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HomeMy WebLinkAbout14 - Traffic Impact Study - Creekside Apartments TRAFFIC IMPACT STUDY 75 for {s _ Creebside Apartments Bozeman, Montana 41 , Prepared for Madison Engineering pn ,iti "f, Ifi7 i �a Prepared by I . iway�W• a•e.T'ms Os v.eR�. sue.Y.glf MARVIN & ASSOCIATES 1300 North Transtech Way Billings, MT 59102 October 24, 2014 i TRAFFIC IMPACT STUDY for Creehside Apartments Bozeman, Montana Prepared for Madison Engineering Prepared by * •• ROBERT R. MARVIN �►�� 3697E. .'.� o i/tT to MARVIN & ASSOCIATES �'F```""" 1300 North Transtech Way Billings, MT 59102 October 24, 2014 P.T.O.E. #259 TABLE OF CONTENTS PAGE INTRODUCTION 1 SITE LOCATION & DESCRIPTION 3 EXISTING CONDITIONS 3 Streets & Intersections 3 Traffic Volumes 4 Capacity 6 TRIP GENERATION 7 TRIP DISTRIBUTION g TRAFFIC ASSIGNMENT 11 TRAFFIC REDISTRIBUTION 11 TRAFFIC IMPACTS 14 Existing Traffic Volumes 14 Capacity 16 Safety- Traffic Control Warrants 17 FUTURE TRAFFIC VOLUMES 17 RECOMMENDATIONS 17 APPENDIX A—TRAFFIC VOLUMES APPENDIX B — CAPACITY CALCULATIONS i LIST OF TABLES PAGE Table 1. Existing Peak Hour Capacity Analysis Summary 6 Table 2. Creekside Apartments Trip Generation Summary 7 Table 3. Existing Plus Full Development Site Traffic Peak Hour Capacity Analysis Summary 16 LIST OF FIGURES PAGE Figure 1. Site Location Map 2 Figure 2. Existing 2014 Traffic Volumes 5 Figure 3. Site Traffic Directional Distribution Percentages 9 Figure 4. Site Traffic Volume Assignment 12 Figure 5. Redistribution of Existing Traffic to Cattamount Extension 13 Figure 6. Existing Plus & Redistributed Traffic With Phases 1 and 2 Development 15 ii Marvin &Associa-tes i Creekside Apartments Traffic Impact Study INTRODUCTION Marvin & Associates was retained by Madison Engineering to provide a Traffic Impact Study (TIS) for the Creekside Apartments development. This report summarizes the findings of the TIS. The purpose of the TIS is to determine whether development of this subdivision would impact the surrounding street system and related intersections. During initial review of the site plan by the City of Bozeman it was determined that the potential impact of greatest concern would be the intersection of Valley Center Road and Catron Street. Therefore, the main emphasis of this study was related to that intersection. However, minor intersections surrounding the site were studied and assessed for potential impacts. Because Cattamount Street would be extended from N 27th Avenue to its current terminus west of Valley Center Road, redistribution of existing traffic was determined and impacts to Cattamount Street intersections were evaluated. Having reviewed the proposed land use development plan and existing site conditions, Marvin & Associates collected traffic data, completed an analysis of existing conditions, addressed trip generation, trip distribution and traffic assignment, redistributed existing traffic, and evaluated capacity impacts that could result from the development of this subdivision. The study methodology and analysis procedures used in this study employed the most contemporary of analysis techniques, referencing only nationally accepted standards in the areas of site development and transportation impact assessment. Recommendations made within this report are based upon those standards and the professional judgment of the author. Creekside Apartments TIS Page 1 3nN3Atl H161'N v u 4lt, GE tq 1 � t93eu rnx ,o cn a s � s � —� — ---� _--- O snN3Ati: HttE ON � ---.. • LU _nt R � � s, .r • � z i Z 7 a l _ ii o W t 3Ntll S1Atla Creekside Apartments TIS Page 2 SITE LOCATION & DESCRIPTION The Creekside Apartments development is located in the southeast corner of N. 27th Avenue and Cattamount Street (see Figure 1). The property is bordered on the south by vacant land, just west of Costco. The proposed extension of Cattamount Street lies north of the development and is on the northern border of Creekside Apartments. The extension of Cattamount Street between N. 27th Avenue and Valley Center Road will be constructed in Phase 1 of the site improvements. Undeveloped property is adjacent to the east and N. 27th Avenue is along the west border of the property. Figure 1 illustrates the proposed layout of the Creekside Apartments. It would be developed in two phases. Phase 1 would be in the southern half and would contain three apartment buildings with 70 apartment units. The extension of Cattamount Street would be built in Phase 1 as well as the two proposed accesses on N 27th Avenue and on Cattamount Street. Phase 2 of the development would also have three apartment buildings with 72 apartment units. The access to North 27th Avenue would be located in alignment