CC - Transportation Impact StudyChinden/Ten Mile Mixed-Use Development August 2017
Executive Summary
1 Kittelson & Associates, Inc.
TRANSPORTATION IMPACT STUDY
Chinden &
Ten Mile Mixed-Use
Development
MERIDIAN, ID
September 2017
PREPARED FOR
PETER KAHN
AVP of Real Estate Development
Costco Wholesale Corporation
999 Lake Drive
Issaquah, WA 98027
PREPARED BY
KITTELSON & ASSOCIATES, INC.
101 S Capitol Boulevard, Suite 301
Boise, ID 83702
208.338.2683
Chinden & Ten Mile Mixed-Use Development September 2017
Table of Contents
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TABLE OF CONTENTS
Executive Summary ................................................................................................................................ 1
Findings ....................................................................................................................................................................................... 3
Recommendations ...................................................................................................................................................................... 9
Introduction 13
Project Description .................................................................................................................................................................... 13
Scope Of The Report .................................................................................................................................................................. 17
Study Area ................................................................................................................................................................................. 18
Intersection Performance Measures ......................................................................................................................................... 18
Traffic Analysis Methodology .................................................................................................................................................... 19
Performance Measures ............................................................................................................................................................. 22
Existing Conditions ............................................................................................................................... 25
Site Conditions and Adjacent Land Uses ................................................................................................................................... 25
Transportation Facilities ............................................................................................................................................................ 25
Year 2017 Existing Traffic Conditions ........................................................................................................................................ 26
Traffic Safety.............................................................................................................................................................................. 33
Transportation Impact Analysis - Phase 1 (Costco Only) ..................................................................... 35
Year 2018 Background Traffic Conditions ................................................................................................................................. 35
Proposed Development Plan – Phase 1 (Costco ONly) .............................................................................................................. 46
Year 2018 Total Traffic Conditions – Phase 1 ............................................................................................................................ 52
Transportation Impact Analysis - Phase 2 ............................................................................................ 63
Year 2024 Background Traffic Conditions ................................................................................................................................. 63
Proposed Development Plan – Phase 2 ..................................................................................................................................... 71
Year 2024 Total Traffic Conditions – Phase 2 ............................................................................................................................ 76
On-Site Circulation .................................................................................................................................................................... 87
Access Spacing and Turn Lane Analysis ..................................................................................................................................... 88
Access Alternatives .................................................................................................................................................................... 90
Site Access Recommendations ................................................................................................................................................ 102
Conclusions and Recommendations .................................................................................................. 104
Findings ................................................................................................................................................................................... 104
Recommendations .................................................................................................................................................................. 110
References 114
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LIST OF FIGURES
Figure A. Proposed Improvements ………………………………………………………………………………………………….2
Figure 1. Site Vicinity Map ................................................................................................................... 14
Figure 2. Preliminary Site Plan ............................................................................................................. 15
Figure 3. Year 2017 Existing Lane Configurations and Traffic Control Devices ................................... 27
Figure 4. Year 2017 Existing Traffic Volumes, Weekday AM, Weekday PM, and Saturday Midday Peak
Hour………………. .................................................................................................................................... 28
Figure 5. Year 2018 In-Process Development Traffic, Weekday AM, Weekday PM, and Saturday Midday
Peak Hour……… .................................................................................................................................... 40
Figure 6. Year 2018 Background Traffic Conditions, Weekday AM, Weekday PM, and Saturday Midday
Peak Hour……… .................................................................................................................................... 41
Figure 7. Estimated Trip Distribution ................................................................................................... 48
Figure 8. Year 2018 Total Trip Assignment – Phase 1 (Costco Only), Weekday AM Peak Hour .......... 49
Figure 9. Year 2018 Total Trip Assignment – Phase 1 (Costco Only), Weekday PM Peak Hour .......... 50
Figure 10. Year 2018 Total Trip Assignment – Phase 1 (Costco Only), Saturday Midday Peak Hour .. 51
Figure 11. Year 2018 Total Traffic Conditions – Phase 1 (Costco Only), Weekday AM Peak Hour ..... 53
Figure 12. Year 2018 Total Traffic Conditions – Phase 1 (Costco Only), Weekday PM Peak Hour ...... 54
Figure 13. Year 2018 Total Traffic Conditions – Phase 1 (Costco Only), Saturday Midday Peak Hour 55
Figure 14. Year 2024 Background In-Process Trips, Weekday AM, Weekday PM, and Saturday Midday
Peak Hour……… .................................................................................................................................... 64
Figure 15. Year 2024 Background Traffic Volumes, Weekday AM, Weekday PM, and Saturday Midday
Peak Hour……… .................................................................................................................................... 65
Figure 16. Year 2024 Total Trip Assignment – Phase 2 (Full Build Out), Weekday AM Peak Hour ..... 73
Figure 17. Year 2024 Total Trip Assignment – Phase 2 (Full Build Out), Weekday PM Peak Hour ..... 74
Figure 18. Year 2024 Total Trip Assignment – Phase 2 (Full Build Out), Saturday Midday Peak Hour 75
Figure 19. Year 2024 Total Traffic Conditions – Phase 2 (Full Build Out), Weekday AM Peak Hour ... 77
Figure 20. Year 2024 Total Traffic Conditions – Phase 2 (Full Build Out), Weekday PM Peak Hour ... 78
Figure 21. Year 2024 Total Traffic Conditions – Phase 2 (Full Build Out), Saturday Midday Peak Hour79
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LIST OF TABLES
Table 1. Lane Utilization Factors .......................................................................................................... 22
Table 2. Agency LOS Standards ............................................................................................................ 23
Table 3. Transportation Facilities ......................................................................................................... 25
Table 4. Year 2017 Existing Traffic Conditions ..................................................................................... 29
Table 5. Roadway Segment Operations for 2017 Existing Traffic Conditions ..................................... 32
Table 6. Crash Summary (2011-2015) .................................................................................................. 33
Table 7. Year 2018 Background Traffic Operations ............................................................................. 42
Table 8. Roadway Segment Operations for Year 2018 Background Traffic Conditions ...................... 45
Table 9. Phase 1 (Costco Only) Trip Generation Estimate ................................................................... 47
Table 10. Year 2018 Total Traffic (Phase 1) Operations, Offsite Study Intersections .......................... 56
Table 11. Year 2018 Total Traffic Conditions - Ten Mile Road/Chinden Boulevard Mitigation
Scenarios……….. .................................................................................................................................... 58
Table 12. Year 2018 Total Traffic Site Access Operations .................................................................... 59
Table 13. Roadway Segment Operations for 2018 Total Traffic Conditions ........................................ 61
Table 14. Year 2024 Background Traffic Operations ........................................................................... 66
Table 15. Roadway Segment Operations for Year 2024 Background Traffic Conditions .................... 70
Table 16. Phase 2 Trip Generation Estimate ........................................................................................ 72
Table 17. Year 2024 Total Traffic Operations, Offsite Study Intersections ......................................... 80
Table 18. Year 2024 Total Traffic Conditions - Ten Mile Road/Chinden Boulevard Mitigation
Scenarios………… ................................................................................................................................... 82
Table 19. Year 2024 Total Traffic Site Access Operations .................................................................... 83
Table 20. Roadway Segment Operations for 2024 Total Traffic Conditions ........................................ 85
Table 21. Site Access Turn Lane Analysis Results................................................................................. 90
Table 22. Access Alternative 1 Site Access Operations (Year 2024 Total Traffic) ................................ 91
Table 23. Access Alternative 2 Site Access Operations (Year 2024 Total Traffic) ................................ 93
Table 24. Access Alternative 3 Site Access Operations........................................................................ 95
Table 25. Access Alternative 4 Site Access Operations........................................................................ 96
Table 26. Access Scenario 5 Site Access Operations ............................................................................ 98
Table 27. Access Alternative 6 Site Access Operations...................................................................... 100
Table 28. Access Alternative 7 Site Access Operations...................................................................... 101
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APPENDICES
Appendix A Scope of Work
Appendix B Signal Timing Sheets
Appendix C Traffic Count Data
Appendix D Year 2017 Existing Conditions Level-of-Service Worksheets
Appendix E Crash Data
Appendix F In-Process Development Worksheets
Appendix G Year 2018 Phase 1 Background Traffic Level-of-Service Worksheets
Appendix H Year 2018 Phase 1 Total Traffic Level-of-Service Worksheets
Appendix I Year 2024 Phase 2 Background Traffic Level-of-Service Worksheets
Appendix J Year 2024 Phase 2 Total Traffic Level-of-Service Worksheets
Appendix K Signal Warrant Worksheets
Appendix L Turn Lane Warrants
Section 1
Executive Summary
Chinden & Ten Mile Mixed-Use Development September 2017
Executive Summary
1 Kittelson & Associates, Inc.
EXECUTIVE SUMMARY
Costco Wholesale, GFI Meridian Investments II, LLC, and Brighton Corporation are working together to
develop the proposed mixed-use development located on the southwest corner of the Chinden
Boulevard (US 20/26)/Ten Mile Road intersection. The site is currently vacant farmland and consists of
66.1 acres bounded by Chinden Boulevard (US 20/26), herein referred to as Chinden Boulevard, to the
north, Ten Mile Road to the east, and Lost Rapids Drive to the south and west. The proposed
development is planned to include a Costco Wholesale warehouse and gasoline fuel station, retail pads,
single family housing, and multifamily apartments.
The proposed development is planned to be constructed in two separate phases, described below.
Phase 1 consists of a 166,000 square-foot Costco Wholesale warehouse and gasoline fuel
station with four islands and the potential to add a fifth island in the future (30 fueling
positions) on 17.05 acres. Phase 1 is planned to be complete in 2018.
Phase 2 includes an additional 60,000 square feet of retail pads and 115 apartment units on
16.64 acres, and 162 residential homes on 32.41 acres. Phase 2 is planned to be built out in
the year 2024.
Access is proposed via Chinden Boulevard, Ten Mile Road, and Lost Rapids Drive.
The results of this study indicate that the proposed Chinden/Ten Mile Mixed-Use Development can be
constructed while maintaining acceptably traffic operations and safety at the study intersections,
assuming the recommended mitigations measures are in place. Figure A on the next page illustrates the
recommended improvements on Chinden Boulevard, Ten Mile Road, and Lost Rapids Drive associated
with agency projects, other in-process developments, proposed development (Phase 1 – Costco), and
proposed development (Phase 2 – full build-out).
BL
A
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CHINDEN BLVD
L O ST RAPIDS DR
20 26
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Stop Sign
Southbound right-turn lane
may be needed in the future
with other developments
Signal Timing
Adjustment
New Signals
C
G
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E
F
A
Required Improvements by Phase 1 (Costco)
Required Improvements for Phase 2 (Full Buildout)
Required Improvements for the Linder Village Development
Required Improvements for Existing/Background Conditions (Agency Responsibility)
Widen to four lanes
Widen to five lanes
Widen to five lanes
Install Two-Way Left-Turn Lane
Install Eastbound Right-Turn Lane
Interim (2 Lanes - Chinden) “Full”
Long-Term (4 Lanes - Chinden) “RIRO/LI”
Install Eastbound Right-Turn Lane
“RIRO”
B
Install Southbound Right-Turn Lane
“Full,” but monitor for future “RIRO”
Full
*A
Cost Sharing
Cost Sharing
*
Full = Full Movement
RIRO = Right-In/Right-Out
LI = Left-In
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FINDINGS
Year 2017 Existing Conditions
The study evaluated eight off site intersections and seven site access intersections with the
proposed site plan.
The study evaluated three time periods; weekday a.m., weekday p.m., and Saturday midday
peak hours.
All of the study intersections were found to operate at acceptable operations during the
weekday a.m., p.m., and Saturday midday peak hours except for the following intersections:
o Chinden Boulevard/Black Cat Road - In the weekday p.m. peak hour, the critical
northbound movement operates at LOS F with a v/c ratio of 0.90. Additionally, the
critical northbound movement experiences LOS E operations during the weekday
a.m. peak hour and LOS F operations during the Saturday midday peak hour. This is
typical for an unsignalized intersection to experience high delay on the minor street
of a high volume highway, such as Chinden Boulevard. Given the operations do not
meet ACHD standards for an unsignalized intersection, several mitigation options
were explored for this intersection:
Install a traffic signal. A signal warrant analysis was performed based on the
MUTCD. Based on this analysis, the eight-hour signal warrant is not met, but
the four-hour and peak hour warrants are met. With a traffic signal in place,
the intersection operations are brought to an acceptable LOS C. Additionally,
ACHD has a traffic signal programmed at this intersection for 2026-2030 in
the ACHD Capital Improvement Plan (CIP).
Add a separate northbound right-turn lane. This improvement results in a
v/c ratio of 0.08 for the northbound right turn and v/c ratio of 0.82 for the
northbound left turn.
Add a second eastbound and westbound through lane. This improvement
results in a v/c ratio of 0.49 for the northbound left turn lane. ITD plans to
widen Chinden Boulevard from 2-lanes to 4-lanes in the near term (~next 0-
20 years) and to 6-lanes in the long term (~20 years-plus), although this
improvement is not programmed.
Given that a traffic signal is planned by ACHD in the CIP, this intersection should be
signalized once signal warrants are met under the MUTCD peak hour, four-hour, and
eight-hour warrants.
Chinden Boulevard/Linder Road - In the weekday p.m. peak hour, the southbound left-turn
operates with a v/c ratio of 1.07. The southbound left-turn movement is allocated a split
time of 15 seconds in the coordinated timing plan during the weekday a.m. and weekday
p.m. periods. During our field review of this intersection, the split time of 15 seconds is not
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enough time to serve the vehicle demand for this movement, as vehicles did not clear
during this time and often were observed to run the red light. The southbound and
northbound through movements were observed to not use all of all of its coordinated split
time and the extra was given to the westbound and eastbound through movements
(coordinated phases). The intersection, in particular the southbound left-turn movement
would benefit from the following signal timing change: 1) Run the southbound left-turn as a
lagging movement, so that the extra time from the southbound and northbound through
movements could be used by the southbound left-turn movement; or 2) Increase the
coordinated split time of the southbound left-turn movement. With these changes, the
southbound left-turn would have a v/c ratio of 0.90 or lower.
All of the existing roadway segments currently operate at acceptable LOS with the exception
of Ten Mile Road between McMillan Road and Chinden Boulevard during the weekday p.m.
peak hour. This segment is programmed to be widened from 2-lanes to 5-lanes between the
years 2021-2025 as stated in the ACHD’s CIP.
Year 2018 Background Traffic Conditions
Year 2018 background traffic volumes were forecasted using a 2% annual growth rate and
adding traffic volumes from seven in-process developments, including Foxtail and Ashbury
Residential Developments, Meridian Idaho LDS Temple, Chinden & Linder Crossing
Subdivision, Knighthill Commercial Development, Eagle Island Marketplace, Linder Village,
and Tree Farm Subdivision.
All of the study intersections will continue to operate at acceptable operations during the
year 2018 background traffic conditions, except for the following:
o Chinden Boulevard/Black Cat Road – The same mitigation is needed from existing
traffic conditions.
o Chinden Boulevard/Tree Farm Way – In the Saturday midday peak hour, the
eastbound through movement is projected to operate at a v/c ratio of 0.97 (ITD
standard is 0.90). To mitigate this intersection, Chinden Boulevard needs to be
widened to two lanes in the westbound direction. With this mitigation, all of the
movements are projected to operate with a v/c ratio of 0.90 or less. ITD plans to
widen Chinden Boulevard from 2-lanes to 4-lanes in the near term (~next 0-20
years) and to 6-lanes in the long term (~20 years-plus), although this improvement is
not programmed.
o Chinden Boulevard/Ten Mile Road – The overall intersection operations are
acceptable, but there are two movements (westbound left turn and eastbound
through) that are projected to operate with a v/c of greater than 0.90 (ITD standard
is 0.90). In the weekday p.m. peak hour, the westbound left-turn operates with a v/c
ratio of 0.93 and eastbound through movement operates with a v/c ratio of 0.97. To
mitigate this intersection, Chinden Boulevard needs to be widened to two lanes in
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both the eastbound and westbound directions. With this mitigation, all of the
movements are projected to operate with a v/c ratio of 0.90 or less. ITD plans to
widen Chinden Boulevard from 2-lanes to 4-lanes in the near term (~next 0-20
years) and to 6-lanes in the long term (~20 years-plus), although this improvement is
not programmed.
o Chinden Boulevard/Linder Road - Linder Village, an in-process development located
on the southeast corner of the intersection, has the following improvements in their
conditions of approval by ITD: 1) Widen Chinden Boulevard to two lanes in each
direction from Linder Road to Meridian Road, 2) Construct an additional eastbound
left-turn lane and westbound left-turn lane, and 3) Implement new signal
modifications as needed. With these improvements in place, the Chinden
Boulevard/Linder Road intersection is projected to operate acceptably and meet
ACHD and ITD standards. No additional mitigation is needed at this intersection.
All of the year 2018 background roadway segments are projected to operate at acceptable
LOS with the exception of Ten Mile Road during the weekday p.m. peak hour. The same
mitigation is needed from existing traffic conditions.
Proposed Development Plan for Costco (Phase 1)
KAI maintains a database of traffic data and travel characteristics for Costco Wholesale. This
information was used to estimate the trip generation for Costco Wholesale during the
weekday p.m. and Saturday midday peak hours. Costco Wholesale is not open during the
weekday a.m. peak hour; however, the fuel station opens at 6:00 a.m. Therefore, trip
generation rates for Costco fuel stations in Oregon, Montana, and Idaho (Boise and Nampa)
were used in estimating the weekday a.m. peak hour trips for the Meridian Costco fuel
station.
The proposed Costco Wholesale (Phase 1) is estimated to generate 7,255 daily net new
trips, 97 weekday a.m. peak hour net new trips, 739 weekday p.m. peak hour net new trips,
and 1,019 Saturday midday peak hour net new trips.
The distribution pattern for site-generated trips was estimated based on projected traffic
patterns from the COMPASS regional travel demand model, Costco Warehouse customers’
patterns, and a review of the access locations and adjacent roadway system.
Year 2018 Total Traffic Conditions for Costco (Phase 1)
Roadway improvements assumed to be in placed in the year 2018 total traffic include:
o A two-way left-turn lane between Site Access A and the westbound left turn lane at
Tree Farm Way is provided for left-turns out of Site Access A.
o Ten Mile Road is widened to 5 lanes from Chinden Boulevard to Lost Rapids Drive.
Chinden & Ten Mile Mixed-Use Development September 2017
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All of the study intersections will continue to operate at acceptable operations during the
year 2018 total traffic conditions, except for the following:
o Chinden Boulevard/Black Cat Road – The same mitigation is needed from existing
traffic conditions.
o Chinden Boulevard/Tree Farm Way – The same mitigation is needed from year
2018 background traffic conditions.
o Chinden Boulevard/Ten Mile Road – The overall intersection operations are
projected to be acceptable during the weekday a.m. peak hour, but unacceptable
(LOS F) during the weekday p.m. and Saturday midday peak hours. Additionally,
there are several movements that are projected to operate with a v/c of greater
than 0.90 (ITD standard is 0.90). Similar to year 2018 background traffic conditions,
Chinden Boulevard needs to be widened from two lanes to four lanes in both the
eastbound and westbound directions. Additionally, a second westbound left-turn
lane is needed at the Ten Mile Road/Chinden Boulevard intersection to bring the
intersection operations and movement v/c’s to an acceptable level that meets ITD
and ACHD standards.
o Chinden Boulevard/Long Lake Way - In the Saturday midday peak hour, the
eastbound through and westbound left-turn movements are projected to operate at
a v/c ratio greater than 1.0. The westbound through movement is projected to
operate with a v/c ratio greater than 0.90. The overall intersection v/c ratio also has
a v/c ratio over 1.0. To mitigate this intersection, Chinden Boulevard needs to be
widened to two lanes in both the eastbound and westbound directions. With this
mitigation, all of the movements are projected to operate at an acceptable level that
meets ITD and ACHD standards.
o Chinden Boulevard/Linder Road – The same mitigation is needed from year 2018
background traffic conditions. Additionally, Chinden Boulevard needs to be widened
to four lanes between Linder Road and Long Lake Way to increase the lane
utilization of the northbound left-turn lanes and westbound through lanes. With this
mitigation, all of the movements are projected to operate with a v/c ratio of 0.90 or
less.
All of the year 2018 total traffic roadway segments are projected to operate at acceptable
LOS with the exception of Ten Mile Road during the weekday p.m. peak hour. The same
mitigation is needed from existing traffic conditions.
Year 2024 Background Traffic Conditions for Full Buildout (Phase 2)
Year 2024 background traffic volumes were forecasted using a 2% annual growth rate and
adding traffic volumes from seven in-process developments, including Foxtail and Ashbury
Residential Developments, Meridian Idaho LDS Temple, Chinden & Linder Crossing
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Subdivision, Knighthill Commercial Development, Eagle Island Marketplace, Linder Village,
and Tree Farm Subdivision.
All of the study intersections are projected to operate at acceptable operations during the
year 2024 background traffic conditions, except for the following:
o Chinden Boulevard/Black Cat Road – The same mitigation is needed from existing
traffic conditions.
o Chinden Boulevard/Tree Farm Way – The same mitigation is needed from year
2018 background traffic conditions.
o Chinden Boulevard/Ten Mile Road – The same mitigation is needed from year 2018
background traffic conditions.
o Chinden Boulevard/Long Lake Way – The same mitigation is needed from year 2018
total traffic conditions.
o Chinden Boulevard/Linder Road – The same mitigation is needed from year 2018
total traffic conditions.
All of the year 2024 background roadway segments are projected to operate at acceptable
LOS with the exception of Ten Mile Road during the weekday p.m. peak hour. The same
mitigation is needed from existing traffic conditions.
Proposed Development Plan for Full Buildout (Phase 2)
The ITE Trip Generation Manual, 9th Edition was used to estimate the trip generation for the
retail pads, apartments, and single family housing.
Phase 2 (full buildout of the development includes Costco, retail pads, apartments, and
single family housing) is estimated to generate 11,635 daily net new trips, 315 weekday a.m.
peak hour net new trips, 1,096 weekday p.m. peak hour net new trips, and 1,485 Saturday
midday peak hour net new trips.
Separate trip distribution patterns were used for Phase 1: Costco and Phase 2: apartments,
shopping center, and single family housing.
Year 2024 Total Traffic Conditions for Full Buildout (Phase 2)
Roadway improvements assumed to be in placed in the year 2024 total traffic include the
same improvements identified for Phase 1:
o A two-way left-turn lane between Site Access A and the westbound left turn lane at
Tree Farm Way is provided for left-turns out of Site Access A.
o Ten Mile Road is widened to 5 lanes from Chinden Boulevard to Lost Rapids Drive.
All of the study intersections are projected to operate at acceptable LOS during the year
2024 total traffic conditions, except for the following:
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o Chinden Boulevard/Black Cat Road – The same mitigation is needed from existing
traffic conditions.
o Chinden Boulevard/Tree Farm Way – The same mitigation is needed from year
2018 background traffic conditions.
o Chinden Boulevard/Ten Mile Road – The same mitigation is needed from year 2018
total traffic conditions.
o Chinden Boulevard/Long Lake Way – The same mitigation is needed from year 2018
total traffic conditions.
o Chinden Boulevard/Linder Road – The same mitigation is needed from year 2018
total traffic conditions.
o Ten Mile Road/Lost Rapids Drive - The critical eastbound and westbound
movement is expected to operate at LOS F with a v/c ratio over 1.0 during the
weekday p.m. peak hour and Saturday midday peak hour. The MUTCD eight-hour,
four-hour, and peak hour signal warrants are met for this intersection when
including the traffic volume for the eastbound right-turn lane. With a traffic signal in
place, this intersection is projected to operate at an acceptable level that meets
ACHD standards.
All of the year 2024 total traffic roadway segments c are projected to operate at acceptable
LOS with the exception of the following segments:
o Ten Mile Road between Lost Rapids Drive and Milano Drive - This segment is
projected to operate unacceptable during the weekday p.m. and Saturday midday
peak hour. The same mitigation is needed from existing traffic conditions.
o Chinden Boulevard between SH 16 and Linder Road - This segment is projected to
operate unacceptably during the Saturday midday peak hour. To mitigate Chinden
Boulevard, this roadway segment needs to be widened to four lanes. This
improvement is already required to mitigate the intersections along Chinden
Boulevard under previous analysis scenarios.
On-Site Circulation/Site-Access Operations
The proposed Costco warehouse and fuel station is estimated to receive 12 to 17 trucks on
average per day ranging from local delivery trucks to Depot trucks to gas trucks. This
information is based on characteristics from the Boise and Nampa Costco sites.
Site Access A/Chinden Boulevard (full movement) meets ITD access spacing requirements.
Site Access B/Chinden Boulevard (right-in/right-out) does not meet ITD’s spacing
requirements, but is projected to operate at an acceptable level.
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Site Access C/Ten Mile Road (full movement) does not meet ACHD’s access spacing
guidelines, but is projected to operate at acceptable LOS and the proposed driveway is
aligned with an existing public street located on the east side of Ten Mile Road.
Site Access D, E, F, and G are located on Lost Rapids Drive and meet ACHD’s access spacing
guidelines under current conditions. Site Access G will not meet ACHD’s access spacing
guidelines if the intersection of Lost Rapids Drive/Ten Mile Road is signalized in the future.
However, Site Access G is projected to operate at an acceptable level, the driveway location
is aligned with an existing driveway to the south, and located outside of the turn lane
influence area.
Several access scenarios were analyzed on Chinden Boulevard and Ten Mile Road. All of the
access scenarios are projected to operate acceptably with mitigations in place on Chinden
Boulevard (add through lanes), Ten Mile Road/Chinden Boulevard intersection (add turn
lanes and through lanes), and Lost Rapids Drive/Ten Mile Road intersection (signalize).
RECOMMENDATIONS
The following list provides a summary of the mitigation measures recommended as part of this
proposed development. Figure A illustrates the proposed mitigation measures associated with the
agencies and Phases 1 and 2 of the development.
Required Improvements by Agencies
Install a traffic signal at the Chinden Boulevard/Black Cat Road intersection. This
improvement is required under existing traffic conditions and is programmed in ACHD’s CIP.
Widen Ten Mile Road to five lanes between Lost Rapids Drive and Milano Drive. This
improvement is required under existing traffic conditions and is programmed in ACHD’s CIP.
Adjust signal timing at the Chinden Boulevard/Linder Road intersection to allocate more
green time to the southbound left-turn movement. This improvement is required under
existing traffic conditions.
Widen Chinden Boulevard from two lanes to four lanes between Tree Farm Way and Linder
Road. This improvement is required under year 2018 background traffic conditions and
currently planned, unfunded by ITD.
Required Improvements by Other Developments (Linder Village – In-Process Development)
Linder Village, an in-process development located on the southeast corner of the
intersection, has the following improvements in their conditions of approval by ITD:
o Widen Chinden Boulevard to two lanes in each direction from Linder Road to
Meridian Road,
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o Construct an additional eastbound left-turn lane and westbound left-turn lane at the
Chinden Boulevard/Linder Road intersection, and
o Implement new signal modifications as needed.
Required Improvements by Developer (Phase 1 - Costco)
Install a two-way left-turn lane on Chinden Boulevard between Site Access A and the
westbound left turn lane at Tree Farm Way. This improvement is needed to support a full-
movement access at Site Access A.
Widen Ten Mile Road to five lanes between Chinden Boulevard and Lost Rapids Drive. This
improvement is included in ACHD’s CIP.
Install a second westbound left-turn lane at the Ten Mile Road/Chinden Boulevard
intersection.
Construct a full-movement access at Site Access A on Chinden Boulevard that includes two
egress lanes (northbound left-turn and right-turn lanes) and an eastbound right-turn lane.
Construct a right-in/right-out access at Site Access B on Chinden Boulevard that includes
one egress lane (northbound right-turn lane) an eastbound right-turn lane.
Construct a full-movement access at Site Access C on Ten Mile Road that includes two
egress lanes (eastbound left-turn and right-turn lanes) and a southbound right-turn lane
with future restrictions to a right-in/right-out access.
Construct a full-movement access at Site Access G on Ten Mile Road that includes two
egress lanes (southbound left-turn and right-turn lanes).
Maintain adequate sight distance at Site Access A, B, C, and G by limiting the shrubbery and
landscaping.
Participate in a cost sharing agreement with ITD for the widening of Chinden Boulevard to
four lanes between Tree Farm Way and Linder Road.
Participate in a cost sharing agreement with ACHD through the developments’ Traffic
Impact Fee for the widening of Ten Mile Road to five lanes between Lost Rapids Drive and
Milano Drive. This improvement is included in ACHD’s CIP.
Required Improvements by Developer (Phase 2 – Full Build-out)
Install a traffic signal with northbound and southbound left turn lanes at the Lost Rapids
Drive/Ten Mile Road intersection.
Construct a full-movement access at Site Access D on Lost Rapids Drive that includes one
egress lane (shared left/through/right lane).
Construct a full-movement access at Site Access E on Lost Rapids Drive that includes one
egress lane (shared left/through/right lane).
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11 Kittelson & Associates, Inc.
Construct a full-movement access at Site Access F on Lost Rapids Drive that includes one
egress lane (shared left/through/right lane).
Maintain adequate sight distance at Site Access D, E, and F by limiting the shrubbery and
landscaping.
Participate in a cost sharing agreement with ITD for the widening of Chinden Boulevard to
four lanes between Tree Farm Way and Linder Road.
Participate in a cost sharing agreement with ACHD through the developments’ Traffic
Impact Fee for the widening of Ten Mile Road to five lanes between Lost Rapids Drive and
Milano Drive. This improvement is included in ACHD’s CIP.
Section 2
Introduction
Chinden & Ten Mile Mixed-Use Development September 2017
Introduction
13 Kittelson & Associates, Inc.
INTRODUCTION
Kittelson & Associates, Inc. (KAI) has conducted a Transportation Imp act Study (TIS) per the
requirements of the Idaho Transportation Department (ITD) Rules Governing Highway Right-of-Way
Encroachment Rights-of-Way (Reference 1) and Ada County Highway District’s (ACHD) Policy Manual
Section 7106 (Reference 2). The TIS examines the current transportation network and addresses the
transportation impacts associated with the proposed Chinden & Ten Mile Mixed-Use Development,
herein referred to as proposed development located in the City of Meridian Impact Area in Ada County,
Idaho.
PROJECT DESCRIPTION
Costco Wholesale, GFI Meridian Investments II, LLC, and Brighton Corporation are working together to
develop the proposed development located on the southwest corner of the Chinden Boulevard (US
20/26)/Ten Mile Road intersection. The site is currently vacant farmland and consists of 66.1 acres
bounded by Chinden Boulevard (US 20/26), herein referred to as Chinden Boulevard, to the north, Ten
Mile Road to the east, and Lost Rapids Drive to the south and west. The proposed development is
planned to include a Costco Wholesale warehouse and gasoline fuel station, retail pads, single family
housing, and multifamily apartments. The site vicinity and location of the proposed development is
shown in Figure 1.
The proposed development is planned to be constructed in two separate phases, described below.
Phase 1 consists of a 166,000 square-foot Costco Wholesale warehouse and gasoline fuel
station with four islands and the potential to add a fifth island in the future (30 fueling
positions) on 17.05 acres. Phase 1 is planned to be complete in 2018.
Phase 2 includes an additional 60,000 square feet of retail pads and 115 apartment units on
16.64 acres, and 162 residential homes on 32.41 acres. Phase 2 is planned to be built out in the
year 2024.
Access is proposed via Chinden Boulevard, Ten Mile Road, and Lost Rapids Drive. Figure 2 illustrates the
preliminary site plan and location of the proposed accesses.
Four access scenarios, listed on page 16 are evaluated as part of the TIS to help with identifying the
interim and long-term access on Chinden Boulevard for the proposed development in conjunction with
the improvements planned for the Chinden Boulevard corridor by ITD.
PHASE 1
PHASE 2
Costco Warehouse and Gas
Station = 166,000 sf + 30 pumps
Shopping Center = 60,000 sf
Apartments = 115 units
Single-Family Housing = 162 units
FULL
ACCESS
RIGHT-IN/
RIGHT-OUT
SINGLE-FAMILY HOUSING
1,160'
615'
550'
1,545'
345'350'
1,140'
1,575'
400'
COSTCO WAREHOUSE
GAS
STATION
SH
O
P
P
I
N
G
C
E
N
T
E
R
SHOPPING CENTER
APARTMENTS
B
D
A
C
G
F
E
Chinden & Ten Mile Mixed-Use Development September 2017
Introduction
16 Kittelson & Associates, Inc.
Interim Access Scenario with a 2-lane Chinden Boulevard
Access Scenario #1 (Proposed Development Plan, shown in Figure 2)
o A full access on 2-lane Chinden Boulevard located approximately 1,160 feet west of
Ten Mile Road.
o A right-in/right-out access on 2-lane Chinden Boulevard located approximately 615
feet west of Ten Mile Road.
o A full access on Ten Mile Road located approximately 550 feet south of Chinden
Boulevard.
o Four full accesses located on Lost Rapids Drive to serve the development. These
accesses will serve the single family residential area, apartments, and a secondary
access to Costco and the retail pads.
Potential Long-Term Access Scenarios with a 4-lane Chinden Boulevard
Access Scenario 2
o A full access on 4-lane Chinden Boulevard located approximately 1,160 feet west of
Ten Mile Road.
o A right-in/right-out access on 4-lane Chinden Boulevard located approximately 615
feet west of Ten Mile Road.
o Access is the same on Ten Mile Road and Lost Rapids Drive as presented for Access
Scenario #1.
Access Scenario 3
o A right-in/right-out/left-in access on 4-lane Chinden Boulevard located
approximately 1,160 feet west of Ten Mile Road.
o A right-in/right-out access on 4-lane Chinden Boulevard located approximately 615
feet west of Ten Mile Road.
o Access is the same on Ten Mile Road and Lost Rapids Drive as presented for Access
Scenario #1.
Access Scenario 4
o A right-in/right-out access on 4-lane Chinden Boulevard with raised median located
approximately 1,160 feet west of Ten Mile Road.
o A right-in/right-out access on 4-lane Chinden Boulevard located approximately 615
feet west of Ten Mile Road.
o Access is the same on Ten Mile Road and Lost Rapids Drive as presented for Access
Scenario #1.
Additionally, three access scenarios were evaluated for Site Access C on Ten Mile Road to determine
whether this access would need to be restricted in the future, and the effect of the rerouted traffic
volumes on the Lost Rapids Drive/Ten Mile Road intersection.
Chinden & Ten Mile Mixed-Use Development September 2017
Introduction
17 Kittelson & Associates, Inc.
SCOPE OF THE REPORT
The scope, methodology, and key assumptions within the TIS were reviewed and agreed upon by ITD
and ACHD in June and July 2017. Appendix A includes the Proposed Scope of Work for the
Transportation Impact Analysis memorandum and the emails from ACHD and ITD confirming the scope
of work.
This report evaluates the following transportation issues:
Existing roadway and transportation system conditions within the site vicinity for a typical
weekday a.m., weekday p.m., and Saturday midday peak hours;
Planned transportation improvements in the site vicinity;
Planned in-process developments in the site vicinity to assist with estimating future year
2018 and 2024 background traffic volumes during the weekday a.m., weekday p.m., and
Saturday midday peak hours;
Annual growth rate of 2% applied to the existing traffic volumes to assist with estimating
future year 2018 and 2024 background traffic volumes during the weekday a.m., weekday
p.m., and Saturday midday peak hours;
Intersection and segment analysis of the year 2018 background traffic conditions during the
weekday a.m., weekday p.m., and Saturday midday peak hours;
Trip generation, distribution, and trip assignment estimates for the proposed Phase 1
development plan (Costco only) and Phase 2 development plan (Costco, retail pads,
apartments, and single family homes) in 2018 during the weekday a.m., weekday p.m., and
Saturday midday peak hours;
Intersection and segment analysis of the year 2018 total traffic conditions (Phase 1) and
year 2024 total traffic conditions (Phase 2) during the weekday a.m., weekday p.m., and
Saturday midday peak hours;
Identified transportation improvement mitigations at the study intersections in year 2018
and year 2024 under background and total traffic conditions during the weekday a.m.,
weekday p.m., and Saturday midday peak hours;
Analysis of site circulation, traffic signal warrants, and left-turn/right-turn lane warrants at
the proposed accesses;
Analysis and evaluation of the access scenarios for the proposed development under
interim and long-term traffic conditions; and
Summary of findings and recommendations.
Chinden & Ten Mile Mixed-Use Development September 2017
Introduction
18 Kittelson & Associates, Inc.
STUDY AREA
The following study intersections and roadways were identified and included in this analysis:
Intersections
Chinden Boulevard/State Highway 16 (signalized)
Chinden Boulevard/Black Cat Road (two-way stop controlled)
Chinden Boulevard/Tree Farm Way (signalized)
Chinden Boulevard/Ten Mile Road (signalized)
Chinden Boulevard/Long Lake Way (signalized)
Chinden Boulevard/Linder Road (signalized)
Ten Mile Road/Lost Rapids Drive (two-way stop controlled)
Ten Mile Road/McMillan Road (signalized)
All site accesses
Roadway Segments
Chinden Boulevard from SH 16 to Linder Road
Ten Mile Road from Chinden Boulevard to McMillan Road
INTERSECTION PERFORMANCE MEASURES
Intersection performance measures reported in this study include, but are not limited to, level of
service (LOS), volume-to-capacity ratio (V/C), delay, and 95th percentile queues.
The performance measures are used to gauge the performance of the transportation system and
overall quality of the travel experience through an intersection or roadway segment as it is perceived by
the traveler:
Level-of-service (LOS) is currently the most commonly used performance measure. LOS uses
an “A” to “F” ranking based on the average control delay experienced by motorists. LOS “A”
conditions have very low vehicles delay times (10 seconds or less), while LOS “F” conditions
have high delay times (over 80 seconds on average per vehicle at the signalized intersection)
that are considered unacceptable to most drivers.
Volume-to-capacity (V/C) compares the volume of traffic to the theoretical capacity of the
facility to accommodate traffic. A V/C ratio of 1.0 indicates an intersection is operating at
capacity. A V/C ratio over 1.0 indicates the intersection’s capacity is exceeded.
Chinden & Ten Mile Mixed-Use Development September 2017
Introduction
19 Kittelson & Associates, Inc.
95th percentile queue is the queue length that has only a 5% probability of being exceeded
during the analysis time period. It is used to help determine turn lane storage, but not what
the typical driver would experience. This performance measure is helpful in assessing access
spacing from adjacent unsignalized and signalized intersections.
The performance measures are based on the peak 15 -minutes of the peak hour and therefore,
conditions may be better during other times of the day.
Overall, intersection performance is calculated for signalized intersections. Performance measures are
only calculated for critical movements at two-way stop-controlled intersections.
TRAFFIC ANALYSIS METHODOLOGY
The intersection operational analysis was performed using the Highway Capacity Manual (HCM) 6th
Edition analysis procedures (Reference 3). To ensure that this analysis is based on a reasonable worst-
case scenario, the peak 15-minute flow rate during all peak hours was used in the evaluation of all
intersection LOS and V/C ratios. This analysis reflects conditions that are only likely to occur for 15 -
minutes out of each average peak hour. The transportation system will likely operate better than the
conditions described in this report during all other time periods. The signalized and stop-controlled
intersection operations analyses conducted for the TIS were prepared using Synchro 10.
The roadway segment analysis was performed using the ACHD Street Capacity Guidelines Table in
ACHD’s Capital Improvement Plan (Reference 4) for all ACHD roadways. For ITD roadways, Synchro 10
was used to determine the level-of service of the urban facilities roadway segment of Chinden
Boulevard.
The HCM 2000 (Reference 5) was utilized due to the ability to report overall intersection V/C ratios for a
signalized intersection, since the HCM 2010 and HCM 6th Edition do not report overall intersection V/C
ratio. The intersection V/C ratio is required in the ACHD Development Policy Manual.
Additionally, the guidance in the Manual on Uniform Traffic Control Devices (MUTCD), 2009 Edition
(Reference 6) was used for signal warrant analyses when determining the appropriate mitigation for an
impacted study intersection.
Signal Timing and Other Parameters
ACHD provided current signal timing for the signalized intersections via signal timing sheets for all
signalized study intersections. Appendix B contains all the signal timing sheets. ACHD values were used
for the ideal saturation flow rate (1800 vehicles per hour per lane), while other inputs were gathered
from field data including truck percentages, peak hour factors, posted speeds, and storage lengths.
Below is a summary of key notes on the signal timings included in the analysis:
Chinden & Ten Mile Mixed-Use Development September 2017
Introduction
20 Kittelson & Associates, Inc.
Pedestrian movements were omitted from all traffic signals on Chinden Boulevard for the
analysis, due to the following:
o There is minimal pedestrian activity at these signals.
o The coordinated timing plans do not accommodate the pedestrian time within the
splits for the side streets. Therefore, when a pedestrian activates a crossing, the
traffic signal will kick out of coordination to allow for adequate time for the
pedestrian cross.
o For this analysis, leaving in the pedestrian times increases the side street minimums
and incorrectly displays the average operation of the traffic signal during the
weekday a.m., weekday p.m., and Saturday midday peak hours.
Chinden Boulevard/Long Lake Way:
o During the weekday midday and weekday p.m. timing plans, the northbound and
southbound left-turn movements are omitted. This change makes the operations for
the northbound and southbound left-turns permissive instead of protected-
permissive, which is the operating mode during the weekday a.m. timing plan.
Chinden Boulevard/Ten Mile Road:
o This intersection is coordinated with the other study intersections on Chinden
Boulevard during the weekday p.m. peak period, but not during the weekday a.m. or
Saturday midday peak period. This intersection was modeled in Synchro as a three
legged intersection due to low southbound volume at the private driveway. As
observed in the field, the southbound movement would only get a green ball when a
car was present, which is not very often and not considered an average operating
condition; otherwise, the extra time in the cycle length was given to the northbound
movement.
As a conservative measure, all year 2018 and year 2024 analyses assumed a peak hour factor (PHF)
from the existing traffic counts at the corresponding study intersection. Cycle lengths and phasing splits
were optimized for the year 2018 and year 2024 background traffic conditions analysis and carried
forward for the year 2018 and year 2024 total traffic conditions analysis.
Lane Utilization Factors
Several of the study intersections have roadway sections that transition from two lanes to four lanes to
two lanes via an auxiliary through lane (ATL). These intersections include Chinden Boulevard/SH 16,
Chinden Boulevard/Linder Road, and Ten Mile Road/McMillan Road. The ATLs at each of these
intersections are highlighted below in Exhibit 1.
Chinden & Ten Mile Mixed-Use Development September 2017
Introduction
21 Kittelson & Associates, Inc.
Exhibit 1. Locations of ATLs at Study Intersections
The location of the through lane merge results in vehicles having to merge once they get beyond the
intersection, which reduces the usage and capacity of the through lane and causes one lane in each
direction to function as an ATL. The HCM advises that ATLs such as these may not function at the same
capacity as full-length lanes. Based on NCHRP Report 707 (Reference 7), observations in the field, and
consistency with other studies in the area, lane utilization factors were developed for the operational
analysis to better reflect field conditions. Table 1 displays the lane utilization factors applied for
operational analyses under existing, background, and total traffic conditions.
Westbound ATL ends
Westbound ATL ends
Southbound ATL ends
Eastbound ATL ends
Eastbound ATL ends
Northbound ATL ends
US 20/26
US 20/26
Ten Mile Rd
Mc
M
i
l
l
a
n
R
d
Li
n
d
e
r
R
d
Chinden & Ten Mile Mixed-Use Development September 2017
Introduction
22 Kittelson & Associates, Inc.
Table 1. Lane Utilization Factors
Intersection
Eastbound Westbound
Southbound
Right
Northbound
Left
Southbound
Left Northbound Southbound
fLU fLU fLU fLU fLU fLU fLU
Year 2017 Existing Traffic Conditions
SH 16/Chinden Boulevard
0.61
0.59
0.60
0.66
0.65
0.64
0.66
0.65
0.64
-
0.61
0.59
0.60
- -
Linder Road/Chinden Boulevard
0.64
0.62
0.62
0.61
0.67
0.69
-
0.61
0.67
0.69
0.64
0.62
0.62
- -
Ten Mile Road/McMillan Road - - - - -
0.62
0.67
0.64
0.65
0.68
0.65
Year 2018 and 2024 Background and Total Traffic Conditions
SH 16/Chinden Boulevard
0.61
0.59
0.60
0.66
0.65
0.64
0.66
0.65
0.64
-
0.61
0.59
0.60
- -
Linder Road/Chinden Boulevard
0.66
0.64
0.68
0.67
0.69
0.75
-
0.67
0.69
0.75
0.66
0.64
0.68
- -
Ten Mile Road/McMillan Road - - - - -
0.62
0.67
0.64
0.65
0.68
0.65
*Weekday AM, Weekday PM, Saturday Midday
PERFORMANCE MEASURES
The ITD and ACHD operating standards were used to assess the traffic operations of the study
intersections.
ACHD Intersection and Roadway Standards
The analysis was performed in accordance with the methodologies stated in Section 7106.6 of the
ACHD Policy Manual. Intersection and segment LOS is reported per ACHD thresholds.
ACHD requires that signalized intersections operate at a minimum of LOS E for Principal Arterials and
Minor Arterials and LOS D for Collectors. All unsignalized intersections that have a projected LOS D or
worse shall be evaluated to determine if a signal or roundabout is warranted. The acceptable V/C ratio
for signalized intersection is 0.90 for the overall intersection and 1.0 for each lane group. The
acceptable V/C ratio is 1.0 for the critical lane group at unsignalized intersections.
ITD Intersection Standards
ITD’s threshold are LOS D or better for all intersections (Reference 8) and a V/C ratio of 0.90 or better
for each lane group.
Chinden & Ten Mile Mixed-Use Development September 2017
Introduction
23 Kittelson & Associates, Inc.
Table 2 summarizes the LOS standards for the study area intersections (signalized and unsignalized).
Table 2. Agency LOS Standards
ID Study Intersection Agency
Traffic
Control ITD Operating Standard1 ACHD Operating Standard2
1 Chinden Boulevard/
SH 16 ITD Traffic Signal LOS D or better
Lane Group V/C Ratio < 0.90
LOS E or better
Intersection V/C < 0.90
Lane Group V/C Ratio < 1.00
2 Chinden Boulevard/
Black Cat Road ITD/ACHD Stop
Controlled
LOS D or better
Lane Group V/C Ratio < 0.90
LOS D or better
Critical movement V/C Ratio < 0.90
3 Chinden Boulevard/
Tree Farm Way ITD/ACHD Traffic Signal LOS D or better
Lane Group V/C Ratio < 0.90
LOS E or better
Intersection V/C Ratio < 0.90
Lane Group V/C Ratio < 1. 00
4 Chinden Boulevard/
Ten Mile Road ITD/ACHD Traffic Signal LOS D or better
Lane Group V/C Ratio < 0.90
LOS E or better
Intersection V/C Ratio < 0.90
Lane Group V/C Ratio < 1.00
5 Chinden Boulevard/
Long Lake Way ITD/ACHD Traffic Signal LOS D or better
Lane Group V/C Ratio < 0.90
LOS E or better
Intersection V/C Ratio < 0.90
Lane Group V/C Ratio < 1.00
6 Chinden Boulevard/
Linder Road ITD/ACHD Traffic Signal LOS D or better
Lane Group V/C Ratio < 0.90
LOS E or better
Intersection V/C Ratio < 0.90
Lane Group V/C Ratio < 1.00
7 Lost Rapids Drive/
Ten Mile Road ACHD Stop
Controlled Not Applicable LOS D or better
Critical movement V/C Ratio < 0.90
8 McMillan Road/
Ten Mile Road ACHD Traffic Signal Not Applicable
LOS E or better
Intersection V/C Ratio < 0.90
Lane Group V/C Ratio < 1.00
1A Policy on Geometric Design of Highways and Streets, 6th Edition (Reference 8)
2ACHD Policy Manual
Section 3
Existing Conditions
Chinden & Ten Mile Mixed-Use Development September 2017
Existing Conditions
25 Kittelson & Associates, Inc.
EXISTING CONDITIONS
The existing conditions analysis identifies the current site conditions and operational and geometric
characteristics of the roadways within the study area. KAI staff visited and inventoried the proposed
development site and study area in June and July 2017. At that time, KAI collected information
regarding site conditions, adjacent land uses, and transportation facilities in the study area. In addition,
existing traffic counts were collected at the study intersections in June 2017.
SITE CONDITIONS AND ADJACENT LAND USES
The proposed site is located on approximately 66.1 acres located in the southwest quadrant of the
intersection of Chinden Boulevard/Ten Mile Road in Ada County, Idaho. The development property is in
the City of Meridian area of impact. The site is currently vacant farm land. Other uses in the area
include some residential homes to the north, east, and southwest of the site. There is a church located
on Lost Rapids Drive directly to the south of the site. The site is currently designated by the City of
Meridian as Mixed Use Community and Medium Density Residential (Reference 9).
TRANSPORTATION FACILITIES
Existing transportation facilities in the site vicinity are summarized in Table 3.
Table 3. Transportation Facilities
Roadway Functional Classification1
Number
of Lanes
Posted
Speed (mph2) Sidewalks
Bicycle
Lanes
On-Street
Parking
State Highway 16 Expressway
Regional Route 4 lanes 65 No No No
Chinden Boulevard Expressway
State Route 2-4 lanes 55 Partial5 No No
Linder Road
Principal Arterial
Residential Mobility Arterial4/
Residential Arterial
3-5 lanes 40 Yes Yes No
Ten Mile Road Minor Arterial
Residential Mobility Arterial 2 lanes 40 No Partial6 No
Black Cat Road Minor Arterial
Residential Arterial 2 lanes 50 No No No
Tree Farm Way Collector
Residential Collector 2 lanes 25 Yes Yes No
Long Lake Way Local
Residential Collector 2 lanes 25 Yes No No
Lost Rapids Drive Local/Collector3
Residential Collector 2 lanes 25 Yes Yes Partial7
1COMPASS 2040 Ada County Functional Classification Map (Reference 10), Ada County Master Street Map (Reference 11), and ITD
(http://arcg.is/1S2uk7u) (Reference 12)
2MPH=Miles Per Hour
3Collector west of Ten Mile Road
4North of Chinden Boulevard
5Sidewalks in front of developed parcels
6Bike lanes present in widened sections of Ten Mile Road
7On-street parking west of Ten Mile Road
Chinden & Ten Mile Mixed-Use Development September 2017
Existing Conditions
26 Kittelson & Associates, Inc.
Pedestrian, Bicycle, and Transit Facilities
Sidewalks are present on Lost Rapids Drive, Linder Road, Tree Farm Way, Long Lake Way, and alongside
the developed portions of Chinden Boulevard. Unprotected, unbuffered bicycle lanes are present on
Lost Rapids Drive, Linder Road, Tree Farm Way, and on the widened sections of Ten Mile Road. There is
no transit service currently provided in the study area.
YEAR 2017 EXISTING TRAFFIC CONDITIONS
Turning movement counts at all study intersections were collected in June 2017. The counts were
conducted on a typical mid-week day during the morning peak period (7:00 – 9:00 a.m.), evening peak
period (4:00 – 6:00 p.m.), and during the Saturday midday peak period (11:00 a.m. – 2:00 p.m.).
Appendix C contains the traffic count worksheets used in this study. A system peak hour was used for
the following intersections due to the close proximity of the intersections and that there are no
driveways between the intersections.
Chinden Boulevard/Black Cat Road
Chinden Boulevard/Tree Farm Way
Chinden Boulevard/Ten Mile Road
Chinden Boulevard/Long Lake Way
Ten Mile Road/Lost Rapids Drive
Individual peak hours were used for the following intersections due to the intersections being located
farther apart in the study area.
Chinden Boulevard/State Highway 16
Chinden Boulevard/Linder Road
Ten Mile Road/McMillan Road
The peak hours are as follows:
Weekday a.m. peak hour - 7:15 a.m. to 8:15 a.m.,
Weekday p.m. peak hour - 4:45 p.m. to 5:45 p.m., and
Saturday midday peak hour - 1:00 p.m. to 2:00 p.m.
Intersection Levels of Service
An operational analysis was performed at the study intersections for the three time periods. Figure 3
illustrates existing lane configurations and traffic control devices at the study intersections. Figure 4
illustrates the year 2017 existing weekday a.m., weekday p.m., and Saturday midday peak hour traffic
volumes. Table 4 summarizes the existing traffic conditions at the study intersections for all three peak
hours.
Chinden & Ten Mile Mixed-Use Development September 2017
Existing Conditions
29 Kittelson & Associates, Inc.
Table 4. Year 2017 Existing Traffic Conditions
No. Intersection
Intersection
AM/PM/SAT Lane
Group
Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour
V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay
1 SH 16/
Chinden Boulevard
0.77
0.79
0.69
C
C
B
20.0
21.8
16.6
EBL 0.82 C 34.7 0.82 D 39.6 0.68 C 26.3
EBT 0.57 B 12.3 0.35 A 9.4 0.51 A 9.7
WBT 0.72 C 27.1 0.78 C 27.8 0.65 C 20.6
WBR 0.45 C 24.1 0.74 C 27.6 0.55 B 19.9
NBR 0.02 B 18.1 0.06 C 25.1 0.02 B 17.0
SBL 0.52 C 23.9 0.11 C 30.6 0.44 C 21.0
SBR 0.57 C 22.8 0.85 D 43.1 0.62 C 21.2
2 Black Cat Road/
Chinden Boulevard - - -
NBLTR 0.61 E 49.3 0.90 F 146.2 0.72 F 90.6
EBL 0.01 A 8.5 0.00 A 0.0 0.01 A 9.0
WBL 0.06 B 10.3 0.08 A 9.2 0.06 A 9.8
SBLTR 0.05 D 34.4 0.17 F 51.2 0.08 E 42.3
3 Tree Farm Way/
Chinden Boulevard
0.72
0.80
0.61
B
C
B
19.0
22.3
17.1
EBL 0.03 A 8.2 0.11 C 21.8 0.03 A 8.4
EBT 0.75 B 18.4 0.55 B 12.5 0.64 B 13.4
EBR 0.02 A 7.0 0.01 A 6.7 0.00 A 6.1
WBL 0.03 B 14.3 0.03 A 8.7 0.03 A 9.5
WBT 0.47 B 11.9 0.87 C 25.4 0.57 B 10.4
WBR 0.04 A 7.5 0.10 A 7.6 0.08 A 6.4
NBL 0.04 E 61.5 0.12 E 59.3 0.00 A 0.0
NBTR 0.01 A 0.0 0.01 A 0.0 0.13 E 60.3
SBL 0.42 E 55.5 0.34 E 57.3 0.31 D 54.8
SBTR 0.01 A 0.0 0.01 A 0.0 0.12 D 50.2
4 Ten Mile Road/
Chinden Boulevard
0.73
0.78
0.73
B
C
B
15.9
27.0
13.9
EBT 0.88 C 23.2 0.60 D 49.4 0.81 B 18.1
EBR 0.39 B 14.6 0.33 D 40.2 0.48 B 13.8
WBL 0.25 B 13.9 0.69 C 25.3 0.53 B 13.0
WBT 0.36 A 5.4 0.72 C 23.3 0.54 A 7.7
NBL 0.64 D 35.8 0.78 E 56.1 0.75 C 26.1
NBR 0.48 C 24.5 0.38 C 32.6 0.45 A 18.3
5 Long Lake Way/
Chinden Boulevard
0.62
0.63
0.62
B
B
B
16.8
13.0
17.0
EBL 0.04 A 5.4 0.04 A 5.9 0.06 B 11.4
EBT 0.68 B 13.7 0.47 A 6.5 0.83 B 18.1
EBR 0.04 A 5.7 0.05 A 3.6 0.02 A 8.8
WBL 0.14 B 10.1 0.14 A 3.9 0.20 B 12.6
WBT 0.38 A 8.0 0.65 A 8.3 0.77 B 15.1
WBR 0.02 A 5.2 0.03 A 3.0 0.04 A 8.0
NBL 0.19 E 58.4 0.37 E 64.7 0.05 C 26.9
NBT 0.02 E 59.2 0.02 E 60.3 0.03 C 27.9
NBR 0.78 E 75.3 0.08 E 69.0 0.24 C 28.8
SBL 0.09 E 58.9 0.25 E 62.5 0.10 C 26.2
SBTR 0.00 A 0.0 0.00 A 0.0 0.00 A 0.0
Chinden & Ten Mile Mixed-Use Development September 2017
Existing Conditions
30 Kittelson & Associates, Inc.
No. Intersection
Intersection
AM/PM/SAT Lane
Group
Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour
V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay
6
Linder Road/
Chinden Boulevard
0.55
0.74
0.73
C
D
C
33.1
47.6
26.5
EBL 0.42 B 11.5 0.66 C 25.9 0.70 C 20.7
EBT 0.45 B 16.0 0.47 C 27.0 0.77 C 25.8
EBR 0.07 B 11.5 0.13 C 21.6 0.12 C 20.4
WBL 0.21 B 12.7 0.49 B 18.9 0.60 B 18.9
WBT 0.33 B 16.9 0.64 C 31.5 0.84 C 27.8
WBR 0.10 B 14.2 0.17 C 22.4 0.32 C 22.7
NBL 0.73 E 72.5 0.78 F 84.3 0.39 D 36.0
NBT 0.78 E 61.2 0.59 D 51.2 0.80 C 30.4
NBR 0.81 E 63.6 0.37 D 48.8 0.47 C 27.6
SBL 0.77 F 81.2 1.21 F 209.9 0.56 D 35.9
SBT 0.46 E 55.8 0.59 D 50.7 0.55 C 27.3
SBR 0.66 E 58.6 0.89 E 67.2 0.58 C 27.7
7 Ten Mile Road/
Lost Rapids Drive - - -
EBLTR 0.01 C 15.7 0.03 C 24.7 0.02 C 21.5
WBLTR 0.02 C 10.3 0.04 B 11.1 0.06 B 11.6
NBLT 0.14 C 17.1 0.16 D 28.4 0.12 C 21.8
SBL 0.01 A 8.3 0.02 A 8.3 0.02 A 8.4
8 Ten Mile Road/
McMillan Road
0.51
0.62
0.55
B
B
B
17.1
18.9
17.8
EBL 0.08 B 16.1 0.11 B 19.4 0.05 B 17.5
EBT 0.31 B 19.0 0.46 C 23.7 0.34 C 20.3
EBR 0.28 B 19.2 0.15 C 21.3 0.15 B 19.1
WBL 0.34 B 14.3 0.42 B 17.3 0.34 B 14.9
WBT 0.21 B 15.5 0.64 C 22.6 0.48 B 18.1
WBR 0.07 B 14.8 0.15 B 18.1 0.15 B 15.8
NBL 0.23 B 13.6 0.41 B 13.4 0.31 B 13.7
NBT 0.54 B 17.3 0.72 B 19.6 0.61 B 19.0
NBR 0.25 B 15.3 0.38 B 16.3 0.38 B 17.2
SBL 0.14 B 13.0 0.37 B 14.0 0.37 B 13.4
SBT 0.70 B 19.3 0.66 B 19.5 0.71 B 19.8
SBR 0.01 B 14.1 0.05 B 14.8 0.04 B 14.5
As shown in Table 4, all of the study intersections currently operate acceptably within the agency
standards except for the Chinden Boulevard/Black Cat Road and Chinden Boulevard/Linder Road
intersections. Appendix D contains the year 2017 existing conditions and mitigated Synchro worksheets.
Chinden Boulevard/Black Cat Road
In the weekday p.m. peak hour, the critical northbound movement operates at LOS F with a v/c ratio of
0.90. Additionally, the critical northbound movement experiences LOS E operations during the weekday
a.m. peak hour and LOS F operations during the Saturday midday peak hour. This is typical for an
unsignalized intersection to experience high delay on the minor street of a high volume highway, such
as Chinden Boulevard. Given the operations do not meet ACHD standards for an unsignalized
intersection, several mitigation options were explored for this intersection:
Chinden & Ten Mile Mixed-Use Development September 2017
Existing Conditions
31 Kittelson & Associates, Inc.
1) Install a traffic signal. A signal warrant analysis was performed based on the MUTCD. Based on
this analysis, the eight-hour signal warrant is not met, but the four-hour and peak hour warrants
are met. With a traffic signal in place, the intersection operations are brought to an acceptable
LOS C. Signal warrant worksheets are located in Appendix K. Additionally, ACHD has a traffic
signal programmed at this intersection for 2026-2030 in the ACHD CIP.
2) Adding a separate northbound right-turn lane. This improvement results in a v/c ratio of 0.08
for the northbound right turn and v/c ratio of 0.82 for the northbound left turn.
3) Adding a second eastbound and westbound through lane. This improvement results in a v/c
ratio of 0.49 for the northbound left turn lane. ITD plans to widen Chinden Boulevard from 2-
lanes to 4-lanes in the near term and to 6-lanes in the long term, although this improvement is
not programmed.
Given that a traffic signal is planned by ACHD in the CIP, this intersection should be signalized once
signal warrants are met under the MUTCD peak hour, four-hour, and eight-hour warrants.
Chinden Boulevard/Linder Road
In the weekday p.m. peak hour, the southbound left-turn operates with a v/c ratio of 1.07. The
southbound left-turn movement is allocated a split time of 15 seconds in the coordinated timing plan
during the weekday a.m. and weekday p.m. periods. During our field review of this intersection, the
split time of 15 seconds is not enough time to serve the vehicle demand for this movement, as vehicles
did not clear during this time and often were observed to run the red light. The southbound and
northbound through movements were observed to not use all of all of its coordinated split time and the
extra was given to the westbound and eastbound through movements (coordinated phases). The
intersection, in particular the southbound left-turn movement would benefit from the following signal
timing change: 1) Run the southbound left-turn as a lagging movement, so that the extra time from the
southbound and northbound through movements could be used by the southbound left -turn
movement, or Increase the coordinated split time of the southbound left-turn movement. With these
changes the southbound left-turn would have a v/c ratio of 0.90 or lower.
Additionally, Linder Village, a development on the southeast quadrant of the Chinden Boulevard/Linder
Road intersection has anticipated conditions of approval for this intersection. With the Linder Village
Development, it is anticipated they will be required to widen Chinden Boulevard from Linder Road to
Meridian Road, construct an additional eastbound left-turn lane and westbound left-turn lane, and
implement new signal modifications as needed. With these changes, the southbound left-turn
movement is anticipated to have a v/c ratio of 0.90 or lower.
Roadway Segment Analysis
Roadway segment volumes were based on the traffic count data collected at the study intersections.
Additionally, daily traffic volumes for the roadway segments were obtained from ITD and ACHD. Table
5 details peak hour, peak direction roadway segment volumes, and resultant LOS per HCS for the ITD
roadway facilities and per ACHD District Policy 7106.3.3 for the ACHD roadway facilities.
Chinden & Ten Mile Mixed-Use Development September 2017
Existing Conditions
32 Kittelson & Associates, Inc.
Table 5. Roadway Segment Operations for 2017 Existing Traffic Conditions
Roadway Extents
No. of
Lanes
Functional
Classification1
ACHD / ITD LOS
Thresh./Volume Two-Way ADT2
Peak
Hour/Peak
Direction
LOS/Existing
Volume3,4
ITD Operated Facilities6
Chinden
Boulevard
Linder Rd to
SH16 1 Expressway D 17,935
(3/26/2014)
AM/EB D
PM/WB D
SAT/EB D
ACHD Operated Facilities
Ten Mile Road
Chinden Blvd to
Lost Rapids
Drive
1
Minor Arterial
E / 575
6,516
(6/10/2015)
AM/NB E/350
PM/NB F/590
SAT/SB E/460
Lost Rapids
Drive to Milano
Drive
1 E / 575
AM/SB E/390
PM/NB F/640
SAT/NB E/510
Milano Drive to
McMillan Rd 2 E / 1,540
AM/SB E/460
PM/NB E/610
SAT/SB E/590
Linder Road
SH 44 to
Chinden Blvd
2
(TWLTL)
Principal Arterial
E / 1,780 14,227
(7/16/2014)
AM/NB E/590
PM/SB E/830
SAT/NB E/750
Cayuse Creek to
Chinden Blvd
2 SB
1NB
E / 1,780 SB
E / 690 NB
15,427
(7/7/2015)
AM/NB E/470
PM/NB E/600
SAT/NB E/570
Black Cat Road Chinden Blvd to
McMillan Rd 1 Minor Arterial E / 575 2,268
(1/29/2015)
AM/SB E/150
PM/SB E/120
SAT/SB E/100
McMillan Road
Linder Rd to
Ten Mile Rd 1
Minor Arterial
E / 575 6,058
(10/8/2014)
AM/WB E/280
PM/WB E/490
SAT/WB E/430
Ten Mile Rd to
Black Cat Rd 1 E / 575 2,542
(1/29/2015)
AM/EB E/190
PM/WB E/450
SAT/WB E/340
Tree Farm Way Chinden Blvd to
Lost Rapids Dr 1 Collector D / 525 2,113
(1/13/2016)
AM/SB D/100
PM/NB D/130
SAT/NB D/100
Long Lake Way Chinden Blvd to
Tango Creek Dr 1 Collector D / 525 2,434
(3/15/2015)
AM/NB D/130
PM/SB D/150
SAT/SB D/80
Lost Rapids Drive Tree Farm Way
to Ten Mile Rd 1 Collector D / 525 5305
(6/20/2017)
AM/EB D/20
PM/EB D/30
SAT/EB D/40
1ACHD Functional Classification Map (Reference 10)
2ADT from ACHD Traffic Volume Database (##, ##, #### = count date)
3LOS D indicates LOS D or better
4Peak hour link volumes obtained from turning movement counts.
5Estimated ADT based on recent AM and PM turning movement counts.
6Operational analysis reported from Synchro 10 for the Chinden Blvd segment between SH 16 and Linder Road.
Chinden & Ten Mile Mixed-Use Development September 2017
Existing Conditions
33 Kittelson & Associates, Inc.
As shown in Table 5, all of the roadway segments operate acceptably except for one segment of Ten
Mile Road, which is just over the threshold in year 2017 weekday p.m. peak hour existing conditions.
Ten Mile Road between Chinden Boulevard and McMillan Road - This segment is programmed to be
widened from 2-lanes to 5-lanes between the years 2021-2025 as stated in the ACHD’s Capital
Improvement Plan (Reference 4).
Widening this roadway from 2-lanes to 5-lanes increases the ACHD volume threshold to
1,540 (peak hour), which results in this segment operating acceptably.
95th Percentile Queuing Analysis
A queuing analysis was completed for the study intersections under weekday a.m., weekday p.m., and
Saturday midday peak hours. Queue lengths were reviewed and found to be acceptable. Queuing
worksheets are provided with the analysis worksheets in Appendix D.
TRAFFIC SAFETY
The crash histories for the study intersections and roadways were reviewed in an effort to identify
potential safety issues. Crash records were obtained from ITD for the five -year period from January 1,
2011 to December 31, 2015. Table 6 contains a summary of reported intersection and roadway crashes.
Appendix E provides the crash data summary sheets.
Table 6. Crash Summary (2011-2015)
Intersection
Crash Type Crash Severity
Total
Crash
Rate3 Rear-End Angle Turning Side Swipe Other PDO Injury Fatal
Chinden Blvd/State Highway 161 10 1 0 0 1 8 4 0 12 0.27
Chinden Blvd/Black Cat Rd 0 0 3 0 1 0 4 0 4 0.12
Chinden Blvd/Tree Farm Way 3 0 0 0 1 1 3 0 4 0.11
Chinden Blvd/Ten Mile Rd2 8 0 5 1 1 4 11 0 15 0.36
Chinden Blvd/Long Lake Way 5 0 0 0 0 3 2 0 5 0.14
Chinden Blvd/Linder Rd 21 5 5 5 2 19 19 0 38 0.64
Ten Mile Rd/McMillan Rd 1 1 2 0 0 3 1 0 4 0.10
Roadway
Crash Type Crash Severity
Total
Crash
Rate3 Rear-End Turning
Fixed
Object
Side
Swipe Overturn Other PDO Injury Fatal
Chinden Blvd - SH 16 to Linder 20 6 1 1 2 1 18 12 1 31 0.34
Ten Mile Rd - Chinden to McMillan 3 0 1 0 1 1 5 1 0 6 0.50
1State Highway 16 opened in 2014. 2Intersection was signalized in 2014. 3Crashes Per Million Vehicles
As shown in Table 6, rear-end crashes were the most common crash type at the study intersections
along Chinden Boulevard and roadway segments on Chinden Boulevard and Ten Mile Road. Rear-end
crashes are typical crash types at signalized intersections on higher speed roadways like Chinden
Boulevard. All of the intersections and roadway segments in the study area currently experience a
relatively low crash rate.
Section 4
Transportation Impact Analysis - Phase 1 (Costco Only)
Chinden & Ten Mile Mixed-Use Development September 2017
Transportation Impact Analysis - Phase 1 (Costco Only)
35 Kittelson & Associates, Inc.
TRANSPORTATION IMPACT ANALYSIS - PHASE 1 (COSTCO ONLY)
The transportation impact analysis identifies how the study area’s transportation system is anticipated
to operate under full build-out of Phase 1 (Costco only). Phase 1 is planned to be complete in the year
2018. The impact of traffic generated by the proposed Costco during the typical weekday a.m.,
weekday p.m., and Saturday midday peak hours was examined as follows:
Existing traffic counts were adjusted using a 2% annual growth rate to account for regional
growth in the site vicinity.
Traffic volumes were included from the following in-process developments within the study
area:
o Foxtail and Ashbury Residential Developments
o Meridian Idaho LDS Temple
o Chinden & Linder Crossing Subdivision
o Knighthill Commercial Development
o Eagle Island Marketplace
o Linder Village
o Tree Farm Subdivision
Year 2018 background traffic conditions (build-out year of the proposed development
without the specific Costco site-generated traffic) were analyzed at the study intersections
during the weekday a.m., weekday p.m., and Saturday midday peak hours.
Trip generation, trip distribution, and trip assignment were estimated for build-out of the
proposed Costco.
Site-generated trips were added to the year 2018 background traffic volumes.
Year 2018 total traffic conditions (build-out year of the proposed Costco with the specific
Costco site-generated traffic included) were analyzed at the study intersections and site
accesses during the weekday a.m., weekday p.m., and Saturday midday peak hours.
YEAR 2018 BACKGROUND TRAFFIC CONDITIONS
The year 2018 background conditions traffic analysis identifies how the study area’s transportation
system will operate without Costco in place. This analysis includes traffic attributed to general
background growth (2%) and in-process developments but does not include traffic from the proposed
Costco.
Planned Developments and Transportation Improvements
Based on a review of the ACHD’s Capital Improvement Plan (CIP) (Reference 4), ACHD’s Integrated Five
Year Work Plan (Reference 13), and ITD’s Statewide Transportation Improvement Program (STIP,
Reference 14), the following improvements were found in the study area.
Chinden & Ten Mile Mixed-Use Development September 2017
Transportation Impact Analysis - Phase 1 (Costco Only)
36 Kittelson & Associates, Inc.
ACHD’s Capital Improvement Plan (CIP)
o 2021-2025 – Ten Mile Road (McMillan Road to Chinden Boulevard).
Reconstruct/widen from 2-lanes to 5-lanes. CIP#RD2016-124
o 2026-2030 – Chinden Boulevard/Black Cat Road. Add signal. Reconstruct/widen
approaches. CIP#IN2016-79
ACHD’s Integrated Five Year Work Plan
o Ten Mile Road (McMillan Road to Chinden Boulevard). Widen Ten Mile Road to 5
lanes with curb, gutter, sidewalk, and bike lanes in accordance with the 2016 CIP.
ITD’s Statewide Transportation Improvement Program (STIP)
o No improvements were found in ITD’s STIP. However, ITD has completed the US
20/26 Environmental Assessment and the roadway is planned to be widened to 4 -
lanes and eventually 6-lanes with intersection/signal improvements at SH 16, Black
Cat Road, Ten Mile Road, and Linder Road within the study area.
All of these improvements are planned outside of the timeline for Phase 1. Therefore, no improvements
are assumed in the year 2018 background and total traffic conditions scenarios.
General Background Growth
The year 2018 background traffic volumes reflect existing traffic counts plus one year of annual
background growth. The Community Planning Association of Southwest Idaho (COMPASS) maintains a
base year and a 2040 future year regional travel demand models, which were used to assess growth in
the study area. Through discussions with ITD and ACHD, it was confirmed that a 2% annual growth rate
be applied to the existing traffic volumes for all roadways in the study area.
In-Process Developments
Based on discussions with ACHD and ITD staff, seven in-process developments, listed below were
identified in the study area and accounted for in the analysis.
Foxtail and Ashbury Residential Developments
Meridian Idaho LDS Temple
Chinden & Linder Crossing Subdivision
Knighthill Commercial Development
Eagle Island Marketplace
Linder Village
Tree Farm Subdivision
Chinden & Ten Mile Mixed-Use Development September 2017
Transportation Impact Analysis - Phase 1 (Costco Only)
37 Kittelson & Associates, Inc.
These developments are in the process of being constructed based on their approved plans and have
varying occupancies. Based on this assessment, some adjustments were made to the trip generation
estimates from the traffic studies completed for each development. The trip generation associated with
each development was added to the existing traffic volumes to assist with estimating year 2018
background traffic volumes. Each development and supporting trip generation estimate is described
below. Appendix F contains the in-process development trip information.
Foxtail and Ashbury Residential Developments (#1)
The Foxtail and Ashbury Residential Developments consist of two residential projects located north of
Chinden Boulevard between Linder Road and Meridian Road in Eagle, Idaho. The Foxtail development
includes 30,000 square-feet of mixed use retail and approximately 206 single family units. The Ashbury
development includes 249 single family units with 42 units on the western property (boarding the
Foxtail development) and 207 units on the eastern property (boarding Meridian Road). In addition, it
includes approximately 33,820 square-feet of office development near the Chinden
Boulevard/Meridian Road intersection. Through a field review of this development, it was identified
that the Foxtail and Ashbury developments are approximately 80% built and occupied and these trips
would be accounted for in the existing traffic counts. Therefore, it was assumed that the remaining 20%
of the development’s trips be added as in-process trips in the weekday a.m., weekday p.m. and
Saturday midday peak hours.
Meridian Idaho LDS Temple (#2)
The Meridian Idaho LDS Temple includes a 66,000 square-foot Temple with a 21,000 square-foot
Meeting House and a parking lot on the west side of Linder Road between Almaden Drive and Duck
Alley Road in Meridian, Idaho. The weekday p.m. peak hour trip generation was provided in the TIS. The
Saturday midday peak hour trip generation was estimated based on trip generation data available for
the Temple and Meeting House on a Saturday from the TIS documentation. These Saturday midday
peak hour trips were distributed using the trip distribution provided in the TIS for the weekday p.m.
peak hour trips. No weekday a.m. peak hour trips were assumed. The Meridian Idaho LDS Temple is not
occupied; therefore, 100% of the development’s trips were added as in-process trips in the weekday
p.m. and Saturday midday peak hours.
Chinden & Linder Crossing Subdivision (#3)
The Chinden & Linder Crossing Subdivision is a 9.34-acre commercial subdivision located on the
northwest quadrant of the Chinden Boulevard/Linder Road intersection. The development includes
4,650 square feet of drive-through bank, 10,500 square feet of medical office space, 10,500 square feet
retail space, 5,200 square feet sit-down restaurant, 2,400 square feet drive through restaurant, and 2-3
bay quick lube store. Through a field review, it was identified that 5,000 square feet of medical office is
built-out and occupied and that these trips would be accounted for in the existing traffic counts. The
weekday p.m. peak hour was provided in the TIS. Trip generation estimates were developed for the
Chinden & Ten Mile Mixed-Use Development September 2017
Transportation Impact Analysis - Phase 1 (Costco Only)
38 Kittelson & Associates, Inc.
weekday a.m. peak hour and Saturday midday peak hour based on ITE Trip Generation Manual, 9th
Edition (Reference 15). The remaining land uses were added as in-process trips in the weekday a.m.,
weekday p.m., and Saturday midday peak hours.
Knighthill Commercial Development (#4)
The Knighthill Commercial Development is a retail development on the southwest corner of Chinden
Boulevard/Linder Road. It consists of a 4,800 square-foot bank with drive-in, 57,200 square-feet of
specialty retail, and a gas station with a marketplace and 6 fueling stations. The traffic for the weekday
p.m. peak hour was available from the TIS and used for weekday p.m. and Saturday midday peak hours.
The weekday a.m. peak hour traffic volumes were developed using the ITE Trip Generation Manual, 9th
Edition (Reference 15). The weekday a.m. and Saturday peak hour trips were routed through the study
intersections based off of the trip distribution provided in the TIS. It was observed that the Knighthill
Commercial Development is approximately 30% built-out and occupied and that these trips would be
accounted for in the existing traffic counts. Therefore, the remaining 70% of the development’s trips
were added as in-process trips during the weekday a.m., weekday p.m., and Saturday midday peak
hours.
Eagle Island Marketplace (#5)
The Eagle Island Marketplace, including Fred Meyer and several other retail shops, is located in the
northeast quadrant of the Chinden Boulevard/Linder Road intersection. The site is not fully built-out.
The TIS was not available, only the ACHD Staff Report. Therefore, the site plan was used to estimate
how much of the remaining retail pads were left to be developed. It was observed that the
development is approximately 80% built-out and occupied and that these trips would be accounted for
in the existing traffic counts. Therefore, it was assumed that the remaining 20% of the development’s
trips be added as in-process trips in the weekday a.m., weekday p.m. and Saturday midday peak hours.
For reference, recent studies had assumed approximately 55% of the site was built out, but the site has
built several retail pads over the past few years, which resulted in the build-out being closer to 80%.
Linder Village (#6)
Linder Village is located in the southeast quadrant of the Chinden Boulevard/Linder Road intersection.
The site is currently in the approval process for ACHD, ITD, and City of Meridian. The site is planned to
include approximately 500,000 square-feet of shopping center and discount supermarket. The TIS was
used to obtain the weekday p.m. and Saturday midday peak hour trip estimate. The weekday a.m. peak
hour trips were estimated using the same land uses and trip distribution as the weekday p.m. and
Saturday midday peak hours. The site is currently vacant. Therefore, 100% of the development’s trips
were added as in-process trips during the weekday a.m., weekday p.m. and Saturday midday peak
hours.
Chinden & Ten Mile Mixed-Use Development September 2017
Transportation Impact Analysis - Phase 1 (Costco Only)
39 Kittelson & Associates, Inc.
Tree Farm Subdivision (#7)
The Tree Farm Subdivision is located north of Chinden Boulevard between Black Cat Road and Tree
Farm Way. It consists of 161 single family houses divided into four phases. The first two phases will
consist of 91 single family houses with access to Tree Farm Way. This is assumed in the year 2018 in -
process trips during the weekday a.m., weekday p.m., and Saturday midday peak hours. The last two
phases will consist of 70 houses with the main access occurring at Black Cat Road and a secondary
access provided at Tree Farm Way. These last two phases of the development are assumed to be in
place for the year 2024 and included in the year 2024 in-process trips during the weekday a.m.,
weekday p.m., and Saturday midday peak hours.
In-Process Traffic Volumes
Figure 5 illustrates the location and resultant traffic volumes for the seven in-process developments
used in developing the year 2018 background traffic volumes.
Intersection Level of Service
Year 2018 background traffic volumes, shown in Figure 6 were estimated by applying a 2% annual
growth rate to the existing year 2017 traffic volumes (Figure 4) and adding the in-process traffic
volumes (Figure 5). Year 2018 background traffic conditions were analyzed at the study intersections
for the weekday a.m., weekday p.m., and Saturday midday peak hours. Table 7 summarizes the traffic
operations for the year 2018 background conditions.
95th Percentile Queuing Analysis
A queuing analysis was completed for the study intersections under weekday a.m., weekday p.m., and
Saturday midday peak hours. Queue lengths were reviewed and were found to be acceptable. Queuing
worksheets are provided with the analysis worksheets in Appendix G.
Chinden & Ten Mile Mixed-Use Development September 2017
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42 Kittelson & Associates, Inc.
Table 7. Year 2018 Background Traffic Operations
No. Intersection
Intersection
AM/PM/SAT Lane
Group
Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour
V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay
1 SH 16/
Chinden Boulevard
0.79
0.81
0.74
C
C
B
24.6
22.1
18.5
EBL 0.84 D 39.0 0.83 D 45.0 0.71 C 31.2
EBT 0.59 B 13.1 0.45 B 10.5 0.64 B 13.2
WBT 0.74 C 28.5 0.81 C 29.8 0.70 C 24.1
WBR 0.49 C 25.4 0.75 C 28.9 0.61 C 23.3
NBR 0.02 B 18.9 0.07 C 26.8 0.03 B 17.6
SBL 0.55 C 25.5 0.51 C 33.7 0.51 C 23.2
SBR 0.57 C 23.9 0.88 D 48.7 0.53 C 21.7
2
Black Cat Rd/
Chinden Boulevard
- - -
NBLTR 0.72 F 67.2 1.40 F 356.6 1.24 F 275
EBL 0.01 A 8.7 0.00 A 0.0 0.00 A 9.3
WBL 0.06 B 10.6 0.09 A 10.0 0.08 B 10.8
SBLTR 0.06 E 41.1 0.29 F 91.8 0.13 F 69.6
3 Tree Farm Way/
Chinden Boulevard
0.80
0.89
0.88
C
B
C
24.3
16.7
24.2
EBL 0.05 B 10.6 0.10 A 7.3 0.07 A 8.0
EBT 0.83 C 25.2 0.71 B 18.5 0.79 B 18.7
EBR 0.02 A 8.6 0.01 A 7.8 0.00 A 6.0
WBL 0.05 B 19.7 0.04 B 13.5 0.06 B 11.8
WBT 0.54 B 15.3 0.97 B 11.7 0.65 B 12.5
WBR 0.06 A 9.4 0.17 A 0.2 0.11 A 6.9
NBL 0.04 E 60.8 0.12 E 59.1 0.00 A 0.0
NBTR 0.00 A 0.0 0.00 A 0.0 0.08 E 63.2
SBL 0.51 D 53.1 0.44 D 54.1 0.67 E 60.3
SBTR 0.00 A 0.0 0.00 A 0.0 0.04 D 49.0
4 Ten Mile Road/
Chinden Boulevard
0.77
0.92
0.87
C
D
B
21.6
50.9
19.9
EBT 0.91 C 32.7 0.97 F 82.3 0.89 C 25.3
EBR 0.40 B 16.4 0.43 D 47.3 0.40 B 13.8
WBL 0.38 C 20.1 0.93 E 72.1 0.87 C 33.8
WBT 0.41 A 7.1 0.83 C 29.0 0.59 A 8.2
NBL 0.54 D 45.0 0.81 E 58.2 0.83 D 43.7
NBR 0.25 A 6.8 0.24 A 7.9 0.27 A 5.5
5 Long Lake Way/
Chinden Boulevard
0.71
0.76
0.87
C
B
C
23.6
16.5
27.4
EBL 0.08 A 7.5 0.09 B 12.0 0.12 B 13.8
EBT 0.80 C 21.1 0.63 A 9.7 0.87 C 25.7
EBR 0.05 A 7.4 0.05 A 4.1 0.02 A 7.1
WBL 0.24 B 17.6 0.38 A 7.9 0.63 C 28.1
WBT 0.47 B 11.5 0.79 B 13.7 0.76 B 16.3
WBR 0.02 A 7.0 0.04 A 3.7 0.05 A 6.6
NBL 0.17 E 55.6 0.33 E 62.9 0.08 E 57.3
NBT 0.04 E 58.0 0.05 E 58.9 0.14 E 59.5
NBR 0.85 F 90.2 0.83 E 68.2 0.58 E 66.5
SBL 0.26 D 54.7 0.38 E 62.6 0.51 E 56.1
SBTR 0.00 A 0.0 0.00 A 0.0 0.30 E 56.5
Chinden & Ten Mile Mixed-Use Development September 2017
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43 Kittelson & Associates, Inc.
No. Intersection
Intersection
AM/PM/SAT Lane
Group
Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour
V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay
6 Linder Road/
Chinden Boulevard
0.72
0.98
0.98
D
F
E
45.2
133.2
62.3
EBL 0.59 B 16.2 0.98 E 75.7 0.94 E 63.0
EBT 0.54 C 22.3 0.63 D 35.4 0.75 D 41.0
EBR 0.11 B 15.8 0.26 C 27.6 0.28 C 30.9
WBL 0.39 B 17.0 0.79 D 35.3 0.79 D 35.6
WBT 0.36 C 22.0 0.77 D 40.3 0.95 E 65.7
WBR 0.15 B 19.1 0.47 C 32.2 0.71 D 46.8
NBL 0.80 F 88.7 1.89 F 491.4 0.96 F 98.6
NBT 0.84 E 59.5 0.68 D 49.9 0.89 E 62.7
NBR 0.80 E 60.2 0.45 D 46.4 0.64 D 51.4
SBL 1.19 F 200.7 2.61 F 809.3 1.09 F 136.4
SBT 0.62 E 56.6 0.71 D 50.8 0.75 D 52.8
SBR 0.73 E 58.9 0.90 E 69.4 0.78 E 58.3
7 Ten Mile Road/
Lost Rapids Drive - - -
EBL 0.01 C 17.6 0.04 D 31.5 0.02 D 30.9
EBTR 0.03 B 10.6 0.04 B 11.5 0.07 B 12.2
WBLTR 0.20 C 17.5 0.26 D 29.4 0.22 C 23.1
NBL 0.01 A 8.4 0.02 A 8.4 0.02 A 8.6
SBL 0.02 A 8.1 0.05 A 9.0 0.04 A 8.6
8 Ten Mile Road/
McMillan Road
0.54
0.64
0.59
B
B
B
17.4
19.5
18.4
EBL 0.09 B 16.9 0.12 C 20.6 0.07 B 18.6
EBT 0.33 C 20.0 0.49 C 25.5 0.37 C 22.0
EBR 0.30 C 20.2 0.16 C 22.8 0.16 C 20.5
WBL 0.36 B 14.9 0.44 B 17.7 0.37 B 16.1
WBT 0.22 B 16.3 0.65 C 23.8 0.51 B 19.9
WBR 0.00 B 15.1 0.16 B 19.0 0.17 B 17.3
NBL 0.24 B 13.5 0.43 B 13.7 0.32 B 13.7
NBT 0.54 B 17.2 0.72 B 19.9 0.65 B 19.3
NBR 0.24 B 15.1 0.37 B 16.4 0.35 B 16.8
SBL 0.15 B 12.8 0.39 B 14.2 0.39 B 13.4
SBT 0.70 B 19.2 0.69 C 20.1 0.72 B 19.8
SBR 0.01 B 13.9 0.05 B 14.9 0.04 B 14.1
As shown in Table 7, all of the study intersections are projected to operate acceptably within the
agencies standards except for the following intersections. Appendix G contains the year 2018
background conditions and mitigated Synchro worksheets.
Chinden Boulevard/Black Cat Road
The critical northbound movement is expected to operate at LOS F with a v/c ratio greater than 1.0 in
the weekday p.m. peak hour and Saturday midday peak hour. The same mitigations identified in
existing conditions would bring the intersection operations to an acceptable level. Additionally, the
eight-hour, four-hour, and peak hour MUTCD signal warrants are met for this intersection. Given that a
traffic signal is planned by ACHD in the CIP, this intersection should be signalized when sig nal warrants
are met.
Chinden & Ten Mile Mixed-Use Development September 2017
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44 Kittelson & Associates, Inc.
Chinden Boulevard/Tree Farm Way
In the Saturday midday peak hour, the eastbound through movement operates at a v/c ratio of 0.97. To
mitigate this intersection, Chinden Boulevard needs to be widened to two lanes in the westbound
direction and eastbound directions. With this mitigation, all of the movements are projected to operate
with a v/c ratio of 0.90 or less.
Chinden Boulevard/Ten Mile Road
The overall intersection operations are acceptable, but there are two movements (westbound left turn
and eastbound through) that are projected to operate with a v/c of greater than 0.90 (ITD standard is
0.90). In the weekday p.m. peak hour, the westbound left-turn operates with a v/c ratio of 0.93 and
eastbound through movement operates with a v/c ratio of 0.97. To mitigate this intersection, Chinden
Boulevard needs to be widened to two lanes in both the eastbound and westbound directions. With
this mitigation, all of the movements are projected to operate with a v/c ratio of 0.90 or less.
Chinden Boulevard/Linder Road
The overall intersection operations are acceptable during the weekday a.m. peak hour and Saturday
midday peak hour. However, the intersection operations are projected to operate at LOS F during the
weekday p.m. peak hour. Additionally, there are several movements/lane groups that are projected to
operate with a v/c of greater than 0.90 (ITD standard is 0.90) and 1.0 (ACHD standard is 1.0). In the
weekday p.m. peak hour and Saturday midday peak hour, the southbound and northbound left-turns
operate with a v/c ratio greater than 1.0 and the eastbound left-turn operates with a v/c ratio greater
than 0.90. Linder Village, an in-process development on the southeast corner of the intersection, has
the following improvements in their conditions of approval by ITD:
Widen Chinden Boulevard to two lanes in each direction from Linder Road to Meridian Rd,
Construct an additional eastbound left-turn lane and westbound left-turn lane, and
Implement new signal modifications as needed.
With these improvements in place, the Chinden Boulevard/Linder Road intersection is projected to
operate acceptably and meet ACHD and ITD standards. No additional mitigation is needed.
Roadway Segment Analysis
Table 8 (on the next page) provides the year 2018 background operational analysis for each roadway
segment. As shown in Table 8, all roadway segments operate acceptably except for the following:
Ten Mile Road between Chinden Boulevard and McMillan Road - The same mitigation
identified in existing conditions would bring the segment operations to an acceptable level.
This segment is programmed to be widened from 2-lanes to 5-lanes between the years
2021-2025 as stated in the ACHD’s Capital Improvement Plan (Reference 4).
Chinden & Ten Mile Mixed-Use Development September 2017
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45 Kittelson & Associates, Inc.
Table 8. Roadway Segment Operations for Year 2018 Background Traffic Conditions
Roadway Extents
No. of
Lanes
Functional
Classification1
ACHD / ITD LOS
Thresh./Volume Two-Way ADT2
Peak
Hour/Peak
Direction
LOS/Existing
Volume3,4
ITD Operated Facilities6
Chinden
Boulevard
Linder Rd to
SH 16 1 Expressway D 17,935
(3/26/2014)
AM/EB D
PM/WB D
SAT/EB D
ACHD Operated Facilities
Ten Mile Road
Chinden Blvd to
Lost Rapids
Drive
1
Minor Arterial
E / 575
6,516
(6/10/2015)
AM/NB E/390
PM/NB F/640
SAT/SB E/550
Lost Rapids
Drive to Milano
Drive
1 E / 575
AM/SB E/430
PM/NB F/670
SAT/SB E/570
Milano Drive to
McMillan Rd 2 E / 1,540
AM/SB E/490
PM/SB E/660
SAT/SB E/650
Linder Road
SH 44 to
Chinden Blvd
2
(TWLTL)
Principal Arterial
E / 1,780 14,227
(7/16/2014)
AM/NB E/780
PM/SB E/1,210
SAT/NB F/1,210
Cayuse Creek to
Chinden Blvd 2 E / 1,780 15,427
(7/7/2015)
AM/NB E/650
PM/NB E/950
SAT/NB F/1,000
Black Cat Road Chinden Blvd to
McMillan Rd 1 Minor Arterial E / 575 2,268
(1/29/2015)
AM/SB E/150
PM/SB E/120
SAT/SB E/110
McMillan Road
Linder Rd to
Ten Mile Rd 1
Minor Arterial
E / 575 6,058
(10/8/2014)
AM/WB E/290
PM/WB E/490
SAT/WB E/440
Ten Mile Rd to
Black Cat Rd 1 D / 525 2,542
(1/29/2015)
AM/EB E/200
PM/WB E/460
SAT/WB E/350
Tree Farm Way Chinden Blvd to
Lost Rapids Dr 1 Collector D / 525 2,113
(1/13/2016)
AM/SB D/140
PM/NB D/210
SAT/NB D/180
Long Lake Way Chinden Blvd to
Tango Creek Dr 1 Collector D / 525 2,434
(3/15/2015)
AM/NB D/160
PM/SB D/230
SAT/SB D/180
Lost Rapids Drive Tree Farm Way
to Ten Mile Rd 1 Collector E / 575 5305
(6/20/2017)
AM/EB D/20
PM/EB D/30
SAT/EB D/40
1ACHD Functional Classification Map (Reference 10)
2ADT from ACHD Traffic Volume Database (##, ##, #### = count date)
3LOS D indicates LOS D or better
4Peak hour link volumes obtained from turning movement counts.
5Estimated ADT based on recent AM and PM turning movement counts.
6Operational analysis reported from Synchro 10 for the Chinden Blvd segment between SH 16 and Linder Road.
Chinden & Ten Mile Mixed-Use Development September 2017
Transportation Impact Analysis - Phase 1 (Costco Only)
46 Kittelson & Associates, Inc.
PROPOSED DEVELOPMENT PLAN – PHASE 1 (COSTCO ONLY)
Phase 1 consists of a 166,000 square-foot Costco Wholesale warehouse and gasoline fuel station with
four islands and the potential to add a fifth island in the future (30 fueling positions) on 17.05 acres.
Phase 1 is planned to be complete in 2018.
Access is proposed via Chinden Boulevard, Ten Mile Road, and Lost Rapids Drive. Access Scenario 1 is
shown on the site plan (Figure 2) and is used for this analysis.
Access Scenario 1:
o A full access on 2-lane Chinden Boulevard located approximately 1,160 feet west of Ten
Mile Road and a right-in/right-out access located approximately 615 feet west of Ten
Mile Road.
o A full access on Ten Mile Road located approximately 550 feet south of Chinden
Boulevard and aligned with the existing public street to the east.
o One full access on Lost Rapids Drive located approximately 345 feet to the west of Ten
Mile Road and aligned with the Church driveway to the south.
Additionally, four access scenarios are evaluated as part of the overall study to help with identifying the
interim and long-term access on Chinden Boulevard in conjunction with the improvements planned for
the US 20/26 corridor by ITD. These four access scenarios are analyzed in more detail and presented
later in the TIS.
Costco Trip Generation
For the past 15 years, KAI has maintained a database of traffic data and travel characteristics for Costco
Wholesale. This includes facilities with gas stations and car washes, which are included in the overall
trip generation. The database contains transportation information such as trip rates, trip type
percentages, and parking demand for Costco locations in the United States, as well as Canada and
Mexico. A large portion of the data is from existing Costco sites in the Pacific Northwest. The database
is updated and refined each time new Costco traffic counts or information become available to KAI. In
order to best evaluate the anticipated transportation characteristics of the proposed Costco
development, the Costco database information was used in this TIA since it provides use-specific data
that most accurately represents the anticipated traffic characteristics of the unique development type.
Costco has invested significant effort into developing this site-specific trip generation database for both
their warehouses and their fuel stations because of the unique characteristics of Costco customer travel
that exists due to membership requirements and the nature of Costco sales. These unique elements
apply to the trip generation and distribution for Costco warehouses, Costco gasoline fuel stations, and
the intersection of trips between the two. This database was used to estimate the weekday daily, p.m.
and Saturday midday peak hour vehicle trips for the proposed Costco warehouse and Costco gasoline
fuel station.
Chinden & Ten Mile Mixed-Use Development September 2017
Transportation Impact Analysis - Phase 1 (Costco Only)
47 Kittelson & Associates, Inc.
Costco Warehouses are not open during the weekday a.m. peak hour. However, the Costco fuel station
opens at 6 a.m. An average of the weekday a.m. trip generation rates for Costco gas station sites in
Oregon, Montana, and Idaho (Boise and Nampa) were used in estimating the weekday a.m. peak hour
trips for the Meridian Costco gas station. The Idaho sites (Boise and Nampa) were significantly lower
than the average rate, so the average rate represents a reasonable worst case scenario for the weekday
a.m. peak hour. Table 9 shows the estimated trip generation of Phase 1 of the proposed mixed use
development.
Table 9. Phase 1 (Costco Only) Trip Generation Estimate
Land Use
ITE
Land
Use
Code
Size
(Square
Feet/Units)
Daily
Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour
Total In Out Total In Out Total In Out
2018-Phase 1
Costco Warehouse with Gas Station NA 166,000 11,162 147 75 72 1,139 558 581 1,499 749 749
Pass—by Trips (35% Daily, AM,
PM, 32% Sat) (3,907) (50) (25) (25) (400) (200) (200) (480) (240) (240)
Total Phase 1 Trips 7,255 97 50 47 739 358 381 1,019 510 510
As shown in Table 9, Phase 1 of the proposed mixed use development is estimated to generate
approximately 7,255 daily net new trips and 97 weekday a.m., 739 weekday p.m., and 1,019 Saturday
midday peak hour net new trips.
Trip Distribution/Trip Assignment
The distribution of site-generated trips onto the roadway system within the study area was estimated
based on projected traffic patterns from the COMPASS regional travel demand model, Costco
Warehouse customer patterns, and a review of the access locations and adjacent roadway system. Two
trip distribution patterns were used for the proposed development: 1) Costco Warehouse customer
specific distribution, and 2) Retail, residential, and apartment distribution. Figure 7 illustrates the
estimated trip distribution for the Costco Warehouse and remaining retail and residential uses. The
COMPASS outputs can be found in Attachment A.
Figures 8, 9, and 10 show the trip assignment for Phase 1 for the weekday a.m., weekday p.m., and
Saturday midday peak hour, respectively.
Chinden & Ten Mile Mixed-Use Development September 2017
Transportation Impact Analysis - Phase 1 (Costco Only)
52 Kittelson & Associates, Inc.
YEAR 2018 TOTAL TRAFFIC CONDITIONS – PHASE 1
The Phase 1 total traffic analysis identifies how the study area’s transportation system will operate with
the inclusion of traffic generated from the proposed Costco Wholesale warehouse and fuel station. The
site-generated traffic was added to the year 2018 background traffic volumes to arrive at the weekday
a.m., weekday p.m., and Saturday midday peak hour total traffic volumes for the year 2018.
Roadway Improvements
The following roadway improvements are assumed to be in place in the year 2018 total traffic analysis:
Ten Mile Road
Ten Mile Road is widened to five lanes along the site frontage from Chinden Boulevard through Lost
Rapids Drive.
Chinden Boulevard
A two-way left-turn lane is added between Site Access A and Tree Farm Way to allow for two -stage left-
turns out of the site.
Intersection Level- Of-Service
Figures 11, 12, and 13 show the year 2018 total traffic volumes for the weekday a.m., weekday p.m.,
and Saturday midday peak hour, respectively. Table 10 shows the detailed operational results by lane
group for all the study intersections. Appendix H contains the Synchro outputs for the year 2018 total
traffic conditions and mitigated conditions.
Chinden & Ten Mile Mixed-Use Development September 2017
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56 Kittelson & Associates, Inc.
Table 10. Year 2018 Total Traffic (Phase 1) Operations, Offsite Study Intersections
No. Intersection
Intersection
AM/PM/SAT Lane
Group
Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour
V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay
1 SH 16/
Chinden Boulevard
0.77
0.84
0.82
C
C
B
24.0
22.0
18.4
EBL 0.83 D 37.2 0.82 D 39.1 0.71 C 29.9
EBT 0.57 B 10.4 0.44 A 8.0 0.62 B 11.5
WBT 0.71 C 24.3 0.78 C 24.8 0.70 C 22.0
WBR 0.27 B 10.5 0.53 B 11.4 0.39 A 9.4
NBR 0.01 A 0.0 0.01 A 0.0 0.01 A 0.0
SBL 0.88 D 40.3 0.87 D 39.5 0.86 C 26.4
SBR 0.88 D 40.3 0.87 D 39.5 0.86 C 26.4
2 Black Cat Rd/
Chinden Boulevard - - -
NBLTR 0.76 F 73.8 1.88 F 570.4 1.90 F 558.7
EBL 0.01 A 8.7 0.00 A 0.0 0.00 A 9.7
WBL 0.06 B 10.6 0.12 B 10.4 0.13 B 11.6
SBLTR 0.06 E 43.4 0.39 F 137.3 0.21 F 114.2
3 Tree Farm Way/
Chinden Boulevard
0.80
0.90
0.91
C
C
C
24.9
28.5
29.1
EBL 0.05 B 10.8 0.37 D 38.0 0.10 B 15.3
EBT 0.84 C 25.9 0.78 C 21.3 0.97 D 37.9
EBR 0.02 A 8.6 0.01 A 7.9 0.01 A 7.6
WBL 0.05 C 20.4 0.05 B 16.2 0.12 C 26.1
WBT 0.55 B 15.7 1.03 F 33.2 0.81 B 19.0
WBR 0.06 A 9.4 0.17 A 0.4 0.17 A 8.8
NBL 0.06 E 60.5 0.20 E 58.6 0.10 D 44.3
NBTR 0.01 A 0.0 0.00 A 0.0 0.00 A 0.0
SBL 0.51 D 53.0 0.44 D 53.8 0.48 D 45.3
SBTR 0.00 A 0.0 0.00 A 0.0 0.00 A 0.0
4 Ten Mile Road/
Chinden Boulevard
0.78
1.19
1.72
C
F
F
24.6
98.01
03.1
EBT 0.91 C 31.3 1.22 F 172.4 1.00 E 55.4
EBR 0.39 B 15.5 0.46 D 50.8 0.38 B 16.2
WBL 0.46 C 20.5 1.30 F 201.1 1.85 F 439.3
WBT 0.40 A 6.3 0.81 C 27.5 0.54 A 8.8
NBL 0.62 D 49.4 0.87 E 64.2 0.94 F 82.5
NBR 0.58 D 35.7 0.39 C 24.5 0.70 D 42.1
5 Long Lake Way/
Chinden Boulevard
0.71
0.85
1.14
C
C
D
22.9
20.4
54.0
EBL 0.08 A 7.7 0.14 C 21.2 0.25 C 26.9
EBT 0.80 C 21.3 0.73 B 12.4 1.06 F 62.9
EBR 0.05 A 7.3 0.05 A 4.2 0.02 A 7.0
WBL 0.24 B 18.7 0.47 B 12.7 1.18 F 177.5
WBT 0.48 B 11.6 0.89 C 20.2 0.94 C 32.3
WBR 0.02 A 6.9 0.04 A 3.7 0.05 A 6.7
NBL 0.17 E 61.0 0.36 E 63.3 0.10 D 49.9
NBT 0.04 E 63.4 0.05 E 58.9 0.12 D 52.1
NBR 0.86 E 74.3 0.83 E 68.2 0.52 D 55.0
SBL 0.26 E 59.8 0.38 E 62.6 0.51 D 51.8
SBTR 0.00 A 0.0 0.00 A 0.0 0.00 A 0.0
Chinden & Ten Mile Mixed-Use Development September 2017
Transportation Impact Analysis - Phase 1 (Costco Only)
57 Kittelson & Associates, Inc.
No. Intersection
Intersection
AM/PM/SAT Lane
Group
Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour
V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay
6 Linder Road/
Chinden Boulevard
0.73
1.07
1.09
D
F
F
45.4
147.4
82.0
EBL 0.61 B 16.7 1.34 F 214.9 1.09 F 116.6
EBT 0.55 C 22.5 0.73 D 42.9 0.81 D 44.9
EBR 0.11 B 15.9 0.30 C 30.8 0.31 C 31.1
WBL 0.40 B 17.1 0.95 E 68.8 0.85 D 45.5
WBT 0.37 C 22.1 0.89 D 52.1 1.04 F 92.5
WBR 0.15 B 19.1 0.51 D 35.6 0.69 D 47.6
NBL 0.83 F 93.5 2.00 F 537.6 0.94 F 92.6
NBT 0.84 E 59.5 0.61 D 46.2 1.00 F 97.7
NBR 0.80 E 60.2 0.40 D 43.1 0.73 E 64.3
SBL 1.19 F 200.7 2.61 F 809.3 0.99 F 107.4
SBT 0.62 E 56.6 0.64 D 46.9 0.85 E 67.1
SBR 0.77 E 59.8 0.93 E 75.7 1.14 F 158.0
7 Ten Mile Road/
Lost Rapids Drive - - -
EBLT 0.01 C 19.7 0.05 E 39.0 0.03 E 37.5
EBR 0.03 B 10.9 0.05 B 12.1 0.08 B 12.9
WBLTR 0.25 C 20.7 0.36 E 40.2 0.30 D 29.9
NBL 0.01 A 8.6 0.02 A 8.6 0.02 A 8.8
SBL 0.02 A 8.2 0.06 A 9.3 0.04 A 8.8
8 Ten Mile Road/
McMillan Road
0.55
0.72
0.69
B
C
C
17.5
21.8
20.1
EBL 0.09 B 17.3 0.16 C 21.7 0.12 C 22.2
EBT 0.34 C 20.6 0.49 C 26.8 0.42 C 26.5
EBR 0.30 C 20.8 0.16 C 24.0 0.18 C 24.6
WBL 0.37 B 15.4 0.48 C 20.6 0.42 C 20.5
WBT 0.22 B 16.8 0.72 C 27.6 0.61 C 25.6
WBR 0.09 B 16.1 0.20 C 21.5 0.24 C 22.0
NBL 0.24 B 13.5 0.48 B 14.2 0.36 B 13.9
NBT 0.56 B 17.4 0.80 C 22.8 0.74 B 19.9
NBR 0.23 B 15.0 0.33 B 15.5 0.28 B 15.0
SBL 0.16 B 12.7 0.46 B 14.6 0.46 B 13.6
SBT 0.71 B 19.3 0.77 C 23.0 0.79 C 20.5
SBR 0.02 B 13.8 0.06 B 14.1 0.05 B 12.7
As shown in Table 10, all of the study intersections are projected to operate acceptably with the
exception of the following intersections.
Chinden Boulevard/Black Cat Road
The critical northbound movement is expected to operate at LOS F with a v/c ratio over 1.0 in the
weekday p.m. peak hour and Saturday midday peak hour. The same mitigations identified in existing
conditions would bring the intersection operations to an acceptable level. Additionally, the eight-hour,
four-hour, and peak hour MUTCD signal warrants are met for this intersection. Given that a traffic
signal is planned by ACHD in the CIP, this intersection should be signalized when signal warrants are
met.
Chinden & Ten Mile Mixed-Use Development September 2017
Transportation Impact Analysis - Phase 1 (Costco Only)
58 Kittelson & Associates, Inc.
Chinden Boulevard/Tree Farm Way
In the Saturday midday peak hour, the eastbound through movement operates at a v/c ratio of 0.96. To
mitigate this intersection, Chinden Boulevard needs to be widened to two lanes in both the eastbound
and westbound directions similar to year 2018 background conditions. With this mitigation, all of the
movements are projected to operate with a v/c ratio of 0.90 or less.
Chinden Boulevard/Ten Mile Road
The overall intersection operations are projected to be acceptable during the weekday a.m. peak hour,
but unacceptable (LOS F) during the weekday p.m. and Saturday midday peak hours. Additionally, there
are several movements that are projected to operate with a v/c of greater than 0.90 (I TD standard is
0.90). Similar to year 2018 background traffic conditions, Chinden Boulevard needs to be widened to
two lanes in both the eastbound and westbound directions to improve the intersection operations and
movement v/c’s, but this improvement does not bring the intersection operations to an acceptable
level that meets ITD and ACHD standards. Additional operational analysis was performed to assess a
second westbound left-turn lane or a second northbound left-turn lane at the intersection. Table 11
compares several mitigation scenarios between widening Chinden Boulevard, adding a second
westbound left-turn, and adding a second northbound left-turn lane at the Ten Mile Road/Chinden
Boulevard intersection.
Table 11. Year 2018 Total Traffic Conditions - Ten Mile Road/Chinden Boulevard Mitigation Scenarios
Scenario
Intersection Lane
Group
Weekday PM Peak Hour Saturday Midday Peak
Hour
V/C LOS Delay V/C LOS Delay V/C LOS Delay
Add second EB/WB
Through Lanes
0.92
0.85
D
C
44.7
24.4
EBT 0.74 E 61.2 0.80 C 29.0
WBT 0.42 B 15.2 0.31 A 7.0
WBL 0.95 E 60.6 0.92 C 31.9
NBL 0.87 E 64.2 0.84 D 42.0
Add second EB/WB
Through Lanes and second
NB Left-Turn Lane
0.79
0.76
D
C
35.4
21.4
EBT 0.50 D 44.6 0.78 C 26.0
WBT 0.36 A 8.1 0.30 A 6.3
WBL 0.94 D 44.2 0.91 C 27.0
NBL 0.70 E 58.9 0.47 C 32.7
Add second EB/WB
Through Lanes and second
WB Left-Turn Lane
0.75
0.72
D
C
44.2
27.7
EBT 0.76 E 62.1 0.82 C 34.5
WBT 0.46 B 19.3 0.30 A 7.1
WBL 0.75 E 61.3 0.53 D 35.3
NBL 0.74 D 48.2 0.85 D 47.8
Add EB/WB Through Lanes
and second NB/WB Left-
Turn Lane
0.61
0.66
C
C
38.2
21.1
EBT 0.52 D 45.7 0.76 C 23.0
WBT 0.38 B 10.2 0.32 A 6.9
WBL 0.88 E 64.0 0.79 C 33.9
NBL 0.59 D 51.4 0.43 C 28.4
As shown in Table 11, widening Chinden Boulevard to two lanes in the eastbound and westbound
directions and adding a second westbound left-turn lane is projected to bring this intersection to
acceptable level that meets ITD and ACHD standards.
Chinden & Ten Mile Mixed-Use Development September 2017
Transportation Impact Analysis - Phase 1 (Costco Only)
59 Kittelson & Associates, Inc.
Chinden Boulevard/Long Lake Way
In the Saturday midday peak hour, the eastbound through and westbound left-turn movements are
projected to operate at a v/c ratio greater than 1.0. The westbound through movement is projected to
operate with a v/c ratio greater than 0.90. The overall intersection v/c ratio also has a v/c ratio over 1.0.
To mitigate this intersection, Chinden Boulevard needs to be widened to two lanes in both the
eastbound and westbound directions. With this mitigation, all of the movements are projected to
operate at an acceptable level that meets ITD and ACHD standards.
Chinden Boulevard/Linder Road
The overall intersection operations are acceptable during the weekday a.m. peak hour. However, the
intersection operations are projected to operate at LOS F during the weekday p.m. peak hour and
Saturday midday peak hour. Additionally, there are several movements/lane groups that are projected
to operate with a v/c of greater than 0.90 (ITD standard is 0.90) and 1.0 (ACHD standard is 1.0). With
the improvements in place that are conditions of approval for the Linder Village as identified in year
2018 background traffic conditions, this intersection still does not meet ITD standards with a couple
lane groups operating with a v/c greater than 0.90. To mitigate this intersection, Chinden Boulevard
needs to be widened to two lanes between Linder Road and Long Lake Way. This would help the
northbound left-turn and westbound through movements get full utilization of their lanes at the
intersection.
Site Access Operations
Table 12 summarizes the operations at the site accesses.
Table 12. Year 2018 Total Traffic Site Access Operations
No. Intersection
Lane
Group
Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour
V/C LOS Delay V/C LOS Delay V/C LOS Delay
A Site Access A/
Chinden Boulevard
NBL 0.07 C 23.5 0.75 F 98.6 0.72 F 84.8
NBR 0.05 C 19.9 0.27 C 21.5 31.8 D 0.44
WBL 0.02 B 10.9 0.09 B 11.1 12.7 B 0.14
B Site Access B/
Chinden Boulevard NBR 0.06 C 20.3 0.35 C 24.0 0.58 E 41.3
C Site Access C/
Ten Mile Road
NBL 0.01 A 8.3 0.06 A 9.5 0.08 A 10.0
EBL 0.03 B 12.5 0.23 C 18.2 0.30 C 19.8
EBR 0.03 A 9.6 0.19 B 11.2 0.26 B 11.8
G Site Access G/
Lost Rapids Drive
NBLTR 0.00 A 8.6 0.00 A 8.9 0.00 A 0
EBLTR 0.00 A 7.3 0.00 A 7.6 0.01 A 7.7
WBLTR 0.00 A 7.3 0.00 A 7.3 0.01 A 7.3
SBLT 0.02 A 8.9 0.11 B 10.0 0.16 B 10.8
SBR 0.01 A 8.5 0.06 A 9.0 0.10 A 9.2
As shown in Table 12, all the site accesses are projected to operate acceptably with v/c ratios of less
than 0.90. At Site Access A on Chinden Boulevard, the northbound left turn movement is the critical
Chinden & Ten Mile Mixed-Use Development September 2017
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60 Kittelson & Associates, Inc.
movement and anticipated to experience longer delays during the weekday p.m. and Saturday midday
peak hours. Given that the site has alternate access via Lost Rapids Drive to either traffic signal at Ten
Mile Road/Chinden Boulevard and Tree Farm Way/Chinden Boulevard, it is expected that drivers will
route to these locations as they become familiar with the site to experience less delay leaving the site
to head west on Chinden Boulevard.
95th Percentile Queuing Analysis
Queue lengths were reviewed for the study intersections. There is significant queuing at all of the study
intersections along Chinden Boulevard. This can be mitigated with the widening of Chinden Boulevard
to two lanes in the eastbound and westbound direction as identified in the operational analysis at the
intersections. Queuing worksheets are provided with analysis in Appendix H.
Roadway Segment Analysis
Table 13 (on the next page) provides the year 2018 background operational analysis for each roadway
segment. As shown in Table 13, all of the roadway segments operate acceptably except for the
following:
Ten Mile Road between Chinden Boulevard and McMillan Road - The same mitigation
identified in existing conditions would bring the segment operations to an acceptable level
that meets ACHD standards. This segment is programmed to be widened from 2-lanes to 5-
lanes between the years 2021-2025 as stated in the ACHD’s Capital Improvement Plan
(Reference 4).
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Table 13. Roadway Segment Operations for 2018 Total Traffic Conditions
Roadway Extents
No. of
Lanes
Functional
Classification1
ACHD / ITD LOS
Thresh./Volume Two-Way ADT2
Peak
Hour/Peak
Direction
LOS/Existing
Volume3,4
ITD Operated Facilities6
Chinden
Boulevard
Linder Rd to
SH16 1 Expressway D 17,935
(3/26/2014)
AM/EB D
PM/WB D
SAT/EB D
ACHD Operated Facilities
Ten Mile Road
Chinden Blvd to
Lost Rapids
Drive
2
Minor Arterial
E / 1540
6,516
(6/10/2015)
AM/SB E/420
PM/SB E/700
SAT/SB E/770
Lost Rapids
Drive to Milano
Drive
1 E / 575
AM/SB E/450
PM/NB F/810
SAT/SB F/765
Milano Drive to
McMillan Rd 2 E / 1540
AM/SB E/515
PM/SB E/810
SAT/SB E/850
Linder Road
SH 44 to
Chinden Blvd
2
(TWLTL)
Principal Arterial
E / 1,780 14,227
(7/16/2014)
AM/NB E/790
PM/SB E/1,260
SAT/NB 1,280
Cayuse Creek to
Chinden Blvd 27 E / 1,780 15,427
(7/7/2015)
AM/NB E/660
PM/NB E/970
SAT/NB E/1,020
Black Cat Road Chinden Blvd to
McMillan Rd 1 Minor Arterial E / 575 2,268
(1/29/2015)
AM/SB E/160
PM/SB E/140
SAT/SB E/130
McMillan Road
Linder Rd to
Ten Mile Rd 1
Minor Arterial
E / 575 6,058
(10/8/2014)
AM/WB E/290
PM/WB E/510
SAT/WB E/450
Ten Mile Rd to
Black Cat Rd 1 D / 525 2,542
(1/29/2015)
AM/EB E/200
PM/WB E/460
SAT/WB E/360
Tree Farm Way Chinden Blvd to
Lost Rapids Dr 1 Collector D / 525 2,113
(1/13/2016)
AM/SB D/140
PM/NB D/210
SAT/NB D/180
Long Lake Way Chinden Blvd to
Tango Creek Dr 1 Collector D / 525 2,434
(3/15/2015)
AM/NB D/160
PM/SB D/230
SAT/SB D/180
Lost Rapids Drive Tree Farm Way
to Ten Mile Rd 1 Collector E / 575 5305
(6/20/2017)
AM/WB D/40
PM/WB D/170
SAT/WB D/220
1ACHD Functional Classification Map (Reference 10)
2ADT from ACHD Traffic Volume Database (##, ##, #### = count date)
3LOS D indicates LOS D or better
4Peak hour link volumes obtained from turning movement counts.
5Estimated ADT based on recent AM and PM turning movement counts.
6Operational analysis reported from Synchro 10 for the Chinden Blvd segment between SH 16 and Linder Road.
7Linder Village will be widening Linder Road to two-lanes in both directions
Section 5
Transportation Impact Analysis – Phase 2
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TRANSPORTATION IMPACT ANALYSIS - PHASE 2
The transportation impact analysis identifies how the study area’s transportation system is anticipated
to operate under full build-out of Phase 2 (Full buildout of site, which includes developing the
remainder of the site: residential, apartments, and out-parcel retail pads). Phase 2 is planned to be
complete in the year 2024. The impact of traffic generated by the proposed development during the
typical weekday a.m., weekday p.m., and Saturday midday peak hours was examined with same
assumptions as the 2018 (Phase 1) analysis, except the timeline was expanded for additional 6 years to
2024.
YEAR 2024 BACKGROUND TRAFFIC CONDITIONS
The year 2024 background conditions traffic analysis identifies how the study area’s transportation
system will operate without the proposed development in place. This analysis includes traffic attributed
to general background growth and in-process developments but does not include traffic from the
proposed development. Key assumptions for the year 2024 background traffic conditions analysis
include:
No planned transportation improvements were assumed in the year 2024 background
traffic conditions.
A 2% percent annual growth rate was applied to the year 2017 existing traffic volumes to
account for regional growth.
The same seven in-process developments from the year 2018 (Phase 1 analysis) were
accounted for in the year 2024 background traffic analysis.
o The Tree Farm Subdivision trip generation changed from year 2018 to year 2024, as
the development is planned to connect to Black Cat Road to the north of Chinden
Boulevard as part its future phases. This change in connectivity adds traffic to Black
Cat Road instead of to Tree Farm Way, as shown in the year 2018 background
conditions. Appendix F contains the in-process development trip information.
o Figure 14 illustrates the location and resultant traffic volumes for the seven in-
process developments used in developing the year 2024 background traffic volumes.
Intersection Level- Of-Service
An operational analysis was performed at the study intersections for the three time periods. Figure 15
illustrates the year 2024 background weekday a.m., weekday p.m., and Saturday midday pea k hour
traffic volumes. Table 14 summarizes the year 2024 background traffic conditions at the study
intersections for all three peak hours.
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Table 14. Year 2024 Background Traffic Operations
No. Intersection
Intersection
AM/PM/SAT Lane
Group
Weekday AM Peak Hour Weekday PM Peak Hour
Saturday Midday Peak
Hour
V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay
1 SH 16/
Chinden Boulevard
0.87
0.85
0.83
C
C
C
32.0
27.6
20.4
EBL 0.87 D 46.6 0.87 E 58.7 0.76 D 35.0
EBT 0.65 B 16.0 0.50 B 13.3 0.70 B 15.3
WBT 0.79 C 34.3 0.87 D 40.5 0.75 C 26.8
WBR 0.53 C 29.6 0.81 D 38.7 0.65 C 25.8
NBR 0.02 A 23.0 0.07 C 31.3 0.03 B 19.0
SBL 0.66 C 32.8 0.56 D 40.6 0.56 C 25.9
SBR 0.66 C 30.1 0.89 E 55.2 0.56 C 23.9
2 Black Cat Rd/
Chinden Boulevard - - -
NBLTR 1.23 F 232.3 3.34 F 1304.6 2.82 F 1032.4
EBL 0.02 A 9.0 0.04 B 11.6 0.03 A 9.9
WBL 0.07 B 11.2 0.11 B 10.4 0.10 B 11.4
SBLTR 2.13 F 714.2 3.55 F 1525.6 2.85 F 1139.6
3 Tree Farm Way/
Chinden Boulevard
0.89
1.00
0.90
C
D
C
30.6
38.2
29.3
EBL 0.05 B 10.9 0.30 D 38.7 0.06 B 15.3
EBT 0.95 D 37.9 0.80 C 21.8 0.98 D 39.3
EBR 0.02 A 7.9 0.01 A 7.4 0.00 A 7.1
WBL 0.09 C 30.9 0.06 B 17.0 0.14 C 27.6
WBT 0.60 B 15.5 1.11 F 52.2 0.82 B 18.6
WBR 0.05 A 8.5 0.14 A 0.1 0.14 A 7.6
NBL 0.04 E 60.9 0.13 E 59.1 0.00 A 0.0
NBTR 0.00 A 0.0 0.00 A 0.0 0.00 A 0.0
SBL 0.47 D 54.1 0.40 D 54.8 0.42 D 45.1
SBTR 0.00 A 0.0 0.00 A 0.0 0.00 A 0.0
4 Ten Mile Road/
Chinden Boulevard
0.84
1.03
1.00
C
E
C
23.9
68.0
31.6
EBT 0.93 D 35.7 1.12 F 127.2 0.94 D 38.6
EBR 0.41 B 14.8 0.51 D 50.8 0.44 B 16.5
WBL 0.44 C 23.5 0.94 E 77.6 0.97 E 77.7
WBT 0.43 A 6.2 0.94 D 40.7 0.64 A 10.0
NBL 0.74 E 62.1 0.90 E 69.0 0.90 E 69.4
NBR 0.27 A 6.6 0.27 A 9.2 0.28 A 5.9
5 Long Lake Way/
Chinden Boulevard
0.80
0.86
1.19
C
C
D
29.3
21.0
38.9
EBL 0.09 A 8.7 0.14 C 22.3 0.18 B 19.3
EBT 0.91 C 30.6 0.69 B 11.8 0.98 D 40.5
EBR 0.05 A 7.8 0.05 A 4.5 0.02 A 7.0
WBL 0.38 C 28.0 0.46 B 11.1 1.06 F 128.7
WBT 0.53 B 13.1 0.90 C 21.4 0.87 C 22.9
WBR 0.03 A 7.5 0.05 A 3.9 0.06 A 6.8
NBL 0.18 D 54.5 0.35 E 62.4 0.09 D 49.6
NBT 0.04 E 57.0 0.05 E 58.1 0.13 D 51.7
NBR 0.87 F 95.0 0.84 E 71.8 0.57 E 55.0
SBL 0.25 D 53.6 0.39 E 62.0 0.53 D 51.7
SBTR 0.00 A 0.0 0.00 A 0.0 0.00 A 0.0
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No. Intersection
Intersection
AM/PM/SAT Lane
Group
Weekday AM Peak Hour Weekday PM Peak Hour
Saturday Midday Peak
Hour
V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay
6 Linder Road/
Chinden Boulevard
0.79
1.10
1.09
D
F
E
48.1
150.5
74.9
EBL 0.70 C 22.1 1.29 F 195.9 1.05 F 101.8
EBT 0.62 C 25.6 0.72 D 40.6 0.81 D 45.9
EBR 0.13 B 17.1 0.29 C 29.8 0.29 C 32.3
WBL 0.48 B 19.3 0.99 F 80.4 0.89 D 53.7
WBT 0.41 C 23.8 0.91 D 53.6 0.96 E 71.3
WBR 0.17 C 20.3 0.52 D 35.1 0.71 D 47.9
NBL 0.85 F 97.5 1.97 F 526.0 0.94 F 93.8
NBT 0.84 E 58.6 0.68 D 48.7 1.04 F 106.3
NBR 0.81 E 59.4 0.45 D 44.5 0.76 E 65.9
SBL 1.27 F 229.9 2.75 F 873.1 1.03 F 118.5
SBT 0.63 E 55.5 0.72 D 49.7 0.83 E 63.5
SBR 0.74 E 58.0 0.91 E 72.8 0.89 F 81.9
7 Ten Mile Road/
Lost Rapids Drive - - -
EBLTR 0.04 B 11.9 0.10 C 16.9 0.11 C 15.2
WBLTR 0.25 C 20.6 0.34 E 38.6 0.28 D 28.6
NBLT 0.01 A 8.6 0.02 A 8.6 0.02 A 8.8
SBL 0.02 A 8.2 0.05 A 9.3 0.04 A 8.8
8 Ten Mile Road/
McMillan Road
0.59
0.72
0.63
B
C
B
18.2
21.0
19.4
EBL 0.10 B 18.5 0.14 C 21.5 0.09 C 20.4
EBT 0.39 C 22.4 0.50 C 26.4 0.44 C 24.6
EBR 0.35 C 22.7 0.16 C 23.5 0.18 C 22.6
WBL 0.42 B 15.9 0.53 C 21.0 0.42 B 17.1
WBT 0.25 B 17.8 0.75 C 27.5 0.58 C 22.1
WBR 0.09 B 16.9 0.18 C 20.8 0.19 B 18.7
NBL 0.27 B 13.9 0.49 B 14.3 0.37 B 14.3
NBT 0.56 B 17.7 0.75 C 21.2 0.67 C 20.1
NBR 0.25 B 15.3 0.39 B 16.8 0.37 B 17.2
SBL 0.18 B 12.9 0.45 B 14.8 0.44 B 13.7
SBT 0.73 B 19.9 0.72 C 21.3 0.75 C 20.4
SBR 0.01 B 13.9 0.06 B 15.0 0.04 B 14.0
As shown in Table 14, all of the study intersections currently operate acceptably within the agencies
standards except for the following intersections. These intersections, with the addition of Long Lake
Way/Chinden Boulevard, are projected to have the same operational deficiency as in the year 2018
background conditions. Appendix I contains the year 2024 background conditions and mitigated
Synchro worksheets.
Chinden Boulevard/Black Cat Road
Both the southbound and northbound movements are projected to operate at LOS F with a v/c ratio
over 1.0 during all three time periods. The same mitigations identified in existing conditions would
bring the intersection operations to an acceptable level that meets ITD and ACHD standards.
Chinden & Ten Mile Mixed-Use Development September 2017
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Chinden Boulevard/Tree Farm Way
In the weekday a.m. and Saturday midday peak hour, the eastbound through movement operates at a
v/c ratio of 0.95 and 0.98, respectively. In the weekday p.m. peak hour the westbound through
movement operates at a v/c ratio of 1.0. The same mitigations identified in year 2018 background
traffic conditions would bring the intersection operations to an acceptable level that meets ITD and
ACHD standards.
Chinden Boulevard/Ten Mile Road
The overall intersection operations are projected to be acceptable during the weekday a.m. peak hour
and Saturday midday peak hour, but unacceptable (LOS E) during the weekday p.m. peak hour per ITD
standard. Additionally, there are several movements that are projected to operate with a v/c of greater
than 0.90 (ITD standard is 0.90) and 1.0 (ACHD standard is 1.0). The same mitigations identified in year
2018 background traffic conditions would bring the intersection operations to an acceptable level that
meets ITD and ACHD standards.
Chinden Boulevard/Long Lake Way
In the weekday a.m. and Saturday midday peak hour, the eastbound through movement operates at a
v/c ratio over 0.90. The westbound left-turn movement operates with a v/c ratio over 1.0 in the
Saturday midday peak hour. To mitigate this intersection, Chinden Boulevard needs to be widened to
two lanes in both the eastbound and westbound directions. With this mitigation, all of the movements
are projected to operate with a v/c ratio of 0.90 or less.
Chinden Boulevard/Linder Road
The overall intersection operations are acceptable during the weekday a.m. peak hour. However, the
intersection operations are projected to operate at LOS F and E during the weekday p.m. peak hour and
Saturday midday peak hour, respectively. Additionally, there are several movements/lane groups that
are projected to operate with a v/c of greater than 0.90 (ITD standard is 0.90) and 1.0 (ACHD standard is
1.0). With the improvements in place that are conditions of approval for the Linder Village as identified
in year 2018 background traffic conditions, this intersection still does not meet ITD standards with a
couple lane groups operating with a v/c greater than 0.90. To mitigate this intersection, Chinden
Boulevard needs to be widened to two lanes between Linder Road and Long Lake Way. This
improvement would help the northbound left-turn and westbound through movements get full
utilization of their lanes at the intersection.
95th Percentile Queuing Analysis
Queue lengths were reviewed for the study intersections. There is significant queuing at all of the study
intersections along Chinden Boulevard. The long queue lengths can be mitigated with the widening of
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Chinden Boulevard to two lanes in the eastbound and westbound directions. Queuing worksheets are
provided with analysis in Appendix I.
Roadway Segment Analysis
Table 15 provides the year 2024 background operational analysis for eac h roadway segment. As shown
in Table 15, all of the roadway segments operate acceptably except for the following:
Ten Mile Road between Chinden Boulevard and McMillan Road - The same mitigation
identified in existing conditions would bring the segment operations to an acceptable level
that meets ACHD standards. This segment is programmed to be widened from 2-lanes to 5-
lanes between the years 2021-2025 as stated in the ACHD’s Capital Improvement Plan
(Reference 4).
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Table 15. Roadway Segment Operations for Year 2024 Background Traffic Conditions
Roadway Extents
No. of
Lanes
Functional
Classification1
ACHD / ITD LOS
Thresh./Volume Two-Way ADT2
Peak
Hour/Peak
Direction
LOS/Existing
Volume3,4
ITD Operated Facilities6
Chinden
Boulevard
Linder Rd to
SH16 1 Expressway D 17,935
(3/26/2014)
AM/EB D
PM/WB D
SAT/EB D
ACHD Operated Facilities
Ten Mile Road
Chinden Blvd to
Lost Rapids
Drive
1
Minor Arterial
E / 575
6,516
(6/10/2015)
AM/SB E/440
PM/NB F/710
SAT/SB F/620
Lost Rapids
Drive to Milano
Drive
1 E / 575
AM/SB E/480
PM/NB F/745
SAT/SB F/630
Milano Drive to
McMillan Rd 2 E / 1,540
AM/SB E/550
PM/NB E/730
SAT/SB E/720
Linder Road
SH 44 to
Chinden Blvd
2
(TWLTL)
Principal Arterial
E / 1,780 14,227
(7/16/2014)
AM/NB E/850
PM/SB E/1,310
SAT/NB F/1,300
Cayuse Creek to
Chinden Blvd 2 E / 1,780 15,427
(7/7/2015)
AM/NB E/710
PM/NB E/1,020
SAT/NB E/1,060
Black Cat Road Chinden Blvd to
McMillan Rd 1 Minor Arterial E / 575 2,268
(1/29/2015)
AM/SB E/180
PM/SB E/140
SAT/SB E/130
McMillan Road
Linder Rd to
Ten Mile Rd 1
Minor Arterial
E / 575 6,058
(10/8/2014)
AM/WB E/320
PM/WB E/560
SAT/WB E/440
Ten Mile Rd to
Black Cat Rd 1 D / 525 2,542
(1/29/2015)
AM/EB E/220
PM/WB E/510
SAT/WB E/390
Tree Farm Way Chinden Blvd to
Lost Rapids Dr 1 Collector D / 525 2,113
(1/13/2016)
AM/SB D/120
PM/NB D/170
SAT/NB D/150
Long Lake Way Chinden Blvd to
Tango Creek Dr 1 Collector D / 525 2,434
(3/15/2015)
AM/NB D/170
PM/SB D/250
SAT/SB D/190
Lost Rapids Drive Tree Farm Way
to Ten Mile Rd 1 Collector E / 575 5305
(6/20/2017)
AM/EB D/20
PM/EB D/40
SAT/EB D/40
1ACHD Functional Classification Map (Reference 10)
2ADT from ACHD Traffic Volume Database (##, ##, #### = count date)
3LOS D indicates LOS D or better
4Peak hour link volumes obtained from turning movement counts.
5Estimated ADT based on recent AM and PM turning movement counts.
6Operational analysis reported from Synchro 10 for the Chinden Blvd segment between SH 16 and Linder Road.
Chinden & Ten Mile Mixed-Use Development September 2017
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PROPOSED DEVELOPMENT PLAN – PHASE 2
Phase 2 of the proposed development is described below.
(Already Built with Phase 1) A 166,000 square-foot Costco Wholesale warehouse and
gasoline fuel station with four islands and the potential to add a fifth island in the future (30
fueling positions) on 17.05 acres.
An additional 60,000 square feet of retail pads, 115 apartment units on 16.64 acres, and 162
single family residential homes on 32.41 acres. Phase 2 is planned to be built out in the year
2024.
Access is proposed via Chinden Boulevard, Ten Mile Road, and Lost Rapids Drive. Access Scenario 1 is
shown on the site plan (Figure 2) and is used for this analysis.
Access Scenario 1:
o A full access on 2-lane Chinden Boulevard located approximately 1,160 feet west of
Ten Mile Road and a right-in/right-out access located approximately 615 feet west
of Ten Mile Road.
o A full access on Ten Mile Road located approximately 550 feet south of Chinden
Boulevard.
o Four full accesses located on Lost Rapids Drive to serve the development. These
accesses will serve the single family residential area, apartments, and a secondary
access to Costco and the retail pads.
Additionally, four access scenarios are evaluated as part of the overall study to help with identifying the
interim and long-term access on Chinden Boulevard in conjunction with the improvements planned for
the Chinden Boulevard corridor by ITD. These four access scenarios are analyzed in more detail and
presented later in the TIS.
Retail and Residential Trip Generation
The projected weekday daily, a.m., and p.m. and Saturday midday peak hour vehicle trips for the
remaining land uses in the proposed mixed use development were estimated based on the Trip
Generation Manual, 9th Edition (Reference 15) published by the Institute of Transportation Engineers
(ITE). Pass-by trips were estimated using the Trip Generation Handbook, 3rd Edition (Reference 16)
published by the Institute of Transportation Engineers (ITE).
The site internalization rate was based off of other Costco sites with shopping centers on site and is
generally less that the internalization between retail uses published by ITE. The internal trip percentage
between uses was limited to 10 percent. This internal trip percentage is much lower than the ITE
percentages for retail-to-retail trips in mixed use developments of 20 to 30 percent. An internalization
rate of 10% was also used for the retail to residential trips to be conservative due to the unique
Chinden & Ten Mile Mixed-Use Development September 2017
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characteristics of Costco. No internal connection is proposed between the single family homes and the
shopping center, so all of the trips that occur between the two land uses will use Lost Rapids Drive.
Table 16 shows the estimated trip generation of the proposed mixed use development under Phase 2.
Table 16. Phase 2 Trip Generation Estimate
Land Use
ITE
Land
Use
Code
Size
(Square
Feet/Units)
Daily
Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour
Total In Out Total In Out Total In Out
2024-Phase 2
Costco Warehouse with Gas Station NA 166,000 11,162 147 75 72 1,139 558 581 1,499 749 749
Internal Trips (10%) 30 pumps (1,116) (15) (7) (7) (114) (56) (58) (150) (75) (75)
Net Driveway Trips 10,046 132 67 65 1,025 502 523 1,349 675 675
Pass—by Trips (35% Daily, AM,
PM, 32% Sat) (3,516) (50) (25) (25) (400) (200) (200) (480) (240) (240)
Shopping Center 820 60,000 4,872 114 71 43 425 204 221 627 326 301
Internal Trips (10%) (487) (11) (7) (4) (43) (20) (22) (63) (33) (30)
Net Driveway Trips 4,385 103 64 39 383 184 199 565 294 271
Pass—by Trips (34% Daily, AM,
PM, 26% Sat) (1,491) (35) (17) (17) (130) (65) (65) (147) (73) (73)
Apartments 220 115 820 60 12 48 81 53 28 66 33 33
Internal Trips (10%) (82) (6) (1) (5) (8) (5) (3) (7) (3) (3)
Net Driveway Trips 738 54 11 43 73 47 25 60 30 30
Single Family Housing 820 162 1,637 123 31 92 162 102 60 153 83 70
Internal Trips (10%) (164) (12) (3) (9) (16) (10) (6) (15) (8) (7)
Net Driveway Trips 1,473 111 28 83 146 92 54 138 74 63
Total Phase 2 Net New Trips 11,635 315 127 188 1,096 560 536 1,485 759 725
As shown in Table 16, the proposed mixed use development is estimated to generate 11,635 daily net
new trips, 315 weekday a.m. peak hour, 1,096 weekday p.m. peak hour, and 1,485 Saturday midday
peak hour net new trips.
Trip Distribution/Trip Assignment
The distribution of site-generated trips onto the roadway system within the study area was estimated
based on projected traffic patterns from the COMPASS regional travel demand model, Costco
Warehouse customer patterns, and a review of the access locations and adjacent roadway system. Two
trip distribution patterns were used for the proposed development: 1) Costco Warehouse customer
specific distribution, and 2) Retail, residential, and apartment distribution. Figure 7 illustrates the
estimated trip distribution patterns. The COMPASS outputs can be found in Attachment A.
Figures 16, 17, and 18 show the trip assignment for Phase 2 for the weekday a.m., weekday p.m., and
Saturday midday peak hour, respectively.
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YEAR 2024 TOTAL TRAFFIC CONDITIONS – PHASE 2
The Phase 2 total traffic analysis identifies how the study area’s transportation system will operate with
the inclusion of traffic generated from buildout of the proposed mixed use development. The site-
generated traffic was added to the year 2024 background traffic volumes to arrive at the weekday a.m.,
weekday p.m., and Saturday midday peak hour total traffic volumes for the year 2024.
Roadway Improvements
The following roadway improvements are assumed in the year 2024 total traffic analysis:
Ten Mile Road
Ten Mile Road is widened to five lanes on the frontage of the site from Chinden Boulevard through Lost
Rapids Drive.
Chinden Boulevard
A two-way left-turn lane is added between Site Access A and Tree Farm Way to allow for two -stage left-
turns out of the site.
Intersection Level- Of-Service
Figures 19, 20, and 21 show the year 2024 total traffic volumes for the weekday a.m., weekday p.m.,
and Saturday midday peak hours, respectively. Table 17 shows the detailed operational results by lane
group for all of the study intersections. Appendix J contains the Synchro outputs for the year 2024 total
traffic conditions and mitigated conditions.
Chinden & Ten Mile Mixed-Use Development September 2017
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Table 17. Year 2024 Total Traffic Operations, Offsite Study Intersections
No. Intersection
Intersection
AM/PM/SAT Lane
Group
Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour
V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay
1 SH 16/
Chinden Boulevard
0.87
0.91
0.90
C
D
C
30.5
42.0
29.3
EBL 0.88 D 43.3 0.88 E 64.8 0.79 D 46.6
EBT 0.66 B 16.9 0.52 B 13.5 0.75 C 20.1
WBT 0.57 D 37.2 0.89 D 42.6 0.79 C 32.9
WBR 0.03 C 31.6 0.88 D 45.4 0.78 C 34.2
NBR 0.03 A 23.8 0.10 C 32.8 0.06 C 20.2
SBL 0.67 C 32.9 0.70 D 45.6 0.66 C 30.6
SBR 0.64 C 29.6 0.90 E 55.9 0.50 C 24.7
2 Black Cat Rd/
Chinden Boulevard - - -
NBLTR 1.41 F 305.3 5.14 F 2165.5 6.50 F 2808.9
EBL 0.02 A 9.1 0.00 B 11.9 0.03 B 10.5
WBL 0.08 B 11.4 0.15 B 11.2 0.17 B 12.8
SBLTR 2.52 F 915.3 6.21 F 2963.6 9.61 F 4777.4
3 Tree Farm Way/
Chinden Boulevard
0.91
1.06
1.05
D
E
D
37.2
61.4
54.0
EBL 0.05 B 15.5 0.30 D 36.6 0.09 C 21.7
EBT 0.99 D 48.0 0.95 D 42.8 1.11 F 85.5
EBR 0.04 A 8.8 0.06 B 10.6 0.04 A 8.2
WBL 0.23 D 37.3 0.37 C 31.8 0.38 C 31.3
WBT 0.61 B 16.6 1.17 F 87.9 0.90 C 27.6
WBR 0.06 A 8.9 0.15 A 0.3 0.14 A 8.0
NBL 0.28 E 57.6 0.54 D 52.9 0.23 D 47.7
NBTR 0.46 E 63.6 0.32 E 58.2 0.30 D 51.7
SBL 0.51 D 54.5 0.37 E 55.8 0.47 D 49.5
SBTR 0.22 E 57.8 0.32 E 63.0 0.25 D 51.0
4 Ten Mile Road/
Chinden Boulevard
0.89
1.38
2.05
C
F
F
32.5
138.5
154.2
EBT 0.95 D 40.5 1.38 F 243.0 1.14 F 104.0
EBR 0.40 B 14.2 0.53 D 53.1 0.44 B 16.9
WBL 0.63 C 33.6 1.54 F 301.2 2.25 F 615.4
WBT 0.43 A 5.9 0.93 D 40.2 0.63 B 10.2
NBL 0.80 E 71.0 0.98 F 83.6 1.06 F 116.3
NBR 0.76 D 52.5 0.45 C 25.8 0.80 D 48.4
5 Long Lake Way/
Chinden Boulevard
0.84
1.00
1.19
C
D
F
31.7
39.7
100.0
EBL 0.10 A 9.3 0.34 D 44.0 0.38 C 33.5
EBT 0.95 D 36.8 0.85 B 18.5 1.21 F 123.2
EBR 0.05 A 7.8 0.06 A 4.5 0.03 A 7.0
WBL 0.48 D 37.6 0.67 C 25.9 1.24 F 197.3
WBT 0.56 B 13.7 1.05 F 55.8 1.11 F 82.3
WBR 0.03 A 7.4 0.05 A 4.0 0.06 A 6.8
NBL 0.18 E 59.6 0.40 E 63.1 0.13 D 49.7
NBT 0.04 E 62.3 0.05 E 58.0 0.13 D 52.1
NBR 0.87 E 73.8 0.84 E 72.6 0.57 E 55.5
SBL 0.26 E 58.6 0.39 E 61.8 0.53 D 52.2
SBTR 0.00 A 0.0 0.00 A 0.0 0.00 A 0.0
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No. Intersection
Intersection
AM/PM/SAT Lane
Group
Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour
V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay
6 Linder Road/
Chinden Boulevard
0.82
1.25
1.25
D
F
F
48.8
184.9
156.6
EBL 0.77 C 27.6 1.76 F 403.6 1.17 F 143.8
EBT 0.65 C 26.6 0.91 E 56.8 0.83 D 41.8
EBR 0.14 B 17.2 0.35 C 33.6 0.30 C 27.0
WBL 0.51 C 20.2 1.27 F 185.4 0.92 E 58.1
WBT 0.44 C 24.3 1.10 F 106.1 1.05 F 92.3
WBR 0.17 C 20.3 0.56 D 38.9 0.65 D 42.3
NBL 0.88 F 105.1 2.13 F 595.6 1.10 F 143.0
NBT 0.84 E 58.6 0.62 D 44.9 0.00 E 57.2
NBR 0.81 E 59.4 0.41 D 41.3 1.36 F 261.5
SBL 1.27 F 229.9 2.75 F 873.1 0.92 F 82.3
SBT 0.63 E 55.5 0.65 D 45.6 1.14 F 145.9
SBR 0.82 E 59.9 1.00 F 94.9 1.71 F 397.6
7 Ten Mile Road/
Lost Rapids Drive - - -
EBL 0.09 C 21.2 1.04 F 284.7 2.40 F 956.7
EBTR 0.11 B 10.5 0.20 B 11.8 0.29 B 13.5
WBLTR 0.25 C 20.4 0.93 F 195.0 1.40 F 397.4
NBL 0.06 A 9.0 0.26 B 10.3 0.38 B 12.0
SBL 0.02 A 8.2 0.06 A 9.4 0.04 A 8.9
8 Ten Mile Road/
McMillan Road
0.63
0.83
0.78
B
C
C
18.4
25.0
23.2
EBL 0.11 B 19.1 0.23 C 25.2 0.20 C 25.0
EBT 0.40 C 23.2 0.50 C 30.7 0.47 C 30.2
EBR 0.36 C 23.5 0.16 C 27.6 0.20 C 27.8
WBL 0.45 B 17.9 0.56 C 25.2 0.53 C 25.3
WBT 0.27 B 19.4 0.78 C 33.1 0.74 C 32.2
WBR 0.00 B 17.7 0.22 C 25.2 0.30 C 26.1
NBL 0.28 B 13.5 0.61 B 18.7 0.45 B 15.4
NBT 0.58 B 17.3 0.84 C 26.2 0.81 C 23.2
NBR 0.23 B 14.5 0.33 B 16.0 0.28 B 14.8
SBL 0.19 B 12.3 0.61 C 20.2 0.57 B 16.1
SBT 0.75 B 19.7 0.80 C 24.7 0.83 C 23.2
SBR 0.03 B 13.2 0.07 B 14.5 0.06 B 12.3
As shown in Table 17, all of the study intersections are projected to operate acceptably with the
exception of the following intersections:
Chinden Boulevard/Black Cat Road
The critical northbound movement is expected to operate at LOS F with a v/c ratio over 1.0 in the
weekday p.m. peak hour and Saturday midday peak hour. The same mitigations identified in existing
conditions would bring the intersection operations to an acceptable level that meets ITD and ACHD
standards.
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Chinden Boulevard/Tree Farm Way
In the weekday a.m. and Saturday midday peak hour, the eastbound through movement operates at a
v/c ratio of 0.95 and 0.98, respectively. In the weekday p.m. peak hour the westbound through
movement operates at a v/c ratio of 1.0. The same mitigations identified in year 2018 background
traffic conditions would bring the intersection operations to an acceptable level that meets ITD and
ACHD standards.
Chinden Boulevard/Ten Mile Road
The overall intersection operations are projected to be acceptable during the weekday a.m. peak hour,
but unacceptable (LOS F) during the weekday p.m. and Saturday midday peak hours. Additionally, there
are several movements that are projected to operate with a v/c of greater than 0.90 (ITD standard is
0.90). The same mitigations identified in year 2018 total traffic conditions would bring the intersection
operations to an acceptable level that meets ITD and ACHD standards. Table 18 summarizes the
operational mitigation scenarios at the Ten Mile Road/Chinden Boulevard intersection.
Table 18. Year 2024 Total Traffic Conditions - Ten Mile Road/Chinden Boulevard Mitigation Scenarios
Scenario
Intersection Lane
Group
Weekday PM Peak Hour Saturday Midday Peak
Hour
V/C LOS Delay V/C LOS Delay V/C LOS Delay
Add second EB/WB
Through Lanes
1.06
1.02
E
D
59.6
46.0
EBT 0.97 F 84.2 0.93 E 55.8
WBT 0.49 B 15.6 0.33 A 8.0
WBL 1.04 F 91.3 0.98 E 70.5
NBL 1.00 F 90.6 0.96 F 92.5
Add second EB/WB
Through Lanes and second
NB Left-Turn Lane
0.90
0.89
D
C
41.3
30.5
EBT 0.70 E 55.7 0.85 D 36.5
WBT 0.41 A 8.3 0.32 A 5.1
WBL 0.95 E 57.8 0.94 D 46.8
NBL 0.82 E 66.1 0.68 D 50.9
Add second EB/WB
Through Lanes and second
WB Left-Turn Lane
0.86
0.83
D
C
48.2
29.2
EBT 0.86 E 68.1 0.83 C 31.5
WBT 0.53 B 20.0 0.36 A 8.5
WBL 0.85 E 67.4 0.86 D 47.2
NBL 0.86 E 57.8 0.86 D 48.9
Add second EB/WB
Through Lanes and second
NB/WB Left-Turn Lane
0.69
0.73
D
C
40.3
26.2
EBT 0.62 D 50.6 0.81 C 28.8
WBT 0.44 B 10.9 0.35 A 7.6
WBL 0.89 E 65.1 0.85 D 42.5
NBL 0.66 D 53.6 0.48 D 36.5
Chinden Boulevard/Long Lake Way
In the weekday p.m. and Saturday midday peak hours, the eastbound through, westbound through, and
westbound left-turn movements are projected to operate at a v/c ratio greater than 1.0. During both
time periods the overall intersection v/c ratio is also 1.0 or greater. The same mitigations identified in
year 2024 background traffic conditions would bring the intersection operations to an acceptable level
that meets ITD and ACHD standards.
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Chinden Boulevard/Linder Road
The overall intersection operations are acceptable during the weekday a.m. peak hour. However, the
intersection operations are projected to operate at LOS F during the weekday p.m. peak hour and
Saturday midday peak hour. Additionally, there are several movements/lane groups that are projected
to operate with a v/c of greater than 0.90 (ITD standard is 0.90) and 1.0 (ACHD standard is 1.0). The
same mitigations (several of them are part of conditions of approval for the Linder Village) identified in
year 2018 and 2024 background traffic conditions would bring the intersection operations to an
acceptable level that meets ITD and ACHD standards.
Lost Rapids Drive/Ten Mile Road
The critical eastbound and westbound movement is expected to operate at LOS F with a v/c ratio over
1.0 in the weekday p.m. peak hour and Saturday midday peak hour. The MUTCD eight -hour, four-hour,
and peak hour signal warrants are met for this intersection when including the traffic volume for the
eastbound right-turn lane. With a traffic signal in place, this intersection is projected to operate at an
acceptable level that meets ACHD standards.
Site Driveway Operations
Table 18 shows the site driveway operations for the year 2024 total traffic conditions.
Table 19. Year 2024 Total Traffic Site Access Operations
No. Intersection
Lane
Group
Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour
V/C LOS Delay V/C LOS Delay V/C LOS Delay
A Site Access A/
Chinden Boulevard
NBL 0.12 D 29.1 0.96 F 187.3 0.98 F 174.6
NBR 0.07 C 24.5 0.39 D 28.2 0.68 F 56.2
WBL 0.03 B 12.0 0.13 B 12.1 0.22 B 14.9
B Site Access B/
Chinden Boulevard NBR 0.09 D 25.0 0.52 D 34.8 0.90 F 95.1
C Site Access C/
Ten Mile Road
NBL 0.01 A 8.5 0.08 B 10.1 0.12 B 10.9
EBL 0.03 B 13.2 0.33 C 22.4 0.44 D 26.4
EBR 0.03 A 9.9 0.25 B 12.0 0.34 B 13.0
D Site Access D/
Lost Rapids Drive
WBLR 0.06 A 9.1 0.05 B 10.1 0.06 B 10.1
SBL 0.01 A 7.4 0.03 A 7.7 0.02 A 7.7
E Site Access E/
Lost Rapids Drive
EBL 0.01 A 7.3 0.02 A 7.6 0.01 A 7.7
SBLR 0.04 A 8.9 0.04 B 10.0 0.05 B 10.2
F Site Access F/
Lost Rapids Drive
EBL 0.00 A 7.3 0.01 A 7.7 0.01 A 7.7
SBLR 0.04 A 9.1 0.03 B 10.2 0.03 B 10.3
G Site Access G/
Lost Rapids Drive
NBLTR 0.00 A 9.1 0.00 A 9.9 0.00 A 0.00
EBL 0.00 A 7.4 0.02 A 7.9 0.02 A 8.0
WBL 0.00 A 7.4 0.00 A 7.4 0.01 A 7.4
SBL 0.03 A 9.6 0.18 B 12.0 0.26 B 13.5
SBTR 0.02 A 8.6 0.14 A 9.9 0.20 B 10.3
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As shown in Table 18, all the site accesses are projected to operate acceptably except for Site Access
A/Chinden Boulevard during the weekday p.m. and Saturday midday peak hours.
Site Access A/Chinden Boulevard
This access is projected to operate at a v/c ratio of 0.96 and 0.98 in the weekday p.m. peak hour and
Saturday midday peak hour, respectively, which does not meet ACHD’s standard of 0.90. At Site Access
A on Chinden Boulevard, the northbound left turn movement is the critical movement and anticipated
to experience longer delays during the weekday p.m. and Saturday midday peak hours. Given that the
site has alternate access via Lost Rapids Drive to either traffic signal at Ten Mile Road/Chinden
Boulevard and Tree Farm Way/Chinden Boulevard, it is expected that drivers will route to these
locations as they become familiar with the site to experience less delay leaving the site to head west on
Chinden Boulevard. Additionally, this intersection should be monitored to determine when to restrict
this driveway to right-in/right-out/left-in movement. This driveway restriction is discussed further in the
access scenarios section.
95th Percentile Queuing Analysis
95th percentile queue lengths were reviewed for the study intersections. There is significant queuing at
all of the study intersections along Chinden Boulevard. The queue lengths can be mitigated with the
widening of Chinden Boulevard to two lanes in the eastbound and westbound direction. Queuing
worksheets are provided with analysis in Appendix J.
Roadway Segment Analysis
Table 20 provides the year 2024 total traffic operational analysis for each roadway segment. As shown
in Table 20, all of the roadway segments are projected to operate acceptably except for the following:
Chinden Boulevard between SH 16 to Linder Road – This roadway is projected to operate at
LOS E for the Saturday midday peak hour. To mitigate this roadway segment, Chinden
Boulevard needs to be widened to four lanes between Tree Farm Way and Linder Road. This
roadway already needs to be widened to bring intersections operations within agency
standards.
Ten Mile Road between Chinden Boulevard and McMillan Road - The same mitigation
identified in existing conditions would bring the segment operations to an acceptable level
that meets ACHD standards. This segment is programmed to be widened from 2-lanes to 5-
lanes between the years 2021-2025 as stated in the ACHD’s Capital Improvement Plan
(Reference 4).
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Table 20. Roadway Segment Operations for 2024 Total Traffic Conditions
Roadway Extents
No. of
Lanes
Functional
Classification1
ACHD / ITD LOS
Thresh./Volume Two-Way ADT2
Peak
Hour/Peak
Direction
LOS/Existing
Volume3,4
ITD Operated Facilities6
Chinden
Boulevard
Linder Rd to
SH 16 1 Expressway D 17,935
(3/26/2014)
AM/EB D
PM/WB D
SAT/EB E
ACHD Operated Facilities
Ten Mile Road
Chinden Blvd to
Lost Rapids
Drive
2
Minor Arterial
E / 1,540
6,516
(6/10/2015)
AM/SB E/480
PM/NB E/790
SAT/SB E/680
Lost Rapids
Drive to Milano
Drive
1 E / 575
AM/SB E/550
PM/NB F/960
SAT/SB F/920
Milano Drive to
McMillan Rd 2 E / 1,540
AM/SB E/620
PM/SB E/940
SAT/SB E/1,000
Linder Road
SH 44 to
Chinden Blvd
2
(TWLTL)
Principal Arterial
E / 1,780 14,227
(7/16/2014)
AM/NB E/880
PM/SB E/1,380
SAT/NB F/1,390
Cayuse Creek to
Chinden Blvd 2 E / 1,780 15,427
(7/7/2015)
AM/NB E/710
PM/NB E/1,050
SAT/NB E/1,100
Black Cat Road Chinden Blvd to
McMillan Rd 1 Minor Arterial E / 575 2,268
(1/29/2015)
AM/SB E/190
PM/SB E/160
SAT/SB E/160
McMillan Road
Linder Rd to
Ten Mile Rd 1
Minor Arterial
E / 575 6,058
(10/8/2014)
AM/WB E/320
PM/WB E/570
SAT/WB E/510
Ten Mile Rd to
Black Cat Rd 1 D / 525 2,542
(1/29/2015)
AM/WB E/220
PM/WB E/510
SAT/WB E/410
Tree Farm Way Chinden Blvd to
Lost Rapids Dr 1 Collector D / 525 2,113
(1/13/2016)
AM/SB D/120
PM/NB D/180
SAT/NB D/150
Long Lake Way Chinden Blvd to
Tango Creek Dr 1 Collector D / 525 2,434
(3/15/2015)
AM/NB D/170
PM/SB D/250
SAT/SB D/190
Lost Rapids Drive Tree Farm Way
to Ten Mile Rd 1 Collector E / 575 5305
(6/20/2017)
AM/EB D/100
PM/WB D/270
SAT/WB D/330
1ACHD Functional Classification Map (Reference 10)
2ADT from ACHD Traffic Volume Database (##, ##, #### = count date)
3LOS D indicates LOS D or better
4Peak hour link volumes obtained from turning movement counts.
5Estimated ADT based on recent AM and PM turning movement counts.
6Operational analysis reported from Synchro 10 for the Chinden Blvd segment between SH 16 and Linder Road.
Section 6
On Site Circulation and Access Scenarios
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ON-SITE CIRCULATION
This section discusses the on-site circulation associated with vehicles, trucks, and pedestrians for
Phases 1 and 2 of the proposed development.
Vehicle Circulation
The site plan was reviewed with respect to the vehicular circulation and identified the following:
Access is proposed via Chinden Boulevard, Ten Mile Road, and Lost Rapids Drive for Phases
1 and 2.
Under Phase 1, on-site circulation between the Costco fuel station and parking areas for the
warehouse are connected via several internal site roadways.
Under Phase 2, separate parking areas will be provided for the outparcel retail pads and
apartments. These parking areas can be accessed via the internal site roadways.
Under Phase 2, no internal connection is proposed between the single family homes and the
shopping center, so all of the trips that occur between the two land uses will use Lost Rapids
Drive.
Truck Deliveries
Under Phase 1, the Costco warehouse and fuel station will receive deliveries from their Depot trucks, in
this case from the Salt Lake City Depot, gas trucks, and local deliveries. The Boise and Nampa Costco
sites have the following characteristics for truck deliveries:
The Costco warehouse has deliveries from approximately 10 to 14 trucks on average per
day. This includes depot trucks, direct loads like water or dog food, and local vendors like
the bread vendors. These deliveries occur between 4 AM and 10 PM.
The Costco fuel station receives 2 to 3 gas deliveries per day on average. During busy
holiday weeks, a 4th delivery is required during the day. These deliveries occur any time
between 6 AM and 7 PM.
Based on this information, the proposed Costco warehouse and fuel station is estimated to receive 12
to 17 trucks on average per day ranging from local delivery trucks to Depot trucks to gas trucks.
Pedestrian Circulation
Sidewalks and internal pedestrian walkways are provided on-site to connect the parking areas to
entrance of the stores, in particular for the Costco warehouse.
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ACCESS SPACING AND TURN LANE ANALYSIS
This section discusses the access spacing guidelines and turn lane analysis for Chinden Boulevard, Ten
Mile Road, and Lost Rapids Drive.
Access Spacing
This section discusses the access spacing on Chinden Boulevard, Ten Mile Road, and Lost Rapids Drive
based on ITD and ACHD standards.
