HomeMy WebLinkAboutTraffic Study~ Washington
Traffic Analysis of the Bridgetower
SubdiVision
Linder Road and Ustick Road in Meridian
Submitted For: Primeland Development Company
DRAFT
Submitted By: Washington Infrastucture Services
December 28, 2000
Executive Summary
This transportation system analysis has identified the following conclusions:
,¸
3.
4.
5.
o
10.
11.
The project site includes 744 single-family residences, 61 senior housing units
and 349,000 sq ft of general office space. A future phase north of McMillan Road
includes a 15.68-acre neighborhood shopping center.
The residential/office portion of the site generates 11,136 daily vehicle trips or
1,303 vehicle trips during the pm peak hour.
The neighborhood shopping center site generates 5,524 daily vehicle trips or 518
vehicle trips during the pm peak hour.
The elementary school generates 510 daily vehicle trips or 130 vehicle trips
during the pm peak hour.
None of the internal local streets exceed the planning threshold values for
residential streets. The traffic volumes justify no redesign of the internal local
street system.
None of the internal collector streets exceed the planning threshold values for
collector streets. No additional collector streets are warranted by the traffic
volumes
The layout of the internal collector streets eliminates the potential for cut-through
traffic and the need for traffic calming. A collector street connection to McMillan
Road is not justified by the traffic volumes
The private driveways/roadways abutting the office components provide adequate
site access. The traffic volumes do not justify direct lot access to the arterial street
system.
The arterial street system operates at an acceptable level of service under existing
conditions.
a. The four arterial streets bordering the site operate at Level of Service
(LOS) of"C" or better under existing conditions.
b. The four arterial street intersections bordering the site operate at an
acceptable LOS "C" or better under existing conditions.
The first phase of the project includes the build out of only the residential and
office components. Under this level of development:
a. The four arterial streets bordering the site operate at Level of Service
(LOS) of"C" or better under existing plus project conditions.
b. The McMillan Road intersections with Linder Road and ten Mile Road
operate at an acceptable LOS C or better under existing plus project
conditions.
c. The Ustick Road intersections with Linder Road and Ten Mile Road
operate at an unacceptable level of service under existing plus project
conditions. Both intersections will require traffic signals if the residential
and office portions of this project are completed within five years. Added
left-turn lanes are needed on each intersection approach.
The second phase of the project includes the build out of the neighborhood
shopping center on the parcel north of McMillan Road. Under this level of
development:
a. The four arterial streets bordering the site operate at Level of Service
(LOS) of C or better under existing plus project conditions.
Bridgetower Subdivision Analysis
Page 2
12.
13.
14.
b. The Ustick Road intersections with Linder Road and ten Mile Road will
continue to operate with an 'acceptable level of service.
c. The McMillan Road intersections with Linder Road and Ten Mile Road
operate at an acceptable LOS C or better under existing plus project
conditions. Added left-turn lanes are needed on each intersection
approach. The McMillan/Ten Mile intersection will require conversion to
all-way STOP control.
The applicant and the Ada County Highway District should review the design of
the access to the elementary school. There are some advantages to reconfiguring
the elementary school site to allow the school buses and the parents' drop-
off/pick-up trips on the external, arterial roadway system.
The applicant and the Ada County Highway District should review the design of
the Collector A/Collector B/Collector C intersection. The proposed intersection
easily accommodates the anticipated traffic volumes and should be retained if
traffic calming is an important concern. The alternative intersection also easily
accommodates the anticipated traffic volumes and but should be considered if
there is to be less emphasis on traffic calming and more concern with the efficient
movement of traffic.
The neighborhood shopping center has adequate site access through the four
proposed driveways.
This transportation analysis has identified the following recommendations:
o
o
o
None of the internal local streets exceed the planning threshold values for
residential streets. Construct the local street system as proposed.
None of the internal collector streets exceed the planning threshold values for
Collector streets. Construct the collector street system as proposed.
The ACHD Policy Manual identifies a 29-foot collector street as section C2-NP.
This street section is appropriate for this project. The collector roadways will
require widening to 36-feet at intersections to allow for a center left-turn lane.
The layout of the internal collector streets eliminates the potential for cut-through
traffic and the need for traffic calming. The traffic volumes do not justify a
collector street connection to McMillan Road.
The private driveways/roadways abutting the office components provide adequate
site access. The traffic volumes do not justify direct lot access to the arterial street
system.
Construct center turn lanes on Ustick Road, Linder Road and Ten Mile Road at
the collector street intersections.
The Ustick Road intersections with Linder Road and Ten Mile Road will require
traffic signals at the completion of the residential and office portions of this
project. Based upon the forecast traffic volumes, the applicant's share of the
signal cost is estimated at 21% and 27% respectively.
The McMillan Road intersections with Linder Road and Ten Mile Road will not
require traffic signals at the completion of the neighborhood shopping center.
The applicant and the Ada County Highway District should review the design of
the access to the elementary school. There are some advantages to reconfiguring
the elementary school site to allow the school buses and the parents' drop-.
off/pick-up trips on the external, arterial roadway system.
Bridgetower Subdivision Analysis
Page 3
10.
11.
The applicant and the Ada County Highway District should review the design of
the Collector A/Collector B/Collector C intersection. The proposed intersection
easily accommodates the anticipated traffic volumes and should be retained if
traffic calming is an important concern. The alternative intersection also easily
accommodates the anticipated traffic volumes and but should be considered if
there is to be less emphasis on traffic calming and more concern with the efficient
movement of traffic.
The neighborhood shopping center has adequate site access through the four
proposed driveways. Each of the driveways should provide one inbound and two
outbound lanes.
Bridgetower Subdivision Analysis
Page 4
Background:
The proposed project encompasses 348.17 acres in the square mile bounded by Ustick
Road, Linder Road, McMillan Road, and Ten Mile Road in Meridian. The site is
currently in agricultural production but is planned for a mixture of residential building
lots and small office components. A separate 15.68-acre commercial parcel is located
north of the main project site, at the northeast comer of the McMillan Road/Ten Mile
Road intersection. Figure 1 shows the site plan for the proposed project.
A traffic analysis is needed for this site to determine the site potential impact upon the
adjacent transportation system.
Existing Conditions:
Much of the existing 640-acre site is in agricultural production. A portion of the site
adjacent to Ustick Road has already been approved for a 6 l-lot residential subdivision
with 3 commercial lots.
The daily traffic volumes for the abutting arterial street segrnents are shown in Table 1.
Using COMPASS's planning threshold table, a level of service analysis is conducted on
these arterial segments for the existing roadway conditions and the results are also shown
in Table 1. From the table, it is observed that the roadway segments are operating at
Level of Service (LOS) "C" or better.
Table 1
· : : :,,.i:i.~:,:~;:~:~.~:;i.:~.~:,' ::,:, ,
Roadway Seg:ment; ::' ::: :D:a~lY~i~a:ffi~61~i~/~):: :: .::
Ustick Road w/o Linder Rd
Linder Road n/o Ustick Rd
McMillan Road w/o Linder Rd
Ten Mile Road n/o Ustick Rd
6,000 C
6,000 C
1,750 C
2,250 C
Note I:
Note 2:
Source - Ada County Highway District
Ada County Roadway Capacity Guidelines for Planning Application. Source - Community
Planning Association (2000)
The abutting segments of Ustick Road, Linder Road, McMillan Road, and Ten Mile Road
are all two-lane facilities. The Ustick Road intersections with Linder Road and Ten Mile
Road and the McMillan Road intersection with Linder Road are four-way STOP
controlled. The McMillan Road intersection with Ten Mile Road is STOP controlled
°nly on the McMillan Road approaches. Figure 2 shows the existing peak hour turning
movement volumes at these intersections. Using Highway Capacity Software (HCS), a
Level of Service analysis was conducted at these four intersections and the results are
summarized in Table 2. The analysis indicates that the intersections operate at Level of
Service "C" or better, which is acceptable.
Bridgetower Subdivision Analysis
Page 5
Figure 1: Site Development Plan
Neighborhood
Retail Center
--'i
Ustick Road
Bridgetower Subdivision Analysis
Page 6
Table 2
:IntersectiOn:
Ustick Road / Linder Road
:: Level~:Of:se~ice:: :
McMillan Road / Linder Road
Ustick Road / Ten Mile Road
McMillan Road / Ten Mile Road
Four-Way STOP C
Four-Way STOP B
Four-Way STOP B
Two-Way STOP B
Turning movement counts were obtained from Ada County Highway District staff and
supplemented by Washington Infrastructure Services. The depicted counts were rounded
to the nearest 25 vehicles per hour because the hourly counts were found to vary and
were inconsistent between successive intersections.
Proposed Project:
The proposed project includes 744 residential building lots, 61 senior housing lots and
approximately 32 acres (21 lots) for planned office development. A separate 15.68-acre
neighborhood shopping center is located north of the main project site, at the northeast
comer of the intersection of McMillan Road and Ten Mile Road. Table 3 illustrates the
trip generation figures for this project. Figure 3 shows the site development plan with
site-generated traffic volumes.
Table 3
: ,:~:Tn~,i~e~e~tlom~umma
~::N. umber o[~:
Residential -
744 9.57 1.01 7,120 751
Single Family
Residential -
61 2.8472 0.27 174 16
Senior Housing
General Office 349,000 11.01 1.49 3,842 520
Neighborhood 500 1.02 0.26 510 130
Shopping Center
Elementary 165,000 34.0832 3.1396 5,624 518
School
Project Total 17,270 1,936
Note 1:
Note 2:
Residential units for single family and senior housing. Square-feet for office and
commercial land uses. Number of students for the elementary school.
Institute of Transportation Engineers Trip Generation Manual, 6th Edition.
