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HomeMy WebLinkAbout08 - Traffic Impact Study - Bozeman Deaconess Health Svcs - Highland ENGINEERING , INC . A Consulting Engineers and Land Surveyors �S ea TRAFFIC REPORT FOR HIGHLAND BOULEVARD CORRIDOR PREPARED FOR BOZEMAN DEACONESS HEALTH SERVICES C/O PC ENGINEERING, LLC 3991 VALLEY COMMONS DRIVE,SUITE 200 BOZEMAN,MT 59718 JUNE2008 BOZ-06052.01 705 Osterman Drive, Suite F Bozeman, MT 59715 Phone 406.522.9876 Fax 406.922.2768 info.bozeman@enginc.com www.enginc.com .t,. Uir o As•�...� LETTER OF TRANSMITTAL TO: Bob Murray,PE DATE: June 25,2008 City of Bozeman,Engineering JOB: Highland Boulevard Comprehensive Desi 20 East Olive Street Bozeman Deaconess Health Services Bozeman,MT 59715 We are sending you the following: Shop Drawings Attached Under separate cover via the following items: Copy of Letter Disks Plans Samples Design Report Change Order Specifications COPIES DATE DESCRIPTION 1 June,2008 Traffic Report for Highland Boulevard Comprehensive Design These are transmitted as checked below: For approval No exception taken Resubmit copies for approval For your use F Make corrections noted Submit copies for distribution As requested 0 For review and comment F Return corrected prints For Bids Due Prints Returned After Loan To Us REMARKS: We are submitting this same report to the MDT for concurrent review and comment PC Engineerin -I c. cc: Signed: Todd S:-AA shell,P Highland Boulevard Corridor Traffic Report EXECUTIVE SUMMARY The purpose of this traffic report is to provide a summary of existing conditions, trip generation, traffic analysis and design recommendations for the Highland Boulevard Corridor, from Kagy Boulevard to East Main Street in Bozeman, MT. Highland Boulevard is being reconstructed to mitigate impacts associated with development of the Bozeman Deaconess Health Services Sub-Area Plan. The Sub Area TIS (performed by Robert Peccia and Associates in 2006) provided a very comprehensive planning level analysis of traffic impacts associated with this development. The purpose of this study is not to re-create the Sub Area TIS, but to provide a design level analysis of impacts associated with this development. The general intent of the Highland Boulevard Corridor project is to provide approximate 65% design level plans for approval by MDT and the City of Bozeman. Final design and construction drawings will be completed as the Deaconess Sub-Area continues to develop. This study is intended to provide a detailed analysis of the Highland Boulevard corridor only and other nearby impacted roadways will need to be evaluated and designed as separate projects. In addition, the intersection of Highland Boulevard and Kagy Boulevard will be designed as part of the off-site improvements associated with the Knolls at Hillcrest East/Highland South project, which is currently under review by the City of Bozeman. Although this study includes a complete analysis of the intersection of Kagy Boulevard, the extents of the design phase of this project will run from the north side of Kagy Boulevard to the intersection of East Main Street. Upon completion of comprehensive estimates of trip generation, trip distribution and traffic assignment for the Sub-Area developments, this study presents thorough recommendations for lane configurations and intersection control for the Highland Boulevard corridor for two separate alternatives, one in which the major intersections would be controlled by traffic signals, and another in which they would be controlled by roundabouts. When deciding which alternative is most appropriate for a particular project, it is important to consider several factors, including but not limited to right-of- ENGINEERING, INC. ii Highland Boulevard(orridor Traffic Report way impacts, traffic operations, bicycle and pedestrian accommodations, and the community's vision for the aesthetics of the corridor. Based on our analysis and consideration of these and other factors, we recommend a combination of the two alternatives that would provide for traffic signals at Kagy Boulevard and East Main Street with roundabouts at each of the major intersections in between. Because roundabouts can be much more closely spaced to one another than signalized intersections, roundabouts could be placed at the middle and north hospital accesses on Highland Boulevard, as well as at the intersections with Ellis Street and Painted Hills Road. The roundabouts would provide a much higher level of access for the hospital and the Sub-Area developments. Based on discussions with MDT and the City of Bozeman, it has been determined that it would be unlikely that a significant amount of additional development would occur within the immediate influence area of Highland Boulevard. Therefore, no additional background traffic growth was applied to corridor volumes. The volume projections associated with the development of the Deaconess Sub-Area alone should provide for a conservative level of analysis for a 20-year design. An additional factor for consideration in the corridor design is the potential for a future connection from the north end of Highland Boulevard (at its intersection with East Main Street) to the east end of Oak Street. As part of the on-going City of Bozeman Transportation Plan Update, MDT (in partnership with the City of Bozeman and Robert Peccia and Associates) is currently modeling the proposed Oak Street connection. Although this connection could have a significant effect on Highland Boulevard traffic volume projections, model results were not available at the time of this study and were therefore not included in this analysis. The option of constructing the roadway to accommodate additional lanes in the future would provide for a cost effective way to respond to the potential Oak Street connection or other currently unforeseeable factors that may affect the volume projections. Once model results are available, they will be evaluated with respect to the Highland Boulevard corridor project, and the recommendations included in this study will be modified if necessary. ENGINEERING, INC. iii Highland Boulevard Corridor Traffic Report Upon review of this document by MDT and the City of Bozeman, the consultant team will make any necessary changes to the schematic design and present the project to the City Commission for their input. Once all comments have been incorporated, the consultant team will then move forward with the 65% preliminary design for the preferred alternative and again submit for review and approval by MDT and the City of Bozeman. ENGINEERING, INC. iv Highland Boulevard Corridor Traffic Report TABLE OF CONTENTS Page Introduction 1 Existing Conditions 3 Intersections 3 Traffic Volumes 5 Intersection Capacity 5 Trip Generation 7 Trip Distribution 11 Traffic Assignment 11 Traffic Impacts 13 Traffic Volumes 13 Intersection Capacity 19 Recommended Improvements—Signal Alternative 24 Kagy Boulevard to Holly Drive 24 Holly Drive to North Hospital Access 26 North Hospital Access to East Main Street 29 Recommended Improvements—Roundabout Alternative 31 Kagy Boulevard to Holly Drive 32 Holly Drive to North Hospital Access 32 North Hospital Access to East Main Street 35 Recommended Improvements—Bike&Pedestrian Accommodations 37 Conclusions 38 Appendix A—Traffic Volume Data Appendix B—Capacity Calculations—Existing Conditions Appendix(—Trip Generation Calculations Appendix D—Capacity Calculations—Full Build-out Signal Alternative Appendix E—Capacity Calculations—Full Build-out Roundabout Alternative ENGINEERING, INC. v Highland Boulevard(orridor Traffic Report LIST OF TABLES Page Table 1. Highland Boulevard(orridor—(apacity Analysis Results 20 Table 2. VISSIM Travel Time Results(PM Peak Hour) 21 Table 3. VISSIM Queue Length Results(PM Peak Hour) 22 Table 4. VISSIM Corridor Delay(PM Peak Hour) 23 LIST OF FIGURES Page Figure 1. Deaconess Sub-Area Plan 2 Figure 2. Existing Peak Hour Volumes 6 Figure 3. Trip Distribution 12 Figure 4. Traffic Assignment—Signal Alternative 14 Figure 5. Traffic Assignment—Roundabout Alternative 15 Figure 6. Full Build-out Volumes—Signal Alternative 16 Figure 7. Full Build-out Volumes—Roundabout Alternative 17 Figure 8. Full Build-out Average Daily Traffic(ADT) 18 Figure 9. Signal Alternative—Kagy Boulevard to Holly Drive 25 Figure 10. Signal Alternative—Holly Drive to North Hospital Access 27 Figure 11. Signal Alternative—North Hospital Access to East Main Street 30 Figure 12. Roundabout Alternative—Kagy Boulevard to Holly Drive 33 Figure 13. Roundabout Alternative—Holly Drive to North Hospital Access 34 Figure 14. Roundabout Alternative—North Hospital Access to East Main Street 36 ENGINEERING, INC. vi TRAFFIC REPORT HIGHLAND BOULEVARD CORRIDOR Highland Boulevard(orridor Traffic Report INTRODUCTION The purpose of this traffic report is to provide a summary of existing conditions, trip generation, traffic analysis and design recommendations for the Highland Boulevard Corridor, from Kagy Boulevard to East Main Street in Bozeman, MT. Highland Boulevard is being reconstructed to mitigate impacts associated with various proposed developments in the area surrounding the corridor. In 2006, Robert Peccia and Associates conducted a traffic impact study(TIS)that resulted in the Bozeman Deaconess Health Services Sub Area Plan (Sub Area TIS). This study addressed short-term and long-term area development and provided recommendations for future mitigation of impacts in the Highland Boulevard, Main Street, and Kagy Boulevard corridors. More recently, Engineering, Inc. conducted a traffic impact study (TIS) for the Knolls at Hillcrest East and Highland South developments, which addressed area impacts associated with these developments as a supplement to the Sub Area TIS. The overall Deaconess Sub-Area Plan is illustrated in Figure 1. The Sub Area TIS provided a very comprehensive lap nning level analysis of traffic impacts associated with this development. The purpose of this study is not to re-create the Sub Area TIS, but to provide a design level analysis of impacts associated with this development. The general intent of the Highland Boulevard Corridor project is to provide approximate 65% design level plans for approval by MDT and the City of Bozeman. Final design and construction drawings will be completed as the Deaconess Sub-Area continues to develop. This study is intended to provide a detailed analysis of the Highland Boulevard corridor only and other nearby impacted roadways will need to be evaluated and designed as separate projects. In addition, the intersection of Highland Boulevard and Kagy Boulevard will be designed as part of the off-site improvements associated with the Knolls at Hillcrest East/Highland South project, which is currently under review by the City of Bozeman. Although this study includes a complete analysis of the intersection of Kagy Boulevard, the extents of the design phase of this project will run from the north side of Kagy Boulevard to the intersection of East Main Street. ENGINEERING, INC. 1 Highland Boulevard Corridor Traffic Report Q� � o 40 ram, 'ter AaFA _ '' ----r.�. ''- `_ ----�i` :t �" •" —' �I.♦ I .1:a,\ ^ ,. I �i+ipnr'mue - �d AOI. f f 2 *• r *TING DEAL Os I /' / �f MULTI USE \\ f l rHr wk1 ` w d, / i(' im /,J I 16.0 6 AM C US) O \\ �� ': -•1 _ �! ` •p� ^"yI `i ! �Ct C;T' , /' }A M5- t •MI,0117TALIWAt'[bCALTI,iIF♦ \ o j 1 CONTIGUOUS HOSPITAL , ;'. , � ,{ . 4.'r^�I `l I /' / •corTAcc+ AREA !F 1 r ( -k� '` - .. / I 16ACIe-) �: s , HIGHLANDVILLAGE / - � r \ MIXED USE I Ilos C PITAL HOSTAL t AMA LISTI y 14 O t. Li7]" MULTI110 AC :. r + HIGHLAND NORTH � + NEIGHBORHOOD f W , 00 73, _ I � •,� ter/ \,N'\ HIGH 1 '•� � „ I \\ f rl /' 1 � III �i�� ♦\\.\ ! f l9.O i IJ� I HILLLION�TL�10'O.WSION .Arad HILLCREST EAST / �1 POTENTIAL PAHK` NEIGHBORHOOD 24 AC FACILITIES HILLCREST WEST NEIGHBORHOOD k9 III I Y � octotiff 1 iil e I i �♦ I u $l� �. HIGH 20.0AC(+e) j •, jj HIGHLAND EAFTII MBD BIGHBORHOO -r ..,Y ', N• Il. .1/J r - I 7DS AL•1l4)' ~•\ \\\ \,\ ,i�AC( ) ,.' H Accm NEIGH ORHOO / ; \ MED If ' MBD 1e,6ecc+r> \`\ -v SERVICES C, LOW 227A fl+r> IAocACc �1 4 — — —— _ - I----—- --- -------------=" -------=_ _ t� l h FIGURE 1 : DEACONESS SUB-AREA PLAN 2 ENGINEERING, INC. Highland Boulevard Corridor Traffic Report Significant improvements to Highland Boulevard will be required to accommodate traffic generated by full build-out of the Deaconess Sub-Area. Traffic volume projections along the corridor will be at a level that would warrant traffic signals at most of the major intersections. MDT requires that roundabouts also be evaluated as an alternative to signalization wherever signal warrants are met. Therefore,this study provides a complete analysis of both signalized and roundabout alternatives. Based on the selected alternative, the corridor will be designed to a level of approximately 65% and the actual improvements will be constructed as the Deaconess,Sub-Area develops. Individual signal warrant analyses should be conducted as the area builds out and the different phases of corridor improvements are triggered. EXISTING CONDITIONS Highland Boulevard is a north-south, two-lane roadway that provides access from East Main Street to its terminus just south of Kagy Boulevard. Between Main Street and Kagy Boulevard, it is classified as an MDT Urban Route (U-1215) and,more specifically, as an urban minor arterial in Bozeman's functional classification system. South of its intersection with Kagy Boulevard, it is classified as a local street. Highland Boulevard is approximately 28 feet wide with dedicated left-turn bays at key intersections (Ellis Street, hospital accesses, etc.) and a separated 10-foot wide bike/pedestrian path that runs along the west side of the road from Kagy Boulevard to East Main Street. Data collected by Robert Peccia and Associates as part of the Sub- Area TIS indicated existing traffic volumes of approximately 7200 average daily traffic (ADT) on Highland Boulevard. Data from the Sub-Area Plan also showed that 85tn percentile speeds were approximately 37 mph in both directions, compared to the posted speed limit of 35 mph. INTERSECTIONS The Highland Boulevard Corridor project will include reconstruction of several intersections along the corridor. This study includes an analysis of all the intersections ENGINEERING, INC. 3 Highland Boulevard Corridor Traffic Report along Highland Boulevard from the Kagy Boulevard to East Main Street, including the following: ■ Highland Boulevard&Kagy Boulevard ■ Highland Boulevard& Cherry Drive/Lomas Drive ■ Highland Boulevard& South Spruce Drive ■ Highland Boulevard&North Spruce Drive ■ Highland Boulevard& South Cedarview Drive/Berthot Drive ■ Highland Boulevard&North Cedarview Drive ■ Highland Boulevard& South Pinecrest Drive/O'Connel Drive ■ Highland Boulevard&North Pinecrest Drive ■ Highland Boulevard&Holly Drive ■ Highland Boulevard&Knolls Lane ■ Highland Boulevard&Painted Hills Road/Hillcrest Retirement Facility ■ Highland Boulevard& South Hospital Access ■ Highland Boulevard&Middle Hospital Access ■ Highland Boulevard&North Hospital Access ■ Highland Boulevard&Ellis Street ■ Highland Boulevard& Curtiss Street ■ Highland Boulevard& East Main Street In order to mitigate traffic impacts associated with the first phase of the Deaconess Sub- Area development, The Knolls at Hillcrest, several improvements have recently been constructed at several intersections along the corridor. The signalized intersection of Highland Boulevard with East Main Street was recently reconstructed to include a northbound left-turn lane. As an interim improvement to the intersection of Highland Boulevard and Ellis Street, the eastbound approach was reconstructed to prohibit the eastbound left and through movements. The existing access to the Hillcrest retirement facility was reconstructed to provide an eastbound dedicated left-turn lane for exiting vehicles and a northbound dedicated left-turn lane for entering vehicles. A northbound left-turn lane was constructed at the intersection of Highland Boulevard and Knolls Lane and The Knolls at Hillcrest frontage was constructed to accommodate the future roadway ENGINEERING, INC. 4 Highland Boulevard Corridor Traffic Report section of Highland Boulevard in anticipation of additional development. All of these improvements were constructed during the 2007 construction season. TRAFFIC VOLUMES Existing peak hour traffic volumes for several study area intersections were obtained from the Sub Area TIS performed by Robert Peccia and Associates. Counts for that study were conducted during February and March of 2006. According to the Sub-Area Plan, raw count data was adjusted for seasonal variation in accordance with count data from MDT's annual count station located on US Highway 191 near Four Corners (Station A- 106). Additional counts for intersections not analyzed in the Sub Area TIS were conducted by Engineering, Inc. in August of 2007. Those counts were adjusted for seasonal variation based upon 2007 MDT count factors. Figure 2 summarizes the AM and PM peak hour turning volumes for existing conditions. All traffic count data is included in Appendix A. INTERSECTION CAPACITY Unsignalized intersection capacity calculations were performed for the study area intersections using Highway Capacity Software (HCS+), which is based on the procedures contained in Chapter 17 of the 2000 Highway Capacity Manual (HCM2000). The HCM2000 defines level-of-service (LOS) as "a quality measure describing operational conditions within a traffic stream, generally in terms of such service measures as speed and travel time, freedom to maneuver, traffic interruptions and comfort and convenience." LOS is described using letter designations from A to F, with A being the most favorable operating condition and F being the worst. Capacity calculations for the signalized intersection of Highland Boulevard and East Main Street were performed using SIG/Cinema, which is based on the procedures contained in Chapter 16 of the 2000 Highway Capacity Manual (HCM2000). As previously discussed, the intersection of Highland Boulevard and East Main Street was recently reconstructed to include a dedicated left-turn lane on the northbound approach. Capacity calculations performed for existing conditions account for this recent modification. ENGINEERING, INC. 5 I pill 1 l i l 1 At - .. 'tir`' - Tr - / A •ri 1� 1 r r j j a} �,^ •- �A. �' � •.Ir �YT• •—_ '. .�r 1, �� ' .� 1, ,t/ •.,rj a �• ,�A IKr '' •.� �IRr t ,. \ �'«• ... Y .. Ni1/� 4 1 i♦ - -4''i ��S -� lS1 i -}a r v: �:�. ` , ': ; •r•� i.. ` j Ir 9(2 1216 lor •�� -� 'µme.`•—c w-•mat � �.'k f� � I' � �� .t•- ..5didiYyur� Y i.•� � •1.1k•1��- "\:. OWL rF Ip R✓1 •- \ 1 a „ —L. '1 1 r• CIo1,-,�S/ead . .R a J_ L r 't 7• '':7�� ,'..+� `� r '� Subdi+dor �;ti 1 4 / ,/�ITi- `�1 t 4 •� ru MARK' r,.. ..:: r � -4. '_ ,y J cT•y 1 Y• '� + • �tia N. .,x^ /' _e-,!' y fin" ,^]{,•' -�0 �y ��( �. - `'1V'•�1 Ysh ;,. �, P 1} .V�'-- ry;:'�+ ��. r - J : :!.;.�1'J, ti;i �; 1 -i. t�y278 �� �� { " r ,eke Y Ir �T• ,�yJ� �L�• rcfi' '" r _1 A u0diridn6 4eFr >. Y• /1' .- i§ r '^M i -'' * r, �A;yexaq. •�N ;� . •'�. ••� z ••{'d,Hadn <itYi� \ D - ! 1,q7 e• annoy cr mad r -��` ,3�" t� �_ in �''ti.• Su e�111.inn I Highland Boulevard(orridor Traffic Report The results of the capacity calculations performed for existing conditions are summarized in Table 1 on page 20. These results show that, other than the northbound approach to the intersection of Highland Boulevard and Kagy Boulevard, the recent construction of interim improvements along the corridor provide for acceptable levels of service at all intersections under existing conditions. Although it serves a very low volume of traffic, the northbound approach to the intersection of Highland Boulevard and Kagy Boulevard currently operates at LOS F during the AM peak hour. Detailed capacity calculation results for existing conditions are included in Appendix B. TRIP GENERATION In order to determine the level of improvements required to mitigate expected impacts from development of the Deaconess Sub-Area, it was necessary to provide an accurate estimate of the traffic that could be generated by the site. For these calculations, this study utilized the Institute of Transportation Engineers (ITE) publication Trip Generation, 7`h Edition, the most widely accepted source for determining trip generation rates. Trip generation rates and calculations for full build-out of the entire Sub-Area are included in Appendix C. In general, land use types and development densities assumed for this study are quite similar to those used in the adopted Sub Area TIS. However, since that study was completed, more specific land use information has•become available for several of the proposed developments. A separate traffic impact study was conducted by Engineering, Inc. for Highland South and The Knolls at Hillcrest East as part of the platting process for Phases 1-5, which correspond to the phase breakdown shown in the trip generation tables in Appendix C. A few additional minor changes to land use assumptions were made from what was presented in the Sub Area TIS. The trip generation tables included in Appendix C illustrate gross trip generation projections for the average weekday, AM peak hour, and PM peak hour periods. The projections are broken down by development area, phase and individual land use ENGINEERING, INC. 7 Highland Boulevard Corridor Traffic Report category. In total, the Deaconess Sub-Area would generate approximately 59,650 gross average weekday trips, with 3767 gross trips (1845 entering/1922 exiting) projected for the AM peak hour and 5484 gross trips (2789 entering/2695 exiting)projected for the PM peak hour. The Sub-Area TIS projected trip generation volumes of 59,361 gross average weekday trips, 3745 gross trips (1856 entering/1889 exiting) during the AM peak hour, and 5571 gross trips (2811 entering/2760 exiting) during the PM peak hour. Comparison of the trip generation estimates from this study and the Sub Area TIS show that, even with a few minor changes in land use assumptions, the overall gross trip generation projections are almost identical. ITE trip generation data provides an estimate of the total number of trips that would be generated by the proposed developments. However, in order to estimate the net number of new external trips made by personal vehicles, adjustments should be made to account for internal capture trips, pass-by trips, and trips made through alternate modes, such as transit,pedestrian or bicycle trips. Internal capture trips are those that are made from one on-site development to another using internal roadways. Large mixed-use developments like those proposed within the Deaconess Sub-Area often have a fairly high number of internal trips made between the various on-site commercial, residential, and office areas. For this study, since developments within the Sub-Area are proposed to the east and west of Highland Boulevard, requiring that trips between those areas utilize external streets or intersections to travel between them, some of the internal capture trips would actually be considered intra-zonal trips. Intra-zonal trips are those that necessitate travel via external streets or intersections, regardless of whether they occur among neighboring developments or from one area to another within a single development. For the purposes of this study, internal capture and intra-zonal trips were calculated together using the internal capture methodology outlined in Chapter 7 of the ITE Trip Generation Handbook, 2"d Edition. Internal capture percentages were calculated for residential, retail and office-related land uses based upon PM peak hour gross trip generation results. The worksheet used to calculate the internal capture percentages is included in Appendix C. The resulting ENGINEERING, INC. 8 Highland Boulevard Corridor Traffic Report percentages were 16.5% for residential land uses, 8.4% for office land uses, and 13.0% for retail land uses. However, that calculation did not account for trips that occur internally within each land use category. For example, the results from the worksheet project that 16.5% of the trips generated by the residential developments would be captured internally by retail or office land uses within the Deaconess Sub-Area. The worksheet does not consider trips that would be made from one internal retail use to another. In general, residential and office land uses do not attract a substantial number of trips in this manner, so residential-to-residential and office-to-office trips are considered negligible, but since a substantial amount of internal capture does occur amongst individual retail land uses, it is necessary to increase the calculated retail internal capture percentage (13.0%) to reflect those additional trips. In this case, the retail internal capture percentage was increased to 33.0% based upon the base retail-to-retail rate of 20% that is provided in the trip generation handbook. To segregate internal capture trips from intra-zonal trips, the baseline percentages of 16.5% (residential), 8.4% (office), and 33.0% (retail) were ratioed for each individual development area based upon the allocation of gross trips in each area and the most likely travel routes among those areas. For example, residential land uses within Highland South are projected to have a total internal capture and intra-zonal trip percentage of 16.5%. Based on the locations of office and retail attractors within Highland South and the other Sub-Area developments, it was calculated that 12.8% of gross trips would be captured internally, while the other 3.7% would be intra-zonal. These distinctions are necessary, because intra-zonal trips must be assigned to external study area streets and intersections, while internal capture trips are only relevant for the internal transportation network. The trip generation tables in Appendix C illustrate internal capture and intra- zonal trip percentages, as well as projected trip totals for each land use category. Detailed internal capture and intra-zonal calculation worksheets are also provided in Appendix C. Pass-by trips are those trips made to a development as a secondary destination where the primary trip path is on the adjacent street system. Pass-by trips represent a stop along the way to a primary destination, an example of which would be a stop at the grocery store ENGINEERING, INC. 9 Highland Boulevard Corridor Traffic Report on the way home from work. Commercial developments often generate a significant amount of pass-by trips. As shown in the trip generation tables (Appendix C), pass-by rates were estimated for each of the proposed commercial land uses using data summarized in the ITE Trip Generation Handbook, 2"d Edition. For the Neighborhood Services area only, pass-by rates obtained from the ITE Trip Generation Handbook were reduced by 50% to account for relatively low existing volumes adjacent to the site on Kagy Boulevard and Bozeman Trail Road. As with standard practice, it was assumed that the office and residential portions of the development would not generate any pass- by trips. ITE trip generation data is generally assumed to be based on vehicular trips, instead of person trips, making it unnecessary to adjust for trips made by alternate modes of travel (pedestrian,bicycle, and transit). However, it is appropriate to make these adjustments in areas known to have higher than average use of alternate modes. The proposed development would incorporate an extensive trail system that would provide multiple connections to existing trails and an on-site connection between the residential and commercial developments. In addition, there are several existing Streamline bus stops in the area (timed stop at the Bozeman Deaconess Hospital and flag stops at the intersections of Highland Boulevard and South Cedarview Drive and Kagy Boulevard and Sourdough Road), as well as several proposed future stops within the Deaconess Sub-Area. Because of these plans to accommodate alternate modes of travel, and because Bozeman generally experiences higher than average use of alternate modes, it was assumed that approximately 5% of the total trips generated by the Sub-Area developments would be made by alternate modes. The trip generation tables provided in Appendix C show the breakdown of each of these trip types expected to be generated by each of the development areas. As shown by the results, it is estimated that the proposed developments would generate approximately 36,842 new external personal vehicle trips during the average weekday. Approximately 2498 (1206 entering/1292 exiting) of those trips would be generated during the AM peak hour and 3415 (1719 entering/1696 exiting) would be generated during the PM peak hour. Net trip generation estimates were not calculated in the Sub Area TIS, so a direct ENGINEERING, INC. 10 Highland Boulevard Corridor Traffic Report comparison to the results of that study cannot be made. However, as an additional check of the net trip generation numbers, the calculations have been reviewed by the author of the Sub-Area TIS from Robert Peccia &Associates. A copy of the letter stating that they concur with the volume projections is included in Appendix C. TRIP DISTRIBUTION Trip distribution is an estimate of site-generated trip origin and destination locations, which can be determined by several methods from computerized travel demand models to simple inspection of existing traffic volumes. For this study, separate trip distributions were assumed for each of the individual neighborhoods. In general, the trip distributions at the site accesses for the residential developments were based on the distribution of existing traffic volumes at adjacent existing residential accesses, while those for commercial accesses were based on the general distribution of dwelling units within the study area. The Highland Village and Contiguous Hospital Areas would most directly influence Highland Boulevard, and Figure 3 illustrates the trip distribution assumed for these areas. Trip distributions used for the other neighborhoods have not been included as a figure in this document, but were used accordingly for each of the neighborhood traffic assignments. TRAFFIC ASSIGNMENT Assignment of site traffic to the street system and site access points is dependent upon a number of factors. In this case, the directional distribution of primary purpose trips and the physical attributes of the surrounding street system were considered to arrive at the total site traffic assignment. Traffic was assigned for each neighborhood independently in order to account for different land use types, the proximity to site accesses, and pass- by and inter-zonal trip exchange. ENGINEERING, INC. 11 1 I l it 1 1 1ff.1 �'� y ' ♦, ' .M tI i• •-`�„ ••1 .Y !� fir_ V ,� J VFW goo y Y, •~ Jv` ^�1 - 1 •, •t1rF .�T x �` 1r ,`� ;Y f, _4• , '�• � •t r't � x tie 'r ���`x .-.P� � - � 62 't + t , `F. " 111tr.Strom',t lhtr'l,titrt - r44 ��, c, •f hC ni Of cio . _I�• � :_t. , t• ,, '� Yr 4 f � . «„ vex, ,� 'r � � �; --,� � .,. it �, zr ., `//: � ,; • L�'i,�w• -vy``( � 1 �;i - .�-_% _`p,�.y'r- 1+t: � -_ 'ti - -• "f '°" r Nc.,n4 •t~f Y.r � c f• ~ S�� c1^ S r I ��;11i y � - (:)b.c. _ � 1 _ J !yTl�l _ SubJl Irinr. i t� r �'l{F�. L ♦ f `� i _ • �� �; � 1 krpfkilglllrL' 1 .. T 1 w ir-f•rir K ::�+ ',� • i► -n. •Nevntly lllto 'r... " •... -. r� �r �• � 1i•• ♦ L bdh•Islbn, y Sky Vlm ' \ ` b � - �[•• 1 .•. ,• � S xti,/ �� U "� ubdlrldori 26p/ ', l� •;�iff 1 .:r_. C•Wivrx[Ln illy , -7 _ '% �t'�,• ` t tiuntct'nrrl1-4 _ Iis Ub �C, � $ih'rlltictun N �' ~�• 5 • yu. rs�I r 'rVl f 1 0.5 I',IndfeEv0Ilt .I ��nn.a�nooc 0.5/ 10. O/°t, f_ Highland Boulevard Corridor Traffic Report As previously discussed, this study includes a complete analysis for signalized and roundabout design alternatives for the corridor. Because of the difference in traffic control that would be associated with each alternative, it was necessary to complete two separate traffic assignments. The resulting total AM and PM peak hour site-generated traffic assignments for the Highland Boulevard corridor are illustrated in Figure 4 for the signalized alternative and Figure 5 for the roundabout alternative. TRAFFIC IMPACTS TRAFFIC VOLUMES In order to determine the level of impact at access points and intersections, it is necessary to combine existing background traffic with site-generated traffic. As previously discussed, separate traffic assignments were performed for the signalized and roundabout design alternatives. The resulting AM and PM peak hour full build-out traffic assignment for each alternative was combined with existing traffic volumes, as illustrated in Figure 6 for the signalized alternative and Figure 7 for the roundabout alternative. These volume figures also account for the redistribution of traffic volumes where access restrictions would be required to meet minimum level of service requirements. The locations of signals vs. roundabouts and the required access restrictions will be discussed in further detail in the recommended improvements section of this report. In order to determine a reasonable cross section for the roadway design between major intersections, it is important to estimate the projected average daily traffic (ADT) volume for each section. As illustrated in Figure 8, these volumes were calculated based on the assumption that the PM peak hour volume projections would make up approximately 10% of the total daily traffic. This estimate is consistent with existing traffic conditions. Results of these calculations show projections of approximately 17,210 ADT just north of Kagy Boulevard and approximately 23,610 ADT just south of East Main Street. ENGINEERING, INC. 13 -01*11 22 K �; r� �, r IYw •' ��'� i 31 , � A ;; •S, r •yr71 .f7ry�l' `- r. - _ i / o_ �>: }.. 31 c 'Z .,,1 �:..•�,k>, � _ ; �';i'� i I.: t j ,L�j�'1 K'r."��1 �4 1 a., '1 s I l Q '1--• , 1+. ` 4�'y R -y~-��A• �t P V A� Y f'•' /yy1►"' � '�j�. T. �� ; -- .I q • IF 84 Ll "r •r7r�51 .�0�� .• t •'. 7 I' �'w ,,1 JJyr w r 4"': l a Ira . c I+ I �2� 1 a 83 :'•j eT_ �+( Y. t. - _ ..t11Wi _ _ ti�c1 ,3 f `-• -.J T yt ' a w- -i ,t`. �• / • k q t r J ic,, ro. �t� r ti7bd \�n�, 410 313 op ✓ ' wi L i 41 OR I _^r r y (481 S4Y�kW �-� .. rbdiriilgn r i2 2 lul �.. - ;�. } 1tiSq bn r c��b • 0 321 0 '. �, �e��eY. •.�P '! 7lr- r v 149 � r cfr,,„,„t �i'4, 'A _ J ,, . ALIN • • Xmi IR M. M. 1 1 1 1 1 : .. c .`' • „ }y s +`� r 8� �.: }_ f, �y 1. r ryy 4 F r • Y I' y'`p s3 r :d 010. ► `' �..!�. 1 r _ ~� ` Y • ` �•• i ri•� ,�r '{• ih: Ld1 w�7 L y- S•• ' - ` a -'r i � M S ps I iA TV .1 i7iii To f HK t �r j f flUillGunplvX � o � -r�r� . � r cdfa,tGn�. ✓•� �1� d I Cert ` ., aiiiavu F., 1 n _, • �.. _ ..�i.a .: v1��1 • - L-1 .v .. 111t'\ _ y� a ` ti'k� .'ri Omrr betuorn }� y 421 �� v a+ 3abdi Li 421 �r, j. `•} ^ +` ` �}." a � '_ L - ,�. � \ 1' � ; r, :: m�.!ll���'c���-� �Z' O-�; .,fir .1' �� � �. �� ��� �� r -t= '�:i � I • 428 rtp t s a0 321 0 to .r�•' 1 . r ha ti d �` c er A V 1 1 . � � • 1 1 Highland Boulevard Corridor Traffic Report v t 0�p01 04) l9)(1019){� _ •r�• l r. ti (39) �3� (281 � eUV FT' 1ti8 7 280 (28)(6 (100 gg 847 47 +� (53)22 �� W.189(a4t) az /C r + ��l >) „ Q (t)t —► �- 5(3) �67(12) (c711s Il- I(.� J., � A'. t I fer. ti' (2t)7 �it5(23� pe)3 1 /r'• \ i ir 1 0 546 t47 e (2) , (�(6;{2)(159) •t (16) 22 �lt!1� )183t)(25) b/ItS 1L (66)(600](231) y '.. ` 'i` �' ♦ �y 1,�..:�'r 1 103 277 162 i, I� ♦ 7► ��sl�o �Z9 ": 'rya (120)6r 155(248) (15)lo f— 10p6) if— iSU+) (146)58�y ��131(20M `(\ tr559 1 (4)mw 5 2) .1 695 t� 1r, /����0 Qi _ ♦ 7► '4 6 I`• t39 .{yL L ♦ i �' (669)(151 7(5) l� 1 ( •Lam, ,j15(10) ;. 1 •� plit't 1 - (D)o mil► �/�� 0(0) L► y — _ (10)7 i 3(4) Ij Ir t 2 695(5) 14 589fD] t1 ( 1874 .:•. .�rtuvn 576 0 2 578 2 � y• _ ,,'. �1'• �` 4 ill tOal MCH (0)14 �� s(o) �c unaM I i t 03 0 _ •� rf `y 1( A _ IIA ACNA ( 1 7 ( ' Vr•i 1 LSf N'LSi .'1 I (666)(8) bvi (912)(3) 598 0 2(3) I 1 11"lT:�s wAerl t r I 703 0 I -to r' ..$ r ! .i�y� i 1 (722)(0) I qppq 701 0 i729 9 (214! 4. 537 3 'oa �L �a 1,.yS t 597 3 au000 / •`� I r � (yes)539 `163(179) `c (446)160�h ♦—532(248) f213 1 i (1)0 7(9) �) (�o �► �—� o Col �>n F (If) i 27(25) 1 6 1, 1 (o) ( (tt) (231 77117(2D) f A l FIGURE 6: FULL BUILD-OUT VOLUMES - (X=� =PM PEAK HOUR VOLUME PM PEAK HOUR VOLUME SIGNAL ALTERNATIVE ENGINEERING, INC. 16 The Knolls at Hillcrest East&Highland South TIS 01)�0)(4) `, + f _ �Y _„� .• +.,1i ..Y, t ,, (9)(1019)(� I 7 -• / 0 iA r Cagy Ina) (Masi 1' IV .1.•- r. iY"�1� t1w �!