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HomeMy WebLinkAbout10.p Traffic Study 10-01-2019Bridger View Redevelopment Preliminary Plat and PUD Application Section 10.p Traffic Impact Study TRAFFIC IMPACT STUDY REPORT for BRIDGER VIEW REDEVELOPMENT PUD Bozeman, Montana Prepared for Human Resources Development Council Prepared by MARVIN & ASSOCIATES 1300 North Transtech Way Billings, MT 59102 October 1, 2019 TRAFFIC IMPACT STUDY REPORT for BRIDGER VIEW REDEVELOPMENT PUD Bozeman, Montana Prepared for Human Resources Development Council Prepared by MARVIN & ASSOCIATES 1300 North Transtech Way Billings, MT 59102 O c t o b e r 1 , 2 0 1 9 P.T.O.E. # 259 EXECUTIVE SUMMARY – Bridger View Redevelopment PUD Traffic Impact Study This report summarizes the findings of a traffic impact study (TIS) completed for the proposed Bridger View Redevelopment PUD project in Bozeman, MT. The proposed development property is located in the southwest corner of the Bridger Drive and Story Mill Road intersection. Current ownership of the property is by the Human Resource Development Council (HRDC) and the proposed development is intent on providing high density cottage type housing within the City of Bozeman that encourages pedestrian and bicycle usage of an extensive network of paths throughout the entire area. Two accesses are planned, one on Bridger Drive and the other on Story Mill Road. This TIS collected traffic data at three existing intersections and performed operational analysis of those intersections. It was determined that all of the intersections and all of the intersection approaches currently operate at level of service (LOS) “C” or better. Trip generation analysis indicated that the proposed development would generate 458 average weekday trips (AWT) with 35 in the peak am hour and 43 in the in the peak pm hour. With 10 % of those trips being made by alternative modes, vehicular trips would be 412 AWT with 31 am trips and 39 pm trips. Trip distribution and traffic assignment analysis was performed and capacity calculations were completed. It was determined that the additional site generated traffic would not appreciable impact any intersection if the development currently existed and both of the site accesses would operate at LOS “B” or better. Future traffic projections and operational analysis indicated that the only intersection that would operate below LOS “C would be the intersection of Story Mill Road and Bridger Drive, where the northbound approach would operate at LOS “E” during the peak am hour and LOS “D in the peak pm hour. The anticipated site generated traffic during that period of the day would not significantly contribute to future operational impact at that intersection since site generated traffic would only contribute 0.18% of traffic entering the intersection whereas daily traffic volumes on any street can routinely vary by +/-10%. The two site accesses would both operate at LOS “C or better given future traffic projections. It was also determined that the 20 right-turn volumes at the Bridger Drive access would not be sufficient to warrant an auxiliary right turn lane. The Bridger Drive site access would cross a pedestrian bike path which would require appropriate traffic control provisions. The planned improvements incorporate yield control on the site access approach for both ingress and egress movements. Adequate separation between Bridger Drive and the yield control line would be provided to store one vehicle in the southbound direction. Access geometrics and lane widths have been designed to avoid ingress vehicle encroachment into egress lanes and provide clear vision zones. With standard pavement markings and signing, the design appears to adequately control potential vehicle pedestrian conflicts. i TABLE OF CONTENTS P A G E INTRODUCTION 1 PROPOSED SITE DEVELOPMENT 1 EXISTING CONDITIONS 3 Streets & Intersections 3 E x i s t i n g T r a f f i c V o l u m e s 5 Existing Capacity 7 Speeds 8 DEVELOPMENT TRAFFIC PROJECTIONS 8 Trip Generation 8 Trip Distribution 10 Site Traffic Assignment 11 T R A F F I C I M P A C T S 1 1 Existing Plus Development Traffic Volumes 11 Capacity 14 F u t u r e T r a f f i c 1 5 Future Capacity 17 S a f e t y I m p a c t s 1 8 Pedestrian & Bicycle Safety 18 C O N C L U S I O N S 1 8 APPENDIX A – TRAFFIC COUNT DATA APPENDIX B – CAPACITY CALCULATIONS APPENDIX C – ITE TRIP GENERATION ii LIST OF TABLES P A G E Table 1. Existing Peak AM & PM Hour Capacity Analysis Summary 7 Table 2. Bridger View Redevelopment Trip Generation 9 Table 3. Existing Plus Site Peak AM & PM Capacity Analysis Summary 14 Table 4. Future Year 2035 AM & PM Hour Capacity Analysis Summary 17 LIST OF FIGURES P A G E Figure 1. Site Location & Study Intersections 2 Figure 2. Existing 2019 Traffic Volumes 6 Figure 3. Trip Distribution Percentages 10 Figure 4. Site Generated Traffic Assignment 12 Figure 5. Existing Plus Site Generated Traffic Volumes 13 Figure 6. Year 2035 Traffic Plus Site Generated Volumes 16 Bridger View Redevelopment TIS PUD MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Bridger View Redevelopment PUD Traffic Impact Study Page 1 INTRODUCTION This report summarizes the findings of a traffic impact study (TIS) completed for the proposed Bridger View Redevelopment PUD project in Bozeman, MT. Marvin & Associates was retained by the Human Resources Development Council (HRDC) to provide the TIS per the requirements of City of Bozeman ordinances pertaining to land use developments. The primary purposes of this study were to address specific impacts of the new development and 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 potential capacity and safety impacts, before making recommendations regarding potential impact mitigation. 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. PROPOSED SITE DEVELOPMENT The proposed development property is located in the southwest corner of the Bridger Drive and Story Mill Road intersection. The existing property is currently vacant, but was previously occupied by a Mobile Home Park that most recently contained 40 mobile homes. Current ownership of the property is by the Human Resource Development Council (HRDC) and the proposed development is intent on providing more compact cottage type housing within the City of Bozeman. Figure 1 illustrates the proposed site location, planned accesses, and intersections evaluated within this study. MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Bridger View Redevelopment PUD Traffic Impact Study Page 2 MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Bridger View Redevelopment PUD Traffic Impact Study Page 3 There are currently two accesses from the site to Bridger Drive, but the proposed site plan only includes a single access to Bridger Drive, which will be located at the same approximate location as the existing western site access. Another access would be provided on Story Mill Road at its intersection with Hillside Lane. The proposed development would have 58 residential lots with 62 housing units. Four internal subdivision streets, as shown in Figure 1, will be constructed to provide access to individual lots within the subdivision. This Traffic Impact Study (TIS) addresses potential impacts associated with full development of Bridger View Redevelopment PUD and includes all arterial and collector street intersections within a 0.5-mile radius of the development. Those intersections Include Story Mill Road & Bridger Drive and Bridger Drive/Rouse Avenue & Griffin Drive. In addition, the TIS addresses potential impacts at the site access intersections with Bridger Drive and with Story Mill Road EXISTING CONDITIONS Streets & Intersections Adjacent and potentially impacted public streets include: Bridger Drive, Rouse Avenue, Story