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HomeMy WebLinkAbout02 - Traffic Impact Study - Walton Homestead QL TRAFFIC IMPACT STUDY 5-A . WALTON HOMESTEAD SUBDIVSION • II 1 rgared �r�.p afr RWAY,�L LCou 4% VIP nt prepared : T NPORT ON C HERS Billings, MT 14. _ MARVIN & ASSQC�TK ' A l ve TRAFFIC IMPACT STUDY WALTON HOMESTEAD SUBDIVISION BOZEMAN, MONTANA PREPARED FOR OAKWAY, L.L.C. ONTA� PREPARED BY .�`, .• .,'9 ROBERT R.• x v MA . MARVIN & ASSOCIATES 36` E :z 1001 S. 246 Street West#111 ,s' Rf;,•,;,E•`,��,= Billings, MT 59102 NA1 July 2, 2002 Professional Traffic Operations Engineer#259 TABLE OF CONTENTS PAGE INTRODUCTION 1 SITE LOCATION & DESCRIPTION 2 EXISTING CONDITIONS Streets 3 Traffic Volumes 4 Traffic Operations 5 Speeds 7 TRIP GENERATION 7 TRIP DISTRIBUTION 10 TRAFFIC ASSIGNMENT 12 TRAFFIC IMPACTS Traffic Volumes 15 Capacity Impacts 15 ACCESS & INTERNAL CIRCULATION 18 IMPACT MITIGATION & RECOMMENDATIONS 18 APPENDIX"A" Traffic Volumes 20 APPENDIX"B" Capacity calculations 21 APPENDIX"C" Internal Capture Rates 22 APPENDIX"D" Signal Warrants 23 LIST OF FIGURES PAGE Figure 1. Site Location & Proposed Layout 2 Figure 2. Existing Traffic Volumes 6 Figure 3. Trip Distribution Percentages 11 Figure 4. Average Weekday Traffic Assignment 13 Figure 5., Peak PM Hour Traffic Assignment 14 Figure 6. Existing Plus Site Traffic Impact Volumes 16 Figure 7. Capacity- Level of Service Impacts 17 LIST OF TABLES Page Table 1. Walton homestead Trip Generation 7 Table 2. Trip Mode & Classification Summary 9 WALTON HOMESTEAD SUBDIVISION Traffic Impact Study INTRODUCTION �=a This report summarizes existing conditions,trip generation characteristics,trip distribution,traffic assignment, and impact analysis within the structure of a traffic impact study. The study was completed for a proposed development to be located between Durston Road and Oak Street along the alignment of North 151h Avenue in Bozeman, MT (see Figure 1). This study was prepared for Oakway, L.L.C. who is the developer of this project. Rocky Mountain Engineering is preparing the subdivision documents for the developers and has provided background information for this study. The property is known as the Walton Homestead Subdivision. Because of local laws and ordinances pertaining to subdivision platting and development for land uses with potential for traffic impacts on the surrounding street system, a traffic impact study is required prior to subdivision plat approval. The study evaluated potential traffic impacts on the surrounding system and at key intersections not contiguous with the site. In addition, proposed access points onto the existing street system were evaluated and recommendations regarding traffic control at these location were made. Internal circulation components of the proposed site plan were also evaluated with respect to traffic safety and operational efficiency. The primary purpose of this study is to address specific impacts of the new development with regard to street system access and circulation, and to provide mitigating measures to reduce or eliminate identifiable impacts. Study methodology and analysis procedures within this study employ the latest technology and nationally accepted standards in the area of site development and transportation impact assessment. Recommendations made within this report are based on accepted standards and the professional judgement of the author, with consideration of the traveling public's interests as a primary objective. SITE LOCATION & DESCRIPTION The proposed development would be built on existing pasture land(see Figure 1). An existing house adjacent to the north side of Durston Road would be surrounding by the new development and would maintain its current access. The northern edge of the property borders Oak Street. Both the eastern and western borders would abut existing pasture lands that have a few structures. Primary streets within the-subdivision would be 15`h Avenue,which would be continuous between Oak and Durston, North 141h Avenue,which would extend from Oak to Jupiter approximately mid-way between Oak and Durston, and Jupiter,which would provide for east- west continuity between future developments on either side. Page 1 WALTON HOMESTEAD SUBDIVISION / Q a111q I Itflrt P,Iq.Ml.li Oak St. Ilu p •0CdSt. 1 P z z R - O a 5 c Birch St. S �lm� liminwlluni� N = Juniper St. (/, yrlq PIIN H W.nd—j T TTT �^f10 sC rEl Z a 7 2 a Durston Rd. a L I 1 L ^ 11rI❑r �II(r1I' 111 V I � Z Z 00 011"( , Pllq lll.K PfICE.Ii♦K �I W.Beall W. Mai St. UM= i Babcock St. _ ❑B BF==� A ®�oHH A - " fq STRE Q111 R R i F = C A - 5 - IJJ Figure 1. Site Location & Proposed Layout Page 2 Access to the subdivision would be at proposed intersections with Oak Street at 15`h Avenue and 141h Avenue and with Durston Road at 15`h Avenue and Walton Way,which would be a minor subdivision street east of 15th Avenue. North 141h Avenue is the only street access that is not within the boundaries of the subdivision, but it will provide secondary access to the retail and office space that would be concentrated on the Oak Street end of the subdivision. Proposed land use within the development would accommodate a mixture of residential, offices and retail space. The traffic analysis was completed using the following number of development units: Single Family Houses 51 Apartments 56 Duplex/ Four-plexes 70 Lofts above Offices 30 Retail Space 15000 s.f. Office Space 95000 s,f. The combination of residential, office, and retail land use is expected to reduce the overall external trip generation attributed to this development. Estimates of trip reduction are contained in the trip generation section of this report. EXISTING CONDITIONS Streets Adjacent and potentially impacted public streets are: Durston Road, Oak Street, N 191h Avenue, North 71h Avenue, 15`h Avenue, and 111h Avenue. The existing street intersections and intersections created by this subdivision are areas of greatest potential impact. Durston Road is a minor arterial streets, which parallels Main Street from the east edge of Bozeman to Jack Rabbit Lane north of Belgrade. Adjacent to the subdivision,it currently carries 2 traffic lanes within a 30'paved width. The City of Bozeman is currently developing plans to reconstruct Durston between N. 19`h Avenue and N. 7`h Avenue. The new section would provide 2 travel lanes, a continuous left turn lane, and bike lanes on Page 3 either side. Lane control and minor signal improvements will be involved in the planned construction as well as provisions for future signalization of both 111h and 15`h Avenue intersections. North 191h Avenue is a principal arterial street which extends from Spring Hill Road, approximately 0.5 miles north of 1-90, to a point approximately 8.0 miles south of 1-90. At its intersection with both Oak Street and Durston Road, North 19`h Avenue is approximately 76'wide with 4 thru lanes,center left turn lanes and 8'wide parking/bike lanes. Oak Street is an east-west principal arterial roadway, which extends from a point west of North 191h Avenue to North Rouse of the eastern edge of Bozeman. Adjacent to the site, it has a paved surface width of approximately 50'feet providing two travel lanes, a center turn lane and 2 parking lanes. The gravel section and right-of-way widths were designed to accommodate a five lane section width parking/bike lanes on both sides. At its intersections with both Oak and North 191h Avenue, the pavement section widens to provide 3 approach lanes. North 71h Avenue is a principal arterial,which was formerly the main north-south highway access to Bozeman. It extends from 1-90 on the north to Main Street on the south. It has 4 travel lanes and a raised median with left turn lanes at major intersections and additional right turn lanes in the southbound direction at both Oak Street and Durston Road, Both 11`h and 151h Avenues are north-south collector streets providing access between Main Street and Durston