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HomeMy WebLinkAbout13 - Traffic Impact StudyTRAFFIC IMPACT STUDY NORTHWEST CROSSING SUBDIVISION PHASE 2 Bozeman, Montana Prepared for Morrison & Maierle Engineering Prepared by MARVIN & ASSOCIATES 1300 North Transtech Way Billings, MT 59102 February 23,2022 TRAFFIC IMPACT STUDY NORTHWEST CROSSING SUBDIVISION PHASE 2 Bozeman, Montana Prepared for Morrison & Maierle Engineering Prepared by MARVIN & ASSOCIATES 1300 North Transtech Way Billings, MT 59102 February 23,2022 i TABLE OF CONTENTS PAGE INTRODUCTION 1 SITE LOCATION & DESCRIPTION 3 EXISTING CONDITIONS 4 Streets & Intersections 4 Traffic Volumes 6 Capacity 8 TRIP GENERATION 9 TRIP DISTRIBUTION 11 SITE TRAFFIC ASSIGNMENT 13 Phase 2 Development Assignment 13 TRAFFIC REDISTRIBUTIONS 16 TRAFFIC IMPACTS 17 Traffic Volumes 17 Capacity 19 FUTURE TRAFFIC 20 CONCLUSIONS 21 APPENDIX A – Traffic Counts APPENDIX B – Capacity Calculations APPENDIX C - Traffic Assignment Exhibits ii LIST OF TABLES PAGE Table 1. Existing Capacity Analysis Summary 8 Table 2. Northwest Crossing Subdivision Phase 2 Trip Generation Summary 9 Table 3. Trip Mode & Classification Summary 11 Table 4. Existing Plus Site Traffic Capacity Calculation Summary 19 Table 5. Future Year 2033 With Site traffic Capacity Calculation Summary 20 LIST OF FIGURES PAGE Figure 1. Site Location and Study Intersections 2 Figure 2. Northwest Crossing Planned Development Land Uses 4 Figure 3. Year 2021 Existing Traffic Volumes 7 Figure 4. Site Generated Trip Distribution Percentages 12 Figure 5. Site Generated Traffic at External Intersections 14 Figure 6. Site Generated Traffic Assignment at Accesses 15 Figure 7. Existing Traffic Redistribution to New Cottonwood Road Extension 16 Figure 8. Year 2023 Traffic Projections Plus Site Generated Traffic at External Intersections 18 Figure 9. Year 2023 Traffic Projections 21 Northwest Crossing Subdivision Phase 2 TIS Northwest Crossing Subdivision Phase 2 TIS Marvin & Associates Page 1 INTRODUCTION This report summarizes the findings of a traffic impact study (TIS) for the Northwest Crossing Subdivision Phase 2, which is in the southwest corner of Baxter Lane and Harper Puckett Road on the west end of Bozeman, Montana (see Figure 1). Marvin & Associates was retained by Morrison & Maierle Engineering to prepare a TIS in accordance with City of Bozeman subdivision development ordinances. Phase 2 is part of the Northwest Crossing Transportation Planning Study completed by Morrison & Maierle in August 2019 that addressed development in “Tract 5 of Certificate of Survey 2552”. A TIS for Phase 1 of the master plan was submitted in March 2020. Having reviewed the proposed land use development plan, Marvin & Associates completed an extensive analysis of existing conditions, addressed trip generation, trip distribution and traffic assignment, and evaluated the resulting arterial and intersection capacity impacts, before making recommendations regarding the mitigation of impacts. The study methodology and analysis procedures used in this study employed the most contemporary of analysis techniques, using nationally accepted standards in the areas of site development and transportation impact assessment. Recommendations made within this report are based upon those standards and the professional judgment of the author. Northwest Crossing Subdivision Phase 2 TIS Marvin & Associates Page 2 Northwest Crossing Subdivision Phase 2 TIS Marvin & Associates Page 3 SITE LOCATION & DESCRIPTION The Northwest Crossing Subdivision Phase 2 is bounded by the future alignment of Cottonwood Road on the east, Baxter Lane on the north, and undeveloped properties on both the southern and western boundaries. Phase 2 of the subdivision is on 42 acres of land and the proposed development will include a mix of residential properties that include detached housing, duplexes, and apartments. There would be a total of 358 residential units within the Phase 2 development. Anticipated future trips attributable to the Northwest Crossing Phase 2 Subdivision will consist of 185 single family residences and 173 apartment units. Access to Northwest Crossing Subdivision Phase 2 involves four street intersections along the two arterial streets boarding the subdivision. Access to Baxter Lane (Minor Arterial) includes Rosa Way, which connects Baxter Lane to Harvest Parkway. Twin Lakes Avenue would also connect Baxter Lane and Harvest Parkway. Two accesses to Cottonwood Road (future Principal Arterial extension) would utilize Harvest Parkway and Touchstone Drive. Figure 2, on the following page, illustrates the subdivision road connections to the existing and planned arterial streets. It also shows the street layout with planned residential unit locations. Directional access form land use groupings to access points are indicated by arrows in Figure 2. Northwest Crossing Subdivision Phase 2 TIS Marvin & Associates Page 4 EXISTING CONDITIONS Streets & Intersections Adjacent and potentially impacted public streets within the study area would include Baxter Lane, Cottonwood Road, Harper Puckett Road, Oak Street, Flanders Mill Road, Ferguson Avenue, and Laurel Parkway. Six existing and future intersections would have the greatest potential for impacts. Those intersections have been analyzed within this study along with future subdivision access street intersections. Northwest Crossing Subdivision Phase 2 TIS Marvin & Associates Page 5 Baxter Lane is an east-west oriented minor arterial that begins at Jackrabbit Lane, north of the Four Corners area and ends at N. 7th Avenue in Bozeman. Baxter lane has variable pavement widths and varying speed zones along its length. Between N. 19th Avenue and N. 7th Avenue, Baxter is classified by the State as Urban Route 1218. Cottonwood Road is a north-south arterial roadway that extends from the foothills south of the Bozeman Valley to an intersection with Oak Street, a distance in excess of 8 miles. It currently defines the western boundary of dense urban development within Bozeman. It is a two-lane roadway along most of its length but was reconstructed to 5-lane arterial standards in the past couple of years with signalized intersections at Huffine Lane, West Babcock, and the intersection with Durston Road. A dual Lane roundabout was constructed at its intersection with Oak Street as a part of the new Gallatin High School construction project. Plans are currently underway to construct an extension from Oak Street to Baxter Lane and a new roundabout will be constructed at the intersection of Baxter Lane and Harper Puckett Road. The Cottonwood Road extension will serve both the study site and a new Sports Park which will occupy all of land on the east side of Cottonwood Road. Preliminary plans for the Sport Park include access to a parking lot at the intersection of Harvest Parkway and Cottonwood Road. Harper Puckett Road is a local county road that extends south from the eastern terminus of Cameron Bridge Road, near I-90, to intersect with Valley Center Road. It then continues south, winding somewhat to the east and coming to a “T” intersection with Baxter Lane. Harper Puckett Road aligns with the Cottonwood Road extension and will be the north leg of the new roundabout. Flanders Mill Road was a paved county road that extends south from Baxter Lane to Durston Road and had functioned as a collector or minor arterial street due to the lack of north-south connector roadways. It was reconstructed in the recent past and currently provides local access to the Flanders Mill Subdivision and the new Gallatin High School. Northwest Crossing Subdivision Phase 2 TIS Marvin & Associates Page 6 Ferguson Avenue is a north-south oriented collector street, which extends north from Huffine Lane to Baxter Lane and north through the Baxter Meadows Subdivision. Ferguson Avenue was extended south from Baxter as a part of the Flanders Mill Subdivision development improvement plan. The intersection of Oak Street and Ferguson Avenue was signalized as part of the Oak Street reconstruction project. Oak Street is a principal arterial street that currently extends from a point west of Cottonwood Road to North Rouse, for a distance of approximately 4 miles. It has been constructed to principal arterial standards within the past 10 years and has various widths with multiple lanes and wide medians west of N 19th Avenue. Laurel Parkway is a Collector roadway that currently extends from Oak Street to a point south of Durston Road. At the present time it serves as an access roadway through existing residential subdivisions west of Cottonwood Road. Traffic Volumes Mio-Vision counts were taken in October of 2020 and in July 2021 at the 6 study intersections and the counts can be found in Appendix B of this report. Since 2020 traffic volumes were higher than the two intersections counted in 2021, it was decided to use the year 2020 traffic volumes. All counts were normalized to average weekday conditions. Previous 24-hour count studies determined that the peak PM hour count was approximately 9% of the average weekday traffic (AWT) volume and that factor was used to determine existing AWT traffic volumes on street links. Figure 3 on the following page presents year 2021 am and pm peak hour turning movement volumes at potentially impacted intersections. Street segment average weekday traffic volumes are also depicted in those figures. Pedestrian and bike activity was found to be relatively light at all of the intersections and pedestrian volumes are noted on the turning movement diagrams. Northwest Crossing Subdivision Phase 2 TIS Marvin & Associates Page 7 Northwest Crossing Subdivision Phase 2 TIS Marvin & Associates Page 8 Capacity Peak AM and PM hour existing capacity calculations were completed for the six potentially impacted intersections using the HCS7 and SIDRA software packages. Table 1 summarizes the results of the capacity calculations. Measures in the table include control delay (seconds/vehicle), level of service (LOS), and 95% queue length. The calculation results showed that all intersections and worst approach delay movements for each of the potentially impacted intersections currently operate at or above a LOS “C”. Observations at these intersections confirmed that the calculated levels of service and queue conditions closely approximate actual operations. Overall intersection LOS for two-way stop-controlled intersections cannot be calculated by current Highway Capacity Manual (HCM) methodology. Therefore, only the worst approach delay movement is noted in Table 1. In certain situations where the stop approach volumes are minor in comparison to the through street volumes, total delay for stopped vehicles can be added and divided by the total volume of traffic entering to provide a pseudo-LOS indication. Capacity calculations can be found in Appendix C of this Report. Intersection Int/App Delay LOS Max Q Int/App Delay LOS Max Q SB- Worst 13.1 B 1 SB- Worst 18.1 C 2 NB- Worst 15.5 C 2 NB- Worst 22.4 C 3 Overall 7.8 A 3 Overall 9.3 A 5 SB- Worst 8.8 A 3 WB- Worst 11.0 B 5 NB-Worst 8.8 A 1 NB-Worst 8.6 A 1 Overall 3.7 A 1 Overall 4.2 A 1 NB-Worst 4.2 A 1 NB-Worst 4.2 A 1 SB- Worst 15.9 C 2 NB- Worst 16.2 C 1 Table 1. Existing Capacity Calculation Summary Baxter Lane & Harper Puckett Road PEAK PM HOUR Baxter Lane & Flanders Mill Road Baxter Lane & Ferguson Avenue Oak Street & Laurel Parkway Oak Street & Cottonwood Road Oak Street & Flanders Mill Road PEAK AM HOUR Northwest Crossing Subdivision Phase 2 TIS Marvin & Associates Page 9 TRIP GENERATION The ITE Trip Generation Report, 10th Edition was used to calculate trip potential related to the Northwest Crossing Subdivision Phase 2 development. While the planned development will include five different types of residential development, 3 of those types can be classified as single family detached housing and the remaining 