Mill Road, and Griffin Drive. Bridger Road is designated as Primary Highway 86 (N-86) by the Montana Department of Transportation (MDT) and was classified throughout its urban continuity as a principal arterial in the Bozeman Area Transportation Plan. N-86 begins as N. Rouse Avenue at its intersection with Main Street in downtown Bozeman and continues north, passing under Interstate 90 and intersecting with Griffin Drive, where it turns east and continues as Bridger Drive. N-86 then becomes Bridger Canyon Road east of the project site. To the north and east, Bridger Canyon Road winds through the Bridger Mountains, providing access to the Bridger Bowl Ski area and other residential and commercial destinations, MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Bridger View Redevelopment PUD Traffic Impact Study Page 4 before terminating in the community of Wilsall, approximately 35 miles away. N. Rouse Avenue and Bridger Drive were improved within the recent past. The intersection of Rouse Avenue and Griffon was widened and a traffic signal was installed while Bridger Drive was widened to provide a continuous center left turn lane with bike lanes on both sides within a 52’ wide curb and gutter street section between Griffin Drive and a point east of Story Mill Road. The intersection of Story Mill Road and Bridger drive is scheduled for improvements that include additional lanes on Story Mill Road and a new traffic signal. Story Mill Road is a collector street that connects residential development both north and south of Bridger Drive. It is currently a two lane paved roadway approximately 26’ wide at its intersection with Bridger Drive. Future roadway improvements on Story Mill Road are within the City of Bozeman’s Capital Improvements Plan (CIP) and will provide curb and gutter on both sides of the street along with auxiliary turn lanes north and south of Bridger Drive, as well as a signal at the intersection of Story Mill Road and Bridger Drive. Griffin Drive is a minor arterial street that connects N. Rouse Avenue/Bridger Drive with N. 7th Avenue, a parallel principal arterial that is located approximately 3/4 of a mile to the west. Griffin Drive carries two lanes of traffic throughout its length. Design of improvements to portions of Griffin Drive are currently underway with construction slated for the near future. Existing Traffic Volumes Mio-vision video traffic counters were used to count traffic at key study intersection in July of 2019 (see Appendix A). The intersection of Story Mill Road and Hillside Lane was hand counted during the peak am and pm hour periods. Twenty-four-hour automatic traffic counts were taken in February of 2005 at four locations along Bridger Canyon Road in the area adjacent to the project site as a part of The Legends Subdivision Development. Since traffic volumes have changed substantially in the past 14 years, the only useable data from those counts were the percentage of average weekday traffic (AWT) that occurs during MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Bridger View Redevelopment PUD Traffic Impact Study Page 5 the peak pm hour period. That percentage has remained relatively constant on most City of Bozeman streets during the same time period. The peak pm hour percentage of AWT was applied to the 2019 peak PM hour counts to determine existing AWT estimates for this study. Figure 2 illustrates the traffic counts that represent the existing (2019) am and pm hour volumes used as the baseline for capacity calculations within this study. Also shown in Figure 2, are the Average Weekday Traffic (AWT) volumes that were calculated using the percentage variations that were extracted from earlier 24 hour counting periods. Pedestrian traffic volumes were relatively light at all of the intersections during the counting periods. The highest bike and pedestrian activity occurred at the Bridger Drive and Story Mill Road intersection with approximately 4 crossings of Bridger Drive and 6 pedestrians and 4 bikes crossing Story Mill Road on the south side of Bridger Drive. Even though pedestrian and bicycle traffic was noted during the counting periods, the volumes were not significant enough to impact vehicular operations in any appreciable manner. However, use of pedestrian and bike modes of travel will likely increase in the future given planned improvements to area bike paths and connectivity of bike and pedestrian path system, such as the Pathway to the “M” project. In addition, pedestrian and bike access to a planned bus stop will increase pedestrian traffic and potentially reduce vehicular traffic by increased transit usage. Peak hour factors (PHF) were calculated for each counting period and are noted within Figure 2. The PHF is used in the capacity analysis to calculate hourly traffic demand based on the peak 15-minute period within the hour. Heavy truck traffic was less than 1% of traffic on Bridger Drive, approximately 2% on Rouse Avenue, and approximately 3% on Griffin Drive. Since heavy trucks are equivalent to approximately 6 passenger vehicles in terms of operational features such as length and acceleration performance, the truck percentage is a vital input into the highway capacity calculation methodology. MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Bridger View Redevelopment PUD Traffic Impact Study Page 6 MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Bridger View Redevelopment PUD Traffic Impact Study Page 7 Existing Capacity Capacity calculations were completed for four study intersections shown in Figure 2. Table 1 summarizes the results of those calculations using Delay, Level-of-service (LOS), and Vehicle Queue projections as Measures of Effectiveness (MOE). Capacity calculations can be found in Appendix B of this report. All intersections, approaches and movements currently operate at LOS “C” or better. Delay Max Delay Max Delay Max Delay Max Delay (Sec) LOS Queue (Sec) LOS Queue (Sec) LOS Queue (Sec) LOS Queue (Sec) LOS Bridger Drive & Story Mill Road Peak AM Hour 8.1 A 1 8.0 A 1 17.1 C 1 15.6 C 2 Bridger Drive & Story Mill Road Peak PM Hour 8.1 A 1 7.8 A 1 17.6 C 2 13.0 B 1 Story Mill Road and Hillside Lane Peak AM Hour 9.5 A 1 7.3 A 0 Story Mill Road and Hillside Lane Peak PM Hour 9.6 A 1 7.4 A 1 Griffin Drive & Rouse Avenue Peak AM Hour 20.5 C 6 20.2 C 1 10.6 B 5 29.5 C 8 20.5 C Griffin Drive & Rouse Avenue Peak PM Hour 15.9 B 5 20.1 C 1 10.4 B 5 27.5 C 7 17.9 B Table 1. Existing Peak AM & PM Hour Capacity Analysis Summary Intersection EB WB NB SB Intersection Current capacity calculation methods do not provide an overall LOS for stop controlled intersections. Thus, the only intersection with an overall intersection delay and LOS is the Rouse and Griffin Drive signalized intersection, which operates at an acceptable LOS in both the am and pm peak hours of the day. Speeds The current speed limit on Bridger Drive is 35 miles per hour (mph) adjacent to the study site. The limit increases to 45 mph approximately 1500’ east of Story Mill Road. The speed limit on Story Mill Road is 25 mph north and south of MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Bridger View Redevelopment PUD Traffic Impact Study Page 8 Bridger Drive, while Rouse Avenue and Griffin Drive speed limits are both 35 mph. DEVELOPMENT TRAFFIC PROJECTIONS Trip Generation The proposed Bridger View Redevelopment project is a PUD that includes a mixture of single family housing structures and duplexes. The proposed single family housing being planned would be small cottage type structures constructed on small lots (average 2,400 s.f.) with narrow streets and off street parking. The proposed housing development is being designed to be bike and pedestrian centric, making use of direct access to extensive bike