HomeMy WebLinkAboutPZ - Traffic Analysis '44A
IN-N-OUT BURGER
(TEN MILE & LOST RAPIDS)
FOCUSED TRAFFIC ANALYSIS
City of •
January
Traffic Engineering•Transportation Planning• Parking• Noise&Vibration
Air Quality• Global Climate Change• Health Risk Assessment
IN-N-OUT BURGER
(TEN MILE & LOST RAPIDS)
FOCUSED TRAFFIC ANALYSIS
City of Meridian, ID
January 21, 2025
prepared by
Giancarlo Ganddini,TE (CA), PTP
GANDDINI GROUP, INC.
555 Parkcenter Drive, Suite 225
Santa Ana, California 92705
(714) 795-3100 1 ganddini.com Project No. 19787
TABLE OF CONTENTS
EXECUTIVESUMMARY.................................................................................................................................................III
1. INTRODUCTION....................................................................................................................................................1
ProjectDescription..........................................................................................................................................................1
Backgroundand Purpose...............................................................................................................................................1
Scopeof Analysis.............................................................................................................................................................1
2. METHODOLOGY...................................................................................................................................................6
IntersectionDelay Methodology.................................................................................................................................6
Roadway Segment Capacity Analysis Methodology..............................................................................................7
PerformanceStandards..................................................................................................................................................7
3. EXISTING CONDITIONS......................................................................................................................................8
ExistingRoadway System..............................................................................................................................................8
ExistingRoadway Volumes...........................................................................................................................................8
Existing Intersection Level of Service.........................................................................................................................8
ExistingRoadway Segment Operations.....................................................................................................................8
4. PROJECT TRIP FORECASTS.............................................................................................................................13
ProjectTrip Generation ..............................................................................................................................................13
Internal Capture Adjustments........................................................................................................................13
Pass-by Trip Adjustments...............................................................................................................................13
Project Trip Distribution &Assignment..................................................................................................................13
5. OPENING YEAR CONDITIONS........................................................................................................................17
Opening Year Without Project/Background Traffic Volume Forecast..........................................................17
Opening Year With Project Traffic Volume Forecast.........................................................................................17
Opening Year With Project Intersection Level of Service.................................................................................17
Opening Year With Project Roadway Segment Operations.............................................................................17
IntersectionQueuing...................................................................................................................................................17
6. DRIVE THROUGH QUEUING ANALYSIS......................................................................................................22
Drive Through Layout&Operations.......................................................................................................................22
DriveThrough Lane Queuing....................................................................................................................................22
Effect of Proximity Improvements on Queue Lengths.......................................................................................23
Drive Through Overflow Management..................................................................................................................23
7. CONCLUSIONS....................................................................................................................................................27
ProjectTrip Generation ..............................................................................................................................................27
Levelof Service Analysis............................................................................................................................................27
IntersectionQueuing...................................................................................................................................................27
Drive Through Lane Queuing Analysis...................................................................................................................27
APPENDICES
Appendix A Glossary
Appendix B Traffic Count Data
Appendix C Intersection Level of Service Worksheets
Appendix D Trip Generation Data
Appendix E Drive Through Queue Survey - Meridian
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LIST OF TABLES
Table 1. Existing Study Intersection Operations..........................................................................................................9
Table 2. Existing Roadway Segment Operations......................................................................................................10
Table3. Project Trip Generation...................................................................................................................................14
Table 4. Opening Year With Project Intersection Operations..............................................................................20
Table 5. Opening Year With Project Roadway Segment Operations..................................................................21
Table 6. Drive Through Queue Summary...................................................................................................................24
Table 7. Existing Meridian In-N-Out Drive Through Queue Summary..............................................................25
LIST OF FIGURES
Figure1. Regional Location Map.......................................................................................................................................3
Figure 2. Project Location &Study Intersection Map..................................................................................................4
Figure3. Site Plan..................................................................................................................................................................5
Figure 4. Existing Lane Geometry and Intersection Traffic Controls....................................................................11
Figure 5. Existing Peak Hour Intersection Turning Movement Volumes.............................................................12
Figure6. Project Trip Distribution..................................................................................................................................15
Figure 7. Project Peak Hour Intersection Turning Movement Volumes..............................................................16
Figure 8. Opening Year Without Project Peak Hour Intersection Turning Movement Volumes..................18
Figure 9. Opening Year With Project Peak Hour Intersection Turning Movement Volumes........................19
Figure 10. Drive Through Lane Overflow Management Plan...................................................................................26
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EXECUTIVE SUMMARY
This section summarizes the proposed project, operational findings, and identifies recommendations (if any)
as specified in this study.
Project Description
The 2.2-acre project site is located at the northwest corner of the Ten Mile Road and Lost Rapids Drive
intersection in the City of Meridian, Idaho.The project site is one of two remaining undeveloped areas within
the nearly completed Chinden &Ten Mile Mixed-Use Development.
The proposed project involves construction of a 3,886 square foot fast-food restaurant with drive through
window.
Project Trip Generation
The proposed project is forecast to generate approximately 2,457 external daily trips on weekdays, including
251 external trips during the mid-day peak hour and 174 external trips during the PM peak hour, and 246
external trips during the Saturday mid-day peak hour.
Level of Service Analysis
Existing
The study intersection currently operates within acceptable Levels of Service (E or better) during peak hours.
The study roadway segments currently operate within acceptable Levels of Service (E or better for Ten Mile
Road; D or better for Lost Rapids Drive) during peak hours.
Opening Year With Project
The study intersection is forecast to continue operating within acceptable Levels of Service(E or better)during
peak hours; no mitigation is required.
The study roadway segments are forecast to continue operating within acceptable Levels of Service (E or
better for Ten Mile Road; D or better for Lost Rapids Drive) during peak hours; no mitigation is required.
Intersection Queuing
The 95th-percentile queue length for the northbound left turn lane from Ten Mile Road onto westbound Lost
Rapids Drive is not forecast to exceed 4.8 vehicles, or approximately 120 feet, during the peak hours for
Opening Year With Project conditions. The northbound left turn lane currently provides 100 feet of storage
length and 100 feet of transition. Prior to the turn lane transition, the existing two-way left-turn lane median
provides an additional 85 feet of potential storage area. Therefore, sufficient storage length is forecast to be
provided for the northbound left turn lane from Ten Mile Road onto westbound Lost Rapids Drive such that
the additional project-generated trips do not cause the left turn queue to overflow and block the adjacent
northbound through lane.
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Drive Through Lane Queuing Analysis
The proposed drive through lane queuing capacity for up to 29 vehicles would provide sufficient storage
capacity to accommodate the average 95th-percentile queue of 27 vehicles observed at 18 In-N-Out Burger
restaurants once operations normalize.
An overflow management plan would extend the available queuing area for drive through lane by an additional
21 vehicles, resulting in a total on-site drive through storage capacity for up to approximately 50 vehicles.
This would provide sufficient capacity to accommodate the 95th-percentile queue of 47 vehicles observed at
the existing In-N-Out Burger restaurant in the City of Meridian (3520 Fairview Avenue) during the busiest
Saturday lunch period. With implementation of the recommended drive through overflow management plan,
the proposed project is anticipated to adequately manage drive through lane overflow without adversely
impacting site access or adjacent properties.
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1. INTRODUCTION
This section provides an overview of the proposed project and the general scope of the analysis.
PROJECT DESCRIPTION
The 2.2-acre project site is located at the northwest corner of the Ten Mile Road and Lost Rapids Drive
intersection in the City of Meridian, Idaho.The project site is one of two remaining undeveloped areas within
the nearly completed Chinden &Ten Mile Mixed-Use Development. Figure 1 and Figure 2 show the regional
and project location maps.
The proposed project involves construction of a 3,886 square foot fast-food restaurant with drive through
window. Figure 3 illustrates the project site plan.
Vehicle access for the project site will be available via any of the four existing driveways for the overall
shopping center; however, the existing full access driveways at Lost Rapids Drive and Ten Mile Road are
expected to be the primary access points.
BACKGROUND AND PURPOSE
The purpose of this study is to evaluate traffic operations resulting from development of the proposed project
in the context of the City of Meridian's discretionary authority for conformance with locally established
operational standards. Although this is a technical report, effort has been made to prepare the report clearly
and concisely.A glossary is provided in Appendix A to assist the reader with technical terms.
The project site is located within the approved and nearly built-out Chinden & Ten Mile Mixed-Use
Development ["Overall Development"]. Traffic impacts and mitigation for the overall development were
previously evaluated in the Transportation Impact Study Chinden & Ten Mile Mixed-Use Development (Kittelson
&Associates,September 2017) ["Overall TIA"].The Overall TIA considered development of a 166,000 square
foot Costco Wholesale warehouse and gasoline station, 60,000 square feet of retail pads, 115 apartment
dwelling units, and 162 single-family dwelling units. The project site is located in area designated as shopping
center, which includes restaurants, within the Overall Development plan; therefore, the Overall TIA
adequately considered development of the project site with the proposed land use.
Notwithstanding the above, the project applicant has prepared a focused traffic analysis to consider the
potential impacts associated specifically with a proposed In-N-Out Burger restaurant based on discussions
with City of Meridian staff and community feedback.Accordingly,the purpose of this focused traffic analysis
is to review the project's potential effect on current traffic operations at the site-adjacent intersection and
roadway segments and, if necessary, identify mitigation measures to alleviate operational deficiencies
substantially caused or worsened by the proposed project.
SCOPE OF ANALYSIS
The study area consists of the following study intersection and roadway segments most likely to be affected
by the proposed project:
Study Intersection
■ Ten Mile Road at Lost Rapids Drive
Study Roadway Segments
■ Ten Mile Road north of Lost Rapids Drive
■ Ten Mile Road south of Lost Rapids Drive
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■ Lost Rapids Drive west of Ten Mile Road
■ Lost Rapids Drive east of Ten Mile Road
In-N-Out Burger restaurants are not open during the typical AM peak hour of adjacent street traffic (i.e.,
morning commute period between 7-9AM) and typically experience peak demand during the mid-day lunch
period.Accordingly,this traffic analysis includes an evaluation of the following analysis scenarios for weekday
mid-day and PM peak hour conditions and Saturday mid-day peak hour conditions:
■ Existing
■ Opening Year Without Project
■ Opening Year With Project
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2. METHODOLOGY
This section discusses the analysis methodologies used to assess transportation facility performance as
adopted by the City of Meridian. Consistent with the Overall TIA, this traffic analysis was prepared in
accordance with the analytical methodologies and parameters specified in the Ada County Highway District
Policy Manual, Section 7106 ["ACHD Policy Manual"].
INTERSECTION DELAY METHODOLOGY
Intersection performance was evaluated using the intersection delay methodology based on procedures
contained in the Highway Capacity Manual (HCM) (Transportation Research Board, 7th Edition). The
methodology considers the traffic volume and distribution of movements, traffic composition, geometric
characteristics, and signalization details to calculate the average control delay per vehicle and corresponding
Level of Service. Control delay is defined as the portion of delay attributed to the intersection traffic control
(such as a traffic signal or stop sign)and includes initial deceleration,queue move-up time,stopped delay, and
final acceleration delay.The intersection Level of Service is based on the following HCM thresholds:
Intersection Control Delay(Seconds /Vehicle)
Level of
Service Unsignalized Intersection Unsignalized Intersection
A <_ 10.0 <_ 10.0
B > 10.0to _< 20.0 > 10.0 to <_ 15.0
C > 20.0to _< 35.0 > 15.0to <_ 25.0
D > 35.0to _< 55.0 > 25.0to <_ 35.0
E > 55.0to <_ 80.0 > 35.0 to <_ 50.0
F > 80.0 > 50.0
Source:Transportation Research Board Highway Capacity Manual(7th Edition).
Level of Service is used to qualitatively describe the performance of a roadway facility, ranging from Level of
Service A(free-flow conditions)to Level of Service F(extreme congestion and system failure). At intersections
with either traffic signal or all-way-stop control, Level of Service is determined by the average control delay
for the overall intersection.At intersections with cross street stop control (i.e., one- or two-way stop control),
Level of Service is determined by the average control delay for the worst minor street approach or major
street left-turn movement.
The volume/capacity (V/C) ratios, delay, and Level of Service were calculated in accordance with parameters
specified in the ACHD Policy Manual using the Synchro 12 software. Existing measured peak hour factors
(PHF)were used,thus representing a peak 15-minute flow analysis.As noted in the Overall TIA,the peak 15-
minute analysis reflects conditions that are only likely to occur for 15-minutes out of the peak hour; roadway
operations are likely to operate better for the remainder of the peak hour. Observations of the existing signal
timing at the study intersection noted variable cycle lengths; therefore, optimized signal timing was used. A
high percentage of right turn on red (RTOR)volumes were observed for the eastbound right turn lane at the
study intersection of Ten Mile Road/Lost Rapids Drive; RTOR counts during the peak 15 minutes for each
count period ranged from 58 to 62 percent. Therefore, a RTOR adjustment of 50 percent was applied to the
eastbound right turn volume only to provide a conservative analysis. Other signalized intersection parameters
were applied based on recommended defaults obtained from the ACHD Policy Manual, including a base
saturation flow rate of 1,800 vehicles per hour per lane.
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ROADWAY SEGMENT CAPACITY ANALYSIS METHODOLOGY
Consistent with the Overall TIA, the roadway segment analysis was performed based on a peak hour volume-
to-capacity methodology using the following peak hour capacities from the ACHD Policy Manual:
Functional Classification Lanes LOS D LOS E
Principal Arterials
No Left-Turn Lanes 1 600 690
1 770 880
Continuous Center Left-Turn Lane 2 1,680 1,780
3 2,560 2,720
Median-Control, Channelized Left- 1 850 920
Turn Lanes @ Major Intersections 2 1,860 1,960
3 2,800 3,000
Minor Arterials
No Left-Turn Lane 1 540 575
Unrestricted Median, Continuous 1 675 720
Left-Turn Lane 2 1,395 1,540
3 2,155 2,370
Median-Control, Channelized Left- 1 710 770
Turn Lanes @ Major Intersections 2 1,465 1,670
3 2,270 2,530
Collectors
No Left-Turn Lanes 1 425 525
Unrestricted Median, Continuous 1 530 660
Left-Turn Lane 2 1,080 1,250
Source:ACHD Policy Manual,Section 7106.4,Table 2.
PERFORMANCE STANDARDS
The ACHD Policy Manual establishes the following thresholds:
■ Minimum acceptable Level of Service E for Principal Arterials and Minor Arterials
■ Minimum acceptable Level of Service D for Collectors
■ The acceptable Level of Service for all intersection is based on a maximum V/C ratio of 0.90.
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3. EXISTING CONDITIONS
This section describes the existing transportation setting in the project study area.
EXISTING ROADWAY SYSTEM
Figure 4 shows the lane geometry and intersection traffic controls for existing conditions based on a field
survey of the study area. Regional access to the project site is provided by State Route 20/26 (Chinden
Boulevard) approximately one-quarter mile north of the project site. Local north-south circulation is provided
by Ten Mile Road and east-west circulation is provided by Lost Rapids Drive.
Ten Mile Road: This four-lane divided roadway trends in a north-south direction and is classified as a Minor
Arterial on the ACHD Functional Classification Map. Bicycle lanes and sidewalks are provided on both sides
of the roadway in the project vicinity. On-street parking is not permitted. The posted speed in the project
vicinity is 40 miles per hour.
Lost Rapids Drive:This two-lane undivided roadway trends in an east-west direction.West of Ten Mile Drive,
it is classified as a Collector on the ACHD Functional Classification Map; it is an unclassified local street east
of Ten Mile Drive. West of Ten Mile Drive, bicycle lanes and sidewalks are provided on both sides of the
roadway west of Ten Mile Drive; on-street parking is not permitted. East of Ten Mile Drive, sidewalks are
provided on both sides of the roadway; there are no bicycle lanes on-street parking is generally permitted.
The posted speed in the project vicinity is 25 miles per hour.
EXISTING ROADWAY VOLUMES
Figure 5 shows the existing peak hour intersection turning movement volumes. Existing peak hour intersection
turning movement volumes are based upon weekday mid-day peak period, weekday PM peak period, and
Saturday mid-day peak period intersection turning movement counts obtained in December 2024 during
typical weekday conditions while local schools were in session. The mid-day peak periods were counted
between 11:00 AM and 2:00 PM and the PM peak period was counted between 4:00 PM and 6:00 PM.These
periods capture the peak times for commuter traffic when the roadway system is typically experiencing peak
demand as well as peak times for the proposed project. The actual peak hour within each count period is
determined based on the sum of the four consecutive 15-minute periods with the highest total volume
entering the intersection. Intersection turning movement count worksheets are provided in Appendix B.
EXISTING INTERSECTION LEVEL OF SERVICE
Table 1 shows existing study intersection operations. Detailed Level of Service worksheets are provided in
Appendix C.
As shown in Table 1,the study intersection currently operates within acceptable Levels of Service(E or better)
during peak hours.
EXISTING ROADWAY SEGMENT OPERATIONS
Table 2 shows existing roadway segment operations. As shown in Table 2, the study roadway segments
currently operate within acceptable Levels of Service (E or better for Ten Mile Road; D or better for Lost
Rapids Drive) during peak hours.
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Table 1
Existing Study Intersection Operations
Peak Hour Operations
Traffic Weekday Mid-Day Weekday PM Saturday Mid-Day
Study Intersection Control' Lane GrouP2 V/7 Delay4 LOSS V/C3 Delay4 LOSS V/C3 Delay4 LOSS
7. Ten Mile Rd at Lost Rapids Dr TS Intersection 0.58 13.4 B 0.63 13.8 B 0.68 16.0 B
NBL 0.51 11.4 B 0.55 1.8 B 0.68 13.4 B
N BTR 0.44 9.5 A 0.53 10.1 B 0.51 11.6 B
SBL 0.01 8.7 A 0.01 8.3 A 0.04 11.9 B
SBT 0.51 1 12.2 B 0.60 12.6 B 0.65 16.9 B
SBR 0.04 8.9 A 0.05 8.4 A 0.09 11.7 B
EBL 0.35 20.5 C 0.25 20.3 C 0.37 20.8 C
EBT 0.09 18.9 B 0.07 19.3 B 0.07 18.8 B
EBR 0.91 38.8 D 0.97 54.6 D 0.90 34.7 C
WBLTR 1 0.16 1 19.3 B 0.25 20.2 C 0.16 19.3 B
N otes:
(1)TS=Traffic Signal
(2)NB= Northbound;SB=Southbound;EB= Eastbound;WB=Westbound;L= Left;T=Through;R=Right
(3)V/C=Volume/Capacity
(4)Control delay is shown in seconds/vehicle.
(5)LOS= Level of Service. For intersections with traffic signal control,intersection LOS is based on the overall average control delay.
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Table 2
Existing Roadway Segment Operations
Peak Hour Peak Hour Operations5
Number Functional LOS Threshold/
Roadway Segment' of Lanes Classification ADT3 Volume Peak Hour Volume Direction LOS
Ten Mile Road n/o Lost Rapids Drive MD 793 NB E or better
2 Minor 20,182 E/1,540 PM 927 NB E or better
Arterial
Sat 892 NB E or better
s/o Lost Rapids Drive MD 924 NB E or better
2 Minor 20,182 E/1,540 PM 1,102 NB E or better
Arterial
Sat 1,073 NB E or better
Lost Rapids Drive w/o Ten Mile Road MD 363 EB D or better
1 Collector 2,700[6] D/530 PM 271 WB D or better
Sat 465 EB D or better
e/o Ten Mile Road MD 41 WB D or better
1 Local 600[b] D/425 PM 56 WB D or better
Sat 53 EB D or better
Notes:
1.n/o=north of;s/o=south of;e/o=east of;w/o=west of
2. Functional Classification per ACHD Functional Classification Map(as of July 26,2023).
3.ADT obtained from ACHD Traffic Count Database.Count on Ten Mile Road conducted in 2024;no data for Lost Rapids Drive.
410S Threshold and volume per ACHD Policy Manual,Section 7106. No threshold provided for local street;lowest threshold available is used.
5. Peak hour roadway segment volumes obtained from existing(2024)intersection turning movement counts at the intersection of Ten Mile Road/Lost Rapi(
6. Estimated ADT based on existing(2024)peak hour intersection turning movement counts.
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Existing Peak Hour Intersection Turning Movement Volumes
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4. PROJECT TRIP FORECASTS
This section describes how project trip generation, trip distribution, and trip assignment forecasts were
developed.The forecast project volumes are illustrated in the figures contained in this section.
PROJECT TRIP GENERATION
Table 3 shows the project trip generation. The proposed project trip generation forecast is based on average
trip generation observed at a total of 20 existing In-N-Out restaurants throughout California. Appendix D
contains the In-N-Out trip generation data.
As shown in Table 3, the proposed project is forecast to generate approximately 2,457 external daily trips on
weekdays, including 251 external trips during the mid-day peak hour and 174 external trips during the PM
peak hour, and 246 external trips during the Saturday mid-day peak hour.
Internal Capture Adjustments
Consistent with the Overall TIA, the project trip generation includes a 10% internal capture adjustment to
account of interaction of trips with other on-site uses.
