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04 - Traffic Impact Study - Laurel Glen Subdivision - Durston Corridor
LAUREL GLEN SUBDIVISION DURSTON ROAD CORRIDOR TRAFFIC IMPACT STUDY Prepared for HINESLEY DEVELOPMENT Prepared by MARVIN & ASSOCIATES 1260 S. 32"d Street West Billings, MT 59102 F • ROBERT R. - - v ; MARVIN � : 3 • w ' s U � r • � S ...••''� �% '�� • NAL //111111111��' July 21, 2004 P.T.O.E. #259 TABLE OF CONTENTS Page INTRODUCTION 1 SITE LOCATION & DESCRIPTION 2 EXISTING CONDITIONS 2 Streets & Intersections 2 Traffic Volumes 4 Travel Time & Speeds 6 Traffic Operations 6 TRIP GENERATION 8 TRIP DISTRIBUTION 13 TRAFFIC ASSIGNMENT 13 IMPACTS 15 Traffic Operations 15 IMPACT MITIGATION & RECOMMENDATIONS 23 APPENDIX A—TRAFFIC VOLUMES APPENDIX B — CAPACITY CALCULATIONS APPENDIX C —TRAFFIC SIGNAL &TURN LANE WARRANTS Marvin &Associates Page i LIST OF FIGURES Page FIGURE 1. Existing & Proposed Site Layout 3 FIGURE 2. Existing PM Peak Hour Corridor Traffic Movements 5 FIGURE 3. Trip Distribution Summary 14 FIGURE 4. Phase 1 Peak PM Hour Corridor Traffic Movements 16 FIGURE 5. Phases 1 & 2 Peak PM Hour Corridor Traffic Movements 17 FIGURE 6. Phases 1-3 Peak PM Hour Corridor Traffic Movements 18 FIGURE 7. Phases 14 Peak PM Hour Corridor Traffic Movements 19 Marvin &Associates Page ii LIST OF TABLES Page Table 1. Durston Road Existing Arterials Operations Summary 8 Table 2. Laurel Glen Phases 1, 2, 3 &4 Trip Generation Summary 9 Table 3. Laurel Glen Subdivision Commercial Development Land Use Categories 10 Table 4. Laurel Glen Trip Mode & Classification Summary 11 Table 5. Laurel Glen Individual Intersection Capacity Impact Summary 20 Table 6. Durston Road Phases 1, 2, 3 &4 Arterials Operations Summary 21 Marvin &Associates Page iii INTRODUCTION This report summarizes the findings of an update to Robert Peccia &Associates' preliminary traffic study titled Traffic Impact Analysis — Laurel Glen Development — Bozeman, MT(preliminary TIS). The preliminary TIS was prepared in February 2002 as per City of Bozeman regulations pertaining to land use developments, which have the potential to impact traffic operations on the surrounding roadway system. Phase 1 of the subdivision has already received plat approval and is currently under development. Phases 2-4 have not yet been approved, pending the investigation of potential impacts to the Durston Road corridor east of the subdivision. As such, Marvin & Associates was retained by Hinesley Development to provide the following TIS update regarding the development of Phases 24 of the Laurel Glen Subdivision. The primary purposes of this study were to determine what impacts to the Durston Road corridor could be attributed to the development of Phases 24 of the Laurel Glen Subdivision, and to then determine if those impacts would be substantial enough to degrade the arterial efficiency of Durston to below a level of service (LOS) "C". Having reviewed the proposed land use development plan and existing site conditions, Marvin & Associates collected a substantial amount of traffic data; completed an extensive analysis of existing conditions; addressed trip generation, trip distribution and traffic assignment; and evaluated capacity impacts that could result from the development of all four phases. Because the primary focus of this investigation was the evaluation of the Durston Road corridor, intersections external to the corridor were not included in the analysis. Operational analyses results for those intersections can be found in the original TIS. The study methodology and analysis procedures used in this study employed the most contemporary of analysis techniques, referencing only nationally accepted standards in the areas of site development and transportation impact Marvin &Associates Page 1 assessment. Recommendations made within this report are based upon those standards and the professional judgment of the author. SITE LOCATION &DESCRIPTION The Laurel Glen Subdivision is located to the north side of Durston Road, west of the Bozeman city limits. The property is bordered on the north by the projected future extension of Oak Street, on the south by Durston Road, and to the east and west by other development properties. The development plan for Laurel Glen (all phases) proposes a mixture of commercial and residential development including approximately 100 single- family housing units, 500 apartments, 300 condominiums or duplexes, and a variety of commercial establishments. Upon completion, access to the subdivision will initially be achieved by way of three new approaches to Durston Road. Westgate Avenue, Laurel Parkway, and Shadowglen Drive will each intersect with Durston Road along the southern boundary of the property. The future extension of Oak Street would provide additional external access to the subdivision. Figure 1, on the following page, illustrates the proposed layout of the Laurel Glen Subdivision, broken down by development phase, as well as the surrounding network of streets. EXISTING CONDITIONS Streets &Intersections Although various area streets and intersections could be affected to some extent by the development of Laurel Glen, this study's focus was the Durston Road corridor, east of the subdivision, terminating at the intersection of Durston with N. 19th Avenue. All of the existing intersections, from Westgate Avenue to N. 19th Marvin &Associates Page 2 OAK STREET — w a 1:t3 L4:3 2L: �r I kzj MS1 1::: wt all, E 101, all ►�1 �:yl`i:y-�t;i�l. iwi L&: to, tt Vri -lit a "WI I�� � �{F Y'r! ly1: 1011 tuot: .�...� _ .>cc 1C'3 w: t 14:3 \ 7 as:I (I >+l I 14i3 .�, of LU10 � tom•'; M`,',,'; `,°,'' 14;3 �4:! a ` ; "` L�71 ,Mt�t Of ^lo'. L°�• `u'� �wo'I 1..♦ 9 14:i Ali ,��•„-..` �� �1 17 y_ J M• n6h t�r t2L3 `PL7 b ! Si J ford 14i3 Pf '.mot. • F �i 1P I} �.! 1C 4%r §� 3� �� }�I `emu 4 •r �'. l�l, L4.3 t���t w.A1 u. P H C • �}I IS , yi ' `sS c rL 133: 19;4 L+: 1��tw' I MIr , . lot. wt} r ' pWCY to 1I '� •e-.-tarrrt�-rr L4 3 *� ar 2?RJtiYtrfY. T� y wn.a rre ' DURSTON RD, Figure 1. Existing & Proposed Site Layout Marvin & Associates Page 3 Avenue, have the potential to be impacted by development-generated traffic. In total, 28 existing intersections were included in the following analysis. Traffic Volumes Twenty-four hour automatic traffic counts were taken in April of 2004 along the Durston Road corridor. The counts provided hourly variations, which were used to determine peak hours and to provide base volumes for turning movement projections. Summaries of the counts can be found in Appendix "A" of this report. The highest hourly volumes were found to occur between 4:30 and 5:30 p.m. The resulting peak pm hour volume comprised approximately 8.5% of the average daily traffic (ADT) on Durston Road. Figure 2, on the following page, presents existing (2004) pm peak hour turning movement volumes at all of the intersections along the Durston Road study corridor. These peak hour volumes were calculated from turning movement counts taken on various days in March and April of 2004. Raw count data was adjusted according to factors for daily and monthly variations to represent existing design hour volumes. The turning movement volumes were then balanced along the corridor. Note that because the construction of Phase 1 has not yet been completed, there are currently no turning movement volumes at the intersections of Westgate Avenue, Laurel Parkway, and Shadowglen Drive with Durston Road. Pedestrian activity was found to be insubstantial at most of the project intersections and was therefore not indicated on the turning movement diagrams. Bicycle traffic was also counted during the manual counts and was found to be substantially less than 1% of all traffic. Heavy truck traffic along Durston Road was also found to be negligible. Marvin &Associates Page 4 I 2 3 34 30 5 a 27 6 2 / 4( 7 14 1 9 1 16 1 1t 17 —333 18 43 27 11 19 20 83 29 J U y jj _)j 51 �U 1 ` t-0 198— �--212 � I � 269- +—321 j � 294—+ — 28� � U�33 3a3—► —492 ,J �50 � � � 12 �46 40� 146 2 �—67 6 1 �✓ �7 } ,�4 1 �J �12 1 � ;3}4 �--�8 4� 15 339—� .�424 40 -41 40 41 40 4} 2 92—� 73 �� 261—� 315 284—r �--324 � � � r 11 66 50 6 118 1 6 } 16 3 55 4 54 1 10 31 I °MU UU LAUREL GLEN SUBDIVISION I From ❑ i i f Mg.l.Avenue C emo 1 l.Urol Parkway SFIed.W OEM � {.O tl011�I Y ` n• Q = 171aroLR.SI I L�._, __ ____ ___ _______ DURSiON RD. � DUMON RD. = DURSTON RD. _���! _ - _ 2 i G .,1 © 7 0 9 0 it 12 13 14 5 14 �/ 19 0 1 2 2 16 1 �8 • E S S o • E F 8 E Q is _ _ x 0 O Z t U U U U FIT rl Ul mUUU = 8 6 214 q 10 11 12 4 6 2 13 21 22 z9 2319 23 24 25 15 1 36 26 27 16 i 71 28 ./9720 � 130 10� 6 211—► 222 213 229 219— 239 4� U�10 260—+ r-296 —455 � � � 380 �462 389— +-470 354—� 19 21 10 15 11 U�39 422—r 507 13 20 234� U 126 14�90— rb1 1 �� �a 2 �� I. 12 2�� �3B 246— 671 2�� �20 72�� �22 326� �9434 6 3�- 6 3B5� �3A69 5�� �9 414-- -1191 220— 1084 8 1 4 1 a 2 32 2 t 14 1 2 19 44 '4 I 14 I 4 12 9 t 39I 59 2 6 16 1 12 2 16 S7 902 Marvin & Associates Page 5 Figure 2. Existing Pear PM Hour Corridor Traffic Movements Travel Time &Speeds Travel time and speed studies were conducted for the eastbound and westbound travel directions between Cottonwood Road and N. 19th Avenue during peak pm traffic periods. Study results indicated average travel speeds of 24.9 mph and 26.8 mph for eastbound and westbound, respectively. Travel speeds were consistent with the posted speed limit of 25 mph, even though free flow speeds during non-peak hours are substantially higher than 25 mph. Traffic Operation's PM peak hour capacity calculations were conducted for each of the 28 intersections along the Durston Road study corridor. A signalized intersection capacity calculation was performed for the intersection of Durston with N. 19th Avenue using the Sig/Cinema 2000 software package. The remaining unsignalized intersection capacities were evaluated using HCS 2000 software. Capacity calculations revealed that all intersection approaches and individual approach movements currently operate at or above an acceptable LOS "C" under pm peak hour conditions, with the exception of the southbound approach of N. 20th Street to Durston Road, which currently operates at a LOS "E". Inefficient operations at the southbound approach result from the intersection's close proximity to the N. 19th Avenue signalized intersection. During the peak pm traffic hour, eastbound queues at the N. 19th intersection back up to a point where they interfere with southbound left-turn and thru movements from the N. 20th approach. Because there is a substantial peak hour southbound left-turn demand on N. 20th, operational efficiency at the approach suffers during the peak hour. Northbound left and thru movements from N. 20th to Durston, and eastbound and westbound left turns onto N. 20th from Durston can also be interrupted, in effect creating a situation where right-in and right-out movements are the only feasible options at the intersection. Observations during the peak hour period indicate that capacity calculation results accurately represent actual Marvin &Associates. Page 6 conditions. Capacity calculation worksheets for existing and impacted conditions can be found in Appendix B of this report. An HCS arterial operations analysis was also conducted for the Durston Road corridor. The HCS Arterial Capacity method relies on a series of traffic signal calculation inputs for its analysis. Since there is only one traffic signal in the Durston Road study corridor, inputs to the model for this study required additional delay calculations for each of the unsignalized intersections. HCS software for unsignalized intersections calculates delay for left-turn traffic, but does not account for thru-traffic impeded by left or right-turning vehicles. Therefore, separate calculations were required to determine thru-traffic delay at each intersection. The calculations involved determining the probability of delay based on the number of turning (conflict) vehicles, the number of following vehicles, and the control delay determined in HCS capacity calculations. In addition to control delay, deceleration and acceleration delays were included in each calculation. Once thru-traffic delays were calculated, the figures were input to the HCS Arterial Capacity program. This particular analysis was conducted with the Durston Road corridor divided into two segments, due to the HCS restriction of a maximum of fifteen intersections per analysis segment. The western segment covered the stretch of Durston between the Westgate Avenue subdivision approach and the New Holland Drive intersection. The eastern segment included the stretch between New Holland Drive and N. 19th Avenue. Table 1, on the following page, presents the results of arterial operations analyses for both segments, for the eastbound and westbound travel directions. MOEs in Table 1 include LOS, average travel time, and average travel speed. Calculations were based upon criteria for a Class 3 arterial facility, although Durston Road would more closely approximate a Class 4 facility, due to its low travel speeds and numerous access points. Marvin &Associates Page 7 Table 1. Durston Road Existing Arterials Operations Summary EXISTING Corridor Segment LOS Time (s) Speed m h EB Westgate to New Holland B 268.1 29.4 New Holland to N. 19th C 160.8 19.9 WB lew est ate to New Holland C 139.6 23.0 Holland to N. 19th B 240.3 32.8 Calculation results showed that for eastbound travel, the western segment currently operates at a LOS "B" and exhibits an average travel speed of 29.4 mph. The eastern segment currently operates at a LOS "C", with a typical speed of 19.9 mph for the same eastbound traffic. In the westbound direction, the eastern segment also operates at a LOS "C", with an average travel speed of 23.0 mph. The western segment operates at a LOS "B" with an average speed of 32.8 mph. For a posted speed limit of 25 mph, existing operations along the Durston Road corridor are consistent with what is considered to be a desirable level. TRIP GENERATION Table 2 (next page) presents individual and cumulative trip generation estimates for respective Phases 1, 2, 3, and 4 of the prospective Laurel Glen Subdivision. The estimates are based upon the current development plan, which intends for the construction of a variety of residential and commercial-type structures. Trip generation rates and resulting trips are shown for the average weekday and the pm peak hour. The rates were taken from ITE's Trip Generation Report, 7rh Edition. Residential development independent variable unit values were determined through the interpretation of City of Bozeman zoning regulations as they apply to the current development plan. Trip generation report land use codes 210, 220, and 230, representing single family detached housing, apartments, and residential condominiums/townhouses, respectively, were used to predict generation rates for the proposed residential development structures. Marvin & Associates Page 8 Table 2. Laurel Glen Phases 1,2,3,&4 Trip Generation Summary Average Weekday Peak PM Hour Total Total W Land Use Number Units Rate Trips Rate Trips Enter Exit Phase 1 Code 210-Single Family Detached Housing 37 DUs 1" 417 2* 44 28 16 Code 220-Apartments 204 DUs 3* 1377 4* 130 85 45 Code 230-Residential Condominium/Townhouse 110 DUs 5* 697 6* 65 44 