and pedestrian path networks. Narrow streets are planned to accommodate multi-modal use which would substantially reduce vehicular speeds resulting in a safer environment for pedestrians and bicyclists. There are 58 lots being proposed with 5 of the lots slated for duplex housing. In total, there would be 62 housing units. The current ITE Trip Generation Report is Edition 10, which has significant changes from earlier versions. In particular, residential land uses were grouped into a smaller number of uses due to relatively minor differences in generation rates. Earlier versions of the Trip Generation Report had a category for high density single family housing such as cottages. The trip generation rates for the higher density land uses were lower than for single family detached housing. Because the characteristics of this development does not match the typical single family detached housing land use, which on average consists of 3,000 sf homes on 7,000 sf lots, it was determined that the ITE Trip Generation rates for Land Use Code 270 “Residential Planned Unit Development” would be more suited to the planned nature of this development. MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Bridger View Redevelopment PUD Traffic Impact Study Page 9 Table 2 summarizes the total vehicular and pedestrian/bike trip generation for this development, based upon the ITE Code 270 “Residential Planned Unit Development” land use (see Appendix C). The 62 dwelling units would generate approximately 458 trips on the average weekday. During the am hour there would be 35 trips and during the pm hour there would be 43 trips. Adjustments for trip mode were estimated based on walking distance less than a mile to and from surrounding attractors including offices, places of employment, commercial businesses, parks, and other recreational land uses. A relatively low estimate of 10% of the trips that would be made by bicycle or pedestrian modes on the average day during the year. This would result in net vehicular trips of 412 AWT, with 31 trips in the peak am hour and 39 trips in the peak pm hour. Overall, the trip generation estimates contained herein would produce the average vehicular traffic volumes that could be attributed to this development. Table 2. Bridger View Redevelopment Trip Generation No. of Rate Total Total Total Units Units Rate Trips Rate Trips Enter Exit Rate TripsEnter Exit 62 Dwelling Unit 1 458 2 35 8 27 3 43 27 16 458 35 8 27 43 27 16 Pedestrian & Bike Modes 4 6 4 1 3 431 412 31 7 24 39 24 15 1 - T = 7.38 (X) 2 - T = 0.57 (X) [22% enter] 3 - T = 0.69 [66% enter] Peak AM HourAve. Weekday Peak PM Hour Total Potential Trips = Total Development Net Vehicular Trips = Trip Mode & Class Adjustments ITE Trip Generation Report 10th Edition Code 270 Residential Planned Unit Development It should also be noted that until recently the development site was occupied by 40 mobile homes that were removed from the property prior to initiation of the traffic study. The 40 mobile homes would have generated approximately 200 trips on the average weekday, with 10 trips in the peak am hour and 18 trips in the peak pm hour period using the ITE Land Use Code 240 contained in Appendix C. Those trips would have been included in the existing baseline traffic count data if the mobile homes hadn’t been removed from the site. MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Bridger View Redevelopment PUD Traffic Impact Study Page 10 Trip Distribution The distribution of vehicular trips was based upon existing directional traffic movements at key intersections adjacent to the development site. Travel times within the subdivision to adjacent street accesses were also considered in modeling of directional routing. Figure 3 presents the overall distribution of site generated trips to and from the existing street system. Approximately 80% of subdivision generated trips would be directed to and from the west on Bridger Drive while 10% of trips would be directed to and from the east on Bridger Drive and 10% would be directed to and from the south on Story Mill Road. MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Bridger View Redevelopment PUD Traffic Impact Study Page 11 Site Traffic Assignment Site traffic assignments were completed using the trip generation projections in Table 2 and the trip distribution percentages discussed in a preceding section. The traffic assignment projection is based on the development of the Bridger View Redevelopment PUD project with the proposed site accesses to Bridger Drive, west of Story Mill Road and to Story Mill Road, south of Bridger Drive. Traffic assignments shown in Figure 4 illustrate the peak am and pm hour site traffic at the key intersections, along with average weekday vehicular site traffic on the street system links. It can be seen that the Bridger Drive access would have an AWT of 360 vehicles and the Story Mill site access would have 62 AWT. TRAFFIC IMPACTS Existing Plus Development Traffic Volumes Figure 5 illustrates the resulting vehicular traffic impacts related to existing plus site generated traffic in the peak am and pm design hours at each of the key study intersections for the Bridger View Redevelopment PUD project. Also shown in Figure 5 are the resultant AWT volumes and the percentage increases over existing traffic that would be attributable to this development. In this case, Bridger Drive immediately west of the site, would have the highest volume of site generated traffic and also the highest percentage increase of any of the area streets at 5%. All of the other existing streets would have percentage increases at or less than 3%. It should be noted that normally, traffic impacts on streets that are less than 10% are not considered to be significant because daily traffic variations on any street routinely exceed 10%. MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Bridger View Redevelopment PUD Traffic Impact Study Page 12 MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Bridger View Redevelopment PUD Traffic Impact Study Page 13 MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Bridger View Redevelopment PUD Traffic Impact Study Page 14 Capacity Capacity calculations (see Appendix B) indicate that all approaches and all the movements at key intersections would operate at LOS “C” or better during both the am and pm hour periods, if the Bridger View Redevelopment PUD project existed today. Table 3 presents a summary of the MOE’s for each intersection and for each approach. In comparing Table 3 to Table 1, it can be seen that there are slight variations in the LOS and delay for individual approaches, but the overall intersection operations would not experience LOS changes. Queue lengths would vary within individual lanes, but none of the lanes would experience an increase in vehicle queues exceeding available storage or interfere with access movements adjacent to the intersections. Both of the site access intersections would operate at LOS “B” or better. Delay Max Delay Max Delay Max Delay Max Delay (Sec) LOS Queue (Sec) LOS Queue (Sec) LOS Queue (Sec) LOS Queue (Sec) LOS Bridger Drive & Story Mill Road Peak AM Hour 8.1 A 1 8.0 A 1 17.1 C 1 15.6 C 2 Bridger Drive & Story Mill Road Peak PM Hour 17.7 A 1 7.8 A 1 17.8 C 2 13.0 B 1 Story Mill Road and Hillside Lane Peak AM Hour 9.0 A 0 9.6 A 1 7.4 A 0 7.3 A 0 Story Mill Road and Hillside Lane Peak PM Hour 8.9 A 0 9.8 A 1 7.3 A 0 7.4 A 1 Griffin Drive & Rouse Avenue Peak AM Hour 20.5 C 6 20.2 C 1 10.7 B 6 29.7 C 8 20.4 C Griffin Drive & Rouse Avenue Peak PM Hour 16.2 B 5 20.1 C 1 10.5 B 5 27.7 C 7 18.1 B Bridger Drive & Site Access Peak AM Hour 8.1 A 0 13.5 B 1 Bridger Drive & Site Access Peak PM Hour 8.3 A 0 13.3 B 1 Intersection Table 3. Existing Plus Site