Loading...
The URL can be used to link to this page
Your browser does not support the video tag.
Home
My WebLink
About
PZ - Traffic Impact Study
KITTELSON L\. & ASSOCIATES TRANSPORTATION IMPACT STUDY s Da rin Yp J Subdivision TIS Updated December 2024 71 PREPARED FOR PREPARED BY TOLL BROTHERS KITTELSON &ASSOCIATES, INC. 3103 W Sheryl Drive,Suite 100 101 S Capitol Boulevard,Suite 600 Meridian, ID 83642 Boise, ID 83702 208.338.2683 Transportation Impact Study Dayspring Subdivision TIS Ada County, Idaho ASS\OVAL fNG Prepared For: O� ENSfO Toll Brothers 3103 W Sheryl Drive,Suite 100 �O Meridian, Idaho 83642 OiWW"- 1 91 Prepared By: G qTf OF Kittelson&Associates,Inc. Q 101 South Capitol Boulevard,Suite 600 F NUXO\-V Boise, ID 83702 (208)338-2683 Project Principal:Sonia Hennum Daleiden,PE,PTOE Project Manager: Lauren Nuxoll,PE,PTOE Project Analysts:Dhruv Nair&Liz Kaniecki,EIT Project No.26567 December 2024 KV n Dayspring Subdivision TIS December 2024 Executive Summary TABLE OF CONTENTS ExecutiveSummary................................................................................................................................8 Findings.......................................................................................................................................................................................8 Recommendations......................................................................................................................................................................9 Mitigation Timing&Threshold Evaluation................................................................................................................................11 Introduction......................................................................................................................................................13 ProjectDescription....................................................................................................................................................................13 Scopeof the Report...................................................................................................................................................................16 StudyArea.................................................................................................................................................................................17 Intersection Performance Measures.........................................................................................................................................17 TrafficAnalysis Methodology....................................................................................................................................................18 PerformanceMeasures.............................................................................................................................................................18 ExistingConditions...............................................................................................................................20 Site Conditions and Adjacent Land Uses...................................................................................................................................20 TransportationFacilities............................................................................................................................................................20 ExistingTraffic Operations.........................................................................................................................................................21 CrashHistory.............................................................................................................................................................................25 TransportationImpact Analysis...........................................................................................................27 Year 2032 Background Traffic Conditions.................................................................................................................................27 ProposedDevelopment Plan.....................................................................................................................................................34 Year2032 Total Traffic Conditions............................................................................................................................................38 SiteAccess Evaluation...............................................................................................................................................................43 Pedestrianand Bicycle Considerations......................................................................................................................................47 References.........................................................................................................................................................49 Iz/1 iii Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Executive Summary LIST OF FIGURES Figure1. Site Vicinity Map ...................................................................................................................14 Figure2. Proposed Site Plan ................................................................................................................15 Figure 3. Year 2024 Existing Lane Configurations, Traffic Control Devices, & Peak Hour Volumes....23 Figure 4. Year 2032 Background Lane Configurations, Traffic Control Devices, & Peak Hour Volumes32 Figure 5: Estimated Site Trip Distribution............................................................................................36 Figure 6. Estimated Site-Generated Trips............................................................................................37 Figure 7. Year 2032 Total Lane Configurations, Traffic Control Devices, & Peak Hour Volumes........40 1 WA, iv Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Executive Summary LIST OF TABLES Table 1. Mitigation Threshold Evaluation............................................................................................11 Table 2. Existing Study Transportation Facilities and Roadways.........................................................20 Table 3. Year 2024 Existing Conditions Intersection Operations.........................................................22 Table 4. Year 2024 Existing Roadway Segment Operations -Weekday AM and PM Peak Hour.........24 Table 5. Study Intersection and Roadway Segment Crash Type and Severity Summary, 2019 —202325 Table 6. Year 2032 Background Intersection Operations -Weekday AM and PM Peak Hour............31 Table 7. Year 2032 Background Roadway Segment Operations -Weekday AM and PM Peak Hours 33 Table 8. Estimated Trip Generation.....................................................................................................34 Table 9. Year 2032 Total Traffic Intersection Operations....................................................................38 Table 10. Additional Mitigations Under Year 2032 Total Traffic Conditions at Ustick Road / Morgan Grove Lane 41 Table 11. Year 2032 Total Traffic Conditions 95th Percentile Queuing Analysis.................................42 Table 12. Year 2032 Total Roadway Segment Operations - Weekday AM and PM Peak Hour...........43 Table 13. Turn Lane Analysis Results...................................................................................................44 Table 14. Year 2032 Daily Traffic Estimates on Internal Roadways.....................................................45 Iz/1 v Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Executive Summary APPENDICES Appendix A Scope of Work Memorandum Appendix B Signal Timing Sheets Appendix C Existing Traffic Count Data Appendix D Year 2024 Existing Traffic Operations Worksheets Appendix E Crash Data Appendix F Year 2032 Background Traffic Operations Worksheets Appendix G Internal Trip Estimation Worksheets Appendix H Year 2032 Total Traffic Operations Worksheets Appendix I Year 2032 Mitigated Total Traffic Operations Worksheets Appendix J Site Access Evaluation Worksheets Iz/1 vi Kittelson&Associates,Inc. Section 1 Executive Summary Dayspring Subdivision TIS December 2024 Executive Summary EXECUTIVE SUMMARY Kittelson & Associates, Inc. (Kittelson) has prepared an update of the Transportation Impact Study (TIS) for the Dayspring Subdivision originally submitted in November 2022 as part of the Porter Complex. The site is located south of Ustick Road between McDermott Road and Black Cat Road and will be annexed into the City of Meridian. The site is approximately 142 acres of vacant land that is currently zoned as Rural-Urban Transition (RUT). The Dayspring Subdivision proposes to include the following land uses: • 446 single-family detached units • 71 single-family attached units (townhomes) • 60,000 sq. ft. of commercial building space This TIS focused on the Dayspring Subdivision, Phase II of the Porter Complex development,which has an anticipated buildout year of 2032. The TIS resulted in the following findings and recommendations. FINDINGS Year 2024 Existing Traffic Conditions • All study intersections and roadways meet ACHD operating standards and planning thresholds during existing weekday AM and PM peak hours. • The Ustick Road / McDermott Road intersection has a crash rate over 1.0, witch angle crashes being the most common crash type. Angle crashes were also the most common crash type at the Ustick Black Cat Road intersection. Traffic signals were installed at both intersections in early 2021. Installing a traffic signal is shown to reduce angle crashes by 33%. Year 2032 Background Traffic Conditions • With the programmed Ustick Road corridor project in place (programed construction to be complete by 2026),all study intersections and roadways will meet ACHD operating standards and planning thresholds during existing weekday AM and PM peak hours. Trip Generation • Dayspring Subdivision (Phase II of the Porter Complex): Parcel South of Ustick Road 0 446 single-family detached units 0 71 single-family attached units (townhomes) 0 60,000 sq. ft. of commercial buildings • The Dayspring Subdivision estimates generating 8,258 daily net new trip ends. Of these, 525 trips are expected to use the transportation system during the weekday AM peak hour (208 inbound / 317 outbound) and 621 are expected during weekday PM peak hour (355 inbound / 266 outbound). Iz/1NNI 8 Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Executive Summary Year 2032 Total Traffic Conditions • With the programmed Ustick Road corridor project in place (programed construction to be complete by 2026),all study intersections and roadways will meet ACHD operating standards and planning thresholds during existing weekday AM and PM peak hours. o Ustick Road/ Morgan Grove Lane (Site Access A): ■ The northbound left movement operates at LOS F and at V/C 0.98 during the weekday PM peak hour with the Ustick widening in place. Although these operations are still within ACHD operational thresholds, both a signal and a multi- lane roundabout were evaluated as potential improvements at this intersection due to safety and operational concerns. Site Access Evaluation • The turn lane analysis using ACHD procedures warranted the following turn lanes: o Ustick Road/ Morgan Grove Lane (Site Access A): ■ Eastbound right-turn lane ■ Westbound left-turn lane • Traffic volumes on all new site accesses are within ACHD's traffic thresholds for collector and local streets. RECOMMENDATIONS The following recommendations were developed based on the enclosed analyses and findings. Year 2032 Background Traffic Condition Mitigations (Without the Proposed Development) • Implement ACHD's programmed Ustick Road corridor project (planned construction completion in 2026). Additional Year 2032 Mitigations Needed with the Dayspring Subdivision Development The following additional intersection mitigations would bring the operations of the study intersections listed above back to an acceptable level: • Ustick Road/ Morgan Grove Lane o Although not needed based on ACHD's operational thresholds, a signal and a multi-lane roundabout were evaluated as potential improvements at this intersection for safety and operational reasons due to the high amount of northbound left-turning crossing at least four (4) lanes of traffic on a 45-mph roadway. o Install an eastbound right-turn lane. Iz/1NNI 9 Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Executive Summary All Site Accesses Construct all accesses to the development with the following designations: • Shrubbery, weeds, and landscaping near internal intersections and site accesses should be maintained. • Site access approaches should match the existing grade of the major street approaches for at least one car length. Significant changes to the approach grade could impact sight distances. • Intersection sight distance should be analyzed as part of the final access design and roadway widening. If widening occurs along any of the site access roadways, adequate grades and intersection sight distances should be maintained. • Site driveways with access to public streets should provide sufficient stacking distance for four vehicles (100 feet) to ensure acceptable operation and accommodate larger vehicles, including utility service and delivery vehicles. • All local streets within the development should be constructed with one travel lane in each direction. • All collector streets within the development should be constructed with a single travel lane in each direction, a continuous center left-turn lane, and bike lanes. Iz/1 10 Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Executive Summary MITIGATION TIMING & THRESHOLD EVALUATION For each of the mitigation needs identified, the number of site development units and approximate year of need for the mitigation was evaluated. Table 1 shows the recommended mitigations and thresholds. Table 1. Mitigation Threshold Evaluation Intersection/ 2024 2032 Percent of Site Proposed Approx. Estimated Units Built at Existing Background Traffic at Deficiency Year of Segment �%_Mitigation& Time of Need Need? Need? .. Critical Traffic Signal/ 20291 323 Residential Units+ Ustick Road/ movement Roundabout 45,000 SF of Commercial Morgan Grove Lane No No 18.0% operates (Site Access A) near Eastbound Right 2027 129 Residential Units+ Turn Lane 15,000 SF of Commercial capacity Year of approximate need is determined based on when the critical movement is projected to meet LOS E as an unsignalized intersection. Iz/1 11 Kittelson&Associates,Inc. Section 2 Introduction Dayspring Subdivision TIS December 2024 Introduction INTRODUCTION Kittelson&Associates, Inc. (Kittelson) has prepared this update to a previously completed Transportation Impact Study (TIS), from November 2022, for the proposed Dayspring Subdivision in Ada County, Idaho. The area of impact for the proposed development does not include Idaho Transportation Department (ITD) facilities; therefore, the study was prepared in accordance with the requirements of Ada County Highway District's (ACHD) Policy Manual Section 7106 (Reference 1). The TIS examines the current transportation network and addresses the transportation impacts associated with background growth and the proposed development. PROJECT DESCRIPTION The site is located south of Ustick Road between McDermott Road and Black Cat Road and will be annexed into the City of Meridian. The site is approximately 142 acres of vacant land that is currently zoned as Rural-Urban Transition (RUT). The Dayspring Subdivision proposes to include the following land uses: • 446 single-family detached units • 71 single-family attached units (townhomes) • 60,000 sq. ft. of commercial buildings The Dayspring Subdivision is the planned Phase II of the overall Porter Complex development. The Dayspring Subdivision will provide the following site accesses: ■ (Site Access A) Morgan Grove Lane/Ustick Road o New mid-mile collector that provides access to the? commercial site and proposed and existing residences south of Ustick Road o Located approximately 910 feet east of McDermott Road (Newly Realigned) ■ (Site Access B) McMurtery Street/ McDermott Road (Newly Realigned) o Located approximately 335 feet south of Ustick Road ■ Internal site accesses located along new mid-mile collector Morgan Grove Lane, some of which connect to existing stub streets of adjacent residential development to the east side of the site. Figure 1 shows the site's vicinity in Ada County, Idaho and Figure 2 illustrates the preliminary site plan. Iz/1 13 Kittelson&Associates,Inc. 26567-Dayspring Subdivision TIS December 2024 MCDERMOTT ROAD N RE-ALIGNMENT I USTICK ROAD A I / � l / B C 00 SH 16 EXTENSION Ir cD7 ALIGNMENT 1 I D I 0 O D I D z I � A I m ° SITE I D I m I � O D � O � I as zs—zs ss O 3 se J 0 a �- Study Intersections x�- Site Accesses Site Vicinity Map Figure _ -- Study Roadway Segments Meridian, Idaho 1 IZ11KITTELSON N &ASSOCIATES 26567-Dayspring Subdivision TIS December 2024 N Ft I CONSTRUCTION OF SIGNALIZED INTERSECTION ANTICIPATED TO BE I COMPLETED 2024 I I 910' 1440' - A 335' 335' USTICK ROAD B - C -- -- - ————— v MCDERMOTT ROAD _ � RE-ALIGNMENT r� p 71 3 I i v � I - o CLASSIC DRIVE o � , O z o, O OI I� J G Scale: 1" = 750' m z 1��.; TOURNAMENT DRIVE i,{ q; m E 750 375 0 750 �- Study Intersections Figure y Proposed Site Plan 9 & site Accesses Meridian, Idaho 2 RECEIVED FROM:TOLL BROTHERS IKITTELSON M&ASSOCIATES Dayspring Subdivision TIS December 2024 Introduction SCOPE OF THE REPORT ACHD reviewed and agreed with the scope, methodology, and key assumptions within this TIS in October 2024. Appendix A includes the Scope of Work for the Transportation Impact Study memorandum and response emails from ACHD (as well as ITD indicating they did not require analysis on their facilities). This report evaluates these transportation issues: ■ Existing land use and transportation system conditions for year 2024, including intersections and roadways within the site vicinity for typical weekday AM and PM peak periods; ■ Estimated local and regional growth in the study area applied to existing traffic volumes for future year 2032 analyses based on annual compounded growth rates of 13 percent on Ustick Road and two (2) percent on all other roadways; ■ Intersection and segment analysis under year 2032 background traffic conditions (existing counts plus eight (8) years of regional growth but not including traffic generated by the Dayspring Subdivision) during weekday AM and PM peak periods; ■ Trip generation and distribution estimates for the proposed Dayspring Subdivision; ■ Intersection and segment analysis under year 2032 total traffic conditions (year 2032 background traffic plus site-generated trips) during the weekday AM and PM peak periods for the development; ■ Identified transportation mitigations at the study intersections under year 2024 existing, year 2032 background, and year 2032 total traffic conditions; ■ Evaluation of site access intersections; ■ Discussion of potential cut-through traffic; and ■ Summary of findings and recommendations. I16 Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Introduction STUDY AREA The following study intersections and roadways were identified during the scoping process for analysis: ■ Intersections • Ustick Road/ McDermott Road • Ustick Road/ Black Cat Road • Site Accesses (Total Traffic Conditions Only) ■ Ustick Road/ Morgan Grove Lane (Site Access A) ■ McMurtery Street/ Morgan Grove Lane (Site Access C) ■ Roadway Segments • Ustick Road (McDermott Road to Black Cat Road) • Black Cat Road (North & South of Ustick Road) • Morgan Grove Lane Classic Drive (Morgan Grove Lane to Black Cat Road) Tournament Drive (Morgan Grove Lane to Black Cat Road) INTERSECTION PERFORMANCE MEASURES Intersection performance measures reported in this study include level of service (LOS), volume-to- capacity ratio (V/C), delay, and 95t" percentile queues. These performance measures are used to gauge the transportation system's performance and the overall quality of travel experience through an intersection or roadway segment as it is perceived by the traveler: ■ Level-of-service (LOS) is currently the most commonly used performance measure. LOS uses an "A" to "F" ranking based on the average control delay experienced by motorists. LOS "A" conditions have very low vehicle delay times (10 seconds or less), while LOS "F" conditions have high delay times (over 80 seconds on average per vehicle at signalized intersections) that are considered unacceptable to most drivers. ■ Volume-to-capacity(VIC)compares the volume of traffic to the theoretical capacity of the facility to accommodate traffic. A V/C ratio of 1.0 indicates an intersection, or movement at an intersection, is operating at capacity. A V/C ratio over 1.0 indicates the intersection's capacity is exceeded. ■ 95th percentile queue is the queue length that has only a five percent probability of being exceeded during the analysis time period. It is used to help determine turn lane storage, but not what the typical driver would experience.This performance measure is helpful in assessing access spacing from adjacent unsignalized and signalized intersections. Performance is measured for the overall intersection at signalized intersections. For two-way stop- controlled intersections, performance is measured for the critical movement. ILori 17 Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Introduction TRAFFIC ANALYSIS METHODOLOGY The intersection operational analysis was performed using Highway Capacity Manual (HCM) 61h Edition analysis procedures (Reference 2). The analysis is based on a reasonable worst-case scenario, using the peak 15-minute flow rate during all peak hours to evaluate all intersection LOS and V/C ratios. This analysis reflects conditions that are only likely to occur for 15 minutes out of each average peak hour. The transportation system will likely operate better than the conditions described in this report during all other time periods. The intersection operations analyses were conducted using Synchro 12. The HCM 2000 (Reference 3) was utilized due to the ability to report overall intersection V/C ratios for a signalized intersection as required by ACHD Policy Manual, since the HCM 61h Edition does not report overall intersection V/C ratio. Additionally, signal warrants were analyzed according to guidance in the Manual on Uniform Traffic Control Devices (MUTCD), 11th Edition (Reference 4) when determining appropriate mitigations for impacted study intersections. Signal Timing and Other Parameters ACHD provided current signal timing data for the Ustick Road / Black Cat Road study intersection. Appendix B includes the signal timing sheets. ACHD-required values were used for the ideal saturation flow rate (1800 vehicles per hour per lane),while other data were gathered from traffic counts including truck percentages, peak hour factors, posted speeds, and storage lengths. Per the ACHD Policy Manual, peak hour factor adjustments were applied to each approach of the study intersections for the existing conditions analysis. This is not consistent with HCM procedures, which specifies one peak hour factor for the overall intersection. Applying peak hour factors to each approach models a scenario that does not actually occur in the field and,therefore,the existing conditions analysis may reflect worse operations than what occurs on the system today. PERFORMANCE MEASURES ACHD operating standards were used to assess study intersection traffic operations. The analysis was performed in accordance with the methodologies stated in Section 7106.6 of the ACHD Policy Manual. Intersection LOS is reported per ACHD thresholds. ACHD requires that signalized intersections operate at a minimum of LOS E for Principal Arterials and Minor Arterials and LOS D for Collectors. The acceptable V/C ratio for signalized intersection is 0.90 for the overall intersection and 1.0 for each lane group. The acceptable V/C ratio is 1.0 for the critical lane group at unsignalized intersections. All unsignalized intersections that have a projected LOS D or worse shall be evaluated to determine if a signal or roundabout is warranted. Additionally, Section 5108.5.4 identifies a maximum V/C ratio at a roundabout to be 0.85, which is also reviewed for roundabouts as mitigations. Iz/1 18 Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Introduction Section 3 Existing Conditions I19 Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Existing Conditions EXISTING CONDITIONS The existing conditions analysis identifies current site conditions and operational and geometric characteristics of the roadways within the study area. These conditions are compared with future conditions later in this report. Information regarding current site conditions, adjacent land uses, existing traffic operations, and transportation facilities in the study area was collected. SITE CONDITIONS AND ADJACENT LAND USES The proposed development is in Ada County outside of the City of Meridian city limits but within Meridian's area of impact. The site is currently vacant and currently zoned as Rural-Urban Transition (RUT). Further, the proposed commercial space is an accessory/conditional use. The site is surrounded by vacant farmland to the north, south, and west and residential development to the east. TRANSPORTATION FACILITIES The transportation facilities inventory identifies the current characteristics of roadways within the study area. Major roadways within the study area were assessed for transit, pedestrian, and bicycle infrastructure and services. Roadway Facilities Table 2 summarizes the existing roadway facilities within the site vicinity included in this study. Table 2. Existing Study Transportation Facilities and Roadways Functional Number of Posted Bicycle On-Street Roadway Classification' Lanes Speed(MPH 2) Sidewalks Lane.. Parking Ustick Road Principal Arterial 2-3 45 Partial No No Black Cat Road Minor Arterial 2-3 40 Partial No No Morgan Grove Lane' Collector(Proposed) N/A N/A N/A N/A N/A Classic Drive Collector 2 25 Yes No No Tournament Drive Local 1 2 125 1 Yes No No Per ACHD Master Street Map(Reference 5) z MPH represents miles per hour.'Morgan Grove Lane is a new mid-mile collector that will be partially constructed with the proposed development and will not be evaluated under existing conditions. I WA, 20 Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Existing Conditions Pedestrian and Bicycle Facilities Sidewalks in the site vicinity are available along a portion of Ustick Road from Christian Way to Black Cat Road and along portions of Black Cat Road, north of Ustick Road to Jordan Lane on the west side and south of Ustick along both sides where previous development has completed improvements. These sidewalks include planter strip or curb buffers for separation from motorists. Sidewalks are also available in the existing residential developments east of the site, including along Classic Drive and Tournament Drive.The roadways within the site vicinity do not provide dedicated biking facilities. Transit Facilities Valley Regional Transit (VRT) is a public transportation service provider that provides fixed-route and paratransit services within Ada and Canyon counties. VRT's central bus station is in downtown Boise and provides county and intercounty connections within the Treasure Valley. Currently, no fixed- route transit service is available in the study area. VRT's long-range growth plan for providing new and enhanced transit service, ValleyConnect 2.0 (Reference 6), identifies an expanded fixed-route network into Meridian. The Route 30 Pine bus route is the closest route to the study area is approximately two miles away. Details about available and planned VRT transit services within Ada County are provided on VRT's website. EXISTING TRAFFIC OPERATIONS Peak hour turning movement counts (TMCs) were collected at the Ustick Road / Black Cat Road intersection for the Dayspring Subdivision in May 2024 during morning peak (7:00 — 9:00 AM) and evening peak (4:00 — 6:00 PM) periods of a typical mid-weekday (Tuesday — Thursday). Roadway segment volumes were also collected during the same week for 24 hours on Ustick Road (between McDermott Road and Morgan Grove Lane), Black Cat Road (north and south of Ustick Road), and Classic Drive (north of Charles Street). Due to the ongoing reconstruction and realignment of the McDermott Road / Ustick Road intersection, traffic volumes were estimated for use in this traffic analysis. The calculations of the TMCs at this intersection involved using ACHD's tube counts along McDermott north and south of Ustick Road collected in January and February of 2022, TMCs from adjacent intersections on Ustick Road, and proportionate ratios at this intersection taken from the 2045 Build Scenario from the SH- 16 EIA Re-Evaluation Traffic Memorandum (Reference 7). The existing traffic operations analysis summarizes how the study intersections and segments operate undercurrent traffic conditions. Appendix C includes the weekday AM and PM period counts utilized at each of the study intersections and roadways. Iz/1 21 Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Existing Conditions Year 2024 Existing Conditions Intersection Operations Existing peak hour traffic operations were analyzed at the study intersections during typical mid- weekday AM and PM peak periods. The analysis used individual intersection peak hours to be conservative per ACHD Policy Manual. Consistent with ACHD Policy Manual, peak hour factor adjustments were applied to each approach of the study intersections for the existing conditions analysis. This is not consistent with HCM procedures, which specifies one peak hour factor for the overall intersection. Applying peak hour factors to each approach models a scenario that does not actually occur in the field and, therefore, the existing conditions analysis may reflect worse operations than what occurs on the system today. Figure 3 presents the existing lane configurations, traffic control devices, and weekday AM and PM peak hour traffic volumes at the study intersections and Table 3 summarizes the resultant traffic operations. Appendix D includes the year 2024 existing conditions Synchro worksheets. Table 3.Year 2024 Existing Conditions Intersection Operations Intersection lr�IIIIIIAM PM Lane ]IodayAM Peak Hour Weekday PM Peak Hour ID Intersection Control V/M= Delay .- EBL 0.05 B 12.1 0.04 B 12.0 EBT 0.64 B 14.9 0.35 B 12.3 EBR 0.02 B 10.7 0.01 B 10.5 Ustick Rd WBL 0.02 B 11.5 0.01 B 10.5 / Traffic 0.56/ 17.2/ WBT 0.80 B 17.4 0.80 B 17.1 Rd 1 McDermott Signal 0.57 B/B 16.5 WBR 0.06 B 11.1 0.06 B 10.8 NBL 0.26 B 19.1 0.22 B 19.0 NBTR 0.30 C 21.6 0.24 C 20.9 SBL 0.16 B 19.1 0.11 B 19.4 SBTR 0.55 C 25.0 0.39 C 23.1 EBL 0.25 B 17.3 0.16 B 18.9 EBTR 0.83 C 25.0 0.53 C 21.2 WBL 0.29 B 16.6 0.31 B 15.6 2 Ustick Rd/ Traffic 0.69/ C/C 27.0/ WBTR 0.88 C 28.0 0.89 C 30.1 Black Cat Rd Signal 0.74 26.9 NBL 0.14 C 23.2 0.15 C 21.7 NBTR 0.81 C 33.8 0.83 C 32.9 SBL 0.36 C 23.3 0.22 C 22.8 SBTR 0.68 C 29.0 0.51 C 27.1 V/C ratio is defined as vehicle-to-capacity ratio,which calculates the number of vehicles divided by the capacity of the roadway/intersection during the peak 15 minutes of the peak hour.LOS stands for Level of Service.Delay is reported in seconds per vehicle.Cells in the table above that are bolded,italicized,and highlighted indicate an intersection and/or lane group operating below the jurisdictional standards. As shown in Table 3,the study intersections operate acceptably during the weekday AM and weekday PM peak hours under existing conditions. I WA, 22 Kittelson&Associates,Inc. 26567-Dayspring Subdivision TIS December 2024 N / I I I A USTICK RO D n D _ O I n I m X I D z I ° c� A SITE 0 I of I m m I 0 LANE CONFIG AM VOLUME PM VOLUME O LANE CONFIG AM VOLUME PM VOLUME © LANE CONFIG AM VOLUME PM VOLUME 7 W 7 In V OEM NAM` 7 c0 M 7 y o %. 