Document Kalispell_doc_39f972f80d

Traffic Impact Study Flathead County Rail Park Kalispell, Montana Prepared for Flathead County Economic Development Association Prepared by KLJ May 2013 KLJ Project # 15413003 ---PAGE BREAK--- Flathead County Rail Park Traffic Impact Study KLJ Page 1 This document(s) was originally issued and sealed by Gabriel J Schell, Registration Number PE- 6879 on XXXX, XXX and the original documents are stored at Kadrmas, Lee & Jackson, Bismarck, ND. This media should not be considered a certified document. CERTIFICATION I hereby certify that this traffic impact study for the Flathead County Rail Park in Kalispell, MT was prepared by me or under my direct supervision and that I am a duly registered professional engineer under the laws of the State of Montana. Robert Shannon 7/2/13 Robert Shannon P.E. Date This document was originally issued and sealed by Robert Shannon Registration Number PE‐16861 on 7/2/13 and the original document is stored at KLJ in Bismarck, ND. ---PAGE BREAK--- Flathead County Rail Park Traffic Impact Study KLJ Page 2 TABLE OF CONTENTS EXECUTIVE SUMMARY 4 1.0 INTRODUCTION AND OBJECTIVE 5 2.0 2013 BASE CONDITIONS 2.1 Existing Roadways 8 2.2 Background Traffic Volumes 9 2.3 2013 Background Capacity Analysis 9 2.4 Crash 15 3.0 2013 BASE PLUS SITE CONDITIONS 3.1 Assigned Trip Calculations 17 3.2 2013 Background Plus Site Capacity Analysis 21 4.0 RAILROAD CROSSINGS 4.1 Montclair Drive 27 5.0 RECOMMENDED IMPROVEMENTS AND COST 5.1 Recommended Improvements 30 5.2 Estimated Costs 31 ---PAGE BREAK--- Flathead County Rail Park Traffic Impact Study KLJ Page 3 LIST OF FIGURES Figure 1 – Project Location Map 6 Figure 2 – Site 7 Figure 3 – Montclair Drive looking east at the railroad crossing 8 Figure 4 – US‐2 @ Flathead Drive 8 Figure 5 – 2013 Background Peak Hour Turning Movement Counts 10 Figure 6 – Signal Warrant 3 Graph with Data Point of Flathead Drive and US‐2/Idaho Street 13 Figure 7 – Signal Warrant 3 Graph with Data Point of Flathead Drive and US‐2/Idaho Street with rights removed 14 Figure 8 – 2010‐2012 Crash Locations 16 Figure 9 – 2013 Background Plus Site Total Peak Hour Trips 19 Figure 10 – 2013 Background Plus Site Total Peak Hour Harvest Trips 20 Figure 11 – Signal Warrant 3 Graph with Data Point of Montclair Drive and US‐2/Idaho Street 23 Figure 12 – Existing Geometry for Montclair Drive and US‐2/Idaho Street 24 Figure 13 – Recommended Geometry for Montclair Drive and US‐2/Idaho Street 24 Figure 14 – Existing Geometry for Flathead Drive and US‐2/Idaho Street 25 Figure 15 – Recommended Geometry for Flathead Drive and US‐2/Idaho Street 26 Figure 16‐ Existing Railroad Crossing on Montclair Drive 27 Figure 17 – Existing Geometry for Montclair Drive and Railroad 28 Figure 18 – Recommended Geometry for Montclair Drive and Railroad Crossing 29 Figure 19 – Example of Railroad Crossing with Lights, Gates, and Bells 29 Figure 20‐ Recommended Improvements 31 LIST OF TABLES Table 1 – Existing Lane Configuration 9 Table 2 – Level of Service Control Delay 11 Table 3 – 2013 Background Traffic Capacity Results 11 Table 4 – Summary of Crashes 15 Table 5 – ITE Trip Generation 17 Table 6 – 2013 Background Plus Site without Improvements Traffic Capacity 21 Table 7 – 2013 Background Plus Site with Improvements Traffic Capacity Results 22 Table 8 – Planning Level Cost Estimates 31 LIST OF APPENDICIES Appendix A: 2013 Background Traffic Volumes Appendix B: 2013 Background Capacity Analysis Worksheets Appendix C: 2013 Background Signal Warrant Analysis Worksheets Appendix D: 2013 Background Plus Site Capacity Analysis Worksheets Appendix E: 2013 Background Plus Site Signal Warrant Analysis Worksheets ---PAGE BREAK--- Flathead County Rail Park Traffic Impact Study KLJ Page 4 EXECUTIVE SUMMARY The purpose of this report is to document the results of a traffic impact study conducted for the proposed Rail Park in Kalispell, MT. The proposed development will be located on Montclair Drive immediately south of the existing rail park. The main access to the state highway system will be through the intersection of Montclair Drive and US‐2/Idaho Street. In general, the property within the vicinity of the proposed site is largely light industrial with some residential uses south of the Rail Park. . The traffic study will consider the following scenarios: 2013 Background, 2013 Background Plus Site, which adds traffic from the rail park development. The study recommendations are made for each analysis period in terms of safety, access and capacity for the study area. Findings:  2013 Background Scenario o The intersection of Flathead Drive and US‐2/Idaho Street currently meets MUTCD traffic signal warrants 1, 2, and 4. o With existing geometry LOS C is met for all movements and intersections overall, except for eastbound left turns from Montclair Drive onto US‐2/Idaho Street, which is LOS F.  2013 Background Plus Site Scenario o With site development the intersection of Montclair Drive and US‐2/Idaho Street experiences LOS F. Installing a signal is recommended. o With below recommended improvements all intersections achieve LOS A. o For safe railroad crossing and to avoid vehicles on the railroad, lights, gates, and bells should be added to the new railroad spur at‐grade railroad crossing on Montclair Drive. Recommendations:  Install an actuated coordinated traffic signal at intersection of Flathead Drive and US‐2/Idaho Street. o Include an eastbound/westbound protected left turn phase at the signal. o Construct northbound left and through travel lane to allow for those movements  Remove stop control on Montclair Drive at the railroad crossing  Widen the approximately 24 feet for pavement at the existing railroad crossing on Montclair Drive to approximately 40 feet.  Move intersection of Montclair Drive and US‐2/Idaho Street approximately 100 feet further south. o Construct eastbound right turn lane with 100 feet of full width turn bay length, plus an 8:1 taper.  Install an actuated coordinated traffic signal at intersection of Montclair Drive and US‐2/Idaho Street.  Install railroad crossing on Montclair Drive for three new spurs with full complement of lights, gates, and bells. ---PAGE BREAK--- Flathead County Rail Park Traffic Impact Study KLJ Page 5 1.0 INTRODUCTION AND OBJECTIVE The purpose of this report is to document the results of a traffic impact study conducted for the proposed Flathead County Rail Park expansion in Kalispell, MT. The goals of this study are to assess the traffic impacts associated with the development and identify the level of off‐site access and traffic control improvements required to service the project, provide a technically sound basis to identify/negotiate mitigation requirements in response to off‐site traffic impacts and to provide the site engineer input on the proposed access plan, internal site circulation and truck access. The proposed development will be located at Flathead County Rail Park south of the access road between Whitefish Stage and the BNSF rail line. The site includes Northwest Drywall with a railroad spur north of the access road, and CHS grain elevators plus four additional railroad spurs south of the access road. Access to CHS will be provided via a driveway on Oregon Lane with a secondary access on the west side of the site also on Oregon Lane. The following intersections will be studied due to their proximity to the proposed development:  Montclair Drive and US 2/Idaho Street  Flathead Drive and US 2/Idaho Street  Montclair Drive and Flathead Drive  Montclair Drive and Oregon Lane  Montclair Drive and site access road  Whitefish Stage and site access road The traffic study will consider the following scenarios: 2013 Background, 2013 Background Plus Site, 2018 (5 year growth) Background, 2018 Background Plus Site. The study recommendations are made for each analysis period in terms of safety, access and capacity for the study area. Existing roadways and the proposed development location can be found in Figure 1, Project Location Map. Figure 2, Site Plan shows the layout of development and rail lines associated with the rail park development. Capacity analysis conducted at study intersections were based on the “Highway Capacity Manual” (HCM 2010) published by the Transportation Research Board (TRB). Site trips were generated according to the methods outlined in the “Trip Generation 8th Edition” and “Trip Generation Handbook 2nd Edition” both published by the Institute of Transportation Engineers (ITE). 8 was the capacity software used in the analysis. ---PAGE BREAK--- KLJ Page 6 Figure 1: Project Location Map ---PAGE BREAK--- KLJ Page 7 Figure 2: Site Plan ---PAGE BREAK--- Flathead County Rail Park Traffic Impact Study KLJ Page 8 2.0 2013 BASE CONDITIONS The 2013 base condition will analyze the existing roadway network, background traffic and the surrounding area adjacent to the development to provide a basis of comparison to the build alternative. 2.1 Existing Roadways Montclair Drive is an east‐west local street north of the proposed site. The two‐way road consists of a 24‐ foot paved 2‐lane section with no striping or painted markings. Montclair Drive has an existing at‐grade railroad crossing with stop signs (shown below) between Flathead Drive and Oregon Lane. Montclair Drive is the main point of access off of US Highway 2 for the existing rail park. The speed limit on Montclair Drive is 25 MPH. Figure 3: Montclair Drive looking east at the railroad crossing US Highway 2 or Idaho Street is an east‐west principal arterial east and south of the rail park site. The street has a 4‐lane cross‐section with a grass center median and left turn lanes at intersections. There are street lights and curb and gutter on the approximately 100 feet of right‐of‐way. The posted speed limit is 45 mph through the project area. The intersections on Montclair Drive and Flathead Drive are two‐way stops with free movements on US Highway 2. Figure 4: US-2 @ Flathead Drive looking west Flathead Drive and Oregon Lane are parallel north‐south streets east of the proposed development. They run on either side of the elevated BNSF rail line. Both are paved streets with approximately 24 feet of pavement with no striping. The posted speed limit on both streets is 25 mph. The secondary access point for the FCEDA rail park site is on Oregon Lane. ---PAGE BREAK--- Flathead County Rail Park Traffic Impact Study KLJ Page 9 Whitefish Stage is a local north‐south street on the west of the rail park site. It is a paved road with 2‐3 foot shoulders and no curb. It has approximately 30 feet of striped pavement with no turn lanes. The posted speed limit is 35 mph. The site access road connects through the site to Whitefish Stage. The site access road for lack of a proper name is a dirt and gravel road that runs east‐west through the property connecting to Whitefish Stage and Montclair Drive. This dirt road is approximately 30 feet wide and includes a few speed bumps. There are currently a few businesses that use the road to access their facilities including Klingler Lumber. A summary of the existing lane configurations at the study intersections is provided in Table 1, Existing Lane Configuration. Included are the full width turn bay when turn lanes are present. 2.2 Background Traffic Volumes To evaluate the current traffic volumes on the area roadways, the most recent AADT (Annual Average Daily Traffic) was compiled from the Montana Department of Transportation (MDT) traffic volume maps and from PM peak hour movement counts collected in April 2013. See Figure 5, 2013 Background Peak Hour Turning Movement Counts for the 2013 peak hour turning movements. See Appendix A for the 2013 background traffic volume worksheets. 