with Catalyst Street, which is a minor local access street. The second access would be on the east side of the site and would connect with the Cattamount Street extension. EXISTING CONDITIONS Streets & Intersections Although various area streets and intersections could ave the potential for impacts, this study's primary focus is on the intersection of Valley Center Road and Catron Street and minor intersections within the immediate area of influence of the subdivision (study area). This area includes the subdivision's accesses to North 27th Avenue and Cattamount Street. Creekside Apartments TIS Page 3 Local street intersections with potential for impact are the North 27th Avenue intersections with Cattamount Street and Catron Street, along with the Valley Center Road and Cattamount Street intersection. All of the Valley Center Road intersections were constructed to accommodate future development within the Gallatin Center area by a Special Improvement District in 2004. Commercial development within the SID area has continued to increase traffic in the area, which has created concerns for the operational integrity of the Valley Center Road and Catron Street intersection. North 27th Avenue is currently improved with curb & gutter and has a paved surface from Cattail Street to Valley Center Road. Catron Street and Cattamount Streets are both full width streets with curb & gutter and bike and pedestrian facilities. Cattamount Street, east of N. 27th Street, begins at Valley Center Road and extends west to a point approximately 450' from N 27th Street. The Creekside Apartments development will construct the extension that will complete the link between Davis Lane and Valley Center Road. Traffic Volumes Twenty-four hour automatic traffic counts were taken in October of 2014 on Catron Street and Valley Center Road. The counts provided hourly variations, which were used to determine peak hours and provide base volumes for turning movement projections. Summaries of the counts can be found be Appendix "A" of this report. The highest hourly volumes were found to occur between 4:30 and 5:30 p.m. The peak pm hour volumes were between 9.9% and 10.7% of the average weekday traffic (AWT) on these streets. Figure 2, on the following page, presents existing (2014) pm peak hour turning movement volumes at all of the intersections within the study area, along with AWT volumes. Some of the street segment volumes represent actual counts while others were calculated from turning movement counts. Creekside Apartments TIS Page 4 MWN A ASSOM LU 27 48 1 215 900 � 1 1 49 46 C= 0 10 .c*600 0. z CATTAMOUNT STREET a 315 200 47 178 43 5,300 381 450 317 230 2,950 11,250 CATRON STREET so 7,200 IF LU Lit of 6 32 Z Average Weekday Traffic (Typ) r ai L 700 85 M Vl 112 -::i— 91 BURKE STREET i EllF c4 10 cz, 14 bu C 6 9 19 4:30-5:30 FM Traffic LU October 2014 (T'yp) z a Fs 2! CATTAIL STREET Figure 2. Existing 2014 Traffic Volumes Creekside Apartments TIS Page 5 Pedestrian and bicycle activity was found to be minimal at most of the study intersections and therefore was not indicated on the turning movement diagrams. Pedestrian and bicycle traffic volumes, based on peak hour manual counts, was found to be less than 1% of all traffic. Heavy truck traffic on these local streets was also less than 1% of all traffic. School bus traffic along North 27th Avenue was approximately 2% of all traffic during the pm counting period. Capacity PM peak hour capacity calculations were conducted for each of the 4 study intersections (see Appendix B for calculations). The unsignalized intersection capacities were calculated using HCS 2010 software. Results of the calculations can be found in Table 1. Measures of effectiveness (MOEs) in Table 1 include average delay, level of service (LOS), and volume-to-capacity (v/c) ratio. Table 1. Existing Peak Hour Capacity Analysis Summary Intersection MOE NB SB EB WB Movement Group L L R Control Delay(stveh) 8.7 18.8 11.9 Valley Center Road LOS A C B and Catron Street VIC Ratio 0.27 0.15 0.44 Queue Length(9551.) 