Chinden Boulevard
The ITD access spacing standards for Chinden Boulevard are included in the Idaho Administrative Code,
IDAPA 39.03.42 – Rules Governing Highway Right-of-way Encroachments on State Rights-of-Way
(Reference 1). For urban conditions greater than 35 miles per hour on a Regional Route, such as
Chinden Boulevard the following spacing criteria apply:
Minimum distance upstream from a public road = 660 feet
Minimum distance downstream from a unsignalized public road = 360 feet
Minimum distance downstream from a signalized public road = 360 feet for right -in/right-
out and 500 feet for unrestricted driveway
Minimum distance between driveways = 360 feet
Minimum signal spacing = 2,640 feet
Based on the proposed access locations for Site Access A (full movement) and Site Access B (right -
in/right-out), shown in Figure 2, the ITD spacing criteria is met for Site Access A, but not for Site Access
B. The minimum distance upstream from a public road is 660 feet while Site Access B is located 615 feet
from Ten Mile Road/Chinden Boulevard intersection. However, this intersection generally functions as a
“T” intersection with a very short eastbound left-turn lane (100 feet) and low volume movement. The
eastbound right-turn lane has a design length (storage length plus taper length) of approximately 375
feet. The proposed right-in/right-out driveway is located outside of the influence area of the signalized
Ten Mile Road/Chinden Boulevard intersection and shown to operate at an acceptable level under
Phases 1 and 2. Therefore, both Site Access A and Site Access B can be allowed at their proposed
locations shown on Figure 2.
Ten Mile Road
The ACHD access spacing standards for Ten Mile Road are included in the ACHD Policy Manual. For a
Minor Arterial, such as Ten Mile Road, the following spacing criteria apply:
Minimum distance from signalized intersection for a full-movement driveway = 660 feet
Minimum distance from signalized intersection for a right-in/right-out driveway = 330 feet
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Based on the proposed access location for Site Access C, shown in Figure 2, the ACHD spacing criteria
isn’t met for a full-movement driveway, but is met for a right-in/right-out driveway. The distance of Site
Access C is 550 feet from a signalized intersection while the required distance for a full movement
driveway is 660 feet. Site Access C is projected to operate at an acceptable level under Phases 1 and 2 .
Additionally, the location of Site Access C is planned to be aligned with the existing public street on the
east side of Ten Mile Road. As the traffic volumes increase in this area and a second northbound left
turn lane is provided at the Ten Mile Road/Chinden Boulevard intersection, this driveway should be
monitored and restricted to right-in/right-out in the future. Therefore, Site Access C should be allowed
as a full-movement driveway with future restrictions to a right-in/right out driveway.
Lost Rapids Drive
The ACHD access spacing standards for Lost Rapids Drive are included in the ACHD Policy Manual. For a
Collector roadway, such as Lost Rapids Drive, the following spacing criteria apply:
Minimum distance from stop-controlled intersection = the greater distance of either outside
the area of influence, or 150 feet
Minimum distance from signalized intersection for a full-movement driveway = the greater
distance of either outside the area of influence, or 440 feet
Minimum distance from signalized intersection for a right-in/right-out driveway = the
greater distance of either outside the area of influence, or 220 feet
Based on the proposed access locations for Site Access D, E, F, and G, shown in Figure 2, the ACHD
spacing criteria is met for Site Access E, F, and G under the current adjacent traffic control.
Site Access D is located approximately 400 feet to the south of the signalized Tree Farm
Way/Chinden Boulevard intersection, which does not meet ACHD’s policy. However, this
Site Access is aligned with the existing roadway to the west and projected to operate at
acceptable level.
Site Access G is located approximately 345 feet to the west of the Lost Rapids Drive/Ten
Mile Road intersection (stop controlled) and aligned with the existing driveway to the
church, which meets the ACHD spacing policy for driveways adjacent to stop controlled
intersections. However, if the Lost Rapids Drive/Ten Mile Road intersection is signalized in
the future, the ACHD spacing is not met, but it is anticipated that Site Access G would be
located outside the influence area of the signalized intersection (assuming storage lengths
not greater the 150 feet).
Therefore, Site Access D, E, F, and G can be allowed at the proposed locations on Lost Rapids Drive.
Turn Lane Analysis
Turn lane warrants for year 2018 total traffic and year 2024 total traffic conditions were evaluated at
the site accesses on Chinden Boulevard (two lane facility), Ten Mile Road (four lane facility), and Lost
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Rapids Drive (two lane facility). ACHD turn lane warrant worksheets were used on ACHD roadways and
ITD turn lane warrants were used on ITD roadways. Table 21 shows the results of the turn lane
evaluation. Appendix L contains the turn lane warrant analysis worksheets.
Table 21. Site Access Turn Lane Analysis Results
Intersection Type Turn Lane Warranted in 2018? Warranted in 2024?
ITD Roadways
Chinden Boulevard/Site Access A Full movement EB Right Turn Lane
WB Left Turn Lane
Yes
Yes
Yes
Yes
Chinden Boulevard/Site Access B Right-in / Right-out EB Right Turn Lane Yes Yes
ACHD Roadways
Ten Mile Road/Site Access C Full movement SB Right Turn Lane
NB Left Turn Lane
Yes
Yes
Yes
Yes
Lost Rapids Drive/Site Access D Full movement SB Right Turn Lane
NB Left Turn Lane - No
No
Lost Rapids Drive/Site Access E Full movement WB Right Turn Lane
EB Left Turn Lane - No
No
Lost Rapids Drive/Site Access F Full movement WB Right Turn Lane
EB Left Turn Lane - No
No
Lost Rapids Drive/Site Access G Full movement WB Right Turn Lane
EB Left Turn Lane
No
No
No
No
As shown in Table 21, left-turn lanes are warranted at Site Access A and Site Access C. Right-turn lanes
are warranted at Site Access A, Site Access B, and Site Access C. These turn lanes were assumed in the
analysis in the report.
ACCESS ALTERNATIVES
This section evaluates four access alternatives for Site Access A on Chinden Boulevard, as well as four
access alternatives for Site Access C on Ten Mile Road. All of the operational analysis is performed using
the total traffic volumes from Phase 2 (year 2024).
Access Alternative 1: Full Access at Site Access A on a 2-lane Chinden Boulevard
Access Alternative 1 is the access alternative used in the analysis of this report. It includes a full access
at Site Access A with two travel lanes (one per direction) on Chinde n Boulevard. This alternative is
shown in Exhibit 2 below.
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Exhibit 2. Access Alternative 1
As shown in Table 22, Access Alternative 1 operates acceptably with the exception of Site Access
A/Chinden Boulevard which operates with a v/c greater than 0.90 in the weekday p.m. and Saturday
midday peak hours. As shown in Table 22 and presented in the earlier operational analysis, Chinden
Boulevard needs to be widened to four lanes to bring the intersection operations at Ten Mile Road and
Lost Rapids Drive to an acceptable level that meets ITD and ACHD standards. The intersection of Ten
Mile Road/Lost Rapids Drive intersection is projected to operate at LOS F during the weekday p.m. and
Saturday midday peak hours. As noted earlier, signalizing this intersection will address the operational
deficiency.
Table 22. Access Alternative 1 Site Access Operations (Year 2024 Total Traffic)
No. Intersection
Intersection Lane
Group
Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour
V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay
3 Tree Farm Way/
Chinden Boulevard
0.91
1.06
1.05
D
E
D
37.2
61.4
54.0
EBL 0.05 B 15.5 0.30 D 36.6 0.09 C 21.7
EBT 0.99 D 48.0 0.95 D 42.8 1.11 F 85.5
EBR 0.04 A 8.8 0.06 B 10.6 0.04 A 8.2
WBL 0.23 D 37.3 0.37 C 31.8 0.38 C 31.3
WBT 0.61 B 16.6 1.17 F 87.9 0.90 C 27.6
WBR 0.06 A 8.9 0.15 A 0.3 0.14 A 8.0
NBL 0.28 E 57.6 0.54 D 52.9 0.23 D 47.7
NBTR 0.46 E 63.6 0.32 E 58.2 0.30 D 51.7
SBL 0.51 D 54.5 0.37 E 55.8 0.47 D 49.5
SBTR 0.22 E 57.8 0.32 E 63.0 0.25 D 51.0
A Site Access A/
Chinden Boulevard - - -
NBL 0.12 D 29.1 0.96 F 187.3 0.98 F 174.6
NBR 0.07 C 24.5 0.39 D 28.2 0.68 F 56.2
WBL 0.03 B 12.0 0.13 B 12.1 0.22 B 14.9
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No. Intersection
Intersection
Lane
Group Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour
V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay
B Site Access B/
Chinden Boulevard - - - NBR 0.09 D 25.0 0.52 D 34.8 0.90 F 95.1
4 Ten Mile Road/
Chinden Boulevard
0.89
1.38
2.05
C
F
F
32.5
138.5
154.2
EBT 0.95 D 40.5 1.38 F 243.0 1.14 F 104.0
EBR 0.40 B 14.2 0.53 D 53.1 0.44 B 16.9
WBL 0.63 C 33.6 1.54 F 301.2 2.25 F 615.4
WBT 0.43 A 5.9 0.93 D 40.2 0.63 B 10.2
NBL 0.80 E 71.0 0.98 F 83.6 1.06 F 116.3
NBR 0.76 D 52.5 0.45 C 25.8 0.80 D 48.4
C Site Access C/
Ten Mile Road - - -
NBL 0.01 A 8.5 0.08 B 10.1 0.12 B 10.9
EBL 0.03 B 13.2 0.33 C 22.4 0.44 D 26.4
EBR 0.03 A 9.9 0.25 B 12.0 0.34 B 13.0
E Site Access E/
Lost Rapids Drive - - -
EBL 0.01 A 7.3 0.02 A 7.6 0.01 A 7.7
SBLR 0.04 A 8.9 0.04 B 10.0 0.05 B 10.2
F Site Access F/
Lost Rapids Drive - - -
EBL 0.00 A 7.3 0.01 A 7.7 0.01 A 7.7
SBLR 0.04 A 9.1 0.03 B 10.2 0.03 B 10.3
G Site Access G/
Lost Rapids Drive - - -
NBLTR 0.00 A 9.1 0.00 A 9.9 0.00 A 0.00
EBL 0.00 A 7.4 0.02 A 7.9 0.02 A 8.0
WBL 0.00 A 7.4 0.00 A 7.4 0.01 A 7.4
SBL 0.03 A 9.6 0.18 B 12.0 0.26 B 13.5
SBTR 0.02 A 8.6 0.14 A 9.9 0.20 B 10.3
7 Ten Mile Road/
Lost Rapids Drive - - -
EBL 0.09 C 21.2 1.04 F 284.7 2.40 F 956.7
EBTR 0.11 B 10.5 0.20 B 11.8 0.29 B 13.5
WBLTR 0.25 C 20.4 0.93 F 195.0 1.40 F 397.4
NBL 0.06 A 9.0 0.26 B 10.3 0.38 B 12.0
SBL 0.02 A 8.2 0.06 A 9.4 0.04 A 8.9
Access Alternative 2: Full Access at Site Access A on a 4-lane Chinden Boulevard
Access Alternative 2 has the same accesses as Access Alternative 1, except that Chinden Boulevard is
widened to four lanes (two lanes in each direction). This alternative is shown in Exhibit 3 below.
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Exhibit 3. Access Alternative 2
As shown in Table 23, Access Alternative 2 is projected to operate acceptably except for the
intersections of Ten Mile Road/Chinden Boulevard and Ten Mile Road/Lost Rapids Drive. The same
mitigation is needed at the Ten Mile Road/Lost Rapids Drive intersection as well as adding a second
westbound left-turn lane at the Ten Mile Road/Chinden Boulevard intersection.
Table 23. Access Alternative 2 Site Access Operations (Year 2024 Total Traffic)
No. Intersection
Intersection Lane
Group
Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour
V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay
3 Tree Farm Way/
Chinden Boulevard
0.53
0.62
0.76
B
B
B
17.6
12.7
19.1
EBL 0.04 A 8.3 0.09 A 9.1 0.06 B 13.2
EBT 0.52 B 13.8 0.50 B 15.6 0.88 C 20.4
EBR 0.04 A 8.8 0.06 B 10.6 0.06 B 12.7
WBL 0.07 B 10.1 0.15 B 10.8 0.22 B 16.0
WBT 0.32 B 11.2 0.62 A 1.3 0.62 B 15.9
WBR 0.06 A 8.9 0.15 A 0.3 0.20 B 12.5
NBL 0.28 E 57.6 0.54 D 52.9 0.45 C 26.9
NBTR 0.46 E 63.6 0.32 E 58.2 0.19 C 28.8
SBL 0.51 D 54.5 0.37 E 55.8 0.28 C 25.4
SBTR 0.22 E 57.8 0.32 E 63.0 0.16 C 28.8
A Site Access A/
Chinden Boulevard - - -
NBL 0.11 D 28.6 0.51 F 55.0 0.75 F 96.6
NBR 0.03 B 14.0 0.21 B 14.6 0.32 C 18.0
WBL 0.03 B 12.1 0.13 B 12.2 0.22 C 15.0
B Site Access B/
Chinden Boulevard - - - NBR 0.05 B 14.1 0.27 C 15.7 0.42 C 20.6
4 Ten Mile Road/
Chinden Boulevard
0.61
1.06
1.04
C
E
E
22.0
59.6
61.9
EBT 0.79 C 27.4 0.97 F 84.2 0.96 E 55.6
EBR 0.62 C 25.4 0.70 E 66.8 0.69 D 38.1
WBL 0.48 B 17.8 1.04 F 91.3 1.00 F 72.4
WBT 0.29 A 10.0 0.49 B 16.6 0.34 A 7.5
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NBL 0.41 C 29.7 1.00 F 90.6 0.97 F 87.8
NBR 0.47 C 21.3 0.38 B 17.2 0.48 C 20.1
C Site Access C/
Ten Mile Road No Change from Access Scenario 1
E Site Access E/
Lost Rapids Drive No Change from Access Scenario 1
F Site Access F/
Lost Rapids Drive No Change from Access Scenario 1
G Site Access G/
Lost Rapids Drive No Change from Access Scenario 1
7 Ten Mile Road/
Lost Rapids Drive No Change from Access Scenario 1
Access Alternative 3: Right-In/Right-out/Left-In at Site Access A on a 4-lane Chinden
Boulevard
Access Alternative 3 restricts Site Access A to right-in/right-out/left-in driveway on a 4-lane Chinden
Boulevard. This alternative is shown in Exhibit 4 below. The left-turns out of Site Access A are rerouted
to Site Access G and mostly travel Lost Rapids Drive to the signalized Tree Farm Way/Chinden Boulevard
intersection to head west on Chinden Boulevard.
Exhibit 4. Access Alternative 3
As shown in Table 24, Access Alternative 3 is projected to operate acceptably except for the
intersections of Ten Mile Road/Chinden Boulevard and Ten Mile Road/Lost Rapids Drive. The same
mitigation is needed at the Ten Mile Road/Lost Rapids Drive intersection and at the Ten Mile
Road/Chinden Boulevard intersection.
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Table 24. Access Alternative 3 Site Access Operations
No. Intersection
Intersection Lane
Group
Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour
V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay
3 Tree Farm Way/
Chinden Boulevard
0.53
0.66
0.81
B
B
C
18.1
14.9
21.1
EBL 0.04 A 8.3 0.08 B 10.3 0.05 B 14.2
EBT 0.52 B 13.8 0.52 B 17.4 0.89 C 22.5
EBR 0.04 A 8.8 0.06 B 11.9 0.06 B 14.0
WBL 0.07 B 10.1 0.16 B 12.2 0.23 B 17.7
WBT 0.31 B 11.1 0.61 A 1.3 0.57 B 17.0
WBR 0.06 A 9.0 0.16 A 0.4 0.20 B 13.9
NBL 0.36 E 56.2 0.71 E 57.9 0.56 C 28.8
NBTR 0.46 E 63.6 0.26 E 55.2 0.16 C 29.0
SBL 0.51 E 55.1 0.37 E 55.8 0.27 C 28.3
SBTR 0.26 E 60.5 0.32 E 63.0 0.18 C 32.2
A Site Access A/
Chinden Boulevard - - -
NBR 0.03 B 14.0 0.21 B 14.6 0.32 C 18.0
WBL 0.03 B 12.1 0.13 B 12.2 0.22 C 15.0
B Site Access B/
Chinden Boulevard - - - NBR 0.05 B 14.1 0.27 C 15.7 0.42 C 20.6
4 Ten Mile Road/
Chinden Boulevard
0.61
1.06
1.04
C
E
E
22.0
59.6
61.9
EBT 0.79 C 27.4 0.97 F 84.2 0.96 E 55.6
EBR 0.62 C 25.4 0.70 E 66.8 0.69 D 38.1
WBL 0.48 B 17.8 1.04 F 91.3 1.00 F 72.4
WBT 0.29 A 10.0 0.49 B 16.6 0.34 A 7.5
NBL 0.41 C 29.7 1.00 F 90.6 0.97 F 87.8
NBR 0.47 C 21.3 0.38 B 17.2 0.48 C 20.1
C Site Access C/
Ten Mile Road No Change from Access Scenario 1
E Site Access E/
Lost Rapids Drive No Change from Access Scenario 1
F Site Access F/
Lost Rapids Drive No Change from Access Scenario 1
G Site Access G/
Lost Rapids Drive - - -
NBLTR 0.00 A 9.2 0.01 B 10.3 0.00 A 0.0
EBL 0.00 A 7.4 0.02 A 7.9 0.02 A 8.0
WBL 0.00 A 7.4 0.00 A 7.4 0.01 A 7.4
SBL 0.03 A 9.6 0.18 B 12.0 0.26 B 13.5
SBTR 0.04 A 8.7 0.23 B 10.5 0.29 B 11.0
7 Ten Mile Road/
Lost Rapids Drive No Change from Access Scenario 1
Access Alternative 4: Right-In/Right-out at Site Access A on a 4-lane Chinden Boulevard
Access Alternative 4 restricts Site Access A to a right-in/right-out driveway on a 4-lane Chinden
Boulevard. This alternative is shown in Exhibit 5 below. The left-turns out of Site Access A are rerouted
to Site Access G and mostly travel Lost Rapids Drive to the signalized Tree Farm Way/Chinden Boulevard
intersection to head west on Chinden Boulevard. The left-turns into Site Access A are rerouted as a
westbound left-turn at Ten Mile Road/Chinden Boulevard and then enter the site via a southbound
right-turn at Site Access C.
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Exhibit 5. Access Alternative 4
As shown in Table 25, Access Alternative 4 is projected to operate acceptably except for the
intersections of Ten Mile Road/Chinden Boulevard and Ten Mile Road/Lost Rapids Drive. The same
mitigation is needed at the Ten Mile Road/Lost Rapids Drive intersection and at the Ten Mile
Road/Chinden Boulevard intersection.
Table 25. Access Alternative 4 Site Access Operations
No. Intersection
Intersection Lane
Group
Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour
V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay
3 Tree Farm Way/
Chinden Boulevard
0.53
0.66
0.81
B
B
C
18.1
14.9
21.1
EBL 0.04 A 8.3 0.08 B 10.3 0.05 B 14.2
EBT 0.52 B 13.8 0.52 B 17.4 0.89 C 22.5
EBR 0.04 A 8.8 0.06 B 11.9 0.06 B 14.0
WBL 0.07 B 10.1 0.16 B 12.2 0.23 B 17.7
WBT 0.31 B 11.1 0.61 A 1.3 0.57 B 17.0
WBR 0.06 A 9.0 0.16 A 0.4 0.20 B 13.9
NBL 0.36 E 56.2 0.71 E 57.9 0.56 C 28.8
NBTR 0.46 E 63.6 0.26 E 55.2 0.16 C 29.0
SBL 0.51 E 55.1 0.37 E 55.8 0.27 C 28.3
SBTR 0.26 E 60.5 0.32 E 63.0 0.18 C 32.2
A Site Access A/
Chinden Boulevard - - - NBR 0.03 B 14.0 0.21 B 14.6 0.32 C 18.0
B Site Access B/
Chinden Boulevard No Change from Access Scenario 1
4 Ten Mile Road/
Chinden Boulevard
0.62
1.09
1.08
C
E
E
22.1
69.5
58.5
EBT 0.79 C 27.4 1.04 F 105.7 0.99 E 71.5
EBR 0.62 C 25.4 0.76 E 72.3 0.72 D 46.4
WBL 0.52 B 18.2 1.08 F 102.3 1.06 F 92.7
WBT 0.28 A 9.9 0.45 B 14.6 0.29 A 7.3
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NBL 0.41 C 29.8 1.03 F 98.3 1.01 F 107.8
NBR 0.47 C 21.3 0.37 B 15.5 0.45 C 20.2
C Site Access C/
Ten Mile Road - - -
NBL 0.01 A 8.5 0.08 B 10.4 0.13 B 11.1
EBL 0.03 B 13.2 0.33 C 22.5 0.44 D 26.5
EBR 0.03 A 9.9 0.25 B 12.0 0.34 B 13.0
E Site Access E/
Lost Rapids Drive No Change from Access Scenario 1
F Site Access F/
Lost Rapids Drive No Change from Access Scenario 1
G Site Access G/
Lost Rapids Drive - - -
NBLTR 0.00 A 9.2 0.01 B 10.3 0.00 A 0.0
EBL 0.00 A 7.4 0.02 A 7.9 0.02 A 8.0
WBL 0.00 A 7.4 0.00 A 7.4 0.01 A 7.4
SBL 0.03 A 9.6 0.18 B 12.0 0.26 B 13.5
SBTR 0.04 A 8.7 0.23 B 10.5 0.29 B 11
7 Ten Mile Road/
Lost Rapids Drive No Change from Access Scenario 1
Full Access vs. RIRO on Ten Mile Road (Site Access C)
Site Access C does not meet ACHD spacing requirements for a full access. An analysis was completed
showing the impact of surrounding study intersections and site accesses if Site Access C was restricted
to a right-in/right-out access instead of a full access. The right-in/right-out configuration and spacing of
Site Access C would meet ACHD’s spacing requirements.
Table 26 shows the operational results of surrounding study intersections and site accesses if Site
Access C was a right-in/right-out driveway.
Access Alternative5: Site Access A as Full Access and Site Access C as Right-In/Right-Out
Access Alternative 5 analyzes Site Access A as a full movement access and Site Access C as right -in/right-
out on a 4-lane Chinden Boulevard. Exhibit 6 shows Access Alternative 5. Table 26 shows the operations
of the site accesses and study intersections affected by this change.
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Exhibit 6. Access Alternative 5
Table 26. Access Scenario 5 Site Access Operations
No. Intersection
Intersection Lane
Group
Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour
V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay
A Site Access A/
Chinden Boulevard - - -
NBL 0.07 D 27.5 0.55 F 57.8 0.84 F 114.9
NBR 0.04 B 14.0 0.23 B 14.9 0.36 C 18.9
WBL 0.03 B 12.1 0.13 B 12.2 0.22 C 15.0
B Site Access B/
Chinden Boulevard - - - NBR 0.05 B 14.2 0.30 C 16.1 0.45 C 21.8
C Site Access C/
Ten Mile Road - - - EBR 0.03 A 9.9 0.25 B 12.0 0.34 B 13.0
4 Ten Mile Road/
Chinden Boulevard
0.63
1.04
1.01
B
E
D
19.0
59.7
44.4
EBT 0.75 C 22.4 0.99 F 88.9 0.92 D 53.1
EBR 0.59 C 20.9 0.70 E 66.8 0.65 D 39.2
WBL 0.42 B 13.7 1.02 F 86.2 0.97 E 68.9
WBT 0.27 A 6.8 0.48 B 15.1 0.33 A 7.3
NBL 0.55 C 34.3 0.99 F 88.1 0.95 F 92.5
NBR 0.53 C 22.8 0.36 B 16.8 0.44 C 22.5
G Site Access G/
Lost Rapids Drive - - -
NBLTR 0.01 A 9.2 0.01 B 10.1 0.00 A 0.0
EBL 0.01 A 7.4 0.02 A 8.0 0.02 A 8.2
WBL 0.01 A 7.4 0.01 A 7.4 0.01 A 7.4
SBL 0.04 A 9.7 0.29 B 13.5 0.39 C 16.0
SBTR 0.03 A 8.7 0.16 B 10.2 0.34 B 11.7
7 Ten Mile Road/
Lost Rapids Drive - - -
EBL 0.12 C 21.8 2.24 F 752.7 8.40 F >1000
EBTR 0.11 B 10.5 0.20 B 11.8 0.29 B 12.5
WBLTR 0.25 C 20.4 0.93 F 195 1.94 F 680.5
NBL 0.06 A 9.0 0.26 B 10.3 0.84 B 13.4
SBL 0.02 A 8.2 0.06 A 9.4 0.04 A 8.6
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As shown in Table 26, Access Scenario 5 is projected to operate acceptably with the following
mitigations in place:
Ten Mile Road/Chinden Boulevard: To mitigate this intersection, a second westbound-left-turn
lane is needed.
Ten Mile Road/Lost Rapids Drive: The MUTCD eight-hour, four-hour, and peak hour signal
warrants are met for this intersection when including the traffic volume for the eastbound right-
turn lane. With a traffic signal in place, this intersection is projected to operate at an acceptable
level that meets ACHD standards.
Access Alternative 6: Site Access A as Right-In/Right-Out/Left-In and Site Access C as Right-In/Right-
Out
Access Alternative 6 restricts Site Access A to right-in/right-out/left-in and Site Access C as a right-
in/right-out on a 4-lane Chinden Boulevard. Exhibit 7 shows Access Alternative 6. Table 27 shows the
operations of the site accesses and study intersections affected by this change.
Exhibit 7. Access Alternative 6
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Table 27. Access Alternative 6 Site Access Operations
No. Intersection
Intersection Lane
Group
Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour
V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay
A Site Access A/
Chinden Boulevard - - -
NBR 0.04 B 14.1 0.25 C 15.1 0.36 C 18.9
WBL 0.03 B 12.1 0.13 B 12.2 0.22 C 15.0
B Site Access B/
Chinden Boulevard - - - NBR 0.05 B 14.2 0.30 C 16.2 0.45 C 21.8
C Site Access C/
Ten Mile Road - - - EBR 0.03 A 9.9 0.25 B 12.0 0.34 B 13.0
4 Ten Mile Road/
Chinden Boulevard
0.63
1.04
1.00
B
E
D
19.0
58.2
42.6
EBT 0.75 C 22.4 0.97 F 84.4 0.92 D 51.3
EBR 0.59 C 20.8 0.68 E 65.4 0.65 D 38.3
WBL 0.42 B 13.7 1.02 F 84.6 0.97 E 65.6
WBT 0.27 A 6.8 0.47 B 14.5 0.33 A 7.0
NBL 0.54 C 34.2 0.99 F 89.2 0.93 F 87.9
NBR 0.53 C 22.8 0.35 B 17.3 0.44 C 22.4
G Site Access G/
Lost Rapids Drive - - -
NBLTR 0.01 A 9.3 0.01 B 10.7 0.00 A 0.0
EBL 0.01 A 7.4 0.02 A 8.0 0.02 A 8.2
WBL 0.01 A 7.4 0.01 A 7.4 0.01 A 7.4
SBL 0.04 A 9.6 0.26 B 13.1 0.37 C 15.7
SBTR 0.04 A 8.7 0.27 B 11.0 0.36 B 11.9
7 Ten Mile Road/
Lost Rapids Drive - - -
EBL 0.11 C 21.7 1.87 F 596.7 6.79 F >1000
EBTR 0.11 B 10.5 0.20 B 11.8 0.29 B 13.5
WBLTR 0.25 C 20.4 0.93 F 195 1.94 F 680.5
NBL 0.06 A 9.0 0.26 B 10.3 0.48 B 13.4
SBL 0.02 A 8.2 0.06 A 9.4 0.04 A 8.6
As shown in Table 27, Access Scenario 6 is projected to operate acceptably with the same mitigations in
place from Access Scenario 5.
Access Alternative7: Site Access A and Site Access C as Right-In/Right-Out
Access Alternative 7 restricts both Site Access A and Site Access C to right-in/right-out on a 4-lane
Chinden Boulevard. Exhibit 8 shows Access Alternative 7. Table 28 shows the operations of the site
accesses and study areas affected.
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Exhibit 8. Access Alternative 7
Table 28. Access Alternative 7 Site Access Operations
No. Intersection
Intersection Lane
Group
Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour
V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay
A Site Access A/
Chinden Boulevard - - - NBR 0.04 B 14.0 0.23 B 14.9 0.36 C 18.9
B Site Access B/
Chinden Boulevard - - - NBR 0.05 B 14.2 0.32 C 16.5 0.49 C 22.8
C Site Access C/
Ten Mile Road - - - EBR 0.03 A 9.9 0.25 B 12.0 0.34 B 13.0
4 Ten Mile Road/
Chinden Boulevard
0.64
1.12
1.14
B
E
E
19.1
68.5
56.3
EBT 0.75 C 22.5 1.00 F 91.4 0.93 D 54.0
EBR 0.59 C 20.9 0.70 E 66.8 0.65 D 39.2
WBL 0.45 B 14.0 1.10 F 110.9 1.11 F 110.2
WBT 0.26 A 6.7 0.44 B 13.5 0.28 A 6.6
NBL 0.55 C 34.4 1.05 F 107.4 1.02 F 111.8
NBR 0.52 C 22.7 0.34 B 16.5 0.42 C 22.3
G Site Access G/
Lost Rapids Drive - - -
NBLTR 0.01 A 9.3 0.01 B 10.6 0.00 A 0.0
EBL 0.01 A 7.4 0.02 A 8.0 0.02 A 8.2
WBL 0.01 A 7.4 0.01 A 7.4 0.01 A 7.4
SBL 0.04 A 9.7 0.27 B 13.2 0.39 C 16.0
SBTR 0.04 A 8.7 0.26 B 10.9 0.34 B 11.7
7 Ten Mile Road/
Lost Rapids Drive - - -
EBL 0.12 C 21.7 2.00 F 651.3 7.59 F >1000
EBTR 0.11 B 10.5 0.20 B 11.8 0.29 B 13.5
WBLTR 0.25 C 20.4 0.93 F 195 1.94 F 680.5
NBL 0.06 A 9.0 0.26 B 10.3 0.48 B 13.4
SBL 0.02 A 8.2 0.06 A 9.4 0.04 A 8.6
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As shown in Table 28, Access Scenario 7 is projected to operate acceptabl y with the same mitigations in
place from Access Scenario 5.
SITE ACCESS RECOMMENDATIONS
Based on the access scenario operations and spacing requirements, the following recommendations are
made for the proposed site accesses:
Site Access A/Chinden Boulevard – This access should be constructed as a full movement
access with an eastbound right turn lane until ITD installs a raised, center median on
Chinden Boulevard. When the median is put in place, it is recommended that westbound
left-turns into the site still be allowed. The intersection of Ten Mile Road/Chinden Boulevard
is projected to operate at a better LOS and shorter queues if the westbound left-turn
movement is allowed at Site Access A.
Site Access B/Chinden Boulevard – This access should be constructed as a right-in/right-out
access with an eastbound right-turn lane.
Site Access C/Ten Mile Road – This access should be constructed as a full movement access
with two egress lanes (eastbound left-turn and right-turn lanes) and a southbound right-
turn lane with future restrictions to a right-in/right-out access.
All other accesses (Site Access D, E, F, and G) are recommended to be full accesses.
Section 7
Conclusions and Recommendations
Chinden & Ten Mile Mixed-Use Development September 2017
Conclusions and Recommendations
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CONCLUSIONS AND RECOMMENDATIONS
The results of this study indicate that the proposed Chinden/Ten Mile Mixed-Use Development can be
constructed while maintaining acceptable traffic operations and safety at the study intersections,
assuming the recommended mitigation measures are in place.
FINDINGS
Year 2017 Existing Conditions
The study evaluated eight off site intersections and seven site access intersections with the
proposed site plan.
The study evaluated three time periods; weekday a.m., weekday p.m., and Saturday midday
peak hours.
All of the study intersections were found to operate at acceptable operations during the
weekday a.m., p.m., and Saturday midday peak hours except for the following intersections:
o Chinden Boulevard/Black Cat Road - In the weekday p.m. peak hour, the critical
northbound movement operates at LOS F with a v/c ratio of 0.90. Additionally, the
critical northbound movement experiences LOS E operations during the weekday
a.m. peak hour and LOS F operations during the Saturday midday peak hour. This is
typical for an unsignalized intersection to experience high delay on the minor street
of a high volume highway, such as Chinden Boulevard. Given the operations do not
meet ACHD standards for an unsignalized intersection, several mitigation options
were explored for this intersection:
Install a traffic signal. A signal warrant analysis was performed based on the
MUTCD. Based on this analysis, the eight-hour signal warrant is not met, but
the four-hour and peak hour warrants are met. With a traffic signal in place,
the intersection operations are brought to an acceptable LOS C. Additionally,
ACHD has a traffic signal programmed at this intersection for 2026-2030 in
the ACHD Capital Improvement Plan (CIP).
Add a separate northbound right-turn lane. This improvement results in a
v/c ratio of 0.08 for the northbound right turn and v/c ratio of 0.82 for the
northbound left turn.
Add a second eastbound and westbound through lane. This improvement
results in a v/c ratio of 0.49 for the northbound left turn lane. ITD plans to
widen Chinden Boulevard from 2-lanes to 4-lanes in the near term (~next 0-
20 years) and to 6-lanes in the long term (~20 years-plus), although this
improvement is not programmed.
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Conclusions and Recommendations
105 Kittelson & Associates, Inc.
Given that a traffic signal is planned by ACHD in the CIP, this intersection should be
signalized once signal warrants are met under the MUTCD peak hour, four-hour, and
eight-hour warrants.
Chinden Boulevard/Linder Road - In the weekday p.m. peak hour, the southbound left-turn
operates with a v/c ratio of 1.07. The southbound left-turn movement is allocated a split
time of 15 seconds in the coordinated timing plan during the weekday a.m. and weekday
p.m. periods. During our field review of this intersection, the split time of 15 seconds is not
enough time to serve the vehicle demand for this movement, as vehicles did not clear
during this time and often were observed to run the red light. The southbound and
northbound through movements were observed to not use all of all of its coordinated split
time and the extra was given to the westbound and eastbound through movements
(coordinated phases). The intersection, in particular the southbound left-turn movement
would benefit from the following signal timing change: 1) Run the southbound left-turn as a
lagging movement, so that the extra time from the southbound and northbound through
movements could be used by the southbound left-turn movement; or 2) Increase the
coordinated split time of the southbound left-turn movement. With these changes, the
southbound left-turn would have a v/c ratio of 0.90 or lower.
All of the existing roadway segments currently operate at acceptable LOS with the exception
of Ten Mile Road between McMillan Road and Chinden Boulevard during the weekday p.m.
peak hour. This segment is programmed to be widened from 2-lanes to 5-lanes between the
years 2021-2025 as stated in the ACHD’s CIP.
Year 2018 Background Traffic Conditions
Year 2018 background traffic volumes were forecasted using a 2% annual growth rate and
adding traffic volumes from seven in-process developments, including Foxtail and Ashbury
Residential Developments, Meridian Idaho LDS Temple, Chinden & Linder Crossing
Subdivision, Knighthill Commercial Development, Eagle Island Marketplace, Linder Village,
and Tree Farm Subdivision.
All of the study intersections will continue to operate at acceptable operations during the
year 2018 background traffic conditions, except for the following:
o Chinden Boulevard/Black Cat Road – The same mitigation is needed from existing
traffic conditions.
o Chinden Boulevard/Tree Farm Way – In the Saturday midday peak hour, the
eastbound through movement is projected to operate at a v/c ratio of 0.97 (ITD
standard is 0.90). To mitigate this intersection, Chinden Boulevard needs to be
widened to two lanes in the westbound direction. With this mitigation, all of the
movements are projected to operate with a v/c ratio of 0.90 or less. ITD plans to
widen Chinden Boulevard from 2-lanes to 4-lanes in the near term (~next 0-20
Chinden & Ten Mile Mixed-Use Development September 2017
Conclusions and Recommendations
106 Kittelson & Associates, Inc.
years) and to 6-lanes in the long term (~20 years-plus), although this improvement is
not programmed.
o Chinden Boulevard/Ten Mile Road – The overall intersection operations are
acceptable, but there are two movements (westbound left turn and eastbound
through) that are projected to operate with a v/c of greater than 0.90 (ITD standard
is 0.90). In the weekday p.m. peak hour, the westbound left-turn operates with a v/c
ratio of 0.93 and eastbound through movement operates with a v/c ratio of 0.97. To
mitigate this intersection, Chinden Boulevard needs to be widened to two lanes in
both the eastbound and westbound directions. With this mitigation, all of the
movements are projected to operate with a v/c ratio of 0.90 or less. ITD plans to
widen Chinden Boulevard from 2-lanes to 4-lanes in the near term (~next 0-20
years) and to 6-lanes in the long term (~20 years-plus), although this improvement is
not programmed.
o Chinden Boulevard/Linder Road - Linder Village, an in-process development located
on the southeast corner of the intersection, has the following improvements in their
conditions of approval by ITD: 1) Widen Chinden Boulevard to two lanes in each
direction from Linder Road to Meridian Road, 2) Construct an additional eastbound
left-turn lane and westbound left-turn lane, and 3) Implement new signal
modifications as needed. With these improvements in place, the Chinden
Boulevard/Linder Road intersection is projected to operate acceptably and meet
ACHD and ITD standards. No additional mitigation is needed at this intersection.
All of the year 2018 background roadway segments are projected to operate at acceptable
LOS with the exception of Ten Mile Road during the weekday p.m. peak hour. The same
mitigation is needed from existing traffic conditions.
Proposed Development Plan for Costco (Phase 1)
KAI maintains a database of traffic data and travel characteristics for Costco Wholesale. This
information was used to estimate the trip generation for Costco Wholesale during the
weekday p.m. and Saturday midday peak hours. Costco Wholesale is not open during the
weekday a.m. peak hour; however, the fuel station opens at 6:00 a.m. Therefore, trip
generation rates for Costco fuel stations in Oregon, Montana, and Idaho (Boise and Nampa)
were used in estimating the weekday a.m. peak hour trips for the Meridian Costco fuel
station.
The proposed Costco Wholesale (Phase 1) is estimated to generate 7,255 daily net new
trips, 97 weekday a.m. peak hour net new trips, 739 weekday p.m. peak hour net new trips,
and 1,019 Saturday midday peak hour net new trips.
The distribution pattern for site-generated trips was estimated based on projected traffic
patterns from the COMPASS regional travel demand model, Costco Warehouse customers’
patterns, and a review of the access locations and adjacent roadway system.
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Conclusions and Recommendations
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Year 2018 Total Traffic Conditions for Costco (Phase 1)
Roadway improvements assumed to be in placed in the year 2018 total traffic include:
o A two-way left-turn lane between Site Access A and the westbound left turn lane at
Tree Farm Way is provided for left-turns out of Site Access A.
o Ten Mile Road is widened to 5 lanes from Chinden Boulevard to Lost Rapids Drive.
All of the study intersections will continue to operate at acceptable operations during the
year 2018 total traffic conditions, except for the following:
o Chinden Boulevard/Black Cat Road – The same mitigation is needed from existing
traffic conditions.
o Chinden Boulevard/Tree Farm Way – The same mitigation is needed from year
2018 background traffic conditions.
o Chinden Boulevard/Ten Mile Road – The overall intersection operations are
projected to be acceptable during the weekday a.m. peak hour, but unacceptable
(LOS F) during the weekday p.m. and Saturday midday peak hours. Additionally,
there are several movements that are projected to operate with a v/c of greater
than 0.90 (ITD standard is 0.90). Similar to year 2018 background traffic conditions,
Chinden Boulevard needs to be widened from two lanes to four lanes in both the
eastbound and westbound directions. Additionally, a second westbound left-turn
lane is needed at the Ten Mile Road/Chinden Boulevard intersection to bring the
intersection operations and movement v/c’s to an acceptable level that meets ITD
and ACHD standards.
o Chinden Boulevard/Long Lake Way - In the Saturday midday peak hour, the
eastbound through and westbound left-turn movements are projected to operate at
a v/c ratio greater than 1.0. The westbound through movement is projected to
operate with a v/c ratio greater than 0.90. The overall intersection v/c ratio also has
a v/c ratio over 1.0. To mitigate this intersection, Chinden Boulevard needs to be
widened to two lanes in both the eastbound and westbound directions. With this
mitigation, all of the movements are projected to operate at an acceptable level that
meets ITD and ACHD standards.
o Chinden Boulevard/Linder Road – The same mitigation is needed from year 2018
background traffic conditions. Additionally, Chinden Boulevard needs to be widened
to four lanes between Linder Road and Long Lake Way to increase the lane
utilization of the northbound left-turn lanes and westbound through lanes. With this
mitigation, all of the movements are projected to operate with a v/c ratio of 0.90 or
less.
All of the year 2018 total traffic roadway segments are projected to operate at acceptable
LOS with the exception of Ten Mile Road during the weekday p.m. peak hour. The same
mitigation is needed from existing traffic conditions.
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Conclusions and Recommendations
108 Kittelson & Associates, Inc.
Year 2024 Background Traffic Conditions for Full Buildout (Phase 2)
Year 2024 background traffic volumes were forecasted using a 2% annual growth rate and
adding traffic volumes from seven in-process developments, including Foxtail and Ashbury
Residential Developments, Meridian Idaho LDS Temple, Chinden & Linder Crossing
Subdivision, Knighthill Commercial Development, Eagle Island Marketplace, Linder Village,
and Tree Farm Subdivision.
All of the study intersections are projected to operate at acceptable operations during the
year 2024 background traffic conditions, except for the following:
o Chinden Boulevard/Black Cat Road – The same mitigation is needed from existing
traffic conditions.
o Chinden Boulevard/Tree Farm Way – The same mitigation is needed from year
2018 background traffic conditions.
o Chinden Boulevard/Ten Mile Road – The same mitigation is needed from year 2018
background traffic conditions.
o Chinden Boulevard/Long Lake Way – The same mitigation is needed from year 2018
total traffic conditions.
o Chinden Boulevard/Linder Road – The same mitigation is needed from year 2018
total traffic conditions.
All of the year 2024 background roadway segments are projected to operate at ac ceptable
LOS with the exception of Ten Mile Road during the weekday p.m. peak hour. The same
mitigation is needed from existing traffic conditions.
Proposed Development Plan for Full Buildout (Phase 2)
The ITE Trip Generation Manual, 9th Edition was used to estimate the trip generation for the
retail pads, apartments, and single family housing.
Phase 2 (full buildout of the development includes Costco, retail pads, apartments, and
single family housing) is estimated to generate 11,635 daily net new trips, 3 15 weekday a.m.
peak hour net new trips, 1,096 weekday p.m. peak hour net new trips, and 1,485 Saturday
midday peak hour net new trips.
Separate trip distribution patterns were used for Phase 1: Costco and Phase 2: apartments,
shopping center, and single family housing.
Year 2024 Total Traffic Conditions for Full Buildout (Phase 2)
Roadway improvements assumed to be in placed in the year 2024 total traffic include the
same improvements identified for Phase 1:
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Conclusions and Recommendations
109 Kittelson & Associates, Inc.
o A two-way left-turn lane between Site Access A and the westbound left turn lane at
Tree Farm Way is provided for left-turns out of Site Access A.
o Ten Mile Road is widened to 5 lanes from Chinden Boulevard to Lost Rapids Drive.
All of the study intersections are projected to operate at acceptable LOS during the year
2024 total traffic conditions, except for the following:
o Chinden Boulevard/Black Cat Road – The same mitigation is needed from existing
traffic conditions.
o Chinden Boulevard/Tree Farm Way – The same mitigation is needed from year
2018 background traffic conditions.
o Chinden Boulevard/Ten Mile Road – The same mitigation is needed from year 2018
total traffic conditions.
o Chinden Boulevard/Long Lake Way – The same mitigation is needed from year 2018
total traffic conditions.
o Chinden Boulevard/Linder Road – The same mitigation is needed from year 2018
total traffic conditions.
o Ten Mile Road/Lost Rapids Drive - The critical eastbound and westbound
movement is expected to operate at LOS F with a v/c ratio over 1.0 during the
weekday p.m. peak hour and Saturday midday peak hour. The MUTCD eight-hour,
four-hour, and peak hour signal warrants are met for this intersection when
including the traffic volume for the eastbound right-turn lane. With a traffic signal in
place, this intersection is projected to operate at an acceptable level that meets
ACHD standards.
All of the year 2024 total traffic roadway segments c are projected to operate at acceptable
LOS with the exception of the following segments:
o Ten Mile Road between Lost Rapids Drive and Milano Drive - This segment is
projected to operate unacceptable during the weekday p.m. and Saturday midday
peak hour. The same mitigation is needed from existing traffic conditions.
o Chinden Boulevard between SH 16 and Linder Road - This segment is projected to
operate unacceptably during the Saturday midday peak hour. To mitigate Chinden
Boulevard, this roadway segment needs to be widened to four lanes. This
improvement is already required to mitigate the intersections along Chinden
Boulevard under previous analysis scenarios.
On-Site Circulation/Site-Access Operations
The proposed Costco warehouse and fuel station is estimated to receive 12 to 17 trucks on
average per day ranging from local delivery trucks to Depot trucks to gas trucks. This
information is based on characteristics from the Boise and Nampa Costco sites.
Chinden & Ten Mile Mixed-Use Development September 2017
Conclusions and Recommendations
110 Kittelson & Associates, Inc.
Site Access A/Chinden Boulevard (full movement) meets ITD access spacing requirements.
Site Access B/Chinden Boulevard (right-in/right-out) does not meet ITD’s spacing
requirements, but is projected to operate at an acceptable level.
Site Access C/Ten Mile Road (full movement) does not meet ACHD’s access spacing
guidelines, but is projected to operate at acceptable LOS and the proposed driveway is
aligned with an existing public street located on the east side of Ten Mile Road.
Site Access D, E, F, and G are located on Lost Rapids Drive and meet ACHD’s access spacing
guidelines under current conditions. Site Access G will not meet ACHD’s access spacing
guidelines if the intersection of Lost Rapids Drive/Ten Mile Road is signalized in the future.
However, Site Access G is projected to operate at an acceptable level, the driveway location
is aligned with an existing driveway to the south, and located outside of the turn lane
influence area.
Several access scenarios were analyzed on Chinden Boulevard and Ten Mile Road. All of the
access scenarios are projected to operate acceptably with mitigations in place on Chinden
Boulevard (add through lanes), Ten Mile Road/Chinden Boulevard intersection (add turn
lanes and through lanes), and Lost Rapids Drive/Ten Mile Road intersection (signalize).
RECOMMENDATIONS
The following list provides a summary of the mitigation measures recommended as part of this
proposed development. Figure A (refer to Executive Summary) illustrates the proposed mitigation
measures associated with the agencies and Phases 1 and 2 of the development.
Required Improvements by Agencies
Install a traffic signal at the Chinden Boulevard/Black Cat Road intersection. This
improvement is required under existing traffic conditions and is programmed in ACHD’s CIP.
Widen Ten Mile Road to five lanes between Lost Rapids Drive and Milano Drive. This
improvement is required under existing traffic conditions and is programmed in ACHD’s CIP.
Adjust signal timing at the Chinden Boulevard/Linder Road intersection to allocate more
green time to the southbound left-turn movement. This improvement is required under
existing traffic conditions.
Widen Chinden Boulevard from two lanes to four lanes between Tree Farm Way and Linder
Road. This improvement is required under year 2018 background traffic conditions and
currently planned, unfunded by ITD.
Required Improvements by Other Developments (Linder Village – In-Process Development)
Linder Village, an in-process development located on the southeast corner of the
intersection, has the following improvements in their conditions of approval by ITD:
Chinden & Ten Mile Mixed-Use Development September 2017
Conclusions and Recommendations
111 Kittelson & Associates, Inc.
o Widen Chinden Boulevard to two lanes in each direction from Linder Road to
Meridian Road,
o Construct an additional eastbound left-turn lane and westbound left-turn lane at the
Chinden Boulevard/Linder Road intersection, and
o Implement new signal modifications as needed.
Required Improvements by Developer (Phase 1 - Costco)
Install a two-way left-turn lane on Chinden Boulevard between Site Access A and the
westbound left turn lane at Tree Farm Way. This improvement is needed to support a full-
movement access at Site Access A.
Widen Ten Mile Road to five lanes between Chinden Boulevard and Lost Rapids Drive. This
improvement is included in ACHD’s CIP.
Install a second westbound left-turn lane at the Ten Mile Road/Chinden Boulevard
intersection.
Construct a full-movement access at Site Access A on Chinden Boulevard that includes two
egress lanes (northbound left-turn and right-turn lanes) and an eastbound right-turn lane.
Construct a right-in/right-out access at Site Access B on Chinden Boulevard that includes
one egress lane (northbound right-turn lane) an eastbound right-turn lane.
Construct a full-movement access at Site Access C on Ten Mile Road that includes two
egress lanes (eastbound left-turn and right-turn lanes) and a southbound right-turn lane
with future restrictions to a right-in/right-out access.
Construct a full-movement access at Site Access G on Ten Mile Road that includes two
egress lanes (southbound left-turn and right-turn lanes).
Maintain adequate sight distance at Site Access A, B, C, and G by limiting the shrubbery and
landscaping.
Participate in a cost sharing agreement with ITD for the widening of Chinden Boulevard to
four lanes between Tree Farm Way and Linder Road.
Participate in a cost sharing agreement with ACHD through the developments’ Traffic
Impact Fee for the widening of Ten Mile Road to five lanes between Lost Rapids Drive and
Milano Drive. This improvement is included in ACHD’s CIP.
Required Improvements by Developer (Phase 2 – Full Build-out)
Install a traffic signal with northbound and southbound left turn lanes at the Lost Rapids
Drive/Ten Mile Road intersection.
Construct a full-movement access at Site Access D on Lost Rapids Drive that includes one
egress lane (shared left/through/right lane).
Chinden & Ten Mile Mixed-Use Development September 2017
Conclusions and Recommendations
112 Kittelson & Associates, Inc.
Construct a full-movement access at Site Access E on Lost Rapids Drive that includes one
egress lane (shared left/through/right lane).
Construct a full-movement access at Site Access F on Lost Rapids Drive that includes one
egress lane (shared left/through/right lane).
Maintain adequate sight distance at Site Access D, E, and F by limiting the shrubbery and
landscaping.
Participate in a cost sharing agreement with ITD for the widening of Chinden Boulevard to
four lanes between Tree Farm Way and Linder Road.
Participate in a cost sharing agreement with ACHD through the developments’ Traffic
Impact Fee for the widening of Ten Mile Road to five lanes between Lost Rapids Drive and
Milano Drive. This improvement is included in ACHD’s CIP.
Section 8
References
Chinden & Ten Mile Mixed-Use Development September 2017
References
114 Kittelson & Associates, Inc.
REFERENCES
1. Idaho Transportation Department. IDAPA 39.03.42. Rules Governing Highway Right-of-Way
Encroachment Rights-of-Way. 2014.
2. Ada County Highway District. Policy Manual Section 7106. October 15, 2003.
3. Transportation Research Board. Highway Capacity Manual 6th Edition. 2015.
4. Ada County Highway District. Capital Improvement Plan. Adopted on August 24, 2016.
5. Transportation Research Board. Highway Capacity Manual 2000. 2000.
6. Federal Highway Administration. Manual on Uniform Traffic Control Devices. 2009 Edition.
7. Transportation Research Board. NCHRP Report 707: Guidelines on the Use of Auxiliary Through
Lanes at Signalized Intersections. 2011.
8. American Association of State Highway and Transportation Officials (AASHTO). A Policy on
Geometric Design of Highways and Streets, 6th Edition. 2011.
9. City of Meridian. City of Meridian Future Lane Use Map. 2014.
10. Community Planning Associate of Southwest Idaho. 2040 Functional Classification Map for Ada
County and Canyon County. 2040.
11. Ada County Highway District. Ada County Master Street Map. Amended February 24, 2016.
12. Idaho Transportation Department. Highway Tier (Access Management) ArcGIS map -
http://arcg.is/1S2uk7u. Accessed on August 30, 2016.
13. Ada County Highway District. Integrated Five Year Work Plan. Adopted on October 28, 2015.
14. Idaho Transportation Department. Idaho’s Statewide Transportation Improvement Program.
January 6, 2016.
15. Institute of Transportation Engineers. Trip Generation, 9th Edition. 2012.
16. Institute of Transportation Engineers. Trip Generation Handbook, 3rd Edition. August 2014.
Appendix A Scope of Work
FILENAME: H:\20\20248 - MERIDIAN COSTCO AT TEN MILE\REPORT\SCOPE\20248_SCOPING MEMO_UPDATED_06232017.DOCX
MEMORANDUM
Date: June 23, 2017 Project #: 20248
To: Mindy Wallace and Christy Little - Ada County Highway District
Shona Tonkin and Erika Bowen – Idaho Transportation Department
From: Andy Daleiden, PE, John Ringert, PE, and Lauren Volpei, EI
Cc: Mary Ann Waldinger, COMPASS; Peter Kahn, Costco Wholesale; Trevor Gasser, GFI
Meridian Investments II, LLC
Project: Chinden & Ten Mile Mixed Use Development - Meridian, Idaho
Subject: Proposed Scope of Work for the Transportation Impact Analysis
This memorandum presents our proposed scope of work for preparing a transportation impact
analysis (TIA) for a proposed mixed-use development located on the southwest corner of Ten Mile
Road/Chinden Boulevard (US 20/26) in Meridian, Idaho. The proposed site is currently vacant
farmland. Costco Wholesale, GFI Meridian Investments II, LLC, and Brighton Corporation have
partnered together to build the proposed mixed use development. The site consists of 66.1 acres and
is bounded by Chinden Boulevard (US 20/26), Ten Mile Road, and Lost Rapids Drive. The proposed
mixed use development is planned to include a Costco warehouse and fuel station, retail pads, single-
family housing, and multifamily apartments.
Based on the site’s anticipated trip generation and proposed accesses to Chinden Boulevard (US
20/26), Ten Mile Road, and Lost Rapids Drive, Kittelson & Associates, Inc. (KAI) will be preparing a TIA
to meet the requirements of Ada County Highway District (ACHD) and Idaho Transportation
Department (ITD). A draft memorandum was provided to ACHD and ITD on June 15, 2017. On June
19, 2017, a scoping meeting was held with ITD District 3 staff and ITD provided comments on the
draft scope of work. ACHD provided written comments on the draft scope of work via ema il on June
20, 2017. Based on the comments received from ACHD and ITD, this memorandum has been update
to reflect the latest TIA scope of work. This memorandum addresses the following items for the
proposed TIA scope of work:
Proposed Development Plan and Phasing
Estimated Trip Generation and Distribution
Analysis Scenarios and Study Assumptions
Analysis Tools and Operating Standards
Chinden & Ten Mile Mixed Use Development - Meridian, Idaho Project #: 20248
June 23, 2017 Page 3
Kittelson & Associates, Inc. Boise, Idaho
PROPOSED DEVELOPMENT PLAN AND PHASING
The proposed mixed-use development consists of a Costco Wholesale warehouse and gasoline fuel
station, outparcel retail pads, apartments, and single-family housing on approximately 66.1 acres. The
development is planned to be constructed in two separate phases, described below.
Phase 1 consists of the buildout of a 166,000 square-foot Costco Wholesale warehouse
and gasoline fuel station with four islands and the potential to add a fifth island in the
future (30 fueling positions) on 17.05 acres. Phase 1 is planned to be complete in 2018.
Phase 2 includes the additional 60,000 square feet of retail pads, 115 apartment units on
16.64 acres, and 32.41 acres of single family housing at 5 homes per acre for a total of 162
residential homes. Phase 2 is planned to be buildout in the year 2024.
Access is proposed via Chinden Boulevard (US 20/26), Ten Mile Road, and Lost Rapids Drive. Four
access scenarios will be evaluated as part of the study to help with identifying the interim and long-
term access on Chinden Boulevard in conjunction with the improvements planned for the US 20/26
corridor by ITD.
Access Scenario 1:
o A full access on 2-lane Chinden Boulevard located approximately 1,160 feet west
of Ten Mile Road and a right-in/right-out access located approximately 615 feet
west of Ten Mile Road.
o A full access on Ten Mile Road located approximately 550 feet south of Chinden
Boulevard (US 20/26).
o Four full accesses on Lost Rapids Drive to serve the development. These accesses
will serve the single family residential area, apartments, and a secondary access to
Costco and the retail pads.
Access Scenario 2:
o A full access on 4-lane Chinden Boulevard located approximately 1,160 feet west
of Ten Mile Road and a right-in/right-out access located approximately 615 feet
west of Ten Mile Road.
o Access is the same on Ten Mile Road and Lost Rapids Drive as presented for
Access Scenario #1.
Access Scenario 3:
o A right-in/right-out/left-in access on 4-lane Chinden Boulevard located
approximately 1,160 feet west of Ten Mile Road and a right-in/right-out access
located approximately 615 feet west of Ten Mile Road.
o Access is the same on Ten Mile Road and Lost Rapids Drive as presented for
Access Scenario #1.
Chinden & Ten Mile Mixed Use Development - Meridian, Idaho Project #: 20248
June 23, 2017 Page 4
Kittelson & Associates, Inc. Boise, Idaho
Access Scenario 4:
o A right-in/right-out access on 4-lane Chinden Boulevard with raised median
located approximately 1,160 feet west of Ten Mile Road and a right -in/right-out
access located approximately 615 feet west of Ten Mile Road.
o Access is the same on Ten Mile Road and Lost Rapids Drive as presented for
Access Scenario #1.
Figure 2 illustrates the preliminary site plan and location of these accesses.
ESTIMATED TRIP GENERATION AND DISTRIBUTION
Costco Trip Generation
For the past 15 years, KAI has maintained a database of traffic data and travel characteristics for
Costco Wholesale. This includes facilities with gas stations and car washes, which are included in the
overall trip generation. The database contains transportation information such as trip rates, trip type
percentages, and parking demand for Costco locations in the United States, as well as Canada and
Mexico. A large portion of the data is from existing Costco sites in the Pacific Northwes t. The
database is updated and refined each time new Costco traffic counts or information become available
to KAI. In order to best evaluate the anticipated transportation characteristics of the proposed Costco
development, the Costco database information is planned to be used in this TIA since it provides use-
specific data that most accurately represents the anticipated traffic characteristics of the unique
development type.
Costco has invested significant effort into developing this site-specific trip generation database for
both their warehouses and their fuel stations because of the unique characteristics of Costco
customer travel that exists due to membership requirements and the nature of Costco sales. These
unique elements apply to the trip generation and distribution for Costco warehouses, Costco gasoline
fuel stations, and the intersection of trips between the two. This database was used to estimate the
weekday daily, p.m. and Saturday midday peak hour vehicle trips for the proposed Costco warehouse
and Costco gasoline fuel station.
Costco Warehouses are not open during the weekday a.m. peak hour. The Costco gas station opens at
6 a.m. An average of the weekday a.m. trip generation rates for Costco gas station sites in Oregon,
Montana, and Idaho (Boise and Nampa) were used in estimating the weekday a.m. peak hour trips for
the Meridian Costco gas station. The Idaho sites (Boise and Nampa) were significantly lower than the
average rate, so the average rate represents a reasonable worst case scenario for the weekday a.m.
peak hour.
PHASE 1
PHASE 2
Costco Warehouse and Gas
Station = 166,000 sf + 30 pumps
Shopping Center = 60,000 sf
Apartments = 115 units
Single-Family Housing = 162 units
FULL
ACCESS
RIGHT-IN/
RIGHT-OUT
SINGLE-FAMILY HOUSING
1,160'
615'
550'
1,545'
345'350'
1,140'
1,575'
400'
COSTCO WAREHOUSE
GAS
STATION
SH
O
P
P
I
N
G
C
E
N
T
E
R
SHOPPING CENTER
APARTMENTS
B
D
A
C
G
F
E
Chinden & Ten Mile Mixed Use Development - Meridian, Idaho Project #: 20248
June 23, 2017 Page 6
Kittelson & Associates, Inc. Boise, Idaho
Retail Pads and Residential Trip Generation
The projected weekday daily, a.m., and p.m. and Saturday midday peak hour vehicle trips for the
remaining land uses in the proposed mixed use development were estimated based on the Trip
Generation Manual, 9th Edition (Reference 1) published by the Institute of Transportation Engineers
(ITE). Pass-by trips were estimated using the Trip Generation Handbook, 3rd Edition (Reference 2)
published by the Institute of Transportation Engineers (ITE). The site internalization rate was based
off of other Costco sites with shopping centers on site and is generally less that the internalization
between retail uses published by ITE. The internal trip percentage between uses was limited to 10
percent. This internal trip percentage is much lower than the ITE percentages for retail-to-retail trips
in mixed use developments of 20 to 30 percent.
Table 1 (on the next page) shows the estimated rip generation of the proposed mixed use
development broken down into Phase 1 and Phase 2, respectively.
As shown in Table 1, the proposed mixed use development is estimated to generate the following net
new trip count for each phase:
Phase 1 is approximately 7,255 daily net new trips and 97 weekday a.m., 739 weekday
p.m., and 1,019 Saturday midday peak hour net new trips.
Phase 2 adds approximately 4,380 daily net new trips and 218 weekday a.m., 358
weekday p.m., and 465 Saturday midday peak hour net new trips.
Overall, the proposed mixed use development is estimated to generate 11,635 daily net new trips,
315 weekday a.m. peak hour, 1,096 weekday p.m. peak hour, and 1,485 Saturday midday peak hour
net new trips.
Trip Distribution
The distribution of site-generated trips onto the roadway system within the study area was estimated
based on projected traffic patterns from the COMPASS regional travel demand model, Costco
Warehouse customer patterns, and a review of the access locations and adjacent roadway system.
The proposed development will have two trip distribution patterns: 1) Costco Warehouse customer
specific distribution and 2) Retail and residential distribution. Figure 3 illustrates the estimated trip
distribution for the Costco Warehouse and remaining retail and residential uses. The COMPASS
outputs can be found in Attachment A.
Chinden & Ten Mile Mixed Use Development - Meridian, Idaho Project #: 20248
June 23, 2017 Page 7
Kittelson & Associates, Inc. Boise, Idaho
Table 1. Proposed Trip Generation
Land Use
ITE
Land
Use
Code
Size
(Square
Feet/Units)
Daily
Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour
Total In Out Total In Out Total In Out
2018-Phase 1
Costco Warehouse with Gas Station NA 166,000 11,162 147 75 72 1,139 558 581 1,499 749 749
Pass—by Trips (35% Daily, AM,
PM, 32% Sat) (3,907) (50) (25) (25) (400) (200) (200) (480) (240) (240)
Total Phase 1 Trips 7,255 97 50 47 739 358 381 1,019 510 510
2024-Phase 2
Costco Warehouse with Gas Station NA 166,000 11,162 147 75 72 1,139 558 581 1,499 749 749
Internal Trips (10%) 30 pumps (1,116) (15) (7) (7) (114) (56) (58) (150) (75) (75)
Net Driveway Trips 10,046 132 67 65 1,025 502 523 1,349 675 675
Pass—by Trips (35% Daily, AM,
PM, 32% Sat) (3,516) (50) (25) (25) (400) (200) (200) (480) (240) (240)
Shopping Center 820 60,000 4,872 114 71 43 425 204 221 627 326 301
Internal Trips (10%) (487) (11) (7) (4) (43) (20) (22) (63) (33) (30)
Net Driveway Trips 4,385 103 64 39 383 184 199 565 294 271
Pass—by Trips (34% Daily, AM,
PM, 26% Sat) (1,491) (35) (17) (17) (130) (65) (65) (147) (73) (73)
Apartments 220 115 820 60 12 48 81 53 28 66 33 33
Internal Trips (10%) (82) (6) (1) (5) (8) (5) (3) (7) (3) (3)
Net Driveway Trips 738 54 11 43 73 47 25 60 30 30
Single Family Housing 820 162 1,637 123 31 92 162 102 60 153 83 70
Internal Trips (10%) (164) (12) (3) (9) (16) (10) (6) (15) (8) (7)
Net Driveway Trips 1,473 111 28 83 146 92 54 138 74 63
Total Phase 2 Trips 11,635 315 127 188 1,096 560 536 1,485 759 725
All Phases
Phase 1 Trips 7,255 97 50 47 739 358 381 1,019 510 510
Phase 2 Trips 4,380 218 77 141 358 202 155 465 249 216
Total Site Trips 11,635 315 127 188 1,096 560 536 1,485 759 725
Chinden & Ten Mile Mixed Use Development - Meridian, Idaho Project #: 20248
June 23, 2017 Page 9
Kittelson & Associates, Inc. Boise, Idaho
ANALYSIS SCENARIOS AND STUDY ASSUMPTIONS
The proposed assumptions for this analysis include:
Study Years
o Year 2017 existing traffic conditions
o Year 2018 background traffic conditions (includes regional growth and in-process
developments but no site development traffic)
o Year 2018 total traffic conditions (includes year 2018 background traffic volumes
plus site-generated trips from Phase 1 of the proposed development - Costco)
o Year 2024 background traffic conditions (includes regional growth and in-process
developments but no site development traffic)
o Year 2024 total traffic conditions (includes year 2024 background traffic volumes
plus site-generated trips from Phases 1 and 2 of the proposed development)
Time Periods
o Weekday AM peak hour (7 a.m. – 9 a.m.)
o Weekday PM peak hour (4 p.m. – 6 p.m.)
o Saturday midday peak hour (12 p.m. – 2 p.m.)
Study Intersections and Roadways
o Chinden Boulevard/SH 16 (traffic signal)
o Chinden Boulevard/Black Cat Road (stop-controlled)
o Chinden Boulevard/Tree Farm Way (traffic signal)
o Chinden Boulevard/Ten Mile Road (traffic signal)
o Chinden Boulevard/Long Lake Way (traffic signal)
o Chinden Boulevard/Linder Road (traffic signal)
o Lost Rapids Drive/Ten Mile Road (stop-controlled)
o McMillan Road/Ten Mile Road (traffic signal)
o All site accesses
o Chinden Boulevard (US 20/26) from SH 16 to Linder Road
o Ten Mile Road from Chinden Boulevard (US 20/26) to McMillan Road
Chinden & Ten Mile Mixed Use Development - Meridian, Idaho Project #: 20248
June 23, 2017 Page 10
Kittelson & Associates, Inc. Boise, Idaho
Data Collection
o Turning movement counts will be collected during a typical midweek (Tuesday
through Thursday) a.m. peak period (7:00 a.m. – 9:00 a.m.); p.m. peak period
(4:00 p.m. – 6:00 p.m.); and Saturday midday (12:00 p.m. – 2:00 p.m.).
o Existing lane geometry will be documented, including turn pocket lengths, as well
as pedestrian and bicycle facilities, the presence of transit and/or transit
amenities, and posted speeds.
o For signalized intersections, KAI will obtain traffic signal timings from ACHD.
Background Growth Rate and In-Process Developments
o COMPASS maintains both a base year and a 2030 future year regional travel
demand model. Comparing model volumes between the base and future years,
the growth ranged between 6%-11% in the study area. Most of this growth is due
to the in-process developments in the area, which will be included as in-process
trips listed below. Additionally, a 2% annual growth rate will be applied to the
existing traffic volumes for all roads in the study area. The raw model outputs are
contained in Attachment A.
o In-Process developments to be included in TIS:
Linder Village Development (Southeast corner of Chinden Blvd/Linder Rd)
Meridian LDS Temple (North of Chinden Blvd on Linder Rd)
Foxtail and Ashbury Residential Developments (North of Chinden Blvd,
between Linder Rd and Meridian Rd)
Knighthill Commercial Subdivision (Southwest corner of Chinden
Blvd/Linder Rd)
Eagle Island Marketplace (Northeast corner of Chinden Blvd/Linder Rd)
Chinden & Linder Crossing Subdivision (Northwest corner of Chinden
Blvd/Linder Rd)
Tree Farm Residential Subdivision
Other developments identified and provided to us by ACHD and/or ITD.
Chinden & Ten Mile Mixed Use Development - Meridian, Idaho Project #: 20248
June 23, 2017 Page 11
Kittelson & Associates, Inc. Boise, Idaho
Planned Transportation Improvements
o Based on our review of the ACHD’s Capital Improvement Plan adopted in August
2016 (CIP, Reference 3), the following improvements were found in the study
area.
2021-2025 - Ten Mile Road (McMillan Road to Chinden Boulevard (US
20/26)). Reconstruct/widen from 2-lanes to 5-lanes. CIP#RD2016-124
2026-2030 - Chinden Boulevard (US 20/26)/Black Cat Road. Add signal.
Reconstruct/widen approaches. CIP#IN2016-79
o The Ten Mile widening project is also identified in ACHD’s Integrated Five Year
Work Plan (Reference 4) as priority #66 of 70.
o No improvements were found in ITD’s Statewide Transportation Improvement
Program (STIP, Reference 5). However, ITD has completed the US 20/26
Environmental Assessment and the roadway is planned to be widened to 4-lanes
and eventually 6-lanes with intersection/signal improvements at SH 16, Black Cat
Road, Ten Mile Road, and Linder Road.
o These improvements are planned outside of the timeline for Phases 1 and 2.
Therefore, no improvements are assumed in the TIA analysis scenarios. As needed
in the analysis, these improvements will be presented and discussed as potential
mitigation to any deficiencies.
ANALYSIS TOOLS AND OPERATING STANDARDS
The intersection operational analysis will be performed using the Highway Capacity Manual 6th
Edition analysis procedures (Reference 6). To ensure that this analysis is based on a reasonable worst-
case scenario, the peak 15-minute flow rate during all peak hours will be used in the evaluation of all
intersection level of service (LOS) and vehicle-to-capacity (V/C) ratios. The signalized and stop-
controlled intersection operations analyses presented in this report will be completed using Synchro
10 software, and if needed for supplemental analysis, HCS 7 software (version 7.1).
The analysis will be performed in accordance with the methodologies stated in Section 7106.6 of the
ACHD Policy Manual and include consideration of left- and right-turn lanes as well as queuing
impacts. Intersection and segment level-of-service will be reported per ACHD thresholds (Reference
7).
ACHD requires that signalized intersections operate at a minimum of LOS E for Principal Arterials and
Minor Arterials and LOS D for Collectors. All unsignalized intersections that have a projected level-of-
service D or worse shall be evaluated to determine if a signal or roundabout is warranted. The
acceptable volume-to-capacity ratio for signalized intersections is 0.90 for the overall intersection and
1.0 for each lane group. The acceptable volume-to-capacity ratio is 1.0 for the critical lane group at
Chinden & Ten Mile Mixed Use Development - Meridian, Idaho Project #: 20248
June 23, 2017 Page 12
Kittelson & Associates, Inc. Boise, Idaho
unsignalized intersections. ITD’s thresholds are LOS D or better for all intersections and for signalized
intersections a volume-to-capacity ratio of 0.90 or better.
Table 2 summarizes the LOS standards for the study area intersections (signalized and unsignalized).
Table 2. Agency LOS Standards
ID
Study
Intersection Agency
Traffic
Control ITD Operating Standard1 ACHD Operating Standard2
1 US 20/26/
SH 16 ITD Traffic Signal LOS D or better
Lane Group V/C Ratio < 0.90
LOS E or better
Intersection V/C < 0.90
Lane Group V/C Ratio < 1.00
2
Chinden
Boulevard/
Black Cat Road
ITD/ACHD Stop
Controlled
LOS D or better
Lane Group V/C Ratio < 0.90
LOS D or better
Critical movement V/C Ratio < 0.90
3
Chinden
Boulevard/
Tree Farm Way
ITD/ACHD Traffic Signal LOS D or better
Lane Group V/C Ratio < 0.90
LOS E or better
Intersection V/C Ratio < 0.90
Lane Group V/C Ratio < 1. 00
4
Chinden
Boulevard/
Ten Mile Road
ITD/ACHD Traffic Signal LOS D or better
Lane Group V/C Ratio < 0.90
LOS E or better
Intersection V/C Ratio < 0.90
Lane Group V/C Ratio < 1.00
5
Chinden
Boulevard/
Long Lake Way
ITD/ACHD Traffic Signal LOS D or better
Lane Group V/C Ratio < 0.90
LOS E or better
Intersection V/C Ratio < 0.90
Lane Group V/C Ratio < 1.00
6
Chinden
Boulevard/
Linder Road
ITD/ACHD Traffic Signal LOS D or better
Lane Group V/C Ratio < 0.90
LOS E or better
Intersection V/C Ratio < 0.90
Lane Group V/C Ratio < 1.00
7 Lost Rapids Drive/
Ten Mile Road ACHD Stop
Controlled Not Applicable LOS D or better
Critical movement V/C Ratio < 0.90
8 McMillan Road/
Ten Mile Road ACHD Traffic Signal Not Applicable
LOS E or better
Intersection V/C Ratio < 0.90
Lane Group V/C Ratio < 1.00
1AASHTO
2ACHD Policy Manual
REFERENCES
1. Institute of Transportation Engineers. Trip Generation Manual, 9th Edition. 2012.
2. Institute of Transportation Engineers. Trip Generation Handbook, 3rd Edition. August 2014.
3. Ada County Highway District. Capital Improvements Plan. 2016.
4. Ada County Highway District. Integrated Five Year Work Program. October 28, 2015.
5. Idaho Transportation Department. FY16-20 Statewide Transportation Improvement Program.
January 6, 2016.
6. Transportation Research Board. Highway Capacity Manual, 6th Edition. 2015.
7. Ada County Highway District. Policy Manual. 2010.
ATTACHMENTS
1. COMPASS Travel Demand Model Output
Attachment A COMPASS Model Output
Proposed Residential and Retail Development
The following summarizes the results of an area of influence model run for a proposed
development located northeast of southwest of US 20/26 and Ten Mile Road. The proposed
development will consist of 162 single family homes, 115 apartments, 160,000 square foot
discount club store with a fueling station and an additional 60,000 square feet for other retail
with an anticipated build out by 2030. See figure 1.
Figure 1: TAZ 880
Table 1 provides the existing demographics for TAZ 880 as well as the demographics used for
the area of influence model runs. These area of influence model runs include two TAZ splits
to accommodate the residential component of this proposal. One of the 2030 model runs
included the all the development listed above and one of them excluded the jobs for the
discount club store in order to isolate its impacts.
Table 1
2017 2030 with full
proposal
2030 without
discount club
store
2030
HH Jobs HH Jobs HH Jobs HH Jobs
TAZ 880 0 0 0 425 0 105 505 133
Temp TAZ 1312 n/a n/a 115 0 115 0 n/a n/a
Temp TAZ 1313 n/a n/a 162 0 162 0 n/a n/a
The area of influence results for the proposed development are shown in figures 2 through 8.
Figure 2: Area of Influence, Peak hour demand contribution to the total peak hour demand for 2030 for TAZ 880 (all jobs)
Figure 3: Area of Influence, Peak hour demand contribution to the total peak hour demand for 2030 for TAZ 880 (excludes discount store jobs)
Figure 4: 2030 Peak Hour Demand with Proposed Residential, Discount Store and Other Retail (RI/RO only for local proposed roads connected to US 20/26 and Ten Mile Rd, full access at Tree Farm and Lost Rapids)
Figure 5: 2030 Peak Hour Demand with Proposed Residential and Other Retail and no discount club store (RI/RO only for local proposed roads connected to US 20/26 and Ten Mile Rd, full access at Tree Farm and Lost Rapids)
Figure 6: 2030 Peak Hour Demand without Proposed Development – uses official 2030 demographics for TAZ 880. See Table 1. These peak hour forecasts are not comparable to demand in figures 4 and 5 given the change in land use and roadway
network.
Figure 7: Other Results, 2030 Peak Hour Demand Contribution from Proposed Residential in Temp TAZs 1312 and 1313 (includes Discount Store jobs in TAZ 880)
Figure 8: Other Results, 2030 Peak Hour Demand Contribution from Proposed Residential in Temp TAZs 1312 and 1313 (does not include Discount Store jobs in TAZ 880)
1
Lauren Volpei
From:Mindy Wallace <Mwallace@achdidaho.org>
Sent:Tuesday, June 20, 2017 3:46 PM
To:Lauren Volpei
Cc:Andy Daleiden
Subject:FW: Ten Mile & Chinden Mixed Use Development - Proposed TIS Scope of Work
Lauren,
ACHD’s comments on the scope of work for the Ten Mile & Chinden Mixed Use Development are as follows:
1. “All site accesses” needs to be added to the list of study intersections.
2. Staff does not agree with the proposal to use a 1% annual growth rate for Ten Mile and all roads in the study
other than Chinden Boulevard. The proposed 2% annual growth rate applied to Chinden Boulevard should be
applied to all roads in the study. While using the large growth rates shown in the COMPASS model and including
trips from in-process developments will likely lead to double counting trips, there is still quite a bit of room for
additional development in the north Meridian area.
Please let me know if you have any other questions.
Mindy
Mindy Wallace, AICP
Planner III
Ada County Highway District
208-387-6178
From: Andy Daleiden [ mailto:ADALEIDEN@kittelson.com ]
Sent: Thursday, June 15, 2017 6:25 PM
To: Mary Ann Waldinger; 'erika.bowen@itd.idaho.gov'; Shona Tonkin; Mindy Wallace; Christy Little
Cc: Andy Daleiden; John Ringert; Lauren Volpei; Trevor Gasser ( trevor@tgirealestate.com ); Peter Kahn; Steve Bullock
(Steve.Bullock@mg2.com ); Whelan, Brian ( brian@northwestatlantic.com )
Subject: Ten Mile & Chinden Mixed Use Development - Proposed TIS Scope of Work
Hi ACHD, ITD, and COMPASS,
Thank you for taking the time over the last few weeks to discuss the proposed mixed use development (e.g., Costco,
retail pads, apartments, and single family housing) located on the southwest quadrant of the Ten Mile Road/Chinden
Boulevard intersection. Per our discussions, we have prepared and attached a Transportation Impact Study (TIS) scope
of work memorandum for your review and comment. Please review and let us know if you have any additional
comments/requests for us to include in the TIS by Friday, June 23 .
Additionally, we look forward to discussing this proposed scope of work in-person with ITD on Monday, June 19 at 1 PM.
2
Thanks again for your assistance with this project! Feel free to contact Lauren or me with any questions regarding the
proposed scope of work.
Regards,
Andy
Andy Daleiden, PE
Associate Engineer
Kittelson & Associates, Inc.
Transportation Engineering / Planning
101 South Capitol Blvd, Suite 301
Boise, Idaho 83702
208.338.2683
208.867.3898 (cell)
Streetwise Twitter Facebook
1
Lauren Volpei
From:Erika Bowen <Erika.Bowen@itd.idaho.gov>
Sent:Tuesday, June 27, 2017 11:13 AM
To:Andy Daleiden; Mary Ann Waldinger; Shona Tonkin; Mwallace@achdidaho.org;
clittle@achdidaho.org
Cc:John Ringert; Lauren Volpei; Trevor Gasser (trevor@tgirealestate.com); Peter Kahn; Steve
Bullock (Steve.Bullock@mg2.com); Whelan, Brian (brian@northwestatlantic.com)
Subject:RE: Ten Mile & Chinden Mixed Use Development - Updated TIS Scope of Work & Mtg
Sign-In Sheet/PPT slides
Hi Andy-
Thank you for allowing ITD to review. We do not have any further comments on the Scope of Work.
Thanks,
Erika R. Bowen, P.E.
ITD District 3 Traffic Engineer
From: Andy Daleiden [ mailto:ADALEIDEN@kittelson.com ]
Sent: Friday, June 23, 2017 3:24 PM
To: Mary Ann Waldinger; Erika Bowen; Shona Tonkin; Mwallace@achdidaho.org ; clittle@achdidaho.org
Cc: Andy Daleiden; John Ringert; Lauren Volpei; Trevor Gasser ( trevor@tgirealestate.com ); Peter Kahn; Steve Bullock
(Steve.Bullock@mg2.com ); Whelan, Brian ( brian@northwestatlantic.com )
Subject: Ten Mile & Chinden Mixed Use Development - Updated TIS Scope of Work & Mtg Sign-In Sheet/PPT slides
Hi ACHD, ITD, and COMPASS,
Thank you for taking the time to review and provide comments on our draft Transportation Impact Study (TIS) scoping
memorandum for the proposed mixed use development located on the southwest corner of the Ten Mile Road/Chinden
Boulevard intersection. Per the scoping meeting with ITD on June 19 and written comments received from ACHD on
June 20, we have updated the TIS scoping memorandum to address all of these comment and requests. Additionally, we
have highlighted the major additions/changes to the memorandum for your reference:
The proposed development will occur in two phases instead of three phases. The proposed development will
include four accesses instead of five on Lost Rapids Drive. Therefore, the project description, site plan, and trip
generation has been updated to reflect two phases and less access on Lost Rapids Drive.
Trip generation for the shopping center use was updated to use the equation from the ITE Trip Generation
Manual instead of the average rate.
Trip distribution patterns were updated to reflect the expanded study area with the Chinden Boulevard/SH 16
intersection and trips being distributed to the existing and planned residential areas between Black Cat Road,
McMillan Road, Linder Road, and just north of Chinden Blvd.
Chinden Boulevard/SH 16 intersection was added as a study intersection.
“All site accesses” is listed under study intersections.
The background growth rate was updated to use 2% for all roadways in the study area.
Access scenarios will be analyzed for the proposed accesses on Chinden Boulevard. These scenarios include
assessing a full access, 3/4-access, and RIRO access for the main access on Chinden Boulevard and a RIRO access
for the secondary access on Chinden Boulevard under a 4-lane roadway section on Chinden Boulevard. This
2
requested analysis is to assist with planning of the interim and long-term access on Chinden Boulevard in
conjunction with ITD’s Corridor Plan.
The traffic operations performance measures were updated to reflect ITD’s LOS standard of “D” and v/c ratio
per lane group of 0.90 or better.
Attached is the updated TIS scoping memorandum for your review and confirmation. Please provide any additional
comments/requests and/or your confirmation of this scope of work by Wednesday June 28 th . For reference and your
project file, attached is the sign-in sheet and PowerPoint presentation from the scoping meeting with ITD on June 19 th .
Lastly, please provide any traffic impact studies in the study area that should be included as in-process developments in
the TIS.
We appreciate your time and assistance in moving this TIS along.
Thanks and have a great weekend!
Andy
Andy Daleiden, PE
Associate Engineer
Kittelson & Associates, Inc.
Transportation Engineering / Planning
101 South Capitol Blvd, Suite 301
Boise, Idaho 83702
208.338.2683
208.867.3898 (cell)
Streetwise Twitter Facebook
Appendix B Signal Timing Sheets
PhasingDiagram
Hwy16andChindenDiaram
Rev. - 05292003MB
4 7
Overlap 1
2
1
6
8
Location:Hwy 16 & Chinden Blvd (#434)
Ring 25678
ACHD Standard Phasing
Ring 11234
Diagram
Ped. Phase 6
Pe
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P
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a
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4
N
Ped. Phase 2
PhasingDiagram
ChindenAndLinderDiagram10032016
Rev. - 05292003MB
4 7
2
5 FYA
FYA 1
6
3 8
1
FYA
5
FYA
Location:Chinden & Linder (#294)
Ring 2678
ACHD Standard Phasing
Ring 1234
Diagram
Ped Phase 6
Pe
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P
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a
s
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4
Chinden
Li
n
d
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Pe
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Ped Phase 2
Ada County Timing Sheet 6/20/2017 7:57:59 AM
Station : 294 - CHINDEN & LINDER ( Standard File )
P h a s e 123456789 1 0 1 1 1 2 1 3 1 4 1 5 1 6
Walk 5555
Ped Clearance 33 33 29 31
Min Green 510 555 10 55
Passage 32222222
Max1 25 55 15 20 15 60 15 20
Max2 25 80 15 25 20 80 15 25
Y e l l o w 45454545 3 .5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
Red 22222222 1 .5 1.5 1.5 1.5 1.5 1.5 1.5 1.5
Red Revert
Added Initial
Max Initial
Time Before Reduce
Cars Before Reduce
Time To Reduce
Reduce By
Min Gap
Dynamic Max Limit
Dynamic Max Step
Enable ON ON ON ON ON ON ON ON
Auto Entry ON ON
Auto Exit ON ON
Non Act1
Non Act2
Lock Call
Min Recall ON ON
Max Recall
Ped Recall
Soft Recall
Dual Entry ON ON ON ON
Sim Gap Enable ON ON ON ON ON ON ON ON
Guar Passage
Rest In Walk
Cond Service
Add Init Calc
Bike Clear
Preemption
C h a n n e l 123456
Lock Input ON ON
Override Flash ON ON
Override Higher ON ON
Flash Dwell
Link
Delay
Min Duration 10 10 10 10
Min Green 8888
Min Walk 1111
Ped Clear 9999
Track Green
Min Dwell 10 10 10 10
Max Presence 180 180 180 180
Track R1
Track R2
Track R3
Track R4
Dwell Ped1
Exit R1 1 1 2 6
Exit R2 5 5 6 2
Exit R3
Exit R4
Preempt LP
Channel 1 2 3 4
Min
Max
Type OFF OFF OFF OFF
Platoon Rx
Cond Lockout
Coord in Preempt
Platoon Tx
Lock
Begin Mode SKIP SKIP SKIP SKIP
Priority P1
Priority P2
Priority P3
Priority P4
Max Lockout
Ext Dwell
Ant Arrival
Max Grn 1
Max Grn 2
Max Grn 3
Max Grn 4
Max Grn 5
Max Grn 6
Max Grn 7
Max Grn 8
Max Grn 9
Max Grn 10
Max Grn 11
Max Grn 12
Max Grn 13
Max Grn 14
Max Grn 15
Max Grn 16
Headway Group
Queue Jump
Headway Time
TX Time
PP Hold Time
PP Tx Phase 1
PP Tx Phase 2
PP Tx Phase 3
PP Tx Phase 4
Ada County Timing Sheet 6/20/2017 7:57:59 AM
Station : 294 - CHINDEN & LINDER ( Standard File )
Coordination
Day Plan 1 Easy
10 254
630 11 1 4033 11 1025 20 59 15 46 20 59 15 46
930 22 1 10421 40 15 46 15 34 15 46 15 34
15 33 1 4054 31 1025 20 59 15 46 20 59 15 46
18 30 10 254
Day Plan 2 Easy
10 254
Day Plan 3 Easy
10 254
Ada County Timing Sheet 6/20/2017 7:57:59 AM
Station : 294 - CHINDEN & LINDER ( Standard File )
Day Plan 4 Easy
Scheduler
Month Day of Week Day of Month 123
Plan JF M A MJJASONDSM TW TFS1234567890123456789012345678901 D ay Plan
1 111111111111 11111 1111111111111111111111111111111 1
2 111111111111 11111111111111111111111111111111 2
3 1111111111111 1111111111111111111111111111111 3
4 1
5 1
6 1
7 1
8 1
9 1
10 1
11 1
12 1
13 1
14 1
15 1
16 1
17 1
18 1
19 1
20 1
21 1
22 1
23 1
24 1
25 1
26 1
27 1
28 1
29 1
30 1
31 1
32 1
User Comments:
PhasingDiagram
ChindenAndLonglakeDiagram061416
Rev. - 05292003MB
4 7 (FYA)
2
5 (FYA)
(FYA) 1
6
3 (FYA)8
Location:Chinden & Long Lake Way #365
Ring 25678
Ring 11234
Ped. Phase 6
Pe
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P
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a
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8
N
Diagram
ACHD Standard Phasing
Pe
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P
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a
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4
Chinden (US20/26)
Lo
n
g
L
a
k
e
W
a
y
Ped. Phase 2
Ada County Timing Sheet 6/20/2017 8:02:51 AM
Station : 365 - Chinden & Long Lakes ( Standard File )
P h a s e 123456789 1 0 1 1 1 2 1 3 1 4 1 5 1 6
Walk 5555
Ped Clearance 21 23 21 23
Min Green 510 510 510 510
Passage 24222422
Max1 25 60 20 30 25 60 20 30
Max2 30 80 25 35 30 80 25 50
Y e l l o w 45444544 3 .5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
Red 11111111 1 .5 1.5 1.5 1.5 1.5 1.5 1.5 1.5
Red Revert
Added Initial
Max Initial
Time Before Reduce
Cars Before Reduce
Time To Reduce
Reduce By
Min Gap
Dynamic Max Limit 85 35 85
Dynamic Max Step 10 510
Enable ON ON ON ON ON ON ON ON
Auto Entry ON ON
Auto Exit ON ON
Non Act1
Non Act2
Lock Call
Min Recall ON ON
Max Recall
Ped Recall
Soft Recall
Dual Entry ON ON ON ON
Sim Gap Enable ON ON ON ON ON ON ON ON
Guar Passage
Rest In Walk
Cond Service ON ON
Add Init Calc
Bike Clear
Preemption
C h a n n e l 123456
Lock Input ON ON
Override Flash ON ON
Override Higher ON ON
Flash Dwell
Link
Delay
Min Duration 10 10 10 10
Min Green 8888
Min Walk 1111
Ped Clear 9999
Track Green
Min Dwell 10 10 10 10
Max Presence 180 180 180 180
Track R1
Track R2
Track R3
Track R4
Dwell Ped1
Exit R1 1 1 1 2
Exit R2 5 5 6 5
Exit R3
Exit R4
Preempt LP
Channel 1 2 3 4
Min
Max
Type OFF OFF OFF OFF
Platoon Rx
Cond Lockout
Coord in Preempt
Platoon Tx
Lock
Begin Mode SKIP SKIP SKIP SKIP
Priority P1
Priority P2
Priority P3
Priority P4
Max Lockout
Ext Dwell
Ant Arrival
Max Grn 1
Max Grn 2
Max Grn 3
Max Grn 4
Max Grn 5
Max Grn 6
Max Grn 7
Max Grn 8
Max Grn 9
Max Grn 10
Max Grn 11
Max Grn 12
Max Grn 13
Max Grn 14
Max Grn 15
Max Grn 16
Headway Group
Queue Jump
Headway Time
TX Time
PP Hold Time
PP Tx Phase 1
PP Tx Phase 2
PP Tx Phase 3
PP Tx Phase 4
Ada County Timing Sheet 6/20/2017 8:02:51 AM
Station : 365 - Chinden & Long Lakes ( Standard File )
Coordination
Day Plan 1 Easy
10 254
630 11 1 4018 1 1 10 25 18 87 15 20 18 87 15 20
930 22 5540 21 1025 15 23 17 15 23 17
15 44 1 4079 4 1 10 25 20 95 25 20 95 25
18 30 10 254
Day Plan 2 Easy
10 254
Day Plan 3 Easy
10 254
Ada County Timing Sheet 6/20/2017 8:02:51 AM
Station : 365 - Chinden & Long Lakes ( Standard File )
Day Plan 4 Easy
Scheduler
Month Day of Week Day of Month 123
Plan JF M A MJJASONDSM TW TFS1234567890123456789012345678901 D ay Plan
1 111111111111 11111 1111111111111111111111111111111 1
2 111111111111 11111111111111111111111111111111 2
3 1111111111111 1111111111111111111111111111111 3
4 1
5 1
6 1
7 1
8 1
9 1
10 1
11 1
12 1
13 1
14 1
15 1
16 1
17 1
18 1
19 1
20 1
21 1
22 1
23 1
24 1
25 1
26 1
27 1
28 1
29 1
30 1
31 1
32 1
User Comments:
PhasingDiagram
ChindenAndTenMileDiagram05232016
Rev. - 05292003MB
4
2
5 FYA
FYA 1
6
8 8+5
CH 9
1
FYA
5
FYA
Location:Chinden & Ten Mile (#435)
No
P
e
d
.
P
h
a
s
e
No
P
e
d
.
P
h
a
s
e
Chinden
Ring 1
6 Ring 2
2 3
Not Used 4
Te
n
M
i
l
e
7
Not Used 8
Phasing Diagram (NEW)
Ped. Phase 6
ACHD Quad Sequential
Dr
i
v
e
w
a
y N
No Ped. Phase
Ada County Timing Sheet 6/20/2017 8:04:41 AM
Station : 435 - CHINDEN & TEN MILE ( Standard File )
P h a s e 123456789 1 0 1 1 1 2 1 3 1 4 1 5 1 6
Walk 5
Ped Clearance 23
Min Green 510 55 10 5
Passage 24 224 2
Max1 10 80 10 35 80 35
Max2 25 100 25 45 100 45
Yellow 4 5 4 4 5 4 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
Red 22 1 .5 22 2 1 .5 1.5 1.5 1.5 1.5 1.5 1.5 1.5
Red Revert 1
Added Initial
Max Initial
Time Before Reduce
Cars Before Reduce
Time To Reduce
Reduce By
Min Gap
Dynamic Max Limit
Dynamic Max Step
Enable ON ON ON ON ON ON
Auto Entry ON ON
Auto Exit ON ON
Non Act1
Non Act2
Lock Call
Min Recall ON ON
Max Recall
Ped Recall
Soft Recall
Dual Entry ON ON
Sim Gap Enable ON ON ON ON ON ON
Guar Passage
Rest In Walk
Cond Service
Add Init Calc
Bike Clear
Preemption
C h a n n e l 123456
Lock Input ON ON
Override Flash ON ON
Override Higher ON ON
Flash Dwell
Link
Delay
Min Duration 10 10 10 10
Min Green 8888
Min Walk 1111
Ped Clear 9999
Track Green
Min Dwell 10 10 10 10
Max Presence 180 180 180 180
Track R1
Track R2
Track R3
Track R4
Dwell Ped1
Exit R1 1 1 1 2
Exit R2 5 5 6 5
Exit R3
Exit R4
Preempt LP
Channel 1 2 3 4
Min
Max
Type OFF OFF OFF OFF
Platoon Rx
Cond Lockout
Coord in Preempt
Platoon Tx
Lock
Begin Mode SKIP SKIP SKIP SKIP
Priority P1
Priority P2
Priority P3
Priority P4
Max Lockout
Ext Dwell
Ant Arrival
Max Grn 1
Max Grn 2
Max Grn 3
Max Grn 4
Max Grn 5
Max Grn 6
Max Grn 7
Max Grn 8
Max Grn 9
Max Grn 10
Max Grn 11
Max Grn 12
Max Grn 13
Max Grn 14
Max Grn 15
Max Grn 16
Headway Group
Queue Jump
Headway Time
TX Time
PP Hold Time
PP Tx Phase 1
PP Tx Phase 2
PP Tx Phase 3
PP Tx Phase 4
Ada County Timing Sheet 6/20/2017 8:04:41 AM
Station : 435 - CHINDEN & TEN MILE ( Standard File )
Coordination
Day Plan 1 Easy
15 254
15 33 1 40113 31 1025 12 80 18 32 60 30
18 30 15 254
Day Plan 2 Easy
15 254
Day Plan 3 Easy
15 254
Ada County Timing Sheet 6/20/2017 8:04:41 AM
Station : 435 - CHINDEN & TEN MILE ( Standard File )
Day Plan 4 Easy
Scheduler
Month Day of Week Day of Month 123
Plan JF M A MJJASONDSM TW TFS1234567890123456789012345678901 D ay Plan
1 111111111111 11111 1111111111111111111111111111111 1
2 111111111111 11111111111111111111111111111111 2
3 1111111111111 1111111111111111111111111111111 3
4 1
5 1
6 1
7 1
8 1
9 1
10 1
11 1
12 1
13 1
14 1
15 1
16 1
17 1
18 1
19 1
20 1
21 1
22 1
23 1
24 1
25 1
26 1
27 1
28 1
29 1
30 1
31 1
32 1
User Comments:
PhasingDiagram
ChindenAndTreeFarmDiagram10252016
Rev. - 05292003MB
FYA
4 3
2
5 FYA
FYA 1
6
7 8
FYA
1 3
FYA FYA
5 7
FYA FYA
Location:Chinden & Tree Farm (#400)
Tr
e
e
F
a
r
m
Pe
d
.
P
h
a
s
e
8
N
Ped. Phase 2
Ring 268
Ped. Phase 6
Pe
d
.
P
h
a
s
e
4
Chinden
ACHD Standard Phasing
Ring 124
Diagram
Ada County Timing Sheet 6/20/2017 8:06:46 AM
Station : 400 - CHINDEN & TREE FARM ( Standard File )
P h a s e 123456789 1 0 1 1 1 2 1 3 1 4 1 5 1 6
Walk 5555
Ped Clearance 19 19 19 19
Min Green 515 510 515 510
Passage 21 .5 1.5 2.5 21 .5 1.5 2
Max1 20 80 20 20 20 80 20 20
Max2 30 100 20 40 30 100 20 40
Y e l l o w 45444544 3 .5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
Red 22222222 1 .5 1.5 1.5 1.5 1.5 1.5 1.5 1.5
Red Revert
Added Initial
Max Initial
Time Before Reduce
Cars Before Reduce
Time To Reduce
Reduce By
Min Gap
Dynamic Max Limit 35 85 35 85
Dynamic Max Step 510 510
Enable ON ON ON ON ON ON ON ON
Auto Entry ON ON
Auto Exit ON ON
Non Act1
Non Act2
Lock Call
Min Recall ON ON
Max Recall
Ped Recall
Soft Recall
Dual Entry ON ON ON ON
Sim Gap Enable ON ON ON ON ON ON ON ON
Guar Passage
Rest In Walk
Cond Service
Add Init Calc
Bike Clear
Preemption
C h a n n e l 123456
Lock Input ON ON
Override Flash ON ON
Override Higher ON ON
Flash Dwell
Link
Delay
Min Duration 10 10 10 10
Min Green 8888
Min Walk 1111
Ped Clear 9999
Track Green
Min Dwell 10 10 10 10
Max Presence 180 180 180 180
Track R1
Track R2
Track R3
Track R4
Dwell Ped1
Exit R1 1 1 4 4
Exit R2 5 5 8 8
Exit R3
Exit R4
Preempt LP
Channel 1 2 3 4
Min
Max
Type OFF OFF OFF OFF
Platoon Rx
Cond Lockout
Coord in Preempt
Platoon Tx
Lock
Begin Mode SKIP SKIP SKIP SKIP
Priority P1
Priority P2
Priority P3
Priority P4
Max Lockout
Ext Dwell
Ant Arrival
Max Grn 1
Max Grn 2
Max Grn 3
Max Grn 4
Max Grn 5
Max Grn 6
Max Grn 7
Max Grn 8
Max Grn 9
Max Grn 10
Max Grn 11
Max Grn 12
Max Grn 13
Max Grn 14
Max Grn 15
Max Grn 16
Headway Group
Queue Jump
Headway Time
TX Time
PP Hold Time
PP Tx Phase 1
PP Tx Phase 2
PP Tx Phase 3
PP Tx Phase 4
Ada County Timing Sheet 6/20/2017 8:06:46 AM
Station : 400 - CHINDEN & TREE FARM ( Standard File )
Coordination
Day Plan 1 Easy
125254
630 11 1 40126 11 1025 17 78 20 25 17 78 20 25
930 22 5547 2 1 10 25 33 22 33 22
15 33 70 731 1025 15 35 20 15 35 20
16 30 44 1 4040 41 1025 20 80 23 17 20 80 23 17
18 30 25 254
25 254
Day Plan 2 Easy
125254
Day Plan 3 Easy
125254
Ada County Timing Sheet 6/20/2017 8:06:46 AM
Station : 400 - CHINDEN & TREE FARM ( Standard File )
Day Plan 4 Easy
Scheduler
Month Day of Week Day of Month 123
Plan JF M A MJJASONDSM TW TFS1234567890123456789012345678901 D ay Plan
1 111111111111 11111 1111111111111111111111111111111 1
2 111111111111 11111111111111111111111111111111 2
3 1111111111111 1111111111111111111111111111111 3
4 1
5 1
6 1
7 1
8 1
9 1
10 1
11 1
12 1
13 1
14 1
15 1
16 1
17 1
18 1
19 1
20 1
21 1
22 1
23 1
24 1
25 1
26 1
27 1
28 1
29 1
30 1
31 1
32 1
User Comments:
Linder & McMillan
LinderAndMcMillanFYADiagram06202017
Rev. - 05292003MB
(FYA)
4 4 4 7
2
2
5 (FYA)
(FYA)1
6
6
3 8 8 8
(FYA)
Location:Linder & McMillan (#397)
Pe
d
.
P
h
a
s
e
4
McMillan
Li
n
d
e
r
Ped. Phase 2
Ped. Phase 6
Pe
d
.
P
h
a
s
e
8
N
ACHD Standard Phasing
Ring 11
(FYA)2 3
(FYA)4
Ring 25
(FYA)6 7
(FYA)8
Diagram
Ada County Timing Sheet 6/20/2017 8:27:00 AM
Station : 397 - Linder & McMillan ( Standard File )
P h a s e 123456789 1 0 1 1 1 2 1 3 1 4 1 5 1 6
Walk 5555
Ped Clearance 26 18 26 18
Min Green 510 510 510 510
Passage 23222322
Max1 20 50 25 50 20 30 25 50
Max2 30 40 35 70 30 40 35 70
Y e l l o w 44454445 3 .5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
Red 11111111 1 .5 1.5 1.5 1.5 1.5 1.5 1.5 1.5
Red Revert
Added Initial
Max Initial
Time Before Reduce
Cars Before Reduce
Time To Reduce
Reduce By
Min Gap
Dynamic Max Limit
Dynamic Max Step
Enable ON ON ON ON ON ON ON ON
Auto Entry ON ON
Auto Exit ON ON
Non Act1
Non Act2
Lock Call
Min Recall ON ON
Max Recall
Ped Recall
Soft Recall
Dual Entry ON ON ON ON
Sim Gap Enable ON ON ON ON ON ON ON ON
Guar Passage
Rest In Walk
Cond Service
Add Init Calc
Bike Clear
Preemption
C h a n n e l 123456
Lock Input ON ON
Override Flash ON ON
Override Higher ON ON
Flash Dwell
Link
Delay
Min Duration 10 10 10 10
Min Green 8888
Min Walk 1111
Ped Clear 9999
Track Green
Min Dwell 10 10 10 10
Max Presence 180 180 180 180
Track R1
Track R2
Track R3
Track R4
Dwell Ped1
Exit R1 3 4 3 3
Exit R2 8 7 7 7
Exit R3
Exit R4
Preempt LP
Channel 1 2 3 4
Min
Max
Type OFF OFF OFF OFF
Platoon Rx
Cond Lockout
Coord in Preempt
Platoon Tx
Lock
Begin Mode SKIP SKIP SKIP SKIP
Priority P1
Priority P2
Priority P3
Priority P4
Max Lockout
Ext Dwell
Ant Arrival
Max Grn 1
Max Grn 2
Max Grn 3
Max Grn 4
Max Grn 5
Max Grn 6
Max Grn 7
Max Grn 8
Max Grn 9
Max Grn 10
Max Grn 11
Max Grn 12
Max Grn 13
Max Grn 14
Max Grn 15
Max Grn 16
Headway Group
Queue Jump
Headway Time
TX Time
PP Hold Time
PP Tx Phase 1
PP Tx Phase 2
PP Tx Phase 3
PP Tx Phase 4
Ada County Timing Sheet 6/20/2017 8:27:00 AM
Station : 397 - Linder & McMillan ( Standard File )
Coordination
Day Plan 1 Easy
10 254
71 1 1 1 1025 45 35 25 40 20 30 30 40
745 10 254
830 22 21 1025 20 30 25 50 20 30 25 50
915 10 254
14 30 3 3 3 1 10 25 20 50 25 60 20 30 50 60
15 30 44 41 1025 20 30 25 50 20 30 25 50
15 45 44 41 1025 20 30 25 50 20 30 25 50
16 30 10 254
Day Plan 2 Easy
10 254
Day Plan 3 Easy
10 254
Ada County Timing Sheet 6/20/2017 8:27:00 AM
Station : 397 - Linder & McMillan ( Standard File )
Day Plan 4 Easy
Scheduler
Month Day of Week Day of Month 123
Plan JF M A MJJASONDSM TW TFS1234567890123456789012345678901 D ay Plan
1 111111111111 11111 1111111111111111111111111111111 1
2 111111111111 11111111111111111111111111111111 2
3 1111111111111 1111111111111111111111111111111 3
4 1
5 1
6 1
7 1
8 1
9 1
10 1
11 1
12 1
13 1
14 1
15 1
16 1
17 1
18 1
19 1
20 1
21 1
22 1
23 1
24 1
25 1
26 1
27 1
28 1
29 1
30 1
31 1
32 1
User Comments:
PhasingDiagram
TenMileAndMcMillanFYADiagram06202017
Rev. - 05292003MB
(FYA)
7
2
5 (FYA)
(FYA)1
6
3
(FYA)
Location:Ten Mile & McMillan (#399)
8
4
Ring 25
(FYA)6 7
(FYA)8
ACHD Standard Phasing
Ring 11
(FYA)2 3
(FYA)4
Diagram
Ped. Phase 6
Pe
d
.
P
h
a
s
e
4
McMillan
Te
n
M
i
l
e
Pe
d
.
P
h
a
s
e
8
N
Ped. Phase 2
Ada County Timing Sheet 6/20/2017 8:22:08 AM
Station : 399 - TEN MILE & MCMILLAN ( Standard File )
P h a s e 123456789 1 0 1 1 1 2 1 3 1 4 1 5 1 6
Walk 5555
Ped Clearance 26 19 25 19
Min Green 510 510 510 510
Passage 24242424
Max1 20 25 20 40 20 25 20 40
Max2 30 50 30 75 50 50 30 75
Y e l l o w 44444444 3 .5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
Red 11111111 1 .5 1.5 1.5 1.5 1.5 1.5 1.5 1.5
Red Revert
Added Initial
Max Initial
Time Before Reduce
Cars Before Reduce
Time To Reduce
Reduce By
Min Gap
Dynamic Max Limit
Dynamic Max Step
Enable ON ON ON ON ON ON ON ON
Auto Entry ON ON
Auto Exit ON ON
Non Act1
Non Act2
Lock Call
Min Recall ON ON
Max Recall
Ped Recall
Soft Recall
Dual Entry ON ON ON ON
Sim Gap Enable ON ON ON ON ON ON ON ON
Guar Passage
Rest In Walk
Cond Service
Add Init Calc
Bike Clear
Preemption
C h a n n e l 123456
Lock Input ON ON
Override Flash ON ON
Override Higher ON ON
Flash Dwell
Link
Delay
Min Duration 10 10 10 10
Min Green 8888
Min Walk 1111
Ped Clear 9999
Track Green
Min Dwell 10 10 10 10
Max Presence 180 180 180 180
Track R1
Track R2
Track R3
Track R4
Dwell Ped1
Exit R1 3 4 3 3
Exit R2 8 7 7 7
Exit R3
Exit R4
Preempt LP
C h a n n e l 1234
Min
Max
Type OFF OFF OFF OFF
Platoon Rx
Cond Lockout
Coord in Preempt
Platoon Tx
Lock
Begin Mode SKIP SKIP SKIP SKIP
Priority P1
Priority P2
Priority P3
Priority P4
Max Lockout
Ext Dwell
Ant Arrival
Max Grn 1
Max Grn 2
Max Grn 3
Max Grn 4
Max Grn 5
Max Grn 6
Max Grn 7
Max Grn 8
Max Grn 9
Max Grn 10
Max Grn 11
Max Grn 12
Max Grn 13
Max Grn 14
Max Grn 15
Max Grn 16
Headway Group
Queue Jump
Headway Time
TX Time
PP Hold Time
PP Tx Phase 1
PP Tx Phase 2
PP Tx Phase 3
PP Tx Phase 4
Ada County Timing Sheet 6/20/2017 8:22:08 AM
Station : 399 - TEN MILE & MCMILLAN ( Standard File )
Coordination
Day Plan 1 Easy
Day Plan 2 Easy
Day Plan 3 Easy
Ada County Timing Sheet 6/20/2017 8:22:08 AM
Station : 399 - TEN MILE & MCMILLAN ( Standard File )
Day Plan 4 Easy
Scheduler
Month Day of Week Day of Month 123
Plan JF M A MJJASONDSM TW TFS1234567890123456789012345678901 D ay Plan
1 111111111111 11111 1111111111111111111111111111111 1
2 111111111111 11111111111111111111111111111111 2
3 1111111111111 1111111111111111111111111111111 3
4 1
5 1
6 1
7 1
8 1
9 1
10 1
11 1
12 1
13 1
14 1
15 1
16 1
17 1
18 1
19 1
20 1
21 1
22 1
23 1
24 1
25 1
26 1
27 1
28 1
29 1
30 1
31 1
32 1
User Comments:
PhasingDiagram
UstickAndTenMileDiagram
Rev. - 05292003MB
(O/L 8 or H)
(FYA)
4 7
5 (FYA)(O/L 6 or F)
(O/L 2 or B) (FYA) 1
6
3 8
(FYA)(O/L 4 or D)
Location:Ustick & Ten Mile (#428)
Ring 25
FYA 6 7
FYA 8
ACHD Standard Phasing
Ring 11
FYA 2 3
FYA 4
Diagram
Ped. Phase 6
Pe
d
.
P
h
a
s
e
4
Ustick
Te
n
M
i
l
e
Pe
d
.
P
h
a
s
e
8
N
Ped. Phase 2
2
Ada County Timing Sheet 6/20/2017 8:24:31 AM
Station : 428 - Ten Mile & Ustick ( Standard File )
P h a s e 123456789 1 0 1 1 1 2 1 3 1 4 1 5 1 6
Walk 5555
Ped Clearance 26 26 25 25
Min Green 510 510 510 510
Passage 22222222
Max1 30 40 20 75 30 40 20 75
Max2 40 60 40 60 40 60 40 60
Y e l l o w 45444544 3 .5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
Red 22222222 1 .5 1.5 1.5 1.5 1.5 1.5 1.5 1.5
Red Revert
Added Initial
Max Initial
Time Before Reduce
Cars Before Reduce
Time To Reduce
Reduce By
Min Gap
Dynamic Max Limit
Dynamic Max Step
Enable ON ON ON ON ON ON ON ON
Auto Entry ON ON
Auto Exit ON ON
Non Act1
Non Act2
Lock Call
Min Recall ON ON
Max Recall
Ped Recall
Soft Recall
Dual Entry ON ON ON ON
Sim Gap Enable ON ON ON ON ON ON ON ON
Guar Passage
Rest In Walk
Cond Service
Add Init Calc
Bike Clear
Preemption
C h a n n e l 123456
Lock Input ON ON
Override Flash ON ON
Override Higher ON ON
Flash Dwell
Link
Delay
Min Duration 10 10 10 10
Min Green 8888
Min Walk 1111
Ped Clear 9999
Track Green
Min Dwell 10 10 10 10
Max Presence 180 180 180 180
Track R1
Track R2
Track R3
Track R4
Dwell Ped1
Exit R1 1 1 1 2
Exit R2 5 5 6 5
Exit R3
Exit R4
Preempt LP
Channel 1 2 3 4
Min
Max
Type OFF OFF OFF OFF
Platoon Rx
Cond Lockout
Coord in Preempt
Platoon Tx
Lock
Begin Mode SKIP SKIP SKIP SKIP
Priority P1
Priority P2
Priority P3
Priority P4
Max Lockout
Ext Dwell
Ant Arrival
Max Grn 1
Max Grn 2
Max Grn 3
Max Grn 4
Max Grn 5
Max Grn 6
Max Grn 7
Max Grn 8
Max Grn 9
Max Grn 10
Max Grn 11
Max Grn 12
Max Grn 13
Max Grn 14
Max Grn 15
Max Grn 16
Headway Group
Queue Jump
Headway Time
TX Time
PP Hold Time
PP Tx Phase 1
PP Tx Phase 2
PP Tx Phase 3
PP Tx Phase 4
Ada County Timing Sheet 6/20/2017 8:24:31 AM
Station : 428 - Ten Mile & Ustick ( Standard File )
Coordination
Day Plan 1 Easy
10 254
Day Plan 2 Easy
10 254
Day Plan 3 Easy
10 254
Ada County Timing Sheet 6/20/2017 8:24:31 AM
Station : 428 - Ten Mile & Ustick ( Standard File )
Day Plan 4 Easy
Scheduler
Month Day of Week Day of Month 123
Plan JF M A MJJASONDSM TW TFS1234567890123456789012345678901 D ay Plan
1 111111111111 11111 1111111111111111111111111111111 1
2 111111111111 11111111111111111111111111111111 2
3 1111111111111 1111111111111111111111111111111 3
4 1
5 1
6 1
7 1
8 1
9 1
10 1
11 1
12 1
13 1
14 1
15 1
16 1
17 1
18 1
19 1
20 1
21 1
22 1
23 1
24 1
25 1
26 1
27 1
28 1
29 1
30 1
31 1
32 1
User Comments:
Ada County Timing Sheet 6/22/2017 9:06:10 AM
Station : 434 - Hwy 16 & Chinden ( Standard File )
P h a s e 123456789 1 0 1 1 1 2 1 3 1 4 1 5 1 6
Walk 555
Ped Clearance 32 25 7
Min Green 55 5 555
Passage 24 2 422
Max1 25 50 45 50 30 15
Max2 25 50 45 50 30 15
Yellow 4 5 5 5 4 4 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
Red 4.5 122 4 .5 21 .5 1.5 1.5 1.5 1.5 1.5 1.5 1.5
Red Revert
Added Initial
Max Initial
Time Before Reduce
Cars Before Reduce
Time To Reduce
Reduce By
Min Gap
Dynamic Max Limit
Dynamic Max Step
Enable ON ON ON ON ON ON
Auto Entry ON ON
Auto Exit ON ON
Non Act1
Non Act2
Lock Call
Min Recall ON ON
Max Recall
Ped Recall
Soft Recall
Dual Entry ON ON
Sim Gap Enable ON ON ON ON ON ON
Guar Passage
Rest In Walk
Cond Service
Add Init Calc
Bike Clear
Preemption
C h a n n e l 123456
Lock Input ON ON
Override Flash ON ON
Override Higher ON ON
Flash Dwell
Link
Delay
Min Duration 10 10 10 10
Min Green 5555
Min Walk 1111
Ped Clear 9999
Track Green
Min Dwell 10 10 10 10
Max Presence 180 180 180 180
Track R1
Track R2
Track R3
Track R4
Dwell Ped1
Exit R1 1 1 4 4
Exit R2 6 6 7 7
Exit R3
Exit R4
Preempt LP
Channel 1 2 3 4
Min
Max
Type OFF OFF OFF OFF
Platoon Rx
Cond Lockout
Coord in Preempt
Platoon Tx
Lock
Begin Mode SKIP SKIP SKIP SKIP
Priority P1
Priority P2
Priority P3
Priority P4
Max Lockout
Ext Dwell
Ant Arrival
Max Grn 1
Max Grn 2
Max Grn 3
Max Grn 4
Max Grn 5
Max Grn 6
Max Grn 7
Max Grn 8
Max Grn 9
Max Grn 10
Max Grn 11
Max Grn 12
Max Grn 13
Max Grn 14
Max Grn 15
Max Grn 16
Headway Group
Queue Jump
Headway Time
TX Time
PP Hold Time
PP Tx Phase 1
PP Tx Phase 2
PP Tx Phase 3
PP Tx Phase 4
Ada County Timing Sheet 6/22/2017 9:06:10 AM
Station : 434 - Hwy 16 & Chinden ( Standard File )
Coordination
Day Plan 1 Easy
10 254
Day Plan 2 Easy
10 254
Day Plan 3 Easy
10 254
Ada County Timing Sheet 6/22/2017 9:06:10 AM
Station : 434 - Hwy 16 & Chinden ( Standard File )
Day Plan 4 Easy
Scheduler
Month Day of Week Day of Month 123
Plan JF M A MJJASONDSM TW TFS1234567890123456789012345678901 D ay Plan
1 111111111111 11111 1111111111111111111111111111111 1
2 111111111111 11111111111111111111111111111111 2
3 1111111111111 1111111111111111111111111111111 3
4 1
5 1
6 1
7 1
8 1
9 1
10 1
11 1
12 1
13 1
14 1
15 1
16 1
17 1
18 1
19 1
20 1
21 1
22 1
23 1
24 1
25 1
26 1
27 1
28 1
29 1
30 1
31 1
32 1
User Comments:
Appendix C Traffic Count Data
File Name : Chinden Blvd & Black Cat Rd SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 1
Study: KITT0089
Intersection: Chinden / Black Cat Rd
City, State: Meridian, Idaho
Control: Stop Sign
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
Black Cat Road
From North
Chinden Blvd
From East
Black Cat Road
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total12:00 PM 0 0 3 0 3 2 138 7 0 147 8 0 14 0 22 10 189 0 0 199 371
12:15 PM 0 0 0 0 0 0 158 12 0 170 9 1 15 0 25 12 182 0 0 194 389
12:30 PM 0 1 1 0 2 0 169 10 0 179 12 1 11 0 24 5 181 1 0 187 392
12:45 PM 2 0 1 0 3 1 151 12 0 164 12 1 10 0 23 12 194 0 0 206 396
Total 2 1 5 0 8 3 616 41 0 660 41 3 50 0 94 39 746 1 0 786 1548
01:00 PM 1 0 2 0 3 1 168 12 0 181 10 0 11 0 21 11 167 1 0 179 384
01:15 PM 0 2 0 0 2 0 167 13 0 180 12 0 6 0 18 12 186 1 0 199 399
01:30 PM 0 0 0 0 0 0 175 11 0 186 9 2 12 0 23 16 183 0 0 199 408
01:45 PM 1 2 0 0 3 1 157 13 0 171 4 2 13 0 19 7 223 0 0 230 423
Total 2 4 2 0 8 2 667 49 0 718 35 4 42 0 81 46 759 2 0 807 1614
Grand Total 4 5 7 0 16 5 1283 90 0 1378 76 7 92 0 175 85 1505 3 0 1593 3162
Apprch %25 31.2 43.8 0 0.4 93.1 6.5 0 43.4 4 52.6 0 5.3 94.5 0.2 0
Total %0.1 0.2 0.2 0 0.5 0.2 40.6 2.8 0 43.6 2.4 0.2 2.9 0 5.5 2.7 47.6 0.1 0 50.4
General Traffic 4 5 7 0 16 5 1252 89 0 1346 75 7 91 0 173 85 1470 3 0 1558 3093
% General Traffic 100 100 100 0 100 100 97.6 98.9 0 97.7 98.7 100 98.9 0 98.9 100 97.7 100 0 97.8 97.8
3+ Axle Heavy Trucks
0 0 0 0 0 0 31 1 0 32 1 0 1 0 2 0 35 0 0 35 69
% 3+ Axle Heavy Trucks
0 0 0 0 0 0 2.4 1.1 0 2.3 1.3 0 1.1 0 1.1 0 2.3 0 0 2.2 2.2
Black Cat Road
C
h
i
n
d
e
n
B
l
v
d
C
h
i
n
d
e
n
B
l
v
d
Black Cat Road
Right
4
0
4
Thru
5
0
5
Left
7
0
7
Peds
0
0
0
InOut Total
15 16 31
0 0 0
15 31 16
R
i
g
h
t
5
0
5
T
h
r
u
1
2
5
2
3
1
1
2
8
3
L
e
f
t
8
9
1
9
0
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
1
5
5
2
1
3
4
6
2
8
9
8
3
6
3
2
6
8
1
5
8
8
2
9
6
6
1
3
7
8
Left
91
1
92
Thru
7
0
7
Right
75
1
76
Peds
0
0
0
Out TotalIn
179 173 352
1 2 3
180 355 175
Le
f
t
3 0 3
Th
r
u
14
7
0
35
15
0
5
Ri
g
h
t
85
0
85
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
13
4
7
15
5
8
29
0
5
32
35
67
13
7
9
29
7
2
15
9
3
6/3/2017 12:00 PM
6/3/2017 01:45 PM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Black Cat Rd SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 2
Study: KITT0089
Intersection: Chinden / Black Cat Rd
City, State: Meridian, Idaho
Control: Stop Sign
Black Cat Road
From North
Chinden Blvd
From East
Black Cat Road
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 01:00 PM
01:00 PM 1 0 2 0 3 1 168 12 0 181 10 0 11 0 21 11 167 1 0 179 384
01:15 PM 0 2 0 0 2 0 167 13 0 180 12 0 6 0 18 12 186 1 0 199 399
01:30 PM 0 0 0 0 0 0 175 11 0 186 9 2 12 0 23 16 183 0 0 199 408
01:45 PM 1 2 0 0 3 1 157 13 0 171 4 2 13 0 19 7 223 0 0 230 423
Total Volume 2 4 2 0 8 2 667 49 0 718 35 4 42 0 81 46 759 2 0 807 1614
% App. Total 25 50 25 0 0.3 92.9 6.8 0 43.2 4.9 51.9 0 5.7 94.1 0.2 0
PHF .500 .500 .250 .000 .667 .500 .953 .942 .000 .965 .729 .500 .808 .000 .880 .719 .851 .500 .000 .877 .954
General Traffic
% General Traffic 100 100 100 0 100 100 97.8 98.0 0 97.8 97.1 100 97.6 0 97.5 100 97.6 100 0 97.8 97.8
3+ Axle Heavy Trucks
0 0 0 0 0 0 15 1 0 16 1 0 1 0 2 0 18 0 0 18 36
% 3+ Axle Heavy Trucks
0 0 0 0 0 0 2.2 2.0 0 2.2 2.9 0 2.4 0 2.5 0 2.4 0 0 2.2 2.2
Black Cat Road
C
h
i
n
d
e
n
B
l
v
d
C
h
i
n
d
e
n
B
l
v
d
Black Cat Road
Right
2
0
2
Thru
4
0
4
Left
2
0
2
Peds
0
0
0
InOut Total
8 8 16
0 0 0
8 16 8
R
i
g
h
t
2
0
2
T
h
r
u
6
5
2
1
5
6
6
7
L
e
f
t
4
8
1
4
9
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
7
7
7
7
0
2
1
4
7
9
1
9
1
6
3
5
7
9
6
1
5
1
4
7
1
8
Left
41
1
42
Thru
4
0
4
Right
34
1
35
Peds
0
0
0
Out TotalIn
98 79 177
1 2 3
99 180 81
Le
f
t
2 0 2
Th
r
u
74
1
18
75
9
Ri
g
h
t
46
0
46
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
69
5
78
9
14
8
4
16
18
34
71
1
15
1
8
80
7
Peak Hour Begins at 01:00 PM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Black Cat Rd SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 3
Study: KITT0089
Intersection: Chinden / Black Cat Rd
City, State: Meridian, Idaho
Control: Stop Sign
Black Cat Road
From North
Chinden Blvd
From East
Black Cat Road
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
12:30 PM 01:00 PM 12:00 PM 01:00 PM+0 mins.0 1 1 0 2 1 168 12 0 181 8 0 14 0 22 11 167 1 0 179
+15 mins.2 0 1 0 3 0 167 13 0 180 9 1 15 0 25 12 186 1 0 199
+30 mins.1 0 2 0 3 0 175 11 0 186 12 1 11 0 24 16 183 0 0 199
+45 mins.0 2 0 0 2 1 157 13 0 171 12 1 10 0 23 7 223 0 0 230
Total Volume 3 3 4 0 10 2 667 49 0 718 41 3 50 0 94 46 759 2 0 807
% App. Total 30 30 40 0 0.3 92.9 6.8 0 43.6 3.2 53.2 0 5.7 94.1 0.2 0
PHF .375 .375 .500 .000 .833 .500 .953 .942 .000 .965 .854 .750 .833 .000 .940 .719 .851 .500 .000 .877
General Traffic
% General Traffic 100 100 100 0 100 100 97.8 98 0 97.8 100 100 100 0 100 100 97.6 100 0 97.8
3+ Axle Heavy Trucks
0 0 0 0 0 0 15 1 0 16 0 0 0 0 0 0 18 0 0 18
% 3+ Axle Heavy Trucks
0 0 0 0 0 0 2.2 2 0 2.2 0 0 0 0 0 0 2.4 0 0 2.2
Black Cat Road
C
h
i
n
d
e
n
B
l
v
d
C
h
i
n
d
e
n
B
l
v
d
Black Cat Road
Right
3
0
3
Thru
3
0
3
Left
4
0
4
Peds
0
0
0
In - Peak Hour: 12:30 PM
10
0
10
R
i
g
h
t
2
0
2
T
h
r
u
6
5
2
1
5
6
6
7
L
e
f
t
4
8
1
4
9
P
e
d
s
0
0
0
I
n
-
P
e
a
k
H
o
u
r
:
0
1
:
0
0
P
M
7
0
2
1
6
7
1
8
Left
50
0
50
Thru
3
0
3
Right
41
0
41
Peds
0
0
0
In - Peak Hour: 12:00 PM
94
0
94
Le
f
t
2 0 2
Th
r
u
74
1
18
75
9
Ri
g
h
t
46
0
46
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
0
1
:
0
0
P
M
78
9
18
80
7
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Black Cat Rd SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 4
Study: KITT0089
Intersection: Chinden / Black Cat Rd
City, State: Meridian, Idaho
Control: Stop Sign
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Black Cat Rd WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 1
Study: KITT0089
Intersection: Chinden / Black Cat Rd
City, State: Meridian, Idaho
Control: Stop Sign
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
Black Cat Road
From North
Chinden Blvd
From East
Black Cat Road
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total07:00 AM 0 0 0 0 0 0 98 11 0 109 10 0 6 0 16 23 196 1 0 220 345
07:15 AM 1 0 0 0 1 3 111 5 0 119 23 0 4 0 27 23 228 4 0 255 402
07:30 AM 0 0 1 0 1 0 121 9 0 130 32 0 4 0 36 30 212 5 0 247 414
07:45 AM 1 0 0 0 1 1 146 14 0 161 17 0 15 0 32 27 174 0 0 201 395
Total 2 0 1 0 3 4 476 39 0 519 82 0 29 0 111 103 810 10 0 923 1556
08:00 AM 1 1 1 0 3 2 121 9 0 132 8 1 7 0 16 28 172 1 0 201 352
08:15 AM 0 0 2 0 2 1 121 3 0 125 15 1 6 0 22 23 174 0 0 197 346
08:30 AM 1 1 1 0 3 1 104 9 0 114 18 0 4 0 22 24 175 1 0 200 339
08:45 AM 1 1 0 0 2 5 108 4 0 117 23 1 13 0 37 11 170 0 0 181 337
Total 3 3 4 0 10 9 454 25 0 488 64 3 30 0 97 86 691 2 0 779 1374
-------
04:00 PM 1 0 0 0 1 0 224 15 0 239 10 0 9 0 19 16 125 1 0 142 401
04:15 PM 1 0 0 0 1 0 215 15 0 230 17 0 15 0 32 12 145 0 0 157 420
04:30 PM 1 2 2 0 5 0 247 17 0 264 4 0 5 0 9 15 140 2 0 157 435
04:45 PM 4 0 0 0 4 0 269 13 0 282 12 0 14 0 26 9 138 0 0 147 459
Total 7 2 2 0 11 0 955 60 0 1015 43 0 43 0 86 52 548 3 0 603 1715
05:00 PM 3 0 6 0 9 1 244 18 0 263 13 1 6 0 20 13 144 0 0 157 449
05:15 PM 1 0 1 0 2 1 244 17 0 262 2 0 10 0 12 13 153 0 0 166 442
05:30 PM 0 0 0 0 0 0 232 22 0 254 12 0 15 0 27 8 171 0 0 179 460
05:45 PM 0 0 0 0 0 0 224 21 0 245 14 0 15 0 29 14 137 0 0 151 425
Total 4 0 7 0 11 2 944 78 0 1024 41 1 46 0 88 48 605 0 0 653 1776
Grand Total 16 5 14 0 35 15 2829 202 0 3046 230 4 148 0 382 289 2654 15 0 2958 6421
Apprch %45.7 14.3 40 0 0.5 92.9 6.6 0 60.2 1 38.7 0 9.8 89.7 0.5 0
Total %0.2 0.1 0.2 0 0.5 0.2 44.1 3.1 0 47.4 3.6 0.1 2.3 0 5.9 4.5 41.3 0.2 0 46.1
General Traffic 16 5 14 0 35 15 2775 198 0 2988 229 4 146 0 379 286 2592 15 0 2893 6295
% General Traffic 100 100 100 0 100 100 98.1 98 0 98.1 99.6 100 98.6 0 99.2 99 97.7 100 0 97.8 98
3+ Axle Heavy Trucks
0 0 0 0 0 0 54 4 0 58 1 0 2 0 3 3 62 0 0 65 126
% 3+ Axle Heavy Trucks
0 0 0 0 0 0 1.9 2 0 1.9 0.4 0 1.4 0 0.8 1 2.3 0 0 2.2 2
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Black Cat Rd WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 2
Study: KITT0089
Intersection: Chinden / Black Cat Rd
City, State: Meridian, Idaho
Control: Stop Sign
Black Cat Road
C
h
i
n
d
e
n
B
l
v
d
C
h
i
n
d
e
n
B
l
v
d
Black Cat Road
Right
16
0
16
Thru
5
0
5
Left
14
0
14
Peds
0
0
0
InOut Total
34 35 69
0 0 0
34 69 35
R
i
g
h
t
1
5
0
1
5
T
h
r
u
2
7
7
5
5
4
2
8
2
9
L
e
f
t
1
9
8
4
2
0
2
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
2
8
3
5
2
9
8
8
5
8
2
3
6
3
5
8
1
2
1
2
8
9
8
5
9
4
4
3
0
4
6
Left
146
2
148
Thru
4
0
4
Right
229
1
230
Peds
0
0
0
Out TotalIn
489 379 868
7 3 10
496 878 382
Le
f
t
15
0
15
Th
r
u
25
9
2
62
26
5
4
Ri
g
h
t
28
6
3
28
9
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
29
3
7
28
9
3
58
3
0
56
65
12
1
29
9
3
59
5
1
29
5
8
6/20/2017 07:00 AM
6/20/2017 05:45 PM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Black Cat Rd WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 3
Study: KITT0089
Intersection: Chinden / Black Cat Rd
City, State: Meridian, Idaho
Control: Stop Sign
Black Cat Road
From North
Chinden Blvd
From East
Black Cat Road
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:15 AM
07:15 AM 1 0 0 0 1 3 111 5 0 119 23 0 4 0 27 23 228 4 0 255 402
07:30 AM 0 0 1 0 1 0 121 9 0 130 32 0 4 0 36 30 212 5 0 247 414
07:45 AM 1 0 0 0 1 1 146 14 0 161 17 0 15 0 32 27 174 0 0 201 395
08:00 AM 1 1 1 0 3 2 121 9 0 132 8 1 7 0 16 28 172 1 0 201 352
Total Volume 3 1 2 0 6 6 499 37 0 542 80 1 30 0 111 108 786 10 0 904 1563
% App. Total 50 16.7 33.3 0 1.1 92.1 6.8 0 72.1 0.9 27 0 11.9 86.9 1.1 0
PHF .750 .250 .500 .000 .500 .500 .854 .661 .000 .842 .625 .250 .500 .000 .771 .900 .862 .500 .000 .886 .944
General Traffic
% General Traffic 100 100 100 0 100 100 96.6 97.3 0 96.7 100 100 100 0 100 100 97.3 100 0 97.7 97.5
3+ Axle Heavy Trucks
0 0 0 0 0 0 17 1 0 18 0 0 0 0 0 0 21 0 0 21 39
% 3+ Axle Heavy Trucks
0 0 0 0 0 0 3.4 2.7 0 3.3 0 0 0 0 0 0 2.7 0 0 2.3 2.5
Black Cat Road
C
h
i
n
d
e
n
B
l
v
d
C
h
i
n
d
e
n
B
l
v
d
Black Cat Road
Right
3
0
3
Thru
1
0
1
Left
2
0
2
Peds
0
0
0
InOut Total
17 6 23
0 0 0
17 23 6
R
i
g
h
t
6
0
6
T
h
r
u
4
8
2
1
7
4
9
9
L
e
f
t
3
6
1
3
7
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
8
4
7
5
2
4
1
3
7
1
2
1
1
8
3
9
8
6
8
1
4
1
0
5
4
2
Left
30
0
30
Thru
1
0
1
Right
80
0
80
Peds
0
0
0
Out TotalIn
145 111 256
1 0 1
146 257 111
Le
f
t
10
0
10
Th
r
u
76
5
21
78
6
Ri
g
h
t
10
8
0
10
8
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
51
5
88
3
13
9
8
17
21
38
53
2
14
3
6
90
4
Peak Hour Begins at 07:15 AM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Black Cat Rd WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 4
Study: KITT0089
Intersection: Chinden / Black Cat Rd
City, State: Meridian, Idaho
Control: Stop Sign
Black Cat Road
From North
Chinden Blvd
From East
Black Cat Road
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
08:00 AM 07:30 AM 07:00 AM 07:00 AM+0 mins.1 1 1 0 3 0 121 9 0 130 10 0 6 0 16 23 196 1 0 220
+15 mins.0 0 2 0 2 1 146 14 0 161 23 0 4 0 27 23 228 4 0 255
+30 mins.1 1 1 0 3 2 121 9 0 132 32 0 4 0 36 30 212 5 0 247
+45 mins.1 1 0 0 2 1 121 3 0 125 17 0 15 0 32 27 174 0 0 201
Total Volume 3 3 4 0 10 4 509 35 0 548 82 0 29 0 111 103 810 10 0 923
% App. Total 30 30 40 0 0.7 92.9 6.4 0 73.9 0 26.1 0 11.2 87.8 1.1 0
PHF .750 .750 .500 .000 .833 .500 .872 .625 .000 .851 .641 .000 .483 .000 .771 .858 .888 .500 .000 .905
General Traffic
% General Traffic 100 100 100 0 100 100 96.9 94.3 0 96.7 100 0 100 0 100 100 97.8 100 0 98
3+ Axle Heavy Trucks
0 0 0 0 0 0 16 2 0 18 0 0 0 0 0 0 18 0 0 18
% 3+ Axle Heavy Trucks
0 0 0 0 0 0 3.1 5.7 0 3.3 0 0 0 0 0 0 2.2 0 0 2
Black Cat Road
C
h
i
n
d
e
n
B
l
v
d
C
h
i
n
d
e
n
B
l
v
d
Black Cat Road
Right
3
0
3
Thru
3
0
3
Left
4
0
4
Peds
0
0
0
In - Peak Hour: 08:00 AM
10
0
10
R
i
g
h
t
4
0
4
T
h
r
u
4
9
3
1
6
5
0
9
L
e
f
t
3
3
2
3
5
P
e
d
s
0
0
0
I
n
-
P
e
a
k
H
o
u
r
:
0
7
:
3
0
A
M
5
3
0
1
8
5
4
8
Left
29
0
29
Thru
0
0
0
Right
82
0
82
Peds
0
0
0
In - Peak Hour: 07:00 AM
111
0
111
Le
f
t
10
0
10
Th
r
u
79
2
18
81
0
Ri
g
h
t
10
3
0
10
3
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
0
7
:
0
0
A
M
90
5
18
92
3
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Black Cat Rd WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 5
Study: KITT0089
Intersection: Chinden / Black Cat Rd
City, State: Meridian, Idaho
Control: Stop Sign
Black Cat Road
From North
Chinden Blvd
From East
Black Cat Road
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM 4 0 0 0 4 0 269 13 0 282 12 0 14 0 26 9 138 0 0 147 459
05:00 PM 3 0 6 0 9 1 244 18 0 263 13 1 6 0 20 13 144 0 0 157 449
05:15 PM 1 0 1 0 2 1 244 17 0 262 2 0 10 0 12 13 153 0 0 166 442
05:30 PM 0 0 0 0 0 0 232 22 0 254 12 0 15 0 27 8 171 0 0 179 460
Total Volume 8 0 7 0 15 2 989 70 0 1061 39 1 45 0 85 43 606 0 0 649 1810
% App. Total 53.3 0 46.7 0 0.2 93.2 6.6 0 45.9 1.2 52.9 0 6.6 93.4 0 0
PHF .500 .000 .292 .000 .417 .500 .919 .795 .000 .941 .750 .250 .750 .000 .787 .827 .886 .000 .000 .906 .984
General Traffic
% General Traffic 100 0 100 0 100 100 99.2 100 0 99.2 100 100 97.8 0 98.8 100 98.7 0 0 98.8 99.1
3+ Axle Heavy Trucks
0 0 0 0 0 0 8 0 0 8 0 0 1 0 1 0 8 0 0 8 17
% 3+ Axle Heavy Trucks
0 0 0 0 0 0 0.8 0 0 0.8 0 0 2.2 0 1.2 0 1.3 0 0 1.2 0.9
Black Cat Road
C
h
i
n
d
e
n
B
l
v
d
C
h
i
n
d
e
n
B
l
v
d
Black Cat Road
Right
8
0
8
Thru
0
0
0
Left
7
0
7
Peds
0
0
0
InOut Total
3 15 18
0 0 0
3 18 15
R
i
g
h
t
2
0
2
T
h
r
u
9
8
1
8
9
8
9
L
e
f
t
7
0
0
7
0
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
6
4
4
1
0
5
3
1
6
9
7
8
8
1
6
6
5
2
1
7
1
3
1
0
6
1
Left
44
1
45
Thru
1
0
1
Right
39
0
39
Peds
0
0
0
Out TotalIn
113 84 197
0 1 1
113 198 85
Le
f
t
0 0 0
Th
r
u
59
8
8
60
6
Ri
g
h
t
43
0
43
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
10
3
3
64
1
16
7
4
9
8
17
10
4
2
16
9
1
64
9
Peak Hour Begins at 04:45 PM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Black Cat Rd WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 6
Study: KITT0089
Intersection: Chinden / Black Cat Rd
City, State: Meridian, Idaho
Control: Stop Sign
Black Cat Road
From North
Chinden Blvd
From East
Black Cat Road
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
04:30 PM 04:30 PM 05:00 PM 05:00 PM+0 mins.1 2 2 0 5 0 247 17 0 264 13 1 6 0 20 13 144 0 0 157
+15 mins.4 0 0 0 4 0 269 13 0 282 2 0 10 0 12 13 153 0 0 166
+30 mins.3 0 6 0 9 1 244 18 0 263 12 0 15 0 27 8 171 0 0 179
+45 mins.1 0 1 0 2 1 244 17 0 262 14 0 15 0 29 14 137 0 0 151
Total Volume 9 2 9 0 20 2 1004 65 0 1071 41 1 46 0 88 48 605 0 0 653
% App. Total 45 10 45 0 0.2 93.7 6.1 0 46.6 1.1 52.3 0 7.4 92.6 0 0
PHF .563 .250 .375 .000 .556 .500 .933 .903 .000 .949 .732 .250 .767 .000 .759 .857 .885 .000 .000 .912
General Traffic
% General Traffic 100 100 100 0 100 100 98.8 100 0 98.9 100 100 97.8 0 98.9 100 99 0 0 99.1
3+ Axle Heavy Trucks
0 0 0 0 0 0 12 0 0 12 0 0 1 0 1 0 6 0 0 6
% 3+ Axle Heavy Trucks
0 0 0 0 0 0 1.2 0 0 1.1 0 0 2.2 0 1.1 0 1 0 0 0.9
Black Cat Road
C
h
i
n
d
e
n
B
l
v
d
C
h
i
n
d
e
n
B
l
v
d
Black Cat Road
Right
9
0
9
Thru
2
0
2
Left
9
0
9
Peds
0
0
0
In - Peak Hour: 04:30 PM
20
0
20
R
i
g
h
t
2
0
2
T
h
r
u
9
9
2
1
2
1
0
0
4
L
e
f
t
6
5
0
6
5
P
e
d
s
0
0
0
I
n
-
P
e
a
k
H
o
u
r
:
0
4
:
3
0
P
M
1
0
5
9
1
2
1
0
7
1
Left
45
1
46
Thru
1
0
1
Right
41
0
41
Peds
0
0
0
In - Peak Hour: 05:00 PM
87
1
88
Le
f
t
0 0 0
Th
r
u
59
9
6
60
5
Ri
g
h
t
48
0
48
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
0
5
:
0
0
P
M
64
7
6
65
3
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Black Cat Rd WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 7
Study: KITT0089
Intersection: Chinden / Black Cat Rd
City, State: Meridian, Idaho
Control: Stop Sign
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Linder Rd SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 1
Study: KITT0089
Intersection: Chinden Blvd / Linder Rd
City, State: Meridian, Idaho
Control: Signalized
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
Linder Road
From North
Chinden Blvd
From East
Linder Road
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total12:00 PM 34 60 27 0 121 26 110 41 2 179 39 81 18 0 138 18 108 64 1 191 629
12:15 PM 40 56 20 1 117 23 116 51 1 191 27 75 18 1 121 20 133 51 0 204 633
12:30 PM 35 74 25 0 134 32 135 54 1 222 40 92 28 0 160 14 121 41 0 176 692
12:45 PM 32 64 21 0 117 40 133 39 0 212 32 86 17 2 137 14 141 35 0 190 656
Total 141 254 93 1 489 121 494 185 4 804 138 334 81 3 556 66 503 191 1 761 2610
01:00 PM 54 59 24 1 138 30 134 45 2 211 38 101 14 0 153 16 93 43 1 153 655
01:15 PM 46 49 25 0 120 40 150 59 0 249 39 90 11 0 140 14 117 62 0 193 702
01:30 PM 41 65 25 2 133 24 108 51 1 184 27 107 14 0 148 9 117 63 4 193 658
01:45 PM 29 71 32 0 132 28 136 58 4 226 33 77 15 4 129 12 135 76 0 223 710
Total 170 244 106 3 523 122 528 213 7 870 137 375 54 4 570 51 462 244 5 762 2725
Grand Total 311 498 199 4 1012 243 1022 398 11 1674 275 709 135 7 1126 117 965 435 6 1523 5335
Apprch %30.7 49.2 19.7 0.4 14.5 61.1 23.8 0.7 24.4 63 12 0.6 7.7 63.4 28.6 0.4
Total %5.8 9.3 3.7 0.1 19 4.6 19.2 7.5 0.2 31.4 5.2 13.3 2.5 0.1 21.1 2.2 18.1 8.2 0.1 28.5
General Traffic 311 493 198 4 1006 242 1015 397 11 1665 274 702 131 7 1114 116 948 434 6 1504 5289
% General Traffic 100 99 99.5 100 99.4 99.6 99.3 99.7 100 99.5 99.6 99 97 100 98.9 99.1 98.2 99.8 100 98.8 99.1
3+ Axle Heavy Trucks
0 5 1 0 6 1 7 1 0 9 1 7 4 0 12 1 17 1 0 19 46
% 3+ Axle Heavy Trucks
0 1 0.5 0 0.6 0.4 0.7 0.3 0 0.5 0.4 1 3 0 1.1 0.9 1.8 0.2 0 1.2 0.9
Linder Road
C
h
i
n
d
e
n
B
l
v
d
C
h
i
n
d
e
n
B
l
v
d
Linder Road
Right
311
0
311
Thru
493
5
498
Left
198
1
199
Peds
4
0
4
InOut Total
1378 1006 2384
9 6 15
1387 2399 1012
R
i
g
h
t
2
4
2
1
2
4
3
T
h
r
u
1
0
1
5
7
1
0
2
2
L
e
f
t
3
9
7
1
3
9
8
P
e
d
s
1
1
0
1
1
O
u
t
T
o
t
a
l
I
n
1
4
2
0
1
6
6
5
3
0
8
5
1
9
9
2
8
1
4
3
9
3
1
1
3
1
6
7
4
Left
131
4
135
Thru
702
7
709
Right
274
1
275
Peds
7
0
7
Out TotalIn
1006 1114 2120
7 12 19
1013 2139 1126
Le
f
t
43
4
1
43
5
Th
r
u
94
8
17
96
5
Ri
g
h
t
11
6
1
11
7
Pe
d
s
6 0 6
To
t
a
l
Ou
t
In
14
5
7
15
0
4
29
6
1
11
19
30
14
6
8
29
9
1
15
2
3
6/3/2017 12:00 PM
6/3/2017 01:45 PM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Linder Rd SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 2
Study: KITT0089
Intersection: Chinden Blvd / Linder Rd
City, State: Meridian, Idaho