Road, Both intersections with Durston Road are currently "T" intersections. The proposed subdivision will construct an extension of 151h Avenue between Durston and Oak Street, as was proposed in the recently adopted Bozeman Area Transportation Plan. The Transportation Plan also includes a future extension of 11`h Avenue, which will most likely be built as land develops east of the proposed subdivision. Traffic Volumes Traffic counts were taken on key area streets at various time periods. Automatic recording counts were taken for a 24 hour period on Durston Road, 15"Avenue, and Oak Street during the second week of May 2002, Page 4 Hourly count summaries can be found in Appendix"A"of this report. Turning movement counts were taken at 6 key intersections during the peak p.m. hour traffic period between 4:30 and 5:30 p.m. in May and June 2002. Peak a.m.turning movement counts were not taken since the recording counters indicated that the a.m. period has substantially less traffic than the p.m. peak. The second highest peak period of the day on the surrounding streets system was found to be during the noon hour. This results from the predominance of commercial/retail trips in the existing traffic streams. Figure 2. illustrates the raw count data at the key intersections. There were no significant pedestrian movements at any of these intersections during the counting periods, The 151h Avenue intersection had the highest number of pedestrians with 9 persons crossing the south leg during the peak p.m.hour. Heavy trucks were approximately 4%of AADT on North 19"Avenue, 1%of AADT on Durston,and 2%on Oak Street. No truck traffic was noted on 11`h or 151h Avenues during the peak hour counting periods. Annual Average Daily Traffic(AADT)was calculated from peak hour volumes and automatic recording counts and average urban type permanent count station records published by MDT. The most significant feature of traffic volumes illustrated in Figure 3 involves Durston Road. Counts taken as a part of the Durston Road Corridor Study in 1996 are in the same volume range and slightly higher than the counts taken in May 2002. In 1996 Oak Street did not exist, but it currently carries slightly more traffic than Durston Road. This indicates that east-west travel demand has doubled in the past 6 years and that Oak Street has captured all of the added demand. Traffic Operations Capacity calculations were performed using Highway Capacity Manual (HCM) 2000 procedures for all intersections using peak p.m. hour traffic volumes. Capacity calculations for existing conditions and impact conditions can be found in Appendix B of this report. All lane movements and intersection approaches currently operate at level of service (LOS) "C"or better at all intersections during the peak p.m. hour except for the northbound approach to Durston Road on N. 15`h Avenue, which operates at LOS "D" and very close to LOS "E". Observations during the peak p.m. hour period indicate that the LOS calculations accurately represent actual conditions except for vehicles queues that form on Durston Road when left turning traffic is delayed. Even though the left turn movements operate in the LOS"A"delay range,the delay is sufficient to back-up following Page 5 245 34 n f 1111 197-/ �103Peak PM Hour Counts (Typical) 143— —243 163-� �-122 219 109 1 O 882 14 24 N AADT (Typical) o 3800 Oak St. 1700 `V 840 Ma lewoodst. L Ql r Birch St. 23050 330 0 0 J J o y 373— r �625 O 40� 1 184 J �72 y 0 Stevens 200— —243 cn tV St. 52 112 n 47--\ /-31 z r Windsor= ✓ 405— �-475 � I33 e 36�, 44 I I 57 777 N r 0 Z S Z Y 128 70 O � O IL 0. z 10500 10300 11300 9600 590 Durston Rd. ^ E�� _ t Y z ❑� � � O � Z N N N O �= N z z CO - Z ❑❑❑❑ �� W.Beall m❑❑❑L 19284189 L_I L-1 L 2!_.I l � � � �� ❑❑� 232-/ 140 201212 -- ----75� �131 W. Mai St. 75 r 31 Babcock St. ❑❑ ❑ 760 ❑O ❑a ❑ I I ❑❑ 0 ❑❑❑❑ ❑❑❑ ❑❑ Figure 2. Existing Traffic Volumes Page 6 traffic and current HCS methods do not adequately measure deceleration and start-up delay for following vehicles in these circumstances. Speeds Speed studies were not conducted as a part of this traffic impact study, but observations indicate that 851h percentile speeds on Durston are at or around 35 mph, 35 mph on N. 71h, 45 mph on N. 191h- and 45 mph on Oak Street.. TRIP GENERATION Table 1 presents trip generation estimates for the proposed development with land uses consisting of Speciality Retail,General Offices,Apartments,and Single Family units. Trip generation rates were taken from the ITE Trip Generation Report,Sixth Edition and the associated land uses were applied as closely as possible to the planned subdivision mix. Trip rates and total trips are shown for the average weekday and for peak a.m. and p.m. hours. Table 1. Walton Homestead Trip Generation Average Weekday Peak AM Hour Peak PM Hour Total Total Total Land Use Number Units Rate Trips Rate Trips Enter Exit Rate Trips Enter Exit PHASE 1: Code 814 Speciality Retail 15 1000 sf 40.67 610 *10 27 13 14 2.59 39 17 22 Code 710 General Office 95 1000 sf "1 1276 '2 179 158 21 "3 186 32 154 Code 220 Apartments 156 DU '4 1069 '5 81 13 68 "6 103 69 34 Code 210 Single Family Units 51 DU "7 558 '8 45 11 34 •9 59 38 21 Total Subdivision Trip Generation= 3513 332 196 137 387 156 231 "1 Ln(T)=0.768Ln(X)+3 654 "7 Ln(T)=0.920Ln(X)+2.707 "2 Ln(T)=0.797Ln(X)+1.558 "8 T=0.700(X)+9.477 '3 T=1.12 1(X)+79.295 '9 Ln(T)=0.9 0 1 Ln(X)+0.52 7 -4 T=5.994(X)+134.114 '5 T=o 497(X)+3 238 •10 Not Available-Assumed 70%of Peak PM '6 T=0.541(X)+18.743 Page 7 system would be all of the primary and diverted linked trips or net vehicular trips less the number of passerby trips. Thus, on the average weekday, there would be approximately 3064 more vehicle trips assigned to the surrounding street system. There would be an additional 299 trips during the peak a.m. hour and 345 trips during the peak p.m. hour, Table 2. Trip Mode & Classification Summary TIME PERIOD Total Ped/Bike Net Veh. Internal Net Exter. Passerby Net New Trips Trips Trips Capture Trips Trips Trips AVERAGE WEEKDAY Code 814 Speciality Retail 610 24 586 70 516 77 439 Code 710 General Office 1276 51 1225 49 1176 0 1176 Code 220 Apartments 1069 64 1005 60 945 0 945 Code 210 Single Family Units 558 22 536 32 504 0 504 AWT Totals= 3513 161 3352 211 3141 77 3064 PEAK AM HOUR Code 814 Speciality Retail 27 1 26 4 22 3 19 Code 710 General Office 179 7 172 5 167 0 167 Code 220 Apartments 81 5 76 4 72 0 72 Code 210 Single Family Units 45 2 43 2 41 0 41 AM Totals = 332 15 317 15 302 3 299 PEAK PM HOUR Code 814 Speciality Retail 39 2 37 7 30 5 25 Code 710 General Office 186 7 179 5 174 0 174 Code 220 Apartments 103 6 97 5 92 0 92 Code 210 Single Family Units 59 2 57 3 54 0 54 PM Totals = 387 17 370 20 350 5 345 Page 9 TRIP DISTRIBUTION There are various methods of determining the directional distribution of trips to and from site developments. For large and complex developments within the middle of a large urbanized area,the task is best accomplished by creating a computerized transportation model of the urban street system and including the proposed development changes. Trip distribution for moderate sized developments may be completed by manipulation of data provided by a current transportation plan. Smaller developments or developments on the fringe of a small urban area can be easily handled by using existing traffic volumes on adjacent streets or by an area of influence method, or both. Since this development is rather complex due to multiple access points, and an extensive system of internal roads and alternate routes on the surrounding street system, an existing QRS II transportation model was used. The localized street system was added to the model, and area wide demographics were updated until the street system within the immediate vicinity of the development was calibrated with existing traffic volumes. In addition to measurement of subdivision trip distribution, the model was also structured