PZ - TIS Traffic Impact Study
Transportation Impact Study
Central Valley
Meridian, Idaho
January 2019
PREPARED FOR:
Brighton Corporation
12601 W Explorer Drive, Suite 200
Boise, Idaho 83713
208.378.4000
PREPARED BY:
Kittelson & Associates, Inc.
101 S Capitol Boulevard, Suite 301
Boise, ID 83706
208.338.2683
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TABLE OF CONTENTS
Table of Contents .................................................................................................................................. iii
List of Figures............................................................................................................................................................................... iv
List of Tables ................................................................................................................................................................................. v
Appendices .................................................................................................................................................................................. vi
Executive Summary ................................................................................................................................ 2
Findings ....................................................................................................................................................................................... 2
Recommendations .................................................................................................................................................................... 10
Introduction…………………………………………………………………………………………………………………………………… 15
Project Description .................................................................................................................................................................... 15
Scope of the Report ................................................................................................................................................................... 18
Traffic Study Methodology ........................................................................................................................................................ 18
Performance Measures ............................................................................................................................................................. 19
Existing Conditions ............................................................................................................................... 22
Study Area Intersections ........................................................................................................................................................... 22
Site Conditions and Adjacent Land Uses ................................................................................................................................... 22
Transportation Facilities ............................................................................................................................................................ 24
Existing Traffic Conditions ......................................................................................................................................................... 25
Existing Traffic Condition Mitigations ........................................................................................................................................ 28
Crash History ............................................................................................................................................................................. 31
Central Valley Background & Total Traffic Conditions ......................................................................... 33
Planned Roadway Improvements .............................................................................................................................................. 33
Background Growth .................................................................................................................................................................. 34
Central Valley Mixed-Use Development Estimated Trip Generation ........................................................................................ 36
Trip Distribution and Trip Assignment ....................................................................................................................................... 38
Year 2020 (Phase 1) Background and Total Traffic Conditions .................................................................................................. 41
Phase 1 Background and Total Traffic Condition Mitigations .................................................................................................... 47
Year 2022 (Phase 2) Background and Total Traffic Conditions .................................................................................................. 52
Phase 2 Background and Total Traffic Condition Mitigations .................................................................................................... 58
Site Access Evaluation ............................................................................................................................................................... 61
Off-Site Improvement Mitigation Threshold Analysis ............................................................................................................... 70
Findings & Recommendations ............................................................................................................. 72
Findings ..................................................................................................................................................................................... 72
Recommendations .................................................................................................................................................................... 79
References…………………………………………………………………………………………………………………………………….. 84
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LIST OF FIGURES
Figure 1. Site Vicinity ...................................................................................................................................................................... 16
Figure 2. Preliminary Site Plan ........................................................................................................................................................ 17
Figure 3. Existing Lane Configurations and Traffic Control Devices ................................................................................................ 23
Figure 4. Year 2018 Existing Traffic Volumes – Weekday AM and PM Peak Hour .......................................................................... 26
Figure 5. Estimated Trip Distribution .............................................................................................................................................. 39
Figure 6. Site-Generated Trip Assignment (Phase 1 & 2) – Weekday AM and PM Peak Hour ........................................................ 40
Figure 7. Phase 1 Background Traffic Volumes – Weekday AM and PM Peak Hour ....................................................................... 42
Figure 8. Phase 1 Total Traffic Volumes – Weekday AM and PM Peak Hour .................................................................................. 45
Figure 9. Phase 2 Background Traffic Volumes – Weekday AM and PM Peak Hour ....................................................................... 53
Figure 10. Phase 2 Total Traffic Volumes – AM and PM Peak Hour ................................................................................................ 56
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LIST OF TABLES
Table 1. Study Intersections and Corresponding Operational Standards ....................................................................................... 20
Table 2. Existing Study Transportation Facilities and Roadways ..................................................................................................... 24
Table 3. Existing Intersection Operations – Weekday AM and PM Peak Hour ............................................................................... 27
Table 4. Existing ACHD Roadway Segment Operations – Weekday AM and PM and Friday .......................................................... 28
Table 5. Eight-Hour & Four-Hour Signal Warrant Thresholds at US 20/26 & Black Cat Road ......................................................... 29
Table 6. Mitigated Operations at US 20/26 & Black Cat Road - Existing Conditions ....................................................................... 30
Table 7. Study Intersection Crash Type and Severity (2012-2016) Summary ................................................................................. 31
Table 8. Study Roadway Segment Crash Type and Severity (2012-2016) Summary ....................................................................... 31
Table 9. Central Valley Mixed-Use Development Estimated Trip Generation ................................................................................ 37
Table 10. Phase 1 Background Intersection Operations – Weekday AM and PM Peak Hour ......................................................... 43
Table 11. Phase 1 Background Roadway Segment Operations – Weekday AM and PM Peak Hour ............................................... 44
Table 12. Phase 1 Total Intersection Operations – Weekday AM and PM Peak Hour .................................................................... 46
Table 13. Phase 1 Total Roadway Segment Operations – Weekday AM and PM Peak Hour .......................................................... 47
Table 14. Intersection Operations at US 20/26 & Levi Lane with Chinden/Ten Mile Improvements ............................................. 49
Table 15. Eight-Hour & Four-Hour Signal Warrant Thresholds at US 20/26 & Levi Lane ................................................................ 50
Table 16. Phase 2 Background Intersection Operations – Weekday AM and PM Peak Hour ......................................................... 54
Table 17. Phase 2 Background Roadway Segment Operations – Weekday AM and PM Peak Hour ............................................... 55
Table 18. Phase 2 Total Intersection Operations – Weekday AM and PM Peak Hour .................................................................... 57
Table 19. Phase 2 Total Roadway Segment Operations – Weekday AM and PM Peak Hour .......................................................... 58
Table 20. Site Access Operations at Waverton Drive & Black Cat Road .......................................................................................... 62
Table 21. Turn Lane Warrant Analysis at US 20/26 & Levi Lane ..................................................................................................... 63
Table 22. 95th Percentile Queue Results (2022 Total Traffic Conditions) ...................................................................................... 63
Table 23. Average Daily Traffic Estimates at Site Accesses ............................................................................................................. 67
Table 24. Off-Site Intersection Deficiencies, Mitigations and Unit Threshold Estimates ................................................................ 70
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APPENDICES
Appendix A – Proposed Scope of Work Memorandum
Appendix B – Existing Traffic Count Data
Appendix C – Existing Traffic Operation Worksheets
Appendix D –Mitigated Existing Traffic Operation Worksheets
Appendix E – ITD Crash Data
Appendix F – Phase 1 Background and Total Traffic Operation Worksheets
Appendix G – Mitigated Phase 1 Background and Total Traffic Operation Worksheets
Appendix H – Phase 2 Background and Total Traffic Operation Worksheets
Appendix I – Mitigated Phase 2 Background and Total Traffic Operation Worksheets
Appendix J – Site Access Evaluation Worksheets
Appendix K – Off-Site Mitigation Analysis Worksheets
Note: Waverton Drive was previously referred to as Waverly Drive. The traffic operation worksheets contained in the appendices refer
to the previous roadway name.
Section 1
Executive Summary
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EXECUTIVE SUMMARY
The proposed Central Valley mixed-use development is situated on approximately 70 acres of land in the
northeast quadrant of the US 20/26 & SH-16 interchange. The development is proposing to construct five
office buildings for a total of approximately 361,000 square feet of office space, a 50-bed hospital and
emergency room, a gas station with a convenience store, as well as 100 single -family housing units, and
an assisted living complex with 88 beds.
The site is bordered by US 20/26 (Chinden Boulevard) to the south, Pollard Lane to the west and Old
School Lane to the north and shares its eastern border with the Fairbourne Subdivision. The site’s primary
access will be from US 20/26 via Levi Lane, which is an existing public street access located approximately
0.45 miles from the US 20/26 & SH 16 interchange. Levi Lane will remain a collector road and be expanded
to a five-lane cross-section. Waverton Drive (also previously referred to as Waverly Drive in the
Fairbourne Subdivision TIS), a new east-west collector road, will provide an additional public street access
via Black Cat Road. Waverton Drive is currently being constructed as a stub street connection within the
Fairbourne Subdivision.
The parcel of land containing the proposed development is currently zoned as Rural Urban Transition
(RUT) within Ada County’s Base Zoning Districts and is planned to be annexed into the City of Meridian in
conjunction with the development. The site is undeveloped, with a small office building directly to the
west and low-density residential lots to the north. The parcel of land directly to the east of the site has
been zoned as R-8 for the Fairbourne Subdivision, consisting of approximately 166 single-family detached
housing units.
The Central Valley mixed-use development will be constructed in two phases. Phase 1 buildout will
include 95,000 square feet of medical office buildings, and 84,000 square feet of general office buildings,
as well as the convenience market with gas pumps. Completion of Phase 1 is expected by end of year
2020. Phase 2 will include full buildout of the site and is anticipated for completion in year 2022. Phase 2
buildout includes the 50-bed hospital and emergency room, 50,000 square feet of medical office space
and 132,000 square feet of general office building space, 100 single-family housing units, and an assisted
living complex with 88 beds.
FINDINGS
The results of the traffic impact study indicate that the proposed Central Valley mixed-use development
can be developed while maintaining acceptable levels of service and safety on the surrounding
transportation system if the appropriate mitigations are in place. The findings of t his analysis and
recommendations are discussed below.
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Existing Conditions
▪ The study evaluated four off-site intersections for a typical midweek day (Tuesday –
Thursday) during the a.m. peak period and p.m. peak period based on scoping of the project
with the ACHD and ITD.
▪ The following intersections were found to operate below ACHD and/or ITD operating
standards during the weekday a.m. and/or p.m. peak hour:
US 20/26 & SH 16 (PM Peak Hour) – During the p.m. peak hour the overall
intersection operates with a v/c ratio of 0.62, however, the southbound right-turn
lane group operates with a v/c ratio of 0.93, exceeding ITD’s lane group standard of
0.90.
o No mitigation is recommended since this could be improved through minor
signal timing changes and is part of a signal timing strategy to maximize
green time for US 20/26.
US 20/26 & Black Cat Road (PM Peak Hour) – The northbound lane group at the
unsignalized intersection operates with a v/c ratio greater than 1.00 and delay
resulting in LOS F during p.m. peak hour.
o A signal warrant analysis found that a signal is warranted, and the following
potential mitigations were identified:
▪ Construct the traffic signal and widen the approaches as described in
the Chinden/Ten Mile Development improvement requirements,
which include privately-funded improvements to install a traffic
signal, widen US 20/26, and add turn lanes to the intersection
approaches by the fall of year 2020.
▪ All ACHD study roadway segments operate at acceptable levels of service.
▪ Crash data at the study intersections and study roadways for the most recent five years of
available data (2012-2016) was analyzed for any existing crash trends, below are the
findings:
Rear-end crashes were the most common crash type at the study intersections
which is common at signalized intersections.
There were no fatality crashes reported at any of the study intersections.
There were three reported crashes (one rear-end and two head-on turning) along
the US 20/26 roadway segment between Black Cat Road and SH 16.
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Trip Generation and Distribution
▪ The ITE Trip Generation Manual, 10th Edition was used to estimate the trip generation for
the proposed Central Valley development.
▪ The site is proposing a two-phase development, with full buildout scheduled anticipated in
year 2022, the proposed Central Valley development is estimated to generate a total of
10,372 daily net new trips, 745 weekday a.m. peak hour net new trips (546 inbound / 199
outbound), and 962 weekday p.m. peak hour net new trips (281 inbound / 681 outbound).
▪ The distribution pattern for site-generated trips was developed evaluating existing traffic
patterns and major trip origins and destinations within the study area, as well as a select
zone analysis from COMPASS’ regional travel demand model.
Phase 1 Background and Total Traffic Conditions
▪ Background traffic volumes for both phases were forecasted using a 2% annual growth rate
as well as the addition of in-process traffic developments located along US 20/26 and the
new Owyhee High School proposed to the northwest of the Ustick Road/McDermott Road
intersection. Background traffic volumes do not include the proposed Central Valley site-
generated trips.
▪ The year 2020 (Phase 1) background traffic analysis found that the following intersections
are expected to operate over ACHD and/or ITD standards during the weekday a.m. and/or
p.m. peak hour:
US 20/26 & Star Road (AM Peak Hour) – During the a.m. peak hour the overall
intersection operates with a v/c ratio of 1.03 with the southbound shared
through/right-turn lane group operating over capacity.
o Mitigation includes northbound and southbound right-turn lanes. This
finding and recommendation is consistent with the West Ada High School
TIS.
US 20/26 & SH 16 (AM and PM Peak Hour) – During the a.m. and p.m. peak hour
the overall intersection operates with a v/c ratio of 0.59 and 0.79, respectively.
However, the southbound left-turn lane group operates with a v/c ratio of 0.91 and
0.90, exceeding ITD’s lane group standard of 0.90 during the a.m. and p.m. peak
hour, respectively.
o As mentioned under existing conditions, no mitigation is recommended as
the traffic signal is operating based on the timing strategy by ACHD and ITD.
US 20/26 & Black Cat Road (AM and PM Peak Hour) – The northbound and
southbound lane groups at the unsignalized intersection operates with a v/c ratio
greater than 1.00 and delay resulting in LOS F during a.m. and p.m. peak hours.
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o As identified in the existing traffic conditions, construction of a traffic signal
and widening the approaches per the required improvements for the
Chinden/Ten Mile Development to be completed in year 2020 are needed.
▪ All ACHD study roadway segments operate at acceptable levels of service under year 2020
background traffic conditions.
▪ The year 2020 (Phase 1) total traffic analysis found that the following intersections are
expected to operate over ACHD and/or ITD standards during the weekday a.m. and/or p.m.
peak hour:
US 20/26 & Star Road (AM and PM Peak Hour) – The signalized intersection is
expected to operate with an overall v/c ratio of 1.05 and 0.94 during the a.m. and
p.m. peak hour, respectively.
o Mitigation includes an additional southbound through lane, in additional to
the background mitigations.
▪ This improvement is also required under 2022 background
conditions without the proposed development.
o Site-generated trips do not add additional trips to the southbound through
or right-turn lane groups and only account for approximately of 2.8% and
4.4% of the total entering volume at the intersection during the year 2020
a.m. and p.m. peak hour, respectively.
US 20/26 & SH 16 (AM and PM Peak Hour) – During the a.m. and p.m. peak hour
the overall intersection operates with a v/c ratio of 0.66 and 0.84, respectively.
However, the southbound left-turn lane group operates with a v/c ratio of 0.92 and
0.91, exceeding ITD’s lane group standard of 0.90 during the a.m. and p.m. peak
hour, respectively.
o As mentioned under existing conditions, no mitigation is recommended as
the traffic signal is operating based on the timing strategy by ACHD and ITD.
US 20/26 & Levi Lane (AM and PM Peak Hour) – With the addition of site-generated
trips the northbound and southbound approaches exceed capacity and operate with
delays resulting in LOS F during the a.m. and p.m. peak hour.
o A signal warrant found that a signal is warranted with Phase 1. The following
potential mitigations were identified to be needed with signalization:
▪ Widen the approaches to include two through lanes on the
eastbound and westbound approaches (consistent with Chinden/Ten
Mile Development, to be completed by fall 2020 or spring 2021). This
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is needed due to the high through volumes on Chinden Boulevard
which requires an additional lane when signalized.
▪ Include a southbound left-turn lane and westbound right-turn lane.
▪ Consider inclusion of emergency preemption if desired by ACHD, ITD,
and emergency service providers.
• Queuing along US 20/26 was determined to remain
acceptable during an emergency vehicle preemption call.
US 20/26 & Black Cat Road (AM and PM Peak Hour) – The northbound and
southbound lane groups at the unsignalized intersection operates with a v/c ratio
greater than 1.00 and delay resulting in LOS F during a.m. and p.m. peak hours. A
signal is warranted under existing conditions and will further exceed warrants with
the future traffic growth and project traffic. The following mitigations are proposed:
o Construct the traffic signal and widen the approaches as described in the
Chinden/Ten Mile Development requirements, which includes privately-
funded improvements to install a traffic signal and widen adjacent roadways,
with the projected buildout occurring by end of year 2020.
▪ All ACHD study roadway segments operate at acceptable levels of service under year 2020
total traffic conditions.
Phase 2 Background and Total Traffic Conditions
▪ The year 2022 (Phase 2) background traffic analysis found the following intersections are
expected to operate over ACHD and/or ITD standards during the weekday a.m. and/or p.m.
peak hour:
US 20/26 & Star Road (PM Peak Hour) – The signalized intersection is expected to
operate with an overall v/c ratio of 1.06 and 0.94 during the a.m. and p.m. peak
hour, respectively. The following improvements are required:
o Northbound and southbound right-turn lanes. (per 2020 background
conditions)
o Additional southbound through lane. (per 2020 total traffic conditions)
US 20/26 & SH 16 (AM and PM Peak Hour) – During the a.m. and p.m. peak hour
the overall intersection operates with a v/c ratio of 0.66 and 0.81, respectively.
However, the southbound left-turn lane group operates with a v/c ratio of 0.91
during the a.m. and p.m. peak hour, exceeding ITD’s lane group standard of 0.90.
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o As mentioned under existing conditions, no mitigation is recommended as
the traffic signal is operating based on the timing strategy by ACHD and ITD.
US 20/26 & Black Cat Road (AM and PM Peak Hour) – The northbound and
southbound lane groups at the unsignalized intersection operate with a v/c ratio
greater than 1.00 and delay resulting in LOS F during a.m. and p.m. peak hours.
o No improvements were identified beyond those required to mitigate
existing, as well as 2020 background and total traffic conditions.
▪ All ACHD study roadway segments operate at acceptable levels of service under year 2022
background traffic conditions.
▪ The following study intersections are expected to operate below acceptable operating
standards during year 2022 total traffic condition weekday a.m. and p.m. peak hours:
US 20/26 & Star Road (AM and PM Peak Hour) – The signalized intersection is
expected to operate with an overall v/c ratio of 1.10 and 1.02 during the a.m. and
p.m. peak hour, respectively.
o Mitigations are the same as the year 2020 total and year 2022 background
traffic conditions.
o Site-generated trips do not add additional trips to the southbound through
or right-turn lane groups and only account for approximately of 5.3% and
7.5% of the total entering volume at the intersection during the year 2022
a.m. and p.m. peak hour, respectively.
US 20/26 & SH 16 (AM and PM Peak Hour) – During the p.m. peak hour, the overall
intersection operates with a v/c ratio 0.94, exceeding ITD’s intersection v/c ratio
standard. The southbound left-turn lane and westbound through lane groups are
exceeding ITD’s lane group standard of 0.90 during the p.m. peak hour, respectively.
o The intersection v/c ratio will improve once the US 20/26 widening to east is
completed in 2020 and to the west in 2024 due to improved lane utilization
of the east-west through lanes.
o Additionally, signal timing adjustments could be considered for coordination
with the recommended traffic signal at Levi Lane and to provide more green
time to the southbound approach.
US 20/26 & Levi Lane (AM and PM Peak Hour) – With the addition of site-generated
trips the northbound and southbound approaches exceed capacity and operate with
delays resulting in LOS F during the a.m. and p.m. peak hour.
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▪ An additional southbound left-turn lane is needed to create dual
southbound left-turn lanes to accommodate buildout conditions.
US 20/26 & Black Cat Road (AM and PM Peak Hour) – The northbound and
southbound lane groups at the unsignalized intersection operates with a v/c ratio
greater than 1.00 and delay resulting in LOS F during a.m. and p.m. peak hours.
o No improvements were identified beyond those required to mitigate all
previous traffic condition scenarios.
▪ All ACHD study roadway segments operate at acceptable levels of service under year 2022
total traffic conditions.
Site Access Evaluation
▪ The turn lane analysis using ACHD procedures resulted in turn lane warrants at the following
site access:
US 20/26 & Levi Lane – A westbound right-turn lane is warranted.
▪ Results from the queuing analysis found that 95th percentile queue lengths for the eastbound
through movement at the Levi Lane intersection would not influence operations at the
future SH 16 ramps from an emergency vehicle preemption call.
▪ The intersection sight distance evaluation identified that intersection sight distance can be
achieved at all site accesses with the following actions:
Shrubbery and landscaping at site accesses and near the internal intersections and
site access points should be maintained to ensure adequate sight distance.
Site access roadways should match existing roadway grades on US 20/26 and Black
Cat Road, as well as internal access points to ensure optimal sight distance.
▪ There are two proposed site access for the site. Following is a summary of each access with
respect to ACHD Policy:
US 20/26 & Levi Lane – This is an existing public street with direct access to US
20/26. Levi Lane is marked as a proposed collector on ACHD’s Master Street Map.
This access is also included in an existing agreement between the property owner
and ITD, which includes possible signalization. Therefore, this access was not further
evaluated.
Levi Lane – The development plans to reconstruct Levi Lane, north of US 20/26, as a
five-lane collector and will be designed to ACHD’s five-lane arterial standard, as
there are no five-lane collector standards in the ACHD Policy Manual. The
preliminary site plan shows current access locations adhering to the spacing
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requirements for a collector roadway. That is 440 feet from the existing intersection
at US 20/26 and at least 150 feet between driveways and/or unsignalized
intersections. Maintaining Levi Lane in its current intersection with US 20/26 and
expanding it to a five-lane collector is beneficial for the following reasons:
o The collector roadway will provide sufficient capacity for vehicular volumes
along the collector roadway;
o The collector roadway allows for the development of dual left-turn lanes for
the southbound approach at the Levi Lane & US 20/26 intersection;
o The five-lane section allows for the potential for future dual eastbound left-
turn lanes from US 20/26 which may be needed in the long-term to improve
traffic operations as growth occurs beyond 2022.
o The collector roadway provides additional capacity to serve other uses
between Black Cat Road and SH 16.
o The access location of Levi Lane meets the City of Meridian Uniform
Development Code section 11-3B.4.2 due to it being an existing access
located at the half-mile along US 20/26 and having been approved by ITD.
o The five-lane roadway will function as a minor arterial with access to a
principal arterial (US 20/26) and meets the intent of the City of Meridian
requirement for an emergency room use to have access to an arterial.
Waverton Drive & Black Cat Road – Waverton Drive is currently being constructed
and providing stub street access on the east side of the site. Waverton Drive is also
designated as a proposed collector on ACHD’s Master Street Map and will provide
direct access to Black Cat Road. Given Waverton Drive was required by ITD and
ACHD, maximum daily volume limits for a single access or front-on homes with
driveways do not apply, the access meets ACHD policy. Therefore, this access was
not further evaluated.
Waverton Drive – The routing of Waverton Drive on through the north portion of
the site and re-routing of Levi Lane to provide access from Waverton Drive to US
20/26 is beneficial for the following reasons:
o The Waverton Drive intersection with Levi Lane will meet the ACHD policy
for spacing away from traffic signals and is sufficiently offset away from US
20/26 to reduce the potential for conflicts with traffic queueing at the US
20/26 & Levi Lane intersection.
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o The current location of the east/west roadway is located at the ACHD policy
minimum for distance to the future signalized intersection at US 20/26 &
Levi Lane.
▪ Upon buildout of the future signalized intersection at US 20/26 &
Levi Lane, the current location of the east/west roadway would be
located within the intersection influence area. The southbound left-
turn lane storage is recommended to be 250 feet with an additional
200 feet of taper length to develop the turn lanes
o Vehicles accessing the Franklin Sensor building will continue to have one
primary access via public street, and one secondary access to the internal,
private service drive network of the Central Valley site.
o The roadway will continue its natural path of alignment as designated in the
ACHD Master Street Map.
o The proposed location of Waverton Drive & Levi Lane intersection is
approximately 1,000 feet north of the US 20/26 & Levi Lane intersection,
providing site circulation efficiencies, and standard spacing along the
collector roadways.
RECOMMENDATIONS
Based on the study’s findings and off-site mitigation threshold analysis, recommendations were
developed and summarized below.
Improvements Needed to Mitigate Background Conditions (ACHD and/or ITD)
Existing Conditions:
▪ US 20/26 & Black Cat Road
The following improvement is needed:
o Reconstruct and widen the intersection to include a traffic signal as outlined
in the Chinden/Ten Mile Development improvements. To be completed by
fall 2020.
▪ US 20/26 & SH 16 (PM Peak Hour)
The following is presented for consideration, but not recommended:
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o If desired by ITD to reduce the v/c ratio for the southbound left-turn
movement below 0.90, modify the signal timing to assure more green split
time is allocated to the southbound approach.
Year 2020 (Phase 1) Background Conditions (Additional to Existing Conditions)
▪ US 20/26 & Star Road
The following improvement is needed:
o Addition of a northbound and southbound right-turn lane. This improvement
is expected to be needed in year 2020 without any Central Valley site-
generated trips or in 2019 with the addition of 241 a.m. peak hour trips.
Year 2022 (Phase 2) Background Conditions (Additional to Existing & Phase 1 Background
Conditions)
▪ US 20/26 & Star Road
The following improvement is needed:
o Addition of a southbound through lane. (Also required in 2020 total traffic
conditions)
Additional or Accelerated Improvements Needed for the Central Valley Mixed-Use
Development
Year 2020 (Phase 1) Total Conditions
▪ US 20/26 & Star Road
The following improvement is needed:
o An addition of a second southbound through lane as identified in the 2022
background conditions. This improvement is expected to be needed in year
2021 without any Central Valley site-generated trips or in approximately
2020 with the addition of 301 a.m. peak hour trips.
o The following should be considered when addressing the need for
improvements at this intersection:
▪ ITD has plans for widening of US 20/26 through this intersection in
approximately 2024. This is anticipated to improve operations by
improving lane utilization and providing additional turn lanes.
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▪ Right-of-way is limited on the north and south approaches and would
likely not accommodate the addition of turn lanes.
▪ The intersection has overhead power lines on the north side of the
road that will likely require relocation.
▪ Need for improvements at the US 20/26 & Star Road intersection were
identified as part of the new West Ada School District (Owyhee) High
School TIS and no improvements were required by ITD or ACHD.
▪ Star Road serves regional traffic from Nampa and will likely be
impacted by regional developments along Star Road such as the
proposed “Project Bronco” regional distribution facility proposed near
the Star Road & Franklin Road intersection.
▪ Site-generated trips are estimated to account for approximately 2.8%
and 4.4% of the total entering volume at the intersection upon
buildout of Phase 1, and do not add additional trips to the southbound
through and right-turn lane groups.
▪ US 20/26 & Levi Lane
o The following improvements are needed:
o A westbound right-turn lane in year 2019 with the addition of 111 Central
Valley p.m. peak hour trips.
o Installation of a traffic signal in year 2019 with development that generates
approximately 206 Central Valley p.m. peak hour trips. The following lane
configuration is required with the signalization:
▪ Two through lanes in the eastbound and westbound directions
(proposed to be completed by the Chinden/Ten Mile Development
by fall 2020 or spring 2021);
▪ Eastbound and westbound left-turn lane (existing);
▪ Southbound left turn lane (dual lefts turn lanes in Phase 2 buildout);
and
▪ Westbound right-turn lane.
Year 2022 (Phase 2) Total Conditions
▪ US 20/26 & SH 16
Adjust signal timing to be coordinated with new traffic signals along US 20/26 at Levi
Lane and Black Cat Road and consider timing adjustments to increase green time for
the southbound left-turn movement.
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o This improvement is expected to be needed in year 2021 with 1,013 Central
Valley p.m. peak hour trips.
▪ US 20/26 & Levi Lane
The following improvement is needed:
o An additional southbound left-turn lane. This improvement is expected to be
needed in year 2021 with the addition of 969 Central Valley p.m. peak hour
trips.
o Consider the addition of a southbound right-turn lane to allow for additional
capacity of the intersection in the event Levi Lane is extended to the south
and a separate southbound through travel lane is needed.
Site Access and Internal Intersections and Roadways
▪ Construct Levi Lane (north of US 20/26) to include a five-lane cross section consistent with
ACHD’s five-lane arterial standard. This would meet ACHD vehicular volume thresholds for a
collector roadway and allow widening to provide for future dual southbound left-turn lanes
at US 20/26.
▪ Construct Waverton Drive in its proposed location for consistency with the ACHD Master
Street Map and adequate distance from the US 20/26 & Levi Lane intersection.
▪ Continue to allow access at the following site accesses:
Full access and new signal at the US 20/26 & Levi Lane intersection with the
recommended mitigations.
o Allow emergency vehicle preemption (if desired) at the primary access as it
has little impact to queuing along US 20/26.
Full access at the Waverton Drive & Black Cat Road Access.
▪ Maintain intersection sight distance through the following actions:
Shrubbery and landscaping at the site accesses, as well as near the internal
intersections should be maintained to ensure adequate sight distance.
Site access roadways should match existing roadway grades on US 20/26 and Black
Cat Road, and at internal site accesses points to ensure optimal sight distance.
Section 2
Introduction
Central Valley TIS Project # 23513
Introduction January 2019
15 Kittelson & Associates, Inc.
INTRODUCTION
Kittelson & Associates, Inc. (KAI) has conducted a Transportation Impact Study (TIS) per requirements of
the Idaho Transportation Department (ITD) and Ada County Highway District’s (ACHD) Policy Manual
Section 7106 (Reference 1). The TIS examines the current transportation network and addresses the
transportation impacts associated with the proposed Central Valley mixed-use development located in
the northeast quadrant of the SH 16 & US 20/26 interchange in Ada County, Idaho.
PROJECT DESCRIPTION
The proposed Central Valley mixed-use development is situated on approximately 70 acres of land in the
northeast quadrant of the US 20/26 & SH-16 interchange. The development is proposing to construct five
office buildings for a total of approximately 361,000 square feet of office space, a 50-bed hospital and
emergency room, a gas station with a convenience store, as well as 100 single -family housing units, and
an assisted living complex with 88 beds.
The site is bordered by US 20/26 (Chinden Boulevard) to the south, Pollard Lane to the west, Old School
Lane to the north and shares its eastern border with the Fairbourne Subdivision. The site’s primary access
will be via US 20/26 via Levi Lane, which is an existing public street access located approximately 0.45
miles from the US 20/26 & SH 16 interchange. Levi Lane will remain a collector road and be expanded to
a five-lane cross-section. Waverton Drive (also previously referred to as Waverly Drive in the Fairbourne
Subdivision TIS), a new east-west collector road, will provide an additional public street access via Black
Cat Road. Waverton Drive is currently being constructed as a stub street connection within the
Fairbourne Subdivision. Figure 1 illustrates the site’s vicinity within the county and surrounding
transportation infrastructure.
The parcel of land containing the proposed development is currently zoned as Rural Urban Trans ition
(RUT) within Ada County’s Base Zoning Districts (Reference 2) and is planned to be annexed into the City
of Meridian in conjunction with the development. The site is generally undeveloped, with a small office
building directly to the west and low-density residential lots to the north. The parcel of land directly to
the east of the site has been zoned as R-8 for the Fairbourne Subdivision, consisting of approximately 166
single-family detached housing units.
The Central Valley mixed-use development will be constructed in two phases. Phase 1 buildout will
include 95,000 square feet of medical office buildings, and 84,000 square feet of general office buildings,
as well as the convenience market with gas pumps. Completion of Phase 1 is expected by end of year
2020. Phase 2 will include full buildout of the site and is anticipated for completion in year 2022. Phase 2
buildout includes the 50-bed hospital and emergency room, 50,000 square feet of medical office space
and 132,000 square feet of general office building space, 100 single-family housing units, and an assisted
living complex with 88 beds. Figure 2 provides the preliminary site plan for the development.
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Central Valley TIS January 2019
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Central Valley TIS Project # 23513
Introduction January 2019
18 Kittelson & Associates, Inc.
SCOPE OF THE REPORT
The scope, methodology, and key assumptions within the TIS were reviewed and agreed upon by ACHD
and Idaho Transportation Department (ITD) in December 2018. Appendix “A” includes the Scope of Work
Memorandum for the TIS.
This report evaluates the following transportation issues:
▪ Existing roadway, land-use, safety, and transportation system conditions within the site
vicinity for a typical weekday (Tuesday – Thursday) a.m. and p.m. peak hour;
▪ Planned developments and transportation improvements for the area surrounding the
Central Valley mixed-use development;
▪ Intersection analyses for background traffic conditions in the buildout year of each proposed
phase of development (existing counts plus regional growth and in-process development
trips), during the weekday a.m. and p.m. peak hours;
▪ Trip generation, distribution, and trip assignment estimates were developed for the buildout
of the proposed development phase;
▪ Intersection analyses for total traffic conditions of each proposed phase of development
(existing counts plus regional growth and in-process development trips), during the weekday
a.m. and p.m. peak hours;
▪ Evaluation of site access intersections;
▪ Identification of transportation improvement mitigations at the study intersections
impacted by site-generated trips; and
▪ Findings and recommendations.
TRAFFIC STUDY METHODOLOGY
The intersection operational analysis for the study intersections was prepared using Synchro 10 and
following the Highway Capacity Manual (HCM) 6th Edition (Reference 3) analysis procedures.
ACHD provided current signal timing for the signalized intersections along US 20/26. ACHD default
analysis values were used for the ideal saturation flow rate (1,800 vphpl), while other inputs were
gathered from field data (including truck percentages, peak hour factor, posted speeds, storage lengths,
and pedestrian volumes). As per Policy 7106.6.2 in ACHD’s Policy Manual, the existing peak hour factor
was used for future conditions analyses if an existing intersection’s PHF was greater than ACHD’s default
of 0.90 and no capacity improvements were planned.
All intersection level of service analyses use the peak 15-minute flow rate during the weekday a.m. and
p.m. peak hour. Using the peak 15-minute flow rate ensures that this analysis is based on a reasonable
worst-case scenario. For this reason, the analysis reflects conditions that are only likely to occur for 15
Central Valley TIS Project # 23513
Introduction January 2019
19 Kittelson & Associates, Inc.
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 guidance in the Manual on Uniform Traffic Control Devices (MUTCD), 2009 Edition (Reference 4) was
used for signal warrant analyses when determining the appropriate mitigation for an impacted
unsignalized study intersection.
PERFORMANCE MEASURES
The operating standards of ACHD and ITD were used to assess the traffic operations of the study
intersections.
Intersection Operating Standards
ACHD uses performance standards based on level of service (LOS). All LOS analyses described in this
report were performed in accordance with the procedures stated in the HCM 6th Edition. The HCM 6th
Edition defines LOS as a quality measure describing operational conditions within a traffic stream,
generally in terms such as speed, delay, and travel time, freedom to maneuver, traffic interruptions, and
comfort and convenience. When analyzing traffic conditions, LOS is used as a measure of performance
(corresponding to delay) at an intersection with values ranging from LOS “A”, indicating good operations
and low vehicle delay, to LOS “F”, which indicates an intersection at, or over capacity with high vehicle
delay.
The analysis was performed in accordance with the methodologies stated in Section 7106.6 of the ACHD
Policy Manual and includes consideration of separate left- and right-turn lanes as well as queuing
impacts. Intersection and segment level of service is reported per ACHD thresholds on their roadway
facilities.
ACHD requires that roadway segments operate at a minimum of LOS E for Principal Arterials and Minor
Arterials and at LOS D for Collectors. The acceptable volume-to-capacity (v/c) ratio for signalized
intersections is 0.90 for the overall intersection and 1.00 for each lane group. The acceptable volume-to-
capacity ratio is 1.00 for the critical lane group at unsignalized intersections. All unsignalized intersections
that have a projected level of service D or worse were evaluated to determine if a signal is warranted.
All study intersections along US 20/26 (Chinden Boulevard) also adhere to ITD standards, which state that
a LOS D or better standard be used for their intersections and the same intersection volume-to-capacity
ratios from ACHD mentioned above. ITD District 3 also requires that both the intersection and lane groups
have a v/c ratio of 0.90 or less.
Table 1 summarizes the LOS standards for the study area intersections (signalized and unsignalized).
Central Valley TIS Project # 23513
Introduction January 2019
20 Kittelson & Associates, Inc.
Table 1. Study Intersections and Corresponding Operational Standards
Study Intersection Traffic Control Agency Operating Standard
1. US 20/26 & Star Road Traffic Signal
ITD
LOS D (ITD)
Intersection v/c ratio ≤ 0.90 (ITD)
Lane Group v/c < 0.90 (ITD)
ACHD
LOS E (ACHD)
Intersection v/c ratio ≤ 0.90 (ACHD)
Lane Group v/c < 1.00 (ACHD)
2. US 20/26 & SH 16 Traffic Signal ITD
LOS D (ITD)
Intersection v/c ratio ≤ 0.90 (ITD)
Lane Group v/c < 0.90 (ITD)
3. US 20/26 & Levi Lane Two-Way Stop Controlled
ITD LOS D (ITD)
Lane Group v/c < 0.90 (ITD)
ACHD LOS D (ACHD)
Lane Group v/c < 1.00 (ACHD)
4. US 20/26 & Black Cat Road Two-Way Stop Controlled
ITD
LOS D (ITD)
Future Signalized Intersection v/c ratio ≤ 0.90
(ITD)
Lane Group v/c < 0.90 (ITD)
ACHD
LOS D (ACHD)
Future Signalized Intersection v/c ratio ≤ 0.90
(ACHD)
Lane Group v/c < 1.00 (ACHD)
Section 3
Existing Conditions
Central Valley TIS Project # 23513
Existing Conditions January 2019
22 Kittelson & Associates, Inc.
EXISTING CONDITIONS
The existing conditions analysis identifies current site conditions, including operational and geometric
characteristics of the roadways within the study area. Existing traffic counts at the study intersections
were collected throughout 2018. In addition, KAI staff visited and inventoried the proposed development
site and surrounding study area in January 2019. At that time, KAI collected information regarding site
conditions, adjacent land uses, and transportation facilities in the study area.
STUDY AREA INTERSECTIONS
Based on knowledge of the transportation network within the site vicinity and discussions with ITD and
ACHD staff, the following four intersections are analyzed:
1. US 20/26 & Star Road
2. US 20/26 & SH 16
3. US 20/26 & Levi Lane
4. US 20/26 & Black Cat Road
The study intersections and their existing lane configurations and traffic control devices are presented in
Figure 3.
SITE CONDITIONS AND ADJACENT LAND USES
The parcel of land containing the proposed development is currently zoned as Rural Urban Transition
(RUT). The site is undeveloped. Directly to the west of the site is the Franklin Sensor, Inc. building which
will remain upon buildout of the proposed Central Valley development. Low-density residential lots
border the site to the north along Old School Lane. The residential lots and Franklin Sensor building will
have roadway access through the proposed development via Levi Lane and Waverton Drive (future
connection to Black Cat Road). The parcel of land directly to the east of the site has been zoned as R-8
for the Fairbourne
Subdivision. The site’s
location and aerial are
provided in Exhibit 1.
The Fairborne
Subdivision will
construct Waverton
Drive from Black Cat
Road west to the stub
street connection at
the western boarder
of its property.
Exhibit 1. Aerial View of Site Location
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Existing Lane Configurations and
Traffic Control Devices
Meridian, Idaho 3
Central Valley TIS January 2019
Figure
LEGEND
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X - Site Access
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STAR RD & US 20/26 SH-16 & US 20/26
LEVI LN & US 20/26 BLACK CAT RD & US 20/26
BLACK CAT RD & WAVERTON DR
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- Traffic Signal
Central Valley TIS Project # 23513
Existing Conditions January 2019
24 Kittelson & Associates, Inc.
TRANSPORTATION FACILITIES
The transportation system inventory identifies the current characteristics of roadways within the study
area. Major roadways within the study area were identified and catalogued, including transit facilities
and pedestrian and bicycle infrastructure.
Roadway Facilities
Table 2 provides a summary of the existing roadway facilities included in this study.
Table 2. Existing Study Transportation Facilities and Roadways
Roadway
Functional
Classification1
Number
of Lanes
Posted
Speed (mph2) Sidewalks Bicycle Lanes
On-Street
Parking
US 20/26 (Chinden Boulevard) Expressway 2-5 55 No No No
SH 16 Expressway 2-5 50-65 No No No
Star Road Minor Arterial 2-3 50 No No No
Black Cat Road Collector3 2 504 No No No
Levi Lane Collector 2 Not Posted No No No
Notes: 1 Per COMPASS 2040 Functional Street Classification Map (Reference 5); System. 2 mph represents miles per hour. 3 Black Cat Road is designated
as a collector roadway north of US 20/26 and a minor arterial south of US 20/26. 4 Speed limit is posted as 50 mph south of US 20/26, there is no speed
limit posted north of US 20/26.
Transit Facilities
Valley Regional Transit (VRT) is a public transportation service provider that provides fixed route buses,
and paratransit services within Ada and Canyon County. VRT’s central bus station is in downtown Boise
and provides county and intercounty connections within the Treasure Valley. There are no fixed bus
routes or bus stops within the vicinity of the site.
Pedestrian and Bicycle Facilities
Within the site’s vicinity, there are no pedestrian or bicycle facilities provided on either side of any
roadways within the study area. While there are pedestrian crosswalks provided at the US 20/26 & SH 16
intersection, there are no pedestrian facilities to access them.
Central Valley TIS Project # 23513
Existing Conditions January 2019
25 Kittelson & Associates, Inc.
EXISTING TRAFFIC CONDITIONS
Data collection at the study intersections included vehicular turning movement counts, pedestrian
counts, and heavy vehicle percentages collected during a typical midweek (Tuesday through Thursday)
a.m. peak period (7:00 a.m. – 9:00 a.m.) and p.m. peak period (4:00 p.m. – 6:00 p.m.). Intersection
volumes reflect a.m. and p.m. peak hour volumes for each intersection’s individual peak hour. Because
of the distance between study intersections and the fact that a coordinated signal system does not exist,
a system peak hour was not used.
Additionally, lane utilization factors were adjusted at intersections where an additional through lane is
added upstream and dropped downstream of the intersection. Lane utilization for through lanes along
US 20/26 at these locations is decreased due to the existing auxiliary through lanes. This influences most
vehicles to use the inside through lane at these locations to avoid lane changes and merging where
auxiliary through lanes are present. Lane utilization factors were calculated using research provided in
the National Cooperative Highway Research Program (NCHRP) Report 707: Guidelines on the Use of
Auxiliary Through Lanes at Signalized Intersections (Reference 6). Lane utilization factors were calculated
for eastbound and westbound through lanes along US 20/26 at the SH 16 and Star Road intersections.
The lane utilization factors used throughout the analysis at these locations and were qualitatively verified
with respect to their reasonableness during our site observations in January 2019.
Appendix “B” includes the existing weekday a.m. and p.m. peak period counts at each of the study
intersections.
Weekday AM and PM Peak Hour Intersection Operations
The a.m. peak hour was generally found to occur from 7:15 a.m. to 8:15 a.m., while the p.m. peak hour
occurred from 4:45 p.m. to 5:45 p.m. Table 3 presents the traffic operation results for each intersection
and its corresponding lane groups under existing (2018) weekday a.m. and p.m. peak hours. Figure 4
presents the existing a.m. and p.m. peak hour traffic volumes at each of the study intersections. Appendix
“C” includes the traffic operation worksheets for the existing traffic conditions of the typical weekday a.m.
and p.m. peak hour scenarios.
All study intersections operate at acceptable operating standards during the existing weekday a.m. and
p.m. peak hours except for:
▪ US 20/26 & SH 16 (PM Peak Hour) – During the p.m. peak hour the overall intersection
operates with a v/c ratio of 0.62, however, the southbound right-turn lane group operates
with a v/c ratio of 0.93, exceeding ITD’s lane group standard of 0.90.
▪ US 20/26 & Black Cat Road (PM Peak Hour) – The northbound lane group at the
unsignalized intersection operates with a v/c ratio greater than 1.00 and delay resulting in
LOS F during p.m. peak hour.
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Weekday AM and PM Peak Hours
Meridian, Idaho 4
Central Valley TIS January 2019
Figure
LEGEND
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STAR RD & US 20/26
AM PEAK HOUR PM PEAK HOUR
SH-16 & US 20/26
AM PEAK HOUR PM PEAK HOUR
LEVI LN & US 20/26
AM PEAK HOUR PM PEAK HOUR
BLACK CAT RD & US 20/26
AM PEAK HOUR PM PEAK HOUR
BLACK CAT RD & WAVERTON DR
AM PEAK HOUR PM PEAK HOUR
2
3 4
0 11
30
00
17 4 47
111
5758130 264802
1 1 1
112
18991 15062
10
36
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34
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29754950 306
167
40
12
6
15
3
11
6
28
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9779452 7864844
0 10
130
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48 1 42
1111
2696115 10310627
1 1 1
812
17231 110583
38
30
0
49
1
30345665 606
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Central Valley TIS Project # 23513
Existing Conditions January 2019
27 Kittelson & Associates, Inc.
Table 3. Existing Intersection Operations – Weekday AM and PM Peak Hour
Intersection
Intersection AM (PM)
Lane
Group
AM Peak Hour PM Peak Hour
V/C1 LOS
2 Delay3 V/C1 LOS2 Delay3 V/C1 LOS2 Delay3
US 20/26 & Star Road 0.80
(0.80)
C
(C)
32.9
(34.9)
EBL 0.78 D 53.9 0.80 D 54.7
EBT 0.81 C 31.0 0.61 C 29.1
EBTR 0.81 C 30.2 0.61 C 28.8
WBL 0.77 E 56.3 0.81 D 53.4
WBT 0.72 C 29.3 0.81 C 33.6
WBTR 0.72 C 28.6 0.82 C 32.8
NBL 0.24 C 26.8 0.27 C 24.9
NBTR 0.69 C 33.3 0.89 D 40.0
SBL 0.41 C 24.4 0.41 C 27.6
SBTR 0.88 D 37.4 0.63 C 32.3
US 20/26 & SH 16 0.54
(0.62)
D
(D)
41.1
(37.9)
EBL 0.88 E 77.2 0.88 E 77.2
EBT 0.39 A 9.5 0.33 B 10.3
WBT 0.28 B 19.3 0.54 C 26.4
WBR 0.18 A 3.0 0.54 A 5.9
NBR 0.60 F 89.6 0.82 F 88.8
SBL 0.89 E 72.2 0.68 E 66.0
SBR 0.77 E 63.1 0.93 E 67.1
US 20/26 & Levi Lane N/A N/A N/A
EBL 0.01 A 8.5 0.01 B 10.6
WBL 0.01 A 10.0 0.01 A 9.1
NBLTR 0.01 C 17.6 0.01 C 18.8
SBLTR 0.01 B 14.9 0.05 C 22.0
US 20/26 & Black Cat Road N/A N/A N/A
EBL 0.01 A 8.7 0.01 B 10.9
WBL 0.04 B 10.1 0.13 B 10.2
NBLTR 0.35 D 31.5 1.68 F 488.7
SBL 0.01 E 47.9 0.04 F 133.7
SBTR 0.02 D 24.1 0.07 D 26.2
Notes: 1 V/C Ratio is defined as vehicle-to-capacity ratio which calculates the number of vehicles divided by the capacity of the roadway/intersection
during the peak 15 minutes of the peak hour; 2 LOS = Level of Service; 3 Delay is reported in seconds per vehicle; and Bold, italics and highlighted cells
indicate an intersection and/or lane group operating below its jurisdiction’s standards.
Existing Condition Roadway Segment Analysis
At the request of ACHD, study roadway segments include Levi Lane, north of US 20/26, and the future
Waverton Drive, west of Black Cat Road. As previously mentioned, Waverton Drive will be constructed as
a stub street connection during Phase 1 of the Fairbourne Subdivision. Roadway segment volumes along
Levi Lane were based on the traffic count data collected at the study intersection in 2018. Future volume
along Waverton Drive will be estimated based for future scenarios. Table 4 details peak hour, peak
direction roadway segment volumes per ACHD District Policy 7106.3.3. As shown in Table 4, the existing
roadway segment along Levi Lane currently meet ACHD standards and during the a.m. and p.m. peak
hour.
Central Valley TIS Project # 23513
Existing Conditions January 2019
28 Kittelson & Associates, Inc.
Table 4. Existing ACHD Roadway Segment Operations – Weekday AM and PM and Friday
Roadway Segment Classification Travel
Lanes1
Two-Way
Average Daily
Traffic / (Date)
ACHD Peak
Hour Std.
Volume (One-
Way)
Weekday AM Peak
Hour
Weekday PM Peak
Hour
One-Way
Volume/
Direction
Meets
Std.?
One-Way
Volume/
Direction
Meets
Std.?
Levi Lane (north of US
20/26) Collector 2 148 /
(12/18/2018) 425/LOS D 2 / NB Yes 10 / SB Yes
Waverton Drive (west of
Black Cat Road)
Future
Collector N/A N/A N/A N/A N/A N/A N/A
Notes: 1 Travel lanes include the total number of lanes across the roadway’s respective cross section.
EXISTING TRAFFIC CONDITION MITIGATIONS
This section highlights the mitigation needed at each of the existing intersection falling below ACHD’s
and/or ITD’s traffic operation standards. Appendix “D” contains the existing (2018) mitigated traffic
operation worksheets for the intersections outlined below.
US 20/26 & SH 16
The overall intersection operates well within ITD’s standard v/c ratio of 0.90, with a v/c ratio of 0.54 and
0.62 during the a.m. and p.m. peak hour, respectively. However, during the p.m. peak hour the
southbound right-turn lane group operates with a v/c ratio of 0.93, exceeding ITD’s lane group standard
of 0.90.
The traffic signal runs an actuated coordination plan with a 160 second cycle length. While the
southbound right-turn lane group’s v/c ratio is greater than 0.90, the traffic signal is serving the
movement and therefore providing extra time to the through movements along US 20/26, since these
are the coordinated movements with recalls. This is a typical strategy used by ACHD to improve east-west
travel on US 20/26 but results in the side street’s (SH 16) lane groups experiencing a v/c ratio that does
not meet ITD criteria of 0.90. If ITD were to choose to work with ACHD to increase the green split allocated
to the southbound right-turn volume, the v/c ratio could be reduced below 0.90 with minor signal timing
adjustments. For the southbound right-turn lane group to operate with a v/c ratio under 0.90 during the
p.m. peak hour, a max recall would have to be programmed within the signal controller to allow the
maximum green time for the lane group every cycle. This would result in the lane group operating with a
v/c ratio of 0.53. This results in a slight increase in overall delay for the intersection.
While that is not recommended because the current timing strategy is consistent with other intersections
on the US 20/26 corridor, it would mitigate the movement to meet ITD policy. Therefore, no mitigation
is recommended.
US 20/26 & Black Cat Road
The northbound lane group at the US 20/26 & Black Cat Road intersection operates with a v/c ratio
greater than 1.00 during the weekday p.m. peak hours, which does not meet ACHD operating standards.
Central Valley TIS Project # 23513
Existing Conditions January 2019
29 Kittelson & Associates, Inc.
While the northbound approach is shown to operate significantly above capacity during the peak 15-
minute period during the weekday p.m. peak hour, observations identified that the northbound
movement served the left-turn demand although delays were significant. It is likely northbound left-
turning vehicles are having to accept shorter gaps than assumed or in HCM procedure or wait for
intermittent gaps created by the traffic signals approximately one mile to the east and west.
A planning level signal warrant analysis was completed for the US 20/26 & Black Cat Road intersection.
The MUTCD signal warrant analysis was performed applying the 24-hour count profile from ITD’s
Automatic Traffic Recorder (ATR) # 159 (McDermott) based on the peak hour counts collected at the US
20/26 & Levi Lane intersection in December 2018. For consistency, the 24-hour volume profile from ITD
ATR #159 reflects the average hourly volume profile during the month of December for a midweek day.
Table 5. Eight-Hour & Four-Hour Signal Warrant Thresholds at US 20/26 & Black Cat Road
Hour
Warrant #1 (Eight-Hour Warrant) Warrant #2 (Four-Hour Warrant)
US 20/26
EB & WB
Combined1
Levi Lane
(Higher Street
Approach)2
Condition Met?
(A and/or B)
US 20/26
EB & WB
Combined1
Levi Lane
(Higher Street
Approach)2
Threshold
Threshold
Met?
(Yes or No)
12:00 67 5 No 67 5 344 No
1:00 41 1 No 41 1 364 No
2:00 34 2 No 34 2 369 No
3:00 39 3 No 39 3 365 No
4:00 133 9 No 133 9 298 No
5:00 377 18 No 377 18 163 No
6:00 863 59 B 863 59 60 No
7:00 1,454 79 B 1454 79 60 Yes
8:00 1,185 110 A & B 1185 110 60 Yes
9:00 997 97 B 997 97 60 Yes
10:00 891 87 B 891 87 60 Yes
11:00 941 80 B 941 80 60 Yes
12:00 961 87 B 961 87 60 Yes
13:00 1,000 72 B 1000 72 60 Yes
14:00 1,086 93 B 1086 93 60 Yes
15:00 1,346 96 B 1346 96 60 Yes
16:00 1,552 85 B 1552 85 60 Yes
17:00 1,662 111 A & B 1662 111 60 Yes
18:00 1,112 76 B 1112 76 60 Yes
19:00 639 71 B 639 71 78 No
20:00 505 45 No 505 45 114 No
21:00 407 41 No 407 41 150 No
22:00 242 7 No 242 7 231 No
23:00 129 9 No 129 9 304 No
Notes: 1 The combined northbound and southbound volumes along US 20/26 represent the 24-hour counts collected by ITD in December 2018.
2Represents the highest volume on either minor street approach for that hour, which was from the 24-hour counts collected by KAI in December 2018.
Italics indicates volumes meeting Condition A thresholds. Bold indicates volumes meeting Condition B volume thresholds. Bold and italics indicate
volumes meeting Condition A and Condition B volume thresholds. Highlighted cells indicate the hours in which thresholds of Condition A and/or
Condition B are met, as well as hours in which thresholds are met for Warrant #2.
Central Valley TIS Project # 23513
Existing Conditions January 2019
30 Kittelson & Associates, Inc.
Additionally, no reductions in volumes for minor street right-turning vehicles were made due to the
anticipated shared through/right lanes on the minor approaches, as well as high volumes and high speeds
on US 20/26. The hourly signal warrant volumes are met for the eight-hour and four-hour warrants and
are presented in Table 5.
As shown in Table 5, the signal warrant analysis concluded that the eight-hour warrant, four-hour
warrant, and peak hour warrant were all met under existing traffic conditions.
The Chinden/Ten Mile Development includes privately-funded improvements to this intersection and
adjacent roadways, with the projected buildout occurring by end of year 2020. The planned
improvements at this location include:
▪ US 20/26 from SH-16 to Linder Road: Reconstruct/widen from two lanes to five lanes.
▪ US 20/26 & Black Cat Road: Add signal and widen approaches. The signal will have the
following lane configuration:
Northbound and southbound approaches: Shared through/right-turn lane and left-
turn lane.
Eastbound and westbound approaches: Shared through/right-turn lane, through
lane, and left-turn lane.
With these planned improvements the intersection is expected to operate within ACHD operating
standards under existing a.m. and p.m. peak hours, as shown in Table 6.
Table 6. Mitigated Operations at US 20/26 & Black Cat Road - Existing Conditions
Intersection
Intersection AM (PM) Lane
Group
AM Peak Hour PM Peak Hour
V/C1 LOS2 Delay3 V/C1 LOS2 Delay3 V/C1 LOS2 Delay3
Mitigated with Chinden/Ten Mile Development Improvements
US 20/26 & Black Cat Road 0.44
(0.55)
9.4
(11.2)
A
(B)
EBL 0.01 A 6.4 0.01 A 8.8
EBT 0.65 A 9.9 0.67 B 12.1
EBTR 0.65 A 9.9 0.67 B 12.1
WBL 0.08 A 6.9 0.25 A 7.6
WBT 0.33 A 7.2 0.70 B 10.3
WBTR 0.33 A 7.2 0.70 A 10.2
NBL 0.06 B 16.2 0.15 B 17.1
NBTR 0.44 B 19.5 0.26 B 17.8
SBL 0.01 B 17.3 0.01 B 18.3
SBLTR 0.02 B 17.4 0.13 B 19.2
Notes: 1 V/C Ratio is defined as vehicle-to-capacity ratio which calculates the number of vehicles divided by the capacity of the roadway/intersection
during the peak 15 minutes of the peak hour; 2 LOS = Level of Service; 3 Delay is reported in seconds per vehicle; and Bold, italics and highlighted cells
indicate an intersection and/or lane group operating below its jurisdiction’s standards.
Central Valley TIS Project # 23513
Existing Conditions January 2019
31 Kittelson & Associates, Inc.
CRASH HISTORY
Crash data was provided by ITD for the previous five years (2012-2016) of complete data. Year 2017 data
was not available at the time the request was made. Crash data included crash reports at each of the
study intersections and study roadways. Crash data was used to evaluate and document any potential
crash trends occurring at study intersections and along study roadways. Appendix “E” contains the crash
data reports provided by ITD.
Table 7. Study Intersection Crash Type and Severity (2012-2016) Summary
Intersection Rear-
End
Fixed
Object Turning Angle Sideswipe Ped/Bike Other Total PDO1 PI2 Fatality
US 20/26 & Star Road 20 1 8 4 5 1 7 46 29 17 0
US 20/26 & SH 16 17 3 2 1 3 0 1 27 18 9 0
US 20/26 & Levi Lane 0 0 0 0 0 0 0 0 0 0 0
US 20/26 & Black Cat Road 2 0 5 0 0 1 1 9 1 8 0
Total 39 4 15 5 8 2 9 82 48 34 0
Table 7 presents the crash type and severity at each study intersection. Rear-end crashes were the most
common crash type, accounting for approximately one-half (48%) of all crashes. Property damage only
crashes accounted for approximately 59% of all crashes. There were no fatality crashes reported at any
of the study intersections. The US 20/26 & Star Road intersection experienced the highest amount of
crashes (46 total). Crash activity at the US 20/26 and Star Road intersection consisted largely of rear-end
crashes on the southbound approach and a mixture of rear-end and turning related crashes for vehicles
traveling in the intersection.
Intersection crashes were removed from crash data along US 20/26 from SH 16 to Black Cat Road. There
were three reported crashes along US 20/26 between SH 16 and Black Cat Road, one rear-end and two
head-on turning. All resulting in property damage only. There were no reported crashes on Levi Lane
(north of US 20/26), and no reported crashes along Waverton Drive as the roadway is currently being
constructed, as conveyed in Table 8.
Table 8. Study Roadway Segment Crash Type and Severity (2012-2016) Summary
Roadway Segment
Rear-
End
Left the
Roadway
Head-on
Turning Angle Sideswipe Ped/Bike Total PDO1 PI2 Fatality
US 20/26 (Black Cat Road to
SH 16) 1 - 2 - - - 3 3 - -
Levi Lane (north of US 20/26) - - - - - - - - - -
Waverton Drive (west of Black
Cat Road) - - - - - - - - - -
Total 1 - 2 - - - 3 3 - -
Section 4
Central Valley Background and Total Traffic Conditions
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CENTRAL VALLEY BACKGROUND & TOTAL TRAFFIC CONDITIONS
This section identifies how the study area’s transportation system will operate without, and with, the
proposed development. The development is proposed to be constructed in three primary phases. All
three phases of background and total traffic conditions are analyzed, with mitigations identified for
impacted intersections under the corresponding phase and timeframe. To analyze the impact of site-
generated trips during the weekday a.m. and p.m. peak hour, the study examined the following:
▪ Approved in-process developments and transportation improvements within the study area
were documented and included in the background conditions of the corresponding year of
analysis, if applicable;
▪ General background traffic volume growth in the area was estimated;
▪ Year 2020 (Phase 1), and year 2022 (Phase 2) background traffic conditions (without site-
generated trips) was analyzed at each study intersection and roadway segment;
▪ Site-generated trips were estimated for Phases 1 & 2 of the development;
▪ The trip distribution patterns were estimated based on information provided from the
COMPASS regional travel demand model, routing to and from Interstate-84 and other trip
attractions and destinations within in the region; and
▪ Year 2020 (Phase 1), and year 2022 (Phase 2) total traffic conditions (background traffic
volumes plus the inclusion of site-generated trips) were analyzed at each of the study
intersections, study roadway segments and site-access points to determine any impacts at
study intersection due to the inclusion of site-generated trips; and
▪ Site access and circulation was evaluated.
PLANNED ROADWAY IMPROVEMENTS
The 2016 ACHD Capital Improvement Plan (2016 CIP) (Reference 7), ACHD’s Integrated Five Year Work
Plan (FYWP) (Reference 8), and the US 20/26, SH16 to Linder Road Project (Chinden/Ten Mile
Development) (Reference 9) were reviewed for future roadway and intersection improvement projects
to be assumed within the study area. Based on our review of these documents, s everal improvements
were found in the study area. Study roadways and intersections listed below are currently scheduled in
the FYWP and confirmed with the 2016 CIP or identified for improvements for the Chinden/Ten Mile
Development.
▪ Year 2020 Improvements (Chinden/Ten Mile Development): The Chinden/Ten Mile
Development includes privately-funded improvements to adjacent roadway facilities as part
of the project. Implementation of improvements is expected by the end of year 2020. The
background and total traffic condition analyses of these locations will include with and
without improvement scenarios. If the facilities are not found to be meeting ACHD standards,
the improvements will be identified as a mitigation measure.
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US 20/26 from SH-16 to Linder Road: Reconstruct/widen from two lanes to five
lanes.
o While the project anticipates the completed widening of US 20/26 from SH
to Linder Road by end of 2020, it is possible that the widening of SH 16 west
of Black Cat Road to SH 16 is completed in early 2021.
US 20/26 & Black Cat Road: Add signal and widen approaches. The signal will have
the following lane configuration:
o Northbound and southbound approaches: Shared through/right-turn lane
and left-turn lane.
o Eastbound and westbound approaches: Shared through/right-turn lane,
through lane, and left-turn lane
▪ ITD US 20/26 Widening: ITD has widening from two lanes to five lanes planned for US 20/26
between McDermott Road and Star Road in 2024. Additionally, ITD has widening planned
between Eagle Road and Locust Grown Road in 2020 and from Locust Grove Roa d to SH
16/McDermott Road by 2022 if not improved as part of developments
▪ Year 2026-2030 Improvement (2016 CIP): Not to be included in year 2022 background and
total scenarios due to the potential for funding and timeframe of the improvement to move
to a future date. If the intersection is found not be meeting ACHD standards, this improvement
will be identified as a mitigation measure.
US 20/26 & Black Cat Road: 2016 CIP# IN2016-79 – Add signal. Reconstruct and
widen approaches (this intersection is also identified for improvements in the
Chinden/Ten Mile Development and is assumed as a mitigation measure for existing
traffic conditions at the intersection).
US 20/26 & Star Road: 2016 CIP# IN2016-80 – Replace and modify signal, to include
the reconstruct of and widening approaches. Reconstruction and widening of the
approaches are documented to include dual northbound and southbound left-turn
lanes and dedicated right-turn lanes in each direction.
BACKGROUND GROWTH
Background traffic growth was estimated to account for general growth and buildout of unknown
developments along each of the study roadway and intersection. The background growth includes two
elements, general growth in the area and in-process or approved developments yet to be built out.
The general percentage growth is typically expressed in the form of a yearly percentage rate and includes
traffic from in-process and future development growth in the area. This growth rate was estimated using
historical traffic counts and information used for other traffic impacts studies in the area.
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There have been several other development studies done in the area. To be consistent with other studies,
a 2% annual growth rate will be applied to the existing traffic volumes for all roads in the study area.
Most of the growth is due to the in-process developments in the area, which will be included as in-process
trips.
Background In-Process Developments
As mentioned previously, the second element to background growth is the effect of buildout of in-process
developments within close proximity to the proposed development. Approved developments adjacent
to the site add traffic in the immediate vicinity of the project and therefore may not be captured in the
overall growth rate.
The in-process developments that have been identified are as follows:
▪ Fairbourne Development (Northwest corner of US 20/26 & Black Cat Road) - Consists of 166
single family homes and approximately 50,000 square-feet of commercial development. Full
buildout of the site is planned for year 2021.
▪ Tree Farm Residential Subdivision (Northeast corner of US 20/26 & Black Cat Road) -
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. 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. Full buildout of the site was estimated for year 2022 based on current
development of the site. Phase 1 is nearly completed, and corresponding site-generated trips
were captured in existing traffic counts. Therefore, buildout of the remaining two phases of
the development was assumed as in-process development.
▪ Chinden Boulevard/Ten Mile Mixed-Use Development (Southwest corner of US 20/26 &
Ten Mile Road) – The 66.1 acre development is planned to be developed in two phases with
the first phase consisting of a 166,000 square-foot Costco Wholesale warehouse and gasoline
fuel station. The second phase consists of 60,000 square-feet of retail pads, 115 apartments,
and 162 single-family residential homes. The TIS documents that Phase 1 of the development
was planned to occur in 2018, however construction has not started. The second phase isn’t
expected to be constructed until the year 2024. Therefore, the completion of Phase 1 and its
corresponding site-generated trips were included in this study.
▪ Linder Village Development (Southeast corner of US 20/26 & Linder Rd) - 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. Phase 1 is
proposed to be completed in 2020 with full buildout of the site occurring in 2022 and
therefore the appropriate site-generated trips will be assumed for both study years.
▪ Pleasant View Elementary (On Black Cat Road between US 20/26 and McMillan Road) –
Elementary school planned to accommodate approximately 650 students. Buildout is
expected to occur in 2020.
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36 Kittelson & Associates, Inc.
▪ Eagle Marketplace (Northeast of US 20/26 & Linder Road) – The site is not fully built-out and
consists of Fred Meyer and several other retail shops. Field visit observations determined that
approximately 80 percent of development is built-out. Therefore, the buildout of the
remaining 20 percent of the development was assumed to be completed by 2020.
▪ Knighthill Commercial (Southwest corner of US 20/26 & Linder Road) – Retail development
that 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. Field visit observations
determined that approximately 70 percent of development is built-out. The remaining
development of the site will be assumed to be completed by 2020.
▪ Foxtail and Ashbury Subdivisions (North of US 20/26 between Linder Road and Meridian
Road) – Residential subdivision with some commercial. In general, this development is nearly
built-out. Field visit observations determined that approximately 80 percent of development
is built-out. The remaining 20 percent of development at the site was be assumed to be
completed by 2020.
▪ Owyhee High School – The buildout of the new West Ada High School (Owyhee High School)
located in the northwest quadrant of the Ustick Road & McDermott Road intersection was
assumed in year 2020 and 2022 background traffic. Site-generated trips for the a.m. peak
hour were included as in-process trips. The school’s p.m. peak hour is earlier than a typical
midweek day p.m. peak hour. Therefore, site-generated trips to/from the school during the
school’s p.m. peak hour were not included in the analysis. Trips to/from the school during a
typical midweek day p.m. peak hour were captured, by assuming a two percent growth rate
within the study area. Information including site-generated trips were referenced from the
West Ada High School Transportation Impact Study (Reference 10). Since the approval of the
school’s TIS, which assumed a year 2020 buildout, current plans are for the school to be
opened in 2021. Due to the TIS for the school being based on a 2020 opening and to remain
conservative, this study assumes the background trips from the high school in both Phase 1
and Phase 2 traffic conditions.
CENTRAL VALLEY MIXED-USE DEVELOPMENT ESTIMATED TRIP GENERATION
The projected weekday daily, a.m., and p.m. peak hour vehicle trips for the proposed development were
estimated based on ITE’s Trip Generation Manual, 10th Edition (Reference 11). Internal trips were
calculated using NCHRP Report 684 (Reference 12) methodology which incorporates data collected and
presented in ITE’s Trip Generation Handbook, 3rd Edition (Reference 13). The mixed use of the site’s
residential housing units, proposed office buildings, and convenience store with gas station, is estimated
to generate internal trips accounting for 11% of a.m. and p.m. peak hour trips under full buildout of the
site.
There are many land-use categories that are applicable for the convenience store and gas station. They
vary based on the size of the building, number of fuel positions, and whether the store will be focused
on gas and vehicle services versus retail. Since a specific operator or details of this use is unknown at this
Central Valley TIS Project # 23513
Central Valley Background & Total Traffic Conditions January 2019
37 Kittelson & Associates, Inc.
time, the ITE Land Use Code 960 was used for estimating site trips for the supe r convenience store with
a gas station. This trip generation code is consistent with common convenience store/gas stations in the
region that include at least a 4,000 square foot convenience store and approximately 12 fuel positions.
This rate was assumed for the trip generation based on the proposed use within the site. The trip
generation of the hospital and emergency room were calculated separately to try and give a more realistic
trip generation estimate because of the small size (50 beds) of the proposed hospital.
Additionally, based on data provided for general and medical office buildings, as well as single-family
detached housing, the Trip Generation Handbook, 3rd Edition recommended the use of the fitted curve
equations to determine weekday daily, a.m., and p.m. peak hour vehicle trips. Table 9 summarizes the
estimated trip generation for the proposed Central Valley mixed-use development.
As shown in Table 9, upon full buildout of the site, anticipated to occur in approximately year 2022, the
proposed Central Valley mixed-use development is estimated to generate a total of 10,372 daily net new
trips, 745 net new weekday a.m. peak hour trips (546 inbound / 199 outbound), and 962 weekday p.m.
peak hour net new trips (281 inbound / 681 outbound).
Table 9. Central Valley Mixed-Use Development Estimated Trip Generation
Land Use ITE Code Size Daily
Weekday AM Peak Hour Weekday PM Peak Hour
Total In Out Total In Out
Phase 1
General Office Building 710 1 84,000 sq. ft. 896 105 90 15 96 15 81
Medical Office Building 720 1 95,000 sq. ft. 3,562 213 166 47 324 91 233
Super Convenience Market/Gas Station 960 4,000 sq. ft. 3,350 284 142 142 278 139 139
Total Trips (Phase 1) 7,808 602 398 204 698 245 453
Internal Trips (AM = 9%, PM = 3%) (468) (54) (27) (27) (20) (10) (10)
Net External Trips from Site 7,340 548 371 177 678 235 443
Passby Trips for Convenience Market/Gas Station (AM = 62%, PM = 56%) (1,977) (176) (88) (88) (156) (78) (78)
Net New Trips (Phase 1) 5,363 372 283 89 522 157 365
Phase 1 & 2 (Full Buildout)
General Office Building 710 216,000 2,240 229 197 32 237 38 199
Medical Office Building 720 145,000 5,483 311 243 68 493 138 355
Gas Station w/Convenience Market 960 4,000 3,350 284 142 142 278 139 139
Hospital 610 50 1,116 92 66 26 94 26 68
Free Standing Emergency Room 650 10,000 249 12 6 6 15 7 8
Single-Family Detached Housing 210 1 100 1,040 76 19 57 102 64 38
Assisted Living 254 88 229 17 11 6 23 9 14
Total Trips (Full Buildout) 13,707 1,021 684 337 1,242 421 821
Internal Trips for Office, Gas Station, and Residential (AM & PM = 10%) (1,358) (100) (50) (50) (124) (62) (62)
Net External Trips from Site 12,349 921 634 287 1,118 359 759
Passby Trips for Convenience Market/Gas Station (AM = 62%, PM = 56%) (1,977) (176) (88) (88) (156) (78) (78)
Net New Trips (Full Buildout) 10,372 745 546 199 962 281 681
Central Valley TIS Project # 23513
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38 Kittelson & Associates, Inc.
TRIP DISTRIBUTION AND TRIP ASSIGNMENT
The distribution of site generated trips onto the roadway system was based on the site’s access
connections to nearby arterials. Additionally, an area of impact analysis using a select zone assignment
for the proposed land use was provided by Community Planning Association of Southwest Idaho
(COMPASS) and reviewed for consistency. Attachment “A” includes the select zone analysis results
summary provided by COMPASS.
The select zone analysis included the access to US 20/26 and the access to Black Cat Road. Based on the
analysis, the distribution of the origins and destination of the site generated trips are estimated to be
approximately 25% from the west, 40% from the east, 15% from the south, and 20% from the north. The
westbound left-turn movement at the US 20/26 and McDermott Road intersection is not allowed due to
access restrictions, so a portion of the site-generated trips from the south have different routes when
traveling to and from the site. Figure 5 illustrates the estimated trip distribution patterns for the proposed
development. Figure 6 provides the trip assignment of site-generated trips based on the estimated trip
distribution for both Phase 1 and Phase 2 buildout of the development. Trip assignment volumes reflect
a.m. and p.m. peak hours.
SITESH
-
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Estimated Trip Distribution
Meridian, Idaho 5
Central Valley TIS January 2019
Figure
- Trip Distribution Percentage
LEGEND
- Study Intersections##
X - Site Access
XX%
N
5%
40%15%
5%
10
%
20
%
15
%
5%
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Site-Generated Trip Assignment (Phase 1 & 2)
Weekday AM and PM Peak Hours
Meridian, Idaho 6
Central Valley TIS January 2019
Figure
LEGEND
- Study Intersections##
X - Site Access
N
1
STAR RD & US 20/26
AM PEAK HOUR PM PEAK HOUR
SH-16 & US 20/26
AM PEAK HOUR PM PEAK HOUR
LEVI LN & US 20/26
AM PEAK HOUR PM PEAK HOUR
BLACK CAT RD & US 20/26
AM PEAK HOUR PM PEAK HOUR
BLACK CAT RD & WAVERTON DR
AM PEAK HOUR PM PEAK HOUR
2
3 4
45
(
8
7
)
0
(
0
)
0
(
0
)
0
(
0
)
0 (0)16 (36)
20
(
3
8
)
8
(
1
6
)
0
(
0
)
12
(
2
6
)
4
(
1
0
)
0
(
0
)
0 (0)24 (54)9 (20)0 (0)76 (147)37 (71)
0
(
0
)
0
(
0
)
0
(
0
)
77
(
1
1
8
)
0
(
0
)
84
(
1
3
4
)
186 (317)-44 (-44)0 (0)0 (0)-44 (-44)140 (230)
14
(
2
7
)
57
(
1
0
9
)
0
(
0
)
0 (0)71 (137)0 (0)22 (50)18 (40)
0
(
0
)
0
(
0
)
14
(
2
7
)
14
(
2
7
)
0
(
0
)
0
(
0
)
0 (0)42 (82)0 (0)4 (10)13 (30)4 (10)
25
(
4
5
)
0
(
0
)
0
(
0
)
0
(
0
)
0 (0)66 (123)
11
(
2
0
)
5
(
8
)
0
(
0
)
47
(
8
9
)
18
(
3
4
)
0
(
0
)
0 (0)99 (184)37 (68)0 (0)42 (76)20 (37)
0
(
0
)
0
(
0
)
0
(
0
)
17
4
(
2
9
1
)
0
(
0
)
20
3
(
3
4
5
)
118 (180)-39 (-39)0 (0)0 (0)-39 (-39)92 (135)
8
(
1
4
)
31
(
5
6
)
0
(
0
)
0 (0)39 (70)0 (0)91 (170)73 (136)
0
(
0
)
0
(
0
)
8
(
1
4
)
8
(
1
4
)
0
(
0
)
0
(
0
)
0 (0)24 (42)0 (0)18 (34)55 (102)18 (34)
A
## (##)- Phase 1 (Phase 2)
Central Valley TIS Project # 23513
Central Valley Background & Total Traffic Conditions January 2019
41 Kittelson & Associates, Inc.
YEAR 2020 (PHASE 1) BACKGROUND AND TOTAL TRAFFIC CONDITIONS
This section reports the expected traffic conditions in year 2020, with and without the buildout of Phase
1 of the proposed Central Valley mixed-use development. Mitigations for intersections falling below
ACHD and/or ITD operating standards under background and total traffic conditions will be addressed at
the end of this section. Appendix “F” includes the traffic operation worksheets for all Phase 1 background
and total traffic condition scenarios.
Phase 1 Background Weekday AM and PM Peak Hour Intersection Operations
Phase 1 background traffic conditions analyzed how the study area’s transportation system will operate
without the Phase 1 buildout of the Central Valley mixed-use development. Background traffic volumes
reflect existing traffic counts plus the annual regional growth rate, as well as approved in-process
development trips within the vicinity of the site. Like existing traffic conditions, background traffic
conditions were analyzed during the weekday a.m. and p.m. peak hour.