Traffic Peak AM & PM Hour Capacity Analysis Summary EB WB NB SB Intersection MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Bridger View Redevelopment PUD Traffic Impact Study Page 15 Future Traffic In order to predict future traffic volumes on area streets, it was necessary to determine historic traffic growth that could be applied to long term future growth. Historic traffic growth was obtained from MDT traffic volume records. When examining annual average daily traffic volume records, it became apparent that traffic volumes prior to 2011 varied widely from year to year with declines in traffic in 2008 and 2009 most likely due to the combined effects of the recession and the removal of mobile homes from the Bridger View Redevelopment PUD property. A steep reduction in 2015 volumes was noted and was probably due to portions of Rouse Avenue being under construction in that year. On Bridger Drive, 2011 volumes were 4% lower than 2018 volumes. A similar decrease occurred on Griffin Drive, while a 90% increase occurred on Story Mill Road, south of Bridger Drive, between 2014 and 2018. Because of the uncertainty of reliable annual growth estimates, it was determined that application of the highest annual growth rate that could be calculated for the study roadways irrespective of the periods of decreased traffic could be used and applied to a 15- year future period to temper unknown variables. The calculated annual growth rate applied was 2%, which would result in a 35% traffic growth over a 15-year period. Figure 6, on the following page, illustrates the peak am and pm hour traffic that would exist at key intersections and at the site access intersections in the year 2035, if the Bridger View Redevelopment was fully occupied. Figure 6 also notes the year 2035 average weekday traffic on all of the study streets. MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Bridger View Redevelopment PUD Traffic Impact Study Page 16 MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Bridger View Redevelopment PUD Traffic Impact Study Page 17 Future Capacity Table 4 presents a summary of the MOE’s for each intersection and for each approach at each of the intersections. Capacity calculations (see Appendix B) indicate that both of the site access intersections would operate at LOS “C” or better during both the am and pm hour periods, given year 2035 traffic projections. Queue lengths would vary within individual lanes, but none of the lanes would experience an increase in vehicle queues that would exceed available storage or interfere with access movements. If no improvements were made at the intersection of Bridger Drive and Story Mill Road, the northbound approach would operate at LOS “E” during the peak am hour period and LOS “D” at the peak pm hour period. The southbound approach would operate at LOS “D” during the peak am hour period, and LOS “C” during the peak PM hour period. Since the site generated traffic would only add one northbound right turning vehicle and 1 eastbound thru movement vehicle during the am hour or approximately 0.18% of the total entering traffic in the peak am hour, it can be stated that the impact of the site development on future operations at that intersection are statistically insignificant. Delay Max Delay Max Delay Max Delay Max Delay (Sec) LOS Queue (Sec) LOS Queue (Sec) LOS Queue (Sec) LOS Queue (Sec) LOS Bridger Drive & Story Mill Road Peak AM Hour 8.6 A 1 8.3 A 1 38.4 E 3 30.9 D 5 Bridger Drive & Story Mill Road Peak PM Hour 8.5 A 1 8.0 A 1 34.7 D 4 18.0 C 2 Story Mill Road and Hillside Lane Peak AM Hour 9.4 A 0 8.8 A 1 7.5 A 0 7.4 A 0 Story Mill Road and Hillside Lane Peak PM Hour 9.2 A 0 9.1 A 1 7.3 A 0 7.5 A 1 Griffin Drive & Rouse Avenue Peak AM Hour 28.7 C 8 21.0 C 1 12.4 B 8 30.5 C 10 23.1 C Griffin Drive & Rouse Avenue Peak PM Hour 18.8 B 6 20.2 C 1 12.5 B 8 32.8 C 10 20.7 C Bridger Drive & Site Access Peak AM Hour 8.5 A 0 15.9 C 1 Bridger Drive & Site Access Peak PM Hour 8.8 A 0 15.5 C 1 Intersection Table 4. Future Year 2035 Traffic Peak AM & PM Hour Capacity Analysis Summary EB WB NB SB Intersection MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Bridger View Redevelopment PUD Traffic Impact Study Page 18 Safety Impacts Both site accesses would have adequate site distance to oncoming traffic from stop positions at their intersections. Right turn lane warrants were investigated at the Bridger Drive access and it was determined that the projected volumes of right-turning vehicles (20) during the peak pm hour period would not warrant an auxiliary right-turn lane. Pedestrian & Bicycle Safety The Bridger Drive site access would cross a pedestrian bike path which would require appropriate traffic control provisions. Preliminary design plans for the path crossing, prepared by Stahly Engineers and dated 9/11/2019, were reviewed. The plan incorporates yield control on the site access approach for both ingress and egress movements. Adequate separation between Bridger Drive and the yield control line would be provided to store one vehicle in the southbound direction. Access geometrics and lane widths have been designed to avoid ingress vehicle encroachment into egress lanes and provide clear vision zones. With standard pavement markings and signing, the design appears to adequately control potential vehicle pedestrian conflicts. CONCLUSIONS The proposed Bridger View Redevelopment project, as proposed, would not substantially impact the safety and efficiency of any of the area streets or intersections. Existing plus site generated traffic would not impact any of the other study intersections and the proposed site accesses would operate at acceptable levels of service when the site is fully occupied. Future traffic (year 2035) on area streets is projected to increase significantly over current traffic volumes. Even with significant growth, in combination with full development of the Bridger View Redevelopment PUD, all of the key intersection would operate at or above LOS “C” with the exception of the Story Mill Road and MARVIN & ASSOCIATES 1300 N. Transtech Way Billings, MT 59102 Bridger View Redevelopment PUD Traffic Impact Study Page 19 Bridger Drive Intersection. The northbound approach would operate at LOS “E” in the peak am hour and LOS “D in the peak pm hour. With planned street improvements on Story Mill Road, which includes signalization of its intersection with Bridger Drive, no additional future mitigating measures would be required at that intersection. Appendix A TRAFFIC COUNT DATA Total Start Time Right Thru Left Right Thru Left Right Thru Left Right Thru Left Entering 7:00 AM 15 8 2 3 41 62102 2 9 1 9 1 2 8 7:15 AM 13 6 1 1 44 83111 3 6 1 2 1 2 7 7:30 AM 11 7 0 0 43 14 4113 4 1 1 2 1 3 7 7:45 AM 27 5 2 0 61 77321 3 2 1 8 1 6 5 8:00 AM 20 3 1 1 48 87344 4 3 1 3 1 5 5 8:15 AM 36 6 3 0 61 58423 3 6 2 0 1 8 4 8:30 AM 44 8 1 2 71 97423 7 8 2 3 2 5 2 8:45 AM 32 8 2 1 54 11 7 4 5 11 65 16 216 Peak AM Hour 132 25 7 4 234 33 29 15 13 21 222 72 807 PHF = 0.80 4:00 PM 32 5 1 0 51 28415 5 1 3 0 1 9 0 4:15 PM 22 6 0 0 36 67744 5 3 2 8 1 7 3 4:30 PM 20 4 2 1 56 34730 6 1 3 6 1 9 7 4:45 PM 28 5 1 2 73 79333 5 5 3 0 2 1 9 5:00 PM 13 5 2 3 46 4 10 10 3 8 52 37 193 5:15 PM 21 6 0 0 48 9 17 18 4 1 56 30 210 5:30 PM 32 3 1 2 50 1 8 10 5 3 55 30 200 5:45 PM 31 3 2 1 47 18831 5 9 4 1 2 0 5 Peak PM Hour 94 19 4 7 217 21 44 41 15 15 218 127 822 PHF = 0.94 Study Name Bridger & Story Mill Start Date 07/24/2019 Start Time 7:00 AM Site Code Project Bridger View Redevelopment Southbound Westbound Northbound Eastbound Type Road Classification Totals Story Mill Rd Bridger Dr Story Mill Rd Bridger Dr Total Start Time Right Thru Left Right Thru Left Right Thru Left Right Thru Left Entering 7:00 AM 29 41 00202 2 8 1 2 1 7 3 3 6 1 7 0 