Pass-by Trip Adjustments
Since this study consists of a focused analysis at the immediately adjacent intersection of Ten Mile Drive/Lost
Rapids Drive, no pass-by adjustments were applied.
PROJECT TRIP DISTRIBUTION&ASSIGNMENT
Figure 6 shows the forecast directional distribution patterns for the project generated trips. The project trip
distribution patterns were developed based on the Overall TIA with consideration of the project site location
closer to the southerly end of the Overall Development.
Based on the identified project trip generation and trip distribution, the project-generated peak hour
intersection turning movement volumes are shown on Figure 7.
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Table 3
Project Trip Generation
Weekday Saturday
MD Peak Hour PM Peak Hour Mid-day Peak Hour
Land Use In Out Total In Out Total Daily In Out Total
In-N-Out Burger With Drive Through Window' 141 138 279 100 93 193 2,730 140 133 273
Internal Capture(10%)s -14 -14 -28 -10 -9 -19 -273 -14 -13 -27
Net External Trips 127 124 251 1 90 1 84 1 174 1 2,457 1 126 1 120 246
N otes:
1.Source:Average trip generation observed at existing In-N-Out Burger restaurants;see Appendix B.
2.Source: Internal capture rate obtained from Transportation Impact Study Chinden&Ten Mile Mixed-Use Development
(Kittelson&Associates,Inc.,September 2017).
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Figure 6
Project Trip Distribution
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Figure 7
Project Peak Hour Intersection Turning Movement Volumes
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5. OPENING YEAR CONDITIONS
This section describes the forecast traffic volumes and study area roadway operations for project opening
year conditions.
OPENING YEAR WITHOUT PROJECT/BACKGROUND TRAFFIC VOLUME FORECAST
The Opening Year Without Project volume forecast was developed by adding an annual growth rate of two
percent(2%)per year over a two-year period to through volumes along the arterial roadway of Ten Mile Road;
this equates to a total growth factor of approximately 1.04. Figure 8 shows Opening Year Without Project
peak hour intersection turning movement volumes.
OPENING YEAR WITH PROJECT TRAFFIC VOLUME FORECAST
The Opening Year With Project volume forecast was developed by adding project-generated trips to Opening
Year Without Project volumes. Figure 9 shows Opening Year Without Project peak hour intersection turning
movement volumes.
OPENING YEAR WITH PROJECT INTERSECTION LEVEL OF SERVICE
Table 4 shows Opening Year With Project study intersection operations. Detailed Level of Service worksheets
are provided in Appendix C.
As shown in Table 4, the study intersection is forecast to continue operating within acceptable Levels of
Service (E or better) during peak hours; no mitigation is required.
OPENING YEAR WITH PROJECT ROADWAY SEGMENT OPERATIONS
Table 5 shows Opening Year With Project roadway segment operations. As shown in Table 5, the study
roadway segments are forecast to continue operating within acceptable Levels of Service(E or better for Ten
Mile Road; D or better for Lost Rapids Drive) during peak hours; no mitigation is required.
INTERSECTION QUEUING
The northbound left turn from Ten Mile Road onto westbound Lost Rapids Drive is anticipated to be a key
movement for project-generated vehicles entering the project site; therefore, intersection queuing for the
northbound left turn lane was evaluated using the HCM back-of-queue methodology for the 95th-percentile.
The 95th-percentile queue represents the length of queue that only has a five percent probability of being
exceeded during a given time period.
As reported in Appendix C,the 95th-percentile queue length for the northbound left turn lane from Ten Mile
Road onto westbound Lost Rapids Drive is not forecast to exceed 4.8 vehicles, or approximately 120 feet,
during the peak hours for Opening Year With Project conditions. The northbound left turn lane currently
provides 100 feet of storage length and 100 feet of transition. Prior to the turn lane transition, the existing
two-way left-turn lane median provides an additional 85 feet of potential storage area. Therefore, sufficient
storage length is forecast to be provided for the northbound left turn lane from Ten Mile Road onto
westbound Lost Rapids Drive such that the additional project-generated trips do not cause the left turn queue
to overflow and block the adjacent northbound through lane.
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Opening Year Without Project
Peak Hour Intersection Turning Movement Volumes
g3-1diii In-N-Out Burger(Ten Mile&Lost Rapids)
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18 19787
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Opening Year With Project
Peak Hour Intersection Turning Movement Volumes
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Table 4
Opening Year With Project Intersection Operations
Peak Hour Operations
Traffic Weekday Mid-Day Weekday PM Saturday Mid-Day
Study Intersection Control' Lane GrouP2 V/7 Delay4 LOSS V/C3 Delay4 LOSS V/C3 Delay4 LOSS
7. Ten Mile Rd at Lost Rapids Dr TS Intersection 0.64 15.1 B 0.66 14.7 B 0.72 18.4 B
NBL 0.61 1.0 B 0.65 12.8 B 0.78 17.2 B
NBTR 0.47 10.6 B 0.56 11.1 B 0.52 12.5 B
SBL 0.01 10.6 B 0.01 9.2 A 0.05 13.4 B
SBT 0.60 1 15.7 B 0.65 14.6 B 0.71 20.4 C
SBR 0.07 11.1 B 0.07 9.5 A 0.12 13.8 B
EBL 0.35 20.3 C 0.26 20.2 C 0.38 21.7 C
EBT 0.07 18.6 B 0.06 19.1 B 0.06 19.4 B
EBR 0.90 34.6 C 0.93 41.8 D 0.92 35.8 D
WBLTR 1 0.15 1 19.0 B 0.23 19.9 B 0.15 19.9 B
N otes:
(1)TS=Traffic Signal
(2)NB= Northbound;SB=Southbound;EB= Eastbound;WB=Westbound;L= Left;T=Through;R=Right
(3)V/C=Volume/Capacity
(4)Control delay is shown in seconds/vehicle.
(5)LOS= Level of Service. For intersections with traffic signal control,intersection LOS is based on the overall average control delay.
In-N-Out Burger(Ten Mile&Lost Rapids)
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Table 5
Opening Year With Project Roadway Segment Operations
Peak Hour Peak Hour Operations5
Number Functional LOS Threshold/
Roadway Segment' of Lanes Classification ADT3 Volume Peak Hour Volume Direction LOS
Ten Mile Road n/o Lost Rapids Drive MD 833 NB E or better
2 Minor 21874 E/1,540 PM 969 NB E or better
Arterial
Sat 932 NB E or better
s/o Lost Rapids Drive MD 998 NB E or better
2 Minor 21898 E/1,540 PM 1,169 NB E or better
Arterial
Sat 1,150 NB E or better
Lost Rapids Drive w/o Ten Mile Road MD 424 EB D or better
1 Collector 3,314 D/530 PM 315 WB D or better
Sat 524 EB D or better
e/o Ten Mile Road MD 44 WB D or better
1 Local 649 D/425 PM 58 WB D or better
Sat 57 EB D or better
Notes:
1.n/o=north of;s/o=south of;e/o=east of;w/o=west of
2. Functional Classification per ACHD Functional Classification Map(as of July 26,2023).
3. Based on existing ADT counts/estimates plus growth rate and project daily trips.
4. LOS Threshold and volume per ACHD Policy Manual,Section 7106.No threshold provided for local street;lowest threshold available is used.
5. Peak hour roadway segment volumes obtained from Opening Year Plus Project intersection turning movement volumes at the intersection of
Ten Mile Road/Lost Rapids Drive.
6. Estimated ADT based on existing(2024)peak hour intersection turning movement counts.
In-N-Out Burger(Ten Mile&Lost Rapids)
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6. DRIVE THROUGH QUEUING ANALYSIS
This section evaluates queuing for the proposed drive through lane.
DRIVE THROUGH LAYOUT&OPERATIONS
As previously shown on Figure 3, the project proposes a drive through lane with storage capacity for
approximately 29 vehicles from the pick-up window.The project is proposing a dual-lane drive through layout
that merges into one lane prior to a single service point for taking orders at the menu board approximately
located at the 10th vehicle position from the pick-up window.An escape lane will be provided approximately
beginning at the 15th vehicle position from the pick-up window.
During peak operations, In-N-Out associates monitor the parking lot to ensure that on-site circulation flows
smoothly and access to/from parking spaces and the drive through lane is adequately maintained. The drive
through lane is typically monitored by three to four cameras with video feeds displayed at the manager's
office, cooking grills, and both the pay and pick-up windows. During periods of peak demand, a wireless
handheld ordering and payment system is implemented once the drive through lane queue extends beyond
the menu board and ordering speaker.This enables orders to be processed sooner and ensures that the order
is ready by the time the vehicle reaches the pick-up window. The associate operating the handheld ordering
system will also communicate with management inside the restaurant and can notify of the need for additional
associates to assist in the parking area.
Compared to older In-N-Out locations,the proposed project will provide substantially more vehicular storage
capacity in the drive through lane and will have a larger,more efficient kitchen.Two grills are typically operated
at all times and a third grill is used during periods of high volume.Activation of the third grill is typically done
in response to drive through demand and enables the restaurant to increase the speed at which drive through
orders are picked up. With implementation of handheld ordering and payment, combined with the higher
capacity kitchen, drive through orders can be picked up at an average of approximately one vehicle every 30-
45 seconds during peak periods (order processing time may vary during non-peak periods).
DRIVE THROUGH LANE QUEUING
Table 6 summarizes the 85th-percentile and 95th-percentile drive through queues observed at 18 existing In-
N-Out Burger restaurants throughout California.The 85th-percentile is the design standard typically used in
the traffic engineering profession for evaluations of on-site development operations such as parking and drive
through queuing.The 85th-percentile queue represents the value at which the queue length was at or below
85 percent of the time. Since the maximum queue observed at any given site may only occur momentarily
and is not a practical nor common design value,the 95th-percentile is also provided for informational purposes
and provides an even more conservative design criteria than the 85th-percentile.
As shown in Table 6, the average In-N-Out Burger restaurant surveyed had an 85th-percentile queue of 24
vehicles on weekdays and 25 vehicles on Saturdays, and a 95th-percnetile queue of 26 vehicles on weekdays
and 27 vehicles on Saturdays. Therefore, the proposed drive through lane queuing capacity for up to 29
vehicles would provide sufficient storage capacity to accommodate the average 95th-percentile queue of
27 vehicles observed at 18 In-N-Out Burger restaurants once operations normalize.
In addition, a drive through queue survey was conducted at the existing In-N-Out Burger restaurant in the
City of Meridian (3520 Fairview Avenue); see Appendix E. It is important to note that the existing Meridian
store is located on a corner of the intersection of two Principal Arterials (i.e., Fairview Avenue and Eagle
Road/State Route 55). Therefore, in comparison to the project site that is proposed on a corner of the
intersection of a Minor Arterial and Collector,the existing Meridian In-N-Out Restaurant is located on a more
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heavily traveled intersection and likely generates more trips and drive through demand than expected for the
proposed project.
Notwithstanding the above,Table 7 shows the drive through queue summary for the existing In-N-Out Burger
restaurant in the City of Meridian.As shown in Table 7,the existing In-N-Out Burger restaurant in the City of
Meridian had a 95th-percentile queue of 37 vehicles on the weekday and 46 vehicles on Saturday.
EFFECT OF PROXIMITY IMPROVEMENTS ON QUEUE LENGTHS
It is generally recognized that the introduction of additional restaurant locations of the same brand within a
given market area would capture some of the demand associated with existing stores. This market capture
generally translates to drive through queue lengths, wherein shorter distances to the next nearest location
typically correlate to shorter drive through queues. Ganddini Group has observed this trend with other drive
through uses and queue surveys conducted for other In-N-Out Burger projects.As In-N-Out Burger continues
to expand in Meridian and the surrounding area, customer demand is expected to distribute more evenly
across numerous stores, which is expected to result in shorter queue lengths over time.
DRIVE THROUGH OVERFLOW MANAGEMENT
Figure 10 illustrates a drive through overflow management plan. In the event of drive through lane overflow,
In-N-Out Burger associates shall place delineators along the southerly entrance and customers would be
directed to enter via the northerly access. The drive through overflow management plan shall be monitored
by on-site In-N-Out management and should be implemented and modified as necessary.
As shown on Figure 10, an overflow management plan would extend the available queuing area for drive
through lane by an additional 21 vehicles, resulting in a total on-site drive through storage capacity for up to
approximately 50 vehicles.This would provide sufficient capacity to accommodate the 95th-percentile queue
of 47 vehicles observed at the existing In-N-Out Burger restaurant in the City of Meridian (3520 Fairview
Avenue) during the busiest Saturday lunch period. With implementation of the recommended drive through
overflow management plan, the proposed project is anticipated to adequately manage drive through lane
overflow without adversely impacting site access or adjacent properties.
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Table 6
Drive Through Queue Summary
Observed Queue Length(Vehicles)
Survey 85th-Percentile 95th-Percentile
Survey Site Year Weekday Saturday Weekday Saturday
3211 Harbor Blvd,Costa Mesa 2023 26 28 28 33
7902 Edinger Ave,Huntington Beach 2023 20 26 22 28
18062 Beach Blvd,Huntington Beach 2023 26 29 31 31
331 Railroad Cyn,Lake Elsinore 2022 17 20 18 22
30655 Gateway PI,Rancho Mission Viejo 2021 18 16 19 18
27380 La Paz Rd,Laguna Niguel 2021 26 25 28 26
988 E Alosta,Azusa 2021 21 21 23 23
2114 Foothill Blvd,Pasadena 2021 22 22 22 22
6391 Pacific Coast Hwy,Long Beach 2021 16 21 19 22
1330 S Bradley Rd,Santa Maria 2022 18 22 20 22
9245 Venice Blvd,Los Angeles 2024 30 28 33 30
6000 Pacific Blvd,Huntington Park 2024 30 31 32 32
13425 Washington Blvd,Marina Del Rey 2024 26 26 29 27
3411 W Century Blvd,Inglewood 2024 30 33 33 34
372 Gellert Blvd,Daly City 2024 30 30 32 31
4865 Calle Real,Goleta 2023 31 31 32 32
11880 Carmel Mountain Rd,San Diego 2022 28 27 29 29
4375 Kearny Mesa Rd,San Diego 1 2022 20 1 20 21 21
Average 24 1 25 1 26 1 27
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Table 7
Existing Meridian In-N-Out Drive Through Queue Summary
Observed Queue Length(Vehicles)
Average 85th-Percentile 95th-Percentile
Survey Site Weekday Saturday Weekday Saturday Weekday Saturday
Lunch Period(11am-2pm) 15 27 20 34 21 37
Dinner Period(5-8pm) 30 41 36 44 37 46
Peak 30 41 36 44 37 46
N ote:
Surveys conducted at 3520 E Fairview Avenue on Thursday,December 5,2024,and Saturday,December 7,2024.
g31d��1 In-N-Out Burger(Ten Mile&Lost Rapids)
aFocused Traffic Analysis
25 19787
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Associate n-N-out Directional Sign po Re-directed Ingress
0 Figure 10
Drive Through Lane Overflow Management Plan
g3-dii1 In-N-Out Burger(Ten Mile&Lost Rapids)
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7. CONCLUSIONS
This section summarizes the proposed project, operational findings, and identifies recommendations (if any)
as specified in previous sections of this study.
PROJECT TRIP GENERATION
The proposed project is forecast to generate approximately 2,457 external daily trips on weekdays, including
251 external trips during the mid-day peak hour and 174 external trips during the PM peak hour, and 246
external trips during the Saturday mid-day peak hour.
LEVEL OF SERVICE ANALYSIS
Existing
The study intersection currently operates within acceptable Levels of Service (E or better) during peak hours.
The study roadway segments currently operate within acceptable Levels of Service (E or better for Ten Mile
Road; D or better for Lost Rapids Drive) during peak hours.
Opening Year With Project
The study intersection is forecast to continue operating within acceptable Levels of Service(E or better)during
peak hours; no mitigation is required.
The study roadway segments are forecast to continue operating within acceptable Levels of Service (E or
better for Ten Mile Road; D or better for Lost Rapids Drive) during peak hours; no mitigation is required.
INTERSECTION QUEUING
The 95th-percentile queue length for the northbound left turn lane from Ten Mile Road onto westbound Lost
Rapids Drive is not forecast to exceed 4.8 vehicles, or approximately 120 feet, during the peak hours for
Opening Year With Project conditions. The northbound left turn lane currently provides 100 feet of storage
length and 100 feet of transition. Prior to the turn lane transition, the existing two-way left-turn lane median
provides an additional 85 feet of potential storage area. Therefore, sufficient storage length is forecast to be
provided for the northbound left turn lane from Ten Mile Road onto westbound Lost Rapids Drive such that
the additional project-generated trips do not cause the left turn queue to overflow and block the adjacent
northbound through lane.
DRIVE THROUGH LANE QUEUING ANALYSIS
The proposed drive through lane queuing capacity for up to 29 vehicles would provide sufficient storage
capacity to accommodate the average 95th-percentile queue of 27 vehicles observed at 18 In-N-Out Burger
restaurants once operations normalize.
An overflow management plan would extend the available queuing area for drive through lane by an additional
21 vehicles, resulting in a total on-site drive through storage capacity for up to approximately 50 vehicles.
This would provide sufficient capacity to accommodate the 95th-percentile queue of 47 vehicles observed at
the existing In-N-Out Burger restaurant in the City of Meridian (3520 Fairview Avenue) during the busiest
Saturday lunch period. With implementation of the recommended drive through overflow management plan,
the proposed project is anticipated to adequately manage drive through lane overflow without adversely
impacting site access or adjacent properties.
g3plddiIn-N-Out
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APPENDICES
Appendix A Glossary
Appendix B Traffic Count Data
Appendix C Intersection Level of Service Worksheets
Appendix D Trip Generation Data
Appendix E Drive Through Queue Survey - Meridian
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Apx-1
APPENDIX A
GLOSSARY
Apx-2
ACRONYMS
AC Acres
ADT Average Daily Traffic
ADOT Arizona Department of Transportation
DU Dwelling Unit
ICU Intersection Capacity Utilization
GFA Gross Floor Area
LOS Level of Service
PCE Passenger Car Equivalent
SF Square Foot
TSF Thousand Square Feet
V/C Volume to Capacity Ratio
TERMS
ACTUATED SIGNAL CONTROL: A type of traffic signal control in which display of each phase depends on
whether the corresponding phase detector has registered a service call or the phase is on recall.
ACTUATION: Detection of a roadway user that is forwarded to the signal controller.
AVERAGE DAILY TRAFFIC: The average 24-hour volume for a stated period is divided by the number of
days in that period. For example, Annual Average Daily Traffic is the total volume during a year divided by
365 days.
BANDWIDTH: The number of seconds of green time available for through traffic in a signal progression.
BOTTLENECK: A point of constriction along a roadway that limits the amount of traffic that can proceed
downstream from its location.
CALL: An indication within a signal controller that a particular phase is waiting for service, either through
actuation from a roadway user or phase recall.
CAPACITY: The maximum number of vehicles that can be reasonably expected to pass through a roadway
facility during a specified period.
CHANNELIZATION: The separation of conflicting traffic movements by use of pavement markings, raised
curbs, or other suitable means to facilitate free flow movement.
CLEARANCE INTERVAL: Equal to the yellow plus all-red time, if any, when a traffic signal changes between
phases (i.e., the amount of time between the end of a green light from one movement to the beginning of a
green light for the next).
COORDINATED SIGNAL CONTROL: A type of traffic signal control in which non-coordinated phases
associated with minor movements are constrained such that the coordinated phases are served at a specific
time during the signal cycle,thus maintaining the efficient progression of traffic flow along the major roadway.
CONTROL DELAY: The portion of delay attributed to the intersection traffic control (such as a traffic signal
or stop sign). It includes initial deceleration, queue move-up time, stopped delay, and final acceleration delay.
CORDON: An imaginary boundary line around or across a study area across which vehicles, persons,or other
information can be collected for survey and analytical purposes.
Apx-3
CORNER SIGHT DISTANCE:The minimum sight distance required by the driver of a vehicle to cross or enter
the lanes of the major roadway without requiring approaching traffic traveling at a given speed to radically
alter their speed or trajectory.
CYCLE: A complete sequence of signal indications for all phases. Also known as a signal cycle.
CYCLE LENGTH:The total time for a traffic signal to complete one full cycle.
DAILY CAPACITY: A theoretical value representing the daily traffic volume that will typically result in a peak
hour volume equal to the capacity of the roadway.
DELAY: The total additional travel time experienced by a roadway user (driver, passenger, bicyclist, or
pedestrian) beyond that required to travel at a desired speed.
DENSITY: The number of vehicles occupying in a unit length of the through traffic lanes of a roadway at any
given instant. Usually expressed in vehicles per mile.
DETECTOR: A device used to count or determine the presence of a roadway user.
DESIGN SPEED: A speed used for purposes of designing horizontal and vertical alignments of a highway.
DIRECTIONAL SPLIT: The percent of two-way traffic traveling in a specified direction.
DIVERSION: The rerouting of traffic from a normal path of travel between two points, such as to avoid
congestion or perform a secondary trip.
FREE FLOW:Traffic flow that is unaffected by a traffic control and/or or upstream or downstream conditions.
