.8 3.5 7.9 9.2 3.5 17.8 4.5 11.9 34.9 8.4
Cycle Q Clear(g_c), s 21.9 26.2 9.8 3.5 7.9 9.2 3.5 17.8 4.5 11.9 34.9 8.4
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 497 570 553 200 503 415 191 1286 635 427 1564 1020
V/C Ratio(X) 0.80 0.79 0.32 0.31 0.50 0.36 0.44 0.52 0.15 0.70 0.78 0.26
Avail Cap(c_a), veh/h 523 737 695 219 806 548 218 1286 635 568 1781 1117
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 31.3 37.2 27.8 40.9 46.6 35.0 25.1 29.2 22.1 20.2 27.7 8.6
Incr Delay (d2), s/veh 8.5 4.3 0.3 0.9 0.8 0.5 1.6 0.4 0.1 2.5 2.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 11.7 14.0 4.3 1.7 3.9 4.0 1.8 8.7 1.9 6.0 17.2 3.7
LnGrp Delay(d),s/veh 39.8 41.5 28.2 41.7 47.4 35.5 26.8 29.6 22.2 22.6 29.8 8.7
LnGrp LOS D D C D D D C C C C C A
Approach Vol, veh/h 1027 463 853 1786
Approach Delay, s/veh 38.5 42.8 28.5 25.4
Approach LOS D D C C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 17.5 50.0 7.7 42.5 8.2 59.4 27.2 23.0
Change Period (Y+Rc), s 3.0 * 6.8 3.0 6.1 3.0 * 6.8 3.0 6.1
Max Green Setting (Gmax), s 24.0 * 43 6.0 47.1 7.0 * 60 26.0 27.1
Max Q Clear Time (g_c+I1), s 13.9 19.8 5.5 28.2 5.5 36.9 23.9 11.2
Green Ext Time (p_c), s 0.6 15.9 0.0 5.4 0.0 15.7 0.3 5.0
Intersection Summary
HCM 2010 Ctrl Delay 31.3
HCM 2010 LOS C
Notes
* HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier.
HCM 2010 Signalized Intersection Summary
5: 27th Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 64 566 51 19 304 39 24 85 59 40 77 70
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1863 1900 1845 1845 1900 1900 1863 1845 1900 1857 1863
Adj Flow Rate, veh/h 80 708 64 24 380 49 30 106 74 50 96 88
Adj No. of Lanes 0 2 0 1 2 0 0 1 1 0 1 1
Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80
Percent Heavy Veh, % 2 2 2 3 3 3 2 2 3 2 2 2
Cap, veh/h 206 1178 104 362 1275 163 170 336 379 201 264 378
Arrive On Green 0.41 0.41 0.41 0.41 0.41 0.41 0.24 0.24 0.24 0.24 0.24 0.24
Sat Flow, veh/h 190 2886 255 687 3125 400 154 1389 1568 227 1093 1563
Grp Volume(v), veh/h 438 0 414 24 212 217 136 0 74 146 0 88
Grp Sat Flow(s),veh/h/ln 1681 0 1649 687 1752 1772 1543 0 1568 1320 0 1563
Q Serve(g_s), s 1.7 0.0 6.6 0.9 2.7 2.7 0.1 0.0 1.2 0.2 0.0 1.5
Cycle Q Clear(g_c), s 6.3 0.0 6.6 7.5 2.7 2.7 4.7 0.0 1.2 4.8 0.0 1.5
Prop In Lane 0.18 0.15 1.00 0.23 0.22 1.00 0.34 1.00
Lane Grp Cap(c), veh/h 815 0 673 362 715 723 506 0 379 465 0 378
V/C Ratio(X) 0.54 0.00 0.62 0.07 0.30 0.30 0.27 0.00 0.20 0.31 0.00 0.23
Avail Cap(c_a), veh/h 933 0 796 414 846 856 906 0 757 841 0 755
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 7.6 0.0 7.8 10.7 6.6 6.6 10.3 0.0 10.0 10.4 0.0 10.1
Incr Delay (d2), s/veh 0.6 0.0 1.1 0.1 0.2 0.2 0.3 0.0 0.2 0.4 0.0 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.2 0.0 3.1 0.2 1.3 1.4 1.1 0.0 0.6 1.1 0.0 0.7
LnGrp Delay(d),s/veh 8.2 0.0 8.8 10.8 6.8 6.8 10.6 0.0 10.2 10.8 0.0 10.4
LnGrp LOS A A B A A B B B B
Approach Vol, veh/h 852 453 210 234
Approach Delay, s/veh 8.5 7.0 10.5 10.6
Approach LOS A A B B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 14.1 19.1 14.1 19.1
Change Period (Y+Rc), s 6.0 5.6 6.0 5.6
Max Green Setting (Gmax), s 16.0 16.0 16.0 16.0
Max Q Clear Time (g_c+I1), s 6.7 8.6 6.8 9.5
Green Ext Time (p_c), s 1.6 4.4 1.6 4.0
Intersection Summary
HCM 2010 Ctrl Delay 8.6
HCM 2010 LOS A
HCM 2010 Signalized Intersection Summary
11: Davis Lane & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 167 449 44 6 254 124 28 224 11 213 352 161
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1881 1881 1900 1900 1863 1863 1881 1880 1900 1863 1881 1900
Adj Flow Rate, veh/h 209 561 55 8 318 155 35 280 14 266 440 201
Adj No. of Lanes 1 2 0 0 2 1 1 2 0 1 2 0
Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80
Percent Heavy Veh, % 1 1 1 2 2 2 1 1 1 2 1 1
Cap, veh/h 444 1186 116 98 1234 571 344 1259 63 503 869 393
Arrive On Green 0.36 0.36 0.36 0.36 0.36 0.36 0.36 0.36 0.36 0.36 0.36 0.36
Sat Flow, veh/h 926 3289 322 23 3421 1583 792 3464 172 1081 2391 1082
Grp Volume(v), veh/h 209 304 312 174 152 155 35 144 150 266 328 313
Grp Sat Flow(s),veh/h/ln 926 1787 1823 1833 1610 1583 792 1786 1850 1081 1787 1686
Q Serve(g_s), s 8.7 5.5 5.5 0.0 2.8 2.9 1.5 2.3 2.4 9.5 6.0 6.1
Cycle Q Clear(g_c), s 11.4 5.5 5.5 2.8 2.8 2.9 7.6 2.3 2.4 11.9 6.0 6.1
Prop In Lane 1.00 0.18 0.05 1.00 1.00 0.09 1.00 0.64
Lane Grp Cap(c), veh/h 444 644 658 750 581 571 344 649 673 503 650 613
V/C Ratio(X) 0.47 0.47 0.47 0.23 0.26 0.27 0.10 0.22 0.22 0.53 0.50 0.51
Avail Cap(c_a), veh/h 462 680 694 785 613 602 358 680 704 522 680 641
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 13.5 10.4 10.4 9.5 9.5 9.5 13.4 9.3 9.3 13.4 10.4 10.5
Incr Delay (d2), s/veh 0.8 0.5 0.5 0.2 0.2 0.3 0.1 0.2 0.2 0.9 0.6 0.7
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.3 2.8 2.9 1.4 1.3 1.3 0.3 1.2 1.2 2.9 3.0 2.9
LnGrp Delay(d),s/veh 14.3 10.9 10.9 9.6 9.7 9.8 13.6 9.4 9.4 14.3 11.0 11.1
LnGrp LOS B B B A A A B A A B B B
Approach Vol, veh/h 825 481 329 907
Approach Delay, s/veh 11.8 9.7 9.9 12.0
Approach LOS B A A B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 21.3 20.8 21.3 20.8
Change Period (Y+Rc), s 6.0 5.6 6.0 5.6
Max Green Setting (Gmax), s 16.0 16.0 16.0 16.0
Max Q Clear Time (g_c+I1), s 9.6 13.4 13.9 4.9
Green Ext Time (p_c), s 3.6 1.7 1.4 5.5
Intersection Summary
HCM 2010 Ctrl Delay 11.2
HCM 2010 LOS B
HCM 2010 Signalized Intersection Summary
13: Ferguson Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 5 254 9 332 130 17 1 30 308 41 67 11
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1881 1900 1900 1881 1900 1900 1881 1881 1900 1881 1900
Adj Flow Rate, veh/h 6 318 11 415 162 21 1 38 385 51 84 14
Adj No. of Lanes 0 2 0 0 2 0 0 1 1 0 1 0
Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80
Percent Heavy Veh, % 1 1 1 1 1 1 1 1 1 1 1 1
Cap, veh/h 91 1259 43 484 545 71 88 686 579 246 366 52
Arrive On Green 0.37 0.37 0.37 0.37 0.37 0.37 0.37 0.37 0.37 0.37 0.37 0.37
Sat Flow, veh/h 16 3431 117 868 1485 193 8 1870 1578 369 997 142
Grp Volume(v), veh/h 176 0 159 415 0 183 39 0 385 149 0 0
Grp Sat Flow(s),veh/h/ln 1872 0 1691 868 0 1678 1878 0 1578 1508 0 0
Q Serve(g_s), s 0.0 0.0 2.9 13.1 0.0 3.4 0.0 0.0 8.9 0.0 0.0 0.0
Cycle Q Clear(g_c), s 2.9 0.0 2.9 16.0 0.0 3.4 0.6 0.0 8.9 2.4 0.0 0.0
Prop In Lane 0.03 0.07 1.00 0.11 0.03 1.00 0.34 0.09
Lane Grp Cap(c), veh/h 772 0 621 484 0 616 774 0 579 664 0 0
V/C Ratio(X) 0.23 0.00 0.26 0.86 0.00 0.30 0.05 0.00 0.67 0.22 0.00 0.00
Avail Cap(c_a), veh/h 772 0 621 484 0 616 774 0 579 664 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 9.6 0.0 9.6 16.8 0.0 9.8 8.9 0.0 11.6 9.5 0.0 0.0
Incr Delay (d2), s/veh 0.1 0.0 0.2 14.3 0.0 0.3 0.1 0.0 5.9 0.8 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.5 0.0 1.4 6.8 0.0 1.6 0.3 0.0 4.8 1.3 0.0 0.0
LnGrp Delay(d),s/veh 9.8 0.0 9.9 31.0 0.0 10.1 9.0 0.0 17.5 10.3 0.0 0.0
LnGrp LOS A A C B A B B
Approach Vol, veh/h 335 598 424 149
Approach Delay, s/veh 9.8 24.6 16.7 10.3
Approach LOS A C B B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 22.0 21.6 22.0 21.6
Change Period (Y+Rc), s 6.0 5.6 6.0 5.6
Max Green Setting (Gmax), s 16.0 16.0 16.0 16.0
Max Q Clear Time (g_c+I1), s 10.9 4.9 4.4 18.0
Green Ext Time (p_c), s 1.3 4.9 2.1 0.0
Intersection Summary
HCM 2010 Ctrl Delay 17.7
HCM 2010 LOS B
HCM 2010 Signalized Intersection Summary
16: Rouse Avenue & Oak Street/Birch Street 11/2/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 218 12 304 2 1 0 145 473 0 0 476 103
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1845 1845 1900 1845 1845 1845 1845 1900 1845 1845 1845
Adj Flow Rate, veh/h 272 15 380 2 1 0 181 591 0 0 595 129
Adj No. of Lanes 0 1 1 0 1 1 1 1 0 1 1 1
Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80
Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3
Cap, veh/h 415 18 544 114 44 427 374 1107 0 85 869 737
Arrive On Green 0.27 0.27 0.27 0.27 0.27 0.00 0.08 0.60 0.00 0.00 0.47 0.47
Sat Flow, veh/h 1219 67 1562 160 160 1568 1757 1845 0 814 1845 1565
Grp Volume(v), veh/h 287 0 380 3 0 0 181 591 0 0 595 129
Grp Sat Flow(s),veh/h/ln 1286 0 1562 320 0 1568 1757 1845 0 814 1845 1565
Q Serve(g_s), s 0.0 0.0 17.8 0.0 0.0 0.0 4.2 16.0 0.0 0.0 21.4 4.0
Cycle Q Clear(g_c), s 18.3 0.0 17.8 18.4 0.0 0.0 4.2 16.0 0.0 0.0 21.4 4.0
Prop In Lane 0.95 1.00 0.67 1.00 1.00 0.00 1.00 1.00
Lane Grp Cap(c), veh/h 433 0 544 158 0 427 374 1107 0 85 869 737
V/C Ratio(X) 0.66 0.00 0.70 0.02 0.00 0.00 0.48 0.53 0.00 0.00 0.68 0.18
Avail Cap(c_a), veh/h 623 0 754 314 0 639 520 1520 0 200 1129 958
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00
Uniform Delay (d), s/veh 29.1 0.0 23.9 24.3 0.0 0.0 13.1 10.0 0.0 0.0 17.5 13.0
Incr Delay (d2), s/veh 1.7 0.0 1.7 0.0 0.0 0.0 1.0 0.4 0.0 0.0 1.2 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.5 0.0 7.9 0.1 0.0 0.0 2.1 8.2 0.0 0.0 11.0 1.7
LnGrp Delay(d),s/veh 30.9 0.0 25.6 24.3 0.0 0.0 14.0 10.4 0.0 0.0 18.7 13.1
LnGrp LOS C C C B B B B
Approach Vol, veh/h 667 3 772 724
Approach Delay, s/veh 27.9 24.3 11.2 17.7
Approach LOS C C B B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 5 6 8
Phs Duration (G+Y+Rc), s 56.4 28.6 11.0 45.4 28.6
Change Period (Y+Rc), s 5.4 5.4 * 4.6 5.4 5.4
Max Green Setting (Gmax), s 70.0 34.6 * 13 52.0 34.6
Max Q Clear Time (g_c+I1), s 18.0 20.3 6.2 23.4 20.4
Green Ext Time (p_c), s 11.7 2.7 0.3 10.1 2.7
Intersection Summary
HCM 2010 Ctrl Delay 18.5
HCM 2010 LOS B
Notes
* HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier.
HCM 2010 Signalized Intersection Summary
20: 15th Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 10
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 19 721 179 42 368 9 66 60 70 30 40 39
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 0.99 1.00 0.98 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1845 1845 1900 1845 1845 1900 1845 1845 1900 1845 1845 1900
Adj Flow Rate, veh/h 24 901 224 52 460 11 82 75 88 38 50 49
Adj No. of Lanes 1 2 0 1 2 0 1 1 0 1 1 0
Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80
Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3
Cap, veh/h 592 1548 384 316 1957 47 345 159 186 290 175 172
Arrive On Green 0.56 0.56 0.56 0.56 0.56 0.56 0.21 0.21 0.21 0.21 0.21 0.21
Sat Flow, veh/h 908 2767 687 493 3498 84 1275 768 901 1204 849 832
Grp Volume(v), veh/h 24 570 555 52 230 241 82 0 163 38 0 99
Grp Sat Flow(s),veh/h/ln 908 1752 1702 493 1752 1829 1275 0 1669 1204 0 1682
Q Serve(g_s), s 0.7 10.5 10.6 3.8 3.3 3.3 2.9 0.0 4.3 1.4 0.0 2.5
Cycle Q Clear(g_c), s 4.0 10.5 10.6 14.4 3.3 3.3 5.3 0.0 4.3 5.7 0.0 2.5
Prop In Lane 1.00 0.40 1.00 0.05 1.00 0.54 1.00 0.49
Lane Grp Cap(c), veh/h 592 980 952 316 980 1023 345 0 345 290 0 347
V/C Ratio(X) 0.04 0.58 0.58 0.16 0.23 0.24 0.24 0.00 0.47 0.13 0.00 0.29
Avail Cap(c_a), veh/h 806 1394 1353 433 1394 1455 870 0 1031 785 0 1039
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 6.6 7.1 7.1 11.8 5.5 5.5 18.8 0.0 17.3 19.8 0.0 16.6
Incr Delay (d2), s/veh 0.0 0.5 0.6 0.2 0.1 0.1 0.4 0.0 1.0 0.2 0.0 0.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 5.1 5.1 0.5 1.6 1.7 1.0 0.0 2.0 0.5 0.0 1.2
LnGrp Delay(d),s/veh 6.6 7.7 7.7 12.1 5.7 5.7 19.2 0.0 18.3 20.0 0.0 17.0
LnGrp LOS A A A B A A B B B B
Approach Vol, veh/h 1149 523 245 137
Approach Delay, s/veh 7.7 6.3 18.6 17.8
Approach LOS A A B B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 16.2 33.3 16.2 33.3
Change Period (Y+Rc), s 6.0 5.6 6.0 5.6
Max Green Setting (Gmax), s 30.6 39.4 30.6 39.4
Max Q Clear Time (g_c+I1), s 7.3 12.6 7.7 16.4
Green Ext Time (p_c), s 2.1 12.2 2.1 11.3
Intersection Summary
HCM 2010 Ctrl Delay 9.3
HCM 2010 LOS A
HCM 2010 Signalized Intersection Summary
23: 11th Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 11
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 16 767 9 9 406 17 27 1 26 48 2 23
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 0.97 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1845 1845 1900 1845 1845 1900 1900 1845 1900 1845 1845 1900
Adj Flow Rate, veh/h 20 959 11 11 508 21 34 1 32 60 2 29
Adj No. of Lanes 1 2 0 1 2 0 0 1 0 1 1 0
Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80
Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3
Cap, veh/h 589 1680 19 420 1623 67 262 3 63 429 11 158
Arrive On Green 0.47 0.47 0.47 0.47 0.47 0.47 0.11 0.11 0.11 0.11 0.11 0.11
Sat Flow, veh/h 860 3548 41 571 3426 141 616 28 589 1357 102 1481
Grp Volume(v), veh/h 20 474 496 11 259 270 67 0 0 60 0 31
Grp Sat Flow(s),veh/h/ln 860 1752 1836 571 1752 1815 1232 0 0 1357 0 1583
Q Serve(g_s), s 0.4 5.4 5.4 0.4 2.5 2.5 1.2 0.0 0.0 0.0 0.0 0.5
Cycle Q Clear(g_c), s 2.9 5.4 5.4 5.8 2.5 2.5 1.7 0.0 0.0 0.9 0.0 0.5
Prop In Lane 1.00 0.02 1.00 0.08 0.51 0.48 1.00 0.94
Lane Grp Cap(c), veh/h 589 830 870 420 830 860 328 0 0 429 0 169
V/C Ratio(X) 0.03 0.57 0.57 0.03 0.31 0.31 0.20 0.00 0.00 0.14 0.00 0.18
Avail Cap(c_a), veh/h 680 1015 1064 480 1015 1051 1017 0 0 1071 0 917
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 5.4 5.2 5.2 7.3 4.5 4.5 12.0 0.0 0.0 11.4 0.0 11.2
Incr Delay (d2), s/veh 0.0 0.6 0.6 0.0 0.2 0.2 0.3 0.0 0.0 0.1 0.0 0.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 2.6 2.8 0.1 1.2 1.2 0.5 0.0 0.0 0.4 0.0 0.2
LnGrp Delay(d),s/veh 5.4 5.9 5.8 7.4 4.7 4.7 12.3 0.0 0.0 11.6 0.0 11.8
LnGrp LOS A A A A A A B B B
Approach Vol, veh/h 990 540 67 91
Approach Delay, s/veh 5.8 4.8 12.3 11.6
Approach LOS A A B B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 8.9 18.7 8.9 18.7
Change Period (Y+Rc), s 6.0 5.6 6.0 5.6
Max Green Setting (Gmax), s 16.0 16.0 16.0 16.0
Max Q Clear Time (g_c+I1), s 3.7 7.4 2.9 7.8
Green Ext Time (p_c), s 0.5 5.4 0.5 5.2
Intersection Summary
HCM 2010 Ctrl Delay 6.1
HCM 2010 LOS A
HCM 2010 Signalized Intersection Summary
38: Cottonwood Road & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 12
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 16 115 60 26 32 79 24 75 55 76 79 6
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1881 1900 1900 1881 1900 1881 1881 1900 1881 1881 1900
Adj Flow Rate, veh/h 20 144 75 32 40 99 30 94 69 95 99 8
Adj No. of Lanes 0 2 0 0 2 0 1 2 0 1 2 0
Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80
Percent Heavy Veh, % 1 1 1 1 1 1 1 1 1 1 1 1
Cap, veh/h 217 487 243 323 279 334 624 532 360 589 873 70
Arrive On Green 0.23 0.23 0.23 0.23 0.23 0.23 0.26 0.26 0.26 0.26 0.26 0.26
Sat Flow, veh/h 151 2123 1058 413 1217 1455 1294 2043 1382 1230 3353 268
Grp Volume(v), veh/h 131 0 108 72 0 99 30 81 82 95 52 55
Grp Sat Flow(s),veh/h/ln 1806 0 1525 1630 0 1455 1294 1787 1637 1230 1787 1834
Q Serve(g_s), s 0.0 0.0 1.3 0.0 0.0 1.3 0.4 0.8 0.9 1.5 0.5 0.5
Cycle Q Clear(g_c), s 1.3 0.0 1.3 0.7 0.0 1.3 0.9 0.8 0.9 2.4 0.5 0.5
Prop In Lane 0.15 0.69 0.44 1.00 1.00 0.84 1.00 0.15
Lane Grp Cap(c), veh/h 597 0 350 603 0 334 624 465 426 589 465 478
V/C Ratio(X) 0.22 0.00 0.31 0.12 0.00 0.30 0.05 0.17 0.19 0.16 0.11 0.11
Avail Cap(c_a), veh/h 1810 0 1408 1630 0 1344 1937 2279 2088 1837 2279 2338
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 7.3 0.0 7.3 7.0 0.0 7.2 6.8 6.5 6.5 7.5 6.4 6.4
Incr Delay (d2), s/veh 0.2 0.0 0.5 0.1 0.0 0.5 0.0 0.2 0.2 0.1 0.1 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.7 0.0 0.6 0.4 0.0 0.5 0.1 0.4 0.4 0.5 0.3 0.3
LnGrp Delay(d),s/veh 7.4 0.0 7.8 7.1 0.0 7.7 6.8 6.7 6.8 7.6 6.5 6.5
LnGrp LOS A A A A A A A A A A
Approach Vol, veh/h 239 171 193 202
Approach Delay, s/veh 7.6 7.5 6.7 7.0
Approach LOS A A A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 11.9 10.8 11.9 10.8
Change Period (Y+Rc), s 6.0 5.6 6.0 5.6
Max Green Setting (Gmax), s 29.0 21.0 29.0 21.0
Max Q Clear Time (g_c+I1), s 2.9 3.3 4.4 3.3
Green Ext Time (p_c), s 2.1 2.3 2.1 2.3
Intersection Summary
HCM 2010 Ctrl Delay 7.2
HCM 2010 LOS A
HCM 2010 TWSC
5: 27th Avenue & Oak Street 10/30/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 3
Intersection
Int Delay, s/veh 37.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 64 566 51 19 304 39 24 85 59 40 77 70
Conflicting Peds, #/hr 0 0 3 3 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length - - - 200 - - 300 - - 300 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 80 80 80 80 80 80 80 80 80 80 80 80
Heavy Vehicles, % 2 2 2 3 3 3 2 2 3 3 2 2
Mvmt Flow 80 708 64 24 380 49 30 106 74 50 96 88
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 429 0 0 771 0 0 1185 1375 389 1019 1383 217
Stage 1 - - - - - - 899 899 - 452 452 -
Stage 2 - - - - - - 286 476 - 567 931 -
Critical Hdwy 4.14 - - 4.16 - - 7.54 6.54 6.96 7.56 6.54 6.94
Critical Hdwy Stg 1 - - - - - - 6.54 5.54 - 6.56 5.54 -
Critical Hdwy Stg 2 - - - - - - 6.54 5.54 - 6.56 5.54 -
Follow-up Hdwy 2.22 - - 2.23 - - 3.52 4.02 3.33 3.53 4.02 3.32
Pot Cap-1 Maneuver 1127 - - 833 - - 144 144 607 190 143 787
Stage 1 - - - - - - 300 356 - 554 569 -
Stage 2 - - - - - - 697 555 - 473 344 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1124 - - 831 - - 39 122 605 ~ 39 121 785
Mov Cap-2 Maneuver - - - - - - 39 122 - ~ 39 121 -
Stage 1 - - - - - - 262 311 - 484 553 -
Stage 2 - - - - - - 496 539 - 238 301 -
Approach EB WB NB SB
HCM Control Delay, s 1.1 0.5 134.2 155.5
HCM LOS F F
Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2
Capacity (veh/h) 39 181 1124 - - 831 - - 39 203
HCM Lane V/C Ratio 0.769 0.994 0.071 - - 0.029 - - 1.282 0.905
HCM Control Delay (s) 231.5 118 8.4 0.4 - 9.5 - -$ 400.1 89
HCM Lane LOS F F A A - A - - F F
HCM 95th %tile Q(veh) 2.8 8.2 0.2 - - 0.1 - - 5.1 7.2
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
HCM 2010 TWSC
11: Davis Lane & Oak Street 10/30/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 5
Intersection
Int Delay, s/veh 0.8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 167 449 44 6 254 124 28 224 11 213 352 161
Conflicting Peds, #/hr 3 0 0 0 0 0 0 0 0 0 0 4
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 500 - - - - - 200 - - 200 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 80 80 80 80 80 80 80 80 80 80 80 80
Heavy Vehicles, % 1 1 1 2 2 2 1 1 2 2 1 1
Mvmt Flow 209 561 55 8 318 155 35 280 14 266 440 201
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 477 0 0 616 0 0 1404 1498 308 1252 1448 243
Stage 1 - - - - - - 1006 1006 - 414 414 -
Stage 2 - - - - - - 398 492 - 838 1034 -
Critical Hdwy 4.12 - - 4.14 - - 7.52 6.52 6.94 7.54 6.52 6.92
Critical Hdwy Stg 1 - - - - - - 6.52 5.52 - 6.54 5.52 -
Critical Hdwy Stg 2 - - - - - - 6.52 5.52 - 6.54 5.52 -
Follow-up Hdwy 2.21 - - 2.22 - - 3.51 4.01 3.32 3.52 4.01 3.31
