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HomeMy WebLinkAbout07 - Traffic Impact Study - Baxter Meadows PUD (Preliminary) TRAFFIC IMPACT STUDY ;for lUTURE PRELIMINARY AMENDED PLAT OF BAXTER MEADOWS $,UB61V1$.ION P.U.D -- PH �- {,E-F�O-UR f� � L IJ j[Cp'�, L Bozeman, Montana MITI K6 —P- Prepared for L�- - Prepared by MARVIN & ASSOCIATES 1300 North Transtech Way Billings, MT 59102 TRAFFIC IMPACT STUDY for PRELIMINARY AMENDED PLAT OF BAXTER MEADOWS SUBDIVISION P.U.D PHASE FOUR Bozeman, Montana Prepared for PC DEVELOPMENT Prepared by Q4ti J•. e�ooe �. Y. e $.k va R Rp3£ T R.MIN- 1140f d 1< . '47 e ado 3 7E su, � MARVIN & ASSOCIATES 1300 North Transtech Way Billings, MT 59102 ° dddtd861kC8p�� February 2007 TABLE OF CONTENTS PAGE INTRODUCTION 1 SITE LOCATION & DESCRIPTION 3 EXISTING CONDITIONS 3 Streets & Intersections 3 Traffic Volumes 6 Capacity g TRIP GENERATION g TRIP DISTRIBUTION 12 TRAFFIC ASSIGNMENT 14 IMPACTS 19 Traffic Volumes 19 Cumulative Volumes 21 Capacity 21 FUTURE CONCERNS 23 IMPACT MITIGATION 25 RECOMMENDATIONS 25 APPENDIX A - TRAFFIC VOLUMES APPENDIX B - CAPACITY CALCULATIONS i LIST OF TABLES PAGE Table 1. Existing PM Peak Hour Capacity Analysis Summary 9 Table 2. Baxter Meadows Phase 4 Trip Generation Summary 10 Table 3. Phase 4 Plus 3&6, Existing & Other Subdivision Traffic PM Peak Hour Capacity at Key Intersections 23 LIST OF FIGURES PAGE Figure 1. Site Location Map 2 Figure 2. Proposed Subdivision Site Layout 4 Figure 3. Existing Traffic Volumes 7 Figure 4. Trip Distribution Phase 4 13 Figure 5. Traffic Assignment - Phase 4 15 Figure 6. Site Access Traffic Assignment 16 Figure 7. Existing Traffic Redistribution — Davis Lane Extension 18 Figure 8. Existing Plus Phase 4 Site Traffic Assignment 20 Figure 9. Existing Plus Recently Approved Development Traffic Estimates — Oak & 1 9th 22 yk i, B ' Baxter Meadows Subdivision Phase 4 TIS INTRODUCTION This report summarizes the findings of a traffic impact study (TIS) for the Preliminary Amended Plat of Baxter Meadows Subdivision P.U.D. Phase 4, which is located on the western fringe of Bozeman, MT. Marvin & Associates was retained by Potter Clinton Development to provide the TIS per the requirements of City of Bozeman ordinances regarding land use developments which have the potential to impact traffic operations on the surrounding roadway system. Originally, Robert Peccia & Associates completed a traffic impact study in October of 2001 for the Master Plan (which has since changed substantially) with all five phases of the proposed development. Phases 1 and 2 were platted as a result of that study. Phase 1 and portions of Phase 2 have since been constructed, while other portions of Phase 2 are currently under construction. Traffic impact studies for Phase 3 and 6 of the development were completed by Marvin & Associates in September 2005 and February 2006 respectively. The Phase 4 study relies on portions of the Phase 3 and 6 studies for the analysis and conclusions contained herein. The primary purposes of this study were to address specific traffic impacts related to Phase 4 and to provide recommendations regarding the mitigation of any identified impacts. Having reviewed the proposed land use development plan, Marvin & Associates completed an extensive analysis of existing conditions, addressed trip generation, trip distribution and traffic assignment, and evaluated the resulting arterial and intersection capacity impacts, before making recommendations regarding the mitigation of impacts. The study methodology and analysis procedures used in this study employed the most contemporary of analysis techniques, using 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. u, Baxter Meadows Subdivision Phase 4 TIS Page 1 e� W ti c _ Ave. Oi -A 01 S..19th A". sprt„Osri ltd.E rtl M.19th Ave. bl-&-A y � Td �lgy 6 .' Y s E ££ 4 C= z �' Baxter Meadows Subdivision Phase 4 TIS Page 2 SITE LOCATION & DESCRIPTION The development site for the Baxter Meadows Subdivision is located, between Harper Puckett Road and Davis Lane, in Bozeman, MT (see Figure 1 preceding page). Phase 4 would be located on the South side of Baxter lane and west of the newly constructed Davis Lane (see Figure 2 following page). The preliminary plat for Phase 4 proposes the development of 125 single family residential lots and a cluster lot with 72 multi-family residential units. Access to Baxter Meadows Phase 4 would be achieved using two street approaches to Baxter Lane and two street approaches to Davis Lane. Internally, Vaquero Parkway, a proposed local street would intersect both Baxter Lane and Davis Lane providing access to the east-west residential streets within the Phase 4 property. EXISTING CONDITIONS Streets & Intersections Adjacent and potentially impacted public streets would include: Baxter Lane, Davis Lane, Ferguson Avenue, Flanders Mill Road, Harper Puckett Road and N. 19th Avenue. Various other area local streets could also potentially realize minor impacts. The existing intersections of Baxter with N. 19th Avenue, Davis Lane, Ferguson Avenue, Flanders Mill Road and Harper Puckett Road would have the greatest potential for impact. Several other local street intersections with Baxter Lane could also be impacted. Baxter Lane is an east-west oriented minor arterial (per the Greater Bozeman Area Transportation Plan 2001 Update) that begins at Jackrabbit Lane, north of the Four Corners area and ends at N. 7th Avenue in Bozeman. From Jackrabbit Lane east, approximately 3.5 miles of Baxter is a gravel road. The remainder is paved and has a variable pavement width and varying speed zones. Between N. p Baxter Meadows subdivision Phase 4 T15 Page 3 1 BAXiER LANE k ow Mt CI MC 1f1£a w. BL©CK 11 wax a ONii PARK �mk Ei 4 � OAK $MET a s Figure 2. Proposed Subdivision Site Layout Baxter Meadows Subdivision Phase 4 TIS Page 4 I 9th Avenue and N. 7 1h Avenue, Baxter is classified by the State as Urban Route 1218. Davis Lane is a north-south oriented minor arterial that currently extends south from Valley Center Road to Baxter lane. The majority of Davis Lane has been paved as a result of area development. However, north of Catamount Street, the road still has a gravel surface. As a condition of the original Baxter Meadows Master