GAP:Time or distance between two vehicles measured from rear bumper of the front vehicle to front bumper
of the second vehicle.
GAP ACCEPTANCE: The method by which a driver accepts an available gap in traffic to enter or cross the
road.
HEADWAY: Time or distance between two successive vehicles measured from same point on both vehicles
(i.e., front bumper to front bumper). Also known as gap.
LEVEL OF SERVICE:A grading scale of quantitative performance measures representing the quality of service
of a transportation facility or service from an average traveler's perspective.
LOOP DETECTOR: A vehicle detector consisting of a loop of wire embedded in the roadway, energized by
alternating current and producing an output circuit closure when passed over by a vehicle.
MULTI-MODAL: More than one mode, such as automobile,transit, bicycle, and pedestrian.
OFFSET:The time interval between the beginning of a traffic signal cycle at one intersection and the beginning
of signal cycle an adjacent intersection.
PLATOON: A set of vehicles traveling at similar speed and moving as a general group with clear separation
between other vehicles ahead and behind.
PASSENGER CAR EQUIVALENT: A metric used to assess the impact of larger vehicles, such as trucks,
recreational vehicles, and buses, by converting the traffic volume of larger vehicles to an equivalent number
of passenger cars.
Apx-4
PEDESTRIAN CLEARANCE INTERVAL: Also known as the "Flashing Don't Walk" interval, it signals the end
of pedestrian entry into the crosswalk following the "Walk" indication and provides time for pedestrians who
have already entered the crosswalk to finishing crossing.
PEAK HOUR: The hour within a day in which the maximum volume occurs.
PEAK HOUR FACTOR:The peak hour volume divided by the four times the peak 15-minute flow rate.
PHASE: In traffic signals, the green, yellow, and red clearance intervals assigned to a specified traffic
movement.
PRETIMED SIGNAL:A traffic signal operation in which the cycle length, phasing sequence,and phasing times
are predetermined and fixed, regardless of actual demand for any given traffic movement. Also known as a
fixed time signal.
PROGRESSION:The coordinated movement of vehicles through signalized intersections along a corridor.
QUEUE: The number of vehicles waiting at a service area such as a traffic signal, stop sign, or access gate.
QUEUE LENGTH: The length of vehicle queue,typically expressed in feet,waiting at a service area such as a
traffic signal, stop sign, or access gate.
RECALL: A signal phasing operation in which a specified phase places a call to the signal controller each time
a conflicting phase is served, thus ensuring the specified phase will be serviced again.
SEMI-ACTUATED CONTROL: A type of traffic signal control in which only the minor movements are
provided detection.
SIGHT DISTANCE: The continuous length of roadway visible to a driver or roadway user.
STACKING DISTANCE:The length of area available behind a service area, such as a traffic signal or gate, for
vehicle queuing to occur.
STOPPING SIGHT DISTANCE:The minimum distance required by the driver of a vehicle traveling at a given
speed to bring the vehicle to a stop after an object on the road becomes visible, including reaction and
response time.
TRAFFIC-ACTUATED SIGNAL: A type of traffic signal that directs traffic to stop and go in accordance with
the demands of traffic,as registered by the actuation of detectors.Also known as a demand responsive signal.
TRIP OR TRIP END: The one-directional movement of a person or vehicle. Every trip has an origin and a
destination at its respective ends(i.e.,trip ends). In terms of site trip generation,the same vehicle entering and
exiting a site generates two trips: one inbound trip and one outbound trip.
TRIP GENERATION RATE: The rate at which a land use generates trips per the specified land use variable,
such per dwelling unit or per thousand square feet.
TURNING RADIUS: The circular arc formed by the smallest turning path radius of the front outside tire of a
vehicle,such as that performed by a U-turn maneuver.This is based on the length and width of the wheelbase
as well as the steering mechanism of the vehicle.
Apx-5
APPENDIX B
TRAFFIC COUNT DATA
Apx-6
Type of peak hour being reported:Intersection Peak Method for determining peak hour:Total Entering Volume
LOCATION: Ten Mile Rd-- Lost Rapids Dr QC JOB#: 16855002
CITY/STATE: Meridian, ID DATE:Thu, Dec 5 2024
656 793 Peak-Hour: 11:45 AM--12:45 PM 3.8 3.7
a * Peak 15-Min: 12:15 PM--12:30 PM a
24 627 5 0 4 0
258 100 ! t 7 41 0.8 « 2 t t 0 « 2A
14 + � 11 0 • ON . 9.1
363 + 249 i C 23 r 34 0.8• 0.4 7 �. C 0 + 0
223 686 15 QC a * * 7 4 9 * F
899 924 2.9 3
TRUE DATA TO IMPROVE MOBI LITV
14=0
-1 o o a L
J 1 1 0 ! ✓ a y - 0
Ot I � 4- 0 + e « a
i 0 r 0
`% f rr
0 0 0
-J, IN/A 4 L J Na_A v
N/A+ • N/A N/A+ N/A
C
a N/A * 7 h N/A r F
15-Min Count Ten Mile Rd Ten Mile Rd Lost Rapids Dr Lost Rapids Dr
Period (Northbound) (Southbound) (Eastbound) (Westbound) Total Hourly
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Totals
11:00 AM 58 145 4 0 4 149 9 0 20 2 49 0 3 5 2 1 451
11:15 AM 51 180 3 0 3 150 10 0 24 1 53 0 3 5 0 0 483
11:30 AM 53 183 4 0 2 156 6 0 14 4 56 0 2 1 5 0 486
11:45 AM 59 165 5 0 0 170 5 0 22 3 59 0 3 1 1 0 493 1913
12:00 PM 53 153 4 0 2 166 5 0 27 4 63 0 10 3 1 0 491 1953
12:15 PM 56 198 4 0 3 131 5 0 27 6 60 0 5 6 3 0 504 1974
12:30 PM 55 170 2 0 0 160 9 0 24 1 67 0 5 1 2 0 496 1984
12:45 PM 48 140 7 0 3 157 9 0 20 6 60 0 1 2 1 0 454 1945
1:00 PM 64 167 2 0 0 153 9 0 18 3 47 0 5 3 2 0 473 1927
1:15 PM 53 180 6 0 0 165 5 1 23 2 60 0 3 2 1 0 501 1924
1:30 PM 45 178 8 0 3 149 5 0 16 1 55 0 7 3 2 0 472 1900
1:45 PM 54 167 5 0 1 137 6 0 26 1 59 0 7 0 2 0 465 1911
Peak 15-Min Northbound Southbound Eastbound Westbound Total
Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
All Vehicles 224 792 16 0 12 524 20 0 108 24 240 0 20 24 12 0 2016
Heavy Trucks 0 28 0 0 16 0 4 0 0 0 4 0 52
Buses
Pedestrians 0 0 0 0 0
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Scooters
Comments:
Report generated on 12/13/2024 11:41 AM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212
Page 1 of 1
Apx-7
Type of peak hour being reported:Intersection Peak Method for determining peak hour:Total Entering Volume
LOCATION: Ten Mile Rd-- Lost Rapids Dr QC JOB#: 16855001
CITY/STATE: Meridian, ID DATE:Thu, Dec 5 2024
7% 927 Peak-Hour:4:45 PM--5:45 PM 3 1.9
a * Peak 15-Min:5:00 PM--5:15 PM a
30 761 5 0 3.2 0
271 - 67 ! t 9 - 56 0.4 0 ! \ t 0 0
8 10-%] �. 20 0 0
270+ 195 i C 27 * 43QC
0 + 0 i C 0 + 0
a1 851 f F 0.5 2.1
983 1102 2.4 1.7
TRUE DATA TO IMPROVE MOBILITY
0 0 1 L
J 1 1 J � L.
1 � I0 0 , t 0
o r o
2 0 0
-J, IN/A 4 L J Na_A v
N/A+ • N/A 1�I 1y'� N/A�+ N/A
+ i C + Z i C
a N/A * 7 h N/A ~ F
15-Min Count Ten Mile Rd Ten Mile Rd Lost Rapids Dr Lost Rapids Dr
Period (Northbound) (Southbound) (Eastbound) (Westbound) Total Hourly
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Totals
4:00 PM 60 195 9 0 4 182 11 0 23 2 67 0 14 6 1 0 574
4:15 PM 68 191 7 0 5 183 5 0 15 4 45 0 8 5 2 0 538
4:30 PM 47 180 9 0 2 171 6 0 21 4 56 0 6 1 1 0 504
4:45 PM 44 234 7 0 2 175 10 0 15 2 53 0 8 7 3 0 560 2176
5:00 PM 62 224 10 0 0 197 4 0 11 1 50 0 3 5 3 0 570 2172
5:15 PM 63 200 9 0 3 205 9 0 20 3 36 0 8 3 1 0 560 2194
5:30 PM 52 193 4 0 0 184 7 0 21 2 56 0 8 5 2 0 534 2224
5:45 PM 71 199 11 0 2 177 9 0 12 1 43 0 9 3 2 0 539 2203
Peak 15-Min Northbound Southbound Eastbound Westbound Total
Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
All Vehicles 248 896 40 0 0 788 16 0 44 4 200 0 12 20 12 0 2280
Heavy Trucks 4 8 0 0 24 0 0 0 0 0 0 0 36
Buses
Pedestrians 0 0 0 0 0
Bicycles 4 0 0 0 0 0 0 0 0 0 0 0 4
Scooters
Comments:
Report generated on 12/13/2024 11:41 AM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877 580 2212
Page 1 of 1
Apx-8
Type of peak hour being reported:Intersection Peak Method for determining peak hour:Total Entering Volume
LOCATION: Ten Mile Rd-- Lost Rapids Dr QC JOB#: 16855003
CITY/STATE: Meridian, ID DATE:Sat, Dec 7 2024
741 892 Peak-Hour: 12:15 PM--1:15 PM 1.1 0.8
a * Peak 15-Min: 12:15 PM--12:30 PM a
41 686 14L L
z.4 1 0
.. a k. ., a L.
340- 119> L 15 « 44 0.6 � 0 J t 0 � 2.3
14 + � « 11 7.1 + 0
465+ 332 i r 78 53QC 0.9 + 0.9 i r 5.6 + 1.9
a90 756 * � � 0.3 0.9
1038 1073 1.1 0.7
TRUE DATA TO IMPROVE MOBI LITV
o o L
J 1 1 0 1 .14
y - 0
2 � I0 1y e . 0
0 r 0
h f r'
0 0 0
—J, I
N/A 4 L J N/A
v
J t ! C
N/A+ • N/A N/A N/A
+ r + s r
a N/A N/A ~
15-Min Count Ten Mile Rd Ten Mile Rd Lost Rapids Dr Lost Rapids Dr
Period (Northbound) (Southbound) (Eastbound) (Westbound) Total Hourly
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Totals
11:00 AM 53 154 3 0 1 175 9 0 20 4 64 0 6 3 1 0 493
11:15 AM 58 162 6 0 2 164 9 0 27 3 56 0 8 5 2 0 502
11:30 AM 68 193 8 0 4 173 9 1 23 3 51 0 5 3 2 0 543
11:45 AM 60 169 8 0 3 164 9 0 21 4 65 0 5 3 7 0 518 2056
12:00 PM 69 186 7 0 1 197 6 0 28 4 66 0 4 2 3 0 573 2136
12:15 PM 78 191 6 0 5 186 13 0 32 5 84 0 4 2 4 0 610 2244
12:30 PM 59 189 11 2 1 177 7 0 28 1 84 0 4 6 4 0 573 2274
12:45 PM 76 161 6 0 3 158 16 2 32 3 85 0 3 1 4 0 550 2306
1:00 PM 75 215 4 0 3 165 5 0 27 5 79 0 7 2 3 0 590 2323
1:15 PM 75 190 6 0 3 174 9 0 26 1 72 0 5 2 3 0 566 2279
1:30 PM 62 174 3 0 2 171 5 0 25 5 90 0 5 3 5 0 550 2256
1:45 PM 69 153 5 0 1 173 6 0 18 2 72 0 3 2 4 0 508 2214
Peak 15-Min Northbound Southbound Eastbound Westbound Total
Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
All Vehicles 312 764 24 0 20 744 52 0 128 20 336 0 16 8 16 0 2440
Heavy Trucks 4 12 0 0 8 0 0 0 4 0 0 0 28
Buses
Pedestrians 0 0 0 0 0
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Scooters
Comments:
Report generated on 12/13/2024 11:41 AM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212
Page 1 of 1
Apx-9
Type of peak hour being reported:Intersection Peak Method for determining peak hour:Total Entering Volume
LOCATION: Private/Church Dwy-- Lost Rapids Dr QC JOB#: 16855006
CITY/STATE: Meridian, ID DATE:Thu, Dec 5 2024
327 197 Peak-Hour: 11:45 AM--12:45 PM 09 0
a ♦ Peak 15-Min: 11:45 AM--12:00 PM a * L
59 1 267 1.7 0 0.7
%.
.. a � .0 a a
136 - 16 ! L 180 « 259 1.5 � 0 ! \ t 0 � 0.8
94 r [0.95] a 75 0 1.3
110 r 0 i C 4 r 364 0 + 0 i C 25 + 0.8
2 1 3 QC 0 0 *3
5 6 20 16.7
TRUE DATA TO IMPROVE MOBI LITV
0 o a L
a ,
/\ 0 ! i 0
<e>
i 0 r 0
`% f rr
0 0 0
N/A 4 L J N/A
v
N/A+ • N/A N/A N/A
a N/A N/A ~
15-Min Count Private/Church Dwy Private/Church Dwy Lost Rapids Dr Lost Rapids Dr
Period (Northbound) (Southbound) (Eastbound) (Westbound) Total Hourly
Beginning At Totals
Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
11:00 AM 0 0 1 0 50 1 15 0 2 20 0 0 1 23 46 1 160
11:15 AM 0 0 0 0 54 0 19 0 3 24 0 0 0 19 46 0 165
11:30 AM 0 1 0 0 59 1 20 0 6 16 0 0 1 18 40 0 162
11:45 AM 2 0 0 0 66 0 17 0 8 23 0 0 0 21 47 0 184 671
12:00 PM 0 1 2 0 69 0 10 0 1 19 0 0 3 15 43 0 163 674
12:15 PM 0 0 0 0 64 0 16 0 5 28 0 0 0 17 47 0 177 686
12:30 PM 0 0 1 0 68 1 16 0 2 24 0 0 1 22 43 0 178 702
12:45 PM 0 0 0 0 60 2 19 0 9 25 0 0 0 15 42 0 172 690
1:00 PM 0 0 0 0 53 0 12 0 5 13 1 0 0 21 54 0 159 686
1:15 PM 0 0 1 0 59 1 11 0 4 28 0 0 0 19 44 0 167 676
1:30 PM 0 0 0 0 53 1 13 0 7 15 0 0 0 14 38 0 141 639
1:45 PM 0 0 0 0 1 68 1 14 0 1 5 20 0 0 0 17 44 0 169 636
Peak 15-Min Northbound Southbound Eastbound Westbound Total
Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
All Vehicles 8 0 0 0 264 0 68 0 32 92 0 0 0 84 188 0 736
Heavy Trucks 0 0 0 0 0 4 0 0 0 0 0 0 4
Buses
Pedestrians 4 0 0 0 4
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Scooters
Comments:
Report generated on 12/13/2024 11:41 AM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212
Page 1 of 1
Apx-10
Type of peak hour being reported:Intersection Peak Method for determining peak hour:Total Entering Volume
LOCATION: Private/Church Dwy-- Lost Rapids Dr QC JOB#: 16855005
CITY/STATE: Meridian, ID DATE:Thu, Dec 5 2024
253 159 Peak-Hour:5:00 PM--6:00 PM 0 25
a * Peak 15-Min:5:30 PM--5:45 PM a
84 0 169� 0 0 0
., a a ✓ a r
221 ♦ 6 J t 151 « 288 0 0 ! t 2.6 1A
86 y � • 135 0 • �• 0
111+ 19 i i 2 r 256 0 + 0 i C 0 + 0
�a 2 1 QC 0 0
21 5 0 0
TRUE DATA TO IMPROVE MOBILITY
0 0 0 L
a
0 ! i 0
0 � / 10 ,- 0 y , . 1
0 r 0
1 F_ � o 0 0
✓ N/A 4 L J ✓ N/A
v
N/A+ • N/A N/A N/A
a N/A N/A ~
15-Min Count Private/Church Dwy Private/Church Dwy Lost Rapids Dr Lost Rapids Dr
Period (Northbound) (Southbound) (Eastbound) (Westbound) Total Hourly
Beginning At Totals
Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
4:00 PM 0 0 0 0 59 0 21 0 4 31 0 0 1 34 41 0 191
4:15 PM 1 0 0 0 38 0 10 0 0 27 1 0 0 38 41 0 156
4:30 PM 0 0 1 0 61 1 13 0 6 22 1 0 1 22 28 0 156
4:45 PM 0 0 0 0 44 0 16 0 7 22 0 0 2 30 32 0 153 656
5:00 PM 0 0 0 0 42 0 23 0 2 20 2 0 1 30 39 0 159 624
5:15 PM 0 0 0 0 40 0 17 0 1 23 5 0 0 35 40 0 161 629
5:30 PM 2 2 0 0 49 0 20 0 2 27 12 0 0 34 31 0 179 1 652
5:45 PM 0 0 1 0 38 0 24 0 1 16 0 0 1 36 41 0 158 657
Peak 15-Min Northbound Southbound Eastbound Westbound Total
Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
All Vehicles 8 8 0 0 196 0 80 0 8 108 48 0 0 136 124 0 716
Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0
Buses
Pedestrians 0 0 0 0 0
Bicycles 0 0 0 0 0 0 0 0 0 0 4 0 4
Scooters
Comments:
Report generated on 12/13/2024 11:41 AM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877 580 2212
Page 1 of 1
Apx-11
Type of peak hour being reported:Intersection Peak Method for determining peak hour:Total Entering Volume
LOCATION: Private/Church Dwy-- Lost Rapids Dr QC JOB#: 16855007
CITY/STATE: Meridian, ID DATE:Sat, Dec 7 2024
406 277 Peak-Hour: 12:45 PM--1:45 PM 0.2 0
a * Peak 15-Min: 12:45 PM--1:00 PM a * L
71 3 332 0 0 0.3
✓ a � ✓ a r
152 - 26 ! C 251 - 331 0.7 � 0 ! \ t 0 � 0.3
120+ [0-92] 78 0.8+ 1.3
148 r 2 i C 2 * 454 0.7+ 0 i C 0 + 0.4
�a 0 2 QC 0 0
7 5 0 0
TRUE DATA TO IMPROVE MOBI LITV
0 0 0.1L
i y
0 ! i 0
0 � I0 1y e . 0
0 r 0
`% f rr
0 0 0
✓ N/A ~ L J ✓ Na_A v
N/A+ • N/A N/A N/A
+ 4' + s r
a N/A N/A ~
15-Min Count Private/Church Dwy Private/Church Dwy Lost Rapids Dr Lost Rapids Dr
Period (Northbound) (Southbound) (Eastbound) (Westbound) Total Hourly
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Totals
11:00 AM 0 1 0 0 64 0 14 0 5 23 0 0 0 22 42 0 171
11:15 AM 0 0 0 0 62 0 12 0 9 24 1 0 0 20 52 0 180
11:30 AM 1 0 0 0 60 0 8 0 7 21 1 0 0 21 58 0 177
11:45 AM 0 0 1 0 65 0 19 1 4 20 1 0 0 19 54 0 184 712
12:00 PM 0 0 0 0 67 0 20 0 9 34 0 0 0 20 57 0 207 748
12:15 PM 0 0 1 0 86 0 14 0 5 31 0 0 1 29 64 0 231 799
12:30 PM 0 0 1 0 80 1 17 0 7 30 0 0 0 21 49 0 206 828
12:45 PM 0 0 2 0 85 2 24 0 7 32 0 0 0 25 65 0 242 886
1:00 PM 1 0 0 0 75 0 10 0 7 35 2 0 2 15 63 0 210 889
1:15 PM 2 0 0 0 76 0 20 0 7 24 0 0 0 22 69 0 220 878
1:30 PM 0 0 0 0 96 1 17 0 5 29 0 0 0 16 54 0 218 890
1:45 PM 0 0 0 0 63 1 14 0 4 22 0 0 0 23 53 1 181 829
Peak 15-Min Northbound Southbound Eastbound Westbound Total
Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
All Vehicles 0 0 8 0 340 8 96 0 28 128 0 0 0 100 260 0 968
Heavy Trucks 0 0 0 4 0 0 0 0 0 0 4 0 8
Buses
Pedestrians 0 0 0 0 0
Bicycles 0 0 0 0 0 0 0 4 0 0 0 0 4
Scooters
Comments:
Report generated on 12/13/2024 11:41 AM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212
Page 1 of 1
Apx-12
APPENDIX C
INTERSECTION LEVEL OF SERVICE WORKSHEETS
Apx-13
EXISTING
Apx-14
Lanes, Volumes, Timings
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations Vii + r* 4y. +"+ Vii tt r*
Traffic Volume(vph) 100 14 249 23 11 7 223 686 15 5 627 24
Future Volume(vph) 100 14 249 23 11 7 223 686 15 5 627 24
Ideal Flow(vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Storage Length(ft) 0 90 0 0 100 0 100 90
Storage Lanes 1 1 0 0 1 0 1 1
Taper Length (ft) 50 25 100 90
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.95 1.00 0.95 1.00
Frt 0.850 0.977 0.997 0.850
Flt Protected 0.950 0.973 0.950 0.950
Satd. Flow(prot) 1676 1800 1530 0 1671 0 1710 3281 0 1710 3288 1530
Flt Permitted 0.730 0.818 0.295 0.380
Satd. Flow(perm) 1288 1800 1530 0 1405 0 531 3281 0 684 3288 1530
Right Turn on Red Yes Yes Yes Yes
Satd. Flow(RTOR) 254 7 4 127
Link Speed(mph) 25 25 40 40
Link Distance(ft) 345 306 655 679
Travel Time(s) 9.4 8.3 11.2 11.6
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Heavy Vehicles(%) 2% 0% 0% 0% 9% 0% 0% 4% 0% 0% 4% 0%
Adj. Flow(vph) 102 14 254 23 11 7 228 700 15 5 640 24
Shared Lane Traffic(%)
Lane Group Flow(vph) 102 14 254 0 41 0 228 715 0 5 640 24
Enter Blocked Intersection No No No No No No No No No No No No
Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right
Median Width(ft) 12 0 12 12
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane Yes Yes
Headway Factor 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07
Turning Speed(mph) 15 9 15 9 15 9 15 9
Number of Detectors 1 2 1 1 2 1 2 1 2 1
Detector Template Left Thru Right Left Thru Left Thru Left Thru Right
Leading Detector(ft) 20 100 20 20 100 20 100 20 100 20
Trailing Detector(ft) 0 0 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 20 6 20 6 20 6 20
Detector 1 Type CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex
Detector 1 Channel
Detector 1 Extend(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Queue(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Delay(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 2 Position(ft) 94 94 94 94
Detector 2 Size(ft) 6 6 6 6
Detector 2 Type CI+Ex CI+Ex CI+Ex CI+Ex
Detector 2 Channel
Detector 2 Extend(s) 0.0 0.0 0.0 0.0
Turn Type Perm NA Perm Perm NA pm+pt NA pm+pt NA Perm
Protected Phases 4 8 5 2 1 6
1-Existing Ganddini Group, Inc.