Bridgetower Subdivision Analysis
Page 7
Figure 2: Existing Peak Hour Volumes
100
/
Ill
300 SO
~s I L__ ~s
25 ~ SO
~s ~ F--' ~s
25 175 50
Ustick Road
~s I I__ ~s so I
200 ~ 22~ 200
~s I F so so---I
25 25 50 50 1~ 50
L_ 50
200
50
I
Existing Plus Project Conditions - Completion of the Residential and Office
Components:
The traffic volumes at the four arterial intersections after completion of the residential
and office units are shown in Figure 4. These volumes were developed by summing the
existing traffic volumes with the traffic volumes generated from the site. The existing
traffic volumes were increased by three percent per year to account for growth in the
background traffic volumes. Build out of the residential and office portions of the project
was assumed to occur within five years.
Traffic operational analysis was conducted using these volumes at the four intersections
and the results are shown in Table 4. The analysis indicates that the two intersections on
McMillan Road operate at LOS of "C", which is acceptable but the intersections of
Ustick Road/Linder Road and Ustick Road/Ten Mile Road operate at LOS "F', which is
unacceptable.
Bridgetower Subdivision Analysis
Page 8
Figure 3: Site Plan With Daily Traffic Volumes
MclVlillan Road
5O
t
Ustick-Roa~'
3750
The Manual on Uniform Traffic Control Devices (MUTCD) was used to check signal
warrants at the two intersections on Ustick Road. The results indicated these intersections
of Ustick Road/Linder Road and Ustick Road/Ten Mile Road meet three of the traffic
signal warrants. (Note: Meeting traffic signal warrants does not mean that a signal
should be installed. It only means that a signal might be needed but that further in-depth
analysis is justified.)
Bridgetower Subdivision Analysis
Page 9
Table 4
Build out of tee RbSidential~ a:n:d Office comp°neht~'/
Intersection i i :~ ~=~: affic Control
Ustick Road / Linder Road
Four-Way STOP F
McMillan Road / Linder Road
Ustick Road / Ten Mile Road
McMillan Road / Ten Mile Road
Four-Way STOP C
Four-Way STOP E
Two-Way STOP C
Figure 4: Existing Plus Project Peak Hour With Residential
and Office Traffic Volumes
McMillan Road
30 160 30 410 60
JIL IL
30 -J L_ 30 & ~ 35 __J t~ 30
30 ~ ~ 60 a, ac 40 ~ ~ 65
40 --I I--- 40 ~ ~ 35 --
llF -IIF
50 50 50 40 250 75
50 160 120 ~
JIL
7o .--J L__ 80
295 -- ~ 320
30 I [--- TS
-JIF
30 70 75
Ustick Road
35 .__J L 8o
295 -- -- '295
75 '---I r-- 6o
75 230 60
Bridgetower Subdivision Analysis
Page 10
Using the forecast traffic volumes, a planning-level capacity analysis was conducted
assuming that the intersections would operate with signal control. The results from the
analysis are shown in Table 5. The signalized intersections operate under capacity, which
is acceptable.
Table 5
Ustick Road / Linder Road
Signalized Under Capacity
Signalized Under Capacity
Ustick Road / Ten Mile Road
Existing Plus Project Conditions - Completion of the Neighborhood Shopping
Center:
The site plan for the neighborhood shopping center is shown in Figure 5. The traffic
volumes at the four intersections are shown in Figure 6. These forecasts were developed
by summing the 'existing traffic volumes with the traffic volumes generated from the site.
Build out of the neighborhood shopping center is assumed to occur within ten years.
Background traffic volumes were increased at a rate of three percent per year to account
for the growth in the background traffic volumes.
Traffic analysis was conducted for the four intersections and the results are shown in
Table 6. The analysis indicates that the two signalized intersections on Ustick Road
operate under capacity, which is acceptable.
The McMillan Road/Linder Road intersection operates at Level of Service "E".
However, none of traffic signal warrants are met at this location. Added turn lanes are
recommended for all approaches.
The intersection of McMillan Road/Ten Road operates at Level of Service "D" under
two-way STOP control. Traffic operations can be improved to "B" by revising the
intersection to provide all-way STOP control. Added turn lanes are recommended for all
approaches.
Bridgetower Subdivision Analysis
Page I I
Figure 5: Commercial Site Plan
Table 6
Ustick Road / Linder Road
Signalized Under Capacity
McMillan Road / Linder Road
Four-Way STOP E
Ustick Road / Ten Mile Road
Signalized
Under Capacity
McMillan Road / Ten Mile Road
Four-Way STOP B
Bridgetower Subdivision Analysis
Page 12
Figure 6: Existing Plus Project Peak Hour With Neighborhood Shopping Center
Traffic Volumes
/
50 230 70 ~'
JIL'
ss .__1 I 7s
55 -- -- 110
,45 '--I r-' 6.5
-'IIF
60 100 I00
McMillan Road
470 70
IL
~ ~ 6o -J L_ 3s
~ '"' 65-- -- I05
55 290 90'
Ustick Road
JILT° 190 140/ 100__11L420 100
90 ,~ b 90 110 J b 90
340-- --370 340-- --340
35'-"3 I--- 85 es --1 I-- 7o
qlF
35 110' 85 B5 70
Lane Widening on the Arterial Roadway System - Completion of the Residential
and Office Components:
Washington Infrastructure staffhas developed a nomograph from various local and
national sources that can be used to determine the need for a left-turn lane on higher
speed arterial roadways. A copy of this nomograph is included in Appendix A. Using
this procedure, a study was conducted to determine the need for a center left-turn lane at
the intersections of the site's access points with the Ustick Road, Ten Mile Road, and
Linder Road. A summary of the analysis is shown in Table 7. The analysis indicates that
a center left-turn lane is required at each of the site's three access points on major
roadway.
Bridgetower Subdivision Analysis
Page 13
Figure 7: Site Plan With Daily Traffic Volumes Site Plan With Daily Traffic
Volumes Site Plan With Daily Traffic Volumes
~ :i!~,~'i Commercial
McMillan Road 1960 840
Table 7: Center/Left Turn Lane Requirements
· :. DriVeway:!':: :!,:
Location~::::::::::~:: ~ ~: h"
Ustick Road
/Collector Road 25 190 YES
Intersection
Linder Road
/Collector Road 25 135 YES
Intersection
Ten Mile Road
/Collector Road 25 240 YES
Intersection
Lane Widening on the Arterial Roadway System - Completion of the Neighborhood
Shopping Center:
Using the same above described procedure to determine the need of center left-turn lane
at the access points, an analysis for the access points from the neighborhood shopping
center on McMillan Road and Ten Mile Road is conducted. The analysis indicates that a
Bridgetower Subdivision Analysis
Page ~ 4
center left-turn lane is required at each of the site's access points on Ten Mile Road and
McMillan Road. The results are summarized in Table 9.
Table 7: Lane Widening On The Arterial Street System
Driveway Minimum Vo!um:e~:to. Warrant Observed:
Location a, Left-Turn! Lane Left, TUrn VOlume ~
(vph) ::
Ten Mile Road
25 80
access points
YES
Ustick Road
25 115 YES
access points
Comments on the Internal Street System
General Layout - The general layout of the street system uses the spine road collector
road streets system with a series of smaller development pods. From a traffic
perspective, this is an ideal situation. None of the residential streets with front-on
housing have traffic volumes that exceed the 1,000 vehicles per day planning threshold.
All the collector streets with the higher traffic volumes have no front-on housing. Traffic
problems are therefore minimized and no traffic calming appears to be justified.
Collector Street Connection to McMillan Road - A collector road connection to
McMillan Road is an alternative roadway network for this subdivision. This would allow
a full collector-level connection to all of the adjacent arterial roadways. This could be
accomplished by either realigning Collector Road B to intersect McMillan Road or by
constructing a new roadway from Collector B to McMillan Road west of the elementary
school site.
This traffic analysis recommends against the fourth collector roadway system connection
north to McMillan Road. This recommendation is based upon the following:
· The traffic analysis shows that there is insufficient traffic on the internal roadway
system to justify a fourth collector-level roadway. Each of the three collectors is
forecast to carry less than 4,000 vehicles per day. The three collector roadways
together carry less than 11,000 vehicles per day. A collector level roadway can
accommodate up to 8,500 vehicles per day. The three existing roadways carry
less than one-half of their designed capacity. There is sufficient roadway capacity
in the proposed system and the added roadway connection is not needed for
system capacity.
· The three proposed collectors provide access to the south, to the northeast and to
the northwest. The regional transportation planning model indicates that the
majority of regional traffic accessing this site is traveling in a north-south or
Bridgetower Subdivision Analysis
Page 15
easterly direction. The three proposed collectors provide sufficient directional
access to accommodate the anticipated travel patterns.
The three proposed collectors provide access to the south, to the northeast and to
the northwest. With the current street layout, there is no opportunity for
shortcutting either north-to-south or east-to-west direction. This street layout will
not provide a problem for shortcuttin~ traffic. Any proposed collector connection
to McMillan Road would create a potential short-cutting problem for north-south
traffic. This is major problem in the City of Boise on streets networks such as
Northview Street or Mitchell Street.
Configuration of Collector Tee Intersection - The collector street system (See Figure
7) provides a TEE intersection in the middle of the subdivision. There is an offset local
street intersection on Collector A west of the main intersection. This configuration raises
several traffic related concerns:
· The STOP sign is actually imposed on the higher volume approach, requiring the
greatest number of vehicles to stop.
· The northbound traffic on Collector C has an intersection less than 200-feet from
a major intersection. (Note: There is no apparent ACHD Policy that prohibits
this design.)
· There is a local/collector intersection within 200-feet of the collector/collector
intersection. (Note: This intersection spacing meets current ACHD Policy. See
Section 7204.11.6)
It should be noted that the proposed configuration does provide an important level of
traffic calming. There is limited potential for collector traffic to pass through this
intersection without stopping or at least slowing.
An alternative roadway intersection design is provided below. The new alignment:
· Imposes the STOP sign on the lowest volume approach. This will affect the
smallest number of vehicles.
· There are no tums near enough to affect the new intersection.