Plan, Davis Lane was recently extended one mile to the south connecting Baxter Lane with Oak Street. Ferguson Avenue is a north-south oriented collector street, which extends north from Huffine Lane to Durston Road. Within Phase 1 of the Baxter Meadows subdivision, an additional segment of Ferguson Avenue has been constructed to extend north from Baxter Lane. In the future, Ferguson will be extended south from Baxter as well to connect with the existing intersection at Durston Road. Flanders Mill Road is a paved county road that extends south from Baxter Lane to Durston Road. A substantial amount of traffic utilizes Flanders Mill Road as a shortcut connection between Baxter and Durston. Harper Puckett Road is a local county road that extends south from the eastern terminus of Cameron Bridge Road, near 1-90, to intersect with Valley Center Road. It then continues south, winding some to the east and coming to a "T" intersection with Baxter Lane at the west edge of the Baxter Meadows Property. Harper Puckett Road is paved (25 feet wide) for approximately 0.4 miles to the north of Valley Center. The remainder of the road is graveled. No speed limit is posted along Harper Puckett Road. N. 1 9th Avenue is a principal arterial, which extends approximately eight miles to the south from its intersection with Valley Center Road and approximately one- Baxter Meadows SL-IbdiVi5i0r) Phase 4 TIS Page 5 half mile to the north of that intersection. N. 19th is 78' wide between 1-90 and Baxter Lane, with a raised median, two thru lanes, dedicated turn lanes at each intersection, and two six foot shoulders. Separate bike/pedestrian paths parallel the roadway along its length. All of the aforementioned potentially impacted intersections are currently two-way stop-controlled, with the exception of the N. 19th Avenue intersections, which are signalized, and the Ferguson Avenue intersection, which is a single-lane roundabout. The intersections created by new access points to the Phase 4 development would be two-way stop-controlled with the right-of-way assigned to Baxter and Davis. Traffic Volumes Twenty-four hour automatic traffic counts were taken in June and July of 2005 at various locations within the area surrounding the proposed project site. 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 daily peak for area traffic was found to occur between 4:30 and 5:30 p.m. Figure 3 on the following page presents existing (2005) pm peak hour turning movement volumes at potentially impacted intersections. Street segment average daily traffic (ADT) volumes are also depicted in the figure. ADTs were calculated based upon both twenty-four hour and peak hour turning movement count data. Since there has been continued development in Bozeman and in the immediate area and two new north-south streets have been constructed since 2005, it would have been desirable to update traffic counts, but street closures Baxter Meadows Subdivision Phase 4 TIS Page 6 Volley Center Rd.(S- b) / ? Hulbert A. .. ss 40 Catran \ 1 21 t 91 --152 f L b4 68 \ J- 15 35 Cattail IDS 66 30 -86 p ^ 104 36 Z 1126 Border Ln. 800 1200 2000 2000 3200 1700 Balder Ln. 25M 36 ,�60 aII J1 ` F) -- 169— 27 15 e Oak St. 1a3- - -227 12 L_46 0 _1 —132 7800 14800 18—� —330 92 73 C f r Dur Rd. 100 2 42�00. 19260 Dureton Rd. �801 sfon 2000 Average Weekday Tra,flc -30 (Typical) �38— 61 G a I 2 W.Babcock $1. 3 Main S1. 2291130 Be 20000 /I N 221--. —254 20100 19200 208M Colloge St. 90 f 108 — --Huffine Ln."0) 13 fig 802 291 147 10 82 25 tca -Bh;d. 2 5 423J'� 195 J � 731 97—f �— 17 t99 187 I I �0— 220 / ` 37� —220 789— �9" � fr 45_y 79 161 —� \_27S 92 1 111 741— '—� 48 IN 84 1 63 � i r Peak PM Hour 7 1 41 (TYPIca1) Figure 3. Existing Traffic Volumes L�,..ULI- Baxtee Meadows Subdivision Phase 4 TIS Page 7 and detours associated with reconstruction on Baxter and other area streets have made it impossible to establish a new baseline for 2006 existing traffic volumes. Therefore, the study impact analysis is somewhat limited in accuracy. However, Phase 4 traffic volume assignments can be compared to the 2005 baseline in relationship to the previous Baxter Meadows phases. Pedestrian activity was found to be mostly insubstantial at all of the intersections and therefore was not indicated on the turning movement diagrams. Observations within the influence area of the project indicated that heavy truck and bicycle traffic is negligible along all of the potentially impacted streets, with the exception of construction-related heavy equipment traffic. Capacity Peak pm hour existing capacity calculations were completed for six of the existing potentially impacted intersection using the HCS 2000, SigCinema 2000 and aaSIDRA software packages. Table 1, on the following page, summarizes the results of the capacity calculations. Measures in the table include control delay (seconds/vehicle), level of service (LOS), volume-to-capacity (v/c) ratio, and 95% queue length. The calculation results showed that all approach movements for each of the potentially impacted intersections currently operate at or above a LOS "B", with the exception of the N. 19th Avenue — Oak Street intersection. In previous studies, the northbound and eastbound thru-right movements each operate at a LOS "D", exhibiting control delays of 39.0 and 45.8 seconds/vehicle, and 95% queues of 15 and 6 vehicles, respectively. The southbound (LOS "F"), eastbound (LOS "E") and westbound (LOS "F") left-turn movements also operate below an acceptable LOS "C", exhibiting average control delays of 103.7, 64.6 and 101.5 seconds/vehicle, and v/c ratios of 0.95, 0.79 and 1.02. �, Baxter Meadows Subdivision Phase 4 TIS Page 8 Table 1. Existing PM Peak Hour Capacity Analysis Summary Intersection I MOE NB SB EB WB Movement Group LR LT TR Baxter Lane Control Delay veh) 9.4 7.5 and LOS A A VIC Ratio 0.03 0.00 Hai per Puckett Road lQueue Length a&L 0.1 0.0 Movement Group LR - TR LT Baxter Lane Control Delay(s/veh) 10.3 7.5 and LOS B A Flanders dIill Road VIC Ratio 0.17 _ 0.06 Queue Length ML 0.6 0.2 Movement Group - LR LT TR Baxter Lane Control Delay(s/veh) 12.5 5.9 4.9 and LOS A A A VIC Ratio 0.07 0.08 0.10 Ferguson Avenue Queue Length 95% 0.3 0.3 0.4 Movement Group LR LT TR Baxter Lane Control Delay(s/veh) 10.3 7.7 