2 types fit the ITE description related to low-rise apartments. Table 2 indicates that ITE land use Code 210 “Single Family Dwellings” would have 185 units and land use Code 220 “Low-rise Apartments” would have 173 units within the development site. Table 2 presents trip generation rates and resulting trip projections for the average weekday, AM, and PM peak hours. Trip generation calculations indicate that there would be 3,180 average weekday trips (AWT), with 216 and 279 trips occurring during the peak am and pm hours respectively. Land use developments typically produce multi-modal trips that include pedestrian, bicycle, and transit trips, in addition to other vehicular trips. When evaluating vehicular impacts, these non-vehicular and transit-related types of trips can often be considered negligible in terms of their potential impacts on site access points. Since the Northwest Crossing Subdivision Phase 2 encompasses a large land area and Bozeman has a large population of bicycle and walking enthusiasts, bicycle and pedestrian trip modes could be considered as a portion of total trip generation. The location of the future Sports Park Table 2. Northwest Crossing Subdivision Phase 2 Trip Generation Summary No. of Rate Total Total Total Development Area Units Units Rate Trips Rate Trips Enter Exit Rate Trips Enter Exit Code 210 Single Family 185 DUs 1 1831 2 136 34 102 3 183 115 68 Code 220 - Low-Rise Apartments 173 DUs 4 1349 5 80 18 62 6 96 60 36 Totals =358 3180 216 52 164 279 175 104 1 - Ln(T) = 0.92 Ln(X) + 2.71 2 - T = 0.71(X)+4.80 (25% enter)3 - Ln(T) = 0.96 Ln(X) + 0.20 (63% enter) 4 - T = 7.56 (X) + 40.86 5 - Ln(T) = 0.95 Ln(X) -0.51 (23% enter)6 - ln(T) = 0.89 Ln(X)-0.02 (63% enter) Peak AM Hour Peak PM HourITE Trip Generation Report - 10th Edition Average Weekday Northwest Crossing Subdivision Phase 2 TIS Marvin & Associates Page 10 and Gallatin High School presents further impetus for alternative trip modes. Estimates of alternative trip modes considered the characteristics of surrounding attractions and it was estimated that alternate mode trips would range between 7% and 10% depending on the time of day. Trip generation potential can be further refined by determining the number of “new” external trips that would appear, as vehicular traffic, at development access points. It is common that, for developments which contain multiple land uses and/or complementary facilities, a portion of trips that would have origins or destinations at such facilities are captured internally. These trips are part of the total trip generation number, but do not have origins or destinations external to the development site, and as such, do not have an impact of the traffic network external to the development. These types of trips are known as “Internal Capture Trips” (ICT). The ITE Trip Generation Handbook contains information regarding procedures for estimating ICT. In the case of Northwest Crossing Subdivision, none of the trips were assumed to be ICT trips. Trips can be further categorized as primary purpose, diverted link, or passerby purpose trips. Primary purpose trips are trips for which the development is a primary destination from any particular origin. Diverted link trips are trips made to a development as a secondary destination that must be diverted from a path between the origin and primary destination. Passerby trips are also trips made to a development as a secondary destination, but without a diversion from the primary trip path (i.e., a stop on the way home from work). Passerby trips do not represent “new” trips added to the adjacent street system. Thus, site generated passerby trips must be considered as new external trips (movements) at the site approach or approaches, but do not appear as new trips on the adjacent street system. The ITE Trip Generation Report provides methods for estimating passerby trips for a variety of facilities. In the case of Northwest Crossing Subdivision, there are no land uses normally associated with passerby trip attraction. Northwest Crossing Subdivision Phase 2 TIS Marvin & Associates Page 11 Table 3 presents a summary of net trip generation that could be associated with development of the Northwest Crossing Subdivision Phase 2. The net number of external trips would be 2,932 AWT with 194 in the am hour and 260 in the pm hour. TRIP DISTRIBUTION There are various methods available for determining the directional distribution of trips to and from site developments. For developments within large, urbanized areas, the task is best accomplished through the creation of a computerized transportation model of the urban street system, which includes the proposed development changes. When the creation of a model is not feasible, realistic estimates can be made by determining the distribution of existing traffic volumes on the surrounding street system. The existing distribution can then be applied to newly generated trips, with adjustments made based upon the likely trip origins and destinations associated with the particular development land use or uses. For Northwest Crossing Phase 2, an existing conditions distribution was developed based upon area traffic patterns and an area of influence method, which considers the least travel time routing to external trip producers/attractors beyond the boundaries of the development. Results of the distribution analysis are summarized in Figure 4, on the following page. Table 3. Trip Mode & Classification Summary Total Ped/Bike Net Veh.ICT Net Ext.Passerby Trips Trips Trips Trips Trips Trips Total Enter Exit Average Weekday 3180 248 2932 0 2932 0 2932 1466 1466 Peak AM Hour 216 22 194 0 194 0 194 47 147 Peak PM Hour 279 19 260 0 260 0 260 164 96 Net New Trips Time Period Northwest Crossing Subdivision Phase 2 TIS Marvin & Associates Page 12 Northwest Crossing Subdivision Phase 2 TIS Marvin & Associates Page 13 SITE TRAFFIC ASSIGNMENT Phase 2 Development Assignment The assignment of site traffic to a development’s street system and site access points is dependent upon several factors. Two such factors are external directional distribution and localized operational site conditions (i.e., the subdivision layout of streets). The combined calculation of demand and least time accessibility are then used to estimate likely movement volumes at each individual access point. Turning movements at each access point were calculated through the application of the distribution to full development vehicular trip generation totals. For the Northwest Crossing Subdivision Phase 2, access points consist of two street accesses to Baxter Lane and 2 accesses to Cottonwood Road. Least travel time calculations to and from points within the subdivision to external distribution points were calculated to determine the percentage and direction of trips at each access. Appendix C contains two exhibits that illustrate the internal land use groupings and the travel times on each street link based on average operating speeds. In addition, intersection delays at internal intersections, access intersections, and the intersection of Baxter Lane and Cottonwood Road were used in the calculation of alternative travel times for each land use grouping and direction of travel. Percentages of total trips at each access were calculated and applied to directional distribution percentages to arrive at traffic assignments for average weekday, as well as peak am and pm hour conditions Results of the development traffic assignment analysis are illustrated in Figure 5. The traffic volumes shown in Figure 5 are site generated traffic volumes at external intersections and the surrounding street system. Figure 6 presents traffic volumes at each of the accesses on Baxter Lane and Cottonwood Road. The highest volume of traffic on the surrounding street system would be on Cottonwood Road south of Harvest Parkway with 1465 AWT. The highest volume access would be on Touchstone Drive with 1074 AWT. Northwest Crossing Subdivision Phase 2 TIS Marvin & Associates Page 14 Northwest Crossing Subdivision Phase 2 TIS Marvin & Associates Page 15 Northwest Crossing Subdivision Phase 2 TIS Marvin & Associates Page 16 TRAFFIC REDISTRIBUTION Development of the Northwest Crossing Subdivision Property is dependent on construction of the Cottonwood Road extension from Oak Street to Baxter Lane. However, when the Cottonwood Road extension is in-place some existing traffic will reroute onto the new roadway link. In order to account for utilization of the extension as an alternative route, an algorithm was created to redistribute existing traffic onto the revised street system. The redistribution routine used existing directional traffic patterns at intersections within the study area. Disaggregation of turning movements percentages at each intersection were used to estimate traffic that would use the new link for all directions of travel. The results of the redistribution analysis are summarized in Figure 7, which shows the respective traffic that would be removed from existing intersection movements and reassigned to new traffic movements. Both the AM and PM peak hour conditions are illustrated in Figure 7. Northwest Crossing Subdivision Phase 2 TIS Marvin & Associates Page 17 TRAFFIC IMPACTS Traffic Volumes Traffic volume impacts for site developments can be quantified by determining the change in traffic volumes expected at various points within the surrounding network of streets. Site traffic assignments give an indication of what volume of traffic could potentially be added to the street system during the average day (ADT). Yet in almost all cases, it is exceedingly difficult to determine AWT on any section of street to within 10% accuracy. Thus, impact analyses on streets with relative percentage increases less than 10% are not normally considered critical. In any case, the percent change in daily traffic can only be used to identify general locations where impacts could be significant. It is the determination of volume changes during peak traffic flow periods that provides specific information on the type and location of impacts that could potentially occur. Figure 8 illustrates the relative traffic volume impacts related to development of the Northwest Crossing Subdivision Phase 2 when added to year 2023 and redistributed traffic on the surrounding street system. School session traffic and traffic growth factors were applied to Figure 3 volumes to represent year 2023 baseline traffic projections. Figure 8 indicates that the highest percentage increase in AWT volumes would occur on the Cottonwood Road Extension with between 45% and 86% of the year 2023 traffic attributed to the Northwest Crossing Subdivision Phase 2 traffic volumes. . Northwest Crossing Subdivision Phase 2 TIS Marvin & Associates Page 18 Northwest Crossing Subdivision Phase 2 TIS Marvin & Associates Page 19 Capacity Table 4 presents capacity analysis results for year 2023 plus site generated traffic at potentially impacted intersections. The addition of new site development traffic to the 2023 traffic would not impact any of the twelve existing intersections. All of the existing LOS designation would remain as currently exists with very minor increases in overall delays and/or worst-case approach delays. Also, minor differences are noted in maximum vehicle queue results. Capacity calculations for the site accesses (see Appendix C) were completed for the four street access intersections. Access capacity calculations shown in Table 4 indicates that all primary access intersections would operate at LOS “B” or better. Intersection Int/App Delay LOS Max Q Int/App Delay LOS Max Q Overall 8.0 A 3 Overall 11.5 B 9 WB- Worst 8.7 A 3 WB- Worst 14.4 B 9 NB- Worst 13.5 B 1 NB- Worst 20.5 C 2 Overall 8.0 A 3 Overall 11.5 B 9 EB- Worst 8.7 A 3 WB- Worst 14.4 B 9 NB-Worst 8.8 A 1 NB-Worst 8.7 A 1 Overall 3.7 A 1 Overall 4.5 A 1 NB-Worst 3.9 A 1 NB-Worst 