· There is a local/collector intersection spacing would increase 400-feet of the
collector/collector intersection.
It is also important to note that the proposed configuration provides only limited
opportunity for traffic calming, although it does appear to enhance the traffic handling
characteristics of the area.
The conclusions of the traffic analysis indicate that the applicant and the Ada County
Highway District review the design of-the Collector A/Collector B/Collector C
intersection. The proposed intersection easily accommodates the anticipated traffic
volumes and should be retained if traffic calming is an important concern. The
alternative intersection also easily accommodates the anticipated traffic volumes and but
should be considered if there is to be less emphasis on traffic calming and more concern
with the efficient movement of traffic.
Bridgetower Subdivision Analys~s
Page 16
Figure 7: Internal Street Intersection Design
Existin§
Intersection
Layout
Alternative
Intersection
Layout
Collector A
Local
Street
STOP
Collector A
Local
Street
Access to the Elementary School
The submitted site plan shows that public street access to the elementary school is from
Collector Road B. This plan puts the school buses, the teacher/stafftfips and the parent
drop-off/pick-up trips on the internal, collector roadway system.
There are some advantages to reconfiguring the elementary school site to allow the
school buses and the parents' drop-off/pick-up trips on the external, arterial roadway
system. The list of advantages includes:
· The school buses require access to the regional arterial street system. The
proposed reconfiguration allows direct arterial accessibility without any diversion
through the internal street system.
· The parents' drop-off/pick-up trips are typically made as part of the journey-to-
work of journey-to-shopping trips. These trips also use the regional arterial street
system. The proposed reconfiguration allows direct arterial accessibility without
any diversion through the internal street system.
· The proposed reconfiguration separates the school bus traffic from the rest of the
residential traffic. This separation reduces intersection traffic volumes delay for
both categories of traffic.
· Direct site access to the regional arterial street system improves emergency
vehicle access to the site. Travel distance and therefore response times are
shortened through direct access to the arterial street system.
Bridgetower Subdivision Analysis
Page 17
Conclusions and Recommendations:
Conclusions: This brief letter report provides an overview of the traffic-related issues
for the Bridgetower Subdivision at the northwest corner of Linder Road and Ustick Road
in Meridian. The analysis has identified the following conclusions:
3.
4.
5.
o
10.
The project site includes 744 single-family residences, 61 senior housing units
and 349,000 sq ft of general office space. A future phase north of McMillan Road
includes a 15.68-acre neighborhood shopping center.
The residential/office portion of the site generates 11,136 daily vehicle trips or
1,303 vehicle trips during the pm peak hour.
The neighborhood shopping center site generates 5,524 daily vehicle trips or 518
vehicle trips during the pm peak hour.
The elementary school generates 510 daily vehicle trips or 130 vehicle trips
during the pm peak hour.
None of the internal local streets exceed the planning threshold values for
residential streets. The traffic volumes justify no redesign of the internal local
street system.
None of the internal collector streets exceed the planning threshold values for
collector streets. No additional collector streets are warranted by the traffic
volumes
The layout of the internal collector streets eliminates the potential for cut-through
traffic and the need for traffic calming. A collector street connection to McMillan
Road is not justified by the traffic volumes
The private driveways/roadways abutting the office components provide adequate
site access. The traffic volumes do not justify direct lot access to the arterial street
system.
The arterial street system operates at an acceptable level of service under existing
conditions.
a. The four arterial streets bordering the site operate at Level of Service
(LOS) of"C" or better under existing conditions.
b. The four arterial street intersections bordering the site operate at an
acceptable LOS "C" or better under existing conditions.
The first phase of the project includes the build out of only the residential and
office components. Under this level of development:
a. The four arterial streets bordering the site operate at Level of Service
(LOS) of"C" or better under existing plus project conditions.
b. The McMillan Road intersections with Linder Road and ten Mile Road
operate at an acceptable LOS C or better under existing plus project
conditions.
c. The Ustick Road intersections with Linder Road and Ten Mile Road
operate at an unacceptable level of service under existing plus project
conditions. Both intersections will require traffic signals if the residential
and office portions of this project are completed within five years. Added
left-turn lanes are needed on each intersection approach.
Bridgetower Subdivision Analysis
Page 18
11.
12.
13.
14.
The second phase of the project includes the build out of the neighborhood
shopping center on the parcel north of McMillan Road. Under this level of
development:
a. The four arterial streets bordering the site operate at Level of Service
(LOS) of C or better under existing plus project conditions.
b. The Ustick Road intersections with Linder Road and ten Mile Road will
continue to operate with an acceptable level of service.
c. The McMillan Road intersections with Linder Road and Ten Mile Road
operate at an acceptable LOS C or better under existing plus project
conditions. Added left-turn lanes are needed on each intersection
approach. The McMillan/Ten Mile intersection will require conversion to
all-way STOP control.
The applicant and the Ada County Highway District should review the design of
the access to the elementary school. There are some advantages to reconfiguring
the elementary school site to allow the school buses and the parents' drop-
off/pick-up trips on the external, arterial roadway system.
The applicant and the Ada County Highway District should review the design of
the Collector A/Collector B/Collector C intersection. The proposed intersection
easily accommodates the anticipated traffic volumes and should be retained if
traffic calming is an important concern. The alternative intersection also easily
accommodates the anticipated traffic volumes and but should be considered if
there is to be less emphasis on traffic calming and more concern with the efficient
movement of traffic.
The neighborhood shopping center has adequate site access through the four
proposed driveways.
This transportation analysis has identified the following recommendations:
o
o
None of the internal local streets exceed the planning threshold values for
residential streets. Construct the local street system as proposed.
None of the internal collector streets exceed the plaiming threshold values for
collector streets. Construct the collector street system as proposed.
The ACHD Policy Manual identifies a 29-foot collector.street as section C2-NP.
This street section is appropriate for this project. The collector roadways will
require widening to 36-feet at intersections to allow for a center left-turn lane.
The layout of the internal collector streets eliminates the potential for cut-through
traffic and the need for traffic calming. The traffic volumes do not justify a
collector street connection to McMillan Road.
The private driveways/roadways abutting the office components provide adequate
site access. The traffic volumes do not justify direct lot access to the arterial street
system.
Construct center turn lanes on Ustick Road, Linder Road and Ten Mile Road at
the collector street intersections.
The Ustick Road intersections with Linder Road and Ten Mile Road will require
traffic signals at the completion of the residential and office portions of this
project. Based upon the forecast traffic volumes, the applicant's share of the
signal cost is estimated at 21% and 27% respectively.
Bridgetower Subdivision Analysis
Page 19
10.
11.
The McMillan Road intersections with Linder Road and Ten Mile Road will not
require traffic signals at the completion of the neighborhood shopping center.
The applicant and the Ada County Highway District should review the design of
the access to the elementary school. There are some advantages to reconfiguring
the elementary school site to allow the school buses and the parents' drop-
off/pick-up trips on the external, arterial roadway system.
The applicant and the Ada County Highway District should review the design of
the Collector A/Collector B/Collector C intersection. The proposed intersection
easily accommodates the anticipated traffic volumes and should be retained if
traffic calming is an important concern. The alternative intersection also easily
accommodates the anticipated traffic volumes and but should be considered if
there is to be less emphasis on traffic calming and more concern with the efficient
movement of traffic.
The neighborhood shopping center has adequate site access through the four
proposed driveways. Each of the driveways should provide one inbound and two
outbound lanes.
Bridgetower Subdivision Analysis
Page 20
APPENDIX A
NOMOGRAPH FOR LEFT-TURN LANES
Bridgetower Subdivision Analysis
Page 21
LEFI'-TUI:LN DECELER_-LTION-LA_N £
443O
:oo
lO0 -
~00 -
May be
20-.35 mpn
Not requtree
10 15 20 25 30
a~..a 5 rnph
.May be
requirec~
>.'at
APPENDIX B
CAPACITY ANALYSIS WORKSHEETS
Bridgetower Subdivision Analysis
Page 22
HCS: Unsignalized Intersections Release 3.2
TWO-WAY STOP CONTROL SUMMARY
Intersection:
Analyst:
Project No.:
Date: 12/22/00
East/West Street: Collector A
North/South Street: Collector B
Intersection Orientation: EW
Collector A and Collector B
Sanjeev Tandle
Study period (hrs): 0.25
Major Street: Approach
Movement 1
L T
Vehicle Volumes and Adjustments
Eastbound Westbound
2 3 14 5 6
R IL T R
Volume 34 50
Hourly Flow Rate, HFR 37
Percent Heavy Vehicles 1
Median Type Undivided
RT Channelized?
Lanes 0 1
Configuration LT
Upstream Signal? No
85 100
55 94 111
0
TR
No
Minor Street: Approach Northbound
Movement 7 8 9 I 10
L T R IL T
Southbound
11 12
R
Volume
Hourly Flow Rate, HFR
Percent Heavy Vehicles
Percent Grade (%)
Median Storage 1
Flared Approach: Exists?
Storage
RT Channelized?
Lanes
Configuration
0
138
0 1 0
LTR
0 74
153 0 82
1 1 1
0
No
Approach
Movement
Lane Config
Delay, Queue Length, and Level of Service
EB WB Northbound Southbound
1 4 17 8 9 I10 11 12
LT I I LTR
v (vph) 37
C(m) (vph) 1328
v/c 0.03
95% queue length 0.00
Control Delay 7.8
LOS A
Approach Delay
Approach LOS
235
681
0.35
1.67
13.0
B
13.0
B
HCS: Unsignalized Intersections Release 3.2
Phone: Fax:
E-Mail:
ALL-WAY STOP CONTROL(AWSC) ANALYSIS
Intersection: Ustick Road and Linder Road
City/State: Boise, ID
Analyst: Sanjeev Tandle
Project No.:
Time period Analyzed: Year 2000-PM Peak Hour
Date: 12/21/00
East/West Street: Ustick Road
North/South Street: Linder Road
Worksheet 2 - Volume Adjustments and Site Characteristics
[ Eastbound I Westbound I Northbound I Southbound I
IL T RIL T RIL T RIL T RI
Volume 150 200 50 I50 200 50 150 150 5O 150 250 50 I
% Thrus Left Lane
Eastbound Westbound
L1 L2 L1 L2 L1
Northbound Southbound
L2 L1 L2
Configuration LTR
PHF 0.90
Flow Rate 332
% Heavy Veh 2
No. Lanes 1
Opposing-Lanes
Conflicting-lanes 1
Geometry group
Duration, T 0.25 hrs.