� 3 1097 1 - j d LZ:. ,• •• _ 3•�:., r/ ,-�',, , (�. +5a 709 2s4 f2g)�94) _ 1 f/- j L! a ►.<� 6 634 1g0 �/ '.f 1�1• r i n Jr 9(10) �4 '• (53)22 ./' '169(341) (60)23 �a31 9l (2 469(3) (t�11 —�1 1 'L',_r. `L •. ��8of(�+� �� (21)7 102(207) ()5 �! 67( ) _ it i 5 r 1 )tr 9(6) 0 721 0Is to 147 y , ��� (�(1321J(2) ( - 1.� 4��rg4, ,.0 rL I - l01(g92J(159) 16 Bfa 34vulo �6S (16)22 _ r '•, J - y r t 1:ti f 545 2 (68)I600)(231) t s a �� ma's sue• 4'd� � '1 �'i �t 29(20) 7. (120)e7� Wl—t55(248) ' 1.. - 4••,t . 15(11) lr. � � (148)68� J�131(209) rL. i ��s�� `� •l 559 1 (99)(�)(3) 7 ;k 2 6t�t r I {G,51 139 (15) ).rf1� (67)484(193) + •_ r' (377)_ .■. - 1 a 1` 7(5) (5)? 1(5) �'i L �rw (10)7 3 01 2 nn.Nn3 695(5) vu 1 NY(s)(9u)(4) 4n• µ � t ,..•� l ` �� `�-_ �i r•' � h Irtin i t ( u4Aaea � I + 1Hi rte rood �•' l� 40) i:lh'itAl fA�t) AX UIgMIWO<1 0 _ c. 703 ' V 1.7 �•��.. r 1 �_ I 9 F ( (085y(7 10 •r, 1•�noo0 (9f3)l5) Y. •� 1 't a ►_ '% ♦,iJal J91Z(3 590 0 • i4 4 Mm 1 W. 2(3) ( - 9V9�F`���•••111 (.. _� 31(0i b l I 0fk r loft 1(6) vd.. _ _. �� �. 1 r ~ � urwcr 1 t• 1 p. t L ! (7�gy(0) 1529)(37 3)(' ) 1 `I.: 1 + (3)(910)(6) vStlUtlr (722) I .J l \•� 1 • 1 6903 7 3 (569)539 163(173) is 3 11(0) IW ) (+)0 y 1� '(9) 1 J (17)24 27 PS) y' ...� 5 !, 8 12 j (0) (71 (+1) R _a (23)(711 ( ) FIGURE 7: FULL BUILD-OUT VOLUMES - (X=� =PM PEAK HOUR VOLUME PM PEAK HOUR VOLUME ROUNDABOUT ALTERNATIVE ENGINEERING, INC. 17 The Knolls at Hillcrest East& Highland South TIS ,l _ i nOcn A c�. Ilk -f A0. y _ - \ I _ �_� � / x —_ _ fir• r• r , m bo ; m rr FIGURE 8: FULL BUILD-OUT AVERAGE DAILY TRAFFIC (ADT) ENGINEERING, INC. 18 Highland Boulevard Corridor Traffic Report These volume projections are considerably lower than those estimated in the Sub Area ' 1 TIS, mostly due to the difference between gross and net trip generation numbers. Because the intent of this study is to provide a design level of traffic analysis, it is absolutely necessary to account for reductions caused by internal capture, pass-by, and alternate mode trips. It should also be noted that the full build-out peak hour intersection volumes (the volumes used in the analysis of potential improvements) were on the same order of magnitude as those estimated in the Sub Area TIS and the resulting recommended improvements for the signalized alternative were also very similar. INTERSECTION CAPACITY After existing background traffic was combined with traffic that would be generated by full build-out of the entire Sub-Area, capacity calculations were again performed for each of the study area intersections, including alternatives for signals and roundabouts at each of the major intersections. As previously discussed, unsignalized capacity calculations were performed using HCS+, signalized capacity calculations were performed using SIG/Cinema, and capacity calculations for the roundabout alternative were performed using RODEL. Results of all the capacity calculations are summarized in Table 1 on the following page. Detailed capacity calculation results for the signal and roundabout alternatives are included in Appendices D and E,respectively. An additional check of the two alternatives for the full build-out scenario was conducted using VISSIM, a microscopic, time step, and behavior based traffic simulation model developed to evaluate multimodal traffic operations in urban transportation networks. This modeling tool is much more effective at evaluating corridor improvements because it accounts for the effects of closely spaced intersections. The other tools used in this study provide analysis of each of the intersections individually and do not provide an analysis of the corridor as a whole. The VISSIM traffic simulation model provides a better understanding of corridor impacts and performance characteristics for each of the design alternatives. ENGINEERING, INC. 19 Highland Boulevard Corridor Traffic Report Table 1. Highland Boulevard Corridor-Capacity Analysis Results Poll Buildout Conditions EAsting Conditions Traffic Signal Alternative Roundabout Alternative AM Peak Hoar PM Peak Hour AM Peak Hour PM Peak Hoar AM Peak Hoar PM Peak How T rafhc Average int. Traffic Average Int. !Traffic Average int. lrathc Average !at 'l lathe Average Lat. lralhc Average InL Intersection Approach Control Delay(6) LOS LOS Control Delay(s) LOS LOS Control Delay(s) LOS LOS Control Delay(a) LOS LOS Control Delay(a) LOS LOS Control Delay(s) LOS LOS kLb `J.1 A 15.1 A 16.3 D 1J.0 D IQ.J IS 19.0 D WB Two-way 1. Two-way /. A GL. C C LGJ C 31.E C KagyBoulevard NB Stop Control 'E t' Stop Control 2 C - Traffic Signal L L B Traffic Signal B Traffic Signal 1 B Traffic Signal 1 ! B B SB I 1 .9 1 14.4 B 12.1 B 1 1 .1 2.1 .1 B EB10.4 B 11.1 14.2 B 19.3 C 14.2 B ' C Cberry Drive/ WB Two-way 8 Two-way ti Two-way 21.6 C Two-way L Two-way 2 .6 Two-way L L Lomas Drive NB Stop Control 7. A Stop Control 8.1 A Stop Control J Stop Control Stop Control 9 Stop Control 10.4 iS SB .8 .8 `.J = 9. WB Two-wayU'! B Two-wayB Two-wayC Two-wayTwo-way6' Two-way6 J' C South Spruce Drive NB South - - - -- -- -- - r'6 - - - - - - Stop Control Stop Control Stop Control Stop Control Stop Control Stop Control SB 1.6 .8 9.3 WB Two-wayU' B Two-way 10.9 D Two-way �' Two-way 9.1 C Two-wayTwo-way19.! North Spruce Drive NB - y - - y -- -- - - - - - - Stop Control Stop Control Stop Control Stop Control Stop Control Stop Control SB 17 7.8 9.3 9.4 J.3 9. EB 10.8 r81.8 .3 C 18.9 (� 1 .3 C .9 South Cedarview Drive/ WB Two-way 1 .r Two-way V.0 A Two-way 1!, C Two-way Two-way 17.7C _ Two-way U.0 A Bertbot Drive NB Stop Control 1.8 - Stop Control U.� D Stop Control 6.6 Stop Control U, ti Stop Control A Stop Control U. 15 SB 1 WB 10.4 10.1 1 C 16.8 15. C 6.8 C Two-way Two-way Two-way Two-way Two-way Two-way North Cedarview Drive NB Stop Control Stop Control Stop Control Stop Control - Stop Control Stop Control - - - SB .9 !.! A 9.3 L 9. L EB 11. B 11. 16.8 LU.J C C 0.9 C South Pinecrest Drive/ WB Two-way Two-way 15 Two-way 9.0 C Two-way 1 J. Two-way 9.0 Two-way J. - O'ConnelDrive NB Stop Control l.ti Stop Control A Stop Control 8 Stop Control U. ti Stop Control t5. Stop Control 1 D SB . 1.7 A 1= 7 9.2 A 9.2 9.2 WB Two-way 11.4 Two-wa B Two-wayTwo-way9.8 Two-way1' C Two-way9 '8 North Pinecrest Drive NS y - y - - -SB Stop Control Stop Control 7.1 A Stop Control Stop Control A Stop Control 9.2 A Stop Control 9.L A WB 13 1 .L 1/.` C .7 C 1.9 C Two-way _' Two-way Two-wayTwo-way Two-way Two-way _Holly Drive NB Stop ControlStop Control Stop Control - Stop Control Stop Control Stop ControlSB .9 7. A 9.3 A 9. A 9.3 A 9.0 C 1 Bi 9.3/4 Access3/4 Access 3/4 Access 3/4 Access 3.8 tS �. 15 3. B KnollsLane Two-wayTwo-way 1 8 15 - Two-way 4 A - Two-way 10 Stop Control Stop Control 9 LStop Control Stop Control9.LEB 1 .9 1 J.! M 1 U.8 PaintedHr7lsDrive/ WB Two-way Two-way 17.4 132 1 .4 Traffic SignalB Traffic Signal B Roundabout B Roundabout B Hi1krest Retirement Facility NB Stop Control !.9 Stop Control .L . 1U.1 .6 C14.4SB -- - -- - b 1414.8 .L EB 10.7 B 12.7 B 3/4 Access 10.4 B 3/4 Access 12.2 3/4 Access 10.4 B 3/4 Access 12.2 B Two-way Two-way rrSoutbHospitalAccess NB 7.3 A - 7.J A -- Two-way 9.0 A -- Two-way 9.9 -- Two-way 9.0 A -- Two-way JJ A -- Stop Control Stop Control - - Stop Control StopControl -- StopControl - - StopControl - - SB -- - -- EB 12.1 B 4.9 B 20.4 C 24.0 C 11.411. WB Two-way Two-way L0.6 . L t5 Middle HospitalAcress NB Stop Control 8.0 A Stop Control - Traffic Signal A Traffic Signal J A B Roundabout 3 2 B Roundabout U B .77 SB -- - - 1 A i".2 1 .0 EB 10.5 C- .9 1 t5 L.0 3. 3/4 Access 3/4 Access :EB Two-way Two-way 11.' 3.8 L L 15 North HospitalAaess - - Two-way - Two-way � - Roundabout B Roundabout C Stop Control /.4 A Stop Control .1 A 9.4 J.J 13.2 B 16. C - - - - Stop Control 6 Stop Control 9 14.4 B /A C 3 19. B J. L t5 .8 13 Two-way 1!.� C Two-way LU9 21.4 C 24.2 C 12.6 B 21.0 CElk's Street Stop Control 8. - Stop Control 8. - Traffic Signal 6 B Traffic Signal L B Roundabout lU.l B Roundabout 1 8 $ SB 8. 6. 133 .tf .tf EB 1ts.4 C 16.6 C 13.4 1 .1 B 13.4 B 13.1 3/4 Access 3/4 Access 3/4 Access 3/4 Access W-B Two-way 1U.0 Two-way 6.0 C �. C S.2 C East Curtiss Street - - Two-way - Two-way - Two-way - Two-way - NB Stop Control Stop Control A 11.2 B U. 1 .2 U.J SB !. A 6 A Stop Control 3 Stop Control 1L 8 15 Stop Control 9.3 A Stop Control 1 EB 2U.3 C -21.1 C L3. C 34.9 C 23. C 34.9 C WB /.9 J 21. C A.3 C C 3 .3 C East Main Street NB Traffic Signal 4 C B Traffic Signal C B Traffic Signal 18 C Traffic Signal 'U C C Traffic Signal 5 C C Traffic Signal 35 C C SB U.0 A lb. sea U.UC- ENGINEERING, INC. 20 Highland Boulevard Corridor Traffic Report Based on the results of the traditional capacity analysis previously discussed, it was determined that the PM peak hour full build-out volumes would represent the worst case scenario for the corridor and was therefore the only period included in the VISSIM analysis. In order to verify this determination, several additional calculations were performed for AM peak hour full build-out volumes, but detailed results are not included in this report. Specific performance measures evaluated in the VISSIM analysis included corridor travel times, approach queue measurements, and corridor delays. The corridor travel time measures the average vehicle travel time along the corridor between a specific origin and destination. For this analysis, the travel time data was collected between the intersections at Knolls Lane and Ellis Street, which is representative of the area being analyzed for signal and roundabout alternatives. The intersections north of Ellis Street and south of Knolls Lane were analyzed with the same level of traffic control for both alternatives. As shown by the results in Table 2, vehicles would be able to travel through this section of the corridor slightly faster under the signalized alternative. This is likely due to the assumption that the signals would be coordinated and most vehicles would be able to make it through the majority of the signalized intersections without having to stop at a red light. The slightly higher travel times for the roundabout alternative are consistent with the lower speed characteristics of a roundabout. Table 2. VISSIM Travel Time Results (PM Peak Hour) Travel Time (sec) Direction Signal Alternative Roundabout Alternative Northbound 116 123 Southbound 113 122 The VISSIM simulation also reports the average and maximum queues observed at a defined location during the model runs. The average queue is a measure of the average queue length that occurs throughout the simulation period. The queue length is measured ENGINEERING, INC. 21 The Knolls at Hillcrest East&Highland South TIS at every time step and the average is computed from these values. Therefore, while vehicles are moving, the queue may be zero for several time steps. The average queue measurement is not usually a quality measurement for reporting system performance, but it has some value for measuring changes between different network alternatives. As reported in Table 3, the maximum queue is a measure of the longest queue expected to occur over the simulation period, which may only occur a couple of times over the peak hour. The maximum queue should not be confused with the 95th percentile queue calculated using traditional HCM methodologies. Table 3 also reports minimum queue lengths, which help to illustrate the frequency or level of congestion throughout the simulation period. Table 3. VISSIM Queue Length Results (PM Peak Hour) Signal Alternative Roundabout Alternative Intersection Approach Min (ft) N1ax (ft) Min (ft) Max (ft) Southbound 70 515 5 90 Painted Hills Westbound 25 190 5 225 Road Northbound 15 215 5 290 Eastbound 15 160 10 110 Southbound 15 215 0 80 Middle Westbound 15 125 5 110 Hospital Northbound 10 125 5 240 Access Eastbound 25 200 5 90 Southbound 0 80 0 115 North Westbound 0 65 10 155 Hospital Northbound 0 50 5 245 Access Eastbound 0 20 5 100 Southbound 30 205 0 85 Westbound 35 230 30 420 Ellis Street Northbound 50 280 5 160 Eastbound 5 70 0 75 ENGINEERING, INC. 22 The Knolls at Hillcresl East&Highland South TIS The final measure of effectiveness obtained from the VISSIM simulation was overall corridor delay. This measurement was also taken for the northbound and southbound directions for the section of Highland Boulevard that runs from Knolls Lane to Ellis Street. Corridor delay is the average total delay per vehicle. The total delay is computed for every vehicle completing the travel time section by subtracting the theoretical (ideal) travel time from the real travel time estimated by the simulation. The theoretical travel time is the time that would be reached if there were no other vehicles and no signals or other stops along the corridor. Results of the corridor delay measurements are presented in Table 4. Table 4. VISSIM Corridor Delay(PM Peak Hour) Delay (sec) Direction Signal Alternative Roundabout Alternative Northbound 30 21 Southbound 29 15 Although the results in Table 2 show that the signal alternative would result in slightly lower travel times for the section of Highland from Knolls Lane to Ellis Street, the results in Table 4 show that the signal alternative would also result in longer delays. Intuitively, one would expect that longer delays would correspond to longer travel times, but this is not necessarily the case when comparing signals to roundabouts. The signal alternative represents a scenario in which vehicles would travel at higher speeds from one intersection to the next and likely through several of the intersections, assuming they wouldn't get stopped at all of them. The results for the roundabout alternative are representative of the scenario in which vehicles would travel at lower speeds overall because they would have to slow down to negotiate each of the roundabouts, but traffic would be moving at a much more continuous rate and therefore experiencing shorter delays. ENGINEERING, INC. 23 The Knolls at Hillcrest East&Highland South TIS RECOMMENDED IMPROVEMENTS — SIGNAL ALTERNATIVE Analysis of trip generation estimates, traffic assignments, and capacity calculations show that the development of the Deaconess Sub-Area Plan would have significant impacts on traffic operations on the Highland Boulevard corridor. The following improvements are recommended for the signalized design alternative to mitigate the impacts identified: KAGY BOULEVARD TO HOLLY DRIVE The recommended improvements for the signalized alternative for Highland Boulevard from Kagy Boulevard to Holly Drive are illustrated in Figure 9. As previously discussed, the intersection of Kagy Boulevard has been included in this study for analysis purposes, but will be designed as part of a separate project. The capacity calculation results presented in Table 1 and Appendix D include an analysis of the improvements that would be required for full build-out traffic volumes at Kagy Boulevard,but these improvements are not illustrated in Figure 9. With this project, the Highland Boulevard southbound approach to the intersection with Kagy Boulevard should be reconstructed to provide a dedicated left-turn lane and shared through and right-turn lane. The rest of the intersection improvements included in this analysis will be further evaluated and designed under the other project. From Kagy Boulevard to Holly Drive, a three-lane cross section should be constructed to provide one travel lane in each direction and a center two-way left-turn lane. Although the two-way left-turn lane is not included in the City of Bozeman's arterial street typical sections, standard turn bay lengths and tapers would be limited by existing block lengths, making the two-way left-turn lane an appropriate alternative from Kagy to Holly Drive. The two-way left-turn lane should transition into the existing raised median section north of Holly Drive as illustrated in Figure 9. This proposed transition would result in southbound dedicated left-turn lanes at the intersections of North Pinecrest Drive and Holly Drive. ENGINEERING, INC. 24 Highland Boulevard Corridor Traffic Report arl � J.���,��� ".� � {'�I �.�.nwc .ram.. — •,� �.. ,...:� .., h ,� — � ow..�...R Ll Ij air- Iwo souvm — — 4b' 61"ft aft Ahl 3T I FIGURE 9: SIGNAL ALTERNATIVE • KAGY BOULEVARD TO HOLLY DRIVE 25 ENGINEERING, INC. Highland Boulevard Corridor Traffic Report As with existing conditions, each of the local residential street intersections along this section of the corridor should be two-way stop-controlled with the stop signs located on the east and west minor approaches. This level of traffic control would provide convenient access to the adjacent residential subdivisions, as well as acceptable traffic operations at these intersections for the full build-out traffic volume scenario. HOLLY DRIVE TO NORTH HOSPITAL ACCESS The recommended improvements for the signalized alternative for Highland Boulevard from Holly Drive to the north hospital access are illustrated in Figure 10. The proposed two-way left-turn lane should end south of Holly Drive, with a raised center median beginning just north of Holly Drive. A southbound left-turn lane should be constructed at this intersection and the westbound Holly Drive approach should be stop-controlled. Because volumes would not be high enough to warrant a traffic signal, and in order to meet minimum level of service requirements on the minor approaches, it is recommended that the Knolls Lane intersection provide three-quarter access only. As illustrated in Figure 10, this could be achieved through installation of a raised median that would allow northbound and southbound left-turns, but would prohibit eastbound and westbound through and left-turn movements. Results of the capacity calculations performed for these improvements (Table 1, page 20) show that the eastbound and westbound stop- controlled approaches would operate at LOS C or better with full build-out traffic volumes during the both peak hours. A traffic signal should be installed at the intersection of Painted Hills Road and the Hillcrest access road. The northbound, southbound, and westbound approaches should all be constructed to provide dedicated left-turn, through, and right-turn lanes. The eastbound approach would operate efficiently with a dedicated left-turn lane and a shared through and right-turn lane, as recently constructed for the development of the Knolls at Hillcrest West. With these proposed lane configurations, the intersection would operate efficiently under two-phase signalized control. Capacity calculation results show that all approaches would operate at LOS B for the full build-out volume scenario during both peak hours with these improvements in place. ENGINEERING, INC. 26 Highland Boulevard Corridor Traffic Report �- I ' HXHAM BOULEriVOJA I t I r r r v " l FIGURE 10: SIGNAL ALTERNATIVE HOLLY DRIVE TO NORTH HOSPITAL ACCESS Highland Boulevard Corridor Traffic Report The south hospital access should be constructed with a raised center median that would provide access for all movements except the eastbound left-turn movement. An opposing access to the Highland Village development is not proposed in this location. The south access is not currently being used as an emergency access, so limiting certain movements at this location should not affect emergency response times. The resulting capacity calculations show that the eastbound approach to the intersection would operate at LOS B during both peak hours with full build-out traffic volumes. A traffic signal should be installed at the middle hospital access. Lane configurations should include dedicated left-turn and shared through and right-turn lanes on the eastbound and westbound approaches and dedicated left, through, and shared through and right-turn lanes on the northbound and southbound approaches. With two-phase signalized control, all approaches to the intersection would operate at LOS C or better during both peak hours. Most importantly, a traffic signal in this location would provide for safe and convenient access for emergency vehicles. The north hospital access should be constructed with a raised center median to provide three-quarter access. The northbound and southbound approaches should be constructed with a dedicated left-turn lane, a through lane, and a shared through and right-turn lane. The single-lane eastbound and westbound approaches would provide for right-turn exiting maneuvers only. The eastbound and westbound stop-controlled approaches would operate at LOS B during both peak hours for the full build-out volume scenario with these improvements in place. As with the south access, it is not expected that turning movement restrictions in this location would affect emergency vehicle response times. ENGINEERING, INC. 28 The Knolls at Hilluest East&Highland South TIS NORTH HOSPITAL ACCESS TO EAST MAIN STREET The recommended improvements for the signalized alternative for Highland Boulevard from the north hospital access to East Main Street are illustrated in Figure 11. North of the north hospital access, the raised center median typical section with two through lanes in each direction should continue to the intersection of Ellis Street. The northbound approach at the Ellis Street intersection should be constructed with two through lanes and dedicated left-turn and right-turn lanes. The southbound approach should be constructed with a dedicated left-turn lane, through lane, and shared through and right-turn lane. The eastbound and westbound approaches should be constructed with a dedicated left-turn lane and a shared through and right-turn lane. In order to accommodate the high southbound left-turn volume, the traffic signal at this intersection should operate with a southbound lead phase and a single phase for eastbound and westbound movements. With these recommended improvements in place, all approaches to the intersection of Highland Boulevard and Ellis Street would operate at LOS C or better during both peak hours. Just north of the intersection at Ellis Street, the width of Highland Boulevard should be reduced to provide two through lanes in each direction with a narrow raised median or no median at all. The property on either side of Highland Boulevard through this section is owned by the City of Bozeman and no accesses are expected. Therefore, it would not be necessary to provide a full-width center median for left-turn movements. The width of Highland Boulevard should then be expanded again to provide the full-width raised center median just south of the proposed midblock pedestrian crossing on the south side of Curtiss Street. Refer to page 37 for additional discussion regarding the proposed midblock pedestrian crossings. ENGINEERING, INC. 29 Highland Boulevard(orridor Traffic Report To I .e'•-!s;- I s ,{� � � 1r � � tl{�� ~ I _u !J! _- �� '' � � 1. .. / l Aw" i t, wt 'ti Fil 41 G ,< I t � ' 1 {� �� . �►•��.- /� \ � s� � � � ��, /``mom � I FIGURE 11 : SIGNAL ALTERNATIVE - NORTH HOSPITAL ACCESS TO EAST MAIN STREET Highland Boulevard(orridor Traffic Report The intersection at Curtiss Street should be reconstructed to provide three-quarter access v� through installation of a raised median on Highland Boulevard. The northbound and southbound approaches should have a dedicated left-turn lane, through lane, and shared through and right-turn lanes. Curtiss Street and the private access to the east would provide for right-turn egress movements only. With these improvements in place, the eastbound and westbound stop-controlled approaches would operate at LOS C or better 1 during both peak hours for the full build-out volume scenario. '_7 The intersection of Highland Boulevard and East Main Street should continue to operate under signalized control, but with several improvements over existing conditions. The northbound approach should be reconstructed to provide a dedicated left-turn lane, shared left and through lane, and a dedicated right-turn lane. Two outbound lanes should be constructed on Highland Boulevard south of Main Street. The eastbound approach should be reconstructed to provide a dedicated right-turn lane, in addition to the two existing through lanes and dedicated left-turn lane. The southbound approach (private business access) should continue to operate with a single lane for all movements. The traffic signal phasing and timing would need to be modified to provide split phasing for the northbound and southbound movements to accommodate the northbound dual left- turn lanes. As with existing conditions, the phasing should also continue to include a westbound lead phase. With these recommended improvements in place, all approaches to the intersection of Highland Boulevard and East Main Street would operate at LOS C or better during both peak hours for the fall build-out traffic volume scenario. RECOMMENDED IMPROVEMENTS - ROUNDABOUT ALTERNATIVE Based on the preceding capacity analysis performed for the alternative in which roundabouts would be constructed at each of the major intersections along the corridor, the following improvements would be recommended: ENGINEERING, INC. 31 The Knolls at Hillcrest East&Highland South TIS KAGY BOULEVARD TO HOLLY DRIVE The recommended improvements for the roundabout alternative for Highland Boulevard from Kagy Boulevard to Holly Drive are illustrated in Figure 12. Because it will be designed under a separate project, the intersection at Kagy Boulevard was not evaluated as a roundabout as part of this study. At this time, it is expected that a traffic signal would be the preferred alternative at this location, but both options will be further analyzed at a later date. Regardless of the decision to install signals or roundabouts, the recommended improvements from the north side of Kagy Boulevard to Holly Drive would be the same, and Figure 12 is therefore identical to Figure 9. HOLLY DRIVE TO NORTH HOSPITAL ACCESS The recommended improvements for the roundabout alternative for Highland Boulevard from Holly Drive to the north hospital access are illustrated in Figure 13. For either alternative, it is recommended that the Knolls Lane intersection provide three-quarter access through installation of a raised center median. Those vehicles that would have otherwise made a left-turn onto Highland Boulevard could easily be rerouted to the Painted Hills intersection. For this alternative, a roundabout should be installed at the intersection of Painted Hills Road and the Hillcrest access road. The roundabout should accommodate two lanes in the southbound direction, one for left and through movements and the other for right and through movements. Both lanes should run through the roundabout with the outside lane being dropped south of the roundabout as a right-turn only lane at the intersection of Knolls Lane. The eastbound approach should be constructed with a right-turn only and shared left and through lane on the approach to the roundabout. The westbound and northbound approaches would operate well as single-lane approaches. With these improvements in place, capacity calculation results show that this intersection would operate at LOS B during both peak hours for the full build-out volume scenario. ENGINEERING, INC. 32 Highland Boulevard Corridor Traffic Report '1 I e pit -ri iL FIGURE 12: ROUNDABOUT ALTERNATIVE - KAGY BOULEVARD TO HOLLY DRIVE ENGINEERING, INC. 33 The Knolls at Hillcrest East& Highland South TIS � . EDAM1 1 1 y 1 I I I I � _ � � yea - -�• 1- � � AV `_- - - -�'-� -- - - - - - fir'` - -- -��- - - -. r"��1 •�'. - f I _ I " 1 r ti^ _ 1 FIGURE 13: ROUNDABOUT ALTERNATIVE HOLLY DRIVE TO NORTH HOSPITAL ACCESS Highland Boulevard(orridor Traffic Report As with the signalized alternative, the south hospital access should operate as a three- quarter access, allowing all turning movements except the eastbound left-turn movement. Those vehicles that would have otherwise made a left turn onto Highland Boulevard in this location could be rerouted to the middle hospital access or could make a right-turn at the south access followed by a u-turn at the Painted Hills roundabout. A single-lane roundabout should be constructed at the other two accesses to the hospital. A single lane on all four approaches in both of these locations would provide for convenient access to the hospital and Sub-Area developments to the east. Full build-out capacity calculation results show that the middle hospital access would operate at LOS B during both peak hours and the north hospital access would operate at LOS B and C during the AM and PM peak hours,respectively. NORTH HOSPITAL ACCESS TO EAST MAIN STREET The recommended improvements for the roundabout alternative for Highland Boulevard from the north hospital access to East Main Street are illustrated in Figure 14. A roundabout should be constructed at the intersection of Highland Boulevard and Ellis Street with two lanes through the roundabout for northbound and southbound traffic and a single lane through the roundabout for eastbound and westbound traffic. As illustrated in Figure 14, the two southbound through lanes should merge into a single lane before reaching the roundabout at the north hospital access. The two northbound lanes should continue on as part of the four-lane section that would run all the way to East Main Street. Capacity calculation results show that with these improvements in place, the Ellis Street intersection would operate at LOS B during both peak hours for the full build-out volume scenario. Recommended improvements for this alternative north of Ellis Street would be the same as those recommended for the signal alternative. Three-quarter access should be ✓ provided at Curtiss Street with a dedicated left-turn lane, a through lane, and a shared a5 1" Je right and through lane on the northbound and southbound approaches. The eastbound � I and westbound approaches should be constructed as a single lane approach for right-turn movements only. ENGINEERING, INC. 35 APPENDIX A TRAFFIC VOLUME DATA i � I � I Robert Peccia & Associates v 825 Custer Avenue Bozeman Deaconess Health Services Helena, MT 59601 File Name : bozemal irs & Trucks 406-447-5000 Site Code : OOOOOOC Start Date : 2/15/200 Page No : 1 Groups Printed-Unshifted-Bank 1 HIGHLAND KAGY HIGHLAND KAGY Southbound Westbound Northbound Eastbound Start Time Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Int Total Factor 1.091 1.091 1.091 1.091 1.0911 1.091 1 1.09i 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 07:00 AM 22 0 0 0 4 28 0 0 0 0 0 0 0 7 25 0 86 07:15 AM 49 0 0 0 7 41 0 0 0 0 1 0 0 7 35 0 140 07:30 AM 80 0 2 1 5 69 0 0 0 0 2 0 0 12 48 0 219 07:45 AM 86 0 2 0 5 93 0 0 0 0 2 0 0 19 77 0 284 Total 237 0 4 1T 21 231 0 0 0 0 5 0 0 45 185 0 729 08:00 AM 83 1 1 0 1 69 0 0 0 1 2 0 0 22 72 0 252 08:15 AM 55 0 2 0 3 57 0 0 0 0 1 0 0 22 57 0 197 08:30 AM 68 0 2 0 1 39 0 0 0 0 0 0 0 21 60 0 191 08:45 AM 75 0 2 0 7 37 0 0 0 0 1 0 0 15 53 0 190 Total 281 1 7 01 12 202 0 0 0 1 4 0 0 80 242 0 830 «««BREAK««« 04:00 PM 65 0 7 0 1 20 0 0 0 0 0 0 0 40 60 0 193 04:15 PM 67 0 7 0 0 14 0 0 0 0 1 0 0 36 55 0 180 04:30 PM 58 1 4 0 3 25 0 0 0 1 0 0 1 34 70 0 197 04:45 PM 81 2 4 2 4 28 0 0 0 0 0 0 0 28 69 0 218 Total 271 3 22 2 8 87 0 0 0 1 1 0 1 138 254 0 788 05:00 PM 89 0 8 1 9 22 0 0 0 1 0 0 1 43 53 1 228 05:15 PM 101 0 2 0 1 23 0 0 0 1 0 0 0 56 68 1 253 05:30 PM 81 1 5 0 5 16 0 0 0 1 0 0 0 46 58 0 213 t 05:45 PM 73 0 5 0 2 27 0 0 0 1 1 0 0 37 45 0 191 \ Total 344 1 20 1 i�17 88 0 0 0 4 1 0 1 182 224 21 885 Grand Total 1133 5 53 4 58 608 0 0 0 6 11 0 2 445 905 2 3232 Apprch% 94.8 0.4 4.4 0.3 8.7 91.3 0.0 0.0 0.0 35.3 64.7 0.0 0.1 32.9 66.8 0.1 Total% 35.1 0.2 1.6 0.1 1.8 18.8 0.0 0.0 0.0 0.2 0.3 0.0 0.1 13.8 28.0 0.1 HIGHLAND KAGY HIGHLAND KAGY Southbound Westbound Northbound Eastbound Rig Thr Ped I App. Rig Thr Ped App. Rig Thr Ped App. Rig Thr Ped App. Int. start Time ht u Left s Total ht u Left s Total ht u I Left s Total ht u Left s Total Total Peak Hour From 07:00 AM to 11:45 AM-Peak 1 of 1 Intersectio 07:30 AM n Volume 304 1 7 1 313 14 288 0 0 302 0 1 7 0 8 0 75 254 0 329 952 Percent 97.1 0.3 2.2 0.3 4.6 95.4 0.0 0.0 0.0 12.5 87.5 0.0 0.0 22.8 77.2 0.0 07:45 86 0 2 0 88 5 93 0 0 98 0 0 2 0 2 0 19 77 0 96 284 Volume Peak 0.838 Factor High Int. 07:45 AM 07:45 AM 08:00 AM 07:45 AM Volume 86 0 2 0 88 5 93 0 0 98 0 1 2 0 3 0 19 77 0 96 Peak 0.889 0.770 0.667 0.857 Factor r� Robert Peccia & Associates 825 Custer Avenue Bozeman Deaconess Health Services Helena, MT 59601 File Name : bozeman: krs & Trucks 406-447-5000 Site Code : 00000000 t, Start Date : 2/15/2006 Page No : 2 HIG LAtJD Out In Total 269 313 582 304 11 7 1 Right Thru Left Peds GOI H N I _a 0 �m ^ 2—' North Q c M o211512OD5 7:30:00 AM ` C Y r_ 15120D6 8:15:00 AM 5� Unshifted O (1) Bank 1 a �o and N A— 4, T r Left Thru RIM Peds 7 1 0 D 0 6 0 Out In Total HIHtr, Sourt-�bourG+ �►cs�-t�_��' N ot�.l�I-�,r�, c AND Peak Hour From 12:00 PM to 05:45 PM-Peak 1 of 1 Intersectin 04:45 PM Volume 352 3 19 3 377 19 89 0 0 108 0 3 0 0 3 1 173 248 2 424 912 Percent 93.4 0.8 5.0 0.8 17.6 82.4 0.0 0.0 0.0 100. 0.0 0.0 0.2 40.8 58.5 0.5 05:15 101 0 2 0 103 1 23 0 0 24 0 1 0 0 1 0 56 68 1 125 253 Volume Peak 0.901 Factor High Int. 05:15 PM 04:45 PM 05:00 PM 05:15 PM Volume 101 0 2 0 103 4 28 0 0 32 0 1 0 0 1 0 56 68 1 125 Peak 0.915 0.844 0.750 0.848 Factor Robert Peccia & Associates 825 Custer Avenue Bozeman Deaconess Health Services Helena, MT 59601 File Name : bozemar irs & Trucks 406-447-5000 Site Code : 0000000 { Start Date : 2/15/200 Page No : 3 HIGHLAND Out In Total 270 377 647 3521 31 191 3 Right Thru Left Peds �o U) Q c ao N m� 1 �A J I s �0 ~ tD N.0 n 2 North 4 c C 1512006 445:00 PM S 211.512005 5:30:00 PM �M �o ga N H Unshifted -i O m Bank 1 c 0. vao o- Left Thtu Riar Peds 01 31 0 0 ® F 3 0 Out In Total i ENGINEERING, INC. 1300 North Transtech Way Billings, MT 59102 File Name : Highland-Lomas-Cherry AM Site Code : 00000000 Start Date : 8/16/2007 Page No : 1 PHFs NB:0.74 SB:0.79 EB: 1.00 WB: 1.00 Groups Printed-Unshifted-Bank 1-Bank 2 Highland Boulevard Lomas Drive Highland Boulevard Lomas Dive SB WB NB EB Start Time Right I Thru I Left I Peds rprai'-Right Thru I Left I Peds I Apo Total Ri ht ThruI Left Peds .rptai -Right I Thru I Left j Peds A,,i w int Taal Factor 0.96 1 0.96 1 0.96 1 0.96 1 0.891 0.891 0.89 1 0.89 0.961 0.96 1 0.96 1 0.961 0.891 0.89 1 0.89 1 0.89 07:30 AM 0 41 2 0 43 3 0 4 0 7 1 65 1 0 67 4 0 0 0 4 121 07:45 AM 0 59 1 0 60 1 0 4 0 5 2 107 0 0 109 4 0 1 0 5 179 Total 0 100 3 0 103 4 n 8 0 12 4 172 1 0 176 8 0 1 0 9 300 08:00 AM 0 35 0 0 35 3 0 5 0 8 2 67 2 0 71 4 0 0 0 4 118 08:15 AM 1 49 0 0 50 4 0 6 0 10 1 71 1 0 73 5 0 2 0 7 140 Grand Total 1 184 3 0 188 11 0 19 0 30 6 310 4 0 320 17 0 3 0 20 558 Apprch% 0.5 97.9 1.6 0 36.7 0 63.3 0 1.9 96.9 1.2 0 85 0 15 0 Total% 0.2 33 0.5 0 33.7 2 0 3.4 0 5.4 1.1 55.6 0.7 0 57.3 3 0 0.5 0 3.6 Unshifted 1 184 3 0 188 11 0 19 0 30 6 310 4 0 320 17 0 3 0 20 558 %Unshifted 100 100 100 0 100 100 0 100 0 100 100 100 100 0 100 100 0 100 0 100 100 Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 %Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01 0 0 0 0 0 0 bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 %Bank 2 0 0 0 0 0. 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Highland u a Out In Total 0324 5120 00 0 188 512 N INJ Right Thru Left Peds NOO N tO0 0 p'7� o d� t �' 0 Y r J I =�ooi �5� o000 North 0000 til16l2007 07:30 AM -� 0 a cv cv ~ 8116/2007 08:15 AM m noon w w0 0 r�� Unshifted rm o 0 0 0 < noon Bank xe000�o m 5 o 0 0 o q Bank 2 o w w E; a �0000 1Doom- Left ft Thru Right Peds 4 310 6 0 0 0 0 0 0 0 0 0 4 310 6 0 220 320 540 0 0 0 0 0 0 220 320 540 Out In Total Highland Bouleyad ENGINEERING, INC. 1300 North Transtech Way Billings, MT 59102 File Name : Highland-Lomas-Cherry PM Site Code : 00000000 Start Date : 8/16/2007 Page No : 1 PHFs NB:0.95 SB: 0.83 EB: 1.00 WB: 1.00 Groups Printed-Unshifted-Bank 1-Bank 2 Highland Boulevard Lomas Drive Highland Boulevard Lomas Dive SB WB NB EB Start Time RI ht Thru Left I Peds I App Tam Right FThruT Left I Peds I ftp Tow Right I Thru L Left I Peds I ,ma Toc.1 Right Thru I Left I Peds I App Tow Int Total Factor 0.89 0.89 0.89 0.