4.6 A 1 SB- Worst 16.2 C 2 NB- Worst 8.7 A 1 NB- Worst 9.8 A 1 NB- Worst 10.4 B 1 NB- Worst 10.4 B 1 NB- Worst 10.5 B 1 EB- Worst 9.2 A 1 EB- Worst 9.5 A 1 WB- Worst 9.7 A 1 WB- Worst 10.4 B 1 Baxter Lane & Flanders Mill Road PEAK AM HOUR Oak Street & Flanders Mill Road Baxter Lane & Rosa Way Cottonwood Road & Touchstone Drive Cottomwood Road & Harvest Parkway Baxter Lane & Twin Lakes Avenue Baxter Lane & Ferguson Avenue Oak Street & Laurel Parkway Oak Street & Cottonwood Road Table 4. Existing Plus Site Traffic Capacity Calculation Summary Baxter Lane & Harper Puckett Road PEAK PM HOUR Northwest Crossing Subdivision Phase 2 TIS Marvin & Associates Page 20 FUTURE TRAFFIC For future traffic projections on Northwest Crossing Road and Ferguson Avenue, it was determined that an annual traffic growth rate of 3% could be maintained over a period of 10 years before the development on available land contributing traffic to those streets would be maximized. Thus, a growth rate of 1.35 was applied to the existing traffic on Northwest Crossing Road and Ferguson Avenue (see Figure 9). Capacity calculations for the site accesses (see Appendix C) were completed for the four primary access intersections. Table 5 presents a summary of the capacity calculations. Intersection Int/App Delay LOS Max Q Int/App Delay LOS Max Q Overall 5.2 A 2 Overall 8.7 A 6 EB- Worst 5.8 A 2 WB- Worst 10.9 B 3 NB- Worst 18.6 C 2 NB- Worst 14.9 B 1 Overall 12.3 B 7 Overall 29.3 D 37 EB- Worst 14.1 B 7 WB- Worst 48.8 E 37 NB-Worst 9.1 A 1 NB-Worst 8.8 A 1 Overall 4.0 A 1 Overall 5.1 A 2 NB-Worst 7.3 A 1 NB-Worst 5.4 A 2 SB- Worst 28.7 E 4 NB- Worst 26.8 D 3 NB- Worst 10.4 B 1 NB- Worst 11.5 B 1 NB- Worst 11.1 B 1 NB- Worst 11.6 B 1 EB- Worst 9.5 A 1 EB- Worst 9.7 A 1 WB- Worst 9.8 A 1 WB- Worst 10.6 B 1 Cottonwood Road & Touchstone Drive Cottomwood Road & Harvest Parkway Baxter Lane & Flanders Mill Road Baxter Lane & Ferguson Avenue Baxter Lane & Harper Puckett Road Table 5. Future Year 2033 With Site Traffic Capacity Calculation Summary PEAK AM HOUR PEAK PM HOUR Oak Street & Laurel Parkway Oak Street & Cottonwood Road Oak Street & Flanders Mill Road Baxter Lane & Rosa Way Baxter Lane & Twin Lakes Avenue Northwest Crossing Subdivision Phase 2 TIS Marvin & Associates Page 21 Northwest Crossing Subdivision Phase 2 TIS Marvin & Associates Page 22 All external intersections would operate at LOS “C” or better with the projected future traffic volumes except for the intersection of Baxter & Ferguson Lane which would operate at LOS “D” in the peak PM Hour and the intersection of Oak Street and Flanders Mill Road where the southbound approach would operate at LOS “S” in the AM hour and the northbound approach would operate at LOS “D in the PM hour. The four subdivision access street intersections would operate at LOS “B” or better in the year 2033 if the subdivision were fully occupied. It should be noted that the analysis of the Cottonwood Road and Harvest Parkway intersection assumed that the Sport Park parking lot access would add a fourth leg to that intersection. It was also assumed that minimal Sport Park traffic would utilize the parking lot access during the traditional AM and PM peak hour traffic periods on the adjacent street system. CONCLUSIONS Full development of Northwest Crossing Subdivision Phase 2, as currently proposed would add approximately 2,932 vehicle trips to the surrounding street system on the average weekday with 194 vehicles in the peak AM hour and 260 in the peak PM hour. While the level of weekday trips can be considered substantial, the highest percentage increase in traffic or any of the existing study area streets would not exceed 16% of existing traffic volumes. The proposed subdivision street accesses would operate at acceptable levels of service when the subdivision is fully occupied in the future. Planned street extensions with related intersection improvements would be in-place prior to the future year 2033 and would adequately accommodate site generated traffic projections. Future traffic projections were based on an average annual growth rate of 3% which amounted to a 35% increase in existing baseline traffic by the year 2033. Future traffic Northwest Crossing Subdivision Phase 2 TIS Marvin & Associates Page 23 capacity analysis indicated that two intersections external to the study site would operate at levels of service below the desirable LOS “C”. The intersection of Baxter Lane and Ferguson Avenue would operate an overall LOS “D” during the peak PM hour with the eastbound approach operating at LOS “E”. The maximum queue on the eastbound leg was calculated to be 37 vehicles, which would an unacceptable condition. That intersection is currently a single lane roundabout that was constructed approximately 20 years ago. In addition to its capacity limitations, there are numerous features of the roundabout that do not meet current deign standards. Thus, it has reached its design life and would need to be reconstructed within the next 10 years. At the intersection of Oak Street and Flanders Mill Road, the southbound approach would operate at LOS “E” in the peak AM hour and the northbound approach would operate at LOS “D” in the peak PM hour. Maximum vehicle queues are 4 and 3 on the southbound and northbound approaches respectively, which are reasonable numbers in terms of available storage distances. While current Highway Capacity methods do not provide the means to calculate the overall capacity of two-way stop intersections, it is possible that the overall intersection operation could operate at acceptable levels of service. In addition, there are several north-south alternative routes that could be used and future traffic demand on Flanders Mill Road could be limited to levels that are commensurate with tolerable delays by the average driver. It can be concluded from the TIS analysis that the development of Northwest Crossing Subdivision Phase 2 will not appreciably impact existing and proposed streets within the study area. Street accesses to and from the subdivision at the adjacent arterial streets will operate at acceptable levels of service well into future years. APPENDIX A Traffic Count Volumes TotalStart Time Right Thru Left Right Thru Left Right Thru Left Right Thru Left Entering7:30 AM 2 18 13 52 32 0 1177:45 AM 3 14 14 68 55 1 1558:00 AM 5 9 12 32 41 1 1008:15 AM 5 24 9 50 54 2 1448:30 AM 4 18 8 45 50 0 1258:45 AM 4 19 5 49 46 2 125Peak AM = 17 0 65 43 195 0 0 0 0 0 200 4 524PHF = 0.854:30 PM 1 8 17 66 70 3 1654:45 PM 0 20 19 58 79 6 1825:00 PM 2 19 24 74 96 3 2185:15 PM 4 14 23 69 101 6 2175:30 PM 2 9 30 60 77 1 1795:45 PM 1 12 10 58 75 1 157Peak PM = 8 0 62 96 261 0 0 0 0 0 353 16 796PHF = 0.91Southbound Westbound Northbound EastboundType RoadClassification LightsHarper Puckett Baxter n/a BaxterSite CodeProject North West Passage Sub TISStudy Name Baxter and Harper PuckettStart Date 07/20/2021Start Time 7:30 AM TotalStart Time Right Thru Left Right Thru Left Right Thru Left Right Thru Left Entering7:30 AM 1 7 24 0 1 7 407:45 AM 1 7 23 0 1 11 438:00 AM 2 11 17 0 0 5 358:15 AM 5 10 8 0 0 4 278:30 AM 1 11 15 0 0 2 298:45 AM 1 9 14 0 0 3 27Peak AM = 9 35 72 0 0 2 27 0 145PHF = 0.844:30 PM 10 23 19 0 0 3 554:45 PM 7 17 11 0 0 3 385:00 PM 5 26 9 1 0 3 445:15 PM 7 27 5 0 0 5 445:30 PM 6 14 14 0 1 3 385:45 PM 8 22 16 0 0 4 50Peak PM = 29 93 44 0 1 0 14 0 181PHF = 0.82Southbound Westbound Northbound EastboundType RoadClassification Lightsn/a Oak St Laurel Parkway Oak StSite CodeProject North West Passage TISStudy Name Oak and Laurel ParkwayStart Date 07/20/2021Start Time 7:30 AM APPENDIX B-1 Existing Capacity Calculations HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Baxter & Harper Puckett Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 7/23/21 East/West Street Baxter Lane Analysis Year 2021 North/South Street Harper Puckett Road Time Analyzed AM Hour Existing Peak Hour Factor 0.88 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description North West Paassage TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 0 0 0 1 0 Configuration LT TR LR Volume (veh/h)9 175 217 21 90 13 Percent Heavy Vehicles (%)2 2 2 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.12 6.42 6.22 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.22 3.52 3.32 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)10 117 Capacity, c (veh/h)1293 563 v/c Ratio 0.01 0.21 95% Queue Length, Q₉₅ (veh)0.0 0.8 Control Delay (s/veh)7.8 13.1 Level of Service (LOS)A B Approach Delay (s/veh)0.4 13.1 Approach LOS B Copyright © 2021 University of Florida. All Rights Reserved. HCS™TWSC Version 7.9 Generated: 7/23/2021 4:05:41 PMBaxter & Harper Puckett AM Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Baxter & Harper Puckett Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 7/23/21 East/West Street Baxter Lane Analysis Year 2021 North/South Street Harper Puckett Road Time Analyzed PM Hour Existing Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description North West Passage TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 0 0 0 1 0 Configuration LT TR LR Volume (veh/h)28 306 272 126 90 15 Percent Heavy Vehicles (%)2 2 2 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.12 6.42 6.22 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.22 3.52 3.32 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)30 114 Capacity, c (veh/h)1127 389 v/c Ratio 0.03 0.29 95% Queue Length, Q₉₅ (veh)0.1 1.2 Control Delay (s/veh)8.3 18.1 Level of Service (LOS)A C Approach Delay (s/veh)0.9 18.1 Approach LOS C Copyright © 2021 University of Florida. All Rights Reserved. HCS™TWSC Version 7.9 Generated: 7/23/2021 4:07:39 PMBaxter & Harper Puckett PM Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Baxter & Flanders Mill Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 7/23/21 East/West Street Baxter Lane Analysis Year 2021 North/South Street Flanders Mill Road Time Analyzed AM Hour Existing Peak Hour Factor 0.82 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description North west Passagee TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 0 1 0 0 0 0 Configuration TR L T LR Volume (veh/h)239 70 55 250 50 72 Percent Heavy Vehicles (%)2 2 2 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.12 6.42 6.22 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.22 3.52 3.32 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)67 149 Capacity, c (veh/h)1171 490 v/c Ratio 0.06 0.30 95% Queue Length, Q₉₅ (veh)0.2 1.3 Control Delay (s/veh)8.3 15.5 Level of Service (LOS)A C Approach Delay (s/veh)1.5 15.5 Approach LOS C Copyright © 2021 University of Florida. All Rights Reserved. HCS™TWSC Version 7.9 Generated: 7/23/2021 4:08:40 PMBaxter & Flanders Mills AM Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Baxter & Flanders Mill Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 7/23/21 East/West Street Baxter Lane Analysis Year 2021 North/South Street Flanders Mill Road Time Analyzed PM Hour Existing Peak Hour Factor 0.82 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description North West PaSSAGE TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 0 1 0 0 0 0 Configuration TR L T LR Volume (veh/h)368 77 55 250 61 104 Percent Heavy Vehicles (%)2 2 2 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.12 6.42 6.22 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.22 3.52 3.32 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)67 201 Capacity, c (veh/h)1015 404 v/c Ratio 0.07 0.50 95% Queue Length, Q₉₅ (veh)0.2 2.7 Control Delay (s/veh)8.8 22.4 Level of Service (LOS)A C Approach Delay (s/veh)1.6 22.4 Approach LOS C Copyright © 2021 University of Florida. All Rights Reserved. HCS™TWSC Version 7.9 Generated: 7/23/2021 4:09:45 PMBaxter & Flanders Mills PM Exist.xtw LANE SUMMARY Site: 101 [Baxter & Ferguson AM Existing] New Site Site Category: (None) Roundabout Lane Use and Performance Demand Flows 95% Back