1 1 y o f FUTURE FUTURE FUTURE o �► 1 1 L Q Q w Q ACCESS/ANALYZED ACCESS/ANALYZED ACCESS/ANALYZED R 11� �27 8� k— 0 W UNDER TOTAL UNDER TOTAL UNDERTOTAL U Q , 44� �a3 2a� `72 Y o r 350� �432 196� F448 Y Z w w TRAFFIC TRAFFIC TRAFFIC Y Y 0 ;• 382� �384 229� F416 U o 9� f �5 6� R �5 U z U CONDITIONS ONLY CONDITIONS ONLY CONDITIONS ONLY U Q *' 30� f Asa 18� f �106 o D � � C V I � 1t � � � J ¢ � m � �" � I /W � 11w ��N 77c0 m7 �O N�2-0 7N W OLANE CONFIG AM VOLUME PM VOLUME C — w U > tCONDITIONS FUTURE (CDONDITIONSONLY ACCESS/ANALYZED w c7 w UNDER TOTAL U Q J TRAFFIC w CONDITIONS ONLY HO a - STOP SIGN Year 2024 Existing Lane Configurations, Traffic Control Devices and Peak Hour Volumes Figure -TRAFFIC SIGNAL Dayspring Subdivision TIS 3 Meridian, Idaho JWF KITTELSON X &ASSOCIATES Dayspring Subdivision TIS December 2024 Existing Conditions Year 2024 Existing Conditions Roadway Segment Analysis Existing peak hour segment volumes were determined for the study roadway segments from the intersection turning movement counts and tube counts collected in May 2024. Per ACHD Policy Manual 7106.4.1, Table 4 summarizes the study roadway segment characteristics, applicable peak hour level of service planning thresholds, and resultant roadway level of service under existing traffic conditions. Table 4.Year 2024 Existing Roadway Segment Operations-Weekday AM and PM Peak Hour Travel Average ACHD Peak Hour Hour 1K Hour da YPM% Pe our Road-ay Segment Classification LaneS2 Daily Traffic Std.Volume(One- One-Way Mee a' Two-Way I Weekday AM Pe ay PM Peak 2024) lume ' Ustick Road (McDermott Rd to Black Principal 2 7,032 690/LOS E 466/WB Yes 493/WB Yes Cat Rd) Arterial Black Cat (North&South of Ustick Minor Arterial 2 6,899 690/LOS E 247/SB Yes 332/NB Yes Road) Classic Drive (Black Cat Rd to Morgan Collector 2 371 425/LOS D 20/SB Yes 16/NB Yes Grove Ln) <2000(not Tournament Drive3 connected) (Black Cat Rd to Morgan Local 2 354 <1000(connected 11/NB Yes 27/SB Yes Grove Ln) to future development)4 1 Per ACHD Master Street Map(Reference 5) 2 Travel lanes include the total number of lanes across the roadway's respective cross section 3 Volumes estimated via ITE Trip General Manual,1111 Ed.(Reference 8) 4 The volume threshold presented in this table reflects the daily threshold for Local Streets As shown in Table 4, all study roadway segments meet ACHD thresholds during weekday AM and PM peak hours under existing conditions. I WA, 24 Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Existing Conditions CRASH HISTORY ITD provided crash data at the study intersections and roadway segments for the previous five years on record (2019-2023).These data were used to evaluate and document any potential crash patterns at the study intersections and long study roadway segments. Appendix E includes the crash data reports provided by ITD. Table 5 presents the number of crashes at the study intersection and along the study roadway by crash type and severity and the resultant crash rate. Ustick Road / McDermott Road intersection has a crash rate over 1.0 with angle crashes being the most comment crash type. Angle crashes were also the most common type of crashes at the Ustick Road / Black Cat Road intersection. A traffic signal was installed in early 2021 at both intersections. The Ustick Road / McDermott intersection is also currently being realigned and is anticipated to be fully constructed by end of year 2024. No fatalities were reported. Table 5. Study Intersection and Roadway Segment Crash Type and Severity Summary, 2019—2023 Fixed Crash Type Rear 41�Wll Severity Crash Location Object Turning Angle Animal End Backing rn Total .. Injury Fatal Rate' Ustick Rd/McDermott Rd 9 10 2 - 21 15 6 0 1.31 Ustick Rd/Black Cat Rd - 7 7 - 4 2 - 20 11 9 0 0.77 Ustick Rd (McDermott Rd to Black Cat Rd) 1 2 1 4 4 0 0 0.31 Total 1 16 17 2 6 2 1 45 30 15 0 'Crashes per Million Entering Vehicles(MEV) Iz/1NNI 25 Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Existing Conditions Section 4 Transportation Impact Analysis I� 26 Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Transportation Impact Analysis TRANSPORTATION IMPACT ANALYSIS The transportation impact analysis identifies how the study area's transportation system will operate in the year that the proposed development is expected to be fully built, year 2032. Analyzing traffic impacts from the proposed Dayspring Subdivision included an evaluation of the following: • Transportation improvements planned in the site vicinity. • Background weekday AM and PM peak hour traffic conditions for build-out year 2032 were analyzed at each of the study intersections. • Site-generated trips were estimated for the build-out of the site. • Estimated distribution patterns for the site-generated trips based on existing traffic patterns, major trip origins and destinations within the Treasure Valley, and COMPASS modeling. • The build-out year 2032 total traffic conditions were analyzed at each of the study intersections and site-access points during the weekday AM and PM peak hours. • On-site circulation, site accesses, and potential cut-through traffic through adjacent neighborhoods. YEAR 2032 BACKGROUND TRAFFIC CONDITIONS The year 2032 background traffic analysis identifies how the study area's transportation system will operate in build-out year of the proposed Dayspring Subdivision without the development in place. This analysis includes traffic growth attributed to planned developments within the study area as well as the region but does not include traffic from the proposed development. Planned Intersection and Roadway Improvements Based on a review of ACHD's Integrated Five Year Work Plan (IFYWP) 2025-2029 (Reference 9), the following projects are planned and funded in the study area: • Construction Year 2025: o Ustick Corridor A: Ustick Road (Black Cat Road to Ten Mile Road). ■ Corridor improvement project which includes widening the roadway to five (5) lanes (2-thru lanes in each direction, center median and turn pockets where appropriate) &, signalizing the intersection at Naomi Ave, and constructing enhanced pedestrian and bike facilities on both sides of the roadway as per the adopted North Meridian Neighborhood Plan, Bike Master Plan and the Capital Improvement Plan (CIP). Iwr 27 Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Transportation Impact Analysis o Ustick Corridor A: Ustick Road/ Black Cat Road ■ Intersection improvement project which includes widening the north and south legs to seven (7) lanes and the east and west legs to six (6) lanes as per the adopted 2020 Capital Improvement Plan (CIP). Project includes adding APS (accessible pedestrian signal) with LPI (leading pedestrian interval), enhanced pedestrian/bike facilities and intersection lighting. • Construction Year 2027: o Ustick Corridor B: Ustick Road (Owyhee Storm Avenue to Black Cat Road) ■ Corridor improvement project which includes widening the roadway to five (5) lanes (2-thru lanes in each direction, center median and turn pockets where appropriate) &constructing enhanced pedestrian and bike facilities on both sides of the roadway as per the adopted North Meridian Neighborhood Plan, Bike Master Plan and the Capital Improvement Plan (CIP). • The City of Nampa also has a project to continue the five (5) lane cross-section on Ustick from Owyhee Storm Avenue to the west to the Phyllis Canal. The IFYWP projects listed above will be assumed to be constructed under the future conditions traffic analyses since these projects are programmed and funded and expected to be completed within the build out timeframe of the Dayspring Subdivision. Based on a review of ACHD's Capital Improvement Plan (CIP) adopted in August 2020 (Reference 10), the following projects are planned, but not currently funded, in the study area: • 2031—2035: o RD2020-0190: Back Cat Road (Cherry Lane to Ustick Road). ■ Reconstruct/widen to 5 lanes. o RD2020-0200: Black Cat Road (Ustick Road to McMillan Road). ■ Reconstruct/widen to 5 lanes. Additionally, a new north-south mid-mile collector will be constructed as part of the Dayspring Subdivision, Morgan Grove Lane, which is consistent with the ACHD's Master Street Map (Reference 5). The improvements summarized above are considered as part of the transportation mitigation evaluations within this TIS. Iz/1NNI 28 Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Transportation Impact Analysis SH 16 Extension Project ITD is currently constructing the extension of State Highway (SH) 16 from US20-26 to 1-84. SH 16 is a north-south facility that connects the northern limits of Meridian to the southern limits of Emmett. The project will extend the highway south to Interstate 84(1-84)to provide a north-south expressway through the central Treasure Valley and meet long-term area needs. An interchange will be constructed at Ustick Road, realigning McDermott Road to the east. The new alignment of McDermott Road will be located adjacent to the western edge of the Dayspring Subdivision. The realignment of McDermott Road will be fully constructed by the end of year 2024 along with the relocation of the Ustick Road & McDermott Road intersection, which is being constructed as a 3x3 traffic signal. The connection of SH 16 to Ustick Road will have major influence on future traffic volumes along Ustick Road and is accounted for in the growth and traffic patterns modeled in the COMPASS model for this proposed development. Exhibit 1 illustrates the SH 16 project relative to the study area of this TIS. Per the scoping memo, analysis related to the SH 16 project is being conducted by ITD separate from this TIS. 1 t . . 7� q 1 x ry �+ I 1 Exhibit 1. SH-16, 1-84 to US 20/26&SH-44: North Segment Phase 2 and 3(within Study Area) I� 29 Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Transportation Impact Analysis In-Process Developments The Porter Complex is planned to be constructed in a two-phase process. Phase I (Springday Subdivision) is planned to be constructed by year 2030 and is therefore included as an in-process development for this Phase II (Dayspring Subdivision) traffic operations analysis. Phase I (Springday Subdivision) includes 136 single-family detached units. Per direction from ACHD Staff, no other developments were included as in-process for this analysis. Background Growth Between the years 2024 and 2032, COMPASS modeling indicates an average compounded growth rate of approximately 13 percent per year on Ustick Road and 2 percent per year on all other roadways within the study area.To be consistent with COMPASS modeling, these growth rates were applied to the existing traffic volumes. These assumptions were confirmed with ACHD in October 2024. Year 2032 Background Traffic Volumes Year 2032 background traffic volumes reflect existing traffic counts plus the eight years of background growth described in previous sections plus the in-process volumes from Phase I of the Porter Complex, Springday. Iz/1 30 Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Transportation Impact Analysis Year 2032 Background Conditions Intersection Operations Figure 4 presents the 2032 background traffic conditions during the weekday AM and PM peak hours at the study intersections and Table 6 summarizes the resultant traffic operations. This analysis assumes the 2032 background conditions traffic volumes outlined above and assumes the programmed Ustick Road corridor project is in place. Appendix F includes the year 2032 background conditions Synchro worksheets. Table 6.Year 2032 Background Intersection Operations-Weekday AM and PM Peak Hour Intersection Intersection AM/PM lm�wak Hour Weekday PM Peak Hour ID Intersection Control V/C LOS LOS .- EBL 1 0.15 B 13.5 0.11 B 12.1 EBT 0.61 B 13.6 0.36 B 10.2 EBR 0.03 A 9.2 0.02 A 8.2 Ustick Rd/ WBL 0.05 B 10.9 0.03 A 8.3 1 McDermott Traffic 0.66/ B/ 17.4/ WBT 0.78 B 16.8 0.77 B 14.9 Rd Signal 0.67 B 15.3 WBR 0.10 B 10.2 0.10 A 8.9 NBL 0.40 C 31.3 0.36 C 31.1 NBTR 0.35 C 34.1 0.39 C 34.2 SBL 0.24 C 31.4 0.19 C 31.0 SBTR 0.70 D 41.7 0.63 D 40.1 EBL 0.50 B 15.4 0.29 B 15.3 EBT 0.78 B 19.9 0.50 B 18.4 EBR 0.15 B 13.3 0.11 B 15.3 WBL 0.59 B 16.8 0.62 B 12.5 WBT 0.74 B 18.7 0.76 B 18.1 2 Ustick Rd/ Traffic 0.67/ C/ 21.2/ WBR 0.21 B 13.3 0.29 B 13.1 Black Cat Rd Signal 0.68 C 20.3 NBL 0.18 C 29.5 0.26 C 27.7 NBT 0.45 C 33.9 0.57 C 32.7 NBR 0.57 D 36.4 0.48 C 33.0 SBL 0.31 C 29.2 0.23 C 28.0 SBT 0.39 C 32.4 0.45 C 32.2 SBR 0.30 C 32.2 0.27 C 31.5 V/C ratio is defined as vehicle-to-capacity ratio,which calculates the number of vehicles divided by the capacity of the roadway/intersection during the peak 15 minutes of the peak hour.LOS stands for Level of Service.Delay is reported in seconds per vehicle.Cells in the table above that are bolded,italicized,and highlighted indicate an intersection and/or lane group operating below the jurisdictional standards. As shown in Table 6, both study intersections are forecasted to operate acceptably under year 2032 background conditions. I WA, 31 Kittelson&Associates,Inc. 26567-Dayspring Subdivision TIS December 2024 N / I I I A USTICK RO D n D _ O I n I m x I D z I ° c� A SITE 0 I of I D m o I 0 LANE CONFIG AM VOLUME PM VOLUME O LANE CONFIG AM VOLUME PM VOLUME © LANE CONFIG AM VOLUME PM VOLUME u o C 7�Nj FUTURE FUTURE FUTURE •�11�► .� j �.Q O Q O wQ ACCESS/ANALYZED ACCESS/ANALYZED ACCESS/ANALYZEDR+�`` 71 z1 �7a UNDER TOTAL UNDER TOTAL UNDER TOTAL U Q ,� ►L 121 114 67,' `191Q 1�` r F 1191 57z F 122z Z w TRAFFIC TRAFFIC TRAFFIC Y 1042 F1030 527 F 1136LU 11�h 12 16 13 U Q Z () Y U ~ �� ~ )3 144 57 282U R f � 0Q U CONDITIONS ONLY CONDITIONS ONLY CONDITIONS ONLY 2 m ** f f orD C � 1 1 � J ¢ II /W � I /W � 17 r�7 MNQ�i (MD V Obi 3 � N OLANE CONFIG AM VOLUME PM VOLUME C � w U > tCONDITIONS FUTURE U ACCESS/ANALYZED w c7 w UNDER TOTAL U Q J TRAFFIC w (CDONDITIONS CONDITIONS ONLY HO a - STOP SIGN Year 2032 Background Lane Configurations, Traffic Control Devices and Peak Hour Volumes Figure -TRAFFIC SIGNAL Dayspring Subdivision TIS 4 Meridian, Idaho JWF KITTELSON X &ASSOCIATES Dayspring Subdivision TIS December 2024 Transportation Impact Analysis Year 2032 Background Conditions Roadway Segment Analysis Year 2032 background peak hour roadway segment volumes were developed consistently with the methodology described in previous sections. Per ACHD Policy Manual 7106.4.1, Table 7 summarizes the characteristics of the study roadway segments, applicable peak hour level of service planning thresholds, and resultant roadway level of service under year 2032 background traffic conditions. Again, these results assume the programmed Ustick Road widening project is in place as this project is programmed and funded. Table 7.Year 2032 Background Roadway Segment Operations-Weekday AM and PM Peak Hours DailyTwo- Weekday AM Peak Weekday PM Peak Way ACHD Peak Hour Hour Average Hour Std. One-Way One-Way ravel kt-. a4L ay Segment Classifica eS2 Traffic d. Direction Std. Ustick Road Principal 4+ 1,283/ 1,311/ (McDermott Rd to Black Cat Rd) Arterial TWLTL 19,030 690/LOSE WB Yes WB Yes Black Cat Minor Arterial 2 11,100 690/LOS E 402/SB Yes 528/SB Yes (North&south of Ustick Road) Classic Drive Collector 2 435 425/LOS D 23/SB Yes 19/NB Yes (Black Cat Rd to Morgan Grove Ln) Tournament Drive' (Black Cat Rd to Morgan Grove Ln) Local 2 415 N/A 13/NB Yes 32/SB Yes 'Per ACHD Master Street Map(Reference 5) Z Travel lanes include the total number of lanes across the roadway's respective cross section 3 Volumes estimated via ITE Trip General Manual,11th Ed.(Reference 8) As shown in Table 7, all roadways are projected to operate acceptably under year 2032 background conditions in both the weekday AM and weekday PM peak hours. I� 33 Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Transportation Impact Analysis PROPOSED DEVELOPMENT PLAN The Dayspring Subdivision proposes the following land uses: • 446 single-family detached units • 71 single-family attached units (townhomes) • 60,000 sq. ft. of commercial buildings The development site is currently vacant land and approximately 142 acres of land currently zoned as Rural-Urban Transition (RUT), but will be proposed to be re-zoned upon annexation into the City of Meridian. Trip Generation Weekday daily and weekday AM and weekday PM peak hour vehicle trips for the proposed development were estimated based on the Institute of Transportation Engineers' (ITE) Trip Generation Manual, 11tb Edition (Reference 8). Internal trips between the residential and commercial uses were calculated using NCHRP 684 — Enhancing Internal Trip Capture Estimation for Mixed-Use Developments (Reference 11). Pass-by trips for commercial land use were estimated based on the Trip Generation Handbook, 3rd Edition (Reference 12). Table 8 summarizes the estimated trips generated by the proposed Dayspring Subdivision. Appendix G provides the internal trip estimation worksheets. Table 8. Estimated Trip Generation Weekday AM Peak Hour Weekday PM Peak Hour Land Use ITE Code Size DailyTripsiM � In Out Total =��J Single-Family Detached Housing 210 446 Units 3,993 290 73 217 405 255 150 Single-Family Attached Housing 215 71 Units 491 31 8 23 39 23 16 Total Residential Trips 41657 321 81 240 444 278 166 Internal Trips(1%AM,24%P" (432) (4) (2) (2) (106) (78) (28) Net New Residential Trips 4,225 317 79 238 338 200 138 Shopping Plaza 821 60,000 SF 6,030 212 131 81 579 278 301 Internal Trips(2%AM,18%PM) (609) (4) (2) (2) (106) (28) (78) External Commercial Trips 5,421 208 129 79 473 250 223 Pass-By Trips(0%AM,40%PM) (1,084) - - - (190) (95) (95) Net New Commercial Trips 4,337 208 129 1 79 1 283 155 128 Gross Trips 10,514 533 212 321 1,023 556 467 Internal Trips (1,172) (8) (4) (4) (212) (106) (106) External trips 9,342 525 208 317 811 450 361 Pass-By Trips (1,084) - - - (190) (95) (95) Net New Trips 8,258 525 1 208 1 317 1 621 355 266 I� 34 Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Transportation Impact Analysis The proposed development is estimated to generate a total of 8,258 daily net new trip ends. Of these, 525 trips are expected to use the transportation system during the weekday AM peak hour (208 inbound / 317 outbound) and 621 are expected during weekday PM peak hour (355 inbound / 266 outbound). Trip Distribution and Assignment The distribution of site generated trips onto the roadway system was based on the area of impact model runs provided by COMPASS, review of the roadway system, and knowledge of area travel patterns. The site generated trip distribution pattern is shown in Figure 5. The site trips assigned to the study intersections and site accesses are shown in Figure 6. These trips reflect the proposed development trip generation during typical weekday AM and weekday PM peak hours. Iz/1NNI 35 Kittelson&Associates,Inc. 26567-Dayspring Subdivision TIS December 2024 I N /II MCDERMOTT ROAD — / I I ALIGNMENT Ln USTICK ROAD 3 3 co I I / 0 I I / D I / ---- G T II/ 0 0 in M m SH 16 EXTENSION ALIGNMENT S� uw v 0 M SITE 0 v 0 0 Q E �- Study Intersections Site Trip Distribution Figure Ox Site Accesses Dayspring Subdivision TIS *"!Trip Distribution Percentage Meridian, Idaho V IV/'lKITTELSON N &ASSOCIATES 26567-Dayspring Subdivision TIS December 2024 N / I I I A USTICK RO D n O I I Mm x I D z I ° c� A SITE O I of D � I m LL 0 LANE CONFIG AM VOLUME PM VOLUME O LANE CONFIG AM VOLUME PM VOLUME © LANE CONFIG AM VOLUME PM VOLUME o co N LU Q ~ Q0wQ Q ~ O 0 O U Cn U) O U 14� 12� Y O �~ 94 F 142 138 F 72 Y Z w W �► 2 5 CO� )-*--45 Y y ,: 71 55 66 F 87 F1. U r 10� 39� F Q U 92� �86 Q21� * �8 27� * �20 tw 1 �co J ¢ � 1 � � m �tt� I tD I V ON7 N7 O O N N M 3 OLANE CONFIG AM VOLUME PM VOLUME C o M M N 7 N > 4 •� l •� 1 U) ° WC7w 189� U Z Z QLU O J � 0 t t c2 r a E - STOP SIGN Site Generated Trips Figure -TRAFFIC SIGNAL Dayspring Subdivision TIS 6 Meridian, Idaho JWF KITTELSON X &ASSOCIATES Dayspring Subdivision TIS December 2024 Transportation Impact Analysis YEAR 2032 TOTAL TRAFFIC CONDITIONS The total traffic conditions analysis forecasts how the study area's transportation system will operate after the proposed Dayspring Subdivision is constructed. Year 2032 Total Traffic Intersection Operations Total traffic volumes reflect the background traffic volumes (shown in Figure 4) plus site-generated trips from the proposed development (shown in Figure 6). Table 9 summarizes the operational analysis for each study intersection under year 2032 total traffic conditions. Figure 7 presents lane configurations, traffic control devices, and peak hour traffic volumes at each of the study intersections for year 2032 total traffic conditions. Note that these results assume the programmed Ustick Road corridor project is in place. Appendix H includes the year 2032 total traffic operations Synchro worksheets. Table 9.Year 2032 Total Traffic Intersection Operations intersection Intersection AM/PM Lraon.ep Weekday AM Peak Hour Weekday PM Peak Hour ID Intersection Control WC LOS Delay V/C LOS Delay V/C LOS Delay EBL 0.21 C 21.9 0.16 C 21.7 EBT 0.66 B 19.5 0.46 B 17.8 EBR 0.04 B 12.6 0.08 B 14.0 WBL 0.06 B 15.9 0.04 B 14.3 Ustick Rd/ 0.67/ C/ 24.0/ WBT 0.85 C 25.5 0.85 C 26.1 1 McDermott Rd Traffic Signal 0.67 C 23.9 WBR 0.10 B 13.8 0.11 B 14.7 NBL 0.32 C 33.8 0.36 C 31.3 NBTR 0.17 D 37.4 0.14 C 33.9 SBL 0.17 D 35.3 0.12 C 34.8 SBTR 0.32 D 42.9 0.22 D 40.1 EBL 0.57 B 16.8 0.36 B 16.8 EBT 0.80 C 20.4 0.53 B 19.5 EBR 0.17 B 13.3 0.15 B 16.2 WBL 0.65 B 18.4 0.69 B 13.8 WBR 0.75 B 19.2 0.78 B 19.1 Ustick Rd/Black 0.70/ C/ 22.4/ WBR 0.20 B 13.2 0.28 B 13.3 2 Cat Rd Traffic Signal 0.71 C 21.8 NBL 0.30 C 31.6 0.37 C 30.8 NBT 0.47 D 36.5 0.54 D 35.1 NBR 0.73 D 42.3 0.52 D 35.9 SBL 0.33 C 31.5 0.24 C 31.7 SBT 0.44 D 36.0 0.50 D 36.5 SBR 0.40 D 36.5 0.41 D 36.7 Ustick Rd/ NBL 0.98 F 123.4 0.77 F 74.7 A Morgan Grove Ln TWSC NBR 0.33 C 19.1 0.32 C 15.1 Site Access A) WBL 0.22 B 14.5 0.29 B 12.2 McMurtery Ln NBLT 0.01 A 0.1 0.01 A 0.1 C (Site Access C)/ TWSC Morgan Grove Ln I I I I I EBLR 0.15 B 10.3 0.27 B 11.2 V/C ratio is defined as vehicle-to-capacity ratio,which calculates the number of vehicles divided by the capacity of the roadway/intersection during the peak 15 minutes of the peak hour.LOS stands for Level of Service.Delay is reported in seconds per vehicle.Cells in the table above that are bolded,italicized,and highlighted indicate an intersection and/or lane group operating below the jurisdictional standards. I� 38 Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Transportation Impact Analysis As shown in Table 9, all study intersections are projected to operate acceptably under year 2032 total traffic conditions. Note, the northbound left movement at the Morgan Grove Lane / Ustick Road intersection operates at LOS F and near capacity. Although, this intersection still operates within ACHD's operating thresholds, because the critical movement at this intersection operates at an LOS worse than or equal to LOS D, signal warrants need to be run per ACHD policy. I� 39 Kittelson&Associates,Inc. 26567-Dayspring Subdivision TIS December 2024 N / I I I A USTICK RO D n D _ O I n I m x I D z I ° c� A SITE O I of I m I 0 LANE CONFIG AM VOLUME PM VOLUME O LANE CONFIG AM VOLUME PM VOLUME © LANE CONFIG AM VOLUME PM VOLUME x o � j �. o J11�► .� j �. .1 jL 0 29� �71 21� `74 (D C) � U Q - �� � 135� �114 79� �191 Y O �~ 1038 F 1333 710 F 1294 Y Z LLI W �► C::� F 1280 715 )-*-11264 Y Oy 1112 F1085 693 F1222 UOf 33 * �12 55� * 13 < Q �94 181� 113 * �151 84 VN * �302 N1� lnmm lnm W 3 O O N OLANE CONFIG AM VOLUME PM VOLUME C �oN4 �C--1 lU W C7 L11 189ZQ <5HW � � tv D V I� �I Q - STOP SIGN Year 2032 Total Lane Configurations, Traffic Control Devices and Peak Hour Volumes Figure -TRAFFIC SIGNAL Dayspring Subdivision TIS 7 Meridian, Idaho JWF KITTELSON X &ASSOCIATES Dayspring Subdivision TIS December 2024 Transportation Impact Analysis Year 2032 Total Traffic Intersection Mitigations This section highlights the mitigations needed to address the intersection exceeding operational thresholds under year 2032 total traffic conditions.Appendix I includes the year 2032 mitigated total traffic operations worksheets including findings from signal warrant analyses. Ustick Road/Morgan Grove Lane(Site Access A) The northbound left movement, the critical movement of the Ustick Road / Morgan Grove Lane intersection, operates at V/C of 0.98 during the weekday AM peak hour and LOS F during both the weekday AM and weekday PM peak hours. Although the intersection still operates within ACHD's operating threshold of V/C of 1.0 or better for an unsignalized intersection, because the intersection operates with a LOS worse than D during both peak hours,traffic signal warrant analyses are required per ACHD policy. Traffic signal warrants were conducted using the 24-hour tube counts collected along Ustick Road. Based on these traffic volumes, this intersection meets the 8-hour, 4-hour, and peak hour traffic signal volume warrants under year 2032 total traffic conditions. Given that this intersection meets the 8-hour, 4-hour, and peak hour traffic signal volume warrants under year 2032 total traffic conditions and is near capacity, this intersection was evaluated with a traffic signal in place and as a multi-lane roundabout. Additionally, vehicles making a left-turn maneuver across at least a 4-lane cross section onto a 45 MPH roadway also presents safety concerns. Table 10 presents the intersection operations for Ustick Road / Morgan Grove Lane with a traffic signal and a multi-lane roundabout in place under year 20332 total traffic conditions. Table 10.Additional Mitigations Under Year 2032 Total Traffic Conditions at Ustick Road/ Morgan Grove Lane Intersection Intersection AM/PM Lane Weekday AM Peak Hour Weekday PM Peak Hour Intersection Control WC LOS Delay Group WC LOS Delay V/C LOS Delay EBTR 0.75 B 12.4 0.69 B 13.6 Ustick Rd/ 0.73/ B 10.5/ WBL 0.32 B 10.2 0.48 A 9.6 / A Morgan Grove Ln Traffic Signal 0.65 B 10.6 WBT 0.58 A 5.0 0.63 A 6.1 (Site Access A) NBL 0.68 C 30.1 0.46 C 20.7 NBR 0.62 C 29.5 0.67 C 23.3 NBLR 0.63 C 24.1 0.42 B 10.7 Ustick Rd/ Multi-Lane 0.64/ B 11.5/ WBLT 0.64 B 10.8 0.66 B 10.9 / A Morgan Grove Ln Roundabout 0.66 A 9.9 WBT 0.64 B 11.2 0.66 B 11.2 (Site Access A) EBT 0.58 A 9.4 0.43 A 7.6 EBTR 0.58 A 1 9.0 1 0.43 A 7.4 V/C ratio is defined as vehicle-to-capacity ratio,which calculates the number of vehicles divided by the capacity of the roadway/intersection during the peak 15 minutes of the peak hour. LOS stands for Level of Service.Delay is reported in seconds per vehicle.Cells in the table above that are bolded,italicized,and highlighted indicate an intersection and/or lane group operating below the jurisdictional standards. As shown in Table 10,the Ustick Road/Morgan Grove Lane is projected to operate acceptably either with a traffic signal installed or with a multi-lane roundabout configuration. Iz/1 41 Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Transportation Impact Analysis Year 2032 Total Traffic Queuing This traffic impact analysis includes an evaluation of 95t"percentile queuing at the study intersections and site accesses. Table 11 shows the projected queue lengths under 2032 total traffic conditions with the Ustick Road widening from two (2) to five (5) lanes assumed in place since this project is currently programmed and funded for construction. Table 11.Year 2032 Total Traffic Conditions 95th Percentile Queuing Analysis ID Intersection Lane Group Storage Available(ft) 951h Queue(ft)AM PM Fits within Storage EBL 300(proposed) 25/25 Yes/Yes EBT >1,000 425/275 Yes/Yes EBR 100(proposed) 25/25 Yes/Yes WBL 300(proposed) 25/25 Yes/Yes 1 Ustick Rd McDermott Rd WBT 910'(proposed) 650/625 Yes/Yes / WBR 100(proposed) 25/25 Yes/Yes NBL 300(proposed) 150/200 Yes/Yes NBTR 335'(proposed) 50/50 Yes/Yes SBL 300(proposed) 100/75 Yes/Yes SBTR >1,000 75/50 Yes/Yes EBL 150 100/50 Yes/Yes EBT 715 525/300 Yes/Yes EBR 100(proposed) 50/25 Yes/Yes WBL 150 125/175 Yes/Yes WBT >1,000 450/500 Yes/Yes 2 Ustick Rd Black Cat Rd WBR 100(proposed) 50/100 Yes/Yes / NBL 90 100/125 No/No N BT 750 125/150 Yes/Yes NBR 100(proposed) 75/25 Yes/Yes SBL 145 125/75 Yes/Yes SBT 650 125/125 Yes/Yes SBR 100(proposed) 25/25 Yes/Yes NBL 335(proposed) 200/125 Yes/Yes A Ustick Morgan Grove Ln(Site /ite Access A) NBR 100(proposed) 50/50 Yes/Yes WELT >1,000 25/50 Yes/Yes Morgan Grove Ln/ NBTR - 25/25 Yes/Yes C McMurtery St(Site Access C) EBLR 25/25 Yes/Yes Table 11 shows that all available storage at the intersections and site accesses are expected to accommodate the projected 951" percentile queues under year 2032 total traffic conditions, except for: • Ustick Road/ Black Cat Road: o The northbound left-turn 951" percentile queue is projected to exceed the available striped storage. The intersection improvements are expected to improve turn lane storage at this intersection as part of Ustick Road widening project. I42 Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Transportation Impact Analysis Year 2032 Total Conditions Roadway Segment Analysis Total peak hour roadway segment volumes were developed consistent with the methodology described in previous sections. Per ACHD Policy Manual 7106.4.1, Table 12 summarizes the characteristics of the study roadway segments, applicable peak hour level of service planning thresholds,and resultant roadway level of service under total traffic conditions with the programmed Ustick Road project in place. Table 12.Year 2032 Total Roadway Segment Operations-Weekday AM and PM Peak Hour DailyWeekday AM Peak Weekday PM Peak Two-Way ACHD Peak How Hour Average Hour Std. One-Way One-Way Travel Roadway Segment Classification' LaneS2 Traffic (One-Way) Direction Std. Direction Std. Ustick Road Principal 4+ 1,780/ 1,417/ 1,446/ (McDermott Rd to Black Cat Rd) Arterial TWLTL 22,336 LOS E WB Yes WB Yes Black Cat Minor Arterial 2 12,378 690/LOS E 431/SB Yes 578/SB Yes (North&south of Ustick Road) Classic Drive Collector 2 925 425/LOS D 53/SB Yes 44/NB Yes (Black Cat Rd to Morgan Grove Ln) Tournament Drive Local 2 905 N/A 43/NB Yes 57/SB Yes (Black Cat Rd to Morgan Grove Ln) 'Per ACHD Master Street Map(Reference 5) 2Travel lanes include the total number of lanes across the roadway's respective cross section 3 Volumes estimated via ITE Trip General Manual,1111 Ed.