PZ - ICCU Plaza TIS - Final Report (wAppendices)
Transportation Impact Study
ICCU Plaza
Meridian, Idaho
October 2018
PREPARED FOR:
BVA Development
2775 W Navigator Drive, 4th Floor
Meridian, Idaho 83642
208.841.2863
PREPARED BY:
KITTELSON & ASSOCIATES, INC.
101 S Capitol Boulevard, Suite 301
Boise, ID 83706
208.338.2683
ICCU Plaza TIS Project # 22740
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TABLE OF CONTENTS
Table of Contents .................................................................................................................................. iii
List of Figures............................................................................................................................................................................... iv
List of Tables ................................................................................................................................................................................. v
Appendices .................................................................................................................................................................................. vi
Executive Summary ................................................................................................................................ 2
Findings ....................................................................................................................................................................................... 2
Recommendations .................................................................................................................................................................... 10
Introduction…… .................................................................................................................................... 16
Project Description .................................................................................................................................................................... 16
Scope of the Report ................................................................................................................................................................... 19
Traffic Study Methodology ........................................................................................................................................................ 19
Performance Measures ............................................................................................................................................................. 20
Existing Conditions ............................................................................................................................... 23
Study Area Intersections ........................................................................................................................................................... 23
Site Conditions and Adjacent Land Uses ................................................................................................................................... 23
Transportation Facilities ............................................................................................................................................................ 25
Existing Traffic Conditions ......................................................................................................................................................... 26
Existing Traffic Condition Mitigations ........................................................................................................................................ 29
Crash History ............................................................................................................................................................................. 32
ICCU Plaza Background and Total Traffic Conditions ........................................................................... 34
Planned Roadway Improvements .............................................................................................................................................. 34
Background Growth .................................................................................................................................................................. 35
Background Traffic Conditions – Phases 1-3 ............................................................................................................................. 36
Background Traffic Condition Mitigations ................................................................................................................................. 46
ICCU Plaza Development Estimated Trip Generation ................................................................................................................ 50
Trip Distribution and Trip Assignment ....................................................................................................................................... 51
Total Traffic Conditions – Phases 1-3 ........................................................................................................................................ 54
Site Access Operations .............................................................................................................................................................. 65
Total Traffic Condition Mitigations ............................................................................................................................................ 66
Site Access Evaluation ............................................................................................................................................................... 70
Off-Site Improvement Mitigation Threshold Analysis ............................................................................................................... 75
Findings & Recommendations ............................................................................................................. 80
Findings ..................................................................................................................................................................................... 80
Recommendations .................................................................................................................................................................... 87
References…….. .................................................................................................................................... 92
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LIST OF FIGURES
Figure ES-1. Off-Site Improvements Summary…………………………………………………………………………………………………………………………… 14
Figure 1. Site Vicinity ...................................................................................................................................................................... 17
Figure 2. Preliminary Site Plan ........................................................................................................................................................ 18
Figure 3. Existing Lane Configurations and Traffic Control Devices ................................................................................................ 24
Figure 4. Year 2016 Existing Traffic Volumes – Weekday AM and PM Peak Hour .......................................................................... 27
Figure 5. Year 2020 (Phase 1) Background Traffic Volumes – Weekday AM and PM Peak Hour .................................................... 37
Figure 6. Year 2022 (Phase 2) Background Traffic Volumes – Weekday AM and PM Peak Hour .................................................... 40
Figure 7. Year 2030 (Phase 3) Background Traffic Volumes - Weekday AM and PM Peak Hour .................................................... 43
Figure 8. Trip Distribution Pattern .................................................................................................................................................. 52
Figure 9. Site-Generated Trips (Phases 1-3) – Weekday AM and PM Peak Hour ............................................................................ 53
Figure 10. Year 2020 (Phase 1) Total Traffic Volumes – AM and PM Peak Hour ............................................................................ 55
Figure 11. Year 2022 (Phase 2) Total Traffic Volumes – Weekday AM and PM Peak Hour ............................................................ 59
Figure 12. Year 2030 (Phase 3) Total Traffic Volumes – Weekday AM and PM Peak Hour ............................................................ 62
Figure 13. Off-Site Improvement Summary .................................................................................................................................... 78
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LIST OF TABLES
Table 1. Study Intersections and Corresponding Operational Standards ....................................................................................... 21
Table 2. Existing Study Transportation Facilities and Roadways ..................................................................................................... 25
Table 3. Existing Intersection Operations – Weekday AM and PM Peak Hour ............................................................................... 28
Table 4. Existing Roadway Segment Operations – Weekday AM and PM and Friday ..................................................................... 29
Table 5. Westbound Right-Turn Queuing at I-84 & Westbound Ramps – Existing Traffic Conditions ............................................ 30
Table 6. Study Intersection Crash Type and Severity (2012-2016) Summary ................................................................................. 32
Table 7. Study Roadway Segment Crash Type and Severity (2012-2016) Summary ....................................................................... 32
Table 8. Year 2020 Background Intersection Operations – Weekday AM and PM Peak Hour........................................................ 38
Table 9. Year 2020 Background Roadway Segment Operations - Weekday AM and PM Peak Hour .............................................. 39
Table 10. Year 2022 Background Intersection Operations – Weekday AM and PM Peak Hour ..................................................... 41
Table 11. Year 2022 Background Roadway Segment Operations - Weekday AM and PM Peak Hour ............................................ 42
Table 12. Year 2030 Background Intersection Operations – Weekday AM and PM Peak Hour ..................................................... 44
Table 13. Year 2030 Background Roadway Segment Operations - Weekday AM and PM Peak Hour ............................................ 46
Table 14. Westbound Right-Turn Queuing at I-84 & Westbound Ramps – Background Traffic Conditions ................................... 47
Table 15. ICCU Plaza Development Subdivision Estimated Trip Generation................................................................................... 50
Table 16. Year 2020 Total Intersection Operations – AM and PM Peak Hour ................................................................................ 56
Table 17. Year 2020 Total Roadway Segment Operations - Weekday AM and PM Peak Hour ....................................................... 58
Table 18. Year 2022 Total Intersection Operations – Weekday AM and PM Peak Hour ................................................................ 60
Table 19. Year 2022 Total Roadway Segment Operations - Weekday AM and PM Peak Hour ....................................................... 61
Table 20. Year 2030 Total Intersection Operations – AM and PM Peak Hour ................................................................................ 63
Table 21. Year 2030 Total Roadway Segment Operations - Weekday AM and PM Peak Hour ....................................................... 65
Table 22. Site Access Operations at Rackham Way & Overland Road ............................................................................................ 66
Table 23. Mitigation Summary at Eagle Road & I-84 Westbound Ramps ....................................................................................... 66
Table 24. Westbound Right-Turn Queuing at I-84 & Westbound Ramps – Total Traffic Conditions .............................................. 67
Table 25. Mitigation Summary at Eagle Road & I-84 Eastbound Ramps ......................................................................................... 68
Table 26. Mitigation Summary at Eagle Road & Overland Road ..................................................................................................... 68
Table 27. Mitigation Summary at Silverstone Way & Overland Road ............................................................................................. 68
Table 28. Turn Lane Warrant Analysis Results ................................................................................................................................ 71
Table 29. 95th Percentile Queue Results (2030 Total Traffic Conditions) ...................................................................................... 71
Table 30. 2030 Daily Traffic Estimates at Site Accesses .................................................................................................................. 73
Table 31. Off-Site Intersection Deficiencies, Mitigations and Unit Threshold Estimates ................................................................ 75
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APPENDICES
Appendix A – Proposed Scope of Work Memorandum
Appendix B – Existing Traffic Count Data
Appendix C – Existing Traffic Operation Worksheets
Appendix D –Mitigated Existing Traffic Operation Worksheets
Appendix E – ITD Crash Data
Appendix F – Background Traffic Operation Worksheets
Appendix G – Mitigated Background Traffic Operation Worksheets
Appendix H – Total Traffic Operation Worksheets
Appendix I – Mitigated Total Traffic Operation Worksheets
Appendix J – Site Access Evaluation Worksheets
Appendix K – Off-Site Mitigation Analysis Worksheets
Note: ICCU Plaza was previous referred to as ICCU Elks Property, some appendices may still reference the ICCU Elks Property name.
Section 1
Executive Summary
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EXECUTIVE SUMMARY
The proposed ICCU Plaza development is situated on approximately 52 acres of land in the southeast
quadrant of the Interstate 84 and Eagle Road interchange in Meridian, Idaho. The development is
proposing to construct six office buildings comprising of approximately 550,000 square feet of general
office space, and 10,000 square feet of medical office space. The development is also proposing to
construct a 120-room hotel, as well as 300 multifamily (low rise) housing units.
The site is bordered by the I-84/Eagle Road eastbound on-ramp to the north and northwest. The site’s
primary access will be via Silverstone Way to Overland Road. Silverstone Way, north of Overland Road
was recently completed as a five-lane collector roadway as part of the Norco development. An additional
public street access is available via Rackham Way. However, the local street is limited to right-in/right-
out access because of its current location along Overland Road. Within the site, all intersections and
roadways will be designated as private streets. Additionally, a gated emergency access will be provided
on the north boundary of the site to Rolling Hills Drive.
The parcel of land containing the proposed development is currently zoned as General Retail & Service
Commercial (C-G) by the City of Meridian Zoning Map. Currently, the site is generally undeveloped,
however, contains a seasonal corn maze and hosts a small fair during harvest season.
The proposed development will be constructed in three phases. Phase 1 will consist of the buildout of
approximately 200,000 square feet of general office space, as well as a 10,000 square foot medical office
building, a 120-room hotel and 300 multifamily housing units. Estimated completion of Phase 1 is in year
2020. Phase 2 will consist of approximately 200,000 square feet of additional office building space with
an estimated completion in approximately year 2022. Phase 3 includes full buildout of development,
accounting for the last 150,000 square feet of office space. Full buildout of the site is anticipated to be
completed in approximately year 2030.
The results of this study indicate that the ICCU Plaza development can be constructed while maintaining
acceptable traffic operations and safety at the study intersections, assuming the recommended
mitigation measures are in place.
FINDINGS
The results of the traffic impact study indicate that the proposed ICCU Plaza development can be
developed while providing acceptable operations at the site access intersections but there are existing
deficiencies at the Eagle Road I-84 interchange and Eagle Road/Overland Road intersection that are not
planned for improvements in the near-term by the Idaho Transportation Department (ITD) and Ada
County Highway District (ACHD) and are expected to be mitigatable by the proposed development due
to the need for major interchange modifications and constraints to widening Overland Road. The findings
of this analysis and recommendations are discussed below.
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Existing Conditions
▪ The study evaluated four off-site intersections for a typical midweek day (Tuesday –
Thursday) during the a.m. peak period and p.m. peak period based on scoping of the project
with the ACHD and ITD.
▪ The following intersections were found to operate below ACHD and/or ITD operating
standards during the weekday a.m. and/or p.m. peak hour:
Eagle Road & I-84 Westbound Ramps (AM and PM Peak Hour) – The signalized
intersection operates with a v/c ratio greater than the ITD standard of 0.90 during
both the a.m. and p.m. peak hour. The westbound right-turn movement,
northbound left-turn and through movements, as well as the and southbound right-
turn movements operates with a v/c ratio over 0.90. The following potential
mitigations were identified:
o Addition of a third westbound right-turn lane; and
o Addition of a second northbound left-turn lane.
Eagle Road & Overland Road (AM and PM Peak Hour) – During the weekday a.m.
and p.m. peak hour, the intersection operates with a v/c ratio greater than the ITD
and ACHD standard of 0.90, with the southbound left-turn lane operating with a v/c
ratio of 1.11 during the a.m. peak hour. The following potential mitigation was
identified:
o The 2016 CIP improvements (IN2016-70), planned for 2026-2031, widens the
intersection to add an additional eastbound and westbound through lanes;
and
o Addition of a third northbound through lane.
▪ All ACHD study roadway segments operate at acceptable levels of service.
▪ Crash data at the study intersections and study roadways for the most recent five years
(2012-2016) was analyzed for any existing crash trends, below are the findings:
Rear-end crashes were the most common crash type at the study intersections
which is common at signalized intersections.
There were no fatality crashes reported at any of the study intersections.
There were no reported crashes along Silverstone Way north of Overland Road.
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Background Traffic Conditions
▪ Background traffic volumes were forecasted using a 1.5% annual growth rate as well as the
addition of in-process traffic from Phases 2 and 3 of the approved Norco development
located directly south of the site. Background traffic volumes do not include the proposed
ICCU site-generated trips.
▪ The year 2020 (Phase 1) background traffic analysis found that the following intersections
are expected to operate over ACHD and/or ITD standards during the weekday a.m. and/or
p.m. peak hour:
Eagle Road & I-84 Westbound Ramps (AM and PM Peak Hour) – Mitigations
identified under existing traffic conditions will still result in the intersection
operating below ACHD and ITD standards. Further mitigation includes:
o Additional southbound right-turn lane (dual rights); and
o Additional northbound through lane (three throughs).
Eagle Road & I-84 Eastbound Ramps (PM Peak Hour) – The signalized intersection is
expected to operate with a v/c ratio greater than 0.90, with the southbound through
lane group operating with a v/c ratio above 0.90 during the p.m. peak hour. The
following mitigation was identified:
o Addition of a second eastbound right-turn lane (dual right-turns).
Eagle Road & Overland Road (AM and PM Peak Hour) – Mitigations identified
under existing traffic conditions will result in the intersection operating below ACHD
and ITD standards under year 2020 background traffic conditions. For the
intersection to meet ACHD and ITD standards, the following improvements would
need to be in place, in addition to the existing conditions mitigations (2016 CIP
(IN2016-70) improvements and a northbound through lane):
o An additional westbound right-turn lane (dual exclusive right-turns).
▪ The year 2022 (Phase 2) background traffic analysis found that the same intersections as
under 2020 background traffic conditions are expected to operate below ACHD and/or ITD
standards during the weekday a.m. and/or p.m. peak hour:
Eagle Road & I-84 Westbound Ramps (AM and PM Peak Hour) – The same
mitigations identified under existing and 2020 background conditions result in
acceptable operations under 2022 background traffic conditions.
Eagle Road & I-84 Eastbound Ramps (AM and PM Peak Hour) – The same
mitigations identified under 2020 background conditions result in acceptable
operations under 2022 background traffic conditions.
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Eagle Road & Overland Road (AM and PM Peak Hour) – The same mitigations
identified under 2020 background conditions result in acceptable operations under
2022 background traffic condition.
▪ The year 2030 (Phase 3) background traffic analysis found that same intersections as under
year 2020 and year 2022 background traffic conditions, as well as the Silverstone Way &
Overland Road intersection are expected to operate below ACHD and/or ITD standards
during the weekday a.m. and/or p.m. peak hour:
Eagle Road & I-84 Westbound Ramps (AM and PM Peak Hour) – The mitigations
identified in the existing and year 2020 background traffic analyses do not mitigate
the intersection to meet ITD standards in 2030 background conditions. Further
mitigation was determined to require major changes to the interchange and
therefore additional mitigations were not identified.
Eagle Road & I-84 Eastbound Ramps (AM and PM Peak Hour) – The same
mitigations identified under 2020 background conditions result in acceptable
operations under 2022 background traffic conditions.
Eagle Road & Overland Road (AM and PM Peak Hour) – Mitigations identified
under year 2020 background traffic conditions (2016 CIP (IN2016-70) improvements
and a northbound through lane) will result in the intersection operating below ACHD
and ITD standards. Further mitigation includes:
o Additional southbound right-turn lane; and
o Additional southbound through lane.
Silverstone Way & Overland Road (PM Peak Hour) – During the weekday p.m. peak
hour, the intersection operates with a v/c ratio less than 0.90, however, the
southbound right-turn lane operates with a v/c ratio greater than 1.00. The
following mitigation was identified:
o Signal changes to allow a southbound right-turn overlap phase and traffic
signal timing changes.
▪ All ACHD study roadway segments operate at acceptable levels of service under each phase
of background development.
Trip Generation and Distribution
▪ The ITE Trip Generation Manual, 10th Edition was used to estimate the trip generation for
the proposed ICCU Plaza development.
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▪ Upon full buildout of the site in year 2030, the proposed ICCU Plaza development is
estimated to generate a total of 9,072 daily net new trips, 732 weekday a.m. peak hour net
new trips (531 inbound / 201 outbound), and 815 weekday p.m. peak hour net new trips
(229 inbound / 586 outbound).
▪ The distribution pattern for site-generated trips was developed evaluating existing traffic
patterns and major trip origins and destinations within the study area, as well as a select
zone analysis from COMPASS’ regional travel demand model.
Total Traffic Conditions
▪ Total traffic condition volumes include ICCU Plaza’s estimated site-generated trip for each
corresponding phase.
▪ Year 2020 (Phase 1) total traffic analysis found that the same intersections as identified in
year 2020 background conditions, with the addition of the Silverstone Way & Overland Road
intersection are expected to operate below ACHD and/or ITD standards during the weekday
a.m. and/or p.m. peak hour:
Eagle Road & I-84 Westbound Ramps (AM and PM Peak Hour) – The same
mitigation as identified under existing and year 2020 background conditions
mitigates the 2020 total traffic conditions.
Eagle Road & I-84 Eastbound Ramps (PM Peak Hour) – The same mitigation as
identified in year 2020 background conditions mitigates the 2020 total traffic
conditions, which includes:
o Addition of a second eastbound right-turn lane.
Eagle Road & Overland Road (AM and PM Peak Hour) – The same mitigation as
identified in 2020 background conditions (2016 CIP (IN2016-70) improvements, a
northbound through lane, and westbound right-turn lane) mitigates the 2020 total
traffic conditions.
Silverstone Way & Overland Road (PM Peak Hour) – During the weekday p.m. peak
hour, the intersection operates with a v/c ratio greater than 0.90, with the
southbound right-turn and eastbound left-turn lane groups operating with a v/c
ratio greater than 1.00. The improvements identified under 2030 background traffic
conditions are essentially moved up in time and will result in acceptable operations
under 2020 total traffic conditions. The mitigations include:
o Signal changes to allow a southbound right-turn overlap phase and traffic
signal timing changes. This improvement is also needed in the 2030
background traffic conditions and therefore is moved up to 2020 with the
proposed development.
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▪ Year 2022 (Phase 2) total traffic analysis found that the following intersections are expected
to operate below ACHD and/or ITD standards during the weekday a.m. and/or p.m. peak
hour:
Eagle Road & I-84 Westbound Ramps (AM and PM Peak Hour) – The same
mitigations identified under existing and 2020 and 2022 background conditions
result in acceptable operations under 2022 total traffic conditions.
Eagle Road & I-84 Eastbound Ramps (PM Peak Hour) – The same mitigation as
identified in 2020 background, 2022 background, and 2020 total traffic conditions
mitigates the 2022 total traffic conditions.
Eagle Road & Overland Road (AM and PM Peak Hour) – The same mitigation as
identified in 2020 background and 2020 total traffic conditions mitigates the 2022
total traffic conditions.
Silverstone Way & Overland Road (PM Peak Hour) – In addition to the right-turn
overlap phase and signal timing adjustments as identified in year 2020 total traffic
conditions, the following improvement is need for the intersection to operate within
ACHD standards:
o Additional southbound right-turn lane (dual rights).
Overland Road (east of Eagle Road) – Vehicular volumes exceed ACHD thresholds
for a five-lane principal arterial. ACHD current has widening planned as part of the
2016 CIP in 2031-2035.
▪ Year 2030 (Phase 3) total traffic analysis found that the following intersections are expected
to operate below ACHD and/or ITD standards during the weekday a.m. and/or p.m. peak
hour:
Eagle Road & I-84 Westbound Ramps (AM and PM Peak Hour) – Similar to the 2030
background conditions, the 2030 total traffic conditions did not identify mitigations
to meet ITD standards. Further mitigation was determined to require major changes
to the interchange and therefore additional mitigations were not identified.
Eagle Road & I-84 Eastbound Ramps (PM Peak Hour) – The v/c ratio exceeds the
ITD standard of 0.90 and the following additional improvements beyond 2030
background conditions (dual eastbound right turn lanes) mitigates the 2030 total
traffic conditions:
o Addition of a third northbound through turn lane (note: this would likely be
required to implement the 2020 background mitigations at the westbound
ramp intersection); and
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o Addition of a third southbound through lane.
Eagle Road & Overland Road (AM and PM Peak Hour) – The same mitigation as
identified in 2030 background conditions mitigates the 2030 total traffic conditions .
Silverstone Way & Overland Road (PM Peak Hour) – In addition to the southbound
right-turn overlap phase as identified under year 2030 background and 2020 total
traffic conditions and the additional southbound right-turn lane needed under year
2022 total traffic conditions, the following improvements are needed for the
intersection to operate within ACHD standards under year 2030 total traffic
conditions:
o Addition of a second eastbound left-turn lane; or
o Buildout of 2016 CIP (RD2016-108) which includes the widening of Overland
Road to Cloverdale Road from a five-lane cross section to a seven-lane cross
section.
Overland Road (east of Eagle Road) – Vehicular volumes exceed ACHD thresholds
for a five-lane principal arterial as shown in 2022 total traffic conditions. The 2016
CIP has widening planned in the 2031-2035 timeframe.
Site Access Evaluation
▪ The turn lane analysis using ACHD procedures resulted in turn lane warrants at the following site
accesses:
Rackham Way & Overland Road – A westbound right-turn lane is warranted.
Because this turn lane would be within an existing right-turn lane, provision of the
right-turn lane may not be a benefit at the exist intersection location.
▪ The queuing analysis results found that 95th percentile queue length for the eastbound left-
turn at the Silverstone Way intersection is projected to exceed the striped turn lane storage,
however, additional storage is available in the two way left-turn lane and dual eastbound
left-turn lanes are needed under 2030 total traffic conditions.
▪ The intersection sight distance evaluation identified that intersection sight distance can be
achieved at all site accesses with the following actions:
All private roadways within the development should be constructed with one travel
lane in each direction.
Shrubbery and landscaping at the Rackham Way & Overland intersection, as well as
near the internal intersections and site access points should be maintained to
ensure adequate sight distance.
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Site access roadways should match existing roadway grades on Silverstone Way,
Rackham Way and at internal site accesses points to ensure optimal sight distance.
▪ There are two proposed site access for the site, each accesses Overland Road. Following is a
summary of each access with respect to ACHD Policy:
Silverstone Way & Overland Road – This is an existing collector road that was
recently required to be built by ACHD, therefore was not evaluated against ACHD
policy for new accesses.
Rackham Way & Overland Road – Rackham Way is an existing public street,
providing right-in/right-out access to/from Overland Road, located approximately
250 feet west of the Eagle Road & Overland Road intersection. ACHD access spacing
standards for a right-in/right-out access onto a principal arterial with a posted speed
of 40 mph is 400 feet, therefore the current location of the Rackham Way
intersection does not meet. Based on discussions with the project team and ACHD,
Rackham Way may be relocated or closed in the long-term and therefore, the
ultimate future of Rackham Way is unknown. While the access is deeded as a
secondary access for the proposed development, the access’ location could be
moved further to the east in the future as the Eagle Road & Overland Road
intersection is expanded. While the existing access location does not meet access
spacing standards, the access should continue to be allowed for the following
reasons:
o Without this access, the site will only have one access, located on a principal
arterial, which is against ACHD requirements for a development of this
proposed size.
o The access’ ADT in year 2030 is not estimated to exceed ACHD volume
thresholds of 2,000 vehicles per day for a local street.
▪ The driveway is not the primary access to the site, with limited
turning movements into and out of the site.
o This access is will only serve development trips, reducing vehicle miles
traveled and increasing access for emergency response and city services.
o Without the Rackham Way access, all site-generated trips for the Norco
development and proposed
o The intersection will continue to function acceptably as a right-in/right-out
access.
Therefore, the following is recommended:
o Continue to allow Rackham Way as a right-in/right-out access as a secondary
access to the site.
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o Construct a westbound right-turn lane if right-of-way is available and the
improvement fits within the ultimate buildout design of the Eagle Road &
Overland Road intersection.
RECOMMENDATIONS
Based on the study’s findings and off-site mitigation threshold analysis, recommendations were
developed which are provided in the previous sections.
Improvements Needed to Mitigate Background Conditions (ACHD and/or ITD)
Existing Conditions:
▪ Eagle Road & I-84 Westbound Ramps
The following improvements are needed:
o Addition of a third westbound right-turn lane; and
o Addition of a second northbound left-turn lane.
Due to the cost of widening the Eagle Road bridge over I-84 for a second
northbound left-turn lane, the addition of the third westbound right-turn lane may
be the only cost-effective improvement.
▪ Eagle Road & Overland Road
Reconstruct and widen the intersection as outlined in 2016 CIP (IN2016-70) with the
addition of a northbound through lane.
Year 2020 (Phase 1) Background Conditions
▪ Eagle Road & I-84 Westbound Ramps
The following improvements are needed in addition to the existing conditions
mitigations with the following additional improvements:
o An additional northbound through lane; and
o An additional southbound right-turn lane.
▪ Eagle Road & I-84 Eastbound Ramps
Addition of a second eastbound right-turn lane.
▪ Eagle Road & Overland Road
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Same as existing condition recommendation with the following additional
improvements:
o An additional westbound right-turn lane.
Year 2030 (Phase 3) Background Conditions
▪ Eagle Road & Overland Road
Same improvements as year 2020 background conditions with the addition of the
following improvements:
o An additional southbound through lane; and
o A southbound right-turn lane.
▪ Silverstone Way & Overland Road
Add a southbound overlap phase and adjust signal timing from 140 to 160 second
cycle length.
o The Southbound overlap phase and signal timing adjustments would expect
to be needed in year 2023 without the ICCU Plaza development or in year
2019 with 268 ICCU Plaza p.m. peak hour trips.
▪ Rackham Way & Overland Road
A westbound right-turn lane is warranted under 2030 background traffic conditions
or in year 2022 with the addition of 275 ICCU Plaza a.m. peak hour trips.
Additional or Accelerated Improvements Needed for the ICCU Plaza Development
Year 2020 (Phase 1) Total Conditions
▪ Silverstone Way & Overland Road (Accelerated)
Same as year 2030 background traffic condition recommendation, add a
southbound right-turn overlap phase and adjust signal timing from 140 to 160
second cycle length.
o Southbound overlap phase and signal timing adjustments would expect to
be needed in year 2019 with the addition of 268 ICCU Plaza p.m. peak hour
trips.
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Year 2022 (Phase 2) Total Conditions
▪ Overland Road (Eagle Road to Cloverdale Road) (Accelerated)
Widen Overland Road from a five-lane to a seven-lane cross section as described in
2016 CIP (RD2016-108).
o This improvement is expected to be needed in year 2019 with 560 ICCU
Plaza p.m. peak hour trips.
▪ Silverstone Way & Overland Road (Additional)
In addition to adding the southbound right-turn overlap phase and adjust signal
timing from 140 to 160 second cycle length, it is recommended to add an additional
southbound right-turn lane.
o This improvement is expected to be needed in year 2020 with 425 ICCU
Plaza p.m. peak hour trips.
Year 2030 (Phase 3) Total Conditions
▪ Silverstone Way & Overland Road (Additional)
Recommendation is the same as year 2022 total traffic conditions with the following
additional improvements:
o An additional eastbound left-turn lane (dual eastbound left-turns).
Site Access and Internal Intersections and Roadways
▪ Continue to allow access at the existing site accesses:
Full access at the signalized intersection of Silverstone Way & Overland Road with
the recommended mitigations.
Right-in/right-out access at the Rackham Way & Overland Road intersection. This
intersection should be moved west if possible in the future and a westbound right-
turn lane constructed.
▪ Complete the following to provide intersection sight distance:
All private roadways within the development should be constructed with one travel
lane in each direction.
Shrubbery and landscaping at the Rackham Way & Overland intersection, as well as
near the internal intersections and site access points should be maintained to
ensure adequate sight distance.
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Site access roadways should match existing roadway grades on Silverstone Way,
Rackham Way and at internal site accesses points to ensure optimal sight distance.
Figure ES-1 provides a summary of the recommended mitigation measures at each of the study roadways
and study intersections. Mitigations are shown in color, coordinated with the year and traffic scenario
the mitigation is needed for the intersection and/or roadway to operate within ACHD and/or ITD
operating standards.
Section 2
Introduction
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INTRODUCTION
Kittelson & Associates, Inc. (KAI) has conducted a Transportation Impact Study (TIS) per 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 the proposed
development of the ICCU Plaza Property located in the southwest quadrant of the Eagle Road/Interstate
84 (I-84) interchange in Meridian, Idaho.
PROJECT DESCRIPTION
The proposed ICCU Elks Property development is situated on approximately 52 acres of land in the
southeast quadrant of the Interstate 84 and Eagle Road interchange in Meridian, Idaho. The development
is proposing to construct six office buildings comprising of approximately 550,000 square feet of general
office space, approximately 10,000 square feet of medical office space, a 120-room hotel, and 300
multifamily (low rise) housing units.
The site is bordered by the I-84 eastbound on-ramp to the north, Eagle Road to the west, and the Norco
development to the south. The site’s primary access will be available via Silverstone Way which connects
to Overland Road. Silverstone Way, north of Overland Road was recently completed as a five-lane
collector roadway as part of the Norco development. An additional public street access via Rackham Way
will also be available in the near-term, however that will be limited to right-in/right-out access because
of its current location along Overland Road and may ultimately be relocated to the west or removed with
the future development of the parcels in the northeast quadrant of the Eagle Road & Overland Road
intersection. Additionally, a gated emergency access will be provided at the northernmost boundary to
the site which will connect to Rolling Hills Drive.
Within the site, all intersections and roadways will be designated as private streets. Figure 1 illustrates
the site’s vicinity within the county and surrounding transportation infrastructure.
The parcel of land containing the proposed development is currently zoned as General Retail & Service
Commercial (C-G) by the City of Meridian Zoning Map (Reference 2). Currently, the site is generally
undeveloped, however, contains a seasonal corn maze and hosts a small fair during harvest season.
The proposed development will be constructed in three phases. Phase 1 will consist of the buildout of
approximately 200,000 square feet of general office space, as well as a 10,000 square foot medical office
building, a 120-room hotel and 300 multifamily housing units. Estimated completion of Phase 1 is in year
2020. Phase 2 will consist of approximately 200,000 square feet of additional office building space with
an estimated completion in approximately year 2022. Phase 3 includes full buildout of development,
accounting for the last 150,000 square feet of office space. Full buildout of the site is anticipate d to be
completed in approximately year 2030. Figure 2 provides the preliminary site plan for the development.
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19 Kittelson & Associates, Inc.
SCOPE OF THE REPORT
The scope, methodology, and key assumptions within the TIS were reviewed and agreed upon by ACHD
and Idaho Transportation Department (ITD) in June 2018. Site plan changes in September were
incorporated into the study assumptions and analysis and verified with ACHD. Appendix “A” includes the
Scope of Work Memorandum for the TIS.
This report evaluates the following transportation issues:
▪ Existing roadway, land-use, safety, and transportation system conditions within the site
vicinity for a typical weekday (Tuesday – Thursday) a.m. and p.m. peak hour;
▪ Planned developments and transportation improvements for the area surrounding the ICCU
Plaza Property development;
▪ Intersection analyses for background traffic conditions in the buildout year of each proposed
phase of development (existing counts plus regional growth and in-process development
trips), during the weekday a.m. and p.m. peak hours;
▪ Trip generation, distribution, and trip assignment estimates were developed for the build-
out of the proposed development phase;
▪ Intersection analyses for total traffic conditions of each proposed phase of development
(existing counts plus regional growth and in-process development trips), during the weekday
a.m. and p.m. peak hours;
▪ Evaluation of site access intersections;
▪ Identification of transportation improvement mitigations at the study intersections
impacted by site-generated trips; and
▪ Findings and recommendations.
TRAFFIC STUDY METHODOLOGY
The intersection operational analysis for the study intersections was prepared using Synchro 10 and
following the Highway Capacity Manual (HCM) 6th Edition (Reference 3) analysis procedures.
ACHD provided current signal timing for the signalized intersections along Eagle Road and Overland Road.
ACHD default analysis values were used for the ideal saturation flow rate (1,800 vphpl), while other inputs
were gathered from field data (including truck percentages, peak hour factor, posted speeds, storage
lengths, and pedestrian volumes). As per Policy 7106.6.2 in ACHD’s Policy Manual, the existing peak hour
factor was used for future conditions analyses if an existing intersection’s PHF was greater than ACHD
default of 0.90 and no capacity improvements were planned.
All intersection level-of-service analyses use the peak 15-minute flow rate during the weekday a.m., p.m.
Using the peak 15-minute flow rate ensures that this analysis is based on a reasonable worst-case
scenario. For this reason, the analysis reflects conditions that are only likely to occur for 15 minutes out
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20 Kittelson & Associates, Inc.
of each average peak hour. The transportation system will likely operate better than the conditions
described in this report during all other time periods.
The guidance in the Manual on Uniform Traffic Control Devices (MUTCD), 2009 Edition (Reference 4) was
used for signal warrant analyses when determining the appropriate mitigation for an impacted
unsignalized study intersection.
PERFORMANCE MEASURES
The operating standards of Ada County Highway District ACHD and ITD were used to assess the traffic
operations of the study intersections.
Intersection Operating Standards
ACHD uses performance standards based on level of service (LOS). All LOS analyses described in this
report were performed in accordance with the procedures stated in the HCM 6th Edition. HCM 6th Edition
defines LOS as a quality measure describing operational conditions within a traffic stream, generally in
terms such as speed, delay, and travel time, freedom to maneuver, traffic interruptions, and comfort and
convenience. When analyzing traffic conditions, LOS is used as a measure of performance (corresponding
to delay) at an intersection with values ranging from LOS “A”, indicating good operations and low vehicle
delay, to LOS “F”, which indicates an intersection at, or over capacity with high vehicle delay.
The analysis was performed in accordance with the methodologies stated in Section 7106.6 of the ACHD
Policy Manual and includes consideration of separate left- and right-turn lanes as well as queuing
impacts. Intersection and segment level-of-service is reported per ACHD thresholds on their roadway
facilities.
ACHD requires that roadway segments operate at a minimum of LOS E for Principal Arterials and Minor
Arterials and at LOS D for Collectors. The acceptable volume-to-capacity (v/c) ratio for signalized
intersections is 0.90 for the overall intersection and 1.00 for each lane group. The acceptable volume-to-
capacity ratio is 1.00 for the critical lane group at unsignalized intersections. All unsignalized intersections
that have a projected level of service D or worse were evaluated to determine if a signal is warranted.
Study intersections along SH 55 (Eagle Road, north of Overland Road) also adhere to ITD standards, which
state that a LOS D or better standard be used for their intersections and the same volume-to-capacity
ratios from ACHD mentioned above. ITD District 3 also requires that both the intersection and lane groups
have a v/c ratio of 0.90 or less.
Table 1 summarizes the LOS standards for the study area intersections (signalized and unsignalized).
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Table 1. Study Intersections and Corresponding Operational Standards
Study Intersection Traffic Control Agency Operating Standard
1. Eagle Road & I-84 WB Ramps Traffic Signal ITD
LOS D (ITD)
Intersection v/c ratio ≤ 0.90 (ITD)
Lane Group v/c < 0.90 (ITD)
2. Eagle Road & I-84 EB Ramps Traffic Signal ITD
LOS D (ITD)
Intersection v/c ratio ≤ 0.90 (ITD)
Lane Group v/c < 0.90 (ITD)
3. Eagle Road & Overland Road Traffic Signal
ITD
LOS D (ITD) &
Intersection v/c ratio ≤ 0.90 (ITD)
Lane Group v/c < 0.90 (ITD)
ACHD
LOS E (ACHD)
Intersection v/c ratio ≤ 0.90 (ACHD)
Lane Group v/c < 1.00 (ACHD)
4. Silverstone Way & Overland Road Traffic Signal ACHD
LOS E (ACHD)
Intersection v/c ratio ≤ 0.90 (ACHD)
Lane Group v/c < 1.00 (ACHD)
Section 3
Existing Conditions
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EXISTING CONDITIONS
The existing conditions analysis identifies current site conditions, including operational and geometric
characteristics of the roadways within the study area. Existing traffic counts at the study intersections
were collected in July 2018. In addition, KAI staff visited and inventoried the proposed development site
and surrounding study area in July 2018. At that time, KAI collected information regarding site conditions,
adjacent land uses, and transportation facilities in the study area.
STUDY AREA INTERSECTIONS
Based on knowledge of the transportation network within the site vicinity and discussions with ACHD
staff, the following four intersections are analyzed:
1. Eagle Road & I-84 Westbound Ramps
2. Eagle Road & I-84 Eastbound Ramps
3. Eagle Road & Overland Road
4. Silverstone Way & Overland Road
The study intersections and their existing lane configurations and traffic control devices are presented in
Figure 3.
SITE CONDITIONS AND ADJACENT LAND USES
The parcel of land containing the proposed
development is currently zoned as General Retail
& Service Commercial (C-G). Currently, the site is
generally undeveloped, however, contains a
seasonal corn maze and hosts a small fair during
harvest season. The site is bordered by I-84 to
the north and west. The parcel of land
immediately to the south of the site contains
Norco’s new medical office building, supply
warehouse and showroom. This parcel of land is
also zoned as C-G and is approved for the
buildout of approximately 115,000 square feet
of retail. Land to the east and southeast of the
site contains low density residential housing
units. The zone is currently undefined and there
are no planned transportation connections to
the east. Currently the only access to the site is
available via Silverstone Way and Rackham Way via Overland Road. The site’s location and aerial are
provided in Exhibit 1.
SITE
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ICCU Plaza TIS October 2018
Figure
LEGEND
- Study Intersections##
A - Site Access
N
I-84 WB RAMPS & EAGLE RD
1
OVERLAND RD & SILVERSTONE WAY
4
OVERLAND RD & EAGLE RD
3
I-84 EB RAMPS & EAGLE RD
2
OVERLAND RD & RACKHAM WAY
A
- Stop Sign
- Traffic Signal
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25 Kittelson & Associates, Inc.
TRANSPORTATION FACILITIES
The transportation system inventory identifies the current characteristics of roadways within the study
area. Major roadways within the study area were identified and catalogued, including transit facilities
and pedestrian and bicycle infrastructure.
Roadway Facilities
Table 2 provides a summary of the existing roadway facilities included in this study.
Table 2. Existing Study Transportation Facilities and Roadways
Roadway
Functional
Classification1
Number
of Lanes
Posted
Speed (mph2) Sidewalks Bicycle Lanes
On-Street
Parking
Interstate 84 Minor Arterial 2 65 No No No
Eagle Road (SH 55) Principal Arterial 2 50 Partial3 Partial4 No
Overland Road Principal Arterial 2 40 Yes Yes No
Silverstone Way Collector 2 25 Yes No No
Notes: 1 Per COMPASS 2040 Functional Street Classification Map (Reference 5); System. 2 mph represents miles per hour. 3 Sidewalks are present along
Eagle Road north and south of the interchange. There are no sidewalks across the Eagle Road overpass. 4 Bike lanes are present on Eagle Road south
of Overland Road.
Transit Facilities
Valley Regional Transit (VRT) is a public transportation service provider that provides fixed route buses,
and paratransit services within Ada and Canyon County. VRT’s central bus station is in downtown Boise
and provides county and intercounty connections within the Treasure Valley.
There are two fixed bus routes with a bus stop within the vicinity of the site. The nearest bus stop is
located at the Silverstone Way & Overland Road intersection, providing stops for Route 41 – Happy Day
TC/Boise State, and Route 42 – CWI/Towne Square Mall. Both routes fall along VRT’s intercounty bus
routes with service times and headways varying throughout the day.
Additionally, there is a designated Park & Ride, which allows carpoolers to be served by ValleyRide’s
intercounty express bus service and/or by the Commuteride vanpool program located on Rackham Way
and Overland Road, just west of the Eagle Road & Overland Road intersection.
Pedestrian and Bicycle Facilities
Within the site’s vicinity, there are pedestrian and bicycle facilities provided on both sides of Overland
Road. Pedestrian facilities are also available on Eagle Road, north and south of the interchange, as well
as bicycle facilities south of Overland Road. There are no pedestrian or bicycle facilities at the Eagle Road
interchange. Sidewalks are available on both sides of Silverstone Way from Overland Road to the
proposed site.
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EXISTING TRAFFIC CONDITIONS
Data collection at the study intersections included vehicular turning movement counts, pedestrian
counts, and heavy vehicle percentages collected during a typical midweek (Tuesday through Thursday)
a.m. peak period (7:00 a.m. – 9:00 a.m.) and p.m. peak period (4:00 p.m. – 6:00 p.m.). Counts collected
in July 2018 may reflect higher traffic volumes due to the closure of the Cloverdale Road overpass, which
was shut down indefinitely in June 2018.
Intersection volumes reflect the system peak of both the a.m. and p.m. peak periods. A system peak hour
was chosen for analysis because of the I-84/Eagle Road interchange’s proximity to the Eagle Road &
Overland Road intersection. These intersections operate on a coordinated signal system. Appendix “B”
includes the existing weekday a.m. and p.m. peak period counts at each of the study intersections.
Weekday AM and PM Peak Hour Intersection Operations
The a.m. peak hour was found to occur from 7:30 a.m. to 8:30 a.m., while the p.m. peak hour occurred
from 4:45 p.m. to 5:45 p.m. Table 3 presents the traffic operation results for each intersection and its
corresponding lane groups under existing (2018) weekday a.m. and p.m. peak hours. Figure 4 presents
the a.m. and p.m. peak hour traffic volumes at each of the study intersections. Appendix “C” includes the
traffic operation worksheets for the existing traffic conditions of the typical weekday a.m. and p.m. peak
hour scenarios.
All study intersections operate at acceptable operating standards during the existing weekday a.m. and
p.m. peak hours except for:
▪ Eagle Road & I-84 Westbound Ramps (AM and PM Peak Hour) – The signalized intersection
operates with a v/c ratio greater than 0.90 during both the a.m. and p.m. peak hour. The
westbound right-turn movement, northbound left-turn and through movements, as well as
the and southbound right-turn movements operates with a v/c ratio over 0.90.
▪ Eagle Road & Overland Road (AM and PM Peak Hour) – During the weekday a.m. and p.m.
peak hour, the intersection operates with a v/c ratio greater than 0.90, with the southbound
left-turn lane operating with a v/c ratio of 1.11 during the a.m. peak hour.
Eagle Road & Overland Road
Observations at the intersection from the site visit in July 2018 focused on the lane utilization of the
southbound and westbound right and shared through/right-lanes. There were no observed vehicles
making a right-turn from the shared westbound through/right-lane onto Eagle Road. Similarly, only a few
southbound right-turning vehicles utilized the southbound shared through/right-turn lane onto Overland
Road. Because dedicated right-turn lanes are provided for each approach, the shared through/right-turn
lanes were not utilized, therefore, not providing additional capacity for right-turning vehicles.
Additionally, there is a bike lane striped between the westbound shared through-right and right turn lane,
presenting a potentially dangerous interaction between a vehicle and bicyclist.
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Table 3. Existing Intersection Operations – Weekday AM and PM Peak Hour
Intersection
Intersection AM (PM) Lane
Group
AM Peak Hour PM Peak Hour
V/C1 LOS2 Delay3 V/C1 LOS2 Delay3 V/C1 LOS2 Delay3
Eagle Road & I-84 WB Ramps
0.98
(1.00)
E
(E)
57.4
(55.1)
WBL 0.82 E 79.0 0.85 E 66.4
WBR 1.16 F 140.7 0.95 D 54.7
NBL 0.93 F 98.3 1.08 F 135.3
NBT 0.88 D 35.5 1.00 D 52.6
SBT 0.59 C 25.3 0.84 D 36.4
SBR 0.37 C 22.0 0.97 E 64.1
Mitigated w/Additional WB Right-Turn Lane and NB Through Lane
0.89
(0.89)
D
(D)
38.9
(45.2)
WBL 0.79 E 73.6 0.88 E 59.1
WBR 0.88 E 59.6 0.86 D 46.3
NBL 0.71 E 72.5 0.87 F 71.0
NBT 0.88 C 34.6 0.84 D 33.1
SBT 0.55 C 20.9 0.72 C 26.6
SBR 0.37 B 18.7 0.87 D 30.8
Eagle Road & I-84 EB Ramps 0.71
(0.87)
C
(C)
25.5
(20.1)
EBL 0.80 C 26.0 0.55 B 18.5
EBR 0.89 D 35.3 0.89 C 31.8
NBT 0.58 C 25.3 0.65 A 1.5
SBT 0.63 C 21.3 0.90 C 30.5
Eagle Road & Overland Road
0.94
(0.95)
E
(D)
67.1
(50.1)
EBL 0.95 F 85.9 0.97 F 90.3
EBTR 0.51 C 34.2 0.53 D 35.2
WBL 0.12 D 44.2 0.36 C 32.8
WBT 0.37 E 61.8 0.86 D 53.9
WBR 0.97 F 86.0 0.89 D 50.4
NBL 0.57 E 78.8 0.85 E 71.2
NBTR 0.98 F 88.4 0.75 D 53.7
SBL 1.11 F 130.9 0.90 E 57.1
SBTR 0.52 B 18.5 0.83 C 22.1
SBR 0.51 B 19.5 0.98 D 40.4
Mitigated w/2016 CIP with Additional NB Through Lane
0.83
(0.85)
D
(E)
51.0
(57.5)
EBL 0.94 F 81.4 0.92 F 84.2
EBT 0.30 C 31.0 0.30 D 37.7
EBR 0.17 C 29.2 0.28 D 37.6
WBL 0.41 E 79.5 0.75 F 80.4
WBT 0.27 E 60.7 0.71 E 57.7
WBR 0.92 E 70.8 0.98 F 82.7
NBL 0.57 E 70.8 0.88 F 90.3
NBT 0.74 E 56.2 0.44 D 40.8
NBR 0.04 D 42.4 0.08 D 35.2
SBL 0.93 E 69.9 0.89 E 71.3
SBTR 0.54 B 17.9 0.75 D 43.3
SBR 0.50 B 18.5 0.84 D 48.9
Silverstone Way & Overland Road 0.44
(0.60)
B
(C)
14.4
(22.6)
EBL 0.12 A 6.8 0.07 B 11.8
EBTR 0.42 B 10.4 0.44 B 15.4
WBL 0.08 A 7.3 0.12 B 10.9
WBTR 0.35 B 10.2 0.52 B 16.7
NBL 0.39 E 64.2 0.63 D 53.8
NBT 0.03 E 63.0 0.0 A 0.0
NBR 0.26 E 64.9 0.22 D 50.4
SBL 0.02 E 70.4 0.10 E 57.4
SBT 0.01 E 70.8 0.01 E 59.2
SBR 0.13 E 71.6 0.83 E 68.5
Notes: 1 V/C Ratio is defined as vehicle-to-capacity ratio which calculates the number of vehicles divided by the capacity of the roadway/intersection
during the peak 15 minutes of the peak hour; 2 LOS = Level of Service; 3 Delay is reported in seconds per vehicle; and Bold and italics and highlighted
cells indicate an intersection and/or lane group operating below its jurisdiction’s standards.
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Existing Condition Roadway Segment Analysis
Roadway segment volumes were based on the traffic count data collected at the study intersections in
July 2018. Table 4 details peak hour, peak direction roadway segment volumes, and resultant LOS per
ACHD District Policy 7106.3.3 for the ACHD roadway facilities and the 2016 CIP. As shown in Table 4, all
existing roadway segments currently meet ACHD standards and operate at acceptable LOS during the
weekday a.m. and p.m. peak hour.
Table 4. Existing Roadway Segment Operations – Weekday AM and PM and Friday
Roadway Segment Classification Travel
Lanes1
Two-Way
Average Daily
Traffic / (Date)
ACHD Peak
Hour Std.
Volume (One-
Way)
Weekday AM Peak
Hour
Weekday PM Peak
Hour
One-Way
Volume/
Direction
Meets
Std.?
One-Way
Volume/
Direction
Meets
Std.?
Overland Road (Eagle
Road to Silverstone Way)
Principal
Arterial 5 28,401 /
(07/12/2018) 1,960 1,085 / EB Yes 1,451 / WB Yes
Silverstone Way (north
of Overland Road) Collector 5 1,341 /
(07/12/2018) n/a 72 / NB n/a 119 / SB n/a
Notes: 1 Travel lanes include the total number of lanes across the roadway’s respective cross section.
EXISTING TRAFFIC CONDITION MITIGATIONS
This section highlights the mitigation needed at each of the existing intersection falling below ACHD’s
and/or ITD’s traffic operation standards. Appendix “D” contains the existing (2018) mitigated traffic
operation worksheets for the intersections outlined below.
Eagle Road & I-84 Westbound Ramps
The Eagle Road & I-84 Westbound Ramps intersection does not meet ITD operating standards under
existing conditions during the weekday a.m. and p.m. peak hours, as the intersection is operating with a
v/c ratio over 0.90 and the following lane groups operating with a v/c ratio over 0.9 0: westbound right;
northbound left; northbound through; and southbound right. ITD does not have any planned
improvements at the Eagle Road interchange. Therefore, the following identified improvements would
need to be implemented for the intersection to operate within ITD operating standards:
▪ Additional westbound right-turn lane (triple rights);
▪ Additional northbound left-turn lane (dual lefts) with modifications to add an additional lane
on the bridge; and
▪ Adjust signal cycle length from 140 seconds to 160 seconds (p.m. peak hour).
If these mitigations were implemented, the intersection is expected to operate at LOS D with a v/c ratio
of 0.89 or better during both the existing weekday a.m. and p.m. peak hours. However, adding an
additional lane on the overpass would require significant changes and would likely require a separate
study of the interchange.
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Westbound Right-Turn Lane Queuing at Eagle Road & I-84 Westbound Ramps
Due to the recent widening of northbound Eagle Road to accommodate three through travel lanes,
addition of a third westbound right-turn lane may be possible without significant changes to the
interchange or Eagle Road. The queuing table below provides 95th percentile queue lengths for the
westbound right-turn lane at the Eagle Road & I-84 Westbound Ramps intersection. Table 5 compares
the queue lengths between the existing, dual right-turn lane configuration, and a scenario with a triple
right-turn lane configuration. No other mitigations are proposed at the intersection, besides the signal
timing increase from 140 seconds to 160 seconds during the p.m. peak hour as described above.
Table 5. Westbound Right-Turn Queuing at I-84 & Westbound Ramps – Existing Traffic Conditions
Lane Group No. of Lanes Storage Length
(ft)
Weekday AM Peak Hour Weekday PM Peak Hour
v/c Ratio Queue
Length (ft) v/c Ratio Queue
Length (ft)
Westbound Right-Turn 2
1,140’
1.05 745’ 1.08 855’
Westbound Right-Turn 3 0.88 490’ 0.89 550’
As shown in Table 5, the two right-turn lanes operate over capacity, however, the 95th percentile queue
stays within the right-turn lane storage. The additional westbound right-turn lane allows the westbound
lane group to operate with a v/c ratio less than 1.00.
Eagle Road & Overland Road
The Eagle Road & Overland Road intersection does not meet ACHD operating standards under existing
conditions during the weekday a.m. and p.m. peak hours, with the intersection operating with a v/c ratio
over 0.90 and the southbound left-turn lane group operating with a v/c ratio over 1.00.
ACHD’s 2016 Capital Improvement Plan (2016 CIP) (Reference 6) identifies improvements to the Eagle
Road & Overland Road intersection (IN2016-70) during the 2026-2030 timeframe. Improvements include
an additional through lane in the eastbound and westbound directions, as well as an additional
westbound left-turn lane, northbound right-turn lane, and eastbound right-turn lane. The 2016 CIP does
not include modifications to the north leg approach of this intersection.
▪ By reconstructing and widening the intersection to include the improvements outlined in
ACHD CIP, as well as increasing the cycle length from 140 seconds to 160 seconds (during
the p.m. peak hour), the intersection is expected to operate at LOS E with a v/c ratio of 0.94,
and at LOS E with a v/c ratio of 0.85 during the existing weekday a.m. and p.m. peak hour,
respectively.
For the intersections overall v/c ratio to operate within ACHD’s operating standard
of 0.90 during the a.m. peak hour, an additional northbound through lane would be
required. An additional northbound through lane would also require widening the
north leg of the intersection to at least the I-84 & Eastbound Ramps intersections.
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Widening of the north leg of the intersection was not included in the 2016 CIP
(IN2016-70).
For a long-term solution to this intersection it is anticipated that ACHD and ITD will
need to jointly conduct a study of the Eagle Road & Overland Road intersection and
the I-84 interchange. It is likely that an alternative intersection form would be
required for the intersection to operate to ACHD standards under existing and
future conditions.
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CRASH HISTORY
Crash data was provided by the Idaho Transportation Department for the previous five years (2012-2016)
of complete data. Crash data included crash reports at each of the study intersections and study
roadways. Crash data was used to evaluate and document any potential crash trends occurring at study
intersections and along study roadways. Appendix “E” contains the crash data reports provided by ITD.
Table 6. Study Intersection Crash Type and Severity (2012-2016) Summary
Intersection Rear-
End
Left the
Roadway Turning Angle Sideswipe Ped/Bike Other Total PDO1 PI2 Fatality
Eagle Rd & I-84 WB Ramps 98 4 6 - 10 1 4 123 56 67 -
Eagle Rd & I-84 EB Ramps 37 9 12 5 - - - 63 32 31 -
Eagle Rd & Overland Rd 46 2 11 4 10 - 4 77 47 30 -
Silverstone Way & Overland Rd 10 1 1 1 3 - - 16 8 8 -
Total 191 16 30 10 23 1 8 279 143 136 0
Table 6 presents the crash type and severity at each study intersection. Rear-end crashes were the most
common crash type, accounting for approximately two-thirds (68%) of all crashes. Property damage only
crashes accounted for approximately 51% of all crashes. There were no fatality crashes reported at any
of the study intersections.
Table 7 presents the crash type and severity along each of the study roadways bordering the site. To
avoid double counting crashes, study intersection crashes were removed from roadway segment crash
data. There were no reported crashes along Silverstone Way as the roadway was constructed in early
2018. Approximately 63% of all crashes were head-on turning crashes, most of these crashes took place
between a vehicle heading eastbound on Overland Road and colliding head-on with a vehicle turning
from the center turn lane to access the development to the south. Approximately 73% of all reported
crashes were property damage only along the Overland Road between Eagle Road and Silverstone Way.
Table 7. Study Roadway Segment Crash Type and Severity (2012-2016) Summary
Roadway Segment
Rear-
End
Left the
Roadway
Head-on
Turning Angle Sideswipe Ped/Bike Total PDO1 PI2 Fatality
Silverstone Way (north of
Overland Rd) - - - - - - - - - -
Overland Rd (between Eagle
Rd and Silverstone Way) 2 1 14 4 1 - 22 16 6 -
Total 2 1 14 4 1 - 22 16 6 -
Section 4
Phase 1 – ICCU Plaza Background and Total Traffic Conditions
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ICCU PLAZA BACKGROUND AND TOTAL TRAFFIC CONDITIONS
This section identifies how the study area’s transportation system will operate without, and with, the
proposed development. The development is proposed to be constructed in three primary phases. All
three phases of background and total traffic conditions are analyzed, with mitigations identified for
impacted intersections under the corresponding phase and timeframe. To analyze the impact of site-
generated trips during the weekday a.m. and p.m. peak hour, the study examined the following:
▪ Approved in-process developments and transportation improvements within the study area
were documented and included in the background conditions of the corresponding year of
analysis, if applicable;
▪ General background traffic volume growth in the area was estimated;
▪ Year 2020 (Phase 1), year 2022 (Phase 2), and year 2030 (Phase 3) background traffic
conditions (without site-generated trips) was analyzed at each study intersection and
roadway segment;
▪ Site-generated trips were estimated for Phases 1-3 of the development;
▪ The trip distribution patterns were estimated based on information provided from the
COMPASS regional travel demand model, routing to and from Interstate-84 and other trip
attractions and destinations within in the region; and
▪ Year 2020 (Phase 1), year 2022 (Phase 2), and year 2030 (Phase 3) total traffic conditions
(background traffic volumes plus the inclusion of site-generated trips) were analyzed at each
of the study intersections, study roadway segments and site-access points to determine any
impacts at study intersection due to the inclusion of site-generated trips; and
▪ Site access and circulation was evaluated.
PLANNED ROADWAY IMPROVEMENTS
The 2016 CIP and ACHD’s Integrated Five Year Work Plan (FYWP), (Reference 7) was reviewed for future
roadway and intersection improvement projects to be assumed within the study area. Based on our
review of the 2016 CIP and FYWP, two improvements were found in the study area. Study roadways and
intersections listed below are currently scheduled in the FYWP and confirmed with the 2016 CIP.
▪ Year 2026-2030 Improvement (2016 CIP): Not to be included in year 2030 background and
total scenarios due to the potential for the funding and timeframe of the improvement to
move out in time. If the intersection is found not be meeting ACHD standards, this
improvement will be identified as a mitigation measure.
Overland Road & Eagle Road: 2016 CIP #IN2016-70 – Replace and modify signal.
Reconstruct and widen the eastbound and westbound approaches to include dual
left-turn lanes, three through lanes and one right-turn lane. Reconstruct and widen
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35 Kittelson & Associates, Inc.
the northbound approach to include dual left-turn lanes, two through lanes and one
right-turn lane. No changes to the southbound (north leg) approach.
▪ Year 2031-2035 Improvement (2016 CIP): Not to be included in background or total traffic
conditions due to timeframes of the improvement extending beyond 2030. Will be used for
reference if applicable.
Overland Road: 2016 CIP #RD2016-107 & 108 – Reconstruct and widen Overland
Road between Locust Grove Road and Cloverdale Road from five lanes to seven
lanes.
BACKGROUND GROWTH
Background traffic growth was estimated to account for general growth and buildout of unknown
developments along each of the study roadway and intersection. The background growth includes two
elements, general growth in the area and in-process or approved developments yet to be built out.
The general percentage growth is typically expressed in the form of a yearly percentage rate and includes
traffic from in-process and future development growth in the area. This growth rate is estimated using
historical traffic counts and information used for other traffic impacts studies in the area.
In general, historical growth rates in the area have been in the range of 1-3% per year (exponential). The
growth rates derived from COMPASS Regional Travel Demand Model vary significantly among the roads
serving the vicinity of the site. A review of historical traffic counts at the Eagle Road/Overland Road
intersection revealed a growth rate of approximately 1.2 percent per year between 2008 and 2017 and
1.6 percent between 2013 and 2017. Based on our review of the data and previous discussions with
ACHD, we’ve assumed a growth rate of 1.5% per year (exponential) for use in the TIS.
Background In-Process Developments
As mentioned previously, the second element to background growth is the effect of buildout of in-process
developments within close proximity to the proposed development that may result in a higher amount
of growth in a particular area due to buildout of a specific in-process development. Approved
developments adjacent to the site add traffic in the in the immediate vicinity of the project and therefore
may not be captured in the overall growth rate.
The only in-process development that has been identified is the Norco development, located immediately
south of the proposed site. In conjunction with the Silverstone Way extension north of Overland Road,
Phase 1 of the Norco development was recently completed and consists of a medical office building,
including a small show room for medical equipment and warehousing space. Phase 2 of the development
is assumed to consist of approximately 115,000 feet of retail per Norco’s Development Agreement
(Reference 8). It is our understanding that a TIS was not required by ACHD or the City of Meridian for the
Norco development, and therefore we have estimated future traffic for Phase 2 based on the
development’s approved land use. The estimated traffic from the Norco development was included as
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36 Kittelson & Associates, Inc.
in-process trips and analyzed in the background traffic conditions for all three scenarios due to the
uncertainty of the timing for the buildout of that development.
BACKGROUND TRAFFIC CONDITIONS – PHASES 1-3
Background traffic conditions analyzed how the study area’s transportation system will operate without
the ICCU Plaza development. Background traffic volumes reflect existing traffic counts plus the annual
regional growth rate, as well as approved in-process development trips within the vicinity of the site. Like
existing traffic conditions, background traffic conditions were analyzed during the weekday a.m. and p.m.
peak hour. Mitigations for intersections falling below ACHD and/or ITD operating standards under
background traffic conditions will be addressed at the end of this section. Appendix “F” includes the traffic
operation worksheets for all background traffic conditions scenarios.
Year 2020 Background (Phase 1) Weekday AM and PM Peak Hour Intersection Operations
Table 8 presents the traffic operation results for each intersection and its corresponding lane groups
under year 2020 background traffic conditions during the weekday a.m. and p.m. peak hours, while Figure
5 presents the a.m. and p.m. peak hour traffic volumes at each of the study intersections.
The following study intersections are expected operate below acceptable operating standards during
year 2020 background traffic condition weekday a.m. and p.m. peak hours:
▪ Eagle Road & I-84 Westbound Ramps (AM and PM Peak Hour) – The signalized intersection
continues to operate with a v/c ratio greater than 0.90 during both the a.m. and p.m. peak
hour and is projected to exceed capacity during both peak hours. The westbound right-turn,
northbound left-turn and through, as well as the and southbound right-turn lane groups
operate with a v/c ratio over 0.90.
There were no additional lane groups falling below ITD operational standards that
were not previously identified under existing traffic conditions.
▪ Eagle Road & I-84 Eastbound Ramps (PM Peak Hour) – The signalized intersection is
expected to operate with a v/c ratio greater than 0.90 with the southbound lane group
operates with a v/c ratio above 0.90 during the p.m. peak hour.
▪ Eagle Road & Overland Road (AM and PM Peak Hour) – During the weekday a.m. and p.m.
peak hour, the intersection operates with a v/c ratio greater than 0.90 and exceeds capacity
with a v/c ratio > 1.0 during the weekday p.m. peak hour. The southbound left-turn,
westbound right-turn, northbound shared through/right lane groups operate with v/c ratios
over 1.00 during the a.m. peak hour and the southbound right-turn lane operating with a v/c
ratio over 1.00 during the p.m. peak hour.
The westbound right-turn, northbound shared through/right, and southbound right-
turn lane were not previously identified as operating below ACHD standards under
existing traffic conditions.
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Table 8. Year 2020 Background Intersection Operations – Weekday AM and PM Peak Hour
Intersection
Intersection AM (PM) Lane
Group
AM Peak Hour PM Peak Hour
V/C1 LOS2 Delay3 V/C1 LOS2 Delay3 V/C1 LOS2 Delay3
Eagle Road & I-84 WB Ramps
1.02
(1.05)
E
(E)
63.6
(65.3)
WBL 0.87 F 86.0 0.89 E 71.7
WBR 1.22 F 162.5 0.97 E 58.5
NBL 0.95 F 102.5 1.21 F 181.8
NBT 0.90 D 39.1 1.06 E 70.3
SBT 0.62 C 26.2 0.88 D 38.6
SBR 0.38 C 22.4 1.02 E 77.0
Mitigated w/Additional WB and SB Right-Turn Lane, NB Left-Turn Lane, and NB Through Lane
0.74
(0.83)
D
(D)
38.5
(41.1)
WBL 0.58 D 51.1 0.80 E 63.7
WBR 0.71 D 49.5 0.72 D 36.6
NBL 0.68 E 69.3 0.79 F 81.1
NBT 0.77 D 40.6 0.74 D 38.5
SBT 0.68 C 32.5 0.84 D 39.1
SBR 0.22 C 23.4 0.41 C 26.9
Eagle Road & I-84 EB Ramps
0.75
(0.93)
C
(C)
28.3
(28.8)
EBL 0.79 C 25.4 0.54 B 17.7
EBR 0.89 D 36.1 0.90 C 32.9
NBT 0.61 C 26.2 0.72 B 10.9
SBT 0.68 C 29.3 0.99 D 45.1
Mitigated w/Additional EB Right-Turn Lane
0.73
(0.78)
C
(B)
23.1
(13.3)
EBL 0.87 C 29.3 0.83 C 31.7
EBR 0.56 C 22.9 0.79 C 30.6
NBT 0.58 B 18.4 0.55 A 4.3
SBT 0.64 C 27.4 0.76 A 6.9
Eagle Road & Overland Road
0.99
(1.01)
E
(E)
78.0
(59.4)
EBL 0.97 F 91.6 0.99 F 97.5
EBTR 0.55 D 35.9 0.63 D 40.0
WBL 0.18 D 44.1 0.54 C 33.9
WBT 0.40 E 62.4 0.96 E 74.8
WBR 1.03 F 105.0 0.99 E 75.6
NBL 0.59 E 78.9 0.86 E 72.0
NBTR 1.02 F 101.3 0.87 E 66.2
SBL 1.23 F 176.4 0.96 E 21.2
SBTR 0.53 B 18.6 0.85 C 29.5
SBR 0.53 B 19.7 1.01 F 49.5
Mitigated w/ACHD CIP Widening + Additional NB Through Lane and WB Right-Turn Lane
0.73
(0.84)
D
(D)
48.7
(49.8)
EBL 0.94 F 83.1 0.93 F 88.8
EBT 0.35 C 34.6 0.38 D 42.6
EBR 0.19 C 32.3 0.32 D 41.8
WBL 0.53 E 80.0 0.81 F 81.3
WBT 0.33 E 64.0 0.86 E 66.3
WBR 0.58 D 45.6 0.49 D 37.6
NBL 0.59 E 78.9 0.88 F 89.9
NBT 0.74 D 54.8 0.46 D 42.2
NBR 0.08 D 41.8 0.15 D 37.4
SBL 0.94 E 72.5 0.92 E 64.5
SBTR 0.52 B 14.8 0.73 C 21.9
SBR 0.94 B 15.5 0.83 C 28.9
Silverstone Way & Overland Road 0.46
(0.72)
B
(D)
16.9
(41.6)
EBL 0.34 A 8.0 0.85 D 46.3
EBTR 0.43 B 11.3 0.54 C 26.6
WBL 0.09 A 7.9 0.16 C 21.2
WBTR 0.38 B 11.6 0.79 D 41.3
NBL 0.39 E 63.7 0.50 D 38.1
NBT 0.05 E 65.2 0.01 D 40.8
NBR 0.30 E 67.3 0.16 D 42.3
SBL 0.17 E 68.3 0.25 D 41.5
SBT 0.03 E 70.5 0.03 D 45.8
SBR 0.64 E 75.9 0.96 F 96.0
Notes: 1 V/C Ratio is defined as vehicle-to-capacity ratio which calculates the number of vehicles divided by the capacity of the roadway/intersection
during the peak 15 minutes of the peak hour; 2 LOS = Level of Service; 3 Delay is reported in seconds per vehicle; and Bold and italics and highlighted
cells indicate an intersection and/or lane group operating below its jurisdiction’s standards.
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Year 2020 (Phase 1) Background Roadway Segment Analysis
Roadway segment volumes were based on year 2020 background volumes at the study intersections. As
shown in Table 9, all roadway segments are expected to meet ACHD standards and operate at acceptable
LOS during the year 2020 background weekday a.m. and p.m. peak hour.
Table 9. Year 2020 Background Roadway Segment Operations - Weekday AM and PM Peak Hour
Roadway Segment Classification Travel Lanes1
ACHD Peak Hour
Std. Volume
(One-Way)
Weekday AM Peak Hour Weekday PM Peak Hour
One-Way
Volume/
Direction
Meets
Std.?
One-Way
Volume/
Direction
Meets
Std.?
Overland Road (Eagle Road to
Silverstone Way) Principal Arterial 5 1,960 1,197 / EB Yes 1,680 / WB Yes
Silverstone Way (north of
Overland Road) Collector 5 n/a 192 / NB n/a 379 / SB n/a
Notes: 1 Travel lanes include the total number of lanes across the roadway’s respective cross section.
Year 2022 Background (Phase 2) Weekday AM and PM Peak Hour Intersection Operations
Table 10 presents the traffic operations results for each intersection and its corresponding lane groups
under year 2022 background traffic conditions during the weekday a.m. and p.m. peak hours, while Figure
6 presents the a.m. and p.m. peak hour traffic volumes at each of the study intersections.
The following study intersections are expected operate below acceptable operating standards during
year 2020 background traffic condition weekday a.m. and p.m. peak hours:
▪ Eagle Road & I-84 Westbound Ramps (AM and PM Peak Hour) – The signalized intersection
continues to operate with a v/c ratio greater than 0.90 and exceed capacity during both the
a.m. and p.m. peak hour. All lane groups operate with a v/c ratio over 0.90 during the a.m
and/or p.m. peak hour.
Two additional lane groups not previously identified are expected to operate with a
v/c ratio greater than 0.90 under year 2022 background traffic conditions , which
include the westbound left-turn and southbound through lane groups.
▪ Eagle Road & I-84 Eastbound Ramps (AM and PM Peak Hour) – The signalized intersection
is expected to operate with a v/c ratio greater than 0.90 during the a.m. and p.m. peak hours,
with the southbound through and eastbound right-turn lane groups operating with a v/c
ratio above 0.90 during the p.m. peak hour. The intersection is also projected to exceed
capacity during the weekday p.m. peak hour.
One additional lane group not previously identified is expected to operate with a v/c
ratio greater than 0.90 under year 2022 background traffic conditions which is the
eastbound right-turn lane group.
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▪ Eagle Road & Overland Road (AM and PM Peak Hour) – During the weekday a.m. and p.m.
peak hour, the intersection operates with a v/c ratio greater than 0.90 and is projected to
exceed capacity during both peak hours. The southbound left-turn, westbound right-turn,
northbound shared through/right lane groups operating with a v/c ratio over 1.00 during the
a.m. peak hour and the southbound right-turn lane operating with a v/c ratio over 1.00
during the p.m. peak hour.
One additional lane group not previously identified is expected to operate with a v/c
ratio greater than 0.90 under year 2022 background traffic conditions: eastbound
left-turn lane group.
Table 10. Year 2022 Background Intersection Operations – Weekday AM and PM Peak Hour
Intersection
Intersection AM (PM) Lane
Group
AM Peak Hour PM Peak Hour
V/C1 LOS2 Delay3 V/C1 LOS2 Delay3 V/C1 LOS2 Delay3
Eagle Road & I-84 WB Ramps
1.05
(1.09)
E
(E)
68.9
(73.3)
WBL 0.89 F 90.1 0.91 E 75.3
WBR 1.26 F 183.2 1.00 E 66.0
NBL 0.99 F 110.7 1.25 F 195.9
NBT 0.92 D 41.0 1.09 F 82.7
SBT 0.64 C 26.6 0.91 D 40.6
SBR 0.40 C 22.7 1.07 F 91.8
Mitigated w/Additional WB and SB Right-Turn Lane, NB Left-Turn Lane, and NB Through Lane
0.76
(0.85)
D
(D)
38.3
(42.1)
WBL 0.69 E 60.1 0.82 E 64.9
WBR 0.78 D 45.6 0.76 D 39.0
NBL 0.72 E 66.8 0.83 F 83.8
NBT 0.74 D 39.0 0.75 D 38.1
SBT 0.65 C 27.8 0.87 D 40.5
SBR 0.23 C 20.1 0.43 C 27.2
Eagle Road & I-84 EB Ramps
0.77
(0.96)
C
(C)
28.9
(34.9)
EBL 0.80 C 25.3 0.54 B 17.3
EBR 0.90 D 36.6 0.91 C 33.6
NBT 0.64 C 26.9 0.76 B 11.6
SBT 0.71 C 30.4 1.04 F 59.4
Mitigated with Additional EB Right-Turn Lane
0.75
(0.80)
C
(B)
24.1
(13.7)
EBL 0.88 C 31.8 0.83 C 31.3
EBR 0.57 C 22.8 0.79 C 30.2
NBT 0.60 B 13.6 0.57 A 4.7
SBT 0.66 C 28.1 0.79 A 7.9
Eagle Road & Overland Road
1.03
(1.05)
F
(E)
83.6
(59.5)
EBL 1.00 F 99.5 1.03 F 105.9
EBTR 0.57 D 36.4 0.65 D 40.8
WBL 0.19 D 44.1 0.56 C 33.1
WBT 0.41 E 62.6 0.98 E 74.5
WBR 1.07 F 115.2 1.02 F 79.2
NBL 0.60 E 79.0 0.86 E 72.7
NBTR 1.05 F 110.0 0.89 E 69.5
SBL 1.26 F 190.4 0.99 E 57.5
SBTR 0.55 B 18.8 0.89 C 22.4
SBR 0.54 B 19.8 1.05 F 49.8
Mitigated w/2016 CIP Widening + Additional NB Through Lane and WB Right-Turn Lane
0.76
(0.87)
D
(D)
49.9
(48.4)
EBL 0.95 F 84.5 0.92 F 84.1
EBT 0.36 C 33.9 0.37 D 40.5
EBR 0.19 C 31.5 0.31 D 39.8
WBL 0.54 F 80.1 0.81 F 81.6
WBT 0.34 E 63.8 0.84 E 63.9
WBR 0.59 D 45.2 0.63 D 39.7
NBL 0.60 E 79.0 0.88 F 90.1
NBT 0.79 E 58.2 0.50 D 45.3
NBR 0.09 D 43.1 0.17 D 39.9
SBL 0.95 E 74.8 0.93 E 63.0
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Intersection
Intersection AM (PM) Lane
Group
AM Peak Hour PM Peak Hour
V/C1 LOS2 Delay3 V/C1 LOS2 Delay3 V/C1 LOS2 Delay3
SBT 0.55 B 16.0 0.80 B 17.2
SBR 0.51 B 16.9 0.91 C 28.0
Silverstone Way & Overland Road 0.48
(0.74)
B
(D)
17.1
(42.9)
EBL 0.35 A 8.3 0.88 D 52.1
EBTR 0.44 B 11.6 0.56 C 27.1
WBL 0.09 A 8.1 0.17 C 21.4
WBTR 0.39 B 11.9 0.81 D 42.9
NBL 0.40 E 63.5 0.51 D 38.4
NBT 0.05 E 65.0 0.01 D 40.8
NBR 0.30 E 67.1 0.17 D 42.4
SBL 0.17 E 68.3 0.25 D 41.5
SBT 0.03 E 70.5 0.03 D 45.8
SBR 0.65 E 76.1 0.97 F 98.7
Notes: 1 V/C Ratio is defined as vehicle-to-capacity ratio which calculates the number of vehicles divided by the capacity of the roadway/intersection
during the peak 15 minutes of the peak hour; 2 LOS = Level of Service; 3 Delay is reported in seconds per vehicle; and Bold and italics and highlighted
cells indicate an intersection and/or lane group operating below its jurisdiction’s standards.
Year 2022 (Phase 2) Background Roadway Segment Analysis
Roadway segment volumes were based on year 2022 background volumes at the study intersections. As
shown in Table 11, all roadway segments are expected to meet ACHD standards and operate at
acceptable LOS during the year 2022 background weekday a.m. and p.m. peak hour.
Table 11. Year 2022 Background Roadway Segment Operations - Weekday AM and PM Peak Hour
Roadway Segment Classification Travel Lanes1
ACHD Peak Hour
Std. Volume
(One-Way)
Weekday AM Peak Hour Weekday PM Peak Hour
One-Way
Volume/
Direction
Meets
Std.?
One-Way
Volume/
Direction
Meets
Std.?
Overland Road (Eagle Road to
Silverstone Way) Principal Arterial 5 1,960 1,231 / EB Yes 1,726 / WB Yes
Silverstone Way (north of
Overland Road) Collector 5 n/a 194 / NB n/a 382 / SB n/a
Notes: 1 Travel lanes include the total number of lanes across the roadway’s respective cross section.
Year 2030 Background (Phase 3) Weekday AM and PM Peak Hour Intersection Operations
Table 12 presents the traffic operations results for each intersection and its corresponding lane groups
under year 2030 background traffic conditions during the weekday a.m. and p.m. peak hours, while Figure
7 presents the a.m. and p.m. peak hour traffic volumes at each of the study intersections.
The following study intersections are expected operate below acceptable operating standards during
year 2020 background traffic condition weekday a.m. and p.m. peak hours:
▪ Eagle Road & I-84 Westbound Ramps (AM and PM Peak Hour) – The signalized intersection
continues to operate with a v/c ratio greater than the 0.90 ITD and ACHD policy threshold
and exceeds capacity during both the a.m. and p.m. peak hour. Like year 2022 (Phase 2) all
lane groups operate with a v/c ratio over 0.90 during the a.m. and/or p.m. peak hour.
ICCU Plaza TIS Project # 22740
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▪ Eagle Road & I-84 Eastbound Ramps (AM and PM Peak Hour) – The signalized intersection
is expected to operate with a v/c ratio greater than 0.90 during the a.m. and p.m. peak hours,
with the southbound through and eastbound right-turn lane groups operating with a v/c
ratio above 0.90 during the p.m. peak hour.
One additional lane groups not previously identified is expected to operate with a
v/c ratio greater than 0.90 under year 2022 background traffic conditions, which is
the eastbound right-turn lane group.
▪ Eagle Road & Overland Road (AM and PM Peak Hour) – During the weekday a.m. and p.m.
peak hour, the intersection operates with a v/c ratio greater than 0.90 and is projected to
exceed capacity during both peak hours. The southbound left-turn, westbound right-turn,
northbound shared through/right lane groups operating with a v/c ratio over 1.00 during the
a.m. peak hour and the southbound right-turn lane operating with a v/c ratio over 1.00
during the p.m. peak hour.
One additional lane group not previously identified is expected to operate with a v/c
ratio greater than 0.90 under year 2022 background traffic conditions, which is the
eastbound left-turn lane group.
Assuming the buildout of 2016 CIP (IN2016-70) is completed by year 2030, the
intersection is expected to operate with a v/c ratio greater than 1.00 during the a.m.
and p.m. peak hour, with multiple lane groups expected to continue to operate over
capacity as well. Therefore, with the buildout of the 2016 CIP intersection
improvement project the intersection is still expected to operate below ACHD
operating standard.
▪ Silverstone Way & Overland Road (PM Peak Hour) – During the weekday p.m. peak hour,
the intersection operates with a v/c ratio less than 0.90, however, the southbound right-turn
lane operates with a v/c ratio greater than 1.00.