to determine "link induced"traffic demand created by the addition of a new 151h Avenue link between Durston Road&Oak Street. Therefore, an additional model run was created using the 151h Avenue link and no input of subdivision demographics, This model run indicated that link induced traffic would be in excess of 600 trips per day. Additional information on non-subdivision traffic is discussed in the traffic assignment portion of this report. Figure 3., on the following page, is a graphic summary of directional trip distribution calculated from the QRS II model run for subdivision generated trips. The model distribution results illustrates the following trip distribution aspects of this site; The basic directional split would be very near equal to and from the subdivision in the north (Oak Street) and south (Durston) directions. The majority of trips (44%) would be distributed north and south along 19`h Avenue. At least 5% of the trips would be distributed to and from a large commercial area in the northeast corner of the Oak- 191h intersection via an existing access west of 151h Avenue. Page 10 24% 115% 5% o 1% 25% Oak St. 2�° ML,aal{ewoodSt. Q ❑ Birch St. a I b O L I O 1 0% Stevens (� 3 N �' CD St. - Juniper St, 0% { Z WindsorC ++) ' �I e T-1 o z E z 500 / I 1 % 5% T 5% Co 25 Durston Rd. 20% _ �❑� 00 Z �`o Lo z z G z Z z EIDEIL W. Beall 5% 5% m❑El El I [W F�L-� W. Mai St. F; _ L3 z Babcock St. ❑ A ❑ ❑ ❑ ❑ ❑ ❑❑ U M up nn Figure 3. Trip Distribution 'Percentages Page 11 TRAFFIC ASSIGNMENT Assignment of site traffic to the street system and site access points is dependent upon several factors, Two of them are, directional distribution and operational site conditions. Directional distribution was discussed in the previous section. These proportions are used to provide traffic access demand which represent traffic movements to and from the site which would occur if street operations and internal site circulation had no effect on the direction of arrival or departure other than the access point used. Thus, the traffic distribution model is an unconstrained estimate of directional travel demand and can be further refined by calculating potential travel times within the sites and at ingress and egress points, The combined calculations of demand and least time accessibility are used to estimate the optimum traffic volumes at each access point. Figure 4., presents the results of traffic assignment analysis for average weekday site trips for the subdivision. These volumes are simply the product of trip distribution percentages and the number of net external trips generated by the subdivision. They represent the volume of traffic that would be added to existing traffic on specific street segments during the average weekday. The bracketed negative signs shown on N. 19" and N. 71h Avenues between Durston and Oak Street represent traffic reductions that would occur due to link induced traffic redistribution. Specific values for traffic redistribution were only calculated for peak p.m. hour traffic assignments. Figure 5 illustrates the results of peak hour traffic assignment analysis at key intersections and at the new street approaches on Oak Street and Durston Road. Turning movement traffic volumes were calculated by applying primary and passerby trips distributions to full development vehicular trip generation. Proportional trip generation attributable to each land use in geographic perspective and least travel time for each access to and from the site lots were used to assign traffic to each possible turning movement. In addition, redistribution of existing traffic induced by the creation of a new street link is shown at the intersections of Oak and Durston with 15" Avenue. Negative numbers at the N 19" Avenue intersections are a result of the redistribution assignment. Page 12 740 Commercial Property 460 150 150 �� .�0 Oak St. 610� MaolewoodSt. ' L I�;II Birch St. � U Z --. — ovPnS 30 t. . co S t. H(I ,s Juniper St. z Windsor _ 0) o z ' S� E z 1530 i 460 z 0 m 7 9 Durston d ;150 f► t ❑ 610 4- -0 -D 4J L LC L � Z +) C�0 r Z Z N N N N Y Z z Z z z z ❑❑❑❑ 310 [ 2 W. Beall 1150 150 m W. Mai St. z z i Babcock St. ❑ ❑ 0 00❑❑❑ EID El �, °� as ❑❑❑ ❑❑❑❑ El r r-iij o ❑❑ ❑❑ ❑❑ ❑ ❑❑ Figure 4. Average Weekday Traffic Assignment Page 13 -1-- -1 41 28 1 1 15 61 42 2 1 20 10 Primary Passerby Link Induced Redistribution 21I 33 f 32 49 Oak St. 10 7 -15 � �¢ � I � ❑CD Birch St. o a -10 z y � Stevens � �,� 3 +� CO St. � Juniper St. � _ z lwindsor5, 'e S z z ~ ^ -10 15 Durston Rd. - z 7—►� �— 32 _—21 - 71 10 15 12 22 ,, L � ! 14 L C N +, +' '' V- S N N N N Z Z Z Z Z L Z �❑❑ LLJ � �� N W. Beall n I � 36 10 30 10 5 15 25 �� 24 10�� \� 15 10 ----15 -10— -15 7 5 Primary Link Induced Redistribution Figure 5. Peak PM Hour Traffic Assignment Page 14 TRAFFIC IMPACTS Traffic Volumes Traffic volume impact for site development can be found simply by determining the change in traffic volumes expected. Site traffic assignments indicate what volume of traffic could potentially be added to the street system during the average weekday and during the peak hour periods. The percent change in AADT is used as an indicator to identify locations where impacts could be significant. Determination of volume changes during peak traffic flow periods provides specific information on the type of impacts that could potentially occur. In almost all cases, it is very difficult to determine AADT on any section of street to within 10% accuracy. Because of that fact, impact analysis on streets with relative percentage increases less than 10% are not normally considered critical. Figure 6 indicates that none of the street sections within this study area would experience an increase in AADT greater than 10% and it is likely that traffic impacts on existing street segments would be minimal or at least immeasurable. Figure 6 also illustrates the assignment of full development site traffic in the peak p.m. hour period combined with existing turning movement volumes at key intersections and access points. These volumes represent conditions that would result if the development existed today. None of these volumes or conditions will probably occur due to the dynamics of background traffic growth and other unknown development schedules, Capacity Impacts Appendix B contains capacity calculations for existing conditions along with existing plus site traffic. Figure 7 presents a summary of capacity calculation in terms of level of service (LOS)for two different conditions existing and existing plus site traffic. The only significant degradation in LOS would be at the intersection of Durston and 15`h Avenue. The existing northbound movement would go from LOS "D" to LOS T" and the added southbound leg would also operate at LOS T". Page 15 640 J6 ��� 827N5 ?Oak 29� �103 J I I 163— —25089-� l 273 153 122�82— —160 21000[4%] Ir9—\ �370 219 1 ,0988220900[2%]299 14924 3830[1%] 12500[7%] 2300[5%] o 8500[2/o] M olewoodSt. 41 Birch St. 230�630 Z � 219—/ '%-72 3 y Stevens R t 210— —250 CO St. _ 15 12 ui 69� �—31 Z Windsor. ) 10--/ / \ 11 71 � 33 + 0 r 530 �❑ 777 ` 00 o 878 �J St E Z Y m I 10600[1%] -;II 6000 [2.5%] —� Durston Rd. ^ ❑�L /°Increase r: a z i �ADT with Site Traffic ❑ W.Beall Z m❑ ❑ I 192641519 18600[3%] 3000[5%] 4I611 l45 3100[5%] 14300[2%] J I ! \ 232---" "--125 35— 39 — —496 208— —222 4 75 �172 340—� 8483— 4 46 1 44 1 r 1 135 70 48 760 109 47 121112 Peak PM Hour(Typlcal) Figure 6. Existing Plus Site Traffic Impact Volumes Page 16 BIB]Cl[C] [A] �—[A] AIA]I I \ 1 � 1r / k, [C) [A] [C) [A] C[C]—�— /—CIC] y-c(c) C[C]--,K- �—CICI 1 C1 I C(C) B[BJ C[C] 8500[2%] of IM� ie Woodst. Oa s 1 k St. r — Birch St. BIB]BIB] o ° Z l� A[A) I \ a Stevens i1 R B(BI—/ m St. IBJ Windsor. I CF) m z [A] 1 BIB] BIB] St `— E 1 Z .y U 1 I � O m 1 01211110 Cal Durston Rd. � m X z z N zap N N [�r L Z G Z - L r � ❑ ❑ 1 I I (—] B-oll Z m� I II?JI BIB) C[C] ' I /(F�l BIBI IN /—A[A] Y C(C] C[B] B[B] D[F] Peak PM Hour(Typical) D[F] LLExIstIng Exist.