2 1 3 Movement Group LTR LTR LTR LTR Control Delay(s/veh) 7.3 7.4 11.8 11.2 N. 27th Avenue& LOS A A B B Calron Street VIC Ratio 0.01 0.03 0.21 0.27 Queue Length(95%) 0 1 1 2 Movement Group L LR Control Delay(s/veh) 7.4 9.6 Valley Center Road& LOS A A Cattamount Street VIC Ratio 0.04 0.12 Queue Length(95%) 1 1 Movement Group L LR Control Delay(slveh) 7.7 9.1 N. 271h Avenue& LOS A A Cattamount Street VIC Ratio 0.01 0.02 Queue Length(95%) 1 1 The capacity calculations revealed that all intersection approaches and individual approach movements currently operate at or above an acceptable LOS "C" under pm peak hour conditions. The eastbound left-turn movement on Catron at Valley Center Road is the only movement at LOS "C and the 40 plus vehicles experience an average delay of 18.8 seconds in the peak hour. However, the v/c ratio is only 0.15, which indicates relative small demand for that movement. Creekside Apartments TIS Page 6 TRIP GENERATION Table 2 presents individual trip generation estimates for the Creekside Apartments development. Trip generation rates and resulting trips are shown for the average weekday and for the pm peak hour. The rates were taken from ITE's Trip Generation Report, 9tt' Edition. Table 2. Creekside Apartments Trip Generation Summary Average Weekday Peak AM Hour Peak PM Hour No. of Rate Total Total Total Land Use Units Units Rate Trips Rate Trips Enter Exit Rate Trips Enter Exit Phase 1: Code 220 Apartments 70 DUs 1 466 2 38 8 30 3 43 28 15 Phase 2: Code 220 Apartments 72 DUs 1 479 2 39 8 31 3 45 29 16 Total Phase 1 and Phase 2= 945 77 16 61 1 6 88 57 31 1-T=6.65(X) 2-T=0.49(,X)+3.73(20%enter) 3-T=0.62()�(65%enter) The gross projected average weekday trips (AWT) for Creekside Apartments would be 466 in Phase 1 and 479 in Phase 2 totaling 945 AWT for the entire development. During the p.m. peak period, total development trips would be 88, with approximately 57 entering and 31 exiting the site. In the a.m. hour, there would be 77 trips with 16 entering and 61 exiting the site. Not all of the generated trips would be vehicular, nor would all of the trips result in new traffic on the street system. At this point, it can be assumed that transit would not play a substantial role in modal trip exchange and as such, few trips would likely be attributable to transit. A segment of new trips could be attributed to pedestrians and bicycle traffic because of the proximity to large commercial trip attractors, but for the purposes of this analysis none of the trips were assigned to alternative transportation modes. Creekside Apartments TIS Page 7 The number of external vehicle trips was determined in Table 2 and they can be further categorized as primary purpose, diverted link, or passerby purpose trips. Primary purpose trips are trips for which the development is a primary destination from any particular origin. Diverted link trips are trips made to a development as a secondary destination that must be diverted from a path between the origin and primary destination. Passerby trips are also trips made to a development as a secondary destination, but without a diversion from the primary trip path (i.e., a stop on the way home from work). The ITE Trip Generation Report provides methods for estimating passerby trips for a variety of facilities. For this development it can be assumed that there will be no passerby trips. Because of the location of this development, passerby trips would only have an effect on assignment of trips to the street system, where multi-purpose trips may occur on Catron Street. TRIP DISTRIBUTION There are various methods available for determining the directional distribution of trips to and from site developments. For developments within a large urbanized area, the task is best accomplished through the creation of a computerized transportation model of the urban street system, which includes the proposed development changes. When the creation of a model is not feasible, reliable estimates can be made by calculating the distribution of existing traffic volumes on the surrounding street system. Figure 3, on the following page, shows a graphical summary of the directional trip distribution, which is actually a composite of individual land use distribution patterns. Existing directional traffic distribution, with some adjustments, was used for the proposed site development. Creekside Apartments TIS Page 8 � z 1�, z a � x Z N 10°10 0% = a r 0 ° z CATTAMOUNT STREET 18% I I I 15% Phase 21 a+a.r I ..a 15% 6�5 Phase 1 i Q Y I'f 67% CATRON STREET 26% d�% _ - - -- 2� 22% 12% HP.M:LTON Wi _� 38% J - ^I BURKE STREET 100% NI W O N C'ATML 9THEET 10% W Z W Q J 38% CATTAIL STREET 48% Figure 3. Site Traffic Directional Distribution Percentages Creekside Apartments TIS Page 9 Generally, 25% of the trips would be directed to the north and west, with 15% of the trips directed to the north and east. Approximately 12% of the trips would be directed to and from the large commercial/retail complex accessed by Catron Street east of N 27th Avenue. The remaining 48% of the trips would be directed to and from the south. While most of the directional distributions have a defined path, the distribution of trips to and from the south would have multiple paths choices within the immediate area, even though S. 19th Avenue would be the main corridor to and from the south. A travel time analysis was completed to