Control: Signalized
Linder Road
From North
Chinden Blvd
From East
Linder Road
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 01:00 PM
01:00 PM 54 59 24 1 138 30 134 45 2 211 38 101 14 0 153 16 93 43 1 153 655
01:15 PM 46 49 25 0 120 40 150 59 0 249 39 90 11 0 140 14 117 62 0 193 702
01:30 PM 41 65 25 2 133 24 108 51 1 184 27 107 14 0 148 9 117 63 4 193 658
01:45 PM 29 71 32 0 132 28 136 58 4 226 33 77 15 4 129 12 135 76 0 223 710
Total Volume 170 244 106 3 523 122 528 213 7 870 137 375 54 4 570 51 462 244 5 762 2725
% App. Total 32.5 46.7 20.3 0.6 14 60.7 24.5 0.8 24 65.8 9.5 0.7 6.7 60.6 32 0.7
PHF .787 .859 .828 .375 .947 .763 .880 .903 .438 .873 .878 .876 .900 .250 .931 .797 .856 .803 .313 .854 .960
General Traffic
% General Traffic 100 98.8 100 100 99.4 99.2 99.2 100 100 99.4 100 99.2 96.3 100 99.1 98.0 98.1 99.6 100 98.6 99.1
3+ Axle Heavy Trucks
0 3 0 0 3 1 4 0 0 5 0 3 2 0 5 1 9 1 0 11 24
% 3+ Axle Heavy Trucks
0 1.2 0 0 0.6 0.8 0.8 0 0 0.6 0 0.8 3.7 0 0.9 2.0 1.9 0.4 0 1.4 0.9
Linder Road
C
h
i
n
d
e
n
B
l
v
d
C
h
i
n
d
e
n
B
l
v
d
Linder Road
Right
170
0
170
Thru
241
3
244
Left
106
0
106
Peds
3
0
3
InOut Total
736 520 1256
5 3 8
741 1264 523
R
i
g
h
t
1
2
1
1
1
2
2
T
h
r
u
5
2
4
4
5
2
8
L
e
f
t
2
1
3
0
2
1
3
P
e
d
s
7
0
7
O
u
t
T
o
t
a
l
I
n
6
9
6
8
6
5
1
5
6
1
9
5
1
4
7
0
5
1
5
7
5
8
7
0
Left
52
2
54
Thru
372
3
375
Right
137
0
137
Peds
4
0
4
Out TotalIn
504 565 1069
4 5 9
508 1078 570
Le
f
t
24
3
1
24
4
Th
r
u
45
3
9
46
2
Ri
g
h
t
50
1
51
Pe
d
s
5 0 5
To
t
a
l
Ou
t
In
74
6
75
1
14
9
7
6
11
17
75
2
15
1
4
76
2
Peak Hour Begins at 01:00 PM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Linder Rd SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 3
Study: KITT0089
Intersection: Chinden Blvd / Linder Rd
City, State: Meridian, Idaho
Control: Signalized
Linder Road
From North
Chinden Blvd
From East
Linder Road
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
01:00 PM 12:30 PM 12:30 PM 01:00 PM+0 mins.54 59 24 1 138 32 135 54 1 222 40 92 28 0 160 16 93 43 1 153
+15 mins.46 49 25 0 120 40 133 39 0 212 32 86 17 2 137 14 117 62 0 193
+30 mins.41 65 25 2 133 30 134 45 2 211 38 101 14 0 153 9 117 63 4 193
+45 mins.29 71 32 0 132 40 150 59 0 249 39 90 11 0 140 12 135 76 0 223
Total Volume 170 244 106 3 523 142 552 197 3 894 149 369 70 2 590 51 462 244 5 762
% App. Total 32.5 46.7 20.3 0.6 15.9 61.7 22 0.3 25.3 62.5 11.9 0.3 6.7 60.6 32 0.7
PHF .787 .859 .828 .375 .947 .888 .920 .835 .375 .898 .931 .913 .625 .250 .922 .797 .856 .803 .313 .854
General Traffic
% General Traffic 100 98.8 100 100 99.4 100 99.1 99.5 100 99.3 100 99.5 95.7 100 99.2 98 98.1 99.6 100 98.6
3+ Axle Heavy Trucks
0 3 0 0 3 0 5 1 0 6 0 2 3 0 5 1 9 1 0 11
% 3+ Axle Heavy Trucks
0 1.2 0 0 0.6 0 0.9 0.5 0 0.7 0 0.5 4.3 0 0.8 2 1.9 0.4 0 1.4
Linder Road
C
h
i
n
d
e
n
B
l
v
d
C
h
i
n
d
e
n
B
l
v
d
Linder Road
Right
170
0
170
Thru
241
3
244
Left
106
0
106
Peds
3
0
3
In - Peak Hour: 01:00 PM
520
3
523
R
i
g
h
t
1
4
2
0
1
4
2
T
h
r
u
5
4
7
5
5
5
2
L
e
f
t
1
9
6
1
1
9
7
P
e
d
s
3
0
3
I
n
-
P
e
a
k
H
o
u
r
:
1
2
:
3
0
P
M
8
8
8
6
8
9
4
Left
67
3
70
Thru
367
2
369
Right
149
0
149
Peds
2
0
2
In - Peak Hour: 12:30 PM
585
5
590
Le
f
t
24
3
1
24
4
Th
r
u
45
3
9
46
2
Ri
g
h
t
50
1
51
Pe
d
s
5 0 5
In
-
P
e
a
k
H
o
u
r
:
0
1
:
0
0
P
M
75
1
11
76
2
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Linder Rd SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 4
Study: KITT0089
Intersection: Chinden Blvd / Linder Rd
City, State: Meridian, Idaho
Control: Signalized
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Linder Rd WkDay
Site Code : WkDay
Start Date : 6/21/2017
Page No : 1
Study: KITT0089
Intersection: Chinden Blvd / Linder Rd
City, State: Meridian, Idaho
Control: Signalized
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
Linder Road
From North
Chinden Blvd
From East
Linder Road
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total07:00 AM 13 23 11 0 47 12 79 16 1 108 33 38 2 0 73 7 172 48 0 227 455
07:15 AM 22 38 12 0 72 11 82 15 1 109 33 63 15 0 111 17 170 37 0 224 516
07:30 AM 27 33 14 0 74 19 98 13 0 130 25 41 7 0 73 16 174 60 0 250 527
07:45 AM 19 35 22 0 76 27 108 18 1 154 28 75 14 1 118 6 140 68 0 214 562
Total 81 129 59 0 269 69 367 62 3 501 119 217 38 1 375 46 656 213 0 915 2060
08:00 AM 23 43 17 0 83 9 84 20 0 113 24 64 15 0 103 8 149 54 1 212 511
08:15 AM 27 40 22 0 89 21 102 15 0 138 30 62 12 0 104 16 127 52 2 197 528
08:30 AM 34 57 24 0 115 22 82 19 1 124 45 81 9 0 135 12 145 56 0 213 587
08:45 AM 32 54 16 1 103 27 93 36 0 156 34 76 11 0 121 23 140 65 1 229 609
Total 116 194 79 1 390 79 361 90 1 531 133 283 47 0 463 59 561 227 4 851 2235
-------
04:00 PM 63 88 17 0 168 36 171 52 2 261 28 69 18 1 116 7 118 43 0 168 713
04:15 PM 51 86 35 2 174 30 156 55 0 241 24 95 23 0 142 24 98 68 2 192 749
04:30 PM 40 86 29 3 158 23 183 52 1 259 29 89 19 1 138 19 132 59 1 211 766
04:45 PM 58 96 50 3 207 29 170 60 2 261 30 97 25 1 153 23 113 49 3 188 809
Total 212 356 131 8 707 118 680 219 5 1022 111 350 85 3 549 73 461 219 6 759 3037
05:00 PM 74 95 33 0 202 31 189 56 1 277 25 73 23 1 122 16 138 61 0 215 816
05:15 PM 74 96 41 0 211 32 170 62 0 264 29 115 27 0 171 28 114 47 0 189 835
05:30 PM 58 111 35 0 204 26 167 42 1 236 22 100 28 1 151 26 103 73 0 202 793
05:45 PM 60 91 32 0 183 33 170 56 3 262 26 104 18 3 151 14 95 58 0 167 763
Total 266 393 141 0 800 122 696 216 5 1039 102 392 96 5 595 84 450 239 0 773 3207
Grand Total 675 1072 410 9 2166 388 2104 587 14 3093 465 1242 266 9 1982 262 2128 898 10 3298 10539
Apprch %31.2 49.5 18.9 0.4 12.5 68 19 0.5 23.5 62.7 13.4 0.5 7.9 64.5 27.2 0.3
Total %6.4 10.2 3.9 0.1 20.6 3.7 20 5.6 0.1 29.3 4.4 11.8 2.5 0.1 18.8 2.5 20.2 8.5 0.1 31.3
General Traffic 652 1053 400 9 2114 385 2090 584 14 3073 457 1221 264 9 1951 262 2098 876 10 3246 10384
% General Traffic 96.6 98.2 97.6 100 97.6 99.2 99.3 99.5 100 99.4 98.3 98.3 99.2 100 98.4 100 98.6 97.6 100 98.4 98.5
3+ Axle Heavy Trucks
23 19 10 0 52 3 14 3 0 20 8 21 2 0 31 0 30 22 0 52 155
% 3+ Axle Heavy Trucks
3.4 1.8 2.4 0 2.4 0.8 0.7 0.5 0 0.6 1.7 1.7 0.8 0 1.6 0 1.4 2.4 0 1.6 1.5
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Linder Rd WkDay
Site Code : WkDay
Start Date : 6/21/2017
Page No : 2
Study: KITT0089
Intersection: Chinden Blvd / Linder Rd
City, State: Meridian, Idaho
Control: Signalized
Linder Road
C
h
i
n
d
e
n
B
l
v
d
C
h
i
n
d
e
n
B
l
v
d
Linder Road
Right
652
23
675
Thru
1053
19
1072
Left
400
10
410
Peds
9
0
9
InOut Total
2482 2114 4596
46 52 98
2528 4694 2166
R
i
g
h
t
3
8
5
3
3
8
8
T
h
r
u
2
0
9
0
1
4
2
1
0
4
L
e
f
t
5
8
4
3
5
8
7
P
e
d
s
1
4
0
1
4
O
u
t
T
o
t
a
l
I
n
2
9
5
5
3
0
7
3
6
0
2
8
4
8
2
0
6
8
3
0
0
3
6
0
9
6
3
0
9
3
Left
264
2
266
Thru
1221
21
1242
Right
457
8
465
Peds
9
0
9
Out TotalIn
1899 1951 3850
22 31 53
1921 3903 1982
Le
f
t
87
6
22
89
8
Th
r
u
20
9
8
30
21
2
8
Ri
g
h
t
26
2
0
26
2
Pe
d
s
10
0
10
To
t
a
l
Ou
t
In
30
0
6
32
4
6
62
5
2
39
52
91
30
4
5
63
4
3
32
9
8
6/21/2017 07:00 AM
6/21/2017 05:45 PM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Linder Rd WkDay
Site Code : WkDay
Start Date : 6/21/2017
Page No : 3
Study: KITT0089
Intersection: Chinden Blvd / Linder Rd
City, State: Meridian, Idaho
Control: Signalized
Linder Road
From North
Chinden Blvd
From East
Linder Road
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 23 43 17 0 83 9 84 20 0 113 24 64 15 0 103 8 149 54 1 212 511
08:15 AM 27 40 22 0 89 21 102 15 0 138 30 62 12 0 104 16 127 52 2 197 528
08:30 AM 34 57 24 0 115 22 82 19 1 124 45 81 9 0 135 12 145 56 0 213 587
08:45 AM 32 54 16 1 103 27 93 36 0 156 34 76 11 0 121 23 140 65 1 229 609
Total Volume 116 194 79 1 390 79 361 90 1 531 133 283 47 0 463 59 561 227 4 851 2235
% App. Total 29.7 49.7 20.3 0.3 14.9 68 16.9 0.2 28.7 61.1 10.2 0 6.9 65.9 26.7 0.5
PHF .853 .851 .823 .250 .848 .731 .885 .625 .250 .851 .739 .873 .783 .000 .857 .641 .941 .873 .500 .929 .917
General Traffic
% General Traffic 89.7 95.9 94.9 100 93.8 98.7 97.8 100 100 98.3 98.5 97.2 100 0 97.8 100 97.0 95.2 100 96.7 96.8
3+ Axle Heavy Trucks
12 8 4 0 24 1 8 0 0 9 2 8 0 0 10 0 17 11 0 28 71
% 3+ Axle Heavy Trucks
10.3 4.1 5.1 0 6.2 1.3 2.2 0 0 1.7 1.5 2.8 0 0 2.2 0 3.0 4.8 0 3.3 3.2
Linder Road
C
h
i
n
d
e
n
B
l
v
d
C
h
i
n
d
e
n
B
l
v
d
Linder Road
Right
104
12
116
Thru
186
8
194
Left
75
4
79
Peds
1
0
1
InOut Total
569 366 935
20 24 44
589 979 390
R
i
g
h
t
7
8
1
7
9
T
h
r
u
3
5
3
8
3
6
1
L
e
f
t
9
0
0
9
0
P
e
d
s
1
0
1
O
u
t
T
o
t
a
l
I
n
7
5
0
5
2
2
1
2
7
2
2
3
9
3
2
7
7
3
1
3
0
4
5
3
1
Left
47
0
47
Thru
275
8
283
Right
131
2
133
Peds
0
0
0
Out TotalIn
335 453 788
8 10 18
343 806 463
Le
f
t
21
6
11
22
7
Th
r
u
54
4
17
56
1
Ri
g
h
t
59
0
59
Pe
d
s
4 0 4
To
t
a
l
Ou
t
In
50
4
82
3
13
2
7
20
28
48
52
4
13
7
5
85
1
Peak Hour Begins at 08:00 AM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Linder Rd WkDay
Site Code : WkDay
Start Date : 6/21/2017
Page No : 4
Study: KITT0089
Intersection: Chinden Blvd / Linder Rd
City, State: Meridian, Idaho
Control: Signalized
Linder Road
From North
Chinden Blvd
From East
Linder Road
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
08:00 AM 07:30 AM 08:00 AM 07:00 AM+0 mins.23 43 17 0 83 19 98 13 0 130 24 64 15 0 103 7 172 48 0 227
+15 mins.27 40 22 0 89 27 108 18 1 154 30 62 12 0 104 17 170 37 0 224
+30 mins.34 57 24 0 115 9 84 20 0 113 45 81 9 0 135 16 174 60 0 250
+45 mins.32 54 16 1 103 21 102 15 0 138 34 76 11 0 121 6 140 68 0 214
Total Volume 116 194 79 1 390 76 392 66 1 535 133 283 47 0 463 46 656 213 0 915
% App. Total 29.7 49.7 20.3 0.3 14.2 73.3 12.3 0.2 28.7 61.1 10.2 0 5 71.7 23.3 0
PHF .853 .851 .823 .250 .848 .704 .907 .825 .250 .869 .739 .873 .783 .000 .857 .676 .943 .783 .000 .915
General Traffic
% General Traffic 89.7 95.9 94.9 100 93.8 100 98.5 100 100 98.9 98.5 97.2 100 0 97.8 100 99.5 95.8 0 98.7
3+ Axle Heavy Trucks
12 8 4 0 24 0 6 0 0 6 2 8 0 0 10 0 3 9 0 12
% 3+ Axle Heavy Trucks
10.3 4.1 5.1 0 6.2 0 1.5 0 0 1.1 1.5 2.8 0 0 2.2 0 0.5 4.2 0 1.3
Linder Road
C
h
i
n
d
e
n
B
l
v
d
C
h
i
n
d
e
n
B
l
v
d
Linder Road
Right
104
12
116
Thru
186
8
194
Left
75
4
79
Peds
1
0
1
In - Peak Hour: 08:00 AM
366
24
390
R
i
g
h
t
7
6
0
7
6
T
h
r
u
3
8
6
6
3
9
2
L
e
f
t
6
6
0
6
6
P
e
d
s
1
0
1
I
n
-
P
e
a
k
H
o
u
r
:
0
7
:
3
0
A
M
5
2
9
6
5
3
5
Left
47
0
47
Thru
275
8
283
Right
131
2
133
Peds
0
0
0
In - Peak Hour: 08:00 AM
453
10
463
Le
f
t
20
4
9
21
3
Th
r
u
65
3
3
65
6
Ri
g
h
t
46
0
46
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
0
7
:
0
0
A
M
90
3
12
91
5
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Linder Rd WkDay
Site Code : WkDay
Start Date : 6/21/2017
Page No : 5
Study: KITT0089
Intersection: Chinden Blvd / Linder Rd
City, State: Meridian, Idaho
Control: Signalized
Linder Road
From North
Chinden Blvd
From East
Linder Road
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM 58 96 50 3 207 29 170 60 2 261 30 97 25 1 153 23 113 49 3 188 809
05:00 PM 74 95 33 0 202 31 189 56 1 277 25 73 23 1 122 16 138 61 0 215 816
05:15 PM 74 96 41 0 211 32 170 62 0 264 29 115 27 0 171 28 114 47 0 189 835
05:30 PM 58 111 35 0 204 26 167 42 1 236 22 100 28 1 151 26 103 73 0 202 793
Total Volume 264 398 159 3 824 118 696 220 4 1038 106 385 103 3 597 93 468 230 3 794 3253
% App. Total 32 48.3 19.3 0.4 11.4 67.1 21.2 0.4 17.8 64.5 17.3 0.5 11.7 58.9 29 0.4
PHF .892 .896 .795 .250 .976 .922 .921 .887 .500 .937 .883 .837 .920 .750 .873 .830 .848 .788 .250 .923 .974
General Traffic
% General Traffic 98.1 99.7 98.7 100 99.0 99.2 99.7 99.5 100 99.6 97.2 99.5 100 100 99.2 100 98.5 99.6 100 99.0 99.2
3+ Axle Heavy Trucks
5 1 2 0 8 1 2 1 0 4 3 2 0 0 5 0 7 1 0 8 25
% 3+ Axle Heavy Trucks
1.9 0.3 1.3 0 1.0 0.8 0.3 0.5 0 0.4 2.8 0.5 0 0 0.8 0 1.5 0.4 0 1.0 0.8
Linder Road
C
h
i
n
d
e
n
B
l
v
d
C
h
i
n
d
e
n
B
l
v
d
Linder Road
Right
259
5
264
Thru
397
1
398
Left
157
2
159
Peds
3
0
3
InOut Total
729 816 1545
4 8 12
733 1557 824
R
i
g
h
t
1
1
7
1
1
1
8
T
h
r
u
6
9
4
2
6
9
6
L
e
f
t
2
1
9
1
2
2
0
P
e
d
s
4
0
4
O
u
t
T
o
t
a
l
I
n
7
2
1
1
0
3
4
1
7
5
5
1
2
4
1
6
7
3
3
1
7
7
1
1
0
3
8
Left
103
0
103
Thru
383
2
385
Right
103
3
106
Peds
3
0
3
Out TotalIn
709 592 1301
2 5 7
711 1308 597
Le
f
t
22
9
1
23
0
Th
r
u
46
1
7
46
8
Ri
g
h
t
93
0
93
Pe
d
s
3 0 3
To
t
a
l
Ou
t
In
10
5
6
78
6
18
4
2
7
8
15
10
6
3
18
5
7
79
4
Peak Hour Begins at 04:45 PM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Linder Rd WkDay
Site Code : WkDay
Start Date : 6/21/2017
Page No : 6
Study: KITT0089
Intersection: Chinden Blvd / Linder Rd
City, State: Meridian, Idaho
Control: Signalized
Linder Road
From North
Chinden Blvd
From East
Linder Road
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
04:45 PM 04:30 PM 04:45 PM 04:15 PM+0 mins.58 96 50 3 207 23 183 52 1 259 30 97 25 1 153 24 98 68 2 192
+15 mins.74 95 33 0 202 29 170 60 2 261 25 73 23 1 122 19 132 59 1 211
+30 mins.74 96 41 0 211 31 189 56 1 277 29 115 27 0 171 23 113 49 3 188
+45 mins.58 111 35 0 204 32 170 62 0 264 22 100 28 1 151 16 138 61 0 215
Total Volume 264 398 159 3 824 115 712 230 4 1061 106 385 103 3 597 82 481 237 6 806
% App. Total 32 48.3 19.3 0.4 10.8 67.1 21.7 0.4 17.8 64.5 17.3 0.5 10.2 59.7 29.4 0.7
PHF .892 .896 .795 .250 .976 .898 .942 .927 .500 .958 .883 .837 .920 .750 .873 .854 .871 .871 .500 .937
General Traffic
% General Traffic 98.1 99.7 98.7 100 99 99.1 99.9 99.1 100 99.6 97.2 99.5 100 100 99.2 100 98.1 99.6 100 98.8
3+ Axle Heavy Trucks
5 1 2 0 8 1 1 2 0 4 3 2 0 0 5 0 9 1 0 10
% 3+ Axle Heavy Trucks
1.9 0.3 1.3 0 1 0.9 0.1 0.9 0 0.4 2.8 0.5 0 0 0.8 0 1.9 0.4 0 1.2
Linder Road
C
h
i
n
d
e
n
B
l
v
d
C
h
i
n
d
e
n
B
l
v
d
Linder Road
Right
259
5
264
Thru
397
1
398
Left
157
2
159
Peds
3
0
3
In - Peak Hour: 04:45 PM
816
8
824
R
i
g
h
t
1
1
4
1
1
1
5
T
h
r
u
7
1
1
1
7
1
2
L
e
f
t
2
2
8
2
2
3
0
P
e
d
s
4
0
4
I
n
-
P
e
a
k
H
o
u
r
:
0
4
:
3
0
P
M
1
0
5
7
4
1
0
6
1
Left
103
0
103
Thru
383
2
385
Right
103
3
106
Peds
3
0
3
In - Peak Hour: 04:45 PM
592
5
597
Le
f
t
23
6
1
23
7
Th
r
u
47
2
9
48
1
Ri
g
h
t
82
0
82
Pe
d
s
6 0 6
In
-
P
e
a
k
H
o
u
r
:
0
4
:
1
5
P
M
79
6
10
80
6
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Linder Rd WkDay
Site Code : WkDay
Start Date : 6/21/2017
Page No : 7
Study: KITT0089
Intersection: Chinden Blvd / Linder Rd
City, State: Meridian, Idaho
Control: Signalized
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Long Lake Way AM
Site Code : WkDay
Start Date : 6/20/2017
Page No : 1
Study: KITT0089
Intersection: Chinden / Long Lake Way
City, State: Meridian, Idaho
Control: Signalized
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
Long Lake Way
From North
Chinden Blvd
From East
Long Lake Way
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total07:00 AM 1 0 4 0 5 2 93 5 1 101 22 0 2 0 24 7 173 6 0 186 316
07:15 AM 1 0 3 0 4 2 114 8 0 124 21 1 9 0 31 14 212 4 0 230 389
07:30 AM 1 1 4 0 6 3 113 15 1 132 22 1 8 0 31 10 240 7 0 257 426
07:45 AM 2 0 5 0 7 7 139 16 1 163 28 1 9 0 38 14 193 6 0 213 421
Total 5 1 16 0 22 14 459 44 3 520 93 3 28 0 124 45 818 23 0 886 1552
08:00 AM 4 0 3 0 7 9 109 13 2 133 19 0 9 0 28 8 175 7 0 190 358
08:15 AM 3 0 13 0 16 5 118 22 4 149 21 0 7 0 28 12 192 8 0 212 405
08:30 AM 6 1 7 0 14 10 112 26 2 150 31 1 14 0 46 12 186 4 0 202 412
08:45 AM 4 0 10 0 14 11 118 16 1 146 33 1 5 0 39 15 187 10 0 212 411
Total 17 1 33 0 51 35 457 77 9 578 104 2 35 0 141 47 740 29 0 816 1586
Grand Total 22 2 49 0 73 49 916 121 12 1098 197 5 63 0 265 92 1558 52 0 1702 3138
Apprch %30.1 2.7 67.1 0 4.5 83.4 11 1.1 74.3 1.9 23.8 0 5.4 91.5 3.1 0
Total %0.7 0.1 1.6 0 2.3 1.6 29.2 3.9 0.4 35 6.3 0.2 2 0 8.4 2.9 49.6 1.7 0 54.2
General Traffic 18 2 48 0 68 49 891 121 12 1073 196 5 63 0 264 92 1517 47 0 1656 3061
% General Traffic 81.8 100 98 0 93.2 100 97.3 100 100 97.7 99.5 100 100 0 99.6 100 97.4 90.4 0 97.3 97.5
3+ Axle Heavy Trucks
4 0 1 0 5 0 25 0 0 25 1 0 0 0 1 0 41 5 0 46 77
% 3+ Axle Heavy Trucks
18.2 0 2 0 6.8 0 2.7 0 0 2.3 0.5 0 0 0 0.4 0 2.6 9.6 0 2.7 2.5
Long Lake Way
C
h
i
n
d
e
n
B
l
v
d
C
h
i
n
d
e
n
B
l
v
d
Long Lake Way
Right
18
4
22
Thru
2
0
2
Left
48
1
49
Peds
0
0
0
InOut Total
101 68 169
5 5 10
106 179 73
R
i
g
h
t
4
9
0
4
9
T
h
r
u
8
9
1
2
5
9
1
6
L
e
f
t
1
2
1
0
1
2
1
P
e
d
s
1
2
0
1
2
O
u
t
T
o
t
a
l
I
n
1
7
6
1
1
0
7
3
2
8
3
4
4
3
2
5
6
8
1
8
0
4
2
9
0
2
1
0
9
8
Left
63
0
63
Thru
5
0
5
Right
196
1
197
Peds
0
0
0
Out TotalIn
215 264 479
0 1 1
215 480 265
Le
f
t
47
5
52
Th
r
u
15
1
7
41
15
5
8
Ri
g
h
t
92
0
92
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
97
2
16
5
6
26
2
8
29
46
75
10
0
1
27
0
3
17
0
2
6/20/2017 07:00 AM
6/20/2017 08:45 AM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Long Lake Way AM
Site Code : WkDay
Start Date : 6/20/2017
Page No : 2
Study: KITT0089
Intersection: Chinden / Long Lake Way
City, State: Meridian, Idaho
Control: Signalized
Long Lake Way
From North
Chinden Blvd
From East
Long Lake Way
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:30 AM
07:30 AM 1 1 4 0 6 3 113 15 1 132 22 1 8 0 31 10 240 7 0 257 426
07:45 AM 2 0 5 0 7 7 139 16 1 163 28 1 9 0 38 14 193 6 0 213 421
08:00 AM 4 0 3 0 7 9 109 13 2 133 19 0 9 0 28 8 175 7 0 190 358
08:15 AM 3 0 13 0 16 5 118 22 4 149 21 0 7 0 28 12 192 8 0 212 405
Total Volume 10 1 25 0 36 24 479 66 8 577 90 2 33 0 125 44 800 28 0 872 1610
% App. Total 27.8 2.8 69.4 0 4.2 83 11.4 1.4 72 1.6 26.4 0 5 91.7 3.2 0
PHF .625 .250 .481 .000 .563 .667 .862 .750 .500 .885 .804 .500 .917 .000 .822 .786 .833 .875 .000 .848 .945
General Traffic
% General Traffic 90.0 100 96.0 0 94.4 100 96.9 100 100 97.4 100 100 100 0 100 100 97.4 92.9 0 97.4 97.5
3+ Axle Heavy Trucks
1 0 1 0 2 0 15 0 0 15 0 0 0 0 0 0 21 2 0 23 40
% 3+ Axle Heavy Trucks
10.0 0 4.0 0 5.6 0 3.1 0 0 2.6 0 0 0 0 0 0 2.6 7.1 0 2.6 2.5
Long Lake Way
C
h
i
n
d
e
n
B
l
v
d
C
h
i
n
d
e
n
B
l
v
d
Long Lake Way
Right
9
1
10
Thru
1
0
1
Left
24
1
25
Peds
0
0
0
InOut Total
52 34 86
2 2 4
54 90 36
R
i
g
h
t
2
4
0
2
4
T
h
r
u
4
6
4
1
5
4
7
9
L
e
f
t
6
6
0
6
6
P
e
d
s
8
0
8
O
u
t
T
o
t
a
l
I
n
8
9
3
5
6
2
1
4
5
5
2
2
1
5
3
7
9
1
5
1
4
9
2
5
7
7
Left
33
0
33
Thru
2
0
2
Right
90
0
90
Peds
0
0
0
Out TotalIn
111 125 236
0 0 0
111 236 125
Le
f
t
26
2
28
Th
r
u
77
9
21
80
0
Ri
g
h
t
44
0
44
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
50
6
84
9
13
5
5
16
23
39
52
2
13
9
4
87
2
Peak Hour Begins at 07:30 AM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Long Lake Way AM
Site Code : WkDay
Start Date : 6/20/2017
Page No : 3
Study: KITT0089
Intersection: Chinden / Long Lake Way
City, State: Meridian, Idaho
Control: Signalized
Long Lake Way
From North
Chinden Blvd
From East
Long Lake Way
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
08:00 AM 07:45 AM 08:00 AM 07:15 AM+0 mins.4 0 3 0 7 7 139 16 1 163 19 0 9 0 28 14 212 4 0 230
+15 mins.3 0 13 0 16 9 109 13 2 133 21 0 7 0 28 10 240 7 0 257
+30 mins.6 1 7 0 14 5 118 22 4 149 31 1 14 0 46 14 193 6 0 213
+45 mins.4 0 10 0 14 10 112 26 2 150 33 1 5 0 39 8 175 7 0 190
Total Volume 17 1 33 0 51 31 478 77 9 595 104 2 35 0 141 46 820 24 0 890
% App. Total 33.3 2 64.7 0 5.2 80.3 12.9 1.5 73.8 1.4 24.8 0 5.2 92.1 2.7 0
PHF .708 .250 .635 .000 .797 .775 .860 .740 .563 .913 .788 .500 .625 .000 .766 .821 .854 .857 .000 .866
General Traffic
% General Traffic 76.5 100 97 0 90.2 100 96.2 100 100 97 100 100 100 0 100 100 97.4 91.7 0 97.4
3+ Axle Heavy Trucks
4 0 1 0 5 0 18 0 0 18 0 0 0 0 0 0 21 2 0 23
% 3+ Axle Heavy Trucks
23.5 0 3 0 9.8 0 3.8 0 0 3 0 0 0 0 0 0 2.6 8.3 0 2.6
Long Lake Way
C
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C
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B
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Long Lake Way
Right
13
4
17
Thru
1
0
1
Left
32
1
33
Peds
0
0
0
In - Peak Hour: 08:00 AM
46
5
51
R
i
g
h
t
3
1
0
3
1
T
h
r
u
4
6
0
1
8
4
7
8
L
e
f
t
7
7
0
7
7
P
e
d
s
9
0
9
I
n
-
P
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a
k
H
o
u
r
:
0
7
:
4
5
A
M
5
7
7
1
8
5
9
5
Left
35
0
35
Thru
2
0
2
Right
104
0
104
Peds
0
0
0
In - Peak Hour: 08:00 AM
141
0
141
Le
f
t
22
2
24
Th
r
u
79
9
21
82
0
Ri
g
h
t
46
0
46
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
0
7
:
1
5
A
M
86
7
23
89
0
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Long Lake Way AM
Site Code : WkDay
Start Date : 6/20/2017
Page No : 4
Study: KITT0089
Intersection: Chinden / Long Lake Way
City, State: Meridian, Idaho
Control: Signalized
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Long Lake Way SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 1
Study: KITT0089
Intersection: Chinden / Long Lake Way
City, State: Meridian, Idaho
Control: Signalized
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
Long Lake Way
From North
Chinden Blvd
From East
Long Lake Way
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total12:00 PM 3 1 9 0 13 9 149 10 2 170 15 2 6 0 23 4 185 11 0 200 406
12:15 PM 0 1 13 0 14 11 153 12 0 176 12 1 3 0 16 2 180 3 0 185 391
12:30 PM 2 0 7 0 9 7 172 15 0 194 15 0 10 0 25 2 167 3 0 172 400
12:45 PM 3 0 5 0 8 7 160 15 0 182 14 0 6 0 20 7 167 0 0 174 384
Total 8 2 34 0 44 34 634 52 2 722 56 3 25 0 84 15 699 17 0 731 1581
01:00 PM 7 0 5 0 12 6 194 16 0 216 16 2 7 0 25 7 154 6 0 167 420
01:15 PM 15 1 7 0 23 14 185 11 0 210 9 2 4 0 15 5 179 5 0 189 437
01:30 PM 1 0 7 0 8 9 148 13 0 170 7 0 1 0 8 2 189 5 0 196 382
01:45 PM 6 2 12 0 20 5 168 13 0 186 9 2 2 0 13 4 190 0 0 194 413
Total 29 3 31 0 63 34 695 53 0 782 41 6 14 0 61 18 712 16 0 746 1652
Grand Total 37 5 65 0 107 68 1329 105 2 1504 97 9 39 0 145 33 1411 33 0 1477 3233
Apprch %34.6 4.7 60.7 0 4.5 88.4 7 0.1 66.9 6.2 26.9 0 2.2 95.5 2.2 0
Total %1.1 0.2 2 0 3.3 2.1 41.1 3.2 0.1 46.5 3 0.3 1.2 0 4.5 1 43.6 1 0 45.7
General Traffic 37 5 65 0 107 68 1318 105 2 1493 97 9 39 0 145 33 1392 33 0 1458 3203
% General Traffic 100 100 100 0 100 100 99.2 100 100 99.3 100 100 100 0 100 100 98.7 100 0 98.7 99.1
3+ Axle Heavy Trucks
0 0 0 0 0 0 11 0 0 11 0 0 0 0 0 0 19 0 0 19 30
% 3+ Axle Heavy Trucks
0 0 0 0 0 0 0.8 0 0 0.7 0 0 0 0 0 0 1.3 0 0 1.3 0.9
Long Lake Way
C
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C
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B
l
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d
Long Lake Way
Right
37
0
37
Thru
5
0
5
Left
65
0
65
Peds
0
0
0
InOut Total
110 107 217
0 0 0
110 217 107
R
i
g
h
t
6
8
0
6
8
T
h
r
u
1
3
1
8
1
1
1
3
2
9
L
e
f
t
1
0
5
0
1
0
5
P
e
d
s
2
0
2
O
u
t
T
o
t
a
l
I
n
1
5
5
4
1
4
9
3
3
0
4
7
1
9
1
1
3
0
1
5
7
3
3
0
7
7
1
5
0
4
Left
39
0
39
Thru
9
0
9
Right
97
0
97
Peds
0
0
0
Out TotalIn
143 145 288
0 0 0
143 288 145
Le
f
t
33
0
33
Th
r
u
13
9
2
19
14
1
1
Ri
g
h
t
33
0
33
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
13
9
4
14
5
8
28
5
2
11
19
30
14
0
5
28
8
2
14
7
7
6/3/2017 12:00 PM
6/3/2017 01:45 PM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Long Lake Way SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 2
Study: KITT0089
Intersection: Chinden / Long Lake Way
City, State: Meridian, Idaho
Control: Signalized
Long Lake Way
From North
Chinden Blvd
From East
Long Lake Way
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 01:00 PM
01:00 PM 7 0 5 0 12 6 194 16 0 216 16 2 7 0 25 7 154 6 0 167 420
01:15 PM 15 1 7 0 23 14 185 11 0 210 9 2 4 0 15 5 179 5 0 189 437
01:30 PM 1 0 7 0 8 9 148 13 0 170 7 0 1 0 8 2 189 5 0 196 382
01:45 PM 6 2 12 0 20 5 168 13 0 186 9 2 2 0 13 4 190 0 0 194 413
Total Volume 29 3 31 0 63 34 695 53 0 782 41 6 14 0 61 18 712 16 0 746 1652
% App. Total 46 4.8 49.2 0 4.3 88.9 6.8 0 67.2 9.8 23 0 2.4 95.4 2.1 0
PHF .483 .375 .646 .000 .685 .607 .896 .828 .000 .905 .641 .750 .500 .000 .610 .643 .937 .667 .000 .952 .945
General Traffic
% General Traffic 100 100 100 0 100 100 99.3 100 0 99.4 100 100 100 0 100 100 98.5 100 0 98.5 99.0
3+ Axle Heavy Trucks
0 0 0 0 0 0 5 0 0 5 0 0 0 0 0 0 11 0 0 11 16
% 3+ Axle Heavy Trucks
0 0 0 0 0 0 0.7 0 0 0.6 0 0 0 0 0 0 1.5 0 0 1.5 1.0
Long Lake Way
C
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B
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C
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B
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Long Lake Way
Right
29
0
29
Thru
3
0
3
Left
31
0
31
Peds
0
0
0
InOut Total
56 63 119
0 0 0
56 119 63
R
i
g
h
t
3
4
0
3
4
T
h
r
u
6
9
0
5
6
9
5
L
e
f
t
5
3
0
5
3
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
7
7
3
7
7
7
1
5
5
0
1
1
5
1
6
7
8
4
1
5
6
6
7
8
2
Left
14
0
14
Thru
6
0
6
Right
41
0
41
Peds
0
0
0
Out TotalIn
74 61 135
0 0 0
74 135 61
Le
f
t
16
0
16
Th
r
u
70
1
11
71
2
Ri
g
h
t
18
0
18
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
73
3
73
5
14
6
8
5
11
16
73
8
14
8
4
74
6
Peak Hour Begins at 01:00 PM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Long Lake Way SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 3
Study: KITT0089
Intersection: Chinden / Long Lake Way
City, State: Meridian, Idaho
Control: Signalized
Long Lake Way
From North
Chinden Blvd
From East
Long Lake Way
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
01:00 PM 12:30 PM 12:15 PM 01:00 PM+0 mins.7 0 5 0 12 7 172 15 0 194 12 1 3 0 16 7 154 6 0 167
+15 mins.15 1 7 0 23 7 160 15 0 182 15 0 10 0 25 5 179 5 0 189
+30 mins.1 0 7 0 8 6 194 16 0 216 14 0 6 0 20 2 189 5 0 196
+45 mins.6 2 12 0 20 14 185 11 0 210 16 2 7 0 25 4 190 0 0 194
Total Volume 29 3 31 0 63 34 711 57 0 802 57 3 26 0 86 18 712 16 0 746
% App. Total 46 4.8 49.2 0 4.2 88.7 7.1 0 66.3 3.5 30.2 0 2.4 95.4 2.1 0
PHF .483 .375 .646 .000 .685 .607 .916 .891 .000 .928 .891 .375 .650 .000 .860 .643 .937 .667 .000 .952
General Traffic
% General Traffic 100 100 100 0 100 100 98.9 100 0 99 100 100 100 0 100 100 98.5 100 0 98.5
3+ Axle Heavy Trucks
0 0 0 0 0 0 8 0 0 8 0 0 0 0 0 0 11 0 0 11
% 3+ Axle Heavy Trucks
0 0 0 0 0 0 1.1 0 0 1 0 0 0 0 0 0 1.5 0 0 1.5
Long Lake Way
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C
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B
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Long Lake Way
Right
29
0
29
Thru
3
0
3
Left
31
0
31
Peds
0
0
0
In - Peak Hour: 01:00 PM
63
0
63
R
i
g
h
t
3
4
0
3
4
T
h
r
u
7
0
3
8
7
1
1
L
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f
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5
7
0
5
7
P
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d
s
0
0
0
I
n
-
P
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a
k
H
o
u
r
:
1
2
:
3
0
P
M
7
9
4
8
8
0
2
Left
26
0
26
Thru
3
0
3
Right
57
0
57
Peds
0
0
0
In - Peak Hour: 12:15 PM
86
0
86
Le
f
t
16
0
16
Th
r
u
70
1
11
71
2
Ri
g
h
t
18
0
18
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
0
1
:
0
0
P
M
73
5
11
74
6
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Long Lake Way SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 4
Study: KITT0089
Intersection: Chinden / Long Lake Way
City, State: Meridian, Idaho
Control: Signalized
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & SH16 SAT
Site Code : Saturday
Start Date : 6/24/2017
Page No : 1
Study: KITT0089
Intersection: Chinden / SH-16
City, State: Meridian, Idaho
Control: Siganalized
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
SH-16
From North
Chinden Blvd
From East
McDermott Road
From South
Chinden Blvd
From West
Start Time Right Left Peds App. Total Right Thru Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
12:00 PM 43 70 0 113 41 84 0 125 1 0 0 0 1 2 120 33 0 155 394
12:15 PM 49 75 0 124 62 98 0 160 0 0 0 0 0 1 89 67 0 157 441
12:30 PM 51 70 0 121 61 99 0 160 1 0 0 0 1 3 130 51 0 184 466
12:45 PM 67 77 0 144 46 101 0 147 1 1 0 0 2 4 123 57 0 184 477
Total 210 292 0 502 210 382 0 592 3 1 0 0 4 10 462 208 0 680 1778
01:00 PM 64 71 0 135 52 94 0 146 2 0 0 0 2 5 130 46 0 181 464
01:15 PM 70 56 0 126 55 88 0 143 4 1 0 0 5 5 140 47 0 192 466
01:30 PM 72 64 0 136 60 99 0 159 1 0 1 0 2 6 139 68 0 213 510
01:45 PM 51 62 0 113 60 107 0 167 5 1 0 0 6 6 140 43 0 189 475
Total 257 253 0 510 227 388 0 615 12 2 1 0 15 22 549 204 0 775 1915
Grand Total 467 545 0 1012 437 770 0 1207 15 3 1 0 19 32 1011 412 0 1455 3693
Apprch %46.1 53.9 0 36.2 63.8 0 78.9 15.8 5.3 0 2.2 69.5 28.3 0
Total %12.6 14.8 0 27.4 11.8 20.9 0 32.7 0.4 0.1 0 0 0.5 0.9 27.4 11.2 0 39.4
General Traffic 462 543 0 1005 436 759 0 1195 15 3 1 0 19 32 1000 409 0 1441 3660
% General Traffic 98.9 99.6 0 99.3 99.8 98.6 0 99 100 100 100 0 100 100 98.9 99.3 0 99 99.1
3+ Axle Heavy Trucks 5 2 0 7 1 11 0 12 0 0 0 0 0 0 11 3 0 14 33
% 3+ Axle Heavy Trucks
SH-16
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B
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McDermott Road
Right
462
5
467
Left
543
2
545
Peds
0
0
0
InOut Total
848 1005 1853
4 7 11
852 1864 1012
R
i
g
h
t
4
3
6
1
4
3
7
T
h
r
u
7
5
9
1
1
7
7
0
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
1
5
5
8
1
1
9
5
2
7
5
3
1
3
1
2
2
5
1
5
7
1
2
7
7
8
1
2
0
7
Left
1
0
1
Thru
3
0
3
Right
15
0
15
Peds
0
0
0
Out TotalIn
32 19 51
0 0 0
32 51 19
Le
f
t
40
9
3
41
2
Th
r
u
10
0
0
11
10
1
1
Ri
g
h
t
32
0
32
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
12
2
2
14
4
1
26
6
3
16
14
30
12
3
8
26
9
3
14
5
5
6/24/2017 12:00 PM
6/24/2017 01:45 PM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & SH16 SAT
Site Code : Saturday
Start Date : 6/24/2017
Page No : 2
Study: KITT0089
Intersection: Chinden / SH-16
City, State: Meridian, Idaho
Control: Siganalized
SH-16
From North
Chinden Blvd
From East
McDermott Road
From South
Chinden Blvd
From West
Start Time Right Left Peds App. Total Right Thru Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 12:45 PM
12:45 PM 67 77 0 144 46 101 0 147 1 1 0 0 2 4 123 57 0 184 477
01:00 PM 64 71 0 135 52 94 0 146 2 0 0 0 2 5 130 46 0 181 464
01:15 PM 70 56 0 126 55 88 0 143 4 1 0 0 5 5 140 47 0 192 466
01:30 PM 72 64 0 136 60 99 0 159 1 0 1 0 2 6 139 68 0 213 510
Total Volume 273 268 0 541 213 382 0 595 8 2 1 0 11 20 532 218 0 770 1917
% App. Total 50.5 49.5 0 35.8 64.2 0 72.7 18.2 9.1 0 2.6 69.1 28.3 0
PHF .948 .870 .000 .939 .888 .946 .000 .936 .500 .500 .250 .000 .550 .833 .950 .801 .000 .904 .940
General Traffic 269 267 0 536 213 378 0 591 8 2 1 0 11 20 528 216 0 764 1902
% General Traffic 98.5 99.6 0 99.1 100 99.0 0 99.3 100 100 100 0 100 100 99.2 99.1 0 99.2 99.2
3+ Axle Heavy Trucks 4 1 0 5 0 4 0 4 0 0 0 0 0 0 4 2 0 6 15
% 3+ Axle Heavy Trucks
SH-16
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B
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C
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B
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McDermott Road
Right
269
4
273
Left
267
1
268
Peds
0
0
0
InOut Total
431 536 967
2 5 7
433 974 541
R
i
g
h
t
2
1
3
0
2
1
3
T
h
r
u
3
7
8
4
3
8
2
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
8
0
3
5
9
1
1
3
9
4
5
4
9
8
0
8
1
4
0
3
5
9
5
Left
1
0
1
Thru
2
0
2
Right
8
0
8
Peds
0
0
0
Out TotalIn
20 11 31
0 0 0
20 31 11
Le
f
t
21
6
2
21
8
Th
r
u
52
8
4
53
2
Ri
g
h
t
20
0
20
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
64
8
76
4
14
1
2
8
6
14
65
6
14
2
6
77
0
Peak Hour Begins at 12:45 PM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & SH16 SAT
Site Code : Saturday
Start Date : 6/24/2017
Page No : 3
Study: KITT0089
Intersection: Chinden / SH-16
City, State: Meridian, Idaho
Control: Siganalized
SH-16
From North
Chinden Blvd
From East
McDermott Road
From South
Chinden Blvd
From West
Start Time Right Left Peds App. Total Right Thru Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
12:45 PM 01:00 PM 01:00 PM 01:00 PM+0 mins.67 77 0 144 52 94 0 146 2 0 0 0 2 5 130 46 0 181
+15 mins.64 71 0 135 55 88 0 143 4 1 0 0 5 5 140 47 0 192
+30 mins.70 56 0 126 60 99 0 159 1 0 1 0 2 6 139 68 0 213
+45 mins.72 64 0 136 60 107 0 167 5 1 0 0 6 6 140 43 0 189
Total Volume 273 268 0 541 227 388 0 615 12 2 1 0 15 22 549 204 0 775
% App. Total 50.5 49.5 0 36.9 63.1 0 80 13.3 6.7 0 2.8 70.8 26.3 0
PHF .948 .870 .000 .939 .946 .907 .000 .921 .600 .500 .250 .000 .625 .917 .980 .750 .000 .910
General Traffic 269 267 0 536 227 385 0 612 12 2 1 0 15 22 546 201 0 769
% General Traffic 98.5 99.6 0 99.1 100 99.2 0 99.5 100 100 100 0 100 100 99.5 98.5 0 99.2
3+ Axle Heavy Trucks 4 1 0 5 0 3 0 3 0 0 0 0 0 0 3 3 0 6
% 3+ Axle Heavy Trucks
SH-16
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B
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C
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B
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McDermott Road
Right
269
4
273
Left
267
1
268
Peds
0
0
0
In - Peak Hour: 12:45 PM
536
5
541
R
i
g
h
t
2
2
7
0
2
2
7
T
h
r
u
3
8
5
3
3
8
8
P
e
d
s
0
0
0
I
n
-
P
e
a
k
H
o
u
r
:
0
1
:
0
0
P
M
6
1
2
3
6
1
5
Left
1
0
1
Thru
2
0
2
Right
12
0
12
Peds
0
0
0
In - Peak Hour: 01:00 PM
15
0
15
Le
f
t
20
1
3
20
4
Th
r
u
54
6
3
54
9
Ri
g
h
t
22
0
22
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
0
1
:
0
0
P
M
76
9
6
77
5
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & SH16 SAT
Site Code : Saturday
Start Date : 6/24/2017
Page No : 4
Study: KITT0089
Intersection: Chinden / SH-16
City, State: Meridian, Idaho
Control: Siganalized
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & SH16 WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 1
Study: KITT0089
Intersection: Chinden / SH-16
City, State: Meridian, Idaho
Control: Siganalized
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
SH-16
From North
Chinden Blvd
From East
McDermott Road
From South
Chinden Blvd
From West
Start Time Right Left Peds App. Total Right Thru Peds App. Total Right Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 34 75 0 109 31 69 0 100 3 0 3 8 139 73 0 220 432
07:15 AM 74 87 0 161 32 74 0 106 3 0 3 9 170 77 0 256 526
07:30 AM 112 75 0 187 33 108 0 141 0 0 0 15 155 101 0 271 599
07:45 AM 59 81 0 140 43 107 0 150 3 0 3 15 137 98 0 250 543
Total 279 318 0 597 139 358 0 497 9 0 9 47 601 349 0 997 2100
08:00 AM 56 80 0 136 46 85 0 131 3 0 3 9 121 94 0 224 494
08:15 AM 57 67 0 124 42 98 0 140 4 0 4 6 108 71 0 185 453
08:30 AM 57 84 0 141 31 73 0 104 6 0 6 11 119 81 0 211 462
08:45 AM 51 53 0 104 47 67 0 114 15 0 15 18 117 60 0 195 428
Total 221 284 0 505 166 323 0 489 28 0 28 44 465 306 0 815 1837
-------
04:00 PM 72 62 0 134 102 156 0 258 1 0 1 4 72 48 0 124 517
04:15 PM 93 70 0 163 82 141 0 223 3 0 3 3 110 81 0 194 583
04:30 PM 101 75 0 176 95 136 0 231 4 0 4 1 68 68 1 138 549
04:45 PM 91 45 0 136 101 207 0 308 9 0 9 5 92 90 0 187 640
Total 357 252 0 609 380 640 0 1020 17 0 17 13 342 287 1 643 2289
05:00 PM 109 60 0 169 92 152 0 244 4 0 4 7 97 68 0 172 589
05:15 PM 103 72 0 175 104 151 0 255 7 0 7 3 101 91 0 195 632
05:30 PM 99 58 0 157 101 128 0 229 3 0 3 0 128 95 0 223 612
05:45 PM 90 52 0 142 73 163 0 236 1 0 1 2 95 58 0 155 534
Total 401 242 0 643 370 594 0 964 15 0 15 12 421 312 0 745 2367
Grand Total 1258 1096 0 2354 1055 1915 0 2970 69 0 69 116 1829 1254 1 3200 8593
Apprch %53.4 46.6 0 35.5 64.5 0 100 0 3.6 57.2 39.2 0
Total %14.6 12.8 0 27.4 12.3 22.3 0 34.6 0.8 0 0.8 1.3 21.3 14.6 0 37.2
General Traffic 1235 1075 0 2310 1041 1880 0 2921 69 0 69 113 1786 1222 1 3122 8422
% General Traffic 98.2 98.1 0 98.1 98.7 98.2 0 98.4 100 0 100 97.4 97.6 97.4 100 97.6 98
3+ Axle Heavy Trucks 23 21 0 44 14 35 0 49 0 0 0 3 43 32 0 78 171
% 3+ Axle Heavy Trucks
1.8 1.9 0 1.9 1.3 1.8 0 1.6 0 0 0 2.6 2.4 2.6 0 2.4 2
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & SH16 WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 2
Study: KITT0089
Intersection: Chinden / SH-16
City, State: Meridian, Idaho
Control: Siganalized
SH-16
C
h
i
n
d
e
n
B
l
v
d
C
h
i
n
d
e
n
B
l
v
d
McDermott Road
Right
1235
23
1258
Left
1075
21
1096
Peds
0
0
0
InOut Total
2263 2310 4573
46 44 90
2309 4663 2354
R
i
g
h
t
1
0
4
1
1
4
1
0
5
5
T
h
r
u
1
8
8
0
3
5
1
9
1
5
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
2
9
3
0
2
9
2
1
5
8
5
1
6
4
4
9
1
1
3
2
9
9
4
5
9
6
4
2
9
7
0
Right
69
0
69
Peds
0
0
0
Out TotalIn
113 69 182
3 0 3
116 185 69
Le
f
t
12
2
2
32
12
5
4
Th
r
u
17
8
6
43
18
2
9
Ri
g
h
t
11
3
3
11
6
Pe
d
s
1 0 1
To
t
a
l
Ou
t
In
31
1
5
31
2
2
62
3
7
58
78
13
6
31
7
3
63
7
3
32
0
0
6/20/2017 07:00 AM
6/20/2017 05:45 PM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & SH16 WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 3
Study: KITT0089
Intersection: Chinden / SH-16
City, State: Meridian, Idaho
Control: Siganalized
SH-16
From North
Chinden Blvd
From East
McDermott Road
From South
Chinden Blvd
From West
Start Time Right Left Peds App. Total Right Thru Peds App. Total Right Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:15 AM
07:15 AM 74 87 0 161 32 74 0 106 3 0 3 9 170 77 0 256 526
07:30 AM 112 75 0 187 33 108 0 141 0 0 0 15 155 101 0 271 599
07:45 AM 59 81 0 140 43 107 0 150 3 0 3 15 137 98 0 250 543
08:00 AM 56 80 0 136 46 85 0 131 3 0 3 9 121 94 0 224 494
Total Volume 301 323 0 624 154 374 0 528 9 0 9 48 583 370 0 1001 2162
% App. Total 48.2 51.8 0 29.2 70.8 0 100 0 4.8 58.2 37 0
PHF .672 .928 .000 .834 .837 .866 .000 .880 .750 .000 .750 .800 .857 .916 .000 .923 .902
General Traffic 295 315 0 610 151 363 0 514 9 0 9 48 569 351 0 968 2101
% General Traffic 98.0 97.5 0 97.8 98.1 97.1 0 97.3 100 0 100 100 97.6 94.9 0 96.7 97.2
3+ Axle Heavy Trucks 6 8 0 14 3 11 0 14 0 0 0 0 14 19 0 33 61
% 3+ Axle Heavy Trucks
2.0 2.5 0 2.2 1.9 2.9 0 2.7 0 0 0 0 2.4 5.1 0 3.3 2.8
SH-16
C
h
i
n
d
e
n
B
l
v
d
C
h
i
n
d
e
n
B
l
v
d
McDermott Road
Right
295
6
301
Left
315
8
323
Peds
0
0
0
InOut Total
502 610 1112
22 14 36
524 1148 624
R
i
g
h
t
1
5
1
3
1
5
4
T
h
r
u
3
6
3
1
1
3
7
4
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
8
9
3
5
1
4
1
4
0
7
2
2
1
4
3
6
9
1
5
1
4
4
3
5
2
8
Right
9
0
9
Peds
0
0
0
Out TotalIn
48 9 57
0 0 0
48 57 9
Le
f
t
35
1
19
37
0
Th
r
u
56
9
14
58
3
Ri
g
h
t
48
0
48
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
65
8
96
8
16
2
6
17
33
50
67
5
16
7
6
10
0
1
Peak Hour Begins at 07:15 AM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & SH16 WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 4
Study: KITT0089
Intersection: Chinden / SH-16
City, State: Meridian, Idaho
Control: Siganalized
SH-16
From North
Chinden Blvd
From East
McDermott Road
From South
Chinden Blvd
From West
Start Time Right Left Peds App. Total Right Thru Peds App. Total Right Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
07:15 AM 07:30 AM 08:00 AM 07:15 AM
+0 mins.74 87 0 161 33 108 0 141 3 0 3 9 170 77 0 256
+15 mins.112 75 0 187 43 107 0 150 4 0 4 15 155 101 0 271
+30 mins.59 81 0 140 46 85 0 131 6 0 6 15 137 98 0 250
+45 mins.56 80 0 136 42 98 0 140 15 0 15 9 121 94 0 224
Total Volume 301 323 0 624 164 398 0 562 28 0 28 48 583 370 0 1001
% App. Total 48.2 51.8 0 29.2 70.8 0 100 0 4.8 58.2 37 0
PHF .672 .928 .000 .834 .891 .921 .000 .937 .467 .000 .467 .800 .857 .916 .000 .923
General Traffic 295 315 0 610 159 386 0 545 28 0 28 48 569 351 0 968
% General Traffic 98 97.5 0 97.8 97 97 0 97 100 0 100 100 97.6 94.9 0 96.7
3+ Axle Heavy Trucks 6 8 0 14 5 12 0 17 0 0 0 0 14 19 0 33
% 3+ Axle Heavy Trucks
2 2.5 0 2.2 3 3 0 3 0 0 0 0 2.4 5.1 0 3.3
SH-16
C
h
i
n
d
e
n
B
l
v
d
C
h
i
n
d
e
n
B
l
v
d
McDermott Road
Right
295
6
301
Left
315
8
323
Peds
0
0
0
In - Peak Hour: 07:15 AM
610
14
624
R
i
g
h
t
1
5
9
5
1
6
4
T
h
r
u
3
8
6
1
2
3
9
8
P
e
d
s
0
0
0
I
n
-
P
e
a
k
H
o
u
r
:
0
7
:
3
0
A
M
5
4
5
1
7
5
6
2
Right
28
0
28
Peds
0
0
0
In - Peak Hour: 08:00 AM
28
0
28
Le
f
t
35
1
19
37
0
Th
r
u
56
9
14
58
3
Ri
g
h
t
48
0
48
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
0
7
:
1
5
A
M
96
8
33
10
0
1
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & SH16 WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 5
Study: KITT0089
Intersection: Chinden / SH-16
City, State: Meridian, Idaho
Control: Siganalized
SH-16
From North
Chinden Blvd
From East
McDermott Road
From South
Chinden Blvd
From West
Start Time Right Left Peds App. Total Right Thru Peds App. Total Right Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM 91 45 0 136 101 207 0 308 9 0 9 5 92 90 0 187 640
05:00 PM 109 60 0 169 92 152 0 244 4 0 4 7 97 68 0 172 589
05:15 PM 103 72 0 175 104 151 0 255 7 0 7 3 101 91 0 195 632
05:30 PM 99 58 0 157 101 128 0 229 3 0 3 0 128 95 0 223 612
Total Volume 402 235 0 637 398 638 0 1036 23 0 23 15 418 344 0 777 2473
% App. Total 63.1 36.9 0 38.4 61.6 0 100 0 1.9 53.8 44.3 0
PHF .922 .816 .000 .910 .957 .771 .000 .841 .639 .000 .639 .536 .816 .905 .000 .871 .966
General Traffic 395 232 0 627 398 629 0 1027 23 0 23 15 416 342 0 773 2450
% General Traffic 98.3 98.7 0 98.4 100 98.6 0 99.1 100 0 100 100 99.5 99.4 0 99.5 99.1
3+ Axle Heavy Trucks 7 3 0 10 0 9 0 9 0 0 0 0 2 2 0 4 23
% 3+ Axle Heavy Trucks
1.7 1.3 0 1.6 0 1.4 0 0.9 0 0 0 0 0.5 0.6 0 0.5 0.9
SH-16
C
h
i
n
d
e
n
B
l
v
d
C
h
i
n
d
e
n
B
l
v
d
McDermott Road
Right
395
7
402
Left
232
3
235
Peds
0
0
0
InOut Total
740 627 1367
2 10 12
742 1379 637
R
i
g
h
t
3
9
8
0
3
9
8
T
h
r
u
6
2
9
9
6
3
8
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
6
7
1
1
0
2
7
1
6
9
8
5
9
1
4
6
7
6
1
7
1
2
1
0
3
6
Right
23
0
23
Peds
0
0
0
Out TotalIn
15 23 38
0 0 0
15 38 23
Le
f
t
34
2
2
34
4
Th
r
u
41
6
2
41
8
Ri
g
h
t
15
0
15
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
10
2
4
77
3
17
9
7
16
4
20
10
4
0
18
1
7
77
7
Peak Hour Begins at 04:45 PM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & SH16 WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 6
Study: KITT0089
Intersection: Chinden / SH-16
City, State: Meridian, Idaho
Control: Siganalized
SH-16
From North
Chinden Blvd
From East
McDermott Road
From South
Chinden Blvd
From West
Start Time Right Left Peds App. Total Right Thru Peds App. Total Right Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
04:30 PM 04:30 PM 04:30 PM 04:45 PM
+0 mins.101 75 0 176 95 136 0 231 4 0 4 5 92 90 0 187
+15 mins.91 45 0 136 101 207 0 308 9 0 9 7 97 68 0 172
+30 mins.109 60 0 169 92 152 0 244 4 0 4 3 101 91 0 195
+45 mins.103 72 0 175 104 151 0 255 7 0 7 0 128 95 0 223
Total Volume 404 252 0 656 392 646 0 1038 24 0 24 15 418 344 0 777
% App. Total 61.6 38.4 0 37.8 62.2 0 100 0 1.9 53.8 44.3 0
PHF .927 .840 .000 .932 .942 .780 .000 .843 .667 .000 .667 .536 .816 .905 .000 .871
General Traffic 396 244 0 640 389 636 0 1025 24 0 24 15 416 342 0 773
% General Traffic 98 96.8 0 97.6 99.2 98.5 0 98.7 100 0 100 100 99.5 99.4 0 99.5
3+ Axle Heavy Trucks 8 8 0 16 3 10 0 13 0 0 0 0 2 2 0 4
% 3+ Axle Heavy Trucks
2 3.2 0 2.4 0.8 1.5 0 1.3 0 0 0 0 0.5 0.6 0 0.5
SH-16
C
h
i
n
d
e
n
B
l
v
d
C
h
i
n
d
e
n
B
l
v
d
McDermott Road
Right
396
8
404
Left
244
8
252
Peds
0
0
0
In - Peak Hour: 04:30 PM
640
16
656
R
i
g
h
t
3
8
9
3
3
9
2
T
h
r
u
6
3
6
1
0
6
4
6
P
e
d
s
0
0
0
I
n
-
P
e
a
k
H
o
u
r
:
0
4
:
3
0
P
M
1
0
2
5
1
3
1
0
3
8
Right
24
0
24
Peds
0
0
0
In - Peak Hour: 04:30 PM
24
0
24
Le
f
t
34
2
2
34
4
Th
r
u
41
6
2
41
8
Ri
g
h
t
15
0
15
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
0
4
:
4
5
P
M
77
3
4
77
7
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & SH16 WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 7
Study: KITT0089
Intersection: Chinden / SH-16
City, State: Meridian, Idaho
Control: Siganalized
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Ten Mile Rd SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 1
Study: KITT0089
Intersection: Chinden / Ten Mile Rd
City, State: Meridian, Idaho
Control: Signalized
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
Private Access
From North
Chinden Blvd
From East
Ten Mile Road
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total12:00 PM 0 0 0 0 0 0 115 42 0 157 52 0 42 0 94 65 148 0 0 213 464
12:15 PM 0 0 0 0 0 0 120 35 0 155 48 1 59 0 108 74 137 0 0 211 474
12:30 PM 0 1 0 0 1 0 141 44 0 185 38 1 67 0 106 55 139 1 0 195 487
12:45 PM 0 0 0 0 0 0 124 45 0 169 32 1 64 0 97 79 137 0 0 216 482
Total 0 1 0 0 1 0 500 166 0 666 170 3 232 0 405 273 561 1 0 835 1907
01:00 PM 1 0 2 0 3 3 157 48 0 208 37 1 52 0 90 73 128 0 0 201 502
01:15 PM 2 0 0 0 2 0 152 52 0 204 40 0 54 0 94 58 150 0 0 208 508
01:30 PM 0 1 0 0 1 0 122 28 0 150 60 0 67 0 127 64 135 0 0 199 477
01:45 PM 0 0 1 0 1 0 123 53 0 176 51 0 63 0 114 82 142 1 0 225 516
Total 3 1 3 0 7 3 554 181 0 738 188 1 236 0 425 277 555 1 0 833 2003
Grand Total 3 2 3 0 8 3 1054 347 0 1404 358 4 468 0 830 550 1116 2 0 1668 3910
Apprch %37.5 25 37.5 0 0.2 75.1 24.7 0 43.1 0.5 56.4 0 33 66.9 0.1 0
Total %0.1 0.1 0.1 0 0.2 0.1 27 8.9 0 35.9 9.2 0.1 12 0 21.2 14.1 28.5 0.1 0 42.7
General Traffic 3 2 3 0 8 3 1044 347 0 1394 358 4 447 0 809 534 1097 2 0 1633 3844
% General Traffic 100 100 100 0 100 100 99.1 100 0 99.3 100 100 95.5 0 97.5 97.1 98.3 100 0 97.9 98.3
3+ Axle Heavy Trucks
0 0 0 0 0 0 10 0 0 10 0 0 21 0 21 16 19 0 0 35 66
% 3+ Axle Heavy Trucks
0 0 0 0 0 0 0.9 0 0 0.7 0 0 4.5 0 2.5 2.9 1.7 0 0 2.1 1.7
Private Access
C
h
i
n
d
e
n
B
l
v
d
C
h
i
n
d
e
n
B
l
v
d
Ten Mile Road
Right
3
0
3
Thru
2
0
2
Left
3
0
3
Peds
0
0
0
InOut Total
9 8 17
0 0 0
9 17 8
R
i
g
h
t
3
0
3
T
h
r
u
1
0
4
4
1
0
1
0
5
4
L
e
f
t
3
4
7
0
3
4
7
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
1
4
5
8
1
3
9
4
2
8
5
2
1
9
1
0
2
9
1
4
7
7
2
8
8
1
1
4
0
4
Left
447
21
468
Thru
4
0
4
Right
358
0
358
Peds
0
0
0
Out TotalIn
883 809 1692
16 21 37
899 1729 830
Le
f
t
2 0 2
Th
r
u
10
9
7
19
11
1
6
Ri
g
h
t
53
4
16
55
0
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
14
9
4
16
3
3
31
2
7
31
35
66
15
2
5
31
9
3
16
6
8
6/3/2017 12:00 PM
6/3/2017 01:45 PM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Ten Mile Rd SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 2
Study: KITT0089
Intersection: Chinden / Ten Mile Rd
City, State: Meridian, Idaho
Control: Signalized
Private Access
From North
Chinden Blvd
From East
Ten Mile Road
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 01:00 PM
01:00 PM 1 0 2 0 3 3 157 48 0 208 37 1 52 0 90 73 128 0 0 201 502
01:15 PM 2 0 0 0 2 0 152 52 0 204 40 0 54 0 94 58 150 0 0 208 508
01:30 PM 0 1 0 0 1 0 122 28 0 150 60 0 67 0 127 64 135 0 0 199 477
01:45 PM 0 0 1 0 1 0 123 53 0 176 51 0 63 0 114 82 142 1 0 225 516
Total Volume 3 1 3 0 7 3 554 181 0 738 188 1 236 0 425 277 555 1 0 833 2003
% App. Total 42.9 14.3 42.9 0 0.4 75.1 24.5 0 44.2 0.2 55.5 0 33.3 66.6 0.1 0
PHF .375 .250 .375 .000 .583 .250 .882 .854 .000 .887 .783 .250 .881 .000 .837 .845 .925 .250 .000 .926 .970
General Traffic 3 1 3 0 7 3 549 181 0 733 188 1 226 0 415 270 544 1 0 815 1970
% General Traffic 100 100 100 0 100 100 99.1 100 0 99.3 100 100 95.8 0 97.6 97.5 98.0 100 0 97.8 98.4
3+ Axle Heavy Trucks
0 0 0 0 0 0 5 0 0 5 0 0 10 0 10 7 11 0 0 18 33
% 3+ Axle Heavy Trucks
0 0 0 0 0 0 0.9 0 0 0.7 0 0 4.2 0 2.4 2.5 2.0 0 0 2.2 1.6
Private Access
C
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d
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B
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C
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i
n
d
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B
l
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d
Ten Mile Road
Right
3
0
3
Thru
1
0
1
Left
3
0
3
Peds
0
0
0
InOut Total
5 7 12
0 0 0
5 12 7
R
i
g
h
t
3
0
3
T
h
r
u
5
4
9
5
5
5
4
L
e
f
t
1
8
1
0
1
8
1
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
7
3
5
7
3
3
1
4
6
8
1
1
5
1
6
7
4
6
1
4
8
4
7
3
8
Left
226
10
236
Thru
1
0
1
Right
188
0
188
Peds
0
0
0
Out TotalIn
452 415 867
7 10 17
459 884 425
Le
f
t
1 0 1
Th
r
u
54
4
11
55
5
Ri
g
h
t
27
0
7
27
7
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
77
8
81
5
15
9
3
15
18
33
79
3
16
2
6
83
3
Peak Hour Begins at 01:00 PM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Ten Mile Rd SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 3
Study: KITT0089
Intersection: Chinden / Ten Mile Rd
City, State: Meridian, Idaho
Control: Signalized
Private Access
From North
Chinden Blvd
From East
Ten Mile Road
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
01:00 PM 12:30 PM 01:00 PM 12:00 PM+0 mins.1 0 2 0 3 0 141 44 0 185 37 1 52 0 90 65 148 0 0 213
+15 mins.2 0 0 0 2 0 124 45 0 169 40 0 54 0 94 74 137 0 0 211
+30 mins.0 1 0 0 1 3 157 48 0 208 60 0 67 0 127 55 139 1 0 195
+45 mins.0 0 1 0 1 0 152 52 0 204 51 0 63 0 114 79 137 0 0 216
Total Volume 3 1 3 0 7 3 574 189 0 766 188 1 236 0 425 273 561 1 0 835
% App. Total 42.9 14.3 42.9 0 0.4 74.9 24.7 0 44.2 0.2 55.5 0 32.7 67.2 0.1 0
PHF .375 .250 .375 .000 .583 .250 .914 .909 .000 .921 .783 .250 .881 .000 .837 .864 .948 .250 .000 .966
General Traffic 3 1 3 0 7 3 566 189 0 758 188 1 226 0 415 264 553 1 0 818
% General Traffic 100 100 100 0 100 100 98.6 100 0 99 100 100 95.8 0 97.6 96.7 98.6 100 0 98
3+ Axle Heavy Trucks
0 0 0 0 0 0 8 0 0 8 0 0 10 0 10 9 8 0 0 17
% 3+ Axle Heavy Trucks
0 0 0 0 0 0 1.4 0 0 1 0 0 4.2 0 2.4 3.3 1.4 0 0 2
Private Access
C
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B
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C
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d
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B
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d
Ten Mile Road
Right
3
0
3
Thru
1
0
1
Left
3
0
3
Peds
0
0
0
In - Peak Hour: 01:00 PM
7
0
7
R
i
g
h
t
3
0
3
T
h
r
u
5
6
6
8
5
7
4
L
e
f
t
1
8
9
0
1
8
9
P
e
d
s
0
0
0
I
n
-
P
e
a
k
H
o
u
r
:
1
2
:
3
0
P
M
7
5
8
8
7
6
6
Left
226
10
236
Thru
1
0
1
Right
188
0
188
Peds
0
0
0
In - Peak Hour: 01:00 PM
415
10
425
Le
f
t
1 0 1
Th
r
u
55
3
8
56
1
Ri
g
h
t
26
4
9
27
3
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
1
2
:
0
0
P
M
81
8
17
83
5
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Ten Mile Rd SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 4
Study: KITT0089
Intersection: Chinden / Ten Mile Rd
City, State: Meridian, Idaho
Control: Signalized
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Ten Mile Rd WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 1
Study: KITT0089
Intersection: Chinden / Ten Mile Rd
City, State: Meridian, Idaho
Control: Signalized
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
Private Access
From North
Chinden Blvd
From East
Ten Mile Road
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total07:00 AM 0 0 0 0 0 0 69 17 0 86 28 0 34 0 62 66 161 0 0 227 375
07:15 AM 0 1 1 0 2 2 103 14 0 119 47 1 23 0 71 57 189 0 0 246 438
07:30 AM 0 0 0 0 0 0 96 21 0 117 55 0 49 0 104 64 196 0 0 260 481
07:45 AM 0 0 0 0 0 0 116 24 0 140 48 0 39 0 87 62 156 0 0 218 445
Total 0 1 1 0 2 2 384 76 0 462 178 1 145 0 324 249 702 0 0 951 1739
08:00 AM 0 0 0 0 0 0 104 28 0 132 47 1 37 0 85 70 142 0 0 212 429
08:15 AM 0 0 0 0 0 1 94 36 0 131 54 0 29 0 83 48 153 0 0 201 415
08:30 AM 0 0 1 0 1 0 101 26 0 127 44 0 30 0 74 69 158 0 0 227 429
08:45 AM 0 2 0 0 2 0 90 32 0 122 54 0 30 0 84 68 147 0 0 215 423
Total 0 2 1 0 3 1 389 122 0 512 199 1 126 0 326 255 600 0 0 855 1696
-------
04:00 PM 0 1 0 0 1 0 158 50 0 208 46 0 92 0 138 45 96 0 0 141 488
04:15 PM 0 0 0 0 0 0 171 40 0 211 47 0 79 0 126 71 114 0 0 185 522
04:30 PM 0 0 0 0 0 0 180 48 0 228 58 0 103 0 161 66 92 1 0 159 548
04:45 PM 1 0 0 0 1 1 205 53 0 259 53 0 93 0 146 40 121 1 0 162 568
Total 1 1 0 0 2 1 714 191 0 906 204 0 367 0 571 222 423 2 0 647 2126
05:00 PM 0 0 0 0 0 0 161 50 0 211 51 2 106 1 160 63 98 0 1 162 533
05:15 PM 0 0 0 0 0 1 180 70 0 251 43 0 90 0 133 62 118 1 0 181 565
05:30 PM 1 0 0 0 1 0 193 53 0 246 61 0 89 0 150 59 151 0 0 210 607
05:45 PM 0 0 0 0 0 0 168 55 0 223 33 0 84 0 117 42 111 1 0 154 494
Total 1 0 0 0 1 1 702 228 0 931 188 2 369 1 560 226 478 2 1 707 2199
Grand Total 2 4 2 0 8 5 2189 617 0 2811 769 4 1007 1 1781 952 2203 4 1 3160 7760
Apprch %25 50 25 0 0.2 77.9 21.9 0 43.2 0.2 56.5 0.1 30.1 69.7 0.1 0
Total %0 0.1 0 0 0.1 0.1 28.2 8 0 36.2 9.9 0.1 13 0 23 12.3 28.4 0.1 0 40.7
General Traffic 2 4 2 0 8 5 2167 600 0 2772 745 3 987 1 1736 926 2175 4 1 3106 7622
% General Traffic 100 100 100 0 100 100 99 97.2 0 98.6 96.9 75 98 100 97.5 97.3 98.7 100 100 98.3 98.2
3+ Axle Heavy Trucks
0 0 0 0 0 0 22 17 0 39 24 1 20 0 45 26 28 0 0 54 138
% 3+ Axle Heavy Trucks
0 0 0 0 0 0 1 2.8 0 1.4 3.1 25 2 0 2.5 2.7 1.3 0 0 1.7 1.8
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Ten Mile Rd WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 2
Study: KITT0089
Intersection: Chinden / Ten Mile Rd
City, State: Meridian, Idaho
Control: Signalized
Private Access
C
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d
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B
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d
C
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d
e
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B
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d
Ten Mile Road
Right
2
0
2
Thru
4
0
4
Left
2
0
2
Peds
0
0
0
InOut Total
12 8 20
1 0 1
13 21 8
R
i
g
h
t
5
0
5
T
h
r
u
2
1
6
7
2
2
2
1
8
9
L
e
f
t
6
0
0
1
7
6
1
7
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
2
9
2
2
2
7
7
2
5
6
9
4
5
2
3
9
9
1
2
9
7
4
5
7
8
5
2
8
1
1
Left
987
20
1007
Thru
3
1
4
Right
745
24
769
Peds
1
0
1
Out TotalIn
1530 1736 3266
43 45 88
1573 3354 1781
Le
f
t
4 0 4
Th
r
u
21
7
5
28
22
0
3
Ri
g
h
t
92
6
26
95
2
Pe
d
s
1 0 1
To
t
a
l
Ou
t
In
31
5
6
31
0
6
62
6
2
42
54
96
31
9
8
63
5
8
31
6
0
6/20/2017 07:00 AM
6/20/2017 05:45 PM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Ten Mile Rd WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 3
Study: KITT0089
Intersection: Chinden / Ten Mile Rd
City, State: Meridian, Idaho
Control: Signalized
Private Access
From North
Chinden Blvd
From East
Ten Mile Road
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:15 AM
07:15 AM 0 1 1 0 2 2 103 14 0 119 47 1 23 0 71 57 189 0 0 246 438
07:30 AM 0 0 0 0 0 0 96 21 0 117 55 0 49 0 104 64 196 0 0 260 481
07:45 AM 0 0 0 0 0 0 116 24 0 140 48 0 39 0 87 62 156 0 0 218 445
08:00 AM 0 0 0 0 0 0 104 28 0 132 47 1 37 0 85 70 142 0 0 212 429
Total Volume 0 1 1 0 2 2 419 87 0 508 197 2 148 0 347 253 683 0 0 936 1793
% App. Total 0 50 50 0 0.4 82.5 17.1 0 56.8 0.6 42.7 0 27 73 0 0
PHF .000 .250 .250 .000 .250 .250 .903 .777 .000 .907 .895 .500 .755 .000 .834 .904 .871 .000 .000 .900 .932
General Traffic 0 1 1 0 2 2 413 82 0 497 187 2 140 0 329 245 671 0 0 916 1744
% General Traffic 0 100 100 0 100 100 98.6 94.3 0 97.8 94.9 100 94.6 0 94.8 96.8 98.2 0 0 97.9 97.3
3+ Axle Heavy Trucks
0 0 0 0 0 0 6 5 0 11 10 0 8 0 18 8 12 0 0 20 49
% 3+ Axle Heavy Trucks
0 0 0 0 0 0 1.4 5.7 0 2.2 5.1 0 5.4 0 5.2 3.2 1.8 0 0 2.1 2.7
Private Access
C
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d
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B
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C
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i
n
d
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B
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d
Ten Mile Road
Right
0
0
0
Thru
1
0
1
Left
1
0
1
Peds
0
0
0
InOut Total
4 2 6
0 0 0
4 6 2
R
i
g
h
t
2
0
2
T
h
r
u
4
1
3
6
4
1
9
L
e
f
t
8
2
5
8
7
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
8
5
9
4
9
7
1
3
5
6
2
2
1
1
3
3
8
8
1
1
3
8
9
5
0
8
Left
140
8
148
Thru
2
0
2
Right
187
10
197
Peds
0
0
0
Out TotalIn
328 329 657
13 18 31
341 688 347
Le
f
t
0 0 0
Th
r
u
67
1
12
68
3
Ri
g
h
t
24
5
8
25
3
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
55
3
91
6
14
6
9
14
20
34
56
7
15
0
3
93
6
Peak Hour Begins at 07:15 AM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Ten Mile Rd WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 4
Study: KITT0089
Intersection: Chinden / Ten Mile Rd
City, State: Meridian, Idaho
Control: Signalized
Private Access
From North
Chinden Blvd
From East
Ten Mile Road
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
08:00 AM 07:45 AM 07:30 AM 07:00 AM+0 mins.0 0 0 0 0 0 116 24 0 140 55 0 49 0 104 66 161 0 0 227
+15 mins.0 0 0 0 0 0 104 28 0 132 48 0 39 0 87 57 189 0 0 246
+30 mins.0 0 1 0 1 1 94 36 0 131 47 1 37 0 85 64 196 0 0 260
+45 mins.0 2 0 0 2 0 101 26 0 127 54 0 29 0 83 62 156 0 0 218
Total Volume 0 2 1 0 3 1 415 114 0 530 204 1 154 0 359 249 702 0 0 951
% App. Total 0 66.7 33.3 0 0.2 78.3 21.5 0 56.8 0.3 42.9 0 26.2 73.8 0 0
PHF .000 .250 .250 .000 .375 .250 .894 .792 .000 .946 .927 .250 .786 .000 .863 .943 .895 .000 .000 .914
General Traffic 0 2 1 0 3 1 406 106 0 513 194 1 145 0 340 242 693 0 0 935
% General Traffic 0 100 100 0 100 100 97.8 93 0 96.8 95.1 100 94.2 0 94.7 97.2 98.7 0 0 98.3
3+ Axle Heavy Trucks
0 0 0 0 0 0 9 8 0 17 10 0 9 0 19 7 9 0 0 16
% 3+ Axle Heavy Trucks
0 0 0 0 0 0 2.2 7 0 3.2 4.9 0 5.8 0 5.3 2.8 1.3 0 0 1.7
Private Access
C
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B
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C
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d
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B
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Ten Mile Road
Right
0
0
0
Thru
2
0
2
Left
1
0
1
Peds
0
0
0
In - Peak Hour: 08:00 AM
3
0
3
R
i
g
h
t
1
0
1
T
h
r
u
4
0
6
9
4
1
5
L
e
f
t
1
0
6
8
1
1
4
P
e
d
s
0
0
0
I
n
-
P
e
a
k
H
o
u
r
:
0
7
:
4
5
A
M
5
1
3
1
7
5
3
0
Left
145
9
154
Thru
1
0
1
Right
194
10
204
Peds
0
0
0
In - Peak Hour: 07:30 AM
340
19
359
Le
f
t
0 0 0
Th
r
u
69
3
9
70
2
Ri
g
h
t
24
2
7
24
9
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
0
7
:
0
0
A
M
93
5
16
95
1
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Ten Mile Rd WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 5
Study: KITT0089
Intersection: Chinden / Ten Mile Rd
City, State: Meridian, Idaho
Control: Signalized
Private Access
From North
Chinden Blvd
From East
Ten Mile Road
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM 1 0 0 0 1 1 205 53 0 259 53 0 93 0 146 40 121 1 0 162 568
05:00 PM 0 0 0 0 0 0 161 50 0 211 51 2 106 1 160 63 98 0 1 162 533
05:15 PM 0 0 0 0 0 1 180 70 0 251 43 0 90 0 133 62 118 1 0 181 565
05:30 PM 1 0 0 0 1 0 193 53 0 246 61 0 89 0 150 59 151 0 0 210 607
Total Volume 2 0 0 0 2 2 739 226 0 967 208 2 378 1 589 224 488 2 1 715 2273
% App. Total 100 0 0 0 0.2 76.4 23.4 0 35.3 0.3 64.2 0.2 31.3 68.3 0.3 0.1
PHF .500 .000 .000 .000 .500 .500 .901 .807 .000 .933 .852 .250 .892 .250 .920 .889 .808 .500 .250 .851 .936
General Traffic 2 0 0 0 2 2 737 223 0 962 206 1 377 1 585 219 486 2 1 708 2257
% General Traffic 100 0 0 0 100 100 99.7 98.7 0 99.5 99.0 50.0 99.7 100 99.3 97.8 99.6 100 100 99.0 99.3
3+ Axle Heavy Trucks
0 0 0 0 0 0 2 3 0 5 2 1 1 0 4 5 2 0 0 7 16
% 3+ Axle Heavy Trucks
0 0 0 0 0 0 0.3 1.3 0 0.5 1.0 50.0 0.3 0 0.7 2.2 0.4 0 0 1.0 0.7
Private Access
C
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d
e
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B
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C
h
i
n
d
e
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B
l
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d
Ten Mile Road
Right
2
0
2
Thru
0
0
0
Left
0
0
0
Peds
0
0
0
InOut Total
5 2 7
1 0 1
6 8 2
R
i
g
h
t
2
0
2
T
h
r
u
7
3
7
2
7
3
9
L
e
f
t
2
2
3
3
2
2
6
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
6
9
2
9
6
2
1
6
5
4
4
5
9
6
9
6
1
6
6
3
9
6
7
Left
377
1
378
Thru
1
1
2
Right
206
2
208
Peds
1
0
1
Out TotalIn
442 585 1027
8 4 12
450 1039 589
Le
f
t
2 0 2
Th
r
u
48
6
2
48
8
Ri
g
h
t
21
9
5
22
4
Pe
d
s
1 0 1
To
t
a
l
Ou
t
In
11
1
6
70
8
18
2
4
3
7
10
11
1
9
18
3
4
71
5
Peak Hour Begins at 04:45 PM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Ten Mile Rd WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 6
Study: KITT0089
Intersection: Chinden / Ten Mile Rd
City, State: Meridian, Idaho
Control: Signalized
Private Access
From North
Chinden Blvd
From East
Ten Mile Road
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
04:00 PM 04:45 PM 04:30 PM 04:45 PM+0 mins.0 1 0 0 1 1 205 53 0 259 58 0 103 0 161 40 121 1 0 162
+15 mins.0 0 0 0 0 0 161 50 0 211 53 0 93 0 146 63 98 0 1 162
+30 mins.0 0 0 0 0 1 180 70 0 251 51 2 106 1 160 62 118 1 0 181
+45 mins.1 0 0 0 1 0 193 53 0 246 43 0 90 0 133 59 151 0 0 210
Total Volume 1 1 0 0 2 2 739 226 0 967 205 2 392 1 600 224 488 2 1 715
% App. Total 50 50 0 0 0.2 76.4 23.4 0 34.2 0.3 65.3 0.2 31.3 68.3 0.3 0.1
PHF .250 .250 .000 .000 .500 .500 .901 .807 .000 .933 .884 .250 .925 .250 .932 .889 .808 .500 .250 .851
General Traffic 1 1 0 0 2 2 737 223 0 962 202 1 389 1 593 219 486 2 1 708
% General Traffic 100 100 0 0 100 100 99.7 98.7 0 99.5 98.5 50 99.2 100 98.8 97.8 99.6 100 100 99
3+ Axle Heavy Trucks
0 0 0 0 0 0 2 3 0 5 3 1 3 0 7 5 2 0 0 7
% 3+ Axle Heavy Trucks
0 0 0 0 0 0 0.3 1.3 0 0.5 1.5 50 0.8 0 1.2 2.2 0.4 0 0 1
Private Access
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Ten Mile Road
Right
1
0
1
Thru
1
0
1
Left
0
0
0
Peds
0
0
0
In - Peak Hour: 04:00 PM
2
0
2
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2
0
2
T
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7
3
7
2
7
3
9
L
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2
2
3
3
2
2
6
P
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s
0
0
0
I
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-
P
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H
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r
:
0
4
:
4
5
P
M
9
6
2
5
9
6
7
Left
389
3
392
Thru
1
1
2
Right
202
3
205
Peds
1
0
1
In - Peak Hour: 04:30 PM
593
7
600
Le
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2 0 2
Th
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u
48
6
2
48
8
Ri
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21
9
5
22
4
Pe
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1 0 1
In
-
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:
0
4
:
4
5
P
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70
8
7
71
5
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Ten Mile Rd WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 7
Study: KITT0089
Intersection: Chinden / Ten Mile Rd
City, State: Meridian, Idaho
Control: Signalized
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Tree Farm Way SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 1
Study: KITT0089
Intersection: Chinden / Tree Farm Way
City, State: Meridian, Idaho
Control: Signalized
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
Tree Farm Way
From North
Chinden Blvd
From East
Tree Farm Way
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total12:00 PM 5 2 19 0 26 13 145 3 0 161 2 1 1 0 4 2 192 5 0 199 390
12:15 PM 4 0 14 0 18 16 163 0 0 179 4 0 0 0 4 2 190 1 0 193 394
12:30 PM 4 0 14 0 18 23 181 3 0 207 2 2 2 0 6 1 189 5 0 195 426
12:45 PM 5 1 11 0 17 30 150 5 0 185 4 2 1 0 7 5 196 6 0 207 416
Total 18 3 58 0 79 82 639 11 0 732 12 5 4 0 21 10 767 17 0 794 1626
01:00 PM 4 0 13 0 17 23 183 4 0 210 4 0 0 0 4 1 178 1 0 180 411
01:15 PM 6 0 20 0 26 25 177 3 1 206 1 1 0 0 2 0 187 3 0 190 424
01:30 PM 9 2 13 0 24 17 168 3 0 188 3 1 0 0 4 2 188 3 0 193 409
01:45 PM 5 1 13 0 19 22 167 2 0 191 1 1 0 0 2 0 220 3 0 223 435
Total 24 3 59 0 86 87 695 12 1 795 9 3 0 0 12 3 773 10 0 786 1679
Grand Total 42 6 117 0 165 169 1334 23 1 1527 21 8 4 0 33 13 1540 27 0 1580 3305
Apprch %25.5 3.6 70.9 0 11.1 87.4 1.5 0.1 63.6 24.2 12.1 0 0.8 97.5 1.7 0
Total %1.3 0.2 3.5 0 5 5.1 40.4 0.7 0 46.2 0.6 0.2 0.1 0 1 0.4 46.6 0.8 0 47.8
General Traffic 42 6 117 0 165 167 1302 23 1 1493 21 8 4 0 33 13 1505 26 0 1544 3235
% General Traffic 100 100 100 0 100 98.8 97.6 100 100 97.8 100 100 100 0 100 100 97.7 96.3 0 97.7 97.9
3+ Axle Heavy Trucks
0 0 0 0 0 2 32 0 0 34 0 0 0 0 0 0 35 1 0 36 70
% 3+ Axle Heavy Trucks
0 0 0 0 0 1.2 2.4 0 0 2.2 0 0 0 0 0 0 2.3 3.7 0 2.3 2.1
Tree Farm Way
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Tree Farm Way
Right
42
0
42
Thru
6
0
6
Left
117
0
117
Peds
0
0
0
InOut Total
201 165 366
3 0 3
204 369 165
R
i
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h
t
1
6
7
2
1
6
9
T
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1
3
0
2
3
2
1
3
3
4
L
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2
3
0
2
3
P
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s
1
0
1
O
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T
o
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a
l
I
n
1
6
4
3
1
4
9
3
3
1
3
6
3
5
3
4
6
9
1
6
7
8
3
2
0
5
1
5
2
7
Left
4
0
4
Thru
8
0
8
Right
21
0
21
Peds
0
0
0
Out TotalIn
42 33 75
0 0 0
42 75 33
Le
f
t
26
1
27
Th
r
u
15
0
5
35
15
4
0
Ri
g
h
t
13
0
13
Pe
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s
0 0 0
To
t
a
l
Ou
t
In
13
4
8
15
4
4
28
9
2
32
36
68
13
8
0
29
6
0
15
8
0
6/3/2017 12:00 PM
6/3/2017 01:45 PM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Tree Farm Way SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 2
Study: KITT0089
Intersection: Chinden / Tree Farm Way
City, State: Meridian, Idaho
Control: Signalized
Tree Farm Way
From North
Chinden Blvd
From East
Tree Farm Way
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 01:00 PM
01:00 PM 4 0 13 0 17 23 183 4 0 210 4 0 0 0 4 1 178 1 0 180 411
01:15 PM 6 0 20 0 26 25 177 3 1 206 1 1 0 0 2 0 187 3 0 190 424
01:30 PM 9 2 13 0 24 17 168 3 0 188 3 1 0 0 4 2 188 3 0 193 409
01:45 PM 5 1 13 0 19 22 167 2 0 191 1 1 0 0 2 0 220 3 0 223 435
Total Volume 24 3 59 0 86 87 695 12 1 795 9 3 0 0 12 3 773 10 0 786 1679
% App. Total 27.9 3.5 68.6 0 10.9 87.4 1.5 0.1 75 25 0 0 0.4 98.3 1.3 0
PHF .667 .375 .738 .000 .827 .870 .949 .750 .250 .946 .563 .750 .000 .000 .750 .375 .878 .833 .000 .881 .965
General Traffic
% General Traffic 100 100 100 0 100 98.9 97.7 100 100 97.9 100 100 0 0 100 100 97.7 90.0 0 97.6 97.9
3+ Axle Heavy Trucks
0 0 0 0 0 1 16 0 0 17 0 0 0 0 0 0 18 1 0 19 36
% 3+ Axle Heavy Trucks
0 0 0 0 0 1.1 2.3 0 0 2.1 0 0 0 0 0 0 2.3 10.0 0 2.4 2.1
Tree Farm Way
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B
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Tree Farm Way
Right
24
0
24
Thru
3
0
3
Left
59
0
59
Peds
0
0
0
InOut Total
98 86 184
2 0 2
100 186 86
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8
6
1
8
7
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6
7
9
1
6
6
9
5
L
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1
2
0
1
2
P
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1
0
1
O
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a
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I
n
8
2
3
7
7
8
1
6
0
1
1
8
1
7
3
5
8
4
1
1
6
3
6
7
9
5
Left
0
0
0
Thru
3
0
3
Right
9
0
9
Peds
0
0
0
Out TotalIn
18 12 30
0 0 0
18 30 12
Le
f
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9 1
10
Th
r
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75
5
18
77
3
Ri
g
h
t
3 0 3
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
70
3
76
7
14
7
0
16
19
35
71
9
15
0
5
78
6
Peak Hour Begins at 01:00 PM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Tree Farm Way SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 3
Study: KITT0089
Intersection: Chinden / Tree Farm Way
City, State: Meridian, Idaho
Control: Signalized
Tree Farm Way
From North
Chinden Blvd
From East
Tree Farm Way
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
01:00 PM 12:30 PM 12:00 PM 12:00 PM+0 mins.4 0 13 0 17 23 181 3 0 207 2 1 1 0 4 2 192 5 0 199
+15 mins.6 0 20 0 26 30 150 5 0 185 4 0 0 0 4 2 190 1 0 193
+30 mins.9 2 13 0 24 23 183 4 0 210 2 2 2 0 6 1 189 5 0 195
+45 mins.5 1 13 0 19 25 177 3 1 206 4 2 1 0 7 5 196 6 0 207
Total Volume 24 3 59 0 86 101 691 15 1 808 12 5 4 0 21 10 767 17 0 794
% App. Total 27.9 3.5 68.6 0 12.5 85.5 1.9 0.1 57.1 23.8 19 0 1.3 96.6 2.1 0
PHF .667 .375 .738 .000 .827 .842 .944 .750 .250 .962 .750 .625 .500 .000 .750 .500 .978 .708 .000 .959
General Traffic
% General Traffic 100 100 100 0 100 98 97.7 100 100 97.8 100 100 100 0 100 100 97.8 100 0 97.9
3+ Axle Heavy Trucks
0 0 0 0 0 2 16 0 0 18 0 0 0 0 0 0 17 0 0 17
% 3+ Axle Heavy Trucks
0 0 0 0 0 2 2.3 0 0 2.2 0 0 0 0 0 0 2.2 0 0 2.1
Tree Farm Way
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B
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Tree Farm Way
Right
24
0
24
Thru
3
0
3
Left
59
0
59
Peds
0
0
0
In - Peak Hour: 01:00 PM
86
0
86
R
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9
9
2
1
0
1
T
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6
7
5
1
6
6
9
1
L
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1
5
0
1
5
P
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1
0
1
I
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-
P
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H
o
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r
:
1
2
:
3
0
P
M
7
9
0
1
8
8
0
8
Left
4
0
4
Thru
5
0
5
Right
12
0
12
Peds
0
0
0
In - Peak Hour: 12:00 PM
21
0
21
Le
f
t
17
0
17
Th
r
u
75
0
17
76
7
Ri
g
h
t
10
0
10
Pe
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s
0 0 0
In
-
P
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a
k
H
o
u
r
:
1
2
:
0
0
P
M
77
7
17
79
4
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Tree Farm Way SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 4
Study: KITT0089
Intersection: Chinden / Tree Farm Way
City, State: Meridian, Idaho
Control: Signalized
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Tree Farm Way WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 1
Study: KITT0089
Intersection: Chinden / Tree Farm Way
City, State: Meridian, Idaho
Control: Signalized
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
Tree Farm Way
From North
Chinden Blvd
From East
Tree Farm Way
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total07:00 AM 8 2 17 0 27 9 100 3 0 112 2 0 1 0 3 6 192 4 0 202 344
07:15 AM 6 0 24 0 30 9 110 3 0 122 2 0 1 0 3 5 231 3 0 239 394
07:30 AM 6 1 21 0 28 5 127 0 0 132 5 2 2 0 9 5 241 5 0 251 420
07:45 AM 6 0 16 0 22 11 144 4 0 159 2 0 0 0 2 3 174 3 0 180 363
Total 26 3 78 0 107 34 481 10 0 525 11 2 4 0 17 19 838 15 0 872 1521
08:00 AM 6 1 29 0 36 13 127 1 0 141 1 2 1 0 4 3 176 5 0 184 365
08:15 AM 5 2 35 0 42 12 110 0 0 122 5 0 1 0 6 2 165 4 0 171 341
08:30 AM 4 2 34 0 40 11 109 2 0 122 6 1 0 0 7 0 194 2 0 196 365
08:45 AM 2 7 22 0 31 18 111 4 0 133 5 1 1 0 7 1 190 8 0 199 370
Total 17 12 120 0 149 54 457 7 0 518 17 4 3 0 24 6 725 19 0 750 1441
-------
04:00 PM 5 2 16 0 23 27 220 4 0 251 1 1 6 0 8 0 132 2 0 134 416
04:15 PM 5 1 16 0 22 22 216 2 0 240 6 0 2 0 8 1 161 4 0 166 436
04:30 PM 4 0 15 0 19 18 261 2 0 281 4 1 6 0 11 2 134 2 0 138 449
04:45 PM 5 2 17 0 24 32 257 3 0 292 5 2 5 0 12 1 138 8 0 147 475
Total 19 5 64 0 88 99 954 11 0 1064 16 4 19 0 39 4 565 16 0 585 1776
05:00 PM 8 1 21 0 30 21 245 3 0 269 1 3 7 0 11 3 156 4 0 163 473
05:15 PM 4 0 18 0 22 28 231 4 0 263 4 1 4 0 9 1 150 3 0 154 448
05:30 PM 4 3 10 0 17 19 264 2 0 285 2 3 3 0 8 2 190 5 0 197 507
05:45 PM 5 1 11 0 17 25 208 1 0 234 5 2 6 0 13 4 132 5 0 141 405
Total 21 5 60 0 86 93 948 10 0 1051 12 9 20 0 41 10 628 17 0 655 1833
Grand Total 83 25 322 0 430 280 2840 38 0 3158 56 19 46 0 121 39 2756 67 0 2862 6571
Apprch %19.3 5.8 74.9 0 8.9 89.9 1.2 0 46.3 15.7 38 0 1.4 96.3 2.3 0
Total %1.3 0.4 4.9 0 6.5 4.3 43.2 0.6 0 48.1 0.9 0.3 0.7 0 1.8 0.6 41.9 1 0 43.6
General Traffic 81 25 322 0 428 277 2795 37 0 3109 54 18 38 0 110 32 2708 67 0 2807 6454
% General Traffic 97.6 100 100 0 99.5 98.9 98.4 97.4 0 98.4 96.4 94.7 82.6 0 90.9 82.1 98.3 100 0 98.1 98.2
3+ Axle Heavy Trucks
2 0 0 0 2 3 45 1 0 49 2 1 8 0 11 7 48 0 0 55 117
% 3+ Axle Heavy Trucks
2.4 0 0 0 0.5 1.1 1.6 2.6 0 1.6 3.6 5.3 17.4 0 9.1 17.9 1.7 0 0 1.9 1.8
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Tree Farm Way WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 2
Study: KITT0089
Intersection: Chinden / Tree Farm Way
City, State: Meridian, Idaho
Control: Signalized
Tree Farm Way
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Tree Farm Way
Right
81
2
83
Thru
25
0
25
Left
322
0
322
Peds
0
0
0
InOut Total
362 428 790
4 2 6
366 796 430
R
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2
7
7
3
2
8
0
T
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2
7
9
5
4
5
2
8
4
0
L
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3
7
1
3
8
P
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s
0
0
0
O
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T
o
t
a
l
I
n
3
0
8
4
3
1
0
9
6
1
9
3
5
0
4
9
9
9
3
1
3
4
6
2
9
2
3
1
5
8
Left
38
8
46
Thru
18
1
19
Right
54
2
56
Peds
0
0
0
Out TotalIn
94 110 204
8 11 19
102 223 121
Le
f
t
67
0
67
Th
r
u
27
0
8
48
27
5
6
Ri
g
h
t
32
7
39
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
29
1
4
28
0
7
57
2
1
55
55
11
0
29
6
9
58
3
1
28
6
2
6/20/2017 07:00 AM
6/20/2017 05:45 PM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Tree Farm Way WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 3
Study: KITT0089
Intersection: Chinden / Tree Farm Way
City, State: Meridian, Idaho
Control: Signalized
Tree Farm Way
From North
Chinden Blvd
From East
Tree Farm Way
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:15 AM
07:15 AM 6 0 24 0 30 9 110 3 0 122 2 0 1 0 3 5 231 3 0 239 394
07:30 AM 6 1 21 0 28 5 127 0 0 132 5 2 2 0 9 5 241 5 0 251 420
07:45 AM 6 0 16 0 22 11 144 4 0 159 2 0 0 0 2 3 174 3 0 180 363
08:00 AM 6 1 29 0 36 13 127 1 0 141 1 2 1 0 4 3 176 5 0 184 365
Total Volume 24 2 90 0 116 38 508 8 0 554 10 4 4 0 18 16 822 16 0 854 1542
% App. Total 20.7 1.7 77.6 0 6.9 91.7 1.4 0 55.6 22.2 22.2 0 1.9 96.3 1.9 0
PHF 1.00 .500 .776 .000 .806 .731 .882 .500 .000 .871 .500 .500 .500 .000 .500 .800 .853 .800 .000 .851 .918
General Traffic
% General Traffic 100 100 100 0 100 100 96.9 87.5 0 96.9 90.0 100 50.0 0 83.3 81.3 97.6 100 0 97.3 97.2
3+ Axle Heavy Trucks
0 0 0 0 0 0 16 1 0 17 1 0 2 0 3 3 20 0 0 23 43
% 3+ Axle Heavy Trucks
0 0 0 0 0 0 3.1 12.5 0 3.1 10.0 0 50.0 0 16.7 18.8 2.4 0 0 2.7 2.8
Tree Farm Way
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Tree Farm Way
Right
24
0
24
Thru
2
0
2
Left
90
0
90
Peds
0
0
0
InOut Total
58 116 174
0 0 0
58 174 116
R
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t
3
8
0
3
8
T
h
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u
4
9
2
1
6
5
0
8
L
e
f
t
7
1
8
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
9
0
1
5
3
7
1
4
3
8
2
1
1
7
3
8
9
2
2
1
4
7
6
5
5
4
Left
2
2
4
Thru
4
0
4
Right
9
1
10
Peds
0
0
0
Out TotalIn
22 15 37
4 3 7
26 44 18
Le
f
t
16
0
16
Th
r
u
80
2
20
82
2
Ri
g
h
t
13
3
16
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
51
8
83
1
13
4
9
18
23
41
53
6
13
9
0
85
4
Peak Hour Begins at 07:15 AM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Tree Farm Way WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 4
Study: KITT0089
Intersection: Chinden / Tree Farm Way
City, State: Meridian, Idaho
Control: Signalized
Tree Farm Way
From North
Chinden Blvd
From East
Tree Farm Way
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
08:00 AM 07:15 AM 08:00 AM 07:00 AM+0 mins.6 1 29 0 36 9 110 3 0 122 1 2 1 0 4 6 192 4 0 202
+15 mins.5 2 35 0 42 5 127 0 0 132 5 0 1 0 6 5 231 3 0 239
+30 mins.4 2 34 0 40 11 144 4 0 159 6 1 0 0 7 5 241 5 0 251
+45 mins.2 7 22 0 31 13 127 1 0 141 5 1 1 0 7 3 174 3 0 180
Total Volume 17 12 120 0 149 38 508 8 0 554 17 4 3 0 24 19 838 15 0 872
% App. Total 11.4 8.1 80.5 0 6.9 91.7 1.4 0 70.8 16.7 12.5 0 2.2 96.1 1.7 0
PHF .708 .429 .857 .000 .887 .731 .882 .500 .000 .871 .708 .500 .750 .000 .857 .792 .869 .750 .000 .869
General Traffic
% General Traffic 100 100 100 0 100 100 96.9 87.5 0 96.9 94.1 100 33.3 0 87.5 84.2 98.1 100 0 97.8
3+ Axle Heavy Trucks
0 0 0 0 0 0 16 1 0 17 1 0 2 0 3 3 16 0 0 19
% 3+ Axle Heavy Trucks
0 0 0 0 0 0 3.1 12.5 0 3.1 5.9 0 66.7 0 12.5 15.8 1.9 0 0 2.2
Tree Farm Way
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B
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Tree Farm Way
Right
17
0
17
Thru
12
0
12
Left
120
0
120
Peds
0
0
0
In - Peak Hour: 08:00 AM
149
0
149
R
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t
3
8
0
3
8
T
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4
9
2
1
6
5
0
8
L
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f
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7
1
8
P
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0
0
0
I
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-
P
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a
k
H
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u
r
:
0
7
:
1
5
A
M
5
3
7
1
7
5
5
4
Left
1
2
3
Thru
4
0
4
Right
16
1
17
Peds
0
0
0
In - Peak Hour: 08:00 AM
21
3
24
Le
f
t
15
0
15
Th
r
u
82
2
16
83
8
Ri
g
h
t
16
3
19
Pe
d
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0 0 0
In
-
P
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a
k
H
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u
r
:
0
7
:
0
0
A
M
85
3
19
87
2
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Tree Farm Way WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 5
Study: KITT0089
Intersection: Chinden / Tree Farm Way
City, State: Meridian, Idaho
Control: Signalized
Tree Farm Way
From North
Chinden Blvd
From East
Tree Farm Way
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM 5 2 17 0 24 32 257 3 0 292 5 2 5 0 12 1 138 8 0 147 475
05:00 PM 8 1 21 0 30 21 245 3 0 269 1 3 7 0 11 3 156 4 0 163 473
05:15 PM 4 0 18 0 22 28 231 4 0 263 4 1 4 0 9 1 150 3 0 154 448
05:30 PM 4 3 10 0 17 19 264 2 0 285 2 3 3 0 8 2 190 5 0 197 507
Total Volume 21 6 66 0 93 100 997 12 0 1109 12 9 19 0 40 7 634 20 0 661 1903
% App. Total 22.6 6.5 71 0 9 89.9 1.1 0 30 22.5 47.5 0 1.1 95.9 3 0
PHF .656 .500 .786 .000 .775 .781 .944 .750 .000 .949 .600 .750 .679 .000 .833 .583 .834 .625 .000 .839 .938
General Traffic
% General Traffic 90.5 100 100 0 97.8 98.0 99.6 100 0 99.5 100 88.9 89.5 0 92.5 85.7 99.4 100 0 99.2 99.2
3+ Axle Heavy Trucks
2 0 0 0 2 2 4 0 0 6 0 1 2 0 3 1 4 0 0 5 16
% 3+ Axle Heavy Trucks
9.5 0 0 0 2.2 2.0 0.4 0 0 0.5 0 11.1 10.5 0 7.5 14.3 0.6 0 0 0.8 0.8
Tree Farm Way
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C
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B
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Tree Farm Way
Right
19
2
21
Thru
6
0
6
Left
66
0
66
Peds
0
0
0
InOut Total
126 91 217
3 2 5
129 222 93
R
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t
9
8
2
1
0
0
T
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9
9
3
4
9
9
7
L
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f
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1
2
0
1
2
P
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d
s
0
0
0
O
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T
o
t
a
l
I
n
7
0
8
1
1
0
3
1
8
1
1
4
6
1
0
7
1
2
1
8
2
1
1
1
0
9
Left
17
2
19
Thru
8
1
9
Right
12
0
12
Peds
0
0
0
Out TotalIn
24 37 61
1 3 4
25 65 40
Le
f
t
20
0
20
Th
r
u
63
0
4
63
4
Ri
g
h
t
6 1 7
Pe
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0 0 0
To
t
a
l
Ou
t
In
10
2
9
65
6
16
8
5
8
5
13
10
3
7
16
9
8
66
1
Peak Hour Begins at 04:45 PM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Tree Farm Way WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 6
Study: KITT0089
Intersection: Chinden / Tree Farm Way
City, State: Meridian, Idaho
Control: Signalized
Tree Farm Way
From North
Chinden Blvd
From East
Tree Farm Way
From South
Chinden Blvd
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
04:15 PM 04:45 PM 04:30 PM 04:45 PM+0 mins.5 1 16 0 22 32 257 3 0 292 4 1 6 0 11 1 138 8 0 147
+15 mins.4 0 15 0 19 21 245 3 0 269 5 2 5 0 12 3 156 4 0 163
+30 mins.5 2 17 0 24 28 231 4 0 263 1 3 7 0 11 1 150 3 0 154
+45 mins.8 1 21 0 30 19 264 2 0 285 4 1 4 0 9 2 190 5 0 197
Total Volume 22 4 69 0 95 100 997 12 0 1109 14 7 22 0 43 7 634 20 0 661
% App. Total 23.2 4.2 72.6 0 9 89.9 1.1 0 32.6 16.3 51.2 0 1.1 95.9 3 0
PHF .688 .500 .821 .000 .792 .781 .944 .750 .000 .949 .700 .583 .786 .000 .896 .583 .834 .625 .000 .839
General Traffic
% General Traffic 95.5 100 100 0 98.9 98 99.6 100 0 99.5 100 100 90.9 0 95.3 85.7 99.4 100 0 99.2
3+ Axle Heavy Trucks
1 0 0 0 1 2 4 0 0 6 0 0 2 0 2 1 4 0 0 5
% 3+ Axle Heavy Trucks
4.5 0 0 0 1.1 2 0.4 0 0 0.5 0 0 9.1 0 4.7 14.3 0.6 0 0 0.8
Tree Farm Way
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C
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B
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Tree Farm Way
Right
21
1
22
Thru
4
0
4
Left
69
0
69
Peds
0
0
0
In - Peak Hour: 04:15 PM
94
1
95
R
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g
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9
8
2
1
0
0
T
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u
9
9
3
4
9
9
7
L
e
f
t
1
2
0
1
2
P
e
d
s
0
0
0
I
n
-
P
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a
k
H
o
u
r
:
0
4
:
4
5
P
M
1
1
0
3
6
1
1
0
9
Left
20
2
22
Thru
7
0
7
Right
14
0
14
Peds
0
0
0
In - Peak Hour: 04:30 PM
41
2
43
Le
f
t
20
0
20
Th
r
u
63
0
4
63
4
Ri
g
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t
6 1 7
Pe
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0 0 0
In
-
P
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a
k
H
o
u
r
:
0
4
:
4
5
P
M
65
6
5
66
1
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Chinden Blvd & Tree Farm Way WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 7
Study: KITT0089
Intersection: Chinden / Tree Farm Way
City, State: Meridian, Idaho
Control: Signalized
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Ten Mile Rd & Lost Rapids Dr SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 1
Study: KITT0089
Intersection: Lost Rapids / Ten Mile Rd
City, State: Meridian, Idaho
Control: Stop Sign
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
Ten Mile Road
From North
Lost Rapids Drive
From East
Ten Mile Road
From South
Lost Rapids Drive
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total12:00 PM 1 104 0 0 105 0 0 5 0 5 9 104 6 0 119 5 1 1 0 7 236
12:15 PM 1 100 3 0 104 3 0 13 0 16 4 96 3 0 103 5 0 0 0 5 228
12:30 PM 1 101 0 0 102 0 1 10 0 11 8 102 6 0 116 4 0 0 0 4 233
12:45 PM 1 124 0 0 125 1 0 6 0 7 8 94 4 0 106 5 1 0 0 6 244
Total 4 429 3 0 436 4 1 34 0 39 29 396 19 0 444 19 2 1 0 22 941
01:00 PM 0 111 0 0 111 0 0 4 0 4 3 93 7 1 104 14 0 1 0 15 234
01:15 PM 1 118 0 0 119 2 1 5 0 8 7 93 4 0 104 8 0 0 0 8 239
01:30 PM 0 92 0 0 92 3 0 5 0 8 6 116 1 0 123 7 0 2 0 9 232
01:45 PM 1 126 0 0 127 1 1 6 0 8 4 115 3 0 122 3 0 0 0 3 260
Total 2 447 0 0 449 6 2 20 0 28 20 417 15 1 453 32 0 3 0 35 965
Grand Total 6 876 3 0 885 10 3 54 0 67 49 813 34 1 897 51 2 4 0 57 1906
Apprch %0.7 99 0.3 0 14.9 4.5 80.6 0 5.5 90.6 3.8 0.1 89.5 3.5 7 0
Total %0.3 46 0.2 0 46.4 0.5 0.2 2.8 0 3.5 2.6 42.7 1.8 0.1 47.1 2.7 0.1 0.2 0 3
General Traffic 6 861 3 0 870 10 3 54 0 67 49 793 34 1 877 51 2 4 0 57 1871
% General Traffic 100 98.3 100 0 98.3 100 100 100 0 100 100 97.5 100 100 97.8 100 100 100 0 100 98.2
3+ Axle Heavy Trucks
0 15 0 0 15 0 0 0 0 0 0 20 0 0 20 0 0 0 0 0 35
% 3+ Axle Heavy Trucks
0 1.7 0 0 1.7 0 0 0 0 0 0 2.5 0 0 2.2 0 0 0 0 0 1.8
Ten Mile Road
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D
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Ten Mile Road
Right
6
0
6
Thru
861
15
876
Left
3
0
3
Peds
0
0
0
InOut Total
807 870 1677
20 15 35
827 1712 885
R
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g
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1
0
0
1
0
T
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3
0
3
L
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f
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5
4
0
5
4
P
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s
0
0
0
O
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o
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a
l
I
n
5
4
6
7
1
2
1
0
0
0
5
4
1
2
1
6
7
Left
34
0
34
Thru
793
20
813
Right
49
0
49
Peds
1
0
1
Out TotalIn
966 877 1843
15 20 35
981 1878 897
Le
f
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4 0 4
Th
r
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2 0 2
Ri
g
h
t
51
0
51
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
43
57
10
0
0
0
0
43
10
0
57
6/3/2017 12:00 PM
6/3/2017 01:45 PM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Ten Mile Rd & Lost Rapids Dr SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 2
Study: KITT0089
Intersection: Lost Rapids / Ten Mile Rd
City, State: Meridian, Idaho
Control: Stop Sign
Ten Mile Road
From North
Lost Rapids Drive
From East
Ten Mile Road
From South
Lost Rapids Drive
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 01:00 PM
01:00 PM 0 111 0 0 111 0 0 4 0 4 3 93 7 1 104 14 0 1 0 15 234
01:15 PM 1 118 0 0 119 2 1 5 0 8 7 93 4 0 104 8 0 0 0 8 239
01:30 PM 0 92 0 0 92 3 0 5 0 8 6 116 1 0 123 7 0 2 0 9 232
01:45 PM 1 126 0 0 127 1 1 6 0 8 4 115 3 0 122 3 0 0 0 3 260
Total Volume 2 447 0 0 449 6 2 20 0 28 20 417 15 1 453 32 0 3 0 35 965
% App. Total 0.4 99.6 0 0 21.4 7.1 71.4 0 4.4 92.1 3.3 0.2 91.4 0 8.6 0
PHF .500 .887 .000 .000 .884 .500 .500 .833 .000 .875 .714 .899 .536 .250 .921 .571 .000 .375 .000 .583 .928
General Traffic
% General Traffic 100 98.4 0 0 98.4 100 100 100 0 100 100 97.8 100 100 98.0 100 0 100 0 100 98.3
3+ Axle Heavy Trucks
0 7 0 0 7 0 0 0 0 0 0 9 0 0 9 0 0 0 0 0 16
% 3+ Axle Heavy Trucks
0 1.6 0 0 1.6 0 0 0 0 0 0 2.2 0 0 2.0 0 0 0 0 0 1.7
Ten Mile Road
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Ten Mile Road
Right
2
0
2
Thru
440
7
447
Left
0
0
0
Peds
0
0
0
InOut Total
417 442 859
9 7 16
426 875 449
R
i
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6
0
6
T
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u
2
0
2
L
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f
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2
0
0
2
0
P
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s
0
0
0
O
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T
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a
l
I
n
2
0
2
8
4
8
0
0
0
2
0
4
8
2
8
Left
15
0
15
Thru
408
9
417
Right
20
0
20
Peds
1
0
1
Out TotalIn
492 444 936
7 9 16
499 952 453
Le
f
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3 0 3
Th
r
u
0 0 0
Ri
g
h
t
32
0
32
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
19
35
54
0
0
0
19
54
35
Peak Hour Begins at 01:00 PM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Ten Mile Rd & Lost Rapids Dr SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 3
Study: KITT0089
Intersection: Lost Rapids / Ten Mile Rd
City, State: Meridian, Idaho
Control: Stop Sign
Ten Mile Road
From North
Lost Rapids Drive
From East
Ten Mile Road
From South
Lost Rapids Drive
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
12:30 PM 12:00 PM 01:00 PM 12:45 PM+0 mins.1 101 0 0 102 0 0 5 0 5 3 93 7 1 104 5 1 0 0 6
+15 mins.1 124 0 0 125 3 0 13 0 16 7 93 4 0 104 14 0 1 0 15
+30 mins.0 111 0 0 111 0 1 10 0 11 6 116 1 0 123 8 0 0 0 8
+45 mins.1 118 0 0 119 1 0 6 0 7 4 115 3 0 122 7 0 2 0 9
Total Volume 3 454 0 0 457 4 1 34 0 39 20 417 15 1 453 34 1 3 0 38
% App. Total 0.7 99.3 0 0 10.3 2.6 87.2 0 4.4 92.1 3.3 0.2 89.5 2.6 7.9 0
PHF .750 .915 .000 .000 .914 .333 .250 .654 .000 .609 .714 .899 .536 .250 .921 .607 .250 .375 .000 .633
General Traffic
% General Traffic 100 98.2 0 0 98.2 100 100 100 0 100 100 97.8 100 100 98 100 100 100 0 100
3+ Axle Heavy Trucks
0 8 0 0 8 0 0 0 0 0 0 9 0 0 9 0 0 0 0 0
% 3+ Axle Heavy Trucks
0 1.8 0 0 1.8 0 0 0 0 0 0 2.2 0 0 2 0 0 0 0 0
Ten Mile Road
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D
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Ten Mile Road
Right
3
0
3
Thru
446
8
454
Left
0
0
0
Peds
0
0
0
In - Peak Hour: 12:30 PM
449
8
457
R
i
g
h
t
4
0
4
T
h
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u
1
0
1
L
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f
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3
4
0
3
4
P
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s
0
0
0
I
n
-
P
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a
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H
o
u
r
:
1
2
:
0
0
P
M
3
9
0
3
9
Left
15
0
15
Thru
408
9
417
Right
20
0
20
Peds
1
0
1
In - Peak Hour: 01:00 PM
444
9
453
Le
f
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3 0 3
Th
r
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1 0 1
Ri
g
h
t
34
0
34
Pe
d
s
0 0 0
In
-
P
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a
k
H
o
u
r
:
1
2
:
4
5
P
M
38
0
38
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Ten Mile Rd & Lost Rapids Dr SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 4
Study: KITT0089
Intersection: Lost Rapids / Ten Mile Rd
City, State: Meridian, Idaho
Control: Stop Sign
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Ten Mile Rd & Lost Rapids Dr WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 1
Study: KITT0089
Intersection: Lost Rapids / Ten Mile Rd
City, State: Meridian, Idaho
Control: Stop Sign
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
Ten Mile Road
From North
Lost Rapids Drive
From East
Ten Mile Road
From South
Lost Rapids Drive
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total07:00 AM 3 84 0 0 87 1 0 12 0 13 0 59 5 0 64 4 0 1 0 5 169
07:15 AM 0 74 0 2 76 0 0 9 0 9 0 84 3 1 88 4 0 0 0 4 177
07:30 AM 0 86 0 1 87 2 0 12 0 14 0 89 2 0 91 8 0 0 0 8 200
07:45 AM 4 87 1 0 92 1 0 13 0 14 3 83 1 0 87 1 0 0 0 1 194
Total 7 331 1 3 342 4 0 46 0 50 3 315 11 1 330 17 0 1 0 18 740
08:00 AM 1 97 0 0 98 2 0 7 0 9 3 83 3 0 89 3 1 1 0 5 201
08:15 AM 0 81 1 0 82 0 1 5 0 6 2 85 3 0 90 10 1 0 0 11 189
08:30 AM 0 104 0 0 104 0 0 9 0 9 0 79 2 0 81 6 0 3 0 9 203
08:45 AM 0 98 2 0 100 1 0 10 0 11 4 68 5 0 77 12 1 1 0 14 202
Total 1 380 3 0 384 3 1 31 0 35 9 315 13 0 337 31 3 5 0 39 795
-------
04:00 PM 4 95 1 0 100 0 0 1 0 1 6 119 4 0 129 6 0 2 0 8 238
04:15 PM 2 115 2 0 119 0 0 3 0 3 9 127 4 0 140 1 1 1 0 3 265
04:30 PM 1 114 3 0 118 3 0 6 0 9 9 141 7 0 157 7 1 1 0 9 293
04:45 PM 1 95 1 0 97 0 1 1 0 2 6 165 7 0 178 7 0 0 0 7 284
Total 8 419 7 0 434 3 1 11 0 15 30 552 22 0 604 21 2 4 0 27 1080
05:00 PM 3 99 2 0 104 1 1 13 0 15 11 140 7 0 158 2 2 2 0 6 283
05:15 PM 0 121 5 0 126 1 0 5 0 6 13 143 1 0 157 4 0 0 0 4 293
05:30 PM 0 112 1 0 113 1 0 5 0 6 8 153 3 0 164 11 1 0 0 12 295
05:45 PM 2 95 0 0 97 1 6 6 0 13 10 126 21 0 157 6 0 2 0 8 275
Total 5 427 8 0 440 4 7 29 0 40 42 562 32 0 636 23 3 4 0 30 1146
Grand Total 21 1557 19 3 1600 14 9 117 0 140 84 1744 78 1 1907 92 8 14 0 114 3761
Apprch %1.3 97.3 1.2 0.2 10 6.4 83.6 0 4.4 91.5 4.1 0.1 80.7 7 12.3 0
Total %0.6 41.4 0.5 0.1 42.5 0.4 0.2 3.1 0 3.7 2.2 46.4 2.1 0 50.7 2.4 0.2 0.4 0 3
General Traffic 21 1514 19 3 1557 14 9 117 0 140 84 1695 74 1 1854 92 8 14 0 114 3665
% General Traffic 100 97.2 100 100 97.3 100 100 100 0 100 100 97.2 94.9 100 97.2 100 100 100 0 100 97.4
3+ Axle Heavy Trucks
0 43 0 0 43 0 0 0 0 0 0 49 4 0 53 0 0 0 0 0 96
% 3+ Axle Heavy Trucks
0 2.8 0 0 2.7 0 0 0 0 0 0 2.8 5.1 0 2.8 0 0 0 0 0 2.6
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Ten Mile Rd & Lost Rapids Dr WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 2
Study: KITT0089
Intersection: Lost Rapids / Ten Mile Rd
City, State: Meridian, Idaho
Control: Stop Sign
Ten Mile Road
L
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s
t
R
a
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i
d
s
D
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i
v
e
L
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R
a
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i
d
s
D
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i
v
e
Ten Mile Road
Right
21
0
21
Thru
1514
43
1557
Left
19
0
19
Peds
3
0
3
InOut Total
1723 1557 3280
49 43 92
1772 3372 1600
R
i
g
h
t
1
4
0
1
4
T
h
r
u
9
0
9
L
e
f
t
1
1
7
0
1
1
7
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
1
1
1
1
4
0
2
5
1
0
0
0
1
1
1
2
5
1
1
4
0
Left
74
4
78
Thru
1695
49
1744
Right
84
0
84
Peds
1
0
1
Out TotalIn
1723 1854 3577
43 53 96
1766 3673 1907
Le
f
t
14
0
14
Th
r
u
8 0 8
Ri
g
h
t
92
0
92
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
10
4
11
4
21
8
4
0
4
10
8
22
2
11
4
6/20/2017 07:00 AM
6/20/2017 05:45 PM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Ten Mile Rd & Lost Rapids Dr WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 3
Study: KITT0089
Intersection: Lost Rapids / Ten Mile Rd
City, State: Meridian, Idaho
Control: Stop Sign
Ten Mile Road
From North
Lost Rapids Drive
From East
Ten Mile Road
From South
Lost Rapids Drive
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 1 97 0 0 98 2 0 7 0 9 3 83 3 0 89 3 1 1 0 5 201
08:15 AM 0 81 1 0 82 0 1 5 0 6 2 85 3 0 90 10 1 0 0 11 189
08:30 AM 0 104 0 0 104 0 0 9 0 9 0 79 2 0 81 6 0 3 0 9 203
08:45 AM 0 98 2 0 100 1 0 10 0 11 4 68 5 0 77 12 1 1 0 14 202
Total Volume 1 380 3 0 384 3 1 31 0 35 9 315 13 0 337 31 3 5 0 39 795
% App. Total 0.3 99 0.8 0 8.6 2.9 88.6 0 2.7 93.5 3.9 0 79.5 7.7 12.8 0
PHF .250 .913 .375 .000 .923 .375 .250 .775 .000 .795 .563 .926 .650 .000 .936 .646 .750 .417 .000 .696 .979
General Traffic
% General Traffic 100 95.0 100 0 95.1 100 100 100 0 100 100 94.3 76.9 0 93.8 100 100 100 0 100 95.0
3+ Axle Heavy Trucks
0 19 0 0 19 0 0 0 0 0 0 18 3 0 21 0 0 0 0 0 40
% 3+ Axle Heavy Trucks
0 5.0 0 0 4.9 0 0 0 0 0 0 5.7 23.1 0 6.2 0 0 0 0 0 5.0
Ten Mile Road
L
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L
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D
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e
Ten Mile Road
Right
1
0
1
Thru
361
19
380
Left
3
0
3
Peds
0
0
0
InOut Total
305 365 670
18 19 37
323 707 384
R
i
g
h
t
3
0
3
T
h
r
u
1
0
1
L
e
f
t
3
1
0
3
1
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
1
5
3
5
5
0
0
0
0
1
5
5
0
3
5
Left
10
3
13
Thru
297
18
315
Right
9
0
9
Peds
0
0
0
Out TotalIn
423 316 739
19 21 40
442 779 337
Le
f
t
5 0 5
Th
r
u
3 0 3
Ri
g
h
t
31
0
31
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
12
39
51
3
0
3
15
54
39
Peak Hour Begins at 08:00 AM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Ten Mile Rd & Lost Rapids Dr WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 4
Study: KITT0089
Intersection: Lost Rapids / Ten Mile Rd
City, State: Meridian, Idaho
Control: Stop Sign
Ten Mile Road
From North
Lost Rapids Drive
From East
Ten Mile Road
From South
Lost Rapids Drive
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
08:00 AM 07:00 AM 07:30 AM 08:00 AM+0 mins.1 97 0 0 98 1 0 12 0 13 0 89 2 0 91 3 1 1 0 5
+15 mins.0 81 1 0 82 0 0 9 0 9 3 83 1 0 87 10 1 0 0 11
+30 mins.0 104 0 0 104 2 0 12 0 14 3 83 3 0 89 6 0 3 0 9
+45 mins.0 98 2 0 100 1 0 13 0 14 2 85 3 0 90 12 1 1 0 14
Total Volume 1 380 3 0 384 4 0 46 0 50 8 340 9 0 357 31 3 5 0 39
% App. Total 0.3 99 0.8 0 8 0 92 0 2.2 95.2 2.5 0 79.5 7.7 12.8 0
PHF .250 .913 .375 .000 .923 .500 .000 .885 .000 .893 .667 .955 .750 .000 .981 .646 .750 .417 .000 .696
General Traffic
% General Traffic 100 95 100 0 95.1 100 0 100 0 100 100 94.1 77.8 0 93.8 100 100 100 0 100
3+ Axle Heavy Trucks
0 19 0 0 19 0 0 0 0 0 0 20 2 0 22 0 0 0 0 0
% 3+ Axle Heavy Trucks
0 5 0 0 4.9 0 0 0 0 0 0 5.9 22.2 0 6.2 0 0 0 0 0
Ten Mile Road
L
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L
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e
Ten Mile Road
Right
1
0
1
Thru
361
19
380
Left
3
0
3
Peds
0
0
0
In - Peak Hour: 08:00 AM
365
19
384
R
i
g
h
t
4
0
4
T
h
r
u
0
0
0
L
e
f
t
4
6
0
4
6
P
e
d
s
0
0
0
I
n
-
P
e
a
k
H
o
u
r
:
0
7
:
0
0
A
M
5
0
0
5
0
Left
7
2
9
Thru
320
20
340
Right
8
0
8
Peds
0
0
0
In - Peak Hour: 07:30 AM
335
22
357
Le
f
t
5 0 5
Th
r
u
3 0 3
Ri
g
h
t
31
0
31
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
0
8
:
0
0
A
M
39
0
39
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Ten Mile Rd & Lost Rapids Dr WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 5
Study: KITT0089
Intersection: Lost Rapids / Ten Mile Rd
City, State: Meridian, Idaho
Control: Stop Sign
Ten Mile Road
From North
Lost Rapids Drive
From East
Ten Mile Road
From South
Lost Rapids Drive
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM 1 95 1 0 97 0 1 1 0 2 6 165 7 0 178 7 0 0 0 7 284
05:00 PM 3 99 2 0 104 1 1 13 0 15 11 140 7 0 158 2 2 2 0 6 283
05:15 PM 0 121 5 0 126 1 0 5 0 6 13 143 1 0 157 4 0 0 0 4 293
05:30 PM 0 112 1 0 113 1 0 5 0 6 8 153 3 0 164 11 1 0 0 12 295
Total Volume 4 427 9 0 440 3 2 24 0 29 38 601 18 0 657 24 3 2 0 29 1155
% App. Total 0.9 97 2 0 10.3 6.9 82.8 0 5.8 91.5 2.7 0 82.8 10.3 6.9 0
PHF .333 .882 .450 .000 .873 .750 .500 .462 .000 .483 .731 .911 .643 .000 .923 .545 .375 .250 .000 .604 .979
General Traffic
% General Traffic 100 98.4 100 0 98.4 100 100 100 0 100 100 99.7 100 0 99.7 100 100 100 0 100 99.2
3+ Axle Heavy Trucks
0 7 0 0 7 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 9
% 3+ Axle Heavy Trucks
0 1.6 0 0 1.6 0 0 0 0 0 0 0.3 0 0 0.3 0 0 0 0 0 0.8
Ten Mile Road
L
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L
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R
a
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s
D
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i
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e
Ten Mile Road
Right
4
0
4
Thru
420
7
427
Left
9
0
9
Peds
0
0
0
InOut Total
604 433 1037
2 7 9
606 1046 440
R
i
g
h
t
3
0
3
T
h
r
u
2
0
2
L
e
f
t
2
4
0
2
4
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
5
0
2
9
7
9
0
0
0
5
0
7
9
2
9
Left
18
0
18
Thru
599
2
601
Right
38
0
38
Peds
0
0
0
Out TotalIn
468 655 1123
7 2 9
475 1132 657
Le
f
t
2 0 2
Th
r
u
3 0 3
Ri
g
h
t
24
0
24
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
24
29
53
0
0
0
24
53
29
Peak Hour Begins at 04:45 PM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Ten Mile Rd & Lost Rapids Dr WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 6
Study: KITT0089
Intersection: Lost Rapids / Ten Mile Rd
City, State: Meridian, Idaho
Control: Stop Sign
Ten Mile Road
From North
Lost Rapids Drive
From East
Ten Mile Road
From South
Lost Rapids Drive
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
04:30 PM 05:00 PM 04:45 PM 05:00 PM+0 mins.1 114 3 0 118 1 1 13 0 15 6 165 7 0 178 2 2 2 0 6
+15 mins.1 95 1 0 97 1 0 5 0 6 11 140 7 0 158 4 0 0 0 4
+30 mins.3 99 2 0 104 1 0 5 0 6 13 143 1 0 157 11 1 0 0 12
+45 mins.0 121 5 0 126 1 6 6 0 13 8 153 3 0 164 6 0 2 0 8
Total Volume 5 429 11 0 445 4 7 29 0 40 38 601 18 0 657 23 3 4 0 30
% App. Total 1.1 96.4 2.5 0 10 17.5 72.5 0 5.8 91.5 2.7 0 76.7 10 13.3 0
PHF .417 .886 .550 .000 .883 1.000
General Traffic 5 419 11 0 435 4 7 29 0 40 38 599 18 0 655 23 3 4 0 30
% General Traffic 100 97.7 100 0 97.8 100 100 100 0 100 100 99.7 100 0 99.7 100 100 100 0 100
3+ Axle Heavy Trucks
0 10 0 0 10 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0
% 3+ Axle Heavy Trucks
0 2.3 0 0 2.2 0 0 0 0 0 0 0.3 0 0 0.3 0 0 0 0 0
Ten Mile Road
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L
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R
a
p
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D
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e
Ten Mile Road
Right
5
0
5
Thru
419
10
429
Left
11
0
11
Peds
0
0
0
In - Peak Hour: 04:30 PM
435
10
445
R
i
g
h
t
4
0
4
T
h
r
u
7
0
7
L
e
f
t
2
9
0
2
9
P
e
d
s
0
0
0
I
n
-
P
e
a
k
H
o
u
r
:
0
5
:
0
0
P
M
4
0
0
4
0
Left
18
0
18
Thru
599
2
601
Right
38
0
38
Peds
0
0
0
In - Peak Hour: 04:45 PM
655
2
657
Le
f
t
4 0 4
Th
r
u
3 0 3
Ri
g
h
t
23
0
23
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
0
5
:
0
0
P
M
30
0
30
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Ten Mile Rd & Lost Rapids Dr WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 7
Study: KITT0089
Intersection: Lost Rapids / Ten Mile Rd
City, State: Meridian, Idaho
Control: Stop Sign
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Ten Mile Rd & McMillian Rd SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 1
Study: KITT0089
Intersection: McMillian Dr / Ten Mile Rd
City, State: Meridian, Idaho
Control: Signalized
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
Ten Mile Road
From North
McMillian Drive
From East
Ten Mile Road
From South
McMillian Drive
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total12:00 PM 0 105 22 0 127 15 56 41 0 112 45 103 26 1 175 13 19 2 0 34 448
12:15 PM 7 106 30 0 143 14 56 39 0 109 34 73 26 0 133 7 24 7 0 38 423
12:30 PM 4 106 34 0 144 18 49 31 0 98 38 89 36 0 163 6 31 6 0 43 448
12:45 PM 4 118 51 0 173 12 55 42 0 109 30 86 18 0 134 13 34 1 0 48 464
Total 15 435 137 0 587 59 216 153 0 428 147 351 106 1 605 39 108 16 0 163 1783
01:00 PM 1 104 43 0 148 13 40 29 1 83 39 93 35 0 167 4 21 5 0 30 428
01:15 PM 3 124 35 0 162 9 65 28 1 103 30 79 23 0 132 5 26 6 0 37 434
01:30 PM 2 110 32 0 144 16 36 42 0 94 34 89 31 0 154 15 29 5 0 49 441
01:45 PM 3 122 34 0 159 14 54 42 0 110 26 88 31 0 145 5 21 4 0 30 444
Total 9 460 144 0 613 52 195 141 2 390 129 349 120 0 598 29 97 20 0 146 1747
Grand Total 24 895 281 0 1200 111 411 294 2 818 276 700 226 1 1203 68 205 36 0 309 3530
Apprch %2 74.6 23.4 0 13.6 50.2 35.9 0.2 22.9 58.2 18.8 0.1 22 66.3 11.7 0
Total %0.7 25.4 8 0 34 3.1 11.6 8.3 0.1 23.2 7.8 19.8 6.4 0 34.1 1.9 5.8 1 0 8.8
General Traffic 24 880 281 0 1185 111 411 294 2 818 276 681 226 1 1184 67 204 36 0 307 3494
% General Traffic 100 98.3 100 0 98.8 100 100 100 100 100 100 97.3 100 100 98.4 98.5 99.5 100 0 99.4 99
3+ Axle Heavy Trucks
0 15 0 0 15 0 0 0 0 0 0 19 0 0 19 1 1 0 0 2 36
% 3+ Axle Heavy Trucks
0 1.7 0 0 1.2 0 0 0 0 0 0 2.7 0 0 1.6 1.5 0.5 0 0 0.6 1
Ten Mile Road
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M
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M
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l
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D
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e
Ten Mile Road
Right
24
0
24
Thru
880
15
895
Left
281
0
281
Peds
0
0
0
InOut Total
828 1185 2013
19 15 34
847 2047 1200
R
i
g
h
t
1
1
1
0
1
1
1
T
h
r
u
4
1
1
0
4
1
1
L
e
f
t
2
9
4
0
2
9
4
P
e
d
s
2
0
2
O
u
t
T
o
t
a
l
I
n
7
6
1
8
1
8
1
5
7
9
1
0
1
7
6
2
1
5
8
0
8
1
8
Left
226
0
226
Thru
681
19
700
Right
276
0
276
Peds
1
0
1
Out TotalIn
1241 1184 2425
16 19 35
1257 2460 1203
Le
f
t
36
0
36
Th
r
u
20
4
1
20
5
Ri
g
h
t
67
1
68
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
66
1
30
7
96
8
0
2
2
66
1
97
0
30
9
6/3/2017 12:00 PM
6/3/2017 01:45 PM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Ten Mile Rd & McMillian Rd SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 2
Study: KITT0089
Intersection: McMillian Dr / Ten Mile Rd
City, State: Meridian, Idaho
Control: Signalized
Ten Mile Road
From North
McMillian Drive
From East
Ten Mile Road
From South
McMillian Drive
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 12:00 PM
12:00 PM 0 105 22 0 127 15 56 41 0 112 45 103 26 1 175 13 19 2 0 34 448
12:15 PM 7 106 30 0 143 14 56 39 0 109 34 73 26 0 133 7 24 7 0 38 423
12:30 PM 4 106 34 0 144 18 49 31 0 98 38 89 36 0 163 6 31 6 0 43 448
12:45 PM 4 118 51 0 173 12 55 42 0 109 30 86 18 0 134 13 34 1 0 48 464
Total Volume 15 435 137 0 587 59 216 153 0 428 147 351 106 1 605 39 108 16 0 163 1783
% App. Total 2.6 74.1 23.3 0 13.8 50.5 35.7 0 24.3 58 17.5 0.2 23.9 66.3 9.8 0
PHF .536 .922 .672 .000 .848 .819 .964 .911 .000 .955 .817 .852 .736 .250 .864 .750 .794 .571 .000 .849 .961
General Traffic
% General Traffic 100 98.4 100 0 98.8 100 100 100 0 100 100 96.9 100 100 98.2 100 99.1 100 0 99.4 98.9
3+ Axle Heavy Trucks
0 7 0 0 7 0 0 0 0 0 0 11 0 0 11 0 1 0 0 1 19
% 3+ Axle Heavy Trucks
0 1.6 0 0 1.2 0 0 0 0 0 0 3.1 0 0 1.8 0 0.9 0 0 0.6 1.1
Ten Mile Road
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M
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M
i
l
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a
n
D
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Ten Mile Road
Right
15
0
15
Thru
428
7
435
Left
137
0
137
Peds
0
0
0
InOut Total
415 580 995
11 7 18
426 1013 587
R
i
g
h
t
5
9
0
5
9
T
h
r
u
2
1
6
0
2
1
6
L
e
f
t
1
5
3
0
1
5
3
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
3
9
1
4
2
8
8
1
9
1
0
1
3
9
2
8
2
0
4
2
8
Left
106
0
106
Thru
340
11
351
Right
147
0
147
Peds
1
0
1
Out TotalIn
620 594 1214
7 11 18
627 1232 605
Le
f
t
16
0
16
Th
r
u
10
7
1
10
8
Ri
g
h
t
39
0
39
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
33
7
16
2
49
9
0
1
1
33
7
50
0
16
3
Peak Hour Begins at 12:00 PM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Ten Mile Rd & McMillian Rd SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 3
Study: KITT0089
Intersection: McMillian Dr / Ten Mile Rd
City, State: Meridian, Idaho
Control: Signalized
Ten Mile Road
From North
McMillian Drive
From East
Ten Mile Road
From South
McMillian Drive
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
12:30 PM 12:00 PM 12:00 PM 12:45 PM+0 mins.4 106 34 0 144 15 56 41 0 112 45 103 26 1 175 13 34 1 0 48
+15 mins.4 118 51 0 173 14 56 39 0 109 34 73 26 0 133 4 21 5 0 30
+30 mins.1 104 43 0 148 18 49 31 0 98 38 89 36 0 163 5 26 6 0 37
+45 mins.3 124 35 0 162 12 55 42 0 109 30 86 18 0 134 15 29 5 0 49
Total Volume 12 452 163 0 627 59 216 153 0 428 147 351 106 1 605 37 110 17 0 164
% App. Total 1.9 72.1 26 0 13.8 50.5 35.7 0 24.3 58 17.5 0.2 22.6 67.1 10.4 0
PHF .750 .911 .799 .000 .906 .819 .964 .911 .000 .955 .817 .852 .736 .250 .864 .617 .809 .708 .000 .837
General Traffic
% General Traffic 100 98.5 100 0 98.9 100 100 100 0 100 100 96.9 100 100 98.2 100 100 100 0 100
3+ Axle Heavy Trucks
0 7 0 0 7 0 0 0 0 0 0 11 0 0 11 0 0 0 0 0
% 3+ Axle Heavy Trucks
0 1.5 0 0 1.1 0 0 0 0 0 0 3.1 0 0 1.8 0 0 0 0 0
Ten Mile Road
M
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M
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M
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l
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i
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D
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i
v
e
Ten Mile Road
Right
12
0
12
Thru
445
7
452
Left
163
0
163
Peds
0
0
0
In - Peak Hour: 12:30 PM
620
7
627
R
i
g
h
t
5
9
0
5
9
T
h
r
u
2
1
6
0
2
1
6
L
e
f
t
1
5
3
0
1
5
3
P
e
d
s
0
0
0
I
n
-
P
e
a
k
H
o
u
r
:
1
2
:
0
0
P
M
4
2
8
0
4
2
8
Left
106
0
106
Thru
340
11
351
Right
147
0
147
Peds
1
0
1
In - Peak Hour: 12:00 PM
594
11
605
Le
f
t
17
0
17
Th
r
u
11
0
0
11
0
Ri
g
h
t
37
0
37
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
1
2
:
4
5
P
M
16
4
0
16
4
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Ten Mile Rd & McMillian Rd SAT
Site Code : Saturday
Start Date : 6/3/2017
Page No : 4
Study: KITT0089
Intersection: McMillian Dr / Ten Mile Rd
City, State: Meridian, Idaho
Control: Signalized
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Ten Mile Rd & McMillian Rd WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 1
Study: KITT0089
Intersection: McMillian Dr / Ten Mile Rd
City, State: Meridian, Idaho
Control: Signalized
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
Ten Mile Road
From North
McMillian Drive
From East
Ten Mile Road
From South
McMillian Drive
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total07:00 AM 2 89 5 0 96 5 20 40 0 65 15 58 12 0 85 6 25 4 0 35 281
07:15 AM 2 99 14 0 115 6 23 33 0 62 27 66 7 0 100 18 33 7 0 58 335
07:30 AM 1 114 8 0 123 8 24 45 0 77 25 71 18 0 114 12 26 11 0 49 363
07:45 AM 2 94 11 0 107 4 26 44 1 75 20 84 17 0 121 13 24 9 0 46 349
Total 7 396 38 0 441 23 93 162 1 279 87 279 54 0 420 49 108 31 0 188 1328
08:00 AM 0 93 16 0 109 7 17 35 1 60 25 75 16 0 116 13 17 3 1 34 319
08:15 AM 2 87 14 0 103 7 20 34 0 61 29 79 17 0 125 14 25 2 0 41 330
08:30 AM 3 103 18 0 124 4 9 40 0 53 26 72 23 0 121 14 20 9 0 43 341
08:45 AM 1 96 14 0 111 13 20 45 1 79 20 64 21 2 107 21 20 6 2 49 346
Total 6 379 62 0 447 31 66 154 2 253 100 290 77 2 469 62 82 20 3 167 1336
-------
04:00 PM 7 102 22 0 131 10 46 27 1 84 37 110 33 0 180 18 20 9 0 47 442
04:15 PM 5 92 33 0 130 13 56 29 3 101 43 98 42 1 184 6 18 11 1 36 451
04:30 PM 3 123 27 0 153 15 53 44 0 112 47 144 37 8 236 12 26 3 10 51 552
04:45 PM 4 100 29 0 133 17 60 46 0 123 43 130 40 0 213 10 36 7 0 53 522
Total 19 417 111 0 547 55 215 146 4 420 170 482 152 9 813 46 100 30 11 187 1967
05:00 PM 4 120 28 0 152 11 69 36 7 123 48 127 38 0 213 10 32 9 0 51 539
05:15 PM 6 121 30 0 157 13 68 39 0 120 38 124 38 0 200 8 36 9 0 53 530
05:30 PM 10 118 33 0 161 12 66 49 0 127 45 143 39 0 227 8 30 4 0 42 557
05:45 PM 8 101 30 0 139 12 59 41 0 112 37 127 43 0 207 10 32 11 0 53 511
Total 28 460 121 0 609 48 262 165 7 482 168 521 158 0 847 36 130 33 0 199 2137
Grand Total 60 1652 332 0 2044 157 636 627 14 1434 525 1572 441 11 2549 193 420 114 14 741 6768
Apprch %2.9 80.8 16.2 0 10.9 44.4 43.7 1 20.6 61.7 17.3 0.4 26 56.7 15.4 1.9
Total %0.9 24.4 4.9 0 30.2 2.3 9.4 9.3 0.2 21.2 7.8 23.2 6.5 0.2 37.7 2.9 6.2 1.7 0.2 10.9
General Traffic 59 1616 326 0 2001 155 630 620 14 1419 513 1524 382 11 2430 150 416 106 14 686 6536
% General Traffic 98.3 97.8 98.2 0 97.9 98.7 99.1 98.9 100 99 97.7 96.9 86.6 100 95.3 77.7 99 93 100 92.6 96.6
3+ Axle Heavy Trucks
1 36 6 0 43 2 6 7 0 15 12 48 59 0 119 43 4 8 0 55 232
% 3+ Axle Heavy Trucks
1.7 2.2 1.8 0 2.1 1.3 0.9 1.1 0 1 2.3 3.1 13.4 0 4.7 22.3 1 7 0 7.4 3.4
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Ten Mile Rd & McMillian Rd WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 2
Study: KITT0089
Intersection: McMillian Dr / Ten Mile Rd
City, State: Meridian, Idaho
Control: Signalized
Ten Mile Road
M
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M
i
l
l
i
a
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D
r
i
v
e
M
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M
i
l
l
i
a
n
D
r
i
v
e
Ten Mile Road
Right
59
1
60
Thru
1616
36
1652
Left
326
6
332
Peds
0
0
0
InOut Total
1785 2001 3786
58 43 101
1843 3887 2044
R
i
g
h
t
1
5
5
2
1
5
7
T
h
r
u
6
3
0
6
6
3
6
L
e
f
t
6
2
0
7
6
2
7
P
e
d
s
1
4
0
1
4
O
u
t
T
o
t
a
l
I
n
1
2
5
5
1
4
1
9
2
6
7
4
2
2
1
5
3
7
1
2
7
7
2
7
1
1
1
4
3
4
Left
382
59
441
Thru
1524
48
1572
Right
513
12
525
Peds
11
0
11
Out TotalIn
2386 2430 4816
86 119 205
2472 5021 2549
Le
f
t
10
6
8
11
4
Th
r
u
41
6
4
42
0
Ri
g
h
t
15
0
43
19
3
Pe
d
s
14
0
14
To
t
a
l
Ou
t
In
10
7
1
68
6
17
5
7
66
55
12
1
11
3
7
18
7
8
74
1
6/20/2017 07:00 AM
6/20/2017 05:45 PM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Ten Mile Rd & McMillian Rd WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 3
Study: KITT0089
Intersection: McMillian Dr / Ten Mile Rd
City, State: Meridian, Idaho
Control: Signalized
Ten Mile Road
From North
McMillian Drive
From East
Ten Mile Road
From South
McMillian Drive
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:15 AM
07:15 AM 2 99 14 0 115 6 23 33 0 62 27 66 7 0 100 18 33 7 0 58 335
07:30 AM 1 114 8 0 123 8 24 45 0 77 25 71 18 0 114 12 26 11 0 49 363
07:45 AM 2 94 11 0 107 4 26 44 1 75 20 84 17 0 121 13 24 9 0 46 349
08:00 AM 0 93 16 0 109 7 17 35 1 60 25 75 16 0 116 13 17 3 1 34 319
Total Volume 5 400 49 0 454 25 90 157 2 274 97 296 58 0 451 56 100 30 1 187 1366
% App. Total 1.1 88.1 10.8 0 9.1 32.8 57.3 0.7 21.5 65.6 12.9 0 29.9 53.5 16 0.5
PHF .625 .877 .766 .000 .923 .781 .865 .872 .500 .890 .898 .881 .806 .000 .932 .778 .758 .682 .250 .806 .941
General Traffic
% General Traffic 100 97.5 98.0 0 97.6 96.0 98.9 98.7 100 98.5 97.9 95.3 58.6 0 91.1 66.1 99.0 83.3 100 86.6 94.1
3+ Axle Heavy Trucks
0 10 1 0 11 1 1 2 0 4 2 14 24 0 40 19 1 5 0 25 80
% 3+ Axle Heavy Trucks
0 2.5 2.0 0 2.4 4.0 1.1 1.3 0 1.5 2.1 4.7 41.4 0 8.9 33.9 1.0 16.7 0 13.4 5.9
Ten Mile Road
M
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M
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l
l
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D
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v
e
M
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M
i
l
l
i
a
n
D
r
i
v
e
Ten Mile Road
Right
5
0
5
Thru
390
10
400
Left
48
1
49
Peds
0
0
0
InOut Total
331 443 774
20 11 31
351 805 454
R
i
g
h
t
2
4
1
2
5
T
h
r
u
8
9
1
9
0
L
e
f
t
1
5
5
2
1
5
7
P
e
d
s
2
0
2
O
u
t
T
o
t
a
l
I
n
2
4
2
2
7
0
5
1
2
4
4
8
2
4
6
5
2
0
2
7
4
Left
34
24
58
Thru
282
14
296
Right
95
2
97
Peds
0
0
0
Out TotalIn
582 411 993
31 40 71
613 1064 451
Le
f
t
25
5
30
Th
r
u
99
1
10
0
Ri
g
h
t
37
19
56
Pe
d
s
1 0 1
To
t
a
l
Ou
t
In
12
8
16
2
29
0
25
25
50
15
3
34
0
18
7
Peak Hour Begins at 07:15 AM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Ten Mile Rd & McMillian Rd WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 4
Study: KITT0089
Intersection: McMillian Dr / Ten Mile Rd
City, State: Meridian, Idaho
Control: Signalized
Ten Mile Road
From North
McMillian Drive
From East
Ten Mile Road
From South
McMillian Drive
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
07:15 AM 07:00 AM 07:45 AM 07:00 AM+0 mins.2 99 14 0 115 5 20 40 0 65 20 84 17 0 121 6 25 4 0 35
+15 mins.1 114 8 0 123 6 23 33 0 62 25 75 16 0 116 18 33 7 0 58
+30 mins.2 94 11 0 107 8 24 45 0 77 29 79 17 0 125 12 26 11 0 49
+45 mins.0 93 16 0 109 4 26 44 1 75 26 72 23 0 121 13 24 9 0 46
Total Volume 5 400 49 0 454 23 93 162 1 279 100 310 73 0 483 49 108 31 0 188
% App. Total 1.1 88.1 10.8 0 8.2 33.3 58.1 0.4 20.7 64.2 15.1 0 26.1 57.4 16.5 0
PHF .625 .877 .766 .000 .923 .719 .894 .900 .250 .906 .862 .923 .793 .000 .966 .681 .818 .705 .000 .810
General Traffic
% General Traffic 100 97.5 98 0 97.6 100 100 99.4 100 99.6 94 94.5 57.5 0 88.8 69.4 100 90.3 0 90.4
3+ Axle Heavy Trucks
0 10 1 0 11 0 0 1 0 1 6 17 31 0 54 15 0 3 0 18
% 3+ Axle Heavy Trucks
0 2.5 2 0 2.4 0 0 0.6 0 0.4 6 5.5 42.5 0 11.2 30.6 0 9.7 0 9.6
Ten Mile Road
M
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l
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M
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M
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a
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D
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i
v
e
Ten Mile Road
Right
5
0
5
Thru
390
10
400
Left
48
1
49
Peds
0
0
0
In - Peak Hour: 07:15 AM
443
11
454
R
i
g
h
t
2
3
0
2
3
T
h
r
u
9
3
0
9
3
L
e
f
t
1
6
1
1
1
6
2
P
e
d
s
1
0
1
I
n
-
P
e
a
k
H
o
u
r
:
0
7
:
0
0
A
M
2
7
8
1
2
7
9
Left
42
31
73
Thru
293
17
310
Right
94
6
100
Peds
0
0
0
In - Peak Hour: 07:45 AM
429
54
483
Le
f
t
28
3
31
Th
r
u
10
8
0
10
8
Ri
g
h
t
34
15
49
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
0
7
:
0
0
A
M
17
0
18
18
8
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Ten Mile Rd & McMillian Rd WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 5
Study: KITT0089
Intersection: McMillian Dr / Ten Mile Rd
City, State: Meridian, Idaho
Control: Signalized
Ten Mile Road
From North
McMillian Drive
From East
Ten Mile Road
From South
McMillian Drive
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM 4 100 29 0 133 17 60 46 0 123 43 130 40 0 213 10 36 7 0 53 522
05:00 PM 4 120 28 0 152 11 69 36 7 123 48 127 38 0 213 10 32 9 0 51 539
05:15 PM 6 121 30 0 157 13 68 39 0 120 38 124 38 0 200 8 36 9 0 53 530
05:30 PM 10 118 33 0 161 12 66 49 0 127 45 143 39 0 227 8 30 4 0 42 557
Total Volume 24 459 120 0 603 53 263 170 7 493 174 524 155 0 853 36 134 29 0 199 2148
% App. Total 4 76.1 19.9 0 10.8 53.3 34.5 1.4 20.4 61.4 18.2 0 18.1 67.3 14.6 0
PHF .600 .948 .909 .000 .936 .779 .953 .867 .250 .970 .906 .916 .969 .000 .939 .900 .931 .806 .000 .939 .964
General Traffic
% General Traffic 100 98.7 100 0 99.0 100 100 100 100 100 98.9 99.2 99.4 0 99.2 100 100 100 0 100 99.4
3+ Axle Heavy Trucks
0 6 0 0 6 0 0 0 0 0 2 4 1 0 7 0 0 0 0 0 13
% 3+ Axle Heavy Trucks
0 1.3 0 0 1.0 0 0 0 0 0 1.1 0.8 0.6 0 0.8 0 0 0 0 0 0.6
Ten Mile Road
M
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M
i
l
l
i
a
n
D
r
i
v
e
M
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M
i
l
l
i
a
n
D
r
i
v
e
Ten Mile Road
Right
24
0
24
Thru
453
6
459
Left
120
0
120
Peds
0
0
0
InOut Total
602 597 1199
4 6 10
606 1209 603
R
i
g
h
t
5
3
0
5
3
T
h
r
u
2
6
3
0
2
6
3
L
e
f
t
1
7
0
0
1
7
0
P
e
d
s
7
0
7
O
u
t
T
o
t
a
l
I
n
4
2
6
4
9
3
9
1
9
2
0
2
4
2
8
9
2
1
4
9
3
Left
154
1
155
Thru
520
4
524
Right
172
2
174
Peds
0
0
0
Out TotalIn
659 846 1505
6 7 13
665 1518 853
Le
f
t
29
0
29
Th
r
u
13
4
0
13
4
Ri
g
h
t
36
0
36
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
44
1
19
9
64
0
1
0
1
44
2
64
1
19
9
Peak Hour Begins at 04:45 PM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Ten Mile Rd & McMillian Rd WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 6
Study: KITT0089
Intersection: McMillian Dr / Ten Mile Rd
City, State: Meridian, Idaho
Control: Signalized
Ten Mile Road
From North
McMillian Drive
From East
Ten Mile Road
From South
McMillian Drive
From West
Start Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. TotalPeak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
05:00 PM 04:45 PM 04:30 PM 04:30 PM+0 mins.4 120 28 0 152 17 60 46 0 123 47 144 37 8 236 12 26 3 10 51
+15 mins.6 121 30 0 157 11 69 36 7 123 43 130 40 0 213 10 36 7 0 53
+30 mins.10 118 33 0 161 13 68 39 0 120 48 127 38 0 213 10 32 9 0 51
+45 mins.8 101 30 0 139 12 66 49 0 127 38 124 38 0 200 8 36 9 0 53
Total Volume 28 460 121 0 609 53 263 170 7 493 176 525 153 8 862 40 130 28 10 208
% App. Total 4.6 75.5 19.9 0 10.8 53.3 34.5 1.4 20.4 60.9 17.7 0.9 19.2 62.5 13.5 4.8
PHF .700 .950 .917 .000 .946 .779 .953 .867 .250 .970 .917 .911 .956 .250 .913 .833 .903 .778 .250 .981
General Traffic
% General Traffic 100 98.9 100 0 99.2 100 100 100 100 100 98.9 98.7 99.3 100 98.8 97.5 100 96.4 100 99
3+ Axle Heavy Trucks
0 5 0 0 5 0 0 0 0 0 2 7 1 0 10 1 0 1 0 2
% 3+ Axle Heavy Trucks
0 1.1 0 0 0.8 0 0 0 0 0 1.1 1.3 0.7 0 1.2 2.5 0 3.6 0 1
Ten Mile Road
M
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l
l
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D
r
i
v
e
M
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M
i
l
l
i
a
n
D
r
i
v
e
Ten Mile Road
Right
28
0
28
Thru
455
5
460
Left
121
0
121
Peds
0
0
0
In - Peak Hour: 05:00 PM
604
5
609
R
i
g
h
t
5
3
0
5
3
T
h
r
u
2
6
3
0
2
6
3
L
e
f
t
1
7
0
0
1
7
0
P
e
d
s
7
0
7
I
n
-
P
e
a
k
H
o
u
r
:
0
4
:
4
5
P
M
4
9
3
0
4
9
3
Left
152
1
153
Thru
518
7
525
Right
174
2
176
Peds
8
0
8
In - Peak Hour: 04:30 PM
852
10
862
Le
f
t
27
1
28
Th
r
u
13
0
0
13
0
Ri
g
h
t
39
1
40
Pe
d
s
10
0
10
In
-
P
e
a
k
H
o
u
r
:
0
4
:
3
0
P
M
20
6
2
20
8
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
File Name : Ten Mile Rd & McMillian Rd WkDay
Site Code : WkDay
Start Date : 6/20/2017
Page No : 7
Study: KITT0089
Intersection: McMillian Dr / Ten Mile Rd
City, State: Meridian, Idaho
Control: Signalized
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 413-2993
Appendix D Year 2017 Existing Conditions
Level-of-Service Worksheets
101: SH 16 & Chinden Blvd
Year 2017 Existing AM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT EBR WBT WBR NBT SBL SBR
Lane Configurations
Traffic Volume (vph) 370 583 48 374 154 0 323 301
Future Volume (vph) 370 583 48 374 154 0 323 301
Turn Type Prot NA Perm NA Perm NA Perm Prot
Protected Phases 1 6 2 4 8
Permitted Phases 6 2 8
Detector Phase 1 6 6 2 2 4 8 8
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 13.5 19.0 19.0 43.0 43.0 11.0 43.0 43.0
Total Split (s) 23.0 66.0 66.0 43.0 43.0 11.0 43.0 43.0
Total Split (%) 19.2% 55.0% 55.0% 35.8% 35.8% 9.2% 35.8% 35.8%
Yellow Time (s) 4.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
All-Red Time (s) 4.5 2.0 2.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 8.5 7.0 7.0 6.0 6.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min Min Min None None None
Act Effct Green (s) 15.2 46.3 46.3 23.2 23.2 5.2 23.5 23.5
Actuated g/C Ratio 0.18 0.54 0.54 0.27 0.27 0.06 0.28 0.28
v/c Ratio 0.73 0.55 0.06 0.66 0.32 0.03 0.81 0.32
Control Delay 45.1 16.6 1.5 34.0 6.3 0.2 45.3 0.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 45.1 16.6 1.5 34.0 6.3 0.2 45.3 0.8
LOS D B A C A A D A
Approach Delay 26.4 25.9 0.2
Approach LOS C C A
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 85
Natural Cycle: 115
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.81
Intersection Signal Delay: 25.5 Intersection LOS: C
Intersection Capacity Utilization 55.5% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 101: SH 16 & Chinden Blvd
101: SH 16 & Chinden Blvd
Year 2017 Existing AM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 370 583 48 0 374 154 0 0 9 323 0 301
Future Volume (veh/h) 370 583 48 0 374 154 0 0 9 323 0 301
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1730 1772 1800 0 1758 1772 1800 1800 1800 1758 1800 1772
Adj Flow Rate, veh/h 411 648 0 0 416 171 0 0 10 359 0 334
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 5 2 0 0 3 2 0 0 0 3 0 2
Cap, veh/h 508 1169 0 594 384 0 0 406 658 479 527
Arrive On Green 0.16 0.54 0.00 0.00 0.26 0.26 0.00 0.00 0.27 0.27 0.00 0.27
Sat Flow, veh/h 3196 2162 1525 0 2918 1502 0 0 1525 1700 1800 1982
Grp Volume(v), veh/h 411 648 0 0 416 171 0 0 10 359 0 334
Grp Sat Flow(s),veh/h/ln 1598 1081 1525 0 1160 1502 0 0 1525 850 1800 991
Q Serve(g_s), s 8.4 13.2 0.0 0.0 10.9 6.4 0.0 0.0 0.3 13.3 0.0 10.0
Cycle Q Clear(g_c), s 8.4 13.2 0.0 0.0 10.9 6.4 0.0 0.0 0.3 13.6 0.0 10.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 508 1169 0 594 384 0 0 406 658 479 527
V/C Ratio(X) 0.81 0.55 0.00 0.70 0.45 0.00 0.00 0.02 0.55 0.00 0.63
Avail Cap(c_a), veh/h 688 1894 0 1275 825 0 0 406 1140 989 1089
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 27.3 10.1 0.0 0.0 22.7 21.0 0.0 0.0 18.3 23.3 0.0 21.8
Incr Delay (d2), s/veh 3.7 0.6 0.0 0.0 2.2 1.2 0.0 0.0 0.0 0.3 0.0 0.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.0 2.2 0.0 0.0 2.7 2.0 0.0 0.0 0.1 2.3 0.0 2.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 31.1 10.7 0.0 0.0 24.9 22.2 0.0 0.0 18.3 23.6 0.0 22.3
LnGrp LOS C B A C C A A B C A C
Approach Vol, veh/h 1059 A 587 10 693
Approach Delay, s/veh 18.6 24.1 18.3 22.9
Approach LOS B C B C
Timer - Assigned Phs 1 2 4 6 8
Phs Duration (G+Y+Rc), s 19.2 24.2 23.9 43.4 23.9
Change Period (Y+Rc), s 8.5 * 7 6.0 7.0 6.0
Max Green Setting (Gmax), s 14.5 * 37 5.0 59.0 37.0
Max Q Clear Time (g_c+I1), s 10.4 12.9 2.3 15.2 15.6
Green Ext Time (p_c), s 0.3 4.3 0.0 6.3 2.3
Intersection Summary
HCM 6th Ctrl Delay 21.3
HCM 6th LOS C
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.