$9 0.96 0.96 0.96 0.96 0.89 0.89 0.891 0.891 0.96 0,961 0.961 0.96 04:45 PM 1 67 1 0 69 0 0 2 0 2 4 52 8 0 64 4 0 0 0 4 139 Total 1 67 1 0 69 0 0 2 0 2 4 52 8 0 64 4 0 0 0 4 139 05:00 PM 0 74 1 0 75 0 0 3 0 3 6 51 1 0 58 0 0 1 0 1 137 05:15 PM 1 86 1 0 88 0 0 4 0 4 2 56 1 0 59 3 0 1 0 4 155 05:30 PM 1 97 3 0 101 0 0 3 0 3 7 52 5 0 64 1 0 0 0 1 169 Grand Total 3 324 6 0 333 0 0 12 0 12 19 211 15 0 245 8 0 2 0 10 600 Apprch% 0.9 97.3 1.8 0 0 0 100 0 7.8 86.1 6.1 0 80 0 20 0 _Total% 0.5 54 1 0 55.5 0 0 2 0 2 3.2 35.2 2.5 0 40.8 1.3 0 0.3 0 1.7 Unshifted 3 324 6 0 333 0 0 12 0 12 19 211 15 0 245 8 0 2 0 10 600 %Unshifted 100 100 100 0 100 0 0 100 0 100 100 100 100 0 100 100 0 100 0 100 100 Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 %Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 %Bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 g antl Boulevard Out In Total 213 333 546 0 0 0 0 0 0 213 333 546 3 324 6 0 0 0 0 0 0 0 0 0 31 3241 61 0 Right Thru Left Peds 1-'I 1 L► NOON NOON O F- J O 000 o 0 0 0 2 North cn o o v 0 0 0 0 --► 8/16/2007 04:45 PM {-2 0 p rT8/16/2007 05:30 PM o 0 0 0 N LT c000 W r N O O N o m l Unshifted �M J a000m Bank NOON �! o00o y Bank v O N v O O V 0. � 0000 +-i T r Left Thru Right Peds 15 2i1 i9 0 0 0 0 0 0 0 0 0 15 2111 191 0 344 245 IM 0 0 245 Out In Total Hig n ul v ENGINEEWNG, INC. 1300 North Transtech Way Billings, MT 59102 File Name : Highland-South Spruce AM Site Code : 00000000 Start Date : 8/17/2007 Page No : 1 Groups Printed-Class 1 _ Highland Bloulerad South Spruce Drive Highland Bloulerad South Spruce Drive SB WB NB EB Start Time R ht Thru Left other App.Total R ht Thru Left other App,Total R ht Thru Left Other Apo.Total R ht Thru Left other AppTotal Int.Total Factor 0.89 0.89 0.89 0.89 0.96 0.96 0.96 0.961 .891 0.89 0.89 0.89 0.96 10.96 10.96 10.961 07:30 AM 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 07:45 AM 1 0 0 0 0 01 1 0 0 0 1 1 0 0 1 0 1 1 0 0 0 0 01 2 Total 1 0 0 1 0 11 1 0 0 0 1 1 0 0 1 0 1 1 0 0 0 0 01 3 08:00 AM 0 0 0 0 0 1 0 1 0 2 I 0 0 0 0 0 0 0 0 0 0 2 08:15 AM 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 1 Grand Total 0 0 1 0 1 2 0 2 0 4 0 0 1 0 1 0 0 0 0 0 6 Apprch% 0 0 100 0 50 0 50 0 0 0 100 0 0 0 0 0 Total% 0 0 16.7 0 16.7 33.3 0 33.3 0 66.7 0 0 16.7 0 16.7 0 0 0 0 0 l ignlann bloulerad Out In Total 1391 1 1 ihlIru Left Other 4 i L+ �0 o North o c 2 n o. 8/ /200 07:30 A o 2 8/17/2007 08:15 AM r N A c 5� l Cass 1 O c� 0 4� T r Left Thru R ht Other 1 0 01 0 0 1 Out in Total F' hland 131pule.d ENGINEERING, INC. 1300 North Transtech Way Billings, MT 59102 File Name : Highland-South Spruce PM Site Code : 00000000 Start Date : 8/17/2007 Page No : 1 Groups Printed-Class 1 Highland Bloulerad South Spruce Drive Highland Bloulerad South Spruce Drive SB WB NB EB Start Time R ht Thru Left other np Total Rght Thru Left other I App.Total Rght I Thru I Left I other I App.T°tai Rght I Thru I Left I other I App.Total Int.Total 04:30 PM 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 04:45 PM 0 0 2 0 2 0 0 1 0 1 0 0 1 0 1 0 0 0 0 0 4 Total 0 0 3 0 3 0 0 1 0 1 0 0 1 0 1 0 0 0 0 0 5 05:00 PM 1 0 0 1 0 1 1 0 0 0 1 0 0 1 0 1 0 0 0 0 0 3 05:15 PM 0 0 1 0 1 2 0 2 0 4 0 0 2 0 2 0 0 0 0 0 7 Grand Total 0 0 5 0 5 3 0 3 0 6 0 0 4 0 4 0 0 0 0 0 15 Apprch% 0 0 100 0 50 0 50 0 0 0 100 0 0 0 0 0 Total% 0 0 33.3 0 33.3 20 0 20 0 40 0 0 26.7 0 26.7. 0 0 0 0 0 Highland ouwcra Out In Total 0 _5.1 01 01 51 0] Rght Thru Left Other 4-1 1 -. 0 o North o —► 20 8/17/2007 04:30 PM 2 CL o 8/17/2007 05:15 PM O1 2 w v Class 1 -� �o� o0 00 4� T Left Thru Rght Other 01 0 0 0 4 0 Out In Total ENGINEERING, INC. 1300 North Transtech Way Billings, MT 59102 File Name : Highland-North Spruce AM Site Code : 00000000 Start Date : 8/17/2007 Page No : 1 Groups Printed-Class 1 Highland Boulevard North Spruce Highland Boulevard North Spruce Drive SB WB NB EB Start Time R ht Thru Left other App.Total R ht I Thru I Left other F,hop Tw R ht Thru Left other App.Tate) R ht Thru Left other App.Total Int Total Factor 0.89 0.89 0.89 0.89 0.96 0.96 0.96 0.96 0.89 0.89 0.89 0.89 0.96 0.96 0.96 0.96 07:30 AM 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 1 07:45 AM 1 0 0 0 0 01 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 01 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 1 08:00 AM 0 0 0 0 0 2 0 0 0 2 0 0 0 0 0 l 0 0 0 0 0 2 08:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Grand Total 0 0 0 0 0 2 0 1 0 3 0 0 0 0 0 0 0 0 0 0 3 Apprch% 0 0 0 0 667 0 33.3 0 0 0 0 0 0 0 0 0 Total% 0 0 0 0 O 667 0 33.3 0 100 0 0 0 0 0 0 0 0 0 0 I fighland Boulevard Out In Total Q; I 0O 1_ Rght Thru Left Other 'J 1 L# o ems th Q � o 2_4 I ~2o _ c o y 8117/2007 07:30 AM L 8/17/2007 08:15 AM w 0 0� o Class 1 c Left Thru R Fit Other 01 0 0 0 Out n Total ENGINEERING, INC. 1300 North Transtech Way Billings, MT 59102 File Name : Highland-North Spruce PM Site Code : 00000000 Start Date : 8/17/2007 Page No : 1 Groups Printed-Class 1 Highland Boulevard North Spruce Highland Boulevard North Spruce Drive SB WB NB EB Start Time R ht Thru Left Other App.T. Rght Thru Left Other App Tote, Rght 0 Thru Left other App.Total R ht f li Left Other I Apo Total Int.Total 04:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 05:00 PM 0 0 1 0 1 0 0 1 0 1 1 0 0 0 1 0 0 0 0 0 3 05:15 PM 0 0 2 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 Grand Total 0 0 3 0 3 0 0 1 0 1 1 0 0 0 1 0 0 0 0 0 5 Apprch% 0 0 100 0 0 0 100 0 100 0 0 0 0 0 0 0 Total% 0 0 60 0 60 0 0 20 0 20 20 0 0 0 20 0 0 0 0 0 Highland ou evaro Out In Total 3 01 0j 31 0 Ryht Thru Left other �J 1 �o '- O North a.. �o FL-- ~2 0 2 C B/17/2007 04:30 PM cn 8/17/2007 05:15 PM Z�a o Class 1 O c O O I Lett Thru Rht Other 01 01 11 0 1 0 Out In Total HighlandBoulevard ENGINEERING, INC. 1300 North Transtech Way 3illings, MT 59102 File Name : Highland-Berthot-Cedarview AM Site Code : 00000000 Start Date : 8/15/2007 Page No : 1 Ws JB:0.94 SB:0.91 EB: 1.00 WB: 1.00 Groups Printed-Unshifted-Bank 1-Bank 2 Highland Boulevard Cedarview Drive Hlghland Boulevard Berthot Drive SB WB NB EB Start Time RI h!I Thru I Left I Pods I App.rani RI ht Thru Left Peds APP.T RIM I Thru I Left Peds roar RIVtj Thru I Left IPeds ra.ruai mcrorai Factor 0.89 0.89 0.89 0.89 0.96 0.98 9.96 0.96 0.89 0.89 0.89 0.89 0.96 0.96 0.96 0.96 07:45 AM 2 36 0 0 38 3 0 0 0 3 2 85 3 0 90 4 0 3 0 7 138 Total 2 36 0 0 38 3 0 0 0 3 2 85 3 0 9a 4 0 3 0 7 138 08:00 AM 0 49 1 0 50 1 0 1 0 2 0 88 0 0 88 2 0 1 0 3 143 08:15 AM 0 43 1 0 44 2 0 3 0 5 0 71 1 0 72 2 0 2 0 4 125 08:30 AM 0 50 0 0 50 0 0 0 0 0 0 82 1 0 83 2 0 0 0 2 135 Grand Total 2 178 2 0 182 6 0 4 0 10 2 326 5 0 333 10 0 6 0 16 541 Apprch% 1.1 97.8 1.1 0 60 0 40 0 0.6 97.9 1.5 0 62.5 0 37.5 0 Total% 0.4 32.9 0.4 0 33.61 1.1 0 0.7 0 1.8 0.4 60.3 0.9 0 61.6 1.8 0 1.1 0 3 Unshifted 2 178 2 0 182 6 0 4 0 10 2 326 5 0 333 10 0 6 0 16 541 %Unshifted 100 100 100 0 100 100 0 100 0 100 100 100 100 0 100 100 0 100 0 100 100 Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 %Bank 1 0 0 0 0 0 0 0 0 0 01 0 0 0 0 0 0 0 0 0 01 0 Bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 %Bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 HIghland Soulovaro Out In Total =I 182 520 kJ38 0 0 0 0 20 1- 2 178 2 0 0 0 0 0 0 0 0 0 2 i76 2 0 RI hl Thru Left Peds f7OON 1000f0r ♦ A 0 T O O O C u o000 2 North m o o n �c ► B/15/2007 07:45 AM 1 y 8/15/2007 08:30 AM 20000 _ o Unshifted o 0 0 0 5noon �� Bank Z- (40000O o 0 0 o Benk 2 A OOA 41 T r Lett Thru Rl ht Pods 5 326 2 0 0 0 0 0 0 0 0 0 328 21 0 19 333Q525 0 0 0 0 192 333 Out In Total ENGINEERING, INC. 1300 North Transtech Way Billings, MT 59102 File Name : Highland-Berthot-Cedarview PM Site Code : 00000000 Start Date : 8/15/2007 Page No : 1 PHFs NB: 0.75 SB: 1.00 EB: 1.00 WB:- Groups Printed-Unshifted-Bank 1 -Bank 2 Highland Boulevard Cedarview Drive Highland Boulevard Berthot Drive SB WB NB EB Start Time Right ThN Left I Peds I Am Total Right Thru I Left I Peds I APP.Total Right I Thru Left I Peds I APP.Toll Right I Thru I Left I Peds I Ao7 Tatal Int.Total Factor 0.89 0.89 0.89 0.891 0.96 1 0.96 1 0.96 1 0.96111 0.891 0.89 1 0.89 1 0.89 1 0.96 1 0.96 1 0.96 1 0.96 04:45 PM 0 93 2 0 95 0 0 0 0 0 3 51 1 0 55 2 0 1 0 31 153 Total 0 93 2 0 95 0 0 0 0 0 3 51 1 0 55 2 0 1 0 31 153 05:00 PM 1 117 2 0 120 0 0 0 0 0 1 45 2 0 48 0 0 0 0 0 168 05:15 PM 0 89 0 0 89 0 0 0 0 0 4 78 4 0 86 1 0 0 0 1 176 05:30 PM 4 84 0 0 88 0 0 0 0 0 3 65 3 0 71 0 0 0 0 0 159 Grand Total 5 383 4 0 392 0 0 0 0 0 11 239 10 0 260 3 0 1 0 4 656 Apprch% 1.3 97.7 1 0 0 0 0 0 4.2 91.9 3.8 0 75 0 25 0 Total% 0.8 58.4 0.6 0 59.8 0 0 0 0 0 1.7 36.4 1.5 0 39.6 0.5 0 0.2 0 0.6 Unshifted 5 383 4 0 392 0 0 0 0 0 11 239 10 0 260 3 0 1 0 4 656 %Unshifted 100 100 100 0 100 0 0 0 0 0 100 100 100 0 100 100 0 100 0 _100 100 Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 %Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 %Bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Highland Boulevard Out In Total 240 392 632 0 0 0 0 0 0 240 392 632 5 383 4 0 0 0 0 0 0 0 0 0 51 383 4 0 Right Thru Left Peds �moom rooms � �� T �0 2 0000 North 2 v o o v -► B/15/2007 04:45 PM 4-2 d ~ 8/15/2007 05:30 PM 0000 0 E ch o o Unshifted o 0 0 0 m��ooa X Banks 0000OF F1 �m 0 0 0 o N Bank 2 0 0 m o. itoocn- o- � o000 +i T Fla Left Thru Right Peds 10 239 11 0 0 0 0 0 0 0 0 0 1-01--mi 111 0 F386M-Z60 1�0 0086 Out In Total Hia Ian Boulevarzf ENGINEERING, INC. 1300 North Transtech Way Billings, MT 59102 File Name : Highland-Cedarview Drive AM Site Code : 00000000 Start Date : 8/29/2007 Page No : 1 PHFs NB: SB: EB: WB: Groups Printed-Class 1 - -Class 3 Highland Blvd Cedarview Drive Highland Blvd SB WB NB EB Start Time R ht Thru I Left I Other App T w R hl Thru Left Other Tow R ht ThN Left Other AD A .Ta.1 R ht Thru Left Other AD Tot.1 Int.Total Factor 0.89 0.89 0.89 0.89 0.98 0 .96 b.9610.961 0.89 10.89 10.89 10.89 1 0.96 10.96 10.96 10.96 07:30 AM 0 0 0 0 0 2 0 1 0 3 0 0 0 0 0 0 0 0 0 0 3 07:45 AM 1 0 0 0 0 0 2 0 20 4 0 0 0 0 0 0 0 0 0 0 4 Total u u u 0 0 4 u u u 7 u 0 0 0 0 0 0 0 0 L 7 08:00 AM 0 0 0 0 0 2 0 0 0 2 0 0 0 0 0 0 0 0 0 0 2 08:15 AM 0 0 0 0 0 2 0 0 0 2 0 0 0 0 0 0 0 0 0 0 2 Grand Total 0 0 0 0 0 8 0 3 0 11 0 0 0 0 0 0 0 0 0 0 11 Apprch% 0 0 0 0 72.7 0 27.3 0 0 0 0 0 0 0 0 0 Total% 0 0 0 0 0 72.7 0 2T 3 0 100 0 0 0 0 0 0 0 0 0 0 Class 1 0 0 0 0 0 8 0 3 0 11 0 0 0 0 0 0 0 0 0 0 1 11 %Class 1 0 0 0 0 0 100 0 100 0 100 0 0 0 0 0 0 0 0 0 0 100 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 % 0 0 0 0 0.1 0 0 0 0 01 0 0 0 0 0 0 0 0 0 0 0 Class 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 %Class 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Highland Out In Total 8 0woo 0 0 0 08 0 0 i0oAo0 0 0 0 0 0 Rptri Thru Lett Other FJ 1 '-/ 0 0 0 J 0 00 CD 0000� 0 0 0 0 2 North 0 0 0 0 —► 8/29/2007 07:30 AM -2 5 8/29/2007 08:15 AM Class 1 o o_. a 000o woow o 0 0 0 Class 3 Q fD0000 oo�� Left Thru R hhtt Other 0 0 0 0 0 0 0 0 0 0 0 0 01 0 01 0 3 0 110 03003 3 Out In Total ENGINEERING, INC. 1300 North Transtech Way Billings, MT 59102 File Name : Highland-Cedarview PM Site Code : 00000000 Start Date : 8/28/2007 F)P Page No : 1 Groups Printed-Class 1 Highland Blvd Cedarview Drive Highland Blvd Cedarview Drive SB WB NB EB Start Time R ht Thru Left I Other I Aop.T..' Rght ThnJ Left Other Ap.rpm' R ht I Thru I Left I Other App Tpte' R ht Thru I Left other App Total Int Total Factor 0.89 0.89 0.89 10.89 1 0.8910.891 0.89 1 0.89 0.96 10.96 10.96 0.96 04:45 PM 0 0 0 0 0 2 0 0 0 2 0 0 0 0 0 0 0 0 0 0 2 Total 0 0 0 0 0 2 0 0 0 2 0 0 0 0 0 0 0 0 0 0 2 05:00 PM 0 0 1 0 1 0 0 1 0 1 3 0 0 0 3 0 0 0 0 01 5 05:15 PM 0 0 0 0 0 4 0 1 0 5 2 0 0 0 2 0 0 0 0 0 7 05:30 PM 0 0 3 0 3 2 0 0 0 2 0 0 0 0 0 0 0 0 0 0 5 Grand Total 0 0 4 0 4 8 0 2 0 10 5 0 0 0 5 0 0 0 0 0 19 Apprch% 0 0 100 0 80 0 20 0 100 0 0 0 0 0 0 0 Total% 0 0 21.1 0 21.1 42.1 0 10.5 0 52.6 26.3 0 0 0 26.3 0 0 0 0 0 Highland vo out In Total 01 01 4 0 R ht Thru Left Other 3j C C, t Q 0 0 0 2 North 14 `O A -- m I—` 2 , _2 8 ize/z007 04:45 PM f o t 8/28/2007 05:30 PM o 0 0 Class 1 0 O� O Left Thru R tit Other 01 01 61 0 �2 5 Out Hlahlln Total a Blvd ENGINEERING, INC. 1300 North Transtech Way Billings, MT 59102 File Name : Highland-Pinecrest AM Site Code : 00000000 Start Date : 8/15/2007 Page No : 1 PHFs 413: 1.00 SB: 0.79 EB: 1.00 WB:0.75 _ Groups Printed-Unshifted-Bank 1-Bank 2 Highland Boulevard Pinecrest Drive Highland Boulevard Pinecrest Drive SB WB NB EB Start Time Right I Thru I Left I Peds I Apo Total Right Thru I Left 1 Peds App Total Right Thru Left Peds App Total Ri ht I Thru Left Peds A, Talal Int.Total Factor 0.89 1 0.89 1 0.89 1 0.89 1 0.96 1 0.96 1 0.96 0.96 0.69 0.89 0.89 0.89 0.96I 0.96 0.98 0.96 07:30 AM 0 33 0 0 33 0 0 0 0 0 1 73 3 0 77 3 0 2 0 5 115 07:45 AM 0 42 1 0 43 1 0 0 0 1 0 79 0 0 79 1 0 3 0 4 127 Total 1 0 75 1 0 761 1 n n 0 1 1 152 n 1 FS n 5 0 91 242 08:00 AM I 3 42 0 0 451 0 0 1 0 1 0 67 3 0 70 0 0 2 0 2 118 08:15 AM 1 54 1 0 56 0 0 1 0 1 3 68 1 0 72 1 0 0 0 1 130 Grand Total 4 171 2 0 177 1 0 2 0 3 4 287 7 0 298 5 0 7 0 12 490 Apprch% 2.3 96.6 1 1 0 33.3 0 66.7 0 1.3 96.3 2.3 0 41.7 0 58.3 0 Total% 0.8 34.9 04 0 36.1 0.2 0 0.4 0 0.6 0.8 58.6 1.4 0 60.8 1 0 1.4 0 2.4 Unshifted 4 771 2 0 177 1 0 2 0 3 4 287 7 0 298 5 0 7 0 12 490 %Unshifted 100 100 100 0 100 100 0 100 0 100 100 100 100 0 100 100 0 100 0 100 100 Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 %Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 %Bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Highland e Out In Total 295 177j 0 0 0 01 4 171 2 0 0 0 0 0 0 0 0 0 4 171 2 0 Right Thru Lett Peds NOON f? J 1 V 0 �p p�pm 0000 North .. moom C NOON 2 8/15/2007 07:30 AM 4- 4 0' "c 8/15/2007 08:15 AM 20000 4; u>o o to.• � r r woow Unshifted oo� Bank r000ro �� o00o H Bank 'V o a �0000 �000m� Left Thru Right Peds 7 287 4 0 0 0 0 0 0 0 0 0 7 287 41 0 178 288 j47. 0 0 0 0OutIn ENGINEERING, INC. 1300 North Transtech Way Billings, MT 59102 File Name : Highland-Pinecrest PM Site Code : 00000000 Start Date : 8/15/2007 Page No : 1 PHFs NB: 1.00 SB: 0.87 EB:0.83 WB:0.44 Groups Printed-Unshifted-Bank 1 -Bank 2 Highland Boulevard Pinecrest Drive Highland Boulevard Pinecrest Drive SB WB NB EB Start Time Right Thru I Left I Peds I LpE,ToW Right Thru Left I Peds I Ano Toes Ri ht I Thru I Left 1 Peds I Ao.Tam Ri ht I ThN Left I Peds Apn Tata in Total Factor 0.89 0.89 0.89 0.89 0.96 1 0.96 1 0.96 1 0.96 1 0.96 1 0.96 1 0.96 1 0.96 04:30 PM 2 81 0 0 83 1 0 0 0 1 1 47 1 0 49 1 0 0 0 1 134 04:45 PM 2 115 0 0 117 3 0 1 0 4 1 38 1 0 40 2 0 1 0 3 164 Total 4 196 0 0 2001 4 0 1 0 5-r 2 85 2 0 891 3 0 1 0 4 298 05:00 PM 1 101 1 0 103 0 0 0 0 0 3 36 1 0 40 2 0 1 0 3 146 05:15 PM 4 97 2 0 103 1 0 1 0 2 1 48 4 0 53 0 0 3 0 3 161 Grand Total 9 394 3 0 406 5 0 2 0 7 6 169 7 0 182 5 0 5 0 10 605 Apprch% 2.2 97 0.7 0 71.4 0 286 0 3.3 92.9 3.8 0 50 0 50 0 Total% 1.5 65.1 0.5 0 67.1 08 0 0.3 0 1.2 1 27.9 1.2 0 30.1 0.8 0 0.8_ 0 1.7 Unshifted 9 394 ­30 406 5 0 2 0 7 6 169 7 0 182' 5 0 5 0 10 60 %Unshifted 100 100 100 0 100 100 0 100 0 100 100 100 100 0 100 100 0 100 0 100_ 100 Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0I 0 0 0 0 0 0 %Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 l 0 0 0 0 0 0 Bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 %Bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ig a u eva Oul In Total [17 aos L51185 s 060 408 j 394 3 0 0 0 0 0 0 394 3 0 Right Thar Left Pads 1 eD 00 t0 00 0to N fV I,�T North to 0 o e 00002 � 5 0 0 0 o 2 Ii 8/15/2007 04:30 PM 4 2 c r- 8/15/2007 05:15 PM o 0 0 0 3 W O O'wO r T- .r o o.4 4ti UnshiftedCIL jc000 Bank NOON O o 0 0 o a Bank 2 v 4�. �0000 w000>� Left Thru Right Peds 7 169 6 0 0 0 0 0 0 0 0 0 71 1691 6 0 401 182 583 0 0 0 0 0 0 401 [182 583 Out In Total ENGINEERING, INC. 1300 North Transtech Way Billings, MT 59102 File Name : Highland-North-Pinecrest-Drive AM Site Code : 00000000 Start Date : 8/29/2007 Page No : 1 Groups Printed-Unshifted-Bank 1-Bank 2 Highland Blvd North Pinecrest Drive Highland Blvd SB WB I NB Start Time Thru Left Peds AOp.Total Right Left Peds App.Total Right Thru Peds Peds Peds Peds Peds Peds Peds Peds App,Total Int Total Factor 0.89 0.89 0.89 0.96 0.96 0.96 0.89 _0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 07:30 AM 0 1 0 1 2 6 0 8 0 0 0 0 0 0 0 0 0 0 0 9 07:45 AM 0 0 0 0 2 2 0 4 0 0 0 0 0 0 0 0 0 0 0 4 Total 0 1 0 1 4 8 0 12 0 0 0 0 0 0 0 0 0 0 0 13 08:00 AM 0 0 0 0 2 1 0 3 0 0 0 0 0 0 0 0 0 0 01 3 08:15 AM 0 0 0 0 1 2 0 3 1 0 0 0 0 0 0 0 0 0 1 4 Grand Total 0 1 0 1 7 11 0 18 1 0 0 0 0 0 0 0 0 0 1 20 Apprch% 0 100 0 38.9 61.1 0 100 0 0 0 0 0 0 0 0 0 Total% 0 5 0 5 35 55 0 90 5 0 0 0 0 0 0 0 0 0 5 Unshifted 0 1 0 1 7 11 0 18 1 0 0 0 0 0 0 0 0 0 1 20 %Unshifted 0 100 0 100 100 100 0 100 100 0 0 0 0 0 0 0 0 0 100 100 Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 %Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 U 0 0 0 0 0 0 %Bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Highland v Out In Total 7J� E8 0000a Thru Left Peds 1 L+ 1 ? � o N0th '--f0� NOON M 8/29/2007 07:30 AM V O O-4 8/29/2007 08:15 AM Unshifted Bank 1 C Bank 2 �—r 0 0 0 0 0000� ThLi Rl M Pads 0 1 0 0 0 0 0 0 0 10 11 1 2 0 0 0 0 0 0 11 1 12 In Total ENGINEERING, INC. 1300 North Transtech Way Billings, MT 59102 File Name : Highland-North-Pinecrest PM Site Code : 00000000 Start Date : 8/28/2007 Page No : 1 GrOu s Printed-Unshifted-Bank 1-Bank 2 Highland Blvd North Pinecrest Drive Highland Blvd SB WB I NB EB Start Time Right Thru Left Peds APP.Tome Right Thru I Left Peds APP.Total Right Thru Left Peds I APP T wi Right I Thru I Left Peds APP.Total Int.Total 04:45 PM 0 0 2 0 2 2 0 1 0 3 1 0 0 0 1 0 0 0 0 0 6 Total 0 0 2 0 2 2 0 1 0 3 1 0 0 0 1 0 0 0 0 0 6 05:00 PM 0 0 2 0 2 0 0 1 0 1 1 0 0 0 1 0 0 0 0 0 4 05:15 PM 0 0 0 0 0 2 0 2 0 4 1 0 0 0 1 0 0 0 0 0 5 05:30 PM 0 0 1 0 1 1 0 1 0 2 0 0 0 0 0 0 0 0 0 0 3 Grand Total 0 0 5 0 5 5 0 5 0 10 3 0 0 0 3 0 0 0 0 0 18 Apprch% 0 0 100 0 50 0 50 0 100 0 0 0 0 0 0 0 Total%_ 0 0 27.8 0 27.8 27.8 0 27.8 0 55.6 16.7 0 0 0 16.7 0 0 0 0 0 Unshifted 0 0 5 0 5 5 0 5 0 10 3 0 0 0 3 0 0 0 0 0 18 %Unshifted 0 0 100 0 100 100 0 100 0 100 100 0 0 0 100 0 0 0 0 0 100 Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 %Bank 1 0 _0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 —6 0— 0 0 0 %Bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Highland v Out In Total �100 5010 00 5 0 0 5 0 0 0 0 0 0 0 0 0 01 0 5 0 Ri ht Thru Left Peds f� L► �coo o 0000�� (-j—�a t— J t ��In0O� o m L�J�p 0000 North 8/28/2007 MAS PM 2� ~ 8/28/2007 05:30 PM 2 0 0 0 0 0000.. Unshifted o 0 0 o m 0000 Bank 0000� Bank o 'y a a000co� v' 0000 41 I f Left Thru Right Peds 0 0 3 0 0 0 0 0 0 0 0 0 01 0 31 0 5 [13 �10 005 Out In Total H' hl nd Iv ENGINEERING, INC. 1300 North Transtech Way Billings, MT 59102 File Name : Highland-Holly-Drive AM Site Code : 00000000 Start Date : 8/29/2007 Page No : 1 Groups Printed-Unshifted-Bank 1-Bank 2 Highland Blvd Holly Drive Highland Blvd SB WB NB EB Start Time Right I ThN Left Peds Aw Total Right ThN Left Peds App To al Right Thru Left Peds App.Toiai Rlght Thnl Left Peds App.Tome Int.Total Factor 0.89 0.89 0.89 0.89 0.96 0.96 0.96 0.96 0.89 0.89 0.89 0.89 0.96 0.96 0.96 0.96 07:15 AM 0 0 1 0 1 6 0 1 0 7 0 0 0 0 0 0 0 0 0 0 8 07:30 AM 0 0 0 0 0 9 0 2 0 11 2 0 0 0 2 0 0 0 0 0 13 07:45 AM 0 0 1 0 1 6 0 7 0 13 2 0 0 0 2 0 0 0 0 0 16 Total 0 0 2 0 2 21 0 10 0 31 4 0 0 0 4 0 0 0 0 0 37 08:00 AM 0 0 0 0 0 8 0 1 0 9 0 0 0 0 0 0 0 0 0 0 9 Grand Total 0 0 2 0 2 29 0 11 0 40 4 0 0 0 4 0 0 0 0 0 46 Apprch% 0 0 100 0 72.5 0 27.5 0 100 0 0 0 0 0 0 0 Total% 0 0 4.3 0 4.3 63 0 23.9 0 87 8.7 0 0 0 8.7 0 0 0 0 0 Unshifted 0 0 2 0 2 29 0 11 0 40 4 0 0 0 4 0 0 0 0 0 46 %Unshifted 0 0 100 0 100 100 0 100 0 100 100 0 0 0 100 0 0 0 0 0 100 Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 %Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 %Bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Highland INvd Out In Total 29 131 0 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 21 0 Right Thru Left Peds 000o Coco T f- O J »i000m S 0 0 0 0 North 0 0 0 0 —► 8/29/2007 07:15 AM 1—2 5 8/29/2007 08:00 AM 0000 _ O O 00.+ A AO r Unshifted ,r 0 0 0 0 3 0000 i Bank1 ��00� p C o 0 0 Bank 2 v 0. �CCoo �ooa+C T r Left Thru Right Peds 0 0 a 0 0 0 0 0 0 0 0 0 01 0 41 0 11 a 1s 0 0 0 0 0 0 11 4 1s 014 In Total ENGINEERING, INC. 1300 North Transtech Way Billings, MT 59102 File Name : Highland-Holly-Drive PM Site Code : 00000000 Start Date : 8/28/2007 Page No : 1 Groups Printed-Unshifted-Bank 1-Bank 2 Highland Holly Highland Holly SB WB NB EB Start Time Right I Thru I Le$ Peds A .Total Right - Left I Peds I Aay.Total Right I Thru I Left I Peds I App.Totat Right Thru I Left Peds ApP.Toiei Inc Total Factor 0.89 1 0.89 1 0.89 1 0.89 1 0.96 1 0.98 1 0.96 1 0.961 0.89 1 0.89 1 0.89 1 0.89 1 0.961 0.961 0.96 0.96 04:45 PM 0 0 4 0 4 5 0 1 0 6 3 0 0 0 3 0 0 0 0 0 13 Total 0 0 4 0 4 5 0 1 0 6 3 0 0 0 3 0 0 0 0 0 13 05:00 PM 0 0 7 0 7 6 0 0 0 6 1 0 0 0 1 0 0 0 0 0 14 05:15 PM 0 0 4 0 4 3 0 3 0 6 3 0 0 0 3 0 0 0 0 0 13 05:30 PM 0 0 6 0 6 6 0 1 0 7 3 0 0 0 3 0 0 0 0 0 16 Grand Total 0 0 21 0 21 20 0 5 0 25 10 0 0 0 10 0 0 0 0 0 56 Apprch% 0 0 100 0 80 0 20 0 100 0 0 0 0 0 0 0 Total% 0 0 37.5 0 37.5 35.7 0 8.9 0 44.6 17.9 0 0 0 17.9 0 0 0 0 0 Unshifted 0 0 21 0 21 20 0 5 0 25 10 0 0 0 10 0 0 0 0 0 56 %Unshifted 0 0 100 0 100 100 0 100 0 100 100 0 0 0 100 0 0 0 0 0 100 Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 %Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 %Bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Highland out In Total 020 21 41 0 0 0 0 21 1 0 0 21 0 a 0 0 0 0 0 0 0 0 0 2i o Right Thru Lett Pews �0000 0000 North 0 0 0 o r0 8/28/2007 04:45 Pff 4-4 5 ~ 8/28/2007 05:30 PM 2 0 0 0 0 _ 00 00� f ON00 c"n —1 Unshifted r 0000 Banks + cnoocn 0 0 0 0 0 p Bank 2 y I Left Thru Right Peds 0 0 10 0 0 0 0 0 0 D 0 OI 0 101 Oi b 10 Ll out In Total Robert Peccia &Associates 825 Custer Avenue Rozeman Deaconess Health Services Helena, MT 59601 File Name : bozeman2re irs & Trucks 406-447-5000 Site Code : 00000000 Start Date : 2/14/2006 Page No : 1 Groups Printed-Unshifted-Bank 1 HIGHLAND BLVD OLD HIGHLAND BLVD HIGHLAND BLVD OLD HIGHLAND BLVD Southbound Westbound Northbound Eastbound Start Time Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Int. Total Factor 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1 1.091 1.091 07:00 AM 3 9 1 0 0 0 0 0 0 40 10 0 1 0 1 4 69 07:15 AM 8 29 0 0 0 0 0 0 0 49 4 0 0 0 3 0 93 07:30 AM 9 46 0 0 0 0 0 0 0 54 14 0 1 0 0 0 124 07:45 AM 7 56 0 0 0 0 0 0 0 89 20 0 1 0 0 21 175 T otal 27 140 1 0 0 0 0 0 0 232 48 0 3 0 4 61 461 08:00 AM 2 32 0 0 0 0 0 0 0 82 23 0 1 0 3 0 143 08:15 AM 1 39 0 0 0 0 0 0 0 76 22 0 3 0 1 0 142 08:30 AM 1 39 0 0 0 0 0 0 0 49 4 0 1 0 4 0 98 08:45 AM 2 38 0 0 0 0 0 0 0 53 11 0 1 0 2 1 108 Total 6 148 0 0 0 0 0 01 0 260 50 0 6 0 10 1 491 *' BREAK*** 04:00 PM 4 68 0 0 0 0 0 0 0 52 7 0 13 0 4 4 152 04:15 PM 4 68 0 0 0 0 0 0 0 38 9 0 8 0 7 1 135 04:30 PM 5 73 0 0 0 0 0 0 1 57 8 0 17 0 14 3 178 04:45 PM 3 82 0 0 0 0 0 0 0 53 2 0 12 0 6 3 161 Total 16 291 0 0 0 0 0 0 1 200 26 01 50 0 31 11 626 05:00 PM 3 102 0 0 0 0 0 0 0 45 3 0 15 0 5 4 177 05:15 PM 2 91 0 0 0 0 0 0 0 54 3 0 22 0 2 2 176 05:30 PM 1 74 0 0 0 0 0 0 0 55 0 0 27 0 4 3 164 05:45 PM 0 62 0 0 0 0 0 0 0 48 1 0 7 0 2 3 123 Total 6 329 0 0 0 0 0 0 0 202 7 01 71 0 13 121 640 Grand Total 55 908 1 0 I 0 0 0 0 I 1 894 141 30 I 2218 Apprch% 5.7 94.2 0.1 0.0 0.0 0.0 0.0 0.0 0.1 86.3 13.6 0.0 59.6 0.0 26.6 13.8 Total% 2.5 40.9 0.0 0.0 0.0 0.0 0.0 0.0 0.0 40.3 6.4 0.0 5.9 0.0 2.6 1.4 HIGHLAND BLVD OLD HIGHLAND BLVD HIGHLAND BLVD OLD HIGHLAND BLVD Southbound Westbound Northbound Eastbound Start Time Rig Thr Left Ped App. Rig Thr Left Ped App. Rig Thr Left Ped App. Rig hr Left Ped App. Int. ht u s Total ht u s Total ht u s Total ht u s Total Total.] Peak Hour From 07:00 AM to 11:45 AM-Peak 1 of 1 Intersectio 07:30 AM n Volume 19 173 0 0 192 0 0 0 0 0 0 301 79 0 380 6 0 4 2 12 584 Percent 9.9 90.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 79.2 20.8 0.0 50.0 00 33.3 16.7 07:45 7 55 0 0 63 0 0 0 0 0 0 89 20 0 109 1 0 0 2 3 175 Volume Peak 0.834 Factor High Int. 07:45 AM 6:45:00 AM 07:45 AM 08:00 AM Volume 7 56 0 0 63 0 0 0 0 0 0 89 20 0 109 1 0 3 0 4 Peak 0.762 0.872 0.750 Factor Robert Peccia & Associates 825 Custer Avenue Rozeman Deaconess Health Services Helena, MT 59601 File Name : bozeman; irs & Trucks 406-447-5000 Site Code : OOOOOOOC ( Start Date : 2/14/2006 Page No : 2 HIGHLAND 13LVD Out In Total F--30-5-1 192 497 191 1731 01 0 fight Thru LLB Peds m p North 2 _ 14/2005 7:30:00 AM m L2M4/2006 8:15:00 AM r p •5 N�� Unshlfted ��p 00 Bank 1 m �� 2 N p Left Thru R(ri � Peds 791 3011 0 0 779 F 380 F 559 Out In Total ND BLVD '7�t-h►=sue r� We���u� Nc���h4���� �'as+bouv�d Peak Hour From 12:00 PM to 05:45 PM-Peak 1 of 1 Intersectio 04:30 PM n Volume 13 348 0 0 361 0 0 0 0 0 1 209 16 0 226 66 0 27 12 105 692 Percent 3.6 96.4 0.0 0.0 0.0 0.0 0.0 0.0 0.4 92.5 7.1 0.0 62.9 0.0 25.7 11.4 04:30 5 73 0 0 78 0 0 0 0 0 1 57 8 0 66 17 0 14 3 34 178 Volume Peak 0.972 Factor High Int. 05:00 PM 04:30 PM 04:30 PM Volume 3 102 0 0 105 0 0 0 0 0 1 57 8 0 66 17 0 14 3 34 Peak 0.860 0.856 0.772 Factor Robert Peccia & Associates 825 Custer Avenue Bozeman Deaconess Health Services Helena, MT 59601 File Name : bozeman2'e Irs & Trucks 406-447-5000 Site Code : 00000000 Start Date : 2/14/2006 Page No : 3 HIGHLANDLV Out In Total 236 381 597 13 348 0 D RIgM Thni Left Peds f0 N O> O M - —o m 014-9 North �o _ (D t 14/2006 4:3D:00 PM o 071 14/20%5:15:00 PM m o 5� �, Unshifted O J a Bank 1 N O 4, T F+ Left Thru Ri ht Peds 16 209 11 0 414 226 640 Out In Total Robert Peccia &Associates 825 Custer Avenue r1ozeman Deaconess Health Services Helena, MT 59601 File Name : bozeman. -irs & Trucks 406-447-5000 Site Code : OOOOOOOC Start Date : 2/9/2006 Groups Printed-Unshifted-Bank 1 Page No : 1 I HIGHLAND BLVD SOUTH ENTRANCE HIGHLAND BLVD SOUTH ENTRANCE Southbound Westbound Northbound Eastbound Start Time Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Int, Total Factor 1.091 1 1.0911 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 07:00 AM 0 21 1 0 0 0 0 0 0 36 7 0 1 0 0 3 69 07:15 AM 0 41 0 0 0 0 0 0 0 52 7 0 1 0 1 2 104 07:30 AM 4 59 0 0 0 0 0 0 0 61 3 0 0 0 3 0 130 07:45 AM 10 49 0 0 0 0 0 0 0 98 21 0 2 0 4 2 186 Total 14 170 1 0 0 0 0 0 0 247 38 0 4 0 8 7 489 08:00 AM 10 36 0 0 0 0 0 0 0 62 13 0 3 0 1 1 126 08:15 AM 8 60 0 0 0 0 0 0 0 63 9 0 2 0 7 0 149 08:30 AM 7 40 0 0 0 0 0 0 0 51 13 0 4 0 5 1 121 08:45 AM 5 38 0 0 0 0 0 0 0 45 12 0 4 0 8 1 113 Total 30 174 0 0 0 0 0 0 0 221 47 0 13 0 21 3 509 BREAK**` 04:00 PM 3 56 0 0 0 0 0 0 0 34 10 0 5 0 14 1 123 04:15 PM 2 53 0 0 0 0 0 0 0 46 10 0 13 0 11 3 138 04:30 PM 0 58 0 0 0 0 0 0 0 69 4 0 10 0 14 2 157 04:45 PM 0 65 0 0 0 0 0 0 0 61 5 0 11 0 10 0 152 Total 5 232 0 0 0 0 0 0 0 210 29 0 39 0 49 6 570 05:00 PM 2 83 0 0 0 0 0 0 0 57 3 01 15 0 20 0 180 05:15 PM 1 76 0 0 0 0 0 0 0 60 5 0 7 0 22 3 174 05:30 PM 3 68 0 0 0 0 0 0 0 49 2 0 I 9 0 9 0 140 05:45 PM 0 75 0 0 0 0 0 0 0 49 0 0 5 0 5 5 139 Total 6 302 0 0 0 0 0 0 0 215 10 0 36 _ 0 56 8 633 Grand Total 55 878 1 01 0 0 0 0 I 0 893 124 0 92 0 134 24 2201 Apprch% 5.9 94.0 0.1 0.0 0.0 0.0 0.0 0.0 0.0 87.8 12.2 0.0 I 36.8 0.0 53.6 9.6 I Total% 2.5 39.9 0.0 0.0 0.0 0.0 0.0 0.0 0.0 40.6 5.6 0.0 4.2 0.0 6.1 1.1 HIGHLAND BLVD SOUTH ENTRANCE HIGHLAND BLVD SOUTH ENTRANCE Southbound Westbound Northbound Eastbound Start Time Rig Thr Left Ped App. Rig Thr Left Ped App. Rig Thr Left Ped App. Rig Thr Left 7Pe App. Int. ht u s Total ht u s Total ht u s Total ht u Total Total Peak Hour From 07:00 AM to 11:45 AM-Peak 1 of 1 Intersectio 07:30 AM Volume 32 204 0 0 236 0 0 0 0 0 0 284 46 0 330 7 0 15 3 25 591 Percent 13.6 86.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0 86.1 13.9 0.0 28.0 0.0 60.0 12.0 07:45 10 49 0 0 59 0 0 0 0 0 0 98 21 0 119 2 0 4 2 8 186 Volume Peak 0.794 Factor High Int. 08:15 AM 6:45:00 AM 07:45 AM 08:15 AM Volume 8 60 0 0 68 0 0 0 0 0 0 98 21 0 119 2 0 7 0 9 Peak 0.868 Factor 0.693 0.694 Robert Peccia & Associates 825 Custer Avenue Bozeman Deaconess Health Services Helena, MT 59601 File Name : bozeman2 -irs & Trucks 406-447-5000 Site Code : 00000000 Start Date : 2/9/2006 Page No : 2 HIGHLAND L Out In Total 299 236 0 32 204 D D RI ht Thru Left Peds J 7, C o Norlh _o 0 2 0 — 9/2006 7:30:00 AM g- r L 1 ODDS 8:15:00 AM r o ~ op K r o Da Bnsk i EL Bank 1 a orr n o o�—' I I Lett Thru Ri ht Peds 46 284 0 0 211 330 541 Out In Total 81 Peak Hour From 12:00 PM to 05:45 PM-Peak 1 of 1 r�5��,> �•r Intersectio 04:30 PM Volume 3 282 0 0 285 0 0 0 0 0 0 247 17 0 264 43 0 66 5 114 663 Percent 1.1 98.9 0.0 0.0 0.0 0.0 0.0 0.0 0.0 93.6 6.4 0.0 37.7 0.0 57.9 4.4 05:00 2 83 0 0 85 0 0 0 0 0 0 57 3 0 60 15 0 20 0 35 180 Volume Peak 0.921 Factor High Int. 05:00 PM 04:30 PM 05:00 PM Volume 2 83 0 0 85 0 0 0 0 0 0 69 4 0 73 15 0 20 0 35 Peak 0.838 Factor 0.904 0.814 Robert Peccia & Associates 825 Custer Avenue Rozeman Deaconess Health Services Helena, MT 59601 File Name : bozemang' irs & Trucks 406-447-5000 Site Code : 00000000 Start Date : 2/9/2006 Page No : 3 HIGHLAND BLVD Out In Total 313 Ef§�5j 1 598 3 2121 01 0 Right Thru Left Pods 0toV-� TA o Cr o� o North Q — —1 2 c H 2 Z_ 912.006 4:30:00 PM orr v L 912006 5:15:00 PM r- o 0 N Unshiffed Lank 1 orr d y�Q Q \_ I 41 T r' Left Thru Right Peds 171 247 0 0 325 264 589 i Out In Total 1 A . 1 Robert Peccia &Associates 825 Custer Avenue "ozeman Deaconess Health Services Helena, MT 59601 File Name : bozeman2( ors & Trucks 406-447-5000 Site Code : 00000000 Start Date : 2/8/2006 : Groups Printed-Unshifted-Bank 1 Page No 1 HIGHLAND BLVD MIDDLE ENTRANCE HIGHLAND BLVD MIDDLE ENTRANCE Southbound Westbound Northbound Eastbound Start Time Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Int. Total Factor 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1 1.991 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 07:00 AM 5 13 0 0 0 0 1 0 0 26 3 0 0 0 2 1 51 07:15 AM 17 34 0 0 0 0 0 0 0 47 3 0 1 0 3 0 105 07:30 AM 23 60 0 0 0 0 0 0 0 61 2 0 1 0 1 0 148 07:45 AM 38 53 0 0 0 0 0 ol 0 90 7 0 1 0 4 0 193 Total 83 160 0 0 0 0 1 01 0 224 15 0 3 0 10 1 497 08:00 AM 22 45 0 0 0 0 0 0 0 62 4 0 1 0 2 0 136 08:15 AM 25 59 0 0 0 0 0 0 0 64 5 0 3 0 2 0 158 08:30 AM 20 54 0 0 0 0 0 0 0 52 3 0 1 0 5 0 135 08:45 AM 23 37 0 0 0 0 0 0 0 35 0 0 1 0 3 0 99 Total 90 195 0 0 0 0 0 0 0 213 12 0 6 0 12 0 528 **`BREAK*** 04:00 PM 19 58 1 0 0 0 0 0 0 62 1 0 I 8 0 20 1 170 04:15 PM 12 51 0 0 0 0 0 0 0 47 3 0 5 0 20 1 139 04:30 PM 8 60 0 0 0 0 0 0 0 70 1 0 9 0 22 2 172 04:45 PM 7 57 0 0 0 0 0 0 0 65 1 0 2 0 20 5 157 Total 46 226 1 0 0 0 0 0 0 244 6 0 24 0 82 9 638 05:00 PM 5 85 0 0 0 0 0 0 0 69 2 0 2 0 28 0 191 05:15 PM 4 72 0 0 0 0 0 0 0 71 5 0 3 0 14 2 171 05:30 PM 8 61 0 0 0 0 0 0 0 51 0 0 5 0 19 3 147 05:45 PM 3 69 0 0 0 0 0 0 0 57 2 0 3 0 9 0 143 Total 20 287 0 0 0 0 0 0 0 248 9 0 13 0 70 5 r52 Grand Total 239 868 1 O I 0 0 1 O I 0 929 42 0 46 0 174 15 2315 Apprch% 21.6 78.3 0.1 0.0 0.0 0.0 100.0 0.0 0.0 95.7 4.3 0.0 I 19.6 0.0 74.0 6.4 Total% 10.3 37.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 40.1 1.8 0.0 2.0 0.0 7.5 0.6 HIGHLAND BLVD MIDDLE ENTRANCE HIGHLAND BLVD MIDDLE ENTRANCE Southbound Westbound Northbound Eastbound Start Time Rig Thr Left Pad App. �RigThrft Pad App. Rig Thr Left Ped pp. Rig Thr Left Ped App. Int. ht u s Total s Total ht u s Total ht u s Total I Total Peak HOur From 07:00 AM to 11:45 AM-Peak 1 of 1 Intersectio 07:30 AM Volume 108 217 0 0 325 0 0 0 0 0 0 277 18 0 295 6 0 9 0 15 635 Percent 33.2 66.8 0.0 0.0 0.0 0.0 0.0 0.0 0.0 93.9 6.1 0.0 40.0 0.0 60.0 0.0 07:45 38 53 0 0 91 0 0 0 0 0 0 90 7 0 97 1 0 4 0 5 193 Volume Peak 0.823 Factor High Int. 07:45 AM 6:45:00 AM 07:45 AM 07:45 AM Volume 36 53 0 0 91 0 0 0 0 0 0 90 7 0 97 1 0 4 0 5 Peak 0.893 Factor 0.760 0.750 Robert Peccia & Associates 825 Custer Avenue Bozeman Deaconess Health Services Helena, MT 59601 File Name : bozeman: ars & Trucks 406-447-5000 Site Code : OOOOOOOC Start Date : 2/8/2006 Page No : 2 HIGHLAND Lv Out In Total 286 325 L 611 108 2171 01 0 Ri ht Thru Left Peds a North Z c 812006 T.30:00 AM L 7 &/2006 8:15:00 AM r- o 5D o Unshifted N 0 v Bank 1 orr d O cm i j Left Thru RI ht Peds 18 277 0 0 i � 223 295 518 i Out In Total Peak Hour From 1 "j :00 PM to 05:45 PM-Peak 1 of 1 �A Intersectio 04:30 PM In Volume 24 274 0 0 298 0 0 0 0 0 0 275 9 0 284 16 0 84 9 109 691 Percent 8.1 91.9 0.0 0.0 0.0 0.0 0.0 0.0 0.0 96.8 3.2 0.0 14.7 0.0 77.1 8.3 05:00 5 85 0 0 90 0 0 0 0 0 0 69 2 0 71 2 0 28 0 30 191 Volume Peak 0.904 Factor High Ink 05:00 PM 05:15 PM 04:30 PM Volume 5 85 0 0 90 0 0 0 0 0 0 71 5 0 76 9 0 22 2 33 Peak 0.828 0.934 0.826 Factor Robert Peccia & Associates 825 Custer Avenue Bozeman Deaconess Health Services Helena, MT 59601 File Name : bozeman2 qrs & Trucks 406-447-5000 Site Code : 00000000 i Start Date : 2/8/2006 Page No : 3 fl LAN L�� T� Out In 359 298 �24 274 0 0 Right T� LL Peels I UO3 o North o m 2 z`� � 4 2 rT L 812006 4:30'00 PM o rr J 8/2006 5:15:00 PM o rCD Unshifted o a Bank 1 n m a " o 4, T r f Left Thru Ri ht Peds 9 728.4 0 0 i a® 574 I Out In Total i Robert Peccia & Associates 825 Custer Avenue F3ozeman Deaconess Heath Services Helena, MT 59601 File Name : bozemar ars & Trucks 406-447-5000 Site Code : 0000000i Start Date : 2/7/2006 : Groups Printed-Unshifted-Bank 1 Page No 1 HIGHLAND BLVD NORTH ENTRANCE HIGHLAND BLVD NORTH ENTRANCE Southbound Westbound Northbound Eastbound ;;t��Time Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds In Tot, or 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 I 1.091 1.091 1.091 07:00 AM 9 24 0 0 0 0 0 0 0 34 1 0 0 0 2 1 7 07:15 AM 11 50 0 0 0 0 0 0 0 43 2 0 1 0 1 1 10! 07:30 AM 14 81 0 0 0 0 0 0 0 63 1 0 2 0 13 0 17, 07:45 AM 24 101 0 0 0 0 0 0 0 84 10 0 0 0 4 1 22j Total 58 256 0 0 00 0 0 0 224 14 0 3 0 20 3 571 08:00 AM 16 64 0 0 0 0 0 0 0 63 3 0 1 0 3 0 15( 08:15 AM 12 64 0 0 0 0 0 0 0 64 1 0 0 0 3 1 14! 08:30 AM 11 82 0 0 0 0 0 0 0 51 5 0 0 0 1 0 15C 08:45 AM 21 72 0 0 0 0 0 0 0 57 1 0 1 0 0 1 152 Total 60 282 0 0 0 0 0 0 0 235 10 0 2 0 7 2 598 ***BREAK*** 04:00 PM 8 44 0 01 0 0 0 0 0 69 4 0 8 0 13 0 146 04:15 PM 9 59 0 0 0 0 0 0 0 73 1 0 5 0 12 3 162 04:30 PM 7 79 0 0 0 0 0 0 0 92 1 0 4 0 11 3 197 04:45 PM 7 65 0 0 0 0 0 0 0 82 1 0 9 0 15 10 189 Total 31 247 0 0 0 0 0 0 J 0 315 7 0j 26 0 51 16 694 05:00 PM 4 109 0 0 0 0 0 0 0 88 2 0 2 0 15 2 222 05:15 PM 10 88 0 0 0 0 0 0 0 68 2 0 3 0 19 3 193 1 05:30 PM 5 63 0 0 0 0 0 0 0 71 4 0 7 0 9 2 161 05:45 PM 5 73 0 0 0 0 0 0 0 57 5 0 3 0 12 1 156 Total 24 333 0 O J 0 0 0 0 0 284 13 0 15 �0 55 8 732 Grand Total 173 1118 0 0 I 0 0 0 0 0 1059 44 0 46 0 133 29 2602 Apprch% 13.4 86.6 0.0 0.0 0.0 0.0 0.0 0.0 I 0.0 96.0 4.0 0.0 22.1 0.0 63.9 13.9 Total% 6.6 43.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 40.7 1.7 0.0 I 1.8 0.0 5.1 1.1 HIGHLAND BLVD NORTH ENTRANCE HIGHLAND BLVD NORTH ENTRANCE Southbound Westbound Northbound Eastbound Rig Thr Ped App. Ri�Thr ft Ped App. Rig Thr ePed App. =ThrPed App.Start Time ht u Left s Total h s Total ht u s Total s Total Total Peak Hour From 07:00 AM to 11:45 AM-Peak 1 of 1 Intersectio 07:30 AM Volume 66 310 0 0 376 0 0 0 0 0 0 274 15 0 289 3 0 23 2 28 693 Percent 17.6 82.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0 94.8 5.2 0.0 10.7 0.0 82.1 7.1 07,45 24 101 0 0 125 0 0 0 0 0 0 84 10 0 94 0 0 4 1 5 224 Volume Peak Factor 0.773 High Int. 07:45 AM 6:45:00 AM 07:45 AM 07.30 AM Volume 24 101 0 0 125 0 0 0 0 0 0 84 10 0 94 2 0 13 0 15 Peak 0.752 Factor 0.769 0.467 Robert Peccia & Associates 825 Custer Avenue Rozeman Deaconess Heath Services Helena, MT 59601 File Name : bozeman1 ars & Trucks 406-447-5000 Site Code : 00000000 Start Date : 2/7/2006 Page No : 2 HI Out In Total 297 376 1 673 ( 661 310 0 0 Ri ht Thru Left Peds M M 11 �FoUO C 20 M L /2006 7:30:00 AMrt /2006 8:15:00 AM m o �, H Unshifted r_x Z O Bank 1 n nji N O T rr Left Thru Ri ht Peds 15 274 01 0 313 289 602 Out In Total HIGH AND at Vn Peak Hour From 12:00 PM to 05:45 PM-Peak 1 of 1 000� Intersectio 04:30 PM n Volume 28 341" 0 0 369 0 0 0 0 0 0 330 6 0 336 18 0 60 18 96 801 Percent 7.6 92.