Weekday Mid-Day Peak Hour Synchro 12 Report
Apx-15
Lanes, Volumes, Timings
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Permitted Phases 4 4 8 2 6 6
Detector Phase 4 4 4 8 8 5 2 1 6 6
Switch Phase
Minimum Initial(s) 5.0 5.0 5.0 5.0 5.0 5.0 10.0 5.0 10.0 10.0
Minimum Split(s) 23.0 23.0 23.0 23.0 23.0 10.0 23.0 10.0 23.0 23.0
Total Split(s) 23.0 23.0 23.0 23.0 23.0 13.0 27.0 10.0 24.0 24.0
Total Split(%) 38.3% 38.3% 38.3% 38.3% 38.3% 21.7% 45.0% 16.7% 40.0% 40.0%
Maximum Green(s) 18.0 18.0 18.0 18.0 18.0 8.0 22.0 5.0 19.0 19.0
Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time(s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust(s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Total Lost Time(s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Lead/Lag Lead Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None Max None Max Max
Walk Time(s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Flash Don't Walk(s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls(#/hr) 0 0 0 0 0 0 0 0
Act Effct Green(s) 7.8 7.8 7.8 7.8 29.2 28.1 20.1 17.1 17.1
Actuated g/C Ratio 0.15 0.15 0.15 0.15 0.56 0.54 0.39 0.33 0.33
v/c Ratio 0.53 0.05 0.57 0.19 0.53 0.40 0.02 0.59 0.04
Control Delay(slveh) 30.0 18.1 8.7 18.1 12.5 9.6 7.0 18.0 0.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay(s/veh) 30.0 18.1 8.7 18.1 12.5 9.6 7.0 18.0 0.1
LOS C B A B B A A B A
Approach Delay(slveh) 14.9 18.1 10.3 17.3
Approach LOS B B B B
Intersection Summary
Area Type: Other
Cycle Length:60
Actuated Cycle Length:51.8
Natural Cycle:60
Control Type:Actuated-Uncoordinated
Maximum v/c Ratio:0.59
Intersection Signal Delay(s/veh): 13.6 Intersection LOS: B
Intersection Capacity Utilization 58.2% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 1:Ten Mile Rd(NS)&Lost Rapids Dr(EW)
k4 01 02 4 04
1 05 + 06 � 08
1-Existing Ganddini Group, Inc.
Weekday Mid-Day Peak Hour Synchro 12 Report
Apx-16
HCM 7th Signalized Intersection Summary
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations Vi + r* 4Y. +T+ tt r*
Traffic Volume(veh/h) 100 14 249 23 11 7 223 686 15 5 627 24
Future Volume(veh/h) 100 14 249 23 11 7 223 686 15 5 627 24
Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width 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
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/In 1772 1800 1800 1800 1674 1800 1800 1744 1800 1800 1744 1800
Adj Flow Rate,veh/h 102 14 126 23 11 7 228 700 15 5 640 24
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh,% 2 0 0 0 9 0 0 4 0 0 4 0
Cap,veh/h 295 164 139 172 61 22 445 1585 34 417 1257 579
Arrive On Green 0.09 0.09 0.09 0.09 0.09 0.09 0.06 0.48 0.48 0.00 0.38 0.38
Sat Flow,veh/h 1395 1800 1525 510 664 242 1714 3317 71 1714 3313 1525
Grp Volume(v),veh/h 102 14 126 41 0 0 228 350 365 5 640 24
Grp Sat Flow(s),veh/h/In 1395 1800 1525 1416 0 0 1714 1657 1731 1714 1657 1525
Q Serve(g_s),s 1.9 0.3 3.7 0.0 0.0 0.0 2.7 6.3 6.3 0.1 6.7 0.4
Cycle Q Clear(g_c),s 3.0 0.3 3.7 1.1 0.0 0.0 2.7 6.3 6.3 0.1 6.7 0.4
Prop In Lane 1.00 1.00 0.56 0.17 1.00 0.04 1.00 1.00
Lane Grp Cap(c),veh/h 295 164 139 255 0 0 445 792 827 417 1257 579
V/C Ratio(X) 0.35 0.09 0.91 0.16 0.00 0.00 0.51 0.44 0.44 0.01 0.51 0.04
Avail Cap(c_a),veh/h 666 643 545 606 0 0 571 792 827 528 1257 579
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 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay(d),s/veh 19.8 18.6 20.2 19.0 0.0 0.0 10.5 7.7 7.7 8.6 10.7 8.8
Incr Delay(d2),s/veh 0.7 0.2 18.6 0.3 0.0 0.0 0.9 1.8 1.7 0.0 1.5 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(95%),veh/In 1.8 0.2 3.4 0.7 0.0 0.0 1.9 3.2 3.3 0.0 3.6 0.2
Unsig.Movement Delay,s/veh
LnGrp Delay(d),s/veh 20.5 18.9 38.8 19.3 0.0 0.0 11.4 9.5 9.4 8.7 12.2 8.9
LnGrp LOS C B D B B A A A B A
Approach Vol,veh/h 242 41 943 669
Approach Delay,s/veh 29.9 19.3 10.0 12.0
Approach LOS C B A B
Timer-Assigned Phs 1 2 4 5 6 8
Phs Duration(G+Y+Rc),s 5.3 28.4 11.1 9.7 24.0 11.1
Change Period(Y+Rc),s 5.0 5.0 5.0 5.0 5.0 5.0
Max Green Setting(Gmax),s 5.0 22.0 18.0 8.0 19.0 18.0
Max Q Clear Time(g_c+l l),s 2.1 8.3 5.7 4.7 8.7 3.1
Green Ext Time(p-c),s 0.0 3.5 0.6 0.2 3.0 0.1
Intersection Summary
HCM 7th Control Delay,s/veh 13.4
HCM 7th LOS B
1-Existing Ganddini Group, Inc.
Weekday Mid-Day Peak Hour Synchro 12 Report
Apx-17
Lanes, Volumes, Timings
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations Vii + r* 4y. +"+ Vii tt r*
Traffic Volume(vph) 67 8 195 27 20 9 221 851 30 5 761 30
Future Volume(vph) 67 8 195 27 20 9 221 851 30 5 761 30
Ideal Flow(vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Storage Length(ft) 0 90 0 0 100 0 100 90
Storage Lanes 1 1 0 0 1 0 1 1
Taper Length (ft) 50 25 100 90
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.95 1.00 0.95 1.00
Frt 0.850 0.979 0.995 0.850
Flt Protected 0.950 0.976 0.950 0.950
Satd. Flow(prot) 1710 1800 1530 0 1720 0 1693 3338 0 1710 3320 1530
Flt Permitted 0.720 0.840 0.233 0.317
Satd. Flow(perm) 1296 1800 1530 0 1480 0 415 3338 0 571 3320 1530
Right Turn on Red Yes Yes Yes Yes
Satd. Flow(RTOR) 199 9 6 127
Link Speed(mph) 25 25 40 40
Link Distance(ft) 345 306 655 679
Travel Time(s) 9.4 8.3 11.2 11.6
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Heavy Vehicles(%) 0% 0% 0% 0% 0% 0% 1% 2% 0% 0% 3% 0%
Adj. Flow(vph) 68 8 199 28 20 9 226 868 31 5 777 31
Shared Lane Traffic(%)
Lane Group Flow(vph) 68 8 199 0 57 0 226 899 0 5 777 31
Enter Blocked Intersection No No No No No No No No No No No No
Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right
Median Width(ft) 12 0 12 12
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane Yes Yes
Headway Factor 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07
Turning Speed(mph) 15 9 15 9 15 9 15 9
Number of Detectors 1 2 1 1 2 1 2 1 2 1
Detector Template Left Thru Right Left Thru Left Thru Left Thru Right
Leading Detector(ft) 20 100 20 20 100 20 100 20 100 20
Trailing Detector(ft) 0 0 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 20 6 20 6 20 6 20
Detector 1 Type CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex
Detector 1 Channel
Detector 1 Extend(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Queue(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Delay(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 2 Position(ft) 94 94 94 94
Detector 2 Size(ft) 6 6 6 6
Detector 2 Type CI+Ex CI+Ex CI+Ex CI+Ex
Detector 2 Channel
Detector 2 Extend(s) 0.0 0.0 0.0 0.0
Turn Type Perm NA Perm Perm NA pm+pt NA pm+pt NA Perm
Protected Phases 4 8 5 2 1 6
1-Existing Ganddini Group, Inc.
Weekday PM Peak Hour Synchro 12 Report
Apx-18
Lanes, Volumes, Timings
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Permitted Phases 4 4 8 2 6 6
Detector Phase 4 4 4 8 8 5 2 1 6 6
Switch Phase
Minimum Initial(s) 5.0 5.0 5.0 5.0 5.0 5.0 10.0 5.0 10.0 10.0
Minimum Split(s) 23.0 23.0 23.0 23.0 23.0 10.0 23.0 10.0 23.0 23.0
Total Split(s) 23.0 23.0 23.0 23.0 23.0 13.0 27.0 10.0 24.0 24.0
Total Split(%) 38.3% 38.3% 38.3% 38.3% 38.3% 21.7% 45.0% 16.7% 40.0% 40.0%
Maximum Green(s) 18.0 18.0 18.0 18.0 18.0 8.0 22.0 5.0 19.0 19.0
Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time(s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust(s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Total Lost Time(s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Lead/Lag Lead Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None Max None Max Max
Walk Time(s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Flash Don't Walk(s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls(#/hr) 0 0 0 0 0 0 0 0
Act Effct Green(s) 6.2 6.2 6.2 6.2 29.3 28.2 20.1 17.1 17.1
Actuated g/C Ratio 0.12 0.12 0.12 0.12 0.58 0.56 0.40 0.34 0.34
v/c Ratio 0.43 0.04 0.55 0.30 0.58 0.48 0.02 0.69 0.05
Control Delay(slveh) 28.4 18.9 10.1 21.4 13.8 9.3 6.2 18.9 0.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay(s/veh) 28.4 18.9 10.1 21.4 13.8 9.3 6.2 18.9 0.2
LOS C B B C B A A B A
Approach Delay(slveh) 14.9 21.4 10.2 18.1
Approach LOS B C B B
Intersection Summary
Area Type: Other
Cycle Length:60
Actuated Cycle Length:50.3
Natural Cycle:60
Control Type:Actuated-Uncoordinated
Maximum v/c Ratio:0.69
Intersection Signal Delay(s/veh): 13.9 Intersection LOS: B
Intersection Capacity Utilization 62.6% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 1:Ten Mile Rd(NS)&Lost Rapids Dr(EW)
k4 01 02 04
1 05 + 06 � 08
1-Existing Ganddini Group, Inc.
Weekday PM Peak Hour Synchro 12 Report
Apx-19
HCM 7th Signalized Intersection Summary
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations Vi + r* 4Y. +T+ tt r*
Traffic Volume(veh/h) 67 8 195 27 20 9 221 851 30 5 761 30
Future Volume(veh/h) 67 8 195 27 20 9 221 851 30 5 761 30
Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width 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
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/In 1800 1800 1800 1800 1800 1800 1786 1772 1800 1800 1758 1800
Adj Flow Rate,veh/h 68 8 99 28 20 9 226 868 31 5 777 31
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh,% 0 0 0 0 0 0 1 2 0 0 3 0
Cap,veh/h 269 121 102 152 61 17 409 1626 58 364 1302 595
Arrive On Green 0.07 0.07 0.07 0.07 0.07 0.07 0.06 0.49 0.49 0.00 0.39 0.39
Sat Flow,veh/h 1403 1800 1525 433 907 251 1701 3316 118 1714 3340 1525
Grp Volume(v),veh/h 68 8 99 57 0 0 226 441 458 5 777 31
Grp Sat Flow(s),veh/h/In 1403 1800 1525 1591 0 0 1701 1683 1751 1714 1670 1525
Q Serve(g_s),s 0.3 0.2 2.8 0.2 0.0 0.0 2.7 7.9 7.9 0.1 8.1 0.6
Cycle Q Clear(g_c),s 1.7 0.2 2.8 1.4 0.0 0.0 2.7 7.9 7.9 0.1 8.1 0.6
Prop In Lane 1.00 1.00 0.49 0.16 1.00 0.07 1.00 1.00
Lane Grp Cap(c),veh/h 269 121 102 230 0 0 409 826 859 364 1302 595
V/C Ratio(X) 0.25 0.07 0.97 0.25 0.00 0.00 0.55 0.53 0.53 0.01 0.60 0.05
Avail Cap(c_a),veh/h 690 661 560 675 0 0 539 826 859 478 1302 595
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 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay(d),s/veh 19.8 19.1 20.3 19.6 0.0 0.0 10.6 7.7 7.7 8.2 10.6 8.3
Incr Delay(d2),s/veh 0.5 0.2 34.3 0.6 0.0 0.0 1.2 2.5 2.4 0.0 2.0 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(95%),veh/In 1.2 0.1 3.4 1.0 0.0 0.0 1.8 4.1 4.2 0.0 4.3 0.3
Unsig.Movement Delay,s/veh
LnGrp Delay(d),s/veh 20.3 19.3 54.6 20.2 0.0 0.0 11.8 10.1 10.0 8.3 12.6 8.4
LnGrp LOS C B D C B B B A B A
Approach Vol,veh/h 175 57 1125 813
Approach Delay,s/veh 39.6 20.2 10.4 12.4
Approach LOS D C B B
Timer-Assigned Phs 1 2 4 5 6 8
Phs Duration(G+Y+Rc),s 5.3 28.4 9.9 9.7 24.0 9.9
Change Period(Y+Rc),s 5.0 5.0 5.0 5.0 5.0 5.0
Max Green Setting(Gmax),s 5.0 22.0 18.0 8.0 19.0 18.0
Max Q Clear Time(g_c+l l),s 2.1 9.9 4.8 4.7 10.1 3.4
Green Ext Time(p-c),s 0.0 4.2 0.4 0.2 3.4 0.2
Intersection Summary
HCM 7th Control Delay,s/veh 13.8
HCM 7th LOS B
1-Existing Ganddini Group, Inc.
Weekday PM Peak Hour Synchro 12 Report
Apx-20
Lanes, Volumes, Timings
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations Vii + r* 4y. +"+ Vii tt r*
Traffic Volume(vph) 119 14 332 18 11 15 290 756 27 14 686 41
Future Volume(vph) 119 14 332 18 11 15 290 756 27 14 686 41
Ideal Flow(vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Storage Length(ft) 0 90 0 0 100 0 100 90
Storage Lanes 1 1 0 0 1 0 1 1
Taper Length (ft) 50 25 100 90
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.95 1.00 0.95 1.00
Frt 0.850 0.954 0.995 0.850
Flt Protected 0.950 0.980 0.950 0.950
Satd. Flow(prot) 1710 1682 1515 0 1643 0 1710 3370 0 1710 3386 1500
Flt Permitted 0.726 0.869 0.238 0.341
Satd. Flow(perm) 1307 1682 1515 0 1457 0 428 3370 0 614 3386 1500
Right Turn on Red Yes Yes Yes Yes
Satd. Flow(RTOR) 259 16 6 127
Link Speed(mph) 25 25 40 40
Link Distance(ft) 345 306 655 679
Travel Time(s) 9.4 8.3 11.2 11.6
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Heavy Vehicles(%) 0% 7% 1% 6% 0% 0% 0% 1% 0% 0% 1% 2%
Adj. Flow(vph) 125 15 349 19 12 16 305 796 28 15 722 43
Shared Lane Traffic(%)
Lane Group Flow(vph) 125 15 349 0 47 0 305 824 0 15 722 43
Enter Blocked Intersection No No No No No No No No No No No No
Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right
Median Width(ft) 12 0 12 12
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane Yes Yes
Headway Factor 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07
Turning Speed(mph) 15 9 15 9 15 9 15 9
Number of Detectors 1 2 1 1 2 1 2 1 2 1
Detector Template Left Thru Right Left Thru Left Thru Left Thru Right
Leading Detector(ft) 20 100 20 20 100 20 100 20 100 20
Trailing Detector(ft) 0 0 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 20 6 20 6 20 6 20
Detector 1 Type CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex
Detector 1 Channel
Detector 1 Extend(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Queue(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Delay(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 2 Position(ft) 94 94 94 94
Detector 2 Size(ft) 6 6 6 6
Detector 2 Type CI+Ex CI+Ex CI+Ex CI+Ex
Detector 2 Channel
Detector 2 Extend(s) 0.0 0.0 0.0 0.0
Turn Type Perm NA Perm Perm NA pm+pt NA pm+pt NA Perm
Protected Phases 4 8 5 2 1 6
1-Existing Ganddini Group, Inc.
Saturday Mid-Day Peak Hour Synchro 12 Report
Apx-21
Lanes, Volumes, Timings
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Permitted Phases 4 4 8 2 6 6
Detector Phase 4 4 4 8 8 5 2 1 6 6
Switch Phase
Minimum Initial(s) 5.0 5.0 5.0 5.0 5.0 5.0 10.0 5.0 10.0 10.0
Minimum Split(s) 23.0 23.0 23.0 23.0 23.0 10.0 23.0 10.0 23.0 23.0
Total Split(s) 23.0 23.0 23.0 23.0 23.0 14.0 27.0 10.0 23.0 23.0
Total Split(%) 38.3% 38.3% 38.3% 38.3% 38.3% 23.3% 45.0% 16.7% 38.3% 38.3%
Maximum Green(s) 18.0 18.0 18.0 18.0 18.0 9.0 22.0 5.0 18.0 18.0
Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time(s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust(s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Total Lost Time(s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Lead/Lag Lead Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None Max None Max Max
Walk Time(s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Flash Don't Walk(s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls(#/hr) 0 0 0 0 0 0 0 0
Act Effct Green(s) 9.3 9.3 9.3 9.3 29.6 28.4 19.1 16.1 16.1
Actuated g/C Ratio 0.17 0.17 0.17 0.17 0.55 0.53 0.36 0.30 0.30
v/c Ratio 0.55 0.05 0.73 0.18 0.75 0.46 0.05 0.71 0.08
Control Delay(slveh) 29.3 17.5 16.0 14.7 24.2 10.9 8.4 22.8 0.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay(s/veh) 29.3 17.5 16.0 14.7 24.2 10.9 8.4 22.8 0.3
LOS C B B B C B A C A
Approach Delay(slveh) 19.5 14.7 14.5 21.3
Approach LOS B B B C
Intersection Summary
Area Type: Other
Cycle Length:60
Actuated Cycle Length:53.5
Natural Cycle:60
Control Type:Actuated-Uncoordinated
Maximum v/c Ratio:0.75
Intersection Signal Delay(s/veh): 17.7 Intersection LOS: B
Intersection Capacity Utilization 68.1% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 1:Ten
Mile Rd(NS)&Lost Rapids Dr(EW)
01 02 4 04
05 + 06 � 08
1-Existing Ganddini Group, Inc.