+Site LOS LOS Figure 7. Capacity - Level of Service Impacts Page 17 ACCESS & INTERNAL CIRCULATION Capacity calculations(Appendix B)for the new intersections on Oak Street indicate that all street approaches would operate at LOS "C" or better. This assumes that the 151h Avenue approach would operate with two approach lanes to avoid any potential delay for the right turn movements. These calculations were based on existing plus site traffic volumes. The Walton Way intersection access to Durston would operate at LOS "B" and would require very minimal vehicle stacking (1 vehicle) area. The 151h Avenue approach would operate at LOS "F" and would require minimum stacking distance for 6 vehicles. Since this would preclude any intersections or driveways within a distance of 200' north of Durston it would severely limit access potential within the subdivision. Additional capacity calculations with 2 approach lanes indicate that stacking distance could be reduced to 3 vehicles if 2 approach lanes were marked on 151h at its approach to Durston. The curvilinear alignment of 151h Avenue was not investigated in detail, but it appears that adequate sight distance would exist along its length. Local ordinances should be checked to determine if this alignment meets all City standards for Collector roadways. IMPACT MITIGATION & RECOMMENDATIONS Development of this property, as proposed ,would generate a substantial volume of new traffic on the surrounding street system. Construction of the 151h Avenue connection between Oak and Durston as a part of this subdivision would also attract a moderate volume of localized traffic that would be redistributed from existing traffic flow patterns. However, impacts on the existing street system would be confined to the intersection of N. 15`h Avenue and Durston Road. The existing northbound intersection leg would be degraded from LOS "D"to LOS "F". The proposed southbound leg would also operate at LOS "F". The City of Bozeman is well into design of improvements on Durston Road. Capacity analysis(Appendix B) using geometry associated with the Durston Road project at this intersection indicates that only the left turn movements from 15"Avenue would operate at LOS"F"and the thru/right movements would operate at LOS Page 18 "B". Traffic signal warrant calculations were completed at this intersection to determine if signals would be an appropriate mitigation measure. Appendix D contains the Manual on Uniform Traffic Control Devices(MUTCD) 2000 warrant summary for existing conditions at this intersection. It was determined that 2 of 8 MUTCD signal warrants are already met at this intersection. Therefore,signalization would be a valid traffic control measure. Capacity calculations indicate that all movements would operate at LOS"B"or better at this intersection with traffic signal control. Thus,it is recommended that the City include provisions within their design to install traffic signals at North 151h Avenue as part of their reconstruction project. The developer should not be assessed for the entire cost of a signal installation at this location for the following reasons: This intersection currently warrants a traffic signal based on northbound traffic volumes and this development would only add 3% additional traffic to that leg. Provisions for installation of future traffic signal infrastructure are already being designed and this subdivision would not necessarily hasten the time when signalization is implemented. By constructing 151h Avenue between Durston and Oak, the developer is already providing a key element of the Bozeman Transportation Plan. In order to ensure that access to and from the subdivision is as safe and efficient as possible and that driveway restrictions north of Durston are minimal,the developer should have some interest in full installation of a traffic signal at this location. If the City of Bozeman feels compelled to assess a portion of the signal costs to this property, it is suggested that the assessment be based on the proportionate value received. In this case, an appropriate assessment would be 25%or 1/4 of all approach legs to the intersection. Even though southbound traffic would not be the warranting factor for the signal, it is this leg of the intersection that is being introduced by the development. Page 19 APPENDIX "A" TRAFFIC VOLUMES Page 20 T MN��-•��tAO W OHO W�Mh�V NOtO(OON O � � M OOOOOfV�f`V�000(C ODD 00 O)���(V BOO ggbb .m T 1 � (O N f`O f0 O OD N tO CD Cl fO In N M CO 00 ID V OOiomgoNw C C Q nN O h IO OHO m t`Nm O)�N Vo M OO r• v 3 E 10 a 0 d N E C � a>. r C �W CO���nON r`Oh(D O V 00 co 0VD m Np M �(O U) (O OD O V In 00 E N �~ N CO r IO IO(0 Onr M ^ QL 0 10 7 L _ � E o04 00 r Y) N O 00 Onf V m iT ImO A I r I 00 2 LO ry M M - 0) O I 1 Co 1� 1 j ■ w IEOtE0mmtE0tE0mIEam . . aaaaaaaaaaaa'E° LO S m N M V IO IO^OD(nC4�eq M V to(o r�-co cn H lel0i 10 lu9OJ9d r Z T o 0 0 M o 0 M M 0 a M 0 M M Me M M 0 0 0 M C� N7 00 hOOOf OR OM OOO) M7 r-�V 00 0 Or 0000 M OD 0)IO IN In P�(O(O r`ll�n In V Cl)N• 00 3 O M M V O 00 00 W N W W V M o � ) OO V O OD 0 N(�NNN NNM� lO N OO o e c C Q 4) V I n N NM V V V V N N f O M N W) . . 7 3 O y N m W O OD M M r`V O 00 co 0) co 00 LO�(ONrf`NN NN 4 C~ V NNNM V M V V V .0 E a •o N o E '0 ��rnrncoco r. a N� V NN W�tOMN M in O a E i0 M U �� MMMMMMMMMMMMMMMMMMMMMMMM O 19 V M 07U?LoNNMNN00 r`0(OM r- 00 EL 3 0 d E o p L N tO O NO r`V V Oh V wN ON w = DIYyy V cn O O 0)Gon V N(O IO Mm 0 M O r 0O M n O C Q N O N N N V Cl)Cl)V In IO M N NE fO N E O 5 (D Z N 1 E 0 a W V�O O)00 N 000 Nmh V V 0 N O M 1 (0 3 (� NVONVOMMM N Of M V M M V N ONI N cZ N M b A bs i9 ill O V O N O O 10 v0 M N N O M IeIol 10 }uaOJad O O 0 G OO F R (EO (EO N W N M N M /0 t0 aGGaGG aGGaa 10 0 7 S NM V u)tO Vr co cn Nm V 1O tO P.00 W C >^ � D a00000000000000000000000 O O r 7 N U� N001 C7 M U7 m(o U� Nvoobw vo 00 e 00000N 1n(D M 0(D ao (D (O m OD o v M(N1 CC .-N v 10 v w c)M m O N NO M N N � N N NM o N O >n �--N N N N M N N m E c Q m M o w' E c.> a c � �+ W M MO - M Nm O N in N-N - NN - mN N N 3 0o~ N CIE p ro �F. O N 0 O O c E O z N m N N 0 N- --t, �O co O W EEE E E r o' O1 m m A m m m m m M aaaaaaaaaaaa'o '•� m � NMVY)tot,com0��.-NMvwwt, aom��� lejol10jue0jed Z .a 0 0 0 a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 m 10 7 Lq U� V 10 (0 m N V O IO (0 10 O _ 3 � NMO Mr- r- 0M0 t, m0 wt, O mN A V ` 10 t,t, 0) 10 V N N C Q X co c O t .z° .Ii yd N O W F N w) I�r mt, mt,t, v (OM ,, No Lna M 10 O , � v � '- '- o '1 E a 0 N T z o i-E .N-4 � IMO V N N m t, y a Ln a E >w a M w `° oD 00000000000000° 000 Y O 7 v (O N 10 N M V V (O N c,.N 1�'o w O v N N O - N Qo y 00000 .- M y M10 t, m (01, �� w lO viMM '- 00 a w O 12 O N O IO O N N M M W t, M 0 v M M E N N N (O m N (O � N N t,M m m(O M N H M O> > a3 co p o O N 7 L O W 10 ONN W0) v m Z F O NN (0 N r(NO0 O N 0) V O O N N 1 N C! on z N m(D N M M a Ie10l 10 luaoJad a o �,) A m N m m m m A m w 1° Ga GaaaaaaaaaM �O 2 m — N M v 10(o t,co 0 ��V — N m v 1O to t, w m .- :V f- - Z O w9 �a°v000000a000a'a'oo oaooaa� Rl 6A V O)r 7 N WO W+) W W o W V O O c0 M G 0 0 0 0 O N Wn h o Wn r w r-h 0 w w U, w M W e 01 r r V N�W M o WO O O W O M M r O M N N W V M Wry to � � W N � O V N V .-M r V co Nrr W m lA 0) 00 rWn N r T N Of-0 Wa Mi a �! h ;_O E Ca �r a 0 a d « aw c W v Q m � W ---- r � a)i "r V C) N N � � a00 N � co ) L ;a N �Nrr (D W 0) Om ONE aw f+ O �O Ln l0 7 Z O= 0 Z W O W M r 0 N N y N O O v N V V ,-V N r 0D� �rWnV N M O i E 1 �V 1 ; W E E E E E E E E E m a E E E E E E E E E E E E .` m � 10 m m A A m m R m a a M a a a a a a 2m NMvowrw (A���•- NMvWnWDrW10 (A�;� � jejol1o ;UaoJad Y 0 T Wa o 0 0 0°0 0 M Wn V WW') r M W V N W W r O O N W M N r V C 3 OOooO - M V V Wnr W W r W M � W V M O W W m N TWO W O M N WA O N W (A M V N W N N m O r W N o N 0) N w N r V' N V N N N M V o u) o o WO M N N >1 Yy O c C Q N eo 7 a Nl N d O _ P. O W W O M WA Wn O M �j co W Of r W O N r N W 7 O N NO O NNNM V Wnh Wn WA 7 a � o c Z Wn W W E V �0 N M N M- r V N r a N� W N M N N �., r O m fa %6 o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o u Y N N W V 7 M Mll� W r M 0 co O O W V N E c N O o o o M w WO o Wn I, w r r r r r Wn V m N C o o � n.L-. 