102: Black Cat Rd & Chinden Blvd
Year 2017 Existing AM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Intersection
Int Delay, s/veh 3.9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 10 786 108 37 506 6 30 1 80 2 1 3
Future Vol, veh/h 10 786 108 37 506 6 30 1 80 2 1 3
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 105 - - 105 - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94
Heavy Vehicles, % 0 3 0 3 3 0 0 0 0 0 0 0
Mvmt Flow 11 836 115 39 538 6 32 1 85 2 1 3
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 544 0 0 951 0 0 1537 1538 894 1578 1592 541
Stage 1 - - - - - - 916 916 - 619 619 -
Stage 2 - - - - - - 621 622 - 959 973 -
Critical Hdwy 4.1 - - 4.13 - - 7.1 6.5 6.2 7.1 6.5 6.2
Critical Hdwy Stg 1 - - - - - - 6.1 5.5 - 6.1 5.5 -
Critical Hdwy Stg 2 - - - - - - 6.1 5.5 - 6.1 5.5 -
Follow-up Hdwy 2.2 - - 2.227 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 1035 - - 718 - - 96 117 343 90 108 545
Stage 1 - - - - - - 329 354 - 480 483 -
Stage 2 - - - - - - 478 482 - 311 333 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1035 - - 718 - - 90 110 343 64 101 545
Mov Cap-2 Maneuver - - - - - - 90 110 - 64 101 -
Stage 1 - - - - - - 325 350 - 475 457 -
Stage 2 - - - - - - 448 456 - 231 329 -
Approach EB WB NB SB
HCM Control Delay, s 0.1 0.7 49.3 34.4
HCM LOS E D
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 193 1035 - - 718 - - 129
HCM Lane V/C Ratio 0.612 0.01 - - 0.055 - - 0.049
HCM Control Delay (s) 49.3 8.5 - - 10.3 - - 34.4
HCM Lane LOS E A - - B - - D
HCM 95th %tile Q(veh) 3.5 0 - - 0.2 - - 0.2
103: Tree Farm Way & Chinden Blvd
Year 2017 Existing AM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 16 836 16 8 521 38 4 4 90 2
Future Volume (vph) 16 836 16 8 521 38 4 4 90 2
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 10.0 5.0 10.0
Minimum Split (s) 11.0 22.0 22.0 11.0 22.0 22.0 11.0 16.0 11.0 16.0
Total Split (s) 17.0 78.0 78.0 17.0 78.0 78.0 20.0 25.0 20.0 25.0
Total Split (%) 12.1% 55.7% 55.7% 12.1% 55.7% 55.7% 14.3% 17.9% 14.3% 17.9%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None
Act Effct Green (s) 108.5 106.3 106.3 107.1 104.0 104.0 9.1 10.0 18.4 16.1
Actuated g/C Ratio 0.78 0.76 0.76 0.76 0.74 0.74 0.06 0.07 0.13 0.12
v/c Ratio 0.03 0.68 0.02 0.03 0.44 0.04 0.06 0.13 0.56 0.14
Control Delay 5.5 14.9 0.0 6.0 10.8 0.1 49.0 36.1 65.7 20.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 5.5 14.9 0.0 6.0 10.8 0.1 49.0 36.1 65.7 20.3
LOS A B A A B A D D E C
Approach Delay 14.5 10.0 38.8 55.6
Approach LOS B B D E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.68
Intersection Signal Delay: 16.2 Intersection LOS: B
Intersection Capacity Utilization 69.2% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 103: Tree Farm Way & Chinden Blvd
103: Tree Farm Way & Chinden Blvd
Year 2017 Existing AM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 16 836 16 8 521 38 4 4 10 90 2 24
Future Volume (veh/h) 16 836 16 8 521 38 4 4 10 90 2 24
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1533 1617 1758 1800 1098 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 17 909 17 9 566 41 4 4 11 98 2 26
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 0 2 19 13 3 0 50 0 0 0 0 0
Cap, veh/h 516 1215 891 263 1194 1036 108 25 70 236 13 172
Arrive On Green 0.02 0.69 0.69 0.01 0.68 0.68 0.01 0.06 0.06 0.07 0.12 0.12
Sat Flow, veh/h 1714 1772 1299 1540 1758 1525 1046 424 1166 1714 110 1432
Grp Volume(v), veh/h 17 909 17 9 566 41 4 0 15 98 0 28
Grp Sat Flow(s),veh/h/ln 1714 1772 1299 1540 1758 1525 1046 0 1590 1714 0 1542
Q Serve(g_s), s 0.4 46.3 0.6 0.3 21.3 1.2 0.5 0.0 1.3 7.3 0.0 2.3
Cycle Q Clear(g_c), s 0.4 46.3 0.6 0.3 21.3 1.2 0.5 0.0 1.3 7.3 0.0 2.3
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.73 1.00 0.93
Lane Grp Cap(c), veh/h 516 1215 891 263 1194 1036 108 0 95 236 0 185
V/C Ratio(X) 0.03 0.75 0.02 0.03 0.47 0.04 0.04 0.00 0.16 0.42 0.00 0.15
Avail Cap(c_a), veh/h 621 1215 891 368 1194 1036 207 0 216 295 0 209
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 0.90 0.90 0.90 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 8.2 14.2 7.0 14.3 10.6 7.4 61.4 0.0 62.4 55.0 0.0 55.2
Incr Delay (d2), s/veh 0.0 4.2 0.0 0.0 1.2 0.1 0.1 0.0 0.3 0.4 0.0 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 16.7 0.2 0.1 7.5 0.4 0.1 0.0 0.5 3.2 0.0 0.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 8.2 18.4 7.0 14.3 11.9 7.5 61.5 0.0 62.7 55.5 0.0 55.5
LnGrp LOS A B A B B A E A E E A E
Approach Vol, veh/h 943 616 19 126
Approach Delay, s/veh 18.0 11.6 62.5 55.5
Approach LOS B B E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.4 102.1 6.7 22.8 7.5 103.0 15.1 14.4
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 11.0 71.0 14.0 19.0 11.0 71.0 14.0 19.0
Max Q Clear Time (g_c+I1), s 2.4 23.3 2.5 4.3 2.3 48.3 9.3 3.3
Green Ext Time (p_c), s 0.0 1.3 0.0 0.1 0.0 2.5 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 19.0
HCM 6th LOS B
104: Ten Mile Rd & Chinden Blvd
Year 2017 Existing AM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 683 253 87 419 148 197
Future Volume (vph) 683 253 87 419 148 197
Turn Type NA Perm pm+pt NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 2 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 14.0 10.0 5.0 14.0
Minimum Split (s) 35.0 35.0 20.0 17.0 11.0 20.0
Total Split (s) 75.0 75.0 20.0 95.0 25.0 20.0
Total Split (%) 62.5% 62.5% 16.7% 79.2% 20.8% 16.7%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode Min Min None Min None None
Act Effct Green (s) 45.3 45.3 67.1 66.1 14.0 34.8
Actuated g/C Ratio 0.48 0.48 0.72 0.71 0.15 0.37
v/c Ratio 0.86 0.33 0.24 0.36 0.65 0.32
Control Delay 32.1 5.3 5.7 6.4 54.1 6.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 32.1 5.3 5.7 6.4 54.1 6.1
LOS C A A A D A
Approach Delay 24.9 6.3 26.7
Approach LOS C A C
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 93.6
Natural Cycle: 80
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.86
Intersection Signal Delay: 20.0 Intersection LOS: B
Intersection Capacity Utilization 74.1% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2017 Existing AM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 683 253 87 419 148 197
Future Volume (veh/h) 683 253 87 419 148 197
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1772 1758 1716 1786 1730 1730
Adj Flow Rate, veh/h 734 272 94 451 159 212
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 2 3 6 1 5 5
Cap, veh/h 834 701 383 1236 249 440
Arrive On Green 0.47 0.47 0.15 0.69 0.15 0.15
Sat Flow, veh/h 1772 1490 1634 1786 1647 1466
Grp Volume(v), veh/h 734 272 94 451 159 212
Grp Sat Flow(s),veh/h/ln 1772 1490 1634 1786 1647 1466
Q Serve(g_s), s 31.1 9.8 1.8 8.6 7.5 9.8
Cycle Q Clear(g_c), s 31.1 9.8 1.8 8.6 7.5 9.8
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 834 701 383 1236 249 440
V/C Ratio(X) 0.88 0.39 0.25 0.36 0.64 0.48
Avail Cap(c_a), veh/h 1453 1222 415 1896 378 555
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 19.8 14.2 13.5 5.3 33.1 23.7
Incr Delay (d2), s/veh 3.4 0.4 0.3 0.2 2.7 0.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 11.1 2.8 0.6 1.9 3.0 3.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 23.2 14.6 13.9 5.4 35.8 24.5
LnGrp LOS C B B A D C
Approach Vol, veh/h 1006 545 371
Approach Delay, s/veh 20.9 6.9 29.4
Approach LOS C A C
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 64.4 18.4 46.0 18.5
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 88.0 14.0 68.0 19.0
Max Q Clear Time (g_c+I1), s 10.6 3.8 33.1 11.8
Green Ext Time (p_c), s 2.5 0.1 6.0 0.7
Intersection Summary
HCM 6th Ctrl Delay 18.5
HCM 6th LOS B
105: Long Lake Way & Chinden Blvd
Year 2017 Existing AM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 24 811 46 52 465 21 35 3 90 15 1
Future Volume (vph) 24 811 46 52 465 21 35 3 90 15 1
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0
Minimum Split (s) 10.0 16.0 16.0 10.0 16.0 16.0 10.0 15.0 15.0 10.0 15.0
Total Split (s) 18.0 87.0 87.0 18.0 87.0 87.0 15.0 20.0 20.0 15.0 20.0
Total Split (%) 12.9% 62.1% 62.1% 12.9% 62.1% 62.1% 10.7% 14.3% 14.3% 10.7% 14.3%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None
Act Effct Green (s) 110.3 105.2 105.2 112.1 107.5 107.5 14.8 10.5 10.5 8.9 10.0
Actuated g/C Ratio 0.79 0.75 0.75 0.80 0.77 0.77 0.11 0.08 0.08 0.06 0.07
v/c Ratio 0.04 0.66 0.04 0.14 0.37 0.02 0.23 0.02 0.47 0.14 0.08
Control Delay 3.6 13.7 0.1 3.4 5.7 0.0 57.3 59.7 17.6 60.0 33.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 3.6 13.7 0.1 3.4 5.7 0.0 57.3 59.7 17.6 60.0 33.3
LOS A B A A A A E E B E C
Approach Delay 12.7 5.2 29.3 49.7
Approach LOS B A C D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.66
Intersection Signal Delay: 12.1 Intersection LOS: B
Intersection Capacity Utilization 70.9% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 105: Long Lake Way & Chinden Blvd
105: Long Lake Way & Chinden Blvd
Year 2017 Existing AM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 24 811 46 52 465 21 35 3 90 15 1 8
Future Volume (veh/h) 24 811 46 52 465 21 35 3 90 15 1 8
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1758 1800 1800 1772 1800 1800 1800 1772 1800 1800 1800
Adj Flow Rate, veh/h 26 863 49 55 495 22 37 3 96 16 1 9
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 3 0 0 2 0 0 0 2 0 0 0
Cap, veh/h 651 1266 1099 386 1292 1112 191 147 122 173 11 99
Arrive On Green 0.02 0.72 0.72 0.03 0.73 0.73 0.03 0.08 0.08 0.02 0.07 0.07
Sat Flow, veh/h 1714 1758 1525 1714 1772 1525 1714 1800 1502 1714 155 1394
Grp Volume(v), veh/h 26 863 49 55 495 22 37 3 96 16 0 10
Grp Sat Flow(s),veh/h/ln 1714 1758 1525 1714 1772 1525 1714 1800 1502 1714 0 1549
Q Serve(g_s), s 0.6 37.8 1.3 1.2 14.7 0.6 2.8 0.2 8.8 1.2 0.0 0.8
Cycle Q Clear(g_c), s 0.6 37.8 1.3 1.2 14.7 0.6 2.8 0.2 8.8 1.2 0.0 0.8
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.90
Lane Grp Cap(c), veh/h 651 1266 1099 386 1292 1112 191 147 122 173 0 110
V/C Ratio(X) 0.04 0.68 0.04 0.14 0.38 0.02 0.19 0.02 0.78 0.09 0.00 0.09
Avail Cap(c_a), veh/h 771 1266 1099 491 1292 1112 266 193 161 267 0 166
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 5.4 10.8 5.7 10.0 7.1 5.2 58.2 59.1 63.1 58.8 0.0 60.8
Incr Delay (d2), s/veh 0.0 3.0 0.1 0.1 0.9 0.0 0.2 0.0 12.2 0.1 0.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 12.7 0.4 0.4 4.8 0.2 1.2 0.1 3.8 0.5 0.0 0.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 5.4 13.7 5.7 10.1 8.0 5.2 58.4 59.2 75.3 58.9 0.0 61.0
LnGrp LOS A B A B A A E E E E A E
Approach Vol, veh/h 938 572 136 26
Approach Delay, s/veh 13.1 8.1 70.3 59.7
Approach LOS B A E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.2 108.1 8.8 14.9 9.4 106.9 7.3 16.4
Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 5.0 6.0 5.0 5.0
Max Green Setting (Gmax), s 13.0 81.0 10.0 15.0 13.0 81.0 10.0 15.0
Max Q Clear Time (g_c+I1), s 2.6 16.7 4.8 2.8 3.2 39.8 3.2 10.8
Green Ext Time (p_c), s 0.0 4.6 0.0 0.0 0.0 10.6 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 16.8
HCM 6th LOS B
106: Linder Rd & Chinden Blvd
Year 2017 Existing AM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 10
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 227 561 59 90 361 79 47 283 133 79 194 116
Future Volume (vph) 227 561 59 90 361 79 47 283 133 79 194 116
Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 17.0 17.0 11.0 17.0 17.0 11.0 12.0 12.0 11.0 12.0 12.0
Total Split (s) 20.0 59.0 59.0 20.0 59.0 59.0 15.0 46.0 46.0 15.0 46.0 46.0
Total Split (%) 14.3% 42.1% 42.1% 14.3% 42.1% 42.1% 10.7% 32.9% 32.9% 10.7% 32.9% 32.9%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None None
Act Effct Green (s) 93.1 78.6 78.6 77.4 68.9 68.9 7.9 17.5 17.5 10.4 22.2 22.2
Actuated g/C Ratio 0.66 0.56 0.56 0.55 0.49 0.49 0.06 0.12 0.12 0.07 0.16 0.16
v/c Ratio 0.48 0.49 0.07 0.28 0.37 0.11 0.44 0.74 0.46 0.56 0.40 0.39
Control Delay 16.5 24.5 3.1 12.8 25.3 1.5 74.6 70.1 12.8 75.7 55.4 11.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 16.5 24.5 3.1 12.8 25.3 1.5 74.6 70.1 12.8 75.7 55.4 11.6
LOS B C A B C A E E B E E B
Approach Delay 20.9 19.6 54.0 46.5
Approach LOS C B D D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.74
Intersection Signal Delay: 31.9 Intersection LOS: C
Intersection Capacity Utilization 57.9% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2017 Existing AM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 11
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 227 561 59 90 361 79 47 283 133 79 194 116
Future Volume (veh/h) 227 561 59 90 361 79 47 283 133 79 194 116
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1730 1758 1800 1800 1772 1786 1800 1758 1772 1730 1744 1660
Adj Flow Rate, veh/h 247 610 64 98 392 86 51 308 145 86 211 126
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 5 3 0 0 2 1 0 3 2 5 4 10
Cap, veh/h 599 1362 923 472 1224 857 70 396 178 111 457 194
Arrive On Green 0.08 0.61 0.61 0.04 0.57 0.57 0.03 0.12 0.12 0.05 0.14 0.14
Sat Flow, veh/h 1647 2250 1525 1714 2162 1514 2091 3340 1502 2109 3313 1406
Grp Volume(v), veh/h 247 610 64 98 392 86 51 308 145 86 211 126
Grp Sat Flow(s),veh/h/ln 1647 1125 1525 1714 1081 1514 1046 1670 1502 1054 1657 1406
Q Serve(g_s), s 8.6 20.6 2.4 3.4 13.5 3.7 3.4 12.5 13.2 5.6 8.2 11.9
Cycle Q Clear(g_c), s 8.6 20.6 2.4 3.4 13.5 3.7 3.4 12.5 13.2 5.6 8.2 11.9
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 599 1362 923 472 1224 857 70 396 178 111 457 194
V/C Ratio(X) 0.41 0.45 0.07 0.21 0.32 0.10 0.73 0.78 0.81 0.77 0.46 0.65
Avail Cap(c_a), veh/h 637 1362 923 579 1224 857 134 930 418 136 923 392
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 11.0 15.0 11.4 12.6 16.1 14.0 67.1 59.9 60.2 65.5 55.5 57.1
Incr Delay (d2), s/veh 0.5 1.1 0.1 0.1 0.7 0.2 5.5 1.3 3.4 15.7 0.3 1.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.8 5.0 0.8 1.2 3.2 1.3 0.9 5.3 5.1 1.8 3.5 4.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 11.4 16.0 11.5 12.7 16.8 14.2 72.5 61.2 63.6 81.2 55.8 58.5
LnGrp LOS B B B B B B E E E F E E
Approach Vol, veh/h 921 576 504 423
Approach Delay, s/veh 14.5 15.7 63.0 61.8
Approach LOS B B E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 16.8 86.2 10.7 26.3 11.3 91.7 13.4 23.6
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 14.0 52.0 9.0 39.0 14.0 52.0 9.0 39.0
Max Q Clear Time (g_c+I1), s 10.6 15.5 5.4 13.9 5.4 22.6 7.6 15.2
Green Ext Time (p_c), s 0.2 1.5 0.0 1.1 0.1 2.3 0.0 1.4
Intersection Summary
HCM 6th Ctrl Delay 33.1
HCM 6th LOS C
107: Ten Mile Rd & Lost Rapids Dr
Year 2017 Existing AM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 12
Intersection
Int Delay, s/veh 1.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 1 1 16 41 0 5 9 341 6 1 335 5
Future Vol, veh/h 1 1 16 41 0 5 9 341 6 1 335 5
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - 0 - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96
Heavy Vehicles, % 0 0 0 0 0 0 23 6 0 0 5 0
Mvmt Flow 1 1 17 43 0 5 9 355 6 1 349 5
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 733 733 352 739 732 358 354 0 0 361 0 0
Stage 1 354 354 - 376 376 - - - - - - -
Stage 2 379 379 - 363 356 - - - - - - -
Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.33 - - 4.1 - -
Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.5 - - - - - - -
Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.5 - - - - - - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.407 - - 2.2 - -
Pot Cap-1 Maneuver 339 350 696 336 351 691 1097 - - 1209 - -
Stage 1 667 634 - 649 620 - - - - - - -
Stage 2 647 618 - 660 633 - - - - - - -
Platoon blocked, %- - - -
Mov Cap-1 Maneuver 334 346 696 325 347 691 1097 - - 1209 - -
Mov Cap-2 Maneuver 334 346 - 325 347 - - - - - - -
Stage 1 660 633 - 643 614 - - - - - - -
Stage 2 636 612 - 642 632 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 10.9 17.1 0.2 0
HCM LOS B C
Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1 SBL SBT SBR
Capacity (veh/h) 1097 - - 340 696 345 1209 - -
HCM Lane V/C Ratio 0.009 - - 0.006 0.024 0.139 0.001 - -
HCM Control Delay (s) 8.3 0 - 15.7 10.3 17.1 8 0 -
HCM Lane LOS A A - C B C A A -
HCM 95th %tile Q(veh) 0 - - 0 0.1 0.5 0 - -
108: Ten Mile Rd & McMillan Rd
Year 2017 Existing AM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 13
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 30 100 56 157 90 25 58 296 97 49 400 5
Future Volume (vph) 30 100 56 157 90 25 58 296 97 49 400 5
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0
Minimum Split (s) 10.0 35.0 35.0 10.0 36.0 36.0 10.0 29.0 29.0 10.0 29.0 29.0
Total Split (s) 10.0 40.0 40.0 14.0 44.0 44.0 14.0 36.0 36.0 10.0 32.0 32.0
Total Split (%) 10.0% 40.0% 40.0% 14.0% 44.0% 44.0% 14.0% 36.0% 36.0% 10.0% 32.0% 32.0%
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None None None Min Min None Min Min
Act Effct Green (s) 14.1 12.8 12.8 20.7 19.8 19.8 28.1 26.8 26.8 25.8 25.7 25.7
Actuated g/C Ratio 0.25 0.22 0.22 0.36 0.35 0.35 0.49 0.47 0.47 0.45 0.45 0.45
v/c Ratio 0.11 0.27 0.17 0.38 0.16 0.05 0.20 0.32 0.13 0.11 0.42 0.01
Control Delay 16.2 27.4 1.0 17.8 20.5 0.2 11.8 17.3 2.5 10.9 19.9 0.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 16.2 27.4 1.0 17.8 20.5 0.2 11.8 17.3 2.5 10.9 19.9 0.0
LOS B C A B C A B B A B B A
Approach Delay 17.6 17.1 13.4 18.7
Approach LOS B B B B
Intersection Summary
Cycle Length: 100
Actuated Cycle Length: 57.3
Natural Cycle: 85
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.42
Intersection Signal Delay: 16.5 Intersection LOS: B
Intersection Capacity Utilization 44.2% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 108: Ten Mile Rd & McMillan Rd
108: Ten Mile Rd & McMillan Rd
Year 2017 Existing AM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 14
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 30 100 56 157 90 25 58 296 97 49 400 5
Future Volume (veh/h) 30 100 56 157 90 25 58 296 97 49 400 5
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1561 1786 1323 1786 1786 1744 1224 1730 1772 1772 1758 1800
Adj Flow Rate, veh/h 32 106 60 167 96 27 62 315 103 52 426 5
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 17 1 34 1 1 4 41 5 2 2 3 0
Cap, veh/h 402 338 212 486 462 382 269 586 410 367 611 408
Arrive On Green 0.04 0.19 0.19 0.10 0.26 0.26 0.06 0.27 0.27 0.05 0.27 0.27
Sat Flow, veh/h 1487 1786 1121 1701 1786 1478 1166 2145 1502 1688 2285 1525
Grp Volume(v), veh/h 32 106 60 167 96 27 62 315 103 52 426 5
Grp Sat Flow(s),veh/h/ln 1487 1786 1121 1701 1786 1478 1166 1072 1502 1688 1143 1525
Q Serve(g_s), s 0.9 2.7 2.4 4.0 2.2 0.7 2.0 6.5 2.8 1.1 8.8 0.1
Cycle Q Clear(g_c), s 0.9 2.7 2.4 4.0 2.2 0.7 2.0 6.5 2.8 1.1 8.8 0.1
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 402 338 212 486 462 382 269 586 410 367 611 408
V/C Ratio(X) 0.08 0.31 0.28 0.34 0.21 0.07 0.23 0.54 0.25 0.14 0.70 0.01
Avail Cap(c_a), veh/h 491 1194 749 600 1331 1101 404 1270 889 442 1179 787
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 16.1 18.3 18.2 14.1 15.2 14.7 13.5 16.2 14.8 13.0 17.3 14.1
Incr Delay (d2), s/veh 0.0 0.7 1.0 0.2 0.3 0.1 0.2 1.1 0.5 0.1 2.1 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 1.0 0.6 1.3 0.8 0.2 0.4 1.4 0.8 0.4 2.1 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 16.1 19.0 19.2 14.3 15.5 14.8 13.6 17.3 15.3 13.0 19.3 14.1
LnGrp LOS B B B B B B B B B B B B
Approach Vol, veh/h 198 290 480 483
Approach Delay, s/veh 18.6 14.7 16.4 18.6
Approach LOS B B B B
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 6.9 18.5 8.0 19.0 10.5 14.9 7.7 19.3
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 5.0 39.0 9.0 27.0 9.0 35.0 5.0 31.0
Max Q Clear Time (g_c+I1), s 2.9 4.2 4.0 10.8 6.0 4.7 3.1 8.5
Green Ext Time (p_c), s 0.0 0.8 0.0 3.2 0.1 1.1 0.0 3.2
Intersection Summary
HCM 6th Ctrl Delay 17.1
HCM 6th LOS B
101: SH 16 & Chinden Blvd
Year 2017 Existing PM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT EBR WBT WBR NBT SBL SBR
Lane Configurations
Traffic Volume (vph) 344 418 15 638 398 0 235 402
Future Volume (vph) 344 418 15 638 398 0 235 402
Turn Type Prot NA Perm NA Perm NA Perm Prot
Protected Phases 1 6 2 4 8
Permitted Phases 6 2 8
Detector Phase 1 6 6 2 2 4 8 8
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 13.5 19.0 19.0 43.0 43.0 12.0 19.0 19.0
Total Split (s) 26.0 76.0 76.0 50.0 50.0 12.0 32.0 32.0
Total Split (%) 21.7% 63.3% 63.3% 41.7% 41.7% 10.0% 26.7% 26.7%
Yellow Time (s) 4.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
All-Red Time (s) 4.5 2.0 2.0 1.0 1.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 8.5 7.0 7.0 6.0 6.0 7.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min Min Min None Min Min
Act Effct Green (s) 14.9 59.3 59.3 36.4 36.4 5.3 21.2 21.2
Actuated g/C Ratio 0.15 0.58 0.58 0.36 0.36 0.05 0.21 0.21
v/c Ratio 0.73 0.35 0.02 0.79 0.50 0.06 0.74 0.48
Control Delay 54.1 13.0 0.0 38.5 4.9 0.3 55.9 1.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 54.1 13.0 0.0 38.5 4.9 0.3 55.9 1.9
LOS D B A D A A E A
Approach Delay 31.0 25.6 0.3
Approach LOS C C A
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 101.5
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.79
Intersection Signal Delay: 26.1 Intersection LOS: C
Intersection Capacity Utilization 60.6% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 101: SH 16 & Chinden Blvd
101: SH 16 & Chinden Blvd
Year 2017 Existing PM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 344 418 15 0 638 398 0 0 23 235 0 402
Future Volume (veh/h) 344 418 15 0 638 398 0 0 23 235 0 402
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1800 0 1786 1800 1800 1800 1800 1786 1800 1772
Adj Flow Rate, veh/h 355 431 0 0 658 410 0 0 24 242 0 414
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 1 1 0 0 1 0 0 0 0 1 0 2
Cap, veh/h 435 1246 0 841 553 0 0 379 555 448 486
Arrive On Green 0.13 0.59 0.00 0.00 0.36 0.36 0.00 0.00 0.25 0.25 0.00 0.25
Sat Flow, veh/h 3300 2107 1525 0 2947 1525 0 0 1525 1650 1800 1952
Grp Volume(v), veh/h 355 431 0 0 658 410 0 0 24 242 0 414
Grp Sat Flow(s),veh/h/ln 1650 1054 1525 0 1161 1525 0 0 1525 825 1800 976
Q Serve(g_s), s 9.2 9.2 0.0 0.0 22.1 20.5 0.0 0.0 1.1 11.5 0.0 17.7
Cycle Q Clear(g_c), s 9.2 9.2 0.0 0.0 22.1 20.5 0.0 0.0 1.1 12.5 0.0 17.7
Prop In Lane 1.00 1.00 0.00 1.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 435 1246 0 841 553 0 0 379 555 448 486
V/C Ratio(X) 0.82 0.35 0.00 0.78 0.74 0.00 0.00 0.06 0.44 0.00 0.85
Avail Cap(c_a), veh/h 660 1662 0 1168 767 0 0 379 616 514 558
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 37.0 9.2 0.0 0.0 24.8 24.3 0.0 0.0 25.1 29.9 0.0 31.3
Incr Delay (d2), s/veh 2.7 0.2 0.0 0.0 3.0 3.2 0.0 0.0 0.0 0.8 0.0 11.7
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.6 1.6 0.0 0.0 5.6 6.9 0.0 0.0 0.4 2.1 0.0 4.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 39.6 9.4 0.0 0.0 27.8 27.6 0.0 0.0 25.1 30.6 0.0 43.1
LnGrp LOS D A A C C A A C C A D
Approach Vol, veh/h 786 A 1068 24 656
Approach Delay, s/veh 23.1 27.7 25.1 38.5
Approach LOS C C C D
Timer - Assigned Phs 1 2 4 6 8
Phs Duration (G+Y+Rc), s 20.0 38.7 28.8 58.7 28.8
Change Period (Y+Rc), s 8.5 * 7 7.0 7.0 7.0
Max Green Setting (Gmax), s 17.5 * 44 5.0 69.0 25.0
Max Q Clear Time (g_c+I1), s 11.2 24.1 3.1 11.2 19.7
Green Ext Time (p_c), s 0.4 7.6 0.0 3.9 2.1
Intersection Summary
HCM 6th Ctrl Delay 29.0
HCM 6th LOS C
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.
102: Black Cat Rd & Chinden Blvd
Year 2017 Existing PM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Intersection
Int Delay, s/veh 7.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 617 43 70 975 2 45 1 39 7 0 8
Future Vol, veh/h 0 617 43 70 975 2 45 1 39 7 0 8
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 105 - - 105 - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 98 98 98 98 98 98 98 98 98 98 98 98
Heavy Vehicles, % 0 1 0 0 1 0 2 0 0 0 0 0
Mvmt Flow 0 630 44 71 995 2 46 1 40 7 0 8
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 997 0 0 674 0 0 1794 1791 652 1811 1812 996
Stage 1 - - - - - - 652 652 - 1138 1138 -
Stage 2 - - - - - - 1142 1139 - 673 674 -
Critical Hdwy 4.1 - - 4.1 - - 7.12 6.5 6.2 7.1 6.5 6.2
Critical Hdwy Stg 1 - - - - - - 6.12 5.5 - 6.1 5.5 -
Critical Hdwy Stg 2 - - - - - - 6.12 5.5 - 6.1 5.5 -
Follow-up Hdwy 2.2 - - 2.2 - - 3.518 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 702 - - 927 - - 62 82 471 61 79 299
Stage 1 - - - - - - 457 467 - 247 279 -
Stage 2 - - - - - - 244 278 - 448 457 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 702 - - 927 - - 57 76 471 52 73 299
Mov Cap-2 Maneuver - - - - - - 57 76 - 52 73 -
Stage 1 - - - - - - 457 467 - 247 258 -
Stage 2 - - - - - - 219 257 - 409 457 -
Approach EB WB NB SB
HCM Control Delay, s 0 0.6 146.2 51.2
HCM LOS F F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 96 702 - - 927 - - 93
HCM Lane V/C Ratio 0.903 - - - 0.077 - - 0.165
HCM Control Delay (s) 146.2 0 - - 9.2 - - 51.2
HCM Lane LOS F A - - A - - F
HCM 95th %tile Q(veh) 5.2 0 - - 0.2 - - 0.6
103: Tree Farm Way & Chinden Blvd
Year 2017 Existing PM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 20 636 7 12 1007 100 19 9 66 6
Future Volume (vph) 20 636 7 12 1007 100 19 9 66 6
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 10.0 5.0 10.0
Minimum Split (s) 11.0 31.0 31.0 11.0 31.0 31.0 11.0 17.0 11.0 17.0
Total Split (s) 20.0 80.0 80.0 20.0 80.0 80.0 23.0 17.0 23.0 17.0
Total Split (%) 14.3% 57.1% 57.1% 14.3% 57.1% 57.1% 16.4% 12.1% 16.4% 12.1%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None
Act Effct Green (s) 108.8 107.0 107.0 107.3 104.7 104.7 11.9 10.0 18.2 12.6
Actuated g/C Ratio 0.78 0.76 0.76 0.77 0.75 0.75 0.08 0.07 0.13 0.09
v/c Ratio 0.10 0.50 0.01 0.03 0.80 0.09 0.17 0.19 0.43 0.18
Control Delay 6.3 11.8 0.0 6.0 21.4 1.8 51.3 40.3 58.9 28.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 6.3 11.8 0.0 6.0 21.4 1.8 51.3 40.3 58.9 28.4
LOS A B A A C A D D E C
Approach Delay 11.5 19.4 45.4 50.2
Approach LOS B B D D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 110
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.80
Intersection Signal Delay: 18.7 Intersection LOS: B
Intersection Capacity Utilization 77.3% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 103: Tree Farm Way & Chinden Blvd
103: Tree Farm Way & Chinden Blvd
Year 2017 Existing PM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 20 636 7 12 1007 100 19 9 12 66 6 21
Future Volume (veh/h) 20 636 7 12 1007 100 19 9 12 66 6 21
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1603 1800 1800 1772 1646 1646 1646 1800 1800 1800
Adj Flow Rate, veh/h 21 677 7 13 1071 106 20 10 13 70 6 22
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 1 14 0 0 2 11 11 11 0 0 0
Cap, veh/h 418 1235 940 463 1235 1030 168 43 56 209 33 119
Arrive On Green 0.02 0.69 0.69 0.03 1.00 1.00 0.02 0.07 0.07 0.05 0.10 0.10
Sat Flow, veh/h 1714 1786 1359 1714 1800 1502 1567 649 844 1714 338 1239
Grp Volume(v), veh/h 21 677 7 13 1071 106 20 0 23 70 0 28
Grp Sat Flow(s),veh/h/ln 1714 1786 1359 1714 1800 1502 1567 0 1494 1714 0 1577
Q Serve(g_s), s 0.5 26.4 0.2 0.3 0.0 0.0 1.7 0.0 2.0 5.3 0.0 2.3
Cycle Q Clear(g_c), s 0.5 26.4 0.2 0.3 0.0 0.0 1.7 0.0 2.0 5.3 0.0 2.3
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.57 1.00 0.79
Lane Grp Cap(c), veh/h 418 1235 940 463 1235 1030 168 0 100 209 0 152
V/C Ratio(X) 0.05 0.55 0.01 0.03 0.87 0.10 0.12 0.00 0.23 0.34 0.00 0.18
Avail Cap(c_a), veh/h 555 1235 940 610 1235 1030 328 0 117 333 0 152
HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 0.57 0.57 0.57 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 6.1 10.7 6.7 8.6 0.0 0.0 59.2 0.0 61.9 57.0 0.0 58.2
Incr Delay (d2), s/veh 0.0 1.8 0.0 0.0 5.0 0.1 0.1 0.0 0.4 0.3 0.0 0.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 9.3 0.1 0.1 1.7 0.0 0.7 0.0 0.8 2.3 0.0 0.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 6.2 12.5 6.7 8.6 5.0 0.1 59.3 0.0 62.3 57.3 0.0 58.6
LnGrp LOS A B A A A A E A E E A E
Approach Vol, veh/h 705 1190 43 98
Approach Delay, s/veh 12.2 4.6 60.9 57.7
Approach LOS B A E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.8 103.0 8.7 19.5 8.0 103.8 12.8 15.4
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 14.0 73.0 17.0 11.0 14.0 73.0 17.0 11.0
Max Q Clear Time (g_c+I1), s 2.5 2.0 3.7 4.3 2.3 28.4 7.3 4.0
Green Ext Time (p_c), s 0.0 3.5 0.0 0.0 0.0 1.7 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 11.0
HCM 6th LOS B
104: Ten Mile Rd & Chinden Blvd
Year 2017 Existing PM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 488 224 226 739 378 208
Future Volume (vph) 488 224 226 739 378 208
Turn Type NA Perm pm+pt NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 2 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 5.0 10.0 5.0 5.0
Minimum Split (s) 35.0 35.0 11.0 17.0 11.0 11.0
Total Split (s) 60.0 60.0 32.0 92.0 48.0 32.0
Total Split (%) 42.9% 42.9% 22.9% 65.7% 34.3% 22.9%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode C-Min C-Min None C-Min Max None
Act Effct Green (s) 52.2 52.2 75.2 74.2 52.8 74.8
Actuated g/C Ratio 0.37 0.37 0.54 0.53 0.38 0.53
v/c Ratio 0.77 0.37 0.71 0.82 0.62 0.25
Control Delay 57.0 23.7 27.5 29.1 42.6 5.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 57.0 23.7 27.5 29.1 42.6 5.2
LOS E C C C D A
Approach Delay 46.5 28.8 29.3
Approach LOS D C C
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 113 (81%), Referenced to phase 2:WBTL and 6:EBT, Start of Green
Natural Cycle: 70
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.82
Intersection Signal Delay: 34.5 Intersection LOS: C
Intersection Capacity Utilization 78.3% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2017 Existing PM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 488 224 226 739 378 208
Future Volume (veh/h) 488 224 226 739 378 208
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1800 1772 1786 1800 1800 1786
Adj Flow Rate, veh/h 519 238 240 786 402 221
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 2 1 0 0 1
Cap, veh/h 859 716 349 1093 514 586
Arrive On Green 0.16 0.16 0.09 0.61 0.30 0.30
Sat Flow, veh/h 1800 1502 1701 1800 1714 1514
Grp Volume(v), veh/h 519 238 240 786 402 221
Grp Sat Flow(s),veh/h/ln 1800 1502 1701 1800 1714 1514
Q Serve(g_s), s 37.6 19.7 9.7 42.6 30.0 14.7
Cycle Q Clear(g_c), s 37.6 19.7 9.7 42.6 30.0 14.7
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 859 716 349 1093 514 586
V/C Ratio(X) 0.60 0.33 0.69 0.72 0.78 0.38
Avail Cap(c_a), veh/h 859 716 516 1093 514 586
HCM Platoon Ratio 0.33 0.33 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.86 0.86 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 46.7 39.2 22.9 19.2 44.8 30.8
Incr Delay (d2), s/veh 2.7 1.1 2.4 4.1 11.2 1.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 18.7 8.1 3.7 17.0 14.1 5.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 49.4 40.2 25.3 23.3 56.1 32.6
LnGrp LOS D D C C E C
Approach Vol, veh/h 757 1026 623
Approach Delay, s/veh 46.5 23.7 47.7
Approach LOS D C D
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 92.0 18.2 73.8 48.0
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 85.0 26.0 53.0 42.0
Max Q Clear Time (g_c+I1), s 44.6 11.7 39.6 32.0
Green Ext Time (p_c), s 5.5 0.5 3.0 1.5
Intersection Summary
HCM 6th Ctrl Delay 37.1
HCM 6th LOS D
105: Long Lake Way & Chinden Blvd
Year 2017 Existing PM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 16 628 52 86 904 35 49 3 85 35 6
Future Volume (vph) 16 628 52 86 904 35 49 3 85 35 6
Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm Perm NA
Protected Phases 1 6 5 2 8 4
Permitted Phases 6 6 2 2 8 8 4
Detector Phase 1 6 6 5 2 2 8 8 8 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0
Minimum Split (s) 10.0 16.0 16.0 10.0 16.0 16.0 15.0 15.0 15.0 15.0 15.0
Total Split (s) 20.0 95.0 95.0 20.0 95.0 95.0 25.0 25.0 25.0 25.0 25.0
Total Split (%) 14.3% 67.9% 67.9% 14.3% 67.9% 67.9% 17.9% 17.9% 17.9% 17.9% 17.9%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None
Act Effct Green (s) 113.1 107.1 107.1 117.3 113.7 113.7 11.2 11.2 11.2 11.2 11.2
Actuated g/C Ratio 0.81 0.76 0.76 0.84 0.81 0.81 0.08 0.08 0.08 0.08 0.08
v/c Ratio 0.04 0.48 0.05 0.15 0.64 0.03 0.48 0.02 0.44 0.34 0.14
Control Delay 1.4 4.3 0.3 3.7 18.6 1.7 76.1 58.0 18.3 69.3 33.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 1.4 4.3 0.3 3.7 18.6 1.7 76.1 58.0 18.3 69.3 33.7
LOS A A A A B A E E B E C
Approach Delay 4.0 16.7 39.9 56.6
Approach LOS A B D E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 70
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.64
Intersection Signal Delay: 14.9 Intersection LOS: B
Intersection Capacity Utilization 77.3% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 105: Long Lake Way & Chinden Blvd
105: Long Lake Way & Chinden Blvd
Year 2017 Existing PM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 16 628 52 86 904 35 49 3 85 35 6 14
Future Volume (veh/h) 16 628 52 86 904 35 49 3 85 35 6 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1800 1800 1800 1800 1800 1800 1786 1758 1800 1800
Adj Flow Rate, veh/h 16 647 54 89 932 36 51 3 88 36 6 14
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 0 1 0 0 0 0 0 0 1 3 0 0
Cap, veh/h 421 1391 1188 605 1434 1215 137 131 110 143 35 81
Arrive On Green 0.02 0.78 0.78 0.03 0.80 0.80 0.07 0.07 0.07 0.07 0.07 0.07
Sat Flow, veh/h 1714 1786 1525 1714 1800 1525 1414 1800 1514 1295 480 1119
Grp Volume(v), veh/h 16 647 54 89 932 36 51 3 88 36 0 20
Grp Sat Flow(s),veh/h/ln 1714 1786 1525 1714 1800 1525 1414 1800 1514 1295 0 1599
Q Serve(g_s), s 0.3 17.6 1.1 1.4 30.6 0.7 4.9 0.2 8.0 3.7 0.0 1.6
Cycle Q Clear(g_c), s 0.3 17.6 1.1 1.4 30.6 0.7 6.6 0.2 8.0 3.9 0.0 1.6
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.70
Lane Grp Cap(c), veh/h 421 1391 1188 605 1434 1215 137 131 110 143 0 116
V/C Ratio(X) 0.04 0.47 0.05 0.15 0.65 0.03 0.37 0.02 0.80 0.25 0.00 0.17
Avail Cap(c_a), veh/h 576 1391 1188 729 1434 1215 237 257 216 234 0 228
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 5.9 5.4 3.6 3.8 6.0 3.0 64.1 60.3 63.9 62.1 0.0 61.0
Incr Delay (d2), s/veh 0.0 1.1 0.1 0.0 2.3 0.0 0.6 0.0 5.0 0.3 0.0 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 5.1 0.3 0.3 8.4 0.2 1.8 0.1 3.3 1.2 0.0 0.7
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 5.9 6.5 3.6 3.9 8.3 3.0 64.7 60.3 69.0 62.5 0.0 61.2
LnGrp LOS A A A A A A E E E E A E
Approach Vol, veh/h 717 1057 142 56
Approach Delay, s/veh 6.3 7.7 67.2 62.0
Approach LOS A A E E
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 7.3 117.5 15.2 9.8 115.0 15.2
Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0
Max Green Setting (Gmax), s 15.0 89.0 20.0 15.0 89.0 20.0
Max Q Clear Time (g_c+I1), s 2.3 32.6 5.9 3.4 19.6 10.0
Green Ext Time (p_c), s 0.0 12.8 0.1 0.1 7.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 13.0
HCM 6th LOS B
106: Linder Rd & Chinden Blvd
Year 2017 Existing PM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 10
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 230 468 93 220 696 118 103 385 106 159 398 264
Future Volume (vph) 230 468 93 220 696 118 103 385 106 159 398 264
Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 17.0 17.0 11.0 17.0 17.0 11.0 12.0 12.0 11.0 12.0 12.0
Total Split (s) 20.0 59.0 59.0 20.0 59.0 59.0 15.0 46.0 46.0 15.0 46.0 46.0
Total Split (%) 14.3% 42.1% 42.1% 14.3% 42.1% 42.1% 10.7% 32.9% 32.9% 10.7% 32.9% 32.9%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None None
Act Effct Green (s) 82.6 62.1 62.1 68.3 53.9 53.9 10.0 21.5 21.5 17.0 28.5 28.5
Actuated g/C Ratio 0.59 0.44 0.44 0.49 0.38 0.38 0.07 0.15 0.15 0.12 0.20 0.20
v/c Ratio 0.67 0.50 0.13 0.58 0.77 0.19 0.65 0.76 0.33 0.65 0.59 0.52
Control Delay 42.9 39.9 7.2 21.1 45.0 5.1 81.4 66.6 8.1 71.3 54.9 9.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 42.9 39.9 7.2 21.1 45.0 5.1 81.4 66.6 8.1 71.3 54.9 9.1
LOS D D A C D A F E A E D A
Approach Delay 36.9 35.4 58.7 43.3
Approach LOS D D E D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 80
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.77
Intersection Signal Delay: 42.0 Intersection LOS: D
Intersection Capacity Utilization 71.4% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2017 Existing PM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 11
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 230 468 93 220 696 118 103 385 106 159 398 264
Future Volume (veh/h) 230 468 93 220 696 118 103 385 106 159 398 264
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1800 1786 1800 1786 1800 1786 1758 1786 1800 1772
Adj Flow Rate, veh/h 237 482 96 227 718 122 106 397 109 164 410 272
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 0 2 0 1 0 1 0 1 3 1 0 2
Cap, veh/h 358 1026 712 462 1119 702 135 675 296 136 698 307
Arrive On Green 0.09 0.47 0.47 0.08 0.46 0.46 0.06 0.20 0.20 0.06 0.20 0.20
Sat Flow, veh/h 1714 2197 1525 1701 2412 1514 2297 3393 1490 2109 3420 1502
Grp Volume(v), veh/h 237 482 96 227 718 122 106 397 109 164 410 272
Grp Sat Flow(s),veh/h/ln 1714 1099 1525 1701 1206 1514 1149 1697 1490 1055 1710 1502
Q Serve(g_s), s 10.1 21.0 5.0 9.7 31.8 6.6 6.4 14.9 8.9 9.0 15.2 24.6
Cycle Q Clear(g_c), s 10.1 21.0 5.0 9.7 31.8 6.6 6.4 14.9 8.9 9.0 15.2 24.6
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 358 1026 712 462 1119 702 135 675 296 136 698 307
V/C Ratio(X) 0.66 0.47 0.13 0.49 0.64 0.17 0.78 0.59 0.37 1.21 0.59 0.89
Avail Cap(c_a), veh/h 380 1026 712 488 1119 702 148 945 415 136 953 418
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 22.0 25.5 21.2 18.6 28.6 21.9 65.0 50.9 48.5 65.5 50.4 54.1
Incr Delay (d2), s/veh 3.9 1.5 0.4 0.3 2.8 0.5 19.3 0.3 0.3 144.4 0.3 13.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.1 5.4 1.9 3.6 9.1 2.4 2.2 6.3 3.3 5.1 6.6 10.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 25.9 27.0 21.6 18.9 31.5 22.4 84.3 51.2 48.8 209.9 50.7 67.2
LnGrp LOS C C C B C C F D D F D E
Approach Vol, veh/h 815 1067 612 846
Approach Delay, s/veh 26.1 27.7 56.5 86.8
Approach LOS C C E F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 18.2 72.0 14.2 35.6 17.8 72.4 15.0 34.8
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 14.0 52.0 9.0 39.0 14.0 52.0 9.0 39.0
Max Q Clear Time (g_c+I1), s 12.1 33.8 8.4 26.6 11.7 23.0 11.0 16.9
Green Ext Time (p_c), s 0.1 2.7 0.0 1.9 0.1 1.9 0.0 1.7
Intersection Summary
HCM 6th Ctrl Delay 47.6
HCM 6th LOS D
107: Ten Mile Rd & Lost Rapids Dr
Year 2017 Existing PM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 12
Intersection
Int Delay, s/veh 1.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 2 3 24 24 2 3 18 583 38 9 437 4
Future Vol, veh/h 2 3 24 24 2 3 18 583 38 9 437 4
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - 0 - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 98 98 98 98 98 98 98 98 98 98 98 98
Heavy Vehicles, % 0 0 0 0 0 0 0 0 0 0 2 0
Mvmt Flow 2 3 24 24 2 3 18 595 39 9 446 4
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1119 1136 448 1131 1119 615 450 0 0 634 0 0
Stage 1 466 466 - 651 651 - - - - - - -
Stage 2 653 670 - 480 468 - - - - - - -
Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.1 - - 4.1 - -
Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.5 - - - - - - -
Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.5 - - - - - - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.2 - - 2.2 - -
Pot Cap-1 Maneuver 186 204 615 182 209 495 1121 - - 959 - -
Stage 1 581 566 - 461 468 - - - - - - -
Stage 2 460 459 - 571 565 - - - - - - -
Platoon blocked, %- - - -
Mov Cap-1 Maneuver 178 196 615 168 201 495 1121 - - 959 - -
Mov Cap-2 Maneuver 178 196 - 168 201 - - - - - - -
Stage 1 566 559 - 449 456 - - - - - - -
Stage 2 444 448 - 538 558 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 13.4 28.4 0.2 0.2
HCM LOS B D
Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1 SBL SBT SBR
Capacity (veh/h) 1121 - - 188 615 183 959 - -
HCM Lane V/C Ratio 0.016 - - 0.027 0.04 0.162 0.01 - -
HCM Control Delay (s) 8.3 0 - 24.7 11.1 28.4 8.8 0 -
HCM Lane LOS A A - C B D A A -
HCM 95th %tile Q(veh) 0.1 - - 0.1 0.1 0.6 0 - -
108: Ten Mile Rd & McMillan Rd
Year 2017 Existing PM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 13
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 29 134 36 170 263 53 155 524 174 120 459 24
Future Volume (vph) 29 134 36 170 263 53 155 524 174 120 459 24
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0
Minimum Split (s) 10.0 35.0 35.0 10.0 36.0 36.0 10.0 29.0 29.0 10.0 29.0 29.0
Total Split (s) 10.0 41.0 41.0 11.0 42.0 42.0 18.0 34.0 34.0 14.0 30.0 30.0
Total Split (%) 10.0% 41.0% 41.0% 11.0% 42.0% 42.0% 18.0% 34.0% 34.0% 14.0% 30.0% 30.0%
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None None None Min Min None Min Min
Act Effct Green (s) 20.1 14.9 14.9 24.9 22.9 22.9 32.9 25.9 25.9 29.9 22.3 22.3
Actuated g/C Ratio 0.28 0.21 0.21 0.34 0.32 0.32 0.45 0.36 0.36 0.41 0.31 0.31
v/c Ratio 0.09 0.38 0.09 0.45 0.48 0.10 0.47 0.64 0.29 0.40 0.64 0.04
Control Delay 17.4 29.0 0.4 22.6 26.4 0.3 15.9 25.6 8.4 15.2 27.4 0.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 17.4 29.0 0.4 22.6 26.4 0.3 15.9 25.6 8.4 15.2 27.4 0.2
LOS B C A C C A B C A B C A
Approach Delay 22.1 22.2 20.4 23.9
Approach LOS C C C C
Intersection Summary
Cycle Length: 100
Actuated Cycle Length: 72.5
Natural Cycle: 85
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.64
Intersection Signal Delay: 21.9 Intersection LOS: C
Intersection Capacity Utilization 57.9% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 108: Ten Mile Rd & McMillan Rd
108: Ten Mile Rd & McMillan Rd
Year 2017 Existing PM Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 14
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 29 134 36 170 263 53 155 524 174 120 459 24
Future Volume (veh/h) 29 134 36 170 263 53 155 524 174 120 459 24
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1800 1800 1800 1800 1800 1786 1786 1786 1800 1786 1800
Adj Flow Rate, veh/h 30 140 38 177 274 55 161 546 181 125 478 25
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 0 0 0 0 0 1 1 1 0 1 0
Cap, veh/h 285 304 258 416 427 362 394 762 482 334 728 457
Arrive On Green 0.03 0.17 0.17 0.10 0.24 0.24 0.09 0.32 0.32 0.07 0.30 0.30
Sat Flow, veh/h 1714 1800 1525 1714 1800 1525 1701 2393 1514 1714 2429 1525
Grp Volume(v), veh/h 30 140 38 177 274 55 161 546 181 125 478 25
Grp Sat Flow(s),veh/h/ln 1714 1800 1525 1714 1800 1525 1701 1197 1514 1714 1214 1525
Q Serve(g_s), s 0.8 4.1 1.3 4.9 8.1 1.7 3.8 11.9 5.5 2.9 10.2 0.7
Cycle Q Clear(g_c), s 0.8 4.1 1.3 4.9 8.1 1.7 3.8 11.9 5.5 2.9 10.2 0.7
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 285 304 258 416 427 362 394 762 482 334 728 457
V/C Ratio(X) 0.11 0.46 0.15 0.42 0.64 0.15 0.41 0.72 0.38 0.37 0.66 0.05
Avail Cap(c_a), veh/h 374 1095 928 416 1125 953 611 1172 741 469 1026 644
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 19.3 22.2 21.0 17.0 20.3 17.9 13.2 17.8 15.6 13.7 18.1 14.8
Incr Delay (d2), s/veh 0.1 1.5 0.4 0.3 2.3 0.3 0.3 1.8 0.7 0.3 1.4 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 1.7 0.4 1.7 3.2 0.6 1.2 3.0 1.7 1.0 2.6 0.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 19.4 23.7 21.3 17.3 22.6 18.1 13.4 19.6 16.3 14.0 19.5 14.8
LnGrp LOS B C C B C B B B B B B B
Approach Vol, veh/h 208 506 888 628
Approach Delay, s/veh 22.7 20.2 17.8 18.2
Approach LOS C C B B
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 6.9 19.1 10.5 22.7 11.0 15.0 9.4 23.8
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 5.0 37.0 13.0 25.0 6.0 36.0 9.0 29.0
Max Q Clear Time (g_c+I1), s 2.8 10.1 5.8 12.2 6.9 6.1 4.9 13.9
Green Ext Time (p_c), s 0.0 2.5 0.1 3.3 0.0 1.2 0.1 4.9
Intersection Summary
HCM 6th Ctrl Delay 18.9
HCM 6th LOS B
101: SH 16 & Chinden Blvd
Year 2017 Existing SAT Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT EBR WBT WBR NBT SBL SBR
Lane Configurations
Traffic Volume (vph) 218 532 20 382 213 0 268 273
Future Volume (vph) 218 532 20 382 213 0 268 273
Turn Type Prot NA Perm NA Perm NA Perm Prot
Protected Phases 1 6 2 4 8
Permitted Phases 6 2 8
Detector Phase 1 6 6 2 2 4 8 8
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 13.5 19.0 19.0 43.0 43.0 12.0 22.5 22.5
Total Split (s) 23.0 69.0 69.0 46.0 46.0 12.0 39.0 39.0
Total Split (%) 19.2% 57.5% 57.5% 38.3% 38.3% 10.0% 32.5% 32.5%
Yellow Time (s) 4.0 5.0 5.0 5.0 5.0 5.0 3.5 3.5
All-Red Time (s) 4.5 2.0 2.0 1.0 1.0 2.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 8.5 7.0 7.0 6.0 6.0 7.0 4.5 4.5
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min Min Min None None None
Act Effct Green (s) 10.3 40.0 40.0 21.6 21.6 5.4 19.5 19.5
Actuated g/C Ratio 0.14 0.54 0.54 0.29 0.29 0.07 0.26 0.26
v/c Ratio 0.51 0.49 0.02 0.61 0.37 0.02 0.66 0.29
Control Delay 37.6 13.7 0.1 28.4 5.7 0.1 34.4 0.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 37.6 13.7 0.1 28.4 5.7 0.1 34.4 0.7
LOS D B A C A A C A
Approach Delay 20.1 20.3 0.1
Approach LOS C C A
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 73.6
Natural Cycle: 95
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.66
Intersection Signal Delay: 19.3 Intersection LOS: B
Intersection Capacity Utilization 48.3% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 101: SH 16 & Chinden Blvd
101: SH 16 & Chinden Blvd
Year 2017 Existing SAT Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 218 532 20 0 382 213 0 0 8 268 0 273
Future Volume (veh/h) 218 532 20 0 382 213 0 0 8 268 0 273
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1800 0 1786 1800 1800 1800 1800 1800 1800 1786
Adj Flow Rate, veh/h 232 566 0 0 406 227 0 0 9 285 0 290
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 1 1 0 0 1 0 0 0 0 0 0 1
Cap, veh/h 342 1115 0 621 415 0 0 368 651 435 468
Arrive On Green 0.10 0.52 0.00 0.00 0.27 0.27 0.00 0.00 0.24 0.24 0.00 0.24
Sat Flow, veh/h 3300 2143 1525 0 2929 1525 0 0 1525 1714 1800 1937
Grp Volume(v), veh/h 232 566 0 0 406 227 0 0 9 285 0 290
Grp Sat Flow(s),veh/h/ln 1650 1072 1525 0 1143 1525 0 0 1525 857 1800 969
Q Serve(g_s), s 4.0 10.1 0.0 0.0 9.2 7.5 0.0 0.0 0.3 8.9 0.0 7.8
Cycle Q Clear(g_c), s 4.0 10.1 0.0 0.0 9.2 7.5 0.0 0.0 0.3 9.2 0.0 7.8
Prop In Lane 1.00 1.00 0.00 1.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 342 1115 0 621 415 0 0 368 651 435 468
V/C Ratio(X) 0.68 0.51 0.00 0.65 0.55 0.00 0.00 0.02 0.44 0.00 0.62
Avail Cap(c_a), veh/h 815 2262 0 1557 1039 0 0 368 1244 1057 1138
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 25.4 9.2 0.0 0.0 18.9 18.3 0.0 0.0 17.0 20.5 0.0 19.9
Incr Delay (d2), s/veh 0.9 0.5 0.0 0.0 1.7 1.6 0.0 0.0 0.0 0.5 0.0 1.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.4 1.5 0.0 0.0 2.1 2.3 0.0 0.0 0.1 1.5 0.0 1.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 26.3 9.7 0.0 0.0 20.6 19.9 0.0 0.0 17.0 21.0 0.0 21.2
LnGrp LOS C A A C B A A B C A C
Approach Vol, veh/h 798 A 633 9 575
Approach Delay, s/veh 14.5 20.3 17.0 21.1
Approach LOS B C B C
Timer - Assigned Phs 1 2 4 6 8
Phs Duration (G+Y+Rc), s 14.6 23.0 21.2 37.6 21.2
Change Period (Y+Rc), s 8.5 * 7 7.0 7.0 * 7
Max Green Setting (Gmax), s 14.5 * 40 5.0 62.0 * 35
Max Q Clear Time (g_c+I1), s 6.0 11.2 2.3 12.1 11.2
Green Ext Time (p_c), s 0.2 4.7 0.0 5.4 3.0
Intersection Summary
HCM 6th Ctrl Delay 18.2
HCM 6th LOS B
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.
102: Black Cat Rd & Chinden Blvd
Year 2017 Existing SAT Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Intersection
Int Delay, s/veh 5.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 2 741 46 49 667 2 42 4 35 2 4 2
Future Vol, veh/h 2 741 46 49 667 2 42 4 35 2 4 2
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 105 - - 105 - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95
Heavy Vehicles, % 0 2 0 2 2 0 2 0 3 0 0 0
Mvmt Flow 2 780 48 52 702 2 44 4 37 2 4 2
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 704 0 0 828 0 0 1618 1616 804 1636 1639 703
Stage 1 - - - - - - 808 808 - 807 807 -
Stage 2 - - - - - - 810 808 - 829 832 -
Critical Hdwy 4.1 - - 4.12 - - 7.12 6.5 6.23 7.1 6.5 6.2
Critical Hdwy Stg 1 - - - - - - 6.12 5.5 - 6.1 5.5 -
Critical Hdwy Stg 2 - - - - - - 6.12 5.5 - 6.1 5.5 -
Follow-up Hdwy 2.2 - - 2.218 - - 3.518 4 3.327 3.5 4 3.3
Pot Cap-1 Maneuver 903 - - 803 - - 83 105 381 82 101 441
Stage 1 - - - - - - 375 397 - 378 397 -
Stage 2 - - - - - - 374 397 - 368 387 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 903 - - 803 - - 76 98 381 68 94 441
Mov Cap-2 Maneuver - - - - - - 76 98 - 68 94 -
Stage 1 - - - - - - 374 396 - 377 371 -
Stage 2 - - - - - - 344 371 - 328 386 -
Approach EB WB NB SB
HCM Control Delay, s 0 0.7 90.6 42.3
HCM LOS F E
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 118 903 - - 803 - - 105
HCM Lane V/C Ratio 0.723 0.002 - - 0.064 - - 0.08
HCM Control Delay (s) 90.6 9 - - 9.8 - - 42.3
HCM Lane LOS F A - - A - - E
HCM 95th %tile Q(veh) 4 0 - - 0.2 - - 0.3
103: Tree Farm Way & Chinden Blvd
Year 2017 Existing SAT Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Lane Group EBL EBT EBR WBL WBT WBR NBT SBL SBT Ø3
Lane Configurations
Traffic Volume (vph) 10 765 3 12 694 87 3 59 3
Future Volume (vph) 10 765 3 12 694 87 3 59 3
Turn Type pm+pt NA Perm pm+pt NA Perm NA pm+pt NA
Protected Phases 1 6 5 2 8 7 4 3
Permitted Phases 6 6 2 2 4
Detector Phase 1 6 6 5 2 2 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 10.0 5.0 10.0 5.0
Minimum Split (s) 11.0 22.0 22.0 11.0 22.0 22.0 16.0 11.0 16.0 11.0
Total Split (s) 11.0 101.0 101.0 11.0 101.0 101.0 16.0 12.0 17.0 11.0
Total Split (%) 7.9% 72.1% 72.1% 7.9% 72.1% 72.1% 11.4% 8.6% 12.1% 8%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lead Lag Lead
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Max Max None Min Min None None None None
Act Effct Green (s) 100.8 99.5 99.5 101.9 101.5 101.5 10.1 13.3 14.4
Actuated g/C Ratio 0.80 0.79 0.79 0.81 0.81 0.81 0.08 0.11 0.11
v/c Ratio 0.02 0.57 0.00 0.03 0.50 0.07 0.09 0.45 0.14
Control Delay 4.0 10.6 0.0 3.9 8.2 0.7 36.6 62.4 21.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 4.0 10.6 0.0 3.9 8.2 0.7 36.6 62.4 21.4
LOS A B A A A A D E C
Approach Delay 10.5 7.3 36.6 49.5
Approach LOS B A D D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 126
Natural Cycle: 80
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.57
Intersection Signal Delay: 11.2 Intersection LOS: B
Intersection Capacity Utilization 63.5% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 103: Tree Farm Way & Chinden Blvd
103: Tree Farm Way & Chinden Blvd
Year 2017 Existing SAT Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 10 765 3 12 694 87 0 3 9 59 3 24
Future Volume (veh/h) 10 765 3 12 694 87 0 3 9 59 3 24
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1660 1772 1800 1800 1772 1786 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 10 789 3 12 715 90 0 3 9 61 3 25
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 10 2 0 0 2 1 0 0 0 0 0 0
Cap, veh/h 389 1240 1068 396 1244 1062 136 23 69 199 24 201
Arrive On Green 0.01 0.70 0.70 0.01 0.70 0.70 0.00 0.06 0.06 0.04 0.15 0.15
Sat Flow, veh/h 1581 1772 1525 1714 1772 1514 1714 396 1189 1714 166 1385
Grp Volume(v), veh/h 10 789 3 12 715 90 0 0 12 61 0 28
Grp Sat Flow(s),veh/h/ln 1581 1772 1525 1714 1772 1514 1714 0 1586 1714 0 1551
Q Serve(g_s), s 0.2 32.3 0.1 0.3 27.1 2.5 0.0 0.0 1.0 4.4 0.0 2.1
Cycle Q Clear(g_c), s 0.2 32.3 0.1 0.3 27.1 2.5 0.0 0.0 1.0 4.4 0.0 2.1
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.75 1.00 0.89
Lane Grp Cap(c), veh/h 389 1240 1068 396 1244 1062 136 0 92 199 0 225
V/C Ratio(X) 0.03 0.64 0.00 0.03 0.57 0.08 0.00 0.00 0.13 0.31 0.00 0.12
Avail Cap(c_a), veh/h 429 1240 1068 437 1244 1062 198 0 118 202 0 225
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 8.3 10.9 6.1 9.5 10.0 6.3 0.0 0.0 60.1 54.5 0.0 50.0
Incr Delay (d2), s/veh 0.0 2.5 0.0 0.0 0.4 0.0 0.0 0.0 0.2 0.3 0.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 11.1 0.0 0.1 8.7 0.8 0.0 0.0 0.4 1.9 0.0 0.8
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 8.4 13.4 6.1 9.5 10.4 6.4 0.0 0.0 60.3 54.8 0.0 50.2
LnGrp LOS A B A A B A A A E D A D
Approach Vol, veh/h 802 817 12 89
Approach Delay, s/veh 13.3 10.0 60.3 53.4
Approach LOS B A E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 7.6 101.2 0.0 25.5 7.8 101.0 11.7 13.8
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 5.0 94.0 5.0 11.0 5.0 94.0 6.0 10.0
Max Q Clear Time (g_c+I1), s 2.2 29.1 0.0 4.1 2.3 34.3 6.4 3.0
Green Ext Time (p_c), s 0.0 1.9 0.0 0.0 0.0 2.1 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 14.1
HCM 6th LOS B
104: Ten Mile Rd & Chinden Blvd
Year 2017 Existing SAT Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 555 277 181 554 236 188
Future Volume (vph) 555 277 181 554 236 188
Turn Type NA Perm pm+pt NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 2 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 5.0 10.0 5.0 5.0
Minimum Split (s) 35.0 35.0 11.0 17.0 11.0 11.0
Total Split (s) 70.0 70.0 16.0 86.0 34.0 16.0
Total Split (%) 58.3% 58.3% 13.3% 71.7% 28.3% 13.3%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode Min Min None Min None None
Act Effct Green (s) 32.6 32.6 49.9 48.9 17.0 33.3
Actuated g/C Ratio 0.41 0.41 0.63 0.62 0.21 0.42
v/c Ratio 0.79 0.38 0.46 0.52 0.67 0.26
Control Delay 29.5 5.2 10.5 11.1 40.4 4.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 29.5 5.2 10.5 11.1 40.4 4.0
LOS C A B B D A
Approach Delay 21.4 10.9 24.2
Approach LOS C B C
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 79.5
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.79
Intersection Signal Delay: 18.2 Intersection LOS: B
Intersection Capacity Utilization 71.1% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2017 Existing SAT Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 555 277 181 554 236 188
Future Volume (veh/h) 555 277 181 554 236 188
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1772 1758 1800 1786 1800 1800
Adj Flow Rate, veh/h 572 286 187 571 243 194
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 2 3 0 1 0 0
Cap, veh/h 705 593 351 1055 324 427
Arrive On Green 0.40 0.40 0.09 0.59 0.19 0.19
Sat Flow, veh/h 1772 1490 1714 1786 1714 1525
Grp Volume(v), veh/h 572 286 187 571 243 194
Grp Sat Flow(s),veh/h/ln 1772 1490 1714 1786 1714 1525
Q Serve(g_s), s 16.9 8.4 3.4 11.3 7.9 6.2
Cycle Q Clear(g_c), s 16.9 8.4 3.4 11.3 7.9 6.2
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 705 593 351 1055 324 427
V/C Ratio(X) 0.81 0.48 0.53 0.54 0.75 0.45
Avail Cap(c_a), veh/h 1893 1592 485 2393 814 863
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 15.8 13.2 11.8 7.3 22.6 17.5
Incr Delay (d2), s/veh 2.3 0.6 1.3 0.4 3.5 0.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 5.4 2.2 0.9 2.4 3.1 2.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 18.1 13.8 13.0 7.7 26.1 18.3
LnGrp LOS B B B A C B
Approach Vol, veh/h 858 758 437
Approach Delay, s/veh 16.7 9.0 22.6
Approach LOS B A C
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 41.8 11.4 30.5 17.1
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 79.0 10.0 63.0 28.0
Max Q Clear Time (g_c+I1), s 13.3 5.4 18.9 9.9
Green Ext Time (p_c), s 3.5 0.2 4.5 1.3
Intersection Summary
HCM 6th Ctrl Delay 15.1
HCM 6th LOS B
105: Long Lake Way & Chinden Blvd
Year 2017 Existing SAT Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 16 712 18 53 695 34 14 6 41 31 3
Future Volume (vph) 16 712 18 53 695 34 14 6 41 31 3
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0
Minimum Split (s) 10.0 16.0 16.0 10.0 16.0 16.0 10.0 15.0 15.0 10.0 15.0
Total Split (s) 10.0 85.0 85.0 10.0 85.0 85.0 10.0 15.0 15.0 10.0 15.0
Total Split (%) 8.3% 70.8% 70.8% 8.3% 70.8% 70.8% 8.3% 12.5% 12.5% 8.3% 12.5%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min Min None None None None None
Act Effct Green (s) 50.6 51.3 51.3 52.2 54.7 54.7 10.7 11.9 11.9 12.3 15.2
Actuated g/C Ratio 0.72 0.73 0.73 0.74 0.77 0.77 0.15 0.17 0.17 0.17 0.21
v/c Ratio 0.04 0.58 0.02 0.13 0.53 0.03 0.06 0.02 0.12 0.14 0.09
Control Delay 5.2 14.8 0.0 5.5 10.6 0.1 30.4 38.3 0.7 30.7 16.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 5.2 14.8 0.0 5.5 10.6 0.1 30.4 38.3 0.7 30.7 16.0
LOS A B A A B A C D A C B
Approach Delay 14.2 9.8 11.2 23.2
Approach LOS B A B C
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 70.7
Natural Cycle: 75
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.58
Intersection Signal Delay: 12.4 Intersection LOS: B
Intersection Capacity Utilization 65.4% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 105: Long Lake Way & Chinden Blvd
105: Long Lake Way & Chinden Blvd
Year 2017 Existing SAT Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 16 712 18 53 695 34 14 6 41 31 3 29
Future Volume (veh/h) 16 712 18 53 695 34 14 6 41 31 3 29
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1800 1800 1786 1800 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 17 749 19 56 732 36 15 6 43 33 3 31
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 0 2 0 0 1 0 0 0 0 0 0 0
Cap, veh/h 284 898 773 284 953 814 293 216 183 319 18 191
Arrive On Green 0.02 0.51 0.51 0.05 0.53 0.53 0.02 0.12 0.12 0.03 0.14 0.14
Sat Flow, veh/h 1714 1772 1525 1714 1786 1525 1714 1800 1525 1714 136 1410
Grp Volume(v), veh/h 17 749 19 56 732 36 15 6 43 33 0 34
Grp Sat Flow(s),veh/h/ln 1714 1772 1525 1714 1786 1525 1714 1800 1525 1714 0 1546
Q Serve(g_s), s 0.3 25.9 0.4 1.1 23.2 0.8 0.5 0.2 1.8 1.2 0.0 1.4
Cycle Q Clear(g_c), s 0.3 25.9 0.4 1.1 23.2 0.8 0.5 0.2 1.8 1.2 0.0 1.4
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91
Lane Grp Cap(c), veh/h 284 898 773 284 953 814 293 216 183 319 0 209
V/C Ratio(X) 0.06 0.83 0.02 0.20 0.77 0.04 0.05 0.03 0.24 0.10 0.00 0.16
Avail Cap(c_a), veh/h 369 1954 1682 324 1970 1682 382 251 213 381 0 216
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 11.3 15.1 8.8 12.5 13.2 8.0 26.9 27.8 28.6 26.2 0.0 27.4
Incr Delay (d2), s/veh 0.0 3.0 0.0 0.1 1.9 0.0 0.0 0.0 0.2 0.1 0.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 8.3 0.1 0.3 7.0 0.2 0.2 0.1 0.7 0.5 0.0 0.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 11.4 18.1 8.8 12.6 15.1 8.0 26.9 27.9 28.8 26.2 0.0 27.5
LnGrp LOS B B A B B A C C C C A C
Approach Vol, veh/h 785 824 64 67
Approach Delay, s/veh 17.7 14.6 28.3 26.9
Approach LOS B B C C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 6.4 44.2 6.3 14.7 8.4 42.3 7.4 13.6
Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 5.0 6.0 5.0 5.0
Max Green Setting (Gmax), s 5.0 79.0 5.0 10.0 5.0 79.0 5.0 10.0
Max Q Clear Time (g_c+I1), s 2.3 25.2 2.5 3.4 3.1 27.9 3.2 3.8
Green Ext Time (p_c), s 0.0 8.2 0.0 0.0 0.0 8.4 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 17.0
HCM 6th LOS B
106: Linder Rd & Chinden Blvd
Year 2017 Existing SAT Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 10
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 249 462 51 213 528 122 57 375 137 106 244 178
Future Volume (vph) 249 462 51 213 528 122 57 375 137 106 244 178
Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 17.0 17.0 11.0 17.0 17.0 11.0 12.0 12.0 11.0 12.0 12.0
Total Split (s) 26.0 50.0 50.0 21.0 45.0 45.0 11.0 35.0 35.0 14.0 38.0 38.0
Total Split (%) 21.7% 41.7% 41.7% 17.5% 37.5% 37.5% 9.2% 29.2% 29.2% 11.7% 31.7% 31.7%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min Min None None None None None None
Act Effct Green (s) 43.6 28.2 28.2 38.8 25.8 25.8 5.2 19.5 19.5 7.2 24.6 24.6
Actuated g/C Ratio 0.46 0.30 0.30 0.41 0.27 0.27 0.06 0.21 0.21 0.08 0.26 0.26
v/c Ratio 0.73 0.73 0.10 0.65 0.81 0.24 0.34 0.77 0.33 0.43 0.44 0.35
Control Delay 29.2 37.3 0.4 24.0 43.3 4.8 54.7 47.3 8.2 52.0 34.8 7.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 29.2 37.3 0.4 24.0 43.3 4.8 54.7 47.3 8.2 52.0 34.8 7.0
LOS C D A C D A D D A D C A
Approach Delay 32.2 33.1 38.6 28.9
Approach LOS C C D C
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 93.9
Natural Cycle: 70
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.81
Intersection Signal Delay: 33.2 Intersection LOS: C
Intersection Capacity Utilization 66.7% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2017 Existing SAT Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 11
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 249 462 51 213 528 122 57 375 137 106 244 178
Future Volume (veh/h) 249 462 51 213 528 122 57 375 137 106 244 178
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1772 1800 1786 1786 1744 1786 1800 1800 1786 1800
Adj Flow Rate, veh/h 259 481 53 222 550 127 59 391 143 110 254 185
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 2 2 0 1 1 4 1 0 0 1 0
Cap, veh/h 373 624 427 372 652 401 151 488 302 196 466 321
Arrive On Green 0.14 0.28 0.28 0.12 0.26 0.26 0.05 0.20 0.20 0.06 0.21 0.21
Sat Flow, veh/h 1714 2197 1502 1714 2465 1514 3222 2465 1525 3326 2215 1525
Grp Volume(v), veh/h 259 481 53 222 550 127 59 391 143 110 254 185
Grp Sat Flow(s),veh/h/ln 1714 1099 1502 1714 1232 1514 1611 1232 1525 1663 1107 1525
Q Serve(g_s), s 8.1 15.3 2.0 7.0 16.1 5.1 1.4 11.6 6.3 2.5 7.8 8.3
Cycle Q Clear(g_c), s 8.1 15.3 2.0 7.0 16.1 5.1 1.4 11.6 6.3 2.5 7.8 8.3
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 373 624 427 372 652 401 151 488 302 196 466 321
V/C Ratio(X) 0.70 0.77 0.12 0.60 0.84 0.32 0.39 0.80 0.47 0.56 0.55 0.58
Avail Cap(c_a), veh/h 584 1236 845 504 1225 752 211 903 559 348 898 619
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 18.4 25.1 20.3 18.4 26.6 22.6 35.4 29.2 27.1 35.0 26.9 27.1
Incr Delay (d2), s/veh 2.3 0.8 0.0 0.6 1.2 0.2 0.6 1.2 0.4 0.9 0.4 0.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.9 3.5 0.7 2.4 4.2 1.7 0.5 3.3 2.2 1.0 2.0 2.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 20.7 25.8 20.4 18.9 27.8 22.7 36.0 30.4 27.6 35.9 27.3 27.7
LnGrp LOS C C C B C C D C C D C C
Approach Vol, veh/h 793 899 593 549
Approach Delay, s/veh 23.8 24.9 30.3 29.2
Approach LOS C C C C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 16.6 27.2 9.6 23.1 15.1 28.7 10.5 22.1
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 20.0 38.0 5.0 31.0 15.0 43.0 8.0 28.0
Max Q Clear Time (g_c+I1), s 10.1 18.1 3.4 10.3 9.0 17.3 4.5 13.6
Green Ext Time (p_c), s 0.5 2.1 0.0 1.3 0.1 1.8 0.0 1.6
Intersection Summary
HCM 6th Ctrl Delay 26.5
HCM 6th LOS C
107: Ten Mile Rd & Lost Rapids Dr
Year 2017 Existing SAT Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 12
Intersection
Int Delay, s/veh 1.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 3 0 32 20 2 6 15 416 20 0 457 2
Future Vol, veh/h 3 0 32 20 2 6 15 416 20 0 457 2
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - 0 - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 0 0 0 0 2 0 0 2 0
Mvmt Flow 3 0 34 22 2 6 16 447 22 0 491 2
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 986 993 492 999 983 458 493 0 0 469 0 0
Stage 1 492 492 - 490 490 - - - - - - -
Stage 2 494 501 - 509 493 - - - - - - -
Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.1 - - 4.1 - -
Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.5 - - - - - - -
Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.5 - - - - - - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.2 - - 2.2 - -
Pot Cap-1 Maneuver 229 247 581 224 251 607 1081 - - 1103 - -
Stage 1 562 551 - 564 552 - - - - - - -
Stage 2 561 546 - 550 550 - - - - - - -
Platoon blocked, %- - - -
Mov Cap-1 Maneuver 222 242 581 207 246 607 1081 - - 1103 - -
Mov Cap-2 Maneuver 222 242 - 207 246 - - - - - - -
Stage 1 551 551 - 553 541 - - - - - - -
Stage 2 542 535 - 517 550 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 12.4 21.8 0.3 0
HCM LOS B C
Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1 SBL SBT SBR
Capacity (veh/h) 1081 - - 222 581 244 1103 - -
HCM Lane V/C Ratio 0.015 - - 0.015 0.059 0.123 - - -
HCM Control Delay (s) 8.4 0 - 21.5 11.6 21.8 0 - -
HCM Lane LOS A A - C B C A - -
HCM 95th %tile Q(veh) 0 - - 0 0.2 0.4 0 - -
108: Ten Mile Rd & McMillan Rd
Year 2017 Existing SAT Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 13
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 16 108 39 153 216 59 106 351 147 137 435 15
Future Volume (vph) 16 108 39 153 216 59 106 351 147 137 435 15
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0
Minimum Split (s) 10.0 35.0 35.0 10.0 36.0 36.0 10.0 29.0 29.0 10.0 29.0 29.0
Total Split (s) 10.0 40.0 40.0 13.0 43.0 43.0 14.0 32.0 32.0 15.0 33.0 33.0
Total Split (%) 10.0% 40.0% 40.0% 13.0% 43.0% 43.0% 14.0% 32.0% 32.0% 15.0% 33.0% 33.0%
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None None None Min Min None Min Min
Act Effct Green (s) 16.8 13.2 13.2 22.3 21.1 21.1 24.0 18.7 18.7 25.8 19.7 19.7
Actuated g/C Ratio 0.27 0.21 0.21 0.36 0.34 0.34 0.39 0.30 0.30 0.41 0.32 0.32
v/c Ratio 0.05 0.30 0.10 0.36 0.37 0.10 0.33 0.54 0.28 0.36 0.63 0.03
Control Delay 16.1 28.0 0.4 18.8 21.0 0.3 13.4 24.2 7.3 13.4 24.8 0.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 16.1 28.0 0.4 18.8 21.0 0.3 13.4 24.2 7.3 13.4 24.8 0.1
LOS B C A B C A B C A B C A
Approach Delay 20.2 17.4 18.2 21.5
Approach LOS C B B C
Intersection Summary
Cycle Length: 100
Actuated Cycle Length: 62.3
Natural Cycle: 85
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.63
Intersection Signal Delay: 19.3 Intersection LOS: B
Intersection Capacity Utilization 47.0% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 108: Ten Mile Rd & McMillan Rd
108: Ten Mile Rd & McMillan Rd
Year 2017 Existing SAT Peak Hour July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 14
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 16 108 39 153 216 59 106 351 147 137 435 15
Future Volume (veh/h) 16 108 39 153 216 59 106 351 147 137 435 15
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1800 1800 1800 1800 1800 1758 1800 1800 1772 1800
Adj Flow Rate, veh/h 17 112 41 159 225 61 110 366 153 143 453 16
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 1 0 0 0 0 0 3 0 0 2 0
Cap, veh/h 340 327 279 462 470 398 354 598 406 390 639 423
Arrive On Green 0.02 0.18 0.18 0.10 0.26 0.26 0.07 0.27 0.27 0.09 0.28 0.28
Sat Flow, veh/h 1714 1786 1525 1714 1800 1525 1714 2250 1525 1714 2303 1525
Grp Volume(v), veh/h 17 112 41 159 225 61 110 366 153 143 453 16
Grp Sat Flow(s),veh/h/ln 1714 1786 1525 1714 1800 1525 1714 1125 1525 1714 1152 1525
Q Serve(g_s), s 0.4 3.0 1.2 3.9 5.8 1.7 2.5 7.8 4.5 3.2 9.7 0.4
Cycle Q Clear(g_c), s 0.4 3.0 1.2 3.9 5.8 1.7 2.5 7.8 4.5 3.2 9.7 0.4
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 340 327 279 462 470 398 354 598 406 390 639 423
V/C Ratio(X) 0.05 0.34 0.15 0.34 0.48 0.15 0.31 0.61 0.38 0.37 0.71 0.04
Avail Cap(c_a), veh/h 462 1145 978 544 1253 1062 509 1113 755 557 1182 783
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 17.5 19.4 18.7 14.7 17.0 15.5 13.5 17.6 16.3 13.2 17.7 14.4
Incr Delay (d2), s/veh 0.0 0.9 0.3 0.2 1.1 0.3 0.2 1.4 0.8 0.2 2.1 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 1.2 0.4 1.3 2.2 0.5 0.8 1.8 1.4 1.0 2.3 0.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 17.5 20.3 19.1 14.9 18.1 15.8 13.7 19.0 17.2 13.4 19.8 14.5
LnGrp LOS B C B B B B B B B B B B
Approach Vol, veh/h 170 445 629 612
Approach Delay, s/veh 19.7 16.6 17.6 18.2
Approach LOS B B B B
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 6.1 19.2 9.1 20.1 10.4 15.0 9.7 19.5
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 5.0 38.0 9.0 28.0 8.0 35.0 10.0 27.0
Max Q Clear Time (g_c+I1), s 2.4 7.8 4.5 11.7 5.9 5.0 5.2 9.8
Green Ext Time (p_c), s 0.0 2.1 0.0 3.5 0.0 1.0 0.1 3.6
Intersection Summary
HCM 6th Ctrl Delay 17.8
HCM 6th LOS B
102: Black Cat Rd & Chinden Blvd
Year 2017 Existing PM Peak Hour_MIT July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBT WBL WBT NBL NBT SBL SBT Ø7
Lane Configurations
Traffic Volume (vph) 617 70 975 45 1 7 0
Future Volume (vph) 617 70 975 45 1 7 0
Turn Type NA pm+pt NA Perm NA Perm NA
Protected Phases 4 3 8 2 6 7
Permitted Phases 8 2 6
Detector Phase 4 3 8 2 2 6 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 9.5 9.5 9.5 9.5 9.5 9.5 9.5 9.5
Total Split (s) 111.5 10.0 112.0 18.5 18.5 18.5 18.5 9.5
Total Split (%) 79.6% 7.1% 80.0% 13.2% 13.2% 13.2% 13.2% 7%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lead/Lag Lag Lead Lag Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode Max None Max C-Max C-Max C-Max C-Max None
Act Effct Green (s) 109.0 117.0 117.0 14.0 14.0 14.0 14.0
Actuated g/C Ratio 0.78 0.84 0.84 0.10 0.10 0.10 0.10
v/c Ratio 0.49 0.13 0.67 0.35 0.22 0.05 0.02
Control Delay 7.2 0.9 4.6 66.8 20.1 58.3 0.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 7.2 0.9 4.6 66.8 20.1 58.3 0.1
LOS A A A E C E A
Approach Delay 7.2 4.4 44.8 27.3
Approach LOS A A D C
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green
Natural Cycle: 65
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.67
Intersection Signal Delay: 7.5 Intersection LOS: A
Intersection Capacity Utilization 78.2% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 102: Black Cat Rd & Chinden Blvd
102: Black Cat Rd & Chinden Blvd
Year 2017 Existing PM Peak Hour_MIT July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 0 617 43 70 975 2 45 1 39 7 0 8
Future Volume (veh/h) 0 617 43 70 975 2 45 1 39 7 0 8
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1786 1800 1786 1715 1772 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 0 630 44 71 995 2 46 1 40 7 0 8
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, % 0 1 1 0 1 1 2 0 0 0 0 0
Cap, veh/h 491 1261 88 589 1479 3 194 4 158 164 0 161
Arrive On Green 0.00 0.76 0.76 0.07 1.00 1.00 0.11 0.11 0.11 0.11 0.00 0.11
Sat Flow, veh/h 1714 1650 115 1714 1782 4 1407 37 1494 1388 0 1525
Grp Volume(v), veh/h 0 0 674 71 0 997 46 0 41 7 0 8
Grp Sat Flow(s),veh/h/ln 1714 0 1765 1714 0 1785 1407 0 1531 1388 0 1525
Q Serve(g_s), s 0.0 0.0 20.4 1.1 0.0 0.0 4.3 0.0 3.4 0.7 0.0 0.7
Cycle Q Clear(g_c), s 0.0 0.0 20.4 1.1 0.0 0.0 4.9 0.0 3.4 4.1 0.0 0.7
Prop In Lane 1.00 0.07 1.00 0.00 1.00 0.98 1.00 1.00
Lane Grp Cap(c), veh/h 491 0 1349 589 0 1482 194 0 162 164 0 161
V/C Ratio(X) 0.00 0.00 0.50 0.12 0.00 0.67 0.24 0.00 0.25 0.04 0.00 0.05
Avail Cap(c_a), veh/h 551 0 1349 599 0 1482 194 0 162 164 0 161
HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.00 0.00 1.00 0.53 0.00 0.53 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 0.0 0.0 6.3 4.4 0.0 0.0 58.5 0.0 57.5 59.4 0.0 56.3
Incr Delay (d2), s/veh 0.0 0.0 1.3 0.0 0.0 1.3 2.9 0.0 3.7 0.5 0.0 0.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.0 0.0 6.1 0.2 0.0 0.5 1.6 0.0 1.5 0.3 0.0 0.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 0.0 0.0 7.6 4.4 0.0 1.3 61.3 0.0 61.2 59.9 0.0 56.8
LnGrp LOS A A A A A A E A E E A E
Approach Vol, veh/h 674 1068 87 15
Approach Delay, s/veh 7.6 1.5 61.3 58.3
Approach LOS A A E E
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 19.3 9.2 111.5 19.3 0.0 120.7
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 14.0 5.5 107.0 14.0 5.0 107.5
Max Q Clear Time (g_c+I1), s 6.9 3.1 22.4 6.1 0.0 2.0
Green Ext Time (p_c), s 0.1 0.0 4.4 0.0 0.0 8.9
Intersection Summary
HCM 6th Ctrl Delay 7.0
HCM 6th LOS A
102: Black Cat Rd & Chinden Blvd
Year 2017 Existing PM Peak Hour_MIT2 July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Intersection
Int Delay, s/veh 5.8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 617 43 70 975 2 45 1 39 7 0 8
Future Vol, veh/h 0 617 43 70 975 2 45 1 39 7 0 8
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 105 - - 105 - - - - 0 - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 98 98 98 98 98 98 98 98 98 98 98 98
Heavy Vehicles, % 0 1 0 0 1 0 2 0 0 0 0 0
Mvmt Flow 0 630 44 71 995 2 46 1 40 7 0 8
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 997 0 0 674 0 0 1794 1791 652 1811 1812 996
Stage 1 - - - - - - 652 652 - 1138 1138 -
Stage 2 - - - - - - 1142 1139 - 673 674 -
Critical Hdwy 4.1 - - 4.1 - - 7.12 6.5 6.2 7.1 6.5 6.2
Critical Hdwy Stg 1 - - - - - - 6.12 5.5 - 6.1 5.5 -
Critical Hdwy Stg 2 - - - - - - 6.12 5.5 - 6.1 5.5 -
Follow-up Hdwy 2.2 - - 2.2 - - 3.518 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 702 - - 927 - - 62 82 471 61 79 299
Stage 1 - - - - - - 457 467 - 247 279 -
Stage 2 - - - - - - 244 278 - 448 457 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 702 - - 927 - - 57 76 471 52 73 299
Mov Cap-2 Maneuver - - - - - - 57 76 - 52 73 -
Stage 1 - - - - - - 457 467 - 247 258 -
Stage 2 - - - - - - 219 257 - 409 457 -
Approach EB WB NB SB
HCM Control Delay, s 0 0.6 107 51.2
HCM LOS F F
Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 57 471 702 - - 927 - - 93
HCM Lane V/C Ratio 0.823 0.084 - - - 0.077 - - 0.165
HCM Control Delay (s) 186.5 13.3 0 - - 9.2 - - 51.2
HCM Lane LOS F B A - - A - - F
HCM 95th %tile Q(veh) 3.6 0.3 0 - - 0.2 - - 0.6
102: Black Cat Rd & Chinden Blvd
Year 2017 Existing PM Peak Hour_MIT3 July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Intersection
Int Delay, s/veh 2.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 617 43 70 975 2 45 1 39 7 0 8
Future Vol, veh/h 0 617 43 70 975 2 45 1 39 7 0 8
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 105 - - 105 - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 98 98 98 98 98 98 98 98 98 98 98 98
Heavy Vehicles, % 0 1 0 0 1 0 2 0 0 0 0 0
Mvmt Flow 0 630 44 71 995 2 46 1 40 7 0 8
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 997 0 0 674 0 0 1292 1791 337 1454 1812 499
Stage 1 - - - - - - 652 652 - 1138 1138 -
Stage 2 - - - - - - 640 1139 - 316 674 -
Critical Hdwy 4.1 - - 4.1 - - 7.54 6.5 6.9 7.5 6.5 6.9
Critical Hdwy Stg 1 - - - - - - 6.54 5.5 - 6.5 5.5 -
Critical Hdwy Stg 2 - - - - - - 6.54 5.5 - 6.5 5.5 -
Follow-up Hdwy 2.2 - - 2.2 - - 3.52 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 702 - - 927 - - 120 82 665 93 79 522
Stage 1 - - - - - - 423 467 - 218 279 -
Stage 2 - - - - - - 430 278 - 675 457 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 702 - - 927 - - 111 76 665 81 73 522
Mov Cap-2 Maneuver - - - - - - 111 76 - 81 73 -
Stage 1 - - - - - - 423 467 - 218 258 -
Stage 2 - - - - - - 391 257 - 633 457 -
Approach EB WB NB SB
HCM Control Delay, s 0 0.6 43.1 32.3
HCM LOS E D
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 178 702 - - 927 - - 147
HCM Lane V/C Ratio 0.487 - - - 0.077 - - 0.104
HCM Control Delay (s) 43.1 0 - - 9.2 - - 32.3
HCM Lane LOS E A - - A - - D
HCM 95th %tile Q(veh) 2.4 0 - - 0.2 - - 0.3
102: Black Cat Rd & Chinden Blvd
Year 2017 Existing PM Peak Hour_MIT_CIP July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBT EBR WBL WBT WBR NBL NBT NBR SBL SBR Ø7
Lane Configurations
Traffic Volume (vph) 617 43 70 975 2 45 1 39 7 8
Future Volume (vph) 617 43 70 975 2 45 1 39 7 8
Turn Type NA Perm pm+pt NA Perm Prot NA Perm Prot Perm
Protected Phases 4 3 8 5 2 1 7
Permitted Phases 4 8 8 2 6
Detector Phase 4 4 3 8 8 5 2 2 1 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 9.5 9.5 9.5 9.5 9.5 9.5 9.5 9.5 9.5 9.5 9.5
Total Split (s) 89.5 89.5 17.0 97.0 97.0 17.0 20.5 20.5 13.0 16.5 9.5
Total Split (%) 63.9% 63.9% 12.1% 69.3% 69.3% 12.1% 14.6% 14.6% 9.3% 11.8% 7%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lead/Lag Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode Max Max None Max Max None C-Max C-Max None C-Max None
Act Effct Green (s) 92.4 92.4 102.0 102.0 102.0 7.4 26.8 26.8 5.8 19.1
Actuated g/C Ratio 0.66 0.66 0.73 0.73 0.73 0.05 0.19 0.19 0.04 0.14
v/c Ratio 0.28 0.04 0.13 0.40 0.00 0.27 0.00 0.10 0.05 0.02
Control Delay 10.7 0.1 1.6 3.1 0.0 67.2 50.0 0.5 65.0 0.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 10.7 0.1 1.6 3.1 0.0 67.2 50.0 0.5 65.0 0.1
LOS B A A A A E D A E A
Approach Delay 10.0 3.0 36.3
Approach LOS B A D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 55
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.40
Intersection Signal Delay: 7.4 Intersection LOS: A
Intersection Capacity Utilization 51.9% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 102: Black Cat Rd & Chinden Blvd
102: Black Cat Rd & Chinden Blvd
Year 2017 Existing PM Peak Hour_MIT_CIP July 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 0 617 43 70 975 2 45 1 39 7 0 8
Future Volume (veh/h) 0 617 43 70 975 2 45 1 39 7 0 8
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1800 1800 1786 1728 1772 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 0 630 44 71 995 2 46 1 40 7 0 8
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, % 0 1 0 0 1 0 2 0 0 0 0 0
Cap, veh/h 401 2060 926 511 2283 985 97 400 339 28 362 307
Arrive On Green 0.00 0.61 0.61 0.07 1.00 1.00 0.03 0.22 0.22 0.01 0.00 0.20
Sat Flow, veh/h 1714 3393 1525 1714 3393 1464 3274 1800 1525 3326 1800 1525
Grp Volume(v), veh/h 0 630 44 71 995 2 46 1 40 7 0 8
Grp Sat Flow(s),veh/h/ln 1714 1697 1525 1714 1697 1464 1637 1800 1525 1663 1800 1525
Q Serve(g_s), s 0.0 12.5 1.6 2.1 0.0 0.0 1.9 0.1 2.9 0.3 0.0 0.6
Cycle Q Clear(g_c), s 0.0 12.5 1.6 2.1 0.0 0.0 1.9 0.1 2.9 0.3 0.0 0.6
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 401 2060 926 511 2283 985 97 400 339 28 362 307
V/C Ratio(X) 0.00 0.31 0.05 0.14 0.44 0.00 0.47 0.00 0.12 0.25 0.00 0.03
Avail Cap(c_a), veh/h 461 2060 926 606 2283 985 292 400 339 202 362 307
HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.00 1.00 1.00 0.53 0.53 0.53 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 0.0 13.3 11.1 9.2 0.0 0.0 66.8 42.4 43.5 69.0 0.0 44.9
Incr Delay (d2), s/veh 0.0 0.4 0.1 0.1 0.3 0.0 3.5 0.0 0.7 4.5 0.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.0 4.5 0.5 0.7 0.1 0.0 0.8 0.0 1.1 0.1 0.0 0.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 0.0 13.7 11.2 9.3 0.3 0.0 70.4 42.4 44.2 73.4 0.0 45.1
LnGrp LOS A B B A A A E D D E A D
Approach Vol, veh/h 674 1068 87 15
Approach Delay, s/veh 13.5 0.9 58.0 58.3
Approach LOS B A E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 5.7 35.6 9.2 89.5 8.7 32.7 0.0 98.7
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 8.5 16.0 12.5 85.0 12.5 12.0 5.0 92.5
Max Q Clear Time (g_c+I1), s 2.3 4.9 4.1 14.5 3.9 2.6 0.0 2.0
Green Ext Time (p_c), s 0.0 0.0 0.1 4.2 0.0 0.0 0.0 7.5
Intersection Summary
HCM 6th Ctrl Delay 8.7
HCM 6th LOS A
Appendix E Crash Data
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2
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Head-On Turning
3
Ch
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Side Swipe Same
Ch
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0
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D
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C
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A
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C
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Side Swipe Same
4
Ch
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0
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:
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3
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1
9
D
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Rear-End Inattention
Ch
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0
0
0
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9
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C
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A
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c
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C
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Rear-End
5
Li
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B
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1
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4
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3
0
2
D
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0
0
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m
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p
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N
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C
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d
Rear-End Foot Slipped Off or Caught On Pedal
Li
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B
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1
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C
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Rear-End
6
Ch
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0
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5
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Rear-End
Ch
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Rear-End
7
Ch
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1
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8
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a
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k
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1
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j
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A
c
c
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N
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N
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E
v
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d
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n
t
DRIVINGÂ Â Â Observe & obey traffic control light Angle Failed to Signal
Ch
i
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d
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n
B
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L
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d
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R
d
1
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3
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1
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1
1
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8
D
a
r
k
,
S
t
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t
L
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l
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1
C
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j
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A
c
c
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N
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N
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t
C
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d
Angle
8
Ch
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d
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1
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1
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2
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P
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p
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v
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d
Side Swipe Same
Ch
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d
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L
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1
0
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1
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2
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4
0
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2
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C
l
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p
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D
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8
s
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v
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C
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Side Swipe Same
9
Ch
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1
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0
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F
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L
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9
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5
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9
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C
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A
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f
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s
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b
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N
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C
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d
Rear-End
10
Li
n
d
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R
d
C
h
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n
d
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n
B
l
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d
7
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4
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2
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1
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1
5
:
5
8
1
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C
4
0
2
3
7
3
D
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C
l
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D
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0
0
P
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p
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D
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p
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7
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0
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P
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D
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N
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C
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Angle
Li
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h
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7
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4
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0
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P
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p
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D
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p
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C
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d
Side Swipe Same
11
CH
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D
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B
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2
6
1
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W
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2
3
D
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C
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0
3
C
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CH
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12
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13
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Overturn Speed Too Fast For Conditions
14
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DRIVINGÂ Â Â Observe & obey traffic control light Angle Failed to Obey Signal
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15
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16
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17
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18
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19
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20
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Rear-End
21
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v
d
5
/
1
6
/
2
0
1
4
1
6
:
2
1
1
4
C
3
7
0
4
0
6
D
a
y
C
l
o
u
d
y
D
r
y
0
0
P
r
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
S
S
U
V
/
C
r
o
s
s
o
v
e
r
G
o
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n
g
S
t
r
a
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g
h
t
N
o
n
e
E
v
i
d
e
n
t
N
o
t
C
i
t
e
d
Rear-End Following Too Close
Li
n
d
e
r
R
d
2
3
0
0
.
0
0
0
0
F
N
C
h
i
n
d
e
n
B
l
v
d
5
/
1
6
/
2
0
1
4
1
6
:
2
1
1
4
C
3
7
0
4
0
6
D
a
y
C
l
o
u
d
y
D
r
y
0
0
P
r
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
S
V
a
n
-
1
t
o
8
s
e
a
t
s
S
t
o
p
p
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d
i
n
T
r
a
f
f
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c
N
o
n
e
E
v
i
d
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n
t
N
o
t
C
i
t
e
d
Rear-End
22
Li
n
d
e
r
R
d
C
h
i
n
d
e
n
B
l
v
d
5
/
9
/
2
0
1
4
1
1
:
1
2
1
4
C
3
7
0
3
8
6
D
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C
l
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a
r
D
r
y
0
0
P
r
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p
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t
y
D
m
g
R
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p
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t
S
P
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c
k
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p
G
o
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g
S
t
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a
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g
h
t
N
o
n
e
E
v
i
d
e
n
t
N
o
t
C
i
t
e
d
Side Swipe Same Truck Coupling, Trailer Hitch, Safety Chains
Li
n
d
e
r
R
d
C
h
i
n
d
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n
B
l
v
d
5
/
9
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2
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1
4
1
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1
2
1
4
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3
7
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8
6
D
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C
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p
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p
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G
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S
t
r
a
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g
h
t
N
o
n
e
E
v
i
d
e
n
t
N
o
t
C
i
t
e
d
Side Swipe Same
23
CH
I
N
D
E
N
B
l
v
d
L
I
N
D
E
R
R
d
3
/
1
8
/
2
0
1
4
0
7
:
1
7
1
4
C
3
6
6
8
7
2
D
a
w
n
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D
u
s
k
C
l
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D
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0
1
A
I
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j
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A
c
c
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Â
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CH
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N
D
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N
B
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3
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1
8
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3
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A
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t
N
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t
C
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t
e
d
Head-On Turning Failed to Signal
24
Ch
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3
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0
0
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F
W
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C
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0
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t
C
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d
Rear-End
25
CH
I
N
D
E
N
B
l
v
d
L
I
N
D
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R
R
d
4
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9
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1
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:
3
7
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6
8
D
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D
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0
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P
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p
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h
t
N
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E
v
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d
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n
t
DRIVINGÂ Â Â Observe & obey traffic control light Angle Turning Failed to Obey Signal
CH
I
N
D
E
N
B
l
v
d
L
I
N
D
E
R
R
d
4
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9
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3
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3
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3
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P
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p
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N
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v
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N
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C
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t
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d
Angle Turning
26
Li
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3
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0
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F
N
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0
2
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5
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1
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3
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8
D
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D
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0
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C
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A
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2
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5
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3
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D
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0
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C
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A
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C
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t
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d
Rear-End
27
Ch
i
n
d
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n
B
l
v
d
L
i
n
d
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r
R
d
1
2
/
8
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2
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1
2
2
1
:
3
5
1
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3
3
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5
7
0
D
a
r
k
,
S
t
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t
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a
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W
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0
4
C
I
n
j
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A
c
c
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L
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P
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s
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b
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e
SPEEDÂ Â Â Reasonable and prudent - conditions/hazard Overturn Speed Too Fast For Conditions
In
t
e
r
s
e
c
t
i
o
n
A
n
a
l
y
s
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s
R
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p
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t
28
Ch
i
n
d
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B
l
v
d
L
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n
d
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R
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8
/
2
5
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1
2
2
1
:
4
2
1
2
C
3
2
6
6
7
4
D
a
r
k
,
S
t
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t
L
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O
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C
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D
r
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0
2
B
I
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j
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A
c
c
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W
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N
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Ch
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N
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C
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d
Rear-End
Ch
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B
l
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8
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k
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N
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C
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d
Rear-End
29
Ch
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l
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1
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0
0
0
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F
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L
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8
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3
3
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C
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C
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d
Rear-End
30
Ch
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7
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N
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C
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d
Angle Turning
31
Ch
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1
1
5
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0
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Side Swipe Same
32
Ch
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Ch
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33
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Rear-End
34
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35
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36
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37
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38
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38
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1
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4
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5
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6
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7
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t
DRIVINGÂ Â Â Observe & obey traffic control light Angle Failed to Signal
Ch
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Angle
8
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9
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10
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C
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Angle
Li
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7
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Side Swipe Same
11
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2
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0
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Rear-End
CH
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0
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Rear-End
12
Li
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5
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N
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2
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Rear-End
13
Ch
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2
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Overturn Speed Too Fast For Conditions
14
Li
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C
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1
2
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DRIVINGÂ Â Â Observe & obey traffic control light Angle Failed to Obey Signal
Li
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Angle
15
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Rear-End
16
CH
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Rear-End
17
CH
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Rear-End
18
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Rear-End
19
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C
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Angle
20
CH
I
N
D
E
N
B
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4
0
.
0
0
0
0
F
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R
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5
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2
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2
0
1
4
1
4
:
2
6
1
4
C
3
7
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4
6
3
D
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C
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0
0
P
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p
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D
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4
0
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0
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5
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4
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2
6
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4
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3
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D
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C
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p
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21
Li
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0
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N
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C
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d
Rear-End Following Too Close
Li
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2
3
0
0
.
0
0
0
0
F
N
C
h
i
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d
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B
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5
/
1
6
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2
0
1
4
1
6
:
2
1
1
4
C
3
7
0
4
0
6
D
a
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C
l
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y
D
r
y
0
0
P
r
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p
e
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y
D
m
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e
p
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S
V
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-
1
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8
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S
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N
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v
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N
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C
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d
Rear-End
22
Li
n
d
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R
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C
h
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d
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B
l
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5
/
9
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1
4
1
1
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1
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1
4
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3
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3
8
6
D
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C
l
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D
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0
0
P
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p
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D
m
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R
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p
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P
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c
k
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G
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S
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N
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E
v
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t
N
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C
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d
Side Swipe Same Truck Coupling, Trailer Hitch, Safety Chains
Li
n
d
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R
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C
h
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d
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B
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5
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N
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t
C
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d
Side Swipe Same
23
CH
I
N
D
E
N
B
l
v
d
L
I
N
D
E
R
R
d
3
/
1
8
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2
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4
0
7
:
1
7
1
4
C
3
6
6
8
7
2
D
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1
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3
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C
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d
Head-On Turning Failed to Signal
24
Ch
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Rear-End
25
CH
I
N
D
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N
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L
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t
DRIVINGÂ Â Â Observe & obey traffic control light Angle Turning Failed to Obey Signal
CH
I
N
D
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N
B
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L
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R
R
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4
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Angle Turning
26
Li
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Rear-End
27
Ch
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d
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1
2
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SPEEDÂ Â Â Reasonable and prudent - conditions/hazard Overturn Speed Too Fast For Conditions
In
t
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c
t
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n
A
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R
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p
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t
28
Ch
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B
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8
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2
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6
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Ch
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Rear-End
29
Ch
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C
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Rear-End
30
Ch
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31
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32
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34
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35
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37
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38
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SH
1
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Ch
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26
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27
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0 0 13C350737 8/11/2013 B Injury Accident
28
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0 0 13C357398 10/22/2013 Property Dmg Report
29
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0 0 14C370060 5/11/2014 C Injury Accident
30
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0 0 15C405419 8/24/2015 Property Dmg Report
31
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0 0 11C300444 8/26/2011 B Injury Accident
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0 0 13C351325 8/20/2013 C Injury Accident
33
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0 0 15C404736 8/6/2015 Property Dmg Report
34
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35
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0 0 15C406375 9/8/2015 Property Dmg Report
36
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0 0 15C414840 12/18/2015 Property Dmg Report
37
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62
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37
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63
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64
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65
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0 0 13C342468 4/9/2013 Property Dmg Report
66
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0 0 14C366872 3/18/2014 A Injury Accident
67
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68
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0 0 15C409724 10/14/2015 Property Dmg Report
70
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0 0 14C362426 1/9/2014 Property Dmg Report
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0 0 14C362426 1/9/2014 Property Dmg Report
5
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0 0 15C402022 7/11/2015 C Injury Accident
6
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4
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0 0 15C397660 5/17/2015 Property Dmg Report
7
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4
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0 0 13C354264 10/7/2013 C Injury Accident
8
11
4
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Appendix F In-Process Development
Worksheets
14
201000057-CPA-DA-MSP-S-ZC
Site Plan
1 201000057-CPA-DA-MSP-S-ZC
Right-of-Way & Development Services Department
Committed to Service
Project/File: Eagle Island Marketplace/201000057-CPA-DA-MSP-S-ZC
This is a comprehensive plan amendment, rezone, master site plan, and
subdivision application for a 17-lot commercial preliminary plat featuring a Fred
Meyers store, Fred Meyer fuel island, and 18 additional pad sites. This site is
located at the northeast corner of Linder Road/Chinden Boulevard (SH20/26) in
Ada County within the City of Eagle’s area of impact. The applicant has entered
into a pre-annexation agreement with the City of Eagle.
Lead Agency: Ada County
Site address: NE Corner of Chinden and Linder Roads
Commission
Hearing: September 1, 2010
Regular Agenda
Commission
Approval: September 1, 2010
Owner: Lazy P Limited Partnership
7610 Amity Road
Nampa, Idaho 83687
Applicant: Eisenberg Company
2231 E. Camelback Road, Suite 215
Phoenix, Arizona 85016
Representative: The Land Group, Inc
462 E. Shore Drive, Suite 100
Eagle, Idaho 83616
Staff Contact: Mindy Wallace
Phone: 387-6178
E-mail: mwallace@achd.ada.id.us
Application Information:
Total Acreage: 38.34
Current Zoning: RUT
Proposed Zoning: C-2
Fred Meyers Store: 638,181 SF
18 Retail/Restaurant Pad Sites: 968,646 SF
Sewer Lift Station: 1
2
201000057-CPA-DA-MSP-S-ZC
A. Findings of Fact
Existing Conditions
1. Site Information: The site currently contains agricultural uses and a rural residence. The South
Slough runs in a culvert across the property, crossing Linder Road approximately 1,000-feet north
of the Chinden Boulevard intersection.
2. Description of Adjacent Surrounding Area:
Direction Land Use Zoning
North Residential RUT
South Residential RUT
East Golf course RUT
West Residential, commercial RUT, C-C
3. Existing Roadway Improvements and Right-of-Way Adjacent To and Near the Site
• Chinden Boulevard is improved with 3 lanes, and no curb, gutter, or sidewalk, within 80-feet of
right-of-way (40-feet from centerline) abutting the site. Chinden Road is under the jurisdiction of
ITD.
• Linder Road is improved with 3 lanes at the Linder/Chinden intersection tapering to 2 lanes, and
no curb, gutter, or sidewalk, within 67-72 feet of right-of-way (33 to 36-feet from centerline)
abutting the site.
• The intersection of Chinden and Linder is improved with a traffic signal and left turn lanes on all
approaches.
4. Existing Access: The site has one access point onto Chinden Boulevard near the southwest
corner.
5. Site History: ACHD previously reviewed this site as a comprehensive plan amendment, and
annexation and rezone application (ECPA-5-08, EA-3-08, ERZ-8-08) for the City of Eagle in June
2008. Additionally, in May 2009 the ACHD Commission acted on an information only staff report for
the City of Eagle for a design review application (EDR-13-09). The Eagle City Council approved
both applications and the applicant has entered into a pre-annexation agreement with the City of
Eagle, but this site has not been annexed into the City to date.
Development Impacts
6. Trip Generation: The proposed development, Eagle Island Marketplace, is estimated to generate
15,675 additional vehicle trips per day (1,465 in the PM peak hour), based on the submitted Traffic
Impact Study. The existing trip generation is approximately 10 vehicle trips per day.
7. Impact Fees: There will be an impact fee that is assessed and due prior to issuance of any building
permits. The assessed impact fee will be based on the impact fee ordinance that is in effect at that
time.
8. Traffic Impact Study: A traffic impact study for Eagle Island Marketplace was submitted with this
application. An executive summary is included under Finding for Consideration #3 below.
3
201000057-CPA-DA-MSP-S-ZC
9. Condition of Area Roadways:
This information is based on the findings of the submitted traffic impact study. See Finding
for Consideration # 3 below.
*ACHD does not set level of service thresholds for State Highways.
*Acceptable level of service for a two-lane minor arterial roadway is “D” (14,000 VTD).
*Acceptable Level of Service for a three-lane minor arterial roadway is “D” (17,000 VTD)
*Acceptable Level of Service for a five-lane minor arterial roadway is “D” (33,000 VTD).
10. Intersection Conditions
Linder/Chinden Intersection Delay Level of Service
Current 174 Sec F
2015 (No Improvements) 217 Sec F
2015 (with Proposed Improvements) 44.5 Sec D
This information is based on the findings of the submitted traffic impact study. See Finding
for Consideration # 3 below.
11. Capital Improvements Plan (CIP) / Five Year Work Program (FYWP):
• There are no roads, intersections, or bridges in the general vicinity of the development that are
programmed for improvement in the current Five Year Work Plan.
• Linder Road is currently listed in the District’s Capital Improvement Plan for right-of-way corridor
preservation only to be widened to 5 lanes (4 lanes across bridges) between Chinden Boulevard
and State Street between 2019 and 2027.
• The intersection of Chinden Boulevard and Linder Road is currently listed in the District’s
Capital Improvement Plan to be widened to 6 lanes on the north, south, and west legs, and 7
lanes on the east leg as a concrete intersection, between 2014 and 2018.
B. Findings for Consideration
1. Traffic Impact Study
Dobie Engineering prepared an abbreviated traffic impact study for the proposed Eagle Island
Market Place. Below is a summary of the findings as presented by Dobie Engineering. ACHD
staff comments on the submitted traffic impact study can be found below under “Staff Comments.”
SUMMARY OF FINDINGS (as stated by Dobie Engineering)
1. At full buildout the site development will produce a total driveway volume of 15,675 vehicles
per day with a PM peak hour loading of 1,465 vehicles per hour. Site development will add
1,070 new peak hour trips to the system roadways.
Roadway Frontage Functional
Classification
Traffic Count Level of
Service*
Future
Level of
Service
Chinden
Boulevard
1,300’ Expressway
20,666 east of Linder
on 8/21/2007
18,876 west of Linder
on 7/8/2009
Determined
by ITD
Determined
by ITD
Linder Road 1,280’ Minor Arterial
9,442 north of Chinden
on 10/8/2009
7,781 south of
Chinden on 10/8/2009
Better than
“C”
Better than
“C”
4
201000057-CPA-DA-MSP-S-ZC
2. The proposed site access plan includes one all-movement access to Chinden plus two
secondary connections to Linder Road. In addition, a service road connection is planned
near the north property line.
3. The Chinden intersection with Linder Road is signalized and now operates with moderate
traffic congestion. US 20/26 has a 3-lane section, and ADT volumes exceed the highway
capacity now available. Lane modifications are needed at this intersection and on the
adjacent arterials to accommodate the projected traffic volumes through the year 2015.
4. Reconstruction of US 20/26 is included in the COMPASS Regional Transportation Plan. A 5-
lane section is recommended. However, construction is not programmed at this time.
5. The proposed site access to Chinden is located 1,110 feet east of Linder Road. This all-
movement stop controlled driveway will experience moderate congestion during year 2015
peak hour traffic conditions. The average delay for vehicles exiting the site will be 47
seconds. On-site storage of 125 feet will be required.
6. The Chinden access will generate sufficient turning traffic to warrant a right-turn deceleration
lane on Chinden Boulevard.
7. The Chinden/Linder intersection will exceed the capacity of the existing lane geometry by
2015, and a 5-lane improvement will be needed to accommodate regional traffic growth as
identified in the COMPASS RTP. Reconstruction of Linder Road and reconstruction of the
Linder/Chinden intersection are included in the ACHD Capital Improvements Plan. Work is
programmed for the 6 to 20-year horizon.
8. The new highway approach is a modification of an existing approach previously approved by
ITD. The proposed driveway location on Chinden conforms to ITD access management
guidelines. The proposed driveways on Linder Road conform to ACHD criteria for access
spacing.
TRANSPORTATION ANALYSIS (as stated by Dobie Engineering)
1. The following transportation evaluation criteria are required for the City of Eagle
Comprehensive Plan Amendment:
a. The existing street classification conforms to the Eagle Comprehensive Plan and the
COMPASS Long Range Functional Classification Map. No change to functional
classification is recommended or required by this project.
b. The site access plan also conforms to the ACHD intersection spacing criteria on Linder
Road and the ITD access management guidelines for Chinden US 20/26.
2. The Eagle Island Marketplace Traffic Impact Study (TIS) addresses the following
transportation planning issues:
a. The proposed site development conforms to and requires no amendment to the Long
Range Transportation Plan.
b. Existing system capacity (Table 2), projected 2015 baseline capacity (Tables 3 and 4)
and projected baseline plus site traffic impacts (Table 7) are evaluated in the TIS.
c. Included in the TIS is an analysis of the operational parameters and the site access
points, the interface between the on-site circulation and the system circulation (Tables 8
and 11).
d. Trip generation rates and projected traffic volumes were estimated for the full site
development potential (Tables 5 and 6).
e. Trip generation for the existing and proposed land use was evaluated (Page 7).
5
201000057-CPA-DA-MSP-S-ZC
f. Site traffic volumes were assigned to the adjacent roadways and intersection based on
an analysis of local market area and traffic system flows. The resulting traffic gain, less
estimated pass-by traffic, was estimated in the TIS (Page 9).
g. With the planned roadway and intersection improvements in the existing STIP and
ACHD-CIP there will be no unmitigated traffic impacts from the proposed site
development of the Eagle Island Marketplace. In addition, the development of a regional
commercial center on this site will generate positive impacts by reducing overall system
travel demand. The following trip length reduction attributes were estimated for this
development:
Reduced Travel Demand
Average Trip Length without Center 7.41 miles
Average Trip Length with Center 6.65 miles
Trip Length Reduction 10%
Annual Travel Reduction 340,000 miles
Trip Capture Rate (Pass-by Trips) 27%
Staff Comments/Recommendations: Staff comments are provided by District Traffic Services
staff.
• The submitted traffic study analysis provided by the applicant assumes that the
Chinden/Linder intersection is fully improved prior to the Fred Meyer store opening. If the
applicant does not enter into a development agreement for the construction of the
intersection improvements, a revised traffic impact study will need to be submitted. The
revised study would need to identify the minimum improvements necessary to serve the site
and mitigate the impacts of the additional site generated traffic.
2. Access Alternatives Analysis
The applicant’s engineer submitted an Access Alternative Plan for staff to review. The plan
evaluated four different access scenarios and included driveway level of service (anticipated delay)
and queue lengths for the proposed driveways. After reviewing the analysis staff concluded that
three driveways onto Linder Road are necessary to serve the site and recommends approval of the
driveways as noted in Finding for Consideration # 8 below. A copy of the Access Alternative
Analysis is attached.
3. Northwest Foothills Transportation Study
The ACHD Commission adopted the Northwest Foothills Transportation Study on December 22,
2008. The purpose of the Northwest Foothills Transportation Study was to analyze potential
impacts that development could have on the existing and future transportation system in the
Northwest Ada County area. This area has faced an influx of proposals for future development that
will impact the regional transportation system.
The ACHD adoption of the Northwest Foothills plan means that the Commission supports future
requirements for compliance with the roadway network, lane configuration map, and intersection
configurations identified as part of this study, and that ACHD will require right-of-way dedication in
accordance with lane configuration maps and/or the corridor preservation map.
While the intersection of Linder/Chinden is not located within the Northwest Foothills Area it was
identified as an intersection that will be substantially impacted as the foothills develop due to Linder
Road providing one of the few river crossings in the area. Due to the anticipated 2030 traffic
volumes the Northwest Foothills Study recommended the construction of a standard 7 X 6
intersection, while recognizing the future need for a high capacity intersection treatment.
6
201000057-CPA-DA-MSP-S-ZC
The traffic analysis performed with the Northwest Foothills plan included the Three Cities River
Crossing. On July 21, 2010 the ACHD Commission voted to recommend a no-build option for
Three Cities River Crossing to the Federal Highway Administration. With the Three Cities River
Crossing removed from the future transportation network some of the traffic assumptions in the
Northwest Foothills Study are no longer valid. It is anticipated that more traffic may use the Linder
Road river crossings than originally forecast. Without an update to the Northwest Foothills Study
staff cannot speculate on the potential future impact to Linder Road. The Traffic Impact Study
submitted with this application is based on a build out year of 2020 and did not include the Three
Cities River Crossing in the analysis. Therefore the information provided by the applicant does not
need to be revised or updated based on this recent decision by the Commission
4. Chinden/Linder Intersection
The applicant has proposed to enter into a development agreement with the District to improve the
Chinden/Linder intersection to a 7X7 intersection. As identified above, this intersection is
scheduled in the District’s Capital Improvement Plan to be widened and improved between 2014
and 2018. The District is open to the possibility of entering into an agreement for the intersection
improvements, and has been working with the applicant on the details of that agreement. The
applicant is aware that the District will require the improvements for the south leg of Linder Road to
continue as a 5-lane urban roadway south to Cayuse Creek Road and north for the full length of the
applicants parcel, as part of any development agreement. Sidewalk will only be required abutting
the applicant’s parcel. Sidewalk on the remaining parcels will be required with future development
applications.
The applicant has been unable to secure an agreement with the owner of the parcel at the SE
corner of the intersection to dedicate the right-of-way necessary to construct the 7X7 intersection
and 5 lane road improvements abutting the SW corner. Therefore the applicant is now proposing to
complete ¾ of the full 7X7 intersection improvements. As proposed, the intersection improvements
would provide the ultimate build out of the intersection on 3 corners providing additional capacity
sufficient to serve the subject development as well as the approved developments on the NE and
NW co rners. The north leg of Linder Road as well as the Chinden legs approaches would be
improved to the full width of a 7X7 intersection. The south leg of Linder would be widened and
improved on the west side of Linder for 1/2 mile south of Chinden to Cayuse Creek Road. Without
the participation of the property owner on the SE corner the east side of Linder Road south of
Chinden will remain unimproved. This proposed configuration will still allow two through lanes east
and west, dual left turn lanes and a dedicated right turn lane on both Chinden approaches. Linder
Road would be improved for the pavement width of 7 lanes on the north approach but temporarily
striped for two south bound lanes, a dedicated right turn lane, one left turn lane and one north
bound lane; south of Chinden, Linder would be improved to provide two south bound lanes and bike
lane, one left turn lane and one north bound lane.
The previously submitted traffic study analysis provided by the applicant assumes that the
intersection is fully improved. In order to ensure the intersection will be fully improved prior to the
opening of the Fred Meyer Store, or any other building on the site, the following items must be in
place prior to issuing the first building permit:
• Cooperative Development Agreement
• Financial surety provided by the applicant meeting the terms of the Cooperative
Development Agreement
• Full design and approved plans for the intersection
• Dedication of all of the right-of-way (both ACHD and ITD) necessary to complete the
intersection project.
The intersection will need to be fully constructed and operational before occupancy will be granted
for any of the buildings on the site.
7
201000057-CPA-DA-MSP-S-ZC
Since the applicant has been unable to obtain the cooperation of all three other property owners at
the intersection to improve the Chinden/Linder intersection as proposed, a Partial Improvement
Analysis was submitted for review. The analysis demonstrates that the intersection would serve the
traffic generated by this site and other approved development in the area by being widened to
seven lanes on the north, east, and west legs, and to four lanes on the south leg. The south leg of
the intersection would be widened to seven lanes to match the improvement on the north leg of the
intersection (seven lanes) when the property at the southeast corner develops. Staff agrees with
the conclusions of the Partial Improvement Analysis, and recommends this proposal as acceptable
traffic mitigation for the development.
5. Northern Collector Roadway
ACHD Master Street Map: ACHD Policy Section 3111.1 requires the Master Street Map (MSM)
guide the right-of-way acquisition, collector street requirements, and specific roadway features
required through development. A new residential collector roadway was identified on the MSM and
would be located on properties north of this site and would run east/west between Meridian and
Linder Roads. This would allow the roadway to align with Almaden Drive on the west side of Linder
Road and would be located far enough from the Linder/Chinden intersection to allow for possible
signalization of the intersection in the future. This is consistent with staff’s comments throughout
the pre-application process and the applicant’s Comprehensive Plan Amendment/Annexation and
Rezone hearings with the City of Eagle. The applicant should provide cross access to the property
to the north in anticipation of the future roadway, and to guarantee access to the roadway once it is
built.
6. Chinden Boulevard (US-20/26)
Chinden Boulevard (US-20/26) is under the jurisdiction of the Idaho Transportation Department
(ITD). The applicant, the City of Eagle, and ITD should work together to determine if additional
right-of-way or improvements are necessary on Chinden Boulevard.
Additionally, the applicant has applied to ITD for a full access driveway approach onto Chinden
Boulevard, located approximately 1,110-feet east of the Chinden/Linder intersection. ITD has
approved a 40-foot wide commercial driveway in the proposed location, however, there are several
special provisions of access permit as noted below, the full permit is attached at the end of the staff
report.
Special Provisions
• The approval of the access is contingent upon construction by the applicant of lane
improvements on Chinden Boulevard (US 20/26). Improvements include a 5-lane asphalt
section from the Linder Road/Chinden Boulevard (US 20/26) intersection east extending to
the access at station 110 + 75 then tapering back to match the existing improvements on
Chinden Boulevard (US 20/26).
• Turning movements at the approach shall be full movement for 2 years, commencing the
date the anchor tenant (currently proposed as Fred Meyers) opens.
• After the 2 years the driveway will be restricted to left-in right-in/right-out with the installation
of a directional median opening.
• ITD reserves the right to prohibit left turn at this location.
7. Linder Road
Right-of-Way Policy: District policy requires 96-feet of right-of-way on arterial roadways (Figure
72-F1B). This right-of-way allows for the construction of a 5-lane roadway with curb, gutter, 5-foot
concrete detached sidewalks and bike lanes.
8
201000057-CPA-DA-MSP-S-ZC
Sidewalk Policy: District policy requires 7-foot wide attached (or 5-foot detached) concrete
sidewalk on all collector roadways and arterial roadways (7204.7.2).
ACHD Master Street Map: ACHD Policy Section 3111.1 requires the Master Street Map (MSM)
guide the right-of-way acquisition, collector street requirements, and specific roadway features
required through development. This segment of Linder Road is designated in the MSM as a
Residential Mobility Arterial with 7-lanes and on-street bike lanes, a 117-foot street section within
124-feet of right-of-way.
Existing Conditions: Linder Road is improved with 2 lanes, and no curb, gutter, or sidewalk,
within 67-72 feet of right-of-way (33 to 36-feet from centerline) abutting the site.
Applicant’s Proposal: The applicant has proposed to widen Linder Road to 7-lanes at the
Chinden/Linder intersection transitioning to a 2-lane roadway north of the site.
Staff Comment/Recommendation: ACHD’s MSM identified this segment of Linder Road as a
future 7-lane Residential Mobility Arterial Roadway. However, with the approval of the Northwest
Foothills Transportation Study it was requested by the City of Eagle and supported by the ACHD
Commission that Linder Road not be widened to any more than 5-lanes within the Northwest
Foothills Transportation Study Area. Since this segment of Linder Road is included in the study
area for the Northwest Foothills Transportation Study, the study will serve as the guiding
document and the staff comments and recommendations are consistent with the standard
requirements for a future 5-lane roadway.
As previously noted, the applicant has proposed to enter into a development agreement with the
District to improve the Chinden/Linder intersection to a 7X7 intersection. In order to
accommodate the proposed improvements the applicant would need to dedicate 60-feet of right-
of -way or dedicate 50-feet of right-of-way and provide a 10-foot wide sidewalk easement from the
centerline of Linder Road abutting the site tapering to 48-feet from centerline at the north property
line with a 5-foot wide detached sidewalk located a minimum of 53-feet from centerline tapering to
41-feet.
However, should the applicant not enter into an agreement with ACHD to improve the
Chinden/Linder intersection as proposed, the applicant should be required to resubmit the
application including a revised TIS for review and approval. At that time ACHD would set new
conditions of approval based on that resubmittal.
8. Driveways
Access Policy: District policy 7207.8 states that direct access to arterials and collectors is
normally restricted. The developer shall try to use combined access points. If the developer can
show that the use of a combined access point to a collector or arterial street is impractical, the
District may consider direct access points. Access points for proposed developments at
intersections should be located as far from the intersection as practical, and in no case closer
than as illustrated on Figure 72-F4, unless a waiver for the access point has been approved by
the District Commission.
Offset Policy: District policy 72-F4 (1) requires driveways located on arterial roadways near a
signalized intersection to be located a minimum of 440-feet from the signalized intersection for a
full-access driveway and a minimum of 220-feet from the signalized intersection for a right-in/right-
out only driveway.
Driveway Policy: District policy 7207.9.3 restricts commercial driveways with daily traffic volumes
over 1,000 vehicles to a maximum width of 36-feet. Most commercial driveways will be
constructed as curb-cut type facilities if located on local streets. Curb return type driveways with
15-foot radii will be required for driveways accessing collector and arterial roadways.
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201000057-CPA-DA-MSP-S-ZC
Driveway Paving Policy: Graveled driveways abutting public streets create maintenance
problems due to gravel being tracked onto the roadway. In accordance with District policy,
7207.9.1, the applicant should be required to pave the driveway its full width and at least 30-feet
into the site beyond the edge of pavement of the roadway and install pavement tapers with 15-
foot radii abutting the existing roadway edge.
Applicant’s Proposal: The applicant is proposing to construct three driveways to intersect Linder
Road and one driveway to intersect Chinden Boulevard. The driveways are proposed to be
located as follows:
• The southerly driveway to intersect Linder Road is proposed to be 30-feet in width, and
located approximately 355-feet north (measured near edge to near edge) of the
Chinden/Linder intersection.
• The middle driveway is proposed to be 36-feet in width, and located approximately 740-
feet (measured near edge to near edge) north of the Chinden/Linder intersection. This
driveway is proposed to align centerline to centerline with Brandt Lane on the west side of
Linder Road.
• The northerly driveway is proposed to be 30-feet in width, and located approximately
1,230-feet (measured near edge to near edge) north of the Chinden/Linder intersection.
• As noted in finding number 5, the applicant has proposed to construct one full access
driveway to intersect Chinden Boulevard located approximately 1,110-feet east of the
Chinden/Linder intersection.
Staff Recommendation:
The applicant's proposal for three driveways onto Linder Road does not meet ACHD's Access
Management policy, which encourages the use of use combined access points on the arterial
roadways. However, the applicant's traffic engineer submitted a supplemental access alternatives
analysis to demonstrate the need for the driveways onto Linder Road. After reviewing the
analysis staff agreed with the findings, and three driveways are necessary on Linder Road to
serve the site. Staff did not agree that three full access driveways were necessary and have
recommended the following:
• The applicant’s proposal for the southerly full access driveway on Linder Road does not
meet District Intersection Offset policy for a full access driveway, and should not be
approved, as proposed. The applicant should be required to construct the driveway,
located 355-feet north of the Chinden/Linder intersection as a right-in/right-out only
driveway, restricted by a 6” raised concrete median or curb in Linder Road. The 6" raised
concrete median should be installed at the same time as the driveway is constructed. The
applicant should be required to pave the driveway it's full width and at least 30-feet into the
site beyond the edge of pavement with 15-foot curb radii.
• The applicant’s proposal for the middle driveway on Linder Road located approximately
740-feet north of the Chinden/Linder intersection meets District Successive Driveway
policy, and the applicant has demonstrated the need for the driveway through an access
alternatives analysis. Therefore, the applicant’s proposal for the middle driveway should
be approved, as proposed. The applicant should be required to pave the driveway it's full
width and at least 30-feet into the site beyond the edge of pavement with 15-foot curb
radii.
• The northerly driveway proposed to be located approximately 1,230-feet north of the
Chinden/Linder intersection should be approved as a temporary full access driveway.
When the collector roadway north of the site is constructed with future development, the
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201000057-CPA-DA-MSP-S-ZC
northerly driveway is required to be closed. At that time the applicant will be responsible
for the closure of the driveway, including all related site modifications; such as the physical
closure of the driveway (with curb, gutter, and sidewalk), landscaping, site circulation and
parking. In order to ensure the driveway is closed and the related site modifications are
made the applicant should be required to enter into an agreement with the District
whereby the specifics of closing the access in the future is clearly identified.
The developer/property owner, through the agreement will be responsible for the costs
associated with the future changes and will be required to provide a financial surety in an
amount and form acceptable to the District to cover these future costs to close the
driveway. The agreement must be in place prior to plans acceptance or issuance of the
first building permit for any of the buildings on the site. The applicant should be required to
pave the driveway it's full width and at least 30-feet into the site beyond the edge of
pavement with 15-foot curb radii.
9. Internal Site Circulation
District Traffic Services staff recommends that STOP signs be installed on the north and south
approaches of the 3-Way intersection on the middle driveway off Linder Road. This will allow the
through traffic off of Linder to move through the internal intersection and reduce confusion over
who has the right-of-way.
10. Other Access
Linder Road is classified as a minor arterial roadway. Chinden Boulevard is classified as an
expressway. Other than access specifically approved with this application, direct lot access to
Linder Road and Chinden Boulevard is prohibited.
C. Special Recommendation to Ada County
ACHD highly recommends that there be cross access between Eagle Island Market Place and
the properties to the north and to the east when those properties develop in the future. Cross
access would allow the traveling public to utilize drive aisles with the developments for access
between the three sites, reducing the number of vehicle trips on the arterial system, and
reducing the number of driveways onto Chinden Boulevard. This recommendation comes with
the understanding that the land use authority has the final decision in regards to cross access.
D. Site Specific Conditions of Approval
1. Enter into a development agreement with the District to improve the Chinden/Linder intersection
to ¾ of the full 7X7 intersection (7 lanes on the north, east, and west legs and 4 lanes on the
south leg), as proposed; including improving Linder Road to ½ of a 5-lane urban section
approximately ½ mile south to Cayuse Creek Road on the west side and to a 5 lane urban
section on the north approximately 1,300 feet.
2. Provide the following items prior to issuing the first building permit:
• Executed Cooperative Development Agreement
• Financial surety meeting the terms of the Cooperative Development Agreement
• Full design and approved plans for the intersection and roadway improvements
• Dedication of all of the right-of-way (both ACHD and ITD) necessary to complete the
intersection project.
The intersection must be fully constructed and operational before occupancy will be granted for
any of the buildings on the site.
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201000057-CPA-DA-MSP-S-ZC
3. If the applicant chooses not to enter into a development agreement for the construction of the
intersection improvements as proposed, then a revised development application and traffic
impact study shall be required to be submitted for review prior to any approvals or issuance of
permits; and these Site Specific Requirements will be subject to change.
4. Construct one 30-foot wide right-in/right-out only driveway on Linder Road located
approximately 355-feet north of the Chinden/Linder intersection. Install a 6” raised median in
Linder Road to restrict the driveway to right-in/right-out operations at the time the driveway is
constructed.
5. Construct one 36-foot wide full access driveway on Linder Road located approximately 740-feet
north of the Chinden/Linder intersection aligned centerline to centerline with Brandt Lane on the
west side of Linder Road.
6. Construct one temporary 30-foot wide full access driveway on Linder Road located
approximately 1,230-feet (measured near edge to near edge) north of the Chinden/Linder
intersection. The driveway will be closed in the future when the collector roadway north of the
site is constructed. The applicant shall enter into an agreement with the District whereby the
specifics of closing the access with curb, gutter, and sidewalk in the future is clearly identified.
The agreement to close the driveway shall be signed prior to plans acceptance or issuance of
the first building permit for any of the buildings on the site.
7. Pave all three driveways on Linder Road a minimum of 30-feet into to the site beyond the edge
of pavement and install pavement tapers with minimum 15-foot radii abutting the existing
roadway edge.
8. Install STOP signs on the internal north and south approaches of the 3-Way intersection off of
the middle driveway on Linder Road
9. Other than access specifically approved with this application direct lot access to Linder Road
and Chinden Boulevard is prohibited.
E. Standard ACHD Conditions
1. Any existing irrigation facilities shall be relocated outside of the right-of-way.
2. Private sewer or water systems are prohibited from being located within any ACHD roadway or
right-of-way.
3. All utility relocation costs associated with improving street frontages abutting the site shall be
borne by the developer.
4. Replace any existing damaged curb, gutter and sidewalk and any that may be damaged during
the construction of the proposed development. Contact Construction Services at 387-6280
(with file number) for details.
5. Comply with the District’s Tree Planter Width Interim Policy.
6. Utility street cuts in pavement less than five years old are not allowed unless approved in writing
by the District. Contact the District’s Utility Coordinator at 387-6258 (with file numbers) for
details.
7. All design and construction shall be in accordance with the Ada County Highway District Policy
Manual, ISPWC Standards and approved supplements, Construction Services procedures and
all applicable ACHD Ordinances unless specifically waived herein. An engineer registered in
the State of Idaho shall prepare and certify all improvement plans.
12
201000057-CPA-DA-MSP-S-ZC
8. The applicant shall submit revised plans for staff approval, prior to issuance of building permit
(or other required permits), which incorporates any required design changes.
9. Construction, use and property development shall be in conformance with all applicable
requirements of the Ada County Highway District prior to District approval for occupancy.
10. Payment of applicable road impact fees are required prior to building construction. The
assessed impact fee will be based on the impact fee ordinance that is in effect at that time.
11. It is the responsibility of the applicant to verify all existing utilities within the right-of-way. The
applicant at no cost to ACHD shall repair existing utilities damaged by the applicant. The
applicant shall be required to call DIGLINE (1-811-342-1585) at least two full business days
prior to breaking ground within ACHD right-of-way. The applicant shall contact ACHD Traffic
Operations 387-6190 in the event any ACHD conduits (spare or filled) are compromised during
any phase of construction.
12. No change in the terms and conditions of this report shall be valid unless they are in writing and
signed by the applicant or the applicant’s authorized representative and an authorized
representative of the Ada County Highway District. The burden shall be upon the applicant to
obtain written confirmation of any change from the Ada County Highway District.
13. Any change by the applicant in the planned use of the property which is the subject of this
application, shall require the applicant to comply with all rules, regulations, ordinances, plans, or
other regulatory and legal restrictions in force at the time the applicant or its successors in
interest advises the Highway District of its intent to change the planned use of the subject
property unless a waiver/variance of said requirements or other legal relief is granted pursuant
to the law in effect at the time the change in use is sought.
13
201000057-CPA-DA-MSP-S-ZC
Attachments
1. Vicinity Map
2. Site Plan
3. Attachment ITD Access Permit
4. Alternative Access Analysis
5. Utility Coordinating
6. Request for Reconsideration Guidelines OR Appeal Guidelines
7. Development Process Checklist
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201000057-CPA-DA-MSP-S-ZC
Site Plan
15
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ITD Permit
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201000057-CPA-DA-MSP-S-ZC
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Access Alternative Analysis
20
201000057-CPA-DA-MSP-S-ZC
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201000057-CPA-DA-MSP-S-ZC
Ada County Utility Coordinating Council
Developer/Local Improvement District
Right of Way Improvements Guideline Request
Purpose: To develop the necessary avenue for proper notification to utilities of local highway
and road improvements, to help the utilities in budgeting and to clarify the already existing process.
1) Notification: Within five (5) working days upon notification of required right of way
improvements by Highway entities, developers shall provide written notification to the affected
utility owners and the Ada County Utility Coordinating Council (UCC). Notification shall include
but not be limited to, project limits, scope of roadway improvements/project, anticipated
construction dates, and any portions critical to the right of way improvements and coordination
of utilities.
2) Plan Review: The developer shall provide the highway entities and all utility owners with
preliminary project plans and schedule a plan review conference. Depending on the scale of
utility improvements, a plan review conference may not be necessary, as determined by the
utility owners. Conference notification shall also be sent to the UCC. During the review meeting
the developer shall notify utilities of the status of right of way/easement acquisition necessary
for their project. At the plan review conference each company shall have the right to appeal,
adjust and/or negotiate with the developer on its own behalf. Each utility shall provide the
developer with a letter of review indicating the costs and time required for relocation of its
facilities. Said letter of review is to be provided within thirty calendar days after the date of the
plan review conference.
3) Revisions: The developer is responsible to provide utilities with any revisions to preliminary
plans. Utilities may request an updated plan review meeting if revisions are made in the
preliminary plans which affect the utility relocation requirements. Utilities shall have thirty days
after receiving the revisions to review and comment thereon.
4) Final Notification: The developer will provide highway entities, utility owners and the UCC with
final notification of its intent to proceed with right of way improvements and include the
anticipated date work will commence. This notification shall indicate that the work to be
performed shall be pursuant to final approved plans by the highway entity. The developer shall
schedule a preconstruction meeting prior to right of way improvements. Utility relocation activity
shall be completed within the times established during the preconstruction meeting, unless
otherwise agreed upon.
Notification to the Ada County UCC can be sent to: 50 S. Cole Rd. Boise 83707, or Visit
iducc.com for e-mail notification information.
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201000057-CPA-DA-MSP-S-ZC
Development Process Checklist
Submit a development application to a City or to the County
The City or the County will transmit the development application to ACHD
The ACHD Planning Review Division will receive the development application to review
The Planning Review Division will do one of the following:
Send a “No Review” letter to the applicant stating that there are no site specific requirements at this time.
Send a “Comply With” letter to the applicant stating that if the development is within a platted subdivision or
part of a previous development application and that the site specific requirements from the previous development
also apply to this development application.
Write a Staff Level report analyzing the impacts of the development on the transportation system and
evaluating the proposal for its conformance to District Policy.
Write a Commission Level report analyzing the impacts of the development on the transportation system and
evaluating the proposal for its conformance to District Policy.
The Planning Review Division will hold a Technical Review meeting for all Staff and Commission Level reports.
For ALL development applications, including those receiving a “No Review” or “Comply With” letter:
• The applicant should submit two (2) sets of engineered plans directly to ACHD for review by the Development
Review Division for plan review and assessment of impact fees. (Note: if there are no site improvements
required by ACHD, then architectural plans may be submitted for purposes of impact fee calculation.)
• The applicant is required to get a permit from Construction Services (ACHD) for ANY work in the right-of-way,
including, but not limited to, driveway approaches, street improvements and utility cuts.
Pay Impact Fees prior to issuance of building permit. Impact fees cannot be paid prior to plan review approval.
DID YOU REMEMBER:
Construction (Zone)
Driveway or Property Approach(s)
• Submit a “Driveway Approach Request” form to Ada County Highway District (ACHD) Construction (for approval by
Development Services & Traffic Services). There is a one week turnaround for this approval.
Working in the ACHD Right-of-Way
• Four business days prior to starting work have a bonded contractor submit a “Temporary Highway Use Permit
Application” to ACHD Construction – Permits along with:
a) Traffic Control Plan
b) An Erosion & Sediment Control Narrative & Plat, done by a Certified Plan Designer, if trench is >50’ or you
are placing >600 sf of concrete or asphalt.
Construction (Subdivisions)
Sediment & Erosion Submittal
• At least one week prior to setting up a Pre-Con an Erosion & Sediment Control Narrative & Plat, done by a Certified
Plan Designer, must be turned into ACHD Construction – Subdivision to be reviewed and approved by the ACHD
Drainage Division.
Idaho Power Company
• Vic Steelman at Idaho Power must have his IPCO approved set of subdivision utility plans prior to Pre-Con being
scheduled.
Final Approval from Development Services
ACHD Construction – Subdivision must have received approval from Development Services prior to scheduling a Pre-Con.
23
201000057-CPA-DA-MSP-S-ZC
Request for Reconsideration of Commission Action
1. Request for Reconsideration of Commission Action: A Commissioner, a member of ACHD
staff or any other person objecting to any final action taken by the Commission may request
reconsideration of that action, provided the request is not for a reconsideration of an action
previously requested to be reconsidered, an action whose provisions have been partly and
materially carried out, or an action that has created a contractual relationship with third parties.
a. Only a Commission member who voted with the prevailing side can move for
reconsideration, but the motion may be seconded by any Commissioner and is voted on
by all Commissioners present.
If a motion to reconsider is made and seconded it is subject to a motion to postpone to a
certain time.
b. The request must be in writing and delivered to the Secretary of the Highway District no
later than 3:00 p.m. on the day prior to the Commission’s next scheduled regular
meeting following the meeting at which the action to be reconsidered was taken. Upon
receipt of the request, the Secretary shall cause the same to be placed on the agenda
for that next scheduled regular Commission meeting.
c. The request for reconsideration must be supported by written documentation setting
forth new facts and information not presented at the earlier meeting, or a changed
situation that has developed since the taking of the earlier vote, or information
establishing an error of fact or law in the earlier action. The request may also be
supported by oral testimony at the meeting.
d. If a motion to reconsider passes, the effect is the original matter is in the exact position it
occupied the moment before it was voted on originally. It will normally be returned to
ACHD staff for further review. The Commission may set the date of the meeting at
which the matter is to be returned. The Commission shall only take action on the
original matter at a meeting where the agenda notice so provides.
e. At the meeting where the original matter is again on the agenda for Commission action,
interested persons and ACHD staff may present such written and oral testimony as the
President of the Commission determines to be appropriate, and the Commission may
take any action the majority of the Commission deems advisable.
f. If a motion to reconsider passes, the applicant may be charged a reasonable fee, to
cover administrative costs, as established by the Commission.
Thompson
Traffic and -
Engineers
Site traffic for AM peak hour is estimated using the procedures recommended in the Trip
Generation Manual as published by the Institute of Transportation Engineers. The total trip
generation is shown below.
Table 1A- Summary of Trip Generation
Average Weekday Driveway Volumes
Table 113 - Summary of Trip Generation
Average Weekday AM Peak Hour Driveway Volumes
Area Descr
Land Use Enter/Exit Pa -By
Exit
ITE Code
I Pass -By
Rate Total Rate Num I Total
TotalRate
No. Units
912 Bank 4.8 TSF 246.5 1183 25% 0 1183
814 Specialty Retail 57.2 TSF 40.67 2326 25% 0 2326
232 Gas Station 6 FuePas 162.8 977 60% 586 391
0 0 0 0 10% 0 0 0
6 Poll69
Total 1 1 4486
6.69
3900
Table 113 - Summary of Trip Generation
Average Weekday AM Peak Hour Driveway Volumes
Area Descr Land Use Enter Pan -By
Exit
Exit I Pass -By
No. Units!
22,87
No. Units TotalRateTotalRateNumTotalRateTotalIRateumota
Bank
912 Bank 4.8 TSF 6.91 33 50% 2 31 5.43 26 5% 1 26 57
814 Specialty Retail 57.2 TSF 0 0 10% 0 0 0 0 10% 0 0 0
6 Poll69 40 24 6.69 40 40% 16 24 46
Total
232 Gas Station 6 Poll 5.03 30 30% 9 21 5.03 30 30% 9 21 42
Total 63 11 52 56 10 47 99
Table 1C - Summary of Trip Generation
Average Weekday PM Peak Hour Driveway Volumes
Area DeserLand Use Enter Exit Pass -By
No. Units!
22,87
TotalateoaTotalaeotaateumota
912 Bank 4.8 TSF 110 104 22.87 110 5% 6 104 208
814 Specially Retail 57.2 TSF 114 64 712%8 56 1.476 84 10°/ 8 76 132
232 Gas Station 6 Poll69 40 24 6.69 40 40% 16 24 46
Total 214 184 234 30 204 368
TRIP GENERATION BY MICROTRANS
CAUsecs\DmdDocunteuts\TEN,rojens\I2-I3 KnightHill 20I2\docAAppHcariort lertecdoc Page 5 Of 10
Thompson
Traffic and Civil
Figure 5A - AM Peak Hour Site Trak Assignment
5 u
5 8 5
zo 2s =•
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PARCEL s
N•-TH
Engineers
Inc.
f'_,__. 5 5 24 E
26 5 0
23 Primary Trips
7 Pass By Trips
10 Existing Trips Diverted from Existing Subdivision
Figure 5B - PM Peak Hour Site Trafiis Assignment
fo (+
15
10 20 15 10
sd >_
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0 18 0
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Appendix G Year 2018 Phase 1 Background
Traffic Level-of-Service
Worksheets
101: SH 16 & Chinden Blvd
Year 2018 Background AM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT EBR WBT WBR NBT SBL SBR
Lane Configurations
Traffic Volume (vph) 377 610 49 406 174 0 342 307
Future Volume (vph) 377 610 49 406 174 0 342 307
Turn Type Prot NA Perm NA Perm NA Perm Prot
Protected Phases 1 6 2 4 8
Permitted Phases 6 2 8
Detector Phase 1 6 6 2 2 4 8 8
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 13.5 19.0 19.0 43.0 43.0 11.0 43.0 43.0
Total Split (s) 23.0 66.0 66.0 43.0 43.0 11.0 43.0 43.0
Total Split (%) 19.2% 55.0% 55.0% 35.8% 35.8% 9.2% 35.8% 35.8%
Yellow Time (s) 4.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
All-Red Time (s) 4.5 2.0 2.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 8.5 7.0 7.0 6.0 6.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min Min Min None None None
Act Effct Green (s) 15.1 48.0 48.0 25.2 25.2 5.2 28.0 28.0
Actuated g/C Ratio 0.17 0.53 0.53 0.28 0.28 0.06 0.31 0.31
v/c Ratio 0.80 0.60 0.06 0.71 0.35 0.04 0.77 0.32
Control Delay 52.9 19.2 1.6 37.5 6.2 0.2 42.0 0.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 52.9 19.2 1.6 37.5 6.2 0.2 42.0 0.8
LOS D B A D A A D A
Approach Delay 30.7 28.1 0.2
Approach LOS C C A
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 91.2
Natural Cycle: 115
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.80
Intersection Signal Delay: 27.6 Intersection LOS: C
Intersection Capacity Utilization 57.2% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 101: SH 16 & Chinden Blvd
101: SH 16 & Chinden Blvd
Year 2018 Background AM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 377 610 49 0 406 174 0 0 9 342 0 307
Future Volume (veh/h) 377 610 49 0 406 174 0 0 9 342 0 307
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1730 1772 1800 0 1758 1772 1800 1800 1800 1758 1800 1772
Adj Flow Rate, veh/h 419 678 0 0 451 193 0 0 10 380 0 341
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 5 2 0 0 3 2 0 0 0 3 0 2
Cap, veh/h 500 1145 0 610 395 0 0 460 692 543 598
Arrive On Green 0.16 0.53 0.00 0.00 0.26 0.26 0.00 0.00 0.30 0.30 0.00 0.30
Sat Flow, veh/h 3196 2162 1525 0 2918 1502 0 0 1525 1700 1800 1982
Grp Volume(v), veh/h 419 678 0 0 451 193 0 0 10 380 0 341
Grp Sat Flow(s),veh/h/ln 1598 1081 1525 0 1160 1502 0 0 1525 850 1800 991
Q Serve(g_s), s 9.8 16.6 0.0 0.0 13.7 8.4 0.0 0.0 0.4 15.6 0.0 11.2
Cycle Q Clear(g_c), s 9.8 16.6 0.0 0.0 13.7 8.4 0.0 0.0 0.4 16.0 0.0 11.2
Prop In Lane 1.00 1.00 0.00 1.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 500 1145 0 610 395 0 0 460 692 543 598
V/C Ratio(X) 0.84 0.59 0.00 0.74 0.49 0.00 0.00 0.02 0.55 0.00 0.57
Avail Cap(c_a), veh/h 601 1655 0 1114 721 0 0 460 995 864 951
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 31.6 12.4 0.0 0.0 26.0 24.0 0.0 0.0 18.9 24.5 0.0 22.7
Incr Delay (d2), s/veh 7.5 0.7 0.0 0.0 2.5 1.3 0.0 0.0 0.0 1.0 0.0 1.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.9 3.1 0.0 0.0 3.5 2.8 0.0 0.0 0.1 2.8 0.0 2.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 39.0 13.1 0.0 0.0 28.5 25.4 0.0 0.0 18.9 25.5 0.0 23.9
LnGrp LOS D B A C C A A B C A C
Approach Vol, veh/h 1097 A 644 10 721
Approach Delay, s/veh 23.0 27.6 18.9 24.8
Approach LOS C C B C
Timer - Assigned Phs 1 2 4 6 8
Phs Duration (G+Y+Rc), s 20.6 27.3 29.3 47.8 29.3
Change Period (Y+Rc), s 8.5 * 7 6.0 7.0 6.0
Max Green Setting (Gmax), s 14.5 * 37 5.0 59.0 37.0
Max Q Clear Time (g_c+I1), s 11.8 15.7 2.4 18.6 18.0
Green Ext Time (p_c), s 0.3 4.6 0.0 6.6 5.3
Intersection Summary
HCM 6th Ctrl Delay 24.7
HCM 6th LOS C
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.
102: Black Cat Rd & Chinden Blvd
Year 2018 Background AM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Intersection
Int Delay, s/veh 5.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 10 830 110 38 558 6 31 1 84 2 1 3
Future Vol, veh/h 10 830 110 38 558 6 31 1 84 2 1 3
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 105 - - 105 - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94
Heavy Vehicles, % 0 3 0 3 3 0 0 0 0 0 0 0
Mvmt Flow 11 883 117 40 594 6 33 1 89 2 1 3
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 600 0 0 1000 0 0 1643 1644 942 1686 1699 597
Stage 1 - - - - - - 964 964 - 677 677 -
Stage 2 - - - - - - 679 680 - 1009 1022 -
Critical Hdwy 4.1 - - 4.13 - - 7.1 6.5 6.2 7.1 6.5 6.2
Critical Hdwy Stg 1 - - - - - - 6.1 5.5 - 6.1 5.5 -
Critical Hdwy Stg 2 - - - - - - 6.1 5.5 - 6.1 5.5 -
Follow-up Hdwy 2.2 - - 2.227 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 987 - - 688 - - 81 101 322 75 93 507
Stage 1 - - - - - - 309 336 - 446 455 -
Stage 2 - - - - - - 445 454 - 292 316 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 987 - - 688 - - 76 94 322 51 87 507
Mov Cap-2 Maneuver - - - - - - 76 94 - 51 87 -
Stage 1 - - - - - - 306 332 - 441 429 -
Stage 2 - - - - - - 415 428 - 208 313 -
Approach EB WB NB SB
HCM Control Delay, s 0.1 0.7 67.2 41.1
HCM LOS F E
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 171 987 - - 688 - - 106
HCM Lane V/C Ratio 0.722 0.011 - - 0.059 - - 0.06
HCM Control Delay (s) 67.2 8.7 - - 10.6 - - 41.1
HCM Lane LOS F A - - B - - E
HCM 95th %tile Q(veh) 4.5 0 - - 0.2 - - 0.2
103: Tree Farm Way & Chinden Blvd
Year 2018 Background AM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 20 880 16 8 559 55 4 4 137 2
Future Volume (vph) 20 880 16 8 559 55 4 4 137 2
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 10.0 5.0 10.0
Minimum Split (s) 11.0 22.0 22.0 11.0 22.0 22.0 11.0 16.0 11.0 16.0
Total Split (s) 17.0 78.0 78.0 17.0 78.0 78.0 20.0 25.0 20.0 25.0
Total Split (%) 12.1% 55.7% 55.7% 12.1% 55.7% 55.7% 14.3% 17.9% 14.3% 17.9%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None
Act Effct Green (s) 106.9 104.8 104.8 104.3 100.2 100.2 9.1 10.0 20.0 17.6
Actuated g/C Ratio 0.76 0.75 0.75 0.74 0.72 0.72 0.06 0.07 0.14 0.13
v/c Ratio 0.04 0.72 0.02 0.04 0.49 0.05 0.06 0.13 0.76 0.19
Control Delay 5.7 16.8 0.1 6.1 12.8 0.1 49.0 36.1 79.0 17.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 5.7 16.8 0.1 6.1 12.8 0.1 49.0 36.1 79.0 17.6
LOS A B A A B A D D E B
Approach Delay 16.3 11.6 38.8 65.2
Approach LOS B B D E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.76
Intersection Signal Delay: 19.8 Intersection LOS: B
Intersection Capacity Utilization 74.4% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 103: Tree Farm Way & Chinden Blvd
103: Tree Farm Way & Chinden Blvd
Year 2018 Background AM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 20 880 16 8 559 55 4 4 10 137 2 38
Future Volume (veh/h) 20 880 16 8 559 55 4 4 10 137 2 38
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1533 1617 1758 1800 1098 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 22 957 17 9 608 60 4 4 11 149 2 41
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 0 2 19 13 3 0 50 0 0 0 0 0
Cap, veh/h 441 1157 848 197 1130 981 112 28 76 290 11 224
Arrive On Green 0.02 0.65 0.65 0.01 0.64 0.64 0.01 0.07 0.07 0.09 0.15 0.15
Sat Flow, veh/h 1714 1772 1299 1540 1758 1525 1046 424 1166 1714 71 1465
Grp Volume(v), veh/h 22 957 17 9 608 60 4 0 15 149 0 43
Grp Sat Flow(s),veh/h/ln 1714 1772 1299 1540 1758 1525 1046 0 1590 1714 0 1536
Q Serve(g_s), s 0.6 57.1 0.6 0.3 26.4 2.0 0.5 0.0 1.2 11.0 0.0 3.4
Cycle Q Clear(g_c), s 0.6 57.1 0.6 0.3 26.4 2.0 0.5 0.0 1.2 11.0 0.0 3.4
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.73 1.00 0.95
Lane Grp Cap(c), veh/h 441 1157 848 197 1130 981 112 0 103 290 0 235
V/C Ratio(X) 0.05 0.83 0.02 0.05 0.54 0.06 0.04 0.00 0.15 0.51 0.00 0.18
Avail Cap(c_a), veh/h 541 1157 848 302 1130 981 211 0 216 303 0 235
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 0.90 0.90 0.90 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 10.6 18.3 8.5 19.7 13.6 9.3 60.8 0.0 61.8 52.6 0.0 51.7
Incr Delay (d2), s/veh 0.0 6.8 0.0 0.0 1.7 0.1 0.0 0.0 0.2 0.5 0.0 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 21.9 0.2 0.1 9.7 0.7 0.1 0.0 0.5 4.9 0.0 1.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 10.6 25.2 8.6 19.7 15.3 9.4 60.8 0.0 62.0 53.1 0.0 52.0
LnGrp LOS B C A B B A E A E D A D
Approach Vol, veh/h 996 677 19 192
Approach Delay, s/veh 24.6 14.8 61.8 52.8
Approach LOS C B E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.9 97.0 6.7 27.4 7.5 98.4 19.0 15.1
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 11.0 71.0 14.0 19.0 11.0 71.0 14.0 19.0
Max Q Clear Time (g_c+I1), s 2.6 28.4 2.5 5.4 2.3 59.1 13.0 3.2
Green Ext Time (p_c), s 0.0 1.5 0.0 0.1 0.0 2.4 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 24.3
HCM 6th LOS C
104: Ten Mile Rd & Chinden Blvd
Year 2018 Background AM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 752 275 114 470 153 236
Future Volume (vph) 752 275 114 470 153 236
Turn Type NA Perm pm+pt NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 2 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 14.0 10.0 5.0 14.0
Minimum Split (s) 17.0 17.0 20.0 17.0 11.0 20.0
Total Split (s) 75.0 75.0 20.0 95.0 25.0 20.0
Total Split (%) 62.5% 62.5% 16.7% 79.2% 20.8% 16.7%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode Min Min None Min Max None
Act Effct Green (s) 53.2 53.2 74.5 73.5 19.3 39.5
Actuated g/C Ratio 0.50 0.50 0.70 0.69 0.18 0.37
v/c Ratio 0.91 0.35 0.39 0.41 0.56 0.39
Control Delay 39.4 6.1 9.9 7.7 50.7 12.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 39.4 6.1 9.9 7.7 50.7 12.2
LOS D A A A D B
Approach Delay 30.4 8.2 27.4
Approach LOS C A C
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 105.9
Natural Cycle: 80
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.91
Intersection Signal Delay: 23.3 Intersection LOS: C
Intersection Capacity Utilization 78.2% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2018 Background AM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 752 275 114 470 153 236
Future Volume (veh/h) 752 275 114 470 153 236
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1772 1758 1716 1786 1730 1730
Adj Flow Rate, veh/h 809 296 123 505 165 254
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 2 3 6 1 5 5
Cap, veh/h 886 745 325 1232 303 463
Arrive On Green 0.50 0.50 0.13 0.69 0.18 0.18
Sat Flow, veh/h 1772 1490 1634 1786 1647 1466
Grp Volume(v), veh/h 809 296 123 505 165 254
Grp Sat Flow(s),veh/h/ln 1772 1490 1634 1786 1647 1466
Q Serve(g_s), s 43.3 12.8 2.9 12.6 9.4 14.8
Cycle Q Clear(g_c), s 43.3 12.8 2.9 12.6 9.4 14.8
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 886 745 325 1232 303 463
V/C Ratio(X) 0.91 0.40 0.38 0.41 0.54 0.55
Avail Cap(c_a), veh/h 1167 981 331 1523 303 463
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 23.7 16.1 19.4 6.9 38.2 29.2
Incr Delay (d2), s/veh 9.0 0.3 0.7 0.2 6.9 4.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 17.6 3.9 1.4 3.5 4.3 5.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 32.7 16.4 20.1 7.1 45.0 33.9
LnGrp LOS C B C A D C
Approach Vol, veh/h 1105 628 419
Approach Delay, s/veh 28.3 9.7 38.3
Approach LOS C A D
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 78.2 19.6 58.6 25.0
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 88.0 14.0 68.0 19.0
Max Q Clear Time (g_c+I1), s 14.6 4.9 45.3 16.8
Green Ext Time (p_c), s 2.9 0.2 6.3 0.3
Intersection Summary
HCM 6th Ctrl Delay 24.8
HCM 6th LOS C
105: Long Lake Way & Chinden Blvd
Year 2018 Background AM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 40 902 47 63 540 22 36 7 111 57 2
Future Volume (vph) 40 902 47 63 540 22 36 7 111 57 2
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0
Minimum Split (s) 10.0 16.0 16.0 10.0 16.0 16.0 10.0 15.0 15.0 10.0 15.0
Total Split (s) 18.0 87.0 87.0 18.0 87.0 87.0 15.0 20.0 20.0 15.0 20.0
Total Split (%) 12.9% 62.1% 62.1% 12.9% 62.1% 62.1% 10.7% 14.3% 14.3% 10.7% 14.3%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None
Act Effct Green (s) 103.8 98.3 98.3 104.7 98.8 98.8 19.4 10.3 10.3 14.1 10.7
Actuated g/C Ratio 0.74 0.70 0.70 0.75 0.71 0.71 0.14 0.07 0.07 0.10 0.08
v/c Ratio 0.08 0.78 0.05 0.24 0.46 0.02 0.19 0.05 0.54 0.39 0.10
Control Delay 5.0 22.0 0.1 7.1 10.2 0.3 50.8 61.0 19.7 61.4 32.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 5.0 22.0 0.1 7.1 10.2 0.3 50.8 61.0 19.7 61.4 32.5
LOS A C A A B A D E B E C
Approach Delay 20.3 9.5 28.7 56.4
Approach LOS C A C E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.78
Intersection Signal Delay: 18.7 Intersection LOS: B
Intersection Capacity Utilization 75.9% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 105: Long Lake Way & Chinden Blvd
105: Long Lake Way & Chinden Blvd
Year 2018 Background AM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 40 902 47 63 540 22 36 7 111 57 2 10
Future Volume (veh/h) 40 902 47 63 540 22 36 7 111 57 2 10
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1758 1800 1800 1772 1800 1800 1800 1772 1800 1800 1800
Adj Flow Rate, veh/h 43 960 50 67 574 23 38 7 118 61 2 11
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 3 0 0 2 0 0 0 2 0 0 0
Cap, veh/h 549 1201 1042 279 1217 1048 230 165 138 237 26 141
Arrive On Green 0.03 0.68 0.68 0.03 0.69 0.69 0.03 0.09 0.09 0.04 0.11 0.11
Sat Flow, veh/h 1714 1758 1525 1714 1772 1525 1714 1800 1502 1714 240 1322
Grp Volume(v), veh/h 43 960 50 67 574 23 38 7 118 61 0 13
Grp Sat Flow(s),veh/h/ln 1714 1758 1525 1714 1772 1525 1714 1800 1502 1714 0 1562
Q Serve(g_s), s 1.0 53.4 1.5 1.6 21.0 0.7 2.8 0.5 10.8 4.5 0.0 1.0
Cycle Q Clear(g_c), s 1.0 53.4 1.5 1.6 21.0 0.7 2.8 0.5 10.8 4.5 0.0 1.0
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.85
Lane Grp Cap(c), veh/h 549 1201 1042 279 1217 1048 230 165 138 237 0 166
V/C Ratio(X) 0.08 0.80 0.05 0.24 0.47 0.02 0.17 0.04 0.85 0.26 0.00 0.08
Avail Cap(c_a), veh/h 659 1201 1042 382 1217 1048 305 193 161 288 0 167
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 7.5 15.5 7.3 17.4 10.1 7.0 55.5 57.9 62.6 54.4 0.0 56.4
Incr Delay (d2), s/veh 0.0 5.6 0.1 0.2 1.3 0.0 0.1 0.0 27.5 0.2 0.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 19.5 0.5 0.8 7.4 0.2 1.2 0.2 5.2 2.0 0.0 0.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 7.5 21.1 7.4 17.6 11.5 7.0 55.6 58.0 90.2 54.7 0.0 56.4
LnGrp LOS A C A B B A E E F D A E
Approach Vol, veh/h 1053 664 163 74
Approach Delay, s/veh 19.9 11.9 80.7 55.0
Approach LOS B B F D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 9.1 102.2 8.9 19.9 9.6 101.6 10.9 17.9
Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 5.0 6.0 5.0 5.0
Max Green Setting (Gmax), s 13.0 81.0 10.0 15.0 13.0 81.0 10.0 15.0
Max Q Clear Time (g_c+I1), s 3.0 23.0 4.8 3.0 3.6 55.4 6.5 12.8
Green Ext Time (p_c), s 0.0 5.7 0.0 0.0 0.0 10.7 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 23.6
HCM 6th LOS C
106: Linder Rd & Chinden Blvd
Year 2018 Background AM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 10
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 294 623 84 147 396 107 109 377 162 153 280 139
Future Volume (vph) 294 623 84 147 396 107 109 377 162 153 280 139
Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 17.0 17.0 11.0 17.0 17.0 11.0 12.0 12.0 11.0 12.0 12.0
Total Split (s) 20.0 59.0 59.0 20.0 59.0 59.0 15.0 46.0 46.0 15.0 46.0 46.0
Total Split (%) 14.3% 42.1% 42.1% 14.3% 42.1% 42.1% 10.7% 32.9% 32.9% 10.7% 32.9% 32.9%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None None
Act Effct Green (s) 80.9 62.5 62.5 64.6 52.1 52.1 10.9 22.2 22.2 17.9 29.2 29.2
Actuated g/C Ratio 0.58 0.45 0.45 0.46 0.37 0.37 0.08 0.16 0.16 0.13 0.21 0.21
v/c Ratio 0.69 0.66 0.12 0.56 0.49 0.18 0.66 0.78 0.46 0.60 0.44 0.37
Control Delay 30.2 40.9 6.6 23.4 36.8 4.8 80.2 67.0 10.5 67.4 50.8 9.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 30.2 40.9 6.6 23.4 36.8 4.8 80.2 67.0 10.5 67.4 50.8 9.5
LOS C D A C D A F E B E D A
Approach Delay 34.9 28.5 55.1 45.2
Approach LOS C C E D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 70
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.78
Intersection Signal Delay: 40.1 Intersection LOS: D
Intersection Capacity Utilization 66.0% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2018 Background AM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 11
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 294 623 84 147 396 107 109 377 162 153 280 139
Future Volume (veh/h) 294 623 84 147 396 107 109 377 162 153 280 139
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1730 1758 1800 1800 1772 1786 1800 1758 1772 1730 1744 1660
Adj Flow Rate, veh/h 320 677 91 160 430 116 118 410 176 166 304 151
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 5 3 0 0 2 1 0 3 2 5 4 10
Cap, veh/h 547 1261 829 407 1195 761 148 491 221 140 487 207
Arrive On Green 0.10 0.54 0.54 0.06 0.50 0.50 0.06 0.15 0.15 0.06 0.15 0.15
Sat Flow, veh/h 1647 2320 1525 1714 2374 1514 2297 3340 1502 2175 3313 1406
Grp Volume(v), veh/h 320 677 91 160 430 116 118 410 176 166 304 151
Grp Sat Flow(s),veh/h/ln 1647 1160 1525 1714 1187 1514 1149 1670 1502 1087 1657 1406
Q Serve(g_s), s 13.0 26.3 4.1 6.3 15.4 5.8 7.1 16.7 15.9 9.0 12.1 14.4
Cycle Q Clear(g_c), s 13.0 26.3 4.1 6.3 15.4 5.8 7.1 16.7 15.9 9.0 12.1 14.4
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 547 1261 829 407 1195 761 148 491 221 140 487 207
V/C Ratio(X) 0.59 0.54 0.11 0.39 0.36 0.15 0.80 0.84 0.80 1.19 0.62 0.73
Avail Cap(c_a), veh/h 547 1261 829 476 1195 761 148 930 418 140 923 392
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 14.6 20.6 15.5 16.7 21.1 18.7 64.6 58.1 57.7 65.5 56.1 57.1
Incr Delay (d2), s/veh 1.6 1.6 0.3 0.2 0.8 0.4 24.1 1.5 2.5 135.2 0.5 1.9
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.6 6.9 1.5 2.3 4.2 2.1 2.5 7.1 6.1 5.1 5.1 5.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 16.2 22.3 15.8 17.0 22.0 19.1 88.7 59.5 60.2 200.7 56.6 58.9
LnGrp LOS B C B B C B F E E F E E
Approach Vol, veh/h 1088 706 704 621
Approach Delay, s/veh 19.9 20.4 64.6 95.7
Approach LOS B C E F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 20.0 77.4 15.0 27.6 14.4 83.1 15.0 27.6
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 14.0 52.0 9.0 39.0 14.0 52.0 9.0 39.0
Max Q Clear Time (g_c+I1), s 15.0 17.4 9.1 16.4 8.3 28.3 11.0 18.7
Green Ext Time (p_c), s 0.0 1.7 0.0 1.6 0.1 2.6 0.0 1.9
Intersection Summary
HCM 6th Ctrl Delay 45.2
HCM 6th LOS D
107: Ten Mile Rd & Lost Rapids Dr
Year 2018 Background AM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 12
Intersection
Int Delay, s/veh 1.9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 1 1 16 42 0 26 9 363 6 15 369 5
Future Vol, veh/h 1 1 16 42 0 26 9 363 6 15 369 5
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - 0 - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96
Heavy Vehicles, % 0 0 0 0 0 0 23 6 0 0 5 0
Mvmt Flow 1 1 17 44 0 27 9 378 6 16 384 5
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 832 821 387 827 820 381 389 0 0 384 0 0
Stage 1 419 419 - 399 399 - - - - - - -
Stage 2 413 402 - 428 421 - - - - - - -
Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.33 - - 4.1 - -
Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.5 - - - - - - -
Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.5 - - - - - - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.407 - - 2.2 - -
Pot Cap-1 Maneuver 291 312 665 293 312 671 1064 - - 1186 - -
Stage 1 616 593 - 631 606 - - - - - - -
Stage 2 620 604 - 609 592 - - - - - - -
Platoon blocked, %- - - -
Mov Cap-1 Maneuver 273 303 665 279 303 671 1064 - - 1186 - -
Mov Cap-2 Maneuver 273 303 - 279 303 - - - - - - -
Stage 1 609 583 - 624 599 - - - - - - -
Stage 2 588 597 - 583 582 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 11.4 17.5 0.2 0.3
HCM LOS B C
Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1 SBL SBT SBR
Capacity (veh/h) 1064 - - 287 665 359 1186 - -
HCM Lane V/C Ratio 0.009 - - 0.007 0.025 0.197 0.013 - -
HCM Control Delay (s) 8.4 0 - 17.6 10.6 17.5 8.1 0 -
HCM Lane LOS A A - C B C A A -
HCM 95th %tile Q(veh) 0 - - 0 0.1 0.7 0 - -
108: Ten Mile Rd & McMillan Rd
Year 2018 Background AM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 13
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 32 102 57 160 92 29 59 312 99 54 430 6
Future Volume (vph) 32 102 57 160 92 29 59 312 99 54 430 6
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0
Minimum Split (s) 10.0 35.0 35.0 10.0 36.0 36.0 10.0 29.0 29.0 10.0 29.0 29.0
Total Split (s) 10.0 40.0 40.0 11.0 41.0 41.0 13.0 39.0 39.0 10.0 36.0 36.0
Total Split (%) 10.0% 40.0% 40.0% 11.0% 41.0% 41.0% 13.0% 39.0% 39.0% 10.0% 36.0% 36.0%
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None None None Min Min None Min Min
Act Effct Green (s) 14.2 12.9 12.9 17.7 17.7 17.7 27.8 26.6 26.6 25.8 25.6 25.6
Actuated g/C Ratio 0.26 0.23 0.23 0.32 0.32 0.32 0.51 0.48 0.48 0.47 0.47 0.47
v/c Ratio 0.11 0.26 0.17 0.42 0.17 0.06 0.21 0.32 0.13 0.12 0.43 0.01
Control Delay 16.7 25.9 1.0 20.2 21.7 0.2 10.7 15.9 2.5 9.7 18.3 0.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 16.7 25.9 1.0 20.2 21.7 0.2 10.7 15.9 2.5 9.7 18.3 0.0
LOS B C A C C A B B A A B A
Approach Delay 16.9 18.6 12.5 17.2
Approach LOS B B B B
Intersection Summary
Cycle Length: 100
Actuated Cycle Length: 55
Natural Cycle: 85
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.43
Intersection Signal Delay: 15.9 Intersection LOS: B
Intersection Capacity Utilization 45.2% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 108: Ten Mile Rd & McMillan Rd
108: Ten Mile Rd & McMillan Rd
Year 2018 Background AM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 14
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 32 102 57 160 92 29 59 312 99 54 430 6
Future Volume (veh/h) 32 102 57 160 92 29 59 312 99 54 430 6
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1561 1786 1323 1786 1786 1744 1224 1730 1772 1772 1758 1800
Adj Flow Rate, veh/h 34 109 61 170 98 31 63 332 105 57 457 6
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 17 1 34 1 1 4 41 5 2 2 3 0
Cap, veh/h 392 328 206 472 450 373 267 618 433 373 651 435
Arrive On Green 0.04 0.18 0.18 0.11 0.25 0.25 0.06 0.29 0.29 0.05 0.28 0.28
Sat Flow, veh/h 1487 1786 1121 1701 1786 1478 1166 2145 1502 1688 2285 1525
Grp Volume(v), veh/h 34 109 61 170 98 31 63 332 105 57 457 6
Grp Sat Flow(s),veh/h/ln 1487 1786 1121 1701 1786 1478 1166 1072 1502 1688 1143 1525
Q Serve(g_s), s 1.0 2.9 2.5 4.2 2.4 0.9 2.0 7.1 2.9 1.3 9.7 0.2
Cycle Q Clear(g_c), s 1.0 2.9 2.5 4.2 2.4 0.9 2.0 7.1 2.9 1.3 9.7 0.2
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 392 328 206 472 450 373 267 618 433 373 651 435
V/C Ratio(X) 0.09 0.33 0.30 0.36 0.22 0.08 0.24 0.54 0.24 0.15 0.70 0.01
Avail Cap(c_a), veh/h 474 1155 725 481 1188 983 374 1347 943 439 1309 874
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 16.8 19.2 19.1 14.8 16.0 15.5 13.4 16.2 14.7 12.7 17.3 13.9
Incr Delay (d2), s/veh 0.0 0.8 1.1 0.2 0.3 0.1 0.2 1.0 0.4 0.1 2.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 1.1 0.6 1.4 0.9 0.3 0.4 1.5 0.9 0.4 2.3 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 16.9 20.1 20.2 15.0 16.4 15.6 13.5 17.3 15.1 12.8 19.3 13.9
LnGrp LOS B C C B B B B B B B B B
Approach Vol, veh/h 204 299 500 520
Approach Delay, s/veh 19.6 15.5 16.3 18.5
Approach LOS B B B B
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 7.0 18.6 8.1 20.4 10.7 14.9 7.9 20.6
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 5.0 36.0 8.0 31.0 6.0 35.0 5.0 34.0
Max Q Clear Time (g_c+I1), s 3.0 4.4 4.0 11.7 6.2 4.9 3.3 9.1
Green Ext Time (p_c), s 0.0 0.8 0.0 3.7 0.0 1.1 0.0 3.4
Intersection Summary
HCM 6th Ctrl Delay 17.3
HCM 6th LOS B
101: SH 16 & Chinden Blvd
Year 2018 Background PM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT EBR WBT WBR NBT SBL SBR
Lane Configurations
Traffic Volume (vph) 351 559 15 689 420 0 266 410
Future Volume (vph) 351 559 15 689 420 0 266 410
Turn Type Prot NA Perm NA Perm NA Perm Prot
Protected Phases 1 6 2 4 8
Permitted Phases 6 2 8
Detector Phase 1 6 6 2 2 4 8 8
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 13.5 19.0 19.0 43.0 43.0 12.0 19.0 19.0
Total Split (s) 25.0 76.0 76.0 51.0 51.0 12.0 32.0 32.0
Total Split (%) 20.8% 63.3% 63.3% 42.5% 42.5% 10.0% 26.7% 26.7%
Yellow Time (s) 4.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
All-Red Time (s) 4.5 2.0 2.0 1.0 1.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 8.5 7.0 7.0 6.0 6.0 7.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min Min Min None Min Min
Act Effct Green (s) 14.9 61.9 61.9 39.2 39.2 5.2 22.8 22.8
Actuated g/C Ratio 0.14 0.59 0.59 0.37 0.37 0.05 0.22 0.22
v/c Ratio 0.78 0.47 0.02 0.82 0.52 0.08 0.82 0.50
Control Delay 58.9 14.8 0.0 40.6 4.8 0.5 62.3 2.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 58.9 14.8 0.0 40.6 4.8 0.5 62.3 2.6
LOS E B A D A A E A
Approach Delay 31.3 27.0 0.5
Approach LOS C C A
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 105.5
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.82
Intersection Signal Delay: 28.0 Intersection LOS: C
Intersection Capacity Utilization 63.3% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 101: SH 16 & Chinden Blvd
101: SH 16 & Chinden Blvd
Year 2018 Background PM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 351 559 15 0 689 420 0 0 25 266 0 410
Future Volume (veh/h) 351 559 15 0 689 420 0 0 25 266 0 410
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1800 0 1786 1800 1800 1800 1800 1786 1800 1772
Adj Flow Rate, veh/h 362 576 0 0 710 433 0 0 26 274 0 423
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 1 1 0 0 1 0 0 0 0 1 0 2
Cap, veh/h 435 1269 0 879 578 0 0 377 541 445 483
Arrive On Green 0.13 0.60 0.00 0.00 0.38 0.38 0.00 0.00 0.25 0.25 0.00 0.25
Sat Flow, veh/h 3300 2107 1525 0 2947 1525 0 0 1525 1647 1800 1952
Grp Volume(v), veh/h 362 576 0 0 710 433 0 0 26 274 0 423
Grp Sat Flow(s),veh/h/ln 1650 1054 1525 0 1161 1525 0 0 1525 823 1800 976
Q Serve(g_s), s 9.9 13.9 0.0 0.0 25.4 22.9 0.0 0.0 1.2 14.2 0.0 19.3
Cycle Q Clear(g_c), s 9.9 13.9 0.0 0.0 25.4 22.9 0.0 0.0 1.2 15.4 0.0 19.3
Prop In Lane 1.00 1.00 0.00 1.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 435 1269 0 879 578 0 0 377 541 445 483
V/C Ratio(X) 0.83 0.45 0.00 0.81 0.75 0.00 0.00 0.07 0.51 0.00 0.88
Avail Cap(c_a), veh/h 586 1566 0 1125 739 0 0 377 577 485 525
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 39.3 10.1 0.0 0.0 25.8 25.0 0.0 0.0 26.8 32.7 0.0 33.6
Incr Delay (d2), s/veh 5.7 0.4 0.0 0.0 4.0 3.9 0.0 0.0 0.0 1.0 0.0 15.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.1 2.5 0.0 0.0 6.6 7.9 0.0 0.0 0.4 2.7 0.0 5.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 45.0 10.5 0.0 0.0 29.8 28.9 0.0 0.0 26.8 33.7 0.0 48.7
LnGrp LOS D B A C C A A C C A D
Approach Vol, veh/h 938 A 1143 26 697
Approach Delay, s/veh 23.8 29.5 26.8 42.8
Approach LOS C C C D
Timer - Assigned Phs 1 2 4 6 8
Phs Duration (G+Y+Rc), s 20.7 42.2 30.0 62.9 30.0
Change Period (Y+Rc), s 8.5 * 7 7.0 7.0 7.0
Max Green Setting (Gmax), s 16.5 * 45 5.0 69.0 25.0
Max Q Clear Time (g_c+I1), s 11.9 27.4 3.2 15.9 21.3
Green Ext Time (p_c), s 0.3 7.7 0.0 5.5 1.6
Intersection Summary
HCM 6th Ctrl Delay 30.9
HCM 6th LOS C
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.