LTR LTR LTR
0.90 0.90 0.90
332 276 387
2 2 2
1 I 1
1 1 1 1
1 1 1
1 1 1 1
Worksheet 3 - Saturation Headway Adjustment Worksheet
Eastbound Westbound
L1 L2 L1 L2 L1
Northbound Southbound
L2 L1 L2
Flow Rates:
Total in Lane 332
Left-Turn 55
Right-Turn 55
Prop. Left-Turns 0.2
Prop. Right-Tums 0.2
332 276 387
55 55 55
55 55 55
0.2 0.2 0.1
0.2 0.2 0.1
Prop. Heavy Vehicle0.0
Geometry Group 1
Adjustments Table 10-40:
hLT-adj 0.2
hRT-adj -0.6
hHV-adj 1.7
hadj, computed -0.0
0.0 0.0 0.0
1 1 1
0.2 0.2 0.2
-0.6 -0.6 -0.6
1.7 1.7 1.7
-0.0 -0.0 -0.0
Worksheet 4 - Departure Headway and Service Time
Northbound Southbound
L1 L2 L1 L2
276 387
3.20 3.20 3.20 3.20 3.20
0.25 0.34
7.00 6.74
0.54 0.72
Eastbound Westbound
L1 L2 L1 L2
Flow rate 332 332
hd, initial value 3.20 3.20 3.20
x, initial 0.30 0.30
hd, final value 6.87 6.87
x, final value 0.63 0.63
Move-up time, m 2.0 2.0 2.0 2.0
Service Time 4.9 4.9 5.0 4.7
Worksheet 5 - Capacity and Level of Service
Eastbound Westbound
L1 L2 L1 L2 L1
Northbound Southbound
L2 L1 L2
Flow Rate 332 332 276 387
Service Time 4.9 4.9 5.0 4.7
Utilization, x 0.63 0.63 0.54 0.72
Dep. headway, hd 6.87 6.87 7.00 6.74
Capacity 488 488 465 508
Delay 20.97 20.97 17.82 25.44
LOS C C C D
Approach:
Delay 20.97 20.97 17.82 25.44
LOS C C C D
Intersection LOS C
Intersection Delay 21.62
HCS: Unsignalized Intersections Release 3.2
Phone: Fax:
E-Mail:
ALL-WAY STOP CONTROL(AWSC) ANALYSIS
Intersection: McMillan Road and Linder Road
City/State: Boise, ID
Analyst: Sanjeev Tandle
Project No.:
Time period Analyzed: Year2000-PM Peak Hour
Date: 12/26/00
East/West Street: McMillan Road
North/South Street: Linder Road
Worksheet 2 - Volume Adjustments and Site Characteristics
I Eastbound I Westbound [ Northbound I Southbound
IL T R IL T R IL T R IL T RI
I I I I
Volume 125 25 25 125 50 25 125 175 50 150 300 25 I
% Thrus Left Lane
Eastbound Westbound
L1 L2 L1 L2 L1
Northbound Southbound
L2 L1 L2
Configuration LTR
PHF 0.90
Flow Rate 81
% Heavy Veh 2
No. Lanes 1
Opposing-Lanes
Conflicting-lanes 1
Geometry group
Duration, T 0.25 hrs.
LTR LTR LTR
0.90 0.90 0.90
109 276 415
2 2 2
1 1 1
1 1 1 1
1 1 1
1 1 1 1
Worksheet 3 - Saturation Headway Adjustment Worksheet
Eastbound Westbound
L1 L2 L1 L2 L1
Northbound Southbound
L2 L1 L2
Flow Rates:
Total in Lane 81
Left-Turn 27
Right-Turn 27
Prop. Left-Turns 0.3
Prop. Right-Turns 0.3
109 276 415
27 27 55
27 55 27
O.2 0.1 0.1
0.2 0.2 0.1
Prop. Heavy Vehicle0.0
Geometry Group 1
Adjustments Table 10-40:
hLT-adj 0.2
hRT-adj -0.6
hHV-adj 1.7
hadj, computed -0.1
0.2 0.2 0.2
-0.6 -0.6 -0.6
1.7 1.7 1.7
-0.1 -0.1 0.0
Worksheet 4 - Departure Headway and Service Time
Eastbound Westbound Northbound
L1 L2 L1 L2 L1 L2 L1
Flow rate 81 109 276 415
hd, initial value 3.20 3.20 3.20 3.20 3.20 3.20
x, initial 0.07 0.10 0.25 0.37
hd, final value 5.56 5.55 4.86 4.78
x, final value 0.13 0.17 0.37 0.55
Move-up time, m 2.0 2.0 2.0 2.0
Service Time 3.6 3.5 2.9 2.8
Southbound
L2
3.20 3.20
Worksheet 5 - Capacity and Level of Service
Eastbound Westbound
L1 L2 L1 L2 L1
Northbound Southbound
L2 L1 L2
Flow Rate 81
Service Time 3.6
Utilization, x 0.13
Dep. headway, hd 5.56
Capacity 331
Delay 9.36
LOS A
Approach:
Delay 9.36
LOS A
Intersection Delay 11.77
109 276 415
3.5 2.9 2.8
0.17 0.37 0.55
5.55 4.86 4.78
359 526 665
9.66 10.71 13.50
A B B
9.66 10.71 13.50
A B B
Intersection LOS B
HCS: Unsignalized Intersections Release 3.2
Phone: Fax:
E-Mail:
ALL-WAY STOP CONTROL(AWSC) ANALYSIS
Intersection: Ustick Road and Ten Mile Road
City/State: Boise, ID
Analyst: Sanjeev Tandle
Project No.:
Time period Analyzed: Year 2000oPM Peak Hour
Date: 12/21/00
East/West Street: Ustick Road
North/South Street: Ten Mile Road
Worksheet 2 - Volume Adjustments and Site Characteristics
I Eastbound I Westbound I Northbound. I Southbound
IL T R IL T R IL T R IL T RI
Volume 125 200 25 150 225 25 125 25 50 150 75 25 I
% Thrus Left Lane
Eastbound Westbound
L1 L2 L1 L2 L1
Northbound Southbound
L2 L1 L2
Configuration LTR LTR LTR LTR
PHF 0.90 0.90 0.90 0.90
Flow Rate 276 332 109 165
% Heavy Veh 2 2 2 2
No. Lanes 1 1 1 1
Opposing-Lanes 1 1 1 1
Conflicting-lanes I I 1 1
Geometry group 1 1 1 1
Duration, T 0.25 hrs.
Worksheet 3 - Saturation Headway Adjustment Worksheet
Eastbound Westbound
L1 L2 L1 L2 L1
Northbound Southbound
L2 L1 L2
Flow Rates:
Total in Lane 276
Left-Turn 27
Right-Turn 27
Prop. Left-Turns 0.1
Prop. Right-Turns 0.1
332 109 165
55 27 55
27 55 27
0.2 0.2 0.3
0.1 0.5 0.2
Prop. Heavy Vehicle0.0
Geometry Group 1
Adjustments Table 10-40:
hLT-adj 0.2
hRT-adj -0.6
hHV-adj 1.7
hadj, computed -0.0
0.2 0.2 0.2
-0.6 -0.6 -0.6
1.7 1.7 1.7
0.0 -0.2 0.0
Worksheet 4 - Departure Headway and Service Time
Northbound Southbound
L1 L2 L1 L2
109 165
3.20 3.20 3.20 3.20 3.20
0.10 0.15
5.43 5.54
0.16 0.25
Eastbound Westbound
L1 L2 L1 L2
Flow rate 276 332
hd, initial value 3.20 3.20 3.20
x, initial 0.25 0.30
hd, final value 5.08 5.03
x, final value 0.39 0.46
Move-up time, m 2.0 2.0 2.0 2.0
Service Time 3.1 310 3.4 3.5
Worksheet 5 - Capacity and Level of Service
Eastbound Westbound
L1 L2 L1 L2 L1
Northbound Southbound
L2 L1 L2
Flow Rate 276
Service Time 3.1
Utilization, x 0.39
Dep. headway, hd 5.08
Capacity
Delay
LOS
Approach:
Delay
LOS
526
11.28
B
11.28
B
Intersection Delay 11.29
B
332 109 165
3.0 3.4 3.5
0.46 0.16 0.25
5.03 5.43 5.54
582 359 415
12.31 9.50 10.42
A B
12.31 9.50 10.42
B A B
Intersection LOS B
HCS: Unsignalized Intersections Release 3.2
Intersection:
Analyst:
Project No.:
Date: 12/21/00
East/West Street: McMillan Road
North/South Street: Ten Mile Road
Intersection Orientation: NS
TWO-WAY STOP CONTROL SUMMARY
Ten Mile Road and McMillan Roa
Sanjeev Tandle
Study period (hrs): 0.25
Major Street: Approach
Movement 1
L T
Vehicle Volumes and Adjustments
Northbound Southbound
2 3 14 5 6
R IL T R
Volume 25 25
Hourly Flow Rate, HFR 27
Percent Heavy Vehicles 2
Median Type Undivided
RT Channelized?