(Reference 8) As shown in Table 12, with the programmed Ustick Road widening from two (2) lanes to five (5) in place, all study roadway segments are projected to meet ACHD thresholds under 2032 total traffic conditions. SITE ACCESS EVALUATION This section summarizes an evaluation of turn lane needs, intersection sight distance, and access locations, thresholds, and operations with respect to ACHD's Policy Manual. All analyses and evaluations in this section are based on full build-out of the site in year 2032.Appendix J contains the worksheets for the turn lane warrants and queueing reports. Turn Lane Warrant Analysis Turn lane warrants were analyzed for the Ustick Road/Morgan Grove Lane intersection.The warrant analysis followed ACHD guidelines presented in Section 7106.4.4 of the ACHD Policy Manual. Table 13 shows the results of the turn lane analysis at the site access locations. Iz/1NNI 43 Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Transportation Impact Analysis Table 13.Turn Lane Analysis Results ID Site Access Proposed Access Type Turn Lane Warranted A Ustick Rd/Morgan Grove Lane TWSC EB Right-Turn Lane Yes WB Left-Turn Lane Yes The analysis shows that an eastbound right-turn lane and a westbound left-turn lane are warranted at Ustick Road / Morgan Grove Lane based on ACHD's Policy Manual. Right-turn lanes are typically 100 feet in length and left-turn lanes are typically a minimum of 300 feet in length, excluding taper lengths (8:1 taper length is recommended). The Ustick widening from two (2) to five (5) lanes will already provide a center turn lane that will serve as the left-turn lane into Morgan Grove Road. Intersection Sight Distance Intersection sight distance was reviewed for the new Ustick Road / Morgan Grove Lane intersection. The American Association of State Highway and Transportation Officials (AASHTO) A Policy on Geometric Design of Highways and Streets, 7th Edition (Reference 13) requires all accesses on Ustick Road, a 4S-mph roadway, to be 500 feet in both directions for a left-turn and 430 feet in both directions for a right-turn. Looking to both the west and east on Ustick Road, there is over 750 feet of sight distance.Therefore, the location of the accesses provides adequate sight distance. Intersection sight distance was not reviewed at the proposed access locations along McDermott Road or any planned internal roadways because the roadways have yet to be designed or constructed. The American Association of State Highway and Transportation Officials (AASHTO)A Policy on Geometric Design of Highways and Streets, 7th Edition (Reference 13) requires all accesses on McDermott Road, a 50-mph roadway,to be 555 feet in both directions for a left-turn and 480 feet in both directions for a right-turn. In addition to the sight distance evaluation, the following recommendations have been identified to ensure adequate safety and operations at the site access points, internal intersections and roadways: • Remove miscellaneous vegetation and shrubbery and potential obstructions as necessary. • Site access approaches should match the existing grade of the major street approaches for at least one car length. Significant changes to the approach grade could impact sight distances. • Shrubbery, weeds, and landscaping near internal intersections and site accesses should be maintained. • If widening occurs along any of the site access roadways, adequate grades and intersection sight distances should be maintained. • Intersection sight distance should be analyzed as part of the final access design and roadway widening. Iz/1 44 Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Transportation Impact Analysis Site Roadway Traffic Volume Threshold Evaluation Table 14 shows the estimated average daily traffic (ADT) on site roadways as compared with the ACHD Policy Manual for maximum traffic on collector and local streets. One issue that can arise when a development provides stub street connections to future development is the unknown amount of traffic that might come from future development and therefore increase volumes on the local streets within the development. To account for this, ACHD has a general threshold of 2,000 ADT for local streets and a lower threshold of 1,000 ADT for local streets that connect to stub streets. The Dayspring Subdivision's internal streets connect to another residential development to the east and would provide access to Black Cat Road.Therefore,the internal streets within the proposed site could have an increase of daily trips from the existing residential developments to the east. Table 14.Year 2032 Daily Traffic Estimates on Internal Roadways Estimated 2032 ACHD ADT Classification Street Total ADT Planning ADT Threshold Meets ACHD Criteria? Morgan Grove Lane 2,156 (Collector Street/3,000) Yes Classic Drive 925 (Collector Street/3,000) Yes Tournament Drive 905 (Local Street/2,000) Yes As shown in Table 14, no access is projected to exceed the ACHD maximum criteria. Potential Site Traffic Cut-Through Impacts As requested by ACHD, the traffic impact analysis evaluated the potential cut-through impacts to neighboring residential areas from the proposed Dayspring Subdivision. ACHD was specifically interested in the amount of site traffic that will cut through the neighborhood east of the development along Classic Drive and Tournament Drive to access Black Cat Road. Based on the trip assignment,the proposed development accounts for approximately 46 percent of the year 2032 total traffic volumes during the weekday AM peak hour, and approximately 38 percent of the year 2032 total traffic volumes during the weekday PM peak hour. As demonstrated in the year 2032 total conditions roadway segment analysis results summarized in Table 12, Classic Drive meets ACHD's level of service planning thresholds for a Collector with one lane in each direction that does not have left-turn lanes, even with this increase in traffic volumes. In fact, the projected 2032 volumes on Classic Drive are also within ACHD's typical thresholds for a local street. Additionally, Tournament Drive meets ACHD's level of service planning thresholds for a Local roadway with one lane in each direction that does not have left-turn lanes, even with this increase in traffic volumes. Iz/1NNI 45 Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Transportation Impact Analysis Access Spacing Evaluation The proposed access points were reviewed against ACHD access considerations and requirements related to driveway spacing on principal arterials and collectors. ACHD's criteria applicable to the proposed site accesses and how they conform are described below. • Unsignalized Collector Street Intersection Spacing on Arterials: The optimum spacing for an unsignalized collector roadways intersecting arterials is 1,320 feet for 25 to 50 MPH posted speeds. • Signalized Collector Street Intersection Spacing on Principal Arterials: The optimum spacing for new signalized collector roadways intersecting arterials is % mile. Some deviations to this spacing may be considered. • Local Street Spacing on Collectors: The minimum allowable spacing shall be 330 feet for posted speeds between 25 and 35 MPH. Ustick Road/Morgan Grove Lane(Site Access A) This access is a proposed mid-mile Collector intersecting with Ustick Road, a Principal Arterial. The nearest access is a local roadway approximately 1,440 feet to the east that serves a residential development. The newly realigned Ustick Road / McDermott Road intersection is located approximately 910 feet from this access to the west. As a proposed unsignalized public street intersecting an arterial, it does not meet the 1,320 feet access spacing requirement for Ustick Road when considering other proposed accesses in the vicinity. However, this intersection should be approved by ACHD for the following reasons: • It is consistent with the planned network of mid-mile collectors in the area and the ACHD Master Street Map. • The intersection operates within ACHD operating thresholds as an unsignalized intersection, as a signalized intersection, and as a multi-lane roundabout. • It meets ACHD's maximum allowed traffic on new or existing collectors. One option to consider would be to relocate the planned signal at the McDermott Road/Ustick Road intersection to the Morgan Grove Lane/Ustick Road intersection given the higher volume projections for the mid-mile collector (Morgan Grove Lane). McDermott Road volumes are very low and not anticipated to increase with the SH-16 connection. In addition, there is a proposed connection between McDermott Road and Morgan Grove Lane that will still allow vehicles to access a signal at this new location. Iz/1NNI 46 Kittelson&Associates,Inc. Dayspring Subdivision TIS December 2024 Transportation Impact Analysis McDermott Road(Newly Realigned)/McMurtery St(Site Access B) This access is a proposed Local Street intersecting with the newly realigned McDermott Road, a Collector. The closest intersection is the newly constructed Ustick Road / McDermott Road intersection approximately 330 feet to the north.As a proposed unsignalized local street intersecting a collector, it meets the 330 feet access spacing requirement for McDermott Road. Morgan Grove Lane/McMurtery St(Site Access C) This access is a proposed Local Street intersecting with Morgan Gove Lane, a proposed Collector. The nearest access is Ustick Road / Morgan Grove Lane (Site Access A) approximately 335 feet to the north. As a proposed local street intersecting with a collector, it meets access spacing requirements for Morgan Grove Lane. PEDESTRIAN AND BICYCLE CONSIDERATIONS As described in previous report sections, streets in the study area provide sidewalks but they are not continuous. Further, study roadways do not provide dedicated biking facilities. Ustick Road as a frontage road to the Dayspring Subdivision currently has no pedestrian or bicycle facilities. Per ACHD Policy Manual, applicable development requirements for arterials, collectors, and local streets to serve pedestrians and bicyclists are summarized below. • Arterials:for the site frontage along Ustick Road, provide either seven-foot sidewalk if located adjacent to curb or five-foot sidewalk if located six or more feet behind curb (detached sidewalks parallel to the adjacent roadway are encouraged); sidewalks need to be located wholly within the right-of-way or within an easement— if sidewalks are outside of the right- of-way, an easement that extends two feet behind the edge of the sidewalk is required; five- lane principal arterials should include a safety shoulder and three-lane arterials should include a bike lane. • Collectors: for new internal collector streets, provide a complete street section with vertical curb,gutter,and sidewalk(minimum seven-foot attached or five-foot detached)on both sides of the roadway;typically,collector streets will have striped and designated bike lanes on both sides of the roadway. • Local Streets: for new internal local streets, provide a complete street section with curb, gutter, and sidewalk (minimum of five feet) on both sides of the roadway. Further, the ACHD Roadways to Bikeways Plan (2018 Addendum) (Reference 14) establishes a regional bike network on key roadways in Ada County. According to this plan, Morgan Grove Lane is identified as a potential addition to this bike network that should be built with new construction. Through the proposed development, Morgan Grove Lane is given a Level 1 rating, which is a shared street between motorists and bicyclists.Also, potential greenbelts and other paths are identified near Morgan Grove Lane and along Ustick Road west of Morgan Grove Lane. Iz/1 47 Kittelson&Associates,Inc. Section 5 References Dayspring Subdivision TIS December 2024 References REFERENCES 1. Ada County Highway District. Policy Manual Section 7106. December 12, 2018. 2. Transportation Research Board. Highway Capacity Manual, 6th Edition. April 2016. 3. Transportation Research Board. Highway Capacity Manual2000. 2000. 4. Federal Highway Administration. Manual on Uniform Traffic Control Devices, 111" Edition, Washington D.C., December 2023. 5. Ada County Highway District.Ada County Master Street Map.June 26, 2024. 6. Valley Regional Transit. Valley Connect 2.0. April 2, 2018. 7. Kittelson &Associates, Inc. Traffic Memorandum for the Environmental Impact Statement Re-Evaluation. March 2020. 8. Institute of Transportation Engineers. Trip Generation Manual, 11th Edition. September 2021. 9. Ada County Highway District. Integrated Five Year Work Plan. September 2024. 10. Ada County Highway District.ACHD 2020 Capital Improvements Plan. Amended August 19, 2020. 11. Transportation Research Board. NCHRP Report 684: Enhancing Internal Trip Capture Estimations for Mixed-Use Developments. March 2016. 12. Institute of Transportation Engineers. Trip Generation Manual, 3rd Edition. September 2017. 13. American Association of State Highway and Transportation Officials (AASHTO).A Policy on Geometric Design of Highways and Streets, 7th Edition. 2018. 14. Ada County Highway District. Roadway to Bikeways Plan (2018 Addendum). February 2018. Iz/1NIN, 49 Kittelson&Associates,Inc. Appendix A Scope of Work Memorandum K B i South Capitol Boulevard,Suite 600 KITTELSONBose, ID 83702 &ASSOCIATES p208.338.2683 TECHNICAL MEMORANDUM Date: August 6, 2024 Project#: 26567 To: Sam Standal, Assistant Traffic Engineer(ACHD) From: Jake Porter and Lauren Nuxoll, PE, PTOE (Kittelson) RE: Proposed Scope of Work for the Dayspring Development Transportation Impact Study This memorandum documents the scope and summarizes the assumptions for the Transportation Impact Study (TIS) for the Dayspring Development in Meridian, Idaho. This project is located to the South of Ustick Road between N. McDermott Road and Black Cat Road within the City of Meridian area of impact. The development will be annexed into the City of Meridian. Figure 1 shows the site vicinity and project boundaries. The information presented in this memorandum was developed based on the conversations with Toll Brothers (property developer), previous information prepared for the project by COMPASS, our familiarity with the area, and with Ada County Highway District (ACHD) and Idaho Transportation Department (ITD) policies. This memorandum addresses the following items: ■ Background Information ■ Project Description ■ Estimated Trip Generation and Distribution ■ Analysis Scenarios and Study Assumptions ■ Analysis Tools BACKGROUND INFORMATION This project was previously scoped and studies with ACHD and ITD in 2022.The project went on hold and was never submitted to ACHD.The project was discussed again with ACHD in April 2024 for due diligence. During the 2022 discussions, ITD and ACHD agreed to not study any of the SH 16 extension intersections since the SH 16 traffic study addressed these intersections and the SH 16 construction is underway and will be more than capable of this development. In addition, studying the rerouting of volumes from the SH 16 extension is beyond this project. Therefore, none of intersections from the SH 16 traffic study is included in this scoping memo. Since the due diligence and 2022 report, the developer has decided to break up the two parcels of the Porter Complex Development into Springday (North of Ustick Road) and Dayspring (South of Ustick Road). Springday will be constructed first. Dayspring will be constructed second and include Springday and an in-process development. Kittelson&Associates, Inc. August 6,2024 Page 2 Dayspring Development Project#:26567 PROJECT DESCRIPTION The Dayspring Development is located on the south side of Ustick Road between McDermott Road and Black Cat Road.The proposed site is currently vacant farmland and consists of approximately 143.09 acres. The development will be annexed into the City of Meridian. This subdivision within the Porter Complex Development proposes building approximately 576 single-family units, 98 townhomes, and 174,240 sf of commercial at a 20% floor to area ratio. Figure 2 illustrates the proposed development site plan.Access to the development is proposed via Ustick Road, at Site Access A, approximately 1,440' east of McDermott Road, and via Morgan Grove Lane, approximately 2,150' East of McDermott Road. Kittelson&Associates, Inc. Porter Complex Development TIS July 2024 N FUTURE — MCD RMOTT ROAD / I 1 ALIGNMENT USTICK ROADco / I FUTURE —z z �� D SH 16 EXTENSION G 0 ALIGNMENT m m pu� 9 0 o D SITE o I Z m � 0 I-1 a I is E as zs—zs ss 3 F O 69 J E Y E �- Study Intersections x�- Site Accesses Site Vicinity Map Figure -- Study Roadway Segments Meridian, Idaho 1 IV/'lKITTELSON N &ASSOCIATES _ ]r 4 I: r - M 2 • _ _ � 11111�111111111 � ' ' ' � • •� � �IIIIIII�IIIIIII�Oi . 1111111 111111 1111111 111111� � • ��1111111 11111►�© Hell - �111111 1IIIIIIQ�' ��IIIAS 1►1 1111111 L� 1111111� in i i171 _ ,. �111111111 % ���,�11►� � IIIIIIIIIIIIIIfQ� 11111 IIIII ►�� August 6,2024 Page 5 Dayspring Development Project#:26567 ESTIMATED TRIP GENERATION AND DISTRIBUTION The projected weekday daily a.m. and p.m. peak hour vehicle trips for the proposed development were estimated based on the Trip Generation Manual, 1111 Edition (Reference 1).Table 1 summarizes the estimated trip generation for the proposed Dayspring Development. Table 1. Proposed Trip Generation Land Use ITE Size Daily Weekday AM Peak Hour Weekday PM Peak Hour Code . .I I n Out Tota I I n Out Single-Family Detached Housing 210 576 5,052 367 92 275 515 325 190 Single-Family Attached Housing 215 98 696 45 11 34 55 32 23 Total Residential Trips 5,748 412 103 309 570 357 213 Internal Trips(NCHRP 684) (410) (5) (2) (3) (34) (25) (9) External Residential Trips 5,338 407 101 306 536 332 204 Strip Retail Plaza 822 1 34,848 1,700 66 39 27 189 94 95 Internal Trips(NCHRP 684) (410) (5) (3) (2) (34) (9) (25) External Commercial Trips 1,291 61 36 25 155 85 70 Pass-By Trips(0%AM,40%PM) (258) - - - (62) (31) (31) Net New Commercial Trips 1,032 61 36 25 93 54 39 Gross Trips 7,448 478 142 336 759 451 308 Internal Trips (819) (10) (5) (5) (68) (34) (34) External Trips 6,629 468 137 331 691 417 274 Pass-By Trips (258) - - - (62) (31) (31) Net New Trips 6,371 468 137 331 629 386 243 As shown in Table 1, the Dayspring Development is estimated to generate a total of 6,371 daily net new trip ends, of these 468 are estimated to occur in the weekday a.m. peak hour (137 inbound/331 outbound), and 629 are estimated to occur in the weekday p.m. peak hour (386 inbound/243 outbound). TRIP DISTRIBUTION The distribution of site generate trips onto the roadway system was based on the area of impact model run by COMPASS, review of the roadway system, and knowledge of travel patterns in the area. The proposed distribution is shown in Figure 3.Attachment contains the COMPASS model run report. Kittelson&Associates, Inc. Porter Complex Development TIS July 2024 I N /II FUTURE - / I I I MCDERMOTT ROAD ALIGNMENT Ln I I O i 1 i / I USTICK ROAD / co 30% i FUTURE O II/ SH 16 EXTENSION o ALIGNMENT 0 - 1 -�' -SITE v LlIL_A M ! EL 3 x 5 _ a _ F 8 0 a� rv� 3 E 3 �- Study Intersections Site Trip Distribution Figure r �- Site Accesses *Trip Distribution Percentage Meridian, Idaho 3 V IZ11KITTELSON N &ASSOCIATES August 6,2024 Page 7 Dayspring Development Project#:26567 ANALYSIS SCENARIOS & STUDY ASSUMPTIONS The proposed TIS assumptions for the analysis include: • Study Years: o Existing traffic conditions (year 2024) o Buildout year (year 2030) background traffic conditions (includes regional growth and in- process developments but no site development traffic) o Buildout year (year 2030) total traffic conditions (includes background traffic volumes plus site-generated trips from the proposed development) • Time Periods: o Weekday a.m. peak hour (7-9 a.m.) o Weekday p.m. peak hour (4-6 p.m.) • Study Intersections: o Ustick Road/ Black Cat Road o Ustick Road/ Morgan Grove Lane (Dayspring Way) o McMurtrey Street/ Morgan Grove Lane (Dayspring Way) o Ustick Road/Site Access A • Roadway Segments: o Ustick Road (Between McDermott Road and Black Cat Road) o Classic Drive (Black Cat Road to Morgan Grove Lane) o Morgan Grove Lane (Dayspring Way) o Black Cat Road (North and South of Ustick Road) • Data Collection: o Turning movement counts will be collected during a typical midweek (Tuesday through Thursday) during the a.m. peak period (7:00 a.m. to 9:00 a.m.) and p.m. peak per period (4:00 p.m. to 6:00 p.m.) o For crash data, Kittelson will obtain historical crash data from ITD for the past 5 years on record. • Background Growth Rate and in-Process Developments: o In Process Development.•The first phase of the Porter Complex development is the Springday Development which will be built north of Ustick Road.This subdivision is expected to be constructed before the Dayspring, therefore the estimated trips generated from the Springday Development will be included as an in-process development. If ACHD is aware of any developments that should be included, please identify when confirming this scope of work. o Growth Rate:The COMPASS modeling indicates an average compounded growth rate of approximately 13% per year on Ustick Road and approximately 2% on all other roadways. To be consistent with COMPASS modeling between the year 2024 and 2028, a 13% growth rate is proposed for Ustick Road and 2%for all other roadways for this report. • Access Spacing and Needs: o Access locations will be evaluated with respect to ACHD policy and spacing requirements. o The need for traffic control and turn lanes will also be evaluated at each site access. Kittelson&Associates, Inc. August 6,2024 Page 8 Dayspring Development Project#:26567 • Cut-Through Traffic: o The Dayspring Development is planned to connect several stubbed streets to existing neighborhoods. ACHD is concerned about the cut-through traffic in the area. A separate section will be included in the report to address the potential cut-through traffic. • Planned Transportation Improvements: o Based on our review of ACHD's Capital Improvement Plan adopted in August 2020, the following projects are in the study area: ■ 2026-2030 • RD2020-134: Ustick Road (Star Road to McDermott Road). Reconstruct/widen to 5 lanes. • RD2020-135: Ustick Road (McDermott Road to Black Road). Reconstruct/widen to 5 lanes. • RD2020-136: Ustick Road (Black Cat Road to Ten Mile Road). Reconstruct/widen to 5 lanes. ■ 2031-2035 • RD2020-190: Black Cat Road (Cherry Lane to Ustick Road). Reconstruct/widen to 5 lanes. • RD2020-200: Black Cat Road (Ustick Road to McMillan Road). Reconstruct/widen to 5 lanes. • IN2020-190: Cherry Lane/ Black Cat Road. Add roundabout. Reconstruct/widen approaches. To be constructed as a dual-lane roundabout o Based on our review of ACHD's Integrated Five Year Work Plan (IFYWP, Reference 2), there were no projects in the study area o ITD is currently constructing and designing the extension of SH-16, which currently runs from the northern limits of Meridian to the southern limits of Emmett. The project will extend the highway south to 1-84, providing a much-needed north-south route through the central Treasure Valley. An interchange will be constructed at Ustick Road, realigning the McDermott Road intersection to the west of the site. ANALYSIS TOOLS AND OPERATING STANDARDS The intersection operational analysis will be performed using the Highway Capacity Manual (HCM), 61n Edition analysis procedures (Reference 3).To ensure this analysis is based on a reasonable worse-case scenario, the peak 15-minute flow rate during the weekday a.m. and p.m. peak hours will be used in the evaluation of all intersection level of service (LOS) and volume to capacity (V/C) ratios. The signalized and stop-controlled intersection operations analyses will be completed using Synchro 12 software and, if needed for supplemental analysis, HCS 2024software. To determine overall V/C ratios at the signalized intersection, the HCM 2000 procedure (Reference 4) will be used because the HCM 61" Edition procedure does not produce an overall intersection V/C ratio. The analysis will be performed in accordance with the methodology's states in Section 7106.6 of the ACHD Policy Manual (Reference 5) and include consideration of separate left and right turn lanes, as well as queuing impacts. Intersection and segment level-of-service will be reported per ACHD thresholds. Kittelson&Associates, Inc. August 6,2024 Page 9 Dayspring Development Project#:26567 ACHD requires that signalized intersections operate at a minimum of LOS "E" for Principal Arterials and LOS "D" for Collectors.Any unsignalized intersection that has a projected LOS "D" or worse shall be evaluated to determine if a signal or roundabout is warranted.At signalized intersections, the acceptable overall V/C ratios are 0.90 for the overall intersection and 1.00 for each lane group. At unsignalized intersections, the acceptable volume-to-capacity ratio is 1.00 for the critical lane group. NEXT STEPS We request ACHD review this scoping memo and provide a response on the assumptions made so we can proceed with the study. Please contact Lauren Nuxoll (208.472.9817 or Inuxoll@kittelson.com) if you have any questions or comments on the information presented in this memorandum. ATTACHMENTS A. COMPASS Model Run Report REFERENCES 1. Institute of Transportation Engineers.Trip Generation Manual, 11th Edition. September 2021. 2. Ada County Highway District. Integrated Five Year Work Plan. September 25, 2019. 3. Transportation Research Board. Highway Capacity Manual, 6th Edition.April 2016. 4. Transportation Research Board. Highway Capacity Manual 2000. 2000. 5. Ada County Highway District. Policy Manual Section 7106. December 12, 2018. Kittelson&Associates, Inc. Attachment A COMPASS Model Run Report Porter Complex (2024) Proposed Development The following summarizes the results of an area of influence model run for a proposed development generally located east of McDermott Rd and both north and south of Ustick Rd. The proposed development shown in Figure 1 will consist of 840 residential units and approximately 4 acres of commercial use. Buildout is estimated by 2030. 999 r ■ r I i Proposed ' ae�elepment e — ee a+e, 1171 1170 J .iRSTATE orHtR pEEVaI+''E%RESSWAY MR SVP OTHER FAEEYMYIE%PRES Y �PRINCIPAL.WERIAL ..PRppp�Ep PRINCIPAL ARTERIAL MINORARSERWL r r r PRO MDMMORARiE— 1173 1172 —COLLECTCIe PRO MO CC EC R 1M--elgA - , T LMPROPOSED OE OPMEW I Figure 1 Table 1 provides the existing demographics for TAZs 999, 1170, 1171, and 1172 and the proposed development's demographics used for the area of influence model run. Temporary TAZs were used to isolate the impacts of this development. Table 1 2023 2030 2050 (Proposed) HH Jobs HH Jobs HH Jobs TAZs 999 1170 1171, 1172 674 126 734 260 1,110 305 Temporary TAZs 0 0 840 75 0 0 Surrounding TAZs 598 177 598 205 955 315 Total 1,272 303 2,172 540 2,065 620 Figure 2:Area of Influence Figure 3: Peak Hour Demand with Proposed Development Figure 4: Peak Hour Demand without Proposed Development C0 Achievemert St 199 m m 80 cv 'Er T m Achievemert St N p -2 R N m m s w m Y :V.YI c5 W 196 67 m m ¢ ¢ t a m t = _ �2 54 F F Endeavor St m 191 .r p `�m ro ro b r7 r-Z €ms� �U m m Ustick FU Ustick Rd r- 2D8,rr S�t;k Rd m a mUstick ❑m o IEndeavo Ustick Rd Llstid<Rd UstickRd m m Ustick Rd Ustick Rd ist dc Rd 166 Ustick Dstick�7 868 i 3 1314 128 ka7= 1350 1384 184 970 714 714 858 1372 M 1213 1212 1173 1177 1176 1176 Ustick Rd lsc d 0 Ustick Rd 1158 931Lstick Fa l m m l n Ustick Rd Ustick Rd Dstck Rd Ustjd( Ustick Fai Ustick P' s Nma n V s m m ss v r- 43 Cv� »i 1171------ 67------ . �y TO Ha rtnr Fbirt Dr 109 77 1 C ¢ ¢ Cl Classic Dr U A 112 yr 0 0 �"' 57 g?�.v n 'Chateau Dr Classic Dr `v x ,x K7 n as m -r9 -Q IV 57 ¢ 54 u hateau Dr WO m D ZO ¢ 1172 AD 9 ~ d o r= -o 3 N 't b ChaffY Ln 2 -n 2 Cherry Ln Cherry Ln Ckwq La m C}ierry Cher Ln $ Cher o m Cherry L= __ry Ln m �- ,.�O 573 573 562 798 828 884 865� 918 tm � 300 349 348 3% 362 362 365 Cherry y Ln o Cherry Ln Cherry Ln Cheny La ally La Chery Ln Chary Ln Cherry L f rry Ln A A Figure 5:Surrounding Area TAZs 985 07 968 959 966 993 999 9B4 r I' 98c I _Ustick - 1 > 40 1 t BO 1 (, 1179 1 2480 �;� _ 2481 1171 1170 ,Pro oseC� t1 Development am r� ciassic 1 ❑ 1176 1 E 2490 2491 o 173 1172 1 U � 11 —INTERSTATE ChefCY OTHER FREEWAYIEXPRESSWAY - PROPOSED OTHER FRE EWAYIEX PR ES SWAY PRINCI PAL ARTERIAL 1 120 1 1174 - - - PROPOSE0 PRI NCI PAL ARTERIAL MINOR ARTERIAL ? 86 12 ? Gates - PROPOSED MINOR ARTERIAL - COLLECTOR Pine ZONE REGION HH23 JOBS23 H430 JOBS30 HH50 JOSS50 — — — PROPOSED COLLECTOR 1173 Ada Rural 6 0 6 0 180 0 1174 Meridian 41 34 41 30 96 30 �TAZ BOUNDARIES 1177 Meridian 210 36 210 35 210 40 ® PROPOSED DEVELOPMENT 2510 1167 1178 Meridian 309 73 309 80 309 90 F 1 993 Ada Rural 32 34 32 60 160 155 Figure 6, 2023 Peak Hour to 2030 Peak Hour Compounded Annual Growth Rates 5/212024 0 m d � E U w m 142 ❑ Ust k k Rd Ust ick Rd ti Ust Irk Rd r lstick Rd Ustkk Rd 35 3.5 Ustick Rd' Ustick Rd L 13.9 114 13.2 12.7 12.7 m r C7 w � m 1.1 02 0� 0.1 dr 0 ti W U Cherry Ln C r Ln r 2B 9 m EI Gato Ln 1&3 i Program ❑:�2019Model4Feedback\Base\TIPjFY2024_2030\GrowthRates�5PM_GR2023_2030.net cmol �: (Licensed to Community Figure 7, and Figure 8: Compounded Annual Growth Rates Note to Reviewers: The primary purpose of this report is to help agencies determine the scope of a Traffic Impact Study(TIS)and to assist TIS preparers in establishing trip distributions. New demand forecasted by the regional model for a proposed development may not match ITE Trip Generation estimates and they are not intended to replace the trip generation process of the TIS. Disclaimer Regarding Updated Model: The results documented in this report are based on the latest regional model, maintained by COMPASS, released in October of 2021, and based on the COMPASS 2050 Vision adopted in August 2021. Due to changes in demographics, TAZs, model network and model parameters, results should not be compared to those provided prior to October of 2021. Figure 2 Area of Influence(pe Rem contribution to the total pe ak hour demand ƒ e /2 CO ` 1m - } z __St r a $2lo r° ® »/m List/_ , aa_ ® mckRd _.0 Ustick F stick u »a_) ` _._ _k m aa_ _ate e ! r, k ,e r, ` ,e «! e � a r !stick I coy\ _ e 100 ~ 1564'^ m m_-.Dr « k` :_;> ! © t «2 q w 9, Chateau Dr \» ]Q ` {: k NO Char-La Oharry a Cherry a wo e 2.7 \ � } , a. Figure 3: Peak Hour Demand with Proposed Development 6& v 6 m Achievemert St 148 m m 85 cv v m v m Achwornart St N o O 2Go Go 1567 67 m m s t t 75 &'A, 999----------------- 76 Endeavor st mOc ¢ 191 g o m b m €� � € �Y Llstick Fpi Ustick Fpi 2 v 'dc Fgl m m Usuck Rd oo �o n �e�, � � �� w c`y. Endeavor St Ustick Rd m m Ustick Rd Ustick Rd Ustick Rd$43 8M13 i046 136A 1319 13fi® i388 1391 14f12 1437 1437jId,43p��= —rm Ustick 731 731 875 1 1539 1389 v 1271 1257 1217 1193 1192 1192 1169 914 Ustick Rd Ustick H1 Ustick Fd L1stifk Llsuck Rd Ustick Rd Ustick Rd L j� m �1171-•-43 v Rd Listick RC Ustick w 3 4 67 a T8 ¢ ¢ = w 1563- 34 1566 q Y a F n 29 236 a IR 117D m M m co 7 ti 'd•.•• yg '�� 1564 * Ha rb[)r Pk)iI Dr 109 8r 11 m m W N z Csic Dr m ttm M1M1 Y) las ' m v r; 11256 yy2N mnTTS Yy � F SB,A s p n a 'Chateau Dr Classic Dr w` w o v 50 r: 3 A � 56 a 54 1565 o `n hateau Dr u a co ¢ ¢ 1172 a NO Ct"Ln fi0.3 S¢° z Cherry Ln Cherry Ln Chery Ln m C}—ty La Chevy Ln $ Char Ln C m`' n L y ry Ln m -- •. 585 585 574 815 845 904 r'p 885 SL38 r—cm F M 4 306 _373 372 385 385 380 Chevy 350 y Ln Cherry Ln Cherry Ln Chevy La `�Chevy La Cherryy Ln Chevy Ln Cherry L f rry Ln M �� 8 5 a a Figure 4: Peak Hour Demand without Proposed Development m Achievemert St m ro 149 m m 80 Achievemert St N ��qq O O cry m N V N N m m G7 t = _ 72 �� gg9 _______________ c� Endeavor st m ¢ List ick Rd List irk Rai Fn.. mD�Stid<Rd 0 �Ustick Rd D�Stidc Rd m m Dstick Rd Ustick Rd Llstid<Rd 667 ` vor St llstid<Rd 814 07fi ": 1366 1314 128g 12g3 135o 1384 1384 1 13�F8ir2 r— Ds970 714 71d 858 Ustidc Rd llstidc H1 Ustidc 1372 n tick 1212 1173 1177 1176 1176 1158 931 Llstidc Rd O o Dstick Rd Llstidc Rd n n Llstid<Rd Dstick Rd Dstick Rd Dstrd<Rd Lrstick RC Dstick , A 28 m ¢ ¢ 1170 °ra rn 9fi 43 "�� V 1171_____________ - �y ?O b Ha rt:or Fbirt Dr 67 »j 109 7f 1 Classic Dr m 1j m 77S, :IW 11257 g?p.s 'Chateau Dr Classic Drn` w `r 49 57 5d hateau Dr ¢ ¢ 1172 ,�, p0a n83Cherry Ln5� x -nz Cherry Ln Cherry Ln Chary Ln m Char $ Cher Ln Cry ry Ln m �O 573 573 562 79 865 918 L WD _AZ 348 Cherry Ln y Ln ¢ Cherry Ln Cherry Ln Cher 3% 362 '.,&2 3fi5 325 366 y �i7fi H `''Cherry Ln Chary Ln Chary Ln Cherry L ,f rry Ln d r a rr � m ro 5 f3i ^ram n ca n Figure 5:Surrounding Area TAZs 0 98� W 9F.c 3 96S 993 999 984 ■ 98c r 1' 1f79 2450 2461 1171 1170 d " ,Propose , ., Development ant ra New- %'c ��l _ Cla sic � ❑ 1776 2490 ' 2491 0 173 LI 1172 � U 11 —INTERSTATE Cherry OTHER FREEWAYIEXPRESSWAY - - - PROPOSED OTHER FRE EWAYIEX PR ES SWAY t PRINCI PAL ARTERIAL 1175 F 120 I 1174 - - - PROPOSER PRI NCI PAL ARTEWAL MINOR ARTERIAL 2 86 G* 12 2 - - - PROPOSED MINOR ARTERIAL - COLLECTOR ZONE REGION HH23 JOB323 HH30 JOB330 HH5Q JOB350 — — — PROPOSED COLLECTOR 1173 Ada Rural 6 0 $ 0 180 0 1174 Merdian 41 34 41 30 96 30 TAZ BOUNDARIES 1177 Meridian 210 36 2101 35 210 40 ® PROPOSED DEVELOPMENT 2510 1167 1178 Meridian 309 73 3Q9 80 309 90 993 Ada Rural 32 34 32 60 160 155 Figure 6:2023 to 2030 Compounded Annual Growth Rates 2023 Peak Hour to 2030 Peak Hour Compounded Annual Growth Rates 5/212024 _t m N m {I O m 4 0-' o U w t � �3 m p v 14.2 Ustick Rd Ustick Rd Ust irk Rd y r Ustick Rd 35 g_5 v Ustick Rd! Ustick Rd Ustick Rd 13.9 13.4 13.2 12_7 V.7 5 i 4 � W o rn 4s t O � r m 1.1 q-2 a� 0.1 p�• U Cherry Ln 29 g m t T E I Gatc L n 163 - Program D:N2019ModeIN eedhackNBaseNTBINFY2024_2030NGrowthRatesN5PM_GR2023_2030.net 001ff-� (Licensed to Community Note:Links without numbers indicate that negligible growth is assumed during the indicated time frame. Figure 7:2030 to 2040 Compounded Annual Growth Rates 2030 Peak Hour to 2040 Peak Hour Compounded Annual Growth Rates 5f2f2024 O Y 7 a - c2-1 N H m Achievement St 1.8 o Q ro m H E �q wo C 1.7 Ustick Rd UstickRd Ustk:k F2r Ustick R� tJstick Rd y v m"+ 42 0 02 Ust Lk Rd o Ustick Rd 5 5-1 - C12 U.2 m 0-4 n o _ � m � m a 2 v� ❑ ❑ a m Ri ar E � 0.1 p y, Chateau Dr fO N ro W 1& ❑ 0 r I E �. � U A m � � rti Cherry Ln C a Cherry Ln Cherry Ln Cherry Ln Cherry Ln Cherry Ln Cherry Ln Cheny Ln �y m 12 12 1-4 4-1 4 37 3-9 1 ti � z cu � Iv E m ❑ C 41 � r f- m '❑, EI Gate Ln m Funded Project 2031-2040 ❑ 7-5 Programmed or Funded project 2022-2030 ❑:V01 g M od el\Fe e d h a ck�B a se�TIP"2024_2030�G rmAh Ratesj5PM_G R2030_2040.n et CGOOT)[P (Licensed to Community Planning Association) Note:Links without numbers indicate that negligible growth is assumed during the indicated time frame. Figure 8 2040 to 2050 Compounded annual Growth Rates ,Peak Hour ams Bw Hour Compounded Annual Growth me aAr> 4, c Achievement m ^ a ~ , J § S ?z \ GII � in §, A wca � ® & Jf re o uaa 2 I ,J 6a» � _a_/} e + 5 2^ :au +w\�_ irk irk2 uaeg I ± a te « + w � y ,7 � ,> 12 g p �\ ■ � Q }` co e O f ° o* 07 rm 9 22 ! \ _ ) ` ` � aw_> �GO 2 \ ° E ` 2Cherry we ¥/ :#aa :#Ra m � :+9a tea\ caa emau» :+9w I� ° 1 ' G 908 o « J , � 7 \ 3 em,a _ awed Projectz c zs # / Programmed zFunded Project»»-m# o:s¥w eWe+r mz 2030\GroMr_+ew;R20 sy+ qmƒƒ (Licensed to Community PlanningAssociation) Not Links without numbers indicate that negl.b� growth aassumed during the indicated t of me. 12/1/24,2:59 PM Mail-Liz Kaniecki-Outlook Outlook FW: COMPASS Model Run - Porter Complex, Meridian From Mitch Skiles <mskiles@compassidaho.org> Date Mon 5/13/2024 9:29 AM To Liz Kaniecki <Ikaniecki@kittelson.com> U 1 attachment(1 MB) Porte rComplex_TAZ999.docx; [External Sender] Hi Liz, Please see ACHD's scoping comments below. Our report is attached. Thanks, Mitch Skiles, P.E. I Principal Planner- Modeler Community Planning Association (COMPASS) 700 NE 2nd Street,Suite 200 Meridian, ID 83642 Direct: 208-475-2234 1 Main: 208-855-2558 http://www.compassidaho.org Q0Im From: Brandon Atchley<batchley@achdidaho.org> Sent: Friday, May 10, 2024 1:59 PM To: Mitch Skiles<mskiles@compassidaho.org>; D3Development.Services@itd.idaho.gov; Mindy Wallace <mwallace@achdidaho.org> Cc: Luke Rudolph <Luke.Rudolph@itd.idaho.gov> Subject: RE: COMPASS Model Run - Porter Complex, Meridian Good afternoon Mitch, ACHD wishes to review the following study area: • Intersections: o Idaho 16/Ustick o Realigned McDermott/Ustick o Black Cat/Ustick o All arterial site access intersections o McMurtrey/Dayspring • Roadway Segments: O Ustick Road https://outlook.office.com/mail/AAMkAGElZTUzNzEzLWYONjktNDg2Mil hOTdhLWQ4MW15M2NmNjNiYgAuAAAAAABX9kjM1 oY6SKZNUD9ABJROA... 