2.3 2013 Background Capacity Analysis The study intersections were analyzed using existing geometry, existing traffic control and the 2013 peak hour volumes. A LOS (Level of Service) was determined for each study intersection to assess how the intersections are currently operating in terms of capacity. Table 1 Existing Lane Configuration Intersection Intersection Approach Traffic Control Eastbound Westbound Northbound Southbound Montclair Drive and US 2/Idaho Street LTR LTR L(75’), T,T,TR(250’) L(75’), T,TR EB/WB Stop Flathead Drive and US 2/Idaho Street L(75’), T,TR L(175’), T,TR R LTR NB/SB Stop Montclair Drive and Flathead Drive LTR LTR LTR ‐ NB Stop Montclair Drive and Oregon Lane LTR LTR LTR ‐ NB Stop Montclair Drive and site access road LTR ‐ LTR LTR EB Stop Whitefish Stage and site access road ‐ LTR LTR LTR WB Stop Notes: L= Left‐turn lane; T = Through lane; R = Right‐turn lane; LT, LR, TR, LTR = Shared lanes (xxx’) = Full width turn bay length ---PAGE BREAK--- KLJ Page 10 Figure 5: 2013 Background Peak Hour Turning Movement Counts ---PAGE BREAK--- Flathead County Rail Park Traffic Impact Study KLJ Page 11 LOS (Level of Service) Concepts1 LOS for an AWSC (all‐way stop‐controlled) or a TWSC (two‐way stop‐controlled) intersection is determined by the computed or measured control delay. LOS for an AWSC intersection is defined for each approach as well as for the intersection as a whole. LOS for a TWSC intersection is defined for each minor movement and is not defined for the intersection as a whole. The LOS criteria for stop‐controlled intersections and unsignalized intersections are somewhat different from the criteria for signalized intersections primarily because different transportation facilities create different driver perceptions. The expectation is that a signalized intersection is designed to carry higher traffic volumes and experience greater delay than an unsignalized intersection. Please refer to Table 2, Level of Service Control Delay for a control delay range expressed as seconds of delay per vehicle and the corresponding LOS letter grade. None of the six intersections analyzed are signalized. The following is a summary of the 2013 capacity analysis results for each study intersection. Please refer to Table 3, 2013 Background Traffic Capacity Results for the LOS at each approach and for the intersection overall. See Appendix B for the 2013 background traffic capacity analysis worksheets. Montclair Drive and US 2/Idaho Street While this intersection operates at an overall LOS B it experiences significant delay at the eastbound and westbound approaches, both are LOS F. With 53 eastbound left turns in the PM peak experiencing on average almost 300 seconds of delay. 1 Discussion in the Level of Service Concepts section is taken from: “Highway Capacity Manual”, Transportation Research Board, 2000, Chapters 10, 17. Table 2 Level of Service Control Delay LOS Signalized Intersections (s/veh) AWSC/TWSC Intersections (s/veh) A 0‐10 0‐10 B >10‐20 >10‐15 C >20‐35 >15‐25 D >35‐55 >25‐35 E >55‐80 >35‐50 F >80 >50 Table 3 2013 Background Traffic Capacity Results Intersection Lane Geometry Traffic Control Level Of Service/ Delay (seconds) Overall Intersection Approach EB WB NB SB Montclair Drive and US 2/Idaho Street Existing EB/WB Stop B 11.7 F 296.8 F 100.6 ‐ ‐ Flathead Drive and US 2/Idaho Street Existing NB/SB Stop A 4.4 ‐ ‐ 3.9 C 22.3 B 11.6 Montclair Drive and Flathead Drive Existing NB Stop A 1.0 ‐ ‐ A 9.1 ‐ Montclair Drive and Oregon Lane Existing NB Stop A 5.5 ‐ ‐ A 8.8 ‐ Montclair Drive and site access road Existing EB Stop A ‐ ‐ ‐ ‐ ‐ Whitefish Stage and site access road Existing WB Stop A 0.2 ‐ C 15.3 ‐ ‐ ---PAGE BREAK--- Flathead County Rail Park Traffic Impact Study KLJ Page 12 Flathead Drive and US 2/Idaho Street This intersection is unique in that the northbound approach has only a right out option, forcing all 276 northbound vehicles in the peak hour to turn right. This reduces the delay the northbound approach experiences which operates at a LOS C. It is also virtually impossible for southbound vehicle to make any movement other than turn right. No southbound left turns or through movements were observed during peak hour counts. Montclair Drive and Flathead Drive At this T‐intersection, only the northbound approach is stop controlled and currently operates at a LOS A. There are only a few northbound left‐turns in the peak hour and it is in the middle of the LOS A range. Montclair Drive and Oregon Lane and Railroad Crossing At this T‐intersection, only the northbound approach is stop controlled and currently operates at a LOS A. However, there are stop signs at the railroad crossing. Many vehicle observe this stop sign and come to a complete stop before crossing the railroad, others do not. There are no gates, bells, or lights at this at‐grade railroad crossing. Eastbound vehicles observing this stop sign block this intersection to all movements, which is not ideal. Part of this planned rail park project is to remove trains from this existing railroad line through Kalispell. The track will be removed south of US‐2. It will not be removed across Montclair Drive and this section may still be used for train car storage. It is anticipated that this section of the track will rarely be used and never during peak traffic hours. These changes mean that there will be virtually no conflicts between trains and vehicles at this crossing, therefore, no additional safety improvements like lights and gates will be necessary. Removing the stop signs and widening the railroad crossing will allow for larger trucks with higher turning radius to maneuver from Oregon Lane to Montclair. All approaches currently operate at or above LOS A with existing traffic and existing traffic control devices. Recommended Changes to Geometry: Remove railroad stop control and widen at‐grade crossing to accommodate trucks with a high turning radius. Montclair Drive and site access road The site access road serves few PM peak hour trips. Most trips are employees leaving the rail park. This intersection has such a low peak hour volumes that no delay is measurable. It operates at a LOS A for all approaches. Whitefish Stage and site access road Whitefish stage provides an important north south connection between US‐2/Idaho Street and West Reserve Drive. Whitefish Stage carries a considerable number of vehicles in the PM peak hour; however the site access road serves few vehicles therefore this intersection experiences little delay. It operates at a LOS A overall and LOC for the westbound approach. Signal Warrant Analysis Signal Warrant analysis was considered at the above mentioned intersections, however only the two intersections on US‐2 at Montclair Drive and Flathead Drive have traffic volumes high enough to meet warrants and analysis was performed for those intersections using existing traffic data and guidance from the 2009 MUTCD. The analysis was conducted to determine whether installation of a new traffic control signal is currently justified. The satisfaction of a traffic signal warrant or warrants does not necessitate that a traffic control signal ---PAGE BREAK--- Flathead County Rail Park Traffic Impact Study KLJ Page 13 be installed. If additional data were required, reasonable judgment was used to determine the estimated volumes. See Appendix C for the 2013 background signal warrant analysis worksheets. The following warrants from the MUTCD were analyzed: Warrant 1 – Eight‐Hour Vehicular Volume Warrant 6 – Coordinated Signal System Warrant 2 – Four‐Hour Vehicular Volume Warrant 7 – Crash Experience Warrant 3 – Peak Hour Warrant 8 – Roadway Network Warrant 4 – Pedestrian Volume Warrant 9 – Intersection Near a Grade Crossing Warrant 5 – School Crossing The intersection of Flathead Drive and US‐2/Idaho Street currently meets signal warrants. It meets warrants 1, 2, and 3 based on eight hour, four hour, and peak hour vehicular volume with the northbound right turns from Woodland Park Drive. The 265 peak hour westbound left turns conflict with the 1026 eastbound through and right turn movements. Below is the MUTCD Warrant 3 graph with a point plotted for the intersection of Flathead Drive and US‐2/Idaho Street under existing conditions. Recommended Changes to Geometry: Install an actuated traffic signal at the intersection of Flathead Drive and US‐2/Idaho Street. Figure 6: Signal Warrant 3 Graph with Data Point for Flathead Drive and US-2/Idaho Street Signal warrant analysis often excludes right turns on the minor street as the vehicles making these turn movements may not be subject to the delay caused by waiting for gaps in the major street traffic. This intersection is unique in that all northbound approach vehicles are forced to turn right. Still, if we remove all right turn vehicles from the minor street, the intersection still meets signal warrants. The high number of westbound left turn conflicting with the eastbound vehicles is enough to meet signal warrants. See Figure 7 for the signal warrant 3 graph with all minor street traffic removed. ---PAGE BREAK--- Flathead County Rail Park Traffic Impact Study KLJ Page 14 Figure 7: Signal Warrant 3 Graph with Data Point for Flathead Drive and US-2/Idaho Street with rights removed It should be noted even with the extreme proximity to the at‐grade railroad crossing at both intersections of Montclair Drive and Flathead Drive and Montclair Drive and Oregon Lane that signal warrant 9 does not apply. The MUTCD states, “The Intersection Near a Grade Crossing signal warrant is intended for use at a location where none of the conditions described in the other eight traffic signal warrants are met, but the proximity to the intersection of a grade crossing on an intersection approach controlled by a STOP or YIELD sign is the principal reason to consider installing a traffic control signal.” In this case, the intersection of the at‐grade crossing on Montclair Drive is not controlled by a stop or yield sign, therefore signal warrant 9 does not apply to these intersections. Widening the existing at‐grade railroad crossing is recommended. ---PAGE BREAK--- Flathead County Rail Park Traffic Impact Study KLJ Page 15 2.4 Crash Analysis A 3‐year crash history was analyzed from January 1, 2010 to December 31, 2012 for the study area to determine any crash patterns and possible countermeasures. See Table 4, Summary of Crashes for a summary of crashes at each intersection where a crash occurred. A crash rate per million entering vehicles (MEV) was calculated for any intersection where a crash occurred. Table 4 Summary of Crashes Location Number of Collisions Crash Rate (MEV) Collision Type1 Collision Severity2 HO RA RE SS ‐ Same SS ‐ Opp LT O Fatal InjA InjB PDO Montclair Drive and US 2/Idaho Street 17 0.61 2 7 6 ‐ ‐ ‐ 2 1 1 3 12 Flathead Drive and US 2/Idaho Street 11 0.37 1 ‐ 10 ‐ ‐ ‐ ‐ ‐ 2 2 7 Montclair Drive and Flathead Drive 0 0.00 ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ Montclair Drive and Oregon Lane 0 0.00 ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ Montclair Drive and site access road 0 0.00 ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ Whitefish Stage and site access road 0 0.00 ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ Collision Type1: HO ‐ Head On, RA ‐ Right Angle, RE ‐ Rear End, SS‐Same ‐ Sideswipe Same Direction, SS‐Opp ‐ Sideswipe Opposite Direction, LT ‐ Left Turn, O ‐ Other Collision Severity2: Fatal ‐ Fatality, InjA ‐ Incapacitating Injury, InjB ‐ Non‐Incapacitating Injury, PDO ‐ Property Damage Only A crash rate (MEV) above 1.0 usually indicates a crash issue. All of the intersections had a score lower than 1.0. There were only crashes at the two intersections on US‐2/Idaho Street. The intersection of Montclair Drive and US‐2/Idaho Street had 17 crashes in the three years from January 1, 2010 to December 31, 2012. One of those crashes was a fatal pedestrian crash that occurred at night. This intersection averages over 5 crashes per year, which is above the threshold to meet traffic signal warrant 7. However, signal warrant 7 is only met if an adequate trial of alternatives has failed to reduce crashes. No known safety alternatives have been tried to reduce crashes at this intersection, therefore the signal warrant 7 is not met. The intersection of Flathead Drive and US‐2/Idaho Street had 11 crashes and no fatalities in the three years from January 1, 2010 to December 31, 2012. There were four rear‐end crashes that resulted in eight injuries. None of the crashes indicated a problem with sight distance or geometry at the study intersections. Figure 8, 2010‐2012 Crash Locations is a map with a red dot indicating each crash on the map. ---PAGE BREAK--- Flathead County Rail Park Traffic Impact Study KLJ Page 16 Figure 8: 2010-2012 Crash Locations ---PAGE BREAK--- Flathead County Rail Park Traffic Impact Study KLJ Page 17 3.0 2013 BASE PLUS SITE CONDITIONS The 2013 background plus site (or full‐build) condition includes the traffic generated by the proposed FCEDA Rail Park development. The development would consist of two light industrial operations, Northwest Drywall on 3 acres and CHS with grain elevators on an additional 6.6 acres. 