7:15 AM 31 39 21321 3 4 1 2 1 7 2 3 1 1 7 5 7:30 AM 21 46 10200 4 5 2 7 2 1 2 4 1 2 0 6 7:45 AM 42 62 21401 5 7 3 8 3 5 2 4 6 2 9 0 8:00 AM 32 52 13200 5 9 2 5 1 7 3 3 6 2 3 0 8:15 AM 57 60 01142 4 6 2 3 2 6 2 3 2 2 5 4 8:30 AM 47 79 03211 8 4 3 2 3 1 4 5 7 3 4 1 8:45 AM 42 89 22304 9 4 3 8 5 0 5 5 6 3 8 5 Peak AM Hour 178 280 39857 2 8 3 1 1 8 1 2 4 1 4 1 8 11210 PHF = 0.79 4:00 PM 54 70 02102 6 8 5 1 3 8 2 3 4 3 2 2 4:15 PM 52 51 01221 7 1 3 9 2 5 1 4 3 2 8 8 4:30 PM 50 70 01332 8 3 4 1 5 0 4 5 4 3 6 1 4:45 PM 66 80 01232 9 8 3 6 3 6 3 3 7 3 6 4 5:00 PM 57 72 00117 6 7 4 3 7 4 3 4 3 3 6 8 5:15 PM 38 73 13222 7 9 5 0 6 1 3 3 6 3 5 0 5:30 PM 52 71 20501 6 9 4 5 3 4 1 4 4 3 2 4 5:45 PM 34 60 00311 7 5 4 0 2 9 5 4 2 2 9 0 Peak PM Hour 211 295 1589 1 3 3 2 7 1 7 0 2 2 1 1 3 1 7 01443 PHF = 0.98 Southbound Westbound Northbound Eastbound Type Road Classification Totals Bridger Dr Griffin Dr Rouse Ave Griffin Dr Site Code Project Bridger View Redevelopment Study Name Griffin & Rouse Start Date 07/24/2019 Start Time 7:00 AM Total Start Time Right Thru Left Right Thru Left Right Thru Left Right Thru Left Entering 7:00 AM 7 4 7 37 62 20 137 7:15 AM 3 4 8 38 75 20 148 7:30 AM 9 4 8 48 93 35 197 7:45 AM 17 10 12 67 94 54 254 8:00 AM 7 7 10 57 82 42 205 8:15 AM 15 9 3 61 55 17 160 8:30 AM 15 15 15 89 89 40 263 8:45 AM 14 17 19 90 89 49 278 Peak AM Hour 51 48 47 297 315 148 906 PHF = 0.66 4:00 PM 37 11 29 89 63 28 257 4:15 PM 44 12 22 95 68 45 286 4:30 PM 35 18 25 86 86 27 277 4:45 PM 47 19 27 98 57 31 279 5:00 PM 48 17 28 113 97 38 341 5:15 PM 36 24 43 71 85 43 302 5:30 PM 42 18 32 99 55 39 285 5:45 PM 34 12 26 60 72 48 252 Peak PM Hour 173 78 130 381 294 151 1207 PHF = 0.88 Southbound Westbound Northbound Eastbound Type Road Classification Totals Manley Rd Griffin Dr n/a Griffin Dr Site Code Project Bridger View Redevelopment Study Name Manley & Griffin Start Date 07/24/2019 Start Time 7:00 AM Appendix B-1 EXISTING CAPACITY CALCULATIONS HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Bridger & Story Mill Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 8/16/2019 East/West Street Bridger Drive Analysis Year 2019 North/South Street Story Mill Road Time Analyzed Peak AM Existing Peak Hour Factor 0.80 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Bridger View Redevelopment TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 1 1 0 0 1 1 0 0 1 0 0 1 0 Configuration L TR L TR LTR LTR Volume (veh/h)72 222 21 33 234 4 13 15 29 7 25 132 Percent Heavy Vehicles (%)3 3 3 3 3 1 1 1 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized Median Type | Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 Critical Headway (sec)4.13 4.13 7.13 6.53 6.23 7.11 6.51 6.21 Base Follow-Up Headway (sec)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec)2.23 2.23 3.53 4.03 3.33 3.51 4.01 3.31 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)90 41 71 205 Capacity, c (veh/h)1236 1251 368 543 v/c Ratio 0.07 0.03 0.19 0.38 95% Queue Length, Q₉₅ (veh)0.2 0.1 0.7 1.7 Control Delay (s/veh)8.1 8.0 17.1 15.6 Level of Service (LOS)A A C C Approach Delay (s/veh)1.9 1.0 17.1 15.6 Approach LOS C C Copyright © 2019 University of Florida. All Rights Reserved. HCS™ TWSC Version 7.8 Generated: 8/16/2019 2:23:50 PM Bridger & Story Mill AM Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Bridger & Story Mill Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 8/16/2019 East/West Street Bridger Drive Analysis Year 2019 North/South Street Story Mill Road Time Analyzed Peak PM Existing Peak Hour Factor 0.94 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Bridger View Redevelopment TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 1 1 0 0 1 1 0 0 1 0 0 1 0 Configuration L TR L TR LTR LTR Volume (veh/h)127 218 15 21 217 7 15 41 44 4 19 94 Percent Heavy Vehicles (%)3 3 3 3 3 1 1 1 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized Median Type | Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 Critical Headway (sec)4.13 4.13 7.13 6.53 6.23 7.11 6.51 6.21 Base Follow-Up Headway (sec)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec)2.23 2.23 3.53 4.03 3.33 3.51 4.01 3.31 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)135 22 106 124 Capacity, c (veh/h)1299 1312 390 575 v/c Ratio 0.10 0.02 0.27 0.22 95% Queue Length, Q₉₅ (veh)0.3 0.1 1.1 0.8 Control Delay (s/veh)8.1 7.8 17.6 13.0 Level of Service (LOS)A A C B Approach Delay (s/veh)2.9 0.7 17.6 13.0 Approach LOS C B Copyright © 2019 University of Florida. All Rights Reserved. HCS™ TWSC Version 7.8 Generated: 8/16/2019 2:24:37 PM Bridger & Story Mill PM Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Story Mill & Hillside Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 8/16/2019 East/West Street Hillside Lane Analysis Year 2019 North/South Street Time Analyzed Peak AM Existing Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Bridger View Redevelopment TIS Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 0 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LR TR LT Volume (veh/h)22 1 35 1 10 69 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.43 6.23 4.13 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.53 3.33 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)29 13 Capacity, c (veh/h)833 1557 v/c Ratio 0.03 0.01 95% Queue Length, Q₉₅ (veh)0.1 0.0 Control Delay (s/veh)9.5 7.3 Level of Service (LOS)A A Approach Delay (s/veh)9.5 1.0 Approach LOS A Copyright © 2019 University of Florida. All Rights Reserved. HCS™ TWSC Version 7.8 Generated: 8/16/2019 2:25:08 PM Story Mill & Hillside AM Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Story Mill & Hillside Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 8/16/2019 East/West Street Hillside Lane Analysis Year 2019 North/South Street Time Analyzed Peak PM Existing Peak Hour Factor 0.94 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Bridger View Redevelopment TIS Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 0 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LR TR LT Volume (veh/h)18 1 82 2 26 29 Percent Heavy Vehicles (%)3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.2 4.1 Critical Headway (sec)6.43 6.23 4.13 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.53 3.33 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)20 28 Capacity, c (veh/h)805 1500 v/c Ratio 0.03 0.02 95% Queue Length, Q₉₅ (veh)0.1 0.1 Control Delay (s/veh)9.6 7.4 Level of Service (LOS)A A Approach Delay (s/veh)9.6 3.6 Approach LOS A Copyright © 2019 University of Florida. All Rights Reserved. HCS™ TWSC Version 7.8 Generated: 8/16/2019 2:25:49 PM Story Mill & Hillside PM Exist.xtw HCM Analysis Summary Existing Conditions R Marvin Peak AM Hour Analysis Duration: 15 mins. Griffin Drive/Rouse Avennue 08/16/2019 Case: Griffin & Rouse AM Exist Area Type: Non CBD 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 WB NB SB 2 1 1 1 2 1 3 1 LT 12.0 LTR 12.0 L 12.0 L 12.0 R 12.0 TR 12.0 T 12.0 R 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LT 3 R 3 LTR 3 L 3 TR 3 L 3 T 3 R 3 181 0.79 2 14 0.79 2 124 0.79 2 5 0.79 2 8 0.79 2 9 0.79 2 118 0.79 2 283 0.79 2 7 0.79 2 3 0.79 2 280 0.79 2 178 0.79 2 35 5 0 0 --- --- 0 5 0 0 --- --- 0 5 0 0 --- --- 15 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP R LTP LTP LTP 0 25.0 3.5 1.5 18.0 4.0 0.0 24.0 4.0 2.0 Actuated 82.0 Sec 15.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB * LT 407 0.185 0.305 LT 0.607 26.2 C 20.5 C R 903 0.072 0.573 R 0.125 8.1 A WB LTR 501 0.016 0.305 LTR 0.054 20.2 C 20.2 C NB Lper 197 0.000 0.366 10.6 B * Lpro 389 0.084 0.220 L 0.254 10.2 B TR 1041 0.198 0.561 TR 0.353 10.8 B SB L 295 0.004 0.293 L 0.014 20.7 C 29.5 C * T 545 0.190 0.293 T 0.650 31.2 C R 460 0.131 0.293 R 0.448 26.7 C Intersection: Delay = 20.5sec/veh Int. LOS=C Xc= 0.56 * Critical Lane Group (v/s)Crit= 0.46 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Conditions R Marvin Peak AM Hour Griffin Drive/Rouse Avennue 08/16/2019 Case: Griffin & Rouse AM Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LT 4 / 6 11.4 0.0 R 2 / 3 17.8 0.0 All 13.4 0.0 WB LTR 1 / 1 13.1 0.0 All 13.1 0.0 NB L 1 / 2 19.3 0.0 TR 4 / 5 17.1 0.0 All 17.7 0.0 SB L 0 / 1 5.8 0.0 T 6 / 8 11.7 0.0 R 1 / 3 20.7 0.0 All 12.8 0.0 Intersect. 