1/15 12/1/24,2:59 PM Mail-Liz Kaniecki-Outlook ■ McDermott to Site ■ Site to Black Cat ■ East of Black Cat o Black Cat Road north of Ustick o Black Cat Road south of Ustick o Morgan Grove(Avellino Way/Dayspring Way on 2022-dated plans) • Identify internal local roadways with front-on housing and ADT> 1000 • Identify internal local roadways with ADT>2000 • Classic Drive from Black Cat Road to Morgan Grove Lane—this is classified as a collector roadway on the MSM. We have concerns about the amount of traffic on this roadway with the front-on housing.The applicant should analyze this segment to determine the ADT. Have a great weekend, Brandon Atchley Assistant Traffic Engineer I Traffic Engineering Ada County Highway District(ACHD) 1301 N Orchard Street,Ste 200,Boise,ID 83706 Phone:(208)387-6294 www.achdidaho.org Connect with us on social!@achdidaho ACHD From: Mitch Skiles<mskiles compassidaho.org> Sent:Thursday, May 9, 2024 08:38 To: Brandon Atchley<batchley(@achdidaho.org>; D3Development.Services@itd.idaho.gov; Mindy Wallace <Mwallace@achdidaho.org> Subject: FW: COMPASS Model Run - Porter Complex, Meridian Caution: This is an external email and has a suspicious subject or content. Please take care when clicking links or opening attachments. When in doubt, contact your IT Department Hello All, We received the request below for an area of influence analysis. We did a similar analysis for this project in 2021, but Kittelson requested a refresh with our current model network and demographics. Our report is attached for your review.ACHD and ITD's previous scoping comments are in the email string below. Let us know if you have additional comments. Thanks, https://outlook.office.com/mail/AAMkAGElZTUzNzEzLWYONjktNDg2Mil hOTdhLWQ4MW15M2NmNjNiYgAuAAAAAABX9kjMl oY6SKZNUD9ABJROA... 2/15 12/1/24,3:01 PM Mail-Liz Kaniecki-Outlook Outlook Re: Dayspring and Springday Scoping Memos From Liz Kaniecki <Ikaniecki@kittelson.com> Date Thu 11/7/2024 8:42 AM To Sam Standal <sstandal@achdidaho.org> Cc Sonia Daleiden <sdaleiden@kittelson.com>; Lauren Nuxoll <lnuxoll@kittelson.com>; Brandon Atchley <batchley@achdidaho.org>; Mindy Wallace <Mwallace@achdidaho.org> Morning, Sam! Thanks for confirming! We will include Ustick/McDermott as a study intersection. Have a great day, Liz Liz Kaniecki, EIT Engineering Associate (she/her) Kittelson&Associates, Inc. Transportation Engineering/Planning 208.472.9824(direct) From: Sam Standal <sstandal@achdidaho.org> Sent:Thursday, November 7, 2024 8:36 AM To: Liz Kaniecki <Ikaniecki@kittelson.com> Cc: Sonia Daleiden <sdaleiden@kittelson.com>; Lauren Nuxoll <Inuxoll@kittelson.com>; Brandon Atchley <batchley@achdidaho.org>; Mindy Wallace <Mwallace@achdidaho.org> Subject: RE: Dayspring and Springday Scoping Memos [External Sender] Good morning Liz, You do not need to include internal intersections other than the listed Morgan Grove / McMurtery. Because a portion of the site's traffic would be expected to access Ustick via McDermott, please also include Ustick/ McDermott as an intersection in all analysis scenarios. Otherwise, ACHD agrees with the provided list. Thanks, Sam Standal Assistant Traffic Engineer I Development Services Ada County Highway District (ACHD) 1301 N Orchard Street, Ste 200, Boise, Idaho 83706 Phone: (208)387-6384 www.achdidaho.org https://outlook.office.com/mail/AAMkAGElZTUzNzEzLWYONjktNDg2Mil hOTdhLWQ4MW15M2NmNjNiYgAuAAAAAABX9kjMl oY6SKZNUD9ABJROA... 1/9 12/1/24,3:01 PM Mail-Liz Kaniecki-Outlook Connect with us on social!@achdidaho ACHD From: Liz Kaniecki <Ikaniecki@kittelson.com> rnrrnr[r�ngyou env n+o►�Sent: Monday, November 4, 2024 3:26 PM To: Sam Standal <sstandal@achdidaho.org> Cc: Sonia Daleiden <sdaleiden@kittelson.com>; Lauren Nuxoll <Inuxoll@kittelson.com>; Brandon Atchley <batchley@achdidaho.org>; Mindy Wallace <Mwallace@achdidaho.org> Subject: Re: Dayspring and Springday Scoping Memos Caution: This is an external email and has a suspicious subject or content. Please take care when clicking links or opening attachments. When in doubt, contact your IT Department Hi Sam! I wanted to confirm our approach for what intersections need to be studied for each scenario. Could you confirm the following list of intersections that need to be analyzed under the respective scenarios, specifically for intersection operations (intersection numbers/letters reference attached site plan): • Existing Conditions (Year 2024) 1. Ustick/ Black Cat • Background Conditions (Year 2032) 1. Ustick/ Black Cat • Total Traffic Conditions (Year 2032) 1. Ustick/ Black Cat A. Ustick/ Morgan Grove B. Morgan Grove/ McMurtery (Internal Intersection) The previously submitted TIS included intersection operations for all internal intersections along Morgan Grove per ACHD's request. Based on ACHD's request in the email sent to COMPASS (attached for reference) for the new site plan changes and confirmation in our recent scoping memo sent in August, only accesses along arterial roadways need to be studied (which would only include the Ustick/ Morgan Grove intersection). Could you please confirm that we no longer need to evaluate intersection operations for internal intersections along Morgan Grove, except for the Morgan Grove/ McMurtery intersection (labeled as Access B in the attached site plan). Let me know if you have any questions or if it is easier to discuss over a phone call! Thanks, Liz Liz Kaniecki, EIT Engineering Associate (she/her) https://outlook.office.com/mail/AAMkAGElZTUzNzEzLWYONjktNDg2Mil hOTdhLWQ4MW15M2NmNjNiYgAuAAAAAABX9kjMl oY6SKZNUD9ABJROA... 2/9 12/1/24,3:01 PM Mail-Liz Kaniecki-Outlook Kittelson &Associates, Inc. Transportation Engineering/Planning 208.472.9824(direct) From: Liz Kaniecki <Ikaniecki@kittelson.com> Sent:Thursday, October 31, 2024 3:30 PM To: Sam Standal <sstandal@achdidaho.org> Cc: Sonia Daleiden <sdaleiden(�kittelson.com>; Lauren Nuxoll <Inuxoll kittelson.com>; Brandon Atchley <batchley@achdidaho.org>; Mindy Wallace <Mwallace@achdidaho.org> Subject: Re: Dayspring and Springday Scoping Memos Hi Sam, Thank you for confirming! We will reach out if we have any additional questions. Have a spooky Halloween, Liz Liz Kaniecki, EIT Engineering Associate (she/her) Kittelson &Associates, Inc. Transportation Engineering/Planning 208.472.9824(direct) From: Sam Standal <sstandal@achdidaho.org> Sent:Thursday, October 31, 2024 12:54 PM To: Liz Kaniecki <Ikaniecki@kittelson.com> Cc: Sonia Daleiden <sdaleiden@kittelson.com>; Lauren Nuxoll <Inuxoll kittelson.com>; Brandon Atchley <batchley@achdidaho.org>; Mindy Wallace <Mwallace@achdidaho.org> Subject: RE: Dayspring and Springday Scoping Memos [External Sender] Good afternoon Liz, Thank you for clarifying the situation with SH-16. The updated scope is accepted. Let me know if you have any questions. Thanks, Sam Standal Assistant Traffic Engineer I Development Services Ada County Highway District (ACHD) 1301 N Orchard Street, Ste 200, Boise, Idaho 83706 Phone: (208)387-6384 www.achdidaho.org Connect with us on social!@achdidaho https://outlook.office.com/mail/AAMkAGElZTUzNzEzLWYONjktNDg2Mil hOTdhLWQ4MW15M2NmNjNiYgAuAAAAAABX9kjMl oY6SKZNUD9ABJROA... 3/9 12/1/24,3:01 PM Mail-Liz Kaniecki-Outlook ACHD From: Liz Kaniecki <Ikaniecki@kittelson.com> Sent:Tuesday, October 29, 2024 5:32 PM To: Sam Standal <sstandal@achdidaho.org> Cc: Sonia Daleiden <sdaleiden@kittelson.com>; Lauren Nuxoll <lnuxoll kittelson.com>; Brandon Atchley <batchley@achdidaho.org>; Mindy Wallace <Mwallace@achdidaho.org> Subject: Re: Dayspring and Springday Scoping Memos Caution: This is an external email and has a suspicious subject or content. Please take care when clicking links or opening attachments. When in doubt, contact your IT Department Hi Sam, We've reviewed ACHD's comments regarding the scoping for the Dayspring TIS located in Meridian, south of Ustick Rd between McDermott Rd and Black Cat Rd. ACHD comments are italicized and Kittelson's responses are in red and italicized. ACHD has completed its review of the Dayspring scoping memo and has the following comments: State Highway 16. • SH-16 is expected to be a primary driver of traffic along this segment of Ustick upon its completion. ACHD cannot accept its exclusion from this TIS, as the resulting analysis would not be representative of future traffic conditions. Please reassess trip distribution accounting for SH-16. o To clarify, the SH-16 connection is included in the model update provided by COMPASS and the trip distribution presented in the scoping memo is representative of projected traffic patterns with the SH-16 connection incorporated. The SH-16 connection will be accounted for in our trip assignment, however, studying specific ramp operations of the new SH-16 connection to Ustick is beyond this project and what ITD and ACHD has previously requested. Let me know if you need further clarification and if this is acceptable. • Traffic forecasts following construction of SH-16 are available through ITD's Feasibility Study Report. o See comment above. • McDermott Road has already been reconstructed in its new location as part of the SH-16 project. McDermott/Ustick is expected to finish reconstruction as a 3x3 signalized intersection by the end of 2024 and can be assumed as such. o Noted. An access is proposed to connect to the realigned McDermott Rd, south of the McDermott/Ustick intersection and will be included for site access evaluation and accounted for in our trip assignment. Analysis Scenarios: • Access A does not meet ACHD minimum spacing requirements for Ustick Road. Please include analysis scenarios without Access A and with Access A located on McDermott Road rather than Ustick. o For clarification, Access A as shown in Figure 2 of the scoping memo is no longer proposed in the updated site plan. Attached is an updated site plan with the proposed accesses. • Also, please clarify if additional accesses are planned for McDermott Road and include spacing if so. https://outlook.office.com/mail/AAMkAGEl ZTUzNzEzLWYONjktNDg2Mil hOTdhLWQ4MW15M2NmNjNiYgAuAAAAAABX9kjMl oY6SKZNUD9ABJROA... 4/9 12/1/24,3:01 PM Mail-Liz Kaniecki-Outlook o See comment above. • ACHD has concerns about the number of Accesses to Morgan Grove Lane. Please evaluate options to improve internal site circulation and reduce access to the collector. o We can evaluate potential access consolidation along Morgan Grove Ln. Note that the updated site plan attached now has eight (8) access points along Morgan Grove Ln, compared to the nine (9) access points shown in Figure 2 of the scoping memo. Misc: • Dayspring is given the same build-out year as Springday, 2030. This would require a very aggressive development schedule of over 100 units/year. 2035 or later maybe a more feasible build-out year. o Based on the client's evaluation of recent projections, an estimated build-out year of 2032 seems feasible for this development. Please confirm if you accept this approach. • Please include Tournament Drive, Black Cat Road to Morgan Grove Way as an analysis segment. o Noted, we will include this in our segment analysis. Please let me know if ACHD has any other comments or follow-ups to our responses above, or if you have any additional questions! Thanks, Liz Liz Kaniecki, EIT Engineering Associate (she/her) Kittelson &Associates, Inc. Transportation Engineering/Planning 208.472.9824(direct) From: Sonia Daleiden <sdaleiden@kittelson.com> Sent: Wednesday, October 16, 2024 11:40 AM To: Lauren Nuxoll <Inuxoll kittelson.com> Cc: Sonia Daleiden <sdaleiden@kittelson.com>; Liz Kaniecki <Ikaniecki@kittelson.com> Subject: RE: Dayspring and Springday Scoping Memos Hi Lauren, Just looking at this. Do you want us to update the analysis to 2035 buildout year per ACHD's request? Sonia Sonia Hennum Daleiden, PE PTOE Senior Principal Engineer Kittelson &Associates, Inc. Transportation Engineering/Planning 101 South Capitol Boulevard,Suite 600 Boise, ID 83702 208.338.2683 208.472.9803(direct) 208.850.4073(mobile) https://outlook.office.com/mail/AAMkAGElZTUzNzEzLWYONjktNDg2Mil hOTdhLWQ4MW15M2NmNjNiYgAuAAAAAABX9kjMl oY6SKZNUD9ABJROA... 5/9 12/1/24,3:01 PM Mail-Liz Kaniecki-Outlook Kittelson Bio From: Lauren Nuxoll <lnuxoll@kittelson.com> Sent: Monday, October 14, 2024 11:22 AM To: Sonia Daleiden <sdaleiden@kittelson.com> Subject: Fw: Dayspring and Springday Scoping Memos Lauren Nuxoll, PE, PTOE Senior Engineer 1VJJAFKITTELSON N. • & ASSOCIATES Transportation Engineering/Planning 208.472.9817(direct) Inuxoll@kittelson.com Working remotely from Ogden, Utah. From: Sam Standal <sstandal@achdidaho.org> Sent: Wednesday,August 28, 2024 2:05 PM To: Lauren Nuxoll <Inuxoll kittelson.com> Cc:Jake Porter<jporter kittelson.com>; Mindy Wallace<Mwallace@achdidaho.org>; Brandon Atchley <batchle t@achdidaho.org> Subject: RE: Dayspring and Springday Scoping Memos [External Sender] Good afternoon Lauren and Jake, ACHD has completed its review of the Dayspring scoping memo and has the following comments: State Highway 16: • SH-16 is expected to be a primary driver of traffic along this segment of Ustick upon its completion. ACHD cannot accept its exclusion from this TIS, as the resulting analysis would not be representative of future traffic conditions. Please reassess trip distribution accounting for SH-16. • Traffic forecasts following construction of SH-16 are available through ITD's Feasibility Study Report. • McDermott Road has already been reconstructed in its new location as part of the SH-16 project. McDermott/Ustick is expected to finish reconstruction as a 3x3 signalized intersection by the end of 2024 and can be assumed as such. Analysis Scenarios: • Access A does not meet ACHD minimum spacing requirements for Ustick Road. Please include analysis scenarios without Access A and with Access A located on McDermott Road rather than Ustick. • Also, please clarify if additional accesses are planned for McDermott Road and include spacing if so. https://outlook.office.com/mail/AAMkAGE1 ZTUzNzEzLWYONjktNDg2Mil hOTdhLWQ4MW15M2NmNjNiYgAuAAAAAABX9kjMl oY6SKZNUD9ABJROA... 6/9 12/1/24,3:01 PM Mail-Liz Kaniecki-Outlook • ACHD has concerns about the number of Accesses to Morgan Grove Lane. Please evaluate options to improve internal site circulation and reduce access to the collector. Misc: • Dayspring is given the same build-out year as Springday, 2030. This would require a very aggressive development schedule of over 100 units/year. 2035 or later may be a more feasible build-out year. • Please include Tournament Drive, Black Cat Road to Morgan Grove Way as an analysis segment. Let me know if you have any questions. Thanks, Sam Standal Assistant Traffic Engineer I Development Services Ada County Highway District(ACHD) 1301 N Orchard Street, Ste 200, Boise,Idaho 83706 Phone: (208)387-6384 www.achdidgho.org Connect with us on social!@achdidaho ACHD AV connectingyou co mmv From: Lauren Nuxoll <Inuxoll@kittelson.com> Sent: Wednesday,August 14, 2024 1:50 PM To: Sam Standal <sstandal@achdidaho.org> Cc:Jake Porter<jporter kittelson.com>; Mindy Wallace<Mwallace@achdidaho.org>; Brandon Atchley <batchley_@achdidaho.org> Subject: Re: Dayspring and Springday Scoping Memos Caution:This is an external email and has a suspicious subject or content.Please take care when clicking links or opening attachments.When in doubt,contact your IT Department Thank you for the update Sam! Lauren Nuxoll, PE, PTOE Senior Engineer XIaKITTELSON & ASSOCIATES Transportation Engineering/Planning https://outlook.office.com/mail/AAMkAGElZTUzNzEzLWYONjktNDg2Mil hOTdhLWQ4MW15M2NmNjNiYgAuAAAAAABX9kjMl oY6SKZNUD9ABJROA... 7/9 12/1/24,3:01 PM Mail-Liz Kaniecki-Outlook 208.472.9817(direct) InuxollC�kittelson.com Working remotely from Salt Lake City, Utah. From: Sam Standal <sstandal@achdidaho.org> Sent: Wednesday,August 14, 2024 1:09 PM To: Lauren Nuxoll <Inuxoll kittelson.com> Cc:Jake Porter<jporter kittelson.com>; Mindy Wallace<Mwallace@achdidaho.org>; Brandon Atchley <batchley@achdidaho.org> Subject: RE: Dayspring and Springday Scoping Memos [External Sender] Good afternoon Lauren, ACHD will not require a TIS for the Springday Subdivision to the north of Ustick. Development requirements will be addressed as part of the staff report. The scoping memo for Dayspring is still under review. I will reach out with any questions we have during the review process. Thanks, Sam Standal Assistant Traffic Engineer I Development Services Ada County Highway District(ACHD) 1301 N Orchard Street, Ste 200, Boise, Idaho 83706 Phone: (208)387-6384 www.achdidaho.org Connect with us on social!@achdidaho ACHD AV connectingyou co mmv From: Lauren Nuxoll <Inuxoll@kittelson.com> Sent:Tuesday, August 6, 2024 11:42 AM To: Sam Standal <sstandal@achdidaho.org> Cc:Jake Porter<jporter@kittelson.com> Subject: Dayspring and Springday Scoping Memos Caution:This is an external email and has a suspicious subject or content.Please take care when clicking links or opening attachments.When in doubt,contact your IT Department Hi Sam, https://outlook.office.com/mail/AAMkAGElZTUzNzEzLWYONjktNDg2Mil hOTdhLWQ4MW15M2NmNjNiYgAuAAAAAABX9kjMl oY6SKZNUD9ABJROA... 8/9 12/1/24,3:01 PM Mail-Liz Kaniecki-Outlook We are working on a project that used to be called the Porter Complex along Ustick Road in Meridian. The developer has decided to separate the project into two projects, Dayspring and Springday. Dayspring is the development on the south side of Ustick Road and Springday is the development on the north side of Ustick Road. (Hopefully it's not too confusing!) Attached are the scoping memos for both TISs. There will be two separate TISs with Springday coming first. Please let me know if you have any questions or concerns on the scoping memos. Thank you! Lauren Nuxoll, PE, PTOE Senior Engineer VZA KITTELSON N & ASSOCIATES Transportation Engineering/Planning 101 South Capitol Boulevard,Suite 600 Boise, ID 83702 208.338.2683 208.472.9817 (direct) Inuxoll@)kittelson.com Working remotely from Salt Lake City, Utah. Kittelson Bio Linkedln Bio https://outlook.office.com/mail/AAMkAGElZTUzNzEzLWYONjktNDg2Mil hOTdhLWQ4MW15M2NmNjNiYgAuAAAAAABX9kjMl oY6SKZNUD9ABJROA... 9/9 Appendix 6 Signal Timing Sheets i U Y U (0/L 8 or H) m (FYA) 4 7 IF L No Ped Phase 1 2 a� cv 5 (FYA) (OIL 6 or F) Cn (012 or B) (FYA) 1 0 o z 6 Ustick Ped. Phase 6 ------------------------, s $ 'ACHD Standard Phasing 0 (FYA) (014orD) lDiagram I—.—.—.—.—.—.—.—.—.—.—.--- FYA 2 FYA 4 Ring 1 FYA 6 FYA $ Ring 2 Location: Ustick & Black Cat (#476) 8.16.21 PhasingDiagram #476_Ustick&BlackCatDiagram Rev.-05292003MB Controller Database Timing Sheet 100, , ACHI if !am UUM Station: 476 - Ustick & Black Cat ( Standard-4/20/2024 8:10:51 PM) Type: Scout Ethernet v85.3/v85.4 Firmware: 85.4.2 Created By: NTdomain\wloyd Modified By: Reviewed By: Phase Times and Options(1.1.1/1.1.2/1.1.4) 6 7 �� 10 11 12 13 14 15 16 Table - 1 MIN GRN 5 10 5 10 5 10 5 10 0 0 0 0 0 0 0 0 Gap Ext 2 3 2 3 2 3 2 3 0 0 0 0 0 0 0 0 MAX 1 25 60 25 45 25 60 25 45 0 0 0 0 0 0 0 0 Max 2 30 75 30 75 30 75 30 75 0 0 0 0 0 0 0 0 Yel Or 5 5 5 5 5 5 5 5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 Red Or 2 2 2 2 2 2 2 2 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 Walk 0 0 0 7 0 7 0 0 0 0 0 0 0 0 0 0 Ped Or 0 0 0 14 0 13 0 0 0 0 0 0 0 0 0 0 Red Revt 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Add Init 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Max Init 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Gap Reduce Time B4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Gap Reduce Cars B4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Reduce Gap Reduce Time To 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Gap Reduce ReduceBy 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Gap Reduce Min Gap 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 DyMaxLim 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Max Step 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Enable P X X X X X X X X Min Recall X X Max Recall Ped Recall Soft Recall Lock Calls 476 1/36 7/25/2024 2:04:11 PM Phase Times and Options(1.1.1/1.1.2/1.1.4) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Auto Flash Entry X X Auto Flash Exit X X Dual Entry X X X X Enable Simul Gap X X X X X X X X Guarantd Passage Rest In Walk Condit'I Service Non-Actuated 1 Non-Actuated 2 Added Init Calc S S S S S S S S S S S S S S S S Hold to Max Ring 1 1 1 1 2 2 2 2 0 0 0 0 0 0 0 0 Startup RED WALK RED RED RED WALK RED RED RED RED RED RED RED RED RED RED C 1 5 5 7 7 1 1 3 3 0 0 0 0 0 0 0 0 C 2 6 6 8 8 2 2 4 4 0 0 0 0 0 0 0 0 C 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 11 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 12 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 13 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 14 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 16 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 17 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 18 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 19 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 20 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 21 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 22 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 23 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 476 2/36 7/25/2024 2:04:11 PM Phase Times and Options(1.1.1/1.1.2/1.1.4) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 C 24 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 25 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 26 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 27 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 28 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 29 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 31 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 32 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 476 3/36 7/25/2024 2:04:11 PM Phase Times+ and Options+(1.1.3/1.1.5) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Table - 1 Reservice PedClr Thru Yel Skip Red-NoCall Red Rest Max II Max Inhibit Ped Delay RedRest On Gap Grn/Ped Delay Time 0 0 0 5 0 5 0 0 0 0 0 0 0 0 0 0 Omit Yel/Yel P 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped Out/Ovlp P 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Start Yel/Nxt P 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 C 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 I 1 I 2 I 3 I 4 I 5 I 6 I 7 I 8 I 9 I 10 I 11 I 12 I 13 I 14 I 15 I 16 I 17 I 18 I 19 476 4/36 7/25/2024 2:04:11 PM Phase Times+ and Options+(1.1.3/1.1.5) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 I 20 I 21 I 22 I 23 I 24 I 25 I 26 I 27 I 28 I 29 I 30 I 31 I 32 Redirect P Calls From 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Redirect P Calls To 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Redirect P Calls From 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Redirect P Calls To 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Redirect P Calls From 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Redirect P Calls To 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Redirect P Calls From 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Redirect P Calls To 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ring Sequences(1.2.4) 1 2 3 4 Table - 1 1 1 5 0 0 2 2 6 0 0 3 3 7 0 0 4 4 8 0 0 5 0 0 0 0 6 0 0 0 0 7 0 0 0 0 8 0 0 0 0 9 0 0 0 0 10 0 0 0 0 11 0 0 0 0 12 0 0 0 0 476 5/36 7/25/2024 2:04:11 PM Ring Sequences(1.2.4) 1 2 3 4 13 0 0 0 0 14 0 0 0 0 15 0 0 0 0 16 0 0 0 0 17 0 0 0 0 18 0 0 0 0 19 0 0 0 0 20 0 0 0 0 21 0 0 0 0 22 0 0 0 0 23 0 0 0 0 24 0 0 0 0 25 0 0 0 0 26 0 0 0 0 27 0 0 0 0 28 0 0 0 0 29 0 0 0 0 30 0 0 0 0 31 0 0 0 0 32 0 0 0 0 Table - 2 1 1 6 0 0 2 2 5 0 0 3 3 7 0 0 4 4 8 0 0 5 0 0 0 0 6 0 0 0 0 7 0 0 0 0 8 0 0 0 0 9 0 0 0 0 10 0 0 0 0 11 0 0 0 0 12 0 0 0 0 13 0 0 0 0 14 0 0 0 0 15 0 0 0 0 476 6/36 7/25/2024 2:04:11 PM Ring Sequences(1.2.4) 1 2 3 4 16 0 0 0 0 17 0 0 0 0 18 0 0 0 0 19 0 0 0 0 20 0 0 0 0 21 0 0 0 0 22 0 0 0 0 23 0 0 0 0 24 0 0 0 0 25 0 0 0 0 26 0 0 0 0 27 0 0 0 0 28 0 0 0 0 29 0 0 0 0 30 0 0 0 0 31 0 0 0 0 32 0 0 0 0 Table - 3 1 2 5 0 0 2 1 6 0 0 3 3 7 0 0 4 4 8 0 0 5 0 0 0 0 6 0 0 0 0 7 0 0 0 0 8 0 0 0 0 9 0 0 0 0 10 0 0 0 0 11 0 0 0 0 12 0 0 0 0 13 0 0 0 0 14 0 0 0 0 15 0 0 0 0 16 0 0 0 0 17 0 0 0 0 18 0 0 0 0 476 7/36 7/25/2024 2:04:11 PM Ring Sequences(1.2.4) 1 2 3 4 19 0 0 0 0 20 0 0 0 0 21 0 0 0 0 22 0 0 0 0 23 0 0 0 0 24 0 0 0 0 25 0 0 0 0 26 0 0 0 0 27 0 0 0 0 28 0 0 0 0 29 0 0 0 0 30 0 0 0 0 31 0 0 0 0 32 0 0 0 0 Table - 4 1 2 6 0 0 2 1 5 0 0 3 3 7 0 0 4 4 8 0 0 5 0 0 0 0 6 0 0 0 0 7 0 0 0 0 8 0 0 0 0 9 0 0 0 0 10 0 0 0 0 11 0 0 0 0 12 0 0 0 0 13 0 0 0 0 14 0 0 0 0 15 0 0 0 0 16 0 0 0 0 17 0 0 0 0 18 0 0 0 0 19 0 0 0 0 20 0 0 0 0 21 0 0 0 0 476 8/36 7/25/2024 2:04:11 PM Ring Sequences(1.2.4) 1 2 3 4 22 0 0 0 0 23 0 0 0 0 24 0 0 0 0 25 0 0 0 0 26 0 0 0 0 27 0 0 0 0 28 0 0 0 0 29 0 0 0 0 30 0 0 0 0 31 0 0 0 0 32 0 0 0 0 Table - 5 1 1 5 0 0 2 2 6 0 0 3 3 8 0 0 4 4 7 0 0 5 0 0 0 0 6 0 0 0 0 7 0 0 0 0 8 0 0 0 0 9 0 0 0 0 10 0 0 0 0 11 0 0 0 0 12 0 0 0 0 13 0 0 0 0 14 0 0 0 0 15 0 0 0 0 16 0 0 0 0 17 0 0 0 0 18 0 0 0 0 19 0 0 0 0 20 0 0 0 0 21 0 0 0 0 22 0 0 0 0 23 0 0 0 0 24 0 0 0 0 476 9/36 7/25/2024 2:04:11 PM Ring Sequences(1.2.4) 1 2 3 4 25 0 0 0 0 26 0 0 0 0 27 0 0 0 0 28 0 0 0 0 29 0 0 0 0 30 0 0 0 0 31 0 0 0 0 32 1 0 1 0 1 0 1 0 Table - 6 1 1 6 0 0 2 2 5 0 0 3 3 8 0 0 4 4 7 0 0 5 0 0 0 0 6 0 0 0 0 7 0 0 0 0 8 0 0 0 0 9 0 0 0 0 10 0 0 0 0 11 0 0 0 0 12 0 0 0 0 13 0 0 0 0 14 0 0 0 0 15 0 0 0 0 16 0 0 0 0 17 0 0 0 0 18 0 0 0 0 19 0 0 0 0 20 0 0 0 0 21 0 0 0 0 22 0 0 0 0 23 0 0 0 0 24 0 0 0 0 25 0 0 0 0 26 0 0 0 0 27 0 0 0 0 476 10/36 7/25/2024 2:04:11 PM Ring Sequences(1.2.4) 1 2 3 4 28 0 0 0 0 29 0 0 0 0 30 0 0 0 0 31 0 0 0 0 32 0 0 0 0 Table - 7 1 2 5 0 0 2 1 6 0 0 3 3 8 0 0 4 4 7 0 0 5 0 0 0 0 6 0 0 0 0 7 0 0 0 0 8 0 0 0 0 9 0 0 0 0 10 0 0 0 0 11 0 0 0 0 12 0 0 0 0 13 0 0 0 0 14 0 0 0 0 15 0 0 0 0 16 0 0 0 0 17 0 0 0 0 18 0 0 0 0 19 0 0 0 0 20 0 0 0 0 21 0 0 0 0 22 0 0 0 0 23 0 0 0 0 24 0 0 0 0 25 0 0 0 0 26 0 0 0 0 27 0 0 0 0 28 0 0 0 0 29 0 0 0 0 30 0 0 0 0 476 11/36 7/25/2024 2:04:11 PM Ring Sequences(1.2.4) 1 2 3 4 31 L 0 0 0 0 32 0 0 0 0 Table - 8 1 2 6 0 0 2 1 5 0 0 3 3 8 0 0 4 4 7 0 0 5 0 0 0 0 6 0 0 0 0 7 0 0 0 0 8 0 0 0 0 9 0 0 0 0 10 0 0 0 0 11 0 0 0 0 12 0 0 0 0 13 0 0 0 0 14 0 0 0 0 15 0 0 0 0 16 0 0 0 0 17 0 0 0 0 18 0 0 0 0 19 0 0 0 0 20 0 0 0 0 21 0 0 0 0 22 0 0 0 0 23 0 0 0 0 24 0 0 0 0 25 0 0 0 0 26 0 0 0 0 27 0 0 0 0 28 0 0 0 0 29 0 0 0 0 30 0 0 0 0 31 0 0 0 0 32 0 0 0 0 Table - 9 476 12/36 7/25/2024 2:04:11 PM Ring Sequences(1.2.4) 1 2 3 4 1 1 5 0 0 2 2 6 0 0 3 4 7 0 0 4 3 8 0 0 5 0 0 0 0 6 0 0 0 0 7 0 0 0 0 8 0 0 0 0 9 0 0 0 0 10 0 0 0 0 11 0 0 0 0 12 0 0 0 0 13 0 0 0 0 14 0 0 0 0 15 0 0 0 0 16 0 0 0 0 17 0 0 0 0 18 0 0 0 0 19 0 0 0 0 20 0 0 0 0 21 0 0 0 0 22 0 0 0 0 23 0 0 0 0 24 0 0 0 0 25 0 0 0 0 26 0 0 0 0 27 0 0 0 0 28 0 0 0 0 29 0 0 0 0 30 0 0 0 0 31 0 0 0 0 32 0 0 0 0 Table - 10 1 1 6 0 0 2 2 5 0 0 3 4 7 0 0 476 13/36 7/25/2024 2:04:11 PM Ring Sequences(1.2.4) 1 2 3 4 4 3 8 0 0 5 0 0 0 0 6 0 0 0 0 7 0 0 0 0 8 0 0 0 0 9 0 0 0 0 10 0 0 0 0 11 0 0 0 0 12 0 0 0 0 13 0 0 0 0 14 0 0 0 0 15 0 0 0 0 16 0 0 0 0 17 0 0 0 0 18 0 0 0 0 19 0 0 0 0 20 0 0 0 0 21 0 0 0 0 22 0 0 0 0 23 0 0 0 0 24 0 0 0 0 25 0 0 0 0 26 0 0 0 0 27 0 0 0 0 28 0 0 0 0 29 0 0 0 0 30 0 0 0 0 31 0 0 0 0 32 0 0 0 0 Table - 11 1 2 5 0 0 2 1 6 0 0 3 4 7 0 0 4 3 8 0 0 5 0 0 0 0 6 0 0 0 0 476 14/36 7/25/2024 2:04:11 PM Ring Sequences(1.2.4) 1 2 3 4 7 0 0 0 0 8 0 0 0 0 9 0 0 0 0 10 0 0 0 0 11 0 0 0 0 12 0 0 0 0 13 0 0 0 0 14 0 0 0 0 15 0 0 0 0 16 0 0 0 0 17 0 0 0 0 18 0 0 0 0 19 0 0 0 0 20 0 0 0 0 21 0 0 0 0 22 0 0 0 0 23 0 0 0 0 24 0 0 0 0 25 0 0 0 0 26 0 0 0 0 27 0 0 0 0 28 0 0 0 0 29 0 0 0 0 30 0 0 0 0 31 0 0 0 0 32 0 0 0 0 Table - 12 1 2 6 0 0 2 1 5 0 0 3 4 7 0 0 4 3 8 0 0 5 0 0 0 0 6 0 0 0 0 7 0 0 0 0 8 0 0 0 0 9 0 0 0 0 476 15/36 7/25/2024 2:04:11 PM Ring Sequences(1.2.4) 1 2 3 4 10 0 0 0 0 11 0 0 0 0 12 0 0 0 0 13 0 0 0 0 14 0 0 0 0 15 0 0 0 0 16 0 0 0 0 17 0 0 0 0 18 0 0 0 0 19 0 0 0 0 20 0 0 0 0 21 0 0 0 0 22 0 0 0 0 23 0 0 0 0 24 0 0 0 0 25 0 0 0 0 26 0 0 0 0 27 0 0 0 0 28 0 0 0 0 29 0 0 0 0 30 0 0 0 0 31 0 0 0 0 32 0 0 0 0 Table - 13 1 1 5 0 0 2 2 6 0 0 3 4 8 0 0 4 3 7 0 0 5 0 0 0 0 6 0 0 0 0 7 0 0 0 0 8 0 0 0 0 9 0 0 0 0 10 0 0 0 0 11 0 0 0 0 12 0 0 0 0 476 16/36 7/25/2024 2:04:11 PM Ring Sequences(1.2.4) 1 2 3 4 13 0 0 0 0 14 0 0 0 0 15 0 0 0 0 16 0 0 0 0 17 0 0 0 0 18 0 0 0 0 19 0 0 0 0 20 0 0 0 0 21 0 0 0 0 22 0 0 0 0 23 0 0 0 0 24 0 0 0 0 25 0 0 0 0 26 0 0 0 0 27 0 0 0 0 28 0 0 0 0 29 0 0 0 0 30 0 0 0 0 31 0 0 0 0 32 0 0 0 0 Table - 14 1 1 6 0 0 2 2 5 0 0 3 4 8 0 0 4 3 7 0 0 5 0 0 0 0 6 0 0 0 0 7 0 0 0 0 8 0 0 0 0 9 0 0 0 0 10 0 0 0 0 11 0 0 0 0 12 0 0 0 0 13 0 0 0 0 14 0 0 0 0 15 0 0 0 0 476 17/36 7/25/2024 2:04:11 PM Ring Sequences(1.2.4) 1 2 3 4 16 0 0 0 0 17 0 0 0 0 18 0 0 0 0 19 0 0 0 0 20 0 0 0 0 21 0 0 0 0 22 0 0 0 0 23 0 0 0 0 24 0 0 0 0 25 0 0 0 0 26 0 0 0 0 27 0 0 0 0 28 0 0 0 0 29 0 0 0 0 30 0 0 0 0 31 0 0 0 0 32 0 0 0 0 Table - 15 1 2 5 0 0 2 1 6 0 0 3 4 8 0 0 4 3 7 0 0 5 0 0 0 0 6 0 0 0 0 7 0 0 0 0 8 0 0 0 0 9 0 0 0 0 10 0 0 0 0 11 0 0 0 0 12 0 0 0 0 13 0 0 0 0 14 0 0 0 0 15 0 0 0 0 16 0 0 0 0 17 0 0 0 0 18 0 0 0 0 476 18/36 7/25/2024 2:04:11 PM Ring Sequences(1.2.4) 1 2 3 4 19 0 0 0 0 20 0 0 0 0 21 0 0 0 0 22 0 0 0 0 23 0 0 0 0 24 0 0 0 0 25 0 0 0 0 26 0 0 0 0 27 0 0 0 0 28 0 0 0 0 29 0 0 0 0 30 0 0 0 0 31 0 0 0 0 32 0 0 0 0 Table - 16 1 2 6 0 0 2 1 5 0 0 3 4 8 0 0 4 3 7 0 0 5 0 0 0 0 6 0 0 0 0 7 0 0 0 0 8 0 0 0 0 9 0 0 0 0 10 0 0 0 0 11 0 0 0 0 12 0 0 0 0 13 0 0 0 0 14 0 0 0 0 15 0 0 0 0 16 0 0 0 0 17 0 0 0 0 18 