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0 98.2 1.8 0.0 18.8 0.0 62.5 18.8 05:00 4 109 0 0 113 0 0 0 0 0 0 88 2 0 Volume 90 2 0 15 2 19 222 Peak Factor 0.902 High Int. 05:00 PM 04:30 PM 04:45 PM Volume 4 109 0 0 113 0 0 0 0 0 0 92 1 0 93 9 0 15 10 34 Peak 0.816 Factor 0.903 0.706 Robert Peccia & Associates 825 Custer Avenue "ozeman Deaconess Heath Services Helena, MT 59601 File Name : bozeman' irs & Trucks 406-447-5000 Site Code : OOOOOOOC Start Date : 2/7/2006 Page No : 3 14IGHLAND Out In Total 390 369 759 281 3411 01 0 Right Thru Left Peds 0 c 0 2 North o" 4—c 2f7M06 4:30:00 PM o � r /2006 5.15:00 PM r o rs z O N Unshlfted a Bank t C �arr n o— N o +1 T F+ Left Thru Right Peds 61 33D 0 0 359 336 695 Out In Total 'HI AND BLVD Robert Peccia & Associates 825 Custer Avenue "ozeman Deaconess Health Services Helena, MT 59601 File Name : Bozeman0'd ;ars & Trucks 406-447-5000 Site Code : 00000000 Start Date : 2/21/2006 Page No : 1 Groups Printed-Unshifted-Bank 1 _ HIGHLAND BLVD ELLIS STREET HIGHLAND BLVD ELLIS STREET Southbound Westbound Northbound Eastbound Start Time Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Int. Total Factor 1.091 1.091 1.091 1.091 1.097 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 07:00 AM 9 25 4 0 0 0 2 0 4 31 0 0 0 0 3 0 78 07:15 AM 12 61 4 0 3 0 2 0 1 43 0 0 1 0 1 0 128 07:30 AM 20 99 9 0 3 0 4 0 3 58 0 0 0 0 1 0 197 07:45 AM 26 110 21 0 5 1 4 0 12 63 1 0 0 1 1 0 245 Total 67 295 38 0 11 1 12 0 20 195 1 0 1 1 6 0 648 08:00 AM 29 85 11 0 8 3 5 0 13 75 0 0 0 0 5 0 234 08:15 AM 29 86 17 0 3 0 1 0 11 64 0 0 0 0 4 0 215 08:30 AM 25 74 13 0 8 0 1 0 5 50 1 0 1 0 3 0 181 08:45 AM 16 71 16 0 9 0 5 0 7 50 0 0 0 1 3 0 178 Total 98 316 57 0 28 3 12 0 36 239 1 0 1 1 15 0 808 BREAK*** 04:00 PM 15 52 13 0 12 1 1 0 8 84 1 0 3 1 22 1 214 04:15 PM 11 46 7 0 14 0 13 0 2 73 0 0 0 1 22 2 191 04:30 PM 1 55 5 0 15 1 11 0 5 86 0 0 1 0 27 0 207 04:45 P10 3 71 5 0 20 1 9 0 5 94 1 0 0 2 27 0 238 Total 30J 224 30 0 61 3 34 0 20 337 2 0 4 4 98 3 850 05:00 PM 3 89 4 0 13 0 8 0 7 130 1 0 2 0 25 0 282 05:15 PM 9 96 2 0 11 1 11 0 3 84 0 1 0 1 15 2 236 05:30 PM 0 89 5 0 11 0 9 0 1 83 0 0 3 1 20 4 226 05:45 Ph4 1 72 2 0 8 0 3 0 3 58 0 0 0 0 12 2 161 Total 13 346 13 0 43 1 31 0 14 355 1 1 5 2 72 8 905 Grand Total 209 1181 138 0 143 8 89 0 I 90 1126 5 1 I 11 8 191 11 3211 Apprch% 13.7 77.3 9.0 0.0 59.6 3.3 37.1 0.0 7.4 92.1 0.4 0.1 5.0 3.6 86.4 5.0 Total% 6.5 36.8 4.3 0.0 4.5 0.2 2.8 0.0 2.8 35.1 0.2 0.0 0.3 0.2 5.9 0.3 HIGHLAND BLVD ELLIS STREET HIGHLAND BLVD ELLIS STREET Southbound Westbound Northbound Eastbound Rig Thr Ped App. Rig Thr Ped App. Rig Thr Ped App. Rig Thr Ped App. Int. Start Time ht u Left s Total ht u Left s Total ht u Left s Total ht u Left s I Total Total Peak Hour From 07:00 AM to 11:45 AM-Peak 1 of 1 Intersectio 07:30 AM n Volume 104 380 58 0 542 19 4 14 0 37 39 260 1 0 300 0 1 11 0 12 891 Percent 19.2 70.1 10.7 0.0 51.4 10.8 37.8 0.0 13.0 86.7 0.3 0.0 0.0 8.3 91.7 0.0 07:45 26 110 21 0 157 5 1 4 0 10 12 63 1 0 76 0 1 1 0 2 245 Volume Peak 0.90E Factor High Int. 07:45 AM 08:00 AM 08:00 AM 08:00 AM Volume 26 110 21 0 157 8 3 5 0 16 13 75 0 0 88 0 0 5 0 5 Peak 0.863 0.578 0.852 0.600 Factor Robert Peccia & Associates 825 Custer Avenue ^ozeman Deaconess Health Services Helena, MT 59601 File Name : Bozemani ars & Trucks .406-447-5000 Site Code : 00000000 Start Date : 2/21/2006 Page No : 2 HI HLAND BLVD Out In Total 290 542 832 1041 3801 581 0 Right Thru Left Peds �o North a.. �2 — n 21/2006 7:30:00 AM 3Cr N L 2112006 8:15:00 AMrr r o, rr w o N Unshifted O Bank 1 o a wo Si vt— 4� T r' Left Thru Right Peds 11 2601 39 0 394 60 694 Out In Total r Peak Hour From 12:00 PM to 05:45 PM-Peak 1 of 1 Intersectio 04:45 PM volume 15 345 16 0 376 55 2 37 0 94 16 391 2 1 410 5 4 87 6 102 982 Percent 4.0 91.8 4.3 0.0 58.5 2.1 39.4 0.0 3.9 95.4 0.5 0.2 4.9 3.9 85.3 5.9 05:00 3 89 4 0 96 13 0 8 0 21 7 130 1 0 138 2 0 25 0 27 282 Volume Peak 0.81 Factor High Int. 05:15 PM 04:45 PM 05:00 PM 04:45 PM Volume 9 96 2 0 107 20 1 9 0 30 7 130 1 0 138 0 2 27 0 29 Peak 0.879 0.783 0.743 0.879 Factor Robert Peccia & Associates 825 Custer Avenue ^ozeman Deaconess Health Services Helena, MT 59601 File Name : Bozeman0; l.. ,airs & Trucks 406-447-5000 Site Code : 00000000 Start Date : 2/21/2006 Page No : 3 HIGHLAND Out In Total 533 EPE 1 969 151 3451 161 0 RigM Thru Left Peds I L� 'J I w North °i m � FNI —► {—2 r —c .. 1/20064:45:0D PM r 112006 5:30:00 PMfT r a e�� N Unshlfted O v� Bank 1 c Q o N O r ht Left Thru Ri ht Peds 21 3911 161 1 367 470 797 OLAHIGHLAInD Total Highland Boulevard(orridor Traffic Report a, PqL1.. AN i i \ —F— FIGURE 14: ROUNDABOUT ALTERNATIVE NORTH HOSPITAL. ACCESS T(10 EAST MAIN STREET Highland Boulevard Corridor Traffic Report The eastbound approach to the intersection at East Main Street should be modified to provide a dedicated right-turn lane and the northbound approach should provide a dedicated left-turn lane, a shared through and left-turn lane, and a dedicated right-turn lane. As previously discussed, these modifications would also require rephrasing and retiming the existing traffic signal. The intersection of Highland Boulevard and East Main Street should continue to operate under signalized control, but with several improvements over existing conditions. The northbound approach should be reconstructed to provide a dedicated left-turn lane, shared left and through lane, and a dedicated right-turn lane. Two outbound lanes should be constructed on Highland Boulevard south of Main Street. The eastbound approach should be reconstructed to provide a dedicated right-turn lane, in addition to the two existing through lanes and dedicated left-turn lane. The southbound approach (private business access) should continue to operate with a single lane for all movements. The traffic signal phasing and timing would need to be modified to provide split phasing for the northbound and southbound movements to accommodate the northbound dual left- turn lanes. As with existing conditions, the phasing should also continue to include a westbound lead phase. With these recommended improvements in place, all approaches to the intersection of Highland Boulevard and East Main Street would operate at LOS C or better during both peak hours for the full build-out traffic volume scenario. RECOMMENDED IMPROVEMENTS — BIKE & PEDESTRIAN ACCOMMODATIONS Regardless of which alternative is selected, an important consideration throughout the length of the Highland Boulevard corridor will be the accommodation of pedestrians and bicyclists. Proposed improvements include a 10-foot wide trail along the west side of Highland Boulevard and a six-foot wide sidewalk along the east side, both for its entire length from Kagy Boulevard to East Main Street. In order to accommodate advanced and commuter bicyclists, on-street bike lanes should also be installed along both sides of Highland Boulevard, again for its entire length from Kagy Boulevard to East Main Street. ENGINEERING, INC. 37 The Knolls at Hillcrest East&Highland South TIS At-grade pedestrian crossings should be installed in the location of the existing crossings north of Holly Drive and south of Curtiss Street. Median refuge and high-visibility signing and striping should be provided at both locations. All other at-grade crossings of Highland Boulevard should take place at the major intersections, regardless of roundabout or signalized control. Bike and pedestrian accommodations at signalized intersections should be consistent with those typically provided, including striped crosswalks, pedestrian push buttons, and pedestrian signal heads, but several additional considerations would be required for the roundabout alternative. Bicyclists are generally encouraged to travel through the roundabout with vehicular traffic, but a ramp at the end of the bike lanes on the approach to the roundabout could provide easy access to the sidewalks for those cyclists that would prefer to use the crosswalks to negotiate the roundabout. Pedestrian refuge should be provided within the splitter island on the approaches to each roundabout and detailed signing and striping should be provided to direct both motorists and pedestrians. Accommodations provided under either alternative-should-be-in-full-conformance-with— current ADA xequirements!�ending an upcoming ruling from the U.S. Access Board, �e roundabouts with multi-lane approaches may also need to be designed with pedestrian signals. CONCLUSIONS The previous sections present thorough recommendations for lane configurations and intersection control for the Highland Boulevard corridor for two separate alternatives,one in which the major intersections would be controlled by traffic signals, and another in which they would be controlled by roundabouts. When deciding which alternative is most appropriate for a particular project, it is important to consider several factors, including but not limited to right-of-way impacts, traffic operations, bicycle and pedestrian accommodations, and the community's vision for the aesthetics of the corridor. Based on our analysis and consideration of these and other factors, we ENGINEERING, INC. 38 The Knolls at Hillcrest East&Highland South TIS recommend a combination of the two alternatives that would provide for traffic signals at Kagy Boulevard and East Main Street with roundabouts at each of the major intersections in between. As previously discussed, the intersection of Highland Boulevard and Kagy Boulevard will be thoroughly evaluated under a separate project and a final recommendation for improvements will be made at that time. Because roundabouts can be much more closely spaced to one another than signalized intersections, roundabouts could be placed at the middle and north hospital accesses on Highland Boulevard, as well as at the intersections with Ellis Street and Painted Hills Road. The roundabouts would provide a much higher level of access for the hospital and Sub-Area developments. Based on discussions with MDT and the City of Bozeman, it has been determined that it would be unlikely that a significant amount of additional development would occur within the immediate influence area of Highland Boulevard. Therefore, no additional background traffic growth was applied to corridor volumes. The volume projections associated with the development of the Deaconess Sub-Area alone should provide for a conservative level of analysis for a 20-year design. An additional factor for consideration in the corridor design is the potential for a future connection from the north end of Highland Boulevard (at its intersection with East Main Street) to the east end of Oak Street. As part of the on-going City of Bozeman , n Transportation Plan Update, MDT (in partnership with the City of Bozeman and Roberts' V JfV Peccia and Associates) is currently modeling the proposed Oak Street connection. N Although this connection could have a significant effect on Highland Boulevard traffic pv .L k volume projections, model results were not available at the time of this study and were therefore not included in this analysis. Constructing the roadway to accommodate additional lanes in the future would provide for a cost effective way to respond to the 1� AAl potential Oak Street connection or other currently unforeseeable factors that may affect In the volume projections. Once model results are available, they will be evaluated with respect to the Highland Boulevard corridor project, and the recommendations included in this study will be modified if necessary. ENGINEERING, INC. 39 The Knolls at Hillcrest East&Highland South TIS In order for the recommended improvements to truly function as analyzed in this study, strict access control along the corridor will be required. Therefore, it is recommended that direct access from individual lots to Highland Boulevard be prohibited. Access to the corridor should be provided only at the major intersections included in this analysis and all future connections should be made via internal roadways. If the above improvements are implemented as recommended, any impacts to Highland Boulevard resulting from full build-out of the Deaconess Sub-Area should be mitigated and traffic should continue to operate safely and efficiently. Regardless of the which design alternative is selected, all corridor improvements shall be designed and constructed in accordance with City of Bozeman and MDT standards and the Manual on Uniform Traffic Control Devices (MUTCD), 2003 Edition. Upon review of this document by MDT and the City of Bozeman, the consultant team will make any necessary changes to the schematic design and present the project to the City Commission for their input. Once all comments have been incorporated, the consultant team will then move forward with the 65% preliminary design for the preferred alternative and again submit for review and approval by MDT and the City of Bozeman. ENGINEERING, INC. 40 ENGINEERING, INC. 1300 North Transtech Way Billings,MT 59102 Jote: South end of Highland was closed File Name : Highland-Boulevard_Curtiss_Street_AM_09240j luring count - do not use through volumes Site Code : 00000000 )n Highland Start Date : 9/25/2007 -' Page No : 1 _ Groups Printed-Unshifted-Bank 1-Bank 2 HIGHLAND BLVD CURTISS ST HIGHLAND BLVD CURTISS ST Southbound Westbound Northbound Eastbound Start Time Right Thru Left Peds App.Total Right Thru Left Peds App.Total Right Thru Left Peds App Total Right Thru Left Peds App Total Int.Total 07:00 AM 1 48 0 0 49 0 0 0 0 0 0 9 0 0 9 1 0 0 0 1 59 07:15 AM 1 65 2 0 68 1 0 0 0 1 0 10 1 0 11 0 0 1 0 1 81 07:30 AM 0 92 0 0 92 2 0 0 0 2 0 26 0 0 26 1 0 0 0 1 121 07:45 AM 1 1 163 0 0 164 5 0 0 0 51 0 31 0 0 31 0 1 2 0 3 203 Total 3 368 2 0 373 1 8 0 0 0 81 0 76 1 0 77 2 1 3 0 6 464 08:00 AM 2 91 0 0 93 0 0 0 0 0 0 29 0 0 29' 1 2 2 0 5 127 08:15 AM 0 91 1 0 92 1 0 0 0 1 0 22 0 0 22 0 0 2 0 2 117 Grand Total 5 550 3 0 558 9 0 0 0 9 0 127 1 0 128 3 3 7 0 13 708 Apprch% 0.9 98.6 0.5 0 100 0 0 0 0 99.2 0.8 0 23.1 23.1 53.8 0 Total% 0.7 77.7 0.4 0 78.8 1.3 0 0 0 1.3 0 17.9 0.1 0 18.1 0.4 0.4 1 0 1.8 Unshifted 4 546 3 0 553 9 0 0 0 9 0 120 1 0 121 3 3 7 0 13 696 %Unshifted _80 99.3_ 100 0 99.1 100 0 0 0 100 0 94.5 100 0 94.5 100 100 100 0 100 98.3 Bank 1 1 4 0 0 5 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 12 %Bank 1 20 0.7 0 0 0.9 0 0 0 0 0 0 5.5 0 0 5.5 0 0 0 0 0 1.7 Bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 %Bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 HIGHLAND BLVD out In Total 136 553 ]792 7 5 0 0 143 558 4[�o 1 0 Right Thru Left Peds O F � �t000m rnoom� In o o(n North en o o r—i 9125/2007 07:00 AM :r ~ 9/25/2007 08:15 AM 2 0 0 0 0 � S— M Unshifted f— moo m n.-ono 1' Bank10000 p0000� BaNc2 v o M n 14-:-in— n y0000 Left ThruR�ht Peds 1 120 0 0 0 7 0 0 0 0 0 0 1 127 01 0 �49 121 7 0 128 [Sall Out In Total ENGINEERING, INC. 1300 North Transtech Way Billings,MT 59102 ote: South end of Highland was closed File Name : Highland-Boulevard_Curtiss_Street_PM_09240I uring count - do not use through volumes Site Code : 00000000 n Highland Start Date : 9/25/2007 Page No : 1 Groups Printed-Unshifted-Bank 1 -Bank 2 HIGHLAND BLVD CURTISS ST HIGHLAND BLVD CURTISS ST Southbound Westbound Northbound Eastbound 'tart Time Ri ht Thru Left Peds Ap Total Ri ht Thru Left Peds App.Total Ri ht Thru Left Peds App.Talal Right Thru Left Peds App Total Int Total 04:45 PM 1 26 0 0 27 2 0 0 0 2 0 81 3 0 84 1 0 3 0 4 117 Total 1 26 0 0 27 2 0 0 0 2 0 81 3 0 84 1 0 3 0 4 117 05:00 PM 2 35 1 0 38 2 1 1 0 4 1 103 0 0 104 3 0 0 0 3 149 05:15 PM 3 28 1 0 32 1 1 1 0 3 1 95 2 0 98 4 0 2 0 6 139 05:30 PM 3 28 0 0 31 1 0 0 0 1 0 57 1 0 58 1 0 3 0 4 94 05:45 PM 4 26 1 0 31 0 1 0 0 1 0 55 1 0 56 1 0 2 0 3 91 Total 12 117 3 0 132 1 4 3 2 0 9 2 3-10 4 0 316 0 0 7 0 16 473 06:00 PM 6 22 0 0 28 0 1 0 0 1 1 53 1 0 55 0 0 0 0 0 84 ;rand Total 19 165 3 0 187 6 4 2 0 12 3 444 8 0 455 10 0 10 0 20 674 Apprch% 10.2 88.2 1.6 0 50 33.3 16.7 0 0.7 97.6 1.8 0 50 0 50 0 Total% 2.8 24.5 0.4 0 27.7 0.9 0.6 0.3 0 1.8 0.4 65.9 1.2 0 67.5 1.5 0 1.5 0 3 Unshifted 19 165 3 0 187 6 4 2 0 12 3 442 8 0 453 10 0 10 0 20 672 /a Unshifted 100 100 100 0 100 100 100 100 0 100 100 99.5 100 0 99.6 100 0 100 0 100 99.7 Bank 1 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 2 Bank 1 0 0 0 0 01 0 0 0 0 0 0 0.5 0 0 0.4 0 0 0 0 0 0.3 Bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 *Bank 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 HIGHLAND BLVD Out In Total 458 187 ES,'47 5 2 02 0 00 IIII 460 187 19 165 3 1 0 0 0 0 0 0 0 0 0 19 1651 31 0 RIpM TFxu L Pella L moo.- o000 ~ I �rnoorn � 0 0 0 0 North 2 rn o o ao o o N -► 9/25/2007 64:45 PM 4— 9 9/25/2007 06:00 PM 2 A O O A 0000« � - P Unshifted r N C G N Bank1 `� laNBank2 0 1& mooao +1 1 r Left Thru Right Pads 6 442 3 0 0 2 0 0 0 0 0 0 51 444 3 0 [Z[ 20 832 Out In Total I j. Robert Peccia & Associates L 825 Custer Avenue Bozeman Deaconess Health Services Helena, MT 59601 File Name : bozeman .rs & Trucks 406-447-5000 Site Code : 0000000( Start Date : 2/14/200( Page No : 1 Groups Printed-Unshifted-Bank 1 HIGHLAND MAIN HIGHLAND MAIN Southbound Westbound Northbound Eastbound Start Time Right LEI Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Int. Total Factor 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 1.091 07:00 AM 0 0 0 0 0 61 37 0 13 0 23 1 29 38 0 0 202 07:15 AM 0 0 0 0 0 73 27 0 16 0 25 0 22 41 0 0 204 07:30 AM 0 0 0 0 1 91 68 0 20 0 24 1 33 56 0 0 294 07:45 AM 0 0 0 1 0 129 83 0 23 0 50 0 57 71 0 0 414 Total 0 0 0 1 1 354 215 0 72 0 122 2 141 206 0 0 1114 08:00 AM 0 0 0 0 0 148 72 0 22 1 58 1 74 88 0 0 464 08:15 AM 0 0 0 0 2 93 60 0 20 0 36 2 56 56 0 0 325 08:30 AM 0 0 0 4 2 84 47 0 15 1 45 1 53 80 1 0 333 08:45 AM 0 0 0 4 0 70 24 0 23 0 43 0 55 73 1 0 293 Total 0 0 0 8 4 395 203 0 80 2 182 4 238 297 2 0 1415 ***BREAK*** 04:00 PM 1 0 0 0 0 90 26 0 38 0 75 0 56 118 1 0 405 04:15 PM 0 0 0 0 0 99 16 0 40 0 62 0 63 119 1 0 400 04:30 PM 0 0 1 0 0 101 22 0 52 0 77 0 60 122 0 0 435 04:45 PM 0 0 1 0 0 107 21 0 60 0 80 2 56 141 1 0 469 Total 1 0 2 0 0 397 85 0 190 0 294 2 235 500 3 0 17091 05:00 PM 1 0 2 0 0 119 35 0 65 0 84 1 57 167 0 0 531 05:15 PM 0 0 0 0 1 101 29 0 62 0 71 2 68 149 0 0 483 05:30 PM 0 0 0 0 0 99 19 0 56 0 76 1 51 121 0 0 423 05:45 PM 0 0 0 0 0 81 22 0 45 0 68 0 39 119 1 0 375, Total 1 0 2 0 1 400 105 0 228 0 299 4 215 556 1 0 1812!, Grand Total 2 0 4 9 6 1546 608 0 570 2 897 12 829 1559 6 01 60501 Apprch% 13.3 0.0 26.7 60.0 0.3 71.6 28.1 0.0 38.5 0.1 60.6 0.8 34.6 65.1 0.3 0.0 Total%. 0.0 0.0 0.1 0.1 0.1 25.6 10.0 0.0 9.4 0.0 14.8 0.2 13.7 25.8 0.1 0.0 �10 HIGHLAND MAIN HIGHLAND MAIN Southbound Westbound Northbound Eastbound Rig Thr Ped App. Rig Thr Ped App. Rig Thr Ped App. Rig Thr Ped App. Int. Start Time ht u Left s Total ht u Left s Total ht u Left s Total ht u Left s Total Total Peak Hour From 07:00 AM to 11:45 AM-Peak 1 of 1 Intersectio 07:45 AM n Volume 0 0 0 5 5 4 454 262 0 720 80 2 189 4 275 240 295 1 0 536 1536 Percent 0.0 0.0 0.0 100. 0.6 63.1 36.4 0.0 29.1 0.7 68.7 1.5 44.8 55.0 0.2 0.0 08:00 0 0 0 0 0 0 148 72 0 220 22 1 58 1 82 74 88 0 0 162 464 Volume Peak 0.828 Factor High Int. 08:30 AM 08:00 AM 08:00 AM 08:00 AM Volume 0 0 0 4 4 0 148 72 0 220 22 1 58 1 82 74 8B 0 0 162 Peak 0.313 0.818 0.838 0.827 Factor Robert Peccia & Associates 825 Custer Avenue Rozeman Deaconess Health Services Helena, MT 59601 File Name : bozeman- .rs & Trucks 406-447-5000 Site Code : OOOOOOOC Start Date : 2/14/200E Page No : 2 HIGHLAND Out In Total 5 12 0 0 0 5 Right Thru Left Peds 4 m MCI a Wo 2 North �= Z c r7 N —� 2 to � A 0 1412006 7:45:00 AM N 7 ryp Z 1412046 6:30:00 AM r o Z o o N Unshlfted a Bank 1 m �o a �m H O r+ Left Thru Ri N Peds 1891 21 801 4 502 275 777 Out In Total HIGHLAND Peak Hour From 12:00 PM PM to to 05:45 PM-Peak 1 of 1 4� Intersectio 04:30 PM � 11~I n Volume 1 0 4 0 5 1 428 107 0 536 239 0 312 5 556 241 579 1 0 821 1918 Percent 20.0 0.0 80.0 0.0 0.2 79.9 20.0 0.0 43.0 0.0 56.1 0.9 29.4 70.5 0.1 0.0 05:00 1 0 2 0 3 0 119 35 0 154 65 0 84 1 150 57 167 0 0 224 531 Volume Peak 0.903 Factor High Int. 05:00 PM 05:00 PM 05:00 PM 05:00 PM Volume 1 0 2 0 3 0 119 35 0 154 65 0 84 1 150 57 167 0 0 224 Peak 0.417 0.870 0.927 0.916 Factor Robert Peccia & Associates 825 Custer Avenue Rozeman Deaconess Health Services Helena, MT 59601 File Name : bozeman ;rs & Trucks 406-447-5000 Site Code : 0000000( F-1 ( Start Date : 2/14/200( Page No : 3 HIGHLAND Out In Total 0 5 0 i 1 01 4f 0 Right Thru Left Peds � 1 �f B MN - T � o� JJ �r m North � t—► 4---=r A Z C COG _ 14/2006 4:30:00 PM to D N 1412006 5:15:00 PM s ,�x o g ti o y Unshifted O Bank 1 CDa. n a. 0 Left Thru Right Peds 312 1 0 255, 39 5 348 556 964 Out In Total rAND �,. ` ,� }- I. II i I •r � , APPENDIX B CAPACITY CALCULATIONS - EXISTING CONDITIONS � , � I Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DMR Intersection Hi bland&Kagy Agency/Co. En ineerin , Inc. Jurisdiction Bozeman Date Performed 211312007 Analysis Year �xistf t Analysis Time Period AM Peak Hour Project Description BOZ-06052.01 East/West Street: Kagy Boulevard North/South Street: Highland Boulevard Intersection Orientation: East-West IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R olume veh/h 254 75 0 0 288 14 (Peak-Hour Factor, PHF 0.86 0.86 0.86 0.77 0.77 0.77 Hourly Flow Rate, HFR 295 87 0 0 374 18 veh/h) Percent Heavy Vehicles 0 — — 0 — — Median Type Undivided RT Channelized 0 0 Lanes 1 1 0 0 1 0 Configuration L TR LTR Upstream Signal 0 0 Minor Street Northbound Southbound (Movement 7 8 9 10 11 12 L T R L T R olume veh/h) 7 1 0 7 1 304 (Peak-Hour Factor, PHF 0.67 0.67 0.67 0.89 0.89 0.89 Hourly Flow Rate, HFR 10 1 0 7 1 341 (veh/h) Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 (Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L LTR LTR LTR v(veh/h) 295 0 11 349 C(m) (veh/h) 1176 1522 65 623 ✓/c 0.25 0.00 0.17 0.56 95%queue length 1.00 0.00 0.56 3.47 Control Delay(s/veh) 9.1 7.4 71.3 17.9 LOS A A F C Approach Delay(s/veh) — — 71.3 17.9 Approach LOS — — F C Copyright©2005 University of Florida,All Rights Reserved HCS+TM Version 5.2 Generated: 9/19/2007 7:34 AM file://C:\Documents and Settings\dclark\Local Settings\Temp\u2klAE.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY (General Information Site Information Analyst DMR Intersection Highland&Kagy Agency/Co. En ineerin , Inc. Jurisdiction Bozeman Date Performed 2/13/2007 Analysis Year Existing Analysis Time Period PM Peak Hour Project Description BOZ-06052.01 East/West Street: Kagy Boulevard North/South Street: Highland Boulevard Intersection Orientation: East-West IStudy Period hrs): 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 248 173 1 0 89 19 Peak-Hour Factor, PHF 0.85 0.85 0.85 0.84 0.84 0.84 Hourly Flow Rate, HFR 291 203 1 0 105 22 (veh/h Percent Heavy Vehicles 0 1. 0 — — Median Type Undivided RT Channelized 0 0 (Lanes 1 1 0 0 1 0 Configuration L TR LTR Upstream Signal 0 0 (Minor Street Northbound Southbound (Movement 7 8 9 10 11 12 L T R L T R Volume veh/h) 0 3 0 19 3 352 (Peak-Hour Factor, PHF 0.75 0.75 0.75 0.92 0.92 0.92 Hourly Flow Rate, HFR 0 4 0 20 3 382 veh/h Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 1 0 1 0 Configuration LTR LTR Delay,Queue Length,and Level of Service 4pproach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L LTR LTR LTR v(veh/h) 291 0 4 405 CC(m)(veh/h) 1464 1380 219 785 v/c 0.20 0.00 0.02 0.52 95%queue length 0.74 0.00 0.06 3.01 Control Delay(s/veh) 8.1 7.6 21.7 14.4 LOS A A C B Approach Delay(s/veh) — -- 21.7 14.4 Approach LOS — — C B Copyright©2005 University of Florida,All Rights Reserved HCS+rM Version 5.2 Generated: 9/19/2007 8:47 AM file://CADocuments and Settings\dclark\Local Settings\Temp\u2k2E5.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Highland Blvd& Cherry Dr Agency/Co. Engineering, Inc. Jurisdiction Bozeman Date Performed 9/120007 Analysis Year Existing Analysis Time Period AM Peak Hour Project Descri tion BOZ-06052.01 East/West Street: Chei7y Dr/Lomas Dr North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h) 4 259 6 3 276 1 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 3 0 18 21 0 12 veh/h) Percent Heavy Vehicles 0 — — 0 -' - Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R olume(veh/h) 3 0 17 19 0 11 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 3 306 1 4 287 6 veh/h Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service ,Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LTR LTR LTR LTR v(veh/h) 4 3 33 21 C (m) (veh/h) 1265 1280 564 692 /c 0.00 0.00 0.06 0.03 95%queue length 0.01 0.01 0.19 0.09 Control Delay(s/veh) 7.9 7.8 11.8 10.4 LO S A A B B Approach Delay(s/veh) — — 11.8 10.4 Approach LOS — — B B Copyright®2005 University of Florida,All Rights Reserved HCS+TM+ Version 5.2 Generated: 9/19/2007 7:35 AM file://CADocuments and Settings\dclark\Local Settings\Temp\u2k1BB.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Highland Blvd&Cheny Dr Agency/Co. En ineerin , Inc. Jurisdiction Bozeman Date Performed 911212007 Analysis Year Existin Analysis Time Period PM Peak Hour Project Description BOZ-06052.01 East/West Street: Cherty Dr North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Ad"ustments Major Street Northbound Southbound (Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 15 236 19 6 354 3 (Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 (Hourly Flow Rate,HFR 2 0 8 13 0 0 veh/h) (Percent Heavy Vehicles 0 1 0 — — IMedian Type Two Way Left Turn Lane IRT Channelized 0 0 (Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal 0 0 (Minor Street Eastbound Westbound (Movement 7 8 9 10 11 12 L T R L T R Volume(veh/h) 2 0 8 12 0 0 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate,HFR 6 393 3 16 262 21 veh/h) Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 0 1 0 0 1 0 Configuration I LTR LTR Delay, Queue Length,and Level of Service .Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LTR LTR LTR LTR v(veh/h) 16 6 13 10 C(m)(veh/h) 1174 1291 446 605 rlc 0.01 0.00 0.03 0.02 95%queue length 0.04 0.01 0.09 0.05 Control Delay(s/veh) 8.1 7.8 13.3 11.1 LOS A A B B Approach Delay(s/veh) — — 13.3 11.1 Approach LOS — — B B Copyright®2005 University of Florida,All Rights Reserved HCS+TM Version 5.2 Generated: 9/19/2007 9:04 AM file://CADoeuments and Settings\dclark\Local Settings\Temp\u2k329.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Highland Blvd&S Spruce Dr Agency/Co. Engineering Inc. Jurisdiction Bozeman Date Performed 9/12/2007 Analysis Year Existing Analysis Time Period AM Peak Hour Project Description BOZ-06052.01 East/West Street: South Spruce Dr North/South Street: Hi bland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 273 0 1 278 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 0 0 0 2 0 2 veh/h Percent Heavy Vehicles 0 — — 0 — — Median Type Two Way Left Tum Lane RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration TR LT U stream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 2 2 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 1 308 0 0 303 0 veh/h Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay,Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LR (veh/h) 1 4 C (m)(veh/h) 1269 633 lc 0.00 0.01 95%queue length 0.00 0.02 Control Delay(s/veh) 7.8 10.7 LOS A B pproach Delay(s/veh) — — 10.7 pproach LOS — — B Copyright®2005 University of Florida,All Rights Reserved HCS+rM Version 5.2 Generated: 9/19/2007 7:38 AM file://CADocuments and Settings\dclark\Local Settings\Temp\u2k1BE.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Highland Blvd&S Spruce Dr Agency/Co. Engineering, Inc. Jurisdiction Bozeman Date Performed 9/12/2007 Analysis Year Existing Analysis Time Period PM Peak Hour Project Descri tion BOZ-06052.01 EastMlest Street: South S rvice Dr North/South Street: Highland Boulevard Intersection Orientation: North-South Stud Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 _ L T R L T R Volume veh/h 238 0 5 Peak-Hour Factor, PHF 0.90 0.90 0.90 1 0.90 0.90 0.90 Hourly Flow Rate,HFR 0 0 0 3 0 3 veh/h) Percent Heavy Vehicles 0 — — 0 — — Median Type Two Way Left Tum Lane IRT Channelized 0 0 (Lanes 0 1 0 0 1 0 Configuration TR LT Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume(veh/h) 3 :I (Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 5 1042 0 0 264 0 (veh/h) Percent Heavy Vehicles 0 0 A 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 1 0 0 0 Configuration I I I ILR Delay,Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LR r(veh/h) 5 6 C(m)(veh/h) 1312 408 v/c 0.00 0.01 95%queue length 0.01 0.04 Control Delay(s/veh) 7.8 14.0 LOS A 8 Approach Delay(s/veh) — — 14.0 Approach LOS — — B Copyright®2005 University of Florida,All Rights Reserved HCS+Tm Version 5.2 Generated: 9/19/2007 8:55 AM file://C:\Documents and Settings\dclark\Local Settings\Temp\u2k30C.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Highland Blvd&N Spruce Dr Agency/Co. En ineerin , Inc. Jurisdiction Bozeman Date Performed 911212007 Analysis Year Existing Analysis Time Period AM Peak Hour Project Description BOZ-06052,01 East/West Street: North Spruce Dr North/South Street: Hi hland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h) 275 0 0 278 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 0 0 0 1 0 2 veh/h Percent Heavy Vehicles 0 — 01 - Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration TR LT Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume(veh/h) 1 2 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 0 308 0 0 305 0 (veh/h Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay,Queue Len th, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LR (veh/h) 0 3 C (m) (veh/h) 1267 665 v/c 0.00 0.00 95%queue length 0.00 0.01 Control Delay(s/veh) 7.8 10.4 LO S A B pproach Delay(s/veh) -- — 10.4 pproach LOS — — B Copyright®2005 University of Florida,All Rights Reserved HCS+TM Version 5.2 Generated: 9/19/2007 7:36 AM file://C:\Documents and Settings\dclark\Local Settings\Temp\u2klCl.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Highland Blvd&N Spruce Dr Agency/Co. En ineerin , Inc. Jurisdiction Bozeman Date Performed 9/12/2007 Analysis Year Existing Analysis Time Period PM Peak Hour Project Description BOZ-06052.01 East/West Street: North S rice Dr North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 241 0 5 362 Peak-Hour Factor. PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 0 0 0 3 0 3 (vein/ii' Percent Heavy Vehicles 0 — — 0 — — Median Type Two Way Left Tum Lane RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration TR LT Upstream Signal 0 0 (Minor Street Eastbound Westbound (Movement 7 8 9 10 11 12 L T R L T R olume veh/h 3 3 (Peak-Hour Factor. PHF 0.90 0.90 0.90 0.90 0.90 0.90 (Hourly Flow Rate, HFR 5 402 0 0 267 0 (veh/h (Percent Heavy Vehicles 0 0 0 0 0 0 (Percent Grade(%) 0 0 (Flared Approach N N Storage 0 0 RT Channelized 0 0 (Lanes 1 0 0 0 0 0 0 Configuration I LR Delay,Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LR v(veh/h) 5 6 C(m)(veh/h) 1308 621 rlc 0.00 0.01 95%queue length 0.01 0.03 Control Delay(s/veh) 7.8 10.9 ILOS A B Approach Delay(s/veh) -- — 10.9 Approach LOS — — B Copyright®2005 University of Florida,All Rights Reserved HCS+TM Version 5.2 Generated: 9/19/2007 8:54 AM file://CADocuments and Settings\dclark\Local Settings\Temp\u2k306.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Highland Blvd& S Cedarview Dr Agency/Co. Engineering, Inc. Jurisdiction Bozeman Date Performed 9/12/2007 Analysis Year Existing Analysis Time Period AM Peak Hour Project Description BOZ-06052.01 East/West Street: South Cedarview Dr North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h) 5 270 2 2 264 2 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 6 0 11 4 0 6 ('veh/h) Percent Heavy Vehicles 0 — — 0 — — Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume(veh/h) 6 0 10 4 0 6 (Peak-Hour Factor. PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 2 293 2 5 300 2 (veh/h (Percent Heavy Vehicles 0 0 0 0 0 0 (Percent Grade(%) 0 0 (Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR I LTR Dela .Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LTR LTR LTR LTR v(veh/h) 5 2 10 17 C (m)(veh/h) 1278 1270 622 640 v/C 0.00 0.00 0.02 0.03 95%queue length 0.01 0.00 0.05 0.08 Control Delay(s/veh) 7.8 7.8 10.9 10.8 LOS A A B B Approach Delay(s/veh) — — 10.9 10.8 4pproach LOS — — B B Copyright®2005 University of Florida,All Rights Reserved HCS+Tm Version 5.2 Generated: 9/19/2007 7:36 AM file://C:\Documents and Settings\dclark\Local Settings\Temp\u2k1C5.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Ilntersection Highland Blvd&S Cedarview Agency/Co. En ineenna, Inc. Dr Jurisdiction Bozeman Date Performed 9/12/2007 Analysis Year Existing Analysis Time Period PM Peak Hour Project Description BOZ-06052.01 EastANest Street: South Cedarview Dr North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Ad ustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 10 223 11 4 5 Peak-Hour Factor,PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 1 0 3 0 0 0 'veh/h) Percent Heavy Vehicles 1 0 — — Median Type Two Way Left Tum Lane RT Channelized 0 0 Lanes 1 1 0 1 1 0 Configuration L TR L TR 'Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 1 0 3 0 0 0 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 4 1044 5 11 247 12 (veh/h Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 (Flared Approach N N Storage 0 0 IRT Channelized 0 0 (Lanes 0 1 0 0 1 0 Configuration LTR LTR (Delay,Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 (Lane Configuration L L LTR LTR N(veh/h) 11 4 0 4 C(m)(veh/h) 671 1317 264 r/c 0.02 0.00 0.02 95%queue length 0.05 0.01 0.05 Control Delay(s/veh) 10.5 7.7 18.8 LOS B A C Approach Delay(s/veh) — — 18.8 Approach LOS — — C Copyright®2005 University of Florida,All Rights Reserved HCS+TM Version 5.2 Generated: 9/19/2007 8:57 AM file:HC:\Documents and Settings\dclark\Local Settings\Temp\u2k314.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY ,General Information Site Information Analyst DJC Intersection Highland Blvd&N Cedarview Dr Agency/Co. En ineerin , Inc. Jurisdiction Bozeman Date Performed 911212007 Analysis Year Existing Analysis Time Period M Peak Hour Project Description BOZ-06052.01 East/West Street: North Cedarview Dr North/South Street: Highland Boulevard Intersection Orientation: North-South [Study Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h) 282 0 0 265 Peak-Hour Factor. PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate,HFR 0 0 0 3 0 8 (veh/h Percent Heavy Vehicles 0 — — 0 — — Median Type Two Way Leff Turn Lane RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration TR LT Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume(veh/h) 3 8 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 0 294 0 0 313 0 (veh/h) Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration i i LR Delay, Queue Len th, and Level of Service Approach Northbound Southbound Westbound Eastbound (Movement 1 4 7 8 9 10 11 12 (Lane Configuration LT LR v(veh/h) 0 11 C(m)(veh/h) 1259 673 vlc 0.00 0.02 95%queue length 0.00 0.05 Control Delay(s/veh) 7.9 10.4 ILOS A B Approach Delay(s/veh) — -- 10.4 Approach LOS - — B Copyright®2005 University of Florida,All Rights Reserved HCS+Tm Version 5.2 Generated: 9/19/2007 7:37 AM file://CADocuments and Settings\dclark\Local Settings\Temp\u2k1C8.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Highland Blvd&N Cedarview Dr Agency/Co. Engineering, Inc. man urisdiction Bozeman Date Performed 911212007 Analysis Year BozeExistin Analysis Time Period PM Peak Hour Project Description BOZ-06052.01 East/West Street: North Cedarview Dr North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 'Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 219 5 4 371 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 0 0 0 2 0 8 veh/h Percent Heavy Vehicles 0 — — 0 — — Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration TR LT Upstream Signal 1 0 0 (Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h) 2 8 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 4 412 0 0 243 5 (veh/h Percent Heavy Vehicles 0 0 0 0 0 1 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Dela ,Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LR V(veh/h) 4 10 C(m)(veh/h) 1330 722 vlc 0.00 0.01 195%queue length 0.01 0.04 Control Delay(s/veh) 7.7 10.1 ILOS A B 4pproach Delay(s/veh) — — 10.1 4pproach LOS -- — B Copyright®2005 University of Florida,All Rights Reserved HCS+TM+ Version 5.2 Generated: 9/19/2007 8:49 AM file://CADocuments and Settings\dclark\Local Settings\Temp\u2k2F1.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Hi hland Blvd&S Pinecrest Dr Agency/Co. En ineerin , Inc. Jurisdiction Bozeman Date Performed 911212007 Analysis Year Analysis Time Period AM Peak Hour Project Description BOZ-06052.01 East/West Street: South Pinecrest Dr North/South Street: Highland Boulevard Intersection Orientation: North-South [Study Period hrs : 0.25 Vehicle Volumes and Ad'ustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 7 279 4 2 258 4 Peak-Hour Factor. PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 7 0 5 2 0 1 (veh/h) Percent Heavy Vehicles 0 1 0 — — IVledian Type Two Way Left Tum Lane IRT Channelized 0 0 (Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal 0 0 Minor Street Eastbound Westbound (Movement 7 8 9 10 11 12 L T R L T R 'Volume(veh/h) 7 0 5 2 0 1 (Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 IHourly Flow Rate, HFR 2 286 4 7 310 4 (veh/h) (Percent Heavy Vehicles 0 0 0 0 0 0 (Percent Grade(%) 0 0 (Flared Approach N N Storage 0 0 IRT Channelized 0 0 (Lanes 0 1 0 0 1 0 Configuration LTR I I LTR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound (Movement 1 4 7 8 9 10 11 12 Lane Configuration LTR LTR LTR LTR u(veh/h) 7 2 3 12 C(m)(veh/h) 1283 1258 558 584 v/C 0.01 0.00 0.01 0.02 95%queue length 0.02 0.00 0.02 0.06 Control Delay(s/veh) 7.8 7.9 11.5 11.3 LOS A A B B Approach Delay(s/veh) — — 11.5 11.3 Approach LOS — — B B Copyright 0 2005 University of Florida,All Rights Reserved HCS+TM Version 5.2 Generated: 9/19/2007 7:37 AM file://CADocuments and Settings\dclark\Local Settings\Temp\u2k1CC.