Table 12. Year 2030 Background Intersection Operations – Weekday AM and PM Peak Hour
Intersection
Intersection AM (PM) Lane
Group
AM Peak Hour PM Peak Hour
V/C1 LOS2 Delay3 V/C1 LOS2 Delay3 V/C1 LOS2 Delay3
Eagle Road & I-84 WB Ramps
Note: No mitigation identified that
meets ITD criteria
1.18
(1.26)
F
(F)
94.8
(118.4)
WBL 1.01 F 118.5 1.02 F 103.6
WBR 1.44 F 260.6 1.13 F 110.3
NBL 1.11 F 143.2 1.40 F 258.8
NBT 1.03 E 63.8 1.23 F 139.1
SBT 0.72 C 29.0 1.02 E 60.8
SBR 0.47 C 24.2 1.28 F 173.7
With Previous Phase Mitigation – Additional WB and SB Right-Turn Lane, NB Left-Turn Lane, and NB
Through Lane
0.86
(0.95)
D
(D)
43.0
(49.6)
WBL 0.82 E 72.2 0.95 F 88.9
WBR 0.98 E 72.5 0.95 E 58.7
NBL 0.70 E 72.8 0.96 F 103.7
NBT 0.78 C 30.5 0.77 C 32.5
SBT 0.73 C 30.8 0.95 D 47.2
SBR 0.25 C 20.9 0.52 C 27.8
Eagle Road & I-84 EB Ramps 0.87 C 28.7 EBL 0.81 C 24.9 0.56 B 15.9
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Intersection
Intersection AM (PM) Lane
Group
AM Peak Hour PM Peak Hour
V/C1 LOS2 Delay3 V/C1 LOS2 Delay3 V/C1 LOS2 Delay3
(1.08) (E) (74.9) EBR 0.92 D 39.5 0.93 D 36.7
NBT 0.78 C 24.2 0.93 B 15.7
SBT 0.86 C 31.4 1.27 F 154.2
Mitigated with Additional EB Right-Turn Lane
0.84
(0.90)
C
(C)
24.1
(20.1)
EBL 0.89 C 29.7 0.90 D 39.7
EBR 0.57 C 20.8 0.85 D 36.6
NBT 0.73 B 17.3 0.65 B 11.6
SBT 0.80 C 27.3 0.90 B 13.2
Eagle Road & Overland Road
1.16
(1.18)
F
(F)
111.2
(90.3)
EBL 1.13 F 141.0 1.16 F 150.2
EBTR 0.64 D 39.0 0.74 D 45.6
WBL 0.24 D 44.2 0.66 D 37.2
WBT 0.47 E 63.6 1.10 F 116.2
WBR 1.20 F 162.5 1.13 F 120.9
NBL 0.64 E 79.3 0.88 E 75.8
NBTR 1.18 F 156.8 1.00 F 91.5
SBL 1.41 F 252.9 1.09 F 93.3
SBTR 0.62 B 19.6 1.03 F 43.1
SBR 0.62 C 20.5 1.22 F 125.5
Mitigated w/ACHD CIP Widening + Additional NB & SB Through Lane and WB & SB Right-Turn Lane
0.83
(0.84)
E
(E)
66.8
70.1
EBL 0.96 F 99.9 0.94 F 101.1
EBTR 0.40 D 45.6 0.38 D 48.7
WBL 0.22 D 42.0 0.32 D 47.7
WBT 0.66 F 104.9 0.86 F 110.3
WBR 0.44 E 76.7 0.88 F 82.9
WBR 0.67 D 54.9 0.65 D 48.3
NBL 0.69 F 104.5 0.91 F 111.7
NBT 0.86 E 77.6 0.61 E 65.9
NBR 0.09 E 55.0 0.20 E 56.6
SBL 0.95 F 98.1 0.94 F 92.3
SBTR 0.40 D 37.2 0.66 E 55.9
SBR 0.31 D 35.4 0.61 D 55.0
Silverstone Way & Overland Road
0.54
(0.83)
B
(D)
18.2
(53.7)
EBL 0.41 A 9.5 0.95 F 84.8
EBTR 0.50 B 13.2 0.63 C 29.4
WBL 0.12 A 9.2 0.22 C 23.3
WBTR 0.45 B 13.3 0.95 E 60.5
NBL 0.43 E 63.1 0.58 D 40.2
NBT 0.05 E 64.1 0.01 D 40.9
NBR 0.33 E 66.5 0.19 D 42.8
SBL 0.17 E 68.3 0.26 D 41.4
SBT 0.03 E 70.5 0.03 D 45.8
SBR 0.66 E 76.3 1.01 F 112.3
Mitigated w/ SB Right-Turn Overlap Phase and Increased PM Peak Cycle to 160 sec
0.52
(0.84)
B
(D)
18.0
(38.7)
EBL 0.41 A 9.5 0.92 D 49.6
EBTR 0.50 B 13.1 0.56 C 24.4
WBL 0.12 A 9.2 0.19 B 19.1
WBTR 0.45 B 13.3 0.78 D 37.6
NBL 0.43 E 63.1 0.68 E 55.8
NBT 0.05 E 64.1 0.02 D 50.6
NBR 0.33 E 66.5 0.22 D 52.9
SBL 0.17 E 68.3 0.30 D 52.3
SBT 0.03 E 70.5 0.03 E 55.6
SBR 0.39 E 67.1 0.81 E 68.6
Notes: 1 V/C Ratio is defined as vehicle-to-capacity ratio which calculates the number of vehicles divided by the capacity of the roadway/intersection
during the peak 15 minutes of the peak hour; 2 LOS = Level of Service; 3 Delay is reported in seconds per vehicle; and Bold and italics and highlighted
cells indicate an intersection and/or lane group operating below its jurisdiction’s standards.
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Year 2030 (Phase 3) Background Roadway Segment Analysis
Roadway segment volumes were based on year 2030 background volumes at the study intersections. As
shown in Table 13, all roadway segments are expected to meet ACHD standards and operate at
acceptable LOS during the year 2030 background weekday a.m. and p.m. peak hour.
Table 13. Year 2030 Background Roadway Segment Operations - Weekday AM and PM Peak Hour
Roadway Segment Classification Travel Lanes1
ACHD Peak Hour
Std. Volume
(One-Way)
Weekday AM Peak Hour Weekday PM Peak Hour
One-Way
Volume/
Direction
Meets
Std.?
One-Way
Volume/
Direction
Meets
Std.?
Overland Road (Eagle Road to
Silverstone Way) Principal Arterial 5 1,960 1,376 / EB Yes 1,920 / WB Yes
Silverstone Way (north of
Overland Road) Collector 5 n/a 203 / NB n/a 398 / SB n/a
Notes: 1 Travel lanes include the total number of lanes across the roadway’s respective cross section.
BACKGROUND TRAFFIC CONDITION MITIGATIONS
This section highlights mitigation needed at each impacted study intersection under background traffic
conditions. The impacted intersections listed below are expected to operate below ACHD’s and/or ITD’s
traffic operation standards without site-generated trips from the proposed ICCU Plaza development.
Appendix “G” contains background mitigated traffic operation worksheets for the intersections outlined
below.
Eagle Road & I-84 Westbound Ramps
As stated previously, the Eagle Road & I-84 Westbound Ramps intersection does not meet ITD operating
standards under existing conditions during the weekday a.m. and p.m. peak hours. ITD does not have any
planned improvements for the I-84/Eagle Road interchange. Below are the mitigations needed based on
the background phase.
Year 2020, 2022, and 2023 (Phase 1-3) Background Mitigations
Existing traffic condition mitigations identified the following improvements would have to be in place for
the intersection to operate at ITD’s acceptable operating standards:
▪ An additional westbound right-turn lane (triple right turns);
▪ An additional northbound left-turn lane (dual left-turns); and
▪ Adjusting the signal cycle length from 140 seconds to 160 seconds (p.m. peak hour).
However, even with these improvements, the intersection is not expected to operate within ITD
standards under year 2020 (Phase 1) background traffic conditions. For the intersection to operate within
ITD standards the following additional improvements would need to be in place:
▪ An additional southbound right-turn lane (dual rights); and
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▪ An additional northbound through lane (three throughs).
With all the improvements listed above, the intersection is expected to operate within ITD standards until
year 2030 (Phase 3) background traffic conditions. Additional mitigations were unable to be identified
for the intersection to operate within ITD standards under year 2030 (Phase 3) background traffic
conditions. Therefore, a separate study for the long-term vitality of the Eagle Road/I-84 interchange is
recommended. The results of the study would likely result in a reconfigured interchange.
Westbound Right-Turn Lane Queuing at Eagle Road & I-84 Westbound Ramps
The queuing table below provides 95th percentile queue lengths for the westbound right-turn lane at the
Eagle Road & I-84 Westbound Ramps intersection. Table 14 compares the queue lengths between the
existing dual right-turn lane configuration and a scenario with a triple right-turn lane configuration.
Because widening and reconstructing the interchange overpass would be required to mitigate the
intersection, no other mitigations are proposed at the intersection, besides the signal timing increase
from 140 seconds to 160 seconds during the p.m. peak hour as described above.
Table 14. Westbound Right-Turn Queuing at I-84 & Westbound Ramps – Background Traffic Conditions
Background Traffic
Condition Scenario
Lane
Group
No. of
Lanes
Storage
Length (ft)
Weekday AM Peak Hour Weekday PM Peak Hour
v/c Ratio Queue Length (ft) v/c Ratio Queue Length (ft)
Year 2020 (Phase 1) WBR
2
1,140’
1.10 791’ 1.12 890’
3 0.93 510’ 0.96 610’
Year 2022 (Phase 2) WBR
2
1,140’
1.16 842’ 1.20 951’
3 0.98 538’ 1.00 645’
Year 2030 (Phase 3) WBR
2
1,140’
1.31 1,115’ 1.32 1,111’
3 1.16 711’ 1.14 772’
Under each background year traffic condition scenario, the westbound right-turn lane is operating at or
exceeding capacity, with two or three westbound right-turn lanes. While the lane group is operating at
or exceeding capacity, the queue lengths are contained within the existing storage lane of 1,140 feet. The
installation of an additional westbound right-turn is possible without significant changes to Eagle Road.
While a third westbound right-turn lane would increase capacity and shorten the 95th percentile queue
length, the 95th percentile queue lengths are expected to be contained under the current two westbound
turn-lane configuration as well.
Eagle Road & I-84 Eastbound Ramps
The signalized intersection of Eagle Road & I-84 Eastbound Ramp falls below ITD operational standards
under year 2020 (Phase 1) background traffic conditions, with the intersection operating with a v/c ratio
greater than 0.90 and the southbound through lane group operating at capacity during the p.m. peak
hour. Below are the mitigations needed based on the background phase.
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Year 2020, 2022, and 2023 (Phase 1-3) Background Mitigations
ITD does not have any planned improvements at the Eagle Road interchange. Therefore, the following
identified improvement would need to be implemented for the intersection to operate within ITD
operating standards under all background traffic condition scenarios:
▪ An additional eastbound right-turn lane (dual right-turn lanes); and
▪ Signal timing adjustment from 70 seconds to 80 seconds during the p.m. peak hour.
With the additional eastbound right-turn lane, the intersection and all lane groups are expected to
operate above ITD standards through year 2030 (Phase 3) background traffic conditions.
If an additional eastbound right-turn lane is deemed to be infeasible, then a separate study for the long-
term vitality of the Eagle Road/I-84 interchange is recommended. The results of the study would likely
result in a reconfigured interchange.
Eagle Road & Overland Road
As mentioned under existing traffic conditions, the Eagle Road & Overland Road intersection does not
meet ACHD operating standards during the weekday a.m. and p.m. peak hours. The 2016 CIP identifies
improvements to the Eagle Road & Overland Road intersection (IN2016-70) during the 2026-2030
timeframe. Improvements include an additional through lane in the eastbound and westbound
directions, as well as an additional westbound left-turn lane, northbound right-turn lane, and eastbound
right-turn lane. But the 2016 CIP does not include additional through lanes on the Eagle Road approaches,
which have the highest peak hour traffic volumes. Mitigations beyond what is outlined in the 2016 CIP is
documented per background phase below.
Year 2020, 2022, and 2023 (Phase 1-3) Background Mitigations
With the buildout of the 2016 CIP improvements the southbound left-turn, eastbound left-turn, and
northbound through lane groups continue to operate with a lane group v/c ratio greater than 1.00 during
the a.m. peak hour. During the p.m. peak hour, the westbound right-turn lane group continues to operate
with a v/c ratio over 1.00. While it is anticipated that ACHD will conduct a separate study of the Eagle
Road & Overland Road intersection at the time of their 2016 CIP project to identify additional
improvements that may be necessary, following are the improvements identified for all lane groups to
operate with a v/c ratio under 1.00 under year 2020 and 2022 background traffic conditions:
▪ An additional northbound through lane (three throughs); and
▪ An additional westbound right-turn lane (dual rights).
With these recommended improvements the intersection is expected to operate within ITD and ACHD
intersection and lane group standards through year 2022 background traffic conditions. Under year 2030
background traffic conditions, the intersection would require the addition of the following improvements
to operate within ACHD and ITD intersection standards:
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▪ Additional southbound through lane (three throughs); and
▪ Additional southbound right-turn lane (dual rights).
Silverstone Way & Overland Road
The Silverstone Way & Overland Road intersection is expected to operate within ACHD operating
standards for the intersection, but the southbound right-turn movement is projected to exceed capacity
in 2030 background traffic conditions. Recommended mitigations are described below.
Year 2030 (Phase 3) Background Mitigation
During both a.m. and p.m. peak hours the intersection is expected to operate with a v/c ratio of less than
0.90. However, the southbound right-turn lane operates with a v/c over 1.00 during year 2030
background p.m. peak hour traffic conditions, falling below ACHD operating standards. Mitigation
required to for the southbound right-turn lane to operate with a lane group less than 1.00 includes:
▪ Addition of a southbound right-turn overlap phase; and
▪ Signal timing adjustments from 140 seconds to 160 second cycle length (coordinating with
the Eagle Road & Overland Road intersection) during the p.m. peak hour.
With these improvements, the intersection is expected to operate at LOS B with a v/c ratio of 0.52, and
at LOS D with a v/c ratio of 0.84 during the a.m. and p.m. peak hour, respectively. Therefore, no additional
mitigation is recommended.
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ICCU PLAZA DEVELOPMENT ESTIMATED TRIP GENERATION
The projected weekday daily, a.m., and p.m. peak hour vehicle trips for the proposed development were
estimated based on ITE’s Trip Generation Manual, 10th Edition (Reference 9). Internal trips were
calculated using NCHRP Report 684 (Reference 10) methodology which incorporates data collected and
presented in ITE’s Trip Generation Handbook, 3rd Edition (Reference 11). Because of the site’s relatively
minimal amount of residential housing units as compared to the square foot area of the proposed office
buildings, internal trips are estimated to account for 4% and 2% of a.m. and p.m. peak hour trips,
respectively.
Based on data provided for general office buildings, as well as multifamily (low rise) housing the Trip
Generation Handbook, 3rd Edition recommended the use of the fitted curve equations to determine
weekday daily, a.m., and p.m. peak hour vehicle trips. Table 15 summarizes the estimated trip generation
for the proposed ICCU Plaza development.
Table 15. ICCU Plaza Development Subdivision Estimated Trip Generation
Land Use ITE Code Size Daily
Weekday AM Peak Hour Weekday PM Peak Hour
Total In Out Total In Out
Phase 1
General Office Building 710 200,000 sf 2,078 214 184 30 220 35 185
Medical Office Building 720 10,000 sf 297 28 22 6 36 10 26
Hotel 310 120 rooms 1,003 55 32 23 64 33 31
Multi-family Housing (Low-Rise) 220 300 units 2,227 135 31 104 157 99 58
Total Trips (Phase 1) 5,605 432 269 163 477 177 300
Internal Trips (AM = 4%, PM = 2%) - 17 10 7 10 4 6
Net New Trips (Phase 1) 5,605 415 259 156 467 173 294
Phase 1 & 2
General Office Building 710 400,000 sf 4,071 402 346 56 425 68 357
Medical Office Building 720 10,000 sf 297 28 22 6 36 10 26
Hotel 310 120 rooms 1,003 55 32 23 64 33 31
Multi-family Housing (Low-Rise) 220 300 units 2,227 135 31 104 157 99 58
Total Trips (Phase 1 &2) 7,598 620 431 189 682 210 472
Internal Trips (AM = 4%, PM = 2%) - 25 17 8 14 5 9
Net New Trips (Phase 1 & 2) 7,598 595 414 181 668 205 463
Phase 1-3 (Full Buildout)
General Office Building 710 550,000 sf 5,545 543 467 76 575 92 483
Medical Office Building 720 10,000 sf 297 29 23 6 36 10 26
Hotel 310 120 rooms 1,003 55 32 23 64 33 31
Multi-family Housing (Low-Rise) 220 300 units 2,227 135 31 104 157 99 58
Total Trips (Full Build-Out) 9,072 762 553 209 832 234 598
Internal Trips (AM = 4%, PM = 2%) - 30 22 8 17 5 12
Net New Trips (Full Build-Out) 9,072 732 531 201 815 229 586
Notes: Fitted curve equation used based on data provided by ITE.
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As shown in Table 15, upon full buildout of the site, anticipated to occur in approximately year 2030, the
proposed ICCU Plaza development is estimated to generate a total of 9,072 daily net new trips, 732 net
new weekday a.m. peak hour trips (531 inbound / 201 outbound), and 815 weekday p.m. peak hour net
new trips (229 inbound / 586 outbound).
TRIP DISTRIBUTION AND TRIP ASSIGNMENT
The distribution of site generated trips onto the roadway system was based on the site’s access
connections to nearby arterials and Interstate 84. Additionally, an area of impact analysis using a select
zone assignment for the proposed land use was provided by Community Planning Association of
Southwest Idaho (COMPASS) and reviewed for consistency.
The select zone analysis included one access to the site via Silverstone Way, matching the proposed
preliminary site plan. Based on the analysis, the distribution of the origins and destination of the site
generated trips are estimated to be approximately 30 percent from the west, 25 percent from the east,
15 percent from the south, and 30 percent from north via Eagle Road and I-84. Figure 8 illustrates the
proposed trip distribution patterns for the proposed development.
Figure 9 illustrates the trip assignment of site-generated trips through the study intersections. Site-
generated trip totals represent each phases’ buildout of the ICCU Plaza development.
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TOTAL TRAFFIC CONDITIONS – PHASES 1-3
Total traffic conditions analyzed the impact of ICCU Plaza development site-generated trips on the study
area’s transportation system. Total traffic volumes reflect background traffic volumes plus the site-
generated trips for the development’s corresponding phase. Like existing and background traffic
conditions, total traffic conditions were analyzed during the weekday a.m. and p.m. peak hour.
Mitigations for intersections falling below ACHD and/or ITD operating standards under total traffic
conditions will be addressed at the end of this section. Appendix “H” includes the traffic operation
worksheets for all total traffic conditions scenarios.
Year 2020 Total (Phase 1) Weekday AM and PM Peak Hour Intersection Operations
Table 16 presents the traffic operation results for each intersection and its corresponding lane groups
under 2020 total traffic conditions during the weekday a.m. and p.m. peak hours. Figure 10 presents the
a.m. and p.m. peak hour traffic volumes at each of the study intersections.
The following study intersections are expected operate below acceptable operating standards during
year 2020 total traffic condition weekday a.m. and p.m. peak hours:
▪ Eagle Road & I-84 Westbound Ramps (AM and PM Peak Hour) – The signalized intersection
continues to operate over capacity with a v/c ratio greater than 0.90 during both the a.m.
and p.m. peak hour. The westbound right-turn, westbound left-turn, northbound left-turn,
northbound through, as well as the southbound right-turn lane groups operate with a v/c
ratio greater than 0.90.
With the addition of site-generated trips, one additional lane group not previously
identified under year 2020 background traffic conditions is expected to operate with
a v/c ratio greater than 0.90 during the a.m. and p.m. peak hour, which is the
westbound left-turn lane group.
▪ Eagle Road & I-84 Eastbound Ramps (PM Peak Hour) – The signalized intersection is
expected to operate with a v/c ratio greater than 0.90, but remain under capacity, with the
southbound through and eastbound right-turn lanes group operating with a v/c ratio above
0.90 during the p.m. peak hour.
With the addition of site-generated trips, one additional lane group not previously
identified under year 2020 background traffic conditions is expected to operate with
a v/c ratio greater than 0.90 during the p.m. peak hour, which is the eastbound
right-turn lane group.
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▪ Eagle Road & Overland Road (AM and PM Peak Hour) – During the weekday a.m. and p.m.
peak hour, the intersection operates over capacity with a v/c ratio greater than 0.90, with
the southbound left-turn, southbound right-turn, westbound through, westbound right-
turn, northbound shared through/right lane groups operating with a v/c ratio greater than
1.00.
With the addition of site-generated trips, one additional lane group is expected to
operate with a v/c ratio greater than 1.00 not previously identified under year 2020
background traffic conditions, which is the westbound through during the p.m. peak
hour.
▪ Silverstone Way & Overland Road (PM Peak Hour) – During the weekday p.m. peak hour,
the intersection operates over capacity with a v/c ratio greater than 0.90, with the
southbound right-turn and eastbound left-turn lane groups operating with a v/c ratio greater
than 1.00.
With the addition of site-generated trips, two additional lane group not previously
identified under year 2020 background traffic conditions is expected to operate with
a v/c ratio greater than 1.00 during the p.m. peak hour, which include the
southbound right-turn lane group and the eastbound left-turn lane group.
Table 16. Year 2020 Total Intersection Operations – AM and PM Peak Hour
Intersection
Intersection AM (PM) Lane
Group
AM Peak Hour PM Peak Hour
V/C1 LOS2 Delay3 V/C1 LOS2 Delay3 V/C1 LOS2 Delay3
Eagle Road & I-84 WB Ramps
1.02
(1.06)
E
(E)
65.8
(70.2)
WBL 0.92 F 96.3 0.91 E 76.0
WBR 1.22 F 165.0 0.97 E 58.1
NBL 1.00 F 113.2 1.29 F 212.9
NBT 0.91 D 39.9 1.09 E 81.4
SBT 0.63 C 26.5 0.89 D 39.4
SBR 0.38 C 22.4 1.03 E 77.8
Mitigated w/Additional WB and SB Right-Turn Lane, NB Left-Turn Lane, and NB Through Lane
0.75
(0.85)
D
(D)
38.5
(42.0)
WBL 0.70 E 59.8 0.82 E 65.6
WBR 0.74 D 42.9 0.74 D 37.9
NBL 0.69 E 63.2 0.82 F 80.0
NBT 0.74 D 40.0 0.75 D 38.1
SBT 0.65 C 29.1 0.86 D 40.4
SBR 0.22 C 21.0 0.42 C 27.3
Eagle Road & I-84 EB Ramps
0.78
(0.95)
C
(C)
29.0
(33.7)
EBL 0.77 C 24.5 0.53 B 17.3
EBR 0.90 D 36.8 0.91 C 33.5
NBT 0.64 C 26.9 0.77 B 11.4
SBT 0.73 C 31.0 1.04 F 56.7
Mitigated w/Additional EB Right-Turn Lane
0.75
(0.79)
C
(B)
21.8
(14.3)
EBL 0.88 C 32.3 0.85 D 35.9
EBR 0.58 C 23.4 0.83 D 35.4
NBT 0.59 B 13.1 0.57 A 4.1
SBT 0.67 A 21.3 0.77 A 6.8
Eagle Road & Overland Road 1.04
(1.07)
F
(E)
94.0
(69.9)
EBL 0.97 F 91.6 0.99 F 97.5
EBTR 0.62 D 39.1 0.71 D 44.5
WBL 0.27 D 43.9 0.67 D 35.9
WBT 0.46 E 63.5 1.05 F 93.5
WBR 1.12 F 134.1 1.13 F 116.0
NBL 0.59 E 78.9 0.86 E 72.0
NBTR 1.06 F 111.7 0.89 E 69.7
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Intersection
Intersection AM (PM) Lane
Group
AM Peak Hour PM Peak Hour
V/C1 LOS2 Delay3 V/C1 LOS2 Delay3 V/C1 LOS2 Delay3
SBL 1.41 F 253.1 1.07 F 86.3
SBTR 0.53 B 18.5 0.85 C 28.9
SBR 0.53 B 19.5 1.01 F 45.2
Mitigated w/2016 CIP Widening + Additional NB Through Lane and WB Right-Turn Lane
0.77
(0.87)
D
(D)
50.7
(54.8)
EBL 0.97 F 89.1 0.92 F 83.3
EBT 0.40 D 35.5 0.58 D 45.4
EBR 0.19 C 32.5 0.31 D 40.5
WBL 0.65 F 80.9 0.83 F 86.0
WBT 0.37 E 64.1 0.87 E 78.1
WBR 0.58 D 42.6 0.67 D 46.2
NBL 0.59 E 78.9 0.88 F 89.4
NBT 0.80 E 60.3 0.51 D 47.2
NBR 0.17 D 46.2 0.22 D 42.7
SBL 0.96 E 72.6 0.93 E 66.5
SBTR 0.52 B 15.0 0.78 C 26.1
SBR 0.49 B 15.8 0.88 D 35.9
Silverstone Way & Overland Road
0.63
(1.14)
C
(F)
27.1
(91.3)
EBL 0.83 C 28.4 1.32 F 204.7
EBTR 0.46 B 15.4 0.54 C 26.6
WBL 0.10 B 13.3 0.16 C 22.2
WBTR 0.49 C 21.5 0.85 D 48.0
NBL 0.32 E 57.7 0.54 D 40.2
NBT 0.08 E 61.5 0.03 D 44.8
NBR 0.24 E 63.0 0.19 D 46.4
SBL 0.25 E 58.3 0.38 D 39.6
SBT 0.04 E 62.6 0.05 D 46.1
SBR 0.90 E 86.6 1.55 F 318.7
Mitigated w/SB Right-Turn Overlap Phase and Increased PM Peak Cycle to 160 sec
0.68
(0.88)
C
(D)
26.5
(42.4)
EBL 0.80 B 16.8 0.95 E 59.9
EBTR 0.45 C 24.7 0.46 B 10.0
WBL 0.10 B 12.8 0.12 C 20.7
WBTR 0.47 B 18.9 0.77 D 42.3
NBL 0.36 E 61.1 0.73 E 64.0
NBT 0.09 E 63.4 0.03 D 54.8
NBR 0.26 E 65.0 0.22 E 56.8
SBL 0.29 E 61.2 0.49 D 54.3
SBT 0.04 E 63.9 0.06 E 55.9
SBR 0.53 E 57.9 0.95 F 81.0
Notes: 1 V/C Ratio is defined as vehicle-to-capacity ratio which calculates the number of vehicles divided by the capacity of the roadway/intersection
during the peak 15 minutes of the peak hour; 2 LOS = Level of Service; 3 Delay is reported in seconds per vehicle; and Bold and italics and highlighted
cells indicate an intersection and/or lane group operating below its jurisdiction’s standards.
Year 2020 Total Roadway Segment Analysis
Roadway segment volumes were based on year 2020 total volumes at the study intersections. Table 17
details peak hour, peak direction roadway segment volumes, and resultant LOS per ACHD District Policy
7106.3.3 for the ACHD roadway facilities. As shown in Table 17, all the year 2020 roadway segments
currently meet ACHD standards and operate at acceptable LOS during the weekday a.m. and p.m. peak
hour.
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Table 17. Year 2020 Total Roadway Segment Operations - Weekday AM and PM Peak Hour
Roadway Segment Classification Travel Lanes1
ACHD Peak Hour
Std. Volume
(One-Way)
Weekday AM Peak Hour Weekday PM Peak Hour
One-Way
Volume/
Direction
Meets
Std.?
One-Way
Volume/
Direction
Meets
Std.?
Overland Road (Eagle Road to
Silverstone Way) Principal Arterial 5 1,960 1,383 / EB Yes 1,892 / WB Yes
Silverstone Way (north of
Overland Road) Collector 5 n/a 437 / NB n/a 628 / SB n/a
Notes: 1 Travel lanes include the total number of lanes across the roadway’s respective cross section.
Year 2022 Total (Phase 2) Weekday AM and PM Peak Hour Intersection Operations
Table 18 presents the traffic operation results for each intersection and its corresponding lane groups
under 2022 total traffic conditions during the weekday a.m. and p.m. peak hours. Figure 10 presents the
a.m. and p.m. peak hour traffic volumes at each of the study intersections.
The following study intersections are expected operate below acceptable operating standards during
year 2022 total traffic condition weekday a.m. and p.m. peak hours:
▪ Eagle Road & I-84 Westbound Ramps (AM and PM Peak Hour) – The signalized intersection
continues to operate over capacity during both the a.m. and p.m. peak hour. The westbound
right-turn, westbound left-turn, northbound left-turn, northbound through, as well as the
southbound right-turn lane groups operate with a v/c ratio greater than 0.90.
▪ Eagle Road & I-84 Eastbound Ramps (PM Peak Hour) – The signalized intersection is
expected to reach capacity during the weekday p.m. peak hour and operate with a v/c ratio
greater than 0.90 during both the weekday a.m. peak hour and weekday p.m. peak hour.
The southbound through and eastbound right-turn lanes group operate with a v/c ratio
above the 0.90 ITD threshold during the p.m. peak hour.
▪ Eagle Road & Overland Road (AM and PM Peak Hour) – During the weekday a.m. and p.m.
peak hour, the intersection continues to operate over capacity with the v/c ratio reaching
well above capacity. With the addition of site-generated trips, one additional lane group is
expected to operate with a v/c ratio greater than 1.00 not previously identified under year
2022 background traffic conditions, which is the westbound through during the p.m. peak
hour.
▪ Silverstone Way & Overland Road (PM Peak Hour) – During the weekday p.m. peak hour,
the intersection operates with a v/c ratio greater than 0.90, with the southbound right-turn
and eastbound left-turn lane groups operating with a v/c ratio greater than 1.00.
With the addition of site-generated trips, two additional lane group not previously
identified under year 2022 background traffic conditions is expected to operate with
a v/c ratio greater than 1.00 during the p.m. peak hour, which include the
southbound right-turn lane and eastbound left-turn lane groups.
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Table 18. Year 2022 Total Intersection Operations – Weekday AM and PM Peak Hour
Intersection
Intersection AM (PM) Lane
Group
AM Peak Hour PM Peak Hour
V/C1 LOS2 Delay3 V/C1 LOS2 Delay3 V/C1 LOS2 Delay3
Eagle Road & I-84 WB Ramps
1.05
(1.11)
E
(F)
72.1
(82.5)
WBL 0.98 F 110.9 0.96 F 76.1
WBR 1.27 F 184.6 0.99 E 53.4
NBL 1.03 F 121.0 1.39 F 231.2
NBT 0.93 D 42.7 1.13 F 80.5
SBT 0.65 C 27.2 0.93 D 39.3
SBR 0.40 C 22.7 1.09 F 75.9
Mitigated w/Additional WB and SB Right-Turn Lane, NB Left-Turn Lane, and NB Through Lane
0.77
(0.88)
D
(D)
39.9
(44.0)
WBL 0.71 E 59.7 0.86 E 71.0
WBR 0.76 D 43.4 0.78 D 40.8
NBL 0.73 E 65.0 0.87 F 85.8
NBT 0.77 D 42.3 0.75 D 37.2
SBT 0.69 C 30.7 0.89 D 43.0
SBR 0.23 C 21.6 0.44 C 27.8
Eagle Road & I-84 EB Ramps
0.82
(0.98)
C
(D)
28.1
(46.0)
EBL 0.76 C 23.8 0.53 B 16.6
EBR 0.91 D 38.0 0.91 C 34.8
NBT 0.68 C 28.0 0.84 B 12.7
SBT 0.79 C 27.4 1.12 F 86.1
Mitigated w/Additional EB Right-Turn Lane
0.78
(0.83)
C
(B)
22.6
(15.2)
EBL 0.89 C 32.6 0.86 D 36.7
EBR 0.60 C 23.3 0.85 D 36.7
NBT 0.62 B 13.7 0.61 A 4.5
SBT 0.72 C 22.8 0.81 A 8.1
Eagle Road & Overland Road
1.10
(1.15)
F
(F)
109.3
(87.6)
EBL 1.00 F 99.5 1.03 F 12.3
EBTR 0.68 D 41.4 0.76 D 13.6
WBL 0.32 D 44.1 0.75 D 6.3
WBT 0.48 E 63.9 1.13 F 27.2
WBR 1.17 F 151.4 1.26 F 43.8
NBL 0.60 E 79.0 0.86 E 5.6
NBTR 1.11 F 129.6 0.91 E 17.6
SBL 1.55 F 314.5 1.11 F 11.8
SBTR 0.55 B 18.6 0.89 C 11.7
SBR 0.54 B 19.5 1.06 F 16.6
Mitigated w/2016 CIP Widening + Additional NB Through Lane and WB Right-Turn Lane
0.85
(0.90)
D
(E)
52.3
(57.6)
EBL 0.97 F 90.6 0.93 F 84.5
EBT 0.43 D 36.0 0.40 D 39.8
EBR 0.20 C 32.4 0.30 D 38.5
WBL 0.66 F 80.8 0.84 F 86.3
WBT 0.39 E 64.5 0.86 E 76.5
WBR 0.58 D 40.5 0.70 D 45.3
NBL 0.60 E 79.0 0.92 F 101.3
NBT 0.90 E 69.8 0.58 D 52.2
NBR 0.24 D 50.2 0.26 D 47.1
SBL 0.97 E 69.5 0.94 E 66.9
SBTR 0.54 B 15.5 0.86 C 32.4
SBR 0.51 B 16.2 0.98 D 52.9
Silverstone Way & Overland Road
0.76
(1.45)
D
(F)
46.7
(127.9)
EBL 1.20 F 138.5 1.48 F 39.1
EBTR 0.49 B 16.9 0.56 C 24.5
WBL 0.11 B 14.3 0.17 C 22.3
WBTR 0.54 C 23.7 0.89 D 36.9
NBL 0.32 E 56.1 0.59 D 39.6
NBT 0.09 E 60.5 0.03 D 45.1
NBR 0.23 E 61.8 0.20 D 46.6
SBL 0.26 E 56.6 0.47 D 40.3
SBT 0.04 E 61.0 0.07 D 46.2
SBR 0.91 F 91.1 1.90 F 56.5
Mitigated w/SB Right-Turn Overlap Phase + Additional SB Right-turn Lane
0.80
(0.88)
D
(D)
30.0
(47.4)
EBL 0.95 D 41.8 0.95 E 77.2
EBTR 0.43 C 21.4 0.47 C 20.2
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Intersection
Intersection AM (PM) Lane
Group
AM Peak Hour PM Peak Hour
V/C1 LOS2 Delay3 V/C1 LOS2 Delay3 V/C1 LOS2 Delay3
WBL 0.10 B 12.2 0.14 C 23.8
WBTR 0.51 C 20.4 0.88 D 54.9
NBL 0.49 E 68.4 0.80 E 71.8
NBT 0.16 E 69.2 0.04 D 54.8
NBR 0.40 E 71.2 0.22 E 56.8
SBL 0.43 E 68.6 0.61 E 58.1
SBT 0.07 E 69.5 0.08 E 56.1
SBR 0.31 D 53.2 0.59 D 43.1
Notes: 1 V/C Ratio is defined as vehicle-to-capacity ratio which calculates the number of vehicles divided by the capacity of the roadway/intersection
during the peak 15 minutes of the peak hour; 2 LOS = Level of Service; 3 Delay is reported in seconds per vehicle; and Bold and italics and highlighted
cells indicate an intersection and/or lane group operating below its jurisdiction’s standards.
Year 2022 Total Roadway Segment Analysis
Roadway segment volumes were based on year 2022 total volumes at the study intersections. As shown
in Table 19, all the year 2022 roadway segments currently meet ACHD standards and operate at
acceptable LOS during the weekday a.m. and p.m. peak hour except for:
▪ Overland Road (Eagle Road to Silverstone Road) during the weekday p.m. peak hour which
is shown to require widening to seven lanes per the 2016 CIP project proposed for 2031-
2035.
Table 19. Year 2022 Total Roadway Segment Operations - Weekday AM and PM Peak Hour
Roadway Segment Classification Travel Lanes1
ACHD Peak Hour
Std. Volume
(One-Way)
Weekday AM Peak Hour Weekday PM Peak Hour
One-Way
Volume/
Direction
Meets
Std.?
One-Way
Volume/
Direction
Meets
Std.?
Overland Road (Eagle Road to
Silverstone Way) Principal Arterial 5 1,960 1,529 / EB Yes 2,058 / WB No
Silverstone Way (north of
Overland Road) Collector 5 n/a 587 / NB n/a 776 / SB n/a
Notes: 1 Travel lanes include the total number of lanes across the roadway’s respective cross section. Bold, italics and highlighted cells indicate a
roadway segment falling below its jurisdiction’s standard.
Year 2030 Total (Phase 3) Weekday AM and PM Peak Hour Intersection Operations
Table 20 presents the traffic operation results for each intersection and its corresponding lane groups
under 2030 total traffic conditions during the weekday a.m. and p.m. peak hours. Figure 12 presents the
a.m. and p.m. peak hour traffic volumes at each of the study intersections.
The following study intersections are expected operate below acceptable operating standards during
year 2030 total traffic condition weekday a.m. and p.m. peak hours:
▪ Eagle Road & I-84 Westbound Ramps (AM and PM Peak Hour) – The signalized intersection
continues to operate over capacity during both the a.m. and p.m. peak hour. Like 2022 and
2030 background traffic conditions, all lane groups operate with a v/c ratio greater than 0.90
during the a.m. and/or p.m. peak hour.
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▪ Eagle Road & I-84 Eastbound Ramps (PM Peak Hour) – The signalized intersection is
expected to operate over capacity, with the southbound through, northbound through and
eastbound right-turn lanes group operating with a v/c ratio above 0.90 during the p.m. peak
hour.
▪ Eagle Road & Overland Road (AM and PM Peak Hour) – During the weekday a.m. and p.m.
peak hour, the intersection is expected to continue to operate over capacity during both
peak hours.
With the addition of site-generated trips, one additional lane group is expected to
operate with a v/c ratio greater than 1.00 not previously identified under year 2022
background traffic conditions, which is the westbound through lane group during
the p.m. peak hour.
Like 2030 background traffic conditions, assuming the buildout of 2016 CIP (IN2016-
70) is completed by year 2030, the intersection is expected to operate with a v/c
ratio greater than 1.00 during the a.m. and p.m. peak hour, with multiple lane
groups expected to operate over capacity as well. Therefore, with the buildout of
the 2016 CIP intersection improvement project the intersection is still expected to
operate below ACHD operating standard.
▪ Silverstone Way & Overland Road (PM Peak Hour) – During the weekday p.m. peak hour,
the intersection operates with a v/c ratio greater than 0.90, with the southbound right-turn
and eastbound left-turn lane groups operating with a v/c ratio greater than 1.00.
With the addition of site-generated trips, two additional lane group not previously
identified under year 2022 background traffic conditions is expected to operate with
a v/c ratio greater than 1.00 during the p.m. peak hour, which are the southbound
right-turn lane and eastbound left-turn lane groups.
Table 20. Year 2030 Total Intersection Operations – AM and PM Peak Hour
Intersection
Intersection AM (PM) Lane
Group
AM Peak Hour PM Peak Hour
V/C1 LOS2 Delay3 V/C1 LOS2 Delay3 V/C1 LOS2 Delay3
Eagle Road & I-84 WB Ramps
Note: No mitigation identified that
meets ITD criteria
1.19
(1.30)
F
(F)
99.9
(132.1)
WBL 1.11 F 150.8 1.07 F 117.2
WBR 1.44 F 260.6 1.12 F 105.6
NBL 1.16 F 158.8 1.58 F 337.6
NBT 1.05 E 68.4 1.28 F 162.6
SBT 0.74 C 29.8 1.04 E 67.9
SBR 0.47 C 24.3 1.30 F 180.8
With Previous Phase Mitigation – Additional WB and SB Right-Turn Lane, NB Left-Turn Lane, and NB
Through Lane
0.87
(0.99)
D
(E)
43.1
(55.6)
WBL 0.78 E 62.7 1.00 F 100.2
WBR 0.90 D 54.1 0.96 E 62.6
NBL 0.78 E 72.3 0.98 F 108.2
NBT 0.84 D 38.5 0.78 C 33.8
SBT 0.80 D 36.3 0.99 E 57.6
SBR 0.25 C 23.3 0.54 C 29.6
Eagle Road & I-84 EB Ramps 0.94
(1.13)
C
(F)
34.1
(98.8)
EBL 0.78 C 23.0 0.55 B 15.2
EBR 0.93 D 42.2 0.94 D 38.7
NBT 0.83 C 25.7 1.04 F 42.1
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Intersection
Intersection AM (PM) Lane
Group
AM Peak Hour PM Peak Hour
V/C1 LOS2 Delay3 V/C1 LOS2 Delay3 V/C1 LOS2 Delay3
SBT 0.98 D 46.0 1.36 F 193.9
Mitigated w/Additional EB Right-Turn Lane, NB and SB Through Lane
0.73
(0.75)
C
(B)
23.1
(14.9)
EBL 0.88 C 29.0 0.85 C 31.8
EBR 0.60 C 21.1 0.83 C 31.5
NBT 0.53 B 14.1 0.51 B 10.2
SBT 0.62 C 27.6 0.67 A 6.6
Eagle Road & Overland Road
1.27
(1.31)
F
(F)
150.6
(130.2)
EBL 1.13 F 141.0 1.17 F 153.8
EBTR 0.78 D 47.4 0.87 E 59.2
WBL 0.42 D 45.2 0.91 E 66.0
WBT 0.54 E 65.1 1.29 F 193.9
WBR 1.31 F 209.8 1.43 F 246.6
NBL 0.64 E 79.3 0.88 E 75.8
NBTR 1.26 F 187.9 1.03 F 98.5
SBL 1.78 F 422.0 1.23 F 156.6
SBTR 0.62 D 38.1 1.04 F 53.7
SBR 0.62 D 38.5 1.23 F 138.3
Mitigated w/2016 CIP Widening + Additional NB & SB Through Lane and SB & WB Right-Turn Lane
0.89
(0.89)
E
(E)
71.3
(71.0)
EBL 0.98 F 105.9 0.95 F 102.5
EBT 0.54 D 54.3 0.47 D 53.3
EBR 0.24 D 47.8 0.36 D 51.3
WBL 0.39 E 68.2 0.70 D 49.4
WBT 0.55 F 80.6 0.96 F 89.6
WBR 0.67 D 50.5 0.76 D 46.4
NBL 0.69 F 104.4 0.92 F 113.7
NBT 0.96 F 94.5 0.71 E 71.3
NBR 0.27 E 64.0 0.30 E 62.5
SBL 0.97 F 98.1 0.95 F 93.7
SBTR 0.39 C 34.9 0.70 E 57.6
SBR 0.30 C 33.3 0.65 E 57.1
Silverstone Way & Overland Road
1.05
(1.61)
F
(F)
86.7
(168.9)
EBL 1.69 F 352.3 1.78 F 415.8
EBTR 0.56 B 19.8 0.64 C 29.6
WBL 0.14 B 16.1 0.23 C 23.4
WBTR 0.64 C 27.8 0.99 E 71.7
NBL 0.33 D 54.5 0.68 D 45.1
NBT 0.10 E 59.0 0.04 D 45.2
NBR 0.24 E 60.4 0.23 D 47.1
SBL 0.27 E 55.2 0.54 D 42.0
SBT 0.04 E 59.8 0.08 D 46.4
SBR 0.91 F 94.1 2.20 F 605.6
Mitigated w/SB Right-Turn Overlap Phase + Additional SB Right-Turn Lane + EB Dual Left-Turn Lanes
0.70
(0.88)
C
(E)
21.9
(55.3)
EBL 0.78 B 16.9 0.55 D 53.3
EBTR 0.50 B 12.6 0.49 B 17.8
WBL 0.12 A 9.7 0.19 C 22.8
WBTR 0.54 B 17.1 0.85 D 19.9
NBL 0.50 E 66.4 0.85 F 97.6
NBT 0.18 E 68.1 0.14 F 94.5
NBR 0.41 E 70.0 0.05 F 93.9
SBL 0.41 E 66.3 0.94 F 121.5
SBT 0.07 E 68.2 0.39 F 99.5
SBR 0.46 E 61.6 0.83 F 84.9
Notes: 1 V/C Ratio is defined as vehicle-to-capacity ratio which calculates the number of vehicles divided by the capacity of the roadway/intersection
during the peak 15 minutes of the peak hour; 2 LOS = Level of Service; 3 Delay is reported in seconds per vehicle; and Bold and italics and highlighted
cells indicate an intersection and/or lane group operating below its jurisdiction’s standards.
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Year 2030 Total Roadway Segment Analysis
Roadway segment volumes were based on year 2022 total volumes at the study intersections. As shown
in Table 21, all the year 2022 roadway segments currently meet ACHD standards and operate at
acceptable LOS during the weekday a.m. and p.m. peak hour except for:
▪ Overland Road (Eagle Road to Silverstone Road) during the weekday p.m. peak hour which
is shown to require widening to seven lanes per the 2016 CIP project proposed for 2031-
2035.
Table 21. Year 2030 Total Roadway Segment Operations - Weekday AM and PM Peak Hour
Roadway Segment Classification Travel Lanes1
ACHD Peak Hour
Std. Volume
(One-Way)
Weekday AM Peak Hour Weekday PM Peak Hour
One-Way
Volume/
Direction
Meets
Std.?
One-Way
Volume/
Direction
Meets
Std.?
Overland Road (Eagle Road to
Silverstone Way) Principal Arterial 5 1,960 1,759 / EB Yes 2,253 / WB No
Silverstone Way (north of
Overland Road) Collector 5 n/a 708 / NB n/a 776 / SB n/a
Notes: 1 Travel lanes include the total number of lanes across the roadway’s respective cross section. Bold, italics and highlighted cells indicate an
roadway segment falling below its jurisdiction’s standard.
SITE ACCESS OPERATIONS
The ICCU Plaza development is proposing two primary accesses for the proposed development. The main
access is proposed via Silverstone Way with direct access to Overland Road. Silverstone Way will provide
access to internal roadways within the development. The second access is proposed via Rackham Way
with direct access to Overland Road. This access is currently available as a right-in/right-out access only
due to its proximity to the Eagle Road & Overland Road intersection.
Site access operations at the primary site access of Silverstone Way & Overland Road was provided in the
background and total sections above. Table 22 focuses on the operations at the right-in/right-out access
at Rackham Way & Overland Road. Counts were collected under existing conditions and future volumes
were projected based on background growth, access for the Norco development, and the addition of site-
generated trips. The future and location of this access could change based developments along Overland
Road, as well as future improvements to the Eagle Road & Overland Road intersection. For the purposes
of this analysis, the Rackham Way intersection was analyzed based on its current location and
configuration.
As shown Table 22, the right-in/right-out access at Rackham Way & Overland Road will operate with a
critical lane group (southbound right-turn) v/c ratio less than 1.00 under each background and total traffic
scenario. While the level of service is projected to drop below LOS C under each of the total traffic
condition p.m. peak hour scenarios, the southbound right-turn lane group v/c ratio does not exceed 1.00.
A signal warrant analysis was not performed for this access because of its proximity to the Eagle Road &
Overland Road intersection, as well as the access only serving right-in and right-out movements only.
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Further analysis, including queuing, turn lane, and sight distance analysis is provided in the Site Access
Evaluation Section.
Table 22. Site Access Operations at Rackham Way & Overland Road
Scenario
Intersection
Control
Lane
Group
AM Peak Hour PM Peak Hour
V/C1 LOS2 Delay3 V/C1 LOS2 Delay3
Existing Traffic Conditions TWSC SBR 0.01 A 7.2 0.01 C 15.9
Year 2020 Background Traffic Conditions TWSC SBR 0.02 B 12.1 0.15 C 20.1
Year 2020 Total Traffic Conditions TWSC SBR 0.07 B 13.1 0.37 D 28.3
Year 2022 Background Traffic Conditions TWSC SBR 0.02 B 12.3 0.15 C 20.8
Year 2022 Total Traffic Conditions TWSC SBR 0.09 B 13.5 0.55 E 40.3
Year 2030 Background Traffic Conditions TWSC SBR 0.02 B 13.0 0.18 C 24.2
Year 2030 Total Traffic Conditions TWSC SBR 0.10 B 14.6 0.65 F 55.9
Notes: 1 V/C Ratio is defined as vehicle-to-capacity ratio which calculates the number of vehicles divided by the capacity of the roadway/intersection
during the peak 15 minutes of the peak hour; 2 LOS = Level of Service; 3 Delay is reported in seconds per vehicle; and Bold and italics and highlighted
cells indicate an intersection and/or lane group operating below its jurisdiction’s standards.
TOTAL TRAFFIC CONDITION MITIGATIONS
This section highlights mitigation needed at each impacted study intersection under total traffic
conditions. The impacted intersections listed below are expected to operate below ACHD’s and/or ITD’s
traffic operation standards with the inclusion of site-generated trips from the proposed ICCU Plaza
development. Appendix “I” contains total mitigated traffic operation worksheets for the intersections
outlined below.
Eagle Road & I-84 Westbound Ramps
As identified under existing and background conditions, the Eagle Road & I-84 Westbound Ramps
intersection does not meet ITD operating standards under existing conditions during the weekday a.m.
and p.m. peak hours. The failing operations at this intersection is further worsened by the background
traffic growth and by the addition of site-generated traffic. The intersection can be mitigated to meet ITD
intersection LOS and v/c ratio requirements under existing year 2018 conditions, however, no feasible
mitigations were found to meet ITD requirements beyond 2020 total traffic conditions. Table 23 shows
the results of the mitigation evaluation. Site-generated traffic accounts for approximately 2.5 percent
and 2.1 percent of the 2030 total entering traffic at the intersection during the a.m. and p.m. peak hour,
respectively.
Table 23. Mitigation Summary at Eagle Road & I-84 Westbound Ramps
Study Year Mitigation Needed
2018 Existing • Additional westbound right-turn lane (triple right-turns)
• Additional northbound left turn lane (requires widening bridge)
2020 Background • Additional northbound through lane (requires widening bridge)
• Additional southbound right-turn lane (dual rights)
2020 Total • Same as 2020 background traffic condition mitigation
2022 Background • Same as 2020 background traffic condition mitigation
2022 Total • Same as 2020 background traffic condition mitigation
2030 Background • No mitigation identified that will result in meeting ITD operational requirements
2030 Total • No mitigation identified that will result in meeting ITD operational requirements
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Westbound Right-Turn Lane Queuing at Eagle Road & I-84 Westbound Ramps
Like the queuing table provided under background traffic conditions there could be advantages to
creating triple westbound right-turns even though long-term mitigations were not identified. The
queuing table below provides 95th percentile queue lengths for the westbound right-turn lane at the
Eagle Road & I-84 Westbound Ramps intersection under Phase 1-3 total traffic conditions. Table 24
compares the queue lengths between the existing dual right-turn lane configuration and a scenario with
a triple right-turn lane configuration. Because widening and reconstructing the interchange overpass
would be required to mitigate the intersection, no other mitigations are proposed at the intersection,
besides the signal timing increase from 140 seconds to 160 seconds during the p.m. peak hour as
described above.
Table 24. Westbound Right-Turn Queuing at I-84 & Westbound Ramps – Total Traffic Conditions
Total Traffic Condition
Scenario
Lane
Group
No. of
Lanes
Storage
Length (ft)
Weekday AM Peak Hour Weekday PM Peak Hour
v/c Ratio Queue Length (ft) v/c Ratio Queue Length (ft)
Year 2020 (Phase 1) WBR
2
1,140’
1.10 791’ 1.15 898’
3 0.93 509’ 0.96 602’
Year 2022 (Phase 2) WBR
2
1,140’
1.27 892’ 1.22 955’
3 0.96 532’ 1.00 629’
Year 2030 (Phase 3) WBR
2
1,140’
1.31 1,115’ 1.28 1,094’
3 1.14 701’ 1.08 736’
Under each total year scenario, the westbound right-turn lane is operating at or exceeding capacity, with
two or three right-turn lanes. While the lane groups are operating at or exceeding capacity, the queue
lengths are contained within the existing storage lane of 1,140 feet. While a third westbound right-turn
lane would increase capacity and shorten the 95th percentile queue length, the 95th percentile queue
lengths are expected to be contained under the current two westbound turn-lane configuration through
year 2030 total traffic conditions.
Eagle Road & I-84 Eastbound Ramps
The signalized intersection of Eagle Road & I-84 Eastbound Ramp falls below ITD operational standards
under year 2020 (Phase 1) background traffic conditions, with the intersection operating with a v/c ratio
greater than 0.90 and the southbound through lane group operating at capacity during the p.m. peak
hour. An additional eastbound right-turn lane is expected to keep the intersection operating within ITD
standards until year 2030 total traffic conditions. Under this scenario, the intersection is expected to
operate with a v/c ratio greater than 0.90 with the eastbound left-turn and southbound through lane
groups operating with a v/c ratio greater than 0.90. ITD has not identified future improvements for the
Eagle Road/I-84 interchange, it is recommended that this interchange be looked at as a separate study
with mitigations that will likely result in a reconfigured interchange. Table XX provides a mitigation
summary at the intersection.
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Table 25. Mitigation Summary at Eagle Road & I-84 Eastbound Ramps
Study Year Mitigation Needed
2020 Background • Additional eastbound right-turn lane (dual right-turns)
2020 Total • Same as 2020 background traffic condition mitigation
2022 Background • Same as 2020 background traffic condition mitigation
2022 Total • Same as 2020 background traffic condition mitigation
2030 Background • Same as 2020 background traffic condition mitigation
2030 Total • Additional northbound through lane
• Additional southbound through lane
Eagle Road & Overland Road
As found under existing and background traffic conditions, the Eagle Road & Overland Road intersection
does not meet ACHD operating standards during the weekday a.m. and p.m. peak hours. The 2016 CIP
identifies improvements to the Eagle Road & Overland Road intersection (IN2016 -70) during the 2026-
2030 timeframe. Improvements include an additional through lane in the eastbound and westbound
directions, as well as an additional westbound left-turn lane, northbound right-turn lane, and eastbound
right-turn lane. The 2016 CIP does not include modifications to the north leg approach of this intersection,
however, existing condition modifications found that an additional northbound through lane would be
necessary for mitigation measures through year 2022 background conditions. Mitigations beyond what
is outlined in the 2016 CIP is documented per phase is Table 26.
Table 26. Mitigation Summary at Eagle Road & Overland Road
Study Year Mitigation Needed
2018 Existing • Reconstruct and widen intersection as outlined in 2016 CIP (IN2016-70)
• Additional northbound through lane
2020 Background • Existing 2018 plus an additional westbound right-turn lane (dual right-turns)
2020 Total • Same as 2020 Background traffic condition mitigation
2022 Background • Same as 2020 Background traffic condition mitigation
2022 Total • Same as 2020 Background traffic condition mitigation
2022 Background • Same as 2020 Background traffic condition mitigation
2022 Total • Same as 2020 Background traffic condition mitigation
2030 Background • Additional southbound through lane
• Additional southbound right-turn lane
2030 Total • Same as 2030 Background traffic condition mitigation
Silverstone Way & Overland Road
The Silverstone Way & Overland Road intersection is expected to operate below ACHD operating
standards under 2020 total traffic conditions. Recommended mitigations are highlighted in Table 27.
Table 27. Mitigation Summary at Silverstone Way & Overland Road
Study Year Mitigation Needed
2020 Total • Addition of southbound right-turn overlap; and
• Signal timing adjustment from 140 seconds to 160 seconds cycle length
2022 Background • Same as 2020 Total traffic condition mitigation
2022 Total • Additional southbound right-turn lane
2030 Background • Same as 2022 Total traffic condition mitigation
2030 Total • An additional eastbound left-turn lane; or
• Reconstruct and widen Overland Road as outlined in 2016 CIP (RD2016-108) to seven-lane cross section
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Overland Road – (Eagle Road to Cloverdale Road)
The westbound section of Overland Road projected to exceed the ACHD threshold volume for a two-lane
roadway segment under year 2022 and 2030 total traffic conditions is between Eagle Road and
Silverstone Way. The vehicular volume exceeds ACHD’s threshold for a five-lane principal arterial with
center turn lane. This roadway segment has been identified in the 2016 CIP (RD2016-108) for future
widening and reconstruction of the roadway from a five-lane to seven lane cross section during the 2031-
2035 timeframe. Future widening of the roadway would likely coincide with the intersection
improvements at Eagle Road & Overland Road (IN2016-70). With the implementation of the roadway
improvement project (RD2016-108), projected vehicular volumes would not exceed ACHD standards
under year 2022 and 2030 total traffic volumes.
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SITE ACCESS EVALUATION
This section evaluates the need for turn lanes, queueing, intersection sight distance, and the access
location and operation with respect to ACHD policy. All analyses and evaluation in this section is based
on full build-out of the site in year 2030. Appendix “J” contains the worksheets for the turn lane warrant,
queueing and additional operation analyses for site access evaluation.
There are two primary accesses for the proposed development. The main access is proposed via
Silverstone Way with direct access to Overland Road. Silverstone Way will provide access to internal
roadways within the development. The second access is proposed via Rackham Way with direct access
to Overland Road. This access is currently available as a right-in/right-out access only due to its proximity
to the Eagle Road & Overland Road intersection.
Exhibit 2. Site Access Locations
Exhibit 2 shows the proposed site plan over an aerial with callouts at the proposed access locations with
respect to their locations along Overland Road. All internal streets within the site are proposed to be
private streets. The potential future access to Rolling Hills Drive was not analyzed in this study.
Right-in/Right-out
Access at Rackham
Way & Overland Road
Existing Norco
Development
Location of
Approved Phase 2
& 3 of Norco
Development
Full Access at
Silverstone Way &
Overland Road
Tie into Silverstone
Way stub street
Potential future
tie in to Rolling
Hills Drive (access
was not evaluated
in this study)
Overland Rd
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Turn Lane Warrant Analysis
An analysis of the need for a right-turn lane was performed for the Rackham Way access on Overland
Road. The warrant analysis used the ACHD guidelines as presented in Section of 7106.4.3 of the ACHD
Policy Manual. Results at the site accesses are displayed in Table 28.
Table 28. Turn Lane Warrant Analysis Results
Intersection/Site Access Turn Lane Warranted / Storage?
Rackham Way & Overland Road WB Right Turn Lane Yes / 100 feet
Based on the analysis, a westbound right-turn lane at Rackham Way is warranted. But due to its location
within the current right-turn lane for the Overland Road/Eagle Road intersection, a right-turn lane may
not be as beneficial since traffic will already be slowing down to turn. Additionally, Rackham Way may
be relocated or modified as part of future development of the parcels adjacent to Overland Road.
Queuing Analysis
A queuing analysis was performed for lane groups entering and existing access points to the proposed
development along Overland Road. Estimates of the 95th percentile queue is based on the Synchro
analysis. Estimates of the 95th percentile queue is based on the year 2030 total weekday p.m. peak hour
Synchro analysis, and do not include mitigations listed above.
As shown in Table 29, the eastbound left-turn queue exceeds the 90 feet of striped storage, however,
additional storage to accommodate the estimated 95th percentile queue is available in the two way left-
turn lane.
Table 29. 95th Percentile Queue Results (2030 Total Traffic Conditions)
Intersection Movement Available Storage (ft.)
Estimated Weekday PM
95th Percentile Queue Rounded
to 25ft Car Length (ft.) (Critical
Period)
Storage is
adequate? /
Recommended (ft.)
Silverstone Way & Overland Road SBR Dedicated Turn Lane 700’ No
EBL 90’ + TWLTL 475’ No / 500’
Rackham Way & Overland Road SBR Dedicated Turn Lane 100’ Yes
WBR None Not Stopped Yes
Therefore, the following recommendations have been identified to provide adequate queuing storage at
site accesses and internal intersections:
▪ Extend the striped storage for the eastbound left-turn movement at the Silverstone Way &
Overland Road intersection to the extent possible to increase the striped storage and reduce
to need to queue in the two-way left-turn lane.
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Intersection Sight Distance
Intersection sight distance was reviewed at the Silverstone Way and Rackham Way intersections as both
intersections provide access to the proposed site. The following observations were made:
Silverstone Way & Overland Road
Looking east from the northside stop bar at the Silverstone Way & Overland Road intersection,
intersection sight distance is available for approximately 700 feet. There are partial obstructions due to
existing traffic signal equipment and commercial signage, however, because the intersection is signalized,
the AASHTO Geometric Design of Highways and Streets (Reference 12) describes that there are generally
no approach or departure sight triangles needed for a signalized intersection. However, it mentions that
left-turning vehicles should have enough sight distance to select gaps in oncoming traffic and complete
left-turns. Additionally, southbound right-turning traffic uses sight distance to assess gaps in westbound
traffic. Based on site observations, there is enough sight distance for all left-turn maneuvers to select
gaps and complete left-turn maneuvers. Therefore, no further recommendations have been identified
for this intersection.
Rackham Way & Overland Road
Looking east from the stop bar at the
Rackham Way & Overland Road
intersection, intersection sight
distance is available more than 900
feet to the Silverstone Way
intersection. However, sight distance
is partially impeded by overgrown
shrubbery and vegetation
approximately 260 feet east of the
intersection. AASHTO requires 385
feet of available sight distance for
right-turn maneuvers at a stop-
controlled intersection. Exhibit 3
provides the view from the Rackham
Way stop bar looking east down
Overland Road. The overgrown
shrubbery and vegetation are
highlighted as well.
The following recommendation has
been identified to ensure adequate
safety and operation at the Rackham
Way & Overland Road intersection:
Exhibit 3. Looking west along Overland Road at Rackham Way
Overgrown shrubbery approximately
260 feet east of the intersection
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▪ Remove shrubbery and other vegetation along Overland Road as necessary to maintain
adequate intersection sight distance.
Internal Roadways
Currently, all internal roadways within the proposed site are proposed to be private roadways. Because
the buildout of the site has yet to occur, the following recommendations have been identified to ensure
adequate safety and operation at the internal intersections and roadways:
▪ All private roadways within the development should be constructed with one travel lane in
each direction.
▪ Shrubbery and landscaping at the Rackham Way & Overland intersection, as well as near the
internal intersections and site access points should be maintained to ensure adequate sight
distance.
▪ Site access roadways should match existing roadway grades on Silverstone Way, Rackham
Way and at internal site accesses points to ensure optimal sight distance.
Access Evaluation
Each access location was reviewed with respect the operations, queueing, and the ACHD access policy.
Table 30 shows the estimated average daily traffic (ADT) at the site access locations. Both site access
points are existing public street connections to Overland Road. The ADT of both public roadways were
evaluated under existing and 2030 background and total traffic condition. Conclusions were based on the
ACHD policy manual criteria for ADT.
Table 30. 2030 Daily Traffic Estimates at Site Accesses
Street
Estimated
Existing
ADT
Estimated 2030
Background
ADT
Estimated
2030 Total
ADT3
ACHD ADT Classification /
Planning ADT Threshold
Meets
ACHD
Criteria?
Silverstone Way 1,450 6,840 12,730 Collector / No Threshold Yes
Rackham Way 50 530 1,290 Local / 2,000 Yes
Notes: 1 There are no existing public streets within the proposed ICCU Plaza development; 2 ADT based on the build-out of Phases 1-3.
As shown in Table 30, both streets meet ACHD ADT criteria under year 2030 background and total traffic
conditions
Rackham Way & Overland Road
Rackham Way is an existing public street, providing right-in/right-out access to/from Overland Road,
located approximately 250 feet west of the Eagle Road & Overland Road intersection. ACHD access
spacing standards for a right-in/right-out access onto a principal arterial with a posted speed of 40 mph
is 400 feet, therefore the current location of the Rackham Way intersection does not meet the
requirements. However, the street is existing, and movement of the street would require development
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of the parcels adjacent to the street north of Overland Road. While the access is deeded as a secondary
access for the proposed development, the access’ location could be moved further to the east in the
future as the Eagle Road & Overland Road intersection is expanded. While the existing access location
does not meet access spacing standards, the access should continue to be allowed for the following
reasons:
▪ Without this access, the site will only have one access, located on a principal arterial, which
would result in the traffic on Silverstone Way exceeding the ACHD policy of 3,000 ADT for a
single collector access.
▪ The access’ ADT in year 2030 is not estimated to exceed ACHD volume thresholds of 2,000
vehicles per day for a local street.
The driveway is not the primary access to the site, with limited turning movements
into and out of the site.
▪ This access is will only serve development trips, reducing vehicle miles traveled and
increasing access for emergency response and city services.
▪ Without the Rackham Way access, all site-generated trips for the Norco development and
proposed
▪ The intersection will continue to function acceptably as a right-in/right-out access.
Therefore, the following is recommended:
▪ Continue to allow Rackham Way as a right-in/right-out access as a secondary access to the
site.
▪ Construct a westbound right-turn lane if right-of-way is available and the improvement fits
within the ultimate buildout design of the Eagle Road & Overland Road intersection.
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OFF-SITE IMPROVEMENT MITIGATION THRESHOLD ANALYSIS
Table 31 shows a summary of each deficiency, study year, mitigation, and an estimate of the year and
number of trips that can be accommodated prior to the deficiency or need for mitigation. It should be
noted that the deficiencies identified in the TIS were generally at intersections, with only one roadway
segment being identified. Appendix “K” contains additional information regarding the calculations for
determining the number of units for off-site mitigations.
Table 31. Off-Site Intersection Deficiencies, Mitigations and Unit Threshold Estimates
Deficiency
Identified Mitigations and Timeframes
Study Year Mitigation
Approximate Year and
Projected Number of Trips
Prior to Deficiency/Mitigation
Eagle Road & I-84 Westbound Ramps
Intersection and lane group v/c ratios
exceed ITD criteria of 0.90 2018 Existing
Install the following additional lanes:
• Westbound right-turn lane
• Northbound left-turn lane
None – Existing Deficiency
Intersection and lane group v/c ratios
exceed ITD criteria of 0.90
2020 Background –
2030 Background
Install the following additional lanes:
• Southbound right-turn lane
• Northbound through lane
Approximately Year 2018
(without site-generated trips)
or
Approximately Year 2018 (with
ICCU Plaza – 55 PM Peak Hour
Trips)
Intersection and lane group v/c ratios
exceed ITD criteria of 0.90
2030 Background
& 2030 Total
No improvements identified that will meet
agency criteria
Approximately Year 2028
(without site-generated trips)
or
Approximately Year 2026 (with
ICCU Plaza – 554 PM Peak
Hour Trips)
Eagle Road & I-84 Eastbound Ramps
Intersection operates with a v/c ratio
greater than 0.90 with the southbound
through lane group operating with a v/c
ratio greater than 0.90
2020 Background –
2030 Background
Install the following additional lane:
• Eastbound right-turn lane and
adjust signal timing during the p.m. peak
hour
Approximately Year 2019
(without site-generated trips)
or
Approximately Year 2019 (with
ICCU Plaza – 234 PM Peak
Hour Trips)
Intersection and lane group v/c ratios
exceed ITD criteria of 0.90 2030 Total
Install the following additional lane:
• Northbound through lane
• Southbound through lane
Approximately Year 2028 (with
ICCU Plaza – 706 PM Peak
Hour Trips)
Eagle Road & Overland Road
Intersection operates with a v/c ratio
greater than 0.90 with the southbound
left-turn lane group operating with a v/c
ratio greater than 1.00
2018 Existing
Reconstruct and widen the intersection as
outlined in 2016 CIP (IN2016-70) with the
addition of a northbound through lane
None – Existing Deficiency
Intersection operates with a v/c ratio
greater than 0.90 with the westbound
right-turn lane group operating with a v/c
ratio greater than 1.00
2020 Background –
2022 Total
Install the following additional lanes:
• Westbound right-turn lane
Approximately Year 2018
(without site-generated trips)
or
Approximately Year 2018 (with
ICCU Plaza – 84 AM Peak Hour
Trips)
Intersection operates with a v/c ratio
greater than 0.90 and lane groups
operating with a v/c ratio greater than
0.90 and 1.00
2030 Background –
Total 2030
Install the following additional lanes:
• Southbound right-turn lane
• Southbound through lane
Approximately Year 2027
(without site-generated trips)
or
Approximately Year 2025 (with
ICCU Plaza – 475 PM Peak
Hour Trips)
Overland Road Widening
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Deficiency
Identified Mitigations and Timeframes
Study Year Mitigation
Approximate Year and
Projected Number of Trips
Prior to Deficiency/Mitigation
Westbound lanes exceed ACHD segment
thresholds for five-lane principal arterial
during the PM Peak Hour
2022 Total &
2030 Total
Widen Overland Road from a five-lane
cross section to a seven-lane cross section
as described in
2016 CIP (RD2016-108)
Approximately Year 2019 (with
ICCU Plaza – 560 PM Peak
Hour Trips)
Silverstone Way & Overland Road
Intersection operates with a v/c ratio
greater than 0.90 with the southbound
right-turn and eastbound left-turn lane
groups operating with a v/c ratio greater
than 1.00
2020 Total –
2022 Background
Add southbound right-turn overlap phase
and increase signal cycle length from 140
seconds to 160 seconds
Approximately Year 2019 (with
ICCU Plaza – 268 PM Peak
Hour Trips)
Intersection operates with a v/c ratio
greater than 0.90 with the eastbound left-
turn and westbound through lane groups
operating with a v/c ratio greater than
1.00
2022 Total –
2030 Background
Install the following additional lanes:
• Additional southbound right-turn lane
Approximately Year 2020
(with ICCU Plaza – 425 PM
Peak Hour Trips)
Intersection operates with a v/c ratio
greater than 0.90 with the eastbound left-
turn and westbound through lane groups
operating with a v/c ratio greater than
1.00
2030 Total
Install the following additional lanes:
• Additional eastbound left-turn lane; or
Widen Overland Road from a five-lane
cross section to a seven-lane cross section
as described in 2016 CIP (RD2016-108) with
an additional southbound right-turn lane at
the intersection
Approximately Year 2024
(with ICCU Plaza – 453 PM
Peak Hour Trips)
Rackham Way & Overland Road
Westbound right-turn lane warranted 2022 Background
Install the following additional lanes:
• Westbound right-turn lane if right-of-
way is available
Approximately Year 2022
(with ICCU Plaza – 275 AM
Peak Hour Trips)
As shown in Table 31, most of the deficiencies at the off-site intersections are either existing deficiencies
or the result of the incremental yearly growth in background traffic. Additionally, the only intersection
and roadway that has been identified for an off-site improvement and has a future project planned by
ACHD as part of the 2016 CIP is the Eagle Road & Overland Road intersection (IN2016-70), and Overland
Road widening between Cloverdale Road and Locust Grove Road (RD2016-107 & 108).
However, the anticipated timing for the improvement at the Eagle Road & Overland Road intersection is
during the year 2026-2030 timeframe, and the Overland Road roadway widening is during the year 2031-
2035 timeframe, well after both improvements are needed.
This situation creates a dilemma for new development since the traffic growth and resulting deficiency
will occur before the mitigation is scheduled to be in place. While these deficiencies are not directly
caused by the development, they can be addressed in one of the following ways:
▪ Allow new development to occur and wait for the improvements: Development would
continue to be allowed and ACHD and the public would need to accept that there will be a
gap in time between when the deficiency occurs and when the mitigation will be in place.
The time gap could vary from 8-12 years at Eagle Road & Overland Road intersection, and
13-17 years for the Overland Road roadway widening.
▪ Don’t allow additional development to occur until improvements are done: This option
would restrict new development adding trips to subject intersections until the
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improvements are completed by ACHD and/or ITD. A transportation challenge within the
site’s vicinity is that majority of the traffic creating the need for mitigation is through traffic
along Overland Road and Eagle Road’s access to the I-84 interchange and SH 55 to the north.
Therefore, similar restriction on developments would likely be necessary in a much larger
area for this approach to be effective at delaying the need for mitigation.
▪ Developer installs the improvements in coordination with their development: This option
ensures the mitigation is in place at the appropriate time but puts the onus on the developer
to install the improvement. In some cases, the cost could be partially reimbursed by ACHD if
the improvement is part of the 2016 CIP. A challenge with this approach is that developers
don’t have the same ability to acquire right-of-way as a public agency. ACHD has required
temporary improvements in some cases where right-of-way is not available. However,
because of the magnitude of these recommended improvements, it would not be finically
feasible for the developer to cover the cost of all the recommended improvements.
Figure 13 provides a summary of the off-site improvements needed at each of the study roadways, study
intersections and site accesses along Overland Road.
Section 5
Findings & Recommendations
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FINDINGS & RECOMMENDATIONS
The results of the traffic impact study indicate that the proposed ICCU Plaza development can be
developed while providing acceptable operations at the site access intersections but there are existing
deficiencies at the Eagle Road I-84 interchange and Eagle Road/Overland Road intersection that are not
planned for improvements in the near-term by the Idaho Transportation Department (ITD) and Ada
County Highway District (ACHD) and are expected to be mitigatable by the proposed development due
to the need for major interchange modifications and constraints to widening Overland Road. The findings
of this analysis and recommendations are discussed below.
FINDINGS
Existing Conditions
▪ The study evaluated four off-site intersections for a typical midweek day (Tuesday –
Thursday) during the a.m. peak period and p.m. peak period based on scoping of the project
with the ACHD and ITD.
▪ The following intersections were found to operate below ACHD and/or ITD operating
standards during the weekday a.m. and/or p.m. peak hour:
Eagle Road & I-84 Westbound Ramps (AM and PM Peak Hour) – The signalized
intersection operates with a v/c ratio greater than the ITD standard of 0.90 during
both the a.m. and p.m. peak hour. The westbound right-turn movement,
northbound left-turn and through movements, as well as the and southbound right-
turn movements operates with a v/c ratio over 0.90. The following potential
mitigations were identified:
o Addition of a third westbound right-turn lane; and
o Addition of a second northbound left-turn lane.
Eagle Road & Overland Road (AM and PM Peak Hour) – During the weekday a.m.
and p.m. peak hour, the intersection operates with a v/c ratio greater than the ITD
and ACHD standard of 0.90, with the southbound left-turn lane operating with a v/c
ratio of 1.11 during the a.m. peak hour. The following potential mitigation was
identified:
o The 2016 CIP improvements (IN2016-70), planned for 2026-2031, widens the
intersection to add an additional eastbound and westbound through lanes;
and
o Addition of a third northbound through lane.
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▪ All ACHD study roadway segments operate at acceptable levels of service.
▪ Crash data at the study intersections and study roadways for the most recent five years
(2012-2016) was analyzed for any existing crash trends, below are the findings:
Rear-end crashes were the most common crash type at the study intersections
which is common at signalized intersections.
There were no fatality crashes reported at any of the study intersections.
There were no reported crashes along Silverstone Way north of Overland Road.
Background Traffic Conditions
▪ Background traffic volumes were forecasted using a 1.5% annual growth rate as w ell as the
addition of in-process traffic from Phases 2 and 3 of the approved Norco development
located directly south of the site. Background traffic volumes do not include the proposed
ICCU site-generated trips.
▪ The year 2020 (Phase 1) background traffic analysis found that the following intersections
are expected to operate over ACHD and/or ITD standards during the weekday a.m. and/or
p.m. peak hour:
Eagle Road & I-84 Westbound Ramps (AM and PM Peak Hour) – Mitigations
identified under existing traffic conditions will still result in the intersection
operating below ACHD and ITD standards. Further mitigation includes:
o Additional southbound right-turn lane (dual rights); and
o Additional northbound through lane (three throughs).
Eagle Road & I-84 Eastbound Ramps (PM Peak Hour) – The signalized intersection is
expected to operate with a v/c ratio greater than 0.90, with the southbound through
lane group operating with a v/c ratio above 0.90 during the p.m. peak hour. The
following mitigation was identified:
o Addition of a second eastbound right-turn lane (dual right-turns).
Eagle Road & Overland Road (AM and PM Peak Hour) – Mitigations identified
under existing traffic conditions will result in the intersection operating below ACHD
and ITD standards under year 2020 background traffic conditions. For the
intersection to meet ACHD and ITD standards, the following improvements would
need to be in place, in addition to the existing conditions mitigations (2016 CIP
(IN2016-70) improvements and a northbound through lane):
o An additional westbound right-turn lane (dual exclusive right-turns).
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▪ The year 2022 (Phase 2) background traffic analysis found that the same intersections as
under 2020 background traffic conditions are expected to operate below ACHD and/or ITD
standards during the weekday a.m. and/or p.m. peak hour:
Eagle Road & I-84 Westbound Ramps (AM and PM Peak Hour) – The same
mitigations identified under existing and 2020 background conditions result in
acceptable operations under 2022 background traffic conditions.
Eagle Road & I-84 Eastbound Ramps (AM and PM Peak Hour) – The same
mitigations identified under 2020 background conditions result in acceptable
operations under 2022 background traffic conditions.
Eagle Road & Overland Road (AM and PM Peak Hour) – The same mitigations
identified under 2020 background conditions result in acceptable operations under
2022 background traffic condition.
▪ The year 2030 (Phase 3) background traffic analysis found that same intersections as under
year 2020 and year 2022 background traffic conditions, as well as the Silverstone Way &
Overland Road intersection are expected to operate below ACHD and/or ITD standards
during the weekday a.m. and/or p.m. peak hour:
Eagle Road & I-84 Westbound Ramps (AM and PM Peak Hour) – The mitigations
identified in the existing and year 2020 background traffic analyses do not mitigate
the intersection to meet ITD standards in 2030 background conditions. Further
mitigation was determined to require major changes to the interchange and
therefore additional mitigations were not identified.
Eagle Road & I-84 Eastbound Ramps (AM and PM Peak Hour) – The same
mitigations identified under 2020 background conditions result in acceptable
operations under 2022 background traffic conditions.
Eagle Road & Overland Road (AM and PM Peak Hour) – Mitigations identified
under year 2020 background traffic conditions (2016 CIP (IN2016-70) improvements
and a northbound through lane) will result in the intersection operating below ACHD
and ITD standards. Further mitigation includes:
o Additional southbound right-turn lane; and
o Additional southbound through lane.
Silverstone Way & Overland Road (PM Peak Hour) – During the weekday p.m. peak
hour, the intersection operates with a v/c ratio less than 0.90, however, the
southbound right-turn lane operates with a v/c ratio greater than 1.00. The
following mitigation was identified:
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o Signal changes to allow a southbound right-turn overlap phase and traffic
signal timing changes.
▪ All ACHD study roadway segments operate at acceptable levels of service under each phase
of background development.
Trip Generation and Distribution
▪ The ITE Trip Generation Manual, 10th Edition was used to estimate the trip generation for
the proposed ICCU Plaza development.
▪ Upon full buildout of the site in year 2030, the proposed ICCU Plaza development is
estimated to generate a total of 9,072 daily net new trips, 732 weekday a.m. peak hour net
new trips (531 inbound / 201 outbound), and 815 weekday p.m. peak hour net new trips
(229 inbound / 586 outbound).
▪ The distribution pattern for site-generated trips was developed evaluating existing traffic
patterns and major trip origins and destinations within the study area, as well as a select
zone analysis from COMPASS’ regional travel demand model.
Total Traffic Conditions
▪ Total traffic condition volumes include ICCU Plaza’s estimated site-generated trip for each
corresponding phase.
▪ Year 2020 (Phase 1) total traffic analysis found that the same intersections as identified in
year 2020 background conditions, with the addition of the Silverstone Way & Overland Road
intersection are expected to operate below ACHD and/or ITD standards during the weekday
a.m. and/or p.m. peak hour:
Eagle Road & I-84 Westbound Ramps (AM and PM Peak Hour) – The same
mitigation as identified under existing and year 2020 background conditions
mitigates the 2020 total traffic conditions.