Pot Cap-1 Maneuver 1089 - - 960 - - 100 ~ 122 688 ~ 129 ~ 131 761
Stage 1 - - - - - - 260 319 - 586 594 -
Stage 2 - - - - - - 602 548 - 327 ~ 310 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1086 - - 960 - - - ~ 97 688 - ~ 104 757
Mov Cap-2 Maneuver - - - - - - - ~ 97 - - ~ 104 -
Stage 1 - - - - - - 210 ~ 258 - 472 585 -
Stage 2 - - - - - - 108 540 - - ~ 250 -
Approach EB WB NB SB
HCM Control Delay, s 2.3 0.2
HCM LOS - -
Minor Lane/Major Mvmt NBLn1NBLn2NBLn3 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2 SBLn3
Capacity (veh/h) - 97 105 1086 - - 960 - - - 104 177
HCM Lane V/C Ratio - 1.443 1.464 0.192 - - 0.008 - - - 2.115 2.38
HCM Control Delay (s) -$ 326.4$ 326.8 9.1 - - 8.8 0.1 - -$ 600.3$ 679.6
HCM Lane LOS - F F A - - A A - - F F
HCM 95th %tile Q(veh) - 10.4 11.2 0.7 - - 0 - - - 18.9 35
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
HCM 2010 TWSC
13: Ferguson Avenue & Oak Street 10/30/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 6
Intersection
Int Delay, s/veh 76.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 5 254 9 332 130 17 1 30 308 41 67 11
Conflicting Peds, #/hr 0 0 0 0 0 0 1 0 0 0 0 1
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - 200 - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 80 80 80 80 80 80 80 80 80 80 80 80
Heavy Vehicles, % 1 1 1 1 1 1 1 1 1 1 1 1
Mvmt Flow 6 318 11 415 162 21 1 38 385 51 84 14
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 185 0 0 330 0 0 1291 1352 165 1195 1346 93
Stage 1 - - - - - - 337 337 - 1004 1004 -
Stage 2 - - - - - - 954 1015 - 191 342 -
Critical Hdwy 4.12 - - 4.12 - - 7.52 6.52 6.92 7.52 6.52 6.92
Critical Hdwy Stg 1 - - - - - - 6.52 5.52 - 6.52 5.52 -
Critical Hdwy Stg 2 - - - - - - 6.52 5.52 - 6.52 5.52 -
Follow-up Hdwy 2.21 - - 2.21 - - 3.51 4.01 3.31 3.51 4.01 3.31
Pot Cap-1 Maneuver 1394 - - 1234 - - 122 150 854 143 151 949
Stage 1 - - - - - - 654 642 - 261 320 -
Stage 2 - - - - - - 280 316 - 795 639 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1394 - - 1234 - - 21 93 853 ~ 39 94 948
Mov Cap-2 Maneuver - - - - - - 21 93 - ~ 39 94 -
Stage 1 - - - - - - 650 638 - 259 200 -
Stage 2 - - - - - - 100 197 - 408 635 -
Approach EB WB NB SB
HCM Control Delay, s 0.1 6.6 18.8 $ 692.5
HCM LOS C F
Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 84 853 1394 - - 1234 - - 67
HCM Lane V/C Ratio 0.461 0.451 0.004 - - 0.336 - - 2.22
HCM Control Delay (s) 80.2 12.6 7.6 0 - 9.4 0.3 -$ 692.5
HCM Lane LOS F B A A - A A - F
HCM 95th %tile Q(veh) 1.9 2.4 0 - - 1.5 - - 14.2
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
HCM 2010 TWSC
23: 11th Avenue & Oak Street 10/30/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 9
Intersection
Int Delay, s/veh 3.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 16 767 9 9 406 17 27 1 26 48 2 23
Conflicting Peds, #/hr 5 0 0 0 0 5 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 500 - - 500 - - - - - - - 100
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 80 80 80 80 80 80 80 80 80 80 80 80
Heavy Vehicles, % 3 3 3 3 3 3 3 3 3 3 3 3
Mvmt Flow 20 959 11 11 508 21 34 1 32 60 2 29
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 529 0 0 970 0 0 1282 1555 490 1061 1551 269
Stage 1 - - - - - - 1004 1004 - 541 541 -
Stage 2 - - - - - - 278 551 - 520 1010 -
Critical Hdwy 4.16 - - 4.16 - - 7.56 6.56 6.96 7.56 6.56 6.96
Critical Hdwy Stg 1 - - - - - - 6.56 5.56 - 6.56 5.56 -
Critical Hdwy Stg 2 - - - - - - 6.56 5.56 - 6.56 5.56 -
Follow-up Hdwy 2.23 - - 2.23 - - 3.53 4.03 3.33 3.53 4.03 3.33
Pot Cap-1 Maneuver 1027 - - 700 - - 121 111 521 177 112 726
Stage 1 - - - - - - 257 316 - 490 516 -
Stage 2 - - - - - - 702 511 - 505 313 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1023 - - 697 - - 111 107 519 159 108 723
Mov Cap-2 Maneuver - - - - - - 111 107 - 159 108 -
Stage 1 - - - - - - 252 310 - 480 508 -
Stage 2 - - - - - - 657 503 - 460 307 -
Approach EB WB NB SB
HCM Control Delay, s 0.2 0.2 37.1 32.5
HCM LOS E D
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2
Capacity (veh/h) 178 1023 - - 697 - - 156 723
HCM Lane V/C Ratio 0.379 0.02 - - 0.016 - - 0.401 0.04
HCM Control Delay (s) 37.1 8.6 - - 10.2 - - 42.7 10.2
HCM Lane LOS E A - - B - - E B
HCM 95th %tile Q(veh) 1.6 0.1 - - 0 - - 1.7 0.1
HCM 2010 TWSC
26: Flanders Mill Road & Oak Street 10/30/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 10
Intersection
Int Delay, s/veh 3.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 7 229 9 9 129 8 3 26 26 10 51 10
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 80 80 80 80 80 80 80 80 80 80 80 80
Heavy Vehicles, % 1 1 1 1 1 1 1 1 1 1 1 1
Mvmt Flow 9 286 11 11 161 10 4 32 32 12 64 12
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 171 0 0 298 0 0 444 503 149 366 504 86
Stage 1 - - - - - - 309 309 - 189 189 -
Stage 2 - - - - - - 135 194 - 177 315 -
Critical Hdwy 4.12 - - 4.12 - - 7.52 6.52 6.92 7.52 6.52 6.92
Critical Hdwy Stg 1 - - - - - - 6.52 5.52 - 6.52 5.52 -
Critical Hdwy Stg 2 - - - - - - 6.52 5.52 - 6.52 5.52 -
Follow-up Hdwy 2.21 - - 2.21 - - 3.51 4.01 3.31 3.51 4.01 3.31
Pot Cap-1 Maneuver 1411 - - 1267 - - 500 472 874 568 471 959
Stage 1 - - - - - - 679 661 - 798 745 -
Stage 2 - - - - - - 857 741 - 810 657 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1411 - - 1267 - - 435 464 874 511 463 959
Mov Cap-2 Maneuver - - - - - - 435 464 - 511 463 -
Stage 1 - - - - - - 674 656 - 792 738 -
Stage 2 - - - - - - 765 734 - 735 652 -
Approach EB WB NB SB
HCM Control Delay, s 0.2 0.5 11.9 13.6
HCM LOS B B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 593 1411 - - 1267 - - 507
HCM Lane V/C Ratio 0.116 0.006 - - 0.009 - - 0.175
HCM Control Delay (s) 11.9 7.6 0 - 7.9 0 - 13.6
HCM Lane LOS B A A - A A - B
HCM 95th %tile Q(veh) 0.4 0 - - 0 - - 0.6
HCM 2010 TWSC
38: Cottonwood Road & Oak Street 10/30/2015
Future (2035) Existing Intersection 5 lane AM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 11
Intersection
Int Delay, s/veh 6.8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 16 115 60 26 32 79 24 75 55 76 79 6
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 200 - - 200 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 80 80 80 80 80 80 80 80 80 80 80 80
Heavy Vehicles, % 1 1 1 1 1 1 1 1 1 1 1 1
Mvmt Flow 20 144 75 32 40 99 30 94 69 95 99 8
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 139 0 0 219 0 0 355 425 109 313 413 69
Stage 1 - - - - - - 221 221 - 154 154 -
Stage 2 - - - - - - 134 204 - 159 259 -
Critical Hdwy 4.12 - - 4.12 - - 7.52 6.52 6.92 7.52 6.52 6.92
Critical Hdwy Stg 1 - - - - - - 6.52 5.52 - 6.52 5.52 -
Critical Hdwy Stg 2 - - - - - - 6.52 5.52 - 6.52 5.52 -
Follow-up Hdwy 2.21 - - 2.21 - - 3.51 4.01 3.31 3.51 4.01 3.31
Pot Cap-1 Maneuver 1450 - - 1355 - - 578 522 927 619 530 983
Stage 1 - - - - - - 764 722 - 836 771 -
Stage 2 - - - - - - 858 734 - 830 695 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1450 - - 1355 - - 472 500 927 475 507 983
Mov Cap-2 Maneuver - - - - - - 472 500 - 475 507 -
Stage 1 - - - - - - 752 710 - 823 750 -
Stage 2 - - - - - - 719 714 - 656 684 -
Approach EB WB NB SB
HCM Control Delay, s 0.6 1.5 12 13.5
HCM LOS B B
Minor Lane/Major Mvmt NBLn1NBLn2NBLn3 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2 SBLn3
Capacity (veh/h) 472 500 689 1450 - - 1355 - - 475 507 542
HCM Lane V/C Ratio 0.064 0.094 0.168 0.014 - - 0.024 - - 0.2 0.097 0.105
HCM Control Delay (s) 13.1 12.9 11.3 7.5 0 - 7.7 0 - 14.5 12.9 12.4
HCM Lane LOS B B B A A - A A - B B B
HCM 95th %tile Q(veh) 0.2 0.3 0.6 0 - - 0.1 - - 0.7 0.3 0.4
Queues
1: 19th Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 237 388 78 298 672 272 159 1419 263 180 1060 131
v/c Ratio 0.93 0.52 0.15 0.81 0.91 0.48 0.60 0.90 0.28 0.95 0.68 0.13
Control Delay 78.8 53.0 10.1 54.8 71.9 33.2 24.5 45.4 8.8 89.9 34.2 4.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 78.8 53.0 10.1 54.8 71.9 33.2 24.5 45.4 8.8 89.9 34.2 4.6
Queue Length 50th (ft) 169 173 8 215 331 164 68 638 65 118 409 14
Queue Length 95th (ft) #344 228 44 #347 #439 255 106 747 113 #282 503 44
Internal Link Dist (ft) 2554 1350 615 420
Turn Bay Length (ft) 200 200 250 250 425 425 285 285
Base Capacity (vph) 254 771 566 366 771 565 297 1658 950 190 1607 982
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.93 0.50 0.14 0.81 0.87 0.48 0.54 0.86 0.28 0.95 0.66 0.13
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Queues
2: 7th Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 2
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 291 379 196 172 484 270 222 1276 178 246 1036 418
v/c Ratio 0.90 0.85 0.32 0.77 0.77 0.47 0.71 0.89 0.21 0.86 0.68 0.43
Control Delay 64.2 65.5 20.3 57.1 59.8 25.6 27.6 45.0 7.2 60.7 32.7 10.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 64.2 65.5 20.3 57.1 59.8 25.6 27.6 45.0 7.2 60.7 32.7 10.7
Queue Length 50th (ft) 200 323 83 109 216 128 86 540 28 156 371 121
Queue Length 95th (ft) #348 #475 138 #167 280 210 149 654 68 #310 479 209
Internal Link Dist (ft) 1263 708 420 420
Turn Bay Length (ft) 250 300 300 175 175 125 125
Base Capacity (vph) 325 512 657 223 752 588 365 1590 834 306 1639 983
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.90 0.74 0.30 0.77 0.64 0.46 0.61 0.80 0.21 0.80 0.63 0.43
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Queues
5: 27th Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 3
Lane Group EBT WBL WBT NBT NBR SBT SBR
Lane Group Flow (vph) 487 94 770 128 51 108 141
v/c Ratio 0.32 0.20 0.42 0.26 0.10 0.23 0.27
Control Delay 7.3 8.5 7.6 12.4 3.8 12.3 6.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 7.3 8.5 7.6 12.4 3.8 12.3 6.8
Queue Length 50th (ft) 27 10 45 19 0 16 7
Queue Length 95th (ft) 60 35 93 49 13 43 35
Internal Link Dist (ft) 2533 2554 420 420
Turn Bay Length (ft) 200 300 300
Base Capacity (vph) 1654 502 1993 993 928 928 936
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.29 0.19 0.39 0.13 0.05 0.12 0.15
Intersection Summary
Queues
11: Davis Lane & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 5
Lane Group EBL EBT WBT WBR NBL NBT SBL SBT
Lane Group Flow (vph) 189 369 582 190 71 383 100 413
v/c Ratio 0.58 0.26 0.46 0.25 0.27 0.39 0.37 0.39
Control Delay 17.6 7.7 9.7 2.6 15.9 13.2 17.7 8.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 17.6 7.7 9.7 2.6 15.9 13.2 17.7 8.2
Queue Length 50th (ft) 27 22 40 0 11 30 16 17
Queue Length 95th (ft) 92 54 94 26 46 82 62 60
Internal Link Dist (ft) 2585 2533 510 433
Turn Bay Length (ft) 500 200 200 200
Base Capacity (vph) 628 2729 2459 1265 531 1966 542 1916
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.30 0.14 0.24 0.15 0.13 0.19 0.18 0.22
Intersection Summary
Queues
13: Ferguson Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 6
Lane Group EBT WBT NBT NBR SBT
Lane Group Flow (vph) 236 934 100 386 154
v/c Ratio 0.16 1.04dl 0.22 0.57 0.38
Control Delay 7.5 21.4 11.7 5.3 12.4
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 7.5 21.4 11.7 5.3 12.4
Queue Length 50th (ft) 12 72 16 0 21
Queue Length 95th (ft) 32 #188 33 26 44
Internal Link Dist (ft) 1220 2585 420 333
Turn Bay Length (ft) 200
Base Capacity (vph) 1448 1107 820 908 702
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.16 0.84 0.12 0.43 0.22
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
dl Defacto Left Lane. Recode with 1 though lane as a left lane.
Queues
16: Rouse Avenue & Oak Street/Birch Street 11/2/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 7
Lane Group EBT EBR WBR NBL NBT SBL SBT SBR
Lane Group Flow (vph) 213 290 1 289 569 1 693 213
v/c Ratio 0.77 0.39 0.00 0.67 0.45 0.00 0.78 0.27
Control Delay 57.2 10.1 0.0 18.0 8.7 15.0 29.5 10.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 57.2 10.1 0.0 18.0 8.7 15.0 29.5 10.2
Queue Length 50th (ft) 117 42 0 57 140 0 352 41
Queue Length 95th (ft) #238 122 0 161 243 3 575 97
Internal Link Dist (ft) 835 425 421
Turn Bay Length (ft) 225 50 240 100 100
Base Capacity (vph) 380 801 687 495 1545 497 1105 955
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.56 0.36 0.00 0.58 0.37 0.00 0.63 0.22
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Queues
20: 15th Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 8
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT
Lane Group Flow (vph) 24 900 71 1159 301 205 48 108
v/c Ratio 0.19 0.57 0.34 0.73 0.70 0.32 0.12 0.18
Control Delay 16.9 14.3 18.4 17.5 28.1 9.6 15.9 11.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 16.9 14.3 18.4 17.5 28.1 9.6 15.9 11.6
Queue Length 50th (ft) 5 116 16 170 94 24 12 18
Queue Length 95th (ft) 21 186 48 263 170 60 32 46
Internal Link Dist (ft) 1350 1310 357 332
Turn Bay Length (ft) 125 125 125 125
Base Capacity (vph) 179 2267 300 2299 724 994 664 979
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.13 0.40 0.24 0.50 0.42 0.21 0.07 0.11
Intersection Summary
Queues
23: 11th Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 9
Lane Group EBL EBT WBL WBT NBT SBL SBT
Lane Group Flow (vph) 31 840 38 1034 41 53 63
v/c Ratio 0.09 0.36 0.09 0.44 0.10 0.11 0.14
Control Delay 6.9 5.8 6.6 6.5 3.2 11.4 9.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 6.9 5.8 6.6 6.5 3.2 11.4 9.0
Queue Length 50th (ft) 3 48 3 65 0 8 6
Queue Length 95th (ft) 14 91 15 120 10 25 24
Internal Link Dist (ft) 1310 1263 471 383
Turn Bay Length (ft) 500 500 100
Base Capacity (vph) 327 2277 405 2286 941 1206 1039
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.09 0.37 0.09 0.45 0.04 0.04 0.06
Intersection Summary
Queues
38: Cottonwood Road & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 10
Lane Group EBT WBT NBL NBT SBL SBT
Lane Group Flow (vph) 121 293 80 179 63 56
v/c Ratio 0.12 0.30 0.19 0.16 0.15 0.05
Control Delay 6.9 6.2 8.8 6.2 8.4 6.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 6.9 6.2 8.8 6.2 8.4 6.1
Queue Length 50th (ft) 4 10 8 6 6 2
Queue Length 95th (ft) 15 27 24 18 20 8
Internal Link Dist (ft) 418 1316 424 422
Turn Bay Length (ft) 200 200
Base Capacity (vph) 2859 2678 1368 3446 1368 3438
Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.04 0.11 0.06 0.05 0.05 0.02
Intersection Summary
HCM 2010 Signalized Intersection Summary
1: 19th Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 213 349 70 268 605 245 143 1277 237 162 954 118
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845
Adj Flow Rate, veh/h 237 388 78 298 672 272 159 1419 263 180 1060 131
Adj No. of Lanes 1 2 1 1 2 1 1 2 1 1 2 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3
Cap, veh/h 264 747 432 354 747 448 268 1586 877 202 1621 901
Arrive On Green 0.11 0.21 0.21 0.11 0.21 0.21 0.06 0.45 0.45 0.07 0.46 0.46
Sat Flow, veh/h 1757 3505 1561 1757 3505 1561 1757 3505 1547 1757 3505 1567
Grp Volume(v), veh/h 237 388 78 298 672 272 159 1419 263 180 1060 131
Grp Sat Flow(s),veh/h/ln 1757 1752 1561 1757 1752 1561 1757 1752 1547 1757 1752 1567
Q Serve(g_s), s 14.9 13.9 5.4 16.0 26.5 21.4 6.8 52.9 12.7 8.4 33.1 5.5
Cycle Q Clear(g_c), s 14.9 13.9 5.4 16.0 26.5 21.4 6.8 52.9 12.7 8.4 33.1 5.5
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 264 747 432 354 747 448 268 1586 877 202 1621 901
V/C Ratio(X) 0.90 0.52 0.18 0.84 0.90 0.61 0.59 0.89 0.30 0.89 0.65 0.15
Avail Cap(c_a), veh/h 264 767 441 354 767 456 330 1649 905 210 1621 901
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 40.5 49.5 39.2 42.8 54.4 43.8 23.7 35.8 16.2 34.8 29.4 14.0
Incr Delay (d2), s/veh 30.3 0.6 0.2 16.6 13.4 2.3 2.1 6.6 0.2 33.3 1.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 9.4 6.8 2.4 5.4 14.3 9.5 3.4 27.1 5.4 8.9 16.3 2.4
LnGrp Delay(d),s/veh 70.8 50.1 39.4 59.4 67.8 46.1 25.8 42.4 16.4 68.1 30.4 14.1
LnGrp LOS E D D E E D C D B E C B
Approach Vol, veh/h 703 1242 1841 1371
Approach Delay, s/veh 55.9 61.0 37.2 33.8
Approach LOS E E D C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 14.4 70.5 20.0 37.2 13.0 71.9 20.0 37.2
Change Period (Y+Rc), s 4.0 * 6.2 4.0 6.9 4.0 * 6.2 4.0 6.9
Max Green Setting (Gmax), s 11.0 * 67 16.0 31.1 14.0 * 64 16.0 31.1
Max Q Clear Time (g_c+I1), s 10.4 54.9 18.0 15.9 8.8 35.1 16.9 28.5
Green Ext Time (p_c), s 0.0 9.4 0.0 7.0 0.2 22.8 0.0 1.8
Intersection Summary
HCM 2010 Ctrl Delay 44.6
HCM 2010 LOS D
Notes
* HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier.
HCM 2010 Signalized Intersection Summary
2: 7th Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 262 341 176 155 436 243 200 1148 160 221 932 376
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.98 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845 1845
Adj Flow Rate, veh/h 291 379 196 172 484 270 222 1276 178 246 1036 418
Adj No. of Lanes 1 1 1 1 2 1 1 2 1 1 2 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3
Cap, veh/h 328 467 533 226 672 456 285 1509 780 273 1562 901
Arrive On Green 0.13 0.25 0.25 0.07 0.19 0.19 0.09 0.43 0.43 0.10 0.45 0.45
Sat Flow, veh/h 1757 1845 1564 1757 3505 1543 1757 3505 1561 1757 3505 1564
Grp Volume(v), veh/h 291 379 196 172 484 270 222 1276 178 246 1036 418
Grp Sat Flow(s),veh/h/ln 1757 1845 1564 1757 1752 1543 1757 1752 1561 1757 1752 1564
Q Serve(g_s), s 17.0 25.2 12.3 9.0 16.9 19.5 9.1 42.5 8.4 11.0 30.4 20.2
Cycle Q Clear(g_c), s 17.0 25.2 12.3 9.0 16.9 19.5 9.1 42.5 8.4 11.0 30.4 20.2
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 328 467 533 226 672 456 285 1509 780 273 1562 901
V/C Ratio(X) 0.89 0.81 0.37 0.76 0.72 0.59 0.78 0.85 0.23 0.90 0.66 0.46
Avail Cap(c_a), veh/h 328 499 560 226 733 483 361 1550 798 335 1577 908
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 36.7 45.8 32.4 43.3 49.4 39.4 24.6 33.3 18.4 31.7 28.5 16.0
Incr Delay (d2), s/veh 24.2 9.3 0.4 14.0 3.1 1.7 8.1 4.4 0.1 23.2 1.0 0.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 10.4 14.1 5.4 2.7 8.5 8.6 5.0 21.5 3.7 10.5 14.9 8.7
LnGrp Delay(d),s/veh 60.9 55.1 32.9 57.3 52.6 41.1 32.7 37.7 18.6 54.9 29.5 16.4
LnGrp LOS E E C E D D C D B D C B
Approach Vol, veh/h 866 926 1676 1700
Approach Delay, s/veh 52.0 50.1 35.0 30.0
Approach LOS D D C C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 16.4 63.0 12.0 39.1 14.4 64.9 20.0 31.1
Change Period (Y+Rc), s 3.0 * 6.8 3.0 6.1 3.0 * 6.8 3.0 6.1
Max Green Setting (Gmax), s 18.0 * 58 9.0 35.3 17.0 * 59 17.0 27.3
Max Q Clear Time (g_c+I1), s 13.0 44.5 11.0 27.2 11.1 32.4 19.0 21.5
Green Ext Time (p_c), s 0.3 11.7 0.0 4.3 0.3 21.3 0.0 3.3
Intersection Summary
HCM 2010 Ctrl Delay 38.9
HCM 2010 LOS D
Notes
* HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier.