of QueueCap.Deg. Satn Lane Util. Average Delay Level of Service Lane Config Lane Length Cap. Adj. Prob. Block.Total HV Veh Dist veh/h % veh/h v/c % sec ft ft % % South: Ferguson Avenue Lane 1d 274 3.0 922 0.297 100 7.0 LOS A 1.4 36.5 Full 1600 0.0 0.0 Approach 274 3.0 0.297 7.0 LOS A 1.4 36.5 East: Baxter Lane Lane 1d 392 3.0 1032 0.380 100 7.5 LOS A 2.1 53.3 Full 1600 0.0 0.0 Approach 392 3.0 0.380 7.5 LOS A 2.1 53.3 North: RoadName Lane 1d 284 3.0 888 0.319 100 7.5 LOS A 1.5 39.4 Full 1600 0.0 0.0 Approach 284 3.0 0.319 7.5 LOS A 1.5 39.4 West: Baxter Lane Lane 1d 332 3.0 944 0.351 100 7.6 LOS A 1.8 45.8 Full 1600 0.0 0.0 Approach 332 3.0 0.351 7.6 LOS A 1.8 45.8 Intersection 1282 3.0 0.380 7.4 LOS A 2.1 53.3 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Lane LOS values are based on average delay and v/c ratio (degree of saturation) per lane. LOS F will result if v/c > 1 irrespective of lane delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all lanes (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. d Dominant lane on roundabout approach SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: MARVIN & ASSOCIATES | Processed: Monday, February 15, 2021 1:23:28 PM Project: C:\Users\14066\Desktop\20-936 Flanders Mill TIS\Capacity\Existing\Baxter & Ferguson AM Existing.sip8 LANE SUMMARY Site: 101 [Baxter & Ferguson PM Existing] New Site Site Category: (None) Roundabout Lane Use and Performance Demand Flows 95% Back of QueueCap.Deg. Satn Lane Util. Average Delay Level of Service Lane Config Lane Length Cap. Adj. Prob. Block.Total HV Veh Dist veh/h % veh/h v/c % sec ft ft % % South: Ferguson Avenue Lane 1d 353 3.0 884 0.400 100 8.8 LOS A 2.1 52.6 Full 1600 0.0 0.0 Approach 353 3.0 0.400 8.8 LOS A 2.1 52.6 East: Baxter Lane Lane 1d 552 3.0 985 0.560 100 11.0 LOS B 4.9 125.2 Full 1600 0.0 0.0 Approach 552 3.0 0.560 11.0 LOS B 4.9 125.2 North: RoadName Lane 1d 154 3.0 716 0.216 100 7.5 LOS A 0.9 23.0 Full 1600 0.0 0.0 Approach 154 3.0 0.216 7.5 LOS A 0.9 23.0 West: Baxter Lane Lane 1d 461 3.0 1039 0.444 100 8.4 LOS A 2.6 66.9 Full 1600 0.0 0.0 Approach 461 3.0 0.444 8.4 LOS A 2.6 66.9 Intersection 1521 3.0 0.560 9.3 LOS A 4.9 125.2 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Lane LOS values are based on average delay and v/c ratio (degree of saturation) per lane. LOS F will result if v/c > 1 irrespective of lane delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all lanes (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. d Dominant lane on roundabout approach SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: MARVIN & ASSOCIATES | Processed: Saturday, February 13, 2021 2:00:58 PM Project: C:\Users\14066\Desktop\20-936 Flanders Mill TIS\Capacity\Existing\Baxter & Ferguson PM Existing.sip8 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst r Marvin Intersection Oak & Laurel Parkway Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 7/23/2021 East/West Street Oak Street Analysis Year 2021 North/South Street Laural Parkway Time Analyzed AM Hour Existing Peak Hour Factor 0.76 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description North West Passage TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 1 0 1 0 0 0 Configuration TR LT L R Volume (veh/h)27 2 35 9 0 72 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.10 6.40 6.20 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.20 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)46 0 95 Capacity, c (veh/h)1585 828 1041 v/c Ratio 0.03 0.00 0.09 95% Queue Length, Q₉₅ (veh)0.1 0.0 0.3 Control Delay (s/veh)7.3 9.3 8.8 Level of Service (LOS)A A A Approach Delay (s/veh)5.9 8.8 Approach LOS A Copyright © 2021 University of Florida. All Rights Reserved. HCS™TWSC Version 7.9 Generated: 7/23/2021 4:25:06 PMOak & Laurel Parkway AM Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst r Marvin Intersection Oak & Laurel Parkway Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 7/23/2021 East/West Street Oak Street Analysis Year 2021 North/South Street Laural Parkway Time Analyzed PM Hour Existing Peak Hour Factor 0.76 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description North West Passage TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 1 0 1 0 0 0 Configuration TR LT L R Volume (veh/h)14 0 93 29 1 44 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.10 6.40 6.20 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.20 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)122 1 58 Capacity, c (veh/h)1606 638 1061 v/c Ratio 0.08 0.00 0.05 95% Queue Length, Q₉₅ (veh)0.2 0.0 0.2 Control Delay (s/veh)7.4 10.7 8.6 Level of Service (LOS)A B A Approach Delay (s/veh)5.8 8.6 Approach LOS A Copyright © 2021 University of Florida. All Rights Reserved. HCS™TWSC Version 7.9 Generated: 7/23/2021 4:27:18 PMOak & Laurel Parkway PM Exist.xtw MOVEMENT SUMMARY Site: 101 [Cottonwood & Oak Street AM Exist] New Site Site Category: (None) Roundabout Movement Performance - Vehicles Demand Flows 95% Back of QueueMov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh ft mph South: Cottonwood Road 3 L2 9 3.0 0.009 3.2 LOS A 0.0 0.8 0.25 0.11 0.25 33.8 8 T1 1 3.0 0.009 3.2 LOS A 0.0 0.8 0.25 0.11 0.25 33.7 18 R2 185 3.0 0.152 4.2 LOS A 0.6 15.4 0.26 0.15 0.26 34.4 Approach 195 3.0 0.152 4.2 LOS A 0.6 15.4 0.26 0.15 0.26 34.4 East: Oak Street 1 L2 126 3.0 0.092 3.4 LOS A 0.4 9.1 0.06 0.01 0.06 33.4 6 T1 53 3.0 0.042 3.1 LOS A 0.2 4.0 0.06 0.01 0.06 36.3 16 R2 1 3.0 0.042 3.1 LOS A 0.2 4.0 0.06 0.01 0.06 35.1 Approach 180 3.0 0.092 3.3 LOS A 0.4 9.1 0.06 0.01 0.06 34.2 North: Cottonwood Road 7 L2 1 3.0 0.001 3.3 LOS A 0.0 0.1 0.28 0.11 0.28 34.3 4 T1 1 3.0 0.001 3.2 LOS A 0.0 0.1 0.28 0.11 0.28 35.3 14 R2 1 3.0 0.001 3.1 LOS A 0.0 0.1 0.27 0.11 0.27 35.1 Approach 3 3.0 0.001 3.2 LOS A 0.0 0.1 0.28 0.11 0.28 34.9 West: Oak Street 5 L2 1 3.0 0.063 3.6 LOS A 0.2 6.1 0.24 0.12 0.24 36.1 2 T1 139 3.0 0.063 3.5 LOS A 0.2 6.1 0.24 0.12 0.24 36.1 12 R2 11 3.0 0.063 3.4 LOS A 0.2 5.9 0.23 0.11 0.23 34.9 Approach 151 3.0 0.063 3.5 LOS A 0.2 6.1 0.24 0.12 0.24 36.0 All Vehicles 529 3.0 0.152 3.7 LOS A 0.6 15.4 0.19 0.09 0.19 34.8 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: MARVIN & ASSOCIATES | Processed: Friday, February 12, 2021 5:43:37 PM Project: C:\Users\14066\Desktop\20-936 Flanders Mill TIS\Capacity\Existing\Oak & Cottonwood AM Exist.sip8 MOVEMENT SUMMARY Site: 101 [Cottonwood & Oak Street PM Exist] New Site Site Category: (None) Roundabout Movement Performance - Vehicles Demand Flows 95% Back of QueueMov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh ft mph South: Cottonwood Road 3 L2 21 3.0 0.018 3.2 LOS A 0.1 1.7 0.21 0.09 0.21 33.6 8 T1 1 3.0 0.018 3.2 LOS A 0.1 1.7 0.21 0.09 0.21 33.5 18 R2 245 3.0 0.194 4.5 LOS A 0.8 20.8 0.23 0.12 0.23 34.3 Approach 266 3.0 0.194 4.4 LOS A 0.8 20.8 0.23 0.12 0.23 34.2 East: Oak Street 1 L2 240 3.0 0.178 4.1 LOS A 0.7 19.1 0.10 0.03 0.10 33.0 6 T1 200 3.0 0.157 4.1 LOS A 0.7 16.9 0.10 0.03 0.10 35.8 16 R2 1 3.0 0.157 4.1 LOS A 0.7 16.9 0.10 0.03 0.10 34.6 Approach 441 3.0 0.178 4.1 LOS A 0.7 19.1 0.10 0.03 0.10 34.2 North: Cottonwood Road 7 L2 1 3.0 0.002 4.3 LOS A 0.0 0.2 0.45 0.25 0.45 33.8 4 T1 1 3.0 0.002 4.1 LOS A 0.0 0.2 0.44 0.24 0.44 34.8 14 R2 1 3.0 0.002 3.9 LOS A 0.0 0.2 0.43 0.24 0.43 34.6 Approach 3 3.0 0.002 4.1 LOS A 0.0 0.2 0.44 0.25 0.44 34.4 West: Oak Street 5 L2 1 3.0 0.054 3.9 LOS A 0.2 5.1 0.34 0.21 0.34 35.9 2 T1 102 3.0 0.054 3.8 LOS A 0.2 5.1 0.33 0.21 0.33 35.9 12 R2 13 3.0 0.054 3.7 LOS A 0.2 4.9 0.32 0.20 0.32 34.8 Approach 116 3.0 0.054 3.8 LOS A 0.2 5.1 0.33 0.21 0.33 35.8 All Vehicles 827 3.0 0.194 4.2 LOS A 0.8 20.8 0.18 0.08 0.18 34.4 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: MARVIN & ASSOCIATES | Processed: Friday, February 12, 2021 5:50:50 PM Project: C:\Users\14066\Desktop\20-936 Flanders Mill TIS\Capacity\Existing\Oak & Cottonwood PM Exist.sip8 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Oak Stret & Flanders Mill Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 7/23/21 East/West Street Oak Street Analysis Year 2021 North/South Street Flanders Mill Road Time Analyzed AM Hour Existing Peak Hour Factor 0.76 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description North West Passaage TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 2 0 0 1 0 0 1 1 Configuration LT TR LT TR LTR LT R Volume (veh/h)75 237 10 64 126 7 3 38 38 6 74 76 Percent Heavy Vehicles (%)1 1 1 1 1 1 1 1 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No Median Type | Storage Left + Thru 1 Critical and Follow-up Headways Base Critical Headway (sec)4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 Critical Headway (sec)4.12 4.12 7.52 6.52 6.92 7.52 6.52 6.92 Base Follow-Up Headway (sec)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec)2.21 2.21 3.51 4.01 3.31 3.51 4.01 3.31 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)99 84 104 105 100 Capacity, c (veh/h)1389 1219 456 314 938 v/c Ratio 0.07 0.07 0.23 0.33 0.11 95% Queue Length, Q₉₅ (veh)0.2 0.2 0.9 1.4 0.4 Control Delay (s/veh)7.8 8.2 15.2 22.1 9.3 Level of Service (LOS)A A C C A Approach Delay (s/veh)2.0 2.8 15.2 15.9 Approach LOS C C Copyright © 2021 University of Florida. All Rights Reserved. HCS™TWSC Version 7.9 Generated: 7/23/2021 4:11:08 PMOak & flanders Mill AM Exist.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Oak Stret & Flanders Mill Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 7/23/21 East/West Street Oak Street Analysis Year 2021 North/South Street Flanders Mill Road Time Analyzed PM Hour Existing Peak Hour Factor 0.89 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description North West Passage TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 2 0 0 1 0 0 1 1 Configuration LT TR LT TR LTR LT R Volume (veh/h)90 224 2 50 270 19 1 42 16 12 56 93 Percent Heavy Vehicles (%)1 1 1 1 1 1 1 1 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No Median Type | Storage Left + Thru 1 Critical and Follow-up Headways Base Critical Headway (sec)4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 Critical Headway (sec)4.12 4.12 7.52 6.52 6.92 7.52 6.52 6.92 Base Follow-Up Headway (sec)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec)2.21 2.21 3.51 4.01 3.31 3.51 4.01 3.31 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)101 56 66 76 104 Capacity, c (veh/h)1226 1297 387 330 842 v/c Ratio 0.08 0.04 0.17 0.23 0.12 95% Queue Length, Q₉₅ (veh)0.3 0.1 0.6 0.9 0.4 Control Delay (s/veh)8.2 7.9 16.2 19.2 9.9 Level of Service (LOS)A A C C A Approach Delay (s/veh)2.5 1.3 16.2 13.8 Approach LOS C B Copyright © 2021 University of Florida. All Rights Reserved. HCS™TWSC Version 7.9 Generated: 7/23/2021 4:12:39 PMOak & flanders Mill PM Exist.xtw APPENDIX B – 2 Year 2023 Traffic Plus Site Capacity Calculations MOVEMENT SUMMARY Site: 101 [Cottonwood & Baxter AM Existing Plus Site] New Site Site Category: (None) Roundabout Movement Performance - Vehicles Demand Flows 95% Back of QueueMov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh ft mph South: Cottonwood Road 3 L2 27 3.0 0.042 4.1 LOS A 0.2 3.9 0.39 0.27 0.39 33.9 8 T1 13 3.0 0.042 4.1 LOS A 0.2 3.9 0.39 0.27 0.39 33.8 18 R2 72 3.0 0.070 4.1 LOS A 0.2 6.4 0.38 0.27 0.38 34.5 Approach 112 3.0 0.070 4.1 LOS A 0.2 6.4 0.39 0.27 0.39 34.2 East: Oak Street 1 L2 22 3.0 0.210 4.5 LOS A 0.9 23.2 0.17 0.07 0.17 35.4 6 T1 235 3.0 0.210 4.5 LOS A 0.9 23.2 0.17 0.07 0.17 35.3 16 R2 20 3.0 0.210 4.5 LOS A 0.9 23.2 0.17 0.07 0.17 34.2 Approach 276 3.0 0.210 4.5 LOS A 0.9 23.2 0.17 0.07 0.17 35.2 North: Cottonwood Road 7 L2 91 3.0 0.085 4.1 LOS A 0.3 7.9 0.36 0.25 0.36 33.1 4 T1 17 3.0 0.034 3.9 LOS A 0.1 3.1 0.36 0.23 0.36 35.9 14 R2 16 3.0 0.034 3.9 LOS A 0.1 3.1 0.36 0.23 0.36 34.7 Approach 125 3.0 0.085 4.0 LOS A 0.3 7.9 0.36 0.24 0.36 33.6 West: Oak Street 5 L2 14 3.0 0.228 4.9 LOS A 1.0 25.2 0.27 0.16 0.27 35.3 2 T1 226 3.0 0.228 4.9 LOS A 1.0 25.2 0.27 0.16 0.27 35.2 12 R2 40 