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Highland Blvd&S Pinecrest Dr Agency/Co. Engineering, Inc. Jurisdiction Bozeman Date Performed 911212007 Analysis Year Existing Analysis Time Period PM Peak Hour Project Description BOZ-06052.01 East/West Street: South Pinecrest Dr North/South Street: Highland Boulevard Intersection Orientation: Noah-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume(veh/h) 7 214 6 3 368 9 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate,HFR 5 0 5 2 0 5 veh/h (Percent Heavy Vehicles 0 1 0 — — Median Type Two Way Left Tum Lane RT Channelized 0 0 Lanes 1 1 0 1 1 0 Configuration L TR L TR Upstream Signal 1 0 0 (Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 5 0 5 2 0 5 (Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 3 408 10 7 237 6 veh/h (Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 I=tared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay,Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR v(veh/h) 7 3 7 10 C(m) (veh/h) 1152 1335 666 544 v/c 0.01 0.00 0.01 0.02 !95%queue length 0.02 0.01 0.03 0.06 Control Delay(s/veh) 8.1 7.7 10.5 11.7 LOS A A B B Approach Delay(s/veh) -- — 10.5 11.7 Approach LOS — — B B Copyright®2005 University of Florida,All Rights Reserved HCS+TM Version 5.2 Generated: 9/19/2007 9:07 AM file://CADocuments and Settings\dclark\Local Settings\Temp\u2k331.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Highland Blvd&N Pinecrest Dr Agency/Co. Engineering, Inc. Jurisdiction Bozeman Date Performed 911212007 Analysis Year Existing `4 Analysis Time Period AM Peak Hour Project Description BOZ-06052.01 East/West Street: North PinecrestDr North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 'Vehicle Volumes and Adjustments Major Street Northbound Southbound (Movement 1 2 3 4 5 6 L T R L T R 'Volume vehih 286 1 1 0 Peak-Hour Factor. PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 0 0 0 12 0 7 (veh/h) Percent Heavy Vehicles 0 — — 0 — — Median Type Two Way Leff Tum Lane RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration TR LT 'Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume(veh/h) 11 7 Peak-Hour Factor. PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 1 0 0 0 317 1 (veh/h) Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 0 0 0 0 0 0 Configuration LR Delay, Queue Len th, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LR v(veh/h) 1 19 C(m)(veh/h) 1253 689 do 0.00 0.03 95%queue length 0.00 0.08 Control Delay(s/veh) 7.9 10.4 LOS A B .Approach Delay(s/veh) — — 10.4 Approach LOS — — B Copyright®2005 University of Florida,All Rights Reserved HCS+Tm Version 5.2 Generated: 9/19/2007 7:37 AM file://CADocuments and Settings\dclark\Local Settings\Temp\u2k1CF.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Highland Blvd&N Pinecrest Dr Agency/Co. Engineering, Inc. Jurisdiction Bozeman Date Performed 911212007 Analysis Year Existing Analysis Time Period PM Peak Hour Project Description BOZ-06052.01 East/West Street: North Pinecrest Dr North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments IMa'or Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R olume veh/h 221 3 5 (Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 (Hourly Flow Rate, HFR 0 0 0 5 0 5 (veh/h) Percent Heavy Vehicles 0 - - 1 0 — — Median Type Two Way Left Tum Lane IRT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration TR LT Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 5 5 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 5 1056 0 0 245 3 veh/h Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 (Flared Approach N N Storage 0 0 IRT Channelized 0 0 ILanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 I-ane Configuration LT LR r(veh/h) 5 10 C(m)(veh/h) 1330 408 rlc 0.00 0.02 95%queue length 0.01 0.08 Control Delay(s/veh) 7.7 14.0 LOS A B 4pproach Delay(s/veh) — — 14.0 Approach LOS — — B Copyright®2005 University of Florida,All Rights Reserved HCS+TM Version 5.2 Generated: 9/19/2007 8:53 AM file://C:\Documents and Settings\dclark\Local Settings\Temp\u2k300.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Highland Blvd&Holly Dr Agency/Co. Engineering, Inc. Jurisdiction Bozeman Date Performed 911212007 Analysis Year Existing Analysis Time Period AM Peak Hour Project Description BOZ-06052.01 East/West Street: Holly Dr North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 289 4 2 0 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 0 0 0 12 0 32 (veh/h) Percent Heavy Vehicles 0 — — 0 — — Median Type Two Way Left Turn Lane IRT Channelized 0 0 (Lanes 0 1 0 0 1 0 Configuration TR LT Upstream Signal 1 0 0 (Minor Street Eastbound Westbound (Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 11 29 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 2 0 0 0 321 4 (veh/h) Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration I i LR Delay,Queue Length.and Level of Service Approach Northbound Southbound Westbound Eastbound (Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LR r(veh/h) 2 44 C(m)(veh/h) 1246 706 ✓lc 0.00 0.06 95%queue length 0.00 0.20 Control Delay(s/veh) 7.9 10.4 ILOS A B Approach Delay(s/veh) — — 10.4 Approach LOS — — B Copyright 0 2005 University of Florida,All Rights Reserved HCS+Tm Version 5.2 Generated: 9/19/2007 7:37 AM file:HCADocuments and Settings\dclark\Local Settings\Temp\u2k1D2.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Highland Blvd&Holly Dr Agency/Co. —Engineering, Inc. Jurisdiction Bozeman Date Performed 911212007 Analysis Year Existin Analysis Time Period PM Peak Hour Project Description BOZ-06052.01 East/West Street: Holly Dr North/South Street: Highland Boulevard Intersection Orientation: North-South IS;tudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 216 10 21 375 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR reh/h) 0 0 0 5 0 22 1 Percent Heavy Vehicles 0 1 0 — — Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration TR LT Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 5 20 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 23 416 0 0 240 11 (veh/h (Percent Heavy Vehicles 0 0 0 0 A _ _0 0 (Percent Grade(%) 0 0 (Flared Approach N N Storage 0 0 IRT Channelized 0 0 (Lanes 0 0 0 0 0 0 Configuration LR Delay,Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 (Lane Configuration LT LR ✓(veh/h) 23 27 C(m) (veh/h) 1326 717 ✓/c 0.02 0.04 95%queue length 0.05 0.12 Control Delay(s/veh) 7.8 10.2 LOS A B Approach Delay(s/veh) — — 10.2 Approach LOS -- -- B Copyright©2005 University of Florida,All Rights Reserved HCS+TM Version 5.2 Generated: 9/19/2007 8:46 AM file://CADoeuments and Settings\dclark\Local Settings\Temp\u2k2E0.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DMR Intersection Highland 8 crest Access Agency/Co. En ineerin , Inc. Jurisdiction Bozeman Date Performed 2/13/2007 Analysis Year Existing Analysis Time Period AM Peak Hour Project Description BOZ-06052.01 EastA/Vest Street: Hillcrest Retirement Center North/South Street: Highland Boulevard Intersection Orientation: North-South [Study Period hrs : 0.25 'Vehicle Volumes and Adjustments IMa or Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R 'Volume veh/h 79 301 173 19 Peak-Hour Factor, PHF 0.87 0.87 1.00 1.00 0.76 0.76 Hourly Flow Rate, HFR 5 0 8 0 0 0 (veh/h Percent Heavy Vehicles 0 1 0 — — Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LT TR Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L. T R Volume veh/h 4 6 Peak-Hour Factor, PHF 0.75 1.00 0.75 1.00 1.00 1.00 Hourly Flow Rate, HFR 0 227 25 90 345 0 (veh/h Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay,Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 (Lane Configuration LT LR v(veh/h) 90 13 C(m)(veh/h) 1321 533 vlc 0.07 0.02 95%queue length 0.22 0.07 Control Delay(s/veh) 7.9 11.9 ILOS A B Approach Delay(s/veh) — -- 11.9 Approach LOS — — B Copyright 0 2005 University of Florida,All Rights Reserved HCS+TM Version 5.2 Generated: 9/19/2007 7:34 AM file://CADocuments and Settings\dclark\Local Settings\Temp\u2k1AB.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY (General Information Site Information Analyst DMR Intersection Highland&HillcnestAccess Agency/Co. Engineering c. Jurisdiction Bozeman Date Performed 211312007 Analysis Year Existing Analysis Time Period PM Peak Hour Project Description BOZ-06052.01 East/West Street: Hillcrest Retirement Center North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L_ T R Volume veh/h 16 209 348 13 Peak-Hour Factor, PHF 0.86 0.86 1.00 1.00 0.56 0.86 Hourly Flow Rate, HFR 35 0 85 0 0 0 (veh/h) Percent Heavy Vehicles 0 — — 0 — — Median Type Undivided IRT Channelized 0 0 1-anes 0 1 0 0 1 0 Configuration LT TR Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R 'Volume veh/h) 27 66 Peak-Hour Factor, PHF 0.77 1.00 0.77 1.00 1.00 1.00 Hourly Flow Rate, HFR 0 404 15 18 243 0 veh/h) Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 I-anes 0 0 0 0 0 0 Configuration LR Delay,Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 I-ane Configuration LT LR /(veh/h) 18 120 C(m)(veh/h) 1151 551 //c 0.02 0.22 95%queue length 0.05 0.82 Control Delay(s/veh) 8.2 13.3 I-OS A B Approach Delay(s/veh) — — 13.3 Approach LOS — -- B Copyright 0 2005 University of Florida,All Rights Reserved HCS+TM Version 5,2 Generated: 9/19/2007 8:57 AM file://CADocuments and Settings\dclark\Local Settings\Temp\u2k310.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY ,General Information Site Information Analyst DJC Intersection Highland Blvd&S Hospital Acc Agency/Co. Engineering, Inc. Jurisdiction Bozeman Date Performed 9/12/2007 Analysis Year Existing Analysis Time Period AIA Project Description East/West Street: South Hospital Access North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 46 284 0 32 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 16 0 7 0 0 0 veh/h Percent Heavy Vehicles 0 — — 0 — — Median Type Undivided IRT Channelized 0 0 (Lanes 0 1 0 0 1 0 Configuration LT TR Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R 'Volume veh/h 15 7 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 0 0 35 51 315 0 ('veh/h) Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 IRT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR IDela ,Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound (Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LR %f(veh/h) 51 23 C(m)(veh/h) 1589 657 v/C 0.03 0.04 95%queue length 0.10 0.11 Control Delay(s/veh) 7.3 10.7 LOS A B Approach Delay(s/veh) — — 10.7 Approach LOS — — B Copyright®2005 University of Florida,All Rights Reserved HCS+Tm Version 5.2 Generated: 9/19/2007 7:38 AM file://CADocuments and Settings\dclark\Local Settings\Temp\u2k1D6.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 PNO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DMR Intersection Highland Blvd& S Hospital Acc enc /Co. Engineering, lnc. Jurisdiction Bozeman Date Performed 612712007 Analysis Year Existing Analysis Time Period PM Peak Hour Project Description BOZ-06052.01 East/West Street: South Hospital Access North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Ad'ustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h) 17 247 282 3 Peak-Hour Factor, PHF 0.90 0.90 1.00 1.00 0.90 0.90 Hourly Flow Rate, HFR 85 0 55 0 0 0 veh/h Percent Heavy Vehicles 0 — — 0 — — Median Type Undivided RT Channelized 0 0 Lanes 1 2 0 0 2 0 Configuration L T T TR Upstream Signal 0 0 (Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h) 66 .43_- IPeak-Hour Factor, PHF 0.77 1.00 0.77 1.00 1.00 1.00 (Hourly Flow Rate,HFR 0 313 3 18 274 0 (veh/h Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay,Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L LR v(veh/h) 18 140 C(m)(veh/h) 1256 606 vlc 0.01 0.23 95%queue length 0.04 0.89 Control Delay(s/veh) 7.9 12.7 ILOS A B Approach Delay(s/veh) — -- 12.7 Approach LOS — — B Copyright®2005 University of Florida,All Rights Reserved HCS+nm Version 5.2 Generated: 9/19/2007 9:12 AM file:HCADocuments and Settings\dclark\Local Settings\Temp\u2k33A.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY (General Information Site Information Analyst DJC Intersection Hi hland Blvd&Mid Hos Agency/Co. Engineering Inc. Jurisdiction Bozeman Date Performed 9/12/2007 Analysis Year Existing Analysis Time Period AM I?roiect Description East/West Street: Middle Hos ital Access North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Ad'ustments IMaior Street Northbound Southbound IMovement 1 2 3 4 5 6 L T R L T R Volume(veh(h) 18 277 217 108 (Peak-Hour Factor. PHF 0.76 0.76 0.75 0.75 0.89 0.89 (Hourly Flow Rate, HFR 12 0 8 0 0 0 (veh/h) (Percent Heavy Vehicles 0 — — 0 — — Median Type Undivided IRT Channelized 0 0 (Lanes 1 1 0 0 1 1 Configuration L T T R Upstream Signal 1 0 0 (Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R 'Volume veh/h) 9 6 (Peak-Hour Factor, PHF 0.75 0.75 0.75 0.75 0.75 0.75 Hourly Flow Rate; HFR 0 243 121 23 364 0 (veh/h) (Percent Heavy Vehicles 0 0 0 0 0 0 (Percent Grade(%) 0 0 (Flared Approach N N Storage 0 0 IRT Channelized 0 0 (Lanes 0 0 0 0 0 0 Configuration LR Delay,Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 (Lane Configuration L LR v(veh/h) 23 20 C(m)(veh/h) 1206 525 v/c 0.02 0.04 95%queue length 0.06 0.12 Control Delay(s/veh) 8.0 12.1 ILOS A B Approach Delay(s/veh) — — 12.1 Approach LOS -- — B Copyright®2005 University of Florida,All Rights Reserved HCS+Tm Version 5.2 Generated: 9/19/2007 7:35 AM file://C:\Documents and Settings\dclark\Local Settings\Temp\u2k1B7.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information ,site Information Analyst DJC Intersection Highland Blvd& Mid Hos Agency/Co. En ineerin , Inc. Jurisdiction Bozeman Date Performed 911212007 Analysis Year Existing Analysis Time Period PM Project Description BOZ-06052.01 East/West Street: Middle Hospital Access North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments IMaior Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 9 275 274 24 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 93('veh/h 0 17 0 0 0 Percent Heavy Vehicles 0 — — 0 _ — Median Type Undivided RT Channelized 0 0 Lanes 1 1 0 0 1 1 Configuration L T T R Upstream Signal 1 0 0 (Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume(veh/h) 84 16 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 0 304 26 10 305 0 (veh/h) Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 (Lanes 0 0 0 0 0 0 Configuration LR Delay.Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L LR /(veh/h) 10 110 C(m)(veh/h) 1241 474 v/c 0.01 0.23 95%queue length 0.02 0.89 Control Delay(s/veh) 7.9 14.9 LOS A B Approach Delay(s/veh) — — 14.9 Approach LOS — __ B Copyright®2005 University of Florida,All Rights Reserved HCS+rM Version 5.2 Generated: 9/19/2007 8:48 AM file:HCADocuments and Settings\dclark\Local Settings\Temp\u2k2EB.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY 'General Information Site Information Analyst DJC Intersection Highland Blvd&N Hospital Acc Agency/Co. Engineering, Inc. Jurisdiction Bozeman Date Performed 911212007 Analysis Year Existing Analysis Time Period AM Peak Hour Project Description EastNdest Street: North Hospital Access IVorth/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 15 274 0 66 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 25 0 3 0 0 0 (veh/h) Percent Heavy Vehicles 0 1 0 — — IVledian Type Undivided ITT Channelized 0 0 Lanes 1 1 0 0 1 1 Configuration L T T R Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h) 23 3 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate,HFR 0 0 73 16 304 0 (veh/h) Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L LR V(veh/h) 16 28 C(m)(veh/h) 1540 685 VIC 0.01 0.04 95%queue length 0.03 0.13 Control Delay(s/veh) 7.4 10.5 LOS A B Approach Delay(s/veh) — -- 10.5 Approach LOS -- — B copyright®2005 University of Florida,All Rights Reserved HCS+TM Version 5.2 Generated: 9/19/2007 7:38 AM file://CADocuments and Settings\dclark\Local Settings\Temp\u2k1D9.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DMR Intersection Highland Blvd&N Hospital Acc enc /Co. Engineering, Inc. Airisdiction Bozeman Date Performed 6/27/2007 Analysis Year Existing Analysis Time Period PM Peak Hour Project Descri tion BOZ-06052.01 East/West Street: Noah Hospital Access North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound (Movement 1 2 3 4 5 6 L T R L T R olume(veh/h) 6 330 341 28 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 77 0 23 0 0 0 (veh/h) (Percent Heavy Vehicles 0 — — 0 _ — iMedian Type Undivided RT Channelized 0 0 (Lanes 1 1 0 0 1 1 Configuration L T T R Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 60 18 Peak-Hour Factor; PHF 0.77 0.77 0.77 0.90 0.90 0.90 Hourly Flow Rate, HFR(veh/h) 0 378 31 6 366 0 (Percent Heavy Vehicles 0 0 0 __0 0 0 (Percent Grade(%) 0 0 (Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound (Movement 1 4 7 8 9 10 11 12 (Lane Configuration L LR v(veh/h) 6 100 C(m)(veh/h) 1161 419 rlc 0.01 0.24 95%queue length 0.02 0.92 Control Delay(s/veh) 8.1 16.3 LOS A C Approach Delay(s/veh) -- — 16.3 Approach LOS — — C Copyright®2005 University of Florida,All Rights Reserved HCS+TM Version 5.2 Generated: 9/19/2007 8:51 AM file://C:\Documents and Settings\dclark\Local Settings\Temp\u2k2FB.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY (General Information Site Information Analyst DMR Intersection Hi hland&Ellis Agency/Co. En ineerin , Inc. Jurisdiction ,Bozeman Date Performed 211312007 Analysis Year Existing Analysis Time Period AM Peak Hour Project Description East/West Street: Ellis Street North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Ad'ustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 1 260 39 58 360 104 Peak-Hour Factor, PHF 0.85 0.85 0.85 0.86 0.86 0.86 Hourly Flow Rate, HFR 0 0 0 24 6 32 (veh/h) 'Percent Heavy Vehicles 0 — — 0 — — Median Type Undivided RT Channelized 0 0 Lanes 1 1 0 1 1 0 Configuration L TR L TR lJ stream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 0 14 4 19 (Peak-Hour Factor. PHF 0.60 0.60 0.60 0.58 0.58 CM (Hourly Flow Rate, HFR 67 441 120 1 305 45 (veh/h) (Percent Heavy Vehicles 0 0 0 0 0 0 (Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 IRT Channelized 0 0 (Lanes 0 0 1 0 1 0 Configuration R LTR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound (Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR R v(veh/h) 1 67 62 0 C(m) (veh/h) 1020 1220 349 574 v!C 0.00 0.05 0.18 0.00 95%queue length 0.00 0.17 0.64 0.00 Control Delay(s/veh) 8.5 8.1 17.5 11.3 LOS A A C B Approach Delay(s/veh) — -- 17.5 Approach LOS — — C Copyright 62005 University of Florida,All Rights Reserved HCS+Tm Version 5.2 Generated: 9/19/2007 7:35 AM file://CADocuments and Settings\dclark\Local Settings\Temp\u2k1B4.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DMR Intersection Hi hland&Ellis Agency/Co. Engineering, Inc. Jurisdiction Bozeman Date Performed 2/13/2007 Analysis Year Existing Analysis Time Period PM Peak Hour Project Description BOZ-06052.01 EastANest Street: Ellis Street North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 2 391 16 16 345 15 (Peak-Hour Factor, PHF 0.74 0.74 0.74 0.88 0.88 0.88 Hourly Flow Rate, HFR 0 0 5 47 2 70 veh/h) Percent Heavy Vehicles 0 — — 0 — — Median Type Undivided RT Channelized 0 0 Lanes 1 1 0 1 1 0 Configuration L TR L TR Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R 'Volume veh/h) 5 37 2 55 Peak-Hour Factor. PHF 0.88 0.88 0.88 0.78 0.78 0.78 (Hourly Flow Rate, HFR 18 392 17 2 528 21 (veh/h) (Percent Heavy Vehicles 0 0 0 0 0 0 (Percent Grade(%) 0 0 (Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 1 0 1 0 Configuration R LTR Delay,Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR R v(veh/h) 2 18 119 5 C(m) (veh/h) 1149 1031 344 644 v/c 0.00 0.02 0.35 0.01 95%queue length 0.01 0.05 1.51 0.02 Control Delay(s/veh) 8.1 8.6 20.9 10.6 ILOS A A C B Approach Delay(s/veh) — — 20.9 10.6 Approach LOS — — C B Copyright 0 2005 University of Florida,All Rights Reserved HCS+TM Version 5.2 Generated: 9/19/2007 8:45 AM file://CADocuments and Settings\dclark\Local Settings\Temp\u2k2D5.tmp 9/19/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DMR Intersection IYJ hland Blvd&E Curtiss St Agency/Co. Engineering, Inc. Jurisdiction lBozeman Date Performed 411412008 Analysis Year [Existing Analysis Time Period AM Peak Hour Project Description BOZ-06052.01 East/West Street: E Curtiss St North/South Street: Highland Blvd Intersection Orientation: North-South IStudy Period (hrs): 0.25 Vehicle Volumes and Adjustments (Major Street Northbound Southbound 'Movement 1 2 3 4 5 6 L T R L T R Volume veh/h) 0 257 0 1 498 3 Peak-Flour Factor,PHF 0.85 0.85 0.85 0.85 0.85 0.85 I'Hourly Flow Rate,HFR 10 5 3 0 0 19 ;;veh/h) (Percent Heavy Vehicles 0 1 0 — Median Type Undivided 14T Channelized 0 0 (Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume(veh/h) 6 3 2 0 0 8 (Peak-Hour Factor.PHF 0.55 0.55 0.55 0.40 0.40 0.40 Hourly Flow Rate,HFR 1 585 3 0 302 0 veh/h) Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 (Lanes 0 1 0 0 1 0 "onfiguration LTR LTR Delay,Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LTR LTR LTR LTR (veh/h) 0 1 19 18 (m)(veh/h) 997 1270 742 287 plc 0.00 0.00 0.03 0.06 95%queue length 0.00 0.00 0.08 0.20 Control Delay(s/veh) 8.6 7.8 10.0 18.4 LOS A A A C Approach Delay(s/veh) -- — 10.0 18.4 _ — Approach LOS — — A C Copyright®2005 University of Florida,All Rights Reserved HCS+Tm Version 5.2 Generated:4114/2008 1:16 PM filee//CADocuments and Settings\dreagor\Local Settings\Temp\u2k70.tmp 4/14/2008 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information An st DMR Intersection i Wand Blvd&E Curtiss St Agency/Co. lEngineering, Inc. JUrisdiction Bozeman Date Performed 1411412008 Analysis Year Existing Analysis Time Period IPM Peak Hour Project Description BOZ-06052.01 EasGWest Street: E Curtiss St North/South Street: Highland Blvd Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound (Movement 1 2 3 4 5 6 L T R L T R Volume(veh/h) 6 537 2 2 337 9 Peak-Hour Factor,PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate,HFR(veh/h) 11 0 12 3 3 9 Percent Heavy Vehicles 0 __ 0 Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR U stream Signal 0 0 (Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R olume veh/h 8 0 9 2 2 6 Peak-Hour Factor,PHF 0.71 0.71 0.71 0.63 0.63 0.63 Hourly Flow Rate,HFR veh/h) 2 374 10 6 596 2 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 (Flared Approach N N Storage 0 0 IRT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay,Queue Length.and Level of Service Approach Northbound Southbound Westbound Eastbound (Movement 1 4 7 8 9 10 11 12 (Lane Configuration LTR LTR LTR LTR r(veh/h) 6 2 15 23 C(m)(veh/h) 1186 989 342 334 rlc 0.01 0.00 0.04 0.07 95%queue length 0.02 0.01 0.14 0.22 Control Delay(s/veh) 8.1 8.6 16.0 16.6 LOS A A C C Approach Delay(s/veh) -- -- 16.0 16.6 Approach LOS -- — C C Copyright 0 2005 University of Florida,All Rights Reserved HCS+- Version 5.2 Generated: 4/14/2008 1:12 PM file://CADocuments and Settings\dreagor\Local Settings\Temp\u2k63.tmp 4/14/2008 HCM Analysis Summary Existing Main St/Highland Blvd Area Type:Non CBD DMR 01/01/2007 Analysis Duration: 15 rains. AM Peak Hour Case: Highland&Main-AM Lanes Geometry:Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB 3 2 L 12.0 T 12.0 TR 12.0 WB 3 2 L 12.0 T 12.0 TR 12.0 NB 2 1 L 12.0 TR 12.0 SB 1 1 LTR 12.0 East West North South Data L T R L T R L T R L T R Movement Volume(v_ph) 1 295 240 262 454 4 189 2 80 0 0 0 PHF 0.83 0.83 0.83 0.82 0.82 0.82 0.84 0.84 0.84 0.31 0.31 0.31 %Heavy Vehicles 3 3 3 3 3 3 1 1 1 1 1 1 Lane Groups L TR L TR L TR LTR Arrival Type 3 3 3 3 3 3 3 RTOR Vol h) 72 0 8 0 Peds/Hour 5 5 5 0 %Grade 0 0 -3 0 Buses/Hour 0 0 1 0 0 Parkers/Hour(LeftlRight) --- --- - I -- I --- I --- --- --- Signal Settings:Actuated Operational Analysis Cycle Length: 71.0 Sec Lost Time Per Cycle:13.0 Sec Phase: 1 2 3 4 5 6 7 8 Ped Only EB LTP WB LTR LTP NB LTP SB LTP Green 16.0 1 24.0 1 18.0 1 1 1 0 Yellowl All Red 1 3.0 1 0.0 1 3.5 1 1.51 3.5 1.5 Capacity Analysis Results Approach: Lane Cap v/s g/C Lane v/c Delay Delay Ratio EB L 275 0.001 0.338 L 0.004 15.6 B 20.3 C * TR 1117 0.169 0.338 TR 0.499 20.3 C WB L er 229 0.000 0.408 7.9 A * L ro 395 0.183 0.225 L 0.513 9.8 A TR 2120 0.160 0.606 TR 0.264 6.9 A NB * L 460 0.124 0.254 L 0.4822.9 C 22.4 C TR 411 0.054 0.254 TR EO.21q 21.0 C SB LTR 482 0.000 0.254 LTR 0.000 0.0 A 0.0 A Intersection:Delay=14.5 sec/veh Int.LOS=B Xc-0.58 *Critical Lane Group 2(v/s)Crit=0.48 SIG/Cinema v3.08 Page 1 HCM Summary Results Existing Main St/Mghland Blvd DMR 01/01/2007 AM Peak Hour Case: Highland&Main- AM Lane Group Approach Delay Delay Lane X (sec/ (sec/ 0 App Grp v/s v/c veh) LOS veh) LOS 0 l0 EB L 0.00 0.00 15.6 B 20.3 C * TR 0.17 0.50 20.3 C 4 f-454 262 - - - - - - - - - - - - - - - - - - - - - -- WB L er 0.00 7.9 A *Lro 0.18 0.51 h 9.8 A - - - - - - - TR 0.16 0.26 6.9 A - - - - - - - - - - - - - - - - - - - - - - 1 295 II NB * L 0.12 0.49 22.9 C 22.4 C 240 I TR 0.05 0.21 21.0 C 189I 80 2 SB LTR 0.00 0.00 0.0 A 0.0 A 1 2 3 t- �-1--. 16 3 0 23 4 2 17 1 4 2 Int. 0.48 0.58 14.5 B *Critical Lane Group #Left Movement Total SIG/Cinema v3.08 Page 2 NETSIM Summary Results Existing Main St/Highland Blvd DMR 01/01/2007 AM Peak Hour Case: Highland&Main-AM Queues Spillback in Per Lane Average Worst Lane Lane Avg/Max Speed (%of Peak 0 App Group (veh) (mph) Period) 0 0 EB L 0/ 0 0.0 0.0 TR 4/ 6 12.8 0.0 L 4 f-454 '► —262 All 12.8 0.0 - - - - - - - - - - - - - - - - - - - - - - WB L 3 / 6 13.7 0.0 TR 3 / 5 18.6 0.0 - - - - - - - - - - - - - - - - - - - - - - 1 295 All 16.9 0.0 240 NB L 3 / 4 _ 6.0 0.0 1 r TR 1 / 2 25.0 0.0 189 80 2 All 14.0 0.0 1 2 3 III SB LTR 0/ 0 0.0 0.0 i ~1 16 3 0 23 4 217 III 4 2 All 0.0 0.0 Intersect. 14.7 SIG/Cinema v3.08 Page 3 HCM Analysis Summary Existing Main St/Highland Blvd Area Type:Non CBD DNIR 01/01/2007 Analysis Duration: 15 mins. PM Peak Hour Case:Highland&Main-PM Lanes Geometry:Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB 3 2 L 12.0 T 12.0 TR 12.0 WB 3 2 L 12.0 T 12.0 TR 12.0 NB 2 1 L 12.0 TR 12.0 SB 1 1 LTR 12.0 East West North South Data L T R L T R L T R L T R Movement Volume v h 1 579 241 107 428 1 312 0 239 4 0 1 PHF 0.92 0.92 0.92 0.87 0.87 0.87 0.93 0.93 0.93 0.42 0.42 0.42 %Heavy Vehicles 3 3 3 3 3 3 1 1 1 1 1 1 Lane Groups L TR L TR L TR LTR Arrival Type 3 3 3 3 3 3 3 RTOR Vol v h 72 0 2 0 Peds/Hour 5 5 5 0 %Grade 0 0 -3 0 Buses/Hour 0 0 0 0 Parkers/Hour(LeftlRight) I --- --- --- 1 --- --- --- I •-- Signal Settings:Actuated Operational Analysis Cycle Length: 67.0 Sec Lost Time Per Cycle:13.0 Sec Phase: 1 2 3 4 5 6 7 8 Ped Only EB LTP WB LTR LTP NB LTP SB LTP Green 10.0 24.0 20.0 0 Yellow All Red 3.01 0.01 3.5 1 1.5 3.5 1 1.5 Capacity Analysis Results Approach: Lane Cap v/s g/C Lane v/c Delay Delay xph (sue veh LOS EB L 311 0.001 0.358 L 0.003 13.8 B 21.1 C * TR 1211 0.240 0.358 TR 0.671 21.1 C WB L er 148 0.000 0.433 8.5 A * L ro 261 0.070 0.149 L 0.301 9.8 A TR 1935 0.141 0.552 TR 0.255 8.1 A NB I1 * L 427 0.234 0.299 L 0.785 30.0 C 25.8 C TR 482 0.158 0.299 TR 0.529 20.1 C SB LTR 436 0.008 0.299 LTR 0.028 16.6 B 16.6 B 1 Intersection:Delay= 18.6 sec/veh Int.LOS=B Xc 0.68 *Critical Lane Group 2(v/s)Crit=0.54 SIG/Cinema v3.08 Page 1 HCM Summary Results Existing Main St/Highland Blvd DMR 01/01/2007 PM Peak Hour Case:Highland&Main-PM Lane Group Approach Delay Delay Lane X (sec/ (sec/ 0 App Grp v/s v/c veh) LOS veh) LOS 1 I4 EB + L 0.00 0.00 13.8 B 21.1 C L * TR 0.24 0.67 21.1 C '* 428 107 ................. ------------------------- ..........- ----- ------- . WB L er 0.00 8.5 A .......... --- - - *L ro 0.07 0.304 9.8 A --------------- TR0.14 0.25 8.1 A --------------------------- ------------y .................. 579 —► NB * L 0.23 0.78 30.0 C 25.8 C 241 TR 0.16 0.53 20.1 C 3121239 0 SB LTR 0.01 0.03 16.6 B 16.6 B 1 2 3 10 3 0 23 4 2 19 I! 4 2 Int. 0.54 0.68 18.6 B * Critical Lane Group #Left Movement Total SIG/Cinema v3.08 Page 2 NETSIM Summary Results Existing Main St/Highland Blvd DMR 01/01/2007 PM Peak Hour Case:Highland&Main-PM Queues Spillback in Per Lane Average Worst Lane Lane Avg/Max Speed (%of Peak 0 App Group (veh) (mph) Period) 1 4I EB L 0/ 0 0.0 0.0 �+ TR 51 8 13.4 0.0 L 1 —428 F-107 All13.4 0.0 ........................................... ........................................... WB L 2/ 3 13.9 0.0 TR3 / 4 16.9 0.0 ........................................... ...................--...................... All 16.4 0.0 579 241 —� NB L 4/ 6 6.0 0.0 TR 2/ 3 22.8 0.0 3121239 0 All 14.3 0.0 1 L 2 * ? 3 fT SB LTR 0/ 1 11.6 0.0 10 3 0 23 4 2 19 4 2 All 11.6 0.0 Intersect. 14.4 SIG/Cinema v3.08 Page 3 APPENDIX C TRIP GENERATION CALCULATIONS 1 1 1 1 1 1 1 1 1 1 1 1 1 i Deaconess Sub-Area Plan-Trip Generation,Mode&Classification Average Weekday AM Peak hour t'nt Pe"k If- Ph." land Use Intensity total eater exit total enter'- exit total enter rut I Single-Family Detached Housing(1) 85.0 895 448 447 69 17 52 93 59 34 Internal Capture" 12.8% 115 57 58 9 2 7 12 8 4 Inter-Zonal Trips*" 3.7% 33 17 16 3 1 2 3 2 1 Pass-by Trips*** 0% 0 0 0 0 0 0 0 0 0 Alternate Mode(External) 5% 37 19 IS 3 1 2 4 2 2 New External Personal Vehicle 710 355 355 54 13 41 74 47 27 Residential Condominium/Townhouse(2) 12.0 106 53 53 9 2 7 11 7 4 Internal Capture"* 12.8% 14 7 7 1 0 1 1 1 0 Inter-Zonal Trips" 3.7% 4 2 2 0 0 0 0 0 0 Pass-by Trips*** 0% 0 0 0 0 0 0 0 0 0 Alternate Mode(External) 5% 4 2 2 0 0 0 1 0 1 New External Personal Vehicle 84 42 42 8 2 6 9 6 3 Phasel Total 1041 .01 50o 78 19 59 104 66. 38 Total Internal Capture 1:_v w 65 t0 2 8 13 9 4 Total Inter-Zonal Trips 7 3 - -r- 2 3 2 1 Total Pus-by Trips 0 0 0 0 0 0 Total At lernatehlode(External) 41 21 3 1 2 5 2 3 Total New External Personal Vehicle Q' ! 47 83 53 1 30 2 Single-Family Detached Housing(1) 126.0 1286 643 643 98 25 73 132 83 49 Internal Capture*" 12.8% 165 83 82 13 3 10 17 11 6 Inter-Zonal Trips" 3.7% 48 24 24 4 1 3 5 3 2 Pass-by Trips*** 0% 0 0 0 0 0 0 0 0 0 Alternate Mode(External) 5% 54 27 27 4 1 3 6 3 3 New External Personal Vehicle 1019 509 510 77 20 1 57 104 66 38 Residential Condominium/Townhouse(2) 6.0 59 29 30 5 1 4 6 4 2 Internal Capture*" 12.8% 8 4 4 1 0 1 1 1 0 Inter-Zonal Trips*" 3.7% 2 1 1 0 0 0 0 0 0 Pass-by Trips*** 0% 0 0 0 0 0 0 0 0 0 Alternate Mode(External) 5% 2 1 1 0 0 0 0 0 0 Now External Personal Vehicle 47 1 23 24 1 4 1 3 5 3 1 2 Apartment(3) 30.0 202 101 101 15 3 12 19 12 7 Internal Capture" 12.8% 26 13 13 2 0 2 2 2 0 Inter-Zonal Trips" 3.7% 7 4 3 1 0 1 1 0 1 Pass-by Trips*** 0% 0 0 0 0 0 0 0 0 0 t Alternate Mode(External) 5% 8 4 4 1 0 1 1 1 0 o New External Personal Vehicle 161 80 81 11 3 1 B 15 9 6 a Mixed-Use Condominium/Townhouse(2) 48.0 344 172 172 29 5 24 33 22 11 Internal Capture" 12.8% 44 22 22 4 1 3 4 3 1 Inter-Zonal Trips** 3.7% 13 6 7 1 0 1 1 1 0 Pass-by Trips*** 0% 0 0 0 0 0 0 0 0 0 Alternate Mode(External) 5% 14 7 7 1 0 1 1 1 0 New External Personal Vehicle 273 1 137 136 1 23 4 19 27 1 17 1 10 Shopping Center(4) 47.5 2040 1020 1020 49 30 19 178 85 93 Internal Capture" 3.7% 75 38 37 2 1 1 7 3 4 Inter-Zonal Trips" 29.3% 598 299 299 14 9 5 52 25 27 Pass-by Trips*** 17% 232 116 116 6 3 3 20 10 10 Alternate Mode(External) 5% 57 29 28 1 1 0 5 2 3 New External Personal Vehicle 1078 538 540 26 16 1 10 94 45 49 High-Turnover(Sit-Down)Restaurant(5) 13.8 1749 875 874 158 82 76 150 92 58 Internal Capture*" 3.71% 65 32 33 6 3 3 6 3 3 Inter-Zonal Trips" 29.3% 512 256 256 46 24 22 44 27 17 Pass-by Trips*** 22% 252 126 126 23 12 11 22 13 9 Alternate Mode(External) 5% 46 23 23 4 2 2 4 2 2 New External Personal Vehicle 874 1 438 436 1 79 41 38 1 74 47 1 27 Convenience Market w/Gasoline Pumps(6) 4.1 3453 1726 1727 186 93 93 248 124 124 Internal Capture" 3.7% 128 64 64 7 3 4 9 5 4 Inter-Zonal Trips" 29.3% 1012 506 506 54 27 27 73 36 37 Pass-by Trips*** 28% 648 324 324 35 16 17 46 23 23 Alternate Mode(External) 5% 83 42 41 5 2 3 6 3 3 New External Personal Vehicle 1582 790 792 85 43 42 114 57 57 Phase 2 Total 9133 4566 4567 540 239 301 766 422 344 Totallnternal Captnrc 511 256 255 35 T1 24 46 28 Is Total Inter-Zonal Trips 2192 1096 106 120 tit 59 176 92 S4 Total Pus-by Trips 1132 566 566 (A 33 31 89 46 42 Total Alternate hlotle(External) 264 133 131 16 6 10 23 12 11 Total New External Prrxonal Vehicle 1 5034 2513 1 2519 305 1 128 177 1 433 244 1 189 3'Single-Family Detached Housing(1) 53.0 580 290 290 47 12 35 61 38 23 Internal Capture*" 12.8% 74 37 37 6 2 4 8 5 3 Inter-Zonal Trips" 3.7% 21 11 10 2 0 2 2 1 1 Pass-by Trips*** 0% 0 0 0 0 0 0 0 0 0 Alternate Mode(External) 5% 24 12 12 2 1 1 3 2 1 New External Personal Vehicle 461 230 231 37 9 28 49 30 18 Deaconess Sub-Area Plan-'Drip Generation,Mode&Classification Average Wee day A51 Pcak 9aur PpI PtAk Hour Ph." Land Use - Inlentilc total enter- -sit tntnl crier eaH total enter exit 3 Residential Condominium/Townhouse(2) 6.0 59 30 29 5 1 4 G 4 2 Internal Capture** 12.8% 8 4 4 1 0 1 1 1 0 Inter-Zonal Trips** 3.7% 2 1 1 0 0 0 0 0 0 $ Pass-by Trips— 0% 0 0 0 0 I) 0 0 0 s= Alternate Mode(External) 5% 2 1 1 0 ii 0 0 0 New External Personal Vehicle 47 24 23 4 1 3 3 2 Phase 3 Total ;s?+ 52n :i r 52 13 39 o 42 -� a Total Internal Capture 'i2 41 a 1 7 2 5 9 6 3 S Total Inter--Zonal Trips Zt 12 11 2 0 2 2 1 1 Total Pass-by Trips 0 0 0 0 0 u 0 Total Alternate Mode(External) 26 13 2 1 1 3 2 1 Total New External Personal VeWde _08 'x: 41 i0 31 53 33 20 4 Single-Family Detached Housing(1) 72.0 769 384 385 60 15 45 80 50 30 Internal Capture** 16.0% 123 61 62 10 2 8 13 8 5 W Inter-Zonal Trips** 0.5% 4 2 2 0 0 0 0 0 0 Pass-by Trips` * 0% 0 U 0 0 0 0 0 0 0 Alternate Mode(External) 5% 32 16 16 3 1 2 3 2 1 u New External Personal Vehicle 610 305 305 47 12 35 64 40 24 x 5 Single-Family Detached Housing(1) 36 0 406 203 203 35 9 26 43 27 16 y Trwrnal Capture** 16 0% 65 37 33 5 1 5 7 i 3 o inter-Zonal Trips** 0.5% 2 1 1 0 0 0 0 0 0 X Pass-by Trips*** 0% 0 0 0 0 0 0 0 0 0 Alternate Mode(Exlernai) 56/a 17 8 9 1 0 1 2 1 1 New External Personal Vehicle 322 162 160 28 8 20 34 22 12 Single-Family Detached Housing(1) 356.0 3344 1672 1672 259 65 194 336 212 124 Internal Capture** 16 0% 535 267 268 41 10 31 54 34 20 Inter-Zonal Trips** 0,5% 17 8 9 1 0 1 2 1 1 Pass-by Trips*** 0% 0 0 0 0 0 0 0 0 0 Alternate Mode(External) 5% 140 70 70 11 3 8 14 9 5 New External Personal Vehicle 2652 1327 1325 206 52 154 266 168 98 Residential Condom in ium/Townhouse(2) 1800 1058 529 529 83 14 69 97 65 32 o` Internal Capture** 16.0% 169 85 84 13 2 11 16 10 6 7 Inter-Zonal Trips** 0.5% 5 3 2 0 0 0 0 0 0 Pass-by Trips*** 0% 0 0 0 0 0 0 0 0 0 _ Alternate Mode(External) 5% 44 22 22 4 1 3 4 3 1 New External Personal Vehicle 840 1 419 421 66 11 55 77 52 1 25 1lilghland North Total 4402 2101 2201 342 79 263 433 277 156 Total Internal Capture 704 .., 352 54 12 42 70 44 26 Total Inter-Zonal Trips .. t t 11 1 0 1 _ 1 1 Total Pass-by Trips 0 0 0 0 0 0 0 0 0 Total Alternate Mode(External) 184 9_ 'r2 IS 4 it IS 12 6 Total New Rrternal Personal Whirl, 141P -nrn f7.16 171 63 +rx, iti ^14 123 Single-Fami ly Detached Housi ng(1) 194.0 1913 957 956 145 36 109 195 123 72 Internal Capture** 0.0% 0 0 0 0 0 0 0 0 0 Inter-Zonal Trips** 16.5% 316 158 158 24 6 18 32 20 12 Pass-by Trips— 0% 0 0 0 0 0 0 0 0 0 _y Alternate Mode(External) 5% 80 40 40 6 2 4 8 5 3 New External Personal Vehicle 1517 759 758 115 28 87 155 98 1 57 (Single-Family Detached Housing(1) 490 519 269 270 44 11 33 56 35 21 Internal Capture** 16,0% 86 43 43 7 2 5 9 6 3 Inter-Zonal Trips** 0.5% 3 1 2 0 0 0 0 0 0 Pass-by Trips*** 0% 0 0 0 0 0 0 0 0 0 Alternate Mode(External) 5% 23 11 12 2 0 2 2 1 1 New External Personal Vehicle 427 214 213 35 9 26 45 28 17 :Medical-Dental Office Building(7) 67.0 597 299 298 36 28 8 71 24 47 a Internal Capture** 8-0% 48 24 24 3 2 1 6 2 4 - Inter-Zonal Trips** 0A% 2 1 1 0 0 0 0 0 0 Pass-by Trips*** 0% 0 0 0 0 0 0 0 0 0 Alternate Mode(External) 5% 27 14 13 2 1 1 3 1 2 i New External Personal Vehicle 520 260 260 31 25 1 6 62 21 41 ALdt{•11x Campus Total 1134 969 568- 80 39 41 127 59 68 'total latrrual Capone 134 67 67 10 4 6 15 9 7 Total Inter-7.onal Trips 5 - 3 0 U 0 6 0 0 Tolal Pasrby Trips 0 {! 