Figure 7 presents the a.m. and p.m. peak hour traffic volumes at each of the study intersections, while
Table 10 presents the traffic operation results for each intersection and its corresponding lane groups
under year 2020 background traffic conditions during the weekday a.m. and p.m. peak hours.
The following study intersections are expected operate below acceptable operating standards during
year 2020 background traffic condition weekday a.m. and p.m. peak hours:
▪ US 20/26 & Star Road (AM Peak Hour) – During the a.m. peak hour the overall intersection
operates with a v/c ratio of 1.03 with the southbound shared through/right-turn lane group
operating over capacity.
▪ US 20/26 & SH 16 (AM and PM Peak Hour) – During the a.m. and p.m. peak hour the overall
intersection operates with a v/c ratio of 0.60 and 0.79, respectively. However, the
southbound left-turn lane group operates with a v/c ratio of 0.91 and 0.90, exceeding ITD’s
lane group standard of 0.90 during the a.m. and p.m. peak hour, respectively.
As mentioned under existing traffic conditions, the actuated-coordinated signal plan
is providing adequate time for the southbound lane group and allotting the extra
green time to the coordinated through movements along US 20/26. This results in
less overall delay at the intersection. This is a typical timing strategy along US 20/26
to maximize capacity and minimize delay on the east-west movements.
▪ US 20/26 & Black Cat Road (AM and PM Peak Hour) – The northbound and southbound lane
groups at the unsignalized intersection operate with a v/c ratio greater than 1.00 and delay
resulting in LOS F during a.m. and p.m. peak hours.
The addition of Fairbourne development traffic contributes to the delay and v/c
ratio of the southbound lane groups to operate below ACHD standards.
SITESH
-
1
6
1 2 43
WAVERTON DR
BL
A
C
K
C
A
T
R
D
MC
D
E
R
M
O
T
T
R
D
ST
A
R
R
D
US 20/26
A
LE
V
I
L
N
PO
L
L
A
R
D
L
N
H:
\
2
3
\
2
3
5
1
3
-
C
e
n
t
r
a
l
V
a
l
l
e
y
M
i
x
e
d
-
U
s
e
D
e
v
e
l
o
p
m
e
n
t
\
d
w
g
s
\
2
3
5
1
3
_
F
i
g
u
r
e
s
.
d
w
g
J
a
n
3
1
,
2
0
1
9
-
1
1
:
3
3
a
m
-
b
k
o
r
p
o
r
a
a
l
L
a
y
o
u
t
T
a
b
:
F
i
g
7
_
B
a
c
k
g
r
o
u
n
d
(
2
0
2
0
)
Phase 1 Background Traffic Volumes
Weekday AM and PM Peak Hours
Meridian, Idaho 7
Central Valley TIS January 2019
Figure
LEGEND
- Study Intersections##
X - Site Access
N
1
STAR RD & US 20/26
AM PEAK HOUR PM PEAK HOUR
SH-16 & US 20/26
AM PEAK HOUR PM PEAK HOUR
LEVI LN & US 20/26
AM PEAK HOUR PM PEAK HOUR
BLACK CAT RD & US 20/26
AM PEAK HOUR PM PEAK HOUR
BLACK CAT RD & WAVERTON DR
AM PEAK HOUR PM PEAK HOUR
2
3 4
A
53 21
410
029
28 15 98
421734
29852147 8259031
1 1 1
112
110351 16602
16
43
0
41
4
33361952 393233
42
23
9
19
1
12
7
52
3
13
9
10185954 14672854
15
8
46
380
030
56 30 89
812779
76886125 159126797
1 1 1
812
19921 113373
60
42
1
51
1
31558568 747670
78
33
5
11
2
9717
5
12
2
12468217 159858105
Central Valley TIS Project # 23513
Central Valley Background & Total Traffic Conditions January 2019
43 Kittelson & Associates, Inc.
Table 10. Phase 1 Background Intersection Operations – Weekday AM and PM Peak Hour
Intersection
Intersection AM (PM) Lane
Group
AM Peak Hour PM Peak Hour
V/C1 LOS2 Delay3 V/C1 LOS2 Delay3 V/C1 LOS2 Delay3
US 20/26 & Star Road
1.03
(0.90)
E
(D)
73.5
(45.8)
EBL 0.82 E 78.7 0.83 E 71.0
EBT 0.87 D 50.1 0.66 D 36.9
EBTR 0.87 D 48.6 0.66 D 36.5
WBL 0.86 E 75.5 0.86 E 68.8
WBT 0.72 D 38.8 0.86 D 42.5
WBTR 0.72 D 38.1 0.86 D 41.5
NBL 0.46 D 42.5 0.29 C 31.7
NBTR 0.93 E 68.0 0.92 E 61.3
SBL 0.69 D 40.2 0.57 D 37.0
SBTR 1.22 F 159.3 0.62 D 40.1
Mitigated with Northbound and Southbound Right-Turn Lane
0.88
(0.83)
D
(D)
44.2
(35.7)
EBL 0.83 E 78.7 0.81 E 57.8
EBT 0.86 D 42.3 0.64 C 28.4
EBTR 0.86 D 41.2 0.64 C 28.0
WBL 0.87 F 83.3 0.83 D 54.9
WBT 0.69 C 33.3 0.83 C 32.2
WBTR 0.69 C 32.7 0.83 C 31.3
NBL 0.33 D 39.5 0.37 C 31.1
NBT 0.57 D 44.3 0.86 D 44.0
NBR 0.58 D 44.6 0.34 C 34.3
SBL 0.49 C 33.5 0.48 C 31.7
SBTR 0.91 D 52.6 0.79 D 40.8
US 20/26 & SH 16 0.60
(0.79)
D
(D)
42.4
(40.4)
EBL 0.89 E 79.8 0.88 E 78.1
EBT 0.45 B 11.9 0.43 B 13.2
WBT 0.39 C 24.1 0.74 D 36.4
WBR 0.25 A 3.8 0.70 A 9.3
NBR 0.67 F 89.2 0.82 F 83.3
SBL 0.91 E 74.8 0.90 E 73.9
SBR 0.81 E 61.5 0.86 E 61.8
US 20/26 & Levi Lane N/A N/A N/A
EBL 0.01 A 9.0 0.01 B 12.2
WBL 0.01 B 10.6 0.01 B 10.3
NBLTR 0.01 C 20.4 0.02 D 25.2
SBLTR 0.01 C 17.2 0.08 D 30.8
US 20/26 & Black Cat Road
N/A N/A N/A
EBL 0.03 A 9.0 0.16 B 13.8
WBL 0.13 B 11.2 0.24 B 12.1
NBLTR 1.52 F 352.8 Max F Max
SBL 1.86 F 752.9 Max F Max
SBTR 0.41 E 49.0 2.95 F 1109.7
Mitigated with Chinden/Ten Mile Development Improvements
0.51
(0.66)
B
(B)
13.4
(16.1)
EBL 0.07 A 8.0 0.29 B 12.1
EBT 0.72 B 13.8 0.61 B 13.3
EBTR 0.72 B 13.8 0.59 B 12.8
WBL 0.25 A 9.5 0.43 B 10.1
WBT 0.41 A 9.8 0.78 B 15.1
WBTR 0.41 A 9.8 0.78 B 15.2
NBL 0.09 B 19.6 0.23 C 26.6
NBTR 0.67 C 26.7 0.71 C 35.8
SBL 0.17 B 19.6 0.34 C 26.8
SBTR 0.26 C 21.5 0.57 C 32.2
Notes: 1 V/C Ratio is defined as vehicle-to-capacity ratio which calculates the number of vehicles divided by the capacity of the roadway/intersection
during the peak 15 minutes of the peak hour; 2 LOS = Level of Service; 3 Delay is reported in seconds per vehicle. Bold/italics and highlighted cells
indicate an intersection and/or lane group operating below its jurisdiction’s standards. Max denotes lane group v/c ratio and delay can’t be calculated.
Central Valley TIS Project # 23513
Central Valley Background & Total Traffic Conditions January 2019
44 Kittelson & Associates, Inc.
Phase 1 Background Roadway Segment Analysis
Roadway segment volumes were based on year 2020 background volumes at the study intersections. As
shown in Table 11, all roadway segments are expected to meet ACHD standards and operate at
acceptable LOS during the year 2020 background weekday a.m. and p.m. peak hour.
Table 11. Phase 1 Background Roadway Segment Operations - Weekday AM and PM Peak Hour
Roadway Segment Classification Travel Lanes1
ACHD Peak Hour
Std. Volume
(One-Way)
Weekday AM Peak Hour Weekday PM Peak Hour
One-Way
Volume/
Direction
Meets
Std.?
One-Way
Volume/
Direction
Meets
Std.?
Levi Lane (north of US 20/26) Collector 2 425 / LOS D 4 / NB Yes 11 / SB Yes
Waverton Drive (west of Black
Cat Road) Collector 2 425 / LOS D 29 / WB Yes 158 / WB Yes
Notes: 1 Travel lanes include the total number of lanes across the roadway’s respective cross section.
Phase 1 Total Weekday AM and PM Peak Hour Intersection Operations
Table 12 presents the traffic operations results for each study intersection and its corresponding lane
groups under year 2020 total traffic conditions during the weekday a.m. and p.m. peak hours, while
Figure 8 presents the a.m. and p.m. peak hour traffic volumes at each of the study intersections.
The following study intersections are expected operate below acceptable operating standards during
year 2020 total traffic condition weekday a.m. and p.m. peak hours:
▪ US 20/26 & Star Road (AM & PM Peak Hour) – The signalized intersection is expected to
operate with an overall v/c ratio of 1.05 and 0.94 during the a.m. and p.m. peak hour,
respectively.
▪ US 20/26 & SH 16 (AM and PM Peak Hour) – During the a.m. and p.m. peak hour the overall
intersection operates with a v/c ratio of 0.66 and 0.84, respectively. However, the
southbound left-turn lane group operates with a v/c ratio of 0.92 and 0.91, exceeding ITD’s
lane group standard of 0.90 during the a.m. and p.m. peak hour, respectively.
As mentioned under background traffic conditions, the actuated-coordinated signal
plan is providing adequate time for the southbound lane group and allotting the
extra green time to the coordinated through movements along US 20/26. This
results in less overall delay at the intersection.
▪ US 20/26 & Levi Lane (AM and PM Peak Hour) – With the addition of site-generated trips
the northbound and southbound approaches exceed capacity and operate with delays
resulting in LOS F during the a.m. and p.m. peak hour.
▪ US 20/26 & Black Cat Road (AM and PM Peak Hour) – The northbound and southbound
lane groups at the unsignalized intersection operates with a v/c ratio greater than 1.00 and
delay resulting in LOS F during a.m. and p.m. peak hours.
SITESH
-
1
6
1 2 43
WAVERTON DR
BL
A
C
K
C
A
T
R
D
MC
D
E
R
M
O
T
T
R
D
ST
A
R
R
D
US 20/26
A
LE
V
I
L
N
PO
L
L
A
R
D
L
N
H:
\
2
3
\
2
3
5
1
3
-
C
e
n
t
r
a
l
V
a
l
l
e
y
M
i
x
e
d
-
U
s
e
D
e
v
e
l
o
p
m
e
n
t
\
d
w
g
s
\
2
3
5
1
3
_
F
i
g
u
r
e
s
.
d
w
g
J
a
n
3
1
,
2
0
1
9
-
1
1
:
3
3
a
m
-
b
k
o
r
p
o
r
a
a
l
L
a
y
o
u
t
T
a
b
:
F
i
g
8
_
T
o
t
a
l
(
2
0
2
0
)
Phase 1 Total Traffic Volumes
Weekday AM and PM Peak Hours
Meridian, Idaho 8
Central Valley TIS January 2019
Figure
LEGEND
- Study Intersections##
X - Site Access
N
1
STAR RD & US 20/26
AM PEAK HOUR PM PEAK HOUR
SH-16 & US 20/26
AM PEAK HOUR PM PEAK HOUR
LEVI LN & US 20/26
AM PEAK HOUR PM PEAK HOUR
BLACK CAT RD & US 20/26
AM PEAK HOUR PM PEAK HOUR
BLACK CAT RD & WAVERTON DR
AM PEAK HOUR PM PEAK HOUR
2
3 4
A
99 21
410
0
45
47 23 98
532134
29876156 8266768
1 1 1
78186
1879911 1616142
31
48
7
41
4
33369052 415251
42
23
9
20
5
14
2
52
3
13
9
10190254 15174158
18
3
46
380
0
96
67 35 89
12
9
4579
76984161 1591310117
1 1 1
18
2
120
5
1199531 1129896
67
45
3
51
1
31562568 838743
78
33
5
12
0
10
5
17
5
12
2
12470617 178912124
Central Valley TIS Project # 23513
Central Valley Background & Total Traffic Conditions January 2019
46 Kittelson & Associates, Inc.
Table 12. Phase 1 Total Intersection Operations – Weekday AM and PM Peak Hour
Intersection
Intersection AM (PM) Lane
Group
AM Peak Hour PM Peak Hour
V/C1 LOS2 Delay3 V/C1 LOS2 Delay3 V/C1 LOS2 Delay3
US 20/26 & Star Road
1.05
(0.94)
E
(D)
78.2
(53.4)
EBL 0.84 F 86.9 0.85 F 80.6
EBT 0.89 E 57.7 0.67 D 41.1
EBTR 0.89 E 55.6 0.67 D 40.7
WBL 0.88 F 83.8 0.88 F 80.4
WBT 0.71 D 41.9 0.88 D 50.3
WBTR 0.71 D 41.1 0.88 D 48.7
NBL 0.50 D 47.8 0.29 D 36.0
NBTR 0.96 F 84.1 0.94 E 74.9
SBL 0.82 D 48.4 0.65 D 43.4
SBTR 1.20 F 155.7 0.61 D 45.6
Mitigated with NB and SB Right-Turn Lane + Additional SB Through Lane
0.83
(0.85)
D
(D)
36.8
(37.7)
EBL 0.80 E 62.2 0.82 E 62.9
EBT 0.84 C 34.3 0.64 C 30.4
EBTR 0.84 C 33.5 0.64 C 30.1
WBL 0.83 E 58.5 0.85 E 59.4
WBT 0.67 C 26.9 0.84 C 34.0
WBTR 0.67 C 26.4 0.84 C 33.2
NBL 0.29 D 35.7 0.24 C 32.1
NBT 0.72 D 44.1 0.87 D 48.7
NBR 0.73 D 44.8 0.37 D 38.3
SBL 0.56 C 32.7 0.54 D 35.4
SBT 0.83 D 41.9 0.29 D 35.9
SBR 0.39 D 34.9 0.35 D 36.9
US 20/26 & SH 16 0.67
(0.84)
D
(D)
43.2
(41.6)
EBL 0.89 E 79.8 0.88 E 78.1
EBT 0.53 B 15.2 0.48 B 15.1
WBT 0.44 C 27.8 0.82 D 42.1
WBR 0.28 A 4.1 0.78 B 12.1
NBR 0.85 F 94.4 0.83 F 84.9
SBL 0.92 E 76.7 0.91 E 75.1
SBR 0.71 E 56.4 0.81 E 58.4
US 20/26 & Levi Lane
N/A N/A N/A
EBL 0.24 B 10.7 0.26 C 15.1
WBL 0.01 B 10.4 0.01 B 10.1
NBLTR 0.03 E 35.3 >1.00 F >50.0
SBLTR 0.99 F 116.9 3.18 F 1052.2
Mitigated with Traffic Signal
0.42
(0.61)
B
(B)
16.7
(14.3)
EBL 0.40 B 13.3 0.34 A 8.2
EBTR 0.47 B 15.1 0.42 B 13.2
WBL 0.01 B 10.7 0.01 A 8.3
WBT 0.26 A 6.9 0.59 A 0.8
WBR 0.13 A 6.1 0.10 A 0.01
NBLTR 0.02 E 66.0 0.02 D 50.4
SBL 0.55 E 75.0 0.74 E 73.5
SBTR 0.64 E 74.6 0.65 E 61.1
US 20/26 & Black Cat Road
N/A N/A N/A
EBL 0.04 A 9.3 0.17 B 14.5
WBL 0.14 B 11.5 0.28 B 13.3
NBLTR 3.25 F 1169.8 Max F Max
SBL 4.03 F 1907.7 Max F Max
SBTR 0.59 F 82.5 7.02 F 3166.7
Mitigated with Chinden/Ten Mile Development Improvements
0.43
(0.69)
B
(C)
13.8
(23.7)
EBL 0.06 A 5.2 0.23 C 31.4
EBT 0.44 A 1.0 0.53 A 1.6
EBTR 0.44 A 1.0 0.53 A 1.6
WBL 0.18 A 4.9 0.42 B 15.8
WBT 0.31 A 7.7 0.71 C 26.2
WBTR 0.31 A 7.6 0.71 C 26.4
NBL 0.29 E 69.4 0.36 E 63.0
NBTR 0.86 F 85.1 0.86 F 94.4
SBL 0.59 F 81.4 0.66 E 64.5
Central Valley TIS Project # 23513
Central Valley Background & Total Traffic Conditions January 2019
47 Kittelson & Associates, Inc.
Intersection
Intersection AM (PM) Lane
Group
AM Peak Hour PM Peak Hour
V/C1 LOS2 Delay3 V/C1 LOS2 Delay3 V/C1 LOS2 Delay3
SBTR 0.73 F 87.0 0.62 E 69.0
Notes: 1 V/C Ratio is defined as vehicle-to-capacity ratio which calculates the number of vehicles divided by the capacity of the roadway/intersection
during the peak 15 minutes of the peak hour; 2 LOS = Level of Service; 3 Delay is reported in seconds per vehicle. Bold/italics and highlighted cells
indicate an intersection and/or lane group operating below its jurisdiction’s standards. Max denotes lane group v/c ratio and delay can’t be calculated.
Phase 1 Total Roadway Segment Analysis
Roadway segment volumes were based on year 2022 background volumes at the study intersections. As
shown in Table 13, all roadway segments are expected to meet ACHD standards and operate at
acceptable LOS during the year 2022 background weekday a.m. and p.m. peak hour.
Table 13. Phase 1 Total Roadway Segment Operations – Weekday AM and PM Peak Hour
Roadway Segment Classification Travel Lanes1
ACHD Peak Hour
Std. Volume
(One-Way)
Weekday AM Peak Hour Weekday PM Peak Hour
One-Way
Volume/
Direction
Meets
Std.?
One-Way
Volume/
Direction
Meets
Std.?
Levi Lane (north of US 20/26) Collector 5 (Proposed) 1,080 / LOS D 330 / NB Yes 389 / SB Yes
Waverton Drive (west of Black
Cat Road) Collector 2 425 / LOS D 99 / WB Yes 183 / WB Yes
Notes: 1 Travel lanes include the total number of lanes across the roadway’s respective cross section.
PHASE 1 BACKGROUND AND TOTAL TRAFFIC CONDITION MITIGATIONS
Mitigations are provided for intersections and/or lane groups falling below ITD and/or ACHD v/c ratio or
level of service standards under year 2020, phase 1 background and total traffic operations. The following
are the recommended mitigations identified at each of the impacted intersections. Appendix “G” includes
the traffic operation worksheets for all Phase 1 mitigated background and total traffic condition scenarios.
US 20/26 & Star Road
Under year 2020 background and total traffic conditions, the intersection is expected to operate with an
overall v/c ratio 1.03 and 1.05 during the a.m. peak hour, respectively. During the year 2020 total traffic
condition p.m. peak hour, the intersection is expected to operate with a v/c ratio of 1.05 and 0.94 during
the a.m. and p.m. peak hour, respectively. This exceeds ITD’s and ACHD’s overall intersection v/c ratio of
0.90. The southbound shared through/right-turn lane group is expected to operate with a v/c ratio
greater than 1.00 during background and total traffic condition a.m. peak hour. All other lane groups are
expected to operate within ITD’s and ACHD’s lane group v/c ratio standards.
Mitigation for this intersection was previously identified in the TIS for the new Owyhee High School.
Recommended mitigation included the addition of a separate northbound and southbound right-turn
lane at the intersection upon buildout of the site in year 2020. The addition of the right-turn lanes
compliments the future widening of the intersection’s approaches as outlined in the 2016 CIP (IN2016-
80), scheduled for year 2026-2030 timeframe. However, with the addition of site-generated trips (or
Central Valley TIS Project # 23513
Central Valley Background & Total Traffic Conditions January 2019
48 Kittelson & Associates, Inc.
future background growth in 2022), an additional southbound through lane would be needed to mitigate
the overall intersection and lane groups during the a.m. peak hour. With the addition of the northbound
and southbound right-turn lanes, as well as the additional southbound through lane, the intersection is
expected to operate with a v/c ratio of 0.83 and 0.85 during total a.m. and p.m. peak hour traffic
conditions, respectively.
Site-generated trips from Central Valley mixed-use development are estimated to account for
approximately 2.8% and 4.4% of total entering volume during the a.m. and p.m. peak hour in year 2020.
Furthermore, site-generated trips are will not account for any percentage of the trips within the
southbound through and/or right-turn lane group.
Consistent with the West Ada High School Transportation Impact Study, northbound and southbound
right-turn lanes are recommended in addition to a second southbound through lane for the intersection
to operate within both jurisdiction’s v/c ratio standards.
Therefore, while mitigations for this intersection have been identified, the following should be
considered when determining when and how to best improve operations at this intersection:
▪ ITD has plans for widening of US 20/26 through this intersection in approximately 2024. This
is anticipated to improve operations by improving lane utilization and the addition of turn
lanes.
▪ Right-of-way is limited on the north and south approaches and would likely not
accommodate the addition of turn lanes.
▪ The intersection is older with overhead power lines on the north side of the road.
▪ Need for improvements at the US 20/26 & Star Road intersection were identified as part of
the new Owyhee High School and no improvements were required per ITD or ACHD.
▪ Star Road serves regional traffic from Nampa and will serve traffic from the proposed
“Project Bronco” facility proposed near the Star Road/Franklin Road intersection.
▪ Site traffic is projected to account for approximately of 2.8% and 4.4% of the total entering
volume at the intersection during the year 2020 a.m. and p.m. peak hour, respectively.
US 20/26 & SH 16
Under year 2020 background and total traffic conditions, the overall intersection operates within ITD’s
standard v/c ratio of 0.90, during both the a.m. and p.m. peak hours. However, during the p.m. peak hour
the southbound left-turn lane group exceeds ITD’s lane group standard of 0.90. Under background traffic
conditions the southbound left-turn lane group operates with a v/c ratio of 0.91 and 0.90 during the a.m.
and p.m. peak hour, and under total traffic conditions with a v/c ratio of 0.92 and 0.91 during the a.m.
and p.m. peak hour, respectively.
Central Valley TIS Project # 23513
Central Valley Background & Total Traffic Conditions January 2019
49 Kittelson & Associates, Inc.
As explained under existing traffic conditions, the traffic signal runs an actuated coordination plan with a
160 second cycle length. While the southbound left-turn lane group’s v/c ratio is greater than 0.90, the
traffic signal is serving the lane group and therefore providing extra time to the through movements
along US 20/26, since these are the coordinated movements with minimum recalls. If the volume of
southbound left-turn movement increases, the actuation of the signal will take green time from through
movements along US 20/26 in order to serve the additional demand from the southbound left-turn lane
group. This signal timing strategy maximizes the capacity and reduces the delay on the east-west
approaches and is common at signalized intersections along the corridor. Therefore, no mitigation is
recommended.
With signal timing adjustments, the southbound lane group would operate with a v/c ratio of 0.61 and
0.58 during the background a.m. and p.m. peak hour, respectively, and operate with a v/c ratio of 0.70
and 0.77 during the total a.m. and p.m. peak hour, respectively. A small increase in overall delay for the
intersection would occur and therefore this mitigation is not recommended as the signal is operating as
programed.
US 20/26 & Levi Lane
With the addition of Central Valley’s Phase 1 site-generated trips, the northbound and southbound
approaches at unsignalized intersection fall below ACHD standards. Currently, the only planned
improvement at this location is part of the Chinden/Ten Mile Development which would widen US 20/26
from its current three-lane cross section to five-lane cross section between Black Cat Road and US 20/26.
Assuming the widening is in place by the time Phase 1 is completed the northbound and southbound
approaches improve, however, each approach’s delay falls below ACHD operating standards and
therefore is required to evaluate the need for a traffic signal. Additionally, because the developer has
been deeded full access at this site, an evaluation was conducted to determine if a traffic signal is
warranted to accommodate full access. Intersection operations assuming the widen of US 20/26 with the
inclusion of Phase 1 site-generated trips is provided in Table 14.
Table 14. Intersection Operations at US 20/26 & Levi Lane with Chinden/Ten Mile Improvements
Intersection
Intersection AM (PM) Lane
Group
AM Peak Hour PM Peak Hour
V/C1 LOS2 Delay3 V/C1 LOS2 Delay3 V/C1 LOS2 Delay3
US 20/26 & Levi Lane
US 20/26 Widening from Three-Lane to Five-Lane Cross Section
N/A N/A N/A
EBL 0.24 B 10.7 0.26 C 15.1
WBL 0.01 B 10.4 0.01 B 10.1
NBLTR 0.02 D 30.4 0.04 F 50.0
SBL 0.46 E 40.4 1.88 F 501.4
SBTR 0.14 B 11.5 0.57 D 26.8
A planning level signal warrant analysis was conducted for the US 20/26 & Levi Lane intersection. Like the
signal warrant analysis for Black Cat Road the MUTCD signal warrant analysis was performed applying
the 24-hour count profile from ITD’s Automatic Traffic Recorder (ATR) # 159 (McDermott) based on the
peak hour counts collected at the US 20/26 & Levi Lane intersection in December 2018. For consistency,
Central Valley TIS Project # 23513
Central Valley Background & Total Traffic Conditions January 2019
50 Kittelson & Associates, Inc.
the 24-hour volume profile from ITD ATR #159 reflects the average hourly volume profile during the
month of December for a midweek day.
Table 15. Eight-Hour & Four-Hour Signal Warrant Thresholds at US 20/26 & Levi Lane
Hour
Warrant #1 (Eight-Hour Warrant) Warrant #2 (Four-Hour Warrant)
US 20/26
EB & WB
Combined1
Levi Lane
(Higher Street
Approach)2
Condition Met?
(A and/or B)
US 20/26
EB & WB
Combined1
Levi Lane
(Higher Street
Approach)2
Threshold
Threshold
Met?
(Yes or No)
12:00 70 11 No 70 11 344 No
1:00 42 8 No 42 8 364 No
2:00 35 7 No 35 7 369 No
3:00 41 7 No 41 7 365 No
4:00 138 22 No 138 22 298 No
5:00 393 37 No 393 37 163 No
6:00 898 89 B 898 89 60 Yes
7:00 1,513 165 A & B 1,513 165 60 Yes
8:00 1,233 243 A & B 1,233 243 60 Yes
9:00 1,038 239 A & B 1,038 239 60 Yes
10:00 927 238 A & B 927 238 60 Yes
11:00 979 237 A & B 979 237 60 Yes
12:00 999 233 A & B 999 233 60 Yes
13:00 1,041 231 A & B 1,041 231 60 Yes
14:00 1,130 240 A & B 1,130 240 60 Yes
15:00 1,400 249 A & B 1,400 249 60 Yes
16:00 1,615 250 A & B 1,615 250 60 Yes
17:00 1,729 388 A & B 1,729 388 60 Yes
18:00 1,157 133 A&B 1,157 133 60 Yes
19:00 665 101 B 665 101 78 Yes
20:00 526 77 B 526 77 114 No
21:00 424 62 No 424 62 150 No
22:00 251 44 No 251 44 231 No
23:00 236 7 No 236 7 304 No
Notes: 1 The combined northbound and southbound volumes along US 20/26 represent the 24-hour counts collected by ITD in December 2018.
2Represents the highest volume on either minor street approach for that hour, which was from the 24-hour counts collected by KAI in December 2018.
Italics indicates volumes meeting Condition A thresholds. Bold indicates volumes meeting Condition B volume thresholds. Bold and italics indicate
volumes meeting Condition A and Condition B volume thresholds. Highlighted cells indicate the hours in which thresholds of Condition A and/or
Condition B are met, as well as hours in which thresholds are met for Warrant #2.
Like the signal warrant analysis at Black Cat Road, no reductions in volumes for minor street right-turning
vehicles were made due to the anticipated shared through/right lanes on the minor approaches, as well
as high volumes and high speeds on US 20/26. The signal warrant analysis concluded that the eight-hour
warrant, four-hour warrant, and peak hour warrant were all met under existing traffic conditions. The
signal warrant volumes and findings for the eight-hour and four-hour warrant are presented in Table 15.
With signalization, widening of US 20/26 to accommodate an additional through lane in the east and west
directions is necessary. This is due to the high peak hour volumes on US 20/26 that cannot accommodate
Central Valley TIS Project # 23513
Central Valley Background & Total Traffic Conditions January 2019
51 Kittelson & Associates, Inc.
being stopped at a traffic signal in a single lane and still meet ITD intersection standards. Widening of US
20/26 to add the additional through lanes is planned for 2020-2021 as part of the Chinden/Ten Mile
Development improvements.
By converting the two-way stop-controlled
intersection to be a traffic signal with the
lane configurations assumed in Exhibit 2,
the intersection is expected to operate at
LOS B with a v/c ratio of 0.42 or better and
LOS B with a v/c ratio of 0.61 or better
during the a.m. and p.m. peak hour,
respectively. Therefore, we recommend
the installation of a traffic signal at the US
20/26 & Levi Lane intersection with the
following lane configuration under Phase 1
buildout:
▪ Dedicated left-turn lane for
the eastbound, westbound
and southbound approach;
▪ Dedicated right-turn lane for the westbound approach; and
▪ Two through lanes for the eastbound and westbound approach.
While these improvements are recommended under Phase 1 buildout, the development plans for Phase
1 include the construction of Levi Lane as a five-lane collector and provide the ultimate buildout of the
intersection as described in Phase 2 and seen in Exhibit 3.
US 20/26 & Black Cat Road
With the addition of Fairbourne Subdivision trips, the unsignalized intersection continues to fail under
background a.m. and p.m. peak hour traffic conditions. This continues under total a.m. and p.m. peak
hour traffic conditions with the addition on Phase 1 site -generated trips. Site-generated trips are
estimated to account for approximately 8.8% and 8.6% of total entering volume at the intersection under
year 2020 total a.m. and p.m. peak hour, respectively.
As found under existing a.m. and p.m. peak hour traffic conditions the northbound and southbound lane
groups continue to operate with a v/c ratio greater than 1.00 during the weekday a.m. and p.m. peak
hours, which does not meet ACHD operating standards.
With the implementation of the Chinden/Ten Mile Development improvements, which include privately-
funded improvements to this intersection and adjacent roadways, the intersection is expected to operate
within ACHD and ITD operating standards under Phase 1 background and total a.m. and p.m. peak hour
traffic conditions, as shown in Table 10 and Table 12.
Exhibit 2. Recommended Lane Configuration at US 20/26 &
Levi Lane (Phase 1)
Central Valley TIS Project # 23513
Central Valley Background & Total Traffic Conditions January 2019
52 Kittelson & Associates, Inc.
YEAR 2022 (PHASE 2) BACKGROUND AND TOTAL TRAFFIC CONDITIONS
This section reports the expected traffic conditions in year 2022, with and without the buildout of Phase
2 of the proposed Central Valley mixed-use development. Completion of Phase 2 represents full buildout
of the proposed development. Mitigations for intersections falling below ACHD and/or ITD operating
standards under background and total traffic conditions will be addressed at the end of this section.
Appendix “H” includes the traffic operation worksheets for all Phase 2 background and total traffic
conditions scenarios.
Phase 2 Background Weekday AM and PM Peak Hour Intersection Operations
Phase 2 background traffic conditions analyzed how the study area’s transportation system will operate
without the Phase 2 buildout of the Central Valley mixed-use development. Background traffic volumes
reflect existing traffic counts plus four years of annual regional growth, as well as approved in-process
development trips within the vicinity of the site. Consistent with previous sections, background traffic
conditions were analyzed during the weekday a.m. and p.m. peak hour.
Table 16 presents the traffic operation results for each intersection and its corresponding lane groups
under year 2022 background traffic conditions during the weekday a.m. and p.m. peak hours, while Figure
9 presents the a.m. and p.m. peak hour traffic volumes at each of the study intersections.
The following study intersections are expected operate below acceptable operating standards during
year 2022 background traffic condition weekday a.m. and p.m. peak hours:
▪ US 20/26 & Star Road (PM Peak Hour) – The signalized intersection is expected to operate
with an overall v/c ratio of 1.06 and 0.94 during the a.m. and p.m. peak hour, respectively.
▪ US 20/26 & SH 16 (AM and PM Peak Hour) – During the a.m. and p.m. peak hour the overall
intersection operates with a v/c ratio of 0.66 and 0.81, respectively. However, the
southbound left-turn lane group operates with a v/c ratio of 0.91 during the a.m. and p.m.
peak hour, exceeding ITD’s lane group standard of 0.90.
As mentioned under existing and Phase 1 traffic conditions, the actuated-
coordinated signal plan is providing adequate time for the southbound lane group
and allotting the extra green time to the coordinated through movements along US
20/26. This results in less overall delay at the intersection.
▪ US 20/26 & Black Cat Road (AM and PM Peak Hour) – The northbound and southbound lane
groups at the unsignalized intersection operates with a v/c ratio greater than 1.00 and delay
resulting in LOS F during a.m. and p.m. peak hours.
SITESH
-
1
6
1 2 43
WAVERTON DR
BL
A
C
K
C
A
T
R
D
MC
D
E
R
M
O
T
T
R
D
ST
A
R
R
D
US 20/26
A
LE
V
I
L
N
PO
L
L
A
R
D
L
N
H:
\
2
3
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2
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9
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r
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d
(
2
0
2
2
)
Phase 2 Background Traffic Volumes
Weekday AM and PM Peak Hours
Meridian, Idaho 9
Central Valley TIS January 2019
Figure
LEGEND
- Study Intersections##
X - Site Access
N
1
STAR RD & US 20/26
AM PEAK HOUR PM PEAK HOUR
SH-16 & US 20/26
AM PEAK HOUR PM PEAK HOUR
LEVI LN & US 20/26
AM PEAK HOUR PM PEAK HOUR
BLACK CAT RD & US 20/26
AM PEAK HOUR PM PEAK HOUR
BLACK CAT RD & WAVERTON DR
AM PEAK HOUR PM PEAK HOUR
2
3 4
A
71 26
530
038
28 18
10
5
552245
37924153 8360841
1 1 1
112
111221 16912
20
46
9
42
9
346
66454 411244
43
24
4
20
3
13
8
53
5
14
5
105
89056 150758
57
21
0 58
470
040
58 40 96
10
8
3510
2
101917129 1611319127
1 1 1
912
110511 114103
66
45
0
53
1
328
61270 781698
81
34
9
11
8
10
2
18
2
12
7
129
71017 166896
110
Central Valley TIS Project # 23513
Central Valley Background & Total Traffic Conditions January 2019
54 Kittelson & Associates, Inc.
Table 16. Phase 2 Background Intersection Operations – Weekday AM and PM Peak Hour
Intersection
Intersection AM (PM) Lane
Group
AM Peak Hour PM Peak Hour
V/C1 LOS2 Delay3 V/C1 LOS2 Delay3 V/C1 LOS2 Delay3
US 20/26 & Star Road
1.06
(0.94)
F
(D)
80.7
(52.6)
EBL 0.84 F 85.3 0.85 E 79.2
EBT 0.88 E 56.5 0.67 D 40.7
EBTR 0.89 D 54.5 0.67 D 40.3
WBL 0.87 F 82.1 0.87 E 77.3
WBT 0.74 D 42.7 0.88 D 49.7
WBTR 0.74 D 41.8 0.88 D 48.2
NBL 0.50 D 46.9 0.31 C 35.0
NBTR 0.96 F 82.1 0.95 E 73.7
SBL 0.80 D 47.0 0.65 D 42.4
SBTR 1.23 F 169.3 0.63 D 45.1
Mitigated with NB and SB Right-Turn Lane + Additional SB Through Lane
0.83
(0.85)
D
(D)
37.1
(37.9)
EBL 0.81 E 64.3 0.82 E 62.8
EBT 0.84 C 34.9 0.65 C 30.6
EBTR 0.84 C 34.0 0.65 C 30.2
WBL 0.84 E 62.8 0.84 E 60.2
WBT 0.70 C 28.2 0.84 C 35.0
WBTR 0.70 C 27.7 0.84 C 34.0
NBL 0.29 C 34.5 0.25 C 31.4
NBT 0.68 D 42.1 0.87 D 48.2
NBR 0.67 D 42.3 0.35 D 37.4
SBL 0.54 C 32.2 0.53 D 35.0
SBT 0.83 D 41.1 0.29 D 35.6
SBR 0.39 C 34.3 0.36 D 36.5
US 20/26 & SH 16 0.64
(0.81)
D
(D)
43.3
(41.6)
EBL 0.89 F 80.6 0.88 E 79.0
EBT 0.50 B 13.6 0.46 B 14.8
WBT 0.42 C 26.6 0.77 D 39.1
WBR 0.27 A 4.1 0.74 B 10.8
NBR 0.81 F 96.7 0.82 F 83.9
SBL 0.91 E 76.1 0.91 E 75.0
SBR 0.78 E 59.3 0.84 E 60.3
US 20/26 & Levi Lane N/A N/A N/A
EBL 0.01 A 9.1 0.01 B 12.7
WBL 0.01 B 11.1 0.01 B 10.5
NBLTR 0.02 C 22.2 0.02 D 27.2
SBLTR 0.02 C 18.3 0.09 D 34.3
US 20/26 & Black Cat Road
N/A N/A N/A
EBL 0.04 A 9.2 0.23 C 15.4
WBL 0.14 B 11.8 0.26 B 12.4
NBLTR 2.30 F 719.2 Max F Max
SBL 3.90 F 1818.1 Max F Max
SBTR 0.63 F 78.7 5.89 F 2521.1
Mitigated with Chinden/Ten Mile Development Improvements
0.55
(0.72)
B
(B)
14.4
(18.6)
EBL 0.09 A 8.1 0.43 B 16.0
EBT 0.74 B 14.6 0.61 B 14.5
EBTR 0.74 B 14.6 0.61 B 14.5
WBL 0.27 B 10.3 0.45 B 11.5
WBT 0.42 B 10.4 0.80 B 17.3
WBTR 0.42 B 10.3 0.81 B 17.5
NBL 0.09 C 21.2 0.25 C 31.0
NBTR 0.69 C 28.9 0.76 D 42.1
SBL 0.22 C 21.1 0.44 C 30.7
SBLTR 0.31 C 23.2 0.61 D 36.0
Notes: 1 V/C Ratio is defined as vehicle-to-capacity ratio which calculates the number of vehicles divided by the capacity of the roadway/intersection
during the peak 15 minutes of the peak hour; 2 LOS = Level of Service; 3 Delay is reported in seconds per vehicle. Bold/italics and highlighted cells
indicate an intersection and/or lane group operating below its jurisdiction’s standards. Max denotes lane group v/c ratio and delay can’t be calculated.
Central Valley TIS Project # 23513
Central Valley Background & Total Traffic Conditions January 2019
55 Kittelson & Associates, Inc.
Phase 2 Background Roadway Segment Analysis
Roadway segment volumes were based on year 2022 background volumes at the study intersections. As
shown in Table 17, all roadway segments are expected to meet ACHD standards and operate at
acceptable LOS during the year 2022 background weekday a.m. and p.m. peak hour.
Table 17. Phase 2 Background Roadway Segment Operations – Weekday AM and PM Peak Hour
Roadway Segment Classification Travel Lanes1
ACHD Peak Hour
Std. Volume
(One-Way)
Weekday AM Peak Hour Weekday PM Peak Hour
One-Way
Volume/
Direction
Meets
Std.?
One-Way
Volume/
Direction
Meets
Std.?
Levi Lane (north of US 20/26) Collector 2 425 / LOS D 4 / NB Yes 12 / SB Yes
Waverton Drive (west of Black
Cat Road) Collector 2 425 / LOS D 71 / WB Yes 210 / WB Yes
Notes: 1 Travel lanes include the total number of lanes across the roadway’s respective cross section.
Phase 2 Total Weekday AM and PM Peak Hour Intersection Operations
Table 18 presents the traffic operations results for each study intersection and its corresponding lane
groups under year 2022 total traffic conditions during the weekday a.m. and p.m. peak hours, while
Figure 10 presents the a.m. and p.m. peak hour traffic volumes at each of the study intersections under
year 2022 total traffic conditions.
The following study intersections are expected operate below acceptable operating standards during
year 2022 total traffic condition weekday a.m. and p.m. peak hours:
▪ US 20/26 & Star Road (AM and PM Peak Hour) – The signalized intersection is expected to
operate with an overall v/c ratio of 1.10 and 1.02 during the a.m. and p.m. peak hour,
respectively.
▪ US 20/26 & SH 16 (AM and PM Peak Hour) – During the p.m. peak hour the overall
intersection operates with a v/c ratio 0.94, exceeding ITD’s intersection v/c ratio standard.
The southbound left-turn lane and westbound through lane groups are exceeding ITD’s lane
group standard of 0.90 during the p.m. peak hour, respectively.
▪ US 20/26 & Levi Lane (AM and PM Peak Hour) – With the addition of site-generated trips
the northbound and southbound approaches exceed capacity and operate with delays
resulting in LOS F during the a.m. and p.m. peak hour.
▪ US 20/26 & Black Cat Road (AM and PM Peak Hour) – The northbound and southbound lane
groups at the unsignalized intersection operates with a v/c ratio greater than 1.00 and delay
resulting in LOS F during a.m. and p.m. peak hours.
SITESH
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1
6
1 2 43
WAVERTON DR
BL
A
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US 20/26
A
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a
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F
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1
0
_
T
o
t
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l
(
2
0
2
2
)
Phase 2 Total Traffic Volumes
Weekday AM and PM Peak Hours
Meridian, Idaho 10
Central Valley TIS January 2019
Figure
LEGEND
- Study Intersections##
X - Site Access
N
1
STAR RD & US 20/26
AM PEAK HOUR PM PEAK HOUR
SH-16 & US 20/26
AM PEAK HOUR PM PEAK HOUR
LEVI LN & US 20/26
AM PEAK HOUR PM PEAK HOUR
BLACK CAT RD & US 20/26
AM PEAK HOUR PM PEAK HOUR
BLACK CAT RD & WAVERTON DR
AM PEAK HOUR PM PEAK HOUR
2
3 4
A
15
8 26
530
074
67 35
10
5
813245
37
978173 83756
112
1 1 1
11
9
113
6
318
10781 1647
232
47
57
9
42
9
32180054 461284
43
24
4
23
0
16
5
53
5
14
5
10597256 16078867
25
5 58
470
0163
78 49 96
19
7
6910
2
101
1101198 1611394
163
1 1 1
30
0
134
8
181
10121 11371
138
80
50
6
53
1
32868270 952834
81
34
9
13
2
11
6
18
2
12
7
12975217 200998144
Central Valley TIS Project # 23513
Central Valley Background & Total Traffic Conditions January 2019
57 Kittelson & Associates, Inc.
Table 18. Phase 2 Total Intersection Operations – Weekday AM and PM Peak Hour
Intersection
Intersection AM (PM) Lane
Group
AM Peak Hour PM Peak Hour
V/C1 LOS2 Delay3 V/C1 LOS2 Delay3 V/C1 LOS2 Delay3
US 20/26 & Star Road
1.10
(1.02)
F
(E)
97.9
(67.6)
EBL 0.85 F 96.5 0.87 F 95.6
EBT 0.91 E 68.2 0.68 D 46.4
EBTR 0.91 E 65.2 0.68 D 45.8
WBL 0.89 F 98.9 0.91 F 100.0
WBT 0.73 D 46.2 0.91 E 61.7
WBTR 0.73 D 45.0 0.91 E 59.5
NBL 0.53 E 55.2 0.33 D 43.0
NBTR 1.12 F 142.3 1.04 F 112.5
SBL 0.90 E 75.2 0.82 E 56.4
SBTR 1.26 F 188.2 0.66 E 55.1
Mitigated with NB and SB Right-Turn Lane + Additional SB Through Lane
0.85
(0.90)
D
(D)
40.5
(43.9)
EBL 0.81 E 68.4 0.85 E 75.2
EBT 0.85 D 36.8 0.64 C 34.0
EBTR 0.85 D 36.1 0.64 C 33.7
WBL 0.85 E 64.7 0.88 E 68.9
WBT 0.67 C 28.2 0.86 D 38.1
WBTR 0.67 C 27.8 0.87 D 37.3
NBL 0.32 D 41.1 0.27 D 38.3
NBT 0.78 D 51.5 0.89 E 60.6
NBR 0.77 D 51.8 0.40 D 45.1
SBL 0.66 D 38.1 0.68 D 49.7
SBT 0.85 D 47.4 0.29 D 42.0
SBR 0.41 D 38.9 0.36 D 43.1
US 20/26 & SH 16
0.77
(0.94)
D
(D)
45.6
(50.4)
EBL 0.89 F 80.6 0.88 E 79.0
EBT 0.65 C 21.9 0.54 B 18.4
WBT 0.54 C 34.9 0.99 E 69.6
WBR 0.32 A 4.8 0.90 C 20.3
NBR 0.83 F 86.0 0.84 F 95.5
SBL 0.93 E 79.4 0.92 E 76.9
SBR 0.62 D 50.2 0.76 D 54.8
Mitigated with Signal Timing Adjustments and Coordination with Levi Lane Traffic Signal
0.77
(0.85)
D
(D)
48.4
(49.1)
EBL 0.48 D 53.0 0.89 F 86.6
EBT 0.74 C 31.8 0.44 C 21.8
WBT 0.86 F 84.9 0.89 E 57.0
WBR 0.39 B 13.6 0.90 D 39.3
NBR 0.83 F 86.0 0.86 F 112.9
SBL 0.73 E 59.5 0.66 E 59.2
SBR 0.49 D 40.4 0.59 D 42.5
US 20/26 & Levi Lane
N/A N/A N/A
EBL 0.46 B 13.9 0.43 C 19.6
WBL 0.01 B 10.9 0.01 B 10.3
NBLTR 0.18 F 244.0 >1.00 F >50.0
SBLTR 3.03 F 1013.0 7.52 F 3024.3
Mitigated with Traffic Signal and Additional Southbound Left-Turn Lane (Dual SB Lefts)
0.56
(0.68)
B
(C)
20.0
(21.9)
EBL 0.68 B 17.8 0.57 B 15.9
EBTR 0.53 B 18.6 0.48 B 18.2
WBL 0.01 B 18.4 0.01 A 5.6
WBT 0.34 A 7.7 0.52 A 0.4
WBR 0.27 A 7.7 0.12 A 0.1
NBLTR 0.03 E 65.5 0.04 E 70.4
SBL 0.75 F 81.3 0.58 E 67.0
SBTR 0.53 E 60.8 0.93 F 89.9
US 20/26 & Black Cat Road
N/A N/A N/A
EBL 0.05 B 10.1 0.25 C 16.9
WBL 0.15 B 12.4 0.32 C 15.2
NBLTR Max F Max Max F Max
SBL Max F Max Max F Max
SBTR 1.26 F 305.6 17.63 F 8211.9
Mitigated with Chinden/Ten Mile Development Improvements
0.51
(0.82)
B
(C)
16.5
(30.5)
EBL 0.08 A 6.3 0.39 D 51.9
EBT 0.50 A 1.3 0.65 A 2.9
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Intersection
Intersection AM (PM) Lane
Group
AM Peak Hour PM Peak Hour
V/C1 LOS2 Delay3 V/C1 LOS2 Delay3 V/C1 LOS2 Delay3
EBTR 0.50 A 1.4 0.66 A 3.0
WBL 0.21 A 5.8 0.48 B 19.0
WBT 0.38 A 9.6 0.82 D 36.2
WBTR 0.38 A 9.6 0.84 D 37.1
NBL 0.39 E 69.4 0.37 E 60.9
NBTR 0.87 E 87.9 0.88 F 102.3
SBL 0.81 F 88.9 0.78 E 66.4
SBLTR 0.78 F 85.7 0.63 E 64.8
Notes: 1 V/C Ratio is defined as vehicle-to-capacity ratio which calculates the number of vehicles divided by the capacity of the roadway/intersection
during the peak 15 minutes of the peak hour; 2 LOS = Level of Service; 3 Delay is reported in seconds per vehicle. Bold/italics and highlighted cells
indicate an intersection and/or lane group operating below its jurisdiction’s standards. Max denotes lane group v/c ratio and delay can’t be calculated.
Phase 2 Total Roadway Segment Analysis
Roadway segment volumes were based on year 2022 total volumes at the study intersections. Table 19
details peak hour, peak direction roadway segment volumes, and resultant LOS per ACHD District Policy
7106.3.3 for the ACHD roadway facilities. As shown in Table 19, all the year 2022 roadway segments
currently meet ACHD standards and operate at acceptable LOS during the weekday a.m. and p.m. peak
hour except for Levi Lane north of US 20/26. Consistent with the development’s plan, it is recommended
that the five-lane cross section for Levi Lane be constructed to ACHD’s five lane arterial standards to meet
vehicle volume thresholds for a collector roadway.
Table 19. Phase 2 Total Roadway Segment Operations – Weekday AM and PM Peak Hour
Roadway Segment Classification Travel Lanes1
ACHD Peak Hour
Std. Volume
(One-Way)
Weekday AM Peak Hour Weekday PM Peak Hour
One-Way
Volume/
Direction
Meets
Std.?
One-Way
Volume/
Direction
Meets
Std.?
Levi Lane (north of US 20/26) Collector 5 (Proposed) 1,080 / LOS D 551 / NB Yes 648 / SB Yes
Waverton Drive (west of Black
Cat Road) Collector 2 425 / LOS D 158 / WB Yes 255 / WB Yes
Notes: 1 Travel lanes include the total number of lanes across the roadway’s respective cross section.
PHASE 2 BACKGROUND AND TOTAL TRAFFIC CONDITION MITIGATIONS
This section highlights mitigation needed at each impacted study intersection under year 2022
background and total traffic conditions. As mentioned, year 2022 represents full buildout of the site. The
impacted intersections listed below are expected to operate below ACHD’s and/or ITD’s traffic operation
standards without site-generated trips from the proposed Central Valley development. Appendix “I”
contains background mitigated traffic operation worksheets for the intersections outlined below.
US 20/26 & Star Road
The signalized intersection operates with a v/c ratio greater than 0.90 under year 2022 background a.m.
and p.m. peak hour, as well as during the total a.m. and p.m. peak hour traffic conditions. As described
in Phase 1 mitigations, a northbound and southbound right-turn lane, as well as an additional southbound
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through lane is recommended. This recommended mitigation measure provides adequate operations at
the intersection through year 2022 background and total a.m. and p.m. peak hour traffic conditions.
Site-generated trips from Central Valley mixed-use development are estimated to account for
approximately 5.3% and 7.5% of total entering volume during the a.m. and p.m. peak hour in year 2022.
US 20/26 & SH 16
Under year 2022 background traffic conditions, the overall intersection operates within ITD’s standard
v/c ratio of 0.90, during both the a.m. and p.m. peak hours. However, during the p.m. peak hour the
southbound left-turn lane group exceeds ITD’s lane group standard of 0.90. Under background traffic
conditions the southbound left-turn lane group operates with a v/c ratio of 0.91 during the a.m. and p.m.
peak hour.
As explained under existing and Phase 1 traffic conditions traffic conditions, the traffic signal runs an
actuated coordination plan with a 160 second cycle length. While the southbound left-turn lane group’s
v/c ratio is greater than 0.90, the traffic signal is serving the lane group and therefore providing extra
time to the through movements along US 20/26, since these are the coordinated movements with
minimum recalls. If the volume of southbound right-turn movement increases, the actuation of the signal
will take green time from through movements along US 20/26 in order to serve the additional demand
from the southbound left-turn lane group. Therefore, no mitigation is recommended.
Under year 2022 total traffic conditions, the overall intersection is expected to operate with a v/c ratio
of 0.94 and westbound through lane group v/c ratio of 0.99. With changes to signal timing, including a
160 second cycle length, and coordination with the new signal at Levi Lane, the US 20/26 & SH 16
intersection is expected to operate with a v/c ratio of 0.77 and 0.82 during the a.m. and p.m. peak hours,
respectively. All lane groups are expected to operate within ITD standards as well. Therefore, no further
mitigation is recommended at this location.
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US 20/26 & Levi Lane
As described under Phase 1 total traffic condition
mitigations, a traffic signal at the US 20/26 & Levi
Lane intersection is warranted. In addition to the
recommended lane configurations provided for the
traffic signal for Phase 1, the addition of a second
southbound left-turn is recommended for all lane
groups to operate within ACHD and ITD standards
upon full buildout of the site. Additionally, as
mentioned above, it is recommended that this signal
be coordinated with the traffic signals at SH 16 and
Black Cat Road for optimal progression along the US
20/26 corridor. Exhibit 3 illustrates the
recommended lane configuration at the US 20/26 &
Levi Lane intersection upon full buildout of the site.
By converting the two-way stop-controlled
intersection to be a traffic signal with the lane
configurations assumed in Exhibit 3, the intersection is expected to operate at LOS B and C with a v/c
ratio of 0.56 and 0.66 during the a.m. and p.m. peak hour, respectively.
An additional consideration for the ultimate buildout of the intersection includes the addition of a
southbound right-turn lane. It is likely that the south leg (northbound approach) of Levi Lane and parcels
south of US 20/26 will be developed in the future. Future development could include a middle school
with access to Levi Lane. To increase lane continuity at the intersection and additional capacity, a
southbound right-turn lane should be considered to ease the digression of vehicles out of the Central
Valley site and onto US 20/26.
US 20/26 & Black Cat Road
With the implementation of the Chinden/Ten Mile Development improvements, which include privately-
funded improvements to this intersection and adjacent roadways, the intersection is expected to operate
within ACHD and ITD operating standards under Phase 2 background and total a.m. and p.m. peak hour
traffic conditions. Therefore, no additional mitigation is recommended.
Site-generated trips are estimated to account for approximately 15% of total entering volume at the
intersection under year 2022 total a.m. and p.m. peak hour, respectively.
Exhibit 3. Recommended Lane Configuration at
US 20/26 & Levi Lane (Phase 2)
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SITE ACCESS EVALUATION
This section evaluates operations, turn lane warrants, queueing, intersection sight distance, and the
access location and operation with respect to ACHD policy. All analyses and evaluat ion in this section is
based on full buildout of the site in year 2030. Appendix “J” contains the worksheets for the turn lane
warrant, queueing and additional operation analyses for site access evaluation.
There are two primary accesses for the proposed development. The main access is proposed via Levi Lane
with full access to US 20/26. Levi Lane will provide access to internal roadways within the development.
The second access is proposed via Waverton Drive with direct access to Black Cat Road. Waverton Drive
is currently being constructed by the Fairbourne Subdivision, directly to the east of the site. Access to
Waverton Drive will be available upon buildout of the site via a stub street connection. Intersection
operations at the Waverton Drive & Black Cat Road intersection was evaluated and results are provided
later in this section. Additionally, there are two stub street connections proposed on the north side of
the site that would provide access to Old School Lane. The latest site plan with access callouts can be
seen in Exhibit 4.
Exhibit 4. Site Access Locations
Site Access Operations
Site access operations were evaluated for the primary access at US 20/26 & Levi lane and Waverton Drive
& Black Cat Road.
US 20/26 & Levi lane
Site access operations at the primary site access of Levi Lane & US 20/26 was provided in the background
and total traffic condition scenarios. In summary, a signal warrant analysis was conducted for the
Proposed local street
connection
(Waverton Dr) to
Black Cat Road
Le
v
i
L
n
Chinden Blvd
16
Waverton Dr
Old School Ln
Stub Street Connection
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intersection under Phase 1 total traffic mitigations and concluded that a signal is warranted with the
addition of site-generated trips. The number of trips that warrants the traffic signal is calculated in the
next section. Provided is the recommended lane configuration at the intersection under Phase 1 and
Phase 2 total traffic conditions:
▪ Phase 1 recommended lane configuration:
Dedicated left-turn lane for the eastbound, westbound and southbound approach;
Dedicated right-turn lane for the westbound approach; and
Two through lanes for the eastbound and westbound approach.
The development plans for Phase 1 include the construction of Levi Lane as a five-
lane collector and provide the ultimate buildout of the intersection as described in
Phase 2.
▪ Phase 2 recommended lane configuration:
An additional southbound left-turn lane; and
The addition of a dedicated southbound right-turn lane should be considered to
accommodate a future dedicate southbound through lane to serve future traffic
going to a future public street connection to the south.
Waverton Drive & Black Cat Road
Table 20 focuses on the operations at the unsignalized access at Waverton Drive & Black Cat Road.
Waverton Drive is currently being constructed. Existing counts at the intersection were collected and only
included through movements, therefore no operations have been reported. All background traffic turning
movements onto/from Waverton Drive were estimated based on site-generated trips from the
Fairbourne Subdivision and Tree Farm Subdivision. Total traffic condition volumes include site-generated
trips from the Central Valley mixed-use development.
As shown Table 20, the Waverton Drive & Black Cat Road intersection is expected to operate within ACHD
v/c ratio and level of service standards with expected operations of LOS A for all background and total
traffic scenarios.
Table 20. Site Access Operations at Waverton Drive & Black Cat Road
Scenario
Intersection
Control
Lane
Group
AM Peak Hour PM Peak Hour
V/C1 LOS2 Delay3 V/C1 LOS2 Delay3
Existing Traffic Conditions N/A NBL - - - - - -
EB - - - - - -
Year 2020 Background Traffic Conditions TWSC NBL 0.04 A 7.4 0.11 A 7.6
EB 0.03 A 8.6 0.03 A 0.03
Year 2020 Total Traffic Conditions TWSC NBL 0.07 A 7.5 0.13 A 7.6
EB 0.05 A 8.7 0.10 A 8.9
Year 2022 Background Traffic Conditions TWSC NBL 0.05 A 7.4 0.15 A 7.7
EB 0.04 A 8.7 0.04 A 8.7
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Scenario
Intersection
Control
Lane
Group
AM Peak Hour PM Peak Hour
V/C1 LOS2 Delay3 V/C1 LOS2 Delay3
Year 2022 Total Traffic Conditions TWSC NBL 0.11 A 7.6 0.18 A 7.8
EB 0.08 A 8.9 0.18 A 9.3
Notes: 1 V/C Ratio is defined as vehicle-to-capacity ratio which calculates the number of vehicles divided by the capacity of the roadway/intersection
during the peak 15 minutes of the peak hour; 2 LOS = Level of Service; 3 Delay is reported in seconds per vehicle; and Bold and italics and highlighted
cells indicate an intersection and/or lane group operating below its jurisdiction’s standards.
Turn Lane Warrant Analysis
A right-turn lane warrant analysis was performed for the US 20/26 & Levi Lane intersection. The warrant
analysis used the ACHD guidelines as presented in Section of 7106.4.3 of the ACHD Policy Manual. Results
at the site access are displayed in Table 21.
Table 21. Turn Lane Warrant Analysis at US 20/26 & Levi Lane
Intersection/Site Access Turn Lane Warranted / Storage?
US 20/26 & Levi Lane WB Right Turn Lane Yes / 100 feet
Based on the analysis, a westbound right-turn lane at the US 20/26 & Levi Lane intersection is warranted.
A sensitivity analysis found that because of the existing westbound through volume on US 20/26 a
westbound right-turn lane is warranted in approximately with 110 p.m. peak hour trips.
A left-turn lane warrant was not performed because of the existing two-way left-turn lane on US 20/26.
This turn lane will be used by eastbound vehicles entering the site. Consistent with the recommendations
provided above, a left-turn lane is recommended to be included for future traffic signal’s lane
configuration.
Queuing Analysis
A queuing analysis was performed for lane groups entering and existing access points to the proposed
development along US 20/26 and Waverton Drive. Estimates of the 95th percentile queue is based on
the year 2022 total weekday p.m. peak hour Synchro analysis, and include recommended mitigations
listed above.
Table 22. 95th Percentile Queue Results (2022 Total Traffic Conditions)
Intersection Movement Existing/Available
Storage (ft.)
Estimated Weekday PM
95th Percentile Queue Rounded
to 25ft Car Length (ft.) (Critical
Period)
Storage is
adequate? /
Recommended (ft.)
US 20/26 & Levi Lane
SBL N/A 250’ No / 250’
EBL TWLTL 250’ Yes / 300’
WBL TWLTL 0’ Yes / 100’
WBR N/A 25’ No / 100’
Waverton Drive & Black Cat Road EB 300’+ 25’ Yes
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Based on results provided in Table 22, the following recommendations has been identified to provide
adequate queuing storage at the Levi Lane site accesses and internal intersections:
▪ Extend the striped storage for the eastbound left-turn movement at the US 20/26 & Levi
Lane intersection to the extent the striped storage to 300 feet to reduce to need to queue
in the two-way left-turn lane.
▪ Provide at least 250 feet for the recommended southbound left-turn lanes at US 20/26 &
Levi Lane.
Effects of Emergency Preemption on Queues at US 20/26 & Levi Lane
A queuing analysis was performed at the US 20/26 & Levi Lane intersection to understand the sensitivity
to queuing along US 20/26 in the event the traffic signal receives an emergency vehicle preemption call.
The purpose of this is to respond to ITD’s concern that eastbound traffic queues may extend through the
SH 16 intersection and specifically, if eastbound through queue lengths would reach the future ramps
from SH 16 onto US 20/26. For queues to form along US 20/26, a preemption call from an emergency
vehicle heading southbound on Levi Lane out of the proposed site onto US 20/26 would have to occur.
In order to evaluate the potential impact of a preemption call, adjustments to signal timing were made
to simulate an emergency preemption call during the a.m. and p.m. peak hours. The southbound
approach has a total phase time of approximately 43 and 45 seconds during the weekday a.m. and p.m.
peak hours, respectively. A worst-case scenario for queuing along US 20/26 would occur after the
southbound phase is given its full phase time, then an emergency preemption call comes into the signal
to extend the southbound phase time before any other phases are served. Assuming the emergency
preemption call comes when the vehicle is 1,000 feet from the intersection and is traveling at an average
of 20 miles per hour to get to and through the intersection, an additional 33 seconds would be required
for the vehicle to get through the intersection, then add in the all yellow time and all red time before the
traffic signal switched back to the through phase on US 20/26. This would essentially double the
southbound phase time and extend the total time to approximately 90 seconds for this scenario.
Under this assumed worst-case scenario, the 95th percentile queue for the eastbound through lane group
is expected to be approximately 625 feet, while the westbound through lane group would have an
estimated 1,300-foot queue. Neither queue extends through either adjacent signalized intersection.
Therefore, we do not expect emergency preemption calls to influence queues along US 20/26 from
operations on the future SH 16 ramps. Exhibit 5 highlights 95th percentile queue lengths due to
emergency preemption calls at US 20/26 & SH 16.
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Exhibit 5. 95th Percentile Queues from Emergency Preemption at US 20/26 & Levi Lane
Intersection Sight Distance
Intersection sight distance was reviewed at the Levi Lane and Waverton Drive intersections as both
intersections will provide future access to the proposed site. The following observations were made:
US 20/26 & Levi Lane
Looking east and west from the northside stop bar at the US 20/26 & Levi Lane intersection, intersection
sight distance is available for over 900 feet in each direction. AASHTO requires 610 feet of available sight
distance for a left-turn maneuver at a stop-controlled intersection with a mainline posted speed of 55
miles per hour. Therefore, existing sight distance is adequate. Exhibit 6 provides the view from the Levi
Lane stop bar looking east and west along US 20/26.
Looking east along US 20/26 Looking west along US 20/26
Exhibit 6. Sight Distance at US 20/26 & Levi Lane
Once the intersection is signalized, the AASHTO Geometric Design of Highways and Streets (Reference
14) describes that there are generally no approach or departure sight triangles needed for a signalized
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intersection. However, it mentions that left-turning vehicles should have enough sight distance to select
gaps in oncoming traffic and complete left-turns. Additionally, southbound right-turning traffic uses sight
distance to assess gaps in westbound traffic. Based on site observations, there is enough sight distance
for all left-turn maneuvers to select gaps and complete left-turn maneuvers. While sight distance is
available, the following recommendations are to ensure availability of sight distance upon buildout of the
site:
▪ Shrubbery and landscaping at the US 20/26 & Levi Lane intersection, as well as near the
internal intersections and site access points should be maintained to ensure adequate sight
distance.
▪ Site access roadway should match existing roadway grades on US 20/26 to ensure optimal
sight distance.
Waverton Drive & Black Cat Road
As previously mentioned, Waverton Drive is currently being constructed. Sight distance measurement
were taken from the approximate location of the eastbound approach’s stop bar at Waverton Drive &
Black Cat Road. Looking north from the stop bar, intersection sight distance is available more than 500
feet. To the south sight distance is available to the US 20/26 & Black Cat Road intersection, approximately
650 feet away. AASHTO requires 335 feet of available sight distance for left-turn maneuvers at a stop-
controlled intersection with a mainline posted speed of 30 miles per hour. Exhibit 7 provides the view
from the future connection at Waverton Drive & Black Cat Road.
Looking north along Black Cat Road Looking south along Black Cat Road
Exhibit 7. Sight Distance at Waverton Drive & Black Cat Road
While sight distance is available, the following recommendations are to ensure availability of sight
distance upon buildout of the site:
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▪ Shrubbery and landscaping at the US 20/26 & Levi Lane intersection, as well as near the
internal intersections and site access points should be maintained to ensure adequate sight
distance.
Access Evaluation
Table 23 shows the estimated average daily traffic (ADT) at the site access locations in regard to ACHD
access policy.
Table 23. Average Daily Traffic Estimates at Site Accesses
Street
Estimated
Existing
ADT
Estimated 2022
Background ADT
Estimated
2030 Total
ADT1
ACHD ADT Classification /
Planning ADT Threshold
Meets
ACHD
Criteria?
Levi Lane 160 170 9,670 Collector / No Threshold Yes
Waverton Drive N/A 2,500 4,180 Collector / No Threshold Yes
Notes: 1 ADT based on the buildout of Central Valley Development.
The site’s primary access at Levi Lane is an existing public street with full access connection to US 20/26.
Waverton Drive is currently be constructed as a public street with no front on-housing with access to
Black Cat Road. The ADT of both public roadways were evaluated under existing and year 2022 (full
buildout) background and total traffic condition. Conclusions were based on the ACHD policy manual
criteria for ADT. As shown in Table 23, both streets meet ACHD ADT criteria under year 2022 background
and total traffic conditions.
US 20/26 & Levi Lane
This is an existing public street with direct access to US 20/26. Levi Lane is marked as a proposed collector
on ACHD’s Master Street Map. This access is also included in an existing agreement between the property
owner and ITD, which includes possible signalization. Therefore, this access is assumed to not require
further justification based on ACHD or ITD policy with respect to the location.
The access to Levi Lane is anticipated to meet the City of Meridian Uniform Development Code section
11-3H.4.2 due to it being an existing access located at the half-mile along US 20/26 and having been
approved by ITD.
Levi Lane
The development plans to construct Levi Lane, north of US 20/26, as a five-lane collector and will be
designed to ACHD’s five-lane arterial standard, as there are no five-lane collector standards in the ACHD
Policy Manual. The preliminary site plan shows current access locations adhering to the spacing
requirements for a collector roadway. That is 440 feet from the existing intersection at US 20/26 and at
least 150 feet between driveways and/or unsignalized intersections. Maintaining Levi Lane in its current
intersection with US 20/26 and expanding it to a five-lane collector is beneficial for the following reasons:
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▪ The collector roadway will provide sufficient capacity for vehicular volumes along the
collector roadway;
▪ The collector roadway allows for the development of dual left-turn lanes for the southbound
approach at the Levi Lane & US 20/26 intersection;
▪ The five-lane section allows for the potential for future dual eastbound left-turn lanes from
US 20/26 which may be needed in the long-term to improve traffic operations as growth
occurs beyond 2022.
▪ The collector roadway provides additional capacity to serve other uses between Black Cat
Road and SH 16.
▪ The access location of Levi Lane meets the City of Meridian Uniform Development Code
section 11-3B.4.2 due to it being an existing access located at the half-mile along US 20/26
and having been approved by ITD.
▪ The five-lane roadway will function as a minor arterial with access to a principal arterial (US
20/26) and meets the intent of the City of Meridian requirement for an emergency room use
to have access to an arterial.
Waverton Drive & Black Cat Road
Waverton Drive is currently being constructed and providing stub street access on the east side of the
site. Waverton Drive is also designated as a proposed collector on ACHD’s Master Street Map and will
provide direct access to Black Cat Road. Given Waverton Drive was required by ITD and ACHD, maximum
daily volume limits for a single access or front-on homes with driveways do not apply, the access meets
ACHD policy. Therefore, this access was not further evaluated.
Waverton Drive
Waverton Drive will continue as collector roadway from the stub street connection at the Fairbourne
Subdivision, west to Pollard Lane. Presently, there is east/west roadway between Pollard Lane and Levi
Lane, providing access to the existing Franklin Sensor building. With the buildout of the Central Valley
development, the existing east/west roadway will be removed and replaced with Waverton Drive (the
designated collector roadway), approximately 460 north of the existing east/west roadway location. Full
access to/from the Franklin Sensor building from Levi Lane will occur via Waverton Drive. The routing of
Waverton Drive on through the north portion of the site and re-routing of Levi Lane to provide access
from Waverton Drive to US 20/26 is beneficial for the following reasons:
▪ The intersection with Levi Lane will meet the ACHD policy for spacing away from traffic
signals and is sufficiently offset away from US 20/26 to reduce the potential for conflicts with
traffic queueing from the US 20/26 & Levi Lane intersection.
▪ The current location of the east/west roadway is located at the ACHD policy minimum for
distance to the future signalized intersection at US 20/26 & Levi Lane.
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Upon buildout of the future signalized intersection at US 20/26 & Levi Lane, the
current location of the east/west roadway would be located within the intersection
influence area. The southbound left-turn lane storage is recommended to be 250
feet with an additional 200 feet of taper length to develop the turn lanes.
▪ Vehicles accessing the Franklin Sensor building will continue to have one primary access via
public street, and one secondary access to the internal, private service drive network of the
Central Valley site.
▪ The roadway will continue its natural path of alignment as designated in the ACHD Master
Street Map.
▪ The proposed location of Waverton Drive & Levi Lane intersection is approximately 1,000
feet north of the US 20/26 & Levi Lane intersection, providing site circulation efficiencies,
and standard spacing along the collector roadways.
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OFF-SITE IMPROVEMENT MITIGATION THRESHOLD ANALYSIS
Table 24 shows a summary of each deficiency, study year, mitigation, and an estimate of the year and
number of trips that can be accommodated prior to the deficiency or need for mitigation. Appendix “K”
contains additional information regarding the calculations for determining the number of units for off-
site mitigations.
Table 24. Off-Site Intersection Deficiencies, Mitigations and Unit Threshold Estimates
Deficiency
Identified Mitigations and Timeframes
Study Year Mitigation
Approximate Year and
Projected Number of Trips
Prior to Deficiency/Mitigation
US 20/26 & Star Road
Intersection v/c ratios exceed ACHD and
ITD criteria of 0.90 2020 Background
Install the following additional lanes:
▪ Northbound and southbound right-turn
lanes
Approximately Year 2020
(without site-generated trips)
or
Approximately Year 2019 (with
Central Valley – 241 AM Peak
Hour Trips)
Intersection v/c ratio exceed ITD criteria
of 0.90
2020 Total,
2022 Background,
2022 Total
Install the following additional lanes:
▪ Southbound through lane
Approximately Year 2021
(without site-generated trips)
or
Approximately Year 2020 (with
Central Valley – 301 PM Peak
Hour Trips) if High School is
also opened in 2020 as
originally proposed
US 20/26 & SH 16
Intersection operates with a v/c ratio
greater than 0.90 with the westbound
through and southbound left-turn lane
group operating with a v/c ratio greater
than 0.90
2022 Total Adjust signal timing to coordinate with Levi
Lane and Black Cat Road traffic signals
Approximately Year 2023
(without site-generated trips)
or
Approximately Year 2021 (with
Central Valley – 1,013 PM
Peak Hour Trips)
US 20/26 & Levi Lane
Westbound right-turn lane warranted 2020 Total
Install the following additional lanes:
▪ Westbound right-turn lane
Approximately Year 2019 (with
Central Valley – 111 PM Peak
Hour Trips)
Southbound lane group operates at level
of service D and v/c ratio greater than
1.00 (traffic signal warranted)
2020 Total
Install traffic signal with the following lane
configuration:
▪ Two westbound and eastbound through
lanes
▪ Southbound left-turn lane
▪ Westbound right-turn lane
Approximately Year 2019 (with
Central Valley – 206 PM Peak
Hour Trips)
Southbound left-turn lane group
operating with a v/c ratio greater than
1.00
Total 2022 Install the following additional lanes:
▪ Additional southbound left-turn lane
Approximately Year 2021 (with
Central Valley – 969 PM Peak
Hour Trips)
US 20/26 & Black Cat Road
Intersection operates with a v/c ratio
greater than 0.90 with northbound and
southbound lane groups operating with a
v/c ratio greater than 0.90 (traffic signal
warranted)
Existing
Install traffic signal with the following lane
configuration as described in Chinden/Ten
Mile Development:
▪ Two westbound and eastbound through
lanes
▪ Northbound left-turn lane
▪ Southbound left-turn lane
Existing Condition – Traffic
Signal Warranted under
Existing Conditions
Section 5
Findings & Recommendations
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Findings & Recommendations January 2019
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FINDINGS & RECOMMENDATIONS
The results of the traffic impact study indicate that the proposed Central Valley mixed-use development
can be developed while maintaining acceptable levels of service and safety on the surrounding
transportation system if the appropriate mitigations are in place. The findings of this analysis and
recommendations are discussed below.
FINDINGS
Existing Conditions
▪ The study evaluated four off-site intersections for a typical midweek day (Tuesday –
Thursday) during the a.m. peak period and p.m. peak period based on scoping of the project
with the ACHD and ITD.
▪ The following intersections were found to operate below ACHD and/or ITD operating
standards during the weekday a.m. and/or p.m. peak hour:
US 20/26 & SH 16 (PM Peak Hour) – During the p.m. peak hour the overall
intersection operates with a v/c ratio of 0.62, however, the southbound right -turn
lane group operates with a v/c ratio of 0.93, exceeding ITD’s lane group standard of
0.90.
o No mitigation is recommended since this could be improved through minor
signal timing changes and is part of a signal timing strategy to maximize
green time for US 20/26.
US 20/26 & Black Cat Road (PM Peak Hour) – The northbound lane group at the
unsignalized intersection operates with a v/c ratio greater than 1.00 and delay
resulting in LOS F during p.m. peak hour.
o A signal warrant analysis found that a signal is warranted, and the following
potential mitigations were identified:
▪ Construct the traffic signal and widen the approaches as described in
the Chinden/Ten Mile Development improvement requirements,
which include privately-funded improvements to install a traffic
signal, widen US 20/26, and add turn lanes to the intersection
approaches by the fall of year 2020.
▪ All ACHD study roadway segments operate at acceptable levels of service.
▪ Crash data at the study intersections and study roadways for the most recent five years of
available data (2012-2016) was analyzed for any existing crash trends, below are the
findings:
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Rear-end crashes were the most common crash type at the study intersections
which is common at signalized intersections.
There were no fatality crashes reported at any of the study intersections.
There were three reported crashes (one rear-end and two head-on turning) along
the US 20/26 roadway segment between Black Cat Road and SH 16.
Trip Generation and Distribution
▪ The ITE Trip Generation Manual, 10th Edition was used to estimate the trip generation for
the proposed Central Valley development.
▪ The site is proposing a two-phase development, with full buildout scheduled anticipated in
year 2022, the proposed Central Valley development is estimated to generate a total of
10,372 daily net new trips, 745 weekday a.m. peak hour net new trips (546 inbound / 199
outbound), and 962 weekday p.m. peak hour net new trips (281 inbound / 681 outbound).