Eagle Road & I-84 Eastbound Ramps (PM Peak Hour) – The same mitigation as
identified in year 2020 background conditions mitigates the 2020 total traffic
conditions, which includes:
o Addition of a second eastbound right-turn lane.
Eagle Road & Overland Road (AM and PM Peak Hour) – The same mitigation as
identified in 2020 background conditions (2016 CIP (IN2016-70) improvements, a
northbound through lane, and westbound right-turn lane) mitigates the 2020 total
traffic conditions.
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Silverstone Way & Overland Road (PM Peak Hour) – During the weekday p.m. peak
hour, the intersection operates with a v/c ratio greater than 0.90, with the
southbound right-turn and eastbound left-turn lane groups operating with a v/c
ratio greater than 1.00. The improvements identified under 2030 background traffic
conditions are essentially moved up in time and will result in acceptable operations
under 2020 total traffic conditions. The mitigations include:
o Signal changes to allow a southbound right-turn overlap phase and traffic
signal timing changes. This improvement is also needed in the 2030
background traffic conditions and therefore is moved up to 2020 with the
proposed development.
▪ Year 2022 (Phase 2) total traffic analysis found that the following intersections are expected
to operate below ACHD and/or ITD standards during the weekday a.m. and/or p.m. peak
hour:
Eagle Road & I-84 Westbound Ramps (AM and PM Peak Hour) – The same
mitigations identified under existing and 2020 and 2022 background conditions
result in acceptable operations under 2022 total traffic conditions.
Eagle Road & I-84 Eastbound Ramps (PM Peak Hour) – The same mitigation as
identified in 2020 background, 2022 background, and 2020 total traffic conditions
mitigates the 2022 total traffic conditions.
Eagle Road & Overland Road (AM and PM Peak Hour) – The same mitigation as
identified in 2020 background and 2020 total traffic conditions mitigates the 2022
total traffic conditions.
Silverstone Way & Overland Road (PM Peak Hour) – In addition to the right-turn
overlap phase and signal timing adjustments as identified in year 2020 total traffic
conditions, the following improvement is need for the intersection to operate within
ACHD standards:
o Additional southbound right-turn lane (dual rights).
Overland Road (east of Eagle Road) – Vehicular volumes exceed ACHD thresholds
for a five-lane principal arterial. ACHD current has widening planned as part of the
2016 CIP in 2031-2035.
▪ Year 2030 (Phase 3) total traffic analysis found that the following intersections are expected
to operate below ACHD and/or ITD standards during the weekday a.m. and/or p.m. peak
hour:
Eagle Road & I-84 Westbound Ramps (AM and PM Peak Hour) – Similar to the 2030
background conditions, the 2030 total traffic conditions did not identify mitigations
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to meet ITD standards. Further mitigation was determined to require major changes
to the interchange and therefore additional mitigations were not identified.
Eagle Road & I-84 Eastbound Ramps (PM Peak Hour) – The v/c ratio exceeds the
ITD standard of 0.90 and the following additional improvements beyond 2030
background conditions (dual eastbound right turn lanes) mitigates the 2030 total
traffic conditions:
o Addition of a third northbound through turn lane (note: this would likely be
required to implement the 2020 background mitigations at the westbound
ramp intersection); and
o Addition of a third southbound through lane.
Eagle Road & Overland Road (AM and PM Peak Hour) – The same mitigation as
identified in 2030 background conditions mitigates the 2030 total traffic conditions.
Silverstone Way & Overland Road (PM Peak Hour) – In addition to the southbound
right-turn overlap phase as identified under year 2030 background and 2020 total
traffic conditions and the additional southbound right-turn lane needed under year
2022 total traffic conditions, the following improvements are needed for the
intersection to operate within ACHD standards under year 2030 total traffic
conditions:
o Addition of a second eastbound left-turn lane; or
o Buildout of 2016 CIP (RD2016-108) which includes the widening of Overland
Road to Cloverdale Road from a five-lane cross section to a seven-lane cross
section.
Overland Road (east of Eagle Road) – Vehicular volumes exceed ACHD thresholds
for a five-lane principal arterial as shown in 2022 total traffic conditions. The 2016
CIP has widening planned in the 2031-2035 timeframe.
Site Access Evaluation
▪ The turn lane analysis using ACHD procedures resulted in turn lane warrants at the following site
accesses:
Rackham Way & Overland Road – A westbound right-turn lane is warranted.
Because this turn lane would be within an existing right-turn lane, provision of the
right-turn lane may not be a benefit at the exist intersection location.
▪ The queuing analysis results found that 95th percentile queue length for the eastbound left-
turn at the Silverstone Way intersection is projected to exceed the striped turn lane storage,
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however, additional storage is available in the two way left-turn lane and dual eastbound
left-turn lanes are needed under 2030 total traffic conditions.
▪ The intersection sight distance evaluation identified that intersection sight distance can be
achieved at all site accesses with the following actions:
All private roadways within the development should be constructed with one travel
lane in each direction.
Shrubbery and landscaping at the Rackham Way & Overland intersection, as well as
near the internal intersections and site access points should be maintained to
ensure adequate sight distance.
Site access roadways should match existing roadway grades on Silverstone Way,
Rackham Way and at internal site accesses points to ensure optimal sight distance.
▪ There are two proposed site access for the site, each accesses Overland Road. Following is a
summary of each access with respect to ACHD Policy:
Silverstone Way & Overland Road – This is an existing collector road that was
recently required to be built by ACHD, therefore was not evaluated against ACHD
policy for new accesses.
Rackham Way & Overland Road – Rackham Way is an existing public street,
providing right-in/right-out access to/from Overland Road, located approximately
250 feet west of the Eagle Road & Overland Road intersection. ACHD access spacing
standards for a right-in/right-out access onto a principal arterial with a posted speed
of 40 mph is 400 feet, therefore the current location of the Rackham Way
intersection does not meet. Based on discussions with the project team and ACHD,
Rackham Way may be relocated or closed in the long-term and therefore, the
ultimate future of Rackham Way is unknown. While the access is deeded as a
secondary access for the proposed development, the access’ location could be
moved further to the east in the future as the Eagle Road & Overland Road
intersection is expanded. While the existing access location does not meet access
spacing standards, the access should continue to be allowed for the following
reasons:
o Without this access, the site will only have one access, located on a principal
arterial, which is against ACHD requirements for a development of this
proposed size.
o The access’ ADT in year 2030 is not estimated to exceed ACHD volume
thresholds of 2,000 vehicles per day for a local street.
▪ The driveway is not the primary access to the site, with limited
turning movements into and out of the site.
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o This access is will only serve development trips, reducing vehicle miles
traveled and increasing access for emergency response and city services.
o Without the Rackham Way access, all site-generated trips for the Norco
development and proposed
o The intersection will continue to function acceptably as a right-in/right-out
access.
Therefore, the following is recommended:
o Continue to allow Rackham Way as a right-in/right-out access as a secondary
access to the site.
o Construct a westbound right-turn lane if right-of-way is available and the
improvement fits within the ultimate buildout design of the Eagle Road &
Overland Road intersection.
RECOMMENDATIONS
Based on the study’s findings and off-site mitigation threshold analysis, recommendations were
developed which are provided in the previous sections.
Improvements Needed to Mitigate Background Conditions (ACHD and/or ITD)
Existing Conditions:
▪ Eagle Road & I-84 Westbound Ramps
The following improvements are needed:
o Addition of a third westbound right-turn lane; and
o Addition of a second northbound left-turn lane.
Due to the cost of widening the Eagle Road bridge over I-84 for a second
northbound left-turn lane, the addition of the third westbound right-turn lane may
be the only cost-effective improvement.
▪ Eagle Road & Overland Road
Reconstruct and widen the intersection as outlined in 2016 CIP (IN2016-70) with the
addition of a northbound through lane.
Year 2020 (Phase 1) Background Conditions
▪ Eagle Road & I-84 Westbound Ramps
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The following improvements are needed in addition to the existing conditions
mitigations with the following additional improvements:
o An additional northbound through lane; and
o An additional southbound right-turn lane.
▪ Eagle Road & I-84 Eastbound Ramps
Addition of a second eastbound right-turn lane.
▪ Eagle Road & Overland Road
Same as existing condition recommendation with the following additional
improvements:
o An additional westbound right-turn lane.
Year 2030 (Phase 3) Background Conditions
▪ Eagle Road & Overland Road
Same improvements as year 2020 background conditions with the addition of the
following improvements:
o An additional southbound through lane; and
o A southbound right-turn lane.
▪ Silverstone Way & Overland Road
Add a southbound overlap phase and adjust signal timing from 140 to 160 second
cycle length.
o The Southbound overlap phase and signal timing adjustments would expect
to be needed in year 2023 without the ICCU Plaza development or in year
2019 with 268 ICCU Plaza p.m. peak hour trips.
▪ Rackham Way & Overland Road
A westbound right-turn lane is warranted under 2030 background traffic conditions
or in year 2022 with the addition of 275 ICCU Plaza a.m. peak hour trips.
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Additional or Accelerated Improvements Needed for the ICCU Plaza Development
Year 2020 (Phase 1) Total Conditions
▪ Silverstone Way & Overland Road (Accelerated)
Same as year 2030 background traffic condition recommendation, add a
southbound right-turn overlap phase and adjust signal timing from 140 to 160
second cycle length.
o Southbound overlap phase and signal timing adjustments would expect to
be needed in year 2019 with the addition of 268 ICCU Plaza p.m. peak hour
trips.
Year 2022 (Phase 2) Total Conditions
▪ Overland Road (Eagle Road to Cloverdale Road) (Accelerated)
Widen Overland Road from a five-lane to a seven-lane cross section as described in
2016 CIP (RD2016-108).
o This improvement is expected to be needed in year 2019 with 560 ICCU
Plaza p.m. peak hour trips.
▪ Silverstone Way & Overland Road (Additional)
In addition to adding the southbound right-turn overlap phase and adjust signal
timing from 140 to 160 second cycle length, it is recommended to add an additional
southbound right-turn lane.
o This improvement is expected to be needed in year 2020 with 425 ICCU
Plaza p.m. peak hour trips.
Year 2030 (Phase 3) Total Conditions
▪ Silverstone Way & Overland Road (Additional)
Recommendation is the same as year 2022 total traffic conditions with the following
additional improvements:
o An additional eastbound left-turn lane (dual eastbound left-turns).
Site Access and Internal Intersections and Roadways
▪ Continue to allow access at the existing site accesses:
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Full access at the signalized intersection of Silverstone Way & Overland Road with
the recommended mitigations.
Right-in/right-out access at the Rackham Way & Overland Road intersection. This
intersection should be moved west if possible in the future and a westbound right-
turn lane constructed.
▪ Complete the following to provide intersection sight distance:
All private roadways within the development should be constructed with one travel
lane in each direction.
Shrubbery and landscaping at the Rackham Way & Overland intersection, as well as
near the internal intersections and site access points should be maintained to
ensure adequate sight distance.
Site access roadways should match existing roadway grades on Silverstone Way,
Rackham Way and at internal site accesses points to ensure optimal sight distance.
Section 6
References
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References October 2018
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REFERENCES
1. Ada County Highway District. Policy Manual, 2012.
2. City of Meridian. City of Meridian Zoning Map, October 4, 2018.
3. Transportation Research Board. Highway Capacity Manual 6th Edition, Transportation Research
Board of the National Academies of Science, Washington, D.C., October 2016.
4. Federal Highway Administration. Manual on Uniform Traffic Control Devices, 2009 Edition,
Washington D.C., June 2012.
5. Community Planning Association of Southwest Idaho. 2040 Functional Classification Map. 2015
6. Ada County Highway District. Capital Improvements Plan. October 1, 2016.
7. Ada County Highway District. 2017-2021 Five Year Work Plan. October 26, 2016.
8. City of Meridian, James Kissler, LLC. Developer Agreement – Eagle Commons at Overland MDA H-
2015-0024, City of Meridian and James Kissler, LLC, Meridian, Idaho, November 1, 2016.
9. Institute of Transportation Engineers. Trip Generation Manual, 10th Edition, Washington, D.C.,
September 2017.
10. Bochner, Brian, et. al. NCHRP Report 684 – Enhancing Internal Trip Capture Estimation for Mixed-
Use Developments, Transportation Research Board, Washington D.C., 2011.
11. Institute of Transportation Engineers. Trip Generation Handbook, 3rd Edition, Washington, D.C.,
September 2017.
12. American Association of State Highway and Transportation Officials (AASHTO). A Policy on
Geometric Design of Highways and Streets, 6th Edition, American Association of State Highway
and Transportation Officials, Washington D.C., 2011.
Appendix A
Proposed Scope of Work Memorandum
FILENAME: H:\22\22740 - EAGLE ROAD I-84 MIXED-USE DEVELOPMENT\REPORT\SCOPING MEMO\22740 - ICCU ELKS PROPERTY
SCOPING MEMO.DOCX
MEMORANDUM
Date: June 13, 2018 Project #: 22740
To: Mindy Wallace
Ada County Highway District
3775 Adams Street
Garden City, Idaho 83714
From:
Cc:
Brett Korporaal and John Ringert, P.E.
Shona Tonkin, Idaho Transportation Department
Project: ICCU Elks Property TIS
Subject: Transportation Impact Study Scope of Work and Assumptions
This memorandum documents the proposed scope of work and summarizes the assumptions for the
transportation impact study (TIS) for the proposed ICCU Elks Property, located in the southeast
quadrant of the Interstate 84 and Eagle Road interchange in Meridian, Idaho. The information
presented in this memorandum was developed based on conversations with the developer, Ada County
Highway District (ACHD), and Idaho Transportation Department (ITD). Figure 1 shows the site vicinity
of the proposed development. This memorandum addresses the following items:
▪ Project Description
▪ Estimated Trip Generation and Distribution
▪ Analysis Scenarios and Study Assumptions
▪ Analysis Tools and Operating Standards
▪ Background Growth and In-process Developments
▪ Background Roadway Improvement Projects
▪ Access Evaluation
PROJECT DESCRIPTION
The proposed ICCU Elks Property development is situated on approximately 53 acres of land in the
southeast quadrant of the Interstate 84 and Eagle Road interchange. The development is proposing to
construct 11 office buildings for a total of approximately 523,140 square feet of office space, as well as
80 multifamily (low rise) housing units.
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The development will be constructed in three phases. Phase 1 will be a single 75,000 square-foot office
building completed in year 2020. Phase 2 will be approximately 372,140 square feet of additional office
building space and the 80 residential units with an estimated completion in approximately year 2025.
Phase 3 includes full buildout of development, accounting for the last 76,000 square feet of office
space. Full buildout of the site is anticipated to be completed in approximately year 2030. Figure 2
provides the preliminary site plan for the development.
Exhibit 1 shows the proposed site plan over an aerial with the proposed access locations and internal
local streets. The site is bordered by the I-84/Eagle Road eastbound on-ramp to the north and
northwest, respectively. The site will be accesses by the only available public street connection to
Overland Road via Silverstone Way. Silverstone Way was recently completed as part of the Norco
development. Within the site, a single-lane roundabout is proposed to provide access to three internal
street connections in the north, east and west directions.
Exhibit 1. Proposed Site Access Location
Si
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W
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Access to/from Overland
Road via Silverstone Way
I-84
I-84 WB Off-Ramp
Location for potential
future connection
Phase 1
Building
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ESTIMATED TRIP GENERATION
The projected weekday daily, a.m., and p.m. peak hour vehicle trips for the proposed development
were estimated based on ITE’s Trip Generation Manual, 10th Edition (Reference 1). Internal trips were
calculated using NCHRP Report 684 (Reference 2) methodology which incorporates data collected and
presented in ITE’s Trip Generation Handbook, 3rd Edition (Reference 3). Because of the site’s relatedly
minimal amount of residential housing units as compared to the square foot area of the proposed office
buildings, internal trips are estimated to account for 0% and 1% of a.m. and p.m. peak hour trips,
respectively.
Based on data provided for general office buildings, as well as multifamily (low rise) housing the Trip
Generation Handbook, 3rd Edition recommended the use of the fitted curve equations to determine
weekday daily, a.m., and p.m. peak hour vehicle trips. Table 1 summarizes the estimated trip generation
for the proposed ICCU Elks Property development.
Table 1. Proposed Trip Generation of ICCU Elks Property
Land Use
ITE
Code Size Daily
Weekday AM Peak Hour Weekday PM Peak Hour
Total In Out Total In Out
Phase 1
General Office Building 710 75,000
(sq. ft.) 803 97 83 14 87 14 73
Phase 1 & 2
General Office Building 710 447,140
(sq. ft.) 4,536 447 384 63 473 76 397
Multifamily Housing (Low-Rise) 220 80 D.U. 564 39 9 30 48 30 18
Total Trips 5,100 486 393 93 521 106 415
Internal Trips (AM = 0%, PM = 1%) - (0) (0) (0) (6) (1) (5)
Net New Trips 5,100 486 393 93 516 105 411
Phase 1-3 (Full Buildout)
General Office Building 710 523,140
(sq. ft.) 5,282 518 446 72 548 88 460
Multifamily Housing (Low-Rise) 220 80 D.U. 564 39 9 30 48 30 18
Total Trips 5,846 557 455 102 596 118 478
Internal Trips (AM = 0%, PM = 1%) - (0) (0) (0) (6) (1) (5)
Net New Trips 5,846 557 455 102 590 117 473
As shown in Table 1, upon full buildout of the site, anticipated to occur in approximately year 2030, the
proposed ICCU Elks Property development is estimated to generate a total of 5,846 daily net new trips,
557 net new weekday a.m. peak hour trips (455 inbound / 102 outbound), and 590 weekday p.m. peak
hour net new trips (117 inbound / 473 outbound).
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TRIP DISTRIBUTION
The distribution of site generated trips onto the roadway system was based on the site’s access
connections to nearby arterials and Interstate 84. Additionally, an area of impact analysis using a select
zone assignment for the proposed land use was provided by Community Planning Association of
Southwest Idaho (COMPASS) and reviewed for consistency.
The select zone analysis included one access to the site via Silverstone Way, matching the proposed
preliminary site plan. Based on the analysis, the distribution of the origins and destination of the site
generated trips are estimated to be approximately 30% from the west, 25% from the east, 15% from
the south, and 30 percent from north via Eagle Road and I-84. Figure 3 illustrates the proposed trip
distribution patterns for the proposed development.
Attachment “A” includes the select zone analysis results summary provided by COMPASS.
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ANALYSIS SCENARIOS & STUDY ASSUMPTIONS
The proposed assumptions for the analysis include:
▪ Time Periods:
Weekday AM Peak Hour (7:00 a.m. – 9:00 a.m.)
Weekday PM Peak Hour (4:00 p.m. – 6:00 p.m.)
▪ Study Intersections (Obtain new turning movement counts at the following intersection
locations):
Eagle Road & I-84 Eastbound Ramp
Eagle Road & I-84 Westbound Ramp
o Specific emphasis on queuing and capacity analyses for the westbound off-
ramp per ITD
Eagle Road & Overland Road
Silverstone Way & Overland Road
▪ Study Accesses:
Silverstone Way & Overland Road
Internal intersection (single-lane roundabout; counts to be estimated based on
site’s estimated trip generation)
▪ Roadway Segments:
Overland Road between Eagle Road and Silverstone Way (new count location –
previous ACHD count from 6/05/2014)
Silverstone Way north of Overland Road (count to be estimated based on build-
out of Norco site)
▪ Study Years
Existing traffic conditions (Year 2018)
Year 2020 Phase 1 development traffic analysis.
o Evaluate the weekday a.m. and weekday p.m. peak hour operational
analysis at the study intersections and roadway segments under the
buildout year (2020) background and total traffic conditions analysis for
Phase 1 of the site’s development plan.
Year 2025 Phase 2 development traffic analysis.
o Perform a weekday a.m. and weekday p.m. peak hour operational analysis
at the study intersections and roadway segments under the Phase 2
development, –the site’s projected 447,140 square feet of office space and
80 residential units, assumed to be completed in approximately year
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2025– including background and total traffic conditions of the site’s
development plan.
o Perform a planning-level sensitivity analysis to determine if there are
trip/development thresholds that will likely result in improvements being
triggered that may limit the Phase 2 development.
Year 2030 full buildout development traffic analysis.
o Perform a weekday a.m. and weekday p.m. peak hour operational analysis
at the study intersections and roadway segments under Phase 3 (full
buildout) of the remaining site (assumed to be approximately 2030),
including background and total traffic conditions of the site’s development
plan.
▪ Improvement Triggers/Phasing
For any mitigated improvements identified in the buildout year (2030), the
approximate number of trips will be estimated to determine an approximate
trigger/time frame for the needed improvement. This will include the following:
o The deficiency
o The mitigation necessary
o The projected number of units prior to the deficiency estimated based on
the trip generation and the background traffic growth
ANALYSIS TOOLS AND OPERATING STANDARDS
The intersection operational analysis will be performed using the 2010 Highway Capacity Manual
analysis procedures (Reference 4). To ensure that this analysis is based on a reasonable worst-case
scenario, the peak 15-minute flow rate during the weekday a.m. and p.m. peak hours will be used in
the evaluation of all intersection level or service (LOS) and vehicle-to-capacity (V/C) ratios. The
signalized and stop-controlled intersection operations analyses presented in this report will be
completed using Synchro 10 software, and if needed for supplemental analysis, HCS 2010 software
(version 6.90). For a signalized intersection’s overall V/C ratios, the HCM 2000 procedure will be utilized
since the HCM 2010 procedure doesn’t produce an intersection V/C ratio. Sidra 6.1 will be used to
evaluate the internal roundabout intersection in accordance with ACHD Roundabout Policy 5108 for
roundabout analysis.
The analysis will be performed in accordance with the methodologies stated in Section 7106.6 of the
ACHD Policy Manual (Reference 5) and include consideration of separate left-and right-turn lanes as
well as queuing impacts. Intersection and segment level of service will be reported per ACHD 2016 CIP
thresholds.
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ACHD requires that signalized intersections operate at a minimum of LOS E for Principal Arterials and
Minor Arterials and LOS D for Collectors. All unsignalized intersections that have a projected level of
service D or worse shall be evaluated to determine if a signal or roundabout is warranted. The
acceptable volume-to-capacity ratio for signalized intersections is 0.90 for the overall intersectio n and
1.0 for each lane group. The acceptable volume-to-capacity ratio is 1.0 for the critical lane group at
unsignalized intersections.
Study intersections along Eagle Road also needs to adhere to ITD standards, which state that a LOS D
or better standard be used for their intersections, as well as the same volume-to-capacity ratios as
ACHD mentioned above.
BACKGROUND GROWTH AND IN-PROCESS DEVELOPMENTS
Background traffic growth will be estimated to account for general growth and buildout of unknown
developments along each of the study roadway and intersection. The background growth includes two
elements, general growth in the area and in-process or approved developments yet to be built out.
The general percentage growth is typically expressed in the form of a yearly percentage rate and
includes traffic from in-process and future development growth in the area. This growth rate is
estimated using historical traffic counts and information used for other traffic impacts studies in the
area.
In general, historical growth rates in the area have been in the range of 1-3% per year (exponential).
The growth rates derived from COMPASS Regional Travel Demand Model vary significantly among the
roads serving the vicinity of the site. A review of historical traffic counts at the Eagle Road/Overland
Road intersection revealed a growth rate of approximately 1.2 percent per year between 2008 and
2017 and 1.6 percent between 2013 and 2017. Based on our review of the data and previous
discussions with ACHD, we proposed to use a growth rate of 1.5% per year (exponential) for use in the
TIS.
Background In-Process Developments
As mentioned previously, the second element to background growth is the effect of buildout of in-
process developments within close proximity to the proposed development. Approved developments
adjacent to the site add traffic in the in the immediate vicinity of the project and therefore may not be
captured in the overall growth rate.
The only in-process development that has been identified is the Norco development, located
immediately south of the proposed site. In conjunction with the Silverstone Way extension north of
Overland Road, Phase 1 of the Norco development is being built. Phase 1 consists of a medical office
building, consisting of a small show room for medical equipment and warehousing space. Phase 2 of
the development is assumed to consist of approximately 115,000 feet of retail. It is our understanding
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that a TIS was not required by ACHD or the City of Meridian for the Norco development, and therefore
we will need to estimate the future traffic for Phase 2. The estimated traffic from the Norco
development will be included as in-process trips and analyzed in the background traffic conditions
scenarios.
We are requesting ACHD to provide any development approvals or completed studies for the Norco
development or any other developments within the immediate vicinity of the site that should be
included as in-process development for background traffic scenario analyses.
BACKGROUND ROADWAY IMPROVEMENT PROJECTS
The 2016 ACHD Capital Improvement Plan (2016 CIP), (Reference 6) and ACHD’s Integrated Five Year
Work Plan (FYWP), (Reference 7) was reviewed for future roadway and intersection improvement
projects to be assumed within the study area. Based on our review of the 2016 CIP and FYWP, several
improvements were found in the study area. Study roadways and intersections listed below are
currently scheduled in the FYWP and confirmed with the 2016 CIP.
▪ Year 2026-2030 Improvement (2016 CIP): Not to be included in year 2030 background and
total scenarios due to the potential for the funding and timeframe of the improvement to
move out in time. If the intersection is found not be meeting ACHD standards, this
improvement will be identified as a mitigation measure.
Overland Road & Eagle Road: 2016 CIP# IN2016-70 – Replace and modify signal.
Reconstruct and widen the eastbound and westbound approaches to include dual
left-turn lanes, three through lanes and one right-turn lane. Reconstruct and
widen the northbound approach to include dual left-turn lanes, two through lanes
and one right-turn lane. No changes to the southbound (north leg) approach.
▪ Year 2031-2035 Improvement (2016 CIP): Not to be included in background or total traffic
conditions due to timeframes of the improvement extending beyond 2030. Will be used for
reference if applicable.
Overland Road: 2016 CIP# RD2016-107 & 108 – Reconstruct and widen Overland
Road between Locust Grove Road and Cloverdale Road from five lanes to seven
lanes.
ACCESS EVALUATION
For each of the study access locations, the following will be reviewed:
▪ Access spacing versus ACHD criteria.
▪ Whether the access meets ACHD criteria for granting an additional access.
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▪ Projected daily traffic demand at buildout for each access location and comparison to the ACHD
policy ADT’s for that roadway classification.
▪ Adequate site distance is provided for the proposed site access location.
NEXT STEPS
We request ACHD reviews this scoping memo and provide a response on the study assumptions and
methodology so that we can move forward with the transportation impact study. Please contact Brett
Korporaal at 208.338.2683 or email bkorporaal@kittelson.com if you have any questions or comments
on the information presented in this memorandum.
REFERENCES
1. Institute of Transportation Engineers. Trip Generation Manual, 10th Edition. Institute of
Transportation Engineers, Washington, D.C. September 2017.
2. Bochner, Brian S., et. al. NCHRP Report 684: Enhancing Internal Trip Capture Estimation for
Mixed-Use Developments. Transportation Research Board of the National Academies, National
Cooperative Highway Research Program, Washington, D.C., 2011.
3. Institute of Transportation Engineers. Trip Generation Handbook, 3rd Edition. Institute of
Transportation Engineers, Washington, D.C. September 2017.
4. Transportation Research Board. Highway Capacity Manual. Washington D.C. 2010.
5. Ada County Highway District. Policy Manual. 2010.
6. Ada County Highway District. Capital Improvements Plan. August 24, 2016.
7. Ada County Highway District. Five Year Integrated Work Plan 2018-2022. September 27, 2017.
Attachment A
Select Zone Analysis - COMPASS
I-84 and Eagle IC Development
The following summarizes the results of an area of influence model run for a proposed
development east of I-84 and Eagle Road. The proposed development will consist of
approximately 523,000 square feet of general office (approximately 1,950 jobs) and
80 multi-family units with an anticipated build out by 2033. See figure 1.
Figure 1: TAZ 264
Table 1 provides the existing demographics for TAZ 264, and the proposed
development’s demographics used for the area of influence model run. A temporary
TAZ was used for this model run to isolate the development’s impact.
Table 1
2018 2030 with proposal 2040
HH Jobs HH Jobs HH Jobs
TAZ 264 59 238 150 238 150 770
Temp 1312 n.a n.a 80 1,950 n.a n.a
The area of influence results for the proposed development are shown in figures 2.
The 2030 peak hour results are shown in figures 3 and 4. For this special model run,
Silverstone Way was extended and the 2030 jobs in TAZ 264 were kept at the 2018
level. The official 2030 demographic data set assumed 520 jobs (308 retail, 191
office, and 21 industrial jobs). The special model run assumed the 1,950 office jobs
per the proposal.
Figure 2: Area of Influence, Peak hour demand contribution to the total peak hour demand for 2030
Figure 3: 2030 Peak Hour Demand with Proposed Development
Figure 4: 2030 Peak Hour Demand without Proposed Development
Appendix B
Existing Traffic Count Data
File Name : Eagle Rd & I-84 WB Ramps
Site Code : 00000000
Start Date : 7/12/2018
Page No : 1
Study: KITT0118
Intersection: Eagle Rd / I-84 WB Ramps
City, State: Boise, Idaho
Control: Signalized
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
Eagle Road
From North
I-84 WB Off Ramps
From East
Eagle Road
From South
I-84 WB On
Ramps
From West
Start Time Right Thru Peds App. Total Right Thru Left Peds App. Total Thru Left Peds App. Total Peds App. Total Int. Total
07:00 AM 109 312 0 421 177 0 70 0 247 361 62 0 423 0 0 1091
07:15 AM 133 402 0 535 226 0 95 0 321 350 56 0 406 0 0 1262
07:30 AM 151 405 0 556 227 0 108 0 335 397 71 0 468 0 0 1359
07:45 AM 136 342 0 478 312 1 160 0 473 381 63 0 444 0 0 1395
Total 529 1461 0 1990 942 1 433 0 1376 1489 252 0 1741 0 0 5107
08:00 AM 144 406 0 550 240 0 99 0 339 443 39 0 482 0 0 1371
08:15 AM 112 358 0 470 222 0 115 0 337 398 59 0 457 0 0 1264
08:30 AM 152 367 0 519 256 0 140 0 396 368 62 0 430 0 0 1345
08:45 AM 149 412 0 561 236 1 125 0 362 420 51 0 471 0 0 1394
Total 557 1543 0 2100 954 1 479 0 1434 1629 211 0 1840 0 0 5374
--------
04:00 PM 250 414 0 664 289 1 155 0 445 311 62 0 373 0 0 1482
04:15 PM 248 472 0 720 238 1 154 0 393 393 73 0 466 0 0 1579
04:30 PM 269 398 0 667 266 1 179 0 446 323 64 0 387 1 1 1501
04:45 PM 230 436 1 667 241 0 163 1 405 357 81 0 438 0 0 1510
Total 997 1720 1 2718 1034 3 651 1 1689 1384 280 0 1664 1 1 6072
05:00 PM 252 500 0 752 320 0 173 0 493 322 72 0 394 0 0 1639
05:15 PM 270 409 0 679 245 0 157 0 402 337 52 0 389 0 0 1470
05:30 PM 246 452 0 698 246 0 134 0 380 344 63 0 407 0 0 1485
05:45 PM 223 406 0 629 291 0 179 0 470 307 53 0 360 0 0 1459
Total 991 1767 0 2758 1102 0 643 0 1745 1310 240 0 1550 0 0 6053
Grand Total 3074 6491 1 9566 4032 5 2206 1 6244 5812 983 0 6795 1 1 22606
Apprch %32.1 67.9 0 64.6 0.1 35.3 0 85.5 14.5 0 100
Total %13.6 28.7 0 42.3 17.8 0 9.8 0 27.6 25.7 4.3 0 30.1 0 0
General Traffic 3020 6400 1 9421 3935 4 2193 1 6133 5711 974 0 6685 1 1 22240
% General Traffic 98.2 98.6 100 98.5 97.6 80 99.4 100 98.2 98.3 99.1 0 98.4 100 100 98.4
3+ Axle Heavy Trucks 54 91 0 145 97 1 13 0 111 101 9 0 110 0 0 366
% 3+ Axle Heavy Trucks
1.8 1.4 0 1.5 2.4 20 0.6 0 1.8 1.7 0.9 0 1.6 0 0 1.6
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Eagle Rd & I-84 WB Ramps
Site Code : 00000000
Start Date : 7/12/2018
Page No : 2
Study: KITT0118
Intersection: Eagle Rd / I-84 WB Ramps
City, State: Boise, Idaho
Control: Signalized
Eagle Road
I
-
8
4
W
B
O
n
R
a
m
p
s
I
-
8
4
W
B
O
f
f
R
a
m
p
s
Eagle Road
Right
3020
54
3074
Thru
6400
91
6491
Peds
1
0
1
InOut Total
9646 9421 19067
198 145 343
9844 19410 9566
R
i
g
h
t
3
9
3
5
9
7
4
0
3
2
T
h
r
u
4
1
5
L
e
f
t
2
1
9
3
1
3
2
2
0
6
P
e
d
s
1
0
1
O
u
t
T
o
t
a
l
I
n
0
6
1
3
3
6
1
3
3
0
1
1
1
1
1
1
0
6
2
4
4
6
2
4
4
Left
974
9
983
Thru
5711
101
5812
Peds
0
0
0
Out TotalIn
8593 6685 15278
104 110 214
8697 15492 6795
Pe
d
s
1 0 1
To
t
a
l
Ou
t
In
39
9
8
1
39
9
9
64
0
64
40
6
2
40
6
3
1 7/12/2018 07:00 AM
7/12/2018 05:45 PM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Eagle Rd & I-84 WB Ramps
Site Code : 00000000
Start Date : 7/12/2018
Page No : 3
Study: KITT0118
Intersection: Eagle Rd / I-84 WB Ramps
City, State: Boise, Idaho
Control: Signalized
Eagle Road
From North
I-84 WB Off Ramps
From East
Eagle Road
From South
I-84 WB On
Ramps
From West
Start Time Right Thru Peds App. Total Right Thru Left Peds App. Total Thru Left Peds App. Total Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:30 AM
07:30 AM 151 405 0 556 227 0 108 0 335 397 71 0 468 0 0 1359
07:45 AM 136 342 0 478 312 1 160 0 473 381 63 0 444 0 0 1395
08:00 AM 144 406 0 550 240 0 99 0 339 443 39 0 482 0 0 1371
08:15 AM 112 358 0 470 222 0 115 0 337 398 59 0 457 0 0 1264
Total Volume 543 1511 0 2054 1001 1 482 0 1484 1619 232 0 1851 0 0 5389
% App. Total 26.4 73.6 0 67.5 0.1 32.5 0 87.5 12.5 0 0
PHF .899 .930 .000 .924 .802 .250 .753 .000 .784 .914 .817 .000 .960 .000 .000 .966
General Traffic 535 1485 0 2020 978 1 479 0 1458 1590 228 0 1818 0 0 5296
% General Traffic 98.5 98.3 0 98.3 97.7 100 99.4 0 98.2 98.2 98.3 0 98.2 0 0 98.3
3+ Axle Heavy Trucks 8 26 0 34 23 0 3 0 26 29 4 0 33 0 0 93
% 3+ Axle Heavy Trucks
1.5 1.7 0 1.7 2.3 0 0.6 0 1.8 1.8 1.7 0 1.8 0 0 1.7
Eagle Road
I
-
8
4
W
B
O
n
R
a
m
p
s
I
-
8
4
W
B
O
f
f
R
a
m
p
s
Eagle Road
Right
535
8
543
Thru
1485
26
1511
Peds
0
0
0
InOut Total
2568 2020 4588
52 34 86
2620 4674 2054
R
i
g
h
t
9
7
8
2
3
1
0
0
1
T
h
r
u
1
0
1
L
e
f
t
4
7
9
3
4
8
2
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
0
1
4
5
8
1
4
5
8
0
2
6
2
6
0
1
4
8
4
1
4
8
4
Left
228
4
232
Thru
1590
29
1619
Peds
0
0
0
Out TotalIn
1964 1818 3782
29 33 62
1993 3844 1851
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
76
4
0
76
4
12
0
12
77
6
77
6
0 Peak Hour Begins at 07:30 AM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Eagle Rd & I-84 WB Ramps
Site Code : 00000000
Start Date : 7/12/2018
Page No : 4
Study: KITT0118
Intersection: Eagle Rd / I-84 WB Ramps
City, State: Boise, Idaho
Control: Signalized
Eagle Road
From North
I-84 WB Off Ramps
From East
Eagle Road
From South
I-84 WB On
Ramps
From West
Start Time Right Thru Peds App. Total Right Thru Left Peds App. Total Thru Left Peds App. Total Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
07:15 AM 07:45 AM 07:30 AM 07:00 AM
+0 mins.133 402 0 535 312 1 160 0 473 397 71 0 468 0 0
+15 mins.151 405 0 556 240 0 99 0 339 381 63 0 444 0 0
+30 mins.136 342 0 478 222 0 115 0 337 443 39 0 482 0 0
+45 mins.144 406 0 550 256 0 140 0 396 398 59 0 457 0 0
Total Volume 564 1555 0 2119 1030 1 514 0 1545 1619 232 0 1851 0 0
% App. Total 26.6 73.4 0 66.7 0.1 33.3 0 87.5 12.5 0 0
PHF .934 .958 .000 .953 .825 .250 .803 .000 .817 .914 .817 .000 .960 .000 .000
General Traffic 552 1534 0 2086 1002 1 510 0 1513 1590 228 0 1818 0 0
% General Traffic 97.9 98.6 0 98.4 97.3 100 99.2 0 97.9 98.2 98.3 0 98.2 0 0
3+ Axle Heavy Trucks 12 21 0 33 28 0 4 0 32 29 4 0 33 0 0
% 3+ Axle Heavy Trucks
2.1 1.4 0 1.6 2.7 0 0.8 0 2.1 1.8 1.7 0 1.8 0 0
Eagle Road
I
-
8
4
W
B
O
n
R
a
m
p
s
I
-
8
4
W
B
O
f
f
R
a
m
p
s
Eagle Road
Right
552
12
564
Thru
1534
21
1555
Peds
0
0
0
In - Peak Hour: 07:15 AM
2086
33
2119
R
i
g
h
t
1
0
0
2
2
8
1
0
3
0
T
h
r
u
1
0
1
L
e
f
t
5
1
0
4
5
1
4
P
e
d
s
0
0
0
I
n
-
P
e
a
k
H
o
u
r
:
0
7
:
4
5
A
M
1
5
1
3
3
2
1
5
4
5
Left
228
4
232
Thru
1590
29
1619
Peds
0
0
0
In - Peak Hour: 07:30 AM
1818
33
1851
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
0
7
:
0
0
A
M
0 0 0 General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Eagle Rd & I-84 WB Ramps
Site Code : 00000000
Start Date : 7/12/2018
Page No : 5
Study: KITT0118
Intersection: Eagle Rd / I-84 WB Ramps
City, State: Boise, Idaho
Control: Signalized
Eagle Road
From North
I-84 WB Off Ramps
From East
Eagle Road
From South
I-84 WB On
Ramps
From West
Start Time Right Thru Peds App. Total Right Thru Left Peds App. Total Thru Left Peds App. Total Peds App. Total Int. Total
Peak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:15 PM
04:15 PM 248 472 0 720 238 1 154 0 393 393 73 0 466 0 0 1579
04:30 PM 269 398 0 667 266 1 179 0 446 323 64 0 387 1 1 1501
04:45 PM 230 436 1 667 241 0 163 1 405 357 81 0 438 0 0 1510
05:00 PM 252 500 0 752 320 0 173 0 493 322 72 0 394 0 0 1639
Total Volume 999 1806 1 2806 1065 2 669 1 1737 1395 290 0 1685 1 1 6229
% App. Total 35.6 64.4 0 61.3 0.1 38.5 0.1 82.8 17.2 0 100
PHF .928 .903 .250 .933 .832 .500 .934 .250 .881 .887 .895 .000 .904 .250 .250 .950
General Traffic 990 1790 1 2781 1038 1 667 1 1707 1374 289 0 1663 1 1 6152
% General Traffic 99.1 99.1 100 99.1 97.5 50.0 99.7 100 98.3 98.5 99.7 0 98.7 100 100 98.8
3+ Axle Heavy Trucks 9 16 0 25 27 1 2 0 30 21 1 0 22 0 0 77
% 3+ Axle Heavy Trucks
0.9 0.9 0 0.9 2.5 50.0 0.3 0 1.7 1.5 0.3 0 1.3 0 0 1.2
Eagle Road
I
-
8
4
W
B
O
n
R
a
m
p
s
I
-
8
4
W
B
O
f
f
R
a
m
p
s
Eagle Road
Right
990
9
999
Thru
1790
16
1806
Peds
1
0
1
InOut Total
2412 2781 5193
48 25 73
2460 5266 2806
R
i
g
h
t
1
0
3
8
2
7
1
0
6
5
T
h
r
u
1
1
2
L
e
f
t
6
6
7
2
6
6
9
P
e
d
s
1
0
1
O
u
t
T
o
t
a
l
I
n
0
1
7
0
7
1
7
0
7
0
3
0
3
0
0
1
7
3
7
1
7
3
7
Left
289
1
290
Thru
1374
21
1395
Peds
0
0
0
Out TotalIn
2457 1663 4120
18 22 40
2475 4160 1685
Pe
d
s
1 0 1
To
t
a
l
Ou
t
In
12
8
0
1
12
8
1
11
0
11
12
9
1
12
9
2
1 Peak Hour Begins at 04:15 PM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Eagle Rd & I-84 WB Ramps
Site Code : 00000000
Start Date : 7/12/2018
Page No : 6
Study: KITT0118
Intersection: Eagle Rd / I-84 WB Ramps
City, State: Boise, Idaho
Control: Signalized
Eagle Road
From North
I-84 WB Off Ramps
From East
Eagle Road
From South
I-84 WB On
Ramps
From West
Start Time Right Thru Peds App. Total Right Thru Left Peds App. Total Thru Left Peds App. Total Peds App. Total Int. Total
Peak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
04:15 PM 04:30 PM 04:15 PM 03:45 PM
+0 mins.248 472 0 720 266 1 179 0 446 393 73 0 466 0 0
+15 mins.269 398 0 667 241 0 163 1 405 323 64 0 387 0 0
+30 mins.230 436 1 667 320 0 173 0 493 357 81 0 438 0 0
+45 mins.252 500 0 752 245 0 157 0 402 322 72 0 394 1 1
Total Volume 999 1806 1 2806 1072 1 672 1 1746 1395 290 0 1685 1 1
% App. Total 35.6 64.4 0 61.4 0.1 38.5 0.1 82.8 17.2 0 100
PHF .928 .903 .250 .933 .838 .250 .939 .250 .885 .887 .895 .000 .904 .250 .250
General Traffic 990 1790 1 2781 1048 0 671 1 1720 1374 289 0 1663 1 1
% General Traffic 99.1 99.1 100 99.1 97.8 0 99.9 100 98.5 98.5 99.7 0 98.7 100 100
3+ Axle Heavy Trucks 9 16 0 25 24 1 1 0 26 21 1 0 22 0 0
% 3+ Axle Heavy Trucks
0.9 0.9 0 0.9 2.2 100 0.1 0 1.5 1.5 0.3 0 1.3 0 0
Eagle Road
I
-
8
4
W
B
O
n
R
a
m
p
s
I
-
8
4
W
B
O
f
f
R
a
m
p
s
Eagle Road
Right
990
9
999
Thru
1790
16
1806
Peds
1
0
1
In - Peak Hour: 04:15 PM
2781
25
2806
R
i
g
h
t
1
0
4
8
2
4
1
0
7
2
T
h
r
u
0
1
1
L
e
f
t
6
7
1
1
6
7
2
P
e
d
s
1
0
1
I
n
-
P
e
a
k
H
o
u
r
:
0
4
:
3
0
P
M
1
7
2
0
2
6
1
7
4
6
Left
289
1
290
Thru
1374
21
1395
Peds
0
0
0
In - Peak Hour: 04:15 PM
1663
22
1685
Pe
d
s
1 0 1
In
-
P
e
a
k
H
o
u
r
:
0
3
:
4
5
P
M
1 0 1 General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Eagle Rd & I-84 WB Ramps
Site Code : 00000000
Start Date : 7/12/2018
Page No : 7
Study: KITT0118
Intersection: Eagle Rd / I-84 WB Ramps
City, State: Boise, Idaho
Control: Signalized
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Eagle Rd & I-84 WB Ramps
Site Code : 00000000
Start Date : 7/12/2018
Page No : 8
Study: KITT0118
Intersection: Eagle Rd / I-84 WB Ramps
City, State: Boise, Idaho
Control: Signalized
Image 2
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Eagle Rd & I-84 EB Ramps
Site Code : 00000000
Start Date : 7/12/2018
Page No : 1
Study: KITT0118
Intersection: Eagle Rd / I-84 EB Ramps
City, State: Boise, Idaho
Control: Signalized
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
Eagle Road
From North
I-84 EB On
Ramps
From East
Eagle Road
From South
I-84 EB Off Ramps
From West
Start Time Thru Left Peds App. Total Peds App. Total Right Thru Peds App. Total Right Left Peds App. Total Int. Total
07:00 AM 146 230 0 376 0 0 231 199 0 430 79 214 0 293 1099
07:15 AM 209 273 0 482 0 0 283 231 0 514 84 191 0 275 1271
07:30 AM 266 245 0 511 0 0 311 250 0 561 92 209 0 301 1373
07:45 AM 304 220 0 524 0 0 283 274 0 557 94 191 0 285 1366
Total 925 968 0 1893 0 0 1108 954 0 2062 349 805 0 1154 5109
08:00 AM 240 247 0 487 0 0 238 225 0 463 129 260 0 389 1339
08:15 AM 271 200 0 471 0 0 247 241 0 488 118 179 0 297 1256
08:30 AM 271 245 0 516 0 0 231 261 0 492 127 201 0 328 1336
08:45 AM 307 232 0 539 0 0 195 240 0 435 119 199 0 318 1292
Total 1089 924 0 2013 0 0 911 967 0 1878 493 839 0 1332 5223
--------
04:00 PM 366 220 0 586 0 0 149 262 0 411 68 151 0 219 1216
04:15 PM 358 233 0 591 0 0 133 242 0 375 87 152 0 239 1205
04:30 PM 362 215 0 577 0 0 147 256 0 403 90 175 0 265 1245
04:45 PM 366 206 0 572 0 0 146 294 0 440 110 133 0 243 1255
Total 1452 874 0 2326 0 0 575 1054 0 1629 355 611 0 966 4921
05:00 PM 366 281 0 647 0 0 189 271 0 460 109 129 0 238 1345
05:15 PM 345 226 0 571 0 0 183 259 0 442 129 167 0 296 1309
05:30 PM 349 217 0 566 0 0 171 210 0 381 105 168 0 273 1220
05:45 PM 360 219 0 579 0 0 174 237 0 411 82 158 0 240 1230
Total 1420 943 0 2363 0 0 717 977 0 1694 425 622 0 1047 5104
Grand Total 4886 3709 0 8595 0 0 3311 3952 0 7263 1622 2877 0 4499 20357
Apprch %56.8 43.2 0 0 45.6 54.4 0 36.1 63.9 0
Total %24 18.2 0 42.2 0 0 16.3 19.4 0 35.7 8 14.1 0 22.1
General Traffic 4861 3632 0 8493 0 0 3300 3920 0 7220 1609 2798 0 4407 20120
% General Traffic 99.5 97.9 0 98.8 0 0 99.7 99.2 0 99.4 99.2 97.3 0 98 98.8
3+ Axle Heavy Trucks 25 77 0 102 0 0 11 32 0 43 13 79 0 92 237
% 3+ Axle Heavy Trucks 0.5 2.1 0 1.2 0 0 0.3 0.8 0 0.6 0.8 2.7 0 2 1.2
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Eagle Rd & I-84 EB Ramps
Site Code : 00000000
Start Date : 7/12/2018
Page No : 2
Study: KITT0118
Intersection: Eagle Rd / I-84 EB Ramps
City, State: Boise, Idaho
Control: Signalized
Eagle Road
I
-
8
4
E
B
O
f
f
R
a
m
p
s
I
-
8
4
E
B
O
n
R
a
m
p
s
Eagle Road
Thru
4861
25
4886
Left
3632
77
3709
Peds
0
0
0
InOut Total
6718 8493 15211
111 102 213
6829 15424 8595
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
6
9
3
2
0
6
9
3
2
8
8
0
8
8
7
0
2
0
7
0
2
0
0
Thru
3920
32
3952
Right
3300
11
3311
Peds
0
0
0
Out TotalIn
6470 7220 13690
38 43 81
6508 13771 7263
Le
f
t
27
9
8
79
28
7
7
Ri
g
h
t
16
0
9
13
16
2
2
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
0
44
0
7
44
0
7
0
92
92
0
44
9
9
44
9
9
7/12/2018 07:00 AM
7/12/2018 05:45 PM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Eagle Rd & I-84 EB Ramps
Site Code : 00000000
Start Date : 7/12/2018
Page No : 3
Study: KITT0118
Intersection: Eagle Rd / I-84 EB Ramps
City, State: Boise, Idaho
Control: Signalized
Eagle Road
From North
I-84 EB On
Ramps
From East
Eagle Road
From South
I-84 EB Off Ramps
From West
Start Time Thru Left Peds App. Total Peds App. Total Right Thru Peds App. Total Right Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:15 AM
07:15 AM 209 273 0 482 0 0 283 231 0 514 84 191 0 275 1271
07:30 AM 266 245 0 511 0 0 311 250 0 561 92 209 0 301 1373
07:45 AM 304 220 0 524 0 0 283 274 0 557 94 191 0 285 1366
08:00 AM 240 247 0 487 0 0 238 225 0 463 129 260 0 389 1339
Total Volume 1019 985 0 2004 0 0 1115 980 0 2095 399 851 0 1250 5349
% App. Total 50.8 49.2 0 0 53.2 46.8 0 31.9 68.1 0
PHF .838 .902 .000 .956 .000 .000 .896 .894 .000 .934 .773 .818 .000 .803 .974
General Traffic 1012 968 0 1980 0 0 1110 968 0 2078 393 829 0 1222 5280
% General Traffic 99.3 98.3 0 98.8 0 0 99.6 98.8 0 99.2 98.5 97.4 0 97.8 98.7
3+ Axle Heavy Trucks 7 17 0 24 0 0 5 12 0 17 6 22 0 28 69
% 3+ Axle Heavy Trucks 0.7 1.7 0 1.2 0 0 0.4 1.2 0 0.8 1.5 2.6 0 2.2 1.3
Eagle Road
I
-
8
4
E
B
O
f
f
R
a
m
p
s
I
-
8
4
E
B
O
n
R
a
m
p
s
Eagle Road
Thru
1012
7
1019
Left
968
17
985
Peds
0
0
0
InOut Total
1797 1980 3777
34 24 58
1831 3835 2004
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
2
0
7
8
0
2
0
7
8
2
2
0
2
2
2
1
0
0
2
1
0
0
0
Thru
968
12
980
Right
1110
5
1115
Peds
0
0
0
Out TotalIn
1405 2078 3483
13 17 30
1418 3513 2095
Le
f
t
82
9
22
85
1
Ri
g
h
t
39
3
6
39
9
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
0
12
2
2
12
2
2
0
28
28
0
12
5
0
12
5
0
Peak Hour Begins at 07:15 AM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Eagle Rd & I-84 EB Ramps
Site Code : 00000000
Start Date : 7/12/2018
Page No : 4
Study: KITT0118
Intersection: Eagle Rd / I-84 EB Ramps
City, State: Boise, Idaho
Control: Signalized
Eagle Road
From North
I-84 EB On
Ramps
From East
Eagle Road
From South
I-84 EB Off Ramps
From West
Start Time Thru Left Peds App. Total Peds App. Total Right Thru Peds App. Total Right Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
08:00 AM 07:00 AM 07:15 AM 08:00 AM
+0 mins.240 247 0 487 0 0 283 231 0 514 129 260 0 389
+15 mins.271 200 0 471 0 0 311 250 0 561 118 179 0 297
+30 mins.271 245 0 516 0 0 283 274 0 557 127 201 0 328
+45 mins.307 232 0 539 0 0 238 225 0 463 119 199 0 318
Total Volume 1089 924 0 2013 0 0 1115 980 0 2095 493 839 0 1332
% App. Total 54.1 45.9 0 0 53.2 46.8 0 37 63 0
PHF .887 .935 .000 .934 .000 .000 .896 .894 .000 .934 .955 .807 .000 .856
General Traffic 1078 888 0 1966 0 0 1110 968 0 2078 486 822 0 1308
% General Traffic 99 96.1 0 97.7 0 0 99.6 98.8 0 99.2 98.6 98 0 98.2
3+ Axle Heavy Trucks 11 36 0 47 0 0 5 12 0 17 7 17 0 24
% 3+ Axle Heavy Trucks 1 3.9 0 2.3 0 0 0.4 1.2 0 0.8 1.4 2 0 1.8
Eagle Road
I
-
8
4
E
B
O
f
f
R
a
m
p
s
I
-
8
4
E
B
O
n
R
a
m
p
s
Eagle Road
Thru
1078
11
1089
Left
888
36
924
Peds
0
0
0
In - Peak Hour: 08:00 AM
1966
47
2013
P
e
d
s
0
0
0
I
n
-
P
e
a
k
H
o
u
r
:
0
7
:
0
0
A
M
0
0
0
Thru
968
12
980
Right
1110
5
1115
Peds
0
0
0
In - Peak Hour: 07:15 AM
2078
17
2095
Le
f
t
82
2
17
83
9
Ri
g
h
t
48
6
7
49
3
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
0
8
:
0
0
A
M
13
0
8
24
13
3
2
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Eagle Rd & I-84 EB Ramps
Site Code : 00000000
Start Date : 7/12/2018
Page No : 5
Study: KITT0118
Intersection: Eagle Rd / I-84 EB Ramps
City, State: Boise, Idaho
Control: Signalized
Eagle Road
From North
I-84 EB On
Ramps
From East
Eagle Road
From South
I-84 EB Off Ramps
From West
Start Time Thru Left Peds App. Total Peds App. Total Right Thru Peds App. Total Right Left Peds App. Total Int. Total
Peak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM 362 215 0 577 0 0 147 256 0 403 90 175 0 265 1245
04:45 PM 366 206 0 572 0 0 146 294 0 440 110 133 0 243 1255
05:00 PM 366 281 0 647 0 0 189 271 0 460 109 129 0 238 1345
05:15 PM 345 226 0 571 0 0 183 259 0 442 129 167 0 296 1309
Total Volume 1439 928 0 2367 0 0 665 1080 0 1745 438 604 0 1042 5154
% App. Total 60.8 39.2 0 0 38.1 61.9 0 42 58 0
PHF .983 .826 .000 .915 .000 .000 .880 .918 .000 .948 .849 .863 .000 .880 .958
General Traffic 1436 913 0 2349 0 0 664 1073 0 1737 438 592 0 1030 5116
% General Traffic 99.8 98.4 0 99.2 0 0 99.8 99.4 0 99.5 100 98.0 0 98.8 99.3
3+ Axle Heavy Trucks 3 15 0 18 0 0 1 7 0 8 0 12 0 12 38
% 3+ Axle Heavy Trucks 0.2 1.6 0 0.8 0 0 0.2 0.6 0 0.5 0 2.0 0 1.2 0.7
Eagle Road
I
-
8
4
E
B
O
f
f
R
a
m
p
s
I
-
8
4
E
B
O
n
R
a
m
p
s
Eagle Road
Thru
1436
3
1439
Left
913
15
928
Peds
0
0
0
InOut Total
1665 2349 4014
19 18 37
1684 4051 2367
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
1
5
7
7
0
1
5
7
7
1
6
0
1
6
1
5
9
3
1
5
9
3
0
Thru
1073
7
1080
Right
664
1
665
Peds
0
0
0
Out TotalIn
1874 1737 3611
3 8 11
1877 3622 1745
Le
f
t
59
2
12
60
4
Ri
g
h
t
43
8
0
43
8
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
0
10
3
0
10
3
0
0
12
12
0
10
4
2
10
4
2
Peak Hour Begins at 04:30 PM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Eagle Rd & I-84 EB Ramps
Site Code : 00000000
Start Date : 7/12/2018
Page No : 6
Study: KITT0118
Intersection: Eagle Rd / I-84 EB Ramps
City, State: Boise, Idaho
Control: Signalized
Eagle Road
From North
I-84 EB On
Ramps
From East
Eagle Road
From South
I-84 EB Off Ramps
From West
Start Time Thru Left Peds App. Total Peds App. Total Right Thru Peds App. Total Right Left Peds App. Total Int. Total
Peak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
04:15 PM 12:00 PM 04:30 PM 04:45 PM
+0 mins.358 233 0 591 0 0 147 256 0 403 110 133 0 243
+15 mins.362 215 0 577 0 0 146 294 0 440 109 129 0 238
+30 mins.366 206 0 572 0 0 189 271 0 460 129 167 0 296
+45 mins.366 281 0 647 0 0 183 259 0 442 105 168 0 273
Total Volume 1452 935 0 2387 0 0 665 1080 0 1745 453 597 0 1050
% App. Total 60.8 39.2 0 0 38.1 61.9 0 43.1 56.9 0
PHF .992 .832 .000 .922 .000 .000 .880 .918 .000 .948 .878 .888 .000 .887
General Traffic 1449 919 0 2368 0 0 664 1073 0 1737 453 576 0 1029
% General Traffic 99.8 98.3 0 99.2 0 0 99.8 99.4 0 99.5 100 96.5 0 98
3+ Axle Heavy Trucks 3 16 0 19 0 0 1 7 0 8 0 21 0 21
% 3+ Axle Heavy Trucks 0.2 1.7 0 0.8 0 0 0.2 0.6 0 0.5 0 3.5 0 2
Eagle Road
I
-
8
4
E
B
O
f
f
R
a
m
p
s
I
-
8
4
E
B
O
n
R
a
m
p
s
Eagle Road
Thru
1449
3
1452
Left
919
16
935
Peds
0
0
0
In - Peak Hour: 04:15 PM
2368
19
2387
P
e
d
s
0
0
0
I
n
-
P
e
a
k
H
o
u
r
:
1
2
:
0
0
P
M
0
0
0
Thru
1073
7
1080
Right
664
1
665
Peds
0
0
0
In - Peak Hour: 04:30 PM
1737
8
1745
Le
f
t
57
6
21
59
7
Ri
g
h
t
45
3
0
45
3
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
0
4
:
4
5
P
M
10
2
9
21
10
5
0
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Eagle Rd & I-84 EB Ramps
Site Code : 00000000
Start Date : 7/12/2018
Page No : 7
Study: KITT0118
Intersection: Eagle Rd / I-84 EB Ramps
City, State: Boise, Idaho
Control: Signalized
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Eagle Rd & I-84 EB Ramps
Site Code : 00000000
Start Date : 7/12/2018
Page No : 8
Study: KITT0118
Intersection: Eagle Rd / I-84 EB Ramps
City, State: Boise, Idaho
Control: Signalized
Image 2
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Eagle Rd & Overland Rd
Site Code : 00000000
Start Date : 7/12/2018
Page No : 1
Study: KITT0118
Intersection: Eagle Rd / Overland Rd
City, State: Boise, Idaho
Control: Signalized
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
Eagle Road
From North
Overland Road
From East
Eagle Road
From South
Overland Road
From West
Start
Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 42 110 74 0 226 80 28 3 0 111 4 249 17 0 270 16 94 100 0 210 817
07:15 AM 54 140 110 0 304 103 50 2 0 155 6 232 25 1 264 10 122 162 1 295 1018
07:30 AM 68 138 107 0 313 142 71 9 0 222 3 254 9 0 266 28 160 171 0 359 1160
07:45 AM 68 213 127 0 408 159 74 8 1 242 7 252 10 1 270 28 147 148 0 323 1243
Total 232 601 418 0 1251 484 223 22 1 730 20 987 61 2 1070 82 523 581 1 1187 4238
08:00 AM 85 171 134 2 392 122 79 6 1 208 4 192 17 2 215 26 156 147 2 331 1146
08:15 AM 77 198 113 0 388 97 70 7 0 174 4 260 15 2 281 21 123 130 2 276 1119
08:30 AM 87 190 117 0 394 103 47 6 0 156 10 252 22 0 284 17 116 134 0 267 1101
08:45 AM 108 191 104 0 403 92 71 6 0 169 10 217 25 0 252 30 121 129 0 280 1104
Total 357 750 468 2 1577 414 267 25 1 707 28 921 79 4 1032 94 516 540 4 1154 4470
--------
04:00 PM 118 235 118 0 471 147 158 27 0 332 10 171 45 1 227 35 136 97 0 268 1298
04:15 PM 120 212 86 0 418 110 203 12 0 325 14 140 47 0 201 39 142 115 0 296 1240
04:30 PM 124 255 96 0 475 142 136 16 0 294 16 177 61 1 255 31 84 72 0 187 1211
04:45 PM 131 230 107 0 468 143 222 31 1 397 14 175 65 0 254 40 148 113 0 301 1420
Total 493 932 407 0 1832 542 719 86 1 1348 54 663 218 2 937 145 510 397 0 1052 5169
05:00 PM 124 259 80 1 464 130 184 30 0 344 17 205 67 1 290 29 107 131 0 267 1365
05:15 PM 113 258 108 0 479 148 205 30 0 383 7 165 57 0 229 40 129 113 0 282 1373
05:30 PM 114 225 100 0 439 120 185 23 1 329 4 169 79 1 253 34 112 117 0 263 1284
05:45 PM 112 254 93 0 459 113 193 23 0 329 10 173 57 0 240 38 101 99 0 238 1266
Total 463 996 381 1 1841 511 767 106 1 1385 38 712 260 2 1012 141 449 460 0 1050 5288
Grand Total 1545 3279 1674 3 6501 1951 1976 239 4 4170 140 3283 618 10 4051 462 1998 1978 5 4443 19165
Apprch %23.8 50.4 25.7 0 46.8 47.4 5.7 0.1 3.5 81 15.3 0.2 10.4 45 44.5 0.1
Total %8.1 17.1 8.7 0 33.9 10.2 10.3 1.2 0 21.8 0.7 17.1 3.2 0.1 21.1 2.4 10.4 10.3 0 23.2
General Traffic 1533 3256 1668 3 6460 1937 1971 238 4 4150 140 3261 617 10 4028 461 1992 1969 5 4427 19065
% General Traffic 99.2 99.3 99.6 100 99.4 99.3 99.7 99.6 100 99.5 100 99.3 99.8 100 99.4 99.8 99.7 99.5 100 99.6 99.5
3+ Axle Heavy Trucks
12 23 6 0 41 14 5 1 0 20 0 22 1 0 23 1 6 9 0 16 100
% 3+ Axle Heavy Trucks
0.8 0.7 0.4 0 0.6 0.7 0.3 0.4 0 0.5 0 0.7 0.2 0 0.6 0.2 0.3 0.5 0 0.4 0.5
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Eagle Rd & Overland Rd
Site Code : 00000000
Start Date : 7/12/2018
Page No : 2
Study: KITT0118
Intersection: Eagle Rd / Overland Rd
City, State: Boise, Idaho
Control: Signalized
Eagle Road
O
v
e
r
l
a
n
d
R
o
a
d
O
v
e
r
l
a
n
d
R
o
a
d
Eagle Road
Right
1533
12
1545
Thru
3256
23
3279
Left
1668
6
1674
Peds
3
0
3
InOut Total
7167 6460 13627
45 41 86
7212 13713 6501
R
i
g
h
t
1
9
3
7
1
4
1
9
5
1
T
h
r
u
1
9
7
1
5
1
9
7
6
L
e
f
t
2
3
8
1
2
3
9
P
e
d
s
4
0
4
O
u
t
T
o
t
a
l
I
n
3
8
0
0
4
1
5
0
7
9
5
0
1
2
2
0
3
2
3
8
1
2
7
9
8
2
4
1
7
0
Left
617
1
618
Thru
3261
22
3283
Right
140
0
140
Peds
10
0
10
Out TotalIn
3955 4028 7983
25 23 48
3980 8031 4051
Le
f
t
19
6
9
9
19
7
8
Th
r
u
19
9
2
6
19
9
8
Ri
g
h
t
46
1
1
46
2
Pe
d
s
5 0 5
To
t
a
l
Ou
t
In
41
2
1
44
2
7
85
4
8
18
16
34
41
3
9
85
8
2
44
4
3
7/12/2018 07:00 AM
7/12/2018 05:45 PM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Eagle Rd & Overland Rd
Site Code : 00000000
Start Date : 7/12/2018
Page No : 3
Study: KITT0118
Intersection: Eagle Rd / Overland Rd
City, State: Boise, Idaho
Control: Signalized
Eagle Road
From North
Overland Road
From East
Eagle Road
From South
Overland Road
From West
Start
Time Right Thru Left Peds
App. Total Right Thru Left Peds
App. Total Right Thru Left Peds
App. Total Right Thru Left Peds
App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:30 AM
07:30 AM 68 138 107 0 313 142 71 9 0 222 3 254 9 0 266 28 160 171 0 359 1160
07:45 AM 68 213 127 0 408 159 74 8 1 242 7 252 10 1 270 28 147 148 0 323 1243
08:00 AM 85 171 134 2 392 122 79 6 1 208 4 192 17 2 215 26 156 147 2 331 1146
08:15 AM 77 198 113 0 388 97 70 7 0 174 4 260 15 2 281 21 123 130 2 276 1119
Total Volume 298 720 481 2 1501 520 294 30 2 846 18 958 51 5 1032 103 586 596 4 1289 4668
% App. Total 19.9 48 32 0.1 61.5 34.8 3.5 0.2 1.7 92.8 4.9 0.5 8 45.5 46.2 0.3
PHF .876 .845 .897 .250 .920 .818 .930 .833 .500 .874 .643 .921 .750 .625 .918 .920 .916 .871 .500 .898 .939
General Traffic
% General Traffic 98.7 99.0 100 100 99.3 98.5 100 100 100 99.1 100 99.6 100 100 99.6 100 99.5 99.2 100 99.4 99.3
3+ Axle Heavy Trucks
4 7 0 0 11 8 0 0 0 8 0 4 0 0 4 0 3 5 0 8 31
% 3+ Axle Heavy Trucks
1.3 1.0 0 0 0.7 1.5 0 0 0 0.9 0 0.4 0 0 0.4 0 0.5 0.8 0 0.6 0.7
Eagle Road
O
v
e
r
l
a
n
d
R
o
a
d
O
v
e
r
l
a
n
d
R
o
a
d
Eagle Road
Right
294
4
298
Thru
713
7
720
Left
481
0
481
Peds
2
0
2
InOut Total
2057 1490 3547
17 11 28
2074 3575 1501
R
i
g
h
t
5
1
2
8
5
2
0
T
h
r
u
2
9
4
0
2
9
4
L
e
f
t
3
0
0
3
0
P
e
d
s
2
0
2
O
u
t
T
o
t
a
l
I
n
1
0
8
2
8
3
8
1
9
2
0
3
8
1
1
1
0
8
5
1
9
3
1
8
4
6
Left
51
0
51
Thru
954
4
958
Right
18
0
18
Peds
5
0
5
Out TotalIn
846 1028 1874
7 4 11
853 1885 1032
Le
f
t
59
1
5
59
6
Th
r
u
58
3
3
58
6
Ri
g
h
t
10
3
0
10
3
Pe
d
s
4 0 4
To
t
a
l
Ou
t
In
63
9
12
8
1
19
2
0
4
8
12
64
3
19
3
2
12
8
9
Peak Hour Begins at 07:30 AM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Eagle Rd & Overland Rd
Site Code : 00000000
Start Date : 7/12/2018
Page No : 4
Study: KITT0118
Intersection: Eagle Rd / Overland Rd
City, State: Boise, Idaho
Control: Signalized
Eagle Road
From North
Overland Road
From East
Eagle Road
From South
Overland Road
From West
Start
Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
07:45 AM 07:30 AM 07:00 AM 07:15 AM
+0 mins.68 213 127 0 408 142 71 9 0 222 4 249 17 0 270 10 122 162 1 295
+15 mins.85 171 134 2 392 159 74 8 1 242 6 232 25 1 264 28 160 171 0 359
+30 mins.77 198 113 0 388 122 79 6 1 208 3 254 9 0 266 28 147 148 0 323
+45 mins.87 190 117 0 394 97 70 7 0 174 7 252 10 1 270 26 156 147 2 331
Total Volume 317 772 491 2 1582 520 294 30 2 846 20 987 61 2 1070 92 585 628 3 1308
% App. Total 20 48.8 31 0.1 61.5 34.8 3.5 0.2 1.9 92.2 5.7 0.2 7 44.7 48 0.2
PHF .911 .906 .916 .250 .969 .818 .930 .833 .500 .874 .714 .971 .610 .500 .991 .821 .914 .918 .375 .911
General Traffic
% General Traffic 98.7 98.8 100 100 99.2 98.5 100 100 100 99.1 100 99.5 100 100 99.5 100 99.5 99.2 100 99.4
3+ Axle Heavy Trucks
4 9 0 0 13 8 0 0 0 8 0 5 0 0 5 0 3 5 0 8
% 3+ Axle Heavy Trucks
1.3 1.2 0 0 0.8 1.5 0 0 0 0.9 0 0.5 0 0 0.5 0 0.5 0.8 0 0.6
Eagle Road
O
v
e
r
l
a
n
d
R
o
a
d
O
v
e
r
l
a
n
d
R
o
a
d
Eagle Road
Right
313
4
317
Thru
763
9
772
Left
491
0
491
Peds
2
0
2
In - Peak Hour: 07:45 AM
1569
13
1582
R
i
g
h
t
5
1
2
8
5
2
0
T
h
r
u
2
9
4
0
2
9
4
L
e
f
t
3
0
0
3
0
P
e
d
s
2
0
2
I
n
-
P
e
a
k
H
o
u
r
:
0
7
:
3
0
A
M
8
3
8
8
8
4
6
Left
61
0
61
Thru
982
5
987
Right
20
0
20
Peds
2
0
2
In - Peak Hour: 07:00 AM
1065
5
1070
Le
f
t
62
3
5
62
8
Th
r
u
58
2
3
58
5
Ri
g
h
t
92
0
92
Pe
d
s
3 0 3
In
-
P
e
a
k
H
o
u
r
:
0
7
:
1
5
A
M
13
0
0
8
13
0
8
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Eagle Rd & Overland Rd
Site Code : 00000000
Start Date : 7/12/2018
Page No : 5
Study: KITT0118
Intersection: Eagle Rd / Overland Rd
City, State: Boise, Idaho
Control: Signalized
Eagle Road
From North
Overland Road
From East
Eagle Road
From South
Overland Road
From West
Start
Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM 131 230 107 0 468 143 222 31 1 397 14 175 65 0 254 40 148 113 0 301 1420
05:00 PM 124 259 80 1 464 130 184 30 0 344 17 205 67 1 290 29 107 131 0 267 1365
05:15 PM 113 258 108 0 479 148 205 30 0 383 7 165 57 0 229 40 129 113 0 282 1373
05:30 PM 114 225 100 0 439 120 185 23 1 329 4 169 79 1 253 34 112 117 0 263 1284
Total Volume 482 972 395 1 1850 541 796 114 2 1453 42 714 268 2 1026 143 496 474 0 1113 5442
% App. Total 26.1 52.5 21.4 0.1 37.2 54.8 7.8 0.1 4.1 69.6 26.1 0.2 12.8 44.6 42.6 0
PHF .920 .938 .914 .250 .966 .914 .896 .919 .500 .915 .618 .871 .848 .500 .884 .894 .838 .905 .000 .924 .958
General Traffic
% General Traffic 100 99.7 99.7 100 99.8 99.8 99.7 99.1 100 99.7 100 99.4 99.6 100 99.5 100 99.6 99.8 0 99.7 99.7
3+ Axle Heavy Trucks
0 3 1 0 4 1 2 1 0 4 0 4 1 0 5 0 2 1 0 3 16
% 3+ Axle Heavy Trucks
0 0.3 0.3 0 0.2 0.2 0.3 0.9 0 0.3 0 0.6 0.4 0 0.5 0 0.4 0.2 0 0.3 0.3
Eagle Road
O
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R
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a
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O
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a
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d
R
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a
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Eagle Road
Right
482
0
482
Thru
969
3
972
Left
394
1
395
Peds
1
0
1
InOut Total
1723 1846 3569
6 4 10
1729 3579 1850
R
i
g
h
t
5
4
0
1
5
4
1
T
h
r
u
7
9
4
2
7
9
6
L
e
f
t
1
1
3
1
1
1
4
P
e
d
s
2
0
2
O
u
t
T
o
t
a
l
I
n
9
3
0
1
4
4
9
2
3
7
9
3
4
7
9
3
3
2
3
8
6
1
4
5
3
Left
267
1
268
Thru
710
4
714
Right
42
0
42
Peds
2
0
2
Out TotalIn
1225 1021 2246
4 5 9
1229 2255 1026
Le
f
t
47
3
1
47
4
Th
r
u
49
4
2
49
6
Ri
g
h
t
14
3
0
14
3
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
15
4
3
11
1
0
26
5
3
3
3
6
15
4
6
26
5
9
11
1
3
Peak Hour Begins at 04:45 PM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Eagle Rd & Overland Rd
Site Code : 00000000
Start Date : 7/12/2018
Page No : 6
Study: KITT0118
Intersection: Eagle Rd / Overland Rd
City, State: Boise, Idaho
Control: Signalized
Eagle Road
From North
Overland Road
From East
Eagle Road
From South
Overland Road
From West
Start
Time Right Thru Left Peds
App. Total Right Thru Left Peds
App. Total Right Thru Left Peds
App. Total Right Thru Left Peds
App. Total Int. Total
Peak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
04:30 PM 04:45 PM 04:30 PM 04:45 PM
+0 mins.124 255 96 0 475 143 222 31 1 397 16 177 61 1 255 40 148 113 0 301
+15 mins.131 230 107 0 468 130 184 30 0 344 14 175 65 0 254 29 107 131 0 267
+30 mins.124 259 80 1 464 148 205 30 0 383 17 205 67 1 290 40 129 113 0 282
+45 mins.113 258 108 0 479 120 185 23 1 329 7 165 57 0 229 34 112 117 0 263
Total Volume 492 1002 391 1 1886 541 796 114 2 1453 54 722 250 2 1028 143 496 474 0 1113
% App. Total 26.1 53.1 20.7 0.1 37.2 54.8 7.8 0.1 5.3 70.2 24.3 0.2 12.8 44.6 42.6 0
PHF .939 .967 .905 .250 .984 .914 .896 .919 .500 .915 .794 .880 .933 .500 .886 .894 .838 .905 .000 .924
General Traffic
% General Traffic 100 99.6 100 100 99.8 99.8 99.7 99.1 100 99.7 100 99.2 99.6 100 99.3 100 99.6 99.8 0 99.7
3+ Axle Heavy Trucks
0 4 0 0 4 1 2 1 0 4 0 6 1 0 7 0 2 1 0 3
% 3+ Axle Heavy Trucks
0 0.4 0 0 0.2 0.2 0.3 0.9 0 0.3 0 0.8 0.4 0 0.7 0 0.4 0.2 0 0.3
Eagle Road
O
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O
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a
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R
o
a
d
Eagle Road
Right
492
0
492
Thru
998
4
1002
Left
391
0
391
Peds
1
0
1
In - Peak Hour: 04:30 PM
1882
4
1886
R
i
g
h
t
5
4
0
1
5
4
1
T
h
r
u
7
9
4
2
7
9
6
L
e
f
t
1
1
3
1
1
1
4
P
e
d
s
2
0
2
I
n
-
P
e
a
k
H
o
u
r
:
0
4
:
4
5
P
M
1
4
4
9
4
1
4
5
3
Left
249
1
250
Thru
716
6
722
Right
54
0
54
Peds
2
0
2
In - Peak Hour: 04:30 PM
1021
7
1028
Le
f
t
47
3
1
47
4
Th
r
u
49
4
2
49
6
Ri
g
h
t
14
3
0
14
3
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
0
4
:
4
5
P
M
11
1
0
3
11
1
3
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Eagle Rd & Overland Rd
Site Code : 00000000
Start Date : 7/12/2018
Page No : 7
Study: KITT0118
Intersection: Eagle Rd / Overland Rd
City, State: Boise, Idaho
Control: Signalized
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Overland Rd & Silverstone Way
Site Code : 00000000
Start Date : 7/12/2018
Page No : 1
Study: KITT0118
Intersection: Overland Rd / Silverstone
City, State: Boise, Idaho
Control: Signalized
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
Silverstone Way
From North
Overland Road
From East
Silverstone Way
From South
Overland Road
From West
Start
Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 3 0 0 0 3 0 121 3 1 125 3 0 5 0 8 20 122 9 0 151 287
07:15 AM 4 0 0 0 4 10 156 4 0 170 5 1 9 1 16 24 160 24 0 208 398
07:30 AM 3 0 0 0 3 6 213 5 0 224 10 2 19 2 33 40 169 13 0 222 482
07:45 AM 2 0 0 0 2 4 198 14 0 216 12 2 31 1 46 52 185 23 0 260 524
Total 12 0 0 0 12 20 688 26 1 735 30 5 64 4 103 136 636 69 0 841 1691
08:00 AM 3 1 2 0 6 2 178 8 0 188 10 0 13 0 23 46 191 9 0 246 463
08:15 AM 3 0 1 0 4 3 155 4 0 162 8 1 15 0 24 37 162 7 0 206 396
08:30 AM 5 0 0 0 5 3 157 9 0 169 8 0 13 1 22 32 164 10 0 206 402
08:45 AM 6 0 1 0 7 3 147 8 0 158 22 1 4 0 27 38 181 7 0 226 418
Total 17 1 4 0 22 11 637 29 0 677 48 2 45 1 96 153 698 33 0 884 1679
--------
04:00 PM 12 0 5 0 17 1 227 11 0 239 17 0 58 0 75 18 223 13 1 255 586
04:15 PM 13 0 5 0 18 3 268 9 0 280 8 2 31 1 42 8 203 12 0 223 563
04:30 PM 19 1 9 0 29 1 256 12 0 269 12 2 70 0 84 9 152 15 0 176 558
04:45 PM 20 0 2 0 22 2 259 16 0 277 10 0 48 0 58 13 237 11 0 261 618