3.1 Assigned Trip Calculations Traffic volumes for the study intersections under the 2013 background plus site scenario were developed using the following method. The existing 2013 traffic was established as the background traffic near the development. Traffic generated by the proposed development was estimated using the 2008 Institute of Transportation Engineers (ITE) Trip Generation 8th Edition. This resource was used to estimate the peak hourly trips. The ITE development type, independent variable, number of trips and directional distribution of said trips can be found in Table 5, ITE Trip Generation. The trips generated from the ITE manual are the total number of peak hour trips that would access the site. No portion of these would be internal trips (generated trips that do not access the major street system), pass‐by trips (pulled existing traffic off the adjacent road between the origin and destination of the original trip) or diverted trips (attracted from traffic on roadways within the vicinity of the generator but require a diversion from that roadway to another roadway to gain access to the site due to the nature of the businesses). The total number of trips generated was compared to the information we gathered from the planned facilities. Both Northwest Drywall and CHS provided some information pertaining to the number of trips their sites will generate as well as the number of trucks estimated to access their sites. Both companies anticipate 10‐20 PM peak hour trips, with an additional two to five trucks in the peak hour. Again, this information is consistent with the ITE trip generation rates used. Trip distribution was based on existing traffic on each road as well as logical routes to access US‐2/Idaho Street. The existing traffic on routes to and from the new rail park site influenced which roads the traffic generated Table 5 ITE Trip Generation PM Peak Hour Trip Generation Trip Distribution Total Primary Trips ITE Code Land Use Ind. Variable (Acres) Peak Hr Trip Gen. Avg. Rate Total Peak Hr Trips Internal % /Trips Passby % /Trips Primary Trips (new) Enter Exit Enter Exit 110 General Light Industrial Northwest Drywall 3.0 7.26 22 0% /0 0% /0 22 22% 78% 5 17 110 General Light Industrial CHS 6.6 7.26 48 0% /0 0% /0 48 22% 78% 11 37 TOTAL 16 54 ---PAGE BREAK--- Flathead County Rail Park Traffic Impact Study KLJ Page 18 from the site would use to access the site. Many new trips will use Montclair, as existing trips do, to access US‐ 2/Idaho Street and then travel to their final destination. The macro level traffic distribution was converted to turning movement percentages at each study intersection in order to apply the new trips generated by the proposed development onto the existing roadway network. These trips were added onto the baseline traffic to create the 2013 Background Plus Site Traffic volumes that were used in the analysis. See Figure 9, 2013 Background Plus Site Total Peak Hour Trips for the estimated 2013 traffic upon full build of the proposed development. The exception to the trip generation rates occurs during the peak harvest season. The CHS facility and grain elevators average 20 to 30 trucks per day throughout most of the year; however during the peak harvest season the number swells to 550 to 700 trucks per day that will need to access the site. This is a large increase in the number of trips entering and exiting the site. While most of these trucks will try to avoid PM peak hour times, there will certainly some added peak hour truck trips in the harvest peak season. Most of the trucks will be entering Kalispell via State Highway 35 and then US‐2, but some will be entering through US‐93 and then on US‐ 2. See Figure 10, 2013 Background Plus Site Total Peak Hour Harvest Trips for the estimated 2013 traffic upon full build of the proposed development during the peak harvest season. ---PAGE BREAK--- KLJ Page 19 Figure 9: 2013 Background Plus Site Total Peak Hour Trips ---PAGE BREAK--- KLJ Page 20 Figure 10: 2013 Background Plus Site Total Peak Hour Harvest Trips ---PAGE BREAK--- Flathead County Rail Park Traffic Impact Study KLJ Page 21 3.2 2013 Background Plus Site Capacity Analysis The study intersections were analyzed with the projected 2013 background plus site traffic volumes. The analysis produces the same results, however, when the peak harvest season traffic is assumed. Without geometric improvements, the only intersection that experiences a LOS worse than C is Montclair Drive and US‐2/Idaho Street. That intersection experiences LOS F when the proposed development is added to existing geometry and traffic control. In fact, the delay on the eastbound approach is so great that the software cannot calculate the delay. The following is a summary of the 2013 background plus site capacity analysis results without improvement for each study intersection. Please refer to Table 6, 2013 Background Plus Site without Improvements Traffic Capacity Results for the LOS at each approach and for the intersection overall. See Appendix D for the 2013 background plus site capacity analysis worksheets. Geometric and traffic control device improvements were developed for the intersection of Montclair Drive and US‐2/Idaho Street until a LOS C was attained. The full width turn bay length for each auxiliary lane was set as the 95th percentile storage length for either the turn lane or the adjacent through lane, whichever was longer. A traffic signal was also proposed at the intersection of Flathead Drive and US‐2/Idaho Street. This intersection meets warrants today. While adding a signal will not reduce the overall intersection delay or improve the already LOS A, it will reduce the delay for some westbound left turns and northbound and southbound approaches improve to LOS A, while still maintaining a LOS A for the overall intersection. The geometric changes at this intersection also included adding a shared left/through lane to the northbound approach, which would change some trips from right turns (the only movement currently allowed) to through or left turns. The following is a summary of the 2013 background plus site capacity analysis results for each study intersection. Please refer to Table 7, 2013 Background Plus Site with Improvements Traffic Capacity Table 6 2013 Background Plus Site without Improvements Traffic Capacity Results Intersection Lane Geometry Traffic Control Level Of Service/ Delay (seconds) Overall Intersection Approach EB WB NB SB Montclair Drive and US 2/Idaho Street Existing EB/WB Stop F 533.0 F error F 107.5 ‐ ‐ Flathead Drive and US 2/Idaho Street Existing NB/SB Stop A 4.5 ‐ ‐ 3.9 C 22.3 B 11.7 Montclair Drive and Flathead Drive Existing NB Stop A 0.8 ‐ ‐ A 9.9 ‐ Montclair Drive and Oregon Lane Existing NB Stop A 6.0 ‐ ‐ A 9.4 ‐ Montclair Drive and site access road Existing EB Stop A ‐ ‐ ‐ ‐ ‐ Whitefish Stage and site access road Existing WB Stop A 0.3 ‐ C 15.6 ‐ ‐ ---PAGE BREAK--- Flathead County Rail Park Traffic Impact Study KLJ Page 22 Results for the LOS at each approach and for the intersection overall. See Appendix D for the 2013 background plus site capacity analysis worksheets. Montclair Drive and US‐2/Idaho Street The intersection experiences LOS F with the additional trips from the planned development. Increased traffic to the eastbound approach pushed the LOS above the F threshold and signal warrants 2 and 3 are met. Figure 11, Signal Warrant 2 Graph with Data Point of Montclair Drive and US-2/Idaho Street, shows that with the rail park development this intersection meets traffic signal warrants. A right turn pocket is also recommended at this intersection and to allow for adequate geometric space for Montclair Drive to be perpendicular at the intersection it is recommended that the location be moved south approximately 100 feet. This will allow for a better connection to Nicholson Drive and for a 100 foot long right turn pocket to be included in the intersection design. Adding this signal will most likely mean that the existing traffic signal located on US‐2/Idaho Street and the old Walmart approximately 700 feet north of Montclair Drive should be removed to maintain good signal spacing along the principal arterial US‐2. Table 7 2013 Background Plus Site with Improvements Traffic Capacity Results Intersection Lane Geometry Traffic Control Level Of Service/ Delay (seconds) Overall Intersection Approach EB WB NB SB Montclair Drive and US 2/Idaho Street Revised Signalized A 6.2 B 15.1 B 12.5 A 5.9 A 5.4 Flathead Drive and US 2/Idaho Street Revised Signalized A 9.0 B 13.9 A 5.2 A 6.0 A 0.5 Montclair Drive and Flathead Drive Existing NB Stop A 0.8 ‐ ‐ A 9.9 ‐ Montclair Drive and Oregon Lane Existing NB Stop A 6.0 ‐ ‐ A 9.4 ‐ Montclair Drive and site access road Existing EB Stop A ‐ ‐ ‐ ‐ ‐ Whitefish Stage and site access road Existing WB Stop A 0.3 ‐ C 15.6 ‐ ‐ ---PAGE BREAK--- Flathead County Rail Park Traffic Impact Study KLJ Page 23 Figure 11: Signal Warrant 2 Graph with Data Point of Montclair Drive and US‐2/Idaho Street Recommended Changes to Geometry:  Move intersection approximately 100 further south.  Construct eastbound right turn lane with 100’ of full width turn bay length.  Install an actuated coordinated traffic signal.  Remove existing signal at US‐2.Idaho Street and old Walmart access. Figures 12 and 13, Existing and Recommended Geometry of Montclair Drive and US-2/Idaho Street show what the intersection looks like today and what the recommended signalized intersection may looks like. ---PAGE BREAK--- Flathead County Rail Park Traffic Impact Study KLJ Page 24 Figure 12: Existing Geometry of Montclair Drive and US-2/Idaho Street Figure 13: Recommended Geometry of Montclair Drive and US-2/Idaho Street ---PAGE BREAK--- Flathead County Rail Park Traffic Impact Study KLJ Page 25 Flathead Drive and US‐2/Idaho Street The LOS at this intersection would be A with or without a traffic signal. This intersection meets signal warrants today and adding a signal would decrease delay on the northbound and southbound approaches. A traffic signal would also allow for northbound left turn and through movements. With the planned development this intersection would add a few southbound right turns and some of those vehicles will be large trucks. The recommended signal should include protected and permitted left turns on the eastbound and westbound movements. The high volume of westbound left turns will be facilitated by a protected green phase at the signal. It should also be noted that traffic signals at both Montclair Drive and Flathead Drive will still maintain one half mile spacing on US‐2/Idaho Street, protecting the nature of the principal arterial route. Recommended Changes to Geometry:  Install an actuated coordinated traffic signal.  Including an eastbound/westbound protected left turn phase at the signal.  Construct northbound left and through travel lane to allow for those movements. Figures 14 and 15, Existing and Recommended Geometry of Flathead Drive and US-2/Idaho Street show what the intersection looks like today and what the recommended signalized intersection may looks like. Figure 14: Existing Geometry of Flathead Drive and US-2/Idaho Street ---PAGE BREAK--- Flathead County Rail Park Traffic Impact Study KLJ Page 26 Figure 15: Recommended Geometry of Flathead Drive and US-2/Idaho Street Other Intersections The existing geometry is adequate for all other intersection analyzed. No other intersection improvements are recommended. Signal Warrant Analysis Signal Warrant analysis was performed at the above mentioned intersections using background plus site traffic data and guidance from the 2009 MUTCD. The analysis was conducted to determine whether installation of a new traffic control signal would be justified. The satisfaction of a traffic signal warrant or warrants does not necessitate that a traffic control signal be installed. If additional data were required, reasonable judgment was used to determine the estimated volumes. See Appendix E for the background plus site signal warrant analysis worksheets. The intersections of Montclair Drive and US‐2/Idaho Street and Flathead Drive and US‐2/Idaho Street both meet signal warrants with the proposed development. The intersection of Montclair Drive and US‐ 2/Idaho Street would experience LOS F without the signal and LOS A with the signal as shown in Tables 6 and 7. A traffic signal is shown at this location in Figure 12. The proposed signal at Flathead Drive and US‐2/Idaho Street is warranted even without the traffic associated with the proposed development. MDT and the City of Kalispell should work toward installing a signal at this location immediately. It may be beneficial to determine a cost sharing agreement between all benefited parties for the cost of the modifications at this intersection. ---PAGE BREAK--- Flathead County Rail Park Traffic Impact Study KLJ Page 27 4.0 RAILROAD CROSSINGS In 2011 there was a vehicle train crash on the BNSF Railroad line at an at‐grade railroad crossing in Flathead County. Reducing the number of at‐grade railroad crossings will reduce the train/vehicle conflict point and should help reduce the number of collisions with trains. The rail park development will potentially allow for BNSF to close six existing at‐grade railroad crossings in Kalispell. 