determine least travel time paths to and from the development's accesses. It was determined that the path involving N. 27th Avenue, Catron Street, Valley Center Road, and N 19th Avenue to and from the intersection of N. 19th Avenue and Cattail Street would be 143 seconds, including average intersection delays. The path using N. 27th Avenue and Cattail Street to the same intersection would only require 114 seconds of travel time. Thus, the Cattail Street path would have a substantial travel time advantage. Figure 3 indicates that 38% of the trips would be assigned to the Cattail Street path with 10% of the trips using the alternative path. The 10% distribution is related to passerby traffic that would be drawn from the fastest path based upon existing traffic pattern calculations. In addition to travel paths to and from the south, the travel time study indicated that trips to and from the north/northeast would have a travel time advantage using the new Cattamount Street extension to Valley Center Road instead of using the Catron Street path. Thus, 15% of the traffic would use the Cattamount Street routing. Creekside Apartments TIS Page 10 TRAFFIC ASSIGNMENT The assignment of site traffic to a development's street system and site access points is dependent upon several factors. Two such factors are external directional distribution and localized operational site conditions. The combined calculation of demand and least time accessibility are then used to estimate likely movement volumes at each individual access point. Turning movements at each access point can then be calculated through the application of primary trip distributions to full development vehicular trip generation totals. In the case of the Creekside Apartments, there are a total of two different access points each on different streets. Individual demand at each access is dependent upon travel time and the relative location of land uses within the site. Figure 4, on the following page, illustrates the results of average weekday and pm peak hour, site-generated traffic assignment for the Creekside Apartments for Phase 1 and for the total of Phases 1 and 2. Peak pm hour traffic assignments at each of the individual approaches are also detailed in Figure 4. TRAFFIC REDISTRIBUTION An analysis of existing traffic movements combined with least travel time analysis was completed to determine relative traffic demand on the street system with the extension of Cattamount Street in-place. It was determined that approximately 23% of the traffic on N. 27th Avenue, north of Cattamount Street, would use the Cattamount Street extension and approximately 27% of the traffic on Cattamount Street, west of N. 27th Avenue, would use the Cattamount extension road. This would result in approximately 370 AWT on Cattamount Street with a corresponding reduction of 370 AWT on both N.27th Avenue, south of Cattamount and Catron Street, east of N. 27th Avenue. Figure 5 illustrates the AWT and peak pm hour traffic redistribution projected for the construction of the Cattamount Street extension. Creekside Apartments TIS Page l l a o < Q [all [31 AIAt N A ASSOCARS lu Z 01 �pE21 Q 0[23-=J �a[sl Z 00 0 47[95] p 0[0] 1 � q/2 `Ll 1 e=~e p 2[a1 0 [s[ [2] � 37[761 Z 0[I701 �� rV CATTAMpUNT STREET 4 Q —(-�--- a p I$1 I 70[142] e41841 I 5 0==r:. a o o [5] I Phase 2[ 0[51� =4181 0 [4) f I _ �_ i �Qn4�1 3[3j � � (� �10121] I i 33 [4) 01J 4 Phase 1 I 2[41� 0 19 4 j39' 3 4 312[633] [ILA ,J [6) [8] [ CATRON STREET 116[236] 34166] 11 102[208] 47[95_] i # = 1 6 4 Phase 1 i-2 AWT Ii Z /I n21 I73 Phase 1 AWT 177[3591 2[4f 0 BURKE STREET N� /� 0 W F A w W 0� Z a 11 0 1231 CA]TN1 STRetT Peak PM Site Traffic LU 00100] Z 1 W LL Phase 1+2 Q Phase 1 s� --= � CATTAIL STREET Figure 4. Site Traffic Volume Assignment Creekside Apartments TIS Page 12 �+n n 4 ^' +13c�j +13 00 �0j C4 0 -13 �/ 0 �Y Y O -13 -11 +21. s» CATTAMOUNT STREET t Z4 0 4�T +370 I Phase 2 I o +21 11 I I +370 -3701 I r i 0 i Phase 1 i -21 I 1.� J 24+24 CATRON STREET 0R -370 W�� Change In AM Traffic Z!' 4�� -24 r* �0 BURKE STREETv0ta Z ° ccrru` r`(� _ Change In PM Peak Hour Traffic W 7 z Z Si �\1 i CATTAIL STREET Figure 5. Redistribution of Existing Traffic to Cattamount Extension Creekside Apartments TIS Page 13 TRAFFIC IMPACTS Existing Traffic Volumes Traffic volume impacts for site developments can often be quantified by determining the change in traffic volumes expected at various points within the surrounding network of streets. Site traffic assignments give an indication of what volume of traffic could potentially be added to the street system during the average weekday (AWT). The percent change in AWT can be used to identify general locations where impacts could be significant, but