and LOS B A VIC Ratio 0.08 0.03 Daris Lane Queue Length 95% 0.3 0.1 Movement Group L TR L TR L TR L TR AC 191h Avenue Control Delay(s/veh) 17.7 14.3 12.5 11.1 14.0 13.9 14.3 13.7 and LOS B B B B B B B B VIC Ratio 0.51 0.73 0.23 0.53 0.19 0.19 0.21 0.18 Baxter Lane Queue Len th EEL 5 8 1 7 2 2 2 4 Movement Group L TR L TR L TR L T R *N. l9th Avenue Control Delay(s/veh) 22.2 34.5 23.6 17.2 18.1 28.7 25.2 29.7 27.3 and LOS C C C B B C C C C V/C Ratio 0.11 0.83 0.67 0.47 0.40 0.36 0.72 0.46 0.20 Oak Street Queue Length 95% 2 12 7 8 5 6 10 8 2 "Calculations based on 2005 PM Traffic with Signal Rephasing Project Completed in September 2006 In September 2006, a signal rephasing project, as previously recommended, was completed and substantial capacity improvements were calculated. Table 1 indicates that all movements would now operate at LOS "C" or better with the year 2005 baseline traffic demand. TRIP GENERATION Table 2, on the following page, presents a summary of trip generation for Phase 4 of the Baxter Meadows Subdivision. Within the table, trip generation rates and resulting trip projections for the average weekday and the pm peak hour are illustrated. Trip generation calculations for the development were based upon the specific land use information provided by the developer. Trip generation rates were taken from ITE's Trip Generation Report, 7th Edition. Data for ITE land use codes 210 (Single Family Detached Housing) and Code 220 "Apartments", which were used to predict generation trip totals for the proposed development. p Baxter Meadows Subdivision Phase 4 TIS Page 9 Table 2. Baxter Meadows Phase 4 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 Code 210 Single Family Units 125 Dwellings *1 1277 *2 97 30 67 *3 131 86 45 Code 220 Apartments 72 1000 SF *4 484 1 *5 39 8 31 *6 57 37 20 Total Subdivision Trip Generation= 1761 1 136 38 981 188 123 65 *1 Ln(T)=0.92Ln(X)+2.71 *4 T=6.72(X) *2 T=0.70(X)+9.43(31%enter) *5 T=0.49(X)+3.73(20%enter) *3 Ln(T)=0.90Ln(X)+a53(66%enter) *6 T=0.55(X)+17.65(65%enter) Phase 4 trip generation calculations indicate that there would be 1,761 average weekday trips (AWT), with 136 and 188 occurring during the peak am and pm hours respectively. The gross total number of AWT generated through the buildout of Phases 2, 3, 4 and 6 is projected to be approximately 17,300. Thus, Phase 4 trip generation represents only 10% of the gross total for all proposed developments to date. In addition, it should be noted that Marvin & Associates also projected trip generation for the remaining undeveloped phases in order to gauge future general impacts to the area roadway network. The entire Baxter Meadow development would generate approximately 24,000 average weekday trips, 2,000 of which would occur during the pm peak hour. Land use developments typically produce multi-modal trips that include pedestrian, bicycle, and transit trips, in addition to other vehicular trips. When evaluating vehicular impacts, these non-vehicular and transit-related types of trips can often be considered negligible in terms of their potential impacts on site access points. Since the Baxter Meadows Phase 4 will only include residential land uses, bicycle and pedestrian trip modes could be considered as a portion of total trip generation. The number of alternate mode trips would insignificant and for the purposes of this analysis none of the trips were assumed to be associated with pedestrian and bicycle modes. ��p Baxter Meadows Subdivision Phase 4 TIS Page'io Trip generation potential can be further refined by determining the number of "new" external trips that would appear, as vehicular traffic, at development access points. It is common that, for developments which contain multiple land uses and/or complementary facilities, a portion of trips that would have origins or destinations at such facilities are captured internally. These trips are part of the total trip generation number, but do not have origins or destinations external to the development site, and as such, do not have an impact of the traffic network external to the development. These types of trips are known as "Internal Capture Trips" (ICT). The ITE Trip Generation Handbook contains information regarding procedures for estimating ICT. In the case of Baxter Meadows Subdivision, none of the trips were assumed to be ICT trips. Trips 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). Passerby trips do not represent "new" trips added to the adjacent street system. Thus, site generated passerby trips must be considered as new external trips (movements) at the site approach or approaches, but do not appear as new trips on the adjacent street system. The ITE Trip Generation Report provides methods for estimating' passerby trips for a variety of facilities. In the case of Baxter Meadows Subdivision Phase 4, the existing traffic demand on Baxter Lane and Davis Lane would not support a high level of passerby trip attraction and there are no land uses normally associated with passerby trip attraction in the Phase 4 Subdivision. Therefore, no passerby trips were accounted for in the trip generation analysis. --LJ , Baxter Meadows Subdivision Phase 4 TIS Page TI TRIP DISTRIBUTION There are various methods available for determining the directional distribution of trips to and from site developments. For developments within a large urbanized area, the task is best accomplished through the creation of a computerized transportation model of the urban street system, which includes the proposed development changes. When the creation of a model is not feasible, realistic estimates can be made by determining the distribution of existing traffic volumes on the surrounding street system. The existing distribution can then be applied to newly generated trips, with adjustments made based upon the likely trip origins and destinations associated with the particular development land use or uses. For Baxter Meadows Phase 4, an existing conditions distribution was developed based upon area traffic patterns and an area of influence method, which considers the least travel time routing to external trip producers/attractors beyond the boundaries of the development. The Phase 4 land use distributions are summarized in Figure 4, on the following page. It should be noted that, an extension of 22"d Avenue between Baxter and Oak Street was recently completed as a part of the West Winds Subdivision improvements. Street closures and construction activities prevented gathering of traffic data on that street and the new extension of Davis Lane. Traffic patterns on the new streets would have some bearing on trip distribution. However, the distribution shown in Figure 4 provides a relatively accurate representation of directional demand. „' Baxter Meadows Subdivision Phase 4 TIS Page 12 Valley Center Rd.