102: Black Cat Rd & Chinden Blvd
Year 2018 Background PM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Intersection
Int Delay, s/veh 16.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 791 44 72 1047 3 46 1 42 8 0 8
Future Vol, veh/h 0 791 44 72 1047 3 46 1 42 8 0 8
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 105 - - 105 - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 98 98 98 98 98 98 98 98 98 98 98 98
Heavy Vehicles, % 0 1 0 0 1 0 2 0 0 0 0 0
Mvmt Flow 0 807 45 73 1068 3 47 1 43 8 0 8
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1071 0 0 852 0 0 2050 2047 830 2068 2068 1070
Stage 1 - - - - - - 830 830 - 1216 1216 -
Stage 2 - - - - - - 1220 1217 - 852 852 -
Critical Hdwy 4.1 - - 4.1 - - 7.12 6.5 6.2 7.1 6.5 6.2
Critical Hdwy Stg 1 - - - - - - 6.12 5.5 - 6.1 5.5 -
Critical Hdwy Stg 2 - - - - - - 6.12 5.5 - 6.1 5.5 -
Follow-up Hdwy 2.2 - - 2.2 - - 3.518 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 658 - - 795 - - ~ 41 57 373 40 55 271
Stage 1 - - - - - - 364 388 - 223 256 -
Stage 2 - - - - - - 220 256 - 357 379 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 658 - - 795 - - ~ 37 52 373 32 50 271
Mov Cap-2 Maneuver - - - - - - ~ 37 52 - 32 50 -
Stage 1 - - - - - - 364 388 - 223 232 -
Stage 2 - - - - - - 194 232 - 315 379 -
Approach EB WB NB SB
HCM Control Delay, s 0 0.6 $ 356.6 91.8
HCM LOS F F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 65 658 - - 795 - - 57
HCM Lane V/C Ratio 1.397 - - - 0.092 - - 0.286
HCM Control Delay (s) $ 356.6 0 - - 10 - - 91.8
HCM Lane LOS F A - - A - - F
HCM 95th %tile Q(veh) 7.7 0 - - 0.3 - - 1
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
103: Tree Farm Way & Chinden Blvd
Year 2018 Background PM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 34 799 7 13 1073 158 19 9 102 6
Future Volume (vph) 34 799 7 13 1073 158 19 9 102 6
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 10.0 5.0 10.0
Minimum Split (s) 11.0 22.0 22.0 11.0 22.0 22.0 11.0 16.0 11.0 16.0
Total Split (s) 20.0 80.0 80.0 20.0 80.0 80.0 23.0 17.0 23.0 17.0
Total Split (%) 14.3% 57.1% 57.1% 14.3% 57.1% 57.1% 16.4% 12.1% 16.4% 12.1%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None
Act Effct Green (s) 103.6 100.2 100.2 100.5 95.4 95.4 11.8 10.0 22.3 14.9
Actuated g/C Ratio 0.74 0.72 0.72 0.72 0.68 0.68 0.08 0.07 0.16 0.11
v/c Ratio 0.30 0.67 0.01 0.04 0.93 0.16 0.17 0.19 0.54 0.21
Control Delay 13.9 17.9 0.0 7.2 33.6 4.5 49.0 40.3 60.3 23.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 13.9 17.9 0.0 7.2 33.6 4.5 49.0 40.3 60.3 23.3
LOS B B A A C A D D E C
Approach Delay 17.6 29.6 44.4 50.8
Approach LOS B C D D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 120
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.93
Intersection Signal Delay: 26.7 Intersection LOS: C
Intersection Capacity Utilization 83.1% ICU Level of Service E
Analysis Period (min) 15
Splits and Phases: 103: Tree Farm Way & Chinden Blvd
103: Tree Farm Way & Chinden Blvd
Year 2018 Background PM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 34 799 7 13 1073 158 19 9 12 102 6 30
Future Volume (veh/h) 34 799 7 13 1073 158 19 9 12 102 6 30
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1603 1800 1800 1772 1646 1646 1646 1800 1800 1800
Adj Flow Rate, veh/h 36 850 7 14 1141 168 20 10 13 109 6 32
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 1 14 0 0 2 11 11 11 0 0 0
Cap, veh/h 377 1191 906 316 1179 984 169 44 58 249 30 158
Arrive On Green 0.03 0.67 0.67 0.03 1.00 1.00 0.02 0.07 0.07 0.07 0.12 0.12
Sat Flow, veh/h 1714 1786 1359 1714 1800 1502 1567 649 844 1714 247 1316
Grp Volume(v), veh/h 36 850 7 14 1141 168 20 0 23 109 0 38
Grp Sat Flow(s),veh/h/ln 1714 1786 1359 1714 1800 1502 1567 0 1494 1714 0 1563
Q Serve(g_s), s 1.0 42.3 0.2 0.4 0.0 0.0 1.7 0.0 2.0 8.0 0.0 3.1
Cycle Q Clear(g_c), s 1.0 42.3 0.2 0.4 0.0 0.0 1.7 0.0 2.0 8.0 0.0 3.1
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.57 1.00 0.84
Lane Grp Cap(c), veh/h 377 1191 906 316 1179 984 169 0 102 249 0 188
V/C Ratio(X) 0.10 0.71 0.01 0.04 0.97 0.17 0.12 0.00 0.23 0.44 0.00 0.20
Avail Cap(c_a), veh/h 503 1191 906 462 1179 984 329 0 117 335 0 188
HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 0.46 0.46 0.46 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 7.2 14.8 7.8 13.5 0.0 0.0 59.0 0.0 61.7 53.6 0.0 55.5
Incr Delay (d2), s/veh 0.0 3.7 0.0 0.0 11.7 0.2 0.1 0.0 0.4 0.4 0.0 0.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 15.8 0.1 0.1 3.8 0.0 0.7 0.0 0.8 3.5 0.0 1.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 7.3 18.5 7.8 13.5 11.7 0.2 59.1 0.0 62.1 54.1 0.0 55.9
LnGrp LOS A B A B B A E A E D A E
Approach Vol, veh/h 893 1323 43 147
Approach Delay, s/veh 17.9 10.2 60.7 54.5
Approach LOS B B E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 9.8 98.7 8.7 22.8 8.1 100.4 15.9 15.6
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 14.0 73.0 17.0 11.0 14.0 73.0 17.0 11.0
Max Q Clear Time (g_c+I1), s 3.0 2.0 3.7 5.1 2.4 44.3 10.0 4.0
Green Ext Time (p_c), s 0.0 4.1 0.0 0.0 0.0 2.3 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 16.7
HCM 6th LOS B
104: Ten Mile Rd & Chinden Blvd
Year 2018 Background PM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 667 244 288 851 391 241
Future Volume (vph) 667 244 288 851 391 241
Turn Type NA Perm pm+pt NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 2 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 5.0 10.0 5.0 5.0
Minimum Split (s) 17.0 17.0 11.0 17.0 11.0 11.0
Total Split (s) 60.0 60.0 32.0 92.0 48.0 32.0
Total Split (%) 42.9% 42.9% 22.9% 65.7% 34.3% 22.9%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode C-Min C-Min None C-Min Max None
Act Effct Green (s) 55.4 55.4 86.0 85.0 42.0 71.6
Actuated g/C Ratio 0.40 0.40 0.61 0.61 0.30 0.51
v/c Ratio 1.00 0.39 0.91 0.83 0.81 0.31
Control Delay 78.3 28.3 60.2 29.2 59.1 13.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 78.3 28.3 60.2 29.2 59.1 13.1
LOS E C E C E B
Approach Delay 64.9 37.0 41.6
Approach LOS E D D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 113 (81%), Referenced to phase 2:WBTL and 6:EBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.00
Intersection Signal Delay: 47.6 Intersection LOS: D
Intersection Capacity Utilization 92.6% ICU Level of Service F
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2018 Background PM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 667 244 288 851 391 241
Future Volume (veh/h) 667 244 288 851 391 241
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1800 1772 1786 1800 1800 1786
Adj Flow Rate, veh/h 710 260 306 905 416 256
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 2 1 0 0 1
Cap, veh/h 729 608 329 1093 514 695
Arrive On Green 0.13 0.13 0.16 0.61 0.30 0.30
Sat Flow, veh/h 1800 1502 1701 1800 1714 1514
Grp Volume(v), veh/h 710 260 306 905 416 256
Grp Sat Flow(s),veh/h/ln 1800 1502 1701 1800 1714 1514
Q Serve(g_s), s 55.0 22.3 19.9 55.6 31.4 15.4
Cycle Q Clear(g_c), s 55.0 22.3 19.9 55.6 31.4 15.4
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 729 608 329 1093 514 695
V/C Ratio(X) 0.97 0.43 0.93 0.83 0.81 0.37
Avail Cap(c_a), veh/h 729 608 374 1093 514 695
HCM Platoon Ratio 0.33 0.33 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.71 0.71 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 59.9 45.7 44.6 21.7 45.3 24.6
Incr Delay (d2), s/veh 22.4 1.6 27.5 7.3 12.9 1.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 31.0 9.2 12.7 22.7 15.0 5.7
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 82.3 47.3 72.1 29.0 58.2 26.1
LnGrp LOS F D E C E C
Approach Vol, veh/h 970 1211 672
Approach Delay, s/veh 72.9 39.9 46.0
Approach LOS E D D
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 92.0 28.3 63.7 48.0
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 85.0 26.0 53.0 42.0
Max Q Clear Time (g_c+I1), s 57.6 21.9 57.0 33.4
Green Ext Time (p_c), s 6.5 0.3 0.0 1.6
Intersection Summary
HCM 6th Ctrl Delay 52.5
HCM 6th LOS D
105: Long Lake Way & Chinden Blvd
Year 2018 Background PM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 26 829 53 167 1077 49 50 8 104 57 6
Future Volume (vph) 26 829 53 167 1077 49 50 8 104 57 6
Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm Perm NA
Protected Phases 1 6 5 2 8 4
Permitted Phases 6 6 2 2 8 8 4
Detector Phase 1 6 6 5 2 2 8 8 8 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0
Minimum Split (s) 10.0 16.0 16.0 10.0 16.0 16.0 15.0 15.0 15.0 15.0 15.0
Total Split (s) 20.0 95.0 95.0 20.0 95.0 95.0 25.0 25.0 25.0 25.0 25.0
Total Split (%) 14.3% 67.9% 67.9% 14.3% 67.9% 67.9% 17.9% 17.9% 17.9% 17.9% 17.9%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None
Act Effct Green (s) 111.2 105.1 105.1 116.7 111.0 111.0 11.9 11.9 11.9 11.9 11.9
Actuated g/C Ratio 0.79 0.75 0.75 0.83 0.79 0.79 0.08 0.08 0.08 0.08 0.08
v/c Ratio 0.09 0.64 0.05 0.39 0.78 0.04 0.46 0.05 0.47 0.53 0.13
Control Delay 1.0 4.6 0.1 5.4 18.9 3.9 73.5 57.9 17.3 78.2 32.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 1.0 4.6 0.1 5.4 18.9 3.9 73.5 57.9 17.3 78.2 32.8
LOS A A A A B A E E B E C
Approach Delay 4.2 16.6 36.7 66.7
Approach LOS A B D E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.78
Intersection Signal Delay: 14.9 Intersection LOS: B
Intersection Capacity Utilization 87.3% ICU Level of Service E
Analysis Period (min) 15
Splits and Phases: 105: Long Lake Way & Chinden Blvd
105: Long Lake Way & Chinden Blvd
Year 2018 Background PM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 26 829 53 167 1077 49 50 8 104 57 6 14
Future Volume (veh/h) 26 829 53 167 1077 49 50 8 104 57 6 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1800 1800 1800 1800 1800 1800 1786 1758 1800 1800
Adj Flow Rate, veh/h 27 855 55 172 1110 51 52 8 107 59 6 14
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 0 1 0 0 0 0 0 0 1 3 0 0
Cap, veh/h 297 1363 1164 456 1399 1186 155 153 129 154 41 95
Arrive On Green 0.02 0.76 0.76 0.04 0.78 0.78 0.09 0.09 0.09 0.09 0.09 0.09
Sat Flow, veh/h 1714 1786 1525 1714 1800 1525 1414 1800 1514 1267 480 1119
Grp Volume(v), veh/h 27 855 55 172 1110 51 52 8 107 59 0 20
Grp Sat Flow(s),veh/h/ln 1714 1786 1525 1714 1800 1525 1414 1800 1514 1267 0 1599
Q Serve(g_s), s 0.5 30.4 1.2 3.1 50.1 1.1 5.0 0.6 9.7 6.3 0.0 1.6
Cycle Q Clear(g_c), s 0.5 30.4 1.2 3.1 50.1 1.1 6.6 0.6 9.7 6.9 0.0 1.6
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.70
Lane Grp Cap(c), veh/h 297 1363 1164 456 1399 1186 155 153 129 154 0 136
V/C Ratio(X) 0.09 0.63 0.05 0.38 0.79 0.04 0.33 0.05 0.83 0.38 0.00 0.15
Avail Cap(c_a), veh/h 441 1363 1164 575 1399 1186 237 257 216 227 0 228
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 12.0 7.5 4.1 7.7 9.0 3.6 62.4 58.9 63.1 62.0 0.0 59.3
Incr Delay (d2), s/veh 0.0 2.2 0.1 0.2 4.7 0.1 0.5 0.1 5.2 0.6 0.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 9.4 0.3 1.1 15.3 0.3 1.8 0.3 4.0 2.1 0.0 0.7
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 12.0 9.7 4.1 7.9 13.7 3.7 62.9 58.9 68.2 62.6 0.0 59.5
LnGrp LOS B A A A B A E E E E A E
Approach Vol, veh/h 937 1333 167 79
Approach Delay, s/veh 9.5 12.6 66.1 61.8
Approach LOS A B E E
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 8.3 114.8 16.9 10.2 112.8 16.9
Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0
Max Green Setting (Gmax), s 15.0 89.0 20.0 15.0 89.0 20.0
Max Q Clear Time (g_c+I1), s 2.5 52.1 8.9 5.1 32.4 11.7
Green Ext Time (p_c), s 0.0 16.3 0.1 0.1 11.0 0.2
Intersection Summary
HCM 6th Ctrl Delay 16.5
HCM 6th LOS B
106: Linder Rd & Chinden Blvd
Year 2018 Background PM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 10
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 283 577 159 285 770 291 279 520 151 354 550 304
Future Volume (vph) 283 577 159 285 770 291 279 520 151 354 550 304
Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 17.0 17.0 11.0 17.0 17.0 11.0 12.0 12.0 11.0 12.0 12.0
Total Split (s) 20.0 59.0 59.0 20.0 59.0 59.0 15.0 46.0 46.0 15.0 46.0 46.0
Total Split (%) 14.3% 42.1% 42.1% 14.3% 42.1% 42.1% 10.7% 32.9% 32.9% 10.7% 32.9% 32.9%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None None
Act Effct Green (s) 75.2 50.7 50.7 71.0 48.6 48.6 12.4 29.5 29.5 12.4 29.5 29.5
Actuated g/C Ratio 0.54 0.36 0.36 0.51 0.35 0.35 0.09 0.21 0.21 0.09 0.21 0.21
v/c Ratio 0.86 0.73 0.26 0.80 0.92 0.45 1.38 0.75 0.37 1.91 0.79 0.61
Control Delay 61.0 55.4 18.9 39.3 60.2 10.9 244.6 58.5 10.1 460.1 60.3 16.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 61.0 55.4 18.9 39.3 60.2 10.9 244.6 58.5 10.1 460.1 60.3 16.3
LOS E E B D E B F E B F E B
Approach Delay 51.2 45.1 105.5 166.4
Approach LOS D D F F
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 110
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.91
Intersection Signal Delay: 91.6 Intersection LOS: F
Intersection Capacity Utilization 86.5% ICU Level of Service E
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2018 Background PM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 11
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 283 577 159 285 770 291 279 520 151 354 550 304
Future Volume (veh/h) 283 577 159 285 770 291 279 520 151 354 550 304
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1800 1786 1800 1786 1800 1786 1758 1786 1800 1772
Adj Flow Rate, veh/h 292 595 164 294 794 300 288 536 156 365 567 313
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 0 2 0 1 0 1 0 1 3 1 0 2
Cap, veh/h 298 947 637 371 1037 632 152 790 347 140 796 349
Arrive On Green 0.10 0.42 0.42 0.10 0.42 0.42 0.06 0.23 0.23 0.06 0.23 0.23
Sat Flow, veh/h 1714 2268 1525 1701 2484 1514 2366 3393 1490 2177 3420 1502
Grp Volume(v), veh/h 292 595 164 294 794 300 288 536 156 365 567 313
Grp Sat Flow(s),veh/h/ln 1714 1134 1525 1701 1242 1514 1183 1697 1490 1089 1710 1502
Q Serve(g_s), s 13.9 29.0 9.8 14.0 38.3 20.2 9.0 20.2 12.6 9.0 21.3 28.3
Cycle Q Clear(g_c), s 13.9 29.0 9.8 14.0 38.3 20.2 9.0 20.2 12.6 9.0 21.3 28.3
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 298 947 637 371 1037 632 152 790 347 140 796 349
V/C Ratio(X) 0.98 0.63 0.26 0.79 0.77 0.47 1.89 0.68 0.45 2.61 0.71 0.90
Avail Cap(c_a), veh/h 298 947 637 371 1037 632 152 945 415 140 953 418
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 29.3 32.2 26.6 25.0 34.9 29.6 65.5 48.9 46.0 65.5 49.4 52.1
Incr Delay (d2), s/veh 46.4 3.2 1.0 10.3 5.4 2.6 425.9 1.0 0.3 743.8 1.4 17.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 9.0 7.9 3.7 6.3 11.7 7.7 11.7 8.5 4.6 17.0 9.3 12.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 75.7 35.4 27.6 35.3 40.3 32.2 491.4 49.9 46.4 809.3 50.8 69.4
LnGrp LOS E D C D D C F D D F D E
Approach Vol, veh/h 1051 1388 980 1245
Approach Delay, s/veh 45.4 37.5 179.1 277.9
Approach LOS D D F F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 20.0 65.4 15.0 39.6 20.0 65.4 15.0 39.6
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 14.0 52.0 9.0 39.0 14.0 52.0 9.0 39.0
Max Q Clear Time (g_c+I1), s 15.9 40.3 11.0 30.3 16.0 31.0 11.0 22.2
Green Ext Time (p_c), s 0.0 2.9 0.0 2.3 0.0 2.3 0.0 2.3
Intersection Summary
HCM 6th Ctrl Delay 133.2
HCM 6th LOS F
107: Ten Mile Rd & Lost Rapids Dr
Year 2018 Background PM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 12
Intersection
Int Delay, s/veh 1.9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 2 3 24 24 2 24 18 608 39 44 485 4
Future Vol, veh/h 2 3 24 24 2 24 18 608 39 44 485 4
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - 0 - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 98 98 98 98 98 98 98 98 98 98 98 98
Heavy Vehicles, % 0 0 0 0 0 0 0 0 0 0 2 0
Mvmt Flow 2 3 24 24 2 24 18 620 40 45 495 4
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1276 1283 497 1277 1265 640 499 0 0 660 0 0
Stage 1 587 587 - 676 676 - - - - - - -
Stage 2 689 696 - 601 589 - - - - - - -
Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.1 - - 4.1 - -
Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.5 - - - - - - -
Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.5 - - - - - - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.2 - - 2.2 - -
Pot Cap-1 Maneuver 145 167 577 145 171 479 1075 - - 938 - -
Stage 1 499 500 - 446 456 - - - - - - -
Stage 2 439 446 - 491 499 - - - - - - -
Platoon blocked, %- - - -
Mov Cap-1 Maneuver 127 152 577 127 155 479 1075 - - 938 - -
Mov Cap-2 Maneuver 127 152 - 127 155 - - - - - - -
Stage 1 486 467 - 434 444 - - - - - - -
Stage 2 403 434 - 436 466 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 14.9 29.4 0.2 0.7
HCM LOS B D
Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1 SBL SBT SBR
Capacity (veh/h) 1075 - - 141 577 198 938 - -
HCM Lane V/C Ratio 0.017 - - 0.036 0.042 0.258 0.048 - -
HCM Control Delay (s) 8.4 0 - 31.5 11.5 29.4 9 0 -
HCM Lane LOS A A - D B D A A -
HCM 95th %tile Q(veh) 0.1 - - 0.1 0.1 1 0.2 - -
108: Ten Mile Rd & McMillan Rd
Year 2018 Background PM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 13
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 31 137 37 173 268 55 158 546 177 126 502 25
Future Volume (vph) 31 137 37 173 268 55 158 546 177 126 502 25
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0
Minimum Split (s) 10.0 35.0 35.0 10.0 36.0 36.0 10.0 29.0 29.0 10.0 29.0 29.0
Total Split (s) 10.0 36.0 36.0 12.0 38.0 38.0 16.0 38.0 38.0 14.0 36.0 36.0
Total Split (%) 10.0% 36.0% 36.0% 12.0% 38.0% 38.0% 16.0% 38.0% 38.0% 14.0% 36.0% 36.0%
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None None None Min Min None Min Min
Act Effct Green (s) 21.2 16.0 16.0 26.8 23.1 23.1 33.7 25.3 25.3 32.3 24.6 24.6
Actuated g/C Ratio 0.28 0.21 0.21 0.35 0.30 0.30 0.44 0.33 0.33 0.42 0.32 0.32
v/c Ratio 0.10 0.38 0.09 0.45 0.52 0.10 0.53 0.72 0.31 0.46 0.68 0.05
Control Delay 18.4 30.4 0.4 22.9 29.5 0.4 18.1 29.4 8.7 17.4 28.6 0.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 18.4 30.4 0.4 22.9 29.5 0.4 18.1 29.4 8.7 17.4 28.6 0.2
LOS B C A C C A B C A B C A
Approach Delay 23.2 24.0 23.2 25.3
Approach LOS C C C C
Intersection Summary
Cycle Length: 100
Actuated Cycle Length: 76.9
Natural Cycle: 85
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.72
Intersection Signal Delay: 24.0 Intersection LOS: C
Intersection Capacity Utilization 59.6% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 108: Ten Mile Rd & McMillan Rd
108: Ten Mile Rd & McMillan Rd
Year 2018 Background PM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 14
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 31 137 37 173 268 55 158 546 177 126 502 25
Future Volume (veh/h) 31 137 37 173 268 55 158 546 177 126 502 25
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1800 1800 1800 1800 1800 1786 1786 1786 1800 1786 1800
Adj Flow Rate, veh/h 32 143 39 180 279 57 165 569 184 131 523 26
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 0 0 0 0 0 1 1 1 0 1 0
Cap, veh/h 278 291 246 413 426 361 382 792 501 333 763 479
Arrive On Green 0.03 0.16 0.16 0.11 0.24 0.24 0.09 0.33 0.33 0.07 0.31 0.31
Sat Flow, veh/h 1714 1800 1525 1714 1800 1525 1701 2393 1514 1714 2429 1525
Grp Volume(v), veh/h 32 143 39 180 279 57 165 569 184 131 523 26
Grp Sat Flow(s),veh/h/ln 1714 1800 1525 1714 1800 1525 1701 1197 1514 1714 1214 1525
Q Serve(g_s), s 0.9 4.5 1.4 5.1 8.7 1.8 4.0 12.9 5.7 3.1 11.7 0.7
Cycle Q Clear(g_c), s 0.9 4.5 1.4 5.1 8.7 1.8 4.0 12.9 5.7 3.1 11.7 0.7
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 278 291 246 413 426 361 382 792 501 333 763 479
V/C Ratio(X) 0.12 0.49 0.16 0.44 0.65 0.16 0.43 0.72 0.37 0.39 0.69 0.05
Avail Cap(c_a), veh/h 357 901 764 419 959 813 527 1275 807 454 1216 764
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 20.5 23.6 22.3 17.4 21.3 18.7 13.5 18.2 15.8 13.9 18.6 14.8
Incr Delay (d2), s/veh 0.1 1.8 0.4 0.3 2.4 0.3 0.3 1.8 0.6 0.3 1.6 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 1.9 0.5 1.8 3.5 0.6 1.3 3.2 1.8 1.0 3.0 0.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 20.6 25.5 22.8 17.7 23.8 19.0 13.7 19.9 16.4 14.2 20.1 14.9
LnGrp LOS C C C B C B B B B B C B
Approach Vol, veh/h 214 516 918 680
Approach Delay, s/veh 24.3 21.1 18.1 18.8
Approach LOS C C B B
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 7.1 19.7 10.7 24.5 11.8 15.0 9.6 25.5
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 5.0 33.0 11.0 31.0 7.0 31.0 9.0 33.0
Max Q Clear Time (g_c+I1), s 2.9 10.7 6.0 13.7 7.1 6.5 5.1 14.9
Green Ext Time (p_c), s 0.0 2.4 0.1 4.2 0.0 1.2 0.1 5.6
Intersection Summary
HCM 6th Ctrl Delay 19.5
HCM 6th LOS B
101: SH 16 & Chinden Blvd
Year 2018 Background SAT Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT EBR WBT WBR NBT SBL SBR
Lane Configurations
Traffic Volume (vph) 222 655 20 431 249 0 331 278
Future Volume (vph) 222 655 20 431 249 0 331 278
Turn Type Prot NA Perm NA Perm NA Perm Prot
Protected Phases 1 6 2 4 8
Permitted Phases 6 2 8
Detector Phase 1 6 6 2 2 4 8 8
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 13.5 19.0 19.0 43.0 43.0 12.0 19.0 19.0
Total Split (s) 22.0 67.0 67.0 45.0 45.0 12.0 41.0 41.0
Total Split (%) 18.3% 55.8% 55.8% 37.5% 37.5% 10.0% 34.2% 34.2%
Yellow Time (s) 4.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
All-Red Time (s) 4.5 2.0 2.0 1.0 1.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 8.5 7.0 7.0 6.0 6.0 7.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min Min Min None Min Min
Act Effct Green (s) 10.9 45.3 45.3 26.4 26.4 5.3 25.8 25.8
Actuated g/C Ratio 0.12 0.52 0.52 0.30 0.30 0.06 0.29 0.29
v/c Ratio 0.58 0.63 0.03 0.67 0.41 0.04 0.74 0.30
Control Delay 46.3 19.6 0.1 33.6 5.6 0.3 40.8 0.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 46.3 19.6 0.1 33.6 5.6 0.3 40.8 0.8
LOS D B A C A A D A
Approach Delay 25.7 23.3 0.3
Approach LOS C C A
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 87.8
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.74
Intersection Signal Delay: 24.0 Intersection LOS: C
Intersection Capacity Utilization 53.8% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 101: SH 16 & Chinden Blvd
101: SH 16 & Chinden Blvd
Year 2018 Background SAT Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 222 655 20 0 431 249 0 0 11 331 0 278
Future Volume (veh/h) 222 655 20 0 431 249 0 0 11 331 0 278
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1800 0 1786 1800 1800 1800 1800 1800 1800 1786
Adj Flow Rate, veh/h 236 697 0 0 459 265 0 0 12 352 0 296
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 1 1 0 0 1 0 0 0 0 0 0 1
Cap, veh/h 331 1090 0 652 435 0 0 440 692 519 559
Arrive On Green 0.10 0.51 0.00 0.00 0.29 0.29 0.00 0.00 0.29 0.29 0.00 0.29
Sat Flow, veh/h 3300 2143 1525 0 2929 1525 0 0 1525 1709 1800 1937
Grp Volume(v), veh/h 236 697 0 0 459 265 0 0 12 352 0 296
Grp Sat Flow(s),veh/h/ln 1650 1072 1525 0 1143 1525 0 0 1525 855 1800 969
Q Serve(g_s), s 4.8 16.4 0.0 0.0 12.4 10.4 0.0 0.0 0.4 12.8 0.0 8.9
Cycle Q Clear(g_c), s 4.8 16.4 0.0 0.0 12.4 10.4 0.0 0.0 0.4 13.2 0.0 8.9
Prop In Lane 1.00 1.00 0.00 1.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 331 1090 0 652 435 0 0 440 692 519 559
V/C Ratio(X) 0.71 0.64 0.00 0.70 0.61 0.00 0.00 0.03 0.51 0.00 0.53
Avail Cap(c_a), veh/h 645 1862 0 1291 861 0 0 440 1040 886 954
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 30.1 12.4 0.0 0.0 22.1 21.3 0.0 0.0 17.6 22.4 0.0 20.6
Incr Delay (d2), s/veh 1.1 0.9 0.0 0.0 2.0 2.0 0.0 0.0 0.0 0.8 0.0 1.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.7 2.9 0.0 0.0 3.0 3.3 0.0 0.0 0.1 2.2 0.0 1.8
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 31.2 13.2 0.0 0.0 24.1 23.3 0.0 0.0 17.6 23.2 0.0 21.7
LnGrp LOS C B A C C A A B C A C
Approach Vol, veh/h 933 A 724 12 648
Approach Delay, s/veh 17.8 23.8 17.6 22.5
Approach LOS B C B C
Timer - Assigned Phs 1 2 4 6 8
Phs Duration (G+Y+Rc), s 15.4 26.7 26.9 42.1 26.9
Change Period (Y+Rc), s 8.5 * 7 7.0 7.0 7.0
Max Green Setting (Gmax), s 13.5 * 39 5.0 60.0 34.0
Max Q Clear Time (g_c+I1), s 6.8 14.4 2.4 18.4 15.2
Green Ext Time (p_c), s 0.2 5.3 0.0 6.8 4.7
Intersection Summary
HCM 6th Ctrl Delay 21.0
HCM 6th LOS C
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.
102: Black Cat Rd & Chinden Blvd
Year 2018 Background SAT Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Intersection
Int Delay, s/veh 14
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 2 928 47 54 753 2 43 4 45 2 4 2
Future Vol, veh/h 2 928 47 54 753 2 43 4 45 2 4 2
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 105 - - 105 - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95
Heavy Vehicles, % 0 2 0 2 2 0 2 0 3 0 0 0
Mvmt Flow 2 977 49 57 793 2 45 4 47 2 4 2
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 795 0 0 1026 0 0 1917 1915 1002 1939 1938 794
Stage 1 - - - - - - 1006 1006 - 908 908 -
Stage 2 - - - - - - 911 909 - 1031 1030 -
Critical Hdwy 4.1 - - 4.12 - - 7.12 6.5 6.23 7.1 6.5 6.2
Critical Hdwy Stg 1 - - - - - - 6.12 5.5 - 6.1 5.5 -
Critical Hdwy Stg 2 - - - - - - 6.12 5.5 - 6.1 5.5 -
Follow-up Hdwy 2.2 - - 2.218 - - 3.518 4 3.327 3.5 4 3.3
Pot Cap-1 Maneuver 835 - - 677 - - 51 68 293 50 66 391
Stage 1 - - - - - - 291 321 - 332 357 -
Stage 2 - - - - - - 328 357 - 284 313 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 835 - - 677 - - ~ 45 62 293 37 60 391
Mov Cap-2 Maneuver - - - - - - ~ 45 62 - 37 60 -
Stage 1 - - - - - - 290 320 - 331 327 -
Stage 2 - - - - - - 295 327 - 234 312 -
Approach EB WB NB SB
HCM Control Delay, s 0 0.7 275 69.6
HCM LOS F F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 78 835 - - 677 - - 64
HCM Lane V/C Ratio 1.242 0.003 - - 0.084 - - 0.132
HCM Control Delay (s) 275 9.3 - - 10.8 - - 69.6
HCM Lane LOS F A - - B - - F
HCM 95th %tile Q(veh) 7.3 0 - - 0.3 - - 0.4
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
103: Tree Farm Way & Chinden Blvd
Year 2018 Background SAT Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Lane Group EBL EBT EBR WBL WBT WBR NBT SBL SBT Ø3
Lane Configurations
Traffic Volume (vph) 22 950 3 14 775 150 3 114 3
Future Volume (vph) 22 950 3 14 775 150 3 114 3
Turn Type pm+pt NA Perm pm+pt NA Perm NA pm+pt NA
Protected Phases 1 6 5 2 8 7 4 3
Permitted Phases 6 6 2 2 4
Detector Phase 1 6 6 5 2 2 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 10.0 5.0 10.0 5.0
Minimum Split (s) 11.0 22.0 22.0 11.0 22.0 22.0 16.0 11.0 16.0 11.0
Total Split (s) 11.0 99.0 99.0 11.0 99.0 99.0 16.0 14.0 19.0 11.0
Total Split (%) 7.9% 70.7% 70.7% 7.9% 70.7% 70.7% 11.4% 10.0% 13.6% 8%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lead Lag Lead
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Max Max None Min Min None None None None
Act Effct Green (s) 95.7 92.9 92.9 94.3 90.5 90.5 10.1 15.1 15.1
Actuated g/C Ratio 0.77 0.74 0.74 0.75 0.72 0.72 0.08 0.12 0.12
v/c Ratio 0.06 0.75 0.00 0.05 0.63 0.14 0.09 0.73 0.18
Control Delay 4.5 16.9 0.0 4.6 13.6 2.7 36.5 77.7 18.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 4.5 16.9 0.0 4.6 13.6 2.7 36.5 77.7 18.6
LOS A B A A B A D E B
Approach Delay 16.6 11.7 36.5 63.0
Approach LOS B B D E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 125
Natural Cycle: 90
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.75
Intersection Signal Delay: 17.9 Intersection LOS: B
Intersection Capacity Utilization 76.9% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 103: Tree Farm Way & Chinden Blvd
103: Tree Farm Way & Chinden Blvd
Year 2018 Background SAT Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 22 950 3 14 775 150 0 3 9 114 3 35
Future Volume (veh/h) 22 950 3 14 775 150 0 3 9 114 3 35
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1660 1772 1800 1800 1772 1786 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 23 979 3 14 799 155 0 3 9 118 3 36
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 10 2 0 0 2 1 0 0 0 0 0 0
Cap, veh/h 309 1202 1035 243 1191 1018 142 25 75 234 20 237
Arrive On Green 0.02 0.68 0.68 0.02 0.67 0.67 0.00 0.06 0.06 0.06 0.17 0.17
Sat Flow, veh/h 1581 1772 1525 1714 1772 1514 1714 396 1189 1714 119 1425
Grp Volume(v), veh/h 23 979 3 14 799 155 0 0 12 118 0 39
Grp Sat Flow(s),veh/h/ln 1581 1772 1525 1714 1772 1514 1714 0 1586 1714 0 1544
Q Serve(g_s), s 0.6 53.8 0.1 0.3 36.5 5.1 0.0 0.0 1.0 8.0 0.0 2.9
Cycle Q Clear(g_c), s 0.6 53.8 0.1 0.3 36.5 5.1 0.0 0.0 1.0 8.0 0.0 2.9
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.75 1.00 0.92
Lane Grp Cap(c), veh/h 309 1202 1035 243 1191 1018 142 0 100 234 0 257
V/C Ratio(X) 0.07 0.81 0.00 0.06 0.67 0.15 0.00 0.00 0.12 0.50 0.00 0.15
Avail Cap(c_a), veh/h 334 1202 1035 280 1202 1027 204 0 117 234 0 257
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 11.6 15.7 7.0 17.3 13.3 8.1 0.0 0.0 60.0 54.5 0.0 48.4
Incr Delay (d2), s/veh 0.0 6.1 0.0 0.0 1.2 0.0 0.0 0.0 0.2 0.7 0.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 19.7 0.0 0.2 12.5 1.7 0.0 0.0 0.4 3.8 0.0 1.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 11.6 21.8 7.0 17.3 14.4 8.1 0.0 0.0 60.2 55.2 0.0 48.6
LnGrp LOS B C A B B A A A E E A D
Approach Vol, veh/h 1005 968 12 157
Approach Delay, s/veh 21.5 13.5 60.2 53.6
Approach LOS C B E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.9 98.2 0.0 28.5 8.0 99.0 14.0 14.5
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 5.0 92.0 5.0 13.0 5.0 92.0 8.0 10.0
Max Q Clear Time (g_c+I1), s 2.6 38.5 0.0 4.9 2.3 55.8 10.0 3.0
Green Ext Time (p_c), s 0.0 2.2 0.0 0.1 0.0 2.9 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 20.4
HCM 6th LOS C
104: Ten Mile Rd & Chinden Blvd
Year 2018 Background SAT Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 777 295 255 689 246 269
Future Volume (vph) 777 295 255 689 246 269
Turn Type NA Perm pm+pt NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 2 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 5.0 10.0 5.0 5.0
Minimum Split (s) 17.0 17.0 11.0 17.0 11.0 11.0
Total Split (s) 72.0 72.0 20.0 92.0 28.0 20.0
Total Split (%) 60.0% 60.0% 16.7% 76.7% 23.3% 16.7%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode Min Min None Min None None
Act Effct Green (s) 51.8 51.8 72.9 71.8 19.2 39.2
Actuated g/C Ratio 0.50 0.50 0.70 0.69 0.18 0.38
v/c Ratio 0.92 0.37 0.78 0.58 0.81 0.41
Control Delay 40.3 7.0 36.5 10.7 63.8 13.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 40.3 7.0 36.5 10.7 63.8 13.9
LOS D A D B E B
Approach Delay 31.2 17.7 37.8
Approach LOS C B D
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 104.4
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.92
Intersection Signal Delay: 27.5 Intersection LOS: C
Intersection Capacity Utilization 88.3% ICU Level of Service E
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2018 Background SAT Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 777 295 255 689 246 269
Future Volume (veh/h) 777 295 255 689 246 269
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1772 1758 1800 1786 1800 1800
Adj Flow Rate, veh/h 801 304 263 710 254 277
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 2 3 0 1 0 0
Cap, veh/h 890 749 300 1195 325 443
Arrive On Green 0.50 0.50 0.10 0.67 0.19 0.19
Sat Flow, veh/h 1772 1490 1714 1786 1714 1525
Grp Volume(v), veh/h 801 304 263 710 254 277
Grp Sat Flow(s),veh/h/ln 1772 1490 1714 1786 1714 1525
Q Serve(g_s), s 37.7 11.7 7.0 20.0 12.9 14.4
Cycle Q Clear(g_c), s 37.7 11.7 7.0 20.0 12.9 14.4
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 890 749 300 1195 325 443
V/C Ratio(X) 0.90 0.41 0.88 0.59 0.78 0.63
Avail Cap(c_a), veh/h 1255 1055 388 1654 411 520
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 20.7 14.3 21.3 8.3 35.4 28.2
Incr Delay (d2), s/veh 6.8 0.4 16.5 0.5 7.4 1.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 14.4 3.4 3.8 5.4 5.8 5.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 27.5 14.6 37.8 8.8 42.8 30.0
LnGrp LOS C B D A D C
Approach Vol, veh/h 1105 973 531
Approach Delay, s/veh 24.0 16.6 36.2
Approach LOS C B D
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 68.4 15.3 53.1 23.4
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 85.0 14.0 65.0 22.0
Max Q Clear Time (g_c+I1), s 22.0 9.0 39.7 16.4
Green Ext Time (p_c), s 4.7 0.3 6.4 0.9
Intersection Summary
HCM 6th Ctrl Delay 23.7
HCM 6th LOS C
105: Long Lake Way & Chinden Blvd
Year 2018 Background SAT Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 35 995 18 145 894 52 14 17 62 110 8
Future Volume (vph) 35 995 18 145 894 52 14 17 62 110 8
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0
Minimum Split (s) 10.0 16.0 16.0 10.0 16.0 16.0 10.0 15.0 15.0 10.0 15.0
Total Split (s) 10.0 99.0 99.0 14.0 103.0 103.0 10.0 15.0 15.0 12.0 17.0
Total Split (%) 7.1% 70.7% 70.7% 10.0% 73.6% 73.6% 7.1% 10.7% 10.7% 8.6% 12.1%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Max Max None Min Min None None None None None
Act Effct Green (s) 99.1 93.1 93.1 107.3 99.3 99.3 12.9 10.0 10.0 18.3 15.5
Actuated g/C Ratio 0.72 0.68 0.68 0.78 0.72 0.72 0.09 0.07 0.07 0.13 0.11
v/c Ratio 0.12 0.88 0.02 0.64 0.73 0.05 0.11 0.14 0.32 0.71 0.23
Control Delay 4.9 28.7 0.1 22.0 17.1 0.3 52.4 63.7 7.1 78.6 23.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 4.9 28.7 0.1 22.0 17.1 0.3 52.4 63.7 7.1 78.6 23.8
LOS A C A C B A D E A E C
Approach Delay 27.4 17.0 24.4 62.1
Approach LOS C B C E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 137.6
Natural Cycle: 90
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.88
Intersection Signal Delay: 24.8 Intersection LOS: C
Intersection Capacity Utilization 90.2% ICU Level of Service E
Analysis Period (min) 15
Splits and Phases: 105: Long Lake Way & Chinden Blvd
105: Long Lake Way & Chinden Blvd
Year 2018 Background SAT Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 35 995 18 145 894 52 14 17 62 110 8 40
Future Volume (veh/h) 35 995 18 145 894 52 14 17 62 110 8 40
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1800 1800 1786 1800 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 37 1047 19 153 941 55 15 18 65 116 8 42
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 0 2 0 0 1 0 0 0 0 0 0 0
Cap, veh/h 304 1205 1038 242 1241 1060 180 131 111 225 27 142
Arrive On Green 0.03 0.68 0.68 0.04 0.69 0.69 0.02 0.07 0.07 0.05 0.11 0.11
Sat Flow, veh/h 1714 1772 1525 1714 1786 1525 1714 1800 1525 1714 250 1313
Grp Volume(v), veh/h 37 1047 19 153 941 55 15 18 65 116 0 50
Grp Sat Flow(s),veh/h/ln 1714 1772 1525 1714 1786 1525 1714 1800 1525 1714 0 1564
Q Serve(g_s), s 0.9 63.1 0.6 3.7 46.5 1.6 1.1 1.3 5.6 7.0 0.0 4.0
Cycle Q Clear(g_c), s 0.9 63.1 0.6 3.7 46.5 1.6 1.1 1.3 5.6 7.0 0.0 4.0
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.84
Lane Grp Cap(c), veh/h 304 1205 1038 242 1241 1060 180 131 111 225 0 169
V/C Ratio(X) 0.12 0.87 0.02 0.63 0.76 0.05 0.08 0.14 0.58 0.51 0.00 0.30
Avail Cap(c_a), veh/h 319 1205 1038 283 1267 1082 216 132 112 225 0 169
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 13.7 17.1 7.1 26.2 13.5 6.6 57.3 59.4 61.4 55.2 0.0 56.2
Incr Delay (d2), s/veh 0.1 8.6 0.0 2.0 2.9 0.0 0.1 0.2 5.2 0.9 0.0 0.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 23.7 0.2 3.0 16.1 0.5 0.5 0.6 2.4 3.9 0.0 1.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 13.8 25.7 7.1 28.1 16.3 6.6 57.3 59.5 66.5 56.1 0.0 56.5
LnGrp LOS B C A C B A E E E E A E
Approach Vol, veh/h 1103 1149 98 166
Approach Delay, s/veh 25.0 17.4 63.8 56.2
Approach LOS C B E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.8 101.0 7.2 19.8 10.8 99.0 12.0 15.0
Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 5.0 6.0 5.0 5.0
Max Green Setting (Gmax), s 5.0 97.0 5.0 12.0 9.0 93.0 7.0 10.0
Max Q Clear Time (g_c+I1), s 2.9 48.5 3.1 6.0 5.7 65.1 9.0 7.6
Green Ext Time (p_c), s 0.0 12.9 0.0 0.0 0.1 12.7 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 25.1
HCM 6th LOS C
106: Linder Rd & Chinden Blvd
Year 2018 Background SAT Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 10
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 374 608 143 280 686 293 281 538 175 318 474 221
Future Volume (vph) 374 608 143 280 686 293 281 538 175 318 474 221
Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 17.0 17.0 11.0 17.0 17.0 11.0 12.0 12.0 11.0 12.0 12.0
Total Split (s) 37.0 52.0 52.0 30.0 45.0 45.0 22.0 35.0 35.0 23.0 36.0 36.0
Total Split (%) 26.4% 37.1% 37.1% 21.4% 32.1% 32.1% 15.7% 25.0% 25.0% 16.4% 25.7% 25.7%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min Min None None None None None None
Act Effct Green (s) 73.6 46.7 46.7 58.6 37.7 37.7 16.1 25.5 25.5 17.1 26.5 26.5
Actuated g/C Ratio 0.54 0.35 0.35 0.43 0.28 0.28 0.12 0.19 0.19 0.13 0.20 0.20
v/c Ratio 0.93 0.76 0.25 0.83 0.96 0.48 1.00 0.88 0.43 1.13 0.75 0.49
Control Delay 68.6 47.8 9.4 47.1 73.1 6.8 112.7 69.4 11.4 144.6 59.1 12.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 68.6 47.8 9.4 47.1 73.1 6.8 112.7 69.4 11.4 144.6 59.1 12.3
LOS E D A D E A F E B F E B
Approach Delay 49.8 51.9 71.4 75.7
Approach LOS D D E E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 135.2
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 1.13
Intersection Signal Delay: 61.3 Intersection LOS: E
Intersection Capacity Utilization 88.8% ICU Level of Service E
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2018 Background SAT Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 11
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 374 608 143 280 686 293 281 538 175 318 474 221
Future Volume (veh/h) 374 608 143 280 686 293 281 538 175 318 474 221
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1772 1800 1786 1786 1744 1786 1800 1800 1786 1800
Adj Flow Rate, veh/h 390 633 149 292 715 305 293 560 182 331 494 230
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 2 2 0 1 1 4 1 0 0 1 0
Cap, veh/h 416 842 525 371 756 427 304 632 284 302 658 296
Arrive On Green 0.20 0.35 0.35 0.14 0.28 0.28 0.12 0.19 0.19 0.13 0.19 0.19
Sat Flow, veh/h 1714 2410 1502 1714 2679 1514 2491 3393 1525 2331 3393 1525
Grp Volume(v), veh/h 390 633 149 292 715 305 293 560 182 331 494 230
Grp Sat Flow(s),veh/h/ln 1714 1205 1502 1714 1339 1514 1246 1697 1525 1166 1697 1525
Q Serve(g_s), s 24.1 30.4 9.4 15.6 34.3 23.7 15.3 21.1 14.4 17.0 18.0 18.8
Cycle Q Clear(g_c), s 24.1 30.4 9.4 15.6 34.3 23.7 15.3 21.1 14.4 17.0 18.0 18.8
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 416 842 525 371 756 427 304 632 284 302 658 296
V/C Ratio(X) 0.94 0.75 0.28 0.79 0.95 0.71 0.96 0.89 0.64 1.09 0.75 0.78
Avail Cap(c_a), veh/h 472 842 525 451 777 439 304 725 326 302 751 338
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 37.9 37.6 30.8 29.7 46.1 42.3 57.2 52.0 49.3 57.0 49.8 50.2
Incr Delay (d2), s/veh 25.1 3.4 0.1 5.9 19.7 4.5 41.4 10.7 2.1 79.4 3.0 8.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 14.8 8.8 3.4 6.6 12.9 9.2 6.5 9.8 5.6 8.3 7.9 7.7
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 63.0 41.0 30.9 35.6 65.7 46.8 98.6 62.7 51.4 136.4 52.8 58.3
LnGrp LOS E D C D E D F E D F D E
Approach Vol, veh/h 1172 1312 1035 1055
Approach Delay, s/veh 47.1 54.6 70.9 80.3
Approach LOS D D E F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 32.7 44.0 22.0 32.4 23.9 52.8 23.0 31.4
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 31.0 38.0 16.0 29.0 24.0 45.0 17.0 28.0
Max Q Clear Time (g_c+I1), s 26.1 36.3 17.3 20.8 17.6 32.4 19.0 23.1
Green Ext Time (p_c), s 0.5 0.7 0.0 1.8 0.2 2.2 0.0 1.3
Intersection Summary
HCM 6th Ctrl Delay 62.3
HCM 6th LOS E
107: Ten Mile Rd & Lost Rapids Dr
Year 2018 Background SAT Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 12
Intersection
Int Delay, s/veh 1.8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 3 0 33 20 2 31 15 482 20 35 514 2
Future Vol, veh/h 3 0 33 20 2 31 15 482 20 35 514 2
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - 0 - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 0 0 0 0 2 0 0 2 0
Mvmt Flow 3 0 35 22 2 33 16 518 22 38 553 2
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1209 1202 554 1209 1192 529 555 0 0 540 0 0
Stage 1 630 630 - 561 561 - - - - - - -
Stage 2 579 572 - 648 631 - - - - - - -
Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.1 - - 4.1 - -
Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.5 - - - - - - -
Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.5 - - - - - - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.2 - - 2.2 - -
Pot Cap-1 Maneuver 161 186 536 161 189 554 1026 - - 1039 - -
Stage 1 473 478 - 516 513 - - - - - - -
Stage 2 504 508 - 462 477 - - - - - - -
Platoon blocked, %- - - -
Mov Cap-1 Maneuver 142 172 536 142 175 554 1026 - - 1039 - -
Mov Cap-2 Maneuver 142 172 - 142 175 - - - - - - -
Stage 1 463 453 - 505 502 - - - - - - -
Stage 2 461 497 - 409 452 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 13.8 23.1 0.2 0.5
HCM LOS B C
Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1 SBL SBT SBR
Capacity (veh/h) 1026 - - 142 536 255 1039 - -
HCM Lane V/C Ratio 0.016 - - 0.023 0.066 0.223 0.036 - -
HCM Control Delay (s) 8.6 0 - 30.9 12.2 23.1 8.6 0 -
HCM Lane LOS A A - D B C A A -
HCM 95th %tile Q(veh) 0 - - 0.1 0.2 0.8 0.1 - -
108: Ten Mile Rd & McMillan Rd
Year 2018 Background SAT Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 13
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 22 110 40 156 220 63 108 407 150 143 487 17
Future Volume (vph) 22 110 40 156 220 63 108 407 150 143 487 17
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0
Minimum Split (s) 10.0 35.0 35.0 10.0 36.0 36.0 10.0 29.0 29.0 10.0 29.0 29.0
Total Split (s) 10.0 39.0 39.0 11.0 40.0 40.0 13.0 35.0 35.0 15.0 37.0 37.0
Total Split (%) 10.0% 39.0% 39.0% 11.0% 40.0% 40.0% 13.0% 35.0% 35.0% 15.0% 37.0% 37.0%
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None None None Min Min None Min Min
Act Effct Green (s) 16.2 14.5 14.5 21.3 19.4 19.4 26.0 20.9 20.9 28.2 22.0 22.0
Actuated g/C Ratio 0.25 0.22 0.22 0.33 0.30 0.30 0.40 0.32 0.32 0.44 0.34 0.34
v/c Ratio 0.07 0.29 0.09 0.41 0.42 0.12 0.35 0.59 0.27 0.39 0.65 0.03
Control Delay 17.1 27.3 0.4 21.5 25.1 0.5 13.8 24.6 7.3 13.7 24.7 0.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 17.1 27.3 0.4 21.5 25.1 0.5 13.8 24.6 7.3 13.7 24.7 0.1
LOS B C A C C A B C A B C A
Approach Delay 19.7 20.3 19.0 21.6
Approach LOS B C B C
Intersection Summary
Cycle Length: 100
Actuated Cycle Length: 64.6
Natural Cycle: 85
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.65
Intersection Signal Delay: 20.2 Intersection LOS: C
Intersection Capacity Utilization 52.3% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 108: Ten Mile Rd & McMillan Rd
108: Ten Mile Rd & McMillan Rd
Year 2018 Background SAT Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 14
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 22 110 40 156 220 63 108 407 150 143 487 17
Future Volume (veh/h) 22 110 40 156 220 63 108 407 150 143 487 17
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1800 1800 1800 1800 1800 1758 1800 1800 1772 1800
Adj Flow Rate, veh/h 23 115 42 162 229 66 112 424 156 149 507 18
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 1 0 0 0 0 0 3 0 0 2 0
Cap, veh/h 323 311 266 444 446 378 346 654 443 380 701 465
Arrive On Green 0.03 0.17 0.17 0.10 0.25 0.25 0.07 0.29 0.29 0.09 0.30 0.30
Sat Flow, veh/h 1714 1786 1525 1714 1800 1525 1714 2250 1525 1714 2303 1525
Grp Volume(v), veh/h 23 115 42 162 229 66 112 424 156 149 507 18
Grp Sat Flow(s),veh/h/ln 1714 1786 1525 1714 1800 1525 1714 1125 1525 1714 1152 1525
Q Serve(g_s), s 0.6 3.3 1.3 4.2 6.3 2.0 2.6 9.5 4.6 3.4 11.3 0.5
Cycle Q Clear(g_c), s 0.6 3.3 1.3 4.2 6.3 2.0 2.6 9.5 4.6 3.4 11.3 0.5
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 323 311 266 444 446 378 346 654 443 380 701 465
V/C Ratio(X) 0.07 0.37 0.16 0.37 0.51 0.17 0.32 0.65 0.35 0.39 0.72 0.04
Avail Cap(c_a), veh/h 427 1058 904 451 1098 931 461 1177 798 531 1285 851
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 18.6 20.9 20.1 15.9 18.6 17.0 13.5 17.8 16.1 13.1 17.8 14.0
Incr Delay (d2), s/veh 0.0 1.0 0.4 0.2 1.3 0.3 0.2 1.6 0.7 0.2 2.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 1.3 0.5 1.4 2.4 0.6 0.8 2.2 1.5 1.1 2.7 0.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 18.6 22.0 20.5 16.1 19.9 17.3 13.7 19.3 16.8 13.4 19.8 14.1
LnGrp LOS B C C B B B B B B B B B
Approach Vol, veh/h 180 457 692 674
Approach Delay, s/veh 21.2 18.2 17.9 18.2
Approach LOS C B B B
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 6.5 19.2 9.2 22.5 10.7 15.0 10.0 21.7
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 5.0 35.0 8.0 32.0 6.0 34.0 10.0 30.0
Max Q Clear Time (g_c+I1), s 2.6 8.3 4.6 13.3 6.2 5.3 5.4 11.5
Green Ext Time (p_c), s 0.0 2.1 0.0 4.2 0.0 1.0 0.1 4.2
Intersection Summary
HCM 6th Ctrl Delay 18.4
HCM 6th LOS B
102: Black Cat Rd & Chinden Blvd
Year 2018 Background AM Peak Hour_MIT August 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 10 830 38 558 31 1 2 1
Future Volume (vph) 10 830 38 558 31 1 2 1
Turn Type pm+pt NA pm+pt NA Perm NA Perm NA
Protected Phases 7 4 3 8 2 6
Permitted Phases 4 8 2 6
Detector Phase 7 4 3 8 2 2 6 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 9.5 22.5 9.5 22.5 22.5 22.5 22.5 22.5
Total Split (s) 9.8 106.4 10.0 106.6 23.6 23.6 23.6 23.6
Total Split (%) 7.0% 76.0% 7.1% 76.1% 16.9% 16.9% 16.9% 16.9%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode None Max None Max C-Max C-Max C-Max C-Max
Act Effct Green (s) 108.1 103.9 110.2 108.0 19.1 19.1 19.1 19.1
Actuated g/C Ratio 0.77 0.74 0.79 0.77 0.14 0.14 0.14 0.14
v/c Ratio 0.02 0.78 0.13 0.45 0.18 0.31 0.01 0.02
Control Delay 3.0 17.1 6.8 17.7 56.3 13.7 53.0 37.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 3.0 17.1 6.8 17.7 56.3 13.7 53.0 37.0
LOS A B A B E B D D
Approach Delay 16.9 17.0 25.1 42.3
Approach LOS B B C D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.78
Intersection Signal Delay: 17.6 Intersection LOS: B
Intersection Capacity Utilization 69.1% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 102: Black Cat Rd & Chinden Blvd
102: Black Cat Rd & Chinden Blvd
Year 2018 Background AM Peak Hour_MIT August 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 10 830 110 38 558 6 31 1 84 2 1 3
Future Volume (veh/h) 10 830 110 38 558 6 31 1 84 2 1 3
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1758 1758 1758 1758 1688 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 11 883 117 40 594 6 33 1 89 2 1 3
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 3 3 3 3 3 0 0 0 0 0 0
Cap, veh/h 678 1106 147 295 1292 13 260 3 223 176 58 175
Arrive On Green 0.01 0.73 0.73 0.06 1.00 1.00 0.15 0.15 0.15 0.15 0.15 0.15
Sat Flow, veh/h 1714 1520 201 1674 1737 18 1435 17 1511 1327 396 1189
Grp Volume(v), veh/h 11 0 1000 40 0 600 33 0 90 2 0 4
Grp Sat Flow(s),veh/h/ln 1714 0 1722 1674 0 1755 1435 0 1528 1327 0 1586
Q Serve(g_s), s 0.2 0.0 52.8 0.8 0.0 0.0 2.8 0.0 7.5 0.2 0.0 0.3
Cycle Q Clear(g_c), s 0.2 0.0 52.8 0.8 0.0 0.0 3.1 0.0 7.5 7.7 0.0 0.3
Prop In Lane 1.00 0.12 1.00 0.01 1.00 0.99 1.00 0.75
Lane Grp Cap(c), veh/h 678 0 1253 295 0 1305 260 0 225 176 0 234
V/C Ratio(X) 0.02 0.00 0.80 0.14 0.00 0.46 0.13 0.00 0.40 0.01 0.00 0.02
Avail Cap(c_a), veh/h 722 0 1253 313 0 1305 260 0 225 176 0 234
HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.97 0.00 0.97 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 4.8 0.0 12.4 14.5 0.0 0.0 52.3 0.0 54.1 57.5 0.0 51.0
Incr Delay (d2), s/veh 0.0 0.0 5.4 0.2 0.0 1.1 1.0 0.0 5.2 0.1 0.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 0.0 17.6 0.5 0.0 0.4 1.1 0.0 3.1 0.1 0.0 0.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 4.8 0.0 17.7 14.7 0.0 1.1 53.3 0.0 59.3 57.6 0.0 51.1
LnGrp LOS A A B B A A D A E E A D
Approach Vol, veh/h 1011 640 123 6
Approach Delay, s/veh 17.6 2.0 57.7 53.3
Approach LOS B A E D
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 25.2 8.4 106.4 25.2 6.2 108.6
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 19.1 5.5 101.9 19.1 5.3 102.1
Max Q Clear Time (g_c+I1), s 9.5 2.8 54.8 9.7 2.2 2.0
Green Ext Time (p_c), s 0.3 0.0 8.9 0.0 0.0 3.7
Intersection Summary
HCM 6th Ctrl Delay 14.9
HCM 6th LOS B
103: Tree Farm Way & Chinden Blvd
Year 2018 Background AM Peak Hour_MIT August 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 20 880 16 8 559 55 4 4 137 2
Future Volume (vph) 20 880 16 8 559 55 4 4 137 2
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 10.0 5.0 10.0
Minimum Split (s) 11.0 22.0 22.0 11.0 22.0 22.0 11.0 16.0 11.0 16.0
Total Split (s) 17.0 78.0 78.0 17.0 78.0 78.0 20.0 25.0 20.0 25.0
Total Split (%) 12.1% 55.7% 55.7% 12.1% 55.7% 55.7% 14.3% 17.9% 14.3% 17.9%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None
Act Effct Green (s) 104.2 102.0 102.0 101.5 97.4 97.4 9.1 10.0 22.7 20.4
Actuated g/C Ratio 0.74 0.73 0.73 0.72 0.70 0.70 0.06 0.07 0.16 0.15
v/c Ratio 0.04 0.39 0.02 0.03 0.26 0.05 0.06 0.13 0.65 0.17
Control Delay 3.0 5.3 0.0 8.0 10.8 0.1 45.0 36.1 64.9 15.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 3.0 5.3 0.0 8.0 10.8 0.1 45.0 36.1 64.9 15.3
LOS A A A A B A D D E B
Approach Delay 5.1 9.8 38.0 53.8
Approach LOS A A D D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 65
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.65
Intersection Signal Delay: 12.1 Intersection LOS: B
Intersection Capacity Utilization 51.2% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 103: Tree Farm Way & Chinden Blvd
103: Tree Farm Way & Chinden Blvd
Year 2018 Background AM Peak Hour_MIT August 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 20 880 16 8 559 55 4 4 10 137 2 38
Future Volume (veh/h) 20 880 16 8 559 55 4 4 10 137 2 38
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1533 1617 1758 1800 1098 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 22 957 17 9 608 60 4 4 11 149 2 41
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 0 2 19 13 3 0 50 0 0 0 0 0
Cap, veh/h 527 2198 848 407 2148 981 112 28 76 290 11 224
Arrive On Green 0.04 1.00 1.00 0.01 0.64 0.64 0.01 0.07 0.07 0.09 0.15 0.15
Sat Flow, veh/h 1714 3367 1299 1540 3340 1525 1046 424 1166 1714 71 1465
Grp Volume(v), veh/h 22 957 17 9 608 60 4 0 15 149 0 43
Grp Sat Flow(s),veh/h/ln 1714 1683 1299 1540 1670 1525 1046 0 1590 1714 0 1536
Q Serve(g_s), s 0.6 0.0 0.0 0.3 11.1 2.0 0.5 0.0 1.2 11.0 0.0 3.4
Cycle Q Clear(g_c), s 0.6 0.0 0.0 0.3 11.1 2.0 0.5 0.0 1.2 11.0 0.0 3.4
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.73 1.00 0.95
Lane Grp Cap(c), veh/h 527 2198 848 407 2148 981 112 0 103 290 0 235
V/C Ratio(X) 0.04 0.44 0.02 0.02 0.28 0.06 0.04 0.00 0.15 0.51 0.00 0.18
Avail Cap(c_a), veh/h 626 2198 848 511 2148 981 211 0 216 303 0 235
HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.53 0.53 0.53 0.97 0.97 0.97 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 8.3 0.0 0.0 8.5 10.9 9.3 60.8 0.0 61.8 52.6 0.0 51.7
Incr Delay (d2), s/veh 0.0 0.3 0.0 0.0 0.3 0.1 0.0 0.0 0.2 0.5 0.0 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 0.1 0.0 0.1 3.8 0.7 0.1 0.0 0.5 4.9 0.0 1.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 8.3 0.3 0.0 8.5 11.2 9.4 60.8 0.0 62.0 53.1 0.0 52.0
LnGrp LOS A A A A B A E A E D A D
Approach Vol, veh/h 996 677 19 192
Approach Delay, s/veh 0.5 11.0 61.8 52.8
Approach LOS A B E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.9 97.0 6.7 27.4 7.5 98.4 19.0 15.1
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 11.0 71.0 14.0 19.0 11.0 71.0 14.0 19.0
Max Q Clear Time (g_c+I1), s 2.6 13.1 2.5 5.4 2.3 2.0 13.0 3.2
Green Ext Time (p_c), s 0.0 1.7 0.0 0.1 0.0 2.9 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 10.2
HCM 6th LOS B
104: Ten Mile Rd & Chinden Blvd
Year 2018 Background AM Peak Hour_MIT August 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 752 275 114 470 153 236
Future Volume (vph) 752 275 114 470 153 236
Turn Type NA Perm pm+pt NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 2 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 14.0 10.0 5.0 14.0
Minimum Split (s) 17.0 17.0 20.0 17.0 11.0 20.0
Total Split (s) 75.0 75.0 20.0 95.0 25.0 20.0
Total Split (%) 62.5% 62.5% 16.7% 79.2% 20.8% 16.7%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode Min Min None Min Max None
Act Effct Green (s) 25.9 25.9 47.0 46.0 19.1 39.2
Actuated g/C Ratio 0.33 0.33 0.60 0.59 0.24 0.50
v/c Ratio 0.73 0.43 0.29 0.25 0.41 0.31
Control Delay 27.0 4.4 8.3 8.0 30.3 6.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 27.0 4.4 8.3 8.0 30.3 6.1
LOS C A A A C A
Approach Delay 21.0 8.0 15.6
Approach LOS C A B
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 78.2
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.73
Intersection Signal Delay: 16.1 Intersection LOS: B
Intersection Capacity Utilization 58.4% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2018 Background AM Peak Hour_MIT August 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 752 275 114 470 153 236
Future Volume (veh/h) 752 275 114 470 153 236
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1772 1758 1716 1786 1730 1730
Adj Flow Rate, veh/h 809 296 123 505 165 254
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 2 3 6 1 5 5
Cap, veh/h 1107 490 431 1963 412 617
Arrive On Green 0.33 0.33 0.17 0.58 0.25 0.25
Sat Flow, veh/h 3455 1490 1634 3483 1647 1466
Grp Volume(v), veh/h 809 296 123 505 165 254
Grp Sat Flow(s),veh/h/ln 1683 1490 1634 1697 1647 1466
Q Serve(g_s), s 16.1 12.6 2.9 5.6 6.3 9.2
Cycle Q Clear(g_c), s 16.1 12.6 2.9 5.6 6.3 9.2
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 1107 490 431 1963 412 617
V/C Ratio(X) 0.73 0.60 0.29 0.26 0.40 0.41
Avail Cap(c_a), veh/h 3015 1334 454 3933 412 617
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 22.5 21.3 12.1 7.9 23.7 15.4
Incr Delay (d2), s/veh 0.9 1.2 0.4 0.1 2.9 2.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 5.5 3.9 0.8 1.5 2.6 3.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 23.5 22.5 12.5 8.0 26.6 17.4
LnGrp LOS C C B A C B
Approach Vol, veh/h 1105 628 419
Approach Delay, s/veh 23.2 8.9 21.0
Approach LOS C A C
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 50.9 19.0 32.0 25.0
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 88.0 14.0 68.0 19.0
Max Q Clear Time (g_c+I1), s 7.6 4.9 18.1 11.2
Green Ext Time (p_c), s 3.1 0.2 6.9 0.9
Intersection Summary
HCM 6th Ctrl Delay 18.6
HCM 6th LOS B
106: Linder Rd & Chinden Blvd
Year 2018 Background AM Peak Hour_MIT August 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 294 623 84 147 396 107 109 377 162 153 280 139
Future Volume (vph) 294 623 84 147 396 107 109 377 162 153 280 139
Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 17.0 17.0 11.0 17.0 17.0 11.0 12.0 12.0 11.0 12.0 12.0
Total Split (s) 22.0 65.0 65.0 13.0 56.0 56.0 23.0 40.0 40.0 22.0 39.0 39.0
Total Split (%) 15.7% 46.4% 46.4% 9.3% 40.0% 40.0% 16.4% 28.6% 28.6% 15.7% 27.9% 27.9%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None None
Act Effct Green (s) 85.6 73.0 73.0 76.9 68.6 68.6 11.6 22.0 22.0 11.7 22.1 22.1
Actuated g/C Ratio 0.61 0.52 0.52 0.55 0.49 0.49 0.08 0.16 0.16 0.08 0.16 0.16
v/c Ratio 0.37 0.39 0.11 0.20 0.37 0.14 0.62 0.79 0.46 0.63 0.59 0.42
Control Delay 19.4 33.2 7.4 12.7 25.3 1.0 76.0 67.5 10.5 72.5 58.9 8.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 19.4 33.2 7.4 12.7 25.3 1.0 76.0 67.5 10.5 72.5 58.9 8.1
LOS B C A B C A E E B E E A
Approach Delay 27.0 18.4 54.7 50.2
Approach LOS C B D D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.79
Intersection Signal Delay: 35.9 Intersection LOS: D
Intersection Capacity Utilization 59.9% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2018 Background AM Peak Hour_MIT August 2017
Chinden & Ten Mile Mixed Use Development Transportation Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 294 623 84 147 396 107 109 377 162 153 280 139
Future Volume (veh/h) 294 623 84 147 396 107 109 377 162 153 280 139
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1730 1758 1800 1800 1772 1786 1800 1758 1772 1730 1744 1660
Adj Flow Rate, veh/h 320 677 91 160 430 116 118 410 176 166 304 151
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 5 3 0 0 2 1 0 3 2 5 4 10
Cap, veh/h 1017 1890 863 851 1279 815 149 487 219 212 488 207
Arrive On Green 0.06 0.57 0.57 0.04 0.54 0.54 0.06 0.15 0.15 0.07 0.15 0.15
Sat Flow, veh/h 3196 3340 1525 3326 2374 1514 2297 3340 1502 3196 3313 1406
Grp Volume(v), veh/h 320 677 91 160 430 116 118 410 176 166 304 151
Grp Sat Flow(s),veh/h/ln 1598 1670 1525 1663 1187 1514 1149 1670 1502 1598 1657 1406
Q Serve(g_s), s 6.2 15.5 3.9 3.0 14.3 5.4 7.1 16.7 15.9 7.2 12.1 14.4
Cycle Q Clear(g_c), s 6.2 15.5 3.9 3.0 14.3 5.4 7.1 16.7 15.9 7.2 12.1 14.4
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 1017 1890 863 851 1279 815 149 487 219 212 488 207
V/C Ratio(X) 0.31 0.36 0.11 0.19 0.34 0.14 0.79 0.84 0.80 0.78 0.62 0.73
Avail Cap(c_a), veh/h 1180 1890 863 898 1279 815 279 787 354 365 757 321
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 13.2 16.5 14.0 13.8 18.2 16.1 64.5 58.2 57.8 64.4 56.0 57.0
Incr Delay (d2), s/veh 0.2 0.5 0.2 0.0 0.7 0.4 3.5 2.2 2.6 2.4 0.5 1.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.1 5.6 1.4 1.1 3.8 1.9 2.1 7.1 6.1 3.0 5.1 5.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 13.4 17.1 14.3 13.9 18.9 16.5 68.0 60.5 60.5 66.7 56.5 58.8
LnGrp LOS B B B B B B E E E E E E
Approach Vol, veh/h 1088 706 704 621
Approach Delay, s/veh 15.8 17.4 61.7 59.8
Approach LOS B B E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 14.9 82.4 15.1 27.6 11.0 86.2 15.3 27.4
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 16.0 49.0 17.0 32.0 7.0 58.0 16.0 33.0
Max Q Clear Time (g_c+I1), s 8.2 16.3 9.1 16.4 5.0 17.5 9.2 18.7
Green Ext Time (p_c), s 0.7 1.7 0.1 1.4 0.0 2.7 0.2 1.7
Intersection Summary
HCM 6th Ctrl Delay 35.3
HCM 6th LOS D
102: Black Cat Rd & Chinden Blvd
Year 2018 Background PM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBT WBL WBT NBL NBT SBL SBT Ø7
Lane Configurations
Traffic Volume (vph) 791 72 1047 46 1 8 0
Future Volume (vph) 791 72 1047 46 1 8 0
Turn Type NA pm+pt NA Perm NA Perm NA
Protected Phases 4 3 8 2 6 7
Permitted Phases 8 2 6
Detector Phase 4 3 8 2 2 6 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 22.5 9.5 22.5 22.5 22.5 22.5 22.5 9.5
Total Split (s) 107.7 9.8 108.0 22.5 22.5 22.5 22.5 9.5
Total Split (%) 76.9% 7.0% 77.1% 16.1% 16.1% 16.1% 16.1% 7%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lead/Lag Lag Lead Lag Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode Max None Max C-Max C-Max C-Max C-Max None
Act Effct Green (s) 105.2 113.0 113.0 18.0 18.0 18.0 18.0
Actuated g/C Ratio 0.75 0.81 0.81 0.13 0.13 0.13 0.13
v/c Ratio 0.64 0.18 0.74 0.28 0.19 0.05 0.02
Control Delay 11.5 6.3 31.9 60.0 17.6 54.5 0.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 11.5 6.3 31.9 60.0 17.6 54.5 0.1
LOS B A C E B D A
Approach Delay 11.5 30.3 39.5 27.3
Approach LOS B C D C
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.74
Intersection Signal Delay: 23.1 Intersection LOS: C
Intersection Capacity Utilization 80.0% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 102: Black Cat Rd & Chinden Blvd
102: Black Cat Rd & Chinden Blvd
Year 2018 Background PM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 0 791 44 72 1047 3 46 1 42 8 0 8
Future Volume (veh/h) 0 791 44 72 1047 3 46 1 42 8 0 8
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1786 1800 1786 1715 1772 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 0 807 45 73 1068 3 47 1 43 8 0 8
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, % 0 1 1 0 1 1 2 0 0 0 0 0
Cap, veh/h 447 1235 69 433 1429 4 232 5 199 200 0 203
Arrive On Green 0.00 0.74 0.74 0.07 1.00 1.00 0.13 0.13 0.13 0.13 0.00 0.13
Sat Flow, veh/h 1714 1676 93 1714 1780 5 1407 35 1496 1384 0 1525
Grp Volume(v), veh/h 0 0 852 73 0 1071 47 0 44 8 0 8
Grp Sat Flow(s),veh/h/ln 1714 0 1769 1714 0 1785 1407 0 1531 1384 0 1525
Q Serve(g_s), s 0.0 0.0 34.2 1.4 0.0 0.0 4.2 0.0 3.6 0.7 0.0 0.6
Cycle Q Clear(g_c), s 0.0 0.0 34.2 1.4 0.0 0.0 4.9 0.0 3.6 4.3 0.0 0.6
Prop In Lane 1.00 0.05 1.00 0.00 1.00 0.98 1.00 1.00
Lane Grp Cap(c), veh/h 447 0 1304 433 0 1433 232 0 203 200 0 203
V/C Ratio(X) 0.00 0.00 0.65 0.17 0.00 0.75 0.20 0.00 0.22 0.04 0.00 0.04
Avail Cap(c_a), veh/h 507 0 1304 441 0 1433 232 0 203 200 0 203
HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.00 0.00 1.00 0.87 0.00 0.87 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 0.0 0.0 9.3 8.3 0.0 0.0 55.0 0.0 54.2 56.1 0.0 52.9
Incr Delay (d2), s/veh 0.0 0.0 2.6 0.2 0.0 3.1 2.0 0.0 2.4 0.4 0.0 0.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.0 0.0 11.1 0.5 0.0 1.3 1.6 0.0 1.5 0.3 0.0 0.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 0.0 0.0 11.9 8.5 0.0 3.1 57.0 0.0 56.6 56.5 0.0 53.3
LnGrp LOS A A B A A A E A E E A D
Approach Vol, veh/h 852 1144 91 16
Approach Delay, s/veh 11.9 3.5 56.8 54.9
Approach LOS B A E D
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 23.1 9.2 107.7 23.1 0.0 116.9
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 18.0 5.3 103.2 18.0 5.0 103.5
Max Q Clear Time (g_c+I1), s 6.9 3.4 36.2 6.3 0.0 2.0
Green Ext Time (p_c), s 0.2 0.0 6.5 0.0 0.0 10.5
Intersection Summary
HCM 6th Ctrl Delay 9.6
HCM 6th LOS A
103: Tree Farm Way & Chinden Blvd
Year 2018 Background PM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 34 799 7 13 1073 158 19 9 102 6
Future Volume (vph) 34 799 7 13 1073 158 19 9 102 6
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 10.0 5.0 10.0
Minimum Split (s) 11.0 22.0 22.0 11.0 22.0 22.0 11.0 16.0 11.0 16.0
Total Split (s) 13.0 88.0 88.0 13.0 88.0 88.0 13.0 18.0 21.0 26.0
Total Split (%) 9.3% 62.9% 62.9% 9.3% 62.9% 62.9% 9.3% 12.9% 15.0% 18.6%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None
Act Effct Green (s) 103.5 100.1 100.1 100.4 95.3 95.3 11.8 10.0 22.4 15.0
Actuated g/C Ratio 0.74 0.72 0.72 0.72 0.68 0.68 0.08 0.07 0.16 0.11
v/c Ratio 0.11 0.35 0.01 0.03 0.49 0.16 0.17 0.19 0.54 0.21
Control Delay 3.3 6.7 0.0 3.8 8.4 1.7 48.9 40.3 60.1 23.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 3.3 6.7 0.0 3.8 8.4 1.7 48.9 40.3 60.1 23.2
LOS A A A A A A D D E C
Approach Delay 6.5 7.5 44.3 50.5
Approach LOS A A D D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 70
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.54
Intersection Signal Delay: 10.4 Intersection LOS: B
Intersection Capacity Utilization 54.8% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 103: Tree Farm Way & Chinden Blvd
103: Tree Farm Way & Chinden Blvd
Year 2018 Background PM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 34 799 7 13 1073 158 19 9 12 102 6 30
Future Volume (veh/h) 34 799 7 13 1073 158 19 9 12 102 6 30
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1603 1800 1800 1772 1646 1646 1646 1800 1800 1800
Adj Flow Rate, veh/h 36 850 7 14 1141 168 20 10 13 109 6 32
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 1 14 0 0 2 11 11 11 0 0 0
Cap, veh/h 344 2264 906 506 2241 984 169 44 58 249 30 158
Arrive On Green 0.05 1.00 1.00 0.02 0.87 0.87 0.02 0.07 0.07 0.07 0.12 0.12
Sat Flow, veh/h 1714 3393 1359 1714 3420 1502 1567 649 844 1714 247 1316
Grp Volume(v), veh/h 36 850 7 14 1141 168 20 0 23 109 0 38
Grp Sat Flow(s),veh/h/ln 1714 1697 1359 1714 1710 1502 1567 0 1494 1714 0 1563
Q Serve(g_s), s 0.9 0.0 0.0 0.4 10.8 2.4 1.7 0.0 2.0 8.0 0.0 3.1
Cycle Q Clear(g_c), s 0.9 0.0 0.0 0.4 10.8 2.4 1.7 0.0 2.0 8.0 0.0 3.1
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.57 1.00 0.84
Lane Grp Cap(c), veh/h 344 2264 906 506 2241 984 169 0 102 249 0 188
V/C Ratio(X) 0.10 0.38 0.01 0.03 0.51 0.17 0.12 0.00 0.23 0.44 0.00 0.20
Avail Cap(c_a), veh/h 384 2264 906 566 2241 984 217 0 128 311 0 223
HCM Platoon Ratio 2.00 2.00 2.00 1.33 1.33 1.33 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.73 0.73 0.73 0.81 0.81 0.81 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 7.5 0.0 0.0 7.6 3.8 3.3 59.0 0.0 61.7 53.6 0.0 55.6
Incr Delay (d2), s/veh 0.0 0.3 0.0 0.0 0.7 0.3 0.1 0.0 0.4 0.4 0.0 0.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 0.1 0.0 0.1 2.5 0.8 0.7 0.0 0.8 3.5 0.0 1.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 7.5 0.3 0.0 7.6 4.5 3.6 59.1 0.0 62.1 54.1 0.0 55.9
LnGrp LOS A A A A A A E A E D A E
Approach Vol, veh/h 893 1323 43 147
Approach Delay, s/veh 0.6 4.4 60.7 54.6
Approach LOS A A E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 9.8 98.7 8.7 22.8 8.1 100.4 15.9 15.6
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 7.0 81.0 7.0 20.0 7.0 81.0 15.0 12.0
Max Q Clear Time (g_c+I1), s 2.9 12.8 3.7 5.1 2.4 2.0 10.0 4.0
Green Ext Time (p_c), s 0.0 3.8 0.0 0.1 0.0 2.5 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 7.1
HCM 6th LOS A
104: Ten Mile Rd & Chinden Blvd
Year 2018 Background PM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 667 244 288 851 391 241
Future Volume (vph) 667 244 288 851 391 241
Turn Type NA Perm pm+pt NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 2 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 5.0 10.0 5.0 5.0
Minimum Split (s) 17.0 17.0 11.0 17.0 11.0 11.0
Total Split (s) 50.0 50.0 34.0 84.0 56.0 34.0
Total Split (%) 35.7% 35.7% 24.3% 60.0% 40.0% 24.3%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode C-Min C-Min None C-Min Max None
Act Effct Green (s) 40.7 40.7 69.1 68.1 58.9 86.3
Actuated g/C Ratio 0.29 0.29 0.49 0.49 0.42 0.62
v/c Ratio 0.72 0.45 0.84 0.54 0.58 0.27
Control Delay 40.5 8.9 38.9 27.2 36.6 10.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 40.5 8.9 38.9 27.2 36.6 10.9
LOS D A D C D B
Approach Delay 32.1 30.2 26.8
Approach LOS C C C
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 113 (81%), Referenced to phase 2:WBTL and 6:EBT, Start of Green
Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.84
Intersection Signal Delay: 30.0 Intersection LOS: C
Intersection Capacity Utilization 75.0% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2018 Background PM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 667 244 288 851 391 241
Future Volume (veh/h) 667 244 288 851 391 241
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1800 1772 1786 1800 1800 1786
Adj Flow Rate, veh/h 710 260 306 905 416 256
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 2 1 0 0 1
Cap, veh/h 1311 575 372 1881 612 728
Arrive On Green 0.13 0.13 0.12 0.55 0.36 0.36
Sat Flow, veh/h 3510 1502 1701 3510 1714 1514
Grp Volume(v), veh/h 710 260 306 905 416 256
Grp Sat Flow(s),veh/h/ln 1710 1502 1701 1710 1714 1514
Q Serve(g_s), s 27.3 22.5 14.7 22.7 28.8 14.8
Cycle Q Clear(g_c), s 27.3 22.5 14.7 22.7 28.8 14.8
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 1311 575 372 1881 612 728
V/C Ratio(X) 0.54 0.45 0.82 0.48 0.68 0.35
Avail Cap(c_a), veh/h 1311 575 502 1881 612 728
HCM Platoon Ratio 0.33 0.33 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.94 0.94 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 49.6 47.5 25.9 19.3 38.2 22.7
Incr Delay (d2), s/veh 1.5 2.4 7.9 0.9 6.0 1.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 12.7 9.4 6.3 8.5 12.9 5.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 51.1 49.9 33.7 20.2 44.2 24.0
LnGrp LOS D D C C D C
Approach Vol, veh/h 970 1211 672
Approach Delay, s/veh 50.8 23.6 36.5
Approach LOS D C D
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 84.0 23.3 60.7 56.0
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 77.0 28.0 43.0 50.0
Max Q Clear Time (g_c+I1), s 24.7 16.7 29.3 30.8
Green Ext Time (p_c), s 6.4 0.6 4.3 2.1
Intersection Summary
HCM 6th Ctrl Delay 35.9
HCM 6th LOS D
106: Linder Rd & Chinden Blvd
Year 2018 Background PM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 283 577 159 285 770 291 279 520 151 354 550 304
Future Volume (vph) 283 577 159 285 770 291 279 520 151 354 550 304
Turn Type Prot NA Perm Prot NA pm+ov Prot NA Perm Prot NA pm+ov
Protected Phases 1 6 5 2 7 3 8 7 4 1
Permitted Phases 6 2 8 4
Detector Phase 1 6 6 5 2 7 3 8 8 7 4 1
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 17.0 17.0 11.0 17.0 11.0 11.0 12.0 12.0 11.0 12.0 11.0
Total Split (s) 21.0 56.0 56.0 25.0 60.0 25.0 26.0 34.0 34.0 25.0 33.0 21.0
Total Split (%) 15.0% 40.0% 40.0% 17.9% 42.9% 17.9% 18.6% 24.3% 24.3% 17.9% 23.6% 15.0%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 4.0 4.0 5.0 5.0 4.0 5.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 6.0 6.0 7.0 7.0 6.0 7.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lead Lag Lag Lead Lag Lead
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min None None None None None None None
Act Effct Green (s) 14.9 52.8 52.8 16.3 54.2 79.5 19.6 26.6 26.6 18.3 25.3 47.2
Actuated g/C Ratio 0.11 0.38 0.38 0.12 0.39 0.57 0.14 0.19 0.19 0.13 0.18 0.34
v/c Ratio 0.83 0.47 0.24 0.77 0.83 0.34 0.87 0.83 0.40 0.85 0.92 0.56
Control Delay 73.8 49.5 15.4 73.6 47.9 13.0 84.3 66.6 15.0 78.3 77.3 32.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 73.8 49.5 15.4 73.6 47.9 13.0 84.3 66.6 15.0 78.3 77.3 32.2
LOS E D B E D B F E B E E C
Approach Delay 50.9 45.8 63.6 66.2
Approach LOS D D E E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBT and 6:EBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.92
Intersection Signal Delay: 56.1 Intersection LOS: E
Intersection Capacity Utilization 78.5% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2018 Background PM Peak Hour August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 283 577 159 285 770 291 279 520 151 354 550 304
Future Volume (veh/h) 283 577 159 285 770 291 279 520 151 354 550 304
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1800 1786 1800 1786 1800 1786 1758 1786 1800 1772
Adj Flow Rate, veh/h 292 595 164 294 794 300 288 536 156 365 567 313
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 0 2 0 1 0 1 0 1 3 1 0 2
Cap, veh/h 337 1314 595 342 975 782 319 666 292 410 635 431
Arrive On Green 0.10 0.39 0.39 0.10 0.39 0.39 0.13 0.20 0.20 0.12 0.19 0.19
Sat Flow, veh/h 3326 3367 1525 3300 2484 1514 2366 3393 1490 3300 3420 1502
Grp Volume(v), veh/h 292 595 164 294 794 300 288 536 156 365 567 313
Grp Sat Flow(s),veh/h/ln 1663 1683 1525 1650 1242 1514 1183 1697 1490 1650 1710 1502
Q Serve(g_s), s 12.1 18.3 10.3 12.3 40.0 16.7 16.8 21.1 13.2 15.2 22.7 26.0
Cycle Q Clear(g_c), s 12.1 18.3 10.3 12.3 40.0 16.7 16.8 21.1 13.2 15.2 22.7 26.0
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 337 1314 595 342 975 782 319 666 292 410 635 431
V/C Ratio(X) 0.87 0.45 0.28 0.86 0.81 0.38 0.90 0.81 0.53 0.89 0.89 0.73
Avail Cap(c_a), veh/h 356 1314 595 448 975 782 338 666 292 448 635 431
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 62.0 31.6 29.2 61.7 38.0 20.4 59.7 53.7 50.5 60.4 55.6 44.9
Incr Delay (d2), s/veh 18.8 1.1 1.1 10.2 7.5 1.4 24.5 6.7 1.0 17.3 14.5 5.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 5.8 7.3 3.9 5.5 12.5 6.1 6.1 9.5 4.9 7.4 11.1 10.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 80.7 32.8 30.3 72.0 45.4 21.8 84.2 60.4 51.5 77.7 70.2 50.2
LnGrp LOS F C C E D C F E D E E D
Approach Vol, veh/h 1051 1388 980 1245
Approach Delay, s/veh 45.7 46.0 66.0 67.3
Approach LOS D D E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 20.2 61.9 24.9 33.0 20.5 61.6 23.4 34.5
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 15.0 53.0 20.0 26.0 19.0 49.0 19.0 27.0
Max Q Clear Time (g_c+I1), s 14.1 42.0 18.8 28.0 14.3 20.3 17.2 23.1
Green Ext Time (p_c), s 0.1 2.9 0.1 0.0 0.2 2.4 0.2 1.0
Intersection Summary
HCM 6th Ctrl Delay 55.8
HCM 6th LOS E
102: Black Cat Rd & Chinden Blvd
Year 2018 Background SAT Peak Hour_MIT August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 2 928 54 753 43 4 2 4
Future Volume (vph) 2 928 54 753 43 4 2 4
Turn Type pm+pt NA pm+pt NA Perm NA Perm NA
Protected Phases 7 4 3 8 2 6
Permitted Phases 4 8 2 6
Detector Phase 7 4 3 8 2 2 6 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 9.5 22.5 9.5 22.5 22.5 22.5 22.5 22.5
Total Split (s) 9.6 106.0 9.8 106.2 24.2 24.2 24.2 24.2
Total Split (%) 6.9% 75.7% 7.0% 75.9% 17.3% 17.3% 17.3% 17.3%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode None Max None Max Max Max Max Max
Act Effct Green (s) 105.7 101.6 108.5 107.5 19.7 19.7 19.7 19.7
Actuated g/C Ratio 0.77 0.74 0.79 0.78 0.14 0.14 0.14 0.14
v/c Ratio 0.00 0.79 0.21 0.58 0.24 0.20 0.01 0.02
Control Delay 3.0 18.0 4.8 8.7 57.3 17.9 52.0 44.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 3.0 18.0 4.8 8.7 57.3 17.9 52.0 44.7
LOS A B A A E B D D
Approach Delay 18.0 8.4 36.4 46.5
Approach LOS B A D D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 138.1
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.79
Intersection Signal Delay: 14.9 Intersection LOS: B
Intersection Capacity Utilization 71.2% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 102: Black Cat Rd & Chinden Blvd
102: Black Cat Rd & Chinden Blvd
Year 2018 Background SAT Peak Hour_MIT August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 2 928 47 54 753 2 43 4 45 2 4 2
Future Volume (veh/h) 2 928 47 54 753 2 43 4 45 2 4 2
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1772 1772 1772 1701 1772 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 2 977 49 57 793 2 45 4 47 2 4 2
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 0 2 2 2 2 2 2 0 0 0 0 0
Cap, veh/h 446 1220 61 298 1340 3 247 17 201 206 160 80
Arrive On Green 0.00 0.73 0.73 0.03 0.76 0.76 0.14 0.14 0.14 0.14 0.14 0.14
Sat Flow, veh/h 1714 1673 84 1688 1767 4 1410 121 1423 1375 1132 566
Grp Volume(v), veh/h 2 0 1026 57 0 795 45 0 51 2 0 6
Grp Sat Flow(s),veh/h/ln 1714 0 1757 1688 0 1771 1410 0 1544 1375 0 1698
Q Serve(g_s), s 0.0 0.0 52.9 1.1 0.0 27.3 4.0 0.0 4.1 0.2 0.0 0.4
Cycle Q Clear(g_c), s 0.0 0.0 52.9 1.1 0.0 27.3 4.4 0.0 4.1 4.3 0.0 0.4
Prop In Lane 1.00 0.05 1.00 0.00 1.00 0.92 1.00 0.33
Lane Grp Cap(c), veh/h 446 0 1281 298 0 1344 247 0 219 206 0 240
V/C Ratio(X) 0.00 0.00 0.80 0.19 0.00 0.59 0.18 0.00 0.23 0.01 0.00 0.02
Avail Cap(c_a), veh/h 505 0 1281 308 0 1344 247 0 219 206 0 240
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 6.9 0.0 12.2 15.6 0.0 7.3 53.3 0.0 53.0 54.9 0.0 51.5
Incr Delay (d2), s/veh 0.0 0.0 5.3 0.3 0.0 1.9 1.6 0.0 2.5 0.1 0.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.0 0.0 17.8 0.7 0.0 8.4 1.5 0.0 1.7 0.1 0.0 0.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 7.0 0.0 17.6 15.9 0.0 9.3 55.0 0.0 55.5 55.0 0.0 51.6
LnGrp LOS A A B B A A D A E D A D
Approach Vol, veh/h 1028 852 96 8
Approach Delay, s/veh 17.5 9.7 55.2 52.5
Approach LOS B A E D
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 24.2 8.9 106.0 24.2 4.9 110.1
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 19.7 5.3 101.5 19.7 5.1 101.7
Max Q Clear Time (g_c+I1), s 6.4 3.1 54.9 6.3 2.0 29.3
Green Ext Time (p_c), s 0.2 0.0 9.2 0.0 0.0 5.7
Intersection Summary
HCM 6th Ctrl Delay 16.1
HCM 6th LOS B
103: Tree Farm Way & Chinden Blvd
Year 2018 Background SAT Peak Hour_MIT August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBT SBL SBT Ø3
Lane Configurations
Traffic Volume (vph) 22 950 3 14 775 150 3 114 3
Future Volume (vph) 22 950 3 14 775 150 3 114 3
Turn Type pm+pt NA Perm pm+pt NA Perm NA pm+pt NA
Protected Phases 1 6 5 2 8 7 4 3
Permitted Phases 6 6 2 2 4
Detector Phase 1 6 6 5 2 2 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 10.0 5.0 10.0 5.0
Minimum Split (s) 11.0 22.0 22.0 11.0 22.0 22.0 16.0 11.0 16.0 11.0
Total Split (s) 11.0 99.0 99.0 11.0 99.0 99.0 16.0 14.0 19.0 11.0
Total Split (%) 7.9% 70.7% 70.7% 7.9% 70.7% 70.7% 11.4% 10.0% 13.6% 8%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lead Lag Lead
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Max Max None Min Min None None None None
Act Effct Green (s) 95.7 92.9 92.9 94.3 90.5 90.5 10.1 15.1 15.1
Actuated g/C Ratio 0.77 0.74 0.74 0.75 0.72 0.72 0.08 0.12 0.12
v/c Ratio 0.05 0.39 0.00 0.03 0.33 0.14 0.09 0.73 0.18
Control Delay 4.4 7.9 0.0 4.4 8.0 1.9 36.5 77.7 18.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 4.4 7.9 0.0 4.4 8.0 1.9 36.5 77.7 18.6
LOS A A A A A A D E B
Approach Delay 7.8 6.9 36.5 63.0
Approach LOS A A D E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 125
Natural Cycle: 65
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.73
Intersection Signal Delay: 11.6 Intersection LOS: B
Intersection Capacity Utilization 51.9% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 103: Tree Farm Way & Chinden Blvd
103: Tree Farm Way & Chinden Blvd
Year 2018 Background SAT Peak Hour_MIT August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 22 950 3 14 775 150 0 3 9 114 3 35
Future Volume (veh/h) 22 950 3 14 775 150 0 3 9 114 3 35
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1660 1772 1800 1800 1772 1786 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 23 979 3 14 799 155 0 3 9 118 3 36
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 10 2 0 0 2 1 0 0 0 0 0 0
Cap, veh/h 401 2284 1035 397 2263 1018 142 25 75 234 20 237
Arrive On Green 0.02 0.68 0.68 0.02 0.67 0.67 0.00 0.06 0.06 0.06 0.17 0.17
Sat Flow, veh/h 1581 3367 1525 1714 3367 1514 1714 396 1189 1714 119 1425
Grp Volume(v), veh/h 23 979 3 14 799 155 0 0 12 118 0 39
Grp Sat Flow(s),veh/h/ln 1581 1683 1525 1714 1683 1514 1714 0 1586 1714 0 1544
Q Serve(g_s), s 0.6 17.9 0.1 0.3 13.8 5.1 0.0 0.0 1.0 8.0 0.0 2.9
Cycle Q Clear(g_c), s 0.6 17.9 0.1 0.3 13.8 5.1 0.0 0.0 1.0 8.0 0.0 2.9
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.75 1.00 0.92
Lane Grp Cap(c), veh/h 401 2284 1035 397 2263 1018 142 0 100 234 0 257
V/C Ratio(X) 0.06 0.43 0.00 0.04 0.35 0.15 0.00 0.00 0.12 0.50 0.00 0.15
Avail Cap(c_a), veh/h 426 2284 1035 435 2284 1027 204 0 117 234 0 257
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 7.2 9.9 7.0 7.8 9.5 8.1 0.0 0.0 60.0 54.5 0.0 48.4
Incr Delay (d2), s/veh 0.0 0.6 0.0 0.0 0.0 0.0 0.0 0.0 0.2 0.7 0.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 5.8 0.0 0.1 4.4 1.7 0.0 0.0 0.4 3.8 0.0 1.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 7.2 10.5 7.0 7.8 9.6 8.1 0.0 0.0 60.2 55.2 0.0 48.6
LnGrp LOS A B A A A A A A E E A D
Approach Vol, veh/h 1005 968 12 157
Approach Delay, s/veh 10.4 9.3 60.2 53.6
Approach LOS B A E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.9 98.2 0.0 28.5 8.0 99.0 14.0 14.5
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 5.0 92.0 5.0 13.0 5.0 92.0 8.0 10.0
Max Q Clear Time (g_c+I1), s 2.6 15.8 0.0 4.9 2.3 19.9 10.0 3.0
Green Ext Time (p_c), s 0.0 2.4 0.0 0.1 0.0 3.0 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 13.3
HCM 6th LOS B
104: Ten Mile Rd & Chinden Blvd
Year 2018 Background SAT Peak Hour_MIT August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 777 295 255 689 246 269
Future Volume (vph) 777 295 255 689 246 269
Turn Type NA Perm pm+pt NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 2 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 5.0 10.0 5.0 5.0
Minimum Split (s) 17.0 17.0 11.0 17.0 11.0 11.0
Total Split (s) 72.0 72.0 20.0 92.0 28.0 20.0
Total Split (%) 60.0% 60.0% 16.7% 76.7% 23.3% 16.7%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode Min Min None Min None None
Act Effct Green (s) 25.5 25.5 46.0 44.9 16.6 36.1
Actuated g/C Ratio 0.34 0.34 0.61 0.60 0.22 0.48
v/c Ratio 0.70 0.43 0.58 0.35 0.67 0.34
Control Delay 25.4 4.5 13.4 8.3 37.6 7.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 25.4 4.5 13.4 8.3 37.6 7.2
LOS C A B A D A
Approach Delay 19.6 9.7 21.8
Approach LOS B A C
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 74.9
Natural Cycle: 55
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.70
Intersection Signal Delay: 16.4 Intersection LOS: B
Intersection Capacity Utilization 67.8% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2018 Background SAT Peak Hour_MIT August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 777 295 255 689 246 269
Future Volume (veh/h) 777 295 255 689 246 269
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1772 1758 1800 1786 1800 1800
Adj Flow Rate, veh/h 801 304 263 710 254 277
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 2 3 0 1 0 0
Cap, veh/h 1180 522 415 1961 351 506
Arrive On Green 0.35 0.35 0.13 0.58 0.20 0.20
Sat Flow, veh/h 3455 1490 1714 3483 1714 1525
Grp Volume(v), veh/h 801 304 263 710 254 277
Grp Sat Flow(s),veh/h/ln 1683 1490 1714 1697 1714 1525
Q Serve(g_s), s 12.1 9.9 5.3 6.7 8.3 8.9
Cycle Q Clear(g_c), s 12.1 9.9 5.3 6.7 8.3 8.9
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 1180 522 415 1961 351 506
V/C Ratio(X) 0.68 0.58 0.63 0.36 0.72 0.55
Avail Cap(c_a), veh/h 3663 1621 599 4827 631 755
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 16.5 15.8 11.6 6.7 22.2 16.3
Incr Delay (d2), s/veh 0.7 1.0 1.6 0.1 2.9 0.9
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.7 2.7 1.4 1.4 3.2 2.7
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 17.2 16.9 13.2 6.8 25.0 17.2
LnGrp LOS B B B A C B
Approach Vol, veh/h 1105 973 531
Approach Delay, s/veh 17.1 8.6 21.0
Approach LOS B A C
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 41.5 13.6 27.9 18.2
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 85.0 14.0 65.0 22.0
Max Q Clear Time (g_c+I1), s 8.7 7.3 14.1 10.9
Green Ext Time (p_c), s 4.7 0.4 6.8 1.4
Intersection Summary
HCM 6th Ctrl Delay 14.7
HCM 6th LOS B
106: Linder Rd & Chinden Blvd
Year 2018 Background SAT Peak Hour_MIT August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 374 608 143 280 686 293 281 538 175 318 474 221
Future Volume (vph) 374 608 143 280 686 293 281 538 175 318 474 221
Turn Type Prot NA Perm Prot NA pm+ov Prot NA Perm Prot NA pm+ov
Protected Phases 1 6 5 2 7 3 8 7 4 1
Permitted Phases 6 2 8 4
Detector Phase 1 6 6 5 2 7 3 8 8 7 4 1
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 17.0 17.0 11.0 17.0 11.0 11.0 12.0 12.0 11.0 12.0 11.0
Total Split (s) 26.0 56.0 56.0 25.0 55.0 23.0 27.0 36.0 36.0 23.0 32.0 26.0
Total Split (%) 18.6% 40.0% 40.0% 17.9% 39.3% 16.4% 19.3% 25.7% 25.7% 16.4% 22.9% 18.6%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 4.0 4.0 5.0 5.0 4.0 5.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 6.0 6.0 7.0 7.0 6.0 7.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lead Lag Lag Lead Lag Lead
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min None None None None None None None
Act Effct Green (s) 18.3 40.6 40.6 15.0 37.3 60.0 18.1 24.4 24.4 15.5 21.7 47.2
Actuated g/C Ratio 0.15 0.33 0.33 0.12 0.31 0.49 0.15 0.20 0.20 0.13 0.18 0.39
v/c Ratio 0.78 0.57 0.25 0.72 0.88 0.39 0.80 0.83 0.43 0.79 0.82 0.36
Control Delay 64.0 36.5 5.8 63.9 53.6 16.1 69.2 59.6 14.9 67.8 62.0 20.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 64.0 36.5 5.8 63.9 53.6 16.1 69.2 59.6 14.9 67.8 62.0 20.4
LOS E D A E D B E E B E E C
Approach Delay 41.7 47.2 54.5 54.8
Approach LOS D D D D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 122.1
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.88
Intersection Signal Delay: 49.2 Intersection LOS: D
Intersection Capacity Utilization 78.2% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2018 Background SAT Peak Hour_MIT August 2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 374 608 143 280 686 293 281 538 175 318 474 221
Future Volume (veh/h) 374 608 143 280 686 293 281 538 175 318 474 221
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1772 1800 1786 1786 1744 1786 1800 1800 1786 1800
Adj Flow Rate, veh/h 390 633 149 292 715 305 293 560 182 331 494 230
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 2 2 0 1 1 4 1 0 0 1 0
Cap, veh/h 464 1123 501 358 808 636 341 666 300 396 606 485
Arrive On Green 0.14 0.33 0.33 0.11 0.30 0.30 0.14 0.20 0.20 0.12 0.18 0.18
Sat Flow, veh/h 3326 3367 1502 3326 2679 1514 2491 3393 1525 3326 3393 1525
Grp Volume(v), veh/h 390 633 149 292 715 305 293 560 182 331 494 230
Grp Sat Flow(s),veh/h/ln 1663 1683 1502 1663 1339 1514 1246 1697 1525 1663 1697 1525
Q Serve(g_s), s 12.2 16.5 7.8 9.2 27.1 15.6 12.3 17.0 11.6 10.4 14.9 12.9
Cycle Q Clear(g_c), s 12.2 16.5 7.8 9.2 27.1 15.6 12.3 17.0 11.6 10.4 14.9 12.9
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 464 1123 501 358 808 636 341 666 300 396 606 485
V/C Ratio(X) 0.84 0.56 0.30 0.82 0.88 0.48 0.86 0.84 0.61 0.84 0.82 0.47
Avail Cap(c_a), veh/h 623 1545 689 592 1205 861 490 922 414 530 795 570
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 44.8 29.2 26.3 46.6 35.5 22.4 45.1 41.3 39.1 46.0 42.1 29.2
Incr Delay (d2), s/veh 7.6 0.2 0.1 1.7 4.0 0.2 7.5 3.8 0.7 6.6 3.8 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 5.2 6.2 2.7 3.7 8.6 5.3 4.0 7.2 4.3 4.6 6.5 4.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 52.4 29.4 26.4 48.3 39.5 22.7 52.6 45.0 39.9 52.6 46.0 29.5
LnGrp LOS D C C D D C D D D D D C
Approach Vol, veh/h 1172 1312 1035 1055
Approach Delay, s/veh 36.7 37.6 46.3 44.5
Approach LOS D D D D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 20.9 39.2 20.6 26.1 17.5 42.6 18.7 28.0
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 20.0 48.0 21.0 25.0 19.0 49.0 17.0 29.0
Max Q Clear Time (g_c+I1), s 14.2 29.1 14.3 16.9 11.2 18.5 12.4 19.0
Green Ext Time (p_c), s 0.7 3.1 0.3 1.8 0.3 2.6 0.3 2.0
Intersection Summary
HCM 6th Ctrl Delay 40.9
HCM 6th LOS D
Appendix H Year 2018 Phase 1 Total Traffic
Level-of-Service Worksheets
101: SH 16 & Chinden Blvd
Year 2018 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT EBR WBT WBR NBT SBL SBR
Lane Configurations
Traffic Volume (vph) 377 613 49 409 180 0 348 307
Future Volume (vph) 377 613 49 409 180 0 348 307
Turn Type Prot NA Perm NA Perm NA Perm Prot
Protected Phases 1 6 2 4 8
Permitted Phases 6 2 8
Detector Phase 1 6 6 2 2 4 8 8
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 13.5 19.0 19.0 43.0 43.0 11.0 43.0 43.0
Total Split (s) 23.0 66.0 66.0 43.0 43.0 11.0 43.0 43.0
Total Split (%) 19.2% 55.0% 55.0% 35.8% 35.8% 9.2% 35.8% 35.8%
Yellow Time (s) 4.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
All-Red Time (s) 4.5 2.0 2.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 8.5 7.0 7.0 6.0 6.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min Min Min Min Min Min
Act Effct Green (s) 14.8 49.9 49.9 27.5 27.5 5.1 30.4 30.4
Actuated g/C Ratio 0.14 0.48 0.48 0.26 0.26 0.05 0.29 0.29
v/c Ratio 0.94 0.66 0.07 0.75 0.37 0.04 0.83 0.33
Control Delay 77.8 25.4 1.6 44.3 6.4 0.3 52.1 0.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 77.8 25.4 1.6 44.3 6.4 0.3 52.1 0.9
LOS E C A D A A D A
Approach Delay 43.3 32.7 0.3
Approach LOS D C A
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 104.8
Natural Cycle: 115
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.94
Intersection Signal Delay: 36.1 Intersection LOS: D
Intersection Capacity Utilization 57.5% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 101: SH 16 & Chinden Blvd
101: SH 16 & Chinden Blvd
Year 2018 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 377 613 49 0 409 180 0 0 10 348 0 307
Future Volume (veh/h) 377 613 49 0 409 180 0 0 10 348 0 307
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1730 1772 1800 0 1758 1772 1800 1800 1800 1758 1800 1772
Adj Flow Rate, veh/h 419 681 0 0 454 200 0 0 11 387 0 341
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 5 2 0 0 3 2 0 0 0 3 0 2
Cap, veh/h 499 1143 0 612 396 0 0 465 694 549 605
Arrive On Green 0.16 0.53 0.00 0.00 0.26 0.26 0.00 0.00 0.31 0.31 0.00 0.31
Sat Flow, veh/h 3196 2162 1525 0 2918 1502 0 0 1525 1699 1800 1982
Grp Volume(v), veh/h 419 681 0 0 454 200 0 0 11 387 0 341
Grp Sat Flow(s),veh/h/ln 1598 1081 1525 0 1160 1502 0 0 1525 849 1800 991
Q Serve(g_s), s 9.9 16.9 0.0 0.0 14.0 8.8 0.0 0.0 0.4 16.1 0.0 11.3
Cycle Q Clear(g_c), s 9.9 16.9 0.0 0.0 14.0 8.8 0.0 0.0 0.4 16.5 0.0 11.3
Prop In Lane 1.00 1.00 0.00 1.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 499 1143 0 612 396 0 0 465 694 549 605
V/C Ratio(X) 0.84 0.60 0.00 0.74 0.51 0.00 0.00 0.02 0.56 0.00 0.56
Avail Cap(c_a), veh/h 593 1633 0 1099 711 0 0 465 980 853 939
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 32.0 12.7 0.0 0.0 26.3 24.4 0.0 0.0 19.0 24.8 0.0 22.8
Incr Delay (d2), s/veh 7.9 0.7 0.0 0.0 2.5 1.4 0.0 0.0 0.0 1.0 0.0 1.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.0 3.2 0.0 0.0 3.6 2.9 0.0 0.0 0.1 2.9 0.0 2.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 39.9 13.4 0.0 0.0 28.9 25.8 0.0 0.0 19.0 25.8 0.0 24.0
LnGrp LOS D B A C C A A B C A C
Approach Vol, veh/h 1100 A 654 11 728
Approach Delay, s/veh 23.5 27.9 19.0 24.9
Approach LOS C C B C
Timer - Assigned Phs 1 2 4 6 8
Phs Duration (G+Y+Rc), s 20.7 27.6 29.8 48.3 29.8
Change Period (Y+Rc), s 8.5 * 7 6.0 7.0 6.0
Max Green Setting (Gmax), s 14.5 * 37 5.0 59.0 37.0
Max Q Clear Time (g_c+I1), s 11.9 16.0 2.4 18.9 18.5
Green Ext Time (p_c), s 0.2 4.6 0.0 6.6 5.3
Intersection Summary
HCM 6th Ctrl Delay 25.1
HCM 6th LOS C
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.
102: Black Cat Rd & Chinden Blvd
Year 2018 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Intersection
Int Delay, s/veh 5.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 10 840 110 40 567 6 31 1 86 2 1 3
Future Vol, veh/h 10 840 110 40 567 6 31 1 86 2 1 3
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 105 - - 105 - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94
Heavy Vehicles, % 0 3 0 3 3 0 0 0 0 0 0 0
Mvmt Flow 11 894 117 43 603 6 33 1 91 2 1 3
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 609 0 0 1011 0 0 1669 1670 953 1713 1725 606
Stage 1 - - - - - - 975 975 - 692 692 -
Stage 2 - - - - - - 694 695 - 1021 1033 -
Critical Hdwy 4.1 - - 4.13 - - 7.1 6.5 6.2 7.1 6.5 6.2
Critical Hdwy Stg 1 - - - - - - 6.1 5.5 - 6.1 5.5 -
Critical Hdwy Stg 2 - - - - - - 6.1 5.5 - 6.1 5.5 -
Follow-up Hdwy 2.2 - - 2.227 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 979 - - 682 - - 77 97 317 72 90 501
Stage 1 - - - - - - 305 332 - 437 448 -
Stage 2 - - - - - - 436 447 - 288 312 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 979 - - 682 - - 72 90 317 48 83 501
Mov Cap-2 Maneuver - - - - - - 72 90 - 48 83 -
Stage 1 - - - - - - 302 328 - 432 420 -
Stage 2 - - - - - - 405 419 - 202 309 -
Approach EB WB NB SB
HCM Control Delay, s 0.1 0.7 73.8 43.4
HCM LOS F E
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 166 979 - - 682 - - 100
HCM Lane V/C Ratio 0.756 0.011 - - 0.062 - - 0.064
HCM Control Delay (s) 73.8 8.7 - - 10.6 - - 43.4
HCM Lane LOS F A - - B - - E
HCM 95th %tile Q(veh) 4.8 0 - - 0.2 - - 0.2
103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
Year 2018 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 20 891 17 8 563 55 12 4 137 2
Future Volume (vph) 20 891 17 8 563 55 12 4 137 2
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 10.0 5.0 10.0
Minimum Split (s) 11.0 31.0 31.0 11.0 31.0 31.0 11.0 25.0 11.0 25.0
Total Split (s) 17.0 78.0 78.0 17.0 78.0 78.0 20.0 25.0 20.0 25.0
Total Split (%) 12.1% 55.7% 55.7% 12.1% 55.7% 55.7% 14.3% 17.9% 14.3% 17.9%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None
Act Effct Green (s) 106.9 104.8 104.8 104.3 100.2 100.2 9.8 10.0 20.0 14.8
Actuated g/C Ratio 0.76 0.75 0.75 0.74 0.72 0.72 0.07 0.07 0.14 0.11
v/c Ratio 0.04 0.73 0.02 0.04 0.49 0.05 0.16 0.13 0.75 0.22
Control Delay 5.7 17.1 0.1 6.1 12.8 0.1 53.5 36.1 77.5 19.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 5.7 17.1 0.1 6.1 12.8 0.1 53.5 36.1 77.5 19.5
LOS A B A A B A D D E B
Approach Delay 16.6 11.6 44.2 64.5
Approach LOS B B D E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 110
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.75
Intersection Signal Delay: 20.0 Intersection LOS: C
Intersection Capacity Utilization 75.0% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
Year 2018 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 20 891 17 8 563 55 12 4 10 137 2 38
Future Volume (veh/h) 20 891 17 8 563 55 12 4 10 137 2 38
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1533 1617 1758 1800 1098 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 22 968 18 9 612 60 13 4 11 149 2 41
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 0 2 19 13 3 0 50 0 0 0 0 0
Cap, veh/h 436 1154 846 188 1127 978 123 28 78 293 10 213
Arrive On Green 0.02 0.65 0.65 0.01 0.64 0.64 0.01 0.07 0.07 0.09 0.15 0.15
Sat Flow, veh/h 1714 1772 1299 1540 1758 1525 1046 424 1166 1714 71 1465
Grp Volume(v), veh/h 22 968 18 9 612 60 13 0 15 149 0 43
Grp Sat Flow(s),veh/h/ln 1714 1772 1299 1540 1758 1525 1046 0 1590 1714 0 1536
Q Serve(g_s), s 0.6 58.8 0.7 0.3 26.8 2.1 1.6 0.0 1.2 11.0 0.0 3.4
Cycle Q Clear(g_c), s 0.6 58.8 0.7 0.3 26.8 2.1 1.6 0.0 1.2 11.0 0.0 3.4
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.73 1.00 0.95
Lane Grp Cap(c), veh/h 436 1154 846 188 1127 978 123 0 106 293 0 223
V/C Ratio(X) 0.05 0.84 0.02 0.05 0.54 0.06 0.11 0.00 0.14 0.51 0.00 0.19
Avail Cap(c_a), veh/h 536 1154 846 293 1127 978 213 0 216 305 0 223
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 10.8 18.8 8.6 20.5 13.8 9.4 59.9 0.0 61.5 52.4 0.0 52.6
Incr Delay (d2), s/veh 0.0 7.4 0.0 0.0 1.9 0.1 0.1 0.0 0.2 0.5 0.0 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 22.8 0.2 0.1 9.9 0.7 0.4 0.0 0.5 4.8 0.0 1.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 10.8 26.1 8.7 20.5 15.7 9.5 60.0 0.0 61.7 52.9 0.0 52.9
LnGrp LOS B C A C B A E A E D A D
Approach Vol, veh/h 1008 681 28 192
Approach Delay, s/veh 25.5 15.2 60.9 52.9
Approach LOS C B E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.9 96.8 8.0 26.4 7.5 98.2 19.0 15.4
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 11.0 71.0 14.0 19.0 11.0 71.0 14.0 19.0
Max Q Clear Time (g_c+I1), s 2.6 28.8 3.6 5.4 2.3 60.8 13.0 3.2
Green Ext Time (p_c), s 0.0 1.5 0.0 0.1 0.0 2.3 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 25.1
HCM 6th LOS C
104: Ten Mile Rd & Chinden Blvd
Year 2018 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 769 275 141 466 157 240
Future Volume (vph) 769 275 141 466 157 240
Turn Type NA Perm pm+pt NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 2 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 14.0 10.0 5.0 14.0
Minimum Split (s) 35.0 35.0 20.0 17.0 11.0 20.0
Total Split (s) 77.0 77.0 20.0 97.0 23.0 20.0
Total Split (%) 64.2% 64.2% 16.7% 80.8% 19.2% 16.7%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode Min Min None Min Max None
Act Effct Green (s) 53.4 53.4 74.7 73.7 17.3 37.6
Actuated g/C Ratio 0.51 0.51 0.72 0.71 0.17 0.36
v/c Ratio 0.91 0.35 0.47 0.40 0.63 0.41
Control Delay 38.2 5.6 13.7 6.9 55.1 12.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 38.2 5.6 13.7 6.9 55.1 12.8
LOS D A B A E B
Approach Delay 29.6 8.5 29.5
Approach LOS C A C
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 104.2
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.91
Intersection Signal Delay: 23.4 Intersection LOS: C
Intersection Capacity Utilization 79.4% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2018 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 769 275 141 466 157 240
Future Volume (veh/h) 769 275 141 466 157 240
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1772 1758 1716 1786 1730 1730
Adj Flow Rate, veh/h 827 296 152 501 169 258
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 2 3 6 1 5 5
Cap, veh/h 907 762 333 1261 274 443
Arrive On Green 0.51 0.51 0.14 0.71 0.17 0.17
Sat Flow, veh/h 1772 1490 1634 1786 1647 1466
Grp Volume(v), veh/h 827 296 152 501 169 258
Grp Sat Flow(s),veh/h/ln 1772 1490 1634 1786 1647 1466
Q Serve(g_s), s 43.6 12.4 3.5 11.7 9.7 15.2
Cycle Q Clear(g_c), s 43.6 12.4 3.5 11.7 9.7 15.2
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 907 762 333 1261 274 443
V/C Ratio(X) 0.91 0.39 0.46 0.40 0.62 0.58
Avail Cap(c_a), veh/h 1216 1022 336 1575 274 443
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 22.8 15.2 19.5 6.1 39.5 30.2
Incr Delay (d2), s/veh 8.5 0.3 1.0 0.2 9.9 5.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 17.4 3.7 1.8 3.1 4.6 5.8
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 31.3 15.5 20.5 6.3 49.4 35.7
LnGrp LOS C B C A D D
Approach Vol, veh/h 1123 653 427
Approach Delay, s/veh 27.1 9.6 41.1
Approach LOS C A D
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 79.0 19.8 59.2 23.0
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 90.0 14.0 70.0 17.0
Max Q Clear Time (g_c+I1), s 13.7 5.5 45.6 17.2
Green Ext Time (p_c), s 2.9 0.2 6.6 0.0
Intersection Summary
HCM 6th Ctrl Delay 24.6
HCM 6th LOS C
105: Long Lake Way & Chinden Blvd
Year 2018 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 41 923 47 63 562 22 36 7 111 57 2
Future Volume (vph) 41 923 47 63 562 22 36 7 111 57 2
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0
Minimum Split (s) 10.0 32.0 32.0 10.0 32.0 32.0 10.0 33.0 33.0 10.0 33.0
Total Split (s) 18.0 87.0 87.0 18.0 87.0 87.0 15.0 33.0 33.0 15.0 33.0
Total Split (%) 11.8% 56.9% 56.9% 11.8% 56.9% 56.9% 9.8% 21.6% 21.6% 9.8% 21.6%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None
Act Effct Green (s) 116.1 110.6 110.6 118.0 111.5 111.5 19.7 10.4 10.4 14.3 10.7
Actuated g/C Ratio 0.76 0.72 0.72 0.77 0.73 0.73 0.13 0.07 0.07 0.09 0.07
v/c Ratio 0.08 0.78 0.04 0.24 0.47 0.02 0.20 0.06 0.56 0.42 0.11
Control Delay 4.7 21.4 0.4 6.2 11.2 0.0 57.4 67.4 21.4 69.5 34.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 4.7 21.4 0.4 6.2 11.2 0.0 57.4 67.4 21.4 69.5 34.9
LOS A C A A B A E E C E C
Approach Delay 19.8 10.4 31.7 63.4
Approach LOS B B C E
Intersection Summary
Cycle Length: 153
Actuated Cycle Length: 153
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 125
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.78
Intersection Signal Delay: 19.1 Intersection LOS: B
Intersection Capacity Utilization 77.1% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 105: Long Lake Way & Chinden Blvd
105: Long Lake Way & Chinden Blvd
Year 2018 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 41 923 47 63 562 22 36 7 111 57 2 10
Future Volume (veh/h) 41 923 47 63 562 22 36 7 111 57 2 10
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1758 1800 1800 1772 1800 1800 1800 1772 1800 1800 1800
Adj Flow Rate, veh/h 44 982 50 67 598 23 38 7 118 61 2 11
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 3 0 0 2 0 0 0 2 0 0 0
Cap, veh/h 543 1228 1066 276 1243 1070 223 165 138 232 26 141
Arrive On Green 0.03 0.70 0.70 0.03 0.70 0.70 0.03 0.09 0.09 0.04 0.11 0.11
Sat Flow, veh/h 1714 1758 1525 1714 1772 1525 1714 1800 1502 1714 240 1322
Grp Volume(v), veh/h 44 982 50 67 598 23 38 7 118 61 0 13
Grp Sat Flow(s),veh/h/ln 1714 1758 1525 1714 1772 1525 1714 1800 1502 1714 0 1562
Q Serve(g_s), s 1.1 58.4 1.6 1.7 23.2 0.7 3.1 0.5 11.9 4.9 0.0 1.1
Cycle Q Clear(g_c), s 1.1 58.4 1.6 1.7 23.2 0.7 3.1 0.5 11.9 4.9 0.0 1.1
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.85
Lane Grp Cap(c), veh/h 543 1228 1066 276 1243 1070 223 165 138 232 0 167
V/C Ratio(X) 0.08 0.80 0.05 0.24 0.48 0.02 0.17 0.04 0.86 0.26 0.00 0.08
Avail Cap(c_a), veh/h 641 1228 1066 369 1243 1070 289 329 275 272 0 286
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 7.7 15.7 7.2 18.5 10.3 6.9 60.8 63.4 68.5 59.6 0.0 61.5
Incr Delay (d2), s/veh 0.0 5.5 0.1 0.2 1.3 0.0 0.1 0.0 5.8 0.2 0.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 21.5 0.5 0.9 8.3 0.2 1.4 0.3 4.8 2.2 0.0 0.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 7.7 21.3 7.3 18.7 11.6 6.9 61.0 63.4 74.3 59.8 0.0 61.6
LnGrp LOS A C A B B A E E E E A E
Approach Vol, veh/h 1076 688 163 74
Approach Delay, s/veh 20.1 12.1 70.7 60.1
Approach LOS C B E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 9.2 113.4 9.1 21.3 9.7 112.9 11.4 19.0
Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 5.0 6.0 5.0 5.0
Max Green Setting (Gmax), s 13.0 81.0 10.0 28.0 13.0 81.0 10.0 28.0
Max Q Clear Time (g_c+I1), s 3.1 25.2 5.1 3.1 3.7 60.4 6.9 13.9
Green Ext Time (p_c), s 0.0 6.0 0.0 0.0 0.0 9.9 0.0 0.2
Intersection Summary
HCM 6th Ctrl Delay 22.9
HCM 6th LOS C
106: Linder Rd & Chinden Blvd
Year 2018 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 10
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 301 634 87 147 407 107 112 377 162 153 280 147
Future Volume (vph) 301 634 87 147 407 107 112 377 162 153 280 147
Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 41.0 41.0 11.0 45.0 45.0 11.0 43.0 43.0 11.0 45.0 45.0
Total Split (s) 20.0 59.0 59.0 20.0 59.0 59.0 15.0 46.0 46.0 15.0 46.0 46.0
Total Split (%) 14.3% 42.1% 42.1% 14.3% 42.1% 42.1% 10.7% 32.9% 32.9% 10.7% 32.9% 32.9%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None None
Act Effct Green (s) 81.0 62.4 62.4 63.9 51.3 51.3 11.2 22.2 22.2 17.8 28.8 28.8
Actuated g/C Ratio 0.58 0.45 0.45 0.46 0.37 0.37 0.08 0.16 0.16 0.13 0.21 0.21
v/c Ratio 0.71 0.67 0.13 0.56 0.51 0.18 0.67 0.78 0.46 0.61 0.45 0.39
Control Delay 24.6 35.4 2.0 23.8 37.8 4.8 79.8 67.0 10.5 67.8 51.3 9.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 24.6 35.4 2.0 23.8 37.8 4.8 79.8 67.0 10.5 67.8 51.3 9.5
LOS C D A C D A E E B E D A
Approach Delay 29.4 29.3 55.1 45.0
Approach LOS C C E D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 115
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.78
Intersection Signal Delay: 38.2 Intersection LOS: D
Intersection Capacity Utilization 66.8% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2018 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 11
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 301 634 87 147 407 107 112 377 162 153 280 147
Future Volume (veh/h) 301 634 87 147 407 107 112 377 162 153 280 147
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1730 1758 1800 1800 1772 1786 1800 1758 1772 1730 1744 1660
Adj Flow Rate, veh/h 327 689 95 160 442 116 122 410 176 166 304 160
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 5 3 0 0 2 1 0 3 2 5 4 10
Cap, veh/h 540 1261 829 400 1195 761 148 491 221 140 487 207
Arrive On Green 0.10 0.54 0.54 0.06 0.50 0.50 0.06 0.15 0.15 0.06 0.15 0.15
Sat Flow, veh/h 1647 2320 1525 1714 2374 1514 2297 3340 1502 2175 3313 1406
Grp Volume(v), veh/h 327 689 95 160 442 116 122 410 176 166 304 160
Grp Sat Flow(s),veh/h/ln 1647 1160 1525 1714 1187 1514 1149 1670 1502 1087 1657 1406
Q Serve(g_s), s 13.4 27.0 4.2 6.3 15.9 5.8 7.3 16.7 15.9 9.0 12.1 15.3
Cycle Q Clear(g_c), s 13.4 27.0 4.2 6.3 15.9 5.8 7.3 16.7 15.9 9.0 12.1 15.3
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 540 1261 829 400 1195 761 148 491 221 140 487 207
V/C Ratio(X) 0.61 0.55 0.11 0.40 0.37 0.15 0.83 0.84 0.80 1.19 0.62 0.77
Avail Cap(c_a), veh/h 540 1261 829 468 1195 761 148 930 418 140 923 392
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 14.8 20.8 15.6 16.9 21.2 18.7 64.7 58.1 57.7 65.5 56.1 57.5
Incr Delay (d2), s/veh 1.9 1.7 0.3 0.2 0.9 0.4 28.8 1.5 2.5 135.2 0.5 2.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.8 7.0 1.5 2.3 4.3 2.1 2.7 7.1 6.1 5.1 5.1 5.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 16.7 22.5 15.9 17.1 22.1 19.1 93.5 59.5 60.2 200.7 56.6 59.8
LnGrp LOS B C B B C B F E E F E E
Approach Vol, veh/h 1111 718 708 630
Approach Delay, s/veh 20.2 20.5 65.6 95.4
Approach LOS C C E F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 20.0 77.4 15.0 27.6 14.4 83.1 15.0 27.6
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 14.0 52.0 9.0 39.0 14.0 52.0 9.0 39.0
Max Q Clear Time (g_c+I1), s 15.4 17.9 9.3 17.3 8.3 29.0 11.0 18.7
Green Ext Time (p_c), s 0.0 1.7 0.0 1.6 0.1 2.7 0.0 1.9
Intersection Summary
HCM 6th Ctrl Delay 45.4
HCM 6th LOS D
107: Ten Mile Rd & Lost Rapids Dr
Year 2018 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 12
Intersection
Int Delay, s/veh 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 4 2 25 42 1 26 31 365 6 15 383 6
Future Vol, veh/h 4 2 25 42 1 26 31 365 6 15 383 6
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - 0 - - - 100 - 75 120 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96
Heavy Vehicles, % 0 0 0 0 0 0 23 6 0 0 5 0
Mvmt Flow 4 2 26 44 1 27 32 380 6 16 399 6
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 689 884 203 677 881 190 405 0 0 386 0 0
Stage 1 434 434 - 444 444 - - - - - - -
Stage 2 255 450 - 233 437 - - - - - - -
Critical Hdwy 7.5 6.5 6.9 7.5 6.5 6.9 4.56 - - 4.1 - -
Critical Hdwy Stg 1 6.5 5.5 - 6.5 5.5 - - - - - - -
Critical Hdwy Stg 2 6.5 5.5 - 6.5 5.5 - - - - - - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.43 - - 2.2 - -
Pot Cap-1 Maneuver 336 286 810 343 288 826 1014 - - 1184 - -
Stage 1 576 585 - 568 579 - - - - - - -
Stage 2 733 575 - 755 583 - - - - - - -
Platoon blocked, %- - - -
Mov Cap-1 Maneuver 313 273 810 319 275 826 1014 - - 1184 - -
Mov Cap-2 Maneuver 313 273 - 319 275 - - - - - - -
Stage 1 558 577 - 550 560 - - - - - - -
Stage 2 685 557 - 718 575 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 11.1 15.5 0.7 0.3
HCM LOS B C
Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1 SBL SBT SBR
Capacity (veh/h) 1014 - - 298 810 414 1184 - -
HCM Lane V/C Ratio 0.032 - - 0.021 0.032 0.174 0.013 - -
HCM Control Delay (s) 8.7 - - 17.3 9.6 15.5 8.1 - -
HCM Lane LOS A - - C A C A - -
HCM 95th %tile Q(veh) 0.1 - - 0.1 0.1 0.6 0 - -
108: Ten Mile Rd & McMillan Rd
Year 2018 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 13
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 33 102 57 160 92 30 59 335 99 55 450 7
Future Volume (vph) 33 102 57 160 92 30 59 335 99 55 450 7
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0
Minimum Split (s) 10.0 35.0 35.0 10.0 36.0 36.0 10.0 29.0 29.0 10.0 29.0 29.0
Total Split (s) 10.0 39.0 39.0 11.0 40.0 40.0 13.0 40.0 40.0 10.0 37.0 37.0
Total Split (%) 10.0% 39.0% 39.0% 11.0% 40.0% 40.0% 13.0% 40.0% 40.0% 10.0% 37.0% 37.0%
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None None None Min Min None Min Min
Act Effct Green (s) 14.2 12.9 12.9 17.8 17.8 17.8 28.4 27.3 27.3 26.5 26.3 26.3
Actuated g/C Ratio 0.25 0.23 0.23 0.32 0.32 0.32 0.51 0.49 0.49 0.48 0.47 0.47
v/c Ratio 0.11 0.26 0.17 0.42 0.17 0.06 0.21 0.34 0.13 0.13 0.45 0.01
Control Delay 17.1 26.4 1.0 20.8 22.1 0.2 10.7 16.0 2.5 9.7 18.4 0.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 17.1 26.4 1.0 20.8 22.1 0.2 10.7 16.0 2.5 9.7 18.4 0.0
LOS B C A C C A B B A A B A
Approach Delay 17.2 19.0 12.6 17.2
Approach LOS B B B B
Intersection Summary
Cycle Length: 100
Actuated Cycle Length: 55.7
Natural Cycle: 85
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.45
Intersection Signal Delay: 16.0 Intersection LOS: B
Intersection Capacity Utilization 45.8% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 108: Ten Mile Rd & McMillan Rd
108: Ten Mile Rd & McMillan Rd
Year 2018 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 14
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 33 102 57 160 92 30 59 335 99 55 450 7
Future Volume (veh/h) 33 102 57 160 92 30 59 335 99 55 450 7
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1561 1786 1323 1786 1786 1744 1224 1730 1772 1772 1758 1800
Adj Flow Rate, veh/h 35 109 61 170 98 32 63 356 105 59 479 7
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 17 1 34 1 1 4 41 5 2 2 3 0
Cap, veh/h 387 322 202 466 443 367 264 638 447 368 675 451
Arrive On Green 0.04 0.18 0.18 0.11 0.25 0.25 0.06 0.30 0.30 0.05 0.30 0.30
Sat Flow, veh/h 1487 1786 1121 1701 1786 1478 1166 2145 1502 1688 2285 1525
Grp Volume(v), veh/h 35 109 61 170 98 32 63 356 105 59 479 7
Grp Sat Flow(s),veh/h/ln 1487 1786 1121 1701 1786 1478 1166 1072 1502 1688 1143 1525
Q Serve(g_s), s 1.0 2.9 2.6 4.3 2.4 0.9 2.0 7.7 2.9 1.3 10.3 0.2
Cycle Q Clear(g_c), s 1.0 2.9 2.6 4.3 2.4 0.9 2.0 7.7 2.9 1.3 10.3 0.2
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 387 322 202 466 443 367 264 638 447 368 675 451
V/C Ratio(X) 0.09 0.34 0.30 0.37 0.22 0.09 0.24 0.56 0.23 0.16 0.71 0.02
Avail Cap(c_a), veh/h 465 1101 691 471 1133 938 368 1361 953 430 1326 885
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 17.3 19.7 19.6 15.2 16.5 15.9 13.3 16.3 14.6 12.7 17.3 13.8
Incr Delay (d2), s/veh 0.0 0.9 1.2 0.2 0.4 0.1 0.2 1.1 0.4 0.1 2.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 1.1 0.7 1.4 0.9 0.3 0.5 1.7 0.9 0.4 2.4 0.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 17.3 20.6 20.8 15.4 16.8 16.1 13.5 17.4 15.0 12.7 19.3 13.8
LnGrp LOS B C C B B B B B B B B B
Approach Vol, veh/h 205 300 524 545
Approach Delay, s/veh 20.1 15.9 16.5 18.5
Approach LOS C B B B
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 7.1 18.7 8.1 21.3 10.8 14.9 8.0 21.4
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 5.0 35.0 8.0 32.0 6.0 34.0 5.0 35.0
Max Q Clear Time (g_c+I1), s 3.0 4.4 4.0 12.3 6.3 4.9 3.3 9.7
Green Ext Time (p_c), s 0.0 0.8 0.0 4.0 0.0 1.1 0.0 3.7
Intersection Summary
HCM 6th Ctrl Delay 17.5
HCM 6th LOS B
201: Site Access A & Chinden Blvd
Year 2018 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 15
Intersection
Int Delay, s/veh 0.4
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 1027 12 9 614 13 11
Future Vol, veh/h 1027 12 9 614 13 11
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - 200 200 - 0 100
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 1116 13 10 667 14 12
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 1129 0 1803 1116
Stage 1 - - - - 1116 -
Stage 2 - - - - 687 -
Critical Hdwy - - 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy - - 2.218 - 3.518 3.318
Pot Cap-1 Maneuver - - 619 - 87 253
Stage 1 - - - - 313 -
Stage 2 - - - - 499 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 619 - 86 253
Mov Cap-2 Maneuver - - - - 209 -
Stage 1 - - - - 308 -
Stage 2 - - - - 499 -
Approach EB WB NB
HCM Control Delay, s 0 0.2 21.9
HCM LOS C
Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT
Capacity (veh/h) 209 253 - - 619 -
HCM Lane V/C Ratio 0.068 0.047 - - 0.016 -
HCM Control Delay (s) 23.5 19.9 - - 10.9 -
HCM Lane LOS C C - - B -
HCM 95th %tile Q(veh) 0.2 0.1 - - 0 -
202: Site Access B & Chinden Blvd
Year 2018 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 16
Intersection
Int Delay, s/veh 0.2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 1030 8 0 623 0 14
Future Vol, veh/h 1030 8 0 623 0 14
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - 200 - - - 0
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 1120 9 0 677 0 15
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 - - - 1120
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - - - - 6.22
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - - - - - 3.318
Pot Cap-1 Maneuver - - 0 - 0 251
Stage 1 - - 0 - 0 -
Stage 2 - - 0 - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - - - - 251
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB NB
HCM Control Delay, s 0 0 20.3
HCM LOS C
Minor Lane/Major Mvmt NBLn1 EBT EBR WBT
Capacity (veh/h) 251 - - -
HCM Lane V/C Ratio 0.061 - - -
HCM Control Delay (s) 20.3 - - -
HCM Lane LOS C - - -
HCM 95th %tile Q(veh) 0.2 - - -
203: Ten Mile Rd & Site Access C
Year 2018 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 17
Intersection
Int Delay, s/veh 0.5
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 12 20 7 388 385 32
Future Vol, veh/h 12 20 7 388 385 32
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 100 100 - - 100
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 13 22 8 422 418 35
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 645 209 453 0 - 0
Stage 1 418 - - - - -
Stage 2 227 - - - - -
Critical Hdwy 6.84 6.94 4.14 - - -
Critical Hdwy Stg 1 5.84 - - - - -
Critical Hdwy Stg 2 5.84 - - - - -
Follow-up Hdwy 3.52 3.32 2.22 - - -
Pot Cap-1 Maneuver 405 797 1104 - - -
Stage 1 632 - - - - -
Stage 2 789 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 402 797 1104 - - -
Mov Cap-2 Maneuver 496 - - - - -
Stage 1 628 - - - - -
Stage 2 789 - - - - -
Approach EB NB SB
HCM Control Delay, s 10.7 0.1 0
HCM LOS B
Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR
Capacity (veh/h) 1104 - 496 797 - -
HCM Lane V/C Ratio 0.007 - 0.026 0.027 - -
HCM Control Delay (s) 8.3 - 12.5 9.6 - -
HCM Lane LOS A - B A - -
HCM 95th %tile Q(veh) 0 - 0.1 0.1 - -
204: Lost Rapids Dr & Site Access D
Year 2018 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 18
Intersection
Int Delay, s/veh 0
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 0 0 26 0 0 27
Future Vol, veh/h 0 0 26 0 0 27
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - - -
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 0 28 0 0 29
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 57 28 0 0 28 0
Stage 1 28 - - - - -
Stage 2 29 - - - - -
Critical Hdwy 6.42 6.22 - - 4.12 -
Critical Hdwy Stg 1 5.42 - - - - -
Critical Hdwy Stg 2 5.42 - - - - -
Follow-up Hdwy 3.518 3.318 - - 2.218 -
Pot Cap-1 Maneuver 950 1047 - - 1585 -
Stage 1 995 - - - - -
Stage 2 994 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 950 1047 - - 1585 -
Mov Cap-2 Maneuver 950 - - - - -
Stage 1 995 - - - - -
Stage 2 994 - - - - -
Approach WB NB SB
HCM Control Delay, s 0 0 0
HCM LOS A
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - - 1585 -
HCM Lane V/C Ratio - - - - -
HCM Control Delay (s) - - 0 0 -
HCM Lane LOS - - A A -
HCM 95th %tile Q(veh) - - - 0 -
205: Lost Rapids Dr & Site Access E
Year 2018 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 19
Intersection
Int Delay, s/veh 0
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 20 22 0 0 0
Future Vol, veh/h 0 20 22 0 0 0
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 22 24 0 0 0
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 24 0 - 0 46 24
Stage 1 - - - - 24 -
Stage 2 - - - - 22 -
Critical Hdwy 4.12 - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.218 - - - 3.518 3.318
Pot Cap-1 Maneuver 1591 - - - 964 1052
Stage 1 - - - - 999 -
Stage 2 - - - - 1001 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1591 - - - 964 1052
Mov Cap-2 Maneuver - - - - 964 -
Stage 1 - - - - 999 -
Stage 2 - - - - 1001 -
Approach EB WB SB
HCM Control Delay, s 0 0 0
HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1
Capacity (veh/h) 1591 - - - -
HCM Lane V/C Ratio - - - - -
HCM Control Delay (s) 0 - - - 0
HCM Lane LOS A - - - A
HCM 95th %tile Q(veh) 0 - - - -
206: Lost Rapids Dr & Site Access F
Year 2018 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 20
Intersection
Int Delay, s/veh 0
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 20 22 0 0 0
Future Vol, veh/h 0 20 22 0 0 0
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 22 24 0 0 0
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 24 0 - 0 46 24
Stage 1 - - - - 24 -
Stage 2 - - - - 22 -
Critical Hdwy 4.12 - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.218 - - - 3.518 3.318
Pot Cap-1 Maneuver 1591 - - - 964 1052
Stage 1 - - - - 999 -
Stage 2 - - - - 1001 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1591 - - - 964 1052
Mov Cap-2 Maneuver - - - - 964 -
Stage 1 - - - - 999 -
Stage 2 - - - - 1001 -
Approach EB WB SB
HCM Control Delay, s 0 0 0
HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1
Capacity (veh/h) 1591 - - - -
HCM Lane V/C Ratio - - - - -
HCM Control Delay (s) 0 - - - 0
HCM Lane LOS A - - - A
HCM 95th %tile Q(veh) 0 - - - -
207: Lost Rapids Dr & Site Access G
Year 2018 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 21
Intersection
Int Delay, s/veh 2.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 1 17 1 1 13 24 1 0 1 12 0 8
Future Vol, veh/h 1 17 1 1 13 24 1 0 1 12 0 8
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - 0
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 1 18 1 1 14 26 1 0 1 13 0 9
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 40 0 0 19 0 0 55 63 19 50 50 27
Stage 1 - - - - - - 21 21 - 29 29 -
Stage 2 - - - - - - 34 42 - 21 21 -
Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22
Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 -
Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 -
Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318
Pot Cap-1 Maneuver 1570 - - 1597 - - 943 828 1059 950 841 1048
Stage 1 - - - - - - 998 878 - 988 871 -
Stage 2 - - - - - - 982 860 - 998 878 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1570 - - 1597 - - 934 826 1059 947 839 1048
Mov Cap-2 Maneuver - - - - - - 934 826 - 947 839 -
Stage 1 - - - - - - 997 877 - 987 870 -
Stage 2 - - - - - - 973 859 - 996 877 -
Approach EB WB NB SB
HCM Control Delay, s 0.4 0.2 8.6 8.7
HCM LOS A A
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2
Capacity (veh/h) 993 1570 - - 1597 - - 947 1048
HCM Lane V/C Ratio 0.002 0.001 - - 0.001 - - 0.014 0.008
HCM Control Delay (s) 8.6 7.3 0 - 7.3 0 - 8.9 8.5
HCM Lane LOS A A A - A A - A A
HCM 95th %tile Q(veh) 0 0 - - 0 - - 0 0
101: SH 16 & Chinden Blvd
Year 2018 Total PM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT EBR WBT WBR NBT SBL SBR
Lane Configurations
Traffic Volume (vph) 351 574 15 712 458 0 302 410
Future Volume (vph) 351 574 15 712 458 0 302 410
Turn Type Prot NA Perm NA Perm NA Perm Prot
Protected Phases 1 6 2 4 8
Permitted Phases 6 2 8
Detector Phase 1 6 6 2 2 4 8 8
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 13.5 19.0 19.0 43.0 43.0 12.0 19.0 19.0
Total Split (s) 24.0 74.0 74.0 50.0 50.0 12.0 34.0 34.0
Total Split (%) 20.0% 61.7% 61.7% 41.7% 41.7% 10.0% 28.3% 28.3%
Yellow Time (s) 4.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
All-Red Time (s) 4.5 2.0 2.0 1.0 1.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 8.5 7.0 7.0 6.0 6.0 7.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min Min Min None Min Min
Act Effct Green (s) 14.7 62.4 62.4 40.0 40.0 5.1 25.6 25.6
Actuated g/C Ratio 0.14 0.57 0.57 0.37 0.37 0.05 0.24 0.24
v/c Ratio 0.82 0.49 0.02 0.86 0.55 0.11 0.86 0.49
Control Delay 63.5 16.4 0.0 44.7 5.0 0.7 64.9 2.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 63.5 16.4 0.0 44.7 5.0 0.7 64.9 2.8
LOS E B A D A A E A
Approach Delay 33.7 29.2 0.7
Approach LOS C C A
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 108.8
Natural Cycle: 100
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.86
Intersection Signal Delay: 30.3 Intersection LOS: C
Intersection Capacity Utilization 65.0% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 101: SH 16 & Chinden Blvd
101: SH 16 & Chinden Blvd
Year 2018 Total PM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 351 574 15 0 712 458 0 0 33 302 0 410
Future Volume (veh/h) 351 574 15 0 712 458 0 0 33 302 0 410
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1800 0 1786 1800 1800 1800 1800 1786 1800 1772
Adj Flow Rate, veh/h 362 592 0 0 734 472 0 0 34 311 0 423
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 1 1 0 0 1 0 0 0 0 1 0 2
Cap, veh/h 431 1269 0 889 584 0 0 384 534 453 492
Arrive On Green 0.13 0.60 0.00 0.00 0.38 0.38 0.00 0.00 0.25 0.25 0.00 0.25
Sat Flow, veh/h 3300 2107 1525 0 2947 1525 0 0 1525 1635 1800 1952
Grp Volume(v), veh/h 362 592 0 0 734 472 0 0 34 311 0 423
Grp Sat Flow(s),veh/h/ln 1650 1054 1525 0 1161 1525 0 0 1525 817 1800 976
Q Serve(g_s), s 10.3 14.9 0.0 0.0 27.3 26.5 0.0 0.0 1.6 17.2 0.0 19.8
Cycle Q Clear(g_c), s 10.3 14.9 0.0 0.0 27.3 26.5 0.0 0.0 1.6 18.9 0.0 19.8
Prop In Lane 1.00 1.00 0.00 1.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 431 1269 0 889 584 0 0 384 534 453 492
V/C Ratio(X) 0.84 0.47 0.00 0.83 0.81 0.00 0.00 0.09 0.58 0.00 0.86
Avail Cap(c_a), veh/h 534 1473 0 1066 700 0 0 384 583 507 550
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 40.7 10.6 0.0 0.0 26.7 26.4 0.0 0.0 27.4 34.6 0.0 34.2
Incr Delay (d2), s/veh 8.1 0.4 0.0 0.0 5.1 6.6 0.0 0.0 0.0 1.6 0.0 12.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.4 2.8 0.0 0.0 7.3 9.6 0.0 0.0 0.6 3.3 0.0 5.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 48.8 10.9 0.0 0.0 31.8 33.0 0.0 0.0 27.5 36.3 0.0 47.0
LnGrp LOS D B A C C A A C D A D
Approach Vol, veh/h 954 A 1206 34 734
Approach Delay, s/veh 25.3 32.3 27.5 42.5
Approach LOS C C C D
Timer - Assigned Phs 1 2 4 6 8
Phs Duration (G+Y+Rc), s 21.0 43.7 31.1 64.7 31.1
Change Period (Y+Rc), s 8.5 * 7 7.0 7.0 7.0
Max Green Setting (Gmax), s 15.5 * 44 5.0 67.0 27.0
Max Q Clear Time (g_c+I1), s 12.3 29.3 3.6 16.9 21.8
Green Ext Time (p_c), s 0.2 7.3 0.0 5.7 2.3
Intersection Summary
HCM 6th Ctrl Delay 32.5
HCM 6th LOS C
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.