0 0 0 0 0 0 0 TolalAllernair Mode(Fmi nal) 50 ?5 25 4 1 3 5 2 3 Total New ratertiol Pnsoaal Veblde 947-- _ 473 66 34 32 _107- 49 58 -Rs :Single-Family Detached Housing(1) 374.0 3499 1749 1750 271 68 203 351 221 130 Intemal Capture** 16.0% 560 280 280 43 11 32 56 35 21 a, Inter-Zonal Trips** 0.5% 17 9 8 1 0 1 2 1 1 3 Pass-by Trips*** 0% 0 0 0 0 0 0 0 0 0 Alternate Mode(External) 5% 146 73 73 11 3 8 15 9 6 _w - New External Personal Vehicle 2776 1387 1389 216 54 162 278 176 102 - Deaconess Sub-Area Plan-Trip Generation,Mode&Classification i% Avvralie-Weekday AM Polk Hour PM link hour total tiller nit total enter rtit total enter ttit Residential Condominium/Townhouse(2) 312.0 1688 844 844 128 22 106 153 103 50 - internal Capture" 16.0% 270 135 135 20 4 16 24 16 8 Inter-Zonal Trips** 0 5% 8 4 4 1 0 1 1 1 0 F Pass-by Trips•*• 0% 0 0 0 0 0 0 0 0 0 Alternate Mode(External) 5% 71 35 36 5 1 4 6 4 2 New External Personal Vehicle 1339 670 669 102 17 85 122 82 40 Hotel(8) 65.0 531 266 265 36 22 14 38 20 18 Internal Capture** 29.7% 158 79 79 11 7 4 11 6 5 Inter-Zonal Trips*• 3 3% 18 9 9 1 1 0 1 1 0 Pass-by Trips*** 0% 0 0 0 0 0 0 0 0 0 Alternate Mode(External) 5% 18 9 9 1 1 0 1 1 0 New External Personal Vehicle 337 169 168 23 13 10 25 12 13 General Office Building(9) 140.3 1731 865 866 246 216 30 236 40 196 Internal Capture** 8.0% 138 69 69 20 17 3 19 3 16 Inter-Zonal Trips** 0.4% 7 3 4 1 1 0 1 0 1 Pass-by Trips*** 0% 0 0 0 0 0 0 0 0 0 Alternate Mode(External) 5% 79 40 39 11 10 1 11 2 9 New External Personal Vehicle 1507 1 753 754 1 214 186 1 26 205 35 170 Medical-Dental Office Building(10) 102.1 3960 1980 1980 253 200 53 321 87 234 Internal Capture** 8.0% 317 158 159 20 16 4 26 7 19 Inter-Zonal Trips** 0.4% 16 8 8 1 1 0 1 0 1 Pass-by Trips*** 0% 0 0 0 0 0 0 0 0 0 Alternate Mode(External) 5% 181 91 90 12 9 3 15 4 11 - er New External Personal Vehicle 3446 1723 1723 220 174 46 279 1 76 203 Shopping Center(4) 227.2 9758 4879 4879 234 143 91 852 409 443 Internal Capture** 29.7% 2898 1449 1449 69 42 27 253 121 132 Inter-Zonal Trips*• 33% 322 161 161 8 5 3 28 13 15 Pass-by Trips"* 34% 2223 1111 1112 53 33 20 194 94 100 Alternate Mode(External) 5% 216 108 108 5 3 2 19 9 10 Dl New External Personal Vehicle 4099 1 2050 2049 1 99 60 1 39 358 172 1 186 Supermarket(11) 75.1 6422 3211 3211 374 228 146 744 379 365 Internal Capture** 29.7% 1907 954 953 111 69 43 221 113 108 Inter-Zonal Trips** 3 3% 212 106 106 12 8 4 25 13 12 Pass-by Trips*** 36% 1549 774 775 90 55 35 179 91 88 Alternate Mode(External) 5% 138 69 69 8 5 3 16 8 8 New External Personal Vehicle 2616 1308 1308 153 92 61 1 303 154 149 High-Turnover(Sit-Down)Restaurant(5) 21.2 2700 1350 1350 245 127 118 232 142 90 Intemal Capture* 29.7% 802 401 401 73 38 35 69 42 27 Inter-Zonal Trips** 3 3% 89 44 45 8 4 4 8 5 3 Pass-by Trips*** 43% 778 389 389 71 37 34 67 41 26 Alternate Mode(External) 5% 52 26 26 5 2 3 4 3 1 New External Personal Vehicle 979 490 489 1 88 46 1 42 84 51 33 Convenience Market w/Gasoline Pumps(6) 4-1 3453 1727 1726 186 93 93 248 124 124 Internal Capture** 29.7% 1026 513 513 55 28 27 74 37 37 Inter-Zonal Trips** 3.3% 114 57 57 6 3 3 8 4 4 Pass-by Trips*** 56% 1295 648 647 70 35 35 93 46 47 Alternate Mode(External) 5% 51 25 26 3 1 2 4 2 2 New External Personal Vehicle 967 484 483 52 26 26 69 35. 34 Highl,nd Village Total 33742 1697f 16871 1973 1119 854 3175 1525 1650 Total Internal Capture 8076 403a 4038 422 231 191 753 380 373 Total fnter-%onalTrips 803 401 402 39 23 16 75 38 37 Total Pau-by'rripr 5945 29�' 2923 284 160 124 533 272 261 Total Alternate fdode(External) 952 476 476 61 35 i6 91 42 49 Total Now Stternal Personal Vehicle 1 18066 9074 1 9032 1167 1 670 497 1 1723 791 1. 930 Hospital(12) 10000 5111 2555 2556 355 252 103 356 110 246 Intemal Capture** 0-1% 5 3 2 0 0 0 0 0 0 Inter-Zonal Trips** 83% 424 212 212 29 21 8 30 9 21 E „ Pass-by Trips*** 0% 0 0 0 0 0 0 0 0 0 Alternate Mode(External) 5% 234 117 117 16 12 4 16 5 11 New External Personal Vehicle 4448 2223 2225 310 219 91 310 96 214 Single-Family Detached Housing(1) 78.0 827 413 414 64 16 48 86 54 32 Internal Capture** 0.5% 4 2 2 0 0 0 0 0 0 Inter-Zonal Trips** 16.0% 132 66 66 10 3 7 14 9 5 Pass-by Trips*** 0% 0 0 0 0 0 0 0 0 0 Alternate Mode(External) 5% 35 17 18 3 1 2 4 2 2 New External Personal Vehicle 656 328 328 1 51 12 1 39 68 1 43 1 25 Residential Condominium/Townhouse(2) 65.0 445 223 222 37 6 31 42 28 14 Internal Capture** 0.5% 2 1 1 0 0 0 0 0 0 � Inter-Zonal Trips** 16.0% 71 36 35 6 1 5 7 4 3 Pass-by Trips*** 0% 0 0 0 0 0 0 0 0 0 Alternate Mode(External) 5% 19 9 10 2 0 2 2 1 1 New External Personal Vehicle 353 177 176 29 5 24 33 23 10 (Hotel(8) 8.0 65 33 32 4 2 2 5 3 2 Intemal Capture" 3.3% 2 1 1 0 0 0 0 0 0 Inter-Zonal Trips** 29.7% 19 10 9 1 1 0 1 1 0 Pass-by Trips*** 0% 0 0 0 0 0 0 0 0 0 Alternate Mode(External) 5% 2 1 1 0 0 0 0 0 0 New External Personal Vehicle 42 21 1 21 1 3 1 1 1 2 1 4 1 2 1 2 Deaconess Sub-Area Plan-hrip Generalion,Mode&Classification Average Weekday ,\9l l'aak!lour I'Nl Peak flour Phase land UsisAw- Intensity total enter Vitt tntnl enter Vitt total enter -it Congregate Care Facility(12) 30.0 61 30 31 i 1 5 3 2 t Internal Capture** 0.4% 0 0 0 0 0 0 0 0 Inter-Zonal Trips** 8.0% 5 2 3 u o 0 0 0 0 Pass-by Trips*** 0% 0 0 0 0 0 0 0 Alternate Mode(External) 5% 3 1 2 0 0 0 0 IlNew External Personal Vehicle 53 27 26 i 1 1 5 3 2 lliflerext Weu Total 1598 699 699 101 25 62 138 88 50 Total Internal Capture 8 4 4 U 0 0 0 0 0 '-' Total Inter-7ana1 Tripe 227 114 113 17 5 12 22 14 8 Total Ynvby Trips 0 0 0 0 0 0 0 0 0 Tutn1:111rnure Made(External) 59 28 31 5 1 4 6 3 3 To1n1?'rw External Personal Yehielo 1104 553 55, Its 19 66 Jill 71 39 'Total-All Dei,dopment 59650 29825 298:5 3767 1845 192: 5484 2789 2695 Total luternal Caplurr 9837 4913 4919 S54 26S 289 926 487 139 Totallttlerr7.onul 40.55 2028 2027 235 117 lls 342 177 165 Two Pas+-hl Tripe 0977 34e8 A61; 348 i93 1>41 o21 31a ;03 Total Alternate Mode(Exlrmal) 1939 909 970 132 64 63 180 88 9' rural New Elie wit Personal Vehicle J6K.' 1 18422 1 18420 1 2498 1 1206 1 1292 1 3415 1 1719 1 1696 (1)Single-Family Detached IlouOng-ITE Land Use 210' Units Dwelling Units Average Weekday: Ln(T)=0.92Ln(X)+2.71 (50%entering,50%exiting) Peak Hour of the Adjacent Street,One Hour between 7 and 9 AM: T=0.70(X)+9.43 (25%entering,75%exiling) Peak Hour of the Adjacent Street,One Hour between 4 and 6 PM: Ln(T)=0 90L(X) 0.53 (63%e- g,37%exi i g) (2)Residential Condominium/Townhouse-ITE Land Use 230* Units=Dwelling Units Average Weekday: Ln(T)=0.85Ln(X)+2.55 (50%entering,50%exiting) Peak Hour of the Adjacent Street,One Hour between 7 and 9 AM: Ln(T)=0.80Ln(X)+0 26 (17%entering,83%exiting) Peak Hour of the Adjacent Street,One Hour between 4 and 6 PM: Ln(T)--0 82Ln(X)+0.32 (67%entering,33%exiting) (3)Apartment-ITE Land Use220* Units=Dwelling Units Average Weekday: Average Rate=6 72 (50%entering,50%exiting) Peak Hour of the Adjacent Street,One Hour between 7 and 9 AM: Average Rate=0.51 (20%entering,80%exiting) Peak Hour of the Adjacent Street,One Hour between 4 and 6 PM: Average Rate=0.62 (65%entering,35%exiting) (4)Shopping Center-TIE Land Use 820* Units=1000 Sq Feet Gross Leasable Area Average Weekday: Average Rate-42.94 (50%entering,50%exiting) Peak Hour of the Adjacent Street,One Hour between 7 and 9 AM: Average Rate=1.03 (61%entering,39%exiting) Peak Hour of the Adjacent Street,One Hour between 4 and 6 PM: Average Rate=3. 5 (48%entering,52%exiting) (5)High-Tumover(Sit-Down)Restaurant-ITE Land Use 932* Units=1000 Sq.Feet Gross Floor Area Average Weekday: Average Rate=127.15 (50%entering,50%exiting) Peak Hour of the Adjacent Street,One Hour between 7 and 9 AM: Average Rate=11.52 (52%entering,48%exiting) Peak Hour of the Adjacent Street,One Hour between 4 and 6 PM: Average Rate=10.92 (61%entering,39%exiting) (6)Convenience Market w/Gasoline Pumps-ITE Land Use 853* Units=1000 Sq.Feet Gross Floor Area Average Weekday: Average Rate=845.60 (50%entering,50%exiting) Peak Hour of the Adjacent Street,One Hour between 7 and 9 AM: Average Rate=45 58 (50%entering,50%exiting) Peak Hour of the Adjacent Stree4 One Hour between 4 and 6 PM: Average Rate=60 61 (50%entering,50%exiting) (7)Medical/Dental Office Building-ITE Land Use 720* Units=Employees Average Weekday: Average Rate=8.91 (50%entering,50%exiting) Peak Hour of the Adjacent Street,One Hour between 7 and 9 AM: Average Rate=0.53 (79%entering,21%exiting) Peak Hour of the Adjacent Street,One Hour between 4 and 6 PM: Average Rate=1.06 (34%entering,6611.exiting) (8)Hotel-TIE Land Use 310* Units=Rooms Average Weekday: Average Rate=8 17 (501/6 entering,50%exiting) Peak Hour of.the Adjacent Street,One Hour between 7 and 9 AM: Average Rate=0.56 (61%entering,39c/exiting) Peak Hour of the Adjacent Street,One Hour between 4 and 6 PM: Average Rate=0.59 (53%entering,47%exiting) (9)General Office Building-TIE Land Use 710* Units=1000 Sq.Feet Gross Floor Area Average Weekday: Ln(T)=0.77Ln(X)+3 65 (50%entering,50%exiting) AM Peak Hour Ln(T)=0 80Ln(X)+1.55 (88%entering,12%exiting) PMPeakHour T=1 12(X)+78.81 (17%entering,83%exiting) (10)Medical/Dental Office Building-ITE Land Use 720* Units=I000 Sq.Feet Gross Floor Area Average Weekday: T=40.89(X)-214.97 (50%entering,50%exiting) Peak Hour of the Adjacent Street,One Hour between 7 and 9 AM: Average Rate=2.48 (79%entering,21%exiting) Peak Hour of the Adjacent Street,One Hour between 4 and 6 PM: Ln(T)-0.80Ln(X)+1.55 (27%entering,73%exiting) (11)Supermarket-ITE Land Use 850* Units=1000 Sq.Feet Gross Floor Area Average Weekday: T=66.95(X)+1391 56 (50%entering,50%exiting) Peak Hour of the Adjacent Street,One Hour between 7 and 9 AM: Ln(T)--1 70Ln(X)-1.42 (61%entering,39'/exiting) Peak Hour of the Adjacent Street,One Hour between 4 and 6 PM: Ln(T)=0.79Ln(X)+3.20 (51%entering,49°/s exiting) (12)Hospital-ITE Land Use 610* Units=Employees Average Weekday: T=4.40(X)+711 46 (50°/s entering,50%exiling) Peak Hour of the Adjacent Street,One Hour between 7 and 9 AM: T-0.32(X)+35 15 (71%entering,29e/exiting) Peak Hour of the Adjacent Street,One Hour between 4 and 6 PM: T=0 28(X)+75.75 (31%entering,69°/s exiting) (13)Congregate Care Facility-ITE Land Use 253* Units=Dwelling Units Average Weekday: Average Rate=2 02 (50%entering,50%exiling) Peak Hour of the Adjacent Street,One Hour between 7 and 9 AM: Average Rate=0.06 (59%entering,41%exiting) Peak Hour of the Adjacent Street,One Hour between 4 and 6 PM: Average Rate=0 17 (55%entering,45%exiting) *Trip Generation,71h EX1111on,Institute of Transportation Engineers,2003 **See Appendix D for Internal Capture and Inter-Zonal Calculation Worksheet ***Rip Generation Hmtdbook,Second Edition,Institute of Transportation Engineers,June 2004(reduced by 50%due to low existing volumes) o o g o � P� O 4) s u o A as A e o O O O 0i Li ,' 'c4 O r O b (-� •C D b � _ A 'd � _ 4 o o O o 0 0 �a i7 G a 0 0 0 0 o F z F o = s 7 T F W O O C Ai 't Cl b C, c N Do 0 oo � N � u Q y Q r u � z pq iti n C K 5 nq A Q Im Q J = g N� O p V C 0 CIO W �q+ tl O O N Vr' C t e YY i L cd pp O r., N E W A A A A ,c c, Ln �n N N G1 cr rn 0 N W I^ �-+ •-+ N INLi ' z L U C InV •y E M E u u Q ca A N U o A A41 cn O 93 R a0 oo 4Z C, Ln 1n 00 � W b b ,x � W F" o = W F wft� FoLy 0 � u ch Li f- �, �, ,. :=, , :. f L 0��1 Robert 44 (1 Peccla & February 12th, 2008 � I i_: ��ynn o d RECEIVED Associates M c�. �ws��� Mr. Bob Murray Jr., P.E. f .%4 r�0_, A � Project Engineer �� ;t,'/ p�E- Etc City of Bozeman Engineering Department �p`nGe �Z� k }"' 20 East Olive 8ZLZ = x x P.O. Box 1230 Bozeman, MT 59771-1230 'ems^.,,rK, ;r<<•v Re: Bozeman Deaconess Health Services (Subarea Plan) a -T C� ' :1 Highland Boulevard Geometrics ins Qt'on.''` '"' Bozeman, Montana :EnIe vir� irt#a -. "t+ Engi Dear Bob: This letter is intended to clarify the discussion held between Robert �' ;. • FHB ;°: f Peccia&Associates (RPA), Engineering Inc., PC Engineering and the t ' ' �t• ;'���_' ,. ,'�� City of Bozeman on August 9, 2007. If you recall, the discussion centered around the planned geometric improvements for Highland Boulevard in anticipation of future development. At the heart of this discussion was the ultimate "build-out" of the roadway based on traffic demands from the Deaconess Subarea-i.e. a three-lane typical section � K`lispe) i ., �.`�,. � �' x with roundabouts or a five-lane section with traffic signals. This issue' ob has been complicated by two different mitigation plans suggested for this e stretch of roadway prepared by two consultants that have completed IN traffic analysis work on behalf of PC Engineering. 'fi.'-.o ,, — .rig .•w w} X�Se.r As a brief background, the traffic analysis work completed by RPA via the Traffic Impact Study dated July 17 2007 generated an analysis that relied on trip generation calculations associated with the expected land use change, assumptions on trip distribution and subsequent trip assignments on the roadway system. It was made very clear in this document that the analysis was to be considered conservative Li that allowable reductions for"shared trips" and"internal capture of trips" L, within the development were not made. As you are aware, traffic _�� engineering methodologies allow for the reduction of trips depending on the type of complementary land uses that are envisioned for a proposed - ,, - development. Developments that incorporate housing; office space, �' and/or retail space will have collectively fewer trips due to their shared, J' complementary uses than if a trip generation analysis was completed for rs each and every use individually. Because of this conservative approach, L it was anticipated that Highland Boulevard could see between 17,384 vehicles per day(vpd) and 36,480 vpd at full build-out. This necessitated, in our judgment, a roadway section of five-lanes with traffic signal control at the major intersections, for the roadway between Main Street and Painted Hills Drive. Page 2, Mr. Bob Murray, P.E. February 12th, 2008 Subsequent work completed by Engineering, Inc., has taken this initial analysis one step further, and based on a more refined land use assumption, the aforementioned"reduction" of trips has been factored in the analysis. As you know based on our meeting together, revised trip generations, distributions and assignments have resulted in considerably lower traffic volumes projected for Highland Boulevard after the development is realized. These volumes have amounted to approximately 23,000 vpd along Highland Boulevard south of Ellis Street at full build- out of the Deaconess Property. The reductions have been made by Engineering hie. to account for internal capture of trips, the prevalence of "pass-by"trips, and also a reduction for alternative travel modes (i.e. bicycles,pedestrians and transit). The bottom line is that with the more refined land use forecasts and the reduction in calculated vehicle trips per day,the expected volumes along Highland Boulevard are lower than that originally forecasted by RPA in the July 17, 2007 Traffic Impact Study. The current proposal by Engineering Inc. is to utilize "modern roundabouts" as the preferred type of intersection control at Ellis Street and Painted Hills Drive. If this type of intersection control is utilized,we are in agreement with Engineering Inc. that a three-lane typical section can accommodate traffic volumes expected from the Deaconess Property development. Although a number such as 23,000 vpd is approaching the "upper limit" of a typical three-lane section capacity, it can be reached utilizing modern roundabouts with access control being implemented along the corridor(i.e. no individual lot approaches along the roadway section). Again, this expected traffic volume is approaching the upper limit for a three-lane roadway, and it is higher than the "18,000 vpd historical/22,500 vpd ideal" guidance offered in the current Bozeman Transportation Plan. If roundabouts were not the selected form of intersection control, we would have concerns about accommodating traffic of this magnitude due to intersection delay and vehicle queing back from the intersections and reducing capacity. I think what was asked of RPA at this point is basically whether we agree with the trip volumes generated by Engineering Inc., and whether we would agree with the concept of modern roundabouts in concert with the three-lane roadway section. After reviewing all of the applicable information, we are satisfied that the currently proposed concept being brought forward by Engineering Inc. will satisfy the demands of the proposed development and the needed transportation system in the area over a reasonable planning horizon. Page 3,Mr. Bob Murray, P.E. February 12th, 2008 One item that might be beneficial when the design of this roadway section begins; consideration should be given to constructing the three- lane section along the outer alignment of a potential five-lane typical section. The area in between could be landscaped with a planted median. This would allow for any future corridor expansion by reconstructing inward, rather than outward. The required roundabouts at Ellis Street and Painted Hills Drive would then have a larger inside diameter than that which is really necessary,but this would be conservative in case the roadway corridor ever did need expansion to accommodate additional development or potential roadway connections in the future. Another item to consider is that we typically talk about "build-out"or "planning horizons" in ten or twenty-year timeframes. Certainly when trying to look out farther than that horizon, we cannot reliably look into the crystal ball. The concept of building the three-lane section with roundabouts will likely accommodate the travel demands resulting from development of the Deaconess Property. However,by constructing it in a manner described above the door will be left open for a future expansion project if it ever becomes necessary without drastically affecting adjacent right-of-way lines and requiring new property if that expansion can occur inward. In any case, I hope this will bring some conclusion to this matter and allow Engineering Inc. and PC Engineering to forge ahead with the design of this roadway facility. We are in concurrence with the revised traffic analysis completed by Engineering, Inc., and feel the planned strategy going forward will accommodate the immediate and foreseeable demand in the next ten to twenty-year planning horizon. Please do not hesitate to contact me if you have any questions and/or require any further information regarding this matter. Sincerely, ROBERT PECCIA &ASSOCIATES, Inc. Dw 7 Jeffrey A. Key,P.E. Vice President Manager, Traffic and Transportation Division JAK1j ak Cc: Michael Sanderson,P.E.,PTOE(Engineering Inc.) Todd Mitchell,P.E.(PC Engineering) !�}� �� ; ; � .: r' k�": L APPENDIX D CAPACITY CALCULATIONS - F11LL BUILD-OUT SIGNAL ALTERNATIVE HCM Analysis Summary Full Buildout E Main St/Highland Blvd Area Type:Non CBD DMR 06/25/2007 Analysis Duration: 15 mins. AM Peak Case:Main&Highland-AM _ Lanes Geometry:Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB 4 2 L 12.0 T 12.0 T 12.0 R 12.0 WB 3 2 L 12.0 T 12.0 TR 12.0 NB 3 1 1L 12.0 LT 12.0 R 12.0 SB 1 2 LTR 12.0 East West North South Data L T R L T R L T R L T R Movement Volume v h 1 352 590 501 609 4 477 2 250 0 0 0 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 %Heavy Vehicles 3 3 3 3 3 3 1 1 1 1 1 1 Lane Groups L T R L TR L LT R LTR Arrival Type 3 3 3 3 3 3 3 3 3 RTOR Vol(vph) 175 0 227 0 Peds/Hour 5 5 5 0 %Grade 0 0 0 0 Buses/Hour 0 0 0 0 Parkers/Hour(LeftiRight) I --- I --- --- --- --- --- "' "' Signal Settings:Actuated Operational Analysis Cycle Length: 80.0 Sec Lost Time Per Cycle:13.0 Sec Phase: 1 2 3 4 5 6 7 8 Ped Only EB LTP R WB LTP LTP NB R LTP SB LTP Green 21.0 16.5 19.0 5.5 0 Yellow All Red 1 3.0 0.0 3.5 1.5 3.5 1 1.5 1 3.5 1.5 Capacity Analysis Results Ap proach. Lane Cap v/s g/C Lane v/c Delay Grou yph sec!_yeh) -L_ EB L 149 0.001 0.206 L 0.007 25.3 C C T 723 0.112 0.206 T 0.541 31.3 C R 791 0.295 0.506 R 0.583 17.0 B WB * L er 160 0.163 0.269 21.5 C * L ro 460 0.263 0.262 L 0.898 32.2 C TR 1773 0.194 0.506 TR 0.384 12.7 B NB L 424 0.148 0.237 L 0.625 29.5 C 28.5 C * LT 426 0.149 0.237 LT 0.627 29.5 C R 857 0.016 0.538 R 0.030 8.7 A SB * LTR 131 0.000 0.069 LTR 0.000 0.0 A 0.0 A Intersection:Delay=23.6 sec/veh Int.LOS=C Xc 0.69 *Critical Lane Group 2(v/s)Crit=0.57 SIG/Cinema v3.08 Page 1 HCM Summary Results Full Buildout E Main St/Highland Blvd DMR 06/25/2007 AM Peak Case: Main&Highland-AM Lana Group Approach Delay Delay Lane X (sec/ (sec/ 0 App Grp v/s v/c veh) LOS veh) LOS O !0 EB I I j L 0.00 0.01 25.3 C 23.5 C L T 0.11 0.54 31.3 C 4 R 0.29 0.58 17.0 B 4-1 t-609► _ 501 WB *L er 0.16 21.5 C ---------- *L ro 0.26 0.90 32.2 C ---------�-- TR 0.19 0.38 12.7 B ------------ ------------------------- ........... -- -- -. NB L 0.15 0.63 29.5 C 28.5 C 352 -► i '� i * LT 0.15 0.63 29.5 C 590 R 0.02 0.03 8.7 A 4771250 1 2 i SB 1 2 3 4 *LTR 0.00 0.00 0.0 A 0.0 Ate--- � r'_ +'l 20 3 0 16 4 2 18 4 2 5 4 2 Int. 0.57 0.69 23.6 C * Critical Lane Group #Left Movement Total SIG/Cinema v3.08 Page 2 NETSIM Summary Results Full Buildout E Main St/Highland Blvd DMR 06/25/2007 AM Peak Case:Main&Highland-AM Queues Spillback in Per Lane Average Worst Lane Lane Avg/Max Speed (%of Peak 0 App Group (veh) (mph) Period) 0 0 EB L 0/ 0 0.0 0.0 T 5 / 7 12.5 0.0 L 4 -609 R 2/ 3 18.3 0.0 A :501 All13.9 0.0 -•-•---------------------------------- ................................. WB L 11 / 16 4.9 1.7 TR51 7 16.7 0.0 -------------------------------------- •---•----------------•-• .......... All 10.5 1.7 352 NB L 5 / 7 5.0 0.0 590 -� LT 51 6 12.3 0.0 1 4771250 R 2/ 3 21.8 0.0 2 All 11.2 0.0 1 2 3 4 I SB LTR 0/ 0 0.0 0.0 1`i 20 3 0 16 4 2 18 �I 4 2 5 4 2 All 0.0 0.0 Intersect. 11.6 SIG/Cinema v3.08 Page 3 HCM Analysis Summary Full Buildout E Main St/Highland Blvd Area Type:Non CBD DNIR 06/25/2007 Analysis Duration: 15 mins. PM Peak Case: Main&Highland-PM Lanes Geometry:Movements Serviced by Lane and Lane Widths (feet) A roach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB 4 2 L 1 12.0 T 12.0 T 12.0 R 12.0 WB 3 2 L 12.0 T 12.0 TR 12.0 NB 3 1 L 12.0 LT 12.0 R 12.0 SB 1 2 LTR 12.0 East West North South Data L T R L T R L T R L T R Movement Volume v h 1 750 666 364 537 1 780 0 557 4 0 1 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 %Heavy Vehicles 3 3 3 3 3 3 1 1 1 1 1 1 Lane Groups L T R L TR L LT R LTR Arrival Type 3 3 3 3 3 1 3 1 3 3 3 RTOR Vol v h 225 0 200 0 Peds/Hour 5 5 5 0 %Grade 0 0 0 0 Buses/Hour 0 0 0 0 Parkers/Hour(LeftIRight) 1 --- -.- - I _. ___ Signal Settings:Actuated Operational Analysis Cycle Length: 80.0 Sec Lost Time Per Cycle:13,0 Sec Phase: 1 2 3 4 5 6 7 8 Ped Only EB LTP R WB LTP LTP NB R LTP SB LTP Green 14.4 20.2 21.9 5.5 0 Yellow All Red 3.01 0.01 3.5 1 1.51 3.5 1 1.5 3.51 1.5 Ca a ity Analysis Results Approach: Lane Cap v/s g/C Lane v/c Delay Delay Group ph) i Uli h) EB L 198 0.001 0.252 L 0.005 22.4 C 34.9 C T 885 0.238 0.252 T 0.941 48.3 D R 921 0.313 0.589 R 0.532 12.0 1 B WB * L er 92 0.304 0.315 34.3 C * L ro 315 0.180 0.180 L 0.993 64.0 E TR 1647 0.171 0.470 TR 0.363 14.2 B NB * L 489 0.242 0:274 L 0.885 44.8 D 35.0 C LT 491 0.242 0.274 LT 0.884 44.5 D R 783 0.249 0.491 R 0.507 14.0 B SB * LTR 121 0.003 0.069 LTR 0.041 34.8 C 34.8 C Intersection:Delay=34.7see/vel1 Lit.LOS=C Xc 0.87 *Critical Lane Group 2(v/s)Crit=0.73 SIG/Cinema v3.08 Page 1 HCA4 Sri mmary Results Full Buildout E Main St/Highland Blvd DMR 06/25/2007 PM Peak Case: Main&Highland-PM Lane Group Approach Delay Delay Lane X (sec/ (sec/ 0 App Grp v/s We veh) LOS veh) LOS 1 4 EB j L 0.00 0.01 22.4 C 34.9 C T 0.24 0.94 48.3 D t- 1 -537 R 0.31 0.53 1 12.0 B ;--364 .S- ------------------ ------------------- ------ WB *L er 0.30 34.3 C '- *L ro 0.18 0.994 64.0 E ----------------- TR 0.17 0.36 1,1.2 B ................................................ NB * L 0.24 0.89 =11.8 D 35.0 C 750 -` 666 LT 0.24 0.88 44.5 D R 0.25 0.51 14.0 B 7801557 0 SIB 1 2 3 4 1 *LTR 0.00 0.04 31.8 C 34.8 C 1 14 3 0 19 4 2 21 �I 4 2 5 4 2 Int. 0.73 1 0.87 3-1.7 C * Critical Lane Group # Left Movement Total SIG/Cinema v3.08 P NE,rsi VI tz:,esults Full Buildout E Main St/1-lighlandBlvd DMR 06/25/2007 PM Peak Case: Main &Highland-PM Queues Spillback in Per Lane Average Worst Lane Lane Avg/Max Speed (% of Peak 0 App Group (veh) (mph) Period) 1 4II EB L 0/ 0 0 j .0 0.0 1, T 8 / 10 11.3 0.0 L 1 R 2/ 3 17.9 0.0 � � '-537 �--364 All 12.4 0.0 -------------- WB L 1 9 /20 3.9 5.3 TR41 6 14.5 0.0 ...................................... -----------------------.------------ ----------- All 9.4 5.3 750 I NB L 8 / 10 4.6 0.0 666 — r � t LT 8 / 10 10.8 0.0 780 1557 R 51 9 15.0 0.0 0 All 10.0 0.0 1 2 3 4 I SB LTR 0/ l 7.7 0.0 14 3 0 19 4 2 21 4 2 5 4 2 All 7.7 0.0 Intersect. 10.7:F NONE= SIG/Cinema v3.08 Page 3 HCM Analysis Summary Full Buildout Kagy Blvd/Highland Blvd Area Type:Non CBD DMR 6/26/2007 Analysis Duration: 15 mins. AM Peak Hour Case: Highland&Kagy-AM Lanes Geometry:Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB 2 1 L 12.0 TR 12.0 WB 3 2 L 12.0 T 12.0 TR 12.0 NB 1 1 LTR 12.0 SB 2 1 LT 12.0 R 12.0 East West North South Data L T R L T R L T R L T R Movement Volume v h 539 160 1 7 532 163 7 5 7 108 3 537 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 %Heavy Vehicles 2 0 0 0 0 0 0 0 0 0 0 2 Lane Groups L TR L TR LTR LT I R Arrival Type 3 3 3 3 3 3 3 RTOR Vol v h 0 17 1 191 Peds/Hour 0 5 0 5 %Grade 0 0 0 0 Buses/Hour 0 0 1 0 0 Parkers/Hour(Left]Right) --- --- --- --- --- -~ --- --- Signal Settings:Actuated Operational Analysis Cycle Length: 60.0 Sec Lost Time Per Cycle:13.0 Sec Phase: 1 2 3 4 5 6 7 8 Ped Only EB LTP LTP WB LTP NB LTP SB R LTP Green 20.0 17.0 10.0 0 Yellow All Red 3.01 0.01 3.51 1.5 1 3.5 1 1.5 Capacity Analysis Results Approach: Lane Cap v/s g/C Lane v/c Delay Delay A pp F--(yp g- wQLYeh .OS EB L er 124 0.027 0.367 16.3 B * L ro 590 0.333 0.333 L 0.839 20.1 C TR 1265 0.094 0.667 TR 0.142 3.7 A WB L 347 0.007 0.283 L 0.023 15.5 B 22.9 C * TR 983 0.217 0.283 TR 0.766 23.0 C NB LTR 264 0.013 0.167 LTR 0.080 21.2 C 21.2 C SB _ * LT 227 0.090 0.167 LT 0.542 24.4 C 12.1 B R 864 0.245 0.550 R 0.444 _ 8.2 A Intersection:Delay= 17.8 sec/veh Int.LOS=B Xc 0.82 *Critical Lane Group :5:(v/s)Crit=0.64 SIG/Cinema v3.08 Page 1 HCM Summary Results Full Buildout Kagy Blvd/Highland Blvd DMR 6/26/2007 AM Peak Hour Case: Highland 8a Kagy-AM Lane Group Approach Delay Delay Lane X (sec/ (sec/ 3 App Grp v/s v/c veh) LOS veh) LOS 537 EB L er 0.03 16.3 B �108 *L ro 0.33 0.844 20.1 C TR 0.09 0.14 3.7 A L 163 f-532 7 ................................. ..............__.,.................. ....... WB L 0.01 0.02 15.5 B 22.9 C ......... * TR 0.22 0.77 23.0 C ---------------------------------------- s- 539 ► 160 NB LTR 0.01 0.08 21.2 C 21.2 C 7 I7 5 SB * LT 0.09 0.54 24.4 C 12.1 B 1 2 3 R 0.24 0.44 8.2 A 20 3 0 16 4 2 9 I 4 2 Int. FO.64 0.82 1 17.8 B * Critical Lane Group #Left Movement Total a SIG/Cinema v3.08 Page 2 NETSIM Summary Results Full Buildout Kagy Blvd/Highland Blvd DMR 6/26/2007 AM Peak Hour Case: Highland&Kagy-AM Queues Spillback in Per Lane Average Worst Lane 3 Lane Avg/Max Speed (%of Peak 5371108 App Group (veh) (mph) Period) EB L 10/ 13 8.7 0.0 TR 1 / 2 24.6 0.0 L 163 p —532 ll� 7 .L All10.0 0.0 ........................................ -------------•-----------••----••------------ WB L 0/ 1 10.8 0.0 ............ TR 51 6 12.5 0.0 539 160 All 12.5 0.0 I NB LTR 0/ 1 15.0 0.0 7 17 5 All 15.0 0.0 1 2 * �.... 3 SB LT 2/ 5 20.0 0.0 20 3 0 16 4 2 9 4 2 R 3 / 5 14.7 0.0 All 18.0 0.0 Intersect. 12.6 SIG/Cinema v3.08 Page 3 HCM Analysis Summary,, Full Buildout Kagy Blvd/Highland Blvd Area Type:Non CBD DMR 6/26/2007 Analysis Duration: 15 mins. PM Peak Hour Case: Highland&Kagy-PM Lanes Geometry:Movements Serviced by Lane and Lane Widths (feet) A roach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB 2 1 L 12.0 TR 12.0 WB 3 2 L 12.0 T 12.0 TR 12.0 NB 1 1 LTR 12.0 SB 2 1 LT 12.0 R 12.0 East West North South Data L T R L T R L T R L T R Movement Volume v h 589 446 1 9 248 173 0 7 11 214 9 729 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 %Heavy Vehicles 2 0 0 0 0 0 0 0 0 0 0 2 Lane Groups L TR L TR LTR LT R Arrival Type 3 3 3 3 3 3 3 RTOR Vol v h 0 17 1 268 Peds/Hour 0 5 0 5 %Grade 0 0 0 0 Buses/Hour 0 0 0 0 Parkers/Hour(LeftIRight) --- I --- --- --- I --- --- --- --- Signal Settings:Actuated Operational Analysis Cycle Length: 60.0 Sec Lost Time Per Cycle:13.0 Sec Phase: 1 2 3 4 5 6 7 8 Ped Only EB LTP LTP WB LTP NB LTP SB R LTP Green 20.0 10.0 17.0 0 Yellow All Red 3.0 0.0 3.5 1.5 3.5 1 1.5 Capacity Analysis Results Approach: Lane tCap v/s g/C Lane v/c Delay Delay R &=&oh) EB L er 0.129 0.250 19.6 B * L ro 0.333 0.333 L 0.916 28.1 C TR 0.262 0.550 TR 0.476 8.4 A WB i _ L 153 0.011 0.167 L 0.065 21.1 C 31.5 C * TR 559 0.134 0.167 TR 0.803 31.8 C NB LTR 496 0.011 0.283 LTR 0.038 15.7 B 15.7 B SB * LT 388 0.181 0.283 LT 0.639 26.7 C 13.1 B R 1046 0.326 0.667 R 0.489 6.6 A Intersection:Delay= 19.8 sec/veh Int.LOS=B Xc 0.83 *Critical Lane Group 2(v/s)Crir 0.65 SIG/Cinema v3.08 Page 1 HCM Summary Results Full Buildout Kagy Blvd/Highland Blvd DMR 6/26/2007 PM Peak Hour Case: Highland&Kagy-PM Lana Group Approach Delay Delay r� Lane X (sec/ (sec/ 9 S App Grp v/s v/c veh) LOS veh) LOS -- 7291214 EB L er 0.13 19.6 B *L ro 0.33 0.92 28.1 C TR 0.26 0.48 8.4 A L 173 t-248 �— 9 f� .......................»».».».»...».. WB L 0.01 0.07 21.1 C 31.5 C .... * TR 0.13 0.80 31.8 C ........................................ 5 89 —? 446 —► NB LTR 0.01 0.04 15.7 B 15.7 B h I O ? 11 7 SB * LT 0.18 0.64 26.7 C 13.1 B 1 2 3 R 0.33 0.49 6.6 A 20 3 0 9 + 4 2 16 4 2 Int. 0.65 0.83 19.8 B * Critical Lane Group #Left Movement Total SIG/Cinema v3.08 Page 2 NETSIM Summary Results Full Buildout Kagy Blvd/Highland Blvd DMR 6/26/2007 PM Peak Hour Case: Highland&c Kagy-PM Queues Spillback in Per Lane Average Worst Lane Lane Avg/Max Speed (%of Peak 9 App Group (veh) (mph) Period) 729 214 EB L 17/25 5.3 0.7 `' TR 4/ 10 17.1 0.0 L173 —248 9 All 7.6 0.7 WB L 0/ 1 2.9 0.0 r-- TR 3 / 6 12.7 0.0 589 � 446 —► 1 � ' All 12.4 0.0 NB LTR 0/ 1 19.5 0.0 0 11 7 All 19.5 0.0 1 I 2 3 SB LT 4/ 8 18.1 0.0 20 3 0 9 4 2 16 4 2 R 2/ 5 16.7 0.0 All 17.7 0.0 Intersect. 10.8 SIG/Cinema v3.08 Page 3 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Highland Blvd& Cherry Dr Agency/Co. En ineerin , Inc. Jurisdiction Bozernan Date Performed 9/12/2007 Analysis Year Full Buildout Analysis Time Period AM Peak Hour Project Description BOZ-06052.01 East/West Street: Cherry Dr North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h) 8 687 12 3 597 1 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 3 0 26 30 0 12 veh/h Percent Heavy Vehicles 0 — — 0 — Median Type Two Way Left Tum Lane RT Channelized 0 0 Lanes 1 1 0 1 1 0 Configuration L TR L TR Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 3 0 24 27 0 11 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 3 663 1 8 763 13 (veh/h Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Len th, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR v(veh/h) 8 3 42 29 C (m)(veh/h) 935 849 259 420 !c 0.01 0.00 0.16 0.07 95%queue length 0.03 0.01 0.57 0.22 Control Delay(s/veh) 8.9 9.3 21.6 14.2 LOS A A C B Approach Delay(s/veh) — — 21.6 14.2 Approach LOS — — C B Copyright®2005 University of Florida,All Rights Reserved HCS+TM Version 5.2 Generated: 9/21/2007 7:56 AM file://CADocuments and Settings\dclark\Local Settings\Temp\u2kCE.tmp 9/21/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC intersection Highland Blvd& Cherry Dr Agency/Co. —Engineering, Inc. Jurisdiction Bozeman Date Performed 9/12/2007 Analysis Year Full Buildout Analysis Time Period PM Peak Hour Project Description BOZ-06052.01 EastNVest Street: Cherry Dr North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments !Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 23 717 29 6 910 3 Peak-Hour Factor, PHF 0.90 0.90 0.90 1 0.90 0.90 0.90 Hourly Flow Rate, HFR 2 0 18 27 0 0 'veh/h) Percent Heavy Vehicles 0 — — 0 Median Type Two Way Left Turn Lane IRT Channelized 0 0 (Lanes 1 1 0 1 1 0 Configuration L TR L TR Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 2 0 17 25 0 0 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 6 1011 3 25 796 32 (veh/h) Percent Heavy Vehicles 0 0 0 0 L 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 IRT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay,Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound ]Movement 1 4 7 8 9 10 11 12 (Lane Configuration L L LTR LTR v(veh/h) 25 6 27 20 C(m)(veh/h) 692 812 150 272 vlc 0.04 0.01 0.18 0.07 95%queue length 0.11 0.02 0.63 0.24 Control Delay(s/veh) 10.4 9.5 34.2 19.3 LOS B A D C Approach Delay(s/veh) — — 34.2 19.3 Approach LOS — — D C Copyright®2005 University of Florida,All Rights Reserved HCS+TM Version 5.2 Generated: 9/21/2007 9:01 AM file://CADocuments and Settings\dclark\Local Settings\Temp\u2k85.tmp 9/21/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Hi bland Blvd&S S fuce Di- enc /Co. Engineering, lnc. Jurisdiction Bozeman Date Performed 911212007 Analysis Year Full Buildout Analysis Time Period AM Peak Hour Project Description BOZ-06052.01 East/West Street: South Spruce Dr North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 701 0 1 598 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 0 0 0 3 0 2 veh/h Percent Heavy Vehicles 0 — — 01 - I - Median Type Two Way Left Turn Lane IRT Channelized 0 0 (Lanes 0 1 0 1 1 0 Configuration TR L T Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h) 3 2 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 1 664 0 0 778 0 (veh/h (Percent Heavy Vehicles 0 0 0 0 0 0 (Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration i LR Delay, Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 (Lane Configuration L LR v(veh/h) 1 5 C(m)(veh/h) 848 324 v/c 0.00 0.02 95%queue length 0.00 0.05 Control Delay(s/veh) 9.3 16.3 LOS A C Approach Delay(s/veh) — — 16.3 Approach LOS — — C Copyright®2005 University of Florida,All Rights Reserved HCS+Tm Version 5.2 Generated: 9/21/2007 7:56 AM file://C:\Documents and Settings\dclark\Local Settings\Temp\u2kD3.tmp 9/21/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Hi Wand Blvd&S S ruce Dr Agency/Co. En ineenn , Inc. Jurisdiction Bozeman Date Performed 911212007 Analysis Year Full Buildout Analysis Time Period PM Peak Hour Project Description BOZ-06052.01 IEast/West Street: South S nice Dr (North/South Street: Highland Boulevard Intersection Orientation: North-South [Study Period hrs : 0.25 Vehicle Volumes and Ad'ustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R 'Volume(veh/h) 719 0 5 913 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 0 0 0 6 0 3 veldil Percent Heavy Vehicles 0 — — 0 — — Median Type Two Way Left Tum Lane RT Channelized 0 0 Lanes 0 1 0 1 1 0 Configuration TR L T Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume(veh/h 6 3 (Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 (Hourly Flow Rate, HFR 5 1014 0 0 798 0 (veh/h) (Percent Heavy Vehicles _ 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 10 0 0 0 0 0 Configuration I LR Delay,Queue Len th and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L LR ✓(veh/h) 5 9 C(m)(veh/h) 833 255 ✓/c 0.01 0.04 95%queue length 0.02 0.11 Control Delay(s/veh) 9.3 19.6 LOS A C Approach Delay(s/veh) — — 19.6 Approach LOS — — C Copyright®2005 University of Florida,All Rights Reserved HCS+TM Version 5.2 Generated: 9/21/2007 9:02 AM file:HCADocuments and Settings\dclark\Local Settings\Temp\u2k89.tmp 9/21/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Highland Blvd&N Spruce Dr Agency/Co. Engineering, Inc. Jurisdiction Bozeman Date Performed 911212007 Analysis Year Full Buildout Analysis Time Period AM Peak Hour Project Description BOZ-06052.01 East/West Street: North Spruce Dr North/South Street: Highland Boulevard Intersection Orientation: North-South [Study Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 703 0 0 598 (Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 0 0 0 1 0 2 veh/h) Percent Heavy Vehicles 0 — — 0 — — Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 0 1 0 1 1 0 Configuration TR L T Upstream Signal 1 0 0 (Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R olume(veh/h) 1 2 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 (Hourly Flow Rate, HFR 0 664 0 0 781 0 (veh/h) Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay,Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 (Lane Configuration L LR v(veh/h) 0 3 C(m)(veh/h) 845 353 vlc 0.00 0.01 95%queue length 0.00 0.03 Control Delay(s/veh) 9.3 15.3 LOS A C Approach Delay(s/veh) — — 15.3 Approach LOS — — C Copyright®2005 University of Florida,All Rights Reserved HCS+TM Version 5.2 Generated: 9/21/2007 7:57 AM file://C:\Documents and Settings\dclark\Local Settings\Temp\u2kD6.tmp 9/21/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information nal st DJC Intersection Highland Blvd&N Spruce Dr Agency/Co. Engineering, Inc. Jurisdiction Bozeman Date Performed 911212007 Analysis Year Full Buildout Analysis Time Period PM Peak Hour Project Description BOZ-06052.01 EastNVest Street: North Spruce Dr North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 722 0 3 912 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate,HFR 0 0 0 6 0 3 (veh/h) _ Percent Heavy Vehicles 0 — — 0 Median Type Two Way Left Tum Lane RT Channelized 0 0 Lanes 0 1 0 1 1 0 Configuration TR L T Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 6 3 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 3 1013 0 0 802 0 (veh/h Percent Heavy Vehicles _0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay,Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L LR (veh/h) 3 9 C (m) (veh/h) 830 254 /c 0.00 0.04 95%queue length 0.01 0.11 Control Delay(s/veh) 9.4 19.7 LOS A C Approach Delay(s/veh) — — 19.7 pproach LOS — — C Copyright®2005 University of Florida,All Rights Reserved HCS+rM Version 5.2 Generated: 9/21/2007 9:03 AM file://C:\Documents and Settings\dclark\Local Settings\Temp\u2k8C.tmp 9/21/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Highland Blvd& S Cedarvlew W DJC Intersection Dr En ineerin , Inc. urisdiction Bozeman med 911212007 nal sis Year Full Buildout me Period AM Peak Hour Project Description BOZ-06052.01 East/West Street: South Cedarview Dr North/South Street: Highland Boulevard Intersection Orientation: North-South [Study Period hrs : 0.25 ehicle Volumes and Adjustments Southbound Ma'or Street Northbound T 6 4 5 Movement 1 R L T R L 578 2 Volume(vehlh) 10 691 4 2 0 0.90 0.90 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.9 Hourly Flow Rate, HFR 6 0 15 6 0 6 (veh/h 0 — — Percent Heavy Vehicles 0 — — Median Type Two Way Left Tum Lane 0 0 RT Channelized 1 0 1 Lanes 1 1 TR Configuration L TR L 0 0 U stream Signal Westbound Minor Street Eastbound 7 8 9 10 11 12 Movement T R L T R L Volume(vehlh) 6 0 14 6 0 60.90 0.90 0.90 Peak-Hour Factor, PHF 0.90 0.90 0.90 Hourly Flow Rate,HFR 2 642 2 11 767 4 (veh/h) 0 0 0 Percent Heavy Vehicles 0 0 0 0 0 Percent Grade(%) N Flared Approach N 0 Storage 0 0 0 RT Channelized 0 1 0 Lanes 0 1 0 LTR LTR Configuration 77t=— Delay,Queue Len th and Level of Service Eastbound Approach Northbound Southbound Westbound 1 4 7El 9 10 11 12 Movement LTR {veh/h) Lane Configuration L L 11 2 21 v 370 C (m) (vehlh) E951 ] 853 296 v/c 0.00 0.04 0.06 95%queue length 0.04 0.01 0.13 0.18 7 15.32 17. Control Delay(s/veh) 8.8 9. C LOS A A C 17.7 15.3 Approach Delay(s/veh) — C pproach LOS — — C Copyright®2005 University of Florida,All Rights Reserved HCS+n"� Version 5.2 Generated: 9/21/2007 7:57 AM file://CADocuments and Settings\dclark\Local Settings\Temp\u2kD9.tmp 9/21/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Highland Blvd&S Cedarview Analyst DJC Intersection Dr Agency/Co. En ineerin , Inc. urisdiction Bozeman Date Performed 9/1 212 0 0 7 nal sis Year Full Buildout Analysis Time Period PM Peak Hour Proiect Description BOZ-06052.01 East/West Street: South Cedarview Dr North/South Street: Highland Boulevard Intersection Orientation: North-Souttr Stud Period hrs : 0.25 Vehicle Volumes and Ad'ustments Southbound Ma'or Street Northbound Movement 1 2 3 4 5 6 L T R L T R olume veh/h) 15 693 17 4 911 5 Peak-Hour Factor, PHF 0.an 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 1 0 6 0 0 0 veh/h _ Percent Heavy Vehicles 0 — — 0 — Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 1 1 0 1 1 0 L TR L TR Configuration 0 Upstream Sign 1 0 Minor Street Eastbound Westbound 7 8 9 10 11 12 Movement T R L T R L Volume veh/h 1 0 6 0 0 0 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 4 1012 5 16 770 18 (veNh) 0 0 Percent Heavy Vehicles 0 0 v 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay,Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR 16 4 0 7 (veh/h) 266 C (m) (veh/h) 690 840 0.03 v/c 0.02 0.00 0.08 95%queue length 0.07 0.01 18.9 Control Delay(s/veh) 10.3 9.3 1 C LOS B A 18.9 pproach Delay(s/veh) — C pproach LOS — — copyright®2005 University of Florida,All Rights Reserved h1CS+rM Version 5.2 Generated: BI21I2007 9:04 AM file://C:\Documents and Settings\dclark\Local Settings\Temp\u2k8F.tmp 9/21/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Highland Blvd&N Cedarview Dr Agency/Co. Engineering, Inc. Jurisdiction Bozeman Date Performed 911212007 Analysis Year Full Buildout Analysis Time Period 4M Peak Hour Project Description BOZ-06052.01 East/West Street: North Cedarview Dr North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 703 0 0 578 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 0 0 0 4 0 8 (veh/h) _ Percent Heavy Vehicles 0 — — 0 — Median Type Two Way Left Tum Lane RT Channelized 0 0 Lanes 0 1 0 1 1 0 Configuration TR L T Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume(veh/h) 4 8 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 0 642 0 0 781 0 (veh/h) Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L LR v(veh/h) 0 12 C (m) (veh/h) 845 355 Ic 0.00 0.03 95%queue length 0.00 0.10 Control Delay(s/veh) 9.3 15.5 LO S A C pproach Delay(s/veh) — — 15.5 pproach LOS — — C Copyright®2005 University of Florida,All Rights Reserved HCS+TM Version 5.2 Generated: 9/21/2007 7:58 AM file://CADocuments and Settings\dclark\Local Settings\Temp\u2kDC.tmp 9/21/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Highland Blvd&N Cedarview Agency/Co. Engineering, Inc. Dr Date Performed 911212007 Jurisdiction Bozeman Analysis Time Period PM Peak Hour Analysis Year iFull Buildout Project Description BOZ-06052.01 East/West Street: North Cedarview Dr North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments IMa'or Street Northbound I Southbound (Movement 1 2 _ 3 4 5 6 L T R L T R Volume veh/h 686 8 4 916 (Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate,HFR 0 0 0 4 0 8 veh/h (Percent Heavy Vehicles 0 — — 0 — — IMedian Type Two Way Left Turn Lane IRT Channelized 0 0 (Lanes 0 1 0 1 1 0 Configuration TR L T U stream Si nal 0 0 (Minor Street Eastbound Westbound (Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 4 8 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 (Hourly Flow Rate, HFR 4 1017 0 0 762 8 (veh/h) (Percent Heavy Vehicles 0 0 0 0 0 0 (Percent Grade(%) 0 0 IFlared Approach N N Storage 0 0 IRT Channelized 0 0 (Lanes 0 0 0 0 0 0 Configuration LR Delay,Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L LR a(veh/h) 4 12 C(m)(veh/h) 854 317 r/c 0.00 0.04 95%queue length 0.01 0.12 Control Delay(s/veh) 9.2 16.8 ILOS A C Approach Delay(s/veh) — — 16.8 Approach LOS — — C Copyright®2005 University of Florida,All Rights Reserved HCS+Tm Version 5.2 Generated: 9/21/2007 9:04 AM file://CADocuments and Settings\dclark\Local Settings\Temp\u2k93.tmp 9/21/2007 Two-Way Stop Control Page 1 of 1 TWO WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Hi hland Blvd& S Pinecrest Dr Agency/Co. En ineerin , Inc. Jurisdiction Bozeman Date Performed 911212007 Analysis Year Full Buildout Analysis Time Period AM Peak Hour Project Descri tion BOZ-06052.01 EastANest Street: South Pinecrest Dr North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 14 689 8 2 568 4 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 7 0 7 3 0 1 veh/h Percent Heavy Vehicles 0 — — 0 — — Median Type Two Way Left Tum Lane RT Channelized 0 0 Lanes 1 1 0 1 1 0 Configuration L TR L TR Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume(veh/h) 7 0 7 3 0 1 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 2 631 4 15 765 8 veh/h Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration T LTR LTR Dela Queue Len th and Level of Service ,Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR v(veh/h) 15 2 4 14 C (m) (veh/h) 958 851 262 320 /c 0.02 0.00 0.02 0.04 95% queue length 0.05 0.01 0.05 0.14 Control Delay(s/veh) 8.8 9.2 19.0 16.8 LOS A A C C Approach Delay(s/veh) — — 19.0 16.8 Approach LOS — — C C Copyright®2005 University of Florida,All Rights Reserved HCS+Tm Version 5.2 Generated: 9/21/2007 7:59 AM file://C:\Documents and Settings\dclark\Local Settings\Temp\u2kDF.tmp 9/21/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Hi Wand Blvd&S Pinecrest Dr Agency/Co. En ineerin , Inc. Jurisdiction Bozcman Date Performed 911212007 Analysis Year Full Buildout Analysis Time Period PM Peak Hour Project Description BOZ-06052.01 East/West Street: South Pinecrest Dr North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 11 674 9 3 906 9 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 5 0 11 4 0 5 (veh/h Percent Heavy Vehicles 0 - - 1 0 — — Median Type Two Way Left Tum Lane RT Channelized 0 0 Lanes 1 1 0 1 1 0 Configuration L TR L TR Upstream Signal 0 0 (Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R olume veh/h) 5 0 -10 4 0 5 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 3 1006 10 12 748 10 veh/h Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 (Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR !Delay,Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L LTR LTR ✓(veh/h) 12 3 9 16 C(m)(veh/h) 691 862 252 243 v/c 0.02 0.00 0.04 0.07 95%queue length 0.05 0.01 0.11 0.21 Control Delay(s/veh) 10.3 9.2 19.8 20.9 LOS B A C C Approach Delay(s/veh) — — 19.8 20.9 Approach LOS — — C C Copyright®2005 University of Florida,All Rights Reserved HCS+Tm Version 5.2 Generated: 9/21/2007 9:05 AM file://CADocuments and Settings\dclark\Local Settings\Temp\u2k96.tmp 9/21/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Highland Blvd&N Pinecrest Dr Agency/Co. Engineering, Inc. Jurisdiction Bozeman Date Performed 911212007 Analysis Year Full Buildout Analysis Time Period AM Peak Hour Project Description BOZ-06052.01 I_astMest Street: North Pinecrest Dr North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Ad'ustments (Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume(veh/h) 695 2 1 559 (Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 (Hourly Flow Rate,HFR 0 0 0 16 0 7 (veh/h) Percent Heavy Vehicles 0 — — 0 — — IMedian Type Two Way Left Tum Lane RT Channelized 0 0 Lanes 0 1 0 1 1 0 Configuration TR L T 'Upstream Signal 1 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume(veh/h) 15 7 Peak-Hour Factor. PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 1 621 0 0 772 2 veh/h) Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 0 0 0 0 0 0 Configuration I I LR Delay,Queue Length,and Level of Service 4pproach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L LR r(veh/h) 1 23 C(m)(veh/h) 851 323 r/C 0.00 0.07 95%queue length 0.00 0.23 Control Delay(s/veh) 9.2 17.0 ILOS A C 4pproach Delay(s/veh) — — 17.0 4pproach LOS — — C copyright®2005 University of Florida,All Rights Reserved HCS+nm Version 5.2 Generated: 9/21/2007 7:59 AM file://CADocuments and Settings\dclark\Local Settings\Temp\u2kE2.tmp 9/21/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection i4ighland Blvd&N Pinecrest Agency/Co. Engineering, Inc. Dr Jurisdiction Bozeman Date Performed 9/12/2007 Analysis Year mull Buildout Analysis Time Period PM Peak Hour Project Description BOZ-06052.01 East/West Street: North Pinecrest Dr North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs 0.25 'Vehicle Volumes and Adjustments (Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R ✓olume veh/h 679 5 5 908 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 0 0 0 11 0 5 veh/h) Percent Heavy Vehicles 0 — — 0 — — Median Type Two Way Left Turn Lane RT Channelized 0 0 Lanes 0 1 0 1 1 0 Configuration TR L T Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 10 5 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 5 1008 0 0 754 5 i veh/h (Percent Heavy Vehicles 0 0 0 0 0 0 (Percent Grade (%) 0 0 (Flared Approach N N Storage 0 0 IRT Channelized 0 0 (Lanes 0 0 0 0 0 0 Configuration LR Delay,Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 (Lane Configuration L LR V(veh/h) 5 16 C(m) (veh/h) 862 260 V/c 0.01 0.06 95%queue length 0.02 0.20 Control Delay (s/veh) 9.2 19.8 LOS A C Approach Delay (s/veh) — — 19.8 Approach LOS -- -- C Copyright©2005 University of Florida,All Rights Reserved HCS+rM Version 5.2 Generated: 9/21/2007 9:14 AM file://C:\Documents and Settings\dclark\Local Settings\Temp\u209.tmp 9/21/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Highland Blvd&Holly Dr Agency/Co. En ineenn , Inc. Jurisdiction Bozeman Date Performed 911212007 Analysis Year Full Buildout Analysis Time Period AM Peak Hour Project Description BOZ-06052.01 East/West Street: Holly Dr North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Ad'ustments IMalor Street Northbound Southbound (Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 695 7 2 545 Peak-Hour Factor. PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 0 0 0 16 0 32 (veh/h) Percent Heavy Vehicles 0 — — 0 — — Median Type Two Way Left Turn Lane IRT Channelized 0 0 Lanes 0 1 0 1 1 0 Configuration TR L T Upstream Signal 1 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume(veh/h) 15 29 (Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 (Hourly Flow Rate, HFR 2 605 0 0 772 7 veh/h Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration i I i LR Delay, Queue Lencith, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L LR r(veh/h) 2 48 C(m) (veh/h) 847 360 rlc 0.00 0.13 95%queue length 0.01 0.46 Control Delay(s/veh) 9.3 16.5 ILOS A C Approach Delay(s/veh) — — 16.5 Approach LOS — — C Copyright 0 2005 University of Florida,All Rights Reserved HCS+Tm Version 5.2 Generated: 9/21/2007 8:00 AM file://CADocuments and Settings\dclark\Local Settings\Temp\u2kE5.tmp 9/21/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Hi hland Blvd&Holly Dr Agency/Co. —Engineering, Inc. Jurisdiction Bozeman Date Performed 911212007 Analysis Year Full Buildout Analysis Time Period PM Peak Hour Project Description BOZ-06052.01 East/West Street: Holly Dr North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 669 15 21 902 Peak-Hour Factor, PHF 0.90 1 0.90 0.90 0.90 0.90 0.90 (Hourly Flow Rate, HFR 0 0 0 12 0 22 (veh/h) Percent Heavy Vehicles 0 -- __ 0 Median Type Two Way Left Turn Lane RT Channelized 0 0 (Lanes 0 1 0 1 1 0 Configuration TR L T Upstream Signal 0 0 (Minor Street Eastbound Westbound Movement 7 8 9 10 1.1, 12 L T R L T R Volume veh/h) 11 20 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 (Hourly Flow Rate, HFR 23 1002 0 0 743 16 (veh/h) (Percent Heavy Vehicles 0 0 0 0 0 0 (Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L LR v(veh/h) 23 34 C (m) (veh/h) 862 313 vlc 0.03 0.11 !95%queue length 0.08 0.36 Control Delay (s/veh) 9.3 17.9 ILOS A C Approach Delay (s/veh) — — 17.9 Approach LOS — — C Copyright©2005 University of Florida,All Rights Reserved HCS+TM Version 5.2 Generated: 9/21/2007 9:15 AM file://C:\Documents and Settings\dclark\Local Settings\Temp\u2k9E.tmp 9/21/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Hi hland Blvd&Knolls Ln Agency/Co. Engineering, Inc. Jurisdiction Bozeman Date Performed 9/12/2007 Analysis Year Full Buildout Analysis Time Period AM Peak Hour Project Description BOZ-06052.02-The Knolls East&Highland South TIS East/West Street: Knolls Ln North/South Street: Hi hland Boulevard Intersection Orientation: North-South IStudy Period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume(veh/h) 10 768 8 3 459 2 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 0 0 24 0 0 10 veh/h Percent Heavy Vehicles 0 — — 0 — — Median Type Undivided RT Channelized 0 0 Lanes 1 1 0 1 1 0 Configuration L TR L TR Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h) 22 9 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 3 510 2 11 853 8 (veh/h) Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 14T Channelized 0 0 (Lanes 0 0 1 0 0 1 Configuration R R Delay,Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound (Movement 1 4 7 8 9 10 11 12 (Lane Configuration L L R R u(veh/h) 11 3 10 24 C(m)(veh/h) 1064 789 360 567 ulc 0.01 0.00 0.03 0.04 95%queue length 0.03 0.01 0.09 0.13 Control Delay(s/veh) 8.4 9.6 15.3 11.6 LOS A A C B Approach Delay(s/veh) — — 15.3 11.6 Approach LOS — — C B Copyright®2005 University of Florida,All Rights Reserved HCS+Tm Version 5.2 Generated: 9/21/2007 8:00 AM file://C'.:\T)ncuments and Settings\dclark\T,ocal Settings\Temn\u2kE8.tmn 9/21/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY 'General Information Site Information Analyst DMR Intersection Highland Blvd&Knolls Ln Agency/Co. Engineering, Inc. Jurisdiction Bozeman Date Performed 212212007 Analysis Year ,Full Buildout Analysis Time Period PM Peak Hour Project Description BOZ-06052.02- The Knolls East&Highland South TIS East/West Street: Knolls Ln North/South Street: Hi hland Boulevard Intersection Orientation: North-South Study Period hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound (Movement 1 2 3 4 5 6 L T R L T R olume veh/h) 22 631 25 9 925 18 (Peak-Hour Factor, PHF 0.86 0.86 0.86 0.86 0.86 0.86 (Hourly Flow Rate, HFR 0 0 20 0 0 6 (veh/h) (Percent Heavy Vehicles 0 — — 0 — — Median Type I Undivided RT Channelized 0 0 Lanes 1 1 0 1 1 0 Configuration L TR L TR Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 16 6 Peak-Hour Factor, PHF 0.77 0.77 0.77 0.90 0.90 0.90 Hourly Flow Rate, HFR 10 1075 20 25 733 29 (veh/h) Percent Heavy Vehicles 0 0 0 0 0 0 (Percent Grade (%) 0 0 (Flared Approach N N Storage 0 0 IRT Channelized 0 0 (Lanes 0 0 1 0 0 1 Configuration R R Delay,Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R R V(veh/h) 25 10 6 20 C (m) (veh/h) 645 859 416 266 Vlc 0.04 0.01 0.01 0.08 195%queue length 0.12 0.04 0.04 0.24 Control Delay (s/veh) 10.8 9.2 13.8 19.6 LOS B A B C Approach Delay (s/veh) -- — 13.8 19.6 Approach LOS -- — B C Copyright©2005 University of Florida,All Rights Reserved HCS+TM Version 5.2 Generated: 9/21/2007 9:16 AM file://C:\Documents and Settings\dclark\Local Settings\Temp\u2kAl.tmp 9/21/2007 HCM Analysis Summary Full Buildout Painted Hills/Highland Blvd Area Type:Non CBD DNIR 06/27/2007 Analysis Duration: 15 mins. AM Peak Hour Case: Highland&Painted Hills-AM-Alternate Lanes Geometry:Movements Serviced by Lane and Lane Widths (feet) AvvroachlOutbound. Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB I 2 1 L 12.0 TR 12.0 WB 3 1 L 12.0 T 12.0 R 12.0 NB 3 2 L 12.0 T 12.0 R 12.0 SB 3 1 L 12.0 T 12.0 R 12.0 East West North South Data L T R L T R L T R L T R Movement Volume h 67 10 56 131 10 155 154 484 139 162 277 103 PFIF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 %Heavy Vehicles 1 1 1 1 1 1 1 2 1 1 2 1 Lane Groups L TR L T R L T R L T R Arrival Type 3 3 3 3 3 3 3 3 3 3 3 RTOR Vol h 15 70 50 35 Peds/Hour 5 5 5 5 %Grade 0 0 0 0 Buses/Hour 0 0 0 0 Parkers/Hour(Le$lRight) --- I --- - - -- I -- - I --- Signal Settings:Actuated Operational Analysis Cycle Length: 60.0 Sec Lost Time Per Cycle:10.0 Sec Phase: 1 2 3 4 5 6 7 8 Ped Only EB LTP WB LTP NB LTP SB LTP Green 18.8 31.2 0 Yellow All Red 1 3.5 1.5 3.5 1 1.5 Capacity Analysis Results Approach: Lane Ca v/s_ g/C Lane v/c Delay Delay App Group --Ratio- EB L 440 0.053 0.313 L 0.168 15.0 B 14.9 B TR 515 0.035 0.313 TR 0.111 14.7 B WB * L 421 0.109 0.313 L 0.347 16.1 B 15.6 B T 589 0.006 0.313 T 0.019 14.2 B R 499 0.059 0.313 R 0.188 15.1 B NB L 542 0.164 0.520 L 0.315 9.8 A 11.0 B * T 969 0.289 0.520 T 0.555 12.0 B R 827 0.062 0.520 R 0.120 7.7 A SB L 347 0.270 0.520 L 0.519 14.9 B 10.8 B T 969 0.165 0.520 T 0.318 9.1 A R 827 0.048 0.520 R 0.092 7.5 A Intersection:Delay=1 1.9 sec/veh Int.LOS=B Xc 0.48 *Critical Lane Group :5:(v/s)Crit=0.40 SIG/Cinema v3.08 Page 1 HCM Summary Results Full Buildout Painted Hills/Highland Blvd DMR 06/27/2007 AM Peak Hour Case: Highland&,Painted Hills- AM-Alternate Lane Group Approach Delay Delay I I Lane X (sec/ (sec/ 277 I I App Grp v/s v/c veh) LOS veh) LOS I I 103 162 I I EB + I I I I L 0.05 0.17 15.0 B 14.9 B I I I TR 0.03 0.11 14.7 B I I I L 1 10 Jllll. I � L - WB * L 0.11 0.35 16.1 B 15.6 B T 0.01 0.02 14.2 B - - - - -- R 0.06 0.19 15.1 B 67 10 56 I I I 1 NB L 0.16 0.32 9.8 A 11.0 B * T 0.29 0.56 12.0 B 1541139 R 0.06 0.12 7.7 A 484 SB 1 2 III L 0.27 0.52 14.9 B 10.8 B - ? ?- T 0.17 0.32 9.1 A 18 4 2 30 III 4 2. R 0.05 0.09 7.5 A Int. 0.40 0.48 11.9 B *Critical Lane Group SIG/Cinema v3.08 Page 2 NETSIM Summary Results Full Buildout Painted F ills/Highland Blvd DNIR 06/27/2007 AM Peak Hour Case: Highland&Painted Hills-AM-Alternate - I Queues Spillback in 1 Per Lane Average Worst Lane 1 1 277 1 Lane Avg/Max Speed (%of Peak App Group (veh) (mph) Period) �1031162 1� � 1 EB L 1 / 2 8.5 0.0 I I 1 z-155 TR 1 / 1 22.3 0.0 I � I 1 .- 10 � i � �► i �131 All 16.2 0.0 - - - - - WB L 2/ 4 8.1 0.0 1- _ T 0/ 1 26.7 0.0 67 1 R 1 / 1 19.4 0.0 10 I � I All 19.2 0.0 1 NB L 2/ 6 5.9 0.0 T 4/ 6 19.3 0.0 � r 154 139 R 1 / 2 20.5 0.0 484 All 16.4 0.0 SB L 2/ 5 4.1 0.0 1 2 I I I T 3 / 5 18.9 0.0 18 4 2 30 III 4 2 R 1 / 2 24.1 0.0 All 14.5 0.0 Intersect. 16.1 SIG/Cinema v3.08 Page 3 HCM Analysis Summary Full Buildout Painted Hills/Highland Blvd Area Type:Non CBD DMR 06/27/2007 Analysis Duration: 15 mins. PM Peak Hour Case: Highland&Painted Hills -PM-Alternate Lanes Geometry:Movements Serviced by Lane and Lane Widths (feet) Approach I Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB 2 1 L 12.0 TR 12.0 WB 3 1 L 12.0 T 12.0 R 12.0 NB 3 2 L 12.0 T 12.0 R 12.0 SB 3 1 L 12.0 T 12.0 R 12.0 East West North South Data L T R L T R L T R L T R Movement Volume v h 120 15 146 206 15 248 67 377 193 231 600 66 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 %Heavy Vehicles 1 1 1 1 1 1 1 2 1 1 2 1 Lane Groups L TR L T R L T R L T R Arrival Type 3 3 3 3 3 3 3 3 3 3 3 RTOR Vol v h 15 100 80 25 Peds/Hour 5 5 5 5 %Grade 0 0 0 0 Buses/Hour 0 0 0 0 Parkers/Hour(LeftIRight) --- --- --- --- ___ Signal Settings:Actuated Operational Analysis Cycle Length: 60.0 See Lost Time Per Cycle:10.0 Sec Phase: 1 2 3 4 5 6 7 8 Ped Only EB LTP WB LTP NB LTP SB LTP Green 19.0 31.0 0 Yellow All Red 3.5 1 1.5 3.5 L5 Ca a ity Analysis Results Approach: Lane Cap v/s g/C Lane v/c Delay Delay App Group ---�Vph)- Ratin Ratio Group Ratio (secIveh) -LSO SOS EB L 443 0.095 0.317 L _ 0.300 15.6 B 15.7 B TR 512 0.101 0.317 TR 0.318 15.7 B WB * L 387 0.187 0.317 L 0.592 18.9 B 17.4 B T 596 0.009 0.317 T 0.029 14.1 B R 504 0.103 0.317 R 0.325 15.8 B NB L 244 0.157 0.517 L 0.303 11.5 B 10.1 B T 963 0.225 0.517 T 0.435 10.5 B R 822 0.079 0.517 R 0.153 8.0 A SB L 440 0.302 0.517 L 0.584 15.6 B 14.8 B * T 963 0.358 0.517 T 0.693 15.0 B R 822 0.029 0.517 R 0.056 7.3 A Intersection:Delay= 14.1 sec/veh Int.LOS=B Xc 0.65 *Critical Lane Group :E:(v/s)Crit=0.55 SIG/Cinema v3.08 Page 1 HCM Summary Results Full Buildout Painted Hills/Highland Blvd s DMR 06/27/2007 PM Peak Hour Case: Highland&Painted Hills-PM-Alternate Lana Group Approach Delay Delay Lane X (sec/ (sec/ 600 App Grp v/s v/c veh) LOS veh) LOS 66 I231 EB + L 0.10 0.30 15.6 B 15.7 B TR 0.10 0.32 15.7 B "--248 -206 t- WB * L 0.19 0.59 18.9 B 17.4 B ~______ T 0.01 0.03 14.1 B R 0.10 0.33 15.8 B 120 -? 15 146 NB S L 0.16 0.30 11.5 B 10.1 B T 0.22 0.44 10.5 B : 67 193 R 0.08 0.15 8.0 A 377 SB 1 2 L 0.30 0.58 15.6 B 14.8 B * T 0.36 0.69 15.0 B 18 4 2 30 4 2 _ R 0.03 0.06 7.3 A Int. 0.55 0.65 14.1 B * Critical Lane Group SIG/Cinema v3.08 Page 2 NETSIM Summary Results Full Buildout Painted Hills/Highland Blvd DMR 06/27/2007 PM Peak Hour Case: Highland&Painted Hills-PM-Alternate Queues Spillback in Per Lane Average Worst Lane i Lane Avg/Max Speed (%of Peak 600 i App Group (veh) (mph) Period) 66 �31 �I E EB L 2/ 3 6.5 0.0 TR 2/ 4 18.8 0.0 I { '�--248 15 c `+ �-206 All 14.0 0.0 1 ................. f- WB L 2/ 4 8.4 0.0 ----------------- T 0/ 1 26.2 0.0 120 h ? 1 R 1 / 2 17.5 0.0 15 I ? I ' � 146 All 18.5 0.0 NB L 1 / 2 5.6 0.0 T 3 / 6 20.2 0.0 1 67 I193 R 1 / 2 18.8 0.0 377 All 18.1 0.0 SB L 6/ 11 2.5 1.6 1 2 T 5/ 9 17.4 0.0 18 4 2 30 R 0/ 1 24.9 0.0 4 2 All 11.0 1.6 Intersect. 14.1 SIG/Cinema v3.08 Page 3 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Highland Blvd&S Hospital Acc Agency/Co. Engineering, Inc. Jurisdiction Bozeman Date Performed 911212007 Analysis Year Full Buildout Analysis Time Period Project Description BOZ-06052.02-The Knolls East&Highland South TIS East/West Street: South Hos.)ital Access North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 'Vehicle Volumes and Ad'ustments IMa or Street Northbound Southbound (Movement 1 2 3 4 5 6 L T R L T R Volume(veh/h) 46 685 554 32 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 0 0 7 0 0 0 veh/h) Percent Heavy Vehicles 0 — — 0 — — Median Type Undivided RT Channelized 0 0. (Lanes 1 2 0 0 2 0 Configuration L T T TR Upstream Signal 0 0 Minor Street Eastbound Westbound (Movement 7 8 9 10 11 12 L T R L T R 'Volume veh/h 7 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 0 615 35 51 761 0 (veh/h Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 IRT Channelized 0 0 Lanes 0 0 1 0 0 0 Configuration R Delay,Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound ]Movement 1 4 7 8 9 10 11 12 (Lane Configuration L R v(veh/h) 51 7 C(m)(veh/h) 946 677 vlc 0.05 0.01 '95%queue length 0.17 0.03 Control Delay(s/veh) 9.0 10.4 LOS A B Approach Delay(s/veh) — — 10.4 Approach LOS — — B Copyright®2005 University of Florida,All Rights Reserved HCS+TM Version 5.2 Generated: 9/21/2007 8:16 AM file://CADocuments and Settings\dclark\Local Settings\Temp\u2kl l.tmp 9/21/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY 'General Information Site Information Analyst DMR 'Intersection Highland Blvd&S Hospital Agency/Co. Engineering, Inc. AccJurisdiction Bozeman Date Performed 6/27/2007 Analysis Year Full Buildout Analysis Time Period PM Peak Hour Project Description BOZ-06052.02- The Knolls East&Hi hand South TIS East/West Street: South Hospital Access North/South Street: Highland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 'Vehicle Volumes and Adjustments (Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume(veh/h) 17 756 818 3 Peak-Hour Factor, PHF 0.90 0.90 1.00 1.00 0.90 0.90 Hourly Flow Rate, HFR 0 0 55 0 0 0 (veh/h) Percent Heavy Vehicles 0 -- -- 0 (Median Type Undivided IRT Channelized 0 0 (Lanes 1 2 0 0 2 0 Configuration L T T TR Upstream Signal 0 0 (Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume(veh/h) 43 Peak-Hour Factor, PHF 0.77 1.00 1 0.77 1.00 1.00 1.00 Hourly Flow Rate, HFR 0 908 3 18 840 0 (veh/h) (Percent Heavy Vehicles 0 0 0 0 0 0 (Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 1 0 0 0 Configuration R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 (Lane Configuration L R v(veh/h) 18 55 C (m) (veh/h) 756 557 ✓lc 0.02 0.10 95%queue length 0.07 0.33 Control Delay (s/veh) 9.9 122 LOS A B Approach Delay (s/veh) -- -- 12.2 Approach LOS — -- B Copyright©2005 University of Florida,All Rights Reserved HCS+TM Version 5.2 Generated: 9/21/2007 9:19 AM file:HC:\Documents and Settings\dclark\Local Settings\Temp\u2kA8.tmp 9/21/2007 HCM Analysis Summary �j Full Buildout Mid Hospital/Highland Blvd Area Type:Non CBD DMR 06/27/2007 Analysis Duration: IS mins. AM Peak Hour Case: Highland&Mid Hospital-AM Lanes Geometry:Movements Serviced by Lane and Lane Widths (feet) A each Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB 2 I L 12.0 TR 12.0 WB 2 1 L 12.0 TR 12.0 NB 3 2 L 12.0 T 12.0 TR 12.0 SB 3 2 L 12.0 T 12.0 TR 12.0 East West North South Data L T R L T R L T R L T R Movement Volume v h 47 10 6 63 10 44 18 611 67 50 504 108 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 %Heavy Vehicles 1 1 1 1 1 1 1 2 1 1 2 1 Lane Groups L TR L TR L TR L TR Arrival Type 3 3 3 3 3 3 3 3 RTOR Vol v h 1 5 9 16 Peds/Hour 5 5 5 5 %Grade 0 0 0 0 Buses/Hour 0 0 0 0 Parkers/Hour(LeftIRight) I --- --- --- I --- I --- I --- I --- --- Signal Settings:Actuated Operational Analysis Cycle Length: 60.0 Sec Lost Time Per Cycle:10.0 Sec Phase: 1 2 3 4 5 6 7 8 Ped Only EB LTP WB LTP NB LTP SB LTP Green 11.5 38.5 0 Yellow I All Red 3.5 1.5 3.5 1.5 Capacity Analysis Results Approach: Lane Capt03 g/C Lane v/c Delay Delay App --Group-_(ylRat' Ratio- EB L 258 0.192 L 0.202 20.5 C 20.4 CTR 341 0.192 TR 0.050 19.8 B WB * L 267 0.050 0.192 L 0.262 20.8 C 20.6 C TR 315 0.033 0.192 TR 0.171 20.4 C NB I. 480 0.027 0.642 L 0.042 4.1 A 5.3 A * TR 2241 0.213 0.642 TR 0.332 5.3 A SB L 434 0.083 0.642 L 0.129 4.8 A 5.1 A TR 2217 0.192 0.642 TR 0.299 5.1 A Intersection:Delay= 6.9 sec/veh Int.LOS=A X�=0.32 *Critical Lane Group 2(v/s)Crit=0.26 SIG/Cinema v3.08 Page 1 HCM Summary Results Full Buildout Mid Hospital/Highland Blvd DMR 06/27/2007 AM Peak Hour Case: Highland 8a Mid Hospital-AM Lane Group Approach Delay Delay Lane X (sec/ (sec/ 504 App Grp v/s v/c veh) LOS veh) LOS 108 150 EB + L 0.04 0.20 20.5 C 20.4 C i TR 0.01 0.05 19.8 B L 44 I 10 p _ 63 WB * L 0.05 0.26 20.8 C 20.6 C TR 0.03 0.17 20.4 C --••----•- 47 10 6 -z i NB L 0.03 0.04 4.1 A 5.3 A i * TR 0.21 0.33 5.3 A i 18 67 611 SB L 0.08 0.13 4.8 A 5.1 A i 2 TR 0.19 0.30 5.1 A -- ' 1!a 11 4 2 37 I' 4 2 Int. 0.261 0.32 1 6.9 1 A * Critical Lane Group SIG/Cinema v3.08 Page 2 NETSIM Summary Results Full Buildout Mid Hospital/Highland Blvd DMR 06/27/2007 AM Peak Hour Case:Highland&.Mid Hospital-AM Queues Spillback in 1 Per Lane Average Worst Lane Lane Avg/Max Speed (%of Peak 504 App Group (veh) (mph) Period) 108 150 EB L 1 / 1 7.2 0.0 TR 0/ 1 21.3 0.0 3 L 44 10 All 12.9 0.0 i , i , r- 63 - WB L 1 / 2 7.2 0.0 _ ._ ......-- .. TR 1 / 2 19.9 0.0 47 1 � 10 -� I 6 All 14.7 0.0 ; 3 E NB L 0/ 1 18.0 0.0 2 4 20.9 0.0 t TR / 18 167 611 All 20.9 0.0 SB L 1 / 1 8.3 0.0 1 . * 2 TR 2/ 4 21.6 0.0 11 4 2 37 4 2 All 20.4 0.0 Intersect. 19.6 SIG/Cinema v3.08 Page 3 HCM Analysis Summary Full Buildout Mid Hospital/Highland Blvd Area Type:Non CBD DMR 06/27/2007 Analysis Duration: 15 mins. PM Peak Hour Case:Highland&Mid Hospital-PM Lanes Geometry:Movements Serviced by Lane and Lane Widths (feet) Approach I Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB 2 1 L 12.0 TR 12.0 WB 2 1 L 12.0 TR 12.0 NB 3 2 L 12.0 T 12.0 TR 12.0 SB 3 2 L 12.0 T 12.0 TR 12.0 East West North South Data L T R L T R L T R L T R Movement Volume v h 210 14 16 121 14 84 9 697 87 63 689 24 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 5/o'Heavy Vehicles 1 1 1 1 1 1 1 2 1 1 2 1 Lane Groups L TR L TR L TR L TR Arrival Type 3 3 3 3 3 1 3 3 3 _ RTOR Vol v h 2 8 9 2 Peds/Hour 5 5 5 5 %Grade 0 0 0 0 Buses/Hour 0 0 0 0 Parkers/Hour(LeftjRight) --- --- -_ ___ ___ ___ - --- Signal Settings:Actuated Operational Analysis Cycle Length: 60.0 Sec Lost Time Per Cycle:10.0 Sec Phase: 1 2 3 4 5 6 7 8 Ped Only EB LTP WB LTP NB LTP SB LTP Green 15.6 34.4 0 Yellow All Red 3.5 1 1.5 3.5 1.5 Cap ity Analysis Results Approach: Lane Cap v/s g/C Lane v/c Delay Delay App (Iroup (mph) Ratio roue - Ratio EB * L 337 0.180 0.260 L 0.691 25.0 C 24.0 C TR 451 0.018 0.260 TR 0.071 16.8 B WB L 358 0.097 0.260 L 0.374 18.4 B 18.1 B TR 425 0.061 0.260 TR 0.235 17.6 B NB L 350 0.016 0.573 L 0.029 5.7 A 7.9 A * TR 1997 0.247 0.573 TR 0.431 7.9 A SB L 317 0.127 0.573 L 0.221 7.9 A 7.6 A TR 2020 0.224 0.573 TR 0.391 7.6 A Intersection:Delay= 10.8 sec/veh Int.LOS=B Xe�0.51 *Critical Lane Group :5:(v/s)Crit=0.43 SIG/Cinema v3.08 Page 1 HCM Styammary Results Full Buildout Mid Hospital/Highland Blvd DMR 06/27/2007 PM Peak Hour Case: Highland&Mid Hospital-PM Lana Group Approach Delay Delay ' Lane X (sec/ (sec/ 689 Grp v/s v/c veh) LOS veh) LOS App _ 24 163 EB * L 0.18 0.69 25.0 C 24.0 'C TR 0.02 0.07 16.8 B 84 4 � 1 � � ~ 14 �-121 WB L 0.10 0.37 18.4 B 18.1 B TR 0.06 0.24 17.6 B ... - 210 � h t ' 14 -► I I ; 16 -i NB L 0.02 0.03 5.7 A 7.9 A * TR 0.25 0.43 7.9 A i 9 7 87 3 697 SB L f 0.13 0.22 7.9 A 7.6 A 1 2 ;I, { TR 0.22 0.39 7.6 A 15 + + 4 2 33 �' 4 2 Int. 0.43 1 0.51 10.8 1 B * Critical Lane Group SIG/Cinema v3.08 Page 2 NETSIM Summary Results Full Buildout Mid Hospital/Highland Blvd DMR 06/27/2007 PM Peak Hour Case:Highland&Mid Hospital-PM Queues Spillback in Per Lane Average Worst Li ne Lane Avg/Max Speed (%of Peak 689 App Group (veh) (mph) Period) 24 163 EB L 3 / 3 7.0 0.0 TR 0/ 1 23.9 0.0 844 121 All 13.5 0.0 i WB L 2/ 2 7.2 0.0 - ----------------- ---------------- TR 1 / 3 20.3 0.0 �! 1 210 �14 —► All 15.0 0.0 16 i NB L 0/ 1 4.5 0.0 TR 3/ 4 18.7 0.0 t 9 87 697 All 18.6 0.0 SB L 1 / 4 5.5 0.0 1 t__ _ 2 Elsa TR 3 / 5 19.4 0.0 15 4 2 33 I 4 2 All 17.7 0.0 Intersect. 17.0 SIG/Cinema v3.08 Page 3 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DJC Intersection Highland Blvd&N Hospital Acc Agency/Co. En ineerin , Inc. Jurisdiction Bozeman Date Performed 911212007 Analysis Year Full Buildout Analysis Time Period AM Peak Hour Project Description BOZ-06052.02-The Knolls East&Highland South TIS IEast/West Street: North Hospital Access North/South Street: Hi hland Boulevard Intersection Orientation: North-South IStudy Period hrs : 0.25 'Vehicle Volumes and Adjustments Major Street Northbound Southbound (Movement 1 2 3 4 5 6 L T R L T R Volume veh/h 15 618 34 100 647 66 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 0 0 3 0 0 74 veh/h) Percent Heavy Vehicles 0 1 0 — — Median Type Undivided RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR 'Upstream Signal 1 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume(veh/h) 3 67 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 111 718 73 16 686 37 veh/h Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 1 0 0 1 0 0 1 Configuration I R R 71 Delay,Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R R r(veh/h) 16 111 74 3 C(m)(veh/h) 838 889 641 609 rlc 0.02 0.12 0.12 0.00 135%queue length 0.06 0.43 0.39 0.01 Control Delay(s/veh) 9.4 9.6 11.3 10.9 LOS A A B B Approach Delay(s/veh) — — 11.3 10.9 Approach LOS — — B B Copyright®2005 University of Florida,All Rights Reserved HCS+TM Version 5.2 Generated: 9/21/2007 8:18 AM file://C:\Documents and Settings\dclark\Local Settings\Temp\u2k16.tmp 9/21/2007 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DMR Intersection Highland Blvd&N Hospital Agency/Co. Engineering, Inc. AccJurisdiction Bozeman Date Performed 6/27/?_007 Analysis Year Full 8uildout Analysis Time Period PM Peak Hour Project Description BOZ-06052.02- The Knolls East&Highland South TIS East/West Street: North Hospital Access North/South Street: Highland Boulevard Intersection Orientation: North-South Study Period hrs): 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound IMovement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 6 792 44 126 819 28 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 (Hourly Flow Rate, HFR 0 0 23 0 0 143 (veh/h) (Percent Heavy Vehicles 0 -- -- 0 Median Type Undivided RT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 0 0 (Minor Street Eastbound Westbound IMovement 7 8 9 10 11 12 L T R L T R Volume (veh/h) 18 129 (Peak-Hour Factor, PHF 0.77 1 0.77 1 0.77 0.90 0.90 0.90 (Hourly Flow Rate, HFR 140 910 31 6 880 48 (veh/h) Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 IRT Channelized 0 0 (Lanes 0 0 1 0 0 1 Configuration R R Delay, Queue Length, and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 11-ane Configuration L L R R v(veh/h) 6 140 143 23 C(m) (veh%h) 737 745 550 545 vlc 0.01 0.19 0.26 0.04 '95%queue length 0.02 0.69 1.03 0.13 Control Delay (s/veh) 9.9 10.9 13.8 11.9 ILOS A B B B Approach Delay (s/veh) -- -- 13.8 11.9 Approach LOS -- -- B B Copyright©2005 University of Florida,All Rights Reserved HCS+TM Version 5.2 Generated: 9/21/2007 9:22 AM file://C:\Documents and Settings\dclark\Local Settings\Temp\u2kAC.tmp 9/21/2007 HCM Analysis Summary Full Buildout Ellis St/Highland Blvd Area Type:Non CBD DMR 06/25/2007 Analysis Duration: 15 mins. Peak Hour Case: Highland&Ellis-AM-Alternate Lanes Geometry:Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB 2 1 L 12.0 TR 12.0 WB 2 1 L 12.0 TR 12.0 NB 4 2 L 12.0 T 12.0 T 12.0 R 12.0 SB 3 2 L 12.0 T 12.0 TR 12.0 East West North South Data L T R L T R L T R L T R Movement Volume(v h) 22 1 7 115 5 169 18 546 147 264 709 158 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 %Heavy Vehicles 1 1 1 1 1 1 2 2 2 2 2 2 Lane Groups L TR L TR L T R L TR Arrival Type 3 3 3 3 3 3 3 3 1 3 RTOR Vol v h 2 50 60 20 Peds/Hour 5 5 5 5 %Grade 0 0 0 0 Buses/Hour 0 0 0 0 Parkers/Hour(LeftIRight) --- I --- --- --- --- --- --- --- Signal Settings:Pretimed Operational Analysis Cycle Length: 60.0 Sec Lost Time Per Cycle:13.0 Sec Phase: 1 2 3 4 5 6 7 8 Ped Only EB LTP WB LTP NB LTP SB LTP LTP Green 12.0 1 12.0 23.0 0 Yellow All Red 1 3.5 1.51 3.0 1 0.0 1 3.5 1 1.5 Capacity Analysis Results Approach: Lane Cap v/s g/C Lane v/c Delay Delay Ratio- u aerJyeh -Los--- seg&Ch) EB L 250 0.019 0.200 L 0.096 19.6 B 19.6 B TR 326 0.004 0.200 TR 0.021 19.3 B WB * L 281 0.091 0.200 L 0.456 21.6 C 21.4 C TR 320 0.086 0.200 TR 0.431 21.4 C NB L 217 0.035 0.383 L 0.092 12.7 B 14.5 B * T 1357 0.172 0.383 T 0.447 14.8 B R 603 0.062 0.383 R 0.161 12.7 B SB L er 262 0.000 0.467 6.5 A * L ro 354 0.166 0.200 L 0.476 7.5 A TR 2186 0.273 0.633 TR 0.430 6.2 A Intersection:Delay= 11.0 sec/veh Int.LOS=B Xc 0.55 *Critical Lane Group 2(v/s)Crit=0.43 SIG/Cinema v3.08 Page 1 HCM Summary Results Full Buildout Ellis St/Highland Blvd DMR 06/25/2007 AM �PM Peak Hour Case: Highland&Ellis-AM-Alternate Lane Group Approach Delay Delay Lane X (sec/ (sec/ 709 App Grp v/s v/c veh) LOS veh) LOS 1581264 EB L 0.02 0.10 19.6 B 19.6 B TR 0.00 0.02 19.3 B t-169 14T 5 �115 WB * L 0.09 0.46 21.6 C 21.4 C '� TR 0.09 0.43 21.4 C ................ 