4.1 Montclair Drive There is an existing BNSF rail line crossing on Montclair Drive between Flathead Drive and Oregon Lane. This existing railroad crossing is stop controlled. A photo of this railroad crossing is below in Figure 16. Figure 16: Existing Railroad Crossing on Montclair Drive Being stop controlled is problematic because vehicles stopping at this railroad crossing will block traffic entering and exiting on both Flathead Drive and Oregon Lane. Therefore, it is recommended that the stop control be removed. Again, signal warrant 9 does not apply to the conditions at this railroad crossing. A main part of the rail park development is to move the CHS facility with its accompanying rail line from downtown Kalispell to the rail park, thus remove the rail line and several at‐grade railroad crossings from Kalispell. The site plan shown in Figure 2 indicates that three new railroad spurs will be added to the rail park to accommodate the CHS rail facility. All three of these railroad spurs will be active and will need to cross Montclair Drive. The existing rail line across Montclair Drive will also be maintained to use as storage down to US‐2. This means that there will be four at‐grade rail crossings on Montclair Drive in about the space of 150 feet. While there will be four railroad crossings they will all be short spurs used for storage. They will not be active mainline traffic. In fact, the existing line will be used for train car storage very rarely and never is peak traffic times. It shouldn’t pose an issue for traffic on Montclair Drive. There is a possibility of trucks exiting the rail park and doing a virtual turn form northbound Oregon Lane to southbound Flathead ---PAGE BREAK--- Flathead County Rail Park Traffic Impact Study KLJ Page 28 Drive. While this will be seldom it is recommended that Montclair Drive at the existing railroad crossing be widened to accommodate this potential truck movement. Recommended Changes to Geometry:  Remove stop control on Montclair Drive at the railroad crossing  Widen the approximately 24 feet for pavement at the existing railroad crossing on Montclair Drive to approximately 40 feet  Install railroad crossing on Montclair Drive for three new spurs with full complement of lights, gates, and bells. The three planned new railroad spurs immediately west of Oregon Lane will cross Montclair Drive and to help ensure safety at these railroad crossings it is recommended that a full complement of lights, gates, and bells, be installed to prevent any vehicles from entering the railroad right‐of‐way while a train is approaching. This safety feature can be accommodated west of Oregon Lane and will not prevent vehicles on Montclair Drive from accessing Oregon Lane, which is the major movement at this intersection. Recommended Changes to Geometry:  Install railroad crossing on Montclair Drive for three new spurs with full complement of lights, gates, and bells. Figures 17 and 18, Existing and Recommended Geometry of Montclair Drive at-grade railroad crossings show what the area looks like today and what the recommended improvements may looks like. Figure 17: Existing Geometry of Montclair Drive and Railroad Crossing ---PAGE BREAK--- Flathead County Rail Park Traffic Impact Study KLJ Page 29 Figure 18: Recommended Geometry of Montclair Drive and Railroad Crossings Figure 19 is an example photograph of a railroad crossing with lights, gates, and bells installed prevent vehicles from accessing the tracks when a train is approaching. Figure 19: Example of Railroad Crossing with Lights, Gates, and Bells ---PAGE BREAK--- Flathead County Rail Park Traffic Impact Study KLJ Page 30 5.0 RECOMMENDED IMPROVEMENTS AND COSTS 5.1 Recommended Improvements There were several recommendations made throughout this report. They are all listed below and can be found in the executive summary at the beginning of this as well. Recommendations:  Install an actuated coordinated traffic signal at intersection of Flathead Drive and US‐2/Idaho Street. o Include an eastbound/westbound protected left turn phase at the signal. o Construct northbound left and through travel lane to allow for those movements  Remove stop control on Montclair Drive at the railroad crossing  Widen the approximately 24 feet for pavement at the existing railroad crossing on Montclair Drive to approximately 40 feet.  Move intersection of Montclair Drive and US‐2/Idaho Street approximately 100 feet further south. o Construct eastbound right turn lane with 100 feet of full width turn bay length, plus an 8:1 taper.  Install an actuated coordinated traffic signal at intersection of Montclair Drive and US‐2/Idaho Street.  Install railroad crossing on Montclair Drive for three new spurs with full complement of lights, gates, and bells. Figure 20, Recommended Improvements is map of the rail park study area showing recommended improvements. ---PAGE BREAK--- Flathead County Rail Park Traffic Impact Study KLJ Page 31 Figure 20: Recommended Improvements 5.2 Estimated Costs The objective of this traffic study is to understand the impact the proposed rail park development will have on the surrounding transportation system and to recommend improvements to accommodate the increase in traffic or to lessen the impact. To better understand the recommended improvements we have included planning level cost estimates. The recommended transportation improvements discussed above have not been survey or designed and the cost estimates do not reflect that level of detail. Rather the cost estimates are a best guess dollar value based on similar projects completed recently. The costs also include a 20% contingency for unforeseen expenditures associated with the improvements. Table 8 Planning Level Cost Estimates # Improvement Cost 1 *Install signal at Flathead Dr. and US‐2 *$300,000 2 Remove Stop control on Montclair Dr at RR 3 Widen railroad crossing on Montclair Dr $10,000 4 Move and realign Montclair Dr and US‐2 $70,000 5 Install signal at Montclair Dr. and US‐2 $300,000 6 Install lights, gates, bells at new RR crossing $2,000,000 7 New pavement for site access roads $450,000 Total $3,130,000 *Not a necessary improvement for the rail park development **All Costs are in 2013 US Dollars ---PAGE BREAK--- APPENDIX A 2013 Base Traffic Volumes ---PAGE BREAK--- US‐2 / Idaho and Montclair Date 4‐16‐13 Adjusted Time Right Thru Left Right Thru Left Right Thru Left Right Thru Left Total 5:00 13 282 1 0 0 2 1 280 9 17 0 19 624 5:15 23 298 1 0 0 0 0 309 10 11 0 5 657 5:30 17 215 1 0 0 0 0 263 17 0 0 18 531 5:45 13 219 0 0 0 0 0 203 11 6 0 10 462 Total 66 1014 3 0 0 2 1 1055 47 34 0 52 2274 From North From East From South From West US‐2 Access US‐2 Montclair US‐2 / Idaho and Montclair Date 4‐17‐13 Adjusted Time Right Thru Left Right Thru Left Right Thru Left Right Thru Left Total 5:00 9 0 0 2 204 57 56 0 0 19 224 3 574 5:15 4 0 0 1 216 78 94 0 0 18 291 3 705 5:30 9 0 0 3 183 65 72 0 0 18 222 4 576 5:45 3 0 0 0 192 65 54 0 0 17 217 1 549 Total 25 0 0 6 795 265 276 0 0 72 954 11 2404 Flathead Dr US‐2 Park Dr US‐2 From North From East From South From West US‐2 / Idaho and Montclair Date 4‐18‐13 Adjusted Time Right Thru Left Right Thru Left Right Thru Left Right Thru Left Total 5:00 1 5 0 0 0 0 0 2 1 6 0 0 15 5:15 0 2 0 0 0 0 0 4 3 4 0 1 14 5:30 1 3 0 0 0 0 0 3 4 3 0 0 14 5:45 1 3 0 0 0 0 0 3 3 4 0 0 14 Total 3 13 0 0 0 0 0 12 11 17 0 1 57 Montclair Site Access Montclair Site Access From North From East From South From West Whitefish Stage and Site Access Date 4‐17‐13 Adjusted Time Right Thru Left Right Thru Left Right Thru Left Right Thru Left Total 5:00 0 84 1 2 0 1 1 104 0 0 0 0 193 5:15 0 87 0 2 0 1 3 101 0 0 0 0 194 5:30 0 84 0 0 0 3 0 104 0 0 0 0 191 5:45 0 87 0 1 0 1 0 101 0 0 0 0 190 Total 0 342 1 5 0 6 4 410 0 0 0 0 768 Whitefish Stage Site Access Whitefish Stage Site Access From North From East From South From West ---PAGE BREAK--- US‐2 / Idaho and Montclair Date 4‐17‐13 Adjusted Time Right Thru Left Right Thru Left Right Thru Left Right Thru Left Total 5:00 0 0 0 0 15 5 0 0 0 2 17 0 39 5:15 0 0 0 0 24 0 1 0 2 3 14 0 44 5:30 0 0 0 0 22 3 2 0 1 0 14 0 42 5:45 0 0 0 0 22 3 2 0 1 0 14 0 42 Total 0 0 0 0 83 11 5 0 4 5 59 0 167 Flathead Dr Montclair Flathead Dr Montclair From North From East From South From West NOT COUNTED Adjusted Time Right Thru Left Right Thru Left Right Thru Left Right Thru Left Total 5:00 0 0 0 0 0 0 0 0 0 0 0 0 0 5:15 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 0 0 0 0 0 0 0 0 0 0 0 0 0 5:45 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 20 67 40 0 3 6 24 0 160 Montclair Oregon Montclair From North From East From South From West ---PAGE BREAK--- APPENDIX B 2013 Background Capacity Analysis Worksheets ---PAGE BREAK--- Intersection Capacity Utilization 2: US 2 & Montclair 7/2/2013 Baseline 8 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NEL NET NER SWL SWT SWR Lane Configurations Volume (vph) 53 0 34 2 0 0 47 1055 1 3 1015 68 Pedestrians Ped Button Pedestrian Timing Free Right No No No No Ideal Flow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lost Time 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Green 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Refr Cycle Length 120 120 120 120 120 120 120 120 120 120 120 120 Volume Combined (vph) 0 87 0 0 2 0 47 1055 1 3 1015 68 Lane Utilization Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Turning Factor (vph) 0.95 0.91 0.85 0.95 0.95 0.85 0.95 1.00 0.85 0.95 1.00 0.85 Saturated Flow (vph) 0 1734 0 0 1805 0 1805 3618 1615 1805 3618 1615 Ped Intf Time 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Pedestrian Frequency 0.00 0.00 0.00 0.00 Protected Option Allowed No No Yes Yes Reference Time 0.0 0.0 3.1 35.0 0.1 0.2 33.7 5.1 Adj Reference Time 0.0 0.0 8.0 39.0 8.0 8.0 37.7 9.1 Permitted Option Adj Saturation A (vph) 0 1933 0 1220 120 1809 120 1809 Reference Time A 0.0 5.4 0.0 0.2 46.9 35.0 3.0 33.7 Adj Saturation B (vph 0 0 0 0 NA NA NA NA Reference Time B 11.5 14.0 8.1 8.1 NA NA NA NA Reference Time 5.4 0.2 46.9 33.7 Adj Reference Time 9.4 8.0 50.9 37.7 Split Option Ref Time Combined 0.0 6.0 0.0 0.1 3.1 35.0 0.2 33.7 Ref Time Seperate 3.5 0.0 0.1 0.0 3.1 35.0 0.2 33.7 Reference Time 6.0 6.0 0.1 0.1 35.0 35.0 33.7 33.7 Adj Reference Time 10.0 10.0 8.0 8.0 39.0 39.0 37.7 37.7 Summary EB WB NE SW Combined Protected Option NA 47.0 Permitted Option 9.4 50.9 Split Option 18.0 76.7 Minimum 9.4 47.0 56.4 Right Turns NER SWR Adj Reference Time 8.0 9.1 Cross Thru Ref Time 9.4 8.0 Oncoming Left Ref Time 8.0 8.0 Combined 25.4 25.1 Intersection Summary Intersection Capacity Utilization 47.0% ICU Level of Service A Reference Times and Phasing Options do not represent an optimized timing plan. ---PAGE BREAK--- Intersection Capacity Utilization 6: Flathead & Montclair 7/2/2013 Baseline 8 Report Page 2 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (vph) 59 5 11 83 4 5 Pedestrians Ped Button Pedestrian Timing Free Right No No Ideal Flow 1900 1900 1900 1900 1900 1900 Lost Time 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Green 4.0 4.0 4.0 4.0 4.0 4.0 Refr Cycle Length 120 120 120 120 120 120 Volume Combined (vph) 64 0 0 94 9 0 Lane Utilization Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Factor (vph) 0.99 0.85 0.95 0.99 0.90 0.85 Saturated Flow (vph) 1878 0 0 1889 1703 0 Ped Intf Time 0.0 0.0 0.0 0.0 0.0 0.0 Pedestrian Frequency 0.00 0.00 0.00 Protected Option Allowed No No No Reference Time 0.0 0.0 Adj Reference Time 0.0 0.0 Permitted Option Adj Saturation A (vph) 1878 0 690 114 Reference Time A 4.1 0.0 16.3 9.5 Adj Saturation B (vph 1878 0 0 NA Reference Time B 4.1 8.7 14.0 NA Reference Time 4.1 14.0 Adj Reference Time 8.1 18.0 Split Option Ref Time Combined 4.1 0.0 6.0 0.6 Ref Time Seperate 3.8 0.7 5.2 0.3 Reference Time 4.1 6.0 6.0 0.6 Adj Reference Time 8.1 10.0 10.0 8.0 Summary EB WB NB Combined Protected Option NA NA Permitted Option 18.0 Err Split Option 18.1 8.0 Minimum 18.0 8.0 26.0 Right Turns Adj Reference Time Cross Thru Ref Time Oncoming Left Ref Time Combined Intersection Summary Intersection Capacity Utilization 21.6% ICU Level of Service A Reference Times and Phasing Options do not represent an optimized timing plan. ---PAGE BREAK--- Intersection Capacity Utilization 8: Access/Montclair 7/2/2013 Baseline 8 Report Page 3 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (vph) 1 17 11 12 13 3 Pedestrians Ped Button Pedestrian Timing Free Right No No Ideal Flow 1900 1900 1900 1900 1900 1900 Lost Time 