it is the change in traffic during peak periods that provide specific information on the type and location of impacts that could potentially occur. In almost all cases, it is very difficult to determine AWT on any section of street to within 10% accuracy. Thus, impact analyses on streets with relative percentage increases less than 10% are not normally considered critical. Figure 6, on the following page, illustrates the associated traffic volume impacts related to full development site traffic added to existing background traffic on the surrounding street system. Included in Figure 6 traffic volumes are the existing traffic volumes that would be redistributed as a result of completing the Cattamount Street corridor between N. 27th Avenue and Valley Center Road. Figure 6 also shows existing volumes plus site traffic on each street segment and the relative percentage increases over existing AWTs. Significant increases in AWT (greater than 10%) would occur along Cattamount Street and N. 27tn Avenue, south of Catron Street. Creekside Apartments TIS Page 14 L_/L_/ULJ , 1 30 11 1 MAIYIN III ASSOCIATES LU Z27 '!9"�S V 13 Inn Q 75�'� <-14 I 1 215 x /!� 1,000 37`� 0 5150 N [91/6] (0°/6]� b 1 a6 37 37 0 35 680 Z (13%] 540[na] elm CATTAMOUNT STREET r`+ 40 315 ( ] 2 0%] 1160 j 21==C> Vo 24 b2 5 ] Phase 2( 5 8 47 203 �21 _ b moo ; °, Phase 1 j 364c=- 7, 39 1700 ] ] 299 312 ( CATRON STREET �12%] 191014%] 79 6950 (-5%] [-4% a 44 30 Existing+Site+Redlst A wMaroH Z{ 1050 �,1f/, ll`,YA p g Percentage Increase xi 7'� 73 L-J 0 BURKE STREET Ni 10 C= , /314 rn b 32 19 CAT7/-L ST.IC T Peak PM Site Plus/\ Existing & Redistributed Traffic WLU Z W Q _ f Z CATTAIL STREET Figure 6. Existing Plus & Redistributed Traffic With Phases 1 and 2 Development Creekside Apartments TIS Page 15 Capacity Table 4, below, summarizes capacity analysis results for existing plus site generated traffic at each of the potentially impacted intersections. The calculations indicated that there would not be any significant capacity impacts resulting from the addition of site generated traffic. In some cases, delay would actually be reduced due primarily to redistribution of traffic from Catron Street to the Cattamount Street extension. The intersection of Valley Center Road and Catron Street would still operate with a LOS "C" for the eastbound left turn lane, with a per vehicle delay of 18.2 seconds. Both of the proposed site accesses would operate at LOS A. The capacity impacts indicated in Table 4 provide an indication of how these intersections would operate if the development existed today so that it can be determined where mitigating measures should be applied. Table 3. Existing Plus Full Development SiteTraffic Peak Hour Capacity Analysis Summary Intersection MOE NB SB EB WB Movement Group L L R Control Delay(stveh) 8.8 18.2 11.9 Valley Center Road LOS A c B and Catron Street VIC Ratio 0.26 0.14 0.43 Queue Length(95%) 2 1 3 Movement Group LTR LTR LTR LTR Control Delay(sIveh) 7.3 7.4 12.1 11.5 N. 27th Avenue& LOS A A B B Catron Street VIC Ratio 0.01 0.02 0.23 0.26 Queue Length(95%) 0 1 1 2 Movement Group L LR Control Delay(stveh) 7.8 9.2 Valley Center Road& LOS A A Cattamount Street VIC Ratio 0.03 0.08 Queue Length(9591.) 1 1 Movement Group LTR LTR LTR LTR Control Delay(s/veh) 7.3 7.3 10.0 9.7 N. 27th Avenue& LOS A A A A Cattamount Sheet VIC Ratio 0.03 0.01 0.13 0.03 Queue Length(95%) 1 1 1 1 Movement Group LTR LTR LTR LTR Control Delay(s/veh) 7.4 7.5 8.8 9.8 N. 27th Avenue& Site LOS A A A A Access(Catalyst St) VIC Ratio 0.00 0.00 0.01 0.05 Queue Length(95%) 0 0 1 1 Movement Group LT LR Control Delay(stveh) 8.8 7.3 Cattamount Street& LOS A A Site Access VIC Ratio 0.01 0.01 Queue Length(95%) 1 1 Creekside Apartments TIS Page 16 Safety —Traffic Control Warrants Auxiliary turn lane warrants were summarily evaluated for existing plus site generated traffic conditions. It was found that none of the minor intersections or site accesses would have sufficient traffic to warrant turn lane considerations. Signal warrants at the intersection of Valley Center Road and Catron Street were not investigated because with LOS "C" operations, installation of a traffic signal could not be justified even if warranted. FUTURE TRAFFIC VOLUMES Growth in background traffic is dependent upon continued subdivision development in the area. Traffic counts were taken in 2007 on Catron Street and on N. 27th Avenue. It appears that in the past seven years, traffic has increased on N. 27th Street by 140% on N. 27th Avenue and by 150% on Catron Street. A relative check of capacity at the site approaches using more than double the existing volumes indicated that the LOS would remain at the same levels. Thus, future traffic growth