▪ The distribution pattern for site-generated trips was developed evaluating existing traffic
patterns and major trip origins and destinations within the study area, as well as a select
zone analysis from COMPASS’ regional travel demand model.
Phase 1 Background and Total Traffic Conditions
▪ Background traffic volumes for both phases were forecasted using a 2% annual growth rate
as well as the addition of in-process traffic developments located along US 20/26 and the
new Owyhee High School proposed to the northwest of the Ustick Road/McDermott Road
intersection. Background traffic volumes do not include the proposed Central Valley site-
generated trips.
▪ The year 2020 (Phase 1) background traffic analysis found that the following intersections
are expected to operate over ACHD and/or ITD standards during the weekday a.m. and/or
p.m. peak hour:
US 20/26 & Star Road (AM Peak Hour) – During the a.m. peak hour the overall
intersection operates with a v/c ratio of 1.03 with the southbound shared
through/right-turn lane group operating over capacity.
o Mitigation includes northbound and southbound right-turn lanes. This
finding and recommendation is consistent with the West Ada High School
TIS.
US 20/26 & SH 16 (AM and PM Peak Hour) – During the a.m. and p.m. peak hour
the overall intersection operates with a v/c ratio of 0.59 and 0.79, respectively.
However, the southbound left-turn lane group operates with a v/c ratio of 0.91 and
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0.90, exceeding ITD’s lane group standard of 0.90 during the a.m. and p.m. peak
hour, respectively.
o As mentioned under existing conditions, no mitigation is recommended as
the traffic signal is operating based on the timing strategy by ACHD and ITD.
US 20/26 & Black Cat Road (AM and PM Peak Hour) – The northbound and
southbound lane groups at the unsignalized intersection operates with a v/c ratio
greater than 1.00 and delay resulting in LOS F during a.m. and p.m. peak hours.
o As identified in the existing traffic conditions, construction of a traffic signal
and widening the approaches per the required improvements for the
Chinden/Ten Mile Development to be completed in year 2020 are needed.
▪ All ACHD study roadway segments operate at acceptable levels of service under year 2020
background traffic conditions.
▪ The year 2020 (Phase 1) total traffic analysis found that the following intersections are
expected to operate over ACHD and/or ITD standards during the weekday a.m. and/or p.m.
peak hour:
US 20/26 & Star Road (AM and PM Peak Hour) – The signalized intersection is
expected to operate with an overall v/c ratio of 1.05 and 0.94 during the a.m. and
p.m. peak hour, respectively.
o Mitigation includes an additional southbound through lane, in additional to
the background mitigations.
▪ This improvement is also required under 2022 background
conditions without the proposed development.
o Site-generated trips do not add additional trips to the southbound through
or right-turn lane groups and only account for approximately of 2.8% and
4.4% of the total entering volume at the intersection during the year 2020
a.m. and p.m. peak hour, respectively.
US 20/26 & SH 16 (AM and PM Peak Hour) – During the a.m. and p.m. peak hour
the overall intersection operates with a v/c ratio of 0.66 and 0.84, respectively.
However, the southbound left-turn lane group operates with a v/c ratio of 0.92 and
0.91, exceeding ITD’s lane group standard of 0.90 during the a.m. and p.m. peak
hour, respectively.
o As mentioned under existing conditions, no mitigation is recommended as
the traffic signal is operating based on the timing strategy by ACHD and ITD.
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US 20/26 & Levi Lane (AM and PM Peak Hour) – With the addition of site-generated
trips the northbound and southbound approaches exceed capacity and operate with
delays resulting in LOS F during the a.m. and p.m. peak hour.
o A signal warrant found that a signal is warranted with Phase 1. The following
potential mitigations were identified to be needed with signalization:
▪ Widen the approaches to include two through lanes on the
eastbound and westbound approaches (consistent with Chinden/Ten
Mile Development, to be completed by fall 2020 or spring 2021). This
is needed due to the high through volumes on Chinden Boulevard
which requires an additional lane when signalized.
▪ Include a southbound left-turn lane and westbound right-turn lane.
▪ Consider inclusion of emergency preemption if desired by ACHD, ITD,
and emergency service providers.
• Queuing along US 20/26 was determined to remain
acceptable during an emergency vehicle preemption call.
US 20/26 & Black Cat Road (AM and PM Peak Hour) – The northbound and
southbound lane groups at the unsignalized intersection operates with a v/c ratio
greater than 1.00 and delay resulting in LOS F during a.m. and p.m. peak hours. A
signal is warranted under existing conditions and will further exceed warrants with
the future traffic growth and project traffic. The following mitigations are proposed:
o Construct the traffic signal and widen the approaches as described in the
Chinden/Ten Mile Development requirements, which includes privately-
funded improvements to install a traffic signal and widen adjacent roadways,
with the projected buildout occurring by end of year 2020.
▪ All ACHD study roadway segments operate at acceptable levels of service under year 2020
total traffic conditions.
Phase 2 Background and Total Traffic Conditions
▪ The year 2022 (Phase 2) background traffic analysis found the following intersections are
expected to operate over ACHD and/or ITD standards during the weekday a.m. and/or p.m.
peak hour:
US 20/26 & Star Road (PM Peak Hour) – The signalized intersection is expected to
operate with an overall v/c ratio of 1.06 and 0.94 during the a.m. and p.m. peak
hour, respectively. The following improvements are required:
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o Northbound and southbound right-turn lanes. (per 2020 background
conditions)
o Additional southbound through lane. (per 2020 total traffic conditions)
US 20/26 & SH 16 (AM and PM Peak Hour) – During the a.m. and p.m. peak hour
the overall intersection operates with a v/c ratio of 0.66 and 0.81, respectively.
However, the southbound left-turn lane group operates with a v/c ratio of 0.91
during the a.m. and p.m. peak hour, exceeding ITD’s lane group standard of 0.90.
o As mentioned under existing conditions, no mitigation is recommended as
the traffic signal is operating based on the timing strategy by ACHD and ITD.
US 20/26 & Black Cat Road (AM and PM Peak Hour) – The northbound and
southbound lane groups at the unsignalized intersection operate with a v/c ratio
greater than 1.00 and delay resulting in LOS F during a.m. and p.m. peak hours.
o No improvements were identified beyond those required to mitigate
existing, as well as 2020 background and total traffic conditions.
▪ All ACHD study roadway segments operate at acceptable levels of service under year 2022
background traffic conditions.
▪ The following study intersections are expected to operate below acceptable operating
standards during year 2022 total traffic condition weekday a.m. and p.m. peak hours:
US 20/26 & Star Road (AM and PM Peak Hour) – The signalized intersection is
expected to operate with an overall v/c ratio of 1.10 and 1.02 during the a.m. and
p.m. peak hour, respectively.
o Mitigations are the same as the year 2020 total and year 2022 background
traffic conditions.
o Site-generated trips do not add additional trips to the southbound through
or right-turn lane groups and only account for approximately of 5.3% and
7.5% of the total entering volume at the intersection during the year 2022
a.m. and p.m. peak hour, respectively.
US 20/26 & SH 16 (AM and PM Peak Hour) – During the p.m. peak hour, the overall
intersection operates with a v/c ratio 0.94, exceeding ITD’s intersection v/c ratio
standard. The southbound left-turn lane and westbound through lane groups are
exceeding ITD’s lane group standard of 0.90 during the p.m. peak hour, respectively.
o The intersection v/c ratio will improve once the US 20/26 widening to east is
completed in 2020 and to the west in 2024 due to improved lane utilization
of the east-west through lanes.
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o Additionally, signal timing adjustments could be considered for coordination
with the recommended traffic signal at Levi Lane and to provide more green
time to the southbound approach.
US 20/26 & Levi Lane (AM and PM Peak Hour) – With the addition of site-generated
trips the northbound and southbound approaches exceed capacity and operate with
delays resulting in LOS F during the a.m. and p.m. peak hour.
▪ An additional southbound left-turn lane is needed to create dual
southbound left-turn lanes to accommodate buildout conditions.
US 20/26 & Black Cat Road (AM and PM Peak Hour) – The northbound and
southbound lane groups at the unsignalized intersection operates with a v/c ratio
greater than 1.00 and delay resulting in LOS F during a.m. and p.m. peak hours.
o No improvements were identified beyond those required to mitigate all
previous traffic condition scenarios.
▪ All ACHD study roadway segments operate at acceptable levels of service under year 2022
total traffic conditions.
Site Access Evaluation
▪ The turn lane analysis using ACHD procedures resulted in turn lane warrants at the following
site access:
US 20/26 & Levi Lane – A westbound right-turn lane is warranted.
▪ Results from the queuing analysis found that 95th percentile queue lengths for the eastbound
through movement at the Levi Lane intersection would not influence operations at the
future SH 16 ramps from an emergency vehicle preemption call.
▪ The intersection sight distance evaluation identified that intersection sight distance can be
achieved at all site accesses with the following actions:
Shrubbery and landscaping at site accesses and near the internal intersections and
site access points should be maintained to ensure adequate sight distance.
Site access roadways should match existing roadway grades on US 20/26 and Black
Cat Road, as well as internal access points to ensure optimal sight distance.
▪ There are two proposed site access for the site. Following is a summary of each access with
respect to ACHD Policy:
US 20/26 & Levi Lane – This is an existing public street with direct access to US
20/26. Levi Lane is marked as a proposed collector on ACHD’s Master Street Map.
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This access is also included in an existing agreement between the property owner
and ITD, which includes possible signalization. Therefore, this access was not further
evaluated.
Levi Lane – The development plans to reconstruct Levi Lane, north of US 20/26, as a
five-lane collector and will be designed to ACHD’s five-lane arterial standard, as
there are no five-lane collector standards in the ACHD Policy Manual. The
preliminary site plan shows current access locations adhering to the spacing
requirements for a collector roadway. That is 440 feet from the existing intersection
at US 20/26 and at least 150 feet between driveways and/or unsignalized
intersections. Maintaining Levi Lane in its current intersection with US 20/26 and
expanding it to a five-lane collector is beneficial for the following reasons:
o The collector roadway will provide sufficient capacity for vehicular volumes
along the collector roadway;
o The collector roadway allows for the development of dual left-turn lanes for
the southbound approach at the Levi Lane & US 20/26 intersection;
o The five-lane section allows for the potential for future dual eastbound left-
turn lanes from US 20/26 which may be needed in the long-term to improve
traffic operations as growth occurs beyond 2022.
o The collector roadway provides additional capacity to serve other uses
between Black Cat Road and SH 16.
o The access location of Levi Lane meets the City of Meridian Uniform
Development Code section 11-3B.4.2 due to it being an existing access
located at the half-mile along US 20/26 and having been approved by ITD.
o The five-lane roadway will function as a minor arterial with access to a
principal arterial (US 20/26) and meets the intent of the City of Meridian
requirement for an emergency room use to have access to an arterial.
Waverton Drive & Black Cat Road – Waverton Drive is currently being constructed
and providing stub street access on the east side of the site. Waverton Drive is also
designated as a proposed collector on ACHD’s Master Street Map and will provide
direct access to Black Cat Road. Given Waverton Drive was required by ITD and
ACHD, maximum daily volume limits for a single access or front-on homes with
driveways do not apply, the access meets ACHD policy. Therefore, this access was
not further evaluated.
Waverton Drive – The routing of Waverton Drive on through the north portion of
the site and re-routing of Levi Lane to provide access from Waverton Drive to US
20/26 is beneficial for the following reasons:
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o The Waverton Drive intersection with Levi Lane will meet the ACHD policy
for spacing away from traffic signals and is sufficiently offset away from US
20/26 to reduce the potential for conflicts with traffic queueing at the US
20/26 & Levi Lane intersection.
o The current location of the east/west roadway is located at the ACHD policy
minimum for distance to the future signalized intersection at US 20/26 &
Levi Lane.
▪ Upon buildout of the future signalized intersection at US 20/26 &
Levi Lane, the current location of the east/west roadway would be
located within the intersection influence area. The southbound left-
turn lane storage is recommended to be 250 feet with an additional
200 feet of taper length to develop the turn lanes
o Vehicles accessing the Franklin Sensor building will continue to have one
primary access via public street, and one secondary access to the internal,
private service drive network of the Central Valley site.
o The roadway will continue its natural path of alignment as designated in the
ACHD Master Street Map.
o The proposed location of Waverton Drive & Levi Lane intersection is
approximately 1,000 feet north of the US 20/26 & Levi Lane intersection,
providing site circulation efficiencies, and standard spacing along the
collector roadways.
RECOMMENDATIONS
Based on the study’s findings and off-site mitigation threshold analysis, recommendations were
developed and summarized below.
Improvements Needed to Mitigate Background Conditions (ACHD and/or ITD)
Existing Conditions:
▪ US 20/26 & Black Cat Road
The following improvement is needed:
o Reconstruct and widen the intersection to include a traffic signal as outlined
in the Chinden/Ten Mile Development improvements. To be completed by
fall 2020.
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▪ US 20/26 & SH 16 (PM Peak Hour)
The following is presented for consideration, but not recommended:
o If desired by ITD to reduce the v/c ratio for the southbound left-turn
movement below 0.90, modify the signal timing to assure more green split
time is allocated to the southbound approach.
Year 2020 (Phase 1) Background Conditions (Additional to Existing Conditions)
▪ US 20/26 & Star Road
The following improvement is needed:
o Addition of a northbound and southbound right-turn lane. This improvement
is expected to be needed in year 2020 without any Central Valley site-
generated trips or in 2019 with the addition of 241 a.m. peak hour trips.
Year 2022 (Phase 2) Background Conditions (Additional to Existing & Phase 1 Background
Conditions)
▪ US 20/26 & Star Road
The following improvement is needed:
o Addition of a southbound through lane. (Also required in 2020 total traffic
conditions)
Additional or Accelerated Improvements Needed for the Central Valley Mixed-Use
Development
Year 2020 (Phase 1) Total Conditions
▪ US 20/26 & Star Road
The following improvement is needed:
o An addition of a second southbound through lane as identified in the 2022
background conditions. This improvement is expected to be needed in year
2021 without any Central Valley site-generated trips or in approximately
2020 with the addition of 301 a.m. peak hour trips.
o The following should be considered when addressing the need for
improvements at this intersection:
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▪ ITD has plans for widening of US 20/26 through this intersection in
approximately 2024. This is anticipated to improve operations by
improving lane utilization and providing additional turn lanes.
▪ Right-of-way is limited on the north and south approaches and would
likely not accommodate the addition of turn lanes.
▪ The intersection has overhead power lines on the north side of the
road that will likely require relocation.
▪ Need for improvements at the US 20/26 & Star Road intersection were
identified as part of the new West Ada School District (Owyhee) High
School TIS and no improvements were required by ITD or ACHD.
▪ Star Road serves regional traffic from Nampa and will likely be
impacted by regional developments along Star Road such as the
proposed “Project Bronco” regional distribution facility proposed near
the Star Road & Franklin Road intersection.
▪ Site-generated trips are estimated to account for approximately 2.8%
and 4.4% of the total entering volume at the intersection upon
buildout of Phase 1, and do not add additional trips to the southbound
through and right-turn lane groups.
▪ US 20/26 & Levi Lane
o The following improvements are needed:
o A westbound right-turn lane in year 2019 with the addition of 111 Central
Valley p.m. peak hour trips.
o Installation of a traffic signal in year 2019 with development that generates
approximately 206 Central Valley p.m. peak hour trips. The following lane
configuration is required with the signalization:
▪ Two through lanes in the eastbound and westbound directions
(proposed to be completed by the Chinden/Ten Mile Development
by fall 2020 or spring 2021);
▪ Eastbound and westbound left-turn lane (existing);
▪ Southbound left turn lane (dual lefts turn lanes in Phase 2 buildout);
and
▪ Westbound right-turn lane.
Year 2022 (Phase 2) Total Conditions
▪ US 20/26 & SH 16
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Adjust signal timing to be coordinated with new traffic signals along US 20/26 at Levi
Lane and Black Cat Road and consider timing adjustments to increase green time for
the southbound left-turn movement.
o This improvement is expected to be needed in year 2021 with 1,013 Central
Valley p.m. peak hour trips.
▪ US 20/26 & Levi Lane
The following improvement is needed:
o An additional southbound left-turn lane. This improvement is expected to be
needed in year 2021 with the addition of 969 Central Valley p.m. peak hour
trips.
o Consider the addition of a southbound right-turn lane to allow for additional
capacity of the intersection in the event Levi Lane is extended to the south
and a separate southbound through travel lane is needed.
Site Access and Internal Intersections and Roadways
▪ Construct Levi Lane (north of US 20/26) to include a five-lane cross section consistent with
ACHD’s five-lane arterial standard. This would meet ACHD vehicular volume thresholds for a
collector roadway and allow widening to provide for future dual southbound left-turn lanes
at US 20/26.
▪ Construct Waverton Drive in its proposed location for consistency with the ACHD Master
Street Map and adequate distance from the US 20/26 & Levi Lane intersection.
▪ Continue to allow access at the following site accesses:
Full access and new signal at the US 20/26 & Levi Lane intersection with the
recommended mitigations.
o Allow emergency vehicle preemption (if desired) at the primary access as it
has little impact to queuing along US 20/26.
Full access at the Waverton Drive & Black Cat Road Access.
▪ Maintain intersection sight distance through the following actions:
Shrubbery and landscaping at the site accesses, as well as near the internal
intersections should be maintained to ensure adequate sight distance.
Site access roadways should match existing roadway grades on US 20/26 and Black
Cat Road, and at internal site accesses points to ensure optimal sight distance.
Section 6
References
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References January 2019
84 Kittelson & Associates, Inc.
REFERENCES
1. Ada County Highway District. Policy Manual, 2012.
2. Ada County. Base Zoning Districts, Ada County Development Services, July 21, 2011.
3. Transportation Research Board. Highway Capacity Manual 6th Edition, Transportation Research
Board of the National Academies of Science, Washington, D.C., October 2016.
4. Federal Highway Administration. Manual on Uniform Traffic Control Devices, 2009 Edition,
Washington D.C., June 2012.
5. Community Planning Association of Southwest Idaho. 2040 Functional Classification Map. 2015
6. Nevers, Brandon, et. al. NCHRP Report 707 Guidelines on the Use of Auxiliary Through Lanes at
Signalized Intersections. Transportation Research Board of the National Academies, National
Cooperative Highway Research Program, Washington, D.C., 2011.
7. Ada County Highway District. Capital Improvements Plan. October 1, 2016.
8. Ada County Highway District. 2017-2021 Five Year Work Plan. October 26, 2016.
9. Kittelson and Associates, Inc. KN 21858: US 20/26, SH16 to Linder Road. 2018.
10. Kittelson and Associates, Inc. KN 22387: West Ada High School Transportation Impact Study. 2018.
11. Institute of Transportation Engineers. Trip Generation Manual, 10th Edition, Washington, D.C.,
September 2017.
12. Bochner, Brian, et. al. NCHRP Report 684 – Enhancing Internal Trip Capture Estimation for Mixed-
Use Developments, Transportation Research Board of the National Academies, National
Cooperative Highway Research Program, Washington D.C., 2011.
13. Institute of Transportation Engineers. Trip Generation Handbook, 3rd Edition, Washington, D.C.,
September 2017.
14. American Association of State Highway and Transportation Officials (AASHTO). A Policy on
Geometric Design of Highways and Streets, 6th Edition, American Association of State Highway
and Transportation Officials, Washington D.C., 2011.
Appendix A
Proposed Scope of Work Memorandum
FILENAME: H:\23\23513 - CENTRAL VALLEY MIXED-USE DEVELOPMENT\REPORT\SCOPING MEMO\23513 - CENTRAL VALLEY
SCOPING MEMO.DOCX
MEMORANDUM
Date: December 14, 2018 Project #: 23513.1
To: Mindy Wallace
Ada County Highway District
3775 Adams Street
Garden City, Idaho 83714
From:
Cc:
Brett Korporaal, Mark Heisinger, and John Ringert, P.E.
Erika Bowman, Idaho Transportation Department
Project: Central Valley Mixed Use Development TIS
Subject: Transportation Impact Study Scope of Work and Assumptions
This memorandum documents the proposed scope of work and summarizes the assumptions for the
transportation impact study (TIS) for the proposed Central Valley mixed use development, located in
the northeast quadrant of the US 20/26 and SH-16 interchange in Ada County, Idaho. The information
presented in this memorandum was developed based on conversations with the developer, the
Community Planning Association of Southwest Idaho (COMPASS), and knowledge of the TIS
requirements of Ada County Highway District (ACHD), and Idaho Transportation Department (ITD).
Figure 1 shows the site vicinity of the proposed development. This memorandum addresses the
following items:
Project Description
Estimated Trip Generation and Distribution
Analysis Scenarios and Study Assumptions
Analysis Tools and Operating Standards
Background Growth and In-process Developments
Background Roadway Improvement Projects
Access Evaluation
PROJECT DESCRIPTION
The proposed Central Valley mixed use development is situated on approximately 60 acres of land in
the northeast quadrant of the US 20/26 and SH-16 interchange. The development is proposing to
construct five office buildings for a total of approximately 361,000 square feet of office space, a 50-bed
hospital and emergency room, a gas station with a convenience store, as well as 100 single-family
housing units, and assisted living complex with 88 beds.
Central Valley Mixed Use Development TIS - Scoping Memo Project #: 23513.1
December 14, 2018 Page 3
Kittelson & Associates, Inc. Boise, Idaho
The development will be constructed in two phases. Phase 1 buildout will include 95,000 square feet
of medical office buildings, and 84,000 square feet of general office buildings, as well as the
convenience market with gas pumps. Completion of Phase 1 is expected by end of year 2020. Phase 2
will include full buildout of the site and is anticipated for completion in year 2022. Phase 2 buildout
includes the 50-bed hospital and emergency room, 50,000 square feet of medical office space and
132,000 of general office building space, 100 single-family detached housing units, and an assisted
living complex with 88 beds. Figure 2 provides the preliminary site plan for the development.
Exhibit 1 shows the proposed site plan over an aerial with the proposed access locations and internal
local streets. The site is bordered by US 20/26 to the south, Pollard Lane to the west, and Old School
Lane to north. The main access to the proposed development is provided via Levi Lane with secondary
access to the east provided by a future local street connection with access to Black Cat Road.
Exhibit 1. Proposed Site Access Location
N
P
o
l
l
a
r
d
L
n
US 26
W Old School Ln
Proposed local street
connection to Black Cat Rd
Proposed
Main Access
Bl
a
c
k
C
a
t
R
d
Le
v
i
L
n
Central Valley Mixed Use Development TIS - Scoping Memo Project #: 23513.1
December 14, 2018 Page 5
Kittelson & Associates, Inc. Boise, Idaho
ESTIMATED TRIP GENERATION
The projected weekday daily, a.m., and p.m. peak hour vehicle trips for the proposed development
were estimated based on ITE’s Trip Generation Manual, 10 th Edition (Reference 1). Internal trips were
calculated using NCHRP Report 684 (Reference 2) methodology which incorporates data collected and
presented in ITE’s Trip Generation Handbook, 3rd Edition (Reference 3). The mixed use of the site’s
residential housing units, proposed office buildings, and super convenience store with gas station, is
estimated to generate internal trips accounting for 11% of a.m. and p.m. peak hour trips under full
buildout of the site.
ITE Land Use Code 960 was used for estimating site trips for the super convenience store with a gas
station. The trip generation rates were consistent with the review of convenience stores with at least
a 4,000 square foot convenience store and 12 gas pumps. This rate was assumed for the trip generation
based on the proposed use within the site. The trip generation of the hospital and emergency room
were calculated separately to try and give a more realistic trip generation estimate because of the small
size (50 beds) of the proposed hospital.
Table 1. Proposed Trip Generation of Central Valley Mixed Use Development
Land Use ITE Code Size Daily
Weekday AM Peak Hour Weekday PM Peak Hour
Total In Out Total In Out
Phase 1
General Office Building 710 1 84,000 sq. ft. 896 105 90 15 96 15 81
Medical Office Building 720 1 95,000 sq. ft. 3,562 213 166 47 324 91 233
Super Convenience Market/Gas Station 960 4,000 sq. ft. 3,350 284 142 142 278 139 139
Total Trips (Phase 1) 7,808 602 398 204 698 245 453
Internal Trips (AM = 9%, PM = 3%) (468) (54) (27) (27) (20) (10) (10)
Passby Trips for Convenience Market/Gas Station (AM = 62%, PM = 66%) (2,144) (176) (88) (88) (182) (91) (91)
Net New Trips (Phase 1) 5,195 372 283 89 496 144 352
Phase 1 & 2 (Full Buildout)
General Office Building 710 216,000 2,240 229 197 32 237 38 199
Medical Office Building 720 145,000 5,483 311 243 68 493 138 355
Gas Station w/Convenience Market 960 4,000 3,350 284 142 142 278 139 139
Hospital 610 50 1,116 92 66 26 94 26 68
Free Standing Emergency Room 650 10,000 249 12 6 6 15 7 8
Single-Family Detached Housing 210 1 100 1,040 76 19 57 102 64 38
Assisted Living 254 88 229 17 11 6 23 9 14
Total Trips (Full Build-Out) 13,707 1,021 684 337 1,242 421 821
Internal Trips for Office, Gas Station, and Residential (AM & PM = 11%) (1,358) (100) (50) (50) (124) (62) (62)
Passby Trips for Convenience Market/Gas Station (AM = 62%, PM = 66%) (2,144) (176) (88) (88) (182) (91) (91)
Net New Trips (Full Build-Out) 10,205 745 546 199 936 268 668
Note: 1 Fitted Curve Equation Used Based on data provided by ITE.
Central Valley Mixed Use Development TIS - Scoping Memo Project #: 23513.1
December 14, 2018 Page 6
Kittelson & Associates, Inc. Boise, Idaho
Additionally, based on data provided for general and medical office buildings, as well as single-family
detached housing, the Trip Generation Handbook, 3rd Edition recommended the use of the fitted curve
equations to determine weekday daily, a.m., and p.m. peak hour vehicle trips. Table 1 summarizes the
estimated trip generation for the proposed Central Valley Mixed Use Development.
As shown in Table 1, upon full buildout of the site, anticipated to occur in approximately year 2022, the
proposed Central Valley mixed use development is estimated to generate a total of 10,205 daily net
new trips, 745 net new weekday a.m. peak hour trips (546 inbound / 199 outbound), and 936 weekday
p.m. peak hour net new trips (268 inbound / 668 outbound).
TRIP DISTRIBUTION
The distribution of site generated trips onto the roadway system was based on the site’s access
connections to nearby arterials. Additionally, an area of impact analysis using a select zone assignment
for the proposed land use was provided by Community Planning Association of Southwest Idaho
(COMPASS) and reviewed for consistency.
The select zone analysis included the access to US 20/26 and the access to Black Cat Road. Based on
the analysis, the distribution of the origins and destination of the site generated trips are estimated to
be approximately 25% from the west, 40% from the east, 15% from the south, and 20% from the north.
The westbound left-turn movement at the US 20/26 and McDermott Road intersection is not allowed
due to access restrictions, so a portion of the site-generated trips from the south have different routes
when traveling to and from the site. Figure 3 illustrates the proposed trip distribution patterns for the
proposed development.
Attachment “A” includes the select zone analysis results summary provided by COMPASS.
Central Valley Mixed Use Development TIS - Scoping Memo Project #: 23513.1
December 14, 2018 Page 8
Kittelson & Associates, Inc. Boise, Idaho
ANALYSIS SCENARIOS & STUDY ASSUMPTIONS
The proposed assumptions for the analysis include:
Time Periods:
Weekday AM Peak Hour (7:00 a.m. – 9:00 a.m.)
Weekday PM Peak Hour (4:00 p.m. – 6:00 p.m.)
Study Intersections (Please confirm count collection is adequate for this study):
US 20/26 & Star Road – (a.m. peak hour counts collected in March 2018; p.m.
peak hour counts collected in February 2017)
US 20/26 & SH-16 – (Collect a.m. peak hour counts; p.m. peak hour counts
collected in October 2018)
US 20/26 & Levi Lane – (Obtain new a.m. and p.m. peak hour counts)
US 20/26 & Black Cat Road – (Collect a.m. peak hour counts; p.m. peak hour
counts collected in October 2018)
Study Accesses:
US 20/26 & Levi Lane
Waverly Drive (New Local Street) & Black Cat Road
Roadway Segments:
Levi Lane (north of US 20/26) – (ADT counts to be collected)
East/West Collector Road between proposed site and Black Cat Road
Study Years
Existing traffic conditions (Year 2018)
Year 2020 Phase 1 development traffic analysis.
o Evaluate the weekday a.m. and weekday p.m. peak hour operational
analysis at the study intersections and roadway segments under the
buildout year (2020) background and total traffic conditions analysis for
Phase 1 of the site’s development plan.
Year 2022 Phase 2 development traffic analysis.
o Perform a weekday a.m. and weekday p.m. peak hour operational analysis
at the study intersections and roadway segments under Phase 2 (full
buildout) of the remaining site (assumed to be approximately 2022),
including background and total traffic conditions of the site’s development
plan.
Improvement Triggers/Phasing
Central Valley Mixed Use Development TIS - Scoping Memo Project #: 23513.1
December 14, 2018 Page 9
Kittelson & Associates, Inc. Boise, Idaho
For any mitigated improvements identified in the buildout year (2022), the
approximate number of trips will be estimated to determine an approximate
trigger/time frame for the needed improvement. This will include the following:
o The deficiency
o The mitigation necessary
o The projected number of units prior to the deficiency estimated based on
the trip generation and the background traffic growth
Access Evaluation will include the following
o Evaluate the access spacing for connections to ACHD roadways per ACHD Policy.
o If a signal at Levi lane is proposed, evaluate the signal operations with respect to
the adjacent signals at SH 16 and Black Cat Road.
ANALYSIS TOOLS AND OPERATING STANDARDS
The intersection operational analysis will be performed using the Highway Capacity Manual (HCM), 6 th
Edition analysis procedures (Reference 4). To ensure that this analysis is based on a reasonable worst-
case scenario, the peak 15-minute flow rate during the weekday a.m. and p.m. peak hours will be used
in the evaluation of all intersection level or 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 2010 software
(version 6.90). For a signalized intersection’s overall V/C ratios, the HCM 2000 procedure will be utilized
since the HCM 2010 procedure doesn’t produce an intersection V/C ratio. Sidra 6.1 will be used to
evaluate the operations of a roundabout if an unsignalized, study intersection is found to operate below
acceptable LOS standards. Roundabout intersection analyses will be completed in accordance with
ACHD Roundabout Policy 5108 for roundabout analysis.
The operational analysis of study intersections will be performed in accordance with the methodologies
stated in Section 7106.6 of the ACHD Policy Manual (Reference 5) and include consideration of separate
left-and right-turn lanes as well as queuing impacts. Intersection and segment level of service will be
reported per ACHD 2016 CIP 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 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
unsignalized intersections.
Study intersections along US 20/26 also need to adhere to ITD standards, which state that a LOS D or
better standard be used for their intersections with a maximum volume-to-capacity ratio of 0.90 for
both the overall intersection (if applicable) and each movement or lane group.
Central Valley Mixed Use Development TIS - Scoping Memo Project #: 23513.1
December 14, 2018 Page 10
Kittelson & Associates, Inc. Boise, Idaho
BACKGROUND GROWTH AND IN-PROCESS DEVELOPMENTS
Background traffic growth will be estimated to account for general growth and buildout of unknown
developments along each of the study roadway and intersection. The background growth includes two
elements, general growth in the area and in-process or approved developments yet to be built out.
The general percentage growth is typically expressed in the form of a yearly percentage rate and
includes traffic from in-process and future development growth in the area. This growth rate is
estimated using historical traffic counts and information used for other traffic impacts studies in the
area.
There have been several other development studies done in the area. To be consistent with other
studies, a 2% annual growth rate will be applied to the existing traffic volumes for all roads in the study
area. Most of the growth is due to the in-process developments in the area, which will be included as
in-process trips.
Background In-Process Developments
As mentioned previously, the second element to background growth is the effect of buildout of in-
process developments within close proximity to the proposed development. Approved developments
adjacent to the site add traffic in the in the immediate vicinity of the project and therefore may not be
captured in the overall growth rate.
The in-process developments that have been identified are as follows:
Fairbourne Development (Northwest corner of US 20/26 / Black Cat Road) - Consists of
166 single family homes and approximately 50,000 square-feet of commercial
development. Buildout is planned for the year 2021.
Tree Farm Residential Subdivision (Northeast corner of US 20/26 / Black Cat Road) -
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. 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.
Chinden Boulevard/Ten Mile Mixed Use Development (Southwest corner of US 20/26 /
Ten Mile Road) – The 66.1 acre development is planned to be developed in two phases with
the first phase consisting of a 166,000 square-foot Costco Wholesale warehouse and
gasoline fuel station. The second phase consists of 60,000 square-feet of retail pads, 115
apartments, and 162 single-family residential homes. The first phase was planned in the TIS
to occur in 2018, however construction has not started so it is assumed to be open by the
year 2020. The second phase isn’t expected to be constructed until the year 2024. Therefore
the first phase will be assumed to be completed for both study years.
Central Valley Mixed Use Development TIS - Scoping Memo Project #: 23513.1
December 14, 2018 Page 11
Kittelson & Associates, Inc. Boise, Idaho
Linder Village Development (Southeast corner of US 20/26 / Linder Rd) - 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.
Phase 1 is proposed to be completed in 2020 with buildout in 2022 and therefore the
appropriate phases will be assumed for both study years.
Pleasant View Elementary (On Black Cat Road between US 20/26 and McMillan Road) –
Elementary school planned to accommodate approximately 650 students. Build-out is
expected to occur in 2020.
Eagle Marketplace (Northeast of US 20/26 / Linder Road) – The site is not fully built-out
and consists of Fred Meyer and several other retail shops. Field visit observations will
determine how many retail pads are left to be developed. The remaining development of
the site will be assumed to be completed by 2020.
Knighthill Commercial Subdivision (Southwest corner of US 20/26 / Linder Road) – Retail
development that 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 remaining
development of the site will be assumed to be completed by 2020.
Foxtail and Ashbury Subdivisions (North of US 20/26 between Linder Road and Meridian
Road) – Residential subdivision with some commercial. In general, this development is
nearly built-out. Field visit observations will determine how many residential and retail pads
are left to be developed.
We are requesting ACHD to provide any development approvals or completed studies for other
developments within the immediate vicinity of the site that should be included as in-process
development for background traffic scenario analyses.
BACKGROUND ROADWAY IMPROVEMENT PROJECTS
The 2016 ACHD Capital Improvement Plan (2016 CIP) (Reference 6), ACHD’s Integrated Five Year Work
Plan (FYWP) (Reference 7), and the US 20/26, SH16 to Linder Road Project (Chinden/Ten Mile Plan)
(Reference 8) were reviewed for future roadway and intersection improvement projects to be assumed
within the study area. Based on our review of these documents, several improvements were found in
the study area. Study roadways and intersections listed below are currently scheduled in the FYWP and
confirmed with the 2016 CIP or identified for improvements in the Chinden/Ten Mile Plan.
Year 2020 Improvements (Chinden/Ten Mile Plan) : The Chinden/Ten Mile Plan includes
privately-funded improvements to adjacent roadway facilities as part of the project. Build-
out of these improvements is expected by the end of year 2020. The background and total
traffic condition analyses of these locations will include with and without improvement
scenarios. If the facilities are not found to be meeting ACHD standards, the improvements
will be identified as a mitigation measures.
Central Valley Mixed Use Development TIS - Scoping Memo Project #: 23513.1
December 14, 2018 Page 12
Kittelson & Associates, Inc. Boise, Idaho
US 20/26 – SH-16 to Linder Road: Reconstruct/widen from two lanes to five lanes
US 20/26 / Black Cat Road: Add signal and widen approaches. The signal will have
the following lane configuration:
o Northbound and southbound approaches: Shared through/right-turn lane
and left-turn lane.
o Eastbound and westbound approaches: Shared through/right-turn lane,
through lane, and left-turn lane
Year 2026-2030 Improvement ( 2016 CIP ): Not to be included in year 2030 background and
total scenarios due to the potential for the funding and timeframe of the improvement to
move out in time. If the intersection is found not be meeting ACHD standards, this
improvement will be identified as a mitigation measure.
US 20/26 / Black Cat Road: 2016 CIP# IN2016-79 – Add signal. Reconstruct and
widen approaches (this intersection is also identified for improvements in the
Chinden/Ten Mile Plan) .
US 20/26 / Star Road: 2016 CIP# IN2016-80 – Replace/modify signal.
Reconstruct/widen approaches.
ACCESS EVALUATION
For each of the study access locations, the following will be reviewed:
Access spacing versus ACHD criteria.
Whether the access meets ACHD criteria for granting an additional access.
Projected daily traffic demand at buildout for each access location and comparison to the
ACHD policy ADT’s for that roadway classification.
Adequate site distance is provided for the proposed site access location.
NEXT STEPS
We request ACHD reviews this scoping memo and provide a response on the study assumptions and
methodology so that we can move forward with the transportation impact study. Please contact Brett
Korporaal at 208.338.2683 or email bkorporaal@kittelson.com if you have any questions or comments
on the information presented in this memorandum.
Central Valley Mixed Use Development TIS - Scoping Memo Project #: 23513.1
December 14, 2018 Page 13
Kittelson & Associates, Inc. Boise, Idaho
REFERENCES
1. Institute of Transportation Engineers. Trip Generation Manual, 10 th Edition . Institute of
Transportation Engineers, Washington, D.C. September 2017.
2. Bochner, Brian S., et. al. NCHRP Report 684: Enhancing Internal Trip Capture Estimation for
Mixed-Use Developments. Transportation Research Board of the National Academies, National
Cooperative Highway Research Program, Washington, D.C., 2011.
3. Institute of Transportation Engineers. Trip Generation Handbook, 3 rd Edition . Institute of
Transportation Engineers, Washington, D.C. September 2017.
4. Transportation Research Board. Highway Capacity Manual . Washington D.C. 2010.
5. Ada County Highway District. Policy Manual . 2010.
6. Ada County Highway District. Capital Improvements Plan . August 24, 2016.
7. Ada County Highway District. Five Year Integrated Work Plan 2018-2022. September 27, 2017.
8. Kittelson and Associates, Inc. KN 21858: US 20/26, SH16 to Linder Road . 2018.
Attachment A
Select Zone Analysis - COMPASS
Central Valley Proposed Development
The following summarizes the results of an area of influence model run for a proposed
development located northeast of the SH 16 and US 20/26 intersection. The proposed
development will consist of 100 single family units, 361,000 square feet of
general/medical office, 88 bed assisted living facility, 2,500 gas station / convenience
store, and 10,000 square feet for a 50-bed hospital and emergency room with an
anticipated build out by 2023. See figure 1.
Figure 1: TAZ 841
Table 1 provides the existing demographics for TAZ 841 and the proposed
development’s demographics used for the area of influence model run. Local access
roadway and Black Cat Rd north of US 20/26 were added to the model network to
represent possible future connections.
Table 1
TAZ
2018 2023* with proposal 2040
HH Jobs HH Jobs HH Jobs
841 11 40 124 1037 230 279
Surrounding TAZs 49 121 121 234 635 712
Note: 2023 demographics are for modeling purposes only. The 2023 demographics are
interpolated using the 2018 and 2025 official demographic data sets.
Figure 2: area of influence results for the proposed development
Figures 3 and 4: peak hour results
Figure 5: surrounding TAZs and demographics
Figures 6, 7 and 8: compounded annual growth rates
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Appendix B
Existing Traffic Count Data
File Name : Chinden & Star AM
Site Code : 00000000
Start Date : 3/20/2018
Page No : 1
L2 Data Collection
Groups Printed- Unshifted
Star from SH 44
From North
Chinden from SH 16
From East
Star from McMillan
From South
Chinden from Can Ada
From West
Start Time Right Thru Left Right Thru Left Right Thru Left Right Thru Left Int. Total
06:30 AM 24 53 31 2 86 12 25 11 5 3 134 10 396
06:45 AM 24 48 37 7 101 12 17 15 5 14 186 14 480
Total 48 101 68 9 187 24 42 26 10 17 320 24 876
07:00 AM 23 75 45 5 112 22 27 10 6 8 192 10 535
07:15 AM 36 74 30 8 154 19 37 18 11 13 204 17 621
07:30 AM 43 80 35 14 176 15 52 35 11 18 204 17 700
07:45 AM 30 62 32 11 195 30 35 49 12 11 193 37 697
Total 132 291 142 38 637 86 151 112 40 50 793 81 2553
08:00 AM 25 66 19 11 123 14 29 24 6 10 193 26 546
08:15 AM 30 54 32 7 116 11 37 30 11 10 175 22 535
Grand Total 235 512 261 65 1063 135 259 192 67 87 1481 153 4510
Apprch %23.3 50.8 25.9 5.1 84.2 10.7 50 37.1 12.9 5.1 86.1 8.9
Total %5.2 11.4 5.8 1.4 23.6 3 5.7 4.3 1.5 1.9 32.8 3.4
Ada County Highway District
3775 N Adams St
Garden City, ID 83714
File Name : Chinden & Star AM
Site Code : 00000000
Start Date : 3/20/2018
Page No : 2
L2 Data Collection
Star from SH 44
From North
Chinden from SH 16
From East
Star from McMillan
From South
Chinden from Can Ada
From West
Start Time Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Int. Total
Peak Hour Analysis From 06:30 AM to 08:15 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:15 AM
07:15 AM 36 74 30 140 8 154 19 181 37 18 11 66 13 204 17 234 621
07:30 AM 43 80 35 158 14 176 15 205 52 35 11 98 18 204 17 239 700
07:45 AM 30 62 32 124 11 195 30 236 35 49 12 96 11 193 37 241 697
08:00 AM 25 66 19 110 11 123 14 148 29 24 6 59 10 193 26 229 546
Total Volume 134 282 116 532 44 648 78 770 153 126 40 319 52 794 97 943 2564
% App. Total 25.2 53 21.8 5.7 84.2 10.1 48 39.5 12.5 5.5 84.2 10.3
PHF .779 .881 .829 .842 .786 .831 .650 .816 .736 .643 .833 .814 .722 .973 .655 .978 .916
Star from SH 44
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Star from McMillan
Right
134
Thru
282
Left
116
InOut Total
267 532 799
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Out TotalIn
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Peak Hour Begins at 07:15 AM
Unshifted
Peak Hour Data
North
Ada County Highway District
3775 N Adams St
Garden City, ID 83714
File Name : US 20-26 & Star Rd PM
Site Code : 00000000
Start Date : 12/18/2018
Page No : 1
Study: KITT0035
Intersection: US 20/26 / Star Road
City, State: Star, Idaho
Control: Signalized
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
Star Road
From North
Chinden Blvd (US 20/26)
From East
Star Road
From South
Chinden Blvd (US 20/26)
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. Total
04:00 PM 17 48 26 0 91 30 155 16 0 201 24 63 10 0 97 5 138 35 0 178 567
04:15 PM 19 47 15 0 81 25 193 36 0 254 22 79 14 0 115 4 121 29 0 154 604
04:30 PM 24 43 17 0 84 35 146 35 0 216 26 100 20 0 146 7 135 23 0 165 611
04:45 PM 32 51 20 0 103 25 160 31 0 216 20 82 15 0 117 5 120 28 0 153 589
Total 92 189 78 0 359 115 654 118 0 887 92 324 59 0 475 21 514 115 0 650 2371
05:00 PM 23 30 24 0 77 29 186 34 0 249 16 68 20 0 104 2 138 28 0 168 598
05:15 PM 28 42 14 0 84 23 175 30 0 228 28 91 13 0 132 6 155 36 0 197 641
05:30 PM 49 39 24 0 112 14 196 37 0 247 28 71 19 0 118 4 164 29 0 197 674
05:45 PM 17 57 15 0 89 17 191 35 0 243 20 92 23 0 135 4 128 26 0 158 625
Total 117 168 77 0 362 83 748 136 0 967 92 322 75 0 489 16 585 119 0 720 2538
Grand Total 209 357 155 0 721 198 1402 254 0 1854 184 646 134 0 964 37 1099 234 0 1370 4909
Apprch %29 49.5 21.5 0 10.7 75.6 13.7 0 19.1 67 13.9 0 2.7 80.2 17.1 0
Total %4.3 7.3 3.2 0 14.7 4 28.6 5.2 0 37.8 3.7 13.2 2.7 0 19.6 0.8 22.4 4.8 0 27.9
General Traffic 1386 1093
% General Traffic 99.5 98.3 100 0 99 100 98.9 98.4 0 98.9 100 99.7 97.8 0 99.5 100 99.5 100 0 99.6 99.2
3+ Axle Heavy Trucks
% 3+ Axle Heavy
Trucks
0.5 1.7 0 0 1 0 1.1 1.6 0 1.1 0 0.3 2.2 0 0.5 0 0.5 0 0 0.4 0.8
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : US 20-26 & Star Rd PM
Site Code : 00000000
Start Date : 12/18/2018
Page No : 2
Study: KITT0035
Intersection: US 20/26 / Star Road
City, State: Star, Idaho
Control: Signalized
Star Road
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638 959 1597
10 5 15
648 1612 964
Le
f
t
23
4
0
23
4
Th
r
u
10
9
3
6
10
9
9
Ri
g
h
t
37
0
37
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
17
2
5
13
6
4
30
8
9
20
6
26
17
4
5
31
1
5
13
7
0
12/18/2018 04:00 PM
12/18/2018 05:45 PM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : US 20-26 & Star Rd PM
Site Code : 00000000
Start Date : 12/18/2018
Page No : 3
Study: KITT0035
Intersection: US 20/26 / Star Road
City, State: Star, Idaho
Control: Signalized
Star Road
From North
Chinden Blvd (US 20/26)
From East
Star Road
From South
Chinden Blvd (US 20/26)
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. Total
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 05:00 PM
05:00 PM 23 30 24 0 77 29 186 34 0 249 16 68 20 0 104 2 138 28 0 168 598
05:15 PM 28 42 14 0 84 23 175 30 0 228 28 91 13 0 132 6 155 36 0 197 641
05:30 PM 49 39 24 0 112 14 196 37 0 247 28 71 19 0 118 4 164 29 0 197 674
05:45 PM 17 57 15 0 89 17 191 35 0 243 20 92 23 0 135 4 128 26 0 158 625
Total Volume 117 168 77 0 362 83 748 136 0 967 92 322 75 0 489 16 585 119 0 720 2538
% App. Total 32.3 46.4 21.3 0 8.6 77.4 14.1 0 18.8 65.8 15.3 0 2.2 81.2 16.5 0
PHF .597 .737 .802 .000 .808 .716 .954 .919 .000 .971 .821 .875 .815 .000 .906 .667 .892 .826 .000 .914 .941
General Traffic
% General Traffic 100 99.4 100 0 99.7 100 99.3 99.3 0 99.4 100 100 97.3 0 99.6 100 99.3 100 0 99.4 99.5
3+ Axle Heavy Trucks
% 3+ Axle Heavy
Trucks
0 0.6 0 0 0.3 0 0.7 0.7 0 0.6 0 0 2.7 0 0.4 0 0.7 0 0 0.6 0.5
Star Road
C
h
i
n
d
e
n
B
l
v
d
(
U
S
2
0
/
2
6
)
C
h
i
n
d
e
n
B
l
v
d
(
U
S
2
0
/
2
6
)
Star Road
Right
117
0
117
Thru
167
1
168
Left
77
0
77
Peds
0
0
0
InOut Total
524 361 885
0 1 1
524 886 362
R
i
g
h
t
8
3
0
8
3
T
h
r
u
7
4
3
5
7
4
8
L
e
f
t
1
3
5
1
1
3
6
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
7
5
0
9
6
1
1
7
1
1
4
6
1
0
7
5
4
1
7
2
1
9
6
7
Left
73
2
75
Thru
322
0
322
Right
92
0
92
Peds
0
0
0
Out TotalIn
318 487 805
2 2 4
320 809 489
Le
f
t
11
9
0
11
9
Th
r
u
58
1
4
58
5
Ri
g
h
t
16
0
16
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
93
3
71
6
16
4
9
7
4
11
94
0
16
6
0
72
0
Peak Hour Begins at 05:00 PM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : US 20-26 & Star Rd PM
Site Code : 00000000
Start Date : 12/18/2018
Page No : 4
Study: KITT0035
Intersection: US 20/26 / Star Road
City, State: Star, Idaho
Control: Signalized
Star Road
From North
Chinden Blvd (US 20/26)
From East
Star Road
From South
Chinden Blvd (US 20/26)
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. Total
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
04:45 PM 05:00 PM 04:30 PM 05:00 PM+0 mins.32 51 20 0 103 29 186 34 0 249 26 100 20 0 146 2 138 28 0 168
+15 mins.23 30 24 0 77 23 175 30 0 228 20 82 15 0 117 6 155 36 0 197
+30 mins.28 42 14 0 84 14 196 37 0 247 16 68 20 0 104 4 164 29 0 197
+45 mins.49 39 24 0 112 17 191 35 0 243 28 91 13 0 132 4 128 26 0 158
Total Volume 132 162 82 0 376 83 748 136 0 967 90 341 68 0 499 16 585 119 0 720
% App. Total 35.1 43.1 21.8 0 8.6 77.4 14.1 0 18 68.3 13.6 0 2.2 81.2 16.5 0
PHF .673 .794 .854 .000 .839 .716 .954 .919 .000 .971 .804 .853 .850 .000 .854 .667 .892 .826 .000 .914
General Traffic
% General Traffic 100 99.
4 100 0 99.7 100 99.
3
99.
3 0 99.4 100 100 95.
6 0 99.4 100 99.
3 100 0 99.4
3+ Axle Heavy Trucks
0 1 0 0 1 0 5 1 0 6 0 0 3 0 3 0 4 0 0 4
% 3+ Axle Heavy
Trucks
0 0.6 0 0 0.3 0 0.7 0.7 0 0.6 0 0 4.4 0 0.6 0 0.7 0 0 0.6
Star Road
C
h
i
n
d
e
n
B
l
v
d
(
U
S
2
0
/
2
6
)
C
h
i
n
d
e
n
B
l
v
d
(
U
S
2
0
/
2
6
)
Star Road
Right
132
0
132
Thru
161
1
162
Left
82
0
82
Peds
0
0
0
In - Peak Hour: 04:45 PM
375
1
376
R
i
g
h
t
8
3
0
8
3
T
h
r
u
7
4
3
5
7
4
8
L
e
f
t
1
3
5
1
1
3
6
P
e
d
s
0
0
0
I
n
-
P
e
a
k
H
o
u
r
:
0
5
:
0
0
P
M
9
6
1
6
9
6
7
Left
65
3
68
Thru
341
0
341
Right
90
0
90
Peds
0
0
0
In - Peak Hour: 04:30 PM
496
3
499
Le
f
t
11
9
0
11
9
Th
r
u
58
1
4
58
5
Ri
g
h
t
16
0
16
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
0
5
:
0
0
P
M
71
6
4
72
0
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : US 20-26 & Star Rd PM
Site Code : 00000000
Start Date : 12/18/2018
Page No : 5
Study: KITT0035
Intersection: US 20/26 / Star Road
City, State: Star, Idaho
Control: Signalized
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : US 20-26 & SH-16 AM
Site Code : 00000000
Start Date : 12/18/2018
Page No : 1
Study: KITT0035
Intersection: US 20/26 / SH-16
City, State: Star, Idaho
Control: Signalized
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
SH-16
From North
Chinden Blvd (US 20/26)
From East
SH-16
From South
Chinden Blvd (US 20/26)
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 76 114 0 190 23 70 0 93 1 0 1 21 140 48 0 209 493
07:15 AM 76 79 0 155 35 79 0 114 1 0 1 7 136 78 0 221 491
07:30 AM 100 87 0 187 59 72 5 136 8 0 8 12 136 75 0 223 554
07:45 AM 96 89 0 185 50 85 4 139 0 0 0 10 137 96 0 243 567
Total 348 369 0 717 167 306 9 482 10 0 10 50 549 297 0 896 2105
08:00 AM 49 89 0 138 47 72 0 119 4 0 4 8 116 94 0 218 479
08:15 AM 45 93 0 138 37 76 0 113 1 0 1 10 118 67 0 195 447
08:30 AM 59 76 0 135 48 72 0 120 2 0 2 6 126 78 0 210 467
08:45 AM 63 64 0 127 40 62 0 102 0 0 0 7 112 70 0 189 418
Total 216 322 0 538 172 282 0 454 7 0 7 31 472 309 0 812 1811
Grand Total 564 691 0 1255 339 588 9 936 17 0 17 81 1021 606 0 1708 3916
Apprch %44.9 55.1 0 36.2 62.8 1 100 0 4.7 59.8 35.5 0
Total %14.4 17.6 0 32 8.7 15 0.2 23.9 0.4 0 0.4 2.1 26.1 15.5 0 43.6
General Traffic 564 686 0 1250 324 582 9 915 17 0 17 81 1021 606 0 1708 3890
% General Traffic 100 99.3 0 99.6 95.6 99 100 97.8 100 0 100 100 100 100 0 100 99.3
3+ Axle Heavy Trucks 0 5 0 5 15 6 0 21 0 0 0 0 0 0 0 0 26
% 3+ Axle Heavy Trucks
0 0.7 0 0.4 4.4 1 0 2.2 0 0 0 0 0 0 0 0 0.7
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : US 20-26 & SH-16 AM
Site Code : 00000000
Start Date : 12/18/2018
Page No : 2
Study: KITT0035
Intersection: US 20/26 / SH-16
City, State: Star, Idaho
Control: Signalized
SH-16
C
h
i
n
d
e
n
B
l
v
d
(
U
S
2
0
/
2
6
)
C
h
i
n
d
e
n
B
l
v
d
(
U
S
2
0
/
2
6
)
SH-16
Right
564
0
564
Left
686
5
691
Peds
0
0
0
InOut Total
930 1250 2180
15 5 20
945 2200 1255
R
i
g
h
t
3
2
4
1
5
3
3
9
T
h
r
u
5
8
2
6
5
8
8
P
e
d
s
9
0
9
O
u
t
T
o
t
a
l
I
n
1
7
2
4
9
1
5
2
6
3
9
5
2
1
2
6
1
7
2
9
2
6
6
5
9
3
6
Right
17
0
17
Peds
0
0
0
Out TotalIn
81 17 98
0 0 0
81 98 17
Le
f
t
60
6
0
60
6
Th
r
u
10
2
1
0
10
2
1
Ri
g
h
t
81
0
81
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
11
4
6
17
0
8
28
5
4
6
0
6
11
5
2
28
6
0
17
0
8
12/18/2018 07:00 AM
12/18/2018 08:45 AM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : US 20-26 & SH-16 AM
Site Code : 00000000
Start Date : 12/18/2018
Page No : 3
Study: KITT0035
Intersection: US 20/26 / SH-16
City, State: Star, Idaho
Control: Signalized
SH-16
From North
Chinden Blvd (US 20/26)
From East
SH-16
From South
Chinden Blvd (US 20/26)
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 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:00 AM
07:00 AM 76 114 0 190 23 70 0 93 1 0 1 21 140 48 0 209 493
07:15 AM 76 79 0 155 35 79 0 114 1 0 1 7 136 78 0 221 491
07:30 AM 100 87 0 187 59 72 5 136 8 0 8 12 136 75 0 223 554
07:45 AM 96 89 0 185 50 85 4 139 0 0 0 10 137 96 0 243 567
Total Volume 348 369 0 717 167 306 9 482 10 0 10 50 549 297 0 896 2105
% App. Total 48.5 51.5 0 34.6 63.5 1.9 100 0 5.6 61.3 33.1 0
PHF .870 .809 .000 .943 .708 .900 .450 .867 .313 .000 .313 .595 .980 .773 .000 .922 .928
General Traffic 348 367 0 715 159 305 9 473 10 0 10 50 549 297 0 896 2094
% General Traffic 100 99.5 0 99.7 95.2 99.7 100 98.1 100 0 100 100 100 100 0 100 99.5
3+ Axle Heavy Trucks 0 2 0 2 8 1 0 9 0 0 0 0 0 0 0 0 11
% 3+ Axle Heavy Trucks
0 0.5 0 0.3 4.8 0.3 0 1.9 0 0 0 0 0 0 0 0 0.5
SH-16
C
h
i
n
d
e
n
B
l
v
d
(
U
S
2
0
/
2
6
)
C
h
i
n
d
e
n
B
l
v
d
(
U
S
2
0
/
2
6
)
SH-16
Right
348
0
348
Left
367
2
369
Peds
0
0
0
InOut Total
456 715 1171
8 2 10
464 1181 717
R
i
g
h
t
1
5
9
8
1
6
7
T
h
r
u
3
0
5
1
3
0
6
P
e
d
s
9
0
9
O
u
t
T
o
t
a
l
I
n
9
2
6
4
7
3
1
3
9
9
2
9
1
1
9
2
8
1
4
1
0
4
8
2
Right
10
0
10
Peds
0
0
0
Out TotalIn
50 10 60
0 0 0
50 60 10
Le
f
t
29
7
0
29
7
Th
r
u
54
9
0
54
9
Ri
g
h
t
50
0
50
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
65
3
89
6
15
4
9
1
0
1
65
4
15
5
0
89
6
Peak Hour Begins at 07:00 AM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : US 20-26 & SH-16 AM
Site Code : 00000000
Start Date : 12/18/2018
Page No : 4
Study: KITT0035
Intersection: US 20/26 / SH-16
City, State: Star, Idaho
Control: Signalized
SH-16
From North
Chinden Blvd (US 20/26)
From East
SH-16
From South
Chinden Blvd (US 20/26)
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 08:45 AM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
07:00 AM 07:15 AM 07:15 AM 07:15 AM
+0 mins.76 114 0 190 35 79 0 114 1 0 1 7 136 78 0 221
+15 mins.76 79 0 155 59 72 5 136 8 0 8 12 136 75 0 223
+30 mins.100 87 0 187 50 85 4 139 0 0 0 10 137 96 0 243
+45 mins.96 89 0 185 47 72 0 119 4 0 4 8 116 94 0 218
Total Volume 348 369 0 717 191 308 9 508 13 0 13 37 525 343 0 905
% App. Total 48.5 51.5 0 37.6 60.6 1.8 100 0 4.1 58 37.9 0
PHF .870 .809 .000 .943 .809 .906 .450 .914 .406 .000 .406 .771 .958 .893 .000 .931
General Traffic 348 367 0 715 183 306 9 498 13 0 13 37 525 343 0 905
% General Traffic 100 99.5 0 99.7 95.8 99.4 100 98 100 0 100 100 100 100 0 100
3+ Axle Heavy Trucks 0 2 0 2 8 2 0 10 0 0 0 0 0 0 0 0
% 3+ Axle Heavy Trucks
0 0.5 0 0.3 4.2 0.6 0 2 0 0 0 0 0 0 0 0
SH-16
C
h
i
n
d
e
n
B
l
v
d
(
U
S
2
0
/
2
6
)
C
h
i
n
d
e
n
B
l
v
d
(
U
S
2
0
/
2
6
)
SH-16
Right
348
0
348
Left
367
2
369
Peds
0
0
0
In - Peak Hour: 07:00 AM
715
2
717
R
i
g
h
t
1
8
3
8
1
9
1
T
h
r
u
3
0
6
2
3
0
8
P
e
d
s
9
0
9
I
n
-
P
e
a
k
H
o
u
r
:
0
7
:
1
5
A
M
4
9
8
1
0
5
0
8
Right
13
0
13
Peds
0
0
0
In - Peak Hour: 07:15 AM
13
0
13
Le
f
t
34
3
0
34
3
Th
r
u
52
5
0
52
5
Ri
g
h
t
37
0
37
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
0
7
:
1
5
A
M
90
5
0
90
5
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : US 20-26 & SH-16 AM
Site Code : 00000000
Start Date : 12/18/2018
Page No : 5
Study: KITT0035
Intersection: US 20/26 / SH-16
City, State: Star, Idaho
Control: Signalized
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : US2026 & SH16 & McDermott Rd
Site Code : 00000000
Start Date : 10/17/2018
Page No : 1
Study: KITT0130
Intersection: US-2026/SH-16/McDermott Rd
County, State: Ada County, Idaho
Control: Signalized
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
SH-16
From North
US 20/26
From East
McDermott Road
From South
US 20/26
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. Total
04:00 PM 100 0 60 0 160 107 143 0 0 250 3 0 0 0 3 4 97 64 0 165 578
04:15 PM 81 0 66 0 147 99 165 0 0 264 5 0 0 0 5 6 124 74 0 204 620
04:30 PM 114 0 91 1 206 125 141 0 0 266 8 0 0 0 8 8 92 90 0 190 670
04:45 PM 110 0 60 0 170 116 183 0 0 299 12 0 0 0 12 8 123 53 0 184 665
Total 405 0 277 1 683 447 632 0 0 1079 28 0 0 0 28 26 436 281 0 743 2533
05:00 PM 121 0 79 0 200 133 137 0 0 270 6 0 0 0 6 16 118 77 0 211 687
05:15 PM 135 0 91 0 226 139 150 0 0 289 7 0 0 0 7 21 110 70 0 201 723
05:30 PM 125 0 70 0 195 143 136 0 0 279 13 0 0 0 13 20 105 103 0 228 715
05:45 PM 103 0 73 0 176 143 124 0 2 269 12 0 0 0 12 20 87 80 0 187 644
Total 484 0 313 0 797 558 547 0 2 1107 38 0 0 0 38 77 420 330 0 827 2769
Grand Total 889 0 590 1 1480 1005 1179 0 2 2186 66 0 0 0 66 103 856 611 0 1570 5302
Apprch %60.1 0 39.9 0.1 46 53.9 0 0.1 100 0 0 0 6.6 54.5 38.9 0
Total %16.8 0 11.1 0 27.9 19 22.2 0 0 41.2 1.2 0 0 0 1.2 1.9 16.1 11.5 0 29.6
General Traffic 1145
% General Traffic 96.4 0 97.5 100 96.8 99.3 97.1 0 100 98.1 98.5 0 0 0 98.5 97.1 98.7 98 0 98.3 97.8
3+ Axle Heavy Trucks
% 3+ Axle Heavy
Trucks
3.6 0 2.5 0 3.2 0.7 2.9 0 0 1.9 1.5 0 0 0 1.5 2.9 1.3 2 0 1.7 2.2
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : US2026 & SH16 & McDermott Rd
Site Code : 00000000
Start Date : 10/17/2018
Page No : 2
Study: KITT0130
Intersection: US-2026/SH-16/McDermott Rd
County, State: Ada County, Idaho
Control: Signalized
SH-16
U
S
2
0
/
2
6
U
S
2
0
/
2
6
McDermott Road
Right
857
32
889
Thru
0
0
0
Left
575
15
590
Peds
1
0
1
InOut Total
1597 1433 3030
19 47 66
1616 3096 1480
R
i
g
h
t
9
9
8
7
1
0
0
5
T
h
r
u
1
1
4
5
3
4
1
1
7
9
L
e
f
t
0
0
0
P
e
d
s
2
0
2
O
u
t
T
o
t
a
l
I
n
1
4
8
5
2
1
4
5
3
6
3
0
2
7
4
1
6
8
1
5
1
2
3
6
9
8
2
1
8
6
Left
0
0
0
Thru
0
0
0
Right
65
1
66
Peds
0
0
0
Out TotalIn
100 65 165
3 1 4
103 169 66
Le
f
t
59
9
12
61
1
Th
r
u
84
5
11
85
6
Ri
g
h
t
10
0
3
10
3
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
20
0
2
15
4
4
35
4
6
66
26
92
20
6
8
36
3
8
15
7
0
10/17/2018 04:00 PM
10/17/2018 05:45 PM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : US2026 & SH16 & McDermott Rd
Site Code : 00000000
Start Date : 10/17/2018
Page No : 3
Study: KITT0130
Intersection: US-2026/SH-16/McDermott Rd
County, State: Ada County, Idaho
Control: Signalized
SH-16
From North
US 20/26
From East
McDermott Road
From South
US 20/26
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. Total
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM 110 0 60 0 170 116 183 0 0 299 12 0 0 0 12 8 123 53 0 184 665
05:00 PM 121 0 79 0 200 133 137 0 0 270 6 0 0 0 6 16 118 77 0 211 687
05:15 PM 135 0 91 0 226 139 150 0 0 289 7 0 0 0 7 21 110 70 0 201 723
05:30 PM 125 0 70 0 195 143 136 0 0 279 13 0 0 0 13 20 105 103 0 228 715
Total Volume 491 0 300 0 791 531 606 0 0 1137 38 0 0 0 38 65 456 303 0 824 2790
% App. Total 62.1 0 37.9 0 46.7 53.3 0 0 100 0 0 0 7.9 55.3 36.8 0
PHF .909 .000 .824 .000 .875 .928 .828 .000 .000 .951 .731 .000 .000 .000 .731 .774 .927 .735 .000 .904 .965
General Traffic
% General Traffic 96.9 0 98.3 0 97.5 99.6 97.7 0 0 98.6 100 0 0 0 100 98.5 99.3 98.0 0 98.8 98.4
3+ Axle Heavy Trucks
% 3+ Axle Heavy
Trucks
3.1 0 1.7 0 2.5 0.4 2.3 0 0 1.4 0 0 0 0 0 1.5 0.7 2.0 0 1.2 1.6
SH-16
U
S
2
0
/
2
6
U
S
2
0
/
2
6
McDermott Road
Right
476
15
491
Thru
0
0
0
Left
295
5
300
Peds
0
0
0
InOut Total
826 771 1597
8 20 28
834 1625 791
R
i
g
h
t
5
2
9
2
5
3
1
T
h
r
u
5
9
2
1
4
6
0
6
L
e
f
t
0
0
0
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
7
8
6
1
1
2
1
1
9
0
7
8
1
6
2
4
7
9
4
1
9
3
1
1
1
3
7
Left
0
0
0
Thru
0
0
0
Right
38
0
38
Peds
0
0
0
Out TotalIn
64 38 102
1 0 1
65 103 38
Le
f
t
29
7
6
30
3
Th
r
u
45
3
3
45
6
Ri
g
h
t
64
1
65
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
10
6
8
81
4
18
8
2
29
10
39
10
9
7
19
2
1
82
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) 431-2993
File Name : US2026 & SH16 & McDermott Rd
Site Code : 00000000
Start Date : 10/17/2018
Page No : 4
Study: KITT0130
Intersection: US-2026/SH-16/McDermott Rd
County, State: Ada County, Idaho
Control: Signalized
SH-16
From North
US 20/26
From East
McDermott Road
From South
US 20/26
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. Total
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
04:30 PM 04:45 PM 04:45 PM 05:00 PM+0 mins.114 0 91 1 206 116 183 0 0 299 12 0 0 0 12 16 118 77 0 211
+15 mins.110 0 60 0 170 133 137 0 0 270 6 0 0 0 6 21 110 70 0 201
+30 mins.121 0 79 0 200 139 150 0 0 289 7 0 0 0 7 20 105 103 0 228
+45 mins.135 0 91 0 226 143 136 0 0 279 13 0 0 0 13 20 87 80 0 187
Total Volume 480 0 321 1 802 531 606 0 0 1137 38 0 0 0 38 77 420 330 0 827
% App. Total 59.9 0 40 0.1 46.7 53.3 0 0 100 0 0 0 9.3 50.8 39.9 0
PHF .889 .000 .882 .250 .887 .928 .828 .000 .000 .951 .731 .000 .000 .000 .731 .917 .890 .801 .000 .907
General Traffic
% General Traffic
95.
8 0 97.
2 100 96.4 99.
6
97.
7 0 0 98.6 100 0 0 0 100 98.
7
99.
5
97.
6 0 98.7
3+ Axle Heavy Trucks
20 0 9 0 29 2 14 0 0 16 0 0 0 0 0 1 2 8 0 11
% 3+ Axle Heavy
Trucks
4.2 0 2.8 0 3.6 0.4 2.3 0 0 1.4 0 0 0 0 0 1.3 0.5 2.4 0 1.3
SH-16
U
S
2
0
/
2
6
U
S
2
0
/
2
6
McDermott Road
Right
460
20
480
Thru
0
0
0
Left
312
9
321
Peds
1
0
1
In - Peak Hour: 04:30 PM
773
29
802
R
i
g
h
t
5
2
9
2
5
3
1
T
h
r
u
5
9
2
1
4
6
0
6
L
e
f
t
0
0
0
P
e
d
s
0
0
0
I
n
-
P
e
a
k
H
o
u
r
:
0
4
:
4
5
P
M
1
1
2
1
1
6
1
1
3
7
Left
0
0
0
Thru
0
0
0
Right
38
0
38
Peds
0
0
0
In - Peak Hour: 04:45 PM
38
0
38
Le
f
t
32
2
8
33
0
Th
r
u
41
8
2
42
0
Ri
g
h
t
76
1
77
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
0
5
:
0
0
P
M
81
6
11
82
7
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : US2026 & SH16 & McDermott Rd
Site Code : 00000000
Start Date : 10/17/2018
Page No : 5
Study: KITT0130
Intersection: US-2026/SH-16/McDermott Rd
County, State: Ada County, Idaho
Control: Signalized
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : US 20-26 & Levi Lane
Site Code : 00000000
Start Date : 12/18/2018
Page No : 1
Study: KITT0035
Intersection: US 20/26 / Levi Lane
City, State: Star, Idaho
Control: Stop Sign
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
Levi Lane
From North
Chinden Road (US 20/26)
From East
Levi Lane
From South
Chinden Road (US 20/26)
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. Total
07:00 AM 0 0 0 0 0 0 91 0 0 91 0 0 0 0 0 0 244 0 0 244 335
07:15 AM 0 0 0 0 0 1 125 0 0 126 0 0 0 0 0 0 220 0 0 220 346
07:30 AM 1 0 0 0 1 1 129 0 0 130 0 0 0 0 0 0 243 0 0 243 374
07:45 AM 1 0 0 0 1 0 123 0 0 123 0 0 0 0 0 0 226 0 0 226 350
Total 2 0 0 0 2 2 468 0 0 470 0 0 0 0 0 0 933 0 0 933 1405
08:00 AM 0 0 0 0 0 0 129 0 0 129 1 0 0 0 1 1 210 0 0 211 341
08:15 AM 0 0 1 0 1 2 100 0 0 102 0 0 0 0 0 0 208 1 0 209 312
08:30 AM 1 0 1 0 2 7 125 0 0 132 1 0 0 0 1 0 213 0 0 213 348
08:45 AM 0 0 1 0 1 0 102 0 0 102 0 0 0 0 0 0 173 0 0 173 276
Total 1 0 3 0 4 9 456 0 0 465 2 0 0 0 2 1 804 1 0 806 1277
-------
04:00 PM 0 0 1 0 1 1 234 0 0 235 0 0 0 0 0 0 151 0 0 151 387
04:15 PM 1 0 1 0 2 0 268 0 0 268 0 0 0 0 0 0 197 1 0 198 468
04:30 PM 0 0 0 0 0 0 257 0 0 257 0 0 0 0 0 0 167 1 0 168 425
04:45 PM 1 0 0 0 1 1 261 0 0 262 0 0 0 0 0 0 184 0 0 184 447
Total 2 0 2 0 4 2 1020 0 0 1022 0 0 0 0 0 0 699 2 0 701 1727
05:00 PM 1 0 6 0 7 0 271 0 0 271 0 0 0 0 0 0 165 0 0 165 443
05:15 PM 0 0 2 0 2 1 272 0 0 273 0 0 0 0 0 0 186 0 0 186 461
05:30 PM 0 0 0 0 0 1 254 0 0 255 0 0 0 0 0 0 188 0 0 188 443
05:45 PM 1 0 0 0 1 0 257 1 0 258 0 0 0 0 0 0 167 1 0 168 427
Total 2 0 8 0 10 2 1054 1 0 1057 0 0 0 0 0 0 706 1 0 707 1774
Grand Total 7 0 13 0 20 15 2998 1 0 3014 2 0 0 0 2 1 3142 4 0 3147 6183
Apprch %35 0 65 0 0.5 99.5 0 0 100 0 0 0 0 99.8 0.1 0
Total %0.1 0 0.2 0 0.3 0.2 48.5 0 0 48.7 0 0 0 0 0 0 50.8 0.1 0 50.9
General Traffic 2960 3126
% General Traffic 100 0 100 0 100 100 98.7 100 0 98.7 100 0 0 0 100 100 99.5 100 0 99.5 99.1
3+ Axle Heavy Trucks
% 3+ Axle Heavy
Trucks
0 0 0 0 0 0 1.3 0 0 1.3 0 0 0 0 0 0 0.5 0 0 0.5 0.9
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : US 20-26 & Levi Lane
Site Code : 00000000
Start Date : 12/18/2018
Page No : 2
Study: KITT0035
Intersection: US 20/26 / Levi Lane
City, State: Star, Idaho
Control: Stop Sign
Levi Lane
C
h
i
n
d
e
n
R
o
a
d
(
U
S
2
0
/
2
6
)
C
h
i
n
d
e
n
R
o
a
d
(
U
S
2
0
/
2
6
)
Levi Lane
Right
7
0
7
Thru
0
0
0
Left
13
0
13
Peds
0
0
0
InOut Total
19 20 39
0 0 0
19 39 20
R
i
g
h
t
1
5
0
1
5
T
h
r
u
2
9
6
0
3
8
2
9
9
8
L
e
f
t
1
0
1
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
3
1
4
1
2
9
7
6
6
1
1
7
1
6
3
8
5
4
3
1
5
7
6
1
7
1
3
0
1
4
Left
0
0
0
Thru
0
0
0
Right
2
0
2
Peds
0
0
0
Out TotalIn
2 2 4
0 0 0
2 4 2
Le
f
t
4 0 4
Th
r
u
31
2
6
16
31
4
2
Ri
g
h
t
1 0 1
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
29
6
7
31
3
1
60
9
8
38
16
54
30
0
5
61
5
2
31
4
7
12/18/2018 07:00 AM
12/18/2018 05:45 PM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : US 20-26 & Levi Lane
Site Code : 00000000
Start Date : 12/18/2018
Page No : 3
Study: KITT0035
Intersection: US 20/26 / Levi Lane
City, State: Star, Idaho
Control: Stop Sign
Levi Lane
From North
Chinden Road (US 20/26)
From East
Levi Lane
From South
Chinden Road (US 20/26)
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. 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 0 0 0 0 0 1 125 0 0 126 0 0 0 0 0 0 220 0 0 220 346
07:30 AM 1 0 0 0 1 1 129 0 0 130 0 0 0 0 0 0 243 0 0 243 374
07:45 AM 1 0 0 0 1 0 123 0 0 123 0 0 0 0 0 0 226 0 0 226 350
08:00 AM 0 0 0 0 0 0 129 0 0 129 1 0 0 0 1 1 210 0 0 211 341
Total Volume 2 0 0 0 2 2 506 0 0 508 1 0 0 0 1 1 899 0 0 900 1411
% App. Total 100 0 0 0 0.4 99.6 0 0 100 0 0 0 0.1 99.9 0 0
PHF .500 .000 .000 .000 .500 .500 .981 .000 .000 .977 .250 .000 .000 .000 .250 .250 .925 .000 .000 .926 .943
General Traffic
% General Traffic 100 0 0 0 100 100 98.0 0 0 98.0 100 0 0 0 100 100 99.6 0 0 99.6 99.0
3+ Axle Heavy Trucks
% 3+ Axle Heavy
Trucks
0 0 0 0 0 0 2.0 0 0 2.0 0 0 0 0 0 0 0.4 0 0 0.4 1.0
Levi Lane
C
h
i
n
d
e
n
R
o
a
d
(
U
S
2
0
/
2
6
)
C
h
i
n
d
e
n
R
o
a
d
(
U
S
2
0
/
2
6
)
Levi Lane
Right
2
0
2
Thru
0
0
0
Left
0
0
0
Peds
0
0
0
InOut Total
2 2 4
0 0 0
2 4 2
R
i
g
h
t
2
0
2
T
h
r
u
4
9
6
1
0
5
0
6
L
e
f
t
0
0
0
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
8
9
6
4
9
8
1
3
9
4
4
1
0
1
4
9
0
0
1
4
0
8
5
0
8
Left
0
0
0
Thru
0
0
0
Right
1
0
1
Peds
0
0
0
Out TotalIn
1 1 2
0 0 0
1 2 1
Le
f
t
0 0 0
Th
r
u
89
5
4
89
9
Ri
g
h
t
1 0 1
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
49
8
89
6
13
9
4
10
4
14
50
8
14
0
8
90
0
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) 431-2993
File Name : US 20-26 & Levi Lane
Site Code : 00000000
Start Date : 12/18/2018
Page No : 4
Study: KITT0035
Intersection: US 20/26 / Levi Lane
City, State: Star, Idaho
Control: Stop Sign
Levi Lane
From North
Chinden Road (US 20/26)
From East
Levi Lane
From South
Chinden Road (US 20/26)
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. Total
Peak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
07:45 AM 07:15 AM 07:45 AM 07:00 AM+0 mins.1 0 0 0 1 1 125 0 0 126 0 0 0 0 0 0 244 0 0 244
+15 mins.0 0 0 0 0 1 129 0 0 130 1 0 0 0 1 0 220 0 0 220
+30 mins.0 0 1 0 1 0 123 0 0 123 0 0 0 0 0 0 243 0 0 243
+45 mins.1 0 1 0 2 0 129 0 0 129 1 0 0 0 1 0 226 0 0 226
Total Volume 2 0 2 0 4 2 506 0 0 508 2 0 0 0 2 0 933 0 0 933
% App. Total 50 0 50 0 0.4 99.6 0 0 100 0 0 0 0 100 0 0
PHF .500 .000 .500 .000 .500 .500 .981 .000 .000 .977 .500 .000 .000 .000 .500 .000 .956 .000 .000 .956
General Traffic
% General Traffic 100 0 100 0 100 100 98 0 0 98 100 0 0 0 100 0 99.