0 0 0 0 19 0 0 0 0 20 0 0 0 0 21 0 0 0 0 476 19/36 7/25/2024 2:04:11 PM Ring Sequences(1.2.4) 1 2 3 4 22 0 0 0 0 23 0 0 0 0 24 0 0 0 0 25 0 0 0 0 26 0 0 0 0 27 0 0 0 0 28 0 0 0 0 29 0 0 0 0 30 0 0 0 0 31 0 0 0 0 32 0 0 0 0 476 20/36 7/25/2024 2:04:11 PM Overlap Program ming(1.5.2.X.1) 1 j 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Table - 1 Inc 1 0 1 0 3 0 5 0 7 0 0 0 0 0 0 0 0 Inc 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 11 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 12 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 13 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 14 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 16 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 17 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 18 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 19 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 20 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 21 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 22 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 23 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 24 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 25 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 26 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 27 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 28 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 29 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 31 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Inc 32 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 1 0 2 0 4 0 6 0 8 0 0 0 0 0 0 0 0 Mod 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 476 21/36 7/25/2024 2:04:11 PM Overlap Program ming(1.5.2.X.1) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Mod 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 11 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 12 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 13 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 14 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 16 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 17 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 18 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 19 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 20 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 21 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 22 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 23 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 24 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 25 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 26 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 27 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 28 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 29 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 31 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Mod 32 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NORMA NORMA NORMA NORMA NORMA NORMA NORMA NORMA NORMA NORMA NORMA NORMA Type L FYA-4 L FYA-4 L FYA-4 L FYA-4 L L L L L L L L Green 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Yellow 3.5 5 3.5 5 3.5 5 3.5 5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 Red 1.5 2 1.5 2 1.5 2 1.5 2 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 Overlap Confl Prog+(1.5.2.X.2) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 476 22/36 7/25/2024 2:04:11 PM Overlap Confl Prog+(1.5.2.X.2) 1 j 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Table - 1 Phs 01 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 02 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 03 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 04 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 05 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 06 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 07 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 08 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 09 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 11 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 12 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 13 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 14 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 16 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 17 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 18 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 19 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 20 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 21 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 22 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 23 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 24 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 25 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 26 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 27 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 28 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 29 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 31 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phs 32 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 476 23/36 7/25/2024 2:04:11 PM Overlap Confl Prog+(1.5.2.X.2) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Olp 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp 11 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp 12 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp 13 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp 14 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp 15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp 16 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp 17 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp 18 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp 19 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp20 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp21 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp22 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp23 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp24 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp 25 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp26 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp27 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp28 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp29 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp 30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp31 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Olp 32 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 1 0 0 0 4 0 6 0 0 0 0 0 0 0 0 0 0 Ped 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 476 24/36 7/25/2024 2:04:11 PM Overlap Confl Prog+(1.5.2.X.2) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Ped 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 11 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 12 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 13 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 14 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 16 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 17 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 18 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 19 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 20 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 21 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 22 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 23 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 24 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 25 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 26 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 27 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 28 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 29 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 31 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ped 32 0 L-1 0 0 0 0 0 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 Overlap Program Params+(1.5.2.X.3) 1 6 7 10 11 12 13 14 15 16 Table - 1 i Leading Green Transit Input 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 FYA Delay Time 0 5 0 5 0 5 0 5 0 0 0 0 0 0 0 0 PedCallClear PedClearTime 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 GoBarNoNext OverrideExcl OverrideYellow X X X X 476 25/36 7/25/2024 2:04:11 PM Overlap Program Params+(1.5.2.X.3) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 RestInWalk PedRecycle GmExtInh 1 GmExtInh 2 GmExtInh 3 GmExtInh 4 GmExtInh 5 GmExtInh 6 GmExtInh 7 GmExtInh 8 GmExtInh 9 GmExtInh 10 GmExtInh 11 GmExtInh 12 GmExtInh 13 GmExtInh 14 GmExtInh 15 GmExtInh 16 GmExtInh 17 GmExtInh 18 GmExtInh 19 GmExtInh 20 GmExtInh 21 GmExtInh 22 GmExtInh 23 GmExtInh 24 GmExtInh 25 GmExtInh 26 GmExtInh 27 GmExtInh 28 GmExtInh 29 GmExtInh 30 GmExtInh 31 GmExtInh 32 FYA VICE Disable FYA Skip Red 476 26/36 7/25/2024 2:04:11 PM Overlap Program Params+(1.5.2.X.3) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 FYA After Preempt . FYA Ext Overlap 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 FYA ImmedReturn X X X X AUXGreenSwap OverrideGreen OverrideRed PedRecall GoBarMinFlash 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 FYAGapMin 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 FYAGapMax 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 FYAGapExt 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 FYAGapDetl 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 FYAGapDet2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 FYAGapDet3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 FYAGapDet4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 FYARedB4Ped RING RING FYAMinTime 0 5 0 5 0 5 0 5 0 0 0 0 0 0 0 0 FYACallPh L-1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 Channels Assignments(1.8.1/2) 14 15 16 17 18 19 20 21 22 23 24 Table - 1 1 PH/OLP # 2 2 4 4 6 6 8 8 9 10 11 12 2 4 6 8 1 3 5 7 0 0 0 0 Type OLP VEH OLP VEH OLP VEH OLP VEH OLP OLP OLP OLP PED PED PED PED PED PED PED PED VEH VEH VEH VEH Flash Red X X X X X X X X X X X X Flash Yellow Flash Green Alt Hz Dim Green Dim Yellow Dim Red Dim Cyc + + + + + + + + + + + + + + + + + + + + + + + + Coordination Modes/Plus(2.1/1.4.1) Value Table - 1 IOpMode 0 476 27/36 7/25/2024 2:04:11 PM Coordination Modes/Plus(2.1/1.4.1) Value ForceOffMode FIXED Correction Mode SHRT/LNG MaximumMode MAX INH Force-Off Plus RESERVED Closed Loop External Latch Sec Frc Stop In Walk Walk Recycle NO—RECYCLE FreeOnSegChang X ExtPattern DynShortway SyncPulsetime 0 Plan A 0 Plan C 0 Easy Float Auto Err Reset X NTCIP Yield Sign + NTCIP Yield 0 Leave Walk Before TIMED Leave Walk After TIMED NoAddedInit PeclCallInh ExtFailPattern 0 ExtOnCommFail Plan B 0 Plan D 0 Patterns(2.4) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 1 15 1 16 1 17118119120121122123124125126127128129130131132 Table - 1 Cycle 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 1 0 0 1 0 1 0 0 1 0 1 0 0 1 0 1 0 1 0 0 1 0 1 0 0 Offset 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Split 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 seqnc 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 Pattern Tran/CoorPhs(2.5/2.6) 476 28/36 7/25/2024 2:04:11 PM 1 1 2 3 4 5 1 6 7 1 8 1 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 Table - 1 Sht 0 0 0 0 0 0 0 1 0 0 1 0 1 0 0 1 0 1 0 0 1 0 1 0 1 0 0 1 0 1 0 0 1 0 1 0 0 1 0 1 0 1 0 0 1 0 1 0 0 Lng 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 17 Dwl 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ely Yld 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 BE BE BE BE BE BE BE BE BE BE BE BE BE BE BE BE BE BE BE BE BE BE BE BE BE BE BE BE BE BE BE BE Off Ref GG GG GG GG GG GG GG GG GG GG GG GG GG GG GG GG GG GG GG GG GG GG GG GG GG GG GG GG GG GG GG GG RN RN RN RN RN RN RN RN RN RN RN RN RN RN RN RN RN RN RN RN RN RN RN RN RN RN RN RN RN RN RN RN Ret Hld Flt Mint/ . MinP . Percentage MI Sh Way 1 Sh Way 2 Sh Way 3 Sh Way 4 Sh Way . Sh Way 6 . Sh Way 7 Sh Way 8 Sh Way 9 Sh Way 10 Sh Way 11 Sh Way 12 Sh Way13 . Sh Way 14 . Sh Way 15 Sh Way 16 Sh Way 17 Sh Way 18 Sh Way 19 Sh Way 20 Sh Way 21 . Sh Way 22 . Sh Way 23 Sh Way 24 476 29/36 7/25/2024 2:04:11 PM Pattern Tra n/C oorPhs(2.5/2.6) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 Sh Way 25 Sh Way 26 Sh Way 27 . Sh Way 28 Sh Way 29 Sh Way 30 Sh Way 31 Sh Way 32 . POpt 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PTime 0 0 1 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 1 0 DetGrp 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Call/Inh 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 ASC 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 CNA1 Max2 Dia DFT DFT DFT DFT DFT DFT DFT DFT DFT DFT DFT DFT DFT DFT DFT DFT DFT DFT DFT DFT DFT DFT DFT DFT DFT DFT DFT DFT DFT DFT DFT DFT Free Ring . Free Ring2 Free Ring3 Free Ringo Free Rings Free Ring6 Free Ring? Free Ring8 Splits Expanded(2.7.X.1) 12 13 14 15 16 Table - 1 Time 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Coord Phase Mode NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Table - 2 Time 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Coord Phase Mode NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Table - 3 (Time 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 476 30/36 7/25/2024 2:04:11 PM Splits Expanded(2.7.X.1) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Coord Phase . Mode I NON I NON I NON I NON I NON I NON I NON I NON I NON I NON I NON I NON I NON I NON I NON NON Table - 4 Time 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Coord Phase Mode I NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Table - 5 Time 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Coord Phase Mode I NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Table - 6 ` Time 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Coord Phase Mode NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Table - 7 Time 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Coord Phase Mode NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Table - 8 Time 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Coord Phase . . . . . . . . . . . . . . . . Mode NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON ble - 9 i ime 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Coord Phase Mode NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Table - 10 Time 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Coord Phase Mode NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Table - 11 ime 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Coord Phase . . . . . . . . . . . . . . . . Mode NON NON NON NON NON NON NON NON NON NON NON I NON NON NON NON NON ble - 12 i ime 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 Coord Phase 476 31/36 7/25/2024 2:04:11 PM Splits Expanded(2.7.X.1) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 (Mode I NON I NON I NON I NON I NON I NON I NON I NON I NON I NON I NON I NON I NON I NON I NON I NON Table - 13 Time 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Coord Phase Mode I NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Table - 14 Time 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 0 1 0 1 0 1 0 1 0 0 Coord Phase Mode NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Table - 15 Time 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Coord Phase . Mode NON NON NON NON I NON NON I NON NON I NON NON I NON I NON NON NON NON NON Table - 16 Time 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Coord Phase Mode NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Table - 17 Time 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Coord Phase Mode NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Table - 18 Time 0 0 0 0 0 0 7 0 0 0 —F-77 0 To I 0 I 0 I 0 I 0 Coord Phase . Mode NON NON NON NON NON NON I NON I NON I NON I NON I NON I NON I NON I NON I NON I NON Table - 19 Time 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Coord Phase Mode NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Table - 20 Time 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Coord Phase Mode NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Table - 21 Time 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Coord Phase Mode NON NON NON NON I NON I NON I NON NON I NON NON I NON NON NON NON NON NON 476 32/36 7/25/2024 2:04:11 PM Splits Expanded(2.7.X.1) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Table - 22 Time 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Coord Phase Mode NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Table - 23 Time 07 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Coord Phase Mode I NON NON NON NON NON NON I NON NON NON NON NON NON NON NON NON NON Table - 24 Time 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Coord Phase Mode I NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Table - 25 Time 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Coord Phase Mode NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD Table - 26 ` MIM Time 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Coord Phase . Mode NVD �NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD Table - 27 Time 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Coord Phase Mode NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD Table - 28 Time 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Coord Phase Mode NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD Table - 29 Time 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Coord Phase Mode NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD Table - 30 Time 0 0 0 0 0 0 0 TL0- 0 0 0 0 0 0 0 0 Coord Phase Mode NVD NVD NVD NVD NVD NVD NVD I NVD NVD NVD NVD NVD NVD NVD NVD NVD Table - 31 476 33/36 7/25/2024 2:04:11 PM Splits Expanded(2.7.X.1) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Time 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Coord Phase Mode NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD Table - 32 Time 0 0 0 0 0 l u l 0 l u l 0 0 0 ��� Coord Phase Mode NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD NVD I NVD I NVD NVD NVD Adv Schedule(4.3) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 Table - 1 Sun X Mon X . Tue X . Wed X Thu X Fri X Sat X Jan X X X Feb X X X Mar X X X . Apr X X X . May X X X Jun X X X Jul X X X Aug X X X Sep X X X Oct X X X Nov X X X . Dec X X X . 01 X X X 02 X X X 03 X X X 04 X X X 05 X X X 06 X X X 07 X X X 476 34/36 7/25/2024 2:04:11 PM Adv Schedule(4.3) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 08 X X X . 09 X X X 10 X X X . 11 X X X 12 X X X 13 X X X 14 X X X 15 X X X . 16 X X x . 17 X X X 18 X X X 19 X X X 20 X X X 21 X X X 22 X X X 23 X X X . 24 X X x . 25 X X X 26 X X X 27 X X X 28 X X X 29 X X X 30 X X X 31 X X X . Plan 1 2 3 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 Day Plan(4.4) JL 1 2 3 4 5 7 8 � 10 11 12 13 14 15 16 17 18 19 20 Table - 1 Hour 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Minute 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Action 33 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Table - 2 Hour 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Minute 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Action 33 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Table - 3 476 35/36 7/25/2024 2:04:11 PM Day Plan(4.4) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 Hour 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Minute 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Action 33 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Actions(4.5) 1 2 3 4 5 6 7 1 8 1 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 Table - 1 Pattern 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 254 Aux 1 Aux 2 Aux 3 Special 1 . Special 2 . Special 3 Special 4 Special 5 Special 6 Special 7 Special 8 Pre1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Pre2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 476 36/36 7/25/2024 2:04:11 PM Appendix C Existing Traffic Count Data Type of peak hour being reported:Intersection Peak Method for determining peak hour:Total Entering Volume LOCATION: N Black Cat Rd--W Ustick Rd QC JOB#: 16583101 CITY/STATE: Meridian, ID DATE:Wed, May 12024 247 221 Peak-Hour:7:10 AM--8:10 AM 3.6 11.8 • + Peak 15-Min:7:35 AM--7:50 AM + + 45 141 61L -1 6. 2.8 3.3 J 4 t J + t 4584. 44 t t 43 4. 481 3.74.6.8t ; 18.64. 5.2 382 + 10-ml 4. 384 5.5 + 3.1 456+ 30 i r 54 + 524 53 + 0 'a r 9.3 + 4.8 9 134 * � -16.9 1+.2 } F_ 225 244 QC 4 7.8 TRUE DATA TO IMPROVE MOBI LITV 110 - 0 0 0 L i r f t n � 0 � � 4. 0 0 1 r 0 4ml F_ s— w r F 0 0 0 0 J w +A 4 L J r NSA ~ N/A+ ■ N/A ` N/A r N/A r + /A + � � 4 N/A r 5-Min Count N Black Cat Rd N Black Cat Rd W Ustick Rd W Ustick Rd 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 7:00 AM 0 9 12 0 4 6 0 0 0 11 1 0 2 16 0 0 61 7:05 AM 2 10 3 0 3 12 2 0 6 11 1 0 1 14 3 0 68 7:10 AM 2 9 4 0 5 17 0 0 6 13 5 0 9 26 3 0 99 7:15 AM 1 10 8 0 7 7 3 0 1 29 2 0 10 26 0 0 104 7:20 AM 4 12 6 0 3 12 1 0 3 29 0 0 3 23 8 0 104 7:25 AM 0 10 12 0 6 12 3 0 3 31 0 0 2 32 2 0 113 7:30 AM 1 9 10 0 6 7 2 0 1 37 2 0 3 43 3 0 124 7:35 AM 8 13 9 0 4 14 9 0 2 34 1 0 4 42 5 0 145 7:40 AM 2 11 3 0 5 14 9 0 4 32 5 0 5 53 4 0 147 7:45 AM 9 9 5 0 9 12 9 0 6 44 2 0 0 47 1 0 153 7:50 AM 0 16 6 0 6 8 5 0 4 43 5 0 5 36 3 0 137 7:55 AM 1 18 6 0 4 20 1 0 6 33 3 0 3 21 5 0 121 1376 8:00 AM 1 10 7 0 3 6 3 0 7 31 2 0 6 19 3 0 98 1413 8:05 AM 0 7 5 0 3 12 0 0 1 26 3 0 4 16 6 0 83 1428 8:10 AM 0 11 9 0 3 13 3 0 5 30 4 0 6 6 3 0 93 1422 8:15 AM 1 12 8 0 5 6 4 0 10 28 1 0 5 14 2 0 96 1414 8:20 AM 1 13 2 0 6 11 1 0 2 14 0 0 3 18 2 0 73 1383 8:25 AM 0 4 3 0 3 12 0 0 0 10 0 0 10 19 3 0 64 1334 8:30 AM 1 16 7 0 4 15 2 0 5 29 1 0 4 17 3 0 104 1314 8:35 AM 2 10 7 0 5 9 2 0 5 13 6 0 9 13 4 0 85 1254 8:40 AM 1 12 6 0 2 16 1 0 3 29 4 0 5 16 3 0 98 1205 8:45 AM 0 14 14 0 5 12 2 0 0 12 3 0 5 7 3 0 77 1129 8:50 AM 0 20 15 0 3 17 0 0 4 21 1 0 8 10 4 0 103 1095 8:55 AM 2 18 15 0 2 12 1 0 3 11 0 0 4 8 4 0 80 1054 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 76 132 68 0 72 160 108 0 48 440 32 0 36 568 40 0 1780 Heavy Trucks 8 8 8 4 4 8 0 28 0 0 8 4 80 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 5/7/2024 1:21 PM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212 Page 1 of 1 Type of peak hour being reported:Intersection Peak Method for determining peak hour:Total Entering Volume LOCATION: N Black Cat Rd--W Ustick Rd QC JOB#: 16583102 CITY/STATE: Meridian, ID DATE:Wed, May 12024 241 307 Peak-Hour:4:25 PM--5:25 PM 37 2 • + Peak 15-Min:4:25 PM--4:40 PM + + J 162 `3L 1.1 4 L 493 4. 24 J t 72 4. 594 3 f 0 J - t 4.2 f 2.7 229+ 10-%] 4. 416 1.7 4.2.6 271+ 18 Y { 106 + 352 2.2 + 11.1"i r 1.9+ 2 41 211 80 F ` 1 } 286 332 QC 2.1 0.9 TRUE DATA TO IMPROVE MOBI LITV 110 —14, 0 0 L i •' « t 0 t t 0 0 4. 0 n � 0 i � 4. 0 0 Y { 0 4ml F_ 1— h '' F 0 0 0 0 J w +A 4 L J r NSA ~ t J L N/A+ ■ N/A ` N/A r N/A + /A + � � 4 N/A r 5-Min Count N Black Cat Rd N Black Cat Rd W Ustick Rd W Ustick Rd 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 1 8 8 0 2 5 0 0 3 11 2 0 17 30 7 0 94 4:05 PM 5 15 10 0 1 14 0 0 2 13 1 0 13 25 9 0 108 4:10PM 1 17 4 1 6 6 2 0 6 9 2 0 9 44 6 0 113 4:15 PM 6 9 8 0 2 7 3 0 2 16 3 0 11 32 5 0 104 4:20 PM 3 20 3 0 2 17 3 0 1 16 2 0 8 26 5 0 106 4:25 PM 4 23 10 0 3 14 4 0 1 26 3 0 13 37 7 0 145 4:30 PM 4 19 9 0 5 13 1 0 4 21 0 0 4 32 4 0 116 4:35 PM 2 18 5 0 4 13 1 0 4 16 3 0 6 38 3 0 113 4:40 PM 5 15 9 0 5 12 4 0 0 18 2 0 8 34 11 0 123 4:45 PM 1 14 7 0 2 13 2 0 2 18 1 0 10 38 5 0 113 4:50 PM 1 19 2 0 5 12 8 0 2 17 3 0 3 33 8 0 113 4:55 PM 4 11 5 0 2 9 6 0 0 17 2 0 14 41 4 0 115 1363 5:00 PM 1 16 5 0 3 12 1 0 5 19 0 0 8 39 10 0 119 1388 5:05 PM 4 21 5 0 3 16 1 0 2 22 1 0 12 24 4 0 115 1395 5:10 PM 1 11 8 0 1 9 4 0 1 16 1 0 12 40 4 0 108 1390 5:15 PM 8 23 7 0 5 16 2 0 1 20 1 0 7 33 8 0 131 1417 5:20 PM 6 21 8 0 5 23 2 0 2 19 1 0 9 27 4 0 127 1438 5:25 PM 6 20 8 0 0 14 4 0 3 17 3 0 13 35 5 0 128 1421 5:30 PM 4 15 10 0 2 12 4 0 0 16 3 0 6 35 9 0 116 1421 5:35 PM 2 17 5 0 1 9 1 0 4 21 4 0 7 36 5 0 112 1420 SAO PM 5 17 6 0 6 10 3 0 1 14 1 0 5 32 14 0 114 1411 5:45 PM 4 19 6 0 3 10 2 0 6 16 2 0 8 29 9 0 114 1412 5:50 PM 4 19 5 0 6 13 1 0 4 9 2 0 11 34 5 0 113 1412 5:55 PM 3 16 2 0 1 15 2 0 5 17 0 0 8 31 7 0 107 1404 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 40 240 96 0 48 160 24 0 36 252 24 0 92 428 56 0 1496 Heavy Trucks 0 0 0 0 4 0 0 12 4 4 24 4 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 5/7/2024 1:21 PM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212 Page 1 of 1 Type of peak hour being reported:Intersection Peak Method for determining peak hour:Total Entering Volume LOCATION: Morgan Grove Ln --W Ustick Rd QC JOB#: 16583103 CITY/STATE: Ada, ID DATE:Wed, May 12024 0 0 Peak-Hour:7:05 AM--8:05 AM 0 0 • + Peak 15-Min:7:50 AM--8:05 AM } 0 0 0 0 0 0 Y J } Y 04. 0 J L 04. 3 0 f 0 J t 0 f 0 0 + « 0 0 + « 0 r 3 + 8 0 + 0 -a r 0 + 0 � •o 0 ► � � + 0 4 s QC 0 0 TRUE DATA TO IMPROVE MOBI LITV 1 � � r 0 0 0L �}y � Y O t 0t � t 0 � � 0 0 < f 0 0 1 r 0 4ml F_ w * r F 0 0 0 0 N/A N/A Y N/A+ ■ N/A 4 N/A r <4> N/A i r i r } /A } � I � N/A r 5-Min Count Morgan Grove Ln Morgan Grove Ln W Ustick Rd W Ustick Rd 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 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 7:05 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:10AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:20 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 7:25 AM 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:35 AM 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 2 7:40 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:50 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 7:55 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 10 8:00 AM 0 0 2 0 0 0 0 0 0 0 0 0 1 0 0 0 3 12 8:05 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11 8:10AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11 8:15AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11 8:20 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 8:25 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8:35 AM 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 2 8 8:40 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 8:45AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 8:50 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 8:55 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 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 12 0 0 0 0 0 0 0 4 0 4 0 0 0 20 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 0 0 0 Scooters Comments: Report generated on 5/7/2024 1:21 PM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212 Page 1 of 1 Type of peak hour being reported:Intersection Peak Method for determining peak hour:Total Entering Volume LOCATION: Morgan Grove Ln --W Ustick Rd QC JOB#: 16583104 CITY/STATE: Ada, ID DATE:Wed, May 12024 0 0 Peak-Hour:4:00 PM--5:00 PM 0 0 • + Peak 15-Min:4:25 PM--4:40 PM + * L 0 0 0 0 0 0 + Y J Y 04. 0 t t 04. 1 04. 0 J t 04. 0 0 + ❑050 « 0 0 + 11110 « 0 0 + 0 z r 1 + 3 0 + 0 -a r 0 + 0 � • o ► � � + o 1 3 QC 0 0 TRUE DATA TO IMPROVE MOBI LITV 1 � � r 0 0 0L �}y � Y O t 0t � t 0 � t 0 0 < f 0 0 1 r 0 4ml F_ w * r F 0 0 0 0 J w +A 4 L J N/A Y N/A+ ■ ♦ N/A 4 N/A r <4> N/A i r 1 r + /A * � � 4 N/A r 5-Min Count Morgan Grove Ln Morgan Grove Ln W Ustick Rd W Ustick Rd 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 4:00PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:05PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:10PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:20 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:25 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:35 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 4:40PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:50 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:55 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 5:00PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 5:05PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 S:10 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:15PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 S:20 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:25 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 3 S:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:35 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 3 SAO PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 5:45PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 S:SO PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 5:55 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 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 4 0 0 0 0 0 0 0 0 0 4 0 0 0 8 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 0 0 0 Scooters Comments: Report generated on 5/7/2024 1:21 PM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212 Page 1 of 1 Type of peak hour being reported:Intersection Peak Method for determining peak hour:Total Entering Volume LOCATION: N Christian Wy--W Ustick Rd QC JOB#: 16583105 CITY/STATE: Meridian, ID DATE:Wed, May 12024 0 0 Peak-Hour:7:05 AM--8:05 AM 0 0 • + Peak 15-Min:7:35 AM--7:50 AM } 0 0 0 0 0 0 Y J } Y 10 « 0 J L 04. 2 0 f 0 J t 0 f 0 o + ❑°m 4. o o + 11110 « o 3 + 3 i r 2 + 12 0 + 0 'a r 0 + 0 5 22 QC 0 0 TRUE DATA TO IMPROVE MOBI LITV 14m* � r 0 0 0L i � Y 0 t t 0 0 J 4. 0 n � 0 + � 4. 0 0 1 i 0 4ml F_ w * r F 0 0 0 0 N/A N/A Y N/A+ ■ N/A 4 N/A r <4> N/A 1 r } /A } � 1 � N/A r 5-Min Count N Christian Wy N Christian Wy W Ustick Rd W Ustick Rd 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 7:00 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 7:05 AM 1 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 3 7:10AM 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7:15AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:20 AM 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 3 7:25 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:30 AM 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 2 7:35 AM 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7:40 AM 3 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 5 7:45 AM 0 0 2 0 0 0 0 0 0 0 1 0 0 0 0 0 3 7:50 AM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7:55 AM 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 2 26 8:00 AM 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 2 27 8:05 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 25 8:10 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 24 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23 8:20 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 21 8:25 AM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 2 22 8:30 AM 0 0 2 0 0 0 0 0 0 0 1 0 0 0 0 0 3 23 8:35 AM 0 0 3 0 0 0 0 0 0 0 0 0 1 0 0 0 4 25 8:40 AM 1 0 2 0 0 0 0 0 0 0 0 0 1 0 0 0 4 24 8:45 AM 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 2 23 8:50 AM 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 24 8:55 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 23 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 20 0 12 0 0 0 0 0 0 0 8 0 0 0 0 0 40 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 0 0 0 Scooters Comments: Report generated on 5/7/2024 1:21 PM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212 Page 1 of 1 Type of peak hour being reported:Intersection Peak Method for determining peak hour:Total Entering Volume LOCATION: N Christian Wy--W Ustick Rd QC JOB#: 16583106 CITY/STATE: Meridian, ID DATE:Wed, May 12024 0 0 Peak-Hour:4:00 PM--5:00 PM 0 0 • + Peak 15-Min:4:45 PM--5:00 PM + 0 0 0 0 0 0 Y J Y 24. 0 J L 04. 1S 50 f 0 J ; 0 f 0 0 + ❑°� « 0 0 + 4. 