should not affect the operational efficiency of the site accesses. RECOMMENDATIONS The development of Creekside Apartments would generate approximately 945 additional trips on the average weekday and 88 during the typical pm peak hour. Although traffic volume increases would be likely on adjacent streets and at minor intersections, none of those streets or intersections would be impacted by the additional traffic volumes generated by this development. Therefore, the development could be constructed, as planned with the Cattamount Street extension, without substantially impacting existing traffic operations. Creekside Apartments TIS Page 17 APPENDIX A—TRAFFIC VOLUMES Creekside Apartments TIS Page 18 M p Y o o M c M o 0 0 o M o 0 0 0 o M o 0 0 0 0 o M M O N O N r N (n a1 N Q7 n V N r a0 a) oV r Q) a) r n O n a) n M t7 N o? 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O O O O O O N N N V h CO CO 00 CO I6 M < O O O O N N N O rn tm m T V 01 h I M N a) GI r O r r M m m m (07 I « r � � (O c2 (O 0�0 If i N M O N cO 3 y �* c � ° a = c � r N ? r O M r M h M M M h O —M V M 'IT I I CO N O O N L O m < f6 rn = c O n O N d M N �' (O h m h 0 h V co CO W M = v > v 7 O < O < 1 O v v .h- CO I Iff < � M O N < W+ ti o 0 0 0 0 0 0 0 N < 00000000 C N O w(D't N 0 Z M O M O < < O N V Mh .r— � .2 � h et N NlI) M 4— r 2 O 1MV% Nl W m e 'a 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4.1 Q) ° Y O O � � V 100 < (M O r IO r W (O V; V 0� < m N Cl) r C N e d d ? O O O O O ll7 If7 W h 07 W O 07 m O V) M < o O O O O � V/ ��/� ' N O N c Im m rn M O O h h IN O n — O M N < .2 f co I N � n U Q �_ 3 y O r c Oc a ^ c O O 0) '.f N 0 0 N N M M O I � m V h < MAg D 2 0 fC CO W ` n v 3 � < _ a y 7 0 000 O (D N Cl) n n 0 (O] N O N N M 10 1 r V N M04 _ v N lr. p C oo0000000 00 { � < V N a ooiaol�(D ui�cn nl�CJ LMV% c � < N M I In W ti O m APPENDIX B — CAPACITY CALCULATIONS Creekside Apartments TIS Page 19 Two-Way Stop Control Page l of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst IR Marvin Intersection Valley Center& Catron Agency/Co. [Marvin&Associates Jurisdiction City of Bozeman Date Performed 11012112014 Analysis Year 2014 Analysis Time Period jPeak PM Project Description Creekside Apartments East/West Street: Catron Street North/South Street: Valley Center Road 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) 317 280 178 47 Peak-Hour Factor, PHF 0.89 0.89 1.00 1.00 0.89 0.89 Hourly Flow Rate, HFR 356 314 0 0 200 52 veh/h Percent Heavy Vehicles 0 -- -- 1 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 1 2 0 0 2 0 Configuration I L T T TR Upstream Signal 1 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 43 381 Peak-Hour Factor, PHF 0.93 1.00 0.93 1.00 1.00 1.00 Hourly Flow Rate, HFR 46 0 409 0 0 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 1 0 0 0 Configuration L 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 (veh/h) 356 46 409 C (m) (veh/h) 1325 306 930 /C 0.27 0.15 0.44 95%queue length 1.09 0.52 2.28 Control Delay(s/veh) 8.7 18.8 11.9 LOS A C I B Approach Delay(s/veh) -- -- 12.6 Approach LOS -- -- B Copyright©2010 University of Florida,All Rights Reserved HCS+TM Version 5.6 Generated: 10/24/2014 12:11 PM file:///C:/Users/Bob/AppData/Local/Temp/u2kEBC5.tmp l 0/24/2014 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst IR Marvin Intersection Valley Center&Cattamount Agency/Co. IMarvin&Associates Jurisdiction City of Bozeman Date Performed 11012112014 Analysis Year 2014 Analysis Time Period lPeak PM Project Description Creekside Apartments East/West Street: Cattamoun Street North/South Street: Valley Center Road 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) 8 315 215 1 Peak-Hour Factor, PHF 0.88 0.88 1.00 1.00 0.89 0.89 Hourly Flow Rate, HFR 9 357 0 0 241 1 veh/h Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 1 2 0 0 2 0 Configuration L T T TR Upstream Signal 1 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 1 10 Peak-Hour Factor, PHF 0.50 1.00 0.50 1.00 1.00 1.00 Hourly Flow Rate, HFR 2 0 20 0 0 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) 9 22 C(m)(veh/h) 1336 905 lC 0.01 0.02 95%queue length 0.02 0.07 Control Delay(s/veh) 7.7 9.1 LOS A A Approach Delay(s/veh) -- -- 9.1 Approach LOS -- -- A Copyright©2010 University of Florida,All Rights Reserved HCS+Tm Version 5.6 Generated: 10/22/2014 12:41 PM file:///C:/Users/Bob/AppData/Local/Temp/u2k3O3E.tmp 10/22/2014 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site information Analyst R Marvin Intersection N 27th & Catron Agency/Co. arvin&Associates Jurisdiction City of Bozeman Date Performed 1012112014 Analysis Year 2014 Analysis Time Period Peak PM Project Description Creekside Apartments East/West Street: Catron Street North/South Street: N 27th