HCM 2010 Signalized Intersection Summary
5: 27th Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 46 366 26 85 614 79 16 99 46 25 72 127
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1863 1900 1845 1845 1900 1900 1863 1845 1900 1858 1863
Adj Flow Rate, veh/h 51 407 29 94 682 88 18 110 51 28 80 141
Adj No. of Lanes 0 2 0 1 2 0 0 1 1 0 1 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 2 2 2 3 3 3 2 2 3 2 2 2
Cap, veh/h 209 1210 84 539 1299 167 163 323 307 202 286 306
Arrive On Green 0.42 0.42 0.42 0.42 0.42 0.42 0.20 0.20 0.20 0.20 0.20 0.20
Sat Flow, veh/h 154 2909 201 938 3122 402 131 1651 1568 258 1464 1563
Grp Volume(v), veh/h 248 0 239 94 383 387 128 0 51 108 0 141
Grp Sat Flow(s),veh/h/ln 1605 0 1659 938 1752 1772 1782 0 1568 1722 0 1563
Q Serve(g_s), s 0.0 0.0 2.9 2.3 4.9 4.9 0.0 0.0 0.8 0.0 0.0 2.4
Cycle Q Clear(g_c), s 2.7 0.0 2.9 5.2 4.9 4.9 1.8 0.0 0.8 1.5 0.0 2.4
Prop In Lane 0.21 0.12 1.00 0.23 0.14 1.00 0.26 1.00
Lane Grp Cap(c), veh/h 813 0 690 539 729 737 486 0 307 489 0 306
V/C Ratio(X) 0.30 0.00 0.35 0.17 0.52 0.53 0.26 0.00 0.17 0.22 0.00 0.46
Avail Cap(c_a), veh/h 978 0 888 651 938 949 1069 0 840 1044 0 837
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 5.9 0.0 6.0 7.7 6.5 6.5 10.4 0.0 10.0 10.3 0.0 10.6
Incr Delay (d2), s/veh 0.2 0.0 0.3 0.2 0.6 0.6 0.3 0.0 0.3 0.2 0.0 1.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.4 0.0 1.4 0.6 2.5 2.5 0.9 0.0 0.4 0.8 0.0 1.1
LnGrp Delay(d),s/veh 6.1 0.0 6.2 7.9 7.1 7.1 10.7 0.0 10.2 10.5 0.0 11.7
LnGrp LOS A A A A A B B B B
Approach Vol, veh/h 487 864 179 249
Approach Delay, s/veh 6.2 7.2 10.5 11.2
Approach LOS A A B B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 11.8 18.0 11.8 18.0
Change Period (Y+Rc), s 6.0 5.6 6.0 5.6
Max Green Setting (Gmax), s 16.0 16.0 16.0 16.0
Max Q Clear Time (g_c+I1), s 3.8 4.9 4.4 7.2
Green Ext Time (p_c), s 1.7 6.0 1.6 5.1
Intersection Summary
HCM 2010 Ctrl Delay 7.8
HCM 2010 LOS A
HCM 2010 Signalized Intersection Summary
11: Davis Lane & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 170 304 28 40 484 171 64 321 23 90 203 168
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1881 1881 1900 1900 1863 1863 1881 1880 1900 1863 1881 1900
Adj Flow Rate, veh/h 189 338 31 44 538 190 71 357 26 100 226 187
Adj No. of Lanes 1 2 0 0 2 1 1 2 0 1 2 0
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 1 1 1 2 2 2 1 1 1 2 1 1
Cap, veh/h 413 1579 144 149 1534 755 330 982 71 350 552 436
Arrive On Green 0.48 0.48 0.48 0.48 0.48 0.48 0.29 0.29 0.29 0.29 0.29 0.29
Sat Flow, veh/h 731 3312 302 139 3217 1583 977 3378 245 996 1897 1499
Grp Volume(v), veh/h 189 181 188 305 277 190 71 188 195 100 212 201
Grp Sat Flow(s),veh/h/ln 731 1787 1827 1745 1610 1583 977 1786 1837 996 1787 1609
Q Serve(g_s), s 11.0 3.0 3.0 0.0 5.4 3.6 3.2 4.2 4.2 4.4 4.8 5.0
Cycle Q Clear(g_c), s 16.4 3.0 3.0 5.1 5.4 3.6 8.2 4.2 4.2 8.6 4.8 5.0
Prop In Lane 1.00 0.17 0.14 1.00 1.00 0.13 1.00 0.93
Lane Grp Cap(c), veh/h 413 852 871 915 768 755 330 519 534 350 520 468
V/C Ratio(X) 0.46 0.21 0.22 0.33 0.36 0.25 0.22 0.36 0.37 0.29 0.41 0.43
Avail Cap(c_a), veh/h 481 1017 1040 1068 916 901 437 716 736 459 716 645
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 13.4 7.6 7.6 8.2 8.3 7.8 17.7 14.0 14.0 17.5 14.2 14.3
Incr Delay (d2), s/veh 0.8 0.1 0.1 0.2 0.3 0.2 0.3 0.4 0.4 0.4 0.5 0.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.3 1.5 1.5 2.7 2.4 1.6 0.9 2.1 2.2 1.3 2.4 2.3
LnGrp Delay(d),s/veh 14.2 7.7 7.7 8.4 8.5 7.9 18.0 14.5 14.5 17.9 14.8 15.0
LnGrp LOS B A A A A A B B B B B B
Approach Vol, veh/h 558 772 454 513
Approach Delay, s/veh 9.9 8.3 15.0 15.5
Approach LOS A A B B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 20.5 29.4 20.5 29.4
Change Period (Y+Rc), s 6.0 5.6 6.0 5.6
Max Green Setting (Gmax), s 20.0 28.4 20.0 28.4
Max Q Clear Time (g_c+I1), s 10.2 18.4 10.6 7.4
Green Ext Time (p_c), s 4.0 5.4 3.9 8.2
Intersection Summary
HCM 2010 Ctrl Delay 11.6
HCM 2010 LOS B
HCM 2010 Signalized Intersection Summary
13: Ferguson Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 5 179 5 420 283 44 1 79 309 39 64 20
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1881 1900 1900 1881 1900 1900 1881 1881 1900 1881 1900
Adj Flow Rate, veh/h 6 224 6 525 354 55 1 99 386 49 80 25
Adj No. of Lanes 0 2 0 0 2 0 0 1 1 0 1 0
Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80
Percent Heavy Veh, % 1 1 1 1 1 1 1 1 1 1 1 1
Cap, veh/h 103 1377 36 593 578 90 92 583 490 212 302 77
Arrive On Green 0.40 0.40 0.40 0.40 0.40 0.40 0.31 0.31 0.31 0.31 0.31 0.31
Sat Flow, veh/h 21 3446 91 1034 1447 225 4 1876 1577 302 971 247
Grp Volume(v), veh/h 124 0 112 525 0 409 100 0 386 154 0 0
Grp Sat Flow(s),veh/h/ln 1862 0 1696 1034 0 1672 1880 0 1577 1519 0 0
Q Serve(g_s), s 0.0 0.0 1.7 14.3 0.0 7.8 0.0 0.0 8.9 0.0 0.0 0.0
Cycle Q Clear(g_c), s 1.7 0.0 1.7 16.0 0.0 7.8 1.5 0.0 8.9 2.5 0.0 0.0
Prop In Lane 0.05 0.05 1.00 0.13 0.01 1.00 0.32 0.16
Lane Grp Cap(c), veh/h 838 0 678 593 0 668 675 0 490 591 0 0
V/C Ratio(X) 0.15 0.00 0.17 0.89 0.00 0.61 0.15 0.00 0.79 0.26 0.00 0.00
Avail Cap(c_a), veh/h 838 0 678 593 0 668 841 0 630 713 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 7.7 0.0 7.7 14.4 0.0 9.6 10.0 0.0 12.6 10.4 0.0 0.0
Incr Delay (d2), s/veh 0.1 0.0 0.1 14.9 0.0 1.7 0.1 0.0 5.1 0.2 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.9 0.0 0.8 8.1 0.0 3.8 0.8 0.0 4.6 1.3 0.0 0.0
LnGrp Delay(d),s/veh 7.8 0.0 7.8 29.3 0.0 11.2 10.1 0.0 17.7 10.6 0.0 0.0
LnGrp LOS A A C B B B B
Approach Vol, veh/h 236 934 486 154
Approach Delay, s/veh 7.8 21.4 16.1 10.6
Approach LOS A C B B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 18.4 21.6 18.4 21.6
Change Period (Y+Rc), s 6.0 5.6 6.0 5.6
Max Green Setting (Gmax), s 16.0 16.0 16.0 16.0
Max Q Clear Time (g_c+I1), s 10.9 3.7 4.5 18.0
Green Ext Time (p_c), s 1.5 6.5 2.5 0.0
Intersection Summary
HCM 2010 Ctrl Delay 17.3
HCM 2010 LOS B
HCM 2010 Signalized Intersection Summary
16: Rouse Avenue & Oak Street/Birch Street 11/2/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 192 0 261 0 0 1 260 512 0 1 624 192
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1845 1845 1900 1845 1845 1845 1845 1900 1845 1845 1845
Adj Flow Rate, veh/h 213 0 290 0 0 1 289 569 0 1 693 213
Adj No. of Lanes 0 1 1 0 1 1 1 1 0 1 1 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3
Cap, veh/h 377 0 490 0 383 324 392 1215 0 501 914 776
Arrive On Green 0.21 0.00 0.21 0.00 0.00 0.21 0.11 0.66 0.00 0.50 0.50 0.50
Sat Flow, veh/h 1390 0 1560 0 1845 1560 1757 1845 0 830 1845 1565
Grp Volume(v), veh/h 213 0 290 0 0 1 289 569 0 1 693 213
Grp Sat Flow(s),veh/h/ln 1390 0 1560 0 1845 1560 1757 1845 0 830 1845 1565
Q Serve(g_s), s 11.6 0.0 12.6 0.0 0.0 0.0 5.9 12.3 0.0 0.0 24.5 6.4
Cycle Q Clear(g_c), s 11.6 0.0 12.6 0.0 0.0 0.0 5.9 12.3 0.0 0.0 24.5 6.4
Prop In Lane 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00
Lane Grp Cap(c), veh/h 377 0 490 0 383 324 392 1215 0 501 914 776
V/C Ratio(X) 0.56 0.00 0.59 0.00 0.00 0.00 0.74 0.47 0.00 0.00 0.76 0.27
Avail Cap(c_a), veh/h 530 0 661 0 585 495 607 1806 0 665 1280 1086
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 29.9 0.0 23.4 0.0 0.0 25.4 14.5 6.8 0.0 10.3 16.4 11.9
Incr Delay (d2), s/veh 1.3 0.0 1.1 0.0 0.0 0.0 2.7 0.3 0.0 0.0 1.7 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.6 0.0 5.6 0.0 0.0 0.0 3.7 6.3 0.0 0.0 12.8 2.8
LnGrp Delay(d),s/veh 31.3 0.0 24.5 0.0 0.0 25.4 17.2 7.1 0.0 10.3 18.1 12.1
LnGrp LOS C C C B A B B B
Approach Vol, veh/h 503 1 858 907
Approach Delay, s/veh 27.4 25.4 10.5 16.7
Approach LOS C C B B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 5 6 8
Phs Duration (G+Y+Rc), s 58.6 22.1 13.2 45.4 22.1
Change Period (Y+Rc), s 5.4 5.4 * 4.6 5.4 5.4
Max Green Setting (Gmax), s 79.0 25.6 * 18 56.0 25.6
Max Q Clear Time (g_c+I1), s 14.3 14.6 7.9 26.5 2.0
Green Ext Time (p_c), s 14.1 1.7 0.6 11.7 2.2
Intersection Summary
HCM 2010 Ctrl Delay 16.7
HCM 2010 LOS B
Notes
* HCM 2010 computational engine requires equal clearance times for the phases crossing the barrier.
HCM 2010 Signalized Intersection Summary
20: 15th Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 10
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 19 637 83 57 913 14 241 60 104 38 40 46
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 0.99 1.00 0.99 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1845 1845 1900 1845 1845 1900 1845 1845 1900 1845 1845 1900
Adj Flow Rate, veh/h 24 796 104 71 1141 18 301 75 130 48 50 58
Adj No. of Lanes 1 2 0 1 2 0 1 1 0 1 1 0
Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80
Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3
Cap, veh/h 223 1511 197 296 1718 27 481 205 355 393 263 306
Arrive On Green 0.49 0.49 0.49 0.49 0.49 0.49 0.34 0.34 0.34 0.34 0.34 0.34
Sat Flow, veh/h 478 3107 406 610 3531 56 1266 601 1042 1160 774 897
Grp Volume(v), veh/h 24 449 451 71 566 593 301 0 205 48 0 108
Grp Sat Flow(s),veh/h/ln 478 1752 1760 610 1752 1834 1266 0 1643 1160 0 1671
Q Serve(g_s), s 2.7 11.9 11.9 6.1 16.4 16.4 14.7 0.0 6.3 2.2 0.0 3.1
Cycle Q Clear(g_c), s 19.1 11.9 11.9 18.0 16.4 16.4 17.8 0.0 6.3 8.5 0.0 3.1
Prop In Lane 1.00 0.23 1.00 0.03 1.00 0.63 1.00 0.54
Lane Grp Cap(c), veh/h 223 852 856 296 852 892 481 0 559 393 0 569
V/C Ratio(X) 0.11 0.53 0.53 0.24 0.66 0.66 0.63 0.00 0.37 0.12 0.00 0.19
Avail Cap(c_a), veh/h 257 978 982 340 978 1023 665 0 799 562 0 813
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 20.3 11.9 11.9 18.1 13.1 13.1 21.9 0.0 16.7 19.9 0.0 15.6
Incr Delay (d2), s/veh 0.2 0.5 0.5 0.4 1.4 1.3 1.3 0.0 0.4 0.1 0.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.4 5.9 5.9 1.1 8.2 8.6 5.3 0.0 2.9 0.7 0.0 1.4
LnGrp Delay(d),s/veh 20.5 12.4 12.4 18.5 14.5 14.4 23.2 0.0 17.1 20.0 0.0 15.7
LnGrp LOS C B B B B B C B B B
Approach Vol, veh/h 924 1230 506 156
Approach Delay, s/veh 12.6 14.7 20.7 17.1
Approach LOS B B C B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 28.8 38.2 28.8 38.2
Change Period (Y+Rc), s 6.0 5.6 6.0 5.6
Max Green Setting (Gmax), s 32.6 37.4 32.6 37.4
Max Q Clear Time (g_c+I1), s 19.8 21.1 10.5 20.0
Green Ext Time (p_c), s 2.8 11.5 3.4 12.1
Intersection Summary
HCM 2010 Ctrl Delay 15.2
HCM 2010 LOS B
HCM 2010 Signalized Intersection Summary
23: 11th Avenue & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 11
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 28 720 36 34 915 15 17 0 20 48 2 55
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 0.97 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1845 1845 1900 1845 1845 1900 1900 1845 1900 1845 1845 1900
Adj Flow Rate, veh/h 31 800 40 38 1017 17 19 0 22 53 2 61
Adj No. of Lanes 1 2 0 1 2 0 0 1 0 1 1 0
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3
Cap, veh/h 407 1697 85 470 1764 29 224 7 58 407 5 155
Arrive On Green 0.50 0.50 0.50 0.50 0.50 0.50 0.10 0.00 0.10 0.10 0.10 0.10
Sat Flow, veh/h 538 3392 170 645 3526 59 422 70 570 1371 50 1525
Grp Volume(v), veh/h 31 413 427 38 505 529 41 0 0 53 0 63
Grp Sat Flow(s),veh/h/ln 538 1752 1809 645 1752 1832 1062 0 0 1371 0 1575
Q Serve(g_s), s 1.3 4.5 4.5 1.2 5.9 5.9 0.5 0.0 0.0 0.0 0.0 1.1
Cycle Q Clear(g_c), s 7.2 4.5 4.5 5.7 5.9 5.9 1.6 0.0 0.0 0.8 0.0 1.1
Prop In Lane 1.00 0.09 1.00 0.03 0.46 0.54 1.00 0.97
Lane Grp Cap(c), veh/h 407 877 905 470 877 917 289 0 0 407 0 160
V/C Ratio(X) 0.08 0.47 0.47 0.08 0.58 0.58 0.14 0.00 0.00 0.13 0.00 0.39
Avail Cap(c_a), veh/h 434 963 994 502 963 1007 935 0 0 1021 0 866
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 7.6 4.8 4.8 6.6 5.1 5.1 12.5 0.0 0.0 12.1 0.0 12.2
Incr Delay (d2), s/veh 0.1 0.4 0.4 0.1 0.7 0.7 0.2 0.0 0.0 0.1 0.0 1.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 2.2 2.2 0.2 3.0 3.1 0.3 0.0 0.0 0.4 0.0 0.5
LnGrp Delay(d),s/veh 7.7 5.2 5.1 6.7 5.8 5.8 12.8 0.0 0.0 12.3 0.0 13.8
LnGrp LOS A A A A A A B B B
Approach Vol, veh/h 871 1072 41 116
Approach Delay, s/veh 5.2 5.8 12.8 13.1
Approach LOS A A B B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 9.0 20.2 9.0 20.2
Change Period (Y+Rc), s 6.0 5.6 6.0 5.6
Max Green Setting (Gmax), s 16.0 16.0 16.0 16.0
Max Q Clear Time (g_c+I1), s 3.6 9.2 3.1 7.9
Green Ext Time (p_c), s 0.5 5.4 0.6 6.2
Intersection Summary
HCM 2010 Ctrl Delay 6.1
HCM 2010 LOS A
HCM 2010 Signalized Intersection Summary
38: Cottonwood Road & Oak Street 11/2/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 12
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (veh/h) 15 78 15 89 91 84 72 122 39 57 38 13
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1881 1900 1900 1881 1900 1881 1881 1900 1881 1881 1900
Adj Flow Rate, veh/h 17 87 17 99 101 93 80 136 43 63 42 14
Adj No. of Lanes 0 2 0 0 2 0 1 2 0 1 2 0
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 1 1 1 1 1 1 1 1 1 1 1 1
Cap, veh/h 252 687 130 428 315 297 616 635 194 549 628 200
Arrive On Green 0.26 0.26 0.26 0.26 0.26 0.26 0.24 0.24 0.24 0.24 0.24 0.24
Sat Flow, veh/h 212 2667 504 697 1225 1154 1355 2699 824 1212 2671 848
Grp Volume(v), veh/h 66 0 55 171 0 122 80 88 91 63 27 29
Grp Sat Flow(s),veh/h/ln 1760 0 1623 1568 0 1508 1355 1787 1736 1212 1787 1732
Q Serve(g_s), s 0.0 0.0 0.6 0.7 0.0 1.5 1.1 0.9 1.0 1.0 0.3 0.3
Cycle Q Clear(g_c), s 0.6 0.0 0.6 1.9 0.0 1.5 1.4 0.9 1.0 2.0 0.3 0.3
Prop In Lane 0.26 0.31 0.58 0.77 1.00 0.47 1.00 0.49
Lane Grp Cap(c), veh/h 651 0 418 652 0 388 616 420 408 549 420 407
V/C Ratio(X) 0.10 0.00 0.13 0.26 0.00 0.31 0.13 0.21 0.22 0.11 0.07 0.07
Avail Cap(c_a), veh/h 2050 0 1802 1926 0 1675 2253 2579 2504 2013 2579 2498
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 6.5 0.0 6.5 7.0 0.0 6.9 7.3 7.0 7.1 7.9 6.8 6.8
Incr Delay (d2), s/veh 0.1 0.0 0.1 0.2 0.0 0.5 0.1 0.2 0.3 0.1 0.1 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 0.0 0.3 0.9 0.0 0.7 0.4 0.5 0.5 0.3 0.1 0.1
LnGrp Delay(d),s/veh 6.6 0.0 6.7 7.2 0.0 7.3 7.4 7.3 7.3 7.9 6.9 6.9
LnGrp LOS A A A A A A A A A A
Approach Vol, veh/h 121 293 259 119
Approach Delay, s/veh 6.6 7.2 7.3 7.4
Approach LOS A A A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 11.4 11.5 11.4 11.5
Change Period (Y+Rc), s 6.0 5.6 6.0 5.6
Max Green Setting (Gmax), s 33.0 25.4 33.0 25.4
Max Q Clear Time (g_c+I1), s 3.4 2.6 4.0 3.9
Green Ext Time (p_c), s 1.9 2.5 1.9 2.5
Intersection Summary
HCM 2010 Ctrl Delay 7.2
HCM 2010 LOS A
HCM 2010 TWSC
5: 27th Avenue & Oak Street 10/30/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 3
Intersection
Int Delay, s/veh 18
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 46 380 29 85 597 79 15 99 46 25 72 117
Conflicting Peds, #/hr 0 0 3 3 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length - - - 200 - - 300 - - 300 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90
Heavy Vehicles, % 2 2 2 3 3 3 2 2 3 3 2 2
Mvmt Flow 51 422 32 94 663 88 17 110 51 28 80 130
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 751 0 0 454 0 0 1102 1481 230 1264 1453 379
Stage 1 - - - - - - 541 541 - 896 896 -
Stage 2 - - - - - - 561 940 - 368 557 -
Critical Hdwy 4.14 - - 4.16 - - 7.54 6.54 6.96 7.56 6.54 6.94
Critical Hdwy Stg 1 - - - - - - 6.54 5.54 - 6.56 5.54 -
Critical Hdwy Stg 2 - - - - - - 6.54 5.54 - 6.56 5.54 -
Follow-up Hdwy 2.22 - - 2.23 - - 3.52 4.02 3.33 3.53 4.02 3.32
Pot Cap-1 Maneuver 854 - - 1096 - - 166 124 769 125 129 619
Stage 1 - - - - - - 493 519 - 299 357 -
Stage 2 - - - - - - 480 340 - 621 510 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 852 - - 1093 - - 46 ~ 104 767 - 108 617
Mov Cap-2 Maneuver - - - - - - 46 ~ 104 - - 108 -
Stage 1 - - - - - - 454 477 - 275 326 -
Stage 2 - - - - - - 261 311 - 409 469 -
Approach EB WB NB SB
HCM Control Delay, s 1.2 1 170.3
HCM LOS F -
Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2
Capacity (veh/h) 46 143 852 - - 1093 - - - 221
HCM Lane V/C Ratio 0.362 1.127 0.06 - - 0.086 - - - 0.95
HCM Control Delay (s) 122.4 175.2 9.5 0.3 - 8.6 - - - 94.3
HCM Lane LOS F F A A - A - - - F
HCM 95th %tile Q(veh) 1.3 9 0.2 - - 0.3 - - - 8.2
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
HCM 2010 TWSC
11: Davis Lane & Oak Street 10/30/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 5
Intersection
Int Delay, s/veh 42.9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 303 349 0 0 524 176 0 0 3 98 0 331
Conflicting Peds, #/hr 3 0 0 0 0 0 0 0 0 0 0 4
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 500 - - - - - 200 - - 200 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90
Heavy Vehicles, % 1 1 1 2 2 2 1 1 2 2 1 1
Mvmt Flow 337 388 0 0 582 196 0 0 3 109 0 368
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 782 0 0 388 0 0 1356 1843 194 1551 1745 396
Stage 1 - - - - - - 1061 1061 - 684 684 -
Stage 2 - - - - - - 295 782 - 867 1061 -
Critical Hdwy 4.12 - - 4.14 - - 7.52 6.52 6.94 7.54 6.52 6.92
Critical Hdwy Stg 1 - - - - - - 6.52 5.52 - 6.54 5.52 -
Critical Hdwy Stg 2 - - - - - - 6.52 5.52 - 6.54 5.52 -
Follow-up Hdwy 2.21 - - 2.22 - - 3.51 4.01 3.32 3.52 4.01 3.31
Pot Cap-1 Maneuver 838 - - 1167 - - 109 75 815 ~ 77 86 606
Stage 1 - - - - - - 241 301 - 405 449 -
Stage 2 - - - - - - 692 405 - 314 301 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 836 - - 1167 - - 29 45 815 ~ 52 51 602
Mov Cap-2 Maneuver - - - - - - 29 45 - ~ 52 51 -
Stage 1 - - - - - - 144 180 - 241 448 -
Stage 2 - - - - - - 269 404 - 187 180 -
Approach EB WB NB SB
HCM Control Delay, s 5.7 0 9.4 169.6
HCM LOS A F
Minor Lane/Major Mvmt NBLn1NBLn2NBLn3 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2 SBLn3
Capacity (veh/h) - - 815 836 - - 1167 - - 52 - 602
HCM Lane V/C Ratio - - 0.004 0.403 - - - - - 2.094 - 0.611
HCM Control Delay (s) 0 0 9.4 12.2 - - 0 - -$ 675.1 0 19.9
HCM Lane LOS A A A B - - A - - F A C
HCM 95th %tile Q(veh) - - 0 2 - - 0 - - 10.9 - 4.1
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
HCM 2010 TWSC
13: Ferguson Avenue & Oak Street 10/30/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 6
Intersection
Int Delay, s/veh 2.9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 5 194 5 429 285 44 1 79 323 42 64 20
Conflicting Peds, #/hr 0 0 0 0 0 0 1 0 0 0 0 1
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - 200 - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 80 80 80 80 80 80 80 80 80 80 80 80
Heavy Vehicles, % 1 1 1 1 1 1 1 1 1 1 1 1
Mvmt Flow 6 242 6 536 356 55 1 99 404 52 80 25
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 412 0 0 250 0 0 1551 1744 125 1641 1719 207
Stage 1 - - - - - - 259 259 - 1457 1457 -
Stage 2 - - - - - - 1292 1485 - 184 262 -
Critical Hdwy 4.12 - - 4.12 - - 7.52 6.52 6.92 7.52 6.52 6.92
Critical Hdwy Stg 1 - - - - - - 6.52 5.52 - 6.52 5.52 -
Critical Hdwy Stg 2 - - - - - - 6.52 5.52 - 6.52 5.52 -
Follow-up Hdwy 2.21 - - 2.21 - - 3.51 4.01 3.31 3.51 4.01 3.31
Pot Cap-1 Maneuver 1151 - - 1320 - - 78 ~ 86 905 67 90 802
Stage 1 - - - - - - 726 695 - 137 194 -
Stage 2 - - - - - - 174 188 - 803 693 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1151 - - 1320 - - - ~ 40 904 - ~ 42 801
Mov Cap-2 Maneuver - - - - - - - ~ 40 - - ~ 42 -
Stage 1 - - - - - - 721 690 - 136 91 -
Stage 2 - - - - - - 10 ~ 88 - 378 688 -
Approach EB WB NB SB
HCM Control Delay, s 0.2 5.6
HCM LOS - -
Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) - 904 1151 - - 1320 - - -
HCM Lane V/C Ratio - 0.447 0.005 - - 0.406 - - -
HCM Control Delay (s) - 12.2 8.1 0 - 9.6 0.6 - -
HCM Lane LOS - B A A - A A - -
HCM 95th %tile Q(veh) - 2.3 0 - - 2 - - -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
HCM 2010 TWSC
23: 11th Avenue & Oak Street 10/30/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 9
Intersection
Int Delay, s/veh 6.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 28 726 36 34 912 15 17 0 20 48 2 53
Conflicting Peds, #/hr 5 0 0 0 0 5 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 500 - - 500 - - - - - - - 100
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90
Heavy Vehicles, % 3 3 3 3 3 3 3 3 3 3 3 3
Mvmt Flow 31 807 40 38 1013 17 19 0 22 53 2 59
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1030 0 0 847 0 0 1472 1995 428 1563 2006 520
Stage 1 - - - - - - 889 889 - 1097 1097 -
Stage 2 - - - - - - 583 1106 - 466 909 -
Critical Hdwy 4.16 - - 4.16 - - 7.56 6.56 6.96 7.56 6.56 6.96
Critical Hdwy Stg 1 - - - - - - 6.56 5.56 - 6.56 5.56 -
Critical Hdwy Stg 2 - - - - - - 6.56 5.56 - 6.56 5.56 -
Follow-up Hdwy 2.23 - - 2.23 - - 3.53 4.03 3.33 3.53 4.03 3.33
Pot Cap-1 Maneuver 664 - - 780 - - 88 59 572 75 58 498
Stage 1 - - - - - - 302 357 - 226 285 -
Stage 2 - - - - - - 463 282 - 543 350 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 661 - - 777 - - 69 53 570 67 53 496
Mov Cap-2 Maneuver - - - - - - 69 53 - 67 53 -
Stage 1 - - - - - - 288 340 - 215 271 -
Stage 2 - - - - - - 383 268 - 495 334 -
Approach EB WB NB SB
HCM Control Delay, s 0.4 0.3 44.6 90.3
HCM LOS E F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2
Capacity (veh/h) 131 661 - - 777 - - 66 496
HCM Lane V/C Ratio 0.314 0.047 - - 0.049 - - 0.842 0.119
HCM Control Delay (s) 44.6 10.7 - - 9.9 - - 172 13.2
HCM Lane LOS E B - - A - - F B
HCM 95th %tile Q(veh) 1.2 0.1 - - 0.2 - - 4 0.4
HCM 2010 TWSC
26: Flanders Mill Road & Oak Street 10/30/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 10
Intersection
Int Delay, s/veh 4.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 10 176 4 34 253 16 5 51 18 13 55 9
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90
Heavy Vehicles, % 1 1 1 1 1 1 1 1 1 1 1 1
Mvmt Flow 11 196 4 38 281 18 6 57 20 14 61 10
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 299 0 0 200 0 0 467 594 100 514 588 149
Stage 1 - - - - - - 220 220 - 366 366 -
Stage 2 - - - - - - 247 374 - 148 222 -
Critical Hdwy 4.12 - - 4.12 - - 7.52 6.52 6.92 7.52 6.52 6.92
Critical Hdwy Stg 1 - - - - - - 6.52 5.52 - 6.52 5.52 -
Critical Hdwy Stg 2 - - - - - - 6.52 5.52 - 6.52 5.52 -
Follow-up Hdwy 2.21 - - 2.21 - - 3.51 4.01 3.31 3.51 4.01 3.31
Pot Cap-1 Maneuver 1266 - - 1377 - - 481 419 939 446 422 874
Stage 1 - - - - - - 765 722 - 628 624 -
Stage 2 - - - - - - 738 619 - 842 721 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1266 - - 1377 - - 407 401 939 377 404 874
Mov Cap-2 Maneuver - - - - - - 407 401 - 377 404 -
Stage 1 - - - - - - 757 715 - 622 603 -
Stage 2 - - - - - - 634 599 - 751 714 -
Approach EB WB NB SB
HCM Control Delay, s 0.4 0.9 14.4 15.6
HCM LOS B C
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 466 1266 - - 1377 - - 426
HCM Lane V/C Ratio 0.176 0.009 - - 0.027 - - 0.201
HCM Control Delay (s) 14.4 7.9 0 - 7.7 0.1 - 15.6
HCM Lane LOS B A A - A A - C
HCM 95th %tile Q(veh) 0.6 0 - - 0.1 - - 0.7
HCM 2010 TWSC
38: Cottonwood Road & Oak Street 10/30/2015
Future (2035) Existing Intersection 5 lane PM Peak Hour 6/17/2015 Baseline Synchro 8 Report
Page 11
Intersection
Int Delay, s/veh 8.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Vol, veh/h 15 85 15 89 91 85 72 122 39 63 38 13
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 200 - - 200 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90
Heavy Vehicles, % 1 1 1 1 1 1 1 1 1 1 1 1
Mvmt Flow 17 94 17 99 101 94 80 136 43 70 42 14
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 196 0 0 111 0 0 405 529 56 494 490 98
Stage 1 - - - - - - 136 136 - 346 346 -
Stage 2 - - - - - - 269 393 - 148 144 -
Critical Hdwy 4.12 - - 4.12 - - 7.52 6.52 6.92 7.52 6.52 6.92
Critical Hdwy Stg 1 - - - - - - 6.52 5.52 - 6.52 5.52 -
Critical Hdwy Stg 2 - - - - - - 6.52 5.52 - 6.52 5.52 -
Follow-up Hdwy 2.21 - - 2.21 - - 3.51 4.01 3.31 3.51 4.01 3.31
Pot Cap-1 Maneuver 1382 - - 1484 - - 533 456 1002 461 480 942
Stage 1 - - - - - - 856 785 - 646 636 -
Stage 2 - - - - - - 716 607 - 842 779 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1382 - - 1484 - - 454 416 1002 309 438 942
Mov Cap-2 Maneuver - - - - - - 454 416 - 309 438 -