14.3 SIG/Cinema v3.08 Marvin & Associates Page 2 181 14 124 5 8 9 118 283 7 3 280 178 1 24 24 1 24 24 2 18 04 2 18 04 3 24 24 3 24 24 HCM Analysis Summary Existing Conditions R Marvin Peak PM Hour Analysis Duration: 15 mins. Griffin Drive/Rouse Avennue 08/16/2019 Case: Griffin & Rouse PM Exist Area Type: Non CBD 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 WB NB SB 2 1 1 1 2 1 3 1 LT 12.0 LTR 12.0 L 12.0 L 12.0 R 12.0 TR 12.0 T 12.0 R 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LT 3 R 3 LTR 3 L 3 TR 3 L 3 T 3 R 3 170 0.98 2 13 0.98 2 221 0.98 2 9 0.98 2 8 0.98 2 5 0.98 2 170 0.98 2 327 0.98 2 13 0.98 2 1 0.98 2 295 0.98 2 211 0.98 2 40 5 0 0 --- --- 0 5 0 0 --- --- 0 5 0 0 --- --- 30 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP R LTP LTP LTP 0 25.0 3.5 1.5 18.0 4.0 0.0 24.0 4.0 2.0 Actuated 82.0 Sec 15.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB * LT 409 0.139 0.305 LT 0.455 23.3 C 15.9 B R 903 0.117 0.573 R 0.205 8.5 A WB LTR 492 0.014 0.305 LTR 0.045 20.1 C 20.1 C NB Lper 240 0.000 0.366 10.4 B * Lpro 389 0.098 0.220 L 0.275 9.9 A TR 1039 0.187 0.561 TR 0.334 10.6 B SB L 301 0.001 0.293 L 0.003 20.6 C 27.5 C * T 545 0.162 0.293 T 0.552 28.5 C R 460 0.118 0.293 R 0.402 25.9 C Intersection: Delay = 17.9sec/veh Int. LOS=B Xc= 0.49 * Critical Lane Group (v/s)Crit= 0.40 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Conditions R Marvin Peak PM Hour Griffin Drive/Rouse Avennue 08/16/2019 Case: Griffin & Rouse PM Exist App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LT 4 / 5 11.4 0.0 R 1 / 3 21.6 0.0 All 14.6 0.0 WB LTR 1 / 1 10.8 0.0 All 10.8 0.0 NB L 2 / 3 18.2 0.0 TR 4 / 5 16.5 0.0 All 17.0 0.0 SB L 0 / 0 0.0 0.0 T 5 / 7 12.6 0.0 R 1 / 2 20.2 0.0 All 13.8 0.0 Intersect. 15.0 SIG/Cinema v3.08 Marvin & Associates Page 2 170 13 221 9 8 5 170 327 13 1 295 211 1 24 24 1 24 24 2 18 04 2 18 04 3 24 24 3 24 24 Appendix B-2 EXISTING PLUS SITE CAPACITY CALCULATIONS HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Bridger & Story Mill Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 9/25/19 East/West Street Bridger Drive Analysis Year 2019 North/South Street Story Mill Road Time Analyzed AM Existing Plus Site Peak Hour Factor 0.80 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Bridger View Redevelopment TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 1 1 0 0 1 1 0 0 1 0 0 1 0 Configuration L TR L TR LTR LTR Volume (veh/h)72 223 21 33 235 4 13 15 30 7 25 132 Percent Heavy Vehicles (%)3 3 3 3 3 1 1 1 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized Median Type | Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 Critical Headway (sec)4.13 4.13 7.13 6.53 6.23 7.11 6.51 6.21 Base Follow-Up Headway (sec)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec)2.23 2.23 3.53 4.03 3.33 3.51 4.01 3.31 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)90 41 73 205 Capacity, c (veh/h)1234 1250 371 542 v/c Ratio 0.07 0.03 0.20 0.38 95% Queue Length, Q₉₅ (veh)0.2 0.1 0.7 1.8 Control Delay (s/veh)8.1 8.0 17.1 15.6 Level of Service (LOS)A A C C Approach Delay (s/veh)1.9 1.0 17.1 15.6 Approach LOS C C Copyright © 2019 University of Florida. All Rights Reserved. HCS™ TWSC Version 7.8 Generated: 9/25/2019 5:21:29 PM Bridger & Story Mill AM Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Bridger & Story Mill Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 9/25/19 East/West Street Bridger Drive Analysis Year 2019 North/South Street Story Mill Road Time Analyzed PM Existing Plus Site Peak Hour Factor 0.94 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Bridger View Redevelopment TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 1 1 0 0 1 1 0 0 1 0 0 1 0 Configuration L TR L TR LTR LTR Volume (veh/h)127 219 15 22 218 7 15 41 45 4 19 94 Percent Heavy Vehicles (%)3 3 3 3 3 1 1 1 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized Median Type | Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 Critical Headway (sec)4.13 4.13 7.13 6.53 6.23 7.11 6.51 6.21 Base Follow-Up Headway (sec)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec)2.23 2.23 3.53 4.03 3.33 3.51 4.01 3.31 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)135 23 107 124 Capacity, c (veh/h)1298 1311 390 573 v/c Ratio 0.10 0.02 0.28 0.22 95% Queue Length, Q₉₅ (veh)0.3 0.1 1.1 0.8 Control Delay (s/veh)8.1 7.8 17.7 13.0 Level of Service (LOS)A A C B Approach Delay (s/veh)2.8 0.7 17.7 13.0 Approach LOS C B Copyright © 2019 University of Florida. All Rights Reserved. HCS™ TWSC Version 7.8 Generated: 9/25/2019 5:22:15 PM Bridger & Story Mill PM Exist Plus Site.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Story Mill & Hillside Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 9/25/19 East/West Street Hillside Lane Analysis Year 2019 North/South Street Time Analyzed AM Existing Plus Site Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Bridger View Redevelopment TIS Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume (veh/h)1 0 2 22 0 1 1 35 1 10 69 0 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.13 6.53 6.23 7.13 6.53 6.23 4.13 4.13 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.53 4.03 3.33 3.53 4.03 3.33 2.23 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)4 29 1 13 Capacity, c (veh/h)905 804 1504 1557 v/c Ratio 0.00 0.04 0.00 0.01 95% Queue Length, Q₉₅ (veh)0.0 0.1 0.0 0.0 Control Delay (s/veh)9.0 9.6 7.4 7.3 Level of Service (LOS)A A A A Approach Delay (s/veh)9.0 9.6 0.2 1.0 Approach LOS A A Copyright © 2019 University of Florida. All Rights Reserved. HCS™ TWSC Version 7.8 Generated: 9/25/2019 5:22:55 PM Story Mill & Hillside AM Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Story Mill & Hillside Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 9/25/19 East/West Street Hillside Lane Analysis Year 2019 North/South Street Time Analyzed PM Existing Plus Site Peak Hour Factor 0.94 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Bridger View Redevelopment TIS Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume (veh/h)1 0 2 18 0 1 2 82 2 26 29 1 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.13 6.53 6.23 7.13 6.53 6.23 4.13 4.13 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.53 4.03 3.33 3.53 4.03 3.33 2.23 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)3 20 2 28 Capacity, c (veh/h)930 774 1574 1500 v/c Ratio 0.00 0.03 0.00 0.02 95% Queue Length, Q₉₅ (veh)0.0 0.1 0.0 0.1 Control Delay (s/veh)8.9 9.8 7.3 7.4 Level of Service (LOS)A A A A Approach Delay (s/veh)8.9 9.8 0.2 3.5 Approach LOS A A Copyright © 2019 University of Florida. All Rights Reserved. HCS™ TWSC Version 7.8 Generated: 9/25/2019 5:23:20 PM Story Mill & Hillside PM Exist Plus.xtw HCM Analysis Summary Existing Plus Site Traffic R Marvin Peak AM Hour Analysis Duration: 15 mins. Griffin Drive/Rouse Avennue 9/25/19 Case: Griffin & Rouse AM Exist Plus Area Type: Non CBD 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 WB NB SB 2 1 1 1 2 1 3 1 LT 12.0 LTR 12.0 L 12.0 L 12.0 R 12.0 TR 12.0 T 12.0 R 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LT 3 R 3 LTR 3 L 3 TR 3 L 3 T 3 R 3 183 0.80 2 14 0.80 2 124 0.80 2 5 0.80 2 8 0.80 2 9 0.80 2 118 0.80 2 287 0.80 2 7 0.80 2 3 0.80 2 292 0.80 2 186 0.80 2 35 5 0 0 --- --- 0 5 0 0 --- --- 0 5 0 0 --- --- 50 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP R LTP LTP LTP 0 25.0 3.5 1.5 18.0 4.0 0.0 24.0 4.0 2.0 Actuated 82.0 Sec 15.