INTERNAL TRAFFIC CIRCULATION PLAN

INTERNAL TRAFFIC

CIRCULATION PLAN

SET Engineering [Email address]

Flatiron Internal Road Design The purpose of this memorandum is to discuss the design standards applied to the proposed roadway improvements for the Flatiron Montana project. All improvements proposed were designed in accordance with Gallatin County Transportation and Construction Standards (Gallatin County’s Standards) or Madison County Subdivision Standards where possible, and in full coordination with MDT design standards where applicable. Where design elements deviate from County Standards, the most recent version of the AASHTO published Geometric Design of Highways and Streets is utilized. Project Background The proposed project is multi-year, mixed-use, development on 473-acres located within Madison and Gallatin Counties and consists of the following uses on site: mixed density residential housing, various commercial lodging options (B&B, hotel rooms, etc.), restaurants, shops, and other uses typical of a ski resort. The discussion herein pertains to Entitlement Exhibit 3a Roads and Trails Plan Overall. The Flatiron design elements are as follows:

• Road Type: All internal roads are designed as Mountainous Local roads

• Design Speed: 15-30 mph (Deviation from Madison and Gallatin County Standard)

• Maximum Superelevation: e=4-6%

• Minimum radius: 40 feet (Deviation from Madison and Gallatin County Standard) o Uses applicable AASHTO Standards with reduced speed (e = 6% and speed = 15 mph)

• Maximum grade: 10%

• All MDT right-of-way approaches consist of 3% grade for at least 150-feet For each jurisdiction, these road design elements, as well as terrain and winter weather conditions at the project, are assessed with respect to key elements of design (e.g. Design Speed, Minimum Radii, and Superelevation) Madison County Standards Per Madison County Subdivision Standards, Section 10: Roadway Design, Material, and Drainage Standards:

Assessment of Design The design uses a design speed ranging from 15-30 mph. However, where site/topography limitations are present, a design speed lesser than defined in Madison County’s Mountainous terrain classification for high building density is proposed. Appropriate AASHTO standards are maintained for those locations, as allowed in Section 10. a. (2). The roads as presented in the corresponding preliminary road improvement plans have been designed in accordance with current AASHTO guidelines.

Gallatin County Standards Per Gallatin County Standards for a local mountainous road, the following roadway design criteria were applied where possible:

Assessment of Design Consistent curvature and visual cues are used to maintain driver attention and to control travel speeds. Where longer straight sections are necessary, larger curves are used to gradually transition driver expectations before entering a lower speed section of road. Where low speed sections of road are proposed, consistent curves with tangent sections short enough to control speeds and long enough to allow for adequate recovery are used. The use of design speed and subsequent design elements of superelevation and radii are necessary to accommodate the steep slopes present throughout the project. Superelevation rates are limited due to winter driving conditions. AASHTO recommends no superelevation greater than 6% in urban conditions and 8% in rural winter conditions due to lateral sliding while stopping or accelerating. A maximum superelevation of 6% is used in the current design. In areas where sharp horizontal curves were used on steep downgrades of the mountainous topography, design speeds ranging from 15-25 mph and appropriate minimum radii are used. In these locations, proposed design speeds deviate from those defined in Gallatin County Standard’s local mountainous criteria (<25 mph), and AASHTO Standards are applied. Per AASHTO Section 3.3.3. Minimum Radius, “Sharp horizontal curves (or near-minimum radius curves) on downgrades of 4% or more should not be designed using low speeds (i.e., 30 mph or less). In the event that such

SITE

situations cannot be avoided, warning signs to reduce speeds well in advance of the start of the horizontal curve should be used.” Also, per AASHTO Section 5.3.1.1 Design Speed: “Design speed is not a major factor for local streets in urban areas

because in the typical street grid, the closely spaced intersections usually limit vehicular speeds. For consistency in

design elements, design speeds ranging from 20 to 30 mph may be used… Since the function of local streets is to

provide access to adjacent property, all design elements should be consistent with the character of activity on

adjacent to the street, and should encourage speeds generally not exceeding 30 mph.”