102: Black Cat Rd & Chinden Blvd
Year 2018 Total PM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Intersection
Int Delay, s/veh 28.5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 848 44 90 1108 3 46 1 58 8 0 8
Future Vol, veh/h 0 848 44 90 1108 3 46 1 58 8 0 8
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 105 - - 105 - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 98 98 98 98 98 98 98 98 98 98 98 98
Heavy Vehicles, % 0 1 0 0 1 0 2 0 0 0 0 0
Mvmt Flow 0 865 45 92 1131 3 47 1 59 8 0 8
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1134 0 0 910 0 0 2209 2206 888 2235 2227 1133
Stage 1 - - - - - - 888 888 - 1317 1317 -
Stage 2 - - - - - - 1321 1318 - 918 910 -
Critical Hdwy 4.1 - - 4.1 - - 7.12 6.5 6.2 7.1 6.5 6.2
Critical Hdwy Stg 1 - - - - - - 6.12 5.5 - 6.1 5.5 -
Critical Hdwy Stg 2 - - - - - - 6.12 5.5 - 6.1 5.5 -
Follow-up Hdwy 2.2 - - 2.2 - - 3.518 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 623 - - 757 - - ~ 32 45 345 31 44 249
Stage 1 - - - - - - 338 365 - 196 229 -
Stage 2 - - - - - - 193 229 - 328 356 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 623 - - 757 - - ~ 28 40 345 23 39 249
Mov Cap-2 Maneuver - - - - - - ~ 28 40 - 23 39 -
Stage 1 - - - - - - 338 365 - 196 201 -
Stage 2 - - - - - - 164 201 - 271 356 -
Approach EB WB NB SB
HCM Control Delay, s 0 0.8 $ 570.4 137.3
HCM LOS F F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 57 623 - - 757 - - 42
HCM Lane V/C Ratio 1.88 - - - 0.121 - - 0.389
HCM Control Delay (s) $ 570.4 0 - - 10.4 - - 137.3
HCM Lane LOS F A - - B - - F
HCM 95th %tile Q(veh) 10.2 0 - - 0.4 - - 1.3
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
Year 2018 Total PM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 34 869 11 13 1102 159 69 10 103 6
Future Volume (vph) 34 869 11 13 1102 159 69 10 103 6
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 10.0 5.0 10.0
Minimum Split (s) 11.0 31.0 31.0 11.0 31.0 31.0 11.0 17.0 11.0 17.0
Total Split (s) 20.0 80.0 80.0 20.0 80.0 80.0 23.0 17.0 23.0 17.0
Total Split (%) 14.3% 57.1% 57.1% 14.3% 57.1% 57.1% 16.4% 12.1% 16.4% 12.1%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None
Act Effct Green (s) 101.0 97.5 97.5 97.8 92.7 92.7 15.7 10.0 22.9 11.5
Actuated g/C Ratio 0.72 0.70 0.70 0.70 0.66 0.66 0.11 0.07 0.16 0.08
v/c Ratio 0.30 0.74 0.01 0.05 0.98 0.16 0.46 0.19 0.49 0.26
Control Delay 13.6 21.4 0.0 8.0 46.2 5.1 58.9 41.0 56.0 27.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 13.6 21.4 0.0 8.0 46.2 5.1 58.9 41.0 56.0 27.0
LOS B C A A D A E D E C
Approach Delay 20.8 40.6 54.5 48.6
Approach LOS C D D D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 120
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.98
Intersection Signal Delay: 34.1 Intersection LOS: C
Intersection Capacity Utilization 84.7% ICU Level of Service E
Analysis Period (min) 15
Splits and Phases: 103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
Year 2018 Total PM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 34 869 11 13 1102 159 69 10 12 103 6 30
Future Volume (veh/h) 34 869 11 13 1102 159 69 10 12 103 6 30
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1603 1800 1800 1772 1646 1646 1646 1800 1800 1800
Adj Flow Rate, veh/h 36 924 12 14 1172 169 73 11 13 110 6 32
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 1 14 0 0 2 11 11 11 0 0 0
Cap, veh/h 367 1184 901 261 1172 978 221 49 58 254 22 118
Arrive On Green 0.03 0.66 0.66 0.03 1.00 1.00 0.05 0.07 0.07 0.07 0.09 0.09
Sat Flow, veh/h 1714 1786 1359 1714 1800 1502 1567 687 812 1714 247 1316
Grp Volume(v), veh/h 36 924 12 14 1172 169 73 0 24 110 0 38
Grp Sat Flow(s),veh/h/ln 1714 1786 1359 1714 1800 1502 1567 0 1499 1714 0 1563
Q Serve(g_s), s 1.0 50.6 0.4 0.4 0.0 0.0 6.0 0.0 2.1 8.2 0.0 3.2
Cycle Q Clear(g_c), s 1.0 50.6 0.4 0.4 0.0 0.0 6.0 0.0 2.1 8.2 0.0 3.2
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.54 1.00 0.84
Lane Grp Cap(c), veh/h 367 1184 901 261 1172 978 221 0 107 254 0 140
V/C Ratio(X) 0.10 0.78 0.01 0.05 1.00 0.17 0.33 0.00 0.23 0.43 0.00 0.27
Avail Cap(c_a), veh/h 492 1184 901 406 1172 978 327 0 118 338 0 140
HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 7.4 16.5 8.0 16.4 0.0 0.0 56.2 0.0 61.4 54.9 0.0 59.5
Incr Delay (d2), s/veh 0.0 5.1 0.0 0.0 26.3 0.4 0.3 0.0 0.4 0.4 0.0 0.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 19.1 0.1 0.1 8.6 0.1 2.4 0.0 0.8 3.6 0.0 1.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 7.5 21.6 8.0 16.4 26.3 0.4 56.5 0.0 61.8 55.3 0.0 60.2
LnGrp LOS A C A B C A E A E E A E
Approach Vol, veh/h 972 1355 97 148
Approach Delay, s/veh 20.9 22.9 57.8 56.6
Approach LOS C C E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 9.8 98.2 13.5 18.5 8.1 99.8 16.1 15.9
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 14.0 73.0 17.0 11.0 14.0 73.0 17.0 11.0
Max Q Clear Time (g_c+I1), s 3.0 2.0 8.0 5.2 2.4 52.6 10.2 4.1
Green Ext Time (p_c), s 0.0 4.3 0.0 0.0 0.0 2.5 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 25.4
HCM 6th LOS C
104: Ten Mile Rd & Chinden Blvd
Year 2018 Total PM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 780 248 449 827 420 273
Future Volume (vph) 780 248 449 827 420 273
Turn Type NA Perm pm+pt NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 2 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 5.0 10.0 5.0 5.0
Minimum Split (s) 35.0 35.0 11.0 17.0 11.0 11.0
Total Split (s) 60.0 60.0 32.0 92.0 48.0 32.0
Total Split (%) 42.9% 42.9% 22.9% 65.7% 34.3% 22.9%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode C-Min C-Min None C-Min Max None
Act Effct Green (s) 53.0 53.0 86.0 85.0 42.0 74.0
Actuated g/C Ratio 0.38 0.38 0.61 0.61 0.30 0.53
v/c Ratio 1.22 0.42 1.31 0.81 0.87 0.35
Control Delay 152.1 30.4 180.2 30.2 65.1 16.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 152.1 30.4 180.2 30.2 65.1 16.3
LOS F C F C E B
Approach Delay 122.7 83.0 45.9
Approach LOS F F D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 113 (81%), Referenced to phase 2:WBTL and 6:EBT, Start of Green
Natural Cycle: 140
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.31
Intersection Signal Delay: 88.1 Intersection LOS: F
Intersection Capacity Utilization 110.0% ICU Level of Service H
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2018 Total PM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 780 248 449 827 420 273
Future Volume (veh/h) 780 248 449 827 420 273
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1800 1772 1786 1800 1800 1786
Adj Flow Rate, veh/h 830 264 478 880 447 290
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 2 1 0 0 1
Cap, veh/h 681 568 367 1093 514 735
Arrive On Green 0.12 0.12 0.19 0.61 0.30 0.30
Sat Flow, veh/h 1800 1502 1701 1800 1714 1514
Grp Volume(v), veh/h 830 264 478 880 447 290
Grp Sat Flow(s),veh/h/ln 1800 1502 1701 1800 1714 1514
Q Serve(g_s), s 53.0 22.9 26.0 52.6 34.6 17.1
Cycle Q Clear(g_c), s 53.0 22.9 26.0 52.6 34.6 17.1
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 681 568 367 1093 514 735
V/C Ratio(X) 1.22 0.46 1.30 0.81 0.87 0.39
Avail Cap(c_a), veh/h 681 568 367 1093 514 735
HCM Platoon Ratio 0.33 0.33 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 61.3 48.1 46.9 21.1 46.4 22.9
Incr Delay (d2), s/veh 111.1 2.7 154.2 6.3 17.8 1.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 46.5 9.6 27.6 21.3 17.0 6.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 172.4 50.8 201.1 27.5 64.2 24.5
LnGrp LOS F D F C E C
Approach Vol, veh/h 1094 1358 737
Approach Delay, s/veh 143.0 88.6 48.6
Approach LOS F F D
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 92.0 32.0 60.0 48.0
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 85.0 26.0 53.0 42.0
Max Q Clear Time (g_c+I1), s 54.6 28.0 55.0 36.6
Green Ext Time (p_c), s 6.4 0.0 0.0 1.3
Intersection Summary
HCM 6th Ctrl Delay 98.0
HCM 6th LOS F
105: Long Lake Way & Chinden Blvd
Year 2018 Total PM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 28 968 57 167 1208 49 54 8 104 57 6
Future Volume (vph) 28 968 57 167 1208 49 54 8 104 57 6
Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm Perm NA
Protected Phases 1 6 5 2 8 4
Permitted Phases 6 6 2 2 8 8 4
Detector Phase 1 6 6 5 2 2 8 8 8 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0
Minimum Split (s) 10.0 32.0 32.0 10.0 32.0 32.0 25.0 25.0 25.0 25.0 25.0
Total Split (s) 20.0 95.0 95.0 20.0 95.0 95.0 25.0 25.0 25.0 25.0 25.0
Total Split (%) 14.3% 67.9% 67.9% 14.3% 67.9% 67.9% 17.9% 17.9% 17.9% 17.9% 17.9%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None
Act Effct Green (s) 110.0 103.9 103.9 117.3 111.0 111.0 11.9 11.9 11.9 11.9 11.9
Actuated g/C Ratio 0.79 0.74 0.74 0.84 0.79 0.79 0.08 0.08 0.08 0.08 0.08
v/c Ratio 0.14 0.75 0.05 0.49 0.87 0.04 0.50 0.05 0.47 0.53 0.15
Control Delay 1.0 6.5 0.0 7.2 18.4 3.8 75.6 57.9 17.3 78.2 31.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 1.0 6.5 0.0 7.2 18.4 3.8 75.6 57.9 17.3 78.2 31.1
LOS A A A A B A E E B E C
Approach Delay 6.0 16.6 38.3 65.4
Approach LOS A B D E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 130
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.87
Intersection Signal Delay: 15.2 Intersection LOS: B
Intersection Capacity Utilization 94.6% ICU Level of Service F
Analysis Period (min) 15
Splits and Phases: 105: Long Lake Way & Chinden Blvd
105: Long Lake Way & Chinden Blvd
Year 2018 Total PM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 28 968 57 167 1208 49 54 8 104 57 6 16
Future Volume (veh/h) 28 968 57 167 1208 49 54 8 104 57 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1800 1800 1800 1800 1800 1800 1786 1758 1800 1800
Adj Flow Rate, veh/h 29 998 59 172 1245 51 56 8 107 59 6 16
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 0 1 0 0 0 0 0 0 1 3 0 0
Cap, veh/h 212 1363 1164 367 1398 1184 153 153 129 154 37 99
Arrive On Green 0.02 0.76 0.76 0.04 0.78 0.78 0.09 0.09 0.09 0.09 0.09 0.09
Sat Flow, veh/h 1714 1786 1525 1714 1800 1525 1412 1800 1514 1267 434 1158
Grp Volume(v), veh/h 29 998 59 172 1245 51 56 8 107 59 0 22
Grp Sat Flow(s),veh/h/ln 1714 1786 1525 1714 1800 1525 1412 1800 1514 1267 0 1592
Q Serve(g_s), s 0.5 42.0 1.3 3.1 70.2 1.1 5.4 0.6 9.7 6.3 0.0 1.8
Cycle Q Clear(g_c), s 0.5 42.0 1.3 3.1 70.2 1.1 7.2 0.6 9.7 6.9 0.0 1.8
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.73
Lane Grp Cap(c), veh/h 212 1363 1164 367 1398 1184 153 153 129 154 0 135
V/C Ratio(X) 0.14 0.73 0.05 0.47 0.89 0.04 0.36 0.05 0.83 0.38 0.00 0.16
Avail Cap(c_a), veh/h 354 1363 1164 486 1398 1184 235 257 216 227 0 227
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 21.1 8.9 4.1 12.3 11.3 3.6 62.7 58.9 63.1 62.0 0.0 59.4
Incr Delay (d2), s/veh 0.1 3.5 0.1 0.3 8.9 0.1 0.5 0.1 5.2 0.6 0.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.5 13.1 0.3 2.0 22.4 0.3 2.0 0.3 4.0 2.1 0.0 0.7
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 21.2 12.4 4.2 12.7 20.2 3.7 63.3 58.9 68.2 62.6 0.0 59.6
LnGrp LOS C B A B C A E E E E A E
Approach Vol, veh/h 1086 1468 171 81
Approach Delay, s/veh 12.2 18.8 66.2 61.8
Approach LOS B B E E
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 8.4 114.7 16.9 10.2 112.8 16.9
Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0
Max Green Setting (Gmax), s 15.0 89.0 20.0 15.0 89.0 20.0
Max Q Clear Time (g_c+I1), s 2.5 72.2 8.9 5.1 44.0 11.7
Green Ext Time (p_c), s 0.0 11.9 0.1 0.1 14.3 0.2
Intersection Summary
HCM 6th Ctrl Delay 20.4
HCM 6th LOS C
106: Linder Rd & Chinden Blvd
Year 2018 Total PM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 10
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 332 649 176 285 838 291 295 520 151 354 550 351
Future Volume (vph) 332 649 176 285 838 291 295 520 151 354 550 351
Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 17.0 17.0 11.0 17.0 17.0 11.0 12.0 12.0 11.0 12.0 12.0
Total Split (s) 20.0 59.0 59.0 20.0 59.0 59.0 15.0 46.0 46.0 15.0 46.0 46.0
Total Split (%) 14.3% 42.1% 42.1% 14.3% 42.1% 42.1% 10.7% 32.9% 32.9% 10.7% 32.9% 32.9%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None None
Act Effct Green (s) 75.2 50.8 50.8 75.2 50.8 50.8 10.2 29.6 29.6 10.2 29.6 29.6
Actuated g/C Ratio 0.54 0.36 0.36 0.54 0.36 0.36 0.07 0.21 0.21 0.07 0.21 0.21
v/c Ratio 1.01 0.82 0.28 0.81 0.96 0.44 1.78 0.75 0.36 2.32 0.78 0.72
Control Delay 85.8 59.1 20.7 48.8 64.9 11.1 408.5 58.2 10.0 643.6 59.9 25.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 85.8 59.1 20.7 48.8 64.9 11.1 408.5 58.2 10.0 643.6 59.9 25.0
LOS F E C D E B F E B F E C
Approach Delay 60.9 50.6 157.6 214.8
Approach LOS E D F F
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 140
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 2.32
Intersection Signal Delay: 117.7 Intersection LOS: F
Intersection Capacity Utilization 91.4% ICU Level of Service F
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2018 Total PM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 11
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 332 649 176 285 838 291 295 520 151 354 550 351
Future Volume (veh/h) 332 649 176 285 838 291 295 520 151 354 550 351
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1800 1786 1800 1786 1800 1786 1758 1786 1800 1772
Adj Flow Rate, veh/h 342 669 181 294 864 300 304 536 156 365 567 362
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 0 2 0 1 0 1 0 1 3 1 0 2
Cap, veh/h 255 885 595 310 969 591 152 881 387 140 888 390
Arrive On Green 0.10 0.39 0.39 0.10 0.39 0.39 0.06 0.26 0.26 0.06 0.26 0.26
Sat Flow, veh/h 1714 2268 1525 1701 2484 1514 2366 3393 1490 2177 3420 1502
Grp Volume(v), veh/h 342 669 181 294 864 300 304 536 156 365 567 362
Grp Sat Flow(s),veh/h/ln 1714 1134 1525 1701 1242 1514 1183 1697 1490 1089 1710 1502
Q Serve(g_s), s 14.0 35.7 11.5 14.0 45.5 21.1 9.0 19.4 12.1 9.0 20.6 32.9
Cycle Q Clear(g_c), s 14.0 35.7 11.5 14.0 45.5 21.1 9.0 19.4 12.1 9.0 20.6 32.9
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 255 885 595 310 969 591 152 881 387 140 888 390
V/C Ratio(X) 1.34 0.76 0.30 0.95 0.89 0.51 2.00 0.61 0.40 2.61 0.64 0.93
Avail Cap(c_a), veh/h 255 885 595 310 969 591 152 945 415 140 953 418
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 36.8 36.9 29.5 31.5 39.9 32.5 65.5 45.6 42.8 65.5 46.0 50.5
Incr Delay (d2), s/veh 178.1 6.0 1.3 37.3 12.2 3.1 472.1 0.6 0.3 743.8 0.9 25.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 18.1 10.1 4.4 8.8 14.7 8.1 12.7 8.2 4.5 17.0 8.9 14.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 214.9 42.9 30.8 68.8 52.1 35.6 537.6 46.2 43.1 809.3 46.9 75.7
LnGrp LOS F D C E D D F D D F D E
Approach Vol, veh/h 1192 1458 996 1294
Approach Delay, s/veh 90.4 52.1 195.7 270.0
Approach LOS F D F F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 20.0 61.6 15.0 43.4 20.0 61.6 15.0 43.4
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 14.0 52.0 9.0 39.0 14.0 52.0 9.0 39.0
Max Q Clear Time (g_c+I1), s 16.0 47.5 11.0 34.9 16.0 37.7 11.0 21.4
Green Ext Time (p_c), s 0.0 1.8 0.0 1.4 0.0 2.5 0.0 2.3
Intersection Summary
HCM 6th Ctrl Delay 147.4
HCM 6th LOS F
107: Ten Mile Rd & Lost Rapids Dr
Year 2018 Total PM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 12
Intersection
Int Delay, s/veh 4.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 25 7 79 24 6 24 149 617 39 44 579 11
Future Vol, veh/h 25 7 79 24 6 24 149 617 39 44 579 11
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - 0 - - - 100 - 75 120 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 98 98 98 98 98 98 98 98 98 98 98 98
Heavy Vehicles, % 0 0 0 0 0 0 0 0 0 0 2 0
Mvmt Flow 26 7 81 24 6 24 152 630 40 45 591 11
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1309 1661 301 1323 1626 315 602 0 0 670 0 0
Stage 1 687 687 - 934 934 - - - - - - -
Stage 2 622 974 - 389 692 - - - - - - -
Critical Hdwy 7.5 6.5 6.9 7.5 6.5 6.9 4.1 - - 4.1 - -
Critical Hdwy Stg 1 6.5 5.5 - 6.5 5.5 - - - - - - -
Critical Hdwy Stg 2 6.5 5.5 - 6.5 5.5 - - - - - - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.2 - - 2.2 - -
Pot Cap-1 Maneuver 119 98 701 116 103 687 985 - - 930 - -
Stage 1 408 450 - 290 347 - - - - - - -
Stage 2 446 333 - 612 448 - - - - - - -
Platoon blocked, %- - - -
Mov Cap-1 Maneuver 92 79 701 81 83 687 985 - - 930 - -
Mov Cap-2 Maneuver 92 79 - 81 83 - - - - - - -
Stage 1 345 428 - 245 294 - - - - - - -
Stage 2 356 282 - 507 426 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 27.1 49.5 1.7 0.6
HCM LOS D E
Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1 SBL SBT SBR
Capacity (veh/h) 985 - - 89 701 134 930 - -
HCM Lane V/C Ratio 0.154 - - 0.367 0.115 0.411 0.048 - -
HCM Control Delay (s) 9.3 - - 67.2 10.8 49.5 9.1 - -
HCM Lane LOS A - - F B E A - -
HCM 95th %tile Q(veh) 0.5 - - 1.4 0.4 1.8 0.2 - -
108: Ten Mile Rd & McMillan Rd
Year 2018 Total PM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 13
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 38 137 37 173 268 62 158 671 177 134 636 33
Future Volume (vph) 38 137 37 173 268 62 158 671 177 134 636 33
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0
Minimum Split (s) 10.0 35.0 35.0 10.0 36.0 36.0 10.0 29.0 29.0 10.0 29.0 29.0
Total Split (s) 10.0 41.0 41.0 11.0 42.0 42.0 18.0 34.0 34.0 14.0 30.0 30.0
Total Split (%) 10.0% 41.0% 41.0% 11.0% 42.0% 42.0% 18.0% 34.0% 34.0% 14.0% 30.0% 30.0%
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None None None Min Min None Min Min
Act Effct Green (s) 21.4 16.3 16.3 25.2 21.8 21.8 38.0 29.3 29.3 35.9 28.2 28.2
Actuated g/C Ratio 0.27 0.21 0.21 0.32 0.27 0.27 0.48 0.37 0.37 0.45 0.35 0.35
v/c Ratio 0.14 0.39 0.09 0.49 0.57 0.13 0.59 0.80 0.29 0.55 0.77 0.05
Control Delay 18.2 29.9 0.4 24.5 31.1 0.5 21.3 32.5 8.5 22.0 32.6 0.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 18.2 29.9 0.4 24.5 31.1 0.5 21.3 32.5 8.5 22.0 32.6 0.2
LOS B C A C C A C C A C C A
Approach Delay 22.6 25.1 26.5 29.6
Approach LOS C C C C
Intersection Summary
Cycle Length: 100
Actuated Cycle Length: 79.5
Natural Cycle: 85
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.80
Intersection Signal Delay: 26.9 Intersection LOS: C
Intersection Capacity Utilization 63.5% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 108: Ten Mile Rd & McMillan Rd
108: Ten Mile Rd & McMillan Rd
Year 2018 Total PM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 14
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 38 137 37 173 268 62 158 671 177 134 636 33
Future Volume (veh/h) 38 137 37 173 268 62 158 671 177 134 636 33
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1800 1800 1800 1800 1800 1786 1786 1786 1800 1786 1800
Adj Flow Rate, veh/h 40 143 39 180 279 65 165 699 184 140 662 34
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 0 0 0 0 0 1 1 1 0 1 0
Cap, veh/h 251 291 246 377 385 326 343 872 552 306 856 538
Arrive On Green 0.04 0.16 0.16 0.09 0.21 0.21 0.09 0.36 0.36 0.08 0.35 0.35
Sat Flow, veh/h 1714 1800 1525 1714 1800 1525 1701 2393 1514 1714 2429 1525
Grp Volume(v), veh/h 40 143 39 180 279 65 165 699 184 140 662 34
Grp Sat Flow(s),veh/h/ln 1714 1800 1525 1714 1800 1525 1701 1197 1514 1714 1214 1525
Q Serve(g_s), s 1.2 4.7 1.4 5.7 9.4 2.3 3.9 17.1 5.7 3.3 15.8 1.0
Cycle Q Clear(g_c), s 1.2 4.7 1.4 5.7 9.4 2.3 3.9 17.1 5.7 3.3 15.8 1.0
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 251 291 246 377 385 326 343 872 552 306 856 538
V/C Ratio(X) 0.16 0.49 0.16 0.48 0.72 0.20 0.48 0.80 0.33 0.46 0.77 0.06
Avail Cap(c_a), veh/h 315 992 841 377 1020 864 532 1063 672 412 930 584
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 21.6 24.9 23.6 20.2 23.9 21.1 13.8 18.6 15.0 14.2 18.8 14.0
Incr Delay (d2), s/veh 0.1 1.8 0.4 0.4 3.7 0.4 0.4 4.2 0.5 0.4 4.1 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.5 2.0 0.5 2.1 4.0 0.8 1.3 4.6 1.8 1.1 4.3 0.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 21.7 26.8 24.0 20.6 27.6 21.5 14.2 22.8 15.5 14.6 23.0 14.1
LnGrp LOS C C C C C C B C B B C B
Approach Vol, veh/h 222 524 1048 836
Approach Delay, s/veh 25.4 24.4 20.2 21.2
Approach LOS C C C C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 7.6 19.0 10.7 28.0 11.0 15.5 10.0 28.8
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 5.0 37.0 13.0 25.0 6.0 36.0 9.0 29.0
Max Q Clear Time (g_c+I1), s 3.2 11.4 5.9 17.8 7.7 6.7 5.3 19.1
Green Ext Time (p_c), s 0.0 2.6 0.1 3.1 0.0 1.3 0.1 4.7
Intersection Summary
HCM 6th Ctrl Delay 21.8
HCM 6th LOS C
201: Site Access A & Chinden Blvd
Year 2018 Total PM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 15
Intersection
Int Delay, s/veh 4.1
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 915 70 54 1196 78 73
Future Vol, veh/h 915 70 54 1196 78 73
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - 200 100 - 0 100
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 995 76 59 1300 85 79
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 1071 0 2413 995
Stage 1 - - - - 995 -
Stage 2 - - - - 1418 -
Critical Hdwy - - 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy - - 2.218 - 3.518 3.318
Pot Cap-1 Maneuver - - 651 - ~ 36 297
Stage 1 - - - - 358 -
Stage 2 - - - - 224 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 651 - ~ 33 297
Mov Cap-2 Maneuver - - - - 113 -
Stage 1 - - - - 325 -
Stage 2 - - - - 224 -
Approach EB WB NB
HCM Control Delay, s 0 0.5 61.3
HCM LOS F
Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT
Capacity (veh/h) 113 297 - - 651 -
HCM Lane V/C Ratio 0.75 0.267 - - 0.09 -
HCM Control Delay (s) 98.6 21.5 - - 11.1 -
HCM Lane LOS F C - - B -
HCM 95th %tile Q(veh) 4.1 1.1 - - 0.3 -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
202: Site Access B & Chinden Blvd
Year 2018 Total PM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 16
Intersection
Int Delay, s/veh 0.9
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 937 50 0 1249 0 92
Future Vol, veh/h 937 50 0 1249 0 92
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - 200 - - - 0
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 1018 54 0 1358 0 100
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 - - - 1018
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - - - - 6.22
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - - - - - 3.318
Pot Cap-1 Maneuver - - 0 - 0 288
Stage 1 - - 0 - 0 -
Stage 2 - - 0 - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - - - - 288
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB NB
HCM Control Delay, s 0 0 24
HCM LOS C
Minor Lane/Major Mvmt NBLn1 EBT EBR WBT
Capacity (veh/h) 288 - - -
HCM Lane V/C Ratio 0.347 - - -
HCM Control Delay (s) 24 - - -
HCM Lane LOS C - - -
HCM 95th %tile Q(veh) 1.5 - - -
203: Ten Mile Rd & Site Access C
Year 2018 Total PM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 17
Intersection
Int Delay, s/veh 2
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 74 129 44 622 504 192
Future Vol, veh/h 74 129 44 622 504 192
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 100 100 - - 100
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 80 140 48 676 548 209
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 982 274 757 0 - 0
Stage 1 548 - - - - -
Stage 2 434 - - - - -
Critical Hdwy 6.84 6.94 4.14 - - -
Critical Hdwy Stg 1 5.84 - - - - -
Critical Hdwy Stg 2 5.84 - - - - -
Follow-up Hdwy 3.52 3.32 2.22 - - -
Pot Cap-1 Maneuver 246 724 850 - - -
Stage 1 543 - - - - -
Stage 2 621 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 232 724 850 - - -
Mov Cap-2 Maneuver 352 - - - - -
Stage 1 513 - - - - -
Stage 2 621 - - - - -
Approach EB NB SB
HCM Control Delay, s 13.8 0.6 0
HCM LOS B
Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR
Capacity (veh/h) 850 - 352 724 - -
HCM Lane V/C Ratio 0.056 - 0.229 0.194 - -
HCM Control Delay (s) 9.5 - 18.2 11.2 - -
HCM Lane LOS A - C B - -
HCM 95th %tile Q(veh) 0.2 - 0.9 0.7 - -
204: Lost Rapids Dr & Site Access D
Year 2018 Total PM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 18
Intersection
Int Delay, s/veh 0
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 0 0 91 0 0 29
Future Vol, veh/h 0 0 91 0 0 29
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - - -
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 0 99 0 0 32
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 131 99 0 0 99 0
Stage 1 99 - - - - -
Stage 2 32 - - - - -
Critical Hdwy 6.42 6.22 - - 4.12 -
Critical Hdwy Stg 1 5.42 - - - - -
Critical Hdwy Stg 2 5.42 - - - - -
Follow-up Hdwy 3.518 3.318 - - 2.218 -
Pot Cap-1 Maneuver 863 957 - - 1494 -
Stage 1 925 - - - - -
Stage 2 991 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 863 957 - - 1494 -
Mov Cap-2 Maneuver 863 - - - - -
Stage 1 925 - - - - -
Stage 2 991 - - - - -
Approach WB NB SB
HCM Control Delay, s 0 0 0
HCM LOS A
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - - 1494 -
HCM Lane V/C Ratio - - - - -
HCM Control Delay (s) - - 0 0 -
HCM Lane LOS - - A A -
HCM 95th %tile Q(veh) - - - 0 -
205: Lost Rapids Dr & Site Access E
Year 2018 Total PM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 19
Intersection
Int Delay, s/veh 0
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 37 76 0 0 0
Future Vol, veh/h 0 37 76 0 0 0
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 40 83 0 0 0
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 83 0 - 0 123 83
Stage 1 - - - - 83 -
Stage 2 - - - - 40 -
Critical Hdwy 4.12 - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.218 - - - 3.518 3.318
Pot Cap-1 Maneuver 1514 - - - 872 976
Stage 1 - - - - 940 -
Stage 2 - - - - 982 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1514 - - - 872 976
Mov Cap-2 Maneuver - - - - 872 -
Stage 1 - - - - 940 -
Stage 2 - - - - 982 -
Approach EB WB SB
HCM Control Delay, s 0 0 0
HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1
Capacity (veh/h) 1514 - - - -
HCM Lane V/C Ratio - - - - -
HCM Control Delay (s) 0 - - - 0
HCM Lane LOS A - - - A
HCM 95th %tile Q(veh) 0 - - - -
206: Lost Rapids Dr & Site Access F
Year 2018 Total PM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 20
Intersection
Int Delay, s/veh 0
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 37 76 0 0 0
Future Vol, veh/h 0 37 76 0 0 0
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 40 83 0 0 0
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 83 0 - 0 123 83
Stage 1 - - - - 83 -
Stage 2 - - - - 40 -
Critical Hdwy 4.12 - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.218 - - - 3.518 3.318
Pot Cap-1 Maneuver 1514 - - - 872 976
Stage 1 - - - - 940 -
Stage 2 - - - - 982 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1514 - - - 872 976
Mov Cap-2 Maneuver - - - - 872 -
Stage 1 - - - - 940 -
Stage 2 - - - - 982 -
Approach EB WB SB
HCM Control Delay, s 0 0 0
HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1
Capacity (veh/h) 1514 - - - -
HCM Lane V/C Ratio - - - - -
HCM Control Delay (s) 0 - - - 0
HCM Lane LOS A - - - A
HCM 95th %tile Q(veh) 0 - - - -
207: Lost Rapids Dr & Site Access G
Year 2018 Total PM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 21
Intersection
Int Delay, s/veh 4.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 7 28 2 3 21 141 1 0 2 81 0 54
Future Vol, veh/h 7 28 2 3 21 141 1 0 2 81 0 54
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - 0
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 8 30 2 3 23 153 1 0 2 88 0 59
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 176 0 0 32 0 0 182 229 31 154 154 100
Stage 1 - - - - - - 47 47 - 106 106 -
Stage 2 - - - - - - 135 182 - 48 48 -
Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22
Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 -
Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 -
Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318
Pot Cap-1 Maneuver 1400 - - 1580 - - 779 671 1043 813 738 956
Stage 1 - - - - - - 967 856 - 900 807 -
Stage 2 - - - - - - 868 749 - 965 855 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1400 - - 1580 - - 727 666 1043 806 732 956
Mov Cap-2 Maneuver - - - - - - 727 666 - 806 732 -
Stage 1 - - - - - - 961 851 - 895 805 -
Stage 2 - - - - - - 813 748 - 957 850 -
Approach EB WB NB SB
HCM Control Delay, s 1.4 0.1 9 9.6
HCM LOS A A
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2
Capacity (veh/h) 911 1400 - - 1580 - - 806 956
HCM Lane V/C Ratio 0.004 0.005 - - 0.002 - - 0.109 0.061
HCM Control Delay (s) 9 7.6 0 - 7.3 0 - 10 9
HCM Lane LOS A A A - A A - B A
HCM 95th %tile Q(veh) 0 0 - - 0 - - 0.4 0.2
101: SH 16 & Chinden Blvd
Year 2018 Total SAT Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT EBR WBT WBR NBT SBL SBR
Lane Configurations
Traffic Volume (vph) 222 675 20 462 300 0 382 278
Future Volume (vph) 222 675 20 462 300 0 382 278
Turn Type Prot NA Perm NA Perm NA Perm Prot
Protected Phases 1 6 2 4 8
Permitted Phases 6 2 8
Detector Phase 1 6 6 2 2 4 8 8
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 13.5 19.0 19.0 43.0 43.0 12.0 19.0 19.0
Total Split (s) 20.2 64.0 64.0 43.8 43.8 12.0 44.0 44.0
Total Split (%) 16.8% 53.3% 53.3% 36.5% 36.5% 10.0% 36.7% 36.7%
Yellow Time (s) 4.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
All-Red Time (s) 4.5 2.0 2.0 1.0 1.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 8.5 7.0 7.0 6.0 6.0 7.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min Min Min None Min Min
Act Effct Green (s) 10.7 48.2 48.2 29.6 29.6 5.3 30.8 30.8
Actuated g/C Ratio 0.11 0.49 0.49 0.30 0.30 0.05 0.32 0.32
v/c Ratio 0.66 0.68 0.03 0.71 0.47 0.09 0.80 0.30
Control Delay 55.3 24.6 0.1 38.3 5.8 0.7 46.2 0.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 55.3 24.6 0.1 38.3 5.8 0.7 46.2 0.8
LOS E C A D A A D A
Approach Delay 31.5 25.5 0.7
Approach LOS C C A
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 97.7
Natural Cycle: 100
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.80
Intersection Signal Delay: 28.0 Intersection LOS: C
Intersection Capacity Utilization 56.3% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 101: SH 16 & Chinden Blvd
101: SH 16 & Chinden Blvd
Year 2018 Total SAT Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 222 675 20 0 462 300 0 0 21 382 0 278
Future Volume (veh/h) 222 675 20 0 462 300 0 0 21 382 0 278
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1800 0 1786 1800 1800 1800 1800 1800 1800 1786
Adj Flow Rate, veh/h 236 718 0 0 491 319 0 0 22 406 0 296
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 1 1 0 0 1 0 0 0 0 0 0 1
Cap, veh/h 320 1071 0 669 446 0 0 487 710 575 618
Arrive On Green 0.10 0.50 0.00 0.00 0.29 0.29 0.00 0.00 0.32 0.32 0.00 0.32
Sat Flow, veh/h 3300 2143 1525 0 2929 1525 0 0 1525 1694 1800 1937
Grp Volume(v), veh/h 236 718 0 0 491 319 0 0 22 406 0 296
Grp Sat Flow(s),veh/h/ln 1650 1072 1525 0 1143 1525 0 0 1525 847 1800 969
Q Serve(g_s), s 5.4 19.5 0.0 0.0 14.9 14.4 0.0 0.0 0.8 16.8 0.0 9.5
Cycle Q Clear(g_c), s 5.4 19.5 0.0 0.0 14.9 14.4 0.0 0.0 0.8 17.6 0.0 9.5
Prop In Lane 1.00 1.00 0.00 1.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 320 1071 0 669 446 0 0 487 710 575 618
V/C Ratio(X) 0.74 0.67 0.00 0.73 0.71 0.00 0.00 0.05 0.57 0.00 0.48
Avail Cap(c_a), veh/h 500 1581 0 1119 746 0 0 487 981 862 928
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 33.9 14.5 0.0 0.0 24.6 24.4 0.0 0.0 18.2 24.2 0.0 21.1
Incr Delay (d2), s/veh 1.3 1.0 0.0 0.0 2.2 3.0 0.0 0.0 0.0 1.0 0.0 0.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.0 3.8 0.0 0.0 3.7 4.9 0.0 0.0 0.2 3.0 0.0 1.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 35.2 15.6 0.0 0.0 26.9 27.5 0.0 0.0 18.2 25.3 0.0 22.0
LnGrp LOS D B A C C A A B C A C
Approach Vol, veh/h 954 A 810 22 702
Approach Delay, s/veh 20.4 27.1 18.2 23.9
Approach LOS C C B C
Timer - Assigned Phs 1 2 4 6 8
Phs Duration (G+Y+Rc), s 16.0 29.6 31.7 45.6 31.7
Change Period (Y+Rc), s 8.5 * 7 7.0 7.0 7.0
Max Green Setting (Gmax), s 11.7 * 38 5.0 57.0 37.0
Max Q Clear Time (g_c+I1), s 7.4 16.9 2.8 21.5 19.6
Green Ext Time (p_c), s 0.2 5.7 0.0 6.9 5.1
Intersection Summary
HCM 6th Ctrl Delay 23.6
HCM 6th LOS C
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.
102: Black Cat Rd & Chinden Blvd
Year 2018 Total SAT Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Intersection
Int Delay, s/veh 31.5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 2 1010 47 77 835 2 43 4 68 2 4 2
Future Vol, veh/h 2 1010 47 77 835 2 43 4 68 2 4 2
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 105 - - 105 - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95
Heavy Vehicles, % 0 2 0 2 2 0 2 0 3 0 0 0
Mvmt Flow 2 1063 49 81 879 2 45 4 72 2 4 2
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 881 0 0 1112 0 0 2137 2135 1088 2172 2158 880
Stage 1 - - - - - - 1092 1092 - 1042 1042 -
Stage 2 - - - - - - 1045 1043 - 1130 1116 -
Critical Hdwy 4.1 - - 4.12 - - 7.12 6.5 6.23 7.1 6.5 6.2
Critical Hdwy Stg 1 - - - - - - 6.12 5.5 - 6.1 5.5 -
Critical Hdwy Stg 2 - - - - - - 6.12 5.5 - 6.1 5.5 -
Follow-up Hdwy 2.2 - - 2.218 - - 3.518 4 3.327 3.5 4 3.3
Pot Cap-1 Maneuver 776 - - 628 - - ~ 36 50 261 34 48 349
Stage 1 - - - - - - 260 293 - 280 309 -
Stage 2 - - - - - - 276 309 - 250 285 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 776 - - 628 - - ~ 30 43 261 21 42 349
Mov Cap-2 Maneuver - - - - - - ~ 30 43 - 21 42 -
Stage 1 - - - - - - 259 292 - 279 269 -
Stage 2 - - - - - - 235 269 - 178 284 -
Approach EB WB NB SB
HCM Control Delay, s 0 1 $ 558.7 114.2
HCM LOS F F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 64 776 - - 628 - - 41
HCM Lane V/C Ratio 1.891 0.003 - - 0.129 - - 0.205
HCM Control Delay (s) $ 558.7 9.7 - - 11.6 - - 114.2
HCM Lane LOS F A - - B - - F
HCM 95th %tile Q(veh) 11.2 0 - - 0.4 - - 0.7
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
Year 2018 Total SAT Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 22 1049 8 14 803 151 77 4 116 3
Future Volume (vph) 22 1049 8 14 803 151 77 4 116 3
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 10.0 5.0 10.0
Minimum Split (s) 11.0 22.0 22.0 11.0 22.0 22.0 11.0 16.0 11.0 16.0
Total Split (s) 11.0 82.0 82.0 11.0 82.0 82.0 11.0 16.0 11.0 16.0
Total Split (%) 9.2% 68.3% 68.3% 9.2% 68.3% 68.3% 9.2% 13.3% 9.2% 13.3%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min Min None None None None
Act Effct Green (s) 71.2 68.4 68.4 71.2 68.4 68.4 8.6 10.5 12.7 10.5
Actuated g/C Ratio 0.71 0.68 0.68 0.71 0.68 0.68 0.09 0.10 0.13 0.10
v/c Ratio 0.07 0.90 0.01 0.08 0.69 0.15 0.53 0.07 0.64 0.20
Control Delay 5.2 27.9 0.0 5.9 15.7 2.4 58.2 33.0 60.0 21.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 5.2 27.9 0.0 5.9 15.7 2.4 58.2 33.0 60.0 21.2
LOS A C A A B A E C E C
Approach Delay 27.2 13.5 54.6 50.5
Approach LOS C B D D
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 100.5
Natural Cycle: 110
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.90
Intersection Signal Delay: 24.0 Intersection LOS: C
Intersection Capacity Utilization 82.6% ICU Level of Service E
Analysis Period (min) 15
Splits and Phases: 103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
Year 2018 Total SAT Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 22 1049 8 14 803 151 77 4 9 116 3 35
Future Volume (veh/h) 22 1049 8 14 803 151 77 4 9 116 3 35
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1660 1772 1800 1800 1772 1786 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 23 1081 8 14 828 156 79 4 9 120 3 36
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 10 2 0 0 2 1 0 0 0 0 0 0
Cap, veh/h 253 1108 954 112 1095 936 233 44 99 258 11 127
Arrive On Green 0.02 0.63 0.63 0.02 0.62 0.62 0.04 0.09 0.09 0.04 0.09 0.09
Sat Flow, veh/h 1581 1772 1525 1714 1772 1514 1714 492 1108 1714 119 1425
Grp Volume(v), veh/h 23 1081 8 14 828 156 79 0 13 120 0 39
Grp Sat Flow(s),veh/h/ln 1581 1772 1525 1714 1772 1514 1714 0 1601 1714 0 1544
Q Serve(g_s), s 0.6 65.3 0.2 0.3 37.3 4.9 4.7 0.0 0.8 5.0 0.0 2.6
Cycle Q Clear(g_c), s 0.6 65.3 0.2 0.3 37.3 4.9 4.7 0.0 0.8 5.0 0.0 2.6
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.69 1.00 0.92
Lane Grp Cap(c), veh/h 253 1108 954 112 1095 936 233 0 143 258 0 138
V/C Ratio(X) 0.09 0.98 0.01 0.12 0.76 0.17 0.34 0.00 0.09 0.46 0.00 0.28
Avail Cap(c_a), veh/h 287 1194 1028 162 1194 1020 233 0 144 258 0 139
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 13.8 20.0 7.9 26.7 15.2 9.0 43.8 0.0 46.5 45.2 0.0 47.3
Incr Delay (d2), s/veh 0.1 19.4 0.0 0.2 2.2 0.0 0.3 0.0 0.1 0.5 0.0 0.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 27.0 0.1 0.2 12.8 1.6 2.0 0.0 0.3 3.2 0.0 1.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 13.9 39.4 7.9 26.9 17.4 9.1 44.1 0.0 46.6 45.6 0.0 48.2
LnGrp LOS B D A C B A D A D D A D
Approach Vol, veh/h 1112 998 92 159
Approach Delay, s/veh 38.7 16.2 44.4 46.3
Approach LOS D B D D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.5 75.8 11.0 16.0 7.8 76.6 11.0 16.0
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 5.0 75.0 5.0 10.0 5.0 75.0 5.0 10.0
Max Q Clear Time (g_c+I1), s 2.6 39.3 6.7 4.6 2.3 67.3 7.0 2.8
Green Ext Time (p_c), s 0.0 2.3 0.0 0.0 0.0 2.3 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 29.9
HCM 6th LOS C
104: Ten Mile Rd & Chinden Blvd
Year 2018 Total SAT Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 927 300 470 668 285 312
Future Volume (vph) 927 300 470 668 285 312
Turn Type NA Perm pm+pt NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 2 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 5.0 10.0 5.0 5.0
Minimum Split (s) 17.0 17.0 11.0 17.0 11.0 11.0
Total Split (s) 72.0 72.0 20.0 92.0 28.0 20.0
Total Split (%) 60.0% 60.0% 16.7% 76.7% 23.3% 16.7%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode Min Min None Min None None
Act Effct Green (s) 65.0 65.0 86.0 85.0 21.8 41.8
Actuated g/C Ratio 0.54 0.54 0.72 0.71 0.18 0.35
v/c Ratio 1.00 0.35 1.87 0.55 0.95 0.53
Control Delay 56.9 8.2 428.2 10.3 87.6 24.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 56.9 8.2 428.2 10.3 87.6 24.2
LOS E A F B F C
Approach Delay 45.0 182.9 54.5
Approach LOS D F D
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 119.8
Natural Cycle: 140
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 1.87
Intersection Signal Delay: 99.9 Intersection LOS: F
Intersection Capacity Utilization 111.5% ICU Level of Service H
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2018 Total SAT Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 927 300 470 668 285 312
Future Volume (veh/h) 927 300 470 668 285 312
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1772 1758 1800 1786 1800 1800
Adj Flow Rate, veh/h 956 309 485 689 294 322
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 2 3 0 1 0 0
Cap, veh/h 960 807 262 1265 314 458
Arrive On Green 0.54 0.54 0.12 0.71 0.18 0.18
Sat Flow, veh/h 1772 1490 1714 1786 1714 1525
Grp Volume(v), veh/h 956 309 485 689 294 322
Grp Sat Flow(s),veh/h/ln 1772 1490 1714 1786 1714 1525
Q Serve(g_s), s 64.4 14.4 14.0 22.0 20.3 22.0
Cycle Q Clear(g_c), s 64.4 14.4 14.0 22.0 20.3 22.0
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 960 807 262 1265 314 458
V/C Ratio(X) 1.00 0.38 1.85 0.54 0.94 0.70
Avail Cap(c_a), veh/h 960 807 262 1265 314 458
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 27.4 15.9 42.1 8.3 48.3 37.3
Incr Delay (d2), s/veh 28.0 0.3 397.2 0.5 34.2 4.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 30.9 4.5 32.8 6.6 11.5 8.8
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 55.4 16.2 439.3 8.8 82.5 42.1
LnGrp LOS E B F A F D
Approach Vol, veh/h 1265 1174 616
Approach Delay, s/veh 45.8 186.6 61.4
Approach LOS D F E
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 92.0 20.0 72.0 28.0
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 85.0 14.0 65.0 22.0
Max Q Clear Time (g_c+I1), s 24.0 16.0 66.4 24.0
Green Ext Time (p_c), s 4.5 0.0 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 103.1
HCM 6th LOS F
105: Long Lake Way & Chinden Blvd
Year 2018 Total SAT Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 38 1181 23 145 1080 52 19 17 62 110 8
Future Volume (vph) 38 1181 23 145 1080 52 19 17 62 110 8
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0
Minimum Split (s) 10.0 32.0 32.0 10.0 32.0 32.0 10.0 33.0 33.0 10.0 33.0
Total Split (s) 10.0 87.0 87.0 10.0 87.0 87.0 10.0 33.0 33.0 10.0 33.0
Total Split (%) 7.1% 62.1% 62.1% 7.1% 62.1% 62.1% 7.1% 23.6% 23.6% 7.1% 23.6%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min Min None None None None None
Act Effct Green (s) 87.1 81.1 81.1 88.2 83.2 83.2 12.9 10.0 10.0 15.9 13.9
Actuated g/C Ratio 0.73 0.68 0.68 0.74 0.69 0.69 0.11 0.08 0.08 0.13 0.12
v/c Ratio 0.27 1.04 0.02 1.18 0.92 0.05 0.13 0.12 0.30 0.71 0.24
Control Delay 8.6 59.2 0.0 160.6 31.0 0.4 45.4 54.1 6.6 71.9 21.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 8.6 59.2 0.0 160.6 31.0 0.4 45.4 54.1 6.6 71.9 21.7
LOS A E A F C A D D A E C
Approach Delay 56.6 44.5 22.4 56.3
Approach LOS E D C E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 120
Natural Cycle: 145
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 1.18
Intersection Signal Delay: 49.8 Intersection LOS: D
Intersection Capacity Utilization 100.5% ICU Level of Service G
Analysis Period (min) 15
Splits and Phases: 105: Long Lake Way & Chinden Blvd
105: Long Lake Way & Chinden Blvd
Year 2018 Total SAT Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 38 1181 23 145 1080 52 19 17 62 110 8 42
Future Volume (veh/h) 38 1181 23 145 1080 52 19 17 62 110 8 42
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1800 1800 1786 1800 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 40 1243 24 153 1137 55 20 18 65 116 8 44
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 0 2 0 0 1 0 0 0 0 0 0 0
Cap, veh/h 161 1177 1013 129 1205 1029 192 147 124 226 25 135
Arrive On Green 0.03 0.66 0.66 0.04 0.67 0.67 0.02 0.08 0.08 0.04 0.10 0.10
Sat Flow, veh/h 1714 1772 1525 1714 1786 1525 1714 1800 1525 1714 240 1322
Grp Volume(v), veh/h 40 1243 24 153 1137 55 20 18 65 116 0 52
Grp Sat Flow(s),veh/h/ln 1714 1772 1525 1714 1786 1525 1714 1800 1525 1714 0 1562
Q Serve(g_s), s 0.9 81.0 0.7 5.0 69.5 1.5 1.3 1.1 5.0 5.0 0.0 3.8
Cycle Q Clear(g_c), s 0.9 81.0 0.7 5.0 69.5 1.5 1.3 1.1 5.0 5.0 0.0 3.8
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.85
Lane Grp Cap(c), veh/h 161 1177 1013 129 1205 1029 192 147 124 226 0 160
V/C Ratio(X) 0.25 1.06 0.02 1.18 0.94 0.05 0.10 0.12 0.52 0.51 0.00 0.33
Avail Cap(c_a), veh/h 179 1177 1013 129 1205 1029 228 413 350 226 0 359
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 26.6 20.5 7.0 40.9 17.7 6.7 49.8 52.0 53.7 50.9 0.0 50.8
Incr Delay (d2), s/veh 0.3 42.4 0.0 136.6 14.6 0.0 0.1 0.1 1.3 0.9 0.0 0.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.7 39.7 0.2 7.3 26.8 0.5 0.6 0.5 2.0 3.5 0.0 1.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 26.9 62.9 7.0 177.5 32.3 6.7 49.9 52.1 55.0 51.8 0.0 51.3
LnGrp LOS C F A F C A D D D D A D
Approach Vol, veh/h 1307 1345 103 168
Approach Delay, s/veh 60.7 47.8 53.5 51.6
Approach LOS E D D D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.7 88.3 7.5 17.5 10.0 87.0 10.0 14.9
Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 5.0 6.0 5.0 5.0
Max Green Setting (Gmax), s 5.0 81.0 5.0 28.0 5.0 81.0 5.0 28.0
Max Q Clear Time (g_c+I1), s 2.9 71.5 3.3 5.8 7.0 83.0 7.0 7.0
Green Ext Time (p_c), s 0.0 6.8 0.0 0.1 0.0 0.0 0.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 54.0
HCM 6th LOS D
106: Linder Rd & Chinden Blvd
Year 2018 Total SAT Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 10
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 440 705 166 280 783 293 304 538 175 318 474 287
Future Volume (vph) 440 705 166 280 783 293 304 538 175 318 474 287
Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 17.0 17.0 11.0 17.0 17.0 11.0 12.0 12.0 11.0 12.0 12.0
Total Split (s) 36.0 55.0 55.0 29.0 48.0 48.0 25.0 30.0 30.0 26.0 31.0 31.0
Total Split (%) 25.7% 39.3% 39.3% 20.7% 34.3% 34.3% 17.9% 21.4% 21.4% 18.6% 22.1% 22.1%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min Min None None None None None None
Act Effct Green (s) 78.0 49.7 49.7 63.3 41.0 41.0 19.0 23.0 23.0 20.0 24.0 24.0
Actuated g/C Ratio 0.56 0.36 0.36 0.45 0.29 0.29 0.14 0.16 0.16 0.14 0.17 0.17
v/c Ratio 1.10 0.86 0.28 0.89 1.04 0.46 0.95 1.01 0.46 1.00 0.85 0.63
Control Delay 112.1 54.1 11.6 65.7 91.7 6.3 97.7 97.5 12.8 107.9 71.0 16.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 112.1 54.1 11.6 65.7 91.7 6.3 97.7 97.5 12.8 107.9 71.0 16.3
LOS F D B E F A F F B F E B
Approach Delay 68.2 67.9 83.0 67.3
Approach LOS E E F E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Natural Cycle: 120
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 1.10
Intersection Signal Delay: 71.1 Intersection LOS: E
Intersection Capacity Utilization 95.5% ICU Level of Service F
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2018 Total SAT Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 11
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 440 705 166 280 783 293 304 538 175 318 474 287
Future Volume (veh/h) 440 705 166 280 783 293 304 538 175 318 474 287
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1772 1800 1786 1786 1744 1786 1800 1800 1786 1800
Adj Flow Rate, veh/h 458 734 173 292 816 305 317 560 182 331 494 299
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 2 2 0 1 1 4 1 0 0 1 0
Cap, veh/h 419 901 561 342 785 443 338 557 251 333 582 262
Arrive On Green 0.21 0.37 0.37 0.13 0.29 0.29 0.14 0.16 0.16 0.14 0.17 0.17
Sat Flow, veh/h 1714 2410 1502 1714 2679 1514 2491 3393 1525 2331 3393 1525
Grp Volume(v), veh/h 458 734 173 292 816 305 317 560 182 331 494 299
Grp Sat Flow(s),veh/h/ln 1714 1205 1502 1714 1339 1514 1246 1697 1525 1166 1697 1525
Q Serve(g_s), s 30.0 38.4 11.4 16.5 41.0 25.0 17.6 23.0 15.9 19.9 19.8 24.0
Cycle Q Clear(g_c), s 30.0 38.4 11.4 16.5 41.0 25.0 17.6 23.0 15.9 19.9 19.8 24.0
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 419 901 561 342 785 443 338 557 251 333 582 262
V/C Ratio(X) 1.09 0.81 0.31 0.85 1.04 0.69 0.94 1.00 0.73 0.99 0.85 1.14
Avail Cap(c_a), veh/h 419 901 561 395 785 443 338 557 251 333 582 262
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 44.9 39.5 31.0 32.3 49.5 43.8 59.9 58.5 55.5 59.9 56.2 58.0
Incr Delay (d2), s/veh 71.7 5.4 0.1 13.2 43.0 3.7 32.7 39.2 8.8 47.5 10.9 100.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 17.7 11.4 4.1 7.7 17.7 9.7 7.0 12.8 6.6 8.1 9.4 16.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 116.6 44.9 31.1 45.5 92.5 47.6 92.6 97.7 64.3 107.4 67.1 158.0
LnGrp LOS F D C D F D F F E F E F
Approach Vol, veh/h 1365 1413 1059 1124
Approach Delay, s/veh 67.2 73.1 90.5 103.2
Approach LOS E E F F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 36.0 48.0 25.0 31.0 24.7 59.3 26.0 30.0
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 30.0 41.0 19.0 24.0 23.0 48.0 20.0 23.0
Max Q Clear Time (g_c+I1), s 32.0 43.0 19.6 26.0 18.5 40.4 21.9 25.0
Green Ext Time (p_c), s 0.0 0.0 0.0 0.0 0.2 2.0 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 82.0
HCM 6th LOS F
107: Ten Mile Rd & Lost Rapids Dr
Year 2018 Total SAT Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 12
Intersection
Int Delay, s/veh 7.5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 33 5 103 20 7 31 196 500 20 35 642 12
Future Vol, veh/h 33 5 103 20 7 31 196 500 20 35 642 12
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - 0 - - - 100 - 75 120 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 0 0 0 0 2 0 0 2 0
Mvmt Flow 35 5 111 22 8 33 211 538 22 38 690 13
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1468 1755 352 1384 1739 269 703 0 0 560 0 0
Stage 1 773 773 - 960 960 - - - - - - -
Stage 2 695 982 - 424 779 - - - - - - -
Critical Hdwy 7.5 6.5 6.9 7.5 6.5 6.9 4.1 - - 4.1 - -
Critical Hdwy Stg 1 6.5 5.5 - 6.5 5.5 - - - - - - -
Critical Hdwy Stg 2 6.5 5.5 - 6.5 5.5 - - - - - - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.2 - - 2.2 - -
Pot Cap-1 Maneuver 91 86 650 105 88 735 904 - - 1021 - -
Stage 1 362 412 - 280 338 - - - - - - -
Stage 2 403 330 - 584 409 - - - - - - -
Platoon blocked, %- - - -
Mov Cap-1 Maneuver 63 64 650 65 65 735 904 - - 1021 - -
Mov Cap-2 Maneuver 63 64 - 65 65 - - - - - - -
Stage 1 278 397 - 215 259 - - - - - - -
Stage 2 286 253 - 460 394 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 44.8 58 2.8 0.4
HCM LOS E F
Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1 SBL SBT SBR
Capacity (veh/h) 904 - - 63 650 127 1021 - -
HCM Lane V/C Ratio 0.233 - - 0.649 0.17 0.491 0.037 - -
HCM Control Delay (s) 10.2 - - 134.5 11.7 58 8.7 - -
HCM Lane LOS B - - F B F A - -
HCM 95th %tile Q(veh) 0.9 - - 2.8 0.6 2.3 0.1 - -
108: Ten Mile Rd & McMillan Rd
Year 2018 Total SAT Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 13
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 33 110 40 156 220 73 108 585 150 153 665 28
Future Volume (vph) 33 110 40 156 220 73 108 585 150 153 665 28
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0
Minimum Split (s) 10.0 35.0 35.0 10.0 36.0 36.0 10.0 29.0 29.0 10.0 29.0 29.0
Total Split (s) 10.0 37.0 37.0 11.0 38.0 38.0 11.0 40.0 40.0 12.0 41.0 41.0
Total Split (%) 10.0% 37.0% 37.0% 11.0% 38.0% 38.0% 11.0% 40.0% 40.0% 12.0% 41.0% 41.0%
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None None None Min Min None Min Min
Act Effct Green (s) 17.3 15.1 15.1 21.2 18.1 18.1 33.9 27.9 27.9 37.5 32.3 32.3
Actuated g/C Ratio 0.23 0.20 0.20 0.29 0.24 0.24 0.46 0.38 0.38 0.50 0.43 0.43
v/c Ratio 0.11 0.32 0.10 0.48 0.52 0.16 0.44 0.73 0.24 0.55 0.70 0.04
Control Delay 19.6 30.5 0.5 26.2 31.8 1.7 15.9 26.6 6.1 18.8 24.4 0.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 19.6 30.5 0.5 26.2 31.8 1.7 15.9 26.6 6.1 18.8 24.4 0.1
LOS B C A C C A B C A B C A
Approach Delay 22.0 25.0 21.6 22.6
Approach LOS C C C C
Intersection Summary
Cycle Length: 100
Actuated Cycle Length: 74.3
Natural Cycle: 85
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.73
Intersection Signal Delay: 22.6 Intersection LOS: C
Intersection Capacity Utilization 60.1% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 108: Ten Mile Rd & McMillan Rd
108: Ten Mile Rd & McMillan Rd
Year 2018 Total SAT Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 14
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 33 110 40 156 220 73 108 585 150 153 665 28
Future Volume (veh/h) 33 110 40 156 220 73 108 585 150 153 665 28
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1800 1800 1800 1800 1800 1758 1800 1800 1772 1800
Adj Flow Rate, veh/h 34 115 42 162 229 76 112 609 156 159 693 29
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 1 0 0 0 0 0 3 0 0 2 0
Cap, veh/h 274 273 233 386 377 320 311 825 559 345 881 584
Arrive On Green 0.04 0.15 0.15 0.09 0.21 0.21 0.07 0.37 0.37 0.08 0.38 0.38
Sat Flow, veh/h 1714 1786 1525 1714 1800 1525 1714 2250 1525 1714 2303 1525
Grp Volume(v), veh/h 34 115 42 162 229 76 112 609 156 159 693 29
Grp Sat Flow(s),veh/h/ln 1714 1786 1525 1714 1800 1525 1714 1125 1525 1714 1152 1525
Q Serve(g_s), s 1.1 3.8 1.6 5.1 7.5 2.7 2.6 15.4 4.7 3.7 17.4 0.8
Cycle Q Clear(g_c), s 1.1 3.8 1.6 5.1 7.5 2.7 2.6 15.4 4.7 3.7 17.4 0.8
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 274 273 233 386 377 320 311 825 559 345 881 584
V/C Ratio(X) 0.12 0.42 0.18 0.42 0.61 0.24 0.36 0.74 0.28 0.46 0.79 0.05
Avail Cap(c_a), veh/h 344 875 747 386 909 770 354 1205 817 388 1269 840
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 22.1 25.1 24.1 20.2 23.4 21.5 13.6 18.0 14.6 13.3 17.8 12.7
Incr Delay (d2), s/veh 0.1 1.5 0.5 0.3 2.2 0.5 0.3 1.9 0.4 0.4 2.7 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.4 1.6 0.6 1.8 3.1 0.9 0.9 3.6 1.5 1.2 4.2 0.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 22.2 26.5 24.6 20.5 25.6 22.0 13.9 19.9 15.0 13.6 20.5 12.7
LnGrp LOS C C C C C C B B B B C B
Approach Vol, veh/h 191 467 877 881
Approach Delay, s/veh 25.3 23.2 18.2 19.0
Approach LOS C C B B
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 7.3 18.7 9.3 30.0 11.0 15.0 10.4 29.0
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 5.0 33.0 6.0 36.0 6.0 32.0 7.0 35.0
Max Q Clear Time (g_c+I1), s 3.1 9.5 4.6 19.4 7.1 5.8 5.7 17.4
Green Ext Time (p_c), s 0.0 2.1 0.0 5.6 0.0 1.0 0.0 5.7
Intersection Summary
HCM 6th Ctrl Delay 20.1
HCM 6th LOS C
201: Site Access A & Chinden Blvd
Year 2018 Total SAT Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 15
Intersection
Int Delay, s/veh 4.6
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 1080 95 72 884 85 84
Future Vol, veh/h 1080 95 72 884 85 84
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - 200 100 - 0 100
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 1174 103 78 961 92 91
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 1277 0 2291 1174
Stage 1 - - - - 1174 -
Stage 2 - - - - 1117 -
Critical Hdwy - - 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy - - 2.218 - 3.518 3.318
Pot Cap-1 Maneuver - - 544 - ~ 43 234
Stage 1 - - - - 294 -
Stage 2 - - - - 313 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 544 - ~ 37 234
Mov Cap-2 Maneuver - - - - 128 -
Stage 1 - - - - 252 -
Stage 2 - - - - 313 -
Approach EB WB NB
HCM Control Delay, s 0 1 57.5
HCM LOS F
Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT
Capacity (veh/h) 128 234 - - 544 -
HCM Lane V/C Ratio 0.722 0.39 - - 0.144 -
HCM Control Delay (s) 84.8 29.9 - - 12.7 -
HCM Lane LOS F D - - B -
HCM 95th %tile Q(veh) 4.1 1.7 - - 0.5 -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
202: Site Access B & Chinden Blvd
Year 2018 Total SAT Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 16
Intersection
Int Delay, s/veh 2.1
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 1110 64 0 956 0 118
Future Vol, veh/h 1110 64 0 956 0 118
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - 200 - - - 0
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 1207 70 0 1039 0 128
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 - - - 1207
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - - - - 6.22
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - - - - - 3.318
Pot Cap-1 Maneuver - - 0 - 0 223
Stage 1 - - 0 - 0 -
Stage 2 - - 0 - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - - - - 223
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB NB
HCM Control Delay, s 0 0 40.9
HCM LOS E
Minor Lane/Major Mvmt NBLn1 EBT EBR WBT
Capacity (veh/h) 223 - - -
HCM Lane V/C Ratio 0.575 - - -
HCM Control Delay (s) 40.9 - - -
HCM Lane LOS E - - -
HCM 95th %tile Q(veh) 3.2 - - -
203: Ten Mile Rd & Site Access C
Year 2018 Total SAT Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 17
Intersection
Int Delay, s/veh 2.8
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 95 170 60 503 518 253
Future Vol, veh/h 95 170 60 503 518 253
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 100 100 - - 100
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 103 185 65 547 563 275
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 967 282 838 0 - 0
Stage 1 563 - - - - -
Stage 2 404 - - - - -
Critical Hdwy 6.84 6.94 4.14 - - -
Critical Hdwy Stg 1 5.84 - - - - -
Critical Hdwy Stg 2 5.84 - - - - -
Follow-up Hdwy 3.52 3.32 2.22 - - -
Pot Cap-1 Maneuver 252 715 792 - - -
Stage 1 534 - - - - -
Stage 2 643 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 231 715 792 - - -
Mov Cap-2 Maneuver 346 - - - - -
Stage 1 490 - - - - -
Stage 2 643 - - - - -
Approach EB NB SB
HCM Control Delay, s 14.7 1.1 0
HCM LOS B
Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR
Capacity (veh/h) 792 - 346 715 - -
HCM Lane V/C Ratio 0.082 - 0.298 0.258 - -
HCM Control Delay (s) 10 - 19.8 11.8 - -
HCM Lane LOS A - C B - -
HCM 95th %tile Q(veh) 0.3 - 1.2 1 - -
204: Lost Rapids Dr & Site Access D
Year 2018 Total SAT Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 18
Intersection
Int Delay, s/veh 0
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 0 0 90 0 0 26
Future Vol, veh/h 0 0 90 0 0 26
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - - -
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 0 98 0 0 28
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 126 98 0 0 98 0
Stage 1 98 - - - - -
Stage 2 28 - - - - -
Critical Hdwy 6.42 6.22 - - 4.12 -
Critical Hdwy Stg 1 5.42 - - - - -
Critical Hdwy Stg 2 5.42 - - - - -
Follow-up Hdwy 3.518 3.318 - - 2.218 -
Pot Cap-1 Maneuver 869 958 - - 1495 -
Stage 1 926 - - - - -
Stage 2 995 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 869 958 - - 1495 -
Mov Cap-2 Maneuver 869 - - - - -
Stage 1 926 - - - - -
Stage 2 995 - - - - -
Approach WB NB SB
HCM Control Delay, s 0 0 0
HCM LOS A
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - - 1495 -
HCM Lane V/C Ratio - - - - -
HCM Control Delay (s) - - 0 0 -
HCM Lane LOS - - A A -
HCM 95th %tile Q(veh) - - - 0 -
205: Lost Rapids Dr & Site Access E
Year 2018 Total SAT Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 19
Intersection
Int Delay, s/veh 0
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 51 87 0 0 0
Future Vol, veh/h 0 51 87 0 0 0
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 55 95 0 0 0
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 95 0 - 0 150 95
Stage 1 - - - - 95 -
Stage 2 - - - - 55 -
Critical Hdwy 4.12 - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.218 - - - 3.518 3.318
Pot Cap-1 Maneuver 1499 - - - 842 962
Stage 1 - - - - 929 -
Stage 2 - - - - 968 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1499 - - - 842 962
Mov Cap-2 Maneuver - - - - 842 -
Stage 1 - - - - 929 -
Stage 2 - - - - 968 -
Approach EB WB SB
HCM Control Delay, s 0 0 0
HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1
Capacity (veh/h) 1499 - - - -
HCM Lane V/C Ratio - - - - -
HCM Control Delay (s) 0 - - - 0
HCM Lane LOS A - - - A
HCM 95th %tile Q(veh) 0 - - - -
206: Lost Rapids Dr & Site Access F
Year 2018 Total SAT Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 20
Intersection
Int Delay, s/veh 0
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 51 87 0 0 0
Future Vol, veh/h 0 51 87 0 0 0
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 55 95 0 0 0
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 95 0 - 0 150 95
Stage 1 - - - - 95 -
Stage 2 - - - - 55 -
Critical Hdwy 4.12 - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.218 - - - 3.518 3.318
Pot Cap-1 Maneuver 1499 - - - 842 962
Stage 1 - - - - 929 -
Stage 2 - - - - 968 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1499 - - - 842 962
Mov Cap-2 Maneuver - - - - 842 -
Stage 1 - - - - 929 -
Stage 2 - - - - 968 -
Approach EB WB SB
HCM Control Delay, s 0 0 0
HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1
Capacity (veh/h) 1499 - - - -
HCM Lane V/C Ratio - - - - -
HCM Control Delay (s) 0 - - - 0
HCM Lane LOS A - - - A
HCM 95th %tile Q(veh) 0 - - - -
207: Lost Rapids Dr & Site Access G
Year 2018 Total SAT Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 21
Intersection
Int Delay, s/veh 4.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 10 36 5 16 4 195 0 0 0 106 0 83
Future Vol, veh/h 10 36 5 16 4 195 0 0 0 106 0 83
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - 0
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 11 39 5 17 4 212 0 0 0 115 0 90
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 216 0 0 44 0 0 253 314 42 208 210 110
Stage 1 - - - - - - 64 64 - 144 144 -
Stage 2 - - - - - - 189 250 - 64 66 -
Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22
Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 -
Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 -
Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318
Pot Cap-1 Maneuver 1354 - - 1564 - - 700 601 1029 749 687 943
Stage 1 - - - - - - 947 842 - 859 778 -
Stage 2 - - - - - - 813 700 - 947 840 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1354 - - 1564 - - 623 588 1029 737 673 943
Mov Cap-2 Maneuver - - - - - - 623 588 - 737 673 -
Stage 1 - - - - - - 939 835 - 852 768 -
Stage 2 - - - - - - 726 691 - 939 833 -
Approach EB WB NB SB
HCM Control Delay, s 1.5 0.5 0 10.1
HCM LOS A B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2
Capacity (veh/h) - 1354 - - 1564 - - 737 943
HCM Lane V/C Ratio - 0.008 - - 0.011 - - 0.156 0.096
HCM Control Delay (s) 0 7.7 0 - 7.3 0 - 10.8 9.2
HCM Lane LOS A A A - A A - B A
HCM 95th %tile Q(veh) - 0 - - 0 - - 0.6 0.3
102: Black Cat Rd & Chinden Blvd
Year 2018 Total AM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 10 840 40 567 31 1 2 1
Future Volume (vph) 10 840 40 567 31 1 2 1
Turn Type pm+pt NA pm+pt NA Perm NA Perm NA
Protected Phases 7 4 3 8 2 6
Permitted Phases 4 8 2 6
Detector Phase 7 4 3 8 2 2 6 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 9.5 22.5 9.5 22.5 22.5 22.5 22.5 22.5
Total Split (s) 9.8 106.0 10.0 106.2 24.0 24.0 24.0 24.0
Total Split (%) 7.0% 75.7% 7.1% 75.9% 17.1% 17.1% 17.1% 17.1%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode None Max None Max C-Max C-Max C-Max C-Max
Act Effct Green (s) 107.7 103.5 109.8 107.6 19.5 19.5 19.5 19.5
Actuated g/C Ratio 0.77 0.74 0.78 0.77 0.14 0.14 0.14 0.14
v/c Ratio 0.02 0.79 0.14 0.45 0.17 0.32 0.01 0.02
Control Delay 3.1 17.8 7.1 17.3 55.9 13.5 52.5 36.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 3.1 17.8 7.1 17.3 55.9 13.5 52.5 36.8
LOS A B A B E B D D
Approach Delay 17.7 16.6 24.7 42.0
Approach LOS B B C D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.79
Intersection Signal Delay: 17.9 Intersection LOS: B
Intersection Capacity Utilization 69.7% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 102: Black Cat Rd & Chinden Blvd
102: Black Cat Rd & Chinden Blvd
Year 2018 Total AM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 10 840 110 40 567 6 31 1 86 2 1 3
Future Volume (veh/h) 10 840 110 40 567 6 31 1 86 2 1 3
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1758 1758 1758 1758 1688 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 11 894 117 43 603 6 33 1 91 2 1 3
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 3 3 3 3 3 0 0 0 0 0 0
Cap, veh/h 671 1104 144 285 1288 13 263 2 226 177 59 178
Arrive On Green 0.01 0.73 0.73 0.06 1.00 1.00 0.15 0.15 0.15 0.15 0.15 0.15
Sat Flow, veh/h 1714 1523 199 1674 1737 17 1435 17 1511 1325 396 1189
Grp Volume(v), veh/h 11 0 1011 43 0 609 33 0 92 2 0 4
Grp Sat Flow(s),veh/h/ln 1714 0 1722 1674 0 1755 1435 0 1528 1325 0 1586
Q Serve(g_s), s 0.2 0.0 54.7 0.9 0.0 0.0 2.8 0.0 7.6 0.2 0.0 0.3
Cycle Q Clear(g_c), s 0.2 0.0 54.7 0.9 0.0 0.0 3.1 0.0 7.6 7.8 0.0 0.3
Prop In Lane 1.00 0.12 1.00 0.01 1.00 0.99 1.00 0.75
Lane Grp Cap(c), veh/h 671 0 1248 285 0 1301 263 0 229 177 0 237
V/C Ratio(X) 0.02 0.00 0.81 0.15 0.00 0.47 0.13 0.00 0.40 0.01 0.00 0.02
Avail Cap(c_a), veh/h 714 0 1248 302 0 1301 263 0 229 177 0 237
HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.97 0.00 0.97 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 4.9 0.0 12.8 15.4 0.0 0.0 52.1 0.0 53.9 57.4 0.0 50.8
Incr Delay (d2), s/veh 0.0 0.0 5.8 0.2 0.0 1.2 1.0 0.0 5.2 0.1 0.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 0.0 18.4 0.5 0.0 0.4 1.1 0.0 3.2 0.1 0.0 0.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 4.9 0.0 18.6 15.7 0.0 1.2 53.1 0.0 59.1 57.5 0.0 50.9
LnGrp LOS A A B B A A D A E E A D
Approach Vol, veh/h 1022 652 125 6
Approach Delay, s/veh 18.4 2.1 57.5 53.1
Approach LOS B A E D
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 25.4 8.6 106.0 25.4 6.2 108.3
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 19.5 5.5 101.5 19.5 5.3 101.7
Max Q Clear Time (g_c+I1), s 9.6 2.9 56.7 9.8 2.2 2.0
Green Ext Time (p_c), s 0.3 0.0 9.1 0.0 0.0 3.8
Intersection Summary
HCM 6th Ctrl Delay 15.4
HCM 6th LOS B
103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
Year 2018 Total AM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 20 891 17 8 563 55 12 4 137 2
Future Volume (vph) 20 891 17 8 563 55 12 4 137 2
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 10.0 5.0 10.0
Minimum Split (s) 11.0 31.0 31.0 11.0 31.0 31.0 11.0 25.0 11.0 25.0
Total Split (s) 13.0 78.0 78.0 13.0 78.0 78.0 13.0 26.0 23.0 36.0
Total Split (%) 9.3% 55.7% 55.7% 9.3% 55.7% 55.7% 9.3% 18.6% 16.4% 25.7%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None
Act Effct Green (s) 104.6 102.4 102.4 101.9 97.8 97.8 9.8 10.0 22.3 17.3
Actuated g/C Ratio 0.75 0.73 0.73 0.73 0.70 0.70 0.07 0.07 0.16 0.12
v/c Ratio 0.04 0.39 0.02 0.03 0.26 0.05 0.16 0.13 0.66 0.19
Control Delay 2.8 5.0 0.0 7.8 10.6 0.1 50.4 36.1 65.5 17.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 2.8 5.0 0.0 7.8 10.6 0.1 50.4 36.1 65.5 17.1
LOS A A A A B A D D E B
Approach Delay 4.9 9.6 42.8 54.7
Approach LOS A A D D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 80
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.66
Intersection Signal Delay: 12.1 Intersection LOS: B
Intersection Capacity Utilization 51.5% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
Year 2018 Total AM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 20 891 17 8 563 55 12 4 10 137 2 38
Future Volume (veh/h) 20 891 17 8 563 55 12 4 10 137 2 38
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1533 1617 1758 1800 1098 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 22 968 18 9 612 60 13 4 11 149 2 41
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 0 2 19 13 3 0 50 0 0 0 0 0
Cap, veh/h 523 2192 846 402 2141 978 123 28 78 293 10 213
Arrive On Green 0.04 1.00 1.00 0.01 0.64 0.64 0.01 0.07 0.07 0.09 0.15 0.15
Sat Flow, veh/h 1714 3367 1299 1540 3340 1525 1046 424 1166 1714 71 1465
Grp Volume(v), veh/h 22 968 18 9 612 60 13 0 15 149 0 43
Grp Sat Flow(s),veh/h/ln 1714 1683 1299 1540 1670 1525 1046 0 1590 1714 0 1536
Q Serve(g_s), s 0.6 0.0 0.0 0.3 11.3 2.1 1.6 0.0 1.2 11.0 0.0 3.4
Cycle Q Clear(g_c), s 0.6 0.0 0.0 0.3 11.3 2.1 1.6 0.0 1.2 11.0 0.0 3.4
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.73 1.00 0.95
Lane Grp Cap(c), veh/h 523 2192 846 402 2141 978 123 0 106 293 0 224
V/C Ratio(X) 0.04 0.44 0.02 0.02 0.29 0.06 0.11 0.00 0.14 0.51 0.00 0.19
Avail Cap(c_a), veh/h 573 2192 846 462 2141 978 160 0 227 342 0 329
HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.52 0.52 0.52 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 8.4 0.0 0.0 8.5 11.0 9.4 59.9 0.0 61.5 52.3 0.0 52.6
Incr Delay (d2), s/veh 0.0 0.3 0.0 0.0 0.3 0.1 0.1 0.0 0.2 0.5 0.0 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 0.1 0.0 0.1 3.8 0.7 0.4 0.0 0.5 4.8 0.0 1.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 8.4 0.3 0.0 8.6 11.4 9.5 60.0 0.0 61.7 52.8 0.0 52.9
LnGrp LOS A A A A B A E A E D A D
Approach Vol, veh/h 1008 681 28 192
Approach Delay, s/veh 0.5 11.2 60.9 52.8
Approach LOS A B E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.9 96.7 8.0 26.4 7.5 98.1 19.0 15.4
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 7.0 71.0 7.0 30.0 7.0 71.0 17.0 20.0
Max Q Clear Time (g_c+I1), s 2.6 13.3 3.6 5.4 2.3 2.0 13.0 3.2
Green Ext Time (p_c), s 0.0 1.7 0.0 0.1 0.0 2.9 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 10.5
HCM 6th LOS B
104: Ten Mile Rd & Chinden Blvd
Year 2018 Total AM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 769 275 141 466 157 240
Future Volume (vph) 769 275 141 466 157 240
Turn Type NA Perm Prot NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 14.0 10.0 5.0 14.0
Minimum Split (s) 35.0 35.0 20.0 17.0 11.0 20.0
Total Split (s) 61.0 61.0 25.0 86.0 34.0 25.0
Total Split (%) 50.8% 50.8% 20.8% 71.7% 28.3% 20.8%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode Min Min None Min Max None
Act Effct Green (s) 29.4 29.4 14.1 49.5 28.1 48.2
Actuated g/C Ratio 0.32 0.32 0.16 0.55 0.31 0.53
v/c Ratio 0.76 0.44 0.31 0.27 0.33 0.32
Control Delay 32.3 5.4 37.7 11.2 28.0 9.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 32.3 5.4 37.7 11.2 28.0 9.6
LOS C A D B C A
Approach Delay 25.2 17.3 16.9
Approach LOS C B B
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 90.7
Natural Cycle: 70
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.76
Intersection Signal Delay: 21.3 Intersection LOS: C
Intersection Capacity Utilization 59.1% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2018 Total AM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 769 275 141 466 157 240
Future Volume (veh/h) 769 275 141 466 157 240
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1772 1758 1716 1786 1730 1730
Adj Flow Rate, veh/h 827 296 152 501 169 258
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 2 3 6 1 5 5
Cap, veh/h 1076 476 486 1833 517 685
Arrive On Green 0.32 0.32 0.15 0.54 0.31 0.31
Sat Flow, veh/h 3455 1490 3170 3483 1647 1466
Grp Volume(v), veh/h 827 296 152 501 169 258
Grp Sat Flow(s),veh/h/ln 1683 1490 1585 1697 1647 1466
Q Serve(g_s), s 19.8 15.0 3.8 7.1 7.0 10.1
Cycle Q Clear(g_c), s 19.8 15.0 3.8 7.1 7.0 10.1
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 1076 476 486 1833 517 685
V/C Ratio(X) 0.77 0.62 0.31 0.27 0.33 0.38
Avail Cap(c_a), veh/h 2039 902 676 3007 517 685
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 27.4 25.8 33.6 11.1 23.4 15.3
Incr Delay (d2), s/veh 1.2 1.3 0.4 0.1 1.7 1.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 7.2 4.9 1.4 2.2 2.8 3.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 28.6 27.1 33.9 11.1 25.1 16.9
LnGrp LOS C C C B C B
Approach Vol, veh/h 1123 653 427
Approach Delay, s/veh 28.2 16.4 20.1
Approach LOS C B C
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 55.2 19.7 35.5 34.0
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 79.0 19.0 54.0 28.0
Max Q Clear Time (g_c+I1), s 9.1 5.8 21.8 12.1
Green Ext Time (p_c), s 3.1 0.3 6.7 1.2
Intersection Summary
HCM 6th Ctrl Delay 23.1
HCM 6th LOS C
105: Long Lake Way & Chinden Blvd
Year 2018 Total AM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 41 923 47 63 562 22 36 7 111 57 2
Future Volume (vph) 41 923 47 63 562 22 36 7 111 57 2
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0
Minimum Split (s) 10.0 32.0 32.0 10.0 32.0 32.0 10.0 33.0 33.0 10.0 33.0
Total Split (s) 12.0 79.0 79.0 13.0 80.0 80.0 12.0 36.0 36.0 12.0 36.0
Total Split (%) 8.6% 56.4% 56.4% 9.3% 57.1% 57.1% 8.6% 25.7% 25.7% 8.6% 25.7%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None
Act Effct Green (s) 103.2 97.7 97.7 104.1 98.1 98.1 19.2 10.3 10.3 15.5 11.4
Actuated g/C Ratio 0.74 0.70 0.70 0.74 0.70 0.70 0.14 0.07 0.07 0.11 0.08
v/c Ratio 0.08 0.42 0.05 0.17 0.25 0.02 0.19 0.05 0.54 0.35 0.09
Control Delay 5.3 11.1 0.1 7.3 11.9 1.1 49.9 61.0 19.7 59.1 31.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 5.3 11.1 0.1 7.3 11.9 1.1 49.9 61.0 19.7 59.1 31.3
LOS A B A A B A D E B E C
Approach Delay 10.4 11.1 28.5 54.2
Approach LOS B B C D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 85
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.54
Intersection Signal Delay: 13.7 Intersection LOS: B
Intersection Capacity Utilization 54.4% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 105: Long Lake Way & Chinden Blvd
105: Long Lake Way & Chinden Blvd
Year 2018 Total AM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 41 923 47 63 562 22 36 7 111 57 2 10
Future Volume (veh/h) 41 923 47 63 562 22 36 7 111 57 2 10
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1758 1800 1800 1772 1800 1800 1800 1772 1800 1800 1800
Adj Flow Rate, veh/h 44 982 50 67 598 23 38 7 118 61 2 11
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 3 0 0 2 0 0 0 2 0 0 0
Cap, veh/h 658 2278 1041 413 2309 1046 231 167 139 238 26 142
Arrive On Green 0.03 0.68 0.68 0.07 1.00 1.00 0.03 0.09 0.09 0.04 0.11 0.11
Sat Flow, veh/h 1714 3340 1525 1714 3367 1525 1714 1800 1502 1714 240 1322
Grp Volume(v), veh/h 44 982 50 67 598 23 38 7 118 61 0 13
Grp Sat Flow(s),veh/h/ln 1714 1670 1525 1714 1683 1525 1714 1800 1502 1714 0 1562
Q Serve(g_s), s 1.1 18.5 1.5 1.6 0.0 0.0 2.8 0.5 10.8 4.5 0.0 1.0
Cycle Q Clear(g_c), s 1.1 18.5 1.5 1.6 0.0 0.0 2.8 0.5 10.8 4.5 0.0 1.0
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.85
Lane Grp Cap(c), veh/h 658 2278 1041 413 2309 1046 231 167 139 238 0 168
V/C Ratio(X) 0.07 0.43 0.05 0.16 0.26 0.02 0.16 0.04 0.85 0.26 0.00 0.08
Avail Cap(c_a), veh/h 694 2278 1041 455 2309 1046 269 399 333 252 0 346
HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.71 0.71 0.71 0.93 0.93 0.93 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 6.0 10.0 7.3 7.0 0.0 0.0 55.4 57.8 62.5 54.3 0.0 56.3
Incr Delay (d2), s/veh 0.0 0.4 0.1 0.1 0.3 0.0 0.1 0.0 5.3 0.2 0.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 5.9 0.5 0.5 0.1 0.0 1.2 0.2 4.4 2.0 0.0 0.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 6.0 10.4 7.4 7.1 0.3 0.0 55.5 57.9 67.8 54.5 0.0 56.3
LnGrp LOS A B A A A A E E E D A E
Approach Vol, veh/h 1076 688 163 74
Approach Delay, s/veh 10.1 0.9 64.5 54.9
Approach LOS B A E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 9.1 102.0 8.9 20.0 9.6 101.5 10.9 18.0
Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 5.0 6.0 5.0 5.0
Max Green Setting (Gmax), s 7.0 74.0 7.0 31.0 8.0 73.0 7.0 31.0
Max Q Clear Time (g_c+I1), s 3.1 2.0 4.8 3.0 3.6 20.5 6.5 12.8
Green Ext Time (p_c), s 0.0 6.0 0.0 0.0 0.0 11.7 0.0 0.2
Intersection Summary
HCM 6th Ctrl Delay 13.0
HCM 6th LOS B
106: Linder Rd & Chinden Blvd
Year 2018 Total AM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 9
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 301 634 87 147 407 107 112 377 162 153 280 147
Future Volume (vph) 301 634 87 147 407 107 112 377 162 153 280 147
Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 41.0 41.0 11.0 45.0 45.0 11.0 43.0 43.0 11.0 45.0 45.0
Total Split (s) 27.0 59.0 59.0 18.0 50.0 50.0 16.0 43.0 43.0 20.0 47.0 47.0
Total Split (%) 19.3% 42.1% 42.1% 12.9% 35.7% 35.7% 11.4% 30.7% 30.7% 14.3% 33.6% 33.6%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None None
Act Effct Green (s) 84.6 66.5 66.5 68.5 56.4 56.4 9.0 22.1 22.1 14.3 27.4 27.4
Actuated g/C Ratio 0.60 0.48 0.48 0.49 0.40 0.40 0.06 0.16 0.16 0.10 0.20 0.20
v/c Ratio 0.58 0.63 0.12 0.54 0.33 0.16 0.57 0.78 0.46 0.76 0.47 0.39
Control Delay 16.8 25.2 0.5 22.0 31.7 1.4 74.2 67.3 10.5 82.1 51.7 7.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 16.8 25.2 0.5 22.0 31.7 1.4 74.2 67.3 10.5 82.1 51.7 7.9
LOS B C A C C A E E B F D A
Approach Delay 20.6 24.7 54.4 48.6
Approach LOS C C D D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 115
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.78
Intersection Signal Delay: 34.6 Intersection LOS: C
Intersection Capacity Utilization 66.8% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2018 Total AM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 10
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 301 634 87 147 407 107 112 377 162 153 280 147
Future Volume (veh/h) 301 634 87 147 407 107 112 377 162 153 280 147
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1730 1758 1800 1800 1772 1786 1800 1758 1772 1730 1744 1660
Adj Flow Rate, veh/h 327 689 95 160 442 116 122 410 176 166 304 160
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 5 3 0 0 2 1 0 3 2 5 4 10
Cap, veh/h 569 1191 783 476 1507 677 167 489 220 195 616 261
Arrive On Green 0.26 1.00 1.00 0.06 0.45 0.45 0.05 0.15 0.15 0.09 0.19 0.19
Sat Flow, veh/h 1647 2320 1525 1714 3367 1514 3326 3340 1502 2175 3313 1406
Grp Volume(v), veh/h 327 689 95 160 442 116 122 410 176 166 304 160
Grp Sat Flow(s),veh/h/ln 1647 1160 1525 1714 1683 1514 1663 1670 1502 1087 1657 1406
Q Serve(g_s), s 16.0 0.0 0.0 7.0 11.7 6.4 5.1 16.7 15.9 10.5 11.5 14.6
Cycle Q Clear(g_c), s 16.0 0.0 0.0 7.0 11.7 6.4 5.1 16.7 15.9 10.5 11.5 14.6
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 569 1191 783 476 1507 677 167 489 220 195 616 261
V/C Ratio(X) 0.57 0.58 0.12 0.34 0.29 0.17 0.73 0.84 0.80 0.85 0.49 0.61
Avail Cap(c_a), veh/h 601 1191 783 512 1507 677 238 859 386 217 947 402
HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.90 0.90 0.90 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 13.5 0.0 0.0 18.4 24.6 23.1 65.5 58.1 57.8 62.8 51.1 52.4
Incr Delay (d2), s/veh 1.1 1.8 0.3 0.2 0.5 0.5 3.0 1.5 2.6 22.3 0.2 0.9
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.1 0.3 0.1 2.7 4.5 2.4 2.2 7.1 6.1 3.5 4.8 5.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 14.6 1.8 0.3 18.5 25.1 23.7 68.5 59.6 60.3 85.2 51.3 53.2
LnGrp LOS B A A B C C E E E F D D
Approach Vol, veh/h 1111 718 708 630
Approach Delay, s/veh 5.5 23.4 61.3 60.7
Approach LOS A C E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 24.3 69.7 13.0 33.0 15.1 78.9 18.6 27.5
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 21.0 43.0 10.0 40.0 12.0 52.0 14.0 36.0
Max Q Clear Time (g_c+I1), s 18.0 13.7 7.1 16.6 9.0 2.0 12.5 18.7
Green Ext Time (p_c), s 0.3 1.7 0.0 1.6 0.1 2.8 0.0 1.8
Intersection Summary
HCM 6th Ctrl Delay 33.0
HCM 6th LOS C
102: Black Cat Rd & Chinden Blvd
Year 2018 Total PM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBT WBL WBT NBL NBT SBL SBT Ø7
Lane Configurations
Traffic Volume (vph) 848 90 1108 46 1 8 0
Future Volume (vph) 848 90 1108 46 1 8 0
Turn Type NA pm+pt NA Perm NA Perm NA
Protected Phases 4 3 8 2 6 7
Permitted Phases 8 2 6
Detector Phase 4 3 8 2 2 6 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 22.5 9.5 22.5 22.5 22.5 22.5 22.5 9.5
Total Split (s) 106.7 10.8 108.0 22.5 22.5 22.5 22.5 9.5
Total Split (%) 76.2% 7.7% 77.1% 16.1% 16.1% 16.1% 16.1% 7%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lead/Lag Lag Lead Lag Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode None None Max C-Min C-Min C-Min C-Min None
Act Effct Green (s) 109.6 120.7 120.7 10.3 10.3 10.3 10.3
Actuated g/C Ratio 0.78 0.86 0.86 0.07 0.07 0.07 0.07
v/c Ratio 0.66 0.21 0.74 0.48 0.36 0.08 0.03
Control Delay 10.2 4.3 24.2 77.2 20.2 59.9 0.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 10.2 4.3 24.2 77.2 20.2 59.9 0.1
LOS B A C E C E A
Approach Delay 10.2 22.7 45.3 30.0
Approach LOS B C D C
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green
Natural Cycle: 100
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.74
Intersection Signal Delay: 18.8 Intersection LOS: B
Intersection Capacity Utilization 86.5% ICU Level of Service E
Analysis Period (min) 15
Splits and Phases: 102: Black Cat Rd & Chinden Blvd
102: Black Cat Rd & Chinden Blvd
Year 2018 Total PM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 0 848 44 90 1108 3 46 1 58 8 0 8
Future Volume (veh/h) 0 848 44 90 1108 3 46 1 58 8 0 8
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1786 1800 1786 1715 1772 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 0 865 45 92 1131 3 47 1 59 8 0 8
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, % 0 1 1 0 1 1 2 0 0 0 0 0
Cap, veh/h 392 1131 59 314 1316 3 322 5 295 275 0 300
Arrive On Green 0.00 0.67 0.67 0.07 1.00 1.00 0.20 0.20 0.20 0.20 0.00 0.20
Sat Flow, veh/h 1714 1683 88 1714 1780 5 1407 25 1504 1364 0 1525
Grp Volume(v), veh/h 0 0 910 92 0 1134 47 0 60 8 0 8
Grp Sat Flow(s),veh/h/ln 1714 0 1770 1714 0 1785 1407 0 1529 1364 0 1525
Q Serve(g_s), s 0.0 0.0 48.5 2.3 0.0 0.0 3.9 0.0 4.6 0.7 0.0 0.6
Cycle Q Clear(g_c), s 0.0 0.0 48.5 2.3 0.0 0.0 4.5 0.0 4.6 5.3 0.0 0.6
Prop In Lane 1.00 0.05 1.00 0.00 1.00 0.98 1.00 1.00
Lane Grp Cap(c), veh/h 392 0 1190 314 0 1320 322 0 300 275 0 300
V/C Ratio(X) 0.00 0.00 0.76 0.29 0.00 0.86 0.15 0.00 0.20 0.03 0.00 0.03
Avail Cap(c_a), veh/h 452 0 1292 332 0 1320 322 0 300 275 0 300
HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.00 0.00 1.00 0.85 0.00 0.85 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 0.0 0.0 15.5 15.8 0.0 0.0 47.3 0.0 47.0 49.3 0.0 45.4
Incr Delay (d2), s/veh 0.0 0.0 2.6 0.4 0.0 6.4 1.0 0.0 1.5 0.2 0.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.0 0.0 17.2 1.1 0.0 2.4 1.4 0.0 1.8 0.3 0.0 0.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 0.0 0.0 18.0 16.2 0.0 6.4 48.2 0.0 48.5 49.5 0.0 45.6
LnGrp LOS A A B B A A D A D D A D
Approach Vol, veh/h 910 1226 107 16
Approach Delay, s/veh 18.0 7.2 48.4 47.5
Approach LOS B A D D
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 32.0 9.4 98.6 32.0 0.0 108.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 18.0 6.3 102.2 18.0 5.0 103.5
Max Q Clear Time (g_c+I1), s 6.6 4.3 50.5 7.3 0.0 2.0
Green Ext Time (p_c), s 0.2 0.0 7.3 0.0 0.0 12.2
Intersection Summary
HCM 6th Ctrl Delay 13.8
HCM 6th LOS B
103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
Year 2018 Total PM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 34 869 11 13 1102 159 69 10 103 6
Future Volume (vph) 34 869 11 13 1102 159 69 10 103 6
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 10.0 5.0 10.0
Minimum Split (s) 11.0 31.0 31.0 11.0 31.0 31.0 11.0 17.0 11.0 17.0
Total Split (s) 13.0 88.0 88.0 13.0 88.0 88.0 17.0 19.0 20.0 22.0
Total Split (%) 9.3% 62.9% 62.9% 9.3% 62.9% 62.9% 12.1% 13.6% 14.3% 15.7%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None
Act Effct Green (s) 101.0 97.5 97.5 97.8 92.7 92.7 15.7 10.0 23.0 11.6
Actuated g/C Ratio 0.72 0.70 0.70 0.70 0.66 0.66 0.11 0.07 0.16 0.08
v/c Ratio 0.12 0.39 0.01 0.04 0.52 0.16 0.46 0.19 0.49 0.26
Control Delay 4.0 8.2 0.0 4.9 10.6 2.8 59.0 41.0 55.9 26.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 4.0 8.2 0.0 4.9 10.6 2.8 59.0 41.0 55.9 26.9
LOS A A A A B A E D E C
Approach Delay 8.0 9.6 54.6 48.5
Approach LOS A A D D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 70
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.52
Intersection Signal Delay: 12.9 Intersection LOS: B
Intersection Capacity Utilization 55.7% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
Year 2018 Total PM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 34 869 11 13 1102 159 69 10 12 103 6 30
Future Volume (veh/h) 34 869 11 13 1102 159 69 10 12 103 6 30
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1603 1800 1800 1772 1646 1646 1646 1800 1800 1800
Adj Flow Rate, veh/h 36 924 12 14 1172 169 73 11 13 110 6 32
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 1 14 0 0 2 11 11 11 0 0 0
Cap, veh/h 367 2250 901 473 2227 978 221 49 58 254 22 118
Arrive On Green 0.05 1.00 1.00 0.03 1.00 1.00 0.05 0.07 0.07 0.07 0.09 0.09
Sat Flow, veh/h 1714 3393 1359 1714 3420 1502 1567 687 812 1714 247 1316
Grp Volume(v), veh/h 36 924 12 14 1172 169 73 0 24 110 0 38
Grp Sat Flow(s),veh/h/ln 1714 1697 1359 1714 1710 1502 1567 0 1499 1714 0 1563
Q Serve(g_s), s 1.0 0.0 0.0 0.4 0.0 0.0 6.0 0.0 2.1 8.2 0.0 3.2
Cycle Q Clear(g_c), s 1.0 0.0 0.0 0.4 0.0 0.0 6.0 0.0 2.1 8.2 0.0 3.2
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.54 1.00 0.84
Lane Grp Cap(c), veh/h 367 2250 901 473 2227 978 221 0 107 254 0 140
V/C Ratio(X) 0.10 0.41 0.01 0.03 0.53 0.17 0.33 0.00 0.23 0.43 0.00 0.27
Avail Cap(c_a), veh/h 407 2250 901 533 2227 978 260 0 139 302 0 179
HCM Platoon Ratio 2.00 2.00 2.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.71 0.71 0.71 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 7.2 0.0 0.0 7.7 0.0 0.0 56.2 0.0 61.4 54.9 0.0 59.5
Incr Delay (d2), s/veh 0.0 0.4 0.0 0.0 0.9 0.4 0.3 0.0 0.4 0.4 0.0 0.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 0.1 0.0 0.1 0.3 0.1 2.4 0.0 0.8 3.6 0.0 1.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 7.2 0.4 0.0 7.8 0.9 0.4 56.6 0.0 61.8 55.4 0.0 60.2
LnGrp LOS A A A A A A E A E E A E
Approach Vol, veh/h 972 1355 97 148
Approach Delay, s/veh 0.6 0.9 57.8 56.6
Approach LOS A A E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 9.8 98.2 13.5 18.5 8.1 99.8 16.1 15.9
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 7.0 81.0 11.0 16.0 7.0 81.0 14.0 13.0
Max Q Clear Time (g_c+I1), s 3.0 2.0 8.0 5.2 2.4 2.0 10.2 4.1
Green Ext Time (p_c), s 0.0 3.9 0.0 0.1 0.0 2.8 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 6.2
HCM 6th LOS A
104: Ten Mile Rd & Chinden Blvd
Year 2018 Total PM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 780 248 449 827 420 273
Future Volume (vph) 780 248 449 827 420 273
Turn Type NA Perm Prot NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 5.0 10.0 5.0 5.0
Minimum Split (s) 35.0 35.0 11.0 17.0 11.0 11.0
Total Split (s) 52.0 52.0 33.0 85.0 55.0 33.0
Total Split (%) 37.1% 37.1% 23.6% 60.7% 39.3% 23.6%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode C-Min C-Min Max C-Min Max Max
Act Effct Green (s) 40.3 40.3 27.0 73.3 53.7 86.7
Actuated g/C Ratio 0.29 0.29 0.19 0.52 0.38 0.62
v/c Ratio 0.84 0.47 0.76 0.49 0.68 0.31
Control Delay 49.2 12.8 72.3 12.6 43.6 12.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 49.2 12.8 72.3 12.6 43.6 12.7
LOS D B E B D B
Approach Delay 40.4 33.6 31.4
Approach LOS D C C
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 113 (81%), Referenced to phase 2:WBT and 6:EBT, Start of Green
Natural Cycle: 80
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.84
Intersection Signal Delay: 35.4 Intersection LOS: D
Intersection Capacity Utilization 76.7% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2018 Total PM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 780 248 449 827 420 273
Future Volume (veh/h) 780 248 449 827 420 273
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1800 1772 1786 1800 1800 1786
Adj Flow Rate, veh/h 830 264 478 880 447 290
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 2 1 0 0 1
Cap, veh/h 1099 483 636 1905 600 822
Arrive On Green 0.11 0.11 0.06 0.18 0.35 0.35
Sat Flow, veh/h 3510 1502 3300 3510 1714 1514
Grp Volume(v), veh/h 830 264 478 880 447 290
Grp Sat Flow(s),veh/h/ln 1710 1502 1650 1710 1714 1514
Q Serve(g_s), s 33.0 23.4 19.9 32.1 32.1 15.2
Cycle Q Clear(g_c), s 33.0 23.4 19.9 32.1 32.1 15.2
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 1099 483 636 1905 600 822
V/C Ratio(X) 0.76 0.55 0.75 0.46 0.74 0.35
Avail Cap(c_a), veh/h 1099 483 636 1905 600 822
HCM Platoon Ratio 0.33 0.33 0.33 0.33 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.89 0.89 1.00 1.00
Uniform Delay (d), s/veh 57.2 52.9 62.2 38.4 40.0 18.1
Incr Delay (d2), s/veh 4.8 4.4 7.1 0.7 8.2 1.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 15.8 10.0 9.4 14.8 14.6 5.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 62.1 57.3 69.4 39.1 48.2 19.3
LnGrp LOS E E E D D B
Approach Vol, veh/h 1094 1358 737
Approach Delay, s/veh 60.9 49.8 36.8
Approach LOS E D D
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 85.0 33.0 52.0 55.0
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 78.0 27.0 45.0 49.0
Max Q Clear Time (g_c+I1), s 34.1 21.9 35.0 34.1
Green Ext Time (p_c), s 6.1 0.8 4.2 2.2
Intersection Summary
HCM 6th Ctrl Delay 50.6
HCM 6th LOS D
105: Long Lake Way & Chinden Blvd
Year 2018 Total PM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 28 968 57 167 1208 49 54 8 104 57 6
Future Volume (vph) 28 968 57 167 1208 49 54 8 104 57 6
Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm Perm NA
Protected Phases 1 6 5 2 8 4
Permitted Phases 6 6 2 2 8 8 4
Detector Phase 1 6 6 5 2 2 8 8 8 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0
Minimum Split (s) 10.0 32.0 32.0 10.0 32.0 32.0 25.0 25.0 25.0 25.0 25.0
Total Split (s) 12.0 85.0 85.0 25.0 98.0 98.0 30.0 30.0 30.0 30.0 30.0
Total Split (%) 8.6% 60.7% 60.7% 17.9% 70.0% 70.0% 21.4% 21.4% 21.4% 21.4% 21.4%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None
Act Effct Green (s) 111.2 105.1 105.1 116.7 111.0 111.0 11.9 11.9 11.9 11.9 11.9
Actuated g/C Ratio 0.79 0.75 0.75 0.83 0.79 0.79 0.08 0.08 0.08 0.08 0.08
v/c Ratio 0.08 0.39 0.05 0.39 0.46 0.04 0.50 0.05 0.47 0.53 0.15
Control Delay 4.8 12.8 2.7 6.6 13.8 5.1 75.5 57.9 17.3 78.1 31.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 4.8 12.8 2.7 6.6 13.8 5.1 75.5 57.9 17.3 78.1 31.1
LOS A B A A B A E E B E C
Approach Delay 12.0 12.7 38.2 65.3
Approach LOS B B D E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 70
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.53
Intersection Signal Delay: 15.5 Intersection LOS: B
Intersection Capacity Utilization 62.7% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 105: Long Lake Way & Chinden Blvd
105: Long Lake Way & Chinden Blvd
Year 2018 Total PM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 28 968 57 167 1208 49 54 8 104 57 6 16
Future Volume (veh/h) 28 968 57 167 1208 49 54 8 104 57 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1800 1800 1800 1800 1800 1800 1786 1758 1800 1800
Adj Flow Rate, veh/h 29 998 59 172 1245 51 56 8 107 59 6 16
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 0 1 0 0 0 0 0 0 1 3 0 0
Cap, veh/h 422 2582 1161 434 2654 1184 154 154 129 155 37 99
Arrive On Green 0.02 0.51 0.51 0.08 1.00 1.00 0.09 0.09 0.09 0.09 0.09 0.09
Sat Flow, veh/h 1714 3393 1525 1714 3420 1525 1412 1800 1514 1267 434 1158
Grp Volume(v), veh/h 29 998 59 172 1245 51 56 8 107 59 0 22
Grp Sat Flow(s),veh/h/ln 1714 1697 1525 1714 1710 1525 1412 1800 1514 1267 0 1592
Q Serve(g_s), s 0.5 25.1 2.7 3.4 0.0 0.0 5.4 0.6 9.7 6.3 0.0 1.8
Cycle Q Clear(g_c), s 0.5 25.1 2.7 3.4 0.0 0.0 7.2 0.6 9.7 6.9 0.0 1.8
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.73
Lane Grp Cap(c), veh/h 422 2582 1161 434 2654 1184 154 154 129 155 0 136
V/C Ratio(X) 0.07 0.39 0.05 0.40 0.47 0.04 0.36 0.05 0.83 0.38 0.00 0.16
Avail Cap(c_a), veh/h 466 2582 1161 612 2654 1184 285 321 270 273 0 284
HCM Platoon Ratio 0.67 0.67 0.67 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.65 0.65 0.65 0.67 0.67 0.67 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 3.3 14.4 8.9 6.1 0.0 0.0 62.7 58.8 63.0 62.0 0.0 59.4
Incr Delay (d2), s/veh 0.0 0.3 0.1 0.1 0.4 0.0 0.5 0.1 5.0 0.6 0.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 10.3 0.7 0.7 0.1 0.0 2.0 0.3 4.0 2.1 0.0 0.7
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 3.3 14.7 8.9 6.3 0.4 0.0 63.2 58.9 68.0 62.5 0.0 59.6
LnGrp LOS A B A A A A E E E E A E
Approach Vol, veh/h 1086 1468 171 81
Approach Delay, s/veh 14.0 1.1 66.0 61.7
Approach LOS B A E E
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 8.4 114.7 17.0 10.5 112.5 17.0
Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0
Max Green Setting (Gmax), s 7.0 92.0 25.0 20.0 79.0 25.0
Max Q Clear Time (g_c+I1), s 2.5 2.0 8.9 5.4 27.1 11.7
Green Ext Time (p_c), s 0.0 18.3 0.1 0.2 12.0 0.2
Intersection Summary
HCM 6th Ctrl Delay 11.8
HCM 6th LOS B
106: Linder Rd & Chinden Blvd
Year 2018 Total PM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 9
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 332 649 176 285 838 291 295 520 151 354 550 351
Future Volume (vph) 332 649 176 285 838 291 295 520 151 354 550 351
Turn Type Prot NA Perm Prot NA pm+ov Prot NA Perm Prot NA pm+ov
Protected Phases 1 6 5 2 7 3 8 7 4 1
Permitted Phases 6 2 8 4
Detector Phase 1 6 6 5 2 7 3 8 8 7 4 1
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 17.0 17.0 11.0 17.0 11.0 11.0 12.0 12.0 11.0 12.0 11.0
Total Split (s) 25.0 54.0 54.0 25.0 54.0 26.0 23.0 35.0 35.0 26.0 38.0 25.0
Total Split (%) 17.9% 38.6% 38.6% 17.9% 38.6% 18.6% 16.4% 25.0% 25.0% 18.6% 27.1% 17.9%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 4.0 4.0 5.0 5.0 4.0 5.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 6.0 6.0 7.0 7.0 6.0 7.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lead Lag Lag Lead Lag Lead
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min None None None None None None None
Act Effct Green (s) 18.0 52.9 52.9 16.3 51.2 77.2 16.3 25.8 25.8 19.0 28.5 53.5
Actuated g/C Ratio 0.13 0.38 0.38 0.12 0.37 0.55 0.12 0.18 0.18 0.14 0.20 0.38
v/c Ratio 0.80 0.53 0.26 0.77 0.69 0.34 0.79 0.86 0.41 0.82 0.82 0.58
Control Delay 60.0 51.4 16.8 73.6 42.5 14.5 75.2 69.6 14.5 74.3 63.3 30.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 60.0 51.4 16.8 73.6 42.5 14.5 75.2 69.6 14.5 74.3 63.3 30.0
LOS E D B E D B E E B E E C
Approach Delay 48.6 43.0 62.7 57.1
Approach LOS D D E E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBT and 6:EBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.86
Intersection Signal Delay: 52.0 Intersection LOS: D
Intersection Capacity Utilization 81.9% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2018 Total PM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 10
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 332 649 176 285 838 291 295 520 151 354 550 351
Future Volume (veh/h) 332 649 176 285 838 291 295 520 151 354 550 351
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1800 1786 1800 1786 1800 1786 1758 1786 1800 1772
Adj Flow Rate, veh/h 342 669 181 294 864 300 304 536 156 365 567 362
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 0 2 0 1 0 1 0 1 3 1 0 2
Cap, veh/h 387 1292 585 342 1270 751 350 685 301 412 757 507
Arrive On Green 0.23 0.77 0.77 0.10 0.37 0.37 0.11 0.20 0.20 0.12 0.22 0.22
Sat Flow, veh/h 3326 3367 1525 3300 3420 1514 3326 3393 1490 3300 3420 1502
Grp Volume(v), veh/h 342 669 181 294 864 300 304 536 156 365 567 362
Grp Sat Flow(s),veh/h/ln 1663 1683 1525 1650 1710 1514 1663 1697 1490 1650 1710 1502
Q Serve(g_s), s 13.9 10.7 5.1 12.3 29.8 17.4 12.6 21.0 13.1 15.2 21.7 29.5
Cycle Q Clear(g_c), s 13.9 10.7 5.1 12.3 29.8 17.4 12.6 21.0 13.1 15.2 21.7 29.5
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 387 1292 585 342 1270 751 350 685 301 412 757 507
V/C Ratio(X) 0.88 0.52 0.31 0.86 0.68 0.40 0.87 0.78 0.52 0.89 0.75 0.71
Avail Cap(c_a), veh/h 451 1292 585 448 1270 751 404 685 301 471 757 507
HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.92 0.92 0.92 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 52.8 11.3 10.6 61.7 37.0 22.2 61.7 52.9 49.8 60.3 50.9 40.5
Incr Delay (d2), s/veh 15.7 1.4 1.3 10.2 3.0 1.6 14.7 5.3 0.7 15.3 3.7 4.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 5.8 3.0 1.7 5.5 12.4 6.4 6.0 9.3 4.9 7.3 9.7 11.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 68.5 12.6 11.9 72.0 40.0 23.8 76.4 58.3 50.5 75.6 54.6 44.5
LnGrp LOS E B B E D C E E D E D D
Approach Vol, veh/h 1192 1458 996 1294
Approach Delay, s/veh 28.5 43.1 62.6 57.7
Approach LOS C D E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 22.3 59.0 20.8 38.0 20.5 60.7 23.5 35.3
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 19.0 47.0 17.0 31.0 19.0 47.0 20.0 28.0
Max Q Clear Time (g_c+I1), s 15.9 31.8 14.6 31.5 14.3 12.7 17.2 23.0
Green Ext Time (p_c), s 0.4 3.5 0.2 0.0 0.2 2.8 0.2 1.3
Intersection Summary
HCM 6th Ctrl Delay 47.3
HCM 6th LOS D
102: Black Cat Rd & Chinden Blvd
Year 2018 Total SAT Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 2 1010 77 835 43 4 2 4
Future Volume (vph) 2 1010 77 835 43 4 2 4
Turn Type pm+pt NA pm+pt NA Perm NA Perm NA
Protected Phases 7 4 3 8 2 6
Permitted Phases 4 8 2 6
Detector Phase 7 4 3 8 2 2 6 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 9.5 22.5 9.5 22.5 22.5 22.5 22.5 22.5
Total Split (s) 9.6 106.0 10.0 106.4 24.0 24.0 24.0 24.0
Total Split (%) 6.9% 75.7% 7.1% 76.0% 17.1% 17.1% 17.1% 17.1%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode None Max None Max Min Min Min Min
Act Effct Green (s) 106.6 101.5 110.7 109.7 9.8 9.8 9.8 9.8
Actuated g/C Ratio 0.82 0.78 0.85 0.84 0.08 0.08 0.08 0.08
v/c Ratio 0.00 0.81 0.28 0.59 0.45 0.42 0.02 0.05
Control Delay 2.0 15.6 4.1 6.2 71.8 21.2 55.5 47.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 2.0 15.6 4.1 6.2 71.8 21.2 55.5 47.5
LOS A B A A E C E D
Approach Delay 15.6 6.0 40.0 49.5
Approach LOS B A D D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 130.3
Natural Cycle: 100
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.81
Intersection Signal Delay: 12.9 Intersection LOS: B
Intersection Capacity Utilization 84.1% ICU Level of Service E
Analysis Period (min) 15
Splits and Phases: 102: Black Cat Rd & Chinden Blvd
102: Black Cat Rd & Chinden Blvd
Year 2018 Total SAT Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 2 1010 47 77 835 2 43 4 68 2 4 2
Future Volume (veh/h) 2 1010 47 77 835 2 43 4 68 2 4 2
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1772 1772 1772 1701 1772 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 2 1063 49 81 879 2 45 4 72 2 4 2
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 0 2 2 2 2 2 2 0 0 0 0 0
Cap, veh/h 479 1330 61 337 1459 3 145 5 97 80 75 38
Arrive On Green 0.00 0.79 0.79 0.04 0.83 0.83 0.07 0.07 0.07 0.07 0.07 0.07
Sat Flow, veh/h 1714 1681 77 1688 1767 4 1410 81 1457 1344 1132 566
Grp Volume(v), veh/h 2 0 1112 81 0 881 45 0 76 2 0 6
Grp Sat Flow(s),veh/h/ln 1714 0 1758 1688 0 1771 1410 0 1538 1344 0 1698
Q Serve(g_s), s 0.0 0.0 46.0 1.0 0.0 22.1 4.0 0.0 6.2 0.2 0.0 0.4
Cycle Q Clear(g_c), s 0.0 0.0 46.0 1.0 0.0 22.1 4.4 0.0 6.2 6.4 0.0 0.4
Prop In Lane 1.00 0.04 1.00 0.00 1.00 0.95 1.00 0.33
Lane Grp Cap(c), veh/h 479 0 1391 337 0 1462 145 0 102 80 0 113
V/C Ratio(X) 0.00 0.00 0.80 0.24 0.00 0.60 0.31 0.00 0.74 0.02 0.00 0.05
Avail Cap(c_a), veh/h 542 0 1391 348 0 1462 266 0 234 195 0 258
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 4.0 0.0 7.6 12.3 0.0 3.9 58.1 0.0 58.8 61.9 0.0 56.1
Incr Delay (d2), s/veh 0.0 0.0 4.9 0.4 0.0 1.8 1.2 0.0 10.2 0.1 0.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.0 0.0 12.3 0.9 0.0 4.6 1.4 0.0 2.6 0.1 0.0 0.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 4.0 0.0 12.5 12.7 0.0 5.7 59.3 0.0 68.9 62.1 0.0 56.3
LnGrp LOS A A B B A A E A E E A E
Approach Vol, veh/h 1114 962 121 8
Approach Delay, s/veh 12.5 6.3 65.4 57.7
Approach LOS B A E E
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 13.0 9.2 106.0 13.0 4.8 110.4
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 19.5 5.5 101.5 19.5 5.1 101.9
Max Q Clear Time (g_c+I1), s 8.2 3.0 48.0 8.4 2.0 24.1
Green Ext Time (p_c), s 0.3 0.0 11.3 0.0 0.0 6.9
Intersection Summary
HCM 6th Ctrl Delay 12.8
HCM 6th LOS B
103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
Year 2018 Total SAT Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 22 1049 8 14 803 151 77 4 116 3
Future Volume (vph) 22 1049 8 14 803 151 77 4 116 3
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 10.0 5.0 10.0
Minimum Split (s) 11.0 22.0 22.0 11.0 22.0 22.0 11.0 16.0 11.0 16.0
Total Split (s) 11.0 82.0 82.0 11.0 82.0 82.0 11.0 16.0 11.0 16.0
Total Split (%) 9.2% 68.3% 68.3% 9.2% 68.3% 68.3% 9.2% 13.3% 9.2% 13.3%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min Min None None None None
Act Effct Green (s) 29.4 27.6 27.6 28.4 25.8 25.8 6.8 10.9 12.0 10.9
Actuated g/C Ratio 0.52 0.49 0.49 0.51 0.46 0.46 0.12 0.19 0.21 0.19
v/c Ratio 0.07 0.66 0.01 0.05 0.54 0.20 0.38 0.04 0.34 0.12
Control Delay 7.3 14.2 0.0 7.3 14.3 3.8 29.4 19.5 23.6 13.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 7.3 14.2 0.0 7.3 14.3 3.8 29.4 19.5 23.6 13.3
LOS A B A A B A C B C B
Approach Delay 14.0 12.6 28.0 21.1
Approach LOS B B C C
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 56.1
Natural Cycle: 65
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.66
Intersection Signal Delay: 14.4 Intersection LOS: B
Intersection Capacity Utilization 54.9% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
Year 2018 Total SAT Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 22 1049 8 14 803 151 77 4 9 116 3 35
Future Volume (veh/h) 22 1049 8 14 803 151 77 4 9 116 3 35
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1660 1772 1800 1800 1772 1786 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 23 1081 8 14 828 156 79 4 9 120 3 36
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 10 2 0 0 2 1 0 0 0 0 0 0
Cap, veh/h 240 1272 576 185 1242 558 403 69 155 434 19 226
Arrive On Green 0.03 0.38 0.38 0.02 0.37 0.37 0.06 0.14 0.14 0.08 0.16 0.16
Sat Flow, veh/h 1581 3367 1525 1714 3367 1514 1714 492 1108 1714 119 1425
Grp Volume(v), veh/h 23 1081 8 14 828 156 79 0 13 120 0 39
Grp Sat Flow(s),veh/h/ln 1581 1683 1525 1714 1683 1514 1714 0 1601 1714 0 1544
Q Serve(g_s), s 0.6 19.0 0.2 0.3 13.3 4.7 2.5 0.0 0.5 3.8 0.0 1.4
Cycle Q Clear(g_c), s 0.6 19.0 0.2 0.3 13.3 4.7 2.5 0.0 0.5 3.8 0.0 1.4
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.69 1.00 0.92
Lane Grp Cap(c), veh/h 240 1272 576 185 1242 558 403 0 224 434 0 245
V/C Ratio(X) 0.10 0.85 0.01 0.08 0.67 0.28 0.20 0.00 0.06 0.28 0.00 0.16
Avail Cap(c_a), veh/h 321 3913 1773 288 3913 1759 435 0 248 434 0 245
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 13.4 18.4 12.6 15.0 17.0 14.3 21.7 0.0 24.1 21.2 0.0 23.4
Incr Delay (d2), s/veh 0.1 0.6 0.0 0.1 0.2 0.1 0.1 0.0 0.0 0.1 0.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 5.8 0.1 0.1 4.1 1.5 1.0 0.0 0.2 1.5 0.0 0.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 13.5 19.0 12.6 15.0 17.3 14.4 21.8 0.0 24.1 21.4 0.0 23.6
LnGrp LOS B B B B B B C A C C A C
Approach Vol, veh/h 1112 998 92 159
Approach Delay, s/veh 18.9 16.8 22.1 21.9
Approach LOS B B C C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 7.7 30.8 9.8 16.3 7.1 31.4 11.0 15.0
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 5.0 75.0 5.0 10.0 5.0 75.0 5.0 10.0
Max Q Clear Time (g_c+I1), s 2.6 15.3 4.5 3.4 2.3 21.0 5.8 2.5
Green Ext Time (p_c), s 0.0 2.5 0.0 0.0 0.0 3.4 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 18.3
HCM 6th LOS B
104: Ten Mile Rd & Chinden Blvd
Year 2018 Total SAT Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 927 300 470 668 285 312
Future Volume (vph) 927 300 470 668 285 312
Turn Type NA Perm Prot NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 5.0 10.0 5.0 5.0
Minimum Split (s) 17.0 17.0 11.0 17.0 11.0 11.0
Total Split (s) 61.0 61.0 36.0 97.0 43.0 36.0
Total Split (%) 43.6% 43.6% 25.7% 69.3% 30.7% 25.7%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode Min Min Max Min None Max
Act Effct Green (s) 40.5 40.5 30.6 77.3 25.4 62.1
Actuated g/C Ratio 0.35 0.35 0.26 0.67 0.22 0.54
v/c Ratio 0.82 0.48 0.55 0.31 0.79 0.38
Control Delay 41.0 13.4 42.6 9.1 59.2 16.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 41.0 13.4 42.6 9.1 59.2 16.3
LOS D B D A E B
Approach Delay 34.2 22.9 36.8
Approach LOS C C D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 115.9
Natural Cycle: 65
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.82
Intersection Signal Delay: 30.4 Intersection LOS: C
Intersection Capacity Utilization 73.7% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2018 Total SAT Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 927 300 470 668 285 312
Future Volume (veh/h) 927 300 470 668 285 312
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1772 1758 1800 1786 1800 1800
Adj Flow Rate, veh/h 956 309 485 689 294 322
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 2 3 0 1 0 0
Cap, veh/h 1166 516 922 2303 345 729
Arrive On Green 0.35 0.35 0.28 0.68 0.20 0.20
Sat Flow, veh/h 3455 1490 3326 3483 1714 1525
Grp Volume(v), veh/h 956 309 485 689 294 322
Grp Sat Flow(s),veh/h/ln 1683 1490 1663 1697 1714 1525
Q Serve(g_s), s 28.1 18.5 13.4 8.9 17.9 15.1
Cycle Q Clear(g_c), s 28.1 18.5 13.4 8.9 17.9 15.1
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 1166 516 922 2303 345 729
V/C Ratio(X) 0.82 0.60 0.53 0.30 0.85 0.44
Avail Cap(c_a), veh/h 1679 743 922 2821 586 944
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 32.3 29.2 33.1 7.0 41.7 18.7
Incr Delay (d2), s/veh 2.2 1.1 2.1 0.1 6.1 0.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 10.8 6.3 5.3 2.5 7.9 5.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 34.5 30.3 35.3 7.1 47.8 19.1
LnGrp LOS C C D A D B
Approach Vol, veh/h 1265 1174 616
Approach Delay, s/veh 33.5 18.7 32.8
Approach LOS C B C
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 80.5 36.0 44.5 27.8
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 90.0 30.0 54.0 37.0
Max Q Clear Time (g_c+I1), s 10.9 15.4 30.1 19.9
Green Ext Time (p_c), s 4.5 1.4 7.4 1.9
Intersection Summary
HCM 6th Ctrl Delay 27.7
HCM 6th LOS C
105: Long Lake Way & Chinden Blvd
Year 2018 Total SAT Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 38 1181 23 145 1080 52 19 17 62 110 8
Future Volume (vph) 38 1181 23 145 1080 52 19 17 62 110 8
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0
Minimum Split (s) 10.0 32.0 32.0 10.0 32.0 32.0 10.0 33.0 33.0 10.0 33.0
Total Split (s) 10.0 87.0 87.0 10.0 87.0 87.0 10.0 33.0 33.0 10.0 33.0
Total Split (%) 7.1% 62.1% 62.1% 7.1% 62.1% 62.1% 7.1% 23.6% 23.6% 7.1% 23.6%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min Min None None None None None
Act Effct Green (s) 44.9 38.7 38.7 47.3 43.6 43.6 12.7 10.3 10.3 16.1 14.3
Actuated g/C Ratio 0.57 0.49 0.49 0.60 0.56 0.56 0.16 0.13 0.13 0.21 0.18
v/c Ratio 0.14 0.75 0.03 0.68 0.60 0.06 0.08 0.08 0.22 0.46 0.16
Control Delay 6.7 19.0 0.1 25.8 14.3 0.8 27.8 36.1 5.1 35.8 15.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 6.7 19.0 0.1 25.8 14.3 0.8 27.8 36.1 5.1 35.8 15.6
LOS A B A C B A C D A D B
Approach Delay 18.3 15.1 14.9 29.5
Approach LOS B B B C
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 78.2
Natural Cycle: 85
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.75
Intersection Signal Delay: 17.3 Intersection LOS: B
Intersection Capacity Utilization 69.4% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 105: Long Lake Way & Chinden Blvd
105: Long Lake Way & Chinden Blvd
Year 2018 Total SAT Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 38 1181 23 145 1080 52 19 17 62 110 8 42
Future Volume (veh/h) 38 1181 23 145 1080 52 19 17 62 110 8 42
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1800 1800 1786 1800 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 40 1243 24 153 1137 55 20 18 65 116 8 44
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 0 2 0 0 1 0 0 0 0 0 0 0
Cap, veh/h 292 1721 780 289 1815 816 285 210 178 333 37 204
Arrive On Green 0.04 0.51 0.51 0.06 0.53 0.53 0.02 0.12 0.12 0.06 0.15 0.15
Sat Flow, veh/h 1714 3367 1525 1714 3393 1525 1714 1800 1525 1714 240 1322
Grp Volume(v), veh/h 40 1243 24 153 1137 55 20 18 65 116 0 52
Grp Sat Flow(s),veh/h/ln 1714 1683 1525 1714 1697 1525 1714 1800 1525 1714 0 1562
Q Serve(g_s), s 0.9 23.8 0.7 3.5 19.5 1.4 0.8 0.7 3.3 5.0 0.0 2.4
Cycle Q Clear(g_c), s 0.9 23.8 0.7 3.5 19.5 1.4 0.8 0.7 3.3 5.0 0.0 2.4
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.85
Lane Grp Cap(c), veh/h 292 1721 780 289 1815 816 285 210 178 333 0 241
V/C Ratio(X) 0.14 0.72 0.03 0.53 0.63 0.07 0.07 0.09 0.37 0.35 0.00 0.22
Avail Cap(c_a), veh/h 333 3274 1483 289 3300 1483 350 605 513 333 0 525
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 10.8 15.8 10.1 13.6 13.5 9.3 31.2 32.8 33.9 30.2 0.0 30.8
Incr Delay (d2), s/veh 0.1 0.8 0.0 0.9 0.5 0.0 0.0 0.1 0.5 0.2 0.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 7.4 0.2 1.1 5.9 0.5 0.4 0.3 1.2 2.0 0.0 0.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 10.8 16.6 10.1 14.5 14.1 9.4 31.3 32.9 34.4 30.4 0.0 31.0
LnGrp LOS B B B B B A C C C C A C
Approach Vol, veh/h 1307 1345 103 168
Approach Delay, s/veh 16.3 13.9 33.5 30.6
Approach LOS B B C C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.0 50.6 6.9 17.9 10.0 48.6 10.0 14.7
Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 5.0 6.0 5.0 5.0
Max Green Setting (Gmax), s 5.0 81.0 5.0 28.0 5.0 81.0 5.0 28.0
Max Q Clear Time (g_c+I1), s 2.9 21.5 2.8 4.4 5.5 25.8 7.0 5.3
Green Ext Time (p_c), s 0.0 15.0 0.0 0.1 0.0 16.7 0.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 16.6
HCM 6th LOS B
106: Linder Rd & Chinden Blvd
Year 2018 Total SAT Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 9
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 440 705 166 280 783 293 304 538 175 318 474 287
Future Volume (vph) 440 705 166 280 783 293 304 538 175 318 474 287
Turn Type Prot NA Perm Prot NA pm+ov Prot NA Perm Prot NA pm+ov
Protected Phases 1 6 5 2 7 3 8 7 4 1
Permitted Phases 6 2 8 4
Detector Phase 1 6 6 5 2 7 3 8 8 7 4 1
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 17.0 17.0 11.0 17.0 11.0 11.0 12.0 12.0 11.0 12.0 11.0
Total Split (s) 30.0 55.0 55.0 25.0 50.0 25.0 24.0 35.0 35.0 25.0 36.0 30.0
Total Split (%) 21.4% 39.3% 39.3% 17.9% 35.7% 17.9% 17.1% 25.0% 25.0% 17.9% 25.7% 21.4%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 4.0 4.0 5.0 5.0 4.0 5.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 6.0 6.0 7.0 7.0 6.0 7.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lead Lag Lag Lead Lag Lead
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min None None None None None None None
Act Effct Green (s) 21.4 40.6 40.6 15.1 34.4 57.6 15.8 24.2 24.2 16.1 24.5 53.0
Actuated g/C Ratio 0.17 0.33 0.33 0.12 0.28 0.47 0.13 0.20 0.20 0.13 0.20 0.43
v/c Ratio 0.79 0.66 0.29 0.71 0.86 0.41 0.77 0.84 0.43 0.76 0.73 0.42
Control Delay 61.3 39.2 7.2 64.1 52.9 17.6 67.1 60.9 15.4 65.7 54.5 20.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 61.3 39.2 7.2 64.1 52.9 17.6 67.1 60.9 15.4 65.7 54.5 20.5
LOS E D A E D B E E B E D C
Approach Delay 42.6 47.6 54.9 48.7
Approach LOS D D D D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 122.7
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.86
Intersection Signal Delay: 48.0 Intersection LOS: D
Intersection Capacity Utilization 83.0% ICU Level of Service E
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2018 Total SAT Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 10
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 440 705 166 280 783 293 304 538 175 318 474 287
Future Volume (veh/h) 440 705 166 280 783 293 304 538 175 318 474 287
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1772 1800 1786 1786 1744 1786 1800 1800 1786 1800
Adj Flow Rate, veh/h 458 734 173 292 816 305 317 560 182 331 494 299
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 2 2 0 1 1 4 1 0 0 1 0
Cap, veh/h 539 1122 500 358 946 603 380 664 298 398 670 548
Arrive On Green 0.16 0.33 0.33 0.11 0.28 0.28 0.12 0.20 0.20 0.12 0.20 0.20
Sat Flow, veh/h 3326 3367 1502 3326 3393 1514 3222 3393 1525 3326 3393 1525
Grp Volume(v), veh/h 458 734 173 292 816 305 317 560 182 331 494 299
Grp Sat Flow(s),veh/h/ln 1663 1683 1502 1663 1697 1514 1611 1697 1525 1663 1697 1525
Q Serve(g_s), s 14.3 19.8 9.3 9.2 24.3 16.2 10.3 17.0 11.6 10.4 14.6 16.7
Cycle Q Clear(g_c), s 14.3 19.8 9.3 9.2 24.3 16.2 10.3 17.0 11.6 10.4 14.6 16.7
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 539 1122 500 358 946 603 380 664 298 398 670 548
V/C Ratio(X) 0.85 0.65 0.35 0.82 0.86 0.51 0.83 0.84 0.61 0.83 0.74 0.55
Avail Cap(c_a), veh/h 748 1515 676 592 1368 791 544 891 400 592 923 662
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 43.4 30.3 26.8 46.6 36.5 24.2 46.0 41.3 39.2 45.9 40.2 27.2
Incr Delay (d2), s/veh 6.7 0.2 0.2 1.7 2.9 0.2 5.2 4.4 0.8 4.0 1.1 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.0 7.4 3.2 3.7 9.7 5.6 4.3 7.3 4.3 4.5 6.1 5.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 50.2 30.6 26.9 48.3 39.4 24.4 51.2 45.7 39.9 49.9 41.3 27.5
LnGrp LOS D C C D D C D D D D D C
Approach Vol, veh/h 1365 1413 1059 1124
Approach Delay, s/veh 36.7 38.0 46.3 40.2
Approach LOS D D D D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 23.3 36.7 18.6 28.0 17.5 42.5 18.8 27.9
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 24.0 43.0 18.0 29.0 19.0 48.0 19.0 28.0
Max Q Clear Time (g_c+I1), s 16.3 26.3 12.3 18.7 11.2 21.8 12.4 19.0
Green Ext Time (p_c), s 1.0 3.4 0.3 2.2 0.3 3.0 0.4 1.9
Intersection Summary
HCM 6th Ctrl Delay 39.9
HCM 6th LOS D
Appendix I Year 2024 Phase 2 Background
Traffic Level-of-Service
Worksheets
101: SH 16 & Chinden Blvd
Year 2024 Background AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT EBR WBT WBR NBT SBL SBR
Lane Configurations
Traffic Volume (vph) 422 682 55 455 198 0 383 343
Future Volume (vph) 422 682 55 455 198 0 383 343
Turn Type Prot NA Perm NA Perm NA Perm Prot
Protected Phases 1 6 2 4 8
Permitted Phases 6 2 8
Detector Phase 1 6 6 2 2 4 8 8
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 13.5 19.0 19.0 43.0 43.0 13.5 22.5 22.5
Total Split (s) 27.0 70.5 70.5 43.5 43.5 13.5 36.0 36.0
Total Split (%) 22.5% 58.8% 58.8% 36.3% 36.3% 11.3% 30.0% 30.0%
Yellow Time (s) 4.0 5.0 5.0 5.0 5.0 4.0 3.5 3.5
All-Red Time (s) 4.5 2.0 2.0 1.0 1.0 4.5 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 8.5 7.0 7.0 6.0 6.0 8.5 4.5 4.5
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min Min Min None None None
Act Effct Green (s) 18.2 53.9 53.9 28.2 28.2 5.1 31.9 31.9
Actuated g/C Ratio 0.18 0.54 0.54 0.28 0.28 0.05 0.32 0.32
v/c Ratio 0.82 0.65 0.07 0.78 0.38 0.05 0.83 0.35
Control Delay 53.2 19.8 1.3 42.2 5.9 0.4 49.3 0.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 53.2 19.8 1.3 42.2 5.9 0.4 49.3 0.9
LOS D B A D A A D A
Approach Delay 31.0 31.2 0.4
Approach LOS C C A
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 99.7
Natural Cycle: 115
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.83
Intersection Signal Delay: 29.7 Intersection LOS: C
Intersection Capacity Utilization 60.0% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 101: SH 16 & Chinden Blvd
101: SH 16 & Chinden Blvd
Year 2024 Background AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 422 682 55 0 455 198 0 0 10 383 0 343
Future Volume (veh/h) 422 682 55 0 455 198 0 0 10 383 0 343
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1730 1772 1800 0 1758 1772 1800 1800 1800 1758 1800 1772
Adj Flow Rate, veh/h 469 758 0 0 506 220 0 0 11 426 0 381
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 5 2 0 0 3 2 0 0 0 3 0 2
Cap, veh/h 539 1162 0 640 414 0 0 448 647 528 582
Arrive On Green 0.17 0.54 0.00 0.00 0.28 0.28 0.00 0.00 0.29 0.29 0.00 0.29
Sat Flow, veh/h 3196 2162 1525 0 2918 1502 0 0 1525 1699 1800 1982
Grp Volume(v), veh/h 469 758 0 0 506 220 0 0 11 426 0 381
Grp Sat Flow(s),veh/h/ln 1598 1081 1525 0 1160 1502 0 0 1525 849 1800 991
Q Serve(g_s), s 13.1 22.9 0.0 0.0 18.5 11.4 0.0 0.0 0.5 21.8 0.0 15.4
Cycle Q Clear(g_c), s 13.1 22.9 0.0 0.0 18.5 11.4 0.0 0.0 0.5 22.3 0.0 15.4
Prop In Lane 1.00 1.00 0.00 1.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 539 1162 0 640 414 0 0 448 647 528 582
V/C Ratio(X) 0.87 0.65 0.00 0.79 0.53 0.00 0.00 0.02 0.66 0.00 0.66
Avail Cap(c_a), veh/h 646 1499 0 950 615 0 0 448 733 619 682
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 37.1 15.1 0.0 0.0 30.7 28.1 0.0 0.0 23.0 31.0 0.0 28.3
Incr Delay (d2), s/veh 9.5 0.9 0.0 0.0 3.6 1.5 0.0 0.0 0.0 1.8 0.0 1.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 5.4 4.7 0.0 0.0 5.0 3.9 0.0 0.0 0.2 4.2 0.0 3.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 46.6 16.0 0.0 0.0 34.3 29.6 0.0 0.0 23.0 32.8 0.0 30.1
LnGrp LOS D B A C C A A C C A C
Approach Vol, veh/h 1227 A 726 11 807
Approach Delay, s/veh 27.7 32.9 23.0 31.5
Approach LOS C C C C
Timer - Assigned Phs 1 2 4 6 8
Phs Duration (G+Y+Rc), s 23.9 32.3 35.4 56.2 35.4
Change Period (Y+Rc), s 8.5 * 7 8.5 7.0 * 8.5
Max Green Setting (Gmax), s 18.5 * 38 5.0 63.5 * 32
Max Q Clear Time (g_c+I1), s 15.1 20.5 2.5 24.9 24.3
Green Ext Time (p_c), s 0.4 4.8 0.0 7.5 2.6
Intersection Summary
HCM 6th Ctrl Delay 30.2
HCM 6th LOS C
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.
102: Black Cat Rd & Chinden Blvd
Year 2024 Background AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Intersection
Int Delay, s/veh 48.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 18 922 123 42 607 25 34 4 93 56 10 24
Future Vol, veh/h 18 922 123 42 607 25 34 4 93 56 10 24
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 105 - - 105 - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94
Heavy Vehicles, % 0 3 0 3 3 0 0 0 0 0 0 0
Mvmt Flow 19 981 131 45 646 27 36 4 99 60 11 26
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 673 0 0 1112 0 0 1853 1848 1047 1886 1900 660
Stage 1 - - - - - - 1085 1085 - 750 750 -
Stage 2 - - - - - - 768 763 - 1136 1150 -
Critical Hdwy 4.1 - - 4.13 - - 7.1 6.5 6.2 7.1 6.5 6.2
Critical Hdwy Stg 1 - - - - - - 6.1 5.5 - 6.1 5.5 -
Critical Hdwy Stg 2 - - - - - - 6.1 5.5 - 6.1 5.5 -
Follow-up Hdwy 2.2 - - 2.227 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 927 - - 624 - - 57 75 280 ~ 54 70 467
Stage 1 - - - - - - 265 295 - 407 422 -
Stage 2 - - - - - - 397 416 - 248 275 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 927 - - 624 - - 44 68 280 ~ 31 64 467
Mov Cap-2 Maneuver - - - - - - 44 68 - ~ 31 64 -
Stage 1 - - - - - - 260 289 - 399 392 -
Stage 2 - - - - - - 339 386 - 155 270 -
Approach EB WB NB SB
HCM Control Delay, s 0.2 0.7 232.3 $ 714.2
HCM LOS F F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 113 927 - - 624 - - 45
HCM Lane V/C Ratio 1.233 0.021 - - 0.072 - - 2.128
HCM Control Delay (s) 232.3 9 - - 11.2 - -$ 714.2
HCM Lane LOS F A - - B - - F
HCM 95th %tile Q(veh) 9.1 0.1 - - 0.2 - - 10
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
103: Tree Farm Way & Chinden Blvd
Year 2024 Background AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 19 1034 18 9 640 50 5 5 113 2
Future Volume (vph) 19 1034 18 9 640 50 5 5 113 2
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 10.0 5.0 10.0
Minimum Split (s) 11.0 22.0 22.0 11.0 22.0 22.0 11.0 16.0 11.0 16.0
Total Split (s) 17.0 78.0 78.0 17.0 78.0 78.0 20.0 25.0 20.0 25.0
Total Split (%) 12.1% 55.7% 55.7% 12.1% 55.7% 55.7% 14.3% 17.9% 14.3% 17.9%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None
Act Effct Green (s) 107.8 105.7 105.7 105.2 101.1 101.1 9.2 10.0 19.1 16.7
Actuated g/C Ratio 0.77 0.76 0.76 0.75 0.72 0.72 0.07 0.07 0.14 0.12
v/c Ratio 0.05 0.84 0.02 0.07 0.55 0.05 0.07 0.14 0.67 0.16
Control Delay 5.6 22.3 0.1 6.7 13.9 0.1 49.6 36.8 71.7 19.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 5.6 22.3 0.1 6.7 13.9 0.1 49.6 36.8 71.7 19.0
LOS A C A A B A D D E B
Approach Delay 21.6 12.8 39.7 60.0
Approach LOS C B D E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 120
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.84
Intersection Signal Delay: 21.5 Intersection LOS: C
Intersection Capacity Utilization 81.6% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 103: Tree Farm Way & Chinden Blvd
103: Tree Farm Way & Chinden Blvd
Year 2024 Background AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 19 1034 18 9 640 50 5 5 11 113 2 30
Future Volume (veh/h) 19 1034 18 9 640 50 5 5 11 113 2 30
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1533 1617 1758 1800 1098 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 21 1124 20 10 696 54 5 5 12 123 2 33
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 0 2 19 13 3 0 50 0 0 0 0 0
Cap, veh/h 401 1182 867 110 1158 1005 112 30 72 263 12 198
Arrive On Green 0.02 0.67 0.67 0.01 0.66 0.66 0.01 0.06 0.06 0.08 0.14 0.14
Sat Flow, veh/h 1714 1772 1299 1540 1758 1525 1046 470 1127 1714 88 1451
Grp Volume(v), veh/h 21 1124 20 10 696 54 5 0 17 123 0 35
Grp Sat Flow(s),veh/h/ln 1714 1772 1299 1540 1758 1525 1046 0 1597 1714 0 1539
Q Serve(g_s), s 0.6 80.8 0.7 0.3 31.3 1.8 0.6 0.0 1.4 9.1 0.0 2.8
Cycle Q Clear(g_c), s 0.6 80.8 0.7 0.3 31.3 1.8 0.6 0.0 1.4 9.1 0.0 2.8
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.71 1.00 0.94
Lane Grp Cap(c), veh/h 401 1182 867 110 1158 1005 112 0 102 263 0 210
V/C Ratio(X) 0.05 0.95 0.02 0.09 0.60 0.05 0.04 0.00 0.17 0.47 0.00 0.17
Avail Cap(c_a), veh/h 501 1182 867 213 1158 1005 210 0 217 299 0 210
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 0.85 0.85 0.85 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 10.9 21.2 7.9 30.8 13.5 8.4 60.8 0.0 62.0 53.6 0.0 53.4
Incr Delay (d2), s/veh 0.0 16.7 0.0 0.1 2.0 0.1 0.1 0.0 0.3 0.5 0.0 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 33.0 0.2 0.2 11.3 0.6 0.2 0.0 0.6 4.0 0.0 1.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 10.9 37.9 7.9 30.9 15.5 8.5 60.9 0.0 62.3 54.1 0.0 53.7
LnGrp LOS B D A C B A E A E D A D
Approach Vol, veh/h 1165 760 22 158
Approach Delay, s/veh 36.9 15.2 62.0 54.0
Approach LOS D B E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.8 99.2 6.9 25.1 7.6 100.4 17.1 14.9
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 11.0 71.0 14.0 19.0 11.0 71.0 14.0 19.0
Max Q Clear Time (g_c+I1), s 2.6 33.3 2.6 4.8 2.3 82.8 11.1 3.4
Green Ext Time (p_c), s 0.0 1.8 0.0 0.1 0.0 0.0 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 30.6
HCM 6th LOS C
104: Ten Mile Rd & Chinden Blvd
Year 2024 Background AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 845 312 124 526 174 258
Future Volume (vph) 845 312 124 526 174 258
Turn Type NA Perm pm+pt NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 2 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 14.0 10.0 5.0 14.0
Minimum Split (s) 17.0 17.0 20.0 17.0 11.0 20.0
Total Split (s) 77.0 77.0 20.0 97.0 23.0 20.0
Total Split (%) 64.2% 64.2% 16.7% 80.8% 19.2% 16.7%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode Min Min None Min Max None
Act Effct Green (s) 61.5 61.5 82.7 81.7 17.2 37.3
Actuated g/C Ratio 0.55 0.55 0.74 0.73 0.15 0.33
v/c Ratio 0.94 0.37 0.46 0.44 0.75 0.48
Control Delay 41.0 6.1 15.9 7.0 67.0 18.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 41.0 6.1 15.9 7.0 67.0 18.7
LOS D A B A E B
Approach Delay 31.6 8.7 38.2
Approach LOS C A D
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 112
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.94
Intersection Signal Delay: 26.2 Intersection LOS: C
Intersection Capacity Utilization 84.6% ICU Level of Service E
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2024 Background AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 845 312 124 526 174 258
Future Volume (veh/h) 845 312 124 526 174 258
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1772 1758 1716 1786 1730 1730
Adj Flow Rate, veh/h 909 335 133 566 187 277
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 2 3 6 1 5 5
Cap, veh/h 975 819 301 1301 253 408
Arrive On Green 0.55 0.55 0.12 0.73 0.15 0.15
Sat Flow, veh/h 1772 1490 1634 1786 1647 1466
Grp Volume(v), veh/h 909 335 133 566 187 277
Grp Sat Flow(s),veh/h/ln 1772 1490 1634 1786 1647 1466
Q Serve(g_s), s 52.4 14.4 3.0 13.9 12.0 17.0
Cycle Q Clear(g_c), s 52.4 14.4 3.0 13.9 12.0 17.0
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 975 819 301 1301 253 408
V/C Ratio(X) 0.93 0.41 0.44 0.43 0.74 0.68
Avail Cap(c_a), veh/h 1122 943 305 1454 253 408
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 23.0 14.4 22.5 6.0 44.7 35.5
Incr Delay (d2), s/veh 12.7 0.3 1.0 0.2 17.5 8.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 21.7 4.3 1.9 3.7 6.0 7.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 35.7 14.8 23.5 6.2 62.1 44.3
LnGrp LOS D B C A E D
Approach Vol, veh/h 1244 699 464
Approach Delay, s/veh 30.0 9.5 51.5
Approach LOS C A D
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 87.6 19.8 67.8 23.0
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 90.0 14.0 70.0 17.0
Max Q Clear Time (g_c+I1), s 15.9 5.0 54.4 19.0
Green Ext Time (p_c), s 3.4 0.2 6.4 0.0
Intersection Summary
HCM 6th Ctrl Delay 28.2
HCM 6th LOS C
105: Long Lake Way & Chinden Blvd
Year 2024 Background AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 43 1008 52 69 601 25 40 7 122 59 2
Future Volume (vph) 43 1008 52 69 601 25 40 7 122 59 2
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0
Minimum Split (s) 10.0 16.0 16.0 10.0 16.0 16.0 10.0 15.0 15.0 10.0 15.0
Total Split (s) 18.0 87.0 87.0 18.0 87.0 87.0 15.0 20.0 20.0 15.0 20.0
Total Split (%) 12.9% 62.1% 62.1% 12.9% 62.1% 62.1% 10.7% 14.3% 14.3% 10.7% 14.3%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None
Act Effct Green (s) 102.9 97.4 97.4 105.3 98.6 98.6 19.6 10.4 10.4 14.2 10.7
Actuated g/C Ratio 0.74 0.70 0.70 0.75 0.70 0.70 0.14 0.07 0.07 0.10 0.08
v/c Ratio 0.09 0.88 0.05 0.37 0.51 0.02 0.21 0.05 0.56 0.40 0.11
Control Delay 5.2 29.8 0.4 18.8 10.6 0.3 51.1 60.7 19.5 61.7 31.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 5.2 29.8 0.4 18.8 10.6 0.3 51.1 60.7 19.5 61.7 31.5
LOS A C A B B A D E B E C
Approach Delay 27.4 11.0 28.6 56.2
Approach LOS C B C E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 100
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.88
Intersection Signal Delay: 23.0 Intersection LOS: C
Intersection Capacity Utilization 81.8% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 105: Long Lake Way & Chinden Blvd
105: Long Lake Way & Chinden Blvd
Year 2024 Background AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 43 1008 52 69 601 25 40 7 122 59 2 11
Future Volume (veh/h) 43 1008 52 69 601 25 40 7 122 59 2 11
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1758 1800 1800 1772 1800 1800 1800 1772 1800 1800 1800
Adj Flow Rate, veh/h 46 1072 55 73 639 27 43 7 130 63 2 12
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 3 0 0 2 0 0 0 2 0 0 0
Cap, veh/h 490 1184 1028 192 1200 1033 244 180 150 248 25 151
Arrive On Green 0.03 0.67 0.67 0.03 0.68 0.68 0.03 0.10 0.10 0.04 0.11 0.11
Sat Flow, veh/h 1714 1758 1525 1714 1772 1525 1714 1800 1502 1714 223 1337
Grp Volume(v), veh/h 46 1072 55 73 639 27 43 7 130 63 0 14
Grp Sat Flow(s),veh/h/ln 1714 1758 1525 1714 1772 1525 1714 1800 1502 1714 0 1559
Q Serve(g_s), s 1.1 71.4 1.7 1.8 25.5 0.8 3.1 0.5 11.9 4.6 0.0 1.1
Cycle Q Clear(g_c), s 1.1 71.4 1.7 1.8 25.5 0.8 3.1 0.5 11.9 4.6 0.0 1.1
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.86
Lane Grp Cap(c), veh/h 490 1184 1028 192 1200 1033 244 180 150 248 0 176
V/C Ratio(X) 0.09 0.91 0.05 0.38 0.53 0.03 0.18 0.04 0.87 0.25 0.00 0.08
Avail Cap(c_a), veh/h 598 1184 1028 294 1200 1033 316 193 161 296 0 176
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 8.7 19.1 7.7 27.5 11.4 7.4 54.4 57.0 62.1 53.4 0.0 55.6
Incr Delay (d2), s/veh 0.0 11.5 0.1 0.5 1.7 0.0 0.1 0.0 32.9 0.2 0.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.4 27.6 0.6 1.4 9.1 0.3 1.4 0.2 6.0 2.0 0.0 0.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 8.7 30.6 7.8 28.0 13.1 7.5 54.5 57.0 95.0 53.6 0.0 55.7
LnGrp LOS A C A C B A D E F D A E
Approach Vol, veh/h 1173 739 180 77
Approach Delay, s/veh 28.6 14.3 83.9 54.0
Approach LOS C B F D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 9.2 100.8 9.2 20.8 9.7 100.3 11.0 19.0
Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 5.0 6.0 5.0 5.0
Max Green Setting (Gmax), s 13.0 81.0 10.0 15.0 13.0 81.0 10.0 15.0
Max Q Clear Time (g_c+I1), s 3.1 27.5 5.1 3.1 3.8 73.4 6.6 13.9
Green Ext Time (p_c), s 0.0 6.6 0.0 0.0 0.0 5.3 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 29.3
HCM 6th LOS C
106: Linder Rd & Chinden Blvd
Year 2024 Background AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 10
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 323 696 93 158 445 116 115 411 178 163 303 153
Future Volume (vph) 323 696 93 158 445 116 115 411 178 163 303 153
Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 17.0 17.0 11.0 17.0 17.0 11.0 12.0 12.0 11.0 12.0 12.0
Total Split (s) 20.0 59.0 59.0 20.0 59.0 59.0 15.0 46.0 46.0 15.0 46.0 46.0
Total Split (%) 14.3% 42.1% 42.1% 14.3% 42.1% 42.1% 10.7% 32.9% 32.9% 10.7% 32.9% 32.9%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None None
Act Effct Green (s) 79.7 58.9 58.9 60.8 45.4 45.4 10.4 23.7 23.7 16.9 30.2 30.2
Actuated g/C Ratio 0.57 0.42 0.42 0.43 0.32 0.32 0.07 0.17 0.17 0.12 0.22 0.22
v/c Ratio 0.76 0.78 0.14 0.63 0.63 0.22 0.73 0.80 0.47 0.68 0.46 0.39
Control Delay 38.0 46.5 8.2 28.1 43.7 5.6 87.2 66.4 9.9 72.6 50.8 9.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 38.0 46.5 8.2 28.1 43.7 5.6 87.2 66.4 9.9 72.6 50.8 9.2
LOS D D A C D A F E A E D A
Approach Delay 40.9 34.1 55.5 46.3
Approach LOS D C E D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 80
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.80
Intersection Signal Delay: 43.7 Intersection LOS: D
Intersection Capacity Utilization 70.4% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2024 Background AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 11
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 323 696 93 158 445 116 115 411 178 163 303 153
Future Volume (veh/h) 323 696 93 158 445 116 115 411 178 163 303 153
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1730 1758 1800 1800 1772 1786 1800 1758 1772 1730 1744 1660
Adj Flow Rate, veh/h 351 757 101 172 484 126 125 447 193 177 329 166
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 5 3 0 0 2 1 0 3 2 5 4 10
Cap, veh/h 502 1223 804 357 1167 744 148 530 238 140 526 223
Arrive On Green 0.10 0.53 0.53 0.06 0.49 0.49 0.06 0.16 0.16 0.06 0.16 0.16
Sat Flow, veh/h 1647 2320 1525 1714 2374 1514 2297 3340 1502 2175 3313 1406
Grp Volume(v), veh/h 351 757 101 172 484 126 125 447 193 177 329 166
Grp Sat Flow(s),veh/h/ln 1647 1160 1525 1714 1187 1514 1149 1670 1502 1087 1657 1406
Q Serve(g_s), s 14.0 32.1 4.7 6.9 18.2 6.5 7.5 18.2 17.4 9.0 13.0 15.8
Cycle Q Clear(g_c), s 14.0 32.1 4.7 6.9 18.2 6.5 7.5 18.2 17.4 9.0 13.0 15.8
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 502 1223 804 357 1167 744 148 530 238 140 526 223
V/C Ratio(X) 0.70 0.62 0.13 0.48 0.41 0.17 0.85 0.84 0.81 1.27 0.63 0.74
Avail Cap(c_a), veh/h 502 1223 804 418 1167 744 148 930 418 140 923 392
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 17.9 23.3 16.8 18.9 22.8 19.8 64.8 57.2 56.9 65.5 55.0 56.2
Incr Delay (d2), s/veh 4.3 2.4 0.3 0.4 1.1 0.5 32.7 1.4 2.5 164.4 0.5 1.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 5.8 8.5 1.7 2.6 5.0 2.4 2.9 7.7 6.7 5.7 5.5 5.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 22.1 25.6 17.1 19.3 23.8 20.3 97.5 58.6 59.4 229.9 55.5 58.0
LnGrp LOS C C B B C C F E E F E E
Approach Vol, veh/h 1209 782 765 672
Approach Delay, s/veh 23.9 22.3 65.2 102.0
Approach LOS C C E F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 20.0 75.8 15.0 29.2 15.0 80.8 15.0 29.2
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 14.0 52.0 9.0 39.0 14.0 52.0 9.0 39.0
Max Q Clear Time (g_c+I1), s 16.0 20.2 9.5 17.8 8.9 34.1 11.0 20.2
Green Ext Time (p_c), s 0.0 1.9 0.0 1.7 0.1 2.8 0.0 2.0
Intersection Summary
HCM 6th Ctrl Delay 48.1
HCM 6th LOS D
107: Ten Mile Rd & Lost Rapids Dr
Year 2024 Background AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 12
Intersection
Int Delay, s/veh 2.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 1 1 18 47 0 27 10 405 7 17 415 6
Future Vol, veh/h 1 1 18 47 0 27 10 405 7 17 415 6
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - 0 - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96
Heavy Vehicles, % 0 0 0 0 0 0 23 6 0 0 5 0
Mvmt Flow 1 1 19 49 0 28 10 422 7 18 432 6
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 931 920 435 927 920 426 438 0 0 429 0 0
Stage 1 471 471 - 446 446 - - - - - - -
Stage 2 460 449 - 481 474 - - - - - - -
Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.33 - - 4.1 - -
Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.5 - - - - - - -
Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.5 - - - - - - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.407 - - 2.2 - -
Pot Cap-1 Maneuver 249 273 625 251 273 633 1019 - - 1141 - -
Stage 1 577 563 - 595 577 - - - - - - -
Stage 2 585 576 - 570 561 - - - - - - -
Platoon blocked, %- - - -
Mov Cap-1 Maneuver 232 264 625 236 264 633 1019 - - 1141 - -
Mov Cap-2 Maneuver 232 264 - 236 264 - - - - - - -
Stage 1 569 551 - 587 569 - - - - - - -
Stage 2 552 569 - 540 549 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 11.8 20.7 0.2 0.3
HCM LOS B C
Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1 SBL SBT SBR
Capacity (veh/h) 1019 - - 247 625 306 1141 - -
HCM Lane V/C Ratio 0.01 - - 0.008 0.03 0.252 0.016 - -
HCM Control Delay (s) 8.6 0 - 19.7 10.9 20.7 8.2 0 -
HCM Lane LOS A A - C B C A A -
HCM 95th %tile Q(veh) 0 - - 0 0.1 1 0 - -
108: Ten Mile Rd & McMillan Rd
Year 2024 Background AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 13
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 35 114 64 179 103 32 66 350 111 61 482 7
Future Volume (vph) 35 114 64 179 103 32 66 350 111 61 482 7
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0
Minimum Split (s) 10.0 35.0 35.0 10.0 36.0 36.0 10.0 29.0 29.0 10.0 29.0 29.0
Total Split (s) 10.0 38.0 38.0 12.0 40.0 40.0 12.0 40.0 40.0 10.0 38.0 38.0
Total Split (%) 10.0% 38.0% 38.0% 12.0% 40.0% 40.0% 12.0% 40.0% 40.0% 10.0% 38.0% 38.0%
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None None None Min Min None Min Min
Act Effct Green (s) 14.4 12.7 12.7 19.8 16.2 16.2 27.7 23.0 23.0 25.5 21.9 21.9
Actuated g/C Ratio 0.23 0.20 0.20 0.32 0.26 0.26 0.44 0.37 0.37 0.41 0.35 0.35
v/c Ratio 0.13 0.34 0.20 0.50 0.24 0.07 0.31 0.48 0.19 0.18 0.65 0.01
Control Delay 18.1 29.4 2.0 23.5 25.2 0.3 12.9 18.9 3.5 10.5 23.1 0.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 18.1 29.4 2.0 23.5 25.2 0.3 12.9 18.9 3.5 10.5 23.1 0.0
LOS B C A C C A B B A B C A
Approach Delay 19.3 21.7 14.9 21.4
Approach LOS B C B C
Intersection Summary
Cycle Length: 100
Actuated Cycle Length: 62.6
Natural Cycle: 85
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.65
Intersection Signal Delay: 19.1 Intersection LOS: B
Intersection Capacity Utilization 47.9% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 108: Ten Mile Rd & McMillan Rd
108: Ten Mile Rd & McMillan Rd
Year 2024 Background AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 14
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 35 114 64 179 103 32 66 350 111 61 482 7
Future Volume (veh/h) 35 114 64 179 103 32 66 350 111 61 482 7
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1561 1786 1323 1786 1786 1744 1224 1730 1772 1772 1758 1800
Adj Flow Rate, veh/h 37 121 68 190 110 34 70 372 118 65 513 7
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 17 1 34 1 1 4 41 5 2 2 3 0
Cap, veh/h 371 308 193 456 444 368 258 667 467 370 705 471
Arrive On Green 0.04 0.17 0.17 0.12 0.25 0.25 0.06 0.31 0.31 0.06 0.31 0.31
Sat Flow, veh/h 1487 1786 1121 1701 1786 1478 1166 2145 1502 1688 2285 1525
Grp Volume(v), veh/h 37 121 68 190 110 34 70 372 118 65 513 7
Grp Sat Flow(s),veh/h/ln 1487 1786 1121 1701 1786 1478 1166 1072 1502 1688 1143 1525
Q Serve(g_s), s 1.2 3.5 3.1 5.0 2.9 1.0 2.3 8.4 3.4 1.5 11.6 0.2
Cycle Q Clear(g_c), s 1.2 3.5 3.1 5.0 2.9 1.0 2.3 8.4 3.4 1.5 11.6 0.2
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 371 308 193 456 444 368 258 667 467 370 705 471
V/C Ratio(X) 0.10 0.39 0.35 0.42 0.25 0.09 0.27 0.56 0.25 0.18 0.73 0.01
Avail Cap(c_a), veh/h 442 1018 639 465 1080 893 331 1297 908 421 1303 870
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 18.5 21.3 21.1 15.7 17.4 16.7 13.7 16.6 14.9 12.8 17.8 13.9
Incr Delay (d2), s/veh 0.0 1.2 1.6 0.2 0.4 0.2 0.2 1.0 0.4 0.1 2.1 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.4 1.4 0.8 1.7 1.1 0.3 0.5 1.8 1.0 0.5 2.8 0.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 18.5 22.4 22.7 15.9 17.8 16.9 13.9 17.7 15.3 12.9 19.9 13.9
LnGrp LOS B C C B B B B B B B B B
Approach Vol, veh/h 226 334 560 585
Approach Delay, s/veh 21.9 16.6 16.7 19.1
Approach LOS C B B B
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 7.2 19.4 8.4 22.9 11.7 15.0 8.2 23.0
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 5.0 35.0 7.0 33.0 7.0 33.0 5.0 35.0
Max Q Clear Time (g_c+I1), s 3.2 4.9 4.3 13.6 7.0 5.5 3.5 10.4
Green Ext Time (p_c), s 0.0 1.0 0.0 4.3 0.0 1.2 0.0 3.9
Intersection Summary
HCM 6th Ctrl Delay 18.2
HCM 6th LOS B
101: SH 16 & Chinden Blvd
Year 2024 Background PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT EBR WBT WBR NBT SBL SBR
Lane Configurations
Traffic Volume (vph) 392 616 17 769 471 0 299 458
Future Volume (vph) 392 616 17 769 471 0 299 458
Turn Type Prot NA Perm NA Perm NA Perm Prot
Protected Phases 1 6 2 4 8
Permitted Phases 6 2 8
Detector Phase 1 6 6 2 2 4 8 8
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 13.5 19.0 19.0 43.0 43.0 12.0 37.0 37.0
Total Split (s) 29.0 86.0 86.0 57.0 57.0 12.0 42.0 42.0
Total Split (%) 20.7% 61.4% 61.4% 40.7% 40.7% 8.6% 30.0% 30.0%
Yellow Time (s) 4.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
All-Red Time (s) 4.5 2.0 2.0 1.0 1.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 8.5 7.0 7.0 6.0 6.0 7.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min Min Min None None None
Act Effct Green (s) 18.6 74.7 74.7 48.5 48.5 5.1 30.2 30.2
Actuated g/C Ratio 0.15 0.59 0.59 0.39 0.39 0.04 0.24 0.24
v/c Ratio 0.83 0.51 0.02 0.89 0.55 0.10 0.83 0.54
Control Delay 69.6 18.2 0.1 51.2 5.1 0.7 66.0 3.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 69.6 18.2 0.1 51.2 5.1 0.7 66.0 3.9
LOS E B A D A A E A
Approach Delay 37.5 33.7 0.7
Approach LOS D C A
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 125.8
Natural Cycle: 120
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.89
Intersection Signal Delay: 33.4 Intersection LOS: C
Intersection Capacity Utilization 67.8% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 101: SH 16 & Chinden Blvd
101: SH 16 & Chinden Blvd
Year 2024 Background PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 392 616 17 0 769 471 0 0 28 299 0 458
Future Volume (veh/h) 392 616 17 0 769 471 0 0 28 299 0 458
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1800 0 1786 1800 1800 1800 1800 1786 1800 1772
Adj Flow Rate, veh/h 404 635 0 0 793 486 0 0 29 308 0 472
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 1 1 0 0 1 0 0 0 0 1 0 2
Cap, veh/h 463 1278 0 912 599 0 0 416 549 491 533
Arrive On Green 0.14 0.61 0.00 0.00 0.39 0.39 0.00 0.00 0.27 0.27 0.00 0.27
Sat Flow, veh/h 3300 2107 1525 0 2947 1525 0 0 1525 1642 1800 1952
Grp Volume(v), veh/h 404 635 0 0 793 486 0 0 29 308 0 472
Grp Sat Flow(s),veh/h/ln 1650 1054 1525 0 1161 1525 0 0 1525 821 1800 976
Q Serve(g_s), s 13.9 19.7 0.0 0.0 36.5 32.9 0.0 0.0 1.6 19.8 0.0 26.9
Cycle Q Clear(g_c), s 13.9 19.7 0.0 0.0 36.5 32.9 0.0 0.0 1.6 21.5 0.0 26.9
Prop In Lane 1.00 1.00 0.00 1.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 463 1278 0 912 599 0 0 416 549 491 533
V/C Ratio(X) 0.87 0.50 0.00 0.87 0.81 0.00 0.00 0.07 0.56 0.00 0.89
Avail Cap(c_a), veh/h 583 1436 0 1021 671 0 0 416 597 543 589
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 48.8 12.9 0.0 0.0 32.5 31.4 0.0 0.0 31.2 39.2 0.0 40.4
Incr Delay (d2), s/veh 9.9 0.4 0.0 0.0 8.0 7.3 0.0 0.0 0.0 1.4 0.0 14.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.1 4.0 0.0 0.0 10.4 12.3 0.0 0.0 0.6 3.9 0.0 7.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 58.7 13.3 0.0 0.0 40.5 38.7 0.0 0.0 31.3 40.6 0.0 55.2
LnGrp LOS E B A D D A A C D A E
Approach Vol, veh/h 1039 A 1279 29 780
Approach Delay, s/veh 30.9 39.8 31.3 49.4
Approach LOS C D C D
Timer - Assigned Phs 1 2 4 6 8
Phs Duration (G+Y+Rc), s 24.8 52.5 38.6 77.3 38.6
Change Period (Y+Rc), s 8.5 * 7 7.0 7.0 7.0
Max Green Setting (Gmax), s 20.5 * 51 5.0 79.0 35.0
Max Q Clear Time (g_c+I1), s 15.9 38.5 3.6 21.7 28.9
Green Ext Time (p_c), s 0.4 7.0 0.0 6.2 2.8
Intersection Summary
HCM 6th Ctrl Delay 39.2
HCM 6th LOS D
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.