21 Code 710-General Office 12.5 1000 ft, 11.01 138 1.49 19 3 16 Code 720-Medical-Dental Office 5 1000 ftZ 36.13 181 3.72 19 5 14 Code 820-Shopping Center 25 1000 ft` 42.94 1074 3.75 94 45 49 Code 879-Craft Store 5 1000 ftz 56.55 283 6.21 31 14 17 Code 896-Video Rental Store 2.5 1000 ftZ 42.94 107 13.60 34 16 18 PHASE 1 TOTALS - 4274 - 436 240 196 Phase 2 Code 210-Single Family Detached Housing 12 DUs 1* 148 2* 16 10 6 Code 220-Apartments 140 DUs 3* 992 4* 95 62 33 Code 230-Residential Condominium/Townhouse 22 DUs 5* 177 6- 17 11 6 PHASE 2 TOTALS - 1317 - 128 83 45 PHASEI&,2TOTALS 6691 - 664, 323 241 Phase 3 Code 210-Single Family Detached Housing 38 DUs 1` 427 2* 45 29 16 Code 230-Residential Condominium/Townhouse 20 DUs 5* 164 6* 17 11 6 PHASE 3 TOTALS 591 62 40 22 PHASE 1,2,&3 TOTALS 6182 626 363 263 Phase 4 Code 220-Apartments 160 DUs 3* 1112 4* 106 69 37 Code 230-Residential Condominium/Townhouse 140 DUs 5* 855 W 80 54 26 PHASE 4 TOTALS - 1967 - 186 123 63 ALL PHASE TOTALS - 8149 - 812 486 326 '1 Ln(T)=0.92Ln0Q+271 '2 Ln(7)-0.90Ln(4+0.53 •3 T=6.01(A)+150.35 % T=0.55()Q+17.65 5 Ln(T)=0.85LnN+255 16 LnM=082LnN+0,32 Commercial development in the Laurel Glen Subdivision is intended to provide services primarily for residents of the subdivision. Land usage characteristics indicative of that intention were provided by the developer and independent variable unit values for trip generation were based upon typical values for land use categories representative of the provided land uses. ITE Trip Generation Report land use codes 710, 720, 820, 879, and 896, representing General Offices, Medical-Dental Offices, Shopping Centers, Craft Stores, and Video Rental Stores, respectively, were chosen to represent the specified land uses. The General Office, Medical-Dental Office, and Shopping Center land use categories were used to generate trip totals for several specific land uses that are not represented in Trip Generation Report, 7 h Edition. Specific land uses provided by the developer and the trip generation report land use categories chosen to represent them are shown in Table 3 (next page). Marvin &Associates Page 9 Table 3. Laurel Glen Subdivision Commercial Development Land Use Categories Trip;:Generation;;Report Land-Use-Category �p Projected Development Land Uses Lawyer Engineer Code 710- General Office Vetrinarian Insurance Accountant Code 720- Medical-Dental Office Dentist Chiropractor Dry Cleaner Coffee House/Donuts Tobacco Store Gift Shoppe Art Gallery Pet Grooming Code 820-Shopping Center Carry-out Pizza Boutique (2) Florist Photo Studio Hair Salon Ice Cream Parlor Candy Store ATM Outlet Code 879-Craft Store Craft Store Code 896-Video Rental Store Video Rental Phase 1 of the Laurel Glen Subdivision will include 100% of the commercial construction proposed, as well as a portion of the residential development. The remaining phases will include residential development only. The gross projected additional average weekday trips (AWT) figure for Phase 1 would be 4274. During the p.m. peak period, 436 total additional trips could be expected, with approximately 55% entering (240 trips) and 45% exiting (196 trips). For Phase 2, 1317 additional weekday trips could be expected, with 128 occurring during the pm peak hour, 65% of which would be entering (83), and 35% of which would be exiting (45). Phase 3 would generate an additional 591 weekday trips, with 40 entering trips (65%) and 22 exiting trips (35%) combining for a total of 62 trips. Phase 4 would introduce 1967 additional weekday trips, with 186 occurring during the pm peak. Of the Phase 4 pm peak hour trips generated, 66% (123) would be entering and 34% (63) would be exiting. In total, Phases 1, 2, 3 & 4 would generate 8149 gross additional trips during the average weekday, and 812 during a typical pm peak period. Of the 812, 60% (486) would be entering trips, and 40% (326) would be exiting trips. Not all of the additionally generated trips would be vehicular, nor would all of the trips result in new traffic on the street system. Thus, it is important to have a thorough knowledge of all types of trips in order to properly evaluate traffic Marvin &Associates Page 10 impacts. At this point, it can be assumed that transit would not play a substantial role in modal trip exchange and as such, few trips would likely be attributable to transit. A segment of new trips could however likely be attributed to pedestrians and bicycle traffic. Said modes of transportation would be significant primarily during the late spring, summer, and early fall months of the calendar year. For the purposes of this analysis, a conservative estimate of approximately 2% of all trips was used to account for transit, pedestrian, and bicycle traffic. Table 4 below presents average weekday and pm peak hour transit/pedestrian/bicycle trip estimates for each phase progression of the development, as well as internal capture and passerby trip approximations. Table 4. Laurel Glen Trip Mode&Classification Summary Time Period Total Ped/Bike Net Veh. IC Net Ext. Passerby Net New Trips Trips I Trips Trips Trips Trips Trl s Phase 1 Average Weekday 4274 85 4189 951 3238 89 3149 Peak PM Hour 436 9 427 107 320 10 310 Phases 1 &2 Average Weekday 5591 112 1 5479 1422 4057 89 3968 Peak PM Hour 564 11 553 159 394 10 384 Phases 1 2 &3 Average Weekday 6182 124 6058 1579 4479 89 4390 Peak PM Hour 626 13 613 177 436 10 426 Phases 1,2,3,&4 Average Weekday 8149 163 7986 2392 5594 89 5505 Peak PM Hour 812 16 796 268 528 10 518 Trip generation potential is further refined by determining the number of "nevV' external trips that would appear as vehicular traffic at external development access points. Because Phase 1 development would incorporate both residential and commercial land uses, trip interchange between complementary land uses would likely occur. It is common that for developments, which are built adjacent to complementary facilities, a portion of the trips to and from those facilities are captured internally. These trips are part of the total trip generation number, but do not have origins or destinations external to the development site, and as such, do not have an impact of the traffic network external to the development. Said trips are known as "Internal Capture Trips" (ICT). The ITE Trip Generation Handbook contains information regarding procedures for estimating ICTs. For Marvin &Associates Page 11 the Laurel Glen Subdivision, internal capture trip estimates were based upon the likely exchange between residential areas and each individual commercial land use. Because individual commercial land use categories exhibit differing rates of internal capture, each was evaluated separately. The categories of General Office, Medical-Dental Office, Shopping Center, Craft Store, and Video Rental Store were projected to account for ICT rates of 20%, 30%, 75%, 75%, and 90%, respectively. ICT estimates for each category were then combined and applied to each residential development phase. In result, approximately 25% (107 trips) of pm peak hour net vehicular trips would be captured internally with only Phase 1 completed. The increased residential population that would result from the completion of Phase 2 would cause an increase in the pm peak hour internal capture rate to approximately 29% (159 trips), where it would remain upon completion of Phase 3 (177 trips). Once all four phases are completed, the ICT rate would be 34% (268 trips). Table 4 on page 11 also presents the internal capture trip estimates for each cumulative phase progression. An additional consideration must be made for trips made by motorists with alternative primary destinations. Such diverted trips are known as "passerby trips" and must me removed from external trip generation projections prior to application to the traffic stream, because they do not represent new trips in the system. The ITE Trip Generation Report provides methods for estimating passerby trips for a variety of facilities. In this case, trips generated by various individual land uses within the commercial development would have the potential to attract passerby trips. However, because the Laurel Glen subdivision lies a substantial distance away from existing development and/or high-traffic travel corridors, the occurrence of passerby trips would be limited pending further area development. As such, for the purposes of this study, approximately 5% of trips generated by the aforementioned commercial land uses were deemed passerby trips. Table 4 on page 11 illustrates the estimates of average weekday and pm peak hour passerby trips for each Phase progression, as well as net "nevi' trip Marvin &Associates Page 12 totals, which are indicative of the actual number of additional trips that will be added into the existing traffic stream. TRIP DISTRIBUTION There are various methods available for determining the directional distribution of trips to and from site developments. For developments within a,large urbanized area, the task is best accomplished through the creation of a computerized transportation model of the urban street system, which includes the proposed development changes. When the creation of a model is not feasible, realistic estimates can be made by calculating the distribution of existing traffic volumes on the surrounding street system. Figure 3, on the following page, shows a graphical summary of the directional trip distribution based upon the existing traffic volume distribution. It was projected that approximately 3% of all net "new" external site-generated trips would originate from or be destined for the region west of Laurel Glen, along Durston Road, and the remaining 97% would be attributable to areas east of the project site. Moving east, toward Bozeman common, the percentage of trips attributable to Durston would lessen steadily as traffic was distributed amongst the densely arranged network of side streets and trip origins/destinations. Approximately 27% of the net "new" external trips generated by the Laurel Glen development would impact the intersection of Durston Road with N. 19th Avenue, which marks the end of study corridor. TRAFFIC ASSIGNMENT The assignment of site traffic to a development's street system and site access points is dependent upon several factors. Two such factors are external directional ' distribution and localized operational site conditions (i.e., the subdivision layout of streets), both of which were discussed in a previous section. Distribution proportions are used to provide traffic access demand estimates. The estimates represent traffic movements to and from the site that would occur if street operations and internal site circulation had no effect on the direction of Marvin &Associates Page 13 0 rim cit OR r- 'me Nr Nut N 8 a � S 00 N 1 � E coP \ 0 g y �1 D z IR LO J�co m Fin I�U •- H Nr NOtt10tY N �� O EO \ O •CL Im l CN •^■ N o i OY f1:W u.puaN 0 • 0 N e i. Om OOOMNOLLO)E E 0 •� \ o N Y. o M � O o O _ S 00 M Marvin & Associates Page 14 arrival or departure, other than in relation to the chosen access point. A traffic distribution model provides an unconstrained estimate of directional travel demand that can be further refined through the calculation of potential travel times within the sites and ingress and egress points. The combined calculation of demand and least time accessibility are then used to estimate likely movement volumes at each individual access point. Turning movements at each access point can then be calculated through the application of primary and passerby distributions to full development vehicular trip generation totals. In the case of the Laurel Glen Subdivision, the three aforementioned external access points would serve to distribute traffic to and from the development. The progressive construction of Phases 1 through 4 of the development would inherently affect the distribution of trips because of each phase's location relative to Durston Road and the three access points. Laurel Parkway, because of its central location, would serve as the primary access corridor for the vast majority of trips, regardless of the phase progression of development. Figures 4 through 7, on pages 16 through 19, illustrate the results of pm peak hour, site-generated trip assignment for each of the phasing progressions. IMPACTS Traffic Operations Table 4 on page 20 presents a summary of existing year (2004) capacity calculation results for all corridor intersections with and without site-generated traffic included in the analysis, broken down by each progression of development phase. MOEs again include average delay, level of service (LOS), and v/c ratio. Table 5 on page 21 presents additional arterial operations analyses results for the Durston Road corridor segments previously evaluated, with development- induced traffic included through each development phase progression. MOEs for Marvin &Associates Page 15 2 -- 4 5 6 4 e 4 7 14 15 1 17 1846 2711 19 2 y 8 6 130 p 0 11 27 1 9 1 t1 � Be 29 I I I 124— �--134 I I 2—! 0 252- —277 ` � 322--► �-'384 ` � 347— —395 � 434— �---550 I �✓ 4 Jam/ �� y 51 Jam/ J� JJ 103 30� L�33 Jam/ 3 3 0 0 53 i5 46 132� 732 b i � 7 4 1 72 1 15 57 50 15 �153 1 337— �--387 � 3 4�r � 71 4�� � 387-► —477 42-� �--44 47-� —53 177-► �-206 � � 175— �--.174 68-i-�.� � �146 2�� � 314— �-376 72 66 84 6 118 i 6 1 16 4 55 5 11 59 1 10 fo LAUREL GLEN SUBDIVISION o .n wt"gare A~— I _6T o die ' FIF Laurel Parkway Shadow Olen i "o < _ I �tr4 .,are,.11.51 _ _—_—_—_ DURSTON RD. DURSTON RD. Z DURSTON RD. _— 3 3 _l b © Jt 9 10 11 12 13 ♦ S 16 �q 1 18 19 0 7 4 1 2 o a p E g K °o a FIF] 8 7/ 2 14 9 10 11 12 s 6 2 13 21 22 31 2319 23 24 25 16 2D 36 26 27 17 7 n 2� 2"7I20130 it_J I4�b 264~ 286 266 293 272— —303 4 �� 313— —339 l ! 425-+ —511 434--+ —519 -) 1 8 10 -507 20� y`21 10 15 12 39 464-� —554 14� ��20 250- ��126 �+ 4D3- fJ ~ �-�65 1 �� 2�� l 12 2�� 38 219� �164 2�� �30 13� y2Z 328~ 9 83 7�� 3�� 432-► +-517 6 9 447- ► +�-536 286� r�1082 �� } 1r 1 4 1 8 2 32 1 1 2 ' 2 12 2 16 6�� } 3 15��� 11 } I 1 8 2 14 20 44 1 14 5 12 149 1 59 2 _ 6 16 1 12 2 10 16 57 802 Marvin & Associates Page 16 Figure 4. Phase 1 Peak PM Hour Corridor Traffic Movements 1 2 20 2 7 1I43 3 0 I0I 14D� �-163 5 12 2I7 6 4 j 4f 7 - - 14 1 19 15 16 1 11 17 11846 1 27 11 19 20 90 29 y 4 4 �+ 3 •_f ��0 262— 295 /` � 331-► �-402 4 � 356 --413 -)` � L� �3� —568 3-)J 4 J J �,77 �� 51 J J J J J ,03 30—J 33 �J --38 0 0 62 15 46 142-► w�50 6 1 7 4 1 12 1 37r- —46 4 15 58 50 43- -45 59- ► -76 20Z-► �-253 191 -202 73-� 146 Z 323- �--396 1 r` 34b- �--405 4�� r 395-y —493 90 66 1 16 3 55 } 1 10 94 6 118 1 b 5 31 59 ' I W""e0��J LAUREL GLEN SUBDIVISION I q 1N�ago*Avenue Laun1 �Y Slwd.w 6bn a a z chmel.n.sl L —_—_—_—_�__��—_—_�_. _—__ r yr a T DUR570N RD. DURSTON RD. = DURSTON RD. © 7 E 9 10 11 12 17 S 16 16 19 2 2 Y ®^ Y e Q L [ .L z 3 u0 Zn n rizr n n iunn 8 7 14 9 1® 11 12 .5 6 2 13 21 22 31 231I9 23 24 25 77d 20 3I6 26 27 17 7 n 28 250 72 130 11 ��6 273--► —8 04 275_ r- �11 281-� —2 � 10 322— •--377 411--� �522 21� � 4�21 432-� 10 5 441-► ~5 3 12_J I 4�39 47,— --567 �� � � �r� 252-� �Z93 1 2 y 308-► �---352 20 7 3 14 20 254 126 �6 �� r 4 1�+� /-16 2�� 13� r22 406— �997 �� I �� 6 l 1 I 439� 530 9 454— +--549 454— .