Street 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 9 19 44 32 6 Peak-Hour Factor, PHF 0.60 0.60 0.60 0.80 0.80 0.80 Hourly Flow Rate, HFR 9 14 31 54 39 7 veh/h Percent Heavy Vehicles 0 1 0 Median Type Undivided RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration I LTR LTR 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 3 112 10 14 91 85 Peak-Hour Factor, PHF 0.85 0.85 0.85 0.90 0.90 0.90 Hourly Flow Rate, HFR 3 131 11 15 101 94 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 (veh/h) 9 54 210 145 C (m) (veh/h) 1575 1576 786 675 lc 0.01 0.03 0.27 0.21 95%queue length 0.02 0.11 1.08 0.81 Control Delay(s/veh) 7.3 7.4 11.2 11.8 LOS A A B 8 pproach Delay(s/veh) -- -- 11.2 11.8 pproach LOS I -- I -- 1 B B Copyright©2010 University of Florida,All Rights Reserved HCS+TM Version 5.6 Generated: 10/22/2014 12:39 PM file:///C:/Users/Bob/AppData/Local/Temp/u2kDB7A.tmp 10/22/2014 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Intersection N 27th &Cattamount Agency/Co. Marvin&Associates Jurisdiction City of Bozeman Date Performed 1012112014 Analysis Year 2014 Analysis Time Period Peak PM Project Description Creekside Apartments East/West Street: Cattamount Street North/South Street: N 27th Street 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 49 46 35 1 Peak-Hour Factor, PHF 0.75 0.75 1.00 1.00 0.75 0.75 Hourly Flow Rate, HFR 65 61 0 0 46 1 veh/h Percent Heavy Vehicles 0 -- -- 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 27 48 Peak-Hour Factor, PHF 0.70 1.00 0.70 1.00 1.00 1.00 Hourly Flow Rate, HFR 38 0 68 0 0 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) 65 106 C(m)(veh/h) 1573 895 lc 0.04 0.12 95%queue length 0.13 0.40 Control Delay(s/veh) 7.4 9.6 LOS A A Approach Delay(s/veh) — -- 9.6 pproach LOS -- -- A Copyright©2010 University of Florida,All Rights Reserved HCS+TM Version 5.6 Generated: 10/22/2014 12:40 PM file:///C:/Users/Bob/AppData/Local/Temp/u2k794E.tmp 10/22/2014 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Intersection Valley Center&Catron Agency/Co. Marvin &Associates Jurisdiction City of Bozeman Date Performed 1012112014 Analysis Year 2014 Exist+Full Site Analysis Time Period Peak PM Project Description Creekside Apartments East/West Street: Catron Street North/South Street: Valley Center Road 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) 299 312 203 47 Peak-Hour Factor, PHF 0.89 0.89 1.00 1.00 0.89 0.89 Hourly Flow Rate, HFR 335 350 0 0 228 52 veh/h Percent Heavy Vehicles 0 1 0 __ Median Type Raised curb RT Channelized 0 0 Lanes 1 2 0 0 2 0 Configuration L T T TR Upstream Signal 1 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 43 364 Peak-Hour Factor, PHF 0.93 1.00 0.93 1.00 1.00 1.00 Hourly Flow Rate, HFR 46 0 391 0 0 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 1 0 0 0 Configuration L 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 (veh/h) 335 46 391 C (m) (veh/h) 1294 318 913 /c 0.26 0.14 0.43 95%queue length 1.04 0.50 2.17 Control Delay(s/veh) 8.8 18.2 11.9 LOS A C I B Approach Delay(s/veh) -- -- 12.5 Approach LOS -- -- B Copyright©2010 University of Florida,All Rights Reserved HCS+TM Version 5.6 Generated: 10/24/2014 12:09 PM file:///C:/Users/Bob/AppData/Local/Temp/u2kF7F5.tmp 10/24/2014 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Intersection Valley Center&Cattamount Agency/Co. Marvin&Associates Jurisdiction Cit.y of Bozeman Date Performed 1012112014 Analysis Year 2014 Plus Full Site Analysis Time Period Peak PM Project Description Creekside Apartments East/West Street: Cattamoun Street North/South Street: Valley Center Road 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) 40 315 215 1 Peak-Hour Factor, PHF 0.88 0.88 1.00 1.00 0.89 0.89 Hourly Flow Rate, HFR 45 357 0 0 241 1 veh/h Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type Raised curb RT Channelized 0 0 Lanes 1 2 0 0 2 0 Configuration L T T TR U stream Signal 1 0 Minor Street Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 1 35 Peak-Hour Factor, PHF 0.50 1.00 0.50 1.00 1.00 1.00 Hourly Flow Rate, HFR 2 0 70 0 0 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) 45 72 C(m) (veh/h) 1336 924 lc 0.03 0.08 95%queue length 0.10 0.25 Control Delay(s/veh) 7.8 9.2 LOS A A Approach Delay(s/veh) -- -- 9.2 Approach LOS -- -- A Copyright©2010 University of Florida,All Rights Reserved HCS+Tm Version 5.6 Generated: 10/24/2014 12:27 PM file:///C:/Users/Bob/AppData/Local/Temp/u2kBC8B.tmp 10/24/2014 Two-Way Stop Control Page 1 of l TWO-WAY STOP CONTROL SUMMARY General Information Site Information Anal st R Marvin Intersection N 27th & Catron Agency/Co. Marvin &Associates Jurisdiction City of Bozeman Date Performed 1012112014 Analysis Year 2014 Existing+Full Site Analysis Time