3.0 0.228 4.9 LOS A 1.0 25.2 0.27 0.16 0.27 34.1 Approach 280 3.0 0.228 4.9 LOS A 1.0 25.2 0.27 0.16 0.27 35.0 All Vehicles 793 3.0 0.228 4.5 LOS A 1.0 25.2 0.27 0.15 0.27 34.8 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: MARVIN & ASSOCIATES | Processed: Saturday, February 12, 2022 2:18:16 PM Project: C:\Users\14066\Desktop\Cottonwood & Baxter AM Exist Plus.sip8 MOVEMENT SUMMARY Site: 101 [Cottonwood & Baxter PM Existing Plus Site] New Site Site Category: (None) Roundabout Movement Performance - Vehicles Demand Flows 95% Back of QueueMov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh ft mph South: Cottonwood Road 3 L2 18 3.0 0.047 4.1 LOS A 0.2 4.4 0.38 0.26 0.38 34.7 8 T1 28 3.0 0.047 4.1 LOS A 0.2 4.4 0.38 0.26 0.38 34.6 18 R2 73 3.0 0.069 4.0 LOS A 0.2 6.3 0.37 0.25 0.37 34.5 Approach 120 3.0 0.069 4.0 LOS A 0.2 6.3 0.37 0.25 0.37 34.6 East: Oak Street 1 L2 78 3.0 0.430 7.1 LOS A 2.4 62.6 0.28 0.14 0.28 33.9 6 T1 347 3.0 0.430 7.1 LOS A 2.4 62.6 0.28 0.14 0.28 33.8 16 R2 127 3.0 0.430 7.1 LOS A 2.4 62.6 0.28 0.14 0.28 32.8 Approach 552 3.0 0.430 7.1 LOS A 2.4 62.6 0.28 0.14 0.28 33.6 North: Cottonwood Road 7 L2 24 3.0 0.039 4.5 LOS A 0.1 3.5 0.45 0.34 0.45 33.6 4 T1 28 3.0 0.039 4.3 LOS A 0.1 3.5 0.44 0.33 0.44 34.9 14 R2 18 3.0 0.039 4.2 LOS A 0.1 3.5 0.43 0.32 0.43 34.5 Approach 71 3.0 0.039 4.4 LOS A 0.1 3.5 0.44 0.33 0.44 34.3 West: Oak Street 5 L2 35 3.0 0.268 5.3 LOS A 1.2 30.9 0.29 0.17 0.29 34.9 2 T1 243 3.0 0.268 5.3 LOS A 1.2 30.9 0.29 0.17 0.29 34.8 12 R2 51 3.0 0.268 5.3 LOS A 1.2 30.9 0.29 0.17 0.29 33.7 Approach 329 3.0 0.268 5.3 LOS A 1.2 30.9 0.29 0.17 0.29 34.6 All Vehicles 1072 3.0 0.430 6.0 LOS A 2.4 62.6 0.30 0.17 0.30 34.1 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: MARVIN & ASSOCIATES | Processed: Saturday, February 12, 2022 2:21:31 PM Project: C:\Users\14066\Desktop\Cottonwood & Baxter PM Exist Plus.sip8 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Baxter & Flanders Mill Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/11/22 East/West Street Baxter Lane Analysis Year 2021 North/South Street Flanders Mill Road Time Analyzed AM Hour Existing Plus Peak Hour Factor 0.82 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description North west Passagee TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 0 1 0 0 0 0 Configuration TR L T LR Volume (veh/h)285 53 44 286 19 44 Percent Heavy Vehicles (%)2 2 2 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.12 6.42 6.22 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.22 3.52 3.32 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)54 77 Capacity, c (veh/h)1136 498 v/c Ratio 0.05 0.15 95% Queue Length, Q₉₅ (veh)0.1 0.5 Control Delay (s/veh)8.3 13.5 Level of Service (LOS)A B Approach Delay (s/veh)1.1 13.5 Approach LOS B Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/11/2022 5:06:53 PMBaxter & Flanders Mills AM Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Baxter & Flanders Mill Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/11/22 East/West Street Baxter Lane Analysis Year 2021 North/South Street Flanders Mill Road Time Analyzed PM Hour Existing Plus Peak Hour Factor 0.82 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description North West PaSSAGE TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 0 1 0 0 0 0 Configuration TR L T LR Volume (veh/h)436 24 22 367 42 68 Percent Heavy Vehicles (%)2 2 2 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.12 6.42 6.22 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.22 3.52 3.32 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)27 134 Capacity, c (veh/h)999 365 v/c Ratio 0.03 0.37 95% Queue Length, Q₉₅ (veh)0.1 1.7 Control Delay (s/veh)8.7 20.5 Level of Service (LOS)A C Approach Delay (s/veh)0.5 20.5 Approach LOS C Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/11/2022 5:10:04 PMBaxter & Flanders Mills PM Exist Plus.xtw MOVEMENT SUMMARY Site: 101 [Baxter & Ferguson AM Existing Plus Site] New Site Site Category: (None) Roundabout Movement Performance - Vehicles Demand Flows 95% Back of QueueMov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh ft mph South: Ferguson Avenue 3 L2 82 3.0 0.316 7.6 LOS A 1.5 38.5 0.58 0.52 0.58 33.1 8 T1 117 3.0 0.316 7.6 LOS A 1.5 38.5 0.58 0.52 0.58 33.0 18 R2 76 3.0 0.316 7.6 LOS A 1.5 38.5 0.58 0.52 0.58 32.1 Approach 275 3.0 0.316 7.6 LOS A 1.5 38.5 0.58 0.52 0.58 32.8 East: Baxter Lane 1 L2 88 3.0 0.399 7.8 LOS A 2.2 56.9 0.52 0.41 0.52 33.2 6 T1 240 3.0 0.399 7.8 LOS A 2.2 56.9 0.52 0.41 0.52 33.2 16 R2 82 3.0 0.399 7.8 LOS A 2.2 56.9 0.52 0.41 0.52 32.2 Approach 410 3.0 0.399 7.8 LOS A 2.2 56.9 0.52 0.41 0.52 33.0 North: RoadName 7 L2 111 3.0 0.327 7.8 LOS A 1.6 40.3 0.58 0.53 0.58 32.8 4 T1 135 3.0 0.327 7.8 LOS A 1.6 40.3 0.58 0.53 0.58 32.7 14 R2 39 3.0 0.327 7.8 LOS A 1.6 40.3 0.58 0.53 0.58 31.8 Approach 285 3.0 0.327 7.8 LOS A 1.6 40.3 0.58 0.53 0.58 32.6 West: Baxter Lane 5 L2 54 3.0 0.425 8.7 LOS A 2.3 59.3 0.59 0.51 0.59 33.0 2 T1 245 3.0 0.425 8.7 LOS A 2.3 59.3 0.59 0.51 0.59 32.9 12 R2 102 3.0 0.425 8.7 LOS A 2.3 59.3 0.59 0.51 0.59 32.0 Approach 401 3.0 0.425 8.7 LOS A 2.3 59.3 0.59 0.51 0.59 32.7 All Vehicles 1371 3.0 0.425 8.0 LOS A 2.3 59.3 0.57 0.49 0.57 32.8 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: MARVIN & ASSOCIATES | Processed: Friday, February 11, 2022 3:30:51 PM Project: C:\Users\14066\Desktop\Baxter & Ferguson AM Existing Plus.sip8 MOVEMENT SUMMARY Site: 101 [Baxter & Ferguson PM Existing Plus Site] New Site Site Category: (None) Roundabout Movement Performance - Vehicles Demand Flows 95% Back of QueueMov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh ft mph South: Ferguson Avenue 3 L2 154 3.0 0.463 10.3 LOS B 3.0 75.8 0.67 0.71 0.84 31.6 8 T1 110 3.0 0.463 10.3 LOS B 3.0 75.8 0.67 0.71 0.84 31.5 18 R2 122 3.0 0.463 10.3 LOS B 3.0 75.8 0.67 0.71 0.84 30.7 Approach 386 3.0 0.463 10.3 LOS B 3.0 75.8 0.67 0.71 0.84 31.3 East: Baxter Lane 1 L2 124 3.0 0.668 14.4 LOS B 8.7 223.3 0.77 0.90 1.26 30.4 6 T1 423 3.0 0.668 14.4 LOS B 8.7 223.3 0.77 0.90 1.26 30.3 16 R2 90 3.0 0.668 14.4 LOS B 8.7 223.3 0.77 0.90 1.26 29.5 Approach 637 3.0 0.668 14.4 LOS B 8.7 223.3 0.77 0.90 1.26 30.2 North: RoadName 7 L2 51 3.0 0.258 8.8 LOS A 1.1 27.3 0.66 0.66 0.66 32.5 4 T1 78 3.0 0.258 8.8 LOS A 1.1 27.3 0.66 0.66 0.66 32.4 14 R2 36 3.0 0.258 8.8 LOS A 1.1 27.3 0.66 0.66 0.66 31.5 Approach 165 3.0 0.258 8.8 LOS A 1.1 27.3 0.66 0.66 0.66 32.2 West: Baxter Lane 5 L2 60 3.0 0.517 9.8 LOS A 3.3 84.3 0.60 0.48 0.60 32.5 2 T1 340 3.0 0.517 9.8 LOS A 3.3 84.3 0.60 0.48 0.60 32.5 12 R2 130 3.0 0.517 9.8 LOS A 3.3 84.3 0.60 0.48 0.60 31.6 Approach 530 3.0 0.517 9.8 LOS A 3.3 84.3 0.60 0.48 0.60 32.3 All Vehicles 1718 3.0 0.668 11.5 LOS B 8.7 223.3 0.68 0.71 0.90 31.3 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: MARVIN & ASSOCIATES | Processed: Friday, February 11, 2022 3:37:58 PM Project: C:\Users\14066\Desktop\Baxter & Ferguson PM Existing Plus.sip8 MOVEMENT SUMMARY Site: 101 [Cottonwood & Oak Street AM Existing Plus Site] New Site Site Category: (None) Roundabout Movement Performance - Vehicles Demand Flows 95% Back of QueueMov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh ft mph South: Cottonwood Road 3 L2 10 3.0 0.067 3.8 LOS A 0.3 6.5 0.27 0.15 0.27 35.7 8 T1 66 3.0 0.067 3.8 LOS A 0.3 6.5 0.27 0.15 0.27 35.6 18 R2 136 3.0 0.113 3.9 LOS A 0.4 11.0 0.27 0.15 0.27 34.6 Approach 212 3.0 0.113 3.9 LOS A 0.4 11.0 0.27 0.15 0.27 34.9 East: Oak Street 1 L2 114 3.0 0.090 3.6 LOS A 0.3 8.7 0.19 0.09 0.19 33.3 6 T1 41 3.0 0.049 3.4 LOS A 0.2 4.7 0.20 0.08 0.20 36.2 16 R2 17 3.0 0.049 3.4 LOS A 0.2 4.7 0.20 0.08 0.20 35.0 Approach 173 3.0 0.090 3.5 LOS A 0.3 8.7 0.20 0.09 0.20 34.1 North: Cottonwood Road 7 L2 11 3.0 0.059 3.7 LOS A 0.2 5.6 0.28 0.15 0.28 35.6 4 T1 76 3.0 0.059 3.7 LOS A 0.2 5.6 0.27 0.15 0.27 35.6 14 R2 50 3.0 0.059 3.5 LOS A 0.2 5.5 0.26 0.14 0.26 34.8 Approach 137 3.0 0.059 3.6 LOS A 0.2 5.6 0.27 0.15 0.27 35.3 West: Oak Street 5 L2 14 3.0 0.070 3.9 LOS A 0.3 6.7 0.31 0.19 0.31 35.4 2 T1 132 3.0 0.070 3.8 LOS A 0.3 6.7 0.30 0.18 0.30 35.7 12 R2 11 3.0 0.070 3.7 LOS A 0.3 6.5 0.30 0.18 0.30 34.8 Approach 157 3.0 0.070 3.8 LOS A 0.3 6.7 0.30 0.18 0.30 35.6 All Vehicles 678 3.0 0.113 3.7 LOS A 0.4 11.0 0.26 0.14 0.26 34.9 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: MARVIN & ASSOCIATES | Processed: Friday, February 11, 2022 3:41:49 PM Project: C:\Users\14066\Desktop\21-956 Northwest Crossing Phase 2\Capacity\Exist Plus\Oak & Cottonwood AM Exist Plus.sip8 MOVEMENT SUMMARY Site: 101 [Cottonwood & Oak Street PM Exist Plus Site] New Site Site Category: (None) Roundabout Movement Performance - Vehicles Demand Flows 95% Back of QueueMov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh ft mph South: Cottonwood Road 3 L2 21 3.0 0.120 4.2 LOS A 0.5 12.1 0.28 0.16 0.28 35.4 8 T1 115 3.0 0.120 4.2 LOS A 0.5 12.1 0.28 0.16 0.28 35.3 18 R2 191 3.0 0.159 4.3 LOS A 0.6 16.2 0.28 0.16 0.28 34.3 Approach 327 3.0 0.159 4.3 LOS A 0.6 16.2 0.28 0.16 0.28 34.7 East: Oak Street 1 L2 187 3.0 0.178 4.8 LOS A 0.7 18.9 0.30 0.18 0.30 32.9 6 T1 174 3.0 0.178 4.5 LOS A 0.7 18.9 0.29 0.17 0.29 35.3 16 R2 54 3.0 0.178 4.5 LOS A 0.7 18.5 0.28 0.17 0.28 34.4 Approach 415 3.0 0.178 4.6 LOS A 0.7 18.9 0.29 0.17 0.29 34.0 North: Cottonwood Road 7 L2 38 3.0 0.088 4.8 LOS A 0.3 8.2 0.44 0.34 0.44 34.1 4 T1 89 3.0 0.088 4.6 LOS A 0.3 8.2 0.42 0.33 0.42 34.8 14 R2 39 3.0 0.088 4.4 LOS A 0.3 8.1 0.42 0.32 0.42 34.4 Approach 166 3.0 0.088 4.6 LOS A 0.3 8.2 0.42 0.33 0.42 34.5 West: Oak Street 5 L2 18 3.0 0.065 4.3 LOS A 0.2 6.0 0.39 0.28 0.39 34.9 2 T1 98 3.0 0.065 4.1 LOS A 0.2 6.0 0.38 0.27 0.38 35.3 12 R2 14 3.0 0.065 4.0 LOS A 0.2 5.9 0.37 0.26 0.37 34.6 Approach 130 3.0 0.065 4.1 LOS A 0.2 6.0 0.38 0.27 0.38 35.2 All Vehicles 1039 3.0 0.178 4.5 LOS A 0.7 18.9 0.32 0.21 0.32 34.5 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: MARVIN & ASSOCIATES | Processed: Friday, February 11, 2022 3:45:07 PM Project: C:\Users\14066\Desktop\21-956 Northwest Crossing Phase 2\Capacity\Exist Plus\Oak & Cottonwood PM Exist Plus.sip8 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Oak Stret & Flanders Mill Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/11/22 East/West Street Oak Street Analysis Year 2021 North/South Street Flanders Mill Road Time Analyzed AM Hour Existing Plus Sit Peak Hour Factor 0.76 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description North West Passaage TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 2 0 0 1 0 0 1 1 Configuration LT TR LT TR LTR LT R Volume (veh/h)31 287 13 67 148 8 3 41 40 6 78 57 Percent Heavy Vehicles (%)1 1 1 1 1 1 1 1 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No Median Type | Storage Left + Thru 1 Critical and Follow-up Headways Base Critical Headway (sec)4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 Critical Headway (sec)4.12 4.12 7.52 6.52 6.92 7.52 6.52 6.92 Base Follow-Up Headway (sec)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec)2.21 2.21 3.51 4.01 3.31 3.51 4.01 3.31 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)41 88 111 111 75 Capacity, c (veh/h)1354 1149 473 335 918 v/c Ratio 0.03 0.08 0.23 0.33 0.08 95% Queue Length, Q₉₅ (veh)0.1 0.2 0.9 1.4 0.3 Control Delay (s/veh)7.7 8.4 14.9 20.9 9.3 Level of Service (LOS)A A B C A Approach Delay (s/veh)0.8 2.6 14.9 16.2 Approach LOS B C Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/11/2022 5:18:05 PMOak & flanders Mill AM Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Oak & Laurel Parkway Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/11/22 East/West Street Oak Street Analysis Year 2021 North/South Street Laural Parkway Time Analyzed PM Hour Existing Plus Peak Hour Factor 0.76 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description North West Passage TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 1 0 1 0 0 0 Configuration TR LT L R Volume (veh/h)14 0 99 30 1 48 