Total 64 1 21 0 86 7 1010 48 0 1065 47 4 207 1 259 48 815 51 1 915 2325
05:00 PM 36 0 8 0 44 2 256 6 0 264 21 0 63 0 84 5 185 5 0 195 587
05:15 PM 30 1 4 0 35 3 296 10 0 309 13 0 46 0 59 11 217 1 0 229 632
05:30 PM 12 1 5 0 18 0 272 12 0 284 11 0 48 0 59 12 215 2 0 229 590
05:45 PM 11 0 5 0 16 0 264 10 0 274 15 0 23 0 38 9 192 4 0 205 533
Total 89 2 22 0 113 5 1088 38 0 1131 60 0 180 0 240 37 809 12 0 858 2342
Grand Total 182 4 47 0 233 43 3423 141 1 3608 185 11 496 6 698 374 2958 165 1 3498 8037
Apprch %78.1 1.7 20.2 0 1.2 94.9 3.9 0 26.5 1.6 71.1 0.9 10.7 84.6 4.7 0
Total %2.3 0 0.6 0 2.9 0.5 42.6 1.8 0 44.9 2.3 0.1 6.2 0.1 8.7 4.7 36.8 2.1 0 43.5
General Traffic 182 4 47 0 233 43 3409 141 1 3594 185 11 495 6 697 373 2946 165 1 3485 8009
% General Traffic 100 100 100 0 100 100 99.6 100 100 99.6 100 100 99.8 100 99.9 99.7 99.6 100 100 99.6 99.7
3+ Axle Heavy Trucks
0 0 0 0 0 0 14 0 0 14 0 0 1 0 1 1 12 0 0 13 28
% 3+ Axle Heavy Trucks
0 0 0 0 0 0 0.4 0 0 0.4 0 0 0.2 0 0.1 0.3 0.4 0 0 0.4 0.3
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Overland Rd & Silverstone Way
Site Code : 00000000
Start Date : 7/12/2018
Page No : 2
Study: KITT0118
Intersection: Overland Rd / Silverstone
City, State: Boise, Idaho
Control: Signalized
Silverstone Way
O
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R
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a
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O
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a
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R
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a
d
Silverstone Way
Right
182
0
182
Thru
4
0
4
Left
47
0
47
Peds
0
0
0
InOut Total
219 233 452
0 0 0
219 452 233
R
i
g
h
t
4
3
0
4
3
T
h
r
u
3
4
0
9
1
4
3
4
2
3
L
e
f
t
1
4
1
0
1
4
1
P
e
d
s
1
0
1
O
u
t
T
o
t
a
l
I
n
3
1
7
8
3
5
9
4
6
7
7
2
1
2
1
4
2
6
3
1
9
0
6
7
9
8
3
6
0
8
Left
495
1
496
Thru
11
0
11
Right
185
0
185
Peds
6
0
6
Out TotalIn
518 697 1215
1 1 2
519 1217 698
Le
f
t
16
5
0
16
5
Th
r
u
29
4
6
12
29
5
8
Ri
g
h
t
37
3
1
37
4
Pe
d
s
1 0 1
To
t
a
l
Ou
t
In
40
8
6
34
8
5
75
7
1
15
13
28
41
0
1
75
9
9
34
9
8
7/12/2018 07:00 AM
7/12/2018 05:45 PM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Overland Rd & Silverstone Way
Site Code : 00000000
Start Date : 7/12/2018
Page No : 3
Study: KITT0118
Intersection: Overland Rd / Silverstone
City, State: Boise, Idaho
Control: Signalized
Silverstone Way
From North
Overland Road
From East
Silverstone Way
From South
Overland Road
From West
Start
Time Right Thru Left Peds
App. Total Right Thru Left Peds
App. Total Right Thru Left Peds
App. Total Right Thru Left Peds
App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:15 AM
07:15 AM 4 0 0 0 4 10 156 4 0 170 5 1 9 1 16 24 160 24 0 208 398
07:30 AM 3 0 0 0 3 6 213 5 0 224 10 2 19 2 33 40 169 13 0 222 482
07:45 AM 2 0 0 0 2 4 198 14 0 216 12 2 31 1 46 52 185 23 0 260 524
08:00 AM 3 1 2 0 6 2 178 8 0 188 10 0 13 0 23 46 191 9 0 246 463
Total Volume 12 1 2 0 15 22 745 31 0 798 37 5 72 4 118 162 705 69 0 936 1867
% App. Total 80 6.7 13.3 0 2.8 93.4 3.9 0 31.4 4.2 61 3.4 17.3 75.3 7.4 0
PHF .750 .250 .250 .000 .625 .550 .874 .554 .000 .891 .771 .625 .581 .500 .641 .779 .923 .719 .000 .900 .891
General Traffic
% General Traffic 100 100 100 0 100 100 99.2 100 0 99.2 100 100 98.6 100 99.2 100 99.1 100 0 99.4 99.3
3+ Axle Heavy Trucks
0 0 0 0 0 0 6 0 0 6 0 0 1 0 1 0 6 0 0 6 13
% 3+ Axle Heavy Trucks
0 0 0 0 0 0 0.8 0 0 0.8 0 0 1.4 0 0.8 0 0.9 0 0 0.6 0.7
Silverstone Way
O
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R
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O
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a
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R
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Silverstone Way
Right
12
0
12
Thru
1
0
1
Left
2
0
2
Peds
0
0
0
InOut Total
96 15 111
0 0 0
96 111 15
R
i
g
h
t
2
2
0
2
2
T
h
r
u
7
3
9
6
7
4
5
L
e
f
t
3
1
0
3
1
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
7
3
8
7
9
2
1
5
3
0
6
6
1
2
7
4
4
1
5
4
2
7
9
8
Left
71
1
72
Thru
5
0
5
Right
37
0
37
Peds
4
0
4
Out TotalIn
194 117 311
0 1 1
194 312 118
Le
f
t
69
0
69
Th
r
u
69
9
6
70
5
Ri
g
h
t
16
2
0
16
2
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
82
2
93
0
17
5
2
7
6
13
82
9
17
6
5
93
6
Peak Hour Begins at 07:15 AM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Overland Rd & Silverstone Way
Site Code : 00000000
Start Date : 7/12/2018
Page No : 4
Study: KITT0118
Intersection: Overland Rd / Silverstone
City, State: Boise, Idaho
Control: Signalized
Silverstone Way
From North
Overland Road
From East
Silverstone Way
From South
Overland Road
From West
Start
Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
08:00 AM 07:15 AM 07:30 AM 07:15 AM
+0 mins.3 1 2 0 6 10 156 4 0 170 10 2 19 2 33 24 160 24 0 208
+15 mins.3 0 1 0 4 6 213 5 0 224 12 2 31 1 46 40 169 13 0 222
+30 mins.5 0 0 0 5 4 198 14 0 216 10 0 13 0 23 52 185 23 0 260
+45 mins.6 0 1 0 7 2 178 8 0 188 8 1 15 0 24 46 191 9 0 246
Total Volume 17 1 4 0 22 22 745 31 0 798 40 5 78 3 126 162 705 69 0 936
% App. Total 77.3 4.5 18.2 0 2.8 93.4 3.9 0 31.7 4 61.9 2.4 17.3 75.3 7.4 0
PHF .708 .250 .500 .000 .786 .550 .874 .554 .000 .891 .833 .625 .629 .375 .685 .779 .923 .719 .000 .900
General Traffic
% General Traffic 100 100 100 0 100 100 99.2 100 0 99.2 100 100 98.7 100 99.2 100 99.1 100 0 99.4
3+ Axle Heavy Trucks
0 0 0 0 0 0 6 0 0 6 0 0 1 0 1 0 6 0 0 6
% 3+ Axle Heavy Trucks
0 0 0 0 0 0 0.8 0 0 0.8 0 0 1.3 0 0.8 0 0.9 0 0 0.6
Silverstone Way
O
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a
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O
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a
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d
R
o
a
d
Silverstone Way
Right
17
0
17
Thru
1
0
1
Left
4
0
4
Peds
0
0
0
In - Peak Hour: 08:00 AM
22
0
22
R
i
g
h
t
2
2
0
2
2
T
h
r
u
7
3
9
6
7
4
5
L
e
f
t
3
1
0
3
1
P
e
d
s
0
0
0
I
n
-
P
e
a
k
H
o
u
r
:
0
7
:
1
5
A
M
7
9
2
6
7
9
8
Left
77
1
78
Thru
5
0
5
Right
40
0
40
Peds
3
0
3
In - Peak Hour: 07:30 AM
125
1
126
Le
f
t
69
0
69
Th
r
u
69
9
6
70
5
Ri
g
h
t
16
2
0
16
2
Pe
d
s
0 0 0
In
-
P
e
a
k
H
o
u
r
:
0
7
:
1
5
A
M
93
0
6
93
6
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Overland Rd & Silverstone Way
Site Code : 00000000
Start Date : 7/12/2018
Page No : 5
Study: KITT0118
Intersection: Overland Rd / Silverstone
City, State: Boise, Idaho
Control: Signalized
Silverstone Way
From North
Overland Road
From East
Silverstone Way
From South
Overland Road
From West
Start
Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM 20 0 2 0 22 2 259 16 0 277 10 0 48 0 58 13 237 11 0 261 618
05:00 PM 36 0 8 0 44 2 256 6 0 264 21 0 63 0 84 5 185 5 0 195 587
05:15 PM 30 1 4 0 35 3 296 10 0 309 13 0 46 0 59 11 217 1 0 229 632
05:30 PM 12 1 5 0 18 0 272 12 0 284 11 0 48 0 59 12 215 2 0 229 590
Total Volume 98 2 19 0 119 7 1083 44 0 1134 55 0 205 0 260 41 854 19 0 914 2427
% App. Total 82.4 1.7 16 0 0.6 95.5 3.9 0 21.2 0 78.8 0 4.5 93.4 2.1 0
PHF .681 .500 .594 .000 .676 .583 .915 .688 .000 .917 .655 .000 .813 .000 .774 .788 .901 .432 .000 .875 .960
General Traffic 1082
% General Traffic 100 100 100 0 100 100 99.9 100 0 99.9 100 0 100 0 100 97.6 99.9 100 0 99.8 99.9
3+ Axle Heavy Trucks
0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 1 0 0 2 3
% 3+ Axle Heavy Trucks
0 0 0 0 0 0 0.1 0 0 0.1 0 0 0 0 0 2.4 0.1 0 0 0.2 0.1
Silverstone Way
O
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R
o
a
d
O
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l
a
n
d
R
o
a
d
Silverstone Way
Right
98
0
98
Thru
2
0
2
Left
19
0
19
Peds
0
0
0
InOut Total
26 119 145
0 0 0
26 145 119
R
i
g
h
t
7
0
7
T
h
r
u
1
0
8
2
1
1
0
8
3
L
e
f
t
4
4
0
4
4
P
e
d
s
0
0
0
O
u
t
T
o
t
a
l
I
n
9
2
7
1
1
3
3
2
0
6
0
1
1
2
9
2
8
2
0
6
2
1
1
3
4
Left
205
0
205
Thru
0
0
0
Right
55
0
55
Peds
0
0
0
Out TotalIn
86 260 346
1 0 1
87 347 260
Le
f
t
19
0
19
Th
r
u
85
3
1
85
4
Ri
g
h
t
40
1
41
Pe
d
s
0 0 0
To
t
a
l
Ou
t
In
13
8
5
91
2
22
9
7
1
2
3
13
8
6
23
0
0
91
4
Peak Hour Begins at 04:45 PM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Overland Rd & Silverstone Way
Site Code : 00000000
Start Date : 7/12/2018
Page No : 6
Study: KITT0118
Intersection: Overland Rd / Silverstone
City, State: Boise, Idaho
Control: Signalized
Silverstone Way
From North
Overland Road
From East
Silverstone Way
From South
Overland Road
From West
Start
Time Right Thru Left Peds
App. Total Right Thru Left Peds
App. Total Right Thru Left Peds
App. Total Right Thru Left Peds
App. Total Int. Total
Peak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
04:30 PM 04:45 PM 04:30 PM 04:00 PM
+0 mins.19 1 9 0 29 2 259 16 0 277 12 2 70 0 84 18 223 13 1 255
+15 mins.20 0 2 0 22 2 256 6 0 264 10 0 48 0 58 8 203 12 0 223
+30 mins.36 0 8 0 44 3 296 10 0 309 21 0 63 0 84 9 152 15 0 176
+45 mins.30 1 4 0 35 0 272 12 0 284 13 0 46 0 59 13 237 11 0 261
Total Volume 105 2 23 0 130 7 1083 44 0 1134 56 2 227 0 285 48 815 51 1 915
% App. Total 80.8 1.5 17.7 0 0.6 95.5 3.9 0 19.6 0.7 79.6 0 5.2 89.1 5.6 0.1
PHF .729 .500 .639 .000 .739 .583 .915 .688 .000 .917 .667 .250 .811 .000 .848 .667 .860 .850 .250 .876
General Traffic
% General Traffic 100 100 100 0 100 100 99.9 100 0 99.9 100 100 100 0 100 100 99.8 100 100 99.8
3+ Axle Heavy Trucks
0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2
% 3+ Axle Heavy Trucks
0 0 0 0 0 0 0.1 0 0 0.1 0 0 0 0 0 0 0.2 0 0 0.2
Silverstone Way
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Silverstone Way
Right
105
0
105
Thru
2
0
2
Left
23
0
23
Peds
0
0
0
In - Peak Hour: 04:30 PM
130
0
130
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7
0
7
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8
2
1
1
0
8
3
L
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4
4
0
4
4
P
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0
0
0
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4
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1
1
3
3
1
1
1
3
4
Left
227
0
227
Thru
2
0
2
Right
56
0
56
Peds
0
0
0
In - Peak Hour: 04:30 PM
285
0
285
Le
f
t
51
0
51
Th
r
u
81
3
2
81
5
Ri
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48
0
48
Pe
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s
1 0 1
In
-
P
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a
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H
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:
0
4
:
0
0
P
M
91
3
2
91
5
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Overland Rd & Silverstone Way
Site Code : 00000000
Start Date : 7/12/2018
Page No : 7
Study: KITT0118
Intersection: Overland Rd / Silverstone
City, State: Boise, Idaho
Control: Signalized
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Overland Rd & Silverstone Way
Site Code : 00000000
Start Date : 7/12/2018
Page No : 8
Study: KITT0118
Intersection: Overland Rd / Silverstone
City, State: Boise, Idaho
Control: Signalized
Image 2
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Overland Rd & Rackham Way - Turns
Site Code : Turns
Start Date : 9/25/2018
Page No : 1
Study: KITT0112a
Intersection: Overland Rd / Rackham Way
City, State: Boise, Idaho
Control: Stop Sign
Groups Printed- General Traffic - 3+ Axle Heavy Trucks
Rackham Way
From North
Overland Road
From East
Overland Road
From West
Start Time Right Left Peds App. Total Right Peds App. Total Left Peds App. Total Int. Total
-----
08:15 AM 0 0 0 0 1 0 1 0 0 0 1
-----
Total 0 0 0 0 1 0 1 0 0 0 1
-----
04:45 PM 2 0 0 2 21 0 21 0 0 0 23
Total 2 0 0 2 21 0 21 0 0 0 23
05:00 PM 0 0 0 0 10 0 10 0 0 0 10
05:15 PM 2 0 0 2 7 0 7 0 0 0 9
05:30 PM 5 0 0 5 17 0 17 0 0 0 22
Grand Total 9 0 0 9 56 0 56 0 0 0 65
Apprch %100 0 0 100 0 0 0
Total %13.8 0 0 13.8 86.2 0 86.2 0 0 0
General Traffic 9 0 0 9 56 0 56 0 0 0 65
% General Traffic 100 0 0 100 100 0 100 0 0 0 100
3+ Axle Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0
% 3+ Axle Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Overland Rd & Rackham Way - Turns
Site Code : Turns
Start Date : 9/25/2018
Page No : 2
Study: KITT0112a
Intersection: Overland Rd / Rackham Way
City, State: Boise, Idaho
Control: Stop Sign
Rackham Way
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Right
9
0
9
Left
0
0
0
Peds
0
0
0
InOut Total
56 9 65
0 0 0
56 65 9
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6
0
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6
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0
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0
5
6
5
6
0
0
0
0
5
6
5
6
Le
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0 0 0
Pe
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0 0 0
To
t
a
l
Ou
t
In
9
0
9
0
0
0
9
9
0 9/25/2018 07:30 AM
9/25/2018 05:30 PM
General Traffic
3+ Axle Heavy Trucks
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Overland Rd & Rackham Way - Turns
Site Code : Turns
Start Date : 9/25/2018
Page No : 3
Study: KITT0112a
Intersection: Overland Rd / Rackham Way
City, State: Boise, Idaho
Control: Stop Sign
Rackham Way
From North
Overland Road
From East
Overland Road
From West
Start Time Right Left Peds App. Total Right Peds App. Total Left Peds App. Total Int. Total
Peak Hour Analysis From 07:30 AM to 11:30 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:30 AM
07:30 AM 0 0 0 0 0 0 0 0 0 0 0
07:45 AM 0 0 0 0 0 0 0 0 0 0 0
08:00 AM 0 0 0 0 0 0 0 0 0 0 0
08:15 AM 0 0 0 0 1 0 1 0 0 0 1
Total Volume 0 0 0 0 1 0 1 0 0 0 1
% App. Total 0 0 0 100 0 0 0
PHF .000 .000 .000 .000 .250 .000 .250 .000 .000 .000 .250
General Traffic 0 0 0 0 1 0 1 0 0 0 1
% General Traffic 0 0 0 0 100 0 100 0 0 0 100
3+ Axle Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0
% 3+ Axle Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0
Rackham Way
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Right
0
0
0
Left
0
0
0
Peds
0
0
0
InOut Total
1 0 1
0 0 0
1 1 0
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0
1
P
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0
0
0
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0
1
1
0
0
0
0
1
1
Le
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0 0 0
Pe
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0 0 0
To
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a
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Ou
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In
0
0
0
0
0
0
0
0
0 Peak Hour Begins at 07:30 AM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Overland Rd & Rackham Way - Turns
Site Code : Turns
Start Date : 9/25/2018
Page No : 4
Study: KITT0112a
Intersection: Overland Rd / Rackham Way
City, State: Boise, Idaho
Control: Stop Sign
Rackham Way
From North
Overland Road
From East
Overland Road
From West
Start Time Right Left Peds App. Total Right Peds App. Total Left Peds App. Total Int. Total
Peak Hour Analysis From 07:30 AM to 11:30 AM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
07:30 AM 07:30 AM 07:30 AM
+0 mins.0 0 0 0 0 0 0 0 0 0
+15 mins.0 0 0 0 0 0 0 0 0 0
+30 mins.0 0 0 0 0 0 0 0 0 0
+45 mins.0 0 0 0 1 0 1 0 0 0
Total Volume 0 0 0 0 1 0 1 0 0 0
% App. Total 0 0 0 100 0 0 0
PHF .000 .000 .000 .000 .250 .000 .250 .000 .000 .000
General Traffic 0 0 0 0 1 0 1 0 0 0
% General Traffic 0 0 0 0 100 0 100 0 0 0
3+ Axle Heavy Trucks 0 0 0 0 0 0 0 0 0 0
% 3+ Axle Heavy Trucks 0 0 0 0 0 0 0 0 0 0
Rackham Way
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Right
0
0
0
Left
0
0
0
Peds
0
0
0
In - Peak Hour: 07:30 AM
0
0
0
R
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1
0
1
P
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0
0
0
I
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7
:
3
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1
0
1
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0 0 0
Pe
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0 0 0
In
-
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:
0
7
:
3
0
A
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0 0 0 General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Overland Rd & Rackham Way - Turns
Site Code : Turns
Start Date : 9/25/2018
Page No : 5
Study: KITT0112a
Intersection: Overland Rd / Rackham Way
City, State: Boise, Idaho
Control: Stop Sign
Rackham Way
From North
Overland Road
From East
Overland Road
From West
Start Time Right Left Peds App. Total Right Peds App. Total Left Peds App. Total Int. Total
Peak Hour Analysis From 11:45 AM to 05:15 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM 0 0 0 0 0 0 0 0 0 0 0
04:45 PM 2 0 0 2 21 0 21 0 0 0 23
05:00 PM 0 0 0 0 10 0 10 0 0 0 10
05:15 PM 2 0 0 2 7 0 7 0 0 0 9
Total Volume 4 0 0 4 38 0 38 0 0 0 42
% App. Total 100 0 0 100 0 0 0
PHF .500 .000 .000 .500 .452 .000 .452 .000 .000 .000 .457
General Traffic 4 0 0 4 38 0 38 0 0 0 42
% General Traffic 100 0 0 100 100 0 100 0 0 0 100
3+ Axle Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0
% 3+ Axle Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0
Rackham Way
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Right
4
0
4
Left
0
0
0
Peds
0
0
0
InOut Total
38 4 42
0 0 0
38 42 4
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3
8
0
3
8
P
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0
0
0
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a
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I
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0
3
8
3
8
0
0
0
0
3
8
3
8
Le
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0 0 0
Pe
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0 0 0
To
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Ou
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In
4
0
4
0
0
0
4
4
0 Peak Hour Begins at 04:30 PM
General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Overland Rd & Rackham Way - Turns
Site Code : Turns
Start Date : 9/25/2018
Page No : 6
Study: KITT0112a
Intersection: Overland Rd / Rackham Way
City, State: Boise, Idaho
Control: Stop Sign
Rackham Way
From North
Overland Road
From East
Overland Road
From West
Start Time Right Left Peds App. Total Right Peds App. Total Left Peds App. Total Int. Total
Peak Hour Analysis From 11:45 AM to 05:15 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
04:30 PM 04:30 PM 11:45 AM
+0 mins.0 0 0 0 0 0 0 0 0 0
+15 mins.2 0 0 2 21 0 21 0 0 0
+30 mins.0 0 0 0 10 0 10 0 0 0
+45 mins.2 0 0 2 7 0 7 0 0 0
Total Volume 4 0 0 4 38 0 38 0 0 0
% App. Total 100 0 0 100 0 0 0
PHF .500 .000 .000 .500 .452 .000 .452 .000 .000 .000
General Traffic 4 0 0 4 38 0 38 0 0 0
% General Traffic 100 0 0 100 100 0 100 0 0 0
3+ Axle Heavy Trucks 0 0 0 0 0 0 0 0 0 0
% 3+ Axle Heavy Trucks 0 0 0 0 0 0 0 0 0 0
Rackham Way
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Right
4
0
4
Left
0
0
0
Peds
0
0
0
In - Peak Hour: 04:30 PM
4
0
4
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3
8
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3
8
P
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0
0
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I
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:
0
4
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P
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0 0 0
Pe
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0 0 0
In
-
P
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H
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:
1
1
:
4
5
A
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0 0 0 General Traffic
3+ Axle Heavy Trucks
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Overland Rd & Rackham Way - Turns
Site Code : Turns
Start Date : 9/25/2018
Page No : 7
Study: KITT0112a
Intersection: Overland Rd / Rackham Way
City, State: Boise, Idaho
Control: Stop Sign
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
Appendix C
Existing Traffic Operation Worksheets
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
101: Eagle Rd & I-84 WB Ramps Existing 2018 - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 482 1 1001 232 1619 0 0 1511 543
Future Volume (vph) 0 0 0 482 1 1001 232 1619 0 0 1511 543
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.88 1.00 0.95 0.91 1.00
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1608 1613 2640 1676 3353 4818 1500
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1608 1613 2640 1676 3353 4818 1500
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 0 0 0 497 1 1032 239 1669 0 0 1558 560
RTOR Reduction (vph) 0 0 0 0 0 44 0 0 0 0 0 254
Lane Group Flow (vph) 0 0 0 248 250 988 239 1669 0 0 1558 306
Heavy Vehicles (%) 0% 0% 0% 1% 0% 2% 2% 2% 0% 0% 2% 2%
Turn Type Split NA pt+ov Prot NA Prot NA Perm
Protected Phases 2 2 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 30.0 30.0 56.5 24.6 91.0 87.4 87.4
Effective Green, g (s) 30.0 30.0 51.5 24.6 91.0 87.4 87.4
Actuated g/C Ratio 0.19 0.19 0.32 0.15 0.57 0.55 0.55
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 301 302 849 257 1907 2631 819
v/s Ratio Prot 0.15 0.16 c0.37 0.14 c0.50 0.32
v/s Ratio Perm 0.20
v/c Ratio 0.82 0.83 1.16 0.93 0.88 0.59 0.37
Uniform Delay, d1 62.5 62.5 54.2 66.8 29.6 24.3 20.7
Progression Factor 1.00 1.00 1.00 0.98 1.03 1.00 1.00
Incremental Delay, d2 16.5 16.8 86.5 32.6 4.9 1.0 1.3
Delay (s)79.0 79.3 140.7 98.3 35.5 25.3 22.0
Level of Service E E F F D C C
Approach Delay (s) 0.0 120.7 43.3 24.5
Approach LOS A F D C
Intersection Summary
HCM 2000 Control Delay 57.4 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.98
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 94.6% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
102: Eagle Rd & I-84 EB Ramps Existing 2018 - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 839 0 433 0 0 0 0 990 0 0 1081 0
Future Volume (vph) 839 0 433 0 0 0 0 990 0 0 1081 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.5 5.5 6.0 6.0
Lane Util. Factor 0.97 1.00 0.95 0.95
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3221 1500 3386 3386
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3221 1500 3386 3386
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 865 0 446 0 0 0 0 1021 0 0 1114 0
RTOR Reduction (vph) 0 0 27 0 0 0 0 0 0 0 0 0
Lane Group Flow (vph) 865 0 419 0 0 0 0 1021 0 0 1114 0
Heavy Vehicles (%) 3% 0% 2% 0% 0% 0% 0% 1% 0% 0% 1% 2%
Turn Type Prot Perm NA Free NA
Protected Phases 6 8 4
Permitted Phases 6 Free
Actuated Green, G (s) 27.8 27.8 40.7 40.7
Effective Green, g (s) 27.8 27.8 40.7 40.7
Actuated g/C Ratio 0.35 0.35 0.51 0.51
Clearance Time (s) 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 3.0 3.0
Lane Grp Cap (vph) 1119 521 1722 1722
v/s Ratio Prot 0.27 0.30 c0.33
v/s Ratio Perm c0.28
v/c Ratio 0.77 0.80 0.59 0.65
Uniform Delay, d1 23.3 23.6 13.8 14.4
Progression Factor 1.00 1.00 1.04 0.43
Incremental Delay, d2 3.1 8.3 0.5 1.4
Delay (s) 26.4 32.0 14.8 7.6
Level of Service C C B A
Approach Delay (s) 28.3 0.0 14.8 7.6
Approach LOS C A B A
Intersection Summary
HCM 2000 Control Delay 17.6 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.71
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 11.5
Intersection Capacity Utilization 69.4% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
102: Eagle Rd & I-84 EB Ramps Existing 2018 - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 839 0 433 0 0 0 0 990 0 0 1081 0
Future Volume (veh/h) 839 0 433 0 0 0 0 990 0 0 1081 0
Initial Q (Qb), veh 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
Parking Bus, Adj 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
Adj Sat Flow, veh/h/ln 1758 0 1772 0 1786 1800 0 1786 0
Adj Flow Rate, veh/h 865 0 446 0 1021 0 0 1114 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 3 0 2 0 1 0 0 1 0
Cap, veh/h 1087 0 503 0 1770 0 1770 0
Arrive On Green 0.33 0.00 0.33 0.00 0.17 0.00 0.00 0.35 0.00
Sat Flow, veh/h 3248 0 1502 0 3483 1525 0 3572 0
Grp Volume(v), veh/h 865 0 446 0 1021 0 0 1114 0
Grp Sat Flow(s),veh/h/ln 1624 0 1502 0 1697 1525 0 1697 0
Q Serve(g_s), s 19.3 0.0 22.5 0.0 22.1 0.0 0.0 21.9 0.0
Cycle Q Clear(g_c), s 19.3 0.0 22.5 0.0 22.1 0.0 0.0 21.9 0.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 1087 0 503 0 1770 0 1770 0
V/C Ratio(X) 0.80 0.00 0.89 0.00 0.58 0.00 0.63 0.00
Avail Cap(c_a), veh/h 1401 0 648 0 1770 0 1770 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 0.33 0.33 1.00 0.67 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.21 0.00 0.00 1.00 0.00
Uniform Delay (d), s/veh 24.1 0.0 25.2 0.0 25.0 0.0 0.0 19.6 0.0
Incr Delay (d2), s/veh 1.9 0.0 10.1 0.0 0.3 0.0 0.0 1.7 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 7.2 0.0 8.8 0.0 9.8 0.0 0.0 8.9 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 26.0 0.0 35.3 0.0 25.3 0.0 0.0 21.3 0.0
LnGrp LOS C A D A C A C A
Approach Vol, veh/h 1311 1021 A 1114
Approach Delay, s/veh 29.2 25.3 21.3
Approach LOS C C C
Timer - Assigned Phs 4 6 8
Phs Duration (G+Y+Rc), s 47.7 32.3 47.7
Change Period (Y+Rc), s 6.0 5.5 6.0
Max Green Setting (Gmax), s 34.0 34.5 34.0
Max Q Clear Time (g_c+I1), s 23.9 24.5 24.1
Green Ext Time (p_c), s 4.9 2.3 4.4
Intersection Summary
HCM 6th Ctrl Delay 25.5
HCM 6th LOS C
Notes
Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
103: Eagle Rd & Overland Rd Existing 2018 - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 596 586 103 30 294 520 51 958 18 481 720 298
Future Volume (vph) 596 586 103 30 294 520 51 958 18 481 720 298
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.95 1.00 0.95 1.00 0.97 0.95 0.97 0.91 0.91
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.98
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.98 1.00 1.00 0.85 1.00 1.00 1.00 0.99 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3285 3306 1709 3420 1493 3317 3410 3317 3222 1354
Flt Permitted 0.95 1.00 0.37 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3285 3306 671 3420 1493 3317 3410 3317 3222 1354
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 634 623 110 32 313 553 54 1019 19 512 766 317
RTOR Reduction (vph) 0 10 0 0 0 45 0 1 0 0 1 137
Lane Group Flow (vph) 634 723 0 32 313 508 54 1037 0 512 797 148
Confl. Peds. (#/hr) 2 5 5 2 4 2 2 4
Heavy Vehicles (%) 1% 1% 0% 0% 0% 2% 0% 0% 0% 0% 1% 1%
Turn Type Prot NA pm+pt NA pm+ov Prot NA Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 2 2 4
Actuated Green, G (s) 32.2 47.1 25.9 20.4 59.5 6.1 50.3 39.1 83.3 83.3
Effective Green, g (s) 32.2 47.1 25.9 20.4 59.5 6.1 50.3 39.1 83.3 83.3
Actuated g/C Ratio 0.20 0.29 0.16 0.13 0.37 0.04 0.31 0.24 0.52 0.52
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 2.0 2.0 2.5 2.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 661 973 144 436 597 126 1072 810 1677 704
v/s Ratio Prot c0.19 0.22 0.01 0.09 c0.21 0.02 c0.30 0.15 0.25
v/s Ratio Perm 0.03 0.13 0.11
v/c Ratio 0.96 0.74 0.22 0.72 0.85 0.43 0.97 0.63 0.47 0.21
Uniform Delay, d1 63.2 51.0 57.3 67.0 46.2 75.2 54.0 54.0 24.4 20.6
Progression Factor 1.00 1.00 1.14 1.07 1.01 1.00 1.00 0.89 1.33 3.13
Incremental Delay, d2 25.0 3.1 0.3 4.5 10.6 0.9 20.7 1.1 0.7 0.5
Delay (s) 88.2 54.1 65.6 75.9 57.5 76.1 74.8 49.0 33.2 65.2
Level of Service F D E E E E E D C E
Approach Delay (s) 69.9 64.2 74.8 44.0
Approach LOS E E E D
Intersection Summary
HCM 2000 Control Delay 61.6 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.94
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 95.1% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
103: Eagle Rd & Overland Rd Existing 2018 - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 596 586 103 30 294 520 51 958 18 481 720 298
Future Volume (veh/h) 596 586 103 30 294 520 51 958 18 481 720 298
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 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1786 1800 1800 1772 1800 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 634 623 110 32 313 553 54 1019 19 512 766 317
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 1 1 1 0 0 2 0 0 0 0 1 1
Cap, veh/h 668 1226 216 267 844 570 95 1043 19 461 1464 618
Arrive On Green 0.20 0.43 0.43 0.01 0.08 0.08 0.03 0.30 0.30 0.22 0.68 0.68
Sat Flow, veh/h 3300 2881 508 1714 3420 1493 3326 3434 64 3429 3572 1509
Grp Volume(v), veh/h 634 366 367 32 313 553 54 507 531 512 766 317
Grp Sat Flow(s),veh/h/ln 1650 1697 1692 1714 1710 1493 1663 1710 1788 1714 1786 1509
Q Serve(g_s), s 30.3 25.3 25.4 2.2 13.9 39.5 2.6 47.0 47.0 21.5 16.9 16.3
Cycle Q Clear(g_c), s 30.3 25.3 25.4 2.2 13.9 39.5 2.6 47.0 47.0 21.5 16.9 16.3
Prop In Lane 1.00 0.30 1.00 1.00 1.00 0.04 1.00 1.00
Lane Grp Cap(c), veh/h 668 722 720 267 844 570 95 520 543 461 1464 618
V/C Ratio(X) 0.95 0.51 0.51 0.12 0.37 0.97 0.57 0.98 0.98 1.11 0.52 0.51
Avail Cap(c_a), veh/h 670 722 720 403 844 570 343 520 543 461 1464 618
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.67 1.67 1.67
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.66 0.66 0.66
Uniform Delay (d), s/veh 63.0 33.7 33.7 44.1 61.7 57.2 76.8 55.1 55.1 62.0 17.6 17.5
Incr Delay (d2), s/veh 22.9 0.6 0.6 0.1 0.1 29.9 2.0 34.1 33.3 68.8 0.9 2.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 14.7 10.5 10.5 1.0 6.4 25.1 1.1 24.5 25.5 12.8 5.4 4.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 85.9 34.2 34.3 44.2 61.8 87.1 78.8 89.3 88.4 130.9 18.5 19.5
LnGrp LOS F C C D E F E F F F B B
Approach Vol, veh/h 1367 898 1092 1595
Approach Delay, s/veh 58.2 76.7 88.3 54.7
Approach LOS E E F D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 36.9 44.0 9.0 70.1 8.3 72.6 26.0 53.1
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 32.5 39.5 16.5 53.5 16.5 55.5 21.5 48.5
Max Q Clear Time (g_c+I1), s 32.3 41.5 4.6 18.9 4.2 27.4 23.5 49.0
Green Ext Time (p_c), s 0.0 0.0 0.0 6.6 0.0 4.6 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 67.1
HCM 6th LOS E
Notes
User approved volume balancing among the lanes for turning movement.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
104: Silverstone Way & Overland Rd Existing 2018 - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 52 707 175 31 744 15 78 5 40 3 1 11
Future Volume (vph) 52 707 175 31 744 15 78 5 40 3 1 11
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 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.97 1.00 1.00 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 3280 1710 3377 1693 1800 1530 1710 1800 1530
Flt Permitted 0.30 1.00 0.26 1.00 0.36 1.00 1.00 0.77 1.00 1.00
Satd. Flow (perm) 546 3280 465 3377 636 1800 1530 1385 1800 1530
Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 58 794 197 35 836 17 88 6 45 3 1 12
RTOR Reduction (vph) 0 8 0 0 1 0 0 0 41 0 0 12
Lane Group Flow (vph) 58 983 0 35 852 0 88 6 5 3 1 0
Confl. Peds. (#/hr) 3 3
Heavy Vehicles (%) 0% 1% 0% 0% 1% 0% 1% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 8 4 4
Actuated Green, G (s) 119.3 114.5 118.5 114.1 23.1 16.0 16.0 6.3 5.2 5.2
Effective Green, g (s) 119.3 114.5 118.5 114.1 23.1 16.0 16.0 6.3 5.2 5.2
Actuated g/C Ratio 0.75 0.72 0.74 0.71 0.14 0.10 0.10 0.04 0.03 0.03
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) 2.0 4.0 2.0 4.0 2.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 442 2347 378 2408 170 180 153 56 58 49
v/s Ratio Prot c0.00 c0.30 0.00 0.25 c0.04 0.00 0.00 0.00
v/s Ratio Perm 0.09 0.07 c0.04 0.00 0.00 0.00
v/c Ratio 0.13 0.42 0.09 0.35 0.52 0.03 0.03 0.05 0.02 0.01
Uniform Delay, d1 5.7 9.2 6.0 8.8 61.9 65.0 65.0 74.0 74.9 74.9
Progression Factor 0.36 0.68 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.0 0.4 0.0 0.4 1.1 0.0 0.0 0.1 0.0 0.0
Delay (s) 2.1 6.7 6.0 9.2 63.0 65.0 65.0 74.1 75.0 74.9
Level of Service A A A A E E E E E E
Approach Delay (s) 6.5 9.1 63.7 74.8
Approach LOS A A E E
Intersection Summary
HCM 2000 Control Delay 11.9 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.44
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 24.0
Intersection Capacity Utilization 57.0% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
104: Silverstone Way & Overland Rd Existing 2018 - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 52 707 175 31 744 15 78 5 40 3 1 11
Future Volume (veh/h) 52 707 175 31 744 15 78 5 40 3 1 11
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1786 1800 1786 1786 1786 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 58 794 197 35 836 17 88 6 45 3 1 12
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Percent Heavy Veh, % 0 1 1 0 1 1 1 0 0 0 0 0
Cap, veh/h 493 1904 472 425 2390 49 228 206 174 133 107 90
Arrive On Green 0.03 0.71 0.71 0.02 0.70 0.70 0.06 0.11 0.11 0.00 0.06 0.06
Sat Flow, veh/h 1714 2693 668 1714 3401 69 1701 1800 1525 1714 1800 1525
Grp Volume(v), veh/h 58 500 491 35 417 436 88 6 45 3 1 12
Grp Sat Flow(s),veh/h/ln 1714 1697 1664 1714 1697 1773 1701 1800 1525 1714 1800 1525
Q Serve(g_s), s 1.5 19.6 19.6 0.9 15.5 15.5 7.6 0.5 4.3 0.3 0.1 1.2
Cycle Q Clear(g_c), s 1.5 19.6 19.6 0.9 15.5 15.5 7.6 0.5 4.3 0.3 0.1 1.2
Prop In Lane 1.00 0.40 1.00 0.04 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 493 1200 1177 425 1193 1246 228 206 174 133 107 90
V/C Ratio(X) 0.12 0.42 0.42 0.08 0.35 0.35 0.39 0.03 0.26 0.02 0.01 0.13
Avail Cap(c_a), veh/h 604 1200 1177 543 1193 1246 277 315 267 277 315 267
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 6.8 9.7 9.7 7.3 9.4 9.4 63.8 63.0 64.7 70.3 70.8 71.4
Incr Delay (d2), s/veh 0.0 1.1 1.1 0.0 0.8 0.8 0.4 0.0 0.3 0.0 0.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.5 7.2 7.1 0.3 5.7 6.0 3.4 0.2 1.7 0.1 0.0 0.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 6.8 10.8 10.8 7.3 10.2 10.1 64.2 63.0 64.9 70.4 70.8 71.6
LnGrp LOS A B B A B B E E E E E E
Approach Vol, veh/h 1049 888 139 16
Approach Delay, s/veh 10.6 10.0 64.4 71.3
Approach LOS B B E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 10.6 118.5 15.4 15.5 9.9 119.1 6.6 24.3
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 15.0 79.0 14.0 28.0 15.0 79.0 14.0 28.0
Max Q Clear Time (g_c+I1), s 3.5 17.5 9.6 3.2 2.9 21.6 2.3 6.3
Green Ext Time (p_c), s 0.0 9.3 0.0 0.0 0.0 11.9 0.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 14.4
HCM 6th LOS B
HCM 6th TWSC ICCU Elks Property TIS
105: Overland Rd & Rackham Way Existing 2018 - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 9
Intersection
Int Delay, s/veh 0
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 1085 844 1 0 0
Future Vol, veh/h 0 1085 844 1 0 0
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - 20 - 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 1179 917 1 0 0
Major/Minor Major1 Major2 Minor2
Conflicting Flow All - 0 - 0 - 459
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - - - - 6.94
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - - - - - 3.32
Pot Cap-1 Maneuver 0 - - - 0 549
Stage 1 0 - - - 0 -
Stage 2 0 - - - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - - - - 549
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB SB
HCM Control Delay, s 0 0 0
HCM LOS A
Minor Lane/Major Mvmt EBT WBT WBRSBLn1
Capacity (veh/h) - - - -
HCM Lane V/C Ratio - - - -
HCM Control Delay (s) - - - 0
HCM Lane LOS - - - A
HCM 95th %tile Q(veh) - - - -
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
201: Eagle Rd & I-84 WB Ramps Existing 2018 - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 627 0 1052 268 1360 0 0 1797 998
Future Volume (vph) 0 0 0 627 0 1052 268 1360 0 0 1797 998
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.88 1.00 0.95 0.91 1.00
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1624 1624 2614 1710 3353 4865 1515
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1624 1624 2614 1710 3353 4865 1515
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow (vph) 0 0 0 674 0 1131 288 1462 0 0 1932 1073
RTOR Reduction (vph) 0 0 0 0 0 42 0 0 0 0 0 377
Lane Group Flow (vph) 0 0 0 337 337 1089 288 1462 0 0 1932 696
Heavy Vehicles (%) 0% 0% 0% 0% 50% 3% 0% 2% 0% 0% 1% 1%
Turn Type Split NA pt+ov Prot NA Prot NA Perm
Protected Phases 2 2 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 34.2 34.2 66.2 21.8 61.3 66.0 66.0
Effective Green, g (s) 34.2 34.2 61.2 21.8 61.3 66.0 66.0
Actuated g/C Ratio 0.24 0.24 0.44 0.16 0.44 0.47 0.47
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 396 396 1142 266 1468 2293 714
v/s Ratio Prot 0.21 0.21 c0.42 0.17 c0.44 0.40
v/s Ratio Perm c0.46
v/c Ratio 0.85 0.85 0.95 1.08 1.00 0.84 0.97
Uniform Delay, d1 50.5 50.5 38.0 59.1 39.2 32.4 36.2
Progression Factor 1.00 1.00 1.00 1.03 0.82 1.00 1.00
Incremental Delay, d2 15.9 15.9 16.6 74.5 20.6 4.0 27.9
Delay (s)66.4 66.4 54.7 135.3 52.6 36.4 64.1
Level of Service E E D F D D E
Approach Delay (s) 0.0 59.1 66.2 46.3
Approach LOS A E E D
Intersection Summary
HCM 2000 Control Delay 55.1 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 1.00
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 114.2% ICU Level of Service H
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
202: Eagle Rd & I-84 EB Ramps Existing 2018 - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 597 0 453 0 0 0 0 1034 0 0 1426 0
Future Volume (vph) 597 0 453 0 0 0 0 1034 0 0 1426 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.5 5.5 6.0 6.0
Lane Util. Factor 0.97 1.00 0.95 0.95
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3252 1530 3420 3420
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3252 1530 3420 3420
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow (vph) 628 0 477 0 0 0 0 1088 0 0 1501 0
RTOR Reduction (vph) 0 0 30 0 0 0 0 0 0 0 0 0
Lane Group Flow (vph) 628 0 447 0 0 0 0 1088 0 0 1501 0
Heavy Vehicles (%) 2% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 2%
Turn Type Prot Perm NA Free NA
Protected Phases 6 8 4
Permitted Phases 6 Free
Actuated Green, G (s) 24.8 24.8 33.7 33.7
Effective Green, g (s) 24.8 24.8 33.7 33.7
Actuated g/C Ratio 0.35 0.35 0.48 0.48
Clearance Time (s) 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 3.0 3.0
Lane Grp Cap (vph) 1152 542 1646 1646
v/s Ratio Prot 0.19 0.32 c0.44
v/s Ratio Perm c0.29
v/c Ratio 0.55 0.82 0.66 0.91
Uniform Delay, d1 18.1 20.6 13.8 16.8
Progression Factor 1.00 1.00 1.18 0.71
Incremental Delay, d2 0.3 9.4 1.1 5.4
Delay (s) 18.4 30.0 17.4 17.3
Level of Service B C B B
Approach Delay (s) 23.4 0.0 17.4 17.3
Approach LOS C A B B
Intersection Summary
HCM 2000 Control Delay 19.2 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.87
Actuated Cycle Length (s) 70.0 Sum of lost time (s) 11.5
Intersection Capacity Utilization 80.8% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
202: Eagle Rd & I-84 EB Ramps Existing 2018 - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 597 0 453 0 0 0 0 1034 0 0 1426 0
Future Volume (veh/h) 597 0 453 0 0 0 0 1034 0 0 1426 0
Initial Q (Qb), veh 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
Parking Bus, Adj 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
Adj Sat Flow, veh/h/ln 1772 0 1800 0 1800 1786 0 1800 0
Adj Flow Rate, veh/h 628 0 477 0 1088 0 0 1501 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 2 0 0 0 0 1 0 0 0
Cap, veh/h 1145 0 533 0 1662 0 1662 0
Arrive On Green 0.35 0.00 0.35 0.00 0.97 0.00 0.00 0.33 0.00
Sat Flow, veh/h 3274 0 1525 0 3510 1514 0 3600 0
Grp Volume(v), veh/h 628 0 477 0 1088 0 0 1501 0
Grp Sat Flow(s),veh/h/ln 1637 0 1525 0 1710 1514 0 1710 0
Q Serve(g_s), s 10.8 0.0 20.7 0.0 1.7 0.0 0.0 29.3 0.0
Cycle Q Clear(g_c), s 10.8 0.0 20.7 0.0 1.7 0.0 0.0 29.3 0.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 1145 0 533 0 1662 0 1662 0
V/C Ratio(X) 0.55 0.00 0.89 0.00 0.65 0.00 0.90 0.00
Avail Cap(c_a), veh/h 1473 0 686 0 1662 0 1662 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 2.00 2.00 1.00 0.67 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.46 0.00 0.00 1.00 0.00
Uniform Delay (d), s/veh 18.3 0.0 21.5 0.0 0.5 0.0 0.0 22.0 0.0
Incr Delay (d2), s/veh 0.2 0.0 10.3 0.0 0.9 0.0 0.0 8.5 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.7 0.0 8.1 0.0 0.4 0.0 0.0 13.2 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 18.5 0.0 31.8 0.0 1.5 0.0 0.0 30.5 0.0
LnGrp LOS B A C A A A C A
Approach Vol, veh/h 1105 1088 A 1501
Approach Delay, s/veh 24.2 1.5 30.5
Approach LOS C A C
Timer - Assigned Phs 4 6 8
Phs Duration (G+Y+Rc), s 40.0 30.0 40.0
Change Period (Y+Rc), s 6.0 5.5 6.0
Max Green Setting (Gmax), s 27.0 31.5 27.0
Max Q Clear Time (g_c+I1), s 31.3 22.7 3.7
Green Ext Time (p_c), s 0.0 1.8 7.4
Intersection Summary
HCM 6th Ctrl Delay 20.1
HCM 6th LOS C
Notes
Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
203: Eagle Rd & Overland Rd Existing 2018 - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 474 496 143 114 796 541 268 714 42 395 972 482
Future Volume (vph) 474 496 143 114 796 541 268 714 42 395 972 482
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.95 1.00 0.95 1.00 0.97 0.95 0.97 0.91 0.91
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.97 1.00 1.00 0.85 1.00 0.99 1.00 0.99 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3317 3295 1693 3420 1530 3317 3357 3317 3253 1392
Flt Permitted 0.95 1.00 0.33 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3317 3295 587 3420 1530 3317 3357 3317 3253 1392
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) 494 517 149 119 829 564 279 744 44 411 1012 502
RTOR Reduction (vph) 0 18 0 0 0 48 0 3 0 0 2 181
Lane Group Flow (vph) 494 648 0 119 829 516 279 785 0 411 1061 271
Confl. Peds. (#/hr) 2 2 2 2
Heavy Vehicles (%) 0% 0% 0% 1% 0% 0% 0% 1% 0% 0% 0% 0%
Turn Type Prot NA pm+pt NA pm+ov Prot NA Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 2 2 4
Actuated Green, G (s) 21.5 48.4 47.5 37.2 57.6 15.7 42.9 20.4 47.6 47.6
Effective Green, g (s) 21.5 48.4 47.5 37.2 57.6 15.7 42.9 20.4 47.6 47.6
Actuated g/C Ratio 0.15 0.35 0.34 0.27 0.41 0.11 0.31 0.15 0.34 0.34
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 2.0 2.0 2.5 2.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 509 1139 280 908 678 371 1028 483 1106 473
v/s Ratio Prot c0.15 0.20 0.03 c0.24 c0.11 0.08 0.23 c0.12 c0.33
v/s Ratio Perm 0.11 0.23 0.19
v/c Ratio 0.97 0.57 0.42 0.91 0.76 0.75 0.76 0.85 0.96 0.57
Uniform Delay, d1 58.9 37.3 33.0 49.8 35.3 60.3 44.0 58.3 45.3 37.9
Progression Factor 1.00 1.00 0.85 0.85 0.80 1.00 1.00 1.06 0.80 0.73
Incremental Delay, d2 32.3 0.7 0.3 12.0 4.3 7.4 5.4 7.1 11.6 2.5
Delay (s) 91.2 38.0 28.5 54.4 32.5 67.7 49.4 68.9 47.9 30.2
Level of Service F D C D C E D E D C
Approach Delay (s) 60.6 44.2 54.2 48.3
Approach LOS E D D D
Intersection Summary
HCM 2000 Control Delay 50.8 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.95
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 96.1% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
203: Eagle Rd & Overland Rd Existing 2018 - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 474 496 143 114 796 541 268 714 42 395 972 482
Future Volume (veh/h) 474 496 143 114 796 541 268 714 42 395 972 482
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1800 1800 1786 1800 1800 1800 1786 1786 1800 1800 1800
Adj Flow Rate, veh/h 494 517 149 119 829 564 279 744 44 411 1012 502
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 0 0 1 0 0 0 1 1 0 0 0
Cap, veh/h 511 976 280 328 965 632 328 986 58 455 1214 514
Arrive On Green 0.15 0.37 0.37 0.04 0.19 0.19 0.10 0.30 0.30 0.27 0.67 0.67
Sat Flow, veh/h 3326 2621 752 1701 3420 1522 3326 3255 192 3429 3600 1523
Grp Volume(v), veh/h 494 336 330 119 829 564 279 388 400 411 1012 502
Grp Sat Flow(s),veh/h/ln 1663 1710 1663 1701 1710 1522 1663 1697 1751 1714 1800 1523
Q Serve(g_s), s 20.7 21.5 21.7 6.9 32.9 39.5 11.6 28.9 28.9 16.2 29.3 44.1
Cycle Q Clear(g_c), s 20.7 21.5 21.7 6.9 32.9 39.5 11.6 28.9 28.9 16.2 29.3 44.1
Prop In Lane 1.00 0.45 1.00 1.00 1.00 0.11 1.00 1.00
Lane Grp Cap(c), veh/h 511 637 619 328 965 632 328 514 530 455 1214 514
V/C Ratio(X) 0.97 0.53 0.53 0.36 0.86 0.89 0.85 0.75 0.75 0.90 0.83 0.98
Avail Cap(c_a), veh/h 511 637 619 420 965 632 439 514 530 527 1214 514
HCM Platoon Ratio 1.00 1.00 1.00 0.67 0.67 0.67 1.00 1.00 1.00 2.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33
Uniform Delay (d), s/veh 58.9 34.3 34.4 33.3 54.1 42.2 62.1 44.1 44.1 50.5 19.9 22.3
Incr Delay (d2), s/veh 31.4 0.8 0.9 0.3 7.5 14.5 9.1 9.9 9.6 6.6 2.4 18.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 10.8 9.0 8.8 2.9 15.5 19.9 5.2 13.1 13.5 6.2 6.7 10.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 90.3 35.1 35.3 33.6 61.6 56.8 71.2 54.0 53.7 57.1 22.2 40.4
LnGrp LOS F D D C E E E D D E C D
Approach Vol, veh/h 1160 1512 1067 1925
Approach Delay, s/veh 58.7 57.6 58.4 34.4
Approach LOS E E E C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 26.0 44.0 18.3 51.7 13.4 56.6 23.1 46.9
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 21.5 39.5 18.5 42.5 16.5 44.5 21.5 39.5
Max Q Clear Time (g_c+I1), s 22.7 41.5 13.6 46.1 8.9 23.7 18.2 30.9
Green Ext Time (p_c), s 0.0 0.0 0.2 0.0 0.1 3.8 0.4 2.8
Intersection Summary
HCM 6th Ctrl Delay 50.1
HCM 6th LOS D
Notes
User approved volume balancing among the lanes for turning movement.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
204: Silverstone Way & Overland Rd Existing 2018 - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 19 854 41 44 1083 7 205 0 55 19 2 98
Future Volume (vph) 19 854 41 44 1083 7 205 0 55 19 2 98
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
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.99 1.00 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 3393 1710 3417 1710 1530 1710 1800 1530
Flt Permitted 0.19 1.00 0.24 1.00 0.51 1.00 0.76 1.00 1.00
Satd. Flow (perm) 337 3393 435 3417 918 1530 1363 1800 1530
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) 20 890 43 46 1128 7 214 0 57 20 2 102
RTOR Reduction (vph) 0 2 0 0 0 0 0 0 47 0 0 93
Lane Group Flow (vph) 20 931 0 46 1135 0 214 0 10 20 2 9
Heavy Vehicles (%) 0% 0% 2% 0% 0% 0% 0% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 8 4 4
Actuated Green, G (s) 84.8 81.5 88.0 83.1 35.6 25.7 16.3 12.4 12.4
Effective Green, g (s) 84.8 81.5 88.0 83.1 35.6 25.7 16.3 12.4 12.4
Actuated g/C Ratio 0.61 0.58 0.63 0.59 0.25 0.18 0.12 0.09 0.09
Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0
Vehicle Extension (s) 2.0 4.0 2.0 4.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 236 1975 318 2028 330 280 168 159 135
v/s Ratio Prot 0.00 0.27 c0.01 c0.33 c0.08 0.00 0.00
v/s Ratio Perm 0.05 0.09 c0.09 0.01 0.01 0.01
v/c Ratio 0.08 0.47 0.14 0.56 0.65 0.04 0.12 0.01 0.07
Uniform Delay, d1 12.6 16.8 11.1 17.3 44.6 47.0 55.3 58.2 58.5
Progression Factor 1.67 1.32 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.0 0.6 0.1 1.1 3.3 0.0 0.1 0.0 0.1
Delay (s) 21.1 22.8 11.2 18.4 47.9 47.0 55.4 58.2 58.6
Level of Service C C B B D D E E E
Approach Delay (s) 22.8 18.2 47.7 58.1
Approach LOS C B D E
Intersection Summary
HCM 2000 Control Delay 25.0 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.60
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 24.0
Intersection Capacity Utilization 67.3% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
204: Silverstone Way & Overland Rd Existing 2018 - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 19 854 41 44 1083 7 205 0 55 19 2 98
Future Volume (veh/h) 19 854 41 44 1083 7 205 0 55 19 2 98
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 20 890 43 46 1128 7 214 0 57 20 2 102
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 0 0 0 0 0 0 0 0 0 0 0
Cap, veh/h 306 2028 98 388 2164 13 340 304 258 195 146 124
Arrive On Green 0.02 0.61 0.61 0.03 0.62 0.62 0.11 0.00 0.17 0.02 0.08 0.08
Sat Flow, veh/h 1714 3321 160 1714 3484 22 1714 1800 1525 1714 1800 1525
Grp Volume(v), veh/h 20 458 475 46 554 581 214 0 57 20 2 102
Grp Sat Flow(s),veh/h/ln 1714 1710 1771 1714 1710 1796 1714 1800 1525 1714 1800 1525
Q Serve(g_s), s 0.6 20.0 20.0 1.4 25.4 25.4 15.0 0.0 4.5 1.5 0.1 9.2
Cycle Q Clear(g_c), s 0.6 20.0 20.0 1.4 25.4 25.4 15.0 0.0 4.5 1.5 0.1 9.2
Prop In Lane 1.00 0.09 1.00 0.01 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 306 1044 1082 388 1062 1116 340 304 258 195 146 124
V/C Ratio(X) 0.07 0.44 0.44 0.12 0.52 0.52 0.63 0.00 0.22 0.10 0.01 0.83
Avail Cap(c_a), veh/h 444 1044 1082 520 1062 1116 340 360 305 334 347 294
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 1.00 1.00
Uniform Delay (d), s/veh 11.8 14.5 14.5 10.8 14.9 14.9 51.0 0.0 50.2 57.3 59.2 63.4
Incr Delay (d2), s/veh 0.0 1.3 1.3 0.1 1.8 1.7 2.8 0.0 0.2 0.1 0.0 5.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.2 7.8 8.1 0.5 9.9 10.3 7.2 0.0 1.8 0.7 0.1 3.8
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 11.9 15.8 15.8 10.9 16.7 16.6 53.8 0.0 50.4 57.4 59.2 68.5
LnGrp LOS B B B B B B D A D E E E
Approach Vol, veh/h 953 1181 271 124
Approach Delay, s/veh 15.7 16.4 53.1 66.6
Approach LOS B B D E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 8.7 93.0 21.0 17.3 10.2 91.5 8.7 29.6
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 14.0 60.0 15.0 27.0 15.0 59.0 14.0 28.0
Max Q Clear Time (g_c+I1), s 2.6 27.4 17.0 11.2 3.4 22.0 3.5 6.5
Green Ext Time (p_c), s 0.0 12.4 0.0 0.1 0.0 9.8 0.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 22.6
HCM 6th LOS C
HCM 6th TWSC ICCU Elks Property TIS
205: Overland Rd & Rackham Way Existing 2018 - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 9
Intersection
Int Delay, s/veh 0
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 933 1447 38 0 4
Future Vol, veh/h 0 933 1447 38 0 4
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - 20 - 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 1014 1573 41 0 4
Major/Minor Major1 Major2 Minor2
Conflicting Flow All - 0 - 0 - 787
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - - - - 6.94
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - - - - - 3.32
Pot Cap-1 Maneuver 0 - - - 0 334
Stage 1 0 - - - 0 -
Stage 2 0 - - - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - - - - 334
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB SB
HCM Control Delay, s 0 0 15.9
HCM LOS C
Minor Lane/Major Mvmt EBT WBT WBRSBLn1
Capacity (veh/h) - - - 334
HCM Lane V/C Ratio - - - 0.013
HCM Control Delay (s) - - - 15.9
HCM Lane LOS - - - C
HCM 95th %tile Q(veh) - - - 0
Appendix D
Mitigated Existing Traffic Operation Worksheets
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
101: Eagle Rd & I-84 WB Ramps Existing 2018 - AM Peak Hour - Mitgated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 482 1 1001 232 1619 0 0 1511 543
Future Volume (vph) 0 0 0 482 1 1001 232 1619 0 0 1511 543
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.76 0.97 0.95 0.91 1.00
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1608 1613 3420 3252 3353 4818 1500
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1608 1613 3420 3252 3353 4818 1500
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 0 0 0 497 1 1032 239 1669 0 0 1558 560
RTOR Reduction (vph) 0 0 0 0 0 44 0 0 0 0 0 231
Lane Group Flow (vph) 0 0 0 248 250 988 239 1669 0 0 1558 329
Heavy Vehicles (%) 0% 0% 0% 1% 0% 2% 2% 2% 0% 0% 2% 2%
Turn Type Split NA custom Prot NA NA Perm
Protected Phases 2 2 2 7 3 8 4
Permitted Phases 4
Actuated Green, G (s) 31.3 31.3 57.3 16.7 90.2 94.0 94.0
Effective Green, g (s) 31.3 31.3 52.3 16.7 90.2 94.0 94.0
Actuated g/C Ratio 0.20 0.20 0.33 0.10 0.56 0.59 0.59
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 314 315 1117 339 1890 2830 881
v/s Ratio Prot 0.15 0.16 c0.29 0.07 c0.50 0.32
v/s Ratio Perm 0.22
v/c Ratio 0.79 0.79 0.88 0.71 0.88 0.55 0.37
Uniform Delay, d1 61.2 61.3 51.0 69.3 30.3 20.1 17.4
Progression Factor 1.00 1.00 1.00 0.97 1.02 1.00 1.00
Incremental Delay, d2 12.4 12.9 8.6 5.7 5.3 0.8 1.2
Delay (s)73.6 74.1 59.6 72.9 36.2 20.9 18.7
Level of Service E E E E D C B
Approach Delay (s) 0.0 64.2 40.8 20.3
Approach LOS A E D C
Intersection Summary
HCM 2000 Control Delay 39.4 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.89
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 82.3% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
103: Eagle Rd & Overland Rd Existing 2018 - AM Peak Hour - Mitgated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 596 586 103 30 294 520 51 958 18 481 720 298
Future Volume (vph) 596 586 103 30 294 520 51 958 18 481 720 298
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.95 1.00
Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 0.98
Flpb, ped/bikes 1.00 1.00 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 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) 3285 4865 1501 3317 4914 1494 3317 4914 1508 3317 3386 1488
Flt Permitted 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 (perm) 3285 4865 1501 3317 4914 1494 3317 4914 1508 3317 3386 1488
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 634 623 110 32 313 553 54 1019 19 512 766 317
RTOR Reduction (vph) 0 0 79 0 0 46 0 0 13 0 0 145
Lane Group Flow (vph) 634 623 31 32 313 507 54 1019 6 512 766 172
Confl. Peds. (#/hr) 2 5 5 2 4 2 2 4
Heavy Vehicles (%) 1% 1% 0% 0% 0% 2% 0% 0% 0% 0% 1% 1%
Turn Type Prot NA Perm Prot NA pm+ov Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 33.4 44.9 44.9 4.1 15.6 57.1 6.1 51.5 51.5 41.5 86.9 86.9
Effective Green, g (s) 33.4 44.9 44.9 4.1 15.6 57.1 6.1 51.5 51.5 41.5 86.9 86.9
Actuated g/C Ratio 0.21 0.28 0.28 0.03 0.10 0.36 0.04 0.32 0.32 0.26 0.54 0.54
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 3.0 2.0 2.0 2.5 2.0 3.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 685 1365 421 84 479 575 126 1581 485 860 1839 808
v/s Ratio Prot c0.19 0.13 0.01 0.06 c0.23 0.02 c0.21 0.15 0.23
v/s Ratio Perm 0.02 0.11 0.00 0.12
v/c Ratio 0.93 0.46 0.07 0.38 0.65 0.88 0.43 0.64 0.01 0.60 0.42 0.21
Uniform Delay, d1 62.1 47.5 42.3 76.7 69.6 48.3 75.2 46.4 36.9 51.9 21.6 18.9
Progression Factor 1.00 1.00 1.00 0.93 1.10 1.06 1.00 1.00 1.00 0.93 1.24 3.49
Incremental Delay, d2 18.4 0.2 0.1 1.0 2.3 14.1 0.9 2.0 0.0 0.7 0.5 0.5
Delay (s) 80.5 47.7 42.3 72.5 78.8 65.4 76.1 48.5 37.0 48.9 27.4 66.4
Level of Service F D D E E E E D D D C E
Approach Delay (s) 62.5 70.3 49.6 42.1
Approach LOS E E D D
Intersection Summary
HCM 2000 Control Delay 54.5 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.83
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 95.1% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
103: Eagle Rd & Overland Rd Existing 2018 - AM Peak Hour - Mitgated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 596 586 103 30 294 520 51 958 18 481 720 298
Future Volume (veh/h) 596 586 103 30 294 520 51 958 18 481 720 298
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 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1800 1800 1800 1772 1800 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 634 623 110 32 313 553 54 1019 19 512 766 317
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 1 1 0 0 0 2 0 0 0 0 1 1
Cap, veh/h 677 2043 637 79 1167 604 95 1369 423 553 1413 628
Arrive On Green 0.21 0.42 0.42 0.01 0.08 0.08 0.03 0.28 0.28 0.28 0.70 0.70
Sat Flow, veh/h 3300 4876 1520 3326 4914 1492 3326 4914 1519 3326 3393 1509
Grp Volume(v), veh/h 634 623 110 32 313 553 54 1019 19 512 766 317
Grp Sat Flow(s),veh/h/ln 1650 1625 1520 1663 1638 1492 1663 1638 1519 1663 1697 1509
Q Serve(g_s), s 30.2 13.6 7.3 1.5 9.6 38.0 2.6 30.2 1.5 24.0 17.7 15.8
Cycle Q Clear(g_c), s 30.2 13.6 7.3 1.5 9.6 38.0 2.6 30.2 1.5 24.0 17.7 15.8
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 677 2043 637 79 1167 604 95 1369 423 553 1413 628
V/C Ratio(X) 0.94 0.30 0.17 0.41 0.27 0.92 0.57 0.74 0.04 0.93 0.54 0.50
Avail Cap(c_a), veh/h 720 2069 645 104 1167 604 125 1369 423 634 1413 628
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.67 1.67 1.67
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.66 0.66 0.66
Uniform Delay (d), s/veh 62.6 31.0 29.1 78.3 60.6 52.4 76.8 52.5 42.2 56.8 16.9 16.6
Incr Delay (d2), s/veh 18.9 0.1 0.1 1.2 0.0 18.4 2.0 3.7 0.2 13.1 1.0 1.9
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 14.3 5.4 2.6 0.7 4.2 22.5 1.1 12.6 0.6 9.9 5.2 4.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 81.4 31.0 29.2 79.5 60.7 70.8 78.8 56.2 42.4 69.9 17.9 18.5
LnGrp LOS F C C E E E E E D E B B
Approach Vol, veh/h 1367 898 1092 1595
Approach Delay, s/veh 54.3 67.6 57.1 34.7
Approach LOS D E E C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 37.3 42.5 9.0 71.1 8.3 71.5 31.1 49.1
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 34.9 38.0 6.0 63.1 5.0 67.9 30.5 38.6
Max Q Clear Time (g_c+I1), s 32.2 40.0 4.6 19.7 3.5 15.6 26.0 32.2
Green Ext Time (p_c), s 0.6 0.0 0.0 6.7 0.0 5.0 0.7 3.2
Intersection Summary
HCM 6th Ctrl Delay 51.0
HCM 6th LOS D
Notes
User approved pedestrian interval to be less than phase max green.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
201: Eagle Rd & I-84 WB Ramps Existing 2018 - PM Peak Hour - Mitgated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 627 0 1052 268 1360 0 0 1797 998
Future Volume (vph) 0 0 0 627 0 1052 268 1360 0 0 1797 998
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.76 0.97 0.95 0.91 1.00
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1624 1624 3387 3317 3353 4865 1515
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1624 1624 3387 3317 3353 4865 1515
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow (vph) 0 0 0 674 0 1131 288 1462 0 0 1932 1073
RTOR Reduction (vph) 0 0 0 0 0 41 0 0 0 0 0 346
Lane Group Flow (vph) 0 0 0 337 337 1090 288 1462 0 0 1932 727
Heavy Vehicles (%) 0% 0% 0% 0% 50% 3% 0% 2% 0% 0% 1% 1%
Turn Type Split NA pt+ov Prot NA Prot NA Perm
Protected Phases 2 2 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 37.6 37.6 64.8 16.0 82.7 88.4 88.4
Effective Green, g (s) 37.6 37.6 59.8 16.0 82.7 88.4 88.4
Actuated g/C Ratio 0.24 0.24 0.37 0.10 0.52 0.55 0.55
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 381 381 1265 331 1733 2687 837
v/s Ratio Prot c0.21 0.21 0.32 0.09 c0.44 0.40
v/s Ratio Perm c0.48
v/c Ratio 0.88 0.88 0.86 0.87 0.84 0.72 0.87
Uniform Delay, d1 59.1 59.1 46.3 71.0 33.1 26.6 30.8
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 20.9 20.9 6.3 21.7 5.2 1.7 11.8
Delay (s)80.0 80.0 52.5 92.7 38.3 28.3 42.6
Level of Service E E D F D C D
Approach Delay (s) 0.0 62.8 47.3 33.4
Approach LOS A E D C
Intersection Summary
HCM 2000 Control Delay 45.2 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.89
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 106.6% ICU Level of Service G
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
203: Eagle Rd & Overland Rd Existing 2018 - PM Peak Hour - Mitgated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 474 496 143 114 796 541 268 714 42 395 972 482
Future Volume (vph) 474 496 143 114 796 541 268 714 42 395 972 482
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.95 1.00
Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 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) 3317 4914 1508 3285 4914 1530 3317 4865 1508 3317 3420 1530
Flt Permitted 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 (perm) 3317 4914 1508 3285 4914 1530 3317 4865 1508 3317 3420 1530
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) 494 517 149 119 829 564 279 744 44 411 1012 502
RTOR Reduction (vph) 0 0 103 0 0 46 0 0 28 0 0 202
Lane Group Flow (vph) 494 517 46 119 829 518 279 744 16 411 1013 300
Confl. Peds. (#/hr) 2 2 2 2
Heavy Vehicles (%) 0% 0% 0% 1% 0% 0% 0% 1% 0% 0% 0% 0%
Turn Type Prot NA Perm Prot NA pm+ov Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 27.0 49.6 49.6 9.5 32.1 58.1 16.9 56.9 56.9 26.0 66.0 66.0
Effective Green, g (s) 27.0 49.6 49.6 9.5 32.1 58.1 16.9 56.9 56.9 26.0 66.0 66.0
Actuated g/C Ratio 0.17 0.31 0.31 0.06 0.20 0.36 0.11 0.36 0.36 0.16 0.41 0.41
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 3.0 2.0 2.0 2.5 2.0 3.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 559 1523 467 195 985 598 350 1730 536 539 1410 631
v/s Ratio Prot c0.15 0.11 0.04 0.17 c0.14 0.08 0.15 0.12 c0.30
v/s Ratio Perm 0.03 0.20 0.01 0.20
v/c Ratio 0.88 0.34 0.10 0.61 0.84 0.87 0.80 0.43 0.03 0.76 0.72 0.48
Uniform Delay, d1 65.0 42.6 39.3 73.4 61.5 47.3 69.9 39.2 33.6 64.0 39.2 34.4
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 15.2 0.1 0.1 3.9 6.3 12.4 11.2 0.8 0.1 6.0 3.2 2.6
Delay (s) 80.2 42.7 39.4 77.4 67.9 59.8 81.0 40.0 33.7 70.1 42.4 36.9
Level of Service F D D E E E F D C E D D
Approach Delay (s) 58.2 65.6 50.5 46.9
Approach LOS E E D D
Intersection Summary
HCM 2000 Control Delay 54.9 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.85
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 92.5% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
203: Eagle Rd & Overland Rd Existing 2018 - PM Peak Hour - Mitgated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 474 496 143 114 796 541 268 714 42 395 972 482
Future Volume (veh/h) 474 496 143 114 796 541 268 714 42 395 972 482
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1800 1800 1786 1800 1800 1800 1786 1800 1800 1800 1800
Adj Flow Rate, veh/h 494 517 149 119 829 564 279 744 44 411 1012 502
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 0 0 1 0 0 0 1 0 0 0 0
Cap, veh/h 538 1725 535 159 1167 573 319 1704 532 462 1342 598
Arrive On Green 0.16 0.35 0.35 0.05 0.24 0.24 0.10 0.35 0.35 0.14 0.39 0.39
Sat Flow, veh/h 3326 4914 1523 3300 4914 1522 3326 4876 1523 3326 3420 1523
Grp Volume(v), veh/h 494 517 149 119 829 564 279 744 44 411 1012 502
Grp Sat Flow(s),veh/h/ln 1663 1638 1523 1650 1638 1522 1663 1625 1523 1663 1710 1523
Q Serve(g_s), s 23.4 12.2 11.3 5.7 24.8 38.0 13.2 18.7 3.1 19.4 40.9 47.8
Cycle Q Clear(g_c), s 23.4 12.2 11.3 5.7 24.8 38.0 13.2 18.7 3.1 19.4 40.9 47.8
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 538 1725 535 159 1167 573 319 1704 532 462 1342 598
V/C Ratio(X) 0.92 0.30 0.28 0.75 0.71 0.98 0.88 0.44 0.08 0.89 0.75 0.84
Avail Cap(c_a), veh/h 592 1725 535 219 1167 573 347 1704 532 655 1342 598
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 0.33 0.33 0.33
Uniform Delay (d), s/veh 66.0 37.6 37.3 75.2 56.0 49.4 71.4 40.0 34.9 67.7 41.9 44.1
Incr Delay (d2), s/veh 18.2 0.1 0.3 5.2 1.7 33.3 19.0 0.8 0.3 3.6 1.3 4.9
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 11.2 4.9 4.2 2.5 10.3 26.7 6.4 7.5 1.2 8.3 16.9 18.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 84.2 37.7 37.6 80.4 57.7 82.7 90.3 40.8 35.2 71.3 43.3 48.9
LnGrp LOS F D D F E F F D D E D D
Approach Vol, veh/h 1160 1512 1067 1925
Approach Delay, s/veh 57.5 68.8 53.5 50.7
Approach LOS E E D D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 30.4 42.5 19.8 67.3 12.2 60.7 26.7 60.4
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 28.5 38.0 16.7 58.8 10.6 55.9 31.5 44.0
Max Q Clear Time (g_c+I1), s 25.4 40.0 15.2 49.8 7.7 14.2 21.4 20.7
Green Ext Time (p_c), s 0.5 0.0 0.1 5.2 0.0 4.2 0.8 4.8
Intersection Summary
HCM 6th Ctrl Delay 57.5
HCM 6th LOS E
Appendix E
ITD Crash Data
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Property Dmg Report 43.59047773 -116.35374276
15
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Property Dmg Report 43.59053989 -116.35352818
16
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Property Dmg Report 43.59039690 -116.35350900
17
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18
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Property Dmg Report 43.59039266 -116.35350823
19
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20
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Property Dmg Report 43.59039690 -116.35352460
21
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Property Dmg Report 43.59040002 -116.35344235
22
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Property Dmg Report 43.59043110 -116.35350673
23
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Property Dmg Report 43.59039690 -116.35352460
24
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Property Dmg Report 43.59039690 -116.35352460
25
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Property Dmg Report 43.59043110 -116.35347454
26
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27
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Property Dmg Report 43.59047773 -116.35346381
28
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Property Dmg Report 43.59039690 -116.35352460
29
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30
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32
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34
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Property Dmg Report 43.59036117 -116.35124294
35
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Property Dmg Report 43.59034560 -116.35134268
36
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Property Dmg Report 43.59038010 -116.34963560
37
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Property Dmg Report 43.59040789 -116.35067238
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Appendix F
Background Traffic Operations Worksheets
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
101: Eagle Rd & I-84 WB Ramps Phase 1 (Year 2020) Background - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/08/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 508 1 1031 242 1675 0 0 1568 559
Future Volume (vph) 0 0 0 508 1 1031 242 1675 0 0 1568 559
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.88 1.00 0.95 0.91 1.00
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1608 1613 2640 1676 3353 4818 1500
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1608 1613 2640 1676 3353 4818 1500
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 0 0 0 524 1 1063 249 1727 0 0 1616 576
RTOR Reduction (vph) 0 0 0 0 0 44 0 0 0 0 0 263
Lane Group Flow (vph) 0 0 0 262 263 1019 249 1727 0 0 1616 313
Heavy Vehicles (%) 0% 0% 0% 1% 0% 2% 2% 2% 0% 0% 2% 2%
Turn Type Split NA pt+ov Prot NA Prot NA Perm
Protected Phases 2 2 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 30.0 30.0 55.8 25.0 91.7 87.0 87.0
Effective Green, g (s) 30.0 30.0 50.8 25.0 91.7 87.0 87.0
Actuated g/C Ratio 0.19 0.19 0.32 0.16 0.57 0.54 0.54
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 301 302 838 261 1921 2619 815
v/s Ratio Prot 0.16 0.16 c0.39 0.15 c0.52 0.34
v/s Ratio Perm 0.21
v/c Ratio 0.87 0.87 1.22 0.95 0.90 0.62 0.38
Uniform Delay, d1 63.1 63.1 54.6 66.9 30.1 25.1 21.1
Progression Factor 1.00 1.00 1.00 0.98 1.11 1.00 1.00
Incremental Delay, d2 22.9 22.8 107.9 37.1 5.8 1.1 1.4
Delay (s)86.0 86.0 162.5 102.5 39.1 26.2 22.4
Level of Service F F F F D C C
Approach Delay (s) 0.0 137.2 47.1 25.2
Approach LOS A F D C
Intersection Summary
HCM 2000 Control Delay 63.6 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 1.02
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 97.4% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
102: Eagle Rd & I-84 EB Ramps Phase 1 (Year 2020) Background - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/17/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 864 0 452 0 0 0 0 1030 0 0 1136 0
Future Volume (vph) 864 0 452 0 0 0 0 1030 0 0 1136 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.5 5.5 6.0 6.0
Lane Util. Factor 0.97 1.00 0.95 0.95
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3221 1500 3386 3386
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3221 1500 3386 3386
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 891 0 466 0 0 0 0 1062 0 0 1171 0
RTOR Reduction (vph) 0 0 26 0 0 0 0 0 0 0 0 0
Lane Group Flow (vph) 891 0 440 0 0 0 0 1062 0 0 1171 0