Conclusion It is our opinion that the use of AASHTO Standards with the proposed design speeds of 15-25 mph are reasonable in this context with the following conditions being accounted for: advanced warning signage and reduced speed limit signage, managed consistency and driver expectations, and superelevation used to minimize curve severity while not to exceed 6% to mitigate sliding during slippery conditions. Detailed roadside safety/design considerations are to be addressed in final design submittals. Please contact Anderson Engineering, Inc. directly with any question regarding traffic analyses for the subject project. Sincerely, Bill Anderson, P.E., P.L.S. [email protected] (406) 925-0590 Attachments:

A. Circulation Plan w/ Areas of County Standard Deviation Identified. B. Supplemental AASHTO Standards and sections of the AASHTO Green Book. C. Preliminary Plans and Profiles.

mailto:[email protected]

ATTACHMENT 1:

CIRCULATION PLAN

LEGEND

PROPERTY LINE

PROPOSED ROAD

BUILDING ENVELOPES

STREAMS

WATERCOURSE SETBACK

DESIGN SPEEDS

15 MPH

20 MPH

25 MPH

30 MPH

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L1

L3

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F1

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TRACT 2

(MINOR SUB 257A)

350.71 ACRES

TRACT 1

(COS 1550)

184.582 ACRES

MA

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MIDDLE FORK WEST FORK

GALLATIN RIVER

LOT 1A OF MINOR SUB 257A

EXISTING LONE MOOSE MEADOWS

CONDOS

APPROACH A

Road A

(Kircher Drive)

APPROACH B

LONE MOOSE DRIVE

ROAD B

(Middle Fork Drive)

ROAD E2

APPROACH C

ROAD C1

(Silver Spur)

ROAD D1

(Toboggan Trail)

APPROACH D

ROAD D2

(Long Gun Drive)

ROAD E1

ROAD C2

(Six Gun Lane)

ROAD F

(Flatiron Loop)

R=50'

R=130'

R=95'

R=140'

R=80'

R=120'

R=60'

R=135'

R=145'

R=130'

R=95'

R=80'

H

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6

4

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MIDDLE FORK WEST FORK

GALLATIN RIVER

© 2021 ANDERSON ENGINEERING INC., THIS DRAWING AND

ASSOCIATED ELECTRONIC FILES ARE THE WORK PRODUCT OF

ANDERSON ENGINEERING, INC AND REUSE OF FILES IS BY

LIMITED PERMISSION FROM ANDERSON ENGINEERING, INC.

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NOTE: PRELIMINARY PURPOSES ONLY, NOT A FINAL DESIGN

REQUESTED DEVIATIONS FROM REGULATION:

1. DEVIATION IS REQUESTED FOR RADII LESS THAN 150' IN GALLATIN COUNTY. RADII ARE CALLED OUT

WHERE DEVIATION IS REQUESTED.

2. DEVIATION IS REQUESTED FOR DESIGN SPEEDS UNDER 25 MPH IN GALLATIN COUNTY.

3. NO DEVIATIONS FROM REGULATION ARE REQUESTED IN MADISON COUNTY.

SCALE: 1"=800'

0 800 1200

ATTACHMENT 2:

SUPPLEMENTAL AASHTO STANDARDS

Supplemental AASHTO Standards From A Policy on Geometric Design of Highways and Streets, 2018, 7th Edition, 2nd Printing

By the American Association of State Highway and Transportation Officials (AASHTO)

Chapter 3 Elements of Design

3.3 Horizontal Alignment

3.3.3 Minimum Radius

“For two-lane roadways, the difference between the roadway centerline and the center of gravity used

in the horizontal curve equations is minor. Therefore, the curve radius for a two-lane roadway may be

measured to the centerline of the roadway.”

“Sharp horizontal curves (or near minimum-radius curves) on downgrades of 4 percent or more should

not be designed using low design speeds (i.e., 30 mph or less). In the event that such situations cannot

be avoided, warning signs to reduce speeds well in advance of the start of the horizontal curve should

be used.”

3.4 Vertical Alignment

3.4.6 Vertical Curves

“… the checking of plans is simplified by comparing all curves with the design value for K.”

Crest Vertical Curves

Sag Vertical Curves

5 Local Roads and Streets

5.1 Introduction “In constrained or unusual conditions, it may not be practical to meet the design criteria presented in

this chapter. In such cases, the goal should be to obtain the best practical alignment, grade, sight

distance, and drainage that are consistent with terrain, development (present and anticipated), crash

reduction, and available funds.”