-278 6 3 � 15 11 BC�TI i y 108 1 8 1 8 2 14 1 2 21 44 16 I 14 Z 12 2 16 } �` 5 12 10 7 15I2I 59 2 6 16 1 12 2 16 57 802 Marvin & Associates Page 17 Figure 5. Phrases 1 & 2 Perak PM Hour Corridor Traffic Movements 1 2 20 L 7 146 3 0 12 13 27 6 5 i 4 14 1g 27 19 2}} II °y � 7 1 41J �� 1 11 �� �v461t4I1 29 3 J- 5�j4 0Jj20 168y -180 16 J � 1 3� L�-1060 267— �-3605 1 ` I � 335-� —�2 1�� � 360--� �403 30- 1 33 446--- �-15g 58� 38 183 � 76 146 2 J�J 7 1 12 1 80� -475 4 50 q4 —45 59 76 205� �259 199—� +-218 �� t � �� � 327-- �--.406 �� � 350— —415 � � 5� � � �� /� 398— —502 99 66 } 16 4 55 1 10 99 6 118 6 31 59 LAUREL GLEN SUBDIVISION Ml�elgate Avenue i laurel Parkway Shadow We. I Dlamo.u"Dt < z t7wrelMN St 3I-; DURSTON RD. DURSTON RD. = DURSTON RD. t ---'-_---- Z-------3-; -=_ - - ,.4) S © 7 ! 9 0 Il 12 i t4 b 16 1 1R 1 t l� 1 i W e 0 a d = S d n n n n n n Fn I n � Fll 8 7 2 14 7 10 11 12 5 6 I2 13 21 ZZ 32 2319 23 24 ZS 77 20 26 27 18 �71 28 253720 I 130 11 t 6 278— 314 280--► 321 219— �-239 5 5 4 10 326-w —387 �531 � � � } 435— —533 444— �-541 1 11 � 1 � + g ,2 3g 20 21 21 70 15 72 aq 74-► ---575 14 20 255 126 257 ^-363 ' �� 2 2�� 311�� �162 2�� 13 22 428� �9505 7 2 3�� 446— �3538 6�� �9 415— �5„66 28- —7881 �.. ► } 1 B 1 4 1 g 2 32 2 t 14 21 44 7611 14 y 5 12 1t 5� R 159 2 602 Marvin & Associates Page 18 Figure 6. P::ases 1-3 Peak PM Hour Corridor Traffic Movements 2 20 2 7 17II5 3 0 14 169 217 5 14 2I7 6 ` / 4 7 14 1 I9 15 16i 1 11 17 1848 27 11 19 20 94 29 y 4 3�J U�0 280-# �-329 `U 4 348-► —436 `_j 37' 03 31 f-33 457-+ �-600 j- I ` I J J ��33 3 J 38 7�� 238 0 J 24 7 51 16 J .' 160-► �-784 6 1 7 1 4 1 12 39?-� 5 15 59 50 46- —45 59--► —76 234-+ �---314 �� � 219-► �-254 83 ,� ► 146 2�� � 340-� �.-430 �� � 363-+ —439 �� � 5,� � 71 �� r 408-� �-521 121 66 111 1 118 1 6 1 16 4 55 1 1 10 5 31 59 °gU UU LAUREL GLEN SUBDIVISION YV�gOate Aran.. i aDi monde ❑� _ � Launl Parkway Shadow Olen 4 Cti � a� C UMS"SI DURSTON RD. OURSTON RD. z DURSTON RD. , _—_— O S © T L. 9 10 11 t2 10 4 S 16 1 19 2 1 4 x E a I n z IC nnnnn z F n n nF-1 n I z 8 7 2 14 9 1© 11 12-5- 6 2 13 21 22 32 231I9 23 24 25 rs 20 36 26 27 IS 771 28 259/721I30 11 6 241--� 338 293 345 299— �-355 5 ��10 339 �-411 424-� 21 4 21 444� �10 1 453� 75 9 12 J ��39 74�J L�20 259�J Ua-126 -549 � 483 592 270� ��27 1' 8 2 12 2 38 i325-+ --386 2 20 13 22 418-► �-523 7 3 457- �-55i 6 �9 466� � -573 247— r-287 5 6 �� �� 1�� f �16 I �� 29 } 9 �� 12- 4 �� 6 } �3 �� 1 �► 15�� -11 88' `��,� } {�108 1 1 8 2 32 2 I 14 1 2 22 44 161I 14 1 la Z 5 1�2 101� 57 15881259 2 Marvin & Associates Page 19 Figure T. Phases 1-4 Peak PM Hour Corridor Traffic Movements Table 5, Laurel Glen Individual Intersection Capacity Impact Summary Intersection(wl Durston Road) EXIST+PHASE 1 EXIST+PHASES 1-2 EXIST+PHASES 1-J EXIST+PHASES i-4 ILOS vlc ratio Delay(s LOS vlc ratio belay(sj L.OS vlc ratio Dela sl LOS vlc ratio Delal Westgate Ave. SB LR A 0.01 9.0 A 1 0.03 9,2 A 0.03 92 A 1 0,03 9.2 EB LT A 0.00 7.3 A 0.00 7.4 A 0.00 1 7.4 A 0.00 7.4 Laurel Pkwy. SB 0.18 10.4 8 0.21 11.0 B 0.21 11.1 8 0.27 11.9 EB LT A 0.00 7.6 A 0.00 7.8 A 0.00 7.8 A 0.01 7.9 Shadowglen Dr. SB LR 8 0.02 11,9 8 0.03 1 .8 EB LT A 0.00 7.8 A 0.00 8.0 Cottonwood Rd. NB LR B 0.2 11.5 8 0.25 12.5 B 0.28 13.1 B 0.35 14.8 WB LT A 0.04 7.7 A 0.04 7.7 A 0.04 7.8 A 0.04 7.9 Flanders Mill Rd, SB LR B 0.06 11.0 8 0.07 11.3 B 0.07 11.5 B 0.08 12.0 EB LT A 0.01 7.7 A 0.01 7.8 A 0.01 7.8 A 0.01 7.9 NB LTR C 0.41 16.3 C 0.46 18.0 C 0.48 19.3 C 0.55 22.7 Ferguson Ave. SB LTR B 0.04 14.9 C 0,04 15.5 C 0.05 15.4 C 0.05 16.1 EB LTR A 0.00 7.5 A 0.00 7.5 A 0.00 7.5 A 0.00 7.6 WB LTR A 0.11 7.9 A 0.11 8.0 A 0.11 8.0 A 0.12 811 Mineral Ave. NB LR B 0.01 10.1 B 0.01 10.2 a 0.01 10.2 B 0.01 1 10.4 WB LT A 0.00 7.8 A 0.00 7.8 A 1 0.00 7.8 A 0.00 7.8 NB LTR B 1 0.02 10.8 1 B 0.02 10.9 8 0.02 11.0 B 0.02 11.2 Sanders Ave. SB LTR B 0,05 12.9 1 B 0.05 13.2 B 0.05 1 13.4 B 0.05 1 13,9 E LTRI A 0.21 7.8 A 0.01 7.9 A 0.01 7.9 A 0.01 8.0 WB LTR A 0,00 7.7 A 0.00 7.8 A 0.00 7.8 A 0.00 7.8 Flathead Ave. ND B 0.01 10.3 B 0.01 10.5 B 0.01 10.5 B 0.01 10.7 W-8 LT A 0.01 7.8 A 0.01 7.8 A 0.01 7.8 A 0.01 7.9 Teton Ave. N LR B 0.01 10.1 B 1 0.01 10.2 8 0.01 10.3 B 0.01 1 10.4 WB(LT) A 0.01 7.8 A 0.01 7.8 A 0.01 7.8 A 0.01 7.9 Yellowstone Ave. NB LR B 0.05 10.2 B 0,05 10.3 8 0.05 10.4 B 0.05 10.5 WB LT A 0.03 7.9 A 0.03 7.9 A 0.03 7.9 A 0.03 8.0 NB LTR 8 0.04 122 B 0.04 12.4 B 0.04 12.5 B 0.05 119 Meagher Ave. SB LTR B 1 0.03 13.6 B 0,03 14.0 B 0.03 14.2 B 0.03 14.7 EB LTR A 0.00 8.0 A 0.00 8.0 A 0.00 8.1 A 0.00 8.1 WB LTR A 0.01 7.9 A 0.01 1 7.9 A 0,01 7.9 A 0.01 8.0 Sheridan Ave. NB LR B 0.01 11.6 B 0.01 11.7 B 0.01 11.8 B 0.01 12.1 WB(LT) A 0.02 8.0 A 0.02 8.0 A 0.02 8.0 A 0.02 8.0 New Holland Dr, SB LR B 0.02 14A 8 0.03 14.4 8 0.03 14.6 C 0.03 15.1 EB(I-T) A 0.00 1 8.1 A 0.00 8.1 A 0.00 8.2 A 0.00 8.2 Valley Dr. NB LR B 0.03 10.5 B 0.03 10,6 B 0.03 10.6 B 0.03 101 WB LT A 0.00 7.9 A 0.00 8.0 A 0.00 8.0 A 0.00 8.0 SpringbrookAve. SB LR B 0.03 14.6 C 0.03 1510 C 0.03 15.2 C 0.03 15.8 ES LT A 0.00 8.1 A 0.00 8.2 A 1 0.00 8.2 A 0.00 8.3 Michael Grove Ave. NB LR B 0.10 11.5 B 0.10 11.6 B 0,10 11.7 B 0.10 11.9 WB LT A 0.09 8.3 A 0.09 8.3 A 0.09 8.3 A 0.09 8.4 NB LTR C 0.30 20.6 C 0,31 21.4 C 0.32 21.8 C 0.33 23.0 Hunter's Way SB LTR C 0.31 23.7 C Q33 25.0 D 0.33 25.7 D 0,36 27.2 EB LTR A 0.03 8.5 A 0,03 8.5 A 0.03 8.6 A 0.03 8.6 WB LTR A 0.06 8,3 A 0.06 8.3 A 0.06 8.3 A 0.06 8.4 GreenwayAve. NB LR B 0.02 11.9 B 0.02 12.0 B 0.02 12.0 B 0.02 12. WB LT A 0,01 8,3 A 0.01 8.3 A 0.01 8.3 A 0.01 8.4 N.27th Ave. SB LR C 0.29 17.2 C 0.30 17.7 C 0.31 17.9 C 0.33 18.7 EB LT A 0.06 8.7 A 0.06 &B A 0,06 8.8 A 0.06 8.9 Western Dr. NB LR B 0615 14,7 C 0,16 15.1 C 0.16 15.2 C 0.17 15.7 WB LT A 0.02 8.2 A 0.02 8.3 A 0.02 8.3 A 0.02 8.3 NB LTR C 0.18 22.2 C 0.19 23.3 C 0.19 23.6 C 0.20 24.8 N.25th Ave. SB LTR C 0,27 22.2 C 0.28 23.0 C 0.28 23.3 C 0.29 24.4 EB LTR A 0.02 8.5 A 0.07 8,6 A 0.02 8.7 A 0.02 8.6 WB LTR A 0,01 8.2 A 0.02 8.3 A 0.01 8.3 A 0.01 8.3 2400 Durston NB LR B 0-03 12.2 1 B 0.03 12.3 B 0.03 12.3 B 0.03 12.5 WB LT A 0,01 8.3 A 0.01 8.3 A 0.01 8.3 A 0.01 8.3 N.23rd Ave. NB(LR) B 0.03 12.1 B 0.03 12.2 B 0.03 122 B 0.04 12.4 WB LT A 0.01 8.3 A 0.01 8.3 A 0.01 8.3 A 0.01 8.3 NB LTR C 0.06 21 A C 0.07 22.0 C 0.07 22.1 C 0.07 1 22.9 N.22nd Ave. SB LTR D 0.32 27.5 D 0.33 28.5 D 1 0.33 29.0 D 0.35 1 30.3 EB LTR p 0.01 8.6 A 0.01 8,7 A 1 0.01 8.7 A 0.01 8.8 W6 LTR A 0.00 8.2 A 0.00 8.3 A 0.00 8.3 A 1 0.00 8.3 N.21stAve, NB LR B 0.04 14.2 B 0.04 14.4 B 0,04 14.5 B 1 0.04 14.8 WB LT A 0.01 8.4 A 0.01 8.4 A 0.01 8A A 0.01 8.4 NB LTR C 024 18.1 C 024 18.4 C 0.25 18.7 C 025 19.2 N.20th Ave. SB LTR F 0.57 50.0 F 0,59 53.3 F 0.60 55.1 F 0.63 $0.6 EB LTR A 0,01 8.7 A 0.01 8.7 A 0.01 8.7 A 0.01 8.8 WB LTR A 0.01 8.3 A 0,01 8.4 A 0.01 8.4 A 0.01 8.4 NB L C 0.70 24.1 C 0.71 25.0 C 0.71 25.4 C 0.74 27.1 NB TR C 037 27.7 C 0.77 27.7 C 0.77 27.7 C 0.77 27.7 SB L B 0.61 19.5 B 0.61 19.5 B 0.61 19.5 B 0.61 19.5 N. 191hAve. SB TR C 0,81 29.1 C 0.81 29.3 C 0.82 29.5 C 0.82 29.8 EB L C 0.78 25.9 C 0.80 28.7 C 0.81 2 ..6 C 0.84 33.3 EB TR C 0.56 24.0 C 0.57 24.1 C 0.57 24.2 C 0.58 24.4 AlB L B 0,29 14.0 B 0.29 14.0 B 0.29 14.1 8 0.30 14.1 WB TR C 0.69 27.5 C 0.70 28.0 C 071 28.2 C 0.72 28.8 Marvin & Associates Page 20 Table G.Durston Road Phases 1,2,3&4 Arterials Operations Summary PLUS PHASE 1 PLUS PHASES 1-2 PLUS PHASES 13 PLUS PHASES 1-4 Corridor Segment Time Speed Time Speed Time Speed Time Speed it LOS $ (mph) LOS s �h1 LOS s1 m h LOS s (-ph) Westgate to New Holland-EB B 268.4 29.4 B 268.6 29A B 1268.6 1 29.4 B 268.7 29.3 New Holland to N. 19th-EB C 161.0 19.9 C 161.2 19.9 C 161.3 19.9 C 161.5 19.8 N. 19th to New Holland-WB C 139.6 23.0 C 139.7 22.9 C 139.8 22.9 C 139.8 22.9 New Holland to Westgate-WB B 240.5 32.8 B 240.5 32.8 B 240.7 32.8 1 B 240.8 32.7 the arterial operations summary again consist of LOS, average travel time, and average travel speed. Calculation results showed that the addition of Laurel Glen Subdivision Phase 1 site-generated traffic would not bring about any substantial degradation in operational efficiency for any movements at any of the Durston Road intersections, with exception being the southbound approach of N. 22nd Avenue to Durston Road. The approach would realize a degradation in LOS from "C" to "D", as a result of Phase 1 development traffic. However, it is important to note that Phase 1 development impacts were accounted for through the original (Phase 1) TIS and are not relevant to this study, other than to show that the southbound approaches of N. 22nd Avenue already would operate at an inefficient LOS prior to the development of Phases 2-4. In other words, it is the addition of Phase 1 development traffic that will trigger LOS "D" operations at the N. 22nd Avenue intersection. The development of Phases 2-4 would not cause any further substantial degradation at the intersection. Note also that the already unacceptable operation of the southbound approach of N. 201h Avenue to Durston will degrade further to a LOS "F", upon the completion of Phase 1 development. The addition of Phase 1 development traffic would also have very little impact on arterial operations. LOS would remain unchanged from existing conditions, with slight reductions in overall travel time evident due to increases in traffic. The addition of Phase 2 development traffic would result in no substantial change in capacity for any of the study intersection approaches. The southbound Marvin & Associates Page 21 approach of N. 22"d Avenue to Durston Road would continue to operate at a LOS "D" without any substantial increase in delay from Phase 1 expected operations. Similarly, the southbound approach of N. 20th St. would continue to operate at a LOS "F". In terms of arterial operations, no discernible change in efficiency would be attributable to Phase 2 development traffic, with the exception of that for westbound traffic on the eastern corridor segment. That segment would realize a reduction in average travel speed of just 0.1 mph, to 22.9 mph, but would continue to operate at an acceptable LOS "C". The addition of traffic resulting from Phases 2 & 3 would have no additional impact on intersection operations, except for on the southbound approach of Hunter's Way to Durston Road, which would slip from a LOS "C" to "D". However, the corresponding control delay, which determines the level of service, would increase by a magnitude of only 0.7 seconds for each southbound approach vehicle, meaning that each of the 38 left and thru arriving southbound vehicles would be delayed by less than one second more as a result of additional traffic for a total of 27 additional seconds of delay during the entire pm peak hour for all southbound vehicles. Again, arterial operations would remain steady, with no substantial change in travel times or speeds, and no change in arterial LOS. The addition of Phase 4 development-induced traffic would not result in any additional substantial degradations in efficiency at any of the intersection approaches. The southbound approaches of N. 22"d St. and Hunter's Way would maintain a LOS "D". Similarly, the southbound approach of N. 20th would continue to operate at a LOS "F" throughout the development of phases 2-4. Arterial operations would not be substantially degraded either as a result of the addition of full development traffic. The western segment of Durston Road, from Westgate Avenue to New Holland Drive would operate at a LOS "B" in both travel directions. The remainder of the corridor, from New Holland Drive to N. 19th Marvin & Associates Page 22 Avenue, would operate at a LOS "C" for both travel directions, with or without the addition of Phases 2-4 development traffic. IMPACT MITIGATION & RECOMMENDATIONS The development of Phases 2, 3, & 4 of the Laurel Glen Subdivision would generate approximately 2356 additional net trips on the average weekday and 208 during the typical pm peak hour. Approximately 97% of those trips would likely be distributed eastward from the development by way of Durston Road. However, only 27% would likely reach the N. 19t" intersection. As such, traffic impacts on the Durston Road corridor would be minimal. Only the southbound approach of Hunter's Way to Durston Road would realize a substantial negative impact, falling from a LOS "C" to "D" with the addition of site-generated traffic from Phases 3 and 4 of the development. However, it is important to note that the LOS degradation is insignificant in terms of arterial corridor efficiency, which is the main focus of this study. In fact, for total development thru Phase 4, the southbound approach pm peak hour increase in delay would be just 2.2 seconds per vehicle, a difference that would be virtually indiscernible to the majority of motorists. The investigation of alternative means of addressing impacts at this intersection, such as the implementation of four-way stop control or the addition of auxiliary turn lanes for an impacted minor approach, would only result in additional delay, especially for vehicles on Durston. Although there would be no feasible resolution to the inefficiencies for the southbound Hunter's Way approach, nor for the southbound approach of N. 22"d Avenue, operations of the Durston Road corridor as a whole would not be negatively impacted by those inefficiencies. In the case of the southbound approach of N. 20t" Avenue to Durston, its close proximity to the signalized N. 19t" Avenue intersection hinders its intended Marvin &Associates Page 23 function. The only feasible solution may be to extend a raised median on the eastbound approach of Durston Road back through the N. 20th Avenue intersection. In effect, this would create a right-in/right-out type intersection, which would correct the intersection's inefficiency problem. However, demand for movements that were restricted would then be required to seek alternative routes. Operations at the new Laurel Parkway subdivision intersection will be acceptable regardless of the progression of development. However, there will be enough pm peak hour westbound right turns at the intersection to warrant consideration of an auxiliary right-turn bay at that location once Phase 1 of the development is completed. An MDT right-turn lane guidance worksheet can be found in Appendix C of this report. Arterial operations calculations indicate that the additional traffic that could be attributed to Phases 2, 3, & 4 of the Laurel Glen Subdivision would not be sufficient to reduce the Durston Road corridor's LOS below "C", which is the City of Bozeman's minimum standard. In fact, it appears that sufficient reserve capacity would remain along the study corridor to accommodate additional background traffic growth for the next several years. Although several minor approaches to Durston do currently and/or would post-development operate below a LOS "C", none of the impacts would negatively affect operations within the corridor itself. As such, it is concluded that Phases 2, 3, & 4 of the Laurel Glen Subdivision would not have a substantial negative impact on the Durston Road corridor in terms of arterial capacity. Finally, it should be noted that the proposed reconstruction of Durston Road, which would provide three vehicular traffic lanes total, as well as bicycle lanes in each direction, may actually impact the LOS on side streets to a greater extent Marvin &Associates Page 24 than the subsequent development of all phases of the Laurel Glen Subdivision. The increased width of Durston would require a longer critical gap for left-turn and crossing movements, thus reducing side street capacity and increasing delay. Marvin &Associates Page 25 APPENDIX A -TRAFFIC VOLUMES Durston Road - East of Yellowstone Avenue Eastbound Hour May 5,2004 May 6,2004 Avg. %of Begin Wed Thurs Weekday Weekday 1 11 11 0.3% 2 10 10 0.2% 3 3 3 0.1% 4 9 9 0.2% 5 62 62 1.4% 6 113 113 2.6% 7 260 260 6:1% 8 301 301 7.0% 9 248 248 5.8% 10 240 240 5.6% 11 248 248 5.8% 12 281 281 6.5% 13 265 265 6.2% 14 303 303 7.1% 15 327 327 7.6% 16 351 351 8.2% 17 363 363 8.5% 18 257 257 6.0% 19 216 216 5.0% 20 178 178 4.1% 21 119 119 2.8% 22 74 74 1.7% 23 34 34 0.8% 24 18 18 0.4% Total 1610 2681 4291 100% 9.0% - $:4• 7.0% .....................:.............. .._... .......... •r .........»