8 0 0 99.8
3+ Axle Heavy Trucks
0 0 0 0 0 0 10 0 0 10 0 0 0 0 0 0 2 0 0 2
% 3+ Axle Heavy
Trucks
0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0.2 0 0 0.2
Levi Lane
C
h
i
n
d
e
n
R
o
a
d
(
U
S
2
0
/
2
6
)
C
h
i
n
d
e
n
R
o
a
d
(
U
S
2
0
/
2
6
)
Levi Lane
Right
2
0
2
Thru
0
0
0
Left
2
0
2
Peds
0
0
0
In - Peak Hour: 07:45 AM
4
0
4
R
i
g
h
t
2
0
2
T
h
r
u
4
9
6
1
0
5
0
6
L
e
f
t
0
0
0
P
e
d
s
0
0
0
I
n
-
P
e
a
k
H
o
u
r
:
0
7
:
1
5
A
M
4
9
8
1
0
5
0
8
Left
0
0
0
Thru
0
0
0
Right
2
0
2
Peds
0
0
0
In - Peak Hour: 07:45 AM
2
0
2
Le
f
t
0 0 0
Th
r
u
93
1
2
93
3
Ri
g
h
t
0 0 0
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
0
7
:
0
0
A
M
93
1
2
93
3
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : US 20-26 & Levi Lane
Site Code : 00000000
Start Date : 12/18/2018
Page No : 5
Study: KITT0035
Intersection: US 20/26 / Levi Lane
City, State: Star, Idaho
Control: Stop Sign
Levi Lane
From North
Chinden Road (US 20/26)
From East
Levi Lane
From South
Chinden Road (US 20/26)
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. 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 1 0 0 0 1 1 261 0 0 262 0 0 0 0 0 0 184 0 0 184 447
05:00 PM 1 0 6 0 7 0 271 0 0 271 0 0 0 0 0 0 165 0 0 165 443
05:15 PM 0 0 2 0 2 1 272 0 0 273 0 0 0 0 0 0 186 0 0 186 461
05:30 PM 0 0 0 0 0 1 254 0 0 255 0 0 0 0 0 0 188 0 0 188 443
Total Volume 2 0 8 0 10 3 1058 0 0 1061 0 0 0 0 0 0 723 0 0 723 1794
% App. Total 20 0 80 0 0.3 99.7 0 0 0 0 0 0 0 100 0 0
PHF .500 .000 .333 .000 .357 .750 .972 .000 .000 .972 .000 .000 .000 .000 .000 .000 .961 .000 .000 .961 .973
General Traffic 1049
% General Traffic 100 0 100 0 100 100 99.1 0 0 99.2 0 0 0 0 0 0 99.3 0 0 99.3 99.2
3+ Axle Heavy Trucks
% 3+ Axle Heavy
Trucks
0 0 0 0 0 0 0.9 0 0 0.8 0 0 0 0 0 0 0.7 0 0 0.7 0.8
Levi Lane
C
h
i
n
d
e
n
R
o
a
d
(
U
S
2
0
/
2
6
)
C
h
i
n
d
e
n
R
o
a
d
(
U
S
2
0
/
2
6
)
Levi Lane
Right
2
0
2
Thru
0
0
0
Left
8
0
8
Peds
0
0
0
InOut Total
3 10 13
0 0 0
3 13 10
R
i
g
h
t
3
0
3
T
h
r
u
1
0
4
9
9
1
0
5
8
L
e
f
t
0
0
0
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
7
2
6
1
0
5
2
1
7
7
8
5
9
1
4
7
3
1
1
7
9
2
1
0
6
1
Left
0
0
0
Thru
0
0
0
Right
0
0
0
Peds
0
0
0
Out TotalIn
0 0 0
0 0 0
0 0 0
Le
f
t
0 0 0
Th
r
u
71
8
5
72
3
Ri
g
h
t
0 0 0
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
10
5
1
71
8
17
6
9
9
5
14
10
6
0
17
8
3
72
3
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) 431-2993
File Name : US 20-26 & Levi Lane
Site Code : 00000000
Start Date : 12/18/2018
Page No : 6
Study: KITT0035
Intersection: US 20/26 / Levi Lane
City, State: Star, Idaho
Control: Stop Sign
Levi Lane
From North
Chinden Road (US 20/26)
From East
Levi Lane
From South
Chinden Road (US 20/26)
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. Total
Peak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
04:15 PM 04:30 PM 12:00 PM 04:45 PM+0 mins.1 0 1 0 2 0 257 0 0 257 0 0 0 0 0 0 184 0 0 184
+15 mins.0 0 0 0 0 1 261 0 0 262 0 0 0 0 0 0 165 0 0 165
+30 mins.1 0 0 0 1 0 271 0 0 271 0 0 0 0 0 0 186 0 0 186
+45 mins.1 0 6 0 7 1 272 0 0 273 0 0 0 0 0 0 188 0 0 188
Total Volume 3 0 7 0 10 2 1061 0 0 1063 0 0 0 0 0 0 723 0 0 723
% App. Total 30 0 70 0 0.2 99.8 0 0 0 0 0 0 0 100 0 0
PHF .750 .000 .292 .000 .357 .500 .975 .000 .000 .973 .000 .000 .000 .000 .000 .000 .961 .000 .000 .961
General Traffic 3 0 7 0 10 2 105
3 0 0 1055 0 0 0 0 0 0 718 0 0 718
% General Traffic 100 0 100 0 100 100 99.
2 0 0 99.2 0 0 0 0 0 0 99.
3 0 0 99.3
3+ Axle Heavy Trucks
0 0 0 0 0 0 8 0 0 8 0 0 0 0 0 0 5 0 0 5
% 3+ Axle Heavy
Trucks
0 0 0 0 0 0 0.8 0 0 0.8 0 0 0 0 0 0 0.7 0 0 0.7
Levi Lane
C
h
i
n
d
e
n
R
o
a
d
(
U
S
2
0
/
2
6
)
C
h
i
n
d
e
n
R
o
a
d
(
U
S
2
0
/
2
6
)
Levi Lane
Right
3
0
3
Thru
0
0
0
Left
7
0
7
Peds
0
0
0
In - Peak Hour: 04:15 PM
10
0
10
R
i
g
h
t
2
0
2
T
h
r
u
1
0
5
3
8
1
0
6
1
L
e
f
t
0
0
0
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
5
8
1
0
6
3
Left
0
0
0
Thru
0
0
0
Right
0
0
0
Peds
0
0
0
In - Peak Hour: 12:00 PM
0
0
0
Le
f
t
0 0 0
Th
r
u
71
8
5
72
3
Ri
g
h
t
0 0 0
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
0
4
:
4
5
P
M
71
8
5
72
3
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : US 20-26 & Levi Lane
Site Code : 00000000
Start Date : 12/18/2018
Page No : 7
Study: KITT0035
Intersection: US 20/26 / Levi Lane
City, State: Star, Idaho
Control: Stop Sign
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : US 20-26 & Black Cat Rd AM
Site Code : 00000000
Start Date : 12/18/2018
Page No : 1
Study: KITT0035
Intersection: US 20/26 / Black Cat Rd
City, State: Star, Idaho
Control: Stop Sign
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
Black Cat Road
From North
Chinden Road (US 20/26)
From East
Black Cat Road
From South
Chinden Road (US 20/26)
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. Total
07:00 AM 0 0 0 0 0 0 83 0 0 83 12 0 2 0 14 49 194 1 0 244 341
07:15 AM 0 0 0 0 0 0 117 4 0 121 14 0 3 0 17 36 182 1 0 219 357
07:30 AM 1 0 0 0 1 0 127 4 0 131 11 0 4 0 15 35 208 0 0 243 390
07:45 AM 0 0 0 0 0 0 120 11 0 131 11 2 4 0 17 37 185 1 0 223 371
Total 1 0 0 0 1 0 447 19 0 466 48 2 13 0 63 157 769 3 0 929 1459
08:00 AM 0 1 0 0 1 2 116 7 0 125 11 2 6 0 19 22 183 3 0 208 353
08:15 AM 4 0 0 0 4 0 94 9 0 103 11 0 11 0 22 28 179 0 0 207 336
08:30 AM 1 0 1 0 2 0 119 8 0 127 22 1 6 0 29 27 186 3 0 216 374
08:45 AM 5 1 0 0 6 3 96 9 0 108 14 0 10 0 24 25 140 7 0 172 310
Total 10 2 1 0 13 5 425 33 0 463 58 3 33 0 94 102 688 13 0 803 1373
Grand Total 11 2 1 0 14 5 872 52 0 929 106 5 46 0 157 259 1457 16 0 1732 2832
Apprch %78.6 14.3 7.1 0 0.5 93.9 5.6 0 67.5 3.2 29.3 0 15 84.1 0.9 0
Total %0.4 0.1 0 0 0.5 0.2 30.8 1.8 0 32.8 3.7 0.2 1.6 0 5.5 9.1 51.4 0.6 0 61.2
General Traffic 1454
% General Traffic 90.9 100 100 0 92.9 80 97.8 98.1 0 97.7 100 100 97.8 0 99.4 99.6 99.8 93.8 0 99.7 99
3+ Axle Heavy Trucks
% 3+ Axle Heavy
Trucks
9.1 0 0 0 7.1 20 2.2 1.9 0 2.3 0 0 2.2 0 0.6 0.4 0.2 6.2 0 0.3 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : US 20-26 & Black Cat Rd AM
Site Code : 00000000
Start Date : 12/18/2018
Page No : 2
Study: KITT0035
Intersection: US 20/26 / Black Cat Rd
City, State: Star, Idaho
Control: Stop Sign
Black Cat Road
C
h
i
n
d
e
n
R
o
a
d
(
U
S
2
0
/
2
6
)
C
h
i
n
d
e
n
R
o
a
d
(
U
S
2
0
/
2
6
)
Black Cat Road
Right
10
1
11
Thru
2
0
2
Left
1
0
1
Peds
0
0
0
InOut Total
24 13 37
2 1 3
26 40 14
R
i
g
h
t
4
1
5
T
h
r
u
8
5
3
1
9
8
7
2
L
e
f
t
5
1
1
5
2
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
1
5
6
1
9
0
8
2
4
6
9
3
2
1
2
4
1
5
6
4
2
4
9
3
9
2
9
Left
45
1
46
Thru
5
0
5
Right
106
0
106
Peds
0
0
0
Out TotalIn
311 156 467
2 1 3
313 470 157
Le
f
t
15
1
16
Th
r
u
14
5
4
3
14
5
7
Ri
g
h
t
25
8
1
25
9
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
90
8
17
2
7
26
3
5
21
5
26
92
9
26
6
1
17
3
2
12/18/2018 07:00 AM
12/18/2018 08:45 AM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : US 20-26 & Black Cat Rd AM
Site Code : 00000000
Start Date : 12/18/2018
Page No : 3
Study: KITT0035
Intersection: US 20/26 / Black Cat Rd
City, State: Star, Idaho
Control: Stop Sign
Black Cat Road
From North
Chinden Road (US 20/26)
From East
Black Cat Road
From South
Chinden Road (US 20/26)
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. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:15 AM
07:15 AM 0 0 0 0 0 0 117 4 0 121 14 0 3 0 17 36 182 1 0 219 357
07:30 AM 1 0 0 0 1 0 127 4 0 131 11 0 4 0 15 35 208 0 0 243 390
07:45 AM 0 0 0 0 0 0 120 11 0 131 11 2 4 0 17 37 185 1 0 223 371
08:00 AM 0 1 0 0 1 2 116 7 0 125 11 2 6 0 19 22 183 3 0 208 353
Total Volume 1 1 0 0 2 2 480 26 0 508 47 4 17 0 68 130 758 5 0 893 1471
% App. Total 50 50 0 0 0.4 94.5 5.1 0 69.1 5.9 25 0 14.6 84.9 0.6 0
PHF .250 .250 .000 .000 .500 .250 .945 .591 .000 .969 .839 .500 .708 .000 .895 .878 .911 .417 .000 .919 .943
General Traffic
% General Traffic 100 100 0 0 100 50.0 97.9 100 0 97.8 100 100 100 0 100 99.2 99.9 80.0 0 99.7 99.0
3+ Axle Heavy Trucks
% 3+ Axle Heavy
Trucks
0 0 0 0 0 50.0 2.1 0 0 2.2 0 0 0 0 0 0.8 0.1 20.0 0 0.3 1.0
Black Cat Road
C
h
i
n
d
e
n
R
o
a
d
(
U
S
2
0
/
2
6
)
C
h
i
n
d
e
n
R
o
a
d
(
U
S
2
0
/
2
6
)
Black Cat Road
Right
1
0
1
Thru
1
0
1
Left
0
0
0
Peds
0
0
0
InOut Total
9 2 11
2 0 2
11 13 2
R
i
g
h
t
1
1
2
T
h
r
u
4
7
0
1
0
4
8
0
L
e
f
t
2
6
0
2
6
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
8
0
4
4
9
7
1
3
0
1
1
1
1
1
2
8
0
5
1
3
1
3
5
0
8
Left
17
0
17
Thru
4
0
4
Right
47
0
47
Peds
0
0
0
Out TotalIn
156 68 224
1 0 1
157 225 68
Le
f
t
4 1 5
Th
r
u
75
7
1
75
8
Ri
g
h
t
12
9
1
13
0
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
48
8
89
0
13
7
8
10
3
13
49
8
13
9
1
89
3
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) 431-2993
File Name : US 20-26 & Black Cat Rd AM
Site Code : 00000000
Start Date : 12/18/2018
Page No : 4
Study: KITT0035
Intersection: US 20/26 / Black Cat Rd
City, State: Star, Idaho
Control: Stop Sign
Black Cat Road
From North
Chinden Road (US 20/26)
From East
Black Cat Road
From South
Chinden Road (US 20/26)
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. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
08:00 AM 07:15 AM 08:00 AM 07:00 AM+0 mins.0 1 0 0 1 0 117 4 0 121 11 2 6 0 19 49 194 1 0 244
+15 mins.4 0 0 0 4 0 127 4 0 131 11 0 11 0 22 36 182 1 0 219
+30 mins.1 0 1 0 2 0 120 11 0 131 22 1 6 0 29 35 208 0 0 243
+45 mins.5 1 0 0 6 2 116 7 0 125 14 0 10 0 24 37 185 1 0 223
Total Volume 10 2 1 0 13 2 480 26 0 508 58 3 33 0 94 157 769 3 0 929
% App. Total 76.9 15.4 7.7 0 0.4 94.5 5.1 0 61.7 3.2 35.1 0 16.9 82.8 0.3 0
PHF .500 .500 .250 .000 .542 .250 .945 .591 .000 .969 .659 .375 .750 .000 .810 .801 .924 .750 .000 .952
General Traffic
% General Traffic 90 100 100 0 92.3 50 97.
9 100 0 97.8 100 100 97 0 98.9 99.
4 100 100 0 99.9
3+ Axle Heavy Trucks
1 0 0 0 1 1 10 0 0 11 0 0 1 0 1 1 0 0 0 1
% 3+ Axle Heavy
Trucks
10 0 0 0 7.7 50 2.1 0 0 2.2 0 0 3 0 1.1 0.6 0 0 0 0.1
Black Cat Road
C
h
i
n
d
e
n
R
o
a
d
(
U
S
2
0
/
2
6
)
C
h
i
n
d
e
n
R
o
a
d
(
U
S
2
0
/
2
6
)
Black Cat Road
Right
9
1
10
Thru
2
0
2
Left
1
0
1
Peds
0
0
0
In - Peak Hour: 08:00 AM
12
1
13
R
i
g
h
t
1
1
2
T
h
r
u
4
7
0
1
0
4
8
0
L
e
f
t
2
6
0
2
6
P
e
d
s
0
0
0
I
n
-
P
e
a
k
H
o
u
r
:
0
7
:
1
5
A
M
4
9
7
1
1
5
0
8
Left
32
1
33
Thru
3
0
3
Right
58
0
58
Peds
0
0
0
In - Peak Hour: 08:00 AM
93
1
94
Le
f
t
3 0 3
Th
r
u
76
9
0
76
9
Ri
g
h
t
15
6
1
15
7
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
0
7
:
0
0
A
M
92
8
1
92
9
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : US 20-26 & Black Cat Rd AM
Site Code : 00000000
Start Date : 12/18/2018
Page No : 5
Study: KITT0035
Intersection: US 20/26 / Black Cat Rd
City, State: Star, Idaho
Control: Stop Sign
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : US 2026 & Black Cat Road
Site Code : 00000000
Start Date : 10/17/2018
Page No : 1
Study: KITT0130
Intersection: US 2026/ Black Cat Rd
County, State: Ada County, Idaho
Control: Stop Sign
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
Black Cat Road
From North
US 20/26
From East
Black Cat Road
From South
US 20/26
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. Total
04:00 PM 4 1 0 0 5 6 244 25 0 275 15 0 9 0 24 25 119 2 0 146 450
04:15 PM 0 0 2 0 2 1 234 17 0 252 10 0 15 0 25 13 173 0 0 186 465
04:30 PM 2 0 1 0 3 1 248 27 0 276 16 0 14 0 30 26 159 0 0 185 494
04:45 PM 0 0 1 0 1 3 262 20 0 285 13 0 17 0 30 24 178 0 0 202 518
Total 6 1 4 0 11 11 988 89 0 1088 54 0 55 0 109 88 629 2 0 719 1927
05:00 PM 6 0 0 0 6 1 276 27 0 304 13 0 8 0 21 32 166 0 0 198 529
05:15 PM 2 0 0 0 2 2 273 29 0 304 8 0 10 0 18 29 184 1 0 214 538
05:30 PM 3 1 0 0 4 1 251 27 0 279 8 0 13 0 21 30 168 1 0 199 503
05:45 PM 0 0 0 0 0 1 255 14 0 270 16 0 18 0 34 34 137 1 0 172 476
Total 11 1 0 0 12 5 1055 97 0 1157 45 0 49 0 94 125 655 3 0 783 2046
Grand Total 17 2 4 0 23 16 2043 186 0 2245 99 0 104 0 203 213 1284 5 0 1502 3973
Apprch %73.9 8.7 17.4 0 0.7 91 8.3 0 48.8 0 51.2 0 14.2 85.5 0.3 0
Total %0.4 0.1 0.1 0 0.6 0.4 51.4 4.7 0 56.5 2.5 0 2.6 0 5.1 5.4 32.3 0.1 0 37.8
General Traffic 2007 1263
% General Traffic 100 100 75 0 95.7 31.2 98.2 98.9 0 97.8 100 0 98.1 0 99 96.2 98.4 100 0 98.1 98
3+ Axle Heavy Trucks
% 3+ Axle Heavy
Trucks
0 0 25 0 4.3 68.8 1.8 1.1 0 2.2 0 0 1.9 0 1 3.8 1.6 0 0 1.9 2
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : US 2026 & Black Cat Road
Site Code : 00000000
Start Date : 10/17/2018
Page No : 2
Study: KITT0130
Intersection: US 2026/ Black Cat Rd
County, State: Ada County, Idaho
Control: Stop Sign
Black Cat Road
U
S
2
0
/
2
6
U
S
2
0
/
2
6
Black Cat Road
Right
17
0
17
Thru
2
0
2
Left
3
1
4
Peds
0
0
0
InOut Total
10 22 32
11 1 12
21 44 23
R
i
g
h
t
5
1
1
1
6
T
h
r
u
2
0
0
7
3
6
2
0
4
3
L
e
f
t
1
8
4
2
1
8
6
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
1
3
6
5
2
1
9
6
3
5
6
1
2
2
4
9
7
1
1
3
8
7
3
6
3
2
2
2
4
5
Left
102
2
104
Thru
0
0
0
Right
99
0
99
Peds
0
0
0
Out TotalIn
391 201 592
10 2 12
401 604 203
Le
f
t
5 0 5
Th
r
u
12
6
3
21
12
8
4
Ri
g
h
t
20
5
8
21
3
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
21
2
6
14
7
3
35
9
9
38
29
67
21
6
4
36
6
6
15
0
2
10/17/2018 04:00 PM
10/17/2018 05:45 PM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : US 2026 & Black Cat Road
Site Code : 00000000
Start Date : 10/17/2018
Page No : 3
Study: KITT0130
Intersection: US 2026/ Black Cat Rd
County, State: Ada County, Idaho
Control: Stop Sign
Black Cat Road
From North
US 20/26
From East
Black Cat Road
From South
US 20/26
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. Total
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM 0 0 1 0 1 3 262 20 0 285 13 0 17 0 30 24 178 0 0 202 518
05:00 PM 6 0 0 0 6 1 276 27 0 304 13 0 8 0 21 32 166 0 0 198 529
05:15 PM 2 0 0 0 2 2 273 29 0 304 8 0 10 0 18 29 184 1 0 214 538
05:30 PM 3 1 0 0 4 1 251 27 0 279 8 0 13 0 21 30 168 1 0 199 503
Total Volume 11 1 1 0 13 7 1062 103 0 1172 42 0 48 0 90 115 696 2 0 813 2088
% App. Total 84.6 7.7 7.7 0 0.6 90.6 8.8 0 46.7 0 53.3 0 14.1 85.6 0.2 0
PHF .458 .250 .250 .000 .542 .583 .962 .888 .000 .964 .808 .000 .706 .000 .750 .898 .946 .500 .000 .950 .970
General Traffic 1049
% General Traffic 100 100 100 0 100 42.9 98.8 99.0 0 98.5 100 0 100 0 100 96.5 98.9 100 0 98.5 98.6
3+ Axle Heavy Trucks
% 3+ Axle Heavy
Trucks
0 0 0 0 0 57.1 1.2 1.0 0 1.5 0 0 0 0 0 3.5 1.1 0 0 1.5 1.4
Black Cat Road
U
S
2
0
/
2
6
U
S
2
0
/
2
6
Black Cat Road
Right
11
0
11
Thru
1
0
1
Left
1
0
1
Peds
0
0
0
InOut Total
5 13 18
4 0 4
9 22 13
R
i
g
h
t
3
4
7
T
h
r
u
1
0
4
9
1
3
1
0
6
2
L
e
f
t
1
0
2
1
1
0
3
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
7
3
1
1
1
5
4
1
8
8
5
8
1
8
2
6
7
3
9
1
9
1
1
1
1
7
2
Left
48
0
48
Thru
0
0
0
Right
42
0
42
Peds
0
0
0
Out TotalIn
214 90 304
5 0 5
219 309 90
Le
f
t
2 0 2
Th
r
u
68
8
8
69
6
Ri
g
h
t
11
1
4
11
5
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
11
0
8
80
1
19
0
9
13
12
25
11
2
1
19
3
4
81
3
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) 431-2993
File Name : US 2026 & Black Cat Road
Site Code : 00000000
Start Date : 10/17/2018
Page No : 4
Study: KITT0130
Intersection: US 2026/ Black Cat Rd
County, State: Ada County, Idaho
Control: Stop Sign
Black Cat Road
From North
US 20/26
From East
Black Cat Road
From South
US 20/26
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. Total
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
04:45 PM 04:45 PM 04:00 PM 04:45 PM+0 mins.0 0 1 0 1 3 262 20 0 285 15 0 9 0 24 24 178 0 0 202
+15 mins.6 0 0 0 6 1 276 27 0 304 10 0 15 0 25 32 166 0 0 198
+30 mins.2 0 0 0 2 2 273 29 0 304 16 0 14 0 30 29 184 1 0 214
+45 mins.3 1 0 0 4 1 251 27 0 279 13 0 17 0 30 30 168 1 0 199
Total Volume 11 1 1 0 13 7 1062 103 0 1172 54 0 55 0 109 115 696 2 0 813
% App. Total 84.6 7.7 7.7 0 0.6 90.6 8.8 0 49.5 0 50.5 0 14.1 85.6 0.2 0
PHF .458 .250 .250 .000 .542 .583 .962 .888 .000 .964 .844 .000 .809 .000 .908 .898 .946 .500 .000 .950
General Traffic 11 1 1 0 13 3 104
9 102 0 1154 54 0 54 0 108 111 688 2 0 801
% General Traffic 100 100 100 0 100 42.
9
98.
8 99 0 98.5 100 0 98.
2 0 99.1 96.
5
98.
9 100 0 98.5
3+ Axle Heavy Trucks
0 0 0 0 0 4 13 1 0 18 0 0 1 0 1 4 8 0 0 12
% 3+ Axle Heavy
Trucks
0 0 0 0 0 57.
1 1.2 1 0 1.5 0 0 1.8 0 0.9 3.5 1.1 0 0 1.5
Black Cat Road
U
S
2
0
/
2
6
U
S
2
0
/
2
6
Black Cat Road
Right
11
0
11
Thru
1
0
1
Left
1
0
1
Peds
0
0
0
In - Peak Hour: 04:45 PM
13
0
13
R
i
g
h
t
3
4
7
T
h
r
u
1
0
4
9
1
3
1
0
6
2
L
e
f
t
1
0
2
1
1
0
3
P
e
d
s
0
0
0
I
n
-
P
e
a
k
H
o
u
r
:
0
4
:
4
5
P
M
1
1
5
4
1
8
1
1
7
2
Left
54
1
55
Thru
0
0
0
Right
54
0
54
Peds
0
0
0
In - Peak Hour: 04:00 PM
108
1
109
Le
f
t
2 0 2
Th
r
u
68
8
8
69
6
Ri
g
h
t
11
1
4
11
5
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
0
4
:
4
5
P
M
80
1
12
81
3
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : US 2026 & Black Cat Road
Site Code : 00000000
Start Date : 10/17/2018
Page No : 5
Study: KITT0130
Intersection: US 2026/ Black Cat Rd
County, State: Ada County, Idaho
Control: Stop Sign
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
Appendix C
Existing Traffic Operation Worksheets
HCM Signalized Intersection Capacity Analysis Central Valley TIS
101: Star Road & US 20-26 Existing AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/15/2019 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 97 794 52 78 648 44 40 126 153 116 282 134
Future Volume (vph) 97 794 52 78 648 44 40 126 153 116 282 134
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Lane Util. Factor 1.00 *0.77 1.00 *0.70 1.00 1.00 1.00 1.00
Frt 1.00 0.99 1.00 0.99 1.00 0.92 1.00 0.95
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1710 2721 1693 2473 1660 1652 1710 1701
Flt Permitted 0.95 1.00 0.95 1.00 0.27 1.00 0.33 1.00
Satd. Flow (perm) 1710 2721 1693 2473 473 1652 596 1701
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 105 863 57 85 704 48 43 137 166 126 307 146
RTOR Reduction (vph) 0 2 0 0 2 0 0 20 0 0 7 0
Lane Group Flow (vph) 105 918 0 85 750 0 43 283 0 126 446 0
Heavy Vehicles (%) 0% 1% 0% 1% 1% 0% 3% 0% 0% 0% 1% 0%
Turn Type Prot NA Prot NA pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 8 4
Actuated Green, G (s) 16.0 58.6 14.2 56.8 51.0 44.5 63.6 52.1
Effective Green, g (s) 16.0 58.6 14.2 56.8 51.0 44.5 63.6 52.1
Actuated g/C Ratio 0.10 0.38 0.09 0.37 0.33 0.29 0.41 0.34
Clearance Time (s) 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Vehicle Extension (s) 3.5 3.5 3.5 3.5 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 178 1039 156 915 207 479 349 577
v/s Ratio Prot c0.06 c0.34 0.05 0.30 0.01 0.17 c0.03 c0.26
v/s Ratio Perm 0.06 0.12
v/c Ratio 0.59 0.88 0.54 0.82 0.21 0.59 0.36 0.77
Uniform Delay, d1 65.6 44.2 66.5 43.7 36.5 46.7 30.0 45.3
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 5.3 9.3 4.3 6.0 0.5 2.0 0.6 6.4
Delay (s) 70.8 53.5 70.8 49.6 37.0 48.6 30.7 51.7
Level of Service E D E D D D C D
Approach Delay (s) 55.3 51.8 47.2 47.1
Approach LOS E D D D
Intersection Summary
HCM 2000 Control Delay 51.5 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.80
Actuated Cycle Length (s) 153.4 Sum of lost time (s) 22.0
Intersection Capacity Utilization 76.3% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
101: Star Road & US 20-26 Existing AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/15/2019 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 97 794 52 78 648 44 40 126 153 116 282 134
Future Volume (veh/h) 97 794 52 78 648 44 40 126 153 116 282 134
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 1786 1786 1786 1758 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 105 863 57 85 704 48 43 137 166 126 307 146
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 1 1 1 1 1 3 0 0 0 1 1
Cap, veh/h 135 1067 70 110 984 67 180 197 239 310 347 165
Arrive On Green 0.08 0.36 0.36 0.06 0.35 0.35 0.04 0.27 0.27 0.07 0.30 0.30
Sat Flow, veh/h 1714 2933 194 1701 2810 192 1674 741 898 1714 1144 544
Grp Volume(v), veh/h 105 405 515 85 313 439 43 0 303 126 0 453
Grp Sat Flow(s),veh/h/ln 1714 1375 1751 1701 1250 1751 1674 0 1638 1714 0 1688
Q Serve(g_s), s 5.7 25.2 25.2 4.7 20.6 20.6 1.7 0.0 15.8 4.9 0.0 24.2
Cycle Q Clear(g_c), s 5.7 25.2 25.2 4.7 20.6 20.6 1.7 0.0 15.8 4.9 0.0 24.2
Prop In Lane 1.00 0.11 1.00 0.11 1.00 0.55 1.00 0.32
Lane Grp Cap(c), veh/h 135 500 637 110 438 613 180 0 436 310 0 512
V/C Ratio(X) 0.78 0.81 0.81 0.77 0.72 0.72 0.24 0.00 0.69 0.41 0.00 0.88
Avail Cap(c_a), veh/h 452 1146 1459 538 1107 1552 562 0 847 637 0 872
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 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 42.9 27.2 27.2 43.6 26.7 26.7 26.1 0.0 31.3 23.6 0.0 31.4
Incr Delay (d2), s/veh 11.0 3.8 3.0 12.6 2.6 1.9 0.7 0.0 2.0 0.9 0.0 5.9
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 2.7 7.8 9.8 2.2 5.8 8.0 0.7 0.0 6.0 1.9 0.0 9.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 53.9 31.0 30.2 56.3 29.3 28.6 26.8 0.0 33.3 24.4 0.0 37.4
LnGrp LOS D C C E C C C A C C A D
Approach Vol, veh/h 1025 837 346 579
Approach Delay, s/veh 32.9 31.7 32.5 34.6
Approach LOS C C C C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 12.5 39.2 8.4 34.8 11.2 40.5 11.9 31.2
Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Max Green Setting (Gmax), s 25.0 84.0 25.0 49.0 30.0 79.0 25.0 49.0
Max Q Clear Time (g_c+I1), s 7.7 22.6 3.7 26.2 6.7 27.2 6.9 17.8
Green Ext Time (p_c), s 0.3 5.6 0.1 2.5 0.2 7.3 0.3 1.7
Intersection Summary
HCM 6th Ctrl Delay 32.9
HCM 6th LOS C
HCM Signalized Intersection Capacity Analysis Central Valley TIS
102: SH-16 & US 20-26 Existing AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/10/2019 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 297 549 50 0 306 167 0 0 10 369 0 348
Future Volume (vph) 297 549 50 0 306 167 0 0 10 369 0 348
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Lane Util. Factor 0.97 *0.59 1.00 *0.58 1.00 1.00 0.97 0.88
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.85 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 3317 2124 1530 2088 1457 1530 3285 2693
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 3317 2124 1530 2088 1457 1530 3285 2693
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow (vph) 319 590 54 0 329 180 0 0 11 397 0 374
RTOR Reduction (vph) 0 0 16 0 0 58 0 0 0 0 0 294
Lane Group Flow (vph) 319 590 38 0 329 122 0 0 11 397 0 80
Confl. Peds. (#/hr)9
Heavy Vehicles (%) 0% 0% 0% 0% 0% 5% 0% 0% 0% 1% 0% 0%
Turn Type Prot NA Perm NA pm+ov Prot Prot Prot
Protected Phases 1 6 2 7 8 8 7 4 4
Permitted Phases 6 2
Actuated Green, G (s) 19.7 111.9 111.9 84.7 108.5 2.8 23.8 34.1
Effective Green, g (s) 19.7 111.9 111.9 84.7 108.5 2.8 23.8 34.1
Actuated g/C Ratio 0.12 0.70 0.70 0.53 0.68 0.02 0.15 0.21
Clearance Time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Vehicle Extension (s) 2.0 4.0 4.0 4.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 408 1485 1070 1105 988 26 488 573
v/s Ratio Prot c0.10 c0.28 0.16 0.02 c0.01 c0.12 0.03
v/s Ratio Perm 0.02 0.07
v/c Ratio 0.78 0.40 0.04 0.30 0.12 0.42 0.81 0.14
Uniform Delay, d1 68.1 10.0 7.4 21.0 9.0 77.8 66.0 51.0
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 8.7 0.8 0.1 0.7 0.0 4.0 9.5 0.0
Delay (s) 76.8 10.8 7.5 21.7 9.1 81.8 75.5 51.1
Level of Service E B A C A F E D
Approach Delay (s) 32.5 17.2 81.8 63.6
Approach LOS C B F E
Intersection Summary
HCM 2000 Control Delay 39.9 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.54
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 29.0
Intersection Capacity Utilization 48.0% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
102: SH-16 & US 20-26 Existing AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/10/2019 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 297 549 50 0 306 167 0 0 10 369 0 348
Future Volume (veh/h) 297 549 50 0 306 167 0 0 10 369 0 348
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 0.98
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 0 1800 1730 0 1800 1800 1786 1800 1800
Adj Flow Rate, veh/h 319 590 0 0 329 180 0 0 11 397 0 374
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 0 0 0 0 0 5 0 0 0 1 0 0
Cap, veh/h 364 1527 0 1161 1013 0 22 18 444 332 483
Arrive On Green 0.11 0.72 0.00 0.00 0.56 0.56 0.00 0.00 0.01 0.13 0.00 0.18
Sat Flow, veh/h 3326 2124 1525 0 2844 1466 0 1800 1525 3300 1800 2619
Grp Volume(v), veh/h 319 590 0 0 329 180 0 0 11 397 0 374
Grp Sat Flow(s),veh/h/ln 1663 1062 1525 0 1044 1466 0 1800 1525 1650 1800 1310
Q Serve(g_s), s 15.1 17.3 0.0 0.0 13.3 3.6 0.0 0.0 1.1 18.9 0.0 21.7
Cycle Q Clear(g_c), s 15.1 17.3 0.0 0.0 13.3 3.6 0.0 0.0 1.1 18.9 0.0 21.7
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 364 1527 0 1161 1013 0 22 18 444 332 483
V/C Ratio(X) 0.88 0.39 0.00 0.28 0.18 0.00 0.00 0.60 0.89 0.00 0.77
Avail Cap(c_a), veh/h 551 1527 0 1161 1013 0 158 133 753 653 949
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 70.2 8.8 0.0 0.0 18.7 2.6 0.0 0.0 78.6 68.1 0.0 62.1
Incr Delay (d2), s/veh 7.0 0.7 0.0 0.0 0.6 0.4 0.0 0.0 10.9 4.1 0.0 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 6.6 3.6 0.0 0.0 3.2 9.4 0.0 0.0 0.5 8.0 0.0 15.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 77.2 9.5 0.0 0.0 19.3 3.0 0.0 0.0 89.6 72.2 0.0 63.1
LnGrp LOS E A A B A A A F E A E
Approach Vol, veh/h 909 A 509 11 771
Approach Delay, s/veh 33.3 13.5 89.6 67.8
Approach LOS C B F E
Timer - Assigned Phs 1 2 4 6 7 8
Phs Duration (G+Y+Rc), s 26.0 96.0 38.0 122.0 30.1 7.9
Change Period (Y+Rc), s 8.5 * 7 * 8.5 7.0 8.5 6.0
Max Green Setting (Gmax), s 26.5 * 54 * 58 88.0 36.5 14.0
Max Q Clear Time (g_c+I1), s 17.1 15.3 23.7 19.3 20.9 3.1
Green Ext Time (p_c), s 0.4 3.9 0.8 5.7 0.6 0.0
Intersection Summary
HCM 6th Ctrl Delay 41.1
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.
HCM 6th TWSC Central Valley TIS
103: Levi Lane & US 20-26 Existing AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/10/2019 Page 5
Intersection
Int Delay, s/veh 0.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 1 899 1 1 506 2 1 1 1 1 1 2
Future Vol, veh/h 1 899 1 1 506 2 1 1 1 1 1 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 300 - - 300 - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 2 - - 2 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94
Heavy Vehicles, % 0 1 0 0 2 0 0 0 0 0 0 0
Mvmt Flow 1 956 1 1 538 2 1 1 1 1 1 2
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 540 0 0 957 0 0 1502 1501 957 1501 1500 539
Stage 1 - - - - - - 959 959 - 541 541 -
Stage 2 - - - - - - 543 542 - 960 959 -
Critical Hdwy 4.1 - - 4.1 - - 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 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 1039 - - 727 - - 101 123 315 101 123 546
Stage 1 - - - - - - 311 338 - 529 524 -
Stage 2 - - - - - - 528 523 - 311 338 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1039 - - 727 - - 100 123 315 100 123 546
Mov Cap-2 Maneuver - - - - - - 267 288 - 265 288 -
Stage 1 - - - - - - 311 338 - 528 523 -
Stage 2 - - - - - - 524 522 - 309 338 -
Approach EB WB NB SB
HCM Control Delay, s 0 0 17.6 14.9
HCM LOS C B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 289 1039 - - 727 - - 367
HCM Lane V/C Ratio 0.011 0.001 - - 0.001 - - 0.012
HCM Control Delay (s) 17.6 8.5 0 - 10 - - 14.9
HCM Lane LOS C A A - A - - B
HCM 95th %tile Q(veh) 0 0 - - 0 - - 0
HCM 6th TWSC Central Valley TIS
104: Black Cat Road & US 20-26 Existing AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/10/2019 Page 6
Intersection
Int Delay, s/veh 1.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 5 758 130 26 480 2 17 4 47 1 1 1
Future Vol, veh/h 5 758 130 26 480 2 17 4 47 1 1 1
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 120 - - 130 - - - - - 100 - -
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, % 20 0 1 0 2 50 0 0 0 0 0 0
Mvmt Flow 5 806 138 28 511 2 18 4 50 1 1 1
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 513 0 0 944 0 0 1454 1454 875 1480 1522 512
Stage 1 - - - - - - 885 885 - 568 568 -
Stage 2 - - - - - - 569 569 - 912 954 -
Critical Hdwy 4.3 - - 4.1 - - 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 2.38 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 966 - - 735 - - 109 131 351 105 120 566
Stage 1 - - - - - - 342 366 - 511 510 -
Stage 2 - - - - - - 511 509 - 331 340 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 966 - - 735 - - 105 125 351 85 115 566
Mov Cap-2 Maneuver - - - - - - 105 125 - 85 115 -
Stage 1 - - - - - - 340 364 - 508 491 -
Stage 2 - - - - - - 490 490 - 279 338 -
Approach EB WB NB SB
HCM Control Delay, s 0 0.5 31.5 32
HCM LOS D D
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1SBLn2
Capacity (veh/h) 207 966 - - 735 - - 85 191
HCM Lane V/C Ratio 0.349 0.006 - - 0.038 - - 0.013 0.011
HCM Control Delay (s) 31.5 8.7 - - 10.1 - - 47.9 24.1
HCM Lane LOS D A - - B - - E C
HCM 95th %tile Q(veh) 1.5 0 - - 0.1 - - 0 0
HCM 6th TWSC Central Valley TIS
105: Black Cat Road & Waverly Dr Existing AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/16/2019 Page 1
Intersection
Int Delay, s/veh 0
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 0 0 11 3 0
Future Vol, veh/h 0 0 0 11 3 0
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 90 90 90 90 90 90
Heavy Vehicles, % 0 0 0 0 0 0
Mvmt Flow 0 0 0 12 3 0
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 15 3 3 0 - 0
Stage 1 3 - - - - -
Stage 2 12 - - - - -
Critical Hdwy 6.4 6.2 4.1 - - -
Critical Hdwy Stg 1 5.4 - - - - -
Critical Hdwy Stg 2 5.4 - - - - -
Follow-up Hdwy 3.5 3.3 2.2 - - -
Pot Cap-1 Maneuver 1009 1087 1632 - - -
Stage 1 1025 - - - - -
Stage 2 1016 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1009 1087 1632 - - -
Mov Cap-2 Maneuver 1009 - - - - -
Stage 1 1025 - - - - -
Stage 2 1016 - - - - -
Approach EB NB SB
HCM Control Delay, s 0 0 0
HCM LOS A
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR
Capacity (veh/h) 1632 - - - -
HCM Lane V/C Ratio - - - - -
HCM Control Delay (s) 0 - 0 - -
HCM Lane LOS A - A - -
HCM 95th %tile Q(veh) 0 - - - -
HCM Signalized Intersection Capacity Analysis Central Valley TIS
201: Star Road & US 20-26 Existing PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/15/2019 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 119 585 16 136 748 83 75 322 92 77 168 117
Future Volume (vph) 119 585 16 136 748 83 75 322 92 77 168 117
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Lane Util. Factor 1.00 *0.76 1.00 *0.77 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 0.99 1.00 0.97 1.00 0.94
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1710 2699 1693 2706 1660 1740 1710 1680
Flt Permitted 0.95 1.00 0.95 1.00 0.40 1.00 0.20 1.00
Satd. Flow (perm) 1710 2699 1693 2706 697 1740 355 1680
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 127 622 17 145 796 88 80 343 98 82 179 124
RTOR Reduction (vph) 0 1 0 0 3 0 0 5 0 0 11 0
Lane Group Flow (vph) 127 638 0 145 881 0 80 436 0 82 292 0
Heavy Vehicles (%) 0% 1% 0% 1% 1% 0% 3% 0% 0% 0% 1% 0%
Turn Type Prot NA Prot NA pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 8 4
Actuated Green, G (s) 17.9 57.5 20.2 59.8 60.4 49.9 62.4 50.9
Effective Green, g (s) 17.9 57.5 20.2 59.8 60.4 49.9 62.4 50.9
Actuated g/C Ratio 0.11 0.36 0.13 0.37 0.37 0.31 0.39 0.32
Clearance Time (s) 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Vehicle Extension (s) 3.5 3.5 3.5 3.5 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 190 963 212 1004 324 538 234 530
v/s Ratio Prot 0.07 0.24 c0.09 c0.33 0.02 c0.25 c0.02 0.17
v/s Ratio Perm 0.08 0.11
v/c Ratio 0.67 0.66 0.68 0.88 0.25 0.81 0.35 0.55
Uniform Delay, d1 68.8 43.6 67.4 47.2 33.9 51.2 35.1 45.6
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 8.9 1.8 9.1 9.0 0.4 9.0 0.9 1.2
Delay (s) 77.7 45.4 76.5 56.2 34.3 60.3 36.0 46.9
Level of Service E D E E C E D D
Approach Delay (s) 50.8 59.1 56.3 44.6
Approach LOS D E E D
Intersection Summary
HCM 2000 Control Delay 54.1 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.80
Actuated Cycle Length (s) 161.1 Sum of lost time (s) 22.0
Intersection Capacity Utilization 78.2% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
201: Star Road & US 20-26 Existing PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/15/2019 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 119 585 16 136 748 83 75 322 92 77 168 117
Future Volume (veh/h) 119 585 16 136 748 83 75 322 92 77 168 117
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 1786 1786 1786 1758 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 127 622 17 145 796 88 80 343 98 82 179 124
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 1 1 1 1 3 0 0 0 1 1
Cap, veh/h 159 1025 28 180 977 108 293 387 111 199 283 196
Arrive On Green 0.09 0.34 0.34 0.11 0.35 0.35 0.05 0.29 0.29 0.05 0.29 0.29
Sat Flow, veh/h 1714 3045 83 1701 2796 309 1674 1346 385 1714 983 681
Grp Volume(v), veh/h 127 277 362 145 391 493 80 0 441 82 0 303
Grp Sat Flow(s),veh/h/ln 1714 1357 1771 1701 1375 1730 1674 0 1731 1714 0 1663
Q Serve(g_s), s 7.2 17.0 17.0 8.3 25.8 25.8 3.3 0.0 24.3 3.3 0.0 15.8
Cycle Q Clear(g_c), s 7.2 17.0 17.0 8.3 25.8 25.8 3.3 0.0 24.3 3.3 0.0 15.8
Prop In Lane 1.00 0.05 1.00 0.18 1.00 0.22 1.00 0.41
Lane Grp Cap(c), veh/h 159 457 596 180 480 604 293 0 498 199 0 479
V/C Ratio(X) 0.80 0.61 0.61 0.81 0.81 0.82 0.27 0.00 0.89 0.41 0.00 0.63
Avail Cap(c_a), veh/h 430 1075 1403 512 1158 1458 630 0 850 545 0 817
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 44.3 27.6 27.6 43.6 29.5 29.5 24.4 0.0 33.9 26.2 0.0 30.9
Incr Delay (d2), s/veh 10.4 1.6 1.2 9.8 4.1 3.3 0.5 0.0 6.1 1.4 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 3.4 5.2 6.7 3.8 8.2 10.2 1.3 0.0 10.3 1.3 0.0 6.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 54.7 29.1 28.8 53.4 33.6 32.8 24.9 0.0 40.0 27.6 0.0 32.3
LnGrp LOS D C C D C C C A D C A C
Approach Vol, veh/h 766 1029 521 385
Approach Delay, s/veh 33.2 36.0 37.7 31.3
Approach LOS C D D C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 14.3 40.8 9.9 34.7 15.5 39.6 9.9 34.7
Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Max Green Setting (Gmax), s 25.0 84.0 25.0 49.0 30.0 79.0 25.0 49.0
Max Q Clear Time (g_c+I1), s 9.2 27.8 5.3 17.8 10.3 19.0 5.3 26.3
Green Ext Time (p_c), s 0.3 7.0 0.1 1.7 0.4 4.5 0.2 2.4
Intersection Summary
HCM 6th Ctrl Delay 34.9
HCM 6th LOS C
HCM Signalized Intersection Capacity Analysis Central Valley TIS
202: SH-16 & US 20-26 Existing PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/10/2019 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 303 456 65 0 606 531 0 0 38 300 0 491
Future Volume (vph) 303 456 65 0 606 531 0 0 38 300 0 491
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Lane Util. Factor 0.97 *0.58 1.00 *0.61 1.00 1.00 0.97 0.88
Frt 1.00 1.00 0.85 1.00 0.85 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 3252 2067 1500 2153 1515 1530 3252 2614
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 3252 2067 1500 2153 1515 1530 3252 2614
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 312 470 67 0 625 547 0 0 39 309 0 506
RTOR Reduction (vph) 0 0 20 0 0 153 0 0 0 0 0 396
Lane Group Flow (vph) 312 470 47 0 625 394 0 0 39 309 0 110
Heavy Vehicles (%) 2% 1% 2% 0% 2% 1% 0% 0% 0% 2% 0% 3%
Turn Type Prot NA Perm NA pm+ov Prot Prot Prot
Protected Phases 1 6 2 7 8 8 7 4 4
Permitted Phases 6 2
Actuated Green, G (s) 19.7 111.2 111.2 84.0 103.7 7.6 19.7 34.8
Effective Green, g (s) 19.7 111.2 111.2 84.0 103.7 7.6 19.7 34.8
Actuated g/C Ratio 0.12 0.70 0.70 0.52 0.65 0.05 0.12 0.22
Clearance Time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Vehicle Extension (s) 2.0 4.0 4.0 4.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 400 1436 1042 1130 981 72 400 568
v/s Ratio Prot c0.10 0.23 c0.29 0.05 c0.03 c0.10 0.04
v/s Ratio Perm 0.03 0.21
v/c Ratio 0.78 0.33 0.04 0.55 0.40 0.54 0.77 0.19
Uniform Delay, d1 68.0 9.6 7.7 25.4 13.4 74.5 68.0 51.1
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 8.8 0.6 0.1 2.0 0.1 4.4 8.2 0.1
Delay (s) 76.8 10.2 7.8 27.4 13.5 78.9 76.2 51.2
Level of Service E B A C B E E D
Approach Delay (s) 34.5 20.9 78.9 60.7
Approach LOS C C E E
Intersection Summary
HCM 2000 Control Delay 37.0 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.62
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 29.0
Intersection Capacity Utilization 58.0% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
202: SH-16 & US 20-26 Existing PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/10/2019 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 303 456 65 0 606 531 0 0 38 300 0 491
Future Volume (veh/h) 303 456 65 0 606 531 0 0 38 300 0 491
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 1772 1786 1772 0 1772 1786 0 1800 1800 1772 1800 1758
Adj Flow Rate, veh/h 312 470 0 0 625 547 0 0 39 309 0 506
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, % 2 1 2 0 2 1 0 0 0 2 0 3
Cap, veh/h 356 1439 0 1152 1018 0 56 48 457 375 547
Arrive On Green 0.11 0.69 0.00 0.00 0.53 0.53 0.00 0.00 0.03 0.14 0.00 0.21
Sat Flow, veh/h 3274 2072 1502 0 2853 1514 0 1800 1525 3274 1800 2622
Grp Volume(v), veh/h 312 470 0 0 625 547 0 0 39 309 0 506
Grp Sat Flow(s),veh/h/ln 1637 1036 1502 0 1081 1514 0 1800 1525 1637 1800 1311
Q Serve(g_s), s 15.0 14.3 0.0 0.0 30.4 14.7 0.0 0.0 4.1 14.3 0.0 30.3
Cycle Q Clear(g_c), s 15.0 14.3 0.0 0.0 30.4 14.7 0.0 0.0 4.1 14.3 0.0 30.3
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 356 1439 0 1152 1018 0 56 48 457 375 547
V/C Ratio(X) 0.88 0.33 0.00 0.54 0.54 0.00 0.00 0.82 0.68 0.00 0.93
Avail Cap(c_a), veh/h 542 1439 0 1152 1018 0 158 133 747 653 950
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 70.2 9.6 0.0 0.0 24.6 3.9 0.0 0.0 77.0 65.4 0.0 62.1
Incr Delay (d2), s/veh 6.9 0.6 0.0 0.0 1.8 2.0 0.0 0.0 11.8 0.7 0.0 5.0
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 6.5 3.0 0.0 0.0 7.7 28.8 0.0 0.0 1.7 5.9 0.0 20.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 77.2 10.3 0.0 0.0 26.4 5.9 0.0 0.0 88.8 66.0 0.0 67.1
LnGrp LOS E B A C A A A F E A E
Approach Vol, veh/h 782 A 1172 39 815
Approach Delay, s/veh 37.0 16.8 88.8 66.7
Approach LOS D B F E
Timer - Assigned Phs 1 2 4 6 7 8
Phs Duration (G+Y+Rc), s 25.9 92.2 41.9 118.1 30.8 11.0
Change Period (Y+Rc), s 8.5 * 7 * 8.5 7.0 8.5 6.0
Max Green Setting (Gmax), s 26.5 * 54 * 58 88.0 36.5 14.0
Max Q Clear Time (g_c+I1), s 17.0 32.4 32.3 16.3 16.3 6.1
Green Ext Time (p_c), s 0.4 8.6 1.1 4.4 0.5 0.0
Intersection Summary
HCM 6th Ctrl Delay 37.9
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.
HCM 6th TWSC Central Valley TIS
203: Levi Lane & US 20-26 Existing PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/10/2019 Page 5
Intersection
Int Delay, s/veh 0.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 1 723 1 1 1058 3 1 1 1 8 1 2
Future Vol, veh/h 1 723 1 1 1058 3 1 1 1 8 1 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 300 - - 300 - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 2 - - 2 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 0 1 0 0 1 0 0 0 0 0 0 0
Mvmt Flow 1 745 1 1 1091 3 1 1 1 8 1 2
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1094 0 0 746 0 0 1844 1844 746 1844 1843 1093
Stage 1 - - - - - - 748 748 - 1095 1095 -
Stage 2 - - - - - - 1096 1096 - 749 748 -
Critical Hdwy 4.1 - - 4.1 - - 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 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 645 - - 871 - - 58 76 417 58 76 263
Stage 1 - - - - - - 408 423 - 261 292 -
Stage 2 - - - - - - 261 292 - 407 423 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 645 - - 871 - - 57 76 417 58 76 263
Mov Cap-2 Maneuver - - - - - - 211 237 - 213 237 -
Stage 1 - - - - - - 407 422 - 260 292 -
Stage 2 - - - - - - 258 292 - 404 422 -
Approach EB WB NB SB
HCM Control Delay, s 0 0 18.8 22
HCM LOS C C
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 264 645 - - 871 - - 223
HCM Lane V/C Ratio 0.012 0.002 - - 0.001 - - 0.051
HCM Control Delay (s) 18.8 10.6 - - 9.1 - - 22
HCM Lane LOS C B - - A - - C
HCM 95th %tile Q(veh) 0 0 - - 0 - - 0.2
HCM 6th TWSC Central Valley TIS
204: Black Cat Road & US 20-26 Existing PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/10/2019 Page 6
Intersection
Int Delay, s/veh 22
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 2 696 115 103 1062 7 48 1 42 1 1 11
Future Vol, veh/h 2 696 115 103 1062 7 48 1 42 1 1 11
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 120 - - 130 - - - - - 100 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 9 1 4 1 1 57 0 0 0 0 0 0
Mvmt Flow 2 718 119 106 1095 7 49 1 43 1 1 11
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1102 0 0 837 0 0 2099 2096 778 2115 2152 1099
Stage 1 - - - - - - 782 782 - 1311 1311 -
Stage 2 - - - - - - 1317 1314 - 804 841 -
Critical Hdwy 4.19 - - 4.11 - - 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 2.281 - - 2.209 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 608 - - 801 - - ~ 38 53 400 37 49 261
Stage 1 - - - - - - 390 408 - 197 231 -
Stage 2 - - - - - - 196 230 - 380 383 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 608 - - 801 - - ~ 32 46 400 29 42 261
Mov Cap-2 Maneuver - - - - - - ~ 32 46 - 29 42 -
Stage 1 - - - - - - 389 407 - 196 201 -
Stage 2 - - - - - - 162 200 - 337 382 -
Approach EB WB NB SB
HCM Control Delay, s 0 0.9 $ 488.7 34.5
HCM LOS F D
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1SBLn2
Capacity (veh/h) 56 608 - - 801 - - 29 182
HCM Lane V/C Ratio 1.675 0.003 - - 0.133 - - 0.036 0.068
HCM Control Delay (s) $ 488.7 10.9 - - 10.2 - - 133.7 26.2
HCM Lane LOS F B - - B - - F D
HCM 95th %tile Q(veh) 8.7 0 - - 0.5 - - 0.1 0.2
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
HCM 6th TWSC Central Valley TIS
205: Black Cat Road & Waverly Dr Existing PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/16/2019 Page 1
Intersection
Int Delay, s/veh 0
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 0 0 10 13 0
Future Vol, veh/h 0 0 0 10 13 0
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 90 90 90 90 90 90
Heavy Vehicles, % 0 0 0 0 0 0
Mvmt Flow 0 0 0 11 14 0
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 25 14 14 0 - 0
Stage 1 14 - - - - -
Stage 2 11 - - - - -
Critical Hdwy 6.4 6.2 4.1 - - -
Critical Hdwy Stg 1 5.4 - - - - -
Critical Hdwy Stg 2 5.4 - - - - -
Follow-up Hdwy 3.5 3.3 2.2 - - -
Pot Cap-1 Maneuver 996 1072 1617 - - -
Stage 1 1014 - - - - -
Stage 2 1017 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 996 1072 1617 - - -
Mov Cap-2 Maneuver 996 - - - - -
Stage 1 1014 - - - - -
Stage 2 1017 - - - - -
Approach EB NB SB
HCM Control Delay, s 0 0 0
HCM LOS A
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR
Capacity (veh/h) 1617 - - - -
HCM Lane V/C Ratio - - - - -
HCM Control Delay (s) 0 - 0 - -
HCM Lane LOS A - A - -
HCM 95th %tile Q(veh) 0 - - - -
Appendix D
Mitigated Existing Traffic Operation Worksheets
HCM Signalized Intersection Capacity Analysis Central Valley TIS
104: Black Cat Road & US 20-26 Existing AM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
12/31/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 5 758 130 26 480 2 17 4 47 1 1 1
Future Volume (vph) 5 758 130 26 480 2 17 4 47 1 1 1
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00
Frt 1.00 0.98 1.00 1.00 1.00 0.86 1.00 0.93
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1425 3340 1710 3345 1710 1550 1710 1665
Flt Permitted 0.46 1.00 0.26 1.00 1.00 1.00 1.00 1.00
Satd. Flow (perm) 694 3340 465 3345 1800 1550 1800 1665
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 5 806 138 28 511 2 18 4 50 1 1 1
RTOR Reduction (vph) 0 10 0 0 0 0 0 47 0 0 1 0
Lane Group Flow (vph) 5 934 0 28 513 0 18 7 0 1 1 0
Heavy Vehicles (%) 20% 0% 1% 0% 2% 50% 0% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 30.8 30.1 31.2 30.3 4.3 3.4 3.9 3.2
Effective Green, g (s) 30.8 30.1 31.2 30.3 4.3 3.4 3.9 3.2
Actuated g/C Ratio 0.58 0.57 0.59 0.57 0.08 0.06 0.07 0.06
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 412 1893 294 1908 144 99 131 100
v/s Ratio Prot 0.00 c0.28 c0.00 0.15 c0.00 0.00 0.00 0.00
v/s Ratio Perm 0.01 0.05 c0.01 0.00
v/c Ratio 0.01 0.49 0.10 0.27 0.12 0.07 0.01 0.01
Uniform Delay, d1 4.7 6.9 4.8 5.8 22.7 23.4 22.8 23.5
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.0 0.2 0.1 0.1 0.4 0.3 0.0 0.0
Delay (s) 4.7 7.1 4.9 5.9 23.1 23.7 22.8 23.5
Level of Service A A A A C C C C
Approach Delay (s) 7.1 5.8 23.5 23.3
Approach LOS A A C C
Intersection Summary
HCM 2000 Control Delay 7.4 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.44
Actuated Cycle Length (s) 53.1 Sum of lost time (s) 18.0
Intersection Capacity Utilization 41.7% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
104: Black Cat Road & US 20-26 Existing AM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
12/31/2018 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 5 758 130 26 480 2 17 4 47 1 1 1
Future Volume (veh/h) 5 758 130 26 480 2 17 4 47 1 1 1
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 1519 1800 1800 1800 1772 1772 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 5 806 138 28 511 2 18 4 50 1 1 1
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, % 20 0 0 0 2 2 0 0 0 0 0 0
Cap, veh/h 464 1240 212 365 1552 6 306 9 115 253 49 49
Arrive On Green 0.01 0.42 0.42 0.03 0.45 0.45 0.02 0.08 0.08 0.00 0.06 0.06
Sat Flow, veh/h 1447 2920 500 1714 3439 13 1714 114 1429 1714 826 826
Grp Volume(v), veh/h 5 472 472 28 250 263 18 0 54 1 0 2
Grp Sat Flow(s),veh/h/ln 1447 1710 1710 1714 1683 1769 1714 0 1543 1714 0 1651
Q Serve(g_s), s 0.1 8.6 8.6 0.4 3.7 3.7 0.4 0.0 1.3 0.0 0.0 0.0
Cycle Q Clear(g_c), s 0.1 8.6 8.6 0.4 3.7 3.7 0.4 0.0 1.3 0.0 0.0 0.0
Prop In Lane 1.00 0.29 1.00 0.01 1.00 0.93 1.00 0.50
Lane Grp Cap(c), veh/h 464 726 726 365 760 799 306 0 124 253 0 97
V/C Ratio(X) 0.01 0.65 0.65 0.08 0.33 0.33 0.06 0.00 0.44 0.00 0.00 0.02
Avail Cap(c_a), veh/h 769 4306 4306 724 4282 4501 684 0 1006 621 0 1034
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 6.4 8.9 8.9 6.8 6.9 6.9 16.7 0.0 17.1 17.3 0.0 17.3
Incr Delay (d2), s/veh 0.0 1.0 1.0 0.1 0.3 0.2 0.1 0.0 2.4 0.0 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 0.0 1.7 1.7 0.1 0.6 0.7 0.1 0.0 0.4 0.0 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 6.4 9.9 9.9 6.9 7.2 7.2 16.7 0.0 19.5 17.3 0.0 17.4
LnGrp LOS A A A A A A B A B B A B
Approach Vol, veh/h 949 541 72 3
Approach Delay, s/veh 9.9 7.1 18.8 17.4
Approach LOS A A B B
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 4.8 22.2 5.4 6.8 5.8 21.1 4.6 7.6
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 8.5 99.5 9.5 24.5 9.5 98.5 8.5 25.5
Max Q Clear Time (g_c+I1), s 2.1 5.7 2.4 2.0 2.4 10.6 2.0 3.3
Green Ext Time (p_c), s 0.0 2.7 0.0 0.0 0.0 6.0 0.0 0.2
Intersection Summary
HCM 6th Ctrl Delay 9.4
HCM 6th LOS A
HCM Signalized Intersection Capacity Analysis Central Valley TIS
204: Black Cat Road & US 20-26 Existing PM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
01/02/2019 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 2 696 115 103 1062 7 48 1 42 1 1 11
Future Volume (vph) 2 696 115 103 1062 7 48 1 42 1 1 11
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00
Frt 1.00 0.98 1.00 1.00 1.00 0.85 1.00 0.86
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1569 3300 1693 3371 1710 1536 1710 1552
Flt Permitted 0.25 1.00 0.24 1.00 1.00 1.00 1.00 1.00
Satd. Flow (perm) 418 3300 436 3371 1800 1536 1800 1552
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 2 718 119 106 1095 7 49 1 43 1 1 11
RTOR Reduction (vph) 0 13 0 0 0 0 0 41 0 0 11 0
Lane Group Flow (vph) 2 824 0 106 1102 0 49 3 0 1 1 0
Heavy Vehicles (%) 9% 1% 4% 1% 1% 57% 0% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 27.5 26.9 37.1 32.0 4.0 2.2 1.6 1.0
Effective Green, g (s) 27.5 26.9 37.1 32.0 4.0 2.2 1.6 1.0
Actuated g/C Ratio 0.51 0.50 0.69 0.60 0.07 0.04 0.03 0.02
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 228 1662 437 2020 131 63 52 29
v/s Ratio Prot 0.00 0.25 c0.03 c0.33 c0.01 0.00 0.00 0.00
v/s Ratio Perm 0.00 0.14 c0.02 0.00
v/c Ratio 0.01 0.50 0.24 0.55 0.37 0.04 0.02 0.04
Uniform Delay, d1 6.3 8.8 3.5 6.4 23.6 24.6 25.2 25.7
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.0 0.2 0.3 0.3 1.8 0.3 0.1 0.6
Delay (s) 6.3 9.0 3.8 6.7 25.4 24.9 25.4 26.3
Level of Service A A A A C C C C
Approach Delay (s) 9.0 6.4 25.1 26.2
Approach LOS A A C C
Intersection Summary
HCM 2000 Control Delay 8.3 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.55
Actuated Cycle Length (s) 53.4 Sum of lost time (s) 18.0
Intersection Capacity Utilization 56.1% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
204: Black Cat Road & US 20-26 Existing PM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
01/02/2019 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 2 696 115 103 1062 7 48 1 42 1 1 11
Future Volume (veh/h) 2 696 115 103 1062 7 48 1 42 1 1 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 1674 1786 1786 1786 1786 1786 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 2 718 119 106 1095 7 49 1 43 1 1 11
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, % 9 1 1 1 1 1 0 0 0 0 0 0
Cap, veh/h 274 1079 179 427 1565 10 335 4 163 258 7 82
Arrive On Green 0.00 0.37 0.37 0.09 0.45 0.45 0.05 0.11 0.11 0.00 0.06 0.06
Sat Flow, veh/h 1594 2913 483 1701 3457 22 1714 35 1496 1714 129 1416
Grp Volume(v), veh/h 2 418 419 106 537 565 49 0 44 1 0 12
Grp Sat Flow(s),veh/h/ln 1594 1697 1699 1701 1697 1782 1714 0 1531 1714 0 1545
Q Serve(g_s), s 0.0 8.5 8.5 1.4 10.5 10.5 1.1 0.0 1.1 0.0 0.0 0.3
Cycle Q Clear(g_c), s 0.0 8.5 8.5 1.4 10.5 10.5 1.1 0.0 1.1 0.0 0.0 0.3
Prop In Lane 1.00 0.28 1.00 0.01 1.00 0.98 1.00 0.92
Lane Grp Cap(c), veh/h 274 629 629 427 768 807 335 0 166 258 0 90
V/C Ratio(X) 0.01 0.67 0.67 0.25 0.70 0.70 0.15 0.00 0.26 0.00 0.00 0.13
Avail Cap(c_a), veh/h 466 1290 1292 574 1372 1441 465 0 676 465 0 675
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 8.8 10.9 10.9 7.3 9.1 9.1 16.9 0.0 16.9 18.3 0.0 18.5
Incr Delay (d2), s/veh 0.0 1.2 1.2 0.3 1.2 1.1 0.2 0.0 0.8 0.0 0.0 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 0.0 2.0 2.0 0.3 2.0 2.1 0.3 0.0 0.3 0.0 0.0 0.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 8.8 12.1 12.1 7.6 10.3 10.2 17.1 0.0 17.8 18.3 0.0 19.2
LnGrp LOS A B B A B B B A B B A B
Approach Vol, veh/h 839 1208 93 13
Approach Delay, s/veh 12.1 10.0 17.4 19.1
Approach LOS B A B B
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 4.6 23.3 6.7 6.9 8.0 19.9 4.6 9.0
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 5.1 33.5 5.3 18.1 7.1 31.5 5.1 18.3
Max Q Clear Time (g_c+I1), s 2.0 12.5 3.1 2.3 3.4 10.5 2.0 3.1
Green Ext Time (p_c), s 0.0 6.2 0.0 0.0 0.1 4.5 0.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 11.2
HCM 6th LOS B
Appendix E
ITD Crash Data
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T
u
r
n
i
n
g
Fa
i
l
e
d
t
o
O
b
e
y
S
i
g
n
a
l
Dry Cloudy Day
10
12
C
3
3
6
8
8
2
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
12
/
2
4
/
2
0
1
2
21
:
1
8
St
a
r
R
d
US
2
0
W
Tu
r
n
i
n
g
R
i
g
h
t
An
g
l
e
T
u
r
n
i
n
g
Im
p
r
o
p
e
r
T
u
r
n
Ic
e
Snow Dark, No Street Lights
11
13
C
3
3
7
6
1
0
C
I
n
j
u
r
y
A
c
c
i
d
e
n
t
1/
1
6
/
2
0
1
3
11
:
4
1
Ch
i
n
d
e
n
B
l
v
d
St
a
r
R
d
W
Go
i
n
g
S
t
r
a
i
g
h
t
He
a
d
-
O
n
T
u
r
n
i
n
g
Dr
u
g
I
m
p
a
i
r
e
d
Snow Snow Day
12
13
C
3
3
9
2
6
2
C
I
n
j
u
r
y
A
c
c
i
d
e
n
t
2/
5
/
2
0
1
3
16
:
0
0
Ch
i
n
d
e
n
B
l
v
d
St
a
r
R
d
40
f
t
W
E
St
o
p
p
e
d
i
n
T
r
a
f
f
i
c
Re
a
r
-
E
n
d
No
n
e
Dry Clear Day
13
13
C
3
4
2
3
4
1
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
4/
1
/
2
0
1
3
14
:
3
8
Ch
i
n
d
e
n
B
l
v
d
St
a
r
R
d
E
Tu
r
n
i
n
g
R
i
g
h
t
Si
d
e
S
w
i
p
e
S
a
m
e
Fa
i
l
e
d
t
o
M
a
i
n
t
a
i
n
L
a
n
e
Dry Clear Day
14
13
C
3
4
6
2
3
5
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
5/
1
3
/
2
0
1
3
13
:
3
3
Ch
i
n
d
e
n
B
l
v
d
St
a
r
R
d
E
Ba
c
k
i
n
g
Ba
c
k
e
d
I
n
t
o
Im
p
r
o
p
e
r
B
a
c
k
i
n
g
Dry Clear Dark
15
13
C
3
4
6
7
0
2
B
I
n
j
u
r
y
A
c
c
i
d
e
n
t
6/
9
/
2
0
1
3
14
:
1
6
US
2
0
St
a
r
R
d
N
Go
i
n
g
S
t
r
a
i
g
h
t
An
g
l
e
In
a
t
t
e
n
t
i
o
n
Dry Clear Day
16
13
C
3
4
7
3
8
4
B
I
n
j
u
r
y
A
c
c
i
d
e
n
t
6/
1
8
/
2
0
1
3
7:
3
5
St
a
r
R
d
Ch
i
n
d
e
n
B
l
v
d
20
0
f
t
N
S
Go
i
n
g
S
t
r
a
i
g
h
t
Re
a
r
-
E
n
d
In
a
t
t
e
n
t
i
o
n
Dry Clear Day
17
13
C
3
4
9
5
6
8
A
I
n
j
u
r
y
A
c
c
i
d
e
n
t
7/
2
7
/
2
0
1
3
18
:
1
1
Ch
i
n
d
e
n
B
l
v
d
St
a
r
R
d
E
Go
i
n
g
S
t
r
a
i
g
h
t
He
a
d
-
O
n
T
u
r
n
i
n
g
Fa
i
l
e
d
t
o
O
b
e
y
S
i
g
n
a
l
Dry Clear Day
18
13
C
3
5
1
9
1
5
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
7/
2
9
/
2
0
1
3
15
:
4
5
Ch
i
n
d
e
n
B
l
v
d
St
a
r
R
d
W
Go
i
n
g
S
t
r
a
i
g
h
t
Re
a
r
-
E
n
d
In
a
t
t
e
n
t
i
o
n
Dry Clear Day
19
13
C
3
5
0
0
4
8
B
I
n
j
u
r
y
A
c
c
i
d
e
n
t
8/
6
/
2
0
1
3
6:
3
3
St
a
r
R
d
Ch
i
n
d
e
n
B
l
v
d
E
Go
i
n
g
S
t
r
a
i
g
h
t
An
g
l
e
Di
s
t
r
a
c
t
e
d
I
N
o
r
O
N
V
e
h
i
c
l
e
Dry Clear Dark
20
13
C
3
5
9
6
9
8
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
12
/
1
4
/
2
0
1
3
18
:
3
7
St
a
r
R
d
Ch
i
n
d
e
n
B
l
v
d
12
5
f
t
N
S
Sl
o
w
i
n
g
i
n
T
r
a
f
f
i
c
Re
a
r
-
E
n
d
In
a
t
t
e
n
t
i
o
n
Dry Cloudy Dark, Street Lights On
21
14
C
3
7
2
4
9
8
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
6/
1
0
/
2
0
1
4
10
:
3
9
Ch
i
n
d
e
n
B
l
v
d
St
a
r
R
d
50
f
t
W
W
Go
i
n
g
S
t
r
a
i
g
h
t
Si
d
e
S
w
i
p
e
O
p
p
o
s
i
t
e
Dr
o
v
e
L
e
f
t
o
f
C
e
n
t
e
r
Dry Clear Day
22
14
C
3
7
3
2
2
8
C
I
n
j
u
r
y
A
c
c
i
d
e
n
t
6/
2
3
/
2
0
1
4
13
:
2
8
Ch
i
n
d
e
n
B
l
v
d
St
a
r
R
d
15
0
f
t
E
W
St
a
r
t
i
n
g
i
n
T
r
a
f
f
i
c
Re
a
r
-
E
n
d
In
a
t
t
e
n
t
i
o
n
Dry Clear Day
23
14
C
3
7
7
2
9
2
C
I
n
j
u
r
y
A
c
c
i
d
e
n
t
8/
1
2
/
2
0
1
4
17
:
2
9
St
a
r
R
d
Ch
i
n
d
e
n
B
l
v
d
25
f
t
S
N
St
o
p
p
e
d
i
n
T
r
a
f
f
i
c
Ba
c
k
e
d
I
n
t
o
No
n
e
Dry Cloudy Day
24
14
C
3
7
8
1
7
8
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
9/
4
/
2
0
1
4
13
:
5
3
US
2
0
St
a
r
R
d
30
f
t
W
E
Ba
c
k
i
n
g
Ba
c
k
e
d
I
n
t
o
Im
p
r
o
p
e
r
B
a
c
k
i
n
g
Dry Clear Day
25
14
C
3
7
9
5
2
3
C
I
n
j
u
r
y
A
c
c
i
d
e
n
t
9/
1
2
/
2
0
1
4
17
:
2
9
Ch
i
n
d
e
n
B
l
v
d
St
a
r
R
d
3
f
t
E
E
Go
i
n
g
S
t
r
a
i
g
h
t
Re
a
r
-
E
n
d
Fo
l
l
o
w
i
n
g
T
o
o
C
l
o
s
e
Dry Clear Day
26
14
C
3
8
2
5
4
7
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
10
/
3
0
/
2
0
1
4
15
:
0
6
Ch
i
n
d
e
n
B
l
v
d
St
a
r
R
d
30
f
t
E
W
Go
i
n
g
S
t
r
a
i
g
h
t
Re
a
r
-
E
n
d
Fo
l
l
o
w
i
n
g
T
o
o
C
l
o
s
e
Dry Clear Day
27
15
C
4
1
3
4
6
8
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
12
/
3
/
2
0
1
5
8:
1
0
Ch
i
n
d
e
n
B
l
v
d
St
a
r
R
d
45
f
t
W
E
Go
i
n
g
S
t
r
a
i
g
h
t
Re
a
r
-
E
n
d
Sp
e
e
d
T
o
o
F
a
s
t
F
o
r
C
o
n
d
i
t
i
o
n
s
Ic
e
Rain Dawn or Dusk
28
16
C
4
1
9
6
0
2
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
1/
2
6
/
2
0
1
6
17
:
5
8
Ch
i
n
d
e
n
B
l
v
d
St
a
r
R
d
0.