Stage 1 - - - - - - 845 775 - 638 588 -
Stage 2 - - - - - - 605 561 - 656 769 -
Approach EB WB NB SB
HCM Control Delay, s 1 2.6 14.3 16.7
HCM LOS B C
Minor Lane/Major Mvmt NBLn1NBLn2NBLn3 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2 SBLn3
Capacity (veh/h) 454 416 539 1382 - - 1484 - - 309 438 560
HCM Lane V/C Ratio 0.176 0.163 0.206 0.012 - - 0.067 - - 0.227 0.048 0.063
HCM Control Delay (s) 14.6 15.3 13.4 7.6 0 - 7.6 0.1 - 20 13.6 11.9
HCM Lane LOS B C B A A - A A - C B B
HCM 95th %tile Q(veh) 0.6 0.6 0.8 0 - - 0.2 - - 0.9 0.2 0.2
APPENDIX D: SIGNAL WARRANT ANALYSIS
Sanderson Stewart
10/23/2015
15022
Oak Street Corridor
City of Bozeman/MDT
35 mph
Oak Street (3 lanes)
11th Avenue (1 lanes)
Analysis Year/Case: Existing Weekday (2015)
Category A:Peak Period: PM
Total stopped time delay for minor approach > 4 veh-hrs?No (.37)
High minor approach volume > 100 for peak hour?No (46)
Total entering volume > 800 for peak hour?Yes (1486)
Category A warrant satisfied?No
Category B:
Meets warrant criteria on graph for minimum of one hour (100% thresholds)?No
Warrant 3 Satisfied?No
PM Peak Hour
954
4:45-5:45 PM
7:45-8:45 AM
1486
Agency/Company:
High Minor Total Stopped Time Delay (hrs)
High Minor Approach Volume (vehs)
Total Entering Volume (vehs)
Total Volume of Major Approaches (vehs) 1436
Project Description:
0.37
General Information
46
High Minor Approach Volume (vehs)
Total Entering Volume (vehs)
34
988
Total Volume of Major Approaches (vehs)
Minor Street (Approach Lanes):
AM Peak Hour
0.16
Warrant 3: Peak Hour
Jurisdiction:
Major Street Speed Limit:
Major Street (Approach Lanes):
Date:
High Minor Total Stopped Time Delay (hrs)
Project Number:
X
Sanderson Stewart
10/23/2015
15022
Oak Street Corridor
City of Bozeman/MDT
35 mph
Oak Street (3 lanes)
11th Avenue (1 lanes)
Analysis Year/Case: Future Weekday (2035)
Category A:Peak Period: PM
Total stopped time delay for minor approach > 4 veh-hrs?No (2.38)
High minor approach volume > 100 for peak hour?Yes (105)
Total entering volume > 800 for peak hour?Yes (1748)
Category A warrant satisfied?No
Category B:
Meets warrant criteria on graph for minimum of one hour (100% thresholds)?No
Warrant 3 Satisfied?No
Total Volume of Major Approaches (vehs) 1748
High Minor Approach Volume (vehs) 105
Total Entering Volume (vehs) 1890
Total Entering Volume (vehs) 1351
PM Peak Hour 4:45-5:45 PM
High Minor Total Stopped Time Delay (hrs) 2.38
7:45-8:45 AM
High Minor Total Stopped Time Delay (hrs) 0.63
Total Volume of Major Approaches (vehs) 1224
High Minor Approach Volume (vehs) 73
Jurisdiction:
Major Street Speed Limit:
Major Street (Approach Lanes):
Minor Street (Approach Lanes):
AM Peak Hour
Warrant 3: Peak Hour
General Information
Agency/Company:
Date:
Project Number:
Project Description:
X
Sanderson Stewart
10/23/2015
15022
Oak Street Corridor
City of Bozeman/MDT
35 mph
Oak Street (2 lanes)
27th Avenue (2 lanes)
Analysis Year/Case: Existing Weekday (2015)
Hour
Begin NB SB EB WB
0:00 6 3 9 21 30 6
1:00 1 2 2 11 13 2
2:00 1 1 2 4 6 1
3:00 4 0 3 1 4 4
4:00 5 2 14 10 24 5
5:00 11 10 57 21 78 11
6:00 30 24 108 41 149 30
7:00 86 65 334 155 489 86
8:00 105 103 392 250 642 105
9:00 64 79 229 185 414 79
10:00 39 65 222 215 437 65
11:00 60 74 246 288 534 74
12:00 70 101 263 349 612 101
13:00 61 83 276 327 603 83
14:00 47 76 232 295 527 76
15:00 71 112 276 369 645 112
16:00 74 89 275 435 710 89
17:00 82 117 260 590 850 117
18:00 65 96 239 376 615 96
19:00 48 65 161 251 412 65
20:00 27 51 112 199 311 51
21:00 28 47 59 132 191 47
22:00 11 18 21 76 97 18
23:00 5 6 18 60 78 6
TOTAL 1001 1289 3810 4661 8471 1329
Condition A - Minimum Vehicular Volume (100% Columns):
Major Street Total > 500 and Higher Minor Street Total > 200 for 8 hours?No (0 hrs)
Condition B - Interruption of Continuous Traffic (100% Columns):
Major Street Total >750 and Higher Minor Street Total > 100 for 8 hours?No (1 hr)
Combination of Conditions A & B (80% Columns):
Major Street Total > 400 and Higher Minor Street Total > 160 for 8 hours?No (0 hrs)
Major Street Total > 600 and Higher Minor Street Total > 80 for 8 hours?No (6 hrs)
Warrant 1 Satisfied?No
Jurisdiction:
Major Street Speed Limit:
Major Street (Approach Lanes):
Minor Street (Approach Lanes):
Date:
Agency/Company:
Project Number:
Warrant 1: Eight-Hour Vehicular Volume
Project Description:
Avg. Entering Volume
Major Street
Total (Both
Approaches)
General Information
Higher Volume
Minor
Approach
Sanderson Stewart
10/23/2015
15022
Oak Street Corridor
City of Bozeman/MDT
35 mph
Oak Street (2 lanes)
27th Avenue (2 lanes)
Analysis Year/Case: Existing Weekday (2015)
Hour
Begin NB SB EB WB
0:00 6 3 9 21 30 6
1:00 1 2 2 11 13 2
2:00 1 1 2 4 6 1
3:00 4 0 3 1 4 4
4:00 5 2 14 10 24 5
5:00 11 10 57 21 78 11
6:00 30 24 108 41 149 30
7:00 86 65 334 155 489 86
8:00 105 103 392 250 642 105
9:00 64 79 229 185 414 79
10:00 39 65 222 215 437 65
11:00 60 74 246 288 534 74
12:00 70 101 263 349 612 101
13:00 61 83 276 327 603 83
14:00 47 76 232 295 527 76
15:00 71 112 276 369 645 112
16:00 74 89 275 435 710 89
17:00 82 117 260 590 850 117
18:00 65 96 239 376 615 96
19:00 48 65 161 251 412 65
20:00 27 51 112 199 311 51
21:00 28 47 59 132 191 47
22:00 11 18 21 76 97 18
23:00 5 6 18 60 78 6
TOTAL 1001 1289 3810 4661 8471 1329
Meets warrant criteria on graph for minimum of 4 hours (100% thresholds)?No (0 hrs)
Warrant 2 Satisfied?No
Project Number:
Project Description:
Avg. Entering Volume
Warrant 2: Four-Hour Vehicular Volume
General Information
Date:
Agency/Company:
Major Street
Total (Both
Approaches)
Higher Volume
Minor
Approach
Jurisdiction:
Major Street Speed Limit:
Major Street (Approach Lanes):
Minor Street (Approach Lanes):
Sanderson Stewart
10/23/2015
15022
Oak Street Corridor
City of Bozeman/MDT
35 mph
Oak Street (2 lanes)
27th Avenue (2 lanes)
Analysis Year/Case: Existing Weekday (2015)
Category A:Peak Period: PM
Total stopped time delay for minor approach > 4 veh-hrs?No (0.84)
High minor approach volume > 100 for peak hour?Yes (118)
Total entering volume > 800 for peak hour?Yes (1016)
Category A warrant satisfied?No
Category B:
Meets warrant criteria on graph for minimum of one hour (100% thresholds)?No
Warrant 3 Satisfied?No
0.73
Warrant 3: Peak Hour
Jurisdiction:
Major Street Speed Limit:
Major Street (Approach Lanes):
Date:
High Minor Total Stopped Time Delay (hrs)
Project Number:
Project Description:
Minor Street (Approach Lanes):
General Information
118
High Minor Approach Volume (vehs)
Total Entering Volume (vehs)
123
911
Total Volume of Major Approaches (vehs) 690
AM Peak Hour 7:45-8:45 AM
1016
Agency/Company:
High Minor Total Stopped Time Delay (hrs)
High Minor Approach Volume (vehs)
Total Entering Volume (vehs)
Total Volume of Major Approaches (vehs) 823
PM Peak Hour
0.84
4:45-5:45 PM
X
Sanderson Stewart
10/23/2015
15022
Oak Street Corridor
City of Bozeman/MDT
35 mph
Oak Street (2 lanes)
27th Avenue (2 lanes)
Analysis Year/Case: Future Weekday (2035)
Category A:Peak Period: PM
Total stopped time delay for minor approach > 4 veh-hrs?Yes
High minor approach volume > 100 for peak hour?Yes (224)
Total entering volume > 800 for peak hour?Yes (1601)
Category A warrant satisfied?Yes
Category B:
Meets warrant criteria on graph for minimum of one hour (100% thresholds)?Yes
Warrant 3 Satisfied?Yes
Warrant 3: Peak Hour
General Information
Agency/Company:
Date:
Project Number:
Project Description:
Jurisdiction:
Major Street Speed Limit:
Major Street (Approach Lanes):
Minor Street (Approach Lanes):
AM Peak Hour 7:45-8:45 AM
High Minor Total Stopped Time Delay (hrs) 8.38
Total Volume of Major Approaches (vehs) 1043
High Minor Approach Volume (vehs) 187
Total Entering Volume (vehs) 1398
PM Peak Hour 4:45-5:45 PM
High Minor Total Stopped Time Delay (hrs) --
Total Volume of Major Approaches (vehs) 1216
High Minor Approach Volume (vehs) 224
Total Entering Volume (vehs) 1601
X
Sanderson Stewart
10/23/2015
15022
Oak Street Corridor
City of Bozeman/MDT
35 mph
Oak Street (3 lanes)
Cottonwood Road(3 lanes)
Analysis Year/Case: Future Weekday (2035)
Category A:Peak Period: PM
Total stopped time delay for minor approach > 4 veh-hrs?No (0.91)
High minor approach volume > 100 for peak hour?Yes (233)
Total entering volume > 800 for peak hour?No (713)
Category A warrant satisfied?No
Category B:
Meets warrant criteria on graph for minimum of one hour (100% thresholds)?No
Warrant 3 Satisfied?No
Total Volume of Major Approaches (vehs) 372
High Minor Approach Volume (vehs) 233
Total Entering Volume (vehs) 713
Total Entering Volume (vehs) 644
PM Peak Hour 4:45-5:45 PM
High Minor Total Stopped Time Delay (hrs) 0.91
7:45-8:45 AM
High Minor Total Stopped Time Delay (hrs) 0.60
Total Volume of Major Approaches (vehs) 329
High Minor Approach Volume (vehs) 161
Jurisdiction:
Major Street Speed Limit:
Major Street (Approach Lanes):
Minor Street (Approach Lanes):
AM Peak Hour
Warrant 3: Peak Hour
General Information
Agency/Company:
Date:
Project Number:
Project Description:
X
Sanderson Stewart
10/23/2015
15022
Oak Street Corridor
City of Bozeman/MDT
35 mph
Oak Street (1 lanes)
Davis Lane (2 lanes)
Analysis Year/Case: Existing Weekday (2015)
Hour
Begin NB SB EB WB
0:00 0 28 14 16 30 28
1:00 0 3 4 5 9 3
2:00 0 5 2 4 6 5
3:00 0 2 1 4 5 2
4:00 0 3 17 12 29 3
5:00 0 27 51 24 75 27
6:00 0 41 105 54 159 41
7:00 0 219 292 174 466 219
8:00 0 288 372 262 634 288
9:00 0 147 227 185 412 147
10:00 0 116 239 199 438 116
11:00 0 171 260 234 494 171
12:00 0 181 285 266 551 181
13:00 0 149 295 270 565 149
14:00 0 153 236 263 499 153
15:00 0 277 291 331 622 277
16:00 0 210 339 347 686 210
17:00 0 232 347 427 774 232
18:00 0 173 299 309 608 173
19:00 0 132 200 206 406 132
20:00 0 132 121 138 259 132
21:00 0 67 83 100 183 67
22:00 0 19 37 61 98 19
23:00 0 30 16 44 60 30
TOTAL 0 2805 4133 3935 8068 2805
Condition A - Minimum Vehicular Volume (100% Columns):
Major Street Total > 500 and Higher Minor Street Total > 200 for 8 hours?No (4 hrs)
Condition B - Interruption of Continuous Traffic (100% Columns):
Major Street Total >750 and Higher Minor Street Total > 100 for 8 hours?No (1 hr)
Combination of Conditions A & B (80% Columns):
Major Street Total > 400 and Higher Minor Street Total > 160 for 8 hours?Yes (8 hrs)
Major Street Total > 600 and Higher Minor Street Total > 80 for 8 hours?No (5 hrs)
Warrant 1 Satisfied?No
Date:
Agency/Company:
Project Number:
Warrant 1: Eight-Hour Vehicular Volume
Project Description:
Avg. Entering Volume
Major Street
Total (Both
Approaches)
General Information
Higher Volume
Minor
Approach
Jurisdiction:
Major Street Speed Limit:
Major Street (Approach Lanes):
Minor Street (Approach Lanes):
Sanderson Stewart
10/23/2015
15022
Oak Street Corridor
City of Bozeman/MDT
35 mph
Oak Street (1 lanes)
Davis Lane (2 lanes)
Analysis Year/Case: Existing Weekday (2015)
Hour
Begin NB SB EB WB
0:00 0 28 14 16 30 28
1:00 0 3 4 5 9 3
2:00 0 5 2 4 6 5
3:00 0 2 1 4 5 2
4:00 0 3 17 12 29 3
5:00 0 27 51 24 75 27
6:00 0 41 105 54 159 41
7:00 0 219 292 174 466 219
8:00 0 288 372 262 634 288
9:00 0 147 227 185 412 147
10:00 0 116 239 199 438 116
11:00 0 171 260 234 494 171
12:00 0 181 285 266 551 181
13:00 0 149 295 270 565 149
14:00 0 153 236 263 499 153
15:00 0 277 291 331 622 277
16:00 0 210 339 347 686 210
17:00 0 232 347 427 774 232
18:00 0 173 299 309 608 173
19:00 0 132 200 206 406 132
20:00 0 132 121 138 259 132
21:00 0 67 83 100 183 67
22:00 0 19 37 61 98 19
23:00 0 30 16 44 60 30
TOTAL 0 2805 4133 3935 8068 2805
Meets warrant criteria on graph for minimum of 4 hours (100% thresholds)?No (2 hrs)
Warrant 2 Satisfied?No
Avg. Entering Volume
Warrant 2: Four-Hour Vehicular Volume
General Information
Date:
Agency/Company:
Major Street
Total (Both
Approaches)
Higher Volume
Minor
Approach
Jurisdiction:
Major Street Speed Limit:
Major Street (Approach Lanes):
Minor Street (Approach Lanes):
Project Number:
Project Description:
Sanderson Stewart
10/23/2015
15022
Oak Street Corridor
City of Bozeman/MDT
35 mph
Oak Street (1 lanes)
Davis Lane (2 lanes)
Analysis Year/Case: Existing Weekday (2015)
Category A:Peak Period: PM
Total stopped time delay for minor approach > 4 veh-hrs?No (1.25 hrs)
High minor approach volume > 100 for peak hour?Yes (252)
Total entering volume > 800 for peak hour?Yes (1016)
Category A warrant satisfied?No
Category B:
Meets warrant criteria on graph for minimum of one hour (100% thresholds)?No
Warrant 3 Satisfied?No
1016
Agency/Company:
High Minor Total Stopped Time Delay (hrs)
High Minor Approach Volume (vehs)
Total Entering Volume (vehs)
Total Volume of Major Approaches (vehs) 764
PM Peak Hour
1.25
4:45-5:45 PM
252
High Minor Approach Volume (vehs)
Total Entering Volume (vehs)
306
994
Warrant 3: Peak Hour
Jurisdiction:
Major Street Speed Limit:
Major Street (Approach Lanes):
Date:
High Minor Total Stopped Time Delay (hrs)
Project Number:
Project Description:
Minor Street (Approach Lanes):
General Information
Total Volume of Major Approaches (vehs) 688
AM Peak Hour 7:45-8:45 AM
2.36
X
Sanderson Stewart
10/23/2015
15022
Oak Street Corridor
City of Bozeman/MDT
35 mph
Oak Street (3 lanes)
Davis Lane (3 lanes)
Analysis Year/Case: Future Weekday (2035)
Category A:Peak Period: PM
Total stopped time delay for minor approach > 4 veh-hrs?--
High minor approach volume > 100 for peak hour?Yes (461)
Total entering volume > 800 for peak hour?Yes (2066)
Category A warrant satisfied?Yes
Category B:
Meets warrant criteria on graph for minimum of one hour (100% thresholds)?Yes
Warrant 3 Satisfied?Yes
Total Volume of Major Approaches (vehs) 1197
High Minor Approach Volume (vehs) 461
Total Entering Volume (vehs) 2066
Total Entering Volume (vehs) 2033
PM Peak Hour 4:45-5:45 PM
High Minor Total Stopped Time Delay (hrs) --
7:45-8:45 AM
High Minor Total Stopped Time Delay (hrs) --
Total Volume of Major Approaches (vehs) 1044
High Minor Approach Volume (vehs) 726
Jurisdiction:
Major Street Speed Limit:
Major Street (Approach Lanes):
Minor Street (Approach Lanes):
AM Peak Hour
Warrant 3: Peak Hour
General Information
Agency/Company:
Date:
Project Number:
Project Description:
X
Sanderson Stewart
10/23/2015
15022
Oak Street Corridor
City of Bozeman/MDT
35 mph
Oak Street (1 lane)
Ferguson Avenue (1 lane)
Analysis Year/Case: Existing Weekday (2015)
Category A:Peak Period: PM
Total stopped time delay for minor approach > 4 veh-hrs?No (0.74 hrs)
High minor approach volume > 100 for peak hour?Yes (284)
Total entering volume > 800 for peak hour?No (620)
Category A warrant satisfied?No
Category B:
Meets warrant criteria on graph for minimum of one hour (100% thresholds)?No
Warrant 3 Satisfied?No
4:45-5:45 PM
7:45-8:45 AM
620
Agency/Company:
High Minor Total Stopped Time Delay (hrs)
High Minor Approach Volume (vehs)
Total Entering Volume (vehs)
Total Volume of Major Approaches (vehs) 336
PM Peak Hour
0.74
General Information
284
High Minor Approach Volume (vehs)
Total Entering Volume (vehs)
274
544
Total Volume of Major Approaches (vehs) 270
AM Peak Hour
0.59
Warrant 3: Peak Hour
Jurisdiction:
Major Street Speed Limit:
Major Street (Approach Lanes):
Date:
High Minor Total Stopped Time Delay (hrs)
Project Number:
Project Description:
Minor Street (Approach Lanes):
X
Sanderson Stewart
10/23/2015
15022
Oak Street Corridor
City of Bozeman/MDT
35 mph
Oak Street (1 lane)
Ferguson Avenue (1 lane)
Analysis Year/Case: Future Weekday (2035)
Category A:Peak Period: PM
Total stopped time delay for minor approach > 4 veh-hrs?Yes
High minor approach volume > 100 for peak hour?Yes (389)
Total entering volume > 800 for peak hour?Yes (1448)
Category A warrant satisfied?Yes
Category B:
Meets warrant criteria on graph for minimum of one hour (100% thresholds)?Yes
Warrant 3 Satisfied?Yes
Total Volume of Major Approaches (vehs) 936
High Minor Approach Volume (vehs) 389
Total Entering Volume (vehs) 1448
Total Entering Volume (vehs) 1205
PM Peak Hour 4:45-5:45 PM
High Minor Total Stopped Time Delay (hrs) --
7:45-8:45 AM
High Minor Total Stopped Time Delay (hrs) 3.59
Total Volume of Major Approaches (vehs) 747
High Minor Approach Volume (vehs) 339
Jurisdiction:
Major Street Speed Limit:
Major Street (Approach Lanes):
Minor Street (Approach Lanes):
AM Peak Hour
Warrant 3: Peak Hour
General Information
Agency/Company:
Date:
Project Number:
Project Description:
X
APPENDIX E: LIGHTING CALCULATIONS
Visual Roadway Lighting Tool - Oak Street 92' - 30' Median 10/29/2015
283 ft Design Information
Project
Number
Name
Company
Project Title
Project Number
Your Name
Your Company
Roadway Information
Number Left Lanes
Left Lane Width
Median Width
Number Right Lanes
Right Lane Width
Calculation Method
Pavement Reflectance
Roadway Classification
Pedestrian Conflict
2
15.5 ft
30 ft
2
15.5 ft
IES RP8-2000
Asphalt - R3
Major
Low
Luminaire Information
Left Side
Label LED Type II
Catalog Number ATB2 60BLEDE85
XXXXX R2
Photometric File 62563.ies
Lamp Lumens Absolute
Light Loss Factor 0.90
Input Power 178 W
Tilt 0°
Arm Length 10 ft
Mounting Height 40 ft
Setback 3 ft
Quantity 4
Right Side
Label LED Type II
Catalog Number ATB2 60BLEDE85
XXXXX R2
Photometric File 62563.ies
Lamp Lumens Absolute
Light Loss Factor 0.90
Input Power 178 W
Tilt 0°
Arm Length 10 ft
Mounting Height 40 ft
Setback 3 ft
Quantity 4
Calculation Results - Right Side
Luminance
Average
Max
Min
Max/Min
Avg/Min
0.9 cd/m²
1.6 cd/m²
0.4 cd/m²
4.0
2.2
Illuminance
Average
Max
Min
Max/Min
Avg/Min
0.9 fc
2.0 fc
0.3 fc
6.7
3.0
Lv Ratio
STV
Spacing
Length
Quantity
0.3
3.4
283 ft
1000 ft
8
Calculations are based on procedures established by the governing standards body or standard industry practice. Visual computes output performance basedon input data as provided by, and which is the sole responsibility of, the user. Acuity Brands Lighting, Inc. cannot be held responsible for the variations in actualsituations which can effect calculated output.
www.VisualLightingSoftware.com 92 ft Street 30' Median Type II LED.RWT
Visual Roadway Lighting Tool - Oak Street 92' - 30' Median 10/29/2015
Luminance vs Spacing
507090110130150170190210230250270290310330Spacing (ft)
0
0.5
1
1.5
2
2.5
3
3.5
4
4.5
5
Luminance (cd/m²)0
0.5
1
1.5
2
2.5
3
3.5
4
4.5
5
Uniformity RatioMin
Avg
Avg/Min
IES Avg
IES Avg/Min
Calculations are based on procedures established by the governing standards body or standard industry practice. Visual computes output performance basedon input data as provided by, and which is the sole responsibility of, the user. Acuity Brands Lighting, Inc. cannot be held responsible for the variations in actualsituations which can effect calculated output.
www.VisualLightingSoftware.com 92 ft Street 30' Median Type II LED.RWT
Visual Roadway Lighting Tool - Oak Street 75' Street No Median 10/29/2015
340 ft Design Information
Project
Number
Name
Company
Project Title
Project Number
Your Name
Your Company
Roadway Information
Number Left Lanes
Left Lane Width
Median Width
Number Right Lanes
Right Lane Width
Calculation Method
Pavement Reflectance
Roadway Classification
Pedestrian Conflict
2
18.7 ft
0 ft
2
18.7 ft
IES RP8-2000
Asphalt - R3
Major
Low
Luminaire Information
Left Side
Label LED Type II
Catalog Number ATB2 60BLEDE85
XXXXX R2
Photometric File 62563.ies
Lamp Lumens Absolute
Light Loss Factor 0.90
Input Power 178 W
Tilt 0°
Arm Length 10 ft
Mounting Height 40 ft
Setback 3 ft
Quantity 3
Right Side
Label LED Type II
Catalog Number ATB2 60BLEDE85
XXXXX R2
Photometric File 62563.ies
Lamp Lumens Absolute
Light Loss Factor 0.90
Input Power 178 W
Tilt 0°
Arm Length 10 ft
Mounting Height 40 ft
Setback 3 ft
Quantity 3
Calculation Results - Left Side
Luminance
Average
Max
Min
Max/Min
Avg/Min
0.8 cd/m²
1.5 cd/m²
0.3 cd/m²
5.0
2.7
Illuminance
Average
Max
Min
Max/Min
Avg/Min
0.9 fc
2.0 fc
0.3 fc
6.7
3.0
Lv Ratio
STV
Spacing
Length
Quantity
0.3
2.9
340 ft
1000 ft
6
Calculations are based on procedures established by the governing standards body or standard industry practice. Visual computes output performance basedon input data as provided by, and which is the sole responsibility of, the user. Acuity Brands Lighting, Inc. cannot be held responsible for the variations in actualsituations which can effect calculated output.
www.VisualLightingSoftware.com 75 ft Street No Median Type II LED.RWT
Visual Roadway Lighting Tool - Oak Street 75' Street No Median 10/29/2015
Luminance vs Spacing
507090110130150170190210230250270290310330Spacing (ft)
0
1
2
3
4
5
6
7
8
9
10
Luminance (cd/m²)0
0.5
1
1.5
2
2.5
3
3.5
4
4.5
5
Uniformity RatioMin
Avg
Avg/Min
IES Avg
IES Avg/Min
Calculations are based on procedures established by the governing standards body or standard industry practice. Visual computes output performance basedon input data as provided by, and which is the sole responsibility of, the user. Acuity Brands Lighting, Inc. cannot be held responsible for the variations in actualsituations which can effect calculated output.
www.VisualLightingSoftware.com 75 ft Street No Median Type II LED.RWT
Visual Roadway Lighting Tool - Oak Street 3 Lane Section 10/29/2015
415 ft Design Information
Project
Number
Name
Company
Project Title
Project Number
Your Name
Your Company
Roadway Information
Number Left Lanes
Left Lane Width
Median Width
Number Right Lanes
Right Lane Width
Calculation Method
Pavement Reflectance
Roadway Classification
Pedestrian Conflict
2
12.75 ft
0 ft
2
12.75 ft
IES RP8-2000
Asphalt - R3
Major
Low
Luminaire Information
Left Side
Label LED Type II
Catalog Number ATB2 60BLEDE85
XXXXX R2
Photometric File 62563.ies
Lamp Lumens Absolute
Light Loss Factor 0.90
Input Power 178 W
Tilt 0°
Arm Length 10 ft
Mounting Height 40 ft
Setback 3 ft
Quantity 3
Right Side
Label LED Type II
Catalog Number ATB2 60BLEDE85
XXXXX R2
Photometric File 62563.ies
Lamp Lumens Absolute
Light Loss Factor 0.90
Input Power 178 W
Tilt 0°
Arm Length 10 ft
Mounting Height 40 ft
Setback 3 ft
Quantity 2
Calculation Results - Left Side
Luminance
Average
Max
Min
Max/Min
Avg/Min
0.8 cd/m²
1.6 cd/m²
0.3 cd/m²
5.3
2.7
Illuminance
Average
Max
Min
Max/Min
Avg/Min
0.9 fc
1.9 fc
0.4 fc
4.8
2.2
Lv Ratio
STV
Spacing
Length
Quantity
0.3
2.1
415 ft
1000 ft
5
Calculations are based on procedures established by the governing standards body or standard industry practice. Visual computes output performance basedon input data as provided by, and which is the sole responsibility of, the user. Acuity Brands Lighting, Inc. cannot be held responsible for the variations in actualsituations which can effect calculated output.
www.VisualLightingSoftware.com 3 Lane 51 ft Street No Median Type II LED.RWT
Visual Roadway Lighting Tool - Oak Street 3 Lane Section 10/29/2015
Luminance vs Spacing
507090110130150170190210230250270290310330Spacing (ft)
0
1
2
3
4
5
6
7
8
9
10
Luminance (cd/m²)0
0.5
1
1.5
2
2.5
3
3.5
4
4.5
5
Uniformity RatioMin
Avg
Avg/Min
IES Avg
IES Avg/Min
Calculations are based on procedures established by the governing standards body or standard industry practice. Visual computes output performance basedon input data as provided by, and which is the sole responsibility of, the user. Acuity Brands Lighting, Inc. cannot be held responsible for the variations in actualsituations which can effect calculated output.
www.VisualLightingSoftware.com 3 Lane 51 ft Street No Median Type II LED.RWT
APPENDIX F: STORMWATER EXHIBITS
NORTH
0 200
SCALE: 1" = 200'
NOTE:
-EXISTING UNDERGROUND INSTALLATIONS & PRIVATE UTILITIES SHOWN ARE INDICATED ACCORDING TO THE BEST INFORMATION AVAILABLE TO THE
ENGINEER. THE ENGINEER DOES NOT GUARANTEE THE ACCURACY OF SUCH INFORMATION. SERVICE LINES (WATER, POWER, GAS, STORM, SEWER,
TELEPHONE & TELEVISION) MAY NOT BE STRAIGHT LINES OR AS INDICATED ON THE PLANS. STATE LAW REQUIRES CONTRACTOR TO CALL ALL UTILITY
COMPANIES BEFORE EXCAVATION FOR EXACT LOCATIONS.