(S-235) UM A A&W= o N .0 IF IC C CL 2% 5% . Carron 2% IL 70/6� -C C 10% 0 4% 28% 2 % z 2% Baxh r Ln. Baxter Ln. 318% 0% 2% 7% 10% 10% Oak St. 2%g 20/6� 16% g22% 5% 1q2o%/o - Dumton Rd Durston Rd.. 2% 21%� W.Babcock St. Main St. Lm all College St. 1A Nuffine Ln.(P-50) Figure 4. Trip Distribution Phase 4 Page 13 Baxtev Mea�ows Subdivis[on Phase 4 T15 TRAFFIC ASSIGNMENT The assignment of site traffic to a development's street system and site access points is dependent upon several factors. Two such factors are external directional distribution and localized operational site conditions (i.e., the subdivision layout of streets). Directional distribution proportions are used to provide subdivision access traffic demand estimates. The estimates represent traffic movements to and from the site that would occur if street operations and internal site circulation had no effect on the direction of arrival or departure, other than in relation to the chosen access point. 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 the distribution to full development vehicular trip generation totals. For the Baxter Meadows Subdivision Phase 4, the aforementioned access points on Baxter Lane and Davis Lane would serve to distribute newly generated trips from Phase 4 to and from the development. Figure 5, on the following page, illustrates the results of pm peak hour and average weekday site-generated traffic assignment for Phase 4 of the Baxter Meadows Subdivision on the surrounding street system. Figure 6, on page 16, presents a summary of peak pm hour site traffic volumes at each of the individual subdivision street intersections with Baxter Lane and Davis Lane along with the site AVVr on the two adjacent streets. The peak pm hour volumes are relatively minor in comparison with other key intersections in the surrounding area. It should be noted that Vaquero Parkway is aligned in a manner that could encourage its use as a short cut from Baxter to Davis. No cut- thru traffic was assigned to this street since it is a local street and it is assumed that design features of the street will be incorporated to discourage its use as a shortcut. Im Baxter Meadows Subdivision Phase 4 TIS Page 14 n �I 96£ cn LBE • pro VAV 7co, =_ CDcl Il0 tl�1 (I �F f2 ?mF= OD N 1.4 PL SU sk ,r �r �y,�n��'�_l�45 `r5, �• �^�W'fW��� J}�R�y.'�� �ir' r.:-��� �� 1 �.:^a� .t. - . ... M �. pw� # �. jr a i` All " J F _.i r �ti�•T.'.a�� -i�' �#:t n. Tea '�'}bT 4 �.i 'A' Baxter Mea4OW5 Subdivision Phase 4 TIS Page 15 a 0Ia i 8-- '°"-- 2 13 17 13—,,� X--15 5 7 10 2 7 S 1 Peak PM Site Traffic (Typ) 30a .i493 sAxrea LAM e EMIT CPA Ll CN i 12 17 7 --�° c. . 6 rm 14 M iy 17 11 r 7 12--� 2314 tl} Figure b. Site Access Traffic Assignment A -RI't Baxter Meadows Subdivision Phase 4 TIS Paye'ib u As detailed in the previous Baxter Meadows traffic studies, the connection between Baxter and Oak created by the Davis extension has the potential to substantially impact existing area traffic patterns by providing an alternative north-south route to N. 19th Avenue. Figure 7, on the following page, illustrates turning movement projections and ADT redistributions for eight intersections within the N. 19th Avenue and Davis Lane corridors. Since it has not been possible to update traffic counts with this new link, the previous estimates detailed in Figure 6 are used to approximate impact conditions within this report. Baxter Meadows Subdivision Phase 4 TIS Page 17 4 1 5 Catrc►n 210 10 jI r-7— ! Cattail Ln. i 1260 d r% c ' � I Z m 'S 44 -44 Banter Ln. 67 I o -67 U3 c o n r., r- m Q o Peak PM Hour (Typical)44 -�!0-34 0 67 I z 10 Oak St. -10 1 44 �'" —220 67 10 > -57 U Gran4�a piin AWT 34 O) ro (7Yoalf to 6 Lo -34 �I 57—�` ��— -34 � Dursttrn Rama� -67 _m. -57 —r 950 Figure 7. Existing Traffic Redistribution - Mavis Lane Extension I Baxter Meadows Subdivision Phase 4 TIS Page 18 IMPACTS Traffic Volumes Traffic volume impacts for site developments can 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 day (ADT). Yet in almost all cases, it is very difficult to determine ADT 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. In any case, the percent change in daily traffic can only be used to identify general locations where impacts could be significant. It is the determination of volume changes during peak traffic flow periods that provides specific information on the type and location of impacts that could potentially occur. Figure 8, on the following page, illustrates the relative traffic volume impacts related to development site traffic and the redistribution of existing traffic to the surrounding street system. The figure also shows the relative intersection volumes that would result if Phase 4 of the Baxter Meadows Subdivision existed today (2005 traffic volume base), along with existing plus site traffic ADTs and the percentage of ADT attributable to Phase 4 development along key area streets. Substantial volume increases over existing traffic would be realized only on Baxter Lane and Davis Road and the percent increase attributable to Phase 4 development on other streets would be very minor. An exception to increased traffic would be the segment of N. 19th Avenue, north of Baxter Lane, which would likely realize a slight decrease in ADT as a result of the redistribution of traffic created by the extension of Davis Lane to Oak Street. {' Baxter Meadows Subdivision Phase 4 TIS Paye'19 a� �� �•% u DZ Ot�B e 7 OOM &1 _'.... w c c` w a7 t .."rw--� is R t g _ x t T 0 ell 10 , a &� k,WO x} t ? J#w M Baxter Meadows Subdivision Phase 4 T15 Pdge 20 Cumulative Volumes Since operations at key intersections depend on cumulative development of subdivisions that are currently