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HomeMy WebLinkAbout27TH+MSUIC_TPS_DRAFT-Report_2014-06-24_Low-ResTRANSPORTATION PLANNING STUDY FORTRANSPORTATION PLANNING STUDY FORTRANSPORTATION PLANNING STUDY FOR SOUTH 27TH AVENUE & THESOUTH 27TH AVENUE & THESOUTH 27TH AVENUE & THE MONTANA STATE UNIVERSITYMONTANA STATE UNIVERSITYMONTANA STATE UNIVERSITY INNOVATION CAMPUSINNOVATION CAMPUSINNOVATION CAMPUS Bozeman, Montana June 2014 Transportation Planning Study for South 27th Avenue & the Montana State University Innovation Campus Bozeman, Montana June 2014 Prepared For: Montana State University Innovation Campus 910 Technology Boulevard, Suite A Bozeman, MT 59718 Prepared By: Morrison-Maierle, Inc. 2880 Technology Boulevard West PO Box 1113 Bozeman, MT 59771-1113 Phone: (406) 587-0721 Fax: (406) 922-6702 www.m-m.net MMI Project No. 5100.002 Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Table of Contents | i Table of Contents Chapter 1 – Introduction & Summary Copyright Statement.................................. 1-1 Introduction ............................................... 1-1 Executive Summary .................................. 1-1 Study Location & Limits .............................1-1 South 27th Avenue Corridor ..................... 1-1 Montana State University Innovation Campus .................................... 1-1 Types of Studies Undertaken .....................1-2 Traffic Volume Forecasts ........................... 1-2 Traffic Operational Analyses ..................... 1-2 Principal Findings ........................................1-3 Existing Conditions ................................... 1-3 Huffine Lane (US 191) & Fowler Avenue Intersection ...................... 1-3 West College Street (U-1210) & South 23rd Avenue Intersection ............... 1-3 South 19th Avenue (U-1201) & West College Street (U-1210) Intersection ................................................... 1-3 West College Street (U-1210) .................... 1-4 South 27th Avenue Corridor Alternatives ................................. 1-4 West College Street Traffic Operations ... 1-4 South 19th Avenue Traffic Operations ... 1-5 Fowler Avenue Traffic Operations .......... 1-5 Summary of Findings .................................. 1-5 Future Transportation System .................... 1-5 West College Street (U-1210) .................... 1-5 South 19th Avenue (U-1201)..................... 1-6 Fowler Avenue ............................................. 1-6 South 27th Avenue ...................................... 1-7 West Garfield Street .................................... 1-7 West Kagy Bouelvard ................................. 1-7 Montana State University Innovation Campus .................................... 1-8 Development Plan ....................................... 1-8 Transportation Impacts .............................. 1-8 Pedestrian & Bicyclist Considerations ..... 1-9 Multimodal Considerations ........................ 1-9 Pedestrians & Bicyclists .............................. 1-9 Transit ............................................................ 1-9 Conclusions & Recommendations .......... 1-10 South 27th Avenue Corridor ................... 1-10 Recommended Corridor Extents & Geometry ................................. 1-10 Intersection Traffic Control .................... 1-10 Montana State University Innovation Campus ................................. 1-11 Additional Transportation System Considerations ............................. 1-11 Huffine Lane (US 191) & Fowler Avenue Intersection .................... 1-11 Montana State University Long Range Plan & West Garfield Street ........ 1-12 West College Street ................................... 1-13 19th Avenue................................................ 1-13 Traffic Control Guidance ......................... 1-14 Chapter 2 – Existing Area Conditions Introduction .............................................. 2-1 Study Area ................................................. 2-1 South 27th Avenue Corridor ..................... 2-1 Montana State University Innovation Campus ..................................... 2-1 Study Area Roadways & Intersections ..... 2-3 Study Area Land Use ............................... 2-4 Existing Land Uses ...................................... 2-4 South 27th Avenue Corridor ..................... 2-4 Montana State University Innovation Campus ................................... 2-4 Existing Zoning ........................................... 2-4 Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana ii | Table of Contents Transportation Network .......................... 2-6 Existing Area Roadway System..................2-6 Huffine Lane (US 191) ............................ 2-6 West College Street (U-1210) .................... 2-6 South 19th Avenue (U-1201) ................... 2-7 Fowler Avenue .......................................... 2-7 West Garfield Street .................................. 2-8 Intersections .................................................2-8 Huffine Lane (US 191) & Fowler Avenue .......................................... 2-8 Huffine Lane/West Main Street (US 191) & West College Street .............. 2-8 West College Street & South 19th Avenue ................................. 2-10 West College Street & Professional Drive .................................... 2-10 West College Street & South 23rd Avenue/Technology Boulevard ................. 2-10 West College Street & South 19th Avenue ................................. 2-10 South 19th Avenue & West Garfield Street ................................ 2-11 West Garfield Street & Research Drive......................................... 2-11 West Garfield Street & the MSU Agricultural Experiment Station Access .. 2-11 West Garfield Street & South 29th Avenue ................................. 2-11 South 29th Avenue & Technology Boulevard West ...................... 2-12 South 19th Avenue & West Kagy Boulevard ............................... 2-12 South 19th Avenue & Stucky Road ....... 2-12 Fowler Lane & Stucky Road .................. 2-12 Intersection Summary ............................... 2-12 Traffic Volumes ........................................ 2-14 Transit Service ........................................... 2-14 Pedestrians & Bicyclists ........................... 2-17 Chapter 3 – Proposed Montana State University Innovation Campus Development Development Description ......................... 3-1 Development Horizon .............................. 3-1 Trip Generation ........................................ 3-5 Trip Distribution ....................................... 3-5 Modal Split ................................................ 3-7 Trip Assignment ....................................... 3-7 Chapter 4 – Travel Demand Forecasting Future Area Roadway System ................... 4-1 Transportation Plan Committed & Recommended Major Street Network Projects ......................................... 4-1 West College Street .................................... 4-1 Transportation Plan Recommended Improvements .................. 4-1 City of Bozeman & MDT Reconstruction Project .................... 4-1 Fowler Lane/Fowler Avenue .................... 4-3 Transportation Plan Recommended Improvements .................. 4-3 Fowler Avenue – Huffine Lane to West Garfield Street ...... 4-3 Stucky Road ............................................. 4-3 Additional Future Street Network Projects Influencing Study Area Traffic Operations ..................................... 4-4 West Kagy Boulevard – South 19th Avenue to Willson Avenue (MSN-2) ....... 4-4 Graf Street (MSN-11) ................................. 4-4 Future Growth ........................................... 4-4 Historical Population Growth ................... 4-4 Historical Employment Growth ............... 4-5 Montana State University Historical Growth ........................................ 4-6 Historical Traffic Growth........................... 4-6 Summary of Growth Trends ...................... 4-7 Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Table of Contents | iii Future Traffic Volumes ............................ 4-7 South 27th Avenue Corridor ......................4-7 TAZ Trip Generation ............................... 4-9 TAZ Modal Split ................................... 4-10 TAZ Trip Assignment ............................ 4-10 Major Street Network ............................... 4-10 Traffic Volume Projections & Assignment ....................... 4-11 Future Major Street Network .................. 4-11 Estimated Volumes ................................. 4-12 Chapter 5 – Transportation Analysis Analysis Scenarios & Methodologies ....... 5-1 Study Scenarios .............................................5-1 Analysis Methodologies ..............................5-1 Two-Way Stop-Controlled (TWSC) Intersection Analyses .................. 5-2 Signalized Intersection Analyses ................. 5-2 Roundabout Analyses ................................ 5-2 Urban Street Segments ............................... 5-2 Traffic Operations .................................... 5-3 Existing Conditions Analyses .....................5-3 Estimated 2036 Total Traffic Analyses .....5-6 Estimated 2036 Total Traffic with South 27th Avenue Terminating at West College Street .................................... 5-6 Estimated 2036 Total Traffic with South 27th Avenue Terminating at Technology Boulevard West ...................... 5-11 Estimated 2036 Total Traffic with South 27th Avenue Terminating at West Kagy Boulevard ............................... 5-16 Chapter 6 – Improvement Analysis Existing Conditions .................................. 6-1 Huffine Lane (US 191) & Fowler Avenue Intersection ....................... 6-1 West College Street (U-1210) & South 23rd Avenue Intersection................ 6-3 South 19th Avenue (U-1201) & West College Street (U-1210) Intersection ........ 6-3 Estimated 2036 Total Traffic .................... 6-5 Huffine Lane (US 191) & Fowler Avenue Intersection ....................... 6-5 West Main Street/Huffine Lane (US 191) & West College Street/Gallatin Valley Mall Access Intersection ............................. 6-5 West College Street (U-1210) & Professional Drive Intersection ................. 6-6 South 19th Avenue (U-1201) & West College Street (U-1210) Intersection ........ 6-6 South 19th Avenue (U-1201) & West Garfield Street Intersection .............. 6-7 Traffic Signal Warrant Analyses ............... 6-7 Traffic Operations ..................................... 6-8 West Garfield Street & Research Drive Intersection ....................... 6-8 West Garfield Street & South 27th Avenue Intersection ................ 6-8 Traffic Signal Warrant Analyses ............... 6-9 All-Way Stop or Roundabout Control ....... 6-9 Traffic Operations ..................................... 6-9 South 19th Avenue (U-1201) & West Kagy Boulevard (U-1212) Intersection .... 6-9 South 19th Avenue (U-1201) & Stucky Road Intersection .......................... 6-10 Stucky Road & South 27th Avenue Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana iv | Table of Contents Intersection ................................................ 6-10 Traffic Signal Warrant Analyses ............. 6-10 All-Way Stop or Roundabout Control ..... 6-10 Traffic Operations .................................... 6-11 West Kagy Boulevard & South 27th Avenue Intersection ............. 6-11 Traffic Signal Warrant Analyses ............. 6-11 All-Way Stop or Roundabout Control ..... 6-11 Traffic Operations .................................... 6-12 Fowler Lane & Stuck Road Intersection ................................................ 6-12 Traffic Signal Warrant Analyses ............. 6-12 All-Way Stop or Roundabout Control ..... 6-12 Traffic Operations .................................... 6-12 Fowler Avenue & West Kagy Boulevard Intersection ................... 6-13 Traffic Signal Warrant Analyses ............. 6-13 All-Way Stop or Roundabout Control ..... 6-13 Traffic Operations .................................... 6-13 Fowler Avenue & West Garfield Street Intersection ..................... 6-14 Traffic Signal Warrant Analyses ............. 6-14 All-Way Stop or Roundabout Control ..... 6-14 Traffic Operations .................................... 6-14 West College Street (U-1210) & South 27th Avenue Intersection ............. 6-15 Traffic Signal Warrant Analyses ............. 6-15 Traffic Operations .................................... 6-15 West College Street (U-1210) .................. 6-15 Chapter 7 – Findings Existing Conditions .................................. 7-1 Huffine Lane (US 191) & Fowler Avenue Intersection ....................... 7-1 Traffic Operations ..................................... 7-1 Improvements to Accommodate Existing Traffic......................................... 7-1 West College Street (U-1210) & South 23rd Avenue Intersection................ 7-1 South 19th Avenue (U-1201) & West College Street (U-1210) Intersection ................................................... 7-2 Traffic Operations ..................................... 7-2 Improvements to Accommodate Existing Traffic......................................... 7-2 West College Street (U-1210) ..................... 7-2 Traffic Operations ..................................... 7-2 Transit Service ........................................... 7-2 Pedestrians & Bicyclists ............................ 7-3 South 27th Avenue Corridor Alternatives ................................. 7-3 West College Street Traffic Operations ... 7-3 South 19th Avenue Traffic Operations .... 7-3 Fowler Avenue Traffic Operations ........... 7-4 Summary of Findings .................................. 7-4 Future Transportation System .................. 7-4 West College Street (U-1210) ..................... 7-4 South 19th Avenue (U-1201) ..................... 7-5 Overview of Traffic Operations ................... 7-5 South 19th Avenue & West Garfield Street .................................. 7-5 Fowler Avenue ............................................. 7-6 South 27th Avenue ...................................... 7-6 West Garfield Street .................................... 7-7 West Kagy Bouelvard .................................. 7-8 Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Table of Contents | v Montana State University Innovation Campus .................................. 7-8 Development Plan .......................................7-8 Transportation Impacts ..............................7-9 Pedestrian & Bicyclist Considerations ......7-9 Multimodal Considerations .....................7-10 Pedestrians & Bicyclists ........................... 7-10 Transit ......................................................... 7-10 Chapter 8 – Conclusions & Recommendations Conclusions & Recommendations .......... 8-1 South 27th Avenue Corridor ......................8-1 Recommended Corridor Extents & Geometry ................................ 8-1 Intersection Traffic Control ......................... 8-1 Montana State University Innovation Campus .....................................8-2 Additional Transportation System Considerations ................................8-2 Huffine Lane (US 191) & Fowler Avenue Intersection ........................ 8-2 Montana State University Long Range Plan & West Garfield Street..................... 8-3 West College Street .................................... 8-4 Facility Operations ...................................... 8-4 Transit Considerations ................................ 8-4 19th Avenue Traffic Control Guidance ...........................8-5 References Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana vi | Table of Contents Appendices Appendix A Level of Service Concepts, Analysis Methodologies, & Standards of Significance Appendix B Traffic Count Data Appendix C Trip Generation Analyses C-1: Montana State University Innovation Campus Trip Generation Analyses C-2: South 27th Avenue Corridor Traffic Analysis Zone (TAZ) Trip Generation Analyses Appendix D Preliminary Plans for the Reconstruction of West College Street – Main to South 19th – Bozeman Appendix E Capacity & Level of Service Analyses E-1: 2014 – Existing Conditions E-2: Estimated 2036 Total Traffic with South 27th Avenue Terminating at West College Street E-3: Estimated 2036 Total Traffic with South 27th Avenue Terminating at Technology Boulevard West E-4: Estimated 2036 Total Traffic with South 27th Avenue Terminating at West Kagy Boulevard Appendix F Improvement Analyses F-1: 2014 – Existing Conditions Mitigation F-2: Estimated 2036 Total Traffic Mitigation with South 27th Avenue Terminating at West College Street F-3: Estimated 2036 Total Traffic Mitigation with South 27th Avenue Terminating at Technology Boulevard West F-4: Estimated 2036 Total Traffic Mitigation with South 27th Avenue Terminating at West Kagy Boulevard Appendix G Traffic Signal Warrant Analyses CHAPTER 1CHAPTER 1CHAPTER 1 INTRODUCTION & SUMMARY Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Introduction & Summary | 1-1 Existing Area Conditions | 2-1 Copyright Statement © 2014 by the Montana State University Innovation Campus and Morrison-Maierle, Inc. ALL RIGHTS RESERVED. No part of this publication may be reproduced, utilized as part of additional studies, stored in a retrieval system, or transmitted, in any form or by any means, without the prior written consent from the Montana State University Innovation Campus or Morrison-Maierle, Inc. Introduction The intent of this traffic accessibility study is to assess traffic operations for the conceptual South 27th Avenue Corridor shown in the Greater Bozeman Area Transportation Plan (2007 Update) prepared by Robert Peccia & Associates in January 2009 and potential impacts with the proposed Montana State University Innovation Campus development proposed to be located in Bozeman, Gallatin County, Montana. The information presented in this report is intended to evaluate the safety and operational aspects of the transportation system in the area of the conceptual roadway and proposed development under anticipated future conditions as well as with estimated impacts. Study recommendations and conclusions are intended to provide guidance with respect to the short- and long-term function of the area transportation system. Executive Summary Study Location & Limits South 27th Avenue Corridor The Greater Bozeman Area Transportation Plan (2007 Update) (GBATP) identifies a future collector roadway along the alignment of what would be South 27th Avenue. The corridor extends south from West College Street to Nash Road. It then turns westerly and terminates at Fowler Lane. For this study, the full corridor has been evaluated to account for potential future development; however, the study analyses will focus on the segment from Stucky Road north to West College Street. Montana State University Innovation Campus The proposed Montana State University Innovation Campus (MSUIC) is located in Bozeman, Gallatin County, Montana in the northwest quarter of Section 14 and the northeast quarter of Section 15, Township 2 South, Range 5 East, Principal Meridian of Montana. Generally, the property is bordered by West Garfield Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 1-2 | Introduction & Summary Street to the south; West College Street to the north; and professional office development to the east and west. The study area for the proposed Montana State University Innovation Campus (MSUIC) development as well as the South 27th Avenue corridor is generally bounded by West College Street to the north, Fowler Avenue to the west, South 19th Avenue to the east, and Stucky Road to the south. Types of Studies Undertaken This transportation planning study required the evaluation of the full conceptual South 27th Avenue Corridor and associated roadways through the year 2036; estimates of traffic generation and distribution resulting from the proposed development as well as future land uses within the South 27th Avenue Corridor; analyses of projected traffic operations for the year 2036 under three alternative scenarios for South 27th Avenue; and evaluation of any improvement needs identified. Traffic Volume Forecasts A significant majority of the conceptual South 27th Avenue corridor is presently non-existent. Therefore, it is not possible to measure current traffic volumes on the actual roadway and at its intersections. For analysis purposes, the South 27th Avenue corridor was divided into twenty transportation analysis zones (TAZs). Within the TAZs, the Bozeman Community Plan (City of Bozeman, June 1, 2009) was consulted for future land uses in addition to the Long Range Campus Development Plan for Montana State University (January 2009). For growth estimates, aerial imagery from 1995 to 2013 was used to evaluate historical development patterns, densities, and rates within the project study area. This information, coupled with anticipated future land uses derived from previous planning efforts, allowed for the estimation of traffic generation from each TAZ while also accounting for existing development in the area. Based on the analyses contained within this study, traffic growth on the major street network excluding South 27th Avenue has been determined by utilization of the growth rate method. Generally, the overall traffic growth in the area has been estimated using an annual growth rate of 2.50%. Variations in traffic growth shown on roadways included as a part of this study are due to traffic growth rates that differ from the overall rate depending on future development patterns, changes to existing or the addition of new routes, and socioeconomic trends. Traffic Operational Analyses Using the estimated 2036 total traffic volume data, analyses were performed for capacity and level of service at the study area intersections based on procedures found in the Highway Capacity Manual 2010 (HCM2010) published by the Transportation Research Board (TRB). Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Introduction & Summary | 1-3 Existing Area Conditions | 2-3 Principal Findings Existing Conditions Huffine Lane (US 191) & Fowler Avenue Intersection Traffic Operations Operational analyses for existing conditions found that the intersection of Huffine Lane (US 191) and Fowler Avenue is currently operating at acceptable levels of service during the AM and PM peak hours overall; however, northbound left turns experience longer queue lengths and average vehicle delays, resulting in substandard levels of service. Additionally, southbound movements during the AM peak period may experience queues extending beyond the available storage lengths. Improvements to Accommodate Existing Traffic The addition of a northbound dual-left turn movement along with timing and phase sequencing modifications to the existing traffic signal at the intersection of Huffine Lane (US 191) and Fowler Avenue was found to improve overall traffic operations. All movements are estimated to operate within acceptable levels of service for existing conditions. Additionally, split-phasing of the signal control for the northbound and southbound movements would eliminate the conflicts arising from the existing sight distance deficiencies on the approaches. Queue lengths on the westbound approach are estimated to be reduced by approximately ten percent (10%), and the estimated queues for all other movements on all approaches are estimated to be within the existing available storage lengths. West College Street (U-1210) & South 23rd Avenue Intersection The southbound approach at the intersection of West College Street (U-1210) and South 23rd Avenue/Technology Boulevard currently operates at level of service (LOS) F during the AM and PM peak periods as a result of the left turn demand on that approach and the volume of traffic on West College Street. The northbound approach operates at LOS F during the PM peak hour. The proposed signalization of this intersection with the reconstruction of West College Street will mitigate the substandard traffic operations at this intersection. South 19th Avenue (U-1201) & West College Street (U-1210) Intersection Traffic Operations The intersection of South 19th Avenue (U-1201) and West College Street (U-1210) is operating acceptably as a whole during both the AM and PM peak hours. Through movements on the southbound approach may experience excessive vehicle queues during the AM and PM peak periods that can block access to the left Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 1-4 | Introduction & Summary turn bay on that approach as well as upstream accesses to adjacent properties. During the PM peak hour, the southbound through-right lane group is estimated to experience average vehicle delays that are slightly longer normal standards. Additionally, queues resulting from the through-right lane group on the northbound approach during the PM peak period may also block access to the left turn bay as well as access to parking for portions of the McIntosh Court housing on the Montana State University (MSU) campus. Improvements to Accommodate Existing Traffic Modifications to the existing signal timing and phase sequencing at the intersection of South 19th Avenue and West College Street were shown to have the potential to reduce estimated vehicle queues and improve traffic operations. Queues stemming from the southbound through-right lane group are estimated to be reduced by up to twenty percent (20%). West College Street (U-1210) Traffic Operations West College Street (U-1210) was found to be operating acceptably during both the AM and PM peak periods under existing conditions. Its intersection with South 23rd Avenue/Technology Boulevard would be an exception, as the minor street (stop controlled) approaches experience operational deficiencies due to traffic volumes on West College Street. Based on existing traffic volumes, no additional mitigation was identified to address existing traffic operational issues. South 27th Avenue Corridor Alternatives West College Street Traffic Operations The inclusion of the South 27th Avenue corridor was found to be detrimental to traffic operations on West College Street. With signalization of South 27th Avenue that would be required to mitigate traffic operations on that approach, travel time along West College Street was estimated to increase by approximately 10 seconds in the eastbound and westbound directions during the AM and PM peak hours, respectively. Additionally, queues on West College Street created by the signal at South 27th Avenue would adversely impact upstream site accesses and intersections. At the intersection of Huffine Lane/West Main Street and West College Street/Gallatin Valley Mall access, it is estimated that there would be an increase in the right turn demand during the AM peak period on the eastbound (Huffine Lane) approach created by intersecting South 27th Avenue with West College Street. The additional demand has the potential to negatively impact traffic operations at the intersection of Huffine Lane/West Main Street and West College Street/Gallatin Valley Mall access as well as traffic flow on Huffine Lane. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Introduction & Summary | 1-5 Existing Area Conditions | 2-5 South 19th Avenue Traffic Operations There are benefits to South 19th Avenue by including the South 27th Avenue connection to West College Street. At the intersection of South 19th Avenue and West College Street, the inclusion of South 27th Avenue was not found to have a significant impact on traffic operations. Evaluating West Garfield Street as a signalized intersection in the year 2036, the inclusion of South 27th Avenue to West College Street reduces through vehicle volumes on South 19th Avenue. This alternative yields slightly better traffic operations than having South 27th Avenue terminate at Technology Boulevard West but substantially better operations than having South 27th Avenue terminate at West Kagy Boulevard. With South 27th Avenue terminating at West Kagy Boulevard, increases in average vehicle delay for South 19th Avenue and its intersections with West Kagy Boulevard and Stucky Road were identified through the traffic operations analyses. Fowler Avenue Traffic Operations Similar to traffic operations on South 19th Avenue, Fowler Avenue exhibited similar results when comparing the South 27th Avenue alternatives. There were not significant differences in having South 27th Avenue terminate at West College Street or Technology Boulevard West; however, declines in levels of service, increases in average vehicle delay, and longer queue lengths in some instances were found with having South 27th Avenue terminate at West Kagy Boulevard. Summary of Findings In comparing the three alternatives for the South 27th Avenue corridor evaluated as a part of this study, the scenario with South 27th Avenue terminating at Technology Boulevard West exhibited the most satisfactory overall traffic operations for the transportation system as a whole. Although the alternative with South 27th Avenue terminating at West College Street has benefits to traffic flow on South 19th Avenue and Fowler Avenue, the negative impacts to West College Street make this a less desirable option. For the final scenario with South 27th Avenue terminating at West Kagy Boulevard, the analyses performed as a part of this study showed this limitation of South 27th Avenue would generally lead to less favorable operations for the study area transportation system. Future Transportation System West College Street (U-1210) With the proposed reconstruction project for West College Street, the roadway between West Main Street and South 19th Avenue is estimated to operate acceptably as a whole; however, the segment between South 23rd Avenue/Technology Boulevard and South 19th Avenue may experience congestion during the AM and PM peak periods resulting in substandard levels of service as currently proposed. Although not Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 1-6 | Introduction & Summary evaluated as a part of this study, benefits could be gained to traffic operations through the inclusion of an additional travel lane in both the eastbound and westbound directions for this segment of West College Street. This would also allow for the potential consideration of a northbound dual-left turn lane at the intersection of South 19th Avenue and West College Street that may improve future signalized intersection traffic operations. There would be an increased cost to the project with the additional roadway width. South 19th Avenue (U-1201) Overview of Traffic Operations With continued traffic growth through the year 2036 and changes on the MSU campus, the intersections evaluated as a part of this study on South 19th Avenue are estimated to continue to operate acceptably as a whole. The sheer traffic volume projected for South 19th Avenue in the future may lead to increases in vehicle queues over those presently observed, and some movements may experience slightly substandard levels of service during peak periods. The estimated 2036 total traffic analyses did find that coordination of traffic signals on South 19th Avenue may have substantial benefits to traffic operations along the corridor. South 19th Avenue & West Garfield Street As part of this study, the intersection of South 19th Avenue and West Garfield Street was evaluated as a full access intersection in consideration of MSU’s potential desire to make West Garfield Street the primary entrance to campus. Through signal warrant analyses of estimated average daily traffic volumes, the intersection is projected to satisfy minimum criteria for installation of a traffic signal. Under signalized control, the overall intersection was found to exhibit overall acceptable traffic operations through the year 2036. Therefore, it may be appropriate for MSU to convert West Garfield Street to a full access, signalized intersection as approved by MDT and the City of Bozeman. Fowler Avenue Fowler Avenue and its intersections with West Garfield Street, West Kagy Boulevard, and Stucky Road are projected to require some form of mitigation by the year 2036 based on estimated 2036 total traffic volumes. Signalized control at the three intersections was found to operate within acceptable levels of service for both AM and PM peak periods. Therefore, coordinated traffic signal control along the Fowler Avenue corridor may be more appropriate to address future traffic operations in lieu of roundabouts. For the future roadway geometry of Fowler Avenue, continuation of the existing section between Huffine Lane and West Garfield Street would provide the needed capacity for estimated 2036 total traffic. This would include a four-lane roadway separated by a raised median with left turn bays included at appropriate locations for the segment from West Garfield Street to Stucky Road at a minimum. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Introduction & Summary | 1-7 Existing Area Conditions | 2-7 South 27th Avenue Based on the findings from the study area analyses for estimated 2036 total traffic operations, South 27th Avenue should extend from Nash Road north to Technology Boulevard West. Intersection analyses found that roundabouts provided the most efficient traffic operations for South 27th Avenue at its intersections with Stucky Road, West Kagy Boulevard, and West Garfield Street within the study area. South 27th Avenue is estimated to function acceptably if constructed to any of the City of Bozeman standard typical sections for collector roadways. West Garfield Street West Garfield Street and its intersections are estimated to operate acceptably, with the exception of its intersection with Research Drive, inclusive of signalization at the intersection of South 19th Avenue and West Garfield Street; a roundabout at the intersection of West Garfield Street and South 27th Avenue; and signalization of the intersection of Fowler Avenue and West Garfield Street. With continued traffic growth on West Garfield Street beyond the year 2036, capacity issues may arise on the roadway. Therefore, consideration should be given to including an additional through lane in both the eastbound and westbound directions to provide reserve capacity for the roadway into the future. The roadway section for West Garfield Street under this scenario would be similar to that for a City of Bozeman standard five-lane minor arterial roadway. West Kagy Boulevard The improvement analyses provided in Chapter 6 identified that West Kagy Boulevard would operate acceptably with the mitigation measures identified for its intersections with South 19th Avenue, South 27th Avenue, and Fowler Avenue. As part of ongoing traffic signal maintenance along South 19th Avenue, timing and phase sequencing modifications at the intersection of South 19th Avenue and West Kagy Boulevard are estimated to allow the intersection as it presently exists to function acceptably through the year 2036. This intersection would be included in the recommended coordination of all traffic signals along 19th Avenue. Constructing West Kagy Boulevard to a principal arterial standard from South 19th Avenue to Fowler Avenue would provide the necessary roadway capacity in the future based on estimated 2036 total traffic volumes. Matching with existing development on West Kagy Boulevard to the west of South 19th Avenue, the typical roadway section for West Kagy Boulevard would include be to a principal arterial standard with six foot (6’) sidewalks on either side of the roadway. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 1-8 | Introduction & Summary A roundabout would be recommended for the intersection of West Kagy Boulevard and South 27th Avenue. It would include single-lane entries for the South 27th Avenue approaches and dual-entry lanes for the West Kagy Boulevard approaches. At the intersection of West Kagy Boulevard and Fowler Avenue, estimated 2036 total traffic volumes were not estimated to satisfy minimum warrant criteria for installation of a traffic signal based on having South 27th Avenue terminate at Technology Boulevard West. However, a roundabout or traffic signal control is estimated to allow the intersection to function acceptably. Montana State University Innovation Campus Development Plan The original Montana State University Innovation Campus (MSUIC) master plan can be accommodated with the inclusion of South 27th Avenue to Technology Boulevard West. This would require coordination among Montana State University and the MSUIC based on impacts to the Montana State University Agricultural Experiment Station to accommodate the realignment of South 27th Avenue and access to Agricultural Experiment Station fields and facilities. If agreeable between the parties, then the original master plan for the MSUIC would be acceptable for functionality of the transportation system. Transportation Impacts The estimated 2036 total traffic volumes utilized in the analyses for the study area include the projected traffic from the MSUIC development. No impacts to study area intersections resulting from traffic generated by the MSUIC were identified beyond existing and future deficiencies noted at the intersection of Huffine Lane (US 191) and Fowler Avenue as well as the proposed intersection of West Garfield Street and South 27th Avenue. The MSUIC is anticipated to contribute to left turn and through traffic volumes at the intersection of Huffine Lane and Fowler Avenue. The need for improvements at this intersection is generated by existing conditions, but continued development within the Bozeman Gateway and future development on the MSUIC as well as property owned by MSU to the west of Fowler Avenue and south of West Garfield Street will have an impact on future traffic operations. At the intersection of West Garfield Street and South 27th Avenue, traffic generated by the MSUIC campus development will comprise a fair portion of the total traffic volumes during the AM and PM peak periods. With the installation of a roundabout at the intersection as recommended, any impacts to traffic operations should be minimal and the intersection is estimated to operate acceptably. The recommended roundabout, with the modification of West Garfield Street to a minor arterial standard, would include single-lane entries on the northbound and southbound South 27th Avenue approaches and dual-lane entries on the eastbound and westbound West Garfield Street approaches. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Introduction & Summary | 1-9 Existing Area Conditions | 2-9 Pedestrian & Bicyclist Considerations The Bozeman Parks, Recreation, Open Space, and Trails (PROST) Plan (Bozeman Recreation and Parks Advisory Board – December 17, 2007) identifies a proposed trail corridor through the site of the proposed MSUIC. The development plan for the MSUIC has incorporated trail corridors through the site linking West Garfield Street to West College Street. Additionally, pedestrian connections are provided throughout the proposed development linking each of the building sites as well as to sidewalks along the internal roadways. Multimodal Considerations Pedestrians & Bicyclists The PROST plan identifies locations for inclusion of bike lanes, trails, and sidewalks along area roadways as well as potential future corridors. The West College Street reconstruction project as presently proposed includes bike lanes in both the eastbound and westbound directions as proposed in the PROST plan. Additionally, sidewalk is included on the north side of the roadway that would link South 19th Avenue to West Main Street. With future development of South 27th Avenue and Fowler Avenue, the roadways should also include bike lanes on both sides of the roadways as well as sidewalks, at a minimum. Transit Streamline’s Yellowline University and Greenline Express routes currently travel along West College Street, each having a stop in both directions (eastbound-westbound) during the AM and PM peak periods and at the intersection of West College Street and South 23rd Avenue/Technology Boulevard. A pullout is not currently provided in the vicinity of the intersection of West College Street and South 23rd Avenue/Technology Boulevard for transit stops; however, the buses do utilize the wider roadway shoulder east of the intersection as a pullout when making stops at that location. With the reconstruction of West College Street, it would be recommended to include a bus pullout east of the intersection of West College Street and South 23rd Avenue/Technology Boulevard to preserve mobility of traffic operations on West College Street, improve the functionality of transit stops for Streamline, and provide for the safe accessibility to transit for users. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 1-10 | Introduction & Summary Conclusions & Recommendations South 27th Avenue Corridor Recommended Corridor Extents & Geometry Analysis of traffic operations within the project study area reveal that the conceptual South 27th Avenue will generally have a beneficial effect on the area transportation system; however, if linked to West College Street it would have negative impacts to the overall functionality of the West College Street corridor, the intersection of West Main Street/Huffine Lane (US 191) and West College Street, as well as additional intersections and site accesses in proximity to its intersection with West College Street if installed. Based on the analyses included herein, the following are recommended as appropriate:  The South 27th Avenue collector roadway corridor should extend from a southern terminus at its conceptual intersection with Nash Road northerly to a terminus at Technology Boulevard West. o This layout and alignment limits impacts to West College Street; the intersection of West Main Street/Huffine Lane (US 191) and West College Street/Gallatin Valley Mall access; and the adjacent Bozeman Chronicle site access as well as the intersection of West College Street and Professional Drive. o The addition of South 27th Avenue with the stated terminal limits alleviates vehicular demands on South 19th Avenue and Fowler Avenue while limiting the need for additional traffic control improvements at study area intersections that would be necessitated with terminating South 27th Avenue at West Kagy Boulevard.  A collector street standard for South 27th Avenue as shown in the Greater Bozeman Area Transportation Plan (2007 Update) would be appropriate for the roadway in the future based on estimated 2036 traffic volumes included as a part of this study. Intersection Traffic Control South 27th Avenue and its future intersections with Stucky Road, West Kagy Boulevard, and West Garfield Street were evaluated as a part of this study based on estimated 2036 total traffic volumes. Those analyses identified the following recommended for intersection traffic control:  At a minimum, a single-lane roundabout was identified as the preferred means of mitigating future traffic operations at the intersection of Stucky Road and South 27th Avenue. At the time this intersection is developed in the future, current and projected traffic volumes at that time should be evaluated to determine if roundabout control would still be appropriate and the recommended geometry for installation. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Introduction & Summary | 1-11 Existing Area Conditions | 2-11  Roundabouts with single-lane entries on the northbound and southbound approaches and dual-lane entries on the eastbound and westbound approaches were identified as the preferred method of traffic control for South 27th Avenue and its intersections with West Kagy Boulevard and West Garfield Street. o Similar to the Stucky Road intersection with South 27th Avenue, current and projected traffic volumes should be evaluated at the intersection of West Kagy Boulevard and South 27th Avenue at the time it is developed for determination of the appropriate form of traffic control and the recommended geometry for installation. o Based on the analyses included within this study, Montana State University’s desire to convert West Garfield Street to be the primary entrance to their campus, and conceptual development in the area of West Garfield Street, the roundabout control as stated above for the intersection of West Garfield Street and South 27th Avenue would be recommended. o If right-of-way limitations on the south side of West Garfield Street preclude installation of the full roundabout geometry at its intersection with South 27th Avenue, an interim single-lane roundabout could be installed that has the ability to be modified in the future or two-way stop control could be installed initially until traffic demands warrant mitigation of the intersection. With the two-way stop control alternative, funds for future mitigation of the intersection may need to be held in reserve by the City of Bozeman to insure that the improvements can be completed when deemed necessary. Montana State University Innovation Campus The estimated 2036 total traffic volumes utilized in the analyses for the study area include the projected traffic from the proposed Montana State University Innovation Campus (MSUIC) development. No impacts to study area intersections resulting from traffic generated by the MSUIC were identified beyond existing and future deficiencies noted at the intersection of Huffine Lane (US 191) and Fowler Avenue as well as the proposed intersection of West Garfield Street and South 27th Avenue. The intersection of West Garfield Street and South 27th Avenue is discussed in the preceding paragraphs. Recommended improvements at the intersection of Huffine Lane and Fowler Avenue are discussed in the following section. Impacts resulting from traffic generated by the proposed development can be accommodated by the existing and anticipated future transportation systems with the included study recommendations. Additional Transportation System Considerations Huffine Lane (US 191) & Fowler Avenue Intersection The existing intersection of Huffine Lane (US 191) and Fowler Avenue is experiencing operational deficiencies due to the northbound left turn vehicular demand. Observed vehicle queues during the PM peak period can block the upstream Fowler Avenue and Technology Boulevard West intersection. The existing deficiencies are created by a combination of traffic from the Bozeman Gateway development as Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 1-12 | Introduction & Summary well as commuters utilizing West Garfield Street as an alternative to West College Street. The Montana State University Innovation Campus is anticipated to contribute to left turn and through traffic volumes at the intersection of Huffine Lane and Fowler Avenue. The need for improvements at this intersection is generated by existing conditions, but continued development within the Bozeman Gateway and future development on the MSUIC as well as property owned by MSU to the west of Fowler Avenue and south of West Garfield Street will have an impact on future traffic operations. In order to mitigate existing deficiencies and provide for future reserve capacity, the following are recommended for this intersection:  The northbound Fowler Avenue approach at this intersection should be modified to include a left turn, shared through-left, and right turn lane.  Additional signage modifications should be made along Fowler Avenue approaching the intersection and on the signal mast arm for the northbound approach to indicate the modified geometry.  Traffic signal indications for the northbound approach should be modified to be in compliance with the Manual on Uniform Traffic Control Devices for the modified geometry.  Signal timing modifications should be made in the traffic control to operate the northbound and southbound approaches with split-phasing to avoid potential left turn conflicts. Montana State University Long Range Plan & West Garfield Street With Montana State University’s desire to convert West Garfield Street to be the primary entrance to campus, the following would be recommended:  Discussions will need to be initiated with the City of Bozeman and Montana Department of Transportation early on in the process for conversion of the intersection of South 19th Avenue and West Garfield Street to full access movements.  Should full access movements be approved for the intersection, a traffic signal should be installed following a traffic signal warrant study and satisfaction of minimum signal warrant criteria.  Additional capacity can be provided on West Garfield Street by constructing the roadway to a minor arterial street standard with two through travel lanes in each direction separated by a raised median. This improvement would also alleviate vehicular delays for side street movements due to the availability of additional adequate gaps in the through traffic stream. As the north side of West Garfield Street is already mostly developed, widening may need to be accomplished on the south side of the future roadway. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Introduction & Summary | 1-13 Existing Area Conditions | 2-13 West College Street Facility Operations The analyses included with this study as well as those performed by Robert Peccia & Associates and included in the Traffic Report: College Street – Main to South 19th – Bozeman (June 2012) identified that the West College Street segment from South 23rd Avenue/Technology Boulevard to South 19th Avenue is estimated to operate at substandard levels of service (less than LOS C) during the AM and PM peak periods for estimated 2036 total traffic conditions based on the proposed three lane geometry. As a result of these findings, the following would be recommended:  Consideration should be given to constructing the West College Street segment from South 23rd Avenue/Technology Boulevard to South 19th Avenue utilizing five-lane geometry to provide additional traffic carrying capacity.  The recommendation for the five-lane geometry for the West College Street segment between South 23rd Avenue/Technology Boulevard and South 19th Avenue would also need to account for available funding for construction and right-of-way. Transit Considerations Streamline’s Yellowline University and Greenline Express routes currently travel along West College Street, each having a stop in both directions (eastbound-westbound) during the AM and PM peak periods and at the intersection of West College Street and South 23rd Avenue/Technology Boulevard. A pullout is not currently provided in the vicinity of the intersection of West College Street and South 23rd Avenue/Technology Boulevard for transit stops; however, the buses do utilize the wider roadway shoulder east of the intersection as a pullout when making stops at that location. With the reconstruction of West College Street, the following would be recommended:  A transit pullout east of the intersection of West College Street and South 23rd Avenue/Technology Boulevard should be included with the reconstruction of West College Street to preserve mobility of traffic operations on West College Street, improve the functionality of transit stops for Streamline, and provide for the safe accessibility to transit for users. 19th Avenue In order to improve traffic operations along the 19th Avenue corridor from Interstate 90 south to Nash Road, all existing and future traffic signals along the corridor should be coordinated. This will assist in alleviating existing congestion along the corridor and operational deficiencies at a number of the existing intersections along the corridor. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 1-14 | Introduction & Summary Traffic Control Guidance All traffic control improvements should be installed in accordance with Montana Department of Transportation, City of Bozeman, Gallatin County, and the Manual on Uniform Traffic Control Devices standards. CHAPTER 2CHAPTER 2CHAPTER 2 EXISTING AREA CONDITIONS Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Existing Area Conditions | 2-1 Introduction As part of the process of evaluating the functionality of the South 27th Avenue corridor and any potential impacts resulting from the Montana State University Innovation Campus, it is necessary to have an understanding of the existing area conditions. This chapter discusses the existing study area land use and transportation infrastructure, including the roadway, pedestrian, and bicycle networks; transit service; traffic volumes and conditions; and existing relevant transportation system management programs. Study Area South 27th Avenue Corridor The Greater Bozeman Area Transportation Plan (2007 Update) prepared by Robert Peccia & Associates and adopted by the Bozeman Transportation Coordinating Committee on December 17, 2008 and the City of Bozeman on January 20, 2009 identifies a future collector roadway along the alignment of what would be South 27th Avenue. The corridor extends south from West College Street to Nash Road. It then turns westerly and terminates at Fowler Lane. For this study, the full corridor has been evaluated to account for potential future development; however, the study analyses will focus on the segment from Stucky Road north to West College Street. Montana State University Innovation Campus The transportation impacts from a development are largely dependent on its location and size as well as the characteristics of the surrounding transportation system. The significant impacts to the adjacent transportation system will generally be within a limited area from the site. The Unified Development Code for the City of Bozeman dated January 13, 2014 dictates that the study area for a proposed development include – (1) all major drive accesses that intersect collector or arterial streets or roads; and (2) all arterial-arterial, collector-collector, and arterial-collector intersections within one-half mile of the site or as required by the city engineer during the preapplication, concept plan, or informal project review. The study area for the proposed Montana State University Innovation Campus (MSUIC) development as well as the South 27th Avenue corridor is shown in Figure 2-1 on the following page. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 2-2 | Existing Area Conditions Figure 2-1: Study Area Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Existing Area Conditions | 2-3 Study Area Roadways & Intersections This study will primarily focus on the arterial and collector roadways within the study area shown in Figure 2-1 on the previous page. Those roadways and corresponding intersections included as a part of this study include the following:  Roadways o South 27th Avenue (Future) o West College Street (U-1210) o South 19th Avenue (U-1201) o Fowler Avenue o West Garfield Street o West Kagy Boulevard (Future) o Stucky Road  Intersections o Huffine Lane (US 191) and Fowler Avenue o Huffine Lane/West Main Street (US 191) and West College Street/Gallatin Valley Mall Access o West College Street and South 29th Avenue o West College Street and South 27th Avenue (Future) o West College Street and Professional Drive o West College Street and South 23rd Avenue/Technology Boulevard o West College Street and South 19th Avenue o South 19th Avenue and West Garfield Street o West Garfield Street and Research Drive o West Garfield Street and South 27th Avenue (Future) o South 27th Avenue and Technology Boulevard West (Future) o South 29th Avenue and Technology Boulevard West o West Garfield Street and South 29th Avenue o Fowler Avenue and West Garfield Street o West Kagy Boulevard and Fowler Avenue (Future) o West Kagy Boulevard and South 27th Avenue (Future) o South 19th Avenue and West Kagy Boulevard o South 19th Avenue and Stucky Road o Stucky Road and South 27th Avenue (Future) o Fowler Avenue/Lane and Stucky Road Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 2-4 | Existing Area Conditions Study Area Land Use Existing Land Uses South 27th Avenue Corridor As can be seen in Figure 2-1 on page 2-2, the lands adjacent to the conceptual future South 27th Avenue corridor are largely vacant and used primarily for agricultural purposes. The areas south of West Graf Street that are developed are mostly single-family residences. The density of housing units decreases as one proceeds south along the corridor. The developed portions east of South 27th Avenue between West Graf Street and West Lincoln Street are a mix of office, technology, and research businesses as well as commercial properties. There are some residential properties and a church between Remington Way and West Lincoln Street on the east side of the conceptual South 27th Avenue corridor. Developments between West Lincoln Street and West Garfield Street are generally institutional and are commonly associated with Montana State University (MSU). North of West Garfield Street, the existing development is a varied mix of commercial properties that include professional offices, retail, restaurants, supermarket, financial institutions, research and development, and other commercial properties. Montana State University Innovation Campus The site of the proposed MSUIC was formerly agricultural land utilized by MSU for educational and research purposes, which currently sits vacant. The area west of the proposed development is the Bozeman Gateway, a mixed-use development that presently includes professional offices, retail businesses, restaurants, and a supermarket. Also, the Bozeman Daily Chronicle (a daily newspaper) offices are located at the northwest corner of the proposed site. The developed portions north of the proposed MSUIC beyond West College Street is mostly residential consisting of apartments and trailer units, but the area also includes some professional offices. Professional offices comprise the majority of the area east of the proposed MSUIC with some research and development uses. Lastly, the area south of the proposed MSUIC across West Garfield Street is agricultural property managed by MSU for agricultural research and educational purposes. Existing Zoning Zoning within the study area includes a mix of R-3 (Residential Medium Density District), R-4 (Residential High Density District), B-2 (Community Business District), B-P (Business Park District), and PLI (Public Lands and Institutions District). Also, a substantial portion of the study area is not presently zoned. A majority of this area is the MSU agricultural lands. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Existing Area Conditions | 2-5 The proposed MSUIC site is currently zoned B-P (Business Park District). As noted in the Unified Development Code, “The intent of the B-P business park district is to provide for high quality settings and facilities for the development of a variety of compatible employment opportunities. These areas should be developed so as to recognize the impact on surrounding or adjacent development and contribute to the overall image of the community. Compatibility with adjacent land uses and zoning is required.” The current zoning within the project study area is shown in Figure 2-2 below. Figure 2-2: Existing Study Area Zoning Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 2-6 | Existing Area Conditions Transportation Network Existing Area Roadway System The conceptual South 27th Avenue and proposed MSUIC development could have potential impacts to the existing roadways of Huffine Lane (US 191), West College Street (U-1210), South 19th Avenue (U-1201), Fowler Avenue, and West Garfield Street. The existing functionality and characteristics of these roadways is described in the following sections. Existing functional classifications are shown in Figure 2-3 on page 9. Where existing roadways are not paved or would require substantial widening and infrastructure improvements to meet typical classification standards, their classification may be shown differently in Figure 2-3 of this study than those in Figure 2-2 on page 2-5 of the GBATP. Huffine Lane (US 191) Huffine Lane (US 191) is a State of Montana primary route (P-50) and is under the jurisdiction of the Montana Department of Transportation (MDT). It is classified as a principal arterial roadway by the Greater Bozeman Area Transportation Plan (2007 Update) (GBATP). East of West College Street, Huffine Lane is renamed to West Main Street. It serves as a major route within Bozeman, linking its central business district to Interstate 90 to the east and commercial centers to the west. This route is used by commuter traffic from areas west of Bozeman, including Manhattan, Belgrade, Four Corners, Gallatin Gateway, Big Sky, and even communities in Madison County. It also serves recreational and tourism related traffic for access to Yellowstone National Park. It also provides access to Bozeman High School and links the north-south arterial roadways throughout Bozeman. Within the project study area, Huffine Lane/West Main Street (US 191) is a four-lane, paved roadway divided by a two-way left turn lane with curb and gutter on both sides. The roadway includes two signalized intersections within the study area – Fowler Avenue and West College Street. The remaining cross street and private driveway intersections are stop controlled. The posted speed limit on Huffine Lane/West Main Street (US 191) within the study area is 45 miles per hour (mph). West College Street (U-1210) West College Street is a minor arterial roadway as classified by the GBATP, and it is an MDT urban system route (U-1210). This roadway serves as a primary route to the MSU campus. East of the study area, West College Street provides a link to the neighborhoods surrounding the MSU campus as well as to primary north-south routes that lead to the West Main Street and North 7th Avenue commercial centers. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Existing Area Conditions | 2-7 With the exception of its intersections with Huffine Lane/West Main Street and South 19th Avenue, West College Street (U-1210) has a single travel lane in each direction in the study area. Only those portions generally from South 29th Avenue west to Huffine Lane/West Main Street and east of South 23rd Avenue to South 19th Avenue have curb and gutter on both sides of the roadway. The remaining segment in between includes approximately four foot (4’) wide shoulders. Within the study area, there are currently two signalized intersections – Huffine Lane/West Main Street and South 19th Avenue. The remaining cross street and private driveway intersections in the study area are stop controlled. The posted speed limit on West College Street within the study area is 35 mph. South 19th Avenue (U-1201) Within the project study area, South 19th Avenue is classified as a principal arterial roadway by the GBATP and is also an MDT urban system route (U-1201). South 19th Avenue also comprises a portion of Montana State Secondary Highway 345 (S-345) from its intersection with Cottonwood Road to approximately midway between West Graf Street and Stucky Road. 19th Avenue serves as a primary route for commuters from the outlying areas to Bozeman and the MSU campus. North 19th Avenue includes one of Bozeman’s main commercial centers along its corridor from approximately Durston Road north to Springhill Road. The segment of South 19th Avenue (U-1201) in the study area is a four-lane, paved roadway separated by a raised concrete median with curb and gutter on both sides from West College Street (U-1210) to just south of West Kagy Boulevard (U-1212). From there, the roadway transitions to a two-lane rural typical principal arterial section south of Stucky Road. There are currently three signalized intersections along South 19th Avenue within the project study area – West College Street (U-1210), West Kagy Boulevard (U-1212), and Stucky Road. The remaining side streets and private driveways are stop controlled approaches. The posted speed limit on South 19th Avenue within the study area is 40 mph. Fowler Avenue Fowler Avenue is classified as a minor arterial roadway by the GBATP. Presently, it links the east-west roadways of West Babcock Street, Huffine Lane (US 191), and West Garfield Street. The segment from Huffine Lane (US 191) to West Garfield Street provides an alternative route to the MSU campus in lieu of West College Street (U-1210). This segment is a four-lane, paved roadway with curb and gutter on both sides separated by a raised concrete median. As mentioned previously, its intersection with Huffine Lane (US 191) is currently signalized. The intersection of Fowler Avenue and West Garfield Street presently acts as a through street, having a ninety degree (90°) turn. The posted speed limit on Fowler Avenue within the project study area is 35 mph. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 2-8 | Existing Area Conditions West Garfield Street West Garfield Street is classified as a collector roadway by the GBATP. It currently has a single travel lane in each direction between Fowler Avenue easterly to South 12th Avenue within the MSU campus. Within the project study area, curb and gutter is only currently installed on the north side of the roadway. All side street intersections with West Garfield Street, with the exception of Fowler Avenue and South 19th Avenue (U-1201), are currently stop controlled. The posted speed limit along the roadway between Fowler Avenue and South 19th Avenue (U-1201) is 35 mph. Intersections Huffine Lane (US 191) & Fowler Avenue The intersection of Huffine Lane (US 191) and Fowler Avenue is currently a signalized intersection, operating in a two phase mode. The northbound approach includes a left turn, thru, and a right turn lane. The southbound approach includes a left turn, thru, and a shared through-right turn lane. The left turn lanes on the northbound and southbound approaches have negative offset of approximately four feet (4’). This means that a queued vehicle in the left turn lane may partially obscure the sight distance of a driver in the opposing left turn lane. Additionally, queued or moving vehicles in the southbound through-only lane may obscure the vision of vehicles traveling south in the shared through-right turn lane for a driver in the northbound, left-turn lane. The eastbound approach at the intersection of Huffine Lane and Fowler Avenue includes a left turn, two through, and a dedicated right turn lane. The westbound approach includes a left turn, thru, and a shared through-right turn lane. The opposing left turn lanes on the eastbound and westbound approaches approximately have a zero offset, meaning they are generally aligned with one another. Sight distance obstructions for left-turning vehicles on these approaches from queued or moving vehicles in the opposing through lanes are not as pronounced as those on the northbound and southbound approaches. Huffine Lane/West Main Street (US 191) & West College Street The intersection of Huffine Lane/West Main Street (US 191) and West College Street (U-1210) is a signalized intersection. The geometries of the eastbound (Huffine Lane) and westbound (West Main Street) approaches are similar to those at the intersection of Huffine Lane and Fowler Avenue. The northbound West College Street approach includes a left turn and a shared through-right turn lane. The southbound Gallatin Valley Mall access approach includes a left turn, thru, and right turn lane. The existing traffic signal utilizes semi-actuated operation. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Existing Area Conditions | 2-9 Figure 2-3: Existing Functional Classification System Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 2-10 | Existing Area Conditions West College Street & South 29th Avenue The intersection of West College Street (U-1210) and South 29th Avenue currently operates as a two-way stop controlled intersection. The eastbound approach includes a shared through-left turn lane and a dedicated right turn lane. The westbound approach includes a shared through-right turn lane. The northbound approach is 1/2-movement approach, allowing only right turn movements in and out. The southbound approach, which is an access to First Interstate Bank primarily used for access to their drive-thru and ATM, includes a single lane to accommodate both left and right turns exiting the site. Field observations at this intersection identified that a substantial number of drivers disregard the turn restrictions on South 29th Avenue such that it functions analogous to a full access approach. However, through movements from South 29th Avenue to the First Interstate Bank site and vice-versa were not generally observed. This driver behavior is accounted for in the intersection operations analyses described later in this study. West College Street & Professional Drive The intersection of West College Street (U-1210) and Professional Drive is a T-intersection with stop control on the southbound Professional Drive approach. Each approach at the intersection currently includes a single lane to accommodate all available vehicular movements (left and right turns as well as through movements). West College Street & South 23rd Avenue/Technology Boulevard The intersection of West College Street (U-1210) and South 23rd Avenue/Technology Boulevard is a two-way stop controlled intersection with stop control on the northbound (Technology Boulevard) and southbound (South 23rd Avenue) approaches. Each approach includes a single lane to accommodate all available vehicular movements. The Technology Boulevard approach has additional width and larger radii on the approach, which can accommodate the storage of at least one northbound right turning vehicle. This is accounted for in the operational analyses of the intersection. Additionally, Streamline Transit has a dedicated route stop at the intersection of West College Street and South 23rd Avenue/Technology Boulevard. West College Street & South 19th Avenue West College Street (U-1210) and South 19th Avenue (U-1201) is a signalized intersection. The eastbound and westbound approaches each include a left turn, thru, and right turn lane. Similarly, the northbound and southbound approaches each include a left turn, thru, and a shared through-right turn lane. The existing traffic signal utilizes semi-actuated operation. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Existing Area Conditions | 2-11 South 19th Avenue & West Garfield Street The intersection of South 19th Avenue (U-1201) is a two-way stop controlled intersection with stop control on the eastbound and westbound West Garfield Street approaches. Both the northbound and southbound approaches include a left turn, thru, and shared through-right turn lane. The opposing northbound and southbound movements are separated by a raised concrete median. Access restrictions are presently in-place on the eastbound and westbound approaches. Each approach is limited to 3/4-access that includes the allowance of left and right turns in from South 19th Avenue, but only right turns onto South 19th Avenue from West Garfield Street are allowed. Raised concrete channelizing islands are installed on the eastbound and westbound approaches to limit the vehicular movements. West Garfield Street & Research Drive West Garfield Street and its intersection with Research Drive is presently a T-intersection with stop control on the southbound Research Drive approach. Each approach to the intersection includes a single lane to accommodate all available vehicular movements. West Garfield Street & the MSU Agricultural Experiment Station Access The intersection of West Garfield Street and the MSU Agricultural Experiment Station access is a two-way stop controlled intersection with stop control on the northbound and southbound approaches. Each approach includes a single lane to accommodate all available vehicular movements. Both the northbound and southbound approaches are currently gravel roadways. South of West Garfield Street is the access road to the MSU Agricultural Experiment Station. North of West Garfield Street, the existing gravel roadway traverses the site of the proposed MSUIC. West Garfield Street & South 29th Avenue The intersection of West Garfield Street and South 29th Avenue is a T-intersection similar to the Research Drive intersection discussed previously. Stop control is installed on the southbound, South 29th Avenue approach. Single lanes presently exist on both the eastbound and westbound as well as the southbound approach to accommodate all available vehicular movements. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 2-12 | Existing Area Conditions South 29th Avenue & Technology Boulevard West The intersection of South 29th Avenue and Technology Boulevard West is a two-way stop controlled intersection with stop control on the eastbound and westbound Technology Boulevard West approaches. Single lanes presently exist on all the approaches, accommodating all available vehicular movements. Additionally, the intersection features curb bulb-outs (or narrowings) that provide a traffic calming effect while also reducing the crossing distance for pedestrians utilizing the crosswalks. The crosswalks are stamped concrete, contrasting the adjacent asphalt pavement in order to delineate the presence of the crosswalk for drivers, pedestrians, and/or bicyclists. Near the intersection, angle parking is provided on both sides of South 29th Avenue as well as Technology Boulevard West. South 19th Avenue & West Kagy Boulevard The intersection of South 19th Avenue (U-1201) and West Kagy Boulevard (U-1212) is a signalized intersection. The West Kagy Boulevard approaches to the intersection, both eastbound and westbound, each include a left turn, thru, and a right turn lane. The northbound approach includes left and right turn lanes in addition to two through lanes. The southbound approach includes a left turn, thru, and a shared through-right turn lane. The signal currently utilizes semi-actuated operation. South 19th Avenue & Stucky Road South 19th Avenue (U-1201) and its intersection with Stucky Road is a signalized T-intersection. The eastbound Stucky Road approach includes separate left and right turn lanes. The northbound South 19th Avenue approach includes a left turn and through lane. The southbound approach includes both a right turn and through lane. Traffic signal control at the intersection of South 19th Avenue and Stucky Road also utilizes semi-actuated operation. Fowler Lane & Stucky Road The intersection of Fowler Lane and Stucky Road is a stop controlled T-intersection with stop control on the northbound Fowler Lane approach. Each approach includes a single lane to accommodate all available vehicular movements. Intersections Summary The intersections described in the previous paragraphs are shown in Figure 2-4 on the following page along with their corresponding traffic control. Existing traffic control is only shown for the intersections included as a part of this study. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Existing Area Conditions | 2-13 Figure 2-4: Existing Study Area Intersection Traffic Control Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 2-14 | Existing Area Conditions Traffic Volumes Intersection turning movement counts were conducted during weekday AM and PM peak periods by Morrison-Maierle, Inc. on Wednesday, April 9; Thursday, April 10; Tuesday, April 15; Wednesday, April 30; and Thursday, May 1, 2014. Additionally, intersection turning movement counts conducted by Robert Peccia & Associates in April 2011 as part of the West College Street improvements design and counts by Marvin & Associates in conjunction with preparation of the Traffic Impact Study Preliminary Report for South University District Phase 1 Development (Marvin & Associates, November 2011) were incorporated as part of this study. Road tube traffic volume data were also collected on Technology Boulevard near its intersection with Research Drive by Morrison-Maierle, Inc. from April 15-18, 2014. A summary of the traffic volumes obtained from the counts is shown in Figure 2-5 on the following page. The traffic count data are provided in Appendix B. Because the traffic data was obtained from varying years as well as different days of the week, it is necessary to balance the data for use in the traffic operations analyses. On West College Street, traffic volumes at its intersection with South 29th Avenue for 2014 were compared to 2011 traffic volumes along the corridor. It was determined that there had been a slight increase in the traffic volumes on West College Street; therefore, the West College Street and South 29th Avenue volumes were used as a baseline and redistributed through the intersections on West College Street. Turning movement volumes from 2011 on the northbound and southbound approaches at the intersection of West College Street with South 23rd Avenue/Technology Boulevard were found to be comparable to those from counts conducted by Morrison-Maierle, Inc. in 2010 as provided in the Traffic Impact Study for Kohl’s (June 2010). Traffic volumes on West Garfield Street were balanced using data from its intersections with South 19th Avenue and South 29th Avenue. On South 19th Avenue, only minor adjustments were made to traffic volumes to be utilized in the analyses to balance with the West Garfield Street and West College Street traffic data. The balanced intersection turning movement traffic volumes along with estimated average weekday traffic (AWT) volumes are shown in Figure 2-6 on page 2-16. Transit Service Streamline currently provides transit service to Belgrade, Bozeman, Four Corners, and MSU. This service is currently free for all passengers, which creates an incentive for transit ridership. Streamline’s Yellowline University and Greenline Express routes currently travel along West College Street, each having a stop in both directions (eastbound-westbound) during the AM and PM peak periods and at the intersection of West College Street and South 23rd Avenue/Technology Boulevard. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Existing Area Conditions | 2-15 Figure 2-5: Study Area Traffic Volume Counts Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Existing Area Conditions | 2-16 Figure 2-6: 2014 Analysis Base Traffic Volumes Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Existing Area Conditions | 2-17 Existing Area Conditions | 2-17 Pedestrians & Bicyclists A multi-use trail was recently constructed on the south side of West College Street that links South Ferguson Avenue (on the north side of Huffine Lane) to the MSU campus at the intersection of West College Street and South 11th Avenue. Additionally, bike lanes are installed on the following roadways:  Both sides of Fowler Avenue between Huffine Lane (US 191) and West Garfield Street  The north side of West Garfield Street between Fowler Avenue and South 19th Avenue (U-1201)  Both sides of South 19th Avenue between West Babcock Street and approximately 350 feet south of West Kagy Boulevard (U-1212) The Bozeman Parks, Recreation, Open Space, and Trails (PROST) Plan (Bozeman Recreation and Parks Advisory Board, December 17, 2007) (PROST Plan) identifies a proposed trail corridor through the site of the proposed MSUIC. Additionally, the conceptual South 27th Avenue and Fowler Avenue corridors are identified as proposed locations for inclusion of bike lanes on the roadways within the PROST Plan. The West College Street corridor is also shown as a proposed location for the inclusion of bike lanes, which is included in the proposed widening project to be completed under the administration of MDT and the City of Bozeman. Sidewalks are limited within the project study area. They are being installed as development progresses within the Bozeman Gateway development and are present where building sites have been completed. Also, the Advanced Technology Park to the east of the proposed MSUIC development has sidewalks along both sides of Technology Boulevard and Research Drive. Sidewalks are to be installed on the north side of West College Street with the previously mentioned widening project. CHAPTER 3CHAPTER 3CHAPTER 3 PROPOSED MONTANA STATE UNIVERSITY INNOVATION CAMPUS DEVELOPMENT Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Proposed Montana State University Innovation Campus Development | 3-1 Existing Area Conditions | 2-1 Development Description The proposed Montana State University Innovation Campus (MSUIC) is located in Bozeman, Gallatin County, Montana in the northwest quarter of Section 14 and the northeast quarter of Section 15, Township 2 South, Range 5 East, Principal Meridian of Montana. Generally, the property is bordered by West Garfield Street to the south; West College Street to the north; and professional office development to the east and west. The site location is depicted in Figure 3-1 on the following page. The proposed site development consists of a total area of approximately 41.97 acres. It is a proposed research and development center that will be an extension of the Montana State University campus. In 2012, a master plan was developed for the proposed MSUIC, which is shown in Figure 3-2 on page 3-3. The original master plan included 16 conceptual buildings (with expansion area denoted for additional building space), two primary interior roadways, and an extensive pedestrian circulation system. Access to the development was proposed to be from Technology Boulevard West, West Garfield Street, and Technology Boulevard/Research Drive. The estimated building area included with the original master plan is approximately 250,000 square feet (ft2), which includes the additional expansion area. Following initial discussions with City of Bozeman staff, it was noted that the Greater Bozeman Area Transportation Plan (2007 Update) includes a conceptual collector roadway, South 27th Avenue through the proposed development that would link West College Street south to Nash Road. An alternative roadway layout that includes South 27th Avenue is shown in Figure 3-3 on page 3-4. For analysis purposes, it is assumed that the alternate development plan would include the same square footage of building area. Development Horizon Based on current economic trends in the area, the size of the proposed site development, and coordination with long-range planning for Montana State University it is estimated that full build-out of the proposed MSUIC will occur over approximately 15 to 20 years following completion of the site development improvements. In order to be consistent with the recent evaluation of the proposed improvements for West College Street included in the Traffic Engineering Report: College Street – Main to South 19th – Bozeman prepared by Robert Peccia & Associates in June 2012 for the Montana Department of Transportation (MDT), this study will assess any impacts the proposed MSUIC and development alternatives for South 27th Avenue may have on the area transportation system by the year 2036. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 3-2 | Proposed Montana State University Innovation Campus Development Figure 3-1: Site Location Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Proposed Montana State University Innovation Campus Development | 3-3 Figure 3-2: Montana State University Innovation Campus Original Master Plan Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 3-4 | Proposed Montana State University Innovation Campus Development Figure 3-3: Montana State University Innovation Campus Alternative Development Plan Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Proposed Montana State University Innovation Campus Development | 3-5 Existing Area Conditions | 2-5 Trip Generation Trip generation is a measure or forecast of the number of trips that begin or end at the development site. The traffic generated is a function of the extent and type of proposed development. There are a number of options available for estimating trip generation. This study utilized trip generation rates for the research and development center (Land Use Code 760) land use as found in Trip Generation, 8th Edition published by the Institute of Transportation Engineers (ITE) to determine average vehicle trip ends. (Trip ends are defined as a single or one-directional travel movement with either the origin or the destination of the trip inside the study site.) The total estimated trip generation for the proposed MSUIC is summarized in Table 3-1 below. Analyses are provided in Appendix C-1. The estimated site development traffic generation shown in Table 3-1 is comprised of primary purpose trips. Primary purpose trips are those where the site is the primary origin or destination, which result in new trips on the roadway system. The proposed MSUIC is estimated to generate a total average weekday traffic volume of 2,028 vehicles. Table 3-1: Estimated Montana State University Innovation Campus Traffic Generation Independent Variable Average Weekday Average Weekday AM Peak Hour Average Weekday PM Peak Hour Land Use Units Enter Exit Total Enter Exit Total Enter Exit Total Research & Development Center 1000 Sq. Feet Gross Floor Area 250 1,014 1,014 2,028 253 52 305 40 228 268 Totals 1,014 1,014 2,028 253 52 305 40 228 268 Trip Distribution Trip distribution and assignment is the process of identifying the probable destinations, directions, and traffic routes that development related traffic will likely affect. The estimated traffic generated by the development must be distributed and assigned in order to analyze the impacts on the roadway system and intersections within the study area. Various methods are available for estimating trip distribution, including the analogy, trip distribution model, area of influence, origin-destination (O-D), and surrogate data methods. Trip distribution for the proposed MSUIC development utilizes the area of influence method that assumes trips will originate or terminate within a given area. The trip distribution for the proposed MSUIC development excluding South 27th Avenue is shown in Figure 3-4 on the following page. The trip distribution for the proposed development with the inclusion of South 27th Avenue is shown in Figure 3-5 on the following page. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 3-6 | Proposed Montana State University Innovation Campus Development Figure 3-4: Primary Trip Distribution for the Montana State University Innovation Campus Excluding South 27th Avenue Figure 3-5: Primary Trip Distribution for the Montana State University Innovation Campus Including South 27th Avenue Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Proposed Montana State University Innovation Campus Development | 3-7 Existing Area Conditions | 2-7 Modal Split Modal split refers to how the total number of person trips is divided amongst the various means of travel such as automobile (both single occupant and carpool), walking, biking, or transit. In most instances, the automobile is the primary means of travel. However, the other means of travel may account for a portion of the trips generated by a site. It is estimated that transit, bicycling, and pedestrian trips will comprise a portion of site related trips. However, all trips estimated to be generated by the site will be evaluated as vehicular trips for conservatism in assessing impacts to the area transportation system. Considerations for the needs of all users (transit riders, bicyclists, and pedestrians) will also be addressed as a part of this study. Vehicular trips can be further identified as primary purpose, pass-by, diverted, and internal trips. Primary purpose trips are those where the site is the primary origin or destination, which result in new trips on the roadway system. Pass-by trips are those that result from traffic passing on an adjacent roadway that enters the site and then exits, resuming travel in the same direction. As defined in Transportation and Land Development, 2nd Edition (Stover and Koepke, 2002), diverted trips are those that enter and exit a site that are diverted from a route other than the one to which the site has access. These can be both trips diverted from an adjacent route as well as those diverted from another route not adjacent to the site. Internal trips are those that begin and end within the site but do not affect the adjacent roadways. Pass-by, diverted, and internal trips are not estimated to be a significant portion of site generated trips and have been excluded from the analyses. Trip Assignment The assignment of development related traffic provides the information necessary to determine the level of site related impacts to the area roadway system and intersections. It involves determining the volume of traffic and its movements along the roadway system and at area intersections. At a minimum, trip assignment must also consider route choice, how the existing transportation system functions, and travel times to and from the site. The resulting traffic assignment for the proposed MSUIC development at the study area intersections is shown in Figure 3-6 on page 3-9 for the original master plan without the inclusion of South 27th Avenue; Figure 3-7 on page 3-10 for the alternative development plan with South 27th Avenue terminating at Technology Boulevard West; and Figure 3-8 on page 3-11 for the alternative development plan with South 27th Avenue terminating at West College Street. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 3-8 | Proposed Montana State University Innovation Campus Development THIS PAGE INTENTIONALLY LEFT BLANK Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Proposed Montana State University Innovation Campus Development | 3-9 Figure 3-6: Montana State University Innovation Campus Original Master Plan Traffic Assignment Excluding South 27th Avenue Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Proposed Montana State University Innovation Campus Development | 3-10 Figure 3-7: Alternative Development Plan Traffic Assignment with South 27th Avenue Terminating at Technology Boulevard West Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Proposed Montana State University Innovation Campus Development | 3-11 Figure 3-8: Alternative Development Plan Traffic Assignment with South 27th Avenue Terminating at West College Street CHAPTER 4CHAPTER 4CHAPTER 4 TRAVEL DEMAND FORECASTING Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Travel Demand Forecasting | 4-1 Future Area Roadway System Within the project study area, the Greater Bozeman Area Transportation Plan (2007 Update) (GBATP) identifies installation of new or improvements to existing roadways for the conceptual future street network. The GBATP specifically recommends projects that directly impact a number of roadways within the study area. Additionally, there are recommended projects that would have an impact to traffic volumes along the study area roadways. The recommended projects are noted in the following section. The recommended future street network functional classifications from the GBATP are shown in Figure 4-1 on the following page. Transportation Plan Committed & Recommended Major Street Network Projects West College Street Transportation Plan Recommended Improvements Improvements to West College Street are identified in the GBATP as both a committed major street network (CMSN) and recommended major street network (MSN) project. CMSN-2 includes the reconstruction of West College Street between South 19th Avenue and South 8th Avenue to a minor arterial standard. No specific roadway section was identified in the transportation plan for this roadway segment. MSN-5 incorporates the West College Street segment between South 19th Avenue and West Main Street/Huffine Lane (US 191). The GBATP recommended a five-lane urban arterial roadway section for this portion of the West College Street corridor complete with a raised median, turn lanes where appropriate, and bike lanes as well as sidewalks on both sides of the roadway. City of Bozeman & MDT Reconstruction Project The City of Bozeman has recently partnered with the Montana Department of Transportation (MDT) for reconstructing West College Street from West Main Street/Huffine Lane (US 191) to South 19th Avenue. As part of that effort, Robert Peccia & Associates prepared a preliminary report entitled Traffic Engineering Report: College Street – Main to South 19th – Bozeman in June 2012 that recommended reconstructing West College Street to a three-lane urban arterial standard, inclusive of a raised median with turn lanes provided at appropriate intersections as well as bike lanes on both sides. A sidewalk would be installed on the north side of the roadway to complement the existing bike path along the south side of West College Street. A new signal is included at the intersection of West College Street and South 23rd Avenue/Technology Boulevard. Relevant sheets from the project preliminary plans entitled Federal Aid Project STPU 1210(3) Grade, Gravel, PL. Mix Surf. & Storm Drain: College-Main to S 19th-Bozeman prepared by Robert Peccia & Associates dated April 18, 2014 are provided in Appendix D. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 4-2 | Travel Demand Forecasting Figure 4-1: Transportation Plan Recommended Future Street Network Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Travel Demand Forecasting | 4-3 Fowler Lane/Fowler Avenue Transportation Plan Recommended Improvements The GBATP lists MSN-7 as a recommended project for Fowler/Davis Road between Stucky Road and Valley Center Road. This roadway corridor is named differently along its length. From its present intersection with South 19th Avenue (shown in Figure 4-1 on the previous page), it is currently named Fowler Lane. The existing segment from West Garfield Street north to West Babcock Street is identified as Fowler Avenue. Lastly, the segment from West Oak Street north to East Valley Center Road is currently known as Davis Lane. The GBATP recommendations for the Fowler/Davis Road corridor between Stucky Road and Valley Center Road call for constructing the roadway to three-lane urban arterial standards. This includes a single travel lane in each direction, a raised center median, turn lanes where appropriate, and bike lanes as well as sidewalks on both sides of the roadway. Fowler Avenue – Huffine Lane to West Garfield Street In contrast to the GBATP recommendations, the segment through the Bozeman Gateway project was installed as a five-lane urban arterial with two travel lanes in each direction separated by a raised median. Left turn lanes were installed at the intersection of Fowler Avenue and Technology Boulevard West. Bike lanes are provided on both sides of the roadway and sidewalks will be installed on both sides of the roadway as development progresses within the Bozeman Gateway. Stucky Road Improvements to the Stucky Road segment from South 19th Avenue west to Gooch Hill Road are listed in the GBATP as MSN-9. The recommendations call for reconstructing the roadway from its present rural two-lane geometry to an urban two-lane collector roadway standard. In addition to single travel lanes in each direction (eastbound and westbound), the recommended improvements also include curb and gutter, bike lanes, parking, and sidewalks on both sides of the roadway. The GBATP also lists MSN-28, which includes the extension of Stucky Road west from Gooch Hill Road to a future intersection with Love Lane. The recommended improvements for this segment also include constructing the roadway to a two-lane urban collector standard as identified in the previous paragraph. Although this is outside the study area, this connection has the potential to add a substantial amount of through traffic to Stucky Road as it would provide a continuous east-west route from Gallatin Road (US 191) south of Four Corners east to South 19th Avenue in Bozeman, which would also provide an alternative to Huffine Lane as a travel route for commuters from southwest of Bozeman to primary destinations within the Bozeman urban area such as Montana State University. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 4-4 | Travel Demand Forecasting Additional Future Street Network Projects Influencing Study Area Traffic Operations West Kagy Boulevard – South 19th Avenue to Willson Avenue (MSN-2) Lying immediately east of the project study area, improvements to West Kagy Boulevard between South 19th Avenue and South Willson Avenue listed under MSN-2 in the GBATP could have an effect on traffic operations at the intersection of South 19th Avenue and West Kagy Boulevard. Traffic growth through increases in available capacity along the roadway would have an impact on traffic operations at that intersection as well as traffic volumes on South 19th Avenue and the proposed extension of West Kagy Boulevard shown in Figure 4-1 on page 2. Graf Street (MSN-11) Graf Street is shown as a future collector being extended to South 19th Avenue in Figure 4-1 on page 2. The GBATP lists this proposed extension of Graf Street as MSN-11. This extension provides an alternate route for primarily residential traffic east of South 19th Avenue between West Kagy Boulevard and Goldenstein Lane. A further extension west to Cottonwood Road as shown in Figure 4-1 on page 2, would provide an alternative means of accessing Cottonwood Road and Fowler Lane. Thus, future traffic volumes on South 19th Avenue, West Kagy Boulevard, Fowler Lane, West Garfield Street, and West College Street could be influenced by the extension. Future Growth As transportation growth can be closely tied to growth in population and employment, an evaluation of historical growth trends in these areas was performed as a part of this study. Additionally, Montana State University is a significant transportation generator within the study area; therefore, growth at the university was also included with the analyses. Historical Population Growth Population growth trends in Bozeman as well as Gallatin County were evaluated for consideration in determining future traffic growth in the study area. The historical changes in population for both Bozeman and Gallatin County from 1970 to 2013 are shown in Table 4-1 on the following page. As shown in Table 4-1, Bozeman has averaged an annual growth rate (AGR) of approximately 1.8% for the 10 year and 1.6% for the 20 year AGR analyses during the period from 1970 to 2010. Gallatin County has averaged an AGR of approximately 2.6% for the 10 year and 2.5% for the 20 year AGR analyses during the same period. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Travel Demand Forecasting | 4-5 Table 4-1: Bozeman & Gallatin County Population Trends (1970 – 2013) Year Bozeman Population1 10 Year AGR % 20 Year AGR % Gallatin County Population1 10 Year AGR % 20 Year AGR % 1970 18,670 - - 32,505 - - 1980 21,645 1.49% - 42,865 2.81% - 1990 22,660 0.46% 0.97% 50,463 1.65% 2.22% 2000 27,509 1.96% 1.21% 67,831 3.00% 2.32% 2010 37,280 3.09% 2.52% 89,513 2.81% 2.91% 20132 39,860 - - 94,720 - - Averages - 1.75% 1.57% - 2.57% 2.48% 1Source: Wikipedia, The Free Encyclopedia 2Source: United States Census Bureau – Population Division, Annual Estimates of the Resident Population: April 1, 2010 to July 1, 2013. Historical Employment Growth Similarly to analyses of population growth trends, employment statistics for Gallatin County were also evaluated for consideration in determining future traffic growth in the study area. The historical changes in total full- and part-time employment in Gallatin County from 1970 to 2012 are shown in Table 4-2 below. As shown in Table 4-2, the average 10 and 20 year AGR is approximately four percent (4%); however, the 20 year AGR has been declining each successive decade. The two year AGR from 2010 to 2012 from Table 4-2 below is estimated at approximately 2.1%. Table 4-2: Gallatin County Employment Trends (1970 – 2012) Year Gallatin County Total Employment1 10 Year AGR % 20 Year AGR % 1970 13,396 - - 1980 21,731 4.96% - 1990 31,744 3.86% 4.41% 2000 51,321 4.92% 4.39% 2010 63,773 2.20% 3.55% 2012 66,473 - - Averages - 3.98% 4.12% 1Source: United States Department of Commerce - Bureau of Economic Analysis Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 4-6 | Travel Demand Forecasting Montana State University Historical Growth As Montana State University has a major influence on transportation patterns and trends within the project study area, an evaluation of historical growth trends were evaluated for employment and enrollment. Reliable employment data for Montana State University is available beginning in 1975; therefore, decennial data beginning in 1980 through 2010 for fall employment and enrollment were evaluated as a part of this study. Data for 2012 was included for evaluating continuing trends. The analyses are summarized in Table 4-3 below. Table 4-3: Montana State University Fall Employment & Enrollment Growth Trends (1980 – 2012) Year MSU Employment1 10 Year AGR % 20 Year AGR % MSU Enrollment1 10 Year AGR % 20 Year AGR % 1980 1,959* - - 10,745 - - 1990 2,499 2.46% - 10,392 (0.33%) - 2000 3,101 2.18% 1.09% 11,761 1.25% 0.62% 2010 3,526 1.29% 0.64% 14,153 1.87% 0.93% 2012 3,670 - - 14,660 - - Averages - 1.98% 0.86% - 0.93% 0.78% *Estimated from fall employment data for 1979 and 1981. 1Source: Montana State University Office of Planning & Analysis For the period from 1980 to 2010, employment at Montana State University has experienced an average 10 year AGR of approximately two percent (2.0%). However, the average 20 year AGR has been approximately 0.9% during that period. The average 10 and 20 year AGR for enrollment have been comparable at 0.9% and 0.8%, respectively. The recent two year trends shown in Table 4-3 for both employment and enrollment have an AGR of approximately two percent (2%). Historical Traffic Growth Traffic growth trends in the project study area were also evaluated by comparing existing average daily traffic (ADT) volume data included in the Bozeman Urban Transportation Plan 1993 Update (Robert Peccia & Associates, July 1993), Greater Bozeman Area Transportation Plan 2001 Update (Robert Peccia & Associates, June 2001), GBATP, and available data from the Montana Department of Transportation (MDT). Trends were compared to historical population and employment growth patterns as well as areas of development within Bozeman and the surrounding area. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Travel Demand Forecasting | 4-7 Summary of Growth Trends Taking into consideration historical population and employment trends within Gallatin County and Bozeman, enrollment and employment trends at Montana State University, and traffic growth trends in the area, an AGR of 2.50% has generally been utilized in estimating future traffic growth within the project study area. In developing areas, it is understood that a substantially greater growth rate may be experienced during the initial stages of development. However, once development is established the traffic growth rate stabilizes to a much lower rate. In some instances, traffic growth in a developed area may be less than half a percent (0.50%). Utilizing a study analysis year of 2036, traffic growth trends may be more typical of the 20 year rates shown in Tables 4-1, 4-2, and 4-3 on the previous pages. Future Traffic Volumes South 27th Avenue Corridor A significant majority of the conceptual South 27th Avenue corridor is presently non-existent. Therefore, it is not possible to measure current traffic volumes on the actual roadway and at its intersections. A means of reasonably estimating future traffic volumes was necessary. Based on its location and classification as a collector roadway, it is estimated that a majority of the traffic volume on South 27th Avenue will be generated by the adjacent properties. For analysis purposes, the South 27th Avenue corridor was divided into twenty transportation analysis zones (TAZs). The TAZs for the South 27th Avenue corridor are shown in Figure 4-2 on the following page. There are some sections of the corridor that are installed, which are shown as existing collector roadways in Figure 4-2. It was assumed that the proposed Montana State University Innovation Campus (MSUIC) would comprise nearly all of the future development within TAZ 24-19 through the study horizon year of 2036. Traffic growth within TAZ 27-20 will be wholly driven by continued development within Bozeman Gateway. Within the remaining TAZs, the Bozeman Community Plan (City of Bozeman, June 1, 2009) was consulted for future land uses in addition to the Long Range Campus Development Plan for Montana State University (January 2009). For growth estimates, aerial imagery from 1995 to 2013 was used to evaluate historical development patterns, densities, and rates within the project study area. This information, coupled with anticipated future land uses derived from previous planning efforts, allowed for the estimation of traffic generation from each TAZ while also accounting for existing development in the area. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 4-8 | Travel Demand Forecasting Figure 4-2: South 27th Avenue Corridor Transportation Analysis Zones (TAZs) Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Travel Demand Forecasting | 4-9 TAZ Trip Generation Trip generation estimates for each TAZ shown in Figure 4-2 on the previous page were derived utilizing rates found in Trip Generation, 8th Edition similarly to the projections for the proposed MSUIC. Trip generation rates for the general light industrial (Land Use Code 110); single-family detached housing (Land Use Code 210); apartment (Land Use Code 220); hotel (Land Use Code 310); general office building (Land Use Code 710); research and development center (Land Use Code 760); business park (Land Use Code 770); shopping center (Land Use Code 820); and fast-food restaurant with drive-through window (Land Use Code 934) land uses were used to determine average vehicle trip ends within the TAZs. The estimated additional trip generation for each TAZ through the year 2036 is summarized in Table 4-4 below. Detailed trip generation analyses are provided in Appendix C-2. Table 4-4: Estimated Additional Traffic Generation for South 27th Avenue Corridor TAZs TAZ Number TAZ Area (Acres) Average Weekday Trips Average AM Peak Hour Trips Average PM Peak Hour Trips Enter Exit Total Enter Exit Total Enter Exit Total 27-1 165.2 340 340 680 14 39 53 46 26 72 27-2 294.7 598 598 1,196 23 71 94 80 46 126 27-3 187.3 340 340 680 13 41 54 45 27 72 27-4 350.0 383 383 766 15 45 60 51 30 81 27-5 294.7 670 670 1,340 27 78 105 89 53 142 27-6 166.5 766 765 1,531 30 90 120 102 60 162 27-7 150.9 771 770 1,541 30 91 121 103 60 163 27-8 163.9 771 770 1,541 30 91 121 103 60 163 27-9 165.7 765 766 1,531 30 90 120 102 60 162 27-10 162.4 756 756 1,512 29 89 118 100 59 159 27-11 160.8 756 756 1,512 29 89 118 100 59 159 27-12 156.8 1,145 1,144 2,289 162 70 232 112 123 235 27-13 164.7 756 756 1,512 30 89 119 101 59 160 27-14 82.4 497 498 995 19 59 78 66 39 105 27-15 77.4 2,038 2,038 4,076 384 73 457 166 246 412 27-16 81.2 843 843 1,686 159 30 189 69 101 170 27-17 151.8 237 237 474 57 8 65 17 48 65 27-18 77.5 348 348 696 87 16 103 24 68 92 27-19 79.6 1,014 1,014 2,028 253 52 305 40 228 268 27-20 82.1 5,619 5,620 11,239 477 271 748 439 588 1,027 Totals 3,216 19,413 19,412 38,825 1,898 1,482 3,380 1,955 2,040 3,995 Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 4-10 | Travel Demand Forecasting TAZ Modal Split Unless new routes are added to the Streamline bus system, transit trips are not estimated to be a significant portion of trips generated through the South 27th Avenue corridor TAZs. Although it is anticipated that bicycling and pedestrian trips may comprise a portion of TAZ related trip generation, all of the estimated trips generated from the TAZs listed in Table 4-4 are assumed to be vehicular, non-transit, trips. This is consistent with the assumptions included with the GBATP. TAZ Trip Assignment Assignment of traffic generated by the South 27th Avenue corridor utilizes trip distributions based on combinations of the analogy, trip distribution model, area of influence, and origin-destination (O-D) methods. The analogy method for trip distribution is based on the usage of traffic patterns from similar existing developments within proximity to a proposed development. The trip distribution model method analyzes estimated trip productions and attractions between transportation (or traffic) analysis zones based on the zonal demographics, distance between the zones, and the travel time and costs between zones. As described in Chapter 3, the area of influence method assumes that trips will originate or terminate within a given area. The O-D method bases trip distributions on known or logical trip origin or destination areas. Major Street Network Three primary means are typically used to estimate traffic growth, including the build-up method, the use of transportation plans or models, as well as the trends or growth rate method. The build-up method takes into account traffic growth due to approved or anticipated to be approved developments in the study area. Transportation plans or models typically provide estimates for traffic volumes for approximately 20 years into the future. The model volumes are usually provided for average weekday traffic, but can be converted to peak hour volumes including turning movements. However, the conversions can produce results that do not accurately reflect real-world conditions. The trends or growth rate method is commonly used and involves evaluating the historic traffic growth rates within a study area. The underlying assumption with this method is that historic growth trends will remain approximately the same and continue in the future. Based on the analyses contained within this study, traffic growth on the major street network excluding South 27th Avenue has been determined by utilization of the growth rate method. Generally, the overall traffic growth in the area has been estimated using an AGR of 2.50%. Variations in traffic growth shown on roadways included as a part of this study are due to traffic growth rates that differ from the overall rate depending on future development patterns, changes to existing or the addition of new routes, and socioeconomic trends. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Travel Demand Forecasting | 4-11 Traffic Volume Projections & Assignment Future Major Street Network In addition to estimated traffic growth projections, it was also necessary to evaluate what portions of the “recommended major street network” from the GBATP will have been completed within the 2036 planning horizon. Based on an evaluation of historical and anticipated development trends in the area, this study makes the following assumptions with regard to the anticipated major street network within the study area in the year 2036, excluding South 27th Avenue that is being evaluated as a part of this study:  West College Street o The reconstruction project from West Main Street/Huffine Lane (US 191) to South 19th Avenue will be complete. o A traffic signal will have been installed at the intersection of West College Street and South 23rd Avenue/Technology Boulevard.  Fowler Avenue o The roadway segment between West Garfield Street and Stucky Road will be installed. o The roadway geometry between West Garfield Street and West Kagy Boulevard will be consistent with the existing section between West Garfield Street and Huffine Lane (US 191). o Roadway geometry for the remaining portions of Fowler Avenue included within the study area are evaluated as a part of the study based on estimated traffic volumes and intersection operations.  West Garfield Street o With development as shown in the Long Range Campus Development Plan for the 25 year planning horizon, West Garfield Street will have been extended west to South Ferguson Avenue. o The intersection of West Garfield Street and South 19th Avenue will have been modified to establish West Garfield Street as the primary entrance to the Montana State University campus.  West Kagy Boulevard o The roadway segment between Fowler Avenue and South 19th Avenue will be complete.  Technology Boulevard West o The segment between South 29th Avenue and Harmon Stream Boulevard will be installed. The anticipated major street network in the study area is shown in Figure 4-3 on page 4-13. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 4-12 | Travel Demand Forecasting Estimated Volumes Estimated traffic volumes for the 2036 planning horizon were established by applying traffic growth projections on the anticipated major street network evaluated as a part of this study and contributions from traffic generated within the South 27th Avenue corridor. Estimated year 2036 average daily traffic (ADT) volumes on the study area major street network are shown in Figure 4-3 on the following page. Peak hour volumes including turning movements within the project study area are shown in Figure 4-4 on page 4-15 for the roadway network that includes the full South 27th Avenue corridor; Figure 4-5 on page 4-16 for the roadway network that includes South 27th Avenue terminating at Technology Boulevard West; and Figure 4-6 on page 4-17 that includes South 27th Avenue terminating at West Kagy Boulevard. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Travel Demand Forecasting | 4-13 Figure 4-3: Estimated 2036 Average Weekday Traffic Volumes on Study Area Major Street Network Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 4-14 | Travel Demand Forecasting THIS PAGE INTENTIONALLY LEFT BLANK Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Travel Demand Forecasting | 4-15 Figure 4-4: Estimated 2036 Total Traffic with South 27th Avenue Terminating at West College Street Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Travel Demand Forecasting | 4-16 Figure 4-5: Estimated 2036 Total Traffic with South 27th Avenue Terminating at Technology Boulevard West Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Travel Demand Forecasting | 4-17 Figure 4-6: Estimated 2036 Total Traffic with South 27th Avenue Terminating at West Kagy Boulevard CHAPTER 5CHAPTER 5CHAPTER 5 TRANSPORTATION ANALYSIS Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Transportation Analysis | 5-1 Existing Area Conditions | 2-1 Analysis Scenarios & Methodologies This section documents the methodologies and assumptions used to evaluate traffic operations within the project study area with and without the inclusion of the South 27th Avenue corridor as well as any transportation impacts resulting from the proposed Montana State University Innovation Campus (MSUIC) development. This section contains information on study scenarios and analysis methodologies. Study Scenarios This study presents analyses of the following scenarios:  Existing Conditions  Estimated 2036 Total Traffic with South 27th Avenue Terminating at West College Street  Estimated 2036 Total Traffic with South 27th Avenue Terminating at Technology Boulevard West  Estimated 2036 Total Traffic with South 27th Avenue Terminating at West Kagy Boulevard Analysis Methodologies Transportation system operating conditions are typically described in terms of “level of service”. Level of service (LOS) is the performance measure used to evaluate the cumulative effects of such things as travel speed, traffic volumes, roadway and intersection capacity, travel delay, and traffic interruptions. Operating conditions are designated as LOS A through LOS F, which represents the most favorable to the least favorable operating conditions. Level of service for intersections is determined by control delay. Control delay is defined as the total elapsed time from when a vehicle stops at the end of a queue to the time the vehicle departs from the stop line. This includes the time required for the vehicle to travel from the last-in-queue position to the first-in-queue position, including deceleration of vehicles from the free flow speed to the speed of vehicles in the queue. Appendix A lists the delay/LOS criteria listed in the Highway Capacity Manual 2010 (HCM2010) published by the Transportation Research Board (TRB) for unsignalized, signalized, and roundabout intersections. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 5-2 | Transportation Analysis Two-Way Stop-Controlled (TWSC) Intersection Analyses Two-way stop-controlled (TWSC) intersection capacity and level of service analyses were performed using HCS Unsignal, Version 5.6 developed and maintained by the McTrans Center at the University of Florida. Unsignalized intersection analyses are based on Chapter 19 of the HCM2010. The HCM2010 methodology for evaluating TWSC intersections is based on gap acceptance and conflicting traffic for vehicles stopped on the minor street approaches. The critical gap (or minimum acceptable gap) is defined as the minimum time interval in the major street traffic stream that allows entry for one minor street vehicle. Average control delay and LOS for each approach or lane movements on each approach are typically reported. Level of service is not defined for the intersection as a whole. Signalized Intersection Analyses Signalized intersection capacity and level of service analyses were performed using TEAPAC Complete 2010, Version 8.55 – 10APR13 Build 01 (TEAPAC) developed and maintained by Strong Concepts. These analyses are based on HCM analysis methodology for evaluating signalized intersections, which is based on the “operational analysis” procedure. This technique utilizes 1,900 passenger cars per hour of green per lane (pcphgpl) as the maximum saturation flow of a single lane at an intersection. This saturation flow rate is adjusted to account for lane width, on-street parking, conflicting pedestrians, traffic composition, and shared lane movements. Average delay is calculated by taking a volume-weighted average of all the delays for all vehicles entering the intersection. Roundabout Analyses Roundabout intersection capacity and level of service analyses were performed using HCS 2010 Roundabouts Version 6.50 also developed and maintained by the McTrans Center. Roundabout intersection analyses are based on Chapter 20 of the HCM2010. The HCM2010 methodology for evaluating roundabout intersections is based on flow patterns and conflicting traffic for vehicles entering, circulating, and exiting the roundabout. Urban Street Segments Urban street segment capacity and level of service analyses were performed using HCS 2010 Streets, Version 6.50 also developed and maintained by the McTrans Center. The urban street segment analyses are based on Chapter 17 of the HCM2010. Level of service is defined by such things as travel speed, traffic volume, roadway and intersection geometry, and traffic interruptions. Also included in Chapter 17 of the HCM2010, level of service for pedestrian, bicycle, and transit users has been added as a performance measure to account for multi-modal roadway performance. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Transportation Analysis | 5-3 Existing Area Conditions | 2-3 Traffic Operations Existing Conditions Analyses Evaluations of existing study area intersections and West College Street were performed based on their current 2014 traffic volumes, geometry, and traffic control to determine their present capacity and level of service. The results of the existing conditions analyses for the study area intersections are summarized in Table 5-1 below and continued on the following pages. Table 5-2 on page 5-6 summarizes the urban street segment analyses for West College Street (U-1210). Appendix E-1 includes the detailed results of both the intersection operations and urban street segment analyses. Table 5-1: Existing Study Area Intersection Weekday Traffic Operations Summary Intersection Approach/ Movement Weekday, AM Peak Hour Weekday, PM Peak Hour LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) Huffine Lane (US 191) & Fowler Avenue Signalized Control Intersection B 17.3 0.39 - C 21.9 0.48 - EB L B 16.0 0.07 18 C 23.7 0.17 34 EB T B 14.9 0.50 222 B 13.5 0.38 165 EB R B 13.9 0.35 147 B 12.1 0.20 81 WB L B 19.0 0.01 2 B 17.0 0.07 15 WB TR B 13.5 0.33 304 B 17.1 0.56 534 NB L C 32.4 0.53 184 D 50.6 0.87 382 NB T C 20.1 0.09 40 C 23.4 0.35 156 NB R B 19.2 0.00 1 B 19.5 0.03 11 SB L C 24.4 0.29 112 C 30.3 0.33 107 SB TR C 21.3 0.20 164 C 20.6 0.13 107 West Main Street (US 191) & West College Street/Gallatin Valley Mall Access Signalized Control Intersection C 21.5 0.38 - C 24.4 0.42 - EB L B 17.2 0.03 7 B 17.4 0.12 26 EB T C 21.3 0.33 161 C 21.6 0.35 168 EB R C 23.1 0.63 311 B 17.6 0.36 164 WB L B 16.7 0.08 16 B 17.2 0.09 19 WB TR C 20.1 0.28 287 C 24.8 0.46 458 NB L C 21.4 0.33 137 C 30.6 0.68 261 NB TR C 23.2 0.08 39 C 29.9 0.34 149 SB L C 23.4 0.04 14 C 24.3 0.48 157 SB T C 25.8 0.03 13 C 27.4 0.17 75 SB R C 24.6 0.02 7 C 24.0 0.12 53 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; TR = Through-Right; LTR = Left-Through-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 5-4 | Transportation Analysis Table 5-1 (continued): Existing Study Area Intersection Weekday Traffic Operations Summary Intersection Approach/ Movement Weekday, AM Peak Hour Weekday, PM Peak Hour LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) West College Street (U-1210) & South 29th Avenue Two-Way Stop Control EB LT A 7.8 0.01 1 A 8.6 0.02 1 EB R A - - - A - - - WB (L)TR A 8.7 0.01 1 A 8.3 0.04 3 NB (L)(T)R B 13.4 0.11 9 B 14.9 0.21 20 SB LR No Observed Vehicles B 11.5 0.01 1 West College Street (U-1210) & Professional Drive Two-Way Stop Control EB LT A 7.9 0.00 1 A 8.8 0.02 1 WB TR A - - - A - - - SB LR B 14.5 0.07 6 C 23.4 0.25 24 West College Street (U-1210) & South 23rd Avenue Two-Way Stop Control EB LTR A 8.0 0.02 2 A 9.6 0.06 5 WB LTR A 9.1 0.05 4 A 8.5 0.01 1 NB LTR C 18.8 0.04 3 F 54.3 0.57 75 SB LTR F 159.7 1.13 260 F 262.3 1.33 263 South 19th Avenue (U-1201) & West College Street (U-1210) Signalized Control Intersection C 27.4 0.47 - C 28.8 0.51 - EB L B 17.6 0.18 56 B 19.5 0.17 45 EB T C 28.2 0.64 269 C 27.4 0.46 186 EB R B 17.4 0.30 122 B 17.6 0.29 122 WB L B 19.2 0.15 32 B 19.2 0.18 48 WB T C 24.7 0.31 127 C 27.9 0.52 211 WB R B 16.4 0.06 22 B 18.4 0.13 50 NB L C 20.4 0.36 86 C 30.9 0.80 237 NB TR C 31.3 0.49 384 C 30.0 0.51 436 SB L B 20.0 0.36 98 C 20.6 0.21 56 SB TR C 34.3 0.61 491 D 36.1 0.62 503 South 19th Avenue (U-1201) & West Garfield Street Two-Way Stop Control EB R C 15.6 0.60 101 B 12.9 0.47 64 WB R B 10.3 0.05 4 B 11.8 0.16 4 NB L B 10.9 0.34 37 B 12.1 0.46 62 NB TR A - - - A - - - SB L A 9.0 0.05 4 A 9.7 0.03 3 SB TR A - - - A - - - West Garfield Street & Research Drive Two-Way Stop Control EB LT A 8.2 0.02 2 A 8.4 0.01 1 WB TR A - - - A - - - SB LR C 15.7 0.05 4 B 14.9 0.14 12 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; LT = Left-Through; TR = Through-Right; LTR = Left-Through-Right; LR = Left-Right (X) = Consistent Illegal Movement = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Transportation Analysis | 5-5 Existing Area Conditions | 2-5 Table 5-1 (continued): Existing Study Area Intersection Weekday Traffic Operations Summary Intersection Approach/ Movement Weekday, AM Peak Hour Weekday, PM Peak Hour LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) West Garfield Street & the MSU Agricultural Experiment Station Access Road Two-Way Stop Control EB L A 7.8 0.00 0 A 8.4 0.00 0 EB TR A - - - A - - - WB L A 8.3 0.01 1 A 8.3 0.01 1 WB TR A - - - A - - - NB LTR B 14.8 0.01 1 C 15.1 0.04 3 SB LTR C 16.8 0.00 1 C 15.2 0.01 1 West Garfield Street & South 29th Avenue Two-Way Stop Control EB LT A 7.8 0.01 1 A 8.4 0.00 1 WB TR A - - - A - - - SB LR B 13.8 0.06 5 C 15.7 0.09 7 South 29th Avenue & Technology Boulevard West Two-Way Stop Control EB LTR A 8.6 0.00 1 A 9.0 0.02 2 WB LTR A 8.7 0.00 1 A 8.8 0.02 2 NB LTR A 7.6 0.00 1 A 7.8 0.00 0 SB LTR A 7.3 0.01 1 A 7.3 0.00 1 South 19th Avenue (U-1201) & West Kagy Boulevard (U-1212) Signalized Control Intersection B 19.4 0.38 - B 19.9 0.43 - EB L B 18.1 0.02 6 B 18.2 0.06 16 EB T B 17.5 0.01 3 B 17.6 0.02 10 EB R B 17.5 0.01 3 B 17.7 0.03 11 WB L B 19.5 0.23 85 C 21.2 0.38 139 WB T B 17.7 0.03 13 B 17.5 0.02 6 WB R B 12.7 0.30 118 B 14.2 0.47 180 NB L C 21.6 0.04 11 C 21.3 0.02 4 NB T C 23.5 0.31 117 C 23.6 0.32 120 NB R C 23.7 0.32 111 C 23.9 0.35 119 SB L C 23.1 0.75 234 C 25.6 0.79 249 SB TR B 13.1 0.18 156 B 13.3 0.20 181 South 19th Avenue (U-1201) & Stucky Road Signalized Control Intersection A 9.8 0.39 - B 14.2 0.51 - EB L B 15.7 0.43 67 B 17.0 0.61 140 EB R B 11.7 0.05 6 B 10.4 0.08 13 NB L A 7.6 0.07 8 B 16.8 0.15 19 NB T A 9.7 0.52 100 B 11.3 0.40 88 SB T A 6.9 0.22 34 B 15.2 0.65 160 SB R A 7.8 0.31 45 A 9.8 0.23 39 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; LT = Left-Through; TR = Through-Right; LTR = Left-Through-Right; LR = Left-Right Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 5-6 | Transportation Analysis Table 5-2: West College Street Existing Urban Street Segment Traffic Operations – West Main Street/Huffine Lane to South 19th Avenue Analysis Time Period Direction Facility Travel Time (sec) Facility Travel Speed (mph) Facility Base Free Flow Speed, FFS (mph) Facility Percent of Base FFS (%) Facility Level of Service Facility Auto Traveler Perception Score Weekday, AM Peak Hour EB 96.13 25.71 40.05 64.20 C 2.48 WB 90.22 27.40 40.01 68.47 B 2.46 Weekday, PM Peak Hour EB 96.22 25.69 40.05 64.13 C 2.48 WB 94.70 26.10 40.01 65.23 C 2.47 Estimated 2036 Total Traffic Analyses As discussed in previous chapters, the study area transportation system is projected to undergo substantial modifications by the year 2036. Incorporating these changes, assessments of estimated 2036 total traffic operations were performed with the assumptions noted in Chapter 4 on page 4-11. For new roadways, baseline geometries used in the analyses are derived from the recommended roadway typical sections as identified in the Greater Bozeman Area Transportation Plan (2007 Update) (GBATP) as applicable. South 27th Avenue is not specifically identified nor analyzed within the GBATP; therefore, the baseline geometry for South 27th Avenue incorporates the two-lane option for a collector street as shown in Figure 9-14 on page 9-22 of the GBATP. For new intersections evaluated as a part of this study, two-way stop control was assumed as the baseline condition for analysis purposes. Stop control was estimated to be installed on the minor street approaches according to the functional classifications of the intersecting roadways as shown in Figure 4-1 on page 4-2 of this study. Estimated 2036 Total Traffic with South 27th Avenue Terminating at West College Street In order to compare the South 27th Avenue scenarios being considered as a part of this study, the corridor as shown in Figure 4-2 on page 4-8 was selected as the baseline condition. For this scenario, South 27th Avenue would be included as part of the major street network substantially as shown in the GBATP, terminating at West College Street. The portion of the South 27th Avenue corridor between West Garfield Street and West College Street would traverse the site of the proposed Montana State University Innovation Campus (MSUIC) development. The results of the traffic operations analyses for this alternative based on estimated 2036 total traffic volumes are summarized in Table 5-3 on the following pages. Signalized intersection analyses utilize optimized timing and phase sequencing. Table 5-4 on page 5-11 summarizes the urban street segment analyses for West College Street (U-1210). Appendix E-2 includes the detailed results of both the intersection operations and urban street segment analyses. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Transportation Analysis | 5-7 Existing Area Conditions | 2-7 Table 5-3: Estimated 2036 Total Traffic Intersection Weekday Traffic Operations Summary – South 27th Avenue Terminating at West College Street Intersection Approach/ Movement Weekday, AM Peak Hour Weekday, PM Peak Hour LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) Huffine Lane (US 191) & Fowler Avenue Signalized Control Intersection C 34.8 0.65 - C 29.0 0.63 - EB L B 19.0 0.15 29 D 45.9 0.49 93 EB T D 50.9 0.97 431 C 21.5 0.61 254 EB R D 35.7 0.71 254 B 17.7 0.28 110 WB L C 21.4 0.38 53 B 14.7 0.21 25 WB TR C 29.5 0.59 463 C 24.1 0.78 796 NB L C 20.3 0.53 140 E 74.9 0.99 450 NB T C 25.1 0.27 106 C 24.6 0.52 220 NB R C 22.6 0.06 20 B 20.0 0.22 78 SB L B 19.7 0.40 126 D 37.6 0.52 145 SB TR C 28.2 0.42 304 C 20.1 0.23 181 West Main Street (US 191) & West College Street/Gallatin Valley Mall Access Signalized Control Intersection C 34.7 0.53 - C 23.7 0.55 - EB L B 14.8 0.04 9 C 20.7 0.26 35 EB T B 17.7 0.40 171 B 19.3 0.47 198 EB R F 76.9 1.06 762 C 21.1 0.61 238 WB L B 12.5 0.21 29 C 27.1 0.27 47 WB TR B 11.8 0.29 254 C 30.4 0.80 644 NB L C 23.2 0.24 91 C 22.1 0.49 182 NB TR C 21.5 0.15 63 B 16.9 0.30 142 SB L C 23.0 0.07 24 C 31.4 0.63 239 SB T C 20.4 0.04 18 B 15.1 0.14 67 SB R C 20.2 0.03 9 B 12.3 0.11 42 West College Street (U-1210) & South 29th Avenue Two-Way Stop Control EB L A 8.1 0.01 1 A 9.7 0.03 2 EB T A - - - A - - - EB R A - - - A - - - WB T A - - - A - - - WB TR A - - - A - - - NB R C 19.7 0.19 17 B 14.2 0.21 19 SB R A 9.3 0.00 0 B 10.8 0.01 1 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; TR = Through-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 5-8 | Transportation Analysis Table 5-3 (continued): Estimated 2036 Total Traffic Intersection Weekday Traffic Operations Summary – South 27th Avenue Terminating at West College Street Intersection Approach/ Movement Weekday, AM Peak Hour Weekday, PM Peak Hour LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) West College Street (U-1210) & Professional Drive Two-Way Stop Control EB L A 8.1 0.01 1 A 9.4 0.03 2 EB T A - - - A - - - WB TR A - - - A - - - SB LR C 21.3 0.15 14 F 51.0 0.54 68 West College Street (U-1210) & South 23rd Avenue Signalized Control Intersection B 10.5 0.44 - B 11.6 0.46 - EB L A 5.4 0.04 6 B 12.4 0.18 30 EB TR A 8.3 0.62 171 A 8.5 0.54 165 WB L B 13.3 0.26 45 B 11.3 0.10 18 WB T A 4.7 0.27 56 A 8.6 0.55 167 WB R A 3.6 0.04 6 A 5.2 0.16 31 NB L C 23.2 0.04 6 C 22.8 0.09 16 NB TR C 21.4 0.19 28 C 22.4 0.52 108 SB L C 24.8 0.43 78 C 27.3 0.37 59 SB TR C 21.9 0.31 50 C 21.0 0.30 58 South 19th Avenue (U-1201) & West College Street (U-1210) Signalized Control Intersection C 21.8 0.52 - C 28.1 0.63 - EB L C 27.8 0.45 125 D 36.2 0.51 114 EB T C 23.8 0.62 236 C 25.1 0.46 182 EB R C 22.3 0.48 160 B 15.3 0.43 168 WB L C 32.7 0.33 59 C 34.5 0.49 112 WB T C 21.0 0.33 129 C 26.0 0.55 215 WB R B 13.4 0.13 43 C 24.1 0.35 125 NB L C 34.6 0.59 150 D 41.4 0.91 278 NB TR C 26.3 0.62 519 B 14.6 0.53 497 SB L B 13.8 0.36 66 C 28.1 0.39 93 SB TR B 15.5 0.53 474 D 40.8 0.85 846 South 19th Avenue (U-1201) & West Garfield Street Two-Way Stop Control EB L F Oversaturated F Oversaturated EB T F Oversaturated F Oversaturated EB R C 15.3 0.51 72 B 11.5 0.35 39 WB L F Oversaturated F Oversaturated WB T F Oversaturated F Oversaturated WB R B 13.0 0.27 27 D 28.3 0.68 126 NB L B 13.1 0.36 41 B 13.4 0.44 57 NB TR A - - - A - - - SB L B 11.1 0.26 26 B 14.5 0.29 30 SB TR A - - - A - - - EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; TR = Through-Right; LR = Left-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Transportation Analysis | 5-9 Existing Area Conditions | 2-9 Table 5-3 (continued): Estimated 2036 Total Traffic Intersection Weekday Traffic Operations Summary – South 27th Avenue Terminating at West College Street Intersection Approach/ Movement Weekday, AM Peak Hour Weekday, PM Peak Hour LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) West Garfield Street & Research Drive Two-Way Stop Control EB L A 8.5 0.04 3 A 9.0 0.02 2 EB TR A - - - A - - - WB TR A - - - A - - - SB LR C 22.1 0.21 20 D 30.8 0.50 66 West Garfield Street & South 27th Avenue Two-Way Stop Control EB L A 8.3 0.13 12 A 8.6 0.09 7 EB TR A - - - A - - - WB L A 8.4 0.08 7 A 8.8 0.17 16 WB TR A - - - A - - - NB LTR F 390.9 1.73 567 F 1885 4.88 813 SB LTR F 771.9 2.51 610 F 1393 3.90 989 West Garfield Street & South 29th Avenue Two-Way Stop Control EB LT A 8.0 0.02 2 A 8.8 0.02 1 WB TR A - - - A - - - SB LR B 14.8 0.17 15 C 21.5 0.26 25 South 29th Avenue & Technology Boulevard West Two-Way Stop Control EB LTR B 10.7 0.08 6 B 11.3 0.15 14 WB LTR B 10.9 0.09 8 B 11.5 0.14 13 NB LTR A 7.4 0.01 1 A 7.5 0.02 1 SB LTR A 7.4 0.03 2 A 7.4 0.02 2 South 19th Avenue (U-1201) & West Kagy Boulevard (U-1212) Signalized Control Intersection C 20.8 0.41 - C 34.8 0.58 - EB L C 26.3 0.32 86 D 38.3 0.68 166 EB T B 19.9 0.18 78 D 36.7 0.48 230 EB R B 19.7 0.16 56 D 36.3 0.44 185 WB L C 27.3 0.55 180 D 36.9 0.81 319 WB T C 20.8 0.28 123 C 26.5 0.23 135 WB R B 12.6 0.33 129 B 16.5 0.44 233 NB L C 28.4 0.52 149 C 28.9 0.30 119 NB T C 24.6 0.30 114 D 39.6 0.46 193 NB R C 28.1 0.63 212 D 46.8 0.88 337 SB L B 17.4 0.66 196 D 35.9 0.82 345 SB TR B 13.8 0.28 249 D 35.5 0.46 476 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; TR = Through-Right; LR = Left-Right; LT = Left-Through; LTR = Left-Through-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 5-10 | Transportation Analysis Table 5-3 (continued): Estimated 2036 Total Traffic Intersection Weekday Traffic Operations Summary – South 27th Avenue Terminating at West College Street Intersection Approach/ Movement Weekday, AM Peak Hour Weekday, PM Peak Hour LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) South 19th Avenue (U-1201) & Stucky Road Signalized Control Intersection C 23.5 0.56 - C 20.8 0.58 - EB L B 10.9 0.28 85 C 25.4 0.70 275 EB R A 9.2 0.07 16 B 15.6 0.13 41 NB L C 24.3 0.31 62 C 34.8 0.43 86 NB T C 34.3 0.87 336 B 15.6 0.48 189 SB T B 18.5 0.44 141 C 21.7 0.73 326 SB R C 20.1 0.50 144 B 13.2 0.28 94 Stucky Road & South 27th Avenue Two-Way Stop Control EB LTR A 8.0 0.11 9 A 8.6 0.09 8 WB LTR A 7.9 0.04 4 A 8.0 0.12 10 NB LTR F 88.7 1.00 266 F 749.5 2.45 556 SB LTR F 144.5 1.12 286 F 580.6 2.16 765 West Kagy Boulevard & South 27th Avenue Two-Way Stop Control EB L A 8.1 0.10 8 A 8.8 0.13 11 EB TR A - - - A - - - WB L A 8.5 0.09 7 A 8.6 0.14 12 WB TR A - - - A - - - NB LTR F 145.9 1.16 334 F 1087 3.24 894 SB LTR F 276.6 1.46 442 F 1249 3.58 925 Fowler Avenue & Stucky Road Two-Way Stop Control EB LTR F 3906 9.28 1191 F Oversaturated WB LTR F Oversaturated F 3404 8.32 1775 NB LTR A 8.5 0.09 8 B 10.0 0.16 14 SB LTR A 9.2 0.19 17 A 8.6 0.14 12 Fowler Avenue & West Kagy Boulevard Two-Way Stop Control WB L F 1222 3.30 417 F 3629 8.55 856 WB R B 13.5 0.32 35 C 19.8 0.59 97 NB TR A - - - A - - - SB L B 12.2 0.38 45 B 12.6 0.36 42 SB T A - - - A - - - EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; TR = Through-Right; LTR = Left-Through-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Transportation Analysis | 5-11 Existing Area Conditions | 2-11 Table 5-3 (continued): Estimated 2036 Total Traffic Intersection Weekday Traffic Operations Summary – South 27th Avenue Terminating at West College Street Intersection Approach/ Movement Weekday, AM Peak Hour Weekday, PM Peak Hour LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) Fowler Avenue & West Garfield Street Two-Way Stop Control EB LTR F Oversaturated F Oversaturated WB LTR F Oversaturated F Oversaturated NB L A 9.1 0.19 18 B 11.6 0.37 43 NB TR A - - - A - - - SB L A 9.1 0.09 8 A 9.4 0.11 9 SB TR A - - - A - - - West College Street (U-1210) & South 27th Avenue Two-Way Stop Control EB TR A - - - A - - - WB L B 11.0 0.11 10 A 9.5 0.11 9 WB T A - - - A - - - NB L F 66.5 0.63 84 F 638.4 2.23 576 NB R C 22.5 0.38 43 C 15.4 0.27 27 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; R = Right; T = Through; TR = Through-Right; LTR = Left-Through-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Table 5-4: West College Street Urban Street Segment Estimated 2036 Total Traffic Operations – West Main Street/Huffine Lane to South 19th Avenue with South 27th Avenue Terminating at West College Street Analysis Time Period Direction Facility Travel Time (sec) Facility Travel Speed (mph) Facility Base Free Flow Speed, FFS (mph) Facility Percent of Base FFS (%) Facility Level of Service Facility Auto Traveler Perception Score Weekday, AM Peak Hour EB 123.62 19.99 37.50 53.32 C 2.53 WB 120.10 20.58 38.40 53.59 C 2.57 Weekday, PM Peak Hour EB 126.64 19.52 37.50 52.04 C 2.55 WB 109.40 22.59 38.40 58.83 C 2.52 Estimated 2036 Total Traffic with South 27th Avenue Terminating at Technology Boulevard West For the second scenario analyzed as a part of this study, South 27th Avenue would terminate at Technology Boulevard West. The results of the traffic operations analyses for this alternative based on estimated 2036 total traffic volumes are summarized in Table 5-5 on the following pages. Signalized intersection analyses utilize the same timing and phase sequencing as those for the analysis scenario with South 27th Avenue terminating at West College Street. Table 5-6 on page 5-16 summarizes the urban street segment analyses for West College Street (U-1210). Appendix E-3 includes the detailed results of both the intersection operations and urban street segment analyses. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 5-12 | Transportation Analysis Table 5-5: Estimated 2036 Total Traffic Intersection Weekday Traffic Operations Summary – South 27th Avenue Terminating at Technology Boulevard West Intersection Approach/ Movement Weekday, AM Peak Hour Weekday, PM Peak Hour LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) Huffine Lane (US 191) & Fowler Avenue Signalized Control Intersection C 32.3 0.64 - D 53.9 0.66 - EB L B 18.8 0.14 29 C 33.2 0.37 74 EB T D 39.1 0.88 349 C 20.4 0.54 225 EB R D 46.8 0.86 341 B 19.2 0.38 149 WB L C 20.9 0.36 53 B 14.2 0.20 25 WB TR C 27.8 0.53 408 B 19.8 0.66 622 NB L C 25.1 0.67 181 F 238.5 1.43 1173 NB T C 25.4 0.30 116 C 25.7 0.57 244 NB R C 22.6 0.06 20 B 20.0 0.22 78 SB L B 19.5 0.37 117 D 38.7 0.50 134 SB TR C 28.5 0.44 316 C 20.2 0.24 192 West Main Street (US 191) & West College Street/Gallatin Valley Mall Access Signalized Control Intersection C 25.1 0.48 - C 23.2 0.52 - EB L B 15.1 0.04 9 C 20.7 0.26 35 EB T B 18.0 0.41 174 B 19.4 0.48 203 EB R D 47.0 0.95 534 B 19.7 0.49 188 WB L B 12.8 0.21 29 C 27.2 0.26 47 WB TR B 12.1 0.30 258 C 30.5 0.80 645 NB L C 22.0 0.17 63 B 19.1 0.30 112 NB TR C 21.2 0.15 62 B 16.3 0.26 124 SB L C 22.6 0.07 23 C 28.8 0.59 229 SB T C 20.1 0.04 18 B 15.1 0.14 67 SB R B 19.9 0.03 9 B 12.2 0.11 42 West College Street (U-1210) & South 29th Avenue Two-Way Stop Control EB L A 7.9 0.01 1 A 8.9 0.02 2 EB T A - - - A - - - EB R A - - - A - - - WB T A - - - A - - - WB TR A - - - A - - - NB R C 15.6 0.15 14 B 12.8 0.19 17 SB R A 9.1 0.00 0 B 10.1 0.01 1 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; TR = Through-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Transportation Analysis | 5-13 Existing Area Conditions | 2-13 Table 5-5 (continued): Estimated 2036 Total Traffic Intersection Weekday Traffic Operations Summary – South 27th Avenue Terminating at Technology Boulevard West Intersection Approach/ Movement Weekday, AM Peak Hour Weekday, PM Peak Hour LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) West College Street (U-1210) & Professional Drive Two-Way Stop Control EB L A 8.0 0.01 1 A 9.4 0.02 2 EB T A - - - A - - - WB TR A - - - A - - - SB LR C 20.4 0.15 13 E 43.2 0.49 59 West College Street (U-1210) & South 23rd Avenue Signalized Control Intersection B 13.4 0.43 - B 14.2 0.45 - EB L A 6.9 0.04 6 B 15.0 0.16 30 EB TR A 9.9 0.59 193 B 10.3 0.50 175 WB L B 18.3 0.40 91 B 14.0 0.16 33 WB T A 6.2 0.23 62 B 10.9 0.54 193 WB R A 5.1 0.05 9 A 7.2 0.17 44 NB L C 21.7 0.07 13 C 21.9 0.19 43 NB TR C 21.4 0.42 87 C 22.4 0.64 165 SB L C 26.8 0.46 86 C 29.6 0.40 66 SB TR C 20.2 0.23 51 B 19.2 0.23 57 South 19th Avenue (U-1201) & West College Street (U-1210) Signalized Control Intersection C 21.8 0.52 - C 28.1 0.63 - EB L C 27.6 0.44 125 D 35.6 0.49 113 EB T C 23.8 0.62 236 C 25.1 0.46 182 EB R C 22.4 0.48 160 B 15.3 0.43 168 WB L C 33.0 0.36 65 D 35.1 0.54 122 WB T C 20.9 0.32 126 C 25.8 0.53 208 WB R B 13.5 0.13 43 C 24.1 0.35 125 NB L C 34.6 0.59 150 D 41.4 0.91 279 NB TR C 26.2 0.62 518 B 14.6 0.53 497 SB L B 13.8 0.36 66 C 28.1 0.39 93 SB TR B 15.5 0.53 475 D 40.7 0.85 849 South 19th Avenue (U-1201) & West Garfield Street Two-Way Stop Control EB L F Oversaturated F Oversaturated EB T F Oversaturated F Oversaturated EB R C 15.3 0.51 72 B 11.5 0.36 40 WB L F Oversaturated F Oversaturated WB T F Oversaturated F Oversaturated WB R B 13.0 0.27 27 D 28.3 0.68 126 NB L B 13.2 0.36 41 B 14.1 0.46 61 NB TR A - - - A - - - SB L B 11.1 0.26 26 B 14.5 0.29 30 SB TR A - - - A - - - EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; TR = Through-Right; LR = Left-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 5-14 | Transportation Analysis Table 5-5 (continued): Estimated 2036 Total Traffic Intersection Weekday Traffic Operations Summary – South 27th Avenue Terminating at Technology Boulevard West Intersection Approach/ Movement Weekday, AM Peak Hour Weekday, PM Peak Hour LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) West Garfield Street & Research Drive Two-Way Stop Control EB L A 8.5 0.04 3 A 9.1 0.02 2 EB TR A - - - A - - - WB TR A - - - A - - - SB LR C 22.4 0.21 20 D 32.9 0.52 70 West Garfield Street & South 27th Avenue Two-Way Stop Control EB L A 8.3 0.13 12 A 8.7 0.09 7 EB TR A - - - A - - - WB L A 8.7 0.09 7 A 9.3 0.20 19 WB TR A - - - A - - - NB LTR F 412.3 1.77 580 F 1555 4.19 785 SB LTR F 100.9 0.86 145 F 957.8 2.90 625 West Garfield Street & South 29th Avenue Two-Way Stop Control EB LT A 8.0 0.02 2 A 8.8 0.02 1 WB TR A - - - A - - - SB LR C 18.4 0.27 27 C 24.7 0.31 32 South 29th Avenue & Technology Boulevard West Two-Way Stop Control EB LTR B 12.8 0.10 8 B 13.4 0.20 18 WB LTR C 15.1 0.29 30 C 20.1 0.59 94 NB LTR A 7.5 0.01 1 A 7.5 0.02 1 SB LTR A 7.5 0.08 7 A 7.5 0.04 3 South 19th Avenue (U-1201) & West Kagy Boulevard (U-1212) Signalized Control Intersection C 20.8 0.41 - C 34.9 0.59 - EB L C 26.3 0.32 86 D 38.3 0.68 166 EB T B 19.9 0.18 78 D 36.7 0.48 230 EB R B 19.7 0.16 56 D 36.3 0.44 185 WB L C 27.3 0.55 180 D 36.9 0.81 319 WB T C 20.8 0.28 123 C 26.5 0.23 135 WB R B 12.6 0.33 129 B 16.5 0.44 233 NB L C 28.4 0.52 149 C 28.9 0.31 119 NB T C 24.6 0.30 114 D 39.6 0.46 193 NB R C 28.1 0.63 212 D 46.8 0.88 337 SB L B 17.4 0.66 196 D 35.9 0.82 345 SB TR B 13.8 0.28 249 D 36.1 0.48 502 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; TR = Through-Right; LR = Left-Right; LT = Left-Through; LTR = Left-Through-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Transportation Analysis | 5-15 Existing Area Conditions | 2-15 Table 5-5 (continued): Estimated 2036 Total Traffic Intersection Weekday Traffic Operations Summary – South 27th Avenue Terminating at Technology Boulevard West Intersection Approach/ Movement Weekday, AM Peak Hour Weekday, PM Peak Hour LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) South 19th Avenue (U-1201) & Stucky Road Signalized Control Intersection C 23.5 0.56 - C 20.8 0.58 - EB L B 10.9 0.28 85 C 25.9 0.70 278 EB R A 9.2 0.07 16 B 15.8 0.13 41 NB L C 24.3 0.31 62 D 35.1 0.43 86 NB T C 34.3 0.87 336 B 15.5 0.47 189 SB T B 18.5 0.44 141 C 21.6 0.73 329 SB R C 20.1 0.50 144 B 13.2 0.29 98 Stucky Road & South 27th Avenue Two-Way Stop Control EB LTR A 8.0 0.11 9 A 8.6 0.10 8 WB LTR A 7.9 0.05 4 A 8.0 0.12 10 NB LTR F 89.7 1.00 267 F 785.5 2.53 564 SB LTR F 128.9 1.07 260 F 589.6 2.17 739 West Kagy Boulevard & South 27th Avenue Two-Way Stop Control EB L A 8.1 0.10 8 A 8.8 0.13 11 EB TR A - - - A - - - WB L A 8.5 0.09 7 A 8.6 0.14 12 WB TR A - - - A - - - NB LTR F 134.1 1.12 321 F 921.5 2.88 854 SB LTR F 201.4 1.27 347 F 1272 3.62 861 Fowler Avenue & Stucky Road Two-Way Stop Control EB LTR F 4351 10.23 1203 F Oversaturated WB LTR F Oversaturated F 3870 9.33 1799 NB LTR A 8.5 0.09 8 B 10.0 0.16 14 SB LTR A 9.2 0.20 19 A 8.6 0.15 13 Fowler Avenue & West Kagy Boulevard Two-Way Stop Control WB L F 1467 3.80 433 F 4035 9.40 864 WB R B 13.5 0.32 35 C 19.8 0.59 97 NB TR A - - - A - - - SB L B 12.5 0.41 50 B 12.8 0.38 45 SB T A - - - A - - - EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; TR = Through-Right; LTR = Left-Through-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 5-16 | Transportation Analysis Table 5-5 (continued): Estimated 2036 Total Traffic Intersection Weekday Traffic Operations Summary – South 27th Avenue Terminating at Technology Boulevard West Intersection Approach/ Movement Weekday, AM Peak Hour Weekday, PM Peak Hour LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) Fowler Avenue & West Garfield Street Two-Way Stop Control EB LTR F Oversaturated F Oversaturated WB LTR F Oversaturated F Oversaturated NB L A 9.2 0.20 19 B 11.8 0.38 45 NB TR A - - - A - - - SB L A 9.4 0.17 15 A 9.9 0.20 19 SB TR A - - - A - - - EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; TR = Through-Right; LTR = Left-Through-Right = Substandard Level-of-Service Table 5-6: West College Street Urban Street Segment Estimated 2036 Total Traffic Operations – West Main Street/Huffine Lane to South 19th Avenue with South 27th Avenue Terminating at Technology Boulevard West Analysis Time Period Direction Facility Travel Time (sec) Facility Travel Speed (mph) Facility Base Free Flow Speed, FFS (mph) Facility Percent of Base FFS (%) Facility Level of Service Facility Auto Traveler Perception Score Weekday, AM Peak Hour EB 120.00 20.60 37.50 54.92 C 2.49 WB 117.87 20.97 38.40 54.60 C 2.58 Weekday, PM Peak Hour EB 126.09 19.60 37.50 52.27 C 2.52 WB 108.44 22.79 38.40 59.35 C 2.53 Estimated 2036 Total Traffic with South 27th Avenue Terminating at West Kagy Boulevard The third scenario analyzed as a part of this study includes South 27th Avenue terminating at West Kagy Boulevard. With the exception of the South 27th Avenue modifications, no changes were made to intersection or roadway geometries nor to signalized intersection timing and phase sequencing from the base scenario analyses. The results of the traffic operations analyses for this alternative based on estimated 2036 total traffic volumes are summarized in Table 5-7 on the following pages. Table 5-8 on page 5-21 summarizes the urban street segment analyses for West College Street (U-1210). Appendix E-4 includes the detailed results of both the intersection operations and urban street segment analyses. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Transportation Analysis | 5-17 Existing Area Conditions | 2-17 Table 5-7: Estimated 2036 Total Traffic Intersection Weekday Traffic Operations Summary – South 27th Avenue Terminating at West Kagy Boulevard Intersection Approach/ Movement Weekday, AM Peak Hour Weekday, PM Peak Hour LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) Huffine Lane (US 191) & Fowler Avenue Signalized Control Intersection C 32.3 0.64 - D 53.9 0.66 - EB L B 18.8 0.14 29 C 33.2 0.37 74 EB T D 39.1 0.88 349 C 20.4 0.54 225 EB R D 46.8 0.86 341 B 19.2 0.38 149 WB L C 20.9 0.36 53 B 14.2 0.20 25 WB TR C 27.8 0.53 408 B 19.8 0.66 622 NB L C 25.1 0.67 181 F 238.5 1.43 1173 NB T C 25.4 0.30 116 C 25.7 0.57 244 NB R C 22.6 0.06 20 B 20.0 0.22 78 SB L B 19.5 0.37 117 D 38.7 0.50 134 SB TR C 28.5 0.44 316 C 20.2 0.24 192 West Main Street (US 191) & West College Street/Gallatin Valley Mall Access Signalized Control Intersection C 25.1 0.48 - C 23.2 0.52 - EB L B 15.1 0.04 9 C 20.7 0.26 35 EB T B 18.0 0.41 174 B 19.4 0.48 203 EB R D 47.0 0.95 534 B 19.7 0.49 188 WB L B 12.8 0.21 29 C 27.2 0.26 47 WB TR B 12.1 0.30 258 C 30.5 0.80 645 NB L C 22.0 0.17 63 B 19.1 0.30 112 NB TR C 21.2 0.15 62 B 16.3 0.26 124 SB L C 22.6 0.07 23 C 28.8 0.59 229 SB T C 20.1 0.04 18 B 15.1 0.14 67 SB R B 19.9 0.03 9 B 12.2 0.11 42 West College Street (U-1210) & South 29th Avenue Two-Way Stop Control EB L A 7.9 0.01 1 A 8.9 0.02 2 EB T A - - - A - - - EB R A - - - A - - - WB T A - - - A - - - WB TR A - - - A - - - NB R C 15.6 0.15 14 B 12.8 0.19 17 SB R A 9.1 0.00 0 B 10.1 0.01 1 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; TR = Through-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 5-18 | Transportation Analysis Table 5-7 (continued): Estimated 2036 Total Traffic Intersection Weekday Traffic Operations Summary – South 27th Avenue Terminating at West Kagy Boulevard Intersection Approach/ Movement Weekday, AM Peak Hour Weekday, PM Peak Hour LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) West College Street (U-1210) & Professional Drive Two-Way Stop Control EB L A 8.0 0.01 1 A 9.4 0.02 2 EB T A - - - A - - - WB TR A - - - A - - - SB LR C 20.4 0.15 13 E 43.2 0.49 59 West College Street (U-1210) & South 23rd Avenue Signalized Control Intersection B 13.4 0.43 - B 14.2 0.45 - EB L A 6.9 0.04 6 B 15.0 0.16 30 EB TR A 9.9 0.59 193 B 10.3 0.50 175 WB L B 18.3 0.40 91 B 14.0 0.16 33 WB T A 6.2 0.23 62 B 10.9 0.54 193 WB R A 5.1 0.05 9 A 7.2 0.17 44 NB L C 21.7 0.07 13 C 21.9 0.19 43 NB TR C 21.4 0.42 87 C 22.4 0.64 165 SB L C 26.8 0.46 86 C 29.6 0.40 66 SB TR C 20.2 0.23 51 B 19.2 0.23 57 South 19th Avenue (U-1201) & West College Street (U-1210) Signalized Control Intersection C 21.8 0.52 - C 28.1 0.63 - EB L C 27.6 0.44 125 D 35.6 0.49 113 EB T C 23.8 0.62 236 C 25.1 0.46 182 EB R C 22.4 0.48 160 B 15.3 0.43 168 WB L C 33.0 0.36 65 D 35.1 0.54 122 WB T C 20.9 0.32 126 C 25.8 0.53 208 WB R B 13.5 0.13 43 C 24.1 0.35 125 NB L C 34.6 0.59 150 D 41.4 0.91 279 NB TR C 26.2 0.62 518 B 14.6 0.53 497 SB L B 13.8 0.36 66 C 28.1 0.39 93 SB TR B 15.5 0.53 475 D 40.7 0.85 849 South 19th Avenue (U-1201) & West Garfield Street Two-Way Stop Control EB L F Oversaturated F Oversaturated EB T F Oversaturated F Oversaturated EB R C 15.3 0.51 73 B 11.7 0.36 40 WB L F Oversaturated F Oversaturated WB T F Oversaturated F Oversaturated WB R B 13.2 0.27 28 D 28.5 0.69 127 NB L C 15.5 0.51 73 C 16.2 0.57 91 NB TR A - - - A - - - SB L B 11.3 0.26 27 B 14.8 0.30 31 SB TR A - - - A - - - EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; TR = Through-Right; LR = Left-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Transportation Analysis | 5-19 Existing Area Conditions | 2-19 Table 5-7 (continued): Estimated 2036 Total Traffic Intersection Weekday Traffic Operations Summary – South 27th Avenue Terminating at West Kagy Boulevard Intersection Approach/ Movement Weekday, AM Peak Hour Weekday, PM Peak Hour LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) West Garfield Street & Research Drive Two-Way Stop Control EB L A 8.5 0.04 3 A 8.7 0.02 2 EB TR A - - - A - - - WB TR A - - - A - - - SB LR C 21.4 0.20 19 D 27.4 0.50 67 West Garfield Street & MSUIC Access Two-Way Stop Control EB LT A 8.5 0.15 13 A 8.8 0.08 7 WB TR A - - - A - - - SB LR C 16.4 0.29 30 C 23.8 0.51 69 West Garfield Street & the MSU Agricultural Experiment Station Access Road Two-Way Stop Control EB TR A - - - A - - - WB L A 8.9 0.02 2 A 8.4 0.02 1 WB T A - - - A - - - NB LR C 17.4 0.22 21 B 13.2 0.06 5 West Garfield Street & South 29th Avenue Two-Way Stop Control EB LT A 8.1 0.06 5 A 8.7 0.05 4 WB TR A - - - A - - - SB LR C 20.0 0.29 30 C 18.6 0.32 34 South 29th Avenue & Technology Boulevard West Two-Way Stop Control EB LTR B 13.1 0.10 9 B 13.8 0.20 19 WB LTR C 15.5 0.30 31 C 24.9 0.68 131 NB LTR A 7.5 0.01 1 A 7.5 0.02 1 SB LTR A 7.6 0.08 7 A 7.5 0.04 3 South 19th Avenue (U-1201) & West Kagy Boulevard (U-1212) Signalized Control Intersection C 20.6 0.42 - D 36.8 0.64 - EB L C 25.7 0.38 107 D 43.8 0.76 220 EB T B 19.9 0.18 78 D 36.9 0.48 230 EB R B 19.7 0.16 56 D 36.4 0.44 186 WB L C 27.3 0.55 180 D 37.3 0.81 321 WB T C 20.1 0.21 89 C 25.4 0.12 67 WB R B 13.0 0.38 148 B 17.7 0.52 280 NB L C 27.1 0.42 116 C 29.0 0.18 56 NB T C 25.0 0.34 128 D 40.4 0.54 224 NB R C 28.1 0.63 212 D 46.6 0.87 336 SB L B 17.9 0.68 198 D 39.8 0.85 357 SB TR B 14.4 0.33 289 D 39.0 0.62 668 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; TR = Through-Right; LR = Left-Right; LT = Left-Through; LTR = Left-Through-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 5-20 | Transportation Analysis Table 5-7 (continued): Estimated 2036 Total Traffic Intersection Weekday Traffic Operations Summary – South 27th Avenue Terminating at West Kagy Boulevard Intersection Approach/ Movement Weekday, AM Peak Hour Weekday, PM Peak Hour LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) South 19th Avenue (U-1201) & Stucky Road Signalized Control Intersection C 23.6 0.57 - C 21.0 0.58 - EB L B 10.9 0.28 85 C 27.9 0.72 293 EB R A 9.2 0.07 16 B 16.8 0.14 43 NB L C 24.7 0.32 62 D 35.9 0.44 89 NB T C 34.2 0.87 336 B 15.0 0.46 188 SB T B 18.7 0.45 144 C 21.2 0.73 340 SB R C 20.9 0.54 156 B 13.8 0.36 130 Stucky Road & South 27th Avenue Two-Way Stop Control EB LTR A 8.1 0.11 10 A 8.8 0.10 8 WB LTR A 7.9 0.05 4 A 8.3 0.14 12 NB LTR F 99.4 1.03 282 F 1274 3.55 640 SB LTR F 143.7 1.10 263 F 944.7 2.92 822 West Kagy Boulevard & South 27th Avenue Two-Way Stop Control EB TR A - - - A - - - WB L A 9.1 0.12 11 A 9.4 0.19 18 WB T A - - - A - - - NB LR D 29.9 0.69 128 F 170.0 1.24 428 Fowler Avenue & Stucky Road Two-Way Stop Control EB LTR F 4351 10.23 1203 F Oversaturated WB LTR F Oversaturated F 17333 38.50 1949 NB LTR A 8.5 0.09 8 B 10.1 0.16 14 SB LTR A 9.2 0.20 19 A 8.8 0.20 19 Fowler Avenue & West Kagy Boulevard Two-Way Stop Control WB L F 4292 9.50 497 F 10734 23.50 916 WB R B 14.0 0.36 41 C 19.8 0.59 97 NB TR A - - - A - - - SB L B 14.1 0.51 74 C 15.7 0.55 86 SB T A - - - A - - - Fowler Avenue & West Garfield Street Two-Way Stop Control EB LTR F Oversaturated F Oversaturated WB LTR F Oversaturated F Oversaturated NB L A 9.5 0.21 20 B 13.0 0.43 55 NB TR A - - - A - - - SB L A 9.7 0.13 11 A 9.8 0.11 9 SB TR A - - - A - - - EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; TR = Through-Right; LR = Left-Right; LTR = Left-Through-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Transportation Analysis | 5-21 Existing Area Conditions | 2-21 Table 5-8: West College Street Urban Street Segment Estimated 2036 Total Traffic Operations – West Main Street/Huffine Lane to South 19th Avenue with South 27th Avenue Terminating at West Kagy Boulevard Analysis Time Period Direction Facility Travel Time (sec) Facility Travel Speed (mph) Facility Base Free Flow Speed, FFS (mph) Facility Percent of Base FFS (%) Facility Level of Service Facility Auto Traveler Perception Score Weekday, AM Peak Hour EB 120.00 20.60 37.50 54.92 C 2.49 WB 117.87 20.97 38.40 54.60 C 2.58 Weekday, PM Peak Hour EB 126.09 19.60 37.50 52.27 C 2.52 WB 108.44 22.79 38.40 59.35 C 2.53 CHAPTER 6CHAPTER 6CHAPTER 6 IMPROVEMENT ANALYSIS Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Improvement Analysis | 6-1 Existing Area Conditions | 2-1 Existing Conditions Presently, a majority of the intersections within the study area are operating at acceptable levels of service. Some exceptions include the intersections of Huffine Lane (US 191) and Fowler Avenue, West College Street (U-1210) and South 23rd Avenue/Technology Boulevard, and South 19th Avenue (U-1201) and West College Street. The existing levels of service or queue storage deficiencies at these locations are discussed in more detail in the following sections. Huffine Lane (US 191) & Fowler Avenue Intersection At the intersection of Huffine Lane and Fowler Avenue, the intersection as a whole is operating within acceptable levels of service during the AM and PM peak hours; however, queues on the southbound approach during the AM peak hour and those resulting from northbound left turn movements as well as westbound through-right movements exceed the currently available queue storage lengths. For the southbound approach, queues for left turns are estimated to exceed the available storage within the left turn bay. Queues for through movements are estimated to block access to the left turn bay, which has been observed in the field. On the northbound approach, queues resulting from left-turning vehicles have been observed to block the adjacent through lane. Lastly, queues estimated for the westbound through-right movements are estimated to block accesses to both the existing Big Sky Western Bank site at the northeast corner of the intersection of Huffine Lane and Fowler Avenue as well as the right-out exit from the Ace Hardware site to the east of the bank. The left turn demand on the northbound approach is the source of the substandard level of service currently experienced during the PM peak hour, which also causes vehicle queues to exceed the available storage space for that movement. Modifications to the intersection to allow for a left turn, shared through- left, and right turn lane on the northbound approach may provide additional capacity to accommodate the northbound left turn demand. This would require modifications to the existing pavement markings on the northbound approach as well as installation of supplement signage approaching the intersection and on the mast arm for the northbound approach traffic signal indications. Excessive queue lengths on the westbound approach for the through and shared through-right lane are caused by the vehicular demand on that approach during the PM peak period. Modifications to existing signal timing may provide additional green time for westbound through movements. This would assist in reducing observed queue lengths on that approach. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 6-2 | Improvement Analysis Evaluations of the intersection of Huffine Lane and Fowler Avenue during the AM and PM peak hours for existing 2014 traffic conditions were performed with the proposed modifications. The results of the analyses are summarized in Table 6-1 below. Detailed analyses are provided in Appendix F-1. Table 6-1: Huffine Lane (US 191) & Fowler Avenue Signalized Intersection Modifications with Existing 2014 Weekday Traffic Operations Summary Analysis Case Approach/ Movement Weekday, AM Peak Hour Weekday, PM Peak Hour LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) Existing Conditions Intersection B 17.3 0.39 - C 21.9 0.48 - EB L B 16.0 0.07 18 C 23.7 0.17 34 EB T B 14.9 0.50 222 B 13.5 0.38 165 EB R B 13.9 0.35 147 B 12.1 0.20 81 WB L B 19.0 0.01 2 B 17.0 0.07 15 WB TR B 13.5 0.33 304 B 17.1 0.56 534 NB L C 32.4 0.53 184 D 50.6 0.87 382 NB T C 20.1 0.09 40 C 23.4 0.35 156 NB R B 19.2 0.00 1 B 19.5 0.03 11 SB L C 24.4 0.29 112 C 30.3 0.33 107 SB TR C 21.3 0.20 164 C 20.6 0.13 107 Timing & Phase Sequencing Modifications with Addition of Northbound Dual-Left Turns Intersection C 22.9 0.49 - C 23.9 0.55 - EB L C 28.6 0.12 25 C 26.1 0.19 34 EB T C 28.7 0.75 304 C 34.5 0.78 252 EB R C 24.9 0.48 177 C 28.3 0.42 127 WB L C 33.6 0.02 3 B 13.0 0.05 10 WB TR C 25.0 0.50 407 B 15.8 0.57 478 NB L B 12.7 0.25 107 C 30.4 0.70 271 NB LT B 11.0 0.07 26 C 22.6 0.38 146 NB R B 10.5 0.00 1 B 18.6 0.03 10 SB L B 12.1 0.17 68 C 20.9 0.22 78 SB TR B 11.8 0.14 109 C 20.1 0.14 100 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; TR = Through-Right; LTR = Left-Through-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Improvement Analysis | 6-3 Existing Area Conditions | 2-3 As shown in Table 6-1 on the previous page, improvements to observed queue and level of service deficiencies can be realized with the modification of the northbound approach at the intersection of Huffine Lane and Fowler Avenue to include a left turn, shared through-left turn, and right turn lane. Although the queue for the westbound shared through-right lane group is estimated to exceed the available storage length, the estimated queue is reduced below the length under existing operations and would limit potential blockage of the right-out exit from the existing Ace Hardware site to Huffine Lane. West College Street (U-1210) & South 23rd Avenue Intersection The southbound approach at the intersection of West College Street and South 23rd Avenue/Technology Boulevard currently experiences LOS F during the AM and PM peak periods. The poor level of service is caused by the left turn demand on that approach and the lack of adequate, available gaps in the through traffic stream on West College Street, both eastbound and westbound. During the PM peak period, the northbound approach also operates at LOS F. Again, its substandard level of service is driven by traffic volumes on West College Street. As part of the reconstruction of West College Street between West Main Street/Huffine Lane (US 191) and South 19th Avenue, a traffic signal is proposed to be installed at this intersection. As shown in Tables 5-3, 5-5, and 5-7 in Chapter 5, the installation of a traffic signal at this intersection would allow all approaches as well as the intersection itself to operate at LOS C or better. Therefore, no additional mitigation for existing conditions was evaluated as a part of this study. South 19th Avenue (U-1201) & West College Street (U-1210) Intersection Similarly to the intersection of Huffine Lane and Fowler Avenue, the intersection of South 19th Avenue and West College Street is operating acceptably as a whole during both the AM and PM peak hours. However, the southbound through-right lane group experiences excessive queuing during both periods and a substandard level of service during the PM peak hour. Also during the PM peak hour, the northbound through-right lane group experiences queues that can block access to the northbound left turn bay. Modifications to the existing signal timing and phase sequencing at the intersection of South 19th Avenue and West College Street may allow for reduced queue lengths for the through-right lane groups on the northbound and southbound approaches. Evaluations of the intersection during the AM and PM peak hours for existing 2014 traffic conditions were performed with the timing and phase sequencing modifications. The results of the analyses are summarized in Table 6-2 on the following page. Detailed analyses are provided in Appendix F-1. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 6-4 | Improvement Analysis Table 6-2: South 19th Avenue (U-1201) & West College Street (U-1210) Signalized Intersection Modifications with Existing 2014 Weekday Traffic Operations Summary Analysis Case Approach/ Movement Weekday, AM Peak Hour Weekday, PM Peak Hour LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) Existing Conditions Intersection C 27.4 0.47 - C 28.8 0.51 - EB L B 17.6 0.18 56 B 19.5 0.17 45 EB T C 28.2 0.64 269 C 27.4 0.46 186 EB R B 17.4 0.30 122 B 17.6 0.29 122 WB L B 19.2 0.15 32 B 19.2 0.18 48 WB T C 24.7 0.31 127 C 27.9 0.52 211 WB R B 16.4 0.06 22 B 18.4 0.13 50 NB L C 20.4 0.36 86 C 30.9 0.80 237 NB TR C 31.3 0.49 384 C 30.0 0.51 436 SB L B 20.0 0.36 98 C 20.6 0.21 56 SB TR C 34.3 0.61 491 D 36.1 0.62 503 Timing & Phase Sequencing Modifications Intersection B 16.0 0.38 - C 21.4 0.46 - EB L B 15.1 0.18 41 C 28.1 0.24 53 EB T B 14.6 0.51 156 C 21.6 0.43 152 EB R B 13.2 0.32 177 B 13.2 0.29 102 WB L B 19.4 0.16 27 C 27.2 0.26 56 WB T B 12.6 0.23 67 C 22.2 0.49 173 WB R B 11.7 0.06 14 B 14.0 0.13 42 NB L C 24.2 0.41 89 B 17.1 0.67 162 NB TR B 15.1 0.35 222 C 22.1 0.44 345 SB L C 22.0 0.40 94 B 14.6 0.18 41 SB TR B 16.2 0.44 281 C 26.5 0.54 399 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; TR = Through-Right; LTR = Left-Through-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Improvement Analysis | 6-5 Existing Area Conditions | 2-5 Estimated 2036 Total Traffic For the estimated 2036 total traffic improvement analyses, most of the deficiencies identified through the capacity and level of service analyses occur at the affected intersection for each South 27th Avenue scenario evaluated as a part of this study. The results of the improvement analyses are summarized in Table 6-5 beginning on page 6-17 for the weekday AM peak hour and in Table 6-6 beginning on page 6-25 for the weekday PM peak hour. Detailed analyses are provided in Appendix F-2 for the alternative scenario with South 27th Avenue terminating at West College Street; Appendix F-3 for South 27th Avenue terminating at Technology Boulevard West; and Appendix F-4 for South 27th Avenue terminating at West Kagy Boulevard. Intersections requiring mitigation are discussed in the following sections. Huffine Lane (US 191) & Fowler Avenue Intersection The intersection of Huffine Lane and Fowler Avenue was evaluated with estimated 2036 total traffic volumes utilizing the mitigation measures identified for existing 2014 traffic conditions. With those modifications, the overall intersection is estimated to have overall less average vehicle delay and level of service deficiencies on eastbound approach during the AM and PM peak hours as well as the northbound and southbound approaches during the PM peak hour. West Main Street/Huffine Lane (US 191) & West College Street/Gallatin Valley Mall Access Intersection At the intersection of West Main Street/Huffine Lane and West College Street/Gallatin Valley Mall access eastbound right turns during the AM peak hour are projected to operate at substandard levels of service for estimated 2036 total traffic volumes. The substandard level of service is created by the volume of right-turning vehicles and the lack of effective green time provided by the traffic signal to meet that demand. Signal green time must be balanced with the needs of the other movements and approaches at the intersection as well. Due to the estimated eastbound right-turn volume, consideration was given to a dual-right turn on that approach; however, the limited right-of-way on the southwest corner of the intersection, proximity of South 29th Avenue to the intersection, and the needs for pedestrians negated evaluating this option as a potential mitigation measure. Therefore, any improvements to accommodate eastbound right-turning vehicles must be accomplished through signal timing and phase sequencing modifications or application of travel demand management strategies that will reduce the volume of that particular movement at the intersection. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 6-6 | Improvement Analysis The intersection of West Main Street/Huffine Lane (US 191) and West College Street/Gallatin Valley Mall access was evaluated with signal timing and phase sequencing modifications. It was shown that during the AM and PM peak hours overall intersection average vehicle delay could be reduced with these changes. Additionally, average delay for eastbound right-turning vehicles could also be reduced, leading to an improved LOS D for that movement during the AM peak hour under the alternative scenario with South 27th Avenue terminating at West College Street. For the remaining alternative scenarios, eastbound right turns are projected to operate at LOS C or better due to the reduced vehicular demand for that movement. West College Street (U-1210) & Professional Drive Intersection During the PM peak hour at the intersection of West College Street and Professional Drive, the southbound (Professional Drive) approach is estimated to operate at LOS E or lower with estimated 2036 total traffic volumes. Available roadway width is limited on this approach for the addition of separate right and left turn lanes; however, past experience has shown that this would only improve the level of service for right turn movements. The level of service for left turn movements would decrease below that for the combined movements in most cases. For comparison, analyses contained within the Traffic Engineering Report: College Street – Main to South 19th – Bozeman prepared by Robert Peccia & Associates in June 2012 for the West College Street reconstruction project were consulted to verify similar findings for the intersection of West College Street and Professional Drive. Additionally, the report was reviewed to identify and specific recommendations for this intersection. The report did estimated LOS F during the PM peak hour for southbound vehicles on Professional Drive. However, there was no discussion of the findings in the report nor were there any specific recommendations for this approach. Additionally, the preliminary plans for West College Street (provided in Appendix D) do not include any specific improvements for southbound movements at this intersection. Therefore, no additional analysis has been included as a part of this study to mitigate the level of service deficiencies as they are limited to the PM peak hour and benefit a limited number of vehicles. South 19th Avenue (U-1201) & West College Street (U-1210) Intersection With continued traffic growth in the study area through the year 2036, the intersection of South 19th Avenue and West College Street is projected to experience level of service deficiencies during the PM peak hour. The intersection was evaluated utilizing optimized signal timing and phase sequencing for estimated 2036 total traffic volumes similarly to the improvement analyses for existing 2014 traffic conditions. The analyses show that improvements could be achieved through modified signal timing and phase sequencing Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Improvement Analysis | 6-7 Existing Area Conditions | 2-7 at the intersection of South 19th Avenue and West College Street. Additionally, significant improvements could be achieved for estimated average vehicle delays and queue lengths on South 19th Avenue if the traffic signals along the 19th Avenue corridor are coordinated and favorable vehicle platoon progressions are maintained. South 19th Avenue (U-1201) & West Garfield Street Intersection As discussed in Chapter 4, Montana State University (MSU) is desirous of establishing West Garfield Street as the primary entrance to their campus as noted in the Long Range Campus Development Plan (MSU, January 2009). This was included in the analyses with the conversion of the existing three-quarter movement (left- and right-in, right-out) accesses for West College Street to South 19th Avenue to full access approaches. The estimated 2036 total traffic analyses for all the alternative scenarios evaluated found that two-way stop control would not be sufficient to meet traffic demands on the West Garfield Street approaches. Therefore, an alternative form of traffic control at this intersection would be required. As the existing major intersections on 19th Avenue (north and south) are all signalized, this was the selected form of alternative traffic control. Traffic Signal Warrant Analyses Prior to installing a traffic signal at an intersection at least one of the minimum traffic signal warrant criteria contained within the Manual on Uniform Traffic Control Devices (MUTCD) published by the United States Department of Transportation – Federal Highway Administration must be satisfied. Normally, traffic signal warrant evaluations are performed based on actual traffic volumes and reported crashes at an intersection. Actual traffic volumes for the analysis years included within this study are not available; therefore, another means of evaluating the traffic signal warrant criteria must be available. The Oregon Department of Transportation’s Analysis Procedures Manual (March 2008) provides a method for evaluating Warrant #1: Eight-Hour Vehicular Volume and Warrant #2: Four-Hour Vehicular Volume as outlined in the MUTCD using estimated average daily traffic (ADT) volumes. Analyses of estimated 2036 total traffic volumes found that the intersection of South 19th Avenue and West Garfield Street would meet minimum criteria for installation of a traffic signal for both Warrant #1: Eight-Hour Vehicular Volume and Warrant #2: Four-Hour Vehicular Volume. Minimum signal warrant criteria were satisfied for each of the South 27th Avenue corridor alternatives evaluated as a part of this study. The signal warrant analyses for the intersection of South 19th Avenue and West College Street are provided in Appendix G. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 6-8 | Improvement Analysis Traffic Operations With signalization, the intersection of South 19th Avenue and West Garfield Street is estimated to operate at acceptable levels of service during both the AM and PM peak hours for the South 27th Avenue alternative scenarios terminating at West College Street and Technology Boulevard West. During the PM peak hour, westbound left turns and southbound movements are projected to operate at LOS D; however, the average vehicle delay is marginally over the 35.0 second transition point between LOS C and D. Estimated queue lengths for the northbound and southbound through-right lane groups on South 19th Avenue may block access to left turn bays; however, they are not anticipated to impact upstream intersections. The queues are typical of those estimated along South 19th Avenue during the PM peak hour in the year 2036. For the alternative scenario with South 27th Avenue terminating at West Kagy Boulevard, the intersection of South 19th Avenue and West Garfield Street is anticipated to operate at LOS D, which is below the ideal design value of LOS C. Three of four approaches at the intersection are estimated to operate at LOS D. Queues on the northbound and southbound approaches may have an impact on upstream intersections. West Garfield Street & Research Drive Intersection The southbound approach at the intersection of West Garfield Street and Research Drive is estimated to operate at LOS D during the PM peak hour for all three alternative scenarios evaluated as a part of this study. Similarly to the intersection of West College Street and Professional Drive, and is created by the lack of available gaps in the through traffic stream on West Garfield Street. The addition of separate right and left turn lanes would benefit right turning vehicles but would have little or no benefit for left turning vehicles. Based on observed traffic patterns in the area, this condition is anticipated to be limited to the PM peak period; therefore, no specific mitigation for the southbound approach at West Garfield Street and Research drive has been evaluated as a part of this study. West Garfield Street & South 27th Avenue Intersection The alternative scenarios for South 27th Avenue terminating at West College Street or Technology Boulevard West both include an intersection with West Garfield Street. Under two-way stop control on the South 27th Avenue approaches, the northbound and southbound movements are estimated to operate at LOS F during both the AM and PM peak hours. As such, alternative traffic control at this intersection would need to be considered to improve overall traffic operations. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Improvement Analysis | 6-9 Existing Area Conditions | 2-9 Traffic Signal Warrant Analyses Signal warrant evaluations were performed based on estimated 2036 average daily traffic volumes for the intersection of West Garfield Street and South 27th Avenue. The analyses found that the intersection is not estimated to satisfy minimum criteria evaluated as a part of this study for installation of a traffic signal under either of the two South 27th Avenue alternative scenarios impacting this intersection. Therefore, traffic signal control was not considered as a means of mitigating traffic operations at the intersection of West Garfield Street and South 27th Avenue. The results of the signal warrant analyses for each South 27th Avenue alternative scenario are provided in Appendix G. All-Way Stop or Roundabout Control In lieu of traffic signal control for the intersection of West Garfield Street and South 27th Avenue, all-way stop and roundabout traffic control options were evaluated to mitigate substandard levels of service on the South 27th Avenue approaches. For the all-way stop control analyses, the intersection geometry utilized for the two-way stop control analyses was kept the same. For the roundabout analyses, single entry lanes were assumed for all approaches at the intersection. Traffic Operations Roundabout control was found to provide more favorable traffic operations for the intersection of West Garfield Street and South 27th Avenue. All-way stop control analyses showed that the eastbound and westbound movements on West Garfield Street would experience average vehicle delays resulting in substandard levels of service. Therefore, a roundabout at this intersection would be the preferred method of traffic control to meet the needs of both roadways. South 19th Avenue (U-1201) & West Kagy Boulevard (U-1212) Intersection Similarly to other existing signalized intersections within the study area, continued traffic growth through the year 2036 is projected to degrade level of service at the intersection of South 19th Avenue and West Kagy Boulevard during the PM peak hour. The intersection was evaluated utilizing optimized signal timing and phase sequencing for estimated 2036 total traffic volumes. The analyses show that improvements could be achieved through modified signal timing and phase sequencing at the intersection of South 19th Avenue and West Kagy Boulevard. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 6-10 | Improvement Analysis South 19th Avenue (U-1201) & Stucky Road Intersection Continued traffic growth on the Stucky Road at its intersection with South 19th Avenue may cause northbound left turns to operate at LOS D during the PM peak hour based on estimated 2036 total traffic volumes for the alternative scenarios for South 27th Avenue terminating at Technology Boulevard West and West Kagy Boulevard. Again, level of service improvements for that movement may be achieved by providing additional effective green time during its phase under traffic signal control. With this modification, the intersection as a whole and all movements are anticipated to operate within acceptable levels of service. Stucky Road & South 27th Avenue Intersection The intersection of Stucky Road and South 27th Avenue was initially evaluated under two-way stop control for estimated 2036 total traffic volumes. Under two-way stop control on the South 27th Avenue approaches, the northbound and southbound movements are estimated to operate at LOS F during both the AM and PM peak hours. Similarly to the intersection of West Garfield Street and South 27th Avenue, alternative traffic control at this intersection would need to be considered to improve overall traffic operations. Traffic Signal Warrant Analyses Signal warrant evaluations were performed based on estimated 2036 average daily traffic (ADT) volumes for the intersection of Stucky Road and South 27th Avenue. The analyses found that the intersection is not estimated to satisfy minimum criteria evaluated as a part of this study for installation of a traffic signal under the South 27th Avenue alternative scenarios terminating at West College Street and Technology Boulevard West. However, Warrant #2 – Four Hour Vehicular Volume is estimated to be satisfied based on estimated 2036 ADT volumes for the South 27th Avenue scenario terminating at West Kagy Boulevard. Therefore, traffic signal control was only evaluated for this last alternative scenario. The results of the signal warrant analyses for each South 27th Avenue alternative scenario are provided in Appendix G. All-Way Stop or Roundabout Control All-way stop and roundabout traffic control options were evaluated to mitigate substandard levels of service on the South 27th Avenue approaches at its intersection with Stucky Road. For both traffic control options, all approaches were initially evaluated as single lane only. This means that no turn lanes were included in the initial analyses. Where level of service criteria were not satisfied, the intersection was re-evaluated with appropriate supplemental lanes included. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Improvement Analysis | 6-11 Existing Area Conditions | 2-11 Traffic Operations For each alternative scenario, all-way stop control was found to be the least favorable traffic control alternative. Roundabout control was found to provide more favorable traffic operations for the intersection of Stucky Road and South 27th Avenue. However, with South 27th Avenue terminating at West Kagy Boulevard an additional entry lane would be needed on the westbound approach to provide LOS C or better operations on that approach during the PM peak hour. Traffic signal control functioned at LOS B or better on all approaches for the alternative scenario with South 27th Avenue terminating at West Kagy Boulevard. Depending on the alternative scenario selected, a roundabout or a traffic signal at this intersection would be acceptable for traffic control to meet the needs of both roadways. West Kagy Boulevard & South 27th Avenue Intersection Similar to the other South 27th Avenue intersections, the northbound and southbound South 27th Avenue approaches are estimated to operate at substandard levels of service during both the AM and PM peak hours under two-way stop control. The third alternative scenario with South 27th Avenue terminating at West Kagy Boulevard does have better operations during the AM peak hour than the other two alternatives. Again, a separate form of traffic control other than a two-way stop would be necessary to meet the demands of vehicles at this intersection. Traffic Signal Warrant Analyses Signal warrant evaluations were performed based on estimated 2036 average daily traffic (ADT) volumes for the intersection of West Kagy Boulevard and South 27th Avenue. The analyses found that the intersection is not estimated to satisfy minimum criteria evaluated as a part of this study for installation of a traffic signal. Therefore, traffic signal control was not evaluated as a means of mitigating traffic operations at the intersection of West Kagy Boulevard and South 27th Avenue. The results of the signal warrant analyses for each South 27th Avenue alternative scenario are provided in Appendix G. All-Way Stop or Roundabout Control All-way stop and roundabout traffic control options were evaluated to mitigate substandard levels of service on the South 27th Avenue approaches at its intersection with West Kagy Boulevard. Both traffic control options were evaluated as having two lanes on each approach for West Kagy Boulevard and single lanes on the South 27th Avenue approaches. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 6-12 | Improvement Analysis Traffic Operations Roundabout control was found to provide more favorable traffic operations for the intersection of West Kagy Boulevard and South 27th Avenue. All-way stop control analyses showed that the eastbound and westbound movements on West Kagy Boulevard would experience average vehicle delays resulting in substandard levels of service. Therefore, a roundabout at this intersection would be the preferred method of traffic control to meet the needs of both roadways. Fowler Lane & Stucky Road Intersection With projected 2036 total traffic volumes, the intersection of Fowler Lane and Stucky Road is estimated to operate at LOS F during the AM and PM peak hours on the eastbound and westbound Stucky Road approaches under two-way stop control. Likewise to other substandard intersections, an alternative form of traffic control will be necessary to mitigate substandard traffic operations. Traffic Signal Warrant Analyses Analyses of estimated 2036 total traffic volumes found that the intersection of Fowler Lane and Stucky Road would meet minimum criteria for installation of a traffic signal for both Warrant #1: Eight-Hour Vehicular Volume and Warrant #2: Four-Hour Vehicular Volume. Minimum signal warrant criteria were satisfied for each of the South 27th Avenue corridor alternatives evaluated as a part of this study. The signal warrant analyses for the intersection of Fowler Lane and Stucky Road are provided in Appendix G. All-Way Stop or Roundabout Control As the intersection of Fowler Lane and Stucky Road is estimated to satisfy minimum criteria for installation of a traffic signal, all-way stop control was not evaluated as a means to mitigate substandard levels of service at this intersection. A roundabout was evaluated as an alternative means of traffic control for comparison to signalized intersection traffic operations. Initially, the roundabout was evaluated with single-lane entries on each approach. Where level of service criteria was not satisfied, additional entry lanes were added to the appropriate approaches. Traffic Operations A multi-lane roundabout was found to provide the most favorable overall traffic operations for the intersection of Fowler Lane and Stucky Road. Signalized operations also satisfied minimum level of service criteria, having LOS C or better on all approach for all movements. Based on better overall performance, a multi-lane roundabout at this intersection would be the preferred method of traffic control to meet the needs of both roadways. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Improvement Analysis | 6-13 Existing Area Conditions | 2-13 Fowler Avenue & West Kagy Boulevard Intersection Westbound left turns are anticipated to operate at LOS F during the AM and PM peak hours at the intersection of Fowler Avenue and West Kagy Boulevard, anticipated to be a T-intersection in the 2036 forecast year, with stop control on the West Kagy Boulevard approach. The excessive delay is caused by the through traffic volume on Fowler Avenue. In order to provide improved traffic operations for westbound left turns, an alternative form of traffic control will be necessary. Traffic Signal Warrant Analyses Signal warrant evaluations were performed based on estimated 2036 ADT volumes for the intersection of Fowler Avenue and West Kagy Boulevard. The analyses found that the intersection is not estimated to satisfy minimum criteria evaluated as a part of this study for installation of a traffic signal under the South 27th Avenue alternative scenarios terminating at West College Street and Technology Boulevard West. However, Warrant #2 – Four Hour Vehicular Volume is estimated to be satisfied based on estimated 2036 ADT volumes for the South 27th Avenue scenario terminating at West Kagy Boulevard. Therefore, traffic signal control was only evaluated for this last alternative scenario. Again, the results of the signal warrant analyses for each alternative scenario are provided in Appendix G. All-Way Stop or Roundabout Control All-way stop and roundabout traffic control options were evaluated to mitigate substandard levels of service on the westbound West Kagy Boulevard approach at its intersection with Fowler Avenue. For both traffic control options, all approaches were evaluated as having two entry lanes. Traffic Operations For each alternative scenario, all-way stop control was found to be the least favorable traffic control alternative. Roundabout control was generally found to provide more favorable traffic operations for the intersection of Fowler Avenue and West Kagy Boulevard. However, signalized control did provide slightly better PM peak hour traffic operations under the alternative scenario with South 27th Avenue terminating at West Kagy Boulevard. Similar to the intersection of Stucky Road and South 27th Avenue, a roundabout or a traffic signal at this intersection would be acceptable for traffic control to meet the needs of both roadways depending on the alternative scenario selected. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 6-14 | Improvement Analysis Fowler Avenue & West Garfield Street Intersection Due to estimated 2036 ADT volumes, the eastbound and westbound West Garfield Street approaches at its intersection with Fowler Avenue are estimated to operate at LOS F during the AM and PM peak hours for all alternative scenarios under two-way stop control. As with other intersections projected to experience less than favorable traffic operations, alternative traffic control would be required to mitigate traffic operations. Traffic Signal Warrant Analyses Analyses of estimated 2036 total traffic volumes found that the intersection of Fowler Avenue and West Garfield Street would meet minimum criteria for installation of a traffic signal for both Warrant #1: Eight-Hour Vehicular Volume and Warrant #2: Four-Hour Vehicular Volume. Minimum signal warrant criteria were satisfied for each of the South 27th Avenue corridor alternatives evaluated as a part of this study. The signal warrant analyses for the intersection of Fowler Avenue and West Garfield Street are provided in Appendix G. All-Way Stop or Roundabout Control As the intersection of Fowler Lane and Stucky Road is estimated to satisfy minimum criteria for installation of a traffic signal, all-way stop control was not evaluated as a means to mitigate substandard levels of service at this intersection. A roundabout was evaluated as an alternative means of traffic control for comparison to signalized intersection traffic operations. Initially, the roundabout was evaluated with single-lane entries on the eastbound and westbound approaches. Dual-lane entries were included on the northbound and southbound Fowler Avenue approaches. Where level of service criteria was not satisfied, additional entry lanes were added to the appropriate approaches. Traffic Operations Signalized traffic control was found to provide the most favorable overall traffic operations for the intersection of Fowler Avenue and West Garfield Street. With exception to the South 27th Avenue alternative terminating at West Kagy Boulevard, all movements on all approaches were estimated to operate at LOS C or better during both the AM and PM peak hours under signalized control. For the South 27th Avenue alternative terminating at West Kagy Boulevard, the intersection as a whole is estimated to operate at LOS C or better for both the AM and PM peak hours. However, during the PM peak hour there are a number of movements projected to operate at LOS D. Based on better overall performance, a traffic signal at the intersection of Fowler Avenue and West Garfield Street would be the preferred method of traffic control to meet the needs of both roadways. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Improvement Analysis | 6-15 Existing Area Conditions | 2-15 West College Street (U-1210) & South 27th Avenue Intersection During the AM and PM peak hours, the northbound left turn movement at the intersection of West College Street and South 27th Avenue is anticipated to operate at LOS F. The number of vehicles during the PM peak hour would justify the potential benefit gained through an alternative form of traffic control. Due to limited right-of-way, the proposed reconstruction project on West College Street, and the existing plus proposed signalized intersections along West College Street a roundabout was not evaluated as a part of this study. Additionally, all-way stop control is not deemed appropriate based on the through traffic volumes on West College Street. Traffic Signal Warrant Analyses Analyses of estimated 2036 total traffic volumes found that the intersection of West College Street and South 27th Avenue would meet minimum criteria for installation of a traffic signal based on Warrant #2: Four-Hour Vehicular Volume. The signal warrant analyses are provided in Appendix G. Traffic Operations With signalized traffic control, the intersection of West College Street and South 27th Avenue is projected to operate within acceptable levels of service during both the AM and PM peak hours; however, estimated queue lengths for the eastbound through movements are projected to block access to the Bozeman Chronicle site during both the AM and PM peak hours. Westbound through movement queues during the PM peak hour are anticipated to block access to and from Professional Drive. The results of the traffic operations analyses with signalized control compared to two-way stop control are summarized in Table 6-3 on the following page. West College Street (U-1210) With consideration of a traffic signal at the intersection of West College Street and South 27th Avenue, the West College Street corridor was re-evaluated to determine what if any impacts the additional signalized intersection would have on overall traffic performance. The results are summarized in Table 6-4 on the following page. As shown in Table 6-4, the inclusion of the South 27th Avenue intersection on West College Street is estimated to increase travel times along the corridor and degrade eastbound travel to LOS D during the AM peak hour and borderline LOS D during the PM peak hour. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 6-16 | Improvement Analysis Table 6-3: West College Street (U-1210) & South 27th Avenue Signalized Intersection Mitigation with Estimated 2036 Total Traffic Weekday Operations Summary Analysis Case Approach/ Movement Weekday, AM Peak Hour Weekday, PM Peak Hour LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio, v/c HCM 95% Queue (ft) Two-Way Stop Control Intersection Two-Way Stop Control Two-Way Stop Control EB TR A -- - - A - - - WB L B 11.0 0.11 10 A 9.5 0.11 9 WB T A - - - A - - - NB L F 66.5 0.63 84 F 638.4 2.23 576 NB R C 22.5 0.38 43 C 15.4 0.27 27 Signalized Control Intersection B 19.9 0.66 - C 21.2 0.64 - EB TR C 21.8 0.88 440 C 23.3 0.80 332 WB L C 34.7 0.39 68 C 33.5 0.42 79 WB T A 6.9 0.27 85 B 19.0 0.69 274 NB L C 24.5 0.22 59 B 18.4 0.41 140 NB R C 25.9 0.31 73 B 15.6 0.17 47 EB = Eastbound; WB = Westbound; NB = Northbound L = Left; T = Through; R = Right; TR = Through-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Table 6-4: West College Street Urban Street Segment Estimated 2036 Total Traffic Operations – West Main Street/Huffine Lane to South 19th Avenue with Signalized South 27th Avenue Terminating at West College Street Analysis Time Period Direction Facility Travel Time (sec) Facility Travel Speed (mph) Facility Base Free Flow Speed, FFS (mph) Facility Percent of Base FFS (%) Facility Level of Service Facility Auto Traveler Perception Score Weekday, AM Peak Hour EB 133.37 18.53 38.70 47.87 D 2.58 WB 102.25 24.17 39.07 61.85 C 2.50 Weekday, PM Peak Hour EB 126.44 19.54 38.70 50.49 C 2.58 WB 118.68 20.82 39.07 53.29 C 2.59 EB = Eastbound & WB = Westbound = Substandard Level-of-Service Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Improvement Analysis | 6-17 Table 6-5: Estimated 2036 Total Traffic Weekday AM Peak Hour Unmitigated Versus Mitigated Intersection Operations Comparison Summary Intersection Approach/ Movement South 27th Avenue Terminating at West College Street South 27th Avenue Terminating at Technology Boulevard West South 27th Avenue Terminating at West Kagy Boulevard Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) Huffine Lane (US 191) & Fowler Avenue Signalized Control Intersection C 34.8 0.65 - B 15.3 0.42 - C 32.3 0.64 - B 19.7 0.40 - C 32.3 0.64 - B 19.7 0.40 - EB L B 19.0 0.15 29 B 12.5 0.11 22 B 18.8 0.14 29 B 19.0 0.12 34 B 18.8 0.14 29 B 19.0 0.12 34 EB T D 50.9 0.97 431 B 11.5 0.52 178 D 39.1 0.88 349 B 17.4 0.51 246 D 39.1 0.88 349 B 17.4 0.51 246 EB R D 35.7 0.71 254 B 10.8 0.38 123 D 46.8 0.86 341 B 18.6 0.51 229 D 46.8 0.86 341 B 18.6 0.51 229 WB L C 21.4 0.38 53 C 23.0 0.38 67 C 20.9 0.36 53 C 34.6 0.44 101 C 20.9 0.36 53 C 34.6 0.44 101 WB TR C 29.5 0.59 463 B 10.2 0.34 237 C 27.8 0.53 408 B 15.5 0.33 318 C 27.8 0.53 408 B 15.5 0.33 318 NB L C 20.3 0.53 140 C 24.3 0.48 146 C 25.1 0.67 181 C 24.8 0.44 202 C 25.1 0.67 181 C 24.8 0.44 202 NB LT C 21.0 0.28 86 C 21.3 0.23 111 C 21.3 0.23 111 NB T C 25.1 0.27 106 C 25.4 0.30 116 C 25.4 0.30 116 NB R C 22.6 0.06 20 B 18.8 0.06 15 C 22.6 0.06 20 B 19.3 0.05 18 C 22.6 0.06 20 B 19.3 0.05 18 SB L B 19.7 0.40 126 C 23.9 0.44 133 B 19.5 0.37 117 C 22.7 0.30 138 B 19.5 0.37 117 C 22.7 0.30 138 SB TR C 28.2 0.42 304 C 23.6 0.42 256 C 28.5 0.44 316 C 23.1 0.33 299 C 28.5 0.44 316 C 23.1 0.33 299 West Main Street/ Huffine Lane (US 191) & West College Street/ Gallatin Valley Mall Access Signalized Control Intersection C 34.7 0.53 - C 20.5 0.50 - C 25.1 0.48 - B 17.4 0.47 - C 25.1 0.48 - B 17.4 0.47 - EB L B 14.8 0.04 9 B 13.1 0.04 7 B 15.1 0.04 9 B 14.4 0.04 7 B 15.1 0.04 9 B 14.4 0.04 7 EB T B 17.7 0.40 171 B 11.1 0.36 114 B 18.0 0.41 174 B 12.2 0.39 121 B 18.0 0.41 174 B 12.2 0.39 121 EB R F 76.9 1.06 762 D 38.5 0.95 453 D 47.0 0.95 534 C 28.1 0.89 348 D 47.0 0.95 534 C 28.1 0.89 348 WB L B 12.5 0.21 29 B 16.1 0.25 32 B 12.8 0.21 29 B 17.5 0.26 33 B 12.8 0.21 29 B 17.5 0.26 33 WB TR B 11.8 0.29 254 B 10.9 0.32 202 B 12.1 0.30 258 B 12.0 0.34 216 B 12.1 0.30 258 B 12.0 0.34 216 NB L C 23.2 0.24 91 B 18.1 0.24 66 C 22.0 0.17 63 B 16.2 0.16 43 C 22.0 0.17 63 B 16.2 0.16 43 NB TR C 21.5 0.15 63 B 16.9 0.16 46 C 21.2 0.15 62 B 15.6 0.14 43 C 21.2 0.15 62 B 15.6 0.14 43 SB L C 23.0 0.07 24 B 17.9 0.07 17 C 22.6 0.07 23 B 16.6 0.06 16 C 22.6 0.07 23 B 16.6 0.06 16 SB T C 20.4 0.04 18 B 15.9 0.05 13 C 20.1 0.04 18 B 14.7 0.04 13 C 20.1 0.04 18 B 14.7 0.04 13 SB R C 20.2 0.03 9 B 15.7 0.03 7 B 19.9 0.03 9 B 14.6 0.03 6 B 19.9 0.03 9 B 14.6 0.03 6 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; LT = Left-Through; TR = Through-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Improvement Analysis | 6-18 Table 6-5 (continued): Estimated 2036 Total Traffic Weekday AM Peak Hour Unmitigated Versus Mitigated Intersection Operations Comparison Summary Intersection Approach/ Movement South 27th Avenue Terminating at West College Street South 27th Avenue Terminating at Technology Boulevard West South 27th Avenue Terminating at West Kagy Boulevard Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) South 19th Avenue (U-1201) & West College Street (U-1210) Signalized Control with Uncoordinated Operation Intersection C 21.8 0.52 - B 19.4 0.50 - C 21.8 0.52 - B 19.4 0.50 - C 21.8 0.52 - B 19.4 0.50 - EB L C 27.8 0.45 125 C 28.4 0.47 124 C 27.6 0.44 125 C 28.2 0.47 124 C 27.6 0.44 125 C 28.2 0.47 124 EB T C 23.8 0.62 236 C 24.3 0.65 234 C 23.8 0.62 236 C 24.3 0.65 234 C 23.8 0.62 236 C 24.3 0.65 234 EB R C 22.3 0.48 160 C 23.3 0.56 175 C 22.4 0.48 160 C 23.3 0.56 176 C 22.4 0.48 160 C 23.3 0.56 176 WB L C 32.7 0.33 59 C 33.4 0.36 59 C 33.0 0.36 65 C 33.8 0.39 65 C 33.0 0.36 65 C 33.8 0.39 65 WB T C 21.0 0.33 129 C 21.3 0.35 128 C 20.9 0.32 126 C 21.3 0.34 125 C 20.9 0.32 126 C 21.3 0.34 125 WB R B 13.4 0.13 43 C 20.2 0.20 61 B 13.5 0.13 43 C 20.3 0.20 61 B 13.5 0.13 43 C 20.3 0.20 61 NB L C 34.6 0.59 150 C 33.6 0.59 146 C 34.6 0.59 150 C 33.6 0.59 146 C 34.6 0.59 150 C 33.6 0.59 146 NB TR C 26.3 0.62 519 B 13.5 0.43 358 C 26.2 0.62 518 B 13.5 0.43 358 C 26.2 0.62 518 B 13.5 0.43 358 SB L B 13.8 0.36 66 C 23.8 0.44 115 B 13.8 0.36 66 C 23.7 0.44 115 B 13.8 0.36 66 C 23.7 0.44 115 SB TR B 15.5 0.53 474 B 15.1 0.54 459 B 15.5 0.53 475 B 15.1 0.54 459 B 15.5 0.53 475 B 15.1 0.54 459 South 19th Avenue (U-1201) & West College Street (U-1210) Signalized Control with Coordinated Operation *Unmitigated traffic operations are based on uncoordinated signalized control. Intersection C 21.8 0.52 - B 15.7 0.50 - C 21.8 0.52 - B 15.7 0.50 - C 21.8 0.52 - B 15.7 0.50 - EB L C 27.8 0.45 125 C 24.8 0.43 112 C 27.6 0.44 125 C 24.7 0.43 112 C 27.6 0.44 125 C 24.7 0.43 112 EB T C 23.8 0.62 236 C 21.2 0.61 211 C 23.8 0.62 236 C 21.3 0.61 211 C 23.8 0.62 236 C 21.3 0.61 211 EB R C 22.3 0.48 160 C 20.4 0.52 158 C 22.4 0.48 160 C 20.4 0.52 159 C 22.4 0.48 160 C 20.4 0.52 159 WB L C 32.7 0.33 59 C 29.2 0.31 52 C 33.0 0.36 65 C 29.6 0.34 57 C 33.0 0.36 65 C 29.6 0.34 57 WB T C 21.0 0.33 129 B 18.7 0.33 116 C 20.9 0.32 126 B 18.7 0.32 112 C 20.9 0.32 126 B 18.7 0.32 112 WB R B 13.4 0.13 43 B 17.7 0.19 54 B 13.5 0.13 43 B 17.8 0.19 54 B 13.5 0.13 43 B 17.8 0.19 54 NB L C 34.6 0.59 150 C 25.6 0.58 120 C 34.6 0.59 150 C 25.7 0.58 120 C 34.6 0.59 150 C 25.7 0.58 120 NB TR C 26.3 0.62 519 B 10.1 0.46 259 C 26.2 0.62 518 B 10.0 0.46 259 C 26.2 0.62 518 B 10.0 0.46 259 SB L B 13.8 0.36 66 B 17.2 0.43 81 B 13.8 0.36 66 B 17.2 0.43 81 B 13.8 0.36 66 B 17.2 0.43 81 SB TR B 15.5 0.53 474 B 11.6 0.57 326 B 15.5 0.53 475 B 11.5 0.57 326 B 15.5 0.53 475 B 11.5 0.57 326 South 19th Avenue (U-1201) & West Garfield Street Signalized Control with Uncoordinated Operation *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control B 17.9 0.48 - Two-Way Stop Control B 18.0 0.49 - Two-Way Stop Control C 20.4 0.62 - EB L F Oversaturated C 33.2 0.53 134 F Oversaturated C 33.6 0.53 136 F Oversaturated C 22.3 0.46 77 EB T F Oversaturated C 27.9 0.29 88 F Oversaturated C 28.2 0.29 90 F Oversaturated B 19.7 0.31 49 EB R C 15.3 0.51 72 C 34.4 0.86 226 C 15.3 0.51 72 C 34.8 0.86 229 C 15.3 0.51 73 B 16.4 0.57 124 WB L F Oversaturated C 32.7 0.34 70 F Oversaturated C 33.1 0.34 71 F Oversaturated C 23.9 0.45 63 WB T F Oversaturated C 27.1 0.18 53 F Oversaturated C 27.5 0.18 54 F Oversaturated B 18.8 0.12 17 WB R B 13.0 0.27 27 C 28.8 0.40 108 B 13.0 0.27 27 C 29.1 0.40 110 B 13.2 0.27 28 C 20.6 0.48 67 NB L B 13.1 0.36 41 C 34.8 0.73 217 B 13.2 0.36 41 D 35.6 0.74 221 C 15.5 0.51 73 C 20.6 0.80 127 NB TR A - - A 8.5 0.36 275 A - - - A 8.5 0.36 276 A - - - A 7.4 0.40 186 SB L B 11.1 0.26 26 B 17.0 0.45 125 B 11.1 0.26 26 B 16.9 0.45 125 B 11.3 0.26 27 C 21.8 0.54 116 SB TR A - - - A 9.8 0.48 384 A - - - A 9.8 0.48 390 C 30.2 0.85 568 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; TR = Through-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Improvement Analysis | 6-19 Table 6-5 (continued): Estimated 2036 Total Traffic Weekday AM Peak Hour Unmitigated Versus Mitigated Intersection Operations Comparison Summary Intersection Approach/ Movement South 27th Avenue Terminating at West College Street South 27th Avenue Terminating at Technology Boulevard West South 27th Avenue Terminating at West Kagy Boulevard Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) West Garfield Street & South 27th Avenue All-Way Stop Control *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control C 24.3 - - Two-Way Stop Control D 27.2 - - Intersection would not exist for this scenario EB L A 8.3 0.13 12 C 16.4 0.40 48 A 8.3 0.13 12 B 14.3 0.40 48 EB TR A - - - D 34.9 0.82 198 A - - - E 48.0 0.93 285 WB L A 8.4 0.08 7 B 13.9 0.27 27 A 8.7 0.09 7 B 12.8 0.27 27 WB TR A - - - C 21.0 0.62 104 A - - - C 17.9 0.57 87 NB LTR F 390.9 1.73 567 C 24.5 0.71 141 F 412.3 1.77 580 C 20.3 0.65 115 SB LTR F 771.9 2.51 610 C 20.8 0.63 106 F 100.9 0.86 145 B 13.0 0.34 37 West Garfield Street & South 27th Avenue Roundabout Control *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control B 13.1 - - Two-Way Stop Control B 13.2 - - Intersection would not exist for this scenario EB L A 8.3 0.13 12 A 8.3 0.13 12 EB TR A - - - A - - - EB LTR C 15.7 0.66 128 B 14.8 0.68 140 WB L A 8.4 0.08 7 A 8.7 0.09 7 WB TR A - - - A - - - WB LTR B 11.0 0.47 63 B 11.2 0.48 65 NB LTR F 390.9 1.73 567 B 14.9 0.53 78 F 412.3 1.77 580 B 14.9 0.53 78 SB LTR F 771.9 2.51 610 A 8.6 0.34 38 F 100.9 0.86 145 A 6.2 0.16 15 South 19th Avenue (U-1201) & West Kagy Boulevard (U-1212) Signalized Control with Timing & Phasing Modifications *Unmitigated traffic operations are based on signalized control with typical timing and phase sequencing in the area. Intersection C 20.8 0.41 - B 18.5 0.41 - C 20.8 0.41 - B 18.5 0.41 - C 20.6 0.42 - C 20.1 0.42 - EB L C 26.3 0.32 86 C 27.3 0.37 81 C 26.3 0.32 86 C 27.3 0.37 81 C 25.7 0.38 107 C 30.0 0.45 115 EB T B 19.9 0.18 78 C 20.6 0.22 73 B 19.9 0.18 78 C 20.6 0.22 73 B 19.9 0.18 78 C 23.2 0.22 83 EB R B 19.7 0.16 56 C 20.4 0.18 52 B 19.7 0.16 56 C 20.4 0.18 52 B 19.7 0.16 56 C 22.8 0.18 56 WB L C 27.3 0.55 180 C 28.4 0.63 171 C 27.3 0.55 180 C 28.4 0.63 171 C 27.3 0.55 180 C 32.0 0.66 191 WB T C 20.8 0.28 123 C 21.5 0.34 117 C 20.8 0.28 123 C 21.5 0.34 117 C 20.1 0.21 89 C 23.4 0.25 96 WB R B 12.6 0.33 129 C 23.5 0.56 166 B 12.6 0.33 129 C 23.5 0.56 166 B 13.0 0.38 148 C 27.4 0.66 214 NB L C 28.4 0.52 149 B 14.8 0.36 96 C 28.4 0.52 149 B 14.8 0.36 96 C 27.1 0.42 116 B 15.1 0.29 78 NB T C 24.6 0.30 114 A 9.5 0.17 55 C 24.6 0.30 114 A 9.5 0.17 55 C 25.0 0.34 128 A 9.7 0.18 70 NB R C 28.1 0.63 212 B 10.7 0.35 119 C 28.1 0.63 212 B 10.7 0.35 119 C 28.1 0.63 212 B 10.9 0.36 133 SB L B 17.4 0.66 196 C 28.9 0.75 262 B 17.4 0.66 196 C 28.9 0.75 262 B 17.9 0.68 198 C 32.4 0.78 295 SB TR B 13.8 0.28 249 B 10.7 0.26 196 B 13.8 0.28 249 B 10.7 0.26 196 B 14.4 0.33 289 B 11.2 0.30 249 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; TR = Through-Right; LTR = Left-Through-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Improvement Analysis | 6-20 Table 6-5 (continued): Estimated 2036 Total Traffic Weekday AM Peak Hour Unmitigated Versus Mitigated Intersection Operations Comparison Summary Intersection Approach/ Movement South 27th Avenue Terminating at West College Street South 27th Avenue Terminating at Technology Boulevard West South 27th Avenue Terminating at West Kagy Boulevard Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) South 19th Avenue (U-1201) & Stucky Road Signalized Control with Timing & Phasing Modifications *Unmitigated traffic operations are based on signalized control with typical timing and phase sequencing in the area. Intersection C 23.5 0.56 - C 23.5 0.56 - C 23.5 0.56 - C 23.5 0.56 - C 23.6 0.57 - C 23.6 0.57 - EB L B 10.9 0.28 85 B 10.9 0.28 85 B 10.9 0.28 85 B 10.9 0.28 85 B 10.9 0.28 85 B 10.9 0.28 85 EB R A 9.2 0.07 16 A 9.2 0.07 16 A 9.2 0.07 16 A 9.2 0.07 16 A 9.2 0.07 16 A 9.2 0.07 16 NB L C 24.3 0.31 62 C 24.3 0.31 62 C 24.3 0.31 62 C 24.3 0.31 62 C 24.7 0.32 62 C 24.7 0.32 62 NB T C 34.3 0.87 336 C 34.3 0.87 336 C 34.3 0.87 336 C 34.3 0.87 336 C 34.2 0.87 336 C 34.2 0.87 336 SB T B 18.5 0.44 141 B 18.5 0.44 141 B 18.5 0.44 141 B 18.5 0.44 141 B 18.7 0.45 144 B 18.7 0.45 144 SB R C 20.1 0.50 144 C 20.1 0.50 144 C 20.1 0.50 144 C 20.0 0.50 144 C 20.9 0.54 156 C 20.9 0.54 156 Stucky Road & South 27th Avenue All-Way Stop Control *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control C 21.0 - - Two-Way Stop Control C 21.2 - - Two-Way Stop Control C 22.1 - - EB LTR A 8.0 0.11 9 D 27.5 0.79 187 A 8.0 0.11 9 D 28.2 0.80 195 A 8.1 0.11 10 D 29.3 0.81 200 WB LTR A 7.9 0.04 4 C 17.5 0.61 100 A 7.9 0.05 4 C 17.3 0.60 99 A 7.9 0.05 4 C 19.3 0.66 118 NB LTR F 88.7 1.00 266 C 18.9 0.64 113 F 89.7 1.00 267 C 18.8 0.64 112 F 99.4 1.03 282 C 19.3 0.65 116 SB R F 144.5 1.12 286 C 16.7 0.56 85 F 128.9 1.07 261 C 16.1 0.54 79 F 143.7 1.10 263 C 16.1 0.53 77 Stucky Road & South 27th Avenue All-Way Stop Control with Left Turn Bays on Eastbound & Westbound Approaches *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control C 15.3 - - Two-Way Stop Control C 15.2 - - Two-Way Stop Control C 15.5 - - EB L B 13.5 0.37 42 B 13.4 0.37 42 B 13.5 0.37 42 EB TR C 16.2 0.53 76 C 16.5 0.54 81 C 16.7 0.55 82 EB LTR A 8.0 0.11 9 A 8.0 0.11 9 A 8.1 0.11 10 WB L B 11.6 0.19 17 B 11.5 0.19 17 B 11.6 0.20 19 WB TR B 14.8 0.48 64 B 14.7 0.48 64 C 15.8 0.51 73 WB LTR A 7.9 0.04 4 A 7.9 0.05 4 A 7.9 0.05 4 NB LTR F 88.7 1.00 266 C 16.7 0.58 92 F 89.7 1.00 267 C 16.6 0.58 92 F 99.4 1.03 282 C 16.9 0.59 94 SB LTR F 144.5 1.12 286 C 15.0 0.50 68 F 128.9 1.07 261 B 14.6 0.48 65 F 143.7 1.10 263 B 14.5 0.47 63 Stucky Road & South 27th Avenue Roundabout Control *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control A 9.7 - - Two-Way Stop Control A 9.8 - - Two-Way Stop Control A 9.9 - - EB LTR A 8.0 0.11 9 B 10.1 0.47 65 A 8.0 0.11 9 B 10.2 0.48 65 A 8.1 0.11 10 B 10.1 0.48 65 WB LTR A 7.9 0.04 4 A 9.0 0.36 43 A 7.9 0.05 4 A 9.0 0.36 43 A 7.9 0.05 4 A 9.6 0.40 48 NB LTR F 88.7 1.00 266 B 11.7 0.45 58 F 89.7 1.00 267 B 11.7 0.45 58 F 99.4 1.03 282 B 11.7 0.45 58 SB LTR F 144.5 1.12 286 A 7.6 0.30 30 F 128.9 1.07 261 A 7.4 0.28 30 F 143.7 1.10 263 A 7.5 0.28 28 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; TR = Through-Right; LTR = Left-Through-Right = Substandard Level-of-Service Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Improvement Analysis | 6-21 Table 6-5 (continued): Estimated 2036 Total Traffic Weekday AM Peak Hour Unmitigated Versus Mitigated Intersection Operations Comparison Summary Intersection Approach/ Movement South 27th Avenue Terminating at West College Street South 27th Avenue Terminating at Technology Boulevard West South 27th Avenue Terminating at West Kagy Boulevard Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) Stucky Road & South 27th Avenue Roundabout Control with Westbound Right Turn Lane *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control A 9.2 - - Two-Way Stop Control A 9.2 - - Two-Way Stop Control A 8.9 - - EB LTR A 8.0 0.11 9 B 10.1 0.47 65 A 8.0 0.11 9 B 10.2 0.48 65 A 8.1 0.11 10 A 9.9 0.47 65 WB LT A 6.9 0.22 20 A 6.9 0.22 20 A 7.2 0.25 25 WB R A 6.1 0.15 13 A 6.1 0.15 13 A 6.0 0.15 13 WB LTR A 7.9 0.04 4 A 7.9 0.05 4 A 7.9 0.05 4 NB LTR F 88.7 1.00 266 B 11.7 0.45 58 F 89.7 1.00 267 B 11.7 0.45 58 F 99.4 1.03 282 B 11.4 0.44 58 SB LTR F 144.5 1.12 286 A 7.6 0.30 30 F 128.9 1.07 261 A 7.4 0.28 30 F 143.7 1.10 263 A 6.6 0.25 25 West Kagy Boulevard & South 27th Avenue All-Way Stop Control *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control D 27.2 - - Two-Way Stop Control D 27.5 - - Two-Way Stop Control B 13.4 - - EB L A 8.1 0.10 8 B 14.6 0.34 37 A 8.1 0.10 8 B 14.2 0.34 37 EB T A - - - B 12.0 0.47 62 EB TR A - - - E 44.4 0.89 246 A - - - E 47.5 0.91 264 A - - - C 15.5 0.59 95 WB L A 8.5 0.09 7 B 14.2 0.28 29 A 8.5 0.09 7 B 13.9 0.28 29 A 9.1 0.12 11 B 11.5 0.33 36 WB T A - - - B 12.2 0.44 56 WB TR A - - - C 21.1 0.62 103 A - - - C 20.2 0.60 98 NB LR D 29.9 0.69 128 B 13.6 0.54 82 NB LTR F 145.9 1.16 334 C 22.4 0.67 123 F 134.1 1.12 321 C 21.5 0.65 116 SB LTR F 276.6 1.46 442 C 22.9 0.67 124 F 201.4 1.27 347 C 19.8 0.59 94 West Kagy Boulevard & South 27th Avenue Roundabout Control *Unmitigated traffic operations are based on two way stop control. Intersection Two-Way Stop Control A 8.3 - - Two-Way Stop Control A 8.2 - - Two-Way Stop Control A 6.9 - - EB L A 8.1 0.10 8 A 8.1 0.10 8 EB LT A 8.2 0.32 35 A 8.0 0.32 35 EB T A - - - A 6.6 0.28 30 EB TR A - - - A 8.8 0.36 43 A - - - A 8.6 0.36 43 A - - - A 7.0 0.32 35 WB L A 8.5 0.09 7 A 8.5 0.09 7 A 9.1 0.12 11 WB LT A 6.5 0.21 20 A 6.5 0.21 20 A 5.2 0.16 15 WB T A - - - A 5.4 0.18 15 WB TR A - - - A 6.8 0.23 23 A - - - A 6.8 0.23 23 NB LR D 29.9 0.69 128 A 8.9 0.37 43 NB LTR F 145.9 1.16 334 B 10.3 0.41 50 F 134.1 1.12 321 B 10.3 0.41 50 SB LTR F 276.6 