Heavy Vehicles (%) 3% 0% 2% 0% 0% 0% 0% 1% 0% 0% 1% 2%
Turn Type Prot Perm NA Free NA
Protected Phases 6 8 4
Permitted Phases 6 Free
Actuated Green, G (s) 28.5 28.5 40.0 40.0
Effective Green, g (s) 28.5 28.5 40.0 40.0
Actuated g/C Ratio 0.36 0.36 0.50 0.50
Clearance Time (s) 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 3.0 3.0
Lane Grp Cap (vph) 1147 534 1693 1693
v/s Ratio Prot 0.28 0.31 c0.35
v/s Ratio Perm c0.29
v/c Ratio 0.78 0.82 0.63 0.69
Uniform Delay, d1 22.9 23.5 14.6 15.3
Progression Factor 1.00 1.00 1.06 0.45
Incremental Delay, d2 3.1 9.5 0.2 1.7
Delay (s) 26.0 32.9 15.7 8.6
Level of Service C C B A
Approach Delay (s) 28.4 0.0 15.7 8.6
Approach LOS C A B A
Intersection Summary
HCM 2000 Control Delay 18.2 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.75
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 11.5
Intersection Capacity Utilization 72.3% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
102: Eagle Rd & I-84 EB Ramps Phase 1 (Year 2020) Background - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/08/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 864 0 452 0 0 0 0 1030 1119 0 1136 0
Future Volume (veh/h) 864 0 452 0 0 0 0 1030 1119 0 1136 0
Initial Q (Qb), veh 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
Parking Bus, Adj 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
Adj Sat Flow, veh/h/ln 1758 0 1772 0 1786 1800 0 1786 0
Adj Flow Rate, veh/h 891 0 466 0 1062 0 0 1171 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 3 0 2 0 1 0 0 1 0
Cap, veh/h 1128 0 521 0 1727 0 1727 0
Arrive On Green 0.35 0.00 0.35 0.00 0.17 0.00 0.00 0.17 0.00
Sat Flow, veh/h 3248 0 1502 0 3483 1525 0 3572 0
Grp Volume(v), veh/h 891 0 466 0 1062 0 0 1171 0
Grp Sat Flow(s),veh/h/ln 1624 0 1502 0 1697 1525 0 1697 0
Q Serve(g_s), s 19.7 0.0 23.5 0.0 23.2 0.0 0.0 25.9 0.0
Cycle Q Clear(g_c), s 19.7 0.0 23.5 0.0 23.2 0.0 0.0 25.9 0.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 1128 0 521 0 1727 0 1727 0
V/C Ratio(X) 0.79 0.00 0.89 0.00 0.61 0.00 0.68 0.00
Avail Cap(c_a), veh/h 1401 0 648 0 1727 0 1727 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 0.33 0.33 1.00 0.33 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.09 0.00 0.00 1.00 0.00
Uniform Delay (d), s/veh 23.5 0.0 24.7 0.0 26.0 0.0 0.0 27.1 0.0
Incr Delay (d2), s/veh 1.9 0.0 11.4 0.0 0.1 0.0 0.0 2.2 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 7.3 0.0 9.3 0.0 10.2 0.0 0.0 11.9 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 25.4 0.0 36.1 0.0 26.2 0.0 0.0 29.3 0.0
LnGrp LOS C A D A C A C A
Approach Vol, veh/h 1357 1062 A 1171
Approach Delay, s/veh 29.1 26.2 29.3
Approach LOS C C C
Timer - Assigned Phs 4 6 8
Phs Duration (G+Y+Rc), s 46.7 33.3 46.7
Change Period (Y+Rc), s 6.0 5.5 6.0
Max Green Setting (Gmax), s 34.0 34.5 34.0
Max Q Clear Time (g_c+I1), s 27.9 25.5 25.2
Green Ext Time (p_c), s 3.5 2.3 4.3
Intersection Summary
HCM 6th Ctrl Delay 28.3
HCM 6th LOS C
Notes
Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
103: Eagle Rd & Overland Rd Phase 1 (Year 2020) Background - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/08/2018 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 614 631 106 46 320 555 53 983 34 532 733 307
Future Volume (vph) 614 631 106 46 320 555 53 983 34 532 733 307
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.95 1.00 0.95 1.00 0.97 0.95 0.97 0.91 0.91
Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00 0.98
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.98 1.00 1.00 0.85 1.00 1.00 1.00 0.99 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3285 3309 1709 3420 1492 3317 3401 3317 3222 1354
Flt Permitted 0.95 1.00 0.31 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3285 3309 563 3420 1492 3317 3401 3317 3222 1354
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 653 671 113 49 340 590 56 1046 36 566 780 327
RTOR Reduction (vph) 0 9 0 0 0 44 0 1 0 0 1 145
Lane Group Flow (vph) 653 775 0 49 340 546 56 1081 0 566 812 149
Confl. Peds. (#/hr) 2 5 5 2 4 2 2 4
Heavy Vehicles (%) 1% 1% 0% 0% 0% 2% 0% 0% 0% 0% 1% 1%
Turn Type Prot NA pm+pt NA pm+ov Prot NA Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 2 2 4
Actuated Green, G (s) 32.5 48.5 29.0 22.5 61.9 6.1 47.6 39.4 80.9 80.9
Effective Green, g (s) 32.5 48.5 29.0 22.5 61.9 6.1 47.6 39.4 80.9 80.9
Actuated g/C Ratio 0.20 0.30 0.18 0.14 0.39 0.04 0.30 0.25 0.51 0.51
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 2.0 2.0 2.5 2.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 667 1003 148 480 619 126 1011 816 1629 684
v/s Ratio Prot c0.20 0.23 0.01 0.10 c0.22 0.02 c0.32 0.17 0.25
v/s Ratio Perm 0.05 0.15 0.11
v/c Ratio 0.98 0.77 0.33 0.71 0.88 0.44 1.07 0.69 0.50 0.22
Uniform Delay, d1 63.4 50.7 55.2 65.6 45.6 75.3 56.2 54.8 26.1 22.0
Progression Factor 1.00 1.00 1.14 1.13 1.17 1.00 1.00 0.90 1.32 2.98
Incremental Delay, d2 29.2 3.8 0.5 3.7 13.1 0.9 48.6 1.7 0.8 0.5
Delay (s) 92.7 54.5 63.4 77.7 66.5 76.2 104.8 51.0 35.2 66.0
Level of Service F D E E E E F D D E
Approach Delay (s) 71.8 70.2 103.4 46.0
Approach LOS E E F D
Intersection Summary
HCM 2000 Control Delay 70.1 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.99
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 97.9% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
103: Eagle Rd & Overland Rd Phase 1 (Year 2020) Background - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/08/2018 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 614 631 106 46 320 555 53 983 34 532 733 307
Future Volume (veh/h) 614 631 106 46 320 555 53 983 34 532 733 307
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1786 1800 1800 1772 1800 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 653 671 113 49 340 590 56 1046 36 566 780 327
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 1 1 1 0 0 2 0 0 0 0 1 1
Cap, veh/h 670 1219 205 268 844 570 95 1022 35 461 1460 617
Arrive On Green 0.20 0.42 0.42 0.01 0.08 0.08 0.03 0.30 0.30 0.22 0.68 0.68
Sat Flow, veh/h 3300 2904 489 1714 3420 1493 3326 3373 116 3429 3572 1509
Grp Volume(v), veh/h 653 392 392 49 340 590 56 530 552 566 780 327
Grp Sat Flow(s),veh/h/ln 1650 1697 1696 1714 1710 1493 1663 1710 1779 1714 1786 1509
Q Serve(g_s), s 31.5 27.9 27.9 3.4 15.1 39.5 2.7 48.5 48.5 21.5 17.4 17.2
Cycle Q Clear(g_c), s 31.5 27.9 27.9 3.4 15.1 39.5 2.7 48.5 48.5 21.5 17.4 17.2
Prop In Lane 1.00 0.29 1.00 1.00 1.00 0.07 1.00 1.00
Lane Grp Cap(c), veh/h 670 712 712 268 844 570 95 518 539 461 1460 617
V/C Ratio(X) 0.97 0.55 0.55 0.18 0.40 1.03 0.59 1.02 1.02 1.23 0.53 0.53
Avail Cap(c_a), veh/h 670 712 712 393 844 570 343 518 539 461 1460 617
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.67 1.67 1.67
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.61 0.61 0.61
Uniform Delay (d), s/veh 63.3 35.0 35.0 43.9 62.3 58.1 76.8 55.8 55.8 62.0 17.8 17.7
Incr Delay (d2), s/veh 28.3 0.9 0.9 0.1 0.1 46.9 2.1 45.5 44.8 114.4 0.9 2.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 15.7 11.6 11.6 1.5 7.0 28.5 1.1 26.8 27.7 15.7 5.5 4.8
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 91.6 35.9 35.9 44.1 62.4 105.0 78.9 101.3 100.5 176.4 18.6 19.7
LnGrp LOS F D D D E F E F F F B B
Approach Vol, veh/h 1437 979 1138 1673
Approach Delay, s/veh 61.2 87.1 99.8 72.2
Approach LOS E F F E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 37.0 44.0 9.1 69.9 9.3 71.7 26.0 53.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 32.5 39.5 16.5 53.5 16.5 55.5 21.5 48.5
Max Q Clear Time (g_c+I1), s 33.5 41.5 4.7 19.4 5.4 29.9 23.5 50.5
Green Ext Time (p_c), s 0.0 0.0 0.0 6.7 0.0 4.9 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 78.0
HCM 6th LOS E
Notes
User approved volume balancing among the lanes for turning movement.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
104: Silverstone Way & Overland Rd Phase 1 (Year 2020) Background - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/08/2018 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 142 719 180 32 763 42 80 8 41 26 3 54
Future Volume (vph) 142 719 180 32 763 42 80 8 41 26 3 54
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 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.97 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 3280 1710 3361 1693 1800 1530 1710 1800 1530
Flt Permitted 0.26 1.00 0.27 1.00 0.44 1.00 1.00 0.75 1.00 1.00
Satd. Flow (perm) 464 3280 478 3361 775 1800 1530 1353 1800 1530
Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 160 808 202 36 857 47 90 9 46 29 3 61
RTOR Reduction (vph) 0 8 0 0 2 0 0 0 42 0 0 58
Lane Group Flow (vph) 160 1002 0 36 902 0 90 9 4 29 3 3
Confl. Peds. (#/hr) 3 3
Heavy Vehicles (%) 0% 1% 0% 0% 1% 0% 1% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 8 4 4
Actuated Green, G (s) 122.2 111.7 108.7 104.2 25.7 13.9 13.9 13.9 8.0 8.0
Effective Green, g (s) 122.2 111.7 108.7 104.2 25.7 13.9 13.9 13.9 8.0 8.0
Actuated g/C Ratio 0.76 0.70 0.68 0.65 0.16 0.09 0.09 0.09 0.05 0.05
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) 2.0 4.0 2.0 4.0 2.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 447 2289 359 2188 192 156 132 130 90 76
v/s Ratio Prot c0.03 c0.31 0.00 0.27 c0.03 0.01 0.01 0.00
v/s Ratio Perm 0.25 0.07 c0.04 0.00 0.01 0.00
v/c Ratio 0.36 0.44 0.10 0.41 0.47 0.06 0.03 0.22 0.03 0.04
Uniform Delay, d1 6.7 10.5 8.6 13.3 59.6 67.0 66.9 67.9 72.3 72.3
Progression Factor 0.36 0.67 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.1 0.5 0.0 0.6 0.7 0.1 0.0 0.3 0.1 0.1
Delay (s) 2.5 7.5 8.6 13.9 60.3 67.1 66.9 68.2 72.4 72.4
Level of Service A A A B E E E E E E
Approach Delay (s) 6.8 13.7 62.8 71.1
Approach LOS A B E E
Intersection Summary
HCM 2000 Control Delay 15.6 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.46
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 24.0
Intersection Capacity Utilization 58.3% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
104: Silverstone Way & Overland Rd Phase 1 (Year 2020) Background - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/08/2018 Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 142 719 180 32 763 42 80 8 41 26 3 54
Future Volume (veh/h) 142 719 180 32 763 42 80 8 41 26 3 54
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1786 1800 1786 1786 1786 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 160 808 202 36 857 47 90 9 46 29 3 61
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Percent Heavy Veh, % 0 1 1 0 1 1 1 0 0 0 0 0
Cap, veh/h 476 1889 472 414 2245 123 229 179 152 169 112 95
Arrive On Green 0.04 0.70 0.70 0.02 0.69 0.69 0.06 0.10 0.10 0.02 0.06 0.06
Sat Flow, veh/h 1714 2688 672 1714 3271 179 1701 1800 1525 1714 1800 1525
Grp Volume(v), veh/h 160 510 500 36 445 459 90 9 46 29 3 61
Grp Sat Flow(s),veh/h/ln 1714 1697 1663 1714 1697 1753 1701 1800 1525 1714 1800 1525
Q Serve(g_s), s 4.5 20.4 20.4 1.0 17.8 17.8 7.7 0.7 4.5 2.5 0.3 6.2
Cycle Q Clear(g_c), s 4.5 20.4 20.4 1.0 17.8 17.8 7.7 0.7 4.5 2.5 0.3 6.2
Prop In Lane 1.00 0.40 1.00 0.10 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 476 1192 1169 414 1165 1203 229 179 152 169 112 95
V/C Ratio(X) 0.34 0.43 0.43 0.09 0.38 0.38 0.39 0.05 0.30 0.17 0.03 0.64
Avail Cap(c_a), veh/h 566 1192 1169 532 1165 1203 276 315 267 281 315 267
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 7.9 10.1 10.1 7.9 10.7 10.7 63.3 65.2 66.9 68.1 70.4 73.3
Incr Delay (d2), s/veh 0.2 1.1 1.1 0.0 1.0 0.9 0.4 0.0 0.4 0.2 0.0 2.7
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.6 7.6 7.4 0.4 6.7 6.9 3.4 0.3 1.8 1.1 0.1 2.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 8.0 11.2 11.3 7.9 11.6 11.6 63.7 65.2 67.3 68.3 70.5 75.9
LnGrp LOS A B B A B B E E E E E E
Approach Vol, veh/h 1170 940 145 93
Approach Delay, s/veh 10.8 11.5 64.9 73.4
Approach LOS B B E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 12.6 115.8 15.6 16.0 10.0 118.4 9.6 22.0
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 15.0 79.0 14.0 28.0 15.0 79.0 14.0 28.0
Max Q Clear Time (g_c+I1), s 6.5 19.8 9.7 8.2 3.0 22.4 4.5 6.5
Green Ext Time (p_c), s 0.1 10.1 0.0 0.1 0.0 12.3 0.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 16.9
HCM 6th LOS B
HCM 6th TWSC ICCU Elks Property TIS
105: Overland Rd & Rackham Way Phase 1 (Year 2020) Background - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/08/2018 Page 9
Intersection
Int Delay, s/veh 0.1
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 1197 913 6 0 9
Future Vol, veh/h 0 1197 913 6 0 9
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - 20 - 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 0 0 0 0 0 0
Mvmt Flow 0 1330 1014 7 0 10
Major/Minor Major1 Major2 Minor2
Conflicting Flow All - 0 - 0 - 507
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - - - - 6.9
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - - - - - 3.3
Pot Cap-1 Maneuver 0 - - - 0 516
Stage 1 0 - - - 0 -
Stage 2 0 - - - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - - - - 516
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB SB
HCM Control Delay, s 0 0 12.1
HCM LOS B
Minor Lane/Major Mvmt EBT WBT WBRSBLn1
Capacity (veh/h) - - - 516
HCM Lane V/C Ratio - - - 0.019
HCM Control Delay (s) - - - 12.1
HCM Lane LOS - - - B
HCM 95th %tile Q(veh) - - - 0.1
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
201: Eagle Rd & I-84 WB Ramps Phase 1 (Year 2020) Background - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/08/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 670 0 1084 289 1427 0 0 1875 1028
Future Volume (vph) 0 0 0 670 0 1084 289 1427 0 0 1875 1028
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.88 1.00 0.95 0.91 1.00
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1624 1624 2614 1710 3353 4865 1515
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1624 1624 2614 1710 3353 4865 1515
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow (vph) 0 0 0 720 0 1166 311 1534 0 0 2016 1105
RTOR Reduction (vph) 0 0 0 0 0 41 0 0 0 0 0 374
Lane Group Flow (vph) 0 0 0 360 360 1125 311 1534 0 0 2016 731
Heavy Vehicles (%) 0% 0% 0% 0% 50% 3% 0% 2% 0% 0% 1% 1%
Turn Type Split NA pt+ov Prot NA Prot NA Perm
Protected Phases 2 2 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 34.9 34.9 66.9 21.1 60.6 66.0 66.0
Effective Green, g (s) 34.9 34.9 61.9 21.1 60.6 66.0 66.0
Actuated g/C Ratio 0.25 0.25 0.44 0.15 0.43 0.47 0.47
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 404 404 1155 257 1451 2293 714
v/s Ratio Prot 0.22 0.22 c0.43 0.18 c0.46 0.41
v/s Ratio Perm c0.48
v/c Ratio 0.89 0.89 0.97 1.21 1.06 0.88 1.02
Uniform Delay, d1 50.7 50.7 38.3 59.5 39.7 33.4 37.0
Progression Factor 1.00 1.00 1.00 1.04 0.81 1.00 1.00
Incremental Delay, d2 21.0 21.0 20.3 120.1 38.2 5.2 40.0
Delay (s)71.7 71.7 58.5 181.8 70.3 38.6 77.0
Level of Service E E E F E D E
Approach Delay (s) 0.0 63.6 89.1 52.2
Approach LOS A E F D
Intersection Summary
HCM 2000 Control Delay 65.3 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 1.05
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 118.7% ICU Level of Service H
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
202: Eagle Rd & I-84 EB Ramps Phase 1 (Year 2020) Background - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/17/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 615 0 479 0 0 0 0 1104 0 0 1517 0
Future Volume (vph) 615 0 479 0 0 0 0 1104 0 0 1517 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.5 5.5 6.0 6.0
Lane Util. Factor 0.97 1.00 0.95 0.95
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3252 1530 3420 3420
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3252 1530 3420 3420
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow (vph) 647 0 504 0 0 0 0 1162 0 0 1597 0
RTOR Reduction (vph) 0 0 30 0 0 0 0 0 0 0 0 0
Lane Group Flow (vph) 647 0 474 0 0 0 0 1162 0 0 1597 0
Heavy Vehicles (%) 2% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 2%
Turn Type Prot Perm NA Free NA
Protected Phases 6 8 4
Permitted Phases 6 Free
Actuated Green, G (s) 25.7 25.7 32.8 32.8
Effective Green, g (s) 25.7 25.7 32.8 32.8
Actuated g/C Ratio 0.37 0.37 0.47 0.47
Clearance Time (s) 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 3.0 3.0
Lane Grp Cap (vph) 1193 561 1602 1602
v/s Ratio Prot 0.20 0.34 c0.47
v/s Ratio Perm c0.31
v/c Ratio 0.54 0.85 0.73 1.00
Uniform Delay, d1 17.5 20.3 15.0 18.5
Progression Factor 1.00 1.00 1.22 0.77
Incremental Delay, d2 0.3 10.8 1.2 14.8
Delay (s) 17.8 31.1 19.5 29.2
Level of Service B C B C
Approach Delay (s) 23.6 0.0 19.5 29.2
Approach LOS C A B C
Intersection Summary
HCM 2000 Control Delay 24.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.93
Actuated Cycle Length (s) 70.0 Sum of lost time (s) 11.5
Intersection Capacity Utilization 85.2% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
202: Eagle Rd & I-84 EB Ramps Phase 1 (Year 2020) Background - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/08/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 615 0 479 0 0 0 0 1104 736 0 1517 0
Future Volume (veh/h) 615 0 479 0 0 0 0 1104 736 0 1517 0
Initial Q (Qb), veh 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
Parking Bus, Adj 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
Adj Sat Flow, veh/h/ln 1772 0 1800 0 1800 1786 0 1800 0
Adj Flow Rate, veh/h 647 0 504 0 1162 0 0 1597 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 2 0 0 0 0 1 0 0 0
Cap, veh/h 1199 0 559 0 1606 0 1606 0
Arrive On Green 0.37 0.00 0.37 0.00 0.62 0.00 0.00 0.31 0.00
Sat Flow, veh/h 3274 0 1525 0 3510 1514 0 3600 0
Grp Volume(v), veh/h 647 0 504 0 1162 0 0 1597 0
Grp Sat Flow(s),veh/h/ln 1637 0 1525 0 1710 1514 0 1710 0
Q Serve(g_s), s 10.9 0.0 21.9 0.0 16.3 0.0 0.0 32.6 0.0
Cycle Q Clear(g_c), s 10.9 0.0 21.9 0.0 16.3 0.0 0.0 32.6 0.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 1199 0 559 0 1606 0 1606 0
V/C Ratio(X) 0.54 0.00 0.90 0.00 0.72 0.00 0.99 0.00
Avail Cap(c_a), veh/h 1473 0 686 0 1606 0 1606 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.33 1.33 1.00 0.67 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.30 0.00 0.00 1.00 0.00
Uniform Delay (d), s/veh 17.5 0.0 21.0 0.0 10.0 0.0 0.0 23.9 0.0
Incr Delay (d2), s/veh 0.1 0.0 11.9 0.0 0.9 0.0 0.0 21.2 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.7 0.0 8.8 0.0 3.7 0.0 0.0 17.3 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 17.7 0.0 32.9 0.0 10.9 0.0 0.0 45.1 0.0
LnGrp LOS B A C A B A D A
Approach Vol, veh/h 1151 1162 A 1597
Approach Delay, s/veh 24.4 10.9 45.1
Approach LOS C B D
Timer - Assigned Phs 4 6 8
Phs Duration (G+Y+Rc), s 38.9 31.1 38.9
Change Period (Y+Rc), s 6.0 5.5 6.0
Max Green Setting (Gmax), s 27.0 31.5 27.0
Max Q Clear Time (g_c+I1), s 34.6 23.9 18.3
Green Ext Time (p_c), s 0.0 1.7 4.6
Intersection Summary
HCM 6th Ctrl Delay 28.8
HCM 6th LOS C
Notes
Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
203: Eagle Rd & Overland Rd Phase 1 (Year 2020) Background - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/08/2018 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 488 571 147 163 885 632 276 726 77 487 981 497
Future Volume (vph) 488 571 147 163 885 632 276 726 77 487 981 497
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.95 1.00 0.95 1.00 0.97 0.95 0.97 0.91 0.91
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.97 1.00 1.00 0.85 1.00 0.99 1.00 0.99 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3317 3305 1693 3420 1530 3317 3336 3317 3250 1392
Flt Permitted 0.95 1.00 0.25 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3317 3305 447 3420 1530 3317 3336 3317 3250 1392
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) 508 595 153 170 922 658 288 756 80 507 1022 518
RTOR Reduction (vph) 0 16 0 0 0 46 0 6 0 0 3 181
Lane Group Flow (vph) 508 732 0 170 922 612 288 830 0 507 1076 280
Confl. Peds. (#/hr) 2 2 2 2
Heavy Vehicles (%) 0% 0% 0% 1% 0% 0% 0% 1% 0% 0% 0% 0%
Turn Type Prot NA pm+pt NA pm+ov Prot NA Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 2 2 4
Actuated Green, G (s) 21.5 48.0 51.9 39.2 61.0 16.0 39.5 21.8 45.3 45.3
Effective Green, g (s) 21.5 48.0 51.9 39.2 61.0 16.0 39.5 21.8 45.3 45.3
Actuated g/C Ratio 0.15 0.34 0.37 0.28 0.44 0.11 0.28 0.16 0.32 0.32
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 2.0 2.0 2.5 2.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 509 1133 278 957 715 379 941 516 1051 450
v/s Ratio Prot c0.15 0.22 0.06 c0.27 0.13 0.09 0.25 c0.15 c0.33
v/s Ratio Perm 0.17 0.27 0.20
v/c Ratio 1.00 0.65 0.61 0.96 0.86 0.76 0.88 0.98 1.02 0.62
Uniform Delay, d1 59.2 38.8 31.6 49.7 35.5 60.1 48.0 58.9 47.4 40.1
Progression Factor 1.00 1.00 1.31 1.07 0.72 1.00 1.00 1.08 0.80 0.72
Incremental Delay, d2 39.1 1.3 2.2 17.7 7.9 7.6 11.7 19.8 23.3 2.4
Delay (s) 98.3 40.1 43.5 71.1 33.6 67.7 59.8 83.6 61.4 31.3
Level of Service F D D E C E E F E C
Approach Delay (s) 63.7 54.3 61.8 60.1
Approach LOS E D E E
Intersection Summary
HCM 2000 Control Delay 59.5 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 1.01
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 101.8% ICU Level of Service G
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
203: Eagle Rd & Overland Rd Phase 1 (Year 2020) Background - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/08/2018 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 488 571 147 163 885 632 276 726 77 487 981 497
Future Volume (veh/h) 488 571 147 163 885 632 276 726 77 487 981 497
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1800 1800 1786 1800 1800 1800 1786 1786 1800 1800 1800
Adj Flow Rate, veh/h 508 595 153 170 922 658 288 756 80 507 1029 513
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 0 0 1 0 0 0 1 1 0 0 0
Cap, veh/h 511 945 243 315 965 664 336 873 92 527 1204 509
Arrive On Green 0.15 0.35 0.35 0.06 0.19 0.19 0.10 0.28 0.28 0.26 0.56 0.56
Sat Flow, veh/h 3326 2693 691 1701 3420 1522 3326 3095 327 3429 3600 1523
Grp Volume(v), veh/h 508 377 371 170 922 658 288 414 422 507 1029 513
Grp Sat Flow(s),veh/h/ln 1663 1710 1674 1701 1710 1522 1663 1697 1726 1714 1800 1523
Q Serve(g_s), s 21.4 25.7 25.8 9.8 37.4 39.5 11.9 32.5 32.5 20.4 33.8 46.8
Cycle Q Clear(g_c), s 21.4 25.7 25.8 9.8 37.4 39.5 11.9 32.5 32.5 20.4 33.8 46.8
Prop In Lane 1.00 0.41 1.00 1.00 1.00 0.19 1.00 1.00
Lane Grp Cap(c), veh/h 511 600 588 315 965 664 336 479 487 527 1204 509
V/C Ratio(X) 0.99 0.63 0.63 0.54 0.96 0.99 0.86 0.87 0.87 0.96 0.85 1.01
Avail Cap(c_a), veh/h 511 600 588 372 965 664 439 479 487 527 1204 509
HCM Platoon Ratio 1.00 1.00 1.00 0.67 0.67 0.67 1.00 1.00 1.00 1.67 1.67 1.67
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.18 0.18 0.18
Uniform Delay (d), s/veh 59.2 37.8 37.9 33.4 55.9 43.0 61.9 47.7 47.7 51.7 28.0 30.9
Incr Delay (d2), s/veh 38.4 2.1 2.2 0.5 18.9 32.6 10.1 18.5 18.3 9.5 1.5 18.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 11.6 10.9 10.8 4.2 19.0 26.6 5.4 15.7 15.9 8.3 10.9 15.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 97.5 39.9 40.0 33.9 74.8 75.6 72.0 66.2 66.0 61.2 29.5 49.5
LnGrp LOS F D D C E E E E E E C F
Approach Vol, veh/h 1256 1750 1124 2049
Approach Delay, s/veh 63.3 71.1 67.6 42.4
Approach LOS E E E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 26.0 44.0 18.7 51.3 16.4 53.6 26.0 44.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 21.5 39.5 18.5 42.5 16.5 44.5 21.5 39.5
Max Q Clear Time (g_c+I1), s 23.4 41.5 13.9 48.8 11.8 27.8 22.4 34.5
Green Ext Time (p_c), s 0.0 0.0 0.2 0.0 0.1 4.1 0.0 2.1
Intersection Summary
HCM 6th Ctrl Delay 59.4
HCM 6th LOS E
Notes
User approved volume balancing among the lanes for turning movement.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
204: Silverstone Way & Overland Rd Phase 1 (Year 2020) Background - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/08/2018 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 213 860 42 45 1110 63 211 6 57 100 9 270
Future Volume (vph) 213 860 42 45 1110 63 211 6 57 100 9 270
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 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.99 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 3393 1710 3392 1710 1800 1530 1710 1800 1530
Flt Permitted 0.10 1.00 0.30 1.00 0.74 1.00 1.00 0.75 1.00 1.00
Satd. Flow (perm) 181 3393 537 3392 1334 1800 1530 1357 1800 1530
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) 222 896 44 47 1156 66 220 6 59 104 9 281
RTOR Reduction (vph) 0 2 0 0 3 0 0 0 53 0 0 229
Lane Group Flow (vph) 222 938 0 47 1219 0 220 6 6 104 9 52
Heavy Vehicles (%) 0% 0% 2% 0% 0% 0% 0% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 8 4 4
Actuated Green, G (s) 92.4 81.5 71.5 66.6 29.8 13.8 13.8 29.4 13.6 13.6
Effective Green, g (s) 92.4 81.5 71.5 66.6 29.8 13.8 13.8 29.4 13.6 13.6
Actuated g/C Ratio 0.66 0.58 0.51 0.48 0.21 0.10 0.10 0.21 0.10 0.10
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) 2.0 4.0 2.0 4.0 2.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 335 1975 315 1613 326 177 150 324 174 148
v/s Ratio Prot c0.09 0.28 0.01 c0.36 c0.08 0.00 0.04 0.01
v/s Ratio Perm 0.34 0.07 c0.07 0.00 0.03 0.03
v/c Ratio 0.66 0.48 0.15 0.76 0.67 0.03 0.04 0.32 0.05 0.35
Uniform Delay, d1 26.7 16.9 17.2 30.0 49.8 57.1 57.1 46.5 57.3 59.1
Progression Factor 1.89 1.34 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 2.4 0.5 0.1 3.4 4.3 0.0 0.0 0.2 0.0 0.5
Delay (s) 52.9 23.2 17.3 33.4 54.1 57.1 57.1 46.7 57.4 59.6
Level of Service D C B C D E E D E E
Approach Delay (s) 28.9 32.8 54.8 56.1
Approach LOS C C D E
Intersection Summary
HCM 2000 Control Delay 36.3 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.72
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 24.0
Intersection Capacity Utilization 81.0% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
204: Silverstone Way & Overland Rd Phase 1 (Year 2020) Background - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/08/2018 Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 213 860 42 45 1110 63 211 6 57 100 9 270
Future Volume (veh/h) 213 860 42 45 1110 63 211 6 57 100 9 270
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 222 896 44 47 1156 66 220 6 59 104 9 281
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 0 0 0 0 0 0 0 0 0 0 0
Cap, veh/h 261 1654 81 292 1466 84 444 429 364 419 347 294
Arrive On Green 0.08 0.50 0.50 0.03 0.45 0.45 0.11 0.24 0.24 0.06 0.19 0.19
Sat Flow, veh/h 1714 3318 163 1714 3289 188 1714 1800 1525 1714 1800 1525
Grp Volume(v), veh/h 222 462 478 47 601 621 220 6 59 104 9 281
Grp Sat Flow(s),veh/h/ln 1714 1710 1771 1714 1710 1766 1714 1800 1525 1714 1800 1525
Q Serve(g_s), s 9.5 26.0 26.0 2.1 42.0 42.1 14.1 0.4 4.3 6.7 0.6 25.5
Cycle Q Clear(g_c), s 9.5 26.0 26.0 2.1 42.0 42.1 14.1 0.4 4.3 6.7 0.6 25.5
Prop In Lane 1.00 0.09 1.00 0.11 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 261 853 883 292 762 787 444 429 364 419 347 294
V/C Ratio(X) 0.85 0.54 0.54 0.16 0.79 0.79 0.50 0.01 0.16 0.25 0.03 0.96
Avail Cap(c_a), veh/h 290 853 883 425 762 787 444 429 364 485 347 294
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 28.5 24.1 24.1 21.1 33.2 33.2 37.8 40.7 42.2 41.4 45.8 55.9
Incr Delay (d2), s/veh 17.8 2.5 2.4 0.1 8.1 7.9 0.3 0.0 0.1 0.1 0.0 40.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 5.0 10.8 11.2 0.8 18.6 19.2 6.1 0.2 1.7 2.9 0.3 13.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 46.3 26.6 26.5 21.2 41.3 41.1 38.1 40.8 42.3 41.5 45.8 96.0
LnGrp LOS D C C C D D D D D D D F
Approach Vol, veh/h 1162 1269 285 394
Approach Delay, s/veh 30.3 40.4 39.0 80.4
Approach LOS C D D F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 17.6 68.4 21.0 33.0 10.2 75.8 14.6 39.4
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 14.0 60.0 15.0 27.0 15.0 59.0 14.0 28.0
Max Q Clear Time (g_c+I1), s 11.5 44.1 16.1 27.5 4.1 28.0 8.7 6.3
Green Ext Time (p_c), s 0.1 9.2 0.0 0.0 0.0 9.4 0.1 0.1
Intersection Summary
HCM 6th Ctrl Delay 41.6
HCM 6th LOS D
HCM 6th TWSC ICCU Elks Property TIS
205: Overland Rd & Rockham Way Phase 1 (Year 2020) Background - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/08/2018 Page 9
Intersection
Int Delay, s/veh 0.3
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 1135 1644 49 0 37
Future Vol, veh/h 0 1135 1644 49 0 37
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - 20 - 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 0 0 0 0 0 0
Mvmt Flow 0 1261 1827 54 0 41
Major/Minor Major1 Major2 Minor2
Conflicting Flow All - 0 - 0 - 914
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - - - - 6.9
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - - - - - 3.3
Pot Cap-1 Maneuver 0 - - - 0 279
Stage 1 0 - - - 0 -
Stage 2 0 - - - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - - - - 279
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB SB
HCM Control Delay, s 0 0 20.1
HCM LOS C
Minor Lane/Major Mvmt EBT WBT WBRSBLn1
Capacity (veh/h) - - - 279
HCM Lane V/C Ratio - - - 0.147
HCM Control Delay (s) - - - 20.1
HCM Lane LOS - - - C
HCM 95th %tile Q(veh) - - - 0.5
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
1: Eagle Rd & I-84 WB Ramps Phase 2 (Year 2022) Background - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 523 1 1062 250 1725 0 0 1615 576
Future Volume (vph) 0 0 0 523 1 1062 250 1725 0 0 1615 576
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.88 1.00 0.95 0.91 1.00
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1608 1613 2640 1676 3353 4818 1500
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1608 1613 2640 1676 3353 4818 1500
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 0 0 0 539 1 1095 258 1778 0 0 1665 594
RTOR Reduction (vph) 0 0 0 0 0 45 0 0 0 0 0 271
Lane Group Flow (vph) 0 0 0 269 271 1050 258 1778 0 0 1665 323
Heavy Vehicles (%) 0% 0% 0% 1% 0% 2% 2% 2% 0% 0% 2% 2%
Turn Type Split NA pt+ov Prot NA Prot NA Perm
Protected Phases 2 2 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 30.0 30.0 55.4 25.0 92.1 87.0 87.0
Effective Green, g (s) 30.0 30.0 50.4 25.0 92.1 87.0 87.0
Actuated g/C Ratio 0.19 0.19 0.31 0.16 0.58 0.54 0.54
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 301 302 831 261 1930 2619 815
v/s Ratio Prot 0.17 0.17 c0.40 0.15 c0.53 0.35
v/s Ratio Perm 0.22
v/c Ratio 0.89 0.90 1.26 0.99 0.92 0.64 0.40
Uniform Delay, d1 63.4 63.5 54.8 67.4 30.7 25.5 21.2
Progression Factor 1.00 1.00 1.00 0.98 1.11 1.00 1.00
Incremental Delay, d2 26.6 27.1 128.4 45.0 6.9 1.2 1.4
Delay (s)90.1 90.6 183.2 110.7 41.0 26.6 22.7
Level of Service F F F F D C C
Approach Delay (s) 0.0 152.6 49.8 25.6
Approach LOS A F D C
Intersection Summary
HCM 2000 Control Delay 68.9 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 1.05
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 100.0% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 2 (Year 2022) Background - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/17/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 890 0 465 0 0 0 0 1061 0 0 1169 0
Future Volume (vph) 890 0 465 0 0 0 0 1061 0 0 1169 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.5 5.5 6.0 6.0
Lane Util. Factor 0.97 1.00 0.95 0.95
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3221 1500 3386 3386
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3221 1500 3386 3386
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 918 0 479 0 0 0 0 1094 0 0 1205 0
RTOR Reduction (vph) 0 0 26 0 0 0 0 0 0 0 0 0
Lane Group Flow (vph) 918 0 453 0 0 0 0 1094 0 0 1205 0
Heavy Vehicles (%) 3% 0% 2% 0% 0% 0% 0% 1% 0% 0% 1% 2%
Turn Type Prot Perm NA Free NA
Protected Phases 6 8 4
Permitted Phases 6 Free
Actuated Green, G (s) 29.0 29.0 39.5 39.5
Effective Green, g (s) 29.0 29.0 39.5 39.5
Actuated g/C Ratio 0.36 0.36 0.49 0.49
Clearance Time (s) 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 3.0 3.0
Lane Grp Cap (vph) 1167 543 1671 1671
v/s Ratio Prot 0.29 0.32 c0.36
v/s Ratio Perm c0.30
v/c Ratio 0.79 0.83 0.65 0.72
Uniform Delay, d1 22.7 23.3 15.1 15.9
Progression Factor 1.00 1.00 1.08 0.47
Incremental Delay, d2 3.3 10.2 0.2 1.9
Delay (s) 26.0 33.5 16.6 9.3
Level of Service C C B A
Approach Delay (s) 28.6 0.0 16.6 9.3
Approach LOS C A B A
Intersection Summary
HCM 2000 Control Delay 18.8 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.77
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 11.5
Intersection Capacity Utilization 74.1% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 2 (Year 2022) Background - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 890 0 465 0 0 0 0 1061 1153 0 1169 0
Future Volume (veh/h) 890 0 465 0 0 0 0 1061 1153 0 1169 0
Initial Q (Qb), veh 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
Parking Bus, Adj 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
Adj Sat Flow, veh/h/ln 1758 0 1772 0 1786 1800 0 1786 0
Adj Flow Rate, veh/h 918 0 479 0 1094 0 0 1205 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 3 0 2 0 1 0 0 1 0
Cap, veh/h 1155 0 534 0 1699 0 1699 0
Arrive On Green 0.36 0.00 0.36 0.00 0.17 0.00 0.00 0.17 0.00
Sat Flow, veh/h 3248 0 1502 0 3483 1525 0 3572 0
Grp Volume(v), veh/h 918 0 479 0 1094 0 0 1205 0
Grp Sat Flow(s),veh/h/ln 1624 0 1502 0 1697 1525 0 1697 0
Q Serve(g_s), s 20.3 0.0 24.2 0.0 24.1 0.0 0.0 26.9 0.0
Cycle Q Clear(g_c), s 20.3 0.0 24.2 0.0 24.1 0.0 0.0 26.9 0.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 1155 0 534 0 1699 0 1699 0
V/C Ratio(X) 0.80 0.00 0.90 0.00 0.64 0.00 0.71 0.00
Avail Cap(c_a), veh/h 1401 0 648 0 1699 0 1699 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 0.33 0.33 1.00 0.33 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.09 0.00 0.00 1.00 0.00
Uniform Delay (d), s/veh 23.2 0.0 24.4 0.0 26.7 0.0 0.0 27.9 0.0
Incr Delay (d2), s/veh 2.2 0.0 12.2 0.0 0.2 0.0 0.0 2.5 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 7.5 0.0 9.7 0.0 10.6 0.0 0.0 12.4 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 25.3 0.0 36.6 0.0 26.9 0.0 0.0 30.4 0.0
LnGrp LOS C A D A C A C A
Approach Vol, veh/h 1397 1094 A 1205
Approach Delay, s/veh 29.2 26.9 30.4
Approach LOS C C C
Timer - Assigned Phs 4 6 8
Phs Duration (G+Y+Rc), s 46.1 33.9 46.1
Change Period (Y+Rc), s 6.0 5.5 6.0
Max Green Setting (Gmax), s 34.0 34.5 34.0
Max Q Clear Time (g_c+I1), s 28.9 26.2 26.1
Green Ext Time (p_c), s 3.2 2.3 4.1
Intersection Summary
HCM 6th Ctrl Delay 28.9
HCM 6th LOS C
Notes
Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 2 (Year 2022) Background - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 633 650 109 47 329 572 54 1013 34 547 755 316
Future Volume (vph) 633 650 109 47 329 572 54 1013 34 547 755 316
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.95 1.00 0.95 1.00 0.97 0.95 0.97 0.91 0.91
Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00 0.98
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.98 1.00 1.00 0.85 1.00 1.00 1.00 0.99 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3285 3309 1709 3420 1492 3317 3402 3317 3222 1354
Flt Permitted 0.95 1.00 0.29 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3285 3309 525 3420 1492 3317 3402 3317 3222 1354
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 673 691 116 50 350 609 57 1078 36 582 803 336
RTOR Reduction (vph) 0 9 0 0 0 44 0 1 0 0 2 151
Lane Group Flow (vph) 673 798 0 50 350 565 57 1113 0 582 836 151
Confl. Peds. (#/hr) 2 5 5 2 4 2 2 4
Heavy Vehicles (%) 1% 1% 0% 0% 0% 2% 0% 0% 0% 0% 1% 1%
Turn Type Prot NA pm+pt NA pm+ov Prot NA Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 2 2 4
Actuated Green, G (s) 32.5 49.3 29.8 23.3 61.9 6.2 47.6 38.6 80.0 80.0
Effective Green, g (s) 32.5 49.3 29.8 23.3 61.9 6.2 47.6 38.6 80.0 80.0
Actuated g/C Ratio 0.20 0.31 0.19 0.15 0.39 0.04 0.30 0.24 0.50 0.50
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 2.0 2.0 2.5 2.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 667 1019 145 498 619 128 1012 800 1611 677
v/s Ratio Prot c0.20 0.24 0.01 0.10 c0.22 0.02 c0.33 0.18 0.26
v/s Ratio Perm 0.05 0.16 0.11
v/c Ratio 1.01 0.78 0.34 0.70 0.91 0.45 1.10 0.73 0.52 0.22
Uniform Delay, d1 63.8 50.5 54.6 65.1 46.5 75.2 56.2 55.9 27.0 22.5
Progression Factor 1.00 1.00 1.12 1.12 1.20 1.00 1.00 0.89 1.32 3.03
Incremental Delay, d2 37.1 4.0 0.5 3.4 16.9 0.9 59.5 2.2 0.8 0.5
Delay (s) 100.8 54.5 61.4 76.3 72.8 76.1 115.7 52.2 36.5 68.7
Level of Service F D E E E E F D D E
Approach Delay (s) 75.6 73.5 113.8 47.4
Approach LOS E E F D
Intersection Summary
HCM 2000 Control Delay 74.5 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 1.03
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 99.6% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 2 (Year 2022) Background - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 633 650 109 47 329 572 54 1013 34 547 755 316
Future Volume (veh/h) 633 650 109 47 329 572 54 1013 34 547 755 316
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 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1786 1800 1800 1772 1800 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 673 691 116 50 350 609 57 1078 36 582 803 336
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 1 1 1 0 0 2 0 0 0 0 1 1
Cap, veh/h 670 1218 204 260 844 570 96 1023 34 461 1460 617
Arrive On Green 0.20 0.42 0.42 0.01 0.08 0.08 0.03 0.30 0.30 0.22 0.68 0.68
Sat Flow, veh/h 3300 2905 487 1714 3420 1493 3326 3376 113 3429 3572 1509
Grp Volume(v), veh/h 673 403 404 50 350 609 57 546 568 582 803 336
Grp Sat Flow(s),veh/h/ln 1650 1697 1696 1714 1710 1493 1663 1710 1779 1714 1786 1509
Q Serve(g_s), s 32.5 29.0 29.0 3.5 15.6 39.5 2.7 48.5 48.5 21.5 18.3 18.0
Cycle Q Clear(g_c), s 32.5 29.0 29.0 3.5 15.6 39.5 2.7 48.5 48.5 21.5 18.3 18.0
Prop In Lane 1.00 0.29 1.00 1.00 1.00 0.06 1.00 1.00
Lane Grp Cap(c), veh/h 670 711 711 260 844 570 96 518 539 461 1460 617
V/C Ratio(X) 1.00 0.57 0.57 0.19 0.41 1.07 0.60 1.05 1.05 1.26 0.55 0.54
Avail Cap(c_a), veh/h 670 711 711 385 844 570 343 518 539 461 1460 617
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.67 1.67 1.67
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.57 0.57 0.57
Uniform Delay (d), s/veh 63.8 35.4 35.4 43.9 62.5 58.1 76.8 55.8 55.8 62.0 17.9 17.9
Incr Delay (d2), s/veh 35.8 1.1 1.1 0.1 0.1 57.1 2.2 54.2 53.6 128.3 0.9 2.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 16.8 12.1 12.1 1.5 7.2 30.1 1.2 28.0 29.0 16.6 5.7 4.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 99.5 36.4 36.5 44.1 62.6 115.2 79.0 110.0 109.3 190.4 18.8 19.8
LnGrp LOS F D D D E F E F F F B B
Approach Vol, veh/h 1480 1009 1171 1721
Approach Delay, s/veh 65.1 93.4 108.2 77.0
Approach LOS E F F E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 37.0 44.0 9.1 69.9 9.4 71.6 26.0 53.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 32.5 39.5 16.5 53.5 16.5 55.5 21.5 48.5
Max Q Clear Time (g_c+I1), s 34.5 41.5 4.7 20.3 5.5 31.0 23.5 50.5
Green Ext Time (p_c), s 0.0 0.0 0.0 7.0 0.0 5.0 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 83.6
HCM 6th LOS F
Notes
User approved volume balancing among the lanes for turning movement.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 2 (Year 2022) Background - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 143 741 186 33 786 42 83 8 42 26 3 55
Future Volume (vph) 143 741 186 33 786 42 83 8 42 26 3 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 6.0 6.0 6.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.97 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 3280 1710 3362 1693 1800 1530 1710 1800 1530
Flt Permitted 0.25 1.00 0.25 1.00 0.43 1.00 1.00 0.75 1.00 1.00
Satd. Flow (perm) 449 3280 456 3362 770 1800 1530 1353 1800 1530
Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 161 833 209 37 883 47 93 9 47 29 3 62
RTOR Reduction (vph) 0 8 0 0 2 0 0 0 43 0 0 59
Lane Group Flow (vph) 161 1034 0 37 928 0 93 9 4 29 3 3
Confl. Peds. (#/hr) 3 3
Heavy Vehicles (%) 0% 1% 0% 0% 1% 0% 1% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 8 4 4
Actuated Green, G (s) 122.0 111.5 108.8 104.3 26.0 14.1 14.1 13.9 8.0 8.0
Effective Green, g (s) 122.0 111.5 108.8 104.3 26.0 14.1 14.1 13.9 8.0 8.0
Actuated g/C Ratio 0.76 0.70 0.68 0.65 0.16 0.09 0.09 0.09 0.05 0.05
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) 2.0 4.0 2.0 4.0 2.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 434 2285 345 2191 194 158 134 130 90 76
v/s Ratio Prot c0.03 c0.32 0.00 0.28 c0.04 0.01 0.01 0.00
v/s Ratio Perm 0.26 0.07 c0.04 0.00 0.01 0.00
v/c Ratio 0.37 0.45 0.11 0.42 0.48 0.06 0.03 0.22 0.03 0.04
Uniform Delay, d1 6.9 10.7 8.6 13.4 59.5 66.9 66.7 67.9 72.3 72.3
Progression Factor 0.44 0.76 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 0.6 0.7 0.1 0.0 0.3 0.1 0.1
Delay (s) 3.1 8.6 8.6 14.0 60.2 66.9 66.7 68.2 72.4 72.4
Level of Service A A A B E E E E E E
Approach Delay (s) 7.8 13.8 62.7 71.1
Approach LOS A B E E
Intersection Summary
HCM 2000 Control Delay 16.1 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.48
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 24.0
Intersection Capacity Utilization 59.2% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 2 (Year 2022) Background - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 143 741 186 33 786 42 83 8 42 26 3 55
Future Volume (veh/h) 143 741 186 33 786 42 83 8 42 26 3 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/ln 1800 1786 1786 1800 1786 1786 1786 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 161 833 209 37 883 47 93 9 47 29 3 62
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Percent Heavy Veh, % 0 1 1 0 1 1 1 0 0 0 0 0
Cap, veh/h 463 1882 472 400 2242 119 232 183 155 169 112 95
Arrive On Green 0.04 0.70 0.70 0.03 0.68 0.68 0.06 0.10 0.10 0.02 0.06 0.06
Sat Flow, veh/h 1714 2686 674 1714 3277 174 1701 1800 1525 1714 1800 1525
Grp Volume(v), veh/h 161 526 516 37 457 473 93 9 47 29 3 62
Grp Sat Flow(s),veh/h/ln 1714 1697 1663 1714 1697 1754 1701 1800 1525 1714 1800 1525
Q Serve(g_s), s 4.5 21.5 21.5 1.0 18.6 18.6 8.0 0.7 4.6 2.5 0.3 6.4
Cycle Q Clear(g_c), s 4.5 21.5 21.5 1.0 18.6 18.6 8.0 0.7 4.6 2.5 0.3 6.4
Prop In Lane 1.00 0.41 1.00 0.10 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 463 1189 1165 400 1161 1200 232 183 155 169 112 95
V/C Ratio(X) 0.35 0.44 0.44 0.09 0.39 0.39 0.40 0.05 0.30 0.17 0.03 0.65
Avail Cap(c_a), veh/h 553 1189 1165 517 1161 1200 276 315 267 280 315 267
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 8.1 10.4 10.4 8.1 10.9 10.9 63.1 64.9 66.6 68.1 70.4 73.3
Incr Delay (d2), s/veh 0.2 1.2 1.2 0.0 1.0 1.0 0.4 0.0 0.4 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/ln 1.6 8.0 7.8 0.4 7.0 7.3 3.5 0.3 1.8 1.1 0.1 2.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 8.3 11.6 11.6 8.1 11.9 11.9 63.5 65.0 67.1 68.3 70.5 76.1
LnGrp LOS A B B A B B E E E E E E
Approach Vol, veh/h 1203 967 149 94
Approach Delay, s/veh 11.2 11.8 64.7 73.5
Approach LOS B B E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 12.7 115.5 15.9 16.0 10.0 118.1 9.6 22.2
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 15.0 79.0 14.0 28.0 15.0 79.0 14.0 28.0
Max Q Clear Time (g_c+I1), s 6.5 20.6 10.0 8.4 3.0 23.5 4.5 6.6
Green Ext Time (p_c), s 0.1 10.6 0.0 0.1 0.0 12.9 0.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 17.1
HCM 6th LOS B
HCM 6th TWSC ICCU Elks Property TIS
6: Overland Rd & Rockham Way Phase 2 (Year 2022) Background - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 9
Intersection
Int Delay, s/veh 0.1
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 1231 939 6 0 9
Future Vol, veh/h 0 1231 939 6 0 9
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - 20 - 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 0 0 0 0 0 0
Mvmt Flow 0 1368 1043 7 0 10
Major/Minor Major1 Major2 Minor2
Conflicting Flow All - 0 - 0 - 522
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - - - - 6.9
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - - - - - 3.3
Pot Cap-1 Maneuver 0 - - - 0 505
Stage 1 0 - - - 0 -
Stage 2 0 - - - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - - - - 505
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB SB
HCM Control Delay, s 0 0 12.3
HCM LOS B
Minor Lane/Major Mvmt EBT WBT WBRSBLn1
Capacity (veh/h) - - - 505
HCM Lane V/C Ratio - - - 0.02
HCM Control Delay (s) - - - 12.3
HCM Lane LOS - - - B
HCM 95th %tile Q(veh) - - - 0.1
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
1: Eagle Rd & I-84 WB Ramps Phase 2 (Year 2022) Background - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 689 0 1117 297 1469 0 0 1931 1059
Future Volume (vph) 0 0 0 689 0 1117 297 1469 0 0 1931 1059
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.88 1.00 0.95 0.91 1.00
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1624 1624 2614 1710 3353 4865 1515
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1624 1624 2614 1710 3353 4865 1515
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow (vph) 0 0 0 741 0 1201 319 1580 0 0 2076 1139
RTOR Reduction (vph) 0 0 0 0 0 41 0 0 0 0 0 373
Lane Group Flow (vph) 0 0 0 370 371 1160 319 1580 0 0 2076 766
Heavy Vehicles (%) 0% 0% 0% 0% 50% 3% 0% 2% 0% 0% 1% 1%
Turn Type Split NA pt+ov Prot NA Prot NA Perm
Protected Phases 2 2 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 35.0 35.0 67.0 21.0 60.5 66.0 66.0
Effective Green, g (s) 35.0 35.0 62.0 21.0 60.5 66.0 66.0
Actuated g/C Ratio 0.25 0.25 0.44 0.15 0.43 0.47 0.47
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 406 406 1157 256 1448 2293 714
v/s Ratio Prot 0.23 0.23 c0.44 0.19 c0.47 0.43
v/s Ratio Perm c0.51
v/c Ratio 0.91 0.91 1.00 1.25 1.09 0.91 1.07
Uniform Delay, d1 51.0 51.0 39.0 59.5 39.8 34.1 37.0
Progression Factor 1.00 1.00 1.00 1.05 0.81 1.00 1.00
Incremental Delay, d2 24.3 24.6 27.0 133.7 50.4 6.5 54.8
Delay (s)75.3 75.6 66.0 195.9 82.7 40.6 91.8
Level of Service E E E F F D F
Approach Delay (s) 0.0 69.6 101.8 58.8
Approach LOS A E F E
Intersection Summary
HCM 2000 Control Delay 73.3 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 1.09
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 121.7% ICU Level of Service H
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 2 (Year 2022) Background - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/17/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 634 0 493 0 0 0 0 1136 0 0 1562 0
Future Volume (vph) 634 0 493 0 0 0 0 1136 0 0 1562 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.5 5.5 6.0 6.0
Lane Util. Factor 0.97 1.00 0.95 0.95
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3252 1530 3420 3420
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3252 1530 3420 3420
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow (vph) 667 0 519 0 0 0 0 1196 0 0 1644 0
RTOR Reduction (vph) 0 0 29 0 0 0 0 0 0 0 0 0
Lane Group Flow (vph) 667 0 490 0 0 0 0 1196 0 0 1644 0
Heavy Vehicles (%) 2% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 2%
Turn Type Prot Perm NA Free NA
Protected Phases 6 8 4
Permitted Phases 6 Free
Actuated Green, G (s) 26.3 26.3 32.2 32.2
Effective Green, g (s) 26.3 26.3 32.2 32.2
Actuated g/C Ratio 0.38 0.38 0.46 0.46
Clearance Time (s) 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 3.0 3.0
Lane Grp Cap (vph) 1221 574 1573 1573
v/s Ratio Prot 0.21 0.35 c0.48
v/s Ratio Perm c0.32
v/c Ratio 0.55 0.85 0.76 1.05
Uniform Delay, d1 17.2 20.1 15.7 18.9
Progression Factor 1.00 1.00 1.24 0.82
Incremental Delay, d2 0.3 11.3 1.3 28.5
Delay (s) 17.4 31.4 20.8 44.0
Level of Service B C C D
Approach Delay (s) 23.6 0.0 20.8 44.0
Approach LOS C A C D
Intersection Summary
HCM 2000 Control Delay 31.1 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.96
Actuated Cycle Length (s) 70.0 Sum of lost time (s) 11.5
Intersection Capacity Utilization 87.4% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 2 (Year 2022) Background - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 634 0 493 0 0 0 0 1136 757 0 1562 0
Future Volume (veh/h) 634 0 493 0 0 0 0 1136 757 0 1562 0
Initial Q (Qb), veh 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
Parking Bus, Adj 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
Adj Sat Flow, veh/h/ln 1772 0 1800 0 1800 1786 0 1800 0
Adj Flow Rate, veh/h 667 0 519 0 1196 0 0 1644 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 2 0 0 0 0 1 0 0 0
Cap, veh/h 1229 0 573 0 1574 0 1574 0
Arrive On Green 0.38 0.00 0.38 0.00 0.61 0.00 0.00 0.31 0.00
Sat Flow, veh/h 3274 0 1525 0 3510 1514 0 3600 0
Grp Volume(v), veh/h 667 0 519 0 1196 0 0 1644 0
Grp Sat Flow(s),veh/h/ln 1637 0 1525 0 1710 1514 0 1710 0
Q Serve(g_s), s 11.2 0.0 22.5 0.0 17.7 0.0 0.0 32.2 0.0
Cycle Q Clear(g_c), s 11.2 0.0 22.5 0.0 17.7 0.0 0.0 32.2 0.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 1229 0 573 0 1574 0 1574 0
V/C Ratio(X) 0.54 0.00 0.91 0.00 0.76 0.00 1.04 0.00
Avail Cap(c_a), veh/h 1473 0 686 0 1574 0 1574 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.33 1.33 1.00 0.67 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.24 0.00 0.00 1.00 0.00
Uniform Delay (d), s/veh 17.1 0.0 20.7 0.0 10.8 0.0 0.0 24.2 0.0
Incr Delay (d2), s/veh 0.1 0.0 12.9 0.0 0.9 0.0 0.0 35.2 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.8 0.0 9.2 0.0 4.0 0.0 0.0 20.1 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 17.3 0.0 33.6 0.0 11.6 0.0 0.0 59.4 0.0
LnGrp LOS B A C A B A F A
Approach Vol, veh/h 1186 1196 A 1644
Approach Delay, s/veh 24.4 11.6 59.4
Approach LOS C B E
Timer - Assigned Phs 4 6 8
Phs Duration (G+Y+Rc), s 38.2 31.8 38.2
Change Period (Y+Rc), s 6.0 5.5 6.0
Max Green Setting (Gmax), s 27.0 31.5 27.0
Max Q Clear Time (g_c+I1), s 34.2 24.5 19.7
Green Ext Time (p_c), s 0.0 1.7 4.1
Intersection Summary
HCM 6th Ctrl Delay 34.9
HCM 6th LOS C
Notes
Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 2 (Year 2022) Background - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 503 586 152 167 910 649 284 748 78 499 1012 512
Future Volume (vph) 503 586 152 167 910 649 284 748 78 499 1012 512
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.95 1.00 0.95 1.00 0.97 0.95 0.97 0.91 0.91
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.97 1.00 1.00 0.85 1.00 0.99 1.00 0.99 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3317 3305 1693 3420 1530 3317 3337 3317 3250 1392
Flt Permitted 0.95 1.00 0.24 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3317 3305 425 3420 1530 3317 3337 3317 3250 1392
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) 524 610 158 174 948 676 296 779 81 520 1054 533
RTOR Reduction (vph) 0 16 0 0 0 46 0 6 0 0 3 181
Lane Group Flow (vph) 524 752 0 174 948 630 296 854 0 520 1110 293
Confl. Peds. (#/hr) 2 2 2 2
Heavy Vehicles (%) 0% 0% 0% 1% 0% 0% 0% 1% 0% 0% 0% 0%
Turn Type Prot NA pm+pt NA pm+ov Prot NA Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 2 2 4
Actuated Green, G (s) 21.5 48.2 52.3 39.5 61.0 16.2 39.5 21.5 44.8 44.8
Effective Green, g (s) 21.5 48.2 52.3 39.5 61.0 16.2 39.5 21.5 44.8 44.8
Actuated g/C Ratio 0.15 0.34 0.37 0.28 0.44 0.12 0.28 0.15 0.32 0.32
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 2.0 2.0 2.5 2.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 509 1137 274 964 715 383 941 509 1040 445
v/s Ratio Prot c0.16 0.23 0.06 c0.28 0.14 0.09 0.26 c0.16 c0.34
v/s Ratio Perm 0.18 0.28 0.21
v/c Ratio 1.03 0.66 0.64 0.98 0.88 0.77 0.91 1.02 1.07 0.66
Uniform Delay, d1 59.2 39.0 31.5 49.9 36.2 60.1 48.5 59.2 47.6 41.0
Progression Factor 1.00 1.00 1.33 1.10 0.73 1.00 1.00 1.07 0.81 0.71
Incremental Delay, d2 47.6 1.5 2.8 21.5 9.9 8.6 14.1 27.0 36.9 2.2
Delay (s) 106.9 40.4 44.7 76.2 36.5 68.7 62.6 90.6 75.2 31.5
Level of Service F D D E D E E F E C
Approach Delay (s) 67.4 58.2 64.1 69.2
Approach LOS E E E E
Intersection Summary
HCM 2000 Control Delay 64.8 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 1.05
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 103.4% ICU Level of Service G
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 2 (Year 2022) Background - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 503 586 152 167 910 649 284 748 78 499 1012 512
Future Volume (veh/h) 503 586 152 167 910 649 284 748 78 499 1012 512
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1800 1800 1786 1800 1800 1800 1786 1786 1800 1800 1800
Adj Flow Rate, veh/h 524 610 158 174 948 676 296 779 81 520 1060 529
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 0 0 1 0 0 0 1 1 0 0 0
Cap, veh/h 511 938 243 310 965 664 344 875 91 527 1196 506
Arrive On Green 0.15 0.35 0.35 0.09 0.28 0.28 0.10 0.28 0.28 0.31 0.66 0.66
Sat Flow, veh/h 3326 2689 695 1701 3420 1522 3326 3101 322 3429 3600 1523
Grp Volume(v), veh/h 524 388 380 174 948 676 296 426 434 520 1060 529
Grp Sat Flow(s),veh/h/ln 1663 1710 1673 1701 1710 1522 1663 1697 1727 1714 1800 1523
Q Serve(g_s), s 21.5 26.7 26.8 10.1 38.5 39.5 12.3 33.7 33.7 21.1 33.6 46.5
Cycle Q Clear(g_c), s 21.5 26.7 26.8 10.1 38.5 39.5 12.3 33.7 33.7 21.1 33.6 46.5
Prop In Lane 1.00 0.42 1.00 1.00 1.00 0.19 1.00 1.00
Lane Grp Cap(c), veh/h 511 597 584 310 965 664 344 479 487 527 1196 506
V/C Ratio(X) 1.03 0.65 0.65 0.56 0.98 1.02 0.86 0.89 0.89 0.99 0.89 1.05
Avail Cap(c_a), veh/h 511 597 584 363 965 664 439 479 487 527 1196 506
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.09 0.09 0.09
Uniform Delay (d), s/veh 59.2 38.4 38.4 32.5 49.9 39.5 61.8 48.2 48.2 48.4 21.3 23.5
Incr Delay (d2), s/veh 46.6 2.5 2.6 0.6 24.6 39.7 10.9 21.3 21.0 9.1 1.0 26.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 12.2 11.4 11.2 4.1 19.4 28.7 5.6 16.5 16.8 7.9 7.2 12.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 105.9 40.8 41.0 33.1 74.5 79.2 72.7 69.5 69.2 57.5 22.4 49.8
LnGrp LOS F D D C E F E E E E C F
Approach Vol, veh/h 1292 1798 1156 2109
Approach Delay, s/veh 67.2 72.2 70.2 37.9
Approach LOS E E E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 26.0 44.0 19.0 51.0 16.6 53.4 26.0 44.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 21.5 39.5 18.5 42.5 16.5 44.5 21.5 39.5
Max Q Clear Time (g_c+I1), s 23.5 41.5 14.3 48.5 12.1 28.8 23.1 35.7
Green Ext Time (p_c), s 0.0 0.0 0.2 0.0 0.1 4.1 0.0 1.7
Intersection Summary
HCM 6th Ctrl Delay 59.5
HCM 6th LOS E
Notes
User approved volume balancing among the lanes for turning movement.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 2 (Year 2022) Background - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 214 886 44 47 1143 63 218 6 58 100 9 273
Future Volume (vph) 214 886 44 47 1143 63 218 6 58 100 9 273
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 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.99 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 3392 1710 3393 1710 1800 1530 1710 1800 1530
Flt Permitted 0.09 1.00 0.28 1.00 0.75 1.00 1.00 0.74 1.00 1.00
Satd. Flow (perm) 166 3392 512 3393 1353 1800 1530 1337 1800 1530
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) 223 923 46 49 1191 66 227 6 60 104 9 284
RTOR Reduction (vph) 0 2 0 0 3 0 0 0 54 0 0 226
Lane Group Flow (vph) 223 967 0 49 1254 0 227 6 6 104 9 58
Heavy Vehicles (%) 0% 0% 2% 0% 0% 0% 0% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 8 4 4
Actuated Green, G (s) 92.4 81.4 71.8 66.8 29.4 13.7 13.7 29.8 13.9 13.9
Effective Green, g (s) 92.4 81.4 71.8 66.8 29.4 13.7 13.7 29.8 13.9 13.9
Actuated g/C Ratio 0.66 0.58 0.51 0.48 0.21 0.10 0.10 0.21 0.10 0.10
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) 2.0 4.0 2.0 4.0 2.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 325 1972 305 1618 324 176 149 326 178 151
v/s Ratio Prot c0.10 0.29 0.01 c0.37 c0.08 0.00 0.04 0.01
v/s Ratio Perm 0.36 0.08 c0.07 0.00 0.03 0.04
v/c Ratio 0.69 0.49 0.16 0.78 0.70 0.03 0.04 0.32 0.05 0.38
Uniform Delay, d1 29.9 17.2 17.1 30.4 50.4 57.2 57.2 46.2 57.1 59.0
Progression Factor 1.75 1.32 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 2.9 0.5 0.1 3.7 5.5 0.0 0.0 0.2 0.0 0.6
Delay (s) 55.1 23.1 17.2 34.1 55.9 57.2 57.2 46.4 57.1 59.6
Level of Service E C B C E E E D E E
Approach Delay (s) 29.1 33.4 56.2 56.1
Approach LOS C C E E
Intersection Summary
HCM 2000 Control Delay 36.7 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.74
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 24.0
Intersection Capacity Utilization 82.4% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 2 (Year 2022) Background - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 214 886 44 47 1143 63 218 6 58 100 9 273
Future Volume (veh/h) 214 886 44 47 1143 63 218 6 58 100 9 273
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 223 923 46 49 1191 66 227 6 60 104 9 284
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 0 0 0 0 0 0 0 0 0 0 0
Cap, veh/h 253 1651 82 283 1467 81 443 429 364 419 347 294
Arrive On Green 0.08 0.50 0.50 0.03 0.45 0.45 0.11 0.24 0.24 0.06 0.19 0.19
Sat Flow, veh/h 1714 3315 165 1714 3295 182 1714 1800 1525 1714 1800 1525
Grp Volume(v), veh/h 223 476 493 49 618 639 227 6 60 104 9 284
Grp Sat Flow(s),veh/h/ln 1714 1710 1770 1714 1710 1767 1714 1800 1525 1714 1800 1525
Q Serve(g_s), s 9.6 27.1 27.1 2.2 43.9 44.0 14.7 0.4 4.4 6.7 0.6 25.9
Cycle Q Clear(g_c), s 9.6 27.1 27.1 2.2 43.9 44.0 14.7 0.4 4.4 6.7 0.6 25.9
Prop In Lane 1.00 0.09 1.00 0.10 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 253 852 882 283 762 787 443 429 364 419 347 294
V/C Ratio(X) 0.88 0.56 0.56 0.17 0.81 0.81 0.51 0.01 0.17 0.25 0.03 0.97
Avail Cap(c_a), veh/h 282 852 882 415 762 787 443 429 364 484 347 294
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 29.2 24.4 24.4 21.3 33.7 33.7 38.0 40.7 42.3 41.4 45.8 56.0
Incr Delay (d2), s/veh 22.9 2.6 2.6 0.1 9.2 8.9 0.4 0.0 0.1 0.1 0.0 42.7
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 5.3 11.3 11.7 0.9 19.6 20.2 6.3 0.2 1.7 2.9 0.3 13.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 52.1 27.1 27.0 21.4 42.9 42.7 38.4 40.8 42.4 41.5 45.8 98.7
LnGrp LOS D C C C D D D D D D D F
Approach Vol, veh/h 1192 1306 293 397
Approach Delay, s/veh 31.7 42.0 39.3 82.5
Approach LOS C D D F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 17.6 68.4 21.0 33.0 10.3 75.7 14.6 39.4
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 14.0 60.0 15.0 27.0 15.0 59.0 14.0 28.0
Max Q Clear Time (g_c+I1), s 11.6 46.0 16.7 27.9 4.2 29.1 8.7 6.4
Green Ext Time (p_c), s 0.1 8.7 0.0 0.0 0.0 9.7 0.1 0.1
Intersection Summary
HCM 6th Ctrl Delay 42.9
HCM 6th LOS D
HCM 6th TWSC ICCU Elks Property TIS
6: Overland Rd & Rockham Way Phase 2 (Year 2022) Background - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 9
Intersection
Int Delay, s/veh 0.3
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 1164 1689 50 0 37
Future Vol, veh/h 0 1164 1689 50 0 37
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - 20 - 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 0 0 0 0 0 0
Mvmt Flow 0 1293 1877 56 0 41
Major/Minor Major1 Major2 Minor2
Conflicting Flow All - 0 - 0 - 939
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - - - - 6.9
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - - - - - 3.3
Pot Cap-1 Maneuver 0 - - - 0 269
Stage 1 0 - - - 0 -
Stage 2 0 - - - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - - - - 269
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB SB
HCM Control Delay, s 0 0 20.8
HCM LOS C
Minor Lane/Major Mvmt EBT WBT WBRSBLn1
Capacity (veh/h) - - - 269
HCM Lane V/C Ratio - - - 0.153
HCM Control Delay (s) - - - 20.8
HCM Lane LOS - - - C
HCM 95th %tile Q(veh) - - - 0.5
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
1: Eagle Rd & I-84 WB Ramps Phase 3 (Year 2030) Background - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 587 1 1197 281 1943 0 0 1818 649
Future Volume (vph) 0 0 0 587 1 1197 281 1943 0 0 1818 649
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.88 1.00 0.95 0.91 1.00
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1608 1613 2640 1676 3353 4818 1500
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1608 1613 2640 1676 3353 4818 1500
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 0 0 0 605 1 1234 290 2003 0 0 1874 669
RTOR Reduction (vph) 0 0 0 0 0 45 0 0 0 0 0 289
Lane Group Flow (vph) 0 0 0 302 304 1189 290 2003 0 0 1874 380
Heavy Vehicles (%) 0% 0% 0% 1% 0% 2% 2% 2% 0% 0% 2% 2%
Turn Type Split NA pt+ov Prot NA Prot NA Perm
Protected Phases 2 2 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 30.0 30.0 55.0 25.0 92.5 87.0 87.0
Effective Green, g (s) 30.0 30.0 50.0 25.0 92.5 87.0 87.0
Actuated g/C Ratio 0.19 0.19 0.31 0.16 0.58 0.54 0.54
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 301 302 825 261 1938 2619 815
v/s Ratio Prot 0.19 0.19 c0.45 0.17 c0.60 0.39
v/s Ratio Perm 0.25
v/c Ratio 1.00 1.01 1.44 1.11 1.03 0.72 0.47
Uniform Delay, d1 65.0 65.0 55.0 67.5 33.8 27.3 22.3
Progression Factor 1.00 1.00 1.00 0.97 1.13 1.00 1.00
Incremental Delay, d2 52.7 53.5 205.6 78.0 25.7 1.7 1.9
Delay (s)117.7 118.5 260.6 143.2 63.8 29.0 24.2
Level of Service F F F F E C C
Approach Delay (s) 0.0 213.7 73.8 27.7
Approach LOS A F E C
Intersection Summary
HCM 2000 Control Delay 94.8 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 1.18
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 111.3% ICU Level of Service H
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 3 (Year 2030) Background - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/17/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 1003 0 523 0 0 0 0 1194 0 0 1315 0
Future Volume (vph) 1003 0 523 0 0 0 0 1194 0 0 1315 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.5 5.5 6.0 6.0
Lane Util. Factor 0.97 1.00 0.95 0.95
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3221 1500 3386 3386
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3221 1500 3386 3386
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 1034 0 539 0 0 0 0 1231 0 0 1356 0
RTOR Reduction (vph) 0 0 25 0 0 0 0 0 0 0 0 0
Lane Group Flow (vph) 1034 0 514 0 0 0 0 1231 0 0 1356 0
Heavy Vehicles (%) 3% 0% 2% 0% 0% 0% 0% 1% 0% 0% 1% 2%
Turn Type Prot Perm NA Free NA
Protected Phases 6 8 4
Permitted Phases 6 Free
Actuated Green, G (s) 31.3 31.3 37.2 37.2
Effective Green, g (s) 31.3 31.3 37.2 37.2
Actuated g/C Ratio 0.39 0.39 0.47 0.47
Clearance Time (s) 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 3.0 3.0
Lane Grp Cap (vph) 1260 586 1574 1574
v/s Ratio Prot 0.32 0.36 c0.40
v/s Ratio Perm c0.34
v/c Ratio 0.82 0.88 0.78 0.86
Uniform Delay, d1 21.8 22.6 18.0 19.1
Progression Factor 1.00 1.00 1.19 0.56
Incremental Delay, d2 4.2 13.5 0.4 4.0
Delay (s) 26.0 36.1 21.8 14.6
Level of Service C D C B
Approach Delay (s) 29.5 0.0 21.8 14.6
Approach LOS C A C B
Intersection Summary
HCM 2000 Control Delay 22.4 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.87
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 11.5
Intersection Capacity Utilization 82.1% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 3 (Year 2030) Background - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 1003 0 523 0 0 0 0 1194 1298 0 1315 0
Future Volume (veh/h) 1003 0 523 0 0 0 0 1194 1298 0 1315 0
Initial Q (Qb), veh 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
Parking Bus, Adj 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
Adj Sat Flow, veh/h/ln 1758 0 1772 0 1786 1800 0 1786 0
Adj Flow Rate, veh/h 1034 0 539 0 1231 0 0 1356 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 3 0 2 0 1 0 0 1 0
Cap, veh/h 1270 0 587 0 1578 0 1578 0
Arrive On Green 0.39 0.00 0.39 0.00 0.31 0.00 0.00 0.31 0.00
Sat Flow, veh/h 3248 0 1502 0 3483 1525 0 3572 0
Grp Volume(v), veh/h 1034 0 539 0 1231 0 0 1356 0
Grp Sat Flow(s),veh/h/ln 1624 0 1502 0 1697 1525 0 1697 0
Q Serve(g_s), s 22.7 0.0 27.3 0.0 26.4 0.0 0.0 30.1 0.0
Cycle Q Clear(g_c), s 22.7 0.0 27.3 0.0 26.4 0.0 0.0 30.1 0.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 1270 0 587 0 1578 0 1578 0
V/C Ratio(X) 0.81 0.00 0.92 0.00 0.78 0.00 0.86 0.00
Avail Cap(c_a), veh/h 1401 0 648 0 1578 0 1578 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 0.67 0.67 1.00 0.67 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.09 0.00 0.00 1.00 0.00
Uniform Delay (d), s/veh 21.8 0.0 23.1 0.0 23.8 0.0 0.0 25.1 0.0
Incr Delay (d2), s/veh 3.1 0.0 16.4 0.0 0.4 0.0 0.0 6.3 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 8.5 0.0 11.4 0.0 10.5 0.0 0.0 13.2 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 24.9 0.0 39.5 0.0 24.2 0.0 0.0 31.4 0.0
LnGrp LOS C A D A C A C A
Approach Vol, veh/h 1573 1231 A 1356
Approach Delay, s/veh 29.9 24.2 31.4
Approach LOS C C C
Timer - Assigned Phs 4 6 8
Phs Duration (G+Y+Rc), s 43.2 36.8 43.2
Change Period (Y+Rc), s 6.0 5.5 6.0
Max Green Setting (Gmax), s 34.0 34.5 34.0
Max Q Clear Time (g_c+I1), s 32.1 29.3 28.4
Green Ext Time (p_c), s 1.4 2.0 3.5
Intersection Summary
HCM 6th Ctrl Delay 28.7
HCM 6th LOS C
Notes
Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 3 (Year 2030) Background - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 713 728 123 51 369 641 61 1141 37 612 852 356
Future Volume (vph) 713 728 123 51 369 641 61 1141 37 612 852 356
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.95 1.00 0.95 1.00 0.97 0.95 0.97 0.91 0.91
Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00 0.98
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.98 1.00 1.00 0.85 1.00 1.00 1.00 0.99 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3285 3308 1709 3420 1491 3317 3402 3317 3222 1354
Flt Permitted 0.95 1.00 0.22 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3285 3308 393 3420 1491 3317 3402 3317 3222 1354
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 759 774 131 54 393 682 65 1214 39 651 906 379
RTOR Reduction (vph) 0 9 0 0 0 44 0 1 0 0 2 169
Lane Group Flow (vph) 759 896 0 54 393 638 65 1252 0 651 942 172
Confl. Peds. (#/hr) 2 5 5 2 4 2 2 4
Heavy Vehicles (%) 1% 1% 0% 0% 0% 2% 0% 0% 0% 0% 1% 1%
Turn Type Prot NA pm+pt NA pm+ov Prot NA Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 2 2 4
Actuated Green, G (s) 32.5 52.8 33.7 27.0 61.9 6.5 47.6 34.9 76.0 76.0
Effective Green, g (s) 32.5 52.8 33.7 27.0 61.9 6.5 47.6 34.9 76.0 76.0
Actuated g/C Ratio 0.20 0.33 0.21 0.17 0.39 0.04 0.30 0.22 0.48 0.48
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 2.0 2.0 2.5 2.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 667 1091 137 577 618 134 1012 723 1530 643
v/s Ratio Prot c0.23 0.27 0.02 0.11 c0.22 0.02 c0.37 0.20 0.29
v/s Ratio Perm 0.07 0.20 0.13
v/c Ratio 1.14 0.82 0.39 0.68 1.03 0.49 1.24 0.90 0.62 0.27
Uniform Delay, d1 63.8 49.3 51.7 62.5 49.0 75.1 56.2 60.9 31.2 25.3
Progression Factor 1.00 1.00 1.02 1.09 1.27 1.00 1.00 0.88 1.30 2.58
Incremental Delay, d2 79.5 5.1 0.6 2.4 43.1 1.0 115.1 8.5 1.0 0.5
Delay (s) 143.2 54.4 53.6 70.3 105.3 76.1 171.3 62.1 41.6 65.8
Level of Service F D D E F E F E D E
Approach Delay (s) 94.9 90.7 166.6 52.8
Approach LOS F F F D
Intersection Summary
HCM 2000 Control Delay 96.3 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 1.16
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 109.4% ICU Level of Service H
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 3 (Year 2030) Background - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 713 728 123 51 369 641 61 1141 37 612 852 356
Future Volume (veh/h) 713 728 123 51 369 641 61 1141 37 612 852 356
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 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1786 1800 1800 1772 1800 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 759 774 131 54 393 682 65 1214 39 651 906 379