2
M
i
l
e
W
E
Go
i
n
g
S
t
r
a
i
g
h
t
Re
a
r
-
E
n
d
Fo
l
l
o
w
i
n
g
T
o
o
C
l
o
s
e
Dry Clear Day
29
16
C
4
2
4
8
2
1
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
4/
2
/
2
0
1
6
14
:
3
0
St
a
r
R
d
Ch
i
n
d
e
n
B
l
v
d
N
Tu
r
n
i
n
g
L
e
f
t
An
g
l
e
T
u
r
n
i
n
g
Im
p
r
o
p
e
r
T
u
r
n
Dry Clear Day
30
16
C
4
2
8
2
2
3
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
5/
2
3
/
2
0
1
6
18
:
1
1
Ch
i
n
d
e
n
B
l
v
d
St
a
r
R
d
30
0
f
t
W
W
Sl
o
w
i
n
g
i
n
T
r
a
f
f
i
c
Re
a
r
-
E
n
d
Fo
l
l
o
w
i
n
g
T
o
o
C
l
o
s
e
Dry Clear Day
31
16
C
4
2
8
6
3
8
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
5/
3
0
/
2
0
1
6
15
:
0
7
St
a
r
R
d
Ch
i
n
d
e
n
B
l
v
d
E
Go
i
n
g
S
t
r
a
i
g
h
t
An
g
l
e
Br
a
k
e
s
Dry Clear Day
32
16
C
4
3
0
0
7
9
B
I
n
j
u
r
y
A
c
c
i
d
e
n
t
6/
1
6
/
2
0
1
6
14
:
5
1
St
a
r
R
d
Ch
i
n
d
e
n
B
l
v
d
S
Go
i
n
g
S
t
r
a
i
g
h
t
Re
a
r
-
E
n
d
T
u
r
n
i
n
g
Im
p
r
o
p
e
r
O
v
e
r
t
a
k
i
n
g
Dry Clear Day
33
16
C
4
3
1
7
3
7
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
7/
1
3
/
2
0
1
6
15
:
5
0
St
a
r
R
d
Ch
i
n
d
e
n
B
l
v
d
N
Pa
s
s
i
n
g
Si
d
e
S
w
i
p
e
S
a
m
e
Im
p
r
o
p
e
r
O
v
e
r
t
a
k
i
n
g
Dry Clear Day
34
16
C
4
3
2
7
9
5
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
7/
2
5
/
2
0
1
6
12
:
0
1
Ch
i
n
d
e
n
B
l
v
d
St
a
r
R
d
2
f
t
W
E
St
a
r
t
i
n
g
i
n
T
r
a
f
f
i
c
Re
a
r
-
E
n
d
No
n
e
Dry Clear Day
35
16
C
4
3
3
9
0
7
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
8/
1
1
/
2
0
1
6
13
:
2
3
St
a
r
R
d
US
2
0
10
0
f
t
N
S
St
a
r
t
i
n
g
i
n
T
r
a
f
f
i
c
Re
a
r
-
E
n
d
In
a
t
t
e
n
t
i
o
n
Dry Clear Day
36
16
C
4
3
6
7
0
6
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
9/
5
/
2
0
1
6
15
:
5
2
St
a
r
R
d
US
2
6
10
0
f
t
N
S
St
a
r
t
i
n
g
i
n
T
r
a
f
f
i
c
Re
a
r
-
E
n
d
Fo
o
t
S
l
i
p
p
e
d
O
f
f
o
r
C
a
u
g
h
t
O
n
P
e
d
a
l
Dry Clear Day
37
16
C
4
3
6
7
2
1
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
9/
1
/
2
0
1
6
9:
0
1
Ch
i
n
d
e
n
B
l
v
d
St
a
r
R
d
15
f
t
W
E
Go
i
n
g
S
t
r
a
i
g
h
t
Re
a
r
-
E
n
d
Fo
l
l
o
w
i
n
g
T
o
o
C
l
o
s
e
Dry Clear Day
38
16
C
4
3
6
7
8
1
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
9/
6
/
2
0
1
6
14
:
3
0
Ch
i
n
d
e
n
B
l
v
d
St
a
r
R
d
20
0
f
t
E
E
Go
i
n
g
S
t
r
a
i
g
h
t
Si
d
e
S
w
i
p
e
S
a
m
e
Im
p
r
o
p
e
r
L
a
n
e
C
h
a
n
g
e
Dry Clear Day
39
16
C
4
4
0
2
4
2
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
10
/
3
0
/
2
0
1
6
10
:
0
9
St
a
r
R
d
Ch
i
n
d
e
n
B
l
v
d
0.
1
M
i
l
e
N
S
Go
i
n
g
S
t
r
a
i
g
h
t
An
i
m
a
l
-
W
i
l
d
No
n
e
Dry Clear Day
40
15
C
3
8
9
5
3
3
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
1/
1
3
/
2
0
1
5
14
:
5
4
US
2
0
St
a
r
R
d
W
Sl
o
w
i
n
g
i
n
T
r
a
f
f
i
c
Se
p
a
r
a
t
i
o
n
o
f
U
n
i
t
s
Sp
e
e
d
T
o
o
F
a
s
t
F
o
r
C
o
n
d
i
t
i
o
n
s
Dry Cloudy Day
41
15
C
3
9
3
3
0
8
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
2/
1
9
/
2
0
1
5
13
:
3
6
Ch
i
n
d
e
n
B
l
v
d
St
a
r
R
d
25
f
t
E
W
St
o
p
p
e
d
i
n
T
r
a
f
f
i
c
Re
a
r
-
E
n
d
No
n
e
Dry Clear Day
42
15
C
3
9
4
3
2
2
C
I
n
j
u
r
y
A
c
c
i
d
e
n
t
3/
1
4
/
2
0
1
5
8:
2
0
Ch
i
n
d
e
n
B
l
v
d
St
a
r
R
d
S
Go
i
n
g
S
t
r
a
i
g
h
t
An
g
l
e
Fa
i
l
e
d
t
o
O
b
e
y
S
i
g
n
a
l
Dry Cloudy Day
43
15
C
4
0
2
5
3
4
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
7/
2
2
/
2
0
1
5
16
:
5
6
St
a
r
R
d
Ch
i
n
d
e
n
B
l
v
d
70
f
t
S
N
Go
i
n
g
S
t
r
a
i
g
h
t
Re
a
r
-
E
n
d
Fo
l
l
o
w
i
n
g
T
o
o
C
l
o
s
e
Dry Cloudy Day
44
15
C
4
0
2
9
4
5
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
7/
2
3
/
2
0
1
5
10
:
0
7
St
a
r
R
d
Ch
i
n
d
e
n
B
l
v
d
37
0
f
t
N
S
Go
i
n
g
S
t
r
a
i
g
h
t
Tr
a
f
f
i
c
S
i
g
n
S
u
p
p
o
r
t
Fa
i
l
e
d
t
o
M
a
i
n
t
a
i
n
L
a
n
e
Dry Clear Day
45
1
5
C
4
0
7
1
5
5
A
I
n
j
u
r
y
A
c
c
i
d
e
n
t
9
/
1
9
/
2
0
1
5
7
:
4
6
U
S
2
0
S
t
a
r
R
d
N
Wa
l
k
/
R
i
d
e
w
i
t
h
T
r
a
f
f
i
c
NO
B
i
k
e
L
a
n
e
Pe
d
a
l
c
y
c
l
e
F
a
i
l
e
d
t
o
Y
i
e
l
d
D
r
y
C
l
e
a
r
D
a
y
46
15
C
4
1
2
3
5
2
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
11
/
1
8
/
2
0
1
5
10
:
2
5
Ch
i
n
d
e
n
B
l
v
d
St
a
r
R
d
62
f
t
E
E
Go
i
n
g
S
t
r
a
i
g
h
t
Re
a
r
-
E
n
d
Fa
i
l
e
d
t
o
Y
i
e
l
d
Dry Clear Day
US
2
0
-
2
6
a
n
d
S
H
-
1
6
I
n
t
e
r
s
e
c
t
i
o
n
20
1
1
-
2
0
1
5
C
r
a
s
h
D
a
t
a
Ac
c
i
d
e
n
t
#
Se
r
i
a
l
#
Se
v
e
r
i
t
y
Da
t
e
Ti
m
e
st
r
e
e
t
1
st
r
e
e
t
2
re
f
e
r
e
n
c
e
di
s
t
_
f
r
o
m
Di
r
.
Ac
t
i
o
n
Ev
e
n
t
Ci
r
c
u
m
s
t
a
n
c
e
Road Surface Weather Light
1
14
C
3
6
8
4
7
7
B
I
n
j
u
r
y
A
c
c
i
d
e
n
t
4/
2
/
2
0
1
4
23
:
2
8
US
2
0
MP
3
4
0.
2
M
i
l
e
E
E
Go
i
n
g
S
t
r
a
i
g
h
t
Co
n
c
r
e
t
e
T
r
a
f
f
i
c
B
a
r
r
i
e
r
Al
c
o
h
o
l
I
m
p
a
i
r
e
d
Dry Clear Dark
2
14
C
3
8
0
3
3
6
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
10
/
3
/
2
0
1
4
7:
2
0
Ch
i
n
d
e
n
B
l
v
d
SH
1
6
35
0
f
t
W
E
Go
i
n
g
S
t
r
a
i
g
h
t
Re
a
r
-
E
n
d
In
a
t
t
e
n
t
i
o
n
Dry Clear Day
3
14
C
3
8
4
4
4
3
B
I
n
j
u
r
y
A
c
c
i
d
e
n
t
11
/
1
9
/
2
0
1
4
8:
1
2
Ch
i
n
d
e
n
B
l
v
d
SH
1
6
50
0
f
t
W
E
Go
i
n
g
S
t
r
a
i
g
h
t
No
n
-
C
o
n
t
a
c
t
U
n
i
t
Sp
e
e
d
T
o
o
F
a
s
t
F
o
r
C
o
n
d
i
t
i
o
n
s
Ice Cloudy Day
4
15
C
4
1
3
4
8
7
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
12
/
3
/
2
0
1
5
6:
5
2
SH
1
6
Ch
i
n
d
e
n
B
l
v
d
50
f
t
N
S
Go
i
n
g
S
t
r
a
i
g
h
t
Co
n
c
r
e
t
e
T
r
a
f
f
i
c
B
a
r
r
i
e
r
Sp
e
e
d
T
o
o
F
a
s
t
F
o
r
C
o
n
d
i
t
i
o
n
s
Ice Rain Dark
5
15
C
4
1
4
2
4
2
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
12
/
7
/
2
0
1
5
15
:
2
4
Ch
i
n
d
e
n
B
l
v
d
SH
1
6
20
0
f
t
E
W
Sl
o
w
i
n
g
i
n
T
r
a
f
f
i
c
Re
a
r
-
E
n
d
Sp
e
e
d
T
o
o
F
a
s
t
F
o
r
C
o
n
d
i
t
i
o
n
s
Wet Rain Day
6
16
C
4
2
2
9
0
7
B
I
n
j
u
r
y
A
c
c
i
d
e
n
t
3/
1
4
/
2
0
1
6
7:
5
7
Ch
i
n
d
e
n
B
l
v
d
Mc
d
e
r
m
o
t
t
R
d
20
0
f
t
W
E
Go
i
n
g
S
t
r
a
i
g
h
t
Re
a
r
-
E
n
d
Fo
l
l
o
w
i
n
g
T
o
o
C
l
o
s
e
Dry Cloudy Dawn or Dusk
7
16
C
4
2
4
8
5
0
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
4/
1
2
/
2
0
1
6
8:
2
0
SH
1
6
US
2
0
20
f
t
N
S
Go
i
n
g
S
t
r
a
i
g
h
t
Re
a
r
-
E
n
d
No
n
e
Dry Clear Day
8
16
C
4
2
5
5
2
3
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
4/
2
3
/
2
0
1
6
9:
1
9
SH
1
6
Ch
i
n
d
e
n
B
l
v
d
10
f
t
N
N
Tu
r
n
i
n
g
R
i
g
h
t
An
g
l
e
T
u
r
n
i
n
g
Fa
i
l
e
d
t
o
M
a
i
n
t
a
i
n
L
a
n
e
Wet Cloudy Day
9
16
C
4
2
8
2
2
5
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
5/
2
4
/
2
0
1
6
18
:
1
0
SH
1
6
Ch
i
n
d
e
n
B
l
v
d
30
0
f
t
N
S
Ch
a
n
g
i
n
g
L
a
n
e
s
Si
d
e
S
w
i
p
e
S
a
m
e
Im
p
r
o
p
e
r
L
a
n
e
C
h
a
n
g
e
Dry Clear Day
10
16
C
4
2
9
9
9
3
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
6/
3
/
2
0
1
6
16
:
5
5
Ch
i
n
d
e
n
B
l
v
d
SH
1
6
75
0
f
t
E
E
Go
i
n
g
S
t
r
a
i
g
h
t
Si
d
e
S
w
i
p
e
S
a
m
e
No
n
e
Dry Clear Day
11
16
C
4
3
0
0
9
3
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
6/
1
7
/
2
0
1
6
13
:
3
3
Ch
i
n
d
e
n
B
l
v
d
SH
1
6
5
f
t
W
E
Go
i
n
g
S
t
r
a
i
g
h
t
Re
a
r
-
E
n
d
Fo
l
l
o
w
i
n
g
T
o
o
C
l
o
s
e
Dry Clear Day
12
16
C
4
3
3
4
6
5
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
8/
6
/
2
0
1
6
10
:
4
5
Ch
i
n
d
e
n
B
l
v
d
SH
1
6
15
0
f
t
W
W
Go
i
n
g
S
t
r
a
i
g
h
t
Si
d
e
S
w
i
p
e
S
a
m
e
In
a
t
t
e
n
t
i
o
n
Dry Clear Day
13
16
C
4
4
3
5
8
4
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
12
/
6
/
2
0
1
6
8:
3
0
Ch
i
n
d
e
n
B
l
v
d
SH
1
6
70
f
t
W
W
Go
i
n
g
S
t
r
a
i
g
h
t
Em
b
a
n
k
m
e
n
t
No
n
e
Snow Snow Day
14
15
C
3
8
9
4
7
3
C
I
n
j
u
r
y
A
c
c
i
d
e
n
t
1/
1
2
/
2
0
1
5
18
:
0
9
Ch
i
n
d
e
n
B
l
v
d
SH
1
6
15
0
f
t
W
E
Go
i
n
g
S
t
r
a
i
g
h
t
Re
a
r
-
E
n
d
In
a
t
t
e
n
t
i
o
n
Dry Fog Dark
15
15
C
3
9
3
2
8
7
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
3/
3
/
2
0
1
5
16
:
3
2
Ch
i
n
d
e
n
B
l
v
d
SH
1
6
W
St
a
r
t
i
n
g
i
n
T
r
a
f
f
i
c
Re
a
r
-
E
n
d
Fo
l
l
o
w
i
n
g
T
o
o
C
l
o
s
e
Dry Clear Day
16
15
C
3
9
5
7
8
0
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
4/
1
9
/
2
0
1
5
15
:
3
8
SH
1
6
Ch
i
n
d
e
n
B
l
v
d
40
f
t
N
S
St
a
r
t
i
n
g
i
n
T
r
a
f
f
i
c
Re
a
r
-
E
n
d
In
a
t
t
e
n
t
i
o
n
Dry Cloudy Day
17
15
C
4
0
0
5
6
5
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
6/
1
7
/
2
0
1
5
12
:
2
3
SH
1
6
Ch
i
n
d
e
n
B
l
v
d
5
f
t
N
S
Go
i
n
g
S
t
r
a
i
g
h
t
Re
a
r
-
E
n
d
Fo
l
l
o
w
i
n
g
T
o
o
C
l
o
s
e
Dry Clear Day
18
15
C
4
0
0
8
8
4
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
6/
2
9
/
2
0
1
5
16
:
4
3
US
2
0
SH
1
6
30
0
f
t
E
W
Sl
o
w
i
n
g
i
n
T
r
a
f
f
i
c
Re
a
r
-
E
n
d
Fo
l
l
o
w
i
n
g
T
o
o
C
l
o
s
e
Dry Cloudy Day
19
15
C
4
0
2
3
3
2
B
I
n
j
u
r
y
A
c
c
i
d
e
n
t
7/
1
8
/
2
0
1
5
22
:
1
0
Ch
i
n
d
e
n
B
l
v
d
SH
1
6
5
f
t
E
W
Go
i
n
g
S
t
r
a
i
g
h
t
Re
a
r
-
E
n
d
Fo
l
l
o
w
i
n
g
T
o
o
C
l
o
s
e
Dry Clear Dark
20
15
C
4
0
3
6
1
6
B
I
n
j
u
r
y
A
c
c
i
d
e
n
t
7/
2
4
/
2
0
1
5
15
:
1
2
SH
1
6
Ch
i
n
d
e
n
B
l
v
d
W
Go
i
n
g
S
t
r
a
i
g
h
t
An
g
l
e
Fa
i
l
e
d
t
o
Y
i
e
l
d
Dry Clear Day
21
15
C
4
0
4
8
8
3
Pr
o
p
e
r
t
y
D
m
g
R
e
p
o
r
t
8/
2
3
/
2
0
1
5
20
:
0
4
Ch
i
n
d
e
n
B
l
v
d
SH
1
6
45
f
t
E
W
Go
i
n
g
S
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Appendix F
Phase 1 Background and Total Traffic Operations
Worksheets
HCM Signalized Intersection Capacity Analysis Central Valley TIS
101: Star Road & US 20-26 Year 2020 (Phase 1) Background AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 101 859 54 146 728 54 42 239 191 127 523 139
Future Volume (vph) 101 859 54 146 728 54 42 239 191 127 523 139
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Lane Util. Factor 1.00 *0.77 1.00 *0.70 1.00 1.00 1.00 1.00
Frt 1.00 0.99 1.00 0.99 1.00 0.93 1.00 0.97
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1710 2722 1693 2471 1660 1680 1710 1730
Flt Permitted 0.95 1.00 0.95 1.00 0.08 1.00 0.09 1.00
Satd. Flow (perm) 1710 2722 1693 2471 138 1680 156 1730
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 110 934 59 159 791 59 46 260 208 138 568 151
RTOR Reduction (vph) 0 2 0 0 2 0 0 13 0 0 4 0
Lane Group Flow (vph) 110 991 0 159 848 0 46 455 0 138 715 0
Heavy Vehicles (%) 0% 1% 0% 1% 1% 0% 3% 0% 0% 0% 1% 0%
Turn Type Prot NA Prot NA pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 8 4
Actuated Green, G (s) 17.7 72.1 22.7 77.1 58.1 50.8 72.8 60.5
Effective Green, g (s) 17.7 72.1 22.7 77.1 58.1 50.8 72.8 60.5
Actuated g/C Ratio 0.10 0.39 0.12 0.42 0.31 0.28 0.39 0.33
Clearance Time (s) 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Vehicle Extension (s) 3.5 3.5 3.5 3.5 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 163 1063 208 1032 103 462 204 566
v/s Ratio Prot 0.06 c0.36 c0.09 c0.34 0.02 0.27 c0.06 c0.41
v/s Ratio Perm 0.12 0.20
v/c Ratio 0.67 0.93 0.76 0.82 0.45 0.98 0.68 1.26
Uniform Delay, d1 80.7 53.9 78.4 47.7 50.7 66.5 43.6 62.0
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 10.9 14.3 15.7 5.5 3.1 37.6 8.6 132.1
Delay (s) 91.6 68.2 94.1 53.2 53.7 104.1 52.2 194.2
Level of Service F E F D D F D F
Approach Delay (s) 70.6 59.6 99.6 171.3
Approach LOS E E F F
Intersection Summary
HCM 2000 Control Delay 96.5 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 1.03
Actuated Cycle Length (s) 184.6 Sum of lost time (s) 22.0
Intersection Capacity Utilization 95.9% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
101: Star Road & US 20-26 Year 2020 (Phase 1) Background AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 101 859 54 146 728 54 42 239 191 127 523 139
Future Volume (veh/h) 101 859 54 146 728 54 42 239 191 127 523 139
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 1800 1786 1786 1786 1786 1786 1758 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 110 934 59 159 791 59 46 260 208 138 568 151
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, % 0 1 1 1 1 1 3 0 0 0 1 1
Cap, veh/h 134 1072 68 185 1103 82 100 281 225 199 467 124
Arrive On Green 0.08 0.36 0.36 0.11 0.40 0.40 0.03 0.30 0.30 0.07 0.34 0.34
Sat Flow, veh/h 1714 2942 186 1701 2791 208 1674 926 741 1714 1359 361
Grp Volume(v), veh/h 110 437 556 159 354 496 46 0 468 138 0 719
Grp Sat Flow(s),veh/h/ln 1714 1375 1753 1701 1250 1748 1674 0 1667 1714 0 1721
Q Serve(g_s), s 9.0 42.2 42.2 13.1 34.1 34.2 2.7 0.0 38.8 7.7 0.0 49.0
Cycle Q Clear(g_c), s 9.0 42.2 42.2 13.1 34.1 34.2 2.7 0.0 38.8 7.7 0.0 49.0
Prop In Lane 1.00 0.11 1.00 0.12 1.00 0.44 1.00 0.21
Lane Grp Cap(c), veh/h 134 501 639 185 494 691 100 0 506 199 0 591
V/C Ratio(X) 0.82 0.87 0.87 0.86 0.72 0.72 0.46 0.00 0.93 0.69 0.00 1.22
Avail Cap(c_a), veh/h 300 761 970 358 736 1029 344 0 572 380 0 591
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 64.8 42.2 42.2 62.5 36.4 36.4 39.2 0.0 48.1 35.9 0.0 46.9
Incr Delay (d2), s/veh 13.9 7.9 6.3 13.0 2.4 1.7 3.3 0.0 19.8 4.3 0.0 112.4
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 4.3 14.6 18.4 6.2 10.2 14.1 1.2 0.0 18.3 3.3 0.0 38.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 78.7 50.1 48.6 75.5 38.8 38.1 42.5 0.0 68.0 40.2 0.0 159.3
LnGrp LOS E D D E D D D A E D A F
Approach Vol, veh/h 1103 1009 514 857
Approach Delay, s/veh 52.2 44.3 65.7 140.1
Approach LOS D D E F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 16.1 62.4 9.2 55.0 20.5 58.0 14.9 49.3
Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Max Green Setting (Gmax), s 25.0 84.0 25.0 49.0 30.0 79.0 25.0 49.0
Max Q Clear Time (g_c+I1), s 11.0 36.2 4.7 51.0 15.1 44.2 9.7 40.8
Green Ext Time (p_c), s 0.2 6.6 0.1 0.0 0.4 7.8 0.3 1.7
Intersection Summary
HCM 6th Ctrl Delay 73.5
HCM 6th LOS E
HCM Signalized Intersection Capacity Analysis Central Valley TIS
102: SH-16 & US 20-26 Year 2020 (Phase 1) Background AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 333 619 52 0 393 233 0 0 16 430 0 414
Future Volume (vph) 333 619 52 0 393 233 0 0 16 430 0 414
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Lane Util. Factor 0.97 *0.59 1.00 *0.58 1.00 1.00 0.97 0.88
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.85 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 3317 2124 1530 2088 1457 1530 3285 2693
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 3317 2124 1530 2088 1457 1530 3285 2693
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow (vph) 358 666 56 0 423 251 0 0 17 462 0 445
RTOR Reduction (vph) 0 0 18 0 0 86 0 0 0 0 0 337
Lane Group Flow (vph) 358 666 38 0 423 165 0 0 17 462 0 108
Confl. Peds. (#/hr)9
Heavy Vehicles (%) 0% 0% 0% 0% 0% 5% 0% 0% 0% 1% 0% 0%
Turn Type Prot NA Perm NA pm+ov Prot Prot Prot
Protected Phases 1 6 2 7 8 8 7 4 4
Permitted Phases 6 2
Actuated Green, G (s) 21.6 107.2 107.2 78.1 105.0 4.4 26.9 38.8
Effective Green, g (s) 21.6 107.2 107.2 78.1 105.0 4.4 26.9 38.8
Actuated g/C Ratio 0.14 0.67 0.67 0.49 0.66 0.03 0.17 0.24
Clearance Time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Vehicle Extension (s) 2.0 4.0 4.0 4.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 447 1423 1025 1019 956 42 552 653
v/s Ratio Prot c0.11 c0.31 0.20 0.03 c0.01 c0.14 0.04
v/s Ratio Perm 0.02 0.08
v/c Ratio 0.80 0.47 0.04 0.42 0.17 0.40 0.84 0.17
Uniform Delay, d1 67.1 12.7 8.9 26.3 10.7 76.5 64.4 47.8
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 9.4 1.1 0.1 1.2 0.0 2.3 10.2 0.0
Delay (s) 76.5 13.8 9.0 27.5 10.7 78.8 74.6 47.9
Level of Service E B A C B E E D
Approach Delay (s) 34.3 21.3 78.8 61.5
Approach LOS C C E E
Intersection Summary
HCM 2000 Control Delay 40.5 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.60
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 29.0
Intersection Capacity Utilization 52.4% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
102: SH-16 & US 20-26 Year 2020 (Phase 1) Background AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 333 619 52 0 393 233 0 0 16 430 0 414
Future Volume (veh/h) 333 619 52 0 393 233 0 0 16 430 0 414
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 0.98
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 0 1800 1730 0 1800 1800 1786 1800 1800
Adj Flow Rate, veh/h 358 666 0 0 423 251 0 0 17 462 0 445
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 0 0 0 0 0 5 0 0 0 1 0 0
Cap, veh/h 403 1475 0 1087 989 0 30 25 510 375 548
Arrive On Green 0.12 0.69 0.00 0.00 0.52 0.52 0.00 0.00 0.02 0.15 0.00 0.21
Sat Flow, veh/h 3326 2124 1525 0 2844 1466 0 1800 1525 3300 1800 2627
Grp Volume(v), veh/h 358 666 0 0 423 251 0 0 17 462 0 445
Grp Sat Flow(s),veh/h/ln 1663 1062 1525 0 1044 1466 0 1800 1525 1650 1800 1313
Q Serve(g_s), s 17.0 22.3 0.0 0.0 19.5 5.8 0.0 0.0 1.8 22.0 0.0 25.8
Cycle Q Clear(g_c), s 17.0 22.3 0.0 0.0 19.5 5.8 0.0 0.0 1.8 22.0 0.0 25.8
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 403 1475 0 1087 989 0 30 25 510 375 548
V/C Ratio(X) 0.89 0.45 0.00 0.39 0.25 0.00 0.00 0.67 0.91 0.00 0.81
Avail Cap(c_a), veh/h 551 1475 0 1087 989 0 158 133 753 653 952
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 69.3 10.9 0.0 0.0 23.1 3.2 0.0 0.0 78.2 66.5 0.0 60.3
Incr Delay (d2), s/veh 10.5 1.0 0.0 0.0 1.1 0.6 0.0 0.0 10.9 8.3 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 7.6 4.8 0.0 0.0 4.8 13.3 0.0 0.0 0.8 9.6 0.0 17.8
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 79.8 11.9 0.0 0.0 24.1 3.8 0.0 0.0 89.2 74.8 0.0 61.5
LnGrp LOS E B A C A A A F E A E
Approach Vol, veh/h 1024 A 674 17 907
Approach Delay, s/veh 35.6 16.6 89.2 68.2
Approach LOS D B F E
Timer - Assigned Phs 1 2 4 6 7 8
Phs Duration (G+Y+Rc), s 27.9 90.3 41.9 118.1 33.2 8.7
Change Period (Y+Rc), s 8.5 * 7 * 8.5 7.0 8.5 6.0
Max Green Setting (Gmax), s 26.5 * 54 * 58 88.0 36.5 14.0
Max Q Clear Time (g_c+I1), s 19.0 21.5 27.8 24.3 24.0 3.8
Green Ext Time (p_c), s 0.4 5.2 1.0 6.7 0.7 0.0
Intersection Summary
HCM 6th Ctrl Delay 42.4
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.
HCM 6th TWSC Central Valley TIS
103: Levi Lane & US 20-26 Year 2020 (Phase 1) Background AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 5
Intersection
Int Delay, s/veh 0.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 1 1035 1 1 660 2 1 1 1 1 1 2
Future Vol, veh/h 1 1035 1 1 660 2 1 1 1 1 1 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 300 - - 300 - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 2 - - 2 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94
Heavy Vehicles, % 0 1 0 0 2 0 0 0 0 0 0 0
Mvmt Flow 1 1101 1 1 702 2 1 1 1 1 1 2
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 704 0 0 1102 0 0 1811 1810 1102 1810 1809 703
Stage 1 - - - - - - 1104 1104 - 705 705 -
Stage 2 - - - - - - 707 706 - 1105 1104 -
Critical Hdwy 4.1 - - 4.1 - - 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 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 903 - - 641 - - 61 80 260 62 80 441
Stage 1 - - - - - - 258 289 - 430 442 -
Stage 2 - - - - - - 429 442 - 258 289 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 903 - - 641 - - 60 80 260 61 80 441
Mov Cap-2 Maneuver - - - - - - 215 239 - 214 239 -
Stage 1 - - - - - - 258 289 - 430 441 -
Stage 2 - - - - - - 425 441 - 256 289 -
Approach EB WB NB SB
HCM Control Delay, s 0 0 20.4 17.2
HCM LOS C C
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 237 903 - - 641 - - 299
HCM Lane V/C Ratio 0.013 0.001 - - 0.002 - - 0.014
HCM Control Delay (s) 20.4 9 0 - 10.6 - - 17.2
HCM Lane LOS C A A - B - - C
HCM 95th %tile Q(veh) 0 0 - - 0 - - 0
HCM 6th TWSC Central Valley TIS
104: Black Cat Road & US 20-26 Year 2020 (Phase 1) Background AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 6
Intersection
Int Delay, s/veh 43.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 29 852 147 82 590 31 28 15 98 42 17 34
Future Vol, veh/h 29 852 147 82 590 31 28 15 98 42 17 34
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 120 - - 130 - - - - - 0 - -
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, % 2 0 1 0 2 2 0 0 0 0 0 0
Mvmt Flow 31 906 156 87 628 33 30 16 104 45 18 36
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 661 0 0 1062 0 0 1892 1881 984 1925 1943 645
Stage 1 - - - - - - 1046 1046 - 819 819 -
Stage 2 - - - - - - 846 835 - 1106 1124 -
Critical Hdwy 4.12 - - 4.1 - - 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 2.218 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 927 - - 664 - - 54 72 304 51 66 476
Stage 1 - - - - - - 278 308 - 372 392 -
Stage 2 - - - - - - 360 386 - 258 283 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 927 - - 664 - - 33 60 304 ~ 24 55 476
Mov Cap-2 Maneuver - - - - - - 33 60 - ~ 24 55 -
Stage 1 - - - - - - 269 298 - 360 341 -
Stage 2 - - - - - - 274 335 - 155 274 -
Approach EB WB NB SB
HCM Control Delay, s 0.3 1.3 $ 352.8 $ 366.9
HCM LOS F F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1SBLn2
Capacity (veh/h) 99 927 - - 664 - - 24 134
HCM Lane V/C Ratio 1.515 0.033 - - 0.131 - - 1.862 0.405
HCM Control Delay (s) $ 352.8 9 - - 11.2 - -$ 752.9 49
HCM Lane LOS F A - - B - - F E
HCM 95th %tile Q(veh) 11.3 0.1 - - 0.5 - - 5.6 1.7
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
HCM 6th TWSC Central Valley TIS
105: Black Cat Road & Waverly Dr Year 2020 (Phase 1) Background AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 7
Intersection
Int Delay, s/veh 4.5
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 29 53 21 41 0
Future Vol, veh/h 0 29 53 21 41 0
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 90 90 90 90 90 90
Heavy Vehicles, % 0 0 0 0 0 0
Mvmt Flow 0 32 59 23 46 0
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 187 46 46 0 - 0
Stage 1 46 - - - - -
Stage 2 141 - - - - -
Critical Hdwy 6.4 6.2 4.1 - - -
Critical Hdwy Stg 1 5.4 - - - - -
Critical Hdwy Stg 2 5.4 - - - - -
Follow-up Hdwy 3.5 3.3 2.2 - - -
Pot Cap-1 Maneuver 807 1029 1575 - - -
Stage 1 982 - - - - -
Stage 2 891 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 776 1029 1575 - - -
Mov Cap-2 Maneuver 776 - - - - -
Stage 1 945 - - - - -
Stage 2 891 - - - - -
Approach EB NB SB
HCM Control Delay, s 8.6 5.3 0
HCM LOS A
Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR
Capacity (veh/h) 1575 - 1029 - -
HCM Lane V/C Ratio 0.037 - 0.031 - -
HCM Control Delay (s) 7.4 0 8.6 - -
HCM Lane LOS A A A - -
HCM 95th %tile Q(veh) 0.1 - 0.1 - -
HCM Signalized Intersection Capacity Analysis Central Valley TIS
201: Star Road & US 20-26 Year 2020 (Phase 1) Background PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/15/2019 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 124 682 17 159 858 105 78 335 112 97 175 122
Future Volume (vph) 124 682 17 159 858 105 78 335 112 97 175 122
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Lane Util. Factor 1.00 *0.76 1.00 *0.77 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 0.98 1.00 0.96 1.00 0.94
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1710 2700 1693 2702 1660 1732 1710 1679
Flt Permitted 0.95 1.00 0.95 1.00 0.36 1.00 0.09 1.00
Satd. Flow (perm) 1710 2700 1693 2702 627 1732 162 1679
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 132 726 18 169 913 112 83 356 119 103 186 130
RTOR Reduction (vph) 0 1 0 0 4 0 0 6 0 0 11 0
Lane Group Flow (vph) 132 743 0 169 1021 0 83 469 0 103 305 0
Heavy Vehicles (%) 0% 1% 0% 1% 1% 0% 3% 0% 0% 0% 1% 0%
Turn Type Prot NA Prot NA pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 8 4
Actuated Green, G (s) 19.3 69.3 23.2 73.2 61.0 49.6 66.0 52.1
Effective Green, g (s) 19.3 69.3 23.2 73.2 61.0 49.6 66.0 52.1
Actuated g/C Ratio 0.11 0.39 0.13 0.41 0.34 0.28 0.37 0.29
Clearance Time (s) 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Vehicle Extension (s) 3.5 3.5 3.5 3.5 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 185 1051 220 1111 281 482 180 491
v/s Ratio Prot 0.08 0.28 c0.10 c0.38 0.02 c0.27 c0.04 0.18
v/s Ratio Perm 0.08 0.17
v/c Ratio 0.71 0.71 0.77 0.92 0.30 0.97 0.57 0.62
Uniform Delay, d1 76.7 45.8 74.8 49.6 41.5 63.5 43.2 54.4
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 12.7 2.3 15.2 12.1 0.6 34.0 4.3 2.4
Delay (s) 89.3 48.1 90.0 61.7 42.1 97.5 47.6 56.8
Level of Service F D F E D F D E
Approach Delay (s) 54.3 65.7 89.3 54.6
Approach LOS D E F D
Intersection Summary
HCM 2000 Control Delay 65.2 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.90
Actuated Cycle Length (s) 178.0 Sum of lost time (s) 22.0
Intersection Capacity Utilization 85.6% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
201: Star Road & US 20-26 Year 2020 (Phase 1) Background PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/15/2019 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 124 682 17 159 858 105 78 335 112 97 175 122
Future Volume (veh/h) 124 682 17 159 858 105 78 335 112 97 175 122
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 1786 1786 1786 1758 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 132 726 18 169 913 112 83 356 119 103 186 130
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 1 1 1 1 3 0 0 0 1 1
Cap, veh/h 159 1102 27 197 1062 130 288 385 129 181 301 210
Arrive On Green 0.09 0.36 0.36 0.12 0.38 0.38 0.05 0.30 0.30 0.06 0.31 0.31
Sat Flow, veh/h 1714 3054 76 1701 2761 339 1674 1291 431 1714 979 684
Grp Volume(v), veh/h 132 323 421 169 455 570 83 0 475 103 0 316
Grp Sat Flow(s),veh/h/ln 1714 1357 1772 1701 1375 1725 1674 0 1722 1714 0 1663
Q Serve(g_s), s 9.9 26.1 26.1 12.8 39.8 39.8 4.5 0.0 35.0 5.4 0.0 21.3
Cycle Q Clear(g_c), s 9.9 26.1 26.1 12.8 39.8 39.8 4.5 0.0 35.0 5.4 0.0 21.3
Prop In Lane 1.00 0.04 1.00 0.20 1.00 0.25 1.00 0.41
Lane Grp Cap(c), veh/h 159 490 640 197 529 663 288 0 514 181 0 511
V/C Ratio(X) 0.83 0.66 0.66 0.86 0.86 0.86 0.29 0.00 0.92 0.57 0.00 0.62
Avail Cap(c_a), veh/h 327 819 1069 390 882 1106 527 0 644 411 0 622
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 58.4 35.1 35.1 56.8 37.1 37.1 31.1 0.0 44.5 34.2 0.0 38.8
Incr Delay (d2), s/veh 12.6 1.8 1.4 12.0 5.5 4.4 0.5 0.0 16.8 2.8 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 4.7 8.4 10.9 5.9 13.3 16.5 1.8 0.0 16.7 2.3 0.0 8.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 71.0 36.9 36.5 68.8 42.5 41.5 31.7 0.0 61.3 37.0 0.0 40.1
LnGrp LOS E D D E D D C A E D A D
Approach Vol, veh/h 876 1194 558 419
Approach Delay, s/veh 41.9 45.8 56.9 39.4
Approach LOS D D E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 17.1 56.4 11.3 46.2 20.2 53.3 12.4 45.1
Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Max Green Setting (Gmax), s 25.0 84.0 25.0 49.0 30.0 79.0 25.0 49.0
Max Q Clear Time (g_c+I1), s 11.9 41.8 6.5 23.3 14.8 28.1 7.4 37.0
Green Ext Time (p_c), s 0.3 8.5 0.2 1.7 0.5 5.4 0.2 2.1
Intersection Summary
HCM 6th Ctrl Delay 45.8
HCM 6th LOS D
HCM Signalized Intersection Capacity Analysis Central Valley TIS
202: SH-16 & US 20-26 Year 2020 (Phase 1) Background PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/10/2019 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 315 585 68 0 747 670 0 0 60 421 0 511
Future Volume (vph) 315 585 68 0 747 670 0 0 60 421 0 511
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Lane Util. Factor 0.97 *0.59 1.00 *0.58 1.00 1.00 0.97 0.88
Frt 1.00 1.00 0.85 1.00 0.85 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 3252 2103 1500 2047 1515 1530 3252 2614
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 3252 2103 1500 2047 1515 1530 3252 2614
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 325 603 70 0 770 691 0 0 62 434 0 527
RTOR Reduction (vph) 0 0 25 0 0 157 0 0 0 0 0 386
Lane Group Flow (vph) 325 603 45 0 770 534 0 0 62 434 0 141
Heavy Vehicles (%) 2% 1% 2% 0% 2% 1% 0% 0% 0% 2% 0% 3%
Turn Type Prot NA Perm NA pm+ov Prot Prot Prot
Protected Phases 1 6 2 7 8 8 7 4 4
Permitted Phases 6 2
Actuated Green, G (s) 20.3 103.1 103.1 75.3 101.4 9.3 26.1 42.9
Effective Green, g (s) 20.3 103.1 103.1 75.3 101.4 9.3 26.1 42.9
Actuated g/C Ratio 0.13 0.64 0.64 0.47 0.63 0.06 0.16 0.27
Clearance Time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Vehicle Extension (s) 2.0 4.0 4.0 4.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 412 1355 966 963 960 88 530 700
v/s Ratio Prot c0.10 0.29 c0.38 0.09 c0.04 c0.13 0.05
v/s Ratio Perm 0.03 0.26
v/c Ratio 0.79 0.45 0.05 0.80 0.56 0.70 0.82 0.20
Uniform Delay, d1 67.8 14.2 10.4 35.9 16.6 74.0 64.7 45.3
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 8.9 1.1 0.1 6.9 0.4 18.8 9.1 0.1
Delay (s) 76.7 15.2 10.5 42.9 17.0 92.8 73.8 45.4
Level of Service E B B D B F E D
Approach Delay (s) 34.9 30.6 92.8 58.2
Approach LOS C C F E
Intersection Summary
HCM 2000 Control Delay 40.6 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.79
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 29.0
Intersection Capacity Utilization 67.4% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
202: SH-16 & US 20-26 Year 2020 (Phase 1) Background PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/10/2019 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 315 585 68 0 747 670 0 0 60 421 0 511
Future Volume (veh/h) 315 585 68 0 747 670 0 0 60 421 0 511
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 1772 1786 1772 0 1772 1786 0 1800 1800 1772 1800 1758
Adj Flow Rate, veh/h 325 603 0 0 770 691 0 0 62 434 0 527
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, % 2 1 2 0 2 1 0 0 0 2 0 3
Cap, veh/h 369 1410 0 1034 984 0 89 76 481 421 614
Arrive On Green 0.11 0.67 0.00 0.00 0.50 0.50 0.00 0.00 0.05 0.15 0.00 0.23
Sat Flow, veh/h 3274 2107 1502 0 2800 1514 0 1800 1525 3274 1800 2622
Grp Volume(v), veh/h 325 603 0 0 770 691 0 0 62 434 0 527
Grp Sat Flow(s),veh/h/ln 1637 1054 1502 0 1028 1514 0 1800 1525 1637 1800 1311
Q Serve(g_s), s 15.6 21.2 0.0 0.0 47.6 22.3 0.0 0.0 6.4 20.9 0.0 30.8
Cycle Q Clear(g_c), s 15.6 21.2 0.0 0.0 47.6 22.3 0.0 0.0 6.4 20.9 0.0 30.8
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 369 1410 0 1034 984 0 89 76 481 421 614
V/C Ratio(X) 0.88 0.43 0.00 0.74 0.70 0.00 0.00 0.82 0.90 0.00 0.86
Avail Cap(c_a), veh/h 542 1410 0 1034 984 0 158 133 747 653 950
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 69.9 12.3 0.0 0.0 31.6 5.2 0.0 0.0 75.3 67.1 0.0 58.7
Incr Delay (d2), s/veh 8.2 1.0 0.0 0.0 4.9 4.2 0.0 0.0 7.9 6.8 0.0 3.1
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 6.8 4.7 0.0 0.0 11.8 36.9 0.0 0.0 2.7 8.9 0.0 20.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 78.1 13.2 0.0 0.0 36.4 9.3 0.0 0.0 83.3 73.9 0.0 61.8
LnGrp LOS E B A D A A A F E A E
Approach Vol, veh/h 928 A 1461 62 961
Approach Delay, s/veh 35.9 23.6 83.3 67.3
Approach LOS D C F E
Timer - Assigned Phs 1 2 4 6 7 8
Phs Duration (G+Y+Rc), s 26.5 87.5 45.9 114.1 32.0 13.9
Change Period (Y+Rc), s 8.5 * 7 * 8.5 7.0 8.5 6.0
Max Green Setting (Gmax), s 26.5 * 54 * 58 88.0 36.5 14.0
Max Q Clear Time (g_c+I1), s 17.6 49.6 32.8 23.2 22.9 8.4
Green Ext Time (p_c), s 0.4 3.3 1.1 5.9 0.7 0.0
Intersection Summary
HCM 6th Ctrl Delay 40.4
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.
HCM 6th TWSC Central Valley TIS
203: Levi Lane & US 20-26 Year 2020 (Phase 1) Background PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/10/2019 Page 5
Intersection
Int Delay, s/veh 0.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 1 992 1 1 1337 3 1 1 1 8 1 2
Future Vol, veh/h 1 992 1 1 1337 3 1 1 1 8 1 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 300 - - 300 - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 2 - - 2 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 0 1 0 0 1 0 0 0 0 0 0 0
Mvmt Flow 1 1023 1 1 1378 3 1 1 1 8 1 2
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1381 0 0 1024 0 0 2409 2409 1024 2409 2408 1380
Stage 1 - - - - - - 1026 1026 - 1382 1382 -
Stage 2 - - - - - - 1383 1383 - 1027 1026 -
Critical Hdwy 4.1 - - 4.1 - - 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 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 503 - - 686 - - 23 33 288 23 33 179
Stage 1 - - - - - - 286 315 - 180 213 -
Stage 2 - - - - - - 180 213 - 285 315 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 503 - - 686 - - 23 33 288 23 33 179
Mov Cap-2 Maneuver - - - - - - 141 167 - 143 168 -
Stage 1 - - - - - - 285 314 - 180 213 -
Stage 2 - - - - - - 177 213 - 282 314 -
Approach EB WB NB SB
HCM Control Delay, s 0 0 25.2 30.8
HCM LOS D D
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 181 503 - - 686 - - 151
HCM Lane V/C Ratio 0.017 0.002 - - 0.002 - - 0.075
HCM Control Delay (s) 25.2 12.2 - - 10.3 - - 30.8
HCM Lane LOS D B - - B - - D
HCM 95th %tile Q(veh) 0.1 0 - - 0 - - 0.2
HCM 6th TWSC Central Valley TIS
204: Black Cat Road & US 20-26 Year 2020 (Phase 1) Background PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/10/2019 Page 6
Intersection
Int Delay, s/veh 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 76 886 125 159 1267 97 56 30 89 81 27 79
Future Vol, veh/h 76 886 125 159 1267 97 56 30 89 81 27 79
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 120 - - 130 - - - - - 100 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 2 1 4 1 1 2 0 0 0 0 0 0
Mvmt Flow 78 913 129 164 1306 100 58 31 92 84 28 81
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1406 0 0 1042 0 0 2873 2868 978 2879 2882 1356
Stage 1 - - - - - - 1134 1134 - 1684 1684 -
Stage 2 - - - - - - 1739 1734 - 1195 1198 -
Critical Hdwy 4.12 - - 4.11 - - 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 2.218 - - 2.209 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 485 - - 671 - - ~ 11 ~ 17 307 ~ 10 ~ 17 184
Stage 1 - - - - - - 249 280 - 121 152 -
Stage 2 - - - - - - 112 144 - 230 261 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 485 - - 671 - - - ~ 11 307 - ~ 11 184
Mov Cap-2 Maneuver - - - - - - - ~ 11 - - ~ 11 -
Stage 1 - - - - - - 209 235 - 102 115 -
Stage 2 - - - - - - ~ 36 109 - 118 219 -
Approach EB WB NB SB
HCM Control Delay, s 1 1.3
HCM LOS - -
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1SBLn2
Capacity (veh/h) - 485 - - 671 - - - 37
HCM Lane V/C Ratio - 0.162 - - 0.244 - - - 2.953
HCM Control Delay (s) - 13.8 - - 12.1 - - - $ 1109.7
HCM Lane LOS - B - - B - - - F
HCM 95th %tile Q(veh) - 0.6 - - 1 - - - 12.4
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
HCM 6th TWSC Central Valley TIS
205: Black Cat Road & Waverly Dr Year 2020 (Phase 1) Background PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/10/2019 Page 7
Intersection
Int Delay, s/veh 5.4
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 30 158 46 38 0
Future Vol, veh/h 0 30 158 46 38 0
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 90 90 90 90 90 90
Heavy Vehicles, % 0 0 0 0 0 0
Mvmt Flow 0 33 176 51 42 0
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 445 42 42 0 - 0
Stage 1 42 - - - - -
Stage 2 403 - - - - -
Critical Hdwy 6.4 6.2 4.1 - - -
Critical Hdwy Stg 1 5.4 - - - - -
Critical Hdwy Stg 2 5.4 - - - - -
Follow-up Hdwy 3.5 3.3 2.2 - - -
Pot Cap-1 Maneuver 574 1034 1580 - - -
Stage 1 986 - - - - -
Stage 2 679 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 508 1034 1580 - - -
Mov Cap-2 Maneuver 508 - - - - -
Stage 1 873 - - - - -
Stage 2 679 - - - - -
Approach EB NB SB
HCM Control Delay, s 8.6 5.9 0
HCM LOS A
Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR
Capacity (veh/h) 1580 - 1034 - -
HCM Lane V/C Ratio 0.111 - 0.032 - -
HCM Control Delay (s) 7.6 0 8.6 - -
HCM Lane LOS A A A - -
HCM 95th %tile Q(veh) 0.4 - 0.1 - -
HCM Signalized Intersection Capacity Analysis Central Valley TIS
101: Star Road & US 20-26 Year 2020 (Phase 1) Total AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 101 902 54 151 741 58 42 239 205 142 523 139
Future Volume (vph) 101 902 54 151 741 58 42 239 205 142 523 139
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Lane Util. Factor 1.00 *0.77 1.00 *0.70 1.00 1.00 1.00 1.00
Frt 1.00 0.99 1.00 0.99 1.00 0.93 1.00 0.97
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1710 2723 1693 2470 1660 1675 1710 1730
Flt Permitted 0.95 1.00 0.95 1.00 0.08 1.00 0.07 1.00
Satd. Flow (perm) 1710 2723 1693 2470 139 1675 130 1730
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 110 980 59 164 805 63 46 260 223 154 568 151
RTOR Reduction (vph) 0 2 0 0 2 0 0 15 0 0 4 0
Lane Group Flow (vph) 110 1037 0 164 866 0 46 468 0 154 715 0
Heavy Vehicles (%) 0% 1% 0% 1% 1% 0% 3% 0% 0% 0% 1% 0%
Turn Type Prot NA Prot NA pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 8 4
Actuated Green, G (s) 18.0 77.2 23.5 82.7 57.9 50.4 73.9 61.4
Effective Green, g (s) 18.0 77.2 23.5 82.7 57.9 50.4 73.9 61.4
Actuated g/C Ratio 0.09 0.40 0.12 0.43 0.30 0.26 0.39 0.32
Clearance Time (s) 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Vehicle Extension (s) 3.5 3.5 3.5 3.5 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 160 1097 207 1066 101 440 202 554
v/s Ratio Prot 0.06 c0.38 c0.10 c0.35 0.02 0.28 c0.07 c0.41
v/s Ratio Perm 0.12 0.22
v/c Ratio 0.69 0.95 0.79 0.81 0.46 1.06 0.76 1.29
Uniform Delay, d1 84.1 55.2 81.7 47.7 53.7 70.6 53.0 65.1
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 12.0 15.8 18.9 5.0 3.2 61.0 15.6 143.8
Delay (s) 96.1 71.0 100.6 52.6 57.0 131.6 68.6 208.9
Level of Service F E F D E F E F
Approach Delay (s) 73.4 60.2 125.1 184.2
Approach LOS E E F F
Intersection Summary
HCM 2000 Control Delay 104.2 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 1.05
Actuated Cycle Length (s) 191.6 Sum of lost time (s) 22.0
Intersection Capacity Utilization 97.4% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
101: Star Road & US 20-26 Year 2020 (Phase 1) Total AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 101 902 54 151 741 58 42 239 205 142 523 139
Future Volume (veh/h) 101 902 54 151 741 58 42 239 205 142 523 139
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 1800 1786 1786 1786 1786 1786 1758 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 110 980 59 164 805 63 46 260 223 154 568 151
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, % 0 1 1 1 1 1 3 0 0 0 1 1
Cap, veh/h 132 1104 66 187 1132 89 92 270 232 189 474 126
Arrive On Green 0.08 0.37 0.37 0.11 0.41 0.41 0.03 0.30 0.30 0.07 0.35 0.35
Sat Flow, veh/h 1714 2951 178 1701 2779 217 1674 895 767 1714 1359 361
Grp Volume(v), veh/h 110 457 582 164 362 506 46 0 483 154 0 719
Grp Sat Flow(s),veh/h/ln 1714 1375 1754 1701 1250 1747 1674 0 1662 1714 0 1721
Q Serve(g_s), s 10.0 49.2 49.2 15.0 38.2 38.2 3.0 0.0 45.2 9.5 0.0 55.1
Cycle Q Clear(g_c), s 10.0 49.2 49.2 15.0 38.2 38.2 3.0 0.0 45.2 9.5 0.0 55.1
Prop In Lane 1.00 0.10 1.00 0.12 1.00 0.46 1.00 0.21
Lane Grp Cap(c), veh/h 132 514 656 187 509 711 92 0 502 189 0 600
V/C Ratio(X) 0.84 0.89 0.89 0.88 0.71 0.71 0.50 0.00 0.96 0.82 0.00 1.20
Avail Cap(c_a), veh/h 271 688 877 323 665 929 311 0 516 332 0 600
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 71.9 46.3 46.3 69.2 39.1 39.1 43.7 0.0 54.2 40.0 0.0 51.4
Incr Delay (d2), s/veh 15.0 11.4 9.3 14.6 2.8 2.0 4.1 0.0 29.9 8.4 0.0 104.3
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 17.7 22.1 7.1 11.6 16.1 1.3 0.0 22.4 4.3 0.0 40.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 86.9 57.7 55.6 83.8 41.9 41.1 47.8 0.0 84.1 48.4 0.0 155.7
LnGrp LOS F E E F D D D A F D A F
Approach Vol, veh/h 1149 1032 529 873
Approach Delay, s/veh 59.4 48.1 81.0 136.8
Approach LOS E D F F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 17.1 70.3 9.4 61.1 22.4 65.1 16.8 53.7
Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Max Green Setting (Gmax), s 25.0 84.0 25.0 49.0 30.0 79.0 25.0 49.0
Max Q Clear Time (g_c+I1), s 12.0 40.2 5.0 57.1 17.0 51.2 11.5 47.2
Green Ext Time (p_c), s 0.2 6.7 0.1 0.0 0.4 7.9 0.3 0.5
Intersection Summary
HCM 6th Ctrl Delay 78.2
HCM 6th LOS E
HCM Signalized Intersection Capacity Analysis Central Valley TIS
102: SH-16 & US 20-26 Year 2020 (Phase 1) Total AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 333 690 52 0 415 251 0 0 31 487 0 414
Future Volume (vph) 333 690 52 0 415 251 0 0 31 487 0 414
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Lane Util. Factor 0.97 *0.59 1.00 *0.58 1.00 1.00 0.97 0.88
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.93 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.85 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 3317 2124 1530 2088 1457 1422 3285 2693
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 3317 2124 1530 2088 1457 1422 3285 2693
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow (vph) 358 742 56 0 446 270 0 0 33 524 0 445
RTOR Reduction (vph) 0 0 21 0 0 98 0 0 0 0 0 321
Lane Group Flow (vph) 358 742 35 0 446 172 0 0 33 524 0 124
Confl. Peds. (#/hr)9 9
Heavy Vehicles (%) 0% 0% 0% 0% 0% 5% 0% 0% 0% 1% 0% 0%
Turn Type Prot NA Perm NA pm+ov Perm Prot Perm
Protected Phases 1 6 2 7 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 21.6 101.4 101.4 72.3 102.2 7.2 29.9 44.6
Effective Green, g (s) 21.6 101.4 101.4 72.3 102.2 7.2 29.9 44.6
Actuated g/C Ratio 0.14 0.63 0.63 0.45 0.64 0.05 0.19 0.28
Clearance Time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Vehicle Extension (s) 2.0 4.0 4.0 4.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 447 1346 969 943 930 63 613 750
v/s Ratio Prot c0.11 c0.35 0.21 0.03 c0.16
v/s Ratio Perm 0.02 0.08 c0.02 0.05
v/c Ratio 0.80 0.55 0.04 0.47 0.19 0.52 0.85 0.17
Uniform Delay, d1 67.1 16.5 11.0 30.6 11.8 74.7 62.9 43.6
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 9.4 1.6 0.1 1.7 0.0 3.6 10.8 0.0
Delay (s) 76.5 18.1 11.1 32.3 11.9 78.3 73.8 43.7
Level of Service E B B C B E E D
Approach Delay (s) 35.9 24.6 78.3 59.9
Approach LOS D C E E
Intersection Summary
HCM 2000 Control Delay 41.7 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.67
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 29.0
Intersection Capacity Utilization 61.4% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
102: SH-16 & US 20-26 Year 2020 (Phase 1) Total AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 333 690 52 0 415 251 0 0 31 487 0 414
Future Volume (veh/h) 333 690 52 0 415 251 0 0 31 487 0 414
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 0.91 1.00 0.98
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 0 1800 1730 0 1800 1800 1786 1800 1800
Adj Flow Rate, veh/h 358 742 0 0 446 270 0 0 33 524 0 445
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 0 0 0 0 0 5 0 0 0 1 0 0
Cap, veh/h 403 1412 0 1024 973 0 50 39 571 429 628
Arrive On Green 0.12 0.66 0.00 0.00 0.49 0.49 0.00 0.00 0.03 0.17 0.00 0.24
Sat Flow, veh/h 3326 2124 1525 0 2844 1466 0 1800 1394 3300 1800 2634
Grp Volume(v), veh/h 358 742 0 0 446 270 0 0 33 524 0 445
Grp Sat Flow(s),veh/h/ln 1663 1062 1525 0 1044 1466 0 1800 1394 1650 1800 1317
Q Serve(g_s), s 17.0 28.8 0.0 0.0 22.1 6.3 0.0 0.0 3.8 25.0 0.0 24.8
Cycle Q Clear(g_c), s 17.0 28.8 0.0 0.0 22.1 6.3 0.0 0.0 3.8 25.0 0.0 24.8
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 403 1412 0 1024 973 0 50 39 571 429 628
V/C Ratio(X) 0.89 0.53 0.00 0.44 0.28 0.00 0.00 0.85 0.92 0.00 0.71
Avail Cap(c_a), veh/h 551 1412 0 1024 973 0 158 122 753 653 955
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 69.3 13.8 0.0 0.0 26.4 3.4 0.0 0.0 77.4 65.0 0.0 55.8
Incr Delay (d2), s/veh 10.5 1.4 0.0 0.0 1.3 0.7 0.0 0.0 17.0 11.7 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 7.6 6.5 0.0 0.0 5.5 14.3 0.0 0.0 1.5 11.1 0.0 17.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 79.8 15.2 0.0 0.0 27.8 4.1 0.0 0.0 94.4 76.7 0.0 56.4
LnGrp LOS E B A C A A A F E A E
Approach Vol, veh/h 1100 A 716 33 969
Approach Delay, s/veh 36.2 18.8 94.4 67.4
Approach LOS D B F E
Timer - Assigned Phs 1 2 4 6 7 8
Phs Duration (G+Y+Rc), s 27.9 85.5 46.7 113.3 36.2 10.5
Change Period (Y+Rc), s 8.5 * 7 * 8.5 7.0 8.5 6.0
Max Green Setting (Gmax), s 26.5 * 54 * 58 88.0 36.5 14.0
Max Q Clear Time (g_c+I1), s 19.0 24.1 26.8 30.8 27.0 5.8
Green Ext Time (p_c), s 0.4 5.5 1.0 7.6 0.7 0.0
Intersection Summary
HCM 6th Ctrl Delay 43.2
HCM 6th LOS D
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
User approved changes to right turn type.
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.
HCM 6th TWSC Central Valley TIS
103: Levi Lane & US 20-26 Year 2020 (Phase 1) Total AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 5
Intersection
Int Delay, s/veh 10.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 187 991 1 1 616 142 1 1 1 78 1 86
Future Vol, veh/h 187 991 1 1 616 142 1 1 1 78 1 86
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 300 - - 300 - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 2 - - 2 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94
Heavy Vehicles, % 0 1 0 0 2 0 0 0 0 0 0 0
Mvmt Flow 199 1054 1 1 655 151 1 1 1 83 1 91
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 806 0 0 1055 0 0 2232 2261 1055 2187 2186 731
Stage 1 - - - - - - 1453 1453 - 733 733 -
Stage 2 - - - - - - 779 808 - 1454 1453 -
Critical Hdwy 4.1 - - 4.1 - - 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 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 828 - - 668 - - 31 42 277 ~ 33 46 425
Stage 1 - - - - - - 164 197 - 415 429 -
Stage 2 - - - - - - 392 397 - 164 197 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 828 - - 668 - - 20 32 277 ~ 27 35 425
Mov Cap-2 Maneuver - - - - - - 79 117 - 109 135 -
Stage 1 - - - - - - 125 150 - 315 429 -
Stage 2 - - - - - - 306 397 - 123 150 -
Approach EB WB NB SB
HCM Control Delay, s 1.7 0 35.6 116.9
HCM LOS E F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 121 828 - - 668 - - 178
HCM Lane V/C Ratio 0.026 0.24 - - 0.002 - - 0.986
HCM Control Delay (s) 35.6 10.7 0 - 10.4 - - 116.9
HCM Lane LOS E B A - B - - F
HCM 95th %tile Q(veh) 0.1 0.9 - - 0 - - 8
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
HCM 6th TWSC Central Valley TIS
104: Black Cat Road & US 20-26 Year 2020 (Phase 1) Total AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 6
Intersection
Int Delay, s/veh 140.9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 29 876 156 82 667 68 47 23 98 53 21 34
Future Vol, veh/h 29 876 156 82 667 68 47 23 98 53 21 34
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 120 - - 130 - - - - - 0 - -
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, % 2 0 1 0 2 2 0 0 0 0 0 0
Mvmt Flow 31 932 166 87 710 72 50 24 104 56 22 36
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 782 0 0 1098 0 0 2026 2033 1015 2061 2080 746
Stage 1 - - - - - - 1077 1077 - 920 920 -
Stage 2 - - - - - - 949 956 - 1141 1160 -
Critical Hdwy 4.12 - - 4.1 - - 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 2.218 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 836 - - 643 - - ~ 43 58 292 ~ 41 54 417
Stage 1 - - - - - - 268 298 - 327 352 -
Stage 2 - - - - - - 315 339 - 246 272 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 836 - - 643 - - ~ 21 48 292 ~ 14 45 417
Mov Cap-2 Maneuver - - - - - - ~ 21 48 - ~ 14 45 -
Stage 1 - - - - - - 258 287 - 315 304 -
Stage 2 - - - - - - 230 293 - 139 262 -
Approach EB WB NB SB
HCM Control Delay, s 0.3 1.2 $ 1169.8 $ 978.2
HCM LOS F F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1SBLn2
Capacity (veh/h) 55 836 - - 643 - - 14 100
HCM Lane V/C Ratio 3.25 0.037 - - 0.136 - - 4.027 0.585
HCM Control Delay (s) $ 1169.8 9.5 - - 11.5 - - $ 1907.7 82.5
HCM Lane LOS F A - - B - - F F
HCM 95th %tile Q(veh) 19 0.1 - - 0.5 - - 8 2.8
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
HCM 6th TWSC Central Valley TIS
105: Black Cat Road & Waverly Dr Year 2020 (Phase 1) Total AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 7
Intersection
Int Delay, s/veh 5.5
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 45 99 21 41 0
Future Vol, veh/h 0 45 99 21 41 0
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 90 90 90 90 90 90
Heavy Vehicles, % 0 0 0 0 0 0
Mvmt Flow 0 50 110 23 46 0
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 289 46 46 0 - 0
Stage 1 46 - - - - -
Stage 2 243 - - - - -
Critical Hdwy 6.4 6.2 4.1 - - -
Critical Hdwy Stg 1 5.4 - - - - -
Critical Hdwy Stg 2 5.4 - - - - -
Follow-up Hdwy 3.5 3.3 2.2 - - -
Pot Cap-1 Maneuver 706 1029 1575 - - -
Stage 1 982 - - - - -
Stage 2 802 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 656 1029 1575 - - -
Mov Cap-2 Maneuver 656 - - - - -
Stage 1 912 - - - - -
Stage 2 802 - - - - -
Approach EB NB SB
HCM Control Delay, s 8.7 6.2 0
HCM LOS A
Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR
Capacity (veh/h) 1575 - 1029 - -
HCM Lane V/C Ratio 0.07 - 0.049 - -
HCM Control Delay (s) 7.5 0 8.7 - -
HCM Lane LOS A A A - -
HCM 95th %tile Q(veh) 0.2 - 0.2 - -
HCM Signalized Intersection Capacity Analysis Central Valley TIS
201: Star Road & US 20-26 Year 2020 (Phase 1) Total PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/15/2019 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 124 706 17 178 912 124 78 335 120 105 175 122
Future Volume (vph) 124 706 17 178 912 124 78 335 120 105 175 122
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Lane Util. Factor 1.00 *0.76 1.00 *0.77 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 0.98 1.00 0.96 1.00 0.94
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1710 2700 1693 2698 1660 1729 1710 1679
Flt Permitted 0.95 1.00 0.95 1.00 0.34 1.00 0.08 1.00
Satd. Flow (perm) 1710 2700 1693 2698 597 1729 137 1679
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 132 751 18 189 970 132 83 356 128 112 186 130
RTOR Reduction (vph) 0 1 0 0 4 0 0 6 0 0 12 0
Lane Group Flow (vph) 132 768 0 189 1098 0 83 478 0 112 304 0
Heavy Vehicles (%) 0% 1% 0% 1% 1% 0% 3% 0% 0% 0% 1% 0%
Turn Type Prot NA Prot NA pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 8 4
Actuated Green, G (s) 19.7 76.7 25.5 82.5 60.9 49.2 67.5 52.5
Effective Green, g (s) 19.7 76.7 25.5 82.5 60.9 49.2 67.5 52.5
Actuated g/C Ratio 0.10 0.41 0.14 0.44 0.32 0.26 0.36 0.28
Clearance Time (s) 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Vehicle Extension (s) 3.5 3.5 3.5 3.5 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 178 1099 229 1181 258 451 174 467
v/s Ratio Prot 0.08 0.28 c0.11 c0.41 0.02 c0.28 c0.05 0.18
v/s Ratio Perm 0.08 0.18
v/c Ratio 0.74 0.70 0.83 0.93 0.32 1.06 0.64 0.65
Uniform Delay, d1 81.9 46.3 79.3 50.2 46.5 69.6 48.2 59.9
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 15.7 2.0 21.4 12.8 0.7 59.2 7.9 3.3
Delay (s) 97.6 48.3 100.7 63.0 47.3 128.8 56.1 63.1
Level of Service F D F E D F E E
Approach Delay (s) 55.6 68.5 116.9 61.3
Approach LOS E E F E
Intersection Summary
HCM 2000 Control Delay 72.5 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.94
Actuated Cycle Length (s) 188.4 Sum of lost time (s) 22.0
Intersection Capacity Utilization 88.8% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
201: Star Road & US 20-26 Year 2020 (Phase 1) Total PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/15/2019 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 124 706 17 178 912 124 78 335 120 105 175 122
Future Volume (veh/h) 124 706 17 178 912 124 78 335 120 105 175 122
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 1786 1786 1786 1758 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 132 751 18 189 970 132 83 356 128 112 186 130
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 1 1 1 1 3 0 0 0 1 1
Cap, veh/h 156 1128 27 214 1101 150 284 377 135 171 304 212
Arrive On Green 0.09 0.37 0.37 0.13 0.40 0.40 0.05 0.30 0.30 0.06 0.31 0.31
Sat Flow, veh/h 1714 3057 73 1701 2724 371 1674 1264 454 1714 979 684
Grp Volume(v), veh/h 132 333 436 189 490 612 83 0 484 112 0 316
Grp Sat Flow(s),veh/h/ln 1714 1357 1773 1701 1375 1719 1674 0 1718 1714 0 1663
Q Serve(g_s), s 11.3 30.6 30.6 16.3 49.0 49.1 5.1 0.0 41.0 6.7 0.0 24.1
Cycle Q Clear(g_c), s 11.3 30.6 30.6 16.3 49.0 49.1 5.1 0.0 41.0 6.7 0.0 24.1
Prop In Lane 1.00 0.04 1.00 0.22 1.00 0.26 1.00 0.41
Lane Grp Cap(c), veh/h 156 501 654 214 556 695 284 0 512 171 0 516
V/C Ratio(X) 0.85 0.67 0.67 0.88 0.88 0.88 0.29 0.00 0.94 0.65 0.00 0.61
Avail Cap(c_a), veh/h 288 720 941 343 776 970 486 0 566 357 0 547
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 66.7 39.3 39.3 64.0 41.0 41.1 35.4 0.0 51.0 39.2 0.0 43.7
Incr Delay (d2), s/veh 14.0 1.8 1.4 16.4 9.3 7.7 0.6 0.0 23.8 4.2 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 10.0 13.0 7.8 17.1 21.1 2.1 0.0 20.4 2.9 0.0 9.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 80.6 41.1 40.7 80.4 50.3 48.7 36.0 0.0 74.9 43.4 0.0 45.6
LnGrp LOS F D D F D D D A E D A D
Approach Vol, veh/h 901 1291 567 428
Approach Delay, s/veh 46.7 54.0 69.2 45.0
Approach LOS D D E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 18.5 66.2 12.0 52.2 23.7 60.9 13.8 50.4
Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Max Green Setting (Gmax), s 25.0 84.0 25.0 49.0 30.0 79.0 25.0 49.0
Max Q Clear Time (g_c+I1), s 13.3 51.1 7.1 26.1 18.3 32.6 8.7 43.0
Green Ext Time (p_c), s 0.3 9.1 0.1 1.7 0.5 5.7 0.2 1.4
Intersection Summary
HCM 6th Ctrl Delay 53.4
HCM 6th LOS D
HCM Signalized Intersection Capacity Analysis Central Valley TIS
202: SH-16 & US 20-26 Year 2020 (Phase 1) Total PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/10/2019 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 315 625 68 0 838 743 0 0 67 453 0 511
Future Volume (vph) 315 625 68 0 838 743 0 0 67 453 0 511
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Lane Util. Factor 0.97 *0.58 1.00 *0.61 1.00 1.00 0.97 0.88
Frt 1.00 1.00 0.85 1.00 0.85 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 3252 2067 1500 2153 1515 1530 3252 2614
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 3252 2067 1500 2153 1515 1530 3252 2614
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 325 644 70 0 864 766 0 0 69 467 0 527
RTOR Reduction (vph) 0 0 26 0 0 162 0 0 0 0 0 374
Lane Group Flow (vph) 325 644 44 0 864 604 0 0 69 467 0 153
Heavy Vehicles (%) 2% 1% 2% 0% 2% 1% 0% 0% 0% 2% 0% 3%
Turn Type Prot NA Perm NA pm+ov Prot Prot Prot
Protected Phases 1 6 2 7 8 8 7 4 4
Permitted Phases 6 2
Actuated Green, G (s) 20.3 99.6 99.6 71.8 99.7 11.0 27.9 46.4
Effective Green, g (s) 20.3 99.6 99.6 71.8 99.7 11.0 27.9 46.4
Actuated g/C Ratio 0.13 0.62 0.62 0.45 0.62 0.07 0.17 0.29
Clearance Time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Vehicle Extension (s) 2.0 4.0 4.0 4.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 412 1286 933 966 944 105 567 758
v/s Ratio Prot c0.10 0.31 c0.40 0.11 c0.05 c0.14 0.06
v/s Ratio Perm 0.03 0.29
v/c Ratio 0.79 0.50 0.05 0.89 0.64 0.66 0.82 0.20
Uniform Delay, d1 67.8 16.6 11.7 40.6 18.9 72.7 63.7 42.8
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 8.9 1.4 0.1 12.5 1.1 10.8 9.0 0.0
Delay (s) 76.7 18.0 11.8 53.1 20.0 83.4 72.7 42.9
Level of Service E B B D C F E D
Approach Delay (s) 35.9 37.6 83.4 56.9
Approach LOS D D F E
Intersection Summary
HCM 2000 Control Delay 43.1 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.84
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 29.0
Intersection Capacity Utilization 72.2% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
202: SH-16 & US 20-26 Year 2020 (Phase 1) Total PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/10/2019 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 315 625 68 0 838 743 0 0 67 453 0 511
Future Volume (veh/h) 315 625 68 0 838 743 0 0 67 453 0 511
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 1772 1786 1772 0 1772 1786 0 1800 1800 1772 1800 1758
Adj Flow Rate, veh/h 325 644 0 0 864 766 0 0 69 467 0 527
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, % 2 1 2 0 2 1 0 0 0 2 0 3
Cap, veh/h 369 1354 0 1055 976 0 99 84 514 449 654
Arrive On Green 0.11 0.65 0.00 0.00 0.49 0.49 0.00 0.00 0.05 0.16 0.00 0.25
Sat Flow, veh/h 3274 2072 1502 0 2853 1514 0 1800 1525 3274 1800 2622
Grp Volume(v), veh/h 325 644 0 0 864 766 0 0 69 467 0 527
Grp Sat Flow(s),veh/h/ln 1637 1036 1502 0 1081 1514 0 1800 1525 1637 1800 1311
Q Serve(g_s), s 15.6 25.0 0.0 0.0 54.6 27.2 0.0 0.0 7.2 22.4 0.0 30.2
Cycle Q Clear(g_c), s 15.6 25.0 0.0 0.0 54.6 27.2 0.0 0.0 7.2 22.4 0.0 30.2
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 369 1354 0 1055 976 0 99 84 514 449 654
V/C Ratio(X) 0.88 0.48 0.00 0.82 0.78 0.00 0.00 0.83 0.91 0.00 0.81
Avail Cap(c_a), veh/h 542 1354 0 1055 976 0 158 133 747 653 950
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 69.9 13.9 0.0 0.0 35.0 5.8 0.0 0.0 74.9 66.3 0.0 56.4
Incr Delay (d2), s/veh 8.2 1.2 0.0 0.0 7.1 6.3 0.0 0.0 10.1 8.8 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 6.8 5.5 0.0 0.0 14.5 41.4 0.0 0.0 3.0 9.7 0.0 20.7
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 78.1 15.1 0.0 0.0 42.1 12.1 0.0 0.0 84.9 75.1 0.0 58.4
LnGrp LOS E B A D B A A F E A E
Approach Vol, veh/h 969 A 1630 69 994
Approach Delay, s/veh 36.2 28.0 84.9 66.3
Approach LOS D C F E
Timer - Assigned Phs 1 2 4 6 7 8
Phs Duration (G+Y+Rc), s 26.5 85.1 48.4 111.6 33.6 14.8
Change Period (Y+Rc), s 8.5 * 7 * 8.5 7.0 8.5 6.0
Max Green Setting (Gmax), s 26.5 * 54 * 58 88.0 36.5 14.0
Max Q Clear Time (g_c+I1), s 17.6 56.6 32.2 27.0 24.4 9.2
Green Ext Time (p_c), s 0.4 0.0 1.1 6.4 0.7 0.0
Intersection Summary
HCM 6th Ctrl Delay 41.6
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.