under development, the Baxter Meadows' Phase 3 and 6 subdivision developments along with traffic projections for the Oak Meadows Subdivision, Diamond Estates Subdivision, and the Oak Springs Subdivision were added to Phase 4 traffic assignments to determine the cumulative impacts on area intersections. The intersection of Oak & 19th Avenue was recently improved by a rephasing project funded by PC Development to provide additional capacity for Phases 3 and 6 and the other aforementioned subdivisions. This intersection is still a key to development impacts in this area and Figure 9, on the following page, illustrates the traffic demand calculations relative to Phase 4 with the other subdivisions included. Phase 4 traffic assignment at this intersection is relatively minor in comparison to most of the other subdivisions combined with total background traffic volumes. Phase 4 traffic would only add 60 vehicles during the peak pm hour or approximately 2% of the total demand. Capacity Table 3, on page 23, presents capacity analysis results for existing plus Phase 4 traffic, along with Phase 3 and 6 and other subdivision traffic assignments, at potentially impacted intersections. Other intersections originally included in the Phase 3 and 6 studies all operate at LOS B or better and are not included in this summary. The addition of Phase 4 traffic alone to existing (2005 baseline) traffic would not impact any of the area intersections. Calculation results also showed that the addition of site-generated traffic from Phases 3, 4, and 6 and extraneous subdivisions would also not bring about any substantial degradation in capacity for any individual movements at any of the potentially impacted area intersections. �p Baxter MeadOW5 Subdivision Phase 4 TIS Page 21 LJ) c us 9L IT C9 '74'. ,Jam` OV N� IS! '-N tvt Up, Baxter Meadows Subdivision Phase 4 TIS Page 22 Table 3. Phase 4 Plus 3&6, Existing and Other Subdivision Traffic - PM Peak Hour Capacity at Key Intersections Intersection I MOE NB SB EB WB Movement Group L TR L TR L TR L TR N. 191h Avenue Control Delay(s/veh) 24.1 13.9 12.5 11.1 13.0 12.9 13.1 12.9 and LOS C B B B B B B B V/C Ratio 0.65 0.70 0.23 0.50 0.20 0.18 0.21 0.18 Baxter Lane Queue Len th 95% 4 7 1 5 4 2 2 4 Movement Group L TR L TR L TR L T R Y 19rh Avenue Control Delay(s/veh) 23.6 34.6 33.3 17.8 20.8 30.1 30.1 34.9 28.0 and LOS C C C B C C C C C V/C Ratio 0.23 0.83 0.77 0.50 0.56 0.45 0.78 0.67 0.23 Oak Street Queue Length 95% 3 13 8 10 7 6 8 13 4 Movement Group LTR LTR LT LT Banter Lane Control Delay(s/veh) 20.3 16.8 8.0 7.6 and LOS C C A A V/C Ratio 0.36 0.35 0.05 0.02 Davis Lane Queue Length 95% 1.6 1 1.6 1 0.2 1 0.1 Capacity calculations (see Appendix B) for the intersections of Oak and 19tn based on added traffic from Phase and the volumes shown in Figure 9, indicate that all movements would maintain LOS "C" or better for all movements. Two of the movements: westbound thru traffic and northbound thru traffic, would have delays of 34.9 and 34.6 seconds respectively, or 0.1 and 0.4 seconds less than the LOS "D" threshold. Thus, operations acceptable to City of Bozeman standards could be maintained if Baxter Meadows Phase 4 were to be developed. FUTURE CONCERNS Baxter Lane is and will continue to be the primary travel route for Baxter Meadows site-generated traffic. In the near future, several other subdivisions will be constructed in the areas surrounding Baxter Meadows. All of these future subdivisions will create trip interchanges with Baxter Meadows, especially between the various residential and commercial land uses that will coexist. Connective streets being constructed within the West Winds Subdivision and commercial properties in the Stoneridge Subdivision could dramatically change trip distribution and traffic flow patterns and traffic assignment estimates for �� Baxter Meadows Subdivision Phase 4 TIS Page 23 individual subdivision developments within Baxter Meadows and the resultant external site traffic may not impact 19th Avenue as much as is currently projected. Traffic impact studies completed for West Winds and Stoneridge Subdivisions did not consider developments in Baxter Meadows and therefore trip distribution and traffic assignment projections presented in the respective TIS reports would not be totally valid at the present time and it can be assumed that there would be more trip interchange to and from the west than originally predicted. This would tend to somewhat lessen impacts on 19th Avenue. In addition, future north-south arterial construction west of 19th Avenue will eventually ease the background traffic growth on 19th Avenue. The recently approved project to reconstruct the 19th and Oak intersection will satisfy the required improvements for Baxter Meadows approved subdivision phases along with those that were part of improvement conditions related to the Stoneridge Subdivision. Because of current construction in the area, it is difficult to determine what traffic pattern changes have developed with the addition of new streets in the area. However, it is assumed that the projections contained herein represent a conservative estimate of impacts associated with Phase 4 development. The signalized intersection of Baxter with N. 19th Avenue would maintain acceptable SOS operations into the foreseeable future for all approach movements. Minor phasing modifications involving protected/permissive signals for northbound movements are anticipated at some point in the future because of the numerous subdivisions being constructed and proposed in the area. From currently available traffic count data and previous traffic impact projections, it was determined that Phase 4 traffic would not be sufficient to require phasing changes (see Appendix B). When the actual need for additional signal heads to accommodate phasing changes cannot be determined with any degree of certainty. ffl Baxter Meadows Subdivision Phase 4 TIS Page 24 IMPACT MITIGATION As it is currently proposed, Baxter Meadows Subdivision Phase 4 development would not have a substantial effect on daily traffic volumes along Baxter Lane in comparison to existing plus Phase 2, 3, and 6 buildout traffic. None of the other area roads would experience traffic volume increases substantially