-ALL IMPROVEMENTS SHALL BE PERFORMED IN ACCORDANCE WITH MONTANA PUBLIC WORKS STANDARD SPECIFICATIONS 6TH EDITION, APRIL, 2010,
INCLUDING ALL ADDENDA, AND THE CITY OF BOZEMAN MODIFICATIONS TO MONTANA PUBLIC WORKS STANDARD SPECIFICATIONS SIXTH EDITION,
APPROVED MARCH 31, 2011 AND ANY ADDENDA THERETO.
-UNLESS OTHERWISE SPECIFIED, ALL CONSTRUCTION LAYOUT AND STAKING SHALL BE PERFORMED UNDER THE RESPONSIBLE CHARGE OF A LAND
SURVEYOR LICENSED IN THE STATE OF MONTANA AND BY A PARTY CHIEF OR ENGINEERING TECHNICIAN EXPERIENCED IN CONSTRUCTION LAYOUT AND
STAKING TECHNIQUES AS ARE REQUIRED BY THE SPECIFIC TYPE OF WORK BEING PERFORMED.
C2.0STREET IMPROVEMENTS FROM NORTH ROUSEOAK STREET IMPROVEMENTSOAK STREET IMPROVEMENTSOAK STREET IMPROVEMENTSOAK STREET IMPROVEMENTSBOZEMAN, MONTANASTORMWATER EXHIBIT - NORTH 7TH AVENUE TO NORTH 19TH AVENUEC 2015 ALL RIGHTS RESERVED
DATE:
FILE:
PROJECT NO:
CAD:
QUALITY ASSURANCE:
REVISIONS
DATE DESCRIPTION
10/26/2015
15022_STORM_EXHIBIT.DWG
15022
CMK
87654321
A
B
C
D
E
F
9
G
-
- -
- -
- -
- -
- -
- -
- -
- -
- -
- -AVENUE TO COTTONWOOD ROAD400100200
NORTH
0 200
SCALE: 1" = 200'
NOTE:
-EXISTING UNDERGROUND INSTALLATIONS & PRIVATE UTILITIES SHOWN ARE INDICATED ACCORDING TO THE BEST INFORMATION AVAILABLE TO THE
ENGINEER. THE ENGINEER DOES NOT GUARANTEE THE ACCURACY OF SUCH INFORMATION. SERVICE LINES (WATER, POWER, GAS, STORM, SEWER,
TELEPHONE & TELEVISION) MAY NOT BE STRAIGHT LINES OR AS INDICATED ON THE PLANS. STATE LAW REQUIRES CONTRACTOR TO CALL ALL UTILITY
COMPANIES BEFORE EXCAVATION FOR EXACT LOCATIONS.
-ALL IMPROVEMENTS SHALL BE PERFORMED IN ACCORDANCE WITH MONTANA PUBLIC WORKS STANDARD SPECIFICATIONS 6TH EDITION, APRIL, 2010,
INCLUDING ALL ADDENDA, AND THE CITY OF BOZEMAN MODIFICATIONS TO MONTANA PUBLIC WORKS STANDARD SPECIFICATIONS SIXTH EDITION,
APPROVED MARCH 31, 2011 AND ANY ADDENDA THERETO.
-UNLESS OTHERWISE SPECIFIED, ALL CONSTRUCTION LAYOUT AND STAKING SHALL BE PERFORMED UNDER THE RESPONSIBLE CHARGE OF A LAND
SURVEYOR LICENSED IN THE STATE OF MONTANA AND BY A PARTY CHIEF OR ENGINEERING TECHNICIAN EXPERIENCED IN CONSTRUCTION LAYOUT AND
STAKING TECHNIQUES AS ARE REQUIRED BY THE SPECIFIC TYPE OF WORK BEING PERFORMED.
C3.0STREET IMPROVEMENTS FROM NORTH ROUSEOAK STREET IMPROVEMENTSOAK STREET IMPROVEMENTSOAK STREET IMPROVEMENTSOAK STREET IMPROVEMENTSBOZEMAN, MONTANASTORMWATER EXHIBIT - NORTH 19TH AVENUE TO DAVIS LANEC 2015 ALL RIGHTS RESERVED
DATE:
FILE:
PROJECT NO:
CAD:
QUALITY ASSURANCE:
REVISIONS
DATE DESCRIPTION
10/26/2015
15022_STORM_EXHIBIT.DWG
15022
CMK
87654321
A
B
C
D
E
F
9
G
-
- -
- -
- -
- -
- -
- -
- -
- -
- -
- -AVENUE TO COTTONWOOD ROAD400100200
NORTH
0 200
SCALE: 1" = 200'
NOTE:
-EXISTING UNDERGROUND INSTALLATIONS & PRIVATE UTILITIES SHOWN ARE INDICATED ACCORDING TO THE BEST INFORMATION AVAILABLE TO THE
ENGINEER. THE ENGINEER DOES NOT GUARANTEE THE ACCURACY OF SUCH INFORMATION. SERVICE LINES (WATER, POWER, GAS, STORM, SEWER,
TELEPHONE & TELEVISION) MAY NOT BE STRAIGHT LINES OR AS INDICATED ON THE PLANS. STATE LAW REQUIRES CONTRACTOR TO CALL ALL UTILITY
COMPANIES BEFORE EXCAVATION FOR EXACT LOCATIONS.
-ALL IMPROVEMENTS SHALL BE PERFORMED IN ACCORDANCE WITH MONTANA PUBLIC WORKS STANDARD SPECIFICATIONS 6TH EDITION, APRIL, 2010,
INCLUDING ALL ADDENDA, AND THE CITY OF BOZEMAN MODIFICATIONS TO MONTANA PUBLIC WORKS STANDARD SPECIFICATIONS SIXTH EDITION,
APPROVED MARCH 31, 2011 AND ANY ADDENDA THERETO.
-UNLESS OTHERWISE SPECIFIED, ALL CONSTRUCTION LAYOUT AND STAKING SHALL BE PERFORMED UNDER THE RESPONSIBLE CHARGE OF A LAND
SURVEYOR LICENSED IN THE STATE OF MONTANA AND BY A PARTY CHIEF OR ENGINEERING TECHNICIAN EXPERIENCED IN CONSTRUCTION LAYOUT AND
STAKING TECHNIQUES AS ARE REQUIRED BY THE SPECIFIC TYPE OF WORK BEING PERFORMED.
C4.0STREET IMPROVEMENTS FROM NORTH ROUSEOAK STREET IMPROVEMENTSOAK STREET IMPROVEMENTSOAK STREET IMPROVEMENTSOAK STREET IMPROVEMENTSBOZEMAN, MONTANASTORMWATER EXHIBIT - DAVIS LANE TO COTTONWOOD ROADC 2015 ALL RIGHTS RESERVED
DATE:
FILE:
PROJECT NO:
CAD:
QUALITY ASSURANCE:
REVISIONS
DATE DESCRIPTION
10/26/2015
15022_STORM_EXHIBIT.DWG
15022
CMK
87654321
A
B
C
D
E
F
9
G
-
- -
- -
- -
- -
- -
- -
- -
- -
- -
- -AVENUE TO COTTONWOOD ROAD400100200
APPENDIX G: WETLAND DELINEATION REPORT
i
WETLAND DELINATION REPORT
FOR
OAK STREET IMPROVEMENTS
BOZEMAN, MONTANA
PREPARED FOR
CITY OF BOZEMAN
PO BOX 1230
BOZEMAN, MT 59771
September 2015
15022
ii
TABLE OF CONTENTS
List of Figures iii
1.0 Introduction 1
2.0 Site Description 1
3.0 Methods 1
4.0 Results and Discussion 2
5.0 Waters of the US 4
6.0 References Cited 5
Figures
Appendix A: Photographs
Appendix B: Delineation Data Sheets
Appendix C: Additional Methodology Information
iii
List of Figures
Figure 1. Aerial photo showing approximate project location
Figure 2. Locations of drainageway crossings on Oak Street that are part of the Oak Street
Improvements project
Figure 3. Wetland Delineation Maps
3-1. Stormwater drainage east of North 7th Avenue
3-2. Mandeville Creek
3-3. Stormwater drainage and Farmers Canal
3-4. East Fork of East Catron Creek
3-5. Unnamed tributary of East Catron Creek
3-6. Abandoned historic channel of Cattail Creek
3-7. Upper Cattail Creek
3-8. Section Line Ditch
3-9. Unnamed tributary of Baxter Creek
3-10. Maynard-Border Ditch Overflow
Figure 4. Montana Natural Resources Heritage Program and US Fish and Wildlife Service wetland
and riparian mapping
Figure 5. Natural Resource Conservation Service Soil Map
P:15022_Oak_Street_Wetland_Report_101215_SC 1 (10/12/15) CT/jil
1.0 INTRODUCTION
A wetland delineation and waters of the U.S. evaluation was conducted by Sanderson Stewart for the
proposed improvements to Oak Street, Bozeman, MT (Figure 1). The assessment was performed as part
of the initial site evaluation at the request of the City of Bozeman. Site visits performed in September of
2015 identified ten drainageways that cross the Oak Street corridor within the scope of work of this
project. (Note: the area of the proposed Oak Street alignment between Ferguson Avenue and Flanders
Mill Roads was not within the scope of work). At each crossing, wetlands were delineated and an
evaluation of likely connection to waters of the US was conducted. Sanderson Stewart personnel
performing the work were Carol Lee-Roark, PhD and Chris Thelen, PE.
2.0 SITE DESCRIPTION
This project includes proposed improvements to Oak Street from North Rouse to Ferguson Avenue,
and Flanders Mill Road to Cottonwood Road (Figure 1), in Bozeman MT. Improvements that will be
considered include additional lanes, turning lanes, curb and gutter, storm drainage, lighting, signage,
striping, and utilities. The sections of Oak Street included in the evaluation are within Sections 1, 2, and
3 of Township 2 South, Range 5 East, PMM, in Gallatin County.
3.0 METHODS
The field investigation and delineation of wetland areas followed the methods of the U.S. Army Corps
of Engineers (COE) as authorized by 1977 Executive Order and Section 404 of the Clean Water Act,
and explained in the 1987 COE Wetlands Manual (COE, 1987; WTI, 1999). The recently published
Regional Supplements to the Corps of Engineers Wetland Delineation Manual: Western Mountains,
Valleys, and Coast Region (Version 2.0) were also followed (COE, 2010a).
A Level 3 Routine Determination method was used to delineate wetlands (COE, 1987). The area
assessed extended a minimum of 75 feet on both sides of the center of Oak Street so that any area of
wetlands that may be impacted as a result of considered street improvements would be included. On-site
evaluations used aerial photos, calibrated and quantified survey data from Sanderson Stewart, LIDAR
topographic data from the City of Bozeman, field investigations, and field measurements. In addition, a
review of published records, survey maps, and interviews with appropriate experts or persons with
specific knowledge of the site were used to finalize the delineation. Representative site photos of the
wetlands and drainageways are included in Appendix A. Field delineation forms are included in
Appendix B. Additional methodology information describing the delineation process and indicators,
jurisdictional determination, and specific references used, are included in Appendix C.
4.0 RESULTS AND DISCUSSION
The scope of the wetland evaluation included assessment of ten drainageways that cross Oak Street
within the proposed project area (Figures 1 and 2). The drainageways include stormwater drainage
ditches, irrigation ditches, and streams, or a combination of those features. Regional drainage in the
vicinity of Oak Street is to the north to the East Gallatin River, with local small-scale variations. Oak
Street trends perpendicular to regional slope, so that flows within each drainageway are approximately
P:15022_Oak_Street_Wetland_Report_101215_SC 2 (10/12/15) CT/jil
right angles to the street.
There is a strong influence of land use on the vegetation, and therefore, Cowardin wetland classification.
Several of the wetlands associated with a single source of hydrology have distinctly different vegetation
across different property boundaries and on opposite sides of the street.
The following Table identifies the drainageway, wetland, Cowardin classification of any wetland, area of
wetland delineated, and anticipated jurisdictional status.
Drainageway Wetland
Wetland
Classification
(Cowardin)
Area
(acres)
Anticipated
Jurisdictional
Status
1 Ephemeral stormwater ditch Not likely WOUS
2 Mandeville Creek 2 N: emergent
S: scrub-shrub 0.027 Likely
3 Ephemeral stormwater ditch;
Farmers Canal 3 Scrub-shrub 0.019 Not likely
4 East Fork of East Catron Creek 4 Emergent 0.028 Likely
5 Un-named tributary to East
Catron Creek 5 N: emergent
S: scrub-shrub 0.017 Likely
Stormwater detention pond 5a Emergent 0.023 Not likely
6 Abandoned channel Cattail Creek 6 Emergent 0.018 Not likely
7 Cattail Creek 7 Scrub-shrub 0.002 Likely
Stormwater detention pond 7a Scrub-shrub 0.008 Not likely
8 Section Line Ditch 8 Scrub-shrub 0.011 Likely
9 Tributary of Baxter Creek 9 Emergent 0.046 Likely
Stormwater detention pond 9a Emergent 0.057 Likely
Stormwater detention pond 9b Emergent 0.107 Not likely
10 Maynard Border Ditch Overflow 10 Emergent 0.016 Likely
Notes to table:
Drainageway names are primarily based upon City of Bozeman waterways GIS layer labels.
N: North side of Oak Street
S: South side of Oak Street
WOUS: Waters of the US
A summary discussion of the characteristics of each of the drainageways and associated wetlands are
presented below. Representative site photos of drainageways and wetlands are included in Appendix A.
Specific descriptions and details of the vegetation, hydrology, and soils of the sites are presented in the
field delineation data sheets (Appendix B). The Montana Natural Heritage and US Fish and Wildlife
Service mapping of riparian and wetland areas is shown in Figure 5 and the Natural Resources
Conservation Service soil map (NRCS, 2015) for the project area is shown in Figure 6.
#1 – Un-named Stormwater Ditch
Drainageway #1 is located approximately 0.15 miles east of N 7th Ave. (Figure 3-1). The drainageway is
part of the Bozeman stormwater system that consists of an open ditch on the south side of Oak Street,
which then connects to underground piping that directs flows north under and beyond Oak Street.
Culverted flows do not daylight in the near vicinity of Oak Street on the north side of the street. The
City stormwater system ties into the East Gallatin River. A fringe of facultative (FAC) and facultative-
P:15022_Oak_Street_Wetland_Report_101215_SC 3 (10/12/15) CT/jil
wetland (FACW) vegetation is present within and along the edges of the ditch, indicating that flows are
frequent enough to sustain some hydrophytic vegetation. However, flows within the ditch are ephemeral
and only occur during stormwater runoff events, which does not meet the hydrologic requirement for
continuity of saturated soils. The ditch was historically used for irrigation, but has not been employed
for irrigation for many years (pers. comm.). Groundwater within the area is within the range of 20 feet
below ground surface (MBMG, 2015). The US COE hydrology requirement for a wetland is not met at
this drainageway.
#2 – Mandeville Creek
Drainageway #2 is Mandeville Creek, which crosses Oak Street approximately 0.17 miles west of North
7th Avenue (Figure 3-2). Mandeville Creek is a perennial stream. The stream has been re-aligned and
impacted during construction of Oak Street and development of properties bordering the stream. The
stream channel on the north side has been landscaped close to the edge of water with Kentucky
bluegrass (FAC), but a diverse community of facultative-wetland (FAC-W) and obligate wetland
vegetation persists in the stream fringes and channel. On the south side of Oak Street, the stream edges
are characterized by vegetation that has been less altered and impacted, but the system has still been
heavily impacted from fill materials related to street construction and adjacent land management
practices.
There are both fringe and in-channel wetlands in the Mandeville Creek drainageway. The stream channel
and adjacent area show both wetland hydrology indicators and hydrophytic vegetation (Appendix B). On
the north side, soil test pits were not dug due to inundation. The inundation in the Kentucky bluegrass
lawn area was likely a mixture of water from the drainageway system and water due to heavy landscaping
irrigation. Soil test pits that were dug adjacent to the creek on the south side of Oak Street encountered
abundant near-surface cobbles. The cobbles may reflect historic stream channel meandering or simply
be due to fill related to construction of Oak Street or the developments adjacent to the stream. An
historic shrub/scrub area on the south side of Oak Street, west of the stream and outside of the fringe
area influenced by current stream hydrology, has been impacted by road construction and development
and no longer has a connection to hydrology that meets the US COE requirements for wetland
hydrology.
#3 – Farmers Canal
Drainageway #3 crosses Oak Street approximately 0.22 miles east of N 19th Avenue (Figure 3-3). On
the south side of Oak Street is an open stormwater ditch that directs flows underground and connects to
Farmers Canal, which daylights on the north side of Oak Street. This stormwater ditch is an ephemeral
ditch that only flows during runoff events. Historical uses likely included irrigation use prior to the
surrounding land development. Discussions with the current landowner indicated that this ditch has not
been used for irrigation for a number of years and only flows during runoff events.
A depressional swale on the north side of Oak Street, upstream of the location at which Farmers Canal
emerges from underground piping, contains wetlands (Wetland 3). This swale area is likely part of the
historic drainageway that was present before impacts from development. Hydrophytic vegetation is
present. Although the swale area was dry during the site visit, watermarks, drainage patterns and the
geomorphic position of the depressional swale present evidence that there is accumulation and ponding
of water in this depression during the early growing season.
P:15022_Oak_Street_Wetland_Report_101215_SC 4 (10/12/15) CT/jil
#4 – East Fork of East Catron Creek
Drainageway #4 contains the East Fork of East Catron Creek, crossing Oak Street approximately 0.1
miles west of North 19th Avenue (Figure 3-4). Flows within the creek are perennial. The stream channel
has been altered/re-aligned during development of the surrounding area.
Wetland 4 is within and bordering the creek channel, on both the south and north side of Oak Street.
There are residences surrounding the creek channel on the south side, with landscaped yards bordering
the emergent vegetated wetland corridor. On the north side of Oak Street, the stream corridor is
bordered by streets and commercial development. The wetland vegetation on the south side is relatively
diverse, with numerous herbaceous wetland species present. On the north side, the wetland is strongly
dominated by reed canary grass.
#5 – West Fork of East Catron Creek
Drainageway #5 is a tributary to East Catron Creek (informally, the West Fork of East Catron Creek)
that crosses Oak Street approximately 0.25 miles west of North 19th Avenue (Figure 3-5). The flows
within the creek are perennial; however the creek channel has been altered/re-aligned as a result of
surrounding development.
Wetland 5 is within and along the edge of the stream channel, on both sides of Oak Street. Residences
are located on both sides of the creek channel on the south side, with landscaped yards bordering the
emergent vegetated wetland corridor. The herbaceous strata of the wetland vegetation on the north side
of Oak Street is strongly dominated by reed canary grass. As in Drainageway #4, there is much more
diverse broadleaf wetland vegetation adjacent to the stream in the residential development. It seems
likely that there are impacts of broadleaf herbicides reducing the diversity of the wetland vegetation in
the non-residential areas.
Wetland 5a is located on the north side of Oak Street, just east of Wetland 5. Wetland 5a is a
constructed stormwater detention basin component of the stormwater drainage system of the City of
Bozeman. The wetland is characterized by an obligate wetland vegetation community, mainly cattails,
and was inundated during the site visit. Wetland 5a is connected to the West Fork of East Catron Creek
on the north end of the basin.
#6 – Abandoned Channel of Cattail Creek
Wetland 6 is located just north of Oak Street, approximately 0.15 miles west of North 27th Avenue
(Figure 3-6). The wetland is located in an abandoned channel of Cattail Creek. The straight channel and
steep-sides of the linear depression suggest that this historic reach of Cattail Creek was likely
channelized at some time. There is currently no observable inlet or outlet structure in the isolated ditch
segment, and the depression was dry during the site visit. Hydrology within the isolated ditch segment is
likely intermittent, provided by surface water runoff, and perhaps seasonal groundwater. Groundwater
depths within the area have been measured at 3 to 8 feet below ground surface (MBMG, 2015). The
steep sides of the depression are vegetated by reed canary grass, a facultative-wetland (FAC-W) species.
#7 – Cattail Creek
Drainageway #7 is Cattail Creek, crossing Oak Street approximately 0.2 miles west of North 27th
Avenue (Figure 3-7). Cattail Creek is an intermittent stream that was dry at the time of fieldwork. South
of Oak Street the creek has been channelized and lined with rock. There is no wetland vegetation in or
P:15022_Oak_Street_Wetland_Report_101215_SC 5 (10/12/15) CT/jil
adjacent to the stream and therefore, no wetland associated with the stream on the south side of Oak
Street.
West of Cattail Creek, south of Oak Street, there is an excavated stormwater detention pond that is a
component of the stormwater system for the City of Bozeman. There is a wetland established within this
excavated depression, Wetland 7a. Although the adjacent stream was dry at the time of the site visit,
there was standing water in Wetland 7a. Vegetation in Wetland 7a includes obligate wetland vegetation
(cattails) just south of the area that was formally delineated. These observations suggest that Wetland 7a
is also groundwater fed and is evidence of the depth to groundwater in the vicinity of Cattail Creek.
Groundwater depths within the area have been measured at 3 to 8 feet below ground surface (MBMG,
2015).
On the north side of Oak Street, Wetland 7 contains a narrow fringe of wetlands adjacent to the eroded
channel of Cattail Creek and on the narrow lowest stream terrace. Surrounding the incised stream on a
terrace higher than the stream bed is a large area of willows. It is likely these willows were established
when the surrounding area was irrigated agricultural fields. Upgradient flood irrigation, augmented with
flows from Cattail Creek, may have supported a higher groundwater table to facilitate establishment of
the willows.
#8 – Section Line Ditch
Section Line Ditch crosses Oak Street at the intersection of Davis Lane (Figure 3-8). Wetland 8 is a
fringe wetland associated with flows in Section Line Ditch on both the north and south side of Oak
Street. Section Line Ditch is an excavated irrigation ditch that is well-maintained, with negligible channel
vegetation. Flows are present in the ditch throughout the irrigation season.
#9 – Unnamed Tributary to Baxter Creek
Drainageway #9 is an unnamed tributary to Baxter Creek that crosses Oak Street approximately 0.1 mile
east of Ferguson Avenue (Figure 3-9). Water was flowing within the tributary at the time of the site visit.
The channel has been impacted by surrounding development and road construction. Wetland 9 contains
wetlands within and along the edge of the stream on both the north and south sides of Oak Street.
South of Oak Street the stream is relatively straight and channelized, with narrow associated fringe
wetlands. For approximately 50 feet north of Oak Street the stream has been remediated, with a slightly
meandering course and minor terrace development and wetland vegetation on those terraces. Beyond
the remediated section of stream north of Oak Street, the stream reverts to a linear channelized and
excavated course with narrow fringe wetlands reflecting the steep banks of the stream.
Stormwater detention basins have been excavated to both the east and west of the stream on the south
side of Oak Street. Both stormwater detention basins were inundated during fieldwork and each are
characterized by a wetland vegetation community that includes obligate species (cattails). These
detention basins are part of the City stormwater detention system. It is likely that these ponds are fed by
groundwater in addition to the surface runoff. Wetland 9a was directly connected to the stream by a
surface channel connection. No surface connection was observed between Wetland 9b and the stream.
#10 – Maynard-Border Ditch Overflow
Maynard-Border Overflow Ditch flows north along the west side of Flanders Mill Road (Figure 3-10).
The ditch is narrow, but well defined with in-channel and fringe wetlands, Wetland 10. Water was
P:15022_Oak_Street_Wetland_Report_101215_SC 6 (10/12/15) CT/jil
flowing in the ditch at the time of the site visit. Hydrophytic vegetation consisted predominantly of reed
canary grass.
5.0 WATERS OF THE U.S.
The anticipated jurisdictional status of the wetlands is listed in the above table in Section 4. Irrigation
ditches can be considered connected to waters of the US if the headwaters and return waters are both
tied to a water of the US. City stormwater drainage system components may be considered jurisdictional
if there is a surface channel connection to waters of the US as of the date of this delineation. At the time
of this delineation, the COE is responsible for final decisions on jurisdictional determinations. Any
waters or wetlands that are considered waters of the U.S. as defined by Section 404 of the Clean Water
Act (Appendix C) fall under the jurisdiction of the COE and may need Section 404 permitting through
the COE if impacts (fill) occur. It is important to note that the COE makes the final determination
regarding the status of waters of the U.S., jurisdictional wetlands and mitigation requirements.
P:15022_Oak_Street_Wetland_Report_101215_SC 7 (10/12/15) CT/jil
6.0 REFERENCES
COE –see U.S. Army Corps of Engineers
Department of Natural Resource Conservation, 2015. "Water Right Query System." Retrieved April
2013, http://nris.state.mt.us/apps/dnrc2002/waterrightmain.asp
MBMG – see Montana Bureau of Mines and Geology
MNHP – see Montana Natural Heritage Program
Montana Natural Heritage Program, 2015. Community Field Guide Juncus balticus Herbaceous
Vegetation: http://mtnhp.org/ecology/Guide_Report.asp? elcode=CEGL001838 .