102: Black Cat Rd & Chinden Blvd
Year 2024 Background PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Intersection
Int Delay, s/veh 105.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 22 853 49 81 1157 62 51 11 46 44 6 23
Future Vol, veh/h 22 853 49 81 1157 62 51 11 46 44 6 23
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 105 - - 105 - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 98 98 98 98 98 98 98 98 98 98 98 98
Heavy Vehicles, % 0 1 0 0 1 0 2 0 0 0 0 0
Mvmt Flow 22 870 50 83 1181 63 52 11 47 45 6 23
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1244 0 0 920 0 0 2332 2349 895 2347 2343 1213
Stage 1 - - - - - - 939 939 - 1379 1379 -
Stage 2 - - - - - - 1393 1410 - 968 964 -
Critical Hdwy 4.1 - - 4.1 - - 7.12 6.5 6.2 7.1 6.5 6.2
Critical Hdwy Stg 1 - - - - - - 6.12 5.5 - 6.1 5.5 -
Critical Hdwy Stg 2 - - - - - - 6.12 5.5 - 6.1 5.5 -
Follow-up Hdwy 2.2 - - 2.2 - - 3.518 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 567 - - 750 - - ~ 26 36 342 ~ 26 37 224
Stage 1 - - - - - - 317 345 - 181 214 -
Stage 2 - - - - - - 175 207 - 308 336 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 567 - - 750 - - ~ 18 31 342 ~ 14 32 224
Mov Cap-2 Maneuver - - - - - - ~ 18 31 - ~ 14 32 -
Stage 1 - - - - - - 305 332 - 174 190 -
Stage 2 - - - - - - 135 184 - 247 323 -
Approach EB WB NB SB
HCM Control Delay, s 0.3 0.6 $ 1304.6 $ 1525.5
HCM LOS F F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 33 567 - - 750 - - 21
HCM Lane V/C Ratio 3.34 0.04 - - 0.11 - - 3.547
HCM Control Delay (s) $ 1304.6 11.6 - - 10.4 - - $ 1525.5
HCM Lane LOS F B - - B - - F
HCM 95th %tile Q(veh) 12.9 0.1 - - 0.4 - - 9.6
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
103: Tree Farm Way & Chinden Blvd
Year 2024 Background PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 25 911 8 15 1252 135 22 10 87 7
Future Volume (vph) 25 911 8 15 1252 135 22 10 87 7
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 10.0 5.0 10.0
Minimum Split (s) 11.0 22.0 22.0 11.0 22.0 22.0 11.0 16.0 11.0 16.0
Total Split (s) 20.0 80.0 80.0 20.0 80.0 80.0 23.0 17.0 23.0 17.0
Total Split (%) 14.3% 57.1% 57.1% 14.3% 57.1% 57.1% 16.4% 12.1% 16.4% 12.1%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None
Act Effct Green (s) 104.4 101.1 101.1 102.8 98.7 98.7 12.0 10.0 21.2 13.8
Actuated g/C Ratio 0.75 0.72 0.72 0.73 0.70 0.70 0.09 0.07 0.15 0.10
v/c Ratio 0.23 0.75 0.01 0.06 1.05 0.13 0.20 0.21 0.49 0.20
Control Delay 10.7 20.5 0.0 6.7 54.7 3.1 50.6 39.7 59.3 26.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 10.7 20.5 0.0 6.7 54.7 3.1 50.6 39.7 59.3 26.6
LOS B C A A D A D D E C
Approach Delay 20.1 49.2 44.8 50.5
Approach LOS C D D D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 150
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.05
Intersection Signal Delay: 38.3 Intersection LOS: D
Intersection Capacity Utilization 92.1% ICU Level of Service F
Analysis Period (min) 15
Splits and Phases: 103: Tree Farm Way & Chinden Blvd
103: Tree Farm Way & Chinden Blvd
Year 2024 Background PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 25 911 8 15 1252 135 22 10 14 87 7 25
Future Volume (veh/h) 25 911 8 15 1252 135 22 10 14 87 7 25
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1603 1800 1800 1772 1646 1646 1646 1800 1800 1800
Adj Flow Rate, veh/h 27 969 9 16 1332 144 23 11 15 93 7 27
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 1 14 0 0 2 11 11 11 0 0 0
Cap, veh/h 91 1204 916 248 1202 1002 172 43 59 231 36 137
Arrive On Green 0.02 0.67 0.67 0.03 1.00 1.00 0.02 0.07 0.07 0.06 0.11 0.11
Sat Flow, veh/h 1714 1786 1359 1714 1800 1502 1567 631 860 1714 324 1251
Grp Volume(v), veh/h 27 969 9 16 1332 144 23 0 26 93 0 34
Grp Sat Flow(s),veh/h/ln 1714 1786 1359 1714 1800 1502 1567 0 1491 1714 0 1575
Q Serve(g_s), s 0.7 54.1 0.3 0.4 93.5 0.0 1.9 0.0 2.3 6.9 0.0 2.8
Cycle Q Clear(g_c), s 0.7 54.1 0.3 0.4 93.5 0.0 1.9 0.0 2.3 6.9 0.0 2.8
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.58 1.00 0.79
Lane Grp Cap(c), veh/h 91 1204 916 248 1202 1002 172 0 102 231 0 172
V/C Ratio(X) 0.30 0.80 0.01 0.06 1.11 0.14 0.13 0.00 0.25 0.40 0.00 0.20
Avail Cap(c_a), veh/h 223 1204 916 391 1202 1002 329 0 117 333 0 172
HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 0.26 0.26 0.26 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 38.0 16.2 7.5 17.1 0.0 0.0 58.9 0.0 61.8 54.4 0.0 56.7
Incr Delay (d2), s/veh 0.7 5.8 0.0 0.0 52.5 0.1 0.1 0.0 0.5 0.4 0.0 0.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.6 20.3 0.1 0.2 17.5 0.0 0.8 0.0 0.9 3.0 0.0 1.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 38.7 22.0 7.5 17.1 52.5 0.1 59.0 0.0 62.3 54.9 0.0 57.1
LnGrp LOS D C A B F A E A E D A E
Approach Vol, veh/h 1005 1492 49 127
Approach Delay, s/veh 22.3 47.1 60.7 55.5
Approach LOS C D E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 9.3 100.5 9.0 21.3 8.3 101.4 14.7 15.6
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 14.0 73.0 17.0 11.0 14.0 73.0 17.0 11.0
Max Q Clear Time (g_c+I1), s 2.7 95.5 3.9 4.8 2.4 56.1 8.9 4.3
Green Ext Time (p_c), s 0.0 0.0 0.0 0.0 0.0 2.7 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 38.4
HCM 6th LOS D
104: Ten Mile Rd & Chinden Blvd
Year 2024 Background PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 730 279 315 962 437 266
Future Volume (vph) 730 279 315 962 437 266
Turn Type NA Perm pm+pt NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 2 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 5.0 10.0 5.0 5.0
Minimum Split (s) 17.0 17.0 11.0 17.0 11.0 11.0
Total Split (s) 60.0 60.0 32.0 92.0 48.0 32.0
Total Split (%) 42.9% 42.9% 22.9% 65.7% 34.3% 22.9%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode C-Min C-Min None C-Min Max None
Act Effct Green (s) 54.0 54.0 86.0 85.0 42.0 73.0
Actuated g/C Ratio 0.39 0.39 0.61 0.61 0.30 0.52
v/c Ratio 1.12 0.46 0.95 0.94 0.91 0.34
Control Delay 113.3 30.7 59.0 40.0 69.7 15.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 113.3 30.7 59.0 40.0 69.7 15.4
LOS F C E D E B
Approach Delay 90.4 44.7 49.2
Approach LOS F D D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 113 (81%), Referenced to phase 2:WBTL and 6:EBT, Start of Green
Natural Cycle: 130
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.12
Intersection Signal Delay: 61.2 Intersection LOS: E
Intersection Capacity Utilization 100.4% ICU Level of Service G
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2024 Background PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 730 279 315 962 437 266
Future Volume (veh/h) 730 279 315 962 437 266
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1800 1772 1786 1800 1800 1786
Adj Flow Rate, veh/h 777 297 335 1023 465 283
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 2 1 0 0 1
Cap, veh/h 694 579 356 1093 514 725
Arrive On Green 0.13 0.13 0.18 0.61 0.30 0.30
Sat Flow, veh/h 1800 1502 1701 1800 1714 1514
Grp Volume(v), veh/h 777 297 335 1023 465 283
Grp Sat Flow(s),veh/h/ln 1800 1502 1701 1800 1714 1514
Q Serve(g_s), s 54.0 25.9 22.9 72.4 36.5 16.8
Cycle Q Clear(g_c), s 54.0 25.9 22.9 72.4 36.5 16.8
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 694 579 356 1093 514 725
V/C Ratio(X) 1.12 0.51 0.94 0.94 0.90 0.39
Avail Cap(c_a), veh/h 694 579 367 1093 514 725
HCM Platoon Ratio 0.33 0.33 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.61 0.61 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 61.1 48.8 45.8 25.0 47.1 23.4
Incr Delay (d2), s/veh 66.1 2.0 31.9 15.6 21.9 1.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 38.7 10.7 14.3 31.5 18.4 6.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 127.2 50.8 77.6 40.7 69.0 25.0
LnGrp LOS F D E D E C
Approach Vol, veh/h 1074 1358 748
Approach Delay, s/veh 106.1 49.8 52.3
Approach LOS F D D
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 92.0 31.0 61.0 48.0
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 85.0 26.0 53.0 42.0
Max Q Clear Time (g_c+I1), s 74.4 24.9 56.0 38.5
Green Ext Time (p_c), s 5.0 0.1 0.0 1.0
Intersection Summary
HCM 6th Ctrl Delay 69.4
HCM 6th LOS E
105: Long Lake Way & Chinden Blvd
Year 2024 Background PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 28 909 59 177 1209 53 56 8 114 61 7
Future Volume (vph) 28 909 59 177 1209 53 56 8 114 61 7
Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm Perm NA
Protected Phases 1 6 5 2 8 4
Permitted Phases 6 6 2 2 8 8 4
Detector Phase 1 6 6 5 2 2 8 8 8 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0
Minimum Split (s) 10.0 16.0 16.0 10.0 16.0 16.0 15.0 15.0 15.0 15.0 15.0
Total Split (s) 20.0 95.0 95.0 20.0 95.0 95.0 25.0 25.0 25.0 25.0 25.0
Total Split (%) 14.3% 67.9% 67.9% 14.3% 67.9% 67.9% 17.9% 17.9% 17.9% 17.9% 17.9%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None
Act Effct Green (s) 110.4 104.3 104.3 116.8 110.7 110.7 12.2 12.2 12.2 12.2 12.2
Actuated g/C Ratio 0.79 0.74 0.74 0.83 0.79 0.79 0.09 0.09 0.09 0.09 0.09
v/c Ratio 0.15 0.71 0.05 0.47 0.88 0.05 0.50 0.05 0.49 0.55 0.15
Control Delay 1.2 5.0 0.0 6.3 19.2 3.9 75.2 57.4 16.9 79.0 32.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 1.2 5.0 0.0 6.3 19.2 3.9 75.2 57.4 16.9 79.0 32.0
LOS A A A A B A E E B E C
Approach Delay 4.6 17.0 37.0 66.4
Approach LOS A B D E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.88
Intersection Signal Delay: 15.3 Intersection LOS: B
Intersection Capacity Utilization 94.9% ICU Level of Service F
Analysis Period (min) 15
Splits and Phases: 105: Long Lake Way & Chinden Blvd
105: Long Lake Way & Chinden Blvd
Year 2024 Background PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 28 909 59 177 1209 53 56 8 114 61 7 16
Future Volume (veh/h) 28 909 59 177 1209 53 56 8 114 61 7 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1800 1800 1800 1800 1800 1800 1786 1758 1800 1800
Adj Flow Rate, veh/h 29 937 61 182 1246 55 58 8 118 63 7 16
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 0 1 0 0 0 0 0 0 1 3 0 0
Cap, veh/h 201 1346 1150 396 1385 1173 163 166 140 162 45 103
Arrive On Green 0.02 0.75 0.75 0.04 0.77 0.77 0.09 0.09 0.09 0.09 0.09 0.09
Sat Flow, veh/h 1714 1786 1525 1714 1800 1525 1410 1800 1514 1255 487 1113
Grp Volume(v), veh/h 29 937 61 182 1246 55 58 8 118 63 0 23
Grp Sat Flow(s),veh/h/ln 1714 1786 1525 1714 1800 1525 1410 1800 1514 1255 0 1600
Q Serve(g_s), s 0.5 38.1 1.4 3.4 72.6 1.2 5.5 0.6 10.7 6.7 0.0 1.9
Cycle Q Clear(g_c), s 0.5 38.1 1.4 3.4 72.6 1.2 7.4 0.6 10.7 7.3 0.0 1.9
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.70
Lane Grp Cap(c), veh/h 201 1346 1150 396 1385 1173 163 166 140 162 0 148
V/C Ratio(X) 0.14 0.70 0.05 0.46 0.90 0.05 0.36 0.05 0.84 0.39 0.00 0.16
Avail Cap(c_a), veh/h 343 1346 1150 511 1385 1173 234 257 216 226 0 229
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 22.5 8.9 4.4 10.9 12.1 3.9 61.9 57.9 62.6 61.3 0.0 58.5
Incr Delay (d2), s/veh 0.1 3.0 0.1 0.3 9.6 0.1 0.5 0.0 10.1 0.6 0.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.5 12.1 0.4 1.8 23.9 0.3 2.0 0.3 4.6 2.2 0.0 0.8
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 22.6 11.9 4.5 11.2 21.7 3.9 62.4 58.0 72.6 61.8 0.0 58.7
LnGrp LOS C B A B C A E E E E A E
Approach Vol, veh/h 1027 1483 184 86
Approach Delay, s/veh 11.8 19.8 68.8 61.0
Approach LOS B B E E
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 8.4 113.7 17.9 10.6 111.5 17.9
Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0
Max Green Setting (Gmax), s 15.0 89.0 20.0 15.0 89.0 20.0
Max Q Clear Time (g_c+I1), s 2.5 74.6 9.3 5.4 40.1 12.7
Green Ext Time (p_c), s 0.0 10.5 0.1 0.1 12.9 0.2
Intersection Summary
HCM 6th Ctrl Delay 21.4
HCM 6th LOS C
106: Linder Rd & Chinden Blvd
Year 2024 Background PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 10
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 312 635 171 311 876 305 291 567 164 373 598 336
Future Volume (vph) 312 635 171 311 876 305 291 567 164 373 598 336
Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 17.0 17.0 11.0 17.0 17.0 11.0 12.0 12.0 11.0 12.0 12.0
Total Split (s) 20.0 59.0 59.0 20.0 59.0 59.0 15.0 46.0 46.0 15.0 46.0 46.0
Total Split (%) 14.3% 42.1% 42.1% 14.3% 42.1% 42.1% 10.7% 32.9% 32.9% 10.7% 32.9% 32.9%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None None
Act Effct Green (s) 74.3 51.9 51.9 74.3 51.9 51.9 9.1 31.5 31.5 9.1 31.5 31.5
Actuated g/C Ratio 0.53 0.37 0.37 0.53 0.37 0.37 0.06 0.22 0.22 0.06 0.22 0.22
v/c Ratio 1.03 0.78 0.27 0.91 0.98 0.45 1.96 0.77 0.38 2.73 0.80 0.67
Control Delay 92.0 55.9 20.1 61.7 69.1 12.9 484.9 57.6 11.7 819.3 59.3 21.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 92.0 55.9 20.1 61.7 69.1 12.9 484.9 57.6 11.7 819.3 59.3 21.9
LOS F E C E E B F E B F E C
Approach Delay 60.5 56.1 171.9 266.9
Approach LOS E E F F
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 130
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 2.73
Intersection Signal Delay: 136.8 Intersection LOS: F
Intersection Capacity Utilization 93.2% ICU Level of Service F
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2024 Background PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 11
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 312 635 171 311 876 305 291 567 164 373 598 336
Future Volume (veh/h) 312 635 171 311 876 305 291 567 164 373 598 336
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1800 1786 1800 1786 1800 1786 1758 1786 1800 1772
Adj Flow Rate, veh/h 322 655 176 321 903 314 300 585 169 385 616 346
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 0 2 0 1 0 1 0 1 3 1 0 2
Cap, veh/h 248 903 607 324 989 602 152 855 375 140 862 378
Arrive On Green 0.10 0.40 0.40 0.10 0.40 0.40 0.06 0.25 0.25 0.06 0.25 0.25
Sat Flow, veh/h 1714 2268 1525 1701 2484 1514 2366 3393 1490 2177 3420 1502
Grp Volume(v), veh/h 322 655 176 321 903 314 300 585 169 385 616 346
Grp Sat Flow(s),veh/h/ln 1714 1134 1525 1701 1242 1514 1183 1697 1490 1089 1710 1502
Q Serve(g_s), s 14.0 34.2 11.0 14.0 48.1 22.1 9.0 21.8 13.4 9.0 23.0 31.4
Cycle Q Clear(g_c), s 14.0 34.2 11.0 14.0 48.1 22.1 9.0 21.8 13.4 9.0 23.0 31.4
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 248 903 607 324 989 602 152 855 375 140 862 378
V/C Ratio(X) 1.30 0.73 0.29 0.99 0.91 0.52 1.97 0.68 0.45 2.75 0.71 0.91
Avail Cap(c_a), veh/h 248 903 607 324 989 602 152 945 415 140 953 418
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 38.7 35.7 28.7 33.3 39.9 32.0 65.5 47.3 44.2 65.5 47.8 50.9
Incr Delay (d2), s/veh 160.5 5.1 1.2 47.6 14.1 3.2 460.5 1.3 0.3 807.6 1.8 22.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 16.6 9.6 4.2 10.4 15.7 8.5 12.4 9.3 4.9 18.2 10.1 13.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 199.2 40.7 29.9 80.9 54.0 35.2 526.0 48.7 44.5 873.1 49.6 72.9
LnGrp LOS F D C F D D F D D F D E
Approach Vol, veh/h 1153 1538 1054 1347
Approach Delay, s/veh 83.3 55.8 183.9 290.9
Approach LOS F E F F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 20.0 62.7 15.0 42.3 20.0 62.7 15.0 42.3
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 14.0 52.0 9.0 39.0 14.0 52.0 9.0 39.0
Max Q Clear Time (g_c+I1), s 16.0 50.1 11.0 33.4 16.0 36.2 11.0 23.8
Green Ext Time (p_c), s 0.0 0.9 0.0 1.9 0.0 2.5 0.0 2.4
Intersection Summary
HCM 6th Ctrl Delay 150.7
HCM 6th LOS F
107: Ten Mile Rd & Lost Rapids Dr
Year 2024 Background PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 12
Intersection
Int Delay, s/veh 2.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 2 3 27 27 2 26 21 678 43 47 543 5
Future Vol, veh/h 2 3 27 27 2 26 21 678 43 47 543 5
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - 0 - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 98 98 98 98 98 98 98 98 98 98 98 98
Heavy Vehicles, % 0 0 0 0 0 0 0 0 0 0 2 0
Mvmt Flow 2 3 28 28 2 27 21 692 44 48 554 5
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1424 1431 557 1424 1411 714 559 0 0 736 0 0
Stage 1 653 653 - 756 756 - - - - - - -
Stage 2 771 778 - 668 655 - - - - - - -
Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.1 - - 4.1 - -
Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.5 - - - - - - -
Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.5 - - - - - - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.2 - - 2.2 - -
Pot Cap-1 Maneuver 115 136 534 115 140 435 1022 - - 879 - -
Stage 1 460 467 - 403 419 - - - - - - -
Stage 2 396 410 - 451 466 - - - - - - -
Platoon blocked, %- - - -
Mov Cap-1 Maneuver 98 121 534 98 124 435 1022 - - 879 - -
Mov Cap-2 Maneuver 98 121 - 98 124 - - - - - - -
Stage 1 444 430 - 389 404 - - - - - - -
Stage 2 357 396 - 391 429 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 16.3 40.2 0.2 0.7
HCM LOS C E
Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1 SBL SBT SBR
Capacity (veh/h) 1022 - - 111 534 157 879 - -
HCM Lane V/C Ratio 0.021 - - 0.046 0.052 0.357 0.055 - -
HCM Control Delay (s) 8.6 0 - 39 12.1 40.2 9.3 0 -
HCM Lane LOS A A - E B E A A -
HCM 95th %tile Q(veh) 0.1 - - 0.1 0.2 1.5 0.2 - -
108: Ten Mile Rd & McMillan Rd
Year 2024 Background PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 13
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 34 153 41 194 300 61 177 609 198 141 563 28
Future Volume (vph) 34 153 41 194 300 61 177 609 198 141 563 28
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0
Minimum Split (s) 10.0 35.0 35.0 10.0 36.0 36.0 10.0 29.0 29.0 10.0 29.0 29.0
Total Split (s) 10.0 37.0 37.0 11.0 38.0 38.0 17.0 38.0 38.0 14.0 35.0 35.0
Total Split (%) 10.0% 37.0% 37.0% 11.0% 38.0% 38.0% 17.0% 38.0% 38.0% 14.0% 35.0% 35.0%
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None None None Min Min None Min Min
Act Effct Green (s) 23.4 18.2 18.2 27.5 24.3 24.3 37.0 27.7 27.7 34.5 26.4 26.4
Actuated g/C Ratio 0.29 0.22 0.22 0.34 0.30 0.30 0.46 0.34 0.34 0.43 0.33 0.33
v/c Ratio 0.12 0.39 0.10 0.53 0.58 0.12 0.62 0.78 0.34 0.56 0.74 0.05
Control Delay 18.7 30.1 0.4 26.2 31.4 0.4 22.1 32.4 10.4 22.3 32.3 0.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 18.7 30.1 0.4 26.2 31.4 0.4 22.1 32.4 10.4 22.3 32.3 0.1
LOS B C A C C A C C B C C A
Approach Delay 23.0 26.2 26.2 29.1
Approach LOS C C C C
Intersection Summary
Cycle Length: 100
Actuated Cycle Length: 80.9
Natural Cycle: 85
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.78
Intersection Signal Delay: 26.8 Intersection LOS: C
Intersection Capacity Utilization 64.3% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 108: Ten Mile Rd & McMillan Rd
108: Ten Mile Rd & McMillan Rd
Year 2024 Background PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 14
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 34 153 41 194 300 61 177 609 198 141 563 28
Future Volume (veh/h) 34 153 41 194 300 61 177 609 198 141 563 28
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1800 1800 1800 1800 1800 1786 1786 1786 1800 1786 1800
Adj Flow Rate, veh/h 35 159 43 202 312 64 184 634 206 147 586 29
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 0 0 0 0 0 1 1 1 0 1 0
Cap, veh/h 242 318 270 380 416 353 374 841 532 324 812 510
Arrive On Green 0.04 0.18 0.18 0.09 0.23 0.23 0.10 0.35 0.35 0.08 0.33 0.33
Sat Flow, veh/h 1714 1800 1525 1714 1800 1525 1701 2393 1514 1714 2429 1525
Grp Volume(v), veh/h 35 159 43 202 312 64 184 634 206 147 586 29
Grp Sat Flow(s),veh/h/ln 1714 1800 1525 1714 1800 1525 1701 1197 1514 1714 1214 1525
Q Serve(g_s), s 1.1 5.3 1.6 6.0 10.7 2.2 4.6 15.5 6.8 3.6 14.1 0.9
Cycle Q Clear(g_c), s 1.1 5.3 1.6 6.0 10.7 2.2 4.6 15.5 6.8 3.6 14.1 0.9
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 242 318 270 380 416 353 374 841 532 324 812 510
V/C Ratio(X) 0.14 0.50 0.16 0.53 0.75 0.18 0.49 0.75 0.39 0.45 0.72 0.06
Avail Cap(c_a), veh/h 309 868 735 380 895 758 516 1190 752 419 1098 689
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 21.4 24.7 23.1 20.3 23.7 20.5 13.9 19.0 16.2 14.5 19.4 15.0
Incr Delay (d2), s/veh 0.1 1.7 0.4 0.7 3.8 0.3 0.4 2.3 0.7 0.4 2.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.4 2.2 0.6 2.4 4.5 0.8 1.5 4.0 2.1 1.2 3.7 0.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 21.5 26.4 23.5 21.1 27.6 20.8 14.3 21.3 16.8 14.8 21.4 15.1
LnGrp LOS C C C C C C B C B B C B
Approach Vol, veh/h 237 578 1024 762
Approach Delay, s/veh 25.2 24.6 19.1 19.9
Approach LOS C C B B
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 7.4 20.4 11.5 27.2 11.0 16.7 10.3 28.3
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 5.0 33.0 12.0 30.0 6.0 32.0 9.0 33.0
Max Q Clear Time (g_c+I1), s 3.1 12.7 6.6 16.1 8.0 7.3 5.6 17.5
Green Ext Time (p_c), s 0.0 2.7 0.1 4.3 0.0 1.3 0.1 5.8
Intersection Summary
HCM 6th Ctrl Delay 21.1
HCM 6th LOS C
101: SH 16 & Chinden Blvd
Year 2024 Background SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT EBR WBT WBR NBT SBL SBR
Lane Configurations
Traffic Volume (vph) 249 723 23 481 278 0 368 311
Future Volume (vph) 249 723 23 481 278 0 368 311
Turn Type Prot NA Perm NA Perm NA Perm Prot
Protected Phases 1 6 2 4 8
Permitted Phases 6 2 8
Detector Phase 1 6 6 2 2 4 8 8
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 13.5 19.0 19.0 43.0 43.0 12.0 19.0 19.0
Total Split (s) 22.0 66.0 66.0 44.0 44.0 12.0 42.0 42.0
Total Split (%) 18.3% 55.0% 55.0% 36.7% 36.7% 10.0% 35.0% 35.0%
Yellow Time (s) 4.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
All-Red Time (s) 4.5 2.0 2.0 1.0 1.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 8.5 7.0 7.0 6.0 6.0 7.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min Min Min None Min Min
Act Effct Green (s) 11.8 49.3 49.3 29.6 29.6 5.3 29.1 29.1
Actuated g/C Ratio 0.12 0.51 0.51 0.31 0.31 0.05 0.30 0.30
v/c Ratio 0.67 0.71 0.03 0.74 0.44 0.05 0.81 0.34
Control Delay 53.1 24.3 0.0 38.9 5.7 0.4 47.9 0.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 53.1 24.3 0.0 38.9 5.7 0.4 47.9 0.9
LOS D C A D A A D A
Approach Delay 30.9 26.7 0.4
Approach LOS C C A
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 97
Natural Cycle: 100
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.81
Intersection Signal Delay: 28.2 Intersection LOS: C
Intersection Capacity Utilization 57.2% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 101: SH 16 & Chinden Blvd
101: SH 16 & Chinden Blvd
Year 2024 Background SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 249 723 23 0 481 278 0 0 12 368 0 311
Future Volume (veh/h) 249 723 23 0 481 278 0 0 12 368 0 311
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1800 0 1786 1800 1800 1800 1800 1800 1800 1786
Adj Flow Rate, veh/h 265 769 0 0 512 296 0 0 13 391 0 331
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 1 1 0 0 1 0 0 0 0 0 0 1
Cap, veh/h 351 1106 0 686 458 0 0 464 694 547 589
Arrive On Green 0.11 0.52 0.00 0.00 0.30 0.30 0.00 0.00 0.30 0.30 0.00 0.30
Sat Flow, veh/h 3300 2143 1525 0 2929 1525 0 0 1525 1708 1800 1937
Grp Volume(v), veh/h 265 769 0 0 512 296 0 0 13 391 0 331
Grp Sat Flow(s),veh/h/ln 1650 1072 1525 0 1143 1525 0 0 1525 854 1800 969
Q Serve(g_s), s 6.1 21.1 0.0 0.0 15.7 13.1 0.0 0.0 0.5 16.2 0.0 11.1
Cycle Q Clear(g_c), s 6.1 21.1 0.0 0.0 15.7 13.1 0.0 0.0 0.5 16.7 0.0 11.1
Prop In Lane 1.00 1.00 0.00 1.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 351 1106 0 686 458 0 0 464 694 547 589
V/C Ratio(X) 0.76 0.70 0.00 0.75 0.65 0.00 0.00 0.03 0.56 0.00 0.56
Avail Cap(c_a), veh/h 573 1627 0 1118 746 0 0 464 944 811 872
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 33.7 14.2 0.0 0.0 24.5 23.6 0.0 0.0 19.0 24.8 0.0 22.7
Incr Delay (d2), s/veh 1.3 1.1 0.0 0.0 2.3 2.2 0.0 0.0 0.0 1.0 0.0 1.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.3 4.0 0.0 0.0 3.9 4.3 0.0 0.0 0.1 2.9 0.0 2.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 35.0 15.3 0.0 0.0 26.8 25.8 0.0 0.0 19.0 25.9 0.0 23.9
LnGrp LOS D B A C C A A B C A C
Approach Vol, veh/h 1034 A 808 13 722
Approach Delay, s/veh 20.4 26.5 19.0 25.0
Approach LOS C C B C
Timer - Assigned Phs 1 2 4 6 8
Phs Duration (G+Y+Rc), s 16.8 30.3 30.6 47.1 30.6
Change Period (Y+Rc), s 8.5 * 7 7.0 7.0 7.0
Max Green Setting (Gmax), s 13.5 * 38 5.0 59.0 35.0
Max Q Clear Time (g_c+I1), s 8.1 17.7 2.5 23.1 18.7
Green Ext Time (p_c), s 0.2 5.6 0.0 7.6 5.0
Intersection Summary
HCM 6th Ctrl Delay 23.6
HCM 6th LOS C
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.
102: Black Cat Rd & Chinden Blvd
Year 2024 Background SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Intersection
Int Delay, s/veh 89.9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 21 1007 52 60 825 50 48 13 49 43 12 18
Future Vol, veh/h 21 1007 52 60 825 50 48 13 49 43 12 18
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 105 - - 105 - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95
Heavy Vehicles, % 0 2 0 2 2 0 2 0 3 0 0 0
Mvmt Flow 22 1060 55 63 868 53 51 14 52 45 13 19
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 921 0 0 1115 0 0 2169 2179 1088 2186 2180 895
Stage 1 - - - - - - 1132 1132 - 1021 1021 -
Stage 2 - - - - - - 1037 1047 - 1165 1159 -
Critical Hdwy 4.1 - - 4.12 - - 7.12 6.5 6.23 7.1 6.5 6.2
Critical Hdwy Stg 1 - - - - - - 6.12 5.5 - 6.1 5.5 -
Critical Hdwy Stg 2 - - - - - - 6.12 5.5 - 6.1 5.5 -
Follow-up Hdwy 2.2 - - 2.218 - - 3.518 4 3.327 3.5 4 3.3
Pot Cap-1 Maneuver 750 - - 626 - - ~ 34 47 261 ~ 33 47 342
Stage 1 - - - - - - 247 281 - 288 316 -
Stage 2 - - - - - - 279 308 - 239 272 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 750 - - 626 - - ~ 22 41 261 ~ 18 41 342
Mov Cap-2 Maneuver - - - - - - ~ 22 41 - ~ 18 41 -
Stage 1 - - - - - - 240 273 - 280 284 -
Stage 2 - - - - - - 226 277 - 177 264 -
Approach EB WB NB SB
HCM Control Delay, s 0.2 0.7 $ 1032.4 $ 1139.6
HCM LOS F F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 41 750 - - 626 - - 27
HCM Lane V/C Ratio 2.824 0.029 - - 0.101 - - 2.846
HCM Control Delay (s) $ 1032.4 9.9 - - 11.4 - - $ 1139.6
HCM Lane LOS F A - - B - - F
HCM 95th %tile Q(veh) 12.8 0.1 - - 0.3 - - 9.3
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
103: Tree Farm Way & Chinden Blvd
Year 2024 Background SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Lane Group EBL EBT EBR WBL WBT WBR NBT SBL SBT Ø3
Lane Configurations
Traffic Volume (vph) 13 1082 3 16 906 129 3 94 3
Future Volume (vph) 13 1082 3 16 906 129 3 94 3
Turn Type pm+pt NA Perm pm+pt NA Perm NA pm+pt NA
Protected Phases 1 6 5 2 8 7 4 3
Permitted Phases 6 6 2 2 4
Detector Phase 1 6 6 5 2 2 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 10.0 5.0 10.0 5.0
Minimum Split (s) 11.0 22.0 22.0 11.0 22.0 22.0 16.0 11.0 16.0 11.0
Total Split (s) 11.0 82.0 82.0 11.0 82.0 82.0 16.0 11.0 16.0 11.0
Total Split (%) 9.2% 68.3% 68.3% 9.2% 68.3% 68.3% 13.3% 9.2% 13.3% 9%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lead Lag Lead
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min Min None None None None
Act Effct Green (s) 78.9 76.1 76.1 78.9 76.1 76.1 10.1 14.0 14.0
Actuated g/C Ratio 0.74 0.71 0.71 0.74 0.71 0.71 0.09 0.13 0.13
v/c Ratio 0.05 0.89 0.00 0.10 0.75 0.12 0.08 0.56 0.14
Control Delay 4.7 26.0 0.0 5.5 17.2 1.7 30.5 56.6 17.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 4.7 26.0 0.0 5.5 17.2 1.7 30.5 56.6 17.4
LOS A C A A B A C E B
Approach Delay 25.7 15.1 30.5 46.6
Approach LOS C B C D
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 107.2
Natural Cycle: 110
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.89
Intersection Signal Delay: 22.0 Intersection LOS: C
Intersection Capacity Utilization 83.1% ICU Level of Service E
Analysis Period (min) 15
Splits and Phases: 103: Tree Farm Way & Chinden Blvd
103: Tree Farm Way & Chinden Blvd
Year 2024 Background SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 13 1082 3 16 906 129 0 3 10 94 3 29
Future Volume (veh/h) 13 1082 3 16 906 129 0 3 10 94 3 29
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1660 1772 1800 1800 1772 1786 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 13 1115 3 16 934 133 0 3 10 97 3 30
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 10 2 0 0 2 1 0 0 0 0 0 0
Cap, veh/h 213 1139 981 114 1144 977 162 25 83 229 24 236
Arrive On Green 0.01 0.64 0.64 0.02 0.65 0.65 0.00 0.07 0.07 0.05 0.17 0.17
Sat Flow, veh/h 1581 1772 1525 1714 1772 1514 1714 365 1216 1714 141 1406
Grp Volume(v), veh/h 13 1115 3 16 934 133 0 0 13 97 0 33
Grp Sat Flow(s),veh/h/ln 1581 1772 1525 1714 1772 1514 1714 0 1581 1714 0 1547
Q Serve(g_s), s 0.3 67.1 0.1 0.4 43.7 3.8 0.0 0.0 0.9 5.0 0.0 2.0
Cycle Q Clear(g_c), s 0.3 67.1 0.1 0.4 43.7 3.8 0.0 0.0 0.9 5.0 0.0 2.0
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.77 1.00 0.91
Lane Grp Cap(c), veh/h 213 1139 981 114 1144 977 162 0 108 229 0 260
V/C Ratio(X) 0.06 0.98 0.00 0.14 0.82 0.14 0.00 0.00 0.12 0.42 0.00 0.13
Avail Cap(c_a), veh/h 261 1201 1034 161 1201 1026 238 0 143 229 0 260
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 15.3 19.0 7.1 27.4 14.7 7.6 0.0 0.0 48.4 44.6 0.0 39.2
Incr Delay (d2), s/veh 0.0 20.2 0.0 0.2 3.9 0.0 0.0 0.0 0.2 0.5 0.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 27.4 0.0 0.2 14.9 1.2 0.0 0.0 0.3 2.6 0.0 0.8
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 15.3 39.3 7.1 27.6 18.6 7.6 0.0 0.0 48.6 45.1 0.0 39.3
LnGrp LOS B D A C B A A A D D A D
Approach Vol, veh/h 1131 1083 13 130
Approach Delay, s/veh 38.9 17.4 48.6 43.6
Approach LOS D B D D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 7.6 78.5 0.0 24.6 7.9 78.2 11.0 13.6
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 5.0 75.0 5.0 10.0 5.0 75.0 5.0 10.0
Max Q Clear Time (g_c+I1), s 2.3 45.7 0.0 4.0 2.4 69.1 7.0 2.9
Green Ext Time (p_c), s 0.0 2.8 0.0 0.0 0.0 2.1 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 29.3
HCM 6th LOS C
104: Ten Mile Rd & Chinden Blvd
Year 2024 Background SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 852 334 277 773 275 292
Future Volume (vph) 852 334 277 773 275 292
Turn Type NA Perm pm+pt NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 2 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 5.0 10.0 5.0 5.0
Minimum Split (s) 17.0 17.0 11.0 17.0 11.0 11.0
Total Split (s) 73.0 73.0 19.0 92.0 28.0 19.0
Total Split (%) 60.8% 60.8% 15.8% 76.7% 23.3% 15.8%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode Min Min None Min None None
Act Effct Green (s) 60.0 60.0 80.2 79.1 21.0 40.2
Actuated g/C Ratio 0.53 0.53 0.71 0.70 0.19 0.35
v/c Ratio 0.94 0.39 1.00 0.64 0.90 0.48
Control Delay 43.7 7.4 81.1 12.2 76.8 19.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 43.7 7.4 81.1 12.2 76.8 19.2
LOS D A F B E B
Approach Delay 33.5 30.4 47.1
Approach LOS C C D
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 113.3
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 1.00
Intersection Signal Delay: 35.1 Intersection LOS: D
Intersection Capacity Utilization 95.4% ICU Level of Service F
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2024 Background SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 852 334 277 773 275 292
Future Volume (veh/h) 852 334 277 773 275 292
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1772 1758 1800 1786 1800 1800
Adj Flow Rate, veh/h 878 344 286 797 284 301
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 2 3 0 1 0 0
Cap, veh/h 935 786 290 1242 326 465
Arrive On Green 0.53 0.53 0.11 0.70 0.19 0.19
Sat Flow, veh/h 1772 1490 1714 1786 1714 1525
Grp Volume(v), veh/h 878 344 286 797 284 301
Grp Sat Flow(s),veh/h/ln 1772 1490 1714 1786 1714 1525
Q Serve(g_s), s 52.6 16.1 12.7 27.8 18.2 19.4
Cycle Q Clear(g_c), s 52.6 16.1 12.7 27.8 18.2 19.4
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 935 786 290 1242 326 465
V/C Ratio(X) 0.94 0.44 0.99 0.64 0.87 0.65
Avail Cap(c_a), veh/h 1032 868 290 1340 333 471
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 25.1 16.4 35.1 9.5 44.5 34.1
Incr Delay (d2), s/veh 14.8 0.4 49.2 0.9 21.2 3.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 22.8 4.9 11.6 8.4 9.5 7.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 39.9 16.8 84.3 10.4 65.7 37.1
LnGrp LOS D B F B E D
Approach Vol, veh/h 1222 1083 585
Approach Delay, s/veh 33.4 29.9 51.0
Approach LOS C C D
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 85.8 19.0 66.8 27.5
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 85.0 13.0 66.0 22.0
Max Q Clear Time (g_c+I1), s 29.8 14.7 54.6 21.4
Green Ext Time (p_c), s 5.7 0.0 5.2 0.2
Intersection Summary
HCM 6th Ctrl Delay 35.7
HCM 6th LOS D
105: Long Lake Way & Chinden Blvd
Year 2024 Background SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 37 1090 21 152 994 56 16 18 67 113 8
Future Volume (vph) 37 1090 21 152 994 56 16 18 67 113 8
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0
Minimum Split (s) 10.0 32.0 32.0 10.0 32.0 32.0 10.0 33.0 33.0 10.0 33.0
Total Split (s) 10.0 87.0 87.0 10.0 87.0 87.0 10.0 33.0 33.0 10.0 33.0
Total Split (%) 7.1% 62.1% 62.1% 7.1% 62.1% 62.1% 7.1% 23.6% 23.6% 7.1% 23.6%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min Min None None None None None
Act Effct Green (s) 87.1 81.1 81.1 88.2 83.2 83.2 12.9 10.0 10.0 15.9 13.9
Actuated g/C Ratio 0.73 0.68 0.68 0.74 0.69 0.69 0.11 0.08 0.08 0.13 0.12
v/c Ratio 0.18 0.96 0.02 1.23 0.85 0.05 0.11 0.13 0.32 0.73 0.24
Control Delay 5.9 38.2 0.0 179.6 23.7 0.5 45.0 54.2 8.2 73.7 21.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 5.9 38.2 0.0 179.6 23.7 0.5 45.0 54.2 8.2 73.7 21.6
LOS A D A F C A D D A E C
Approach Delay 36.5 42.3 22.2 57.6
Approach LOS D D C E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 120
Natural Cycle: 145
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 1.23
Intersection Signal Delay: 39.9 Intersection LOS: D
Intersection Capacity Utilization 96.1% ICU Level of Service F
Analysis Period (min) 15
Splits and Phases: 105: Long Lake Way & Chinden Blvd
105: Long Lake Way & Chinden Blvd
Year 2024 Background SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 37 1090 21 152 994 56 16 18 67 113 8 43
Future Volume (veh/h) 37 1090 21 152 994 56 16 18 67 113 8 43
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1800 1800 1786 1800 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 39 1147 22 160 1046 59 17 19 71 119 8 45
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 0 2 0 0 1 0 0 0 0 0 0 0
Cap, veh/h 220 1173 1010 150 1202 1027 192 148 125 226 25 140
Arrive On Green 0.03 0.66 0.66 0.04 0.67 0.67 0.02 0.08 0.08 0.04 0.11 0.11
Sat Flow, veh/h 1714 1772 1525 1714 1786 1525 1714 1800 1525 1714 236 1326
Grp Volume(v), veh/h 39 1147 22 160 1046 59 17 19 71 119 0 53
Grp Sat Flow(s),veh/h/ln 1714 1772 1525 1714 1786 1525 1714 1800 1525 1714 0 1561
Q Serve(g_s), s 0.9 75.2 0.6 5.0 56.0 1.6 1.1 1.2 5.4 5.0 0.0 3.8
Cycle Q Clear(g_c), s 0.9 75.2 0.6 5.0 56.0 1.6 1.1 1.2 5.4 5.0 0.0 3.8
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.85
Lane Grp Cap(c), veh/h 220 1173 1010 150 1202 1027 192 148 125 226 0 165
V/C Ratio(X) 0.18 0.98 0.02 1.06 0.87 0.06 0.09 0.13 0.57 0.53 0.00 0.32
Avail Cap(c_a), veh/h 239 1185 1020 150 1202 1027 232 416 353 226 0 361
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 19.2 19.6 7.0 37.4 15.6 6.7 49.5 51.6 53.5 50.6 0.0 50.2
Incr Delay (d2), s/veh 0.1 20.9 0.0 91.4 7.3 0.0 0.1 0.1 1.5 1.1 0.0 0.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.5 30.8 0.2 8.2 20.1 0.5 0.5 0.5 2.2 3.5 0.0 1.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 19.3 40.5 7.0 128.7 22.9 6.8 49.6 51.7 55.0 51.7 0.0 50.6
LnGrp LOS B D A F C A D D E D A D
Approach Vol, veh/h 1208 1265 107 172
Approach Delay, s/veh 39.2 35.6 53.6 51.4
Approach LOS D D D D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.7 87.5 7.2 17.8 10.0 86.2 10.0 15.0
Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 5.0 6.0 5.0 5.0
Max Green Setting (Gmax), s 5.0 81.0 5.0 28.0 5.0 81.0 5.0 28.0
Max Q Clear Time (g_c+I1), s 2.9 58.0 3.1 5.8 7.0 77.2 7.0 7.4
Green Ext Time (p_c), s 0.0 11.6 0.0 0.1 0.0 3.0 0.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 38.9
HCM 6th LOS D
106: Linder Rd & Chinden Blvd
Year 2024 Background SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 10
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 406 669 151 305 742 308 288 583 191 331 503 242
Future Volume (vph) 406 669 151 305 742 308 288 583 191 331 503 242
Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 17.0 17.0 11.0 17.0 17.0 11.0 12.0 12.0 11.0 12.0 12.0
Total Split (s) 34.0 57.0 57.0 26.0 49.0 49.0 24.0 31.0 31.0 26.0 33.0 33.0
Total Split (%) 24.3% 40.7% 40.7% 18.6% 35.0% 35.0% 17.1% 22.1% 22.1% 18.6% 23.6% 23.6%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min Min None None None None None None
Act Effct Green (s) 76.6 49.6 49.6 62.6 41.6 41.6 18.0 24.0 24.0 20.0 26.0 26.0
Actuated g/C Ratio 0.55 0.36 0.36 0.45 0.30 0.30 0.13 0.17 0.17 0.14 0.19 0.19
v/c Ratio 1.07 0.82 0.26 0.98 0.97 0.47 0.95 1.04 0.49 1.04 0.83 0.56
Control Delay 105.9 50.1 9.3 79.9 74.1 6.2 98.4 104.2 15.3 116.1 67.0 16.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 105.9 50.1 9.3 79.9 74.1 6.2 98.4 104.2 15.3 116.1 67.0 16.1
LOS F D A E E A F F B F E B
Approach Delay 63.6 60.0 86.6 70.7
Approach LOS E E F E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 139.6
Natural Cycle: 130
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 1.07
Intersection Signal Delay: 69.3 Intersection LOS: E
Intersection Capacity Utilization 94.0% ICU Level of Service F
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2024 Background SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 11
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 406 669 151 305 742 308 288 583 191 331 503 242
Future Volume (veh/h) 406 669 151 305 742 308 288 583 191 331 503 242
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1772 1800 1786 1786 1744 1786 1800 1800 1786 1800
Adj Flow Rate, veh/h 423 697 157 318 773 321 300 607 199 345 524 252
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 2 2 0 1 1 4 1 0 0 1 0
Cap, veh/h 403 862 537 358 802 453 321 582 262 333 631 284
Arrive On Green 0.20 0.36 0.36 0.14 0.30 0.30 0.13 0.17 0.17 0.14 0.19 0.19
Sat Flow, veh/h 1714 2410 1502 1714 2679 1514 2491 3393 1525 2331 3393 1525
Grp Volume(v), veh/h 423 697 157 318 773 321 300 607 199 345 524 252
Grp Sat Flow(s),veh/h/ln 1714 1205 1502 1714 1339 1514 1246 1697 1525 1166 1697 1525
Q Serve(g_s), s 28.0 36.5 10.5 17.8 39.7 26.4 16.7 24.0 17.4 20.0 20.8 22.5
Cycle Q Clear(g_c), s 28.0 36.5 10.5 17.8 39.7 26.4 16.7 24.0 17.4 20.0 20.8 22.5
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 403 862 537 358 802 453 321 582 262 333 631 284
V/C Ratio(X) 1.05 0.81 0.29 0.89 0.96 0.71 0.94 1.04 0.76 1.03 0.83 0.89
Avail Cap(c_a), veh/h 403 862 537 360 804 454 321 582 262 333 631 284
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 43.8 40.6 32.2 31.7 48.3 43.6 60.4 57.9 55.2 59.9 54.8 55.5
Incr Delay (d2), s/veh 58.8 5.4 0.1 22.0 23.0 4.3 33.4 48.8 11.1 58.6 8.7 26.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 20.1 10.9 3.8 9.1 15.2 10.3 6.7 14.1 7.4 8.6 9.7 10.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 102.6 45.9 32.3 53.7 71.3 47.9 93.8 106.8 66.3 118.5 63.5 81.9
LnGrp LOS F D C D E D F F E F E F
Approach Vol, veh/h 1277 1412 1106 1121
Approach Delay, s/veh 63.0 62.0 96.0 84.6
Approach LOS E E F F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 34.0 48.9 24.0 33.0 25.8 57.1 26.0 31.0
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 28.0 42.0 18.0 26.0 20.0 50.0 20.0 24.0
Max Q Clear Time (g_c+I1), s 30.0 41.7 18.7 24.5 19.8 38.5 22.0 26.0
Green Ext Time (p_c), s 0.0 0.1 0.0 0.5 0.0 2.3 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 75.1
HCM 6th LOS E
107: Ten Mile Rd & Lost Rapids Dr
Year 2024 Background SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 12
Intersection
Int Delay, s/veh 2.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 3 0 36 23 2 32 17 532 23 36 573 2
Future Vol, veh/h 3 0 36 23 2 32 17 532 23 36 573 2
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - 0 - - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 0 0 0 0 2 0 0 2 0
Mvmt Flow 3 0 39 25 2 34 18 572 25 39 616 2
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1334 1328 617 1336 1317 585 618 0 0 597 0 0
Stage 1 695 695 - 621 621 - - - - - - -
Stage 2 639 633 - 715 696 - - - - - - -
Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.1 - - 4.1 - -
Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.5 - - - - - - -
Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.5 - - - - - - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.2 - - 2.2 - -
Pot Cap-1 Maneuver 132 157 494 132 159 515 972 - - 989 - -
Stage 1 436 447 - 478 482 - - - - - - -
Stage 2 468 476 - 425 446 - - - - - - -
Platoon blocked, %- - - -
Mov Cap-1 Maneuver 114 143 494 114 145 515 972 - - 989 - -
Mov Cap-2 Maneuver 114 143 - 114 145 - - - - - - -
Stage 1 424 420 - 465 469 - - - - - - -
Stage 2 423 463 - 368 419 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 14.8 29.9 0.3 0.5
HCM LOS B D
Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1 SBL SBT SBR
Capacity (veh/h) 972 - - 114 494 205 989 - -
HCM Lane V/C Ratio 0.019 - - 0.028 0.078 0.299 0.039 - -
HCM Control Delay (s) 8.8 0 - 37.5 12.9 29.9 8.8 0 -
HCM Lane LOS A A - E B D A A -
HCM 95th %tile Q(veh) 0.1 - - 0.1 0.3 1.2 0.1 - -
108: Ten Mile Rd & McMillan Rd
Year 2024 Background SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 13
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 24 123 44 174 246 69 121 450 168 159 543 19
Future Volume (vph) 24 123 44 174 246 69 121 450 168 159 543 19
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0
Minimum Split (s) 10.0 35.0 35.0 10.0 36.0 36.0 10.0 29.0 29.0 10.0 29.0 29.0
Total Split (s) 10.0 35.0 35.0 12.0 37.0 37.0 14.0 39.0 39.0 14.0 39.0 39.0
Total Split (%) 10.0% 35.0% 35.0% 12.0% 37.0% 37.0% 14.0% 39.0% 39.0% 14.0% 39.0% 39.0%
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None None None Min Min None Min Min
Act Effct Green (s) 16.8 14.7 14.7 22.7 20.5 20.5 30.5 23.2 23.2 33.9 27.5 27.5
Actuated g/C Ratio 0.24 0.21 0.21 0.32 0.29 0.29 0.43 0.33 0.33 0.48 0.39 0.39
v/c Ratio 0.08 0.35 0.11 0.48 0.50 0.14 0.40 0.65 0.30 0.47 0.64 0.03
Control Delay 18.3 30.2 0.5 23.8 27.6 1.1 15.0 26.3 8.2 15.6 25.1 0.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 18.3 30.2 0.5 23.8 27.6 1.1 15.0 26.3 8.2 15.6 25.1 0.1
LOS B C A C C A B C A B C A
Approach Delay 21.9 22.5 20.3 22.4
Approach LOS C C C C
Intersection Summary
Cycle Length: 100
Actuated Cycle Length: 71.3
Natural Cycle: 85
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.65
Intersection Signal Delay: 21.6 Intersection LOS: C
Intersection Capacity Utilization 58.1% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 108: Ten Mile Rd & McMillan Rd
108: Ten Mile Rd & McMillan Rd
Year 2024 Background SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 14
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 24 123 44 174 246 69 121 450 168 159 543 19
Future Volume (veh/h) 24 123 44 174 246 69 121 450 168 159 543 19
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1800 1800 1800 1800 1800 1758 1800 1800 1772 1800
Adj Flow Rate, veh/h 25 128 46 181 256 72 126 469 175 166 566 20
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 1 0 0 0 0 0 3 0 0 2 0
Cap, veh/h 293 291 249 426 440 372 335 696 472 377 757 501
Arrive On Green 0.03 0.16 0.16 0.11 0.24 0.24 0.07 0.31 0.31 0.09 0.33 0.33
Sat Flow, veh/h 1714 1786 1525 1714 1800 1525 1714 2250 1525 1714 2303 1525
Grp Volume(v), veh/h 25 128 46 181 256 72 126 469 175 166 566 20
Grp Sat Flow(s),veh/h/ln 1714 1786 1525 1714 1800 1525 1714 1125 1525 1714 1152 1525
Q Serve(g_s), s 0.7 4.0 1.6 5.0 7.7 2.3 3.0 11.2 5.5 3.9 13.4 0.5
Cycle Q Clear(g_c), s 0.7 4.0 1.6 5.0 7.7 2.3 3.0 11.2 5.5 3.9 13.4 0.5
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 293 291 249 426 440 372 335 696 472 377 757 501
V/C Ratio(X) 0.09 0.44 0.18 0.42 0.58 0.19 0.38 0.67 0.37 0.44 0.75 0.04
Avail Cap(c_a), veh/h 384 874 746 434 939 796 462 1247 846 471 1277 846
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 20.4 23.1 22.2 16.9 20.4 18.4 14.1 18.5 16.5 13.4 18.3 14.0
Incr Delay (d2), s/veh 0.0 1.5 0.5 0.3 1.7 0.4 0.3 1.6 0.7 0.3 2.1 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 1.6 0.6 1.7 3.1 0.8 1.0 2.7 1.8 1.3 3.3 0.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 20.5 24.6 22.7 17.2 22.2 18.7 14.3 20.1 17.2 13.7 20.5 14.1
LnGrp LOS C C C B C B B C B B C B
Approach Vol, veh/h 199 509 770 752
Approach Delay, s/veh 23.6 19.9 18.5 18.8
Approach LOS C B B B
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 6.7 20.0 9.5 25.2 11.7 15.0 10.6 24.0
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 5.0 32.0 9.0 34.0 7.0 30.0 9.0 34.0
Max Q Clear Time (g_c+I1), s 2.7 9.7 5.0 15.4 7.0 6.0 5.9 13.2
Green Ext Time (p_c), s 0.0 2.3 0.1 4.7 0.0 1.1 0.1 4.9
Intersection Summary
HCM 6th Ctrl Delay 19.4
HCM 6th LOS B
102: Black Cat Rd & Chinden Blvd
Year 2024 Background AM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 18 922 42 607 34 4 56 10
Future Volume (vph) 18 922 42 607 34 4 56 10
Turn Type pm+pt NA pm+pt NA Perm NA Perm NA
Protected Phases 7 4 3 8 2 6
Permitted Phases 4 8 2 6
Detector Phase 7 4 3 8 2 2 6 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 9.5 22.5 9.5 22.5 22.5 22.5 22.5 22.5
Total Split (s) 9.6 106.0 9.8 106.2 24.2 24.2 24.2 24.2
Total Split (%) 6.9% 75.7% 7.0% 75.9% 17.3% 17.3% 17.3% 17.3%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode None Max None Max C-Min C-Min C-Min C-Min
Act Effct Green (s) 114.0 109.5 115.3 111.8 13.2 13.2 13.2 13.2
Actuated g/C Ratio 0.81 0.78 0.82 0.80 0.09 0.09 0.09 0.09
v/c Ratio 0.03 0.82 0.15 0.48 0.29 0.44 0.73 0.21
Control Delay 2.6 18.0 7.0 19.2 62.9 17.1 104.6 28.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 2.6 18.0 7.0 19.2 62.9 17.1 104.6 28.7
LOS A B A B E B F C
Approach Delay 17.7 18.5 29.0 75.6
Approach LOS B B C E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green
Natural Cycle: 100
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.82
Intersection Signal Delay: 21.4 Intersection LOS: C
Intersection Capacity Utilization 76.5% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 102: Black Cat Rd & Chinden Blvd
102: Black Cat Rd & Chinden Blvd
Year 2024 Background AM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 18 922 123 42 607 25 34 4 93 56 10 24
Future Volume (veh/h) 18 922 123 42 607 25 34 4 93 56 10 24
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1758 1758 1758 1758 1688 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 19 981 131 45 646 27 36 4 99 60 11 26
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 3 3 3 3 3 0 0 0 0 0 0
Cap, veh/h 647 1101 147 213 1233 52 231 9 220 167 71 167
Arrive On Green 0.02 0.73 0.73 0.06 1.00 1.00 0.15 0.15 0.15 0.15 0.15 0.15
Sat Flow, veh/h 1714 1519 203 1674 1675 70 1393 60 1475 1312 475 1123
Grp Volume(v), veh/h 19 0 1112 45 0 673 36 0 103 60 0 37
Grp Sat Flow(s),veh/h/ln 1714 0 1721 1674 0 1745 1393 0 1535 1312 0 1598
Q Serve(g_s), s 0.4 0.0 70.3 0.9 0.0 0.0 3.2 0.0 8.6 6.1 0.0 2.8
Cycle Q Clear(g_c), s 0.4 0.0 70.3 0.9 0.0 0.0 6.1 0.0 8.6 14.7 0.0 2.8
Prop In Lane 1.00 0.12 1.00 0.04 1.00 0.96 1.00 0.70
Lane Grp Cap(c), veh/h 647 0 1248 213 0 1284 231 0 229 167 0 238
V/C Ratio(X) 0.03 0.00 0.89 0.21 0.00 0.52 0.16 0.00 0.45 0.36 0.00 0.16
Avail Cap(c_a), veh/h 677 0 1248 227 0 1284 231 0 229 167 0 238
HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.97 0.00 0.97 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 4.7 0.0 15.0 22.9 0.0 0.0 54.5 0.0 54.3 61.0 0.0 51.9
Incr Delay (d2), s/veh 0.0 0.0 9.8 0.5 0.0 1.5 1.4 0.0 6.3 6.0 0.0 1.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 0.0 24.4 0.8 0.0 0.5 1.2 0.0 3.6 2.3 0.0 1.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 4.7 0.0 24.8 23.4 0.0 1.5 56.0 0.0 60.6 67.0 0.0 53.3
LnGrp LOS A A C C A A E A E E A D
Approach Vol, veh/h 1131 718 139 97
Approach Delay, s/veh 24.4 2.9 59.4 61.8
Approach LOS C A E E
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 25.4 8.6 106.0 25.4 7.1 107.5
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 19.7 5.3 101.5 19.7 5.1 101.7
Max Q Clear Time (g_c+I1), s 10.6 2.9 72.3 16.7 2.4 2.0
Green Ext Time (p_c), s 0.3 0.0 10.0 0.1 0.0 4.4
Intersection Summary
HCM 6th Ctrl Delay 21.1
HCM 6th LOS C
103: Tree Farm Way & Chinden Blvd
Year 2024 Background AM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 19 1034 18 9 640 50 5 5 113 2
Future Volume (vph) 19 1034 18 9 640 50 5 5 113 2
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 10.0 5.0 10.0
Minimum Split (s) 11.0 22.0 22.0 11.0 22.0 22.0 11.0 16.0 11.0 16.0
Total Split (s) 13.0 87.0 87.0 13.0 87.0 87.0 13.0 18.0 22.0 27.0
Total Split (%) 9.3% 62.1% 62.1% 9.3% 62.1% 62.1% 9.3% 12.9% 15.7% 19.3%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None
Act Effct Green (s) 106.2 104.1 104.1 103.6 99.5 99.5 9.2 10.0 20.7 18.3
Actuated g/C Ratio 0.76 0.74 0.74 0.74 0.71 0.71 0.07 0.07 0.15 0.13
v/c Ratio 0.04 0.45 0.02 0.03 0.30 0.05 0.07 0.14 0.61 0.15
Control Delay 3.6 6.4 0.0 7.1 10.1 0.1 47.2 36.8 64.7 17.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 3.6 6.4 0.0 7.1 10.1 0.1 47.2 36.8 64.7 17.4
LOS A A A A B A D D E B
Approach Delay 6.2 9.3 39.2 54.2
Approach LOS A A D D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 70
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.61
Intersection Signal Delay: 11.3 Intersection LOS: B
Intersection Capacity Utilization 54.3% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 103: Tree Farm Way & Chinden Blvd
103: Tree Farm Way & Chinden Blvd
Year 2024 Background AM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 19 1034 18 9 640 50 5 5 11 113 2 30
Future Volume (veh/h) 19 1034 18 9 640 50 5 5 11 113 2 30
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1533 1617 1758 1800 1098 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 21 1124 20 10 696 54 5 5 12 123 2 33
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 0 2 19 13 3 0 50 0 0 0 0 0
Cap, veh/h 497 2246 867 365 2200 1005 112 30 72 263 12 198
Arrive On Green 0.04 1.00 1.00 0.01 0.66 0.66 0.01 0.06 0.06 0.08 0.14 0.14
Sat Flow, veh/h 1714 3367 1299 1540 3340 1525 1046 470 1127 1714 88 1451
Grp Volume(v), veh/h 21 1124 20 10 696 54 5 0 17 123 0 35
Grp Sat Flow(s),veh/h/ln 1714 1683 1299 1540 1670 1525 1046 0 1597 1714 0 1539
Q Serve(g_s), s 0.6 0.0 0.0 0.3 12.6 1.8 0.6 0.0 1.4 9.1 0.0 2.8
Cycle Q Clear(g_c), s 0.6 0.0 0.0 0.3 12.6 1.8 0.6 0.0 1.4 9.1 0.0 2.8
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.71 1.00 0.94
Lane Grp Cap(c), veh/h 497 2246 867 365 2200 1005 112 0 102 263 0 210
V/C Ratio(X) 0.04 0.50 0.02 0.03 0.32 0.05 0.04 0.00 0.17 0.47 0.00 0.17
Avail Cap(c_a), veh/h 549 2246 867 424 2200 1005 158 0 137 323 0 231
HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.47 0.47 0.47 0.96 0.96 0.96 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 7.7 0.0 0.0 7.7 10.3 8.4 60.8 0.0 62.0 53.6 0.0 53.4
Incr Delay (d2), s/veh 0.0 0.4 0.0 0.0 0.4 0.1 0.1 0.0 0.3 0.5 0.0 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 0.1 0.0 0.1 4.2 0.6 0.2 0.0 0.6 4.0 0.0 1.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 7.7 0.4 0.0 7.7 10.7 8.5 60.9 0.0 62.3 54.1 0.0 53.7
LnGrp LOS A A A A B A E A E D A D
Approach Vol, veh/h 1165 760 22 158
Approach Delay, s/veh 0.5 10.5 62.0 54.0
Approach LOS A B E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.8 99.2 6.9 25.1 7.6 100.4 17.1 14.9
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 7.0 80.0 7.0 21.0 7.0 80.0 16.0 12.0
Max Q Clear Time (g_c+I1), s 2.6 14.6 2.6 4.8 2.3 2.0 11.1 3.4
Green Ext Time (p_c), s 0.0 2.0 0.0 0.1 0.0 3.6 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 8.8
HCM 6th LOS A
104: Ten Mile Rd & Chinden Blvd
Year 2024 Background AM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 845 312 124 526 174 258
Future Volume (vph) 845 312 124 526 174 258
Turn Type NA Perm pm+pt NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 2 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 14.0 10.0 5.0 14.0
Minimum Split (s) 17.0 17.0 20.0 17.0 11.0 20.0
Total Split (s) 61.0 61.0 26.0 87.0 33.0 26.0
Total Split (%) 50.8% 50.8% 21.7% 72.5% 27.5% 21.7%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode Min Min None Min Max None
Act Effct Green (s) 32.9 32.9 55.1 54.1 27.2 48.4
Actuated g/C Ratio 0.35 0.35 0.58 0.57 0.29 0.51
v/c Ratio 0.78 0.47 0.37 0.29 0.40 0.35
Control Delay 32.6 6.6 11.5 10.5 32.2 12.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 32.6 6.6 11.5 10.5 32.2 12.3
LOS C A B B C B
Approach Delay 25.6 10.7 20.4
Approach LOS C B C
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 94.4
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.78
Intersection Signal Delay: 20.2 Intersection LOS: C
Intersection Capacity Utilization 62.3% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2024 Background AM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 845 312 124 526 174 258
Future Volume (veh/h) 845 312 124 526 174 258
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1772 1758 1716 1786 1730 1730
Adj Flow Rate, veh/h 909 335 133 566 187 277
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 2 3 6 1 5 5
Cap, veh/h 1168 517 367 1904 488 652
Arrive On Green 0.35 0.35 0.15 0.56 0.30 0.30
Sat Flow, veh/h 3455 1490 1634 3483 1647 1466
Grp Volume(v), veh/h 909 335 133 566 187 277
Grp Sat Flow(s),veh/h/ln 1683 1490 1634 1697 1647 1466
Q Serve(g_s), s 22.0 17.3 3.9 8.0 8.2 11.8
Cycle Q Clear(g_c), s 22.0 17.3 3.9 8.0 8.2 11.8
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 1168 517 367 1904 488 652
V/C Ratio(X) 0.78 0.65 0.36 0.30 0.38 0.42
Avail Cap(c_a), veh/h 1995 883 483 2979 488 652
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 26.6 25.1 16.1 10.5 25.4 17.3
Incr Delay (d2), s/veh 1.2 1.4 0.6 0.1 2.3 2.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 8.0 5.6 1.2 2.4 3.4 4.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 27.8 26.5 16.7 10.6 27.7 19.3
LnGrp LOS C C B B C B
Approach Vol, veh/h 1244 699 464
Approach Delay, s/veh 27.4 11.8 22.7
Approach LOS C B C
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 58.1 19.5 38.6 33.0
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 80.0 20.0 54.0 27.0
Max Q Clear Time (g_c+I1), s 10.0 5.9 24.0 13.8
Green Ext Time (p_c), s 3.6 0.2 7.6 1.3
Intersection Summary
HCM 6th Ctrl Delay 22.0
HCM 6th LOS C
105: Long Lake Way & Chinden Blvd
Year 2024 Background AM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 43 1008 52 69 601 25 40 7 122 59 2
Future Volume (vph) 43 1008 52 69 601 25 40 7 122 59 2
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0
Minimum Split (s) 10.0 16.0 16.0 10.0 16.0 16.0 10.0 15.0 15.0 10.0 15.0
Total Split (s) 18.0 87.0 87.0 18.0 87.0 87.0 15.0 20.0 20.0 15.0 20.0
Total Split (%) 12.9% 62.1% 62.1% 12.9% 62.1% 62.1% 10.7% 14.3% 14.3% 10.7% 14.3%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None
Act Effct Green (s) 102.9 97.3 97.3 104.0 97.9 97.9 19.6 10.4 10.4 15.5 11.3
Actuated g/C Ratio 0.74 0.70 0.70 0.74 0.70 0.70 0.14 0.07 0.07 0.11 0.08
v/c Ratio 0.08 0.46 0.05 0.21 0.27 0.02 0.21 0.05 0.56 0.36 0.10
Control Delay 5.4 11.8 0.4 8.3 11.6 0.8 50.1 60.7 19.5 59.3 30.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 5.4 11.8 0.4 8.3 11.6 0.8 50.1 60.7 19.5 59.3 30.4
LOS A B A A B A D E B E C
Approach Delay 11.1 10.9 28.4 54.0
Approach LOS B B C D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.56
Intersection Signal Delay: 14.0 Intersection LOS: B
Intersection Capacity Utilization 57.0% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 105: Long Lake Way & Chinden Blvd
105: Long Lake Way & Chinden Blvd
Year 2024 Background AM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 43 1008 52 69 601 25 40 7 122 59 2 11
Future Volume (veh/h) 43 1008 52 69 601 25 40 7 122 59 2 11
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1758 1800 1800 1772 1800 1800 1800 1772 1800 1800 1800
Adj Flow Rate, veh/h 46 1072 55 73 639 27 43 7 130 63 2 12
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 3 0 0 2 0 0 0 2 0 0 0
Cap, veh/h 629 2250 1028 373 2281 1033 244 180 150 248 25 151
Arrive On Green 0.03 0.67 0.67 0.07 1.00 1.00 0.03 0.10 0.10 0.04 0.11 0.11
Sat Flow, veh/h 1714 3340 1525 1714 3367 1525 1714 1800 1502 1714 223 1337
Grp Volume(v), veh/h 46 1072 55 73 639 27 43 7 130 63 0 14
Grp Sat Flow(s),veh/h/ln 1714 1670 1525 1714 1683 1525 1714 1800 1502 1714 0 1559
Q Serve(g_s), s 1.1 21.6 1.7 1.8 0.0 0.0 3.1 0.5 11.9 4.6 0.0 1.1
Cycle Q Clear(g_c), s 1.1 21.6 1.7 1.8 0.0 0.0 3.1 0.5 11.9 4.6 0.0 1.1
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.86
Lane Grp Cap(c), veh/h 629 2250 1028 373 2281 1033 244 180 150 248 0 176
V/C Ratio(X) 0.07 0.48 0.05 0.20 0.28 0.03 0.18 0.04 0.87 0.25 0.00 0.08
Avail Cap(c_a), veh/h 738 2250 1028 474 2281 1033 316 193 161 296 0 176
HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.68 0.68 0.68 0.92 0.92 0.92 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 6.3 11.0 7.7 7.9 0.0 0.0 54.4 57.0 62.1 53.4 0.0 55.6
Incr Delay (d2), s/veh 0.0 0.5 0.1 0.1 0.3 0.0 0.1 0.0 32.9 0.2 0.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.4 7.0 0.6 0.5 0.1 0.0 1.4 0.2 6.0 2.0 0.0 0.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 6.3 11.5 7.8 8.0 0.3 0.0 54.5 57.0 95.0 53.6 0.0 55.7
LnGrp LOS A B A A A A D E F D A E
Approach Vol, veh/h 1173 739 180 77
Approach Delay, s/veh 11.1 1.0 83.9 54.0
Approach LOS B A F D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 9.2 100.8 9.2 20.8 9.7 100.3 11.0 19.0
Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 5.0 6.0 5.0 5.0
Max Green Setting (Gmax), s 13.0 81.0 10.0 15.0 13.0 81.0 10.0 15.0
Max Q Clear Time (g_c+I1), s 3.1 2.0 5.1 3.1 3.8 23.6 6.6 13.9
Green Ext Time (p_c), s 0.0 6.5 0.0 0.0 0.0 13.6 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 15.2
HCM 6th LOS B
106: Linder Rd & Chinden Blvd
Year 2024 Background AM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 9
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 323 696 93 158 445 116 115 411 178 163 303 153
Future Volume (vph) 323 696 93 158 445 116 115 411 178 163 303 153
Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 17.0 17.0 11.0 17.0 17.0 11.0 12.0 12.0 11.0 12.0 12.0
Total Split (s) 29.0 66.0 66.0 17.0 54.0 54.0 16.0 33.0 33.0 24.0 41.0 41.0
Total Split (%) 20.7% 47.1% 47.1% 12.1% 38.6% 38.6% 11.4% 23.6% 23.6% 17.1% 29.3% 29.3%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None None
Act Effct Green (s) 20.1 65.3 65.3 10.8 56.0 56.0 9.1 22.7 22.7 15.2 28.7 28.7
Actuated g/C Ratio 0.14 0.47 0.47 0.08 0.40 0.40 0.06 0.16 0.16 0.11 0.20 0.20
v/c Ratio 0.77 0.70 0.13 0.67 0.36 0.17 0.58 0.83 0.45 0.76 0.49 0.39
Control Delay 86.5 27.2 0.4 76.2 32.2 0.5 74.3 70.5 7.3 81.2 51.0 8.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 86.5 27.2 0.4 76.2 32.2 0.5 74.3 70.5 7.3 81.2 51.0 8.3
LOS F C A E C A E E A F D A
Approach Delay 42.2 36.8 55.2 48.4
Approach LOS D D E D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBT and 6:EBT, Start of Green
Natural Cycle: 80
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.83
Intersection Signal Delay: 45.1 Intersection LOS: D
Intersection Capacity Utilization 63.6% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2024 Background AM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 10
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 323 696 93 158 445 116 115 411 178 163 303 153
Future Volume (veh/h) 323 696 93 158 445 116 115 411 178 163 303 153
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1730 1758 1800 1800 1772 1786 1800 1758 1772 1730 1744 1660
Adj Flow Rate, veh/h 351 757 101 172 484 126 125 447 193 177 329 166
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 5 3 0 0 2 1 0 3 2 5 4 10
Cap, veh/h 404 1160 763 218 1478 664 171 513 231 207 655 278
Arrive On Green 0.13 0.50 0.50 0.07 0.44 0.44 0.05 0.15 0.15 0.10 0.20 0.20
Sat Flow, veh/h 3196 2320 1525 3326 3367 1514 3326 3340 1502 2175 3313 1406
Grp Volume(v), veh/h 351 757 101 172 484 126 125 447 193 177 329 166
Grp Sat Flow(s),veh/h/ln 1598 1160 1525 1663 1683 1514 1663 1670 1502 1087 1657 1406
Q Serve(g_s), s 15.1 33.9 5.0 7.1 13.2 7.1 5.2 18.3 17.5 11.2 12.4 15.0
Cycle Q Clear(g_c), s 15.1 33.9 5.0 7.1 13.2 7.1 5.2 18.3 17.5 11.2 12.4 15.0
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 404 1160 763 218 1478 664 171 513 231 207 655 278
V/C Ratio(X) 0.87 0.65 0.13 0.79 0.33 0.19 0.73 0.87 0.84 0.85 0.50 0.60
Avail Cap(c_a), veh/h 525 1160 763 261 1478 664 238 620 279 280 805 342
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.88 0.88 0.88 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 60.0 26.0 18.7 64.5 25.7 24.0 65.5 57.9 57.5 62.4 50.0 51.1
Incr Delay (d2), s/veh 10.6 2.5 0.3 10.4 0.6 0.6 3.6 9.9 14.5 13.7 0.2 0.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.5 9.1 1.8 3.2 5.2 0.1 2.3 8.3 7.5 3.5 5.2 5.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 70.6 28.5 19.1 74.8 26.3 24.7 69.1 67.8 72.1 76.1 50.3 51.9
LnGrp LOS E C B E C C E E E E D D
Approach Vol, veh/h 1209 782 765 672
Approach Delay, s/veh 39.9 36.7 69.1 57.5
Approach LOS D D E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 23.7 68.5 13.2 34.7 15.2 77.0 19.3 28.5
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 23.0 47.0 10.0 34.0 11.0 59.0 18.0 26.0
Max Q Clear Time (g_c+I1), s 17.1 15.2 7.2 17.0 9.1 35.9 13.2 20.3
Green Ext Time (p_c), s 0.6 1.9 0.0 1.6 0.1 3.0 0.1 1.2
Intersection Summary
HCM 6th Ctrl Delay 49.1
HCM 6th LOS D
102: Black Cat Rd & Chinden Blvd
Year 2024 Background PM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 22 853 81 1157 51 11 44 6
Future Volume (vph) 22 853 81 1157 51 11 44 6
Turn Type pm+pt NA pm+pt NA Perm NA Perm NA
Protected Phases 7 4 3 8 2 6
Permitted Phases 4 8 2 6
Detector Phase 7 4 3 8 2 2 6 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 9.5 9.5 9.5 9.5 9.5 9.5 9.5 9.5
Total Split (s) 9.8 112.4 11.4 114.0 16.2 16.2 16.2 16.2
Total Split (%) 7.0% 80.3% 8.1% 81.4% 11.6% 11.6% 11.6% 11.6%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode None Max None Max C-Min C-Min C-Min C-Min
Act Effct Green (s) 115.7 110.3 119.2 115.2 9.8 9.8 9.8 9.8
Actuated g/C Ratio 0.83 0.79 0.85 0.82 0.07 0.07 0.07 0.07
v/c Ratio 0.08 0.66 0.19 0.85 0.57 0.38 0.49 0.22
Control Delay 2.3 9.7 3.3 36.1 86.5 28.4 80.5 30.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 2.3 9.7 3.3 36.1 86.5 28.4 80.5 30.4
LOS A A A D F C F C
Approach Delay 9.5 34.0 55.9 60.9
Approach LOS A C E E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.85
Intersection Signal Delay: 26.4 Intersection LOS: C
Intersection Capacity Utilization 88.2% ICU Level of Service E
Analysis Period (min) 15
Splits and Phases: 102: Black Cat Rd & Chinden Blvd
102: Black Cat Rd & Chinden Blvd
Year 2024 Background PM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 22 853 49 81 1157 62 51 11 46 44 6 23
Future Volume (veh/h) 22 853 49 81 1157 62 51 11 46 44 6 23
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1786 1800 1786 1715 1772 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 22 870 50 83 1181 63 52 11 47 45 6 23
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, % 0 1 1 0 1 1 2 0 0 0 0 0
Cap, veh/h 437 1289 74 432 1318 70 164 29 125 139 32 123
Arrive On Green 0.02 0.77 0.77 0.07 1.00 1.00 0.10 0.10 0.10 0.10 0.10 0.10
Sat Flow, veh/h 1714 1673 96 1714 1680 90 1381 298 1273 1366 326 1249
Grp Volume(v), veh/h 22 0 920 83 0 1244 52 0 58 45 0 29
Grp Sat Flow(s),veh/h/ln 1714 0 1769 1714 0 1770 1381 0 1571 1366 0 1575
Q Serve(g_s), s 0.4 0.0 34.8 1.4 0.0 0.0 5.0 0.0 4.8 4.5 0.0 2.4
Cycle Q Clear(g_c), s 0.4 0.0 34.8 1.4 0.0 0.0 7.4 0.0 4.8 9.3 0.0 2.4
Prop In Lane 1.00 0.05 1.00 0.05 1.00 0.81 1.00 0.79
Lane Grp Cap(c), veh/h 437 0 1363 432 0 1388 164 0 155 139 0 155
V/C Ratio(X) 0.05 0.00 0.67 0.19 0.00 0.90 0.32 0.00 0.37 0.32 0.00 0.19
Avail Cap(c_a), veh/h 466 0 1363 458 0 1388 164 0 155 139 0 155
HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.82 0.00 0.82 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 3.1 0.0 7.7 7.5 0.0 0.0 61.3 0.0 59.1 63.4 0.0 57.9
Incr Delay (d2), s/veh 0.0 0.0 2.7 0.2 0.0 7.8 5.0 0.0 6.8 6.1 0.0 2.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 0.0 10.4 0.5 0.0 3.0 2.0 0.0 2.2 1.8 0.0 1.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 3.1 0.0 10.4 7.7 0.0 7.8 66.3 0.0 65.9 69.5 0.0 60.6
LnGrp LOS A A B A A A E A E E A E
Approach Vol, veh/h 942 1327 110 74
Approach Delay, s/veh 10.2 7.8 66.1 66.0
Approach LOS B A E E
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 18.3 9.3 112.4 18.3 7.4 114.3
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 11.7 6.9 107.9 11.7 5.3 109.5
Max Q Clear Time (g_c+I1), s 9.4 3.4 36.8 11.3 2.4 2.0
Green Ext Time (p_c), s 0.1 0.0 7.6 0.0 0.0 16.2
Intersection Summary
HCM 6th Ctrl Delay 13.1
HCM 6th LOS B
103: Tree Farm Way & Chinden Blvd
Year 2024 Background PM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 25 911 8 15 1252 135 22 10 87 7
Future Volume (vph) 25 911 8 15 1252 135 22 10 87 7
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 10.0 5.0 10.0
Minimum Split (s) 11.0 22.0 22.0 11.0 22.0 22.0 11.0 16.0 11.0 16.0
Total Split (s) 11.0 93.0 93.0 11.0 93.0 93.0 12.0 18.0 18.0 24.0
Total Split (%) 7.9% 66.4% 66.4% 7.9% 66.4% 66.4% 8.6% 12.9% 12.9% 17.1%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None
Act Effct Green (s) 104.4 101.1 101.1 102.8 98.7 98.7 12.1 10.0 21.2 13.8
Actuated g/C Ratio 0.75 0.72 0.72 0.73 0.70 0.70 0.09 0.07 0.15 0.10
v/c Ratio 0.10 0.40 0.01 0.04 0.55 0.13 0.20 0.21 0.49 0.20
Control Delay 6.0 10.4 0.0 5.0 9.1 2.3 50.6 39.7 59.2 26.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 6.0 10.4 0.0 5.0 9.1 2.3 50.6 39.7 59.2 26.6
LOS A B A A A A D D E C
Approach Delay 10.2 8.4 44.8 50.5
Approach LOS B A D D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 75
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.55
Intersection Signal Delay: 11.7 Intersection LOS: B
Intersection Capacity Utilization 59.1% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 103: Tree Farm Way & Chinden Blvd
103: Tree Farm Way & Chinden Blvd
Year 2024 Background PM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 25 911 8 15 1252 135 22 10 14 87 7 25
Future Volume (veh/h) 25 911 8 15 1252 135 22 10 14 87 7 25
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1603 1800 1800 1772 1646 1646 1646 1800 1800 1800
Adj Flow Rate, veh/h 27 969 9 16 1332 144 23 11 15 93 7 27
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 1 14 0 0 2 11 11 11 0 0 0
Cap, veh/h 334 2288 916 470 2284 1003 172 43 59 231 35 137
Arrive On Green 0.05 1.00 1.00 0.03 1.00 1.00 0.02 0.07 0.07 0.06 0.11 0.11
Sat Flow, veh/h 1714 3393 1359 1714 3420 1502 1567 631 860 1714 324 1251
Grp Volume(v), veh/h 27 969 9 16 1332 144 23 0 26 93 0 34
Grp Sat Flow(s),veh/h/ln 1714 1697 1359 1714 1710 1502 1567 0 1491 1714 0 1575
Q Serve(g_s), s 0.7 0.0 0.0 0.4 0.0 0.0 1.9 0.0 2.3 6.9 0.0 2.8
Cycle Q Clear(g_c), s 0.7 0.0 0.0 0.4 0.0 0.0 1.9 0.0 2.3 6.9 0.0 2.8
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.58 1.00 0.79
Lane Grp Cap(c), veh/h 334 2288 916 470 2284 1003 172 0 102 231 0 172
V/C Ratio(X) 0.08 0.42 0.01 0.03 0.58 0.14 0.13 0.00 0.25 0.40 0.00 0.20
Avail Cap(c_a), veh/h 356 2288 916 503 2284 1003 206 0 128 272 0 202
HCM Platoon Ratio 2.00 2.00 2.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.71 0.71 0.71 0.75 0.75 0.75 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 6.6 0.0 0.0 6.9 0.0 0.0 58.9 0.0 61.8 54.5 0.0 56.8
Incr Delay (d2), s/veh 0.0 0.4 0.0 0.0 0.8 0.2 0.1 0.0 0.5 0.4 0.0 0.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 0.1 0.0 0.1 0.3 0.1 0.8 0.0 0.9 3.0 0.0 1.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 6.7 0.4 0.0 6.9 0.8 0.2 59.0 0.0 62.3 54.9 0.0 57.2
LnGrp LOS A A A A A A E A E D A E
Approach Vol, veh/h 1005 1492 49 127
Approach Delay, s/veh 0.6 0.8 60.7 55.5
Approach LOS A A E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 9.3 100.5 9.0 21.3 8.3 101.4 14.7 15.6
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 5.0 86.0 6.0 18.0 5.0 86.0 12.0 12.0
Max Q Clear Time (g_c+I1), s 2.7 2.0 3.9 4.8 2.4 2.0 8.9 4.3
Green Ext Time (p_c), s 0.0 4.7 0.0 0.1 0.0 2.9 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 4.4
HCM 6th LOS A
104: Ten Mile Rd & Chinden Blvd
Year 2024 Background PM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 730 279 315 962 437 266
Future Volume (vph) 730 279 315 962 437 266
Turn Type NA Perm pm+pt NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 2 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 5.0 10.0 5.0 5.0
Minimum Split (s) 17.0 17.0 11.0 17.0 11.0 11.0
Total Split (s) 49.0 49.0 36.0 85.0 55.0 36.0
Total Split (%) 35.0% 35.0% 25.7% 60.7% 39.3% 25.7%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode C-Min C-Min Max C-Min Max Max
Act Effct Green (s) 37.9 37.9 74.9 73.9 53.1 89.1
Actuated g/C Ratio 0.27 0.27 0.54 0.53 0.38 0.64
v/c Ratio 0.84 0.54 0.78 0.57 0.72 0.29
Control Delay 54.0 17.5 55.0 11.8 45.6 11.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 54.0 17.5 55.0 11.8 45.6 11.4
LOS D B E B D B
Approach Delay 43.9 22.5 32.7
Approach LOS D C C
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 113 (81%), Referenced to phase 2:WBTL and 6:EBT, Start of Green
Natural Cycle: 75
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.84
Intersection Signal Delay: 32.1 Intersection LOS: C
Intersection Capacity Utilization 81.1% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2024 Background PM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 730 279 315 962 437 266
Future Volume (veh/h) 730 279 315 962 437 266
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1800 1772 1786 1800 1800 1786
Adj Flow Rate, veh/h 777 297 335 1023 465 283
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 2 1 0 0 1
Cap, veh/h 1026 450 458 1905 600 854
Arrive On Green 0.10 0.10 0.07 0.18 0.35 0.35
Sat Flow, veh/h 3510 1502 1701 3510 1714 1514
Grp Volume(v), veh/h 777 297 335 1023 465 283
Grp Sat Flow(s),veh/h/ln 1710 1502 1701 1710 1714 1514
Q Serve(g_s), s 31.0 26.7 19.2 37.9 33.9 14.0
Cycle Q Clear(g_c), s 31.0 26.7 19.2 37.9 33.9 14.0
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 1026 450 458 1905 600 854
V/C Ratio(X) 0.76 0.66 0.73 0.54 0.77 0.33
Avail Cap(c_a), veh/h 1026 450 458 1905 600 854
HCM Platoon Ratio 0.33 0.33 0.33 0.33 1.00 1.00
Upstream Filter(I) 0.92 0.92 0.88 0.88 1.00 1.00
Uniform Delay (d), s/veh 58.1 56.2 38.3 40.8 40.6 16.3
Incr Delay (d2), s/veh 4.8 6.8 8.8 1.0 9.5 1.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 14.8 11.6 8.4 17.5 15.6 5.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 62.9 63.0 47.2 41.7 50.0 17.4
LnGrp LOS E E D D D B
Approach Vol, veh/h 1074 1358 748
Approach Delay, s/veh 62.9 43.1 37.7
Approach LOS E D D
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 85.0 36.0 49.0 55.0
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 78.0 30.0 42.0 49.0
Max Q Clear Time (g_c+I1), s 39.9 21.2 33.0 35.9
Green Ext Time (p_c), s 7.4 0.6 3.8 2.1
Intersection Summary
HCM 6th Ctrl Delay 48.5
HCM 6th LOS D
105: Long Lake Way & Chinden Blvd
Year 2024 Background PM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 28 909 59 177 1209 53 56 8 114 61 7
Future Volume (vph) 28 909 59 177 1209 53 56 8 114 61 7
Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm Perm NA
Protected Phases 1 6 5 2 8 4
Permitted Phases 6 6 2 2 8 8 4
Detector Phase 1 6 6 5 2 2 8 8 8 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0
Minimum Split (s) 10.0 16.0 16.0 10.0 16.0 16.0 15.0 15.0 15.0 15.0 15.0
Total Split (s) 12.0 85.0 85.0 28.0 101.0 101.0 27.0 27.0 27.0 27.0 27.0
Total Split (%) 8.6% 60.7% 60.7% 20.0% 72.1% 72.1% 19.3% 19.3% 19.3% 19.3% 19.3%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None
Act Effct Green (s) 110.7 104.6 104.6 116.5 110.7 110.7 12.2 12.2 12.2 12.2 12.2
Actuated g/C Ratio 0.79 0.75 0.75 0.83 0.79 0.79 0.09 0.09 0.09 0.09 0.09
v/c Ratio 0.08 0.37 0.05 0.39 0.46 0.05 0.50 0.05 0.49 0.55 0.15
Control Delay 5.1 13.6 3.3 6.7 15.0 5.4 75.2 57.4 16.9 79.0 32.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 5.1 13.6 3.3 6.7 15.0 5.4 75.2 57.4 16.9 79.0 32.0
LOS A B A A B A E E B E C
Approach Delay 12.8 13.7 37.0 66.4
Approach LOS B B D E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 55
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.55
Intersection Signal Delay: 16.5 Intersection LOS: B
Intersection Capacity Utilization 63.0% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 105: Long Lake Way & Chinden Blvd
105: Long Lake Way & Chinden Blvd
Year 2024 Background PM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 28 909 59 177 1209 53 56 8 114 61 7 16
Future Volume (veh/h) 28 909 59 177 1209 53 56 8 114 61 7 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1800 1800 1800 1800 1800 1800 1786 1758 1800 1800
Adj Flow Rate, veh/h 29 937 61 182 1246 55 58 8 118 63 7 16
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 0 1 0 0 0 0 0 0 1 3 0 0
Cap, veh/h 416 2548 1146 458 2630 1173 163 166 140 162 45 103
Arrive On Green 0.02 0.50 0.50 0.08 1.00 1.00 0.09 0.09 0.09 0.09 0.09 0.09
Sat Flow, veh/h 1714 3393 1525 1714 3420 1525 1410 1800 1514 1255 487 1113
Grp Volume(v), veh/h 29 937 61 182 1246 55 58 8 118 63 0 23
Grp Sat Flow(s),veh/h/ln 1714 1697 1525 1714 1710 1525 1410 1800 1514 1255 0 1600
Q Serve(g_s), s 0.5 23.6 2.9 3.7 0.0 0.0 5.5 0.6 10.7 6.7 0.0 1.9
Cycle Q Clear(g_c), s 0.5 23.6 2.9 3.7 0.0 0.0 7.4 0.6 10.7 7.3 0.0 1.9
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.70
Lane Grp Cap(c), veh/h 416 2548 1146 458 2630 1173 163 166 140 162 0 148
V/C Ratio(X) 0.07 0.37 0.05 0.40 0.47 0.05 0.36 0.05 0.84 0.39 0.00 0.16
Avail Cap(c_a), veh/h 460 2548 1146 667 2630 1173 254 283 238 244 0 251
HCM Platoon Ratio 0.67 0.67 0.67 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.66 0.66 0.66 0.64 0.64 0.64 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 3.6 14.5 9.4 6.0 0.0 0.0 61.9 57.9 62.5 61.2 0.0 58.5
Incr Delay (d2), s/veh 0.0 0.3 0.1 0.1 0.4 0.0 0.5 0.0 5.2 0.6 0.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 9.7 0.8 0.8 0.1 0.0 2.0 0.3 4.4 2.2 0.0 0.8
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 3.6 14.8 9.4 6.1 0.4 0.0 62.4 58.0 67.7 61.8 0.0 58.7
LnGrp LOS A B A A A A E E E E A E
Approach Vol, veh/h 1027 1483 184 86
Approach Delay, s/veh 14.2 1.1 65.6 61.0
Approach LOS B A E E
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 8.4 113.7 17.9 10.9 111.1 17.9
Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0
Max Green Setting (Gmax), s 7.0 95.0 22.0 23.0 79.0 22.0
Max Q Clear Time (g_c+I1), s 2.5 2.0 9.3 5.7 25.6 12.7
Green Ext Time (p_c), s 0.0 18.4 0.1 0.2 11.0 0.2
Intersection Summary
HCM 6th Ctrl Delay 12.0
HCM 6th LOS B
106: Linder Rd & Chinden Blvd
Year 2024 Background PM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 9
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 312 635 171 311 876 305 291 567 164 373 598 336
Future Volume (vph) 312 635 171 311 876 305 291 567 164 373 598 336
Turn Type Prot NA Perm Prot NA pm+ov Prot NA Perm Prot NA pm+ov
Protected Phases 1 6 5 2 7 3 8 7 4 1
Permitted Phases 6 2 8 4
Detector Phase 1 6 6 5 2 7 3 8 8 7 4 1
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 17.0 17.0 11.0 17.0 11.0 11.0 12.0 12.0 11.0 12.0 11.0
Total Split (s) 24.0 51.0 51.0 26.0 53.0 27.0 22.0 36.0 36.0 27.0 41.0 24.0
Total Split (%) 17.1% 36.4% 36.4% 18.6% 37.9% 19.3% 15.7% 25.7% 25.7% 19.3% 29.3% 17.1%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 4.0 4.0 5.0 5.0 4.0 5.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 6.0 6.0 7.0 7.0 6.0 7.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lead Lag Lag Lead Lag Lead
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min None None None None None None None
Act Effct Green (s) 17.2 49.7 49.7 17.4 50.0 76.6 15.7 27.2 27.2 19.6 31.2 55.4
Actuated g/C Ratio 0.12 0.36 0.36 0.12 0.36 0.55 0.11 0.19 0.19 0.14 0.22 0.40
v/c Ratio 0.79 0.55 0.27 0.79 0.74 0.36 0.81 0.89 0.43 0.84 0.81 0.54
Control Delay 59.4 54.4 17.8 73.4 44.9 15.0 77.8 71.2 16.4 74.9 60.4 27.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 59.4 54.4 17.8 73.4 44.9 15.0 77.8 71.2 16.4 74.9 60.4 27.5
LOS E D B E D B E E B E E C
Approach Delay 50.2 44.8 64.3 56.1
Approach LOS D D E E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBT and 6:EBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.89
Intersection Signal Delay: 53.0 Intersection LOS: D
Intersection Capacity Utilization 84.4% ICU Level of Service E
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2024 Background PM Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 10
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 312 635 171 311 876 305 291 567 164 373 598 336
Future Volume (veh/h) 312 635 171 311 876 305 291 567 164 373 598 336
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1800 1786 1800 1786 1800 1786 1758 1786 1800 1772
Adj Flow Rate, veh/h 322 655 176 321 903 314 300 585 169 385 616 346
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 0 2 0 1 0 1 0 1 3 1 0 2
Cap, veh/h 366 1259 571 369 1285 767 345 670 294 432 768 502
Arrive On Green 0.22 0.75 0.75 0.11 0.38 0.38 0.10 0.20 0.20 0.13 0.22 0.22
Sat Flow, veh/h 3326 3367 1525 3300 3420 1514 3326 3393 1490 3300 3420 1502
Grp Volume(v), veh/h 322 655 176 321 903 314 300 585 169 385 616 346
Grp Sat Flow(s),veh/h/ln 1663 1683 1525 1650 1710 1514 1663 1697 1490 1650 1710 1502
Q Serve(g_s), s 13.1 11.2 5.3 13.4 31.4 18.1 12.4 23.4 14.4 16.1 23.9 27.9
Cycle Q Clear(g_c), s 13.1 11.2 5.3 13.4 31.4 18.1 12.4 23.4 14.4 16.1 23.9 27.9
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 366 1259 571 369 1285 767 345 670 294 432 768 502
V/C Ratio(X) 0.88 0.52 0.31 0.87 0.70 0.41 0.87 0.87 0.57 0.89 0.80 0.69
Avail Cap(c_a), veh/h 428 1259 571 471 1285 767 380 703 309 495 831 530
HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.93 0.93 0.93 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 53.7 12.4 11.7 61.2 37.1 21.5 61.8 54.5 50.9 59.8 51.4 40.3
Incr Delay (d2), s/veh 15.8 1.4 1.3 11.3 3.2 1.6 16.5 10.8 1.4 15.3 4.7 2.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 5.5 3.2 1.8 6.0 13.0 6.6 6.0 10.9 5.4 7.7 10.7 10.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 69.4 13.9 13.0 72.4 40.3 23.1 78.3 65.3 52.2 75.2 56.1 43.1
LnGrp LOS E B B E D C E E D E E D
Approach Vol, veh/h 1153 1538 1054 1347
Approach Delay, s/veh 29.3 43.5 66.9 58.2
Approach LOS C D E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 21.4 59.6 20.5 38.4 21.7 59.4 24.3 34.6
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 18.0 46.0 16.0 34.0 20.0 44.0 21.0 29.0
Max Q Clear Time (g_c+I1), s 15.1 33.4 14.4 29.9 15.4 13.2 18.1 25.4
Green Ext Time (p_c), s 0.3 3.5 0.1 1.5 0.3 2.7 0.3 1.1
Intersection Summary
HCM 6th Ctrl Delay 49.0
HCM 6th LOS D
102: Black Cat Rd & Chinden Blvd
Year 2024 Background SAT Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 21 1007 60 825 48 13 43 12
Future Volume (vph) 21 1007 60 825 48 13 43 12
Turn Type pm+pt NA pm+pt NA Perm NA Perm NA
Protected Phases 7 4 3 8 2 6
Permitted Phases 4 8 2 6
Detector Phase 7 4 3 8 2 2 6 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 9.5 9.5 9.5 9.5 9.5 9.5 9.5 9.5
Total Split (s) 9.8 111.0 10.2 111.4 18.8 18.8 18.8 18.8
Total Split (%) 7.0% 79.3% 7.3% 79.6% 13.4% 13.4% 13.4% 13.4%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode None Max None Max Min Min Min Min
Act Effct Green (s) 111.0 106.8 112.4 109.1 10.4 10.4 10.4 10.4
Actuated g/C Ratio 0.83 0.80 0.84 0.81 0.08 0.08 0.08 0.08
v/c Ratio 0.05 0.80 0.21 0.65 0.51 0.40 0.47 0.22
Control Delay 2.0 14.7 3.4 8.7 78.0 27.9 75.9 35.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 2.0 14.7 3.4 8.7 78.0 27.9 75.9 35.6
LOS A B A A E C E D
Approach Delay 14.4 8.3 49.7 59.2
Approach LOS B A D E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 134.2
Natural Cycle: 80
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.80
Intersection Signal Delay: 15.1 Intersection LOS: B
Intersection Capacity Utilization 76.2% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 102: Black Cat Rd & Chinden Blvd
102: Black Cat Rd & Chinden Blvd
Year 2024 Background SAT Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 21 1007 52 60 825 50 48 13 49 43 12 18
Future Volume (veh/h) 21 1007 52 60 825 50 48 13 49 43 12 18
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1772 1772 1772 1701 1772 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 22 1060 55 63 868 53 51 14 52 45 13 19
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 0 2 2 2 2 2 2 0 0 0 0 0
Cap, veh/h 436 1303 68 310 1310 80 148 29 109 117 58 84
Arrive On Green 0.02 0.78 0.78 0.03 0.79 0.79 0.09 0.09 0.09 0.09 0.09 0.09
Sat Flow, veh/h 1714 1670 87 1688 1653 101 1377 334 1242 1357 661 966
Grp Volume(v), veh/h 22 0 1115 63 0 921 51 0 66 45 0 32
Grp Sat Flow(s),veh/h/ln 1714 0 1756 1688 0 1754 1377 0 1576 1357 0 1626
Q Serve(g_s), s 0.4 0.0 52.1 1.0 0.0 31.3 4.9 0.0 5.4 4.5 0.0 2.5
Cycle Q Clear(g_c), s 0.4 0.0 52.1 1.0 0.0 31.3 7.4 0.0 5.4 9.9 0.0 2.5
Prop In Lane 1.00 0.05 1.00 0.06 1.00 0.79 1.00 0.59
Lane Grp Cap(c), veh/h 436 0 1370 310 0 1390 148 0 138 117 0 142
V/C Ratio(X) 0.05 0.00 0.81 0.20 0.00 0.66 0.34 0.00 0.48 0.38 0.00 0.22
Avail Cap(c_a), veh/h 467 0 1370 325 0 1390 172 0 165 141 0 170
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 6.1 0.0 9.0 13.8 0.0 6.2 61.4 0.0 59.3 64.0 0.0 58.0
Incr Delay (d2), s/veh 0.0 0.0 5.4 0.3 0.0 2.5 1.4 0.0 2.6 2.0 0.0 0.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 0.0 15.2 0.8 0.0 8.4 1.7 0.0 2.2 1.6 0.0 1.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 6.1 0.0 14.4 14.2 0.0 8.7 62.8 0.0 61.9 66.1 0.0 58.8
LnGrp LOS A A B B A A E A E E A E
Approach Vol, veh/h 1137 984 117 77
Approach Delay, s/veh 14.2 9.0 62.3 63.0
Approach LOS B A E E
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 16.4 9.0 111.0 16.4 7.3 112.7
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 14.3 5.7 106.5 14.3 5.3 106.9
Max Q Clear Time (g_c+I1), s 9.4 3.0 54.1 11.9 2.4 33.3
Green Ext Time (p_c), s 0.1 0.0 11.4 0.0 0.0 7.6
Intersection Summary
HCM 6th Ctrl Delay 16.1
HCM 6th LOS B
103: Tree Farm Way & Chinden Blvd
Year 2024 Background SAT Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBT SBL SBT Ø3
Lane Configurations
Traffic Volume (vph) 13 1082 3 16 906 129 3 94 3
Future Volume (vph) 13 1082 3 16 906 129 3 94 3
Turn Type pm+pt NA Perm pm+pt NA Perm NA pm+pt NA
Protected Phases 1 6 5 2 8 7 4 3
Permitted Phases 6 6 2 2 4
Detector Phase 1 6 6 5 2 2 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 10.0 5.0 10.0 5.0
Minimum Split (s) 11.0 22.0 22.0 11.0 22.0 22.0 16.0 11.0 16.0 11.0
Total Split (s) 12.0 75.0 75.0 12.0 75.0 75.0 16.0 17.0 22.0 11.0
Total Split (%) 10.0% 62.5% 62.5% 10.0% 62.5% 62.5% 13.3% 14.2% 18.3% 9%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lead Lag Lead
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min Min None None None None
Act Effct Green (s) 31.9 32.2 32.2 32.0 32.3 32.3 11.2 11.7 13.2
Actuated g/C Ratio 0.59 0.59 0.59 0.59 0.59 0.59 0.21 0.21 0.24
v/c Ratio 0.04 0.56 0.00 0.05 0.47 0.14 0.04 0.28 0.08
Control Delay 6.9 12.5 0.0 6.9 11.2 2.8 19.6 22.5 10.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 6.9 12.5 0.0 6.9 11.2 2.8 19.6 22.5 10.6
LOS A B A A B A B C B
Approach Delay 12.4 10.1 19.6 19.5
Approach LOS B B B B
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 54.5
Natural Cycle: 70
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.56
Intersection Signal Delay: 11.8 Intersection LOS: B
Intersection Capacity Utilization 54.6% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 103: Tree Farm Way & Chinden Blvd
103: Tree Farm Way & Chinden Blvd
Year 2024 Background SAT Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 13 1082 3 16 906 129 0 3 10 94 3 29
Future Volume (veh/h) 13 1082 3 16 906 129 0 3 10 94 3 29
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1660 1772 1800 1800 1772 1786 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 13 1115 3 16 934 133 0 3 10 97 3 30
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 10 2 0 0 2 1 0 0 0 0 0 0
Cap, veh/h 232 1328 602 205 1339 602 252 33 110 357 37 367
Arrive On Green 0.02 0.39 0.39 0.02 0.40 0.40 0.00 0.09 0.09 0.07 0.26 0.26
Sat Flow, veh/h 1581 3367 1525 1714 3367 1514 1714 365 1216 1714 141 1406
Grp Volume(v), veh/h 13 1115 3 16 934 133 0 0 13 97 0 33
Grp Sat Flow(s),veh/h/ln 1581 1683 1525 1714 1683 1514 1714 0 1581 1714 0 1547
Q Serve(g_s), s 0.3 17.5 0.1 0.3 13.5 3.4 0.0 0.0 0.4 2.8 0.0 0.9
Cycle Q Clear(g_c), s 0.3 17.5 0.1 0.3 13.5 3.4 0.0 0.0 0.4 2.8 0.0 0.9
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.77 1.00 0.91
Lane Grp Cap(c), veh/h 232 1328 602 205 1339 602 252 0 142 357 0 403
V/C Ratio(X) 0.06 0.84 0.00 0.08 0.70 0.22 0.00 0.00 0.09 0.27 0.00 0.08
Avail Cap(c_a), veh/h 368 3920 1776 348 3920 1762 396 0 271 564 0 424
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 11.8 16.0 10.7 12.8 14.7 11.6 0.0 0.0 24.4 20.3 0.0 16.3
Incr Delay (d2), s/veh 0.0 0.6 0.0 0.1 0.2 0.1 0.0 0.0 0.1 0.2 0.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 4.9 0.0 0.1 3.8 1.0 0.0 0.0 0.2 1.1 0.0 0.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 11.8 16.6 10.7 12.9 14.9 11.7 0.0 0.0 24.5 20.4 0.0 16.4
LnGrp LOS B B B B B B A A C C A B
Approach Vol, veh/h 1131 1083 13 130
Approach Delay, s/veh 16.5 14.5 24.5 19.4
Approach LOS B B C B
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 7.0 30.2 0.0 21.2 7.1 30.0 10.0 11.3
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 6.0 68.0 5.0 16.0 6.0 68.0 11.0 10.0
Max Q Clear Time (g_c+I1), s 2.3 15.5 0.0 2.9 2.3 19.5 4.8 2.4
Green Ext Time (p_c), s 0.0 2.9 0.0 0.1 0.0 3.5 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 15.8
HCM 6th LOS B
104: Ten Mile Rd & Chinden Blvd
Year 2024 Background SAT Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 852 334 277 773 275 292
Future Volume (vph) 852 334 277 773 275 292
Turn Type NA Perm pm+pt NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 2 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 5.0 10.0 5.0 5.0
Minimum Split (s) 17.0 17.0 11.0 17.0 11.0 11.0
Total Split (s) 73.0 73.0 19.0 92.0 28.0 19.0
Total Split (%) 60.8% 60.8% 15.8% 76.7% 23.3% 15.8%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode Min Min None Min None None
Act Effct Green (s) 29.0 29.0 48.9 47.9 19.4 38.2
Actuated g/C Ratio 0.36 0.36 0.61 0.60 0.24 0.47
v/c Ratio 0.73 0.46 0.70 0.40 0.69 0.38
Control Delay 26.2 4.2 21.3 9.4 39.2 9.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 26.2 4.2 21.3 9.4 39.2 9.7
LOS C A C A D A
Approach Delay 20.0 12.5 24.0
Approach LOS C B C
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 80.5
Natural Cycle: 55
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.73
Intersection Signal Delay: 18.0 Intersection LOS: B
Intersection Capacity Utilization 73.0% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2024 Background SAT Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 852 334 277 773 275 292
Future Volume (veh/h) 852 334 277 773 275 292
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1772 1758 1800 1786 1800 1800
Adj Flow Rate, veh/h 878 344 286 797 284 301
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 2 3 0 1 0 0
Cap, veh/h 1248 552 399 2003 365 522
Arrive On Green 0.37 0.37 0.13 0.59 0.21 0.21
Sat Flow, veh/h 3455 1490 1714 3483 1714 1525
Grp Volume(v), veh/h 878 344 286 797 284 301
Grp Sat Flow(s),veh/h/ln 1683 1490 1714 1697 1714 1525
Q Serve(g_s), s 14.7 12.5 6.2 8.3 10.3 10.7
Cycle Q Clear(g_c), s 14.7 12.5 6.2 8.3 10.3 10.7
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 1248 552 399 2003 365 522
V/C Ratio(X) 0.70 0.62 0.72 0.40 0.78 0.58
Avail Cap(c_a), veh/h 3358 1486 515 4359 570 704
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 17.7 17.0 12.9 7.3 24.5 17.8
Incr Delay (d2), s/veh 0.7 1.2 3.4 0.1 3.6 1.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.6 3.6 2.0 1.9 4.1 3.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 18.5 18.2 16.3 7.4 28.1 18.9
LnGrp LOS B B B A C B
Approach Vol, veh/h 1222 1083 585
Approach Delay, s/veh 18.4 9.7 23.4
Approach LOS B A C
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 46.1 14.5 31.5 20.1
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 85.0 13.0 66.0 22.0
Max Q Clear Time (g_c+I1), s 10.3 8.2 16.7 12.7
Green Ext Time (p_c), s 5.5 0.3 7.8 1.4
Intersection Summary
HCM 6th Ctrl Delay 16.1
HCM 6th LOS B
105: Long Lake Way & Chinden Blvd
Year 2024 Background SAT Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 37 1090 21 152 994 56 16 18 67 113 8
Future Volume (vph) 37 1090 21 152 994 56 16 18 67 113 8
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0
Minimum Split (s) 10.0 32.0 32.0 10.0 32.0 32.0 10.0 33.0 33.0 10.0 33.0
Total Split (s) 10.0 75.0 75.0 21.0 86.0 86.0 10.0 33.0 33.0 11.0 34.0
Total Split (%) 7.1% 53.6% 53.6% 15.0% 61.4% 61.4% 7.1% 23.6% 23.6% 7.9% 24.3%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min Min None None None None None
Act Effct Green (s) 44.1 37.9 37.9 54.7 48.3 48.3 12.7 10.4 10.4 17.3 15.2
Actuated g/C Ratio 0.53 0.45 0.45 0.65 0.58 0.58 0.15 0.12 0.12 0.21 0.18
v/c Ratio 0.12 0.76 0.03 0.49 0.54 0.06 0.08 0.08 0.23 0.47 0.16
Control Delay 7.1 23.1 0.0 12.7 13.1 0.8 31.3 40.4 1.7 38.4 16.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 7.1 23.1 0.0 12.7 13.1 0.8 31.3 40.4 1.7 38.4 16.6
LOS A C A B B A C D A D B
Approach Delay 22.2 12.4 13.3 31.7
Approach LOS C B B C
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 83.8
Natural Cycle: 85
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.76
Intersection Signal Delay: 17.9 Intersection LOS: B
Intersection Capacity Utilization 67.3% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 105: Long Lake Way & Chinden Blvd
105: Long Lake Way & Chinden Blvd
Year 2024 Background SAT Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 37 1090 21 152 994 56 16 18 67 113 8 43
Future Volume (veh/h) 37 1090 21 152 994 56 16 18 67 113 8 43
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1800 1800 1786 1800 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 39 1147 22 160 1046 59 17 19 71 119 8 45
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 0 2 0 0 1 0 0 0 0 0 0 0
Cap, veh/h 301 1589 720 309 1722 774 289 218 184 365 41 233
Arrive On Green 0.04 0.47 0.47 0.07 0.51 0.51 0.02 0.12 0.12 0.07 0.18 0.18
Sat Flow, veh/h 1714 3367 1525 1714 3393 1525 1714 1800 1525 1714 236 1326
Grp Volume(v), veh/h 39 1147 22 160 1046 59 17 19 71 119 0 53
Grp Sat Flow(s),veh/h/ln 1714 1683 1525 1714 1697 1525 1714 1800 1525 1714 0 1561
Q Serve(g_s), s 0.9 21.9 0.6 3.8 17.7 1.6 0.7 0.8 3.5 4.7 0.0 2.3
Cycle Q Clear(g_c), s 0.9 21.9 0.6 3.8 17.7 1.6 0.7 0.8 3.5 4.7 0.0 2.3
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.85
Lane Grp Cap(c), veh/h 301 1589 720 309 1722 774 289 218 184 365 0 274
V/C Ratio(X) 0.13 0.72 0.03 0.52 0.61 0.08 0.06 0.09 0.39 0.33 0.00 0.19
Avail Cap(c_a), veh/h 345 2888 1309 528 3375 1517 362 627 531 365 0 563
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 11.4 17.0 11.4 13.7 14.1 10.2 30.0 31.4 32.6 26.8 0.0 28.3
Incr Delay (d2), s/veh 0.1 0.9 0.0 0.5 0.5 0.1 0.0 0.1 0.5 0.2 0.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 7.0 0.2 1.1 5.4 0.5 0.3 0.3 1.3 1.9 0.0 0.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 11.5 17.9 11.4 14.2 14.6 10.2 30.0 31.5 33.1 27.0 0.0 28.4
LnGrp LOS B B B B B B C C C C A C
Approach Vol, veh/h 1208 1265 107 172
Approach Delay, s/veh 17.6 14.4 32.3 27.4
Approach LOS B B C C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 7.9 46.8 6.6 19.1 10.7 44.0 11.0 14.7
Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 5.0 6.0 5.0 5.0
Max Green Setting (Gmax), s 5.0 80.0 5.0 29.0 16.0 69.0 6.0 28.0
Max Q Clear Time (g_c+I1), s 2.9 19.7 2.7 4.3 5.8 23.9 6.7 5.5
Green Ext Time (p_c), s 0.0 13.2 0.0 0.1 0.1 14.0 0.0 0.2
Intersection Summary
HCM 6th Ctrl Delay 17.3
HCM 6th LOS B
106: Linder Rd & Chinden Blvd
Year 2024 Background SAT Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 9
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 406 669 151 305 742 308 288 583 191 331 503 242
Future Volume (vph) 406 669 151 305 742 308 288 583 191 331 503 242
Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 17.0 17.0 11.0 17.0 17.0 11.0 12.0 12.0 11.0 12.0 12.0
Total Split (s) 29.0 51.0 51.0 26.0 48.0 48.0 26.0 38.0 38.0 25.0 37.0 37.0
Total Split (%) 20.7% 36.4% 36.4% 18.6% 34.3% 34.3% 18.6% 27.1% 27.1% 17.9% 26.4% 26.4%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min Min None None None None None None
Act Effct Green (s) 20.2 37.6 37.6 16.1 33.6 33.6 15.9 26.4 26.4 16.5 27.0 27.0
Actuated g/C Ratio 0.16 0.30 0.30 0.13 0.27 0.27 0.13 0.21 0.21 0.13 0.22 0.22
v/c Ratio 0.78 0.68 0.28 0.73 0.84 0.50 0.73 0.84 0.45 0.78 0.71 0.50
Control Delay 62.2 42.4 7.6 64.2 52.3 6.7 64.6 59.0 16.1 66.5 51.9 13.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 62.2 42.4 7.6 64.2 52.3 6.7 64.6 59.0 16.1 66.5 51.9 13.1
LOS E D A E D A E E B E D B
Approach Delay 44.7 44.6 52.8 47.7
Approach LOS D D D D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 123.3
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.84
Intersection Signal Delay: 47.2 Intersection LOS: D
Intersection Capacity Utilization 82.5% ICU Level of Service E
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2024 Background SAT Peak Hour_MIT 08/29/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 10
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 406 669 151 305 742 308 288 583 191 331 503 242
Future Volume (veh/h) 406 669 151 305 742 308 288 583 191 331 503 242
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1772 1800 1786 1786 1744 1786 1800 1800 1786 1800
Adj Flow Rate, veh/h 423 697 157 318 773 321 300 607 199 345 524 252
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 2 2 0 1 1 4 1 0 0 1 0
Cap, veh/h 504 1015 453 385 902 403 366 720 324 413 756 340
Arrive On Green 0.15 0.30 0.30 0.12 0.27 0.27 0.11 0.21 0.21 0.12 0.22 0.22
Sat Flow, veh/h 3326 3367 1502 3326 3393 1514 3222 3393 1525 3326 3393 1525
Grp Volume(v), veh/h 423 697 157 318 773 321 300 607 199 345 524 252
Grp Sat Flow(s),veh/h/ln 1663 1683 1502 1663 1697 1514 1611 1697 1525 1663 1697 1525
Q Serve(g_s), s 13.1 19.2 8.6 9.9 22.9 20.9 9.6 18.1 12.5 10.7 15.0 16.2
Cycle Q Clear(g_c), s 13.1 19.2 8.6 9.9 22.9 20.9 9.6 18.1 12.5 10.7 15.0 16.2
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 504 1015 453 385 902 403 366 720 324 413 756 340
V/C Ratio(X) 0.84 0.69 0.35 0.83 0.86 0.80 0.82 0.84 0.61 0.84 0.69 0.74
Avail Cap(c_a), veh/h 725 1403 626 630 1318 588 611 997 448 599 964 434
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 43.5 32.5 28.8 45.6 36.8 36.1 45.7 39.9 37.7 45.2 37.7 38.2
Incr Delay (d2), s/veh 6.0 0.3 0.2 1.9 2.7 2.8 1.8 3.6 0.7 4.6 0.9 3.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 5.5 7.3 3.0 4.0 9.1 7.7 3.8 7.7 4.6 4.7 6.3 6.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 49.6 32.8 28.9 47.5 39.6 38.9 47.5 43.5 38.4 49.8 38.6 41.6
LnGrp LOS D C C D D D D D D D D D
Approach Vol, veh/h 1277 1412 1106 1121
Approach Delay, s/veh 37.9 41.2 43.6 42.7
Approach LOS D D D D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 22.0 35.1 18.0 30.5 18.2 38.8 19.1 29.4
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 23.0 41.0 20.0 30.0 20.0 44.0 19.0 31.0
Max Q Clear Time (g_c+I1), s 15.1 24.9 11.6 18.2 11.9 21.2 12.7 20.1
Green Ext Time (p_c), s 0.9 3.2 0.4 2.3 0.4 2.8 0.4 2.3
Intersection Summary
HCM 6th Ctrl Delay 41.2
HCM 6th LOS D
Appendix J Year 2024 Phase 2 Total Traffic
Level-of-Service Worksheets
101: SH 16 & Chinden Blvd
Year 2024 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT EBR WBT WBR NBT SBL SBR
Lane Configurations
Traffic Volume (vph) 422 690 55 473 216 0 396 343
Future Volume (vph) 422 690 55 473 216 0 396 343
Turn Type Prot NA Perm NA Perm NA Perm Prot
Protected Phases 1 6 2 4 8
Permitted Phases 6 2 8
Detector Phase 1 6 6 2 2 4 8 8
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 13.5 19.0 19.0 43.0 43.0 13.5 43.0 43.0
Total Split (s) 33.3 76.5 76.5 43.2 43.2 13.5 50.0 50.0
Total Split (%) 23.8% 54.6% 54.6% 30.9% 30.9% 9.6% 35.7% 35.7%
Yellow Time (s) 4.0 5.0 5.0 5.0 5.0 4.0 4.0 4.0
All-Red Time (s) 4.5 2.0 2.0 1.0 1.0 4.5 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 8.5 7.0 7.0 6.0 6.0 8.5 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min Min Min None None None
Act Effct Green (s) 21.5 62.4 62.4 33.1 33.1 5.2 36.7 36.7
Actuated g/C Ratio 0.18 0.53 0.53 0.28 0.28 0.04 0.31 0.31
v/c Ratio 0.81 0.67 0.07 0.81 0.40 0.06 0.88 0.34
Control Delay 60.2 25.5 1.5 52.1 7.0 0.5 60.0 0.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 60.2 25.5 1.5 52.1 7.0 0.5 60.0 0.9
LOS E C A D A A E A
Approach Delay 36.9 38.0 0.5
Approach LOS D D A
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 117.2
Natural Cycle: 125
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.88
Intersection Signal Delay: 35.8 Intersection LOS: D
Intersection Capacity Utilization 62.2% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 101: SH 16 & Chinden Blvd
101: SH 16 & Chinden Blvd
Year 2024 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 422 690 55 0 473 216 0 0 13 396 0 343
Future Volume (veh/h) 422 690 55 0 473 216 0 0 13 396 0 343
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1730 1772 1800 0 1758 1772 1800 1800 1800 1758 1800 1772
Adj Flow Rate, veh/h 469 767 0 0 526 240 0 0 14 440 0 381
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 5 2 0 0 3 2 0 0 0 3 0 2
Cap, veh/h 543 1163 0 650 421 0 0 461 649 544 599
Arrive On Green 0.17 0.54 0.00 0.00 0.28 0.28 0.00 0.00 0.30 0.30 0.00 0.30
Sat Flow, veh/h 3196 2162 1525 0 2918 1502 0 0 1525 1694 1800 1982
Grp Volume(v), veh/h 469 767 0 0 526 240 0 0 14 440 0 381
Grp Sat Flow(s),veh/h/ln 1598 1081 1525 0 1160 1502 0 0 1525 847 1800 991
Q Serve(g_s), s 13.8 24.6 0.0 0.0 20.4 13.3 0.0 0.0 0.6 23.9 0.0 16.1
Cycle Q Clear(g_c), s 13.8 24.6 0.0 0.0 20.4 13.3 0.0 0.0 0.6 24.6 0.0 16.1
Prop In Lane 1.00 1.00 0.00 1.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 543 1163 0 650 421 0 0 461 649 544 599
V/C Ratio(X) 0.86 0.66 0.00 0.81 0.57 0.00 0.00 0.03 0.68 0.00 0.64
Avail Cap(c_a), veh/h 819 1552 0 891 577 0 0 461 908 818 901
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 39.1 16.0 0.0 0.0 32.4 29.9 0.0 0.0 23.8 32.5 0.0 29.2
Incr Delay (d2), s/veh 4.2 0.9 0.0 0.0 4.8 1.7 0.0 0.0 0.0 0.5 0.0 0.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 5.3 5.2 0.0 0.0 5.6 4.6 0.0 0.0 0.2 4.5 0.0 3.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 43.3 16.9 0.0 0.0 37.2 31.6 0.0 0.0 23.8 32.9 0.0 29.6
LnGrp LOS D B A D C A A C C A C
Approach Vol, veh/h 1236 A 766 14 821
Approach Delay, s/veh 26.9 35.5 23.8 31.4
Approach LOS C D C C
Timer - Assigned Phs 1 2 4 6 8
Phs Duration (G+Y+Rc), s 25.0 34.1 37.7 59.1 37.7
Change Period (Y+Rc), s 8.5 * 7 8.5 7.0 * 8.5
Max Green Setting (Gmax), s 24.8 * 37 5.0 69.5 * 44
Max Q Clear Time (g_c+I1), s 15.8 22.4 2.6 26.6 26.6
Green Ext Time (p_c), s 0.6 4.7 0.0 7.8 2.7
Intersection Summary
HCM 6th Ctrl Delay 30.5
HCM 6th LOS C
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.
102: Black Cat Rd & Chinden Blvd
Year 2024 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Intersection
Int Delay, s/veh 61.5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 18 944 123 48 643 25 34 4 98 56 10 24
Future Vol, veh/h 18 944 123 48 643 25 34 4 98 56 10 24
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 105 - - 105 - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94
Heavy Vehicles, % 0 3 0 3 3 0 0 0 0 0 0 0
Mvmt Flow 19 1004 131 51 684 27 36 4 104 60 11 26
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 711 0 0 1135 0 0 1926 1921 1070 1962 1973 698
Stage 1 - - - - - - 1108 1108 - 800 800 -
Stage 2 - - - - - - 818 813 - 1162 1173 -
Critical Hdwy 4.1 - - 4.13 - - 7.1 6.5 6.2 7.1 6.5 6.2
Critical Hdwy Stg 1 - - - - - - 6.1 5.5 - 6.1 5.5 -
Critical Hdwy Stg 2 - - - - - - 6.1 5.5 - 6.1 5.5 -
Follow-up Hdwy 2.2 - - 2.227 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 898 - - 612 - - 51 68 271 ~ 48 63 444
Stage 1 - - - - - - 257 288 - 382 400 -
Stage 2 - - - - - - 373 395 - 240 268 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 898 - - 612 - - 38 61 271 ~ 26 57 444
Mov Cap-2 Maneuver - - - - - - 38 61 - ~ 26 57 -
Stage 1 - - - - - - 252 282 - 374 367 -
Stage 2 - - - - - - 313 362 - 142 262 -
Approach EB WB NB SB
HCM Control Delay, s 0.2 0.8 $ 305.3 $ 915.3
HCM LOS F F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 103 898 - - 612 - - 38
HCM Lane V/C Ratio 1.405 0.021 - - 0.083 - - 2.52
HCM Control Delay (s) $ 305.3 9.1 - - 11.4 - -$ 915.3
HCM Lane LOS F A - - B - - F
HCM 95th %tile Q(veh) 10.4 0.1 - - 0.3 - - 10.6
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
103: Chinden Blvd & Tree Farm Way
Year 2024 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 19 1051 28 19 646 51 41 5 113 2
Future Volume (vph) 19 1051 28 19 646 51 41 5 113 2
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 10.0 5.0 10.0
Minimum Split (s) 11.0 31.0 31.0 11.0 31.0 31.0 11.0 25.0 11.0 25.0
Total Split (s) 17.0 78.0 78.0 17.0 78.0 78.0 20.0 25.0 20.0 25.0
Total Split (%) 12.1% 55.7% 55.7% 12.1% 55.7% 55.7% 14.3% 17.9% 14.3% 17.9%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None
Act Effct Green (s) 99.2 95.0 95.0 99.3 95.1 95.1 16.8 10.0 22.8 12.5
Actuated g/C Ratio 0.71 0.68 0.68 0.71 0.68 0.68 0.12 0.07 0.16 0.09
v/c Ratio 0.05 0.95 0.03 0.20 0.59 0.05 0.37 0.35 0.58 0.21
Control Delay 6.6 40.7 0.1 11.0 17.0 0.1 55.2 26.2 60.3 23.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 6.6 40.7 0.1 11.0 17.0 0.1 55.2 26.2 60.3 23.1
LOS A D A B B A E C E C
Approach Delay 39.1 15.6 39.8 52.1
Approach LOS D B D D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 150
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.95
Intersection Signal Delay: 31.8 Intersection LOS: C
Intersection Capacity Utilization 82.5% ICU Level of Service E
Analysis Period (min) 15
Splits and Phases: 103: Chinden Blvd & Tree Farm Way
103: Chinden Blvd & Tree Farm Way
Year 2024 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 19 1051 28 19 646 51 41 5 42 113 2 30
Future Volume (veh/h) 19 1051 28 19 646 51 41 5 42 113 2 30
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1533 1617 1758 1800 1098 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 21 1142 30 21 702 55 45 5 46 123 2 33
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 0 2 19 13 3 0 50 0 0 0 0 0
Cap, veh/h 387 1154 846 91 1145 994 159 11 99 241 9 153
Arrive On Green 0.02 0.65 0.65 0.02 0.65 0.65 0.04 0.07 0.07 0.08 0.11 0.11
Sat Flow, veh/h 1714 1772 1299 1540 1758 1525 1046 152 1397 1714 88 1451
Grp Volume(v), veh/h 21 1142 30 21 702 55 45 0 51 123 0 35
Grp Sat Flow(s),veh/h/ln 1714 1772 1299 1540 1758 1525 1046 0 1549 1714 0 1539
Q Serve(g_s), s 0.6 88.5 1.2 0.6 32.4 1.8 5.6 0.0 4.4 9.1 0.0 2.9
Cycle Q Clear(g_c), s 0.6 88.5 1.2 0.6 32.4 1.8 5.6 0.0 4.4 9.1 0.0 2.9
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.90 1.00 0.94
Lane Grp Cap(c), veh/h 387 1154 846 91 1145 994 159 0 110 241 0 162
V/C Ratio(X) 0.05 0.99 0.04 0.23 0.61 0.06 0.28 0.00 0.46 0.51 0.00 0.22
Avail Cap(c_a), veh/h 488 1154 846 181 1145 994 216 0 210 277 0 209
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 11.5 23.9 8.7 36.8 14.2 8.8 57.2 0.0 62.5 53.9 0.0 57.3
Incr Delay (d2), s/veh 0.0 24.1 0.1 0.5 2.5 0.1 0.4 0.0 1.1 0.6 0.0 0.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 38.4 0.4 0.5 11.9 0.6 1.5 0.0 1.8 4.0 0.0 1.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 11.5 48.0 8.8 37.3 16.6 8.9 57.6 0.0 63.6 54.5 0.0 57.8
LnGrp LOS B D A D B A E A E D A E
Approach Vol, veh/h 1193 778 96 158
Approach Delay, s/veh 46.4 16.6 60.8 55.2
Approach LOS D B E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.8 98.2 12.3 20.7 8.8 98.2 17.1 15.9
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 11.0 71.0 14.0 19.0 11.0 71.0 14.0 19.0
Max Q Clear Time (g_c+I1), s 2.6 34.4 7.6 4.9 2.6 90.5 11.1 6.4
Green Ext Time (p_c), s 0.0 1.8 0.0 0.1 0.0 0.0 0.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 37.2
HCM 6th LOS D
104: Ten Mile Rd & Chinden Blvd
Year 2024 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 895 313 166 532 179 278
Future Volume (vph) 895 313 166 532 179 278
Turn Type NA Perm pm+pt NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 2 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 14.0 10.0 5.0 14.0
Minimum Split (s) 35.0 35.0 20.0 17.0 11.0 20.0
Total Split (s) 77.0 77.0 20.0 97.0 23.0 20.0
Total Split (%) 64.2% 64.2% 16.7% 80.8% 19.2% 16.7%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode Min Min None Min Max None
Act Effct Green (s) 66.0 66.0 87.1 86.1 17.1 37.1
Actuated g/C Ratio 0.57 0.57 0.75 0.74 0.15 0.32
v/c Ratio 0.96 0.36 0.67 0.43 0.80 0.54
Control Delay 44.7 6.4 35.8 6.8 74.3 23.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 44.7 6.4 35.8 6.8 74.3 23.7
LOS D A D A E C
Approach Delay 34.7 13.7 43.5
Approach LOS C B D
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 116.2
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.96
Intersection Signal Delay: 30.2 Intersection LOS: C
Intersection Capacity Utilization 87.7% ICU Level of Service E
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2024 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 895 313 166 532 179 278
Future Volume (veh/h) 895 313 166 532 179 278
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1772 1758 1716 1786 1730 1730
Adj Flow Rate, veh/h 962 337 178 572 192 299
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 2 3 6 1 5 5
Cap, veh/h 1009 848 282 1324 241 391
Arrive On Green 0.57 0.57 0.12 0.74 0.15 0.15
Sat Flow, veh/h 1772 1490 1634 1786 1647 1466
Grp Volume(v), veh/h 962 337 178 572 192 299
Grp Sat Flow(s),veh/h/ln 1772 1490 1634 1786 1647 1466
Q Serve(g_s), s 59.3 14.6 5.6 14.1 13.1 17.0
Cycle Q Clear(g_c), s 59.3 14.6 5.6 14.1 13.1 17.0
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 1009 848 282 1324 241 391
V/C Ratio(X) 0.95 0.40 0.63 0.43 0.80 0.76
Avail Cap(c_a), veh/h 1069 899 283 1385 241 391
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 23.5 13.9 29.2 5.7 47.8 39.2
Incr Delay (d2), s/veh 17.0 0.3 4.4 0.2 23.2 13.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 25.5 4.4 3.0 3.7 6.8 9.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 40.5 14.2 33.6 5.9 71.0 52.5
LnGrp LOS D B C A E D
Approach Vol, veh/h 1299 750 491
Approach Delay, s/veh 33.7 12.5 59.7
Approach LOS C B E
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 93.0 20.0 73.1 23.0
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 90.0 14.0 70.0 17.0
Max Q Clear Time (g_c+I1), s 16.1 7.6 61.3 19.0
Green Ext Time (p_c), s 3.5 0.2 4.7 0.0
Intersection Summary
HCM 6th Ctrl Delay 32.5
HCM 6th LOS C
105: Long Lake Way & Chinden Blvd
Year 2024 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 44 1076 54 69 648 25 41 7 122 59 2
Future Volume (vph) 44 1076 54 69 648 25 41 7 122 59 2
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0
Minimum Split (s) 10.0 32.0 32.0 10.0 32.0 32.0 10.0 33.0 33.0 10.0 33.0
Total Split (s) 18.0 87.0 87.0 18.0 87.0 87.0 15.0 33.0 33.0 15.0 33.0
Total Split (%) 11.8% 56.9% 56.9% 11.8% 56.9% 56.9% 9.8% 21.6% 21.6% 9.8% 21.6%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None
Act Effct Green (s) 114.6 108.1 108.1 118.1 111.3 111.3 20.0 10.5 10.5 14.3 10.6
Actuated g/C Ratio 0.75 0.71 0.71 0.77 0.73 0.73 0.13 0.07 0.07 0.09 0.07
v/c Ratio 0.10 0.93 0.05 0.45 0.54 0.02 0.23 0.06 0.58 0.43 0.12
Control Delay 4.9 34.6 0.7 14.2 12.6 0.0 58.1 67.3 21.1 70.0 33.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 4.9 34.6 0.7 14.2 12.6 0.0 58.1 67.3 21.1 70.0 33.6
LOS A C A B B A E E C E C
Approach Delay 31.9 12.4 31.9 63.0
Approach LOS C B C E
Intersection Summary
Cycle Length: 153
Actuated Cycle Length: 153
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 145
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.93
Intersection Signal Delay: 26.3 Intersection LOS: C
Intersection Capacity Utilization 85.6% ICU Level of Service E
Analysis Period (min) 15
Splits and Phases: 105: Long Lake Way & Chinden Blvd
105: Long Lake Way & Chinden Blvd
Year 2024 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 44 1076 54 69 648 25 41 7 122 59 2 12
Future Volume (veh/h) 44 1076 54 69 648 25 41 7 122 59 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1758 1800 1800 1772 1800 1800 1800 1772 1800 1800 1800
Adj Flow Rate, veh/h 47 1145 57 73 689 27 44 7 130 63 2 13
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 3 0 0 2 0 0 0 2 0 0 0
Cap, veh/h 466 1212 1051 152 1227 1056 241 179 150 242 23 151
Arrive On Green 0.03 0.69 0.69 0.03 0.69 0.69 0.03 0.10 0.10 0.04 0.11 0.11
Sat Flow, veh/h 1714 1758 1525 1714 1772 1525 1714 1800 1502 1714 208 1349
Grp Volume(v), veh/h 47 1145 57 73 689 27 44 7 130 63 0 15
Grp Sat Flow(s),veh/h/ln 1714 1758 1525 1714 1772 1525 1714 1800 1502 1714 0 1557
Q Serve(g_s), s 1.2 88.8 1.8 1.9 30.0 0.8 3.5 0.5 13.1 5.0 0.0 1.3
Cycle Q Clear(g_c), s 1.2 88.8 1.8 1.9 30.0 0.8 3.5 0.5 13.1 5.0 0.0 1.3
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.87
Lane Grp Cap(c), veh/h 466 1212 1051 152 1227 1056 241 179 150 242 0 174
V/C Ratio(X) 0.10 0.95 0.05 0.48 0.56 0.03 0.18 0.04 0.87 0.26 0.00 0.09
Avail Cap(c_a), veh/h 563 1212 1051 244 1227 1056 301 329 275 281 0 285
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 9.3 21.2 7.7 36.7 11.9 7.4 59.4 62.3 67.9 58.4 0.0 60.9
Incr Delay (d2), s/veh 0.0 15.6 0.1 0.9 1.9 0.0 0.1 0.0 5.9 0.2 0.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.4 35.5 0.7 1.8 10.9 0.3 1.6 0.3 5.3 2.2 0.0 0.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 9.3 36.8 7.8 37.6 13.7 7.4 59.6 62.3 73.8 58.6 0.0 61.0
LnGrp LOS A D A D B A E E E E A E
Approach Vol, veh/h 1249 789 181 78
Approach Delay, s/veh 34.5 15.7 69.9 59.1
Approach LOS C B E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 9.3 111.9 9.7 22.1 9.8 111.5 11.5 20.2
Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 5.0 6.0 5.0 5.0
Max Green Setting (Gmax), s 13.0 81.0 10.0 28.0 13.0 81.0 10.0 28.0
Max Q Clear Time (g_c+I1), s 3.2 32.0 5.5 3.3 3.9 90.8 7.0 15.1
Green Ext Time (p_c), s 0.0 7.4 0.0 0.0 0.0 0.0 0.0 0.2
Intersection Summary
HCM 6th Ctrl Delay 31.7
HCM 6th LOS C
106: Linder Rd & Chinden Blvd
Year 2024 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 10
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 345 736 100 158 471 116 120 411 178 163 303 169
Future Volume (vph) 345 736 100 158 471 116 120 411 178 163 303 169
Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 41.0 41.0 11.0 45.0 45.0 11.0 43.0 43.0 11.0 45.0 45.0
Total Split (s) 20.0 59.0 59.0 20.0 59.0 59.0 15.0 46.0 46.0 15.0 46.0 46.0
Total Split (%) 14.3% 42.1% 42.1% 14.3% 42.1% 42.1% 10.7% 32.9% 32.9% 10.7% 32.9% 32.9%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None None
Act Effct Green (s) 81.2 59.9 59.9 61.7 45.6 45.6 10.4 23.7 23.7 15.3 28.7 28.7
Actuated g/C Ratio 0.58 0.43 0.43 0.44 0.33 0.33 0.07 0.17 0.17 0.11 0.20 0.20
v/c Ratio 0.80 0.81 0.15 0.64 0.67 0.22 0.77 0.80 0.47 0.75 0.49 0.43
Control Delay 36.4 43.2 3.5 30.4 44.5 5.6 90.9 66.4 9.9 80.3 52.5 9.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 36.4 43.2 3.5 30.4 44.5 5.6 90.9 66.4 9.9 80.3 52.5 9.4
LOS D D A C D A F E A F D A
Approach Delay 37.8 35.5 56.4 48.1
Approach LOS D D E D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 125
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.81
Intersection Signal Delay: 43.3 Intersection LOS: D
Intersection Capacity Utilization 72.5% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2024 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 11
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 345 736 100 158 471 116 120 411 178 163 303 169
Future Volume (veh/h) 345 736 100 158 471 116 120 411 178 163 303 169
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1730 1758 1800 1800 1772 1786 1800 1758 1772 1730 1744 1660
Adj Flow Rate, veh/h 375 800 109 172 512 126 130 447 193 177 329 184
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 5 3 0 0 2 1 0 3 2 5 4 10
Cap, veh/h 487 1223 804 335 1167 744 148 530 238 140 526 223
Arrive On Green 0.10 0.53 0.53 0.06 0.49 0.49 0.06 0.16 0.16 0.06 0.16 0.16
Sat Flow, veh/h 1647 2320 1525 1714 2374 1514 2297 3340 1502 2175 3313 1406
Grp Volume(v), veh/h 375 800 109 172 512 126 130 447 193 177 329 184
Grp Sat Flow(s),veh/h/ln 1647 1160 1525 1714 1187 1514 1149 1670 1502 1087 1657 1406
Q Serve(g_s), s 14.0 34.8 5.1 6.9 19.6 6.5 7.9 18.2 17.4 9.0 13.0 17.7
Cycle Q Clear(g_c), s 14.0 34.8 5.1 6.9 19.6 6.5 7.9 18.2 17.4 9.0 13.0 17.7
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 487 1223 804 335 1167 744 148 530 238 140 526 223
V/C Ratio(X) 0.77 0.65 0.14 0.51 0.44 0.17 0.88 0.84 0.81 1.27 0.63 0.82
Avail Cap(c_a), veh/h 487 1223 804 396 1167 744 148 930 418 140 923 392
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 20.2 23.9 16.9 19.8 23.1 19.8 65.0 57.2 56.9 65.5 55.0 57.0
Incr Delay (d2), s/veh 7.3 2.7 0.4 0.5 1.2 0.5 40.1 1.4 2.5 164.4 0.5 2.9
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.6 9.3 1.8 2.6 5.4 2.4 3.1 7.7 6.7 5.7 5.5 6.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 27.6 26.6 17.2 20.2 24.3 20.3 105.1 58.6 59.4 229.9 55.5 59.9
LnGrp LOS C C B C C C F E E F E E
Approach Vol, veh/h 1284 810 770 690
Approach Delay, s/veh 26.1 22.8 66.7 101.4
Approach LOS C C E F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 20.0 75.8 15.0 29.2 15.0 80.8 15.0 29.2
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 14.0 52.0 9.0 39.0 14.0 52.0 9.0 39.0
Max Q Clear Time (g_c+I1), s 16.0 21.6 9.9 19.7 8.9 36.8 11.0 20.2
Green Ext Time (p_c), s 0.0 2.0 0.0 1.7 0.1 2.9 0.0 2.0
Intersection Summary
HCM 6th Ctrl Delay 48.8
HCM 6th LOS D
107: Ten Mile Rd & Lost Rapids Dr
Year 2024 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 12
Intersection
Int Delay, s/veh 3.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 20 2 75 47 1 27 58 408 7 17 429 11
Future Vol, veh/h 20 2 75 47 1 27 58 408 7 17 429 11
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length 0 - - - - - 100 - 75 120 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96
Heavy Vehicles, % 0 0 0 0 0 0 23 6 0 0 5 0
Mvmt Flow 21 2 78 49 1 28 60 425 7 18 447 11
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 822 1041 229 806 1039 213 458 0 0 432 0 0
Stage 1 489 489 - 545 545 - - - - - - -
Stage 2 333 552 - 261 494 - - - - - - -
Critical Hdwy 7.5 6.5 6.9 7.5 6.5 6.9 4.56 - - 4.1 - -
Critical Hdwy Stg 1 6.5 5.5 - 6.5 5.5 - - - - - - -
Critical Hdwy Stg 2 6.5 5.5 - 6.5 5.5 - - - - - - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.43 - - 2.2 - -
Pot Cap-1 Maneuver 269 232 780 277 232 798 964 - - 1138 - -
Stage 1 534 553 - 495 522 - - - - - - -
Stage 2 660 518 - 727 550 - - - - - - -
Platoon blocked, %- - - -
Mov Cap-1 Maneuver 243 214 780 233 214 798 964 - - 1138 - -
Mov Cap-2 Maneuver 243 214 - 233 214 - - - - - - -
Stage 1 501 544 - 464 490 - - - - - - -
Stage 2 596 486 - 641 541 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 12.7 20.4 1.1 0.3
HCM LOS B C
Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1 SBL SBT SBR
Capacity (veh/h) 964 - - 243 730 312 1138 - -
HCM Lane V/C Ratio 0.063 - - 0.086 0.11 0.25 0.016 - -
HCM Control Delay (s) 9 - - 21.2 10.5 20.4 8.2 - -
HCM Lane LOS A - - C B C A - -
HCM 95th %tile Q(veh) 0.2 - - 0.3 0.4 1 0 - -
108: Ten Mile Rd & McMillan Rd
Year 2024 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 13
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 40 114 64 179 103 35 66 393 111 65 542 14
Future Volume (vph) 40 114 64 179 103 35 66 393 111 65 542 14
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0
Minimum Split (s) 10.0 35.0 35.0 10.0 36.0 36.0 10.0 29.0 29.0 10.0 29.0 29.0
Total Split (s) 10.0 39.0 39.0 11.0 40.0 40.0 13.0 40.0 40.0 10.0 37.0 37.0
Total Split (%) 10.0% 39.0% 39.0% 11.0% 40.0% 40.0% 13.0% 40.0% 40.0% 10.0% 37.0% 37.0%
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None None None Min Min None Min Min
Act Effct Green (s) 14.4 12.6 12.6 18.5 15.4 15.4 30.2 25.4 25.4 27.7 24.1 24.1
Actuated g/C Ratio 0.22 0.20 0.20 0.29 0.24 0.24 0.47 0.40 0.40 0.43 0.38 0.38
v/c Ratio 0.16 0.35 0.21 0.55 0.26 0.08 0.32 0.50 0.18 0.19 0.68 0.02
Control Delay 19.7 30.4 2.0 28.0 27.1 0.3 12.5 18.2 3.2 10.0 23.1 0.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 19.7 30.4 2.0 28.0 27.1 0.3 12.5 18.2 3.2 10.0 23.1 0.1
LOS B C A C C A B B A A C A
Approach Delay 20.1 24.7 14.6 21.2
Approach LOS C C B C
Intersection Summary
Cycle Length: 100
Actuated Cycle Length: 64.2
Natural Cycle: 85
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.68
Intersection Signal Delay: 19.6 Intersection LOS: B
Intersection Capacity Utilization 49.6% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 108: Ten Mile Rd & McMillan Rd
108: Ten Mile Rd & McMillan Rd
Year 2024 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 14
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 40 114 64 179 103 35 66 393 111 65 542 14
Future Volume (veh/h) 40 114 64 179 103 35 66 393 111 65 542 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1561 1786 1323 1786 1786 1744 1224 1730 1772 1772 1758 1800
Adj Flow Rate, veh/h 43 121 68 190 110 37 70 418 118 69 577 15
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 17 1 34 1 1 4 41 5 2 2 3 0
Cap, veh/h 369 301 189 423 405 335 252 721 504 370 767 512
Arrive On Green 0.04 0.17 0.17 0.10 0.23 0.23 0.06 0.34 0.34 0.06 0.34 0.34
Sat Flow, veh/h 1487 1786 1121 1701 1786 1478 1166 2145 1502 1688 2285 1525
Grp Volume(v), veh/h 43 121 68 190 110 37 70 418 118 69 577 15
Grp Sat Flow(s),veh/h/ln 1487 1786 1121 1701 1786 1478 1166 1072 1502 1688 1143 1525
Q Serve(g_s), s 1.4 3.6 3.2 5.4 3.0 1.2 2.3 9.5 3.4 1.5 13.3 0.4
Cycle Q Clear(g_c), s 1.4 3.6 3.2 5.4 3.0 1.2 2.3 9.5 3.4 1.5 13.3 0.4
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 369 301 189 423 405 335 252 721 504 370 767 512
V/C Ratio(X) 0.12 0.40 0.36 0.45 0.27 0.11 0.28 0.58 0.23 0.19 0.75 0.03
Avail Cap(c_a), veh/h 431 1024 643 423 1054 872 342 1266 886 416 1233 823
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 19.0 22.0 21.8 17.6 18.9 18.2 13.3 16.2 14.2 12.2 17.5 13.2
Incr Delay (d2), s/veh 0.1 1.2 1.6 0.3 0.5 0.2 0.2 1.1 0.3 0.1 2.2 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.4 1.5 0.8 1.9 1.2 0.4 0.5 2.1 1.0 0.5 3.2 0.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 19.1 23.2 23.5 17.9 19.4 18.4 13.5 17.3 14.5 12.3 19.7 13.3
LnGrp LOS B C C B B B B B B B B B
Approach Vol, veh/h 232 337 606 661
Approach Delay, s/veh 22.5 18.4 16.3 18.8
Approach LOS C B B B
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 7.5 18.4 8.4 24.9 11.0 15.0 8.4 24.9
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 5.0 35.0 8.0 32.0 6.0 34.0 5.0 35.0
Max Q Clear Time (g_c+I1), s 3.4 5.0 4.3 15.3 7.4 5.6 3.5 11.5
Green Ext Time (p_c), s 0.0 1.0 0.0 4.6 0.0 1.2 0.0 4.3
Intersection Summary
HCM 6th Ctrl Delay 18.4
HCM 6th LOS B
201: Site Access A & Chinden Blvd
Year 2024 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 15
Intersection
Int Delay, s/veh 0.5
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 1190 17 13 699 18 13
Future Vol, veh/h 1190 17 13 699 18 13
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - 200 200 - 0 100
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 1293 18 14 760 20 14
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 1311 0 2081 1293
Stage 1 - - - - 1293 -
Stage 2 - - - - 788 -
Critical Hdwy - - 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy - - 2.218 - 3.518 3.318
Pot Cap-1 Maneuver - - 528 - 59 199
Stage 1 - - - - 257 -
Stage 2 - - - - 448 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 528 - 57 199
Mov Cap-2 Maneuver - - - - 169 -
Stage 1 - - - - 250 -
Stage 2 - - - - 448 -
Approach EB WB NB
HCM Control Delay, s 0 0.2 27.2
HCM LOS D
Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT
Capacity (veh/h) 169 199 - - 528 -
HCM Lane V/C Ratio 0.116 0.071 - - 0.027 -
HCM Control Delay (s) 29.1 24.5 - - 12 -
HCM Lane LOS D C - - B -
HCM 95th %tile Q(veh) 0.4 0.2 - - 0.1 -
202: Site Access B & Chinden Blvd
Year 2024 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 16
Intersection
Int Delay, s/veh 0.2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 1191 11 0 711 0 17
Future Vol, veh/h 1191 11 0 711 0 17
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - 200 - - - 0
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 1295 12 0 773 0 18
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 - - - 1295
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - - - - 6.22
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - - - - - 3.318
Pot Cap-1 Maneuver - - 0 - 0 198
Stage 1 - - 0 - 0 -
Stage 2 - - 0 - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - - - - 198
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB NB
HCM Control Delay, s 0 0 25
HCM LOS D
Minor Lane/Major Mvmt NBLn1 EBT EBR WBT
Capacity (veh/h) 198 - - -
HCM Lane V/C Ratio 0.093 - - -
HCM Control Delay (s) 25 - - -
HCM Lane LOS D - - -
HCM 95th %tile Q(veh) 0.3 - - -
203: Ten Mile Rd & Site Access C
Year 2024 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 17
Intersection
Int Delay, s/veh 0.5
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 14 22 11 445 436 44
Future Vol, veh/h 14 22 11 445 436 44
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 100 100 - - 100
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 15 24 12 484 474 48
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 740 237 522 0 - 0
Stage 1 474 - - - - -
Stage 2 266 - - - - -
Critical Hdwy 6.84 6.94 4.14 - - -
Critical Hdwy Stg 1 5.84 - - - - -
Critical Hdwy Stg 2 5.84 - - - - -
Follow-up Hdwy 3.52 3.32 2.22 - - -
Pot Cap-1 Maneuver 352 764 1041 - - -
Stage 1 592 - - - - -
Stage 2 754 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 348 764 1041 - - -
Mov Cap-2 Maneuver 453 - - - - -
Stage 1 585 - - - - -
Stage 2 754 - - - - -
Approach EB NB SB
HCM Control Delay, s 11.2 0.2 0
HCM LOS B
Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR
Capacity (veh/h) 1041 - 453 764 - -
HCM Lane V/C Ratio 0.011 - 0.034 0.031 - -
HCM Control Delay (s) 8.5 - 13.2 9.9 - -
HCM Lane LOS A - B A - -
HCM 95th %tile Q(veh) 0 - 0.1 0.1 - -
204: Lost Rapids Dr & Site Access D
Year 2024 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 18
Intersection
Int Delay, s/veh 3.2
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 20 30 58 11 11 40
Future Vol, veh/h 20 30 58 11 11 40
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - - -
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 22 33 63 12 12 43
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 136 69 0 0 75 0
Stage 1 69 - - - - -
Stage 2 67 - - - - -
Critical Hdwy 6.42 6.22 - - 4.12 -
Critical Hdwy Stg 1 5.42 - - - - -
Critical Hdwy Stg 2 5.42 - - - - -
Follow-up Hdwy 3.518 3.318 - - 2.218 -
Pot Cap-1 Maneuver 857 994 - - 1524 -
Stage 1 954 - - - - -
Stage 2 956 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 850 994 - - 1524 -
Mov Cap-2 Maneuver 850 - - - - -
Stage 1 946 - - - - -
Stage 2 956 - - - - -
Approach WB NB SB
HCM Control Delay, s 9.1 0 1.6
HCM LOS A
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 931 1524 -
HCM Lane V/C Ratio - - 0.058 0.008 -
HCM Control Delay (s) - - 9.1 7.4 0
HCM Lane LOS - - A A A
HCM 95th %tile Q(veh) - - 0.2 0 -
205: Lost Rapids Dr & Site Access E
Year 2024 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 19
Intersection
Int Delay, s/veh 2.7
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 7 45 43 9 15 21
Future Vol, veh/h 7 45 43 9 15 21
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 8 49 47 10 16 23
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 57 0 - 0 117 52
Stage 1 - - - - 52 -
Stage 2 - - - - 65 -
Critical Hdwy 4.12 - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.218 - - - 3.518 3.318
Pot Cap-1 Maneuver 1547 - - - 879 1016
Stage 1 - - - - 970 -
Stage 2 - - - - 958 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1547 - - - 875 1016
Mov Cap-2 Maneuver - - - - 875 -
Stage 1 - - - - 965 -
Stage 2 - - - - 958 -
Approach EB WB SB
HCM Control Delay, s 1 0 8.9
HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1
Capacity (veh/h) 1547 - - - 952
HCM Lane V/C Ratio 0.005 - - - 0.041
HCM Control Delay (s) 7.3 0 - - 8.9
HCM Lane LOS A A - - A
HCM 95th %tile Q(veh) 0 - - - 0.1
206: Lost Rapids Dr & Site Access F
Year 2024 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 20
Intersection
Int Delay, s/veh 2.2
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 2 57 46 6 25 8
Future Vol, veh/h 2 57 46 6 25 8
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 2 62 50 7 27 9
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 57 0 - 0 120 54
Stage 1 - - - - 54 -
Stage 2 - - - - 66 -
Critical Hdwy 4.12 - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.218 - - - 3.518 3.318
Pot Cap-1 Maneuver 1547 - - - 876 1013
Stage 1 - - - - 969 -
Stage 2 - - - - 957 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1547 - - - 875 1013
Mov Cap-2 Maneuver - - - - 875 -
Stage 1 - - - - 968 -
Stage 2 - - - - 957 -
Approach EB WB SB
HCM Control Delay, s 0.2 0 9.1
HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1
Capacity (veh/h) 1547 - - - 905
HCM Lane V/C Ratio 0.001 - - - 0.04
HCM Control Delay (s) 7.3 0 - - 9.1
HCM Lane LOS A A - - A
HCM 95th %tile Q(veh) 0 - - - 0.1
207: Lost Rapids Dr & Site Access G
Year 2024 Total AM Peak Hour 08/10/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 21
Intersection
Int Delay, s/veh 2.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 5 75 1 2 32 37 1 0 1 22 0 19
Future Vol, veh/h 5 75 1 2 32 37 1 0 1 22 0 19
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - 0 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 5 82 1 2 35 40 1 0 1 24 0 21
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 75 0 0 83 0 0 163 172 83 152 152 55
Stage 1 - - - - - - 93 93 - 59 59 -
Stage 2 - - - - - - 70 79 - 93 93 -
Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22
Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 -
Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 -
Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318
Pot Cap-1 Maneuver 1524 - - 1514 - - 802 721 976 815 740 1012
Stage 1 - - - - - - 914 818 - 953 846 -
Stage 2 - - - - - - 940 829 - 914 818 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1524 - - 1514 - - 784 718 976 812 737 1012
Mov Cap-2 Maneuver - - - - - - 784 718 - 812 737 -
Stage 1 - - - - - - 911 816 - 950 845 -
Stage 2 - - - - - - 920 828 - 910 816 -
Approach EB WB NB SB
HCM Control Delay, s 0.5 0.2 9.1 9.1
HCM LOS A A
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2
Capacity (veh/h) 870 1524 - - 1514 - - 812 1012
HCM Lane V/C Ratio 0.002 0.004 - - 0.001 - - 0.029 0.02
HCM Control Delay (s) 9.1 7.4 0 - 7.4 0 - 9.6 8.6
HCM Lane LOS A A A - A A - A A
HCM 95th %tile Q(veh) 0 0 - - 0 - - 0.1 0.1
101: SH 16 & Chinden Blvd
Year 2024 Total PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT EBR WBT WBR NBT SBL SBR
Lane Configurations
Traffic Volume (vph) 392 647 17 806 524 0 355 458
Future Volume (vph) 392 647 17 806 524 0 355 458
Turn Type Prot NA Perm NA Perm NA Perm Prot
Protected Phases 1 6 2 4 8
Permitted Phases 6 2 8
Detector Phase 1 6 6 2 2 4 8 8
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 13.5 19.0 19.0 43.0 43.0 12.0 36.0 36.0
Total Split (s) 27.0 85.0 85.0 58.0 58.0 12.0 43.0 43.0
Total Split (%) 19.3% 60.7% 60.7% 41.4% 41.4% 8.6% 30.7% 30.7%
Yellow Time (s) 4.0 5.0 5.0 5.0 5.0 5.0 4.0 4.0
All-Red Time (s) 4.5 2.0 2.0 1.0 1.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 8.5 7.0 7.0 6.0 6.0 7.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min Min Min None None None
Act Effct Green (s) 18.1 76.6 76.6 50.9 50.9 5.1 34.1 34.1
Actuated g/C Ratio 0.14 0.58 0.58 0.38 0.38 0.04 0.26 0.26
v/c Ratio 0.91 0.55 0.02 0.94 0.59 0.15 0.93 0.54
Control Delay 82.1 20.9 0.1 59.4 5.3 1.2 79.5 5.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 82.1 20.9 0.1 59.4 5.3 1.2 79.5 5.1
LOS F C A E A A E A
Approach Delay 43.2 38.1 1.2
Approach LOS D D A
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 133
Natural Cycle: 115
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.94
Intersection Signal Delay: 39.2 Intersection LOS: D
Intersection Capacity Utilization 69.8% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 101: SH 16 & Chinden Blvd
101: SH 16 & Chinden Blvd
Year 2024 Total PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 392 647 17 0 806 524 0 0 39 355 0 458
Future Volume (veh/h) 392 647 17 0 806 524 0 0 39 355 0 458
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1800 0 1786 1800 1800 1800 1800 1786 1800 1772
Adj Flow Rate, veh/h 404 667 0 0 831 540 0 0 40 366 0 472
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 1 1 0 0 1 0 0 0 0 1 0 2
Cap, veh/h 457 1293 0 937 616 0 0 411 526 484 525
Arrive On Green 0.14 0.61 0.00 0.00 0.40 0.40 0.00 0.00 0.27 0.27 0.00 0.27
Sat Flow, veh/h 3300 2107 1525 0 2947 1525 0 0 1525 1626 1800 1952
Grp Volume(v), veh/h 404 667 0 0 831 540 0 0 40 366 0 472
Grp Sat Flow(s),veh/h/ln 1650 1054 1525 0 1161 1525 0 0 1525 813 1800 976
Q Serve(g_s), s 14.3 21.3 0.0 0.0 39.7 39.0 0.0 0.0 2.3 26.0 0.0 27.8
Cycle Q Clear(g_c), s 14.3 21.3 0.0 0.0 39.7 39.0 0.0 0.0 2.3 28.4 0.0 27.8
Prop In Lane 1.00 1.00 0.00 1.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 457 1293 0 937 616 0 0 411 526 484 525
V/C Ratio(X) 0.88 0.52 0.00 0.89 0.88 0.00 0.00 0.10 0.70 0.00 0.90
Avail Cap(c_a), veh/h 512 1378 0 1012 665 0 0 411 593 558 605
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 50.4 13.0 0.0 0.0 33.0 32.8 0.0 0.0 32.7 43.4 0.0 42.0
Incr Delay (d2), s/veh 14.3 0.5 0.0 0.0 9.5 12.6 0.0 0.0 0.0 2.3 0.0 13.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.6 4.4 0.0 0.0 11.4 15.3 0.0 0.0 0.8 5.1 0.0 7.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 64.8 13.5 0.0 0.0 42.6 45.4 0.0 0.0 32.8 45.6 0.0 55.9
LnGrp LOS E B A D D A A C D A E
Approach Vol, veh/h 1071 A 1371 40 838
Approach Delay, s/veh 32.8 43.7 32.8 51.4
Approach LOS C D C D
Timer - Assigned Phs 1 2 4 6 8
Phs Duration (G+Y+Rc), s 25.0 55.2 39.1 80.2 39.1
Change Period (Y+Rc), s 8.5 * 7 7.0 7.0 * 7
Max Green Setting (Gmax), s 18.5 * 52 5.0 78.0 * 37
Max Q Clear Time (g_c+I1), s 16.3 41.7 4.3 23.3 30.4
Green Ext Time (p_c), s 0.2 6.5 0.0 6.6 1.7
Intersection Summary
HCM 6th Ctrl Delay 42.0
HCM 6th LOS D
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.