0 6 + 6 i r 15 + 10 0 + 0 -a r 0 + 20 � • o 10► � � 50+ o 20 21 12 QC 0 25 TRUE DATA TO IMPROVE MOBI LITV 1 � � r 0 0 0L �}y � Y O t 0t � t 0 � ; 0 0 < t 0 0 1 i 0 4ml F_ w * r F 0 0 0 0 J w +A 4 L J Ns_A Y N/A+ ■ N/A 4 N/A r <4> N/A i i r i r + /A + � 1 � N/A r 5-Min Count N Christian Wy N Christian Wy W Ustick Rd W Ustick Rd 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 4:00PM 0 0 1 0 0 0 0 0 0 0 1 0 4 0 0 0 6 4:05PM 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 2 4:10PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 4:15PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 4:20 PM 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 2 4:25 PM 0 0 2 0 0 0 0 0 0 0 2 0 0 0 0 0 4 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 4:35 PM 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 2 4:40PM 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 2 4:45PM 1 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 3 4:50 PM 0 0 0 0 0 0 0 0 0 0 0 0 4 0 0 0 4 4:55 PM 0 0 2 0 0 0 0 0 0 0 1 0 2 0 0 0 5 33 5:00 PM 0 0 1 0 0 0 0 0 0 0 1 0 1 0 0 0 3 30 5:05 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 28 5:10PM 0 0 2 0 0 0 0 0 0 0 0 0 2 0 0 0 4 31 SAS PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 30 5:20 PM 1 0 1 0 0 0 0 0 0 0 1 0 1 0 0 0 4 32 S:25 PM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 2 30 5:30 PM 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 2 31 S:35 PM 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 3 32 5:40PM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 31 SAS PM 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 2 30 5:50 PM 1 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 4 30 5:55 PM 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 2 27 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 4 0 8 0 0 0 0 0 0 0 12 0 24 0 0 0 48 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 0 0 0 Scooters Comments: Report generated on 5/7/2024 1:22 PM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212 Page 1 of 1 Type of peak hour being reported:Intersection Peak Method for determining peak hour:Total Entering Volume LOCATION: N Black Cat Rd--W Charles St QC JOB#: 16583113 CITY/STATE: Meridian, ID DATE:Wed, May 12024 324 252 Peak-Hour:7:15 AM--8:15 AM 22 71 a Peak 15-Min:7:20 AM--7:35 AM I t ► f7 L J r f Y 21 « 20 J t 04. 0 4.8 f 0 J t 0 f 0 0 + ❑°� « 0 0 + 00 « 0 61 + 41 i P 0 + 0 3.3 + 4.9'a r 0 + 0 14 232 } F � ` 8 358 246 QC 2.5 7.7 TRUE DATA TO IMPROVE MOBI LITV 0 0 0 4, L f Y 7 t J � O J � 0 2 0 i f 0 0 Y i 0 h A F F_ 1 0 0 t 1 N/A N/A J ; Y N/A+ ■ N/A N/A r <4> N/A F-1 a /A � � � 4 /A r 5-Min Count N Black Cat Rd N Black Cat Rd W Charles St W Charles St 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 7:00 AM 1 14 0 0 0 21 0 0 3 0 5 0 0 0 0 0 44 7:05 AM 0 13 0 0 0 22 0 0 0 0 0 0 0 0 0 0 35 7:10 AM 2 21 0 0 0 24 0 0 0 0 4 0 0 0 0 0 51 7:15 AM 1 15 0 0 0 36 0 0 1 0 1 0 0 0 0 0 54 7:20 AM 0 23 0 0 0 29 0 0 0 0 3 0 0 0 0 0 55 7:25 AM 2 28 0 0 0 19 0 0 1 0 4 0 0 0 0 0 54 7:30 AM 1 24 0 0 0 28 0 0 1 0 11 0 0 0 0 0 65 7:35 AM 1 18 0 0 0 25 0 0 3 0 6 0 0 0 0 0 53 7:40 AM 1 21 0 0 0 25 0 0 4 0 3 0 0 0 0 0 54 7:45 AM 0 16 0 0 0 27 2 0 2 0 0 0 0 0 0 0 47 7:50 AM 2 21 0 0 0 20 2 0 2 0 6 0 0 0 0 0 53 7:55 AM 1 22 0 0 0 32 0 0 1 0 2 0 0 0 0 0 58 623 8:00 AM 2 11 0 0 0 19 1 0 2 0 1 0 0 0 0 0 36 615 8:05 AM 1 14 0 0 0 28 1 0 1 0 1 0 0 0 0 0 46 626 8:10 AM 2 19 0 0 0 29 1 0 2 0 3 0 0 0 0 0 56 1 631 8:15 AM 2 17 0 0 0 21 1 0 1 0 5 0 0 0 0 0 47 624 8:20 AM 1 10 0 0 0 21 0 0 1 0 3 0 0 0 0 0 36 605 8:25 AM 2 24 0 0 0 17 1 0 1 0 2 0 0 0 0 0 47 598 8:30 AM 1 20 0 0 0 32 2 0 0 0 3 0 0 0 0 0 58 591 8:35 AM 0 19 0 0 0 29 2 0 2 0 4 0 0 0 0 0 56 594 8:40 AM 0 17 0 0 0 22 0 0 2 0 5 0 0 0 0 0 46 586 8:45 AM 1 22 0 0 0 36 1 0 3 0 4 0 0 0 0 0 67 606 8:50 AM 2 31 0 0 0 29 0 0 9 0 4 0 0 0 0 0 75 628 8:55 AM 0 31 0 0 0 11 1 0 3 0 1 0 0 0 0 0 47 617 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 12 300 0 0 0 304 0 0 8 0 72 0 0 0 0 0 696 Heavy Trucks 0 8 0 0 0 0 0 0 8 0 0 0 16 Buses Pedestrians 0 0 24 0 24 Bicycles 4 0 0 0 0 0 0 0 0 0 0 0 4 Scooters Comments: Report generated on 5/7/2024 1:22 PM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212 Page 1 of 1 Type of peak hour being reported:Intersection Peak Method for determining peak hour:Total Entering Volume LOCATION: N Black Cat Rd--W Charles St QC JOB#: 16583114 CITY/STATE: Meridian, ID DATE:Wed, May 12024 319 408 Peak-Hour:4:35 PM--5:35 PM 2.5 1.5 + + Peak 15-Min:5:20 PM--5:35 PM + 2990 Y L r9 Y L M 4. M J t 0 4. 0 3.8 f 0 J t 0 f 0 0 r Fogil 4. 0 0 r 00 4. 0 54 + 34 i f 0 + 0 0 + 0 i r 0 + 0 324 437 QC 1.9 1.6 TRUE DATA TO IMPROVE MOBI LITV 1 � 0 0 0 4, L + Y J0 J "' 0 0 t t 1 0 i f 0 0 i i 0 F F_ 0 0 0 J w +A 4 L J N/A Y t J L f 4 N/A+ ■ N/A N/A+ N/A F-1 + /A + N/A r 5-Min Count N Black Cat Rd N Black Cat Rd W Charles St W Charles St 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 1 28 0 0 0 21 6 0 1 0 1 0 0 0 0 0 58 4:05 PM 5 26 0 0 0 31 5 0 0 0 0 0 0 0 0 0 67 4:10 PM 5 24 0 0 0 22 5 0 1 0 1 0 0 0 0 0 58 4:15 PM 2 32 0 0 0 19 4 0 2 0 2 0 0 0 0 0 61 4:20 PM 4 34 0 0 0 21 1 1 1 0 2 0 0 0 0 0 64 4:25 PM 3 42 0 0 0 32 3 0 0 0 2 0 0 0 0 0 82 4:30 PM 5 34 0 0 0 19 1 0 0 0 2 0 0 0 0 0 61 4:35 PM 3 34 0 0 0 29 4 0 0 0 4 0 0 0 0 0 74 4:40 PM 4 26 0 0 0 15 5 0 3 0 4 0 0 0 0 0 57 4:45 PM 7 36 0 0 0 17 1 0 1 0 4 0 0 0 0 0 66 4:50 PM 3 27 0 0 0 23 2 0 1 0 2 0 0 0 0 0 58 4:55 PM 4 24 0 0 0 26 1 0 2 0 2 0 0 0 0 0 59 765 5:00 PM 6 38 0 0 0 28 2 0 3 0 5 0 0 0 0 0 82 789 5:05 PM 2 28 0 0 0 25 4 0 0 0 1 0 0 0 0 0 60 782 5:10 PM 3 40 0 0 0 23 2 0 1 0 0 0 0 0 0 0 69 793 5:15 PM 1 34 0 0 0 22 0 0 3 0 3 0 0 0 0 0 63 795 5:20 PM 5 36 0 0 0 26 4 0 1 0 0 0 0 0 0 0 72 803 5:25 PM 5 40 0 0 0 28 3 0 4 0 6 0 0 0 0 0 86 807 5:30 PM 6 25 0 0 0 28 1 0 1 0 3 0 0 0 0 0 64 810 5:35 PM 4 34 0 0 0 13 6 0 0 0 5 0 0 0 0 0 62 798 5:40 PM 5 34 0 0 0 15 2 1 1 0 2 0 0 0 0 0 60 801 5:45 PM 2 36 0 0 0 18 2 0 2 0 4 0 0 0 0 0 64 799 S:SO PM 6 28 0 0 0 24 1 0 2 0 5 0 0 0 0 0 66 807 5:55 PM 6 35 0 0 1 0 19 1 0 1 0 0 0 0 0 0 0 62 1 810 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 64 404 0 0 0 328 32 0 24 0 36 0 0 0 0 0 888 Heavy Trucks 0 0 0 0 8 0 0 0 0 0 0 0 8 Buses Pedestrians 0 0 0 4 4 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Scooters Comments: Report generated on 5/7/2024 1:22 PM SOURCE:Quality Counts,LLC(http://www.qualitycounts.net)1-877-580-2212 Page 1 of 1 Appendix D Year 2024 Existing Traffic Operations Worksheets HCM Signalized Intersection Capacity Analysis 26567 - Dayspring Subdivision TIS 101: McDermott Rd & Ustick Road Year 2024 Existing Weekday AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t r t r 1 T Traffic Volume(vph) 11 350 9 5 432 27 75 5 42 49 1 74 Future Volume(vph) 11 350 9 5 432 27 75 5 42 49 1 74 Ideal Flow(vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time(s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.87 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow(prot) 1710 1698 1530 1710 1731 1530 1710 1561 1710 1533 Flt Permitted 0.31 1.00 1.00 0.42 1.00 1.00 0.58 1.00 0.72 1.00 Satd. Flow(perm) 562 1698 1530 757 1731 1530 1048 1561 1300 1533 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow(vph) 12 389 10 6 480 30 83 6 47 54 1 82 RTOR Reduction(vph) 0 0 6 0 0 19 0 39 0 0 71 0 Lane Group Flow(vph) 12 389 4 6 480 11 83 14 0 54 12 0 Heavy Vehicles(%) 0% 6% 0% 0% 4% 0% 0% 0% 0% 0% 0% 0% Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 1 6 5 2 3 8 7 4 Permitted Phases 6 6 2 2 8 4 Actuated Green,G(s) 23.2 22.4 22.4 23.2 22.4 22.4 15.7 9.9 12.3 8.2 Effective Green,g(s) 23.2 22.4 22.4 23.2 22.4 22.4 15.7 9.9 12.3 8.2 Actuated g/C Ratio 0.38 0.37 0.37 0.38 0.37 0.37 0.26 0.16 0.20 0.13 Clearance Time(s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 228 621 560 299 633 560 331 252 288 205 v/s Ratio Prot c0.00 0.23 0.00 c0.28 c0.02 0.01 0.01 0.01 v/s Ratio Perm 0.02 0.00 0.01 0.01 c0.04 0.03 v/c Ratio 0.05 0.63 0.01 0.02 0.76 0.02 0.25 0.05 0.19 0.06 Uniform Delay,d1 12.4 16.0 12.3 12.0 17.0 12.4 17.8 21.7 20.2 23.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 0.1 2.0 0.0 0.0 5.2 0.0 0.4 0.1 0.3 0.1 Delay(s) 12.5 17.9 12.3 12.0 22.2 12.4 18.2 21.8 20.5 23.3 Level of Service B B B B C B B C C C Approach Delay(s/veh) 17.6 21.5 19.6 22.2 Approach LOS B C B C Intersection Summary HCM 2000 Control Delay(s/veh) 20.1 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.56 Actuated Cycle Length(s) 61.2 Sum of lost time(s) 24.0 Intersection Capacity Utilization 45.1% ICU Level of Service A Analysis Period(min) 15 c Critical Lane Group Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 1 HCM 6th Signalized Intersection Summary 26567 - Dayspring Subdivision TIS 101: McDermott Rd & Ustick Road Year 2024 Existing Weekday AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t r t r 1� T Traffic Volume(veh/h) 11 350 9 5 432 27 75 5 42 49 1 74 Future Volume(veh/h) 11 350 9 5 432 27 75 5 42 49 1 74 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow,veh/h/In 1800 1716 1800 1800 1744 1800 1800 1800 1800 1800 1800 1800 Adj Flow Rate,veh/h 12 389 10 6 480 30 83 6 47 54 1 82 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 0 6 0 0 4 0 0 0 0 0 0 0 Cap,veh/h 252 607 539 311 604 528 317 20 157 339 2 149 Arrive On Green 0.02 0.35 0.35 0.01 0.35 0.35 0.07 0.11 0.11 0.05 0.10 0.10 Sat Flow,veh/h 1714 1716 1525 1714 1744 1525 1714 176 1377 1714 18 1510 Grp Volume(v),veh/h 12 389 10 6 480 30 83 0 53 54 0 83 Grp Sat Flow(s),veh/h/In 1714 1716 1525 1714 1744 1525 1714 0 1552 1714 0 1528 Q Serve(g_s),s 0.2 9.6 0.2 0.1 12.6 0.7 2.2 0.0 1.6 1.4 0.0 2.6 Cycle Q Clear(g_c),s 0.2 9.6 0.2 0.1 12.6 0.7 2.2 0.0 1.6 1.4 0.0 2.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.89 1.00 0.99 Lane Grp Cap(c),veh/h 252 607 539 311 604 528 317 0 177 339 0 150 V/C Ratio(X) 0.05 0.64 0.02 0.02 0.80 0.06 0.26 0.00 0.30 0.16 0.00 0.55 Avail Cap(c_a),veh/h 462 2971 2641 533 3019 2641 538 0 672 552 0 631 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay(d),s/veh 12.0 13.7 10.7 11.5 15.0 11.1 18.6 0.0 20.7 18.9 0.0 21.8 Incr Delay(d2),s/veh 0.1 1.1 0.0 0.0 2.4 0.0 0.4 0.0 0.9 0.2 0.0 3.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/In 0.1 2.9 0.1 0.0 4.0 0.2 0.7 0.0 0.5 0.5 0.0 0.9 Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 12.1 14.9 10.7 11.5 17.4 11.1 19.1 0.0 21.6 19.1 0.0 25.0 LnGrp LOS B B B B B B B C B C Approach Vol,veh/h 411 516 136 137 Approach Delay,s/veh 14.7 17.0 20.1 22.7 Approach LOS B B C C Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 6.8 23.6 9.5 11.0 6.4 24.0 8.7 11.8 Change Period (Y+Rc),s 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Max Green Setting(Gmax),s 7.0 88.0 10.0 21.0 7.0 88.0 9.0 22.0 Max Q Clear Time(g_c+11),s 2.2 14.6 4.2 4.6 2.1 11.6 3.4 3.6 Green Ext Time(p-c),s 0.0 3.0 0.1 0.3 0.0 2.3 0.0 0.2 Intersection Summary HCM 6th Ctrl Delay,s/veh 17.2 HCM 6th LOS B Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 2 HCM Signalized Intersection Capacity Analysis 26567 - Dayspring Subdivision TIS 102: Black Cat Road & Ustick Road Year 2024 Existing Weekday AM Peak Hour ---* --I, "r *-- ',- t /A- Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1� 1: 1� T Traffic Volume(vph) 44 382 30 54 384 43 29 134 81 61 141 45 Future Volume(vph) 44 382 30 54 384 43 29 134 81 61 141 45 Ideal Flow(vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time(s) 6.0 6.0 6.0 6.0 6.0 5.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.98 1.00 0.94 1.00 0.96 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow(prot) 1598 1702 1569 1695 1598 1578 1660 1668 Flt Permitted 0.25 1.00 0.28 1.00 0.50 1.00 0.31 1.00 Satd. Flow(perm) 417 1702 463 1695 839 1578 550 1668 Peak-hour factor, PHF 0.78 0.78 0.78 0.74 0.74 0.74 0.85 0.85 0.85 0.73 0.73 0.73 Adj. Flow(vph) 56 490 38 73 519 58 34 158 95 84 193 62 RTOR Reduction(vph) 0 2 0 0 2 0 0 17 0 0 8 0 Lane Group Flow(vph) 56 526 0 73 575 0 34 236 0 84 247 0 Heavy Vehicles(%) 7% 5% 0% 9% 3% 19% 7% 11% 2% 3% 3% 7% Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases 1 6 5 2 3 8 7 4 Permitted Phases 6 2 8 4 Actuated Green,G(s) 50.8 45.7 52.0 46.3 25.7 22.0 31.3 24.3 Effective Green,g(s) 50.8 45.7 52.0 46.3 25.7 22.0 31.3 24.3 Actuated g/C Ratio 0.49 0.44 0.50 0.45 0.25 0.21 0.30 0.24 Clearance Time(s) 6.0 6.0 6.0 6.0 6.0 5.0 6.0 6.0 Vehicle Extension(s) 2.0 3.0 2.0 3.0 2.0 3.0 2.0 3.0 Lane Grp Cap(vph) 263 752 293 758 235 335 241 391 v/s Ratio Prot 0.01 0.31 c0.01 c0.34 0.01 c0.15 c0.02 c0.15 v/s Ratio Perm 0.09 0.11 0.03 0.08 v/c Ratio 0.21 0.70 0.25 0.76 0.14 0.71 0.35 0.63 Uniform Delay,d1 16.0 23.3 15.2 23.9 29.9 37.7 27.2 35.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 0.1 2.9 0.2 4.4 0.1 6.6 0.3 3.3 Delay(s) 16.2 26.2 15.4 28.2 30.0 44.3 27.5 38.8 Level of Service B C B C C D C D Approach Delay(s/veh) 25.2 26.8 42.6 36.0 Approach LOS C C D D Intersection Summary HCM 2000 Control Delay(s/veh) 30.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.69 Actuated Cycle Length(s) 103.4 Sum of lost time(s) 24.0 Intersection Capacity Utilization 64.2% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 3 HCM 6th Signalized Intersection Summary 26567 - Dayspring Subdivision TIS 102: Black Cat Road & Ustick Road Year 2024 Existing Weekday AM Peak Hour ---* --I, --* 1- -4- ',- t /A- Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1� 1: 1� T Traffic Volume(veh/h) 44 382 30 54 384 43 29 134 81 61 141 45 Future Volume(veh/h) 44 382 30 54 384 43 29 134 81 61 141 45 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow,veh/h/In 1702 1730 1800 1674 1758 1533 1702 1646 1772 1758 1758 1702 Adj Flow Rate,veh/h 56 490 38 73 519 58 34 158 95 84 193 62 Peak Hour Factor 0.78 0.78 0.78 0.74 0.74 0.74 0.85 0.85 0.85 0.73 0.73 0.73 Percent Heavy Veh, % 7 5 0 9 3 19 7 11 2 3 3 7 Cap,veh/h 221 592 46 251 590 66 237 195 117 236 286 92 Arrive On Green 0.05 0.37 0.37 0.05 0.38 0.38 0.03 0.20 0.20 0.06 0.22 0.22 Sat Flow,veh/h 1621 1585 123 1594 1553 174 1621 963 579 1674 1275 409 Grp Volume(v),veh/h 56 0 528 73 0 577 34 0 253 84 0 255 Grp Sat Flow(s),veh/h/In 1621 0 1708 1594 0 1727 1621 0 1541 1674 0 1684 Q Serve(g_s),s 1.6 0.0 21.2 2.1 0.0 23.6 1.2 0.0 11.9 3.0 0.0 10.5 Cycle Q Clear(g_c),s 1.6 0.0 21.2 2.1 0.0 23.6 1.2 0.0 11.9 3.0 0.0 10.5 Prop In Lane 1.00 0.07 1.00 0.10 1.00 0.38 1.00 0.24 Lane Grp Cap(c),veh/h 221 0 638 251 0 655 237 0 312 236 0 377 V/C Ratio(X) 0.25 0.00 0.83 0.29 0.00 0.88 0.14 0.00 0.81 0.36 0.00 0.68 Avail Cap(c_a),veh/h 554 0 992 568 0 1003 589 0 916 564 0 979 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay(d),s/veh 17.0 0.0 21.5 16.4 0.0 21.9 23.1 0.0 28.8 23.0 0.0 26.9 Incr Delay(d2),s/veh 0.2 0.0 3.5 0.2 0.0 6.1 0.1 0.0 5.0 0.3 0.0 2.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/In 0.5 0.0 7.8 0.7 0.0 9.1 0.4 0.0 4.5 1.1 0.0 4.0 Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 17.3 0.0 25.0 16.6 0.0 28.0 23.2 0.0 33.8 23.3 0.0 29.0 LnGrp LOS B C B C C C C C Approach Vol,veh/h 584 650 287 339 Approach Delay,s/veh 24.2 26.7 32.5 27.6 Approach LOS C C C C Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 9.5 34.7 8.6 23.0 9.9 34.3 10.2 21.4 Change Period (Y+Rc),s 6.0 6.0 6.0 6.0 6.0 6.0 6.0 *6 Max Green Setting(Gmax),s 19.0 44.0 19.0 44.0 19.0 44.0 19.0 *45 Max Q Clear Time(g_c+11),s 3.6 25.6 3.2 12.5 4.1 23.2 5.0 13.9 Green Ext Time(p-c),s 0.0 3.2 0.0 1.3 0.1 2.9 0.1 1.5 Intersection Summary HCM 6th Ctrl Delay,s/veh 27.0 HCM 6th LOS C Notes *HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 4 HCM Signalized Intersection Capacity Analysis 26567 - Dayspring Subdivision TIS 101: McDermott Rd & Ustick Road Year 2024 Existing Weekday PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t r t r 1 T Traffic Volume(vph) 8 196 6 5 448 28 64 4 36 34 1 51 Future Volume(vph) 8 196 6 5 448 28 64 4 36 34 1 51 Ideal Flow(vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time(s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.86 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow(prot) 1710 1731 1530 1710 1748 1530 1710 1555 1710 1535 Flt Permitted 0.28 1.00 1.00 0.62 1.00 1.00 0.54 1.00 0.73 1.00 Satd. Flow(perm) 496 1731 1530 1119 1748 1530 973 1555 1311 1535 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow(vph) 9 218 7 6 498 31 71 4 40 38 1 57 RTOR Reduction(vph) 0 0 5 0 0 20 0 32 0 0 48 0 Lane Group Flow(vph) 9 218 2 6 498 11 71 12 0 38 10 0 Heavy Vehicles(%) 0% 4% 0% 0% 3% 0% 0% 0% 0% 0% 0% 0% Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 1 6 5 2 3 8 7 4 Permitted Phases 6 6 2 2 8 4 Actuated Green,G(s) 22.4 21.6 21.6 22.4 21.6 21.6 18.1 12.5 11.9 9.4 Effective Green,g(s) 22.4 21.6 21.6 22.4 21.6 21.6 18.1 12.5 11.9 9.4 Actuated g/C Ratio 0.36 0.35 0.35 0.36 0.35 0.35 0.29 0.20 0.19 0.15 Clearance Time(s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 196 608 538 415 614 538 354 316 270 235 v/s Ratio Prot c0.00 0.13 0.00 c0.28 c0.02 0.01 0.01 0.01 v/s Ratio Perm 0.02 0.00 0.01 0.01 c0.04 0.02 v/c Ratio 0.05 0.36 0.00 0.01 0.81 0.02 0.20 0.04 0.14 0.04 Uniform Delay,d1 13.2 14.8 12.9 12.4 18.0 13.0 16.0 19.6 20.4 22.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 0.1 0.4 0.0 0.0 8.0 0.0 0.3 0.1 0.2 0.1 Delay(s) 13.2 15.1 12.9 12.4 26.1 13.0 16.3 19.7 20.6 22.2 Level of Service B B B B C B B B C C Approach Delay(s/veh) 15.0 25.1 17.6 21.6 Approach LOS B C B C Intersection Summary HCM 2000 Control Delay(s/veh) 21.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.57 Actuated Cycle Length(s) 61.4 Sum of lost time(s) 24.0 Intersection Capacity Utilization 45.3% ICU Level of Service A Analysis Period(min) 15 c Critical Lane Group Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 1 HCM 6th Signalized Intersection Summary 26567 - Dayspring Subdivision TIS 101: McDermott Rd & Ustick Road Year 2024 Existing Weekday PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t r t r 1 T Traffic Volume(veh/h) 8 196 6 5 448 28 64 4 36 34 1 51 Future Volume(veh/h) 8 196 6 5 448 28 64 4 36 34 1 51 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow,veh/h/In 1800 1744 1800 1800 1758 1800 1800 1800 1800 1800 1800 1800 Adj Flow Rate,veh/h 9 218 7 6 498 31 71 4 40 38 1 57 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 0 4 0 0 3 0 0 0 0 0 0 0 Cap,veh/h 246 626 548 453 625 542 330 17 168 335 3 148 Arrive On Green 0.01 0.36 0.36 0.01 0.36 0.36 0.06 0.12 0.12 0.04 0.10 0.10 Sat Flow,veh/h 1714 1744 1525 1714 1758 1525 1714 141 1406 1714 26 1503 Grp Volume(v),veh/h 9 218 7 6 498 31 71 0 44 38 0 58 Grp Sat Flow(s),veh/h/In 1714 1744 1525 1714 1758 1525 1714 0 1547 1714 0 1529 Q Serve(g_s),s 0.2 4.7 0.2 0.1 12.9 0.7 1.8 0.0 1.3 1.0 0.0 1.8 Cycle Q Clear(g_c),s 0.2 4.7 0.2 0.1 12.9 0.7 1.8 0.0 1.3 1.0 0.0 1.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.98 Lane Grp Cap(c),veh/h 246 626 548 453 625 542 330 0 185 335 0 150 V/C Ratio(X) 0.04 0.35 0.01 0.01 0.80 0.06 0.22 0.00 0.24 0.11 0.00 0.39 Avail Cap(c_a),veh/h 462 3020 2641 675 3044 2641 560 0 670 569 0 632 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay(d),s/veh 11.9 11.9 10.5 10.5 14.7 10.8 18.7 0.0 20.3 19.3 0.0 21.5 Incr Delay(d2),s/veh 0.1 0.3 0.0 0.0 2.4 0.0 0.3 0.0 0.7 0.1 0.0 1.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/In 0.1 1.4 0.0 0.0 4.1 0.2 0.6 0.0 0.4 0.3 0.0 0.6 Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 12.0 12.3 10.5 10.5 17.1 10.8 19.0 0.0 20.9 19.4 0.0 23.1 LnGrp LOS B B B B B B B C B C Approach Vol,veh/h 234 535 115 96 Approach Delay,s/veh 12.2 16.7 19.8 21.6 Approach LOS B B B C Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 6.6 24.1 9.2 11.0 6.4 24.3 8.1 12.1 Change Period (Y+Rc),s 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Max Green Setting(Gmax),s 7.0 88.0 10.0 21.0 7.0 88.0 9.0 22.0 Max Q Clear Time(g_c+11),s 2.2 14.9 3.8 3.8 2.1 6.7 3.0 3.3 Green Ext Time(p-c),s 0.0 3.1 0.1 0.2 0.0 1.2 0.0 0.1 Intersection Summary HCM 6th Ctrl Delay,s/veh 16.5 HCM 6th LOS B Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 2 HCM Signalized Intersection Capacity Analysis 26567 - Dayspring Subdivision TIS 102: Black Cat Road & Ustick Road Year 2024 Existing Weekday PM Peak Hour ---* --I, "r .4- ',- t /A- Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1� 1: 1� T Traffic Volume(vph) 24 229 18 106 416 72 41 211 80 43 162 36 Future Volume(vph) 24 229 18 106 416 72 41 211 80 43 162 36 Ideal Flow(vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time(s) 6.0 6.0 6.0 6.0 6.0 5.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.98 1.00 0.96 1.00 0.97 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow(prot) 1710 1735 1676 1706 1710 1713 1598 1703 Flt Permitted 0.27 1.00 0.40 1.00 0.53 1.00 0.24 1.00 Satd. Flow(perm) 495 1735 711 1706 952 1713 403 1703 Peak-hour factor, PHF 0.77 0.77 0.77 0.83 0.83 0.83 0.87 0.87 0.87 0.94 0.94 0.94 Adj. Flow(vph) 31 297 23 128 501 87 47 243 92 46 172 38 RTOR Reduction(vph) 0 2 0 0 3 0 0 10 0 0 6 0 Lane Group Flow(vph) 31 318 0 128 585 0 47 325 0 46 204 0 Heavy Vehicles(%) 0% 2% 11% 2% 3% 4% 0% 1% 0% 7% 1% 11% Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases 1 6 5 2 3 8 7 4 Permitted Phases 6 2 8 4 Actuated Green,G(s) 43.2 39.9 55.0 45.8 28.8 23.8 29.0 23.4 Effective Green,g(s) 43.2 39.9 55.0 45.8 28.8 23.8 29.0 23.4 Actuated g/C Ratio 0.43 0.39 0.54 0.45 0.28 0.23 0.29 0.23 Clearance Time(s) 6.0 6.0 6.0 6.0 6.0 5.0 6.0 6.0 Vehicle Extension(s) 2.0 3.0 2.0 3.0 2.0 3.0 2.0 3.0 Lane Grp Cap(vph) 250 682 472 769 307 401 181 392 v/s Ratio Prot 0.00 0.18 c0.02 c0.34 0.01 c0.19 c0.01 0.12 v/s Ratio Perm 0.05 0.12 0.04 0.06 v/c Ratio 0.12 0.47 0.27 0.76 0.15 0.81 0.25 0.52 Uniform Delay,d1 18.2 22.9 12.5 23.3 26.8 36.7 27.6 34.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 0.1 0.5 0.1 4.5 0.1 11.8 0.3 1.2 Delay(s) 18.3 23.4 12.6 27.7 26.9 48.5 27.9 35.4 Level of Service B C B C C D C D Approach Delay(s/veh) 22.9 25.0 45.8 34.0 Approach LOS C C D C Intersection Summary HCM 2000 Control Delay(s/veh) 30.6 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.74 Actuated Cycle Length(s) 101.5 Sum of lost time(s) 24.0 Intersection Capacity Utilization 72.1% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 3 HCM 6th Signalized Intersection Summary 26567 - Dayspring Subdivision TIS 102: Black Cat Road & Ustick Road Year 2024 Existing Weekday PM Peak Hour ---* --I, --* i- *-- t /A- Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1� 1: 1� T Traffic Volume(veh/h) 24 229 18 106 416 72 41 211 80 43 162 36 Future Volume(veh/h) 24 229 18 106 416 72 41 211 80 43 162 36 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow,veh/h/In 1800 1772 1646 1772 1758 1744 1800 1786 1800 1702 1786 1646 Adj Flow Rate,veh/h 31 297 23 128 501 87 47 243 92 46 172 38 Peak Hour Factor 0.77 0.77 0.77 0.83 0.83 0.83 0.87 0.87 0.87 0.94 0.94 0.94 Percent Heavy Veh, % 0 2 11 2 3 4 0 1 0 7 1 11 Cap,veh/h 197 564 44 412 564 98 310 293 111 205 336 74 Arrive On Green 0.03 0.35 0.35 0.07 0.39 0.39 0.04 0.24 0.24 0.04 0.24 0.24 Sat Flow,veh/h 1714 1624 126 1688 1459 253 1714 1234 467 1621 1417 313 Grp Volume(v),veh/h 31 0 320 128 0 588 47 0 335 46 0 210 Grp Sat Flow(s),veh/h/In 1714 0 1749 1688 0 1712 1714 0 1702 1621 0 1730 Q Serve(g_s),s 0.9 0.0 11.5 3.8 0.0 25.3 1.6 0.0 14.7 1.7 0.0 8.3 Cycle Q Clear(g_c),s 0.9 0.0 11.5 3.8 0.0 25.3 1.6 0.0 14.7 1.7 0.0 8.3 Prop In Lane 1.00 0.07 1.00 0.15 1.00 0.27 1.00 0.18 Lane Grp Cap(c),veh/h 197 0 608 412 0 662 310 0 404 205 0 410 V/C Ratio(X) 0.16 0.00 0.53 0.31 0.00 0.89 0.15 0.00 0.83 0.22 0.00 0.51 Avail Cap(c_a),veh/h 557 0 977 701 0 956 653 0 972 530 0 966 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay(d),s/veh 18.7 0.0 20.5 15.4 0.0 22.6 21.6 0.0 28.5 22.6 0.0 26.1 Incr Delay(d2),s/veh 0.1 0.0 0.7 0.2 0.0 7.5 0.1 0.0 4.4 0.2 0.0 1.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/In 0.3 0.0 4.2 1.3 0.0 10.0 0.6 0.0 6.1 0.6 0.0 3.2 Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 18.9 0.0 21.2 15.6 0.0 30.1 21.7 0.0 32.9 22.8 0.0 27.1 LnGrp LOS B C B C C C C C Approach Vol,veh/h 351 716 382 256 Approach Delay,s/veh 21.0 27.5 31.5 26.3 Approach LOS C C C C Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 8.5 36.4 9.2 24.7 11.5 33.4 9.2 24.7 Change Period (Y+Rc),s 6.0 6.0 6.0 6.0 6.0 6.0 6.0 *6 Max Green Setting(Gmax),s 19.0 44.0 19.0 44.0 19.0 44.0 19.0 *45 Max Q Clear Time(g_c+11),s 2.9 27.3 3.6 10.3 5.8 13.5 3.7 16.7 Green Ext Time(p-c),s 0.0 3.2 0.0 1.1 0.1 1.7 0.0 2.0 Intersection Summary HCM 6th Ctrl Delay,s/veh 26.9 HCM 6th LOS C Notes *HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 4 Appendix E Crash Data Crash ANALYSIS Project Name: Porter Complex Development KITTELSON&ASSOCIATES, INC. Project Number: 26567 610 SW Alder,Suite 700 Analyst: Jake Porter Portland,Oregon 97205 Date: 12/01/2024 (503)228-5230 Filename: H:\26\26567-Porter Complex TIS\data\crash data\l Fax: (503)273-8169 ARTERIAL ANALYSIS Street Name: Ustick Road From: McDermott Mile Post To: Black Cat Mile Post Average Daily Traffic= 7,032 Length of Segment(miles)= 1 Number of Crashs= 4 Time Period(years)= 5 Crash Rate= 41 1,000,000 0.31 Crashs/mvm 7,032 3651 51 1 INTERSECTION ANALYSIS Intersection: Ustick Road/Black Cat Road Mile Post Vehicles Entering Intersection= 14,280 Number of Crashs= 20 Time Period= 5 Crash Rate 1 201 1,000,000 0.77 Crashs/mev 14,2801 3651 5 Intersection: Ustick/McDermott Mile Post Vehicles Entering Intersection= 8,800 Number of Crashs= 21 Time Period= 5 Crash Rate 1 211 1,000,000 1.31 Crashs/mev 8,8001 365 5 ME TFRIEE&1171-mll I I E . ........... ........... .......... .. .. ..................... ............................................. . .... .......... . .. ......... . ... ......... . .. ........ . ... ......... M�T 2 1=21.MIT N .I�I'AAAI......... ff�H N2 TME� E EMT 2zM ' ME7TME 1-1-1--Sh_ Ml L. M.NV;cEi! -0 Sh id.111 S"—", --w .. ....... ME U.ME < 1.— I—, ElE. EIE!L�.z.sswss. .,I C, !iINME L9 Ec"M< zn- W AAAsm a ...... Ml L. ME T.!.3�ssnsl'c'—M' A� 411 1 I'l C, 11,10"IlShIl—ld-Ill C11-1111.11 431111131 11-1 —111 CIA-111.11 1 3-1. 431.11 Ell—M, Z -11—All—Ill CIZ I �2 T-11.1 13"M 1�1mrvccAAAoi—111AAAI 2% S TF,F73 E�-. SI771277771 —..'-d Total Crashes: Total Units: Total People: Report Criteria: Route ID Measure Listing Report Route ID:W232AOHODD Measure Range:1.9880 to 2.9885 Counties:ALL,CItieaALL-In City And Rural, Data From:2023,2022,2021,2020,2019, Sub-Query Filters:ISReportable-='Y',Intersection Related-IN(W), Reportable Accidents Only A ltlem# Unit Travel Direction Most Hamdul Event Evem Relation to lunNon Evem Relatlon TORoad Contributing Circumstance l Contriboting Circumstance 2 Contributing Clrcumsta-3 lane Weather Surface LIgM Fatalities INudes Day Hour Serial Number AcddentDate MU.Mbr Severity Work ZORe ll,t DNMed State Highway Latltude Longitude ] E Animal-Domestic Nonjunction Do Roadway Animal(,)io Roadway None None 50 Clear Dry Day 0 0 Thursday 11 2005474D7 6/4/2020 1 Property Dmg Report N N ORHigh—y 43.6340923 -116A6859 2 W Fence Nonjunction Private Property Alcohol impaired None None 0 Clear Dry Dark,No Street Ughts 0 0 Sunday 1 200541099 2/23/2020 1 Property Dmg Report N N [Nf Highway 43,63408956 -116.46]]699 3 W Animal-Domestic Nonjunction On Roadway None None Animal(,)in Roadway 50 Clear Dry Dark,No Street Dghts 0 0 Wednesday 3 19C52893] 9/18/2019 1 Property Dag Report N N OHHighway 43.63409363 -116.4652598 9 W Overturn Nonjunction Right Shoulder Ovemorr-ad None None 0 Clear Dry Dark,No Street Ughts 0 0 Tueatlay 1 41230632055 4/t8/20231 1 Proparty Dmg Report IN IN Off Highway 1 43.6340937 -116,4618591 Appendix F Year 2032 Background Traffic Operations Worksheets HCM Signalized Intersection Capacity Analysis 26567 - Dayspring Subdivision TIS 101: McDermott Rd & Ustick Road Year 2032 Background Weekday AIM Peak Hour } --1. 4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vii tt r* V1 tt if Traffic Volume(vph) 29 944 23 12 1191 71 88 5 49 58 1 86 Future Volume(vph) 29 944 23 12 1191 71 88 5 49 58 1 86 Ideal Flow(vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time(s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.87 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow(prot) 1710 3226 1530 1710 3288 1530 1710 1557 1710 1533 Flt Permitted 0.10 1.00 1.00 0.21 1.00 1.00 0.48 1.00 0.72 1.00 Satd. Flow(perm) 187 3226 1530 374 3288 1530 871 1557 1292 1533 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow(vph) 32 1049 26 13 1323 79 98 6 54 64 1 96 RTOR Reduction(vph) 0 0 12 0 0 39 0 47 0 0 87 0 Lane Group Flow(vph) 32 1049 14 13 1323 40 98 13 0 64 10 0 Heavy Vehicles(%) 0% 6% 0% 0% 4% 0% 0% 0% 0% 0% 0% 0% Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Actuated Green, G(s) 51.1 48.5 48.5 47.3 46.6 46.6 21.9 12.2 14.5 8.5 Effective Green,g(s) 51.1 48.5 48.5 47.3 46.6 46.6 21.9 12.2 14.5 8.5 Actuated g/C Ratio 0.56 0.53 0.53 0.52 0.51 0.51 0.24 0.13 0.16 0.09 Clearance Time(s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 147 1711 811 203 1676 780 297 207 232 142 vls Ratio Prot c0.01 0.33 0.00 c0.40 c0.03 0.01 0.02 0.01 v/s Ratio Perm 0.11 0.01 0.03 0.03 c0.04 0.03 vlc Ratio 0.22 0.61 0.02 0.06 0.79 0.05 0.33 0.06 0.28 0.07 Uniform Delay,dl 12.5 14.9 10.2 11.4 18.4 11.3 28.1 34.6 33.6 37.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 0.7 0.7 0.0 0.1 2.6 0.0 0.7 0.1 0.6 0.2 Delay(s) 13.3 15.6 10.2 11.5 20.9 11.3 28.8 34.7 34.3 38.1 Level of Service B B B B C B C C C D Approach Delay(slveh) 15.4 20.3 31.0 36.5 Approach LOS B C C D Intersection Summary HCM 2000 Control Delay(s/veh) 19.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.66 Actuated Cycle Length(s) 91.4 Sum of lost time(s) 24.0 Intersection Capacity Utilization 56.6% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 1 HCM 6th Signalized Intersection Summary 26567 - Dayspring Subdivision TIS 101: McDermott Rd & Ustick Road Year 2032 Background Weekday AIM Peak Hour } --1. 4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r* tt if Traffic Volume(veh/h) 29 944 23 12 1191 71 88 5 49 58 1 86 Future Volume(veh/h) 29 944 23 12 1191 71 88 5 49 58 1 86 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow,veh/h/In 1800 1716 1800 1800 1744 1800 1800 1800 1800 1800 1800 1800 Adj Flow Rate,veh/h 32 1049 26 13 1323 79 98 6 54 64 1 96 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 0 6 0 0 4 0 0 0 0 0 0 0 Cap,veh/h 213 1714 802 269 1689 778 243 17 155 269 1 137 Arrive On Green 0.03 0.53 0.53 0.02 0.51 0.51 0.07 0.11 0.11 0.05 0.09 0.09 Sat Flow,veh/h 1714 3260 1525 1714 3313 1525 1714 155 1394 1714 16 1512 Grp Volume(v),veh/h 32 1049 26 13 1323 79 98 0 60 64 0 97 Grp Sat Flow(s),veh/h/In 1714 1630 1525 1714 1657 1525 1714 0 1549 1714 0 1528 Q Serve(g_s),s 0.7 18.0 0.7 0.3 26.1 2.1 4.1 0.0 2.9 2.7 0.0 4.9 Cycle Q Clear(g_c),s 0.7 18.0 0.7 0.3 26.1 2.1 4.1 0.0 2.9 2.7 0.0 4.9 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.90 1.00 0.99 Lane Grp Cap(c),veh/h 213 1714 802 269 1689 778 243 0 172 269 0 138 V/C Ratio(X) 0.15 0.61 0.03 0.05 0.78 0.10 0.40 0.00 0.35 0.24 0.00 0.70 Avail Cap(c_a),veh/h 265 3544 1659 349 3602 1659 361 0 503 359 0 439 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay(d),s/veh 13.2 13.3 9.2 10.9 16.0 10.1 30.2 0.0 32.9 30.9 0.0 35.4 Incr Delay(d2),s/veh 0.3 0.4 0.0 0.1 0.8 0.1 1.1 0.0 1.2 0.5 0.0 6.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/In 0.2 5.3 0.2 0.1 8.0 0.6 1.6 0.0 1.1 1.1 0.0 1.9 Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 13.5 13.6 9.2 10.9 16.8 10.2 31.3 0.0 34.1 31.4 0.0 41.7 LnGrp LOS B B A B B B C C C D Approach Vol,veh/h 1107 1415 158 161 Approach Delay,s/veh 13.5 16.4 32.4 37.6 Approach LOS B B C D Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 9.8 14.9 7.3 48.1 11.5 13.2 8.5 46.8 Change Period(Y+Rc),s 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Max Green Setting(Gmax),s 8.0 26.0 5.0 87.0 11.0 23.0 5.0 87.0 Max Q Clear Time(g_c+I1),s 4.7 4.9 2.3 20.0 6.1 6.9 2.7 28.1 Green Ext Time(p-c),s 0.0 0.2 0.0 8.6 0.1 0.3 0.0 12.7 Intersection Summary HCM 6th Ctrl Delay,s/veh 17.4 HCM 6th LOS B Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 2 HCM Signalized Intersection Capacity Analysis 26567 - Dayspring Subdivision TIS 102: Black Cat Road & Ustick Road Year 2032 Background Weekday AIM Peak Hour } --1. 4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vii tt r* Vii tt if ft if tt r* Traffic Volume(vph) 121 1042 93 144 1030 114 39 157 95 71 165 55 Future Volume(vph) 121 1042 93 144 1030 114 39 157 95 71 165 55 Ideal Flow(vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time(s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 5.0 5.0 6.0 6.0 6.