Montana Bureau of Mines and Geology, 2015. "Ground Water Information Center." Retrieved
September 2015, from http://mbmggwic.mtech.edu/
Natural Resource Conservation Service, 2015. Web Soil Survey for Gallatin County. Retrieved
September 2015 from http://websoilsurvey.nrcs.usda.gov/app/HomePage.htm
Natural Resource Information System Montana State Library, 2015. "Online Interactive Map Builder."
Retrieved from http://nris.state.mt.us/mapper/ September 2015.
NRCS – see Natural Resource Conservation Service
NRIS – see Natural Resource Information System - Montana State Library
US Army Corps of Engineers, 1987. “Corps of Engineers Wetlands Delineation Manual.” US Army
Corps of Engineers Technical Report Y-87-1: Vicksburg, MS.
US Army Corps of Engineers, 2010a. “Regional Supplement to the Corps of Engineers Wetland
Delineation Manual: Western Mountains, Valleys, and Coast Region (Version 2.0)”. May
2010.
US Geological Survey, 1987. "Bozeman, Montana" 7.5 Minute Topographic Quadrangle Map.
WTI, 1999. Wetland Training Institute, Inc. “Wetland Delineation Lecture Notes Based on Corps of
Engineers 1987 Manual.” With revisions through 2001, WTI 99-1: Glenwood, NM.
FIGURES
mileskm58
Soil Unit Label Explanation for Figure 5
Soil Unit Label Soil Unit Name
450C Blackdog‐Quagle silt loams, 4 to 8 percent slopes
457A Turner loam, moderately wet, 0 to 2 percent slopes
509B Enbar loam, 0 to 4 percent slopes
50B Blackdog silt loam, 0 to 4 percent slopes
510B Meadowcreek loam, 0 to 4 percent slopes
53B Amsterdam silt loam, 0 to 4 percent slopes
542A Blossberg loam, 0 to 2 percent slopes
64B Straw loam, 0 to 4 percent slopes
UL Urban land
APPENDIX A
Photographs
Photo 1. Wetland 2, north side of Oak Street, looking north.
Photo 2. Wetland 2, south side of Oak Street, looking south.
Photo 3. Stormwater drainage ditch, south side of Oak Street (SP-3S), looking south-southeast.
Photo 4. Farmers Canal, north side of Oak Street, looking north.
Photo 5. Wetland 3, north side of Oak Street, looking north.
Photo 6. Wetland 4, north side of Oak Street, looking north.
Photo 7. Wetland 4, south side of Oak Street, looking south.
Photo 8. Wetland 5, south side of Oak Street, looking south.
Photo 9. Wetland 5, north side of Oak Street, looking north.
Photo 10. Wetland 5a, stormwater detention basin, north side of Oak Street, looking north.
Photo 11. Wetland 6 north side of Oak Street, looking south.
Photo 12. Cattail Creek, south side of Oak Street, looking south.
Photo 13. Stormwater detention pond (Wetland 7a) located south side of Oak Street, just west of Upper Cattail Creek. Looking south.
Photo 14. Section Line Ditch, shrub / scrub Wetland 8, north side of Oak Street, looking north. (Between northbound and southbound lanes of Davis Lane.)
Photo 15. Wetland 8 along Section Line Ditch, looking south.
Photo 16. Wetland 9 located on south side of Oak Street, looking south. Wetland 9a is in the stormwater detention pond to the right (west) and Wetland 9b is in stormwater detention pond to the
left (east).
Photo 17. Wetland 9a in stormwater detention pond adjacent (west) of Wetland 9 on south side of
Oak Street, looking west.
Photo 18. Wetland 9 on north side of Oak Street, looking north.
Photo 19. Wetland 10, looking south along west edge of Flanders Mill Road.
APPENDIX B
Delineation Data Sheets
APPENDIX C
Additional Methodology Information
APPENDIX H: GEOTECHNICAL MEMORANDUM
Responsive ■ Resourceful ■ Reliable i
October 23, 2015
Sanderson Stewart
106 East Babcock
Bozeman, Montana 59102
Attn: Ms. Danielle Scharf
P: 406-922-4325
E: dscharf@sandersonstewart.com
Subject: Preliminary Pavement Section Recommendations
Proposed Oak Street Improvements – L Street to Cottonwood Road
Bozeman, Montana
Terracon Project No. AJ155000
Dear Ms. Scharf :
Terracon Consultants, Inc. (Terracon) has completed the preliminary pavement section thickness
recommendations for the proposed Oak Street Improvements -- L Street to Cottonwood Road
project located on the west side of Bozeman, Montana. These recommendations are provided in
accordance with our contract dated August 28, 2015.
Our preliminary recommendations for flexible pavements for the Oak Street corridor under
consideration are included in attached Table 1. Individual pavement sections were developed for
six different traffic scenarios within the corridor. Some grouping of segments of the corridor with
similar traffic conditions was performed for expediency. AASHTO 1993 pavement thickness design
manual procedures were used in our analysis along with the assumptions listed below Table 1.
Our recommended pavements sections require that the upper six inches of the in-place subgrade
soils are scarified in place and compacted to 95% of the maximum laboratory dry density
determined in accordance with AASHTO T99 procedures. Some of the subgrades may require
geotextile to be placed on the subgrade prior to crushed base course.
We further recommend that final pavement recommendations be based on a soil survey of the
corridor that includes soil borings and laboratory testing of samples obtained during the survey.
Such a survey would take into consideration existing pavement and aggregate quantity and quality,
with the possibility of reuse of existing materials.
Responsive ■ Resourceful ■ Reliable ii
We appreciate the opportunity to be of service to you on this project. If you have any questions
concerning these preliminary recommendations, or if we may be of further service, please contact
us.
Sincerely,
Terracon Consultants, Inc.
Jim Pierce, P.E. Ken Munski, P.E.
Project Engineer Principal, Sr. Materials Engineer
Copies: Client (3)
File (1)
TABLE 1
Preliminary Flexible Pavement Designs
Oak Street Corridor , Terracon Project Number AJ155000
October 20, 2015
Section #Corridor 2035 Design 2015 AWT MAWT % Trucks 18K TEF Design Life Mr SN Asphalt CBC
AWT Composite ESALs (psi) Required Thick. (Ins)Thick. (ins)
1 E of Cottonwood 6,250 4,206 5,228 1 0.0089 169,833 4500 3.2 4 12
& E of Flanders
Mill Road
2 E of Ferguson Ave.14,900 10,027 12,464 1 0.0089 404,881 4500 3.6 4 14
3 E of Davis Lane 12,800 8,614 10,707 2 0.0089 347,817 4500 3.4 4 13
4 E of N 27th Ave. 13,500 9,085 11,293 3 0.0133 548,197 4500 3.8 4 16
& W of Rouse Ave.
5 E of N 7th Ave. 17,300 11,642 14,471 3 0.0133 702,505 4500 3.9 4 16
6 E of 11th, 15th 20,000 13,459 16,730 3 0.0133 812,144 4500 4 4 17
and 19th Aves.
Note: 2035 AWT and % Trucks provided by Marvin and Associates
Design Assumptions: Annual Growth Rate = 2%
Abbreviations: AWT - Average Weekday Traffic 50% of MAWT in Design Lane
MAWT - Mean Average Weekday Traffic TEF from Zimmerman Trail used (1.4% trucks)
TEF - Truck Equivalency Factor, Composite of cars and trucks CBR = 3 psi
ESAL - Equivalent Single 18k Axle Load Reliabilty = 95%
Mr - Subgrade Modulus Standard Deviation = 0.35
CBC - Crushed Base Course Initial Serviceability = 4.2
E - East Terminal Serviceability = 2.0
ins - inches a1= 0.41
SN - Structural Number a2=0.14
m1=1.0
m2=1.0
January 11, 2016
Sanderson Stewart
106 East Babcock
Bozeman, Montana 59102
Attn: Ms. Danielle Scharf
P: 406-922-4325
E: dscharf@sandersonstewart.com
Subject: Additional Preliminary Pavement Section Recommendations
Proposed Oak Street Improvements – L Street to Cottonwood Road
Bozeman, Montana
Terracon Project No. AJ155000
Dear Ms. Scharf :
Terracon Consultants, Inc. (Terracon) has completed the additional preliminary pavement section
thickness recommendations for the proposed Oak Street Improvements -- L Street to Cottonwood
Road project located on the west side of Bozeman, Montana. These recommendations include
flexible pavement options that incorporate subbase and a minimum amount of crushed base course
(6 inches) for each of the Oak Street sections. Our additional preliminary recommendations for
flexible pavements for the Oak Street corridor under consideration are included as Option B in
attached Table 1.
As we indicated in our original report, our recommended pavements sections require that the upper
six inches of the in-place subgrade soils are scarified in place and compacted to 95% of the
maximum laboratory dry density determined in accordance with AASHTO T99 procedures. Some
of the subgrades may require geotextile to be placed on the subgrade prior to crushed base course.
We appreciate the opportunity to be of service to you on this project. If you have any questions
concerning these preliminary recommendations, or if we may be of further service, please contact
us.
Sincerely,
Terracon Consultants, Inc.
Jim Pierce, P.E. Ken Munski, P.E.
Project Engineer Principal, Sr. Materials Engineer
TABLE 1
Preliminary Flexible Pavement Designs
Oak Street Corridor , Terracon Project Number AJ155000
January 11, 2016 Flexible Pavement Components
Thickness (inches)
Section #Corridor 2035 Design 2015 AWT MAWT % Trucks 18K TEF Design Life Mr Min. SN SN Asphalt CBC Subbase Total
AWT Composite ESALs (psi) Required Actual
Option A E of Cottonwood 6,250 4,206 5,228 1 0.0089 169,833 4500 3.2 3.2 4 11 0 15
Option B & E of Flanders 3.2 3 6 11 20
Mill Road
Option A E of Ferguson Ave.14,900 10,027 12,464 1 0.0089 404,881 4500 3.6 3.6 4 14 0 18
Option B 3.6 4 6 11 21
Option A E of Davis Lane 12,800 8,614 10,707 2 0.0089 347,817 4500 3.4 3.5 4 13 0 17
Option B 3.4 4 6 9 19
Option A E of N 27th Ave. 13,500 9,085 11,293 3 0.0133 548,197 4500 3.8 3.9 4 16 0 20
Option B & W of Rouse Ave.3.8 4 6 13 23
Option A E of N 7th Ave. 17,300 11,642 14,471 3 0.0133 702,505 4500 3.9 3.9 4 16 0 20
Option B 3.9 4 6 14 24
Option A E of 11th, 15th 20,000 13,459 16,730 3 0.0133 812,144 4500 4 4.0 4 17 0 21
Option B and 19th Aves. 4.0 4 6 15 25
Note: 2035 AWT and % Trucks provided by Marvin and Associates
Design Assumptions: Annual Growth Rate = 2%
Abbreviations: AWT - Average Weekday Traffic 50% of MAWT in Design Lane
MAWT - Mean Average Weekday Traffic TEF from Zimmerman Trail used (1.4% trucks)
TEF - Truck Equivalency Factor, Composite of cars and trucks CBR = 3 psi
ESAL - Equivalent Single 18k Axle Load Reliabilty = 95%
Mr - Subgrade Modulus Standard Deviation = 0.35
CBC - Crushed Base Course Initial Serviceability = 4.2
E - East , W - West Terminal Serviceability = 2.0
ins - inches Structural Coefficients : a1 (asphalt) = 0.41, a2 (CBC) = 0.14, a3 (SB) = 0.10
SN - Structural Number Drainage Coefficients: m1 = 1.0, m2 = 1.0
APPENDIX I: OPINIONS OF PROBABLE COST
Oak Street Improvements - Preliminary Opinion of Probable CostTotal CostQuantityUnit Price Subtotal QuantityUnit Price Subtotal QuantityUnit Price Subtotal QuantityUnit Price Subtotal QuantityUnit Price Subtotal QuantityUnit Price Subtotal QuantityUnit Price Subtotal QuantityUnit Price Subtotal QuantityUnit Price Subtotal QuantityUnit Price Subtotal QuantityUnit Price Subtotal QuantityUnit Price Subtotal101 Mobilization/Demobilization LS 1 166,407.77$ 166,407.77$ 1 205,654.61$ 205,654.61$ 1 106,140.55$ 106,140.55$ 1 148,490.26$ 148,490.26$ 1 130,252.40$ 130,252.40$ 1 48,183.77$ 48,183.77$ 1 160,271.06$ 160,271.06$ 1 41,431.65$ 41,431.65$ 1 60,360.14$ 60,360.14$ 1 58,600.07$ 58,600.07$ 1 52,237.41$ 52,237.41$ 1 172,846.58$ 172,846.58$ 1,350,876.27$ 102Taxes, Bonds, Insurance LS 1 69,336.57$ 69,336.57$ 1 85,689.42$ 85,689.42$ 1 44,225.23$ 44,225.23$ 1 61,870.94$ 61,870.94$ 1 54,271.83$ 54,271.83$ 1 20,076.57$ 20,076.57$ 1 66,779.61$ 66,779.61$ 1 17,263.19$ 17,263.19$ 1 25,150.06$ 25,150.06$ 1 24,416.70$ 24,416.70$ 1 21,765.59$ 21,765.59$ 1 72,019.41$ 72,019.41$ 562,865.11$ 103Traffic Control LS 1 66,034.83$ 66,034.83$ 1 81,608.97$ 81,608.97$ 1 42,119.27$ 42,119.27$ 1 58,924.71$ 58,924.71$ 1 51,687.46$ 51,687.46$ 1 19,120.54$ 19,120.54$ 1 63,599.63$ 63,599.63$ 1 45,034.40$ 45,034.40$ 1 23,952.44$ 23,952.44$ 1 23,254.00$ 23,254.00$ 1 56,779.79$ 56,779.79$ 1 68,589.91$ 68,589.91$ 600,705.94$ 104 Stormwater Management and Erosion Control LS 1 13,076.20$ 13,076.20$ 1 16,160.19$ 16,160.19$ 1 8,340.45$ 8,340.45$ 1 11,668.26$ 11,668.26$ 1 10,235.14$ 10,235.14$ 1 3,786.25$ 3,786.25$ 1 12,593.99$ 12,593.99$ 1 2,972.57$ 2,972.57$ 1 4,743.06$ 4,743.06$ 1 4,604.75$ 4,604.75$ 1 3,747.84$ 3,747.84$ 1 13,582.16$ 13,582.16$ 105,510.85$ 105 Clearing and GrubbingLS 1 2,584.23$ 2,584.23$ 1 3,193.71$ 3,193.71$ 1 1,648.31$ 1,648.31$ 1 2,305.98$ 2,305.98$ 1 2,022.76$ 2,022.76$ 1 748.27$ 748.27$ 1 2,488.93$ 2,488.93$ 1 587.46$ 587.46$ 1 937.36$ 937.36$ 1 910.03$ 910.03$ 1 740.68$ 740.68$ 1 2,684.22$ 2,684.22$ 20,851.95$ 106 DewateringLS 1 12,921.15$ 12,921.15$ 1 15,968.57$ 15,968.57$ 1 8,241.55$ 8,241.55$ 1 11,529.90$ 11,529.90$ 1 10,113.78$ 10,113.78$ 1 3,741.35$ 3,741.35$ 1 12,444.65$ 12,444.65$ 1 2,937.32$ 2,937.32$ 1 4,686.82$ 4,686.82$ 1 4,550.15$ 4,550.15$ 1 3,703.40$ 3,703.40$ 1 13,421.11$ 13,421.11$ 104,259.74$ 107Topsoil Stripping and Stockpile LS 1 2,000.00$ 2,000.00$ 1 4,000.00$ 4,000.00$ 1 2,000.00$ 2,000.00$ 1 4,000.00$ 4,000.00$ 0 2,000.00$ -$ 0 2,000.00$ -$ 1 1,000.00$ 1,000.00$ 1 2,000.00$ 2,000.00$ 1 2,000.00$ 2,000.00$ 1 1,000.00$ 1,000.00$ 1 2,000.00$ 2,000.00$ 1 4,000.00$ 4,000.00$ 24,000.00$ 108 Unclassified Excavation CY4,800 7.00$ 33,600.00$ 6,000 7.00$ 42,000.00$ 1,900 7.00$ 13,300.00$ 3,600 7.00$ 25,200.00$ 2,520 7.00$ 17,640.00$ 0 7.00$ -$ 3,600 7.00$ 25,200.00$ 500 7.00$ 3,500.00$ 1,300 7.00$ 9,100.00$ 580 7.00$ 4,060.00$ 600 7.00$ 4,200.00$ 2,150 7.00$ 15,050.00$ 192,850.00$ 109 Subexcavation CY5,385 12.00$ 64,620.00$ 6,500 12.00$ 78,000.00$ 1,900 12.00$ 22,800.00$ 3,600 12.00$ 43,200.00$ 2,660 12.00$ 31,920.00$ 0 12.00$ -$ 3,250 12.00$ 39,000.00$ 460 12.00$ 5,520.00$ 1,100 12.00$ 13,200.00$ 500 12.00$ 6,000.00$ 535 12.00$ 6,420.00$ 1,910 12.00$ 22,920.00$ 333,600.00$ 110 Sawcut Existing AsphaltLF 60 1.00$ 60.00$ 0 1.00$ -$ 350 1.00$ 350.00$ 160 1.00$ 160.00$ 1,000 1.00$ 1,000.00$ 415 1.00$ 415.00$ 4,050 1.00$ 4,050.00$ 362 1.00$ 362.00$ 1,211 1.00$ 1,211.00$ 90 1.00$ 90.00$ 590 1.00$ 590.00$ 5,290 1.00$ 5,290.00$ 13,578.00$ 111 Remove Existing AsphaltSY400 12.00$ 4,800.00$ 0 12.00$ -$ 80 12.00$ 960.00$ 730 12.00$ 8,760.00$ 1,070 12.00$ 12,840.00$ 185 12.00$ 2,220.00$ 1,800 12.00$ 21,600.00$ 80 12.00$ 960.00$ 2,206 12.00$ 26,472.00$ 790 12.00$ 9,480.00$ 260 12.00$ 3,120.00$ 250 12.00$ 3,000.00$ 94,212.00$ 112 Remove Curb and Gutter LF 180 5.00$ 900.00$ 0 5.00$ -$ 350 5.00$ 1,750.00$ 100 5.00$ 500.00$ 1,160 5.00$ 5,800.00$ 350 5.00$ 1,750.00$ 3,650 5.00$ 18,250.00$ 362 5.00$ 1,810.00$ 0 5.00$ -$ 40 5.00$ 200.00$ 585 5.00$ 2,925.00$ 400 5.00$ 2,000.00$ 35,885.00$ 113 Remove SidewalkSY40 12.00$ 480.00$ 0 12.00$ -$ 20 12.00$ 240.00$ 0 12.00$ -$ 100 12.00$ 1,200.00$ 50 12.00$ 600.00$ 1,650 12.00$ 19,800.00$ 270 12.00$ 3,240.00$ 0 12.00$ -$ 50 12.00$ 600.00$ 270 12.00$ 3,240.00$ 250 12.00$ 3,000.00$ 32,400.00$ 114 Imported Fill CY5,385 25.00$ 134,625.00$ 6,500 25.00$ 162,500.00$ 1,900 25.00$ 47,500.00$ 3,600 25.00$ 90,000.00$ 2,660 25.00$ 66,500.00$ 0 25.00$ -$ 3,250 25.00$ 81,250.00$ 460 25.00$ 11,500.00$ 1,100 25.00$ 27,500.00$ 500 25.00$ 12,500.00$ 535 25.00$ 13,375.00$ 1,910 25.00$ 47,750.00$ 695,000.00$ 115 1 1/2-inch Minus Crushed Base Course CY3,600 26.00$ 93,600.00$ 4,300 26.00$ 111,800.00$ 4,745 26.00$ 123,370.00$ 2,800 26.00$ 72,800.00$ 1,920 26.00$ 49,920.00$ 200 26.00$ 5,200.00$ 2,880 26.00$ 74,880.00$ 400 26.00$ 10,400.00$ 1,050 26.00$ 27,300.00$ 470 26.00$ 12,220.00$ 475 26.00$ 12,350.00$ 1,700 26.00$ 44,200.00$ 638,040.00$ 116 Geotextile Fabric (Street Base) SY10,800 2.00$ 21,600.00$ 13,000 2.00$ 26,000.00$ 3,800 2.00$ 7,600.00$ 7,025 2.00$ 14,050.00$ 5,320 2.00$ 10,640.00$ 460 2.00$ 920.00$ 6,500 2.00$ 13,000.00$ 920 2.00$ 1,840.00$ 2,206 2.00$ 4,412.00$ 1,000 2.00$ 2,000.00$ 1,070 2.00$ 2,140.00$ 3,820 2.00$ 7,640.00$ 111,842.00$ 117 4-inch Asphalt Pavement (2 lifts) SY10,800 20.00$ 216,000.00$ 13,000 20.00$ 260,000.00$ 3,800 20.00$ 76,000.00$ 7,025 20.00$ 140,500.00$ 5,320 20.00$ 106,400.00$ 460 20.00$ 9,200.00$ 6,500 20.00$ 130,000.00$ 920 20.00$ 18,400.00$ 2,206 20.00$ 44,120.00$ 1,000 20.00$ 20,000.00$ 1,070 20.00$ 21,400.00$ 3,820 20.00$ 76,400.00$ 1,118,420.00$ 118 Curb and Gutter LF 4,100 15.00$ 61,500.00$ 7,750 15.00$ 116,250.00$ 2,200 15.00$ 33,000.00$ 4,350 15.00$ 65,250.00$ 2,065 15.00$ 30,975.00$ 115 15.00$ 1,725.00$ 3,650 15.00$ 54,750.00$ 325 15.00$ 4,875.00$ 1,200 15.00$ 18,000.00$ 730 15.00$ 10,950.00$ 563 15.00$ 8,445.00$ 5,090 15.00$ 76,350.00$ 482,070.00$ 119 Curb Return FilletSF 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 2,000 9.00$ 18,000.00$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 400 9.00$ 3,600.00$ 21,600.00$ 120 Concrete Valley Gutter SF 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 800 9.00$ 7,200.00$ 0 9.00$ -$ 0 9.00$ -$ 1,000 9.00$ 9,000.00$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 200 9.00$ 1,800.00$ 18,000.00$ 121 Concrete Drive Approach SF 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 185 9.00$ 1,665.00$ 850 9.00$ 7,650.00$ 9,315.00$ 122 SidewalkSF 16,400 6.00$ 98,400.00$ 23,292 6.00$ 139,752.00$ 7,580 6.00$ 45,480.00$ 14,425 6.00$ 86,550.00$ 6,080 6.00$ 36,480.00$ 800 6.00$ 4,800.00$ 20,200 6.00$ 121,200.00$ 2,060 6.00$ 12,360.00$ 12,100 6.00$ 72,600.00$ 3,000 