1.46 442 A 8.1 0.34 38 F 201.4 1.27 347 A 7.5 0.30 33 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; LT = Left-Through; LR = Left-Right; TR = Through-Right; LTR = Left-Through-Right = Substandard Level-of-Service Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Improvement Analysis | 6-22 Table 6-5 (continued): Estimated 2036 Total Traffic Weekday AM Peak Hour Unmitigated Versus Mitigated Intersection Operations Comparison Summary Intersection Approach/ Movement South 27th Avenue Terminating at West College Street South 27th Avenue Terminating at Technology Boulevard West South 27th Avenue Terminating at West Kagy Boulevard Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) Fowler Lane & Stucky Road Single-Lane Roundabout Control *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control D 28.4 - - Two-Way Stop Control D 29.7 - - Two-Way Stop Control D 29.7 - - EB LTR F 3906 9.28 1191 C 16.5 0.61 103 F 4351 10.23 1203 C 16.9 0.61 105 F 4351 10.23 1203 C 16.9 0.61 105 WB LTR F Oversaturated C 15.9 0.50 70 F Oversaturated C 15.9 0.50 70 F Oversaturated C 15.9 0.50 70 NB LTR A 8.5 0.09 8 F 55.7 0.98 355 A 8.5 0.09 8 F 59.1 0.99 368 A 8.5 0.09 8 F 59.1 0.99 368 SB LTR A 9.2 0.19 17 B 14.5 0.66 130 A 9.2 0.20 19 B 14.9 0.67 135 A 9.2 0.20 19 B 14.9 0.67 135 Fowler Lane & Stucky Road Multi-Lane Roundabout Control *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control A 9.8 - - Two-Way Stop Control A 9.9 - - Two-Way Stop Control A 9.9 - - EB LT A 9.3 0.36 40 A 9.4 0.36 43 A 9.4 0.36 43 EB TR A 6.4 0.17 15 A 6.5 0.17 15 A 6.5 0.17 15 EB LTR F 3906 9.28 1191 F 4351 10.23 1203 F 4351 10.23 1203 WB LT A 6.9 0.11 10 A 6.9 0.11 10 A 6.9 0.11 10 WB TR A 9.2 0.29 30 A 9.2 0.29 30 A 9.2 0.29 30 WB LTR F Oversaturated F Oversaturated F Oversaturated NB LT B 12.8 0.46 60 B 13.1 0.46 63 B 13.1 0.46 63 NB TR B 14.3 0.52 75 B 14.7 0.52 78 B 14.7 0.52 78 NB LTR A 8.5 0.09 8 A 8.5 0.09 8 A 8.5 0.09 8 SB LT A 7.2 0.31 33 A 7.3 0.32 35 A 7.3 0.32 35 SB TR A 7.7 0.35 40 A 7.8 0.36 40 A 7.8 0.36 40 SB LTR A 9.2 0.19 17 A 9.2 0.20 19 A 9.2 0.20 19 Fowler Lane & Stucky Road Signalized Control *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control B 15.4 0.63 - Two-Way Stop Control B 15.4 0.63 - Two-Way Stop Control B 15.4 0.63 - EB LTR F 3906 9.28 1191 B 18.5 0.71 182 F 4351 10.23 1203 B 18.5 0.71 181 F 4351 10.23 1203 B 18.5 0.71 181 WB LTR F Oversaturated B 13.7 0.34 93 F Oversaturated B 13.7 0.34 93 F Oversaturated B 13.7 0.34 93 NB LTR A 8.5 0.09 8 B 16.3 0.79 237 A 8.5 0.09 8 B 16.3 0.79 236 A 8.5 0.09 8 B 16.3 0.79 236 SB LTR A 9.2 0.19 17 B 13.2 0.53 145 A 9.2 0.20 19 B 13.2 0.53 145 A 9.2 0.20 19 B 13.2 0.53 145 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; LT = Left-Through; TR = Through-Right; LTR = Left-Through-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Improvement Analysis | 6-23 Table 6-5 (continued): Estimated 2036 Total Traffic Weekday AM Peak Hour Unmitigated Versus Mitigated Intersection Operations Comparison Summary Intersection Approach/ Movement South 27th Avenue Terminating at West College Street South 27th Avenue Terminating at Technology Boulevard West South 27th Avenue Terminating at West Kagy Boulevard Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) Fowler Avenue & West Kagy Boulevard All-Way Stop Control *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control E 38.1 - - Two-Way Stop Control E 40.4 - - Two-Way Stop Control E 43.7 - - WB L F 1222 3.30 417 B 13.4 0.38 44 F 1467 3.80 433 B 13.4 0.38 44 F 4292 9.50 497 B 13.4 0.38 44 WB R B 13.5 0.32 35 B 12.9 0.44 56 B 13.5 0.32 35 B 13.0 0.44 56 B 14.0 0.36 41 B 13.6 0.47 62 NB T A - - - C 16.1 0.50 70 A - - - C 16.4 0.50 70 A - - - C 21.7 0.64 110 NB TR A - - - F 63.4 1.00 358 A - - - F 66.1 1.00 360 A - - - F 55.4 0.95 306 SB L B 12.2 0.38 45 C 21.9 0.63 108 B 12.5 0.41 50 C 24.5 0.68 127 B 14.1 0.51 74 F 57.4 0.95 293 SB TR A - - - E 49.3 0.93 282 A - - - F 54.1 0.95 302 A - - - F 56.4 0.96 307 Fowler Avenue & West Kagy Boulevard Roundabout Control *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control A 9.8 - - Two-Way Stop Control B 10.1 - - Two-Way Stop Control B 11.7 - - WB L F 1222 3.30 417 A 7.1 0.20 20 F 1467 3.80 433 A 7.1 0.20 20 F 4292 9.50 497 A 7.9 0.22 23 WB R B 13.5 0.32 35 A 7.6 0.26 25 B 13.5 0.32 35 A 7.6 0.26 25 B 14.0 0.36 41 A 9.0 0.32 35 NB T A - - - B 10.7 0.47 63 A - - - B 11.1 0.48 65 A - - - B 13.9 0.54 83 NB TR A - - - B 12.0 0.53 78 A - - - B 12.5 0.54 83 A - - - C 16.1 0.61 105 SB L B 12.2 0.38 45 A 7.3 0.33 35 B 12.5 0.41 50 A 7.7 0.35 40 B 14.1 0.51 74 A 9.8 0.48 68 SB TR A - - - B 10.4 0.51 75 A - - - B 10.7 0.53 80 A - - - B 10.5 0.52 78 Fowler Avenue & West Kagy Boulevard Signalized Control *Unmitigated traffic operations are based on two-way stop control. Intersection Intersection did not satisfy minimum warrant criteria for installation of a traffic signal under this scenario. Intersection did not satisfy minimum warrant criteria for installation of a traffic signal under this scenario. Two-Way Stop Control B 14.9 0.50 - WB L F 4292 9.50 497 C 33.2 0.57 124 WB R B 14.0 0.36 41 C 35.0 0.73 137 NB T A - - - NB TR A - - - A 4.8 0.32 171 SB L B 14.1 0.51 74 C 29.1 0.86 318 SB T A - - - A 5.1 0.38 113 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; TR = Through-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Improvement Analysis | 6-24 Table 6-5 (continued): Estimated 2036 Total Traffic Weekday AM Peak Hour Unmitigated Versus Mitigated Intersection Operations Comparison Summary Intersection Approach/ Movement South 27th Avenue Terminating at West College Street South 27th Avenue Terminating at Technology Boulevard West South 27th Avenue Terminating at West Kagy Boulevard Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) Fowler Avenue & West Garfield Street Roundabout Control – Single-Lanes EB & WB and Multi-Lane NB & SB *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control C 19.1 - - Two-Way Stop Control C 23.8 - - Two-Way Stop Control C 23.4 - - EB LTR F Oversaturated D 31.5 0.86 253 F Oversaturated E 44.8 0.93 315 F Oversaturated E 44.8 0.93 315 WB LTR F Oversaturated C 16.5 0.58 93 F Oversaturated C 16.5 0.58 93 F Oversaturated C 16.1 0.56 88 NB L A 9.1 0.19 18 A 9.2 0.20 19 A 9.5 0.21 20 NB LT B 14.9 0.57 93 C 17.7 0.62 108 C 17.1 0.65 120 NB TR A - - - C 17.6 0.65 120 A - - - C 21.5 0.70 143 A - - - C 21.1 0.73 160 SB L A 9.1 0.09 8 A 9.4 0.17 15 A 9.7 0.13 11 SB LT B 11.0 0.40 48 B 12.7 0.48 65 B 12.7 0.48 65 SB TR A - - - B 12.0 0.45 58 A - - - B 14.4 0.55 83 A - - - B 14.4 0.55 83 Fowler Avenue & West Garfield Street Full Multi-Lane Roundabout Control *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control B 11.0 - - Two-Way Stop Control B 12.3 - - Two-Way Stop Control B 12.5 - - EB LT B 10.9 0.42 53 B 12.5 0.45 60 B 12.5 0.45 60 EB TR B 11.4 0.46 60 B 13.1 0.49 70 B 13.1 0.49 70 EB LTR F Oversaturated F Oversaturated F Oversaturated WB LT A 9.9 0.28 30 A 9.9 0.28 30 A 10.0 0.28 28 WB TR A 10.0 0.31 33 A 10.0 0.31 33 B 10.0 0.30 33 WB LTR F Oversaturated F Oversaturated F Oversaturated NB L A 9.1 0.19 18 A 9.2 0.20 19 A 9.5 0.21 20 NB LT B 11.9 0.51 73 B 13.4 0.54 83 B 13.5 0.58 95 NB TR A - - - B 13.0 0.56 88 A - - - B 14.6 0.59 100 A - - - C 15.2 0.64 118 SB L A 9.1 0.09 8 A 9.4 0.17 15 A 9.7 0.13 11 SB LT A 9.1 0.35 40 B 10.4 0.43 53 B 10.5 0.43 55 SB TR A - - - A 9.5 0.39 45 A - - - B 11.0 0.47 63 A - - - B 11.1 0.47 63 Fowler Avenue & West Garfield Street Signalized Control *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control B 15.0 0.43 - Two-Way Stop Control B 15.7 0.44 - Two-Way Stop Control B 16.8 0.46 - EB L B 18.2 0.42 96 B 19.0 0.42 102 C 21.1 0.43 117 EB TR B 15.5 0.61 158 B 16.2 0.61 165 B 18.5 0.62 186 EB LTR F Oversaturated F Oversaturated F Oversaturated WB L C 23.2 0.45 79 C 24.3 0.46 84 C 27.6 0.48 97 WB TR B 13.4 0.31 77 B 14.0 0.31 82 B 15.7 0.29 90 WB LTR F Oversaturated F Oversaturated F Oversaturated NB L A 9.1 0.19 18 B 18.6 0.53 113 A 9.2 0.20 19 B 19.4 0.54 119 A 9.5 0.21 20 C 21.1 0.57 134 NB TR A - - - B 12.8 0.42 221 A - - - B 12.9 0.41 228 A - - - B 13.8 0.47 295 SB L A 9.1 0.09 8 B 17.3 0.26 43 A 9.4 0.17 15 B 19.7 0.47 93 A 9.7 0.13 11 C 20.6 0.36 68 SB TR A - - - B 12.2 0.32 167 A - - - B 12.4 0.34 187 A - - - B 12.9 0.35 233 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; LT = Left-Through; TR = Through-Right; LTR = Left-Through-Right = Substandard Level-of-Service Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Improvement Analysis | 6-25 Table 6-6: Estimated 2036 Total Traffic Weekday PM Peak Hour Unmitigated Versus Mitigated Intersection Operations Comparison Summary Intersection Approach/ Movement South 27th Avenue Terminating at West College Street South 27th Avenue Terminating at Technology Boulevard West South 27th Avenue Terminating at West Kagy Boulevard Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) Huffine Lane (US 191) & Fowler Avenue Signalized Control Intersection C 29.0 0.63 - C 20.6 0.56 - D 53.9 0.66 - C 22.1 0.56 - D 53.9 0.66 - C 22.1 0.56 - EB L D 45.9 0.49 93 D 38.0 0.44 80 C 33.2 0.37 74 D 38.9 0.43 80 C 33.2 0.37 74 D 38.9 0.43 80 EB T C 21.5 0.61 254 B 13.1 0.48 187 C 20.4 0.54 225 B 16.5 0.49 194 C 20.4 0.54 225 B 16.5 0.49 194 EB R B 17.7 0.28 110 B 11.0 0.22 78 B 19.2 0.38 149 B 15.6 0.35 130 B 19.2 0.38 149 B 15.6 0.35 130 WB L B 14.7 0.21 25 B 19.7 0.20 38 B 14.2 0.20 25 C 24.2 0.22 43 B 14.2 0.20 25 C 24.2 0.22 43 WB TR C 24.1 0.78 796 C 20.4 0.74 702 B 19.8 0.66 622 C 23.6 0.73 659 B 19.8 0.66 622 C 23.6 0.73 659 NB L E 74.9 0.99 450 C 32.3 0.73 284 F 238.5 1.43 1173 C 34.6 0.84 395 F 238.5 1.43 1173 C 34.6 0.84 395 NB LT C 26.8 0.58 222 C 21.6 0.52 216 C 21.6 0.52 216 NB T C 24.6 0.52 220 C 25.7 0.57 244 C 25.7 0.57 244 NB R B 20.0 0.22 78 C 21.1 0.23 74 B 20.0 0.22 78 B 16.9 0.19 64 B 20.0 0.22 78 B 16.9 0.19 64 SB L D 37.6 0.52 145 C 22.1 0.28 104 D 38.7 0.50 134 B 17.4 0.21 79 D 38.7 0.50 134 B 17.4 0.21 79 SB TR C 20.1 0.23 181 C 21.7 0.25 181 C 20.2 0.24 192 B 17.5 0.22 167 C 20.2 0.24 192 B 17.5 0.22 167 West Main Street/ Huffine Lane (US 191) & West College Street/ Gallatin Valley Mall Access Signalized Control Intersection C 23.7 0.55 - C 22.8 0.54 - C 23.2 0.52 - C 21.8 0.50 - C 23.2 0.52 - C 21.8 0.50 - EB L C 20.7 0.26 35 B 15.1 0.19 26 C 20.7 0.26 35 B 15.1 0.19 26 C 20.7 0.26 35 B 15.1 0.19 26 EB T B 19.3 0.47 198 B 13.0 0.39 152 B 19.4 0.48 203 B 13.1 0.40 155 B 19.4 0.48 203 B 13.1 0.40 155 EB R C 21.1 0.61 238 B 14.1 0.51 181 B 19.7 0.49 188 B 13.2 0.41 144 B 19.7 0.49 188 B 13.2 0.41 144 WB L C 27.1 0.27 47 B 19.0 0.22 36 C 27.2 0.26 47 B 18.9 0.21 36 C 27.2 0.26 47 B 18.9 0.21 36 WB TR C 30.4 0.80 644 C 24.1 0.71 538 C 30.5 0.80 645 C 24.1 0.71 538 C 30.5 0.80 645 C 24.1 0.71 538 NB L C 22.1 0.49 182 C 29.2 0.62 197 B 19.1 0.30 112 C 24.6 0.39 121 B 19.1 0.30 112 C 24.6 0.39 121 NB TR B 16.9 0.30 142 C 22.5 0.41 158 B 16.3 0.26 124 C 22.3 0.40 154 B 16.3 0.26 124 C 22.3 0.40 154 SB L C 31.4 0.63 239 D 48.7 0.80 262 C 28.8 0.59 229 D 47.5 0.79 259 C 28.8 0.59 229 D 47.5 0.79 259 SB T B 15.1 0.14 67 B 19.4 0.17 68 B 15.1 0.14 67 B 19.4 0.17 68 B 15.1 0.14 67 B 19.4 0.17 68 SB R B 12.3 0.11 42 B 15.2 0.13 46 B 12.2 0.11 42 B 15.2 0.13 46 B 12.2 0.11 42 B 15.2 0.13 46 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; LT = Left-Through; TR = Through-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Improvement Analysis | 6-26 Table 6-6 (continued): Estimated 2036 Total Traffic Weekday PM Peak Hour Unmitigated Versus Mitigated Intersection Operations Comparison Summary Intersection Approach/ Movement South 27th Avenue Terminating at West College Street South 27th Avenue Terminating at Technology Boulevard West South 27th Avenue Terminating at West Kagy Boulevard Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) South 19th Avenue (U-1201) & West College Street (U-1210) Signalized Control with Uncoordinated Operation Intersection C 28.1 0.63 - C 27.1 0.63 - C 28.1 0.63 - C 27.1 0.63 - C 28.1 0.63 - C 27.1 0.63 - EB L D 36.2 0.51 114 D 35.9 0.52 111 D 35.6 0.49 113 D 35.2 0.50 110 D 35.6 0.49 113 D 35.2 0.50 110 EB T C 25.1 0.46 182 C 24.7 0.47 179 C 25.1 0.46 183 C 24.6 0.47 178 C 25.1 0.46 182 C 24.6 0.47 178 EB R B 15.3 0.43 168 B 15.2 0.43 164 B 15.3 0.43 168 B 15.1 0.43 164 B 15.3 0.43 168 B 15.1 0.43 164 WB L C 34.5 0.49 112 C 34.0 0.50 108 D 35.1 0.54 122 C 34.5 0.54 119 D 35.1 0.54 122 C 34.5 0.54 119 WB T C 26.0 0.55 215 C 25.7 0.56 212 C 25.8 0.53 208 C 25.4 0.55 204 C 25.8 0.53 208 C 25.4 0.55 204 WB R C 24.1 0.35 125 C 23.7 0.36 122 C 24.1 0.35 125 C 23.6 0.36 122 C 24.1 0.35 125 C 23.6 0.36 122 NB L D 41.4 0.91 278 D 37.0 0.91 256 D 41.4 0.91 279 D 37.0 0.91 256 D 41.4 0.91 279 D 37.0 0.91 256 NB TR B 14.6 0.53 497 B 14.2 0.52 480 B 14.6 0.53 497 B 14.1 0.52 477 B 14.6 0.53 497 B 14.1 0.52 477 SB L C 28.1 0.39 93 C 27.2 0.39 90 C 28.1 0.39 93 C 27.1 0.39 89 C 28.1 0.39 93 C 27.1 0.39 89 SB TR D 40.8 0.85 846 D 39.8 0.85 820 D 40.7 0.85 849 D 39.6 0.85 821 D 40.7 0.85 849 D 39.6 0.85 821 South 19th Avenue (U-1201) & West College Street (U-1210) Signalized Control with Coordinated Operation *Unmitigated traffic operations are based on uncoordinated signalized control. Intersection C 28.1 0.63 - C 23.9 0.63 - C 28.1 0.63 - C 23.9 0.63 - C 28.1 0.63 - C 23.9 0.63 - EB L D 36.2 0.51 114 C 34.0 0.51 105 D 35.6 0.49 113 C 33.5 0.49 104 D 35.6 0.49 113 C 33.5 0.49 104 EB T C 25.1 0.46 182 C 23.5 0.47 171 C 25.1 0.46 183 C 23.5 0.47 171 C 25.1 0.46 182 C 23.5 0.47 171 EB R B 15.3 0.43 168 B 14.7 0.43 158 B 15.3 0.43 168 B 14.7 0.43 157 B 15.3 0.43 168 B 14.7 0.43 157 WB L C 34.5 0.49 112 C 32.3 0.49 102 D 35.1 0.54 122 C 32.9 0.53 113 D 35.1 0.54 122 C 32.9 0.53 113 WB T C 26.0 0.55 215 C 24.4 0.56 202 C 25.8 0.53 208 C 24.2 0.54 195 C 25.8 0.53 208 C 24.2 0.54 195 WB R C 24.1 0.35 125 C 22.5 0.36 117 C 24.1 0.35 125 C 22.5 0.36 117 C 24.1 0.35 125 C 22.5 0.36 117 NB L D 41.4 0.91 278 D 36.5 0.92 236 D 41.4 0.91 279 D 36.5 0.91 236 D 41.4 0.91 279 D 36.5 0.91 236 NB TR B 14.6 0.53 497 A 8.6 0.53 291 B 14.6 0.53 497 A 8.6 0.53 290 B 14.6 0.53 497 A 8.6 0.53 290 SB L C 28.1 0.39 93 C 22.2 0.38 71 C 28.1 0.39 93 C 22.2 0.38 71 C 28.1 0.39 93 C 22.2 0.38 71 SB TR D 40.8 0.85 846 D 35.3 0.86 697 D 40.7 0.85 849 D 35.2 0.86 700 D 40.7 0.85 849 D 35.2 0.86 700 South 19th Avenue (U-1201) & West Garfield Street Signalized Control with Uncoordinated Operation *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control C 24.6 0.64 - Two-Way Stop Control C 25.9 0.65 - Two-Way Stop Control D 35.3 0.70 - EB L F Oversaturated C 32.8 0.49 114 F Oversaturated C 32.8 0.49 114 F Oversaturated D 48.7 0.55 133 EB T F Oversaturated C 24.9 0.13 42 F Oversaturated C 24.9 0.13 42 F Oversaturated D 43.6 0.23 63 EB R B 11.5 0.35 39 B 16.8 0.37 134 B 11.7 0.36 40 B 16.8 0.37 135 B 11.7 0.36 40 C 30.5 0.48 206 WB L F Oversaturated D 35.2 0.66 176 F Oversaturated D 35.2 0.66 176 F Oversaturated D 47.6 0.79 308 WB T F Oversaturated C 26.0 0.29 96 F Oversaturated C 26.1 0.29 96 F Oversaturated C 29.1 0.08 39 WB R D 28.3 0.68 127 C 31.4 0.66 193 D 28.3 0.68 127 C 31.4 0.66 193 D 28.5 0.69 127 D 35.1 0.57 231 NB L B 13.4 0.44 57 C 20.6 0.73 151 B 14.1 0.46 62 C 23.1 0.75 163 C 16.2 0.57 91 D 46.2 0.91 444 NB TR A - - - B 12.8 0.59 508 A - - - B 12.8 0.59 508 A - - - B 16.5 0.60 703 SB L B 14.5 0.29 30 D 35.7 0.61 149 B 14.5 0.29 30 D 35.7 0.61 149 B 14.8 0.30 31 D 49.0 0.68 195 SB TR A - - - C 34.7 0.81 770 A - - - D 38.1 0.86 841 A - - - D 46.7 0.86 1083 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; TR = Through-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Improvement Analysis | 6-27 Table 6-6 (continued): Estimated 2036 Total Traffic Weekday PM Peak Hour Unmitigated Versus Mitigated Intersection Operations Comparison Summary Intersection Approach/ Movement South 27th Avenue Terminating at West College Street South 27th Avenue Terminating at Technology Boulevard West South 27th Avenue Terminating at West Kagy Boulevard Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) West Garfield Street & South 27th Avenue All-Way Stop Control *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control F 69.2 - - Two-Way Stop Control F 64.7 - - Intersection would not exist for this scenario EB L A 8.6 0.09 7 C 16.1 0.27 27 A 8.7 0.09 7 B 14.5 0.27 27 EB TR A - - - F 78.8 1.00 308 A - - - F 112.0 1.00 342 WB L A 8.8 0.17 16 C 24.1 0.55 80 A 9.3 0.20 19 C 21.2 0.53 75 WB TR A - - - F 118.1 1.00 325 A - - - F 89.8 1.00 332 NB LTR F 1885 4.88 813 E 36.8 0.77 161 F 1555 4.19 785 D 28.3 0.70 133 SB LTR F 1393 3.90 989 F 63.4 0.95 276 F 957.8 2.90 625 C 24.3 0.63 105 West Garfield Street & South 27th Avenue Roundabout Control *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control C 18.9 - - Two-Way Stop Control C 19.0 - - Intersection would not exist for this scenario EB L A 8.6 0.09 7 A 8.7 0.09 7 EB TR A - - - A - - - EB LTR C 19.0 0.69 140 C 20.2 0.74 173 WB L A 8.8 0.17 16 A 9.3 0.20 19 WB TR A - - - A - - - WB LTR C 20.5 0.77 188 C 23.0 0.80 215 NB LTR F 1885 4.88 813 B 11.7 0.44 55 F 1555 4.19 785 B 11.7 0.44 55 SB LTR F 1393 3.90 989 C 21.7 0.68 128 F 957.8 2.90 625 B 14.2 0.46 60 South 19th Avenue (U-1201) & West Kagy Boulevard (U-1212) Signalized Control with Timing & Phasing Modifications *Unmitigated traffic operations are based on signalized control with typical timing and phase sequencing in the area. Intersection C 34.8 0.58 - C 27.2 0.59 - C 34.9 0.59 - C 27.2 0.60 - D 36.8 0.64 - C 29.1 0.64 - EB L D 38.3 0.68 166 C 21.9 0.54 162 D 38.3 0.68 166 C 21.6 0.55 160 D 43.8 0.76 220 C 25.4 0.61 199 EB T D 36.7 0.48 230 C 30.8 0.60 181 D 36.7 0.48 230 C 30.5 0.59 179 D 36.9 0.48 230 C 32.5 0.59 191 EB R D 36.3 0.44 185 C 23.5 0.37 124 D 36.3 0.44 185 C 23.2 0.37 123 D 36.4 0.44 186 C 26.3 0.39 134 WB L D 36.9 0.81 319 C 29.3 0.80 246 D 36.9 0.81 319 C 29.8 0.80 248 D 37.3 0.81 321 C 31.6 0.81 263 WB T C 26.5 0.23 135 C 26.7 0.33 117 C 26.5 0.23 135 C 26.6 0.34 116 C 25.4 0.12 67 C 26.0 0.16 58 WB R B 16.5 0.44 233 B 19.3 0.57 213 B 16.5 0.44 233 B 19.3 0.57 212 B 17.7 0.52 280 B 20.0 0.65 266 NB L C 28.9 0.30 119 C 22.3 0.31 85 C 28.9 0.31 119 C 22.1 0.31 84 C 29.0 0.18 56 C 24.1 0.18 43 NB T D 39.6 0.46 193 C 29.5 0.49 144 D 39.6 0.46 193 C 29.2 0.48 143 D 40.4 0.54 224 C 32.0 0.57 177 NB R D 46.8 0.88 337 C 33.9 0.83 223 D 46.8 0.88 337 C 33.6 0.82 221 D 46.6 0.87 336 D 35.9 0.83 236 SB L D 35.9 0.82 345 C 29.9 0.82 266 D 35.9 0.82 345 C 29.7 0.82 264 D 39.8 0.85 357 C 30.5 0.82 274 SB TR D 35.5 0.46 476 C 27.4 0.47 361 D 36.1 0.48 502 C 27.8 050 379 D 39.0 0.62 668 C 30.0 0.61 522 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; TR = Through-Right; LTR = Left-Through-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Improvement Analysis | 6-28 Table 6-6 (continued): Estimated 2036 Total Traffic Weekday PM Peak Hour Unmitigated Versus Mitigated Intersection Operations Comparison Summary Intersection Approach/ Movement South 27th Avenue Terminating at West College Street South 27th Avenue Terminating at Technology Boulevard West South 27th Avenue Terminating at West Kagy Boulevard Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) South 19th Avenue (U-1201) & Stucky Road Signalized Control with Timing & Phasing Modifications *Unmitigated traffic operations are based on signalized control with typical timing and phase sequencing in the area. Intersection C 20.8 0.58 - C 20.8 0.58 - C 20.8 0.58 - C 20.3 0.58 - C 21.0 0.58 - C 20.4 0.59 - EB L C 25.4 0.70 275 C 25.4 0.70 275 C 25.9 0.70 278 C 26.1 0.72 272 C 27.9 0.72 293 C 28.2 0.74 288 EB R B 15.6 0.13 41 B 15.6 0.13 41 B 15.8 0.13 41 B 15.5 0.14 39 B 16.8 0.14 43 B 16.5 0.14 42 NB L C 34.8 0.43 86 C 34.8 0.43 86 D 35.1 0.43 86 C 33.1 0.42 81 D 35.9 0.44 89 C 33.9 0.43 84 NB T B 15.6 0.48 189 B 15.6 0.48 189 B 15.5 0.47 189 B 14.7 0.47 179 B 15.0 0.46 188 B 14.2 0.46 178 SB T C 21.7 0.73 326 C 21..7 0.73 326 C 21.6 0.73 329 C 20.7 0.73 313 C 21.2 0.73 340 C 20.3 0.73 322 SB R B 13.2 0.28 94 B 13.2 0.27 93 B 13.2 0.29 98 B 12.6 0.28 92 B 13.8 0.36 130 B 13.1 0.36 123 Stucky Road & South 27th Avenue All-Way Stop Control *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control F 88.5 - - Two-Way Stop Control F 91.0 - - Two-Way Stop Control F 140.0 - - EB LTR A 8.6 0.09 8 D 30.0 0.76 158 A 8.6 0.10 8 D 30.9 0.77 166 A 8.8 0.10 8 E 46.4 0.89 239 WB LTR A 8.0 0.12 10 F 174.3 1.00 382 A 8.0 0.12 10 F 180.9 1.00 386 A 8.3 0.14 12 F 282.0 1.00 408 NB LTR F 749.5 2.45 556 C 23.3 0.63 106 F 785.5 2.53 564 C 23.1 0.63 105 F 1274 3.55 640 C 24.7 0.65 112 SB R F 580.6 2.16 765 E 42.3 0.87 227 F 589.6 2.17 739 E 38.0 0.84 205 F 944.7 2.92 822 E 38.3 0.83 200 Stucky Road & South 27th Avenue All-Way Stop Control with Left Turn Bays on Eastbound & Westbound Approaches *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control D 33.7 - - Two-Way Stop Control D 33.5 - - Two-Way Stop Control F 51.0 - - EB L B 15.0 0.30 31 B 14.9 0.30 31 C 15.0 0.30 31 EB TR C 18.3 0.51 71 C 18.8 0.53 77 C 24.6 0.66 118 EB LTR A 8.6 0.09 8 A 8.6 0.10 8 A 8.8 0.10 8 WB L C 16.0 0.39 45 C 16.2 0.40 47 C 17.7 0.44 54 WB TR F 58.7 0.96 300 F 60.2 0.97 307 F 111.0 1.00 352 WB LTR A 8.0 0.12 10 A 8.0 0.12 10 A 8.3 0.14 12 NB LTR F 749.5 2.45 556 C 20.3 0.58 92 F 785.5 2.53 564 C 20.3 0.58 91 F 1274 3.55 640 C 21.5 0.60 95 SB LTR F 580.6 2.16 765 D 33.8 0.82 199 F 589.6 2.17 739 D 31.0 0.79 180 F 944.7 2.92 822 D 31.2 0.77 171 Stucky Road & South 27th Avenue Roundabout Control *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control C 15.3 - - Two-Way Stop Control C 15.5 - - Two-Way Stop Control C 19.7 - - EB LTR A 8.6 0.09 8 B 10.6 0.43 55 A 8.6 0.10 8 B 10.8 0.44 58 A 8.8 0.10 8 B 12.6 0.52 78 WB LTR A 8.0 0.12 10 C 19.1 0.74 168 A 8.0 0.12 10 C 19.9 0.75 178 A 8.3 0.14 12 D 27.8 0.85 258 NB LTR F 749.5 2.45 556 A 8.5 0.32 35 F 785.5 2.53 564 A 8.5 0.32 35 F 1274 3.55 640 A 9.0 0.34 38 SB LTR F 580.6 2.16 765 C 17.4 0.61 105 F 589.6 2.17 739 C 16.8 0.59 98 F 944.7 2.92 822 C 18.9 0.62 105 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; TR = Through-Right; LTR = Left-Through-Right = Substandard Level-of-Service Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Improvement Analysis | 6-29 Table 6-6 (continued): Estimated 2036 Total Traffic Weekday PM Peak Hour Unmitigated Versus Mitigated Intersection Operations Comparison Summary Intersection Approach/ Movement South 27th Avenue Terminating at West College Street South 27th Avenue Terminating at Technology Boulevard West South 27th Avenue Terminating at West Kagy Boulevard Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) Stucky Road & South 27th Avenue Roundabout Control with Westbound Right Turn Lane *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control B 11.7 - - Two-Way Stop Control B 11.7 - - Two-Way Stop Control B 12.1 - - EB LTR A 8.6 0.09 8 B 10.6 0.43 55 A 8.6 0.10 8 B 10.8 0.44 58 A 8.8 0.10 8 B 12.6 0.52 78 WB LT B 11.5 0.52 75 B 11.8 0.53 80 B 14.6 0.63 115 WB R A 6.7 0.22 20 A 6.7 0.22 20 A 6.7 0.22 20 WB LTR A 8.0 0.12 10 A 8.0 0.12 10 A 8.3 0.14 12 NB LTR F 749.5 2.45 556 A 8.5 0.32 35 F 785.5 2.53 564 A 8.5 0.32 35 F 1274 3.55 640 A 9.0 0.34 38 SB LTR F 580.6 2.16 765 C 17.4 0.61 105 F 589.6 2.17 739 C 16.8 0.59 98 F 944.7 2.92 822 B 12.9 0.51 73 West Kagy Boulevard & South 27th Avenue All-Way Stop Control *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control F 86.6 - - Two-Way Stop Control F 81.2 - - Two-Way Stop Control C 19.6 - - EB L A 8.8 0.13 11 C 20.1 0.41 48 A 8.8 0.13 11 C 19.5 0.40 46 EB T A - - - B 13.6 0.45 57 EB TR A - - - F 87.5 1.00 302 A - - - F 87.7 1.00 308 A - - - C 19.8 0.65 114 WB L A 8.6 0.14 12 C 21.6 0.46 58 A 8.6 0.14 12 C 21.4 0.46 59 A 9.4 0.19 18 B 14.6 0.44 54 WB T A - - - C 24.7 0.73 149 WB TR A - - - F 156.7 1.00 333 A - - - F 150.9 1.00 335 NB LR F 170.0 1.24 428 C 20.1 0.67 124 NB LTR F 1087 3.24 894 F 68.4 0.96 277 F 921.5 2.88 854 F 62.5 0.94 265 SB LTR F 1249 3.58 925 F 68.9 0.97 278 F 1272 3.62 861 F 52.4 0.89 226 West Kagy Boulevard & South 27th Avenue Roundabout Control *Unmitigated traffic operations are based on two way stop control. Intersection Two-Way Stop Control B 10.7 - - Two-Way Stop Control B 10.6 - - Two-Way Stop Control A 8.0 - - EB L A 8.8 0.13 11 A 8.8 0.13 11 EB LT A 8.9 0.33 38 A 8.8 0.33 38 EB T A - - - A 7.1 0.29 30 EB TR A - - - A 9.6 0.38 45 A - - - A 9.5 0.38 45 A - - - A 7.5 0.33 35 WB L A 8.6 0.14 12 A 8.6 0.14 12 A 9.4 0.19 18 WB LT A 9.5 0.38 45 A 9.6 0.39 48 A 7.0 0.30 30 WB T A - - - A 7.6 0.33 38 WB TR A - - - B 10.4 0.43 55 A - - - B 10.5 0.44 55 NB LR F 170.0 1.24 428 B 10.1 0.45 58 NB LTR F 1087 3.24 894 B 11.9 0.49 70 F 921.5 2.88 854 B 11.9 0.49 70 SB LTR F 1249 3.58 925 B 13.0 0.52 75 F 1272 3.62 861 B 12.2 0.48 68 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; LT = Left-Through; LR = Left-Right; TR = Through-Right; LTR = Left-Through-Right = Substandard Level-of-Service Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Improvement Analysis | 6-30 Table 6-6 (continued): Estimated 2036 Total Traffic Weekday PM Peak Hour Unmitigated Versus Mitigated Intersection Operations Comparison Summary Intersection Approach/ Movement South 27th Avenue Terminating at West College Street South 27th Avenue Terminating at Technology Boulevard West South 27th Avenue Terminating at West Kagy Boulevard Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) Fowler Lane & Stucky Road Single-Lane Roundabout Control *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control F 87.7 - - Two-Way Stop Control F 87.7 - - Two-Way Stop Control F 108.8 - - EB LTR F Oversaturated C 22.2 0.63 108 F Oversaturated C 22.2 0.63 108 F Oversaturated D 26.7 0.68 125 WB LTR F 3404 8.32 1775 F 80.4 1.06 438 F 3870 9.33 1799 F 80.4 1.06 438 F 17333 38.50 1949 F 80.4 1.06 438 NB LTR B 10.0 0.16 14 C 19.7 0.71 150 B 10.0 0.16 14 C 19.7 0.71 150 B 10.1 0.16 14 C 23.3 0.75 173 SB LTR A 8.6 0.14 12 F 151.1 1.27 878 A 8.6 0.15 13 F 151.1 1.27 878 A 8.8 0.20 19 F 194.2 1.37 1085 Fowler Lane & Stucky Road Multi-Lane Roundabout Control *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control B 12.8 - - Two-Way Stop Control B 12.8 - - Two-Way Stop Control B 14.1 - - EB LT B 10.5 0.32 35 B 10.5 0.32 35 B 11.4 0.34 38 EB TR A 7.9 0.18 15 A 7.9 0.18 15 A 8.5 0.19 18 EB LTR F Oversaturated F Oversaturated F Oversaturated WB LT B 10.3 0.38 45 B 10.3 0.38 45 B 10.3 0.38 45 WB TR B 12.8 0.51 73 B 12.8 0.51 73 B 12.8 0.51 73 WB LTR F 3404 8.32 1775 F 3870 9.33 1799 F 17333 38.50 1949 NB LT A 9.1 0.33 38 A 9.1 0.33 38 A 9.9 0.35 40 NB TR A 9.8 0.38 45 A 9.8 0.38 45 B 10.7 0.40 48 NB LTR B 10.0 0.16 14 B 10.0 0.16 14 B 10.1 0.16 14 SB LT B 14.8 0.60 100 B 14.8 0.60 100 C 16.5 0.65 120 SB TR C 17.6 0.67 133 C 17.6 0.67 133 C 20.3 0.73 160 SB LTR A 8.6 0.14 12 A 8.6 0.15 13 A 8.8 0.20 19 Fowler Lane & Stucky Road Signalized Control *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control C 26.1 0.81 - Two-Way Stop Control C 25.3 0.81 - Two-Way Stop Control C 24.1 0.82 - EB LTR F Oversaturated C 28.5 0.74 219 F Oversaturated C 27.7 0.74 213 F Oversaturated C 25.6 0.73 201 WB LTR F 3404 8.32 1775 C 22.7 0.71 258 F 3870 9.33 1799 C 22.3 0.71 253 F 17333 38.50 1949 C 21.3 0.71 241 NB LTR B 10.0 0.16 14 C 33.0 0.87 381 B 10.0 0.16 14 C 31.1 0.86 362 B 10.1 0.16 14 C 25.9 0.83 314 SB LTR A 8.6 0.14 12 C 23.5 0.86 420 A 8.6 0.15 13 C 23.3 0.87 413 A 8.8 0.20 19 C 24.3 0.90 419 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; LT = Left-Through; TR = Through-Right; LTR = Left-Through-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Improvement Analysis | 6-31 Table 6-6 (continued): Estimated 2036 Total Traffic Weekday PM Peak Hour Unmitigated Versus Mitigated Intersection Operations Comparison Summary Intersection Approach/ Movement South 27th Avenue Terminating at West College Street South 27th Avenue Terminating at Technology Boulevard West South 27th Avenue Terminating at West Kagy Boulevard Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) Fowler Avenue & West Kagy Boulevard All-Way Stop Control *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control F 104.3 - - Two-Way Stop Control F 108.0 - - Two-Way Stop Control F 122.2 - - WB L F 3629 8.55 856 C 19.5 0.57 88 F 4035 9.40 864 C 19.5 0.57 88 F 10734 23.50 916 C 19.5 0.57 88 WB R C 19.8 0.59 97 C 19.5 0.62 106 C 19.8 0.59 97 C 19.5 0.62 106 C 19.8 0.59 97 C 19.5 0.62 106 NB T A - - - D 26.5 0.69 133 A - - - D 26.6 0.70 134 A - - - E 41.8 0.85 213 NB TR A - - - F 131.9 1.00 366 A - - - F 133.2 1.00 366 A - - - F 108.4 1.00 347 SB L B 12.6 0.36 42 C 24.3 0.63 106 B 12.8 0.38 45 D 25.8 0.66 116 C 15.7 0.55 86 F 66.0 0.97 293 SB TR A - - - F 231.8 1.00 395 A - - - F 243.0 1.00 398 A - - - F 296.8 1.00 412 Fowler Avenue & West Kagy Boulevard Roundabout Control *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control B 14.6 - - Two-Way Stop Control C 15.1 - - Two-Way Stop Control C 18.6 - - WB L F 3629 8.55 856 B 11.2 0.42 53 F 4035 9.40 864 B 11.2 0.42 53 F 10734 23.50 916 B 12.9 0.46 60 WB R C 19.8 0.59 97 B 12.6 0.50 70 C 19.8 0.59 97 B 12.6 0.50 70 C 19.8 0.59 97 B 14.7 0.54 80 NB T A - - - B 11.2 0.50 73 A - - - B 11.4 0.51 75 A - - - B 14.6 0.58 95 NB TR A - - - B 12.7 0.50 93 A - - - B 13.0 0.58 93 A - - - C 17.2 0.65 123 SB L B 12.6 0.36 42 A 8.1 0.33 35 B 12.8 0.38 45 A 8.4 0.34 38 C 15.7 0.55 86 B 11.2 0.50 70 SB TR A - - - C 23.4 0.80 213 A - - - C 24.6 0.81 225 A - - - D 30.4 0.87 278 Fowler Avenue & West Kagy Boulevard Signalized Control *Unmitigated traffic operations are based on two-way stop control. Intersection Intersection did not satisfy minimum warrant criteria for installation of a traffic signal under this scenario. Intersection did not satisfy minimum warrant criteria for installation of a traffic signal under this scenario. Two-Way Stop Control B 16.0 0.70 - WB L F 10734 23.50 916 C 23.1 0.70 150 WB R C 19.8 0.59 97 B 13.6 0.41 104 NB T A - - - NB TR A - - - B 19.4 0.76 400 SB L C 15.7 0.55 86 B 16.9 0.80 141 SB T A - - - A 9.4 0.67 198 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; T = Through; R = Right; TR = Through-Right = Substandard Level-of-Service | XXX = Queue Exceeds Available Storage Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Improvement Analysis | 6-32 Table 6-6 (continued): Estimated 2036 Total Traffic Weekday PM Peak Hour Unmitigated Versus Mitigated Intersection Operations Comparison Summary Intersection Approach/ Movement South 27th Avenue Terminating at West College Street South 27th Avenue Terminating at Technology Boulevard West South 27th Avenue Terminating at West Kagy Boulevard Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations Unmitigated Traffic Operations Mitigated Traffic Operations LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) LOS Delay (s/veh) Volume to Capacity Ratio v/c HCM 95% Queue (ft) Fowler Avenue & West Garfield Street Roundabout Control – Single-Lanes EB & WB and Multi-Lane NB & SB *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control E 37.0 - - Two-Way Stop Control E 48.6 - - Two-Way Stop Control E 44.5 - - EB LTR F Oversaturated E 43.5 0.91 283 F Oversaturated F 61.4 0.98 345 F Oversaturated F 61.4 0.98 345 WB LTR F Oversaturated F 56.0 0.96 318 F Oversaturated F 56.0 0.96 318 F Oversaturated F 51.2 0.93 293 NB L B 11.6 0.37 43 B 11.8 0.38 45 B 13.0 0.43 55 NB LT C 18.7 0.68 135 C 23.8 0.75 165 C 18.1 0.70 143 NB TR A - - - C 23.7 0.77 183 A - - - D 32.0 0.84 230 A - - - C 23.4 0.78 198 SB L A 9.4 0.11 9 A 9.9 0.20 19 A 9.8 0.11 9 SB LT D 32.8 0.79 185 E 45.9 0.89 255 E 45.9 0.89 255 SB TR A - - - E 45.6 0.89 253 A - - - F 70.5 1.01 355 A - - - F 70.5 1.01 355 Fowler Avenue & West Garfield Street Full Multi-Lane Roundabout Control *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control C 24.2 - - Two-Way Stop Control D 33.5 - - Two-Way Stop Control D 30.9 - - EB LT B 13.4 0.45 58 C 15.4 0.48 65 B 14.9 0.47 60 EB TR B 13.8 0.48 65 C 15.9 0.52 75 C 16.5 0.54 80 EB LTR F Oversaturated F Oversaturated F Oversaturated WB LT C 15.3 0.47 63 C 15.3 0.47 63 C 15.1 0.46 60 WB TR C 15.6 0.51 73 C 15.6 0.51 73 C 15.4 0.49 68 WB LTR F Oversaturated F Oversaturated F Oversaturated NB L B 11.6 0.37 43 B 11.8 0.38 45 B 13.0 0.43 55 NB LT C 18.7 0.68 135 C 23.8 0.75 165 C 18.1 0.70 143 NB TR A - - - C 23.7 0.77 183 A - - - D 32.0 0.84 230 A - - - C 23.4 0.78 198 SB L A 9.4 0.11 9 A 9.9 0.20 19 A 9.8 0.11 9 SB LT D 32.8 0.79 185 E 45.9 0.89 255 E 45.9 0.89 255 SB TR A - - - E 45.6 0.89 253 A - - - F 70.5 1.01 355 A - - - F 70.5 1.01 355 Fowler Avenue & West Garfield Street Signalized Control *Unmitigated traffic operations are based on two-way stop control. Intersection Two-Way Stop Control C 28.0 0.63 - Two-Way Stop Control C 29.7 0.72 - Two-Way Stop Control C 32.7 0.71 - EB L C 28.4 0.43 132 C 23.0 0.47 110 C 31.9 0.46 142 EB TR C 21.1 0.52 216 C 34.1 0.87 269 D 38.5 0.85 288 EB LTR F Oversaturated F Oversaturated F Oversaturated WB L C 34.1 0.65 184 C 31.2 0.72 160 D 37.6 0.78 178 WB TR C 20.0 0.43 180 C 30.6 0.68 217 C 22.1 0.42 178 WB LTR F Oversaturated F Oversaturated F Oversaturated NB L B 11.6 0.37 43 C 32.7 0.84 232 B 11.8 0.38 45 C 32.5 0.84 225 B 13.0 0.43 55 D 38.2 0.89 257 NB TR A - - - C 25.7 0.58 444 A - - - C 25.5 0.59 432 A - - - C 24.9 0.60 499 SB L A 9.4 0.11 9 C 21.8 0.29 71 A 9.9 0.20 19 C 21.0 0.50 123 A 9.8 0.11 9 C 21.0 0.28 66 SB TR A - - - C 33.4 0.82 556 A - - - C 32.9 0.82 556 A - - - D 38.5 0.85 695 EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left; LT = Left-Through; TR = Through-Right; LTR = Left-Through-Right = Substandard Level-of-Service CHAPTER 7CHAPTER 7CHAPTER 7 FINDINGS Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Findings | 7-1 Existing Area Conditions | 2-1 Existing Conditions Huffine Lane (US 191) & Fowler Avenue Intersection Traffic Operations Operational analyses for existing conditions found that the intersection of Huffine Lane (US 191) and Fowler Avenue is currently operating at acceptable levels of service during the AM and PM peak hours overall; however, during the AM peak hour the southbound approach may experience excessive queues. During the PM peak hour, northbound left turns are experiencing longer average delays per vehicle and queues resulting from that movement may block the intersection of Fowler Avenue and Technology Boulevard West. Queues on the westbound approach during the PM peak hour may block access to sites on the north side of Huffine Lane. Improvements to Accommodate Existing Traffic The addition of a northbound dual-left turn movement along with timing and phase sequencing modifications to the existing traffic signal at the intersection of Huffine Lane (US 191) and Fowler Avenue was found to improve overall traffic operations. All movements are estimated to operate within acceptable levels of service for existing conditions. Additionally, split-phasing of the signal control for the northbound and southbound movements would eliminate the conflicts arising from the existing sight distance deficiencies on the approaches. Queue lengths on the westbound approach are estimated to be reduced by approximately ten percent (10%), and the estimated queues for all other movements on all approaches are estimated to be within the existing available storage lengths. West College Street (U-1210) & South 23rd Avenue Intersection Presently, the southbound approach at the intersection of West College Street (U-1210) and South 23rd Avenue/Technology Boulevard operates at level of service (LOS) F during the AM and PM peak periods as a result of the left turn demand on that approach and the volume of traffic on West College Street. The northbound approach operates at LOS F during the PM peak hour. Again, this is a consequence of the traffic volumes on West College Street. The proposed signalization of this intersection with the reconstruction of West College Street will mitigate the substandard traffic operations at this intersection. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 7-2 | Findings South 19th Avenue (U-1201) & West College Street (U-1210) Intersection Traffic Operations The intersection of South 19th Avenue (U-1201) and West College Street (U-1210) is operating acceptably as a whole during both the AM and PM peak hours. Through movements on the southbound approach may experience excessive vehicle queues during the AM and PM peak periods that can block access to the left turn bay on that approach as well as upstream accesses to adjacent properties. During the PM peak hour, the southbound through-right lane group is estimated to experience average vehicle delays that are slightly longer normal standards. Additionally, queues resulting from the through-right lane group on the northbound approach during the PM peak period may also block access to the left turn bay as well as access to parking for portions of the McIntosh Court housing on the Montana State University (MSU) campus. Improvements to Accommodate Existing Traffic Modifications to the existing signal timing and phase sequencing at the intersection of South 19th Avenue and West College Street were shown to have the potential to reduce estimated vehicle queues and improve traffic operations. Queues stemming from the southbound through-right lane group are estimated to be reduced by up to twenty percent (20%), and would have marginal impacts on access to the southbound left turn bay. West College Street (U-1210) Traffic Operations West College Street (U-1210) was found to be operating acceptably during both the AM and PM peak periods under existing conditions. Its intersection with South 23rd Avenue/Technology Boulevard would be an exception, as the minor street (stop controlled) approaches experience operational deficiencies due to traffic volumes on West College Street. Based on existing traffic volumes, no additional mitigation was identified to address existing traffic operational issues. Transit Service As noted in Chapter 2, Streamline’s Yellowline University and Greenline Express routes currently travel along West College Street, each having a stop in both directions (eastbound-westbound) during the AM and PM peak periods and at the intersection of West College Street and South 23rd Avenue/Technology Boulevard. A pullout is not currently provided in the vicinity of the intersection of West College Street and South 23rd Avenue/Technology Boulevard for transit stops; however, the buses do utilize the wider roadway shoulder east of the intersection as a pullout when making stops at that location. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Findings | 7-3 Existing Area Conditions | 2-3 Pedestrians & Bicyclists Also noted in Chapter 2, a multi-use trail was recently constructed on the south side of West College Street that links South Ferguson Avenue (on the north side of Huffine Lane) to the MSU campus at the intersection West College Street and South 11th Avenue. No sidewalks are currently provided on the north side of West College Street with the exception of a short segment between South 19th Avenue and South 20th Avenue. Bike lanes were installed on West College Street with a previous project on South 19th Avenue; however, they effectively end approximately 900 feet west of the intersection of South 19th Avenue and West College Street. South 27th Avenue Corridor Alternatives West College Street Traffic Operations With continued traffic growth in the study area through the year 2036, the inclusion of the South 27th Avenue corridor was found to have varying effects on the transportation system. Particularly, its inclusion was found to be detrimental to traffic operations on West College Street. With signalization of South 27th Avenue that would be required to mitigate traffic operations on that approach, travel time along West College Street was estimated to increase by approximately 10 seconds in the eastbound and westbound directions during the AM and PM peak hours, respectively. Additionally, queues on West College Street created by the signal at South 27th Avenue would adversely impact upstream site accesses and intersections. At the intersection of Huffine Lane/West Main Street and West College Street/Gallatin Valley Mall access, it is estimated that there would be an increase in the right turn demand during the AM peak period on the eastbound (Huffine Lane) approach created by intersecting South 27th Avenue with West College Street. The additional demand has the potential to negatively impact traffic operations at the intersection of Huffine Lane/West Main Street and West College Street/Gallatin Valley Mall access as well as traffic flow on Huffine Lane. South 19th Avenue Traffic Operations There are benefits to South 19th Avenue by including the South 27th Avenue connection to West College Street. At the intersection of South 19th Avenue and West College Street, the inclusion of South 27th Avenue was not found to have a significant impact on traffic operations. Evaluating West Garfield Street as a signalized intersection in the year 2036, the inclusion of South 27th Avenue to West College Street reduces through vehicle volumes on South 19th Avenue. This alternative yields slightly better traffic operations than Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 7-4 | Findings having South 27th Avenue terminate at Technology Boulevard West but substantially better operations than having South 27th Avenue terminate at West Kagy Boulevard. For the remaining South 19th Avenue intersections at West Kagy Boulevard and Stucky Road evaluated as a part of this study, there are only slight differences in traffic operations between South 27th Avenue terminating at West College Street or Technology Boulevard West. With South 27th Avenue terminating at West Kagy Boulevard, increases in average vehicle delay for South 19th Avenue and its intersections with West Kagy Boulevard and Stucky Road were identified through the traffic operations analyses. Fowler Avenue Traffic Operations Similar to traffic operations on South 19th Avenue, Fowler Avenue exhibited similar results when comparing the South 27th Avenue alternatives. There were not significant differences in having South 27th Avenue terminate at West College Street or Technology Boulevard West; however, declines in levels of service, increases in average vehicle delay, and longer queue lengths in some instances were found with having South 27th Avenue terminate at West Kagy Boulevard. Summary of Findings In comparing the three alternatives for the South 27th Avenue corridor evaluated as a part of this study, the scenario with South 27th Avenue terminating at Technology Boulevard West exhibited the most satisfactory overall traffic operations for the transportation system as a whole. Although the alternative with South 27th Avenue terminating at West College Street has benefits to traffic flow on South 19th Avenue and Fowler Avenue, the negative impacts to West College Street make this a less desirable option. For the final scenario with South 27th Avenue terminating at West Kagy Boulevard, the analyses performed as a part of this study showed this limitation of South 27th Avenue would generally lead to less favorable operations for the study area transportation system. Future Transportation System West College Street (U-1210) With the improvements currently proposed with the reconstruction project for West College Street, the roadway between West Main Street and South 19th Avenue is estimated to operate acceptably as a whole; however, the segment between South 23rd Avenue/Technology Boulevard and South 19th Avenue may experience congestion during the AM and PM peak periods resulting in substandard levels of service as Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Findings | 7-5 Existing Area Conditions | 2-5 currently proposed. Although not evaluated as a part of this study, benefits could be gained to traffic operations through the inclusion of an additional travel lane in both the eastbound and westbound directions for this segment of West College Street. This would also allow for the potential consideration of a northbound dual-left turn lane at the intersection of South 19th Avenue and West College Street that may improve future signalized intersection traffic operations. There would be an increased cost to the project with the additional roadway width. The alternative for inclusion of additional through lanes on West College Street between South 23rd Avenue /Technology Boulevard and South 19th Avenue was evaluated as part of the Traffic Engineering Report: College Street – Main to South 19th – Bozeman prepared by Robert Peccia & Associates for the Montana Department of Transportation (MDT) in June 2012. Other than the points stated above regarding additional roadway width and cost, no supplementary discussion was provided in the Traffic Engineering Report: College Street – Main to South 19th – Bozeman for selecting the three-lane option as the preferred alternative for reconstruction of West College Street. The currently proposed roadway improvements are shown in the preliminary plans included in Appendix D of this study. South 19th Avenue (U-1201) Overview of Traffic Operations With continued traffic growth through the year 2036 and changes on the MSU campus, the intersections evaluated as a part of this study on South 19th Avenue are estimated to continue to operate acceptably as a whole. The sheer traffic volume projected for South 19th Avenue in the future may lead to increases in vehicle queues over those presently observed, and some movements may experience slightly substandard levels of service during peak periods. The estimated 2036 total traffic analyses did find that coordination of traffic signals on South 19th Avenue may have substantial benefits to traffic operations along the corridor. South 19th Avenue & West Garfield Street As part of this study, the intersection of South 19th Avenue and West Garfield Street was evaluated as a full access intersection in consideration of MSU’s potential desire to make West Garfield Street the primary entrance to campus. Through signal warrant analyses of estimated average daily traffic volumes, the intersection is projected to satisfy minimum criteria for installation of a traffic signal. Under signalized control, the overall intersection was found to exhibit overall acceptable traffic operations through the year 2036. Some movements were estimated to have average vehicle delays slightly longer than those that are desirable (35 seconds or less), but comparable to other intersections along South 19th Avenue. Likewise, through traffic on South 19th Avenue was estimated to have longer queue lengths that could block access to Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 7-6 | Findings left turn bays; however, they are not projected to impact upstream intersections. This was similar to the findings for South 19th Avenue and its intersections with West College Street and West Kagy Boulevard. Therefore, it may be appropriate for MSU to convert West Garfield Street to a full access, signalized intersection as approved by MDT and the City of Bozeman. Fowler Avenue Fowler Avenue and its intersections with West Garfield Street, West Kagy Boulevard, and Stucky Road are projected to require some form of mitigation by the year 2036 based on estimated 2036 total traffic volumes. The improvement analyses identified that multi-lane roundabout control would provide acceptable operations for Fowler Avenue and its intersections with Stucky Road and West Kagy Boulevard; however, southbound and northbound through-right movements at the intersection of Fowler Avenue and West Garfield Street were found to operate at undesirable levels of service during the PM peak period. Signalized control at the three intersections was found to operate within acceptable levels of service for both AM and PM peak periods at all three intersections. Therefore, coordinated traffic signal control along the Fowler Avenue corridor may be more appropriate to address future traffic operations. For the future roadway geometry of Fowler Avenue, continuation of the existing section between Huffine Lane and West Garfield Street would provide the needed capacity for estimated 2036 total traffic. This would include a four-lane roadway separated by a raised median with left turn bays included at appropriate locations for the segment from West Garfield Street to Stucky Road at a minimum. It may be desirable to continue this section south of Stucky Road depending on future traffic demands. South 27th Avenue Based on the findings from the study area analyses for estimated 2036 total traffic operations, South 27th Avenue should extend from Nash Road north to Technology Boulevard West. Combined with Technology Boulevard, this alignment would be similar to that originally proposed in the Bozeman Area Master Plan prepared by the Bozeman City-County Planning Board in 1983. Portions of the South 27th Avenue corridor have already been installed, including the segment from Graf Street to Blackwood Road that was installed with the Meadow Creek Subdivision to a City of Bozeman collector roadway standard. Additionally, a half- mile segment south of Patterson Road has been installed, which is known as Sir Arthur Drive. However, this segment was constructed to a Gallatin County local road standard. As such, this segment may pose capacity limitations to the future operation of the South 27th Avenue corridor from Patterson Road to the south without modification to a collector roadway standard. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Findings | 7-7 Existing Area Conditions | 2-7 Intersection analyses found that roundabouts provided the most efficient traffic operations for South 27th Avenue at its intersections with Stucky Road, West Kagy Boulevard, and West Garfield Street within the study area. Additionally, each of the roundabout alternatives evaluated South 27th Avenue as having single- lane entries on each approach. This indicates that South 27th Avenue is estimated to function acceptably as a collector roadway constructed to any of the typical road sections shown in Figure 9-14 on page 9-22 of the Greater Bozeman Area Transportation Plan (2007 Update) (GBATP) prepared by Robert Peccia & Associates and adopted by the Bozeman Transportation Coordinating Committee on December 17, 2008 and the City of Bozeman on January 20, 2009. West Garfield Street West Garfield Street and its intersections are estimated to operate acceptably, with the exception of its intersection with Research Drive, based on the mitigation measures discussed previously – signalization at the intersection of South 19th Avenue and West Garfield Street; roundabout at the intersection of West Garfield Street and South 27th Avenue; and signalization of the intersection of Fowler Avenue and West Garfield Street. As noted in Chapter 6, no additional mitigation of the estimated LOS D at the intersection of West Garfield Street and Research Drive was recommended based on the substandard operations being confined to the PM peak period and impacting a limited number of vehicles. The substandard level of service at the intersection of West Garfield Street and Research Drive is primarily driven by the estimated 2036 total traffic volume on West Garfield Street. Estimated operations at the intersection of West Garfield Street and South 27th Avenue with a roundabout support this conclusion as the eastbound and westbound movements are projected to operate at LOS C, the average vehicle delays are near the transition between LOS C and D, and volume-to-capacity ratios are at 0.74 (eastbound) and 0.80 (westbound). As such, with continued traffic growth on West Garfield Street beyond the year 2036 capacity issues may arise on the roadway. Therefore, consideration should be given to including an additional through lane in both the eastbound and westbound directions to provide reserve capacity for the roadway into the future. The roadway section for West Garfield Street under this scenario would be similar to that for a five-lane minor arterial roadway shown in Figure 9-5 on page 9-23 of the GBATP. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 7-8 | Findings West Kagy Boulevard The improvement analyses provided in Chapter 6 identified that West Kagy Boulevard would operate acceptably with the mitigation measures identified for its intersections with South 19th Avenue, South 27th Avenue, and Fowler Avenue. As part of ongoing traffic signal maintenance along South 19th Avenue, timing and phase sequencing modifications at the intersection of South 19th Avenue and West Kagy Boulevard are estimated to allow the intersection as it presently exists to function acceptably through the year 2036. This intersection would be included in the recommended coordination of all traffic signals along 19th Avenue. Constructing West Kagy Boulevard to a principal arterial standard from South 19th Avenue to Fowler Avenue would provide the necessary roadway capacity in the future based on estimated 2036 total traffic volumes. Matching with existing development on West Kagy Boulevard to the west of South 19th Avenue, the typical roadway section for West Kagy Boulevard would include the six foot (6’) sidewalks on either side of the roadway shown at the top of Figure 9-16 on page 9-24 of the GBATP. As discussed previously, a roundabout would be recommended for the intersection of West Kagy Boulevard and South 27th Avenue. It would include single-lane entries for the South 27th Avenue approaches and dual-entry lanes for the West Kagy Boulevard approaches. At the intersection of West Kagy Boulevard and Fowler Avenue, estimated 2036 total traffic volumes were not estimated to satisfy minimum warrant criteria for installation of a traffic signal based on having South 27th Avenue terminate at Technology Boulevard West. However, a roundabout or traffic signal control is estimated to allow the intersection to function at acceptable levels of service. Montana State University Innovation Campus Development Plan The original Montana State University Innovation Campus (MSUIC) master plan can be accommodated with the inclusion of South 27th Avenue to Technology Boulevard West. This would require coordination among Montana State University and the MSUIC based on impacts to the Montana State University Agricultural Experiment Station to accommodate the realignment of South 27th Avenue and access to Agricultural Experiment Station fields and facilities. If agreeable between the parties, then the original master plan for the MSUIC shown in Figure 3-2 on page 3-3 would be acceptable for functionality of the transportation system. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Findings | 7-9 Existing Area Conditions | 2-9 Transportation Impacts The estimated 2036 total traffic volumes utilized in the analyses for the study area include the projected traffic from the MSUIC development. No impacts to study area intersections resulting from traffic generated by the MSUIC were identified beyond existing and future deficiencies noted at the intersection of Huffine Lane (US 191) and Fowler Avenue as well as the proposed intersection of West Garfield Street and South 27th Avenue. Existing deficiencies at the intersection of Huffine Lane and Fowler Avenue are created by a combination of traffic from the Bozeman Gateway development as well as commuters utilizing West Garfield Street as an alternative to West College Street. The MSUIC is anticipated to contribute to left turn and through traffic volumes at the intersection of Huffine Lane and Fowler Avenue. The need for improvements at this intersection is generated by existing conditions, but continued development within the Bozeman Gateway and future development on the MSUIC as well as property owned by MSU to the west of Fowler Avenue and south of West Garfield Street will have an impact on future traffic operations. At the intersection of West Garfield Street and South 27th Avenue, traffic generated by the MSUIC campus development will comprise a fair portion of the total traffic volumes during the AM and PM peak periods. With the installation of a roundabout at the intersection as recommended, any impacts to traffic operations should be minimal and the intersection is estimated to operate acceptably. The recommended roundabout, with the modification of West Garfield Street to a minor arterial standard, would include single-lane entries on the northbound and southbound South 27th Avenue approaches and dual-lane entries on the eastbound and westbound West Garfield Street approaches. Pedestrian & Bicyclist Considerations As noted in Chapter 2, the Bozeman Parks, Recreation, Open Space, and Trails (PROST) Plan (Bozeman Recreation and Parks Advisory Board – December 17, 2007) identifies a proposed trail corridor through the site of the proposed MSUIC. The development plan for the MSUIC has incorporated trail corridors through the site linking West Garfield Street to West College Street. Additionally, pedestrian connections are provided throughout the proposed development linking each of the building sites as well as to sidewalks along the internal roadways. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 7-10 | Findings Multimodal Considerations Pedestrians & Bicyclists As discussed previously and in Chapter 2, the PROST plan identifies locations for inclusion of bike lanes, trails, and sidewalks along area roadways as well as potential future corridors. The West College Street reconstruction project as presently proposed includes bike lanes in both the eastbound and westbound directions as proposed in the PROST plan. Additionally, sidewalk is included on the north side of the roadway that would link South 19th Avenue to West Main Street. With future development of South 27th Avenue and Fowler Avenue, the roadways should also include bike lanes on both sides of the roadways as well as sidewalks, at a minimum. Transit As stated previously, Streamline’s Yellowline University and Greenline Express routes currently travel along West College Street, each having a stop in both directions (eastbound-westbound) during the AM and PM peak periods and at the intersection of West College Street and South 23rd Avenue/Technology Boulevard. A pullout is not currently provided in the vicinity of the intersection of West College Street and South 23rd Avenue/Technology Boulevard for transit stops; however, the buses do utilize the wider roadway shoulder east of the intersection as a pullout when making stops at that location. With the reconstruction of West College Street, it would be recommended to include a bus pullout east of the intersection of West College Street and South 23rd Avenue/Technology Boulevard to preserve mobility of traffic operations on West College Street, improve the functionality of transit stops for Streamline, and provide for the safe accessibility to transit for users. Additional routes may become necessary in the future for Streamline with increases in usage and/or changes to the transportation system. Future transit needs should be coordinated with Streamline and/or other transit service providers with future development and changes to the transportation system. CHAPTER 8CHAPTER 8CHAPTER 8 CONCLUSIONS & RECOMMENDATIONS Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Conclusions & Recommendations | 8-1 Existing Area Conditions | 2-1 Conclusions & Recommendations South 27th Avenue Corridor Recommended Corridor Extents & Geometry Analysis of traffic operations within the project study area reveal that the conceptual South 27th Avenue will generally have a beneficial effect on the area transportation system; however, if linked to West College Street it would have negative impacts to the overall functionality of the West College Street corridor, the intersection of West Main Street/Huffine Lane (US 191) and West College Street, as well as additional intersections and site accesses in proximity to its intersection with West College Street if installed. Based on the analyses included herein, the following are recommended as appropriate:  The South 27th Avenue collector roadway corridor should extend from a southern terminus at its conceptual intersection with Nash Road northerly to a terminus at Technology Boulevard West. o This layout and alignment limits impacts to West College Street; the intersection of West Main Street/Huffine Lane (US 191) and West College Street/Gallatin Valley Mall access; and the adjacent Bozeman Chronicle site access as well as the intersection of West College Street and Professional Drive. o The addition of South 27th Avenue with the stated terminal limits alleviates vehicular demands on South 19th Avenue and Fowler Avenue while limiting the need for additional traffic control improvements at study area intersections that would be necessitated with terminating South 27th Avenue at West Kagy Boulevard.  A collector street standard for South 27th Avenue as shown in the Greater Bozeman Area Transportation Plan (2007 Update) would be appropriate for the roadway in the future based on estimated 2036 traffic volumes included as a part of this study. Intersection Traffic Control South 27th Avenue and its future intersections with Stucky Road, West Kagy Boulevard, and West Garfield Street were evaluated as a part of this study based on estimated 2036 total traffic volumes. Those analyses identified the following recommended for intersection traffic control:  At a minimum, a single-lane roundabout was identified as the preferred means of mitigating future traffic operations at the intersection of Stucky Road and South 27th Avenue. At the time this intersection is developed in the future, current and projected traffic volumes at that time should be evaluated to determine if roundabout control would still be appropriate and the recommended geometry for installation. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 8-2 | Conclusions & Recommendations  Roundabouts with single-lane entries on the northbound and southbound approaches and dual-lane entries on the eastbound and westbound approaches were identified as the preferred method of traffic control for South 27th Avenue and its intersections with West Kagy Boulevard and West Garfield Street. o Similar to the Stucky Road intersection with South 27th Avenue, current and projected traffic volumes should be evaluated at the intersection of West Kagy Boulevard and South 27th Avenue at the time it is developed for determination of the appropriate form of traffic control and the recommended geometry for installation. o Based on the analyses included within this study, Montana State University’s desire to convert West Garfield Street to be the primary entrance to their campus, and conceptual development in the area of West Garfield Street, the roundabout control as stated above for the intersection of West Garfield Street and South 27th Avenue would be recommended. o If right-of-way limitations on the south side of West Garfield Street preclude installation of the full roundabout geometry at its intersection with South 27th Avenue, an interim single-lane roundabout could be installed that has the ability to be modified in the future or two-way stop control could be installed initially until traffic demands warrant mitigation of the intersection. With the two-way stop control alternative, funds for future mitigation of the intersection may need to be held in reserve by the City of Bozeman to insure that the improvements can be completed when deemed necessary. Montana State University Innovation Campus The estimated 2036 total traffic volumes utilized in the analyses for the study area include the projected traffic from the proposed Montana State University Innovation Campus (MSUIC) development. No impacts to study area intersections resulting from traffic generated by the MSUIC were identified beyond existing and future deficiencies noted at the intersection of Huffine Lane (US 191) and Fowler Avenue as well as the proposed intersection of West Garfield Street and South 27th Avenue. The intersection of West Garfield Street and South 27th Avenue is discussed in the preceding paragraphs. Recommended improvements at the intersection of Huffine Lane and Fowler Avenue are discussed in the following section. Impacts resulting from traffic generated by the proposed development can be accommodated by the existing and anticipated future transportation systems with the included study recommendations. Additional Transportation System Considerations Huffine Lane (US 191) & Fowler Avenue Intersection The existing intersection of Huffine Lane (US 191) and Fowler Avenue is experiencing operational deficiencies due to the northbound left turn vehicular demand. Observed vehicle queues during the PM peak period can block the upstream Fowler Avenue and Technology Boulevard West intersection. The existing deficiencies are created by a combination of traffic from the Bozeman Gateway development as Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana Conclusions & Recommendations | 8-3 Existing Area Conditions | 2-3 well as commuters utilizing West Garfield Street as an alternative to West College Street. The Montana State University Innovation Campus is anticipated to contribute to left turn and through traffic volumes at the intersection of Huffine Lane and Fowler Avenue. The need for improvements at this intersection is generated by existing conditions, but continued development within the Bozeman Gateway and future development on the MSUIC as well as property owned by MSU to the west of Fowler Avenue and south of West Garfield Street will have an impact on future traffic operations. In order to mitigate existing deficiencies and provide for future reserve capacity, the following are recommended for this intersection:  The northbound Fowler Avenue approach at this intersection should be modified to include a left turn, shared through-left, and right turn lane.  Additional signage modifications should be made along Fowler Avenue approaching the intersection and on the signal mast arm for the northbound approach to indicate the modified geometry.  Traffic signal indications for the northbound approach should be modified to be in compliance with the Manual on Uniform Traffic Control Devices for the modified geometry.  Signal timing modifications should be made in the traffic control to operate the northbound and southbound approaches with split-phasing to avoid potential left turn conflicts. Montana State University Long Range Plan & West Garfield Street With Montana State University’s desire to convert West Garfield Street to be the primary entrance to campus, the following would be recommended:  Discussions will need to be initiated with the City of Bozeman and Montana Department of Transportation early on in the process for conversion of the intersection of South 19th Avenue and West Garfield Street to full access movements.  Should full access movements be approved for the intersection, a traffic signal should be installed following a traffic signal warrant study and satisfaction of minimum signal warrant criteria.  Additional capacity can be provided on West Garfield Street by constructing the roadway to a minor arterial street standard with two through travel lanes in each direction separated by a raised median. This improvement would also alleviate vehicular delays for side street movements due to the availability of additional adequate gaps in the through traffic stream. As the north side of West Garfield Street is already mostly developed, widening may need to be accomplished on the south side of the future roadway. Transportation Planning Study South 27th Avenue & Montana State University Innovation Campus – Bozeman, Montana 8-4 | Conclusions & Recommendations West College Street Facility Operations The analyses included with this study as well as those performed by Robert Peccia & Associates and included in the Traffic Report: College Street – Main to South 19th – Bozeman (June 2012) identified that the West College Street segment from South 23rd Avenue/Technology Boulevard to South 19th Avenue is estimated to operate at substandard levels of service (less than LOS C) during the AM and PM peak periods for estimated 2036 total traffic conditions based on the proposed three lane geometry. As a result of these findings, the following would be recommended:  Consideration should be given to constructing the West College Street segment from South 23rd Avenue/Technology Boulevard to South 19th Avenue utilizing five-lane geometry to provide additional traffic carrying capacity.  The recommendation for the five-lane geometry for the West College Street segment between South 23rd Avenue/Technology Boulevard and South 19th Avenue would also need to account for available funding for construction and right-of-way. Transit Considerations Streamline’s Yellowline University and Greenline Express routes currently travel along West College Street, each having a stop in both directions (eastbound-westbound) during the AM and PM peak periods and at the intersection of West College Street and South 23rd Avenue/Technology Boulevard. A pullout is not currently provided in the vicinity of the intersection of West College Street and South 23rd Avenue/Technology Boulevard for transit stops; however, the buses do utilize the wider roadway shoulder east of the intersection as a pullout when making stops at that location. With the reconstruction of West College Street, the following would be recommended:  A transit pullout east of the intersection of West College Street and South 23rd Avenue/Technology Boulevard should be included with the reconstruction of West College Street to preserve mobility of traffic operations on West College Street, improve the functionality of transit stops for Streamline, and provide for the safe accessibility to transit for users. 19th Avenue In order to improve traffic operations along the 19th Avenue corridor from Interstate 90 south to Nash Road, all existing and future traffic signals along the corridor should be coordinated. 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