....... :: q _ x. :::. ;. 5.0% . .....................^.......... :;. :yr.. ..� �. �r - �.-:••err• - �•. -_.' »...._...---.... :•`:''.k is ME 4.0% .............................. ...................... 00 h :I 2.0% Im • PIP ,:: .>s> i�Si :kZ. 3 {'-- err j yr, 'RL ,'•4. :%' �• '• ! ;''/,� • ° %.' ' {'••. ^, err "r 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 Durston Road - East of Yellowstone Avenue Westbound Hour May 5;2004 May 6,2004 Avg. %of Begin Wed Thurs Weekday Weekday 1 13 13 0.3% 2 7 7 0.2% 3 10 10 0.3% 4 7 7 0.2% 5 29 29 0.8% 6 109 109 2.9% 7 268 268 7.1% 8 296 296 7.8% 9 196 196 5.2% 10 230 230 6.1% 11 248 248 6.5% 12 255 255 6.7% 13 272 272 7.2% 14 230 230 6.1% 15 263 263 6.9% 16 295 295 7.8% 17 354 354 9.3% 18 270 270 7.1% 19 156 156 4.1% 20 121 121 3.2% 21 78 78 2.1% 22 50 50 1.3% 23 27 27 0.7% 24 17 17 0.4% Total 1368 2433 3801 100% 10.0% - 8.0% ..........................................-........................................ ....................................... F{: =; :we 7.0% _. .._..................... .. - - :. ................................. ?k M1•< F. :. x:. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 Durston Road - East of Yellowstone Avenue Both Directions Hour May 5, 2004 May 6,2004 Avg. %of Begin Wed Thurs Weekday Weekday 1 24 24 0.3% 2 17 17 0.2% 3 13 13 0.2% 4 16 16 0.2% 5 91 91 1.1% 6 222 222 2.7% 7 528 528 6.5% 8 597 597 7.4% 9 444 444 5.5% 10 470 470 5.8% 11 496 496 6.1% 12 536• 536 6.6% 13 537 537 6.6% 14 533 533 6.6% 15 590 590 7.3% 16 646 646 8.0% 17 717 717 8.9% 18 527 527 6.5% 19 372 372 4.6% 20 299 299 3.7% 21 197 197 2.4% 22 124 124 1.5% 23 61 61 0.8% 24 35 35 0.4% Total 2978 5114 8092 100% 10.0% -- 9.0°/D .............................................................................. •r 8.0°/D ................................................................................ . :i....................................... 7.0% X 6.0% ................................. '..vi.............- F f.J 'iY ...................... -n .0 1 - , •ram � :r. :;. ., '•'.•� ::S'{. •' i:� `%% ''��,,' 3 d�` 'r��• it •v 4 1- 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 APPENDIX B - CAPACITY CALCULATIONS 1.ODO 0.010 3001 / 1.NO 0,0 0 , .]• MCB2000: Urban streets Release 4.1d B 120.0 1.Otl0 0.000 1100 1 3.000 0.0 0 0.0• 0.0 A 9 120.0 1.. 0.000 1700 1 1.00n 1.0 0 O.0` 0.0 A Robert R. Marvin 10 12 0.0 1.000 0.000 1700 4 1.000 1,0 0 0.0• 0.0 A Neca1D{Aee0O3etse 11 120.0 1.000 0.000 1129 1 1.000 0.0 0 0.1` 0.0 A 1001 S. 24 th St. W M111 12 120.0 1.000 0.000 1]00 1 1.000 0.0 0 0.0• 0.0 A S. ngs. MT 59102 13 120.0 1.000 0.000 1088 4 1.000 0.0 0 0.0• 0.0 A 14 Phone: (406) 655-45SO Feu: (406) 655-4991 15 E-Mails mervin8enginc.tom VVE TIONAL ANALYSIS Arterial Level If 3-10a A.kaysts Clark Agen y/co.: Marvin 4 Associates iota r. Sum of Sum of Arterial Date Performed: 6/7/2004 Running rol. Other time by length by Arterial LOS by Analysts Tlme Pezlotl: PH Peek Houi Beg. sect. time delay delay section action speed section U tban Street: Uutston Road (sec) (sec) (sec) (sat) s(mi) (mph) Direction of Travel: East-bound Jurls die tion: Bo r amen 21.5 0.1• 0.0 S Analysis Year: Ex is Cl ng (2009) +Phases 1-3 2 2 21.4 0.0• 0.0 21.0 0.16 26.5 B Project ID: Laurel Glen TIS (Westgate to New Holland) 3 3 49.3 0.1' 0.0 44,4 0,43 34.9 A 4 4 34.9 0.4• 0.0 39.B 0.31 32.0 A Description of Arterial 5 5 39.9 a 2• 0.0 ..1 0.31 3212 A 6 6 7.0 0.0• 0.0 7.a 0,05 23.2 C Anelysls period length 0.25 hr 7 ] 7.0 0.3• 0.0 1.1 0.05 22./ e B 6 l.9 0.0• 0.0 ].B 0.01 23.2 C Length Urban Free 9 9 11.9 0.0• 0.0 11.9 O.OB 29.2 a of et to et flow Running 10 10 10.6 0.0• 0.0 10.6 0.O7 23.5 C Sag. Cross street name segment class speed time Section 11 11 16.9• 0.1• 0.0 17.0 0.12 25.4 B (mi) (mph) (sec) 12 12 11.9' 0.0• 0.0 11.9 O.Oa 24.2 B 13 13 30.8• 0.0• 0.6 10.a 0.26 30.4 A 0 Wee[gate 14 1 Laurel 0.22 3 35 27.5 I 15 2 Shadowglen O.lfi 3 ]5 21,4 3 CotConuood 0.43 3 35 49.3 ] 4 Fla nder's Mill 0.31 7 35 34./ 1 Total travel CS me (XI - 26a.0 5 Ferguson 0.31 3 35 11.1 1 Total length ly) - 2.19 miles 6 Mineral O.OS 3 35 Total travel speed. Be - 3600 x ly)/)x) - 29.4 mph 7 Sanders 0.05 3 35 7.B 7 Total urban street 105 (Exhibit 15-21 - B B Flathead 0.05 35 7.B 1 Intersection Filaa in the Analysis 9 Teton 0.00 3 35 11.9 9 Ys 30 Yellowstone 0.07 ) 35 10.fi 10 1: 11 Neegher D.12 3 35 16.9• I1 2 12 Sheridan 0.00 3 3S 11.9• I7 3: 13 New Holland 0.26 3 35 30.8• 13 9: 14 5: 15 6: 7: B: Intersection Delay tstlutes 9: 10: Seg Cycle Green v/c Lane PVG Arr. I Unit Init, Cntrl. Other Inter. 11: length ratio ratio cap. if type fat- ex t. queue delay delay LOS I2i C g/C % I Input AT tot (sac) (veh) (sec) (sec) 13: 14: 7 1 1 .0 0. A 15: 2 120.0 1.000 0.000 1700 4 1.000.0.0 0 0.0• 3 120.0 1.000 0.000 1700 4 1.000.0.0 0 0.1• 0.0 A 4 "1.0 1.001 0.010 1113 4 1.100 0.0 0 0.4• 0.0 A 5 120.0 1.000 0.000 1361 4 1'000 0.0 0 0,2• 0.0 A 6 120.0 1.000 0.000 1700 4 1.000 0.0 0 0.0• 0.0 A 7 120.0 1,000 0.000 1700 0.0 0 0.0• '0 .0 A HC32000: Urban Sheets Release 4.1d B 120.0 1.000 0.020 999 { 1.000 0,0 0 0.5' 0.D A 9 120.0 1.000 0.000 1700 4 1.000 0,0 0 0.0• 0.0 A Robert R. Marvin 10 120.0 1.000 0.000 1700 { 1.000 0.0 0 0.0' 0.0 A Me rvin 4 As sociatas 11 120.0 1.000 0.010 950 { 1.000 0,0 0 0.3• CO A 1001 S. 24th St. N X111 12 120.0 1.000 0.000 1700 { 1.000 0.0 0 0,0• 0.0 A Billings. MT 59102 13 120.0 1.000 0.010 952 ! 1.000 0.0 0 0.3• 0.0 A 14 a0.9 0.330 0.587 53a { 1.000 0.0 0 24.2• 0.0 C Phone: (406) 655-4550 Fax: (406) 655-4991 15 E-Mail: marvinBenglnc.com OP r.Ph7IOItAL ANALYS1s Arterial Level of Serwlra Ant ystt D.J. Clark Agency/Co.: Marvin 4 Associates Inter. Bum of Sum of Arterial Date Perfarmedt 1/1711004 Running on trol. Other Clme by length by Arterial LOS by Analysis Time Period: PM Psak Hour Seg. Sect. time delay delay eetion section speed section Urban Street: Duraton Road (sec) (sec) (sec) s(sac) alml) (mph) Direction of Travel: East-bound Juclsdlction: Bozeman /• C Analysis Year: Existing (2004) +Phases 1-3 2 2 11.5 0.0• 0.0 11.9 0.00 24,) B Project ID: Laurel Glen TIS (New Holland to N. 19th) 3 3 16.5 0.0• 0.0 16.9 0.12 25,$ B 4 4 9.2 0.7• 0.0 9.9 0,06 21.5 C Description of Arterial 5 5 13.2 0.0• 0.0 13.2 0.09 24.5 B 6 6 4.8 1.3• 0.0 6.1 0.03 17.5 D Analysis period length 0.25 hr 1 1 9.2 0.0• 0.0 9.2 0.06 23,5 C 0.5• 0.0 9.7 0.06 22.5 C Length Urban Free 9 9 9.2 0.0• 0.0 9.2 O.06 23.5 O of atxeet flow Running 30 30 13.2 0.0• 0.0 13.2 0.09 24.5 B Sag. Cross street name segment clasn speed time Section 11 11 IA 0.3• 0.0 8.1 0.05 22.4 C (ml) (mph) (sec) - 12 12 7.0 1.0• 0.0 7.0 0.05 11.2 C 13 13 7.5. 0.3• 0.0 B.1 0.05 22.4 C N{Y MO Is 14 14 9.2 24.2• 0.0 33.4 0.06 6.5 F 1 Valley Dr 0.03 3 35 4.B 1 15 2 springbrook 0.08 I 35 11.9 2 3 Michael Grove 1.12 3 35 1,.1 3 9 Nun to to Way 0.06 3 35 9.2 4 Total travel time (xl 161.3 ac 5 Greenway 0.09 3 35 ,13.2 5 TptaI length (y) D.B9 miles 6 N 27th 0,03 3 35 1.6 6 Total travel speed. 3a - 3100 x (y)/(x) 19.9 mph 7 Western 0.06 3 35 9.2 ] Total urban a[rent L05 (Exhibit 15-2) C B N 25th 0.06 3 35 9.2 B 9 2400 Durston 0.06 3 35 9.2 9 Intersection Files in the Analysis 10 N 23rd 1.09 3 35 13.2 30 1t 11 N 22nd 0.05 3 35 7.B 11 2t 12 N 21at 0.05 3 35 7.0 12 3. 13 N 201h 0.05 3 35 7.0 11 41 14 N 19th 0.06 3 35 1.2 14 SS 15 6t li Bt Intersection Delay Estimates 91 10: Seg Cycle Green v/c Lane PVG Air. I Unit Init. Cntrl. Other Inter. lit length ratio ratio cap. if type fat- ext. queue delay delay .5 12t C g/C % c Input AT Cor (see) (veh) (sec) (sec) 13t 14: 1 120.0 1.000 0.000 1 OD 4 1.D00 0.0 0 C.D. 0.0 A IS: 2 120.0 1.000 O.OOU 3075 ! 1,000.0.0 0 1.0• 0.0 A 7 120,0 1.000 0.000 1100 ! 1.100.11.0 0 0.0• 0.0 A ! 120.0 1.000 O.OJO 1002 ! 1.000 0.0 0 a., 0.1 A 5 120.0 1.000 0.000 1700 4 1.000 0.0 0 0.0• 0.0 A f 120.0 1.000 0.070 960 4 1.000 0.0 9 1.3• 0.0 A 120.0 1.000 0,020 1109 0 1.00D O.0 0 0.4• 0.0 A MCS2000: Urban Streets Raises, 4.1❑ B 120.0 1.000 0.000 1)00 i 1.000 0.0 0 0.0• 0.0 A 9 120.0 1."1 1."1 1011 4 1.o00 0.0 0 0,3• 0.0 A Robe[[ R. Marvin 10 120.0 1.000 0.060 1149 4 1.000 0.0 0 115• 0.0 A Mervin I A1111I.tes 11 120.o 1.000 0.091 1113 4 1.000 0,0 0 2.3• 0.0 A 1001 S. 24 th St. W 0111 12 120.0 1.000 0.000 1'.. i 0.999 0.0 0 0.0• 0.0 A Billings, MT 59302 13 120.0 1.000 0.000 1199 4 1.000 0.0 0 0.1• 0.0 A 14 120.0 1.000 0.000 1700 4 1.000 0.0 0 0.0• 0.0 A Phone: (9 o61 655-4550 Fax: (406) 655-4991 15 E-Mail: ma rvineengi.....m OPEAATIONAL ANALTUS Arterial Level of 0!lv11H Analy : D.J. Clark Agency/stCo.: s Matvin 4 Associate, Inter.. Sum of Sum of Arterial Date P.'formed: 5/7/2004 Ru nn Ing ontro 1. Other time by length by Arterial LOB by Analysis Time Period: PM Peak Hour Beg. Sect. time delay delay acti acti speed ee tt ion Utban Street: Durston Road (s ec� (sec) (sec) �(.ec)on �ml)on (mph) Direction of Travel: West-bound Jurisdiction: Bozeman 1 1 9.2 0.2• 0. 9.4 Analysis Year: Existing (2004) +Phes e. 1-3 2 2 7.B 0.2• 0.0 7.9 0.05 22.6 C Project ID: Laurel Glen TIS (19th to New Holland) 3 3 7.B 0.1• 0.0 7.B O.OS 22.9 C 4 4 7.B 0.3• 0.0 B.1 0.05 22.4 C Oes criptien of Arlerlal 5 5 13.2 0.2• 0.0 13.4 0.09 24.1 B 6 6 9.2 0.2• 0.0 9.4 0.06 23.0 C Analysis period length 0.25 hr 7 7 9.2 0.4• 0,0 9.6 0.06 22.5 C S S 9.2 0.0• 1.0 9.2 1.06 13.1 C Length Urban Free 9 9 4.6 0.3• 0.0 5.1 U.03 21.3 C of street flow Running 10 10 11.2 1.5• 0,0 1/.7 0.09 2i.0 C Beg. Cross street name segment class speed time Section 11 11 9.2 2.3• 0.0 11.5 0.06 1B.S C (mi) (mph) (a ec) 12 12 16.9 0.0• 0.0 16.9 0.12 25.5 B 13 13 11.9 0.1• 0.0 12.0 '.OB 24.0 C 0 N. ]ft 14 14 4.6 0.0. 0.0 4.0 0.03 22.6 C 1 N. 20th 0.06 3 35 9.2 1 15' 2 N, 21.t 0.05 3 35 l.B 2 3 N, 22nd 0.05 3 35 7.B 3 4 N. 23rd 0.05 3 35 1.. 4 Total travel time (x) - 179.1 5 2400 Durston 0.09 1 35 13.2 5 Total length ly) O.B9 miles 6 N. 2511 0.06 3 ]5 9.2 6 Tota1 travel spa ed, Se - 3600 x (Y)/1x) - 22.9 mph 7 Neste rn O,O. 3 35 9.2 1 Total urban street LOS (Exhibit 15-2) - C B N. 27th 0.06 3 35 9.2 B 9 Greenway 0.03 ] 35 4.8 9 lnterseetlun Files in the Analysis 10 Hunter's 0.09 3 35 11.2 10 11 Michael Grove 0.06 ] 35 9.2 11 tt 12 Spcingbro0k 0.12 ] 35 16.9 12 3: 13 Valley O.O0 ] 35 11.9 13 It 14 New Holland 0.03 ] 35 4.8 14 e: 15 e; 7c e: intersection Daley Estimates 9c 10: Seg Cycle Green v/c Lane PVG Arr. I Unit Init. Cntrl. Other Intel. 11: length ratio ratio cap. if type fac- ext, queue delay 46UY Los 12: C g/C X c Input AT for (a..) (veh) (sec) ("Cl 17: 14c 1 120.0 1,000 0.030 1066 q 1.000 0.0 0 0.2• 0.0 A 10l 2 120.0 1.000 0.010 IOSB ♦ 1.000.0.0 0 0.2• 0.0 A ] 120.0 1.000 0.000 1089 4. 1.000.0.0 0 0.1` 0:0 A ♦ 120.0 1.000 0.010 1009 4 1.010 0.1 0 0.3• 6.0 A 5 120.0 1.000 0.010 1095 4 1,000 0.0 0 0.2• O.Y A 0 120.0 1.000 0.010 1099 4 1.000 0.0 0 0.2• 0.0 A 1 120.0 1.000 0.000 1273 4 1.000 0,0 0 0,1• 0,0 A HCS2000: Urban Streets Release 4.1d B 120.0 1.000 0.120 1315 4 1.000 0.0 0 4.0• 0.0 A 9 120.0 1.000 0.000 3T00 t 0.997 0.0 D 0.0• 0.0 A Robert R. Marvin 10 120.0 1.000 0.090 130.2 ♦ 1."o 0,0 0 1.4• 0.0 A Marvin 4 Associates 11 120.0 1.000 0.000 1700 ♦ 1.000 0.0 0 0.0` 0.0 A 1001 s. 2/th St. W Bill 12 120.0 1.000 0.000 1701 4 1.000 0.0 0 0.2` o.0 A Billings� MT 51102 13 120.0 1.000 0.000 1700 4 1.000 0.0 0 0.0` 0,0 A 14 Phone: 1401, 655-4550 Fax: (406) 655-4991 15 E-Mail: ma wines nginc.com OOCMT20NA6 X"Ya3D Artlrlll Level of Service Maly,[: Clark Agency/Co. Marvin P Associates Inter. Sum o[ Sum of Arterial Date Performed: 5/7/2009 Running bnti�l. Other time Dy length by Arterial L0'by Analysis Time Period: PM Peak Hour Seg. Sect. time de Ly d!18y s action s action speed section Urban t... t: Durston Road (feel lees) 0.00.0lsec) emi) (mph) D Srecl'.n of Travel: West-bound Jurisdiction: Bozeman e Malysi. Yeer: Existing (2004) +Phases 1-3 2 2 9.2 0.4• 0.0 9.6 O.OB 30.0 B Project ID: Laurel Glen TIS (New Holland to We' tga at') 3 3 1'," 0,9• 0,0 11.1 0.11 29.4 B 9 q B.1 0.3• 0.0 B., 0.07 30.2 B Description of Arterial 5 5 9.2 0.2• 0.0 9,4 0-00 6 6 S.B 0.1• D,.5 30.0 B Analy,ls period length 0.25 hr 7 7 S.B O.1• D.0 S.B 0,05 30.8 B B B 5.6 4.0• 0.0 9.0 0.05 18.5 D Length Urban Fre• 9 9 31,4 0.0• 0.0 31,9 0.31 75.5 A of street flow Running 30 10 31.4 1.4• 0.0 32.B 0.31 31.0 B Seg. Cross street name segment class speed time Section 11 11 40.9 0.0• 0.0 40.9 0.41 ]7.9 A (m i) (mph) (sec) 12 12 18-4 0.2• 0.0 1..6 0.16 31.0 B 13 13 24.9 0.0• 0.0 24.9 0.22 31.9 B -w Ho.... 11 1 Sheridan 0.26 2 40 20.2 1 15 2 Heagher O.OB 2 40 9.2 2 3 Yellowstone 0.12 2 40 13.8 3 4 Teton 0.07 2 40 B.1 4 Total travel time (x) - 211.1 5 Flathead O.OB 2 40 9.2 5 Total length (y) - 2.19 miles 6 Sandet, 0.05 7 40 S.B 6 Total travel speed, Sa - 36"x (y)/(x) 32.E mph ) Mine tal 0.05 2 40 1.B 1 Total urban street LOS (Exhibit 15-2� B B Ferguson 0.05 2 40 5.B B 9 Flanders Hill 0.31 2 40 3' 9 -Intersection File. in the ARPA♦3! 10 Cc""*" O C["*" 0.31 2 40 31.4 30 1': 11 Ihatlowglen 0.43 2 40 40,9 11 2: 12 Laurel 0.16 40 18.4 12 3: 13 Westgate 0,22 } 40 24.9 13 4: 14 5: IS 6; 7: B: Intersection Daley Estimate. 9: 30: Seg Cycle Green v/c Lene PVG Arr. I Unit Init. Cntrl. Other Inter. 11: length ratio ratio sap, if type Eac- e.t. queue delay delay cos 12: C g/C X c Input AT tot Isar) (veh) (a..) (a..) 13: 14: 120,0 1.000 0.020 1 t 1.D 0 0.0 0 0.1• 0.0 A 15: 2 120,0 1.000 0.0lo 1223 4 1.000.0.0 0 0.4• 0,0 A 3 120.0 1.100 0.030 1111 4 1.000.0.0 0 0.9• 0.0 A 4 120.0 1.000 0.010 1250 �4 1.000 0.0 0 0.3` 0.0 A ] 120.0 1.000 0,010 1261 4 1.a 00 0.0 0 0.2• 0.0 A e 120,0 1.000 0.000 1280 4 1.000 0.0 0 0.1• 0.0 A l 120.0 1.000 O.DID 1158 I 1.000 0.0 0 0,3• 0.0 A HC52000: Urban Streets Release 9.1d B 120.0 1.000 0.000 1100 1 1.000 0.0 0 0.0• 0.0 A 9 720.0 1.000 O.Onn 1100 1 1.000 0.0 0 0.0• 0.0 A Robert R. Marvin 10 120.0 1.000 0.0Do 1700 4 1.000 0.0 0 0.0` 0.1 A Marvin 6 Aasoc laces 11 120.0 I.000 0.000 1095 4 1.000 0.0 0 0.1` 0.0 A 1001 S. 24th St. N 8111 12 120.0 1.000 0.000 1700 1 1,000 0.0 0 0.0• 0.0 A Billings, MT 59102 13 120.0 1.000 0.000 lOSt 1 1.000 0.0 0 0.0` 0,0 A 14 Phone: (406) 655-4550 Faa9 (406) 655-4991 15 E-Mail4 marvrnBengi c.com OPERATIONAL ANALYSIS Artatlal Level of setvie• _ Analyst: D.J. Clark Ayehuy/Co,: Marvin Associate, Inter. Sum of Sum of Arterial Date Pe tlormed: 6/7/2 oo: Running ontrol. Other time by length by Arterial LOS by Analysis Time Period: PM Peak No- Sag. Sect. time delay delay a 1CLI- action speed section • Urban Street: Durston Read J"C) (,ecl (sec) (BIC) s(mi) (mph) Direction of Travel: East-bound Jurisdiction: Bozeman 1 1 21.5 0. - 0 Analysis Yeer: Existing (2004) 1 Phases 1-4 2 2 21.4 0.0• 0.0 21,1 0.16 26.9 0 Project ID: Laurel Glen TIS IHeetga[e to New Holland) ) 3 44.3 0.1• 0.0 44.0 0.93 34,9 A 4 4 34.4 0.4• 0.0 34.8 0.31 12.0 A Description of Arterial S 5 34.4 0.2• 0.0 39.6 0.31 12.2 A f 6 1.0 0.0• 0.0 7.B 0.01 23.2 C Analysts period length 0.25 hr 7 7 7.B 0.3• 0.0 B,1 0.05 22.4 C 4 B 7.B 0, 0.0 7.B 0.05 23.2 C Length Vrban Free S 9 11.9 0.0• 0.6 11.9 0.00 24.2 0 of s[re at flow Running 10 10 11.6 0.0• 0.0 10.6 0.07 23.8 C seq. Cross street name segment class speed time Section 11 11 16,9• 0.1• 0.0 17,0 0.12 21.4 a (mi) (mph) (sec) 12 12 11.9` 0.0• 0.0 11.9 O.OB 21.2 D 13 13 30.8• 0.0• 0.0 30.8 0.26 30.1 A 0 Ntatga[a 14 1 Laurel 0.22 ) 3S 27.5 1 15 2 Shadorglen 0.16 ) ]5 21.1 2 3 Cottonwood 0.13 3 )5 41.3 3 a Fla nder's Mill 0.31 3 ]5 3/.4 q Total travel time268.7 5 Ferguson 0.31 ) 35 34.0 5 To Cal length (y) 2,19 miles f Mineral 0.05 3 35 7.B 6 Total travel speed, Sa- 3600 x (y)/Ixl 29.3 mph T Sa ndeta 0.05 ) 35 7.B 7 Total urban street LOS (Exhibit 15-2) B ♦ Flathead 0.05 3 35 1., B 9 Teton 0.08 3 35 11.1 9 Intersection File, In the Analysis 10 Yellow,tone 0.07 3 35 10.6 10 s 11 Meagher 0.12 3 35 16.9• 11 2' 12 Sheridan 0,08 3 35 11.9• 12 3' 13 New Holland 0.26 3 35 30.0• 13 I: 14 5: 15 6: 8: Inter sec tlon Delay Lstllaata♦ 9: 10: Seg Cycle Green v/c Lane PVG Art. I Unit Init. Cntrl. Other Inter. 