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.10 6.40 6.20 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.20 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)130 1 63 Capacity, c (veh/h)1606 620 1061 v/c Ratio 0.08 0.00 0.06 95% Queue Length, Q₉₅ (veh)0.3 0.0 0.2 Control Delay (s/veh)7.4 10.8 8.6 Level of Service (LOS)A B A Approach Delay (s/veh)5.9 8.7 Approach LOS A Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/12/2022 1:30:11 PMOak & Laurel Parkway PM Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Oak & Laurel Parkway Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/11/22 East/West Street Oak Street Analysis Year 2021 North/South Street Laural Parkway Time Analyzed AM Hour Existing Plus Peak Hour Factor 0.76 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description North West Passage TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 1 0 1 0 0 0 Configuration TR LT L R Volume (veh/h)28 2 38 9 0 75 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.10 6.40 6.20 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.20 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)50 0 99 Capacity, c (veh/h)1583 816 1039 v/c Ratio 0.03 0.00 0.09 95% Queue Length, Q₉₅ (veh)0.1 0.0 0.3 Control Delay (s/veh)7.3 9.4 8.8 Level of Service (LOS)A A A Approach Delay (s/veh)6.0 8.8 Approach LOS A Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/11/2022 5:26:31 PMOak & Laurel Parkway AM Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Oak & Laurel Parkway Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/11/22 East/West Street Oak Street Analysis Year 2021 North/South Street Laural Parkway Time Analyzed PM Hour Existing Plus Peak Hour Factor 0.76 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description North West Passage TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 1 0 1 0 0 0 Configuration TR LT L R Volume (veh/h)14 0 99 30 1 48 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.10 6.40 6.20 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.20 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)130 1 63 Capacity, c (veh/h)1606 620 1061 v/c Ratio 0.08 0.00 0.06 95% Queue Length, Q₉₅ (veh)0.3 0.0 0.2 Control Delay (s/veh)7.4 10.8 8.6 Level of Service (LOS)A B A Approach Delay (s/veh)5.9 8.7 Approach LOS A Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/11/2022 5:28:41 PMOak & Laurel Parkway PM Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Baxter & Rosa Agency/Co.Marvin Associates Jurisdiction City of Bozeman Date Performed 2/11/2022 East/West Street Baxter Lane Analysis Year 2022 North/South Street Rosa Way Time Analyzed AM Houe Existing Plus Peak Hour Factor 0.88 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest Crossing Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 1 0 0 0 0 Configuration TR LT LR Volume (veh/h)236 1 7 243 1 21 Percent Heavy Vehicles (%)1 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.11 6.40 6.20 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.21 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)8 25 Capacity, c (veh/h)1300 755 v/c Ratio 0.01 0.03 95% Queue Length, Q₉₅ (veh)0.0 0.1 Control Delay (s/veh)7.8 9.9 Level of Service (LOS)A A Approach Delay (s/veh)0.3 9.9 Approach LOS A Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/11/2022 12:32:38 PMBaxter & Rosa AM Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Baxter & Rosa Agency/Co.Marvin Associates Jurisdiction City of Bozeman Date Performed 2/11/2022 East/West Street Baxter Lane Analysis Year 2022 North/South Street Rosa Way Time Analyzed PM Hour Existing Plus Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest Crossing Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 1 0 0 0 0 Configuration TR LT LR Volume (veh/h)270 2 24 296 2 15 Percent Heavy Vehicles (%)1 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.11 6.40 6.20 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.21 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)26 18 Capacity, c (veh/h)1271 685 v/c Ratio 0.02 0.03 95% Queue Length, Q₉₅ (veh)0.1 0.1 Control Delay (s/veh)7.9 10.4 Level of Service (LOS)A B Approach Delay (s/veh)0.8 10.4 Approach LOS B Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/11/2022 12:35:20 PMBaxter & Rosa PM Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Baxter & Twin Lakes Agency/Co.Marvin Associates Jurisdiction City of Bozeman Date Performed 2/11/2022 East/West Street Baxter Lane Analysis Year 2022 North/South Street Twin Lakes Ave Time Analyzed AM Hour Existing Plus Peak Hour Factor 0.88 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest Crossing Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 1 0 0 0 0 Configuration TR LT LR Volume (veh/h)256 1 10 246 4 32 Percent Heavy Vehicles (%)1 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.11 6.40 6.20 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.21 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)11 41 Capacity, c (veh/h)1275 704 v/c Ratio 0.01 0.06 95% Queue Length, Q₉₅ (veh)0.0 0.2 Control Delay (s/veh)7.8 10.4 Level of Service (LOS)A B Approach Delay (s/veh)0.4 10.4 Approach LOS B Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/11/2022 12:38:17 PMBaxter & Twin Lakes AM Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Baxter & Twin Lakes Agency/Co.Marvin Associates Jurisdiction City of Bozeman Date Performed 2/11/2022 East/West Street Baxter Lane Analysis Year 2022 North/South Street Twin Lakes Ave Time Analyzed PM Hour Existing Plus Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest Crossing Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 0 1 0 0 0 0 Configuration TR LT LR Volume (veh/h)281 4 35 318 2 22 Percent Heavy Vehicles (%)1 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.11 6.40 6.20 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.21 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)38 26 Capacity, c (veh/h)1256 683 v/c Ratio 0.03 0.04 95% Queue Length, Q₉₅ (veh)0.1 0.1 Control Delay (s/veh)8.0 10.5 Level of Service (LOS)A B Approach Delay (s/veh)1.1 10.5 Approach LOS B Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/11/2022 12:40:49 PMBaxter & Twin Lakes PM Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Cottonwood & Touchstone Agency/Co.Marvin& Associates Jurisdiction City of Bozeman Date Performed 2/11/2022 East/West Street Touchstone Drive Analysis Year 2022 North/South Street Cottonwood Road Time Analyzed AM Hour Existing Plus Peak Hour Factor 0.88 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Northwest Crossing Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 1 2 0 0 0 2 0 Configuration LR L T T TR Volume (veh/h)16 35 0 11 87 68 5 Percent Heavy Vehicles (%)3 3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)7.5 6.9 4.1 Critical Headway (sec)6.86 6.96 4.16 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.53 3.33 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)58 13 Capacity, c (veh/h)922 1491 v/c Ratio 0.06 0.01 95% Queue Length, Q₉₅ (veh)0.2 0.0 Control Delay (s/veh)9.2 7.4 Level of Service (LOS)A A Approach Delay (s/veh)9.2 0.8 Approach LOS A Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/17/2022 3:43:08 PMCottonwood & Touchstone AM Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Cottonwood & Touchstone Agency/Co.Marvin& Associates Jurisdiction City of Bozeman Date Performed 2/11/2022 East/West Street Touchstone Drive Analysis Year 2022 North/South Street Cottonwood Road Time Analyzed PM Hour Existing Plus Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Northwest Crossing Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 1 2 0 0 0 2 0 Configuration LR L T T TR Volume (veh/h)11 24 0 39 94 126 19 Percent Heavy Vehicles (%)3 3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)7.5 6.9 4.1 Critical Headway (sec)6.86 6.96 4.16 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.53 3.33 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)38 42 Capacity, c (veh/h)845 1400 v/c Ratio 0.05 0.03 95% Queue Length, Q₉₅ (veh)0.1 0.1 Control Delay (s/veh)9.5 7.7 Level of Service (LOS)A A Approach Delay (s/veh)9.5 2.2 Approach LOS A Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/17/2022 3:45:28 PMCottonwood & Touchstone PM Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Cottonwood & Harvest Agency/Co.Marvin& Associates Jurisdiction City of Bozeman Date Performed 2/11/2022 East/West Street Harvest Parkway Analysis Year 2022 North/South Street Cottonwood Road Time Analyzed AM Hour Existing Plus Peak Hour Factor 0.88 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Northwest Crossing Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume (veh/h)11 1 27 1 1 1 0 9 87 1 0 1 100 3 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized Median Type | Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 Critical Headway (sec)7.50 6.50 6.90 7.50 6.50 6.90 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)44 3 10 1 Capacity, c (veh/h)886 764 1471 1492 v/c Ratio 0.05 0.00 0.01 0.00 95% Queue Length, Q₉₅ (veh)0.2 0.0 0.0 0.0 Control Delay (s/veh)9.3 9.7 7.5 7.4 Level of Service (LOS)A A A A Approach Delay (s/veh)9.3 9.7 0.7 0.1 Approach LOS A A Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/11/2022 1:15:38 PMCottonwood & Harvest AM Exist Plus.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Cottonwood & Harvest Agency/Co.Marvin& Associates Jurisdiction City of Bozeman Date Performed 2/11/2022 East/West Street Harvest Parkway Analysis Year 2022 North/South Street Cottonwood Road Time Analyzed PM Hour Existing Plus Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Northwest Crossing Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume (veh/h)5 1 18 1 1 1 0 30 128 1 0 1 141 9 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized Median Type | Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 Critical Headway (sec)7.50 6.50 6.90 7.50 6.50 6.90 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)26 3 33 1 Capacity, c (veh/h)841 672 1415 1442 v/c Ratio 0.03 0.00 0.02 0.00 95% Queue Length, Q₉₅ (veh)0.1 0.0 0.1 0.0 Control Delay (s/veh)9.4 10.4 7.6 7.5 Level of Service (LOS)A B A A Approach Delay (s/veh)9.4 10.4 1.4 0.0 Approach LOS A B Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/11/2022 1:14:01 PMCottonwood & Harvest PM Exist Plus.xtw APPENDIX B – 3 Future Year 2033 Capacity Calculations MOVEMENT SUMMARY Site: 101 [Cottonwood & Baxter AM Future] New Site Site Category: (None) Roundabout Movement Performance - Vehicles Demand Flows 95% Back of QueueMov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh ft mph South: Cottonwood Road 3 L2 37 1.0 0.062 4.7 LOS A 0.2 5.7 0.46 0.36 0.46 33.7 8 T1 17 1.0 0.062 4.7 LOS A 0.2 5.7 0.46 0.36 0.46 33.6 18 R2 97 1.0 0.101 4.7 LOS A 0.4 9.4 0.45 0.37 0.45 34.2 Approach 151 1.0 0.101 4.7 LOS A 0.4 9.4 0.45 0.36 0.45 34.0 East: Oak Street 1 L2 29 1.0 0.283 5.2 LOS A 1.4 34.2 0.21 0.10 0.21 35.1 6 T1 317 1.0 0.283 5.2 LOS A 1.4 34.2 0.21 0.10 0.21 35.0 16 R2 26 1.0 0.283 5.2 LOS A 1.4 34.2 0.21 0.10 0.21 33.9 Approach 373 1.0 0.283 5.2 LOS A 1.4 34.2 0.21 0.10 0.21 34.9 North: Cottonwood Road 7 L2 123 1.0 0.121 4.7 LOS A 0.5 11.6 0.42 0.33 0.42 32.9 4 T1 24 1.0 0.049 4.3 LOS A 0.2 4.5 0.42 0.31 0.42 35.7 14 R2 22 1.0 0.049 4.3 LOS A 0.2 4.5 0.42 0.31 0.42 34.5 Approach 168 1.0 0.121 4.6 LOS A 0.5 11.6 0.42 0.33 0.42 33.4 West: Oak Street 5 L2 20 1.0 0.308 5.8 LOS A 1.5 36.9 0.35 0.23 0.35 34.9 2 T1 305 1.0 0.308 5.8 LOS A 1.5 36.9 0.35 0.23 0.35 34.7 12 R2 47 1.0 0.308 5.8 LOS A 1.5 36.9 0.35 0.23 0.35 33.7 Approach 372 1.0 0.308 5.8 LOS A 1.5 36.9 0.35 0.23 0.35 34.6 All Vehicles 1064 1.0 0.308 5.2 LOS A 1.5 36.9 0.33 0.22 0.33 34.4 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: MARVIN & ASSOCIATES | Processed: Monday, February 21, 2022 4:31:49 PM Project: C:\Users\14066\Desktop\21-956 Northwest Crossing Phase 2\Capacity\Future\Cottonwood & Baxter AM Future.sip8 