22 7 � NB L 0.04 0.09 12.7 B 14.5 B * T 0.17 0.45 14.8 B R 0.06 0.16 12.7 B 18 I147 546 SB L er 0.00 6.5 A 1 2 3 *L ro 0.17 0.484 7.5 A TR 0.27 0.43 6.2 A 11 4 2 12 3 0 22 I 4 2 Int. 0.43 0.55 11.0 B l * Critical Lane Group #Left Movement Total SIG/Cinema v3.08 Page 2 NETSIM Summary Results Full Buildout Ellis St/Highland Blvd DMR 06/25/2007 �AAA 4 Peak Hour Case: Highland&Ellis-AM-Alternate Queues Spillback in Per Lane Average Worst Lane Lane Avg/Max Speed (%of Peak 709 App Group (veh) (mph) Period) 158 I264 EB L 1 / 1 7.4 0.0 TR 0/ 0 28.0 0.0 —169 4T 115 All 14.1 0.0 - ---------------- WB L 1 / 3 6.4 0.0 TR 1 / 3 21.2 0.0 22 7 i All 16.8 0.0 i E NB L 0/ 1 11.3 0.0 I T 4/ 7 14.6 0.0 18 1147 R 1 / 3 15.6 0.0 546 All 14.6 0.0 SB L 3 / 6 11.9 0.0 1 2 r?1� 3 TR 3 / 5 21.6 0.0 .-i. •' 4- � 11 4212 3022 :1. 42 All 19.6 0.0 Intersect. 17.2 SIG/Cinema v3.08 Page 3 HCM Analysis Summary Y Full Buildout Ellis St/Highland Blvd Area Type:Non CBD DMR 06/25/2007 Analysis Duration: 15 mins. PM Peak Hour Case: Highland&Ellis-PM-Alternate Lanes Gecom Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane.1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB 2 1 L 12.0 TR 12.0 WB 2 1 L 12.0 TR 12.0 NB 4 2 L 12.0 T 12.0 T 12.0 R 12.0 SB 3 2 L 12.0 T 12.0 TR 12.0 Last West North South Data L T R L T R L T R L T R Movement Volume v h 53 1 21 232 3 341 9 832 159 281 738 39 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 %Heavy Vehicles 1 1 1 1 1 1 2 2 2 2 2 2 Lane Groups L I TR L TR L T R L TR Arrival Type 3 3 1 3 3 f 3 1 3 3 3 3 RTOR Vol v h 2 90 75 4 Peds/Hour 5 5 5 5 %Grade 0 0 0 0 Buses/Hour 0 0 0 0 Parkers/Hour(LeftJRight) --- I --- --- - -_ ___ ___ ___ Signal Settings:Pretimed Operational Analysis Cycle Length: 70.0 Sec Lost Time Per Cycle:14.0 Sec Phase: 1 2 3 4 5 6 7 8 Ped Only EB LTP WB LTP NB LTP SB LTP LTP Green 20.0 12.0 24.0 0 Yellowl All Red 3.5 1 1.5 4.0 0.0 3.5 1.5 Ca acity Analysis Results Appro,ach: Lane Cap v/s g/C Lane v/c Delay Delay R_atio EB L 247 0.068 0.286 L 0.239 19.3 B 19.0 B TR 458 0.014 0.286 TR 0.048 18.1 B WB * L 397 0.185 0.286 L 0.650 24.9 C 24.2 C TR 455 0.177 0.286 TR 0.620 23.6 C NB L 210 0.016 0.343 L 0.048 15.8 B 24.2 C * T 1213 0.261 0.3-13 T 0.762 25.0 C R 539 0.059 0.3,13 R 0.173 16.8 B SB L er 106 0.035 0.414 13.8 B * L ro 303 0.171 0.171 L 0.763 26.5 C TR 2008 0.244 0.571 TR 0.428 9.2 A Intersection:Delay= 19.7 sec/veh l nt.LOS=B Xc-0.77 *Critical Lane Group :E:(v/s)Crit=0.62 SIG/Cinema v3.08 Page 1 HCM ST.I unary Results Full Buildout Ellis St/Highland Blvd DNm 06/25/2007 PM Peak Hour Case: Highland&Ellis-PM-Alternate Lane Group Approach Delay Delay Lane X (sec/ (sec/ 738 App Grp v/s v/c veh) LOS veh) L OS 39 I281 EB + L 0.07 0.24 19.3 B 19.0 13 TR 0.01 0.05 18.1 B t341 ~ 3 ,p--232 WB * L 0.19 0.65 24.9 C 24.2 C -------- TR 0.18 0.62 23.6 C 53 II 21 } } NB L 0.02 0.05 15.8 B 24.2 C t * T 0.26 0.76 25.0 C R 0.06 0.17 16.8 B 9 I159 832 SB L er 0.04 13.8 B 1 2 ,II L 3 ; *L ro 0.17 0.76 26.5 C ~ i ~�+ ' TR 1 0.24 0.43 9.2 A 19 4 2 12 4 O 23 4 21 Int. 0.62 0.77 19.7 B * Critical Lane Group #Left Movement Total SIG/Cinema v3.08 Page 2 3 NETSI [ Summary Results Full Buildout El lis St/Highland Blvd DMR 06/25/2007 PM Peak Hour Case: Iighland&Ellis-PM-Alternate Queues Spillbacic in Per Lane Average Worst Lane Lane Avg/Max Speed (%of Peak 738 App Group (veh) (mph) Period) 39 r8l i EB L 1 / 1 7.5 0.0 TR 0 / 1 23.4 0.0 ' �341 .- 3 All 14.2 0.0 .� F-232 WB L 4/ 5 6.3 0.0 -._... TR- 3 / 4 18.3 0.0 V, 1 1 51 �► 'l : TT ? 21 All 14.9 0.0 NB L 0/ 1 5.9 0.0 T 6/ 9 12.4 0.0 9 1159 R 2/ 3 14.5 0.0 832 All 12.4 0.0 SB L 6/ 11 4.9 0.0 1 2 !�L 3 TR 4/ 7 18.5 0.0 19 4 2 12 4 023 IF F 4 2 All 12.9 0.0 Intersect. 13.1 SIG/Cinema v3.08 Page 3 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information nal st DMR Intersection i Wand Blvd&E Curtiss St enc /Co. Engineering, Inc. Jurisdiction Bozeman Date Performed 411412008 Analysis Year rull Buildout nal sis Time Period AM Peak Hour (Project Description BOZ-06052�01 East/West Street: E Curtiss St North/South Street: Highland Blvd Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Ma or Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume(veh/h) 0 721 0 1 1087 3 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate,HFR 0 0 19 0 0 19 (veh/h) Percent Heavy Vehicles 0 — 0 Median Type Undivided [IT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 1 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 11 8 Peak-Hour Factor.PHF 0.55 0.55 0.55 0.40 0.40 0.40 Hourly Flow Rate,HFR 1 1207 3 0 801 0 (veh/h Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 0 1 0 0 1 Configuration R R Dela ,Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound IMovement 1 4 7 8 9 10 11 12 (Lane Configuration L L R R v(veh/h) 0 1 19 19 C(m)(veh/h) 584 831 605 446 vlc 0.00 0.00 0.03 0.04 95%queue length 0.00 0.00 0.10 0.13 Control Delay(s/veh) 11.2 9.3 11.1 13.4 ILOS B A B B Approach Delay(s/veh) — — 11.1 13.4 Approach LOS — — B B Copyright®2005 University of Florida,All Rights Reserved HCS+- Version 5 2 Generated: 4/25/2008 11:42 AM file://C:\Documents and Settings\dreagor\Local Settings\Temp\u2k5.tmp 4/25/2008 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst DMR Intersection Highland Blvd&E Curtiss St Agency/Co. Engineering, Inc. Jurisdiction Bozeman Date Performed 411412008 Analysis Year Full Buildout Analysis Time Period PM Peak Hour Project Description BOZ-06052.01 East=est Street: E Cwtiss St North/South Street: Highland Blvd Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume(veh/h) 6 1321 2 2 1019 9 Peak-Hour Factor,PHF 0.90 0.90 0.90 0.90 0.90 0.90 (Hourly Flow Rate,HFR(veh/h) 0 0 23 0 0 15 Percent Heavy Vehicles 0 -- 0 — Median Type Undivided IRT Channelized 0 0 Lanes 1 2 0 1 2 0 Configuration L T TR L T TR Upstream Signal 0 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 17 10 Peak-Hour Factor,PHF 0.55 0.55 0.71 0.40 0.40 0.63 Hourly Flow Rate,HFR(Veh/h) 2 1132 10 6 1467 2 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 IRT Channelized 0 0 (Lanes 0 0 1 0 0 1 Configuration R R Delay,Queue Length,and Level of Service Approach Northbound Southbound Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R R v(veh/h) 6 2 15 23 C(m)(veh/h) 619 465 367 469 ✓lc 0.01 0.00 0.04 0.05 95%queue length 0.03 0.01 0.13 0.15 Control Delay(s/veh) 10.9 12.8 15.2 13.1 LOS B B C B Approach Delay(s/veh) — 15.2 13.1 Approach LOS -- -- C B Copyright®2005 University of Florida,All Rights Reserved HCS+- Version 5.2 Generated: 4/25/2008 11:44 AM file://C:\Documents and Settings\dreagor\Local Settings\Temp\u2k2B.tmp 4/25/2008 HCM Analysis Summary Full Buildout E Main St/Highland Blvd Area Type:Non CBD DMR 06/25/2007 Analysis Duration: 15 mins. AM Peak Case: Main&Highland-AM Lanes Geometry:Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB 4 2 L 12.0 T 12.0 T 12.0 R 12.0 WB 3 2 L 12.0 T 12.0 TR 12.0 NB 3 1 L 12.0 LT 12.0 R 12.0 SB 1 2 LTR 12.0 East West North South Data L T R L T R L T R L T R Movement Volume v h) 1 352 590 501 609 4 477 2 250 0 0 0 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 %Heavy Vehicles 3 3 3 3 3 3 1 1 1 1 1 1 Lane Groups L T R L TR L LT R LTR Arrival Type 3 3 3 3 3 3 3 3 3 RTOR Vol v h 175 0 227 0 Peds/Hour 5 5 5 0 %Grade 0 0 0 0 Buses/Hour 0 0 0 0 Parkers/Hour(LeftIRight) --- I --- --- --- --- -- --- --- Signal Settings:Actuated Operational Analysis Cycle Length: 80.0 Sec Lost Time Per Cycle:13.0 Sec Phase: 1 2 3 4 5 6 7 8 Ped Only EB LTP R WB LTP LTP NB R LTP SB LTP Green 21.0 16.5 19.0 5.5 0 Yellow All Red 3.01 0.0 3.5 1.5 3.5 1.51 3.51 1.5 Capacity Analysis Results Approach. Lane Cap v/s g/C Lane v/c Delay Delay App Group ----fypb)- Ratio Ratio Group Ratio (se /veh) -(sr&%ve EB L 149 0.001 0.206 L 0.007 25.3 C 23.5 C T 723 0.112 0.206 T 0.541 31.3 C R 791 0.295 0.506 R 0.583 17.0 B WB * L er 160 0.163 0.269 21.5 C * L ro 460 0.263 0.262 L 0.898 32.2 C TR 1773 0.194 0.506 TR 0.384 12.7 B NB L 424 0.148 0.237 L 0.625 29.5 C 28.5 C * LT 426 0.149 0.237 LT 0.627 29.5 C R 857 0.016 0.538 R 0.030 8.7 A SB * LTR 131 0.000 0.069 LTR 0.000 0.0 A 0.0 A Intersection:Delay=23.6 sec/veh Int.LOS=C Xc 0.69 *Critical Lane Group 2(v/s)Crit=0.57 SIG/Cinema v3.08 Page 1 HCM Summary Results Full Buildout E Main St/Highland Blvd DMR 06/25/2007 AM Peak Case: Main&Highland-AM Lane Group Approach Delay Delay Lane X (sec/ (sec/ 0 App Grp v/s v/c veh) LOS veh) LOS 0 IO EB + (i L 0.00 0.01 25.3 C 23.5 C L T 0.11 0.54 31.3 C 4 � = 609 R 0.29 0.58 17.0 B 501 WB *L er 0.16 21.5 C ------------------- *L ro 0.26 0.904 32.2 C ................ TR0.19 0.38 12.7 B ...................................... --------- -------......... ....... NB L 0.15rO.63 29.5 C 28.5 C 352 * LT 0.15 29.5 C 590 R 0.02 . 8.7 A t - - 477�250 2 SB 1 2 3 4 *LTR 0.00 0.00 0.0 A 0.0 A *-- J l L 20 3 0 16 4 2 18 �II 4 2 5 4 2 Int. 0.57 0.69 23.6 1 C * Critical Lane Group #Left Movement Total SIG/Cinema v3.08 Page 2 NETSIM Summary Results Full Buildout E Main St/Highland Blvd DMR 06/25/2007 AM Peak Case: Main&Highland-AM Queues Spillback in Per Lane Average Worst Lane Lane Avg/Max Speed (%of Peak 0 App Group (veh) (mph) Period) 0 0 EB L 0/ 0 0.0 0.0 T 5 / 7 12.5 0.0 L 4 —609 R 2/ 3 18.3 0.0 C- -501 All 13.9 0.0 ..L ------------------- WB L 11 / 16 4.9 1.7 INi— TR51 7 16.7 0.0 -------------------------------------- -------------------------------------- 1 All 10.5 1.7 352 —► NB L 51 7 5.0 0.0 590 LT 51 6 12.3 0.0 1 4771250 R 2/ 3 21.8 0.0 2 All 11.2 0.0 1 2 3 4 IL SB LTR 0/ 0 0.0 0.0 r� 20 I 3 0 16 4 2 18 4 2 5 4 2 All 0.0 0.0 Intersect. 11.6 SIG/Cinema v3.08 Page 3 HCM Analysis Summary y y Full Buildout E Main St/Highland Blvd Area Type:Non CBD DMR 06/25/2007 Analysis Duration: 15 mins. PM Peak Case: Main&Highland-PM Lanes Geometry:Movements Serviced by Lane and Lane Widths (feet) A roach Outbound Lane 1 Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB 4 2 L 12.0 T 12.0 T 12.0 R 12.0 WB 3 2 L 12.0 T 12.0 TR 12.0 NB 3 1 L 12.0 LT 12.0 R 12.0 SB 1 2 LTR 12.0 East West North South Data L T R L T R L T R L T R Movement Volume v h 1 750 666 364 537 1 780 0 557 4 0 1 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 %Heavy Vehicles 3 3 3 3 3 3 1 1 1 1 1 1 Lane Groups L T R L TR L LT R LTR Arrival T e 3 3 3 3 3 3 3 3 3 RTOR Vol v h 225 0 200 0 Peds/Hour 5 5 5 0 %Grade 0 0 0 0 Buses/Hour 0 0 0 0 Parkers/Hour(LeftlRight) Signal Settings:Actuated Operational Analysis Cycle Length: 80.0 Sec Lost Time Per Cycle:13,0 Sec Phase: 1 2 3 4 5 6 7 8 Ped Only EB LTP R WB LTP LTP NB R LTP SB LTP Green 14.4 20.2 21.9 5.5 0 Yellow All Red 3.0 0.0 3.5 1.5 1 3.5 1.5 1 3.5 1.5 Ca a ity Analysis Results Approach: Lane Cap v/s P/C Lane v/c Delay Delay pb) ti JZ,16Q Group_ OS EB L 198 0.001 0.252 L 0.005 22.4 C 34.9 C T 885 0.238 0.252 T 0.941 48.3 D R 921 0.313 0.589 R 0.532 12.0 13 WB * L er 92 0.304 0.315 34.3 C * L ro 315 0.180 0.180 L 0.993 64.0 E TR 1647 0.171 0.470 TR 0.363 14.2 B NB * L 499 0.242 0.274 L 0.885 44.8 D 35.0 C LT 491 0.242 0.274 LT 0.884 44.5 D R 783 0.249 0.491 R 0.507 14.0 B SB * LTR 121 0.003 0.069 LTR 0.041 34.8 C 34.8 C Intersection:Delay=34.7 sec/vela hnt.LOS=C Xc 0.87 *Critical Lane Group 2(v/s)Crit=0.73 SIG/Cinema v3.08 Page 1 - ---------- CM Si..Mmary Results LDu" Buildout E Main St/Highland Blvd 06/25/2007 M Peak Case: Main 8s Highland-PM Lane Group Approach Delay Delay Lane X (sec/ (sec/ 0 App Grp v/S We veh) LOS veh) LOS 1 4 EB - j L� L 0.00 0.01 22.4 C 34.9 C L 1 T 0.24 0.94 48.3 D �537 R 0.31 0.53 12.0 B -364 .S_ - -------------------------------------- .......................... ......_... WB *L er 0.30 34.3 C *L ro 0.18 0.994 64.0 E =-------------- TR 0.17 0.36 H.2 B --•--------------------------------- ------ -------------------------------- NB * L 0.24 0.89 =11.8 D 35.0 C 750 - ; I - - G66 ; LT 0.24 0.89 44.5 D i R 0.25 0.51 14.0 B. i i 7807557 - - i O i i SB 1 2 3 4 *LTR 0.00 0.04 3-.8 C 34.8 C 14 - 3 0 19 4 2 21 �I; 4 2 5 4 2 Int. 0.73 0.871 31.7 C * Critical Lane Group Left Movement Total SIG/Cinema v3.08 Page 2 PiETSIM S..ummirry lesults Full Buildout E Win St/1-1ighland Blvd DMR 06/25/2007 PM Peak Case: Main&Highland-PM Queues Spillback in Per Lane Average Worst Lane Lane Avg/Max Speed (% of Peak 0 App Group (veh) (mph) Period) 1 4 EB L 0/ 0 0.0 j 0.0 • + T 8 / 10 11.3 0.0 L 1 —537 R 2 / 3 17.9 4.0 + + x--364 All12.4 0.0 ---------------_ .................... ��------------.................. WB L 9/20 3.9 5.3 �— TR4 / 6 14.5 0.0 --------------------------------- .............................. ------------------- All 9.4 5.3 — 750 — NB L 8 / 10 4.6 0.0 666 LT 8 / 10 10.8 0.0 t 7801557 R 51 9 15.0 0.0 0 All 10.0 0.0 1 2 3 4 SB LTR 0/ 1 7.7 0.0 14 ; 0 19 4 2 21 4 2 5 4 2 All 7.7 0.0 Intersect. !I 10.7— SIG/Cinema v3.08 Page 3 APPENDIX E CAPACITY CALCULATIONS - FULL BUILD-OUT ROUNDABOUT ALTERNATIVE ****************************************************************************** * 20 :4 : 08 HIL+ELLIS 177 * ****************************************************************************** * * E (m) 8 . 3 4 . 5 8 . 3 4 . 5 * TIME PERIOD min 90 iL' (m) 25 . 00 25 . 00 25 . 0 25 . 0 * TIME SLICE min 15 �V (m) 7 . 20 4 . 2 7 . 2 4 . 2 * RESULTS PERIOD min 15 75 RAD (m) 25 . 00 25 . 0 25 . 0 25 . 0 * TIME COST $/hr 15 . 00 PHI (d) 20 . 00 20 . 00 20 . 00 20 . 00 * FLOW PERIOD min 15 75 DIA (m) 41 . 00 50 . 00 50 . 00 41 . 00 * FLOW TYPE pcu/veh VEH GRAD SEP 0 0 0 0 * FLOW PEAK am/op/pm AM * * ****************************************************************************** ILEG NAME *PCU *VEH TURNS (1st exit, 2nd. .U) *FLOF*CL* FLOW RATIO *FLOW TIME* * * * * * * * NORTH *1 . 02* 158 709 264 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 * ,WEST *1 . 02* 7 1 22 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 * SOUTH *1 . 02* 147 546 18 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 * EAST *1 . 02* 169 5 102 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 * * * * * * * * Ara * * * * * * * * * * * * * * ****************************************************************************** vp 4 W Q✓ FLOW veh 1131 30 711 276 * AVEDEL s 10 . 8 * CAPACITY veh 2430 782 2307 1043 * LOS SIG B * AVE DELAY mins 0 . 18 0 . 21 0 . 17 0 . 21 * LOS UNSIG B * MAX DELAY mins 0 . 20 0 . 24 0 . 18 0 . 24 AVE QUEUE veh 1 0 0 0 * VEHIC HRS 6 . 5 * MAX QUEUE veh 1 0 1 0 * COST $ 97 * * * ******************************************************************************* ******************************************************************************** * * 20 :4 : 08 HIL+ELLIS 176 * ******************************************************************************** * * E (m) 8 . 3 4 . 5 8 . 3 4 . 5 * TIME PERIOD min 90 * L' (m) 25 . 00 25 . 00 25 . 0 25 . 0 * TIME SLICE min 15 * V (m) 7 . 20 4 . 2 7 . 2 4 .2 * RESULTS PERIOD min 15 75 * RAD (m) 25 . 00 25 . 0 25 . 0 25 . 0 * TIME COST $/hr 15 . 00 * PHI (d) 20 . 00 20 . 00 20 . 00 20 . 00 * FLOW PERIOD min 15 75 * DIA (m) 41 . 00 50 . 00 50 . 00 41 . 00 * FLOW TYPE pcu/veh VEH * GRAD SEP 0 0 0 0 * FLOW PEAK am/op/pm AM * * * * LEG NAME *PCU *VEH TURNS (1st exit, 2nd. .U) *FLOF*CL* FLOW RATIO *FLOW TIME* * * * * * * * * *NORTH *1 . 02* 158 709 264 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 * * WEST *1 . 02* 7 1 22 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 * *SOUTH *1 . 02* 147 546 18 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 * * EAST *1 . 02* 169 5 102 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 * * * * * * * * * * * * * * * * * ******************************************************************************** * * * * FLOW veh 1131 30 711 276 * AVEDEL s 11 . 4 * * CAPACITY veh 2227 579 2104 840 * LOS SIG B * * AVE DELAY mins 0 . 19 0 . 24 0 . 18 0 . 24 * LOS UNSIG B * * MAX DELAY mins 0 . 21 0 . 28 0 . 19 0 . 28 * AVE QUEUE veh 1 0 1 0 * VEHIC HRS 6 . 8 * MAX QUEUE veh 1 0 1 1 * COST $ 102 * * * ******************************************************************************** ****************************************************************************** * 20 :4 : 08 HIL+ELLIS 178 * * * E (m) 8 . 3 4 . 5 8 . 3 4 . 5 * TIME PERIOD min 90 L' (m) 25 . 00 25 . 00 25 . 0 25 . 0 * TIME SLICE min 15 V (m) 7 . 20 4 . 2 7 . 2 4 . 2 * RESULTS PERIOD min 15 75 RAD (m) 25 . 00 25 . 0 25 . 0 25 . 0 * TIME COST $/hr 15 . 00 ,PHI (d) 20 . 00 20 . 00 20 . 00 20 . 00 * FLOW PERIOD min 15 75 IDIA (m) 41 . 00 50 . 00 50 . 00 41 . 00 * FLOW TYPE pcu/veh VEH GRAD SEP 0 0 0 0 * FLOW PEAK am/op/pm PM * * LEG NAME *PCU *VEH TURNS (1st exit, 2nd. .U) *FLOF*CL* FLOW RATIO *FLOW TIME* * * * * * * * "1ORTH *1 . 02* 39 738 281 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 WEST *1 . 02* 21 5 53 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 SOUTH *1 . 02* 159 832 9 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 EAST *1 . 02* 341 3 207 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 * * * * * * * * * * * * * * ****************************************************************************** y ri og Ir�g FLOW veh 1058 79 1000 551 * AVEDEL s 12 . 9 CAPACITY veh 2352 696 2266 859 * LOS SIG B AVE DELAY mins 0 . 18 0 . 23 0 . 18 0 . 35 * LOS UNSIG B MAX DELAY mins 0 . 20 0 . 27 0 . 20 0 .48 AVE QUEUE veh 1 0 1 2 * VEHIC HRS 9 . 7 MAX QUEUE veh 1 0 1 3 * COST $ 145 * * ******************************************************************************* ******************************************************************************** * * * 20 :4 : 08 HIL+ELLIS 179 * * ******************************************************************************** * * * * E (m) 8 . 3 4 . 5 8 . 3 4 . 5 * TIME PERIOD min 90 * L' (m) 25 . 00 25 . 00 25 . 0 25 . 0 * TIME SLICE min 15 * V (m) 7 . 20 4 . 2 7 . 2 4 . 2 * RESULTS PERIOD min 15 75 * RAD (m) 25 . 00 25 . 0 25 . 0 25 . 0 * TIME COST $/hr 15 . 00 * PHI (d) 20 . 00 20 . 00 20 . 00 20 . 00 * FLOW PERIOD min 15 75 * DIA (m) 41 . 00 50 . 00 50 . 00 41 . 00 * FLOW TYPE pcu/veh VEH * GRAD SEP 0 0 0 0 * FLOW PEAK am/op/pm PM * * * ******************************************************************************** * LEG NAME *PCU *VEH TURNS (1st exit, 2nd. .U) *FLOF*CL* FLOW RATIO *FLOW TIME* * * * * * * * * *NORTH *1 . 02* 39 738 281 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 * * WEST *1 . 02* 21 5 53 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 * *SOUTH *1 . 02* 159 832 9 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 * * EAST *1 . 02* 341 3 207 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 * * * * * * * * * * * * * * * * * * * * * * * * * ******************************************************************************** * * * * FLOW veh 1058 79 1000 551 * AVEDEL s 22 .4 * * CAPACITY veh 2149 493 2063 656 * LOS SIG C * * AVE DELAY mins 0 . 19 0 . 28 0 . 19 1 . 08 * LOS UNSIG C * * MAX DELAY mins 0 . 21 0 . 35 0 . 21 2 . 09 * AVE QUEUE veh 1 0 1 9 * VEHIC HRS 16 . 7 * * MAX QUEUE veh 1 0 1 18 * COST $ 251 * * * * ******************************************************************************** I ******************************************************************************* I 20 :4 : 08 DEACNRTH 142 * ****************************************************************************** E (m) 4 . 5 4 . 5 4 . 5 4 . 5 * TIME PERIOD min 90 L' (m) 25 . 00 25 . 00 25 . 0 25 . 0 * TIME SLICE min 15 V (m) 4 . 20 4 . 2 4 .2 4 . 2 * RESULTS PERIOD min 15 75 RAD (m) 25 . 00 25 . 0 25 . 0 25 . 0 * TIME COST $/hr 15 . 00 PHI (d) 20 . 00 21 . 00 20 . 00 21. 00 * FLOW PERIOD min 15 75 DIA (m) 41 . 00 41. 00 41 . 00 41 . 00 * FLOW TYPE pcu/veh VEH GRAD SEP 0 0 0 0 * FLOW PEAK am/op/pm AM * ****************************************************************************** LEG NAME *PCU *VEH TURNS (1st exit, 2nd. .U) *FLOF*CL* FLOW RATIO *FLOW TIME* * * * * * * * NORTH *1 . 02* 66 634 100 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 WEST *1 . 02* 3 5 23 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 SOUTH *1 . 02* 34 618 15 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 EAST *1 . 02* 67 5 32 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 * * * * * * * * * * * * * * * * FLOW veh 800 31 667 104 * AVEDEL s 16 . 9 CAPACITY veh 1159 730 1113 795 * LOS SIG B AVE DELAY mins 0 . 30 0 .22 0 . 27 0 . 22 * LOS UNSIG C MAX DELAY mins 0 . 39 0 . 25 0 . 33 0 . 25 AVE QUEUE veh 2 0 2 0 * VEHIC HRS 7 . 5 'MAX QUEUE veh 3 0 2 0 * COST $ 113 * * ******************************************************************************* ******************************************************************************** * 20 :4 : 08 DEACNRTH 141 * * * * * E (m) 4 . 5 4 . 5 4 . 5 4 . 5 * TIME PERIOD min 90 * L' (m) 25 . 00 25 . 00 25 . 0 25 . 0 * TIME SLICE min 15 * V (m) 4 . 20 4 . 2 4 . 2 4 .2 * RESULTS PERIOD min 15 75 * RAD (m) 25 . 00 25 . 0 25 . 0 25 . 0 * TIME COST $/hr 15 . 00 * PHI (d) 20 . 00 21 . 00 20 . 00 21 . 00 * FLOW PERIOD min 15 75 * DIA (m) 41 . 00 41 . 00 41 . 00 41 . 00 * FLOW TYPE pcu/veh VEH * GRAD SEP 0 0 0 0 * FLOW PEAK am/op/pm �; * * * ******************************************************************************** * LEG NAME *PCU *VEH TURNS (1st exit, 2nd. .U) *FLOF*CL* FLOW RATIO *FLOW TIME* * * * * * * * * *NORTH *1 . 02* 66 634 100 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 * * WEST *1 . 02* 3 5 23 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 * *SOUTH *1 . 02* 34 618 15 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 * * EAST *1 . 02* 67 5 32 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 * * * * * * * * * * * * * * * * * * * * * * * * * ******************************************************************************** * FLOW veh 800 31 667 104 * AVEDEL s 13 . 8 * * CAPACITY veh 1362 932 1316 998 * LOS SIG B * * AVE DELAY mins 0 . 24 0 . 20 0 . 22 0 . 20 * LOS UNSIG B * * MAX DELAY mins 0 . 28 0 . 22 0 . 26 0 . 22 * AVE QUEUE veh 1 0 1 0 * VEHIC HRS 6 . 1 * * MAX QUEUE veh 2 0 1 0 * COST $ 92 * * * ******************************************************************************** ****************************************************************************** * 20 :4 : 08 DEACNRTH 140 * ****************************************************************************** * E (m) 4 . 5 4 . 5 4 . 5 4 . 5 * TIME PERIOD min 90 L' (m) 25 . 00 25 . 00 25 . 0 25 . 0 * TIME SLICE min 15 V (m) 4 . 20 4 . 2 4 . 2 4 . 2 * RESULTS PERIOD min 15 75 RAD (m) 25 . 00 25 . 0 25 . 0 25 . 0 * TIME COST $/hr 15 . 00 . PHI (d) 20 . 00 21 . 00 20 . 00 21 . 00 * FLOW PERIOD min 15 75 DIA (m) 41 . 00 41 . 00 41 . 00 41 . 00 * FLOW TYPE pcu/veh VEH ' GRAD SEP 0 0 0 0 * FLOW PEAK am/op/pm PM * LEG NAME *PCU *VEH TURNS (1st exit, 2nd. .U) *FLOF*CL* FLOW RATIO *FLOW TIME* * * * * * * * 'FORTH *1 . 02* 28 794 126 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 * WEST *1 . 02* 18 7 60 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 * SOUTH *1 . 02* 44 - 792 6 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 EAST *1 . 02* 129 7 62 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 * * * * * * * * * * * * * * * * * * * * * * * FLOW veh 948 85 842 198 * AVEDEL Is 25 . 4 CAPACITY veh 1145 601 1075 675 * LOS SIG C AVE DELAY mins 0 .48 0 . 25 0 .42 0 . 26 * LOS UNSIG D MAX DELAY mins 0 . 75 0 . 29 0 . 61 0 . 31 AVE QUEUE veh 6 0 4 0 * VEHIC HRS 14 . 6 MAX QUEUE veh 9 0 6 1 * COST $ 220 * * ******************************************************************************* ******************************************************************************** * 20 :4 : 08 DEACNRTH 139 * ******************************************************************************** * * * * E (m) 4 . 5 4 . 5 4 . 5 4 . 5 * TIME PERIOD min 90 * L' (m) 25 . 00 25 . 00 25 . 0 25 . 0 * TIME SLICE min 15 * V (m) 4 . 20 4 . 2 4 . 2 4 . 2 * RESULTS PERIOD min 15 75 * RAD (m) 25 . 00 25 . 0 25 . 0 25 . 0 * TIME COST $/hr 15 . 00 * PHI (d) 20 . 00 21 . 00 20 . 00 21 . 00 * FLOW PERIOD min 15 75 * DIA (m) 41 . 00 41 . 00 41 . 00 41 . 00 * FLOW TYPE pcu/veh VEH * GRAD SEP 0 0 0 0 * FLOW PEAK am/op/pm PM * * * * LEG NAME *PCU *VEH TURNS (1st exit, 2nd. .U) *FLOF*CL* FLOW RATIO *FLOW TIME* * * * * * * * * *NORTH *1 . 02* 28 794 126 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 * * WEST *1 . 02* 18 7 60 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 * *SOUTH *1 . 02* 44 792 6 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 * * EAST *1 . 02* 129 7 62 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 * * * * * * * * * * * * * * * * * * * * * * * * * ******************************************************************************** * FLOW veh 948 85 42 198 * AVEDEL s 16 . 3 * * CAPACITY veh 1348 804 1278 878 * LOS SIG B * * AVE DELAY mins 0 . 29 0 .22 0 .27 0 . 22 * LOS UNSIG C * * MAX DELAY mins 0 . 37 0 . 25 0 . 34 0 . 25 * AVE QUEUE veh 3 0 2 0 * VEHIC HRS 9 . 4 * MAX QUEUE veh 3 0 3 0 * COST $ 141 * * * ******************************************************************************** 20 :4 : 08 DEACMAIN 146 * E (m) 4 . 5 4 . 5 4 . 5 4 . 5 * TIME PERIOD min 90 * Ll (m) 25 . 00 25 . 00 24 . 2 24 . 2 * TIME SLICE min 15 * RESULTS PERIOD min 15 75 IV (m) 4 . 20 4 . 2 4 2 ' * TIME COST $/hr 15 . 00 * RAD (m) 25 . 00 25 . 0 25 . 0 25 . 0 * FLOW PERIOD min 15 75 PHI (d) 20 . 00 21 . 00 20 . 00 21 . 00 * FLOW TYPE pcu/veh VEH DIA (m) 41 . 00 41 . 00 41 . 00 41 . 00 * FLOW PEAK am/op/pm AM GRAD SEP 0 0 0 0 * LEG NAME *PCU *VEH TURNS (1st exit, 2nd. .U) *FLOF*CL* FLOW RATIO *FLOW TIME* * * *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 [NORTH *1 . 02* 106 5 523 50 0 9 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 WEST *1 . 02* 6 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 SOUTH *1 . 02* 67 611 18 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 ( EAST *1 . 02* 44 5 44 0 * * * * * * * * * * * * * veh 681 20 696 93 * AVEDEL s 15 . 5 FLOW * LOS SIG B CAPACITY veh 1150 818 1152 806 * LOS UNSIG C AVE DELAY mins 0 . 26 0 . 21 0 . 26 0 . 22 k MAX DELAY mins 0 .32 0 . 23 0 . 32 0 .240 * VEHIC HRS 6 .4 k AVE QUEUE veh 1 0 * COST $ 96 MAX QUEUE veh 2 0 2 0 * ******************************************************************************** ******************************************************************************** * * 20 :4 : 08 DEACMAIN 145 * ******************************************************************************** * * * * E (m) 4 . 5 4 . 5 4 . 5 4 . 5 * TIME PERIOD min 90 * L' (m) 25 . 00 25 . 00 25 . 0 25 . 0 * TIME SLICE min 15 * V (m) 4 . 20 4 . 2 4 . 2 4 . 2 * RESULTS PERIOD min 15 75 * RAD (m) 25 . 00 25 . 0 25 . 0 25 . 0 * TIME COST $/hr 15 . 00 * PHI (d) 20 . 00 21 . 00 20 . 00 21 . 00 * FLOW PERIOD min 15 75 * DIA (m) 41 . 00 41 . 00 41 . 00 41 . 00 * FLOW TYPE pcu/veh VEH * GRAD SEP 0 0 0 0 * FLOW PEAK am/op/pm AM * * * /cir**�c*�r*icic* Ft*icickyc**yc 'rtictic* 'r�cycF* cicF�ctirFFF�cic�c* ilc* tic*#�ek#*��r�*********''k*'.c********:kf: * LEG NAME *PCU *VEH TURNS (1st exit, 2nd. .U) *FLOF*CL* FLOW RATIO *FLOW TIME* * * * * * * * * *NORTH *1 . 02* 108 523 50 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 * WEST *1 . 02* 6 5 9 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 *SOUTH *1 . 02* 67 611 18 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 * EAST *1 . 02* 44 5 44 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 * * * * * * * * * * * * * * * * ******************************************************************************** * FLOW veh 681 20 696 93 * AVEDEL s 13 . 2 * CAPACITY veh 1353 1021 1355 1008 * LOS SIG B * AVE DELAY mins 0 . 22 0 . 19 0 . 22 0 . 20 * LOS UNSIG B * MAX DELAY mins 0 . 25 0 . 21 0 . 26 0 . 22 * AVE QUEUE veh 1 0 1 0 * VEHIC HRS 5 . 5 * MAX QUEUE veh 1 0 1 0 * COST $ 82 * * * ******************************************************************************** ****************************************************************************** * 20 :4 : 08 DEACMAIN 144 * * E (m) 4 . 5 4 . 5 4 . 5 4 . 5 * TIME PERIOD min 90 L' (m) 25 . 00 25 . 00 25 . 0 25 . 0 * TIME SLICE min 15 IV (m) 4 . 20 4 . 2 4 .2 4 . 2 * RESULTS PERIOD min 15 75 RAD (m) 25 . 00 25 . 0 25 . 0 25 . 0 * TIME COST $/hr 15 . 00 PHI (d) 20 . 00 21 . 00 20 . 00 21 . 00 * FLOW PERIOD min 15 75 DIA (m) 41 . 00 41 . 00 41 . 00 41 . 00 * FLOW TYPE pcu/veh VEH GRAD SEP 0 0 0 0 * FLOW PEAK am/op/pm PM * LEG NAME *PCU *VEH TURNS (1st exit, 2nd. .U) *FLOF*CL* FLOW RATIO *FLOW TIME* * * * * * * * -JORTH *1 . 02* 24 726 63 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 WEST *1 . 02* 16 7 84 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 SOUTH *1 . 02* 87 697 9 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 EAST *1 . 02* 84 7 84 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 * * * * * * * * * * * * * * * * * * * * * S� vv FLOW veh 813 107 793 175 * AVEDEL s 14 . 7 CAPACITY veh 1333 869 1301 918 * LOS SIG B AVE DELAY mins 0 . 25 0 . 21 0 . 25 0 . 21 * LOS UNSIG B MAX DELAY mins 0 . 30 0 . 24 0 . 31 0 . 24 AVE QUEUE veh 2 0 2 0 * VEHIC HRS 7 . 7 MAX QUEUE veh 2 0 2 0 * COST $ 115 * ******************************************************************************* ******************************************************************************** * * * 20 :4 : 08 DEACMAIN 143 * ******************************************************************************** * * * E (m) 4 . 5 4 . 5 4 . 5 4 . 5 * TIME PERIOD min 90 * L' (m) 25 . 00 25 . 00 25 . 0 25 . 0 * TIME SLICE min 15 * V (m) 4 . 20 4 . 2 4 . 2 4 .2 * RESULTS PERIOD min 15 75 * RAD (m) 25 . 00 25 . 0 25 . 0 25 . 0 * TIME COST $/hr 15 . 00 * PHI (d) 20 . 00 21 . 00 20 . 00 21 . 00 * FLOW PERIOD min 15 75 * DIA (m) 41 . 00 41 . 00 41 . 00 41 . 00 * FLOW TYPE pcu/veh VEH * GRAD SEP 0 0 0 0 * FLOW PEAK am/op/pm PM * * * LEG NAME *PCU'*VEH TURNS (1st exit, 2nd. .U) *FLOF*CL* FLOW RATIO *FLOW TIME* � * * * * * * * * *NORTH *1 . 02* 24 726 63 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 * WEST *1 . 02* 16 7 84 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 *SOUTH *1 . 02* 87 697 9 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 * EAST *1 . 02* 84 7 84 0 *1 . 00*R5*0 . 75 1 . 125 0 . 75*15 45 75 * * * * * * * * * * * * * * * * * * * * * * * * ******************************************************************************** * * FLOW veh 813 107 793 175 * AVEDEL s 19 . 2 * CAPACITY veh 1130 666 1098 715 * LOS SIG B * AVE DELAY mins 0 . 33 0 . 24 0 . 34 0 . 24 * LOS UNSIG C * MAX DELAY mins 0 .44 0 . 28 0 .46 0 . 29 * AVE QUEUE veh 3 0 3 0 * VEHIC HRS 10 . 1 * MAX QUEUE veh 4 0 4 0 * COST $ 151 * * ******************************************************************************** * 12 : 5 : 08 HIL+PAINT 159 * * * E (m) 8 . 0 8 . 0 4 . 5 4 . 5 * TIME PERIOD min 90 1L' (m) 25 . 00 75 . 00 25 . 0 25 . 0 * TIME SLICE min 15 V (m) 7 . 20 4 .20 4 . 2 4 . 2 * RESULTS PERIOD min 15 75 RAD (m) 25 . 00 25 . 0 25 . 0 25 . 0 * TIME COST $/hr 15 . 00 PHI (d) 20 . 00 21 . 00 20 . 00 21 . 00 * FLOW PERIOD min 15 75 DIA (m) 41 . 00 54 . 00 41 . 00 41 . 00 * FLOW TYPE pcu/veh VEH GRAD SEP 0 0 0 0 * FLOW PEAK am/op/pm AM * * , LEG NAME *PCU *VEH TURNS (1st exit, 2nd. .U) *FLOF*CL* FLOW RATIO *FLOW TIME* NORTH *1 . 02* 103 277 162 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 WEST *1 . 02* 56 10 67 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 SOUTH *1 . 02* 139 484 154 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 EAST *1 . 02* 155 10 131 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 * * * * * * * * * * * * * * * * * * * * * k** k*�cicic*ic* F�cF�c�c* F** t�c�cFkk** Ir**** FicF�c�c**ic+F***�ct**�c***k* F* Fk�cFFF** t*�c* F*�cFFt*�cF* �g g tiQ FLOW veh 542 133 777 296 * AVEDEL s 13 . 1 * CAPACITY veh 2219 1899 1250 969 * LOS SIG B * AVE DELAY mins 0 . 17 0 . 17 0 . 26 0 . 22 * LOS UNSIG B MAX DELAY mins 0 . 18 0 . 18 0 . 32 0 . 25 AVE QUEUE veh 0 0 2 0 * VEHIC HRS 6 .4 MAX QUEUE veh 0 0 2 1 * COST $ 95 * * ******************************************************************************* ******************************************************************************** * * * 12 : 5 : 08 HIL+PAINT 158 * * ******************************************************************************** * * * * E (m) 8 . 0 8 . 0 4 . 5 4 . 5 * TIME PERIOD min 90 * L' (m) 25 . 00 75 . 00 25 . 0 25 . 0 * TIME SLICE min 15 * V (m) 7 . 20 4 . 20 4 . 2 4 . 2 * RESULTS PERIOD min 15 75 * RAD (m) 25 . 00 25 . 0 25 . 0 25 . 0 * TIME COST $/hr 15 . 00 * PHI (d) 20 . 00 21 . 00 20 . 00 21 . 00 * FLOW PERIOD min 15 75 * DIA (m) 41 . 00 54 . 00 41 . 00 41 . 00 * FLOW TYPE pcu/veh VEH * GRAD SEP 0 0 0 0 * FLOW PEAK am/op/pm AM * * * ******************************************************************************** * LEG NAME *PCU *VEH TURNS (1st exit, 2nd. .U) *FLOF*CL* FLOW RATIO *FLOW TIME* * * * * * * * * *NORTH *1 . 02* 103 277 162 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 * * WEST *1 . 02* 56 10 67 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 * *SOUTH *1 . 02* 139 484 154 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 * * EAST *1 . 02* 155 10 131 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 * * * * * * * * * * * * * * * * * * * * * * * * ******************************************************************************** * * * * FLOW veh 542 133 777 296 * AVEDEL s 16 . 5 * CAPACITY veh 2016 1696 1047 766 * LOS SIG B * * AVE DELAY mins 0 . 17 0 . 17 0 . 37 0 .26 * LOS UNSIG C * * MAX DELAY mins 0 . 19 0 . 18 0 . 52 0 .31 * AVE QUEUE veh 0 0 3 1 * VEHIC HRS 8 . 0 * * MAX QUEUE veh 0 0 5 1 * COST $ 120 * * * * ******************************************************************************** * 12 : 5 : 08 HIL+PAINT 157 * * * E (m) 8 . 0 8 . 0 4 . 5 4 . 5 * TIME PERIOD min 90 L' (m) 25 . 00 75 . 00 25 . 0 25 . 0 * TIME SLICE min 15 V (m) 7 . 20 4 . 20 4 . 2 4 . 2 * RESULTS PERIOD min 15 75 RAD (m) 25 . 00 25 . 0 25 . 0 25 . 0 * TIME COST $/hr 15 . 00 PHI (d) 20 . 00 21 . 00 20 . 00 21 . 00 * FLOW PERIOD min 15 75 DIA (m) 41 . 00 54 . 00 41 . 00 41 . 00 * FLOW TYPE pcu/veh VEH GRAD SEP 0 0 0 0 * FLOW PEAK am/op/pm k****************************************************************************** LEG NAME *PCU *VEH TURNS (1st exit, 2nd. .U) *FLOF*CL* FLOW RATIO *FLOW TIME* * * * * * * * JORTH *1 . 02* 66 600 231 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 * WEST *1 . 02* 146 15 120 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 * SOUTH *1 . 02* 193 377 67 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 * EAST *1 . 02* 248 15 206 0 *1 . 00*50*0 . 75 1 . 125 0 . 75*15 45 75 * * * * * * * * * * * * * * k****************************************************************************** * FLOW veh 897 281 637 469 * AVEDEL s 12 . 5 . CAPACITY veh 2225 1562 1174 1053 * LOS SIG B * AVE DELAY mins 0 . 18 0 . 18 0 . 24 0 . 24 * LOS UNSIG B * MAX DELAY mins 0 . 19 0 . 20 0 .29 0 . 28 AVE QUEUE veh 1 0 1 1 * VEHIC HRS 7 . 9 MAX QUEUE veh 1 0 2 1 * COST $ 119 * * ******************************************************************************* ******************************************************************************** * 12 : 5 : 08 HIL+PAINT 156 * * ******************************************************************************** * E (m) 8 . 0 8 . 0 4 . 5 4 . 5 * TIME PERIOD min 90 * L' (m) 25 . 00 75 . 00 25 . 0 25 . 0 * TIME SLICE min 15 * V (m) 7 . 20 4 . 20 4 . 2 4 . 2 * RESULTS PERIOD min 15 75 * RAD (m) 25 . 00 25 . 0 25 . 0 25 . 0 * TIME COST $/hr 15 . 00 * PHI (d) 20 . 00 21 . 00 20 . 00 21 . 00 * FLOW PERIOD min 15 75 * DIA (m) 41 . 00 54 . 00 41 . 00 41 . 00 * FLOW TYPE pcu/veh VEH * GRAD SEP 0 0 0 0 * FLOW PEAK am/op/pm PM * LEG NAME *PCU *VEH TURNS (1st exit, 2nd. .U) *FLOF*CL* FLOW RATIO *FLOW TIME* *NORTH sB *1 . 02* 66 600 231 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 * * WEST fB *1 . 02* 146 15 120 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 * *SOUTH *1 .02* 193 377 67 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 * * EAST *1 . 02* 248 15 206 0 *1 . 00*85*0 . 75 1 . 125 0 . 75*15 45 75 * * * * * * * * * * * * * * * * * ******************************************************************************** * �g �a r►3 W3 * * * FLOW veh 897 281 637 469 * AVEDEL s 14 . 7 * * CAPACITY veh 2022 1359 971 850 * LOS SIG B * * AVE DELAY mins 0 . 19 0 . 19 0 . 32 0 . 29 * LOS UNSIG B * * MAX DELAY mins 0 . 21 0 . 21 0 . 42 0 . 37 * AVE QUEUE veh 1 0 2 1 * VEHIC HRS 9 .3 * * MAX QUEUE veh 1 0 3 2 * COST $ 140 * ********************************************************************************