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Green 4.0 4.0 4.0 4.0 4.0 4.0 Refr Cycle Length 120 120 120 120 120 120 Volume Combined (vph) 0 18 23 0 16 0 Lane Utilization Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Factor (vph) 0.95 1.00 0.92 0.85 0.93 0.85 Saturated Flow (vph) 0 1895 1751 0 1772 0 Ped Intf Time 0.0 0.0 0.0 0.0 0.0 0.0 Pedestrian Frequency 0.00 0.00 0.00 Protected Option Allowed No No No Reference Time 0.0 0.0 Adj Reference Time 0.0 0.0 Permitted Option Adj Saturation A (vph) 0 1051 1751 118 Reference Time A 0.0 2.1 1.6 16.3 Adj Saturation B (vph 0 0 1751 NA Reference Time B 8.1 9.1 1.6 NA Reference Time 2.1 1.6 Adj Reference Time 8.0 8.0 Split Option Ref Time Combined 0.0 1.1 1.6 1.1 Ref Time Seperate 0.1 1.1 0.8 0.9 Reference Time 1.1 1.1 1.6 1.1 Adj Reference Time 8.0 8.0 8.0 8.0 Summary EB WB SB Combined Protected Option NA NA Permitted Option 8.0 Err Split Option 16.0 8.0 Minimum 8.0 8.0 16.0 Right Turns Adj Reference Time Cross Thru Ref Time Oncoming Left Ref Time Combined Intersection Summary Intersection Capacity Utilization 13.3% ICU Level of Service A Reference Times and Phasing Options do not represent an optimized timing plan. ---PAGE BREAK--- Intersection Capacity Utilization 9: Oregon & Montclair 7/2/2013 Baseline 8 Report Page 4 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (vph) 24 6 67 20 3 40 Pedestrians Ped Button Pedestrian Timing Free Right No No Ideal Flow 1900 1900 1900 1900 1900 1900 Lost Time 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Green 4.0 4.0 4.0 4.0 4.0 4.0 Refr Cycle Length 120 120 120 120 120 120 Volume Combined (vph) 30 0 0 87 43 0 Lane Utilization Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Factor (vph) 0.97 0.85 0.95 0.96 0.86 0.85 Saturated Flow (vph) 1843 0 0 1827 1629 0 Ped Intf Time 0.0 0.0 0.0 0.0 0.0 0.0 Pedestrian Frequency 0.00 0.00 0.00 Protected Option Allowed No No No Reference Time 0.0 0.0 Adj Reference Time 0.0 0.0 Permitted Option Adj Saturation A (vph) 1843 0 146 109 Reference Time A 2.0 0.0 71.3 47.5 Adj Saturation B (vph 1843 0 0 NA Reference Time B 2.0 12.5 13.7 NA Reference Time 2.0 13.7 Adj Reference Time 8.0 17.7 Split Option Ref Time Combined 2.0 0.0 5.7 3.2 Ref Time Seperate 1.6 4.5 1.3 0.2 Reference Time 2.0 5.7 5.7 3.2 Adj Reference Time 8.0 9.7 9.7 8.0 Summary EB WB NB Combined Protected Option NA NA Permitted Option 17.7 Err Split Option 17.7 8.0 Minimum 17.7 8.0 25.7 Right Turns Adj Reference Time Cross Thru Ref Time Oncoming Left Ref Time Combined Intersection Summary Intersection Capacity Utilization 21.4% ICU Level of Service A Reference Times and Phasing Options do not represent an optimized timing plan. ---PAGE BREAK--- Intersection Capacity Utilization 13: Park Dr/Flathead Dr & US 2 7/2/2013 Baseline 8 Report Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 11 954 72 265 795 6 0 0 276 0 0 25 Pedestrians Ped Button Pedestrian Timing Free Right No No No No Ideal Flow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lost Time 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Green 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Refr Cycle Length 120 120 120 120 120 120 120 120 120 120 120 120 Volume Combined (vph) 11 954 72 265 795 6 0 0 276 0 25 0 Lane Utilization Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Factor (vph) 0.95 1.00 0.85 0.95 1.00 0.85 0.95 1.00 0.85 0.95 0.85 0.85 Saturated Flow (vph) 1805 3618 1615 1805 3618 1615 0 1900 1615 0 1615 0 Ped Intf Time 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Pedestrian Frequency 0.00 0.00 0.00 0.00 Protected Option Allowed Yes Yes No No Reference Time 0.7 31.6 5.3 17.6 26.4 0.4 20.5 0.0 Adj Reference Time 8.0 35.6 9.3 21.6 30.4 8.0 24.5 0.0 Permitted Option Adj Saturation A (vph) 120 1809 120 1809 0 1900 0 1615 Reference Time A 11.0 31.6 264.3 26.4 0.0 0.0 0.0 1.9 Adj Saturation B (vph NA NA NA NA 0 1900 0 1615 Reference Time B NA NA NA NA 0.0 0.0 0.0 1.9 Reference Time 31.6 264.3 0.0 1.9 Adj Reference Time 35.6 268.3 8.0 8.0 Split Option Ref Time Combined 0.7 31.6 17.6 26.4 0.0 0.0 0.0 1.9 Ref Time Seperate 0.7 31.6 17.6 26.4 0.0 0.0 0.0 0.0 Reference Time 31.6 31.6 26.4 26.4 0.0 0.0 1.9 1.9 Adj Reference Time 35.6 35.6 30.4 30.4 0.0 0.0 8.0 8.0 Summary EB WB NB SB Combined Protected Option 57.3 NA Permitted Option 268.3 8.0 Split Option 66.0 8.0 Minimum 57.3 8.0 65.3 Right Turns EBR WBR NBR Adj Reference Time 9.3 8.0 24.5 Cross Thru Ref Time 8.0 0.0 35.6 Oncoming Left Ref Time 21.6 8.0 8.0 Combined 39.0 16.0 68.2 Intersection Summary Intersection Capacity Utilization 56.8% ICU Level of Service B Reference Times and Phasing Options do not represent an optimized timing plan. ---PAGE BREAK--- Intersection Capacity Utilization 17: Whitefish Stage & Oregon 7/2/2013 Baseline 8 Report Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 9 9 9 9 9 9 9 9 9 9 9 9 Pedestrians Ped Button Pedestrian Timing Free Right No No No No Ideal Flow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lost Time 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Green 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Refr Cycle Length 120 120 120 120 120 120 120 120 120 120 120 120 Volume Combined (vph) 0 27 0 0 27 0 0 27 0 0 27 0 Lane Utilization Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Factor (vph) 0.95 0.93 0.85 0.95 0.93 0.85 0.95 0.93 0.85 0.95 0.93 0.85 Saturated Flow (vph) 0 1775 0 0 1775 0 0 1775 0 0 1775 0 Ped Intf Time 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Pedestrian Frequency 0.00 0.00 0.00 0.00 Protected Option Allowed No No No No Reference Time 0.0 0.0 0.0 0.0 Adj Reference Time 0.0 0.0 0.0 0.0 Permitted Option Adj Saturation A (vph) 0 1351 0 1351 0 1351 0 1351 Reference Time A 0.0 2.4 0.0 2.4 0.0 2.4 0.0 2.4 Adj Saturation B (vph 0 0 0 0 0 0 0 0 Reference Time B 8.6 9.8 8.6 9.8 8.6 9.8 8.6 9.8 Reference Time 2.4 2.4 2.4 2.4 Adj Reference Time 8.0 8.0 8.0 8.0 Split Option Ref Time Combined 0.0 1.8 0.0 1.8 0.0 1.8 0.0 1.8 Ref Time Seperate 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 Reference Time 1.8 1.8 1.8 1.8 1.8 1.8 1.8 1.8 Adj Reference Time 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 Summary EB WB NB SB Combined Protected Option NA NA Permitted Option 8.0 8.0 Split Option 16.0 16.0 Minimum 8.0 8.0 16.0 Right Turns Adj Reference Time Cross Thru Ref Time Oncoming Left Ref Time Combined Intersection Summary Intersection Capacity Utilization 13.3% ICU Level of Service A Reference Times and Phasing Options do not represent an optimized timing plan. ---PAGE BREAK--- Intersection Capacity Utilization 19: Whitefish Stage 7/2/2013 Baseline 8 Report Page 7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians Ped Button Pedestrian Timing Free Right No No No No Ideal Flow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lost Time 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Green 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Refr Cycle Length 120 120 120 120 120 120 120 120 120 120 120 120 Volume Combined (vph) 0 0 0 0 0 0 0 0 0 0 0 0 Lane Utilization Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Factor (vph) 0.95 1.00 0.85 0.95 1.00 0.85 0.95 1.00 0.85 0.95 1.00 0.85 Saturated Flow (vph) 1805 3618 1615 1805 3618 1615 1805 1900 1615 1805 1900 1615 Ped Intf Time 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Pedestrian Frequency 0.00 0.00 0.00 0.00 Protected Option Allowed Yes Yes Yes Yes Reference Time 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Adj Reference Time 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 Permitted Option Adj Saturation A (vph) 120 1809 120 1809 120 1900 120 1900 Reference Time A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Adj Saturation B (vph 0 3618 0 3618 0 1900 0 1900 Reference Time B 8.0 0.0 8.0 0.0 8.0 0.0 8.0 0.0 Reference Time 0.0 0.0 0.0 0.0 Adj Reference Time 8.0 8.0 8.0 8.0 Split Option Ref Time Combined 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Ref Time Seperate 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Reference Time 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Adj Reference Time 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Summary EB WB NB SB Combined Protected Option 16.0 16.0 Permitted Option 8.0 8.0 Split Option 0.0 0.0 Minimum 0.0 0.0 0.0 Right Turns EBR WBR NBR SBR Adj Reference Time 8.0 8.0 8.0 8.0 Cross Thru Ref Time 0.0 0.0 0.0 0.0 Oncoming Left Ref Time 0.0 0.0 0.0 0.0 Combined 0.0 0.0 0.0 0.0 Intersection Summary Intersection Capacity Utilization 0.0% ICU Level of Service A Reference Times and Phasing Options do not represent an optimized timing plan. ---PAGE BREAK--- Intersection Capacity Utilization 21: Whitefish Stage & Access 7/2/2013 Baseline 8 Report Page 8 Movement NBT NBR SBL SBT SWL SWR Lane Configurations Volume (vph) 410 4 1 342 6 5 Pedestrians Ped Button Pedestrian Timing Free Right No No Ideal Flow 1900 1900 1900 1900 1900 1900 Lost Time 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Green 4.0 4.0 4.0 4.0 4.0 4.0 Refr Cycle Length 120 120 120 120 120 120 Volume Combined (vph) 414 0 0 343 11 0 Lane Utilization Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Factor (vph) 1.00 0.85 0.95 1.00 0.91 0.85 Saturated Flow (vph) 1897 0 0 1900 1722 0 Ped Intf Time 0.0 0.0 0.0 0.0 0.0 0.0 Pedestrian Frequency 0.00 0.00 0.00 Protected Option Allowed No No No Reference Time 0.0 0.0 Adj Reference Time 0.0 0.0 Permitted Option Adj Saturation A (vph) 1897 0 1825 115 Reference Time A 26.2 0.0 22.6 11.5 Adj Saturation B (vph NA NA NA NA Reference Time B NA NA NA NA Reference Time 26.2 22.6 Adj Reference Time 30.2 26.6 Split Option Ref Time Combined 26.2 0.0 21.7 0.8 Ref Time Seperate 25.9 0.1 21.6 0.4 Reference Time 26.2 21.7 21.7 0.8 Adj Reference Time 30.2 25.7 25.7 8.0 Summary NB SB SW Combined Protected Option NA NA Permitted Option 30.2 Err Split Option 55.9 8.0 Minimum 30.2 8.0 38.2 Right Turns Adj Reference Time Cross Thru Ref Time Oncoming Left Ref Time Combined Intersection Summary Intersection Capacity Utilization 31.8% ICU Level of Service A Reference Times and Phasing Options do not represent an optimized timing plan. ---PAGE BREAK--- APPENDIX C 2013 Background Signal Warrant Analysis Worksheets ---PAGE BREAK--- Warrants Volume Information Analyst Thomas McMurtry Agency/Co KLJ Date Performed 5/13/2013 Project ID FCEDA TIS East/West Street US 2 File Name Warrant Flathead 2013 Intersection Jurisdiction Units U.S. Customary Time Period Analyzed North/South Street Flathead Dr Major Street East-West Project Description FCEDA TIS Warrant 1 Warrant 2 Warrant 3 Volume Summary Major Street Lanes 2+ Minor Street Lanes 1 Speed 45 Population 10000+ Hours Major Volume Minor Volume Total Volume 1A (70%) 1A (56%) 1B (70%) 1B (56%) 2 (70%) 3A (70%) 3B (70%) 07-08 1180 80 1290 No No Yes Yes Yes No Yes 08-09 1230 90 1350 No Yes Yes Yes Yes No Yes 09-10 1080 80 1190 No No Yes Yes Yes No No 10-11 1200 90 1320 No Yes Yes Yes Yes No Yes 11-12 1420 100 1560 No Yes Yes Yes Yes No Yes 12-13 1630 120 1790 Yes Yes Yes Yes Yes No Yes 13-14 1740 230 1990 Yes Yes Yes Yes Yes No Yes 14-15 1740 230 1990 Yes Yes Yes Yes Yes No Yes 15-16 1960 260 2240 Yes Yes Yes Yes Yes No Yes 16-17 2080 270 2370 Yes Yes Yes Yes Yes No Yes 17-18 2110 280 2410 Yes Yes Yes Yes Yes No Yes 18-19 1640 220 1880 Yes Yes Yes Yes Yes No Yes Totals 19010 2050 21380 7 10 12 12 12 0 11 Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.5 Generated: 7/2/2013 12:29 PM Page 1 of 1 Warrants Volume 7/2/2013 file:///C:/Users/thomasmcmurtry/AppData/Local/Temp/w2kAFF4.tmp ---PAGE BREAK--- Warrants Summary Information Analyst Thomas McMurtry Agency/Co KLJ Date Performed 5/13/2013 Project ID FCEDA TIS East/West Street US 2 File Name Warrant Flathead 2013 Intersection Jurisdiction Units U.S. Customary Time Period Analyzed North/South Street Flathead Dr Major Street East-West Project Description FCEDA TIS General Roadway Network Major Street Speed (mph) 45 Nearest Signal (ft) 1760 Crashes (per year) 4      Population < 10,000      Coordinated Signal System      Adequate Trials of Alternatives Two Major Routes      Weekend Count      5-yr Growth Factor 0 Geometry and Traffic EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of lanes, N 1 2 1 1 2 1 0 0 1 0 1 0 Lane usage L T R L T R R LTR Vehicle Volume Averages (vph) 5 692 43 162 678 2 0 0 170 0 0 26 Peds (ped/h) / Gaps (gaps/h) 0 / 0 0 / 0 0 / 0 0 / 0 Delay (s/veh) / (veh-hr) 0 / 0 0 / 0 0 / 0 0 / 0 Warrant 1: Eight-Hour Vehicular Volume      1 A. Minimum Vehicular Volumes (Both major approaches --and-- higher minor approach)      1 B. Interruption of Continuous Traffic (Both major approaches --and-- higher minor approach)      1 80% Vehicular --and-- Interruption Volumes (Both major approaches --and-- higher minor