MOVEMENT SUMMARY Site: 101 [Cottonwood & Baxter PM Future] New Site Site Category: (None) Roundabout Movement Performance - Vehicles Demand Flows 95% Back of QueueMov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh ft mph South: Cottonwood Road 3 L2 27 1.0 0.077 4.8 LOS A 0.3 7.2 0.46 0.37 0.46 34.4 8 T1 41 1.0 0.077 4.8 LOS A 0.3 7.2 0.46 0.37 0.46 34.3 18 R2 107 1.0 0.111 4.8 LOS A 0.4 10.4 0.45 0.37 0.45 34.2 Approach 175 1.0 0.111 4.8 LOS A 0.4 10.4 0.45 0.37 0.45 34.2 East: Oak Street 1 L2 114 1.0 0.637 10.9 LOS B 5.2 131.8 0.48 0.29 0.48 32.1 6 T1 508 1.0 0.637 10.9 LOS B 5.2 131.8 0.48 0.29 0.48 32.0 16 R2 187 1.0 0.637 10.9 LOS B 5.2 131.8 0.48 0.29 0.48 31.1 Approach 809 1.0 0.637 10.9 LOS B 5.2 131.8 0.48 0.29 0.48 31.8 North: Cottonwood Road 7 L2 36 1.0 0.068 5.6 LOS A 0.2 6.1 0.53 0.48 0.53 33.1 4 T1 41 1.0 0.068 5.3 LOS A 0.2 6.1 0.52 0.46 0.52 34.4 14 R2 27 1.0 0.068 5.1 LOS A 0.2 6.0 0.51 0.46 0.51 34.1 Approach 104 1.0 0.068 5.4 LOS A 0.2 6.1 0.52 0.47 0.52 33.9 West: Oak Street 5 L2 51 1.0 0.404 7.1 LOS A 2.1 54.0 0.41 0.28 0.41 34.1 2 T1 357 1.0 0.404 7.1 LOS A 2.1 54.0 0.41 0.28 0.41 33.9 12 R2 74 1.0 0.404 7.1 LOS A 2.1 54.0 0.41 0.28 0.41 32.9 Approach 482 1.0 0.404 7.1 LOS A 2.1 54.0 0.41 0.28 0.41 33.8 All Vehicles 1570 1.0 0.637 8.7 LOS A 5.2 131.8 0.46 0.31 0.46 32.8 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: MARVIN & ASSOCIATES | Processed: Monday, February 21, 2022 4:29:08 PM Project: C:\Users\14066\Desktop\21-956 Northwest Crossing Phase 2\Capacity\Future\Cottonwood & Baxter PM Future.sip8 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Baxter & Flanders Mill Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/11/22 East/West Street Baxter Lane Analysis Year 2033 North/South Street Flanders Mill Road Time Analyzed AM Hour Future Peak Hour Factor 0.82 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description North west Passagee TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 0 1 0 0 0 0 Configuration TR L T LR Volume (veh/h)385 72 59 385 26 59 Percent Heavy Vehicles (%)2 2 2 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.12 6.42 6.22 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.22 3.52 3.32 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)72 104 Capacity, c (veh/h)1004 367 v/c Ratio 0.07 0.28 95% Queue Length, Q₉₅ (veh)0.2 1.1 Control Delay (s/veh)8.9 18.6 Level of Service (LOS)A C Approach Delay (s/veh)1.2 18.6 Approach LOS C Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/14/2022 2:28:40 PMBaxter & Flanders Mills AM Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Baxter & Flanders Mill Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/11/22 East/West Street Baxter Lane Analysis Year 2033 North/South Street Flanders Mill Road Time Analyzed AM Hour Future Peak Hour Factor 0.82 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description North west Passagee TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 0 1 0 0 0 0 Configuration TR L T LR Volume (veh/h)385 72 59 385 26 59 Percent Heavy Vehicles (%)2 2 2 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.12 6.42 6.22 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.22 3.52 3.32 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)72 104 Capacity, c (veh/h)1004 466 v/c Ratio 0.07 0.22 95% Queue Length, Q₉₅ (veh)0.2 0.8 Control Delay (s/veh)8.9 14.9 Level of Service (LOS)A B Approach Delay (s/veh)1.2 14.9 Approach LOS B Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/14/2022 2:35:46 PMBaxter & Flanders Mills AM Future.xtw MOVEMENT SUMMARY Site: 101 [Baxter & Ferguson AM Future] New Site Site Category: (None) Roundabout Movement Performance - Vehicles Demand Flows 95% Back of QueueMov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh ft mph South: Ferguson Avenue 3 L2 110 1.0 0.479 11.3 LOS B 3.2 80.2 0.72 0.81 0.97 31.5 8 T1 158 1.0 0.479 11.3 LOS B 3.2 80.2 0.72 0.81 0.97 31.4 18 R2 103 1.0 0.479 11.3 LOS B 3.2 80.2 0.72 0.81 0.97 30.6 Approach 371 1.0 0.479 11.3 LOS B 3.2 80.2 0.72 0.81 0.97 31.2 East: Baxter Lane 1 L2 118 1.0 0.574 11.5 LOS B 5.5 137.8 0.70 0.74 0.97 31.6 6 T1 324 1.0 0.574 11.5 LOS B 5.5 137.8 0.70 0.74 0.97 31.5 16 R2 110 1.0 0.574 11.5 LOS B 5.5 137.8 0.70 0.74 0.97 30.7 Approach 552 1.0 0.574 11.5 LOS B 5.5 137.8 0.70 0.74 0.97 31.3 North: RoadName 7 L2 150 1.0 0.496 11.6 LOS B 3.4 86.4 0.72 0.83 1.01 31.1 4 T1 182 1.0 0.496 11.6 LOS B 3.4 86.4 0.72 0.83 1.01 31.0 14 R2 52 1.0 0.496 11.6 LOS B 3.4 86.4 0.72 0.83 1.01 30.2 Approach 384 1.0 0.496 11.6 LOS B 3.4 86.4 0.72 0.83 1.01 31.0 West: Baxter Lane 5 L2 73 1.0 0.629 14.1 LOS B 6.6 165.6 0.79 0.97 1.29 30.6 2 T1 329 1.0 0.629 14.1 LOS B 6.6 165.6 0.79 0.97 1.29 30.6 12 R2 138 1.0 0.629 14.1 LOS B 6.6 165.6 0.79 0.97 1.29 29.8 Approach 540 1.0 0.629 14.1 LOS B 6.6 165.6 0.79 0.97 1.29 30.4 All Vehicles 1847 1.0 0.629 12.3 LOS B 6.6 165.6 0.73 0.84 1.07 30.9 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: MARVIN & ASSOCIATES | Processed: Tuesday, February 15, 2022 4:01:16 PM Project: C:\Users\14066\Desktop\21-956 Northwest Crossing Phase 2\Capacity\Future\Baxter & Ferguson AM Future.sip8 MOVEMENT SUMMARY Site: 101 [Baxter & Ferguson PM Future] New Site Site Category: (None) Roundabout Movement Performance - Vehicles Demand Flows 95% Back of QueueMov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh ft mph South: Ferguson Avenue 3 L2 208 1.0 0.711 19.7 LOS C 7.8 196.0 0.87 1.16 1.69 28.0 8 T1 148 1.0 0.711 19.7 LOS C 7.8 196.0 0.87 1.16 1.69 27.9 18 R2 164 1.0 0.711 19.7 LOS C 7.8 196.0 0.87 1.16 1.69 27.3 Approach 520 1.0 0.711 19.7 LOS C 7.8 196.0 0.87 1.16 1.69 27.8 East: Baxter Lane 1 L2 167 1.0 0.986 48.8 LOS E 36.7 926.0 1.00 2.10 3.81 20.8 6 T1 571 1.0 0.986 48.8 LOS E 36.7 926.0 1.00 2.10 3.81 20.8 16 R2 122 1.0 0.986 48.8 LOS E 36.7 926.0 1.00 2.10 3.81 20.4 Approach 860 1.0 0.986 48.8 LOS E 36.7 926.0 1.00 2.10 3.81 20.8 North: RoadName 7 L2 68 1.0 0.432 14.3 LOS B 2.2 55.2 0.76 0.84 1.05 30.2 4 T1 105 1.0 0.432 14.3 LOS B 2.2 55.2 0.76 0.84 1.05 30.1 14 R2 49 1.0 0.432 14.3 LOS B 2.2 55.2 0.76 0.84 1.05 29.3 Approach 223 1.0 0.432 14.3 LOS B 2.2 55.2 0.76 0.84 1.05 30.0 West: Baxter Lane 5 L2 80 1.0 0.744 17.5 LOS C 12.9 323.9 0.88 1.12 1.61 29.4 2 T1 459 1.0 0.744 17.5 LOS C 12.9 323.9 0.88 1.12 1.61 29.3 12 R2 176 1.0 0.744 17.5 LOS C 12.9 323.9 0.88 1.12 1.61 28.6 Approach 715 1.0 0.744 17.5 LOS C 12.9 323.9 0.88 1.12 1.61 29.1 All Vehicles 2317 1.0 0.986 29.3 LOS D 36.7 926.0 0.91 1.46 2.39 25.1 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: MARVIN & ASSOCIATES | Processed: Tuesday, February 15, 2022 4:05:59 PM Project: C:\Users\14066\Desktop\21-956 Northwest Crossing Phase 2\Capacity\Future\Baxter & Ferguson PM Future.sip8 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Oak & Laurel Parkway Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/11/22 East/West Street Oak Street Analysis Year 2033 North/South Street Laural Parkway Time Analyzed AM Hour Future Peak Hour Factor 0.76 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description North West Passage TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 1 0 1 0 0 0 Configuration TR LT L R Volume (veh/h)40 3 55 10 0 105 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.10 6.40 6.20 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.20 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)72 0 138 Capacity, c (veh/h)1561 740 1018 v/c Ratio 0.05 0.00 0.14 95% Queue Length, Q₉₅ (veh)0.1 0.0 0.5 Control Delay (s/veh)7.4 9.9 9.1 Level of Service (LOS)A A A Approach Delay (s/veh)6.3 9.1 Approach LOS A Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/15/2022 2:28:09 PMOak & Laurel Parkway AM Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Oak & Laurel Parkway Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/11/22 East/West Street Oak Street Analysis Year 2033 North/South Street Laural Parkway Time Analyzed PM Hour Future Peak Hour Factor 0.76 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description North West Passage TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 0 1 0 1 0 1 0 0 0 Configuration TR LT L R Volume (veh/h)20 0 140 45 1 70 Percent Heavy Vehicles (%)0 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized No Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.10 6.40 6.20 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.20 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)184 1 92 Capacity, c (veh/h)1595 498 1051 v/c Ratio 0.12 0.00 0.09 95% Queue Length, Q₉₅ (veh)0.4 0.0 0.3 Control Delay (s/veh)7.6 12.3 8.8 Level of Service (LOS)A B A Approach Delay (s/veh)5.9 8.8 Approach LOS A Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/15/2022 2:31:45 PMOak & Laurel Parkway PM Future.xtw MOVEMENT SUMMARY Site: 101 [Cottonwood & Oak Street AM Future] New Site Site Category: (None) Roundabout Movement Performance - Vehicles Demand Flows 95% Back of QueueMov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh ft mph South: Cottonwood Road 3 L2 14 1.0 0.094 4.1 LOS A 0.4 9.2 0.33 0.21 0.33 35.5 8 T1 89 1.0 0.094 4.1 LOS A 0.4 9.2 0.33 0.21 0.33 35.4 18 R2 183 1.0 0.156 4.4 LOS A 0.6 15.8 0.33 0.21 0.33 34.4 Approach 286 1.0 0.156 4.3 LOS A 0.6 15.8 0.33 0.21 0.33 34.7 East: Oak Street 1 L2 154 1.0 0.122 3.9 LOS A 0.5 12.2 0.24 0.12 0.24 33.2 6 T1 41 1.0 0.055 3.5 LOS A 0.2 5.2 0.23 0.11 0.23 36.1 16 R2 24 1.0 0.055 3.5 LOS A 0.2 5.2 0.23 0.11 0.23 35.0 Approach 220 1.0 0.122 3.7 LOS A 0.5 12.2 0.24 0.12 0.24 33.9 North: Cottonwood Road 7 L2 15 1.0 0.082 4.0 LOS A 0.3 7.9 0.32 0.20 0.32 35.5 4 T1 103 1.0 0.082 3.9 LOS A 0.3 7.9 0.32 0.19 0.32 35.5 14 R2 67 1.0 0.082 3.7 LOS A 0.3 7.7 0.30 0.18 0.30 34.8 Approach 186 1.0 0.082 3.9 LOS A 0.3 7.9 0.31 0.19 0.31 35.2 West: Oak Street 5 L2 20 1.0 0.099 4.3 LOS A 0.4 9.6 0.37 0.26 0.37 35.2 2 T1 177 1.0 0.099 4.2 LOS A 0.4 9.6 0.36 0.25 0.36 35.5 12 R2 15 1.0 0.099 4.1 LOS A 0.4 9.4 0.35 0.24 0.35 34.7 Approach 212 1.0 0.099 4.2 LOS A 0.4 9.6 0.36 0.25 0.36 35.4 All Vehicles 903 1.0 0.156 4.0 LOS A 0.6 15.8 0.31 0.19 0.31 34.8 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: MARVIN & ASSOCIATES | Processed: Tuesday, February 15, 2022 4:10:07 PM Project: C:\Users\14066\Desktop\21-956 Northwest Crossing Phase 2\Capacity\Future\pdf Files\Oak & Cottonwood AM Future.sip8 MOVEMENT SUMMARY Site: 101 [Cottonwood & Oak Street PM Future] New Site Site Category: (None) Roundabout Movement Performance - Vehicles Demand Flows 95% Back of QueueMov ID Turn Deg. Satn Average Delay Level of Service Prop. Queued Effective Stop Rate Aver. No. Cycles Average Speed Total HV Vehicles Distance veh/h % v/c sec veh ft mph South: Cottonwood Road 3 L2 27 1.0 0.129 4.4 LOS A 0.5 13.1 0.33 0.21 0.33 35.2 8 T1 115 1.0 0.129 4.4 LOS A 0.5 13.1 0.33 0.21 0.33 35.1 18 R2 259 1.0 0.220 5.0 LOS A 0.9 23.8 0.34 0.23 0.34 34.0 Approach 401 1.0 0.220 4.8 LOS A 0.9 23.8 0.34 0.22 0.34 34.4 East: Oak Street 1 L2 258 1.0 0.240 5.3 LOS A 1.1 27.4 0.33 0.21 0.33 32.7 6 T1 235 1.0 0.240 5.1 LOS A 1.1 27.4 0.32 0.20 0.32 35.0 16 R2 74 1.0 0.240 5.1 LOS A 1.1 26.8 0.32 0.20 0.32 34.1 Approach 566 1.0 0.240 5.2 LOS A 1.1 27.4 0.32 0.20 0.32 33.8 North: Cottonwood Road 7 L2 51 1.0 0.130 5.7 LOS A 0.5 12.3 0.51 0.45 0.51 33.7 4 T1 120 1.0 0.130 5.4 LOS A 0.5 12.3 0.50 0.44 0.50 34.4 14 R2 53 1.0 0.130 5.2 LOS A 0.5 12.1 0.49 0.43 0.49 34.0 Approach 224 1.0 0.130 5.4 LOS A 0.5 12.3 0.50 0.44 0.50 34.2 West: Oak Street 5 L2 25 1.0 0.094 4.9 LOS A 0.4 8.9 0.46 0.37 0.46 34.6 2 T1 132 1.0 0.094 4.7 LOS A 0.4 8.9 0.45 0.36 0.45 35.1 12 R2 20 1.0 0.094 4.6 LOS A 0.3 8.7 0.44 0.35 0.44 34.4 Approach 176 1.0 0.094 4.7 LOS A 0.4 8.9 0.45 0.36 0.45 34.9 All Vehicles 1367 1.0 0.240 5.1 LOS A 1.1 27.4 0.37 0.27 0.37 34.2 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 8.0 | Copyright © 2000-2019 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: MARVIN & ASSOCIATES | Processed: Tuesday, February 15, 2022 4:14:19 PM Project: C:\Users\14066\Desktop\21-956 Northwest Crossing Phase 2\Capacity\Future\Oak & Cottonwood PM Future.sip8 HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Oak Stret & Flanders Mill Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/11/22 East/West Street Oak Street Analysis Year 2033 North/South Street Flanders Mill Road Time Analyzed AM Hour Existing Future Peak Hour Factor 0.76 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description North West Passaage TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 2 0 0 1 0 0 1 1 Configuration LT TR LT TR LTR LT R Volume (veh/h)42 377 18 90 200 12 5 55 22 8 105 77 Percent Heavy Vehicles (%)1 1 1 1 1 1 1 1 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No Median Type | Storage Left + Thru 1 Critical and Follow-up Headways Base Critical Headway (sec)4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 Critical Headway (sec)4.12 4.12 7.52 6.52 6.92 7.52 6.52 6.92 Base Follow-Up Headway (sec)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec)2.21 2.21 3.51 4.01 3.31 3.51 4.01 3.31 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)55 118 108 149 101 Capacity, c (veh/h)1272 1033 306 240 869 v/c Ratio 0.04 0.11 0.35 0.62 0.12 95% Queue Length, Q₉₅ (veh)0.1 0.4 1.5 3.7 0.4 Control Delay (s/veh)8.0 8.9 23.0 41.7 9.7 Level of Service (LOS)A A C E A Approach Delay (s/veh)0.9 2.9 23.0 28.7 Approach LOS C D Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/14/2022 2:46:02 PMOak & flanders Mill AM Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Oak Stret & Flanders Mill Agency/Co.Marvin & Associates Jurisdiction City of Bozeman Date Performed 2/11/22 East/West Street Oak Street Analysis Year 2033 North/South Street Flanders Mill Road Time Analyzed PM Hour Future Peak Hour Factor 0.89 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description North West Passage TIS Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 2 0 0 0 2 0 0 1 0 0 1 1 Configuration LT TR LT TR LTR LT R Volume (veh/h)47 339 5 68 515 14 3 65 24 16 81 27 Percent Heavy Vehicles (%)1 1 1 1 1 1 1 1 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized No Median Type | Storage Left + Thru 1 Critical and Follow-up Headways Base Critical Headway (sec)4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 Critical Headway (sec)4.12 4.12 7.52 6.52 6.92 7.52 6.52 6.92 Base Follow-Up Headway (sec)2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 Follow-Up Headway (sec)2.21 2.21 3.51 4.01 3.31 3.51 4.01 3.31 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)53 76 103 109 30 Capacity, c (veh/h)974 1159 292 243 690 v/c Ratio 0.05 0.07 0.35 0.45 0.04 95% Queue Length, Q₉₅ (veh)0.2 0.2 1.5 2.2 0.1 Control Delay (s/veh)8.9 8.3 23.9 31.3 10.5 Level of Service (LOS)A A C D B Approach Delay (s/veh)1.3 1.2 23.9 26.8 Approach LOS C D Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/14/2022 2:50:29 PMOak & flanders Mill PM Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Baxter & Rosa Agency/Co.Marvin Associates Jurisdiction City of Bozeman Date Performed 2/11/2022 East/West Street Baxter Lane Analysis Year 2033 North/South Street Rosa Way Time Analyzed AM Future Peak Hour Factor 0.88 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest Crossing Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 0 1 0 0 0 0 Configuration TR L T LR Volume (veh/h)293 1 7 333 1 21 Percent Heavy Vehicles (%)1 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.11 6.40 6.20 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.21 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)8 25 Capacity, c (veh/h)1231 687 v/c Ratio 0.01 0.04 95% Queue Length, Q₉₅ (veh)0.0 0.1 Control Delay (s/veh)7.9 10.4 Level of Service (LOS)A B Approach Delay (s/veh)0.2 10.4 Approach LOS B Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/22/2022 12:02:48 AMBaxter & Rosa AM Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Baxter & Rosa Agency/Co.Marvin Associates Jurisdiction City of Bozeman Date Performed 2/11/2022 East/West Street Baxter Lane Analysis Year 2023 North/South Street Rosa Way Time Analyzed PM Hour Future Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest Crossing Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 0 1 0 0 0 0 Configuration TR L T LR Volume (veh/h)375 2 24 420 2 15 Percent Heavy Vehicles (%)1 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.11 6.40 6.20 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.21 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)26 18 Capacity, c (veh/h)1154 568 v/c Ratio 0.02 0.03 95% Queue Length, Q₉₅ (veh)0.1 0.1 Control Delay (s/veh)8.2 11.5 Level of Service (LOS)A B Approach Delay (s/veh)0.4 11.5 Approach LOS B Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/22/2022 12:04:42 AMBaxter & Rosa PM Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Baxter & Twin Lakes Agency/Co.Marvin Associates Jurisdiction City of Bozeman Date Performed 2/11/2022 East/West Street Baxter Lane Analysis Year 2033 North/South Street Twin Lakes Ave Time Analyzed AM Hour Future Peak Hour Factor 0.88 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest Crossing Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 0 1 0 0 0 0 Configuration TR L T LR Volume (veh/h)313 1 10 336 4 32 Percent Heavy Vehicles (%)1 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.11 6.40 6.20 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.21 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)11 41 Capacity, c (veh/h)1207 632 v/c Ratio 0.01 0.06 95% Queue Length, Q₉₅ (veh)0.0 0.2 Control Delay (s/veh)8.0 11.1 Level of Service (LOS)A B Approach Delay (s/veh)0.2 11.1 Approach LOS B Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/22/2022 12:05:57 AMBaxter & Twin Lakes AM Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Baxter & Twin Lakes Agency/Co.Marvin Associates Jurisdiction City of Bozeman Date Performed 2/11/2022 East/West Street Baxter Lane Analysis Year 2023 North/South Street Twin Lakes Ave Time Analyzed PM Hour Future Peak Hour Factor 0.92 Intersection Orientation East-West Analysis Time Period (hrs)0.25 Project Description Northwest Crossing Lanes Major Street: East-West Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12 Number of Lanes 0 0 1 0 0 1 1 0 0 1 0 0 0 0 Configuration TR L T LR Volume (veh/h)386 4 35 442 2 22 Percent Heavy Vehicles (%)1 0 0 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Undivided Critical and Follow-up Headways Base Critical Headway (sec)4.1 7.1 6.2 Critical Headway (sec)4.11 6.40 6.20 Base Follow-Up Headway (sec)2.2 3.5 3.3 Follow-Up Headway (sec)2.21 3.50 3.30 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)38 26 Capacity, c (veh/h)1141 572 v/c Ratio 0.03 0.05 95% Queue Length, Q₉₅ (veh)0.1 0.1 Control Delay (s/veh)8.3 11.6 Level of Service (LOS)A B Approach Delay (s/veh)0.6 11.6 Approach LOS B Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/22/2022 12:07:22 AMBaxter & Twin Lakes PM Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Cottonwood & Touchstone Agency/Co.Marvin& Associates Jurisdiction City of Bozeman Date Performed 2/11/2022 East/West Street Touchstone Drive Analysis Year 2033 North/South Street Cottonwood Road Time Analyzed AM Hour Future Peak Hour Factor 0.88 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Northwest Crossing Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 1 2 0 0 0 2 0 Configuration LR L T T TR Volume (veh/h)16 35 0 11 105 150 5 Percent Heavy Vehicles (%)3 3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)7.5 6.9 4.1 Critical Headway (sec)6.86 6.96 4.16 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.53 3.33 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)58 13 Capacity, c (veh/h)849 1378 v/c Ratio 0.07 0.01 95% Queue Length, Q₉₅ (veh)0.2 0.0 Control Delay (s/veh)9.5 7.6 Level of Service (LOS)A A Approach Delay (s/veh)9.5 0.7 Approach LOS A Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/22/2022 12:11:25 AMCottonwood & Touchstone AM Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Cottonwood & Touchstone Agency/Co.Marvin& Associates Jurisdiction City of Bozeman Date Performed 2/11/2022 East/West Street Touchstone Drive Analysis Year 2033 North/South Street Cottonwood Road Time Analyzed PM Hour Future Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Northwest Crossing Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 0 0 0 1 2 0 0 0 2 0 Configuration LR L T T TR Volume (veh/h)11 24 0 39 165 176 19 Percent Heavy Vehicles (%)3 3 3 3 Proportion Time Blocked Percent Grade (%)0 Right Turn Channelized Median Type | Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)7.5 6.9 4.1 Critical Headway (sec)6.86 6.96 4.16 Base Follow-Up Headway (sec)3.5 3.3 2.2 Follow-Up Headway (sec)3.53 3.33 2.23 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)38 42 Capacity, c (veh/h)796 1336 v/c Ratio 0.05 0.03 95% Queue Length, Q₉₅ (veh)0.2 0.1 Control Delay (s/veh)9.7 7.8 Level of Service (LOS)A A Approach Delay (s/veh)9.7 1.5 Approach LOS A Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/22/2022 12:12:49 AMCottonwood & Touchstone PM Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Cottonwood & Harvest Agency/Co.Marvin& Associates Jurisdiction City of Bozeman Date Performed 2/11/2022 East/West Street Harvest Parkway Analysis Year 2033 North/South Street Cottonwood Road Time Analyzed AM Hour Future Peak Hour Factor 0.88 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Northwest Crossing Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume (veh/h)11 1 27 5 1 5 0 9 105 10 0 10 150 3 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized Median Type | Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 Critical Headway (sec)7.50 6.50 6.90 7.50 6.50 6.90 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)44 13 10 11 Capacity, c (veh/h)826 764 1402 1454 v/c Ratio 0.05 0.02 0.01 0.01 95% Queue Length, Q₉₅ (veh)0.2 0.0 0.0 0.0 Control Delay (s/veh)9.6 9.8 7.6 7.5 Level of Service (LOS)A A A A Approach Delay (s/veh)9.6 9.8 0.6 0.5 Approach LOS A A Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/22/2022 12:30:16 PMCottonwood & Harvest AM Future.xtw HCS7 Two-Way Stop-Control Report General Information Site Information Analyst R Marvin Intersection Cottonwood & Harvest Agency/Co.Marvin& Associates Jurisdiction City of Bozeman Date Performed 2/11/2022 East/West Street Harvest Parkway Analysis Year 2023 North/South Street Cottonwood Road Time Analyzed PM Hour Future Peak Hour Factor 0.92 Intersection Orientation North-South Analysis Time Period (hrs)0.25 Project Description Northwest Crossing Lanes Major Street: North-South Vehicle Volumes and Adjustments Approach Eastbound Westbound Northbound Southbound Movement U L T R U L T R U L T R U L T R Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6 Number of Lanes 0 1 0 0 1 0 0 1 2 0 0 1 2 0 Configuration LTR LTR L T TR L T TR Volume (veh/h)5 1 18 15 1 10 0 30 165 20 0 10 176 9 Percent Heavy Vehicles (%)0 0 0 0 0 0 0 0 0 0 Proportion Time Blocked Percent Grade (%)0 0 Right Turn Channelized Median Type | Storage Left Only 1 Critical and Follow-up Headways Base Critical Headway (sec)7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 Critical Headway (sec)7.50 6.50 6.90 7.50 6.50 6.90 4.10 4.10 Base Follow-Up Headway (sec)3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 Follow-Up Headway (sec)3.50 4.00 3.30 3.50 4.00 3.30 2.20 2.20 Delay, Queue Length, and Level of Service Flow Rate, v (veh/h)26 28 33 11 Capacity, c (veh/h)795 668 1371 1371 v/c Ratio 0.03 0.04 0.02 0.01 95% Queue Length, Q₉₅ (veh)0.1 0.1 0.1 0.0 Control Delay (s/veh)9.7 10.6 7.7 7.6 Level of Service (LOS)A B A A Approach Delay (s/veh)9.7 10.6 1.1 0.4 Approach LOS A B Copyright © 2022 University of Florida. All Rights Reserved.HCS™TWSC Version 7.8 Generated: 2/22/2022 12:32:50 PMCottonwood & Harvest PM Future.xtw APPENDIX C Traffic Assignment Exhibits APPENDIX D Cost Participation Calculations