3 -° C W W W W M r M CO N N W h 17 V M W V W W W E T m O M M to M r M W o 0 r Wn r o N W ' N N V M WM V Wn V Wn V V V M N .- O O= >Y = C Q 3 m U �° r U) N _a E W WO WO 0) W pMj N o V C') coV WLO V W�O O F � U) 1 l0 Z M W V WO co W 0D W V mN In N PIOI do Iu90J9d �+ O d d L W+ 'oy mmmmmmmmmWEO 'E° aaaaaaaaaaaaA o m =Co r N M V h WD r Go WA N M V Wn w r co WA 0 APPENDIX "B" CAPACITY CALCULATIONS Page 21 HCM Analysis Summary EXISTING TRAFFIC VOLUMES DURSTON/N 19TH Area Type: Non CBD R MARVIN 04/19/2002 Analysis Duration: 15 mins. PEAK PM HOUR Case: DURSTON191 Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane I Lane 2 Lane 3 Lane 4 A 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 [R 12.0 SB 3 2 L 12.0 I 12.0 fR 12.0 East West North South Data L T R L T R L. T R L T R Movement Volume(vph) 232 201 75 131 212 140 48 760 81 69 641 192 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.85 0.95 0.88 0.86 0.95 0.90 % Heavy Vehicles 1 2 1 1 2 1 1 4 0 0 4 2 Lane Groups L TR L TR L TR L TR Arrival Type 3 3 3 3 3 3 3 3 RTOR Vol (vph) 15 40 20 50 Peds/Hour 5 5 5 5 - f %Grade 0 0 0 0 Buses/Hour 0 0 0 0 Parkers/Hour(LeftIRight) --- --- --- --- --- --- --- --- Signal Settings: Actuated Optimization Analysis Cycle Length: 60.0 Sec Lost Time Per Cycle: 12.0 Sec Phase: 1 2 3 4 5 6 7 8 Ped Only EB L LTP W B L LTP NB LTP SB LTP Green 5.0 20.5 22.5 0 Yellow All Red 4.0 0.0 2.3 1.7 2.3 1.7 Capacity Analysis Results Approach: Lane Cap v/s g/C I..ane We Delay Delay App Group (vph) Ratio Ratio Group Ratio (sec/veh) LOS (sec/veh) LOS EB Lper 262 0.170 0.409 17.7 B w Lpro 149 0.083 0.083 L 0.628 17.3 B TR 615 0.161 0.342 TR 0.472 18.1 B W B Lper 310 0.000 0.409 17.3 B Lpro 149 0.082 0.083 I. 0.318 10.8 B TR 607 0.196 0.342 TR 0.572 20.0 B NB 1, 152 0.138 0.374 1. 0.368 20.4 C 18.7 B * TR 1283 0.254 0.374 I R 0.677 18.6 B SB L. 141 0.212 0.374 L 0.567 30.4 C 19.4 B TR 1260 0.247 0.374 TR 0.661 18.3 B Intersection: Delay= 18.5sec/veh Int. LOS=B XC 0.67 * Critical Lane Group (v/s)Crit= 0.53 SIG/Cinema v3.03 Page I NETSIM Summary Results EXISTING TRAFFIC VOLUMES DURSTON/N 19TH R MARVIN 04/19/2002 PEAK PM HOUR Case: DURSTON191 Queues Spillback in Per Lane Average Worst Lane Lane Avg/Max Speed (% of Peak App Group (veh) (mph) Period) 641 192 69 EB L 3 / 4 9.7 0.0 TR 3 / 4 17.0 0.0 , 140 All 14.9 0.0 212 131 WB L 1 / 3 �>.7 0.0 TR 4 / 6 15.2 0.0 232 �► 201 ► All 14.6 0.0 75 NB L 2 / 4 3.6 0.0 TR 51 7 13.5 0.0 4 • ► 48 81 760 All 1 2.1 0.0 SB L 3 / 7 1.8 0.0 1 2 ; TR 4/ 7 14.7 0.0 5 4 0 21 2 2 22 2 2 All 11.5 0.0 Intersect. 12.7 SIG/Cinema v3.03 Page 2 HCM Analysis Summary EXISTING PLUS SITE TRAFFIC VOLUMHSURSTON/N 19TH Area Type: Non CBD R MARVIN 06/28/2002 Analysis Duration: 15 mins. PEAK PM HOUR Case: DU_R_STON 19WAL Lanes Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound' Lane 1 Lane 2 Lane 3 Lane 4 1__ 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(vph) 232 208 75 172 222 125 48 760 109 59 641 192 PH F 0.90 0.90 0.90 0.90 0.90 0.90 0.85 0.95 0.88 0.86 0.95 0.90 % Heavy Vehicles 1 2 1 1 2 1 1 4 u 0 4 2 Lane Groups L TR L TR L TR L TR Arrival Type 3 3 3 3 3 3 3 3 RTOR Vol (vph) 15 40 20 50 Peds/Hour 5 5 5 5 %Grade 0 0 0 0 Buses/Hour 0 0 0 0 Parkers/Hour(LeftIRight) --- -- --- - - --- --- --- - Signal Settings: Actuated Optimization Analysis Cycle Length: 60.0 Sec Lost Time Per Cycle: 12.0 Sec Phase: 1 2 3 4 5 6 7 8 Ped Only EB L LTP W B L LTP NB LTP SB LTP Green 5.0 20.3 22.7 0 Yellow All Red 4.0 0.0 2.3 1.7 2.3 1.7 Capacity Analysis Results Approach: Lane Cap v/s g/C Lane v/c Delay Delay App Group (vph) Ratio Ratio Group Ratio (sec/veh) LOS (sec/veh) LOS EB Lper 261 0.169 0.405 18.1 B * Lpro 149 0.083 0.083 L 0.629 17.5 B TR 608 0.166 0.338 TR 0.490 18.6 B W B Lper 297 0.057 0.405 17.3 B Lpro 149 0.083 0.083 L 0.428 12.4 B * TR 603 0.191 0.338 TR 0.566 20.1 C NB L 156 0.136 0.379 I. 0.359 19.7 B 18.8 B TR 1304 0.262 0.379 IIt 0.691 18.7 B SB L 134 0.195 0.379 L 0.515 27.8 C 18.7 B TR 1276 0.247 0.379 I R 0.653 18.0 B Intersection: Delay= 18.4sec/veh Int. LOS=B xc 0.67 * Critical Lane Group (v/s)Crit= 0.54 SIG/Cinema v3.03 Page I NETSIM Summary Results EXISTING PLUS SITE TRAFFIC VOLUMES DURSTON/N 19TH R M A R V IN 06/28/2002 PEAK PM HOUR Case: DURSTON19WAL Queues Spillback in Per Lane Average Worst Lane Lane Avg/Max Speed (% of Peak App Group (veh) (mph) Period) 641 192 59 EB L 4 / 7 7.0 0.0 TR 3 / 5 17.5 0.0 125 All 13.7 0.0 222 ' _ 172 WB L 2 / 3 8.8 0.0 ' TR 4/ 6 14.4 0.0 232 • 208 All 13.6 0.0 75 NB L 2 / 4 3.9 0.0 TR 51 7 13.8 0.0 • 48 109 760 A I I 12.4 0.0 SB L 2 / 5 2.4 0.0 1 2 ; TR 4/ 6 14.8 0.0 - - 5 4 0. 20 2 2 23 2 2 All 12.6 0.0 Intersect. 12.9 SIG/Cinema v3.03 Page 2 HCM Analysis Summary EXISTING CONDITIONS OAK ST/19TH AVE Area Type: Non CBD R MARVIN 06/28/2002 Analysis Duration: 15 mins. PEAK PM HOUR Case: 19THOAKI Lanes_ Geometry: Movements Serviced by Lane and Lane Widths (feet) ` - ... ----- *-- T -- -- - -Lane 5 Lane 6 Approach Outbound Lane l Lane 2 Lane 3 Lanee 4 4 Lan _ EB 2 2 L 12.0 TR 12.0 WB 3 1 L 12.0 T 12.0 R 12.0 NB 4 2 L 12.0 T 12.0 T 1 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 I R I L T R 1, I R Movement Volume(vph) 89 81 9 385 158 224 14 924 309_ 162 751 82 PHF 0.90 0.90 0.90 0.92 0.90 0.91 0.90 0.95 0.92 0.90 0.94 0.90 % Heavy Vehicles 2 2 2 2 2 2 2 2 r_ 2 2 2 2 Lane Groups L TR L r R L_ T R L TR �-- r-- - Arrival Type 3 3 3 _3 3 3 3 3 3 3 RTOR Vol (vph) 2 102 ! 30 15 Peds/Hour 2 �2_ 2 2 %Grade 0 0 0 0 Buses/Hour 0 0 0 0 Parkers/Hour(LeftIRight) I --- --- --- --- --- --- --- --- Signal Settings: Actuated Operational Analysis Cycle Length: 81.0 Sec Lost Time Per Cycle: 13.0 See Phase: 1 2 3 4 5 6 7 8 Ped Only EB L LTP W B L LTP R NB L LTP SB L LTP Green 14.0 13.0 6.0 31.0 U Yellow All Red 4.0 0.0 4.0 0.0 4.0 0.0 3.3 1.7 Capacity Analysis Results Approach: Lane Cap v/s g/C Lane v/c Delay Delay App Group (vph) Ratio Ratio Group Ratio (sec/veh)- LOS (sec/veh) LOS EB Lper 143 0.000 0.210 23.5 C Lpro 306 0.056 0.173 L 0.220 16.8 B TR 295 0.053 0.161 TR 0.332 30.4 C WB * Lper 208 0.113 0.210 29.4 C * Lpro 306 0.173 0.173 L 0.813 29.7 C T 299 0.094 0.161 T 0.589 33.6 C R 449 0.085 0.284 R 0.298 22.8 C NB Lper 141 0.000 0.444 - 23.8 C Lpro 131 0.009 0.074 L 0.059 11.8 13 ' T 1355 0.275 0.383 T_ 0.718 24.6 C R 605 0.192 0.383 R 0.501 22.0 C SB Lper 109 0.200 0.444 24.8 C Lpro 131 0.074 0.074 L 0.750 33.3 C TR 1337 0.250 0.383 TR 0.653 23.1 C Intersection: Delay= 25.4sec/veh Int. LOS=C Xc= 0.76 * Critical Lane Group (v/s)Crit= 0.63 SIG/Cinema v3.03 Page 1 NETSIM Summary Results EXISTING CONDITIONS OAK ST/19TH AVE R MARVIN 06/28/2002 PEAK PM HOUR Case: 19THOAKI Queues Spillback in Per Lane Average Worst Lane Lane Avg/Max Speed (%of Peak App Group (veh) (mph) Period) 751 82 162 EB L 2 / 3 9.3 0.0 41i TR 2 / 4 13.8 0.0 -- 224 158 l��' ► 385 All 12.0 ; 0.0 a-_- -__f WB L 8 / 11 6.0 0.0 ' T 4 / 7 13.2 0.0 R 2 / 3 16.4 0.0 89 81 --- All 10.2 0.0 9 NB L 0 / 1 6.6 0.0 T 7 / 10 12.8 0.0 ► R 1 / 2 19.9 0.0 14 '309 f 924 All 13.4 0.0 SB L 4 / 7 2.6 ! 