approach)      Warrant 2: Four-Hour Vehicular Volume      2 A. Four-Hour Vehicular Volumes (Both major approaches --and-- higher minor approach)      Warrant 3: Peak Hour      3 A. Peak-Hour Conditions (Minor delay --and-- minor volume --and-- total volume )      3 B. Peak- Hour Vehicular Volumes (Both major approaches --and-- higher minor approach)      Warrant 4: Pedestrian Volume      4 A. Four Hour Volumes      4 B. One-Hour Volumes      Warrant 5: School Crossing      5. Student Volumes --and--      5. Gaps Same Period      Warrant 6: Coordinated Signal System      6. Degree of Platooning (Predominant direction or both directions)      Warrant 7: Crash Experience      7 A. Adequate trials of alternatives, observance and enforcement failed --and--      7 B. Reported crashes susceptible to correction by signal (12-month period) --and--      7 C. 80% Volumes for Warrants 1A, 1B 4 are satisfied      Page 1 of 2 Warrants Summary 7/2/2013 file:///C:/Users/thomasmcmurtry/AppData/Local/Temp/w2kD071.tmp ---PAGE BREAK--- Warrant 8: Roadway Network      8 A. Weekday Volume (Peak hour total --and-- projected warrants 1, 2 or 3)      8 B. Weekend Volume (Five hours total)      Warrant 9: Grade Crossing      9 A. Grade Crossing within 140 ft --and--      9 B. Peak-Hour Vehicular Volumes      Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.5 Generated: 7/2/2013 12:38 PM Page 2 of 2 Warrants Summary 7/2/2013 file:///C:/Users/thomasmcmurtry/AppData/Local/Temp/w2kD071.tmp ---PAGE BREAK--- Warrants Volume Information Analyst Thomas McMurtry Agency/Co KLJ Date Performed 5/13/2013 Project ID FCEDA TIS East/West Street Montclair File Name Warrant Montclair 2013 Intersection Jurisdiction Units U.S. Customary Time Period Analyzed North/South Street US 2 Major Street North-South Project Description FCEDA TIS Warrant 1 Warrant 2 Warrant 3 Volume Summary Major Street Lanes 2+ Minor Street Lanes 1 Speed 45 Population 10000+ Hours Major Volume Minor Volume Total Volume 1A (70%) 1A (56%) 1B (70%) 1B (56%) 2 (70%) 3A (70%) 3B (70%) 07-08 980 40 1020 No No No No No No No 08-09 1030 40 1070 No No No No No No No 09-10 880 40 920 No No No No No No No 10-11 1010 40 1050 No No No No No No No 11-12 1180 60 1240 No No Yes Yes No No No 12-13 1340 70 1410 No No Yes Yes Yes No No 13-14 1810 70 1880 No No Yes Yes Yes No No 14-15 1810 70 1880 No No Yes Yes Yes No No 15-16 2020 80 2100 No No Yes Yes Yes No Yes 16-17 2160 80 2240 No No Yes Yes Yes No Yes 17-18 2200 80 2280 No No Yes Yes Yes No Yes 18-19 1700 70 1770 No No Yes Yes Yes No No Totals 18120 740 18860 0 0 8 8 7 0 3 Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.5 Generated: 7/2/2013 12:33 PM Page 1 of 1 Warrants Volume 7/2/2013 file:///C:/Users/thomasmcmurtry/AppData/Local/Temp/w2kB0FE.tmp ---PAGE BREAK--- Warrants Summary Information Analyst Thomas McMurtry Agency/Co KLJ Date Performed 5/13/2013 Project ID FCEDA TIS East/West Street Montclair File Name Warrant Montclair 2013 Intersection Jurisdiction Units U.S. Customary Time Period Analyzed North/South Street US 2 Major Street North-South Project Description FCEDA TIS General Roadway Network Major Street Speed (mph) 45 Nearest Signal (ft) 695 Crashes (per year) 6      Population < 10,000      Coordinated Signal System      Adequate Trials of Alternatives Two Major Routes      Weekend Count      5-yr Growth Factor 0 Geometry and Traffic EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of lanes, N 0 1 0 0 1 0 1 2 1 1 2 1 Lane usage LTR LTR L T R L T R Vehicle Volume Averages (vph) 39 0 22 0 0 0 31 683 0 0 738 56 Peds (ped/h) / Gaps (gaps/h) 0 / 0 0 / 0 0 / 0 0 / 0 Delay (s/veh) / (veh-hr) 0 / 0 0 / 0 0 / 0 0 / 0 Warrant 1: Eight-Hour Vehicular Volume      1 A. Minimum Vehicular Volumes (Both major approaches --and-- higher minor approach)      1 B. Interruption of Continuous Traffic (Both major approaches --and-- higher minor approach)      1 80% Vehicular --and-- Interruption Volumes (Both major approaches --and-- higher minor approach)      Warrant 2: Four-Hour Vehicular Volume      2 A. Four-Hour Vehicular Volumes (Both major approaches --and-- higher minor approach)      Warrant 3: Peak Hour      3 A. Peak-Hour Conditions (Minor delay --and-- minor volume --and-- total volume )      3 B. Peak- Hour Vehicular Volumes (Both major approaches --and-- higher minor approach)      Warrant 4: Pedestrian Volume      4 A. Four Hour Volumes      4 B. One-Hour Volumes      Warrant 5: School Crossing      5. Student Volumes --and--      5. Gaps Same Period      Warrant 6: Coordinated Signal System      6. Degree of Platooning (Predominant direction or both directions)      Warrant 7: Crash Experience      7 A. Adequate trials of alternatives, observance and enforcement failed --and--      7 B. Reported crashes susceptible to correction by signal (12-month period) --and--      7 C. 80% Volumes for Warrants 1A, 1B 4 are satisfied      Page 1 of 2 Warrants Summary 7/2/2013 file:///C:/Users/thomasmcmurtry/AppData/Local/Temp/w2kB0FF.tmp ---PAGE BREAK--- Warrant 8: Roadway Network      8 A. Weekday Volume (Peak hour total --and-- projected warrants 1, 2 or 3)      8 B. Weekend Volume (Five hours total)      Warrant 9: Grade Crossing      9 A. Grade Crossing within 140 ft --and--      9 B. Peak-Hour Vehicular Volumes      Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.5 Generated: 7/2/2013 12:32 PM Page 2 of 2 Warrants Summary 7/2/2013 file:///C:/Users/thomasmcmurtry/AppData/Local/Temp/w2kB0FF.tmp ---PAGE BREAK--- APPENDIX D 2013 Background Plus Site Capacity Analysis Worksheets ---PAGE BREAK--- Intersection Capacity Utilization 2: US 2 & Montclair 7/2/2013 2013 plus off peak site 5/14/2013 Baseline 8 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NEL NET NER SWL SWT SWR Lane Configurations Volume (vph) 82 0 42 2 0 0 48 1055 1 3 1015 80 Pedestrians Ped Button Pedestrian Timing Free Right No No No No Ideal Flow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lost Time 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Green 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Refr Cycle Length 120 120 120 120 120 120 120 120 120 120 120 120 Volume Combined (vph) 0 124 0 0 2 0 48 1055 1 3 1015 80 Lane Utilization Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Turning Factor (vph) 0.95 0.92 0.85 0.95 0.95 0.85 0.95 1.00 0.85 0.95 1.00 0.85 Saturated Flow (vph) 0 1744 0 0 1805 0 1805 3618 1615 1805 3618 1615 Ped Intf Time 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Pedestrian Frequency 0.00 0.00 0.00 0.00 Protected Option Allowed No No Yes Yes Reference Time 0.0 0.0 3.2 35.0 0.1 0.2 33.7 5.9 Adj Reference Time 0.0 0.0 8.0 39.0 8.0 8.0 37.7 9.9 Permitted Option Adj Saturation A (vph) 0 1935 0 1314 120 1809 120 1809 Reference Time A 0.0 7.7 0.0 0.2 47.9 35.0 3.0 33.7 Adj Saturation B (vph 0 0 0 0 NA NA NA NA Reference Time B 13.5 16.5 8.1 8.1 NA NA NA NA Reference Time 7.7 0.2 47.9 33.7 Adj Reference Time 11.7 8.0 51.9 37.7 Split Option Ref Time Combined 0.0 8.5 0.0 0.1 3.2 35.0 0.2 33.7 Ref Time Seperate 5.5 0.0 0.1 0.0 3.2 35.0 0.2 33.7 Reference Time 8.5 8.5 0.1 0.1 35.0 35.0 33.7 33.7 Adj Reference Time 12.5 12.5 8.0 8.0 39.0 39.0 37.7 37.7 Summary EB WB NE SW Combined Protected Option NA 47.0 Permitted Option 11.7 51.9 Split Option 20.5 76.7 Minimum 11.7 47.0 58.7 Right Turns NER SWR Adj Reference Time 8.0 9.9 Cross Thru Ref Time 11.7 8.0 Oncoming Left Ref Time 8.0 8.0 Combined 27.7 25.9 Intersection Summary Intersection Capacity Utilization 48.9% ICU Level of Service A Reference Times and Phasing Options do not represent an optimized timing plan. ---PAGE BREAK--- Intersection Capacity Utilization 6: Flathead & Montclair 7/2/2013 2013 plus off peak site 5/14/2013 Baseline 8 Report Page 2 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (vph) 96 10 11 96 4 5 Pedestrians Ped Button Pedestrian Timing Free Right No No Ideal Flow 1900 1900 1900 1900 1900 1900 Lost Time 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Green 4.0 4.0 4.0 4.0 4.0 4.0 Refr Cycle Length 120 120 120 120 120 120 Volume Combined (vph) 106 0 0 107 9 0 Lane Utilization Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Factor (vph) 0.99 0.85 0.95 0.99 0.90 0.85 Saturated Flow (vph) 1873 0 0 1890 1703 0 Ped Intf Time 0.0 0.0 0.0 0.0 0.0 0.0 Pedestrian Frequency 0.00 0.00 0.00 Protected Option Allowed No No No Reference Time 0.0 0.0 Adj Reference Time 0.0 0.0 Permitted Option Adj Saturation A (vph) 1873 0 751 114 Reference Time A 6.8 0.0 17.1 9.5 Adj Saturation B (vph 1873 0 0 NA Reference Time B 6.8 8.7 14.8 NA Reference Time 6.8 14.8 Adj Reference Time 10.8 18.8 Split Option Ref Time Combined 6.8 0.0 6.8 0.6 Ref Time Seperate 6.2 0.7 6.1 0.3 Reference Time 6.8 6.8 6.8 0.6 Adj Reference Time 10.8 10.8 10.8 8.0 Summary EB WB NB Combined Protected Option NA NA Permitted Option 18.8 Err Split Option 21.6 8.0 Minimum 18.8 8.0 26.8 Right Turns Adj Reference Time Cross Thru Ref Time Oncoming Left Ref Time Combined Intersection Summary Intersection Capacity Utilization 22.3% ICU Level of Service A Reference Times and Phasing Options do not represent an optimized timing plan. ---PAGE BREAK--- Intersection Capacity Utilization 8: Access/Montclair 7/2/2013 2013 plus off peak site 5/14/2013 Baseline 8 Report Page 3 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (vph) 1 29 14 12 13 3 Pedestrians Ped Button Pedestrian Timing Free Right No No Ideal Flow 1900 1900 1900 1900 1900 1900 Lost Time 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Green 4.0 4.0 4.0 4.0 4.0 4.0 Refr Cycle Length 120 120 120 120 120 120 Volume Combined (vph) 0 30 26 0 16 0 Lane Utilization Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Factor (vph) 0.95 1.00 0.93 0.85 0.93 0.85 Saturated Flow (vph) 0 1897 1768 0 1772 0 Ped Intf Time 0.0 0.0 0.0 0.0 0.0 0.0 Pedestrian Frequency 0.00 0.00 0.00 Protected Option Allowed No No No Reference Time 0.0 0.0 Adj Reference Time 0.0 0.0 Permitted Option Adj Saturation A (vph) 0 1285 1768 118 Reference Time A 0.0 2.8 1.8 16.3 Adj Saturation B (vph 0 0 1768 NA Reference Time B 8.1 9.9 1.8 NA Reference Time 2.8 1.8 Adj Reference Time 8.0 8.0 Split Option Ref Time Combined 0.0 1.9 1.8 1.1 Ref Time Seperate 0.1 1.8 0.9 0.9 Reference Time 1.9 1.9 1.8 1.1 Adj Reference Time 8.0 8.0 8.0 8.0 Summary EB WB SB Combined Protected Option NA NA Permitted Option 8.0 Err Split Option 16.0 8.0 Minimum 8.0 8.0 16.0 Right Turns Adj Reference Time Cross Thru Ref Time Oncoming Left Ref Time Combined Intersection Summary Intersection Capacity Utilization 13.3% ICU Level of Service A Reference Times and Phasing Options do not represent an optimized timing plan. ---PAGE BREAK--- Intersection Capacity Utilization 9: Oregon & Montclair 7/2/2013 2013 plus off peak site 5/14/2013 Baseline 8 Report Page 4 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (vph) 36 6 77 23 3 70 Pedestrians Ped Button Pedestrian Timing Free Right No No Ideal Flow 1900 1900 1900 1900 1900 1900 Lost Time 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Green 4.0 4.0 4.0 4.0 4.0 4.0 Refr Cycle Length 120 120 120 120 120 120 Volume Combined (vph) 42 0 0 100 73 0 Lane Utilization Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Factor (vph) 0.98 0.85 0.95 0.96 0.85 0.85 Saturated Flow (vph) 1859 0 0 1827 1623 0 Ped Intf Time 0.0 0.0 0.0 0.0 0.0 0.0 Pedestrian Frequency 0.00 0.00 0.00 Protected Option Allowed No No No Reference Time 0.0 0.0 Adj Reference Time 0.0 0.0 Permitted Option Adj Saturation A (vph) 1859 0 146 108 Reference Time A 2.7 0.0 81.9 80.9 Adj Saturation B (vph 1859 0 0 NA Reference Time B 2.7 13.1 14.6 NA Reference Time 2.7 14.6 Adj Reference Time 8.0 18.6 Split Option Ref Time Combined 2.7 0.0 6.6 5.4 Ref Time Seperate 2.3 5.1 1.5 0.2 Reference Time 2.7 6.6 6.6 5.4 Adj Reference Time 8.0 10.6 10.6 9.4 Summary EB WB NB Combined Protected Option NA NA Permitted Option 18.6 Err Split Option 18.6 9.4 Minimum 18.6 9.4 28.0 Right Turns Adj Reference Time Cross Thru Ref Time Oncoming Left Ref Time Combined Intersection Summary Intersection Capacity Utilization 23.3% ICU Level of Service A Reference Times and Phasing Options do not represent an optimized timing plan. ---PAGE BREAK--- Intersection Capacity Utilization 13: Park Dr/Flathead Dr & US 2 7/2/2013 2013 plus off peak site 5/14/2013 Baseline 8 Report Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 11 954 72 265 795 6 0 0 276 0 0 30 Pedestrians Ped Button Pedestrian Timing Free Right No No No No Ideal Flow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lost Time 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Green 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Refr Cycle Length 120 120 120 120 120 120 120 120 120 120 120 120 Volume Combined (vph) 11 