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 1 1 1 0 0 2 0 0 0 0 1 1
Cap, veh/h 670 1210 205 229 844 570 101 1025 33 461 1454 614
Arrive On Green 0.20 0.42 0.42 0.01 0.08 0.08 0.03 0.30 0.30 0.22 0.68 0.68
Sat Flow, veh/h 3300 2901 491 1714 3420 1493 3326 3381 109 3429 3572 1509
Grp Volume(v), veh/h 759 453 452 54 393 682 65 614 639 651 906 379
Grp Sat Flow(s),veh/h/ln 1650 1697 1695 1714 1710 1493 1663 1710 1780 1714 1786 1509
Q Serve(g_s), s 32.5 33.9 33.9 3.8 17.6 39.5 3.1 48.5 48.5 21.5 22.5 22.2
Cycle Q Clear(g_c), s 32.5 33.9 33.9 3.8 17.6 39.5 3.1 48.5 48.5 21.5 22.5 22.2
Prop In Lane 1.00 0.29 1.00 1.00 1.00 0.06 1.00 1.00
Lane Grp Cap(c), veh/h 670 708 707 229 844 570 101 518 540 461 1454 614
V/C Ratio(X) 1.13 0.64 0.64 0.24 0.47 1.20 0.64 1.18 1.18 1.41 0.62 0.62
Avail Cap(c_a), veh/h 670 708 707 350 844 570 343 518 540 461 1454 614
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.67 1.67 1.67
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.38 0.38 0.38
Uniform Delay (d), s/veh 63.8 37.1 37.1 44.0 63.4 58.1 76.7 55.7 55.8 62.0 18.8 18.7
Incr Delay (d2), s/veh 77.3 1.9 1.9 0.2 0.1 104.5 2.5 101.1 100.9 190.8 0.8 1.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 20.7 14.3 14.3 1.6 8.1 37.6 1.3 34.8 36.2 20.6 6.5 5.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 141.0 39.0 39.0 44.2 63.6 162.5 79.3 156.8 156.6 252.9 19.6 20.5
LnGrp LOS F D D D E F E F F F B C
Approach Vol, veh/h 1664 1129 1318 1936
Approach Delay, s/veh 85.5 122.4 152.9 98.2
Approach LOS F F F F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 37.0 44.0 9.4 69.6 9.8 71.2 26.0 53.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 32.5 39.5 16.5 53.5 16.5 55.5 21.5 48.5
Max Q Clear Time (g_c+I1), s 34.5 41.5 5.1 24.5 5.8 35.9 23.5 50.5
Green Ext Time (p_c), s 0.0 0.0 0.1 8.0 0.0 5.4 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 111.2
HCM 6th LOS F
Notes
User approved volume balancing among the lanes for turning movement.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 3 (Year 2030) Background - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 150 836 209 37 886 44 93 9 48 26 3 56
Future Volume (vph) 150 836 209 37 886 44 93 9 48 26 3 56
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 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.97 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 3280 1710 3364 1693 1800 1530 1710 1800 1530
Flt Permitted 0.21 1.00 0.21 1.00 0.46 1.00 1.00 0.75 1.00 1.00
Satd. Flow (perm) 381 3280 375 3364 815 1800 1530 1352 1800 1530
Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 169 939 235 42 996 49 104 10 54 29 3 63
RTOR Reduction (vph) 0 8 0 0 1 0 0 0 48 0 0 59
Lane Group Flow (vph) 169 1166 0 42 1044 0 104 10 6 29 3 4
Confl. Peds. (#/hr) 3 3
Heavy Vehicles (%) 0% 1% 0% 0% 1% 0% 1% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 8 4 4
Actuated Green, G (s) 120.3 109.7 108.0 103.4 27.7 17.0 17.0 13.9 9.2 9.2
Effective Green, g (s) 120.3 109.7 108.0 103.4 27.7 17.0 17.0 13.9 9.2 9.2
Actuated g/C Ratio 0.75 0.69 0.68 0.65 0.17 0.11 0.11 0.09 0.06 0.06
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) 2.0 4.0 2.0 4.0 2.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 377 2248 291 2173 209 191 162 127 103 87
v/s Ratio Prot c0.03 c0.36 0.00 0.31 c0.04 0.01 0.01 0.00
v/s Ratio Perm 0.31 0.09 c0.05 0.00 0.01 0.00
v/c Ratio 0.45 0.52 0.14 0.48 0.50 0.05 0.04 0.23 0.03 0.04
Uniform Delay, d1 8.4 12.3 9.3 14.5 58.4 64.3 64.1 67.9 71.2 71.2
Progression Factor 0.94 1.13 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.2 0.5 0.1 0.8 0.7 0.0 0.0 0.3 0.0 0.1
Delay (s) 8.1 14.4 9.4 15.3 59.1 64.3 64.2 68.2 71.2 71.3
Level of Service A B A B E E E E E E
Approach Delay (s) 13.6 15.1 61.0 70.4
Approach LOS B B E E
Intersection Summary
HCM 2000 Control Delay 19.1 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.54
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 24.0
Intersection Capacity Utilization 63.2% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 3 (Year 2030) Background - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 150 836 209 37 886 44 93 9 48 26 3 56
Future Volume (veh/h) 150 836 209 37 886 44 93 9 48 26 3 56
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1786 1800 1786 1786 1786 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 169 939 235 42 996 49 104 10 54 29 3 63
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Percent Heavy Veh, % 0 1 1 0 1 1 1 0 0 0 0 0
Cap, veh/h 414 1864 466 347 2224 109 242 194 164 169 112 95
Arrive On Green 0.04 0.69 0.69 0.03 0.68 0.68 0.07 0.11 0.11 0.02 0.06 0.06
Sat Flow, veh/h 1714 2688 672 1714 3291 162 1701 1800 1525 1714 1800 1525
Grp Volume(v), veh/h 169 592 582 42 513 532 104 10 54 29 3 63
Grp Sat Flow(s),veh/h/ln 1714 1697 1663 1714 1697 1757 1701 1800 1525 1714 1800 1525
Q Serve(g_s), s 4.9 26.3 26.4 1.2 22.5 22.5 8.9 0.8 5.2 2.5 0.3 6.5
Cycle Q Clear(g_c), s 4.9 26.3 26.4 1.2 22.5 22.5 8.9 0.8 5.2 2.5 0.3 6.5
Prop In Lane 1.00 0.40 1.00 0.09 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 414 1176 1153 347 1147 1187 242 194 164 169 112 95
V/C Ratio(X) 0.41 0.50 0.50 0.12 0.45 0.45 0.43 0.05 0.33 0.17 0.03 0.66
Avail Cap(c_a), veh/h 499 1176 1153 462 1147 1187 276 315 267 280 315 267
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 9.3 11.6 11.6 9.2 12.1 12.1 62.6 64.1 66.0 68.1 70.4 73.3
Incr Delay (d2), s/veh 0.2 1.5 1.6 0.1 1.3 1.2 0.4 0.0 0.4 0.2 0.0 2.9
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.7 9.8 9.7 0.4 8.5 8.8 4.0 0.4 0.0 1.1 0.1 2.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 9.5 13.1 13.2 9.2 13.3 13.3 63.1 64.1 66.5 68.3 70.5 76.3
LnGrp LOS A B B A B B E E E E E E
Approach Vol, veh/h 1343 1087 168 95
Approach Delay, s/veh 12.7 13.1 64.2 73.6
Approach LOS B B E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 13.0 114.1 16.9 16.0 10.2 116.9 9.6 23.2
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 15.0 79.0 14.0 28.0 15.0 79.0 14.0 28.0
Max Q Clear Time (g_c+I1), s 6.9 24.5 10.9 8.5 3.2 28.4 4.5 7.2
Green Ext Time (p_c), s 0.1 12.6 0.0 0.1 0.0 15.4 0.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 18.2
HCM 6th LOS B
HCM 6th TWSC ICCU Elks Property TIS
6: Overland Rd & Rockham Way Phase 3 (Year 2030) Background - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 9
Intersection
Int Delay, s/veh 0
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 1376 1052 6 0 9
Future Vol, veh/h 0 1376 1052 6 0 9
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - 20 - 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 0 0 0 0 0 0
Mvmt Flow 0 1529 1169 7 0 10
Major/Minor Major1 Major2 Minor2
Conflicting Flow All - 0 - 0 - 585
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - - - - 6.9
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - - - - - 3.3
Pot Cap-1 Maneuver 0 - - - 0 459
Stage 1 0 - - - 0 -
Stage 2 0 - - - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - - - - 459
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB SB
HCM Control Delay, s 0 0 13
HCM LOS B
Minor Lane/Major Mvmt EBT WBT WBRSBLn1
Capacity (veh/h) - - - 459
HCM Lane V/C Ratio - - - 0.022
HCM Control Delay (s) - - - 13
HCM Lane LOS - - - B
HCM 95th %tile Q(veh) - - - 0.1
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
1: Eagle Rd & I-84 WB Ramps Phase 3 (Year 2030) Background - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 774 0 1258 333 1652 0 0 2173 1193
Future Volume (vph) 0 0 0 774 0 1258 333 1652 0 0 2173 1193
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.88 1.00 0.95 0.91 1.00
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1624 1624 2614 1710 3353 4865 1515
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1624 1624 2614 1710 3353 4865 1515
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow (vph) 0 0 0 832 0 1353 358 1776 0 0 2337 1283
RTOR Reduction (vph) 0 0 0 0 0 41 0 0 0 0 0 369
Lane Group Flow (vph) 0 0 0 416 416 1312 358 1776 0 0 2337 914
Heavy Vehicles (%) 0% 0% 0% 0% 50% 3% 0% 2% 0% 0% 1% 1%
Turn Type Split NA pt+ov Prot NA Prot NA Perm
Protected Phases 2 2 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 35.0 35.0 67.0 21.0 60.5 66.0 66.0
Effective Green, g (s) 35.0 35.0 62.0 21.0 60.5 66.0 66.0
Actuated g/C Ratio 0.25 0.25 0.44 0.15 0.43 0.47 0.47
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 406 406 1157 256 1448 2293 714
v/s Ratio Prot 0.26 0.26 c0.50 0.21 c0.53 0.48
v/s Ratio Perm c0.60
v/c Ratio 1.02 1.02 1.13 1.40 1.23 1.02 1.28
Uniform Delay, d1 52.5 52.5 39.0 59.5 39.8 37.0 37.0
Progression Factor 1.00 1.00 1.00 1.09 0.83 1.00 1.00
Incremental Delay, d2 51.1 51.1 71.3 194.2 106.2 23.8 136.7
Delay (s)103.6 103.6 110.3 258.8 139.1 60.8 173.7
Level of Service F F F F F E F
Approach Delay (s) 0.0 107.8 159.2 100.8
Approach LOS A F F F
Intersection Summary
HCM 2000 Control Delay 118.4 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 1.26
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 135.1% ICU Level of Service H
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 3 (Year 2030) Background - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/17/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 714 0 554 0 0 0 0 1275 0 0 1753 0
Future Volume (vph) 714 0 554 0 0 0 0 1275 0 0 1753 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.5 5.5 6.0 6.0
Lane Util. Factor 0.97 1.00 0.95 0.95
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3252 1530 3420 3420
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3252 1530 3420 3420
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow (vph) 752 0 583 0 0 0 0 1342 0 0 1845 0
RTOR Reduction (vph) 0 0 28 0 0 0 0 0 0 0 0 0
Lane Group Flow (vph) 752 0 555 0 0 0 0 1342 0 0 1845 0
Heavy Vehicles (%) 2% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 2%
Turn Type Prot Perm NA Free NA
Protected Phases 6 8 4
Permitted Phases 6 Free
Actuated Green, G (s) 28.5 28.5 30.0 30.0
Effective Green, g (s) 28.5 28.5 30.0 30.0
Actuated g/C Ratio 0.41 0.41 0.43 0.43
Clearance Time (s) 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 3.0 3.0
Lane Grp Cap (vph) 1324 622 1465 1465
v/s Ratio Prot 0.23 0.39 c0.54
v/s Ratio Perm c0.36
v/c Ratio 0.57 0.89 0.92 1.26
Uniform Delay, d1 16.0 19.3 18.8 20.0
Progression Factor 1.00 1.00 1.30 0.95
Incremental Delay, d2 0.3 14.8 1.2 118.0
Delay (s) 16.3 34.1 25.6 137.1
Level of Service B C C F
Approach Delay (s) 24.1 0.0 25.6 137.1
Approach LOS C A C F
Intersection Summary
HCM 2000 Control Delay 70.6 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 1.08
Actuated Cycle Length (s) 70.0 Sum of lost time (s) 11.5
Intersection Capacity Utilization 96.9% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 3 (Year 2030) Background - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 714 0 554 0 0 0 0 1275 850 0 1753 0
Future Volume (veh/h) 714 0 554 0 0 0 0 1275 850 0 1753 0
Initial Q (Qb), veh 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
Parking Bus, Adj 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
Adj Sat Flow, veh/h/ln 1772 0 1800 0 1800 1786 0 1800 0
Adj Flow Rate, veh/h 752 0 583 0 1342 0 0 1845 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 2 0 0 0 0 1 0 0 0
Cap, veh/h 1350 0 629 0 1448 0 1448 0
Arrive On Green 0.41 0.00 0.41 0.00 0.56 0.00 0.00 0.28 0.00
Sat Flow, veh/h 3274 0 1525 0 3510 1514 0 3600 0
Grp Volume(v), veh/h 752 0 583 0 1342 0 0 1845 0
Grp Sat Flow(s),veh/h/ln 1637 0 1525 0 1710 1514 0 1710 0
Q Serve(g_s), s 12.3 0.0 25.4 0.0 25.1 0.0 0.0 29.6 0.0
Cycle Q Clear(g_c), s 12.3 0.0 25.4 0.0 25.1 0.0 0.0 29.6 0.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 1350 0 629 0 1448 0 1448 0
V/C Ratio(X) 0.56 0.00 0.93 0.00 0.93 0.00 1.27 0.00
Avail Cap(c_a), veh/h 1473 0 686 0 1448 0 1448 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.33 1.33 1.00 0.67 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.09 0.00 0.00 1.00 0.00
Uniform Delay (d), s/veh 15.7 0.0 19.6 0.0 14.3 0.0 0.0 25.1 0.0
Incr Delay (d2), s/veh 0.2 0.0 17.2 0.0 1.4 0.0 0.0 129.1 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.1 0.0 10.9 0.0 5.6 0.0 0.0 37.5 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 15.9 0.0 36.7 0.0 15.7 0.0 0.0 154.2 0.0
LnGrp LOS B A D A B A F A
Approach Vol, veh/h 1335 1342 A 1845
Approach Delay, s/veh 25.0 15.7 154.2
Approach LOS C B F
Timer - Assigned Phs 4 6 8
Phs Duration (G+Y+Rc), s 35.6 34.4 35.6
Change Period (Y+Rc), s 6.0 5.5 6.0
Max Green Setting (Gmax), s 27.0 31.5 27.0
Max Q Clear Time (g_c+I1), s 31.6 27.4 27.1
Green Ext Time (p_c), s 0.0 1.4 0.0
Intersection Summary
HCM 6th Ctrl Delay 74.9
HCM 6th LOS E
Notes
Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 3 (Year 2030) Background - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 567 653 171 182 1017 722 320 844 84 552 1142 576
Future Volume (vph) 567 653 171 182 1017 722 320 844 84 552 1142 576
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.95 1.00 0.95 1.00 0.97 0.95 0.97 0.91 0.91
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.97 1.00 1.00 0.85 1.00 0.99 1.00 0.99 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3317 3304 1693 3420 1530 3317 3339 3317 3252 1392
Flt Permitted 0.95 1.00 0.17 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3317 3304 309 3420 1530 3317 3339 3317 3252 1392
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) 591 680 178 190 1059 752 333 879 88 575 1190 600
RTOR Reduction (vph) 0 16 0 0 0 46 0 5 0 0 3 178
Lane Group Flow (vph) 591 842 0 190 1059 706 333 962 0 575 1247 362
Confl. Peds. (#/hr) 2 2 2 2
Heavy Vehicles (%) 0% 0% 0% 1% 0% 0% 0% 1% 0% 0% 0% 0%
Turn Type Prot NA pm+pt NA pm+ov Prot NA Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 2 2 4
Actuated Green, G (s) 21.5 47.3 53.2 39.5 61.0 17.1 39.5 21.5 43.9 43.9
Effective Green, g (s) 21.5 47.3 53.2 39.5 61.0 17.1 39.5 21.5 43.9 43.9
Actuated g/C Ratio 0.15 0.34 0.38 0.28 0.44 0.12 0.28 0.15 0.31 0.31
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 2.0 2.0 2.5 2.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 509 1116 252 964 715 405 942 509 1019 436
v/s Ratio Prot c0.18 0.25 0.07 c0.31 0.15 0.10 0.29 c0.17 c0.38
v/s Ratio Perm 0.21 0.31 0.26
v/c Ratio 1.16 0.75 0.75 1.10 0.99 0.82 1.02 1.13 1.22 0.83
Uniform Delay, d1 59.2 41.2 32.2 50.2 39.1 60.0 50.2 59.2 48.1 44.6
Progression Factor 1.00 1.00 1.43 1.19 0.80 1.00 1.00 1.05 0.80 0.69
Incremental Delay, d2 92.5 2.9 7.6 55.8 24.6 12.1 34.8 61.0 101.7 1.8
Delay (s) 151.7 44.1 53.6 115.8 55.7 72.0 85.0 123.2 140.1 32.4
Level of Service F D D F E E F F F C
Approach Delay (s) 88.0 87.3 81.7 111.4
Approach LOS F F F F
Intersection Summary
HCM 2000 Control Delay 94.4 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 1.18
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 111.2% ICU Level of Service H
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 3 (Year 2030) Background - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 567 653 171 182 1017 722 320 844 84 552 1142 576
Future Volume (veh/h) 567 653 171 182 1017 722 320 844 84 552 1142 576
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1800 1800 1786 1800 1800 1800 1786 1786 1800 1800 1800
Adj Flow Rate, veh/h 591 680 178 190 1059 752 333 879 88 575 1195 597
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 0 0 1 0 0 0 1 1 0 0 0
Cap, veh/h 511 919 240 287 965 664 380 879 88 527 1158 490
Arrive On Green 0.15 0.34 0.34 0.06 0.19 0.19 0.11 0.28 0.28 0.31 0.64 0.64
Sat Flow, veh/h 3326 2681 701 1701 3420 1522 3326 3114 312 3429 3600 1523
Grp Volume(v), veh/h 591 434 424 190 1059 752 333 479 488 575 1195 597
Grp Sat Flow(s),veh/h/ln 1663 1710 1672 1701 1710 1522 1663 1697 1729 1714 1800 1523
Q Serve(g_s), s 21.5 31.2 31.3 10.9 39.5 39.5 13.8 39.5 39.5 21.5 45.0 45.0
Cycle Q Clear(g_c), s 21.5 31.2 31.3 10.9 39.5 39.5 13.8 39.5 39.5 21.5 45.0 45.0
Prop In Lane 1.00 0.42 1.00 1.00 1.00 0.18 1.00 1.00
Lane Grp Cap(c), veh/h 511 586 573 287 965 664 380 479 488 527 1158 490
V/C Ratio(X) 1.16 0.74 0.74 0.66 1.10 1.13 0.88 1.00 1.00 1.09 1.03 1.22
Avail Cap(c_a), veh/h 511 586 573 329 965 664 439 479 488 527 1158 490
HCM Platoon Ratio 1.00 1.00 1.00 0.67 0.67 0.67 1.00 1.00 1.00 2.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.09 0.09 0.09
Uniform Delay (d), s/veh 59.2 40.5 40.5 34.5 56.8 43.2 61.0 50.2 50.3 48.5 25.0 25.0
Incr Delay (d2), s/veh 90.9 4.9 5.1 2.7 59.4 77.6 14.8 41.3 40.9 44.8 18.2 100.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 15.4 13.7 13.4 4.9 25.4 35.2 6.4 21.6 21.9 10.6 13.2 22.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 150.2 45.4 45.6 37.2 116.2 120.9 75.8 91.5 91.1 93.3 43.1 125.5
LnGrp LOS F D D D F F E F F F F F
Approach Vol, veh/h 1449 2001 1300 2367
Approach Delay, s/veh 88.2 110.4 87.3 76.1
Approach LOS F F F E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 26.0 44.0 20.5 49.5 17.5 52.5 26.0 44.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 21.5 39.5 18.5 42.5 16.5 44.5 21.5 39.5
Max Q Clear Time (g_c+I1), s 23.5 41.5 15.8 47.0 12.9 33.3 23.5 41.5
Green Ext Time (p_c), s 0.0 0.0 0.2 0.0 0.1 3.9 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 90.3
HCM 6th LOS F
Notes
User approved volume balancing among the lanes for turning movement.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 3 (Year 2030) Background - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 216 1001 49 53 1289 64 245 6 66 103 9 286
Future Volume (vph) 216 1001 49 53 1289 64 245 6 66 103 9 286
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 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.99 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 3393 1710 3396 1710 1800 1530 1710 1800 1530
Flt Permitted 0.06 1.00 0.23 1.00 0.75 1.00 1.00 0.71 1.00 1.00
Satd. Flow (perm) 101 3393 418 3396 1353 1800 1530 1277 1800 1530
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) 225 1043 51 55 1343 67 255 6 69 107 9 298
RTOR Reduction (vph) 0 2 0 0 2 0 0 0 62 0 0 210
Lane Group Flow (vph) 225 1092 0 55 1408 0 255 6 7 107 9 88
Heavy Vehicles (%) 0% 0% 2% 0% 0% 0% 0% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 8 4 4
Actuated Green, G (s) 91.3 80.1 70.3 65.1 29.8 14.4 14.4 31.6 15.3 15.3
Effective Green, g (s) 91.3 80.1 70.3 65.1 29.8 14.4 14.4 31.6 15.3 15.3
Actuated g/C Ratio 0.65 0.57 0.50 0.46 0.21 0.10 0.10 0.23 0.11 0.11
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) 2.0 4.0 2.0 4.0 2.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 298 1941 257 1579 327 185 157 338 196 167
v/s Ratio Prot c0.11 0.32 0.01 c0.41 c0.09 0.00 0.04 0.01
v/s Ratio Perm 0.38 0.10 c0.08 0.00 0.03 0.06
v/c Ratio 0.76 0.56 0.21 0.89 0.78 0.03 0.05 0.32 0.05 0.53
Uniform Delay, d1 42.2 18.9 18.1 34.2 51.1 56.5 56.6 44.8 55.8 58.9
Progression Factor 1.44 1.25 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 4.4 0.5 0.2 8.0 10.2 0.0 0.0 0.2 0.0 1.4
Delay (s) 65.3 24.2 18.3 42.3 61.3 56.6 56.6 45.0 55.9 60.3
Level of Service E C B D E E E D E E
Approach Delay (s) 31.2 41.4 60.3 56.2
Approach LOS C D E E
Intersection Summary
HCM 2000 Control Delay 41.1 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.83
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 24.0
Intersection Capacity Utilization 88.4% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 3 (Year 2030) Background - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 216 1001 49 53 1289 64 245 6 66 103 9 286
Future Volume (veh/h) 216 1001 49 53 1289 64 245 6 66 103 9 286
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 225 1043 51 55 1343 67 255 6 69 107 9 298
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 0 0 0 0 0 0 0 0 0 0 0
Cap, veh/h 238 1650 81 245 1421 71 441 426 361 419 347 294
Arrive On Green 0.10 0.50 0.50 0.03 0.43 0.43 0.11 0.24 0.24 0.06 0.19 0.19
Sat Flow, veh/h 1714 3319 162 1714 3315 165 1714 1800 1525 1714 1800 1525
Grp Volume(v), veh/h 225 537 557 55 692 718 255 6 69 107 9 298
Grp Sat Flow(s),veh/h/ln 1714 1710 1771 1714 1710 1770 1714 1800 1525 1714 1800 1525
Q Serve(g_s), s 12.8 32.3 32.3 2.5 54.3 54.6 15.0 0.4 5.1 6.9 0.6 27.0
Cycle Q Clear(g_c), s 12.8 32.3 32.3 2.5 54.3 54.6 15.0 0.4 5.1 6.9 0.6 27.0
Prop In Lane 1.00 0.09 1.00 0.09 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 238 850 880 245 733 759 441 426 361 419 347 294
V/C Ratio(X) 0.95 0.63 0.63 0.22 0.94 0.95 0.58 0.01 0.19 0.26 0.03 1.01
Avail Cap(c_a), veh/h 238 850 880 375 733 759 441 426 361 482 347 294
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 41.5 25.8 25.8 23.1 38.4 38.5 39.0 40.9 42.7 41.3 45.8 56.5
Incr Delay (d2), s/veh 43.2 3.6 3.4 0.2 22.0 22.0 1.3 0.0 0.1 0.1 0.0 55.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.6 13.6 14.0 1.0 26.4 27.4 7.6 0.2 2.0 3.0 0.3 15.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 84.8 29.4 29.3 23.3 60.4 60.5 40.2 40.9 42.8 41.4 45.8 112.3
LnGrp LOS F C C C E E D D D D D F
Approach Vol, veh/h 1319 1465 330 414
Approach Delay, s/veh 38.8 59.1 40.8 92.5
Approach LOS D E D F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 20.0 66.0 21.0 33.0 10.4 75.6 14.8 39.2
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 14.0 60.0 15.0 27.0 15.0 59.0 14.0 28.0
Max Q Clear Time (g_c+I1), s 14.8 56.6 17.0 29.0 4.5 34.3 8.9 7.1
Green Ext Time (p_c), s 0.0 2.8 0.0 0.0 0.0 10.5 0.1 0.1
Intersection Summary
HCM 6th Ctrl Delay 53.7
HCM 6th LOS D
HCM 6th TWSC ICCU Elks Property TIS
6: Overland Rd & Rockham Way Phase 3 (Year 2030) Background - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 9
Intersection
Int Delay, s/veh 0.3
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 1289 1883 55 0 37
Future Vol, veh/h 0 1289 1883 55 0 37
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - 20 - 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 0 0 0 0 0 0
Mvmt Flow 0 1432 2092 61 0 41
Major/Minor Major1 Major2 Minor2
Conflicting Flow All - 0 - 0 - 1046
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - - - - 6.9
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - - - - - 3.3
Pot Cap-1 Maneuver 0 - - - 0 228
Stage 1 0 - - - 0 -
Stage 2 0 - - - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - - - - 228
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB SB
HCM Control Delay, s 0 0 24.2
HCM LOS C
Minor Lane/Major Mvmt EBT WBT WBRSBLn1
Capacity (veh/h) - - - 228
HCM Lane V/C Ratio - - - 0.18
HCM Control Delay (s) - - - 24.2
HCM Lane LOS - - - C
HCM 95th %tile Q(veh) - - - 0.6
Appendix G
Mitigated Background Traffic Operation Worksheets
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
101: Eagle Rd & I-84 WB Ramps Phase 1 (Year 2020) Background - AM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 508 0 1031 242 1675 0 0 1568 559
Future Volume (vph) 0 0 0 508 0 1031 242 1675 0 0 1568 559
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 6.0 4.5 6.0 6.0 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.76 0.97 0.91 0.91 0.88
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1608 1608 3420 3252 4818 4818 2640
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1608 1608 3420 3252 4818 4818 2640
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 0 0 0 524 0 1063 249 1727 0 0 1616 576
RTOR Reduction (vph) 0 0 0 0 0 37 0 0 0 0 0 292
Lane Group Flow (vph) 0 0 0 262 262 1026 249 1727 0 0 1616 284
Heavy Vehicles (%) 0% 0% 0% 1% 0% 2% 2% 2% 0% 0% 2% 2%
Turn Type Prot NA custom Prot NA Prot NA Perm
Protected Phases 2 6 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 45.1 46.6 72.9 18.0 74.6 78.9 78.9
Effective Green, g (s) 45.1 46.6 67.9 18.0 74.6 78.9 78.9
Actuated g/C Ratio 0.28 0.29 0.42 0.11 0.47 0.49 0.49
Clearance Time (s) 6.0 4.5 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 453 468 1451 365 2246 2375 1301
v/s Ratio Prot 0.16 0.16 c0.30 0.08 c0.36 c0.34
v/s Ratio Perm 0.01 0.11
v/c Ratio 0.58 0.56 0.71 0.68 0.77 0.68 0.22
Uniform Delay, d1 49.3 48.0 37.9 68.3 35.5 30.9 23.0
Progression Factor 1.00 1.00 1.00 0.95 1.08 1.00 1.00
Incremental Delay, d2 1.8 1.5 1.6 4.4 2.1 1.6 0.4
Delay (s)51.1 49.5 39.5 69.3 40.6 32.5 23.4
Level of Service D D D E D C C
Approach Delay (s) 0.0 43.0 44.2 30.1
Approach LOS A D D C
Intersection Summary
HCM 2000 Control Delay 38.5 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.74
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 70.0% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
102: Eagle Rd & I-84 EB Ramps Phase 1 (Year 2020) Background - AM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 864 0 452 0 0 0 0 1030 0 0 1136 0
Future Volume (vph) 864 0 452 0 0 0 0 1030 0 0 1136 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.5 5.5 6.0 6.0
Lane Util. Factor 0.97 0.88 0.95 0.95
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3221 2640 3386 3386
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3221 2640 3386 3386
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 891 0 466 0 0 0 0 1062 0 0 1171 0
RTOR Reduction (vph) 0 0 30 0 0 0 0 0 0 0 0 0
Lane Group Flow (vph) 891 0 436 0 0 0 0 1062 0 0 1171 0
Heavy Vehicles (%) 3% 0% 2% 0% 0% 0% 0% 1% 0% 0% 1% 2%
Turn Type Prot Perm NA Free NA
Protected Phases 6 8 4
Permitted Phases 6 Free
Actuated Green, G (s) 27.7 27.7 40.8 40.8
Effective Green, g (s) 27.7 27.7 40.8 40.8
Actuated g/C Ratio 0.35 0.35 0.51 0.51
Clearance Time (s) 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 3.0 3.0
Lane Grp Cap (vph) 1115 914 1726 1726
v/s Ratio Prot c0.28 0.31 c0.35
v/s Ratio Perm 0.17
v/c Ratio 0.80 0.48 0.62 0.68
Uniform Delay, d1 23.6 20.5 14.0 14.7
Progression Factor 1.00 1.00 1.36 0.52
Incremental Delay, d2 3.8 0.1 1.2 1.6
Delay (s) 27.5 20.6 20.2 9.3
Level of Service C C C A
Approach Delay (s) 25.1 0.0 20.2 9.3
Approach LOS C A C A
Intersection Summary
HCM 2000 Control Delay 18.5 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.73
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 11.5
Intersection Capacity Utilization 68.7% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
102: Eagle Rd & I-84 EB Ramps Phase 1 (Year 2020) Background - AM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 864 0 452 0 0 0 0 1030 0 0 1136 0
Future Volume (veh/h) 864 0 452 0 0 0 0 1030 0 0 1136 0
Initial Q (Qb), veh 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
Parking Bus, Adj 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
Adj Sat Flow, veh/h/ln 1758 0 1772 0 1786 1800 0 1786 0
Adj Flow Rate, veh/h 891 0 466 0 1062 0 0 1171 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 3 0 2 0 1 0 0 1 0
Cap, veh/h 1029 0 837 0 1831 0 1831 0
Arrive On Green 0.32 0.00 0.32 0.00 0.54 0.00 0.00 0.18 0.00
Sat Flow, veh/h 3248 0 2643 0 3483 1525 0 3572 0
Grp Volume(v), veh/h 891 0 466 0 1062 0 0 1171 0
Grp Sat Flow(s),veh/h/ln 1624 0 1321 0 1697 1525 0 1697 0
Q Serve(g_s), s 20.7 0.0 11.7 0.0 16.8 0.0 0.0 25.6 0.0
Cycle Q Clear(g_c), s 20.7 0.0 11.7 0.0 16.8 0.0 0.0 25.6 0.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 1029 0 837 0 1831 0 1831 0
V/C Ratio(X) 0.87 0.00 0.56 0.00 0.58 0.00 0.64 0.00
Avail Cap(c_a), veh/h 1401 0 1140 0 1831 0 1831 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.33 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.64 0.00 0.00 1.00 0.00
Uniform Delay (d), s/veh 25.7 0.0 22.7 0.0 12.3 0.0 0.0 25.7 0.0
Incr Delay (d2), s/veh 3.5 0.0 0.2 0.0 0.9 0.0 0.0 1.7 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 7.9 0.0 3.4 0.0 5.2 0.0 0.0 11.7 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 29.3 0.0 22.9 0.0 13.2 0.0 0.0 27.4 0.0
LnGrp LOS C A C A B A C A
Approach Vol, veh/h 1357 1062 A 1171
Approach Delay, s/veh 27.1 13.2 27.4
Approach LOS C B C
Timer - Assigned Phs 4 6 8
Phs Duration (G+Y+Rc), s 49.2 30.8 49.2
Change Period (Y+Rc), s 6.0 5.5 6.0
Max Green Setting (Gmax), s 34.0 34.5 34.0
Max Q Clear Time (g_c+I1), s 27.6 22.7 18.8
Green Ext Time (p_c), s 3.7 2.7 6.0
Intersection Summary
HCM 6th Ctrl Delay 23.1
HCM 6th LOS C
Notes
Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
103: Eagle Rd & Overland Rd Phase 1 (Year 2020) Background - AM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 614 631 106 46 320 555 53 983 34 532 733 307
Future Volume (vph) 614 631 106 46 320 555 53 983 34 532 733 307
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 0.88 0.97 0.91 1.00 0.97 0.95 1.00
Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 0.98
Flpb, ped/bikes 1.00 1.00 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 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) 3285 4865 1501 3317 4914 2627 3317 4914 1508 3317 3386 1488
Flt Permitted 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 (perm) 3285 4865 1501 3317 4914 2627 3317 4914 1508 3317 3386 1488
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 653 671 113 49 340 590 56 1046 36 566 780 327
RTOR Reduction (vph) 0 0 81 0 0 50 0 0 23 0 0 153
Lane Group Flow (vph) 653 671 32 49 340 540 56 1046 13 566 780 174
Confl. Peds. (#/hr) 2 5 5 2 4 2 2 4
Heavy Vehicles (%) 1% 1% 0% 0% 0% 2% 0% 0% 0% 0% 1% 1%
Turn Type Prot NA Perm Prot NA pm+ov Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 34.3 45.8 45.8 4.9 16.4 49.9 6.1 57.8 57.8 33.5 85.2 85.2
Effective Green, g (s) 34.3 45.8 45.8 4.9 16.4 49.9 6.1 57.8 57.8 33.5 85.2 85.2
Actuated g/C Ratio 0.21 0.29 0.29 0.03 0.10 0.31 0.04 0.36 0.36 0.21 0.53 0.53
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 3.0 2.0 2.0 2.5 2.0 3.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 704 1392 429 101 503 893 126 1775 544 694 1803 792
v/s Ratio Prot c0.20 0.14 0.01 0.07 c0.13 0.02 c0.21 c0.17 0.23
v/s Ratio Perm 0.02 0.08 0.01 0.12
v/c Ratio 0.93 0.48 0.08 0.49 0.68 0.61 0.44 0.59 0.02 0.82 0.43 0.22
Uniform Delay, d1 61.6 47.3 41.7 76.3 69.2 46.7 75.3 41.5 32.9 60.3 22.7 19.8
Progression Factor 1.00 1.00 1.00 0.87 0.99 1.56 1.00 1.00 1.00 0.91 1.34 4.24
Incremental Delay, d2 18.3 0.3 0.1 1.3 2.7 0.9 0.9 1.4 0.1 5.9 0.6 0.5
Delay (s) 79.9 47.5 41.7 67.7 71.4 73.8 76.2 42.9 33.0 60.7 31.0 84.5
Level of Service E D D E E E E D C E C F
Approach Delay (s) 61.8 72.6 44.2 51.5
Approach LOS E E D D
Intersection Summary
HCM 2000 Control Delay 56.7 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.73
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 90.2% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
103: Eagle Rd & Overland Rd Phase 1 (Year 2020) Background - AM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 614 631 106 46 320 555 53 983 34 532 733 307
Future Volume (veh/h) 614 631 106 46 320 555 53 983 34 532 733 307
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1800 1800 1800 1772 1800 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 653 671 113 49 340 590 56 1046 36 566 780 327
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 1 1 0 0 0 2 0 0 0 0 1 1
Cap, veh/h 691 1901 592 92 1022 1021 95 1421 439 601 1497 666
Arrive On Green 0.21 0.39 0.39 0.01 0.07 0.07 0.03 0.29 0.29 0.30 0.74 0.74
Sat Flow, veh/h 3300 4876 1520 3326 4914 2611 3326 4914 1519 3326 3393 1509
Grp Volume(v), veh/h 653 671 113 49 340 590 56 1046 36 566 780 327
Grp Sat Flow(s),veh/h/ln 1650 1625 1520 1663 1638 1306 1663 1638 1519 1663 1697 1509
Q Serve(g_s), s 31.2 15.6 7.8 2.3 10.6 28.1 2.7 30.8 2.8 26.6 15.7 14.3
Cycle Q Clear(g_c), s 31.2 15.6 7.8 2.3 10.6 28.1 2.7 30.8 2.8 26.6 15.7 14.3
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 691 1901 592 92 1022 1021 95 1421 439 601 1497 666
V/C Ratio(X) 0.94 0.35 0.19 0.53 0.33 0.58 0.59 0.74 0.08 0.94 0.52 0.49
Avail Cap(c_a), veh/h 712 2033 633 121 1167 1098 127 1421 439 634 1497 666
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.67 1.67 1.67
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.74 0.74 0.74
Uniform Delay (d), s/veh 62.3 34.5 32.2 78.2 63.9 45.2 76.8 51.4 41.4 55.0 13.8 13.6
Incr Delay (d2), s/veh 20.8 0.1 0.2 1.8 0.1 0.4 2.1 3.4 0.4 17.5 1.0 1.9
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 14.9 6.2 2.9 1.0 4.6 9.8 1.1 12.8 1.1 11.2 4.5 4.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 83.1 34.6 32.3 80.0 64.0 45.6 78.9 54.8 41.8 72.5 14.8 15.5
LnGrp LOS F C C E E D E D D E B B
Approach Vol, veh/h 1437 979 1138 1673
Approach Delay, s/veh 56.5 53.7 55.6 34.5
Approach LOS E D E C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 38.0 37.8 9.1 75.1 8.9 66.9 33.4 50.8
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 34.5 38.0 6.1 63.4 5.8 66.7 30.5 39.0
Max Q Clear Time (g_c+I1), s 33.2 30.1 4.7 17.7 4.3 17.6 28.6 32.8
Green Ext Time (p_c), s 0.3 2.0 0.0 6.9 0.0 5.4 0.4 3.3
Intersection Summary
HCM 6th Ctrl Delay 48.7
HCM 6th LOS D
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
201: Eagle Rd & I-84 WB Ramps Phase 1 (Year 2020) Background - PM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 670 0 1084 289 1427 0 0 1875 1028
Future Volume (vph) 0 0 0 670 0 1084 289 1427 0 0 1875 1028
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.76 0.97 0.91 0.91 0.88
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1624 1624 3387 3317 4818 4865 2666
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1624 1624 3387 3317 4818 4865 2666
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow (vph) 0 0 0 720 0 1166 311 1534 0 0 2016 1105
RTOR Reduction (vph) 0 0 0 0 0 35 0 0 0 0 0 561
Lane Group Flow (vph) 0 0 0 360 360 1131 311 1534 0 0 2016 544
Heavy Vehicles (%) 0% 0% 0% 0% 50% 3% 0% 2% 0% 0% 1% 1%
Turn Type Split NA pt+ov Prot NA Prot NA Perm
Protected Phases 2 2 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 44.3 44.3 78.7 19.0 68.8 78.7 78.7
Effective Green, g (s) 44.3 44.3 73.7 19.0 68.8 78.7 78.7
Actuated g/C Ratio 0.28 0.28 0.46 0.12 0.43 0.49 0.49
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 449 449 1560 393 2071 2392 1311
v/s Ratio Prot c0.22 0.22 0.33 0.09 c0.32 c0.41
v/s Ratio Perm 0.20
v/c Ratio 0.80 0.80 0.72 0.79 0.74 0.84 0.41
Uniform Delay, d1 53.8 53.8 34.9 68.6 38.1 35.3 25.9
Progression Factor 1.00 1.00 1.00 1.05 0.96 1.00 1.00
Incremental Delay, d2 9.9 9.9 1.7 9.3 2.0 3.8 1.0
Delay (s)63.7 63.7 36.6 81.1 38.5 39.1 26.9
Level of Service E E D F D D C
Approach Delay (s) 0.0 47.0 45.7 34.8
Approach LOS A D D C
Intersection Summary
HCM 2000 Control Delay 41.1 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.83
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 81.5% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
202: Eagle Rd & I-84 EB Ramps Phase 1 (Year 2020) Background - PM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 615 0 479 0 0 0 0 1104 0 0 1517 0
Future Volume (vph) 615 0 479 0 0 0 0 1104 0 0 1517 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.5 5.5 6.0 6.0
Lane Util. Factor 0.97 0.88 0.95 0.95
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3252 2693 3420 3420
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3252 2693 3420 3420
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow (vph) 647 0 504 0 0 0 0 1162 0 0 1597 0
RTOR Reduction (vph) 0 0 30 0 0 0 0 0 0 0 0 0
Lane Group Flow (vph) 647 0 474 0 0 0 0 1162 0 0 1597 0
Heavy Vehicles (%) 2% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 2%
Turn Type Prot Perm NA Free NA
Protected Phases 6 8 4
Permitted Phases 6 Free
Actuated Green, G (s) 20.8 20.8 47.7 47.7
Effective Green, g (s) 20.8 20.8 47.7 47.7
Actuated g/C Ratio 0.26 0.26 0.60 0.60
Clearance Time (s) 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 3.0 3.0
Lane Grp Cap (vph) 845 700 2039 2039
v/s Ratio Prot c0.20 0.34 c0.47
v/s Ratio Perm 0.18
v/c Ratio 0.77 0.68 0.57 0.78
Uniform Delay, d1 27.3 26.6 9.9 12.2
Progression Factor 1.00 1.00 0.69 1.75
Incremental Delay, d2 3.8 2.0 1.0 1.8
Delay (s) 31.1 28.6 7.7 23.1
Level of Service C C A C
Approach Delay (s) 30.0 0.0 7.7 23.1
Approach LOS C A A C
Intersection Summary
HCM 2000 Control Delay 20.6 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.78
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 11.5
Intersection Capacity Utilization 72.4% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
202: Eagle Rd & I-84 EB Ramps Phase 1 (Year 2020) Background - PM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 615 0 479 0 0 0 0 1104 0 0 1517 0
Future Volume (veh/h) 615 0 479 0 0 0 0 1104 0 0 1517 0
Initial Q (Qb), veh 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
Parking Bus, Adj 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
Adj Sat Flow, veh/h/ln 1772 0 1800 0 1800 1786 0 1800 0
Adj Flow Rate, veh/h 647 0 504 0 1162 0 0 1597 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 2 0 0 0 0 1 0 0 0
Cap, veh/h 780 0 640 0 2113 0 2113 0
Arrive On Green 0.24 0.00 0.24 0.00 0.82 0.00 0.00 0.82 0.00
Sat Flow, veh/h 3274 0 2685 0 3510 1514 0 3600 0
Grp Volume(v), veh/h 647 0 504 0 1162 0 0 1597 0
Grp Sat Flow(s),veh/h/ln 1637 0 1342 0 1710 1514 0 1710 0
Q Serve(g_s), s 15.0 0.0 14.1 0.0 8.8 0.0 0.0 17.6 0.0
Cycle Q Clear(g_c), s 15.0 0.0 14.1 0.0 8.8 0.0 0.0 17.6 0.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 780 0 640 0 2113 0 2113 0
V/C Ratio(X) 0.83 0.00 0.79 0.00 0.55 0.00 0.76 0.00
Avail Cap(c_a), veh/h 1084 0 889 0 2113 0 2113 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.33 1.33 1.00 1.33 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.79 0.00 0.00 1.00 0.00
Uniform Delay (d), s/veh 28.9 0.0 28.6 0.0 3.5 0.0 0.0 4.3 0.0
Incr Delay (d2), s/veh 2.8 0.0 2.1 0.0 0.8 0.0 0.0 2.6 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 5.9 0.0 4.5 0.0 1.8 0.0 0.0 3.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 31.7 0.0 30.6 0.0 4.3 0.0 0.0 6.9 0.0
LnGrp LOS C A C A A A A A
Approach Vol, veh/h 1151 1162 A 1597
Approach Delay, s/veh 31.2 4.3 6.9
Approach LOS C A A
Timer - Assigned Phs 4 6 8
Phs Duration (G+Y+Rc), s 55.4 24.6 55.4
Change Period (Y+Rc), s 6.0 5.5 6.0
Max Green Setting (Gmax), s 42.0 26.5 42.0
Max Q Clear Time (g_c+I1), s 19.6 17.0 10.8
Green Ext Time (p_c), s 11.9 2.1 8.9
Intersection Summary
HCM 6th Ctrl Delay 13.3
HCM 6th LOS B
Notes
Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
203: Eagle Rd & Overland Rd Phase 1 (Year 2020) Background - PM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 488 571 147 163 885 632 276 726 77 487 981 497
Future Volume (vph) 488 571 147 163 885 632 276 726 77 487 981 497
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 0.76 0.97 0.91 1.00 0.97 0.95 1.00
Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 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) 3317 4914 1508 3285 4914 3488 3317 4865 1508 3317 3420 1530
Flt Permitted 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 (perm) 3317 4914 1508 3285 4914 3488 3317 4865 1508 3317 3420 1530
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) 508 595 153 170 922 658 288 756 80 507 1022 518
RTOR Reduction (vph) 0 0 106 0 0 43 0 0 55 0 0 193
Lane Group Flow (vph) 508 595 47 170 922 615 288 756 25 507 1022 325
Confl. Peds. (#/hr) 2 2 2 2
Heavy Vehicles (%) 0% 0% 0% 1% 0% 0% 0% 1% 0% 0% 0% 0%
Turn Type Prot NA Perm Prot NA pm+ov Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 27.0 49.4 49.4 12.2 34.6 64.4 16.7 50.6 50.6 29.8 63.7 63.7
Effective Green, g (s) 27.0 49.4 49.4 12.2 34.6 64.4 16.7 50.6 50.6 29.8 63.7 63.7
Actuated g/C Ratio 0.17 0.31 0.31 0.08 0.22 0.40 0.10 0.32 0.32 0.19 0.40 0.40
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 3.0 2.0 2.0 2.5 2.0 3.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 559 1517 465 250 1062 1502 346 1538 476 617 1361 609
v/s Ratio Prot c0.15 0.12 0.05 c0.19 0.08 0.09 0.16 c0.15 c0.30
v/s Ratio Perm 0.03 0.10 0.02 0.21
v/c Ratio 0.91 0.39 0.10 0.68 0.87 0.41 0.83 0.49 0.05 0.82 0.75 0.53
Uniform Delay, d1 65.3 43.5 39.5 72.0 60.5 34.2 70.3 44.3 38.0 62.5 41.3 36.8
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.89 1.06 1.16
Incremental Delay, d2 18.6 0.2 0.1 5.9 7.4 0.1 15.0 1.1 0.2 5.8 2.6 2.2
Delay (s) 83.8 43.7 39.6 77.9 67.9 34.3 85.2 45.4 38.3 61.2 46.4 45.1
Level of Service F D D E E C F D D E D D
Approach Delay (s) 59.4 56.3 55.1 49.8
Approach LOS E E E D
Intersection Summary
HCM 2000 Control Delay 54.5 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.84
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 94.1% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
203: Eagle Rd & Overland Rd Phase 1 (Year 2020) Background - PM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 488 571 147 163 885 632 276 726 77 487 981 497
Future Volume (veh/h) 488 571 147 163 885 632 276 726 77 487 981 497
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1800 1800 1786 1800 1800 1800 1786 1800 1800 1800 1800
Adj Flow Rate, veh/h 508 595 153 170 922 658 288 756 80 507 1022 518
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 0 0 1 0 0 0 1 0 0 0 0
Cap, veh/h 545 1558 483 211 1068 1331 328 1658 518 554 1395 621
Arrive On Green 0.16 0.32 0.32 0.06 0.22 0.22 0.10 0.34 0.34 0.28 0.68 0.68
Sat Flow, veh/h 3326 4914 1523 3300 4914 3462 3326 4876 1523 3326 3420 1523
Grp Volume(v), veh/h 508 595 153 170 922 658 288 756 80 507 1022 518
Grp Sat Flow(s),veh/h/ln 1663 1638 1523 1650 1638 1154 1663 1625 1523 1663 1710 1523
Q Serve(g_s), s 24.1 15.1 12.2 8.1 28.9 23.1 13.7 19.4 5.9 23.6 30.4 40.2
Cycle Q Clear(g_c), s 24.1 15.1 12.2 8.1 28.9 23.1 13.7 19.4 5.9 23.6 30.4 40.2
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 545 1558 483 211 1068 1331 328 1658 518 554 1395 621
V/C Ratio(X) 0.93 0.38 0.32 0.81 0.86 0.49 0.88 0.46 0.15 0.92 0.73 0.83
Avail Cap(c_a), veh/h 551 1558 483 293 1167 1401 360 1658 518 738 1395 621
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.67 1.67 1.67
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.56 0.56 0.56
Uniform Delay (d), s/veh 66.0 42.4 41.5 73.9 60.3 37.5 71.2 41.2 36.8 56.7 20.0 21.5
Incr Delay (d2), s/veh 22.8 0.2 0.4 7.4 6.0 0.1 18.7 0.9 0.6 7.8 1.9 7.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 11.9 6.1 4.6 3.6 12.5 6.4 6.6 7.8 2.2 9.4 8.4 10.7
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 88.8 42.6 41.8 81.3 66.3 37.6 89.9 42.2 37.4 64.5 21.9 28.9
LnGrp LOS F D D F E D F D D E C C
Approach Vol, veh/h 1256 1750 1124 2047
Approach Delay, s/veh 61.2 57.0 54.1 34.2
Approach LOS E E D C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 30.7 39.3 20.3 69.8 14.7 55.2 31.1 58.9
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 26.5 38.0 17.3 60.2 14.2 50.3 35.5 42.0
Max Q Clear Time (g_c+I1), s 26.1 30.9 15.7 42.2 10.1 17.1 25.6 21.4
Green Ext Time (p_c), s 0.1 3.5 0.1 8.2 0.1 4.7 1.0 4.8
Intersection Summary
HCM 6th Ctrl Delay 49.8
HCM 6th LOS D
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
1: Eagle Rd & I-84 WB Ramps Phase 2 (Year 2022) Background - AM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 523 1 1062 250 1725 0 0 1615 576
Future Volume (vph) 0 0 0 523 1 1062 250 1725 0 0 1615 576
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.76 0.97 0.91 0.91 0.88
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1608 1613 3420 3252 4818 4818 2640
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1608 1613 3420 3252 4818 4818 2640
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 0 0 0 539 1 1095 258 1778 0 0 1665 594
RTOR Reduction (vph) 0 0 0 0 0 39 0 0 0 0 0 277
Lane Group Flow (vph) 0 0 0 269 271 1056 258 1778 0 0 1665 317
Heavy Vehicles (%) 0% 0% 0% 1% 0% 2% 2% 2% 0% 0% 2% 2%
Turn Type Split NA pt+ov Prot NA Prot NA Perm
Protected Phases 2 2 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 38.9 38.9 68.0 17.6 79.5 85.5 85.5
Effective Green, g (s) 38.9 38.9 63.0 17.6 79.5 85.5 85.5
Actuated g/C Ratio 0.24 0.24 0.39 0.11 0.50 0.53 0.53
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 390 392 1346 357 2393 2574 1410
v/s Ratio Prot 0.17 0.17 c0.31 0.08 c0.37 0.35
v/s Ratio Perm 0.12
v/c Ratio 0.69 0.69 0.78 0.72 0.74 0.65 0.23
Uniform Delay, d1 55.1 55.1 42.5 68.8 32.1 26.5 19.7
Progression Factor 1.00 1.00 1.00 0.89 1.17 1.00 1.00
Incremental Delay, d2 5.0 5.2 3.1 5.6 1.6 1.3 0.4
Delay (s)60.1 60.3 45.6 66.8 39.0 27.8 20.1
Level of Service E E D E D C C
Approach Delay (s) 0.0 50.4 42.5 25.8
Approach LOS A D D C
Intersection Summary
HCM 2000 Control Delay 38.3 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.76
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 71.7% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 2 (Year 2022) Background - AM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 890 0 465 0 0 0 0 1061 0 0 1169 0
Future Volume (vph) 890 0 465 0 0 0 0 1061 0 0 1169 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.5 5.5 6.0 6.0
Lane Util. Factor 0.97 0.88 0.95 0.95
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3221 2640 3386 3386
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3221 2640 3386 3386
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 918 0 479 0 0 0 0 1094 0 0 1205 0
RTOR Reduction (vph) 0 0 42 0 0 0 0 0 0 0 0 0
Lane Group Flow (vph) 918 0 437 0 0 0 0 1094 0 0 1205 0
Heavy Vehicles (%) 3% 0% 2% 0% 0% 0% 0% 1% 0% 0% 1% 2%
Turn Type Prot Perm NA Free NA
Protected Phases 6 8 4
Permitted Phases 6 Free
Actuated Green, G (s) 27.1 27.1 41.4 41.4
Effective Green, g (s) 27.1 27.1 41.4 41.4
Actuated g/C Ratio 0.34 0.34 0.52 0.52
Clearance Time (s) 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 3.0 3.0
Lane Grp Cap (vph) 1091 894 1752 1752
v/s Ratio Prot c0.29 0.32 c0.36
v/s Ratio Perm 0.17
v/c Ratio 0.84 0.49 0.62 0.69
Uniform Delay, d1 24.5 21.0 13.8 14.5
Progression Factor 1.00 1.00 1.38 0.52
Incremental Delay, d2 5.8 0.2 1.1 1.7
Delay (s) 30.2 21.1 20.2 9.2
Level of Service C C C A
Approach Delay (s) 27.1 0.0 20.2 9.2
Approach LOS C A C A
Intersection Summary
HCM 2000 Control Delay 19.2 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.75
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 11.5
Intersection Capacity Utilization 70.5% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 2 (Year 2022) Background - AM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 890 0 465 0 0 0 0 1061 0 0 1169 0
Future Volume (veh/h) 890 0 465 0 0 0 0 1061 0 0 1169 0
Initial Q (Qb), veh 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
Parking Bus, Adj 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
Adj Sat Flow, veh/h/ln 1758 0 1772 0 1786 1800 0 1786 0
Adj Flow Rate, veh/h 918 0 479 0 1094 0 0 1205 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 3 0 2 0 1 0 0 1 0
Cap, veh/h 1041 0 847 0 1818 0 1818 0
Arrive On Green 0.32 0.00 0.32 0.00 0.54 0.00 0.00 0.18 0.00
Sat Flow, veh/h 3248 0 2643 0 3483 1525 0 3572 0
Grp Volume(v), veh/h 918 0 479 0 1094 0 0 1205 0
Grp Sat Flow(s),veh/h/ln 1624 0 1321 0 1697 1525 0 1697 0
Q Serve(g_s), s 21.4 0.0 12.0 0.0 17.7 0.0 0.0 26.5 0.0
Cycle Q Clear(g_c), s 21.4 0.0 12.0 0.0 17.7 0.0 0.0 26.5 0.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 1041 0 847 0 1818 0 1818 0
V/C Ratio(X) 0.88 0.00 0.57 0.00 0.60 0.00 0.66 0.00
Avail Cap(c_a), veh/h 1238 0 1008 0 1818 0 1818 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.33 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.61 0.00 0.00 1.00 0.00
Uniform Delay (d), s/veh 25.7 0.0 22.6 0.0 12.7 0.0 0.0 26.2 0.0
Incr Delay (d2), s/veh 6.1 0.0 0.2 0.0 0.9 0.0 0.0 1.9 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 8.6 0.0 3.5 0.0 5.5 0.0 0.0 12.1 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 31.8 0.0 22.8 0.0 13.6 0.0 0.0 28.1 0.0
LnGrp LOS C A C A B A C A
Approach Vol, veh/h 1397 1094 A 1205
Approach Delay, s/veh 28.7 13.6 28.1
Approach LOS C B C
Timer - Assigned Phs 4 6 8
Phs Duration (G+Y+Rc), s 48.9 31.1 48.9
Change Period (Y+Rc), s 6.0 5.5 6.0
Max Green Setting (Gmax), s 38.0 30.5 38.0
Max Q Clear Time (g_c+I1), s 28.5 23.4 19.7
Green Ext Time (p_c), s 5.1 2.2 6.8
Intersection Summary
HCM 6th Ctrl Delay 24.1
HCM 6th LOS C
Notes
Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 2 (Year 2022) Background - AM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 633 650 109 47 329 572 54 1013 34 547 755 316
Future Volume (vph) 633 650 109 47 329 572 54 1013 34 547 755 316
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 0.88 0.97 0.91 1.00 0.97 0.95 1.00
Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 0.98
Flpb, ped/bikes 1.00 1.00 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 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) 3285 4865 1501 3317 4914 2628 3317 4914 1508 3317 3386 1488
Flt Permitted 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 (perm) 3285 4865 1501 3317 4914 2628 3317 4914 1508 3317 3386 1488
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 673 691 116 50 350 609 57 1078 36 582 803 336
RTOR Reduction (vph) 0 0 82 0 0 49 0 0 24 0 0 159
Lane Group Flow (vph) 673 691 34 50 350 560 57 1078 12 582 803 177
Confl. Peds. (#/hr) 2 5 5 2 4 2 2 4
Heavy Vehicles (%) 1% 1% 0% 0% 0% 2% 0% 0% 0% 0% 1% 1%
Turn Type Prot NA Perm Prot NA pm+ov Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 34.8 46.8 46.8 4.7 16.7 52.0 6.2 55.2 55.2 35.3 84.3 84.3
Effective Green, g (s) 34.8 46.8 46.8 4.7 16.7 52.0 6.2 55.2 55.2 35.3 84.3 84.3
Actuated g/C Ratio 0.22 0.29 0.29 0.03 0.10 0.32 0.04 0.35 0.35 0.22 0.53 0.53
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 3.0 2.0 2.0 2.5 2.0 3.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 714 1423 439 97 512 928 128 1695 520 731 1783 783
v/s Ratio Prot c0.20 0.14 0.02 c0.07 0.13 0.02 c0.22 c0.18 0.24
v/s Ratio Perm 0.02 0.08 0.01 0.12
v/c Ratio 0.94 0.49 0.08 0.52 0.68 0.60 0.45 0.64 0.02 0.80 0.45 0.23
Uniform Delay, d1 61.6 46.7 41.0 76.5 69.1 45.4 75.2 44.0 34.6 58.9 23.5 20.3
Progression Factor 1.00 1.00 1.00 0.86 1.00 1.50 1.00 1.00 1.00 0.93 1.31 4.18
Incremental Delay, d2 20.7 0.3 0.1 1.8 2.8 0.9 0.9 1.8 0.1 4.7 0.7 0.5
Delay (s) 82.4 46.9 41.0 68.0 72.2 68.8 76.1 45.8 34.7 59.5 31.5 85.5
Level of Service F D D E E E E D C E C F
Approach Delay (s) 62.6 69.9 46.9 51.5
Approach LOS E E D D
Intersection Summary
HCM 2000 Control Delay 57.0 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.76
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 91.3% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 2 (Year 2022) Background - AM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 633 650 109 47 329 572 54 1013 34 547 755 316
Future Volume (veh/h) 633 650 109 47 329 572 54 1013 34 547 755 316
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 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1800 1800 1800 1772 1800 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 673 691 116 50 350 609 57 1078 36 582 803 336
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 1 1 0 0 0 2 0 0 0 0 1 1
Cap, veh/h 707 1940 605 93 1039 1039 96 1365 422 612 1469 653
Arrive On Green 0.21 0.40 0.40 0.01 0.07 0.07 0.03 0.28 0.28 0.31 0.72 0.72
Sat Flow, veh/h 3300 4876 1520 3326 4914 2612 3326 4914 1519 3326 3393 1509
Grp Volume(v), veh/h 673 691 116 50 350 609 57 1078 36 582 803 336
Grp Sat Flow(s),veh/h/ln 1650 1625 1520 1663 1638 1306 1663 1638 1519 1663 1697 1509
Q Serve(g_s), s 32.2 15.9 8.0 2.4 10.9 28.8 2.7 32.5 2.8 27.4 17.3 15.7
Cycle Q Clear(g_c), s 32.2 15.9 8.0 2.4 10.9 28.8 2.7 32.5 2.8 27.4 17.3 15.7
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 707 1940 605 93 1039 1039 96 1365 422 612 1469 653
V/C Ratio(X) 0.95 0.36 0.19 0.54 0.34 0.59 0.60 0.79 0.09 0.95 0.55 0.51
Avail Cap(c_a), veh/h 712 2033 634 121 1167 1106 139 1365 422 613 1469 653
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.67 1.67 1.67
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.73 0.73 0.73
Uniform Delay (d), s/veh 62.0 33.8 31.4 78.2 63.7 44.8 76.8 53.5 42.7 54.7 15.0 14.7
Incr Delay (d2), s/veh 22.4 0.1 0.2 1.8 0.1 0.4 2.2 4.7 0.4 20.1 1.1 2.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 15.6 6.3 0.0 1.1 4.8 10.1 1.2 13.6 1.1 11.8 5.0 4.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 84.5 33.9 31.5 80.1 63.8 45.2 79.0 58.2 43.1 74.8 16.0 16.9
LnGrp LOS F C C F E D E E D E B B
Approach Vol, veh/h 1480 1009 1171 1721
Approach Delay, s/veh 56.7 53.4 58.7 36.1
Approach LOS E D E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 38.8 38.3 9.1 73.8 9.0 68.2 33.9 48.9
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 34.5 38.0 6.7 62.8 5.8 66.7 29.5 40.0
Max Q Clear Time (g_c+I1), s 34.2 30.8 4.7 19.3 4.4 17.9 29.4 34.5
Green Ext Time (p_c), s 0.1 2.0 0.0 7.2 0.0 5.6 0.0 3.1
Intersection Summary
HCM 6th Ctrl Delay 49.9
HCM 6th LOS D
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
1: Eagle Rd & I-84 WB Ramps Phase 2 (Year 2022) Background - PM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 689 0 1117 297 1469 0 0 1931 1059
Future Volume (vph) 0 0 0 689 0 1117 297 1469 0 0 1931 1059
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.76 0.97 0.91 0.91 0.88
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1624 1624 3387 3317 4818 4865 2666
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1624 1624 3387 3317 4818 4865 2666
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow (vph) 0 0 0 741 0 1201 319 1580 0 0 2076 1139
RTOR Reduction (vph) 0 0 0 0 0 36 0 0 0 0 0 574
Lane Group Flow (vph) 0 0 0 370 371 1165 319 1580 0 0 2076 565
Heavy Vehicles (%) 0% 0% 0% 0% 50% 3% 0% 2% 0% 0% 1% 1%
Turn Type Split NA pt+ov Prot NA Prot NA Perm
Protected Phases 2 2 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 44.6 44.6 77.2 18.6 70.3 78.8 78.8
Effective Green, g (s) 44.6 44.6 72.2 18.6 70.3 78.8 78.8
Actuated g/C Ratio 0.28 0.28 0.45 0.12 0.44 0.49 0.49
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 452 452 1528 385 2116 2396 1313
v/s Ratio Prot 0.23 c0.23 0.34 0.10 c0.33 c0.43
v/s Ratio Perm 0.21
v/c Ratio 0.82 0.82 0.76 0.83 0.75 0.87 0.43
Uniform Delay, d1 53.9 54.0 36.7 69.1 37.4 35.9 26.1
Progression Factor 1.00 1.00 1.00 1.04 0.96 1.00 1.00
Incremental Delay, d2 11.0 11.4 2.3 12.1 2.0 4.5 1.0
Delay (s)64.9 65.3 39.0 83.8 38.1 40.5 27.2
Level of Service E E D F D D C
Approach Delay (s) 0.0 49.0 45.8 35.8
Approach LOS A D D D
Intersection Summary
HCM 2000 Control Delay 42.1 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.85
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 83.5% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 2 (Year 2022) Background - PM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 634 0 493 0 0 0 0 1136 0 0 1562 0
Future Volume (vph) 634 0 493 0 0 0 0 1136 0 0 1562 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.5 5.5 6.0 6.0
Lane Util. Factor 0.97 0.88 0.95 0.95
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3252 2693 3420 3420
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3252 2693 3420 3420
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow (vph) 667 0 519 0 0 0 0 1196 0 0 1644 0
RTOR Reduction (vph) 0 0 30 0 0 0 0 0 0 0 0 0
Lane Group Flow (vph) 667 0 489 0 0 0 0 1196 0 0 1644 0
Heavy Vehicles (%) 2% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 2%
Turn Type Prot Perm NA Free NA
Protected Phases 6 8 4
Permitted Phases 6 Free
Actuated Green, G (s) 21.4 21.4 47.1 47.1
Effective Green, g (s) 21.4 21.4 47.1 47.1
Actuated g/C Ratio 0.27 0.27 0.59 0.59
Clearance Time (s) 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 3.0 3.0
Lane Grp Cap (vph) 869 720 2013 2013
v/s Ratio Prot c0.21 0.35 c0.48
v/s Ratio Perm 0.18
v/c Ratio 0.77 0.68 0.59 0.82
Uniform Delay, d1 27.0 26.2 10.4 13.0
Progression Factor 1.00 1.00 0.61 1.75
Incremental Delay, d2 3.7 2.0 1.0 2.1
Delay (s) 30.7 28.2 7.4 24.9
Level of Service C C A C
Approach Delay (s) 29.6 0.0 7.4 24.9
Approach LOS C A A C
Intersection Summary
HCM 2000 Control Delay 21.1 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.80
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 11.5
Intersection Capacity Utilization 74.3% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 2 (Year 2022) Background - PM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 634 0 493 0 0 0 0 1136 0 0 1562 0
Future Volume (veh/h) 634 0 493 0 0 0 0 1136 0 0 1562 0
Initial Q (Qb), veh 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
Parking Bus, Adj 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
Adj Sat Flow, veh/h/ln 1772 0 1800 0 1800 1786 0 1800 0
Adj Flow Rate, veh/h 667 0 519 0 1196 0 0 1644 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 2 0 0 0 0 1 0 0 0
Cap, veh/h 803 0 659 0 2089 0 2089 0
Arrive On Green 0.25 0.00 0.25 0.00 0.81 0.00 0.00 0.81 0.00
Sat Flow, veh/h 3274 0 2685 0 3510 1514 0 3600 0
Grp Volume(v), veh/h 667 0 519 0 1196 0 0 1644 0
Grp Sat Flow(s),veh/h/ln 1637 0 1342 0 1710 1514 0 1710 0
Q Serve(g_s), s 15.4 0.0 14.5 0.0 9.8 0.0 0.0 20.0 0.0
Cycle Q Clear(g_c), s 15.4 0.0 14.5 0.0 9.8 0.0 0.0 20.0 0.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 803 0 659 0 2089 0 2089 0
V/C Ratio(X) 0.83 0.00 0.79 0.00 0.57 0.00 0.79 0.00
Avail Cap(c_a), veh/h 1125 0 923 0 2089 0 2089 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.33 1.33 1.00 1.33 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.73 0.00 0.00 1.00 0.00
Uniform Delay (d), s/veh 28.6 0.0 28.2 0.0 3.8 0.0 0.0 4.8 0.0
Incr Delay (d2), s/veh 2.7 0.0 1.9 0.0 0.8 0.0 0.0 3.1 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.0 0.0 4.6 0.0 1.9 0.0 0.0 3.4 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 31.3 0.0 30.2 0.0 4.7 0.0 0.0 7.9 0.0
LnGrp LOS C A C A A A A A
Approach Vol, veh/h 1186 1196 A 1644
Approach Delay, s/veh 30.8 4.7 7.9
Approach LOS C A A
Timer - Assigned Phs 4 6 8
Phs Duration (G+Y+Rc), s 54.9 25.1 54.9
Change Period (Y+Rc), s 6.0 5.5 6.0
Max Green Setting (Gmax), s 41.0 27.5 41.0
Max Q Clear Time (g_c+I1), s 22.0 17.4 11.8
Green Ext Time (p_c), s 11.1 2.2 9.1
Intersection Summary
HCM 6th Ctrl Delay 13.7
HCM 6th LOS B
Notes
Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 2 (Year 2022) Background - PM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 503 586 152 167 910 649 284 748 78 499 1012 512
Future Volume (vph) 503 586 152 167 910 649 284 748 78 499 1012 512
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 0.88 0.97 0.91 1.00 0.97 0.95 1.00
Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 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) 3317 4914 1508 3285 4914 2693 3317 4865 1508 3317 3420 1530
Flt Permitted 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 (perm) 3317 4914 1508 3285 4914 2693 3317 4865 1508 3317 3420 1530
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) 524 610 158 174 948 676 296 779 81 520 1054 533
RTOR Reduction (vph) 0 0 108 0 0 43 0 0 56 0 0 213
Lane Group Flow (vph) 524 610 50 174 948 633 296 779 25 520 1054 320
Confl. Peds. (#/hr) 2 2 2 2
Heavy Vehicles (%) 0% 0% 0% 1% 0% 0% 0% 1% 0% 0% 0% 0%
Turn Type Prot NA Perm Prot NA pm+ov Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 28.1 50.9 50.9 12.4 35.2 64.3 17.0 49.6 49.6 29.1 61.7 61.7
Effective Green, g (s) 28.1 50.9 50.9 12.4 35.2 64.3 17.0 49.6 49.6 29.1 61.7 61.7
Actuated g/C Ratio 0.18 0.32 0.32 0.08 0.22 0.40 0.11 0.31 0.31 0.18 0.39 0.39
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 3.0 2.0 2.0 2.5 2.0 3.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 582 1563 479 254 1081 1157 352 1508 467 603 1318 590
v/s Ratio Prot c0.16 0.12 0.05 c0.19 0.10 0.09 0.16 c0.16 c0.31
v/s Ratio Perm 0.03 0.14 0.02 0.21
v/c Ratio 0.90 0.39 0.10 0.69 0.88 0.55 0.84 0.52 0.05 0.86 0.80 0.54
Uniform Delay, d1 64.6 42.5 38.5 71.9 60.3 36.7 70.2 45.4 38.7 63.5 43.7 38.2
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 1.05 1.09
Incremental Delay, d2 17.0 0.2 0.1 6.0 7.9 0.4 15.8 1.3 0.2 8.1 3.4 2.3
Delay (s) 81.6 42.6 38.6 77.9 68.3 37.1 85.9 46.6 39.0 66.0 49.2 43.9
Level of Service F D D E E D F D D E D D
Approach Delay (s) 57.9 57.5 56.2 52.0
Approach LOS E E E D
Intersection Summary
HCM 2000 Control Delay 55.5 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.87
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 95.4% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 2 (Year 2022) Background - PM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 503 586 152 167 910 649 284 748 78 499 1012 512
Future Volume (veh/h) 503 586 152 167 910 649 284 748 78 499 1012 512
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1800 1800 1786 1800 1800 1800 1786 1800 1800 1800 1800
Adj Flow Rate, veh/h 524 610 158 174 948 676 296 779 81 520 1054 533
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 0 0 1 0 0 0 1 0 0 0 0
Cap, veh/h 567 1647 510 215 1129 1066 336 1556 486 559 1321 588
Arrive On Green 0.17 0.34 0.34 0.07 0.23 0.23 0.10 0.32 0.32 0.34 0.77 0.77
Sat Flow, veh/h 3326 4914 1523 3300 4914 2673 3326 4876 1523 3326 3420 1523
Grp Volume(v), veh/h 524 610 158 174 948 676 296 779 81 520 1054 533
Grp Sat Flow(s),veh/h/ln 1663 1638 1523 1650 1638 1337 1663 1625 1523 1663 1710 1523
Q Serve(g_s), s 24.8 15.1 12.3 8.3 29.5 32.6 14.1 20.7 6.1 24.2 29.2 42.5
Cycle Q Clear(g_c), s 24.8 15.1 12.3 8.3 29.5 32.6 14.1 20.7 6.1 24.2 29.2 42.5
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 567 1647 510 215 1129 1066 336 1556 486 559 1321 588
V/C Ratio(X) 0.92 0.37 0.31 0.81 0.84 0.63 0.88 0.50 0.17 0.93 0.80 0.91
Avail Cap(c_a), veh/h 613 1647 510 297 1167 1086 366 1556 486 655 1321 588
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.52 0.52 0.52
Uniform Delay (d), s/veh 65.3 40.4 39.5 73.8 58.8 38.8 71.0 44.1 39.2 52.2 14.5 16.0
Incr Delay (d2), s/veh 18.8 0.1 0.3 7.8 5.1 0.9 19.1 1.2 0.7 10.8 2.7 12.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 11.9 6.1 4.6 3.7 12.6 10.5 6.8 8.3 2.4 9.1 5.7 7.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 84.1 40.5 39.8 81.6 63.9 39.7 90.1 45.3 39.9 63.0 17.2 28.0
LnGrp LOS F D D F E D F D D E B C
Approach Vol, veh/h 1292 1798 1156 2107
Approach Delay, s/veh 58.1 56.5 56.4 31.2
Approach LOS E E E C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 31.8 41.3 20.7 66.3 14.9 58.1 31.4 55.5
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 29.5 38.0 17.6 56.9 14.4 53.1 31.5 43.0
Max Q Clear Time (g_c+I1), s 26.8 34.6 16.1 44.5 10.3 17.1 26.2 22.7
Green Ext Time (p_c), s 0.5 2.0 0.1 6.8 0.1 4.9 0.7 5.0
Intersection Summary
HCM 6th Ctrl Delay 48.4
HCM 6th LOS D
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
1: Eagle Rd & I-84 WB Ramps Phase 3 (Year 2030) Background - AM Peak Hour Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 587 1 1197 281 1943 0 0 1818 649
Future Volume (vph) 0 0 0 587 1 1197 281 1943 0 0 1818 649
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.76 0.97 0.91 0.91 0.88
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1608 1613 3420 3252 4818 4818 2640
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1608 1613 3420 3252 4818 4818 2640
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 0 0 0 605 1 1234 290 2003 0 0 1874 669
RTOR Reduction (vph) 0 0 0 0 0 42 0 0 0 0 0 314
Lane Group Flow (vph) 0 0 0 302 304 1192 290 2003 0 0 1874 355
Heavy Vehicles (%) 0% 0% 0% 1% 0% 2% 2% 2% 0% 0% 2% 2%
Turn Type Split NA pt+ov Prot NA Prot NA Perm
Protected Phases 2 2 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 36.7 36.7 61.8 20.5 85.7 84.8 84.8
Effective Green, g (s) 36.7 36.7 56.8 20.5 85.7 84.8 84.8
Actuated g/C Ratio 0.23 0.23 0.35 0.13 0.54 0.53 0.53
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 368 369 1214 416 2580 2553 1399
v/s Ratio Prot 0.19 0.19 c0.35 0.09 c0.42 0.39
v/s Ratio Perm 0.13
v/c Ratio 0.82 0.82 0.98 0.70 0.78 0.73 0.25
Uniform Delay, d1 58.5 58.6 51.1 66.8 29.5 28.9 20.4
Progression Factor 1.00 1.00 1.00 1.04 0.98 1.00 1.00
Incremental Delay, d2 13.6 13.8 21.4 3.5 1.5 1.9 0.4
Delay (s)72.2 72.4 72.5 72.8 30.5 30.8 20.9
Level of Service E E E E C C C
Approach Delay (s) 0.0 72.5 35.8 28.2
Approach LOS A E D C
Intersection Summary
HCM 2000 Control Delay 43.0 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.86
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 79.5% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 3 (Year 2030) Background - AM Peak Hour Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 1003 0 523 0 0 0 0 1194 0 0 1315 0
Future Volume (vph) 1003 0 523 0 0 0 0 1194 0 0 1315 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.5 5.5 6.0 6.0
Lane Util. Factor 0.97 0.88 0.95 0.95
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3221 2640 3386 3386
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3221 2640 3386 3386
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 1034 0 539 0 0 0 0 1231 0 0 1356 0
RTOR Reduction (vph) 0 0 25 0 0 0 0 0 0 0 0 0
Lane Group Flow (vph) 1034 0 514 0 0 0 0 1231 0 0 1356 0
Heavy Vehicles (%) 3% 0% 2% 0% 0% 0% 0% 1% 0% 0% 1% 2%
Turn Type Prot Perm NA Free NA
Protected Phases 6 8 4
Permitted Phases 6 Free
Actuated Green, G (s) 30.6 30.6 37.9 37.9
Effective Green, g (s) 30.6 30.6 37.9 37.9
Actuated g/C Ratio 0.38 0.38 0.47 0.47
Clearance Time (s) 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 3.0 3.0
Lane Grp Cap (vph) 1232 1009 1604 1604
v/s Ratio Prot c0.32 0.36 c0.40
v/s Ratio Perm 0.19
v/c Ratio 0.84 0.51 0.77 0.85
Uniform Delay, d1 22.5 18.9 17.4 18.5
Progression Factor 1.00 1.00 1.00 1.03
Incremental Delay, d2 5.0 0.1 3.6 3.7
Delay (s) 27.4 19.1 21.0 22.8
Level of Service C B C C
Approach Delay (s) 24.6 0.0 21.0 22.8
Approach LOS C A C C
Intersection Summary
HCM 2000 Control Delay 22.9 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.84
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 11.5
Intersection Capacity Utilization 78.2% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 3 (Year 2030) Background - AM Peak Hour Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 1003 0 523 0 0 0 0 1194 0 0 1315 0
Future Volume (veh/h) 1003 0 523 0 0 0 0 1194 0 0 1315 0
Initial Q (Qb), veh 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
Parking Bus, Adj 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
Adj Sat Flow, veh/h/ln 1758 0 1772 0 1786 1800 0 1786 0
Adj Flow Rate, veh/h 1034 0 539 0 1231 0 0 1356 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 3 0 2 0 1 0 0 1 0
Cap, veh/h 1167 0 949 0 1687 0 1687 0
Arrive On Green 0.36 0.00 0.36 0.00 0.50 0.00 0.00 0.33 0.00
Sat Flow, veh/h 3248 0 2643 0 3483 1525 0 3572 0
Grp Volume(v), veh/h 1034 0 539 0 1231 0 0 1356 0
Grp Sat Flow(s),veh/h/ln 1624 0 1321 0 1697 1525 0 1697 0
Q Serve(g_s), s 23.9 0.0 13.1 0.0 22.9 0.0 0.0 29.1 0.0
Cycle Q Clear(g_c), s 23.9 0.0 13.1 0.0 22.9 0.0 0.0 29.1 0.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 1167 0 949 0 1687 0 1687 0
V/C Ratio(X) 0.89 0.00 0.57 0.00 0.73 0.00 0.80 0.00
Avail Cap(c_a), veh/h 1401 0 1140 0 1687 0 1687 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.67 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.50 0.00 0.00 1.00 0.00
Uniform Delay (d), s/veh 24.1 0.0 20.6 0.0 15.9 0.0 0.0 23.1 0.0
Incr Delay (d2), s/veh 5.6 0.0 0.2 0.0 1.4 0.0 0.0 4.2 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 9.4 0.0 3.8 0.0 7.5 0.0 0.0 12.4 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 29.7 0.0 20.8 0.0 17.3 0.0 0.0 27.3 0.0
LnGrp LOS C A C A B A C A
Approach Vol, veh/h 1573 1231 A 1356
Approach Delay, s/veh 26.7 17.3 27.3
Approach LOS C B C
Timer - Assigned Phs 4 6 8
Phs Duration (G+Y+Rc), s 45.8 34.2 45.8
Change Period (Y+Rc), s 6.0 5.5 6.0
Max Green Setting (Gmax), s 34.0 34.5 34.0
Max Q Clear Time (g_c+I1), s 31.1 25.9 24.9
Green Ext Time (p_c), s 2.1 2.8 5.0
Intersection Summary
HCM 6th Ctrl Delay 24.1
HCM 6th LOS C
Notes
Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 3 (Year 2030) Background - AM Peak Hour Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 713 728 123 51 369 641 61 1141 37 612 852 356
Future Volume (vph) 713 728 123 51 369 641 61 1141 37 612 852 356
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 0.88 0.97 0.91 1.00 0.97 0.91 0.88
Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 0.98 1.00 1.00 0.98
Flpb, ped/bikes 1.00 1.00 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 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) 3285 4865 1498 3317 4914 2628 3317 4914 1507 3317 4865 2615
Flt Permitted 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 (perm) 3285 4865 1498 3317 4914 2628 3317 4914 1507 3317 4865 2615
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 759 774 131 54 393 682 65 1214 39 651 906 379
RTOR Reduction (vph) 0 0 90 0 0 37 0 0 26 0 0 178
Lane Group Flow (vph) 759 774 41 54 393 645 65 1214 13 651 906 201
Confl. Peds. (#/hr) 2 5 5 2 4 2 2 4
Heavy Vehicles (%) 1% 1% 0% 0% 0% 2% 0% 0% 0% 0% 1% 1%
Turn Type Prot NA Perm Prot NA pm+ov Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 50.9 65.2 65.2 6.9 21.2 69.4 8.5 71.7 71.7 48.2 111.4 111.4
Effective Green, g (s) 50.9 65.2 65.2 6.9 21.2 69.4 8.5 71.7 71.7 48.2 111.4 111.4
Actuated g/C Ratio 0.24 0.31 0.31 0.03 0.10 0.33 0.04 0.34 0.34 0.23 0.53 0.53
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 3.0 2.0 2.0 2.5 2.0 3.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 796 1510 465 108 496 924 134 1677 514 761 2580 1387
v/s Ratio Prot c0.23 0.16 0.02 c0.08 c0.16 0.02 c0.25 c0.20 0.19
v/s Ratio Perm 0.03 0.09 0.01 0.08
v/c Ratio 0.95 0.51 0.09 0.50 0.79 0.70 0.49 0.72 0.03 0.86 0.35 0.14
Uniform Delay, d1 78.4 59.4 51.3 99.9 92.2 61.2 98.6 60.5 45.9 77.6 28.4 25.1
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 21.2 0.3 0.1 1.3 7.9 2.1 1.0 2.8 0.1 9.2 0.4 0.2
Delay (s) 99.6 59.7 51.4 101.2 100.2 63.3 99.6 63.2 46.0 86.8 28.8 25.3
Level of Service F E D F F E F E D F C C
Approach Delay (s) 77.2 78.0 64.5 47.6
Approach LOS E E E D
Intersection Summary
HCM 2000 Control Delay 65.1 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.83
Actuated Cycle Length (s) 210.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 95.6% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 3 (Year 2030) Background - AM Peak Hour Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 713 728 123 51 369 641 61 1141 37 612 852 356
Future Volume (veh/h) 713 728 123 51 369 641 61 1141 37 612 852 356
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 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1800 1800 1800 1772 1800 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 759 774 131 54 393 682 65 1214 39 651 906 379
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 1 1 0 0 0 2 0 0 0 0 1 1
Cap, veh/h 792 1933 603 82 889 1016 94 1416 438 682 2267 1233
Arrive On Green 0.24 0.40 0.40 0.02 0.18 0.18 0.03 0.29 0.29 0.21 0.46 0.46
Sat Flow, veh/h 3300 4876 1520 3326 4914 2621 3326 4914 1519 3326 4876 2652
Grp Volume(v), veh/h 759 774 131 54 393 682 65 1214 39 651 906 379
Grp Sat Flow(s),veh/h/ln 1650 1625 1520 1663 1638 1310 1663 1638 1519 1663 1625 1326
Q Serve(g_s), s 47.7 23.9 12.0 3.4 15.0 38.0 4.1 49.1 3.9 40.6 25.6 18.7
Cycle Q Clear(g_c), s 47.7 23.9 12.0 3.4 15.0 38.0 4.1 49.1 3.9 40.6 25.6 18.7
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 792 1933 603 82 889 1016 94 1416 438 682 2267 1233
V/C Ratio(X) 0.96 0.40 0.22 0.66 0.44 0.67 0.69 0.86 0.09 0.95 0.40 0.31
Avail Cap(c_a), veh/h 825 1933 603 117 889 1016 136 1416 438 705 2267 1233
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 0.57 0.57 0.57
Uniform Delay (d), s/veh 78.7 45.5 41.8 101.6 76.6 53.5 101.1 70.7 54.6 82.5 36.9 35.1
Incr Delay (d2), s/veh 21.1 0.1 0.2 3.4 0.1 1.4 3.3 6.9 0.4 15.6 0.3 0.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 22.5 9.8 4.5 1.5 6.3 15.0 1.8 21.2 1.6 18.7 10.2 6.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 99.9 45.6 42.0 104.9 76.7 54.9 104.5 77.6 55.0 98.1 37.2 35.4
LnGrp LOS F D D F E D F E E F D D
Approach Vol, veh/h 1664 1129 1318 1936
Approach Delay, s/veh 70.1 64.9 78.2 57.4
Approach LOS E E E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 54.9 42.5 10.4 102.1 9.7 87.8 47.6 65.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 52.5 38.0 8.6 92.9 7.4 83.1 44.5 57.0
Max Q Clear Time (g_c+I1), s 49.7 40.0 6.1 27.6 5.4 25.9 42.6 51.1
Green Ext Time (p_c), s 0.8 0.0 0.0 9.1 0.0 6.5 0.4 3.6
Intersection Summary
HCM 6th Ctrl Delay 66.8
HCM 6th LOS E
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 3 (Year 2030) Background - AM Peak Hour Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 150 836 209 37 886 44 93 9 48 26 3 56
Future Volume (vph) 150 836 209 37 886 44 93 9 48 26 3 56
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 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.97 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 3280 1710 3364 1693 1800 1530 1710 1800 1530
Flt Permitted 0.21 1.00 0.22 1.00 0.50 1.00 1.00 1.00 1.00 1.00
Satd. Flow (perm) 384 3280 389 3364 891 1800 1530 1800 1800 1530
Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 169 939 235 42 996 49 104 10 54 29 3 63
RTOR Reduction (vph) 0 10 0 0 1 0 0 0 49 0 0 57
Lane Group Flow (vph) 169 1165 0 42 1044 0 104 10 5 29 3 6
Confl. Peds. (#/hr) 3 3
Heavy Vehicles (%) 0% 1% 0% 0% 1% 0% 1% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA pm+ov
Protected Phases 1 6 5 2 3 8 7 4 1
Permitted Phases 6 2 8 8 4 4
Actuated Green, G (s) 123.0 112.5 108.8 104.3 25.0 14.1 14.1 6.9 2.0 14.7
Effective Green, g (s) 123.0 112.5 108.8 104.3 25.0 14.1 14.1 6.9 2.0 14.7
Actuated g/C Ratio 0.77 0.70 0.68 0.65 0.16 0.09 0.09 0.04 0.01 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) 2.0 4.0 2.0 4.0 2.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 400 2306 301 2192 224 158 134 74 22 197
v/s Ratio Prot c0.03 c0.36 0.00 0.31 c0.05 0.01 0.01 0.00 0.00
v/s Ratio Perm 0.29 0.09 c0.02 0.00 0.00 0.00
v/c Ratio 0.42 0.50 0.14 0.48 0.46 0.06 0.04 0.39 0.14 0.03
Uniform Delay, d1 7.6 10.9 8.8 14.1 60.7 66.9 66.7 74.5 78.1 66.2
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 0.3 0.8 0.1 0.7 0.6 0.1 0.0 1.2 1.0 0.0
Delay (s) 7.9 11.7 8.9 14.8 61.3 67.0 66.8 75.8 79.2 66.2
Level of Service A B A B E E E E E E
Approach Delay (s) 11.2 14.6 63.4 69.5
Approach LOS B B E E
Intersection Summary
HCM 2000 Control Delay 17.9 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.52
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 24.0
Intersection Capacity Utilization 63.2% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 3 (Year 2030) Background - AM Peak Hour Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 150 836 209 37 886 44 93 9 48 26 3 56
Future Volume (veh/h) 150 836 209 37 886 44 93 9 48 26 3 56
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1786 1800 1786 1786 1786 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 169 939 235 42 996 49 104 10 54 29 3 63
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Percent Heavy Veh, % 0 1 1 0 1 1 1 0 0 0 0 0
Cap, veh/h 414 1864 466 347 2224 109 242 193 164 169 112 163
Arrive On Green 0.04 0.69 0.69 0.03 0.68 0.68 0.07 0.11 0.11 0.02 0.06 0.06
Sat Flow, veh/h 1714 2688 672 1714 3291 162 1701 1800 1525 1714 1800 1525
Grp Volume(v), veh/h 169 592 582 42 513 532 104 10 54 29 3 63
Grp Sat Flow(s),veh/h/ln 1714 1697 1663 1714 1697 1757 1701 1800 1525 1714 1800 1525
Q Serve(g_s), s 4.9 26.3 26.4 1.2 22.5 22.5 8.9 0.8 5.2 2.5 0.3 6.2
Cycle Q Clear(g_c), s 4.9 26.3 26.4 1.2 22.5 22.5 8.9 0.8 5.2 2.5 0.3 6.2
Prop In Lane 1.00 0.40 1.00 0.09 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 414 1177 1153 347 1146 1187 242 193 164 169 112 163
V/C Ratio(X) 0.41 0.50 0.50 0.12 0.45 0.45 0.43 0.05 0.33 0.17 0.03 0.39
Avail Cap(c_a), veh/h 585 1177 1153 377 1146 1187 244 371 315 183 304 325
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 9.3 11.5 11.6 9.2 12.1 12.1 62.7 64.1 66.1 68.1 70.4 66.6
Incr Delay (d2), s/veh 0.2 1.5 1.6 0.1 1.3 1.2 0.4 0.0 0.4 0.2 0.0 0.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.7 9.8 9.7 0.4 8.5 8.8 4.0 0.4 0.0 1.1 0.1 2.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 9.5 13.1 13.1 9.2 13.3 13.3 63.1 64.1 66.5 68.3 70.5 67.1
LnGrp LOS A B B A B B E E E E E E
Approach Vol, veh/h 1343 1087 168 95
Approach Delay, s/veh 12.7 13.2 64.3 67.6
Approach LOS B B E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 13.1 114.1 16.8 16.0 10.2 117.0 9.6 23.2
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 23.0 75.0 11.0 27.0 7.0 91.0 5.0 33.0
Max Q Clear Time (g_c+I1), s 6.9 24.5 10.9 8.2 3.2 28.4 4.5 7.2
Green Ext Time (p_c), s 0.2 12.4 0.0 0.1 0.0 16.0 0.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 18.0
HCM 6th LOS B
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
1: Eagle Rd & I-84 WB Ramps Phase 3 (Year 2030) Background - PM Peak Hour Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 774 0 1258 333 1652 0 0 2173 1193
Future Volume (vph) 0 0 0 774 0 1258 333 1652 0 0 2173 1193
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.76 0.97 0.91 0.91 0.88
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1624 1624 3387 3317 4818 4865 2666
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1624 1624 3387 3317 4818 4865 2666
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow (vph) 0 0 0 832 0 1353 358 1776 0 0 2337 1283
RTOR Reduction (vph) 0 0 0 0 0 38 0 0 0 0 0 587
Lane Group Flow (vph) 0 0 0 416 416 1315 358 1776 0 0 2337 696
Heavy Vehicles (%) 0% 0% 0% 0% 50% 3% 0% 2% 0% 0% 1% 1%
Turn Type Split NA pt+ov Prot NA Prot NA Perm
Protected Phases 2 2 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 43.0 43.0 70.7 18.0 76.8 81.0 81.0
Effective Green, g (s) 43.0 43.0 65.7 18.0 76.8 81.0 81.0
Actuated g/C Ratio 0.27 0.27 0.41 0.11 0.48 0.51 0.51
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 436 436 1390 373 2312 2462 1349
v/s Ratio Prot c0.26 0.26 0.39 c0.11 0.37 c0.48
v/s Ratio Perm 0.26
v/c Ratio 0.95 0.95 0.95 0.96 0.77 0.95 0.52
Uniform Delay, d1 57.5 57.5 45.4 70.6 34.3 37.5 26.4
Progression Factor 1.00 1.00 1.00 1.06 0.90 1.00 1.00
Incremental Delay, d2 31.4 31.4 13.2 28.9 1.8 9.6 1.4
Delay (s)88.9 88.9 58.7 103.7 32.5 47.2 27.8
Level of Service F F E F C D C
Approach Delay (s) 0.0 70.2 44.4 40.3
Approach LOS A E D D
Intersection Summary
HCM 2000 Control Delay 49.6 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.95
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 92.0% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 3 (Year 2030) Background - PM Peak Hour Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 714 0 554 0 0 0 0 1275 0 0 1753 0
Future Volume (vph) 714 0 554 0 0 0 0 1275 0 0 1753 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.5 5.5 6.0 6.0
Lane Util. Factor 0.97 0.88 0.95 0.95
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3252 2693 3420 3420
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3252 2693 3420 3420
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow (vph) 752 0 583 0 0 0 0 1342 0 0 1845 0
RTOR Reduction (vph) 0 0 30 0 0 0 0 0 0 0 0 0
Lane Group Flow (vph) 752 0 553 0 0 0 0 1342 0 0 1845 0
Heavy Vehicles (%) 2% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 2%
Turn Type Prot Perm NA Free NA
Protected Phases 6 8 4
Permitted Phases 6 Free
Actuated Green, G (s) 20.7 20.7 47.8 47.8
Effective Green, g (s) 20.7 20.7 47.8 47.8
Actuated g/C Ratio 0.26 0.26 0.60 0.60
Clearance Time (s) 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 3.0 3.0
Lane Grp Cap (vph) 841 696 2043 2043
v/s Ratio Prot c0.23 0.39 c0.54
v/s Ratio Perm 0.21
v/c Ratio 0.89 0.79 0.66 0.90
Uniform Delay, d1 28.6 27.7 10.7 14.1
Progression Factor 1.00 1.00 1.00 1.62
Incremental Delay, d2 11.7 5.8 1.7 2.8
Delay (s) 40.2 33.5 12.3 25.6
Level of Service D C B C
Approach Delay (s) 37.3 0.0 12.3 25.6
Approach LOS D A B C
Intersection Summary
HCM 2000 Control Delay 25.1 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.90
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 11.5
Intersection Capacity Utilization 82.2% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 3 (Year 2030) Background - PM Peak Hour Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 714 0 554 0 0 0 0 1275 0 0 1753 0
Future Volume (veh/h) 714 0 554 0 0 0 0 1275 0 0 1753 0
Initial Q (Qb), veh 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
Parking Bus, Adj 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
Adj Sat Flow, veh/h/ln 1772 0 1800 0 1800 1786 0 1800 0
Adj Flow Rate, veh/h 752 0 583 0 1342 0 0 1845 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 2 0 0 0 0 1 0 0 0
Cap, veh/h 840 0 688 0 2051 0 2051 0
Arrive On Green 0.26 0.00 0.26 0.00 0.60 0.00 0.00 0.80 0.00
Sat Flow, veh/h 3274 0 2685 0 3510 1514 0 3600 0
Grp Volume(v), veh/h 752 0 583 0 1342 0 0 1845 0
Grp Sat Flow(s),veh/h/ln 1637 0 1342 0 1710 1514 0 1710 0
Q Serve(g_s), s 17.7 0.0 16.5 0.0 20.7 0.0 0.0 30.9 0.0
Cycle Q Clear(g_c), s 17.7 0.0 16.5 0.0 20.7 0.0 0.0 30.9 0.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 840 0 688 0 2051 0 2051 0
V/C Ratio(X) 0.90 0.00 0.85 0.00 0.65 0.00 0.90 0.00
Avail Cap(c_a), veh/h 880 0 722 0 2051 0 2051 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.33 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.66 0.00 0.00 1.00 0.00
Uniform Delay (d), s/veh 28.7 0.0 28.2 0.0 10.5 0.0 0.0 6.4 0.0
Incr Delay (d2), s/veh 10.9 0.0 8.3 0.0 1.1 0.0 0.0 6.8 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 7.8 0.0 5.8 0.0 6.0 0.0 0.0 5.2 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 39.7 0.0 36.6 0.0 11.6 0.0 0.0 13.2 0.0
LnGrp LOS D A D A B A B A
Approach Vol, veh/h 1335 1342 A 1845
Approach Delay, s/veh 38.3 11.6 13.2
Approach LOS D B B
Timer - Assigned Phs 4 6 8
Phs Duration (G+Y+Rc), s 54.0 26.0 54.0
Change Period (Y+Rc), s 6.0 5.5 6.0
Max Green Setting (Gmax), s 47.0 21.5 47.0
Max Q Clear Time (g_c+I1), s 32.9 19.7 22.7
Green Ext Time (p_c), s 10.1 0.8 9.9
Intersection Summary
HCM 6th Ctrl Delay 20.1
HCM 6th LOS C
Notes
Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 3 (Year 2030) Background - PM Peak Hour Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 567 653 171 182 1017 722 320 844 84 552 1142 576
Future Volume (vph) 567 653 171 182 1017 722 320 844 84 552 1142 576
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 0.88 0.97 0.91 1.00 0.97 0.91 0.88
Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 0.98 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 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) 3317 4914 1506 3285 4914 2693 3317 4865 1507 3317 4914 2693
Flt Permitted 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 (perm) 3317 4914 1506 3285 4914 2693 3317 4865 1507 3317 4914 2693
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) 591 680 178 190 1059 752 333 879 88 575 1190 600
RTOR Reduction (vph) 0 0 114 0 0 31 0 0 63 0 0 291
Lane Group Flow (vph) 591 680 64 190 1059 721 333 879 25 575 1190 309
Confl. Peds. (#/hr) 2 2 2 2
Heavy Vehicles (%) 0% 0% 0% 1% 0% 0% 0% 1% 0% 0% 0% 0%
Turn Type Prot NA Perm Prot NA pm+ov Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 41.4 75.3 75.3 16.1 50.0 91.4 24.6 59.2 59.2 41.4 76.0 76.0
Effective Green, g (s) 41.4 75.3 75.3 16.1 50.0 91.4 24.6 59.2 59.2 41.4 76.0 76.0
Actuated g/C Ratio 0.20 0.36 0.36 0.08 0.24 0.44 0.12 0.28 0.28 0.20 0.36 0.36
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 3.0 2.0 2.0 2.5 2.0 3.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 653 1762 540 251 1170 1229 388 1371 424 653 1778 974
v/s Ratio Prot c0.18 0.14 0.06 c0.22 0.12 0.10 0.18 c0.17 c0.24
v/s Ratio Perm 0.04 0.15 0.02 0.11
v/c Ratio 0.91 0.39 0.12 0.76 0.91 0.59 0.86 0.64 0.06 0.88 0.67 0.32
Uniform Delay, d1 82.4 50.1 45.1 95.0 77.7 45.0 91.0 66.1 55.1 81.9 56.4 48.3
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 16.0 0.1 0.1 11.0 9.8 0.6 16.3 2.3 0.3 13.1 2.0 0.9
Delay (s) 98.4 50.3 45.2 106.0 87.5 45.6 107.3 68.4 55.3 95.0 58.4 49.2
Level of Service F D D F F D F E E F E D
Approach Delay (s) 69.3 73.5 77.5 65.0
Approach LOS E E E E
Intersection Summary
HCM 2000 Control Delay 70.5 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.84
Actuated Cycle Length (s) 210.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 101.1% ICU Level of Service G
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 3 (Year 2030) Background - PM Peak Hour Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 567 653 171 182 1017 722 320 844 84 552 1142 576
Future Volume (veh/h) 567 653 171 182 1017 722 320 844 84 552 1142 576
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1800 1800 1786 1800 1800 1800 1786 1800 1800 1800 1800
Adj Flow Rate, veh/h 591 680 178 190 1059 752 333 879 88 575 1190 600
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 0 0 1 0 0 0 1 0 0 0 0
Cap, veh/h 632 1811 561 222 1208 1155 366 1432 447 615 1811 987
Arrive On Green 0.19 0.37 0.37 0.07 0.25 0.25 0.11 0.29 0.29 0.18 0.37 0.37
Sat Flow, veh/h 3326 4914 1523 3300 4914 2678 3326 4876 1522 3326 4914 2677
Grp Volume(v), veh/h 591 680 178 190 1059 752 333 879 88 575 1190 600
Grp Sat Flow(s),veh/h/ln 1663 1638 1523 1650 1638 1339 1663 1625 1522 1663 1638 1339
Q Serve(g_s), s 36.8 21.3 17.5 12.0 43.5 46.7 20.8 32.6 9.1 35.8 42.4 38.3
Cycle Q Clear(g_c), s 36.8 21.3 17.5 12.0 43.5 46.7 20.8 32.6 9.1 35.8 42.4 38.3
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 632 1811 561 222 1208 1155 366 1432 447 615 1811 987
V/C Ratio(X) 0.94 0.38 0.32 0.86 0.88 0.65 0.91 0.61 0.20 0.94 0.66 0.61
Avail Cap(c_a), veh/h 736 1895 587 299 1252 1179 436 1432 447 721 1811 987
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 0.36 0.36 0.36
Uniform Delay (d), s/veh 83.8 48.6 47.4 96.9 76.1 47.3 92.4 63.9 55.6 84.3 55.2 54.0
Incr Delay (d2), s/veh 17.3 0.1 0.3 13.3 6.8 1.0 19.3 2.0 1.0 7.9 0.7 1.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 17.3 8.8 6.7 5.6 19.1 15.5 9.9 13.6 3.6 15.9 17.4 12.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 101.1 48.7 47.7 110.3 82.9 48.3 111.7 65.9 56.6 92.3 55.9 55.0
LnGrp LOS F D D F F D F E E F E D
Approach Vol, veh/h 1449 2001 1300 2365
Approach Delay, s/veh 70.0 72.5 77.0 64.5
Approach LOS E E E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 44.4 56.1 27.6 81.9 18.6 81.9 43.3 66.2
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 46.5 53.5 27.5 64.5 19.0 81.0 45.5 46.5
Max Q Clear Time (g_c+I1), s 38.8 48.7 22.8 44.4 14.0 23.3 37.8 34.6
Green Ext Time (p_c), s 1.1 3.0 0.3 10.4 0.1 5.8 1.0 4.4
Intersection Summary
HCM 6th Ctrl Delay 70.1
HCM 6th LOS E
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 3 (Year 2030) Background - PM Peak Hour Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 216 1001 49 53 1289 64 245 6 66 103 9 286
Future Volume (vph) 216 1001 49 53 1289 64 245 6 66 103 9 286
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 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.99 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 3393 1710 3396 1710 1800 1530 1710 1800 1530
Flt Permitted 0.07 1.00 0.26 1.00 0.50 1.00 1.00 1.00 1.00 1.00
Satd. Flow (perm) 124 3393 470 3396 900 1800 1530 1800 1800 1530
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) 225 1043 51 55 1343 67 255 6 69 107 9 298
RTOR Reduction (vph) 0 2 0 0 2 0 0 0 62 0 0 49
Lane Group Flow (vph) 225 1092 0 55 1408 0 255 6 7 107 9 249
Heavy Vehicles (%) 0% 0% 2% 0% 0% 0% 0% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA pm+ov
Protected Phases 1 6 5 2 3 8 7 4 1
Permitted Phases 6 2 8 8 4 4
Actuated Green, G (s) 116.0 105.1 85.8 80.9 32.0 16.0 16.0 12.0 2.0 31.1
Effective Green, g (s) 116.0 105.1 85.8 80.9 32.0 16.0 16.0 12.0 2.0 31.1
Actuated g/C Ratio 0.72 0.66 0.54 0.51 0.20 0.10 0.10 0.08 0.01 0.19
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) 2.0 4.0 2.0 4.0 2.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 378 2228 290 1717 301 180 153 129 22 354
v/s Ratio Prot 0.11 0.32 0.01 c0.41 c0.13 0.00 0.05 0.01 c0.13
v/s Ratio Perm 0.32 0.10 0.04 0.00 0.01 0.04
v/c Ratio 0.60 0.49 0.19 0.82 0.85 0.03 0.05 0.83 0.41 0.70
Uniform Delay, d1 39.0 13.9 17.8 33.4 60.2 65.0 65.1 73.0 78.4 60.1
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 1.7 0.8 0.1 4.5 18.6 0.0 0.0 32.3 4.5 5.1
Delay (s) 40.7 14.7 17.9 37.9 78.8 65.0 65.1 105.3 82.9 65.2
Level of Service D B B D E E E F F E
Approach Delay (s) 19.1 37.2 75.7 76.0
Approach LOS B D E E
Intersection Summary
HCM 2000 Control Delay 38.6 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.84
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 24.0
Intersection Capacity Utilization 88.4% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 3 (Year 2030) Background - PM Peak Hour Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 216 1001 49 53 1289 64 245 6 66 103 9 286
Future Volume (veh/h) 216 1001 49 53 1289 64 245 6 66 103 9 286
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 225 1043 51 55 1343 67 255 6 69 107 9 298
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 0 0 0 0 0 0 0 0 0 0 0
Cap, veh/h 246 1876 92 286 1725 86 374 371 315 358 304 370
Arrive On Green 0.07 0.57 0.57 0.03 0.52 0.52 0.09 0.21 0.21 0.05 0.17 0.17
Sat Flow, veh/h 1714 3319 162 1714 3315 165 1714 1800 1525 1714 1800 1525
Grp Volume(v), veh/h 225 537 557 55 692 718 255 6 69 107 9 298
Grp Sat Flow(s),veh/h/ln 1714 1710 1771 1714 1710 1770 1714 1800 1525 1714 1800 1525
Q Serve(g_s), s 9.5 31.9 31.9 2.4 52.1 52.4 14.0 0.4 6.0 8.0 0.7 27.0
Cycle Q Clear(g_c), s 9.5 31.9 31.9 2.4 52.1 52.4 14.0 0.4 6.0 8.0 0.7 27.0
Prop In Lane 1.00 0.09 1.00 0.09 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 246 967 1001 286 890 921 374 371 315 358 304 370
V/C Ratio(X) 0.92 0.56 0.56 0.19 0.78 0.78 0.68 0.02 0.22 0.30 0.03 0.81
Avail Cap(c_a), veh/h 355 967 1001 290 890 921 374 371 315 358 304 370
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 31.9 22.1 22.1 19.0 30.9 31.0 51.6 50.6 52.8 52.1 55.6 57.1
Incr Delay (d2), s/veh 17.7 2.3 2.2 0.1 6.6 6.5 4.1 0.0 0.1 0.2 0.0 11.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 5.8 13.1 13.6 1.0 22.5 23.4 3.2 0.2 2.4 3.7 0.3 12.7
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 49.6 24.4 24.3 19.1 37.6 37.5 55.8 50.6 52.9 52.3 55.6 68.6
LnGrp LOS D C C B D D E D D D E E
Approach Vol, veh/h 1319 1465 330 414
Approach Delay, s/veh 28.6 36.8 55.1 64.1
Approach LOS C D E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 17.8 89.2 20.0 33.0 10.6 96.4 14.0 39.0
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 22.0 73.0 14.0 27.0 5.0 90.0 8.0 33.0
Max Q Clear Time (g_c+I1), s 11.5 54.4 16.0 29.0 4.4 33.9 10.0 8.0
Green Ext Time (p_c), s 0.2 11.9 0.0 0.0 0.0 13.6 0.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 38.7
HCM 6th LOS D
Appendix H
Total Traffic Condition Worksheets
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
1: Eagle Rd & I-84 WB Ramps Phase 1 (Year 2020) Total - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 539 1 1031 252 1694 0 0 1599 559
Future Volume (vph) 0 0 0 539 1 1031 252 1694 0 0 1599 559
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.88 1.00 0.95 0.91 1.00
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1608 1613 2640 1676 3353 4818 1500
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1608 1613 2640 1676 3353 4818 1500
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 0 0 0 556 1 1063 260 1746 0 0 1648 576
RTOR Reduction (vph) 0 0 0 0 0 44 0 0 0 0 0 263
Lane Group Flow (vph) 0 0 0 278 279 1019 260 1746 0 0 1648 313
Heavy Vehicles (%) 0% 0% 0% 1% 0% 2% 2% 2% 0% 0% 2% 2%
Turn Type Split NA pt+ov Prot NA Prot NA Perm
Protected Phases 2 2 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 30.0 30.0 55.6 25.0 91.9 87.0 87.0
Effective Green, g (s) 30.0 30.0 50.6 25.0 91.9 87.0 87.0
Actuated g/C Ratio 0.19 0.19 0.32 0.16 0.57 0.54 0.54
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 301 302 834 261 1925 2619 815
v/s Ratio Prot 0.17 0.17 c0.39 0.16 c0.52 0.34
v/s Ratio Perm 0.21
v/c Ratio 0.92 0.92 1.22 1.00 0.91 0.63 0.38
Uniform Delay, d1 63.9 63.9 54.7 67.5 30.3 25.3 21.1
Progression Factor 1.00 1.00 1.00 0.97 1.12 1.00 1.00
Incremental Delay, d2 32.4 32.4 110.3 47.5 6.1 1.2 1.4
Delay (s)96.3 96.3 165.0 113.2 39.9 26.5 22.4
Level of Service F F F F D C C
Approach Delay (s) 0.0 141.4 49.4 25.4
Approach LOS A F D C
Intersection Summary
HCM 2000 Control Delay 65.8 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 1.02
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 97.9% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 1 (Year 2020) Total - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/17/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 864 0 467 0 0 0 0 1058 0 0 1198 0
Future Volume (vph) 864 0 467 0 0 0 0 1058 0 0 1198 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.5 5.5 6.0 6.0
Lane Util. Factor 0.97 1.00 0.95 0.95
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3221 1500 3386 3386
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3221 1500 3386 3386
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 891 0 481 0 0 0 0 1091 0 0 1235 0
RTOR Reduction (vph) 0 0 26 0 0 0 0 0 0 0 0 0
Lane Group Flow (vph) 891 0 455 0 0 0 0 1091 0 0 1235 0
Heavy Vehicles (%) 3% 0% 2% 0% 0% 0% 0% 1% 0% 0% 1% 2%
Turn Type Prot Perm NA Free NA
Protected Phases 6 8 4
Permitted Phases 6 Free
Actuated Green, G (s) 28.9 28.9 39.6 39.6
Effective Green, g (s) 28.9 28.9 39.6 39.6
Actuated g/C Ratio 0.36 0.36 0.50 0.50
Clearance Time (s) 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 3.0 3.0
Lane Grp Cap (vph) 1163 541 1676 1676
v/s Ratio Prot 0.28 0.32 c0.36
v/s Ratio Perm c0.30
v/c Ratio 0.77 0.84 0.65 0.74
Uniform Delay, d1 22.6 23.4 15.1 16.1
Progression Factor 1.00 1.00 1.09 0.47
Incremental Delay, d2 2.8 10.9 0.2 2.1
Delay (s) 25.3 34.3 16.6 9.6
Level of Service C C B A
Approach Delay (s) 28.5 0.0 16.6 9.6
Approach LOS C A B A
Intersection Summary
HCM 2000 Control Delay 18.7 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.78
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 11.5
Intersection Capacity Utilization 75.1% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 1 (Year 2020) Total - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 864 0 467 0 0 0 0 1058 1138 0 1198 0
Future Volume (veh/h) 864 0 467 0 0 0 0 1058 1138 0 1198 0
Initial Q (Qb), veh 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
Parking Bus, Adj 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
Adj Sat Flow, veh/h/ln 1758 0 1772 0 1786 1800 0 1786 0
Adj Flow Rate, veh/h 891 0 481 0 1091 0 0 1235 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 3 0 2 0 1 0 0 1 0
Cap, veh/h 1157 0 535 0 1697 0 1697 0
Arrive On Green 0.36 0.00 0.36 0.00 0.17 0.00 0.00 0.17 0.00
Sat Flow, veh/h 3248 0 1502 0 3483 1525 0 3572 0
Grp Volume(v), veh/h 891 0 481 0 1091 0 0 1235 0
Grp Sat Flow(s),veh/h/ln 1624 0 1502 0 1697 1525 0 1697 0
Q Serve(g_s), s 19.5 0.0 24.3 0.0 24.0 0.0 0.0 27.6 0.0
Cycle Q Clear(g_c), s 19.5 0.0 24.3 0.0 24.0 0.0 0.0 27.6 0.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 1157 0 535 0 1697 0 1697 0
V/C Ratio(X) 0.77 0.00 0.90 0.00 0.64 0.00 0.73 0.00
Avail Cap(c_a), veh/h 1401 0 648 0 1697 0 1697 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 0.33 0.33 1.00 0.33 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.09 0.00 0.00 1.00 0.00
Uniform Delay (d), s/veh 22.8 0.0 24.4 0.0 26.7 0.0 0.0 28.2 0.0
Incr Delay (d2), s/veh 1.7 0.0 12.4 0.0 0.2 0.0 0.0 2.8 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 7.2 0.0 9.8 0.0 10.6 0.0 0.0 12.8 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 24.5 0.0 36.8 0.0 26.9 0.0 0.0 31.0 0.0
LnGrp LOS C A D A C A C A
Approach Vol, veh/h 1372 1091 A 1235
Approach Delay, s/veh 28.8 26.9 31.0
Approach LOS C C C
Timer - Assigned Phs 4 6 8
Phs Duration (G+Y+Rc), s 46.0 34.0 46.0
Change Period (Y+Rc), s 6.0 5.5 6.0
Max Green Setting (Gmax), s 34.0 34.5 34.0
Max Q Clear Time (g_c+I1), s 29.6 26.3 26.0
Green Ext Time (p_c), s 2.8 2.2 4.1
Intersection Summary
HCM 6th Ctrl Delay 29.0
HCM 6th LOS C
Notes
Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 1 (Year 2020) Total - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 614 709 106 64 367 602 53 983 64 610 733 307
Future Volume (vph) 614 709 106 64 367 602 53 983 64 610 733 307
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.95 1.00 0.95 1.00 0.97 0.95 0.97 0.91 0.91
Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00 0.98
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.98 1.00 1.00 0.85 1.00 0.99 1.00 0.99 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3285 3316 1709 3420 1491 3317 3386 3317 3222 1354
Flt Permitted 0.95 1.00 0.21 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3285 3316 379 3420 1491 3317 3386 3317 3222 1354
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 653 754 113 68 390 640 56 1046 68 649 780 327
RTOR Reduction (vph) 0 8 0 0 0 45 0 3 0 0 2 151
Lane Group Flow (vph) 653 859 0 68 390 595 56 1111 0 649 811 143
Confl. Peds. (#/hr) 2 5 5 2 4 2 2 4
Heavy Vehicles (%) 1% 1% 0% 0% 0% 2% 0% 0% 0% 0% 1% 1%
Turn Type Prot NA pm+pt NA pm+ov Prot NA Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 2 2 4
Actuated Green, G (s) 32.5 49.5 34.2 25.6 61.0 6.1 48.5 35.4 77.8 77.8
Effective Green, g (s) 32.5 49.5 34.2 25.6 61.0 6.1 48.5 35.4 77.8 77.8
Actuated g/C Ratio 0.20 0.31 0.21 0.16 0.38 0.04 0.30 0.22 0.49 0.49
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 2.0 2.0 2.5 2.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 667 1025 152 547 610 126 1026 733 1566 658
v/s Ratio Prot c0.20 0.26 0.02 0.11 c0.22 0.02 c0.33 0.20 0.25
v/s Ratio Perm 0.07 0.18 0.11
v/c Ratio 0.98 0.84 0.45 0.71 0.98 0.44 1.08 0.89 0.52 0.22
Uniform Delay, d1 63.4 51.5 51.8 63.7 48.8 75.3 55.8 60.3 28.2 23.6
Progression Factor 1.00 1.00 0.69 0.88 1.58 1.00 1.00 0.89 1.31 2.99
Incremental Delay, d2 29.2 6.1 0.7 3.2 27.7 0.9 53.4 8.9 0.8 0.5
Delay (s) 92.7 57.6 36.5 59.3 104.7 76.2 109.1 62.9 37.9 71.1
Level of Service F E D E F E F E D E
Approach Delay (s) 72.7 84.3 107.6 52.7
Approach LOS E F F D
Intersection Summary
HCM 2000 Control Delay 76.0 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 1.04
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 101.0% ICU Level of Service G
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 1 (Year 2020) Total - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 614 709 106 64 367 602 53 983 64 610 733 307
Future Volume (veh/h) 614 709 106 64 367 602 53 983 64 610 733 307
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1786 1800 1800 1772 1800 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 653 754 113 68 390 640 56 1046 68 649 780 327
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 1 1 1 0 0 2 0 0 0 0 1 1
Cap, veh/h 670 1212 182 248 844 570 95 988 64 461 1460 617
Arrive On Green 0.20 0.41 0.41 0.01 0.08 0.08 0.03 0.30 0.30 0.22 0.68 0.68
Sat Flow, veh/h 3300 2958 443 1714 3420 1493 3326 3259 212 3429 3572 1509
Grp Volume(v), veh/h 653 432 435 68 390 640 56 549 565 649 780 327
Grp Sat Flow(s),veh/h/ln 1650 1697 1704 1714 1710 1493 1663 1710 1761 1714 1786 1509
Q Serve(g_s), s 31.5 32.3 32.3 4.7 17.4 39.5 2.7 48.5 48.5 21.5 17.4 17.2
Cycle Q Clear(g_c), s 31.5 32.3 32.3 4.7 17.4 39.5 2.7 48.5 48.5 21.5 17.4 17.2
Prop In Lane 1.00 0.26 1.00 1.00 1.00 0.12 1.00 1.00
Lane Grp Cap(c), veh/h 670 695 698 248 844 570 95 518 534 461 1460 617
V/C Ratio(X) 0.97 0.62 0.62 0.27 0.46 1.12 0.59 1.06 1.06 1.41 0.53 0.53
Avail Cap(c_a), veh/h 670 695 698 356 844 570 343 518 534 461 1460 617
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.67 1.67 1.67
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.55 0.55 0.55
Uniform Delay (d), s/veh 63.3 37.4 37.4 43.7 63.3 58.1 76.8 55.8 55.8 62.0 17.8 17.7
Incr Delay (d2), s/veh 28.3 1.7 1.7 0.2 0.1 76.0 2.1 55.9 55.5 191.0 0.8 1.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 15.7 13.6 13.7 2.1 8.1 33.1 1.1 28.3 29.0 20.6 5.5 4.8
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 91.6 39.1 39.1 43.9 63.5 134.1 78.9 111.7 111.3 253.1 18.5 19.5
LnGrp LOS F D D D E F E F F F B B
Approach Vol, veh/h 1520 1098 1170 1756
Approach Delay, s/veh 61.7 103.4 109.9 105.4
Approach LOS E F F F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 37.0 44.0 9.1 69.9 10.9 70.1 26.0 53.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 32.5 39.5 16.5 53.5 16.5 55.5 21.5 48.5
Max Q Clear Time (g_c+I1), s 33.5 41.5 4.7 19.4 6.7 34.3 23.5 50.5
Green Ext Time (p_c), s 0.0 0.0 0.0 6.7 0.0 5.3 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 94.0
HCM 6th LOS F
Notes
User approved volume balancing among the lanes for turning movement.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 1 (Year 2020) Total - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 328 719 180 32 776 94 80 16 41 65 7 143
Future Volume (vph) 328 719 180 32 776 94 80 16 41 65 7 143
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 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.97 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 3280 1709 3335 1693 1800 1530 1710 1800 1530
Flt Permitted 0.16 1.00 0.28 1.00 0.75 1.00 1.00 0.64 1.00 1.00
Satd. Flow (perm) 296 3280 511 3335 1341 1800 1530 1149 1800 1530
Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 369 808 202 36 872 106 90 18 46 73 8 161
RTOR Reduction (vph) 0 9 0 0 7 0 0 0 43 0 0 149
Lane Group Flow (vph) 369 1001 0 36 971 0 90 18 3 73 8 12
Confl. Peds. (#/hr) 3 3
Heavy Vehicles (%) 0% 1% 0% 0% 1% 0% 1% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 8 4 4
Actuated Green, G (s) 118.2 107.7 77.8 73.3 22.1 10.1 10.1 25.5 11.8 11.8
Effective Green, g (s) 118.2 107.7 77.8 73.3 22.1 10.1 10.1 25.5 11.8 11.8
Actuated g/C Ratio 0.74 0.67 0.49 0.46 0.14 0.06 0.06 0.16 0.07 0.07
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) 2.0 4.0 2.0 4.0 2.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 562 2207 282 1527 211 113 96 231 132 112
v/s Ratio Prot c0.16 0.31 0.00 0.29 c0.03 0.01 0.03 0.00
v/s Ratio Perm c0.32 0.06 c0.03 0.00 0.02 0.01
v/c Ratio 0.66 0.45 0.13 0.64 0.43 0.16 0.03 0.32 0.06 0.11
Uniform Delay, d1 23.1 12.3 21.6 33.2 62.8 70.9 70.4 59.1 68.9 69.2
Progression Factor 0.96 1.11 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 1.3 0.4 0.1 2.0 0.5 0.2 0.0 0.3 0.1 0.2
Delay (s) 23.5 14.0 21.6 35.2 63.3 71.2 70.4 59.4 69.0 69.3
Level of Service C B C D E E E E E E
Approach Delay (s) 16.6 34.7 66.3 66.3
Approach LOS B C E E
Intersection Summary
HCM 2000 Control Delay 30.2 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.63
Actuated Cycle Length (s) 160.0 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
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 1 (Year 2020) Total - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 328 719 180 32 776 94 80 16 41 65 7 143
Future Volume (veh/h) 328 719 180 32 776 94 80 16 41 65 7 143
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1786 1800 1786 1786 1786 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 369 808 202 36 872 106 90 18 46 73 8 161
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Percent Heavy Veh, % 0 1 1 0 1 1 1 0 0 0 0 0
Cap, veh/h 447 1746 436 370 1768 215 283 230 195 287 212 180
Arrive On Green 0.09 0.65 0.65 0.02 0.58 0.58 0.06 0.13 0.13 0.05 0.12 0.12
Sat Flow, veh/h 1714 2688 672 1714 3045 370 1701 1800 1525 1714 1800 1525
Grp Volume(v), veh/h 369 510 500 36 486 492 90 18 46 73 8 161
Grp Sat Flow(s),veh/h/ln 1714 1697 1663 1714 1697 1719 1701 1800 1525 1714 1800 1525
Q Serve(g_s), s 13.7 24.1 24.1 1.4 26.9 26.9 7.4 1.4 4.3 5.9 0.6 16.7
Cycle Q Clear(g_c), s 13.7 24.1 24.1 1.4 26.9 26.9 7.4 1.4 4.3 5.9 0.6 16.7
Prop In Lane 1.00 0.40 1.00 0.22 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 447 1102 1080 370 985 998 283 230 195 287 212 180
V/C Ratio(X) 0.83 0.46 0.46 0.10 0.49 0.49 0.32 0.08 0.24 0.25 0.04 0.90
Avail Cap(c_a), veh/h 447 1102 1080 488 985 998 333 315 267 355 315 267
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 17.1 14.1 14.1 13.3 19.7 19.7 57.4 61.5 62.8 58.2 62.5 69.6
Incr Delay (d2), s/veh 11.4 1.4 1.4 0.0 1.8 1.7 0.2 0.1 0.2 0.2 0.0 17.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.4 9.4 9.2 0.5 10.9 11.0 3.2 0.7 1.7 2.6 0.3 7.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 28.4 15.4 15.5 13.3 21.5 21.4 57.7 61.5 63.0 58.3 62.6 86.6
LnGrp LOS C B B B C C E E E E E F
Approach Vol, veh/h 1379 1014 154 242
Approach Delay, s/veh 18.9 21.2 59.7 77.3
Approach LOS B C E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 21.0 98.9 15.2 24.9 10.0 109.9 13.7 26.4
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 15.0 79.0 14.0 28.0 15.0 79.0 14.0 28.0
Max Q Clear Time (g_c+I1), s 15.7 28.9 9.4 18.7 3.4 26.1 7.9 6.3
Green Ext Time (p_c), s 0.0 11.3 0.0 0.2 0.0 12.1 0.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 27.1
HCM 6th LOS C
HCM 6th TWSC ICCU Elks Property TIS
6: Overland Rd & Rockham Way Phase 1 (Year 2020) Total - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 10
Intersection
Int Delay, s/veh 0.2
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 1383 1001 19 0 32
Future Vol, veh/h 0 1383 1001 19 0 32
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - 20 - 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 0 0 0 0 0 0
Mvmt Flow 0 1537 1112 21 0 36
Major/Minor Major1 Major2 Minor2
Conflicting Flow All - 0 - 0 - 556
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - - - - 6.9
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - - - - - 3.3
Pot Cap-1 Maneuver 0 - - - 0 480
Stage 1 0 - - - 0 -
Stage 2 0 - - - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - - - - 480
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB SB
HCM Control Delay, s 0 0 13.1
HCM LOS B
Minor Lane/Major Mvmt EBT WBT WBRSBLn1
Capacity (veh/h) - - - 480
HCM Lane V/C Ratio - - - 0.074
HCM Control Delay (s) - - - 13.1
HCM Lane LOS - - - B
HCM 95th %tile Q(veh) - - - 0.2
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
1: Eagle Rd & I-84 WB Ramps Phase 1 (Year 2020) Total - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 691 0 1084 307 1462 0 0 1897 1028
Future Volume (vph) 0 0 0 691 0 1084 307 1462 0 0 1897 1028
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.88 1.00 0.95 0.91 1.00
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1624 1624 2614 1710 3353 4865 1515
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1624 1624 2614 1710 3353 4865 1515
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow (vph) 0 0 0 743 0 1166 330 1572 0 0 2040 1105
RTOR Reduction (vph) 0 0 0 0 0 41 0 0 0 0 0 372
Lane Group Flow (vph) 0 0 0 371 372 1125 330 1572 0 0 2040 733
Heavy Vehicles (%) 0% 0% 0% 0% 50% 3% 0% 2% 0% 0% 1% 1%
Turn Type Split NA pt+ov Prot NA Prot NA Perm
Protected Phases 2 2 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 35.0 35.0 67.0 21.0 60.5 66.0 66.0
Effective Green, g (s) 35.0 35.0 62.0 21.0 60.5 66.0 66.0
Actuated g/C Ratio 0.25 0.25 0.44 0.15 0.43 0.47 0.47
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 406 406 1157 256 1448 2293 714
v/s Ratio Prot 0.23 0.23 c0.43 c0.19 c0.47 0.42
v/s Ratio Perm c0.48
v/c Ratio 0.91 0.92 0.97 1.29 1.09 0.89 1.03
Uniform Delay, d1 51.0 51.1 38.2 59.5 39.8 33.7 37.0
Progression Factor 1.00 1.00 1.00 1.04 0.83 1.00 1.00
Incremental Delay, d2 24.6 25.0 19.9 151.0 48.3 5.7 40.8
Delay (s)75.6 76.0 58.1 212.9 81.4 39.4 77.8
Level of Service E E E F F D E
Approach Delay (s) 0.0 65.0 104.2 52.9
Approach LOS A E F D
Intersection Summary
HCM 2000 Control Delay 70.2 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 1.06
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 120.3% ICU Level of Service H
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 1 (Year 2020) Total - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/17/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 615 0 489 0 0 0 0 1157 0 0 1559 0
Future Volume (vph) 615 0 489 0 0 0 0 1157 0 0 1559 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.5 5.5 6.0 6.0
Lane Util. Factor 0.97 1.00 0.95 0.95
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3252 1530 3420 3420
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3252 1530 3420 3420
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow (vph) 647 0 515 0 0 0 0 1218 0 0 1641 0
RTOR Reduction (vph) 0 0 29 0 0 0 0 0 0 0 0 0
Lane Group Flow (vph) 647 0 486 0 0 0 0 1218 0 0 1641 0
Heavy Vehicles (%) 2% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 2%
Turn Type Prot Perm NA Free NA
Protected Phases 6 8 4
Permitted Phases 6 Free
Actuated Green, G (s) 26.1 26.1 32.4 32.4
Effective Green, g (s) 26.1 26.1 32.4 32.4
Actuated g/C Ratio 0.37 0.37 0.46 0.46
Clearance Time (s) 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 3.0 3.0
Lane Grp Cap (vph) 1212 570 1582 1582
v/s Ratio Prot 0.20 0.36 c0.48
v/s Ratio Perm c0.32
v/c Ratio 0.53 0.85 0.77 1.04
Uniform Delay, d1 17.2 20.2 15.7 18.8
Progression Factor 1.00 1.00 1.18 0.79
Incremental Delay, d2 0.2 11.3 1.1 26.0
Delay (s) 17.4 31.5 19.7 40.9
Level of Service B C B D
Approach Delay (s) 23.7 0.0 19.7 40.9
Approach LOS C A B D
Intersection Summary
HCM 2000 Control Delay 29.5 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.95
Actuated Cycle Length (s) 70.0 Sum of lost time (s) 11.5
Intersection Capacity Utilization 87.0% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 1 (Year 2020) Total - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 615 0 489 0 0 0 0 1157 771 0 1559 0
Future Volume (veh/h) 615 0 489 0 0 0 0 1157 771 0 1559 0
Initial Q (Qb), veh 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
Parking Bus, Adj 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
Adj Sat Flow, veh/h/ln 1772 0 1800 0 1800 1786 0 1800 0
Adj Flow Rate, veh/h 647 0 515 0 1218 0 0 1641 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 2 0 0 0 0 1 0 0 0
Cap, veh/h 1220 0 569 0 1583 0 1583 0
Arrive On Green 0.37 0.00 0.37 0.00 0.62 0.00 0.00 0.31 0.00
Sat Flow, veh/h 3274 0 1525 0 3510 1514 0 3600 0
Grp Volume(v), veh/h 647 0 515 0 1218 0 0 1641 0
Grp Sat Flow(s),veh/h/ln 1637 0 1525 0 1710 1514 0 1710 0
Q Serve(g_s), s 10.8 0.0 22.4 0.0 18.2 0.0 0.0 32.4 0.0
Cycle Q Clear(g_c), s 10.8 0.0 22.4 0.0 18.2 0.0 0.0 32.4 0.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 1220 0 569 0 1583 0 1583 0
V/C Ratio(X) 0.53 0.00 0.91 0.00 0.77 0.00 1.04 0.00
Avail Cap(c_a), veh/h 1473 0 686 0 1583 0 1583 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.33 1.33 1.00 0.67 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.19 0.00 0.00 1.00 0.00
Uniform Delay (d), s/veh 17.2 0.0 20.8 0.0 10.7 0.0 0.0 24.1 0.0
Incr Delay (d2), s/veh 0.1 0.0 12.7 0.0 0.7 0.0 0.0 32.6 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.7 0.0 9.1 0.0 4.0 0.0 0.0 19.7 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 17.3 0.0 33.5 0.0 11.4 0.0 0.0 56.7 0.0
LnGrp LOS B A C A B A F A
Approach Vol, veh/h 1162 1218 A 1641
Approach Delay, s/veh 24.5 11.4 56.7
Approach LOS C B E
Timer - Assigned Phs 4 6 8
Phs Duration (G+Y+Rc), s 38.4 31.6 38.4
Change Period (Y+Rc), s 6.0 5.5 6.0
Max Green Setting (Gmax), s 27.0 31.5 27.0
Max Q Clear Time (g_c+I1), s 34.4 24.4 20.2
Green Ext Time (p_c), s 0.0 1.7 4.0
Intersection Summary
HCM 6th Ctrl Delay 33.7
HCM 6th LOS C
Notes
Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 1 (Year 2020) Total - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 488 623 147 199 973 720 276 726 98 539 981 497
Future Volume (vph) 488 623 147 199 973 720 276 726 98 539 981 497
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.95 1.00 0.95 1.00 0.97 0.95 0.97 0.91 0.91
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.97 1.00 1.00 0.85 1.00 0.98 1.00 0.99 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3317 3313 1693 3420 1530 3317 3324 3317 3250 1392
Flt Permitted 0.95 1.00 0.20 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3317 3313 356 3420 1530 3317 3324 3317 3250 1392
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) 508 649 153 207 1014 750 288 756 102 561 1022 518
RTOR Reduction (vph) 0 14 0 0 0 46 0 7 0 0 3 181
Lane Group Flow (vph) 508 788 0 207 1014 704 288 851 0 561 1076 281
Confl. Peds. (#/hr) 2 2 2 2
Heavy Vehicles (%) 0% 0% 0% 1% 0% 0% 0% 1% 0% 0% 0% 0%
Turn Type Prot NA pm+pt NA pm+ov Prot NA Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 2 2 4
Actuated Green, G (s) 21.5 46.7 53.8 39.5 61.0 16.0 39.5 21.5 45.0 45.0
Effective Green, g (s) 21.5 46.7 53.8 39.5 61.0 16.0 39.5 21.5 45.0 45.0
Actuated g/C Ratio 0.15 0.33 0.38 0.28 0.44 0.11 0.28 0.15 0.32 0.32
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 2.0 2.0 2.5 2.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 509 1105 273 964 715 379 937 509 1044 447
v/s Ratio Prot c0.15 0.24 0.08 c0.30 c0.15 0.09 0.26 c0.17 c0.33
v/s Ratio Perm 0.21 0.31 0.20
v/c Ratio 1.00 0.71 0.76 1.05 0.98 0.76 0.91 1.10 1.03 0.63
Uniform Delay, d1 59.2 40.8 31.8 50.2 39.0 60.1 48.5 59.2 47.5 40.4
Progression Factor 1.00 1.00 1.48 1.28 0.87 1.00 1.00 1.08 0.80 0.72
Incremental Delay, d2 39.1 2.2 7.2 38.9 23.8 7.6 14.1 55.5 23.9 2.0
Delay (s) 98.3 43.0 54.2 103.2 58.0 67.7 62.6 119.4 62.1 31.1
Level of Service F D D F E E E F E C
Approach Delay (s) 64.5 80.8 63.9 70.6
Approach LOS E F E E
Intersection Summary
HCM 2000 Control Delay 71.3 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 1.07
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 106.0% ICU Level of Service G
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 1 (Year 2020) Total - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 488 623 147 199 973 720 276 726 98 539 981 497
Future Volume (veh/h) 488 623 147 199 973 720 276 726 98 539 981 497
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1800 1800 1786 1800 1800 1800 1786 1786 1800 1800 1800
Adj Flow Rate, veh/h 508 649 153 207 1014 750 288 756 102 561 1029 513
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 0 0 1 0 0 0 1 1 0 0 0
Cap, veh/h 511 921 217 310 965 664 336 847 114 527 1204 509
Arrive On Green 0.15 0.34 0.34 0.10 0.28 0.28 0.10 0.28 0.28 0.26 0.56 0.56
Sat Flow, veh/h 3326 2746 646 1701 3420 1522 3326 3004 405 3429 3600 1523
Grp Volume(v), veh/h 508 404 398 207 1014 750 288 427 431 561 1029 513
Grp Sat Flow(s),veh/h/ln 1663 1710 1682 1701 1710 1522 1663 1697 1712 1714 1800 1523
Q Serve(g_s), s 21.4 28.8 28.8 12.0 39.5 39.5 11.9 33.8 33.8 21.5 33.8 46.8
Cycle Q Clear(g_c), s 21.4 28.8 28.8 12.0 39.5 39.5 11.9 33.8 33.8 21.5 33.8 46.8
Prop In Lane 1.00 0.38 1.00 1.00 1.00 0.24 1.00 1.00
Lane Grp Cap(c), veh/h 511 573 564 310 965 664 336 479 483 527 1204 509
V/C Ratio(X) 0.99 0.70 0.71 0.67 1.05 1.13 0.86 0.89 0.89 1.07 0.85 1.01
Avail Cap(c_a), veh/h 511 573 564 340 965 664 439 479 483 527 1204 509
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.67 1.67 1.67
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.10 0.10 0.10
Uniform Delay (d), s/veh 59.2 40.5 40.5 32.7 50.3 39.5 61.9 48.2 48.2 52.0 28.0 30.9
Incr Delay (d2), s/veh 38.4 3.9 4.0 3.2 43.3 76.5 10.1 21.5 21.4 34.2 0.9 14.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 11.6 12.5 12.4 5.1 22.3 35.5 5.4 16.6 16.8 10.5 10.8 14.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 97.5 44.4 44.5 35.9 93.5 116.0 72.0 69.7 69.6 86.3 28.9 45.2
LnGrp LOS F D D D F F E E E F C F
Approach Vol, veh/h 1310 1971 1146 2103
Approach Delay, s/veh 65.0 96.0 70.3 48.2
Approach LOS E F E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 26.0 44.0 18.7 51.3 18.5 51.5 26.0 44.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 21.5 39.5 18.5 42.5 16.5 44.5 21.5 39.5
Max Q Clear Time (g_c+I1), s 23.4 41.5 13.9 48.8 14.0 30.8 23.5 35.8
Green Ext Time (p_c), s 0.0 0.0 0.2 0.0 0.1 4.0 0.0 1.7
Intersection Summary
HCM 6th Ctrl Delay 69.9
HCM 6th LOS E
Notes
User approved volume balancing among the lanes for turning movement.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 1 (Year 2020) Total - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 338 860 42 45 1118 97 211 11 57 173 18 437
Future Volume (vph) 338 860 42 45 1118 97 211 11 57 173 18 437
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 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.99 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 3393 1710 3379 1710 1800 1530 1710 1800 1530
Flt Permitted 0.06 1.00 0.26 1.00 0.75 1.00 1.00 0.66 1.00 1.00
Satd. Flow (perm) 113 3393 476 3379 1341 1800 1530 1185 1800 1530
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) 352 896 44 47 1165 101 220 11 59 180 19 455
RTOR Reduction (vph) 0 2 0 0 5 0 0 0 50 0 0 208
Lane Group Flow (vph) 352 938 0 47 1261 0 220 11 9 180 19 247
Heavy Vehicles (%) 0% 0% 2% 0% 0% 0% 0% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 8 4 4
Actuated Green, G (s) 81.6 70.4 62.7 57.5 37.3 22.2 22.2 43.5 25.3 25.3
Effective Green, g (s) 81.6 70.4 62.7 57.5 37.3 22.2 22.2 43.5 25.3 25.3
Actuated g/C Ratio 0.58 0.50 0.45 0.41 0.27 0.16 0.16 0.31 0.18 0.18
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) 2.0 4.0 2.0 4.0 2.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 272 1706 259 1387 397 285 242 436 325 276
v/s Ratio Prot c0.17 0.28 0.01 0.37 c0.06 0.01 0.05 0.01
v/s Ratio Perm c0.58 0.07 0.09 0.01 0.07 c0.16
v/c Ratio 1.29 0.55 0.18 0.91 0.55 0.04 0.04 0.41 0.06 0.89
Uniform Delay, d1 46.8 23.9 22.2 38.8 43.2 49.9 49.9 37.2 47.5 56.0
Progression Factor 1.51 1.17 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 145.9 0.7 0.1 10.4 1.0 0.0 0.0 0.2 0.0 27.9
Delay (s) 216.7 28.7 22.3 49.2 44.2 49.9 49.9 37.4 47.5 84.0
Level of Service F C C D D D D D D F
Approach Delay (s) 79.9 48.2 45.6 70.1
Approach LOS E D D E
Intersection Summary
HCM 2000 Control Delay 63.6 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 1.14
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 24.0
Intersection Capacity Utilization 91.8% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 1 (Year 2020) Total - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 338 860 42 45 1118 97 211 11 57 173 18 437
Future Volume (veh/h) 338 860 42 45 1118 97 211 11 57 173 18 437
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 352 896 44 47 1165 101 220 11 59 180 19 455
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 0 0 0 0 0 0 0 0 0 0 0
Cap, veh/h 267 1654 81 292 1365 118 407 364 309 479 347 294
Arrive On Green 0.10 0.50 0.50 0.03 0.43 0.43 0.11 0.20 0.20 0.10 0.19 0.19
Sat Flow, veh/h 1714 3318 163 1714 3185 276 1714 1800 1525 1714 1800 1525
Grp Volume(v), veh/h 352 462 478 47 625 641 220 11 59 180 19 455
Grp Sat Flow(s),veh/h/ln 1714 1710 1771 1714 1710 1750 1714 1800 1525 1714 1800 1525
Q Serve(g_s), s 14.0 26.0 26.0 2.1 46.1 46.2 14.4 0.7 4.5 11.7 1.2 27.0
Cycle Q Clear(g_c), s 14.0 26.0 26.0 2.1 46.1 46.2 14.4 0.7 4.5 11.7 1.2 27.0
Prop In Lane 1.00 0.09 1.00 0.16 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 267 853 883 292 733 750 407 364 309 479 347 294
V/C Ratio(X) 1.32 0.54 0.54 0.16 0.85 0.85 0.54 0.03 0.19 0.38 0.05 1.55
Avail Cap(c_a), veh/h 267 853 883 425 733 750 407 364 309 484 347 294
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 36.5 24.1 24.1 22.1 36.0 36.1 39.4 44.8 46.3 39.4 46.1 56.5
Incr Delay (d2), s/veh 168.1 2.5 2.4 0.1 12.0 11.9 0.8 0.0 0.1 0.2 0.0 262.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 17.0 10.8 11.2 0.9 21.0 21.6 6.3 0.3 1.7 5.0 0.6 31.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 204.7 26.6 26.5 22.2 48.0 48.0 40.2 44.8 46.4 39.6 46.1 318.7
LnGrp LOS F C C C D D D D D D D F
Approach Vol, veh/h 1292 1313 290 654
Approach Delay, s/veh 75.1 47.1 41.6 234.0
Approach LOS E D D F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 20.0 66.0 21.0 33.0 10.2 75.8 19.7 34.3
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 14.0 60.0 15.0 27.0 15.0 59.0 14.0 28.0
Max Q Clear Time (g_c+I1), s 16.0 48.2 16.4 29.0 4.1 28.0 13.7 6.5
Green Ext Time (p_c), s 0.0 7.7 0.0 0.0 0.0 9.4 0.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 91.3
HCM 6th LOS F
HCM 6th TWSC ICCU Elks Property TIS
6: Overland Rd & Rockham Way Phase 1 (Year 2020) Total - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 10
Intersection
Int Delay, s/veh 0.7
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 1260 1811 58 0 81
Future Vol, veh/h 0 1260 1811 58 0 81
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - 20 - 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 0 0 0 0 0 0
Mvmt Flow 0 1400 2012 64 0 90
Major/Minor Major1 Major2 Minor2
Conflicting Flow All - 0 - 0 - 1006
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - - - - 6.9
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - - - - - 3.3
Pot Cap-1 Maneuver 0 - - - 0 243
Stage 1 0 - - - 0 -
Stage 2 0 - - - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - - - - 243
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB SB
HCM Control Delay, s 0 0 28.3
HCM LOS D
Minor Lane/Major Mvmt EBT WBT WBRSBLn1
Capacity (veh/h) - - - 243
HCM Lane V/C Ratio - - - 0.37
HCM Control Delay (s) - - - 28.3
HCM Lane LOS - - - D
HCM 95th %tile Q(veh) - - - 1.6
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
1: Eagle Rd & I-84 WB Ramps Phase 2 (Year 2022) Total - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 572 1 1062 261 1747 0 0 1664 576
Future Volume (vph) 0 0 0 572 1 1062 261 1747 0 0 1664 576
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.88 1.00 0.95 0.91 1.00
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1608 1613 2640 1676 3353 4818 1500
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1608 1613 2640 1676 3353 4818 1500
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 0 0 0 590 1 1095 269 1801 0 0 1715 594
RTOR Reduction (vph) 0 0 0 0 0 45 0 0 0 0 0 271
Lane Group Flow (vph) 0 0 0 295 296 1050 269 1801 0 0 1715 323
Heavy Vehicles (%) 0% 0% 0% 1% 0% 2% 2% 2% 0% 0% 2% 2%
Turn Type Split NA pt+ov Prot NA Prot NA Perm
Protected Phases 2 2 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 30.0 30.0 55.3 25.0 92.2 87.0 87.0
Effective Green, g (s) 30.0 30.0 50.3 25.0 92.2 87.0 87.0
Actuated g/C Ratio 0.19 0.19 0.31 0.16 0.58 0.54 0.54
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 301 302 829 261 1932 2619 815
v/s Ratio Prot 0.18 0.18 c0.40 0.16 c0.54 0.36
v/s Ratio Perm 0.22
v/c Ratio 0.98 0.98 1.27 1.03 0.93 0.65 0.40
Uniform Delay, d1 64.7 64.7 54.9 67.5 31.0 25.9 21.2
Progression Factor 1.00 1.00 1.00 0.96 1.13 1.00 1.00
Incremental Delay, d2 46.2 46.2 129.7 55.9 7.6 1.3 1.4
Delay (s)110.9 110.9 184.6 121.0 42.7 27.2 22.7
Level of Service F F F F D C C
Approach Delay (s) 0.0 158.8 52.9 26.0
Approach LOS A F D C
Intersection Summary
HCM 2000 Control Delay 72.1 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 1.05
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 100.6% ICU Level of Service G
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 2 (Year 2022) Total - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/17/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 890 0 490 0 0 0 0 1094 0 0 1269 0
Future Volume (vph) 890 0 490 0 0 0 0 1094 0 0 1269 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.5 5.5 6.0 6.0
Lane Util. Factor 0.97 1.00 0.95 0.95
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3221 1500 3386 3386
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3221 1500 3386 3386
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 918 0 505 0 0 0 0 1128 0 0 1308 0
RTOR Reduction (vph) 0 0 26 0 0 0 0 0 0 0 0 0
Lane Group Flow (vph) 918 0 479 0 0 0 0 1128 0 0 1308 0
Heavy Vehicles (%) 3% 0% 2% 0% 0% 0% 0% 1% 0% 0% 1% 2%
Turn Type Prot Perm NA Free NA
Protected Phases 6 8 4
Permitted Phases 6 Free
Actuated Green, G (s) 29.7 29.7 38.8 38.8
Effective Green, g (s) 29.7 29.7 38.8 38.8
Actuated g/C Ratio 0.37 0.37 0.48 0.48
Clearance Time (s) 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 3.0 3.0
Lane Grp Cap (vph) 1195 556 1642 1642
v/s Ratio Prot 0.29 0.33 c0.39
v/s Ratio Perm c0.32
v/c Ratio 0.77 0.86 0.69 0.80
Uniform Delay, d1 22.1 23.3 15.9 17.3
Progression Factor 1.00 1.00 1.11 0.48
Incremental Delay, d2 2.7 12.6 0.2 2.7
Delay (s) 24.8 35.8 17.9 11.1
Level of Service C D B B
Approach Delay (s) 28.7 0.0 17.9 11.1
Approach LOS C A B B
Intersection Summary
HCM 2000 Control Delay 19.6 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.82
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 11.5
Intersection Capacity Utilization 78.6% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 2 (Year 2022) Total - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 890 0 490 0 0 0 0 1094 1174 0 1269 0
Future Volume (veh/h) 890 0 490 0 0 0 0 1094 1174 0 1269 0
Initial Q (Qb), veh 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
Parking Bus, Adj 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
Adj Sat Flow, veh/h/ln 1758 0 1772 0 1786 1800 0 1786 0
Adj Flow Rate, veh/h 918 0 505 0 1128 0 0 1308 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 3 0 2 0 1 0 0 1 0
Cap, veh/h 1204 0 557 0 1648 0 1648 0
Arrive On Green 0.37 0.00 0.37 0.00 0.16 0.00 0.00 0.33 0.00
Sat Flow, veh/h 3248 0 1502 0 3483 1525 0 3572 0
Grp Volume(v), veh/h 918 0 505 0 1128 0 0 1308 0
Grp Sat Flow(s),veh/h/ln 1624 0 1502 0 1697 1525 0 1697 0
Q Serve(g_s), s 19.8 0.0 25.5 0.0 25.1 0.0 0.0 28.0 0.0
Cycle Q Clear(g_c), s 19.8 0.0 25.5 0.0 25.1 0.0 0.0 28.0 0.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 1204 0 557 0 1648 0 1648 0
V/C Ratio(X) 0.76 0.00 0.91 0.00 0.68 0.00 0.79 0.00
Avail Cap(c_a), veh/h 1401 0 648 0 1648 0 1648 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 0.33 0.33 1.00 0.67 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.09 0.00 0.00 1.00 0.00
Uniform Delay (d), s/veh 22.1 0.0 23.9 0.0 27.8 0.0 0.0 23.3 0.0
Incr Delay (d2), s/veh 1.7 0.0 14.1 0.0 0.2 0.0 0.0 4.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 7.3 0.0 10.5 0.0 11.1 0.0 0.0 11.9 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 23.8 0.0 38.0 0.0 28.0 0.0 0.0 27.4 0.0
LnGrp LOS C A D A C A C A
Approach Vol, veh/h 1423 1128 A 1308
Approach Delay, s/veh 28.8 28.0 27.4
Approach LOS C C C
Timer - Assigned Phs 4 6 8
Phs Duration (G+Y+Rc), s 44.8 35.2 44.8
Change Period (Y+Rc), s 6.0 5.5 6.0
Max Green Setting (Gmax), s 34.0 34.5 34.0
Max Q Clear Time (g_c+I1), s 30.0 27.5 27.1
Green Ext Time (p_c), s 2.7 2.1 3.8
Intersection Summary
HCM 6th Ctrl Delay 28.1
HCM 6th LOS C
Notes
Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 2 (Year 2022) Total - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 633 774 109 68 384 626 54 1013 84 671 755 316
Future Volume (vph) 633 774 109 68 384 626 54 1013 84 671 755 316
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.95 1.00 0.95 1.00 0.97 0.95 0.97 0.91 0.91
Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00 0.98
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.98 1.00 1.00 0.85 1.00 0.99 1.00 0.99 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3285 3320 1710 3420 1490 3317 3377 3317 3222 1354
Flt Permitted 0.95 1.00 0.17 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3285 3320 306 3420 1490 3317 3377 3317 3222 1354
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 673 823 116 72 409 666 57 1078 89 714 803 336
RTOR Reduction (vph) 0 7 0 0 0 45 0 3 0 0 2 161
Lane Group Flow (vph) 673 932 0 72 409 621 57 1164 0 714 835 141
Confl. Peds. (#/hr) 2 5 5 2 4 2 2 4
Heavy Vehicles (%) 1% 1% 0% 0% 0% 2% 0% 0% 0% 0% 1% 1%
Turn Type Prot NA pm+pt NA pm+ov Prot NA Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 2 2 4
Actuated Green, G (s) 32.5 52.2 37.3 28.5 61.0 6.2 48.5 32.5 74.8 74.8
Effective Green, g (s) 32.5 52.2 37.3 28.5 61.0 6.2 48.5 32.5 74.8 74.8
Actuated g/C Ratio 0.20 0.33 0.23 0.18 0.38 0.04 0.30 0.20 0.47 0.47
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 2.0 2.0 2.5 2.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 667 1083 148 609 609 128 1023 673 1506 632
v/s Ratio Prot c0.20 0.28 0.03 0.12 c0.21 0.02 c0.34 c0.22 0.26
v/s Ratio Perm 0.09 0.21 0.10
v/c Ratio 1.01 0.86 0.49 0.67 1.02 0.45 1.14 1.06 0.55 0.22
Uniform Delay, d1 63.8 50.5 49.7 61.4 49.5 75.2 55.8 63.8 30.6 25.3
Progression Factor 1.00 1.00 0.61 0.63 1.06 1.00 1.00 0.90 1.28 2.82
Incremental Delay, d2 37.1 7.1 0.8 1.9 38.6 0.9 74.0 44.9 0.9 0.5
Delay (s) 100.8 57.6 31.2 40.6 91.2 76.1 129.7 102.4 40.2 72.1
Level of Service F E C D F E F F D E
Approach Delay (s) 75.7 69.4 127.2 69.3
Approach LOS E E F E
Intersection Summary
HCM 2000 Control Delay 83.2 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 1.10
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 103.8% ICU Level of Service G
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 2 (Year 2022) Total - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 633 774 109 68 384 626 54 1013 84 671 755 316
Future Volume (veh/h) 633 774 109 68 384 626 54 1013 84 671 755 316
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 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1786 1800 1800 1772 1800 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 673 823 116 72 409 666 57 1078 89 714 803 336
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 1 1 1 0 0 2 0 0 0 0 1 1
Cap, veh/h 670 1217 172 228 844 570 96 969 80 461 1460 617
Arrive On Green 0.20 0.41 0.41 0.01 0.08 0.08 0.03 0.30 0.30 0.22 0.68 0.68
Sat Flow, veh/h 3300 2984 421 1714 3420 1493 3326 3197 264 3429 3572 1509
Grp Volume(v), veh/h 673 468 471 72 409 666 57 576 591 714 803 336
Grp Sat Flow(s),veh/h/ln 1650 1697 1708 1714 1710 1493 1663 1710 1751 1714 1786 1509
Q Serve(g_s), s 32.5 36.1 36.1 5.0 18.3 39.5 2.7 48.5 48.5 21.5 18.3 18.0
Cycle Q Clear(g_c), s 32.5 36.1 36.1 5.0 18.3 39.5 2.7 48.5 48.5 21.5 18.3 18.0
Prop In Lane 1.00 0.25 1.00 1.00 1.00 0.15 1.00 1.00
Lane Grp Cap(c), veh/h 670 692 697 228 844 570 96 518 531 461 1460 617
V/C Ratio(X) 1.00 0.68 0.68 0.32 0.48 1.17 0.60 1.11 1.11 1.55 0.55 0.54
Avail Cap(c_a), veh/h 670 692 697 332 844 570 343 518 531 461 1460 617
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.67 1.67 1.67
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.47 0.47 0.47
Uniform Delay (d), s/veh 63.8 38.7 38.7 43.8 63.7 58.1 76.8 55.8 55.8 62.0 17.9 17.9
Incr Delay (d2), s/veh 35.8 2.6 2.6 0.3 0.2 93.3 2.2 73.8 73.8 252.5 0.7 1.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 16.8 15.4 15.5 2.2 8.5 35.9 1.2 30.8 31.6 24.5 5.7 4.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 99.5 41.4 41.3 44.1 63.9 151.4 79.0 129.5 129.6 314.5 18.6 19.5
LnGrp LOS F D D D E F E F F F B B
Approach Vol, veh/h 1612 1147 1224 1853
Approach Delay, s/veh 65.6 113.5 127.2 132.8
Approach LOS E F F F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 37.0 44.0 9.1 69.9 11.2 69.8 26.0 53.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 32.5 39.5 16.5 53.5 16.5 55.5 21.5 48.5
Max Q Clear Time (g_c+I1), s 34.5 41.5 4.7 20.3 7.0 38.1 23.5 50.5
Green Ext Time (p_c), s 0.0 0.0 0.0 7.0 0.0 5.4 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 109.3
HCM 6th LOS F
Notes
User approved volume balancing among the lanes for turning movement.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 2 (Year 2022) Total - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 441 741 186 33 807 125 83 20 42 71 8 158
Future Volume (vph) 441 741 186 33 807 125 83 20 42 71 8 158
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 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.97 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 3280 1710 3323 1693 1800 1530 1710 1800 1530
Flt Permitted 0.10 1.00 0.27 1.00 0.75 1.00 1.00 0.66 1.00 1.00
Satd. Flow (perm) 177 3280 495 3323 1340 1800 1530 1181 1800 1530
Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 496 833 209 37 907 140 93 22 47 80 9 178
RTOR Reduction (vph) 0 9 0 0 9 0 0 0 44 0 0 165
Lane Group Flow (vph) 496 1033 0 37 1038 0 93 22 3 80 9 13
Confl. Peds. (#/hr) 3 3
Heavy Vehicles (%) 0% 1% 0% 0% 1% 0% 1% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 8 4 4
Actuated Green, G (s) 117.2 106.6 66.3 61.7 23.4 10.6 10.6 26.2 12.0 12.0
Effective Green, g (s) 117.2 106.6 66.3 61.7 23.4 10.6 10.6 26.2 12.0 12.0
Actuated g/C Ratio 0.73 0.67 0.41 0.39 0.15 0.07 0.07 0.16 0.08 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) 2.0 4.0 2.0 4.0 2.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 603 2185 240 1281 224 119 101 240 135 114
v/s Ratio Prot c0.25 0.31 0.00 0.31 c0.03 0.01 0.03 0.01
v/s Ratio Perm c0.35 0.06 c0.03 0.00 0.02 0.01
v/c Ratio 0.82 0.47 0.15 0.81 0.42 0.18 0.03 0.33 0.07 0.12
Uniform Delay, d1 39.4 13.0 29.7 43.9 61.7 70.6 69.9 58.7 68.8 69.1
Progression Factor 0.41 1.85 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 3.8 0.3 0.1 5.6 0.5 0.3 0.0 0.3 0.1 0.2
Delay (s) 20.0 24.4 29.8 49.5 62.2 70.9 69.9 59.0 68.9 69.2
Level of Service C C C D E E E E E E
Approach Delay (s) 23.0 48.9 65.6 66.1
Approach LOS C D E E
Intersection Summary
HCM 2000 Control Delay 38.2 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.76
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 24.0
Intersection Capacity Utilization 80.1% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 2 (Year 2022) Total - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 441 741 186 33 807 125 83 20 42 71 8 158
Future Volume (veh/h) 441 741 186 33 807 125 83 20 42 71 8 158
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1786 1800 1786 1786 1786 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 496 833 209 37 907 140 93 22 47 80 9 178
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Percent Heavy Veh, % 0 1 1 0 1 1 1 0 0 0 0 0
Cap, veh/h 412 1711 429 349 1675 258 295 245 208 303 232 197
Arrive On Green 0.09 0.64 0.64 0.03 0.57 0.57 0.06 0.14 0.14 0.05 0.13 0.13
Sat Flow, veh/h 1714 2686 674 1714 2945 455 1701 1800 1525 1714 1800 1525
Grp Volume(v), veh/h 496 526 516 37 522 525 93 22 47 80 9 178
Grp Sat Flow(s),veh/h/ln 1714 1697 1663 1714 1697 1703 1701 1800 1525 1714 1800 1525
Q Serve(g_s), s 15.0 26.1 26.1 1.4 30.7 30.7 7.5 1.7 4.4 6.4 0.7 18.4
Cycle Q Clear(g_c), s 15.0 26.1 26.1 1.4 30.7 30.7 7.5 1.7 4.4 6.4 0.7 18.4
Prop In Lane 1.00 0.41 1.00 0.27 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 412 1081 1060 349 965 969 295 245 208 303 232 197
V/C Ratio(X) 1.20 0.49 0.49 0.11 0.54 0.54 0.32 0.09 0.23 0.26 0.04 0.91
Avail Cap(c_a), veh/h 412 1081 1060 466 965 969 344 315 267 365 315 267
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 25.7 15.3 15.3 14.3 21.5 21.5 55.9 60.4 61.6 56.4 61.0 68.7
Incr Delay (d2), s/veh 112.8 1.6 1.6 0.0 2.2 2.2 0.2 0.1 0.2 0.2 0.0 22.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 22.7 10.2 10.0 0.6 12.5 12.6 3.3 0.8 1.7 2.8 0.3 8.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 138.5 16.8 16.9 14.3 23.7 23.7 56.1 60.5 61.8 56.6 61.0 91.1
LnGrp LOS F B B B C C E E E E E F
Approach Vol, veh/h 1538 1084 162 267
Approach Delay, s/veh 56.1 23.4 58.3 79.7
Approach LOS E C E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 21.0 97.0 15.4 26.6 10.0 108.0 14.2 27.8
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 15.0 79.0 14.0 28.0 15.0 79.0 14.0 28.0
Max Q Clear Time (g_c+I1), s 17.0 32.7 9.5 20.4 3.4 28.1 8.4 6.4