HCM 6th TWSC Central Valley TIS
203: Levi Lane & US 20-26 Year 2020 (Phase 1) Total PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/10/2019 Page 5
Intersection
Int Delay, s/veh 143.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 119 953 1 1 1298 96 1 1 1 182 1 205
Future Vol, veh/h 119 953 1 1 1298 96 1 1 1 182 1 205
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 300 - - 300 - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 2 - - 2 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 0 1 0 0 1 0 0 0 0 0 0 0
Mvmt Flow 123 982 1 1 1338 99 1 1 1 188 1 211
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1437 0 0 983 0 0 2725 2668 983 2620 2619 1388
Stage 1 - - - - - - 1229 1229 - 1390 1390 -
Stage 2 - - - - - - 1496 1439 - 1230 1229 -
Critical Hdwy 4.1 - - 4.1 - - 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 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 479 - - 711 - - 14 23 305 ~ 16 24 ~ 177
Stage 1 - - - - - - 220 252 - ~ 178 211 -
Stage 2 - - - - - - 155 200 - 219 252 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 479 - - 711 - - - 17 305 ~ 13 18 ~ 177
Mov Cap-2 Maneuver - - - - - - ~ -37 68 - ~ 95 131 -
Stage 1 - - - - - - 163 187 - ~ 132 211 -
Stage 2 - - - - - - - 200 - ~ 161 187 -
Approach EB WB NB SB
HCM Control Delay, s 1.7 0 $ 1052.2
HCM LOS - F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) - 479 - - 711 - - 126
HCM Lane V/C Ratio - 0.256 - - 0.001 - - 3.175
HCM Control Delay (s) - 15.1 - - 10.1 - - $ 1052.2
HCM Lane LOS - C - - B - - F
HCM 95th %tile Q(veh) - 1 - - 0 - - 38.2
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
HCM 6th TWSC Central Valley TIS
204: Black Cat Road & US 20-26 Year 2020 (Phase 1) Total PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/10/2019 Page 6
Intersection
Int Delay, s/veh 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 76 984 161 159 1310 117 67 35 89 129 45 79
Future Vol, veh/h 76 984 161 159 1310 117 67 35 89 129 45 79
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 120 - - 130 - - - - - 100 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 2 1 4 1 1 2 0 0 0 0 0 0
Mvmt Flow 78 1014 166 164 1351 121 69 36 92 133 46 81
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1472 0 0 1180 0 0 3056 3053 1097 3057 3076 1412
Stage 1 - - - - - - 1253 1253 - 1740 1740 -
Stage 2 - - - - - - 1803 1800 - 1317 1336 -
Critical Hdwy 4.12 - - 4.11 - - 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 2.218 - - 2.209 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 458 - - 595 - - ~ 8 ~ 13 262 ~ 8 ~ 12 171
Stage 1 - - - - - - 213 246 - ~ 112 143 -
Stage 2 - - - - - - 103 133 - 196 224 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 458 - - 595 - - - ~ 8 262 - ~ 7 171
Mov Cap-2 Maneuver - - - - - - - ~ 8 - - ~ 7 -
Stage 1 - - - - - - 177 204 - ~ 93 104 -
Stage 2 - - - - - - ~ 22 96 - ~ 87 186 -
Approach EB WB NB SB
HCM Control Delay, s 0.9 1.3
HCM LOS - -
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1SBLn2
Capacity (veh/h) - 458 - - 595 - - - 18
HCM Lane V/C Ratio - 0.171 - - 0.275 - - - 7.102
HCM Control Delay (s) - 14.5 - - 13.3 - - - $ 3166.7
HCM Lane LOS - B - - B - - - F
HCM 95th %tile Q(veh) - 0.6 - - 1.1 - - - 16.6
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
HCM 6th TWSC Central Valley TIS
205: Black Cat Road & Waverly Dr Year 2020 (Phase 1) Total PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/10/2019 Page 7
Intersection
Int Delay, s/veh 6.2
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 96 183 46 38 0
Future Vol, veh/h 0 96 183 46 38 0
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 90 90 90 90 90 90
Heavy Vehicles, % 0 0 0 0 0 0
Mvmt Flow 0 107 203 51 42 0
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 499 42 42 0 - 0
Stage 1 42 - - - - -
Stage 2 457 - - - - -
Critical Hdwy 6.4 6.2 4.1 - - -
Critical Hdwy Stg 1 5.4 - - - - -
Critical Hdwy Stg 2 5.4 - - - - -
Follow-up Hdwy 3.5 3.3 2.2 - - -
Pot Cap-1 Maneuver 535 1034 1580 - - -
Stage 1 986 - - - - -
Stage 2 642 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 464 1034 1580 - - -
Mov Cap-2 Maneuver 464 - - - - -
Stage 1 856 - - - - -
Stage 2 642 - - - - -
Approach EB NB SB
HCM Control Delay, s 8.9 6.1 0
HCM LOS A
Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR
Capacity (veh/h) 1580 - 1034 - -
HCM Lane V/C Ratio 0.129 - 0.103 - -
HCM Control Delay (s) 7.6 0 8.9 - -
HCM Lane LOS A A A - -
HCM 95th %tile Q(veh) 0.4 - 0.3 - -
Appendix G
Mitigated Phase 1 Background and Total Traffic
Operations Worksheets
HCM Signalized Intersection Capacity Analysis Central Valley TIS
101: Star Road & US 20-26 Year 2020 (Phase 1) Background AM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 101 859 54 146 728 54 42 239 191 127 523 139
Future Volume (vph) 101 859 54 146 728 54 42 239 191 127 523 139
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 6.0 5.0 6.0 5.0 6.0 6.0 5.0 6.0 6.0
Lane Util. Factor 1.00 *0.77 1.00 *0.70 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.99 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 2722 1693 2471 1660 1800 1530 1710 1782 1530
Flt Permitted 0.95 1.00 0.95 1.00 0.12 1.00 1.00 0.41 1.00 1.00
Satd. Flow (perm) 1710 2722 1693 2471 201 1800 1530 735 1782 1530
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 110 934 59 159 791 59 46 260 208 138 568 151
RTOR Reduction (vph) 0 2 0 0 2 0 0 0 131 0 0 63
Lane Group Flow (vph) 110 991 0 159 848 0 46 260 77 138 568 88
Heavy Vehicles (%) 0% 1% 0% 1% 1% 0% 3% 0% 0% 0% 1% 0%
Turn Type Prot NA Prot NA pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 8 8 4 4
Actuated Green, G (s) 15.8 72.4 21.6 78.2 62.1 58.4 58.4 72.8 64.1 64.1
Effective Green, g (s) 15.8 72.4 21.6 78.2 62.1 58.4 58.4 72.8 64.1 64.1
Actuated g/C Ratio 0.09 0.39 0.12 0.43 0.34 0.32 0.32 0.40 0.35 0.35
Clearance Time (s) 5.0 6.0 5.0 6.0 5.0 6.0 6.0 5.0 6.0 6.0
Vehicle Extension (s) 3.5 3.5 3.5 3.5 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 146 1072 198 1051 97 571 486 340 621 533
v/s Ratio Prot 0.06 c0.36 c0.09 c0.34 0.01 0.14 c0.02 c0.32
v/s Ratio Perm 0.15 0.05 0.14 0.06
v/c Ratio 0.75 0.92 0.80 0.81 0.47 0.46 0.16 0.41 0.91 0.17
Uniform Delay, d1 82.1 53.1 79.0 46.2 46.9 50.0 45.0 38.2 57.2 41.4
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 20.1 13.2 21.0 4.8 3.6 0.6 0.2 0.8 18.1 0.1
Delay (s) 102.2 66.3 100.0 51.0 50.5 50.6 45.2 39.0 75.3 41.5
Level of Service F E F D D D D D E D
Approach Delay (s) 69.9 58.7 48.4 63.5
Approach LOS E E D E
Intersection Summary
HCM 2000 Control Delay 61.9 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.90
Actuated Cycle Length (s) 183.8 Sum of lost time (s) 22.0
Intersection Capacity Utilization 87.0% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
101: Star Road & US 20-26 Year 2020 (Phase 1) Background AM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 101 859 54 146 728 54 42 239 191 127 523 139
Future Volume (veh/h) 101 859 54 146 728 54 42 239 191 127 523 139
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 1800 1786 1786 1786 1786 1786 1758 1800 1800 1800 1786 1800
Adj Flow Rate, veh/h 110 934 59 159 791 59 46 260 208 138 568 151
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, % 0 1 1 1 1 1 3 0 0 0 1 0
Cap, veh/h 132 1071 68 183 1102 82 129 563 477 342 618 528
Arrive On Green 0.08 0.36 0.36 0.11 0.39 0.39 0.03 0.31 0.31 0.06 0.35 0.35
Sat Flow, veh/h 1714 2942 186 1701 2791 208 1674 1800 1525 1714 1786 1525
Grp Volume(v), veh/h 110 437 556 159 354 496 46 260 208 138 568 151
Grp Sat Flow(s),veh/h/ln 1714 1375 1753 1701 1250 1748 1674 1800 1525 1714 1786 1525
Q Serve(g_s), s 9.1 42.6 42.6 13.3 34.5 34.5 2.7 16.7 15.6 7.7 43.9 10.3
Cycle Q Clear(g_c), s 9.1 42.6 42.6 13.3 34.5 34.5 2.7 16.7 15.6 7.7 43.9 10.3
Prop In Lane 1.00 0.11 1.00 0.12 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 132 501 638 183 494 690 129 563 477 342 618 528
V/C Ratio(X) 0.83 0.87 0.87 0.87 0.72 0.72 0.36 0.46 0.44 0.40 0.92 0.29
Avail Cap(c_a), veh/h 202 764 973 283 755 1056 138 875 741 342 918 784
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 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 65.5 42.7 42.7 63.2 36.8 36.8 37.7 39.8 39.4 30.8 45.2 34.2
Incr Delay (d2), s/veh 17.7 7.9 6.3 17.4 2.4 1.7 1.7 0.6 0.6 0.8 10.4 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 4.5 14.8 18.6 6.4 10.3 14.3 1.1 7.3 5.8 3.2 20.4 3.8
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 83.3 50.5 49.0 80.6 39.2 38.5 39.4 40.3 40.0 31.5 55.5 34.5
LnGrp LOS F D D F D D D D D C E C
Approach Vol, veh/h 1103 1009 514 857
Approach Delay, s/veh 53.0 45.4 40.1 48.0
Approach LOS D D D D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 16.1 62.9 9.2 55.8 20.5 58.5 14.0 51.0
Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Max Green Setting (Gmax), s 17.0 87.0 5.0 74.0 24.0 80.0 9.0 70.0
Max Q Clear Time (g_c+I1), s 11.1 36.5 4.7 45.9 15.3 44.6 9.7 18.7
Green Ext Time (p_c), s 0.1 6.6 0.0 3.9 0.3 7.8 0.0 2.1
Intersection Summary
HCM 6th Ctrl Delay 47.7
HCM 6th LOS D
HCM Signalized Intersection Capacity Analysis Central Valley TIS
102: SH-16 & US 20-26 Year 2020 (Phase 1) Background AM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 333 619 52 0 393 233 0 0 16 430 0 414
Future Volume (vph) 333 619 52 0 393 233 0 0 16 430 0 414
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Lane Util. Factor 0.97 *0.59 1.00 *0.58 1.00 1.00 0.97 0.88
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.85 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 3317 2124 1530 2088 1457 1530 3285 2693
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 3317 2124 1530 2088 1457 1530 3285 2693
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow (vph) 358 666 56 0 423 251 0 0 17 462 0 445
RTOR Reduction (vph) 0 0 28 0 0 86 0 0 0 0 0 258
Lane Group Flow (vph) 358 666 28 0 423 165 0 0 17 462 0 187
Confl. Peds. (#/hr)9
Heavy Vehicles (%) 0% 0% 0% 0% 0% 5% 0% 0% 0% 1% 0% 0%
Turn Type Prot NA Perm NA pm+ov Prot Prot Prot
Protected Phases 1 6 2 7 8 8 7 4 4
Permitted Phases 6 2
Actuated Green, G (s) 21.6 78.8 78.8 49.7 105.0 4.4 55.3 67.2
Effective Green, g (s) 21.6 78.8 78.8 49.7 105.0 4.4 55.3 67.2
Actuated g/C Ratio 0.14 0.49 0.49 0.31 0.66 0.03 0.35 0.42
Clearance Time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Vehicle Extension (s) 2.0 4.0 4.0 4.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 447 1046 753 648 956 42 1135 1131
v/s Ratio Prot 0.11 c0.31 0.20 0.06 c0.01 c0.14 0.07
v/s Ratio Perm 0.02 0.05
v/c Ratio 0.80 0.64 0.04 0.65 0.17 0.40 0.41 0.17
Uniform Delay, d1 67.1 30.0 21.0 47.7 10.7 76.5 39.9 28.9
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 9.4 3.0 0.1 5.1 0.4 2.3 1.1 0.0
Delay (s) 76.5 33.0 21.1 52.7 11.0 78.8 40.9 28.9
Level of Service E C C D B E D C
Approach Delay (s) 46.8 37.2 78.8 35.1
Approach LOS D D E D
Intersection Summary
HCM 2000 Control Delay 40.6 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.57
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 29.0
Intersection Capacity Utilization 52.4% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
102: SH-16 & US 20-26 Year 2020 (Phase 1) Background AM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 333 619 52 0 393 233 0 0 16 430 0 414
Future Volume (veh/h) 333 619 52 0 393 233 0 0 16 430 0 414
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 0.98
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 0 1800 1730 0 1800 1800 1786 1800 1800
Adj Flow Rate, veh/h 358 666 0 0 423 251 0 0 17 462 0 445
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 0 0 0 0 0 5 0 0 0 1 0 0
Cap, veh/h 403 1306 0 920 980 0 30 25 753 536 787
Arrive On Green 0.12 0.61 0.00 0.00 0.44 0.44 0.00 0.00 0.02 0.23 0.00 0.30
Sat Flow, veh/h 3326 2124 1525 0 2844 1466 0 1800 1525 3300 1800 2644
Grp Volume(v), veh/h 358 666 0 0 423 251 0 0 17 462 0 445
Grp Sat Flow(s),veh/h/ln 1663 1062 1525 0 1044 1466 0 1800 1525 1650 1800 1322
Q Serve(g_s), s 17.0 28.2 0.0 0.0 22.7 11.0 0.0 0.0 1.8 20.1 0.0 22.7
Cycle Q Clear(g_c), s 17.0 28.2 0.0 0.0 22.7 11.0 0.0 0.0 1.8 20.1 0.0 22.7
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 403 1306 0 920 980 0 30 25 753 536 787
V/C Ratio(X) 0.89 0.51 0.00 0.46 0.26 0.00 0.00 0.67 0.61 0.00 0.57
Avail Cap(c_a), veh/h 551 1306 0 920 980 0 158 133 753 653 959
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 69.3 17.3 0.0 0.0 31.4 10.6 0.0 0.0 78.2 55.4 0.0 47.4
Incr Delay (d2), s/veh 10.5 1.4 0.0 0.0 1.7 0.6 0.0 0.0 10.9 3.7 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 7.6 6.6 0.0 0.0 5.8 15.0 0.0 0.0 0.8 8.5 0.0 16.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 79.8 18.7 0.0 0.0 33.1 11.2 0.0 0.0 89.2 59.1 0.0 47.7
LnGrp LOS E B A C B A A F E A D
Approach Vol, veh/h 1024 A 674 17 907
Approach Delay, s/veh 40.1 24.9 89.2 53.5
Approach LOS D C F D
Timer - Assigned Phs 1 2 4 6 7 8
Phs Duration (G+Y+Rc), s 27.9 77.5 54.7 105.3 45.0 9.7
Change Period (Y+Rc), s 8.5 * 7 7.0 7.0 8.5 * 7
Max Green Setting (Gmax), s 26.5 * 54 58.0 88.0 36.5 * 14
Max Q Clear Time (g_c+I1), s 19.0 24.7 24.7 30.2 22.1 3.8
Green Ext Time (p_c), s 0.4 5.1 1.0 6.6 0.7 0.0
Intersection Summary
HCM 6th Ctrl Delay 41.1
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.
HCM Signalized Intersection Capacity Analysis Central Valley TIS
104: Black Cat Road & US 20-26 Year 2020 (Phase 1) Background AM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 29 852 147 82 590 31 28 15 98 42 17 34
Future Volume (vph) 29 852 147 82 590 31 28 15 98 42 17 34
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00
Frt 1.00 0.98 1.00 0.99 1.00 0.87 1.00 0.90
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1676 3340 1710 3328 1710 1566 1710 1620
Flt Permitted 0.40 1.00 0.15 1.00 0.72 1.00 0.56 1.00
Satd. Flow (perm) 707 3340 277 3328 1299 1566 1009 1620
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 31 906 156 87 628 33 30 16 104 45 18 36
RTOR Reduction (vph) 0 12 0 0 3 0 0 92 0 0 31 0
Lane Group Flow (vph) 31 1050 0 87 658 0 30 28 0 45 23 0
Heavy Vehicles (%) 2% 0% 1% 0% 2% 2% 0% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 36.3 34.2 45.4 38.8 10.4 8.0 13.8 9.7
Effective Green, g (s) 36.3 34.2 45.4 38.8 10.4 8.0 13.8 9.7
Actuated g/C Ratio 0.51 0.48 0.64 0.55 0.15 0.11 0.19 0.14
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 390 1608 312 1818 204 176 236 221
v/s Ratio Prot 0.00 c0.31 c0.03 0.20 0.00 0.02 c0.01 0.01
v/s Ratio Perm 0.04 0.15 0.02 c0.03
v/c Ratio 0.08 0.65 0.28 0.36 0.15 0.16 0.19 0.10
Uniform Delay, d1 8.6 13.9 7.2 9.1 26.3 28.5 23.7 26.8
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.1 1.0 0.5 0.1 0.3 0.4 0.4 0.2
Delay (s) 8.7 14.9 7.7 9.2 26.7 28.9 24.1 27.1
Level of Service A B A A C C C C
Approach Delay (s) 14.7 9.1 28.4 25.7
Approach LOS B A C C
Intersection Summary
HCM 2000 Control Delay 14.2 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.51
Actuated Cycle Length (s) 71.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 55.0% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
104: Black Cat Road & US 20-26 Year 2020 (Phase 1) Background AM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 29 852 147 82 590 31 28 15 98 42 17 34
Future Volume (veh/h) 29 852 147 82 590 31 28 15 98 42 17 34
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 1772 1800 1800 1800 1772 1772 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 31 906 156 87 628 33 30 16 104 45 18 36
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, % 2 0 0 0 2 2 0 0 0 0 0 0
Cap, veh/h 454 1256 216 347 1510 79 327 24 156 268 68 136
Arrive On Green 0.03 0.43 0.43 0.07 0.46 0.46 0.03 0.12 0.12 0.05 0.13 0.13
Sat Flow, veh/h 1688 2917 502 1714 3254 171 1714 208 1349 1714 536 1071
Grp Volume(v), veh/h 31 531 531 87 325 336 30 0 120 45 0 54
Grp Sat Flow(s),veh/h/ln 1688 1710 1710 1714 1683 1741 1714 0 1557 1714 0 1607
Q Serve(g_s), s 0.5 13.6 13.6 1.4 6.8 6.8 0.8 0.0 3.9 1.2 0.0 1.6
Cycle Q Clear(g_c), s 0.5 13.6 13.6 1.4 6.8 6.8 0.8 0.0 3.9 1.2 0.0 1.6
Prop In Lane 1.00 0.29 1.00 0.10 1.00 0.87 1.00 0.67
Lane Grp Cap(c), veh/h 454 736 736 347 781 808 327 0 179 268 0 205
V/C Ratio(X) 0.07 0.72 0.72 0.25 0.42 0.42 0.09 0.00 0.67 0.17 0.00 0.26
Avail Cap(c_a), veh/h 667 3185 3184 538 3167 3276 577 0 751 465 0 744
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 8.0 12.4 12.4 9.1 9.4 9.4 19.5 0.0 22.4 19.3 0.0 20.8
Incr Delay (d2), s/veh 0.1 1.4 1.4 0.4 0.4 0.3 0.1 0.0 4.3 0.3 0.0 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 0.1 3.7 3.7 0.3 1.6 1.7 0.3 0.0 1.4 0.5 0.0 0.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 8.0 13.8 13.8 9.5 9.8 9.8 19.6 0.0 26.7 19.6 0.0 21.5
LnGrp LOS A B B A A A B A C B A C
Approach Vol, veh/h 1093 748 150 99
Approach Delay, s/veh 13.6 9.7 25.3 20.6
Approach LOS B A C C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 6.3 29.0 6.3 11.2 8.1 27.3 6.9 10.6
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 8.5 99.5 9.5 24.5 9.5 98.5 8.5 25.5
Max Q Clear Time (g_c+I1), s 2.5 8.8 2.8 3.6 3.4 15.6 3.2 5.9
Green Ext Time (p_c), s 0.0 3.7 0.0 0.2 0.1 7.2 0.0 0.5
Intersection Summary
HCM 6th Ctrl Delay 13.4
HCM 6th LOS B
HCM Signalized Intersection Capacity Analysis Central Valley TIS
201: Star Road & US 20-26 Year 2020 (Phase 1) Background PM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 124 682 17 159 858 105 78 335 112 97 175 122
Future Volume (vph) 124 682 17 159 858 105 78 335 112 97 175 122
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 6.0 5.0 6.0 5.0 6.0 6.0 5.0 6.0 6.0
Lane Util. Factor 1.00 *0.76 1.00 *0.77 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 2700 1693 2702 1660 1800 1530 1710 1782 1530
Flt Permitted 0.95 1.00 0.95 1.00 0.55 1.00 1.00 0.20 1.00 1.00
Satd. Flow (perm) 1710 2700 1693 2702 965 1800 1530 363 1782 1530
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 132 726 18 169 913 112 83 356 119 103 186 130
RTOR Reduction (vph) 0 1 0 0 4 0 0 0 73 0 0 97
Lane Group Flow (vph) 132 743 0 169 1021 0 83 356 46 103 186 33
Heavy Vehicles (%) 0% 1% 0% 1% 1% 0% 3% 0% 0% 0% 1% 0%
Turn Type Prot NA Prot NA pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 8 8 4 4
Actuated Green, G (s) 18.2 64.6 22.3 68.7 43.8 37.5 37.5 48.0 39.6 39.6
Effective Green, g (s) 18.2 64.6 22.3 68.7 43.8 37.5 37.5 48.0 39.6 39.6
Actuated g/C Ratio 0.12 0.42 0.14 0.44 0.28 0.24 0.24 0.31 0.26 0.26
Clearance Time (s) 5.0 6.0 5.0 6.0 5.0 6.0 6.0 5.0 6.0 6.0
Vehicle Extension (s) 3.5 3.5 3.5 3.5 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 201 1126 243 1199 301 436 370 185 455 391
v/s Ratio Prot 0.08 0.28 c0.10 c0.38 0.01 c0.20 c0.03 0.10
v/s Ratio Perm 0.07 0.03 0.14 0.02
v/c Ratio 0.66 0.66 0.70 0.85 0.28 0.82 0.13 0.56 0.41 0.09
Uniform Delay, d1 65.3 36.3 63.0 38.5 42.0 55.4 45.8 41.5 47.9 43.8
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 7.8 1.5 8.7 6.2 0.5 11.3 0.2 3.6 0.6 0.1
Delay (s) 73.1 37.8 71.7 44.6 42.5 66.7 46.0 45.1 48.5 43.9
Level of Service E D E D D E D D D D
Approach Delay (s) 43.1 48.5 58.7 46.2
Approach LOS D D E D
Intersection Summary
HCM 2000 Control Delay 48.5 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.81
Actuated Cycle Length (s) 154.8 Sum of lost time (s) 22.0
Intersection Capacity Utilization 78.4% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
201: Star Road & US 20-26 Year 2020 (Phase 1) Background PM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 124 682 17 159 858 105 78 335 112 97 175 122
Future Volume (veh/h) 124 682 17 159 858 105 78 335 112 97 175 122
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 1786 1786 1786 1758 1800 1800 1800 1786 1800
Adj Flow Rate, veh/h 132 726 18 169 913 112 83 356 119 103 186 130
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 1 1 1 1 3 0 0 0 1 0
Cap, veh/h 164 1147 28 205 1106 136 317 416 352 213 430 367
Arrive On Green 0.10 0.38 0.38 0.12 0.40 0.40 0.05 0.23 0.23 0.06 0.24 0.24
Sat Flow, veh/h 1714 3054 76 1701 2761 339 1674 1800 1525 1714 1786 1525
Grp Volume(v), veh/h 132 323 421 169 455 570 83 356 119 103 186 130
Grp Sat Flow(s),veh/h/ln 1714 1357 1772 1701 1375 1725 1674 1800 1525 1714 1786 1525
Q Serve(g_s), s 7.8 20.2 20.2 10.1 30.8 30.8 3.9 19.7 6.8 4.7 9.2 7.4
Cycle Q Clear(g_c), s 7.8 20.2 20.2 10.1 30.8 30.8 3.9 19.7 6.8 4.7 9.2 7.4
Prop In Lane 1.00 0.04 1.00 0.20 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 164 510 666 205 551 691 317 416 352 213 430 367
V/C Ratio(X) 0.81 0.63 0.63 0.83 0.83 0.83 0.26 0.86 0.34 0.48 0.43 0.35
Avail Cap(c_a), veh/h 396 1162 1517 524 1283 1610 327 935 792 240 962 822
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 46.1 26.6 26.6 44.7 27.9 27.9 28.5 38.3 33.3 29.8 33.4 32.7
Incr Delay (d2), s/veh 10.6 1.6 1.2 9.7 3.9 3.1 0.4 5.2 0.6 1.7 0.7 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 3.6 6.2 8.0 4.6 9.6 11.9 1.5 8.8 2.4 1.9 3.8 2.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 56.7 28.1 27.8 54.4 31.8 31.0 28.9 43.5 33.9 31.5 34.1 33.3
LnGrp LOS E C C D C C C D C C C C
Approach Vol, veh/h 876 1194 558 419
Approach Delay, s/veh 32.3 34.6 39.3 33.2
Approach LOS C C D C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 14.9 47.6 10.4 31.0 17.5 45.0 11.4 30.0
Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Max Green Setting (Gmax), s 24.0 97.0 6.0 56.0 32.0 89.0 8.0 54.0
Max Q Clear Time (g_c+I1), s 9.8 32.8 5.9 11.2 12.1 22.2 6.7 21.7
Green Ext Time (p_c), s 0.3 8.8 0.0 1.4 0.5 5.5 0.0 2.3
Intersection Summary
HCM 6th Ctrl Delay 34.6
HCM 6th LOS C
HCM Signalized Intersection Capacity Analysis Central Valley TIS
202: SH-16 & US 20-26 Year 2020 (Phase 1) Background PM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 315 585 68 0 747 670 0 0 60 421 0 511
Future Volume (vph) 315 585 68 0 747 670 0 0 60 421 0 511
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Lane Util. Factor 0.97 *0.58 1.00 *0.61 1.00 1.00 0.97 0.88
Frt 1.00 1.00 0.85 1.00 0.85 0.86 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 3252 2067 1500 2153 1515 1557 3252 2614
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 3252 2067 1500 2153 1515 1557 3252 2614
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 325 603 70 0 770 691 0 0 62 434 0 527
RTOR Reduction (vph) 0 0 29 0 0 151 0 0 0 0 0 352
Lane Group Flow (vph) 325 603 41 0 770 540 0 0 62 434 0 175
Heavy Vehicles (%) 2% 1% 2% 0% 2% 1% 0% 0% 0% 2% 0% 3%
Turn Type Prot NA Perm NA pm+ov Prot Prot Prot
Protected Phases 1 6 2 7 8 7 4
Permitted Phases 6 2
Actuated Green, G (s) 20.3 92.8 92.8 65.0 101.5 9.2 36.5 53.2
Effective Green, g (s) 20.3 92.8 92.8 65.0 101.5 9.2 36.5 53.2
Actuated g/C Ratio 0.13 0.58 0.58 0.41 0.63 0.06 0.23 0.33
Clearance Time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Vehicle Extension (s) 2.0 4.0 4.0 4.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 412 1198 870 874 961 89 741 869
v/s Ratio Prot c0.10 0.29 c0.36 0.13 c0.04 c0.13 0.07
v/s Ratio Perm 0.03 0.23
v/c Ratio 0.79 0.50 0.05 0.88 0.56 0.70 0.59 0.20
Uniform Delay, d1 67.8 19.9 14.5 43.9 16.6 74.0 55.0 38.2
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 8.9 1.5 0.1 12.4 2.4 17.4 3.4 0.0
Delay (s) 76.7 21.4 14.6 56.3 19.0 91.4 58.4 38.2
Level of Service E C B E B F E D
Approach Delay (s) 39.0 38.7 91.4 47.3
Approach LOS D D F D
Intersection Summary
HCM 2000 Control Delay 42.1 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.77
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 29.0
Intersection Capacity Utilization 67.4% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
202: SH-16 & US 20-26 Year 2020 (Phase 1) Background PM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 315 585 68 0 747 670 0 0 60 421 0 511
Future Volume (veh/h) 315 585 68 0 747 670 0 0 60 421 0 511
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 1772 1786 1772 0 1772 1786 0 0 1800 1772 0 1758
Adj Flow Rate, veh/h 325 603 0 0 770 691 0 0 62 434 0 527
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, % 2 1 2 0 2 1 0 0 0 2 0 3
Cap, veh/h 369 1398 0 1101 1116 0 0 0 747 0 0
Arrive On Green 0.11 0.68 0.00 0.00 0.51 0.51 0.00 0.00 0.00 0.23 0.00 0.00
Sat Flow, veh/h 3274 2072 1502 0 2853 1514 0 3274 434
Grp Volume(v), veh/h 325 603 0 0 770 691 0.0 434 58.2
Grp Sat Flow(s),veh/h/ln 1637 1036 1502 0 1081 1514 1637 E
Q Serve(g_s), s 15.6 21.3 0.0 0.0 43.5 35.3 18.9
Cycle Q Clear(g_c), s 15.6 21.3 0.0 0.0 43.5 35.3 18.9
Prop In Lane 1.00 1.00 0.00 1.00 1.00
Lane Grp Cap(c), veh/h 369 1398 0 1101 1116 747
V/C Ratio(X) 0.88 0.43 0.00 0.70 0.62 0.58
Avail Cap(c_a), veh/h 542 1398 0 1101 1116 747
HCM Platoon Ratio 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 1.00
Uniform Delay (d), s/veh 69.9 11.9 0.0 0.0 29.9 10.2 54.9
Incr Delay (d2), s/veh 8.2 1.0 0.0 0.0 3.7 2.6 3.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.8 4.6 0.0 0.0 11.2 39.6 7.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 78.1 12.9 0.0 0.0 33.7 12.7 58.2
LnGrp LOS E B A C B E
Approach Vol, veh/h 928 A 1461
Approach Delay, s/veh 35.7 23.8
Approach LOS D C
Timer - Assigned Phs 1 2 6 7
Phs Duration (G+Y+Rc), s 26.5 88.5 115.0 45.0
Change Period (Y+Rc), s 8.5 * 7 7.0 8.5
Max Green Setting (Gmax), s 26.5 * 54 88.0 36.5
Max Q Clear Time (g_c+I1), s 17.6 45.5 23.3 20.9
Green Ext Time (p_c), s 0.4 5.9 5.9 0.7
Intersection Summary
HCM 6th Ctrl Delay 33.0
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.
HCM Signalized Intersection Capacity Analysis Central Valley TIS
204: Black Cat Road & US 20-26 Year 2020 (Phase 1) Background PM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 76 886 125 159 1267 97 56 30 89 81 27 79
Future Volume (vph) 76 886 125 159 1267 97 56 30 89 81 27 79
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00
Frt 1.00 0.98 1.00 0.99 1.00 0.89 1.00 0.89
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1676 3311 1693 3348 1710 1598 1710 1599
Flt Permitted 0.11 1.00 0.16 1.00 0.69 1.00 0.47 1.00
Satd. Flow (perm) 198 3311 284 3348 1236 1598 843 1599
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 78 913 129 164 1306 100 58 31 92 84 28 81
RTOR Reduction (vph) 0 8 0 0 4 0 0 70 0 0 68 0
Lane Group Flow (vph) 78 1034 0 164 1402 0 58 53 0 84 41 0
Heavy Vehicles (%) 2% 1% 4% 1% 1% 2% 0% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 48.8 43.3 59.0 49.0 14.5 9.1 18.7 11.2
Effective Green, g (s) 48.8 43.3 59.0 49.0 14.5 9.1 18.7 11.2
Actuated g/C Ratio 0.55 0.49 0.66 0.55 0.16 0.10 0.21 0.13
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 199 1609 365 1841 229 163 249 200
v/s Ratio Prot 0.02 0.31 c0.06 c0.42 0.02 0.03 c0.03 0.03
v/s Ratio Perm 0.19 0.24 0.03 c0.04
v/c Ratio 0.39 0.64 0.45 0.76 0.25 0.32 0.34 0.20
Uniform Delay, d1 11.9 17.1 9.0 15.5 32.3 37.1 29.3 35.0
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 1.3 0.9 0.9 1.9 0.6 1.2 0.8 0.5
Delay (s) 13.1 18.0 9.9 17.4 32.9 38.3 30.1 35.5
Level of Service B B A B C D C D
Approach Delay (s) 17.7 16.7 36.6 33.1
Approach LOS B B D C
Intersection Summary
HCM 2000 Control Delay 19.2 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.66
Actuated Cycle Length (s) 89.1 Sum of lost time (s) 18.0
Intersection Capacity Utilization 67.3% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
204: Black Cat Road & US 20-26 Year 2020 (Phase 1) Background PM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 76 886 125 159 1267 97 56 30 89 81 27 79
Future Volume (veh/h) 76 886 125 159 1267 97 56 30 89 81 27 79
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 1772 1786 1786 1786 1786 1786 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 78 913 129 164 1306 100 58 31 92 84 28 81
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, % 2 1 1 1 1 1 0 0 0 0 0 0
Cap, veh/h 269 1503 212 384 1671 128 255 44 129 246 49 141
Arrive On Green 0.06 0.50 0.50 0.07 0.52 0.52 0.05 0.11 0.11 0.06 0.12 0.12
Sat Flow, veh/h 1688 2985 422 1701 3195 244 1714 400 1187 1714 408 1180
Grp Volume(v), veh/h 78 519 523 164 692 714 58 0 123 84 0 109
Grp Sat Flow(s),veh/h/ln 1688 1697 1710 1701 1697 1742 1714 0 1586 1714 0 1588
Q Serve(g_s), s 1.5 15.5 15.5 3.2 23.3 23.5 2.1 0.0 5.3 3.0 0.0 4.6
Cycle Q Clear(g_c), s 1.5 15.5 15.5 3.2 23.3 23.5 2.1 0.0 5.3 3.0 0.0 4.6
Prop In Lane 1.00 0.25 1.00 0.14 1.00 0.75 1.00 0.74
Lane Grp Cap(c), veh/h 269 854 861 384 887 911 255 0 173 246 0 190
V/C Ratio(X) 0.29 0.61 0.61 0.43 0.78 0.78 0.23 0.00 0.71 0.34 0.00 0.57
Avail Cap(c_a), veh/h 473 2096 2112 749 2287 2348 354 0 504 424 0 594
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 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 11.5 12.6 12.6 9.4 13.6 13.7 26.2 0.0 30.5 26.0 0.0 29.5
Incr Delay (d2), s/veh 0.6 0.7 0.7 0.8 1.5 1.5 0.4 0.0 5.3 0.8 0.0 2.7
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 0.4 4.5 4.5 0.9 6.6 6.9 0.8 0.0 2.1 1.2 0.0 1.8
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 12.1 13.3 13.3 10.1 15.1 15.2 26.6 0.0 35.8 26.8 0.0 32.2
LnGrp LOS B B B B B B C A D C A C
Approach Vol, veh/h 1120 1570 181 193
Approach Delay, s/veh 13.2 14.6 32.8 29.9
Approach LOS B B C C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.4 41.5 7.9 13.0 9.8 40.2 8.6 12.2
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 12.5 95.5 7.5 26.5 20.5 87.5 11.5 22.5
Max Q Clear Time (g_c+I1), s 3.5 25.5 4.1 6.6 5.2 17.5 5.0 7.3
Green Ext Time (p_c), s 0.1 11.6 0.0 0.5 0.3 7.0 0.1 0.5
Intersection Summary
HCM 6th Ctrl Delay 16.1
HCM 6th LOS B
HCM Signalized Intersection Capacity Analysis Central Valley TIS
101: Star Road & US 20-26 Year 2020 (Phase 1) Total AM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 101 902 54 151 741 58 42 239 205 142 523 139
Future Volume (vph) 101 902 54 151 741 58 42 239 205 142 523 139
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 6.0 5.0 6.0 5.0 6.0 6.0 5.0 6.0 6.0
Lane Util. Factor 1.00 *0.77 1.00 *0.70 1.00 1.00 1.00 1.00 *0.75 1.00
Frt 1.00 0.99 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 2723 1693 2470 1660 1800 1530 1710 2673 1530
Flt Permitted 0.95 1.00 0.95 1.00 0.20 1.00 1.00 0.27 1.00 1.00
Satd. Flow (perm) 1710 2723 1693 2470 358 1800 1530 485 2673 1530
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 110 980 59 164 805 63 46 260 223 154 568 151
RTOR Reduction (vph) 0 2 0 0 2 0 0 0 135 0 0 70
Lane Group Flow (vph) 110 1037 0 164 866 0 46 260 88 154 568 81
Heavy Vehicles (%) 0% 1% 0% 1% 1% 0% 3% 0% 0% 0% 1% 0%
Turn Type Prot NA Prot NA pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 8 8 4 4
Actuated Green, G (s) 16.7 71.3 22.2 76.8 37.8 33.3 33.3 53.5 44.0 44.0
Effective Green, g (s) 16.7 71.3 22.2 76.8 37.8 33.3 33.3 53.5 44.0 44.0
Actuated g/C Ratio 0.10 0.43 0.14 0.47 0.23 0.20 0.20 0.33 0.27 0.27
Clearance Time (s) 5.0 6.0 5.0 6.0 5.0 6.0 6.0 5.0 6.0 6.0
Vehicle Extension (s) 3.5 3.5 3.5 3.5 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 174 1183 229 1156 118 365 310 271 717 410
v/s Ratio Prot 0.06 c0.38 c0.10 c0.35 0.01 0.14 c0.05 c0.21
v/s Ratio Perm 0.08 0.06 0.13 0.05
v/c Ratio 0.63 0.88 0.72 0.75 0.39 0.71 0.28 0.57 0.79 0.20
Uniform Delay, d1 70.7 42.3 67.9 35.7 50.7 60.9 55.2 42.5 55.8 46.4
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 7.6 7.7 10.5 2.8 2.1 6.4 0.5 2.7 6.0 0.2
Delay (s) 78.3 50.1 78.4 38.5 52.8 67.3 55.7 45.2 61.7 46.6
Level of Service E D E D D E E D E D
Approach Delay (s) 52.8 44.8 61.2 56.2
Approach LOS D D E E
Intersection Summary
HCM 2000 Control Delay 52.6 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.83
Actuated Cycle Length (s) 164.0 Sum of lost time (s) 22.0
Intersection Capacity Utilization 76.9% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
101: Star Road & US 20-26 Year 2020 (Phase 1) Total AM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 101 902 54 151 741 58 42 239 205 142 523 139
Future Volume (veh/h) 101 902 54 151 741 58 42 239 205 142 523 139
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 1800 1786 1786 1786 1786 1786 1758 1800 1800 1800 1786 1800
Adj Flow Rate, veh/h 110 980 59 164 805 63 46 260 223 154 568 151
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, % 0 1 1 1 1 1 3 0 0 0 1 0
Cap, veh/h 138 1173 71 197 1204 94 161 363 307 276 682 389
Arrive On Green 0.08 0.40 0.40 0.12 0.43 0.43 0.03 0.20 0.20 0.09 0.25 0.25
Sat Flow, veh/h 1714 2951 178 1701 2779 217 1674 1800 1525 1714 2679 1525
Grp Volume(v), veh/h 110 457 582 164 362 506 46 260 223 154 568 151
Grp Sat Flow(s),veh/h/ln 1714 1375 1754 1701 1250 1747 1674 1800 1525 1714 1339 1525
Q Serve(g_s), s 7.0 33.3 33.3 10.5 25.7 25.7 2.4 15.0 15.2 7.6 22.3 9.1
Cycle Q Clear(g_c), s 7.0 33.3 33.3 10.5 25.7 25.7 2.4 15.0 15.2 7.6 22.3 9.1
Prop In Lane 1.00 0.10 1.00 0.12 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 138 547 697 197 541 756 161 363 307 276 682 389
V/C Ratio(X) 0.80 0.84 0.84 0.83 0.67 0.67 0.29 0.72 0.73 0.56 0.83 0.39
Avail Cap(c_a), veh/h 339 1175 1498 459 1158 1618 194 680 576 373 1253 713
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 50.3 30.2 30.2 48.1 25.2 25.2 34.7 41.4 41.5 30.9 39.2 34.3
Incr Delay (d2), s/veh 11.9 4.1 3.3 10.4 1.7 1.2 1.0 2.7 3.3 1.8 2.7 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 3.3 10.6 13.3 4.8 7.1 9.9 1.0 6.6 5.7 3.1 7.2 3.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 62.2 34.3 33.5 58.5 26.9 26.4 35.7 44.1 44.8 32.7 41.9 34.9
LnGrp LOS E C C E C C D D D C D C
Approach Vol, veh/h 1149 1032 529 873
Approach Delay, s/veh 36.6 31.7 43.7 39.1
Approach LOS D C D D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 13.9 54.2 8.8 34.3 17.9 50.2 14.7 28.4
Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Max Green Setting (Gmax), s 22.0 103.0 6.0 52.0 30.0 95.0 16.0 42.0
Max Q Clear Time (g_c+I1), s 9.0 27.7 4.4 24.3 12.5 35.3 9.6 17.2
Green Ext Time (p_c), s 0.2 6.9 0.0 4.0 0.5 8.9 0.2 2.0
Intersection Summary
HCM 6th Ctrl Delay 36.8
HCM 6th LOS D
HCM Signalized Intersection Capacity Analysis Central Valley TIS
102: SH-16 & US 20-26 Year 2020 (Phase 1) Total AM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 333 690 52 0 415 251 0 0 31 487 0 414
Future Volume (vph) 333 690 52 0 415 251 0 0 31 487 0 414
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Lane Util. Factor 0.97 *0.59 1.00 *0.58 1.00 1.00 0.97 0.88
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.93 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.85 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 3317 2124 1530 2088 1457 1422 3285 2693
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 3317 2124 1530 2088 1457 1422 3285 2693
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow (vph) 358 742 56 0 446 270 0 0 33 524 0 445
RTOR Reduction (vph) 0 0 28 0 0 98 0 0 0 0 0 258
Lane Group Flow (vph) 358 742 28 0 446 172 0 0 33 524 0 187
Confl. Peds. (#/hr)9 9
Heavy Vehicles (%) 0% 0% 0% 0% 0% 5% 0% 0% 0% 1% 0% 0%
Turn Type Prot NA Perm NA pm+ov Perm Prot Perm
Protected Phases 1 6 2 7 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 21.6 78.7 78.7 49.6 102.2 7.2 52.6 67.3
Effective Green, g (s) 21.6 78.7 78.7 49.6 102.2 7.2 52.6 67.3
Actuated g/C Ratio 0.14 0.49 0.49 0.31 0.64 0.05 0.33 0.42
Clearance Time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Vehicle Extension (s) 2.0 4.0 4.0 4.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 447 1044 752 647 930 63 1079 1132
v/s Ratio Prot 0.11 c0.35 0.21 0.06 c0.16
v/s Ratio Perm 0.02 0.06 c0.02 0.07
v/c Ratio 0.80 0.71 0.04 0.69 0.19 0.52 0.49 0.17
Uniform Delay, d1 67.1 31.8 21.0 48.4 11.8 74.7 42.9 28.9
Progression Factor 1.00 1.00 1.00 0.76 0.31 1.00 1.00 1.00
Incremental Delay, d2 9.4 4.1 0.1 5.8 0.4 3.6 1.6 0.0
Delay (s) 76.5 35.9 21.1 42.6 4.1 78.3 44.5 28.9
Level of Service E D C D A E D C
Approach Delay (s) 47.7 28.0 78.3 37.3
Approach LOS D C E D
Intersection Summary
HCM 2000 Control Delay 39.7 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.65
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 29.0
Intersection Capacity Utilization 61.4% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
102: SH-16 & US 20-26 Year 2020 (Phase 1) Total AM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 333 690 52 0 415 251 0 0 31 487 0 414
Future Volume (veh/h) 333 690 52 0 415 251 0 0 31 487 0 414
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 0.91 1.00 0.99
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 0 1800 1730 0 1800 1800 1786 1800 1800
Adj Flow Rate, veh/h 358 742 0 0 446 270 0 0 33 524 0 445
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 0 0 0 0 0 5 0 0 0 1 0 0
Cap, veh/h 403 1282 0 896 964 0 50 39 753 556 818
Arrive On Green 0.12 0.60 0.00 0.00 0.86 0.86 0.00 0.00 0.03 0.23 0.00 0.31
Sat Flow, veh/h 3326 2124 1525 0 2844 1466 0 1800 1394 3300 1800 2646
Grp Volume(v), veh/h 358 742 0 0 446 270 0 0 33 524 0 445
Grp Sat Flow(s),veh/h/ln 1663 1062 1525 0 1044 1466 0 1800 1394 1650 1800 1323
Q Serve(g_s), s 17.0 34.1 0.0 0.0 8.4 4.0 0.0 0.0 3.8 23.3 0.0 22.4
Cycle Q Clear(g_c), s 17.0 34.1 0.0 0.0 8.4 4.0 0.0 0.0 3.8 23.3 0.0 22.4
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 403 1282 0 896 964 0 50 39 753 556 818
V/C Ratio(X) 0.89 0.58 0.00 0.50 0.28 0.00 0.00 0.85 0.70 0.00 0.54
Avail Cap(c_a), veh/h 551 1282 0 896 964 0 158 122 753 653 959
HCM Platoon Ratio 1.00 1.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.00 0.97 0.97 0.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 69.3 19.3 0.0 0.0 7.1 2.5 0.0 0.0 77.4 56.7 0.0 45.9
Incr Delay (d2), s/veh 10.5 1.9 0.0 0.0 1.9 0.7 0.0 0.0 17.0 5.3 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 7.6 8.1 0.0 0.0 1.5 13.2 0.0 0.0 1.5 10.0 0.0 16.7
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 79.8 21.2 0.0 0.0 9.0 3.2 0.0 0.0 94.4 61.9 0.0 46.1
LnGrp LOS E C A A A A A F E A D
Approach Vol, veh/h 1100 A 716 33 969
Approach Delay, s/veh 40.3 6.8 94.4 54.7
Approach LOS D A F D
Timer - Assigned Phs 1 2 4 6 7 8
Phs Duration (G+Y+Rc), s 27.9 75.7 56.5 103.5 45.0 11.5
Change Period (Y+Rc), s 8.5 * 7 7.0 7.0 8.5 * 7
Max Green Setting (Gmax), s 26.5 * 54 58.0 88.0 36.5 * 14
Max Q Clear Time (g_c+I1), s 19.0 10.4 24.4 36.1 25.3 5.8
Green Ext Time (p_c), s 0.4 5.8 1.0 7.6 0.8 0.0
Intersection Summary
HCM 6th Ctrl Delay 37.4
HCM 6th LOS D
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
User approved changes to right turn type.
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis Central Valley TIS
103: Levi Lane & US 20-26 Year 2020 (Phase 1) Total AM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 187 991 1 1 616 142 1 1 1 78 1 86
Future Volume (vph) 187 991 1 1 616 142 1 1 1 78 1 86
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 1.00 0.85 0.95 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.98 0.95 1.00
Satd. Flow (prot) 1710 3386 1710 3353 1530 1691 1710 1533
Flt Permitted 0.37 1.00 0.27 1.00 1.00 0.93 0.76 1.00
Satd. Flow (perm) 672 3386 488 3353 1530 1606 1361 1533
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 199 1054 1 1 655 151 1 1 1 83 1 91
RTOR Reduction (vph) 0 0 0 0 0 38 0 1 0 0 82 0
Lane Group Flow (vph) 199 1055 0 1 655 113 0 2 0 83 10 0
Heavy Vehicles (%) 0% 1% 0% 0% 2% 0% 0% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA Perm Perm NA Perm NA
Protected Phases 1 6 5 2 8 4
Permitted Phases 6 2 2 8 4
Actuated Green, G (s) 127.3 127.3 120.4 119.4 119.4 15.1 15.1 15.1
Effective Green, g (s) 127.3 127.3 120.4 119.4 119.4 15.1 15.1 15.1
Actuated g/C Ratio 0.80 0.80 0.75 0.75 0.75 0.09 0.09 0.09
Clearance Time (s) 5.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 596 2693 379 2502 1141 151 128 144
v/s Ratio Prot 0.02 c0.31 0.00 c0.20 0.01
v/s Ratio Perm 0.25 0.00 0.07 0.00 c0.06
v/c Ratio 0.33 0.39 0.00 0.26 0.10 0.01 0.65 0.07
Uniform Delay, d1 4.1 4.9 4.9 6.4 5.6 65.7 69.9 66.0
Progression Factor 1.07 0.90 1.06 1.46 4.53 1.00 1.00 1.00
Incremental Delay, d2 0.3 0.4 0.0 0.2 0.2 0.0 10.8 0.2
Delay (s) 4.7 4.7 5.2 9.6 25.3 65.7 80.7 66.2
Level of Service A A A A C E F E
Approach Delay (s) 4.7 12.6 65.7 73.1
Approach LOS A B E E
Intersection Summary
HCM 2000 Control Delay 13.0 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.42
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 16.0
Intersection Capacity Utilization 57.7% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
103: Levi Lane & US 20-26 Year 2020 (Phase 1) Total AM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 187 991 1 1 616 142 1 1 1 78 1 86
Future Volume (veh/h) 187 991 1 1 616 142 1 1 1 78 1 86
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 1772 1800 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 199 1054 1 1 655 151 1 1 1 83 1 91
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 1 0 2 0 0 0 0 0 0 0
Cap, veh/h 493 2261 2 565 2498 1132 48 45 32 150 2 142
Arrive On Green 0.06 0.65 0.65 0.15 0.74 0.74 0.09 0.09 0.09 0.09 0.09 0.09
Sat Flow, veh/h 1714 3479 3 1714 3367 1525 195 482 338 1437 17 1511
Grp Volume(v), veh/h 199 514 541 1 655 151 3 0 0 83 0 92
Grp Sat Flow(s),veh/h/ln 1714 1697 1785 1714 1683 1525 1015 0 0 1437 0 1528
Q Serve(g_s), s 7.7 24.3 24.3 0.0 10.0 4.5 0.0 0.0 0.0 3.1 0.0 9.3
Cycle Q Clear(g_c), s 7.7 24.3 24.3 0.0 10.0 4.5 9.3 0.0 0.0 12.4 0.0 9.3
Prop In Lane 1.00 0.00 1.00 1.00 0.33 0.33 1.00 0.99
Lane Grp Cap(c), veh/h 493 1103 1160 565 2498 1132 125 0 0 150 0 144
V/C Ratio(X) 0.40 0.47 0.47 0.00 0.26 0.13 0.02 0.00 0.00 0.55 0.00 0.64
Avail Cap(c_a), veh/h 726 1103 1160 565 2498 1132 287 0 0 303 0 306
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) 0.76 0.76 0.76 0.96 0.96 0.96 1.00 0.00 0.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 12.9 14.1 14.1 10.7 6.6 5.9 65.9 0.0 0.0 71.8 0.0 69.9
Incr Delay (d2), s/veh 0.4 1.1 1.0 0.0 0.2 0.2 0.1 0.0 0.0 3.1 0.0 4.7
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 2.8 8.8 9.3 0.0 3.1 1.3 0.1 0.0 0.0 3.5 0.0 3.8
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 13.3 15.1 15.1 10.7 6.9 6.1 66.0 0.0 0.0 75.0 0.0 74.6
LnGrp LOS B B B B A A E A A E A E
Approach Vol, veh/h 1254 807 3 175
Approach Delay, s/veh 14.8 6.7 66.0 74.8
Approach LOS B A E E
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 15.2 124.7 20.0 30.0 110.0 20.0
Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 * 6 5.0
Max Green Setting (Gmax), s 32.0 80.0 32.0 8.0 * 1E2 32.0
Max Q Clear Time (g_c+I1), s 9.7 12.0 14.4 2.0 26.3 11.3
Green Ext Time (p_c), s 0.5 4.8 0.6 0.0 6.9 0.0
Intersection Summary
HCM 6th Ctrl Delay 16.7
HCM 6th LOS B
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
HCM Signalized Intersection Capacity Analysis Central Valley TIS
104: Black Cat Road & US 20-26 Year 2020 (Phase 1) Total AM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 29 876 156 82 667 68 47 23 98 53 21 34
Future Volume (vph) 29 876 156 82 667 68 47 23 98 53 21 34
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00
Frt 1.00 0.98 1.00 0.99 1.00 0.88 1.00 0.91
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1676 3337 1710 3307 1710 1581 1710 1632
Flt Permitted 0.34 1.00 0.22 1.00 0.68 1.00 0.49 1.00
Satd. Flow (perm) 602 3337 401 3307 1215 1581 889 1632
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 31 932 166 87 710 72 50 24 104 56 22 36
RTOR Reduction (vph) 0 5 0 0 3 0 0 98 0 0 34 0
Lane Group Flow (vph) 31 1093 0 87 779 0 50 30 0 56 24 0
Heavy Vehicles (%) 2% 0% 1% 0% 2% 2% 0% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 123.7 118.7 128.1 120.9 17.1 9.1 15.1 8.1
Effective Green, g (s) 123.7 118.7 128.1 120.9 17.1 9.1 15.1 8.1
Actuated g/C Ratio 0.77 0.74 0.80 0.76 0.11 0.06 0.09 0.05
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 498 2475 379 2498 154 89 119 82
v/s Ratio Prot 0.00 c0.33 c0.01 0.24 0.02 0.02 c0.02 0.01
v/s Ratio Perm 0.05 0.17 0.02 c0.02
v/c Ratio 0.06 0.44 0.23 0.31 0.32 0.34 0.47 0.29
Uniform Delay, d1 4.3 7.9 4.5 6.2 66.9 72.5 71.3 73.2
Progression Factor 1.34 1.22 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.0 0.5 0.3 0.3 1.2 2.2 2.9 2.0
Delay (s) 5.8 10.2 4.8 6.6 68.1 74.8 74.2 75.1
Level of Service A B A A E E E E
Approach Delay (s) 10.1 6.4 72.9 74.7
Approach LOS B A E E
Intersection Summary
HCM 2000 Control Delay 16.8 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.43
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 62.4% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
104: Black Cat Road & US 20-26 Year 2020 (Phase 1) Total AM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 29 876 156 82 667 68 47 23 98 53 21 34
Future Volume (veh/h) 29 876 156 82 667 68 47 23 98 53 21 34
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 1772 1800 1800 1800 1772 1772 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 31 932 166 87 710 72 50 24 104 56 22 36
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, % 2 0 0 0 2 2 0 0 0 0 0 0
Cap, veh/h 542 2126 379 480 2285 232 175 28 121 94 30 49
Arrive On Green 0.05 1.00 1.00 0.03 0.74 0.74 0.07 0.10 0.10 0.03 0.05 0.05
Sat Flow, veh/h 1688 2901 516 1714 3086 313 1714 294 1276 1714 614 1005
Grp Volume(v), veh/h 31 549 549 87 387 395 50 0 128 56 0 58
Grp Sat Flow(s),veh/h/ln 1688 1710 1707 1714 1683 1716 1714 0 1570 1714 0 1619
Q Serve(g_s), s 0.7 0.0 0.0 2.0 12.4 12.4 0.0 0.0 12.8 0.9 0.0 5.7
Cycle Q Clear(g_c), s 0.7 0.0 0.0 2.0 12.4 12.4 0.0 0.0 12.8 0.9 0.0 5.7
Prop In Lane 1.00 0.30 1.00 0.18 1.00 0.81 1.00 0.62
Lane Grp Cap(c), veh/h 542 1254 1251 480 1246 1270 175 0 149 94 0 79
V/C Ratio(X) 0.06 0.44 0.44 0.18 0.31 0.31 0.29 0.00 0.86 0.59 0.00 0.73
Avail Cap(c_a), veh/h 582 1254 1251 583 1246 1270 175 0 250 147 0 258
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 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 5.1 0.0 0.0 4.7 7.0 7.0 68.5 0.0 71.3 75.6 0.0 75.0
Incr Delay (d2), s/veh 0.0 1.0 1.0 0.2 0.6 0.6 0.9 0.0 13.8 5.9 0.0 12.0
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 0.4 0.4 0.6 4.0 4.1 1.9 0.0 5.7 2.4 0.0 2.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 5.2 1.0 1.0 4.9 7.7 7.6 69.4 0.0 85.1 81.4 0.0 87.0
LnGrp LOS A A A A A A E A F F A F
Approach Vol, veh/h 1129 869 178 114
Approach Delay, s/veh 1.1 7.4 80.7 84.3
Approach LOS A A F F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.2 122.9 16.5 12.4 9.4 121.8 9.1 19.7
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 7.5 99.5 9.5 25.5 14.5 92.5 9.5 25.5
Max Q Clear Time (g_c+I1), s 2.7 14.4 2.0 7.7 4.0 2.0 2.9 14.8
Green Ext Time (p_c), s 0.0 4.6 0.0 0.2 0.1 7.6 0.0 0.4
Intersection Summary
HCM 6th Ctrl Delay 13.8
HCM 6th LOS B
HCM Signalized Intersection Capacity Analysis Central Valley TIS
201: Star Road & US 20-26 Year 2020 (Phase 1) Total PM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 124 706 17 178 912 124 78 335 120 105 175 122
Future Volume (vph) 124 706 17 178 912 124 78 335 120 105 175 122
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 6.0 5.0 6.0 5.0 6.0 6.0 5.0 6.0 6.0
Lane Util. Factor 1.00 *0.76 1.00 *0.77 1.00 1.00 1.00 1.00 *0.75 1.00
Frt 1.00 1.00 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 2700 1693 2698 1660 1800 1530 1710 2673 1530
Flt Permitted 0.95 1.00 0.95 1.00 0.61 1.00 1.00 0.17 1.00 1.00
Satd. Flow (perm) 1710 2700 1693 2698 1057 1800 1530 312 2673 1530
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 132 751 18 189 970 132 83 356 128 112 186 130
RTOR Reduction (vph) 0 1 0 0 4 0 0 0 73 0 0 96
Lane Group Flow (vph) 132 768 0 189 1098 0 83 356 55 112 186 34
Heavy Vehicles (%) 0% 1% 0% 1% 1% 0% 3% 0% 0% 0% 1% 0%
Turn Type Prot NA Prot NA pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 8 8 4 4
Actuated Green, G (s) 18.5 70.5 25.2 77.2 45.5 39.2 39.2 53.5 43.2 43.2
Effective Green, g (s) 18.5 70.5 25.2 77.2 45.5 39.2 39.2 53.5 43.2 43.2
Actuated g/C Ratio 0.11 0.42 0.15 0.46 0.27 0.23 0.23 0.32 0.26 0.26
Clearance Time (s) 5.0 6.0 5.0 6.0 5.0 6.0 6.0 5.0 6.0 6.0
Vehicle Extension (s) 3.5 3.5 3.5 3.5 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 189 1138 255 1245 310 422 358 185 690 395
v/s Ratio Prot 0.08 0.28 c0.11 c0.41 0.01 c0.20 c0.04 0.07
v/s Ratio Perm 0.06 0.04 0.16 0.02
v/c Ratio 0.70 0.68 0.74 0.88 0.27 0.84 0.15 0.61 0.27 0.09
Uniform Delay, d1 71.7 39.1 67.9 40.9 46.6 61.1 50.8 44.3 49.4 47.0
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 11.1 1.7 11.3 7.8 0.5 14.2 0.2 5.5 0.2 0.1
Delay (s) 82.8 40.8 79.2 48.6 47.1 75.3 51.0 49.8 49.6 47.1
Level of Service F D E D D E D D D D
Approach Delay (s) 46.9 53.1 65.7 48.9
Approach LOS D D E D
Intersection Summary
HCM 2000 Control Delay 53.0 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.85
Actuated Cycle Length (s) 167.2 Sum of lost time (s) 22.0
Intersection Capacity Utilization 81.1% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
201: Star Road & US 20-26 Year 2020 (Phase 1) Total PM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 124 706 17 178 912 124 78 335 120 105 175 122
Future Volume (veh/h) 124 706 17 178 912 124 78 335 120 105 175 122
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 1786 1786 1786 1758 1800 1800 1800 1786 1800
Adj Flow Rate, veh/h 132 751 18 189 970 132 83 356 128 112 186 130
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 1 1 1 1 3 0 0 0 1 0
Cap, veh/h 161 1179 28 222 1151 157 343 410 347 209 648 369
Arrive On Green 0.09 0.39 0.39 0.13 0.42 0.42 0.05 0.23 0.23 0.07 0.24 0.24
Sat Flow, veh/h 1714 3057 73 1701 2724 371 1674 1800 1525 1714 2679 1525
Grp Volume(v), veh/h 132 333 436 189 490 612 83 356 128 112 186 130
Grp Sat Flow(s),veh/h/ln 1714 1357 1773 1701 1375 1719 1674 1800 1525 1714 1339 1525
Q Serve(g_s), s 8.7 23.1 23.1 12.6 36.9 36.9 4.3 22.0 8.2 5.7 6.5 8.2
Cycle Q Clear(g_c), s 8.7 23.1 23.1 12.6 36.9 36.9 4.3 22.0 8.2 5.7 6.5 8.2
Prop In Lane 1.00 0.04 1.00 0.22 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 161 524 684 222 581 727 343 410 347 209 648 369
V/C Ratio(X) 0.82 0.64 0.64 0.85 0.84 0.84 0.24 0.87 0.37 0.54 0.29 0.35
Avail Cap(c_a), veh/h 341 1010 1320 515 1167 1458 345 810 687 245 1299 739
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 51.4 28.9 28.9 49.1 29.9 29.9 31.7 43.0 37.6 33.3 35.7 36.3
Incr Delay (d2), s/veh 11.5 1.6 1.2 10.3 4.1 3.3 0.4 5.7 0.7 2.1 0.2 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 4.1 7.2 9.3 5.7 11.7 14.5 1.7 10.0 3.0 2.4 2.1 0.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 62.9 30.4 30.1 59.4 34.0 33.2 32.1 48.7 38.3 35.4 35.9 36.9
LnGrp LOS E C C E C C C D D D D D
Approach Vol, veh/h 901 1291 567 428
Approach Delay, s/veh 35.0 37.4 43.9 36.1
Approach LOS D D D D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 15.9 54.8 10.9 33.9 20.1 50.6 12.5 32.3
Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Max Green Setting (Gmax), s 23.0 98.0 6.0 56.0 35.0 86.0 10.0 52.0
Max Q Clear Time (g_c+I1), s 10.7 38.9 6.3 10.2 14.6 25.1 7.7 24.0
Green Ext Time (p_c), s 0.3 9.9 0.0 1.5 0.6 5.7 0.0 2.3
Intersection Summary
HCM 6th Ctrl Delay 37.7
HCM 6th LOS D
HCM Signalized Intersection Capacity Analysis Central Valley TIS
202: SH-16 & US 20-26 Year 2020 (Phase 1) Total PM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 315 625 68 0 838 743 0 0 67 453 0 511
Future Volume (vph) 315 625 68 0 838 743 0 0 67 453 0 511
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Lane Util. Factor 0.97 *0.58 1.00 *0.61 1.00 1.00 0.97 0.88
Frt 1.00 1.00 0.85 1.00 0.85 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 3252 2067 1500 2153 1515 1530 3252 2614
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 3252 2067 1500 2153 1515 1530 3252 2614
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 325 644 70 0 864 766 0 0 69 467 0 527
RTOR Reduction (vph) 0 0 28 0 0 129 0 0 0 0 0 363
Lane Group Flow (vph) 325 644 42 0 864 637 0 0 69 467 0 164
Heavy Vehicles (%) 2% 1% 2% 0% 2% 1% 0% 0% 0% 2% 0% 3%
Turn Type Prot NA Perm NA pm+ov Prot Prot Prot
Protected Phases 1 6 2 7 8 8 7 4 4
Permitted Phases 6 2
Actuated Green, G (s) 18.5 96.3 96.3 70.3 103.3 9.2 33.0 49.7
Effective Green, g (s) 18.5 96.3 96.3 70.3 103.3 9.2 33.0 49.7
Actuated g/C Ratio 0.12 0.60 0.60 0.44 0.65 0.06 0.21 0.31
Clearance Time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Vehicle Extension (s) 2.0 4.0 4.0 4.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 376 1244 902 945 978 87 670 811
v/s Ratio Prot c0.10 0.31 c0.40 0.13 c0.05 c0.14 0.06
v/s Ratio Perm 0.03 0.29
v/c Ratio 0.86 0.52 0.05 0.91 0.65 0.79 0.70 0.20
Uniform Delay, d1 69.5 18.4 13.0 42.0 17.3 74.5 58.9 40.6
Progression Factor 1.00 1.00 1.00 0.65 0.86 1.00 1.00 1.00
Incremental Delay, d2 17.7 1.5 0.1 13.1 2.9 35.6 5.9 0.0
Delay (s) 87.2 20.0 13.1 40.5 17.8 110.0 64.8 40.6
Level of Service F B B D B F E D
Approach Delay (s) 40.5 29.8 110.0 52.0
Approach LOS D C F D
Intersection Summary
HCM 2000 Control Delay 40.2 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.84
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 29.0
Intersection Capacity Utilization 72.2% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
202: SH-16 & US 20-26 Year 2020 (Phase 1) Total PM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 315 625 68 0 838 743 0 0 67 453 0 511
Future Volume (veh/h) 315 625 68 0 838 743 0 0 67 453 0 511
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 1772 1786 1772 0 1772 1786 0 1800 1800 1772 1800 1758
Adj Flow Rate, veh/h 325 644 0 0 864 766 0 0 69 467 0 527
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, % 2 1 2 0 2 1 0 0 0 2 0 3
Cap, veh/h 364 1298 0 999 979 0 98 83 604 498 725
Arrive On Green 0.11 0.63 0.00 0.00 0.46 0.46 0.00 0.00 0.05 0.18 0.00 0.28
Sat Flow, veh/h 3274 2072 1502 0 2853 1514 0 1800 1525 3274 1800 2622
Grp Volume(v), veh/h 325 644 0 0 864 766 0 0 69 467 0 527
Grp Sat Flow(s),veh/h/ln 1637 1036 1502 0 1081 1514 0 1800 1525 1637 1800 1311
Q Serve(g_s), s 15.7 26.9 0.0 0.0 57.3 26.9 0.0 0.0 7.2 21.7 0.0 29.1
Cycle Q Clear(g_c), s 15.7 26.9 0.0 0.0 57.3 26.9 0.0 0.0 7.2 21.7 0.0 29.1
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 364 1298 0 999 979 0 98 83 604 498 725
V/C Ratio(X) 0.89 0.50 0.00 0.86 0.78 0.00 0.00 0.83 0.77 0.00 0.73
Avail Cap(c_a), veh/h 399 1298 0 999 979 0 101 86 604 518 754
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 70.2 16.2 0.0 0.0 38.5 5.8 0.0 0.0 74.9 62.1 0.0 52.4
Incr Delay (d2), s/veh 19.3 1.4 0.0 0.0 9.9 6.2 0.0 0.0 42.9 9.3 0.0 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 7.4 6.1 0.0 0.0 15.7 41.3 0.0 0.0 3.8 9.6 0.0 20.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 89.5 17.5 0.0 0.0 48.4 12.0 0.0 0.0 117.7 71.4 0.0 55.3
LnGrp LOS F B A D B A A F E A E
Approach Vol, veh/h 969 A 1630 69 994
Approach Delay, s/veh 41.7 31.3 117.7 62.9
Approach LOS D C F E
Timer - Assigned Phs 1 2 4 6 7 8
Phs Duration (G+Y+Rc), s 26.3 81.0 52.7 107.3 38.0 14.7
Change Period (Y+Rc), s 8.5 * 7 * 8.5 7.0 8.5 6.0
Max Green Setting (Gmax), s 19.5 * 73 * 46 100.0 29.5 9.0
Max Q Clear Time (g_c+I1), s 17.7 59.3 31.1 28.9 23.7 9.2
Green Ext Time (p_c), s 0.1 9.3 1.0 6.4 0.5 0.0
Intersection Summary
HCM 6th Ctrl Delay 44.2
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.