Lanes 0 1
Configuration LTR
Upstream Signal? No
.25 100
27 27 111
0
1
LTR
No
Minor Street: Approach Westbound
Movement 7 8 9 I 10
L T R IL T
Eastbound
11 12
R
Volume 25 50 25 25 25 25
Hourly Flow Rate, HFR 27 55 27 27 27
Percent Heavy Vehicles 2 2 2 2 2
Percent Grade (%) 0 0
Median Storage 1
Flared Approach: Exists? No No
Storage
RT Channelized?
Lanes 0 1 0 0 1 0
Configu ration LTR LTR
27
2
Approach NB
Movement 1
Lane Config LTR
Delay, Queue Length, and Level of Service
SB Westbound Eastbound
4 I 7 8 9 I 10 11 12
LTRI LTR I LTR
v(vph) 27 27 109
C(m) (vph) 1328 1426 522
v/c 0.02 0.02 0.21
95% queue length 0.00 0.00 0.84
Control Delay 7.8 7.6 13.7
LOS A A B
Approach Delay 13.7
Approach LOS B
81
511
0.16
0.58
13.4
B
13.4
B
HCS: Unsignalized Intersections Release 3.2
Phone: Fax:
E-Mail:
ALL-WAY STOP CONTROL(AWSC) ANALYSIS
Intersection: Ustick Road and Linder Road
City/State: Boise, ID
Analyst: Sanjeev Tandle
Project No.:
Time period Analyzed: Year 2005-PM Peak Hour
Date: 12/21/00
East/West Street: Ustick Road
North/South Street: Linder Road
Worksheet 2 - Volume Adjustments and Site Characteristics
I Eastbound I Westbound I Northbound I Southbound
IL T R IL T R IL T R IL T RI
I I I I
Volume 195 295 75 160 295 80 175 230 60 175 360 90
% Thrus Left Lane
Eastbound Westbound
L1 L2 L1 L2 L1
Northbound Southbound
L2 L1 L2
Configuration LTR
PHF 0.95
Flow Rate 488
% Heavy Veh 2
No. Lanes 1
Opposing-Lanes
Conflicting-lanes 1
Geometry group
Duration, T 0.25 hrs.
LTR LTR LTR
0.95 0.95 0.95
457 383 550
2 2 2
1 1 1
1 1 1 1
1 1 1
1 I I 1
Worksheet 3 - Saturation Headway Adjustment Worksheet
Eastbound Westbound
L1 L2 L1 L2 L1
Northbound Southbound
L2 L1 L2
Flow Rates:
Total in Lane 488
Left-Turn 100
Right-Turn 78
Prop. Left-Turns 0.2
Prop. Right-Turns 0.2
457 383 550
63 78 78
84 63 94
0.1 0.2 0.1
0.2 0.2 0.2
Prop. Heavy Vehicle0.0
Geometry Group 1
Adjustments Table 10-40:
hLT-adj 0.2
hRT-adj -0.6
hHV-adj 1.7
hadj, computed -0.0
0.0 0.0
1 1
0.2 0.2 0.2
-0.6 -0.6 -0.6
1.7 1.7 1.7
-0.0 -0.0 -0.0
Worksheet 4 - Departure Headway and Service Time
Northbound Southbound
L1 L2 L1 L2
383 550
3.20 3.20 3.20 3.20 3.20
0.34 0.49
9.10 9.01
0.97 1.38
Eastbound Westbound
L1 L2 L1 L2
Flow rate 488 457
hd, initial value 3.20 3.20 3.20
x, initial 0.43 0.41
hd, final value 9.03 9.00
x, final value 1.22 1.14
Move-up time, m 2.0 2.0 2.0 2.0
Service Time 7.0 7.0 7.1 7.0
Worksheet 5 - Capacity and Level of Service
Eastbound Westbound
L1 L2 L1 L2 L1
Northbound Southbound
L2 L1 L2
Flow Rate 488
Service Time 7.0
Utilization, x 1.22
Dep. headway, hd 9.03
Capacity 488
Delay 149.10
LOS F F
Approach:
Delay 149.10
LOS F
Intersection Delay 143.12
457 383 550
7.0 7.1 7.O
1.14 0.97 1.38
9.00 9.10 9.01
457 396 550
119.34 68.27 209.69
F F
F
119.34 68.27
F F
Intersection LOS F
209.69
HCS: Unsignalized Intersections Release 3.2
Phone: Fax:
E-Mail:
ALL-WAY STOP CONTROL(AWSC) ANALYSIS
Intersection: McMillan Road and Linder Road
City/State: Boise, ID
Analyst: Sanjeev Tandle
Project No.:
Time period Analyzed: Year2005-PM Peak Hour
Date: 12/26/00
East/West Street: McMillan Road
North/South Street: Linder Road
Worksheet 2 - Volume Adjustments and Site Characteristics
I Eastbound I Westbound I Northbound I Southbound
IL T R IL T RIL T R IL T RI
I I I I
Volume 135 4O 35 135 65 3O 137 25O 75 160 410 35 I
% Thrus Left Lane
Eastbound Westbound
L1 L2 L1 L2 L1
Northbound Southbound
L2 L1 L2
Configuration LTR
PHF 0.95
Flow Rate 114
% Heavy Veh 2
No. Lanes 1
Opposing-Lanes
Conflicting-lanes 1
Geometry group
Duration, T 0.25 hrs.
LTR LTR LTR
0.95 0.95 0.95
135 379 530
2 2 2
1 1 1
1 I I 1
1 1 1
1 1 1 1
Worksheet 3 - Saturation Headway Adjustment Worksheet
Eastbound Westbound
L1 L2 L1 L2 L1
Northbound Southbound
L2 L1 L2
Flow Rates:
Total in Lane 114
Left-Turn 36
Right-Turn 36
Prop. Left-Tums 0.3
Prop. Right-Tums 0.3
135 379 530
36 38 63
31 78 36
0.3 0.1 0.1
0.2 0.2 0.1
Prop. Heavy Vehicle0.0
Geometry Group 1
Adjustments Table 10-40:
hLT-adj 0.2
hRT-adj -0.6
hHV-adj 1.7
hadj, computed -0.1
0.2 0.2 0.2
-0.6 -0.6 -0.6
1.7 1.7 1.7
-0.1 o0.1 0.0
Worksheet 4 - Departure Headway and Service Time
Northbound Southbound
L1 L2 L1 L2
379 530
3.20 3.20 3.20 3.20 3.20
0.34 0.47
5.35 5.23
0.56 0.77
Eastbound Westbound
L1 L2 L1 L2
Flow rate 114 135
hd, initial value 3.20 3.20 3.20
x, initial 0.10 0.12
hd, final value 6.32 6.30
x, final value 0.20 0.24
Move-up time, m 2.0 2.0 2.0 2.0
Service Time 4.3 4.3 3.3 3.2
Worksheet 5 - Capacity and Level of Service
Eastbound Westbound
L1 L2 L1 L2 L1
Northbound Southbound
L2 L1 L2
Flow Rate 114 135 379 530
Service Time 4.3 4.3 3.3 3.2
Utilization, x 0.20 0.24 0.56 0.77
Dep. headway, hd 6.32 6.30 5.35 5.23
Capacity 364 385 629 677
Delay 10.89 11.24 15.00+ 23.51
LOS B B C C
Approach:
Delay 10.89 11.24 15.00+ 23.51
LOS B B C C
Intersection LOS C
Intersection Delay 18.06
HCS: Unsignalized Intersections Release 3.2
2o05'-
Phone: Fax:
E~Mail:
ALL-WAY STOP CONTROL(AWSC) ANALYSIS
Intersection: Ustick Road and Ten Mile Road
City/State: Boise, ID
Analyst: Sanjeev Tandle
Project No.:
Time period Analyzed: Year 2005-PM Peak Hour
Date: 12/21/00
East/West Street: Ustick Road
North/South Street: Ten Mile Road
Worksheet 2 - Volume Adjustments and Site Characteristics
I Eastbound I Westbound I Northbound I Southbound
IL T R IL T R IL T R IL T R I
Volume 170 295 30 175 320 80 ]30 70 76 1116 160 50
% Thrus Left Lane
Eastbound Westbound
L1 L2 L1 L2 L1
Northbound Southbound
L2 L1 L2
Configuration LTR LTR LTR LTR
PHF 0.95 0.95 0.95 0.95
Flow Rate 414 498 184 342
% Heavy Veh 2 2 2 2
No. Lanes 1 1 1 1
Opposing-Lanes 1 1 1 1
Conflictingqanes 1 1 1 1
Geometry group 1 1 1 1
Duration, T 0.25 hrs.
Worksheet 3 - Saturation Headway Adjustment Worksheet
Eastbound Westbound
L1 L2 L1 L2 L1
Northbound Southbound
L2 L1 L2
Flow Rates:
Total in Lane 414
Left-Turn 73
Right-Turn 31
Prop. Left-Turns 0.2
Prop. Right-Turns 0.1
498 184 342
78 31 122
84 80 52
0.2 0.2 0.4
0.2 0.4 0.2
Prop. Heavy VehicleO.0 0.0
Geometry Group 1 1
Adjustments Table 10-40:
hLT-adj 0.2 0.2
hRT-adj -0.6 -0.6
h HV-adj 1.7 1.7
hadj, computed 0.0 -0.0
0.0 0.0
1 1
0.2 0.2
-0.6 -0.6
1.7 1.7
-0.2 0.0
Worksheet 4 - Departure Headway and Service Time
Northbound Southbound
L1 L2 L1 L2
184 342
3.20 3.20 3.20 3.20 3.20
0.16 0.30
7.76 7.36
0.40 0.70
Eastbound Westbound
L1 L2 L1 L2
Flow rate 414 498
hd, initial value 3.20 3.20 3.20
x, initial 0.37 0.44
hd, final value 7.03 6.79
x, final value 0.81 0.94
Move-up time, m 2.0 2.0 2.0 2.0
Service Time 5.0 4.8 5.8 5.4
Worksheet 5 - Capacity and Level of Service
Eastbound Westbound
L1 L2 L1 L2 L1
Northbound Southbound
L2 L1 L2
Flow Rate 414 498 184 342
Service Time 5.0 4.8 5.8 5.4
Utilization, x 0.81 0.94 0.40 0.70
Dep. headway, hd 7.03 6.79 7.76 7.36
Capacity 496 526 418 467
Delay 33.32 51.32 15.76 25.74
LOS D F C D
Approach:
Delay 33.32 51.32 15.76 25.74
LOS D F C D
Intersection LOS E
Intersection Delay 35.50
HCS: Unsignalized Intersections Release 3.2
Intersection:
Analyst:
Project No.:
Date: 12/21/00
East/West Street: McMillan Road
North/South Street: Ten Mile Road
Intersection Orientation: NS
TWO-WAY STOP CONTROL SUMMARY
TMcMillan Rd. and Ten Mile Rd.