954 72 265 795 6 0 0 276 0 30 0 Lane Utilization Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Factor (vph) 0.95 1.00 0.85 0.95 1.00 0.85 0.95 1.00 0.85 0.95 0.85 0.85 Saturated Flow (vph) 1805 3618 1615 1805 3618 1615 0 0 1615 0 1615 0 Ped Intf Time 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Pedestrian Frequency 0.00 0.00 0.00 0.00 Protected Option Allowed Yes Yes No No Reference Time 0.7 31.6 5.3 17.6 26.4 0.4 20.5 0.0 Adj Reference Time 8.0 35.6 9.3 21.6 30.4 8.0 24.5 0.0 Permitted Option Adj Saturation A (vph) 120 1809 120 1809 0 0 0 1615 Reference Time A 11.0 31.6 264.3 26.4 0.0 0.0 0.0 2.2 Adj Saturation B (vph NA NA NA NA 0 0 0 1615 Reference Time B NA NA NA NA 0.0 0.0 0.0 2.2 Reference Time 31.6 264.3 0.0 2.2 Adj Reference Time 35.6 268.3 8.0 8.0 Split Option Ref Time Combined 0.7 31.6 17.6 26.4 0.0 0.0 0.0 2.2 Ref Time Seperate 0.7 31.6 17.6 26.4 0.0 0.0 0.0 0.0 Reference Time 31.6 31.6 26.4 26.4 0.0 0.0 2.2 2.2 Adj Reference Time 35.6 35.6 30.4 30.4 0.0 0.0 8.0 8.0 Summary EB WB NB SB Combined Protected Option 57.3 NA Permitted Option 268.3 8.0 Split Option 66.0 8.0 Minimum 57.3 8.0 65.3 Right Turns EBR WBR NBR Adj Reference Time 9.3 8.0 24.5 Cross Thru Ref Time 8.0 0.0 35.6 Oncoming Left Ref Time 21.6 8.0 8.0 Combined 39.0 16.0 68.2 Intersection Summary Intersection Capacity Utilization 56.8% ICU Level of Service B Reference Times and Phasing Options do not represent an optimized timing plan. ---PAGE BREAK--- Intersection Capacity Utilization 17: Whitefish Stage & Oregon 7/2/2013 2013 plus off peak site 5/14/2013 Baseline 8 Report Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 9 9 9 9 9 9 9 9 9 9 9 9 Pedestrians Ped Button Pedestrian Timing Free Right No No No No Ideal Flow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lost Time 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Green 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Refr Cycle Length 120 120 120 120 120 120 120 120 120 120 120 120 Volume Combined (vph) 0 27 0 0 27 0 0 27 0 0 27 0 Lane Utilization Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Factor (vph) 0.95 0.93 0.85 0.95 0.93 0.85 0.95 0.93 0.85 0.95 0.93 0.85 Saturated Flow (vph) 0 1775 0 0 1775 0 0 1775 0 0 1775 0 Ped Intf Time 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Pedestrian Frequency 0.00 0.00 0.00 0.00 Protected Option Allowed No No No No Reference Time 0.0 0.0 0.0 0.0 Adj Reference Time 0.0 0.0 0.0 0.0 Permitted Option Adj Saturation A (vph) 0 1351 0 1351 0 1351 0 1351 Reference Time A 0.0 2.4 0.0 2.4 0.0 2.4 0.0 2.4 Adj Saturation B (vph 0 0 0 0 0 0 0 0 Reference Time B 8.6 9.8 8.6 9.8 8.6 9.8 8.6 9.8 Reference Time 2.4 2.4 2.4 2.4 Adj Reference Time 8.0 8.0 8.0 8.0 Split Option Ref Time Combined 0.0 1.8 0.0 1.8 0.0 1.8 0.0 1.8 Ref Time Seperate 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 Reference Time 1.8 1.8 1.8 1.8 1.8 1.8 1.8 1.8 Adj Reference Time 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 Summary EB WB NB SB Combined Protected Option NA NA Permitted Option 8.0 8.0 Split Option 16.0 16.0 Minimum 8.0 8.0 16.0 Right Turns Adj Reference Time Cross Thru Ref Time Oncoming Left Ref Time Combined Intersection Summary Intersection Capacity Utilization 13.3% ICU Level of Service A Reference Times and Phasing Options do not represent an optimized timing plan. ---PAGE BREAK--- Intersection Capacity Utilization 19: Whitefish Stage 7/2/2013 2013 plus off peak site 5/14/2013 Baseline 8 Report Page 7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians Ped Button Pedestrian Timing Free Right No No No No Ideal Flow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lost Time 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Green 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Refr Cycle Length 120 120 120 120 120 120 120 120 120 120 120 120 Volume Combined (vph) 0 0 0 0 0 0 0 0 0 0 0 0 Lane Utilization Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Factor (vph) 0.95 1.00 0.85 0.95 1.00 0.85 0.95 1.00 0.85 0.95 1.00 0.85 Saturated Flow (vph) 1805 3618 1615 1805 3618 1615 1805 1900 1615 1805 1900 1615 Ped Intf Time 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Pedestrian Frequency 0.00 0.00 0.00 0.00 Protected Option Allowed Yes Yes Yes Yes Reference Time 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Adj Reference Time 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 Permitted Option Adj Saturation A (vph) 120 1809 120 1809 120 1900 120 1900 Reference Time A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Adj Saturation B (vph 0 3618 0 3618 0 1900 0 1900 Reference Time B 8.0 0.0 8.0 0.0 8.0 0.0 8.0 0.0 Reference Time 0.0 0.0 0.0 0.0 Adj Reference Time 8.0 8.0 8.0 8.0 Split Option Ref Time Combined 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Ref Time Seperate 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Reference Time 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Adj Reference Time 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Summary EB WB NB SB Combined Protected Option 16.0 16.0 Permitted Option 8.0 8.0 Split Option 0.0 0.0 Minimum 0.0 0.0 0.0 Right Turns EBR WBR NBR SBR Adj Reference Time 8.0 8.0 8.0 8.0 Cross Thru Ref Time 0.0 0.0 0.0 0.0 Oncoming Left Ref Time 0.0 0.0 0.0 0.0 Combined 0.0 0.0 0.0 0.0 Intersection Summary Intersection Capacity Utilization 0.0% ICU Level of Service A Reference Times and Phasing Options do not represent an optimized timing plan. ---PAGE BREAK--- Intersection Capacity Utilization 21: Whitefish Stage & Access 7/2/2013 2013 plus off peak site 5/14/2013 Baseline 8 Report Page 8 Movement NBT NBR SBL SBT SWL SWR Lane Configurations Volume (vph) 410 6 1 342 9 7 Pedestrians Ped Button Pedestrian Timing Free Right No No Ideal Flow 1900 1900 1900 1900 1900 1900 Lost Time 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Green 4.0 4.0 4.0 4.0 4.0 4.0 Refr Cycle Length 120 120 120 120 120 120 Volume Combined (vph) 416 0 0 343 16 0 Lane Utilization Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Factor (vph) 1.00 0.85 0.95 1.00 0.91 0.85 Saturated Flow (vph) 1896 0 0 1900 1725 0 Ped Intf Time 0.0 0.0 0.0 0.0 0.0 0.0 Pedestrian Frequency 0.00 0.00 0.00 Protected Option Allowed No No No Reference Time 0.0 0.0 Adj Reference Time 0.0 0.0 Permitted Option Adj Saturation A (vph) 1896 0 1825 115 Reference Time A 26.3 0.0 22.6 16.7 Adj Saturation B (vph NA NA NA NA Reference Time B NA NA NA NA Reference Time 26.3 22.6 Adj Reference Time 30.3 26.6 Split Option Ref Time Combined 26.3 0.0 21.7 1.1 Ref Time Seperate 26.0 0.1 21.6 0.6 Reference Time 26.3 21.7 21.7 1.1 Adj Reference Time 30.3 25.7 25.7 8.0 Summary NB SB SW Combined Protected Option NA NA Permitted Option 30.3 Err Split Option 56.0 8.0 Minimum 30.3 8.0 38.3 Right Turns Adj Reference Time Cross Thru Ref Time Oncoming Left Ref Time Combined Intersection Summary Intersection Capacity Utilization 31.9% ICU Level of Service A Reference Times and Phasing Options do not represent an optimized timing plan. ---PAGE BREAK--- Intersection Capacity Utilization 2: US 2 & Montclair 7/2/2013 2013 plus off peak site with improvements 5/14/2013 Baseline 8 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NEL NET NER SWL SWT SWR Lane Configurations Volume (vph) 82 0 42 2 0 0 48 1055 1 3 1015 80 Pedestrians Ped Button Pedestrian Timing Free Right No No No No Ideal Flow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lost Time 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Green 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Refr Cycle Length 120 120 120 120 120 120 120 120 120 120 120 120 Volume Combined (vph) 0 82 42 0 2 0 48 1055 1 3 1015 80 Lane Utilization Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Turning Factor (vph) 0.95 0.95 0.85 0.95 0.95 0.85 0.95 1.00 0.85 0.95 1.00 0.85 Saturated Flow (vph) 0 1805 1615 0 1805 0 1805 3618 1615 1805 3618 1615 Ped Intf Time 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Pedestrian Frequency 0.00 0.00 0.00 0.00 Protected Option Allowed No No Yes Yes Reference Time 3.1 0.0 3.2 35.0 0.1 0.2 33.7 5.9 Adj Reference Time 8.0 0.0 8.0 39.0 8.0 8.0 37.7 9.9 Permitted Option Adj Saturation A (vph) 0 1925 0 [PHONE REDACTED] 120 1809 Reference Time A 0.0 5.1 0.0 2.0 47.9 35.0 3.0 33.7 Adj Saturation B (vph 0 0 0 0 NA NA NA NA Reference Time B 13.5 13.5 8.1 8.1 NA NA NA NA Reference Time 5.1 2.0 47.9 33.7 Adj Reference Time 9.1 8.0 51.9 37.7 Split Option Ref Time Combined 0.0 5.5 0.0 0.1 3.2 35.0 0.2 33.7 Ref Time Seperate 5.5 0.0 0.1 0.0 3.2 35.0 0.2 33.7 Reference Time 5.5 5.5 0.1 0.1 35.0 35.0 33.7 33.7 Adj Reference Time 9.5 9.5 8.0 8.0 39.0 39.0 37.7 37.7 Summary EB WB NE SW Combined Protected Option NA 47.0 Permitted Option 9.1 51.9 Split Option 17.5 76.7 Minimum 9.1 47.0 56.1 Right Turns EBR NER SWR Adj Reference Time 8.0 8.0 9.9 Cross Thru Ref Time 37.7 9.1 8.0 Oncoming Left Ref Time 8.0 8.0 8.0 Combined 53.7 25.1 25.9 Intersection Summary Intersection Capacity Utilization 46.8% ICU Level of Service A Reference Times and Phasing Options do not represent an optimized timing plan. ---PAGE BREAK--- Intersection Capacity Utilization 6: Flathead & Montclair 7/2/2013 2013 plus off peak site with improvements 5/14/2013 Baseline 8 Report Page 2 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (vph) 96 10 11 96 4 5 Pedestrians Ped Button Pedestrian Timing Free Right No No Ideal Flow 1900 1900 1900 1900 1900 1900 Lost Time 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Green 4.0 4.0 4.0 4.0 4.0 4.0 Refr Cycle Length 120 120 120 120 120 120 Volume Combined (vph) 106 0 0 107 9 0 Lane Utilization Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Factor (vph) 0.99 0.85 0.95 0.99 0.90 0.85 Saturated Flow (vph) 1873 0 0 1890 1703 0 Ped Intf Time 0.0 0.0 0.0 0.0 0.0 0.0 Pedestrian Frequency 0.00 0.00 0.00 Protected Option Allowed No No No Reference Time 0.0 0.0 Adj Reference Time 0.0 0.0 Permitted Option Adj Saturation A (vph) 1873 0 751 114 Reference Time A 6.8 0.0 17.1 9.5 Adj Saturation B (vph 1873 0 0 NA Reference Time B 6.8 8.7 14.8 NA Reference Time 6.8 14.8 Adj Reference Time 10.8 18.8 Split Option Ref Time Combined 6.8 0.0 6.8 0.6 Ref Time Seperate 6.2 0.7 6.1 0.3 Reference Time 6.8 6.8 6.8 0.6 Adj Reference Time 10.8 10.8 10.8 8.0 Summary EB WB NB Combined Protected Option NA NA Permitted Option 18.8 Err Split Option 21.6 8.0 Minimum 18.8 8.0 26.8 Right Turns Adj Reference Time Cross Thru Ref Time Oncoming Left Ref Time Combined Intersection Summary Intersection Capacity Utilization 22.3% ICU Level of Service A Reference Times and Phasing Options do not represent an optimized timing plan. ---PAGE BREAK--- Intersection Capacity Utilization 8: Access/Montclair 7/2/2013 2013 plus off peak site with improvements 5/14/2013 Baseline 8 Report Page 3 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (vph) 1 29 14 12 13 3 Pedestrians Ped Button Pedestrian Timing Free Right No No Ideal Flow 1900 1900 1900 1900 1900 1900 Lost Time 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Green 4.0 4.0 4.0 4.0 4.0 4.0 Refr Cycle Length 120 120 120 120 120 120 Volume Combined (vph) 0 30 26 0 16 0 Lane Utilization Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Factor (vph) 0.95 1.00 0.93 0.85 0.93 0.85 Saturated Flow (vph) 0 1897 1768 0 1772 0 Ped Intf Time 0.0 0.0 0.0 0.0 0.0 0.0 Pedestrian Frequency 0.00 0.00 0.00 Protected Option Allowed No No No Reference Time 0.0 0.0 Adj Reference Time 0.0 0.0 Permitted Option Adj Saturation A (vph) 0 1285 1768 118 Reference Time A 0.0 2.8 1.8 16.3 Adj Saturation B (vph 0 0 1768 NA Reference Time B 8.1 9.9 1.8 NA Reference Time 2.8 1.8 Adj Reference Time 8.0 8.0 Split Option Ref Time Combined 0.0 1.9 1.8 1.1 Ref Time Seperate 0.1 1.8 0.9 0.9 Reference Time 1.9 1.9 1.8 1.1 Adj Reference Time 8.0 8.0 8.0 8.0 Summary EB WB SB Combined Protected Option NA NA Permitted Option 8.0 Err Split Option 16.0 8.0 Minimum 8.0 8.0 16.0 Right Turns Adj Reference Time Cross Thru Ref Time Oncoming Left Ref Time Combined Intersection Summary Intersection Capacity Utilization 13.3% ICU Level of Service A Reference Times and Phasing Options do not represent an optimized timing plan. ---PAGE BREAK--- Intersection Capacity Utilization 9: Oregon & Montclair 7/2/2013 2013 plus off peak site with improvements 5/14/2013 Baseline 8 Report Page 4 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (vph) 36 6 77 23 3 70 Pedestrians Ped Button Pedestrian Timing Free Right No No Ideal Flow 1900 1900 1900 1900 1900 1900 Lost Time 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Green 4.0 4.0 4.0 4.0 4.0 4.0 Refr Cycle Length 120 120 120 120 120 120 Volume Combined (vph) 42 0 0 100 73 0 Lane Utilization Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Factor (vph) 0.98 