HCM Signalized Intersection Capacity Analysis Central Valley TIS
203: Levi Lane & US 20-26 Year 2020 (Phase 1) Total PM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 119 953 1 1 1298 96 1 1 1 182 1 205
Future Volume (vph) 119 953 1 1 1298 96 1 1 1 182 1 205
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 1.00 0.85 0.95 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.98 0.95 1.00
Satd. Flow (prot) 1710 3386 1710 3386 1530 1691 1710 1531
Flt Permitted 0.15 1.00 0.28 1.00 1.00 0.95 0.76 1.00
Satd. Flow (perm) 265 3386 501 3386 1530 1627 1361 1531
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 123 982 1 1 1338 99 1 1 1 188 1 211
RTOR Reduction (vph) 0 0 0 0 0 21 0 1 0 0 175 0
Lane Group Flow (vph) 123 983 0 1 1338 78 0 2 0 188 37 0
Heavy Vehicles (%) 0% 1% 0% 0% 1% 0% 0% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA Perm Perm NA Perm NA
Protected Phases 1 6 5 2 8 4
Permitted Phases 6 2 2 8 4
Actuated Green, G (s) 123.4 117.8 111.3 110.2 110.2 27.6 27.6 27.6
Effective Green, g (s) 123.4 117.8 111.3 110.2 110.2 27.6 27.6 27.6
Actuated g/C Ratio 0.77 0.74 0.70 0.69 0.69 0.17 0.17 0.17
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 282 2492 356 2332 1053 280 234 264
v/s Ratio Prot c0.02 0.29 0.00 c0.40 0.02
v/s Ratio Perm 0.31 0.00 0.05 0.00 c0.14
v/c Ratio 0.44 0.39 0.00 0.57 0.07 0.01 0.80 0.14
Uniform Delay, d1 9.3 7.8 7.5 12.8 8.2 54.9 63.6 56.2
Progression Factor 0.80 0.55 0.36 0.26 0.05 1.00 1.00 1.00
Incremental Delay, d2 0.9 0.4 0.0 0.8 0.1 0.0 17.8 0.2
Delay (s) 8.3 4.7 2.7 4.1 0.6 54.9 81.4 56.4
Level of Service A A A A A D F E
Approach Delay (s) 5.1 3.9 54.9 68.1
Approach LOS A A D E
Intersection Summary
HCM 2000 Control Delay 13.1 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.61
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 13.5
Intersection Capacity Utilization 73.4% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
203: Levi Lane & US 20-26 Year 2020 (Phase 1) Total PM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 119 953 1 1 1298 96 1 1 1 182 1 205
Future Volume (veh/h) 119 953 1 1 1298 96 1 1 1 182 1 205
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 1800 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 123 982 1 1 1338 99 1 1 1 188 1 211
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 1 0 1 0 0 0 0 0 0 0
Cap, veh/h 359 2333 2 413 2258 1015 72 71 56 254 2 324
Arrive On Green 0.04 0.67 0.67 0.06 1.00 1.00 0.21 0.21 0.21 0.21 0.21 0.21
Sat Flow, veh/h 1714 3478 4 1714 3393 1525 198 330 264 1437 7 1519
Grp Volume(v), veh/h 123 479 504 1 1338 99 3 0 0 188 0 212
Grp Sat Flow(s),veh/h/ln 1714 1697 1785 1714 1697 1525 792 0 0 1437 0 1527
Q Serve(g_s), s 3.7 20.7 20.7 0.0 0.0 0.0 0.0 0.0 0.0 11.1 0.0 20.3
Cycle Q Clear(g_c), s 3.7 20.7 20.7 0.0 0.0 0.0 20.3 0.0 0.0 31.5 0.0 20.3
Prop In Lane 1.00 0.00 1.00 1.00 0.33 0.33 1.00 1.00
Lane Grp Cap(c), veh/h 359 1138 1198 413 2258 1015 199 0 0 254 0 326
V/C Ratio(X) 0.34 0.42 0.42 0.00 0.59 0.10 0.02 0.00 0.00 0.74 0.00 0.65
Avail Cap(c_a), veh/h 494 1138 1198 554 2258 1015 230 0 0 284 0 358
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 0.71 0.71 0.71 1.00 0.00 0.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 7.7 12.1 12.1 8.3 0.0 0.0 50.4 0.0 0.0 64.7 0.0 57.5
Incr Delay (d2), s/veh 0.6 1.1 1.1 0.0 0.8 0.1 0.0 0.0 0.0 8.8 0.0 3.6
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 1.3 7.4 7.8 0.0 0.3 0.0 0.1 0.0 0.0 8.2 0.0 8.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 8.2 13.2 13.2 8.3 0.8 0.1 50.4 0.0 0.0 73.5 0.0 61.1
LnGrp LOS A B B A A A D A A E A E
Approach Vol, veh/h 1106 1438 3 400
Approach Delay, s/veh 12.6 0.8 50.4 66.9
Approach LOS B A D E
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 10.4 111.0 38.7 9.5 111.8 38.7
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 18.5 90.5 37.5 18.1 90.9 37.5
Max Q Clear Time (g_c+I1), s 5.7 2.0 33.5 2.0 22.7 22.3
Green Ext Time (p_c), s 0.2 12.8 0.7 0.0 6.2 0.0
Intersection Summary
HCM 6th Ctrl Delay 14.3
HCM 6th LOS B
HCM Signalized Intersection Capacity Analysis Central Valley TIS
204: Black Cat Road & US 20-26 Year 2020 (Phase 1) Total PM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 76 984 161 159 1310 117 67 35 89 129 45 79
Future Volume (vph) 76 984 161 159 1310 117 67 35 89 129 45 79
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00
Frt 1.00 0.98 1.00 0.99 1.00 0.89 1.00 0.90
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1676 3301 1693 3342 1710 1606 1710 1628
Flt Permitted 0.14 1.00 0.16 1.00 0.63 1.00 0.24 1.00
Satd. Flow (perm) 247 3301 293 3342 1133 1606 436 1628
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 78 1014 166 164 1351 121 69 36 92 133 46 81
RTOR Reduction (vph) 0 6 0 0 3 0 0 61 0 0 42 0
Lane Group Flow (vph) 78 1174 0 164 1469 0 69 67 0 133 85 0
Heavy Vehicles (%) 2% 1% 4% 1% 1% 2% 0% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 104.2 104.2 105.6 105.6 20.2 12.0 30.2 17.5
Effective Green, g (s) 104.2 104.2 105.6 105.6 20.2 12.0 30.2 17.5
Actuated g/C Ratio 0.65 0.65 0.66 0.66 0.13 0.08 0.19 0.11
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 256 2149 299 2205 172 120 191 178
v/s Ratio Prot 0.02 c0.36 0.04 c0.44 0.02 0.04 c0.06 0.05
v/s Ratio Perm 0.18 0.32 0.03 c0.07
v/c Ratio 0.30 0.55 0.55 0.67 0.40 0.56 0.70 0.48
Uniform Delay, d1 23.9 15.1 14.6 16.5 63.6 71.4 57.5 67.0
Progression Factor 0.50 0.48 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.6 0.9 2.1 1.6 1.5 5.5 10.5 2.0
Delay (s) 12.5 8.1 16.7 18.1 65.2 77.0 68.0 69.0
Level of Service B A B B E E E E
Approach Delay (s) 8.4 18.0 72.8 68.5
Approach LOS A B E E
Intersection Summary
HCM 2000 Control Delay 21.5 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.69
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 76.9% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
204: Black Cat Road & US 20-26 Year 2020 (Phase 1) Total PM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 76 984 161 159 1310 117 67 35 89 129 45 79
Future Volume (veh/h) 76 984 161 159 1310 117 67 35 89 129 45 79
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 1772 1786 1786 1786 1786 1786 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 78 1014 166 164 1351 121 69 36 92 133 46 81
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, % 2 1 1 1 1 1 0 0 0 0 0 0
Cap, veh/h 336 1912 313 392 1898 169 193 42 107 202 75 132
Arrive On Green 0.22 1.00 1.00 0.06 0.60 0.60 0.05 0.09 0.09 0.08 0.13 0.13
Sat Flow, veh/h 1688 2919 477 1701 3151 281 1714 448 1146 1714 585 1030
Grp Volume(v), veh/h 78 589 591 164 725 747 69 0 128 133 0 127
Grp Sat Flow(s),veh/h/ln 1688 1697 1700 1701 1697 1735 1714 0 1594 1714 0 1615
Q Serve(g_s), s 0.0 0.0 0.0 7.1 47.4 48.1 5.8 0.0 12.7 10.9 0.0 11.9
Cycle Q Clear(g_c), s 0.0 0.0 0.0 7.1 47.4 48.1 5.8 0.0 12.7 10.9 0.0 11.9
Prop In Lane 1.00 0.28 1.00 0.16 1.00 0.72 1.00 0.64
Lane Grp Cap(c), veh/h 336 1111 1113 392 1022 1046 193 0 149 202 0 206
V/C Ratio(X) 0.23 0.53 0.53 0.42 0.71 0.71 0.36 0.00 0.86 0.66 0.00 0.62
Avail Cap(c_a), veh/h 336 1111 1113 531 1022 1046 205 0 204 218 0 267
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 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 31.1 0.0 0.0 15.1 22.1 22.2 61.8 0.0 71.5 58.1 0.0 66.1
Incr Delay (d2), s/veh 0.3 1.6 1.6 0.7 4.2 4.2 1.1 0.0 22.9 6.4 0.0 3.0
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 1.9 0.5 0.5 2.7 18.5 19.1 2.5 0.0 6.0 5.1 0.0 5.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 31.4 1.6 1.6 15.8 26.2 26.4 63.0 0.0 94.4 64.5 0.0 69.0
LnGrp LOS C A A B C C E A F E A E
Approach Vol, veh/h 1258 1636 197 260
Approach Delay, s/veh 3.5 25.3 83.4 66.7
Approach LOS A C F E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 22.2 100.9 11.9 24.9 13.9 109.3 17.5 19.4
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 10.6 96.4 8.5 26.5 22.5 84.5 14.5 20.5
Max Q Clear Time (g_c+I1), s 2.0 50.1 7.8 13.9 9.1 2.0 12.9 14.7
Green Ext Time (p_c), s 0.1 12.2 0.0 0.5 0.3 8.6 0.0 0.2
Intersection Summary
HCM 6th Ctrl Delay 23.7
HCM 6th LOS C
Appendix H
Phase 2 Background and Total Traffic Operations
Worksheets
HCM Signalized Intersection Capacity Analysis Central Valley TIS
101: Star Road & US 20-26 Year 2022 (Phase 2) Background AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 105 890 56 150 758 57 43 244 203 138 535 145
Future Volume (vph) 105 890 56 150 758 57 43 244 203 138 535 145
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Lane Util. Factor 1.00 *0.77 1.00 *0.70 1.00 1.00 1.00 1.00
Frt 1.00 0.99 1.00 0.99 1.00 0.93 1.00 0.97
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1710 2722 1693 2471 1660 1677 1710 1729
Flt Permitted 0.95 1.00 0.95 1.00 0.08 1.00 0.07 1.00
Satd. Flow (perm) 1710 2722 1693 2471 138 1677 130 1729
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 114 967 61 163 824 62 47 265 221 150 582 158
RTOR Reduction (vph) 0 2 0 0 2 0 0 14 0 0 4 0
Lane Group Flow (vph) 114 1026 0 163 884 0 47 472 0 150 736 0
Heavy Vehicles (%) 0% 1% 0% 1% 1% 0% 3% 0% 0% 0% 1% 0%
Turn Type Prot NA Prot NA pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 8 4
Actuated Green, G (s) 18.3 76.0 23.3 81.0 58.0 50.5 73.6 61.1
Effective Green, g (s) 18.3 76.0 23.3 81.0 58.0 50.5 73.6 61.1
Actuated g/C Ratio 0.10 0.40 0.12 0.43 0.31 0.27 0.39 0.32
Clearance Time (s) 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Vehicle Extension (s) 3.5 3.5 3.5 3.5 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 164 1089 207 1053 102 445 200 556
v/s Ratio Prot 0.07 c0.38 c0.10 c0.36 0.02 0.28 c0.07 c0.43
v/s Ratio Perm 0.12 0.22
v/c Ratio 0.70 0.94 0.79 0.84 0.46 1.06 0.75 1.32
Uniform Delay, d1 83.1 54.8 80.9 48.7 53.0 69.7 51.6 64.4
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 12.5 15.5 18.2 6.2 3.3 59.7 14.6 157.8
Delay (s) 95.6 70.3 99.1 54.8 56.3 129.4 66.2 222.2
Level of Service F E F D E F E F
Approach Delay (s) 72.9 61.7 123.0 195.9
Approach LOS E E F F
Intersection Summary
HCM 2000 Control Delay 107.3 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 1.06
Actuated Cycle Length (s) 189.9 Sum of lost time (s) 22.0
Intersection Capacity Utilization 98.1% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
101: Star Road & US 20-26 Year 2022 (Phase 2) Background AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 105 890 56 150 758 57 43 244 203 138 535 145
Future Volume (veh/h) 105 890 56 150 758 57 43 244 203 138 535 145
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 1786 1786 1786 1758 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 114 967 61 163 824 62 47 265 221 150 582 158
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 1 1 1 1 1 3 0 0 0 1 1
Cap, veh/h 136 1093 69 187 1120 84 94 276 230 187 472 128
Arrive On Green 0.08 0.37 0.37 0.11 0.40 0.40 0.03 0.30 0.30 0.07 0.35 0.35
Sat Flow, veh/h 1714 2942 186 1701 2789 210 1674 907 757 1714 1353 367
Grp Volume(v), veh/h 114 452 576 163 369 517 47 0 486 150 0 740
Grp Sat Flow(s),veh/h/ln 1714 1375 1753 1701 1250 1748 1674 0 1664 1714 0 1720
Q Serve(g_s), s 10.2 47.8 47.8 14.7 39.0 39.0 3.0 0.0 44.6 9.1 0.0 54.3
Cycle Q Clear(g_c), s 10.2 47.8 47.8 14.7 39.0 39.0 3.0 0.0 44.6 9.1 0.0 54.3
Prop In Lane 1.00 0.11 1.00 0.12 1.00 0.45 1.00 0.21
Lane Grp Cap(c), veh/h 136 511 651 187 502 702 94 0 506 187 0 600
V/C Ratio(X) 0.84 0.88 0.89 0.87 0.74 0.74 0.50 0.00 0.96 0.80 0.00 1.23
Avail Cap(c_a), veh/h 276 699 891 328 676 945 316 0 524 338 0 600
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 70.6 45.8 45.8 68.1 39.5 39.5 42.8 0.0 53.1 39.3 0.0 50.6
Incr Delay (d2), s/veh 14.8 10.7 8.7 13.9 3.2 2.3 4.1 0.0 28.9 7.6 0.0 118.7
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 4.9 17.1 21.4 6.9 11.9 16.5 1.3 0.0 22.1 4.1 0.0 42.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 85.3 56.5 54.5 82.1 42.7 41.8 46.9 0.0 82.1 47.0 0.0 169.3
LnGrp LOS F E D F D D D A F D A F
Approach Vol, veh/h 1142 1049 533 890
Approach Delay, s/veh 58.3 48.4 79.0 148.7
Approach LOS E D E F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 17.3 68.4 9.4 60.3 22.1 63.7 16.4 53.3
Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Max Green Setting (Gmax), s 25.0 84.0 25.0 49.0 30.0 79.0 25.0 49.0
Max Q Clear Time (g_c+I1), s 12.2 41.0 5.0 56.3 16.7 49.8 11.1 46.6
Green Ext Time (p_c), s 0.2 6.9 0.1 0.0 0.4 7.9 0.3 0.7
Intersection Summary
HCM 6th Ctrl Delay 80.7
HCM 6th LOS F
HCM Signalized Intersection Capacity Analysis Central Valley TIS
102: SH-16 & US 20-26 Year 2022 (Phase 2) Background AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 346 664 54 0 411 244 0 0 20 469 0 429
Future Volume (vph) 346 664 54 0 411 244 0 0 20 469 0 429
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Lane Util. Factor 0.97 *0.59 1.00 *0.58 1.00 1.00 0.97 0.88
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.90 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.85 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 3317 2124 1530 2088 1457 1382 3285 2693
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 3317 2124 1530 2088 1457 1382 3285 2693
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow (vph) 372 714 58 0 442 262 0 0 22 504 0 461
RTOR Reduction (vph) 0 0 20 0 0 92 0 0 0 0 0 342
Lane Group Flow (vph) 372 714 38 0 442 170 0 0 22 504 0 119
Confl. Peds. (#/hr)9 9
Heavy Vehicles (%) 0% 0% 0% 0% 0% 5% 0% 0% 0% 1% 0% 0%
Turn Type Prot NA Perm NA pm+ov Perm Prot Perm
Protected Phases 1 6 2 7 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 22.2 104.6 104.6 74.9 103.8 5.0 28.9 41.4
Effective Green, g (s) 22.2 104.6 104.6 74.9 103.8 5.0 28.9 41.4
Actuated g/C Ratio 0.14 0.65 0.65 0.47 0.65 0.03 0.18 0.26
Clearance Time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Vehicle Extension (s) 2.0 4.0 4.0 4.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 460 1388 1000 977 945 43 593 696
v/s Ratio Prot c0.11 c0.34 0.21 0.03 c0.15
v/s Ratio Perm 0.02 0.08 c0.02 0.04
v/c Ratio 0.81 0.51 0.04 0.45 0.18 0.51 0.85 0.17
Uniform Delay, d1 66.8 14.5 9.8 28.7 11.2 76.3 63.5 46.0
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 9.5 1.4 0.1 1.5 0.0 4.2 10.6 0.0
Delay (s) 76.4 15.8 9.9 30.2 11.2 80.5 74.0 46.0
Level of Service E B A C B F E D
Approach Delay (s) 35.2 23.1 80.5 60.7
Approach LOS D C F E
Intersection Summary
HCM 2000 Control Delay 41.2 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.64
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 29.0
Intersection Capacity Utilization 61.1% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
102: SH-16 & US 20-26 Year 2022 (Phase 2) Background AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 346 664 54 0 411 244 0 0 20 469 0 429
Future Volume (veh/h) 346 664 54 0 411 244 0 0 20 469 0 429
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 0.91 1.00 0.98
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 0 1800 1730 0 1800 1800 1786 1800 1800
Adj Flow Rate, veh/h 372 714 0 0 442 262 0 0 22 504 0 461
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 0 0 0 0 0 5 0 0 0 1 0 0
Cap, veh/h 416 1442 0 1045 979 0 35 27 552 404 590
Arrive On Green 0.13 0.68 0.00 0.00 0.50 0.50 0.00 0.00 0.02 0.17 0.00 0.22
Sat Flow, veh/h 3326 2124 1525 0 2844 1466 0 1800 1394 3300 1800 2631
Grp Volume(v), veh/h 372 714 0 0 442 262 0 0 22 504 0 461
Grp Sat Flow(s),veh/h/ln 1663 1062 1525 0 1044 1466 0 1800 1394 1650 1800 1315
Q Serve(g_s), s 17.6 26.0 0.0 0.0 21.5 6.2 0.0 0.0 2.5 24.0 0.0 26.4
Cycle Q Clear(g_c), s 17.6 26.0 0.0 0.0 21.5 6.2 0.0 0.0 2.5 24.0 0.0 26.4
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 416 1442 0 1045 979 0 35 27 552 404 590
V/C Ratio(X) 0.89 0.50 0.00 0.42 0.27 0.00 0.00 0.81 0.91 0.00 0.78
Avail Cap(c_a), veh/h 551 1442 0 1045 979 0 158 122 753 653 954
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 68.9 12.4 0.0 0.0 25.3 3.4 0.0 0.0 78.1 65.5 0.0 58.4
Incr Delay (d2), s/veh 11.7 1.2 0.0 0.0 1.3 0.7 0.0 0.0 18.6 10.6 0.0 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 8.0 5.8 0.0 0.0 5.3 13.9 0.0 0.0 1.0 10.6 0.0 18.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 80.6 13.6 0.0 0.0 26.6 4.1 0.0 0.0 96.7 76.1 0.0 59.3
LnGrp LOS F B A C A A A F E A E
Approach Vol, veh/h 1086 A 704 22 965
Approach Delay, s/veh 36.6 18.2 96.7 68.1
Approach LOS D B F E
Timer - Assigned Phs 1 2 4 6 7 8
Phs Duration (G+Y+Rc), s 28.5 87.1 44.4 115.6 35.2 9.1
Change Period (Y+Rc), s 8.5 * 7 * 8.5 7.0 8.5 6.0
Max Green Setting (Gmax), s 26.5 * 54 * 58 88.0 36.5 14.0
Max Q Clear Time (g_c+I1), s 19.6 23.5 28.4 28.0 26.0 4.5
Green Ext Time (p_c), s 0.4 5.4 1.0 7.3 0.7 0.0
Intersection Summary
HCM 6th Ctrl Delay 43.3
HCM 6th LOS D
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
User approved changes to right turn type.
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.
HCM 6th TWSC Central Valley TIS
103: Levi Lane & US 20-26 Year 2022 (Phase 2) Background AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 5
Intersection
Int Delay, s/veh 0.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 1 1122 1 1 691 2 1 1 1 1 1 2
Future Vol, veh/h 1 1122 1 1 691 2 1 1 1 1 1 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 300 - - 300 - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 2 - - 2 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94
Heavy Vehicles, % 0 1 0 0 2 0 0 0 0 0 0 0
Mvmt Flow 1 1194 1 1 735 2 1 1 1 1 1 2
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 737 0 0 1195 0 0 1937 1936 1195 1936 1935 736
Stage 1 - - - - - - 1197 1197 - 738 738 -
Stage 2 - - - - - - 740 739 - 1198 1197 -
Critical Hdwy 4.1 - - 4.1 - - 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 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 878 - - 591 - - 50 66 229 50 67 422
Stage 1 - - - - - - 229 261 - 413 427 -
Stage 2 - - - - - - 412 427 - 229 261 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 878 - - 591 - - 49 66 229 50 67 422
Mov Cap-2 Maneuver - - - - - - 193 218 - 192 218 -
Stage 1 - - - - - - 229 261 - 413 426 -
Stage 2 - - - - - - 408 426 - 227 261 -
Approach EB WB NB SB
HCM Control Delay, s 0 0 22.2 18.3
HCM LOS C C
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 212 878 - - 591 - - 275
HCM Lane V/C Ratio 0.015 0.001 - - 0.002 - - 0.015
HCM Control Delay (s) 22.2 9.1 0 - 11.1 - - 18.3
HCM Lane LOS C A A - B - - C
HCM 95th %tile Q(veh) 0 0 - - 0 - - 0
HCM 6th TWSC Central Valley TIS
104: Black Cat Road & US 20-26 Year 2022 (Phase 2) Background AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 6
Intersection
Int Delay, s/veh 101.5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 37 924 153 83 608 41 28 18 105 55 22 45
Future Vol, veh/h 37 924 153 83 608 41 28 18 105 55 22 45
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 120 - - 130 - - - - - 100 - -
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, % 2 0 1 0 2 2 0 0 0 0 0 0
Mvmt Flow 39 983 163 88 647 44 30 19 112 59 23 48
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 691 0 0 1146 0 0 2024 2010 1065 2053 2069 669
Stage 1 - - - - - - 1143 1143 - 845 845 -
Stage 2 - - - - - - 881 867 - 1208 1224 -
Critical Hdwy 4.12 - - 4.1 - - 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 2.218 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 904 - - 617 - - 43 60 273 ~ 41 55 461
Stage 1 - - - - - - 246 277 - 360 382 -
Stage 2 - - - - - - 344 373 - 226 254 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 904 - - 617 - - ~ 20 49 273 ~ 15 45 461
Mov Cap-2 Maneuver - - - - - - ~ 20 49 - ~ 15 45 -
Stage 1 - - - - - - 235 265 - 345 327 -
Stage 2 - - - - - - 245 320 - 119 243 -
Approach EB WB NB SB
HCM Control Delay, s 0.3 1.3 $ 719.2 $ 862.9
HCM LOS F F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1SBLn2
Capacity (veh/h) 70 904 - - 617 - - 15 114
HCM Lane V/C Ratio 2.295 0.044 - - 0.143 - - 3.901 0.625
HCM Control Delay (s) $ 719.2 9.2 - - 11.8 - - $ 1818.1 78.7
HCM Lane LOS F A - - B - - F F
HCM 95th %tile Q(veh) 15.3 0.1 - - 0.5 - - 8.1 3.1
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
HCM 6th TWSC Central Valley TIS
105: Black Cat Road & Waverly Dr Year 2022 (Phase 2) Background AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 7
Intersection
Int Delay, s/veh 4.5
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 38 71 26 53 0
Future Vol, veh/h 0 38 71 26 53 0
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 90 90 90 90 90 90
Heavy Vehicles, % 0 0 0 0 0 0
Mvmt Flow 0 42 79 29 59 0
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 246 59 59 0 - 0
Stage 1 59 - - - - -
Stage 2 187 - - - - -
Critical Hdwy 6.4 6.2 4.1 - - -
Critical Hdwy Stg 1 5.4 - - - - -
Critical Hdwy Stg 2 5.4 - - - - -
Follow-up Hdwy 3.5 3.3 2.2 - - -
Pot Cap-1 Maneuver 747 1012 1558 - - -
Stage 1 969 - - - - -
Stage 2 850 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 708 1012 1558 - - -
Mov Cap-2 Maneuver 708 - - - - -
Stage 1 919 - - - - -
Stage 2 850 - - - - -
Approach EB NB SB
HCM Control Delay, s 8.7 5.4 0
HCM LOS A
Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR
Capacity (veh/h) 1558 - 1012 - -
HCM Lane V/C Ratio 0.051 - 0.042 - -
HCM Control Delay (s) 7.4 0 8.7 - -
HCM Lane LOS A A A - -
HCM 95th %tile Q(veh) 0.2 - 0.1 - -
HCM Signalized Intersection Capacity Analysis Central Valley TIS
201: Star Road & US 20-26 Year 2022 (Phase 2) Background PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/15/2019 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 129 710 17 166 896 110 81 349 118 102 182 127
Future Volume (vph) 129 710 17 166 896 110 81 349 118 102 182 127
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Lane Util. Factor 1.00 *0.76 1.00 *0.77 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 0.98 1.00 0.96 1.00 0.94
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1710 2700 1693 2702 1660 1732 1710 1679
Flt Permitted 0.95 1.00 0.95 1.00 0.33 1.00 0.08 1.00
Satd. Flow (perm) 1710 2700 1693 2702 568 1732 138 1679
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 137 755 18 177 953 117 86 371 126 109 194 135
RTOR Reduction (vph) 0 1 0 0 3 0 0 6 0 0 11 0
Lane Group Flow (vph) 137 772 0 177 1067 0 86 491 0 109 318 0
Heavy Vehicles (%) 0% 1% 0% 1% 1% 0% 3% 0% 0% 0% 1% 0%
Turn Type Prot NA Prot NA pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 8 4
Actuated Green, G (s) 19.9 73.9 24.3 78.3 61.2 49.4 66.6 52.1
Effective Green, g (s) 19.9 73.9 24.3 78.3 61.2 49.4 66.6 52.1
Actuated g/C Ratio 0.11 0.40 0.13 0.43 0.33 0.27 0.36 0.28
Clearance Time (s) 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Vehicle Extension (s) 3.5 3.5 3.5 3.5 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 184 1083 223 1149 258 464 173 475
v/s Ratio Prot 0.08 0.29 c0.10 c0.39 0.02 c0.28 c0.05 0.19
v/s Ratio Perm 0.09 0.18
v/c Ratio 0.74 0.71 0.79 0.93 0.33 1.06 0.63 0.67
Uniform Delay, d1 79.6 46.2 77.5 50.2 44.6 67.3 46.7 58.4
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 15.5 2.3 17.9 12.9 0.8 58.1 7.3 3.6
Delay (s) 95.1 48.5 95.3 63.1 45.3 125.5 54.0 61.9
Level of Service F D F E D F D E
Approach Delay (s) 55.6 67.7 113.6 59.9
Approach LOS E E F E
Intersection Summary
HCM 2000 Control Delay 71.6 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.94
Actuated Cycle Length (s) 184.1 Sum of lost time (s) 22.0
Intersection Capacity Utilization 88.7% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
201: Star Road & US 20-26 Year 2022 (Phase 2) Background PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/15/2019 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 129 710 17 166 896 110 81 349 118 102 182 127
Future Volume (veh/h) 129 710 17 166 896 110 81 349 118 102 182 127
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 1786 1786 1786 1758 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 137 755 18 177 953 117 86 371 126 109 194 135
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 1 1 1 1 3 0 0 0 1 1
Cap, veh/h 161 1126 27 202 1086 133 281 392 133 169 308 215
Arrive On Green 0.09 0.37 0.37 0.12 0.39 0.39 0.05 0.31 0.31 0.06 0.31 0.31
Sat Flow, veh/h 1714 3057 73 1701 2761 339 1674 1285 436 1714 981 682
Grp Volume(v), veh/h 137 335 438 177 475 595 86 0 497 109 0 329
Grp Sat Flow(s),veh/h/ln 1714 1357 1773 1701 1375 1725 1674 0 1721 1714 0 1663
Q Serve(g_s), s 11.5 30.4 30.4 15.0 46.9 46.9 5.1 0.0 41.4 6.3 0.0 24.8
Cycle Q Clear(g_c), s 11.5 30.4 30.4 15.0 46.9 46.9 5.1 0.0 41.4 6.3 0.0 24.8
Prop In Lane 1.00 0.04 1.00 0.20 1.00 0.25 1.00 0.41
Lane Grp Cap(c), veh/h 161 500 653 202 541 679 281 0 525 169 0 523
V/C Ratio(X) 0.85 0.67 0.67 0.87 0.88 0.88 0.31 0.00 0.95 0.65 0.00 0.63
Avail Cap(c_a), veh/h 292 731 954 348 787 987 486 0 575 362 0 555
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 65.5 38.9 38.9 63.6 41.2 41.2 34.4 0.0 49.8 38.3 0.0 43.0
Incr Delay (d2), s/veh 13.8 1.9 1.4 13.7 8.5 7.0 0.6 0.0 23.9 4.1 0.0 2.1
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 5.5 9.9 12.9 7.1 16.3 20.2 2.1 0.0 20.6 2.8 0.0 10.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 79.2 40.7 40.3 77.3 49.7 48.2 35.0 0.0 73.7 42.4 0.0 45.1
LnGrp LOS E D D E D D C A E D A D
Approach Vol, veh/h 910 1247 583 438
Approach Delay, s/veh 46.3 52.9 68.0 44.4
Approach LOS D D E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 18.8 63.7 12.1 52.1 22.5 60.1 13.5 50.8
Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Max Green Setting (Gmax), s 25.0 84.0 25.0 49.0 30.0 79.0 25.0 49.0
Max Q Clear Time (g_c+I1), s 13.5 48.9 7.1 26.8 17.0 32.4 8.3 43.4
Green Ext Time (p_c), s 0.3 8.8 0.2 1.7 0.4 5.7 0.2 1.4
Intersection Summary
HCM 6th Ctrl Delay 52.6
HCM 6th LOS D
HCM Signalized Intersection Capacity Analysis Central Valley TIS
202: SH-16 & US 20-26 Year 2022 (Phase 2) Background PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/11/2019 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 328 612 70 0 781 698 0 0 66 450 0 531
Future Volume (vph) 328 612 70 0 781 698 0 0 66 450 0 531
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Lane Util. Factor 0.97 *0.58 1.00 *0.61 1.00 1.00 0.97 0.88
Frt 1.00 1.00 0.85 1.00 0.85 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 3252 2067 1500 2153 1515 1530 3252 2614
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 3252 2067 1500 2153 1515 1530 3252 2614
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 338 631 72 0 805 720 0 0 68 464 0 547
RTOR Reduction (vph) 0 0 27 0 0 161 0 0 0 0 0 389
Lane Group Flow (vph) 338 631 45 0 805 559 0 0 68 464 0 158
Heavy Vehicles (%) 2% 1% 2% 0% 2% 1% 0% 0% 0% 2% 0% 3%
Turn Type Prot NA Perm NA pm+ov Prot Prot Prot
Protected Phases 1 6 2 7 8 8 7 4 4
Permitted Phases 6 2
Actuated Green, G (s) 20.9 99.9 99.9 71.5 99.2 10.9 27.7 46.1
Effective Green, g (s) 20.9 99.9 99.9 71.5 99.2 10.9 27.7 46.1
Actuated g/C Ratio 0.13 0.62 0.62 0.45 0.62 0.07 0.17 0.29
Clearance Time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Vehicle Extension (s) 2.0 4.0 4.0 4.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 424 1290 936 962 939 104 563 753
v/s Ratio Prot c0.10 0.31 c0.37 0.10 c0.04 c0.14 0.06
v/s Ratio Perm 0.03 0.27
v/c Ratio 0.80 0.49 0.05 0.84 0.60 0.65 0.82 0.21
Uniform Delay, d1 67.5 16.3 11.6 39.1 18.3 72.7 63.8 43.1
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 9.4 1.3 0.1 8.6 0.7 10.7 9.1 0.1
Delay (s) 76.9 17.6 11.7 47.7 19.0 83.4 72.9 43.2
Level of Service E B B D B F E D
Approach Delay (s) 36.4 34.1 83.4 56.8
Approach LOS D C F E
Intersection Summary
HCM 2000 Control Delay 42.0 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.81
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 29.0
Intersection Capacity Utilization 69.7% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
202: SH-16 & US 20-26 Year 2022 (Phase 2) Background PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/11/2019 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 328 612 70 0 781 698 0 0 66 450 0 531
Future Volume (veh/h) 328 612 70 0 781 698 0 0 66 450 0 531
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 1772 1786 1772 0 1772 1786 0 1800 1800 1772 1800 1758
Adj Flow Rate, veh/h 338 631 0 0 805 720 0 0 68 464 0 547
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, % 2 1 2 0 2 1 0 0 0 2 0 3
Cap, veh/h 382 1358 0 1050 971 0 97 82 511 446 649
Arrive On Green 0.12 0.66 0.00 0.00 0.49 0.49 0.00 0.00 0.05 0.16 0.00 0.25
Sat Flow, veh/h 3274 2072 1502 0 2853 1514 0 1800 1525 3274 1800 2622
Grp Volume(v), veh/h 338 631 0 0 805 720 0 0 68 464 0 547
Grp Sat Flow(s),veh/h/ln 1637 1036 1502 0 1081 1514 0 1800 1525 1637 1800 1311
Q Serve(g_s), s 16.3 24.1 0.0 0.0 48.8 24.7 0.0 0.0 7.1 22.3 0.0 31.7
Cycle Q Clear(g_c), s 16.3 24.1 0.0 0.0 48.8 24.7 0.0 0.0 7.1 22.3 0.0 31.7
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 382 1358 0 1050 971 0 97 82 511 446 649
V/C Ratio(X) 0.88 0.46 0.00 0.77 0.74 0.00 0.00 0.82 0.91 0.00 0.84
Avail Cap(c_a), veh/h 542 1358 0 1050 971 0 158 133 747 653 950
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 69.6 13.7 0.0 0.0 33.7 5.7 0.0 0.0 74.9 66.4 0.0 57.2
Incr Delay (d2), s/veh 9.4 1.1 0.0 0.0 5.4 5.1 0.0 0.0 9.0 8.7 0.0 3.1
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 7.1 5.4 0.0 0.0 12.9 38.8 0.0 0.0 2.9 9.7 0.0 21.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 79.0 14.8 0.0 0.0 39.1 10.8 0.0 0.0 83.9 75.0 0.0 60.3
LnGrp LOS E B A D B A A F E A E
Approach Vol, veh/h 969 A 1525 68 1011
Approach Delay, s/veh 37.2 25.7 83.9 67.1
Approach LOS D C F E
Timer - Assigned Phs 1 2 4 6 7 8
Phs Duration (G+Y+Rc), s 27.2 84.7 48.1 111.9 33.5 14.6
Change Period (Y+Rc), s 8.5 * 7 * 8.5 7.0 8.5 6.0
Max Green Setting (Gmax), s 26.5 * 54 * 58 88.0 36.5 14.0
Max Q Clear Time (g_c+I1), s 18.3 50.8 33.7 26.1 24.3 9.1
Green Ext Time (p_c), s 0.4 2.5 1.2 6.2 0.7 0.0
Intersection Summary
HCM 6th Ctrl Delay 41.6
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.
HCM 6th TWSC Central Valley TIS
203: Levi Lane & US 20-26 Year 2022 (Phase 2) Background PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/11/2019 Page 5
Intersection
Int Delay, s/veh 0.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 1 1051 1 1 1410 3 1 1 1 9 1 2
Future Vol, veh/h 1 1051 1 1 1410 3 1 1 1 9 1 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 300 - - 300 - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 2 - - 2 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 0 1 0 0 1 0 0 0 0 0 0 0
Mvmt Flow 1 1084 1 1 1454 3 1 1 1 9 1 2
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1457 0 0 1085 0 0 2546 2546 1085 2546 2545 1456
Stage 1 - - - - - - 1087 1087 - 1458 1458 -
Stage 2 - - - - - - 1459 1459 - 1088 1087 -
Critical Hdwy 4.1 - - 4.1 - - 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 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 470 - - 651 - - 18 27 266 18 27 161
Stage 1 - - - - - - 264 295 - 163 196 -
Stage 2 - - - - - - 162 196 - 264 295 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 470 - - 651 - - 18 27 266 18 27 161
Mov Cap-2 Maneuver - - - - - - 127 154 - 129 154 -
Stage 1 - - - - - - 263 294 - 163 196 -
Stage 2 - - - - - - 159 196 - 261 294 -
Approach EB WB NB SB
HCM Control Delay, s 0 0 27.2 34.3
HCM LOS D D
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 165 470 - - 651 - - 135
HCM Lane V/C Ratio 0.019 0.002 - - 0.002 - - 0.092
HCM Control Delay (s) 27.2 12.7 - - 10.5 - - 34.3
HCM Lane LOS D B - - B - - D
HCM 95th %tile Q(veh) 0.1 0 - - 0 - - 0.3
HCM 6th TWSC Central Valley TIS
204: Black Cat Road & US 20-26 Year 2022 (Phase 2) Background PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/11/2019 Page 6
Intersection
Int Delay, s/veh 1.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 101 917 129 161 1319 127 58 40 96 108 35 102
Future Vol, veh/h 101 917 129 161 1319 127 58 40 96 108 35 102
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 120 - - 130 - - - - - 100 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 2 1 4 1 1 2 0 0 0 0 0 0
Mvmt Flow 104 945 133 166 1360 131 60 41 99 111 36 105
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1491 0 0 1078 0 0 3048 3043 1012 3048 3044 1426
Stage 1 - - - - - - 1220 1220 - 1758 1758 -
Stage 2 - - - - - - 1828 1823 - 1290 1286 -
Critical Hdwy 4.12 - - 4.11 - - 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 2.218 - - 2.209 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 450 - - 651 - - ~ 8 ~ 13 293 ~ 8 ~ 13 168
Stage 1 - - - - - - 222 255 - ~ 109 140 -
Stage 2 - - - - - - 99 130 - 203 237 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 450 - - 651 - - - ~ 7 293 - ~ 7 168
Mov Cap-2 Maneuver - - - - - - - ~ 7 - - ~ 7 -
Stage 1 - - - - - - 171 196 - ~ 84 104 -
Stage 2 - - - - - - ~ 18 97 - ~ 82 182 -
Approach EB WB NB SB
HCM Control Delay, s 1.4 1.2
HCM LOS - -
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1SBLn2
Capacity (veh/h) - 450 - - 651 - - - 24
HCM Lane V/C Ratio - 0.231 - - 0.255 - - - 5.885
HCM Control Delay (s) - 15.4 - - 12.4 - - - $ 2521.1
HCM Lane LOS - C - - B - - - F
HCM 95th %tile Q(veh) - 0.9 - - 1 - - - 17.7
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
HCM 6th TWSC Central Valley TIS
205: Black Cat Road & Waverly Dr Year 2022 (Phase 2) Background PM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/11/2019 Page 7
Intersection
Int Delay, s/veh 5.5
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 40 210 58 47 0
Future Vol, veh/h 0 40 210 58 47 0
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 90 90 90 90 90 90
Heavy Vehicles, % 0 0 0 0 0 0
Mvmt Flow 0 44 233 64 52 0
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 582 52 52 0 - 0
Stage 1 52 - - - - -
Stage 2 530 - - - - -
Critical Hdwy 6.4 6.2 4.1 - - -
Critical Hdwy Stg 1 5.4 - - - - -
Critical Hdwy Stg 2 5.4 - - - - -
Follow-up Hdwy 3.5 3.3 2.2 - - -
Pot Cap-1 Maneuver 479 1021 1567 - - -
Stage 1 976 - - - - -
Stage 2 594 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 405 1021 1567 - - -
Mov Cap-2 Maneuver 405 - - - - -
Stage 1 826 - - - - -
Stage 2 594 - - - - -
Approach EB NB SB
HCM Control Delay, s 8.7 6 0
HCM LOS A
Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR
Capacity (veh/h) 1567 - 1021 - -
HCM Lane V/C Ratio 0.149 - 0.044 - -
HCM Control Delay (s) 7.7 0 8.7 - -
HCM Lane LOS A A A - -
HCM 95th %tile Q(veh) 0.5 - 0.1 - -
HCM Signalized Intersection Capacity Analysis Central Valley TIS
101: Star Road & US 20-26 Year 2022 (Phase 2) Total AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 105 972 56 160 788 67 43 244 230 165 535 145
Future Volume (vph) 105 972 56 160 788 67 43 244 230 165 535 145
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Lane Util. Factor 1.00 *0.77 1.00 *0.70 1.00 1.00 1.00 1.00
Frt 1.00 0.99 1.00 0.99 1.00 0.93 1.00 0.97
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1710 2724 1693 2468 1660 1669 1710 1729
Flt Permitted 0.95 1.00 0.95 1.00 0.08 1.00 0.07 1.00
Satd. Flow (perm) 1710 2724 1693 2468 139 1669 130 1729
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 114 1057 61 174 857 73 47 265 250 179 582 158
RTOR Reduction (vph) 0 2 0 0 2 0 0 16 0 0 4 0
Lane Group Flow (vph) 114 1116 0 174 928 0 47 499 0 179 736 0
Heavy Vehicles (%) 0% 1% 0% 1% 1% 0% 3% 0% 0% 0% 1% 0%
Turn Type Prot NA Prot NA pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 8 4
Actuated Green, G (s) 18.6 79.2 24.8 85.4 57.8 50.2 76.0 63.4
Effective Green, g (s) 18.6 79.2 24.8 85.4 57.8 50.2 76.0 63.4
Actuated g/C Ratio 0.09 0.40 0.13 0.43 0.29 0.25 0.39 0.32
Clearance Time (s) 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Vehicle Extension (s) 3.5 3.5 3.5 3.5 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 161 1095 213 1069 99 425 216 556
v/s Ratio Prot 0.07 c0.41 c0.10 c0.38 0.02 0.30 c0.09 c0.43
v/s Ratio Perm 0.12 0.23
v/c Ratio 0.71 1.02 0.82 0.87 0.47 1.17 0.83 1.32
Uniform Delay, d1 86.6 58.9 83.9 50.7 56.2 73.4 59.2 66.8
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 13.7 32.2 21.4 7.8 3.6 100.2 22.3 157.8
Delay (s) 100.3 91.1 105.3 58.5 59.7 173.6 81.4 224.6
Level of Service F F F E E F F F
Approach Delay (s) 91.9 65.8 164.1 196.8
Approach LOS F E F F
Intersection Summary
HCM 2000 Control Delay 120.2 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 1.10
Actuated Cycle Length (s) 197.0 Sum of lost time (s) 22.0
Intersection Capacity Utilization 101.1% ICU Level of Service G
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
101: Star Road & US 20-26 Year 2022 (Phase 2) Total AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 105 972 56 160 788 67 43 244 230 165 535 145
Future Volume (veh/h) 105 972 56 160 788 67 43 244 230 165 535 145
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 1786 1786 1786 1758 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 114 1057 61 174 857 73 47 265 250 179 582 158
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 1 1 1 1 1 3 0 0 0 1 1
Cap, veh/h 134 1156 67 195 1178 100 89 237 223 199 462 125
Arrive On Green 0.08 0.39 0.39 0.11 0.43 0.43 0.03 0.28 0.28 0.09 0.34 0.34
Sat Flow, veh/h 1714 2960 171 1701 2759 235 1674 852 804 1714 1353 367
Grp Volume(v), veh/h 114 491 627 174 388 542 47 0 515 179 0 740
Grp Sat Flow(s),veh/h/ln 1714 1375 1755 1701 1250 1744 1674 0 1655 1714 0 1720
Q Serve(g_s), s 11.6 59.7 59.7 17.8 45.5 45.5 3.5 0.0 49.0 14.0 0.0 60.2
Cycle Q Clear(g_c), s 11.6 59.7 59.7 17.8 45.5 45.5 3.5 0.0 49.0 14.0 0.0 60.2
Prop In Lane 1.00 0.10 1.00 0.13 1.00 0.49 1.00 0.21
Lane Grp Cap(c), veh/h 134 537 686 195 534 744 89 0 460 199 0 588
V/C Ratio(X) 0.85 0.91 0.91 0.89 0.73 0.73 0.53 0.00 1.12 0.90 0.00 1.26
Avail Cap(c_a), veh/h 243 616 787 290 596 831 278 0 460 284 0 588
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 80.2 50.9 50.9 77.0 42.0 42.0 50.4 0.0 63.6 52.5 0.0 58.0
Incr Delay (d2), s/veh 16.3 17.3 14.3 22.0 4.2 3.1 4.8 0.0 78.6 22.7 0.0 130.1
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 5.6 22.3 27.9 8.8 14.2 19.5 1.6 0.0 30.2 6.5 0.0 46.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 96.5 68.2 65.2 98.9 46.2 45.0 55.2 0.0 142.3 75.2 0.0 188.2
LnGrp LOS F E E F D D E A F E A F
Approach Vol, veh/h 1232 1104 562 919
Approach Delay, s/veh 69.3 53.9 135.0 166.2
Approach LOS E D F F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 18.8 81.3 10.0 66.2 25.2 74.8 21.2 55.0
Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Max Green Setting (Gmax), s 25.0 84.0 25.0 49.0 30.0 79.0 25.0 49.0
Max Q Clear Time (g_c+I1), s 13.6 47.5 5.5 62.2 19.8 61.7 16.0 51.0
Green Ext Time (p_c), s 0.2 7.2 0.1 0.0 0.4 7.2 0.3 0.0
Intersection Summary
HCM 6th Ctrl Delay 97.9
HCM 6th LOS F
HCM Signalized Intersection Capacity Analysis Central Valley TIS
102: SH-16 & US 20-26 Year 2022 (Phase 2) Total AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 346 800 54 0 461 284 0 0 47 579 0 429
Future Volume (vph) 346 800 54 0 461 284 0 0 47 579 0 429
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Lane Util. Factor 0.97 *0.59 1.00 *0.58 1.00 1.00 0.97 0.88
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.94 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.85 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 3317 2124 1530 2088 1457 1438 3285 2693
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 3317 2124 1530 2088 1457 1438 3285 2693
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow (vph) 372 860 58 0 496 305 0 0 51 623 0 461
RTOR Reduction (vph) 0 0 23 0 0 114 0 0 0 0 0 317
Lane Group Flow (vph) 372 860 35 0 496 191 0 0 51 623 0 144
Confl. Peds. (#/hr)9 9
Heavy Vehicles (%) 0% 0% 0% 0% 0% 5% 0% 0% 0% 1% 0% 0%
Turn Type Prot NA Perm NA pm+ov Perm Prot Perm
Protected Phases 1 6 2 7 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 22.0 96.0 96.0 66.5 100.2 8.8 33.7 50.0
Effective Green, g (s) 22.0 96.0 96.0 66.5 100.2 8.8 33.7 50.0
Actuated g/C Ratio 0.14 0.60 0.60 0.42 0.63 0.06 0.21 0.31
Clearance Time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Vehicle Extension (s) 2.0 4.0 4.0 4.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 456 1274 918 867 912 79 691 841
v/s Ratio Prot 0.11 c0.40 0.24 0.04 c0.19
v/s Ratio Perm 0.02 0.09 c0.04 0.05
v/c Ratio 0.82 0.68 0.04 0.57 0.21 0.65 0.90 0.17
Uniform Delay, d1 67.0 21.5 13.1 35.8 12.9 74.1 61.5 40.0
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 10.2 2.9 0.1 2.7 0.0 12.8 14.7 0.0
Delay (s) 77.3 24.4 13.2 38.6 12.9 86.8 76.2 40.0
Level of Service E C B D B F E D
Approach Delay (s) 39.1 28.8 86.8 60.8
Approach LOS D C F E
Intersection Summary
HCM 2000 Control Delay 44.6 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.77
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 29.0
Intersection Capacity Utilization 65.9% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
102: SH-16 & US 20-26 Year 2022 (Phase 2) Total AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 346 800 54 0 461 284 0 0 47 579 0 429
Future Volume (veh/h) 346 800 54 0 461 284 0 0 47 579 0 429
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 0.94 1.00 0.98
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 0 1800 1730 0 1800 1800 1786 1800 1800
Adj Flow Rate, veh/h 372 860 0 0 496 305 0 0 51 623 0 461
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 0 0 0 0 0 5 0 0 0 1 0 0
Cap, veh/h 416 1318 0 923 944 0 78 62 667 509 747
Arrive On Green 0.13 0.62 0.00 0.00 0.44 0.44 0.00 0.00 0.04 0.20 0.00 0.28
Sat Flow, veh/h 3326 2124 1525 0 2844 1466 0 1800 1430 3300 1800 2642
Grp Volume(v), veh/h 372 860 0 0 496 305 0 0 51 623 0 461
Grp Sat Flow(s),veh/h/ln 1663 1062 1525 0 1044 1466 0 1800 1430 1650 1800 1321
Q Serve(g_s), s 17.6 41.3 0.0 0.0 27.8 7.5 0.0 0.0 5.7 29.7 0.0 24.3
Cycle Q Clear(g_c), s 17.6 41.3 0.0 0.0 27.8 7.5 0.0 0.0 5.7 29.7 0.0 24.3
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 416 1318 0 923 944 0 78 62 667 509 747
V/C Ratio(X) 0.89 0.65 0.00 0.54 0.32 0.00 0.00 0.83 0.93 0.00 0.62
Avail Cap(c_a), veh/h 551 1318 0 923 944 0 158 125 753 653 958
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 68.9 19.4 0.0 0.0 32.7 3.9 0.0 0.0 76.0 62.8 0.0 49.9
Incr Delay (d2), s/veh 11.7 2.5 0.0 0.0 2.2 0.9 0.0 0.0 10.0 16.7 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 8.0 9.8 0.0 0.0 7.1 16.2 0.0 0.0 2.2 13.6 0.0 17.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 80.6 21.9 0.0 0.0 34.9 4.8 0.0 0.0 86.0 79.4 0.0 50.2
LnGrp LOS F C A C A A A F E A D
Approach Vol, veh/h 1232 A 801 51 1084
Approach Delay, s/veh 39.6 23.4 86.0 67.0
Approach LOS D C F E
Timer - Assigned Phs 1 2 4 6 7 8
Phs Duration (G+Y+Rc), s 28.5 77.7 53.7 106.3 40.8 12.9
Change Period (Y+Rc), s 8.5 * 7 * 8.5 7.0 8.5 6.0
Max Green Setting (Gmax), s 26.5 * 54 * 58 88.0 36.5 14.0
Max Q Clear Time (g_c+I1), s 19.6 29.8 26.3 43.3 31.7 7.7
Green Ext Time (p_c), s 0.4 5.9 1.0 9.1 0.6 0.0
Intersection Summary
HCM 6th Ctrl Delay 45.6
HCM 6th LOS D
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
User approved changes to right turn type.
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.
HCM 6th TWSC Central Valley TIS
103: Levi Lane & US 20-26 Year 2022 (Phase 2) Total AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 5
Intersection
Int Delay, s/veh 104.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 318 1078 1 1 647 232 1 1 1 119 1 136
Future Vol, veh/h 318 1078 1 1 647 232 1 1 1 119 1 136
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 300 - - 300 - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 2 - - 2 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94
Heavy Vehicles, % 0 1 0 0 2 0 0 0 0 0 0 0
Mvmt Flow 338 1147 1 1 688 247 1 1 1 127 1 145
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 935 0 0 1148 0 0 2711 2761 1148 2639 2638 812
Stage 1 - - - - - - 1824 1824 - 814 814 -
Stage 2 - - - - - - 887 937 - 1825 1824 -
Critical Hdwy 4.1 - - 4.1 - - 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 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 741 - - 616 - - 14 20 244 ~ 16 24 382
Stage 1 - - - - - - 100 129 - 375 394 -
Stage 2 - - - - - - 341 346 - ~ 100 129 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 741 - - 616 - - 6 11 244 ~ 9 13 382
Mov Cap-2 Maneuver - - - - - - 44 7 - ~ 48 65 -
Stage 1 - - - - - - 54 70 - 204 393 -
Stage 2 - - - - - - 211 345 - ~ 53 70 -
Approach EB WB NB SB
HCM Control Delay, s 3.2 0 244 $ 1013
HCM LOS F F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) 18 741 - - 616 - - 90
HCM Lane V/C Ratio 0.177 0.457 - - 0.002 - - 3.026
HCM Control Delay (s) 244 13.9 0 - 10.9 - -$ 1013
HCM Lane LOS F B A - B - - F
HCM 95th %tile Q(veh) 0.5 2.4 - - 0 - - 26.6
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
HCM 6th TWSC Central Valley TIS
104: Black Cat Road & US 20-26 Year 2022 (Phase 2) Total AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 6
Intersection
Int Delay, s/veh 0.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 37 978 173 83 756 112 67 35 105 81 32 45
Future Vol, veh/h 37 978 173 83 756 112 67 35 105 81 32 45
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 120 - - 130 - - - - - 100 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94
Heavy Vehicles, % 2 0 1 0 2 2 0 0 0 0 0 0
Mvmt Flow 39 1040 184 88 804 119 71 37 112 86 34 48
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 923 0 0 1224 0 0 2291 2309 1132 2325 2342 864
Stage 1 - - - - - - 1210 1210 - 1040 1040 -
Stage 2 - - - - - - 1081 1099 - 1285 1302 -
Critical Hdwy 4.12 - - 4.1 - - 7.1 6.5 6.2 7.1 6.5 6.2
Critical Hdwy Stg 1 - - - - - - 6.1 5.5 - 6.1 5.5 -
Critical Hdwy Stg 2 - - - - - - 6.1 5.5 - 6.1 5.5 -
Follow-up Hdwy 2.218 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 740 - - 577 - - ~ 28 39 250 ~ 26 37 357
Stage 1 - - - - - - 225 258 - 281 310 -
Stage 2 - - - - - - 266 291 - 204 233 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 740 - - 577 - - - ~ 31 250 - ~ 30 357
Mov Cap-2 Maneuver - - - - - - - ~ 31 - - ~ 30 -
Stage 1 - - - - - - 213 244 - 266 263 -
Stage 2 - - - - - - 170 246 - 91 221 -
Approach EB WB NB SB
HCM Control Delay, s 0.3 1.1
HCM LOS - -
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1SBLn2
Capacity (veh/h) - 740 - - 577 - - - 65
HCM Lane V/C Ratio - 0.053 - - 0.153 - - - 1.26
HCM Control Delay (s) - 10.1 - - 12.4 - - -$ 305.6
HCM Lane LOS - B - - B - - - F
HCM 95th %tile Q(veh) - 0.2 - - 0.5 - - - 6.7
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
HCM 6th TWSC Central Valley TIS
105: Black Cat Road & Waverly Dr Year 2022 (Phase 2) Total AM Traffic Conditions
Kittelson & Associates, Inc.Synchro 10 Report
01/22/2019 Page 7
Intersection
Int Delay, s/veh 6
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 74 158 26 53 0
Future Vol, veh/h 0 74 158 26 53 0
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 90 90 90 90 90 90
Heavy Vehicles, % 0 0 0 0 0 0
Mvmt Flow 0 82 176 29 59 0
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 440 59 59 0 - 0
Stage 1 59 - - - - -
Stage 2 381 - - - - -
Critical Hdwy 6.4 6.2 4.1 - - -
Critical Hdwy Stg 1 5.4 - - - - -
Critical Hdwy Stg 2 5.4 - - - - -
Follow-up Hdwy 3.5 3.3 2.2 - - -
Pot Cap-1 Maneuver 578 1012 1558 - - -
Stage 1 969 - - - - -
Stage 2 695 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 512 1012 1558 - - -
Mov Cap-2 Maneuver 512 - - - - -
Stage 1 858 - - - - -
Stage 2 695 - - - - -
Approach EB NB SB
HCM Control Delay, s 8.9 6.5 0
HCM LOS A
Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR
Capacity (veh/h) 1558 - 1012 - -
HCM Lane V/C Ratio 0.113 - 0.081 - -
HCM Control Delay (s) 7.6 0 8.9 - -
HCM Lane LOS A A A - -
HCM 95th %tile Q(veh) 0.4 - 0.3 - -
HCM Signalized Intersection Capacity Analysis Central Valley TIS
201: Star Road & US 20-26 Year 2022 (Phase 2) Total PM Traffic Conditions
01/15/2019 Synchro 10 Report
Kittelson & Associates, Inc.Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 129 752 17 200 998 144 81 349 132 116 182 127
Future Volume (vph) 129 752 17 200 998 144 81 349 132 116 182 127
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Lane Util. Factor 1.00 *0.76 1.00 *0.77 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 0.98 1.00 0.96 1.00 0.94
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1710 2701 1693 2696 1660 1726 1710 1679
Flt Permitted 0.95 1.00 0.95 1.00 0.32 1.00 0.08 1.00
Satd. Flow (perm) 1710 2701 1693 2696 562 1726 136 1679
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 137 800 18 213 1062 153 86 371 140 123 194 135
RTOR Reduction (vph) 0 1 0 0 4 0 0 7 0 0 12 0
Lane Group Flow (vph) 137 817 0 213 1211 0 86 504 0 123 317 0
Heavy Vehicles (%) 0% 1% 0% 1% 1% 0% 3% 0% 0% 0% 1% 0%
Turn Type Prot NA Prot NA pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 8 4
Actuated Green, G (s) 20.2 76.8 27.6 84.2 61.2 49.1 69.2 53.1
Effective Green, g (s) 20.2 76.8 27.6 84.2 61.2 49.1 69.2 53.1
Actuated g/C Ratio 0.11 0.40 0.14 0.44 0.32 0.26 0.36 0.28
Clearance Time (s) 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Vehicle Extension (s) 3.5 3.5 3.5 3.5 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 180 1082 243 1184 248 442 181 465
v/s Ratio Prot 0.08 0.30 c0.13 c0.45 0.02 c0.29 c0.06 0.19
v/s Ratio Perm 0.09 0.19
v/c Ratio 0.76 0.76 0.88 1.02 0.35 1.14 0.68 0.68
Uniform Delay, d1 83.4 49.3 80.3 53.7 48.1 71.2 48.9 61.7
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 17.6 3.1 28.3 32.1 0.8 87.4 9.7 4.1
Delay (s) 101.0 52.5 108.6 85.8 48.9 158.6 58.6 65.9
Level of Service F D F F D F E E
Approach Delay (s) 59.4 89.2 142.8 63.9
Approach LOS E F F E
Intersection Summary
HCM 2000 Control Delay 86.9 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 1.02
Actuated Cycle Length (s) 191.6 Sum of lost time (s) 22.0
Intersection Capacity Utilization 94.5% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
201: Star Road & US 20-26 Year 2022 (Phase 2) Total PM Traffic Conditions
01/15/2019 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) 129 752 17 200 998 144 81 349 132 116 182 127
Future Volume (veh/h) 129 752 17 200 998 144 81 349 132 116 182 127
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 1786 1786 1786 1758 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 137 800 18 213 1062 153 86 371 140 123 194 135
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 1 1 1 1 3 0 0 0 1 1
Cap, veh/h 158 1178 26 234 1162 167 257 357 135 150 296 206
Arrive On Green 0.09 0.38 0.38 0.14 0.43 0.43 0.05 0.29 0.29 0.06 0.30 0.30
Sat Flow, veh/h 1714 3062 69 1701 2702 389 1674 1245 470 1714 981 682
Grp Volume(v), veh/h 137 355 463 213 540 675 86 0 511 123 0 329
Grp Sat Flow(s),veh/h/ln 1714 1357 1774 1701 1375 1716 1674 0 1715 1714 0 1663
Q Serve(g_s), s 13.5 37.2 37.3 21.1 63.0 63.3 6.2 0.0 49.0 8.6 0.0 29.5
Cycle Q Clear(g_c), s 13.5 37.2 37.3 21.1 63.0 63.3 6.2 0.0 49.0 8.6 0.0 29.5
Prop In Lane 1.00 0.04 1.00 0.23 1.00 0.27 1.00 0.41
Lane Grp Cap(c), veh/h 158 522 682 234 591 738 257 0 491 150 0 502
V/C Ratio(X) 0.87 0.68 0.68 0.91 0.91 0.91 0.33 0.00 1.04 0.82 0.00 0.66
Avail Cap(c_a), veh/h 250 627 819 298 675 842 422 0 491 293 0 502
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 76.7 43.9 43.9 72.8 45.8 45.8 42.3 0.0 61.1 46.0 0.0 52.0
Incr Delay (d2), s/veh 19.0 2.6 2.0 27.2 15.9 13.7 0.8 0.0 51.5 10.4 0.0 3.1
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 6.7 12.5 16.2 10.8 23.1 28.5 2.6 0.0 27.8 4.0 0.0 12.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 95.6 46.4 45.8 100.0 61.7 59.5 43.0 0.0 112.5 56.4 0.0 55.1
LnGrp LOS F D D F E E D A F E A E
Approach Vol, veh/h 955 1428 597 452
Approach Delay, s/veh 53.2 66.4 102.5 55.5
Approach LOS D E F E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 20.7 79.6 13.2 57.6 28.5 71.8 15.8 55.0
Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Max Green Setting (Gmax), s 25.0 84.0 25.0 49.0 30.0 79.0 25.0 49.0
Max Q Clear Time (g_c+I1), s 15.5 65.3 8.2 31.5 23.1 39.3 10.6 51.0
Green Ext Time (p_c), s 0.3 8.3 0.2 1.6 0.4 6.1 0.2 0.0
Intersection Summary
HCM 6th Ctrl Delay 67.6
HCM 6th LOS E
HCM Signalized Intersection Capacity Analysis Central Valley TIS
202: SH-16 & US 20-26 Year 2022 (Phase 2) Total PM Traffic Conditions
01/15/2019 Synchro 10 Report
Kittelson & Associates, Inc.Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 328 682 70 0 952 834 0 0 80 506 0 531
Future Volume (vph) 328 682 70 0 952 834 0 0 80 506 0 531
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Lane Util. Factor 0.97 *0.58 1.00 *0.61 1.00 1.00 0.97 0.88
Frt 1.00 1.00 0.85 1.00 0.85 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 3252 2067 1500 2153 1515 1530 3252 2614
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 3252 2067 1500 2153 1515 1530 3252 2614
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 338 703 72 0 981 860 0 0 82 522 0 547
RTOR Reduction (vph) 0 0 29 0 0 164 0 0 0 0 0 377
Lane Group Flow (vph) 338 703 43 0 981 696 0 0 82 522 0 170
Heavy Vehicles (%) 2% 1% 2% 0% 2% 1% 0% 0% 0% 2% 0% 3%
Turn Type Prot NA Perm NA pm+ov Prot Prot Prot
Protected Phases 1 6 2 7 8 8 7 4 4
Permitted Phases 6 2
Actuated Green, G (s) 20.9 96.2 96.2 67.8 98.3 11.8 30.5 49.8
Effective Green, g (s) 20.9 96.2 96.2 67.8 98.3 11.8 30.5 49.8
Actuated g/C Ratio 0.13 0.60 0.60 0.42 0.61 0.07 0.19 0.31
Clearance Time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Vehicle Extension (s) 2.0 4.0 4.0 4.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 424 1242 901 912 930 112 619 813
v/s Ratio Prot c0.10 0.34 c0.46 0.14 c0.05 c0.16 0.07
v/s Ratio Perm 0.03 0.32
v/c Ratio 0.80 0.57 0.05 1.08 0.75 0.73 0.84 0.21
Uniform Delay, d1 67.5 19.3 13.1 46.1 22.0 72.6 62.4 40.6
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 9.4 1.9 0.1 52.3 2.9 19.0 9.8 0.0
Delay (s) 76.9 21.2 13.2 98.4 25.0 91.5 72.2 40.6
Level of Service E C B F C F E D
Approach Delay (s) 37.6 64.1 91.5 56.1
Approach LOS D E F E
Intersection Summary
HCM 2000 Control Delay 55.4 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.94
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 29.0
Intersection Capacity Utilization 78.6% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
202: SH-16 & US 20-26 Year 2022 (Phase 2) Total PM Traffic Conditions
01/15/2019 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) 328 682 70 0 952 834 0 0 80 506 0 531
Future Volume (veh/h) 328 682 70 0 952 834 0 0 80 506 0 531
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 1772 1786 1772 0 1772 1786 0 1800 1800 1772 1800 1758
Adj Flow Rate, veh/h 338 703 0 0 981 860 0 0 82 522 0 547
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, % 2 1 2 0 2 1 0 0 0 2 0 3
Cap, veh/h 382 1300 0 990 956 0 115 98 569 496 722
Arrive On Green 0.12 0.63 0.00 0.00 0.46 0.46 0.00 0.00 0.06 0.17 0.00 0.28
Sat Flow, veh/h 3274 2072 1502 0 2853 1514 0 1800 1525 3274 1800 2622
Grp Volume(v), veh/h 338 703 0 0 981 860 0 0 82 522 0 547
Grp Sat Flow(s),veh/h/ln 1637 1036 1502 0 1081 1514 0 1800 1525 1637 1800 1311
Q Serve(g_s), s 16.3 30.6 0.0 0.0 72.1 35.8 0.0 0.0 8.5 25.1 0.0 30.6
Cycle Q Clear(g_c), s 16.3 30.6 0.0 0.0 72.1 35.8 0.0 0.0 8.5 25.1 0.0 30.6
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 382 1300 0 990 956 0 115 98 569 496 722
V/C Ratio(X) 0.88 0.54 0.00 0.99 0.90 0.00 0.00 0.84 0.92 0.00 0.76
Avail Cap(c_a), veh/h 542 1300 0 990 956 0 158 133 747 653 950
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 69.6 16.8 0.0 0.0 43.0 7.3 0.0 0.0 74.1 65.0 0.0 53.1
Incr Delay (d2), s/veh 9.4 1.6 0.0 0.0 26.5 13.1 0.0 0.0 21.4 11.9 0.0 1.7
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 7.1 7.0 0.0 0.0 21.7 48.2 0.0 0.0 3.9 11.1 0.0 21.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 79.0 18.4 0.0 0.0 69.6 20.3 0.0 0.0 95.5 76.9 0.0 54.8
LnGrp LOS E B A E C A A F E A D
Approach Vol, veh/h 1041 A 1841 82 1069
Approach Delay, s/veh 38.1 46.6 95.5 65.6
Approach LOS D D F E
Timer - Assigned Phs 1 2 4 6 7 8
Phs Duration (G+Y+Rc), s 27.2 80.3 52.6 107.4 36.3 16.3
Change Period (Y+Rc), s 8.5 * 7 * 8.5 7.0 8.5 6.0
Max Green Setting (Gmax), s 26.5 * 54 * 58 88.0 36.5 14.0
Max Q Clear Time (g_c+I1), s 18.3 74.1 32.6 32.6 27.1 10.5
Green Ext Time (p_c), s 0.4 0.0 1.2 7.1 0.7 0.0
Intersection Summary
HCM 6th Ctrl Delay 50.4
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.
HCM 6th TWSC Central Valley TIS
203: Levi Lane & US 20-26 Year 2022 (Phase 2) Total PM Traffic Conditions
01/15/2019 Synchro 10 Report
Kittelson & Associates, Inc.Page 5
Intersection
Int Delay, s/veh 585.9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 181 1012 1 1 1371 138 1 1 1 300 1 348
Future Vol, veh/h 181 1012 1 1 1371 138 1 1 1 300 1 348
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 300 - - 300 - - - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 2 - - 2 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 0 1 0 0 1 0 0 0 0 0 0 0
Mvmt Flow 187 1043 1 1 1413 142 1 1 1 309 1 359
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1555 0 0 1044 0 0 3084 2975 1044 2905 2904 1484
Stage 1 - - - - - - 1418 1418 - 1486 1486 -
Stage 2 - - - - - - 1666 1557 - 1419 1418 -
Critical Hdwy 4.1 - - 4.1 - - 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 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 431 - - 674 - - 7 14 281 ~ 10 16 ~ 155
Stage 1 - - - - - - 171 205 - ~ 157 190 -
Stage 2 - - - - - - 123 175 - ~ 171 205 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 431 - - 674 - - - 8 281 ~ 7 9 ~ 155
Mov Cap-2 Maneuver - - - - - - 58 ~ -11 - ~ 60 91 -
Stage 1 - - - - - - 97 116 - ~ 89 190 -
Stage 2 - - - - - - - 175 - ~ 96 116 -
Approach EB WB NB SB
HCM Control Delay, s 3 0 $ 3024.3
HCM LOS - F
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1
Capacity (veh/h) - 431 - - 674 - - 89
HCM Lane V/C Ratio - 0.433 - - 0.002 - - 7.518
HCM Control Delay (s) - 19.6 - - 10.3 - - $ 3024.3
HCM Lane LOS - C - - B - - F
HCM 95th %tile Q(veh) - 2.1 - - 0 - - 75.8
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
HCM 6th TWSC Central Valley TIS
204: Black Cat Road & US 20-26 Year 2022 (Phase 2) Total PM Traffic Conditions
01/15/2019 Synchro 10 Report
Kittelson & Associates, Inc.Page 6
Intersection
Int Delay, s/veh 1.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 101 1101 198 161 1394 163 78 49 96 197 69 102
Future Vol, veh/h 101 1101 198 161 1394 163 78 49 96 197 69 102
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 120 - - 130 - - - - - 100 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 2 1 4 1 1 2 0 0 0 0 0 0
Mvmt Flow 104 1135 204 166 1437 168 80 51 99 203 71 105
Major/Minor Major1 Major2 Minor1 Minor2
Conflicting Flow All 1605 0 0 1339 0 0 3386 3382 1237 3373 3400 1521
Stage 1 - - - - - - 1445 1445 - 1853 1853 -
Stage 2 - - - - - - 1941 1937 - 1520 1547 -
Critical Hdwy 4.12 - - 4.11 - - 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 2.218 - - 2.209 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 407 - - 518 - - ~ 4 ~ 8 217 ~ 5 ~ 8 147
Stage 1 - - - - - - 165 199 - ~ 96 125 -
Stage 2 - - - - - - 85 114 - ~ 150 177 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 407 - - 518 - - - ~ 4 217 - ~ 4 147
Mov Cap-2 Maneuver - - - - - - - ~ 4 - - ~ 4 -
Stage 1 - - - - - - 123 148 - ~ 71 85 -
Stage 2 - - - - - - ~ 3 78 - ~ 40 132 -
Approach EB WB NB SB
HCM Control Delay, s 1.2 1.4
HCM LOS - -
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 SBLn2
Capacity (veh/h) - 407 - - 518 - - - 10
HCM Lane V/C Ratio - 0.256 - - 0.32 - - -17.629
HCM Control Delay (s) - 16.9 - - 15.2 - - - $ 8211.9
HCM Lane LOS - C - - C - - - F
HCM 95th %tile Q(veh) - 1 - - 1.4 - - - 23.6
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
HCM 6th TWSC Central Valley TIS
205: Black Cat Road & Waverly Dr Year 2022 (Phase 2) Total PM Traffic Conditions
01/15/2019 Synchro 10 Report
Kittelson & Associates, Inc.Page 7
Intersection
Int Delay, s/veh 6.7
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 163 255 58 47 0
Future Vol, veh/h 0 163 255 58 47 0
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 90 90 90 90 90 90
Heavy Vehicles, % 0 0 0 0 0 0
Mvmt Flow 0 181 283 64 52 0
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 682 52 52 0 - 0
Stage 1 52 - - - - -
Stage 2 630 - - - - -
Critical Hdwy 6.4 6.2 4.1 - - -
Critical Hdwy Stg 1 5.4 - - - - -
Critical Hdwy Stg 2 5.4 - - - - -
Follow-up Hdwy 3.5 3.3 2.2 - - -
Pot Cap-1 Maneuver 419 1021 1567 - - -
Stage 1 976 - - - - -
Stage 2 535 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 341 1021 1567 - - -
Mov Cap-2 Maneuver 341 - - - - -
Stage 1 793 - - - - -
Stage 2 535 - - - - -
Approach EB NB SB
HCM Control Delay, s 9.3 6.4 0
HCM LOS A
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR
Capacity (veh/h) 1567 - 1021 - -
HCM Lane V/C Ratio 0.181 - 0.177 - -
HCM Control Delay (s) 7.8 0 9.3 - -
HCM Lane LOS A A A - -
HCM 95th %tile Q(veh) 0.7 - 0.6 - -
Appendix I
Mitigated Phase 2 Background and Total Traffic
Operations Worksheets
HCM Signalized Intersection Capacity Analysis Central Valley TIS
101: Star Road & US 20-26 Year 2022 (Phase 2) Background AM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
01/23/2019 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 105 890 56 150 758 57 43 244 203 138 535 145
Future Volume (vph) 105 890 56 150 758 57 43 244 203 138 535 145
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 6.0 5.0 6.0 5.0 6.0 6.0 5.0 6.0 6.0
Lane Util. Factor 1.00 *0.77 1.00 *0.70 1.00 1.00 1.00 1.00 *0.75 1.00
Frt 1.00 0.99 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 2722 1693 2471 1660 1800 1530 1710 2673 1530
Flt Permitted 0.95 1.00 0.95 1.00 0.15 1.00 1.00 0.30 1.00 1.00
Satd. Flow (perm) 1710 2722 1693 2471 263 1800 1530 541 2673 1530
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 114 967 61 163 824 62 47 265 221 150 582 158
RTOR Reduction (vph) 0 2 0 0 2 0 0 0 161 0 0 82
Lane Group Flow (vph) 114 1026 0 163 884 0 47 265 60 150 582 76
Heavy Vehicles (%) 0% 1% 0% 1% 1% 0% 3% 0% 0% 0% 1% 0%
Turn Type Prot NA Prot NA pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 8 8 4 4
Actuated Green, G (s) 14.1 73.3 19.1 78.3 39.9 36.0 36.0 50.0 41.1 41.1
Effective Green, g (s) 14.1 73.3 19.1 78.3 39.9 36.0 36.0 50.0 41.1 41.1
Actuated g/C Ratio 0.09 0.46 0.12 0.49 0.25 0.23 0.23 0.31 0.26 0.26
Clearance Time (s) 5.0 6.0 5.0 6.0 5.0 6.0 6.0 5.0 6.0 6.0
Vehicle Extension (s) 3.5 3.5 3.5 3.5 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 151 1251 202 1213 100 406 345 235 689 394
v/s Ratio Prot 0.07 c0.38 c0.10 c0.36 0.01 0.15 c0.04 c0.22
v/s Ratio Perm 0.11 0.04 0.16 0.05
v/c Ratio 0.75 0.82 0.81 0.73 0.47 0.65 0.17 0.64 0.84 0.19
Uniform Delay, d1 71.0 37.3 68.4 32.1 47.6 56.0 49.7 45.0 56.1 46.2
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 19.6 4.6 21.0 2.3 3.5 3.7 0.2 5.6 9.3 0.2
Delay (s) 90.6 41.9 89.3 34.5 51.1 59.8 50.0 50.6 65.4 46.4
Level of Service F D F C D E D D E D
Approach Delay (s) 46.8 43.0 54.9 59.6
Approach LOS D D D E
Intersection Summary
HCM 2000 Control Delay 50.0 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.83
Actuated Cycle Length (s) 159.4 Sum of lost time (s) 22.0
Intersection Capacity Utilization 76.6% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
101: Star Road & US 20-26 Year 2022 (Phase 2) Background AM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
01/23/2019 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 105 890 56 150 758 57 43 244 203 138 535 145
Future Volume (veh/h) 105 890 56 150 758 57 43 244 203 138 535 145
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 1786 1786 1786 1758 1800 1800 1800 1786 1800
Adj Flow Rate, veh/h 114 967 61 163 824 62 47 265 221 150 582 158
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 1 1 1 1 1 3 0 0 0 1 0
Cap, veh/h 141 1151 73 193 1179 89 164 388 329 278 703 400
Arrive On Green 0.08 0.39 0.39 0.11 0.42 0.42 0.03 0.22 0.22 0.08 0.26 0.26
Sat Flow, veh/h 1714 2942 186 1701 2789 210 1674 1800 1525 1714 2679 1525
Grp Volume(v), veh/h 114 452 576 163 369 517 47 265 221 150 582 158
Grp Sat Flow(s),veh/h/ln 1714 1375 1753 1701 1250 1748 1674 1800 1525 1714 1339 1525
Q Serve(g_s), s 7.3 33.1 33.1 10.4 26.8 26.9 2.4 15.0 14.7 7.3 22.7 9.5
Cycle Q Clear(g_c), s 7.3 33.1 33.1 10.4 26.8 26.9 2.4 15.0 14.7 7.3 22.7 9.5
Prop In Lane 1.00 0.11 1.00 0.12 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 141 538 686 193 529 739 164 388 329 278 703 400
V/C Ratio(X) 0.81 0.84 0.84 0.84 0.70 0.70 0.29 0.68 0.67 0.54 0.83 0.39
Avail Cap(c_a), veh/h 216 905 1153 291 879 1229 181 1330 1128 278 2077 1183
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 50.1 30.6 30.6 48.2 26.2 26.2 33.6 40.0 39.9 30.1 38.6 33.7
Incr Delay (d2), s/veh 14.2 4.3 3.4 14.6 2.0 1.5 1.0 2.1 2.4 2.1 2.6 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 3.5 10.6 13.3 5.0 7.5 10.4 1.0 6.6 5.5 3.0 7.3 3.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 64.3 34.9 34.0 62.8 28.2 27.7 34.5 42.1 42.3 32.2 41.1 34.3
LnGrp LOS E C C E C C C D D C D C
Approach Vol, veh/h 1142 1049 533 890
Approach Delay, s/veh 37.4 33.3 41.5 38.4
Approach LOS D C D D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 14.1 52.9 8.8 35.1 17.6 49.4 14.0 29.9
Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Max Green Setting (Gmax), s 14.0 78.0 5.0 86.0 19.0 73.0 9.0 82.0
Max Q Clear Time (g_c+I1), s 9.3 28.9 4.4 24.7 12.4 35.1 9.3 17.0
Green Ext Time (p_c), s 0.1 7.0 0.0 4.4 0.3 8.4 0.0 2.2
Intersection Summary
HCM 6th Ctrl Delay 37.1
HCM 6th LOS D
HCM Signalized Intersection Capacity Analysis Central Valley TIS
102: SH-16 & US 20-26 Year 2022 (Phase 2) Background AM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
01/23/2019 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 346 664 54 0 411 244 0 0 20 469 0 429
Future Volume (vph) 346 664 54 0 411 244 0 0 20 469 0 429
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Lane Util. Factor 0.97 *0.59 1.00 *0.58 1.00 1.00 0.97 0.88
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.90 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.85 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 3317 2124 1530 2088 1457 1382 3285 2693
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 3317 2124 1530 2088 1457 1382 3285 2693
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow (vph) 372 714 58 0 442 262 0 0 22 504 0 461
RTOR Reduction (vph) 0 0 29 0 0 92 0 0 0 0 0 271
Lane Group Flow (vph) 372 714 29 0 442 170 0 0 22 504 0 190
Confl. Peds. (#/hr)9 9
Heavy Vehicles (%) 0% 0% 0% 0% 0% 5% 0% 0% 0% 1% 0% 0%
Turn Type Prot NA Perm NA pm+ov Perm Prot Perm
Protected Phases 1 6 2 7 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 22.2 79.9 79.9 50.2 103.8 5.0 53.6 66.1
Effective Green, g (s) 22.2 79.9 79.9 50.2 103.8 5.0 53.6 66.1
Actuated g/C Ratio 0.14 0.50 0.50 0.31 0.65 0.03 0.34 0.41
Clearance Time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Vehicle Extension (s) 2.0 4.0 4.0 4.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 460 1060 764 655 945 43 1100 1112
v/s Ratio Prot 0.11 c0.34 0.21 0.06 c0.15
v/s Ratio Perm 0.02 0.06 c0.02 0.07
v/c Ratio 0.81 0.67 0.04 0.67 0.18 0.51 0.46 0.17
Uniform Delay, d1 66.8 30.2 20.4 47.8 11.2 76.3 41.8 29.7
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 9.5 3.4 0.1 5.5 0.4 4.2 1.4 0.0
Delay (s) 76.4 33.6 20.5 53.3 11.6 80.5 43.2 29.7
Level of Service E C C D B F D C
Approach Delay (s) 46.9 37.8 80.5 36.7
Approach LOS D D F D
Intersection Summary
HCM 2000 Control Delay 41.4 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.62
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 29.0
Intersection Capacity Utilization 61.1% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
102: SH-16 & US 20-26 Year 2022 (Phase 2) Background AM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
01/23/2019 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 346 664 54 0 411 244 0 0 20 469 0 429
Future Volume (veh/h) 346 664 54 0 411 244 0 0 20 469 0 429
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 0.91 1.00 0.99
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 0 1800 1730 0 1800 1800 1786 1800 1800
Adj Flow Rate, veh/h 372 714 0 0 442 262 0 0 22 504 0 461
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 0 0 0 0 0 5 0 0 0 1 0 0
Cap, veh/h 416 1299 0 905 970 0 35 27 753 541 795
Arrive On Green 0.13 0.61 0.00 0.00 0.43 0.43 0.00 0.00 0.02 0.23 0.00 0.30
Sat Flow, veh/h 3326 2124 1525 0 2844 1466 0 1800 1394 3300 1800 2645
Grp Volume(v), veh/h 372 714 0 0 442 262 0 0 22 504 0 461
Grp Sat Flow(s),veh/h/ln 1663 1062 1525 0 1044 1466 0 1800 1394 1650 1800 1322
Q Serve(g_s), s 17.6 31.5 0.0 0.0 24.3 11.8 0.0 0.0 2.5 22.3 0.0 23.6
Cycle Q Clear(g_c), s 17.6 31.5 0.0 0.0 24.3 11.8 0.0 0.0 2.5 22.3 0.0 23.6
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 416 1299 0 905 970 0 35 27 753 541 795
V/C Ratio(X) 0.89 0.55 0.00 0.49 0.27 0.00 0.00 0.81 0.67 0.00 0.58
Avail Cap(c_a), veh/h 551 1299 0 905 970 0 158 122 753 653 959
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 68.9 18.2 0.0 0.0 32.6 11.2 0.0 0.0 78.1 56.3 0.0 47.4
Incr Delay (d2), s/veh 11.7 1.7 0.0 0.0 1.9 0.7 0.0 0.0 18.6 4.7 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 8.0 7.4 0.0 0.0 6.2 15.8 0.0 0.0 1.0 9.5 0.0 17.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 80.6 19.8 0.0 0.0 34.5 11.8 0.0 0.0 96.7 61.0 0.0 47.6
LnGrp LOS F B A C B A A F E A D
Approach Vol, veh/h 1086 A 704 22 965
Approach Delay, s/veh 40.7 26.0 96.7 54.6
Approach LOS D C F D
Timer - Assigned Phs 1 2 4 6 7 8
Phs Duration (G+Y+Rc), s 28.5 76.3 55.1 104.9 45.0 10.1
Change Period (Y+Rc), s 8.5 * 7 7.0 7.0 8.5 * 7
Max Green Setting (Gmax), s 26.5 * 54 58.0 88.0 36.5 * 14
Max Q Clear Time (g_c+I1), s 19.6 26.3 25.6 33.5 24.3 4.5
Green Ext Time (p_c), s 0.4 5.3 1.0 7.2 0.8 0.0
Intersection Summary
HCM 6th Ctrl Delay 42.2
HCM 6th LOS D
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
User approved changes to right turn type.