102: Black Cat Rd & Chinden Blvd
Year 2024 Total PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Intersection
Int Delay, s/veh 221.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 23 951 49 103 1247 62 51 11 69 44 6 23
Future Vol, veh/h 23 951 49 103 1247 62 51 11 69 44 6 23
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 105 - - 105 - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 98 98 98 98 98 98 98 98 98 98 98 98
Heavy Vehicles, % 0 1 0 0 1 0 2 0 0 0 0 0
Mvmt Flow 23 970 50 105 1272 63 52 11 70 45 6 23
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1335 0 0 1020 0 0 2569 2586 995 2596 2580 1304
Stage 1 - - - - - - 1041 1041 - 1514 1514 -
Stage 2 - - - - - - 1528 1545 - 1082 1066 -
Critical Hdwy 4.1 - - 4.1 - - 7.12 6.5 6.2 7.1 6.5 6.2
Critical Hdwy Stg 1 - - - - - - 6.12 5.5 - 6.1 5.5 -
Critical Hdwy Stg 2 - - - - - - 6.12 5.5 - 6.1 5.5 -
Follow-up Hdwy 2.2 - - 2.2 - - 3.518 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 523 - - 688 - - ~ 17 26 300 ~ 17 26 198
Stage 1 - - - - - - 278 310 - 151 184 -
Stage 2 - - - - - - 147 178 - 266 301 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 523 - - 688 - - ~ 10 21 300 ~ 7 21 198
Mov Cap-2 Maneuver - - - - - - ~ 10 21 - ~ 7 21 -
Stage 1 - - - - - - 266 296 - 144 156 -
Stage 2 - - - - - - 105 151 - 187 288 -
Approach EB WB NB SB
HCM Control Delay, s 0.3 0.8 $ 2634.3 $ 3269.2
HCM LOS F F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 22 523 - - 688 - - 11
HCM Lane V/C Ratio 6.076 0.045 - - 0.153 - - 6.772
HCM Control Delay (s) $ 2634.3 12.2 - - 11.2 - - $ 3269.2
HCM Lane LOS F B - - B - - F
HCM 95th %tile Q(veh) 16.9 0.1 - - 0.5 - - 10.6
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
Year 2024 Total PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 25 993 46 49 1246 137 138 12 89 8
Future Volume (vph) 25 993 46 49 1246 137 138 12 89 8
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 10.0 5.0 10.0
Minimum Split (s) 11.0 31.0 31.0 11.0 31.0 31.0 11.0 17.0 11.0 17.0
Total Split (s) 20.0 80.0 80.0 20.0 80.0 80.0 23.0 17.0 23.0 17.0
Total Split (%) 14.3% 57.1% 57.1% 14.3% 57.1% 57.1% 16.4% 12.1% 16.4% 12.1%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None
Act Effct Green (s) 95.3 89.9 89.9 97.7 92.8 92.8 25.8 13.3 19.2 10.0
Actuated g/C Ratio 0.68 0.64 0.64 0.70 0.66 0.66 0.18 0.10 0.14 0.07
v/c Ratio 0.23 0.92 0.05 0.35 1.11 0.14 0.65 0.27 0.45 0.27
Control Delay 12.1 39.3 0.1 11.2 83.6 3.9 62.2 28.7 53.1 32.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 12.1 39.3 0.1 11.2 83.6 3.9 62.2 28.7 53.1 32.9
LOS B D A B F A E C D C
Approach Delay 36.9 73.5 53.8 47.5
Approach LOS D E D D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 150
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.11
Intersection Signal Delay: 57.2 Intersection LOS: E
Intersection Capacity Utilization 94.8% ICU Level of Service F
Analysis Period (min) 15
Splits and Phases: 103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
Year 2024 Total PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 25 993 46 49 1246 137 138 12 34 89 8 25
Future Volume (veh/h) 25 993 46 49 1246 137 138 12 34 89 8 25
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1603 1800 1800 1772 1646 1646 1646 1800 1800 1800
Adj Flow Rate, veh/h 27 1056 49 52 1326 146 147 13 36 95 9 27
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 1 14 0 0 2 11 11 11 0 0 0
Cap, veh/h 91 1107 842 141 1130 942 271 41 114 259 28 85
Arrive On Green 0.02 0.62 0.62 0.06 1.00 1.00 0.10 0.11 0.11 0.06 0.07 0.07
Sat Flow, veh/h 1714 1786 1359 1714 1800 1502 1567 386 1068 1714 396 1189
Grp Volume(v), veh/h 27 1056 49 52 1326 146 147 0 49 95 0 36
Grp Sat Flow(s),veh/h/ln 1714 1786 1359 1714 1800 1502 1567 0 1453 1714 0 1586
Q Serve(g_s), s 0.8 77.0 2.0 1.5 87.9 0.0 11.9 0.0 4.4 7.1 0.0 3.0
Cycle Q Clear(g_c), s 0.8 77.0 2.0 1.5 87.9 0.0 11.9 0.0 4.4 7.1 0.0 3.0
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.73 1.00 0.75
Lane Grp Cap(c), veh/h 91 1107 842 141 1130 942 271 0 156 259 0 113
V/C Ratio(X) 0.30 0.95 0.06 0.37 1.17 0.15 0.54 0.00 0.32 0.37 0.00 0.32
Avail Cap(c_a), veh/h 223 1107 842 259 1130 942 305 0 156 358 0 125
HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 36.0 24.8 10.5 31.2 0.0 0.0 52.3 0.0 57.8 55.4 0.0 61.8
Incr Delay (d2), s/veh 0.7 18.0 0.1 0.6 87.9 0.3 0.6 0.0 0.4 0.3 0.0 1.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.6 33.4 0.6 1.0 27.6 0.1 4.8 0.0 1.6 3.1 0.0 1.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 36.6 42.8 10.6 31.8 87.9 0.3 52.9 0.0 58.2 55.8 0.0 63.0
LnGrp LOS D D B C F A D A E E A E
Approach Vol, veh/h 1132 1524 196 131
Approach Delay, s/veh 41.3 77.6 54.2 57.7
Approach LOS D E D E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 9.3 94.9 19.9 16.0 10.3 93.8 14.9 21.0
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 14.0 73.0 17.0 11.0 14.0 73.0 17.0 11.0
Max Q Clear Time (g_c+I1), s 2.8 89.9 13.9 5.0 3.5 79.0 9.1 6.4
Green Ext Time (p_c), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 61.4
HCM 6th LOS E
104: Ten Mile Rd & Chinden Blvd
Year 2024 Total PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 886 283 530 959 474 314
Future Volume (vph) 886 283 530 959 474 314
Turn Type NA Perm pm+pt NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 2 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 5.0 10.0 5.0 5.0
Minimum Split (s) 35.0 35.0 11.0 17.0 11.0 11.0
Total Split (s) 60.0 60.0 32.0 92.0 48.0 32.0
Total Split (%) 42.9% 42.9% 22.9% 65.7% 34.3% 22.9%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode C-Min C-Min None C-Min Max None
Act Effct Green (s) 53.0 53.0 86.0 85.0 42.0 74.0
Actuated g/C Ratio 0.38 0.38 0.61 0.61 0.30 0.53
v/c Ratio 1.38 0.48 1.54 0.93 0.98 0.41
Control Delay 221.3 37.2 276.6 38.9 84.1 19.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 221.3 37.2 276.6 38.9 84.1 19.2
LOS F D F D F B
Approach Delay 176.8 123.6 58.2
Approach LOS F F E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 113 (81%), Referenced to phase 2:WBTL and 6:EBT, Start of Green
Natural Cycle: 150
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.54
Intersection Signal Delay: 126.7 Intersection LOS: F
Intersection Capacity Utilization 123.8% ICU Level of Service H
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2024 Total PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 886 283 530 959 474 314
Future Volume (veh/h) 886 283 530 959 474 314
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1800 1772 1786 1800 1800 1786
Adj Flow Rate, veh/h 943 301 564 1020 504 334
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 2 1 0 0 1
Cap, veh/h 681 568 367 1093 514 735
Arrive On Green 0.12 0.12 0.19 0.61 0.30 0.30
Sat Flow, veh/h 1800 1502 1701 1800 1714 1514
Grp Volume(v), veh/h 943 301 564 1020 504 334
Grp Sat Flow(s),veh/h/ln 1800 1502 1701 1800 1714 1514
Q Serve(g_s), s 53.0 26.3 26.0 71.9 40.8 20.4
Cycle Q Clear(g_c), s 53.0 26.3 26.0 71.9 40.8 20.4
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 681 568 367 1093 514 735
V/C Ratio(X) 1.38 0.53 1.54 0.93 0.98 0.45
Avail Cap(c_a), veh/h 681 568 367 1093 514 735
HCM Platoon Ratio 0.33 0.33 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 61.3 49.6 46.9 24.9 48.6 23.8
Incr Delay (d2), s/veh 181.8 3.5 254.3 15.3 35.0 2.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 59.9 11.1 37.8 31.1 22.0 7.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 243.0 53.1 301.2 40.2 83.6 25.8
LnGrp LOS F D F D F C
Approach Vol, veh/h 1244 1584 838
Approach Delay, s/veh 197.1 133.1 60.6
Approach LOS F F E
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 92.0 32.0 60.0 48.0
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 85.0 26.0 53.0 42.0
Max Q Clear Time (g_c+I1), s 73.9 28.0 55.0 42.8
Green Ext Time (p_c), s 5.2 0.0 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 138.2
HCM 6th LOS F
105: Long Lake Way & Chinden Blvd
Year 2024 Total PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 31 1105 65 177 1412 53 61 8 114 61 7
Future Volume (vph) 31 1105 65 177 1412 53 61 8 114 61 7
Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm Perm NA
Protected Phases 1 6 5 2 8 4
Permitted Phases 6 6 2 2 8 8 4
Detector Phase 1 6 6 5 2 2 8 8 8 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0
Minimum Split (s) 10.0 32.0 32.0 10.0 32.0 32.0 25.0 25.0 25.0 25.0 25.0
Total Split (s) 20.0 95.0 95.0 20.0 95.0 95.0 25.0 25.0 25.0 25.0 25.0
Total Split (%) 14.3% 67.9% 67.9% 14.3% 67.9% 67.9% 17.9% 17.9% 17.9% 17.9% 17.9%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None
Act Effct Green (s) 104.0 97.8 97.8 117.8 110.6 110.6 12.2 12.2 12.2 12.2 12.2
Actuated g/C Ratio 0.74 0.70 0.70 0.84 0.79 0.79 0.09 0.09 0.09 0.09 0.09
v/c Ratio 0.28 0.92 0.06 0.65 1.02 0.05 0.54 0.05 0.49 0.55 0.17
Control Delay 13.8 11.6 0.0 25.9 37.5 3.5 78.1 57.4 16.9 79.0 30.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 13.8 11.6 0.0 25.9 37.5 3.5 78.1 57.4 16.9 79.0 30.0
LOS B B A C D A E E B E C
Approach Delay 11.1 35.1 39.0 64.3
Approach LOS B D D E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 150
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.02
Intersection Signal Delay: 26.9 Intersection LOS: C
Intersection Capacity Utilization 106.2% ICU Level of Service G
Analysis Period (min) 15
Splits and Phases: 105: Long Lake Way & Chinden Blvd
105: Long Lake Way & Chinden Blvd
Year 2024 Total PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 31 1105 65 177 1412 53 61 8 114 61 7 19
Future Volume (veh/h) 31 1105 65 177 1412 53 61 8 114 61 7 19
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1800 1800 1800 1800 1800 1800 1786 1758 1800 1800
Adj Flow Rate, veh/h 32 1139 67 182 1456 55 63 8 118 63 7 20
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 0 1 0 0 0 0 0 0 1 3 0 0
Cap, veh/h 95 1346 1149 270 1382 1171 159 166 140 162 38 109
Arrive On Green 0.03 0.75 0.75 0.04 0.77 0.77 0.09 0.09 0.09 0.09 0.09 0.09
Sat Flow, veh/h 1714 1786 1525 1714 1800 1525 1405 1800 1514 1255 412 1176
Grp Volume(v), veh/h 32 1139 67 182 1456 55 63 8 118 63 0 27
Grp Sat Flow(s),veh/h/ln 1714 1786 1525 1714 1800 1525 1405 1800 1514 1255 0 1588
Q Serve(g_s), s 0.6 60.7 1.6 3.4 107.5 1.2 6.1 0.6 10.7 6.7 0.0 2.2
Cycle Q Clear(g_c), s 0.6 60.7 1.6 3.4 107.5 1.2 8.3 0.6 10.7 7.3 0.0 2.2
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.74
Lane Grp Cap(c), veh/h 95 1346 1149 270 1382 1171 159 166 140 162 0 147
V/C Ratio(X) 0.34 0.85 0.06 0.67 1.05 0.05 0.40 0.05 0.84 0.39 0.00 0.18
Avail Cap(c_a), veh/h 235 1346 1149 386 1382 1171 230 257 216 226 0 227
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 43.2 11.7 4.4 24.8 16.2 3.9 62.5 57.9 62.5 61.3 0.0 58.7
Incr Delay (d2), s/veh 0.8 6.7 0.1 1.1 39.6 0.1 0.6 0.0 10.1 0.6 0.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.8 20.1 0.4 3.9 45.1 0.3 2.2 0.3 4.6 2.2 0.0 0.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 44.0 18.5 4.5 25.9 55.8 4.0 63.1 58.0 72.6 61.8 0.0 58.9
LnGrp LOS D B A C F A E E E E A E
Approach Vol, veh/h 1238 1693 189 90
Approach Delay, s/veh 18.4 50.9 68.8 60.9
Approach LOS B D E E
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 8.6 113.5 17.9 10.6 111.5 17.9
Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0
Max Green Setting (Gmax), s 15.0 89.0 20.0 15.0 89.0 20.0
Max Q Clear Time (g_c+I1), s 2.6 109.5 9.3 5.4 62.7 12.7
Green Ext Time (p_c), s 0.0 0.0 0.1 0.1 14.4 0.2
Intersection Summary
HCM 6th Ctrl Delay 39.7
HCM 6th LOS D
106: Linder Rd & Chinden Blvd
Year 2024 Total PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 10
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 380 740 194 311 987 305 314 567 164 373 598 406
Future Volume (vph) 380 740 194 311 987 305 314 567 164 373 598 406
Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 17.0 17.0 11.0 17.0 17.0 11.0 12.0 12.0 11.0 12.0 12.0
Total Split (s) 20.0 59.0 59.0 20.0 59.0 59.0 15.0 46.0 46.0 15.0 46.0 46.0
Total Split (%) 14.3% 42.1% 42.1% 14.3% 42.1% 42.1% 10.7% 32.9% 32.9% 10.7% 32.9% 32.9%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None None
Act Effct Green (s) 74.2 52.0 52.0 74.2 52.0 52.0 9.0 31.8 31.8 9.0 31.8 31.8
Actuated g/C Ratio 0.53 0.37 0.37 0.53 0.37 0.37 0.06 0.23 0.23 0.06 0.23 0.23
v/c Ratio 1.26 0.91 0.31 1.05 1.10 0.46 2.15 0.76 0.38 2.77 0.79 0.82
Control Delay 167.1 62.4 23.0 104.6 103.5 13.4 566.1 56.9 11.6 838.6 58.6 36.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 167.1 62.4 23.0 104.6 103.5 13.4 566.1 56.9 11.6 838.6 58.6 36.6
LOS F E C F F B F E B F E D
Approach Delay 86.9 86.6 202.9 263.6
Approach LOS F F F F
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 150
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 2.77
Intersection Signal Delay: 155.1 Intersection LOS: F
Intersection Capacity Utilization 100.5% ICU Level of Service G
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2024 Total PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 11
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 380 740 194 311 987 305 314 567 164 373 598 406
Future Volume (veh/h) 380 740 194 311 987 305 314 567 164 373 598 406
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1800 1786 1800 1786 1800 1786 1758 1786 1800 1772
Adj Flow Rate, veh/h 392 763 200 321 1018 314 324 585 169 385 616 419
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 0 2 0 1 0 1 0 1 3 1 0 2
Cap, veh/h 223 842 567 253 923 562 152 945 415 140 953 418
Arrive On Green 0.10 0.37 0.37 0.10 0.37 0.37 0.06 0.28 0.28 0.06 0.28 0.28
Sat Flow, veh/h 1714 2268 1525 1701 2484 1514 2366 3393 1490 2177 3420 1502
Grp Volume(v), veh/h 392 763 200 321 1018 314 324 585 169 385 616 419
Grp Sat Flow(s),veh/h/ln 1714 1134 1525 1701 1242 1514 1183 1697 1490 1089 1710 1502
Q Serve(g_s), s 14.0 44.6 13.3 14.0 52.0 23.0 9.0 21.0 12.9 9.0 22.2 39.0
Cycle Q Clear(g_c), s 14.0 44.6 13.3 14.0 52.0 23.0 9.0 21.0 12.9 9.0 22.2 39.0
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 223 842 567 253 923 562 152 945 415 140 953 418
V/C Ratio(X) 1.76 0.91 0.35 1.27 1.10 0.56 2.13 0.62 0.41 2.75 0.65 1.00
Avail Cap(c_a), veh/h 223 842 567 253 923 562 152 945 415 140 953 418
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 44.3 41.7 31.8 36.1 44.0 34.9 65.5 44.0 41.1 65.5 44.4 50.5
Incr Delay (d2), s/veh 359.3 15.1 1.7 149.3 62.1 4.0 530.1 0.9 0.2 807.6 1.2 44.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 26.5 13.5 5.1 15.4 23.0 9.0 13.9 8.9 4.7 18.2 9.6 19.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 403.6 56.8 33.6 185.4 106.1 38.9 595.6 44.9 41.3 873.1 45.6 94.9
LnGrp LOS F E C F F D F D D F D F
Approach Vol, veh/h 1355 1653 1078 1420
Approach Delay, s/veh 153.7 108.7 209.9 284.5
Approach LOS F F F F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 20.0 59.0 15.0 46.0 20.0 59.0 15.0 46.0
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 14.0 52.0 9.0 39.0 14.0 52.0 9.0 39.0
Max Q Clear Time (g_c+I1), s 16.0 54.0 11.0 41.0 16.0 46.6 11.0 23.0
Green Ext Time (p_c), s 0.0 0.0 0.0 0.0 0.0 1.7 0.0 2.5
Intersection Summary
HCM 6th Ctrl Delay 184.9
HCM 6th LOS F
107: Ten Mile Rd & Lost Rapids Dr
Year 2024 Total PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 12
Intersection
Int Delay, s/veh 15.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 39 8 125 27 7 26 231 684 43 47 653 30
Future Vol, veh/h 39 8 125 27 7 26 231 684 43 47 653 30
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - 0 - - - 100 - 75 100 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 98 98 98 98 98 98 98 98 98 98 98 98
Heavy Vehicles, % 0 0 0 0 0 0 0 0 0 0 2 0
Mvmt Flow 40 8 128 28 7 27 236 698 44 48 666 31
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1603 1992 349 1603 1963 349 697 0 0 742 0 0
Stage 1 778 778 - 1170 1170 - - - - - - -
Stage 2 825 1214 - 433 793 - - - - - - -
Critical Hdwy 7.5 6.5 6.9 7.5 6.5 6.9 4.1 - - 4.1 - -
Critical Hdwy Stg 1 6.5 5.5 - 6.5 5.5 - - - - - - -
Critical Hdwy Stg 2 6.5 5.5 - 6.5 5.5 - - - - - - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.2 - - 2.2 - -
Pot Cap-1 Maneuver 72 61 653 72 64 653 909 - - 874 - -
Stage 1 360 410 - 208 269 - - - - - - -
Stage 2 337 257 - 577 403 - - - - - - -
Platoon blocked, %- - - -
Mov Cap-1 Maneuver 47 43 653 38 45 653 909 - - 874 - -
Mov Cap-2 Maneuver 47 43 - 38 45 - - - - - - -
Stage 1 266 387 - 154 199 - - - - - - -
Stage 2 231 190 - 430 381 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 86.4 195 2.5 0.6
HCM LOS F F
Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1 SBL SBT SBR
Capacity (veh/h) 909 - - 46 653 66 874 - -
HCM Lane V/C Ratio 0.259 - - 1.043 0.195 0.928 0.055 - -
HCM Control Delay (s) 10.3 - - 284.7 11.8 195 9.4 - -
HCM Lane LOS B - - F B F A - -
HCM 95th %tile Q(veh) 1 - - 4.4 0.7 4.5 0.2 - -
108: Ten Mile Rd & McMillan Rd
Year 2024 Total PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 13
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 50 153 41 194 300 73 177 798 198 152 746 41
Future Volume (vph) 50 153 41 194 300 73 177 798 198 152 746 41
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0
Minimum Split (s) 10.0 35.0 35.0 10.0 36.0 36.0 10.0 29.0 29.0 10.0 29.0 29.0
Total Split (s) 10.0 36.0 36.0 12.0 38.0 38.0 11.0 42.0 42.0 10.0 41.0 41.0
Total Split (%) 10.0% 36.0% 36.0% 12.0% 38.0% 38.0% 11.0% 42.0% 42.0% 10.0% 41.0% 41.0%
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None None None Min Min None Min Min
Act Effct Green (s) 23.2 18.1 18.1 28.6 24.7 24.7 41.4 35.3 35.3 39.4 34.3 34.3
Actuated g/C Ratio 0.27 0.21 0.21 0.33 0.29 0.29 0.48 0.41 0.41 0.46 0.40 0.40
v/c Ratio 0.19 0.42 0.10 0.55 0.60 0.14 0.91 0.85 0.29 0.85 0.80 0.06
Control Delay 20.2 32.5 0.5 27.4 33.3 1.4 64.1 33.9 8.8 56.8 31.8 0.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 20.2 32.5 0.5 27.4 33.3 1.4 64.1 33.9 8.8 56.8 31.8 0.2
LOS C C A C C A E C A E C A
Approach Delay 24.5 27.2 34.2 34.5
Approach LOS C C C C
Intersection Summary
Cycle Length: 100
Actuated Cycle Length: 85.9
Natural Cycle: 85
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.91
Intersection Signal Delay: 32.1 Intersection LOS: C
Intersection Capacity Utilization 69.7% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 108: Ten Mile Rd & McMillan Rd
108: Ten Mile Rd & McMillan Rd
Year 2024 Total PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 14
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 50 153 41 194 300 73 177 798 198 152 746 41
Future Volume (veh/h) 50 153 41 194 300 73 177 798 198 152 746 41
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1800 1800 1800 1800 1800 1786 1786 1786 1800 1786 1800
Adj Flow Rate, veh/h 52 159 43 202 312 76 184 831 206 158 777 43
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 0 0 0 0 0 1 1 1 0 1 0
Cap, veh/h 227 316 268 362 400 339 303 987 624 258 971 610
Arrive On Green 0.04 0.18 0.18 0.09 0.22 0.22 0.08 0.41 0.41 0.06 0.40 0.40
Sat Flow, veh/h 1714 1800 1525 1714 1800 1525 1701 2393 1514 1714 2429 1525
Grp Volume(v), veh/h 52 159 43 202 312 76 184 831 206 158 777 43
Grp Sat Flow(s),veh/h/ln 1714 1800 1525 1714 1800 1525 1701 1197 1514 1714 1214 1525
Q Serve(g_s), s 1.9 6.2 1.9 7.0 12.7 3.2 4.9 24.3 7.2 4.2 22.0 1.4
Cycle Q Clear(g_c), s 1.9 6.2 1.9 7.0 12.7 3.2 4.9 24.3 7.2 4.2 22.0 1.4
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 227 316 268 362 400 339 303 987 624 258 971 610
V/C Ratio(X) 0.23 0.50 0.16 0.56 0.78 0.22 0.61 0.84 0.33 0.61 0.80 0.07
Avail Cap(c_a), veh/h 263 718 608 362 764 648 303 1139 720 258 1125 706
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 25.0 29.0 27.2 24.0 28.4 24.7 16.2 20.5 15.5 17.1 20.6 14.4
Incr Delay (d2), s/veh 0.2 1.8 0.4 1.2 4.7 0.5 2.5 5.6 0.4 3.1 4.1 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.7 2.7 0.7 2.9 5.6 1.1 1.8 6.7 2.3 1.7 6.0 0.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 25.2 30.7 27.6 25.2 33.1 25.2 18.7 26.2 16.0 20.2 24.7 14.5
LnGrp LOS C C C C C C B C B C C B
Approach Vol, veh/h 254 590 1221 978
Approach Delay, s/veh 29.0 29.4 23.3 23.5
Approach LOS C C C C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.4 22.3 11.0 36.1 12.0 18.7 10.0 37.1
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 5.0 33.0 6.0 36.0 7.0 31.0 5.0 37.0
Max Q Clear Time (g_c+I1), s 3.9 14.7 6.9 24.0 9.0 8.2 6.2 26.3
Green Ext Time (p_c), s 0.0 2.6 0.0 5.3 0.0 1.3 0.0 5.8
Intersection Summary
HCM 6th Ctrl Delay 25.0
HCM 6th LOS C
201: Site Access A & Chinden Blvd
Year 2024 Total PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 15
Intersection
Int Delay, s/veh 5.8
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 1030 85 66 1369 66 90
Future Vol, veh/h 1030 85 66 1369 66 90
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - 200 100 - 0 100
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 1120 92 72 1488 72 98
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 1212 0 2752 1120
Stage 1 - - - - 1120 -
Stage 2 - - - - 1632 -
Critical Hdwy - - 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy - - 2.218 - 3.518 3.318
Pot Cap-1 Maneuver - - 576 - ~ 22 251
Stage 1 - - - - 312 -
Stage 2 - - - - 175 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 576 - ~ 19 251
Mov Cap-2 Maneuver - - - - 75 -
Stage 1 - - - - 273 -
Stage 2 - - - - 175 -
Approach EB WB NB
HCM Control Delay, s 0 0.6 95.5
HCM LOS F
Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT
Capacity (veh/h) 75 251 - - 576 -
HCM Lane V/C Ratio 0.957 0.39 - - 0.125 -
HCM Control Delay (s) 187.3 28.2 - - 12.1 -
HCM Lane LOS F D - - B -
HCM 95th %tile Q(veh) 5 1.8 - - 0.4 -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
202: Site Access B & Chinden Blvd
Year 2024 Total PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 16
Intersection
Int Delay, s/veh 1.5
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 1057 63 0 1435 0 115
Future Vol, veh/h 1057 63 0 1435 0 115
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - 200 - - - 0
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 1149 68 0 1560 0 125
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 - - - 1149
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - - - - 6.22
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - - - - - 3.318
Pot Cap-1 Maneuver - - 0 - 0 242
Stage 1 - - 0 - 0 -
Stage 2 - - 0 - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - - - - 242
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB NB
HCM Control Delay, s 0 0 34.8
HCM LOS D
Minor Lane/Major Mvmt NBLn1 EBT EBR WBT
Capacity (veh/h) 242 - - -
HCM Lane V/C Ratio 0.517 - - -
HCM Control Delay (s) 34.8 - - -
HCM Lane LOS D - - -
HCM 95th %tile Q(veh) 2.7 - - -
203: Ten Mile Rd & Site Access C
Year 2024 Total PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 17
Intersection
Int Delay, s/veh 2.5
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 93 157 53 696 573 240
Future Vol, veh/h 93 157 53 696 573 240
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 100 100 - - 100
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 101 171 58 757 623 261
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 1118 312 884 0 - 0
Stage 1 623 - - - - -
Stage 2 495 - - - - -
Critical Hdwy 6.84 6.94 4.14 - - -
Critical Hdwy Stg 1 5.84 - - - - -
Critical Hdwy Stg 2 5.84 - - - - -
Follow-up Hdwy 3.52 3.32 2.22 - - -
Pot Cap-1 Maneuver 201 684 761 - - -
Stage 1 497 - - - - -
Stage 2 578 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 186 684 761 - - -
Mov Cap-2 Maneuver 307 - - - - -
Stage 1 459 - - - - -
Stage 2 578 - - - - -
Approach EB NB SB
HCM Control Delay, s 15.9 0.7 0
HCM LOS C
Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR
Capacity (veh/h) 761 - 307 684 - -
HCM Lane V/C Ratio 0.076 - 0.329 0.249 - -
HCM Control Delay (s) 10.1 - 22.4 12 - -
HCM Lane LOS B - C B - -
HCM 95th %tile Q(veh) 0.2 - 1.4 1 - -
204: Lost Rapids Dr & Site Access D
Year 2024 Total PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 18
Intersection
Int Delay, s/veh 1.9
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 15 19 165 25 34 67
Future Vol, veh/h 15 19 165 25 34 67
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - - -
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 16 21 179 27 37 73
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 340 193 0 0 206 0
Stage 1 193 - - - - -
Stage 2 147 - - - - -
Critical Hdwy 6.42 6.22 - - 4.12 -
Critical Hdwy Stg 1 5.42 - - - - -
Critical Hdwy Stg 2 5.42 - - - - -
Follow-up Hdwy 3.518 3.318 - - 2.218 -
Pot Cap-1 Maneuver 656 849 - - 1365 -
Stage 1 840 - - - - -
Stage 2 880 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 638 849 - - 1365 -
Mov Cap-2 Maneuver 638 - - - - -
Stage 1 816 - - - - -
Stage 2 880 - - - - -
Approach WB NB SB
HCM Control Delay, s 10.1 0 2.6
HCM LOS B
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 741 1365 -
HCM Lane V/C Ratio - - 0.05 0.027 -
HCM Control Delay (s) - - 10.1 7.7 0
HCM Lane LOS - - B A A
HCM 95th %tile Q(veh) - - 0.2 0.1 -
205: Lost Rapids Dr & Site Access E
Year 2024 Total PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 19
Intersection
Int Delay, s/veh 1.6
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 22 68 159 17 15 14
Future Vol, veh/h 22 68 159 17 15 14
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 24 74 173 18 16 15
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 191 0 - 0 304 182
Stage 1 - - - - 182 -
Stage 2 - - - - 122 -
Critical Hdwy 4.12 - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.218 - - - 3.518 3.318
Pot Cap-1 Maneuver 1383 - - - 688 861
Stage 1 - - - - 849 -
Stage 2 - - - - 903 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1383 - - - 676 861
Mov Cap-2 Maneuver - - - - 676 -
Stage 1 - - - - 834 -
Stage 2 - - - - 903 -
Approach EB WB SB
HCM Control Delay, s 1.9 0 10
HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1
Capacity (veh/h) 1383 - - - 754
HCM Lane V/C Ratio 0.017 - - - 0.042
HCM Control Delay (s) 7.6 0 - - 10
HCM Lane LOS A A - - B
HCM 95th %tile Q(veh) 0.1 - - - 0.1
206: Lost Rapids Dr & Site Access F
Year 2024 Total PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 20
Intersection
Int Delay, s/veh 0.9
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 9 74 172 26 15 4
Future Vol, veh/h 9 74 172 26 15 4
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 10 80 187 28 16 4
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 215 0 - 0 301 201
Stage 1 - - - - 201 -
Stage 2 - - - - 100 -
Critical Hdwy 4.12 - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.218 - - - 3.518 3.318
Pot Cap-1 Maneuver 1355 - - - 691 840
Stage 1 - - - - 833 -
Stage 2 - - - - 924 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1355 - - - 685 840
Mov Cap-2 Maneuver - - - - 685 -
Stage 1 - - - - 826 -
Stage 2 - - - - 924 -
Approach EB WB SB
HCM Control Delay, s 0.8 0 10.2
HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1
Capacity (veh/h) 1355 - - - 713
HCM Lane V/C Ratio 0.007 - - - 0.029
HCM Control Delay (s) 7.7 0 - - 10.2
HCM Lane LOS A A - - B
HCM 95th %tile Q(veh) 0 - - - 0.1
207: Lost Rapids Dr & Site Access G
Year 2024 Total PM Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 21
Intersection
Int Delay, s/veh 4.5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 21 66 2 3 85 179 1 0 2 104 0 112
Future Vol, veh/h 21 66 2 3 85 179 1 0 2 104 0 112
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - 0
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 23 72 2 3 92 195 1 0 2 113 0 122
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 287 0 0 74 0 0 376 412 73 316 316 190
Stage 1 - - - - - - 119 119 - 196 196 -
Stage 2 - - - - - - 257 293 - 120 120 -
Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22
Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 -
Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 -
Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318
Pot Cap-1 Maneuver 1275 - - 1526 - - 581 530 989 637 600 852
Stage 1 - - - - - - 885 797 - 806 739 -
Stage 2 - - - - - - 748 670 - 884 796 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1275 - - 1526 - - 490 519 989 626 587 852
Mov Cap-2 Maneuver - - - - - - 490 519 - 626 587 -
Stage 1 - - - - - - 868 782 - 791 738 -
Stage 2 - - - - - - 640 669 - 865 781 -
Approach EB WB NB SB
HCM Control Delay, s 1.9 0.1 9.9 10.9
HCM LOS A B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2
Capacity (veh/h) 738 1275 - - 1526 - - 626 852
HCM Lane V/C Ratio 0.004 0.018 - - 0.002 - - 0.181 0.143
HCM Control Delay (s) 9.9 7.9 0 - 7.4 0 - 12 9.9
HCM Lane LOS A A A - A A - B A
HCM 95th %tile Q(veh) 0 0.1 - - 0 - - 0.7 0.5
101: SH 16 & Chinden Blvd
Year 2024 Total SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT EBR WBT WBR NBT SBL SBR
Lane Configurations
Traffic Volume (vph) 249 759 23 530 349 0 443 311
Future Volume (vph) 249 759 23 530 349 0 443 311
Turn Type Prot NA Perm NA Perm NA Perm Prot
Protected Phases 1 6 2 4 8
Permitted Phases 6 2 8
Detector Phase 1 6 6 2 2 4 8 8
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 13.5 19.0 19.0 43.0 43.0 12.0 44.0 44.0
Total Split (s) 20.0 64.0 64.0 44.0 44.0 12.0 44.0 44.0
Total Split (%) 16.7% 53.3% 53.3% 36.7% 36.7% 10.0% 36.7% 36.7%
Yellow Time (s) 4.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
All-Red Time (s) 4.5 2.0 2.0 1.0 1.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 8.5 7.0 7.0 6.0 6.0 7.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min Min Min None Min Min
Act Effct Green (s) 11.2 51.8 51.8 32.9 32.9 5.1 35.7 35.7
Actuated g/C Ratio 0.10 0.48 0.48 0.30 0.30 0.05 0.33 0.33
v/c Ratio 0.78 0.79 0.03 0.81 0.51 0.12 0.90 0.34
Control Delay 66.6 31.4 0.1 46.2 5.8 1.0 58.3 0.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 66.6 31.4 0.1 46.2 5.8 1.0 58.3 0.9
LOS E C A D A A E A
Approach Delay 39.2 30.2 1.0
Approach LOS D C A
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 108.3
Natural Cycle: 115
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.90
Intersection Signal Delay: 34.6 Intersection LOS: C
Intersection Capacity Utilization 60.9% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 101: SH 16 & Chinden Blvd
101: SH 16 & Chinden Blvd
Year 2024 Total SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 249 759 23 0 530 349 0 0 27 443 0 311
Future Volume (veh/h) 249 759 23 0 530 349 0 0 27 443 0 311
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1800 0 1786 1800 1800 1800 1800 1800 1800 1786
Adj Flow Rate, veh/h 265 807 0 0 564 371 0 0 29 471 0 331
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 1 1 0 0 1 0 0 0 0 0 0 1
Cap, veh/h 335 1083 0 710 474 0 0 521 711 615 662
Arrive On Green 0.10 0.51 0.00 0.00 0.31 0.31 0.00 0.00 0.34 0.34 0.00 0.34
Sat Flow, veh/h 3300 2143 1525 0 2929 1525 0 0 1525 1683 1800 1937
Grp Volume(v), veh/h 265 807 0 0 564 371 0 0 29 471 0 331
Grp Sat Flow(s),veh/h/ln 1650 1072 1525 0 1143 1525 0 0 1525 842 1800 969
Q Serve(g_s), s 7.2 27.3 0.0 0.0 20.6 20.3 0.0 0.0 1.2 23.8 0.0 12.4
Cycle Q Clear(g_c), s 7.2 27.3 0.0 0.0 20.6 20.3 0.0 0.0 1.2 25.0 0.0 12.4
Prop In Lane 1.00 1.00 0.00 1.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 335 1083 0 710 474 0 0 521 711 615 662
V/C Ratio(X) 0.79 0.75 0.00 0.79 0.78 0.00 0.00 0.06 0.66 0.00 0.50
Avail Cap(c_a), veh/h 415 1335 0 950 634 0 0 521 817 728 784
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.00 1.00 1.00 0.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 40.1 18.0 0.0 0.0 28.8 28.7 0.0 0.0 20.2 28.6 0.0 23.9
Incr Delay (d2), s/veh 6.4 2.2 0.0 0.0 4.1 5.5 0.0 0.0 0.0 2.0 0.0 0.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.0 5.9 0.0 0.0 5.5 7.3 0.0 0.0 0.4 4.5 0.0 2.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 46.6 20.1 0.0 0.0 32.9 34.2 0.0 0.0 20.2 30.6 0.0 24.7
LnGrp LOS D C A C C A A C C A C
Approach Vol, veh/h 1072 A 935 29 802
Approach Delay, s/veh 26.7 33.4 20.2 28.2
Approach LOS C C C C
Timer - Assigned Phs 1 2 4 6 8
Phs Duration (G+Y+Rc), s 17.8 35.4 38.3 53.2 38.3
Change Period (Y+Rc), s 8.5 * 7 7.0 7.0 7.0
Max Green Setting (Gmax), s 11.5 * 38 5.0 57.0 37.0
Max Q Clear Time (g_c+I1), s 9.2 22.6 3.2 29.3 27.0
Green Ext Time (p_c), s 0.1 5.8 0.0 7.5 4.3
Intersection Summary
HCM 6th Ctrl Delay 29.3
HCM 6th LOS C
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.
102: Black Cat Rd & Chinden Blvd
Year 2024 Total SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Intersection
Int Delay, s/veh 298.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 21 1134 52 91 947 50 48 13 81 43 12 18
Future Vol, veh/h 21 1134 52 91 947 50 48 13 81 43 12 18
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 105 - - 105 - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95
Heavy Vehicles, % 0 2 0 2 2 0 2 0 3 0 0 0
Mvmt Flow 22 1194 55 96 997 53 51 14 85 45 13 19
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1050 0 0 1249 0 0 2498 2508 1222 2531 2509 1024
Stage 1 - - - - - - 1266 1266 - 1216 1216 -
Stage 2 - - - - - - 1232 1242 - 1315 1293 -
Critical Hdwy 4.1 - - 4.12 - - 7.12 6.5 6.23 7.1 6.5 6.2
Critical Hdwy Stg 1 - - - - - - 6.12 5.5 - 6.1 5.5 -
Critical Hdwy Stg 2 - - - - - - 6.12 5.5 - 6.1 5.5 -
Follow-up Hdwy 2.2 - - 2.218 - - 3.518 4 3.327 3.5 4 3.3
Pot Cap-1 Maneuver 671 - - 557 - - ~ 20 29 218 ~ 19 29 288
Stage 1 - - - - - - 207 242 - 223 256 -
Stage 2 - - - - - - 217 249 - 196 235 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 671 - - 557 - - ~ 9 23 218 ~ 5 23 288
Mov Cap-2 Maneuver - - - - - - ~ 9 23 - ~ 5 23 -
Stage 1 - - - - - - 200 234 - 216 212 -
Stage 2 - - - - - - 158 206 - 109 227 -
Approach EB WB NB SB
HCM Control Delay, s 0.2 1.1 $ 2808.9 $ 4777.4
HCM LOS F F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 23 671 - - 557 - - 8
HCM Lane V/C Ratio 6.499 0.033 - - 0.172 - - 9.605
HCM Control Delay (s) $ 2808.9 10.5 - - 12.8 - - $ 4777.4
HCM Lane LOS F B - - B - - F
HCM 95th %tile Q(veh) 18.8 0.1 - - 0.6 - - 11.2
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
Year 2024 Total SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 13 1210 35 43 910 131 162 5 98 4
Future Volume (vph) 13 1210 35 43 910 131 162 5 98 4
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 10.0 5.0 10.0
Minimum Split (s) 11.0 22.0 22.0 11.0 22.0 22.0 11.0 16.0 11.0 16.0
Total Split (s) 11.0 82.0 82.0 11.0 82.0 82.0 11.0 16.0 11.0 16.0
Total Split (%) 9.2% 68.3% 68.3% 9.2% 68.3% 68.3% 9.2% 13.3% 9.2% 13.3%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min Min None None None None
Act Effct Green (s) 80.3 76.5 76.5 81.4 78.5 78.5 10.6 10.1 10.6 10.1
Actuated g/C Ratio 0.73 0.70 0.70 0.74 0.72 0.72 0.10 0.09 0.10 0.09
v/c Ratio 0.05 1.01 0.03 0.31 0.74 0.12 1.15 0.23 0.70 0.20
Control Delay 5.1 49.4 0.1 12.2 17.5 1.7 165.4 22.8 71.2 23.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 5.1 49.4 0.1 12.2 17.5 1.7 165.4 22.8 71.2 23.2
LOS A D A B B A F C E C
Approach Delay 47.6 15.4 137.8 59.1
Approach LOS D B F E
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 109.6
Natural Cycle: 150
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 1.15
Intersection Signal Delay: 41.9 Intersection LOS: D
Intersection Capacity Utilization 94.2% ICU Level of Service F
Analysis Period (min) 15
Splits and Phases: 103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
Year 2024 Total SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 13 1210 35 43 910 131 162 5 34 98 4 29
Future Volume (veh/h) 13 1210 35 43 910 131 162 5 34 98 4 29
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1660 1772 1800 1800 1772 1786 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 13 1247 36 44 938 135 167 5 35 101 4 30
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 10 2 0 0 2 1 0 0 0 0 0 0
Cap, veh/h 209 1118 963 116 1149 982 222 16 114 216 15 115
Arrive On Green 0.01 0.63 0.63 0.03 0.65 0.65 0.04 0.08 0.08 0.04 0.08 0.08
Sat Flow, veh/h 1581 1772 1525 1714 1772 1514 1714 194 1361 1714 183 1371
Grp Volume(v), veh/h 13 1247 36 44 938 135 167 0 40 101 0 34
Grp Sat Flow(s),veh/h/ln 1581 1772 1525 1714 1772 1514 1714 0 1555 1714 0 1553
Q Serve(g_s), s 0.3 75.0 1.1 1.1 47.0 4.1 5.0 0.0 2.9 5.0 0.0 2.4
Cycle Q Clear(g_c), s 0.3 75.0 1.1 1.1 47.0 4.1 5.0 0.0 2.9 5.0 0.0 2.4
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.88 1.00 0.88
Lane Grp Cap(c), veh/h 209 1118 963 116 1149 982 222 0 131 216 0 131
V/C Ratio(X) 0.06 1.11 0.04 0.38 0.82 0.14 0.75 0.00 0.31 0.47 0.00 0.26
Avail Cap(c_a), veh/h 252 1118 963 133 1149 982 222 0 131 216 0 131
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 16.2 21.9 8.3 30.6 15.6 8.0 52.0 0.0 51.2 48.9 0.0 51.0
Incr Delay (d2), s/veh 0.0 64.3 0.0 0.8 4.4 0.0 12.2 0.0 0.5 0.6 0.0 0.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 44.8 0.4 0.8 16.5 1.3 3.4 0.0 1.1 2.9 0.0 1.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 16.3 86.2 8.3 31.3 19.9 8.1 64.2 0.0 51.6 49.5 0.0 51.7
LnGrp LOS B F A C B A E A D D A D
Approach Vol, veh/h 1296 1117 207 135
Approach Delay, s/veh 83.4 19.0 61.8 50.1
Approach LOS F B E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 7.7 84.1 11.0 16.0 9.8 82.0 11.0 16.0
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 5.0 75.0 5.0 10.0 5.0 75.0 5.0 10.0
Max Q Clear Time (g_c+I1), s 2.3 49.0 7.0 4.4 3.1 77.0 7.0 4.9
Green Ext Time (p_c), s 0.0 2.8 0.0 0.0 0.0 0.0 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 54.0
HCM 6th LOS D
104: Ten Mile Rd & Chinden Blvd
Year 2024 Total SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 1063 341 566 771 323 355
Future Volume (vph) 1063 341 566 771 323 355
Turn Type NA Perm pm+pt NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 2 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 5.0 10.0 5.0 5.0
Minimum Split (s) 17.0 17.0 11.0 17.0 11.0 11.0
Total Split (s) 72.0 72.0 20.0 92.0 28.0 20.0
Total Split (%) 60.0% 60.0% 16.7% 76.7% 23.3% 16.7%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode Min Min None Min None None
Act Effct Green (s) 65.0 65.0 86.0 85.0 22.0 42.0
Actuated g/C Ratio 0.54 0.54 0.72 0.71 0.18 0.35
v/c Ratio 1.15 0.40 2.25 0.63 1.06 0.63
Control Delay 106.0 9.8 594.7 12.0 115.7 31.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 106.0 9.8 594.7 12.0 115.7 31.1
LOS F A F B F C
Approach Delay 82.6 258.8 71.4
Approach LOS F F E
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 120
Natural Cycle: 150
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 2.25
Intersection Signal Delay: 149.3 Intersection LOS: F
Intersection Capacity Utilization 126.9% ICU Level of Service H
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2024 Total SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 1063 341 566 771 323 355
Future Volume (veh/h) 1063 341 566 771 323 355
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1772 1758 1800 1786 1800 1800
Adj Flow Rate, veh/h 1096 352 584 795 333 366
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 2 3 0 1 0 0
Cap, veh/h 960 807 260 1265 314 458
Arrive On Green 0.54 0.54 0.12 0.71 0.18 0.18
Sat Flow, veh/h 1772 1490 1714 1786 1714 1525
Grp Volume(v), veh/h 1096 352 584 795 333 366
Grp Sat Flow(s),veh/h/ln 1772 1490 1714 1786 1714 1525
Q Serve(g_s), s 65.0 17.0 14.0 28.1 22.0 22.0
Cycle Q Clear(g_c), s 65.0 17.0 14.0 28.1 22.0 22.0
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 960 807 260 1265 314 458
V/C Ratio(X) 1.14 0.44 2.25 0.63 1.06 0.80
Avail Cap(c_a), veh/h 960 807 260 1265 314 458
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 27.5 16.5 42.4 9.2 49.0 38.7
Incr Delay (d2), s/veh 76.5 0.4 573.0 1.0 67.3 9.7
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 44.0 5.3 45.2 8.5 15.1 10.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 104.0 16.9 615.4 10.2 116.3 48.4
LnGrp LOS F B F B F D
Approach Vol, veh/h 1448 1379 699
Approach Delay, s/veh 82.8 266.5 80.8
Approach LOS F F F
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 92.0 20.0 72.0 28.0
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 85.0 14.0 65.0 22.0
Max Q Clear Time (g_c+I1), s 30.1 16.0 67.0 24.0
Green Ext Time (p_c), s 5.7 0.0 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 154.2
HCM 6th LOS F
105: Long Lake Way & Chinden Blvd
Year 2024 Total SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 41 1353 28 152 1271 56 23 18 67 113 8
Future Volume (vph) 41 1353 28 152 1271 56 23 18 67 113 8
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0
Minimum Split (s) 10.0 32.0 32.0 10.0 32.0 32.0 10.0 33.0 33.0 10.0 33.0
Total Split (s) 10.0 87.0 87.0 10.0 87.0 87.0 10.0 33.0 33.0 10.0 33.0
Total Split (%) 7.1% 62.1% 62.1% 7.1% 62.1% 62.1% 7.1% 23.6% 23.6% 7.1% 23.6%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min Min None None None None None
Act Effct Green (s) 87.1 81.1 81.1 88.2 83.2 83.2 12.9 10.0 10.0 14.9 12.0
Actuated g/C Ratio 0.73 0.68 0.68 0.74 0.69 0.69 0.11 0.08 0.08 0.12 0.10
v/c Ratio 0.33 1.19 0.03 1.23 1.08 0.05 0.15 0.13 0.32 0.75 0.28
Control Delay 12.7 118.0 0.0 179.6 72.5 0.5 45.9 54.2 8.2 76.4 22.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 12.7 118.0 0.0 179.6 72.5 0.5 45.9 54.2 8.2 76.4 22.1
LOS B F A F E A D D A E C
Approach Delay 112.7 80.8 23.8 58.8
Approach LOS F F C E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 120
Natural Cycle: 145
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 1.23
Intersection Signal Delay: 92.0 Intersection LOS: F
Intersection Capacity Utilization 110.7% ICU Level of Service H
Analysis Period (min) 15
Splits and Phases: 105: Long Lake Way & Chinden Blvd
105: Long Lake Way & Chinden Blvd
Year 2024 Total SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 41 1353 28 152 1271 56 23 18 67 113 8 47
Future Volume (veh/h) 41 1353 28 152 1271 56 23 18 67 113 8 47
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1800 1800 1786 1800 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 43 1424 29 160 1338 59 24 19 71 119 8 49
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 0 2 0 0 1 0 0 0 0 0 0 0
Cap, veh/h 113 1177 1013 129 1203 1028 188 147 125 225 22 134
Arrive On Green 0.03 0.66 0.66 0.04 0.67 0.67 0.02 0.08 0.08 0.04 0.10 0.10
Sat Flow, veh/h 1714 1772 1525 1714 1786 1525 1714 1800 1525 1714 219 1340
Grp Volume(v), veh/h 43 1424 29 160 1338 59 24 19 71 119 0 57
Grp Sat Flow(s),veh/h/ln 1714 1772 1525 1714 1786 1525 1714 1800 1525 1714 0 1559
Q Serve(g_s), s 1.0 81.0 0.8 5.0 82.2 1.6 1.6 1.2 5.5 5.0 0.0 4.2
Cycle Q Clear(g_c), s 1.0 81.0 0.8 5.0 82.2 1.6 1.6 1.2 5.5 5.0 0.0 4.2
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.86
Lane Grp Cap(c), veh/h 113 1177 1013 129 1203 1028 188 147 125 225 0 156
V/C Ratio(X) 0.38 1.21 0.03 1.24 1.11 0.06 0.13 0.13 0.57 0.53 0.00 0.37
Avail Cap(c_a), veh/h 129 1177 1013 129 1203 1028 219 413 350 225 0 358
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 32.7 20.5 7.0 40.9 19.9 6.8 49.6 52.0 53.9 51.0 0.0 51.3
Incr Delay (d2), s/veh 0.8 102.7 0.0 156.4 62.4 0.0 0.1 0.1 1.5 1.2 0.0 0.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.8 59.4 0.3 8.0 46.9 0.5 0.7 0.6 2.2 3.6 0.0 1.7
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 33.5 123.2 7.0 197.3 82.3 6.8 49.7 52.1 55.5 52.2 0.0 51.8
LnGrp LOS C F A F F A D D E D A D
Approach Vol, veh/h 1496 1557 114 176
Approach Delay, s/veh 118.3 91.3 53.7 52.1
Approach LOS F F D D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.8 88.2 7.8 17.2 10.0 87.0 10.0 15.0
Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 5.0 6.0 5.0 5.0
Max Green Setting (Gmax), s 5.0 81.0 5.0 28.0 5.0 81.0 5.0 28.0
Max Q Clear Time (g_c+I1), s 3.0 84.2 3.6 6.2 7.0 83.0 7.0 7.5
Green Ext Time (p_c), s 0.0 0.0 0.0 0.2 0.0 0.0 0.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 100.0
HCM 6th LOS F
106: Linder Rd & Chinden Blvd
Year 2024 Total SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 10
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 498 810 182 305 890 308 320 583 191 331 503 339
Future Volume (vph) 498 810 182 305 890 308 320 583 191 331 503 339
Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 17.0 17.0 11.0 17.0 17.0 11.0 12.0 12.0 11.0 12.0 12.0
Total Split (s) 38.0 65.0 65.0 26.0 53.0 53.0 23.0 19.0 19.0 30.0 26.0 26.0
Total Split (%) 27.1% 46.4% 46.4% 18.6% 37.9% 37.9% 16.4% 13.6% 13.6% 21.4% 18.6% 18.6%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min Min None None None None None None
Act Effct Green (s) 85.0 58.0 58.0 67.0 46.0 46.0 17.0 13.1 13.1 22.9 19.0 19.0
Actuated g/C Ratio 0.61 0.41 0.41 0.48 0.33 0.33 0.12 0.09 0.09 0.16 0.14 0.14
v/c Ratio 1.17 0.85 0.26 1.02 1.06 0.46 1.11 1.91 0.58 0.91 1.14 0.80
Control Delay 137.1 46.6 5.9 94.6 91.1 6.9 140.8 455.5 12.8 85.4 139.6 28.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 137.1 46.6 5.9 94.6 91.1 6.9 140.8 455.5 12.8 85.4 139.6 28.2
LOS F D A F F A F F B F F C
Approach Delay 71.9 74.6 286.1 92.1
Approach LOS E E F F
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Natural Cycle: 150
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 1.91
Intersection Signal Delay: 121.7 Intersection LOS: F
Intersection Capacity Utilization 103.7% ICU Level of Service G
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2024 Total SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 11
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 498 810 182 305 890 308 320 583 191 331 503 339
Future Volume (veh/h) 498 810 182 305 890 308 320 583 191 331 503 339
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1772 1800 1786 1786 1744 1786 1800 1800 1786 1800
Adj Flow Rate, veh/h 519 844 190 318 927 321 333 607 199 345 524 353
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 2 2 0 1 1 4 1 0 0 1 0
Cap, veh/h 443 1014 632 345 880 497 303 326 147 375 461 207
Arrive On Green 0.23 0.42 0.42 0.14 0.33 0.33 0.12 0.10 0.10 0.16 0.14 0.14
Sat Flow, veh/h 1714 2410 1502 1714 2679 1514 2491 3393 1525 2331 3393 1525
Grp Volume(v), veh/h 519 844 190 318 927 321 333 607 199 345 524 353
Grp Sat Flow(s),veh/h/ln 1714 1205 1502 1714 1339 1514 1246 1697 1525 1166 1697 1525
Q Serve(g_s), s 32.0 43.7 11.7 17.1 46.0 25.3 17.0 13.5 13.5 20.4 19.0 19.0
Cycle Q Clear(g_c), s 32.0 43.7 11.7 17.1 46.0 25.3 17.0 13.5 13.5 20.4 19.0 19.0
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 443 1014 632 345 880 497 303 326 147 375 461 207
V/C Ratio(X) 1.17 0.83 0.30 0.92 1.05 0.65 1.10 1.86 1.36 0.92 1.14 1.71
Avail Cap(c_a), veh/h 443 1014 632 356 880 497 303 326 147 400 461 207
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 45.2 36.2 26.9 30.7 47.0 40.1 61.5 63.3 63.3 57.8 60.5 60.5
Incr Delay (d2), s/veh 98.6 5.7 0.1 27.4 45.3 2.3 81.5 398.6 198.2 24.4 85.4 337.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 26.3 12.9 4.2 9.2 20.0 9.6 8.7 23.8 13.2 7.3 13.6 26.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 143.8 41.8 27.0 58.1 92.3 42.3 143.0 461.9 261.5 82.3 145.9 397.6
LnGrp LOS F D C E F D F F F F F F
Approach Vol, veh/h 1553 1566 1139 1222
Approach Delay, s/veh 74.1 75.1 333.7 200.7
Approach LOS E E F F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 38.0 53.0 23.0 26.0 25.1 65.9 28.5 20.5
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 32.0 46.0 17.0 19.0 20.0 58.0 24.0 12.0
Max Q Clear Time (g_c+I1), s 34.0 48.0 19.0 21.0 19.1 45.7 22.4 15.5
Green Ext Time (p_c), s 0.0 0.0 0.0 0.0 0.1 3.0 0.1 0.0
Intersection Summary
HCM 6th Ctrl Delay 156.6
HCM 6th LOS F
107: Ten Mile Rd & Lost Rapids Dr
Year 2024 Total SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 12
Intersection
Int Delay, s/veh 44.9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 51 7 162 23 9 33 290 555 23 36 731 26
Future Vol, veh/h 51 7 162 23 9 33 290 555 23 36 731 26
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - 0 - - - 100 - 75 100 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 0 0 0 0 2 0 0 2 0
Mvmt Flow 55 8 174 25 10 35 312 597 25 39 786 28
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1806 2124 407 1696 2113 299 814 0 0 622 0 0
Stage 1 878 878 - 1221 1221 - - - - - - -
Stage 2 928 1246 - 475 892 - - - - - - -
Critical Hdwy 7.5 6.5 6.9 7.5 6.5 6.9 4.1 - - 4.1 - -
Critical Hdwy Stg 1 6.5 5.5 - 6.5 5.5 - - - - - - -
Critical Hdwy Stg 2 6.5 5.5 - 6.5 5.5 - - - - - - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.2 - - 2.2 - -
Pot Cap-1 Maneuver ~ 51 51 599 61 51 703 822 - - 969 - -
Stage 1 313 368 - 194 255 - - - - - - -
Stage 2 292 248 - 545 363 - - - - - - -
Platoon blocked, %- - - -
Mov Cap-1 Maneuver ~ 25 30 599 ~ 24 30 703 822 - - 969 - -
Mov Cap-2 Maneuver ~ 25 30 - ~ 24 30 - - - - - - -
Stage 1 194 353 - 120 158 - - - - - - -
Stage 2 161 154 - 363 348 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 262.2 $ 397.4 4 0.4
HCM LOS F F
Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1 SBL SBT SBR
Capacity (veh/h) 822 - - 26 599 50 969 - -
HCM Lane V/C Ratio 0.379 - - 2.399 0.291 1.398 0.04 - -
HCM Control Delay (s) 12 - -$ 956.7 13.5$ 397.4 8.9 - -
HCM Lane LOS B - - F B F A - -
HCM 95th %tile Q(veh) 1.8 - - 7.6 1.2 6.5 0.1 - -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
108: Ten Mile Rd & McMillan Rd
Year 2024 Total SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 13
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 43 123 44 174 246 85 121 711 168 175 792 37
Future Volume (vph) 43 123 44 174 246 85 121 711 168 175 792 37
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0
Minimum Split (s) 10.0 35.0 35.0 10.0 36.0 36.0 10.0 29.0 29.0 10.0 29.0 29.0
Total Split (s) 10.0 35.0 35.0 11.0 36.0 36.0 10.0 42.0 42.0 12.0 44.0 44.0
Total Split (%) 10.0% 35.0% 35.0% 11.0% 36.0% 36.0% 10.0% 42.0% 42.0% 12.0% 44.0% 44.0%
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None None None Min Min None Min Min
Act Effct Green (s) 21.3 16.2 16.2 25.2 21.9 21.9 38.7 33.6 33.6 42.7 35.6 35.6
Actuated g/C Ratio 0.26 0.19 0.19 0.30 0.26 0.26 0.46 0.40 0.40 0.51 0.43 0.43
v/c Ratio 0.16 0.37 0.11 0.50 0.54 0.18 0.66 0.82 0.25 0.78 0.84 0.05
Control Delay 21.1 32.5 0.6 27.9 33.3 2.7 31.4 32.2 6.8 40.4 31.7 0.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 21.1 32.5 0.6 27.9 33.3 2.7 31.4 32.2 6.8 40.4 31.7 0.1
LOS C C A C C A C C A D C A
Approach Delay 23.5 26.3 27.8 32.1
Approach LOS C C C C
Intersection Summary
Cycle Length: 100
Actuated Cycle Length: 83.3
Natural Cycle: 85
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.84
Intersection Signal Delay: 28.8 Intersection LOS: C
Intersection Capacity Utilization 66.2% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 108: Ten Mile Rd & McMillan Rd
108: Ten Mile Rd & McMillan Rd
Year 2024 Total SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 14
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 43 123 44 174 246 85 121 711 168 175 792 37
Future Volume (veh/h) 43 123 44 174 246 85 121 711 168 175 792 37
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1800 1800 1800 1800 1800 1758 1800 1800 1772 1800
Adj Flow Rate, veh/h 45 128 46 181 256 89 126 741 175 182 825 39
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 1 0 0 0 0 0 3 0 0 2 0
Cap, veh/h 230 270 230 344 346 293 280 917 622 318 989 655
Arrive On Green 0.04 0.15 0.15 0.08 0.19 0.19 0.06 0.41 0.41 0.09 0.43 0.43
Sat Flow, veh/h 1714 1786 1525 1714 1800 1525 1714 2250 1525 1714 2303 1525
Grp Volume(v), veh/h 45 128 46 181 256 89 126 741 175 182 825 39
Grp Sat Flow(s),veh/h/ln 1714 1786 1525 1714 1800 1525 1714 1125 1525 1714 1152 1525
Q Serve(g_s), s 1.6 4.8 1.9 6.0 9.8 3.7 3.1 21.3 5.6 4.4 23.3 1.1
Cycle Q Clear(g_c), s 1.6 4.8 1.9 6.0 9.8 3.7 3.1 21.3 5.6 4.4 23.3 1.1
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 230 270 230 344 346 293 280 917 622 318 989 655
V/C Ratio(X) 0.20 0.47 0.20 0.53 0.74 0.30 0.45 0.81 0.28 0.57 0.83 0.06
Avail Cap(c_a), veh/h 277 733 626 344 764 647 288 1139 772 335 1229 814
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 24.8 28.4 27.2 24.6 27.8 25.3 15.0 19.1 14.5 14.9 18.5 12.2
Incr Delay (d2), s/veh 0.2 1.8 0.6 0.7 4.4 0.8 0.4 4.1 0.3 1.2 4.7 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.6 2.1 0.7 2.5 4.3 1.3 1.0 5.3 1.8 1.5 6.0 0.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 25.0 30.2 27.8 25.3 32.2 26.1 15.4 23.2 14.8 16.1 23.2 12.3
LnGrp LOS C C C C C C B C B B C B
Approach Vol, veh/h 219 526 1042 1046
Approach Delay, s/veh 28.6 28.8 20.9 21.6
Approach LOS C C C C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.0 19.0 9.7 36.4 11.0 16.0 11.3 34.8
Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Max Green Setting (Gmax), s 5.0 31.0 5.0 39.0 6.0 30.0 7.0 37.0
Max Q Clear Time (g_c+I1), s 3.6 11.8 5.1 25.3 8.0 6.8 6.4 23.3
Green Ext Time (p_c), s 0.0 2.3 0.0 6.1 0.0 1.1 0.0 6.1
Intersection Summary
HCM 6th Ctrl Delay 23.2
HCM 6th LOS C
201: Site Access A & Chinden Blvd
Year 2024 Total SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 15
Intersection
Int Delay, s/veh 8.3
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 1219 122 93 1005 79 118
Future Vol, veh/h 1219 122 93 1005 79 118
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - 200 100 - 0 100
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 1325 133 101 1092 86 128
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 1458 0 2619 1325
Stage 1 - - - - 1325 -
Stage 2 - - - - 1294 -
Critical Hdwy - - 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy - - 2.218 - 3.518 3.318
Pot Cap-1 Maneuver - - 464 - ~ 27 190
Stage 1 - - - - 248 -
Stage 2 - - - - 257 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 464 - ~ 21 190
Mov Cap-2 Maneuver - - - - 88 -
Stage 1 - - - - 194 -
Stage 2 - - - - 257 -
Approach EB WB NB
HCM Control Delay, s 0 1.3 103.7
HCM LOS F
Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT
Capacity (veh/h) 88 190 - - 464 -
HCM Lane V/C Ratio 0.976 0.675 - - 0.218 -
HCM Control Delay (s) 174.6 56.2 - - 14.9 -
HCM Lane LOS F F - - B -
HCM 95th %tile Q(veh) 5.5 4.1 - - 0.8 -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
202: Site Access B & Chinden Blvd
Year 2024 Total SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 16
Intersection
Int Delay, s/veh 5.5
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 1255 83 0 1098 0 150
Future Vol, veh/h 1255 83 0 1098 0 150
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - 200 - - - 0
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 1364 90 0 1193 0 163
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 - - - 1364
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - - - - 6.22
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - - - - - 3.318
Pot Cap-1 Maneuver - - 0 - 0 181
Stage 1 - - 0 - 0 -
Stage 2 - - 0 - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - - - - 181
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB NB
HCM Control Delay, s 0 0 95.1
HCM LOS F
Minor Lane/Major Mvmt NBLn1 EBT EBR WBT
Capacity (veh/h) 181 - - -
HCM Lane V/C Ratio 0.901 - - -
HCM Control Delay (s) 95.1 - - -
HCM Lane LOS F - - -
HCM 95th %tile Q(veh) 6.8 - - -
203: Ten Mile Rd & Site Access C
Year 2024 Total SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 17
Intersection
Int Delay, s/veh 3.6
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 119 213 78 560 580 328
Future Vol, veh/h 119 213 78 560 580 328
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 100 100 - - 100
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 129 232 85 609 630 357
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 1105 315 987 0 - 0
Stage 1 630 - - - - -
Stage 2 475 - - - - -
Critical Hdwy 6.84 6.94 4.14 - - -
Critical Hdwy Stg 1 5.84 - - - - -
Critical Hdwy Stg 2 5.84 - - - - -
Follow-up Hdwy 3.52 3.32 2.22 - - -
Pot Cap-1 Maneuver 205 681 696 - - -
Stage 1 493 - - - - -
Stage 2 592 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 180 681 696 - - -
Mov Cap-2 Maneuver 295 - - - - -
Stage 1 433 - - - - -
Stage 2 592 - - - - -
Approach EB NB SB
HCM Control Delay, s 17.8 1.3 0
HCM LOS C
Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR
Capacity (veh/h) 696 - 295 681 - -
HCM Lane V/C Ratio 0.122 - 0.438 0.34 - -
HCM Control Delay (s) 10.9 - 26.4 13 - -
HCM Lane LOS B - D B - -
HCM 95th %tile Q(veh) 0.4 - 2.1 1.5 - -
204: Lost Rapids Dr & Site Access D
Year 2024 Total SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 18
Intersection
Int Delay, s/veh 1.9
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 17 22 178 21 27 54
Future Vol, veh/h 17 22 178 21 27 54
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - - -
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 18 24 193 23 29 59
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 322 205 0 0 216 0
Stage 1 205 - - - - -
Stage 2 117 - - - - -
Critical Hdwy 6.42 6.22 - - 4.12 -
Critical Hdwy Stg 1 5.42 - - - - -
Critical Hdwy Stg 2 5.42 - - - - -
Follow-up Hdwy 3.518 3.318 - - 2.218 -
Pot Cap-1 Maneuver 672 836 - - 1354 -
Stage 1 829 - - - - -
Stage 2 908 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 657 836 - - 1354 -
Mov Cap-2 Maneuver 657 - - - - -
Stage 1 811 - - - - -
Stage 2 908 - - - - -
Approach WB NB SB
HCM Control Delay, s 10.1 0 2.6
HCM LOS B
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 747 1354 -
HCM Lane V/C Ratio - - 0.057 0.022 -
HCM Control Delay (s) - - 10.1 7.7 0
HCM Lane LOS - - B A A
HCM 95th %tile Q(veh) - - 0.2 0.1 -
205: Lost Rapids Dr & Site Access E
Year 2024 Total SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 19
Intersection
Int Delay, s/veh 1.4
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 18 83 179 15 16 16
Future Vol, veh/h 18 83 179 15 16 16
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 20 90 195 16 17 17
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 211 0 - 0 333 203
Stage 1 - - - - 203 -
Stage 2 - - - - 130 -
Critical Hdwy 4.12 - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.218 - - - 3.518 3.318
Pot Cap-1 Maneuver 1360 - - - 662 838
Stage 1 - - - - 831 -
Stage 2 - - - - 896 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1360 - - - 652 838
Mov Cap-2 Maneuver - - - - 652 -
Stage 1 - - - - 819 -
Stage 2 - - - - 896 -
Approach EB WB SB
HCM Control Delay, s 1.4 0 10.2
HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1
Capacity (veh/h) 1360 - - - 733
HCM Lane V/C Ratio 0.014 - - - 0.047
HCM Control Delay (s) 7.7 0 - - 10.2
HCM Lane LOS A A - - B
HCM 95th %tile Q(veh) 0 - - - 0.1
206: Lost Rapids Dr & Site Access F
Year 2024 Total SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 20
Intersection
Int Delay, s/veh 0.8
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 6 93 189 17 16 6
Future Vol, veh/h 6 93 189 17 16 6
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 7 101 205 18 17 7
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 223 0 - 0 329 214
Stage 1 - - - - 214 -
Stage 2 - - - - 115 -
Critical Hdwy 4.12 - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.218 - - - 3.518 3.318
Pot Cap-1 Maneuver 1346 - - - 665 826
Stage 1 - - - - 822 -
Stage 2 - - - - 910 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1346 - - - 661 826
Mov Cap-2 Maneuver - - - - 661 -
Stage 1 - - - - 817 -
Stage 2 - - - - 910 -
Approach EB WB SB
HCM Control Delay, s 0.5 0 10.3
HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1
Capacity (veh/h) 1346 - - - 699
HCM Lane V/C Ratio 0.005 - - - 0.034
HCM Control Delay (s) 7.7 0 - - 10.3
HCM Lane LOS A A - - B
HCM 95th %tile Q(veh) 0 - - - 0.1
207: Lost Rapids Dr & Site Access G
Year 2024 Total SAT Peak Hour 08/11/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 21
Intersection
Int Delay, s/veh 5.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 22 81 6 17 49 258 0 0 0 138 0 156
Future Vol, veh/h 22 81 6 17 49 258 0 0 0 138 0 156
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - 0 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 24 88 7 18 53 280 0 0 0 150 0 170
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 333 0 0 95 0 0 454 509 92 369 372 193
Stage 1 - - - - - - 140 140 - 229 229 -
Stage 2 - - - - - - 314 369 - 140 143 -
Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22
Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 -
Critical Hdwy Stg 2 - - - - - - 6.12 5.52 - 6.12 5.52 -
Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318
Pot Cap-1 Maneuver 1226 - - 1499 - - 516 467 965 588 558 849
Stage 1 - - - - - - 863 781 - 774 715 -
Stage 2 - - - - - - 697 621 - 863 779 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1226 - - 1499 - - 401 450 965 572 538 849
Mov Cap-2 Maneuver - - - - - - 401 450 - 572 538 -
Stage 1 - - - - - - 845 765 - 758 704 -
Stage 2 - - - - - - 549 612 - 845 763 -
Approach EB WB NB SB
HCM Control Delay, s 1.6 0.4 0 11.8
HCM LOS A B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2
Capacity (veh/h) - 1226 - - 1499 - - 572 849
HCM Lane V/C Ratio - 0.02 - - 0.012 - - 0.262 0.2
HCM Control Delay (s) 0 8 0 - 7.4 0 - 13.5 10.3
HCM Lane LOS A A A - A A - B B
HCM 95th %tile Q(veh) - 0.1 - - 0 - - 1 0.7
102: Black Cat Rd & Chinden Blvd
Year 2024 Total AM Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 18 944 48 643 34 4 56 10
Future Volume (vph) 18 944 48 643 34 4 56 10
Turn Type pm+pt NA pm+pt NA Perm NA Perm NA
Protected Phases 7 4 3 8 2 6
Permitted Phases 4 8 2 6
Detector Phase 7 4 3 8 2 2 6 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 9.5 9.5 9.5 9.5 9.5 9.5 9.5 9.5
Total Split (s) 9.8 109.0 10.0 109.2 21.0 21.0 21.0 21.0
Total Split (%) 7.0% 77.9% 7.1% 78.0% 15.0% 15.0% 15.0% 15.0%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode None Max None Max C-Min C-Min C-Min C-Min
Act Effct Green (s) 114.3 109.9 115.6 112.1 12.9 12.9 12.9 12.9
Actuated g/C Ratio 0.82 0.78 0.83 0.80 0.09 0.09 0.09 0.09
v/c Ratio 0.03 0.84 0.18 0.51 0.30 0.46 0.80 0.22
Control Delay 2.4 18.3 6.6 19.9 64.0 17.7 119.1 29.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 2.4 18.3 6.6 19.9 64.0 17.7 119.1 29.4
LOS A B A B E B F C
Approach Delay 18.1 19.0 29.3 84.9
Approach LOS B B C F
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.84
Intersection Signal Delay: 22.1 Intersection LOS: C
Intersection Capacity Utilization 77.8% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 102: Black Cat Rd & Chinden Blvd
102: Black Cat Rd & Chinden Blvd
Year 2024 Total AM Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 18 944 123 48 643 25 34 4 98 56 10 24
Future Volume (veh/h) 18 944 123 48 643 25 34 4 98 56 10 24
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1758 1758 1758 1758 1688 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 19 1004 131 51 684 27 36 4 104 60 11 26
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 3 3 3 3 3 0 0 0 0 0 0
Cap, veh/h 643 1137 148 229 1274 50 199 7 187 130 60 142
Arrive On Green 0.02 0.75 0.75 0.06 1.00 1.00 0.13 0.13 0.13 0.13 0.13 0.13
Sat Flow, veh/h 1714 1523 199 1674 1680 66 1393 57 1477 1306 475 1123
Grp Volume(v), veh/h 19 0 1135 51 0 711 36 0 108 60 0 37
Grp Sat Flow(s),veh/h/ln 1714 0 1722 1674 0 1746 1393 0 1534 1306 0 1598
Q Serve(g_s), s 0.4 0.0 68.6 1.0 0.0 0.0 3.3 0.0 9.3 6.3 0.0 2.9
Cycle Q Clear(g_c), s 0.4 0.0 68.6 1.0 0.0 0.0 6.2 0.0 9.3 15.6 0.0 2.9
Prop In Lane 1.00 0.12 1.00 0.04 1.00 0.96 1.00 0.70
Lane Grp Cap(c), veh/h 643 0 1285 229 0 1324 199 0 194 130 0 202
V/C Ratio(X) 0.03 0.00 0.88 0.22 0.00 0.54 0.18 0.00 0.56 0.46 0.00 0.18
Avail Cap(c_a), veh/h 676 0 1285 243 0 1324 199 0 194 130 0 202
HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.96 0.00 0.96 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 3.9 0.0 13.2 21.6 0.0 0.0 57.5 0.0 57.5 64.8 0.0 54.7
Incr Delay (d2), s/veh 0.0 0.0 9.0 0.5 0.0 1.5 2.0 0.0 11.1 11.3 0.0 2.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 0.0 22.7 0.9 0.0 0.6 1.3 0.0 4.1 2.5 0.0 1.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 3.9 0.0 22.2 22.0 0.0 1.5 59.5 0.0 68.5 76.1 0.0 56.7
LnGrp LOS A A C C A A E A E E A E
Approach Vol, veh/h 1154 762 144 97
Approach Delay, s/veh 21.9 2.9 66.3 68.7
Approach LOS C A E E
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 22.2 8.8 109.0 22.2 7.1 110.7
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 16.5 5.5 104.5 16.5 5.3 104.7
Max Q Clear Time (g_c+I1), s 11.3 3.0 70.6 17.6 2.4 2.0
Green Ext Time (p_c), s 0.2 0.0 10.9 0.0 0.0 4.8
Intersection Summary
HCM 6th Ctrl Delay 20.3
HCM 6th LOS C
103: Chinden Blvd & Tree Farm Way
Year 2024 Total AM Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 19 1051 28 19 646 51 41 5 113 2
Future Volume (vph) 19 1051 28 19 646 51 41 5 113 2
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 10.0 5.0 10.0
Minimum Split (s) 11.0 31.0 31.0 11.0 31.0 31.0 11.0 25.0 11.0 25.0
Total Split (s) 17.0 78.0 78.0 17.0 78.0 78.0 20.0 25.0 20.0 25.0
Total Split (%) 12.1% 55.7% 55.7% 12.1% 55.7% 55.7% 14.3% 17.9% 14.3% 17.9%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None
Act Effct Green (s) 98.1 93.9 93.9 98.2 93.9 93.9 16.4 10.0 25.5 14.0
Actuated g/C Ratio 0.70 0.67 0.67 0.70 0.67 0.67 0.12 0.07 0.18 0.10
v/c Ratio 0.04 0.51 0.03 0.08 0.32 0.05 0.38 0.35 0.54 0.19
Control Delay 4.1 10.1 0.0 7.7 11.9 0.1 54.3 26.2 56.7 21.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 4.1 10.1 0.0 7.7 11.9 0.1 54.3 26.2 56.7 21.3
LOS A B A A B A D C E C
Approach Delay 9.7 10.9 39.4 48.9
Approach LOS A B D D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 80
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.54
Intersection Signal Delay: 14.2 Intersection LOS: B
Intersection Capacity Utilization 54.8% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 103: Chinden Blvd & Tree Farm Way
103: Chinden Blvd & Tree Farm Way
Year 2024 Total AM Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 19 1051 28 19 646 51 41 5 42 113 2 30
Future Volume (veh/h) 19 1051 28 19 646 51 41 5 42 113 2 30
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1533 1617 1758 1800 1098 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 21 1142 30 21 702 55 45 5 46 123 2 33
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 0 2 19 13 3 0 50 0 0 0 0 0
Cap, veh/h 487 2193 846 367 2176 994 159 11 99 241 9 153
Arrive On Green 0.04 1.00 1.00 0.02 0.65 0.65 0.04 0.07 0.07 0.08 0.11 0.11
Sat Flow, veh/h 1714 3367 1299 1540 3340 1525 1046 152 1397 1714 88 1451
Grp Volume(v), veh/h 21 1142 30 21 702 55 45 0 51 123 0 35
Grp Sat Flow(s),veh/h/ln 1714 1683 1299 1540 1670 1525 1046 0 1549 1714 0 1539
Q Serve(g_s), s 0.6 0.0 0.0 0.6 13.0 1.8 5.6 0.0 4.4 9.1 0.0 2.9
Cycle Q Clear(g_c), s 0.6 0.0 0.0 0.6 13.0 1.8 5.6 0.0 4.4 9.1 0.0 2.9
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.90 1.00 0.94
Lane Grp Cap(c), veh/h 487 2193 846 367 2176 994 159 0 110 241 0 162
V/C Ratio(X) 0.04 0.52 0.04 0.06 0.32 0.06 0.28 0.00 0.46 0.51 0.00 0.22
Avail Cap(c_a), veh/h 588 2193 846 457 2176 994 216 0 210 277 0 209
HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.44 0.44 0.44 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 8.1 0.0 0.0 7.7 10.8 8.8 57.2 0.0 62.5 53.9 0.0 57.3
Incr Delay (d2), s/veh 0.0 0.4 0.0 0.0 0.4 0.1 0.4 0.0 1.1 0.6 0.0 0.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 0.1 0.0 0.2 4.4 0.6 1.5 0.0 1.8 4.0 0.0 1.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 8.1 0.4 0.0 7.7 11.2 8.9 57.6 0.0 63.6 54.5 0.0 57.8
LnGrp LOS A A A A B A E A E D A E
Approach Vol, veh/h 1193 778 96 158
Approach Delay, s/veh 0.5 10.9 60.8 55.2
Approach LOS A B E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.8 98.2 12.3 20.7 8.8 98.2 17.1 15.9
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 11.0 71.0 14.0 19.0 11.0 71.0 14.0 19.0
Max Q Clear Time (g_c+I1), s 2.6 15.0 7.6 4.9 2.6 2.0 11.1 6.4
Green Ext Time (p_c), s 0.0 2.0 0.0 0.1 0.0 3.7 0.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 10.6
HCM 6th LOS B
104: Ten Mile Rd & Chinden Blvd
Year 2024 Total AM Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 895 313 166 532 179 278
Future Volume (vph) 895 313 166 532 179 278
Turn Type NA Perm Prot NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 14.0 10.0 5.0 14.0
Minimum Split (s) 35.0 35.0 20.0 17.0 11.0 20.0
Total Split (s) 61.0 61.0 27.0 88.0 32.0 27.0
Total Split (%) 50.8% 50.8% 22.5% 73.3% 26.7% 22.5%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode Min Min None Min Max None
Act Effct Green (s) 35.3 35.3 14.2 55.5 26.2 46.5
Actuated g/C Ratio 0.37 0.37 0.15 0.59 0.28 0.49
v/c Ratio 0.77 0.46 0.38 0.29 0.43 0.40
Control Delay 30.6 6.6 40.7 10.0 33.7 15.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 30.6 6.6 40.7 10.0 33.7 15.2
LOS C A D A C B
Approach Delay 24.4 17.3 22.4
Approach LOS C B C
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 94.8
Natural Cycle: 70
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.77
Intersection Signal Delay: 21.9 Intersection LOS: C
Intersection Capacity Utilization 64.1% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2024 Total AM Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 895 313 166 532 179 278
Future Volume (veh/h) 895 313 166 532 179 278
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1772 1758 1716 1786 1730 1730
Adj Flow Rate, veh/h 962 337 178 572 192 299
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 2 3 6 1 5 5
Cap, veh/h 1222 541 475 1961 464 632
Arrive On Green 0.36 0.36 0.15 0.58 0.28 0.28
Sat Flow, veh/h 3455 1490 3170 3483 1647 1466
Grp Volume(v), veh/h 962 337 178 572 192 299
Grp Sat Flow(s),veh/h/ln 1683 1490 1585 1697 1647 1466
Q Serve(g_s), s 23.5 17.2 4.7 7.9 8.8 13.5
Cycle Q Clear(g_c), s 23.5 17.2 4.7 7.9 8.8 13.5
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 1222 541 475 1961 464 632
V/C Ratio(X) 0.79 0.62 0.37 0.29 0.41 0.47
Avail Cap(c_a), veh/h 1967 871 720 2975 464 632
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 26.2 24.2 35.4 9.9 27.0 18.8
Incr Delay (d2), s/veh 1.2 1.2 0.5 0.1 2.7 2.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 8.5 5.6 1.7 2.4 3.6 4.7
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 27.4 25.4 35.9 10.0 29.7 21.3
LnGrp LOS C C D A C C
Approach Vol, veh/h 1299 750 491
Approach Delay, s/veh 26.9 16.1 24.6
Approach LOS C B C
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 60.4 19.9 40.5 32.0
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 81.0 21.0 54.0 26.0
Max Q Clear Time (g_c+I1), s 9.9 6.7 25.5 15.5
Green Ext Time (p_c), s 3.6 0.4 8.0 1.2
Intersection Summary
HCM 6th Ctrl Delay 23.3
HCM 6th LOS C
105: Long Lake Way & Chinden Blvd
Year 2024 Total AM Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 44 1076 54 69 648 25 41 7 122 59 2
Future Volume (vph) 44 1076 54 69 648 25 41 7 122 59 2
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0
Minimum Split (s) 10.0 32.0 32.0 10.0 32.0 32.0 10.0 33.0 33.0 10.0 33.0
Total Split (s) 10.0 82.0 82.0 13.0 85.0 85.0 10.0 35.0 35.0 10.0 35.0
Total Split (%) 7.1% 58.6% 58.6% 9.3% 60.7% 60.7% 7.1% 25.0% 25.0% 7.1% 25.0%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None
Act Effct Green (s) 102.9 97.3 97.3 104.0 97.9 97.9 19.6 10.4 10.4 15.5 11.4
Actuated g/C Ratio 0.74 0.70 0.70 0.74 0.70 0.70 0.14 0.07 0.07 0.11 0.08
v/c Ratio 0.09 0.50 0.05 0.22 0.29 0.02 0.22 0.05 0.56 0.36 0.11
Control Delay 5.5 12.3 0.5 7.0 8.6 0.4 50.3 60.7 19.5 59.2 29.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 5.5 12.3 0.5 7.0 8.6 0.4 50.3 60.7 19.5 59.2 29.4
LOS A B A A A A D E B E C
Approach Delay 11.5 8.2 28.5 53.5
Approach LOS B A C D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 85
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.56
Intersection Signal Delay: 13.2 Intersection LOS: B
Intersection Capacity Utilization 59.0% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 105: Long Lake Way & Chinden Blvd
105: Long Lake Way & Chinden Blvd
Year 2024 Total AM Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 44 1076 54 69 648 25 41 7 122 59 2 12
Future Volume (veh/h) 44 1076 54 69 648 25 41 7 122 59 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1758 1800 1800 1772 1800 1800 1800 1772 1800 1800 1800
Adj Flow Rate, veh/h 47 1145 57 73 689 27 44 7 130 63 2 13
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 3 0 0 2 0 0 0 2 0 0 0
Cap, veh/h 610 2270 1037 351 2301 1043 242 182 151 237 22 143
Arrive On Green 0.03 0.68 0.68 0.07 1.00 1.00 0.03 0.10 0.10 0.04 0.11 0.11
Sat Flow, veh/h 1714 3340 1525 1714 3367 1525 1714 1800 1502 1714 208 1349
Grp Volume(v), veh/h 47 1145 57 73 689 27 44 7 130 63 0 15
Grp Sat Flow(s),veh/h/ln 1714 1670 1525 1714 1683 1525 1714 1800 1502 1714 0 1557
Q Serve(g_s), s 1.1 23.4 1.7 1.8 0.0 0.0 3.2 0.5 11.9 4.6 0.0 1.2
Cycle Q Clear(g_c), s 1.1 23.4 1.7 1.8 0.0 0.0 3.2 0.5 11.9 4.6 0.0 1.2
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.87
Lane Grp Cap(c), veh/h 610 2270 1037 351 2301 1043 242 182 151 237 0 165
V/C Ratio(X) 0.08 0.50 0.05 0.21 0.30 0.03 0.18 0.04 0.86 0.27 0.00 0.09
Avail Cap(c_a), veh/h 620 2270 1037 392 2301 1043 251 386 322 237 0 334
HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.67 0.67 0.67 0.90 0.90 0.90 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 6.1 10.9 7.5 8.0 0.0 0.0 54.2 56.8 62.0 54.2 0.0 56.5
Incr Delay (d2), s/veh 0.0 0.5 0.1 0.1 0.3 0.0 0.1 0.0 5.3 0.2 0.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.4 7.5 0.6 0.5 0.1 0.0 1.4 0.2 4.8 2.0 0.0 0.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 6.1 11.5 7.5 8.1 0.3 0.0 54.3 56.8 67.3 54.4 0.0 56.6
LnGrp LOS A B A A A A D E E D A E
Approach Vol, veh/h 1249 789 181 78
Approach Delay, s/veh 11.1 1.0 63.7 54.8
Approach LOS B A E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 9.2 101.7 9.3 19.9 9.7 101.2 10.0 19.1
Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 5.0 6.0 5.0 5.0
Max Green Setting (Gmax), s 5.0 79.0 5.0 30.0 8.0 76.0 5.0 30.0
Max Q Clear Time (g_c+I1), s 3.1 2.0 5.2 3.2 3.8 25.4 6.6 13.9
Green Ext Time (p_c), s 0.0 7.2 0.0 0.0 0.0 14.7 0.0 0.2
Intersection Summary
HCM 6th Ctrl Delay 13.3
HCM 6th LOS B
106: Linder Rd & Chinden Blvd
Year 2024 Total AM Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 9
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 345 736 100 158 471 116 120 411 178 163 303 169
Future Volume (vph) 345 736 100 158 471 116 120 411 178 163 303 169
Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 41.0 41.0 11.0 45.0 45.0 11.0 43.0 43.0 11.0 45.0 45.0
Total Split (s) 30.0 61.0 61.0 15.0 46.0 46.0 16.0 43.0 43.0 21.0 48.0 48.0
Total Split (%) 21.4% 43.6% 43.6% 10.7% 32.9% 32.9% 11.4% 30.7% 30.7% 15.0% 34.3% 34.3%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0 6.0 7.0 7.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None None
Act Effct Green (s) 21.7 64.1 64.1 12.0 54.3 54.3 9.1 23.6 23.6 14.3 28.9 28.9
Actuated g/C Ratio 0.16 0.46 0.46 0.09 0.39 0.39 0.06 0.17 0.17 0.10 0.21 0.21
v/c Ratio 0.77 0.76 0.14 0.61 0.39 0.18 0.61 0.80 0.47 0.81 0.49 0.43
Control Delay 86.0 29.6 1.2 70.6 34.0 2.1 75.9 66.7 9.9 87.9 50.9 8.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 86.0 29.6 1.2 70.6 34.0 2.1 75.9 66.7 9.9 87.9 50.9 8.8
LOS F C A E C A E E A F D A
Approach Delay 43.7 36.8 54.0 49.1
Approach LOS D D D D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBT and 6:EBT, Start of Green
Natural Cycle: 115
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.81
Intersection Signal Delay: 45.4 Intersection LOS: D
Intersection Capacity Utilization 64.8% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2024 Total AM Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 10
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 345 736 100 158 471 116 120 411 178 163 303 169
Future Volume (veh/h) 345 736 100 158 471 116 120 411 178 163 303 169
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1730 1758 1800 1800 1772 1786 1800 1758 1772 1730 1744 1660
Adj Flow Rate, veh/h 375 800 109 172 512 126 130 447 193 177 329 184
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 5 3 0 0 2 1 0 3 2 5 4 10
Cap, veh/h 422 1153 758 214 1445 650 176 528 238 206 663 282
Arrive On Green 0.26 0.99 0.99 0.06 0.43 0.43 0.05 0.16 0.16 0.09 0.20 0.20
Sat Flow, veh/h 3196 2320 1525 3326 3367 1514 3326 3340 1502 2175 3313 1406
Grp Volume(v), veh/h 375 800 109 172 512 126 130 447 193 177 329 184
Grp Sat Flow(s),veh/h/ln 1598 1160 1525 1663 1683 1514 1663 1670 1502 1087 1657 1406
Q Serve(g_s), s 15.8 0.9 0.1 7.1 14.3 7.3 5.4 18.2 17.4 11.2 12.3 16.9
Cycle Q Clear(g_c), s 15.8 0.9 0.1 7.1 14.3 7.3 5.4 18.2 17.4 11.2 12.3 16.9
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 422 1153 758 214 1445 650 176 528 238 206 663 282
V/C Ratio(X) 0.89 0.69 0.14 0.80 0.35 0.19 0.74 0.85 0.81 0.86 0.50 0.65
Avail Cap(c_a), veh/h 548 1153 758 214 1445 650 238 859 386 233 970 412
HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.86 0.86 0.86 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 50.5 0.2 0.2 64.6 26.9 24.9 65.4 57.3 56.9 62.4 49.7 51.5
Incr Delay (d2), s/veh 11.9 3.0 0.3 18.4 0.7 0.7 4.7 2.1 2.6 22.0 0.2 1.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.0 0.6 0.1 3.5 5.6 2.7 2.4 7.7 6.7 3.7 5.2 6.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 62.5 3.2 0.6 83.0 27.6 25.5 70.0 59.4 59.5 84.4 49.9 52.5
LnGrp LOS E A A F C C E E E F D D
Approach Vol, veh/h 1284 810 770 690
Approach Delay, s/veh 20.3 39.0 61.2 59.5
Approach LOS C D E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 24.5 67.1 13.4 35.0 15.0 76.6 19.3 29.1
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 24.0 39.0 10.0 41.0 9.0 54.0 15.0 36.0
Max Q Clear Time (g_c+I1), s 17.8 16.3 7.4 18.9 9.1 2.9 13.2 20.2
Green Ext Time (p_c), s 0.7 2.0 0.0 1.7 0.0 3.3 0.1 1.9
Intersection Summary
HCM 6th Ctrl Delay 41.0
HCM 6th LOS D
102: Black Cat Rd & Chinden Blvd
Year 2024 Total PM Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 23 951 103 1247 51 11 44 6
Future Volume (vph) 23 951 103 1247 51 11 44 6
Turn Type pm+pt NA pm+pt NA Perm NA Perm NA
Protected Phases 7 4 3 8 2 6
Permitted Phases 4 8 2 6
Detector Phase 7 4 3 8 2 2 6 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 9.5 11.0 9.5 11.0 10.0 10.0 10.0 10.0
Total Split (s) 9.6 112.4 13.2 116.0 14.4 14.4 14.4 14.4
Total Split (%) 6.9% 80.3% 9.4% 82.9% 10.3% 10.3% 10.3% 10.3%
Yellow Time (s) 3.5 5.0 3.5 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 6.0 4.5 6.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode None Max None Max C-Min C-Min C-Min C-Min
Act Effct Green (s) 114.1 107.4 118.6 112.8 10.4 10.4 10.4 10.4
Actuated g/C Ratio 0.82 0.77 0.85 0.81 0.07 0.07 0.07 0.07
v/c Ratio 0.13 0.75 0.29 0.93 0.54 0.45 0.56 0.21
Control Delay 3.0 13.3 3.5 38.4 83.7 26.0 88.6 31.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 3.0 13.3 3.5 38.4 83.7 26.0 88.6 31.0
LOS A B A D F C F C
Approach Delay 13.0 35.8 48.6 66.0
Approach LOS B D D E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green
Natural Cycle: 100
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.93
Intersection Signal Delay: 28.4 Intersection LOS: C
Intersection Capacity Utilization 100.0% ICU Level of Service F
Analysis Period (min) 15
Splits and Phases: 102: Black Cat Rd & Chinden Blvd
102: Black Cat Rd & Chinden Blvd
Year 2024 Total PM Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 23 951 49 103 1247 62 51 11 69 44 6 23
Future Volume (veh/h) 23 951 49 103 1247 62 51 11 69 44 6 23
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1786 1800 1786 1715 1772 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 23 970 50 105 1272 63 52 11 70 45 6 23
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, % 0 1 1 0 1 1 2 0 0 0 0 0
Cap, veh/h 409 1299 67 371 1326 66 142 17 111 94 27 103
Arrive On Green 0.02 0.77 0.77 0.07 1.00 1.00 0.08 0.08 0.08 0.08 0.08 0.08
Sat Flow, veh/h 1714 1684 87 1714 1687 84 1381 212 1346 1338 326 1249
Grp Volume(v), veh/h 23 0 1020 105 0 1335 52 0 81 45 0 29
Grp Sat Flow(s),veh/h/ln 1714 0 1770 1714 0 1771 1381 0 1558 1338 0 1575
Q Serve(g_s), s 0.4 0.0 43.4 1.8 0.0 0.0 5.1 0.0 7.0 4.5 0.0 2.4
Cycle Q Clear(g_c), s 0.4 0.0 43.4 1.8 0.0 0.0 7.5 0.0 7.0 11.5 0.0 2.4
Prop In Lane 1.00 0.05 1.00 0.05 1.00 0.86 1.00 0.79
Lane Grp Cap(c), veh/h 409 0 1366 371 0 1391 142 0 128 94 0 130
V/C Ratio(X) 0.06 0.00 0.75 0.28 0.00 0.96 0.37 0.00 0.63 0.48 0.00 0.22
Avail Cap(c_a), veh/h 435 0 1366 417 0 1391 142 0 128 94 0 130
HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.77 0.00 0.77 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 3.0 0.0 8.6 10.6 0.0 0.0 63.6 0.0 62.2 67.9 0.0 60.0
Incr Delay (d2), s/veh 0.1 0.0 3.8 0.3 0.0 13.5 7.2 0.0 21.2 16.2 0.0 3.9
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 0.0 13.2 1.0 0.0 5.2 2.0 0.0 3.5 2.1 0.0 1.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 3.1 0.0 12.4 10.9 0.0 13.5 70.8 0.0 83.4 84.1 0.0 64.0
LnGrp LOS A A B B A B E A F F A E
Approach Vol, veh/h 1043 1440 133 74
Approach Delay, s/veh 12.2 13.3 78.4 76.2
Approach LOS B B E E
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 16.5 9.4 114.0 16.5 7.5 116.0
Change Period (Y+Rc), s 5.0 4.5 6.0 5.0 4.5 6.0
Max Green Setting (Gmax), s 9.4 8.7 106.4 9.4 5.1 110.0
Max Q Clear Time (g_c+I1), s 9.5 3.8 45.4 13.5 2.4 2.0
Green Ext Time (p_c), s 0.0 0.1 4.8 0.0 0.0 9.5
Intersection Summary
HCM 6th Ctrl Delay 17.8
HCM 6th LOS B
103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
Year 2024 Total PM Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 25 993 46 49 1246 137 138 12 89 8
Future Volume (vph) 25 993 46 49 1246 137 138 12 89 8
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 10.0 5.0 10.0
Minimum Split (s) 11.0 31.0 31.0 11.0 31.0 31.0 11.0 17.0 11.0 17.0
Total Split (s) 11.0 88.0 88.0 11.0 88.0 88.0 24.0 24.0 17.0 17.0
Total Split (%) 7.9% 62.9% 62.9% 7.9% 62.9% 62.9% 17.1% 17.1% 12.1% 12.1%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None
Act Effct Green (s) 94.3 88.9 88.9 96.6 91.6 91.6 27.7 14.5 19.1 10.0
Actuated g/C Ratio 0.67 0.64 0.64 0.69 0.65 0.65 0.20 0.10 0.14 0.07
v/c Ratio 0.11 0.49 0.05 0.16 0.59 0.14 0.62 0.25 0.45 0.27
Control Delay 9.4 18.7 0.1 7.4 14.6 1.5 58.8 26.8 51.9 32.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 9.4 18.7 0.1 7.4 14.6 1.5 58.8 26.8 51.9 32.9
LOS A B A A B A E C D C
Approach Delay 17.7 13.1 50.8 46.6
Approach LOS B B D D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 75
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.62
Intersection Signal Delay: 18.8 Intersection LOS: B
Intersection Capacity Utilization 68.6% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
Year 2024 Total PM Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 25 993 46 49 1246 137 138 12 34 89 8 25
Future Volume (veh/h) 25 993 46 49 1246 137 138 12 34 89 8 25
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1603 1800 1800 1772 1646 1646 1646 1800 1800 1800
Adj Flow Rate, veh/h 27 1056 49 52 1326 146 147 13 36 95 9 27
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 1 14 0 0 2 11 11 11 0 0 0
Cap, veh/h 318 2103 842 426 2146 942 271 41 115 259 28 85
Arrive On Green 0.05 1.00 1.00 0.06 1.00 1.00 0.10 0.11 0.11 0.06 0.07 0.07
Sat Flow, veh/h 1714 3393 1359 1714 3420 1502 1567 386 1068 1714 396 1189
Grp Volume(v), veh/h 27 1056 49 52 1326 146 147 0 49 95 0 36
Grp Sat Flow(s),veh/h/ln 1714 1697 1359 1714 1710 1502 1567 0 1453 1714 0 1586
Q Serve(g_s), s 0.8 0.0 0.0 1.5 0.0 0.0 11.9 0.0 4.4 7.1 0.0 3.0
Cycle Q Clear(g_c), s 0.8 0.0 0.0 1.5 0.0 0.0 11.9 0.0 4.4 7.1 0.0 3.0
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.73 1.00 0.75
Lane Grp Cap(c), veh/h 318 2103 842 426 2146 942 271 0 156 259 0 113
V/C Ratio(X) 0.09 0.50 0.06 0.12 0.62 0.15 0.54 0.00 0.31 0.37 0.00 0.32
Avail Cap(c_a), veh/h 339 2103 842 434 2146 942 316 0 187 284 0 125
HCM Platoon Ratio 2.00 2.00 2.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.59 0.59 0.59 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 8.9 0.0 0.0 8.5 0.0 0.0 52.3 0.0 57.7 55.5 0.0 61.8
Incr Delay (d2), s/veh 0.0 0.5 0.1 0.0 1.3 0.3 0.6 0.0 0.4 0.3 0.0 1.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 0.1 0.0 0.5 0.4 0.1 4.8 0.0 1.6 3.1 0.0 1.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 8.9 0.5 0.1 8.6 1.3 0.3 52.9 0.0 58.2 55.8 0.0 63.0
LnGrp LOS A A A A A A D A E E A E
Approach Vol, veh/h 1132 1524 196 131
Approach Delay, s/veh 0.7 1.5 54.2 57.8
Approach LOS A A D E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 9.3 94.8 19.9 16.0 10.3 93.8 14.9 21.0
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 5.0 81.0 18.0 11.0 5.0 81.0 11.0 18.0
Max Q Clear Time (g_c+I1), s 2.8 2.0 13.9 5.0 3.5 2.0 9.1 6.4
Green Ext Time (p_c), s 0.0 4.6 0.0 0.0 0.0 3.3 0.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 7.1
HCM 6th LOS A
104: Ten Mile Rd & Chinden Blvd
Year 2024 Total PM Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 886 283 530 959 474 314
Future Volume (vph) 886 283 530 959 474 314
Turn Type NA Perm Prot NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 5.0 10.0 5.0 5.0
Minimum Split (s) 35.0 35.0 11.0 17.0 11.0 11.0
Total Split (s) 52.0 52.0 34.0 86.0 54.0 34.0
Total Split (%) 37.1% 37.1% 24.3% 61.4% 38.6% 24.3%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode C-Min C-Min Max C-Min Max Max
Act Effct Green (s) 43.1 43.1 28.0 77.1 49.9 83.9
Actuated g/C Ratio 0.31 0.31 0.20 0.55 0.36 0.60
v/c Ratio 0.90 0.52 0.86 0.54 0.83 0.37
Control Delay 58.5 24.4 76.3 12.1 54.6 15.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 58.5 24.4 76.3 12.1 54.6 15.2
LOS E C E B D B
Approach Delay 50.3 35.0 38.9
Approach LOS D C D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 113 (81%), Referenced to phase 2:WBT and 6:EBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.90
Intersection Signal Delay: 41.1 Intersection LOS: D
Intersection Capacity Utilization 85.4% ICU Level of Service E
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2024 Total PM Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 886 283 530 959 474 314
Future Volume (veh/h) 886 283 530 959 474 314
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1800 1772 1786 1800 1800 1786
Adj Flow Rate, veh/h 943 301 564 1020 504 334
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 2 1 0 0 1
Cap, veh/h 1099 483 660 1930 588 822
Arrive On Green 0.11 0.11 0.07 0.19 0.34 0.34
Sat Flow, veh/h 3510 1502 3300 3510 1714 1514
Grp Volume(v), veh/h 943 301 564 1020 504 334
Grp Sat Flow(s),veh/h/ln 1710 1502 1650 1710 1714 1514
Q Serve(g_s), s 38.0 26.9 23.7 37.7 38.3 18.1
Cycle Q Clear(g_c), s 38.0 26.9 23.7 37.7 38.3 18.1
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 1099 483 660 1930 588 822
V/C Ratio(X) 0.86 0.62 0.85 0.53 0.86 0.41
Avail Cap(c_a), veh/h 1099 483 660 1930 588 822
HCM Platoon Ratio 0.33 0.33 0.33 0.33 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.83 0.83 1.00 1.00
Uniform Delay (d), s/veh 59.4 54.5 63.4 40.2 42.8 18.8
Incr Delay (d2), s/veh 8.7 6.0 11.3 0.9 14.9 1.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 18.7 11.6 11.5 17.4 18.3 6.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 68.1 60.4 74.7 41.0 57.8 20.3
LnGrp LOS E E E D E C
Approach Vol, veh/h 1244 1584 838
Approach Delay, s/veh 66.3 53.0 42.8
Approach LOS E D D
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 86.0 34.0 52.0 54.0
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 79.0 28.0 45.0 48.0
Max Q Clear Time (g_c+I1), s 39.7 25.7 40.0 40.3
Green Ext Time (p_c), s 7.4 0.5 2.9 1.9
Intersection Summary
HCM 6th Ctrl Delay 55.2
HCM 6th LOS E
105: Long Lake Way & Chinden Blvd
Year 2024 Total PM Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 31 1105 65 177 1412 53 61 8 114 61 7
Future Volume (vph) 31 1105 65 177 1412 53 61 8 114 61 7
Turn Type pm+pt NA Perm pm+pt NA Perm Perm NA Perm Perm NA
Protected Phases 1 6 5 2 8 4
Permitted Phases 6 6 2 2 8 8 4
Detector Phase 1 6 6 5 2 2 8 8 8 4 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 10.0 10.0 10.0 10.0 10.0
Minimum Split (s) 10.0 32.0 32.0 10.0 32.0 32.0 25.0 25.0 25.0 25.0 25.0
Total Split (s) 12.0 87.0 87.0 25.0 100.0 100.0 28.0 28.0 28.0 28.0 28.0
Total Split (%) 8.6% 62.1% 62.1% 17.9% 71.4% 71.4% 20.0% 20.0% 20.0% 20.0% 20.0%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min C-Min None None None None None
Act Effct Green (s) 110.7 104.6 104.6 116.5 110.7 110.7 12.2 12.2 12.2 12.2 12.2
Actuated g/C Ratio 0.79 0.75 0.75 0.83 0.79 0.79 0.09 0.09 0.09 0.09 0.09
v/c Ratio 0.12 0.45 0.06 0.47 0.54 0.05 0.54 0.05 0.49 0.55 0.17
Control Delay 3.2 9.8 0.9 8.1 15.4 4.6 78.1 57.4 16.9 79.0 30.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 3.2 9.8 0.9 8.1 15.4 4.6 78.1 57.4 16.9 79.0 30.0
LOS A A A A B A E E B E C
Approach Delay 9.1 14.3 39.0 64.3
Approach LOS A B D E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBTL and 6:EBTL, Start of Green
Natural Cycle: 75
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.55
Intersection Signal Delay: 15.1 Intersection LOS: B
Intersection Capacity Utilization 68.9% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 105: Long Lake Way & Chinden Blvd
105: Long Lake Way & Chinden Blvd
Year 2024 Total PM Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 31 1105 65 177 1412 53 61 8 114 61 7 19
Future Volume (veh/h) 31 1105 65 177 1412 53 61 8 114 61 7 19
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1800 1800 1800 1800 1800 1800 1786 1758 1800 1800
Adj Flow Rate, veh/h 32 1139 67 182 1456 55 63 8 118 63 7 20
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 0 1 0 0 0 0 0 0 1 3 0 0
Cap, veh/h 359 2548 1146 376 2626 1171 159 167 140 163 38 109
Arrive On Green 0.02 0.50 0.50 0.08 1.00 1.00 0.09 0.09 0.09 0.09 0.09 0.09
Sat Flow, veh/h 1714 3393 1525 1714 3420 1525 1405 1800 1514 1255 412 1176
Grp Volume(v), veh/h 32 1139 67 182 1456 55 63 8 118 63 0 27
Grp Sat Flow(s),veh/h/ln 1714 1697 1525 1714 1710 1525 1405 1800 1514 1255 0 1588
Q Serve(g_s), s 0.6 30.1 3.1 3.7 0.0 0.0 6.1 0.6 10.7 6.7 0.0 2.2
Cycle Q Clear(g_c), s 0.6 30.1 3.1 3.7 0.0 0.0 8.3 0.6 10.7 7.3 0.0 2.2
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.74
Lane Grp Cap(c), veh/h 359 2548 1146 376 2626 1171 159 167 140 163 0 147
V/C Ratio(X) 0.09 0.45 0.06 0.48 0.55 0.05 0.39 0.05 0.84 0.39 0.00 0.18
Avail Cap(c_a), veh/h 401 2548 1146 549 2626 1171 260 296 249 252 0 261
HCM Platoon Ratio 0.67 0.67 0.67 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.57 0.57 0.57 0.50 0.50 0.50 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 3.6 16.1 9.4 8.1 0.0 0.0 62.4 57.9 62.5 61.2 0.0 58.6
Incr Delay (d2), s/veh 0.0 0.3 0.1 0.2 0.4 0.0 0.6 0.0 5.1 0.6 0.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 12.3 0.8 1.2 0.2 0.0 2.2 0.3 4.4 2.2 0.0 0.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 3.6 16.5 9.5 8.3 0.4 0.0 63.0 57.9 67.6 61.8 0.0 58.9
LnGrp LOS A B A A A A E E E E A E
Approach Vol, veh/h 1238 1693 189 90
Approach Delay, s/veh 15.8 1.3 65.7 60.9
Approach LOS B A E E
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 8.6 113.5 18.0 10.9 111.1 18.0
Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0
Max Green Setting (Gmax), s 7.0 94.0 23.0 20.0 81.0 23.0
Max Q Clear Time (g_c+I1), s 2.6 2.0 9.3 5.7 32.1 12.7
Green Ext Time (p_c), s 0.0 25.1 0.1 0.2 14.6 0.2
Intersection Summary
HCM 6th Ctrl Delay 12.3
HCM 6th LOS B
106: Linder Rd & Chinden Blvd
Year 2024 Total PM Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 9
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 380 740 194 311 987 305 314 567 164 373 598 406
Future Volume (vph) 380 740 194 311 987 305 314 567 164 373 598 406
Turn Type Prot NA Perm Prot NA pm+ov Prot NA Perm Prot NA pm+ov
Protected Phases 1 6 5 2 7 3 8 7 4 1
Permitted Phases 6 2 8 4
Detector Phase 1 6 6 5 2 7 3 8 8 7 4 1
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 17.0 17.0 11.0 17.0 11.0 11.0 12.0 12.0 11.0 12.0 11.0
Total Split (s) 26.0 56.0 56.0 22.0 52.0 25.0 26.0 37.0 37.0 25.0 36.0 26.0
Total Split (%) 18.6% 40.0% 40.0% 15.7% 37.1% 17.9% 18.6% 26.4% 26.4% 17.9% 25.7% 18.6%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 4.0 4.0 5.0 5.0 4.0 5.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 6.0 6.0 7.0 7.0 6.0 7.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lead Lag Lag Lead Lag Lead
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None C-Min C-Min None C-Min None None None None None None None
Act Effct Green (s) 19.4 52.2 52.2 15.8 48.5 74.0 17.4 27.6 27.6 18.5 28.7 55.1
Actuated g/C Ratio 0.14 0.37 0.37 0.11 0.35 0.53 0.12 0.20 0.20 0.13 0.20 0.39
v/c Ratio 0.85 0.61 0.29 0.87 0.86 0.38 0.79 0.88 0.42 0.89 0.88 0.66
Control Delay 65.8 54.0 19.1 84.1 51.8 16.3 73.3 69.5 15.9 82.5 68.8 33.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 65.8 54.0 19.1 84.1 51.8 16.3 73.3 69.5 15.9 82.5 68.8 33.2
LOS E D B F D B E E B F E C
Approach Delay 52.2 51.4 62.3 62.0
Approach LOS D D E E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:WBT and 6:EBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.89
Intersection Signal Delay: 56.5 Intersection LOS: E
Intersection Capacity Utilization 89.7% ICU Level of Service E
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2024 Total PM Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 10
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 380 740 194 311 987 305 314 567 164 373 598 406
Future Volume (veh/h) 380 740 194 311 987 305 314 567 164 373 598 406
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1800 1786 1800 1786 1800 1786 1758 1786 1800 1772
Adj Flow Rate, veh/h 392 763 200 321 1018 314 324 585 169 385 616 419
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 0 2 0 1 0 1 0 1 3 1 0 2
Cap, veh/h 434 1287 583 364 1239 745 373 650 286 429 716 510
Arrive On Green 0.26 0.76 0.76 0.11 0.36 0.36 0.11 0.19 0.19 0.13 0.21 0.21
Sat Flow, veh/h 3326 3367 1525 3300 3420 1514 3326 3393 1490 3300 3420 1502
Grp Volume(v), veh/h 392 763 200 321 1018 314 324 585 169 385 616 419
Grp Sat Flow(s),veh/h/ln 1663 1683 1525 1650 1710 1514 1663 1697 1490 1650 1710 1502
Q Serve(g_s), s 16.0 13.7 5.9 13.4 37.8 18.6 13.4 23.6 14.5 16.1 24.3 29.3
Cycle Q Clear(g_c), s 16.0 13.7 5.9 13.4 37.8 18.6 13.4 23.6 14.5 16.1 24.3 29.3
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 434 1287 583 364 1239 745 373 650 286 429 716 510
V/C Ratio(X) 0.90 0.59 0.34 0.88 0.82 0.42 0.87 0.90 0.59 0.90 0.86 0.82
Avail Cap(c_a), veh/h 475 1287 583 377 1239 745 475 727 319 448 716 510
HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.89 0.89 0.89 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 50.9 11.8 10.9 61.4 40.5 22.8 61.1 55.3 51.6 60.0 53.4 42.3
Incr Delay (d2), s/veh 17.8 1.8 1.4 19.4 6.2 1.7 11.2 12.4 1.2 19.3 9.9 9.7
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.6 3.5 1.9 6.4 16.1 6.9 6.2 11.1 5.5 7.9 11.4 14.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 68.7 13.6 12.3 80.8 46.7 24.5 72.3 67.7 52.8 79.3 63.3 52.0
LnGrp LOS E B B F D C E E D E E D
Approach Vol, veh/h 1355 1653 1078 1420
Approach Delay, s/veh 29.3 49.1 66.8 64.3
Approach LOS C D E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 24.3 57.7 21.7 36.3 21.5 60.5 24.2 33.8
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 20.0 45.0 20.0 29.0 16.0 49.0 19.0 30.0
Max Q Clear Time (g_c+I1), s 18.0 39.8 15.4 31.3 15.4 15.7 18.1 25.6
Green Ext Time (p_c), s 0.3 2.3 0.3 0.0 0.0 3.3 0.1 1.3
Intersection Summary
HCM 6th Ctrl Delay 51.6
HCM 6th LOS D
102: Black Cat Rd & Chinden Blvd
Year 2024 Total SAT Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 21 1134 91 947 48 13 43 12
Future Volume (vph) 21 1134 91 947 48 13 43 12
Turn Type pm+pt NA pm+pt NA Perm NA Perm NA
Protected Phases 7 4 3 8 2 6
Permitted Phases 4 8 2 6
Detector Phase 7 4 3 8 2 2 6 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 9.5 9.5 9.5 9.5 9.5 9.5 9.5 9.5
Total Split (s) 9.6 111.8 11.8 114.0 16.4 16.4 16.4 16.4
Total Split (%) 6.9% 79.9% 8.4% 81.4% 11.7% 11.7% 11.7% 11.7%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode None None None None Min Min Min Min
Act Effct Green (s) 96.3 90.9 101.1 97.4 10.0 10.0 10.0 10.0
Actuated g/C Ratio 0.79 0.75 0.83 0.80 0.08 0.08 0.08 0.08
v/c Ratio 0.06 0.95 0.51 0.75 0.48 0.49 0.56 0.21
Control Delay 2.1 30.3 16.8 11.3 75.1 25.5 86.1 36.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 2.1 30.3 16.8 11.3 75.1 25.5 86.1 36.6
LOS A C B B E C F D
Approach Delay 29.8 11.7 42.3 65.5
Approach LOS C B D E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 121.9
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.95
Intersection Signal Delay: 23.7 Intersection LOS: C
Intersection Capacity Utilization 92.4% ICU Level of Service F
Analysis Period (min) 15
Splits and Phases: 102: Black Cat Rd & Chinden Blvd
102: Black Cat Rd & Chinden Blvd
Year 2024 Total SAT Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 21 1134 52 91 947 50 48 13 81 43 12 18
Future Volume (veh/h) 21 1134 52 91 947 50 48 13 81 43 12 18
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1772 1772 1772 1701 1772 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 22 1194 55 96 997 53 51 14 85 45 13 19
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 0 2 2 2 2 2 2 0 0 0 0 0
Cap, veh/h 325 1255 58 184 1276 68 173 22 134 111 66 96
Arrive On Green 0.02 0.75 0.75 0.04 0.77 0.77 0.10 0.10 0.10 0.10 0.10 0.10
Sat Flow, veh/h 1714 1681 77 1688 1667 89 1377 220 1339 1317 661 966
Grp Volume(v), veh/h 22 0 1249 96 0 1050 51 0 99 45 0 32
Grp Sat Flow(s),veh/h/ln 1714 0 1758 1688 0 1756 1377 0 1559 1317 0 1626
Q Serve(g_s), s 0.4 0.0 74.1 1.5 0.0 41.6 4.2 0.0 7.3 4.1 0.0 2.2
Cycle Q Clear(g_c), s 0.4 0.0 74.1 1.5 0.0 41.6 6.4 0.0 7.3 11.3 0.0 2.2
Prop In Lane 1.00 0.04 1.00 0.05 1.00 0.86 1.00 0.59
Lane Grp Cap(c), veh/h 325 0 1313 184 0 1344 173 0 156 111 0 162
V/C Ratio(X) 0.07 0.00 0.95 0.52 0.00 0.78 0.29 0.00 0.64 0.40 0.00 0.20
Avail Cap(c_a), veh/h 361 0 1582 220 0 1613 173 0 156 111 0 162
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 10.0 0.0 13.2 31.8 0.0 8.2 52.2 0.0 51.6 57.0 0.0 49.3
Incr Delay (d2), s/veh 0.1 0.0 11.7 2.3 0.0 2.1 0.9 0.0 8.3 2.3 0.0 0.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 0.0 23.1 2.1 0.0 10.6 1.5 0.0 3.1 1.4 0.0 0.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 10.1 0.0 24.9 34.1 0.0 10.3 53.1 0.0 59.9 59.4 0.0 49.9
LnGrp LOS B A C C A B D A E E A D
Approach Vol, veh/h 1271 1146 150 77
Approach Delay, s/veh 24.7 12.3 57.6 55.4
Approach LOS C B E E
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 16.4 9.3 93.5 16.4 7.1 95.7
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 11.9 7.3 107.3 11.9 5.1 109.5
Max Q Clear Time (g_c+I1), s 9.3 3.5 76.1 13.3 2.4 43.6
Green Ext Time (p_c), s 0.1 0.1 13.0 0.0 0.0 10.0
Intersection Summary
HCM 6th Ctrl Delay 22.1
HCM 6th LOS C
103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
Year 2024 Total SAT Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Configurations
Traffic Volume (vph) 13 1210 35 43 910 131 162 5 98 4
Future Volume (vph) 13 1210 35 43 910 131 162 5 98 4
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 4
Detector Phase 1 6 6 5 2 2 3 8 7 4
Switch Phase
Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 10.0 5.0 10.0
Minimum Split (s) 11.0 22.0 22.0 11.0 22.0 22.0 11.0 16.0 11.0 16.0
Total Split (s) 11.0 82.0 82.0 11.0 82.0 82.0 11.0 16.0 11.0 16.0
Total Split (%) 9.2% 68.3% 68.3% 9.2% 68.3% 68.3% 9.2% 13.3% 9.2% 13.3%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 7.0 6.0 6.0 6.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min Min None None None None
Act Effct Green (s) 33.8 30.3 30.3 35.8 33.9 33.9 13.2 11.5 8.8 11.5
Actuated g/C Ratio 0.52 0.46 0.46 0.55 0.52 0.52 0.20 0.18 0.13 0.18
v/c Ratio 0.04 0.80 0.05 0.18 0.54 0.16 0.55 0.13 0.43 0.11
Control Delay 7.0 21.1 0.1 8.3 12.3 2.7 37.9 16.2 34.8 16.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 7.0 21.1 0.1 8.3 12.3 2.7 37.9 16.2 34.8 16.6
LOS A C A A B A D B C B
Approach Delay 20.4 11.0 33.7 30.2
Approach LOS C B C C
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 65.5
Natural Cycle: 75
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.80
Intersection Signal Delay: 18.0 Intersection LOS: B
Intersection Capacity Utilization 64.7% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
103: Lost Rapids Dr/Tree Farm Way & Chinden Blvd
Year 2024 Total SAT Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 13 1210 35 43 910 131 162 5 34 98 4 29
Future Volume (veh/h) 13 1210 35 43 910 131 162 5 34 98 4 29
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1660 1772 1800 1800 1772 1786 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 13 1247 36 44 938 135 167 5 35 101 4 30
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 10 2 0 0 2 1 0 0 0 0 0 0
Cap, veh/h 237 1423 645 202 1504 676 372 26 182 366 24 183
Arrive On Green 0.02 0.42 0.42 0.04 0.45 0.45 0.07 0.13 0.13 0.07 0.13 0.13
Sat Flow, veh/h 1581 3367 1525 1714 3367 1514 1714 194 1361 1714 183 1371
Grp Volume(v), veh/h 13 1247 36 44 938 135 167 0 40 101 0 34
Grp Sat Flow(s),veh/h/ln 1581 1683 1525 1714 1683 1514 1714 0 1555 1714 0 1553
Q Serve(g_s), s 0.3 25.2 1.0 1.1 15.9 4.0 5.0 0.0 1.7 3.7 0.0 1.4
Cycle Q Clear(g_c), s 0.3 25.2 1.0 1.1 15.9 4.0 5.0 0.0 1.7 3.7 0.0 1.4
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.88 1.00 0.88
Lane Grp Cap(c), veh/h 237 1423 645 202 1504 676 372 0 208 366 0 208
V/C Ratio(X) 0.05 0.88 0.06 0.22 0.62 0.20 0.45 0.00 0.19 0.28 0.00 0.16
Avail Cap(c_a), veh/h 318 3398 1539 248 3398 1527 372 0 209 366 0 209
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 13.2 19.7 12.7 15.8 15.8 12.5 26.6 0.0 28.6 25.2 0.0 28.5
Incr Delay (d2), s/veh 0.0 0.7 0.0 0.2 0.2 0.1 0.3 0.0 0.2 0.1 0.0 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 8.0 0.3 0.3 4.9 1.3 2.7 0.0 0.6 1.5 0.0 0.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 13.2 20.4 12.7 16.0 15.9 12.5 26.9 0.0 28.8 25.4 0.0 28.8
LnGrp LOS B C B B B B C A C C A C
Approach Vol, veh/h 1296 1117 207 135
Approach Delay, s/veh 20.1 15.5 27.3 26.2
Approach LOS C B C C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 7.2 40.2 11.0 15.9 9.0 38.4 11.0 15.9
Change Period (Y+Rc), s 6.0 7.0 6.0 6.0 6.0 7.0 6.0 6.0
Max Green Setting (Gmax), s 5.0 75.0 5.0 10.0 5.0 75.0 5.0 10.0
Max Q Clear Time (g_c+I1), s 2.3 17.9 7.0 3.4 3.1 27.2 5.7 3.7
Green Ext Time (p_c), s 0.0 2.9 0.0 0.0 0.0 4.2 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 19.1
HCM 6th LOS B
104: Ten Mile Rd & Chinden Blvd
Year 2024 Total SAT Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (vph) 1063 341 566 771 323 355
Future Volume (vph) 1063 341 566 771 323 355
Turn Type NA Perm Prot NA Prot pm+ov
Protected Phases 6 5 2 8 5
Permitted Phases 6 8
Detector Phase 6 6 5 2 8 5
Switch Phase
Minimum Initial (s) 10.0 10.0 5.0 10.0 5.0 5.0
Minimum Split (s) 17.0 17.0 11.0 17.0 11.0 11.0
Total Split (s) 63.0 63.0 36.0 99.0 41.0 36.0
Total Split (%) 45.0% 45.0% 25.7% 70.7% 29.3% 25.7%
Yellow Time (s) 5.0 5.0 4.0 5.0 4.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 7.0 7.0 6.0 7.0 6.0 6.0
Lead/Lag Lag Lag Lead Lead
Lead-Lag Optimize? Yes Yes Yes Yes
Recall Mode Min Min None Min None None
Act Effct Green (s) 47.6 47.6 26.4 80.2 28.6 61.3
Actuated g/C Ratio 0.39 0.39 0.22 0.66 0.23 0.50
v/c Ratio 0.84 0.50 0.81 0.36 0.83 0.47
Control Delay 41.6 15.0 57.4 10.2 64.7 21.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 41.6 15.0 57.4 10.2 64.7 21.4
LOS D B E B E C
Approach Delay 35.1 30.2 42.0
Approach LOS D C D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 122.3
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.84
Intersection Signal Delay: 34.6 Intersection LOS: C
Intersection Capacity Utilization 82.8% ICU Level of Service E
Analysis Period (min) 15
Splits and Phases: 104: Ten Mile Rd & Chinden Blvd
104: Ten Mile Rd & Chinden Blvd
Year 2024 Total SAT Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 1063 341 566 771 323 355
Future Volume (veh/h) 1063 341 566 771 323 355
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1772 1758 1800 1786 1800 1800
Adj Flow Rate, veh/h 1096 352 584 795 333 366
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 2 3 0 1 0 0
Cap, veh/h 1325 586 675 2216 385 652
Arrive On Green 0.39 0.39 0.20 0.65 0.22 0.22
Sat Flow, veh/h 3455 1490 3326 3483 1714 1525
Grp Volume(v), veh/h 1096 352 584 795 333 366
Grp Sat Flow(s),veh/h/ln 1683 1490 1663 1697 1714 1525
Q Serve(g_s), s 31.1 19.9 18.0 11.3 19.9 19.2
Cycle Q Clear(g_c), s 31.1 19.9 18.0 11.3 19.9 19.2
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 1325 586 675 2216 385 652
V/C Ratio(X) 0.83 0.60 0.86 0.36 0.86 0.56
Avail Cap(c_a), veh/h 1775 785 939 2939 565 812
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 29.0 25.6 40.9 8.4 39.6 22.9
Incr Delay (d2), s/veh 2.5 1.0 6.3 0.1 9.3 0.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 11.7 6.6 7.5 3.3 9.1 6.7
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 31.5 26.6 47.2 8.5 48.9 23.6
LnGrp LOS C C D A D C
Approach Vol, veh/h 1448 1379 699
Approach Delay, s/veh 30.3 24.9 35.7
Approach LOS C C D
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 76.4 27.6 48.8 29.9
Change Period (Y+Rc), s 7.0 6.0 7.0 6.0
Max Green Setting (Gmax), s 92.0 30.0 56.0 35.0
Max Q Clear Time (g_c+I1), s 13.3 20.0 33.1 21.9
Green Ext Time (p_c), s 5.4 1.5 8.7 2.0
Intersection Summary
HCM 6th Ctrl Delay 29.2
HCM 6th LOS C
105: Long Lake Way & Chinden Blvd
Year 2024 Total SAT Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT
Lane Configurations
Traffic Volume (vph) 41 1353 28 152 1271 56 23 18 67 113 8
Future Volume (vph) 41 1353 28 152 1271 56 23 18 67 113 8
Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 6 2 2 8 8 4
Detector Phase 1 6 6 5 2 2 3 8 8 7 4
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0 10.0 5.0 10.0
Minimum Split (s) 10.0 32.0 32.0 10.0 32.0 32.0 10.0 33.0 33.0 10.0 33.0
Total Split (s) 10.0 87.0 87.0 10.0 87.0 87.0 10.0 33.0 33.0 10.0 33.0
Total Split (%) 7.1% 62.1% 62.1% 7.1% 62.1% 62.1% 7.1% 23.6% 23.6% 7.1% 23.6%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 5.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 5.0 6.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min Min None None None None None
Act Effct Green (s) 54.9 48.7 48.7 57.4 53.6 53.6 12.7 10.4 10.4 16.1 14.4
Actuated g/C Ratio 0.62 0.55 0.55 0.65 0.61 0.61 0.14 0.12 0.12 0.18 0.16
v/c Ratio 0.18 0.77 0.03 0.80 0.65 0.06 0.11 0.09 0.26 0.53 0.19
Control Delay 6.6 18.5 0.1 43.4 14.1 0.7 34.1 42.4 6.6 45.2 17.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 6.6 18.5 0.1 43.4 14.1 0.7 34.1 42.4 6.6 45.2 17.2
LOS A B A D B A C D A D B
Approach Delay 17.8 16.6 18.4 36.1
Approach LOS B B B D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 88.3
Natural Cycle: 95
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.80
Intersection Signal Delay: 18.2 Intersection LOS: B
Intersection Capacity Utilization 75.0% ICU Level of Service D
Analysis Period (min) 15
Splits and Phases: 105: Long Lake Way & Chinden Blvd
105: Long Lake Way & Chinden Blvd
Year 2024 Total SAT Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 41 1353 28 152 1271 56 23 18 67 113 8 47
Future Volume (veh/h) 41 1353 28 152 1271 56 23 18 67 113 8 47
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1800 1800 1786 1800 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 43 1424 29 160 1338 59 24 19 71 119 8 49
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 0 2 0 0 1 0 0 0 0 0 0 0
Cap, veh/h 259 1888 856 258 1963 883 260 191 162 298 30 181
Arrive On Green 0.04 0.56 0.56 0.05 0.58 0.58 0.02 0.11 0.11 0.05 0.13 0.13
Sat Flow, veh/h 1714 3367 1525 1714 3393 1525 1714 1800 1525 1714 219 1340
Grp Volume(v), veh/h 43 1424 29 160 1338 59 24 19 71 119 0 57
Grp Sat Flow(s),veh/h/ln 1714 1683 1525 1714 1697 1525 1714 1800 1525 1714 0 1559
Q Serve(g_s), s 1.0 30.0 0.8 3.7 25.5 1.6 1.1 0.9 4.1 5.0 0.0 3.1
Cycle Q Clear(g_c), s 1.0 30.0 0.8 3.7 25.5 1.6 1.1 0.9 4.1 5.0 0.0 3.1
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.86
Lane Grp Cap(c), veh/h 259 1888 856 258 1963 883 260 191 162 298 0 210
V/C Ratio(X) 0.17 0.75 0.03 0.62 0.68 0.07 0.09 0.10 0.44 0.40 0.00 0.27
Avail Cap(c_a), veh/h 289 2929 1327 258 2952 1327 309 541 459 298 0 469
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 11.2 15.6 9.1 16.1 13.6 8.6 35.7 37.6 39.0 35.5 0.0 36.2
Incr Delay (d2), s/veh 0.1 0.9 0.0 3.3 0.6 0.0 0.1 0.1 0.7 0.3 0.0 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 9.3 0.3 1.4 7.8 0.5 0.5 0.4 1.6 2.5 0.0 1.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 11.3 16.4 9.2 19.4 14.3 8.6 35.7 37.7 39.7 35.8 0.0 36.4
LnGrp LOS B B A B B A D D D D A D
Approach Vol, veh/h 1496 1557 114 176
Approach Delay, s/veh 16.2 14.6 38.5 36.0
Approach LOS B B D D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.4 59.9 7.3 17.6 10.0 58.2 10.0 14.9
Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 5.0 6.0 5.0 5.0
Max Green Setting (Gmax), s 5.0 81.0 5.0 28.0 5.0 81.0 5.0 28.0
Max Q Clear Time (g_c+I1), s 3.0 27.5 3.1 5.1 5.7 32.0 7.0 6.1
Green Ext Time (p_c), s 0.0 19.1 0.0 0.2 0.0 20.3 0.0 0.2
Intersection Summary
HCM 6th Ctrl Delay 17.2
HCM 6th LOS B
106: Linder Rd & Chinden Blvd
Year 2024 Total SAT Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 9
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 498 810 182 305 890 308 320 583 191 331 503 339
Future Volume (vph) 498 810 182 305 890 308 320 583 191 331 503 339
Turn Type Prot NA Perm Prot NA pm+ov Prot NA Perm Prot NA pm+ov
Protected Phases 1 6 5 2 7 3 8 7 4 1
Permitted Phases 6 2 8 4
Detector Phase 1 6 6 5 2 7 3 8 8 7 4 1
Switch Phase
Minimum Initial (s) 5.0 10.0 10.0 5.0 10.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 11.0 17.0 17.0 11.0 17.0 11.0 11.0 12.0 12.0 11.0 12.0 11.0
Total Split (s) 31.0 58.0 58.0 26.0 53.0 21.0 21.0 35.0 35.0 21.0 35.0 31.0
Total Split (%) 22.1% 41.4% 41.4% 18.6% 37.9% 15.0% 15.0% 25.0% 25.0% 15.0% 25.0% 22.1%
Yellow Time (s) 4.0 5.0 5.0 4.0 5.0 4.0 4.0 5.0 5.0 4.0 5.0 4.0
All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 6.0 7.0 7.0 6.0 7.0 6.0 6.0 7.0 7.0 6.0 7.0 6.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lead Lag Lag Lead Lag Lead
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Min Min None Min None None None None None None None
Act Effct Green (s) 23.7 47.1 47.1 16.5 39.8 62.0 15.1 26.2 26.2 15.1 26.2 57.0
Actuated g/C Ratio 0.18 0.36 0.36 0.13 0.30 0.47 0.12 0.20 0.20 0.12 0.20 0.43
v/c Ratio 0.86 0.70 0.30 0.76 0.90 0.42 0.91 0.90 0.47 0.90 0.77 0.50
Control Delay 68.6 40.1 8.3 68.8 56.7 19.0 86.7 68.9 18.1 85.4 59.2 23.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 68.6 40.1 8.3 68.8 56.7 19.0 86.7 68.9 18.1 85.4 59.2 23.8
LOS E D A E E B F E B F E C
Approach Delay 45.7 51.4 65.2 56.4
Approach LOS D D E E
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 131.2
Natural Cycle: 90
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.91
Intersection Signal Delay: 53.8 Intersection LOS: D
Intersection Capacity Utilization 89.6% ICU Level of Service E
Analysis Period (min) 15
Splits and Phases: 106: Linder Rd & Chinden Blvd
106: Linder Rd & Chinden Blvd
Year 2024 Total SAT Peak Hour_MIT 08/28/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 10
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 498 810 182 305 890 308 320 583 191 331 503 339
Future Volume (veh/h) 498 810 182 305 890 308 320 583 191 331 503 339
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1772 1800 1786 1786 1744 1786 1800 1800 1786 1800
Adj Flow Rate, veh/h 519 844 190 318 927 321 333 607 199 345 524 353
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 2 2 0 1 1 4 1 0 0 1 0
Cap, veh/h 576 1226 547 372 1027 633 373 704 316 385 704 581
Arrive On Green 0.17 0.36 0.36 0.11 0.30 0.30 0.12 0.21 0.21 0.12 0.21 0.21
Sat Flow, veh/h 3326 3367 1502 3326 3393 1514 3222 3393 1525 3326 3393 1525
Grp Volume(v), veh/h 519 844 190 318 927 321 333 607 199 345 524 353
Grp Sat Flow(s),veh/h/ln 1663 1683 1502 1663 1697 1514 1611 1697 1525 1663 1697 1525
Q Serve(g_s), s 19.8 27.5 11.9 12.2 33.9 20.3 13.2 22.3 15.4 13.2 18.7 24.1
Cycle Q Clear(g_c), s 19.8 27.5 11.9 12.2 33.9 20.3 13.2 22.3 15.4 13.2 18.7 24.1
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 576 1226 547 372 1027 633 373 704 316 385 704 581
V/C Ratio(X) 0.90 0.69 0.35 0.86 0.90 0.51 0.89 0.86 0.63 0.89 0.74 0.61
Avail Cap(c_a), veh/h 642 1327 592 514 1206 713 373 734 330 385 734 594
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 52.4 34.9 30.0 56.5 43.3 27.8 56.4 49.5 46.7 56.4 48.1 32.3
Incr Delay (d2), s/veh 14.9 1.1 0.1 7.7 7.9 0.2 21.9 9.5 2.6 21.9 3.4 1.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 9.1 10.8 4.3 5.3 14.6 7.2 6.4 10.2 6.0 6.7 8.3 8.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 67.3 36.0 30.1 64.1 51.2 28.0 78.3 59.0 49.3 78.4 51.5 33.5
LnGrp LOS E D C E D C E E D E D C
Approach Vol, veh/h 1553 1566 1139 1222
Approach Delay, s/veh 45.7 49.1 62.9 53.9
Approach LOS D D E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 28.4 46.1 21.0 33.8 20.5 54.1 21.0 33.8
Change Period (Y+Rc), s 6.0 7.0 6.0 7.0 6.0 7.0 6.0 7.0
Max Green Setting (Gmax), s 25.0 46.0 15.0 28.0 20.0 51.0 15.0 28.0
Max Q Clear Time (g_c+I1), s 21.8 35.9 15.2 26.1 14.2 29.5 15.2 24.3
Green Ext Time (p_c), s 0.6 3.2 0.0 0.7 0.3 3.5 0.0 1.2
Intersection Summary
HCM 6th Ctrl Delay 52.1
HCM 6th LOS D
102: Black Cat Rd & Chinden Blvd
Year 2024 Total AM Peak Hour_MIT_CIP 08/28/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 18 944 123 48 643 25 34 4 98 56 10 24
Future Volume (vph) 18 944 123 48 643 25 34 4 98 56 10 24
Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 4 8 8 2 6
Detector Phase 7 4 4 3 8 8 5 2 2 1 6 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 9.5 9.5 9.5 9.5 9.5 9.5 9.5 9.5 9.5 9.5 9.5 9.5
Total Split (s) 12.0 83.0 83.0 15.0 86.0 86.0 12.0 28.0 28.0 14.0 30.0 30.0
Total Split (%) 8.6% 59.3% 59.3% 10.7% 61.4% 61.4% 8.6% 20.0% 20.0% 10.0% 21.4% 21.4%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Max Max None Max Max None C-Min C-Min None C-Min C-Min
Act Effct Green (s) 105.5 100.7 100.7 107.5 103.3 103.3 6.7 11.1 11.1 7.8 12.1 12.1
Actuated g/C Ratio 0.75 0.72 0.72 0.77 0.74 0.74 0.05 0.08 0.08 0.06 0.09 0.09
v/c Ratio 0.03 0.42 0.12 0.13 0.28 0.03 0.23 0.03 0.48 0.32 0.07 0.13
Control Delay 4.0 9.2 3.2 8.0 14.7 4.4 67.2 61.0 18.5 67.8 60.6 1.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 4.0 9.2 3.2 8.0 14.7 4.4 67.2 61.0 18.5 67.8 60.6 1.2
LOS A A A A B A E E B E E A
Approach Delay 8.4 13.8 31.9 49.1
Approach LOS A B C D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.48
Intersection Signal Delay: 13.7 Intersection LOS: B
Intersection Capacity Utilization 51.3% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 102: Black Cat Rd & Chinden Blvd
102: Black Cat Rd & Chinden Blvd
Year 2024 Total AM Peak Hour_MIT_CIP 08/28/2017
Chinden & Ten Mile Mixed Use Development - Meridian, ID Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 18 944 123 48 643 25 34 4 98 56 10 24
Future Volume (veh/h) 18 944 123 48 643 25 34 4 98 56 10 24
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1758 1800 1758 1758 1728 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 19 1004 131 51 684 27 36 4 104 60 11 26
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 0 3 0 3 3 0 0 0 0 0 0 0
Cap, veh/h 511 1904 869 292 1944 852 89 429 364 107 439 372
Arrive On Green 0.02 0.57 0.57 0.06 1.00 1.00 0.03 0.24 0.24 0.03 0.24 0.24
Sat Flow, veh/h 1714 3340 1525 1674 3340 1464 3326 1800 1525 3326 1800 1525
Grp Volume(v), veh/h 19 1004 131 51 684 27 36 4 104 60 11 26
Grp Sat Flow(s),veh/h/ln 1714 1670 1525 1674 1670 1464 1663 1800 1525 1663 1800 1525
Q Serve(g_s), s 0.6 25.9 5.7 1.8 0.0 0.0 1.5 0.2 7.8 2.5 0.7 1.8
Cycle Q Clear(g_c), s 0.6 25.9 5.7 1.8 0.0 0.0 1.5 0.2 7.8 2.5 0.7 1.8
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 511 1904 869 292 1944 852 89 429 364 107 439 372
V/C Ratio(X) 0.04 0.53 0.15 0.17 0.35 0.03 0.40 0.01 0.29 0.56 0.03 0.07
Avail Cap(c_a), veh/h 571 1904 869 366 1944 852 178 429 364 226 439 372
HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 0.96 0.96 0.96 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 12.0 18.5 14.2 13.7 0.0 0.0 67.0 40.7 43.6 66.8 40.3 40.7
Incr Delay (d2), s/veh 0.0 1.0 0.4 0.3 0.5 0.1 2.9 0.0 2.0 4.5 0.1 0.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 9.4 1.9 0.6 0.1 0.0 0.7 0.1 3.1 1.1 0.3 0.7
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 12.0 19.6 14.5 14.0 0.5 0.1 69.9 40.7 45.5 71.3 40.4 41.1
LnGrp LOS B B B B A A E D D E D D
Approach Vol, veh/h 1154 762 144 97
Approach Delay, s/veh 18.9 1.4 51.5 59.7
Approach LOS B A D E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 9.0 37.9 8.8 84.3 8.3 38.6 7.1 86.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 9.5 23.5 10.5 78.5 7.5 25.5 7.5 81.5
Max Q Clear Time (g_c+I1), s 4.5 9.8 3.8 27.9 3.5 3.8 2.6 2.0
Green Ext Time (p_c), s 0.0 0.2 0.0 8.1 0.0 0.1 0.0 4.6
Intersection Summary
HCM 6th Ctrl Delay 16.7
HCM 6th LOS B
102: Black Cat Rd & Chinden Blvd
Year 2024 Total PM Peak Hour_MIT_CIP 08/28/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 23 951 49 103 1247 62 51 11 69 44 6 23
Future Volume (vph) 23 951 49 103 1247 62 51 11 69 44 6 23
Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 4 8 8 2 6
Detector Phase 7 4 4 3 8 8 5 2 2 1 6 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 9.5 11.0 11.0 9.5 11.0 11.0 9.5 10.0 10.0 9.5 10.0 10.0
Total Split (s) 12.0 89.0 89.0 18.0 95.0 95.0 13.0 20.0 20.0 13.0 20.0 20.0
Total Split (%) 8.6% 63.6% 63.6% 12.9% 67.9% 67.9% 9.3% 14.3% 14.3% 9.3% 14.3% 14.3%
Yellow Time (s) 3.5 5.0 5.0 3.5 5.0 5.0 3.5 4.0 4.0 3.5 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 6.0 6.0 4.5 6.0 6.0 4.5 5.0 5.0 4.5 5.0 5.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None Max Max None Max Max None C-Min C-Min None C-Min C-Min
Act Effct Green (s) 92.7 85.1 85.1 98.0 91.2 91.2 7.6 21.4 21.4 7.3 21.2 21.2
Actuated g/C Ratio 0.66 0.61 0.61 0.70 0.65 0.65 0.05 0.15 0.15 0.05 0.15 0.15
v/c Ratio 0.09 0.47 0.05 0.29 0.58 0.07 0.30 0.04 0.20 0.26 0.02 0.07
Control Delay 6.3 15.9 0.1 5.3 14.5 1.7 67.4 55.7 1.3 67.0 56.0 0.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 6.3 15.9 0.1 5.3 14.5 1.7 67.4 55.7 1.3 67.0 56.0 0.4
LOS A B A A B A E E A E E A
Approach Delay 14.9 13.3 31.7 45.4
Approach LOS B B C D
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 140
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.58
Intersection Signal Delay: 15.7 Intersection LOS: B
Intersection Capacity Utilization 61.7% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 102: Black Cat Rd & Chinden Blvd
102: Black Cat Rd & Chinden Blvd
Year 2024 Total PM Peak Hour_MIT_CIP 08/28/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 23 951 49 103 1247 62 51 11 69 44 6 23
Future Volume (veh/h) 23 951 49 103 1247 62 51 11 69 44 6 23
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1800 1800 1786 1728 1772 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 23 970 50 105 1272 63 52 11 70 45 6 23
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, % 0 1 0 0 1 0 2 0 0 0 0 0
Cap, veh/h 345 2101 945 378 2157 931 101 307 261 98 305 258
Arrive On Green 0.02 0.62 0.62 0.08 1.00 1.00 0.03 0.17 0.17 0.03 0.17 0.17
Sat Flow, veh/h 1714 3393 1525 1714 3393 1464 3274 1800 1525 3326 1800 1525
Grp Volume(v), veh/h 23 970 50 105 1272 63 52 11 70 45 6 23
Grp Sat Flow(s),veh/h/ln 1714 1697 1525 1714 1697 1464 1637 1800 1525 1663 1800 1525
Q Serve(g_s), s 0.7 21.3 1.8 3.2 0.0 0.0 2.2 0.7 5.6 1.9 0.4 1.8
Cycle Q Clear(g_c), s 0.7 21.3 1.8 3.2 0.0 0.0 2.2 0.7 5.6 1.9 0.4 1.8
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 345 2101 945 378 2157 931 101 307 261 98 305 258
V/C Ratio(X) 0.07 0.46 0.05 0.28 0.59 0.07 0.51 0.04 0.27 0.46 0.02 0.09
Avail Cap(c_a), veh/h 401 2101 945 479 2157 931 199 307 261 202 305 258
HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 0.77 0.77 0.77 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 9.2 14.2 10.5 10.4 0.0 0.0 66.8 48.4 50.4 66.8 48.5 49.0
Incr Delay (d2), s/veh 0.1 0.7 0.1 0.3 0.9 0.1 4.0 0.2 2.5 3.3 0.1 0.7
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 7.6 0.6 1.0 0.3 0.0 1.0 0.3 2.3 0.8 0.2 0.7
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 9.3 14.9 10.6 10.7 0.9 0.1 70.7 48.6 53.0 70.1 48.6 49.7
LnGrp LOS A B B B A A E D D E D D
Approach Vol, veh/h 1043 1440 133 74
Approach Delay, s/veh 14.6 1.6 59.6 62.0
Approach LOS B A E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.6 28.9 9.8 92.7 8.8 28.7 7.5 95.0
Change Period (Y+Rc), s 4.5 5.0 4.5 6.0 4.5 5.0 4.5 6.0
Max Green Setting (Gmax), s 8.5 15.0 13.5 83.0 8.5 15.0 7.5 89.0
Max Q Clear Time (g_c+I1), s 3.9 7.6 5.2 23.3 4.2 3.8 2.7 2.0
Green Ext Time (p_c), s 0.0 0.1 0.1 4.2 0.0 0.0 0.0 6.2
Intersection Summary
HCM 6th Ctrl Delay 11.2
HCM 6th LOS B
102: Black Cat Rd & Chinden Blvd
Year 2024 Total SAT Peak Hour_MIT_CIP 08/28/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 21 1134 52 91 947 50 48 13 81 43 12 18
Future Volume (vph) 21 1134 52 91 947 50 48 13 81 43 12 18
Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 4 8 8 2 6
Detector Phase 7 4 4 3 8 8 5 2 2 1 6 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Minimum Split (s) 9.5 9.5 9.5 9.5 9.5 9.5 9.5 9.5 9.5 9.5 9.5 9.5
Total Split (s) 11.0 87.0 87.0 18.0 94.0 94.0 13.0 23.0 23.0 12.0 22.0 22.0
Total Split (%) 7.9% 62.1% 62.1% 12.9% 67.1% 67.1% 9.3% 16.4% 16.4% 8.6% 15.7% 15.7%
Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes
Recall Mode None None None None None None None Min Min None Min Min
Act Effct Green (s) 37.3 32.9 32.9 40.6 38.1 38.1 7.3 7.0 7.0 7.1 6.8 6.8
Actuated g/C Ratio 0.58 0.51 0.51 0.63 0.59 0.59 0.11 0.11 0.11 0.11 0.11 0.11
v/c Ratio 0.06 0.70 0.07 0.31 0.50 0.06 0.14 0.07 0.32 0.12 0.07 0.07
Control Delay 5.5 16.1 0.2 7.5 10.3 1.2 33.7 35.2 7.3 34.1 35.6 0.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 5.5 16.1 0.2 7.5 10.3 1.2 33.7 35.2 7.3 34.1 35.6 0.5
LOS A B A A B A C D A C D A
Approach Delay 15.2 9.7 18.9 26.1
Approach LOS B A B C
Intersection Summary
Cycle Length: 140
Actuated Cycle Length: 64.3
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.70
Intersection Signal Delay: 13.3 Intersection LOS: B
Intersection Capacity Utilization 57.8% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 102: Black Cat Rd & Chinden Blvd
102: Black Cat Rd & Chinden Blvd
Year 2024 Total SAT Peak Hour_MIT_CIP 08/28/2017
Chinden & Ten Mile Mixed Use Development Traffic Impact Study Synchro 10 Report
Kittelson & Associates, Inc.Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 21 1134 52 91 947 50 48 13 81 43 12 18
Future Volume (veh/h) 21 1134 52 91 947 50 48 13 81 43 12 18
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1772 1800 1772 1772 1728 1772 1800 1758 1800 1800 1800
Adj Flow Rate, veh/h 22 1194 55 96 997 53 51 14 85 45 13 19
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 0 2 0 2 2 0 2 0 3 0 0 0
Cap, veh/h 349 1645 745 329 1785 777 158 166 138 147 159 135
Arrive On Green 0.03 0.49 0.49 0.07 0.53 0.53 0.05 0.09 0.09 0.04 0.09 0.09
Sat Flow, veh/h 1714 3367 1525 1688 3367 1464 3274 1800 1490 3326 1800 1525
Grp Volume(v), veh/h 22 1194 55 96 997 53 51 14 85 45 13 19
Grp Sat Flow(s),veh/h/ln 1714 1683 1525 1688 1683 1464 1637 1800 1490 1663 1800 1525
Q Serve(g_s), s 0.4 16.5 1.1 1.6 11.6 1.0 0.9 0.4 3.2 0.8 0.4 0.7
Cycle Q Clear(g_c), s 0.4 16.5 1.1 1.6 11.6 1.0 0.9 0.4 3.2 0.8 0.4 0.7
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 349 1645 745 329 1785 777 158 166 138 147 159 135
V/C Ratio(X) 0.06 0.73 0.07 0.29 0.56 0.07 0.32 0.08 0.62 0.31 0.08 0.14
Avail Cap(c_a), veh/h 495 4742 2148 604 5144 2238 475 568 470 426 538 456
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 7.7 11.9 7.9 9.1 9.2 6.7 27.0 24.3 25.6 27.1 24.5 24.6
Incr Delay (d2), s/veh 0.1 0.6 0.0 0.5 0.3 0.0 1.2 0.2 4.4 1.2 0.2 0.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.1 4.1 0.3 0.4 2.6 0.2 0.3 0.2 1.1 0.3 0.2 0.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 7.8 12.5 8.0 9.6 9.5 6.7 28.1 24.5 30.0 28.3 24.7 25.1
LnGrp LOS A B A A A A C C C C C C
Approach Vol, veh/h 1271 1146 150 77
Approach Delay, s/veh 12.2 9.3 28.9 26.9
Approach LOS B A C C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 7.1 9.9 8.5 33.1 7.3 9.7 6.0 35.6
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 7.5 18.5 13.5 82.5 8.5 17.5 6.5 89.5
Max Q Clear Time (g_c+I1), s 2.8 5.2 3.6 18.5 2.9 2.7 2.4 13.6
Green Ext Time (p_c), s 0.0 0.2 0.1 10.2 0.0 0.1 0.0 7.7
Intersection Summary
HCM 6th Ctrl Delay 12.3
HCM 6th LOS B
Appendix K Signal Warrant Worksheets
KITTELSON & ASSOCIATES, INC.
101 S. Captiol Blvd. Ste 301
Boise, Idaho 83702 Begin End EB WB NB SB
(208) 338-2683 5:00 PM 6:00 PM 660 1047 85 15
Fax: (208) 338-2685 2nd Highest Hour 632 1002 81 14
3rd Highest Hour 603 957 78 14
Project #: 4th Highest Hour 575 912 74 13
Project Name: 5th Highest Hour 547 868 70 12
Analyst: 6th Highest Hour 519 823 67 12
Date: 7th Highest Hour 490 778 63 11
File: 8th Highest Hour 462 733 60 11
9th Highest Hour 422 670 54 10
Intersection: 10th Highest Hour 363 576 47 8
Scenario: 11th Highest Hour 297 471 38 7
12th Highest Hour 284 450 37 6
13th Highest Hour 257 408 33 6
14th Highest Hour 238 377 31 5
15th Highest Hour 238 377 31 5
Warrant Name Analyzed? Met? 16th Highest Hour 231 366 30 5
#1 Eight-Hour Vehicular Volume Yes Yes 17th Highest Hour 132 209 17 3
#2 Four-Hour Vehicular volume Yes Yes 18th Highest Hour 73 115 9 2
#3 Peak Hour Yes Yes* 19th Highest Hour 66 105 9 2
#4 Pedestrian Volume No . 20th Highest Hour 26 42 3 1
#5 School Crossing No - 21st Highest Hour 20 31 3 0
#6 Coordinated Signal System No - 22nd Highest Hour 20 31 3 0
#7 Crash Experience No - 23rd Highest Hour 13 21 2 0
#8 Roadway Network No - 24th Highest Hour 13 21 2 0
Volume Adjustment Factor = 1.0
North-South Approach = Minor
East-West Approach = Major
Major Street Thru Lanes = 1
Minor Street Thru Lanes = 1 A 500 150 0 No
Speed > 40 mph? Yes B 750 75 4 No
Population < 10,000? No A 400 120 0 No
Warrant Factor 70% B 600 60 8 Yes
Peak Hour or Daily Count? Peak Hour A 350 105 0 No
B 525 53 9 Yes
Major Street: 4th-Highest Hour / Peak Hour 87%
Major Street: 8th-Highest Hour / Peak Hour 70%
Minor Street: 4th-Highest Hour / Peak Hour 87%
Minor Street: 8th-Highest Hour / Peak Hour 70%
70% Yes
100% No
80% Yes
Warrant #1 - Eight Hour
Warrant
Factor Condition Major Street
Requirement
Minor Street
Requirement
Hours That
Condition Is Met
Condition for
Warrant Factor
Met?
Signal Warrant
Met?
Input Parameters
Hour Major Street Minor Street
Analysis Traffic Volumes
Chinden Bouelvard/Black Cat Road
Warrant Summary
2017 Existing Weekday PM Peak Hour
20248
Chinden/Ten Mile Mixed-Use Development
Kittelson & Associates, Inc.
8/29/2017
H:\20\20248 - Meridian Costco at Ten Mile\analysis\[Signal Warrant Analysis_updated.xls]Warrant Summary
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Combined Major Street
Warrant #2 - Four-Hour
100% Warrant Factor
2 Major / 2 Minor
2 Major / 1 Minor
1 Major / 2 Minor
1 Major / 1 Minor
Traffic Volumes
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Combined Major Street
Warrant #3 - Peak Hour
100% Warrant Factor
2 Major / 2 Minor
2 Major / 1 Minor
1 Major / 2 Minor
1 Major / 1 Minor
Traffic Volumes
Appendix L Turn Lane Warrants