1.1 t 2 - 3 4 - - r TR 6 / 10 13.1 0.0 14 4 O 13 4 O' 6 4 0 31 3 2 All I I .5 1.1 Intersect, 11.8 SIG/Cinema v3.03 Page 2 HCM Analysis Summary EXISTING PLUS SITE TRAFFIC OAK ST/19TH AVE - Area Type: Non CBD R MARVIN 06/28/2002 Analysis Duration: 15 mins. PEAK PM HOUR Case: 19THOAK2 Lanes 1� Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane I Lane 2 Lane 3 and 4 Lane 5 Lane 6 EB 2 2 L 12.0 y TR 12.0 - - �- WB 3 1 L 12.0 T 12.0 R 12.0 NB 4 2 L 12.0 I T 12�0 T 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 I. T R Movement Volume(vph) 89 82 9 370 ( 160 } 273 14 92.1 299 195 751 82 P H F 0.90 0.90 0.90 0.92 0.90 0.91 0.90 0.95 0.92 0.90 0.94 0.90 %Heavy Vehicles 2 2 41 2 2 2� 2 2 2 2 2 2 2 Lane Groups L TR 1. -1. R 1-. T R I_ 1-1t Arrival Type 3 3 3 3 3 3 3 3 3 3 RTOR Vol (vph) 2 102 30 15 Peds/Hour 2 2 2 2 %Grade 0 0 0 0 Buses/Hour 0 0 0 _ 0 Parkers/Hour(LeftiRight) »- --- --- --- --- --- •-• - Signal Settings: Actuated Operational Analysis Cycle Length: 82.0 Sec Lost Time e Per Cycle: 13.0 Sec Phase: 1 2 3 4 5 6 7 8 Ped Only EB L 1,1'P W B L LTP R NB L LTP - SB L LTP Green 13.0 13.0 8.0 31.0 0 Yellow All Red 4.0 0.0 4.0 0.0 4.0 i 0.0 3.3 1.7 Capacity Analysis Results Approach: Lane Cap v/s g/C Lane v/c Delay Delay App Group (vph)_ Ratio Ratio_ Group Rati-Q-- ; (sec/veh)- LOS (sec/veh) LOS EB Lper 138 0.000 0.207 24.4 C Lpro 281 0.056 0.159 L 0.236 17.9 B TR 292 0.054 0.159 TR 0.339 30.9 C i WB * Lper 204 0.123 0.207 - 30.8 C * Lpro 281 0.159 0.159 L 0.829 32.9 C T 295 0.096 0.159 T 0.603 34.6 C R 482 0.119 0.305 R 0.390 22.7 C NB Lper 136 0.000 0.439 24.5 C Lpro 173 0.009 0.098 L 0.052 II.I B T 1338 0.275 0.378 T 0.727 25.3 C R 598 0.185 0.378 R 0.488 22.3 C SB Lper 105 0.184 0.439 25.7 C Lpro 173 0.098 0.098 I. 0.781 33.5 C TR 1321 0.250 0.378 TR 0,661 23.7 C Intersection: Delay= 26.3 sec/veh Int. LOS=C Xc- 0.78 * Critical Lane Group =-_(v/s)Crit= 0.65 SIG/Cinema v3.03 Page I NETSIM Summary Results EXISTING PLUS SITE TRAFFIC OAK ST/19TH AVE R MARVIN 06/28/2002 PEAK PM HOUR Case: 19THOAK2 Queues Spillback in Per Lane Average Worst Lane Lane Avg/Max Speed (% of Peak App Group (veh) (mph) Period) 51 82 195 EB L 2 / 3 8.2 0.0 TR 2 / 4 12.7 0.0 � - 273 160 ��i ►All 10.9 0.0 3 70' ' T_ WB L 6 / 8 7.5 0.0 T 4 / 6 13.2 0.0 --_-► R 3 / 5 17.0 0.0 89 82 ► All 11.7 0.0 9 NB L 0 / 1 6.5 0.0 T 7 / 1 1 12.4 0.0 ► R 2 / 3 19.7 0.0 14 1299 924 All 13.1 0.0 SB L 4 / 6 2.5 7.3 i 2 3 4 TR 7 / 10 12.8 0.0 - - 13 -1 0 13 4 O' 8 4 0 31 3 2 All 10.9 7.=+ Intersect. 11.8 SIG/Cinema v3.03 Page 2 HCM Analysis Summary EXISTING CONDITIONS DURSTON/ Area Type: Non CBD R MARVIN 06/28/2002 Analysis Duration: 15 mins. PEAK PM Case: 7THDURSTON _ Lanes _ Geometry: Movements Serviced by Lane and Lane Widths (feet) Approach Outbound Lane 1 T Lane 2 Lane 3 -ane 4 Lane 5 Lane 6 ---- - EB 2 1 `L 12.0 ..' TR 12.0 � W B I I LTR 12.0 NB 3 2 L 12.0 T 12.0 TR 12.0 -- +- - SB 4 2 L 12.0 T 12.0 T 12.0 i R 12.0- II East r West _ North South Data L T R _L T R L T -L-R L T R Movement Volume(vph) 219 200 __ 47 31 ~I 243 -72 - 57 777 _ 33 30 506 230 PHF 0.90 0.90 0.90 } 0.90 0.90 0.90 0.90 0.95 - 2- l 0.90 0.94 0.90 % Heavy Vehicles I 0 0 _0_ 0 0 0 2 1 0 2 0 - Lane Groups L TR LTR L TR I l I y i Arrival Type 3 -- 3 ! 3 4 _ 4 RTOR Vol (vph) IS ----� - 20 _ 5 Peds/Hour - _-2- .. - �2 �--- -_ 5 - .. 5 %Grade 0 1 0 -- 0 0 Buses/Hour 0 0 L 0 0 Parkers/Hour(LeftlRight) Signal Settings: Actuated Operational Analysis r Cycle Length: 60.0 Sec Lost Time Per Cycle: 12.0 Sec Phase: 1 2 3 4 5 6 7 8 Ped Only EB LTP LTP WB LTP - -- - --- - -i .. . - - �- ---• NB LTP - - - --- - - S B R LTP -----t- ------ -- ----- - Green 8.1 16.3 23.6 - Yellow All Red 4.0 0.0 2.3 1.7 2.3 1.7 Capacity Analysis Results Approach, Lane Cap v/s g/C Lane v/c Delay Delay App Group ---(vph)- - Ratio Ratio_ ., -Group- ,_ __.Ratio (sec/veh) LOS (sec/veh) LOS_ EB Lper 192 0.002 0.338 13.5 n ' Lpro 242 0.135 0.135 L 0.560 16.6 B TR 881 0.139 0.474 TR 0.293 10.5 B WB * LTR 480 0.205 0.272 LTR 0.751 30.5 C 30.5 i NB L 313 0.079 0.393 L 0.201 12.3 B 15.0 is " TR 1383 0.241 0.393 TR _ t- 0.614 15.2 B SR I- 179 0.073 0,393 1, 0.184 _ 13.0 B_ 10.4 B - l 12.6 B I' 1391 1 0.152 0.393 I _ 0.387 - - R 957 0.118 0.595 R 0.197 3.7 A Intersection: Delay= 15.5sec/veh Int. LOS=B XC 0.73 * Critical Lane Group (v/s)Crit= 0.58 SIG/Cinema v3.03 Page 1 NETSIM Summary Results EXISTING CONDITIONS DURSTON/I9- '7 E R MARVIN 06/28/2002 PEAK PM Case: 7THDURSTON_- Queues Spillback in Per Lane Average Worst Lane Lane Avg/Max Speed (% of Peak App Group (veh) (mph) Period) 506 - - 230 30 EB L 3 / 5 5.6 0.0 + lR 3 / 4 18.4 0.0 } - 72 All 13.7 0.0 243 r ~ _ 31 W B LTR 4 / 6 12.2 0.0 219 200 ' All 12.2 0.0 47 NB L 1 / 3 3.6 0.0 TR 2 / 5 16.5 0.0 157 33 777 All 14.7 0.0 SB L 0/ 1 8.4 0.0 I 2 - -"�- 3 1 T 1 / 3 19.3 0.0 I 'I R 1 / 3 19.1 0.0 s 4 u 16 2 2, 24 2_ 2, All 18.6 - -0.0- - Intersect. 15.0 SIG/Cinema v3.03 Page 2 HCM Analysis Summary EXISTING PLUS SITE TRAFFIC DURSTON/19TIiA3vr;✓ Area Type: Non CBD R MARVIN 06/28/2002 Analysis Duration: 15 mins. PEAK PM Case: 7THDURSTON2 Lanes -T 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 _ NB 3 2 1. 12.0 T 12.0 TR 12.0 y SB 4 2 L 12.0 T 12.0- y -T_- 12.0 R 12,0 East West North South Data 1. T R _L T ' R L T R L T R Movement Volume(vph) 219 210 69 31 250 72 71 777 33 30 506 230 PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.95 0.90 0.90 0.94 0.90 %Heavy Vehicles 1 0 0 0 0 0 0 2 1 0 2 0 Lane Groups 1- TR LTR L TR L T R Arrival Type 3 3 3 4 4 4 4 4 RTOR Vol(vph) 20 _ 20 -.-.-5 - 60 Peds/Hour 2 2 - 5 I 5 %Grade 0 0 0 0 Buses/Hour 0 0 - 0 , 0 Parkers/Hour(LeftIRight) --- -_T =---•-------- ._-sue�r_:�.._ -_-----_---•------- -- Signal Settings: Actuated Operational Analysis Cycle Length: 60.0 Sec - Lost Time Per Cycle: 12.0 Sec Phase: 1 2 3_ 4 5 i- 6 7 - 8 Ped Only EB LTP LTP t •- j`--- i --f_ -_._ _. W B LTP NB LTP SB R LTP Green 8.1 16.3 23.6 0 Yellow All Red 4.0 0.0 2.3 1.7 2.3 1.7 C_a_pacity Analysis Results _ Approach: Lane Cap v/s g/C Lane v/c Delay - Delay App Group (vph) -- Ratio- Ra(j-Q -- :.---(Loup ._-,-. Ratio.,._ ..� -Isec/v--eh)---- LOS (sec/veh) LOS EB Lper 187 0.002 0.338 _ _ 13.6 B * Lpro 242 0.135 0.135 L - 0.566 f 16.9 B TR 874 0.155 0.474 TR 0.328 10.8 B WB - - _ . --- - ---- -- - - * L IA 479 0.210 0.272 LTR 0.772 31.6_ _ , C _31.6 _ C _ i NB L 313 0.099 0.393 L 0.252 13.0 B 15.0 B * TR 1383 0.241 0.393 TR 0.614 15.2 B SB - L 179 0.073 0.393 l_ 0.184 13.0 B 10.4 B T 1391 0.152 0.393 T 0.387 12.6 B R 957 0.118 0.595 R 0.197 3.7 A Intersection: Delay= 15.7sec/veh Int. LOS=B Xc� 0.73 * Critical Lane Group (v/s)Crit= 0.59 SIG/Cinema v3.03 Page I NETSIM Summary Results EXISTING PLUS SITE TRAFFIC DURSTON/k9TH V7E R MARVIN 06/28/2002 PEAK PM Case: 7THDURSTON2 Queues Spillback in Per Lane Average i Worst Lane Lane Avg/Maxi Speed (% of Peak , App Group (veh) (mph) Period) 506 230 130 EB L 3 / 5 6.8 0.0 , 41 - TR 4 / 5 -1 18.3 0.0 72 All -- 14.6 0.0 �j •� --- 250 __.. i-- - -' - - - - -- - 3 1- WB LTR 4 / 6 12.1 0.0 -- 219 * , ,� ► --� 210 All 12.1 0.0 69 - NB L 3 / 5 2.0 0.0 I TR 2 / 5 16.5 0.0 • 71 33 777 All 12.8 0.0 SB L 1 / 2 4.8 0.0 1 — -- 2 3 _T.] 0.0 R 1 / 3 18.9 0.0 8 — _ 4 0, 16 2 2. 24 2 2 All 18.4 0.0 Intersect. 14.4 SIG/Cinema v3.03 Page 2 HCM Analysis Summary EXISTING CONDITIONS OAK STREET/N 7TH AVE Area Type: Non CBD R MARVIN 06/28/2002 Analysis Duration: 15 mins. PEAK PM Case: OAKN7TH 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 I WB 3 2 L 12.0 T 12.0 TR 12.0-. - -- NB 3 2 L 12.0 T 12.0 TR 12.0_ SB 4 2 L ^ _12.0 T 12.0 T 12._0 R 12.0 East West Nort_h South Data L T t R L T I R 1. T ! R L T R Movement Volume(vph) 197 143 153 122 _243 103 219 882 109 13-1 581 245 1111F 0.90 0.90 0.90 i 0.90 0.90 0.90 0.90 0.95 0.90 0.90 0.94 0.90 %Heavy Vehicles 2 2 2 2 2 2 2 2 2 2 2 2 Lane Groups L TR - - L TR -- - L - -TR - L T R Arrival Type 3 3 3 -- 3 3. 3__ 3 3 3 RTOR Vol(vph) 45 - 30 - - 25- - - 95 Peds/Hour 2 2 10 10 %Grade 0 0 0 0 Buses/Hour 0 0 0 0 Parkers/Hour LeftRi-ht) --- --- _� ___ ___ _-_ --- Signal Settings:Actuated_ Optimization Analysis Cycle Length: 70.0 See Lost Time Per Cycle_12.0 Sec Phase: 1 2 - 3 45 - - 6 7-- T 8 Ped Only EB L LTP W B L LTP NB L LTP SB R -L LTP Green 5.8 16.6 5.3 26.3 0 Yellow All Red 4.0 0.0 2.3 1.7 4.0 , 0.0 ? 