in excess of 10% due to the development of Baxter Meadows Phase 4. Other area intersections would be impacted in a similar manner. The addition of Phase 4 site-generated traffic alone would not cause a substantial degradation in LOS at any of the potentially impacted area intersections. Impacts associated with Phases 3, 6, and 4 site traffic at the intersection of N. 19th Avenue with Oak Street are very minimal given that the recently completed signal phasing is currently in operation. Rigidly controlled capacity calculations indicate the addition of Phase 4 traffic volumes would not cause degradation in LOS sufficient to cause any of the intersection movements to be less than LOS "C". Since City of Bozeman policy requires that all intersection movements on collector and arterial streets operate no less than LOS "C", no impact mitigation is required. RECOMMENDATIONS Because of the relatively minor traffic volumes that would be added to the surrounding street system, no substantial impacts specifically related to Baxter Meadows Phase 4 could be identified. Phase 4 traffic volumes would be part of the cumulative impacts associated with the entire Baxter Meadows Subdivision. All of the development conditions assigned to the Baxter Meadows Phase 3 and 6 developments would adequately mitigate the cumulative impacts associated Baxter Meadows Subdivision Phase 4 TIS Page 25 with adding the Phase 4 development. Therefore, the Phase 4 development should share proportionate costs of the previously conditioned improvements. Traffic calming measures should be incorporated into the design of Vaquero Parkway to reduce overall travel speeds. If allowed to operate without speed controls, its alignment and location could attract cut-through traffic and it would have future operating characteristics similar to a collector or arterial street rather than those of a local access street. BaXter Meadows Subdivision Phase 4 TIS Page 26 APPENDIX A- TRAFFIC VOLUMES Baxter Ln.-East of Davis Ln.-Eastbound Volume Distribution Baxter Ln.-East of Davis Ln.-Westbound Volume Distribution Hour 612812005 6/2912005 613012005 Average %of Hour 6128/2005 6129/2005 6/30/2005 Average %of Begin Tuesday Wednesday Thursday Day Day Begin Tuesday Wednesday Thursday Day Day 1 2 3 3 0.3% 1 2 3 3 0.3% 2 3 1 2 0.2% 2 3 0 2 0.2% 3 2 2 2 0.2% 3 1 3 2 0.2% 4 3 3 3 0.3% 4 5 5 5 0.6% 5 10 6 8 0.9% 5 4 4 4 0.4% 6 23 36 30 3.3% 6 31 25 28 3.1% 7 74 76 75 8.3% 7 51 51 51 5.7% 8 52 61 57 6.3% 8 51 65 58 6.4% 9 51 59 55 6.1% 9 53 55 54 6.0% 10 46 44 45 5.0% 10 46 42 44 4.9% 11 65 49 57 6.3% 11 62 69 66 7.3% 12 78 69 74 8.1% 12 98 98 98 10.9% 13 73 74 74 8.1% 13 93 106 100 11.0% 14 69 67 68 7.5% 14 77 114 96 10.6% 15 64 64 7.1% 15 76 76 8.4% 16 71 71 7.9% 16 104 104 11.5% 17 60 75 68 7.5% 17 127 128 128 14.1% 18 63 49 56 6.2% 18 68 62 65 7.2% 19 38 32 35 3.9% 19 46 37 42 4.6% 20 23 25 24 2.7% 20 27 44 36 3.9% 21 13 20 17 1.8% 21 39 32 36 3.9% 22 11 10 11 1.2% 22 27 14 21 2.3% 23 5 5 5 0.6% 23 13 12 13 1.4% 24 3 2 3 0.3% 24 3 6 5 0.5% Total 216 904 550 903 100.0% Total 350 1092 640 1131 125.3% Baxter Ln.Eastbound Volume Distribution Baxter Ln.Westbound Volume Distribution m 9.0% V 12.0% 8.0% -------------- -- --------- - - - - - -- >>so% > eo% > 4.0% >O 6.0%- ------------------ _ __________ <3.0% i 4.0% -- - �010% ---. o. 0.0% 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 HOUR OF DAY(BEGINNING) HOUR OF DAY(BEGINNING) ■HOURLY% VOLUME ®HOURLY% VOLUME 19th Street/Oak Street Intersection Southbound Approach Volume Hour 31312005 3/4/2005 3/5/2006 3/6/2005 3/7/2005 3/8/2005 Average %of Begin Thursday Friday Saturday Sunday Monday Tuesday Day Day 1 23 48 48 20 21 32 0.3% 2 19 49 47 14 17 29 0.2% 3 20 24 25 22 13 21 0.2% 4 38 18 18 36 40 30 0.2% 5 118 46 41 137 123 93 0.8% 6 245 114 79 304 287 206 1.7% 7 824 286 136 887 897 606 5.0% 8 819 507 408 825 912 694 5.8% 9 672 649 451 711 621 5.1% 10 705 820 670 743 735 6.1% 11 823 966 760 782 833 6.9% 12 930 1047 881 866 931 7.7% 13 960 1035 933 885 953 7.9% 14 957 1032 975 877 960 8.0% 15 933 997 980 856 879 929 7.7% 16 877 998 1015 864 887 928 7.7% 17 991 930 963 846 924 931 7.7% 18 808 924 825 683 718 792 6.6% 19 575 655 577 477 499 557 4.6% 20 412 528 450 338 375 421 3.5% 21 354 449 440 250 278 354 2.9% 22 199 285 275 178 141 216 1.8% 23 109 173 146 82 69 116 1.0% 24 48 111 102 42 39 68 0.6% Total 5306 13203 12414 10088 11918 2310 12054 100.0% Southbound Approach Distribution w 9.0% _. . 8.0% ----- - ------- -- ------- w 7.0%-------- ------------- - - - - - - --------------------- w -' - - - - ------------------ > 6.0% ------ - - -- ------------------ ----- 0 5.0% ------------------- -- -- --- -- -- -- -- -- -- -- - ----- O > 4.0% ---- z ¢ 3.0% -- w 0.0% U a) 20% w1.0% - I" a L 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 HOUR OF DAY(BEGINNING) M HOURLY%OF VOLUME 19th Street/Oak Street Intersection Northbound Approach Volume Hour 3/3/2005 3/4/2005 3/5/2005 3/6/2005 3/7/2005 3/8/2005 Average %of Begin Thursday Friday Saturday Sunday Monday Tuesday Day Day 1 23 63 51 24 29 38 0.3% 2 43 52 46 28 27 39 0.3% 3 43 52 49 33 35 42 0.3% 4 56 46 23 53 59 47 0.4% 5 70 48 46 90 88 68 0.6% 6 299 126 106 320 336 237 1.9% 7 510 329 139 509 517 401 3.3% 8 594 485 270 594 586 506 4.1% 9 612 697 526 619 614 5.0% 10 757 931 754 717 790 6.4% 11 963 1019 853 877 928 7.6% 12 1096 1075 1099 956 1057 8.6% 13 1101 1078 966 868 1003 8.2% 14 1047 1050 883 944 981 8.0% 15 924 1061 1079 826 975 973 7.9% 16 1030 1193 1028 816 1071 1028 8.4% 17 1022 1086 978 800 1081 993 8.1% 18 868 966 809 565 792 800 6.5% 19 625 636 593 465 543 572 4.7% 20 463 519 455 323 401 432 3.5% 21 417 432 377 206 300 346 2.8% 22 172 267 205 111 170 185 1.5% 23 94 165 143 48 60 102 0.8% 24 57 121 103 38 39 72 0.6% Total 5672 13660 12821 10009 12064 1677 12255 100.0% Northbound Approach Distribution y 10.0% - 9.0%- -------------- --------------- ---------------- o> w 8.0% - _ _ - j 7.0% 0 5.0% ---------------------- -- - - F 4.0%--------------------- wuM 2.0% ---------------- --- 4 0.0% - - - ---- 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 HOUR OF DAY(BEGINNING) ■HOURLY%OF VOLUME 19th Street/Oak Street Intersection Westbound Approach Volume Hour 313/2006 3/4/2005 3/5/2005 316/2005 317/2005 318/2005 Average %of Begin Thursday Friday Saturday Sunday Monday Tuesday Day Day 1 23 48 41 13 13 28 0.4% 2 13 27 22 9 13 17 0.2% 3 10 8 19 11 11- 12 0.2% 4 16 12 7 12 11 12 0.2% 5 31 22 14 32 36 27 0.4% 6 82 43 29 75 93 64 0.9% 7 253 92 67 277 290 196 2.8% 8 335 210 111 312 317 257 3.7% 9 363 332 239 347 320 4.6% 10 466 480 369 409 431 6.1% 11 613 607 399 476 524 7.4% 12 716 651 537 614 630 8.9% 13 633 646 506 552 584 8.3% 14 686 631 520 574 603 8,6% 15 677 686 654 476 681 635 9.0% 16 661 731 582 456 645 615 8.7% 17 763 741 511 415 694 625 8.9% 18 546 537 493 345 494 483 6.9% 19 387 378 317 293 279 331 4.7% 20 265 314 237 177 206 240 3.4% 21 169 230 213 108 175 179 2.5% 22 147 154 153 87 95 127 1.8% 23 63 79 70 40 48 60 0.9% 24 35 44 52 24 31 37 0.5% Total 3713 8134 7091 6301 7061 784 7035 100.0% Westbound Approach Distribution w 10.0% 9.0% -- ---------- - - ------------------- CS w 8.0% - -- --------------------- < O 6.0% ------------------ O > o � -------------- uZa Q 3.0% - - - - - - UCa 2.0% ------------------ - - - - - - - - - - - - f:, - t ------- 94 1.0% - G 0.0% 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 HOUR OF DAY(BEGINNING) ■HOURLY%OF VOLUME 19th Street/Oak Street Intersection Eastbound Approach Volume Hour 3/3/2005 3/4/2005 3/5/2005 3/6/2005 3/7/2005 3/8/2005 Average %of Begin Thursday Friday Saturday Sunday Monday Tuesday Day Day 1 6 12 13. 2 0 7 0.2% 2 6 17 12 6 0 8 0.3% 3 6 7 8 6 0 5 0.2% 4 10 7 7 5 0 6 0.2% 5 24 15 20 28 2 18 0.6% 6 100 54 27 104 10 59 2.0% 7 320 106 47 308 35 163 5.5% 8 307 188 114 262 17 178 6.0% 9 221 254 161 170 202 6.8% 10 225 271 208 202 227 7.7% 11 262 231 216 233 236 8.0% 12 280 275 210 248 253 8.6% 13 273 232 209 247 240 8.1% 14 317 198 203 214 233 7.9% 15 276 274 217 204 200 234 7.9% 16 283 337 208 207 263 260 8.8% 17 311 306 206 166 38 205 6.9% 18 251 251 188 116 13 164 5.5% 19 115 124 118 79 9 89 3.0% 20 77 86 86 60 1 62 2.1% 21 65 71 60 50 5 50 1.7% 22 33 42 44 31 1 30 1.0% 23 16 31 23 16 1 17 0.6% 24 10 24 32 9 0 15 0.5% Total 1437 3903 3049 2393 2566 64 2960 100.0% Eastbound Approach Distribution u 10.0% 9.0% ------------------------------- ------ ------ CC 8.0 7.0% -------------------------- - - - - - - - ----- --- ----- 6.0 5.0% ---------------- - } 4.0%------------------ - - - - - - - -j- --- ------ ------ U 2.0% --------- --- -- - - - - - - a 0.0% n --- 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 HOUR OF DAY(BEGINNING) - M HOURLY%OF VOLUME Davis Ln.-North of Baxter Ln.-Northbound Volume Distribution Davis Ln.-North of Baxter Ln.-Southbound Volume Distribution Hour 6/28/2005 6/29/2005 6/30/2005 Average %of Hour 6/28/2005 6/29/2005 6/30/2005 Average %of Begin Tucsday Wednesday Thursday Day Day Begin Tuesday Wednesday Thursday Day Day 1 0 1 1 0.1% 1 0 3 2 0.3% 2 2 1 2 0.3% 2 1 0 1 0.1% 3 1 1 1 0.2% 3 0 0 0 0.0% 4 4 4 4 0.8% 4 1 2 2 0.3% 5 4 1 3 0.5% 5 2 4 3 0.6% 8 7 14 11 2.2% 6 12 15 14 2.8% 7 26 25 26 5.4% 7 21 30 26 5.4% 8 23 27 25 5.3% 8 25 26 26 5,4% 9 13 19 16 3.4% 9 15 21 18 3.8% 10 20 25 23 4.7% 10 16 26 21 4.4% 11 18 39 29 6.0% 11 27 21 24 5.1% 12 40 49 45 9.4% 12 26 37 32 6.6% 13 34 36 35 7.4% 13 21 40 31 6.4% 14 38 45 42 8.7% 14 30 33 32 6.6% 15 39 39 8.2% 15 29 29 6.1% ' 16 32 32 6.7% 16 27 27 5.7% 17 54 54 11.4% 17 36 36 7.6% 18 42 42 8.9% 18 29 29 6.1% 19 14 22 18 3.8% 19 11 23 17 3.6% 20 11 12 12 2.4% 20 11 11 11 2.3% 21 8 7 8 1.6% 21 10 11 11 2.2% 22 4 8 6 1.3% 22 7 6 7 1.4% 23 4 3 4 0.7% 23 2 2 2 0.4% 24 2 3 3 0.5% 24 7 0 4 0.7% Total 43 452 287 475 100.0% Total 48 371 258 399 84.1% Davis Ln.Eastbound Volume Distribution Davis Ln.Westbound Volume Distribution W 12.0/ - - --- - -- 10.0% UU 9.0%. __ __ __________________ ______________ ___ G j 8.06 6.0% ____________ _ ____ _____________ �� 6.0% _ - _ _ ._________ DO 5.0% ______ _ 4.0% [[ S --- ------ v0 w u0 2.0% G - - --- 2.0% - - , i - C 1.0% ---------- - - - -1- - - - --- ° 0.0% ° 00% 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 1-IOUR OF DAY(BEGINNING) HOUR OF DAY(BEGINNING) ■HOURLY%OF VOLUME 0 HOURLY%OF VOLUME APPENDIX B - CAPACITY CALCULATIONS HCM Analysis Summary 2005 PM Peak Plus Phase 4, 3&6 BAXTER/N 19TH AVE Area Type:Non CBD R Marvin 9/1 1/2005 Analysis Duration: 15 mins. 4:30-5:30 pm Case: 19BAXT-1 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 2 L 12.0 TR_J 12.0 WB 2 2 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) 74 17 126 66 38 54 _142 1058 35 26 760 35 PHF 0.79 0.79 0.79 0.67 0.67 0.67 0.90 0.90 0.90 _0.89 0.89 0.89 %Heavy Vehicles 1 1 1 I 1 I 1 4 1 1 4 1 Lane Groups _ L TR L TR L TR L TR Arrival Type 3 3 3 3 3 3 3 3 RTOR Vol(_vph) 60 15 10 20 Peds/Hour 0 0 0 - -- 0-- -- %Grade 0 0 - - 0 - - --- ---0' --- Buses/Hour 0 0 0 0 Parkers/Hour(LeftlRight)j --- --- I --- --- --- --- --- Signal Settings:Actuated Operational Analysis Cycle Length: 60.0 Sec Lost Time Per Cycle: 8.0 See Phase: 1 2 3 4 5 6 7 8 Ped Only EB LTP WB LTP - NB LTP SB LTP Green 22.0 30.0 _ - _ _ _ 0 Yellow All Red - 2.3 1 L7 2.3 1.7 i Ca a ity Analysis Results Approach: Lane Cap . v/s g/C Lane v/c Delay Delay App Group--(Yph) Ratio Ratio _ ro p-_ Ratio--- (sec/ eh)-__-LOS (sec/veh) -LOS EB L 472 0.073 0.367 L 0.199 13.0 B 12.9 B TR 609 0.064 0.367 TR 0.174 12.9 B WB * L 476 _ 0.076 0.367 L 0.208 13.1 B 13.0 _B_ TR 639 0.066 0.367 TR 0.180 12.9 B L 242 0.326 0.499 L 0.653 24.1 C 15.1 B * TR 1727 0.348 0.499 TR 0.697 13.9 B SB L 129 0.112 0.499 L 0.225 12.5 B 11.2 B TR 1728 0.252 0.499 TR 0.504 11.1 B Intersection:Delay= 13.4 sec/veh Int.LOS=B Xc­0.49 *Critical Lane Group 7(v/s)Crit=0.42 SIG/Cinema v3.08 Page 1 NETSIM Summary Results 2005 PM Peak Plus Phase 4, 3&6 BAXTER/N 19TUI AVE R Marvin 9/11/2005 4:30-5:30 pm Case: 19BAXT- 1 �Queues � `" Spillback in �- Per Lane Average Worst Lane 760 Lane Avg/Max Speed (%of Peak 35 26 App Group (veh) (mph) Period) EB L 2/ 4 9.4 0.0 TR 1 / 2 20.3 0.0 ( r 54 38 All 16. 66 5 0.0 _ 6 —= — -- FB L 1 / 2 11.2 i 0.0 ------- �.F TR 3 / 4 13.6 0.0 — — - ------ 74 -- -- — 17 ----- -- All 13.1 0.0 126 —: �� �► NB L 2/ 4 7.1 0.0 f- 4 TR 5 / 7 16.0 0.0 142 35 1058 All 14.9 0.0 SB L 0/ 1 17.9 0.0 __ 2 TR 4/ 5 16.8 " 0.0 " 22 2 2 30 2 2' All 16.8 0.0 Intersect. 15.4 SIG/Cinema v3.08 Page 2 HCM Analysis Summary Baxter Meadow Exist Plus Phase 4 OAK STREET/N 19TH AVE Area Type:Non CBD R MARVIN 10/18/06 Analysis Duration: 15 mins. PEAK PM HOUR Case: 19TH OAK E+4 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 ! L 12.0 TR 12.0 WB ! 