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB * LT 406 0.185 0.305 LT 0.606 26.2 C 20.5 C R 903 0.070 0.573 R 0.123 8.1 A WB LTR 501 0.016 0.305 LTR 0.054 20.2 C 20.2 C NB Lper 188 0.000 0.366 10.7 B * Lpro 389 0.083 0.220 L 0.255 10.3 B TR 1041 0.198 0.561 TR 0.354 10.8 B SB L 295 0.004 0.293 L 0.014 20.7 C 29.7 C * T 545 0.196 0.293 T 0.670 31.9 C R 460 0.108 0.293 R 0.370 25.3 C Intersection: Delay = 20.4sec/veh Int. LOS=C Xc= 0.57 * Critical Lane Group (v/s)Crit= 0.46 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus Site Traffic R Marvin Peak AM Hour Griffin Drive/Rouse Avennue 9/25/19 Case: Griffin & Rouse AM Exist Plus App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LT 4 / 6 11.0 0.0 R 1 / 3 20.5 0.0 All 13.5 0.0 WB LTR 1 / 1 13.3 0.0 All 13.3 0.0 NB L 1 / 4 18.3 0.0 TR 4 / 5 16.4 0.0 All 16.9 0.0 SB L 0 / 1 6.9 0.0 T 5 / 8 12.6 0.0 R 1 / 3 20.2 0.0 All 13.7 0.0 Intersect. 14.6 SIG/Cinema v3.08 Marvin & Associates Page 2 183 14 124 5 8 9 118 287 7 3 292 186 1 24 24 1 24 24 2 18 04 2 18 04 3 24 24 3 24 24 HCM Analysis Summary Existing Plus Site Traffic R Marvin Peak PM Hour Analysis Duration: 15 mins. Griffin Drive/Rouse Avennue 9/25/19 Case: Griffin & Rouse PM Exist Plus Area Type: Non CBD 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 WB NB SB 2 1 1 1 2 1 3 1 LT 12.0 LTR 12.0 L 12.0 L 12.0 R 12.0 TR 12.0 T 12.0 R 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LT 3 R 3 LTR 3 L 3 TR 3 L 3 T 3 R 3 178 0.98 2 13 0.98 2 221 0.98 2 9 0.98 2 8 0.98 2 5 0.98 2 170 0.98 2 339 0.98 2 13 0.98 2 1 0.98 2 302 0.98 2 216 0.98 2 40 5 0 0 --- --- 0 5 0 0 --- --- 0 5 0 0 --- --- 30 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP R LTP LTP LTP 0 25.0 3.5 1.5 18.0 4.0 0.0 24.0 4.0 2.0 Actuated 82.0 Sec 15.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB * LT 408 0.146 0.305 LT 0.478 23.5 C 16.2 B R 903 0.117 0.573 R 0.205 8.5 A WB LTR 491 0.014 0.305 LTR 0.045 20.1 C 20.1 C NB Lper 234 0.000 0.366 10.5 B * Lpro 389 0.098 0.220 L 0.278 10.0 A TR 1039 0.194 0.561 TR 0.346 10.7 B SB L 297 0.001 0.293 L 0.003 20.6 C 27.7 C * T 545 0.165 0.293 T 0.565 28.8 C R 460 0.121 0.293 R 0.413 26.1 C Intersection: Delay = 18.1sec/veh Int. LOS=B Xc= 0.50 * Critical Lane Group (v/s)Crit= 0.41 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Existing Plus Site Traffic R Marvin Peak PM Hour Griffin Drive/Rouse Avennue 9/25/19 Case: Griffin & Rouse PM Exist Plus App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LT 4 / 5 11.6 0.0 R 1 / 3 22.2 0.0 All 15.1 0.0 WB LTR 1 / 1 9.7 0.0 All 9.7 0.0 NB L 2 / 5 15.7 0.0 TR 3 / 6 17.7 0.0 All 17.0 0.0 SB L 0 / 0 0.0 0.0 T 5 / 7 13.0 0.0 R 1 / 2 20.5 0.0 All 14.2 0.0 Intersect. 15.2 SIG/Cinema v3.08 Marvin & Associates Page 2 178 13 221 9 8 5 170 339 13 1 302 216 1 24 24 1 24 24 2 18 04 2 18 04 3 24 24 3 24 24 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Bridger & Site Access Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 9/25/19 East/West Street Bridger Drive Analysis Year 2019 North/South Street Site Access Time Analyzed AM Exiting Plus Site Peak Hour Factor 0.80 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Bridger View Redevelopment TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 0 1 0 0 0 0 Configuration TR L T LR Volume (veh/h)315 6 0 379 20 1 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.10 6.40 6.20 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.20 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)0 26 Capacity, c (veh/h)1168 450 v/c Ratio 0.00 0.06 95% Queue Length, Q₉₅ (veh)0.0 0.2 Control Delay (s/veh)8.1 13.5 Level of Service (LOS)A B Approach Delay (s/veh)0.0 13.5 Approach LOS B Copyright © 2019 University of Florida. All Rights Reserved. HCS™ TWSC Version 7.8 Generated: 9/25/2019 5:17:35 PM Bridger & Site Access AM Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Bridger & Site Access Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 9/25/19 East/West Street Bridger Drive Analysis Year 2019 North/South Street Site Access Time Analyzed PM Exiting Plus Site Peak Hour Factor 0.80 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Bridger View Redevelopment TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 0 1 0 0 0 0 Configuration TR L T LR Volume (veh/h)360 20 1 326 12 1 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.10 6.40 6.20 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.20 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)1 16 Capacity, c (veh/h)1098 453 v/c Ratio 0.00 0.04 95% Queue Length, Q₉₅ (veh)0.0 0.1 Control Delay (s/veh)8.3 13.3 Level of Service (LOS)A B Approach Delay (s/veh)0.0 13.3 Approach LOS B Copyright © 2019 University of Florida. All Rights Reserved. HCS™ TWSC Version 7.8 Generated: 9/25/2019 5:18:23 PM Bridger & Site Access PM Exist Plus.xtw Appendix B-3 FUTURE CAPACITY CALCULATIONS HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Bridger & Story Mill Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 9/25/19 East/West Street Bridger Drive Analysis Year 2035 North/South Street Story Mill Road Time Analyzed AM Future Peak Hour Factor 0.80 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Bridger View Redevelopment TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 1 1 0 0 1 1 0 0 1 0 0 1 0 Configuration L TR L TR LTR LTR Volume (veh/h)95 300 30 45 315 5 15 20 40 10 35 180 Percent Heavy Vehicles (%)3 3 3 3 3 1 1 1 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized Median Type | Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 Critical Headway (sec)4.13 4.13 7.13 6.53 6.23 7.11 6.51 6.21 Base Follow-Up Headway (sec)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec)2.23 2.23 3.53 4.03 3.33 3.51 4.01 3.31 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)119 56 94 281 Capacity, c (veh/h)1133 1141 198 410 v/c Ratio 0.10 0.05 0.47 0.69 95% Queue Length, Q₉₅ (veh)0.4 0.2 2.3 5.0 Control Delay (s/veh)8.6 8.3 38.4 30.9 Level of Service (LOS)A A E D Approach Delay (s/veh)1.9 1.0 38.4 30.9 Approach LOS E D Copyright © 2019 University of Florida. All Rights Reserved. HCS™ TWSC Version 7.8 Generated: 9/25/2019 5:31:48 PM Bridger & Story Mill AM Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Bridger & Story Mill Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 9/25/19 East/West Street Bridger Drive Analysis Year 2035 North/South Street Story Mill Road Time Analyzed PM Future Peak Hour Factor 0.94 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Bridger View Redevelopment TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 1 1 0 0 1 1 0 0 1 0 0 1 0 Configuration L TR L TR LTR LTR Volume (veh/h)170 295 20 30 295 10 20 55 60 5 25 125 Percent Heavy Vehicles (%)3 3 3 3 3 1 1 1 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized Median Type | Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 Critical Headway (sec)4.13 4.13 7.13 6.53 6.23 7.11 6.51 6.21 Base Follow-Up Headway (sec)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec)2.23 2.23 3.53 4.03 3.33 3.51 4.01 3.31 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)181 32 144 165 Capacity, c (veh/h)1208 1219 260 440 v/c Ratio 0.15 0.03 0.55 0.37 95% Queue Length, Q₉₅ (veh)0.5 0.1 3.1 1.7 Control Delay (s/veh)8.5 8.0 34.7 18.0 Level of Service (LOS)A A D C Approach Delay (s/veh)3.0 0.7 34.7 18.0 Approach LOS D C Copyright © 2019 University of Florida. All Rights Reserved. HCS™ TWSC Version 7.8 Generated: 9/25/2019 5:33:52 PM Bridger & Story Mill PM Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Story Mill & Hillside Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 9/25/19 East/West Street Hillside Lane Analysis Year 2035 North/South Street Time Analyzed AM Future Peak Hour Factor 0.80 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Bridger