2.3 1.7 Capacity Analysis Results Approach: Lane Cap v/s g/C Lane v/e Delay Delay App Group (vph) Ra[i9 - _ Ratio-_ Group Ratio (seclveh) LOS (sec/veh) LOS EB * Lper 209 0.103 0.295 23.7 C * Lpro 146 0.082 0.082 L 0.617 23.9 C TR 786 0.084 0.238 TR 0.355 23.5 C W B Lper 245 0.000 0.295 22.4 Lpro 146 0.077 0.082__IT L 0.348 17.3 B TR 812 0.103 0.238 TR 0.432 24.3 C NB Lper 229 0.204 0.432 23.3 C Lpro 135 0.076 0.076 L 0.668 20.3 C • TR 1309 0.293 0.375 TR 0.780 24.0 C SB Lper 106 0.057 0.432 17.3 B • Lpro 135 0.076 0.076 L 0.618 23.8 C T 1328 0.175 0.375 T 0.465 17.7 B R 810 0.106 0.515 R 0.206 9.8 A Intersection: Delay= 21.4see/veh Int. LOS=C Xc= 0.67 * Critical Lane Group -(v/s)Crit= 0.55 SIG/Cinema v3.03 Page 1 NETSIM Summary Results EXISTING CONDITIONS OAK STREET/N 7TH AVE R MARVIN 06/28/2002 PEAK PM Case: OAKN7TH Queues Spillback in Per Lane Average Worst Lane Lane Avg/Max Speed (%of Peak App Group (veh) (mph) Period) 581 245 1134 EB L 51 7 4.5 0.0 TR 2 / 4 17.9 0.0 y 103 243 ' + ' - 122 All 11.9 0.0 WB L 2 / 3 6.2 0.0 TR 3 / 5 12.4 0.0 A I I 11.6 0.0 143 —i -� NB L 4 / 7 5.2 0.0 153 TR 6/ 10 13.6 0.0 2191109 882 All 12.1 0.0 SB L 2 / 5 5.7 0.0 1 2 3 4 T 4 / 7 15.8 0.0 R 1 / 3 16.9 0.0 6 4 0 17 2 2 5 4 0 26 2 2 All 14.3 0.0 Intersect. 12.6 SIG/Cinema v3.03 Page 2 HCM Analysis Summary EXISTING PLUS SITE TRAFFIC OAK STREET/N 7TH AVE Area Type: Non CBD R MARVIN 06/28/2002 Analysis Duration: 15 mins. PEAK PM Case: OAKN7TH2 Lanes Geometry:Movements Serviced by Lane and_Lane Widths (feet) Approach Outbound. Lane I Lane 2 Lane 3 Lane 4 Lane 5 Lane 6 EB 3 2 L 12.0 T 12.0 TR 1. 12.-0_ WB 3 2 L 12.0_ T 12.0 + TR 12.0 T _ NB 3 2 L 12.0 T- 12.0^ ` TR 12.0 SB 4 2 L 12.0-� T 12.0 T 12.0 R 12.0 -- - F- - East West _ -� North _ South Data L T R L---• T 1 R L Ir T� R ` L T R Movement Volume(vph) ! 229 153 153 122 250 103 219 A 882 ! 109 _ 134 581 266 P H F 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.95 0.90 0.90 0.94 0.90 % Heavy Vehicles 2 2 2 2 2 2 2 2 2 2 2 '. Lane Groups L TR L TR L TR L T R Arrival Type 3 3 3 3 3 3 3 3 3 RTOR Vol (vph) 45 r _ 30 25 100 Peds/Hour 2 _ -.2. 10 10 %Grade 0 0 0 0 Buses/Hour i_ 0 0 0 0 Parkers/Hour(LetliRight) - Signal Settings: Actuated - Optimization Analysis- _Cycle Length: 70.0 Sec Lost Time Per Cycle: 16.0 Sec Phase: 1 2 - 3 --- I 4 5--- � -6 1- 7- 8 Ped On I. EB L. - -LTP - - --� - - - - - W B L LTP NB L LTP SB R L LTP Green 7,2 10.1 �? 25.5 _ Yellow All Red 4.0 0.0 2.3 1.7 4.0 0.0 2.3 1.7 Capacity Analysis Results Approach: Lane Cap v/s g/C Lane v/c Delay Delay App Group -(vph) -Ratio-- Ratio_ Group. . __ Ratio- (-sec/veh�_;---LQS - ---.(sec/-v.eh) 1-Os EB Lper 197 0.105 0.287 24.4 i * Lpro 182 0.103 0.103 L 0.670 24.7 C TR 763 0.087 0.230 TR 0.380 24.2 C W B Lper 231 0.000 0.287 Lpro 182 0.077 0.103 L 0.329 16.4 11 * TR 786 0.105 0.230 TR 0.457 25.1 C NB .Per - 219 0.216 0.422 -- -_ 1 24.9 C Lpro 131 0.074 0.0074-- 1- _ L. 0.694 22.7 C * t----- _i_- - TR 1272 0.293 0.365 1 TR- 0.863 25.4 C . SB Lper 106 0.071 0.422 17.7 B Lpro 131 0.074 0.074 L 0.629 25.0 C T 1290 0.175 0.365 T OA79 18.4 B R 826 0.117 0.525 R 0.223 9.6 A Intersection: Delay= 22.4sec/veh Int. LOS=C Xc= 0.74 * Critical Lane Group (v/s)Crit- 0.57 SIG/Cinema v3.03 Page I NETSIM Summary Results EXISTING PLUS SITE TRAFFIC OAK STREET/N 7TH AVE R MARVIN 06/28/2002 PEAK PM Case: OAKN7TH2 Queues Spillback in Per Lane Average Worst Lane Lane Avg/Max Speed (% of Peak App Group (veh) (mph) Period) 581 266 1134 EB L 6 / 9 3.4 0.1 TR 2 / 5 16.7 0.0 103 - 250 All 9.7 0.1 . ► ___ 122 WB L 2 / 3 5.2 0.0 '-- TR 4 / 5 12.1 0.0 229- - ------ 40 All 11.1 0.0 153 —1 NB L 51 9 3.5 0.0 153 TR 6 / 9 13.4 0.0 F` . ► 219 1109 882 All 11.0 0.0 r� SB L 2 / 3 8.4 0.0 1 2 3 4 T 4 / 8 16.2 0.0 R 2 / 4 15.4 0.0 7 a O� 16 2 2 5 4 0 26 2 2 All 15.2 0.0 Intersect. 1 1 8 SIG/Cinema v3.03 Page 2 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R MARVIN Intersection 15TH&DURSTON Agency/Co. MARVIN &ASSOCIATES Jurisdiction BOZEMAN Date Performed 0612812002 Analysis Year EXISTING CONDITIONS Analysis Time Period PEAK PM Project Description WALTON HOMESTEAD East/West Street: DURSTON North/South Street: 15TH AVENUE 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 0 373 40 84 525 0 Peak-Hour Factor, PHF 1.00 1 0.90 0.85 0.86 0.95 1.00 Hourly Flow Rate, HFR 0 414 1 47 97 552 0 Percent Heavy Vehicles 0 1 -- 0 -- -- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration TR LT Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R 'Volume 52 0 112 0 0 0 Peak-Hour Factor, PHF 0.85 1.00 0.88 1.00 1.00 1.00 Hourly Flow Rate, HFR 61 1 0 1 127 0 1 0 1 0 Percent Heavy Vehicles 0 0 1 0 0 0 0 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 0 0 Configuration I I LTR Delay, Queue Len th, and Level of Service Approach EB WB Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LTR v (vph) 97 188 C (m) (vph) 1111 362 vlc 0.09 0.52 95% queue length 0.29 2.86 Control Delay 8.6 25.2 LOS A D Approach Delay -- -- 25.2 Approach LOS - -- D HCS2000TM Copyright©2000 University of Florida,All Rights Reserved Version 4 la file://C:\WINDOWS\TEMP\u2k6230.TMP 06/28/2002 Two-Way Stop Control Page 1 ofi25, TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R MARVIN Intersection DURSTON-15TH Agency/Co. MARVIN&ASSOCIATES Jurisdiction BOZEMAN Date Performed 0612812002 Analysis Year EXISTING PLUS SITE TRAFFIC .Analysis Time Period PEAK PM Project Description WALTON HOMESTEAD East/West Street: DURSTON RD North/South Street: 15TH AVENUE 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 35 383 40 84 504 39 Peak-Hour Factor, PHF 0.85 0.90 0.85 0.88 0.95 0.85 Hourly Flow Rate, HFR 41 425 47 95 530 45 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal 0 0 Minor Street Northbound Southbound IMovement 7 8 9 10 11 12 L T R L T R Volume 45 15 46 47 12 112 Peak-Hour Factor, PHF 0.85 0.85 0.85 0.85 0.85 0.88 Hourly Flow Rate, HFR 52 1 17 54 55 1 14 1 127 .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 Dela , Queue Len th, and Level of Service Approach EB WB Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LTR LTR LTR LTR v (vph) 41 95 123 196 C (m) (vph) 1008 1100 141 217 V/c 0.04 0.09 0.87 0.90 195% queue length 0.13 0.28 5.76 7.36 Control Delay 8.7 8.6 106.0 84.8 LOS A A F F Approach Delay -- 106.0 84.8 Approach LOS -- -- F F file://C:\WINDOWS\TEMP\u2kB235.TMP 06/28/2002 Two-Way Stop Control Page 1 o TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R MARVIN Intersection 15TH& DURSTON Agency/Co. MARVIN &ASOCIATES Jurisdiction BOZREMAN Date Performed 0612812002 Analysis Year EXIST+ SITE W/CITY Analysis Time Period PEAK PM IMPROVE Project Description WALTON HOMESTEAD East/West Street: DURSTON RD North/South Street: 15TH AVENUE Intersection Orientation East-West IStudy Period hrs : 0.25 'Vehicle Volumes and Adjustments IMa'or Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R Volume 35 383 40 84 504 39 Peak-Hour Factor, PHF 0.85 0.90 0.85 0.85 0.94 0.85 Hourly Flow Rate, HFR 41 425 47 98 536 1 45 Percent Heavy Vehicles 0 1 -- 0 -- -- Median Type Undivided RT Channelized 0 0 Lanes 1 1 0 1 1 0 Configuration L TR L TR U stream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume 47 12 112 45 15 46 Peak-Hour Factor, PHF 0.85 0.85 0.85 0.85 0.85 0.88 Hourly Flow Rate, HFR 55 1 14 131 52 1 17 1 52 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach Y Y Storage 1 1 IRT Channelized 0 0 Lanes 1 1 0 1 1 0 Configuration L TR L TR Delay, Queue Len th, and Level of Service Approach EB WB Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L L TR L TR v (vph) 41 98 55 145 52 69 C (m) (vph) 1003 1100 100 756 84 674 vlc 0.04 0.09 0.55 0.19 0.62 0.10 95% queue length 0.13 0.29 2.53 0.71 2.85 0.34 Control Delay 8.7 8.6 78.2 10.9 101.0 10.9 LOS A A F B F B Approach Delay -- -- 29.4 49.7 Approach LOS -- -- D E file://C:\WINDOWS\TEMP\u2kC I F I.TMP 06/28/2002 HCM Analysis Summary EXISTING PLUS SITE TRAFFIC DURSTON/15TH AVE Area Type: Non CBD R MARVIN 06/30/2002 Analysis Duration: 15 rains. PEAK PM Case: 15THDURSTON 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 W B 2 1 L 12.0 TR 12.0 NB 2 1 L 12.0 TR 12.0 SB 2 1 L 12.0 TR 12.0 East West North South Data L T R L T R L. T R L T R Movement Volume(vph) 35 383 40 84 504 39 47 12 112 45 15 46 P H 1 0.90 0.92 0.90 0.90 0.94 0.90 0.90 0.90 0.90 0.90 0.90 0.90 % I leave Vehicles 0 2 0 0 2 0 0 0 0 0 0 0 Lane Groups L TR L TR L TR L TR Arrival Type 3 3 3 3 3 3 3 3 RTOR Vol (vph) 5 5 20 10 Peds/Hour 10 10 5 5 %Grade 0 0 0 0 Buses/Hour 