5.3 Local Streets in Urban Areas

5.3.1.1 Design Speed

“Design speed is not a major factor for local streets in urban areas because in the typical street grid, the

closely spaced intersections usually limit vehicular speeds. For consistency in design elements, design

speeds ranging from 20 to 30 mph may be used… Since the function of local streets is to provide access

to adjacent property, all design elements should be consistent with the character of activity on adjacent

to the street, and should encourage speeds generally not exceeding 30 mph.”

5.3.1.2 Design Traffic Volume

“Design traffic volumes in such areas should be forecast for at least 10 years, and preferably 20 years,

into the future.”

5.3.1.4 Alignment

“Alignment in residential areas should closely fit with the existing topography to minimize the need for

cuts or fills. The function of local streets in residential areas is to provide land access, and therefore

these streets should be designed to discourage through traffic. Street alignment in commercial and

industrial areas should be commensurate with the topography but should be as direct as possible.

The minimum radius for horizontal curves should be the greater of 100 ft or the minimum radius for the

applicable design speed…”

5.3.1.5 Grades

“Grades for local residential streets should be as level as practical, consistent with the surrounding

terrain. Grades for local residential streets should be less than 15 percent…

Streets in commercial and industrial areas should have grades less than 8 percent, and flatter grades

should be encouraged.”

5.3.1.7 Superelevation

“Superelevation on horizontal curves may be advantageous for local street traffic operations in specific

locations, but in built-up areas the combinations of wide pavement areas, proximity of adjacent

development, control of cross slope, profile for drainage, frequency of cross streets, and other urban

features often combine to make the use of superelevation impractical or undesirable. Therefore,

superelevation usually is not provided on local streets in residential and commercial areas; it may be

considered on local streets in industrial areas to facilitate operation.

If superelevation is used, horizontal curves should be designed for a maximum superelevation rate of 4

percent. If terrain dictates sharp curvature, a maximum superelevation rate of 6 percent may be

justified if the curve is long enough to provide an adequate superelevation transition.”

5.3.1.8 Sight Distance

“Minimum stopping sight distance for local streets should range from 100 to 200 ft depending on the

design speed.”

ATTACHMENT 3:

PRELIMINARY PLANS AND PROFILES

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35+0040+0042+76

R=148

R=146

R=184

R=123

LEGENDPROPERTY LINE

EXISTING LONE MOOSE DRIVE

PROPOSED LONE MOOSE DRIVE

BUILDING ENVELOPES

WATERCOURSE SETBACK

Elev

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Station

6750

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7000

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15+00

20+00

25+00

30+00

35+00

40+00

42+76

-6.91%-3.78%

-0.27%-11.82% -11.61%

-9.56%

-10.31%-9.25% -6.24% -5.55% -3.81%

SCALE: 1"=500'

0 250 500


PLAN VIEW EXISTING LONEMOOSE DR.

PROFILE OF EXISTING LONE MOOSE DR.

© 2021 ANDERSON ENGINEERING INC., THIS DRAWING ANDASSOCIATED ELECTRONIC FILES ARE THE WORK PRODUCT OFANDERSON ENGINEERING, INC AND REUSE OF FILES IS BYLIMITED PERMISSION FROM ANDERSON ENGINEERING, INC.

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35+00

40+00

45+0050+00

55+00

57+23

R=50

R=95

R=205

R=140R=80

R=275

R=120

R=60 R=135

R=175

R=170

R=1330

R=1850

14+59

5+00

10+0

0

17+8

5

5+00 10+0015+00

R=200

R=145

R=130R=80

R=300R=190

R=110

R=180

R=80

0+00

5+00

10+00

R=60

R=195LEGENDPROPERTY LINE

EXISTING LONE MOOSE DRIVE

PROPOSED LONE MOOSE DRIVE

BUILDING ENVELOPES

WATERCOURSE SETBACK

Elev

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Station

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55+00

57+23

-3.00%

-6.20%

-8.22%

-4.31%

PVI STA:43+29.74PVI ELEV:6932.06

K:51.01LVC:199.44


K:61.25LVC:195.91


K:80.79LVC:163.28

PLAN VIEW LONE MOOSE DR.

PROFILE OF LONE MOOSE DR.