6.00$ 18,000.00$ 3,000 6.00$ 18,000.00$ 14,520 6.00$ 87,120.00$ 740,742.00$ 123 Stamped Rollover Concrete SF 0 15.00$ -$ 0 15.00$ -$ 0 15.00$ -$ 0 15.00$ -$ 0 15.00$ -$ 0 15.00$ -$ 0 15.00$ -$ 0 15.00$ -$ 0 15.00$ -$ 0 15.00$ -$ 0 15.00$ -$ 0 15.00$ -$ -$ 124 ADA Ramps SF 800 15.00$ 12,000.00$ 800 15.00$ 12,000.00$ 480 15.00$ 7,200.00$ 2,000 15.00$ 30,000.00$ 480 15.00$ 7,200.00$ 480 15.00$ 7,200.00$ 1,100 15.00$ 16,500.00$ 400 15.00$ 6,000.00$ 0 15.00$ -$ 540 15.00$ 8,100.00$ 120 15.00$ 1,800.00$ 300 15.00$ 4,500.00$ 112,500.00$ 125Truncated Domes SF 64 20.00$ 1,280.00$ 64 20.00$ 1,280.00$ 64 20.00$ 1,280.00$ 160 20.00$ 3,200.00$ 64 20.00$ 1,280.00$ 64 20.00$ 1,280.00$ 88 20.00$ 1,760.00$ 32 20.00$ 640.00$ 0 20.00$ -$ 72 20.00$ 1,440.00$ 16 20.00$ 320.00$ 32 20.00$ 640.00$ 14,400.00$ 126 Grass Seeding and Fertilizer SY6,800 2.25$ 15,300.00$ 11,300 2.25$ 25,425.00$ 4,300 2.25$ 9,675.00$ 11,400 2.25$ 25,650.00$ 2,970 2.25$ 6,682.50$ 500 2.25$ 1,125.00$ 4,500 2.25$ 10,125.00$ 100 2.25$ 225.00$ 874 2.25$ 1,966.50$ 500 2.25$ 1,125.00$ 600 2.25$ 1,350.00$ 4,667 2.25$ 10,500.75$ 109,149.75$ 127 Landscaping/Street Trees LS 1 5,000.00$ 5,000.00$ 1 20,000.00$ 20,000.00$ 1 5,000.00$ 5,000.00$ 1 20,000.00$ 20,000.00$ 1 5,000.00$ 5,000.00$ 0 200.00$ -$ 1 20,000.00$ 20,000.00$ 0 200.00$ -$ 0 200.00$ -$ 1 2,000.00$ 2,000.00$ 1 2,000.00$ 2,000.00$ 150 200.00$ 30,000.00$ 109,000.00$ 128 New Sign on New PostEA 20 500.00$ 10,000.00$ 30 500.00$ 15,000.00$ 20 500.00$ 10,000.00$ 30 500.00$ 15,000.00$ 20 500.00$ 10,000.00$ 10 500.00$ 5,000.00$ 20 500.00$ 10,000.00$ 1 500.00$ 500.00$ 0 500.00$ -$ 20 500.00$ 10,000.00$ 4 500.00$ 2,000.00$ 15 500.00$ 7,500.00$ 95,000.00$ 129 Remove or Relocate Existing Signs EA 15 250.00$ 3,750.00$ 0 250.00$ -$ 12 250.00$ 3,000.00$ 20 250.00$ 5,000.00$ 12 250.00$ 3,000.00$ 20 250.00$ 5,000.00$ 20 250.00$ 5,000.00$ 1 250.00$ 250.00$ 6 250.00$ 1,500.00$ 4 250.00$ 1,000.00$ 4 250.00$ 1,000.00$ 25 250.00$ 6,250.00$ 34,750.00$ 130Thermoplastic StripingLF 8,000 10.00$ 80,000.00$ 8,000 10.00$ 80,000.00$ 3,360 10.00$ 33,600.00$ 4,752 10.00$ 47,520.00$ 5,920 10.00$ 59,200.00$ 5,100 10.00$ 51,000.00$ 12,760 10.00$ 127,600.00$ 850 10.00$ 8,500.00$ 2,270 10.00$ 22,700.00$ 2,100 10.00$ 21,000.00$ 3,320 10.00$ 33,200.00$ 17,800 10.00$ 178,000.00$ 742,320.00$ 131Thermoplastic Words & Symbols EA 55 350.00$ 19,250.00$ 16 350.00$ 5,600.00$ 21 350.00$ 7,350.00$ 16 350.00$ 5,600.00$ 32 350.00$ 11,200.00$ 30 350.00$ 10,500.00$ 30 350.00$ 10,500.00$ 8 350.00$ 2,800.00$ 6 350.00$ 2,100.00$ 24 350.00$ 8,400.00$ 20 350.00$ 7,000.00$ 42 350.00$ 14,700.00$ 105,000.00$ 132 Street Lights EA 4 7,000.00$ 28,000.00$ 14 7,000.00$ 98,000.00$ 4 7,000.00$ 28,000.00$ 14 7,000.00$ 98,000.00$ 4 7,000.00$ 28,000.00$ 4 7,000.00$ 28,000.00$ 10 7,000.00$ 70,000.00$ 3 7,000.00$ 21,000.00$ 6 7,000.00$ 42,000.00$ 4 7,000.00$ 28,000.00$ 4 7,000.00$ 28,000.00$ 11 7,000.00$ 77,000.00$ 574,000.00$ 133 Connect to Existing Storm Drain EA 1 1,500.00$ 1,500.00$ 1 1,500.00$ 1,500.00$ 1 1,500.00$ 1,500.00$ 2 1,500.00$ 3,000.00$ 1 1,500.00$ 1,500.00$ 0 1,500.00$ -$ 2 1,500.00$ 3,000.00$ 1 1,500.00$ 1,500.00$ 1 1,500.00$ 1,500.00$ 1 1,500.00$ 1,500.00$ 1 1,500.00$ 1,500.00$ 3 1,500.00$ 4,500.00$ 22,500.00$ 134 Storm Drain Main (15-Inch to 36-Inch) LF 675 90.00$ 60,750.00$ 1,950 90.00$ 175,500.00$ 700 90.00$ 63,000.00$ 1,965 90.00$ 176,850.00$ 1,250 90.00$ 112,500.00$ 0 90.00$ -$ 1,750 90.00$ 157,500.00$ 50 90.00$ 4,500.00$ 800 90.00$ 72,000.00$ 200 90.00$ 18,000.00$ 0 90.00$ -$ 3,000 90.00$ 270,000.00$ 1,110,600.00$ 135 12-Inch Storm Drain Inlet Pipe LF 100 50.00$ 5,000.00$ 1,000 50.00$ 50,000.00$ 100 50.00$ 5,000.00$ 1,000 50.00$ 50,000.00$ 280 50.00$ 14,000.00$ 0 50.00$ -$ 900 50.00$ 45,000.00$ 225 50.00$ 11,250.00$ 250 50.00$ 12,500.00$ 200 50.00$ 10,000.00$ 220 50.00$ 11,000.00$ 725 50.00$ 36,250.00$ 250,000.00$ 136 New Curb InletEA 4 3,500.00$ 14,000.00$ 20 3,500.00$ 70,000.00$ 4 3,500.00$ 14,000.00$ 20 3,500.00$ 70,000.00$ 4 3,500.00$ 14,000.00$ 0 3,500.00$ -$ 18 3,500.00$ 63,000.00$ 3 3,500.00$ 10,500.00$ 6 3,500.00$ 21,000.00$ 2 3,500.00$ 7,000.00$ 2 3,500.00$ 7,000.00$ 29 3,500.00$ 101,500.00$ 392,000.00$ 137 Storm Drain Manhole EA 1 4,000.00$ 4,000.00$ 10 4,000.00$ 40,000.00$ 1 4,000.00$ 4,000.00$ 10 4,000.00$ 40,000.00$ 1 4,000.00$ 4,000.00$ 0 4,000.00$ -$ 9 4,000.00$ 36,000.00$ 1 4,000.00$ 4,000.00$ 2 4,000.00$ 8,000.00$ 1 4,000.00$ 4,000.00$ 1 4,000.00$ 4,000.00$ 17 4,000.00$ 68,000.00$ 216,000.00$ 138 Private Utilities Relocation LS 0 -$ -$ 0 -$ -$ 1 31,500.00$ 31,500.00$ 0 -$ -$ 1 117,000.00$ 117,000.00$ 0 -$ -$ 0 -$ -$ 0 -$ -$ 0 -$ -$ 0 -$ -$ 0 -$ -$ 0 -$ -$ 148,500.00$ 139 Detention Ponds CY1,500 15.00$ 22,500.00$ 2,150 15.00$ 32,250.00$ 0 15.00$ -$ 0 15.00$ -$ 0 15.00$ -$ 0 15.00$ -$ 500 15.00$ 7,500.00$ 0 15.00$ -$ 500 15.00$ 7,500.00$ 190 15.00$ 2,850.00$ 0 15.00$ -$ 3,000 15.00$ 45,000.00$ 117,600.00$ 140 Outfall Structures and PipingEA 1 25,000.00$ 25,000.00$ 1 25,000.00$ 25,000.00$ 0 25,000.00$ -$ 0 25,000.00$ -$ 0 25,000.00$ -$ 0 25,000.00$ -$ 1 25,000.00$ 25,000.00$ 0 25,000.00$ -$ 1 25,000.00$ 25,000.00$ 1 25,000.00$ 25,000.00$ 0 25,000.00$ -$ 3 25,000.00$ 75,000.00$ 200,000.00$ 141 Water/Sewer/Storm Adjustments LS 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 60,000.00$ 142Traffic Signal Improvements LS 1 247,600.00$ 247,600.00$ 0 -$ -$ 1 220,700.00$ 220,700.00$ 0 -$ -$ 1 240,500.00$ 240,500.00$ 1 233,200.00$ 233,200.00$ 0 -$ -$ 1 140,300.00$ 140,300.00$ 0 -$ -$ 1 203,500.00$ 203,500.00$ 1 165,300.00$ 165,300.00$ 0 -$ -$ 1,451,100.00$ 143 Roundabout Hawk Signals EA 0 22,000.00$ -$ 0 22,000.00$ -$ 0 22,000.00$ -$ 0 22,000.00$ -$ 0 22,000.00$ -$ 0 22,000.00$ -$ 0 22,000.00$ -$ 0 22,000.00$ -$ 0 22,000.00$ -$ 0 22,000.00$ -$ 0 22,000.00$ -$ 0 22,000.00$ -$ -$ Subtotal 1,622,475.75$ 2,005,132.49$ 1,034,870.35$ 1,447,780.05$ 1,269,960.86$ 469,791.75$ 1,562,642.87$ 403,958.59$ 588,511.37$ 571,350.70$ 509,314.70$ 1,685,254.14$ 13,171,043.61$ 15% Design & CA 243,371.36$ 300,769.87$ 155,230.55$ 217,167.01$ 190,494.13$ 70,468.76$ 234,396.43$ 60,593.79$ 88,276.71$ 85,702.60$ 76,397.20$ 252,788.12$ 1,975,656.54$ 15% Construction Contingency243,371.36$ 300,769.87$ 155,230.55$ 217,167.01$ 190,494.13$ 70,468.76$ 234,396.43$ 60,593.79$ 88,276.71$ 85,702.60$ 76,397.20$ 252,788.12$ 1,975,656.54$ Subtotal Plus Contingency2,109,218.48$ 2,606,672.23$ 1,345,331.46$ 1,882,114.06$ 1,650,949.11$ 610,729.27$ 2,031,435.73$ 525,146.17$ 765,064.78$ 742,755.91$ 662,109.11$ 2,190,830.38$ 17,122,356.69$ Signal Alternative19th to 15th SignalSignal 7th to RouseSignal Signal 27th to 19th SignalOak & 11th Oak & 7th Oak StreetSignal Cottonwood to FergusonSignal Ferguson to DavisOak & 27th Oak Street Oak & 19th Oak StreetOak Street Oak & Ferguson Oak Street Oak & DavisSignalized AlternativeItem No. Description UnitOak & Cottonwood
Oak Street Improvements - Preliminary Opinion of Probable CostTotal CostQuantity Unit Price Subtotal Quantity Unit Price Subtotal Quantity Unit Price Subtotal Quantity Unit Price Subtotal Quantity Unit Price Subtotal Quantity Unit Price Subtotal Quantity Unit Price Subtotal Quantity Unit Price Subtotal Quantity Unit Price Subtotal Quantity Unit Price Subtotal Quantity Unit Price Subtotal Quantity Unit Price Subtotal101 Mobilization/DemobilizationLS 1 184,565.75$ 184,565.75$ 1 205,654.61$ 205,654.61$ 1 144,817.64$ 144,817.64$ 1 148,490.26$ 148,490.26$ 1 138,974.95$ 138,974.95$ 1 134,168.88$ 134,168.88$ 1 160,271.06$ 160,271.06$ 1 41,431.65$ 41,431.65$ 1 60,360.14$ 60,360.14$ 1 136,786.54$ 136,786.54$ 1 52,237.41$ 52,237.41$ 1 172,846.58$ 172,846.58$ 1,580,605.47$ 102Taxes, Bonds, Insurance LS 1 76,902.40$ 76,902.40$ 1 85,689.42$ 85,689.42$ 1 60,340.68$ 60,340.68$ 1 61,870.94$ 61,870.94$ 1 57,906.23$ 57,906.23$ 1 55,903.70$ 55,903.70$ 1 66,779.61$ 66,779.61$ 1 17,263.19$ 17,263.19$ 1 25,150.06$ 25,150.06$ 1 56,994.39$ 56,994.39$ 1 21,765.59$ 21,765.59$ 1 72,019.41$ 72,019.41$ 658,585.61$ 103Traffic Control LS 1 73,240.38$ 73,240.38$ 1 81,608.97$ 81,608.97$ 1 57,467.32$ 57,467.32$ 1 58,924.71$ 58,924.71$ 1 55,148.79$ 55,148.79$ 1 53,241.62$ 53,241.62$ 1 63,599.63$ 63,599.63$ 1 45,034.40$ 45,034.40$ 1 23,952.44$ 23,952.44$ 1 54,280.37$ 54,280.37$ 1 56,779.79$ 56,779.79$ 1 68,589.91$ 68,589.91$ 691,868.32$ 104 Stormwater Management and Erosion Control LS 1 14,503.04$ 14,503.04$ 1 16,160.19$ 16,160.19$ 1 11,379.67$ 11,379.67$ 1 11,668.26$ 11,668.26$ 1 10,920.55$ 10,920.55$ 1 10,542.89$ 10,542.89$ 1 12,593.99$ 12,593.99$ 1 2,972.57$ 2,972.57$ 1 4,743.06$ 4,743.06$ 1 10,748.59$ 10,748.59$ 1 3,747.84$ 3,747.84$ 1 13,582.16$ 13,582.16$ 123,562.81$ 105 Clearing and Grubbing LS 1 2,866.21$ 2,866.21$ 1 3,193.71$ 3,193.71$ 1 2,248.95$ 2,248.95$ 1 2,305.98$ 2,305.98$ 1 2,158.21$ 2,158.21$ 1 2,083.58$ 2,083.58$ 1 2,488.93$ 2,488.93$ 1 587.46$ 587.46$ 1 937.36$ 937.36$ 1 2,124.23$ 2,124.23$ 1 740.68$ 740.68$ 1 2,684.22$ 2,684.22$ 24,419.53$ 106 Dewatering LS 1 14,331.07$ 14,331.07$ 1 15,968.57$ 15,968.57$ 1 11,244.73$ 11,244.73$ 1 11,529.90$ 11,529.90$ 1 10,791.06$ 10,791.06$ 1 10,417.88$ 10,417.88$ 1 12,444.65$ 12,444.65$ 1 2,937.32$ 2,937.32$ 1 4,686.82$ 4,686.82$ 1 10,621.14$ 10,621.14$ 1 3,703.40$ 3,703.40$ 1 13,421.11$ 13,421.11$ 122,097.64$ 107Topsoil Stripping and Stockpile LS 1 2,000.00$ 2,000.00$ 1 4,000.00$ 4,000.00$ 1 2,000.00$ 2,000.00$ 1 4,000.00$ 4,000.00$ 1 2,000.00$ 2,000.00$ 1 1,000.00$ 1,000.00$ 1 1,000.00$ 1,000.00$ 1 2,000.00$ 2,000.00$ 1 2,000.00$ 2,000.00$ 1 2,000.00$ 2,000.00$ 1 2,000.00$ 2,000.00$ 1 4,000.00$ 4,000.00$ 28,000.00$ 108 Unclassified Excavation CY 4,930 7.00$ 34,510.00$ 6,000 7.00$ 42,000.00$ 3,740 7.00$ 26,180.00$ 3,600 7.00$ 25,200.00$ 3,150 7.00$ 22,050.00$ 4,535 7.00$ 31,745.00$ 3,600 7.00$ 25,200.00$ 500 7.00$ 3,500.00$ 1,300 7.00$ 9,100.00$ 4,315 7.00$ 30,205.00$ 600 7.00$ 4,200.00$ 2,150 7.00$ 15,050.00$ 268,940.00$ 109 Subexcavation CY 5,550 12.00$ 66,600.00$ 6,500 12.00$ 78,000.00$ 3,740 12.00$ 44,880.00$ 3,600 12.00$ 43,200.00$ 3,340 12.00$ 40,080.00$ 0 12.00$ -$ 3,250 12.00$ 39,000.00$ 460 12.00$ 5,520.00$ 1,100 12.00$ 13,200.00$ 0 12.00$ -$ 535 12.00$ 6,420.00$ 1,910 12.00$ 22,920.00$ 359,820.00$ 110 Sawcut Existing AsphaltLF 60 1.00$ 60.00$ 0 1.00$ -$ 75 1.00$ 75.00$ 160 1.00$ 160.00$ 105 1.00$ 105.00$ 240 1.00$ 240.00$ 4,050 1.00$ 4,050.00$ 362 1.00$ 362.00$ 1,211 1.00$ 1,211.00$ 226 1.00$ 226.00$ 590 1.00$ 590.00$ 5,290 1.00$ 5,290.00$ 12,369.00$ 111 Remove Existing AsphaltSY 1,700 12.00$ 20,400.00$ 0 12.00$ -$ 2,830 12.00$ 33,960.00$ 730 12.00$ 8,760.00$ 2,870 12.00$ 34,440.00$ 10,915 12.00$ 130,980.00$ 1,800 12.00$ 21,600.00$ 80 12.00$ 960.00$ 2,206 12.00$ 26,472.00$ 8,900 12.00$ 106,800.00$ 260 12.00$ 3,120.00$ 250 12.00$ 3,000.00$ 390,492.00$ 112 Remove Curb and Gutter LF 460 5.00$ 2,300.00$ 0 5.00$ -$ 900 5.00$ 4,500.00$ 100 5.00$ 500.00$ 2,060 5.00$ 10,300.00$ 2,472 5.00$ 12,360.00$ 3,650 5.00$ 18,250.00$ 362 5.00$ 1,810.00$ 0 5.00$ -$ 2,500 5.00$ 12,500.00$ 585 5.00$ 2,925.00$ 400 5.00$ 2,000.00$ 67,445.00$ 113 Remove Sidewalk SY 85 12.00$ 1,020.00$ 0 12.00$ -$ 230 12.00$ 2,760.00$ 0 12.00$ -$ 280 12.00$ 3,360.00$ 500 12.00$ 6,000.00$ 1,650 12.00$ 19,800.00$ 270 12.00$ 3,240.00$ 0 12.00$ -$ 800 12.00$ 9,600.00$ 270 12.00$ 3,240.00$ 250 12.00$ 3,000.00$ 52,020.00$ 114 Imported Fill CY 5,550 25.00$ 138,750.00$ 6,500 25.00$ 162,500.00$ 3,740 25.00$ 93,500.00$ 3,600 25.00$ 90,000.00$ 3,340 25.00$ 83,500.00$ 0 25.00$ -$ 3,250 25.00$ 81,250.00$ 460 25.00$ 11,500.00$ 1,100 25.00$ 27,500.00$ 0 25.00$ -$ 535 25.00$ 13,375.00$ 1,910 25.00$ 47,750.00$ 749,625.00$ 115 1 1/2-inch Minus Crushed Base Course CY 3,700 26.00$ 96,200.00$ 4,300 26.00$ 111,800.00$ 2,900 26.00$ 75,400.00$ 2,800 26.00$ 72,800.00$ 2,410 26.00$ 62,660.00$ 3,630 26.00$ 94,380.00$ 2,880 26.00$ 74,880.00$ 400 26.00$ 10,400.00$ 1,050 26.00$ 27,300.00$ 3,500 26.00$ 91,000.00$ 475 26.00$ 12,350.00$ 1,700 26.00$ 44,200.00$ 773,370.00$ 116 Geotextile Fabric (Street Base) SY 11,088 2.00$ 22,176.00$ 13,000 2.00$ 26,000.00$ 7,475 2.00$ 14,950.00$ 7,025 2.00$ 14,050.00$ 6,700 2.00$ 13,400.00$ 8,164 2.00$ 16,328.00$ 6,500 2.00$ 13,000.00$ 920 2.00$ 1,840.00$ 2,206 2.00$ 4,412.00$ 7,400 2.00$ 14,800.00$ 1,070 2.00$ 2,140.00$ 3,820 2.00$ 7,640.00$ 150,736.00$ 117 4-inch Asphalt Pavement (2 lifts) SY 11,088 20.00$ 221,753.20$ 13,000 20.00$ 260,000.00$ 7,475 20.00$ 149,500.00$ 7,025 20.00$ 140,500.00$ 6,700 20.00$ 134,000.00$ 8,164 20.00$ 163,280.00$ 6,500 20.00$ 130,000.00$ 920 20.00$ 18,400.00$ 2,206 20.00$ 44,120.00$ 7,400 20.00$ 148,000.00$ 1,070 20.00$ 21,400.00$ 3,820 20.00$ 76,400.00$ 1,507,353.20$ 118 Curb and Gutter LF 6,562 15.00$ 98,430.00$ 7,750 15.00$ 116,250.00$ 4,424 15.00$ 66,360.00$ 4,350 15.00$ 65,250.00$ 3,560 15.00$ 53,400.00$ 4,710 15.00$ 70,650.00$ 3,650 15.00$ 54,750.00$ 325 15.00$ 4,875.00$ 1,200 15.00$ 18,000.00$ 4,180 15.00$ 62,700.00$ 563 15.00$ 8,445.00$ 5,090 15.00$ 76,350.00$ 695,460.00$ 119 Curb Return Fillet SF 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 2,000 9.00$ 18,000.00$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 400 9.00$ 3,600.00$ 21,600.00$ 120 Concrete Valley Gutter SF 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 800 9.00$ 7,200.00$ 0 9.00$ -$ 0 9.00$ -$ 1,000 9.00$ 9,000.00$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 200 9.00$ 1,800.00$ 18,000.00$ 121 Concrete Drive Approach SF 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 185 9.00$ 1,665.00$ 850 9.00$ 7,650.00$ 9,315.00$ 122 Sidewalk SF 20,273 6.00$ 121,638.00$ 23,292 6.00$ 139,752.00$ 13,668 6.00$ 82,008.00$ 14,425 6.00$ 86,550.00$ 7,806 6.00$ 46,836.00$ 1,350 6.00$ 8,100.00$ 20,200 6.00$ 121,200.00$ 2,060 6.00$ 12,360.00$ 12,100 6.00$ 72,600.00$ 13,220 6.00$ 79,320.00$ 3,000 6.00$ 18,000.00$ 14,520 6.00$ 87,120.00$ 875,484.00$ 123 Stamped Rollover Concrete SF 3,920 15.00$ 58,800.00$ 0 15.00$ -$ 3,920 15.00$ 58,800.00$ 0 15.00$ -$ 3,920 15.00$ 58,800.00$ 3,920 15.00$ 58,800.00$ 0 15.00$ -$ 0 15.00$ -$ 0 15.00$ -$ 3,920 15.00$ 58,800.00$ 0 15.00$ -$ 0 15.00$ -$ 294,000.00$ 124 ADA Ramps SF 480 15.00$ 7,200.00$ 800 15.00$ 12,000.00$ 480 15.00$ 7,200.00$ 2,000 15.00$ 30,000.00$ 480 15.00$ 7,200.00$ 480 15.00$ 7,200.00$ 1,100 15.00$ 16,500.00$ 400 15.00$ 6,000.00$ 0 15.00$ -$ 480 15.00$ 7,200.00$ 120 15.00$ 1,800.00$ 300 15.00$ 4,500.00$ 106,800.00$ 125Truncated Domes SF 160 20.00$ 3,200.00$ 64 20.00$ 1,280.00$ 160 20.00$ 3,200.00$ 160 20.00$ 3,200.00$ 160 20.00$ 3,200.00$ 160 20.00$ 3,200.00$ 88 20.00$ 1,760.00$ 32 20.00$ 640.00$ 0 20.00$ -$ 160 20.00$ 3,200.00$ 16 20.00$ 320.00$ 32 20.00$ 640.00$ 23,840.00$ 126 Grass Seeding and Fertilizer SY 5,720 2.25$ 12,870.00$ 11,300 2.25$ 25,425.00$ 4,000 2.25$ 9,000.00$ 11,400 2.25$ 25,650.00$ 3,100 2.25$ 6,975.00$ 4,100 2.25$ 9,225.00$ 4,500 2.25$ 10,125.00$ 100 2.25$ 225.00$ 874 2.25$ 1,966.50$ 3,650 2.25$ 8,212.50$ 600 2.25$ 1,350.00$ 4,667 2.25$ 10,500.75$ 121,524.75$ 127 Landscaping/Street Trees LS 1 15,000.00$ 15,000.00$ 1 20,000.00$ 20,000.00$ 1 15,000.00$ 15,000.00$ 1 20,000.00$ 20,000.00$ 1 15,000.00$ 15,000.00$ 1 15,000.00$ 15,000.00$ 1 20,000.00$ 20,000.00$ 0 200.00$ -$ 0 200.00$ -$ 1 15,000.00$ 15,000.00$ 1 2,000.00$ 2,000.00$ 150 200.00$ 30,000.00$ 167,000.00$ 128 New Sign on New PostEA25 500.00$ 12,500.00$ 30 500.00$ 15,000.00$ 25 500.00$ 12,500.00$ 30 500.00$ 15,000.00$ 25 500.00$ 12,500.00$ 25 500.00$ 12,500.00$ 20 500.00$ 10,000.00$ 1 500.00$ 500.00$ 0 500.00$ -$ 25 500.00$ 12,500.00$ 4 500.00$ 2,000.00$ 15 500.00$ 7,500.00$ 112,500.00$ 129 Remove or Relocate Existing Signs EA15 250.00$ 3,750.00$ 0 250.00$ -$ 12 250.00$ 3,000.00$ 20 250.00$ 5,000.00$ 12 250.00$ 3,000.00$ 20 250.00$ 5,000.00$ 20 250.00$ 5,000.00$ 1 250.00$ 250.00$ 6 250.00$ 1,500.00$ 20 250.00$ 5,000.00$ 4 250.00$ 1,000.00$ 25 250.00$ 6,250.00$ 38,750.00$ 130Thermoplastic StripingLF 9,000 10.00$ 90,000.00$ 8,000 10.00$ 80,000.00$ 6,100 10.00$ 61,000.00$ 4,752 10.00$ 47,520.00$ 5,000 10.00$ 50,000.00$ 6,460 10.00$ 64,600.00$ 12,760 10.00$ 127,600.00$ 850 10.00$ 8,500.00$ 2,270 10.00$ 22,700.00$ 5,750 10.00$ 57,500.00$ 3,320 10.00$ 33,200.00$ 17,800 10.00$ 178,000.00$ 820,620.00$ 131Thermoplastic Words & Symbols EA32 350.00$ 11,200.00$ 16 350.00$ 5,600.00$ 32 350.00$ 11,200.00$ 16 350.00$ 5,600.00$ 32 350.00$ 11,200.00$ 32 350.00$ 11,200.00$ 30 350.00$ 10,500.00$ 8 350.00$ 2,800.00$ 6 350.00$ 2,100.00$ 32 350.00$ 11,200.00$ 20 350.00$ 7,000.00$ 42 350.00$ 14,700.00$ 104,300.00$ 132 Street Lights EA8 7,000.00$ 56,000.00$ 14 7,000.00$ 98,000.00$ 8 7,000.00$ 56,000.00$ 14 7,000.00$ 98,000.00$ 8 7,000.00$ 56,000.00$ 8 7,000.00$ 56,000.00$ 10 7,000.00$ 70,000.00$ 3 7,000.00$ 21,000.00$ 6 7,000.00$ 42,000.00$ 10 7,000.00$ 70,000.00$ 4 7,000.00$ 28,000.00$ 11 7,000.00$ 77,000.00$ 728,000.00$ 133 Connect to Existing Storm DrainEA1 1,500.00$ 1,500.00$ 1 1,500.00$ 1,500.00$ 1 1,500.00$ 1,500.00$ 2 1,500.00$ 3,000.00$ 1 1,500.00$ 1,500.00$ 0 1,500.00$ -$ 2 1,500.00$ 3,000.00$ 1 1,500.00$ 1,500.00$ 1 1,500.00$ 1,500.00$ 1 1,500.00$ 1,500.00$ 1 1,500.00$ 1,500.00$ 3 1,500.00$ 4,500.00$ 22,500.00$ 134 Storm Drain Main (15-Inch to 36-Inch) LF 675 90.00$ 60,750.00$ 1,950 90.00$ 175,500.00$ 700 90.00$ 63,000.00$ 1,965 90.00$ 