0 0 0 0 Parkers/Hour(LeftIRight) --- - --- --- --- --- --- --- Signal Settings: Actuated Optimization Analysis Cycle Length: 60.0 Sec Lost Time Per Cycle: 8.0 See Phase: 1 2 3 4 5 6 7 8 Ped Only l{B LTP W B LTP N B LTP SB LTP Green 30.2 21.8 0 Yellow All Red 2.3 1.7 2.3 1.7 Capacity Analysis Results Approach: Lane Cap v/s g/C Lane v/c Delay Delay App Group (vph) Ratio Ratio Group Ratio (see/veh) LOS (sec/veh) LOS EB L 286 0.069 0.503 L 0.136 8.9 A 11.5 B TR 925 0.248 0.503 TR 0.492 11.7 B WB L 381 0.123 0.503 L 0.244 10.0 A 13.3 B ' 1'R 928 0.311 0.503 TR 0.619 13.8 B NB L 494 0.038 0.363 L 0.105 13.1 B 13.6 B TR 595 0.070 0.363 TR 0.193 13.8 B SB L 469 0.039 0.363 L 0.107 13.1 B 13.0 B TR 615 0.034 0.363 TR 0.093 12.9 B Intersection: Delay= 12.7sec/veh Int. LOS=B Xc- 0.44 * Critical Lane Group (v/s)Crit= 0.38 SIG/Cinema v3.03 Page I NETSIM Summary Results EXISTING PLUS SITE TRAFFIC DURSTON/1 5TH AVE R MARVIN 06/30/2002 PEAK PM Case: 15THDURSTON Queues Spillback in Per Lane Average Worst Lane Lane Avg/Max Speed (% of Peak App Group (veh) (mph) Period) 15 46 45 EB L 0 / 1 13.9 0.0 TR 4 / 5 16.9 0.0 39 All 16.5 0.0 504 84 WB L 0 / 1 21.0 0.0 ' TR 6 / 7 14.5 0.0 35 -* ` 383 ' All 15.0 0.0 40 -_ NB L 1 / 2 5.3 0.0 TR 1 / 2 19.8 0.0 47 112 12 All 17.0 0.0 SB L 0 / 1 7.5 0.0 1 TR 1 / 1 19.5 0.0 30 2 2 22 2 2 All 17.0 0.0 Intersect. 15.9 SIG/Cinema v3.03 Page 2 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R MARVIN Intersection 11TH- DURSTON Agency/Co. MARVIN &ASSOCIATES Jurisdiction BOZEMAN Date Performed 0612812002 Analysis Year EXISTING CONDITIONS Analysis Time Period PEAK PM Project Description WALTON HOMESTEAD EastlWest Street. DURSTON ROAD North/South Street 11 TH AVE 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 0 405 40 44 475 0 Peak-Hour Factor, PHF 1.00 1 0.92 0.85 0.85 0.95 1.00 Hourly Flow Rate, HFR 0 440 47 51 500 1 0 Percent Heavy Vehicles 0 -- -- 0 -- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration TR LT Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R volume 128 0 70 0 0 0 Peak-Hour Factor, PHF 0.90 1.00 0.88 1.00 1.00 1.00 Hourly Flow Rate, HFR 142 1 0 1 79 0 1 0 1 0 lercent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach Y N Storage 1 0 IlT Channelized 0 0 Lanes 0 1 0 0 0 0 Configuration LTR Delay, Queue Len th, and Level of Service Approach EB WB Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LTR v (vph) 51 221 C (m) (vph) 1086 541 vlc 0.05 0.41 95% queue length 0.15 1.97 Control Delay 8.5 16.2 LOS A C Approach Delay -- 16.2 Approach LOS -- -- C HCS?OOOT�t Copyright c0 2000 University of Florida,All Rights Reserved Version 4 1 a file://C:\WINDOWS\TEMP\u2k61 E l.TMP 06/28/2002 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R MARVIN Intersection 11TH-DURSTON Agency/Co. MARVIN&ASSOCIATES Jurisdiction BOZEMAN Date Performed 06/28/2002 Analysis Year EXISTING PLUS SITE Analysis Time Period PEAK PM Project Description WALTON HOMESTEAD East/West Street: DURSTON ROAD North/South Street: 11 TH AVE Intersection Orientation: East-West [Study 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 0 437 46 44 496 0 Peak-Hour Factor, PHF 1.00 0.92 0.85 0.85 0.95 1.00 Hourly Flow Rate, HFR 0 1 474 1 54 51 1 522 1 0 Percent Heavy Vehicles 0 -- 0 -- -- Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration TR LT Upstream Signal 1 0 1 1 1 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume 135 0 70 0 0 0 Peak-Hour Factor, PHF 0.90 1.00 0.88 1.00 1.00 1.00 Hourly Flow Rate, HFR 150 0 1 79 0 0 0 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach y N Storage 1 0 RT Channelized 0 0 Lanes 0 1 0 0 0 0 Configuration LTR Delay, Queue Lencgith and Level of Service Approach EB WB Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LTR v (vph) 51 229 C (m) (vph) 1049 503 v/c 0.05 0.46 95% queue length 0.15 2.35 Control Delay 8.6 18.0 LOS A C Approach Delay -- -- 18.0 PlApproach LOS -- -- C HC'S'0001"I Copyright )2000 University of Florida,All Rights Reserved Version 4 1 a file://C:\WINDOWS\TEMP\u2k61 E 1.TMP 06/28/2002 Two-Way Stop Control Page 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R MARVIN Intersection DURSTON& WALTON Agency/Co. IMARVIN&ASSOCIATES WAY Date Performed 10612812002 Jurisdiction BOZEMAN Analysis Time Period PEAK PM Analysis Year SITE DEVELOPMENT Project Description WALTON HOMESTEAD East/West Street: DURSTON RD North/South Street: WALTON WAY 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 10 530 0 0 11 678 Peak-Hour Factor, PHF 0.85 0.95 1.00 1.00 0.85 0,95 Hourly Flow Rate, HFR 11 557 0 0 12 713 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Undivided RT Channelized 0 0 Lanes 1 1 0 0 1 0 Configuration L T TR Upstream Signal 0 1 0 Minor Street Northbound Southbound .Movement 7 8 9 10 11 12 L T R L T R Volume 0 0 0 12 0 15 Peak-Hour Factor, PHF 1.00 1.00 1.00 0.85 1.00 0.85 Hourly Flow Rate, HFR 0 1 0 1 0 14 1 0 17 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 1 0 Configuration I I I I LTR Delay, Queue Len th and Level of Service Approach EB WB Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L LTR v (vph) 11 31 C (m) (vph) 887 422 v/c 0.01 0.07 95% queue length 0.04 0.24 Control Delay 9.1 14.2 LOS A g Approach Delay -- -- 14.2 Approach LOS -- -- g file://C:\WINDOWS\TEMP\u2kE090.TMP 06/28/2002 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R MARVIN Intersection OAK& 14TH Agency/Co. MARVIN &ASSOCIATES Jurisdiction BOZEMAN Date Performed 0612812002 Analysis Year SITE DEVELOPMENT Analysis Time Period PEAK PM Project Description WALTON HOMESTEAD East/West Street: OAK STREET North/South Street: 14TH AVENUE lntersection 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 0 438 16 14 640 0 Peak-Hour Factor, PHF 1.00 0.95 0.85 0.85 0.95 1.00 Hourly Flow Rate, HFR 0 461 18 16 673 0 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Undivided RT Channelized 0 0 Lanes 0 2 0 1 2 0 Configuration T TR L T Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume 30 0 20 0 0 0 Peak-Hour Factor, PHF 0.90 1.00 0.85 1.00 1.00 1.00 Hourly Flow Rate, HFR 33 1 0 1 23 0 0 1 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 1 0 1 0 0 0 Configuration I L I R Delay, Queue Len th and Level of Service Approach EB WB Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R v (vph) 16 33 23 C (m) (vph) 1094 304 767 vlc 0.01 0.11 0.03 95% queue length 0.04 0.36 0.09 Control Delay 8.3 18.3 9.8 LOS A C A Approach Delay -- -- 14.8 pproach LOS -- -- g HCS2000T11 Copyright©2000 University of Florida,All Rights Reserved Version 4 la file://C:\WINDOWS\TEMP\u2k3100.TMP 07/01/2002 it, APPENDIX "C" INTERNAL CAPTURE RATES Page 22 E 0 a I Q N v � ? 0 w o � V `o a w N E E N E N\ _ � lv 0 cll\ 1Vt z �, - o vN Jl b � � o . 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MARVIN&ASSOCIATES Jurisdiction BOZEMAN Date Performed 0612812002 Analysis Year SITE DEVELOPMENT Analysis Time Period PEAK PM Project Description WALTON HOMESTEAD East/West Street: OAK STREET North/South Street: 15TH AVENUE 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 0 421 41 30 640 0 Peak-Hour Factor, PHF 1.00 0.95 0.85 0.85 0.95 1.00 Hourly Flow Rate, HFR 0 1 443 48 35 1 673 0 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Undivided RT Channelized 0 0 Lanes 0 2 0 1 2 0 Configuration T TR L T Upstream Signal 0 0 Minor Street Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R Volume 53 0 33 0 0 0 Peak-Hour Factor, PHF 0.90 1.00 0.85 1.00 1.00 1.00 Hourly Flow Rate, HFR 58 0 38 0 0 1 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 1 0 1 0 0 0 Configuration L R Delay, Queue Len th, and Level of Service Approach EB WB Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R v (vph) 35 58 38 C (m) (vph) 1083 284 760 v/c 0.03 0.20 0.05 95% queue length 0.10 0.75 0.16 Control Delay 8.4 20.9 10.0- LOS A C A ,Approach Delay -- -- 16.6 pproach LOS -- - C HCS 000TI,I Copyright c0 2000 University or Florida,All Rights Reserved Version 4 la file://C:\WINDOWS\TEMP\u2k3100.TMP 07/01/2002