Sanjeev Tandle
Study period (hrs): 0.25
Major Street: Approach
Movement 1
L T
Vehicle Volumes and Adjustments
Northbound Southbound
2 3 14 5 6
R IL T R
Volume 50 50 30 160
Hourly Flow Rate, HFR 52 52 31
Percent Heavy Vehicles 2 .... 2
Median Type Undivided
RT Channelized?
Lanes 0 1 0 1
Configuration LTR LTR
Upstream Signal? No No
168
Minor Street: Approach Westbound
Movement 7 8 9 I 10
L T R IL T
Eastbound
11 12
R
Volume 40 60 30 30 30
Hourly Flow Rate, HFR 42 63 31 31
Percent Heavy Vehicles 2 2 2 2 2
Percent Grade (%) 0 0
Median Storage 1
Flared Approach: Exists? No No
Storage
RT Channelized?
Lanes 0 1 0 0 1 0
Configu ration LTR LTR
4O
31 42
2
Approach NB
Movement 1
Lane Config LTR
Delay, Queue Length, and Level of Service
SB Westbound Eastbound
4 I 7 8 9 I 10 11 12
LTRI LTR I LTR
v (vph) 52 31 136
C(m) (vph) 1262 1367 403
v/c 0.04 0.02 0.34
95% queue length 0.00 0.00 1.54
Control Delay 8.0 7.7 18.4
LOS A A C
Approach Delay 18.4
Approach LOS C
104
419
0.25
1.03
16.4
C
16.4
C
HCS: Signalized Intersections Release 3.2
ZeoS-
Phone:
E-Mail:
Fax:
PLANNING ANALYSIS
Intersection:
Project No:
City/State:
Time Period Analyzed:
Analyst:
Date:
East/West Street Name:
North/South Street Name:
Ustick Road and Linder Road
Boise, ID
Existing + 5year Project
Sanjeev Tandle
12/27/00
Ustick Road
Linder Road
VOLUME DATA
Eastbound
L T R
Num. Lanes 0 1
Volume 95 295
Parking N
Coord. N
LT Treat. ~
Peak hour factor:
0
75
0.95
Westbound
L T R
0 1 0
60 295 80
N
N
Northbound
L T R
0 1 0
75 230 60
N
N
?
Area Type: Ail other areas
Southbound
L T R
0 1 0
75 360 90
N
N
?
LANE VOLUME WORKSHEET
EAST
BOUND
LEFT TURN MOVEMENT
1. LT volume
2. Opposing mainline volume
3. Number of exclusive LT lanes
Cross Product [2] * [1]
95
375
0
35625
Left Lane Configuration (E=Excl, S=Shrd) :
Left Turn Treatment Type:
S
U
4. LT adjustment factor
5. LT lane vol
RIGHT TURN MOVEMENT
Right Lane Configuration (E=Excl, S=Shrd)
6. RT volume
7. Exclusive lanes
8. RT adjustment factor
9. Exclusive RT lane volume
10. Shared lane vol
S
75
0
0.850
88
THROUGH MOVEMENT
11
12
13
14
15
16
17
18
19
Thru volume
Parking adjustment factor
No. of thru lanes including shared
Total approach volume
Prop. of left turns in lane group
Left turn equivalence
LT adj. factor:
Through lane volume
Critical lane volume
295
1.00
1
383
0.20
2.03
0.773
496
496
Left Turn Check (if [16] > 3.5)
20. Permitted left turn sneaker capacity:
7200/Cmax
6O
WEST
BOUND
6O
370
0
22200
S
U
S
8O
0
0.850
94
295
1.00
1
389
0.14
2.02
0.873
446
446
6O
NORTH
BOUND
75
45O
0
33750
S
U
S
60
0
'0. 850
71
230
1.00
1
301
0.21
2.19
0.809
372
372
6O
SOUTH
BOUND
75
290
0
21750
S
U
S
90
0
0.850
106
360
1.00
1
466
0.14
1.86
0.848
549
549
6O
SIGNAL OPERATIONS WORKSHEET
Phase Plan Selection from Lane Volume Worksheet
EAST
BOUND
Critical through-RT vol: [19]
LT lane vol: [5]
Left turn protection: (P/U/N)
Dominant left turn: (Indicate by '<')
496
0
U
WEST
BOUND
446
0
U
NORTH
BOUND
372
0
U
SOUTH
BOUND
549
0
U
Selection Criteria based on the
specified left turn protection
< Indicates the dominant left turn
for each opposing pair
Plan 1: U
Plan 2a: U
Plan 2b: P
Plan 3a:<P
Plan 3b: P
Plan 4: N
Phase plan selected (1 to 4)
Min. cycle (Cmin) 60
Max. cycle (Cmax) 120
Timing Plan
Value
EAST-WEST
Ph 1 Ph 2 Ph 3
Movement codes
Critical phase vol [CV]
Critical sum [CS] 1045
CBD adjustment [CBD] 1.00
Reference sum [RS] 1624
Lost time/phase [PL]
Lost time/cycle [TL] 8
Cycle length [CYC] 60.0
Phase time
Critical V/c Ratio [Xcm]
Status
U U U
P U P
U P U
P <P P
<P P <P
N N N
1
NORTH-SOUTH
Ph 1 Ph 2
EWT NST
496 0 0 549 0
4 0 0 4 0 0
28.7 0.0 0.0 31.3 0.0 0.0
0.62
Under capacity
Ph 3
HCS: Signalized Intersections Release 3.2
Phone:
E-Mail:
Fax:
PLANNING ANALYSIS
Intersection:
Project No:
City/State:
Time Period Analyzed:
Analyst:
Date:
East/West Street Name:
North/South Street Name:
Ustick Road and Ten Mile Road
Boise, ID
Existing + 5year Project
Sanjeev Tandle
12/27/00
Ustick Road
Ten Mile Road
VOLUME DATA
Eastbound
L T R
Num. Lanes 0 1
Volume 70 295
Parking N
Coord. N
LT Treat. ~
Peak hour factor:
0
3O
0.95
Westbound
L T R
0 1 0
75 320 8O
N
N
?
Northbound
L T R
0 1 0
30 70 76
N
N
Area Type: Ail other areas
Southbound
L T R
0 1 0
116 160 50
N
N
LANE VOLUME WORKSHEET
EAST
BOUND
LEFT TURN MOVEMENT
1. LT volume
2. Opposing mainline volume
3. Number of exclusive LT lanes
Cross Product [2] * [1]
70
400
0
28000
Left Lane Configuration (E=Excl, S=Shrd) :
Left Turn Treatment Type:
S
U
4. LT adjustment factor
5. LT lane vol
0
RIGHT TURN MOVEMENT
Right Lane Configuration E=Excl, S=Shrd)
6. RT volume
7. Exclusive lanes
8 RT adjustment factor
9. Exclusive RT lane volume
10. Shared lane vol
S
30
0
0.850
35
THROUGH MOVEMENT
11
12
13
14
15
16
17
18
19
Thru volume
Parking adjustment factor
No. of thru lanes including shared
Total approach volume
Prop. of left turns in lane group
Left turn equivalence
LT adj. factor:
Through lane volume
Critical lane volume
295
1.00
1
330
0 . :18
2.08
0.835
395
395
Left Turn Check (if [16] > 3.5)
20. Permitted left turn sneaker capacity:
7200/Cmax
6O
WEST
BOUND
75
325
0
24375
S
U
S
80
0
0.850
94
320
1.00
1
414
0.16
1.93
0.839
493
493
60
NORTH
BOUND
3O
210
0
6300
S
U
S
76
0
0.850
89
7O
1.00
1
159
0.17
1.72
0.934
170
170
60
SOUTH
BOUND
116
146
0
16936
S
U
S
5O
0
0.850
59
160
1.00
1
219
0.36
1.61
0.671
326
326
60
SIGNAL OPERATIONS WORKSHEET
Phase Plan Selection from Lane Volume Worksheet
EAST
BOUND
Critical through-RT vol: [19]
LT lane vol: [5]
Left turn protection: (P/U/N)
Dominant left turn: (Indicate by '<')
395
0
U
WEST
BOUND
493
0
U
NORTH
BOUND
170
0
U
SOUTH
BOUND
326
0
U
Selection Criteria based on the
specified left turn protection
< Indicates the dominant left turn
for each opposing pair
Plan 1: U
Plan 2a: U
Plan 2b: P
Plan 3a:<P
Plan 3b: P
Plan 4: N
Phase plan selected (1 to 4)
Min. cycle (Cmin) 60
Max. cycle (Cmax) 120
Timing Plan
Value
EAST-WEST
Ph 1 Ph 2 Ph 3
Movement codes
Critical phase vol ICY]
Critical sum [CS] 819
CBD adjustment [CBD] 1.00
Reference sum [RS] 1624
Lost time/phase [PL]
Lost time/cycle ITL] 8
Cycle length [CYC] 60.0
Phase time
Critical v/c Ratio [Xcm]
Status
EWT
493 0 0
U U U
P U P
U P U
P <P P
<P P <P
N N N
NORTH-SOUTH
Ph 1 Ph 2
NST
326 0
4 0 0 4 0 0
Ph 3
0.49
Under capacity
35.3 0.0 0.0 24.7 0.0 0.0
HCS: Signalized Intersections Release 3.2
,2.0[0
Phone:
E-Mail:
Intersection:
Project No:
City/State:
Time Period Analyzed:
2Lnalyst:
Date:
East/West Street Name:
North/South Street Name:
Eastbound
L T R
Num. Lanes
Volume
Parking
Coord.