176,850.00$ 1,340 90.00$ 120,600.00$ 50 90.00$ 4,500.00$ 1,750 90.00$ 157,500.00$ 50 90.00$ 4,500.00$ 800 90.00$ 72,000.00$ 0 90.00$ -$ 0 90.00$ -$ 3,000 90.00$ 270,000.00$ 1,105,200.00$ 135 12-Inch Storm Drain Inlet Pipe LF 400 50.00$ 20,000.00$ 1,000 50.00$ 50,000.00$ 400 50.00$ 20,000.00$ 1,000 50.00$ 50,000.00$ 400 50.00$ 20,000.00$ 400 50.00$ 20,000.00$ 900 50.00$ 45,000.00$ 225 50.00$ 11,250.00$ 250 50.00$ 12,500.00$ 400 50.00$ 20,000.00$ 220 50.00$ 11,000.00$ 725 50.00$ 36,250.00$ 316,000.00$ 136 New Curb Inlet EA4 3,500.00$ 14,000.00$ 20 3,500.00$ 70,000.00$ 4 3,500.00$ 14,000.00$ 20 3,500.00$ 70,000.00$ 4 3,500.00$ 14,000.00$ 4 3,500.00$ 14,000.00$ 18 3,500.00$ 63,000.00$ 3 3,500.00$ 10,500.00$ 6 3,500.00$ 21,000.00$ 4 3,500.00$ 14,000.00$ 2 3,500.00$ 7,000.00$ 29 3,500.00$ 101,500.00$ 413,000.00$ 137 Storm Drain Manhole EA3 4,000.00$ 12,000.00$ 10 4,000.00$ 40,000.00$ 3 4,000.00$ 12,000.00$ 10 4,000.00$ 40,000.00$ 3 4,000.00$ 12,000.00$ 3 4,000.00$ 12,000.00$ 9 4,000.00$ 36,000.00$ 1 4,000.00$ 4,000.00$ 2 4,000.00$ 8,000.00$ 3 4,000.00$ 12,000.00$ 1 4,000.00$ 4,000.00$ 17 4,000.00$ 68,000.00$ 260,000.00$ 138 Private Utilities Relocation LS 0 -$ -$ 0 -$ -$ 0 -$ -$ 0 -$ -$ 0 -$ -$ 0 -$ -$ 0 -$ -$ 0 -$ -$ 0 -$ -$ 0 -$ -$ 0 -$ -$ 0 -$ -$ -$ 139 Detention Ponds CY 1,500 15.00$ 22,500.00$ 2,150 15.00$ 32,250.00$ 0 15.00$ -$ 0 15.00$ -$ 0 15.00$ -$ 500 15.00$ 7,500.00$ 500 15.00$ 7,500.00$ 0 15.00$ -$ 500 15.00$ 7,500.00$ 190 15.00$ 2,850.00$ 0 15.00$ -$ 3,000 15.00$ 45,000.00$ 125,100.00$ 140 Outfall Structures and Piping EA1 25,000.00$ 25,000.00$ 1 25,000.00$ 25,000.00$ 0 25,000.00$ -$ 0 25,000.00$ -$ 0 25,000.00$ -$ 1 25,000.00$ 25,000.00$ 1 25,000.00$ 25,000.00$ 0 25,000.00$ -$ 1 25,000.00$ 25,000.00$ 1 25,000.00$ 25,000.00$ 0 25,000.00$ -$ 3 25,000.00$ 75,000.00$ 225,000.00$ 141 Water/Sewer/Storm Adjustments LS 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 60,000.00$ 142Traffic Signal Improvements LS 0 -$ -$ 0 -$ -$ 0 -$ -$ 0 -$ -$ 0 -$ -$ 0 -$ -$ 0 -$ -$ 1 140,300.00$ 140,300.00$ 0 -$ -$ 0 -$ -$ 1 165,300.00$ 165,300.00$ 0 -$ -$ 305,600.00$ 143 Roundabout Hawk Signals EA8 22,000.00$ 176,000.00$ 0 22,000.00$ -$ 8 22,000.00$ 176,000.00$ 0 22,000.00$ -$ 8 22,000.00$ 176,000.00$ 8 22,000.00$ 176,000.00$ 0 22,000.00$ -$ 0 22,000.00$ -$ 0 22,000.00$ -$ 8 22,000.00$ 176,000.00$ 0 22,000.00$ -$ 0 22,000.00$ -$ 880,000.00$ Subtotal1,799,516.05$ 2,005,132.49$ 1,411,971.98$ 1,447,780.05$ 1,355,005.80$ 1,308,146.54$ 1,562,642.87$ 403,958.59$ 588,511.37$ 1,333,668.75$ 509,314.70$ 1,685,254.14$ 15,410,903.34$ 15% Design & CA 269,927.41$ 300,769.87$ 211,795.80$ 217,167.01$ 203,250.87$ 196,221.98$ 234,396.43$ 60,593.79$ 88,276.71$ 200,050.31$ 76,397.20$ 252,788.12$ 2,311,635.50$ 15% Construction Contingency269,927.41$ 300,769.87$ 211,795.80$ 217,167.01$ 203,250.87$ 196,221.98$ 234,396.43$ 60,593.79$ 88,276.71$ 200,050.31$ 76,397.20$ 252,788.12$ 2,311,635.50$ Subtotal Plus Contingency2,339,370.87$ 2,606,672.23$ 1,835,563.58$ 1,882,114.06$ 1,761,507.54$ 1,700,590.51$ 2,031,435.73$ 525,146.17$ 765,064.78$ 1,733,769.38$ 662,109.11$ 2,190,830.38$ 20,034,174.34$ Roundabout Signal 7th to RouseRoundabout AlternativeRoundabout 27th to 19th Signal 19th to 15thOak & 7th Oak StreetRoundabout Cottonwood to Ferguson Roundabout Ferguson to Davis RoundaboutOak & 27th Oak Street Oak & 19th Oak Street Oak & 11thOak Street Oak & Ferguson Oak Street Oak & DavisRoundabout AlternativeItem No. Description UnitOak & Cottonwood
Oak Street Improvements - Preliminary Opinion of Probable CostTotal CostQuantity Unit Price Subtotal Quantity Unit Price Subtotal Quantity Unit Price Subtotal Quantity Unit Price Subtotal Quantity Unit Price Subtotal Quantity Unit Price Subtotal Quantity Unit Price Subtotal Quantity Unit Price Subtotal Quantity Unit Price Subtotal Quantity Unit Price Subtotal Quantity Unit Price Subtotal Quantity Unit Price Subtotal101 Mobilization/DemobilizationLS 1 184,565.75$ 184,565.75$ 1 205,654.61$ 205,654.61$ 1 106,140.55$ 106,140.55$ 1 148,490.26$ 148,490.26$ 1 130,252.40$ 130,252.40$ 1 48,183.77$ 48,183.77$ 1 160,271.06$ 160,271.06$ 1 41,431.65$ 41,431.65$ 1 60,360.14$ 60,360.14$ 1 58,600.07$ 58,600.07$ 1 52,237.41$ 52,237.41$ 1 172,846.58$ 172,846.58$ 1,369,034.25$ 102Taxes, Bonds, Insurance LS 1 76,902.40$ 76,902.40$ 1 85,689.42$ 85,689.42$ 1 44,225.23$ 44,225.23$ 1 61,870.94$ 61,870.94$ 1 54,271.83$ 54,271.83$ 1 20,076.57$ 20,076.57$ 1 66,779.61$ 66,779.61$ 1 17,263.19$ 17,263.19$ 1 25,150.06$ 25,150.06$ 1 24,416.70$ 24,416.70$ 1 21,765.59$ 21,765.59$ 1 72,019.41$ 72,019.41$ 570,430.94$ 103Traffic Control LS 1 73,240.38$ 73,240.38$ 1 81,608.97$ 81,608.97$ 1 42,119.27$ 42,119.27$ 1 58,924.71$ 58,924.71$ 1 51,687.46$ 51,687.46$ 1 19,120.54$ 19,120.54$ 1 63,599.63$ 63,599.63$ 1 45,034.40$ 45,034.40$ 1 23,952.44$ 23,952.44$ 1 23,254.00$ 23,254.00$ 1 56,779.79$ 56,779.79$ 1 68,589.91$ 68,589.91$ 607,911.49$ 104 Stormwater Management and Erosion Control LS 1 14,503.04$ 14,503.04$ 1 16,160.19$ 16,160.19$ 1 8,340.45$ 8,340.45$ 1 11,668.26$ 11,668.26$ 1 10,235.14$ 10,235.14$ 1 3,786.25$ 3,786.25$ 1 12,593.99$ 12,593.99$ 1 2,972.57$ 2,972.57$ 1 4,743.06$ 4,743.06$ 1 4,604.75$ 4,604.75$ 1 3,747.84$ 3,747.84$ 1 13,582.16$ 13,582.16$ 106,937.70$ 105 Clearing and Grubbing LS 1 2,866.21$ 2,866.21$ 1 3,193.71$ 3,193.71$ 1 1,648.31$ 1,648.31$ 1 2,305.98$ 2,305.98$ 1 2,022.76$ 2,022.76$ 1 748.27$ 748.27$ 1 2,488.93$ 2,488.93$ 1 587.46$ 587.46$ 1 937.36$ 937.36$ 1 910.03$ 910.03$ 1 740.68$ 740.68$ 1 2,684.22$ 2,684.22$ 21,133.93$ 106 Dewatering LS 1 14,331.07$ 14,331.07$ 1 15,968.57$ 15,968.57$ 1 8,241.55$ 8,241.55$ 1 11,529.90$ 11,529.90$ 1 10,113.78$ 10,113.78$ 1 3,741.35$ 3,741.35$ 1 12,444.65$ 12,444.65$ 1 2,937.32$ 2,937.32$ 1 4,686.82$ 4,686.82$ 1 4,550.15$ 4,550.15$ 1 3,703.40$ 3,703.40$ 1 13,421.11$ 13,421.11$ 105,669.66$ 107Topsoil Stripping and Stockpile LS 1 2,000.00$ 2,000.00$ 1 4,000.00$ 4,000.00$ 1 2,000.00$ 2,000.00$ 1 4,000.00$ 4,000.00$ 0 2,000.00$ -$ 0 2,000.00$ -$ 1 1,000.00$ 1,000.00$ 1 2,000.00$ 2,000.00$ 1 2,000.00$ 2,000.00$ 1 1,000.00$ 1,000.00$ 1 2,000.00$ 2,000.00$ 1 4,000.00$ 4,000.00$ 24,000.00$ 108 Unclassified Excavation CY 4,930 7.00$ 34,510.00$ 6,000 7.00$ 42,000.00$ 1,900 7.00$ 13,300.00$ 3,600 7.00$ 25,200.00$ 2,520 7.00$ 17,640.00$ 0 7.00$ -$ 3,600 7.00$ 25,200.00$ 500 7.00$ 3,500.00$ 1,300 7.00$ 9,100.00$ 580 7.00$ 4,060.00$ 600 7.00$ 4,200.00$ 2,150 7.00$ 15,050.00$ 193,760.00$ 109 Subexcavation CY 5,550 12.00$ 66,600.00$ 6,500 12.00$ 78,000.00$ 1,900 12.00$ 22,800.00$ 3,600 12.00$ 43,200.00$ 2,660 12.00$ 31,920.00$ 0 12.00$ -$ 3,250 12.00$ 39,000.00$ 460 12.00$ 5,520.00$ 1,100 12.00$ 13,200.00$ 500 12.00$ 6,000.00$ 535 12.00$ 6,420.00$ 1,910 12.00$ 22,920.00$ 335,580.00$ 110 Sawcut Existing AsphaltLF 60 1.00$ 60.00$ 0 1.00$ -$ 350 1.00$ 350.00$ 160 1.00$ 160.00$ 1,000 1.00$ 1,000.00$ 415 1.00$ 415.00$ 4,050 1.00$ 4,050.00$ 362 1.00$ 362.00$ 1,211 1.00$ 1,211.00$ 90 1.00$ 90.00$ 590 1.00$ 590.00$ 5,290 1.00$ 5,290.00$ 13,578.00$ 111 Remove Existing AsphaltSY 1,700 12.00$ 20,400.00$ 0 12.00$ -$ 80 12.00$ 960.00$ 730 12.00$ 8,760.00$ 1,070 12.00$ 12,840.00$ 185 12.00$ 2,220.00$ 1,800 12.00$ 21,600.00$ 80 12.00$ 960.00$ 2,206 12.00$ 26,472.00$ 790 12.00$ 9,480.00$ 260 12.00$ 3,120.00$ 250 12.00$ 3,000.00$ 109,812.00$ 112 Remove Curb and Gutter LF 460 5.00$ 2,300.00$ 0 5.00$ -$ 350 5.00$ 1,750.00$ 100 5.00$ 500.00$ 1,160 5.00$ 5,800.00$ 350 5.00$ 1,750.00$ 3,650 5.00$ 18,250.00$ 362 5.00$ 1,810.00$ 0 5.00$ -$ 40 5.00$ 200.00$ 585 5.00$ 2,925.00$ 400 5.00$ 2,000.00$ 37,285.00$ 113 Remove Sidewalk SY 85 12.00$ 1,020.00$ 0 12.00$ -$ 20 12.00$ 240.00$ 0 12.00$ -$ 100 12.00$ 1,200.00$ 50 12.00$ 600.00$ 1,650 12.00$ 19,800.00$ 270 12.00$ 3,240.00$ 0 12.00$ -$ 50 12.00$ 600.00$ 270 12.00$ 3,240.00$ 250 12.00$ 3,000.00$ 32,940.00$ 114 Imported Fill CY 5,550 25.00$ 138,750.00$ 6,500 25.00$ 162,500.00$ 1,900 25.00$ 47,500.00$ 3,600 25.00$ 90,000.00$ 2,660 25.00$ 66,500.00$ 0 25.00$ -$ 3,250 25.00$ 81,250.00$ 460 25.00$ 11,500.00$ 1,100 25.00$ 27,500.00$ 500 25.00$ 12,500.00$ 535 25.00$ 13,375.00$ 1,910 25.00$ 47,750.00$ 699,125.00$ 115 1 1/2-inch Minus Crushed Base Course CY 3,700 26.00$ 96,200.00$ 4,300 26.00$ 111,800.00$ 4,745 26.00$ 123,370.00$ 2,800 26.00$ 72,800.00$ 1,920 26.00$ 49,920.00$ 200 26.00$ 5,200.00$ 2,880 26.00$ 74,880.00$ 400 26.00$ 10,400.00$ 1,050 26.00$ 27,300.00$ 470 26.00$ 12,220.00$ 475 26.00$ 12,350.00$ 1,700 26.00$ 44,200.00$ 640,640.00$ 116 Geotextile Fabric (Street Base) SY 11,088 2.00$ 22,176.00$ 13,000 2.00$ 26,000.00$ 3,800 2.00$ 7,600.00$ 7,025 2.00$ 14,050.00$ 5,320 2.00$ 10,640.00$ 460 2.00$ 920.00$ 6,500 2.00$ 13,000.00$ 920 2.00$ 1,840.00$ 2,206 2.00$ 4,412.00$ 1,000 2.00$ 2,000.00$ 1,070 2.00$ 2,140.00$ 3,820 2.00$ 7,640.00$ 112,418.00$ 117 4-inch Asphalt Pavement (2 lifts) SY 11,088 20.00$ 221,753.20$ 13,000 20.00$ 260,000.00$ 3,800 20.00$ 76,000.00$ 7,025 20.00$ 140,500.00$ 5,320 20.00$ 106,400.00$ 460 20.00$ 9,200.00$ 6,500 20.00$ 130,000.00$ 920 20.00$ 18,400.00$ 2,206 20.00$ 44,120.00$ 1,000 20.00$ 20,000.00$ 1,070 20.00$ 21,400.00$ 3,820 20.00$ 76,400.00$ 1,124,173.20$ 118 Curb and Gutter LF 6,562 15.00$ 98,430.00$ 7,750 15.00$ 116,250.00$ 2,200 15.00$ 33,000.00$ 4,350 15.00$ 65,250.00$ 2,065 15.00$ 30,975.00$ 115 15.00$ 1,725.00$ 3,650 15.00$ 54,750.00$ 325 15.00$ 4,875.00$ 1,200 15.00$ 18,000.00$ 730 15.00$ 10,950.00$ 563 15.00$ 8,445.00$ 5,090 15.00$ 76,350.00$ 519,000.00$ 119 Curb Return Fillet SF 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 2,000 9.00$ 18,000.00$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 400 9.00$ 3,600.00$ 21,600.00$ 120 Concrete Valley Gutter SF 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 800 9.00$ 7,200.00$ 0 9.00$ -$ 0 9.00$ -$ 1,000 9.00$ 9,000.00$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 200 9.00$ 1,800.00$ 18,000.00$ 121 Concrete Drive Approach SF 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 0 9.00$ -$ 185 9.00$ 1,665.00$ 850 9.00$ 7,650.00$ 9,315.00$ 122 Sidewalk SF 20,273 6.00$ 121,638.00$ 23,292 6.00$ 139,752.00$ 7,580 6.00$ 45,480.00$ 14,425 6.00$ 86,550.00$ 6,080 6.00$ 36,480.00$ 800 6.00$ 4,800.00$ 20,200 6.00$ 121,200.00$ 2,060 6.00$ 12,360.00$ 12,100 6.00$ 72,600.00$ 3,000 6.00$ 18,000.00$ 3,000 6.00$ 18,000.00$ 14,520 6.00$ 87,120.00$ 763,980.00$ 123 Stamped Rollover Concrete SF 3,920 15.00$ 58,800.00$ 0 15.00$ -$ 0 15.00$ -$ 0 15.00$ -$ 0 15.00$ -$ 0 15.00$ -$ 0 15.00$ -$ 0 15.00$ -$ 0 15.00$ -$ 0 15.00$ -$ 0 15.00$ -$ 0 15.00$ -$ 58,800.00$ 124 ADA Ramps SF 480 15.00$ 7,200.00$ 800 15.00$ 12,000.00$ 480 15.00$ 7,200.00$ 2,000 15.00$ 30,000.00$ 480 15.00$ 7,200.00$ 480 15.00$ 7,200.00$ 1,100 15.00$ 16,500.00$ 400 15.00$ 6,000.00$ 0 15.00$ -$ 540 15.00$ 8,100.00$ 120 15.00$ 1,800.00$ 300 15.00$ 4,500.00$ 107,700.00$ 125Truncated Domes SF 160 20.00$ 3,200.00$ 64 20.00$ 1,280.00$ 64 20.00$ 1,280.00$ 160 20.00$ 3,200.00$ 64 20.00$ 1,280.00$ 64 20.00$ 1,280.00$ 88 20.00$ 1,760.00$ 32 20.00$ 640.00$ 0 20.00$ -$ 72 20.00$ 1,440.00$ 16 20.00$ 320.00$ 32 20.00$ 640.00$ 16,320.00$ 126 Grass Seeding and Fertilizer SY 5,720 2.25$ 12,870.00$ 11,300 2.25$ 25,425.00$ 4,300 2.25$ 9,675.00$ 11,400 2.25$ 25,650.00$ 2,970 2.25$ 6,682.50$ 500 2.25$ 1,125.00$ 4,500 2.25$ 10,125.00$ 100 2.25$ 225.00$ 874 2.25$ 1,966.50$ 500 2.25$ 1,125.00$ 600 2.25$ 1,350.00$ 4,667 2.25$ 10,500.75$ 106,719.75$ 127 Landscaping/Street Trees LS 1 15,000.00$ 15,000.00$ 1 20,000.00$ 20,000.00$ 1 5,000.00$ 5,000.00$ 1 20,000.00$ 20,000.00$ 1 5,000.00$ 5,000.00$ 0 200.00$ -$ 1 20,000.00$ 20,000.00$ 0 200.00$ -$ 0 200.00$ -$ 1 2,000.00$ 2,000.00$ 1 2,000.00$ 2,000.00$ 150 200.00$ 30,000.00$ 119,000.00$ 128 New Sign on New PostEA25 500.00$ 12,500.00$ 30 500.00$ 15,000.00$ 20 500.00$ 10,000.00$ 30 500.00$ 15,000.00$ 20 500.00$ 10,000.00$ 10 500.00$ 5,000.00$ 20 500.00$ 10,000.00$ 1 500.00$ 500.00$ 0 500.00$ -$ 20 500.00$ 10,000.00$ 4 500.00$ 2,000.00$ 15 500.00$ 7,500.00$ 97,500.00$ 129 Remove or Relocate Existing Signs EA15 250.00$ 3,750.00$ 0 250.00$ -$ 12 250.00$ 3,000.00$ 20 250.00$ 5,000.00$ 12 250.00$ 3,000.00$ 20 250.00$ 5,000.00$ 20 250.00$ 5,000.00$ 1 250.00$ 250.00$ 6 250.00$ 1,500.00$ 4 250.00$ 1,000.00$ 4 250.00$ 1,000.00$ 25 250.00$ 6,250.00$ 34,750.00$ 130Thermoplastic StripingLF 9,000 10.00$ 90,000.00$ 8,000 10.00$ 80,000.00$ 3,360 10.00$ 33,600.00$ 4,752 10.00$ 47,520.00$ 5,920 10.00$ 59,200.00$ 5,100 10.00$ 51,000.00$ 12,760 10.00$ 127,600.00$ 850 10.00$ 8,500.00$ 2,270 10.00$ 22,700.00$ 2,100 10.00$ 21,000.00$ 3,320 10.00$ 33,200.00$ 17,800 10.00$ 178,000.00$ 752,320.00$ 131Thermoplastic Words & Symbols EA32 350.00$ 11,200.00$ 16 350.00$ 5,600.00$ 21 350.00$ 7,350.00$ 16 350.00$ 5,600.00$ 32 350.00$ 11,200.00$ 30 350.00$ 10,500.00$ 30 350.00$ 10,500.00$ 8 350.00$ 2,800.00$ 6 350.00$ 2,100.00$ 24 350.00$ 8,400.00$ 20 350.00$ 7,000.00$ 42 350.00$ 14,700.00$ 96,950.00$ 132 Street Lights EA8 7,000.00$ 56,000.00$ 14 7,000.00$ 98,000.00$ 4 7,000.00$ 28,000.00$ 14 7,000.00$ 98,000.00$ 4 7,000.00$ 28,000.00$ 4 7,000.00$ 28,000.00$ 10 7,000.00$ 70,000.00$ 3 7,000.00$ 21,000.00$ 6 7,000.00$ 42,000.00$ 4 7,000.00$ 28,000.00$ 4 7,000.00$ 28,000.00$ 11 7,000.00$ 77,000.00$ 602,000.00$ 133 Connect to Existing Storm DrainEA1 1,500.00$ 1,500.00$ 1 1,500.00$ 1,500.00$ 1 1,500.00$ 1,500.00$ 2 1,500.00$ 3,000.00$ 1 1,500.00$ 1,500.00$ 0 1,500.00$ -$ 2 1,500.00$ 3,000.00$ 1 1,500.00$ 1,500.00$ 1 1,500.00$ 1,500.00$ 1 1,500.00$ 1,500.00$ 1 1,500.00$ 1,500.00$ 3 1,500.00$ 4,500.00$ 22,500.00$ 134 Storm Drain Main (15-Inch to 36-Inch) LF 675 90.00$ 60,750.00$ 1,950 90.00$ 175,500.00$ 700 90.00$ 63,000.00$ 1,965 90.00$ 176,850.00$ 1,250 90.00$ 112,500.00$ 0 90.00$ -$ 1,750 90.00$ 157,500.00$ 50 90.00$ 4,500.00$ 800 90.00$ 72,000.00$ 200 90.00$ 18,000.00$ 0 90.00$ -$ 3,000 90.00$ 270,000.00$ 1,110,600.00$ 135 12-Inch Storm Drain Inlet Pipe LF 400 50.00$ 20,000.00$ 1,000 50.00$ 50,000.00$ 100 50.00$ 5,000.00$ 1,000 50.00$ 50,000.00$ 280 50.00$ 14,000.00$ 0 50.00$ -$ 900 50.00$ 45,000.00$ 225 50.00$ 11,250.00$ 250 50.00$ 12,500.00$ 200 50.00$ 10,000.00$ 220 50.00$ 11,000.00$ 725 50.00$ 36,250.00$ 265,000.00$ 136 New Curb Inlet EA4 3,500.00$ 14,000.00$ 20 3,500.00$ 70,000.00$ 4 3,500.00$ 14,000.00$ 20 3,500.00$ 70,000.00$ 4 3,500.00$ 14,000.00$ 0 3,500.00$ -$ 18 3,500.00$ 63,000.00$ 3 3,500.00$ 10,500.00$ 6 3,500.00$ 21,000.00$ 2 3,500.00$ 7,000.00$ 2 3,500.00$ 7,000.00$ 29 3,500.00$ 101,500.00$ 392,000.00$ 137 Storm Drain Manhole EA3 4,000.00$ 12,000.00$ 10 4,000.00$ 40,000.00$ 1 4,000.00$ 4,000.00$ 10 4,000.00$ 40,000.00$ 1 4,000.00$ 4,000.00$ 0 4,000.00$ -$ 9 4,000.00$ 36,000.00$ 1 4,000.00$ 4,000.00$ 2 4,000.00$ 8,000.00$ 1 4,000.00$ 4,000.00$ 1 4,000.00$ 4,000.00$ 17 4,000.00$ 68,000.00$ 224,000.00$ 138 Private Utilities Relocation LS 0 -$ -$ 0 -$ -$ 1 31,500.00$ 31,500.00$ 0 -$ -$ 1 117,000.00$ 117,000.00$ 0 -$ -$ 0 -$ -$ 0 -$ -$ 0 -$ -$ 0 -$ -$ 0 -$ -$ 0 -$ -$ 148,500.00$ 139 Detention Ponds CY 1,500 15.00$ 22,500.00$ 2,150 15.00$ 32,250.00$ 0 15.00$ -$ 0 15.00$ -$ 0 15.00$ -$ 0 15.00$ -$ 500 15.00$ 7,500.00$ 0 15.00$ -$ 500 15.00$ 7,500.00$ 190 15.00$ 2,850.00$ 0 15.00$ -$ 3,000 15.00$ 45,000.00$ 117,600.00$ 140 Outfall Structures and Piping EA1 25,000.00$ 25,000.00$ 1 25,000.00$ 25,000.00$ 0 25,000.00$ -$ 0 25,000.00$ -$ 0 25,000.00$ -$ 0 25,000.00$ -$ 1 25,000.00$ 25,000.00$ 0 25,000.00$ -$ 1 25,000.00$ 25,000.00$ 1 25,000.00$ 25,000.00$ 0 25,000.00$ -$ 3 25,000.00$ 75,000.00$ 200,000.00$ 141 Water/Sewer/Storm Adjustments LS 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 1 5,000.00$ 5,000.00$ 60,000.00$ 142Traffic Signal Improvements LS 0 -$ -$ 0 -$ -$ 1 220,700.00$ 220,700.00$ 0 -$ -$ 1 240,500.00$ 240,500.00$ 1 233,200.00$ 233,200.00$ 0 -$ -$ 1 140,300.00$ 140,300.00$ 0 -$ -$ 1 203,500.00$ 203,500.00$ 1 165,300.00$ 165,300.00$ 0 -$ -$ 1,203,500.00$ 143 Roundabout Hawk Signals EA8 22,000.00$ 176,000.00$ 0 22,000.00$ -$ 0 22,000.00$ -$ 0 22,000.00$ -$ 0 22,000.00$ -$ 0 22,000.00$ -$ 0 22,000.00$ -$ 0 22,000.00$ -$ 0 22,000.00$ -$ 0 22,000.00$ -$ 0 22,000.00$ -$ 0 22,000.00$ -$ 176,000.00$ Subtotal1,799,516.05$ 2,005,132.49$ 1,034,870.35$ 1,447,780.05$ 1,269,960.86$ 469,791.75$ 1,562,642.87$ 403,958.59$ 588,511.37$ 571,350.70$ 509,314.70$ 1,685,254.14$ 13,348,083.91$ 15% Design & CA 269,927.41$ 300,769.87$ 155,230.55$ 217,167.01$ 190,494.13$ 70,468.76$ 234,396.43$ 60,593.79$ 88,276.71$ 85,702.60$ 76,397.20$ 252,788.12$ 2,002,212.59$ 15% Construction Contingency269,927.41$ 300,769.87$ 155,230.55$ 217,167.01$ 190,494.13$ 70,468.76$ 234,396.43$ 60,593.79$ 88,276.71$ 85,702.60$ 76,397.20$ 252,788.12$ 2,002,212.59$ Subtotal Plus Contingency2,339,370.87$ 2,606,672.23$ 1,345,331.46$ 1,882,114.06$ 1,650,949.11$ 610,729.27$ 2,031,435.73$ 525,146.17$ 765,064.78$ 742,755.91$ 662,109.11$ 2,190,830.38$ 17,352,509.08$ Preferred AlternativeSignal Signal 7th to RouseSignal Signal 27th to 19th Signal 19th to 15thOak & 11th Oak & 7th Oak StreetRoundabout Cottonwood to Ferguson Signal Ferguson to DavisOak & 27th Oak Street Oak & 19th Oak StreetOak Street Oak & Ferguson Oak Street Oak & DavisPreferred AlternativeItem No. Description UnitOak & Cottonwood