Saturday Mid-Day Peak Hour Synchro 12 Report
Apx-22
HCM 7th Signalized Intersection Summary
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations Vi + r* 4Y. +T+ tt r*
Traffic Volume(veh/h) 119 14 332 18 11 15 290 756 27 14 686 41
Future Volume(veh/h) 119 14 332 18 11 15 290 756 27 14 686 41
Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width 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
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/In 1800 1702 1786 1716 1800 1800 1800 1786 1800 1800 1786 1772
Adj Flow Rate,veh/h 125 15 174 19 12 16 305 796 28 15 722 43
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh,% 0 7 1 6 0 0 0 1 0 0 1 2
Cap,veh/h 335 217 193 150 83 67 446 1549 54 351 1114 493
Arrive On Green 0.13 0.13 0.13 0.13 0.13 0.13 0.11 0.46 0.46 0.00 0.33 0.33
Sat Flow,veh/h 1404 1702 1514 360 651 522 1714 3344 118 1714 3393 1502
Grp Volume(v),veh/h 125 15 174 47 0 0 305 404 420 15 722 43
Grp Sat Flow(s),veh/h/In 1404 1702 1514 1532 0 0 1714 1697 1765 1714 1697 1502
Q Serve(g_s),s 2.6 0.4 5.5 0.0 0.0 0.0 5.5 8.2 8.2 0.1 8.8 1.0
Cycle Q Clear(g_c),s 3.9 0.4 5.5 1.2 0.0 0.0 5.5 8.2 8.2 0.1 8.8 1.0
Prop In Lane 1.00 1.00 0.40 0.34 1.00 0.07 1.00 1.00
Lane Grp Cap(c),veh/h 335 217 193 300 0 0 446 786 818 351 1114 493
V/C Ratio(X) 0.37 0.07 0.90 0.16 0.00 0.00 0.68 0.51 0.51 0.04 0.65 0.09
Avail Cap(c_a),veh/h 617 559 497 587 0 0 499 786 818 453 1114 493
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 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay(d),s/veh 20.1 18.7 20.9 19.1 0.0 0.0 10.0 9.2 9.2 11.8 14.0 11.3
Incr Delay(d2),s/veh 0.7 0.1 13.8 0.2 0.0 0.0 3.3 2.4 2.3 0.0 2.9 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(95%),veh/In 2.4 0.3 4.6 0.8 0.0 0.0 3.2 4.7 4.8 0.2 5.6 0.5
Unsig.Movement Delay,s/veh
LnGrp Delay(d),s/veh 20.8 18.8 34.7 19.3 0.0 0.0 13.4 11.6 11.5 11.9 16.9 11.7
LnGrp LOS C B C B B B B B B B
Approach Vol,veh/h 314 47 1129 780
Approach Delay,s/veh 28.4 19.3 12.0 16.5
Approach LOS C B B B
Timer-Assigned Phs 1 2 4 5 6 8
Phs Duration(G+Y+Rc),s 5.9 29.6 13.2 12.5 23.0 13.2
Change Period(Y+Rc),s 5.0 5.0 5.0 5.0 5.0 5.0
Max Green Setting(Gmax),s 5.0 22.0 18.0 9.0 18.0 18.0
Max Q Clear Time(g_c+l l),s 2.1 10.2 7.5 7.5 10.8 3.2
Green Ext Time(p-c),s 0.0 3.8 0.8 0.2 2.7 0.1
Intersection Summary
HCM 7th Control Delay,s/veh 16.0
HCM 7th LOS B
1-Existing Ganddini Group, Inc.
Saturday Mid-Day Peak Hour Synchro 12 Report
Apx-23
OPENING YEAR WITHOUT PROJECT
Apx-24
Lanes, Volumes, Timings
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations Vii + r* 4y. +"+ Vii tt r*
Traffic Volume(vph) 100 14 249 23 11 7 223 713 15 5 652 24
Future Volume(vph) 100 14 249 23 11 7 223 713 15 5 652 24
Ideal Flow(vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Storage Length(ft) 0 90 0 0 100 0 100 90
Storage Lanes 1 1 0 0 1 0 1 1
Taper Length (ft) 50 25 100 90
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.95 1.00 0.95 1.00
Frt 0.850 0.977 0.997 0.850
Flt Protected 0.950 0.973 0.950 0.950
Satd. Flow(prot) 1676 1800 1530 0 1671 0 1710 3281 0 1710 3288 1530
Flt Permitted 0.730 0.818 0.274 0.370
Satd. Flow(perm) 1288 1800 1530 0 1405 0 493 3281 0 666 3288 1530
Right Turn on Red Yes Yes Yes Yes
Satd. Flow(RTOR) 254 7 4 127
Link Speed(mph) 25 25 40 40
Link Distance(ft) 345 306 655 679
Travel Time(s) 9.4 8.3 11.2 11.6
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Heavy Vehicles(%) 2% 0% 0% 0% 9% 0% 0% 4% 0% 0% 4% 0%
Adj. Flow(vph) 102 14 254 23 11 7 228 728 15 5 665 24
Shared Lane Traffic(%)
Lane Group Flow(vph) 102 14 254 0 41 0 228 743 0 5 665 24
Enter Blocked Intersection No No No No No No No No No No No No
Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right
Median Width(ft) 12 0 12 12
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane Yes Yes
Headway Factor 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07
Turning Speed(mph) 15 9 15 9 15 9 15 9
Number of Detectors 1 2 1 1 2 1 2 1 2 1
Detector Template Left Thru Right Left Thru Left Thru Left Thru Right
Leading Detector(ft) 20 100 20 20 100 20 100 20 100 20
Trailing Detector(ft) 0 0 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 20 6 20 6 20 6 20
Detector 1 Type CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex
Detector 1 Channel
Detector 1 Extend(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Queue(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Delay(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 2 Position(ft) 94 94 94 94
Detector 2 Size(ft) 6 6 6 6
Detector 2 Type CI+Ex CI+Ex CI+Ex CI+Ex
Detector 2 Channel
Detector 2 Extend(s) 0.0 0.0 0.0 0.0
Turn Type Perm NA Perm Perm NA pm+pt NA pm+pt NA Perm
Protected Phases 4 8 5 2 1 6
2-Opening Year Without Project Ganddini Group, Inc.
Weekday Mid-Day Peak Hour Synchro 12 Report
Apx-25
Lanes, Volumes, Timings
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Permitted Phases 4 4 8 2 6 6
Detector Phase 4 4 4 8 8 5 2 1 6 6
Switch Phase
Minimum Initial(s) 5.0 5.0 5.0 5.0 5.0 5.0 10.0 5.0 10.0 10.0
Minimum Split(s) 23.0 23.0 23.0 23.0 23.0 10.0 23.0 10.0 23.0 23.0
Total Split(s) 23.0 23.0 23.0 23.0 23.0 14.0 27.0 10.0 23.0 23.0
Total Split(%) 38.3% 38.3% 38.3% 38.3% 38.3% 23.3% 45.0% 16.7% 38.3% 38.3%
Maximum Green(s) 18.0 18.0 18.0 18.0 18.0 9.0 22.0 5.0 18.0 18.0
Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time(s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust(s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Total Lost Time(s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Lead/Lag Lead Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None Max None Max Max
Walk Time(s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Flash Don't Walk(s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls(#/hr) 0 0 0 0 0 0 0 0
Act Effct Green(s) 7.8 7.8 7.8 7.8 29.2 27.9 19.1 16.1 16.1
Actuated g/C Ratio 0.15 0.15 0.15 0.15 0.57 0.54 0.37 0.31 0.31
v/c Ratio 0.53 0.05 0.57 0.19 0.53 0.42 0.02 0.65 0.04
Control Delay(slveh) 29.9 18.1 8.7 18.1 11.5 9.7 7.2 19.9 0.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay(s/veh) 29.9 18.1 8.7 18.1 11.5 9.7 7.2 19.9 0.1
LOS C B A B B A A B A
Approach Delay(slveh) 14.9 18.1 10.1 19.2
Approach LOS B B B B
Intersection Summary
Area Type: Other
Cycle Length:60
Actuated Cycle Length:51.6
Natural Cycle:60
Control Type:Actuated-Uncoordinated
Maximum v/c Ratio:0.65
Intersection Signal Delay(s/veh): 14.2 Intersection LOS: B
Intersection Capacity Utilization 58.9% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 1:Ten
Mile Rd(NS)&Lost Rapids Dr(EW)
01 02 4 04
05 06 v 08
OIL
2-Opening Year Without Project Ganddini Group, Inc.
Weekday Mid-Day Peak Hour Synchro 12 Report
Apx-26
HCM 7th Signalized Intersection Summary
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations Vi + r* 4y. +T+ tt r*
Traffic Volume(veh/h) 100 14 249 23 11 7 223 713 15 5 652 24
Future Volume(veh/h) 100 14 249 23 11 7 223 713 15 5 652 24
Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width 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
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/In 1772 1800 1800 1800 1674 1800 1800 1744 1800 1800 1744 1800
Adj Flow Rate,veh/h 102 14 126 23 11 7 228 728 15 5 665 24
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh,% 2 0 0 0 9 0 0 4 0 0 4 0
Cap,veh/h 299 164 139 175 61 22 429 1550 32 400 1214 559
Arrive On Green 0.09 0.09 0.09 0.09 0.09 0.09 0.06 0.47 0.47 0.00 0.37 0.37
Sat Flow,veh/h 1395 1800 1525 507 669 242 1714 3320 68 1714 3313 1525
Grp Volume(v),veh/h 102 14 126 41 0 0 228 363 380 5 665 24
Grp Sat Flow(s),veh/h/In 1395 1800 1525 1418 0 0 1714 1657 1732 1714 1657 1525
Q Serve(g_s),s 1.9 0.3 3.6 0.0 0.0 0.0 2.7 6.5 6.5 0.1 6.9 0.4
Cycle Q Clear(g_c),s 2.9 0.3 3.6 1.0 0.0 0.0 2.7 6.5 6.5 0.1 6.9 0.4
Prop In Lane 1.00 1.00 0.56 0.17 1.00 0.04 1.00 1.00
Lane Grp Cap(c),veh/h 299 164 139 258 0 0 429 774 809 400 1214 559
V/C Ratio(X) 0.34 0.09 0.91 0.16 0.00 0.00 0.53 0.47 0.47 0.01 0.55 0.04
Avail Cap(c_a),veh/h 683 660 559 622 0 0 598 774 809 514 1214 559
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 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay(d),s/veh 19.3 18.2 19.7 18.5 0.0 0.0 10.9 7.9 7.9 8.8 11.0 8.9
Incr Delay(d2),s/veh 0.7 0.2 18.7 0.3 0.0 0.0 1.0 2.0 2.0 0.0 1.8 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(95%),veh/In 1.7 0.2 3.4 0.7 0.0 0.0 1.9 3.4 3.5 0.0 3.8 0.2
Unsig.Movement Delay,s/veh
LnGrp Delay(d),s/veh 20.0 18.4 38.3 18.8 0.0 0.0 11.9 10.0 9.9 8.8 12.7 9.0
LnGrp LOS B B D B B A A A B A
Approach Vol,veh/h 242 41 971 694
Approach Delay,s/veh 29.4 18.8 10.4 12.6
Approach LOS C B B B
Timer-Assigned Phs 1 2 4 5 6 8
Phs Duration(G+Y+Rc),s 5.3 27.4 11.0 9.7 23.0 11.0
Change Period(Y+Rc),s 5.0 5.0 5.0 5.0 5.0 5.0
Max Green Setting(Gmax),s 5.0 22.0 18.0 9.0 18.0 18.0
Max Q Clear Time(g_c+l l),s 2.1 8.5 5.6 4.7 8.9 3.0
Green Ext Time(p-c),s 0.0 3.6 0.6 0.2 2.9 0.1
Intersection Summary
HCM 7th Control Delay,s/veh 13.7
HCM 7th LOS B
2-Opening Year Without Project Ganddini Group, Inc.
Weekday Mid-Day Peak Hour Synchro 12 Report
Apx-27
Lanes, Volumes, Timings
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations Vii + r* 4y. +"+ Vii tt r*
Traffic Volume(vph) 67 8 195 27 20 9 221 885 30 5 791 30
Future Volume(vph) 67 8 195 27 20 9 221 885 30 5 791 30
Ideal Flow(vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Storage Length(ft) 0 90 0 0 100 0 100 90
Storage Lanes 1 1 0 0 1 0 1 1
Taper Length (ft) 50 25 100 90
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.95 1.00 0.95 1.00
Frt 0.850 0.979 0.995 0.850
Flt Protected 0.950 0.976 0.950 0.950
Satd. Flow(prot) 1710 1800 1530 0 1720 0 1693 3338 0 1710 3320 1530
Flt Permitted 0.720 0.840 0.220 0.306
Satd. Flow(perm) 1296 1800 1530 0 1480 0 392 3338 0 551 3320 1530
Right Turn on Red Yes Yes Yes Yes
Satd. Flow(RTOR) 199 9 6 127
Link Speed(mph) 25 25 40 40
Link Distance(ft) 345 306 655 679
Travel Time(s) 9.4 8.3 11.2 11.6
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Heavy Vehicles(%) 0% 0% 0% 0% 0% 0% 1% 2% 0% 0% 3% 0%
Adj. Flow(vph) 68 8 199 28 20 9 226 903 31 5 807 31
Shared Lane Traffic(%)
Lane Group Flow(vph) 68 8 199 0 57 0 226 934 0 5 807 31
Enter Blocked Intersection No No No No No No No No No No No No
Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right
Median Width(ft) 12 0 12 12
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane Yes Yes
Headway Factor 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07
Turning Speed(mph) 15 9 15 9 15 9 15 9
Number of Detectors 1 2 1 1 2 1 2 1 2 1
Detector Template Left Thru Right Left Thru Left Thru Left Thru Right
Leading Detector(ft) 20 100 20 20 100 20 100 20 100 20
Trailing Detector(ft) 0 0 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 20 6 20 6 20 6 20
Detector 1 Type CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex
Detector 1 Channel
Detector 1 Extend(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Queue(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Delay(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 2 Position(ft) 94 94 94 94
Detector 2 Size(ft) 6 6 6 6
Detector 2 Type CI+Ex CI+Ex CI+Ex CI+Ex
Detector 2 Channel
Detector 2 Extend(s) 0.0 0.0 0.0 0.0
Turn Type Perm NA Perm Perm NA pm+pt NA pm+pt NA Perm
Protected Phases 4 8 5 2 1 6
2-Opening Year Without Project Ganddini Group, Inc.
Weekday PM Peak Hour Synchro 12 Report
Apx-28
Lanes, Volumes, Timings
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Permitted Phases 4 4 8 2 6 6
Detector Phase 4 4 4 8 8 5 2 1 6 6
Switch Phase
Minimum Initial(s) 5.0 5.0 5.0 5.0 5.0 5.0 10.0 5.0 10.0 10.0
Minimum Split(s) 23.0 23.0 23.0 23.0 23.0 10.0 23.0 10.0 23.0 23.0
Total Split(s) 23.0 23.0 23.0 23.0 23.0 13.0 27.0 10.0 24.0 24.0
Total Split(%) 38.3% 38.3% 38.3% 38.3% 38.3% 21.7% 45.0% 16.7% 40.0% 40.0%
Maximum Green(s) 18.0 18.0 18.0 18.0 18.0 8.0 22.0 5.0 19.0 19.0
Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time(s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust(s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Total Lost Time(s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Lead/Lag Lead Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None Max None Max Max
Walk Time(s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Flash Don't Walk(s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls(#/hr) 0 0 0 0 0 0 0 0
Act Effct Green(s) 6.2 6.2 6.2 6.2 29.3 28.2 20.1 17.1 17.1
Actuated g/C Ratio 0.12 0.12 0.12 0.12 0.58 0.56 0.40 0.34 0.34
v/c Ratio 0.43 0.04 0.55 0.30 0.59 0.50 0.02 0.72 0.05
Control Delay(slveh) 28.4 18.9 10.1 21.4 14.7 9.6 6.2 19.9 0.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay(s/veh) 28.4 18.9 10.1 21.4 14.7 9.6 6.2 19.9 0.2
LOS C B B C B A A B A
Approach Delay(slveh) 14.9 21.4 10.6 19.1
Approach LOS B C B B
Intersection Summary
Area Type: Other
Cycle Length:60
Actuated Cycle Length:50.3
Natural Cycle:60
Control Type:Actuated-Uncoordinated
Maximum v/c Ratio:0.72
Intersection Signal Delay(s/veh): 14.4 Intersection LOS: B
Intersection Capacity Utilization 63.4% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 1:Ten Mile Rd(NS)&Lost Rapids Dr(EW)
k4 01 02 04
1 05 + 06 � 08
2-Opening Year Without Project Ganddini Group, Inc.
Weekday PM Peak Hour Synchro 12 Report
Apx-29
HCM 7th Signalized Intersection Summary
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations Vi + r* 4y. +T+ tt r*
Traffic Volume(veh/h) 67 8 195 27 20 9 221 885 30 5 791 30
Future Volume(veh/h) 67 8 195 27 20 9 221 885 30 5 791 30
Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width 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
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/In 1800 1800 1800 1800 1800 1800 1786 1772 1800 1800 1758 1800
Adj Flow Rate,veh/h 68 8 99 28 20 9 226 903 31 5 807 31
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh,% 0 0 0 0 0 0 1 2 0 0 3 0
Cap,veh/h 269 121 102 152 61 17 399 1629 56 352 1302 595
Arrive On Green 0.07 0.07 0.07 0.07 0.07 0.07 0.06 0.49 0.49 0.00 0.39 0.39
Sat Flow,veh/h 1403 1800 1525 433 907 251 1701 3321 114 1714 3340 1525
Grp Volume(v),veh/h 68 8 99 57 0 0 226 458 476 5 807 31
Grp Sat Flow(s),veh/h/In 1403 1800 1525 1591 0 0 1701 1683 1751 1714 1670 1525
Q Serve(g_s),s 0.3 0.2 2.8 0.2 0.0 0.0 2.7 8.3 8.3 0.1 8.5 0.6
Cycle Q Clear(g_c),s 1.7 0.2 2.8 1.4 0.0 0.0 2.7 8.3 8.3 0.1 8.5 0.6
Prop In Lane 1.00 1.00 0.49 0.16 1.00 0.07 1.00 1.00
Lane Grp Cap(c),veh/h 269 121 102 230 0 0 399 826 859 352 1302 595
V/C Ratio(X) 0.25 0.07 0.97 0.25 0.00 0.00 0.57 0.55 0.55 0.01 0.62 0.05
Avail Cap(c_a),veh/h 690 661 560 675 0 0 529 826 859 466 1302 595
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 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay(d),s/veh 19.8 19.1 20.3 19.6 0.0 0.0 10.9 7.8 7.8 8.3 10.7 8.3
Incr Delay(d2),s/veh 0.5 0.2 34.3 0.6 0.0 0.0 1.3 2.7 2.6 0.0 2.2 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(95%),veh/In 1.2 0.1 3.4 1.0 0.0 0.0 1.8 4.3 4.5 0.0 4.6 0.3
Unsig.Movement Delay,s/veh
LnGrp Delay(d),s/veh 20.3 19.3 54.6 20.2 0.0 0.0 12.2 10.5 10.3 8.3 12.9 8.4
LnGrp LOS C B D C B B B A B A
Approach Vol,veh/h 175 57 1160 843
Approach Delay,s/veh 39.6 20.2 10.7 12.7
Approach LOS D C B B
Timer-Assigned Phs 1 2 4 5 6 8
Phs Duration(G+Y+Rc),s 5.3 28.4 9.9 9.7 24.0 9.9
Change Period(Y+Rc),s 5.0 5.0 5.0 5.0 5.0 5.0
Max Green Setting(Gmax),s 5.0 22.0 18.0 8.0 19.0 18.0
Max Q Clear Time(g_c+l l),s 2.1 10.3 4.8 4.7 10.5 3.4
Green Ext Time(p-c),s 0.0 4.3 0.4 0.2 3.4 0.2
Intersection Summary
HCM 7th Control Delay,s/veh 14.0
HCM 7th LOS B
2-Opening Year Without Project Ganddini Group, Inc.