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis Central Valley TIS
104: Black Cat Road & US 20-26 Year 2022 (Phase 2) Background AM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
01/23/2019 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 37 924 153 83 608 41 28 18 105 55 22 45
Future Volume (vph) 37 924 153 83 608 41 28 18 105 55 22 45
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00
Frt 1.00 0.98 1.00 0.99 1.00 0.87 1.00 0.90
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1676 3342 1710 3321 1710 1569 1710 1617
Flt Permitted 0.37 1.00 0.13 1.00 0.71 1.00 0.46 1.00
Satd. Flow (perm) 652 3342 232 3321 1279 1569 827 1617
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 39 983 163 88 647 44 30 19 112 59 23 48
RTOR Reduction (vph) 0 12 0 0 4 0 0 98 0 0 40 0
Lane Group Flow (vph) 39 1134 0 88 687 0 30 33 0 59 31 0
Heavy Vehicles (%) 2% 0% 1% 0% 2% 2% 0% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 38.9 35.5 44.9 38.5 11.9 9.4 18.7 12.8
Effective Green, g (s) 38.9 35.5 44.9 38.5 11.9 9.4 18.7 12.8
Actuated g/C Ratio 0.52 0.47 0.60 0.51 0.16 0.12 0.25 0.17
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 383 1577 264 1700 216 196 274 275
v/s Ratio Prot 0.00 c0.34 c0.03 0.21 0.00 0.02 c0.02 0.02
v/s Ratio Perm 0.05 0.17 0.02 c0.04
v/c Ratio 0.10 0.72 0.33 0.40 0.14 0.17 0.22 0.11
Uniform Delay, d1 9.0 15.9 9.3 11.3 27.1 29.4 22.1 26.4
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.1 1.6 0.7 0.2 0.3 0.4 0.4 0.2
Delay (s) 9.1 17.5 10.0 11.4 27.4 29.8 22.5 26.6
Level of Service A B B B C C C C
Approach Delay (s) 17.2 11.3 29.4 24.7
Approach LOS B B C C
Intersection Summary
HCM 2000 Control Delay 16.5 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.55
Actuated Cycle Length (s) 75.2 Sum of lost time (s) 18.0
Intersection Capacity Utilization 64.0% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
104: Black Cat Road & US 20-26 Year 2022 (Phase 2) Background AM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
01/23/2019 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 37 924 153 83 608 41 28 18 105 55 22 45
Future Volume (veh/h) 37 924 153 83 608 41 28 18 105 55 22 45
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 1772 1800 1800 1800 1772 1772 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 39 983 163 88 647 44 30 19 112 59 23 48
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, % 2 0 0 0 2 2 0 0 0 0 0 0
Cap, veh/h 450 1324 219 322 1522 103 318 28 162 267 73 153
Arrive On Green 0.04 0.45 0.45 0.07 0.48 0.48 0.03 0.12 0.12 0.05 0.14 0.14
Sat Flow, veh/h 1688 2936 486 1714 3199 217 1714 226 1334 1714 520 1085
Grp Volume(v), veh/h 39 572 574 88 340 351 30 0 131 59 0 71
Grp Sat Flow(s),veh/h/ln 1688 1710 1712 1714 1683 1733 1714 0 1560 1714 0 1605
Q Serve(g_s), s 0.7 16.1 16.1 1.5 7.7 7.7 0.9 0.0 4.7 1.7 0.0 2.3
Cycle Q Clear(g_c), s 0.7 16.1 16.1 1.5 7.7 7.7 0.9 0.0 4.7 1.7 0.0 2.3
Prop In Lane 1.00 0.28 1.00 0.13 1.00 0.85 1.00 0.68
Lane Grp Cap(c), veh/h 450 771 772 322 801 825 318 0 190 267 0 227
V/C Ratio(X) 0.09 0.74 0.74 0.27 0.42 0.43 0.09 0.00 0.69 0.22 0.00 0.31
Avail Cap(c_a), veh/h 628 2896 2900 491 2880 2964 541 0 684 427 0 676
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 8.1 13.2 13.2 9.9 10.0 10.0 21.2 0.0 24.5 20.7 0.0 22.4
Incr Delay (d2), s/veh 0.1 1.4 1.4 0.5 0.4 0.3 0.1 0.0 4.4 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 0.2 4.5 4.5 0.4 2.0 2.0 0.3 0.0 1.7 0.7 0.0 0.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 8.1 14.6 14.6 10.3 10.4 10.4 21.3 0.0 28.9 21.1 0.0 23.2
LnGrp LOS A B B B B B C A C C A C
Approach Vol, veh/h 1185 779 161 130
Approach Delay, s/veh 14.4 10.4 27.5 22.3
Approach LOS B B C C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 6.8 32.2 6.4 12.7 8.3 30.7 7.6 11.6
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 8.5 99.5 9.5 24.5 9.5 98.5 8.5 25.5
Max Q Clear Time (g_c+I1), s 2.7 9.7 2.9 4.3 3.5 18.1 3.7 6.7
Green Ext Time (p_c), s 0.0 3.9 0.0 0.3 0.1 8.1 0.0 0.6
Intersection Summary
HCM 6th Ctrl Delay 14.4
HCM 6th LOS B
HCM Signalized Intersection Capacity Analysis Central Valley TIS
201: Star Road & US 20-26 Year 2022 (Phase 2) Background PM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
01/23/2019 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 129 710 17 166 896 110 81 349 118 102 182 127
Future Volume (vph) 129 710 17 166 896 110 81 349 118 102 182 127
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 6.0 5.0 6.0 5.0 6.0 6.0 5.0 6.0 6.0
Lane Util. Factor 1.00 *0.74 1.00 *0.75 1.00 1.00 1.00 1.00 *0.75 1.00
Frt 1.00 1.00 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 2629 1693 2632 1660 1800 1530 1710 2673 1530
Flt Permitted 0.95 1.00 0.95 1.00 0.60 1.00 1.00 0.17 1.00 1.00
Satd. Flow (perm) 1710 2629 1693 2632 1047 1800 1530 299 2673 1530
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 137 755 18 177 953 117 86 371 126 109 194 135
RTOR Reduction (vph) 0 1 0 0 3 0 0 0 73 0 0 99
Lane Group Flow (vph) 137 772 0 177 1067 0 86 371 53 109 194 36
Heavy Vehicles (%) 0% 1% 0% 1% 1% 0% 3% 0% 0% 0% 1% 0%
Turn Type Prot NA Prot NA pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 8 8 4 4
Actuated Green, G (s) 19.0 71.8 24.1 76.9 47.4 41.1 41.1 55.2 45.0 45.0
Effective Green, g (s) 19.0 71.8 24.1 76.9 47.4 41.1 41.1 55.2 45.0 45.0
Actuated g/C Ratio 0.11 0.42 0.14 0.45 0.28 0.24 0.24 0.33 0.27 0.27
Clearance Time (s) 5.0 6.0 5.0 6.0 5.0 6.0 6.0 5.0 6.0 6.0
Vehicle Extension (s) 3.5 3.5 3.5 3.5 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 192 1115 241 1196 316 437 371 182 710 406
v/s Ratio Prot 0.08 0.29 c0.10 c0.41 0.01 c0.21 c0.04 0.07
v/s Ratio Perm 0.07 0.03 0.16 0.02
v/c Ratio 0.71 0.69 0.73 0.89 0.27 0.85 0.14 0.60 0.27 0.09
Uniform Delay, d1 72.5 39.7 69.5 42.3 46.2 61.1 50.2 44.2 49.2 46.7
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 12.2 2.0 11.4 8.9 0.5 14.2 0.2 5.2 0.2 0.1
Delay (s) 84.7 41.7 80.8 51.2 46.7 75.3 50.4 49.5 49.4 46.8
Level of Service F D F D D E D D D D
Approach Delay (s) 48.1 55.4 65.7 48.6
Approach LOS D E E D
Intersection Summary
HCM 2000 Control Delay 54.3 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.85
Actuated Cycle Length (s) 169.2 Sum of lost time (s) 22.0
Intersection Capacity Utilization 81.1% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
201: Star Road & US 20-26 Year 2022 (Phase 2) Background PM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
01/23/2019 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 129 710 17 166 896 110 81 349 118 102 182 127
Future Volume (veh/h) 129 710 17 166 896 110 81 349 118 102 182 127
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 1786 1786 1786 1758 1800 1800 1800 1786 1800
Adj Flow Rate, veh/h 137 755 18 177 953 117 86 371 126 109 194 135
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 1 1 1 1 3 0 0 0 1 0
Cap, veh/h 166 1170 28 210 1128 139 346 425 360 205 664 378
Arrive On Green 0.10 0.39 0.39 0.12 0.41 0.41 0.05 0.24 0.24 0.06 0.25 0.25
Sat Flow, veh/h 1714 3023 72 1701 2730 335 1674 1800 1525 1714 2679 1525
Grp Volume(v), veh/h 137 330 443 177 468 602 86 371 126 109 194 135
Grp Sat Flow(s),veh/h/ln 1714 1322 1773 1701 1339 1726 1674 1800 1525 1714 1339 1525
Q Serve(g_s), s 9.1 23.6 23.6 11.8 36.4 36.4 4.5 23.0 8.0 5.5 6.8 8.5
Cycle Q Clear(g_c), s 9.1 23.6 23.6 11.8 36.4 36.4 4.5 23.0 8.0 5.5 6.8 8.5
Prop In Lane 1.00 0.04 1.00 0.19 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 166 512 686 210 554 713 346 425 360 205 664 378
V/C Ratio(X) 0.82 0.65 0.65 0.84 0.84 0.84 0.25 0.87 0.35 0.53 0.29 0.36
Avail Cap(c_a), veh/h 340 981 1317 485 1110 1431 346 839 711 245 1342 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 51.3 29.0 29.0 49.7 30.6 30.6 31.1 42.5 36.8 32.9 35.3 35.9
Incr Delay (d2), s/veh 11.5 1.7 1.2 10.5 4.3 3.4 0.4 5.7 0.6 2.1 0.2 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 4.3 7.1 9.5 5.4 11.3 14.4 1.8 10.4 2.9 2.3 2.2 3.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 62.8 30.6 30.2 60.2 35.0 34.0 31.4 48.2 37.4 35.0 35.6 36.5
LnGrp LOS E C C E C C C D D D D D
Approach Vol, veh/h 910 1247 583 438
Approach Delay, s/veh 35.3 38.1 43.4 35.7
Approach LOS D D D D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 16.2 53.9 11.0 34.7 19.3 50.8 12.3 33.4
Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Max Green Setting (Gmax), s 23.0 96.0 6.0 58.0 33.0 86.0 10.0 54.0
Max Q Clear Time (g_c+I1), s 11.1 38.4 6.5 10.5 13.8 25.6 7.5 25.0
Green Ext Time (p_c), s 0.3 9.4 0.0 1.6 0.5 5.8 0.0 2.4
Intersection Summary
HCM 6th Ctrl Delay 37.9
HCM 6th LOS D
HCM Signalized Intersection Capacity Analysis Central Valley TIS
202: SH-16 & US 20-26 Year 2022 (Phase 2) Background PM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
01/23/2019 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 328 612 70 0 781 698 0 0 66 450 0 531
Future Volume (vph) 328 612 70 0 781 698 0 0 66 450 0 531
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Lane Util. Factor 0.97 *0.58 1.00 *0.61 1.00 1.00 0.97 0.88
Frt 1.00 1.00 0.85 1.00 0.85 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 3252 2067 1500 2153 1515 1530 3252 2614
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 3252 2067 1500 2153 1515 1530 3252 2614
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 338 631 72 0 805 720 0 0 68 464 0 547
RTOR Reduction (vph) 0 0 31 0 0 155 0 0 0 0 0 359
Lane Group Flow (vph) 338 631 41 0 805 565 0 0 68 464 0 188
Heavy Vehicles (%) 2% 1% 2% 0% 2% 1% 0% 0% 0% 2% 0% 3%
Turn Type Prot NA Perm NA pm+ov Prot Prot Prot
Protected Phases 1 6 2 7 8 8 7 4 4
Permitted Phases 6 2
Actuated Green, G (s) 20.9 91.1 91.1 62.7 99.2 10.9 36.5 54.9
Effective Green, g (s) 20.9 91.1 91.1 62.7 99.2 10.9 36.5 54.9
Actuated g/C Ratio 0.13 0.57 0.57 0.39 0.62 0.07 0.23 0.34
Clearance Time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Vehicle Extension (s) 2.0 4.0 4.0 4.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 424 1176 854 843 939 104 741 896
v/s Ratio Prot c0.10 0.31 c0.37 0.14 c0.04 c0.14 0.07
v/s Ratio Perm 0.03 0.24
v/c Ratio 0.80 0.54 0.05 0.95 0.60 0.65 0.63 0.21
Uniform Delay, d1 67.5 21.4 15.3 47.3 18.4 72.7 55.6 37.2
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 9.4 1.8 0.1 21.8 2.9 10.7 4.0 0.0
Delay (s) 76.9 23.1 15.4 69.1 21.3 83.4 59.6 37.2
Level of Service E C B E C F E D
Approach Delay (s) 40.0 46.5 83.4 47.5
Approach LOS D D F D
Intersection Summary
HCM 2000 Control Delay 45.6 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.81
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 29.0
Intersection Capacity Utilization 69.7% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
202: SH-16 & US 20-26 Year 2022 (Phase 2) Background PM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
01/23/2019 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 328 612 70 0 781 698 0 0 66 450 0 531
Future Volume (veh/h) 328 612 70 0 781 698 0 0 66 450 0 531
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 1772 1786 1772 0 1772 1786 0 1800 1800 1772 1800 1758
Adj Flow Rate, veh/h 338 631 0 0 805 720 0 0 68 464 0 547
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, % 2 1 2 0 2 1 0 0 0 2 0 3
Cap, veh/h 382 1196 0 881 962 0 97 82 747 604 879
Arrive On Green 0.12 0.58 0.00 0.00 0.41 0.41 0.00 0.00 0.05 0.23 0.00 0.34
Sat Flow, veh/h 3274 2072 1502 0 2853 1514 0 1800 1525 3274 1800 2622
Grp Volume(v), veh/h 338 631 0 0 805 720 0 0 68 464 0 547
Grp Sat Flow(s),veh/h/ln 1637 1036 1502 0 1081 1514 0 1800 1525 1637 1800 1311
Q Serve(g_s), s 16.3 29.6 0.0 0.0 56.3 52.9 0.0 0.0 7.1 20.4 0.0 28.0
Cycle Q Clear(g_c), s 16.3 29.6 0.0 0.0 56.3 52.9 0.0 0.0 7.1 20.4 0.0 28.0
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 382 1196 0 881 962 0 97 82 747 604 879
V/C Ratio(X) 0.88 0.53 0.00 0.91 0.75 0.00 0.00 0.82 0.62 0.00 0.62
Avail Cap(c_a), veh/h 542 1196 0 881 962 0 158 133 747 653 950
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 69.6 20.6 0.0 0.0 44.8 20.3 0.0 0.0 74.9 55.5 0.0 44.7
Incr Delay (d2), s/veh 9.4 1.7 0.0 0.0 15.5 5.3 0.0 0.0 9.0 3.9 0.0 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 7.1 7.0 0.0 0.0 16.2 45.1 0.0 0.0 2.9 8.6 0.0 20.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 79.0 22.2 0.0 0.0 60.3 25.6 0.0 0.0 83.9 59.4 0.0 45.4
LnGrp LOS E C A E C A A F E A D
Approach Vol, veh/h 969 A 1525 68 1011
Approach Delay, s/veh 42.0 43.9 83.9 51.8
Approach LOS D D F D
Timer - Assigned Phs 1 2 4 6 7 8
Phs Duration (G+Y+Rc), s 27.2 72.2 60.6 99.4 45.0 15.6
Change Period (Y+Rc), s 8.5 * 7 7.0 7.0 8.5 * 7
Max Green Setting (Gmax), s 26.5 * 54 58.0 88.0 36.5 * 14
Max Q Clear Time (g_c+I1), s 18.3 58.3 30.0 31.6 22.4 9.1
Green Ext Time (p_c), s 0.4 0.0 1.2 6.2 0.7 0.0
Intersection Summary
HCM 6th Ctrl Delay 46.4
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.
HCM Signalized Intersection Capacity Analysis Central Valley TIS
204: Black Cat Road & US 20-26 Year 2022 (Phase 2) Background PM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
01/23/2019 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 101 917 129 161 1319 127 58 40 96 108 35 102
Future Volume (vph) 101 917 129 161 1319 127 58 40 96 108 35 102
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00
Frt 1.00 0.98 1.00 0.99 1.00 0.89 1.00 0.89
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1676 3311 1693 3339 1710 1609 1710 1599
Flt Permitted 0.08 1.00 0.16 1.00 0.67 1.00 0.36 1.00
Satd. Flow (perm) 135 3311 283 3339 1201 1609 654 1599
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 104 945 133 166 1360 131 60 41 99 111 36 105
RTOR Reduction (vph) 0 7 0 0 5 0 0 55 0 0 66 0
Lane Group Flow (vph) 104 1071 0 166 1486 0 60 85 0 111 75 0
Heavy Vehicles (%) 2% 1% 4% 1% 1% 2% 0% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 60.6 52.3 65.8 54.9 18.1 12.5 27.7 17.6
Effective Green, g (s) 60.6 52.3 65.8 54.9 18.1 12.5 27.7 17.6
Actuated g/C Ratio 0.58 0.50 0.63 0.53 0.17 0.12 0.27 0.17
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 200 1658 325 1755 235 192 281 269
v/s Ratio Prot 0.04 0.32 c0.05 c0.45 0.01 0.05 c0.04 0.05
v/s Ratio Perm 0.26 0.27 0.03 c0.06
v/c Ratio 0.52 0.65 0.51 0.85 0.26 0.44 0.40 0.28
Uniform Delay, d1 16.5 19.2 11.5 21.2 37.0 42.7 30.4 37.9
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 2.4 0.9 1.4 4.0 0.6 1.6 0.9 0.6
Delay (s) 19.0 20.1 12.9 25.1 37.5 44.3 31.4 38.4
Level of Service B C B C D D C D
Approach Delay (s) 20.0 23.9 42.3 35.3
Approach LOS B C D D
Intersection Summary
HCM 2000 Control Delay 24.5 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.72
Actuated Cycle Length (s) 104.4 Sum of lost time (s) 18.0
Intersection Capacity Utilization 78.4% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
204: Black Cat Road & US 20-26 Year 2022 (Phase 2) Background PM Traffic Conditions (Mitigated)
Kittelson & Associates, Inc.Synchro 10 Report
01/23/2019 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 101 917 129 161 1319 127 58 40 96 108 35 102
Future Volume (veh/h) 101 917 129 161 1319 127 58 40 96 108 35 102
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 1772 1786 1786 1786 1786 1786 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 104 945 133 166 1360 131 60 41 99 111 36 105
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, % 2 1 1 1 1 1 0 0 0 0 0 0
Cap, veh/h 243 1561 220 366 1685 162 242 54 130 253 59 171
Arrive On Green 0.05 0.52 0.52 0.07 0.54 0.54 0.05 0.12 0.12 0.08 0.14 0.14
Sat Flow, veh/h 1688 2987 420 1701 3129 300 1714 468 1129 1714 405 1182
Grp Volume(v), veh/h 104 537 541 166 735 756 60 0 140 111 0 141
Grp Sat Flow(s),veh/h/ln 1688 1697 1710 1701 1697 1732 1714 0 1597 1714 0 1587
Q Serve(g_s), s 2.3 18.3 18.4 3.7 29.3 29.7 2.5 0.0 7.1 4.7 0.0 6.9
Cycle Q Clear(g_c), s 2.3 18.3 18.4 3.7 29.3 29.7 2.5 0.0 7.1 4.7 0.0 6.9
Prop In Lane 1.00 0.25 1.00 0.17 1.00 0.71 1.00 0.74
Lane Grp Cap(c), veh/h 243 887 894 366 914 933 242 0 184 253 0 230
V/C Ratio(X) 0.43 0.61 0.61 0.45 0.80 0.81 0.25 0.00 0.76 0.44 0.00 0.61
Avail Cap(c_a), veh/h 404 1787 1802 666 1951 1991 320 0 433 362 0 506
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 14.8 13.8 13.8 10.6 15.6 15.7 30.5 0.0 35.7 29.5 0.0 33.3
Incr Delay (d2), s/veh 1.2 0.7 0.7 0.9 1.7 1.8 0.5 0.0 6.4 1.2 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 0.7 5.7 5.7 1.1 9.0 9.4 1.0 0.0 2.9 2.0 0.0 2.8
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 16.0 14.5 14.5 11.5 17.3 17.5 31.0 0.0 42.1 30.7 0.0 36.0
LnGrp LOS B B B B B B C A D C A D
Approach Vol, veh/h 1182 1657 200 252
Approach Delay, s/veh 14.6 16.8 38.7 33.6
Approach LOS B B D C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 9.0 49.2 8.2 16.5 10.4 47.9 10.7 14.1
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 12.5 95.5 7.5 26.5 20.5 87.5 11.5 22.5
Max Q Clear Time (g_c+I1), s 4.3 31.7 4.5 8.9 5.7 20.4 6.7 9.1
Green Ext Time (p_c), s 0.1 13.0 0.0 0.7 0.3 7.3 0.1 0.5
Intersection Summary
HCM 6th Ctrl Delay 18.6
HCM 6th LOS B
HCM Signalized Intersection Capacity Analysis Central Valley TIS
101: Star Road & US 20-26 Year 2022 (Phase 2) Total AM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/23/2019 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 105 972 56 160 788 67 43 244 203 165 535 145
Future Volume (vph) 105 972 56 160 788 67 43 244 203 165 535 145
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 6.0 5.0 6.0 5.0 6.0 6.0 5.0 6.0 6.0
Lane Util. Factor 1.00 *0.80 1.00 *0.74 1.00 1.00 1.00 1.00 *0.75 1.00
Frt 1.00 0.99 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 2830 1693 2609 1660 1800 1530 1710 2673 1530
Flt Permitted 0.95 1.00 0.95 1.00 0.19 1.00 1.00 0.23 1.00 1.00
Satd. Flow (perm) 1710 2830 1693 2609 333 1800 1530 416 2673 1530
Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 114 1057 61 174 857 73 47 265 221 179 582 158
RTOR Reduction (vph) 0 2 0 0 3 0 0 0 132 0 0 71
Lane Group Flow (vph) 114 1116 0 174 927 0 47 265 89 179 582 87
Heavy Vehicles (%) 0% 1% 0% 1% 1% 0% 3% 0% 0% 0% 1% 0%
Turn Type Prot NA Prot NA pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 8 8 4 4
Actuated Green, G (s) 17.2 77.3 23.2 83.3 37.3 32.8 32.8 55.2 45.7 45.7
Effective Green, g (s) 17.2 77.3 23.2 83.3 37.3 32.8 32.8 55.2 45.7 45.7
Actuated g/C Ratio 0.10 0.45 0.13 0.48 0.22 0.19 0.19 0.32 0.26 0.26
Clearance Time (s) 5.0 6.0 5.0 6.0 5.0 6.0 6.0 5.0 6.0 6.0
Vehicle Extension (s) 3.5 3.5 3.5 3.5 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 170 1266 227 1258 106 341 290 263 707 404
v/s Ratio Prot 0.07 c0.39 c0.10 0.36 0.01 0.15 c0.07 c0.22
v/s Ratio Perm 0.08 0.06 0.15 0.06
v/c Ratio 0.67 0.88 0.77 0.74 0.44 0.78 0.31 0.68 0.82 0.22
Uniform Delay, d1 75.0 43.5 72.1 35.9 55.4 66.5 60.2 46.5 59.7 49.5
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 10.3 7.7 14.7 2.4 2.9 10.6 0.6 7.1 7.7 0.3
Delay (s) 85.3 51.2 86.8 38.3 58.4 77.1 60.8 53.6 67.4 49.8
Level of Service F D F D E E E D E D
Approach Delay (s) 54.4 45.9 68.7 61.7
Approach LOS D D E E
Intersection Summary
HCM 2000 Control Delay 55.7 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.85
Actuated Cycle Length (s) 172.7 Sum of lost time (s) 22.0
Intersection Capacity Utilization 81.1% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
101: Star Road & US 20-26 Year 2022 (Phase 2) Total AM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/23/2019 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 105 972 56 160 788 67 43 244 203 165 535 145
Future Volume (veh/h) 105 972 56 160 788 67 43 244 203 165 535 145
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 1786 1786 1786 1758 1800 1800 1800 1786 1800
Adj Flow Rate, veh/h 114 1057 61 174 857 73 47 265 221 179 582 158
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 1 1 1 1 1 3 0 0 0 1 0
Cap, veh/h 140 1247 72 204 1277 109 147 340 288 273 684 390
Arrive On Green 0.08 0.41 0.41 0.12 0.45 0.45 0.03 0.19 0.19 0.10 0.26 0.26
Sat Flow, veh/h 1714 3010 174 1701 2824 241 1674 1800 1525 1714 2679 1525
Grp Volume(v), veh/h 114 502 616 174 401 529 47 265 221 179 582 158
Grp Sat Flow(s),veh/h/ln 1714 1429 1755 1701 1322 1743 1674 1800 1525 1714 1339 1525
Q Serve(g_s), s 8.1 39.2 39.2 12.4 29.5 29.5 2.8 17.3 17.0 10.0 25.5 10.6
Cycle Q Clear(g_c), s 8.1 39.2 39.2 12.4 29.5 29.5 2.8 17.3 17.0 10.0 25.5 10.6
Prop In Lane 1.00 0.10 1.00 0.14 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 140 592 727 204 598 788 147 340 288 273 684 390
V/C Ratio(X) 0.81 0.85 0.85 0.85 0.67 0.67 0.32 0.78 0.77 0.66 0.85 0.41
Avail Cap(c_a), veh/h 305 1122 1378 399 1113 1467 174 568 482 353 1106 630
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 55.8 32.7 32.7 53.3 26.6 26.6 39.8 47.6 47.5 35.3 43.7 38.2
Incr Delay (d2), s/veh 12.6 4.2 3.4 11.4 1.6 1.2 1.2 3.9 4.3 2.8 3.7 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 3.8 13.1 16.0 5.7 8.8 11.5 1.2 7.8 6.6 4.2 8.4 3.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 68.4 36.8 36.1 64.7 28.2 27.8 41.1 51.5 51.8 38.1 47.4 38.9
LnGrp LOS E D D E C C D D D D D D
Approach Vol, veh/h 1232 1104 533 919
Approach Delay, s/veh 39.4 33.8 50.7 44.1
Approach LOS D C D D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 15.1 61.9 9.0 37.5 19.8 57.2 17.2 29.3
Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Max Green Setting (Gmax), s 22.0 104.0 6.0 51.0 29.0 97.0 18.0 39.0
Max Q Clear Time (g_c+I1), s 10.1 31.5 4.8 27.5 14.4 41.2 12.0 19.3
Green Ext Time (p_c), s 0.2 7.6 0.0 4.0 0.5 10.0 0.2 1.9
Intersection Summary
HCM 6th Ctrl Delay 40.5
HCM 6th LOS D
HCM Signalized Intersection Capacity Analysis Central Valley TIS
102: SH-16 & US 20-26 Year 2022 (Phase 2) Total AM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/23/2019 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 346 800 54 0 461 284 0 0 47 579 0 429
Future Volume (vph) 346 800 54 0 461 284 0 0 47 579 0 429
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Lane Util. Factor 0.97 *0.59 1.00 *0.58 1.00 1.00 0.97 0.88
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.94 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 0.85 1.00 0.85 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 3317 2124 1530 2088 1457 1435 3285 2693
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 3317 2124 1530 2088 1457 1435 3285 2693
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow (vph) 372 860 58 0 496 305 0 0 51 623 0 461
RTOR Reduction (vph) 0 0 30 0 0 103 0 0 0 0 0 259
Lane Group Flow (vph) 372 860 28 0 496 202 0 0 51 623 0 202
Confl. Peds. (#/hr)9 9
Heavy Vehicles (%) 0% 0% 0% 0% 0% 5% 0% 0% 0% 1% 0% 0%
Turn Type Prot NA Perm NA pm+ov Perm Prot Perm
Protected Phases 1 6 2 7 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 21.6 75.9 75.9 46.8 101.0 8.4 54.2 70.1
Effective Green, g (s) 21.6 75.9 75.9 46.8 101.0 8.4 54.2 70.1
Actuated g/C Ratio 0.14 0.47 0.47 0.29 0.63 0.05 0.34 0.44
Clearance Time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Vehicle Extension (s) 2.0 4.0 4.0 4.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 447 1007 725 610 919 75 1112 1179
v/s Ratio Prot 0.11 c0.40 0.24 0.07 c0.19
v/s Ratio Perm 0.02 0.06 c0.04 0.08
v/c Ratio 0.83 0.85 0.04 0.81 0.22 0.68 0.56 0.17
Uniform Delay, d1 67.4 37.2 22.5 52.5 12.6 74.5 43.2 27.3
Progression Factor 1.00 1.00 1.00 0.82 2.59 1.00 1.00 1.00
Incremental Delay, d2 12.0 9.2 0.1 11.0 0.5 18.3 2.0 0.0
Delay (s) 79.4 46.3 22.6 54.1 33.3 92.8 45.2 27.3
Level of Service E D C D C F D C
Approach Delay (s) 54.8 46.2 92.8 37.6
Approach LOS D D F D
Intersection Summary
HCM 2000 Control Delay 47.5 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.77
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 29.0
Intersection Capacity Utilization 65.9% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
102: SH-16 & US 20-26 Year 2022 (Phase 2) Total AM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/23/2019 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 346 800 54 0 461 284 0 0 47 579 0 429
Future Volume (veh/h) 346 800 54 0 461 284 0 0 47 579 0 429
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 0.94 1.00 0.99
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 0 1800 1730 0 1800 1800 1786 1800 1800
Adj Flow Rate, veh/h 372 860 0 0 496 305 0 0 51 623 0 461
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 0 0 0 0 0 5 0 0 0 1 0 0
Cap, veh/h 780 1163 0 575 784 0 77 62 856 640 942
Arrive On Green 0.23 0.55 0.00 0.00 0.09 0.09 0.00 0.00 0.04 0.26 0.00 0.36
Sat Flow, veh/h 3326 2124 1525 0 2844 1466 0 1800 1430 3300 1800 2651
Grp Volume(v), veh/h 372 860 0 0 496 305 0 0 51 623 0 461
Grp Sat Flow(s),veh/h/ln 1663 1062 1525 0 1044 1466 0 1800 1430 1650 1800 1325
Q Serve(g_s), s 15.4 49.2 0.0 0.0 37.5 3.9 0.0 0.0 5.7 27.6 0.0 21.7
Cycle Q Clear(g_c), s 15.4 49.2 0.0 0.0 37.5 3.9 0.0 0.0 5.7 27.6 0.0 21.7
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 780 1163 0 575 784 0 77 62 856 640 942
V/C Ratio(X) 0.48 0.74 0.00 0.86 0.39 0.00 0.00 0.83 0.73 0.00 0.49
Avail Cap(c_a), veh/h 780 1163 0 692 866 0 135 107 856 686 1011
HCM Platoon Ratio 1.00 1.00 1.00 1.00 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 0.00 0.97 0.97 0.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 52.8 27.5 0.0 0.0 69.7 12.2 0.0 0.0 76.0 54.1 0.0 40.2
Incr Delay (d2), s/veh 0.2 4.2 0.0 0.0 15.2 1.4 0.0 0.0 10.1 5.4 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 6.3 12.3 0.0 0.0 11.7 15.3 0.0 0.0 2.2 11.7 0.0 16.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 53.0 31.8 0.0 0.0 84.9 13.6 0.0 0.0 86.0 59.5 0.0 40.4
LnGrp LOS D C A F B A A F E A D
Approach Vol, veh/h 1232 A 801 51 1084
Approach Delay, s/veh 38.2 57.8 86.0 51.4
Approach LOS D E F D
Timer - Assigned Phs 1 2 4 6 7 8
Phs Duration (G+Y+Rc), s 46.0 50.1 63.9 96.1 50.0 13.9
Change Period (Y+Rc), s 8.5 6.0 7.0 * 8.5 8.5 * 7
Max Green Setting (Gmax), s 24.5 53.0 61.0 * 85 41.5 * 12
Max Q Clear Time (g_c+I1), s 17.4 39.5 23.7 51.2 29.6 7.7
Green Ext Time (p_c), s 0.4 4.6 1.0 8.6 1.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 48.4
HCM 6th LOS D
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
User approved changes to right turn type.
Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis Central Valley TIS
103: Levi Lane & US 20-26 Year 2022 (Phase 2) Total AM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/23/2019 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 318 1078 1 1 647 232 1 1 1 119 1 136
Future Volume (vph) 318 1078 1 1 647 232 1 1 1 119 1 136
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 0.97 1.00
Frt 1.00 1.00 1.00 1.00 0.85 0.95 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.98 0.95 1.00
Satd. Flow (prot) 1710 3386 1710 3353 1530 1691 3317 1532
Flt Permitted 0.35 1.00 0.25 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 632 3386 445 3353 1530 1719 3317 1532
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 338 1147 1 1 688 247 1 1 1 127 1 145
RTOR Reduction (vph) 0 0 0 0 0 66 0 1 0 0 129 0
Lane Group Flow (vph) 338 1148 0 1 688 181 0 2 0 127 17 0
Heavy Vehicles (%) 0% 1% 0% 0% 2% 0% 0% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA Perm Perm NA Prot NA
Protected Phases 1 6 5 2 8 7 4
Permitted Phases 6 2 2 8
Actuated Green, G (s) 124.8 124.8 113.3 112.3 112.3 1.3 11.5 17.8
Effective Green, g (s) 124.8 124.8 113.3 112.3 112.3 1.3 11.5 17.8
Actuated g/C Ratio 0.78 0.78 0.71 0.70 0.70 0.01 0.07 0.11
Clearance Time (s) 5.0 6.0 5.0 6.0 6.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 586 2641 326 2353 1073 13 238 170
v/s Ratio Prot c0.05 0.34 0.00 c0.21 c0.04 c0.01
v/s Ratio Perm c0.40 0.00 0.12 0.00
v/c Ratio 0.58 0.43 0.00 0.29 0.17 0.15 0.53 0.10
Uniform Delay, d1 5.6 5.9 6.8 8.9 8.1 78.8 71.7 63.9
Progression Factor 1.28 1.17 0.89 0.79 0.45 1.00 1.00 1.00
Incremental Delay, d2 1.0 0.4 0.0 0.3 0.3 5.5 2.3 0.3
Delay (s) 8.1 7.2 6.1 7.4 3.9 84.3 74.0 64.2
Level of Service A A A A A F E E
Approach Delay (s) 7.4 6.5 84.3 68.7
Approach LOS A A F E
Intersection Summary
HCM 2000 Control Delay 13.4 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.56
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 21.0
Intersection Capacity Utilization 59.8% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
103: Levi Lane & US 20-26 Year 2022 (Phase 2) Total AM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/23/2019 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 318 1078 1 1 647 232 1 1 1 119 1 136
Future Volume (veh/h) 318 1078 1 1 647 232 1 1 1 119 1 136
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 1772 1800 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 338 1147 1 1 688 247 1 1 1 127 1 145
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 1 0 2 0 0 0 0 0 0 0
Cap, veh/h 497 2153 2 414 2027 918 36 33 20 170 2 275
Arrive On Green 0.12 0.62 0.62 0.12 0.80 0.80 0.10 0.10 0.10 0.05 0.18 0.18
Sat Flow, veh/h 1714 3479 3 1714 3367 1525 63 337 200 3326 10 1517
Grp Volume(v), veh/h 338 559 589 1 688 247 3 0 0 127 0 146
Grp Sat Flow(s),veh/h/ln 1714 1697 1785 1714 1683 1525 600 0 0 1663 0 1527
Q Serve(g_s), s 15.7 30.0 30.0 0.0 9.0 6.6 0.0 0.0 0.0 6.0 0.0 13.8
Cycle Q Clear(g_c), s 15.7 30.0 30.0 0.0 9.0 6.6 13.9 0.0 0.0 6.0 0.0 13.8
Prop In Lane 1.00 0.00 1.00 1.00 0.33 0.33 1.00 0.99
Lane Grp Cap(c), veh/h 497 1050 1105 414 2027 918 89 0 0 170 0 277
V/C Ratio(X) 0.68 0.53 0.53 0.00 0.34 0.27 0.03 0.00 0.00 0.75 0.00 0.53
Avail Cap(c_a), veh/h 780 1050 1105 414 2027 918 110 0 0 312 0 363
HCM Platoon Ratio 1.00 1.00 1.00 1.33 1.33 1.33 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.62 0.62 0.62 0.93 0.93 0.93 1.00 0.00 0.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 16.8 17.3 17.3 18.4 7.2 7.0 65.4 0.0 0.0 74.9 0.0 59.3
Incr Delay (d2), s/veh 1.0 1.2 1.1 0.0 0.4 0.7 0.2 0.0 0.0 6.4 0.0 1.6
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 5.9 11.1 11.7 0.0 2.7 2.0 0.1 0.0 0.0 2.7 0.0 5.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 17.8 18.6 18.5 18.4 7.7 7.7 65.5 0.0 0.0 81.3 0.0 60.8
LnGrp LOS B B B B A A E A A F A E
Approach Vol, veh/h 1486 936 3 273
Approach Delay, s/veh 18.4 7.7 65.5 70.3
Approach LOS B A E E
Timer - Assigned Phs 1 2 4 5 6 7 8
Phs Duration (G+Y+Rc), s 23.7 102.3 34.0 21.0 105.0 13.2 20.8
Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 * 6 5.0 5.0
Max Green Setting (Gmax), s 45.0 61.0 38.0 7.0 * 99 15.0 18.0
Max Q Clear Time (g_c+I1), s 17.7 11.0 15.8 2.0 32.0 8.0 15.9
Green Ext Time (p_c), s 0.9 5.5 0.8 0.0 7.9 0.2 0.0
Intersection Summary
HCM 6th Ctrl Delay 20.0
HCM 6th LOS B
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
HCM Signalized Intersection Capacity Analysis Central Valley TIS
104: Black Cat Road & US 20-26 Year 2022 (Phase 2) Total AM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/23/2019 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 37 978 173 83 756 112 67 35 105 81 32 45
Future Volume (vph) 37 978 173 83 756 112 67 35 105 81 32 45
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00
Frt 1.00 0.98 1.00 0.98 1.00 0.89 1.00 0.91
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1676 3338 1710 3288 1710 1597 1710 1642
Flt Permitted 0.28 1.00 0.18 1.00 0.55 1.00 0.40 1.00
Satd. Flow (perm) 499 3338 328 3288 999 1597 727 1642
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 39 1040 184 88 804 119 71 37 112 86 34 48
RTOR Reduction (vph) 0 6 0 0 5 0 0 76 0 0 37 0
Lane Group Flow (vph) 39 1218 0 88 918 0 71 73 0 86 45 0
Heavy Vehicles (%) 2% 0% 1% 0% 2% 2% 0% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 118.8 113.5 123.2 115.7 23.7 12.6 18.3 9.9
Effective Green, g (s) 118.8 113.5 123.2 115.7 23.7 12.6 18.3 9.9
Actuated g/C Ratio 0.74 0.71 0.77 0.72 0.15 0.08 0.11 0.06
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 409 2367 317 2377 197 125 134 101
v/s Ratio Prot 0.00 c0.36 c0.01 0.28 c0.02 c0.05 c0.03 0.03
v/s Ratio Perm 0.07 0.20 0.03 0.04
v/c Ratio 0.10 0.51 0.28 0.39 0.36 0.59 0.64 0.45
Uniform Delay, d1 5.7 10.6 6.7 8.5 63.9 71.2 70.7 72.4
Progression Factor 0.23 0.29 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.1 0.7 0.5 0.5 1.1 6.9 10.1 3.2
Delay (s) 1.4 3.9 7.2 9.0 65.1 78.1 80.8 75.6
Level of Service A A A A E E F E
Approach Delay (s) 3.8 8.8 73.9 78.2
Approach LOS A A E E
Intersection Summary
HCM 2000 Control Delay 16.2 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.51
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 67.7% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
104: Black Cat Road & US 20-26 Year 2022 (Phase 2) Total AM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/23/2019 Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 37 978 173 83 756 112 67 35 105 81 32 45
Future Volume (veh/h) 37 978 173 83 756 112 67 35 105 81 32 45
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 1772 1800 1800 1800 1772 1772 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 39 1040 184 88 804 119 71 37 112 86 34 48
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, % 2 0 0 0 2 2 0 0 0 0 0 0
Cap, veh/h 459 2073 366 428 2113 313 183 42 128 106 43 61
Arrive On Green 0.05 1.00 1.00 0.03 0.72 0.72 0.08 0.11 0.11 0.04 0.06 0.06
Sat Flow, veh/h 1688 2905 513 1714 2942 435 1714 394 1192 1714 675 953
Grp Volume(v), veh/h 39 611 613 88 460 463 71 0 149 86 0 82
Grp Sat Flow(s),veh/h/ln 1688 1710 1708 1714 1683 1694 1714 0 1585 1714 0 1628
Q Serve(g_s), s 1.0 0.0 0.0 2.2 16.9 16.9 1.7 0.0 14.8 3.7 0.0 7.9
Cycle Q Clear(g_c), s 1.0 0.0 0.0 2.2 16.9 16.9 1.7 0.0 14.8 3.7 0.0 7.9
Prop In Lane 1.00 0.30 1.00 0.26 1.00 0.75 1.00 0.59
Lane Grp Cap(c), veh/h 459 1220 1218 428 1209 1217 183 0 171 106 0 105
V/C Ratio(X) 0.08 0.50 0.50 0.21 0.38 0.38 0.39 0.00 0.87 0.81 0.00 0.78
Avail Cap(c_a), veh/h 485 1220 1218 509 1209 1217 183 0 263 179 0 300
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) 0.91 0.91 0.91 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 6.3 0.0 0.0 5.5 8.7 8.7 68.1 0.0 70.3 75.2 0.0 73.8
Incr Delay (d2), s/veh 0.1 1.3 1.4 0.2 0.9 0.9 1.3 0.0 17.7 13.6 0.0 12.0
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 0.5 0.5 0.7 5.7 5.7 2.7 0.0 6.7 3.9 0.0 3.7
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 6.3 1.3 1.4 5.8 9.6 9.6 69.4 0.0 87.9 88.9 0.0 85.7
LnGrp LOS A A A A A A E A F F A F
Approach Vol, veh/h 1263 1011 220 168
Approach Delay, s/veh 1.5 9.3 82.0 87.3
Approach LOS A A F F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.6 119.4 17.1 14.8 9.4 118.7 10.2 21.7
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 6.5 96.5 9.5 29.5 12.5 90.5 12.5 26.5
Max Q Clear Time (g_c+I1), s 3.0 18.9 3.7 9.9 4.2 2.0 5.7 16.8
Green Ext Time (p_c), s 0.0 5.8 0.1 0.3 0.1 9.1 0.1 0.4
Intersection Summary
HCM 6th Ctrl Delay 16.5
HCM 6th LOS B
HCM Signalized Intersection Capacity Analysis Central Valley TIS
201: Star Road & US 20-26 Year 2022 (Phase 2) Total PM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/17/2019 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 129 752 17 200 998 144 81 349 132 116 182 127
Future Volume (vph) 129 752 17 200 998 144 81 349 132 116 182 127
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 6.0 5.0 6.0 6.0 5.0 6.0 6.0 5.0 6.0
Lane Util. Factor 1.00 *0.76 1.00 *0.77 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 1.00 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.94
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00
Satd. Flow (prot) 1710 2701 1693 2745 1530 1660 1800 1530 1710 1679
Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.30 1.00 1.00 0.17 1.00
Satd. Flow (perm) 1710 2701 1693 2745 1530 530 1800 1530 311 1679
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 137 800 18 213 1062 153 86 371 140 123 194 135
RTOR Reduction (vph) 0 1 0 0 0 39 0 0 74 0 13 0
Lane Group Flow (vph) 137 817 0 213 1062 114 86 371 66 123 316 0
Heavy Vehicles (%) 0% 1% 0% 1% 1% 0% 3% 0% 0% 0% 1% 0%
Turn Type Prot NA Prot NA Perm pm+pt NA Perm pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 2 8 8 4
Actuated Green, G (s) 19.1 65.5 27.7 74.1 74.1 49.9 41.0 41.0 55.7 43.9
Effective Green, g (s) 19.1 65.5 27.7 74.1 74.1 49.9 41.0 41.0 55.7 43.9
Actuated g/C Ratio 0.11 0.39 0.16 0.44 0.44 0.30 0.24 0.24 0.33 0.26
Clearance Time (s) 5.0 6.0 5.0 6.0 6.0 5.0 6.0 6.0 5.0 6.0
Vehicle Extension (s) 3.5 3.5 3.5 3.5 3.5 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 194 1053 279 1210 674 217 439 373 201 438
v/s Ratio Prot 0.08 0.30 c0.13 c0.39 0.02 c0.21 c0.04 0.19
v/s Ratio Perm 0.07 0.10 0.04 0.16
v/c Ratio 0.71 0.78 0.76 0.88 0.17 0.40 0.85 0.18 0.61 0.72
Uniform Delay, d1 71.7 44.8 67.0 42.8 28.4 44.9 60.5 50.2 43.5 56.5
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 11.5 3.8 12.0 7.6 0.1 1.2 13.9 0.2 5.4 5.8
Delay (s) 83.2 48.6 79.1 50.4 28.5 46.1 74.4 50.4 48.9 62.3
Level of Service F D E D C D E D D E
Approach Delay (s) 53.6 52.4 64.7 58.7
Approach LOS D D E E
Intersection Summary
HCM 2000 Control Delay 55.7 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.84
Actuated Cycle Length (s) 168.0 Sum of lost time (s) 22.0
Intersection Capacity Utilization 81.2% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
201: Star Road & US 20-26 Year 2022 (Phase 2) Total PM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/17/2019 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 129 752 17 200 998 144 81 349 132 116 182 127
Future Volume (veh/h) 129 752 17 200 998 144 81 349 132 116 182 127
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 1786 1786 1800 1758 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 137 800 18 213 1062 153 86 371 140 123 194 135
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 1 1 1 0 3 0 0 0 1 1
Cap, veh/h 163 1216 27 242 1223 678 205 417 353 199 244 170
Arrive On Green 0.09 0.40 0.40 0.14 0.44 0.44 0.05 0.23 0.23 0.07 0.25 0.25
Sat Flow, veh/h 1714 3062 69 1701 2750 1525 1674 1800 1525 1714 981 682
Grp Volume(v), veh/h 137 355 463 213 1062 153 86 371 140 123 0 329
Grp Sat Flow(s),veh/h/ln 1714 1357 1774 1701 1375 1525 1674 1800 1525 1714 0 1663
Q Serve(g_s), s 10.8 29.2 29.2 16.8 47.9 8.5 5.3 27.3 10.6 7.4 0.0 25.4
Cycle Q Clear(g_c), s 10.8 29.2 29.2 16.8 47.9 8.5 5.3 27.3 10.6 7.4 0.0 25.4
Prop In Lane 1.00 0.04 1.00 1.00 1.00 1.00 1.00 0.41
Lane Grp Cap(c), veh/h 163 539 705 242 1223 678 205 417 353 199 0 413
V/C Ratio(X) 0.84 0.66 0.66 0.88 0.87 0.23 0.42 0.89 0.40 0.62 0.00 0.80
Avail Cap(c_a), veh/h 300 792 1035 472 1886 1046 228 696 590 231 0 680
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 61.0 33.7 33.7 57.6 34.4 23.5 39.3 51.0 44.6 39.3 0.0 48.3
Incr Delay (d2), s/veh 13.1 1.7 1.3 11.7 3.3 0.2 1.4 8.1 0.7 3.8 0.0 3.5
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 5.1 9.3 12.1 7.8 15.4 3.0 2.2 12.8 4.0 3.2 0.0 10.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 74.1 35.4 35.0 69.4 37.7 23.7 40.6 59.1 45.3 43.2 0.0 51.8
LnGrp LOS E D C E D C D E D D A D
Approach Vol, veh/h 955 1428 597 452
Approach Delay, s/veh 40.7 40.9 53.2 49.4
Approach LOS D D D D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 18.0 66.9 12.1 40.0 24.5 60.4 14.4 37.7
Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 5.0 6.0 5.0 6.0
Max Green Setting (Gmax), s 24.0 94.0 9.0 56.0 38.0 80.0 12.0 53.0
Max Q Clear Time (g_c+I1), s 12.8 49.9 7.3 27.4 18.8 31.2 9.4 29.3
Green Ext Time (p_c), s 0.3 11.1 0.0 1.8 0.7 6.2 0.1 2.4
Intersection Summary
HCM 6th Ctrl Delay 44.1
HCM 6th LOS D
HCM Signalized Intersection Capacity Analysis Central Valley TIS
202: SH-16 & US 20-26 Year 2022 (Phase 2) Total PM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/17/2019 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 328 682 70 0 952 834 0 0 80 506 0 531
Future Volume (vph) 328 682 70 0 952 834 0 0 80 506 0 531
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Lane Util. Factor 0.97 *0.80 1.00 *0.80 1.00 1.00 0.97 0.88
Frt 1.00 1.00 0.85 1.00 0.85 0.85 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 3252 2851 1500 2824 1515 1530 3252 2614
Flt Permitted 0.95 1.00 1.00 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 3252 2851 1500 2824 1515 1530 3252 2614
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 338 703 72 0 981 860 0 0 82 522 0 547
RTOR Reduction (vph) 0 0 32 0 0 140 0 0 0 0 0 330
Lane Group Flow (vph) 338 703 40 0 981 720 0 0 82 522 0 217
Heavy Vehicles (%) 2% 1% 2% 0% 2% 1% 0% 0% 0% 2% 0% 3%
Turn Type Prot NA Perm NA pm+ov Prot Prot Prot
Protected Phases 1 6 2 7 8 8 7 4 4
Permitted Phases 6 2
Actuated Green, G (s) 19.0 87.8 87.8 61.3 101.5 10.5 40.2 58.2
Effective Green, g (s) 19.0 87.8 87.8 61.3 101.5 10.5 40.2 58.2
Actuated g/C Ratio 0.12 0.55 0.55 0.38 0.63 0.07 0.25 0.36
Clearance Time (s) 8.5 7.0 7.0 6.0 8.5 6.0 8.5 7.0
Vehicle Extension (s) 2.0 4.0 4.0 4.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 386 1564 823 1081 961 100 817 950
v/s Ratio Prot c0.10 0.25 c0.35 c0.19 c0.05 0.16 0.08
v/s Ratio Perm 0.03 0.29
v/c Ratio 0.88 0.45 0.05 0.91 0.75 0.82 0.64 0.23
Uniform Delay, d1 69.3 21.6 16.7 46.7 20.4 73.8 53.4 35.3
Progression Factor 1.00 1.00 1.00 0.67 0.39 1.00 1.00 1.00
Incremental Delay, d2 18.8 0.9 0.1 9.3 3.8 37.0 3.8 0.0
Delay (s) 88.2 22.6 16.8 40.7 11.8 110.8 57.2 35.4
Level of Service F C B D B F E D
Approach Delay (s) 42.1 27.2 110.8 46.0
Approach LOS D C F D
Intersection Summary
HCM 2000 Control Delay 37.8 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.85
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 29.0
Intersection Capacity Utilization 78.6% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
202: SH-16 & US 20-26 Year 2022 (Phase 2) Total PM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/17/2019 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 328 682 70 0 952 834 0 0 80 506 0 531
Future Volume (veh/h) 328 682 70 0 952 834 0 0 80 506 0 531
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 1772 1786 1772 0 1772 1786 0 1800 1800 1772 1800 1758
Adj Flow Rate, veh/h 338 703 0 0 981 860 0 0 82 522 0 547
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, % 2 1 2 0 2 1 0 0 0 2 0 3
Cap, veh/h 377 1603 0 1114 949 0 115 98 767 633 922
Arrive On Green 0.12 0.56 0.00 0.00 0.39 0.39 0.00 0.00 0.06 0.23 0.00 0.35
Sat Flow, veh/h 3274 2858 1502 0 3189 1514 0 1800 1525 3274 1800 2622
Grp Volume(v), veh/h 338 703 0 0 981 860 0 0 82 522 0 547
Grp Sat Flow(s),veh/h/ln 1637 1429 1502 0 1418 1514 0 1800 1525 1637 1800 1311
Q Serve(g_s), s 16.3 22.9 0.0 0.0 51.4 62.8 0.0 0.0 8.5 23.2 0.0 27.4
Cycle Q Clear(g_c), s 16.3 22.9 0.0 0.0 51.4 62.8 0.0 0.0 8.5 23.2 0.0 27.4
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 377 1603 0 1114 949 0 115 98 767 633 922
V/C Ratio(X) 0.90 0.44 0.00 0.88 0.91 0.00 0.00 0.84 0.68 0.00 0.59
Avail Cap(c_a), veh/h 407 1607 0 1114 949 0 124 105 767 633 922
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 69.9 20.4 0.0 0.0 45.1 25.8 0.0 0.0 74.1 55.8 0.0 42.5
Incr Delay (d2), s/veh 20.0 0.9 0.0 0.0 10.1 13.8 0.0 0.0 38.0 4.8 0.0 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 7.7 7.4 0.0 0.0 18.8 56.1 0.0 0.0 4.3 9.8 0.0 20.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 89.8 21.3 0.0 0.0 55.2 39.5 0.0 0.0 112.1 60.6 0.0 43.2
LnGrp LOS F C A E D A A F E A D
Approach Vol, veh/h 1041 A 1841 82 1069
Approach Delay, s/veh 43.6 47.9 112.1 51.7
Approach LOS D D F D
Timer - Assigned Phs 1 2 4 6 7 8
Phs Duration (G+Y+Rc), s 26.9 69.8 63.2 96.8 46.0 17.2
Change Period (Y+Rc), s 8.5 * 7 7.0 7.0 8.5 * 7
Max Green Setting (Gmax), s 19.9 * 63 56.0 90.0 37.5 * 11
Max Q Clear Time (g_c+I1), s 18.3 64.8 29.4 24.9 25.2 10.5
Green Ext Time (p_c), s 0.1 0.0 1.2 7.2 0.8 0.0
Intersection Summary
HCM 6th Ctrl Delay 49.1
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.
HCM Signalized Intersection Capacity Analysis Central Valley TIS
203: Levi Lane & US 20-26 Year 2022 (Phase 2) Total PM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/17/2019 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 181 1012 1 1 1371 138 1 1 1 300 1 348
Future Volume (vph) 181 1012 1 1 1371 138 1 1 1 300 1 348
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 6.0 5.0 6.0 6.0 4.5 4.5 4.5
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 0.97 1.00
Frt 1.00 1.00 1.00 1.00 0.85 0.95 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.98 0.95 1.00
Satd. Flow (prot) 1710 3386 1710 3386 1530 1691 3317 1531
Flt Permitted 0.07 1.00 0.27 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 128 3386 494 3386 1530 1719 3317 1531
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 187 1043 1 1 1413 142 1 1 1 309 1 359
RTOR Reduction (vph) 0 0 0 0 0 38 0 1 0 0 185 0
Lane Group Flow (vph) 187 1044 0 1 1413 104 0 2 0 309 175 0
Heavy Vehicles (%) 0% 1% 0% 0% 1% 0% 0% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA Perm Perm NA Prot NA
Protected Phases 1 6 5 2 8 7 4
Permitted Phases 6 2 2 8
Actuated Green, G (s) 99.4 99.4 85.5 84.5 84.5 1.6 38.0 44.1
Effective Green, g (s) 99.4 99.4 85.5 84.5 84.5 1.6 38.0 44.1
Actuated g/C Ratio 0.62 0.62 0.53 0.53 0.53 0.01 0.24 0.28
Clearance Time (s) 5.0 6.0 5.0 6.0 6.0 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 236 2103 271 1788 808 17 787 421
v/s Ratio Prot c0.08 0.31 c0.00 c0.42 0.09 c0.11
v/s Ratio Perm 0.41 0.00 0.07 0.00
v/c Ratio 0.79 0.50 0.00 0.79 0.13 0.12 0.39 0.42
Uniform Delay, d1 40.6 16.6 17.4 30.6 19.1 78.5 51.3 47.4
Progression Factor 1.04 0.93 0.42 0.35 0.05 1.00 1.00 1.00
Incremental Delay, d2 14.3 0.7 0.0 2.3 0.2 3.1 1.5 3.0
Delay (s) 56.5 16.1 7.2 13.1 1.2 81.6 52.8 50.4
Level of Service E B A B A F D D
Approach Delay (s) 22.2 12.0 81.6 51.5
Approach LOS C B F D
Intersection Summary
HCM 2000 Control Delay 23.3 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.68
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 20.0
Intersection Capacity Utilization 86.3% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
203: Levi Lane & US 20-26 Year 2022 (Phase 2) Total PM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/17/2019 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 181 1012 1 1 1371 138 1 1 1 300 1 348
Future Volume (veh/h) 181 1012 1 1 1371 138 1 1 1 300 1 348
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 1800 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 187 1043 1 1 1413 142 1 1 1 309 1 359
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 1 0 1 0 0 0 0 0 0 0
Cap, veh/h 331 2152 2 695 2711 1219 30 25 12 530 1 385
Arrive On Green 0.06 0.62 0.62 0.47 1.00 1.00 0.07 0.07 0.07 0.16 0.25 0.25
Sat Flow, veh/h 1714 3479 3 1714 3393 1525 0 380 190 3326 4 1522
Grp Volume(v), veh/h 187 509 535 1 1413 142 3 0 0 309 0 360
Grp Sat Flow(s),veh/h/ln 1714 1697 1785 1714 1697 1525 570 0 0 1663 0 1526
Q Serve(g_s), s 7.8 26.1 26.1 0.0 0.0 0.0 0.0 0.0 0.0 13.8 0.0 36.9
Cycle Q Clear(g_c), s 7.8 26.1 26.1 0.0 0.0 0.0 10.5 0.0 0.0 13.8 0.0 36.9
Prop In Lane 1.00 0.00 1.00 1.00 0.33 0.33 1.00 1.00
Lane Grp Cap(c), veh/h 331 1050 1105 695 2711 1219 67 0 0 530 0 386
V/C Ratio(X) 0.57 0.48 0.48 0.00 0.52 0.12 0.04 0.00 0.00 0.58 0.00 0.93
Avail Cap(c_a), veh/h 447 1050 1105 695 2711 1219 67 0 0 530 0 386
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 0.53 0.53 0.53 1.00 0.00 0.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 14.4 16.6 16.6 5.6 0.0 0.0 70.1 0.0 0.0 62.3 0.0 58.4
Incr Delay (d2), s/veh 1.5 1.6 1.5 0.0 0.4 0.1 0.3 0.0 0.0 4.6 0.0 31.5
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 9.9 10.4 0.0 0.1 0.0 0.1 0.0 0.0 6.2 0.0 17.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 15.9 18.2 18.1 5.6 0.4 0.1 70.4 0.0 0.0 67.0 0.0 89.9
LnGrp LOS B B B A A A E A A E A F
Approach Vol, veh/h 1231 1556 3 669
Approach Delay, s/veh 17.8 0.4 70.4 79.3
Approach LOS B A E E
Timer - Assigned Phs 1 2 4 5 6 7 8
Phs Duration (G+Y+Rc), s 15.2 134.8 45.0 45.0 105.0 30.0 15.0
Change Period (Y+Rc), s 5.0 6.0 4.5 6.0 * 6 4.5 4.5
Max Green Setting (Gmax), s 21.0 83.0 40.5 5.0 * 99 25.5 10.5
Max Q Clear Time (g_c+I1), s 9.8 2.0 38.9 2.0 28.1 15.8 12.5
Green Ext Time (p_c), s 0.3 14.4 0.4 0.0 6.8 0.8 0.0
Intersection Summary
HCM 6th Ctrl Delay 21.9
HCM 6th LOS C
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
HCM Signalized Intersection Capacity Analysis Central Valley TIS
204: Black Cat Road & US 20-26 Year 2022 (Phase 2) Total PM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/17/2019 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 101 1101 198 161 1394 163 78 49 96 197 69 102
Future Volume (vph) 101 1101 198 161 1394 163 78 49 96 197 69 102
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00
Frt 1.00 0.98 1.00 0.98 1.00 0.90 1.00 0.91
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1676 3294 1693 3330 1710 1622 1710 1639
Flt Permitted 0.09 1.00 0.10 1.00 0.65 1.00 0.21 1.00
Satd. Flow (perm) 165 3294 171 3330 1163 1622 376 1639
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 104 1135 204 166 1437 168 80 51 99 203 71 105
RTOR Reduction (vph) 0 8 0 0 5 0 0 45 0 0 35 0
Lane Group Flow (vph) 104 1331 0 166 1600 0 80 105 0 203 141 0
Heavy Vehicles (%) 2% 1% 4% 1% 1% 2% 0% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 92.9 92.9 96.3 96.3 22.8 14.8 38.7 26.2
Effective Green, g (s) 92.9 92.9 96.3 96.3 22.8 14.8 38.7 26.2
Actuated g/C Ratio 0.58 0.58 0.60 0.60 0.14 0.09 0.24 0.16
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 204 1912 244 2004 193 150 252 268
v/s Ratio Prot 0.04 c0.40 0.06 c0.48 0.02 0.06 c0.10 0.09
v/s Ratio Perm 0.26 0.35 0.04 c0.10
v/c Ratio 0.51 0.70 0.68 0.80 0.41 0.70 0.81 0.53
Uniform Delay, d1 46.4 23.6 24.8 24.4 61.7 70.4 52.8 61.2
Progression Factor 0.69 0.55 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 1.9 2.0 7.6 3.4 1.4 13.2 16.9 1.9
Delay (s) 33.7 15.0 32.4 27.8 63.2 83.6 69.7 63.1
Level of Service C B C C E F E E
Approach Delay (s) 16.4 28.3 76.5 66.6
Approach LOS B C E E
Intersection Summary
HCM 2000 Control Delay 30.5 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.82
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 87.5% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary Central Valley TIS
204: Black Cat Road & US 20-26 Year 2022 (Phase 2) Total PM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/17/2019 Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 101 1101 198 161 1394 163 78 49 96 197 69 102
Future Volume (veh/h) 101 1101 198 161 1394 163 78 49 96 197 69 102
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 1772 1786 1786 1786 1786 1786 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 104 1135 204 166 1437 168 80 51 99 203 71 105
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, % 2 1 1 1 1 1 0 0 0 0 0 0
Cap, veh/h 266 1734 310 347 1733 201 218 58 112 261 112 166
Arrive On Green 0.20 1.00 1.00 0.06 0.57 0.57 0.05 0.11 0.11 0.12 0.17 0.17
Sat Flow, veh/h 1688 2875 515 1701 3064 355 1714 547 1062 1714 656 970
Grp Volume(v), veh/h 104 668 671 166 790 815 80 0 150 203 0 176
Grp Sat Flow(s),veh/h/ln 1688 1697 1693 1701 1697 1722 1714 0 1609 1714 0 1625
Q Serve(g_s), s 0.0 0.0 0.0 7.8 60.6 62.4 6.6 0.0 14.7 16.5 0.0 16.1
Cycle Q Clear(g_c), s 0.0 0.0 0.0 7.8 60.6 62.4 6.6 0.0 14.7 16.5 0.0 16.1
Prop In Lane 1.00 0.30 1.00 0.21 1.00 0.66 1.00 0.60
Lane Grp Cap(c), veh/h 266 1023 1021 347 960 974 218 0 170 261 0 278
V/C Ratio(X) 0.39 0.65 0.66 0.48 0.82 0.84 0.37 0.00 0.88 0.78 0.00 0.63
Avail Cap(c_a), veh/h 266 1023 1021 448 960 974 218 0 196 282 0 324
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 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 51.1 0.0 0.0 18.0 28.3 28.6 59.9 0.0 70.6 54.3 0.0 61.7
Incr Delay (d2), s/veh 0.8 2.9 3.0 1.0 8.0 8.5 1.0 0.0 31.7 12.1 0.0 3.1
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 3.4 0.8 0.8 3.0 24.8 25.9 2.9 0.0 7.4 8.0 0.0 6.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 51.9 2.9 3.0 19.0 36.2 37.1 60.9 0.0 102.3 66.4 0.0 64.8
LnGrp LOS D A A B D D E A F E A E
Approach Vol, veh/h 1443 1771 230 379
Approach Delay, s/veh 6.5 35.0 87.9 65.6
Approach LOS A D F E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 20.6 95.0 12.6 31.8 14.5 101.0 23.1 21.4
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 11.5 90.5 8.1 31.9 19.5 82.5 20.5 19.5
Max Q Clear Time (g_c+I1), s 2.0 64.4 8.6 18.1 9.8 2.0 18.5 16.7
Green Ext Time (p_c), s 0.1 11.8 0.0 0.8 0.3 10.8 0.1 0.2
Intersection Summary
HCM 6th Ctrl Delay 30.5
HCM 6th LOS C
Appendix J
Site Access Evaluation Worksheets
ACHD Turn Lane Analysis
From ACHD Policy Manual, Section 7106.4.4
Year 2022 Total Traffic Conditions (AM and PM Peak Hour)
Posted Speeds: 55 mph (US 20/26 @ Levi Lane)
(Right-Turn Analysis)
Legend:
Year 2022 Total AM =
Year 2022 Total PM =
US 20/26 & Levi Lane
WB right-turn
lane is warranted
under year 2022
total AM and PM
traffic conditions.
Note: WB right-turn
lane is warranted
under Phase 1, in
year 2018 with
approximately 110
p.m. peak hour trips.
Queues Central Valley TIS
203: Levi Lane & US 20-26 Year 2022 (Phase 2) Total PM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/17/2019 Page 1
Lane Group EBL EBT WBL WBT WBR NBT SBL SBT
Lane Group Flow (vph) 187 1044 1 1413 142 3 309 360
v/c Ratio 0.81 0.48 0.00 0.80 0.17 0.05 0.35 0.59
Control Delay 59.3 13.3 12.0 16.8 1.8 65.7 50.1 17.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 59.3 13.3 12.0 16.8 1.8 65.7 50.1 17.6
Queue Length 50th (ft) 145 304 0 402 3 2 133 84
Queue Length 95th (ft) m240 368 m0 488 m11 14 197 197
Internal Link Dist (ft) 1274 2528 569 359
Turn Bay Length (ft) 300 300 200 150
Base Capacity (vph) 277 2180 296 1765 833 188 873 613
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.68 0.48 0.00 0.80 0.17 0.02 0.35 0.59
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
HCM 6th TWSC Central Valley TIS
205: Black Cat Road & Waverly Dr Year 2022 (Phase 2) Total PM Traffic Conditions - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
01/17/2019 Page 2
Intersection
Int Delay, s/veh 6.7
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 163 255 58 47 0
Future Vol, veh/h 0 163 255 58 47 0
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 90 90 90 90 90 90
Heavy Vehicles, % 0 0 0 0 0 0
Mvmt Flow 0 181 283 64 52 0
Major/Minor Minor2 Major1 Major2
Conflicting Flow All 682 52 52 0 - 0
Stage 1 52 - - - - -
Stage 2 630 - - - - -
Critical Hdwy 6.4 6.2 4.1 - - -
Critical Hdwy Stg 1 5.4 - - - - -
Critical Hdwy Stg 2 5.4 - - - - -
Follow-up Hdwy 3.5 3.3 2.2 - - -
Pot Cap-1 Maneuver 419 1021 1567 - - -
Stage 1 976 - - - - -
Stage 2 535 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 341 1021 1567 - - -
Mov Cap-2 Maneuver 341 - - - - -
Stage 1 793 - - - - -
Stage 2 535 - - - - -
Approach EB NB SB
HCM Control Delay, s 9.3 6.4 0
HCM LOS A
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR
Capacity (veh/h) 1567 - 1021 - -
HCM Lane V/C Ratio 0.181 - 0.177 - -
HCM Control Delay (s) 7.8 0 9.3 - -
HCM Lane LOS A A A - -
HCM 95th %tile Q(veh) 0.7 - 0.6 - -
Queues Central Valley TIS
103: Levi Lane & US 20-26 Year 2022 Total AM Traffic Conditions - Emergency Preemption
Kittelson & Associates, Inc.Synchro 10 Report
01/25/2019 Page 1
Lane Group EBL EBT WBL WBT WBR NBT SBL SBT
Lane Group Flow (vph) 338 1148 1 688 247 3 127 146
v/c Ratio 0.93 0.85 0.01 1.01 0.56 0.05 0.08 0.17
Control Delay 73.9 43.1 51.0 91.6 18.6 66.3 21.4 3.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 73.9 43.1 51.0 91.6 18.6 66.3 21.4 3.2
Queue Length 50th (ft) 288 517 1 ~392 56 2 33 1
Queue Length 95th (ft) 434 #762 m1 #649 139 14 60 37
Internal Link Dist (ft) 2231 2531 569 359
Turn Bay Length (ft) 300 300 200 150
Base Capacity (vph) 450 1354 98 678 438 677 1672 864
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.75 0.85 0.01 1.01 0.56 0.00 0.08 0.17
Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
HCM 6th Signalized Intersection Summary Central Valley TIS
103: Levi Lane & US 20-26 Year 2022 Total AM Traffic Conditions - Emergency Preemption
Kittelson & Associates, Inc.Synchro 10 Report
01/25/2019 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 318 1078 1 1 647 232 1 1 1 119 1 136
Future Volume (veh/h) 318 1078 1 1 647 232 1 1 1 119 1 136
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 1772 1800 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 338 1147 1 1 688 247 1 1 1 127 1 145
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 1 0 2 0 0 0 0 0 0 0
Cap, veh/h 361 1218 1 97 663 300 36 31 19 1411 5 787
Arrive On Green 0.18 0.35 0.35 0.03 0.26 0.26 0.06 0.06 0.06 0.42 0.52 0.52
Sat Flow, veh/h 1714 3479 3 1714 3367 1525 98 488 293 3326 10 1517
Grp Volume(v), veh/h 338 559 589 1 688 247 3 0 0 127 0 146
Grp Sat Flow(s),veh/h/ln 1714 1697 1785 1714 1683 1525 879 0 0 1663 0 1527
Q Serve(g_s), s 26.8 51.2 51.2 0.0 31.5 24.4 0.0 0.0 0.0 3.7 0.0 8.1
Cycle Q Clear(g_c), s 26.8 51.2 51.2 0.0 31.5 24.4 8.1 0.0 0.0 3.7 0.0 8.1
Prop In Lane 1.00 0.00 1.00 1.00 0.33 0.33 1.00 0.99
Lane Grp Cap(c), veh/h 361 594 625 97 663 300 86 0 0 1411 0 792
V/C Ratio(X) 0.94 0.94 0.94 0.01 1.04 0.82 0.03 0.00 0.00 0.09 0.00 0.18
Avail Cap(c_a), veh/h 452 594 625 107 663 300 580 0 0 1411 0 792
HCM Platoon Ratio 1.00 1.00 1.00 1.33 1.33 1.33 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.62 0.62 0.62 0.93 0.93 0.93 1.00 0.00 0.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 48.1 50.4 50.4 72.8 59.0 56.4 70.4 0.0 0.0 27.6 0.0 20.5
Incr Delay (d2), s/veh 17.2 18.0 17.4 0.0 43.8 20.5 0.2 0.0 0.0 0.1 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 12.8 23.7 24.9 0.0 16.4 10.4 0.1 0.0 0.0 1.5 0.0 3.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 65.3 68.5 67.8 72.9 102.8 76.9 70.5 0.0 0.0 27.7 0.0 21.0
LnGrp LOS E E E E F E E A A C A C
Approach Vol, veh/h 1486 936 3 273
Approach Delay, s/veh 67.5 96.0 70.5 24.1
Approach LOS E F E C
Timer - Assigned Phs 1 2 4 5 6 7 8
Phs Duration (G+Y+Rc), s 34.5 37.5 88.0 10.0 62.0 72.9 15.1
Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 * 6 5.0 5.0
Max Green Setting (Gmax), s 38.0 23.0 83.0 5.0 * 56 15.0 63.0
Max Q Clear Time (g_c+I1), s 28.8 33.5 10.1 2.0 53.2 5.7 10.1
Green Ext Time (p_c), s 0.7 0.0 1.1 0.0 1.7 0.2 0.0
Intersection Summary
HCM 6th Ctrl Delay 73.0
HCM 6th LOS E
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Queues Central Valley TIS
203: Levi Lane & US 20-26 Year 2022 Total PM Traffic Conditions - Emergency Preemption
Kittelson & Associates, Inc.Synchro 10 Report
01/17/2019 Page 1
Lane Group EBL EBT WBL WBT WBR NBT SBL SBT
Lane Group Flow (vph) 187 1044 1 1413 142 3 309 360
v/c Ratio 0.80 0.80 0.01 1.58 0.31 0.05 0.18 0.37
Control Delay 63.5 40.5 60.0 300.7 24.3 66.3 21.2 2.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 63.5 40.5 60.0 300.7 24.3 66.3 21.2 2.8
Queue Length 50th (ft) 162 409 0 ~1096 35 2 83 1
Queue Length 95th (ft) m259 #624 m1 #1291 m74 14 129 50
Internal Link Dist (ft) 1274 2528 569 359
Turn Bay Length (ft) 300 300 200 150
Base Capacity (vph) 274 1312 114 892 458 596 1726 984
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.68 0.80 0.01 1.58 0.31 0.01 0.18 0.37
Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Appendix K
Off-Site Mitigation Analysis Worksheets
US 20/26 & Star Road
US 20/26 & Star Road Estimate of Year Capacity is Exceeded
Intersection Exceeds V/C Ratio Threshold AM Peak Hour
Mitigation NB & SB Right-Turn Lane
V/C in 2018 0.8 2018
V/C in 2020 Background 1.03 2020
Approximate Year Movement Reaches Capacity in Background 2020
V/C in 2020 with Site 1.05 2020
Year Movement Reaches Capacity with Development 2019
Total AM Peak Hour Trips 548 2020
Number of Trips at Year Capacity is Reached 241
Approximate Year Units will hit Number NA
US 20/26 & Star Road
US 20/26 & Star Road Estimate of Year Capacity is Exceeded
Intersection Exceeds V/C Ratio Threshold AM Peak Hour
Mitigation SB Through Lane
V/C in 2018 0.8 2018
V/C in 2020 Background (Mitigated w/NB & SB RT Lanes)0.88 2020
Approximate Year Movement Reaches Capacity in Background 2021
V/C in 2020 with Site (Mitigated w/NB & SB RT Lanes)1.00 2020
Year Movement Reaches Capacity with Development 2019
Total PM Peak Hour Trips 548 2020
Number of Trips at Year Capacity is Reached 301
Approximate Year Units will hit Number NA
US 20/26 & SH 16
US 20/26 & SH 16 Estimate of Year Capacity is Exceeded
Movement that Exceeds Thresholds Intersection
Mitigation Signal Timing Adjustments
V/C in 2018 0.62 2018
V/C in 2022 Background 0.85 2022
Approximate Year Movement Reaches Capacity in Background 2023.0
V/C in 2020 with Site 0.94 2022
Year Movement Reaches Capacity with Development 2021.6
Total PM Peak Hour Trips 1118 2022
Number of Trips at Year Capacity is Reached 1013
Approximate Year Units will hit Number NA
US 20/26 & Levi Lane
Westbound Right-Turn Lane Warrant / Estimate of Trips Warrant is Met
Right-Turn Lane Warranted PM Peak Hour
Mitigation Westbound Right-Turn Lane
Total Phase 1 AM Peak Hour Trips 678 2020
Total WBRT Volume at Phase 1 Buildout 92 Trips
Approximate WBRT Lane Trip Threshold 15 Trips
Approximate Percentage of Occupied Units to Trigger Threshold 16%
Approximate Number of Trips 111
Approximate Year Movement Reaches Capacity in Background 2019
US 20/26 & Levi Lane
US 20/26 & Levi Lane Estimate of Year Capacity is Exceeded
Movement that Fails SBLTR fails in p.m. peak hour
Mitigation Traffic Signal
V/C in 2018 0.05 2018
V/C in 2020 Background 0.08 2020
Approximate Year Movement Reaches Capacity in Background 2081
V/C in 2020 with Site 3.18 2020
Year Movement Reaches Capacity with Development 2019
Total PM Peak Hour Trips 678 2020
Number of Trips at Year Capacity is Reached 206
Approximate Year Units will hit Number NA
US 20/26 & Levi Lane
US 20/26 & Levi Lane Estimate of Year Capacity of SBL is Exceeded
Movement that Fails SBL fails in p.m. peak hour
Mitigation Additional SBL Turn Lane
V/C in 2018 0.74 2018
V/C in 2022 Total 0.76 2022
Approximate Year Movement Reaches Capacity in Background 2070
V/C in 2022 with Site 1.04 2022
Year Movement Reaches Capacity with Development 2021.5
Total PM Peak Hour Trips 1118 2022
Number of Trips at Year Capacity is Reached 969
Approximate Year Units will hit Number NA