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow(prot) 1598 3257 1530 1569 3320 1286 1598 3081 1500 1660 3320 1430 Flt Permitted 0.15 1.00 1.00 0.12 1.00 1.00 0.64 1.00 1.00 0.55 1.00 1.00 Satd. Flow(perm) 254 3257 1530 191 3320 1286 1071 3081 1500 963 3320 1430 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow(vph) 134 1158 103 160 1144 127 43 174 106 79 183 61 RTOR Reduction(vph) 0 0 57 0 0 58 0 0 91 0 0 51 Lane Group Flow(vph) 134 1158 46 160 1144 69 43 174 15 79 183 10 Heavy Vehicles(%) 7% 5% 0% 9% 3% 19% 7% 11% 2% 3% 3% 7% Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm Protected Phases 1 6 5 2 3 8 7 4 Permitted Phases 6 6 2 2 8 8 4 4 Actuated Green, G(s) 50.1 42.1 42.1 55.3 44.7 44.7 16.9 13.7 13.7 20.1 14.8 14.8 Effective Green,g(s) 50.1 42.1 42.1 55.3 44.7 44.7 16.9 13.7 13.7 20.1 14.8 14.8 Actuated g/C Ratio 0.53 0.44 0.44 0.58 0.47 0.47 0.18 0.14 0.14 0.21 0.16 0.16 Clearance Time(s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 5.0 5.0 6.0 6.0 6.0 Vehicle Extension(s) 2.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0 3.0 Lane Grp Cap(vph) 247 1447 680 265 1567 607 208 445 217 243 518 223 vls Ratio Prot 0.05 c0.36 c0.07 c0.34 0.01 c0.06 c0.02 0.06 v/s Ratio Perm 0.24 0.03 0.28 0.05 0.03 0.01 0.05 0.01 vlc Ratio 0.54 0.80 0.07 0.60 0.73 0.11 0.21 0.39 0.07 0.33 0.35 0.04 Uniform Delay,dl 13.6 22.7 15.1 14.0 20.1 14.0 32.8 36.7 35.0 30.9 35.7 33.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 1.3 3.3 0.0 2.7 1.8 0.1 0.2 0.6 0.1 0.3 0.4 0.1 Delay(s) 14.9 25.9 15.1 16.6 21.9 14.0 33.0 37.3 35.1 31.2 36.1 34.0 Level of Service B C B B C B C D D C D C Approach Delay(slveh) 24.1 20.6 36.0 34.5 Approach LOS C C D C Intersection Summary HCM 2000 Control Delay(s/veh) 24.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.67 Actuated Cycle Length(s) 94.7 Sum of lost time(s) 24.0 Intersection Capacity Utilization 71.3% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 3 HCM 6th Signalized Intersection Summary 26567 - Dayspring Subdivision TIS 102: Black Cat Road & Ustick Road Year 2032 Background Weekday AIM Peak Hour } --1. 4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r* tt if ft if tt r* Traffic Volume(veh/h) 121 1042 93 144 1030 114 39 157 95 71 165 55 Future Volume(veh/h) 121 1042 93 144 1030 114 39 157 95 71 165 55 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow,veh/h/In 1702 1730 1800 1674 1758 1533 1702 1646 1772 1758 1758 1702 Adj Flow Rate,veh/h 134 1158 103 160 1144 127 43 174 106 79 183 61 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 7 5 0 9 3 19 7 11 2 3 3 7 Cap,veh/h 267 1479 686 271 1539 599 243 385 185 254 465 201 Arrive On Green 0.07 0.45 0.45 0.08 0.46 0.46 0.04 0.12 0.12 0.05 0.14 0.14 Sat Flow,veh/h 1621 3287 1525 1594 3340 1299 1621 3127 1502 1674 3340 1442 Grp Volume(v),veh/h 134 1158 103 160 1144 127 43 174 106 79 183 61 Grp Sat Flow(s),veh/h/In 1621 1643 1525 1594 1670 1299 1621 1563 1502 1674 1670 1442 Q Serve(g_s),s 3.5 24.3 3.2 4.3 22.8 4.7 1.9 4.2 5.4 3.3 4.1 3.1 Cycle Q Clear(g_c),s 3.5 24.3 3.2 4.3 22.8 4.7 1.9 4.2 5.4 3.3 4.1 3.1 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c),veh/h 267 1479 686 271 1539 599 243 385 185 254 465 201 V/C Ratio(X) 0.50 0.78 0.15 0.59 0.74 0.21 0.18 0.45 0.57 0.31 0.39 0.30 Avail Cap(c_a),veh/h 459 3156 1465 501 3331 1296 301 924 444 307 987 426 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay(d),s/veh 14.8 19.0 13.2 16.1 18.0 13.1 29.4 33.1 33.6 28.9 31.8 31.4 Incr Delay(d2),s/veh 0.5 0.9 0.1 0.8 0.7 0.2 0.1 0.8 2.8 0.3 0.5 0.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/In 1.1 7.9 1.0 1.3 7.4 1.3 0.7 1.6 2.0 1.2 1.5 1.1 Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 15.4 19.9 13.3 16.8 18.7 13.3 29.5 33.9 36.4 29.2 32.4 32.2 LnGrp LOS B B B B B B C C D C C C Approach Vol,veh/h 1395 1431 323 323 Approach Delay,s/veh 19.0 18.0 34.1 31.6 Approach LOS B B C C Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 11.4 43.4 9.1 17.3 12.3 42.5 10.4 16.0 Change Period(Y+Rc),s 6.0 6.0 6.0 6.0 6.0 6.0 6.0 *6 Max Green Setting(Gmax),s 15.0 81.0 6.0 24.0 18.0 78.0 7.0 *24 Max Q Clear Time(g_c+I1),s 5.5 24.8 3.9 6.1 6.3 26.3 5.3 7.4 Green Ext Time(p-c),s 0.1 10.2 0.0 1.0 0.1 10.2 0.0 1.2 Intersection Summary HCM 6th Ctrl Delay,s/veh 21.2 HCM 6th LOS C Notes *HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 4 HCM Signalized Intersection Capacity Analysis 26567 - Dayspring Subdivision TIS 101: McDermott Rd & Ustick Road Year 2032 Background Weekday PM Peak Hour } --1. 4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vii tt r* V1 tt if Traffic Volume(vph) 21 572 16 13 1222 74 75 5 42 40 1 59 Future Volume(vph) 21 572 16 13 1222 74 75 5 42 40 1 59 Ideal Flow(vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time(s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.87 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow(prot) 1710 3288 1530 1710 3320 1530 1710 1561 1710 1534 Flt Permitted 0.12 1.00 1.00 0.40 1.00 1.00 0.51 1.00 0.72 1.00 Satd. Flow(perm) 212 3288 1530 713 3320 1530 923 1561 1300 1534 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow(vph) 23 636 18 14 1358 82 83 6 47 44 1 66 RTOR Reduction(vph) 0 0 8 0 0 37 0 42 0 0 61 0 Lane Group Flow(vph) 23 636 10 14 1358 45 83 11 0 44 6 0 Heavy Vehicles(%) 0% 4% 0% 0% 3% 0% 0% 0% 0% 0% 0% 0% Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Actuated Green, G(s) 49.5 48.0 48.0 47.9 47.2 47.2 14.9 8.9 9.9 6.4 Effective Green,g(s) 49.5 48.0 48.0 47.9 47.2 47.2 14.9 8.9 9.9 6.4 Actuated g/C Ratio 0.58 0.56 0.56 0.56 0.55 0.55 0.18 0.10 0.12 0.08 Clearance Time(s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 149 1854 862 409 1841 848 217 163 168 115 vls Ratio Prot c0.00 0.19 0.00 c0.41 c0.03 0.01 0.01 0.00 v/s Ratio Perm 0.09 0.01 0.02 0.03 c0.04 0.02 vlc Ratio 0.15 0.34 0.01 0.03 0.74 0.05 0.38 0.07 0.26 0.05 Uniform Delay,dl 10.0 10.0 8.1 8.2 14.3 8.7 30.5 34.4 34.1 36.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 0.5 0.1 0.0 0.0 1.6 0.0 1.1 0.2 0.8 0.2 Delay(s) 10.5 10.1 8.1 8.2 15.9 8.7 31.6 34.5 34.9 36.7 Level of Service B B A A B A C C C D Approach Delay(slveh) 10.1 15.4 32.7 36.0 Approach LOS B B C D Intersection Summary HCM 2000 Control Delay(s/veh) 15.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.67 Actuated Cycle Length(s) 85.1 Sum of lost time(s) 24.0 Intersection Capacity Utilization 56.7% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 1 HCM 6th Signalized Intersection Summary 26567 - Dayspring Subdivision TIS 101: McDermott Rd & Ustick Road Year 2032 Background Weekday PM Peak Hour } --1. 4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r* tt if Traffic Volume(veh/h) 21 572 16 13 1222 74 75 5 42 40 1 59 Future Volume(veh/h) 21 572 16 13 1222 74 75 5 42 40 1 59 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow,veh/h/In 1800 1744 1800 1800 1758 1800 1800 1800 1800 1800 1800 1800 Adj Flow Rate,veh/h 23 636 18 14 1358 82 83 6 47 44 1 66 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 0 4 0 0 3 0 0 0 0 0 0 0 Cap,veh/h 212 1777 818 444 1763 805 231 16 122 237 2 105 Arrive On Green 0.03 0.54 0.54 0.02 0.53 0.53 0.06 0.09 0.09 0.04 0.07 0.07 Sat Flow,veh/h 1714 3313 1525 1714 3340 1525 1714 176 1377 1714 23 1506 Grp Volume(v),veh/h 23 636 18 14 1358 82 83 0 53 44 0 67 Grp Sat Flow(s),veh/h/In 1714 1657 1525 1714 1670 1525 1714 0 1552 1714 0 1529 Q Serve(g_s),s 0.5 8.3 0.4 0.3 24.4 2.0 3.3 0.0 2.4 1.8 0.0 3.2 Cycle Q Clear(g_c),s 0.5 8.3 0.4 0.3 24.4 2.0 3.3 0.0 2.4 1.8 0.0 3.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.89 1.00 0.99 Lane Grp Cap(c),veh/h 212 1777 818 444 1763 805 231 0 138 237 0 107 V/C Ratio(X) 0.11 0.36 0.02 0.03 0.77 0.10 0.36 0.00 0.39 0.19 0.00 0.63 Avail Cap(c_a),veh/h 282 3955 1821 529 3987 1821 312 0 494 328 0 466 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay(d),s/veh 11.8 10.0 8.2 8.3 14.2 8.9 30.2 0.0 32.4 30.7 0.0 34.1 Incr Delay(d2),s/veh 0.2 0.1 0.0 0.0 0.7 0.1 0.9 0.0 1.8 0.4 0.0 5.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/In 0.1 2.4 0.1 0.1 7.2 0.5 1.3 0.0 0.9 0.7 0.0 1.3 Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 12.1 10.2 8.2 8.3 14.9 8.9 31.1 0.0 34.2 31.0 0.0 40.1 LnGrp LOS B B A A B A C C C D Approach Vol,veh/h 677 1454 136 111 Approach Delay,s/veh 10.2 14.5 32.3 36.5 Approach LOS B B C D Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 9.0 12.7 7.3 46.4 10.4 11.3 7.9 45.8 Change Period(Y+Rc),s 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Max Green Setting(Gmax),s 7.0 24.0 5.0 90.0 8.0 23.0 5.0 90.0 Max Q Clear Time(g_c+I1),s 3.8 4.4 2.3 10.3 5.3 5.2 2.5 26.4 Green Ext Time(p-c),s 0.0 0.2 0.0 4.3 0.0 0.2 0.0 13.4 Intersection Summary HCM 6th Ctrl Delay,s/veh 15.3 HCM 6th LOS B Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 2 HCM Signalized Intersection Capacity Analysis 26567 - Dayspring Subdivision TIS 102: Black Cat Road & Ustick Road Year 2032 Background Weekday PM Peak Hour } --1. 4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vii tt r* Vii tt if ft if tt r* Traffic Volume(vph) 67 627 57 282 1136 191 63 247 94 50 190 47 Future Volume(vph) 67 627 57 282 1136 191 63 247 94 50 190 47 Ideal Flow(vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time(s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 5.0 5.0 6.0 6.0 6.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow(prot) 1710 3353 1378 1676 3320 1471 1710 3386 1530 1598 3386 1378 Flt Permitted 0.18 1.00 1.00 0.27 1.00 1.00 0.62 1.00 1.00 0.54 1.00 1.00 Satd. Flow(perm) 316 3353 1378 469 3320 1471 1121 3386 1530 912 3386 1378 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow(vph) 70 653 59 294 1183 199 66 257 98 52 198 49 RTOR Reduction(vph) 0 0 37 0 0 57 0 0 83 0 0 42 Lane Group Flow(vph) 70 653 22 294 1183 142 66 257 15 52 198 7 Heavy Vehicles(%) 0% 2% 11% 2% 3% 4% 0% 1% 0% 7% 1% 11% Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm Protected Phases 1 6 5 2 3 8 7 4 Permitted Phases 6 6 2 2 8 8 4 4 Actuated Green, G(s) 38.2 33.4 33.4 54.2 43.4 43.4 19.3 14.0 14.0 18.1 12.9 12.9 Effective Green,g(s) 38.2 33.4 33.4 54.2 43.4 43.4 19.3 14.0 14.0 18.1 12.9 12.9 Actuated g/C Ratio 0.42 0.37 0.37 0.60 0.48 0.48 0.21 0.15 0.15 0.20 0.14 0.14 Clearance Time(s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 5.0 5.0 6.0 6.0 6.0 Vehicle Extension(s) 2.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0 3.0 Lane Grp Cap(vph) 207 1238 509 478 1593 706 273 524 236 222 483 196 vls Ratio Prot 0.02 0.19 c0.10 c0.36 c0.01 c0.08 0.01 0.06 v/s Ratio Perm 0.12 0.02 0.27 0.10 0.04 0.01 0.03 0.01 vlc Ratio 0.34 0.53 0.04 0.62 0.74 0.20 0.24 0.49 0.06 0.23 0.41 0.04 Uniform Delay,dl 16.2 22.3 18.3 10.5 19.0 13.5 29.1 34.9 32.6 29.9 35.3 33.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 0.4 0.4 0.0 1.7 1.9 0.1 0.2 0.7 0.1 0.2 0.6 0.1 Delay(s) 16.6 22.7 18.3 12.2 20.9 13.7 29.3 35.7 32.7 30.1 35.9 33.5 Level of Service B C B B C B C D C C D C Approach Delay(slveh) 21.8 18.5 34.0 34.5 Approach LOS C B C C Intersection Summary HCM 2000 Control Delay(s/veh) 22.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.68 Actuated Cycle Length(s) 90.4 Sum of lost time(s) 24.0 Intersection Capacity Utilization 69.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 3 HCM 6th Signalized Intersection Summary 26567 - Dayspring Subdivision TIS 102: Black Cat Road & Ustick Road Year 2032 Background Weekday PM Peak Hour } --1. 4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r* tt if ft if tt r* Traffic Volume(veh/h) 67 627 57 282 1136 191 63 247 94 50 190 47 Future Volume(veh/h) 67 627 57 282 1136 191 63 247 94 50 190 47 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow,veh/h/In 1800 1772 1646 1772 1758 1744 1800 1786 1800 1702 1786 1646 Adj Flow Rate,veh/h 70 653 59 294 1183 199 66 257 98 52 198 49 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 0 2 11 2 3 4 0 1 0 7 1 11 Cap,veh/h 243 1305 540 475 1551 686 257 454 204 221 436 179 Arrive On Green 0.05 0.39 0.39 0.13 0.46 0.46 0.05 0.13 0.13 0.04 0.13 0.13 Sat Flow,veh/h 1714 3367 1395 1688 3340 1478 1714 3393 1525 1621 3393 1395 Grp Volume(v),veh/h 70 653 59 294 1183 199 66 257 98 52 198 49 Grp Sat Flow(s),veh/h/In 1714 1683 1395 1688 1670 1478 1714 1697 1525 1621 1697 1395 Q Serve(g_s),s 1.9 11.5 2.1 7.6 22.9 6.5 2.6 5.5 4.6 2.1 4.2 2.5 Cycle Q Clear(g_c),s 1.9 11.5 2.1 7.6 22.9 6.5 2.6 5.5 4.6 2.1 4.2 2.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c),veh/h 243 1305 540 475 1551 686 257 454 204 221 436 179 V/C Ratio(X) 0.29 0.50 0.11 0.62 0.76 0.29 0.26 0.57 0.48 0.23 0.45 0.27 Avail Cap(c_a),veh/h 333 2724 1128 910 3646 1613 350 1133 509 318 1089 448 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay(d),s/veh 15.1 18.1 15.3 12.0 17.3 12.9 27.5 31.6 31.2 27.8 31.4 30.7 Incr Delay(d2),s/veh 0.2 0.3 0.1 0.5 0.8 0.2 0.2 1.1 1.7 0.2 0.7 0.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/In 0.6 3.9 0.6 2.2 7.3 1.9 1.0 2.2 1.7 0.8 1.6 0.8 Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 15.3 18.4 15.3 12.5 18.1 13.1 27.7 32.7 33.0 28.0 32.2 31.5 LnGrp LOS B B B B B B C C C C C C Approach Vol,veh/h 782 1676 421 299 Approach Delay,s/veh 17.9 16.5 32.0 31.3 Approach LOS B B C C Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 9.9 42.2 9.8 16.0 15.9 36.2 9.4 16.4 Change Period(Y+Rc),s 6.0 6.0 6.0 6.0 6.0 6.0 6.0 *6 Max Green Setting(Gmax),s 8.0 85.0 8.0 25.0 30.0 63.0 8.0 *26 Max Q Clear Time(g_c+I1),s 3.9 24.9 4.6 6.2 9.6 13.5 4.1 7.5 Green Ext Time(p-c),s 0.0 11.3 0.0 1.1 0.4 4.6 0.0 1.7 Intersection Summary HCM 6th Ctrl Delay,s/veh 20.3 HCM 6th LOS C Notes *HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 4 Appendix G Internal Trip Estimation Worksheets NCHRP 684 Internal Trip Capture Estimation Tool Project Name: Dayspring Development Organization: Project Location: Meridian,ID Performed By: Liz Kaniecki,EIT Scenario Description: Mixed-Use Calculation(See Other for Ret-Ret) Date: 12/1/2024 Analysis Year: 2032 Checked By: Analysis Period: AM Street Peak Hour Date: Table 1-A:Base Vehicle-Trip Generation Estimates(Single-Use Site Estimate) Land Use Development Data(For Information Only) Estimated Vehicle-Trips3 ITE LUCs' Quantity Units Total Entering Exiting Office 0 Retail 212 131 81 Restaurant 0 Cinema/Entertainment 0 Residential 321 81 240 Hotel 0 All Other Land Usesz 0 533 212 321 Table 2-A:Mode Split and Vehicle Occupancy Estimates Land Use Entering Trips Exiting Trips Veh.OCc° %Transit %Non-Motorized Veh.OCc° %Transit %Non-Motorized Office 1.00 0% 0% 1.00 0% 0% Retail 1.00 0% 0% 1.00 0% 0% Restaurant 1.00 0% 0% 1.00 0% 0% Cinema/Entertainment 1.00 0% 0% 1.00 0% 0% Residential 1.00 0% 0% 1.00 0% 0% Hotel 1.00 0% 0% 1.00 0% 0% All Other Land Usesz 1.00 0% 0% 1.00 0% 0% Table 3-A:Average Land Use Interchange Distances(Feet Walking Distance) Origin(From) Destination(To) Office Retail Restaurant Cinema/Entertainment Residential Hotel Office Retail Restaurant Cinema/Entertainment Residential Hotel Table 4-A:Internal Person-Trip Origin-Destination Matrix* Origin(From) Destination(To) Office Retail Restaurant Cinema/Entertainment Residential Hotel Office 0 0 0 0 0 Retail 0 0 0 2 0 Restaurant 0 0 0 0 0 Cinema/Entertainment 0 0 0 0 0 Residential 0 2 0 0 0 Hotel 0 0 0 0 0 Table 5-A:Computations Summary Table 6-A:Internal Trip Capture Percentages by Land Use Total Entering Exiting Land Use Entering Trips Exiting Trips All Person-Trips 533 212 321 Office N/A N/A Internal Capture Percentage 2% 2% 1% Retail 2% 2% Restaurant N/A N/A External Vehicle-Trips5 525 208 317 Cinema/Entertainment N/A N/A External Transit-Trips6 0 0 0 lResidential 2% 1% External Non-Motorized Tri s5 0 0 0 Hotel N/A N/A 'Land Use Codes(LUCs)from Trip Generation Manual,published by the Institute of Transportation Engineers. 2Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator. 3Enter trips assuming no transit or non-motorized trips(as assumed in ITE Trip Generation Manual). °Enter vehicle occupancy assumed in Table 1-A vehicle trips. If vehicle occupancy changes for proposed mixed-use project,manual adjustments must be made to Tables 5-A,9-A(O and D). Enter transit,non-motorized percentages that will result with proposed mixed-use project complete. 5Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-A. 6Person-Trips *Indicates computation that has been rounded to the nearest whole number. Estimation Tool Developed by the Texas A&M Transportation Institute-Version 2013.1 NCHRP 684 Internal Trip Capture Estimation Tool Project Name: Dayspring Development Organization: Project Location: Meridian,ID Performed By: Liz Kaniecki,EIT Scenario Description: Mixed-Use Calculation(See Other for Ret-Ret) Date: 12/1/2024 Analysis Year: 2032 Checked By: Analysis Period: PM Street Peak Hour Date: Table 1-P:Base Vehicle-Trip Generation Estimates(Single-Use Site Estimate) Land Use Development Data(For Information Only) Estimated Vehicle-Trips3 ITE LUCs' Quantity Units Total Entering Exiting Office 0 Retail 579 278 301 Restaurant 0 Cinema/Entertainment 0 Residential 444 278 166 Hotel 0 All Other Land Uses' 0 1,023 556 467 Table 2-P:Mode Split and Vehicle Occupancy Estimates Land Use Entering Trips Exiting Trips Veh.Occ° %Transit %Non-Motorized Veh.OCC.4 %Transit %Non-Motorized Office 1.00 0% 0% 1.00 0% 0% Retail 1.00 0% 0% 1.00 0% 0% Restaurant 1.00 0% 0% 1.00 0% 0% Cinema/Entertainment 1.00 0% 0% 1.00 0% 0% Residential 1.00 0% 0% 1.00 0% 0% Hotel 1.00 0% 0% 1.00 0% 0% All Other Land Uses' 1.00 0% 0% 1.00 0% 0% Table 3-P:Average Land Use Interchange Distances(Feet Walking Distance) Origin(From) Destination(To) Office Office Retail Restaurant Cinema/Entertainment Residential Hotel Retail Restaurant Cinema/Entertainment Residential Hotel JEL Table 4-P:Internal Person-Trip Origin-Destination Matrix* Origin(From) Destination(To) Office Retail Restaurant Cinema/Entertainment Residential Hotel Office 0 0 0 0 0 Retail 0 0 0 78 0 Restaurant 0 0 0 0 0 Cinema/Entertainment 0 0 0 0 0 Residential 0 28 0 1 0 0 Hotel 0 0 0 0 0 low- Table 5-P:Computations Summary Table 6-P:Internal Trip Capture Percentages by Land Use Total Entering Exiting Land Use Entering Trips Exiting Trips All Person-Trips 1,023 556 467 Office N/A N/A Internal Capture Percentage 21% 19% 23% Retail 10% 26% Restaurant N/A N/A External Vehicle-Trips5 811 450 361 Cinema/Entertainment N/A N/A External Transit-Trips' 0 0 0 lResidential 28% 17% External Non-Motorized Trips' 0 1 0 1 0 lHotel N/A N/A 'Land Use Codes(LUCs)from Trip Generation Manual,published by the Institute of Transportation Engineers. 'Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator. 3Enter trips assuming no transit or non-motorized trips(as assumed in ITE Trip Generation Manual). °Enter vehicle occupancy assumed in Table 1-P vehicle trips. If vehicle occupancy changes for proposed mixed-use project,manual adjustments must be made 'Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-P. 'Person-Trips *Indicates computation that has been rounded to the nearest whole number. Estimation Tool Developed by the Texas A&M Transportation Institute-Version 2013.1 Appendix H Year 2032 Total Traffic Operations Worksheets Queues 26567 - Dayspring Subdivision TIS 101: McDermott Rd & Ustick Road Year 2032 Total Weekday AM Peak Hour } --I. 4--- t Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow(vph) 32 1153 37 13 1481 79 116 60 64 97 v/c Ratio 0.21 0.65 0.04 0.06 0.86 0.09 0.29 0.14 0.18 0.26 Control Delay(s/veh) 11.8 20.4 0.1 9.0 29.5 0.7 36.6 15.6 37.0 12.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 11.8 20.4 0.1 9.0 29.5 0.7 36.6 15.6 37.0 12.5 Queue Length 50th(ft) 9 282 0 4 532 0 69 4 37 1 Queue Length 95th(ft) 21 414 0 11 627 6 146 47 88 55 Internal Link Dist(ft) 261 1033 347 441 Turn Bay Length(ft) 100 100 100 100 Base Capacity(vph) 161 2552 1235 233 2580 1226 415 424 361 370 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.20 0.45 0.03 0.06 0.57 0.06 0.28 0.14 0.18 0.26 Intersection Summary Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 1 HCM Signalized Intersection Capacity Analysis 26567 - Dayspring Subdivision TIS 101: McDermott Rd & Ustick Road Year 2032 Total Weekday AIM Peak Hour } --1. 4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vii tt r* V1 tt if Traffic Volume(vph) 29 1038 33 12 1333 71 104 5 49 58 1 86 Future Volume(vph) 29 1038 33 12 1333 71 104 5 49 58 1 86 Ideal Flow(vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time(s) 4.5 6.0 6.0 4.5 6.0 6.0 4.5 6.0 4.5 6.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.87 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow(prot) 1710 3226 1530 1710 3288 1530 1710 1557 1710 1533 Flt Permitted 0.07 1.00 1.00 0.16 1.00 1.00 0.58 1.00 0.72 1.00 Satd. Flow(perm) 120 3226 1530 292 3288 1530 1050 1557 1292 1533 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow(vph) 32 1153 37 13 1481 79 116 6 54 64 1 96 RTOR Reduction(vph) 0 0 17 0 0 38 0 41 0 0 77 0 Lane Group Flow(vph) 32 1153 20 13 1481 41 116 19 0 64 20 0 Heavy Vehicles(%) 0% 6% 0% 0% 4% 0% 0% 0% 0% 0% 0% 0% Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Actuated Green, G(s) 67.7 64.3 64.3 64.7 62.8 62.8 38.5 29.0 28.7 23.7 Effective Green,g(s) 67.7 64.3 64.3 64.7 62.8 62.8 38.5 29.0 28.7 23.7 Actuated g/C Ratio 0.56 0.53 0.53 0.53 0.52 0.52 0.32 0.24 0.24 0.20 Clearance Time(s) 4.5 6.0 6.0 4.5 6.0 6.0 4.5 6.0 4.5 6.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 111 1711 811 178 1703 792 389 372 323 299 vls Ratio Prot c0.01 0.36 0.00 c0.45 c0.03 0.01 0.01 0.01 v/s Ratio Perm 0.15 0.01 0.04 0.03 c0.07 0.04 vlc Ratio 0.29 0.67 0.02 0.07 0.87 0.05 0.30 0.05 0.20 0.07 Uniform Delay,dl 19.4 20.8 13.5 15.2 25.6 14.5 30.4 35.5 36.7 39.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 1.4 1.1 0.0 0.2 5.0 0.0 0.4 0.3 0.3 0.4 Delay(s) 20.8 21.9 13.5 15.4 30.6 14.5 30.8 35.8 37.0 40.2 Level of Service C C B B C B C D D D Approach Delay(slveh) 21.6 29.7 32.5 38.9 Approach LOS C C C D Intersection Summary HCM 2000 Control Delay(s/veh) 27.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.67 Actuated Cycle Length(s) 121.2 Sum of lost time(s) 21.0 Intersection Capacity Utilization 61.6% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 2 HCM 6th Signalized Intersection Summary 26567 - Dayspring Subdivision TIS 101: McDermott Rd & Ustick Road Year 2032 Total Weekday AIM Peak Hour } --1. 4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r* tt if Traffic Volume(veh/h) 29 1038 33 12 1333 71 104 5 49 58 1 86 Future Volume(veh/h) 29 1038 33 12 1333 71 104 5 49 58 1 86 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow,veh/h/In 1800 1716 1800 1800 1744 1800 1800 1800 1800 1800 1800 1800 Adj Flow Rate,veh/h 32 1153 37 13 1481 79 116 6 54 64 1 96 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 0 6 0 0 4 0 0 0 0 0 0 0 Cap,veh/h 155 1757 822 217 1743 802 357 35 313 382 3 297 Arrive On Green 0.03 0.54 0.54 0.01 0.53 0.53 0.07 0.22 0.22 0.04 0.20 0.20 Sat Flow,veh/h 1714 3260 1525 1714 3313 1525 1714 155 1394 1714 16 1512 Grp Volume(v),veh/h 32 1153 37 13 1481 79 116 0 60 64 0 97 Grp Sat Flow(s),veh/h/In 1714 1630 1525 1714 1657 1525 1714 0 1549 1714 0 1528 Q Serve(g_s),s 1.0 29.3 1.3 0.4 44.4 3.0 6.1 0.0 3.6 3.4 0.0 6.3 Cycle Q Clear(g_c),s 1.0 29.3 1.3 0.4 44.4 3.0 6.1 0.0 3.6 3.4 0.0 6.3 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.90 1.00 0.99 Lane Grp Cap(c),veh/h 155 1757 822 217 1743 802 357 0 347 382 0 300 V/C Ratio(X) 0.21 0.66 0.04 0.06 0.85 0.10 0.32 0.00 0.17 0.17 0.00 0.32 Avail Cap(c_a),veh/h 204 2558 1197 273 2571 1184 409 0 347 407 0 300 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay(d),s/veh 21.2 19.1 12.6 15.7 23.6 13.7 33.2 0.0 36.3 35.1 0.0 40.0 Incr Delay(d2),s/veh 0.7 0.4 0.0 0.1 1.9 0.1 0.5 0.0 1.1 0.2 0.0 2.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/In 0.4 10.0 0.4 0.2 15.8 1.0 2.5 0.0 1.4 1.4 0.0 2.5 Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 21.9 19.5 12.6 15.9 25.5 13.8 33.8 0.0 37.4 35.3 0.0 42.9 LnGrp LOS C B B B C B C D D D Approach Vol,veh/h 1222 1573 176 161 Approach Delay,s/veh 19.3 24.8 35.0 39.8 Approach LOS B C C D Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 9.2 32.0 6.2 68.5 12.5 28.7 7.7 67.0 Change Period(Y+Rc),s 4.5 6.0 4.5 6.0 4.5 6.0 4.5 6.0 Max Green Setting(Gmax),s 6.5 26.0 5.5 91.0 11.5 21.0 6.5 90.0 Max Q Clear Time(g_c+I1),s 5.4 5.6 2.4 31.3 8.1 8.3 3.0 46.4 Green Ext Time(p-c),s 0.0 0.2 0.0 9.9 0.1 0.3 0.0 14.6 Intersection Summary HCM 6th Ctrl Delay,s/veh 24.0 HCM 6th LOS C Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 3 Queues 26567 - Dayspring Subdivision TIS 102: Black Cat Road & Ustick Road Year 2032 Total Weekday AIM Peak Hour } --1' 4--- t i Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 150 1236 126 168 1206 127 72 177 132 79 184 72 v/c Ratio 0.59 0.80 0.16 0.62 0.72 0.18 0.34 0.43 0.42 0.35 0.45 0.26 Control Delay(s/veh) 20.8 27.2 4.7 24.6 22.0 4.2 41.4 47.2 12.9 41.5 48.3 5.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 20.8 27.2 4.7 24.6 22.0 4.2 41.4 47.2 12.9 41.5 48.3 5.4 Queue Length 50th(ft) 34 335 6 40 301 6 36 54 0 39 57 0 Queue Length 95th(ft) 78 514 39 118 436 36 98 114 60 105 118 17 Internal Link Dist(ft) 604 536 453 632 Turn Bay Length(ft) 100 100 100 100 100 100 Base Capacity(vph) 385 2619 1251 398 2746 1082 216 757 468 225 780 419 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.39 0.47 0.10 0.42 0.44 0.12 0.33 0.23 0.28 0.35 0.24 0.17 Intersection Summary Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 4 HCM Signalized Intersection Capacity Analysis 26567 - Dayspring Subdivision TIS 102: Black Cat Road & Ustick Road Year 2032 Total Weekday AIM Peak Hour } --1. 4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vii tt r* Vii tt if ft if tt r* Traffic Volume(vph) 135 1112 113 151 1085 114 65 159 119 71 166 65 Future Volume(vph) 135 1112 113 151 1085 114 65 159 119 71 166 65 Ideal Flow(vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time(s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 5.0 5.0 6.0 6.0 6.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow(prot) 1598 3257 1530 1569 3320 1286 1598 3081 1500 1660 3320 1430 Flt Permitted 0.14 1.00 1.00 0.11 1.00 1.00 0.64 1.00 1.00 0.64 1.00 1.00 Satd. Flow(perm) 241 3257 1530 174 3320 1286 1070 3081 1500 1119 3320 1430 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow(vph) 150 1236 126 168 1206 127 72 177 132 79 184 72 RTOR Reduction(vph) 0 0 58 0 0 54 0 0 114 0 0 63 Lane Group Flow(vph) 150 1236 68 168 1206 73 72 177 18 79 184 9 Heavy Vehicles(%) 7% 5% 0% 9% 3% 19% 7% 11% 2% 3% 3% 7% Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm Protected Phases 1 6 5 2 3 8 7 4 Permitted Phases 6 6 2 2 8 8 4 4 Actuated Green, G(s) 55.5 46.9 46.9 61.3 49.8 49.8 17.9 13.4 13.4 16.9 12.4 12.4 Effective Green,g(s) 55.5 46.9 46.9 61.3 49.8 49.8 17.9 13.4 13.4 16.9 12.4 12.4 Actuated g/C Ratio 0.56 0.47 0.47 0.62 0.50 0.50 0.18 0.13 0.13 0.17 0.12 0.12 Clearance Time(s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 5.0 5.0 6.0 6.0 6.0 Vehicle Extension(s) 2.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0 3.0 Lane Grp Cap(vph) 252 1538 722 268 1665 644 216 415 202 214 414 178 vls Ratio Prot 0.05 c0.38 c0.07 c0.36 0.02 c0.06 c0.02 0.06 v/s Ratio Perm 0.28 0.04 0.31 0.06 0.04 0.01 0.05 0.01 vlc Ratio 0.60 0.80 0.09 0.63 0.72 0.11 0.33 0.43 0.09 0.37 0.44 0.05 Uniform Delay,dl 13.3 22.3 14.5 14.6 19.4 13.1 34.9 39.4 37.6 35.9 40.3 38.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 2.5 3.1 0.1 3.3 1.6 0.1 0.3 0.7 0.2 0.4 0.8 0.1 Delay(s) 15.8 25.4 14.5 17.9 21.0 13.2 35.3 40.1 37.8 36.3 41.0 38.4 Level of Service B C B B C B D D D D D D Approach Delay(slveh) 23.6 20.0 38.4 39.3 Approach LOS C B D D Intersection Summary HCM 2000 Control Delay(s/veh) 25.0 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.70 Actuated Cycle Length(s) 99.3 Sum of lost time(s) 24.0 Intersection Capacity Utilization 73.8% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 5 HCM 6th Signalized Intersection Summary 26567 - Dayspring Subdivision TIS 102: Black Cat Road & Ustick Road Year 2032 Total Weekday AIM Peak Hour } --1. 4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r* tt if ft if tt r* Traffic Volume(veh/h) 135 1112 113 151 1085 114 65 159 119 71 166 65 Future Volume(veh/h) 135 1112 113 151 1085 114 65 159 119 71 166 65 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow,veh/h/In 1702 1730 1800 1674 1758 1533 1702 1646 1772 1758 1758 1702 Adj Flow Rate,veh/h 150 1236 126 168 1206 127 72 177 132 79 184 72 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 7 5 0 9 3 19 7 11 2 3 3 7 Cap,veh/h 264 1552 720 260 1602 623 240 379 182 243 417 180 Arrive On Green 0.07 0.47 0.47 0.08 0.48 0.48 0.05 0.12 0.12 0.05 0.12 0.12 Sat Flow,veh/h 1621 3287 1525 1594 3340 1299 1621 3127 1502 1674 3340 1442 Grp Volume(v),veh/h 150 1236 126 168 1206 127 72 177 132 79 184 72 Grp Sat Flow(s),veh/h/In 1621 1643 1525 1594 1670 1299 1621 1563 1502 1674 1670 1442 Q Serve(g_s),s 4.1 27.7 4.1 4.6 25.6 4.9 3.4 4.6 7.4 3.6 4.4 4.0 Cycle Q Clear(g_c),s 4.1 27.7 4.1 4.6 25.6 4.9 3.4 4.6 7.4 3.6 4.4 4.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c),veh/h 264 1552 720 260 1602 623 240 379 182 243 417 180 V/C Ratio(X) 0.57 0.80 0.17 0.65 0.75 0.20 0.30 0.47 0.73 0.33 0.44 0.40 Avail Cap(c_a),veh/h 450 2983 1384 486 3146 1224 270 826 397 267 844 364 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay(d),s/veh 16.1 19.4 13.2 17.4 18.5 13.1 31.3 35.6 36.9 31.2 35.3 35.1 Incr Delay(d2),s/veh 0.7 1.0 0.1 1.0 0.7 0.2 0.3 0.9 5.4 0.3 0.7 1.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/In 1.3 9.1 1.3 1.4 8.5 1.3 1.3 1.7 2.9 1.4 1.7 1.4 Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 16.8 20.4 13.3 18.4 19.2 13.2 31.6 36.5 42.3 31.5 36.0 36.5 LnGrp LOS B C B B B B C D D C D D Approach Vol,veh/h 1512 1501 381 335 Approach Delay,s/veh 19.5 18.6 37.6 35.1 Approach LOS B B D D Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 12.0 47.7 10.4 16.9 12.7 47.1 10.7 16.5 Change Period(Y+Rc),s 6.0 6.0 6.0 6.0 6.0 6.0 6.0 *6 Max Green Setting(Gmax),s 16.0 82.0 6.0 22.0 19.0 79.0 6.0 *23 Max Q Clear Time(g_c+I1),s 6.1 27.6 5.4 6.4 6.6 29.7 5.6 9.4 Green Ext Time(p-c),s 0.1 11.1 0.0 1.0 0.2 11.4 0.0 1.2 Intersection Summary HCM 6th Ctrl Delay,s/veh 22.4 HCM 6th LOS C Notes *HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 6 HCM 6th TWSC 26567 - Dayspring Subdivision TIS 201: Morgan Grove Lane (Site Access A) & Ustick Road Year 2032 Total Weekday AM Peak Hour Intersection Int Delay,s/veh 7 Movement EBT EBR WBL WBT NBL NBR Lane Configurations t"+ ) tt r* Traffic Vol,veh/h 1186 95 94 1280 137 112 Future Vol,veh/h 1186 95 94 1280 137 112 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - 0 0 Veh in Median Storage,# 0 - 0 2 - Grade, % 0 - 0 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles,% 5 0 0 4 0 0 Mvmt Flow 1318 106 104 1422 152 124 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 1424 0 2290 712 Stage 1 - - - - 1371 - Stage 2 - - 919 - Critical Hdwy - 4.1 6.8 6.9 Critical Hdwy Stg 1 - - 5.8 - Critical Hdwy Stg 2 - - 5.8 - Follow-up Hdwy - 2.2 3.5 3.3 Pot Cap-1 Maneuver - 484 —34 379 Stage 1 - - 205 - Stage 2 - - 354 - Platoon blocked, % - Mov Cap-1 Maneuver - 484 —27 379 Mov Cap-2 Maneuver - - 156 - Stage 1 - - 205 Stage 2 - 278 Approach EB WB NB HCM Control Delay,s/v 0 1 76.5 HCM LOS F Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity(veh/h) 156 379 - 484 HCM Lane V/C Ratio 0.976 0.328 0.216 HCM Control Delay(s/veh) 123.4 19.1 - 14.5 HCM Lane LOS F C B HCM 95th%tile Q(veh) 7.3 1.4 - 0.8 Notes -:Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 8 HCM 6th TWSC 26567 - Dayspring Subdivision TIS 202: Morgan Grove Lane & McMurtery St (Site Access C) Year 2032 Total Weekday AM Peak Hour Intersection Int Delay,s/veh 2.9 Movement EBL EBR NBL NBT SBT SBR Lane Configurations y *' Traffic Vol,veh/h 111 0 0 131 43 134 Future Vol,veh/h 111 0 0 131 43 134 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 Veh in Median Storage,# 0 - 0 0 Grade, % 0 0 0 Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles,% 0 0 0 0 0 0 Mvmt Flow 123 0 0 146 48 149 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 269 123 197 0 0 Stage 1 123 - - - - - Stage 2 146 - - Critical Hdwy 6.4 6.2 4.1 - Critical Hdwy Stg 1 5.4 - - Critical Hdwy Stg 2 5.4 - - - Follow-up Hdwy 3.5 3.3 2.2 Pot Cap-1 Maneuver 725 933 1388 - Stage 1 907 - - - Stage 2 886 - - - - - Platoon blocked, % - Mov Cap-1 Maneuver 725 933 1388 - - - Mov Cap-2 Maneuver 725 - - - Stage 1 907 - - - - Stage 2 886 - - Approach EB NB SB HCM Control Delay,s/v 11 0 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity(veh/h) 1388 - 725 - HCM Lane V/C Ratio - - 0.17 - HCM Control Delay(s/veh) 0 - 11 - HCM Lane LOS A - B - HCM 95th%tile Q(veh) 0 - 0.6 - Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 10 Queues 26567 - Dayspring Subdivision TIS 101: McDermott Rd & Ustick Road Year 2032 Total Weekday PM Peak Hour } --I. 4--- t Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow(vph) 23 789 61 14 1438 82 151 53 44 67 v/c Ratio 0.16 0.46 0.07 0.04 0.85 0.10 0.34 0.12 0.12 0.19 Control Delay(s/veh) 12.2 18.1 0.2 9.8 30.5 0.9 34.5 15.4 33.7 14.