Weekday PM Peak Hour Synchro 12 Report
Apx-30
Lanes, Volumes, Timings
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations Vii + r* 4y. +"+ Vii tt r*
Traffic Volume(vph) 119 14 332 18 11 15 290 786 27 14 713 41
Future Volume(vph) 119 14 332 18 11 15 290 786 27 14 713 41
Ideal Flow(vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Storage Length(ft) 0 90 0 0 100 0 100 90
Storage Lanes 1 1 0 0 1 0 1 1
Taper Length (ft) 50 25 100 90
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.95 1.00 0.95 1.00
Frt 0.850 0.954 0.995 0.850
Flt Protected 0.950 0.980 0.950 0.950
Satd. Flow(prot) 1710 1682 1515 0 1643 0 1710 3370 0 1710 3386 1500
Flt Permitted 0.726 0.869 0.225 0.331
Satd. Flow(perm) 1307 1682 1515 0 1457 0 405 3370 0 596 3386 1500
Right Turn on Red Yes Yes Yes Yes
Satd. Flow(RTOR) 256 16 6 127
Link Speed(mph) 25 25 40 40
Link Distance(ft) 345 306 655 679
Travel Time(s) 9.4 8.3 11.2 11.6
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Heavy Vehicles(%) 0% 7% 1% 6% 0% 0% 0% 1% 0% 0% 1% 2%
Adj. Flow(vph) 125 15 349 19 12 16 305 827 28 15 751 43
Shared Lane Traffic(%)
Lane Group Flow(vph) 125 15 349 0 47 0 305 855 0 15 751 43
Enter Blocked Intersection No No No No No No No No No No No No
Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right
Median Width(ft) 12 0 12 12
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane Yes Yes
Headway Factor 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07
Turning Speed(mph) 15 9 15 9 15 9 15 9
Number of Detectors 1 2 1 1 2 1 2 1 2 1
Detector Template Left Thru Right Left Thru Left Thru Left Thru Right
Leading Detector(ft) 20 100 20 20 100 20 100 20 100 20
Trailing Detector(ft) 0 0 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 20 6 20 6 20 6 20
Detector 1 Type CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex
Detector 1 Channel
Detector 1 Extend(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Queue(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Delay(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 2 Position(ft) 94 94 94 94
Detector 2 Size(ft) 6 6 6 6
Detector 2 Type CI+Ex CI+Ex CI+Ex CI+Ex
Detector 2 Channel
Detector 2 Extend(s) 0.0 0.0 0.0 0.0
Turn Type Perm NA Perm Perm NA pm+pt NA pm+pt NA Perm
Protected Phases 4 8 5 2 1 6
2-Opening Year Without Project Ganddini Group, Inc.
Saturday Mid-Day Peak Hour Synchro 12 Report
Apx-31
Lanes, Volumes, Timings
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Permitted Phases 4 4 8 2 6 6
Detector Phase 4 4 4 8 8 5 2 1 6 6
Switch Phase
Minimum Initial(s) 5.0 5.0 5.0 5.0 5.0 5.0 10.0 5.0 10.0 10.0
Minimum Split(s) 23.0 23.0 23.0 23.0 23.0 10.0 23.0 10.0 23.0 23.0
Total Split(s) 23.0 23.0 23.0 23.0 23.0 14.0 27.0 10.0 23.0 23.0
Total Split(%) 38.3% 38.3% 38.3% 38.3% 38.3% 23.3% 45.0% 16.7% 38.3% 38.3%
Maximum Green(s) 18.0 18.0 18.0 18.0 18.0 9.0 22.0 5.0 18.0 18.0
Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time(s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust(s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Total Lost Time(s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Lead/Lag Lead Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None Max None Max Max
Walk Time(s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Flash Don't Walk(s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls(#/hr) 0 0 0 0 0 0 0 0
Act Effct Green(s) 9.3 9.3 9.3 9.3 29.7 28.4 19.1 16.1 16.1
Actuated g/C Ratio 0.17 0.17 0.17 0.17 0.55 0.53 0.36 0.30 0.30
v/c Ratio 0.55 0.05 0.74 0.18 0.77 0.48 0.05 0.74 0.08
Control Delay(slveh) 29.3 17.5 16.3 14.7 25.9 11.2 8.4 23.9 0.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay(s/veh) 29.3 17.5 16.3 14.7 25.9 11.2 8.4 23.9 0.3
LOS C B B B C B A C A
Approach Delay(slveh) 19.7 14.7 15.0 22.3
Approach LOS B B B C
Intersection Summary
Area Type: Other
Cycle Length:60
Actuated Cycle Length:53.6
Natural Cycle:60
Control Type:Actuated-Uncoordinated
Maximum v/c Ratio:0.77
Intersection Signal Delay(s/veh): 18.3 Intersection LOS: B
Intersection Capacity Utilization 68.9% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 1:Ten
Mile Rd(NS)&Lost Rapids Dr(EW)
01 1 02 04
05 i ' 06 08
2-Opening Year Without Project Ganddini Group, Inc.
Saturday Mid-Day Peak Hour Synchro 12 Report
Apx-32
HCM 7th Signalized Intersection Summary
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations Vi + r* 4y. +T+ tt r*
Traffic Volume(veh/h) 119 14 332 18 11 15 290 786 27 14 713 41
Future Volume(veh/h) 119 14 332 18 11 15 290 786 27 14 713 41
Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width 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
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/In 1800 1702 1786 1716 1800 1800 1800 1786 1800 1800 1786 1772
Adj Flow Rate,veh/h 125 15 174 19 12 16 305 827 28 15 751 43
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh,% 0 7 1 6 0 0 0 1 0 0 1 2
Cap,veh/h 335 217 193 150 83 67 437 1552 53 340 1114 493
Arrive On Green 0.13 0.13 0.13 0.13 0.13 0.13 0.11 0.46 0.46 0.00 0.33 0.33
Sat Flow,veh/h 1404 1702 1514 360 651 522 1714 3349 113 1714 3393 1502
Grp Volume(v),veh/h 125 15 174 47 0 0 305 419 436 15 751 43
Grp Sat Flow(s),veh/h/In 1404 1702 1514 1532 0 0 1714 1697 1766 1714 1697 1502
Q Serve(g_s),s 2.6 0.4 5.5 0.0 0.0 0.0 5.5 8.6 8.6 0.1 9.3 1.0
Cycle Q Clear(g_c),s 3.9 0.4 5.5 1.2 0.0 0.0 5.5 8.6 8.6 0.1 9.3 1.0
Prop In Lane 1.00 1.00 0.40 0.34 1.00 0.06 1.00 1.00
Lane Grp Cap(c),veh/h 335 217 193 300 0 0 437 786 818 340 1114 493
V/C Ratio(X) 0.37 0.07 0.90 0.16 0.00 0.00 0.70 0.53 0.53 0.04 0.67 0.09
Avail Cap(c_a),veh/h 617 559 497 587 0 0 490 786 818 442 1114 493
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 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay(d),s/veh 20.1 18.7 20.9 19.1 0.0 0.0 10.2 9.3 9.3 12.0 14.1 11.3
Incr Delay(d2),s/veh 0.7 0.1 13.8 0.2 0.0 0.0 3.8 2.6 2.5 0.1 3.3 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(95%),veh/In 2.4 0.3 4.6 0.8 0.0 0.0 3.3 4.9 5.1 0.2 5.9 0.5
Unsig.Movement Delay,s/veh
LnGrp Delay(d),s/veh 20.8 18.8 34.7 19.3 0.0 0.0 14.0 11.9 11.8 12.1 17.4 11.7
LnGrp LOS C B C B B B B B B B
Approach Vol,veh/h 314 47 1160 809
Approach Delay,s/veh 28.4 19.3 12.4 17.0
Approach LOS C B B B
Timer-Assigned Phs 1 2 4 5 6 8
Phs Duration(G+Y+Rc),s 5.9 29.6 13.2 12.5 23.0 13.2
Change Period(Y+Rc),s 5.0 5.0 5.0 5.0 5.0 5.0
Max Green Setting(Gmax),s 5.0 22.0 18.0 9.0 18.0 18.0
Max Q Clear Time(g_c+l l),s 2.1 10.6 7.5 7.5 11.3 3.2
Green Ext Time(p-c),s 0.0 3.9 0.8 0.2 2.7 0.1
Intersection Summary
HCM 7th Control Delay,s/veh 16.3
HCM 7th LOS B
2-Opening Year Without Project Ganddini Group, Inc.
Saturday Mid-Day Peak Hour Synchro 12 Report
Apx-33
OPENING YEAR WITH PROJECT
Apx-34
Lanes, Volumes, Timings
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations Vii + r* 4y. +"+ Vii tt r*
Traffic Volume(vph) 113 16 295 23 14 7 270 713 15 5 652 37
Future Volume(vph) 113 16 295 23 14 7 270 713 15 5 652 37
Ideal Flow(vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Storage Length(ft) 0 90 0 0 100 0 100 90
Storage Lanes 1 1 0 0 1 0 1 1
Taper Length (ft) 50 25 100 90
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.95 1.00 0.95 1.00
Frt 0.850 0.979 0.997 0.850
Flt Protected 0.950 0.975 0.950 0.950
Satd. Flow(prot) 1676 1800 1530 0 1670 0 1710 3281 0 1710 3288 1530
Flt Permitted 0.728 0.827 0.270 0.370
Satd. Flow(perm) 1285 1800 1530 0 1417 0 486 3281 0 666 3288 1530
Right Turn on Red Yes Yes Yes Yes
Satd. Flow(RTOR) 267 7 4 127
Link Speed(mph) 25 25 40 40
Link Distance(ft) 345 306 655 679
Travel Time(s) 9.4 8.3 11.2 11.6
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Heavy Vehicles(%) 2% 0% 0% 0% 9% 0% 0% 4% 0% 0% 4% 0%
Adj. Flow(vph) 115 16 301 23 14 7 276 728 15 5 665 38
Shared Lane Traffic(%)
Lane Group Flow(vph) 115 16 301 0 44 0 276 743 0 5 665 38
Enter Blocked Intersection No No No No No No No No No No No No
Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right
Median Width(ft) 12 0 12 12
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane Yes Yes
Headway Factor 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07
Turning Speed(mph) 15 9 15 9 15 9 15 9
Number of Detectors 1 2 1 1 2 1 2 1 2 1
Detector Template Left Thru Right Left Thru Left Thru Left Thru Right
Leading Detector(ft) 20 100 20 20 100 20 100 20 100 20
Trailing Detector(ft) 0 0 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 20 6 20 6 20 6 20
Detector 1 Type CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex
Detector 1 Channel
Detector 1 Extend(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Queue(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Delay(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 2 Position(ft) 94 94 94 94
Detector 2 Size(ft) 6 6 6 6
Detector 2 Type CI+Ex CI+Ex CI+Ex CI+Ex
Detector 2 Channel
Detector 2 Extend(s) 0.0 0.0 0.0 0.0
Turn Type Perm NA Perm Perm NA pm+pt NA pm+pt NA Perm
Protected Phases 4 8 5 2 1 6
3-Opening Year With Project Ganddini Group, Inc.
Weekday Mid-Day Peak Hour Synchro 12 Report
Apx-35
Lanes, Volumes, Timings
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Permitted Phases 4 4 8 2 6 6
Detector Phase 4 4 4 8 8 5 2 1 6 6
Switch Phase
Minimum Initial(s) 5.0 5.0 5.0 5.0 5.0 5.0 10.0 5.0 10.0 10.0
Minimum Split(s) 23.0 23.0 23.0 23.0 23.0 10.0 23.0 10.0 23.0 23.0
Total Split(s) 23.0 23.0 23.0 23.0 23.0 14.0 27.0 10.0 23.0 23.0
Total Split(%) 38.3% 38.3% 38.3% 38.3% 38.3% 23.3% 45.0% 16.7% 38.3% 38.3%
Maximum Green(s) 18.0 18.0 18.0 18.0 18.0 9.0 22.0 5.0 18.0 18.0
Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time(s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust(s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Total Lost Time(s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Lead/Lag Lead Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None Max None Max Max
Walk Time(s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Flash Don't Walk(s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls(#/hr) 0 0 0 0 0 0 0 0
Act Effct Green(s) 8.6 8.6 8.6 8.6 29.5 28.3 19.1 16.1 16.1
Actuated g/C Ratio 0.16 0.16 0.16 0.16 0.56 0.54 0.36 0.31 0.31
v/c Ratio 0.55 0.05 0.64 0.19 0.64 0.42 0.02 0.66 0.07
Control Delay(slveh) 30.2 17.8 11.0 17.8 17.1 10.2 7.8 21.0 0.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay(s/veh) 30.2 17.8 11.0 17.8 17.1 10.2 7.8 21.0 0.2
LOS C B B B B B A C A
Approach Delay(slveh) 16.4 17.8 12.1 19.8
Approach LOS B B B B
Intersection Summary
Area Type: Other
Cycle Length:60
Actuated Cycle Length:52.7
Natural Cycle:60
Control Type:Actuated-Uncoordinated
Maximum v/c Ratio:0.66
Intersection Signal Delay(s/veh): 15.5 Intersection LOS: B
Intersection Capacity Utilization 63.5% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 1:Ten
Mile Rd(NS)&Lost Rapids Dr(EW)
01 02 4 04
05 i ' 06 08
OIL
3-Opening Year With Project Ganddini Group, Inc.
Weekday Mid-Day Peak Hour Synchro 12 Report
Apx-36
HCM 7th Signalized Intersection Summary
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations Vi + r* 4y. +T+ tt r*
Traffic Volume(veh/h) 113 16 295 23 14 7 270 713 15 5 652 37
Future Volume(veh/h) 113 16 295 23 14 7 270 713 15 5 652 37
Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width 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
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/In 1772 1800 1800 1800 1674 1800 1800 1744 1800 1800 1744 1800
Adj Flow Rate,veh/h 115 16 173 23 14 7 276 728 15 5 665 38
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh,% 2 0 0 0 9 0 0 4 0 0 4 0
Cap,veh/h 333 227 192 177 85 28 449 1561 32 388 1108 510
Arrive On Green 0.13 0.13 0.13 0.13 0.13 0.13 0.10 0.47 0.47 0.00 0.33 0.33
Sat Flow,veh/h 1391 1800 1525 498 673 222 1714 3320 68 1714 3313 1525
Grp Volume(v),veh/h 115 16 173 44 0 0 276 363 380 5 665 38
Grp Sat Flow(s),veh/h/In 1391 1800 1525 1393 0 0 1714 1657 1732 1714 1657 1525
Q Serve(g_s),s 2.3 0.4 5.3 0.0 0.0 0.0 4.8 7.1 7.1 0.1 8.0 0.8
Cycle Q Clear(g_c),s 3.5 0.4 5.3 1.2 0.0 0.0 4.8 7.1 7.1 0.1 8.0 0.8
Prop In Lane 1.00 1.00 0.52 0.16 1.00 0.04 1.00 1.00
Lane Grp Cap(c),veh/h 333 227 192 290 0 0 449 779 814 388 1108 510
V/C Ratio(X) 0.35 0.07 0.90 0.15 0.00 0.00 0.61 0.47 0.47 0.01 0.60 0.07
Avail Cap(c_a),veh/h 623 602 510 562 0 0 528 779 814 492 1108 510
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 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay(d),s/veh 19.7 18.4 20.6 18.8 0.0 0.0 9.4 8.6 8.6 10.6 13.2 10.9
Incr Delay(d2),s/veh 0.6 0.1 14.0 0.2 0.0 0.0 1.6 2.0 1.9 0.0 2.4 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(95%),veh/In 2.1 0.3 4.5 0.8 0.0 0.0 2.5 3.9 4.0 0.1 4.8 0.5
Unsig.Movement Delay,s/veh
LnGrp Delay(d),s/veh 20.3 18.6 34.6 19.0 0.0 0.0 11.0 10.6 10.5 10.6 15.7 11.1
LnGrp LOS C B C B B B B B B B
Approach Vol,veh/h 304 44 1019 708
Approach Delay,s/veh 28.4 19.0 10.7 15.4
Approach LOS C B B B
Timer-Assigned Phs 1 2 4 5 6 8
Phs Duration(G+Y+Rc),s 5.3 29.5 13.0 11.8 23.0 13.0
Change Period(Y+Rc),s 5.0 5.0 5.0 5.0 5.0 5.0
Max Green Setting(Gmax),s 5.0 22.0 18.0 9.0 18.0 18.0
Max Q Clear Time(g_c+l l),s 2.1 9.1 7.3 6.8 10.0 3.2
Green Ext Time(p-c),s 0.0 3.5 0.8 0.2 2.7 0.1
Intersection Summary
HCM 7th Control Delay,s/veh 15.1
HCM 7th LOS B
3-Opening Year With Project Ganddini Group, Inc.
Weekday Mid-Day Peak Hour Synchro 12 Report
Apx-37
Lanes, Volumes, Timings
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations Vii + r* 4y. +"+ Vii tt r*
Traffic Volume(vph) 75 10 226 27 22 9 254 885 30 5 791 39
Future Volume(vph) 75 10 226 27 22 9 254 885 30 5 791 39
Ideal Flow(vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Storage Length(ft) 0 90 0 0 100 0 100 90
Storage Lanes 1 1 0 0 1 0 1 1
Taper Length (ft) 50 25 100 90
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.95 1.00 0.95 1.00
Frt 0.850 0.979 0.995 0.850
Flt Protected 0.950 0.977 0.950 0.950
Satd. Flow(prot) 1710 1800 1530 0 1722 0 1693 3338 0 1710 3320 1530
Flt Permitted 0.719 0.844 0.219 0.306
Satd. Flow(perm) 1294 1800 1530 0 1487 0 390 3338 0 551 3320 1530
Right Turn on Red Yes Yes Yes Yes
Satd. Flow(RTOR) 231 9 6 127
Link Speed(mph) 25 25 40 40
Link Distance(ft) 345 306 655 679
Travel Time(s) 9.4 8.3 11.2 11.6
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Heavy Vehicles(%) 0% 0% 0% 0% 0% 0% 1% 2% 0% 0% 3% 0%
Adj. Flow(vph) 77 10 231 28 22 9 259 903 31 5 807 40
Shared Lane Traffic(%)
Lane Group Flow(vph) 77 10 231 0 59 0 259 934 0 5 807 40
Enter Blocked Intersection No No No No No No No No No No No No
Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right
Median Width(ft) 12 0 12 12
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane Yes Yes
Headway Factor 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07
Turning Speed(mph) 15 9 15 9 15 9 15 9
Number of Detectors 1 2 1 1 2 1 2 1 2 1
Detector Template Left Thru Right Left Thru Left Thru Left Thru Right
Leading Detector(ft) 20 100 20 20 100 20 100 20 100 20
Trailing Detector(ft) 0 0 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 20 6 20 6 20 6 20
Detector 1 Type CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex
Detector 1 Channel
Detector 1 Extend(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Queue(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Delay(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 2 Position(ft) 94 94 94 94
Detector 2 Size(ft) 6 6 6 6
Detector 2 Type CI+Ex CI+Ex CI+Ex CI+Ex
Detector 2 Channel
Detector 2 Extend(s) 0.0 0.0 0.0 0.0
Turn Type Perm NA Perm Perm NA pm+pt NA pm+pt NA Perm
Protected Phases 4 8 5 2 1 6
3-Opening Year With Project Ganddini Group, Inc.
Weekday PM Peak Hour Synchro 12 Report
Apx-38
Lanes, Volumes, Timings
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Permitted Phases 4 4 8 2 6 6
Detector Phase 4 4 4 8 8 5 2 1 6 6
Switch Phase
Minimum Initial(s) 5.0 5.0 5.0 5.0 5.0 5.0 10.0 5.0 10.0 10.0
Minimum Split(s) 23.0 23.0 23.0 23.0 23.0 10.0 23.0 10.0 23.0 23.0
Total Split(s) 23.0 23.0 23.0 23.0 23.0 13.0 27.0 10.0 24.0 24.0
Total Split(%) 38.3% 38.3% 38.3% 38.3% 38.3% 21.7% 45.0% 16.7% 40.0% 40.0%
Maximum Green(s) 18.0 18.0 18.0 18.0 18.0 8.0 22.0 5.0 19.0 19.0
Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time(s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust(s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Total Lost Time(s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Lead/Lag Lead Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None Max None Max Max
Walk Time(s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Flash Don't Walk(s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls(#/hr) 0 0 0 0 0 0 0 0
Act Effct Green(s) 6.7 6.7 6.7 6.7 29.4 28.3 20.1 17.1 17.1
Actuated g/C Ratio 0.13 0.13 0.13 0.13 0.58 0.56 0.39 0.34 0.34
v/c Ratio 0.45 0.04 0.57 0.29 0.68 0.50 0.02 0.73 0.07
Control Delay(slveh) 28.6 18.6 9.7 20.8 19.8 10.2 6.4 20.7 0.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay(s/veh) 28.6 18.6 9.7 20.8 19.8 10.2 6.4 20.7 0.2
LOS C B A C B B A C A
Approach Delay(slveh) 14.6 20.8 12.3 19.6
Approach LOS B C B B
Intersection Summary
Area Type: Other
Cycle Length:60
Actuated Cycle Length:50.9
Natural Cycle:60
Control Type:Actuated-Uncoordinated
Maximum v/c Ratio:0.73
Intersection Signal Delay(s/veh): 15.4 Intersection LOS: B
Intersection Capacity Utilization 65.5% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 1:Ten Mile Rd(NS)&Lost Rapids Dr(EW)
k4 01 02 04
1 05 + 06 � 08
3-Opening Year With Project Ganddini Group, Inc.