11: length ratio ratio cap. if type fa c- axt. queue delay delay Los I2a C g/C X c Input AT tot (sec) (veh) 13: 11: 1.000 0.0 2 120.0 1.000 0.000 105♦ ♦ 1.000•00 0 0.0• 0.0 A 3 120.0 1.000 0.000 1700 4 1.000.0.0 0 0.1• 0.0 A t 120.0 1.000 0.020 1156 4 1.000 0.0 0 0.1` 0.0 A $ 120.0 1.000 0.000 1321 4 1.000 0.0 0 0 - 0.0 A f 120.0 1.000 0.000 1700 4 1.000 0.0 0 0.0• 0.0 A 1 120.0 1.000 0.000 1700 / 0.999 0.0 0 0.0• 0.0 A NCS2000: Urban streets Release 4.1d B 120,0 1,000 0.010 912 t 1.000 0.0 0 0.5• 0.0 A 9 120.0 1.000 0.000 1100 t 1.000 0,0 0 0.0• 0.0 A ReW[t A. Natw10 10 120.0 1.000 0.000 1100 f 1.000 0.0 0 0.0• 0.0 A Marvin 1 Aaso cis Ces 11 120.0 1.000 0.010 929 ♦ 1.000 0.0 0 0.3• 0,0 A 1001 S. 24th St. N 8111 12 120.0 1.00a 0.000 1700 ♦ 1.000 0.0 0 0.0` 0.0 A B l lling. , MT 11102 13 120.0 1.00D 0.010 931 1 1.000 0.0 0 0.3• 0.0 A 14 80.0 0.31 0 0.590 538 4 1.000 0.0 0 24.4• 0.0 C Phan,: 1101) 655-4550 Fax: (406) 655-4991 15 E-Mail: marvin0 enginC.com •OPERATIONAL ANALYSIS Arterial Level of Service Analyst: D.J. Clark Agency/Co.: Marvin 6 Associate, Inter. Sum of Sum of Arterial Date Performed: 4/17/2009 Running ontrol. Other acme by lnngth by Arterial LOS by Analysts Time Period: PM Peak Hour Seg. 9e c[. time delay "lay ec[1,n action speed section Urban Street: Durston Road �Be C) to a01 lata) s(sec) s(mi) (mph) Direction of Travel: East-bound Juri,dlctlon: Bozeman 4. C Analysis Year: Exlating (20041 +Phases 1-4 2 2 11.9 D�D• 0.0 11.9 O.OB 241 B Project ID: Laurel Glen TIs New Nollend to N. 19th) 3 3 16.9 0.0• 0,0 16.9 0,12 25.5 0 4 4 9,2 0.7• 0.0 9.9 0.06 21.9 C Description of Arterial 5 5 13.2 0'0• 0.0 13'2 0.09 24.5 B 6 6 4.B 1.3• 0.0 6.1 0.03 17.0 D Analysis Period length 0.25 hr 7 7 9.2 0.0• 0.0 9,2 0.06 23.5 C B 0 9.2 O.S. 0.0 9.7 0.06 22.3 C ength H 9 9 9.2 0.0• 0.0 1.2 0.06 2].5 C of street flow Running 10 30 13.2 0.0• 0.0 13.2 0.01 29.5 B Seg. Cross at rest name segment c1as, speed time Section 11 11 l.B 0.3• 0.0 B.1 0.05 22.1 C (ml) (mph) (see) 12 12 ].B 0.0• 0.0 7.B 0.05 23.2 C 13 13 7.8 0.3• 0.0 8.1 0.05 22.4 C 0 New Nol and 14 14 9.2 24.4• 0.0 33.6 0.06 6.4 F 1 Valley Or 0.03 3 35 q.3 1 15 2 Springbrook 0.06 3 35 11.0 2 3 Michael Grove 0.1 2 3 35 16.:2 3 4 Hunter, Way 0.06 3. 35 9.2. 4 Total travel time (x) - 161.5 Ha 5 Gree nway 0.09 3 35 13.2 5 To.t al length (y) - 0.B9 miles 6 N 2l th 0.03 3 35 4.0 6 Total travel speetl, Sa 3600 x (y)/(x) 19.8 mph 7 Western 0.06 3 35 9.2 1 Total urban wrest LOS (Exhibit 15-2) - C B N 25 th 0.06 3 35 9.2 8 9 2400 Dur,ton 0.06 ) 35 9.a 9 Interaec tic, Files in the Analysis 30 N 23rd 0.09 3 35 13.a 10 t 11 N 22nd 0.01 3 35 7.f 11 2: 12 N 21st 0.01 3 35 7.0 12 3: 13 N 20th 0,05 3 35 1.1 13 4: 14 N 19rh a.06 3 35 9.1 14 5: 15 6: 7: 8: Intersection Delay Estimate, 9: 30: Seg Cycle Green v/c Lane PVC Art. I Unit Init. Cntrl. Other Inter. 11: length ratio ratio cap. if type tac- ext. queue delay delay LOs 12: C g/C X c Input AT te[ (sec) (veh) (,e0) (aer) 13: 14: 12 .0 I. u.OD 1 uD 4 1.00b 0.0 0 0,0• 0,0 A 15; ! 120.0 1.000 0,000 1042 1 1.100`0,1 0 0.0• 0.0 A 3 120.0 1.000 0,000 1700 ♦ 1.000.0.0 0 0.0e 0.0 A 4 120.0 1.000 0.030 111 4 1.000 0.0 0 5 120.0 1.000 0.000 1700 4 1.000 0.0 f 120.0 1.000 0.010 944 4 1.000 0.0 0 1.3• 0.0 A 1 120.0 1.000 0.020 1091 4 1.000 0.0 0 0.4+ 0.0 A HCS2000: Urban Street, Pale„e 4.1d 8 120.0 1.000 0.000 1100 1 1.011 0.1 0 0.0• 0.0 A 9 121.0 1.101 0.O10 I011 4 1.000 6.0 0 01. 0.0 A Robert R. Ma rvin 10 120.0 1.000 0.070 1131 4 1.000 0.0 0 1.5• 0.0 A Marvin 6 Aeaocla tea 11 120.0 1.000 0.090 1153 4 0.999 0.0 0 2.3• 0.0 A 1001 S. 24th St. M 0111 12 120.0 1.000 0.000 1700 4 0.999 0.0 0 0.0' 0.0 A 81111ngs, MT 59102 13 120.0 1.000 C.000 1179 1 1.000 0.0 0 0.1. 0.0 A 14 120.0 1.000 0.000 1100 4 1.000 0.0 0 0.0• 0.0 A Phone: (/06) 655-4550 Fax1 (406) 655-4991 15 E-Mall: marvineenglnc,com OPF.PAT 10NAL AMALVOI! Arterial Level of Service A-lyst. O. Clark Agency/Co.: Marvin L Associate, Inter. Bum of Bum oC Arterlel Date Pe rformetl: 5/7/2004 Aunninq 07 tr01. Other time by langth by Arterial LOS by Analysis Time Period: PM Peak Hour S.I. Sect. time delay delay s e<ti on ec tic ,peed section Urban Street: Duraton Road lees) (sac) Isec) (sec) s(mi) (mph) Direction of Travel: West-bound Jurisdiction: Bozeman u. 9.9 0.06 23.d Analysis Year: Existing (2004) t Phases 1-4 2 2 7.B 0.2• 0,0 7.9 -:'6 An 22.6 C Project ID: Laurel Glen TIS (19th to New Holland) 3 3 1.1 0.1• 0.0 7.8 0.05 22.9 C 4 / 7.B 0.3• 0.0 B.1 0.05 22.1 C Description of Attar3al 5 5 13.2 0.2• 0.0 1314 0.09 24.1 8 6 6 9.2 ..2• 0.0 9.4 0.06 23.0 C Analysis period length 0.25 hr 1 7 9.2 0,4' 0.0 9.6 0.06 22:5 O B 6 9.2 0.0' 0.0 9.2 0.06 23.5 c Length - ban Free 9 9 4.8 O.J. 0.0 5,1 0.07 21.3 C of attest flow Running 30 10 13.2 1.5• 0.0 14,7 0.09 22.0 C Seg. Cross street name segment class ,peed time Section 11 11 9.2 2.3' 0.0 11.5 0..06 18.8 C (ml) (mph) Isec) 12 12 16.9 0.0• 0.0 16.9 0.12 25.5 B 13 13 11.9 0.1• 0.0 12.0 0.08 24.0 C 0 N. 191h 14 14 4.0 0. 0.0 4.0 0.03 22.6 C 1 N. 20 th 0.06 3 33 9.2 1 15 2.N. 21st 0,05 ] 30 7.B 2 3 N. 22nd 0.05 3 35 7.B 3 4 N. 23rd 0,05 ] 33 7.0 4 Total travel time (x) 131.8 5 2900 Duraton 0.09 ] 35 13.2 5 Total length (y) O.09 mllea 6 N. 25 th 0.06 1 33 9.2 6 Total travel speed, Sa - 3600 x (y)/(x) 22.9 mph 7 Western 0.06 ] ]S 9.2 7 Total urban MI'LOSS (Exhibit 15-2) a C B N. 2]Ch 0.06 3 35 9.2 B 9 Gr..nway 0.03 3 3S 4.B 9 Inter,ection File, in the Analysis 10 Hunter's 0.09 3 3$ 13.2 30 s 11 Michael Grove 0.06 3 33 9.2 11 21 12 Springbrook 0.12 ) 35 16.9 12 31 13 Valley 0.08 3 )5 11,9 13 41 14 New Holland 0.03 3 35 4.8 14 51 15 6: is Bs IOtOrsaOtiam Delay E,t1s.at4a 91 lOf 5eg Cycle Green v/c Lane 'VG 11, I Unit In it. Cntrl. Other Inter. 11: length redo ratio cap. SC type Ca c- ext, queue delay delay WE 2 C g/C X t Input AT toc (sec) (veh) (sec) )vac) 1 14: 1 .0 1 IO 4 A 151 1 120.0 1.000 0.010 3095 { 1.000.0.0 0 0'2• 0.0 A 3 120.0 1.000 0.000 1075 4 1.000.0.0 0 0.1• 0.0 A 4 120.0 1.000 0.010 1075 4 1.000 0.0 0 0.3• 0.0 A ! 120.0 I.DOO 0.010 108q 4 1.000 0.0 0 0.2. 0.0 A 0 120.0 1.000 0.010 1063 4 1.000 0.0 0 0.2• 0.0 A 7 120,0 1.000 D.000 1252 4 1.OD0 0.0 0 0.1• 0.0 A HC92000: Urban Streets Releeae 4.1.3 B 120.0 1.000 0.120 1282 4 1.000 0.0 0 1.0• 0.0 A 9 120.0 1.000 0.000 1700 4 0.997 0.0 0 0.0• 0.0 A Robert R. Marvin 10 120.0 1.000 0.040 1249 4 1.000 0.0 0 1.4• 0.0 A Navin 9 Aseocla tea 11 120.0 1.000 0.000 1700 4 1.000 0.0 0 0.0• 0.0 A 1001 S. 24th St. N 0111 12 120.0 1.000 0.000 1100 4 1.00D 0.0 0 0.3• 1.0 A Billings, MT 59102 13 120,0 1.000 0.000 1700 4 1.000 0.0 0 0.0• 0.0 A 14 Phone: (409) 655-4550 Fax: (406) 655-4991 15 E-Mall: marvineenglnc.com OPF.RAT I00AL ANALYSIS At[artal Level of SerVICa MIA T3t4 Clark In car. Sum of gum of Arterial Agency/Co.: Mervin 4 Associates Runnln nter- Other time b len [h b Arterial LOS b Date Performed: 5/7/2001 Se Sect. time g cont del, action section y Analysis Time Period: PM Peak Hour g• Y Y speed see[Son Urban Street: Duraton Road (sec) (sec) (sec) s(sec) s(mi) (mph) Direction of Travel: Nest-b,,nd Juri a d iction: Bozeman 1 1 26.2 0.4• 1.1 1%1 0.26 12.7 B Analysis Year: Existing (2004) +Phase, 1-4 ! 2 9.2 0.9' 0.0 9.6 O.DB 30.0 B Project ID: Laurel Glen TIS (New Holland to Cottonwood) 1 3 13.8 0.9• 0.0 11.7 0.12 11.4 B { 4 B.1 D.3• 0.0 B.4 0.07 10.I B Desctiption of Axterlal S 5 9.2 0.2• 0.0 9.4 0.07 30.6 B 0 6 5.8 0.1' 0.0 S.B 0.05 30.0 B Analysis period length 0.25 hr 7 7 5.8 0.1• 0.0 S.B 0.05 30.8 B 0 B 5.8 4.0• 0.0 9.8 0.05 11 .5 0 Length r 0 9 31:1 0.0' 0.0 31.4 0.31 35.5 A of street flow Running 10 10 .11,1 1.1• 0.0 32.8 0.31 31.0 B Seg. cross at rest name segment class speed time Section 41 I1 /0.9 0.0` 0.0 10.9 0.13 37.9 A (m1) (mph) la ec) 1! 12 18.1 0.3• 0.0 1B.] 0.16 30.8 B 1! 13 24.9 0.0• 0.0 24.9 0.22 31.9 B 0 New Hollantl 14 1 Sheridan 0.26 2 40 20.2 1 15 2 Meagher 0.08 2 40 1.2 2 3 Yel lows[one 0.12 2 40 13.8 3 4 Teton 0.07 2 40 B.1 4 Total travel time 5 Flathead O.OB 2 90 9.2 5 Total.length (y) 2.19 miles 6 Sanders 0.05 2 40 5.8 6 Total travel spec tl, Sa- 3600 x (y)/(x) 32.7 mph ] Mineral 0.05 2 40 5.B ] Total urban street LOS (Exhibit 15-2) B B Ferguson 0.31 2 40 31. B Intersection Files in the Analysis 9 Farnders Mill 0.05 2 40 5 a 9 t Ys 30 Cottonwood 0.31 2 40 31.4 10 2. 11 Shadowglen 0.43 2 40 10'9 11 3: 32 Laurel 0.16 2 40 18./ 12 4• 13 Westgate 0.22 40 24.9 13 5. 19 15 6: 7: B: 1Atat9a0t100 Delay Eati_tea 9: lo: Seg Cycle Green v/c Lane PVG Arr. I Unit Init. Cnttl. Other Inter. 11: length ratio ratio cap. if type fec- ext, queue delay delay LOS 12' C g/C X c Input AT t0r (sec) (veh) (sec) (sec) 13: 14: I... 15: 2 120.0 1.000 0,010 1203 / 1.000'0.0 0 0.4e 0.0 A 3 120.0 1.000 0.030 1231 4 1.000.0.0 0 0.9e 0.0 A 4 120.0 1.000 0.030 1238 4 1.000 0.0 0 0.3e 0.0 A 5 120.0 1.000 0,010 1241 1 1.000 0,0 0 0.2s 0.0 A 6 120.0 1.000 0.000 1260 4 1.000 0.0 0 0.11 0.0 A 7 120.0 1.000 0.010 1352 4 1.000 0.0 0 1.2• 0.0 A HCS2000: Urban Street,Relae.e 4.1d B 120.0 1.III 0.III 1700 1.000 0.0 0 0.0• 0.0 A 9 )20.0 1.uno 0.00o 1loo 4 1.D00 0.0 0 0.0• 0,0 A Robert R. Marvin 10 120.0 1.1oo I.000 1700 ! 1.000 0.0 0 0.0• 0.0 A Naxvin 6 Aaaocie[ea 11' 120.0 1.010 0,000 1278 4 1.000 0.0 0 0.1` 0.0 A 1001 S. 29th St. W N111 12 120.0 1.000 O.ODO 1700 4 ],000 0.0 0 0.0• 0.0 A Billing,, MT 59302 13 120.0 1.000 0.000 1232 4 1.000 0.0 6 0,0• 0.0 A 14 Phone: (906) 655-4550 Is.: (406) 655-4991 15 E-Mail: marvineenginc.com OPERATIONAL ANALYSIS Arterial Level of MerV{G Analya t: D.J. Clack Agency/Ce.: Mar n 4 Associate, Inner. Sum of Sum of Arterial Date Performed: 6/7/2004 Running c n ro1. Other time by length by Arterial LOS by Analy,i,Time Period: PM Peak Hour Seg. Sect, time delay delay action action speed section urban Street: I..ton Road (aec) s(secl s(mi) (mph) Direction of Travel: East-bound Jurisdiction: B Exozeman ,,1�_ A Y. ea :is Yrle tin, (21.11 } 2 21.9 0.0" 0,0 )1.1 06 26.9 B Project ID: Laurel Glen TIS (Westgate to New Holland) 3 3 44.3 0.0• 0.0 //.� 0.43 35.0 A 4 1 34.4 0.3• 0.0 )1.1 D.31 32.1 A Description of Art4rla3 8 5 34.1 0.1• 0.0 )4.5 D.31 32.3 A 6 6 7.6 0.0• 0.0 7.8 0.15 23.2 C Analysis period length 0.25 ht 7 7 7.8 6.2• O.O 1.! O.OS 22.6 C • B 7.0 0.0` 0.0 7.• 0.05 23.2 C Length Vr an • 9 11.9 0.0• 0.0 11.l. O.OB 24.2 B of street flow Running 10 10 10.6 0.0• 0.0 10.6 0.0] 23.B C Seg, Cross street name segment class speed time Section 11 11 16.9• 0.1• 0.0 11.0 U,12 25.4 B (mi) (,,,b (sec) 12 12 11.9• 0.0• 0.0 11•! O.OB 24.2 B 13 13 30.8• 0.1. O.0 30.• 0.26 30.9 A ,-gate 14 1 Laurel 0.22 3 35 27.5 1 15 2 Shadowg len 0.16 3 35 21.4 2 3 Cottonwood 0.43 3 35 44.3 3 4 Flander'.Mill 0.31 3 35 34.4 4 Total travel time (x) a 21%l sec 5 Ferguson 0.31 3 35 14.1 5 To[el length (y) 2.19 milea fi Mineral 0.05 3 35 7.B 6 Total travel speed. Sa- 3600 x (y)/(x) 29.4 mph ] Sandata 0.05 3 35 1.8 1 Total urban street LOS (Exhibit 15-2) e B B Flathead 0,05 3 35 7.B B 9 Teton O.OB 3 35 11.9 9 Intersection Files in the Analysis 30 Yellowstone 0.07 3 35 10.6 30 11 Meagher 0.12 3 35 16.9" 11 2• 12 Sherlden 0.U0 3 35 11.9" 12 3: 13 New Holland 0.26 3 35 30.8• 13 40 14 5: 15 6: 1: B: Intersection Delay E2t1Mte. 9: 10: Seg Cycle Green v/c Lane PVG Art. I Unit Init. Cntrl. Other Inter. 11: length ratio ratio cap. 11 type £ac- ex[. queue delay delay LOS 12: C g/C x c .Input AT for (.ec) (veh) (aec) (sec) 13: 19: 110.0 l / .0• A 15: 2 120.I 1.000 0.000 1700 4 1.0*-'0' 0 0 0.0• 0.0 A ] 120.0 1.000 0,000 1700 1 1.000.0.0 0 0.0• I" A 0 120.0 1.000 D.Ill 1475 / 1.000 0.0 0 0.3• 0.0 A 5 121.0 1 .000 0.000 1594 4 1.000 O.D 0 M. 0.0 A 6 120.1 1.000 0.000 1700 4 1.D00 0.0 0 0.0• 0.0 A 7 120.0 1.111 0.000 1700 {. 1,000 6,0 0 0.0• 0.0 A HCS2000: Urban Street. Release 4.1d B 120.0 1.000 0.020 3095 4 1.000 0.0 0 0.9• 0.1 A 9 120.0 1.coo 0.000 1700 4 1.000 0.0 0 0.0• 0.I A Robert R. Marvin 10 120.0 1.111 0.000 1700 4 1.000 0.0 0 0.0• 0.0 A Marvin 4 As.ociate. 11 120.0 1.000 0.010 1044 4 1.000 0.I 0 0.2• 0.0 A 1001 S. 24th St. W B111 12 120.0 1.1Oo I.000 1700 4 1.000 co 0 0.0• 0.0 A Billings, MT 59ID2 13 120.D 1.DOD 0.010 1041 4 1.000 0.0 0 0.3• 0.0 A 19 ]0.1 0.]00 0.52.561 4 1.000 0.0 0 21.1• 0.0 C Phone: 11011 655-1510 Fex: (106) 655-4991 15 E-M.11: ma rvin9.ng i n c,com OPERATIONAL ANALYSIS Arterial Level of Service Analyst: D.J. Clark Agency/Co.: Marvin 6 Associates Inlet. Sum Of Srf Arterial Date Performed: 4/17/2004 Running . trol. Other time by length by Arterial to tier 1.08 by Analysis Time Period: PM Peak Hour Seg. Sect. time delay delay ec tion .action .peed ae ct ion Urban Street: I..ton Road (sec) (aec) (sec) (sec) (mi) (mph) Direction of Travel: East-bound Juri.diction: Bo roman 9.tl q.8 0.03 22. C Analyst. Year: Exls ring (2004) 2 } 11.9 0.0• 0.0 11.9 O.DB 29.i B Project ZD: Laurel Glen TIS (New Holland to N. 19th) 3 3 16.9 0.0• 0.0 16.9 0.12 25.5 B / 1 9.2 1.6• I.1 9.8 o.06 22.1 C D-cription of A[t..W 5 3 13.2 0.0• 0.0 13.2 0.01 21,3 B 6 6 4.8 1.2- 0.0 6.0 1.03 18.1 C Analysis period length 0.25 hr 7 7 9.2 0.0• 0,0 9,2 0.06 23.$ C B • 9.2 0.9" 0.0 9,6 0.06 22.5 C Length Urban Free 9 ► 9.2 0.40 0.0 9.2 0.01 23.5 C of sit set flow Running 10 10 13.2 0.0• 1.0 13.2 0.09 24.1 B Seg, cross street name segment class speed time Section 11 11 7.• 0.2• 0.0 ].9 D.0 226 C (m1) (mph) (sac) 12 12 1.1 D.O. I.I 7.B 0.05 13,} C 13 13 1.8 0.3• 0.1 6.1 1.05 22.4 C 0 0"Ne7 • 31 14 9.2 24.1• 1, 33.3 0.06 6.5 F 1 Valley Dr 0.03 3 35 4.8 1 15 2 Springbrook 0.08 3 35 11.9 2 3 Hl ch eel Grove 0.12 } 35 1fi,9 3 4 Hun[era Nay 0,06 3 35 9.2 4 Total travel time (x) 160.B 5 Greenway 0,09 } 35 13.2 5 To[al length (y) 0.B9 m11es 6 N 2]th 0.03 } 35 I.I 6 Total travel speetl, Sa- 3600 x (y)/Ixl - 19.9 mph 1 W..tern 0.06 3 35 9.2 7 Total urban street LOS (Exhibit 15-2) - C B N 25th 0.06 } 35 9.2 B 9 2400 Du rston I.06 3 35 1.2 9 Tn t erne ct ion Files in the Analysis l0 11 23rd I.19 3 35 13.2 10 11 9t 22nd 0.05 3 35 7.B 11 2: 12 p 21at 0.05 3 35 7.8 12 3: 13 N 20th 0.05 3 35 7,B 13 4: 14 n 19th 0.06 35 1.1 14 5: 15 6: 7: B: Intersection Delay Eetimatea 9: 30: Seg Cycle Green V/c Lane PVG Art, I Unit Init, Cntrl. Other Inter. 