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 12.2 18.1 0.2 9.8 30.5 0.9 34.5 15.4 33.7 14.0 Queue Length 50th(ft) 7 174 0 4 519 0 88 4 24 1 Queue Length 95th(ft) 18 260 0 13 612 8 178 44 63 47 Internal Link Dist(ft) 261 1033 347 441 Turn Bay Length(ft) 100 100 100 100 Base Capacity(vph) 144 2539 1209 343 2564 1209 463 453 370 353 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.16 0.31 0.05 0.04 0.56 0.07 0.33 0.12 0.12 0.19 Intersection Summary Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 1 HCM Signalized Intersection Capacity Analysis 26567 - Dayspring Subdivision TIS 101: McDermott Rd & Ustick Road Year 2032 Total Weekday PM Peak Hour } --1. 4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vii tt r* V1 tt if Traffic Volume(vph) 21 710 55 13 1294 74 136 5 42 40 1 59 Future Volume(vph) 21 710 55 13 1294 74 136 5 42 40 1 59 Ideal Flow(vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time(s) 4.5 6.0 6.0 4.5 6.0 6.0 4.5 6.0 4.5 6.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.87 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow(prot) 1710 3288 1530 1710 3320 1530 1710 1561 1710 1534 Flt Permitted 0.07 1.00 1.00 0.29 1.00 1.00 0.60 1.00 0.72 1.00 Satd. Flow(perm) 123 3288 1530 522 3320 1530 1083 1561 1300 1534 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow(vph) 23 789 61 14 1438 82 151 6 47 44 1 66 RTOR Reduction(vph) 0 0 30 0 0 41 0 35 0 0 53 0 Lane Group Flow(vph) 23 789 31 14 1438 41 151 18 0 44 14 0 Heavy Vehicles(%) 0% 4% 0% 0% 3% 0% 0% 0% 0% 0% 0% 0% Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Actuated Green, G(s) 64.4 61.5 61.5 62.4 60.5 60.5 41.0 31.5 29.3 24.3 Effective Green,g(s) 64.4 61.5 61.5 62.4 60.5 60.5 41.0 31.5 29.3 24.3 Actuated g/C Ratio 0.53 0.51 0.51 0.52 0.50 0.50 0.34 0.26 0.24 0.20 Clearance Time(s) 4.5 6.0 6.0 4.5 6.0 6.0 4.5 6.0 4.5 6.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 103 1672 778 288 1661 765 430 406 332 308 vls Ratio Prot c0.01 0.24 0.00 c0.43 c0.04 0.01 0.01 0.01 v/s Ratio Perm 0.11 0.02 0.02 0.03 c0.08 0.03 vlc Ratio 0.22 0.47 0.04 0.05 0.87 0.05 0.35 0.04 0.13 0.05 Uniform Delay,dl 20.1 19.2 14.9 14.8 26.6 15.5 29.1 33.4 35.6 39.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 1.1 0.2 0.0 0.1 5.0 0.0 0.5 0.2 0.2 0.3 Delay(s) 21.2 19.4 14.9 14.8 31.6 15.5 29.6 33.7 35.8 39.2 Level of Service C B B B C B C C D D Approach Delay(slveh) 19.1 30.6 30.6 37.9 Approach LOS B C C D Intersection Summary HCM 2000 Control Delay(s/veh) 27.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.67 Actuated Cycle Length(s) 120.9 Sum of lost time(s) 21.0 Intersection Capacity Utilization 62.4% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 2 HCM 6th Signalized Intersection Summary 26567 - Dayspring Subdivision TIS 101: McDermott Rd & Ustick Road Year 2032 Total Weekday PM Peak Hour } --1. 4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r* tt if Traffic Volume(veh/h) 21 710 55 13 1294 74 136 5 42 40 1 59 Future Volume(veh/h) 21 710 55 13 1294 74 136 5 42 40 1 59 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow,veh/h/In 1800 1744 1800 1800 1758 1800 1800 1800 1800 1800 1800 1800 Adj Flow Rate,veh/h 23 789 61 14 1438 82 151 6 47 44 1 66 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 0 4 0 0 3 0 0 0 0 0 0 0 Cap,veh/h 147 1710 787 317 1701 777 419 44 348 379 5 301 Arrive On Green 0.02 0.52 0.52 0.02 0.51 0.51 0.09 0.25 0.25 0.03 0.20 0.20 Sat Flow,veh/h 1714 3313 1525 1714 3340 1525 1714 176 1377 1714 23 1506 Grp Volume(v),veh/h 23 789 61 14 1438 82 151 0 53 44 0 67 Grp Sat Flow(s),veh/h/In 1714 1657 1525 1714 1670 1525 1714 0 1552 1714 0 1529 Q Serve(g_s),s 0.7 17.4 2.3 0.4 42.6 3.2 7.7 0.0 3.0 2.3 0.0 4.2 Cycle Q Clear(g_c),s 0.7 17.4 2.3 0.4 42.6 3.2 7.7 0.0 3.0 2.3 0.0 4.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.89 1.00 0.99 Lane Grp Cap(c),veh/h 147 1710 787 317 1701 777 419 0 392 379 0 306 V/C Ratio(X) 0.16 0.46 0.08 0.04 0.85 0.11 0.36 0.00 0.14 0.12 0.00 0.22 Avail Cap(c_a),veh/h 190 2538 1169 373 2559 1169 489 0 392 420 0 306 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay(d),s/veh 21.3 17.6 14.0 14.3 24.3 14.6 30.8 0.0 33.2 34.7 0.0 38.4 Incr Delay(d2),s/veh 0.5 0.2 0.0 0.1 1.8 0.1 0.5 0.0 0.7 0.1 0.0 1.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/In 0.3 6.1 0.7 0.2 15.4 1.0 3.1 0.0 1.2 0.9 0.0 1.7 Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 21.7 17.8 14.0 14.3 26.1 14.7 31.3 0.0 33.9 34.8 0.0 40.1 LnGrp LOS C B B B C B C C C D Approach Vol,veh/h 873 1534 204 111 Approach Delay,s/veh 17.7 25.3 32.0 38.0 Approach LOS B C C D Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 8.3 35.0 6.3 65.3 14.3 29.0 7.1 64.5 Change Period(Y+Rc),s 4.5 6.0 4.5 6.0 4.5 6.0 4.5 6.0 Max Green Setting(Gmax),s 6.5 29.0 5.5 88.0 14.5 21.0 5.5 88.0 Max Q Clear Time(g_c+I1),s 4.3 5.0 2.4 19.4 9.7 6.2 2.7 44.6 Green Ext Time(p-c),s 0.0 0.2 0.0 5.9 0.1 0.2 0.0 13.9 Intersection Summary HCM 6th Ctrl Delay,s/veh 23.9 HCM 6th LOS C Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 3 Queues 26567 - Dayspring Subdivision TIS 102: Black Cat Road & Ustick Road Year 2032 Total Weekday PM Peak Hour } --1' 4--- t i Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 82 722 88 315 1273 199 99 259 113 52 200 66 v/c Ratio 0.39 0.59 0.15 0.69 0.77 0.25 0.33 0.39 0.27 0.24 0.47 0.21 Control Delay(s/veh) 16.4 27.1 0.5 19.0 24.6 8.0 35.5 41.6 4.3 35.5 48.2 1.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 16.4 27.1 0.5 19.0 24.6 8.0 35.5 41.6 4.3 35.5 48.2 1.6 Queue Length 50th(ft) 20 184 0 88 340 30 48 78 0 25 63 0 Queue Length 95th(ft) 44 287 0 163 495 79 115 147 23 69 124 0 Internal Link Dist(ft) 604 536 453 632 Turn Bay Length(ft) 100 100 100 100 100 100 Base Capacity(vph) 273 2154 940 658 2740 1233 333 1034 573 226 820 449 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.30 0.34 0.09 0.48 0.46 0.16 0.30 0.25 0.20 0.23 0.24 0.15 Intersection Summary Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 4 HCM Signalized Intersection Capacity Analysis 26567 - Dayspring Subdivision TIS 102: Black Cat Road & Ustick Road Year 2032 Total Weekday PM Peak Hour } --1. 4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vii tt r* Vii tt if ft if tt r* Traffic Volume(vph) 79 693 84 302 1222 191 95 249 108 50 192 63 Future Volume(vph) 79 693 84 302 1222 191 95 249 108 50 192 63 Ideal Flow(vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time(s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 5.0 5.0 6.0 6.0 6.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow(prot) 1710 3353 1378 1676 3320 1471 1710 3386 1530 1598 3386 1378 Flt Permitted 0.14 1.00 1.00 0.23 1.00 1.00 0.49 1.00 1.00 0.59 1.00 1.00 Satd. Flow(perm) 254 3353 1378 410 3320 1471 889 3386 1530 995 3386 1378 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow(vph) 82 722 88 315 1273 199 99 259 112 52 200 66 RTOR Reduction(vph) 0 0 55 0 0 56 0 0 91 0 0 57 Lane Group Flow(vph) 82 722 33 315 1273 143 99 259 22 52 200 9 Heavy Vehicles(%) 0% 2% 11% 2% 3% 4% 0% 1% 0% 7% 1% 11% Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm Protected Phases 1 6 5 2 3 8 7 4 Permitted Phases 6 6 2 2 8 8 4 4 Actuated Green, G(s) 43.5 38.3 38.3 60.9 49.7 49.7 28.1 19.4 19.4 18.9 14.3 14.3 Effective Green,g(s) 43.5 38.3 38.3 60.9 49.7 49.7 28.1 19.4 19.4 18.9 14.3 14.3 Actuated g/C Ratio 0.43 0.38 0.38 0.60 0.49 0.49 0.28 0.19 0.19 0.19 0.14 0.14 Clearance Time(s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 5.0 5.0 6.0 6.0 6.0 Vehicle Extension(s) 2.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0 3.0 2.0 3.0 3.0 Lane Grp Cap(vph) 182 1260 517 451 1619 717 315 644 291 211 475 193 vls Ratio Prot 0.02 0.22 c0.11 c0.38 c0.03 c0.08 0.01 0.06 v/s Ratio Perm 0.17 0.02 0.30 0.10 0.06 0.01 0.03 0.01 vlc Ratio 0.45 0.57 0.06 0.70 0.79 0.20 0.31 0.40 0.07 0.25 0.42 0.05 Uniform Delay,dl 18.7 25.3 20.3 12.9 21.7 14.8 28.5 36.2 33.9 34.9 40.0 37.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 0.6 0.6 0.1 3.8 2.6 0.1 0.2 0.4 0.1 0.2 0.6 0.1 Delay(s) 19.4 25.9 20.4 16.6 24.3 15.0 28.7 36.6 34.0 35.2 40.6 38.0 Level of Service B C C B C B C D C D D D Approach Delay(slveh) 24.8 21.9 34.3 39.2 Approach LOS C C C D Intersection Summary HCM 2000 Control Delay(s/veh) 25.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.71 Actuated Cycle Length(s) 101.9 Sum of lost time(s) 24.0 Intersection Capacity Utilization 74.2% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 5 HCM 6th Signalized Intersection Summary 26567 - Dayspring Subdivision TIS 102: Black Cat Road & Ustick Road Year 2032 Total Weekday PM Peak Hour } --1. 4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r* tt if ft if tt r* Traffic Volume(veh/h) 79 693 84 302 1222 191 95 249 108 50 192 63 Future Volume(veh/h) 79 693 84 302 1222 191 95 249 108 50 192 63 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow,veh/h/In 1800 1772 1646 1772 1758 1744 1800 1786 1800 1702 1786 1646 Adj Flow Rate,veh/h 82 722 88 315 1273 199 99 259 112 52 200 66 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 0 2 11 2 3 4 0 1 0 7 1 11 Cap,veh/h 229 1371 568 458 1624 718 264 482 217 217 396 163 Arrive On Green 0.05 0.41 0.41 0.13 0.49 0.49 0.07 0.14 0.14 0.04 0.12 0.12 Sat Flow,veh/h 1714 3367 1395 1688 3340 1478 1714 3393 1525 1621 3393 1395 Grp Volume(v),veh/h 82 722 88 315 1273 199 99 259 112 52 200 66 Grp Sat Flow(s),veh/h/In 1714 1683 1395 1688 1670 1478 1714 1697 1525 1621 1697 1395 Q Serve(g_s),s 2.3 13.9 3.4 8.7 27.1 6.8 4.3 6.1 5.8 2.4 4.7 3.8 Cycle Q Clear(g_c),s 2.3 13.9 3.4 8.7 27.1 6.8 4.3 6.1 5.8 2.4 4.7 3.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c),veh/h 229 1371 568 458 1624 718 264 482 217 217 396 163 V/C Ratio(X) 0.36 0.53 0.15 0.69 0.78 0.28 0.37 0.54 0.52 0.24 0.50 0.41 Avail Cap(c_a),veh/h 343 2397 993 851 3197 1415 370 1149 516 263 911 374 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay(d),s/veh 16.4 19.1 16.1 13.1 18.3 13.1 30.4 34.1 34.0 31.5 35.5 35.1 Incr Delay(d2),s/veh 0.4 0.3 0.1 0.7 0.9 0.2 0.3 0.9 1.9 0.2 1.0 1.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/In 0.8 4.8 1.0 2.7 8.9 2.1 1.7 2.5 2.2 0.9 1.9 1.3 Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 16.8 19.5 16.2 13.8 19.1 13.3 30.8 35.1 35.9 31.7 36.5 36.7 LnGrp LOS B B B B B B C D D C D D Approach Vol,veh/h 892 1787 470 318 Approach Delay,s/veh 18.9 17.5 34.4 35.8 Approach LOS B B C D Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 10.3 47.6 11.7 16.0 17.0 40.9 9.5 18.2 Change Period(Y+Rc),s 6.0 6.0 6.0 6.0 6.0 6.0 6.0 *6 Max Green Setting(Gmax),s 10.0 82.0 11.0 23.0 31.0 61.0 6.0 *29 Max Q Clear Time(g_c+I1),s 4.3 29.1 6.3 6.7 10.7 15.9 4.4 8.1 Green Ext Time(p-c),s 0.0 12.5 0.0 1.1 0.4 5.3 0.0 1.8 Intersection Summary HCM 6th Ctrl Delay,s/veh 21.8 HCM 6th LOS C Notes *HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 6 HCM 6th TWSC 26567 - Dayspring Subdivision TIS 201: Morgan Grove Lane (Site Access A) & Ustick Road Year 2032 Total Weekday PM Peak Hour Intersection Int Delay,s/veh 5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations t"+ ) tt r* Traffic Vol,veh/h 715 181 182 1264 117 150 Future Vol,veh/h 715 181 182 1264 117 150 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - 0 0 Veh in Median Storage,# 0 - 0 2 - Grade, % 0 - 0 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles,% 3 0 0 3 0 0 Mvmt Flow 794 201 202 1404 130 167 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 995 0 2001 498 Stage 1 - - - - 895 - Stage 2 - - 1106 - Critical Hdwy - 4.1 6.8 6.9 Critical Hdwy Stg 1 - - 5.8 - Critical Hdwy Stg 2 - - 5.8 - Follow-up Hdwy - 2.2 3.5 3.3 Pot Cap-1 Maneuver - 703 —53 523 Stage 1 - - 364 - Stage 2 - - 283 - Platoon blocked, % - Mov Cap-1 Maneuver - 703 —38 523 Mov Cap-2 Maneuver - - 169 - Stage 1 - - 364 Stage 2 - 202 Approach EB WB NB HCM Control Delay,s/v 0 1.5 41.2 HCM LOS E Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity(veh/h) 169 523 - 703 HCM Lane V/C Ratio 0.769 0.319 0.288 HCM Control Delay(s/veh) 74.7 15.1 - 12.2 HCM Lane LOS F C B HCM 95th%tile Q(veh) 5 1.4 - 1.2 Notes -:Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 8 HCM 6th TWSC 26567 - Dayspring Subdivision TIS 202: Morgan Grove Lane & McMurtery St (Site Access C) Year 2032 Total Weekday PM Peak Hour Intersection Int Delay,s/veh 4 Movement EBL EBR NBL NBT SBT SBR Lane Configurations y *' Traffic Vol,veh/h 189 0 0 76 110 251 Future Vol,veh/h 189 0 0 76 110 251 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 Veh in Median Storage,# 0 - 0 0 Grade, % 0 0 0 Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles,% 0 0 0 0 0 0 Mvmt Flow 210 0 0 84 122 279 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 346 262 401 0 0 Stage 1 262 - - - - - Stage 2 84 - - Critical Hdwy 6.4 6.2 4.1 - Critical Hdwy Stg 1 5.4 - - Critical Hdwy Stg 2 5.4 - - - Follow-up Hdwy 3.5 3.3 2.2 Pot Cap-1 Maneuver 655 782 1169 Stage 1 786 - - Stage 2 944 - - Platoon blocked, % Mov Cap-1 Maneuver 655 782 1169 - - - Mov Cap-2 Maneuver 655 - - - Stage 1 786 - - - - Stage 2 944 - Approach EB NB SIB HCM Control Delay,s/v 13.1 0 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity(veh/h) 1169 - 655 - HCM Lane V/C Ratio - - 0.321 - HCM Control Delay(s/veh) 0 - 13.1 - HCM Lane LOS A - B - HCM 95th%tile Q(veh) 0 - 1.4 - Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 10 Appendix I Year 2032 Mitigated Total Traffic Operations Worksheets KITTELSON&ASSOCIATES,INC. Analysis Traffic Volumes Hour Major Street Minor Street Begin End EB WB NB 58 12:00 AM 1:00 AM 34 36 11 0 1:00 AM 16 9 6 0 2:00 AM 6 12 5 0 Project#: 26567 3:00 AM 31 24 6 0 Project Name: Dayspring Subdivision TIS 4:00 AM 66 46 19 0 Analyst: Kittelson&Associates,Inc. 5:00 AM 162 153 42 0 Date: 12/1/2024 6:00 AM 430 577 127 0 File: H:\26\26567-Porter Complex TIS\analysis\Signal 7:00 AM 1329 1513 236 0 warrants\[26567_signal warrant analysis_Morgan Grove Ustick Widening.xlslWarrantSummarvf70%I 8:00AM 1010 652 217 0 Intersection: Morgan Grove Road and Ustick Road 9:00 AM 561 602 156 0 Scenario: 2032 Total Traffic Conditions 10:00 AM 478 439 167 0 11:00 AM 749 825 180 0 12:00 PM 490 579 195 0 1:00 PM 654 558 207 0 Warrant Summary 2:00 PM 1152 764 226 0 Warrant Name Analyzed? Met? 3:00 PM 827 921 255 0 #1 Eight-Hour Vehicular Volume Yes Yes 4:00 PM 896 1488 312 0 #2 Four-Hour Vehicular volume Yes Yes 5:00 PM 930 1468 298 0 #3 Peak Hour Yes Yes 6:00 PM 689 1032 246 0 #4 Pedestrian Volume No - 7:00 PM 510 461 176 0 #5 School Crossing No 8:00 PM 361 463 157 0 #6 Coordinated Signal System No - 9:00 PM 297 319 115 0 #7 Crash Experience No 10:00 PM 129 126 53 0 #8 Roadway Network No - 11:00 PM 47 73 33 0 #9 Intersection Near a Grade Crossing No Input Parameters Volume Adjustment Factor= 1.0 Warrant#1-Eight Hour North-South Approach= Minor Hours That Condition for Warrant Major Street Minor Street Signal Warrant East-West Approach= Major Condition Condition Is Warrant Factor Factor Requirement Requirement Met Met? Met? Major Street Thru Lanes= 2 Minor Street Thru Lanes= 1 A 600 150 14 Yes 100% Yes Speed>40 mph? Yes B 900 75 14 Yes Population<10,000? No 80% A 480 120 15 Yes Yes Warrant Factor 70% B 720 60 15 Yes Peak Hour or Daily Count? Daily 70% A 420 105 16 Yes Yes B 630 53 15 Yes 56% A 336 84 16 Yes yes B 504 42 16 Yes Warrant#2-Four Hour Warrant#3-Peak Hour -2 Major/2 Minor 2 Major/2 Minor 70%Warrant Factor -2 Major/1 Minor 70%Warrant Factor —2 Major/1Minor 400 -1 Major/2 Minor 500 1 Major/2 Minor 1 Major/1 Minor 1 Major/1 Minor s Traffic Volumes ■ Traffic Volumes � 400 300 m w c * * * 300 f \� Ill X 200 m i X ao * * °—° 200 X 100 100 X X X WX 0 0 0 500 1000 1500 2000 2500 3000 0 500 1000 1500 2000 2500 3000 Combined Major Street Combined Major Street HCM Signalized Intersection Capacity Analysis 26567 - Dayspring Subdivision TIS 201: Morgan Grove Lane (Site Access A) & Ustick Road Year 2032 Total Weekday AM Peak Hour-MIT 1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations +'+ Vii tt Vii if Traffic Volume(vph) 1186 95 94 1280 137 112 Future Volume(vph) 1186 95 94 1280 137 112 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time(s) 6.0 6.0 6.0 5.0 5.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 Frt 0.99 1.00 1.00 1.00 0.85 Flt Protected 1.00 0.95 1.00 0.95 1.00 Satd. Flow(prot) 3412 1805 3471 1805 1615 Flt Permitted 1.00 0.09 1.00 0.95 1.00 Satd. Flow(perm) 3412 165 3471 1805 1615 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow(vph) 1318 106 104 1422 152 124 RTOR Reduction(vph) 5 0 0 0 0 104 Lane Group Flow(vph) 1419 0 104 1422 152 20 Heavy Vehicles(%) 5% 0% 0% 4% 0% 0% Turn Type NA pm+pt NA Prot Perm Protected Phases 4 3 8 2 Permitted Phases 8 2 Actuated Green, G(s) 43.8 57.0 57.0 13.3 13.3 Effective Green,g(s) 43.8 57.0 57.0 13.3 13.3 Actuated g/C Ratio 0.54 0.70 0.70 0.16 0.16 Clearance Time(s) 6.0 6.0 6.0 5.0 5.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 1838 260 2433 295 264 vls Ratio Prot c0.42 0.04 c0.41 c0.08 v/s Ratio Perm 0.24 0.01 vlc Ratio 0.77 0.40 0.58 0.52 0.08 Uniform Delay,dl 14.8 10.1 6.2 31.1 28.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 2.1 1.0 0.4 1.5 0.1 Delay(s) 16.9 11.1 6.5 32.6 28.9 Level of Service B B A C C Approach Delay(slveh) 16.9 6.8 30.9 Approach LOS B A C Intersection Summary HCM 2000 Control Delay(s/veh) 13.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.73 Actuated Cycle Length(s) 81.3 Sum of lost time(s) 17.0 Intersection Capacity Utilization 62.8% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 1 HCM 6th Signalized Intersection Summary 26567 - Dayspring Subdivision TIS 201: Morgan Grove Lane (Site Access A) & Ustick Road Year 2032 Total Weekday AM Peak Hour-MIT 1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations +T+ tt if Traffic Volume(veh/h) 1186 95 94 1280 137 112 Future Volume(veh/h) 1186 95 94 1280 137 112 Initial Q(Qb),veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow,veh/h/In 1826 1900 1900 1841 1900 1900 Adj Flow Rate,veh/h 1318 106 104 1422 152 124 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 5 0 0 4 0 0 Cap,veh/h 1764 141 320 2458 225 200 Arrive On Green 0.54 0.54 0.07 0.70 0.12 0.12 Sat Flow,veh/h 3344 261 1810 3589 1810 1610 Grp Volume(v),veh/h 701 723 104 1422 152 124 Grp Sat Flow(s),veh/h/In 1735 1779 1810 1749 1810 1610 Q Serve(g_s),s 19.7 19.9 1.4 13.0 5.1 4.6 Cycle Q Clear(g_c),s 19.7 19.9 1.4 13.0 5.1 4.6 Prop In Lane 0.15 1.00 1.00 1.00 Lane Grp Cap(c),veh/h 941 965 320 2458 225 200 V/C Ratio(X) 0.75 0.75 0.32 0.58 0.68 0.62 Avail Cap(c_a),veh/h 2508 2572 542 6046 825 734 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay(d),s/veh 11.2 11.2 9.6 4.7 26.6 26.4 Incr Delay(d2),s/veh 1.2 1.2 0.6 0.2 3.5 3.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/In 5.4 5.6 0.4 1.9 2.3 1.7 Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 12.4 12.4 10.2 5.0 30.1 29.5 LnGrp LOS B B B A C C Approach Vol,veh/h 1424 1526 276 Approach Delay,s/veh 12.4 5.3 29.9 Approach LOS B A C Timer-Assigned Phs 2 3 4 8 Phs Duration(G+Y+Rc),s 12.9 10.2 40.5 50.7 Change Period(Y+Rc),s 5.0 6.0 6.0 6.0 Max Green Setting(Gmax),s 29.0 12.0 92.0 110.0 Max Q Clear Time(g_c+ll),s 7.1 3.4 21.9 15.0 Green Ext Time(p-c),s 0.8 0.1 12.6 14.4 Intersection Summary HCM 6th Ctrl Delay,s/veh 10.5 HCM 6th LOS B Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 2 HCM Signalized Intersection Capacity Analysis 26567 - Dayspring Subdivision TIS 201: Morgan Grove Lane (Site Access A) & Ustick Road Year 2032 Total Weekday PM Peak Hour MIT 1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations tip Vii tt Vii if Traffic Volume(vph) 715 181 182 1264 117 150 Future Volume(vph) 715 181 182 1264 117 150 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time(s) 6.0 6.0 6.0 5.0 5.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 Frt 0.97 1.00 1.00 1.00 0.85 Flt Protected 1.00 0.95 1.00 0.95 1.00 Satd. Flow(prot) 3419 1805 3505 1805 1615 Flt Permitted 1.00 0.15 1.00 0.95 1.00 Satd. Flow(perm) 3419 293 3505 1805 1615 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow(vph) 794 201 202 1404 130 167 RTOR Reduction(vph) 18 0 0 0 0 138 Lane Group Flow(vph) 977 0 202 1404 130 29 Heavy Vehicles(%) 3% 0% 0% 3% 0% 0% Turn Type NA pm+pt NA Prot Perm Protected Phases 4 3 8 2 Permitted Phases 8 2 Actuated Green, G(s) 26.0 40.4 40.4 10.8 10.8 Effective Green,g(s) 26.0 40.4 40.4 10.8 10.8 Actuated g/C Ratio 0.42 0.65 0.65 0.17 0.17 Clearance Time(s) 6.0 6.0 6.0 5.0 5.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 1429 394 2276 313 280 vls Ratio Prot c0.29 0.07 c0.40 c0.07 v/s Ratio Perm 0.26 0.02 vlc Ratio 0.68 0.51 0.62 0.42 0.10 Uniform Delay,dl 14.7 7.1 6.4 22.9 21.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 1.4 1.1 0.5 0.9 0.2 Delay(s) 16.1 8.2 6.9 23.8 21.8 Level of Service B A A C C Approach Delay(slveh) 16.1 7.0 22.7 Approach LOS B A C Intersection Summary HCM 2000 Control Delay(s/veh) 11.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.65 Actuated Cycle Length(s) 62.2 Sum of lost time(s) 17.0 Intersection Capacity Utilization 56.3% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 1 HCM 6th Signalized Intersection Summary 26567 - Dayspring Subdivision TIS 201: Morgan Grove Lane (Site Access A) & Ustick Road Year 2032 Total Weekday PM Peak Hour MIT 1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations +T+ tt if Traffic Volume(veh/h) 715 181 182 1264 117 150 Future Volume(veh/h) 715 181 182 1264 117 150 Initial Q(Qb),veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow,veh/h/In 1856 1900 1900 1856 1900 1900 Adj Flow Rate,veh/h 794 201 202 1404 130 167 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 3 0 0 3 0 0 Cap,veh/h 1143 289 423 2215 280 249 Arrive On Green 0.41 0.41 0.10 0.63 0.15 0.15 Sat Flow,veh/h 2879 705 1810 3618 1810 1610 Grp Volume(v),veh/h 502 493 202 1404 130 167 Grp Sat Flow(s),veh/h/In 1763 1729 1810 1763 1810 1610 Q Serve(g_s),s 11.9 11.9 2.9 12.5 3.3 5.0 Cycle Q Clear(g_c),s 11.9 11.9 2.9 12.5 3.3 5.0 Prop In Lane 0.41 1.00 1.00 1.00 Lane Grp Cap(c),veh/h 723 709 423 2215 280 249 V/C Ratio(X) 0.69 0.69 0.48 0.63 0.46 0.67 Avail Cap(c_a),veh/h 2712 2659 1135 7578 1071 953 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay(d),s/veh 12.3 12.3 8.7 5.8 19.5 20.2 Incr Delay(d2),s/veh 1.2 1.2 0.8 0.3 1.2 3.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/In 3.4 3.4 0.7 1.8 1.4 1.7 Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 13.5 13.6 9.6 6.1 20.7 23.3 LnGrp LOS B B A A C C Approach Vol,veh/h 995 1606 297 Approach Delay,s/veh 13.6 6.6 22.2 Approach LOS B A C Timer-Assigned Phs 2 3 4 8 Phs Duration(G+Y+Rc),s 12.9 11.0 26.8 37.9 Change Period(Y+Rc),s 5.0 6.0 6.0 6.0 Max Green Setting(Gmax),s 30.0 25.0 78.0 109.0 Max Q Clear Time(g_c+ll),s 7.0 4.9 13.9 14.5 Green Ext Time(p-c),s 0.9 0.5 6.9 14.0 Intersection Summary HCM 6th Ctrl Delay,s/veh 10.6 HCM 6th LOS B Dayspring Background Operations Oct 2024._Backup.syn Synchro 12 Report Kittelson&Associates, Inc. Page 2 SITE LAYOUT A.Site: 201 [Year 2032 Total Traffic Weekday AM Peak Hour- MIT (Site Folder: Ustick Road & Morgan Grove Lane)] New Site Site Category: (None) Roundabout Layout pictures are schematic functional drawings reflecting input data.They are not design drawings. c CJ r O 41 Q O V? �. 10 «L SIDRA INTERSECTION 9.1 Copyright©2000-2024 Akcelik and Associates Pty Ltd sidrasolutions.com Organisation:KITTELSON AND ASSOCIATES INC I Licence:NETWORK/Enterprise Level 3 1 Created:Tuesday,November 26,2024 9:39:03 AM Project: H:\26\26567-Porter Complex TIS\analysis\Sidra\MIT-Nov 2024\26567-Year 2032 TT-MIT.sip9 MOVEMENT SUMMARY Site: 201 [Year 2032 Total Traffic Weekday AM Peak Hour- MIT (Site Folder: Ustick Road & Morgan Grove Lane)] Output produced by SIDRA INTERSECTION Version:9.1.6.228 New Site Site Category: (None) Roundabout Vehicle Movement Performance -. Aver. Level . Of Prop. ID �_Iass_'W�lows Flows Satn Delay Service Queue Que Stop No.of Speed Total South: Morgan Grove Road 3 L2 All MCs 152 0.0 152 0.0 0.632 24.1 LOS C 3.3 82.2 0.86 1.01 1.44 25.0 18 R2 All MCs 124 0.0 124 0.0 0.632 24.1 LOS C 3.3 82.2 0.86 1.01 1.44 25.2 Approach 277 0.0 277 0.0 0.632 24.1 LOS C 3.3 82.2 0.86 1.01 1.44 25.1 East: Ustick Road 1 L2 All MCs 104 0.0 104 0.0 0.644 10.8 LOS B 5.3 137.4 0.57 0.29 0.57 29.9 6 T1 All MCs 1422 4.0 1422 4.0 0.644 11.2 LOS B 5.3 137.4 0.57 0.29 0.57 30.5 Approach 1527 3.7 1527 3.7 0.644 11.2 LOS B 5.3 137.4 0.57 0.29 0.57 30.4 West: Ustick Road 2 T1 All MCs 1318 5.0 1318 5.0 0.579 9.4 LOS A 4.5 115.2 0.43 0.19 0.43 31.3 12 R2 All MCs 106 0.0 106 0.0 0.579 9.0 LOS A 4.5 115.2 0.43 0.19 0.43 31.1 Approach 1423 4.6 1423 4.6 0.579 9.4 LOS A 4.5 115.2 0.43 0.19 0.43 31.3 All Vehicles 3227 3.8 3227 3.8 0.644 11.5 LOS B 5.3 137.4 0.53 0.31 0.58 30.3 Site Level of Service (LOS) Method: Delay&v/c(HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method:Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio(degree of saturation)per movement. LOS F will result if v/c> 1 irrespective of movement delay value(does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements(v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula(Stopline Delay:Geometric Delay is not included). Queue Model:SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula:Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV(%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 i Copyright©2000-2024 Akcelik and Associates Pty Ltd i sidrasolutions.com Organisation:KITTELSON AND ASSOCIATES INC I Licence:NETWORK/Enterprise Level 3 1 Processed:Tuesday,November 26,2024 9:39:44 AM Project: H:\26\26567-Porter Complex TIS\analysis\Sidra\MIT-Nov 2024\26567-Year 2032 TT-MIT.sip9 SITE LAYOUT A.Site: 201 [Year 2032 Total Traffic Weekday PM Peak Hour- MIT (Site Folder: Ustick Road & Morgan Grove Lane)] New Site Site Category: (None) Roundabout Layout pictures are schematic functional drawings reflecting input data.They are not design drawings. c CJ r O 41 Q O V? �. 10 «L SIDRA INTERSECTION 9.1 Copyright©2000-2024 Akcelik and Associates Pty Ltd sidrasolutions.com Organisation:KITTELSON AND ASSOCIATES INC I Licence:NETWORK/Enterprise Level 3 1 Created:Tuesday,November 26,2024 9:39:35 AM Project: H:\26\26567-Porter Complex TIS\analysis\Sidra\MIT-Nov 2024\26567-Year 2032 TT-MIT.sip9 MOVEMENT SUMMARY Site: 201 [Year 2032 Total Traffic Weekday PM Peak Hour - MIT (Site Folder: Ustick Road & Morgan Grove Lane)] Output produced by SIDRA INTERSECTION Version:9.1.6.228 New Site Site Category: (None) Roundabout Vehicle Movement Performance -. Aver. Level . Of Prop. ID �_Iass_'W�lows Flows Satn Delay Service Queue Que Stop No.of Speed Total South: Morgan Grove Road 3 L2 All MCs 130 0.0 130 0.0 0.419 10.7 LOS B 2.1 52.3 0.68 0.70 0.89 29.6 18 R2 All MCs 167 0.0 167 0.0 0.419 10.7 LOS B 2.1 52.3 0.68 0.70 0.89 29.9 Approach 297 0.0 297 0.0 0.419 10.7 LOS B 2.1 52.3 0.68 0.70 0.89 29.7 East: Ustick Road 1 L2 All MCs 202 0.0 202 0.0 0.656 10.9 LOS B 5.8 148.2 0.55 0.27 0.55 29.8 6 T1 All MCs 1404 3.0 1404 3.0 0.656 11.2 LOS B 5.8 148.2 0.55 0.27 0.55 30.4 Approach 1607 2.6 1607 2.6 0.656 11.1 LOS B 5.8 148.2 0.55 0.27 0.55 30.3 West: Ustick Road 2 T1 All MCs 794 3.0 794 3.0 0.434 7.6 LOS A 2.5 63.5 0.46 0.26 0.46 32.2 12 R2 All MCs 201 0.0 201 0.0 0.434 7.4 LOS A 2.5 63.5 0.46 0.26 0.46 31.9 Approach 996 2.4 996 2.4 0.434 7.6 LOS A 2.5 63.5 0.46 0.26 0.46 32.1 All Vehicles 2899 2.3 2899 2.3 0.656 9.9 LOS A 5.8 148.2 0.53 0.31 0.56 30.9 Site Level of Service (LOS) Method: Delay&v/c(HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Options tab). Roundabout LOS Method:Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio(degree of saturation)per movement. LOS F will result if v/c> 1 irrespective of movement delay value(does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements(v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula(Stopline Delay:Geometric Delay is not included). Queue Model:SIDRA queue estimation methods are used for Back of Queue and Queue at Start of Gap. Gap-Acceptance Capacity Formula:Siegloch M1 implied by US HCM 6 Roundabout Capacity Model. HV(%)values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. Arrival Flows used in performance calculations are adjusted to include any Initial Queued Demand and Upstream Capacity Constraint effects. SIDRA INTERSECTION 9.1 i Copyright©2000-2024 Akcelik and Associates Pty Ltd i sidrasolutions.com Organisation:KITTELSON AND ASSOCIATES INC I Licence:NETWORK/Enterprise Level 3 1 Processed:Tuesday,November 26,2024 9:39:41 AM Project: H:\26\26567-Porter Complex TIS\analysis\Sidra\MIT-Nov 2024\26567-Year 2032 TT-MIT.sip9 Appendix J Site Access Evaluation Worksheets Morgan Grove/ Ustick Road -Westbound Year 2032 Total Traffic Conditions - Full Access Left turn Weekday AM Peak Hour lane IS Weekday PM Peak Hour — warranted Figure 3 4-A-Turn Lane Guidelines for Two-Lane Roads, 50 mph 1281 1 i%EI-IJfr5 896 [ :- a[o Cr' L ft Turn Lane arran e 5141 5143 a 4 y� F � L[d 4 u G d 3141 Left-Tun Lane Not Wai ranted uo ua [ 17G Soo '_CIC 90: 51•3 --- -- Advancing Volume(Va),vehlh 1446 The following data are required: 1. Opposing Volume (veh/hr) - VO - The opposing volume is to include only the right-turn and through movements in the opposite direction of the left-turning vehicle. 2. Advancing Volume (veh/hr) - VA - The advancing volume is to include the right-turn, left-turn and through movements in the same direction as the left-turning vehicle. 3. Operating Speed (mph)-The greatest of anticipated operating speed, measured 85th percentile speed or posted speed. 4. Percentage of left-turns in VA Left-turn lane is not needed for left-turn volume less than 10 vph. However, criteria other than volume, such as crash experience, may be used to justify a left-turn lane. The appropriate trend line is identified on the basis of the percentage of left-turns in the advancing volume, rounded up to the nearest percentage trend line. If the advancing and opposing volume combination intersects above or to the right of this trend line, a left-turn lane is appropriate. Source: NCHRP Report 279 and 457 Adopted: Res.469(7/13/94) 7100-37 Revised: Res. 675(1/29/03); Res.904(8/19/09);Ord.217(9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17); Ord. 238(12/12/18) Morgan Grove/ Ustick Road - Eastbound Year 2032 Total Traffic Conditions - Full Access Weekday AM Peak Hour Weekday PM Peak Hour Figur — Right-Turn Lane Guidelines for Two-Lane Roadways Right turn 181 lane IS warranted lajo,-Rcad speed 40 mc-i M�n•;h' k 4} r::' t 5}: 95 i Add R iq ht-Tur k Lane r l r l l E > 65 rnp ,90 k w. f_ => 60 rnDh i100 xreh. 2E Soo CD __ No -33 8cc aoc loco t',00 '::0 1281 Major-Road VDIume(one direction),vehfh 896 The following data are required: 1. Advancing Volume (veh/hr) - The advancing volume is to include the right-turn, left-turn and through movements in the same direction as the right-turning vehicle. 2. Right-Turning Volume (veh/hr) - The right-turning volume is the number of advancing vehicles turning right. 3. Operating Speed (mph)-The greatest of anticipated operating speed, measured 85th percentile speed or posted speed. Note: Right-turn lane is not needed for right-turn volume less than 10 vph. However, criteria other than volume, e.g. crash experience, may be used to justify a right-turn lane. If the combination of major road approach volume and right-turn volume intersects above or to the right of the speed trend line corresponding to the major road operating speed, then a right-turn lane is appropriate. Source: NCHRP Report 279 and 457 Adopted: Res.469(7/13/94) 7100-40 Revised: Res. 675(1/29/03); Res.904(8/19/09);Ord.217(9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17); Ord. 238(12/12/18)