Weekday PM Peak Hour Synchro 12 Report
Apx-39
HCM 7th Signalized Intersection Summary
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations Vi + r* 4y. +T+ tt r*
Traffic Volume(veh/h) 75 10 226 27 22 9 254 885 30 5 791 39
Future Volume(veh/h) 75 10 226 27 22 9 254 885 30 5 791 39
Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width 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
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/In 1800 1800 1800 1800 1800 1800 1786 1772 1800 1800 1758 1800
Adj Flow Rate,veh/h 77 10 131 28 22 9 259 903 31 5 807 40
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh,% 0 0 0 0 0 0 1 2 0 0 3 0
Cap,veh/h 297 167 141 155 84 22 401 1612 55 340 1240 567
Arrive On Green 0.09 0.09 0.09 0.09 0.09 0.09 0.08 0.49 0.49 0.00 0.37 0.37
Sat Flow,veh/h 1400 1800 1525 426 911 241 1701 3321 114 1714 3340 1525
Grp Volume(v),veh/h 77 10 131 59 0 0 259 458 476 5 807 40
Grp Sat Flow(s),veh/h/In 1400 1800 1525 1578 0 0 1701 1683 1751 1714 1670 1525
Q Serve(g_s),s 0.6 0.2 3.9 0.0 0.0 0.0 3.5 8.8 8.8 0.1 9.2 0.8
Cycle Q Clear(g_c),s 2.1 0.2 3.9 1.4 0.0 0.0 3.5 8.8 8.8 0.1 9.2 0.8
Prop In Lane 1.00 1.00 0.47 0.15 1.00 0.07 1.00 1.00
Lane Grp Cap(c),veh/h 297 167 141 262 0 0 401 817 850 340 1240 567
V/C Ratio(X) 0.26 0.06 0.93 0.23 0.00 0.00 0.65 0.56 0.56 0.01 0.65 0.07
Avail Cap(c_a),veh/h 657 629 533 639 0 0 492 817 850 448 1240 567
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 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay(d),s/veh 19.7 18.9 20.6 19.5 0.0 0.0 10.7 8.3 8.3 9.2 11.9 9.3
Incr Delay(d2),s/veh 0.5 0.1 21.2 0.4 0.0 0.0 2.1 2.8 2.7 0.0 2.7 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(95%),veh/In 1.4 0.2 3.8 1.0 0.0 0.0 2.1 4.8 4.9 0.0 5.3 0.4
Unsig.Movement Delay,s/veh
LnGrp Delay(d),s/veh 20.2 19.1 41.8 19.9 0.0 0.0 12.8 11.1 11.0 9.2 14.6 9.5
LnGrp LOS C B D B B B B A B A
Approach Vol,veh/h 218 59 1193 852
Approach Delay,s/veh 33.1 19.9 11.4 14.3
Approach LOS C B B B
Timer-Assigned Phs 1 2 4 5 6 8
Phs Duration(G+Y+Rc),s 5.3 29.2 11.2 10.5 24.0 11.2
Change Period(Y+Rc),s 5.0 5.0 5.0 5.0 5.0 5.0
Max Green Setting(Gmax),s 5.0 22.0 18.0 8.0 19.0 18.0
Max Q Clear Time(g_c+l l),s 2.1 10.8 5.9 5.5 11.2 3.4
Green Ext Time(p-c),s 0.0 4.2 0.5 0.2 3.2 0.2
Intersection Summary
HCM 7th Control Delay,s/veh 14.7
HCM 7th LOS B
3-Opening Year With Project Ganddini Group, Inc.
Weekday PM Peak Hour Synchro 12 Report
Apx-40
Lanes, Volumes, Timings
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations Vii + r* 4y. +"+ Vii tt r*
Traffic Volume(vph) 131 16 377 18 14 15 337 786 27 14 713 54
Future Volume(vph) 131 16 377 18 14 15 337 786 27 14 713 54
Ideal Flow(vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Storage Length(ft) 0 90 0 0 100 0 100 90
Storage Lanes 1 1 0 0 1 0 1 1
Taper Length (ft) 50 25 100 90
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.95 1.00 0.95 1.00
Frt 0.850 0.957 0.995 0.850
Flt Protected 0.950 0.981 0.950 0.950
Satd. Flow(prot) 1710 1682 1515 0 1652 0 1710 3370 0 1710 3386 1500
Flt Permitted 0.724 0.879 0.215 0.331
Satd. Flow(perm) 1303 1682 1515 0 1480 0 387 3370 0 596 3386 1500
Right Turn on Red Yes Yes Yes Yes
Satd. Flow(RTOR) 339 16 6 201
Link Speed(mph) 25 25 40 40
Link Distance(ft) 345 306 655 679
Travel Time(s) 9.4 8.3 11.2 11.6
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Heavy Vehicles(%) 0% 7% 1% 6% 0% 0% 0% 1% 0% 0% 1% 2%
Adj. Flow(vph) 138 17 397 19 15 16 355 827 28 15 751 57
Shared Lane Traffic(%)
Lane Group Flow(vph) 138 17 397 0 50 0 355 855 0 15 751 57
Enter Blocked Intersection No No No No No No No No No No No No
Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right
Median Width(ft) 12 0 12 12
Link Offset(ft) 0 0 0 0
Crosswalk Width(ft) 16 16 16 16
Two way Left Turn Lane Yes Yes
Headway Factor 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07
Turning Speed(mph) 15 9 15 9 15 9 15 9
Number of Detectors 1 2 1 1 2 1 2 1 2 1
Detector Template Left Thru Right Left Thru Left Thru Left Thru Right
Leading Detector(ft) 20 100 20 20 100 20 100 20 100 20
Trailing Detector(ft) 0 0 0 0 0 0 0 0 0 0
Detector 1 Position(ft) 0 0 0 0 0 0 0 0 0 0
Detector 1 Size(ft) 20 6 20 20 6 20 6 20 6 20
Detector 1 Type CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex CI+Ex
Detector 1 Channel
Detector 1 Extend(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Queue(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 1 Delay(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Detector 2 Position(ft) 94 94 94 94
Detector 2 Size(ft) 6 6 6 6
Detector 2 Type CI+Ex CI+Ex CI+Ex CI+Ex
Detector 2 Channel
Detector 2 Extend(s) 0.0 0.0 0.0 0.0
Turn Type Perm NA Perm Perm NA pm+pt NA pm+pt NA Perm
Protected Phases 4 8 5 2 1 6
3-Opening Year With Project Ganddini Group, Inc.
Saturday Mid-Day Peak Hour Synchro 12 Report
Apx-41
Lanes, Volumes, Timings
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Permitted Phases 4 4 8 2 6 6
Detector Phase 4 4 4 8 8 5 2 1 6 6
Switch Phase
Minimum Initial(s) 5.0 5.0 5.0 5.0 5.0 5.0 10.0 5.0 10.0 10.0
Minimum Split(s) 23.0 23.0 23.0 23.0 23.0 10.0 23.0 10.0 23.0 23.0
Total Split(s) 23.0 23.0 23.0 23.0 23.0 18.0 32.0 10.0 24.0 24.0
Total Split(%) 35.4% 35.4% 35.4% 35.4% 35.4% 27.7% 49.2% 15.4% 36.9% 36.9%
Maximum Green(s) 18.0 18.0 18.0 18.0 18.0 13.0 27.0 5.0 19.0 19.0
Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time(s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lost Time Adjust(s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0
Total Lost Time(s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Lead/Lag Lead Lag Lead Lag Lag
Lead-Lag Optimize? Yes Yes Yes Yes Yes
Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None Max None Max Max
Walk Time(s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Flash Don't Walk(s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls(#/hr) 0 0 0 0 0 0 0 0
Act Effct Green(s) 10.0 10.0 10.0 10.0 34.8 33.0 20.1 17.1 17.1
Actuated g/C Ratio 0.17 0.17 0.17 0.17 0.59 0.56 0.34 0.29 0.29
v/c Ratio 0.62 0.06 0.74 0.19 0.76 0.45 0.06 0.76 0.10
Control Delay(slveh) 35.2 19.8 13.8 16.8 22.3 10.4 8.9 27.0 0.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay(s/veh) 35.2 19.8 13.8 16.8 22.3 10.4 8.9 27.0 0.3
LOS D B B B C B A C A
Approach Delay(slveh) 19.4 16.8 13.9 24.8
Approach LOS B B B C
Intersection Summary
Area Type: Other
Cycle Length:65
Actuated Cycle Length:58.9
Natural Cycle:65
Control Type:Actuated-Uncoordinated
Maximum v/c Ratio:0.76
Intersection Signal Delay(s/veh): 18.5 Intersection LOS: B
Intersection Capacity Utilization 72.3% ICU Level of Service C
Analysis Period (min) 15
Splits and Phases: 11:Ten Mile Rd(NS)&Lost Rapids Dr(EW)
k4 01 1 02 � 04
05 1 ++ 06 08
3-Opening Year With Project Ganddini Group, Inc.
Saturday Mid-Day Peak Hour Synchro 12 Report
Apx-42
HCM 7th Signalized Intersection Summary
1: Ten Mile Rd (NS) & Lost Rapids Dr (EW) In-N-Out Burger(Ten Mile&IILost Rapids)
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations Vi + r* 4y. +T+ tt r*
Traffic Volume(veh/h) 131 16 377 18 14 15 337 786 27 14 713 54
Future Volume(veh/h) 131 16 377 18 14 15 337 786 27 14 713 54
Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width 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
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/In 1800 1702 1786 1716 1800 1800 1800 1786 1800 1800 1786 1772
Adj Flow Rate,veh/h 138 17 222 19 15 16 355 827 28 15 751 57
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh,% 0 7 1 6 0 0 0 1 0 0 1 2
Cap,veh/h 364 272 242 149 106 77 454 1579 53 331 1063 471
Arrive On Green 0.16 0.16 0.16 0.16 0.16 0.16 0.14 0.47 0.47 0.00 0.31 0.31
Sat Flow,veh/h 1400 1702 1514 362 667 484 1714 3349 113 1714 3393 1502
Grp Volume(v),veh/h 138 17 222 50 0 0 355 419 436 15 751 57
Grp Sat Flow(s),veh/h/In 1400 1702 1514 1513 0 0 1714 1697 1766 1714 1697 1502
Q Serve(g_s),s 3.3 0.5 7.8 0.0 0.0 0.0 7.2 9.4 9.4 0.1 10.6 1.5
Cycle Q Clear(g_c),s 4.6 0.5 7.8 1.4 0.0 0.0 7.2 9.4 9.4 0.1 10.6 1.5
Prop In Lane 1.00 1.00 0.38 0.32 1.00 0.06 1.00 1.00
Lane Grp Cap(c),veh/h 364 272 242 333 0 0 454 800 832 331 1063 471
V/C Ratio(X) 0.38 0.06 0.92 0.15 0.00 0.00 0.78 0.52 0.52 0.05 0.71 0.12
Avail Cap(c_a),veh/h 554 502 446 525 0 0 561 800 832 423 1063 471
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 0.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay(d),s/veh 21.0 19.3 22.4 19.7 0.0 0.0 11.5 10.1 10.1 13.4 16.4 13.3
Incr Delay(d2),s/veh 0.6 0.1 13.3 0.2 0.0 0.0 5.7 2.4 2.4 0.1 4.0 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(95%),veh/In 2.8 0.3 6.3 1.0 0.0 0.0 4.8 5.6 5.8 0.2 7.1 0.9
Unsig.Movement Delay,s/veh
LnGrp Delay(d),s/veh 21.7 19.4 35.8 19.9 0.0 0.0 17.2 12.5 12.4 13.4 20.4 13.8
LnGrp LOS C B D B B B B B C B
Approach Vol,veh/h 377 50 1210 823
Approach Delay,s/veh 29.9 19.9 13.9 19.8
Approach LOS C B B B
Timer-Assigned Phs 1 2 4 5 6 8
Phs Duration(G+Y+Rc),s 6.0 32.6 15.7 14.6 24.0 15.7
Change Period(Y+Rc),s 5.0 5.0 5.0 5.0 5.0 5.0
Max Green Setting(Gmax),s 5.0 27.0 18.0 13.0 19.0 18.0
Max Q Clear Time(g_c+l l),s 2.1 11.4 9.8 9.2 12.6 3.4
Green Ext Time(p-c),s 0.0 4.5 0.8 0.4 2.6 0.2
Intersection Summary
HCM 7th Control Delay,s/veh 18.4
HCM 7th LOS B
3-Opening Year With Project Ganddini Group, Inc.
Saturday Mid-Day Peak Hour Synchro 12 Report
Apx-43
APPENDIX D
TRIP GENERATION DATA
Apx-44
In-N-Out Burger Restaurant(with Drive-Through Window)
Weekday,peak hour of adjacent street traffic,
One hour between 11 a.m.and 2 p.m.
1,000 Weekday MD Rate
ID Full Address SF GFA In Out Total (Trips/TSF)
1 3801 Inglewood Ave,Redondo Beach,CA 90278 2.800 136 135 271 96.79
2 6391 E Pacific Coast Highway,Long Beach,CA 90803 3.600 138 135 273 75.83
3 9149 S Sepulveda Blvd,Los Angeles,CA 90045 3.800 196 159 355 93.42
4 11 Rollins Rd,Millbrae,CA 94030 3.750 265 270 535 142.67
5 949 Veterans Blvd,Redwood City,CA 94063 3.750 126 131 257 68.53
6 5490 Crossings Dr,Rocklin,CA 95677 3.750 90 83 173 46.13
7 170 Nut Tree Pkwy,Vacaville,CA 95687 3.750 98 86 184 1 49.07
8 1364 Holiday Ln,Fairfield,CA 94534 3.750 96 81 177 47.20
9 1159 N Rengstorff Ave,Mountain View,CA 94043 3.100 131 159 290 93.55
10 53 W El Camino Real,Mountain View,CA 94040 2.970 178 157 335 112.79
11 132060 Union Landing Blvd,Union City,CA 94587 3.160 154 150 304 96.20
12 30121 Santa Margarita Pkwy,Rancho Santa Margarita,CA 92688 3.665 131 136 267 72.85
13 10880 Carmel Mtn Rd,San Diego,CA 92128 2.912 120 107 227 77.95
14 4375 Kearny Mesa Road,San Diego,CA 92111 3.180 127 127 254 79.87
15 936 North Coast Highway,Oceanside,CA 92054 3.665 117 127 244 66.58
16 1525 N Dysart Road,Avondale,AZ 85323 3.160 146 137 283 89.56
17 8285 W Bell Road,Peoria,AZ 85382 3.150 150 154 304 96.51
18 7050 W Ray Rd,Chandler,AZ 85226 3.253 174 166 340 104.52
19 1342 S Alma School Road,Mesa,AZ 85210 3.350 104 116 220 65.67
20 4620 South Hulen St,Fort Worth,TX 76132 3.750 - - - -
Average 3.413 141 138 279 82.93
!g3ldi1 Ganddini Group,Inc.
August 2024
Apx-45
In-N-Out Burger Restaurant(with Drive-Through Window)
Vehicle Trip Ends vs: 1000 Sq. Ft. GFA
On a: Weekday, peak hour of adjacent street traffic,
One hour between 11 a.m. and 2 p.m.
Setting/Location: General Urban/Suburban
Number of Studies: 19
1000 Sq. Ft. GFA(Average): 3.413
Directional Distribution: 51% entering,49% exiting
Vehicle Trip Generation per 1000 Sq. Ft.GFA
Average Rate Range of Rates Standard Deviation
82.93 46.13 - 142.67 23.49
Data Plot& Equation
400 r , ,
350 --------x--;-------------
X X
300 X -------- --------------
250 --------------------------------------- x------ x----------------
x
X X
w
.2- 200 -----------------------------------I----------------------------a
u
100 ;
50 ------ ------' ---- '
0
0 1 2 3 4 5
X= 1000 Sq. Ft. GFA
X Study Site ------------ Average Rate
Ganddini Group,Inc.
August 2024
Apx-46
In-N-Out Burger Restaurant(with Drive-Through Window)
Weekday,peak hour of adjacent street traffic,
One hour between 4 and 6 p.m.
1,000 Weekday PM Rate
ID Full Address SF GFA In Out Total (Trips/TSF)
1 3801 Inglewood Ave,Redondo Beach,CA 90278 2.800 94 89 183 65.36
2 6391 E Pacific Coast Highway,Long Beach,CA 90803 3.600 69 73 142 39.44
3 9149 S Sepulveda Blvd,Los Angeles,CA 90045 3.800 127 111 238 62.63
4 11 Rollins Rd,Millbrae,CA 94030 3.750 128 107 235 62.67
5 949 Veterans Blvd,Redwood City,CA 94063 3.750 66 75 141 37.60
6 5490 Crossings Dr,Rocklin,CA 95677 3.750 84 75 159 42.40
7 170 Nut Tree Pkwy,Vacaville,CA 95687 3.750 87 65 152 1 40.53
8 1364 Holiday Ln,Fairfield,CA 94534 3.750 75 57 132 35.20
9 1159 N Rengstorff Ave,Mountain View,CA 94043 3.100 85 73 158 50.97
10 53 W El Camino Real,Mountain View,CA 94040 2.970 113 89 202 68.01
11 132060 Union Landing Blvd,Union City,CA 94587 3.160 106 97 203 64.24
12 30121 Santa Margarita Pkwy,Rancho Santa Margarita,CA 92688 3.665 137 133 270 73.67
13 10880 Carmel Mtn Rd,San Diego,CA 92128 2.912 98 92 190 65.25
14 4375 Kearny Mesa Road,San Diego,CA 92111 3.180 87 100 187 58.81
15 936 North Coast Highway,Oceanside,CA 92054 3.665 98 100 198 54.02
16 1525 N Dysart Road,Avondale,AZ 85323 3.160 137 133 270 85.44
17 8285 W Bell Road,Peoria,AZ 85382 3.150 111 96 207 65.71
18 7050 W Ray Rd,Chandler,AZ 85226 3.253 119 127 246 75.62
19 1342 S Alma School Road,Mesa,AZ 85210 3.350 99 85 184 54.93
20 4620 South Hulen St,Fort Worth,TX 76132 3.750 86 83 169 45.07
Average 3.413 100 93 193 57.38
!g3ldi1 Ganddini Group,Inc.
August 2024
Apx-47
In-N-Out Burger Restaurant(with Drive-Through Window)
Vehicle Trip Ends vs: 1000 Sq. Ft. GFA
On a: Weekday, peak hour of adjacent street traffic,
One hour between 4 and 6 p.m.
Setting/Location: General Urban/Suburban
Number of Studies: 20
1000 Sq. Ft. GFA(Average): 3.413
Directional Distribution: 52% entering,48% exiting
Vehicle Trip Generation per 1000 Sq. Ft.GFA
Average Rate Range of Rates Standard Deviation
57.38 35.2 - 85.44 13.64
Data Plot& Equation
350
300
X X
250 X
c
w
Q- 200 —_ _ X
'
H XX X X '—
'—
X
150 X X x
X
100
50 --------------;--------------------------------------------------------'
0
0 1 2 3 4 5
X= 1000 Sq. Ft. GFA
X Study Site ------------ Average Rate
Ganddini Group,Inc.
August 2024
Apx-48
In-N-Out Burger Restaurant(with Drive-Through Window)
Weekday
1,000 Weekday Rate
ID Full Address SF GFA Total (Trips/TSF)
1 3801 Inglewood Ave,Redondo Beach,CA 90278 2.800
2 6391 E Pacific Coast Highway,Long Beach,CA 90803 3.600
3 9149 S Sepulveda Blvd,Los Angeles,CA 90045 3.800 - -
4 11 Rollins Rd,Millbrae,CA 94030 3.750 5,137 1369.87
5 949 Veterans Blvd,Redwood City,CA 94063 3.750 2,225 593.33
6 5490 Crossings Dr,Rocklin,CA 95677 3.750 1,720 458.67
7 170 Nut Tree Pkwy,Vacaville,CA 95687 3.750 1,879 501.07
8 1364 Holiday Ln,Fairfield,CA 94534 3.750 1,662 443.20
9 1159 N Rengstorff Ave,Mountain View,CA 94043 3.100 2,535 817.74
10 53 W El Camino Real,Mountain View,CA 94040 2.970 2,962 997.31
11 32060 Union Landing Blvd,Union City,CA 94587 3.160 1 3,153 997.78
12 30121 Santa Margarita Pkwy,Rancho Santa Margarita,CA 92688 3.665 2,864 781.45
13 110880 Carmel Mtn Rd,San Diego,CA 92128 2.912 2,376 815.93
14 4375 Kearny Mesa Road,San Diego,CA 92111 3.180 2,485 781.45
15 936 North Coast Highway,Oceanside,CA 92054 3.665 2,825 770.80
16 1525 N Dysart Road,Avondale,AZ 85323 3.160 1 3,826 1210.76
17 8285 W Bell Road,Peoria,AZ 85382 3.150 3,127 992.70
18 17050 W Ray Rd,Chandler,AZ 85226 3.253 3,126 960.96
19 1342 S Alma School Road,Mesa,AZ 85210 3.350 2,520 752.24
20 4620 South Hulen St,Fort Worth,TX 76132 3.750 1,984 529.07
Average 3.416 2,730 810.25
!g3ldi1 Ganddini Group,Inc.