Period Peak PM Project Description Creekside Apartments East/West Street: Catron Street North/South Street: N 27th Street Intersection Orientation: North-South IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Northbound I Southbound Movement 1 2 3 4 5 6 L T R L T R Volume (veh/h) 6 32 19 30 44 8 Peak-Hour Factor, PHF 0.60 0.60 0.60 0.80 0.80 0.80 Hourly Flow Rate, HFR 9 53 31 37 54 9 veh/h Percent Heavy Vehicles 0 1 0 Median Type Undivided 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 7 112 10 14 91 73 Peak-Hour Factor, PHF 0.85 0.85 0.85 0.90 0.90 0.90 Hourly Flow Rate, HFR 8 131 veh/h 11 15 1 101 81 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 (veh/h) 9 37 197 150 C (m) (veh/h) 1553 1526 752 657 lc 0.01 0.02 0.26 0.23 95%queue length 0.02 0.07 1.05 0.88 Control Delay(s/veh) 7.3 7.4 11.5 12.1 LOS A A B 8 pproach Delay(s/veh) -- -- 11.5 12.1 pproach LOS I -- I -- 1 B B Copyright©2010 University of Florida,All Rights Reserved HCS+TM Version 5.6 Generated: 10/24/2014 12:20 PM file:///C:/Users/Bob/AppData/Local/Temp/u2kF509.tmp 10/24/2014 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Intersection N 27th &Cattamount Agency/Co. Marvin&Associates Jurisdiction City of Bozeman Date Performed 1012112014 Analysis Year 2014 Exist+Full Site Analysis Time Period Peak PM Project Description Creekside Apartments East/West Street: Cattamount Street North/South Street: N 27th Street 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 37 37 0 11 30 1 Peak-Hour Factor, PHF 0.75 0.75 1.00 1.00 0.75 0.75 Hourly Flow Rate, HFR 49 49 0 11 40 1 veh/h Percent Heavy Vehicles 0 -- -- 0 -- - Median Type Undivided RT Channelized 0 0 Lanes 1 0 1 0 0 1 0 Configuration LTR LTR 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 27 15 37 0 14 13 Peak-Hour Factor, PHF 0.70 1.00 0.70 1.00 1.00 1.00 Hourly Flow Rate, HFR 38 15 52 0 14 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 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) 49 11 27 105 C (m) (veh/h) 1581 1571 800 825 lc 0.03 0.01 0.03 0.13 95%queue length 0.10 0.02 0.10 0.44 Control Delay(s/veh) 7.3 7.3 9.7 10.0 LOS A A I A A Approach Delay(s/veh) — -- 9.7 10.0 pproach LOS -- -- A A t--7j Copyright©2010 University of Florida,All Rights Reserved HCS+TM Version 5.6 Generated: 10/24/2014 12:30 PM file:///C:/Users/Bob/AppData/Local/Temp/u2k2655.tmp 10/24/2014 Two-Way Stop Control Page I of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst IR Marvin Intersection N 27th Avenue Site Access Agency/Co. IMarvin Associates Jurisdiction Cit y of Bozeman Date Performed 11012412014 Analysis Year 2014 Existing+Full Site Analysis Time Period [Peak PM Project Description Creekside Apartments East/West Street: Site Access North/South Street: N 27th Avenue 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 71 39 5 0 62 Peak-Hour Factor, PHF 0.80 0.80 0.80 0.75 0.75 0.75 Hourly Flow Rate, HFR 6 88 48 6 0 82 veh/h 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 Eastbound Westbound Movement 7 8 9 10 11 12 L T R L T R Volume veh/h 1 0 3 21 0 3 Peak-Hour Factor, PHF 0.50 0.50 0.50 0.60 0.60 0.60 Hourly Flow Rate, HFR 2 veh/h 0 6 34 0 4 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 (veh/h) 6 6 38 8 C(m) (veh/h) 1528 1461 791 957 Vic 0.00 0.00 0.05 0.01 95%queue length 0.01 0.01 0.15 0.03 Control Delay(s/veh) 7.4 7.5 9.8 8.8 LOS A A A A Approach Delay(s/veh) -- -- 9.8 8.8 Approach LOS I -- -- A A Copyright©2010 University of Florida,All Rights Reserved HCS+TM Version 5.6 Generated: 10/24/2014 12:47 PM file:///C:/Users/Bob/AppData/Local/Temp/u2kD74C.tmp l 0/24/2014 Two-Way Stop Control Page 1 of 1 TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst R Marvin Intersection Cattamount Site Access Agency/Co. Marvin Associates Jurisdiction City of Bozeman Date Performed 1012412014 Analysis Year 2014 Existing+Full Site Analysis Time Period Peak PM Project Description Creekside Apartments East/West Street: Site Access North/South Street: Cattamount St 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 21 5 8 24 Peak-Hour Factor, PHF 0.50 0.50 0.50 0.60 0.60 0.60 Hourly Flow Rate, HFR 0 42 10 13 39 0 veh/h 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 veh/h 3 4 Peak-Hour Factor, PHF 0.50 0.80 0.50 0.75 0.75 0.75 Hourly Flow Rate, HFR 6 0 8 0 0 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 Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LT LR (veh/h) 13 14 C (m) (veh/h) 1567 960 lc 0.01 0.01 5%queue length 0.03 0.04 Control Delay(s/veh) 7.3 8.8 LOS A A Approach Delay(s/veh) -- -- 8.8 Approach LOS I - -- A Copyright©2010 University of Florida,All Rights Reserved HCS+TM Version 5.6 Generated: 10/24/2014 12:51 PM file:///C:/Users/Bob/AppData/Local/Temp/u2kD74C.tmp 10/24/2014