LT Treat. ~
Peak hour factor:
0 1 0
110 340 85
N
N
0.95
Fax:
PLANNING ANALYSIS
Ustick Road and Linder Road
Boise, ID
Existing + 10year Project
Sanjeev Tandle
12/27/00
Ustick Road
Linder Road
VOLUME DATA
Westbound
L T R
0 1 0
70 340 90
N
N
?
Northbound
L T R
0 1 0
85 280 70
N
N
?
Area Type: Ail other areas
Southbound
L T R
0 1 0
100 420 100
N
N
LANE VOLUME WORKSHEET
EAST
BOUND
LEFT TURN MOVEMENT
1. LT volume
2. Opposing mainline volume
3. Number of exclusive LT lanes
Cross Product [2] * [1]
110
430
0
47300
Left Lane Configuration (E=Excl, S=Shrd) :
Left Turn Treatment Type:
S
U
4. LT adjustment factor
5. LT lane vol
RIGHT TURN MOVEMENT
Right Lane Configuration (E=Excl, S=Shrd)
6. RT volume
7. Exclusive lanes
8. RT adjustment factor
9. Exclusive RT lane volume
10. Shared lane vol
S
85
0
0.850
100
THROUGH MOVEMENT
11
12
13
14
15
16
17
18
19
Thru volume
Parking adjustment factor
No. of thru lanes including shared
Total approach volume
Prop. of left turns in lane group
Left turn equivalence
LT adj. factor:
Through lane volume
Critical lane volume
340
1.00
1
440
0.21
2.14
0.735
599
599
Left Turn Check (if [16] > 3.5)
20. Permitted left turn sneaker capacity:
7200/Cmax
6O
WEST
BOUND
70
425
0
29750
S
U
S
90
0
0.850
106
340
1.00
1
446
0.14
2.13
0.848
526
526
6O
NORTH
BOUND
85
520
0
44200
S
U
S
70
0
0. 850
82
280
1.00
1
362
0.20
2.35
0.784
462
462
6O
SOUTH
BOUND
100
35O
0
35000
S
U
S
100
0
0.850
118
420
1.00
1
538
0.16
1.98
0.787
684
684
6O
SIGNAL OPERATIONS WORKSHEET
Phase Plan Selection from Lane Volume Worksheet
EAST
BOUND
Critical through-RT vol: [19]
LT lane vol: [5]
Left turn protection: (P/U/N)
Dominant left turn: (Indicate by '<')
599
0
U
WEST
BOUND
526
0
U
NORTH
BOUND
462
0
U
SOUTH
BOUND
684
0
U
Selection Criteria based on the
specified left turn protection
< Indicates the dominant left turn
for each opposing pair
Plan 1: U
Plan 2a: U
Plan 2b: P
Plan 3a:<P
Plan 3b: P
Plan 4: N
Phase plan selected (1 to 4)
Min. cycle (Cmin) 60
Max. cycle (Cmax) 120
Timing Plan
Value
EAST-WEST
Ph 1 Ph 2 Ph 3
Movement codes
Critical phase vol [CV]
Critical sum [CS] 1283
CBD adjustment [CBD] 1.00
Reference sum [RS] 1624
Lost time/phase [PL]
Lost time/cycle [TL] 8
Cycle length [CYC] 60.0
Phase time
Critical v/c Ratio [Xcm]
Status
EWT
599 0 0
U U U
P U P
U P U
P <P P
<P P <P
N N N
NORTH-SOUTH
Ph 1 Ph 2
NST
684 0
4 0 0 4 0 0
Ph 3
0.76
Under capacity
28.3 0.0 0.0 31.7 0.0 0.0
HCS: Signalized Intersections Release 3.2
Phone:
E-Mail:
Intersection:
Project No:
City/State:
Time Period Analyzed:
Analyst:
Date:
East/West Street Name:
North/South Street Name:
Eastbound
L T R
Num. Lanes 0 1
Volume 90 340
Parking N
Coord. N
LT Treat. ?
Peak hour factor:
0
35
0.95
Fax:
PLANNING ANALYSIS
Ustick Road and Ten Mile Road
Boise, ID
Existing + 10year Project
Sanjeev Tandle
12/27/00
Ustick Road
Ten Mile Road
VOLUME DATA
Westbound
L T R
0 1 0
85 370 90
N
N
?
Northbound
L T R
0 1 0
35 110 85
N
N
?
Area Type: Ail other areas
Southbound
L T R
0 1 0
140 190 70
N
N
LANE VOLUME WORKSHEET
EAST
BOUND
LEFT TURN MOVEMENT
1. LT volume
2. Opposing mainline volume
3. Number of exclusive LT lanes
Cross Product [2] * [1]
90
460
0
41400
Left Lane Configuration (E=Excl, S=Shrd) :
Left Turn Treatment Type:
S
U
4. LT adjustment factor
5. LT lane vol
RIGHT TURN MOVEMENT
Right Lane Configuration (E=Excl, S=Shrd)
6. RT volume
7. Exclusive lanes
8. RT adjustment factor
9. Exclusive RT lane volume
10. Shared lane vol
S
35
0
0.850
41
THROUGH MOVEMENT
11
12
13
14
15
16
17
18
19
Thru volume
Parking adjustment factor
No. of thru lanes including shared
Total approach volume
Prop. of left turns in lane group
Left turn equivalence
LT adj. factor:
Through lane volume
Critical lane volume
340
1.00
1
381
0.19
2.21
0.780
489
489
Left Turn Check (if [16] > 3.5)
20. Permitted left turn sneaker capacity:
7200/Cmax
6O
WEST
BOUND
85
375
0
31875
S
U
S
9O
0
0.850
106
370
1.00
1
476
0.16
2.03
0.816
583
583
6O
NORTH
BOUND
35
260
0
9100
S
U
S
85
0
0.850
100
110
1.00
1
210
0.15
1.81
0. 925
227
227
6O
SOUTH
BOUND
140
195
0
27300
S
U
S
70
0
0.850
82
190
t.00
1
272
0.35
1.69
0.616
441
441
6O
SIGNAL OPERATIONS WORKSHEET
Phase Plan Selection from Lane Volume Worksheet
Critical through-RT vol: [19]
LT lane vol: [5]
Left turn protection: (P/U/N)
Dominant left turn: .(Indicate by '<')
EAST
BOUND
489
0
U
WEST
BOUND
583
0
U
NORTH
BOUND
227
0
U
SOUTH
BOUND
441
0
U
Selection Criteria based on the
specified left turn protection
< Indicates the dominant left turn
for each opposing pair
Plan 1: U
Plan 2a: U
Plan 2b: P
Plan 3a:<P
Plan 3b: P
Plan 4: N
Phase plan selected (1 to 4)
Min. cycle (Cmin) 60
Max. cycle (Cmax) 120
Timing Plan
Value
EAST-WEST
Ph 1 Ph 2 Ph 3
Movement codes
Critical phase vol [CV]
Critical sum [CS] 1024
CBD adjustment [CBD] 1.00
Reference sum [RS] 1624
Lost time/phase [PL]
Lost time/cycle ITL] 8
Cycle length [CYC] 60.0
Phase time
Critical v/c Ratio [Xcm]
Status
EWT
583 0 0
U U U
P U P
U P U
P <P P
<P P <P
N N N
NORTH-SOUTH
Ph 1 Ph 2
NST
441 0
4 0 0 4 0 0
33.6 0.0 0.0 26.4 0.0 0.0
0.61
Under capacity
Ph 3
HCS: Unsignalized Intersections Release 3.2
Phone: Fax:
E-Mail:
ALL-WAY STOP CONTROL(AWSC) ANALYSIS
Intersection: McMillan Road and Linder Road
City/State: Boise, ID
Analyst: Sanjeev Tandle
Project No.:
Time period Analyzed: Year2010-PM Peak Hour
Date: 12/26/00
East/West Street: McMillan Road
North/South Street: Linder Road
Worksheet 2 - Volume Adjustments and Site Characteristics
I Eastbound I Westbound I Northbound I Southbound I
IL T R IL T R IL T R IL T RI
I I I I
Volume 160 65 6o 140 105 35 155 290 90 170 470 55 I
% Thrus Left Lane
Eastbound Westbound
L1 L2 L1 L2 L1
No~hbound Southbound
L2 L1 L2
Configuration LTR
PHF 0.95
Flow Rate 194
% Heavy Veh 2
No. Lanes 1
Opposing-Lanes
Conflicting-lanes 1
Geometry group
Duration, T 0.25 hrs.