August 2024
Apx-49
In-N-Out Burger Restaurant(with Drive-Through Window)
Vehicle Trip Ends vs: 1000 Sq. Ft. GFA
On a: Weekday
Setting/Location: General Urban/Suburban
Number of Studies: 17
1000 Sq. Ft. GFA(Average): 3.416
Directional Distribution: 49% entering, 51% exiting
Vehicle Trip Generation per 1000 Sq. Ft.GFA
Average Rate Range of Rates Standard Deviation
810.25 443.2 - 1369.87 390.89
Data Plot& Equation
5500
X
5000 --
4500 --
4000 --
X
3500 --
XX
w 3000 -- -X
2500 -- X XX X \
X
2000 -----
I
1500
I I
I
I I I I I
I I I I I
I I I I I
500 -------------I-------------J-------------L-------------I------- J
I I I
I I I
I I I
0
0 1 2 3 4 5
X=1000 Sq. Ft.G FA
L-
X Study Site ------------ Average Rate
Ganddini Group,Inc.
August 2024
Apx-50
In-N-Out Burger Restaurant(with Drive-Through Window)
Saturday,peak hour of adjacent street traffic,
One hour between 11 a.m.and 2 p.m.
1,000 Saturday MD Rate
ID Full Address SF GFA In Out Total (Trips/TSF)
1 3801 Inglewood Ave,Redondo Beach,CA 90278 2.800 164 146 310 110.71
2 6391 E Pacific Coast Highway,Long Beach,CA 90803 3.600 121 114 235 65.28
3 9149 S Sepulveda Blvd,Los Angeles,CA 90045 3.800 224 200 424 111.58
4 11 Rollins Rd,Millbrae,CA 94030 3.750 215 206 421 112.27
5 949 Veterans Blvd,Redwood City,CA 94063 3.750 152 149 301 80.27
6 5490 Crossings Dr,Rocklin,CA 95677 3.750 88 96 184 49.07
7 170 Nut Tree Pkwy,Vacaville,CA 95687 3.750 94 103 197 52.53
8 1364 Holiday Ln,Fairfield,CA 94534 3.750 105 103 208 55.47
9 1159 N Rengstorff Ave,Mountain View,CA 94043 3.100 157 153 310 100.00
10 53 W El Camino Real,Mountain View,CA 94040 2.970 171 169 340 114.48
11 32060 Union Landing Blvd,Union City,CA 94587 3.160 158 149 307 97.15
12 30121 Santa Margarita Pkwy,Rancho Santa Margarita,CA 92688 3.665 145 101 246 67.12
13 10880 Carmel Mtn Rd,San Diego,CA 92128 2.912 113 118 231 79.33
14 4375 Kearny Mesa Road,San Diego,CA 92111 3.180 121 109 230 72.33
15 936 North Coast Highway,Oceanside,CA 92054 3.665 153 153 306 83.49
16 1525 N Dysart Road,Avondale,AZ 85323 3.160 153 158 311 98.42
17 8285 W Bell Road,Peoria,AZ 85382 3.150 134 127 261 82.86
18 7050 W Ray Rd,Chandler,AZ 85226 3.253 124 110 234 71.93
19 1342 S Alma School Road,Mesa,AZ 85210 3.350 94 93 187 55.82
20 4620 South Hulen St,Fort Worth,TX 76132 3.750 112 102 214 57.07
Average 3.413 140 133 273 80.86
!g3ldi1 Ganddini Group,Inc.
August 2024
Apx-51
In-N-Out Burger Restaurant(with Drive-Through Window)
Vehicle Trip Ends vs: 1000 Sq. Ft. GFA
On a: Saturday, peak hour of adjacent street traffic,
One hour between 11 a.m. and 2 p.m.
Setting/Location: General Urban/Suburban
Number of Studies: 20
1000 Sq. Ft. GFA(Average): 3.413
Directional Distribution: 51% entering,49% exiting
Vehicle Trip Generation per 1000 Sq. Ft.GFA
Average Rate Range of Rates Standard Deviation
80.86 49.07 - 114.48 21.38
Data Plot& Equation
350
X
300 X >* XX
X -----
250 X
X XX X
LU
.Q- 200 x
X X
u
100 , i i
50 ---- ---
0
0 1 2 3 4 5
X= 1000 Sq. Ft. GFA
X Study Site ------------ Average Rate
Ganddini Group,Inc.
August 2024
Apx-52
APPENDIX E
DRIVE THROUGH QUEUE SURVEY - MERIDIAN
Apx-53
QCSite Code: 16855013
Location: In-N-Out 3520 E Fairview Ave Meridian,ID
Date: 12/5/2024
M, Count Time: 11a-2p
Max Queue Max Queue Max Queue
11:00 AM 16 12:00 PM 10 1:00 PM 15
11:01 AM 16 12:01 PM 10 1:01 PM 18
11:02 AM 16 12:02 PM 14 1:02 PM 18
11:03 AM 15 12:03 PM 15 1:03 PM 17
11:04 AM 15 12:04 PM 1 15 1:04 PMJ 16
11:05 AMI 14 12:05 PM 17 1:05 PM 14
11:06 AM 14 12:06 PM 18 1:06 PM 14
11:07 AM 14 12:07 PM 19 1:07 PM 14
11:08 AM 14 12:08 PM 18 1:08 PM 13
11:09 AM 12 12:09 PM 20 1:09 PM 12
11:10 AM 11 12:10 PM 1 20 1:10 PM1 13
11:11 AMI 12 12:11 PMI 19 1:11 PM1 12
11:12 AM 12 12:12 PM 20 1:12 PM 12
11:13 AM 11 12:13 PM 19 1:13 PM 11
11:14 AM 11 12:14 PM 19 1:14 PM 9
11:15 AM 11 12:15 PM 19 1:15 PM 8
11:16 AM 13 12:16 PM 21 1:16 PM 8
11:17 AMI 13 12:17 PM 1 21 1:17 PMJ 9
11:18 AM 11 12:18 PM 1 21 1:18 PMI 10
11:19 AM 12 12:19 PM 17 1:19 PM 12
11:20 AM 14 12:20 PM 18 1:20 PM 11
11:21 AM 13 12:21 PM 18 1:21 PM 12
11:22 AM 15 12:22 PM 21 1:22 PM 11
11:23 AM 16 12:23 PM 21 1:23 PM 11
11:24 AM 17 12:24 PM 1 21 1:24 PMJ 12
11:25 AM 18 12:25 PM 19 1:25 PM 13
11:26 AM 17 12:26 PM 18 1:26 PM 13
11:27 AM 20 12:27 PM 16 1:27 PM 14
11:28 AM 20 12:28 PM 14 1:28 PM 14
11:29 AM 20 12:29 PM 15 1:29 PM 14
11:30 AM 22 12:30 PM 14 1:30 PM 15
11:31 AM 21 12:31 PM 14 1:31 PM 20
11:32 AM 19 12:32 PM 11 1:32 PM 20
11:33 AM 19 12:33 PM 10 1:33 PM 19
11:34 AM 19 12:34 PM 12 1:34 PM 19
11:35 AM 19 12:35 PM 12 1:35 PM 18
11:36 AM 17 12:36 PM 12 1:36 PM 20
11:37 AM 16 12:37 PM 14 1:37 PM 20
11:38 AM 16 12:38 PM 14 1:38 PMJ 19
11:39 AM 15 12:39 PM 15 1:39 PM 19
11:40 AM 14 12:40 PM 15 1:40 PM 20
11:41 AM 13 12:41 PM 15 1:41 PM 20
11:42 AM 14 12:42 PM 12 1:42 PM 21
11:43 AM 16 12:43 PM 13 1:43 PM 20
11:44 AM 17 12:44 PM 12 1:44 PM 19
11:45 AM 17 12:45 PM 10 1:45 PM 19
11:46 AM 18 12:46 PM 8 1:46 PM 18
11:47 AM 18 12:47 PM 8 1:47 PM 16
11:48 AM 17 12:48 PM 8 1:48 PM 17
11:49 AM 15 12:49 PM 11 1:49 PM 17
11:50 AM 14 12:50 PM 11 1:50 PM 17
11:51 AM 15 12:51 PM 14 1:51 PM 20
11:52 AM 14 12:52 PM 13 1:52 PM 20
11:53 AM 13 12:53 PM 12 1:53 PM 20
11:54 AM 10 12:54 PM 10 1:54 PM 20
11:55 AM 9 12:55 PM 12 1:55 PM 19
11:56 AM 9 12:56 PM 13 1:56 PM 22
11:57 AM 9 12.57 PM 12 1:57 PM 21
11:58AMI 12:58 PM 15 1:58 PM1 21
11:59 AM 1 12:59 PM 1 15 1:59 PMJ 20
Apx-54
QCSite Code: 16855015
Location: In-N-Out 3520 E Fairview Ave Meridian,ID
Date: 12/5/2024
TRUE DATA TO IMVROVE MOBIUTV Count Time: 5p-8p
Max Queue Max Queue Max Queue
5:00 PM 24 6:00 PM 32 7:00 PM 34
5:01 PM 27 6:01 PM 34 7:01 PM 34
5:02 PM 24 6:02 PM 34 7:02 PM 33
5:03 PM 22 6:03 PM 34 7:03 PM 33
5:04 PM 23 6:04 PM 33 7:04 PM 33
5:05 PM 23 6:05 PM 32 7:05 PM 33
5:06 PM 23 6:06 PM 31 7:06 PM 32
5:07 PM 20 6:07 PM 31 7:07 PM 32
5:08 PM 19 6:08 PM 30 7:08 PM 31
5:09 PM 17 6:09 PM 28 7:09 PM 31
5:10 PM 18 6:10 PM 26 7:10 PM 28
5:11 PM1 18 6:11 PM 25 7:11 PM 28
5:12 PM 17 6:12 PM 24 7:12 PM 30
5:13 PM 20 6:13 PM 24 7:13 PM 30
5:14 PM 20 6:14 PM 24 7:14 PM 30
5:15 PM 21 6:15 PM 23 7:15 PM 33
5:16 PM 22 6:16 PM 23 7:16 PM 34
5:17 PM 23 6:17 PM 24 7:17 PM 33
5:18 PM 23 6:18 PM 22 7:18 PM 35
5:19 PM 23 6:19 PM 21 7:19 PM 36
5:20 PM 22 6:20 PM 22 7:20 PM 37
5:21 PM 24 6:21 PM 21 7:21 PM 37
5:22 PM 22 6:22 PM 21 7:22 PM 37
5:23 PM 20 6:23 PM 24 7:23 PM 37
5:24 PM 21 6:24 PM 24 7:24 PM 37
5:25 PM 23 6:25 PM 24 7:25 PM 37
5:26 PM 21 6:26 PM 24 7:26 PM 37
5:27 PM 21 6:27 PM 25 7:27 PM 37
5:28 PM 24 6:28 PM 27 7:28 PM 37
5:29 PM 22 6:29 PM 29 7:29 PM 39
5:30 PM 22 6:30 PM 30 7:30 PM 39
5:31 PM 21 6:31 PM 30 7:31 PM 37
5:32 PM 21 6:32 PM 29 7:32 PM 36
5:33 PM 23 6:33 PM 29 7:33 PM 35
5:34 PM 23 6:34 PM 30 7:34 PM 36
5:35 PM 22 6:35 PM 32 7:35 PM 36
5:36 PM 24 6:36 PM 32 7:36 PM 37
5:37 PM 25 6:37 PM 34 7:37 PM 37
5:38 PM 26 6:38 PM 35 7:38 PM 37
5:39 PM 26 6:39 PM 36 7:39 PM 37
5:40 PM 26 6:40 PM 36 7:40 PM 37
5:41 PM 26 6:41 PM 35 7:41 PM 37
5:42 PM 26 6:42 PM 32 7:42 PM 35
5:43 PM 27 6:43 PM 35 7:43 PM 35
5:44 PM 27 6:44 PM 36 7:44 PM 36
5:45 PM 25 6:45 PM 37 7:45 PM 36
5:46 PM 24 6:46 PM 35 7:46 PM 36
5:47 PM 27 6:47 PM 35 7:47 PM 36
5:48 PM 27 6:48 PM 38 7:48 PM 37
5:49 PM 26 6:49 PM 38 7:49 PM 37
5:50 PM 29 6:50 PM 36 7:50 PM 36
5:51 PM 31 6:51 PM 36 7:51 PM 35
5:52 PM 31 6:52 PM 36 7:52 PM 33
5:53 PM 30 6:53 PM 38 7:53 PM 32
5:54 PM 30 6:54 PM 38 7:54 PM 30
5:55 PM 30 6:55 PM 38 7:55 PM 29
5:56 PM 30 6:56 PM 38 7:56 PM 28
5:57 PM 30 6:57 PM 36 7:57 PM 30
5:58 PM 31 6:58 PM 36 7:58 PM 30
5:59 PM 32 6:59 PM 34 7:59 PM 27
Apx-55
QCSite Code: 16855016
Location: In-N-Out 3520 E Fairview Ave Meridian,ID
Date: 12/7/2024
TRUE DATA TO IMVROVE MOBIUTV Count Time: 5p-8p
Max Queue Max Queue Max Queue
5:00 PM 36 6:00 PM 42 7:00 PM 42
5:01 PM 36 6:01 PM 41 7:01 PM 41
5:02 PM 34 6:02 PM 43 7:02 PM 40
5:03 PM 38 6:03 PM 44 7:03 PM 42
5:04 PM 36 6:04 PM 44 7:04 PM 41
5:05 PM 38 6:05 PM 47 7:05 PM 40
5:06 PM 37 6:06 PM 45 7:06 PM 41
5:07 PM 36 6:07 PM 44 7:07 PM 42
5:08 PM 38 6:08 PM 44 7:08 PM 41
5:09 PM 35 6:09 PM 44 7:09 PM 42
5:10 PM 36 6:10 PM 44 7:10 PM 43
5:11 PM1 40 6:11 PM 43 7:11 PM 41
5:12 PM 36 6:12 PM 44 7:12 PM 43
5:13 PM 37 6:13 PM 41 7:13 PM 44
5:14 PM 40 6:14 PM 43 7:14 PM 43
5:15 PM 41 6:15 PM 44 7:15 PM 42
5:16 PM 45 6:16 PM 46 7:16 PM 42
5:17 PM 43 6:17 PM 47 7:17 PM 40
5:18 PM 40 6:18 PM 47 7:18 PM 40
5:19 PM 40 6:19 PM 46 7:19 PM 41
5:20 PM 38 6:20 PM 46 7:20 PM 41
5:21 PM 41 6:21 PM 43 7:21 PM 41
5:22 PM 43 6:22 PM 42 7:22 PM 38
5:23 PM 41 6:23 PM 41 7:23 PM 38
5:24 PM 40 6:24 PM 41 7:24 PM 37
5:25 PM 41 6:25 PM 42 7:25 PM 40
5:26 PM 39 6:26 PM 42 7:26 PM 39
5:27 PM 38 6:27 PM 41 7:27 PM 40
5:28 PM 37 6:28 PM 40 7:28 PM 40
5:29 PM 38 6:29 PM 43 7:29 PM 40
5:30 PM 36 6:30 PM 45 7:30 PM 39
5:31 PM 35 6:31 PM 45 7:31 PM 38
5:32 PM 39 6:32 PM 43 7:32 PM 39
5:33 PM 37 6:33 PM 43 7:33 PM 38
5:34 PM 37 6:34 PM 42 7:34 PM 39
5:35 PM 37 6:35 PM 42 7:35 PM 39
5:36 PM 38 6:36 PM 42 7:36 PM 38
5:37 PM 35 6:37 PM 43 7:37 PM 38
5:38 PM 35 6:38 PM 44 7:38 PM 37
5:39 PM 37 6:39 PM 45 7:39 PM 38
5:40 PM 38 6:40 PM 46 7:40 PM 38
5:41 PM 35 6:41 PM 45 7:41 PM 39
5:42 PM 35 6:42 PM 44 7:42 PM 41
5:43 PM 35 6:43 PM 43 7:43 PM 40
5:44 PM 38 6:44 PM 44 7:44 PM 41
5:45 PM 35 6:45 PM 46 7:45 PM 40
5:46 PM 37 6:46 PM 46 7:46 PM 40
5:47 PM 40 6:47 PM 46 7:47 PM 40
5:48 PM 42 6:48 PM 46 7:48 PM 39
5:49 PM 39 6:49 PM 44 7:49 PM 39
5:50 PM 41 6:50 PM 46 7:50 PM 39
5:51 PM 41 6:51 PM 46 7:51 PM 37
5:52 PM 42 6:52 PM 46 7:52 PM 37
5:53 PM 40 6:53 PM 47 7:53 PM 35
5:54 PM 40 6:54 PM 46 7:54 PM 34
5:55 PM 40 6:55 PM 46 7:55 PM 35
5:56 PM 39 6:56 PM 45 7:56 PM 36
5:57 PM 40 6:57 PM 44 7:57 PM 37
5:58 PM 40 6:58 PM 44 7:58 PM 37
5:59 PM 42 6:59 PM 44 7:59 PM 35
Apx-56
QCSite Code: 16855014
Location: In-N-Out 3520 E Fairview Ave Meridian,ID
Date: 12/7/2024
M, Count Time: 11a-2p
Max Queue Max Queue Max Queue
11:00 AM 2 12:00 PM 20 1:00 PM 35
11:01 AM 4 12:01 PM 20 1:01 PM 37
11:02 AM 6 12:02 PM 19 1:02 PM 38
11:03 AM 10 12:03 PM 20 1:03 PM 36
11:04 AM 12 12:04 PM 1 20 1:04 PMJ 37
11:05 AM 13 12:05 PM 18 1:05 PM 39
11:06 AM 13 12:06 PM 16 1:06 PM 38
11:07 AM 13 12:07 PM 16 1:07 PM 37
11:08 AM 18 12:08 PM 15 1:08 PM 37
11:09 AM 18 12:09 PM 20 1:09 PM 38
11:10 AM 18 12:10 PM 1 22 1:10 PM1 39
11:11 AMI 19 12:11 PMJ 22 1:11 PM1 38
11:12 AM 16 12:12 PM 22 1:12 PM 37
11:13 AM 15 12:13 PM 22 1:13 PM 36
11:14 AM 16 12:14 PM 22 1:14 PM 36
11:15 AM 17 12:15 PM 22 1:15 PM 34
11:16 AM 16 12:16 PM 23 1:16 PM 35
11:17 AMI 16 12:17 PM 1 24 1:17 PMJ 36
11:18 AM 17 12:18 PM 1 25 1:18 PMJ 30
11:19 AM 18 12:19 PM 25 1:19 PM 33
11:20 AM 20 12:20 PM 23 1:20 PM 31
11:21 AM 21 12:21 PM 23 1:21 PM 32
11:22 AM 21 12:22 PM 27 1:22 PM 32
11:23 AM 1 19 12:23 PM 28 1:23 PM 29
11:24 AM 20 12:24 PM 1 28 1:24 PMJ 33
11:25 AM 19 12:25 PM 26 1:25 PM 32
11:26 AM 20 12:26 PM 26 1:26 PM 32
11:27 AM 18 12:27 PM 28 1:27 PM 33
11:28 AM 18 12:28 PM 30 1:28 PM 32
11:29 AM 20 12:29 PM 28 1:29 PM 33
11:30 AM 19 12:30 PM 27 1:30 PM 31
11:31 AM 19 12:31 PMJ 27 1:31 PMJ 29
11:32 AM 19 12:32 PM 32 1:32 PM 30
11:33 AM 20 12:33 PM 33 1:33 PM 31
11:34 AM 20 12:34 PM 33 1:34 PM 29
11:35 AM 21 12:35 PM 32 1:35 PM 31
11:36 AM 21 12:36 PM 33 1:36 PM 31
11:37 AM 20 12:37 PM 29 1:37 PM 32
11:38 AM 22 12:38 PM 30 1:38 PM 34
11:39 AM 24 12:39 PM 30 1:39 PM 31
11:40 AM 23 12A0 PM 30 1:40 PM 33
11:41 AM 24 12:41 PM 28 1:41 PM 33
11:42 AM 23 12:42 PM 26 1:42 PM 36
11:43 AM 24 12:43 PM 27 1:43 PM 33
11:44 AM 22 12:44 PM 25 1:44 PM 36
11:45 AM 23 12:45 PM 30 1:45 PMJ 34
11:46 AM 23 12:46 PM 31 1:46 PM 32
11:47 AM 21 12:47 PM 30 1:47 PM 32
11:48 AM 22 12:48 PM 29 1:48 PM 33
11:49 AM 22 12:49 PM 33 1:49 PM 32
11:50 AM 24 12:50 PM 33 1:50 PM 33
11:51 AM 25 12:51 PM 31 1:51 PM 31
11:52 AM 25 12:52 PM 34 1:52 PM 33
11:53 AM 26 12:53 PM 35 1:53 PM 34
11:54 AM 26 12:54 PM 36 1:54 PM 33
11:55 AM 27 12:55 PM 36 1:55 PM 34
11:56 AM 23 12:56 PM 37 1:56 PM 34
11:57 AM 25 12.57 PM 37 1:57 PM 33
11:58AMI 23 12:58 PM 34 1:58 PM 36
11:59 AM 1 24 12:59 PM 1 36 1:59 PMJ 36
Apx-57
GANDDINI GROUP INC.
714.795.3100 1 ganddini.com