0.85 0.95 0.96 0.85 0.85 Saturated Flow (vph) 1859 0 0 1827 1623 0 Ped Intf Time 0.0 0.0 0.0 0.0 0.0 0.0 Pedestrian Frequency 0.00 0.00 0.00 Protected Option Allowed No No No Reference Time 0.0 0.0 Adj Reference Time 0.0 0.0 Permitted Option Adj Saturation A (vph) 1859 0 146 108 Reference Time A 2.7 0.0 81.9 80.9 Adj Saturation B (vph 1859 0 0 NA Reference Time B 2.7 13.1 14.6 NA Reference Time 2.7 14.6 Adj Reference Time 8.0 18.6 Split Option Ref Time Combined 2.7 0.0 6.6 5.4 Ref Time Seperate 2.3 5.1 1.5 0.2 Reference Time 2.7 6.6 6.6 5.4 Adj Reference Time 8.0 10.6 10.6 9.4 Summary EB WB NB Combined Protected Option NA NA Permitted Option 18.6 Err Split Option 18.6 9.4 Minimum 18.6 9.4 28.0 Right Turns Adj Reference Time Cross Thru Ref Time Oncoming Left Ref Time Combined Intersection Summary Intersection Capacity Utilization 23.3% ICU Level of Service A Reference Times and Phasing Options do not represent an optimized timing plan. ---PAGE BREAK--- Intersection Capacity Utilization 13: Park Dr/Flathead Dr & US 2 7/2/2013 2013 plus off peak site with improvements 5/14/2013 Baseline 8 Report Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 11 954 72 265 795 6 0 0 276 0 0 30 Pedestrians Ped Button Pedestrian Timing Free Right No No No No Ideal Flow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lost Time 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Green 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Refr Cycle Length 120 120 120 120 120 120 120 120 120 120 120 120 Volume Combined (vph) 11 954 72 265 795 6 0 0 276 0 30 0 Lane Utilization Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Factor (vph) 0.95 1.00 0.85 0.95 1.00 0.85 0.95 1.00 0.85 0.95 0.85 0.85 Saturated Flow (vph) 1805 3618 1615 1805 3618 1615 0 1900 1615 0 1615 0 Ped Intf Time 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Pedestrian Frequency 0.00 0.00 0.00 0.00 Protected Option Allowed Yes Yes No No Reference Time 0.7 31.6 5.3 17.6 26.4 0.4 20.5 0.0 Adj Reference Time 8.0 35.6 9.3 21.6 30.4 8.0 24.5 0.0 Permitted Option Adj Saturation A (vph) 120 1809 120 1809 0 1900 0 1615 Reference Time A 11.0 31.6 264.3 26.4 0.0 0.0 0.0 2.2 Adj Saturation B (vph NA NA NA NA 0 1900 0 1615 Reference Time B NA NA NA NA 0.0 0.0 0.0 2.2 Reference Time 31.6 264.3 0.0 2.2 Adj Reference Time 35.6 268.3 8.0 8.0 Split Option Ref Time Combined 0.7 31.6 17.6 26.4 0.0 0.0 0.0 2.2 Ref Time Seperate 0.7 31.6 17.6 26.4 0.0 0.0 0.0 0.0 Reference Time 31.6 31.6 26.4 26.4 0.0 0.0 2.2 2.2 Adj Reference Time 35.6 35.6 30.4 30.4 0.0 0.0 8.0 8.0 Summary EB WB NB SB Combined Protected Option 57.3 NA Permitted Option 268.3 8.0 Split Option 66.0 8.0 Minimum 57.3 8.0 65.3 Right Turns EBR WBR NBR Adj Reference Time 9.3 8.0 24.5 Cross Thru Ref Time 8.0 0.0 35.6 Oncoming Left Ref Time 21.6 8.0 8.0 Combined 39.0 16.0 68.2 Intersection Summary Intersection Capacity Utilization 56.8% ICU Level of Service B Reference Times and Phasing Options do not represent an optimized timing plan. ---PAGE BREAK--- Intersection Capacity Utilization 17: Whitefish Stage & Oregon 7/2/2013 2013 plus off peak site with improvements 5/14/2013 Baseline 8 Report Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 9 9 9 9 9 9 9 9 9 9 9 9 Pedestrians Ped Button Pedestrian Timing Free Right No No No No Ideal Flow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lost Time 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Green 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Refr Cycle Length 120 120 120 120 120 120 120 120 120 120 120 120 Volume Combined (vph) 0 27 0 0 27 0 0 27 0 0 27 0 Lane Utilization Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Factor (vph) 0.95 0.93 0.85 0.95 0.93 0.85 0.95 0.93 0.85 0.95 0.93 0.85 Saturated Flow (vph) 0 1775 0 0 1775 0 0 1775 0 0 1775 0 Ped Intf Time 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Pedestrian Frequency 0.00 0.00 0.00 0.00 Protected Option Allowed No No No No Reference Time 0.0 0.0 0.0 0.0 Adj Reference Time 0.0 0.0 0.0 0.0 Permitted Option Adj Saturation A (vph) 0 1351 0 1351 0 1351 0 1351 Reference Time A 0.0 2.4 0.0 2.4 0.0 2.4 0.0 2.4 Adj Saturation B (vph 0 0 0 0 0 0 0 0 Reference Time B 8.6 9.8 8.6 9.8 8.6 9.8 8.6 9.8 Reference Time 2.4 2.4 2.4 2.4 Adj Reference Time 8.0 8.0 8.0 8.0 Split Option Ref Time Combined 0.0 1.8 0.0 1.8 0.0 1.8 0.0 1.8 Ref Time Seperate 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 Reference Time 1.8 1.8 1.8 1.8 1.8 1.8 1.8 1.8 Adj Reference Time 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 Summary EB WB NB SB Combined Protected Option NA NA Permitted Option 8.0 8.0 Split Option 16.0 16.0 Minimum 8.0 8.0 16.0 Right Turns Adj Reference Time Cross Thru Ref Time Oncoming Left Ref Time Combined Intersection Summary Intersection Capacity Utilization 13.3% ICU Level of Service A Reference Times and Phasing Options do not represent an optimized timing plan. ---PAGE BREAK--- Intersection Capacity Utilization 19: Whitefish Stage 7/2/2013 2013 plus off peak site with improvements 5/14/2013 Baseline 8 Report Page 7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians Ped Button Pedestrian Timing Free Right No No No No Ideal Flow 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lost Time 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Green 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Refr Cycle Length 120 120 120 120 120 120 120 120 120 120 120 120 Volume Combined (vph) 0 0 0 0 0 0 0 0 0 0 0 0 Lane Utilization Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Factor (vph) 0.95 1.00 0.85 0.95 1.00 0.85 0.95 1.00 0.85 0.95 1.00 0.85 Saturated Flow (vph) 1805 3618 1615 1805 3618 1615 1805 1900 1615 1805 1900 1615 Ped Intf Time 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Pedestrian Frequency 0.00 0.00 0.00 0.00 Protected Option Allowed Yes Yes Yes Yes Reference Time 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Adj Reference Time 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 Permitted Option Adj Saturation A (vph) 120 1809 120 1809 120 1900 120 1900 Reference Time A 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Adj Saturation B (vph 0 3618 0 3618 0 1900 0 1900 Reference Time B 8.0 0.0 8.0 0.0 8.0 0.0 8.0 0.0 Reference Time 0.0 0.0 0.0 0.0 Adj Reference Time 8.0 8.0 8.0 8.0 Split Option Ref Time Combined 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Ref Time Seperate 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Reference Time 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Adj Reference Time 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Summary EB WB NB SB Combined Protected Option 16.0 16.0 Permitted Option 8.0 8.0 Split Option 0.0 0.0 Minimum 0.0 0.0 0.0 Right Turns EBR WBR NBR SBR Adj Reference Time 8.0 8.0 8.0 8.0 Cross Thru Ref Time 0.0 0.0 0.0 0.0 Oncoming Left Ref Time 0.0 0.0 0.0 0.0 Combined 0.0 0.0 0.0 0.0 Intersection Summary Intersection Capacity Utilization 0.0% ICU Level of Service A Reference Times and Phasing Options do not represent an optimized timing plan. ---PAGE BREAK--- Intersection Capacity Utilization 21: Whitefish Stage & Access 7/2/2013 2013 plus off peak site with improvements 5/14/2013 Baseline 8 Report Page 8 Movement NBT NBR SBL SBT SWL SWR Lane Configurations Volume (vph) 410 6 1 342 9 7 Pedestrians Ped Button Pedestrian Timing Free Right No No Ideal Flow 1900 1900 1900 1900 1900 1900 Lost Time 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Green 4.0 4.0 4.0 4.0 4.0 4.0 Refr Cycle Length 120 120 120 120 120 120 Volume Combined (vph) 416 0 0 343 16 0 Lane Utilization Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Factor (vph) 1.00 0.85 0.95 1.00 0.91 0.85 Saturated Flow (vph) 1896 0 0 1900 1725 0 Ped Intf Time 0.0 0.0 0.0 0.0 0.0 0.0 Pedestrian Frequency 0.00 0.00 0.00 Protected Option Allowed No No No Reference Time 0.0 0.0 Adj Reference Time 0.0 0.0 Permitted Option Adj Saturation A (vph) 1896 0 1825 115 Reference Time A 26.3 0.0 22.6 16.7 Adj Saturation B (vph NA NA NA NA Reference Time B NA NA NA NA Reference Time 26.3 22.6 Adj Reference Time 30.3 26.6 Split Option Ref Time Combined 26.3 0.0 21.7 1.1 Ref Time Seperate 26.0 0.1 21.6 0.6 Reference Time 26.3 21.7 21.7 1.1 Adj Reference Time 30.3 25.7 25.7 8.0 Summary NB SB SW Combined Protected Option NA NA Permitted Option 30.3 Err Split Option 56.0 8.0 Minimum 30.3 8.0 38.3 Right Turns Adj Reference Time Cross Thru Ref Time Oncoming Left Ref Time Combined Intersection Summary Intersection Capacity Utilization 31.9% ICU Level of Service A Reference Times and Phasing Options do not represent an optimized timing plan. ---PAGE BREAK--- APPENDIX E 2013 Background Plus Site Signal Warrants Analysis Worksheets ---PAGE BREAK--- Warrants Volume Information Analyst Thomas McMurtry Agency/Co KLJ Date Performed 5/13/2013 Project ID FCEDA TIS East/West Street Montclair File Name Warrant Montclair 2013 plus site Intersection Jurisdiction Units U.S. Customary Time Period Analyzed North/South Street US 2 Major Street North-South Project Description FCEDA TIS Warrant 1 Warrant 2 Warrant 3 Volume Summary Major Street Lanes 2+ Minor Street Lanes 1 Speed 45 Population 10000+ Hours Major Volume Minor Volume Total Volume 1A (70%) 1A (56%) 1B (70%) 1B (56%) 2 (70%) 3A (70%) 3B (70%) 07-08 980 40 1020 No No No No No No No 08-09 1030 40 1070 No No No No No No No 09-10 880 40 920 No No No No No No No 10-11 1010 40 1050 No No No No No No No 11-12 1180 60 1240 No No Yes Yes No No No 12-13 1350 80 1430 No No Yes Yes Yes No Yes 13-14 1810 80 1890 No No Yes Yes Yes No Yes 14-15 1810 80 1890 No No Yes Yes Yes No Yes 15-16 2030 90 2120 No Yes Yes Yes Yes No Yes 16-17 2170 124 2294 Yes Yes Yes Yes Yes No Yes 17-18 2210 124 2334 Yes Yes Yes Yes Yes No Yes 18-19 1720 80 1800 No No Yes Yes Yes No Yes Totals 18180 878 19058 2 3 8 8 7 0 7 Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.5 Generated: 7/2/2013 12:40 PM Page 1 of 1 Warrants Volume 7/2/2013 file:///C:/Users/thomasmcmurtry/AppData/Local/Temp/w2k7843.tmp ---PAGE BREAK--- Warrants Summary Information Analyst Thomas McMurtry Agency/Co KLJ Date Performed 5/13/2013 Project ID FCEDA TIS East/West Street Montclair File Name Warrant Montclair 2013 plus site Intersection Jurisdiction Units U.S. Customary Time Period Analyzed North/South Street US 2 Major Street North-South Project Description FCEDA TIS General Roadway Network Major Street Speed (mph) 45 Nearest Signal (ft) 695 Crashes (per year) 6      Population < 10,000      Coordinated Signal System      Adequate Trials of Alternatives Two Major Routes      Weekend Count      5-yr Growth Factor 0 Geometry and Traffic EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT Number of lanes, N 0 1 0 0 1 0 1 2 1 1 2 0 Lane usage LTR LTR L T R L TR Vehicle Volume Averages (vph) 48 0 24 0 0 0 31 683 0 0 738 61 Peds (ped/h) / Gaps (gaps/h) 0 / 0 0 / 0 0 / 0 0 / 0 Delay (s/veh) / (veh-hr) 0 / 0 0 / 0 0 / 0 0 / 0 Warrant 1: Eight-Hour Vehicular Volume      1 A. Minimum Vehicular Volumes (Both major approaches --and-- higher minor approach)      1 B. Interruption of Continuous Traffic (Both major approaches --and-- higher minor approach)      1 80% Vehicular --and-- Interruption Volumes (Both major approaches --and-- higher minor approach)      Warrant 2: Four-Hour Vehicular Volume      2 A. Four-Hour Vehicular Volumes (Both major approaches --and-- higher minor approach)      Warrant 3: Peak Hour      3 A. Peak-Hour Conditions (Minor delay --and-- minor volume --and-- total volume )      3 B. Peak- Hour Vehicular Volumes (Both major approaches --and-- higher minor approach)      Warrant 4: Pedestrian Volume      4 A. Four Hour Volumes      4 B. One-Hour Volumes      Warrant 5: School Crossing      5. Student Volumes --and--      5. Gaps Same Period      Warrant 6: Coordinated Signal System      6. Degree of Platooning (Predominant direction or both directions)      Warrant 7: Crash Experience      7 A. Adequate trials of alternatives, observance and enforcement failed --and--      7 B. Reported crashes susceptible to correction by signal (12-month period) --and--      Page 1 of 2 Warrants Summary 7/2/2013 file:///C:/Users/thomasmcmurtry/AppData/Local/Temp/w2k7844.tmp ---PAGE BREAK--- 7 C. 80% Volumes for Warrants 1A, 1B 4 are satisfied      Warrant 8: Roadway Network      8 A. Weekday Volume (Peak hour total --and-- projected warrants 1, 2 or 3)      8 B. Weekend Volume (Five hours total)      Warrant 9: Grade Crossing      9 A. Grade Crossing within 140 ft --and--      9 B. Peak-Hour Vehicular Volumes      Copyright © 2010 University of Florida, All Rights Reserved HCS+TM Version 5.5 Generated: 7/2/2013 12:42 PM Page 2 of 2 Warrants Summary 7/2/2013 file:///C:/Users/thomasmcmurtry/AppData/Local/Temp/w2k7844.tmp