11: length ratio ratio cap. if type fec- ext. queue delay delay LOS 12: C g/C x c Input AT for (.ec) (veh) (sec) (aec) 13: 14: 1 121.1 1.001 0.000 1100 4 1.000 0.0 0 0.0• 0.1 A 15: 120.0 1,000 0.000 1217 4 1.000•0.I O 0.0• 0.I A 120.0 1.000 0.000 1700 4 1.000`0.0 0 0.0• 111 A 4 120.0 1.000 0.030 1120 4- 1,1.0 0.0 0 0.6• 0.0 A $ 120.6 1.000 0.000 I700 1 1.000 0.0 0 o,o• 0.0 A { 120.0 1.000 0.030 I07{ 1 1.000 0.0 0 ].2• 0.0 A 7 120.0 1.000 0.020 1186 1 1.Doo 0.0 0 0.4• 0.0 A HCS2000: Urban Streets Release 4.1d B 120.0 1.000 0.000 1700 1 1.000 0.0 0 0.0• 0.0 A 9 120.0 1.000 0.0" 1163 4 1.000 0.0 0 0.3• 0.0 A Robert R. H-Vin 30 120.0 1.000 0.060 1231 4 1.000 0.0 0 1.4• 0.0 A Marvin 4 Associates 11 120.0 1.000 0.090 1262 4 1.000 0.0 0 2.2• 0.0 A 3001 5. 24 th St. w X111 12 120.0 1.000 0.000 1100 4 0.999 0.0 0 0.0• 0.0 A B lllings, MT 59102 13 120.0 1.000 0.000 1290 4 1.000 0.0 0 0.1• 0.0 A 14 120.0 1.000 0.000 1100 4 1.000 6.0 0 0.0• 4.0 A Phone: (406) 655-4550 Fax: (406) 655-4991 15 E-Mail: marvinPenglnc.com OPERATIONAL ANALYSIS Arterial Level of Service Analyst: D.S. Clark AOenoy/Co.: Marvin 6 Associates Inter. Sum of Sum of Arterial Data Performed: 5/7/2004 Running control. Other time by length by Arterial Los by Analysis Time Period: PM Peak Hout S.I. Sect. time delay delay action speed eee[Son Urban Street: Durston Roa❑ (set) (ae c) (sec) s(ae c) s(mi)on (mph) Direction of Travel: west-bound Jurisdiction: Bozeman 1 1 9.2 0. Analysis Year: Existing (2004) 2 2 l.B 0.2• 0.0 ).9 0�05 22.6 C Project ID: Laurel Glen TIS (19rh to Nev Holland) 3 3 l.B 0.3• 0.0 1,0 0' 22.9 C I 1 1,1 0.1• 1.0 B.1 ..022.1 C Description of Arterial 5 5 13.2 0.2• 0.0 1]./ 0.09 24.1 B 6 6 9.2 0.2• 0.0 9.4 0.06 23.0 C Analysis period length 0.25 hr 7 7 9.2 0.4• 0.0 9.6 0.06 22.5 C _ _ 0 B 9.2 1.0• 1.0 9.2 0.16 23.5 C Length Urban Free 9 9 q.B 0.3• 0.0 5.3 0.03 21.3 C of -tree[ flow Running 10 30 13.2 1.4• 0.0 14.6 0.09 22.1 C Sag. Cross street name segment class speed time Section 11 11 9.2 2.2• 0.0 11.4 0.06 29.0 C (mi) (mph) (sec) 12 12 16.9 0.0• 0.0 16.9 0.12 25.3 B 13 13 11.9 0.1• 0.0 12.0 0.11 21.1 C 14 14 4.8 0.0• 0,0 1.8 0.03 22.6 C 1 N. 20th 0.06 1 11 9.2 1 15 2 N. 21st 0.05 3 23 7.B 2 3 N. 22nd O.OS 1 N. 2lyd 0.05 3 2S 7.B 4 Total travel time (xl 139.6 NQ {. 2400 Durston 0.09 1 3S 13.2 5 Total length (y) 0.89 miles { N. 25th 0.06 2 35 9.2 fi Total travel ape etl, Sa-3600 x (y)/(x) 23.09 mph Western 0.06 7 25 9.2 1 Total urban atceei LOS (Exhibit 15-2) - C 0 11 27th 0.06 2 15 9.2 B { Greenwey 0.03 2 33 4.B 9 Intersection Files in the Analysis 30 Hun[ec's 0.09 ) 3! 13.2 30 11 Michael Grove 0.06 2 23 9.2 11 2• 12 S,ringbrook 0.12 3 13 16.9 12 3: 13 Valley 0.0B 2 33 11.9 13 4: 14 Nev Holland 0.03 1 35 4.6 14 Si 15 6: 1: B: Intersection Delay Eatleutea 94 10: Sag Cycle Green 1/1 Lane PVG Atr, 1 Unit Init. Cntrl. Other Inter. 11: I ength ratio ratio cap. if type fac- ext. queue delay delay Los 12: C g/C X c Input AT t¢r (sac) (veh) (sac) (sec) 13: 141 1 .O10 11]D I.0 0. 0. 15: 7 120.0 1.000 0.011 1122 1 1.000.0.0 0 O.I• 0.0 A 3 120.0 1.000 0.0.1154 4 1.000.0.o 0 0.1• 0.0 A A 120.0 1.000 0.010 1156 1 1.000 0.0 0 0.3• 0.0 A ! 120.0 1000 0.010 1162 / 1.000 0.0 0 0.2• 0.0 A 8 120.0 1..000 0.010 1172 '4 1.000 0.0 0 0.7• 0.0 A 1 120.0 1.010 D.000 1313 1 1.0DO 0.0 0 0,1• 0.0 A NCS2000: Urban Streets Release 4.1d B 120.0 1.000 0.030 1975 1 1.000 0.0 0 S,B• 0.0 A 9 120.0 1.000 0.000 1700 4 1.000 0.0 0 0.1• D'0 A Robert R. Heivin 10 120.0 1.000 0.03D 1580 4 1.001 0.0 0 1.3• 0.0 A Herein t Associates 11 120.0 1.000 0.000 1700 4 1.000 0.0 0 0.0• 0.0 A 1001 S. 24th St. N 0111 12 120.0 1.000 0.000 1700 1 1.000 0.0 0 0.0• Billings, MT 59102 13 120.0 1.000 0.000 1700 1 I.000 0.0 0 0.0• 0_0 A 14 Phone: (406) 655-4510 Fax: (406) 655-4991 15 E-Hall: _inB a nginc.com OPERATIONAL ANALYSIS Arterial Level of S-Vict Analyst: D.J. Clark Agency/Co.: Mervin a As...late, Inter. Sum of S-of Arterial Date Performed: 5/7/2004 Running ning control. Other time by length by Arterial L09 by Ane lyala Time Period: PM Peek Nour Seg. Sec[. rime delay delay ec[ion action speed section Urban Street: Durston Road to er, J-1 (see) spa ec) a(ml) (mph) Direction of Travel: west-bound Jurisdiction: Bozeman 1 •4• Analysis Year: Existing (2004) 2 2 I 0.9• 0.0 9.6 D.oB 30.0 B Project ID: Laurel Glen TIS (Nev Holland[o Wes tga Ce) 3 ] 1].B 0.9• 0.0 11.1 0.12 29.1 B 4 4 B.1 0.3• 0.0 8.4 0.07 Dea¢rlptfen of Arterial 5 5 9.2 0.2• 0.0 9.4 Q.DB 6 6 S.B 0.1• 0.0 S.B 0.05 30.{ B Analysis period length 0.25 hr 7 1 S.B 0.1• 0.0 S.B 0.05 30.{ B B B 5.8 3.8• 0.0 9.6 0.05 1B.0 D Length Urban Free 9 9 31.4 0.1• 0.0 31.5 0.31 35.4 A OE atreet Llow Running 10 10 31.4 1.J• U.0 32.7 0.31 J4.X B Seg. Creaa street Mme segment.lase apentl time SetlXOQ 11 11 40.9 0.0• 0.0 40.9 0.9J 37.0 A (mi) (mph) (s ec� 12 12 19.4 0.0• 0.D 16.4 6.16 31.3 B 13 13 24.9 0.0• 0.0 24.9 0.22 31.9 B 0 Re.Ilo land 14 1 Shallden 0.26 2 40 20.2 1 15 T Meagher O.OB 2 10 1.2 2 3 Yellowstone 0.12 2 10 13.B 3 Total travel time (x) 240.3 14Q 1 Teton 0.07 2 40 e.l 1 S Flathead 0.0. 2 10 9.2 5 To te1 length (y) - 2.19 miles / Sanders O.OS Y 10 S.B 6 Total travel -peed, Sa-3600 x (y)/(x) 32.8 mph 7 Mineral 0.05 2 10 S.B 7 Total Urban street LOS (Exhibit 15-2) 0 1 Ferguson 0.05 2 40 S.B B Intersection Filea in the Anal X Flanders Hill 0.31 2 10 J1.1 9 Analysis 10 Cot ton e..1 0.31 3 10 31.4 10 1' 11 Shadovglen 0.43 2 10 40.9 11 2' 12 Laurel 0.16 2 40 18.4 12 ]' 13 Neatge[e 0.22 2 40 24.9 13 4' 14 s: 15 6° 7: B: Intersection Delay EstINAte0 B: 10: Sag Cycle Green v/c Lane PVG Az[. I Unit Ini t. Cnttl. Other .Inter. 11: length ratio ratio cap. if type fee- ex t, queue delay delay LOS 12: C 9/C X c Input AT for (sec) (veh) (sec) (earl 113! : 1"" 1.111 0.020 1J00 1. .0 2 120.0 1.000 0.O1D 1311 1 1.000.0.0 0 0.4• 0.0 A • 3 120.0 1.000 0.070 1J4B 1 1.000.0.0 0 0.9• 0.0 A 4 120.0 1.000 0.010 1349 4 1.000 0.0 0 0.3• 0.0 A 'S 120.0 1.000 0.a10 1358 4 1.000 0.0 0 0.2• 0.0 A { 120.0 1,000 0.000 1390 4 1.000 0.0 0 0.1e 0.0 A I 120.o 1.O90 0.010 i232 1 1.000 0.0 0 O,I• 0.0 A MCS2000I Urban Street, Release 4.1d B 120.0 1.M)0.000 1,00 4 1.000 0.0 0 0.0' 0.0 A 9 120.0 ►'.ODO 0.000 11.0 4 1.000 0.0 0 0.0• 0.0 A Robert R. Marvltl 10 120.0 1."1 0.000 17OD 1 1.000 0.0 D 0,0• 0.0 A Marvin 4 Associates 11 120.0 1.000 0.0D0 1166 4 1.000 0.0 0 0.1• 0.0 A 1001 S. 24th Sc. W 0111 12 120.0 1.v00 0.000 1'100 1 1.000 0.0 0 0.0• 0.0 A Billing,, MT 59102 13 120.0 1.000 0.000 1123 4 1.000 0.0 0 0.0• 0.0 A 14 Phone: (406) 655-4550 Fax: (406) 655-4991 15 E-Mail: marvl nB enginc.com OPtP.KTIOt3AL AMM.Y111 Arterial Level of SarV►ta •y0tt O.J, Clark Agency/Co.: Ha ruin c Aaeociat ee Inter. Sum of Sum of Arterial Date Performed: 1/1120.4 Running con tr dl. Othe. time by length by%te till LOS by Analysis Time Period: PH Peak Hour sag. Slot. time delay delay action see speed as Urban Street: Dureton Road (sec) (sec) (sec) s(aec) s(ml) (mph) Direction of Travel: East-bound Jurisdiction: Bowmen 1 i .l• .c 0.12 1B. Analysis Yea.: Existing (2004) Plus Phase 1 2 2 21.4 0.0• 0�0 21./ 0.16 26.9 B P.J..t ID: Laurel Glen TIS (Weetg,t, to New Roll 3 3 44.3 0.1• 0.0 14.4 0.43 3/.9 A 4 4 34.4 0.4• 0.0 31.8 C.31 32.0 A Description of Artatl•1 5 5 34,4 0.1• 0.0 31.5 0.31 32.3 A 6 6 7.B 0.0• 0.6 7.B 0.05 23.2 C Analysis period length 0.25 hr 1 7 7.B 0.2• 0.0 7.9 0.05 22.6 C B B 7.B 0.0• 0.0 7.B 0.05 23.2 C Lengtn Or n Free 9 9 11.9 0.0• 0.0 11.9 0.00 24.2 B of -treat flow Running 10 30 10.6 0.0• 0.0 10.1 D.O7 2].B C Sag. Cross street nAa• segment class speed time Section 11 11 16.9• 0.1• 0.0 17.0 1.12 25.1 B (mi) (mph) (sec) 12 12 11.9• D.0• 0.0 11.9 O.OB 29.2 B 13 13 30.8- 0.0' 0.0 30.a 0.26 30.4 A Westgate 14 1 La...1 0.22 1 35 21.1 1 15 2 Shadowglen 0.16 3 35 21./ 2 3 Cottonwood a.43 3 35 41.3 3 4 Flander'a Mill 0.31 3 35 34.9 9 Total travel time (x) 268,1 5 Ferguson 0.31 3 35 3/.4 5 Total length (y) 2.19 miles fi Ml natal 0.01 1 35 7.B 6 Total travel speed. S. - 3600 x (y)/(x) • 29.4 mph 1 Sanders 0.05 3 35 7.B 1 Total urban street LOS (Exhibit 15-2) • D B Flathead 0.05 ] 35 7.B B 9 Teton ..DO 3 35 11.9 9 Imer-etlan Files in the A041VOLa 30 Yellowstone 0.07 1 35 10.6 30 t 11 Meagher 0.12 1 35 16.9• 11 2: 12 Sheridan 0.08 3 35 11.9• 12 3: 13 New Holland 0.26 ) 35 30.8• 13 4: 11 5: 15 6: 7; B: Intersection Delay Estimate, 9: 30: Sag cycle Green v/c Lane PIG Art. I Unit Init. Cntrl. Other Inter. 11: length ratio redo cap. If type fl- ext. queue delay delay Los 12: C g/C X c Input AT for (,ec) (veh) (ae e) (sec) 13: 11: 1 1. . i { 0•• 15: ! 120.0 1,00000 0 0.000 1700 4 1.000.0.0 0 O.O• 0.0 AA 3 120.0 1.000 0.000 1700 { 1.000.0.0 0 0.1• ..0 A { 120.0 1.000 0.010 1276 4 1,OD0 0.0 0 0.4• 0.0 A ! 120.0 1.000 0.000 1905 4 1.000 0.0 0 0.1• 0.0 A ! 120.0 1.000 O.00D 1700 4 1.000 0.0 O 0.0• 0.0 A • 7 120.D 1.000 D.000 1700 4 1,000 0.0 0 0.0• 0.0 A KCS2000: Urban Street, Release 4.1d B 120.0 1.000 0.020 3019 4 1.000 0.0 0 D.4• 0.0 A 9 120.0 1.000 0.000 170Q • 1.000 0.0 0 0.0• 0.0 A Robert R. Marvin 10 120.0 1.000 0.000 1700 4 1.000 0.0 0 0.0• 0.0 A N-Vln 4 A-oeaiataa 11 120.0 1.000 0.010 974 4 1.000 0.0 0 0.3• 0.0 A 1001 S. 24th St. W Hill 12 120.0 1.000 0.000 1700 4 1.000 0.0 0 0.0• 0.0 A Billings. MT 59102 13 120.0 1.000 0.010 914 4 1.000 0.0 0 0.3- 0.0 A 14 69.9 0.310 0.600 538 4 1.000 0.0 0 24.0• 0.0 C Ph-,1 1401) 655-955D Fax: (406) 655-4991 15 D-W.,1: m.Ivin6.nginc"0m OP CART ICr4AL MIALYSII Arterial Level of Service Ana y,tt D.J. Clark Agency/Co.: Marvin 4 Associates In Cet. Sum of Sum of Arterial Date Performed: 4/17/2004 Running control. Other time by length by Arterial Los by Analysis Time Period; FM Peak Nour Seg. Sect. time delay delay action action speetl section Urban street: Durs ton Road (sec) (sec) (sec) ,(sec) �(mi) (mph) Direction of Travel: East-bound Jurisdiction: Bozeman I G. ' Analysis Year: Existing (2004) Plus Phase 1 2 2 11.9 0.0• 0.0 11.9 D.OB 29.1 S Protect ID: Laurel Glen TIS (N,w Holland to N. 19th) 3 3 16.9 0.0• 0.0 16.9 0.12 4 4 9.2 0,7• 0.0 9.9 0.06 Description of Arterial 5 5 13.2 0.0• 0.0 1].2 0.00 24.3 • 6 6 4.B 1.3• 0.0 Cl 0.011.0 D Analysis period length 0.25 hr 7 7 9.2 0.0• 0.0 9,2 0.06 23.5 C a B 9.2 0.4• 0.0 9.6 0.06 22.! C Length Urban Free 9 9 9.2 0.0' 0.0 9.2 0.06 23.5 C of stt eat flow Running 10 10 13.2 0.0• 0.0 13.2 0.09 24.5 0 seq. Cross street name segment class speed time Section 11 11 7.0 0.3• 0.0 8.1 0.05 22.4 C (ml) (mph) (ae c) 12 12 1.1 0.0• 0.0 7.B 0,05 23.3 C 13 13 7.B 0.3• 0.0 H.1 0.05 22.1 C 0 Nav 4* 1 14 14 9.2 24.0• 0.0 33.2 0.06 6.5 r I Valley Dr 0.01 1 35 4.B 1 15 2 Springbrook 0.0B 1 35 11.9 2 3 ",hasI Grove 0.12 7 35 16.9 3 4 Hunters Nay 0.06 1 35 1.2 4 Total travel tlme (x) - 111.0 fat 5 0.....ay 0.09 3 35 13.2 5 Total length (y) 0.89 miles 6 N 21th 0.03 3 35 4.B 6 Total [ravel speed. Sa- 3600 x (y)/(xl 19.9 mph 7 Western 0.06 3 35 1.2 1 Total urban street LOS (Exhibit 15-2) c B N 25th I.06 ] 35 9.2 B 9 2400 Durston 0.06 ] 35 9,2 9 Intersection Files In the Analysis 10 A 23r1 • 0.09 3 35 13.2 30 1: 11 41 22nd 0.05 3 35 7.B 11 2: 12 1121at 1.11 1 35 7.B 12 3: 130 .O h 0.05 ] 35 l.B 13 9: 14.019th 0.06 35 9.1 14 5: l5 6: 7.: B: I nteraeetion Daley Estimate, 9: 10: sag Cycle Green v/e Lane PVG Art. I Unit Init. Cntrl. Other Inter. "I length ratio to tlo cap. !f type fa e- ax t. queue delay delay LOS 12: C g/C X c Input AT for (sec) (van) (sec) (sec) 13: 14: l 120.0 1.000 0.000 1... 4 1.000 0.0 0 0.0• 0.0 A 15: 2 120.0 1.0.. 0.000 1110 4 1.000`0.0 0 0.0• 0.0 A 3 120.0 1.111 0.000 11.. 4 1.000.0.0 0 D.C. 0,0 A { 120.0 I.ODO 0.030 1033 { 1.000 0.0 0 0.7• 0.0 A ! 120.0 1.000 0.000 1700 4 1.000 0.0 0 0.0• 0.0 A L, 120,0 1.000 0.060 995 4 1.000 0.0 0 1.3• 0.0 A ] 120.0 1.000 0.020 1124 1 1."1 O.0 0 0.4• 0.0 A MCS2000: Urban Streets Releeae 9.1d B 120,0 1.000 0,000 1]00 1 1.000 0.0 0 0.0• 0.0 A 9 120.0 1.000 0.010 3099 4 1.000 0.0 0 0.3• 0,0 A Robert R. Harvin 10 120.0 1.000 0.060 1166 / 3.000 0.0 0 1.4• 0.0 A Harvin c Associates 11 120.0 1.000 0.090 1191 1 1.000 0.0 0 2.2• 0.0 A 1001 S. 24th St. W 0111 12 120.0 2.000 0.000 1700 1 0.999 0,0 0 0,0• I' A Billings, MT 59102 13 120.0 1.000 0.000 1217 4 1.000 0.0 0 0.1• 0.0 A Phone: (406) 655-4550 Fax: 14 120.0 1.000 0.000 1700 4 1.000 0.0 0 0.0• (406) 655-4991 15 E-Mail: marvin Oe nq Inc.com OPERATIONAL ANALYEI7 Arcetlel Level of{mite Analyst: D.J. Clark Agency/Co.: Marvin a Am ...iatea Inter. Sum of Sum of Arterial Date Performed: 1/112014 Running control. Other time by length by Arterial LOS by Analysis Time Period: PH Peak Hour Sag. Sect. time delay delay section ection speed .ection Urban Street: Durston Road (sec) (sec) i.e.) (aec) m(ml) (mph) Direction of Travel: We, -bound Ju'is di or ion: 9ozemen C Analysts Year: Existing (2004) Plum Phase 1 2 2 7.{ 0.2- 0.0 1.9 0.05 22.6 C Project ID: Laurel Glen TIS (19th to New Holland) 3 ] 7.B 0.1• 0.0 1.B 0.05 22.9 C 4 q 1.8 0.J• 0.0 B.1 0.05 21.4 C Dee..iption of Arref lal 5 5 13.2 0.2• 0.0 13.4 0.09 24.1 6 6 6 9.2 0.2` 0.0 9.q 0.06 2].0 C Analysts period length 0.25 hr ] 7 9.2 0.4• 0.0 9.6 0.U6 22.5 C _ 9.2 0.0• 0.0 9.2 0.06 23.5 C angtl; ilroanfrae 9 9 4.8 0.3• 0.0 5.1 0.03 21.3 C of street flow Running 10 30 13.2 1.9• 0.0 Iq.6 0.09 22.13 C Sag. Cross street name segment class speed time section 11 11 9.2 2.2• O.D 11.4 0.06 19.0 C 1 mi) (mph) (sec) 12 12 16.9 0.0• 0.0 16 0.12 25.5 0 13 13 11.9 0.1• 0.0 12.D 0.08 7/.0 C b N. 9t 14 14 4.9 D.0• 0.0 4.8 0.03 22.6 C 1 N. 20th 0.06 3 35 9.2 1 15 2 N. 21at 0.05 ] 35 7.8 2 3 N. 22nd 0.05 3 35 1.. 3 4-N. 23rd 0.05 3 35 7.1 4 Total travel time (x) 139.E • 5 2400 Durston 0.09 3 35 13.2 5 Total length (y) O.B9 miles 6 N. 25Ch 0.06 ] 35 9.2 6 Total travel speed, S. -3600 x (y)/(x) - 23.0 mph ] Western o.01 3 35 9.2 7 Total urban m[reet LOS (Exhibit 15-2) C B N. 27th 0.06 3 35 9.2 B 9 Graenway 0.03 3 35 4.B 9 Intersection Files in the Analysis 10 Hunter-s 0.09 35 13.2 10 11 Hichael Grove 0.06 3 35 9.2 11 2• 12 Sp.ingbrook 0.12 3 35 16.9 12 3: 13 Valley O.OB 3 35 11.9 13 4: 14 New Holland 0.03 3 35 4.0 14 5: 15 6: 1: 0: 2ptare*Ot/Op Delay Wl1reb0 9: Io: Sag Cycle Green v/c Lane 'VG Art. I Unit Inil. Cntrl. Other Inter. 11: length ratio [a tie cap. if type fat- ext. queue delay delay LOS 12: C g/C % c Input AT to[ lee c) (veh) Isec) la ec) 13; 14: l 120.0 1. 