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0+00

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3+00

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-3.00%-8.20%

-5.94%


K:49.00LVC:110.76


K:25.87LVC:134.49

A

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2+003+00

4+005+00

6+00

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R=130

R=350

LEGENDPROPERTY LINE

PROPOSED ROAD

BUILDING ENVELOPES

WATERCOURSE SETBACK

PROFILE OF ROAD A

PLAN VIEW OF APPROACH A


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0.51%4.13%

3.00%


K:29.00LVC:104.99


K:49.00LVC:55.48

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Elev

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Station

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7.41%

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K:49.00LVC:87.90

PROFILE VIEW OF ROAD C1

PLAN VIEW OF APPROACH C


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-3.00% -7.93%

-9.12%


K:20.35LVC:100.24


K:29.00LVC:34.68

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R=40

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LEGENDPROPERTY LINE

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WATERCOURSE SETBACK

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Station

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7+41

9.64%

0.75% 1.10%

8.82%


K:28.74LVC:10.07


K:49.00LVC:378.11


K:22.68LVC:201.49

PLAN VIEW OF APPROACH D

PROFILE OF ROAD D1


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SEAK

PR

OJE

CTS

\MFM

\CAD

Pl

otte

d:2/5

/202

1 P

lotte

d by

:SPEA

K

02/0

3/20

21M

SW

HA

6.12

3731

Equ

estri

an L

ane,

Sui

te 1

02.,

Boze

man

, MT

5971

8Ph

one:

(406

) 600

-759

0

SYNERGY

ENG

INEE

RIN

G A

ND

KO

NSU

LTIN

G

EX

-1A

PP

RO

AC

H D

PR

OFI

LEPROFILE OF ROAD D2

ROAD D1

ROAD D2

APPROACH D

SCALE: 1"=300'

0 150 300


100' BRIDGE

Elev

ation

Station

6650

6700

6800

6900

7000

6650

6700

6800

6900

7000

0+00

5+00

10+00

15+00

16+09

-9.00%

-8.43%-9.88%

-1.12%


K:49.00LVC:27.69


K:37.21LVC:325.85


K:29.00LVC:41.99

40+00

45+0050+00

55+00

57+23R=1850

17+8

5

0+00

5+00

10+00

15+0

016

+09

R=60

R=150

LEGENDPROPERTY LINE

PROPOSED ROAD

BUILDING ENVELOPES

WATERCOURSE SETBACK

PROFILE OF ROAD B

PLAN VIEW OF ROAD B


SH

EE

TD

ate:

Dra

wn

By:

Che

cked

By:

Rev

isio

ns:

FLA

TIR

ON

MA

DIS

ON

/GA

LLA

TIN

CO

UN

TY, M

TS2

8 &

S29

, T6S

, R3E

5520

Sou

rdou

gh R

d., B

ozem

an, M

T 59

715

Phon

e: (4

06) 9

25-0

590

File

nam

e:MFM

BAS

E M

AP 6

.12.

DW

G Sh

eet:R

OAD

B P

RO

FILE

Loc

atio

n:C:\U

SER

S\SP

EAK\

SEAK

DR

OPB

OX\

SEAK

PR

OJE

CTS

\MFM

\CAD

Pl

otte

d:2/5

/202

1 P

lotte

d by

:SPEA

K

02/0

3/20

21M

SW

HA

6.12

3731

Equ

estri

an L

ane,

Sui

te 1

02.,

Boze

man

, MT

5971

8Ph

one:

(406

) 600

-759

0

SYNERGY

ENG

INEE

RIN

G A

ND

KO

NSU

LTIN

G

EX

-1R

OA

D B

PR

OFI

LE

ROAD B

LONE MOOSEDRIVE

EXISTING LONE MOOSE SKI LIFT

EXISTING SKIER BRIDGE

MIDDLE FORK WEST FORK GALLATIN RIVER

SCALE: 1"=300'

0 150 300


145' BRIDGE

L2

L1

L3

JI

25+0

0

45+0050+00

55+00

57+23

R=95

R=205

R=120

R=60 R=135

40+0240+00 14+59

0+005+00

10+0

0

17+8

5

-0+005+00 10+00

15+00

R=200

R=145

R=130 R=80

R=300R=190

R=110

R=180

R=80

0+00

5+00

LEGENDPROPERTY LINE

PROPOSED ROAD

BUILDING ENVELOPES

WATERCOURSE SETBACK

Elev

ation

Station

6850

6900

7000

6850

6900

7000

0+00

5+00

10+00

15+00

17+85

8.43%

-2.14% 0.39%-7.85%


K:49.00LVC:123.83


K:29.00LVC:306.37


K:29.00LVC:238.81

Elev

ation

Station

6850

6900

7000

7100

6850

6900

7000

7100

0+00

5+00

10+00

14+59

2.22%

-8.59%


K:29.00LVC:313.38

PLAN VIEW ROADS E1 & E2

PROFILE OF ROAD E1


SH

EE

TD

ate:

Dra

wn

By:

Che

cked

By:

Rev

isio

ns:

FLA

TIR

ON

MA

DIS

ON

/GA

LLA

TIN

CO

UN

TY, M

TS2

8 &

S29

, T6S

, R3E

5520

Sou

rdou

gh R

d., B

ozem

an, M

T 59

715

Phon

e: (4

06) 9

25-0

590

File

nam

e:MFM

BAS

E M

AP 6

.12.

DW

G Sh

eet:R

OAD

E P

RO

FILE

Loc

atio

n:C:\U

SER

S\SP

EAK\

SEAK

DR

OPB

OX\

SEAK

PR

OJE

CTS

\MFM

\CAD

Pl

otte

d:3/2

2/20

21 P

lotte

d by

:SPEA

K

03/2

2/20

21M

SW

HA

6.12

3731

Equ

estri

an L

ane,

Sui

te 1

02.,

Boze

man

, MT

5971

8Ph

one:

(406

) 600

-759

0

SYNERGY

ENG

INEE

RIN

G A

ND

KO

NSU

LTIN

G

EX

-1R

OA

D E

1 &

E2

PR

OFI

LES

PROFILE OF ROAD E2

LONE MOOSE DRIVEROAD E1

ROAD E2

SCALE: 1"=300'

0 150 300


R3

R1

R2

Q

P

5+00

40+02

0+00

5+00

10+00

15+00

20+0

0

25+0030+00

35+00

40+00

R=180

R=330R=190

R=120

R=150 R=270

R=200

R=150

15+00

R=15035+00 38+41

R=82R=113

LEGENDPROPERTY LINE

PROPOSED ROAD

BUILDING ENVELOPES

WATERCOURSE SETBACK

Elev

ation

Station

6850

6900

7000

7100

6850

6900

7000

7100

0+00

5+00

10+00

15+00

20+00

25+00

30+00

35+00

40+00

40+02

0.62% 4.32% -3.52%-8.63%

-8.42%

1.49%

GR

ADE

BREA

K ST

A =

0+00

.00

ELEV

= 7

045.

538

GR

ADE

BREA

K ST

A =

39+9

4.96

ELEV

= 6

923.

286


K:49.00LVC:181.23


K:57.00LVC:11.63


K:26.65LVC:264.11


K:57.00LVC:446.85


K:57.00LVC:291.16

PLAN VIEW ROAD F

PROFILE OF ROAD F


SH

EE

TD

ate:

Dra

wn

By:

Che

cked

By:

Rev

isio

ns:

FLA

TIR

ON

MA

DIS

ON

/GA

LLA

TIN

CO

UN

TY, M

TS2

8 &

S29

, T6S

, R3E

5520

Sou

rdou

gh R

d., B

ozem

an, M

T 59

715

Phon

e: (4

06) 9

25-0

590

File

nam

e:MFM

BAS

E M

AP 6

.12.

DW

G Sh

eet:R

OAD

F P

RO

FILE

Loc

atio

n:C:\U

SER

S\SP

EAK\

SEAK

DR

OPB

OX\

SEAK

PR

OJE

CTS

\MFM

\CAD

Pl

otte

d:2/5

/202

1 P

lotte

d by

:SPEA

K

02/0

3/20

21M

SW

HA

6.12

3731

Equ

estri

an L

ane,

Sui

te 1

02.,

Boze

man

, MT

5971

8Ph

one:

(406

) 600

-759

0

SYNERGY

ENG

INEE

RIN

G A

ND

KO

NSU

LTIN

G

EX

-1R

OA

D F

PR

OFI

LE

SCALE: 1"=400'

0 200 400


500100 300

100' BRIDGE

150' BRIDGE

INTERNAL TRAFFIC CIRCULATION PLAN

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Transcript of INTERNAL TRAFFIC CIRCULATION PLAN