3 1 L _ 12.0 T 12.0 R 12.0 NB 3 2 L 12.0 T 12.0 TR 12.0 SB I_ 3 2 L 12.0 j T 12.0 TR 12.0 1 East _ West - -- North _ South Data L T R L T R L T R L T R Movement Volume(vph) 102 169 20 336 239 184 I_ 30 821 266 181 700 97 PHF 0.94 0.94 0.94 . 0.94 0.94 0_94 __0.94 0.94 0.94. 0.94 0.94 0.94 %Heavy Vehicles 0 0 0 0 0 0 0 0 0 0 0 0 Lane Groups L TR _ L _ T R_ L TR L TR --- - - - Arrival Type j ----3 --- 3 --. 3 3 3 - 3 - 3 3 RTOR Vol vph) 8 _ 100 120 50 Peds/Hour 0- ---- 0 0------ 0 %Grade _ _ --.._-0 -- --0 -------- --- 0 -- - 0. - Buses/Hour 0 0 0 0 _ Parkers/Hour(LeftIRight) --- --- --- �__ --- --- - - -- Signal Settings:Actuated Operational Analysis Cycle Length: 98.0 Sec Lost Time Per Cycle:11.0 Sec Phase: 1 2 3 4 5 6 7 8 Ped Only EB L LTP WB L LTP NB -- - LTP ..- - - -- SB LTP LTP Green 11.0 27.0 10.0 34.0 0 Yellow All Red 3.0 0.0 3.3 r 1.7 3.0 0.0 3.3 1.7 Ca a ity Analysis Results Approach: Lane Cap v/s g/C Lane v/c Delay Delay App Group__ (yph) __Ratio Ratio ----_Group _ Ratio (sec/veh) _O_S (sec/veh)- .._ LOS EB L er 237 0.000_ 0.327- 24.7 C _ Lpro_ 203 0.060 0.112 L 0.248 17.3 B _ TR 518 0.103 0.276 TR 0.373 28.8 C WB * L er 290 _ 0.174 0.327 _ _ _ 27.4 C * Lpro 203 0.112 0.112 L 0.724 25.7 C T 523 0.134 0.276 T 0.486 30.0 C R 445 0..055 0.276 R 0.200 27.3 C NB -- - - --- L 215 0.052 0.347 L 0.149 22.2 C 34.2 C * TR 1224 0.291 0.347 TR 0.840 34.6 C SB L er 78 0.046 0.398 19.3 B * L ro 184 0.102 0.102 L 0.737 28.4 C TR 1715 0.222 0.480 TR 0.464 17.1 B Intersection:Delay=26.9 sec/veh Int.LOS=C Xc 0.77 *Critical Lane Group (v/s)Crit=0.68 SIG/Cinema v3.08 Page 1 NETSIM Summary Results Baxter Meadow Exist Plus Phase 4 OAK STREET/N 19TFI AVE R MARVIN 10/18/06 PEAK PM HOUR Case: 19TH OAK E+4 Queues Spillback in Per Lane ! Average Worst Lane 700 Lane Avg/Max Speed (%of Peak 97 181 �App Group (veh) (mph) Period) FB L 2/ 4 13.4 0.0 TR 4/ 6 8.9 0.0 r 184 -239 — — -- A4 336 All 10.3 0.0 --- ---- ------ - -- - WB L 7/ 8 8.7 0.0 —? 41011, T 7/ 8 11.3 0.0 R 1 / 1 16.0 0.0 102 41 ► — — 169 All 10.4 0.0 20 NB L 1 / 2 6.9 0.0 - 4- ► TR 11 / 12 9.5 0.0 A 30 1266 821 All 9.4 0.0 SB L 5 / 7 4.4 0.0 1 2 3_ 14 - TR 6/ 8 14.4 0.0 11 3 0 27 3 2 10 3 0 34 3 All 11.6 0.0 Intersect. 10.4 SIG/Cinema v3.08 Page 2 HCM Analysis Summary Baxter Meado 4 Plus Alll Platted OAK STREET/N 19TH AVE Area Type:Non CBD R MARVIN 2/24/07 Analysis Duration: 15 rains. PEAK PM HOUR Case: 19THOA---2 _ 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 2 1 L 12.0 TR 12.0 WB 3 1 L 12.0 T 12.0 R 12.0 NB 3 2 L 12.0 T 12.0 TR 12.0 SB_ 3 2 _ L 12.0 L T 12.0 J. TR 12.0 East West North South Data L T R L T R L T R L T R Movement Volume(vph 187 202 27 336 335 196 42 803 261 - 193 689 168 PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94_ %Heavy Vehicles 0 0 0 0 0 0 0 0 0 0 0 0 Lane Groups -_ L TR L T R L TR L TR Arrival Type I_ 3 _ 3 3 3 3 _ 3 -_3 3 3 RTOR Vol(vph) _ 8 100 120 68 Peds/Hour 0 0 0 0 %Grade - 0 0 - 0.---- 0 - Buses/Hour 0 0 0 0 Parkers/I-Iour(LeftIRight) _ Signal Settings:Actuated Operational Analysis Cycle Length: 100.5 Sec Lost Time Per Cycle:11.0 Sec Phase: 1 2 3 4 5 6 7 8 Ped Only EB L LTP _ WB L LTP NB LTP SB LTP LTP Green - 11.2 28.0 10.6 34.7 0 Yellow All Red 3.0 I 0.0 3.3 1.7 3.0 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 Ratite (sec/veh) -LOS -(sec/veh)__-_DOS EB Lper 157 0.000 0.328 - _ _ 25.9 C Lpro _ 201 0.110 0.1,11 L 0.556 20.8 C TR 523 0.125 0.279 TR 0.44.9 30.1 C WB * L er 256 0.200 0.328 31.9 C * fro 201 0.111 0,111 L 0.781 _ 30.1 C _ T 529 0.187 0.279 T 0.673 34.9 C R 450 0.063 0.279 R 0.227 28.0 C NI3 L 199 0.078 0.345 L 0.226 23.6 C 34.1 C * TR 1218 0.284 0.345 TR 0.824 34.6 C - -- -- - --------------- SB L er 75 0.079 0.395 20.9 C * L ro 190 0.105 0.105 L 0.774 33.3 C TR 1702 0.237 0.481 TR 0.493 17.8 B Intersection:Delay=28.4sec/veh Int.LOS=C Xc-0.79 *Critical Lane Group >(v/s)Crit=0.70 SIG/Cinema v3.08 Page l NETSIM Summary Results Baxter Meado 4 Plus Alll Platted OAK STREET/N 19TH AVE R MARVIN 2/24/07 PEAK PM HOUR Case: 19TIJOA-2 L Queues Spillback in Per Lane Average Worst Lane 689 Lane Avg/Max Speed (%of Peak App Group (veh) (mph) Period} 168 193 � EB L 51 7 8.4 0.0 ti TR 4/ 6 9.3 0.0 196 • —335 336 All 8.8 0.0 -- -- -- ------- WB L 7/ 8 8.1 0.0 - T 11 / 13 9.1 0.0 — — --------- R 2/ 4 13.3 0.0 187 �i I ► -- -- 202 All 9.0 0.0 27 NB L 1 / 3 4.0 0.0 4 TR 11 / 13 9.5 0.0 z' --- 42 261 803 All 9.2 0.0 _ r SB L 5 / 8 4.9 0.0 1 2 3 I 4 TR 6/ 10 13.6 0.0 _ . 11 3 0 28 3 2 11 3 0 35 3 All l 11.6 0.0 Intersect. 9.7 SIG/Cinema v3.08 Page 2 Two-Way Stop Control Page I of I TWO-WAY STOP CONTROL SUMMARY General Information ISite Information Analyst R Marvin Intersection Baxter/Davis Agency/Co. Marvin&Associates 5urisdiction PLUS Phases 4, 3&6 Date Performed 10118106 Analysis Year 2006 Analysis Time Period PM Peak Hour Project Description Baxter Meadows Subdivision TIS East/West Street: Baxter Lane North/South Street: Davis Lane Intersection Orientation: East-West IStudy Period hrs : 0.25 Vehicle Volumes and Adjustments Major Street Eastbound Westbound Movement 1 2 3 4 5 6 L T R L T R olume veh/h 50 122 33 20 224 40 Peak-Hour Factor, PHF 0.86 0.86 0.86 0.89 0.89 0.89 Hourly Flow Rate, HFR 58 141 38 22 251 44 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 Northbound Southbound Movement 7 8 9 10 11 12 L T R L T R olume veh/h 34 72 12 19 54 58 Peak-Hour Factor, PHF 0.90 0.90 0.90 0.78 0.78 0.78 Hourly Flow Rate, HFR 37 80 13 24 69 74 veh/h Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade(%) 0 0 Flared Approach N N Storage 0 0 RT Channelized 0 0 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay,Queue Length,and Level of Service Approach Eastbound Westbound Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration LTR LTR LTR LTR (veh/h) 58 22 130 1 167 C(m)(veh/h) 1278 1409 364 471 lc 0.05 0.02 0.36 0.35 95%queue length 0.14 0.05 1.58 1.58 Control Delay(s/veh) 8.0 7.6 20.3 16.8 LOS A A C C Approach Delay(s/veh) -- -- 20.3 16.8 pproach LOS -- - C C Copyright©2005 University of Florida,All Rights Reserved HCS+TM Version 5.2 Generated: 2/24/2007 5:05 PM file://C:\Documents and Settings\Robert\Local Settings\Temp\u2k42.trnp 2/24/2007