1 1 1. • 0. A 15: 3 120.0 1,000 0.030 1073 1.000.0.0 0 0.2• O.D A 3� 120.0 1.000 0.000 1103 t 1.000.0.0 0 0.1• 0.0 A 120.0 I.D00 0.010 1304 t 1.000 0.0 0 0.3• 1.0 A { 120.0 1.000 0.010 1110 1 1.000 O.0 { 0.2• 0.0 A { 120.0 1.000 0.010 1119 1.000 0.0 0 0.2• 0.0 A 1 120.0 1.000 0.000 129/ 1.000 O.0 0 0.1• 0.0 A KCS2000: Urban Street, Release 4.1d B 120.0 1.000 0.130 1350 t 1.100 0.0 0 3.9• 0.0 A 9 120.0 1.000 0.000 1700 0.998 0.0 0 0.0• 0.0 A Robert R. Marvin 1 0 120.0 1.000 0.040 1361 1.000 0.0 0 1.3• 0.0 A Harvin 4 Associates 11 120.0 1.000 0.000 1700 1.000 0.0 0 0.0• 0.0 A 1001 S. 74th St. W 0111 12 120.0 1.000 0.000 1700 1.000 0.0 0 0.2• 0.0 A Billings, MT 59102 13 120.0 1.000 0,000 1700 0 1,000 0.0 0 0.0• 0.0 A 14 Inc- (406) 655-4551 Fax: (406) 655-4991 15 E-Mail; marvingengin c.com OPERATIONAL ANALY318 Arterial Level of Metric. Analyst: D.J. Clark Agency/Co.; Harvin a Associates Inter. Sum of Sum of At i trial Dare Performed: 5/7/20 D4 Running control. Other time by length by Arterial LOs by Analysis Ti-* Period: PM Peak Hour Sag. Sect. time delay delay ection ection speed as ct ion Urban Street: Durston Road last) (sec) (a ec) s(sec) e(mll (mph) Direction of Travel: West-bound Ju rim dic tic.: Bozeman 1 1 11.2 0.1s .6 12,7 Analysis Year: Existing 121111 Plus Phase 1 2 2 9.2 0.4` 0.0 9.6 O.OB 30.0 B Project ID: L...el Glen T I S (New Holland to Weatgatel 3 3 13.B 0.9` 0.0 14.7 0.12 29.4 a S 1 B.1 0.3• 0,0 B.1 0.07 30.2 B Description of Arterial 5 5 9.2 0.2` 0.0 9.4 0:15 30.6 B 6 fi S.B 0.1• 0.0 5.B 0.05 30.8 B Analymi,period length 0.25 he 7 7 S.B 0.1• 0.0 S.B 0.05 30.8 B B B S.B 3.9• 0.0 9.6 D.05 18.7 D L*,9t Urban f[ae 9 9 31.9 0.0• 0,0 11.4 0,31 31.1 A wf street flow Running 10 10 31.9 1.3• 0.0 32.7 0.31 34.1 a Sag. Cr...at...t name ..9-ftt class speed time Section 11 1 1 q0.9 0.0• 0.0 40,9 0.43 37.9 A (mil (mph) (mac) 12 12 18.4 0.2• 0.0 18.6 0." ]1.0 B 13 13 29.9 0.0• D.0 11.9 0.22 31.9 B 0 New Holland 14 1 3Reri0ep 0.26 40 28,2 1 15 2 Neagher 0.0B 3 40 9.2 2 3 Yellow.tone 0,12 2 40 13.6 3 4 Teton 0.07 2 40 B.1 4 Total travel rime (x) - 240.5 eK 5 Flathead O.OB 1 40 9.2 5 Total length (y) 2.19 miles 6 Sanders 0.05 1 40 5.B 6 Total travel speed, Sa - 3600 x (y)/(x) - 32.8 mph 7 Mineral 0.05 2 40 1.B 1 Total urban street LOS (Exhibit 15-2) - a B Ferguson 005 2 90 S.B B 9 Flanders Mill 0..31 2 40 31,4 9 InterefttllM Files In the Analysis 10 Cottonwood 0.31 J 90 31.4 30 t 11 Shadowglen 0.93 7 40 40.9 11 2' • 12 Laurel 0.16 3 40 10.4 12 3' 13 Westgate 0.22 2 40 24.9 13 4: 14 5: 15 6: l: B: Intersection Delay Estima[ea 31: Sag Cycle Green v/c Lane PVG Art. I Unit Init. Cntrl. Other Inter• 111 length ratio ratio cap. if type [.,- 111. queue delay delay LOS 12: C g/C % c Input AT for (sec) (veh) (met) (met) 13: 14: 1 120.0 1.000 0.070 Se ':0. . 0,4• 15: 2 120.0 1.000 0.010 1242 t 1.000.0.0 0 0.1• 0.0 A 3 120.0 1.000 0.030 12,0 1.000.0.0 0 0.9• 0.0 A 4 120.0 1.000 0.010 1271 1.000 0.0 0 0.3• 0.0 A 5 120.0 1.101 1.111 11. 1.000 0.0 0 1.2• 0.0 A 6 120,0 1.000 0.000 1302 1.000 0.0 0 0.1• 0,0 A l 120.0 1.000 0.010 1207 { 1.000 0.0 0 0.3• 0.0 A HCS2000I Urban Streets Release 4.16 B 120.0 1.00.0.000 '700 1 1.000 O.1 0 0.0• 0.0 A 9 120.0 1.000 0.000 1700 4 1."1 0.1 0 0.0• 0.0 A Robert R. Marvin 10 120.a 1.000 0.0.0 170D 1 1.000 0.0 0 0.a. 0.0 A Marvin 4 A.eociarea I1 120,0 1.000 0.000 1140 4 1.'00 O.0 0 0.1• 0.0 A 1001 S. 24th 9c, W N111 12 120.0 1.000 0.00a 1700 1 1.000 0-0 0 0.0• 0.0 A Billings. MT 59302 13 120.0 1,coo 0.000 1099 4 1.000 0.0 0 0.0• 0.0 A 14 Phone: (406) 655-4550 Fax: (406) 655-4991 15 E-Mail: mervi.e.nginc.com OPBUTICuRb ANALYBIS Arterial Level of service A:o yet: . Clark Agency/Co.: Marvin 6 Aeao cis tes InteY. Sum of Sum of Arte rlal Date Performed: 6/7/2004 Running control. Other time by length by AYte rlal LOS by Analysis Time Period: PH Peak Hour Seg. Sect, time delay delay ectlon ection speed section Urban'treat: Duraton Road (aec) (sec) (sec) else c( slmi) (mph) Direction of Travel: East-bound Jurisdiction: Botemen i 1 2,.5 Analye le Year: Existing (2004) +Phaaea 1-2 2 2 '1.0 0�0+ a 0 21.1 0.11 26.9 B Project ID: Laurel Glen TIS (Westgate to New Holland) 3 3 41:1 a.1• 0.0 /9./ O.4' 34.9 A 1 4 11.1 0.4• 0.0 14.B 0.31 32.0 A Description of Arterial 5 S 34.4 0,2• 0.0 24.6 0.31 32.2 A 6 6 7.B 0.0• 0,0 7.B 0." 22.4 C Analysis period length 0,25 hr ] 7 7.B 0.3• 0.0 B,1 0.05 22.9 C B B 7.8 0.0+ a.0 7.0 0.05 23.2 C Lengthlean free 9 9 11.9 0.0• 0.0 11.9 O.08 24.2 B of street Llow Running 10 SO 10.6 0.0• 0.0 ]0.6 0.07 23.8 C Seg. Cross street name segment class speed time Section 11 11 16.9• 0.1• ..a 17.0 0.12 25.4 B Im1) (mph) (aec) 12 12 11.9. 0.0• 0.0 11.9 O.OB 29.2 B 13 13 30.8• 0.0• 0.0 30.8 0.26 30.9 A D Westgate 14 1_Laurel 0.22 1 35 11.5 1 15 2 Shadowglen 0.16 3 35 21.1 2 3 Cottonwood 0.43 ) 35 44.3 7 4 Flander'.Hill 0.31 3 35 34.1 4 Total travel time (x) • 268.E 5 Far uson 0.31 3 35 34.4 S Total lenq CA (y) 2.19 miles 6 Mineral 0.05 3 35 l.B 6 Total travel speed, Be- 3600 x (y)/Ix) • 29.4 mph 7 Sanders 0.05 3 35 7.B 7 TO CeI urban street LOS (Exhibit 15-2) • B B Flathead 0.05 1 35 7.B B 9 Teton O.OB ] 35 11.9 9 TntetaOetlon Files in the AM2ysl2 10 Yellowstone 0.07 3 35 30.6 10 4 11 Meagher 0.12 3 35 16.9• 11 2.- 1 2 Sheridan O.OB 3 35 11.9• 12 3: 13 New Holland 0.26 3 35 30.8• 13 4: 14 5: 15 6: 7: B: Intersection Delay Estimates 9: 10: Seg Cycle Green W. Lane PIG Arr. I Unit Init. Cntrl. Other Inter. 11: length ratio ratio cap. if type tat- ext. queue delay delay LOS 12: C g/C x c Input AT tar lee c) (veh) (see) (sec) 13: 14: 1 1 0 30 I! 1 1.0 0 0A) A 15: = 120.0 1.0.0 0.000 1]00 1 1.000.0.0 0 0.0• 0.0 A 120.0 1.000 0.000 1T00 1 1.000.0.0 O 0.1• 0.0 A 4 120.0 1.000 0.030 1234 1 1.000 0.0 0 0.1• 0.0 A 3 120.0 1.000 0.000 1371 4 1.000 0.0 0 0.2+ 0.0 A 6 120.0 1.000 0.000 1700 4 1.000 0.0 0 0.01 0.0 A ] 120.0 1.000 0.000 1700 4 1.000 0.0 00.0 A HC32000: Urban Streets Release 4.1d B' 120.0 1.000 0.020 1001 { 1.001 0.0 0 0.5• 0.0 A 9 120.1 1.000 0.000 1700 { 1.000 0.0 0 0.0• 0.0 A Robert R. Marvin 10 120.0 1.000 0.000 17.0 4 1.000 0.0 0 D.0• 0.0 A Herein 9 Associates 11 120.0 i,oao 0.010 951 4 1.000 0.0 0 a.3• 0.0 A 1001 S. 24Ch St. W 0111 12 120.0 1.000 0.000 1700 4 1.000 0.0 0 0.0• 0.0 A Billings, MT 59102 13 120.0 1.000 0.010 960 4 1,000 0.0 0 0.3• 0.0 A 1/ 81.3 0.310 0.5 BB 530 4 1.000 0.0 0 24.1• 0.0 C Phone: (406) 655-4550 Fax: (406) 655-4991 15 E-Mail: marvinBenginc.com OPOMTIONAL ANALYSIS ALt0tia Level of Service Ana yet: 0. clerk Agencyerf Marvin 4 Associa tee Inter. Sum of Sum of A[[er1a1 De to Performed: 4/1]/20D4 Running control. Other time by length by Arterial LOS by Analysis Time Period: PH Peak Hour Sag. Sect. time delay delay action ection speed section Urban'tree t: Du rs ton Read (aea) (see) (sec) s(sac) a(mi) (mph) D ireet ion of Travel: East-bound Jurisdiction: Bozeman 1 0, C Analysis Year: Existing (2004) +Pha... 1-2 2 2 11.9 0.0• 0.0 11.9 008 24.1 B Project ID: Laurel Glen TIS (New Holland to N. 19th) 3 3 16.9 0.0• 0.0 16.9 0.12 25.5 B ' 4 4 9.2 0.7• 0,0 9.9 a.06 21.9 C M9CTSytleB of Ar.rw 5 5 13.2 0.0• 0,0 13.2 0.as 14.5 B 6 6 4.8 1.3• 0.0 6.1 0.03 17.a D Analysis period length 0.25 hr 7 7 9.2 0.0• 0.0 9.2 0.06 23,5 C B B 9.2 0.5• 0.0 9.7 0.06 22.3 C Length Urban Free 9 9 9.2 0.0• 0.0 9.2 0.06 23.5 C of acre at flow Running 10 30 13.2 0.a- 0.0 13.2 0.09 24.5 B sag. Cross street name segment class speed time Section 11 11 ],B 0.3• 0.0 8.1 0.05 22.1 C (mi) (mph) (sec) 12 12 7,B 0.0• 0.0 7.B 0.05 23.2 c 13 13 7.0 0.3• 0'0 8.1 0.05 22.4 C 0 New XO On41 14 10 9.2 29.1• 0.0 33,3 0.06 6.5 F 1 Valley DY 0.03 3 35 4.8 1 15 2 Springbrook 0.08 3 35 11.9 2 3 Michael Gtove 0.12 3 35 16.9 3 4 Hunters Hay 0.06 3 35 9.2 d Total travel time (x) 161.T OOO 5.Greenway 0.09 3 35 13.2 5 Total length (yl 0 .B9 mile. 6 N 27th 0.0] Total travel spa ed� So 3600 x (y)/(x) • 19.9 mph 7 Wea tern 0.06 3 35 9.2 7 Total urban street LOS (Exhibit 15-2) • C B N 251h 0.06 3 35 9.2 B 9 2/00 Duraton 0.06 3 35 9.2 9 T/KOHOtt1M Files in the Analysis 10 N 23rd 0,09 3 35 23.2 10 = 11 N 22 nd a.05' 3 35 7.B 11 2: 12 N 21.c 0.al 3 35 7.B 12 3: 13 N 20th 0.05 3 35 7.B 13 4: 14 N 19th 0.06 3 35 9.2 14 5: 15 6: 7: B: Intersection Delay Estimates 9. 10: Seg Cycle Green v/c Lane PIG Arr. I Unit Init. Cntrl. Other Inter. I': length ratio ratio cap, if type fat- ext. queue delay delay LOS 12: C g/C X c Input AT tot (sac) (veh) (sec( (aec) 13: 11: 15: 2 120.0 1 .0,000 000 1086 4 1.000.0.0 0 0,0• 0.0 A 3 120.0 1.000 0.000 1700 4 1.000.0.0 0 0.0• 0.0 A 4 120.0 1.000 0.030 1013 4 1.100 0.0 0 0.1 0.0 A 5 120,a 1.0aI U.0aI 17aI { 1'00a 0.a 0 a.a• 0.0 A 6 120.0 1.000 0.060 977 4 1.000 0.0 0 113• 0.0 A I 120,0 1.000 0.020 lllq / 1.000 0.0 0 0,4• 0.0 A HCS2000: Urban Streets Release 4.1d B 120.0 1.000 0.000 1700 1 1.000 0.1 A 9 120.0 1.000 0.010 101a 4 1,OD 0.0 0 0.3• 0.0 A Robert R. HatVln 10 120.0 1.000 0.060 1155 1 1.000 0.0 0 1". 0.0 A Marvin i Associates 11 120.0 1.000 0.090 1119 4 1.000 0.0 0 213• 0.0 A 1001 S. 24th St. H W111 12 120.0 1.000 0.000 11 a 4 0.999 0.0 0 0,0• 0,0 A Billings, HT 59102 13 120.0 1.000 0.000 1205 4 1.000 0.0 0 0,1• 0.0 A 14 120.0 1.000 0.000 1700 4 1.M 0.0 0 0.0• 0.0 A Phone: (406) 655-4550 Fax: (406) 655-4991 JS E-Mail: marvinBenginc.com OPERATIONAL ANALYS25 ArteTlel Level of Service Analyst: D.J. Clark Agency/Co.: Marvin 4 Associates Inter. Sum of Sum of Arterial Date Performed: 517,2004 Running control. Other time by length by Arterial LOs by Analys ie Time period: PM Peak Hour Seg. Sect. time delay delay action action speed section Urban Street: Duraton Road (sec) (sac) (.ee) ales c) s(m1) (mph) Direction of Travel: West-bound Jurisdiction: Bozeman 6 C Analysls Year: Existing (2004) +Phases 1-2 2 2 7.8 0.2• 0.0 7.9 0,05 22.6 C Project ID: Laurel Glen TIS (19th to New Holland) 3 7.B 0.1• 0.0 7.B 0.05 22.9 C / 9 7,B 0,3• 0.0 B,1 0.05 22.4 C Description of Arterial S 5 13.2 0.2• 0.0 13.4 0.09 24.1 B 0, 6 9.2 0.21 0.0 9.4 0.06 23.0 C Analysis period length 0.25 hr y. 7 9.1 0.4• 0.0 9.6 0.06 22.5 C 0. S 9.2 0,0• 0.0 9.2 0.06 23.5 C Lan loan fps 0 9 4.8 0.3• 0.0 5.1 0.03 21.3 C of acre at flow Running 10 30 13.2 1.4• 0.0 14.6 0.09 22.1 C sag. Cross street name segment class speed time Section 11 11 9.2 2.7• 0.0 11.5 0.06 IB.B C Imll (.Ph) last) 12 12 11.1 0.0• 0.0 16.9 0.12 25.5 B 17 1] 11.9 0.1• 11 12.0 0.1. 24.0 C 0 [ 14 14 4.B 0.0• 0.0 9.B 0.03 22.6 C 1 N. 20th 0.06 ) 36 9.2 1 15 , 2 N. 21st 0.05 3 35 7.B 2 3 N. 22nd 0.05 3 35 7.8 J 4 N. 23rd 0,05 ) JS 7.B 9 Total travel time (1) a 139.7 !!C 5 24DO Duraton 0.09 3 35 13.2 5 Total length (y) - 0.89 mile. 6 N. 25th 0.06 3 JS 9,2 6 Total travel speed, SO - 3600 x (y)/(x) 22.9 mph 7 Western 0.06 ) 15 9.2 1 Total urban street LOS (Exhibit 15-21 - C B N. 27th 0.06 3 35 9 Green.ay 0.03 3 35 4.B 9 Intersection Files in the Analysis 10 Hunter-s 0.09 3 35 13.2 30 t it Michael Grove 0.06 1 35 1.2 11 2: 12 Spring rook 0.12 3 35 16.9 12 3: 13 Valley 0.08 3' 11.9 14 No. Holland 0.03 S )S 4.8 14 5: 15 6: 7: B: Intersection Delay Ssti-tss 9: 30: Sag Cycle Green v/c Lane PVG Arr. I Unit Ini[. Cnttl. Other Inter. 11: length ratio ratio cap. if type fat- ext. queue delay delay LOS 12: C g/C X c Input AT [or (sec) (veh) (sec) (sec) 13: 14: 1 0. / .0 15: = 120.0 1.000 0.010 1063 / 1.D00`0.0 0 0.2• 0.0 A 3 120.0 1.000 0.000 1094 / 1.000.O.D 0 0.1• 0.0 A 120.0 1.000 0.110 1095 / 1.000 0.0 0 0.3• 0.0 A S 120.0 1.000 0.010 1099 / 1.000 0.0 0 0.2• 0.0 A S 120.0 1.000 0.010 1104 4 1.000 0.0 0 0.2• 0.0 A 7 120.0 1,000 0.000 12]9 1 1.000 0,0 O 0.0 A HCS2000: Urban Strasta Release 4.1d B 12U.0 1.000 0.120 1325 / 1.000 0.0 0 3.9• 0.0 A 9 120.0 1.000 0.000 1700 / 0.997 0.0 0 0.0• 0.0 A Robert R. Harvin 10 120.0 1.000 0,040 1321 4 1.000 0.0 0 1.3• 0.0 A Marvin I Associates 11 120.0 1.000 0.000 17Do 4 1.000 0.0 0 0,0• 0.0 A 1001 S. 24th St. W 0111 12 120.0 1.000 0.000 1700 4 1.000 0.0 0 0.2• 0.0 A Billings, MT 59102 13 120.0 1.000 0.000 1700 4 1.000 0.0 0 0.0• 0.0 A 14 Phone: 14111 655-4551 Fax: (406) 655-4991 15 E-Mail: marvineenginc.com OPLRATIONAL ANALYSIS Arterial Level of""Ic! Amalrat: . Clark Agency/Co.: Mervin L Associates Inter. Sum of Sum oC Arterial Date Performed: 5/7/2.04 Running control. Other time by length by Arterial LOS by Analysis Time Period: .Paak Hour Seg. Sect. time delay delay action s ection speed section Utben SCre et: Duraton Road (sec) (sec) (sec) e(s ec) (mi) (-Ph) Direction of Travel: West-bound Jurladl ctlon: Boremen 1 1 2B.2 0.26 12.] Analysis Year: Existing (2004) +Phases 1-2 2 2 9.2 0.4• 0.0 9.6 U.UB 30.0 B Project ID: Laurel Glen TIS (Nee Holland to Cottonvood) 3 3 13.6 0.9• 0.0 14.7 0.12 29.4 B 9 1 1.1 0.3• 0.0 8.4 0,07 30.2 B Description of Astltlal 5 5 9.2 1.2• 0.0 9,4 O.OB 30.6 B 6 6 S.B 0.1• 0.0 S.B 0.05 30.0 B Analysis period length 0.25 hr 7 7 5.B 0.1• 0.0 S.B 0.05 30.8 B B B 5.B 3.9• 0.0 9.6 0,05 18.7 D sea 9 _9 31.4 D.0• 0.0 31.4 0.31 35.5 A Of street Llow Running 10 SO 31,4 1.3• 0.0 12.1 U,31 34.1 B Seg. Cross street name segment this speed time SSOt10A 11 11 40.9 0.0• 0.0 90.9 0.43 37.9 A (m1) (mph) I..C) 12 12 18.9 0.2" 0.0 18.6 0.16 ]1.0 B 13 13 24.9 0.0` 0.0 24.9 0.22 71.9 B 0 Ne9 Holland 14 1 5heridan 0.26 2 40 28.2 1 15 2 Meagher 0.06 2 40 9.2 2 3 Ye13oWstone 0.12 2 40 13.8 3 4 Teton O.o7 2 40 B.1 q Total travel time (x) 290.5 to 5 Flathead 0.00 2 40 9.2 5 Total length (y) 2.19 miles 6 Sanders 0.05 2 40 5.8 6 Total travel speed, Sa - 3600 x (y) 32.B mph 7 Nineral 0.05 2 40 S.0 7 Total urban street LOS IExhiblt 15-2) - B B Ferguson 0.05 2 40 5.B B 9 Flanders Hill 0.31 2 40 31.4 9 I1%tffgection Filea in the Analysis 30 C.ttomood 0.31 2 40 31.4 10 t 11 Shad-glen 0.93 I 40 40.9 11 2' 12 Laurel 0.16 2 40 1a.4 12 3: 13 Westgate 0.22 2 40 24.9 13 1' 24 s: )5 6- Inter...tion Delay Lstle.at•e 9: 10: Seg Cycle Green v/c Lane PVG Arr. I Unit Init. cntrl. 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'�aaaaaasa OS��,� ®OO©��iOiiO�L7 ■���� a�m�r�mmmmdlmm�mmmm����� ■��®!� Malmo ����CCCCC�C APPENDIX C - TRAFFIC SIGNAL AND TURN LANE WARRANTS 1 13.4(2) INTERSECTIONS AT-GRADE April 1994 120 m m K 100 a 8" RIGHT-TURN LANE MAY 0 80 �1 BE JUSTIFIED z � 5 o o z w � Li 60 O N � W Z J � z RIGH -TURN LANE MAY N r BE JUSTIFIED . x 40 yyNv 3rgv�✓ (.,tj use' 20 0 100 200 300 400 500 600 700 o(,1,yd TOTAL DHV, VEHICLES PER HOUR, IN ONE DIRECTION �57xrV �ti JusfF�, Note; For highways with a design speed below 80 km/h with a DHV<300 and where right turns > 40, an adjustment should be used. To read the vertical axis of the chart, subtract 20 from the actual number of right turns. Example Given: Design Speed 60 km/h DHV = 250 vph Right Turns = 100 vph Problem: Determine if a right-turn lane is necessary.- Solution: To read the vertical axis, use 100 - 20 = 80 vph. The-figure indicates that a right-turn lane is not necessary, unless other factors (e.g., high accident rate) indicate a lane is needed. I I GUIDELINES FOR RIGHT-TURN LANES AT UNSIGNALIZED INTERSECTIONS ON 2-LANE HIGHWAYS Figure 13.4A Intersection: urst(M Road and N.20th St. Case: - t ag s R,.Htw en )Flw Slit vote: r , Mu.r Sera 1: Lento■Raud himor Street 1: - N.2048l. Alinor titr«t2: MI.or titreel I)Irrdiuo IN c or!-O': E-NV Minor Streetl Direetioe(14-8 or E-\F): N-S Ailnar SUc<t 2 Ulre<tfon(N-S er F-�\'1: Approach Direction(NB or$B) NB Ai n-each Dlr«elo.("or\CB) MghrSriedSpeedf.)adt 35 mph M=M44r iftw Mll:LSper ,;:.-L mph TaWAWmice Lermeafew� I Avr.wwe: =3 Hour nnian 1 2 3 4 $ 6 7 S 9 10 11 12 Durslon Road EB I1. 19 19 19 64 199 DNtlrs.2tIh 6 21 - 469 3 8 333S 111 42 4o Rad i 92 .1 318 ) 9- I3 60 17 51. 60. 65 N.20th SL till - J 2 2- 10 26 7G 71 55 59 70 75 ,roach Towl+ 59 Sv !2 !2 ItG 291 iiU 817 617 669 792 858 Mlisor ., roach\'ol. < } --2 2 IU 26 70 73 SS t9 7p 7�Tat. Em"inp\'olvme 67 45 S7 J7 129 JJO 91N) 2S1 719 1 780 922 998 Hurl nning 13 14 15 16 17 IS 19 20 21 22 23 24 Dur+ton knwd FB 405 1 U UvNr.silovnm l 2�oca A NB 51. 5 5 231 269 4 J71 1659J d1 0519 98 t J9RB {,9 237 71 1 84 64 52 32 IO 43 1J 7 N.2UIh St. SB 59 82 89 97 L 74 61. 5J 37 1 14 g Major chTotala 1 671 1 943 ItY2 IU99 1099 W5 689 606 423 260 169 84 Mu M1nor ApprwcY VoL 59 82 89 97 96 !7 61 9 37 23 I S 8 total Este Volume 795 10% 1188 ]280 1278 9114 1SU2 704 492 30.7 147 99 Peak Hours(15 minute period accuracy for Peak hour only!r appropriate data has been entered) Afgl r A/bw Teed 1 our Innln olume v h II.—l Inn n.