LTR LTR LTR
0.95 0.95 0.95
188 456 624
2 2 2
1 1 1
1 1 1 1
1 1 1
1 1 1 1
Worksheet 3 - Saturation Headway Adjustment Worksheet
Eastbound Westbound
L1 L2 L1 L2 L1
NoAhbound Southbound
L2 L1 L2
Flow Rates:
Total in Lane 194
Left-Turn 63
Right-Turn 63
Prop. Left-Turns 0.3
Prop. Right-Turns 0.3
188 456 624
42 57 73
36 94 57
0.2 0.1 0.1
0.2 0.2 0.1
Prop. Heavy Vehicle0.0
Geometry Group 1
Adjustments Table 10-40:
hLT-adj 0.2
hRT-adj -0.6
hHV-adj 1.7
hadj, computed -0.1
0.0 0.0 0.0
1 1 1
0.2 0.2 0.2
-0.6 -0.6 -0.6
1.7 1.7 1.7
-0.0 -0.1 0.0
Worksheet 4 - Departure Headway and Service Time
Northbound Southbound
L1 L2 L1 L2
456 624
3.20 3.20 3.20 3.20 3.20
0.41 0.55
6.33 6.17
0.80 1.07
Eastbound Westbound
L1 L2 L1 L2
Flow rate 194 188
hd, initial value 3.20 3.20 3.20
x, initial 0.17 0.17
hd, final value 7.32 7.40
x, final value 0.39 0.39
Move-up time, m 2.0 2.0 2.0 2.0
Service Time 5.3 5.4 4.3 4.2
Worksheet 5 - Capacity and Level of Service
Eastbound Westbound
L1 L2 L1 L2 L1
Northbound Southbound
L2 L1 L2
Flow Rate 194 188 456 624
Service Time 5.3 5.4 4.3 4.2
Utilization, x 0.39 0.39 0.80 1.07
Dep. headway, hd 7.32 7.40 6.33 6.17
Capacity 444 438 562 624
Delay 15.02 14.98 30.09 81.20
LOS C B D F
Approach:
Delay 15.02 14.98 30.09 81.20
LOS C B D F
Intersection LOS E
Intersection Delay 47.96
HCS: Unsignalized Intersections Release 3.2
...2.,o I o
Intersection:
Analyst:
Project No.:
Date: 12/21/00
East/West Street: McMillan Road
North/South Street: Ten Mile Road
Intersection Orientation: NS
TWO-WAY STOP CONTROL SUMMARY
Ten Mile Road and McMillan Roa
Sanjeev Tandle
Study period (hrs): 0.25
Major Street: Approach
Movement 1
L T
Vehicle Volumes and Adjustments
Northbound Southbound
2 3 14 5 6
R IL T R
Volume 60 100
Hourly Flow Rate, HFR 63
Percent Heavy Vehicles 2
Median Type Undivided
RT Channelized?
Lanes 0 1
Configuration LTR
Upstream Signal? No
70 230
105 73 242
.... ....
0
1
LTR
No
Minor Street: Approach Westbound
Movement 7 8 9 I 10
L T R IL T
Eastbound
11 12
R
Volume 65 110 75 55 55
Hourly Flow Rate, HFR 68 115 78 57
Percent Heavy Vehicles 2 2 2 2 2
Percent Grade (%) 0 0
Median Storage 1
Flared Approach: Exists? No No
Storage
RT Channelized?
Lanes 0 I 0 0 1 0
Configu ration LTR LTR
45
57
2
47
Approach NB
Movement 1
Lane Config LTR
Delay, Queue Length, and Level of Service
SB Westbound Eastbound
4 I 7 8 9 I 10 11 12
LTRI LTR I LTR
v (vph) 63 73 261
C(m) (vph) 1164 1250 265
v/c 0.05 0.06 0.98
95% queue length 0.03 0.05 8.48
Control Delay 8.3 8.1 92.9
LOS A A F
Approach Delay 92.9
Approach LOS F
161
201
0.80
4.95
70.1
F
70.1
F
HCS: Unsignalized Intersections Release 3.2
Phone: Fax:
E-Mail:
ALL-WAY STOP CONTROL(AWSC)ANALYSIS
Intersection: McMillan Road and Linder Road
City/State: Boise, ID
Analyst: Sanjeev Tandle
Project No.:
Time period Analyzed: Year2010-PM Peak Hour
Date: 12/26/00
East/West Street: McMillan Road
North/South Street: Linder Road
Worksheet 2 - Volume Adjustments and Site Characteristics
I Eastbound I Westbound I Northbound I Southbound
IL T R IL T R IL T RIL T RI
I I I I
Volume 160 65 6O 140 105 35 155 290 90 [70 470 55
% Thrus Left Lane
Eastbound Westbound
L1 L2 L1 L2 L1
Northbound Southbound
L2 L1 L2
Configuration L TR L TR
PHF 0.95 1.00 0.95 1.00
Flow Rate 63 125 42 140
% Heavy Veh 2 0 2 0
No. Lanes 2 2
Opposing-Lanes 2 2
Conflicting-lanes2 2
Geometry group 5 5
Duration, T 0.25 hrs.
L TR
0.95 1.00
57 380
2 0 2
2 2
2 2
2 2
5 5
L TR
0.95 1.00
73 525
0
Worksheet 3 - Saturation Headway Adjustment Worksheet
Eastbound Westbound
L1 L2 L1 L2 L1
Northbound Southbound
L2 L1 L2
Flow Rates:
Total in Lane 63 125 42 140 57 380 73 525
Left-Turn 63 0 42 0 57 0 73 0
Right-Turn 0 60 0 35 0 90 0 55
Prop. Left-Turns 1.0 0.0 1.0 0.0 1.0 0.0 1.0 0.0
Prop. Right-Turns 0.0 0.5 0.0 0.3 0.0 0.2 0.0 0.1
Prop. Heavy Vehicle0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Geometw Group 5 5 5 5
Adjustments Table 10-40:
hLT-adj 0.2 0.2 0.2 0.2
hRT-adj -0.6 -0.6 -0.6 -0.6
h HV-adj 1.7 1.7 1.7 1.7
hadj, computed 0.2 -0.3 0.2 -0.2 0.2 -0.1 0.2 -0.1
Worksheet 4 - Departure Headway and Service Time
Eastbound Westbound Northbound Southbound
L1 L2 L1 L2 L1 L2 L1 L2
Flow rate 63 1.25 42 140 57 380 73 525
hd, initial value 3.20 3.20 3.20 3.20 3.20 3.20 3.20 3.20
x, initial 0.06 0.11 0.04 0.12 0.05 0.34 0.06 0.47
hd, finalvalue 7.93 7.40 7.93 7.55 6.94 6.57 6.71 6.41
x, finalvalue 0.14 0.26 0.09 0.29 0.11 0.69 0.14 0.94
Move-up time, m 2.3 2.3 2.3 2.3
Service Time 5.6 5.1 5.6 5.2 4.6 4.3 4.4 4.1
Worksheet 5 - Capacity and Level of Service
Eastbound Westbound Northbound Southbound
L1 L2 L1 L2 L1 L2 L1 L2
Flow Rate 63 125 42 140 57 380 73 525
Service Time 5.6 5.1 5.6 5.2 4.6 4.3 4.4 4.1
Utilization, x 0.14 0.26 0.09 0.29 0.11 0.69 0.14 0.94
Dep. headway, hd 7.93 7.40 7.93 7.55 6.94 6.57 6.71 6.41
Capacity
Delay
LOS
Approach:
Delay 12.40
LOS B
Intersection Delay 28.60
313 375 292 390 307 537 323 559
11.90 12.65 11.44 13.35 10.50 22.77 10.47 48.54
B B B B B C B E
12.91 21.17 43.89
B C E
Intersection LOS D
HCS' Unsignalized Intersections Release 3.2 ,,2,o ~ O
Phone: Fax:
E-Mail:
ALL-WAY STOP CONTROL(AWSC) ANALYSIS
Intersection: McMillan Rd. and Ten Mile Rd.
City/State: Boise, ID
Analyst: Sanjeev Tandle
Project No.:
Time period Analyzed: EXisting + 10year project
Date: 12/28/00
East/West Street: McMillan Road
North/South Street: Ten Mile Road
Worksheet 2 - Volume Adjustments and Site Characteristics
I Eastbound I Westbound ( Northbound I Southbound (
IL T R IL T R IL T R IL T RI
Volume 155 55 45 165 110 75 160 100 100 170 230 50 I
% Thrus Left Lane
Eastbound Westbound
L1 L2 L1 L2 L1
Northbound Southbound
L2 L1 L2
Configuration LTR LTR LTR LTR
PHF 0.95 0.95 0.95 0.95
Flow Rate 161 261 273 367
% Heavy Veh 2 2 2 2
No. Lanes 1 1 1 1
Opposing-Lanes 1 1 1 1
Conflicting-lanes 1 1 1 1
Geometry group 1 1 1 1
Duration, T 0.25 hrs.
Worksheet 3 - Saturation Headway Adjustment Worksheet
Eastbound Westbound
L1 L2 L1 L2 L1
Northbound Southbound
L2 L1 L2
Flow Rates:
Total in Lane 161
Left-Turn 57
Right-Turn 47
Prop. Left-Turns 0.4
Prop. Right-Turns 0.3
261 273 367
68 63 73
78 1 O5 52
0.3 0.2 0.2
0.3 0.4 0.1
Prop. Heavy Vehicle0.0
.Geometry Group 1
Adjustments Table 10-40:
hLT-adj 0.2
hRT-adj -0.6
hHV-adj 1.7
hadj, computed -0.1
0.0 0.0 0.0
1 1 1
0.2 0.2 0.2
-0.6 -0.6 -0.6
1.7 1.7 1.7
-0.1 -0.2 -0.0
Worksheet 4 - Departure Headway and Service Time
Northbound
L1 L2 L1
273 367
3.20 3.20 3.20
0.24 0.33
5.56 5.54
0.42 0.57
Southbound
L2
3.20 3.20
Eastbound Westbound
L1 L2 L1 L2
Flow rate 161 261
hd, initial value 3.20 3.20 3.20
x, initial 0.14 0.23
hd, final value 6.02 5.80
x, final value 0.27 0.42
Move-up time, m 2.0 2.0 2.0 2.0
Service Time 4.0 3.8 3.6 3.5
Worksheet 5 - Capacity and Level of Service
Eastbound Westbound
L1 L2 L1 L2 L1
Northbound Southbound
L2 L1 L2
Flow Rate 161 261 273 367
Service Time 4.0 3.8 3.6 3.5
Utilization, x 0.27 0.42 0.42 0.57
Dep. headway, hd 6.02 5.80 5.56 5.54
Capacity 411 511 523 617
Delay 11.22 12.95 12.55 15.50
LOS B B B C
Approach:
Delay 11.22 12.95 12.55 15.50
LOS B B B C
Intersection LOS B
Intersection Delay 13.47