View Redevelopment TIS Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume (veh/h)1 0 2 2 0 25 1 50 2 15 95 0 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.13 6.53 6.23 7.13 6.53 6.23 4.13 4.13 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.53 4.03 3.33 3.53 4.03 3.33 2.23 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)4 34 1 19 Capacity, c (veh/h)831 970 1463 1531 v/c Ratio 0.00 0.03 0.00 0.01 95% Queue Length, Q₉₅ (veh)0.0 0.1 0.0 0.0 Control Delay (s/veh)9.4 8.8 7.5 7.4 Level of Service (LOS)A A A A Approach Delay (s/veh)9.4 8.8 0.1 1.1 Approach LOS A A Copyright © 2019 University of Florida. All Rights Reserved. HCS™ TWSC Version 7.8 Generated: 9/25/2019 5:36:35 PM Story Mill & Hillside AM Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Story Mill & Hillside Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 9/25/19 East/West Street Hillside Lane Analysis Year 2035 North/South Street Time Analyzed PM Future Peak Hour Factor 0.94 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Bridger View Redevelopment TIS Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 0 1 0 0 0 1 0 Configuration LTR LTR LTR LTR Volume (veh/h)1 0 2 1 0 20 2 115 2 30 45 1 Percent Heavy Vehicles (%)3 3 3 3 3 3 3 3 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Headway (sec)7.13 6.53 6.23 7.13 6.53 6.23 4.13 4.13 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.53 4.03 3.33 3.53 4.03 3.33 2.23 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)3 22 2 32 Capacity, c (veh/h)869 911 1552 1456 v/c Ratio 0.00 0.02 0.00 0.02 95% Queue Length, Q₉₅ (veh)0.0 0.1 0.0 0.1 Control Delay (s/veh)9.2 9.1 7.3 7.5 Level of Service (LOS)A A A A Approach Delay (s/veh)9.2 9.1 0.1 3.1 Approach LOS A A Copyright © 2019 University of Florida. All Rights Reserved. HCS™ TWSC Version 7.8 Generated: 9/25/2019 5:37:59 PM Story Mill & Hillside PM Future.xtw HCM Analysis Summary Future Traffic R Marvin Peak AM Hour Analysis Duration: 15 mins. Griffin Drive/Rouse Avennue 9/25/19 Case: Griffin & Rouse AM Future Area Type: Non CBD 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 WB NB SB 2 1 1 1 2 1 3 1 LT 12.0 LTR 12.0 L 12.0 L 12.0 R 12.0 TR 12.0 T 12.0 R 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LT 3 R 3 LTR 3 L 3 TR 3 L 3 T 3 R 3 245 0.85 2 20 0.85 2 165 0.85 2 10 0.85 2 10 0.85 2 10 0.85 2 160 0.85 2 385 0.85 2 10 0.85 2 5 0.85 2 390 0.85 2 250 0.85 2 80 5 0 0 --- --- 0 5 0 0 --- --- 0 5 0 0 --- --- 100 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP R LTP LTP LTP 0 26.0 3.5 1.5 16.0 4.0 0.0 28.0 4.0 2.0 Actuated 85.0 Sec 15.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB * LT 405 0.235 0.306 LT 0.770 34.8 C 28.7 C R 853 0.063 0.541 R 0.117 9.6 A WB LTR 477 0.023 0.306 LTR 0.075 21.0 C 21.0 C NB Lper 158 0.000 0.400 12.4 B * Lpro 333 0.106 0.188 L 0.383 13.1 B TR 1048 0.251 0.565 TR 0.444 12.1 B SB L 304 0.007 0.329 L 0.020 19.4 B 30.5 C * T 614 0.246 0.329 T 0.748 33.5 C R 518 0.112 0.329 R 0.340 23.3 C Intersection: Delay = 23.1sec/veh Int. LOS=C Xc= 0.71 * Critical Lane Group (v/s)Crit= 0.59 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Future Traffic R Marvin Peak AM Hour Griffin Drive/Rouse Avennue 9/25/19 Case: Griffin & Rouse AM Future App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LT 6 / 8 10.7 0.0 R 2 / 3 18.9 0.0 All 12.8 0.0 WB LTR 1 / 1 12.3 0.0 All 12.3 0.0 NB L 3 / 6 12.9 0.0 TR 5 / 8 15.2 0.0 All 14.4 0.0 SB L 0 / 1 6.9 0.0 T 7 / 10 12.5 0.0 R 1 / 3 20.1 0.0 All 13.4 0.0 Intersect. 13.6 SIG/Cinema v3.08 Marvin & Associates Page 2 245 20 165 10 10 10 160 385 10 5 390 250 1 25 24 1 25 24 2 16 04 2 16 04 3 28 24 3 28 24 HCM Analysis Summary Future Traffic R Marvin Peak PM Hour Analysis Duration: 15 mins. Griffin Drive/Rouse Avennue 9/25/19 Case: Griffin & Rouse PM Future Area Type: Non CBD 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 WB NB SB 2 1 1 1 2 1 3 1 LT 12.0 LTR 12.0 L 12.0 L 12.0 R 12.0 TR 12.0 T 12.0 R 12.0 East West North South LTRLTRLTRLTRData Movement Volume (vph) PHF % Heavy Vehicles Lane Groups Arrival Type RTOR Vol (vph) Peds/Hour % Grade Buses/Hour Parkers/Hour (Left|Right) LT 3 R 3 LTR 3 L 3 TR 3 L 3 T 3 R 3 235 0.98 2 15 0.98 2 300 0.98 2 15 0.98 2 10 0.98 2 5 0.98 2 230 0.98 2 455 0.98 2 20 0.98 2 5 0.98 2 405 0.98 2 290 0.98 2 100 5 0 0 --- --- 0 5 0 0 --- --- 0 5 0 0 --- --- 150 5 0 0 --- --- Signal Settings: Operational Analysis Cycle Length: Lost Time Per Cycle: Phase: EB WB NB SB Green Yellow All Red 12345678 P e d O n l y LTP LTP R LTP LTP LTP 0 25.0 3.5 1.5 18.0 4.0 0.0 24.0 4.0 2.0 Actuated 82.0 Sec 15.0 Sec Capacity Analysis Results Approach: App GroupLane Cap(vph)v/sRatio g/CRatio LaneGroup v/cRatio Delay(sec/veh) LOS Delay(sec/veh) LOSEB * LT 404 0.192 0.305 LT 0.631 26.9 C 18.8 B R 903 0.129 0.573 R 0.226 8.6 A WB LTR 466 0.020 0.305 LTR 0.064 20.2 C 20.2 C NB Lper 150 0.000 0.366 12.5 B * Lpro 389 0.133 0.220 L 0.436 13.1 B TR 1038 0.261 0.561 TR 0.466 12.2 B SB L 265 0.006 0.293 L 0.019 20.8 C 32.8 C * T 545 0.222 0.293 T 0.758 35.9 D R 460 0.091 0.293 R 0.311 24.3 C Intersection: Delay = 20.7sec/veh Int. LOS=C Xc= 0.67 * Critical Lane Group (v/s)Crit= 0.55 SIG/Cinema v3.08 Marvin & Associates Page 1 NETSIM Summary Results Future Traffic R Marvin Peak PM Hour Griffin Drive/Rouse Avennue 9/25/19 Case: Griffin & Rouse PM Future App Group Lane (veh) Avg/MaxPer LaneQueues (mph) SpeedAverage Period) (% of PeakWorst LaneSpillback in EB LT 6 / 6 11.1 0.0 R 2 / 3 20.7 0.0 All 14.3 0.0 WB LTR 1 / 1 11.2 0.0 All 11.2 0.0 NB L 2 / 6 14.6 0.0 TR 5 / 8 15.7 0.0 All 15.3 0.0 SB L 0 / 2 7.1 0.0 T 6 / 10 12.0 0.0 R 2 / 3 18.9 0.0 All 13.0 0.0 Intersect. 14.1 SIG/Cinema v3.08 Marvin & Associates Page 2 235 15 300 15 10 5 230 455 20 5 405 290 1 24 24 1 24 24 2 18 04 2 18 04 3 24 24 3 24 24 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Bridger & Site Access Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 9/25/19 East/West Street Bridger Drive Analysis Year 2035 North/South Street Site Access Time Analyzed AM Future Peak Hour Factor 0.80 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Bridger View Redevelopment TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 0 1 0 0 0 0 Configuration TR L T LR Volume (veh/h)425 6 0 510 20 1 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.10 6.40 6.20 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.20 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)0 26 Capacity, c (veh/h)1040 356 v/c Ratio 0.00 0.07 95% Queue Length, Q₉₅ (veh)0.0 0.2 Control Delay (s/veh)8.5 15.9 Level of Service (LOS)A C Approach Delay (s/veh)0.0 15.9 Approach LOS C Copyright © 2019 University of Florida. All Rights Reserved. HCS™ TWSC Version 7.8 Generated: 9/25/2019 5:25:56 PM Bridger & Site Access AM Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Bridger & Site Access Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 9/25/19 East/West Street Bridger Drive Analysis Year 2019 North/South Street Site Access Time Analyzed PM Exiting Plus Site Peak Hour Factor 0.80 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Bridger View Redevelopment TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 0 1 0 0 0 0 Configuration TR L T LR Volume (veh/h)485 20 1 440 12 1 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.10 6.40 6.20 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.20 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)1 16 Capacity, c (veh/h)961 359 v/c Ratio 0.00 0.05 95% Queue Length, Q₉₅ (veh)0.0 0.1 Control Delay (s/veh)8.8 15.5 Level of Service (LOS)A C Approach Delay (s/veh)0.0 15.5 Approach LOS C Copyright © 2019 University of Florida. All Rights Reserved. HCS™ TWSC Version 7.8 Generated: 9/25/2019 5:29:04 PM Bridger & Site Access PM Exist Plus.xtw Appendix C ITE TRIP GENERATION