• Volume("Pb)' lour iunin Volume(,Ph) 8th ifonr 11:00 AM 792 7:00 AM 70 4th Hour 2:00 PM 943 2:00 PM 82 Peak 5.00 PM 1099 CCU PM 97 4:00 PM 1280 Pedestrian Voltanes C7asainq.Il�jor (Yesriup llrnor Toarl li.ur Ik o1nR 1*0am<4+,h }lour 13 ia.l.g Volume(,Ph) Hour Ik n.1ne Culawe i+,A) 81h hear I1:00 ABM alh Flog 2M Phl 2,00 PMI 4:eb I'M Peak 5:00 PM 4:00 PM 4:00 PM 'arrant 9 1- S/g t our 'e tc r 'o e CO-11VLea Am.14000 Rrpl.aaa.r Spee*Ab~40 Wh e.e MgprSYneq(ye,mjVs) No. :Cppruu.h Laos our 'u ono Wrnmsr Apra lifrao/ryb -(7-111—A Wommr Afiw.i'a/rw.o(vpi)_cowdiriawB MIw'or 1 - Afr�or Afnror 10456 80% 70% 10G0h 1 BO°b _ 7U hilnor 1 �TJI vch/hr 770 rch/hr 500 1 400 350 730 600 521 70 voh/hr 70 vehlhr 150 1 120 105 75 60 53 W'.rr.al l Co.dWo.A Mel NO 46.6% Warraotl Condition B Met NO 93.0% Wn- 1.1 80%Co.dlUoln Mel NO 68.19E Warrant# Four-hour lrle IW liuur Volamn arrant hfmlm.m Volume Mtn or 941 1 vrohihr I veh/Mr Mlnar 82 vehfhr I hlhr (Aflwernorota.lah-MNeh~bmei Rpm ehadaa'Iorvetor) \�nmet2 Condition MMet NO 74.790 Warrant#3-Peak Hour Tatnl eneerin•volnm<for the hi h<r-+elume minor♦er<rl A.rl■•eke.u)nr .<+l:Auur. 97 \Cwrruue Alauwual" Ir10 Ht�Aer-vatuwe minor+frte4 N.2(Hh Str (tirlrr<rwrurrx<.v ur nv<nl nracinora� T.oalrrirpadlm.r ddgf•(pnak&-NO Mu Akka-Au me adwer grrwsck(a«aMr�r 1.6 sch-An Wa"uwAfWdmw&- Akm&�-ef pp—wA lm.efit rieraskkey (Yetwc a�at—,I or--dn.runauwl) igiea`whweaabeorrtOrd(rer aborr): Total calorie +ol ume+eniced during the ak hour: f2RU \Varnnt hl.rimum: IBGO ()'ale naAw owa k--i warri—) Warr.nt 3 C..dU..A.1 Mat -�rNOT4-0.O% Condition A W'.m.13 Coadtiou A-2 Mel NO97.1%nWarr.nt J CoadUou A.3 Mte1 YES60.096 Pe.k Hour Vuiume Wamal Minima Volum< Ma or 1099 veh/hr vel+ll+r Minor 97 veb/hr 776 reh/l1r (Arm.r>rmrmrr,w7.ra wam.r J...r.l"/"+'r eti<.vrd a.;ia<whir) Condlflon D Warrant3 Ceadithm B Met NO 1 65.1% 'anon! - e astrtan 'o Dhmaoebaeaeamflre�Jee(gadl NlA R WenrmrlMlaf�r 199 R (Vihea.aaaeanemedmJnLe,ay psdabJaa rehouse, Wwrowmbtawaa Peak 4I1%Hoar Peak 4th Hour MaJor Ctoasi 0 0 190 100 Warnal,l CoWtlon A Met NO I U U% arletlaP+aatRBaewq�arpeakpafarrfaacrae,hlgiarrf �►+p� WmrvarMaiwouc r'60 (Vahtt rrnraa�ir scceed,.mdnarrpl Warrant 4 Condllfou B Met NO 0.0% (Note:wdere aesbretbdlvided..Jnk•saedia rfgpldar..Jmtkfirpeieniara b.ral4 taad/daaB app-0Isrrgmsdebfpewek dheraae) arrant S M001Crossing (Note:All eondidoas atoll In tkh coo bet met,V order to warrant a sipal) Deis Me ms&rsaeapwdm of"owedW ce ardatte as um&&&edsokeW.essmlRq 1(ye arNo) No U•a sea is ae-.abet afadrgwatr gape—14.61,d—W rke poi-4..irr.ae eAJfmrn ars seek, Me esawlag tea ikon is,—a-of adwnres u.viL hl,dnri W tkot roan prriid) An Iftae at leas hraaq mandate am4g me ampermv"darhg aepsak eswsdsa level Warmat3Condfl—Met No 0.0% —�JI Warrant r utafe .tgn ,ysYem (Note:Is order to warrant a ftual,either the ff rat condition or the final two shall In this case be met) A.6 ae m�naaeer wae�wg GwaOus erdw pg0lelP 'b eusedbedfar.ody+w are apcew&%PCswtshs/stgnebsrJhrsporso der 4p^Oprsvldeadepaeneu-larpl9a.abigr BI.{fee m4orsoea Jr ear-wVin aaroe mad expaiaoo a won,holaeodJLW elanffl4 am a4aoan h4bfe""Wslgaah,"Jkrerpordoaq•al.notprn.•fda Ike aecm defineelfpkotroabgt Yea Bd IYW Yeprvpreds{ga�b aeaHaadl/a Win a earsaK praWobeprrgrmd+'a rpaamlrwf No Warrant 6 Condtlons Met NO 60.f1a/v Warrant apertatce (Note:Both coedltiom below shall be met as well as one often,other co"doas(see warrant tart for delslh)reVarrdleg&-hour mW pedestrhn volumes, respedivaly,In order to warrant a dpid,In this we) Have adgaae afrl efaMewaava;Wak awtuessY l4a+oee ad aomossoK Jh 10 mice eamBJJq.eaey7 Warrant 7 Coadilon A Mel I NO 1 0.0% 1 `—� dccidaa iliatorr I 11 bmou Ahninarm .lcddeawycor I Correctable AeddeatsN'eor Correctable Aecidenutyeor 0 s Wrrraat7CondllonBMet NO 0.0X MO-Cis--g Otis Hour Volume Warrsal MInlmum Volume Pedoaiaa kalnn.cr Wvreua Al7aLaraw Ma 770 whist s00 .cVkr Pauk Atk Hour Fbak 4W Elour Miner 70 v.hhr 120 nWhr 0 0 152 OO (MAW wse mst.abdsaae vrhuw boxed rpaa*banned x.#,r ratan) Warrant 7Conduoa C Mat NO 68.1X Of arrant Of 8-RoadKvy e—t"— De at leawtas afae blessed W ream be fue,da lase one armwe each pfarJWhtrhlg chwaanrely,fad( ing aeas ar MAJOR: I A.The rook Is part of the street or highway Wawa Met serve as the principal roadway network ror through traffic now. R The route includes rural or suburban highways ootrlde,entering,or traverslug a dty. C.The roots appears as a major route on an offfdal PJau,such as a maJor street Plan In an urban area traffic and transportation study. Turd Hu Yahae Do SpavpnJeead vebase,fwAte brosealaa wee an an.=am @ l Peak flour L Warrant hflnlrnums WavrmrO 1,Z,aad3 delta&as ava{ge WcrAdWf � tiOir 1000 Dee,aebaased(a srppMamml ewhrhy vahaergfar1est,,000 Wkfaresa tfaq•Shure on a Saamig wSmadq•} - No Warrant&Cooduoos Met NO 0.0% Wfil-mt Nmnber and Title Warrant Met Percent Met 1 EI ht-hour Vehicular VolumeEAEK7N0% - 2 Four-hour Vehicular Volume7% 3 Peak Hour 1% 4 PedesWnaVolumes0% S School Crossln0% 6 Coordinated SI nal S tem0%7 Crash E rience % 8 Roadws Network % Total Number of Warrants Afet 0 Intersection: urston Road and N.22ndt. Case: ELag Dtogn Roar(Phl Peak)Ping Site Date July Aln nr Stree r. Gurmon kaad Ailnor Stree(1: .22.d Sk - A(lOor Start 2: Alu nr Street D—Ii n(NS or F.-W): I _1Y Minor Street I ll—ton tN•5 or E-\\1' N•S. Ailnor Street 2 UirecUoil(N,e or F-\\'1: Appr..ch Dirac Uon 013 or SBI NB A r --h Pircc lion(Fit or Will MoersawaSpeedL6et2 S5. nph M"Afgierstredg3t1e/,Speed: �...�Imph Tad lVrttttberefbtWwedtewAppnitacil" L - Hoar BeRInuing 1 1 3 4 S 6 7 8 9 10 11 12 liarslon knad EB 12 IA 18 18 61 -189 J43 aJe 31I !17 34U 0I 25o2 tw 1cn.d 11'N 43 19 - 13 13 45 91 247. -3H I86 SSl l76. {2R N.Rod St NB t i 0 'U -2 > 4 11 -11, 9 9 11 12 N.22ad St. Sit { ) 2 2 8 2U ,t{ 56 J2 46 S4 tg AW or. ro.c lbta. SR SB )1 31 106 280 740 4 166 830 AlazAtlaor.\pro.ch 'ol. 4 ) 2 2 8 2U A4 56 42 46 5-1 yt To or Fnterlog Volume 62 41 1 33 33 116 3f14 805 856 1 617 703 931 900 Hour 13 14 IS 16 17 18 19 20 21 22 23 24 (lunton koad Fit 384 t2 414 469 }6. 't 9R 219 --1" - 1 6 uor itof lCoud N'B 2" 493 578 <78 ,597 "1 S70 370� 266� IJ9 9T 39 N.22ad S1. NB 9 13. 1,4 IS IS 12 9 A G 4 2 1 N.22od St, Sit 46 fi 69 75 74 37 J7 JI L 28 1 lE ll M■or A xo.ch I olah 650 913 992 1065 1 820 668 389 412 2M 1 82 A ar%lnor .ch 'oL 46 63 69 75 74 57 47 41 2A 18 11 6 TOW Filters ulurae 1 701 1 990 1 1074 1155 1155 6A9 724 t08 446 274 178 89 Peak Hours(15 minute period accuracy for peak hoar only if appropriate data has been cntetrd) Ui4r I Aarw Tian I lour tieittnnl Loluare . h [lour AeRInning I Volume tv761 flour Inuln Volume h 81h Htwr 11:011 AM 766 7:11(1 AM 5q 4th H. 2:0o PM 913 2:00 PM 61 Peak 5:90PM 1066 4:00 PM 75 S:oo PM ]153 Pedestrian Volumes Cronutr.lGuor Churrnp J/umr TOW [four Inaln 'A..,tt�h Hnur 1hdnnln Volume It,hl floor 1leklnnlo \'olum<n,h1 MHour 11:00AAI 7:00AAI ath Hnur +oo PM 2:tw PM 4:110 Y Pa.k 5,00 PM 4:00 PM 5:00 1'M 'arrant 4 1-Eight-hour Volume crown.tq[�rrmrtaeoapepabdarwS)re�Ab~40sipill �orsnear(roerx� Ne .\ppfaufh l.aucaSth floor Volume Ku.—f Afu io/ra.o(vpi)_('orrLYl w A Mu Or 1 Ann V*&~l.&pk)-fod w© A a F7, b 7Miller 766 vt ►r 740 500 600 525 S, veh/hr 54 .eh/Ar 1 150 120 105 1 75 60 V Warrant I Coaditim A Mel NO 35.8% Warrant 1 Conditloo B Met NO 88.7% W.rr.at 18M Coadltlom Met NO_ 44.8Yo 'arrant#2- O Our a teat ar 4th Hour Volume W.rr.a1 Mlelm LLm Vohrme Miller 913 vehlhr vnh/6r Mloor W veh/hr 117 trh/As (MBiler rtarrsar■.hdissm .&w ks/dgilw.Loved il 0jor►e&m4 Warraat 2 Condltioot Met NO 64.4% Warrant 3-PeaA Mour Tema am<rtae volume for the high,—.1—minor etreet durin,the molar —k hour: 74 U'arrunt Aluritnum: 11Mi Hlrber-culLLme mlanr rtreec - MIIa SC (l blu<nuur rn<rr ar n"rr<J raa�irrr:n«) Tard4.ppeacreddW&-kk-4—k4,e -h---eppraad(rms,",st: 0.6 .roA.hr, w�.mrrM�ar �� Aknkrgropproarilaaofir&cpmkAa kgko�wfarAuw rs~(smaieve): Clan (iv/rrn.urfarMer<xeedttwauiwr.el Kr) Total entering miume wrrlcod during the pe,,ik hour. 1155 \4'.rr.ot M"im.m: BW (i a/we aauar areal.r"x M arac4crwt) Warr.al3 Cmddea A.1 Met NO 16.1H6 Condition A Warrant 3CoodlloeA.2Met No 74.0% Wturant 3 coilddoa A-3 Met YES 144.4% Perk Hour Vol.mo:11-m—L Minlmum Vol._ Sillier 1065 1 veh/hr veh/hr A/Ioor 75 wh/hr 186 1 veh/hr (-'W'"r~—wr adwla.ear rvlar.e Mid apes*&Me dxlow wfiar) Condition B W.rrila13Co%d1tiosBM.t No 4o.s% ntersection: Dumton Road and Hunter's Way Case.' a ow fPhl Peak)Plus. le Date.' JWY7,2004 AL,.r Street IMn I..Rood - Nit or Street l: Hnnter'+\\'.c Mlu.r Stet 2: Major Street Direction(N S or FAV): -\V if h11n.r Street 1 Dlrrcd..IN S.r FAN): NS Aliuor Strret 2 Direction(NS or FAN): ,\,,roach D1rrctl.n(NIS or SBt INB Ap,roach Dir-H.o fPB or%Vlt) Mtdsr Slbed SpeedLlmfk J5 mph Mas Mq*Sdrd 85th 4.0k mph T"dAkmbe ajlwtesrdia.Appr"ches: flourlkplonlog 1 2 3 4 5 6 7 8 9 10 11 12 Ironton R..d F I 11. _ 1 17 11 36 172 50{ 106 28! 189 J56 J67 Duntnn Road \Vtl !33STI 1i1 Hunter'+\1'.x NH S 3 2..,. 2 10 16 69 71 54 39 69 7} H.nter'+\\'uv SB 1 4 -!. 2 2 9 '24 1 62' 1 66 1 {9^ "'3 62 68 n or Approach Tat ala 37 16 J0 U 101 26{ 698 752 .71 622 715 798 N1.i Minor A .ouch llr 3 3 2 2 10 26 69 72 54 39 49 73 Toot F.rcrlag\olumc 65 43 34 S4 121 313 830 .11 114 734 866 940 Ifour ,ouln. 13 14 15 16 17 !8 19 20 21 22 23 24 Damon Road F'.H J 8 1 Nv, tunton Road \CT1 20 -496 Sal 581„ 601 457 J72 - J72 - 168 150 98Ila L",;'\\ac Nit - 59 Al 88 96 95 "74 60 I umer'x\\'er tilt -tS 7{ 80 87 86 67 54 47 13 20 13 Ma or Approach Iota+ 618 8£N 1026 1029 791 643 372 4U1 i45 139 78 Mat Mln.r A roach YoL 39 81 88 91G 9S 74 60 52 76 13 13 8 Tout Fnicrla Volume 730 1033 1117 1209 I210 931 759 672 470 IAA ]87 97 Peak Hours(15 minute period accuracy for peak hour only If appropriate data has been entered) U4.r Arlaor Tsar Ifour goon.ing Volume tour on i n K .lame t h It...Ikv1. I.g I v"turns( h 8th Hour I1:W A.M 7J3 7:00 AM 69 - Oh Hour2:W P11 880 2:W 1:M 81 - Pnk 5:00 PM 1029 4:00 Phi % 5:01)Phi ]210 Pedestrian Volumes C'roraiug Slnjor Clouiug3hJ r Tornl Hour Be enln \"olamc(t,h }lour Btelaning V.lumt 021 Ifour Bg1.nt.R \"Manor lt',hI 8th]fuar II:W Ahl 7:W Ahl _ - Jth Hour 2:M1 PM 2:W Phl {:W 1'hl Pc.k S:W PM 4:00 PNt 5:00 PM arrant R I- ag t ollr 'c lc ar l"Oluine Cex.wndp,Leeda 161000Papuhmfow ar Sper&Abase40wh mMgkrS&ed7(Per arNo) Nn :11}roacALaW t —r Wuns. GVnrrwc M—Velrwo(vpk)-C—UtivaA I W'-1 MLc V-tw OpA)-Canlld-B Ala or (lf`k .4fo ur Mawr 100 1lt0% 70% S W% BU% 70•h Mleor '1'- 735 whlbr 6" rehfbr 5W 4W 3_M 7.50 6W 32S 69 vohfhr 1 69 -h/hr 150 120 1 105 75 60 1 57 Warrant I Ce"Ilon A Mat NO 146.0% W.rr.at 1 Condition B Met NO 98.0% R'arnnt 1 80Ya Coadltlooa Afet NO 67.6% Warrant#2-Four-hour Vehicular VoLuw rrh 11—Volum. W.rmnt Mlalmum Volume rMelor 88r3 +xhlhr wNhr _ hllaor I 81 wh/hr 125 _1 h/1tr (MBar+.rnaet m6e6mrm wive geed 4M aMecd mitre.t'ohta.r) Wvnot 2 Conditw-Mct NO 66.2% Warrant#3-Peak Hour - Tatul n,lerl.e colnuu for the hl•her-rutume colour the<t durinp the ma or —L Auue 9t \Cnrrnnl Mallntam: 100 Hither..lame minor 0 1 (t al.r rwurr wxel ore eed nradl.ure) TohldoppedWae ddq,•(peak A*-)oa kigk—tvinwe webrerrpproach(aeeab--): 0.6 ,ab-hn WarrmdMaxim v LJ (V.hw Omar rated ar exceed e..xi—O Maa6eefdWpnwchkm r Yrdepmk"wAlrha vvlamad+rararrrrt(set a0aar): L�lene(x) Pots]entering wlumc tcrvlcod doring Or k hour: 1 1210 Warr.ol Matimom: I 8W (.I.e ..l coed or ex ,od.. L-4 Wermat 3 Condllon AI Met NO I 16.0% Condition A Warrant3CDadtJmA.2Met NO se.o% Warrant 3 Coaddon A.3 Met YES 151.3% Perk hoar Volume W.rT.nl M1n{mum V.Ioe Ma ar 1V16 wh/hr wl✓hr m M1.or 96 wbNhr 198 wz (71frw�r trnrrv+r/.aGJ m wt.ae I.red mp x M.ar d -hoar) Condition B K'am.nL!Condhlon B Met NO 48.6% Warrant ri 4-Pedestrian voutnus Dhsaww so eke newest wq,07cstr&aV tYIA n WarnattMbehsante 299 fl (valve nrarf dyed.r eseead eeinkvarayl Ptdeerriaa]ilaaaa Wanmtr.NLetnewer-1 Peek 4th Hoar Peak_ __4th Ho Major C 0 0 1" 100 Warraot4 Covdtlon A hfet NO 0.0% Nretler ofadequiakSWdoii4&a mN&rp-k padwMan awmiM4 As rr PP, WmmrtMarlaromr 0 (l'alae war not ej..1 ar exceed aeaciaeu tt) Warraul 4 Coudltlon D Met NO 0.0% (Note:where the tovet it divldod+v*A a ased/w efsalfflieiewt w4th forpdonisto M waGt cmdAUx B dppud sqw deb'fir OWA alkwaar) Warrant#S-School Uosting (Note:All conditions shall V"ease bet ask V order to warrant a slpd) Doer Me argprsbwd paella oftlb a>rakg eewsdoose an essaUhhdsokoon aasi g r(Per arNe) {fsA dun tr tle.nsaba faderuwe gap.awaaNe dwbg tkc pesl.d wkew eke df/abxa are raiKr Me ev.ssbg less Gad the number ofm wda avaUable drying Mat saner paled? Nu Am Geem lams tweny sredean awalag ike MA rswed doing tlepeak, I-Aram No WarranlSCoadtlonshlel Warrant Coordinated ignaSystem (Note:In order to warrant a alpel,either the first condition or the final two shall In this mse be met) A.4 tl e asyorsbrd eno-swq!R native ordo oq�&ffowprodadaarwb't.sae eareedq dad(frq are aQlatasf byj/le esrubrl signatrao fraopmr tld tlq de n.t provide athpote vsAlealapkd.enk{gr Bl.(ftke nad.rdrwd h tW&4 y ter wakwe and erpaienees a none balanwodflew ofngpfq are aej(acur nv lc eonwlslgwabmfbraparf tld diq do naprovlde Me neeammy degree ofpkstooehegr 1'es B2. MW$kepr pmds4M4 In week6eaden with aglaead Proe' P ra Voutionr No W.rnut 6 Condtlom Met NO 60.0% Warrant#7-Gash B'xperunce (Note:both conditions below sball be met n well m owe of two other lwa lillom(tree warrant tent for dehlls)reprdlag&hour and pedestrian volumes, respectively,In order to warrant a sipal,in this ease) Nave ad Vmu hW fadtawMhwv;wMk awdows1my oMesmeee used a#imsw&m4 j1dW to redece aushflrptencyr tQo Warrant 7 Condllon A Mel I NO 0.0% a odrnr llw"r , Il irrmnr:l/inlnnrm AccldtaM'tor I Correc tabs Acebleatt/Yenr I Correctable Accldmulyear 0- _ _ _ ,.0. - S Warrant 7 Condtiou H Mel NO 1 0.0% MgJer was Nth flour Volume Waersmt Mintmam Volume Ped.W*=Vehonc, Warrmet kihurwws hta or 698 wblhr 400 wh1hr peak 4th Hour Perk 4th dour Minor 69 wbfbr 120 wh(hr 0 1 0 152 1 so (Ml~wanae7 adalrew t ohraw bard mean o0oard swj r v.lextel warrant 7 Condtlon C Met NO Warrant#IT-xoadn(ay lvdss x Do atlemetwo ef6eldaseetbg rwasminfuesdon keve owe arawmawok ofskafouod•g f..*Lg tlae arm"OR: A.The route is part of the street or highway system that serwa as the prindpol roadway network for tbmu&traffic flow. B.The route Includes rural or suburban hlioways outside,entering or trawrWQ a dly. C.The route appears as a major route on an official plan,such as a major street plan In an when area traffic and transportation study. Tern!E.rerenrr V h.- DoSj+opnojedd vehuaofi,de hdarsedl.n seed on or ware of t�YotiF;NuzS ;r F'eak Hour Warraal Minimums Warrmetr 1,Z and 3 daring me average weekdrgd 1210 1000 Doa de Wasedlow rapport a anion await vehum @fat Jews 1,000 vpk fir wad ofmq S haws an a SabodkW srSmuAVr No Warrant N CoadOoas Mtl NO 0.0% Warrant Number and Tifle Warrant Met Percent Met 1 Eight-hour Vehicular Volume NO 98.0% 2 Four-hour Vehicular Volume NO 65.2% 3 Peak Hour NO 48.6% 4 Pedestrian Volumes NO 0.0% 5 School Crossing NO 0.0% 6 Coordinated Signal System NO 60.0% 7 Crash Experience NO 0.0% 8 Roadway Network NO 0.0% Total Number of Warrantr Mee 0 - Two-Wey Slop Control Page I or) Two-Way Stop Control TWO-WAY STOP CONTROL SUMMARY Page I or I en•ral Information It nallon TWO-WAY STOP CONTROL SUMMARY I /orm for •n•rel Information Ite InIoRnMlon •M'Ce, anln AArr^:��In. q� On �ari6 1 J.GIIra M.haefen el•PNlawed 17 , Fo, \Wv.F AI).tr.r.. ud•bnon IeM[VM4v • .4 P.d.9 +M N •PMrr IJ I•.1.T T•n• Y'.M o•a b.cn W P.n.d MP•.lt '7 •Plnr•a I-. rWI••f bII..L Ov.fen Ro•e r' f)r. nt•n•Km 0:layhben .Ftw.) arnn bfrs.L •N• ulhValf wn/ n°r. 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