Green Ext Time (p_c), s 0.0 12.4 0.0 0.2 0.0 12.7 0.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 46.7
HCM 6th LOS D
HCM 6th TWSC ICCU Elks Property TIS
6: Overland Rd & Rockham Way Phase 2 (Year 2022) Total - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 10
Intersection
Int Delay, s/veh 0.2
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 1529 1042 26 0 36
Future Vol, veh/h 0 1529 1042 26 0 36
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - 20 - 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 0 0 0 0 0 0
Mvmt Flow 0 1699 1158 29 0 40
Major/Minor Major1 Major2 Minor2
Conflicting Flow All - 0 - 0 - 579
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - - - - 6.9
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - - - - - 3.3
Pot Cap-1 Maneuver 0 - - - 0 463
Stage 1 0 - - - 0 -
Stage 2 0 - - - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - - - - 463
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB SB
HCM Control Delay, s 0 0 13.5
HCM LOS B
Minor Lane/Major Mvmt EBT WBT WBRSBLn1
Capacity (veh/h) - - - 463
HCM Lane V/C Ratio - - - 0.086
HCM Control Delay (s) - - - 13.5
HCM Lane LOS - - - B
HCM 95th %tile Q(veh) - - - 0.3
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
1: Eagle Rd & I-84 WB Ramps Phase 2 (Year 2022) Total - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/23/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 714 0 1117 325 1525 0 0 1956 1059
Future Volume (vph) 0 0 0 714 0 1117 325 1525 0 0 1956 1059
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.88 1.00 0.95 0.91 1.00
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1608 1608 2640 1676 3353 4818 1500
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1608 1608 2640 1676 3353 4818 1500
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow (vph) 0 0 0 768 0 1201 349 1640 0 0 2103 1139
RTOR Reduction (vph) 0 0 0 0 0 41 0 0 0 0 0 370
Lane Group Flow (vph) 0 0 0 384 384 1160 349 1640 0 0 2103 769
Heavy Vehicles (%) 0% 0% 0% 1% 0% 2% 2% 2% 0% 0% 2% 2%
Turn Type Split NA pt+ov Prot NA Prot NA Perm
Protected Phases 2 2 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 35.0 35.0 67.0 21.0 60.5 66.0 66.0
Effective Green, g (s) 35.0 35.0 62.0 21.0 60.5 66.0 66.0
Actuated g/C Ratio 0.25 0.25 0.44 0.15 0.43 0.47 0.47
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 402 402 1169 251 1448 2271 707
v/s Ratio Prot 0.24 0.24 c0.44 c0.21 0.49 0.44
v/s Ratio Perm c0.51
v/c Ratio 0.96 0.96 0.99 1.39 1.13 0.93 1.09
Uniform Delay, d1 51.7 51.7 38.8 59.5 39.8 34.7 37.0
Progression Factor 1.00 1.00 1.00 1.05 0.84 1.00 1.00
Incremental Delay, d2 33.2 33.2 24.3 192.4 66.5 8.0 60.2
Delay (s)84.9 84.9 63.0 255.0 99.9 42.7 97.2
Level of Service F F E F F D F
Approach Delay (s) 0.0 71.6 127.1 61.8
Approach LOS A E F E
Intersection Summary
HCM 2000 Control Delay 82.5 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 1.11
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 124.1% ICU Level of Service H
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 2 (Year 2022) Total - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/17/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 634 0 505 0 0 0 0 1220 0 0 1611 0
Future Volume (vph) 634 0 505 0 0 0 0 1220 0 0 1611 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.5 5.5 6.0 6.0
Lane Util. Factor 0.97 1.00 0.95 0.95
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3221 1500 3386 3386
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3221 1500 3386 3386
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 654 0 521 0 0 0 0 1258 0 0 1661 0
RTOR Reduction (vph) 0 0 29 0 0 0 0 0 0 0 0 0
Lane Group Flow (vph) 654 0 492 0 0 0 0 1258 0 0 1661 0
Heavy Vehicles (%) 3% 0% 2% 0% 0% 0% 0% 1% 0% 0% 1% 2%
Turn Type Prot Perm NA Free NA
Protected Phases 6 8 4
Permitted Phases 6 Free
Actuated Green, G (s) 26.7 26.7 31.8 31.8
Effective Green, g (s) 26.7 26.7 31.8 31.8
Actuated g/C Ratio 0.38 0.38 0.45 0.45
Clearance Time (s) 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 3.0 3.0
Lane Grp Cap (vph) 1228 572 1538 1538
v/s Ratio Prot 0.20 0.37 c0.49
v/s Ratio Perm c0.33
v/c Ratio 0.53 0.86 0.82 1.08
Uniform Delay, d1 16.8 19.9 16.6 19.1
Progression Factor 1.00 1.00 1.19 0.78
Incremental Delay, d2 0.2 12.1 0.5 41.7
Delay (s) 17.0 32.1 20.2 56.7
Level of Service B C C E
Approach Delay (s) 23.7 0.0 20.2 56.7
Approach LOS C A C E
Intersection Summary
HCM 2000 Control Delay 36.0 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.98
Actuated Cycle Length (s) 70.0 Sum of lost time (s) 11.5
Intersection Capacity Utilization 89.6% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 2 (Year 2022) Total - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/23/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 634 0 505 0 0 0 0 1220 813 0 1611 0
Future Volume (veh/h) 634 0 505 0 0 0 0 1220 813 0 1611 0
Initial Q (Qb), veh 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
Parking Bus, Adj 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
Adj Sat Flow, veh/h/ln 1758 0 1772 0 1786 1800 0 1786 0
Adj Flow Rate, veh/h 667 0 532 0 1284 0 0 1696 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 3 0 2 0 1 0 0 1 0
Cap, veh/h 1259 0 582 0 1520 0 1520 0
Arrive On Green 0.39 0.00 0.39 0.00 0.60 0.00 0.00 0.30 0.00
Sat Flow, veh/h 3248 0 1502 0 3483 1525 0 3572 0
Grp Volume(v), veh/h 667 0 532 0 1284 0 0 1696 0
Grp Sat Flow(s),veh/h/ln 1624 0 1502 0 1697 1525 0 1697 0
Q Serve(g_s), s 11.1 0.0 23.5 0.0 21.5 0.0 0.0 31.4 0.0
Cycle Q Clear(g_c), s 11.1 0.0 23.5 0.0 21.5 0.0 0.0 31.4 0.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 1259 0 582 0 1520 0 1520 0
V/C Ratio(X) 0.53 0.00 0.91 0.00 0.84 0.00 1.12 0.00
Avail Cap(c_a), veh/h 1462 0 676 0 1520 0 1520 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.33 1.33 1.00 0.67 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.09 0.00 0.00 1.00 0.00
Uniform Delay (d), s/veh 16.5 0.0 20.3 0.0 12.2 0.0 0.0 24.5 0.0
Incr Delay (d2), s/veh 0.1 0.0 14.5 0.0 0.6 0.0 0.0 61.7 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.7 0.0 9.6 0.0 4.6 0.0 0.0 25.1 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 16.6 0.0 34.8 0.0 12.7 0.0 0.0 86.1 0.0
LnGrp LOS B A C A B A F A
Approach Vol, veh/h 1199 1284 A 1696
Approach Delay, s/veh 24.7 12.7 86.1
Approach LOS C B F
Timer - Assigned Phs 4 6 8
Phs Duration (G+Y+Rc), s 37.4 32.6 37.4
Change Period (Y+Rc), s 6.0 5.5 6.0
Max Green Setting (Gmax), s 27.0 31.5 27.0
Max Q Clear Time (g_c+I1), s 33.4 25.5 23.5
Green Ext Time (p_c), s 0.0 1.6 2.4
Intersection Summary
HCM 6th Ctrl Delay 46.0
HCM 6th LOS D
Notes
Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 2 (Year 2022) Total - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/23/2018 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 503 648 152 222 1049 788 284 748 103 561 1012 512
Future Volume (vph) 503 648 152 222 1049 788 284 748 103 561 1012 512
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.95 1.00 0.95 1.00 0.97 0.95 0.97 0.91 0.91
Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00 0.98
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.97 1.00 1.00 0.85 1.00 0.98 1.00 0.99 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3285 3285 1710 3420 1486 3317 3352 3317 3215 1355
Flt Permitted 0.95 1.00 0.17 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3285 3285 306 3420 1486 3317 3352 3317 3215 1355
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) 524 675 158 231 1093 821 296 779 107 584 1054 533
RTOR Reduction (vph) 0 14 0 0 0 46 0 8 0 0 3 179
Lane Group Flow (vph) 524 819 0 231 1093 775 296 878 0 584 1110 295
Confl. Peds. (#/hr) 2 5 5 2 4 2 2 4
Heavy Vehicles (%) 1% 1% 0% 0% 0% 2% 0% 0% 0% 0% 1% 1%
Turn Type Prot NA pm+pt NA pm+ov Prot NA Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 2 2 4
Actuated Green, G (s) 21.5 45.7 54.8 39.5 61.0 16.2 39.5 21.5 44.8 44.8
Effective Green, g (s) 21.5 45.7 54.8 39.5 61.0 16.2 39.5 21.5 44.8 44.8
Actuated g/C Ratio 0.15 0.33 0.39 0.28 0.44 0.12 0.28 0.15 0.32 0.32
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 2.0 2.0 2.5 2.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 504 1072 273 964 695 383 945 509 1028 433
v/s Ratio Prot c0.16 0.25 0.09 0.32 c0.17 0.09 0.26 c0.18 c0.35
v/s Ratio Perm 0.24 0.35 0.22
v/c Ratio 1.04 0.76 0.85 1.13 1.11 0.77 0.93 1.15 1.08 0.68
Uniform Delay, d1 59.2 42.3 32.2 50.2 39.5 60.1 48.9 59.2 47.6 41.4
Progression Factor 1.00 1.00 1.35 1.24 0.89 1.00 1.00 1.07 0.80 0.72
Incremental Delay, d2 50.8 3.3 13.0 68.5 63.8 8.6 16.5 68.7 38.0 0.8
Delay (s) 110.0 45.6 56.3 131.1 99.0 68.7 65.4 131.8 76.2 30.4
Level of Service F D E F F E E F E C
Approach Delay (s) 70.5 110.7 66.2 81.1
Approach LOS E F E F
Intersection Summary
HCM 2000 Control Delay 85.7 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 1.15
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 109.8% ICU Level of Service H
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 2 (Year 2022) Total - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/23/2018 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 503 648 152 222 1049 788 284 748 103 561 1012 512
Future Volume (veh/h) 503 648 152 222 1049 788 284 748 103 561 1012 512
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 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1786 1800 1800 1772 1800 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 524 675 158 231 1093 821 296 779 107 584 1060 529
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, % 1 1 1 0 0 2 0 0 0 0 1 1
Cap, veh/h 507 892 209 308 965 652 344 852 117 527 1187 501
Arrive On Green 0.15 0.33 0.33 0.07 0.19 0.19 0.10 0.28 0.28 0.26 0.55 0.55
Sat Flow, veh/h 3300 2727 638 1714 3420 1494 3326 3019 415 3429 3572 1508
Grp Volume(v), veh/h 524 420 413 231 1093 821 296 441 445 584 1060 529
Grp Sat Flow(s),veh/h/ln 1650 1697 1668 1714 1710 1494 1663 1710 1723 1714 1786 1508
Q Serve(g_s), s 21.5 31.0 31.0 13.1 39.5 39.5 12.3 34.9 35.0 21.5 36.7 46.5
Cycle Q Clear(g_c), s 21.5 31.0 31.0 13.1 39.5 39.5 12.3 34.9 35.0 21.5 36.7 46.5
Prop In Lane 1.00 0.38 1.00 1.00 1.00 0.24 1.00 1.00
Lane Grp Cap(c), veh/h 507 555 546 308 965 652 344 482 486 527 1187 501
V/C Ratio(X) 1.03 0.76 0.76 0.75 1.13 1.26 0.86 0.91 0.91 1.11 0.89 1.06
Avail Cap(c_a), veh/h 507 555 546 324 965 652 439 482 486 527 1187 501
HCM Platoon Ratio 1.00 1.00 1.00 0.67 0.67 0.67 1.00 1.00 1.00 1.67 1.67 1.67
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.09 0.09 0.09
Uniform Delay (d), s/veh 59.3 42.1 42.1 34.7 56.8 43.3 61.8 48.6 48.6 52.0 29.0 31.2
Incr Delay (d2), s/veh 49.0 5.9 6.0 7.7 72.8 128.8 10.9 24.4 24.3 52.1 1.1 30.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 12.3 13.6 13.4 6.3 27.2 43.8 5.6 17.6 17.7 11.8 11.7 16.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 108.3 48.0 48.2 42.5 129.6 172.0 72.7 73.0 72.9 104.1 30.1 61.4
LnGrp LOS F D D D F F E E E F C F
Approach Vol, veh/h 1357 2145 1182 2173
Approach Delay, s/veh 71.3 136.4 72.9 57.6
Approach LOS E F E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 26.0 44.0 19.0 51.0 19.7 50.3 26.0 44.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 21.5 39.5 18.5 42.5 16.5 44.5 21.5 39.5
Max Q Clear Time (g_c+I1), s 23.5 41.5 14.3 48.5 15.1 33.0 23.5 37.0
Green Ext Time (p_c), s 0.0 0.0 0.2 0.0 0.0 3.9 0.0 1.2
Intersection Summary
HCM 6th Ctrl Delay 87.6
HCM 6th LOS F
Notes
User approved volume balancing among the lanes for turning movement.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 2 (Year 2022) Total - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/23/2018 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 362 886 44 47 1154 104 218 12 58 216 23 537
Future Volume (vph) 362 886 44 47 1154 104 218 12 58 216 23 537
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 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.99 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 3361 1710 3347 1693 1800 1530 1710 1800 1530
Flt Permitted 0.06 1.00 0.22 1.00 0.74 1.00 1.00 0.59 1.00 1.00
Satd. Flow (perm) 112 3361 401 3347 1322 1800 1530 1063 1800 1530
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) 377 923 46 49 1202 108 227 12 60 225 24 559
RTOR Reduction (vph) 0 2 0 0 5 0 0 0 50 0 0 198
Lane Group Flow (vph) 377 967 0 49 1305 0 227 13 10 225 24 361
Confl. Peds. (#/hr) 3 3
Heavy Vehicles (%) 0% 1% 0% 0% 1% 0% 1% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 8 4 4
Actuated Green, G (s) 78.0 66.7 63.3 58.0 37.5 22.4 22.4 50.0 28.9 28.9
Effective Green, g (s) 78.0 66.7 63.3 58.0 37.5 22.4 22.4 50.0 28.9 28.9
Actuated g/C Ratio 0.56 0.48 0.45 0.41 0.27 0.16 0.16 0.36 0.21 0.21
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) 2.0 4.0 2.0 4.0 2.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 222 1601 230 1386 394 288 244 479 371 315
v/s Ratio Prot c0.17 0.29 0.01 0.39 0.06 0.01 c0.07 0.01
v/s Ratio Perm c0.77 0.09 0.09 0.01 0.10 c0.24
v/c Ratio 1.70 0.60 0.21 0.94 0.58 0.05 0.04 0.47 0.06 1.15
Uniform Delay, d1 45.5 26.9 22.4 39.4 43.3 49.8 49.7 33.5 44.7 55.5
Progression Factor 1.49 1.15 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 322.7 0.8 0.2 13.8 1.3 0.0 0.0 0.3 0.0 96.8
Delay (s) 390.5 31.7 22.6 53.1 44.6 49.8 49.7 33.7 44.7 152.3
Level of Service F C C D D D D C D F
Approach Delay (s) 132.2 52.0 45.9 116.1
Approach LOS F D D F
Intersection Summary
HCM 2000 Control Delay 93.4 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 1.45
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 24.0
Intersection Capacity Utilization 100.0% ICU Level of Service G
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 2 (Year 2022) Total - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/23/2018 Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 362 886 44 47 1154 104 218 12 58 216 23 537
Future Volume (veh/h) 362 886 44 47 1154 104 218 12 58 216 23 537
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1786 1800 1786 1786 1786 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 377 923 46 49 1202 108 227 12 60 225 24 559
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 1 1 0 1 1 1 0 0 0 0 0
Cap, veh/h 255 1638 82 282 1349 121 386 360 305 483 347 294
Arrive On Green 0.10 0.50 0.50 0.03 0.43 0.43 0.11 0.20 0.20 0.10 0.19 0.19
Sat Flow, veh/h 1714 3289 164 1714 3149 282 1701 1800 1525 1714 1800 1525
Grp Volume(v), veh/h 377 476 493 49 647 663 227 12 60 225 24 559
Grp Sat Flow(s),veh/h/ln 1714 1697 1756 1714 1697 1734 1701 1800 1525 1714 1800 1525
Q Serve(g_s), s 14.0 27.4 27.4 2.2 49.3 49.5 15.0 0.8 4.6 14.0 1.5 27.0
Cycle Q Clear(g_c), s 14.0 27.4 27.4 2.2 49.3 49.5 15.0 0.8 4.6 14.0 1.5 27.0
Prop In Lane 1.00 0.09 1.00 0.16 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 255 845 875 282 727 743 386 360 305 483 347 294
V/C Ratio(X) 1.48 0.56 0.56 0.17 0.89 0.89 0.59 0.03 0.20 0.47 0.07 1.90
Avail Cap(c_a), veh/h 255 845 875 413 727 743 386 360 305 483 347 294
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 39.1 24.5 24.5 22.3 36.9 37.0 39.6 45.1 46.6 40.3 46.2 56.5
Incr Delay (d2), s/veh 236.0 2.7 2.6 0.1 15.2 15.3 1.6 0.0 0.1 0.3 0.0 417.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 25.6 11.3 11.7 0.9 22.8 23.5 6.6 0.3 1.8 6.5 0.7 44.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 275.1 27.2 27.1 22.4 52.2 52.3 41.2 45.1 46.8 40.6 46.3 474.1
LnGrp LOS F C C C D D D D D D D F
Approach Vol, veh/h 1346 1359 299 808
Approach Delay, s/veh 96.6 51.1 42.5 340.7
Approach LOS F D D F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 20.0 66.0 21.0 33.0 10.3 75.7 20.0 34.0
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 14.0 60.0 15.0 27.0 15.0 59.0 14.0 28.0
Max Q Clear Time (g_c+I1), s 16.0 51.5 17.0 29.0 4.2 29.4 16.0 6.6
Green Ext Time (p_c), s 0.0 6.1 0.0 0.0 0.0 9.7 0.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 127.9
HCM 6th LOS F
HCM 6th TWSC ICCU Elks Property TIS
6: Overland Rd & Rockham Way Phase 2 (Year 2022) Total - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/23/2018 Page 10
Intersection
Int Delay, s/veh 1.2
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 1312 1953 61 0 106
Future Vol, veh/h 0 1312 1953 61 0 106
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - 20 - 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 0 0 0 0 0 0
Mvmt Flow 0 1458 2170 68 0 118
Major/Minor Major1 Major2 Minor2
Conflicting Flow All - 0 - 0 - 1085
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - - - - 6.9
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - - - - - 3.3
Pot Cap-1 Maneuver 0 - - - 0 215
Stage 1 0 - - - 0 -
Stage 2 0 - - - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - - - - 215
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB SB
HCM Control Delay, s 0 0 40.3
HCM LOS E
Minor Lane/Major Mvmt EBT WBT WBRSBLn1
Capacity (veh/h) - - - 215
HCM Lane V/C Ratio - - - 0.548
HCM Control Delay (s) - - - 40.3
HCM Lane LOS - - - E
HCM 95th %tile Q(veh) - - - 2.9
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
1: Eagle Rd & I-84 WB Ramps Phase 3 (Year 2030) Total - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 651 1 1197 293 1967 0 0 1881 649
Future Volume (vph) 0 0 0 651 1 1197 293 1967 0 0 1881 649
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.88 1.00 0.95 0.91 1.00
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1608 1613 2640 1676 3353 4818 1500
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1608 1613 2640 1676 3353 4818 1500
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 0 0 0 671 1 1234 302 2028 0 0 1939 669
RTOR Reduction (vph) 0 0 0 0 0 45 0 0 0 0 0 287
Lane Group Flow (vph) 0 0 0 335 337 1189 302 2028 0 0 1939 382
Heavy Vehicles (%) 0% 0% 0% 1% 0% 2% 2% 2% 0% 0% 2% 2%
Turn Type Split NA pt+ov Prot NA Prot NA Perm
Protected Phases 2 2 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 30.0 30.0 55.0 25.0 92.5 87.0 87.0
Effective Green, g (s) 30.0 30.0 50.0 25.0 92.5 87.0 87.0
Actuated g/C Ratio 0.19 0.19 0.31 0.16 0.58 0.54 0.54
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 301 302 825 261 1938 2619 815
v/s Ratio Prot 0.21 0.21 c0.45 0.18 c0.60 0.40
v/s Ratio Perm 0.25
v/c Ratio 1.11 1.12 1.44 1.16 1.05 0.74 0.47
Uniform Delay, d1 65.0 65.0 55.0 67.5 33.8 27.9 22.3
Progression Factor 1.00 1.00 1.00 0.96 1.14 1.00 1.00
Incremental Delay, d2 85.8 86.7 205.6 93.8 29.8 1.9 1.9
Delay (s)150.8 151.7 260.6 158.8 68.4 29.8 24.3
Level of Service F F F F E C C
Approach Delay (s) 0.0 222.0 80.1 28.4
Approach LOS A F F C
Intersection Summary
HCM 2000 Control Delay 99.9 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 1.19
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 112.0% ICU Level of Service H
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 3 (Year 2030) Total - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/17/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 1003 0 555 0 0 0 0 1230 0 0 1442 0
Future Volume (vph) 1003 0 555 0 0 0 0 1230 0 0 1442 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.5 5.5 6.0 6.0
Lane Util. Factor 0.97 1.00 0.95 0.95
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3221 1500 3386 3386
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3221 1500 3386 3386
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 1034 0 572 0 0 0 0 1268 0 0 1487 0
RTOR Reduction (vph) 0 0 25 0 0 0 0 0 0 0 0 0
Lane Group Flow (vph) 1034 0 547 0 0 0 0 1268 0 0 1487 0
Heavy Vehicles (%) 3% 0% 2% 0% 0% 0% 0% 1% 0% 0% 1% 2%
Turn Type Prot Perm NA Free NA
Protected Phases 6 8 4
Permitted Phases 6 Free
Actuated Green, G (s) 32.0 32.0 36.5 36.5
Effective Green, g (s) 32.0 32.0 36.5 36.5
Actuated g/C Ratio 0.40 0.40 0.46 0.46
Clearance Time (s) 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 3.0 3.0
Lane Grp Cap (vph) 1288 600 1544 1544
v/s Ratio Prot 0.32 0.37 c0.44
v/s Ratio Perm c0.36
v/c Ratio 0.80 0.91 0.82 0.96
Uniform Delay, d1 21.2 22.7 18.9 21.1
Progression Factor 1.00 1.00 1.20 0.61
Incremental Delay, d2 3.5 18.0 0.5 9.9
Delay (s) 24.7 40.6 23.2 22.7
Level of Service C D C C
Approach Delay (s) 30.4 0.0 23.2 22.7
Approach LOS C A C C
Intersection Summary
HCM 2000 Control Delay 25.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.94
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 11.5
Intersection Capacity Utilization 87.9% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 3 (Year 2030) Total - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 1003 0 555 0 0 0 0 1230 1322 0 1442 0
Future Volume (veh/h) 1003 0 555 0 0 0 0 1230 1322 0 1442 0
Initial Q (Qb), veh 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
Parking Bus, Adj 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
Adj Sat Flow, veh/h/ln 1758 0 1772 0 1786 1800 0 1786 0
Adj Flow Rate, veh/h 1034 0 572 0 1268 0 0 1487 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 3 0 2 0 1 0 0 1 0
Cap, veh/h 1326 0 613 0 1521 0 1521 0
Arrive On Green 0.41 0.00 0.41 0.00 0.30 0.00 0.00 0.30 0.00
Sat Flow, veh/h 3248 0 1502 0 3483 1525 0 3572 0
Grp Volume(v), veh/h 1034 0 572 0 1268 0 0 1487 0
Grp Sat Flow(s),veh/h/ln 1624 0 1502 0 1697 1525 0 1697 0
Q Serve(g_s), s 22.1 0.0 29.1 0.0 27.9 0.0 0.0 34.7 0.0
Cycle Q Clear(g_c), s 22.1 0.0 29.1 0.0 27.9 0.0 0.0 34.7 0.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 1326 0 613 0 1521 0 1521 0
V/C Ratio(X) 0.78 0.00 0.93 0.00 0.83 0.00 0.98 0.00
Avail Cap(c_a), veh/h 1401 0 648 0 1521 0 1521 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 0.67 0.67 1.00 0.67 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.09 0.00 0.00 1.00 0.00
Uniform Delay (d), s/veh 20.6 0.0 22.6 0.0 25.2 0.0 0.0 27.6 0.0
Incr Delay (d2), s/veh 2.4 0.0 19.5 0.0 0.5 0.0 0.0 18.4 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 8.1 0.0 12.6 0.0 11.1 0.0 0.0 17.6 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 23.0 0.0 42.2 0.0 25.7 0.0 0.0 46.0 0.0
LnGrp LOS C A D A C A D A
Approach Vol, veh/h 1606 1268 A 1487
Approach Delay, s/veh 29.8 25.7 46.0
Approach LOS C C D
Timer - Assigned Phs 4 6 8
Phs Duration (G+Y+Rc), s 41.8 38.2 41.8
Change Period (Y+Rc), s 6.0 5.5 6.0
Max Green Setting (Gmax), s 34.0 34.5 34.0
Max Q Clear Time (g_c+I1), s 36.7 31.1 29.9
Green Ext Time (p_c), s 0.0 1.5 2.7
Intersection Summary
HCM 6th Ctrl Delay 34.1
HCM 6th LOS C
Notes
Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 3 (Year 2030) Total - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 713 888 123 75 429 702 61 1141 100 771 852 356
Future Volume (vph) 713 888 123 75 429 702 61 1141 100 771 852 356
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.95 1.00 0.95 1.00 0.97 0.95 0.97 0.91 0.91
Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00 0.98
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.98 1.00 1.00 0.85 1.00 0.99 1.00 0.99 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3285 3321 1710 3420 1488 3317 3375 3317 3222 1354
Flt Permitted 0.95 1.00 0.12 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3285 3321 211 3420 1488 3317 3375 3317 3222 1354
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 759 945 131 80 456 747 65 1214 106 820 906 379
RTOR Reduction (vph) 0 6 0 0 0 45 0 4 0 0 2 183
Lane Group Flow (vph) 759 1070 0 80 456 702 65 1316 0 820 942 158
Confl. Peds. (#/hr) 2 5 5 2 4 2 2 4
Heavy Vehicles (%) 1% 1% 0% 0% 0% 2% 0% 0% 0% 0% 1% 1%
Turn Type Prot NA pm+pt NA pm+ov Prot NA Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 2 2 4
Actuated Green, G (s) 32.5 57.0 43.9 34.2 61.0 6.5 48.5 26.8 68.8 68.8
Effective Green, g (s) 32.5 57.0 43.9 34.2 61.0 6.5 48.5 26.8 68.8 68.8
Actuated g/C Ratio 0.20 0.36 0.27 0.21 0.38 0.04 0.30 0.17 0.43 0.43
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 2.0 2.0 2.5 2.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 667 1183 148 731 609 134 1023 555 1385 582
v/s Ratio Prot c0.23 0.32 0.03 0.13 c0.19 0.02 c0.39 c0.25 0.29
v/s Ratio Perm 0.12 0.28 0.12
v/c Ratio 1.14 0.90 0.54 0.62 1.15 0.49 1.29 1.48 0.68 0.27
Uniform Delay, d1 63.8 48.9 45.7 57.1 49.5 75.1 55.8 66.6 36.7 29.4
Progression Factor 1.00 1.00 0.92 0.65 0.99 1.00 1.00 0.89 1.27 2.51
Incremental Delay, d2 79.5 9.8 1.7 0.9 83.2 1.0 136.3 218.7 1.1 0.5
Delay (s) 143.2 58.7 43.7 37.8 132.2 76.1 192.0 278.0 47.6 74.4
Level of Service F E D D F E F F D E
Approach Delay (s) 93.7 93.2 186.6 141.7
Approach LOS F F F F
Intersection Summary
HCM 2000 Control Delay 128.3 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 1.27
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 115.5% ICU Level of Service H
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 3 (Year 2030) Total - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 713 888 123 75 429 702 61 1141 100 771 852 356
Future Volume (veh/h) 713 888 123 75 429 702 61 1141 100 771 852 356
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 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1786 1800 1800 1772 1800 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 759 945 131 80 456 747 65 1214 106 820 906 379
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 1 1 1 0 0 2 0 0 0 0 1 1
Cap, veh/h 670 1208 167 192 844 570 101 964 84 461 1454 614
Arrive On Green 0.20 0.40 0.40 0.02 0.08 0.08 0.03 0.30 0.30 0.13 0.41 0.41
Sat Flow, veh/h 3300 2992 415 1714 3420 1493 3326 3182 277 3429 3572 1509
Grp Volume(v), veh/h 759 536 540 80 456 747 65 651 669 820 906 379
Grp Sat Flow(s),veh/h/ln 1650 1697 1710 1714 1710 1493 1663 1710 1749 1714 1786 1509
Q Serve(g_s), s 32.5 44.0 44.1 5.5 20.5 39.5 3.1 48.5 48.5 21.5 32.2 31.8
Cycle Q Clear(g_c), s 32.5 44.0 44.1 5.5 20.5 39.5 3.1 48.5 48.5 21.5 32.2 31.8
Prop In Lane 1.00 0.24 1.00 1.00 1.00 0.16 1.00 1.00
Lane Grp Cap(c), veh/h 670 685 691 192 844 570 101 518 530 461 1454 614
V/C Ratio(X) 1.13 0.78 0.78 0.42 0.54 1.31 0.64 1.26 1.26 1.78 0.62 0.62
Avail Cap(c_a), veh/h 670 685 691 290 844 570 343 518 530 461 1454 614
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 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 0.21 0.21 0.21
Uniform Delay (d), s/veh 63.8 41.5 41.5 44.7 64.8 58.1 76.7 55.8 55.8 69.2 37.7 37.5
Incr Delay (d2), s/veh 77.3 5.8 5.8 0.5 0.4 151.7 2.5 130.6 132.2 352.8 0.4 1.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 20.7 19.2 19.4 2.5 9.5 45.1 1.3 39.0 40.1 31.8 13.8 11.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 141.0 47.4 47.4 45.2 65.1 209.8 79.3 186.3 187.9 422.0 38.1 38.5
LnGrp LOS F D D D E F E F F F D D
Approach Vol, veh/h 1835 1283 1385 2105
Approach Delay, s/veh 86.1 148.1 182.1 187.7
Approach LOS F F F F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 37.0 44.0 9.4 69.6 11.9 69.1 26.0 53.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 32.5 39.5 16.5 53.5 16.5 55.5 21.5 48.5
Max Q Clear Time (g_c+I1), s 34.5 41.5 5.1 34.2 7.5 46.1 23.5 50.5
Green Ext Time (p_c), s 0.0 0.0 0.1 7.0 0.0 4.5 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 150.6
HCM 6th LOS F
Notes
User approved volume balancing among the lanes for turning movement.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 3 (Year 2030) Total - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 533 836 209 37 913 151 93 25 48 76 9 171
Future Volume (vph) 533 836 209 37 913 151 93 25 48 76 9 171
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 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.97 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 3280 1710 3319 1693 1800 1530 1710 1800 1530
Flt Permitted 0.08 1.00 0.24 1.00 0.75 1.00 1.00 0.64 1.00 1.00
Satd. Flow (perm) 148 3280 434 3319 1339 1800 1530 1143 1800 1530
Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 599 939 235 42 1026 170 104 28 54 85 10 192
RTOR Reduction (vph) 0 9 0 0 9 0 0 0 50 0 0 177
Lane Group Flow (vph) 599 1165 0 42 1187 0 104 28 4 85 10 15
Confl. Peds. (#/hr) 3 3
Heavy Vehicles (%) 0% 1% 0% 0% 1% 0% 1% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 8 4 4
Actuated Green, G (s) 117.2 106.5 73.8 69.1 23.1 10.4 10.4 26.5 12.1 12.1
Effective Green, g (s) 117.2 106.5 73.8 69.1 23.1 10.4 10.4 26.5 12.1 12.1
Actuated g/C Ratio 0.73 0.67 0.46 0.43 0.14 0.07 0.07 0.17 0.08 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) 2.0 4.0 2.0 4.0 2.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 519 2183 237 1433 221 117 99 240 136 115
v/s Ratio Prot c0.30 0.36 0.01 0.36 c0.04 0.02 0.03 0.01
v/s Ratio Perm c0.54 0.08 c0.03 0.00 0.03 0.01
v/c Ratio 1.15 0.53 0.18 0.83 0.47 0.24 0.04 0.35 0.07 0.13
Uniform Delay, d1 48.6 13.9 25.7 40.2 62.4 71.0 70.1 58.6 68.7 69.0
Progression Factor 0.40 2.02 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 71.6 0.1 0.1 5.6 0.6 0.4 0.1 0.3 0.1 0.2
Delay (s) 91.2 28.0 25.8 45.8 63.0 71.4 70.2 58.9 68.8 69.2
Level of Service F C C D E E E E E E
Approach Delay (s) 49.4 45.2 66.3 66.1
Approach LOS D D E E
Intersection Summary
HCM 2000 Control Delay 50.2 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 1.05
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 24.0
Intersection Capacity Utilization 90.0% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 3 (Year 2030) Total - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 533 836 209 37 913 151 93 25 48 76 9 171
Future Volume (veh/h) 533 836 209 37 913 151 93 25 48 76 9 171
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1786 1800 1786 1786 1786 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 599 939 235 42 1026 170 104 28 54 85 10 192
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Percent Heavy Veh, % 0 1 1 0 1 1 1 0 0 0 0 0
Cap, veh/h 354 1671 417 293 1615 267 312 267 226 317 248 210
Arrive On Green 0.09 0.62 0.62 0.03 0.55 0.55 0.06 0.15 0.15 0.05 0.14 0.14
Sat Flow, veh/h 1714 2688 672 1714 2913 482 1701 1800 1525 1714 1800 1525
Grp Volume(v), veh/h 599 592 582 42 597 599 104 28 54 85 10 192
Grp Sat Flow(s),veh/h/ln 1714 1697 1663 1714 1697 1698 1701 1800 1525 1714 1800 1525
Q Serve(g_s), s 15.0 32.4 32.6 1.7 38.7 38.9 8.3 2.2 5.0 6.7 0.8 19.9
Cycle Q Clear(g_c), s 15.0 32.4 32.6 1.7 38.7 38.9 8.3 2.2 5.0 6.7 0.8 19.9
Prop In Lane 1.00 0.40 1.00 0.28 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 354 1055 1034 293 941 941 312 267 226 317 248 210
V/C Ratio(X) 1.69 0.56 0.56 0.14 0.63 0.64 0.33 0.10 0.24 0.27 0.04 0.91
Avail Cap(c_a), veh/h 354 1055 1034 409 941 941 352 315 267 375 315 267
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 28.3 17.6 17.6 16.0 24.5 24.5 54.3 59.0 60.2 55.0 59.8 68.0
Incr Delay (d2), s/veh 323.9 2.2 2.2 0.1 3.3 3.3 0.2 0.1 0.2 0.2 0.0 26.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 39.6 12.9 12.7 0.7 16.0 16.1 3.6 1.0 2.0 3.0 0.4 9.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 352.3 19.7 19.8 16.1 27.8 27.8 54.5 59.0 60.4 55.2 59.8 94.1
LnGrp LOS F B B B C C D E E E E F
Approach Vol, veh/h 1773 1238 186 287
Approach Delay, s/veh 132.1 27.4 56.9 81.4
Approach LOS F C E F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 21.0 94.7 16.3 28.1 10.2 105.5 14.6 29.7
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 15.0 79.0 14.0 28.0 15.0 79.0 14.0 28.0
Max Q Clear Time (g_c+I1), s 17.0 40.9 10.3 21.9 3.7 34.6 8.7 7.0
Green Ext Time (p_c), s 0.0 14.4 0.0 0.2 0.0 14.9 0.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 86.7
HCM 6th LOS F
HCM 6th TWSC ICCU Elks Property TIS
6: Overland Rd & Rockham Way Phase 3 (Year 2030) Total - AM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
09/28/2018 Page 10
Intersection
Int Delay, s/veh 0.2
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 1759 1167 32 0 39
Future Vol, veh/h 0 1759 1167 32 0 39
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - 20 - 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 0 0 0 0 0 0
Mvmt Flow 0 1954 1297 36 0 43
Major/Minor Major1 Major2 Minor2
Conflicting Flow All - 0 - 0 - 649
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - - - - 6.9
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - - - - - 3.3
Pot Cap-1 Maneuver 0 - - - 0 417
Stage 1 0 - - - 0 -
Stage 2 0 - - - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - - - - 417
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB SB
HCM Control Delay, s 0 0 14.6
HCM LOS B
Minor Lane/Major Mvmt EBT WBT WBRSBLn1
Capacity (veh/h) - - - 417
HCM Lane V/C Ratio - - - 0.104
HCM Control Delay (s) - - - 14.6
HCM Lane LOS - - - B
HCM 95th %tile Q(veh) - - - 0.3
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
1: Eagle Rd & I-84 WB Ramps Phase 3 (Year 2030) Total - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/29/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 801 0 1258 369 1722 0 0 2200 1193
Future Volume (vph) 0 0 0 801 0 1258 369 1722 0 0 2200 1193
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.88 1.00 0.95 0.91 1.00
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1608 1608 2640 1676 3353 4818 1500
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1608 1608 2640 1676 3353 4818 1500
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow (vph) 0 0 0 861 0 1353 397 1852 0 0 2366 1283
RTOR Reduction (vph) 0 0 0 0 0 41 0 0 0 0 0 366
Lane Group Flow (vph) 0 0 0 430 431 1312 397 1852 0 0 2366 917
Heavy Vehicles (%) 0% 0% 0% 1% 0% 2% 2% 2% 0% 0% 2% 2%
Turn Type Split NA pt+ov Prot NA Prot NA Perm
Protected Phases 2 2 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 35.0 35.0 67.0 21.0 60.5 66.0 66.0
Effective Green, g (s) 35.0 35.0 62.0 21.0 60.5 66.0 66.0
Actuated g/C Ratio 0.25 0.25 0.44 0.15 0.43 0.47 0.47
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 402 402 1169 251 1448 2271 707
v/s Ratio Prot 0.27 0.27 c0.50 c0.24 0.55 0.49
v/s Ratio Perm c0.61
v/c Ratio 1.07 1.07 1.12 1.58 1.28 1.04 1.30
Uniform Delay, d1 52.5 52.5 39.0 59.5 39.8 37.0 37.0
Progression Factor 1.00 1.00 1.00 1.10 0.85 1.00 1.00
Incremental Delay, d2 64.7 65.5 66.6 272.2 128.7 30.9 143.8
Delay (s)117.2 118.0 105.6 337.6 162.6 67.9 180.8
Level of Service F F F F F E F
Approach Delay (s) 0.0 110.3 193.5 107.6
Approach LOS A F F F
Intersection Summary
HCM 2000 Control Delay 132.1 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 1.30
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 138.0% ICU Level of Service H
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 3 (Year 2030) Total - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/29/2018 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 714 0 567 0 0 0 0 1381 0 0 1808 0
Future Volume (vph) 714 0 567 0 0 0 0 1381 0 0 1808 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.5 5.5 6.0 6.0
Lane Util. Factor 0.97 1.00 0.95 0.95
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3221 1500 3386 3386
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3221 1500 3386 3386
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow (vph) 752 0 597 0 0 0 0 1454 0 0 1903 0
RTOR Reduction (vph) 0 0 27 0 0 0 0 0 0 0 0 0
Lane Group Flow (vph) 752 0 570 0 0 0 0 1454 0 0 1903 0
Heavy Vehicles (%) 3% 0% 2% 0% 0% 0% 0% 1% 0% 0% 1% 2%
Turn Type Prot Perm NA Free NA
Protected Phases 6 8 4
Permitted Phases 6 Free
Actuated Green, G (s) 29.2 29.2 29.3 29.3
Effective Green, g (s) 29.2 29.2 29.3 29.3
Actuated g/C Ratio 0.42 0.42 0.42 0.42
Clearance Time (s) 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 3.0 3.0
Lane Grp Cap (vph) 1343 625 1417 1417
v/s Ratio Prot 0.23 0.43 c0.56
v/s Ratio Perm c0.38
v/c Ratio 0.56 0.91 1.03 1.34
Uniform Delay, d1 15.5 19.2 20.4 20.4
Progression Factor 1.00 1.00 1.25 0.96
Incremental Delay, d2 0.3 17.3 15.2 154.8
Delay (s) 15.8 36.5 40.6 174.4
Level of Service B D D F
Approach Delay (s) 25.0 0.0 40.6 174.4
Approach LOS C A D F
Intersection Summary
HCM 2000 Control Delay 90.2 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 1.13
Actuated Cycle Length (s) 70.0 Sum of lost time (s) 11.5
Intersection Capacity Utilization 99.4% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 3 (Year 2030) Total - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/29/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 714 0 567 0 0 0 0 1381 0 0 1808 0
Future Volume (veh/h) 714 0 567 0 0 0 0 1381 0 0 1808 0
Initial Q (Qb), veh 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
Parking Bus, Adj 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
Adj Sat Flow, veh/h/ln 1758 0 1772 0 1786 1800 0 1786 0
Adj Flow Rate, veh/h 752 0 597 0 1454 0 0 1903 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 3 0 2 0 1 0 0 1 0
Cap, veh/h 1379 0 638 0 1395 0 1395 0
Arrive On Green 0.42 0.00 0.42 0.00 0.41 0.00 0.00 0.28 0.00
Sat Flow, veh/h 3248 0 1502 0 3483 1525 0 3572 0
Grp Volume(v), veh/h 752 0 597 0 1454 0 0 1903 0
Grp Sat Flow(s),veh/h/ln 1624 0 1502 0 1697 1525 0 1697 0
Q Serve(g_s), s 12.1 0.0 26.6 0.0 28.8 0.0 0.0 28.8 0.0
Cycle Q Clear(g_c), s 12.1 0.0 26.6 0.0 28.8 0.0 0.0 28.8 0.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 1379 0 638 0 1395 0 1395 0
V/C Ratio(X) 0.55 0.00 0.94 0.00 1.04 0.00 1.36 0.00
Avail Cap(c_a), veh/h 1462 0 676 0 1395 0 1395 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.67 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.09 0.00 0.00 1.00 0.00
Uniform Delay (d), s/veh 15.1 0.0 19.2 0.0 20.6 0.0 0.0 25.4 0.0
Incr Delay (d2), s/veh 0.2 0.0 19.4 0.0 21.5 0.0 0.0 168.5 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.0 0.0 11.5 0.0 13.3 0.0 0.0 43.8 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 15.2 0.0 38.7 0.0 42.1 0.0 0.0 193.9 0.0
LnGrp LOS B A D A F A F A
Approach Vol, veh/h 1349 1454 A 1903
Approach Delay, s/veh 25.6 42.1 193.9
Approach LOS C D F
Timer - Assigned Phs 4 6 8
Phs Duration (G+Y+Rc), s 34.8 35.2 34.8
Change Period (Y+Rc), s 6.0 5.5 6.0
Max Green Setting (Gmax), s 27.0 31.5 27.0
Max Q Clear Time (g_c+I1), s 30.8 28.6 30.8
Green Ext Time (p_c), s 0.0 1.1 0.0
Intersection Summary
HCM 6th Ctrl Delay 98.8
HCM 6th LOS F
Notes
Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 3 (Year 2030) Total - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/29/2018 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 567 721 171 252 1192 897 320 844 112 621 1142 576
Future Volume (vph) 567 721 171 252 1192 897 320 844 112 621 1142 576
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.95 1.00 0.95 1.00 0.97 0.95 0.97 0.91 0.91
Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00 0.98
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.97 1.00 1.00 0.85 1.00 0.98 1.00 0.99 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3285 3284 1710 3420 1486 3317 3354 3317 3218 1355
Flt Permitted 0.95 1.00 0.10 1.00 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3285 3284 188 3420 1486 3317 3354 3317 3218 1355
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) 591 751 178 262 1242 934 333 879 117 647 1190 600
RTOR Reduction (vph) 0 15 0 0 0 46 0 7 0 0 3 176
Lane Group Flow (vph) 591 914 0 263 1242 888 333 989 0 647 1247 364
Confl. Peds. (#/hr) 2 5 5 2 4 2 2 4
Heavy Vehicles (%) 1% 1% 0% 0% 0% 2% 0% 0% 0% 0% 1% 1%
Turn Type Prot NA pm+pt NA pm+ov Prot NA Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 2 2 4
Actuated Green, G (s) 21.5 44.5 56.0 39.5 61.0 17.1 39.5 21.5 43.9 43.9
Effective Green, g (s) 21.5 44.5 56.0 39.5 61.0 17.1 39.5 21.5 43.9 43.9
Actuated g/C Ratio 0.15 0.32 0.40 0.28 0.44 0.12 0.28 0.15 0.31 0.31
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 2.0 2.0 2.5 2.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 504 1043 254 964 695 405 946 509 1009 424
v/s Ratio Prot c0.18 0.28 0.12 0.36 c0.20 0.10 0.29 0.20 c0.39
v/s Ratio Perm 0.29 0.40 0.27
v/c Ratio 1.17 0.88 1.04 1.29 1.28 0.82 1.05 1.27 1.24 0.86
Uniform Delay, d1 59.2 45.1 41.1 50.2 39.5 60.0 50.2 59.2 48.1 45.1
Progression Factor 1.00 1.00 1.00 1.23 0.95 1.00 1.00 1.05 0.79 0.68
Incremental Delay, d2 97.1 8.4 45.9 133.2 129.6 12.1 41.8 123.5 107.1 2.2
Delay (s) 156.3 53.6 87.1 194.9 167.1 72.0 92.0 185.4 145.1 32.9
Level of Service F D F F F E F F F C
Approach Delay (s) 93.5 172.6 87.0 131.0
Approach LOS F F F F
Intersection Summary
HCM 2000 Control Delay 129.2 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 1.31
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 118.8% ICU Level of Service H
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 3 (Year 2030) Total - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/29/2018 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 567 721 171 252 1192 897 320 844 112 621 1142 576
Future Volume (veh/h) 567 721 171 252 1192 897 320 844 112 621 1142 576
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 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1786 1800 1800 1772 1800 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 591 751 178 262 1242 934 333 879 117 647 1195 597
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, % 1 1 1 0 0 2 0 0 0 0 1 1
Cap, veh/h 507 864 205 289 965 652 380 855 114 527 1148 485
Arrive On Green 0.15 0.32 0.32 0.08 0.19 0.19 0.11 0.28 0.28 0.26 0.54 0.54
Sat Flow, veh/h 3300 2719 644 1714 3420 1494 3326 3032 404 3429 3572 1508
Grp Volume(v), veh/h 591 469 460 262 1242 934 333 496 500 647 1195 597
Grp Sat Flow(s),veh/h/ln 1650 1697 1666 1714 1710 1494 1663 1710 1725 1714 1786 1508
Q Serve(g_s), s 21.5 36.4 36.5 14.9 39.5 39.5 13.8 39.5 39.5 21.5 45.0 45.0
Cycle Q Clear(g_c), s 21.5 36.4 36.5 14.9 39.5 39.5 13.8 39.5 39.5 21.5 45.0 45.0
Prop In Lane 1.00 0.39 1.00 1.00 1.00 0.23 1.00 1.00
Lane Grp Cap(c), veh/h 507 539 530 289 965 652 380 482 487 527 1148 485
V/C Ratio(X) 1.17 0.87 0.87 0.91 1.29 1.43 0.88 1.03 1.03 1.23 1.04 1.23
Avail Cap(c_a), veh/h 507 539 530 289 965 652 439 482 487 527 1148 485
HCM Platoon Ratio 1.00 1.00 1.00 0.67 0.67 0.67 1.00 1.00 1.00 1.67 1.67 1.67
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.09 0.09 0.09
Uniform Delay (d), s/veh 59.3 45.0 45.0 36.3 56.8 43.3 61.0 50.3 50.3 52.0 32.4 32.4
Incr Delay (d2), s/veh 94.5 14.2 14.4 29.7 137.1 203.4 14.8 48.2 48.0 104.6 21.3 105.9
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 15.5 17.1 16.9 8.8 35.8 57.3 6.4 22.7 22.9 15.7 17.9 26.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 153.8 59.2 59.4 66.0 193.9 246.6 75.8 98.5 98.3 156.6 53.7 138.3
LnGrp LOS F E E E F F E F F F F F
Approach Vol, veh/h 1520 2438 1329 2439
Approach Delay, s/veh 96.0 200.3 92.7 101.7
Approach LOS F F F F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 26.0 44.0 20.5 49.5 21.0 49.0 26.0 44.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 21.5 39.5 18.5 42.5 16.5 44.5 21.5 39.5
Max Q Clear Time (g_c+I1), s 23.5 41.5 15.8 47.0 16.9 38.5 23.5 41.5
Green Ext Time (p_c), s 0.0 0.0 0.2 0.0 0.0 2.8 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 130.2
HCM 6th LOS F
Notes
User approved volume balancing among the lanes for turning movement.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 3 (Year 2030) Total - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/29/2018 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 381 1001 49 53 1300 109 245 13 66 249 27 620
Future Volume (vph) 381 1001 49 53 1300 109 245 13 66 249 27 620
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 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.99 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 3361 1710 3349 1693 1800 1530 1710 1800 1530
Flt Permitted 0.06 1.00 0.17 1.00 0.74 1.00 1.00 0.59 1.00 1.00
Satd. Flow (perm) 111 3361 312 3349 1317 1800 1530 1070 1800 1530
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) 397 1043 51 55 1354 114 255 14 69 259 28 646
RTOR Reduction (vph) 0 2 0 0 5 0 0 0 58 0 0 188
Lane Group Flow (vph) 397 1092 0 55 1463 0 255 14 11 259 28 458
Confl. Peds. (#/hr) 3 3
Heavy Vehicles (%) 0% 1% 0% 0% 1% 0% 1% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA Perm
Protected Phases 1 6 5 2 3 8 7 4
Permitted Phases 6 2 8 8 4 4
Actuated Green, G (s) 78.8 67.3 64.3 58.8 37.4 22.4 22.4 49.0 28.2 28.2
Effective Green, g (s) 78.8 67.3 64.3 58.8 37.4 22.4 22.4 49.0 28.2 28.2
Actuated g/C Ratio 0.56 0.48 0.46 0.42 0.27 0.16 0.16 0.35 0.20 0.20
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) 2.0 4.0 2.0 4.0 2.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 222 1615 198 1406 392 288 244 469 362 308
v/s Ratio Prot c0.18 0.32 0.01 0.44 0.07 0.01 c0.08 0.02
v/s Ratio Perm c0.83 0.12 0.10 0.01 0.11 c0.30
v/c Ratio 1.79 0.68 0.28 1.04 0.65 0.05 0.05 0.55 0.08 1.49
Uniform Delay, d1 46.7 28.0 22.7 40.6 44.3 49.8 49.8 35.0 45.3 55.9
Progression Factor 1.47 1.09 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 359.1 0.6 0.3 35.3 2.9 0.0 0.0 0.8 0.0 236.2
Delay (s) 427.9 31.1 23.0 75.9 47.3 49.8 49.8 35.8 45.4 292.1
Level of Service F C C E D D D D D F
Approach Delay (s) 136.8 74.0 47.9 213.6
Approach LOS F E D F
Intersection Summary
HCM 2000 Control Delay 124.2 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 1.61
Actuated Cycle Length (s) 140.0 Sum of lost time (s) 24.0
Intersection Capacity Utilization 111.4% ICU Level of Service H
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 3 (Year 2030) Total - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/29/2018 Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 381 1001 49 53 1300 109 245 13 66 249 27 620
Future Volume (veh/h) 381 1001 49 53 1300 109 245 13 66 249 27 620
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1786 1800 1786 1786 1786 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 397 1043 51 55 1354 114 255 14 69 259 28 646
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 1 1 0 1 1 1 0 0 0 0 0
Cap, veh/h 223 1636 80 244 1358 114 372 360 305 480 347 294
Arrive On Green 0.10 0.50 0.50 0.03 0.43 0.43 0.11 0.20 0.20 0.10 0.19 0.19
Sat Flow, veh/h 1714 3292 161 1714 3168 266 1701 1800 1525 1714 1800 1525
Grp Volume(v), veh/h 397 537 557 55 723 745 255 14 69 259 28 646
Grp Sat Flow(s),veh/h/ln 1714 1697 1756 1714 1697 1737 1701 1800 1525 1714 1800 1525
Q Serve(g_s), s 14.0 32.6 32.7 2.5 59.4 60.0 15.0 0.9 5.3 14.0 1.8 27.0
Cycle Q Clear(g_c), s 14.0 32.6 32.7 2.5 59.4 60.0 15.0 0.9 5.3 14.0 1.8 27.0
Prop In Lane 1.00 0.09 1.00 0.15 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 223 843 873 244 727 745 372 360 305 480 347 294
V/C Ratio(X) 1.78 0.64 0.64 0.23 0.99 1.00 0.68 0.04 0.23 0.54 0.08 2.20
Avail Cap(c_a), veh/h 223 843 873 373 727 745 372 360 305 480 347 294
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 46.6 25.9 25.9 23.2 39.8 40.0 40.8 45.2 46.9 41.3 46.3 56.5
Incr Delay (d2), s/veh 369.2 3.7 3.5 0.2 31.9 33.2 4.3 0.0 0.1 0.7 0.0 549.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 26.5 13.6 14.1 1.0 30.2 31.4 8.1 0.4 0.0 7.7 0.8 55.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 415.8 29.6 29.5 23.4 71.7 73.2 45.1 45.2 47.1 42.0 46.4 605.6
LnGrp LOS F C C C E F D D D D D F
Approach Vol, veh/h 1491 1523 338 933
Approach Delay, s/veh 132.4 70.7 45.5 432.4
Approach LOS F E D F
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 20.0 66.0 21.0 33.0 10.4 75.6 20.0 34.0
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 14.0 60.0 15.0 27.0 15.0 59.0 14.0 28.0
Max Q Clear Time (g_c+I1), s 16.0 62.0 17.0 29.0 4.5 34.7 16.0 7.3
Green Ext Time (p_c), s 0.0 0.0 0.0 0.0 0.0 10.4 0.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 168.9
HCM 6th LOS F
HCM 6th TWSC ICCU Elks Property TIS
6: Overland Rd & Rockham Way Phase 3 (Year 2030) Total - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/29/2018 Page 10
Intersection
Int Delay, s/veh 2.6
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 1454 2217 67 0 125
Future Vol, veh/h 0 1454 2217 67 0 125
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - 20 - 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 0 0 0 0 0 0
Mvmt Flow 0 1616 2463 74 0 139
Major/Minor Major1 Major2 Minor2
Conflicting Flow All - 0 - 0 - 1232
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - - - - 6.9
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - - - - - 3.3
Pot Cap-1 Maneuver 0 - - - 0 172
Stage 1 0 - - - 0 -
Stage 2 0 - - - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - - - - 172
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB SB
HCM Control Delay, s 0 0 80
HCM LOS F
Minor Lane/Major Mvmt EBT WBT WBRSBLn1
Capacity (veh/h) - - - 172
HCM Lane V/C Ratio - - - 0.807
HCM Control Delay (s) - - - 80
HCM Lane LOS - - - F
HCM 95th %tile Q(veh) - - - 5.4
Appendix I
Mitigated Total Traffic Operation Worksheets
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
1: Eagle Rd & I-84 WB Ramps Phase 1 (Year 2020) Total - AM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 539 1 1031 252 1694 0 0 1599 559
Future Volume (vph) 0 0 0 539 1 1031 252 1694 0 0 1599 559
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.76 0.97 0.91 0.91 0.88
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1608 1613 3420 3252 4818 4818 2640
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1608 1613 3420 3252 4818 4818 2640
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 0 0 0 556 1 1063 260 1746 0 0 1648 576
RTOR Reduction (vph) 0 0 0 0 0 39 0 0 0 0 0 275
Lane Group Flow (vph) 0 0 0 278 279 1024 260 1746 0 0 1648 301
Heavy Vehicles (%) 0% 0% 0% 1% 0% 2% 2% 2% 0% 0% 2% 2%
Turn Type Split NA pt+ov Prot NA Prot NA Perm
Protected Phases 2 2 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 39.8 39.8 69.5 18.6 78.0 83.6 83.6
Effective Green, g (s) 39.8 39.8 64.5 18.6 78.0 83.6 83.6
Actuated g/C Ratio 0.25 0.25 0.40 0.12 0.49 0.52 0.52
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 399 401 1378 378 2348 2517 1379
v/s Ratio Prot 0.17 0.17 c0.30 0.08 c0.36 0.34
v/s Ratio Perm 0.11
v/c Ratio 0.70 0.70 0.74 0.69 0.74 0.65 0.22
Uniform Delay, d1 54.6 54.6 40.7 67.9 33.0 27.7 20.6
Progression Factor 1.00 1.00 1.00 0.87 1.16 1.00 1.00
Incremental Delay, d2 5.2 5.2 2.2 4.2 1.6 1.3 0.4
Delay (s)59.8 59.8 42.9 63.2 40.0 29.1 21.0
Level of Service E E D E D C C
Approach Delay (s) 0.0 48.7 43.0 27.0
Approach LOS A D D C
Intersection Summary
HCM 2000 Control Delay 38.5 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.75
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 71.0% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 1 (Year 2020) Total - AM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 864 0 467 0 0 0 0 1058 0 0 1198 0
Future Volume (vph) 864 0 467 0 0 0 0 1058 0 0 1198 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.5 5.5 6.0 6.0
Lane Util. Factor 0.97 0.88 0.95 0.95
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3221 2640 3386 3386
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3221 2640 3386 3386
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 891 0 481 0 0 0 0 1091 0 0 1235 0
RTOR Reduction (vph) 0 0 42 0 0 0 0 0 0 0 0 0
Lane Group Flow (vph) 891 0 439 0 0 0 0 1091 0 0 1235 0
Heavy Vehicles (%) 3% 0% 2% 0% 0% 0% 0% 1% 0% 0% 1% 2%
Turn Type Prot Perm NA Free NA
Protected Phases 6 8 4
Permitted Phases 6 Free
Actuated Green, G (s) 26.3 26.3 42.2 42.2
Effective Green, g (s) 26.3 26.3 42.2 42.2
Actuated g/C Ratio 0.33 0.33 0.53 0.53
Clearance Time (s) 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 3.0 3.0
Lane Grp Cap (vph) 1058 867 1786 1786
v/s Ratio Prot c0.28 0.32 c0.36
v/s Ratio Perm 0.17
v/c Ratio 0.84 0.51 0.61 0.69
Uniform Delay, d1 24.9 21.6 13.2 14.1
Progression Factor 1.00 1.00 1.34 0.62
Incremental Delay, d2 6.0 0.2 1.0 1.7
Delay (s) 30.9 21.8 18.7 10.5
Level of Service C C B B
Approach Delay (s) 27.7 0.0 18.7 10.5
Approach LOS C A B B
Intersection Summary
HCM 2000 Control Delay 19.3 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.75
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 11.5
Intersection Capacity Utilization 70.6% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 1 (Year 2020) Total - AM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 864 0 467 0 0 0 0 1058 0 0 1198 0
Future Volume (veh/h) 864 0 467 0 0 0 0 1058 0 0 1198 0
Initial Q (Qb), veh 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
Parking Bus, Adj 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
Adj Sat Flow, veh/h/ln 1758 0 1772 0 1786 1800 0 1786 0
Adj Flow Rate, veh/h 891 0 481 0 1091 0 0 1235 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 3 0 2 0 1 0 0 1 0
Cap, veh/h 1012 0 824 0 1848 0 1848 0
Arrive On Green 0.31 0.00 0.31 0.00 0.54 0.00 0.00 0.36 0.00
Sat Flow, veh/h 3248 0 2643 0 3483 1525 0 3572 0
Grp Volume(v), veh/h 891 0 481 0 1091 0 0 1235 0
Grp Sat Flow(s),veh/h/ln 1624 0 1321 0 1697 1525 0 1697 0
Q Serve(g_s), s 20.8 0.0 12.3 0.0 17.3 0.0 0.0 24.5 0.0
Cycle Q Clear(g_c), s 20.8 0.0 12.3 0.0 17.3 0.0 0.0 24.5 0.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 1012 0 824 0 1848 0 1848 0
V/C Ratio(X) 0.88 0.00 0.58 0.00 0.59 0.00 0.67 0.00
Avail Cap(c_a), veh/h 1198 0 975 0 1848 0 1848 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.67 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.60 0.00 0.00 1.00 0.00
Uniform Delay (d), s/veh 26.1 0.0 23.2 0.0 12.2 0.0 0.0 19.3 0.0
Incr Delay (d2), s/veh 6.2 0.0 0.2 0.0 0.8 0.0 0.0 1.9 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 8.3 0.0 3.6 0.0 5.3 0.0 0.0 10.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 32.3 0.0 23.4 0.0 13.1 0.0 0.0 21.3 0.0
LnGrp LOS C A C A B A C A
Approach Vol, veh/h 1372 1091 A 1235
Approach Delay, s/veh 29.2 13.1 21.3
Approach LOS C B C
Timer - Assigned Phs 4 6 8
Phs Duration (G+Y+Rc), s 49.6 30.4 49.6
Change Period (Y+Rc), s 6.0 5.5 6.0
Max Green Setting (Gmax), s 39.0 29.5 39.0
Max Q Clear Time (g_c+I1), s 26.5 22.8 19.3
Green Ext Time (p_c), s 6.3 2.1 7.0
Intersection Summary
HCM 6th Ctrl Delay 21.8
HCM 6th LOS C
Notes
Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 1 (Year 2020) Total - AM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 614 709 106 64 367 602 53 983 64 610 733 307
Future Volume (vph) 614 709 106 64 367 602 53 983 64 610 733 307
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 0.88 0.97 0.91 1.00 0.97 0.95 1.00
Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 0.98
Flpb, ped/bikes 1.00 1.00 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 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) 3285 4865 1501 3317 4914 2628 3317 4914 1508 3317 3386 1488
Flt Permitted 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 (perm) 3285 4865 1501 3317 4914 2628 3317 4914 1508 3317 3386 1488
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 653 754 113 68 390 640 56 1046 68 649 780 327
RTOR Reduction (vph) 0 0 82 0 0 47 0 0 46 0 0 153
Lane Group Flow (vph) 653 754 31 68 390 593 56 1046 22 649 780 174
Confl. Peds. (#/hr) 2 5 5 2 4 2 2 4
Heavy Vehicles (%) 1% 1% 0% 0% 0% 2% 0% 0% 0% 0% 1% 1%
Turn Type Prot NA Perm Prot NA pm+ov Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 33.6 44.0 44.0 6.7 17.1 56.0 6.1 52.4 52.4 38.9 85.2 85.2
Effective Green, g (s) 33.6 44.0 44.0 6.7 17.1 56.0 6.1 52.4 52.4 38.9 85.2 85.2
Actuated g/C Ratio 0.21 0.28 0.28 0.04 0.11 0.35 0.04 0.33 0.33 0.24 0.53 0.53
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 3.0 2.0 2.0 2.5 2.0 3.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 689 1337 412 138 525 993 126 1609 493 806 1803 792
v/s Ratio Prot c0.20 0.15 0.02 c0.08 0.15 0.02 c0.21 c0.20 0.23
v/s Ratio Perm 0.02 0.08 0.01 0.12
v/c Ratio 0.95 0.56 0.08 0.49 0.74 0.60 0.44 0.65 0.05 0.81 0.43 0.22
Uniform Delay, d1 62.3 49.8 42.9 75.0 69.3 42.7 75.3 46.0 36.7 57.0 22.7 19.8
Progression Factor 1.00 1.00 1.00 0.85 0.90 1.37 1.00 1.00 1.00 0.88 1.30 4.21
Incremental Delay, d2 22.1 0.5 0.1 0.9 4.4 0.7 0.9 2.1 0.2 4.6 0.6 0.5
Delay (s) 84.4 50.3 43.0 64.9 66.9 59.1 76.2 48.0 36.9 54.9 30.2 83.9
Level of Service F D D E E E E D D D C F
Approach Delay (s) 64.4 62.2 48.7 49.3
Approach LOS E E D D
Intersection Summary
HCM 2000 Control Delay 55.9 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.77
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 92.6% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 1 (Year 2020) Total - AM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 614 709 106 64 367 602 53 983 64 610 733 307
Future Volume (veh/h) 614 709 106 64 367 602 53 983 64 610 733 307
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1800 1800 1800 1772 1800 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 653 754 113 68 390 640 56 1046 68 649 780 327
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 1 1 0 0 0 2 0 0 0 0 1 1
Cap, veh/h 676 1893 590 104 1055 1097 95 1301 402 676 1490 663
Arrive On Green 0.20 0.39 0.39 0.01 0.07 0.07 0.03 0.26 0.26 0.34 0.73 0.73
Sat Flow, veh/h 3300 4876 1520 3326 4914 2612 3326 4914 1519 3326 3393 1509
Grp Volume(v), veh/h 653 754 113 68 390 640 56 1046 68 649 780 327
Grp Sat Flow(s),veh/h/ln 1650 1625 1520 1663 1638 1306 1663 1638 1519 1663 1697 1509
Q Serve(g_s), s 31.4 17.9 7.9 3.3 12.1 29.4 2.7 31.8 5.5 30.6 15.9 14.5
Cycle Q Clear(g_c), s 31.4 17.9 7.9 3.3 12.1 29.4 2.7 31.8 5.5 30.6 15.9 14.5
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 676 1893 590 104 1055 1097 95 1301 402 676 1490 663
V/C Ratio(X) 0.97 0.40 0.19 0.65 0.37 0.58 0.59 0.80 0.17 0.96 0.52 0.49
Avail Cap(c_a), veh/h 676 1938 604 150 1167 1157 127 1301 402 676 1490 663
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.67 1.67 1.67
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.72 0.72 0.72
Uniform Delay (d), s/veh 63.0 35.4 32.3 78.3 64.0 42.2 76.8 54.9 45.3 52.2 14.1 13.9
Incr Delay (d2), s/veh 26.1 0.1 0.2 2.6 0.1 0.4 2.1 5.4 0.9 20.4 1.0 1.9
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 15.5 7.1 2.9 1.4 5.4 10.3 1.1 13.4 2.2 13.0 4.6 4.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 89.1 35.5 32.5 80.9 64.1 42.6 78.9 60.3 46.2 72.6 15.0 15.8
LnGrp LOS F D C F E D E E D E B B
Approach Vol, veh/h 1520 1098 1170 1756
Approach Delay, s/veh 58.3 52.6 60.4 36.4
Approach LOS E D E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 37.3 38.8 9.1 74.8 9.5 66.6 37.0 46.9
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 32.8 38.0 6.1 65.1 7.2 63.6 32.5 38.7
Max Q Clear Time (g_c+I1), s 33.4 31.4 4.7 17.9 5.3 19.9 32.6 33.8
Green Ext Time (p_c), s 0.0 2.0 0.0 7.0 0.0 6.1 0.0 2.7
Intersection Summary
HCM 6th Ctrl Delay 50.7
HCM 6th LOS D
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 1 (Year 2020) Total - AM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 328 719 180 32 776 94 80 16 41 65 7 143
Future Volume (vph) 328 719 180 32 776 94 80 16 41 65 7 143
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 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.97 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 3280 1709 3335 1693 1800 1530 1710 1800 1530
Flt Permitted 0.19 1.00 0.28 1.00 0.50 1.00 1.00 1.00 1.00 1.00
Satd. Flow (perm) 347 3280 511 3335 891 1800 1530 1800 1800 1530
Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 369 808 202 36 872 106 90 18 46 73 8 161
RTOR Reduction (vph) 0 11 0 0 4 0 0 0 43 0 0 68
Lane Group Flow (vph) 369 999 0 36 974 0 90 18 3 73 8 93
Confl. Peds. (#/hr) 3 3
Heavy Vehicles (%) 0% 1% 0% 0% 1% 0% 1% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA pm+ov
Protected Phases 1 6 5 2 3 8 7 4 1
Permitted Phases 6 2 8 8 4 4
Actuated Green, G (s) 120.3 109.9 88.0 83.6 27.7 11.8 11.8 11.9 2.0 32.7
Effective Green, g (s) 120.3 109.9 88.0 83.6 27.7 11.8 11.8 11.9 2.0 32.7
Actuated g/C Ratio 0.75 0.69 0.55 0.52 0.17 0.07 0.07 0.07 0.01 0.20
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) 2.0 4.0 2.0 4.0 2.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 522 2252 313 1742 253 132 112 128 22 370
v/s Ratio Prot c0.14 0.30 0.00 0.29 c0.04 0.01 c0.04 0.00 0.05
v/s Ratio Perm c0.40 0.06 c0.02 0.00 0.01 0.01
v/c Ratio 0.71 0.44 0.12 0.56 0.36 0.14 0.03 0.57 0.36 0.25
Uniform Delay, d1 17.5 11.3 16.5 25.8 57.8 69.3 68.8 71.6 78.4 53.4
Progression Factor 1.29 2.08 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 3.1 0.5 0.1 1.3 0.3 0.2 0.0 3.8 3.7 0.1
Delay (s) 25.6 24.0 16.6 27.1 58.1 69.5 68.8 75.4 82.1 53.5
Level of Service C C B C E E E E F D
Approach Delay (s) 24.5 26.7 62.7 61.0
Approach LOS C C E E
Intersection Summary
HCM 2000 Control Delay 30.6 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.68
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 24.0
Intersection Capacity Utilization 71.3% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 1 (Year 2020) Total - AM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 328 719 180 32 776 94 80 16 41 65 7 143
Future Volume (veh/h) 328 719 180 32 776 94 80 16 41 65 7 143
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1786 1800 1786 1786 1786 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 369 808 202 36 872 106 90 18 46 73 8 161
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Percent Heavy Veh, % 0 1 1 0 1 1 1 0 0 0 0 0
Cap, veh/h 463 1809 452 352 1849 225 247 206 175 253 195 304
Arrive On Green 0.06 0.45 0.45 0.02 0.61 0.61 0.04 0.11 0.11 0.04 0.11 0.11
Sat Flow, veh/h 1714 2688 672 1714 3045 370 1701 1800 1525 1714 1800 1525
Grp Volume(v), veh/h 369 510 500 36 486 492 90 18 46 73 8 161
Grp Sat Flow(s),veh/h/ln 1714 1697 1663 1714 1697 1719 1701 1800 1525 1714 1800 1525
Q Serve(g_s), s 12.0 33.1 33.1 1.3 25.2 25.2 7.0 1.4 4.4 6.0 0.6 15.1
Cycle Q Clear(g_c), s 12.0 33.1 33.1 1.3 25.2 25.2 7.0 1.4 4.4 6.0 0.6 15.1
Prop In Lane 1.00 0.40 1.00 0.22 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 463 1142 1119 352 1030 1043 247 206 175 253 195 304
V/C Ratio(X) 0.80 0.45 0.45 0.10 0.47 0.47 0.36 0.09 0.26 0.29 0.04 0.53
Avail Cap(c_a), veh/h 758 1142 1119 363 1030 1043 247 315 267 253 304 396
HCM Platoon Ratio 0.67 0.67 0.67 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 15.6 23.4 23.4 12.8 17.3 17.3 60.8 63.4 64.7 61.0 63.9 57.4
Incr Delay (d2), s/veh 1.2 1.3 1.3 0.0 1.6 1.5 0.3 0.1 0.3 0.2 0.0 0.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.8 14.6 14.3 0.5 10.1 10.2 3.4 0.7 1.8 2.7 0.3 6.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 16.8 24.7 24.7 12.8 18.9 18.8 61.1 63.4 65.0 61.2 63.9 57.9
LnGrp LOS B C C B B B E E E E E E
Approach Vol, veh/h 1379 1014 154 242
Approach Delay, s/veh 22.6 18.6 62.5 59.1
Approach LOS C B E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 20.5 103.1 13.0 23.3 10.0 113.7 12.0 24.3
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 42.0 60.0 7.0 27.0 5.0 97.0 6.0 28.0
Max Q Clear Time (g_c+I1), s 14.0 27.2 9.0 17.1 3.3 35.1 8.0 6.4
Green Ext Time (p_c), s 0.5 10.2 0.0 0.2 0.0 12.4 0.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 26.5
HCM 6th LOS C
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
1: Eagle Rd & I-84 WB Ramps Phase 1 (Year 2020) Total - PM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 691 0 1084 307 1462 0 0 1897 1028
Future Volume (vph) 0 0 0 691 0 1084 307 1462 0 0 1897 1028
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.76 0.97 0.91 0.91 0.88
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1624 1624 3387 3317 4818 4865 2666
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1624 1624 3387 3317 4818 4865 2666
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow (vph) 0 0 0 743 0 1166 330 1572 0 0 2040 1105
RTOR Reduction (vph) 0 0 0 0 0 36 0 0 0 0 0 565
Lane Group Flow (vph) 0 0 0 371 372 1130 330 1572 0 0 2040 540
Heavy Vehicles (%) 0% 0% 0% 0% 50% 3% 0% 2% 0% 0% 1% 1%
Turn Type Split NA pt+ov Prot NA Prot NA Perm
Protected Phases 2 2 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 44.5 44.5 77.4 19.4 70.1 78.1 78.1
Effective Green, g (s) 44.5 44.5 72.4 19.4 70.1 78.1 78.1
Actuated g/C Ratio 0.28 0.28 0.45 0.12 0.44 0.49 0.49
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 451 451 1532 402 2110 2374 1301
v/s Ratio Prot 0.23 c0.23 0.33 0.10 c0.33 c0.42
v/s Ratio Perm 0.20
v/c Ratio 0.82 0.82 0.74 0.82 0.75 0.86 0.42
Uniform Delay, d1 54.1 54.1 36.0 68.6 37.5 36.1 26.3
Progression Factor 1.00 1.00 1.00 1.01 0.96 1.00 1.00
Incremental Delay, d2 11.5 11.7 1.9 10.7 1.9 4.3 1.0
Delay (s)65.6 65.8 37.9 80.0 38.1 40.4 27.3
Level of Service E E D F D D C
Approach Delay (s) 0.0 48.7 45.3 35.8
Approach LOS A D D D
Intersection Summary
HCM 2000 Control Delay 42.0 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.85
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 83.1% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 1 (Year 2020) Total - PM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 615 0 489 0 0 0 0 1157 0 0 1559 0
Future Volume (vph) 615 0 489 0 0 0 0 1157 0 0 1559 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.5 5.5 6.0 6.0
Lane Util. Factor 0.97 0.88 0.95 0.95
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3252 2693 3420 3420
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3252 2693 3420 3420
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow (vph) 647 0 515 0 0 0 0 1218 0 0 1641 0
RTOR Reduction (vph) 0 0 33 0 0 0 0 0 0 0 0 0
Lane Group Flow (vph) 647 0 482 0 0 0 0 1218 0 0 1641 0
Heavy Vehicles (%) 2% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 2%
Turn Type Prot Perm NA Free NA
Protected Phases 6 8 4
Permitted Phases 6 Free
Actuated Green, G (s) 19.3 19.3 49.2 49.2
Effective Green, g (s) 19.3 19.3 49.2 49.2
Actuated g/C Ratio 0.24 0.24 0.62 0.62
Clearance Time (s) 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 3.0 3.0
Lane Grp Cap (vph) 784 649 2103 2103
v/s Ratio Prot c0.20 0.36 c0.48
v/s Ratio Perm 0.18
v/c Ratio 0.83 0.74 0.58 0.78
Uniform Delay, d1 28.8 28.1 9.2 11.4
Progression Factor 1.00 1.00 0.65 1.66
Incremental Delay, d2 6.8 4.0 0.9 1.6
Delay (s) 35.5 32.1 6.9 20.5
Level of Service D C A C
Approach Delay (s) 34.0 0.0 6.9 20.5
Approach LOS C A A C
Intersection Summary
HCM 2000 Control Delay 20.3 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.79
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 11.5
Intersection Capacity Utilization 73.6% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 1 (Year 2020) Total - PM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 615 0 489 0 0 0 0 1157 0 0 1559 0
Future Volume (veh/h) 615 0 489 0 0 0 0 1157 0 0 1559 0
Initial Q (Qb), veh 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
Parking Bus, Adj 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
Adj Sat Flow, veh/h/ln 1772 0 1800 0 1800 1786 0 1800 0
Adj Flow Rate, veh/h 647 0 515 0 1218 0 0 1641 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 2 0 0 0 0 1 0 0 0
Cap, veh/h 757 0 621 0 2137 0 2137 0
Arrive On Green 0.23 0.00 0.23 0.00 0.83 0.00 0.00 0.83 0.00
Sat Flow, veh/h 3274 0 2685 0 3510 1514 0 3600 0
Grp Volume(v), veh/h 647 0 515 0 1218 0 0 1641 0
Grp Sat Flow(s),veh/h/ln 1637 0 1342 0 1710 1514 0 1710 0
Q Serve(g_s), s 15.1 0.0 14.6 0.0 9.1 0.0 0.0 17.9 0.0
Cycle Q Clear(g_c), s 15.1 0.0 14.6 0.0 9.1 0.0 0.0 17.9 0.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 757 0 621 0 2137 0 2137 0
V/C Ratio(X) 0.85 0.00 0.83 0.00 0.57 0.00 0.77 0.00
Avail Cap(c_a), veh/h 880 0 722 0 2137 0 2137 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.33 1.33 1.00 1.33 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.72 0.00 0.00 1.00 0.00
Uniform Delay (d), s/veh 29.5 0.0 29.2 0.0 3.3 0.0 0.0 4.0 0.0
Incr Delay (d2), s/veh 6.5 0.0 6.2 0.0 0.8 0.0 0.0 2.7 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.3 0.0 5.0 0.0 1.7 0.0 0.0 3.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 35.9 0.0 35.4 0.0 4.1 0.0 0.0 6.8 0.0
LnGrp LOS D A D A A A A A
Approach Vol, veh/h 1162 1218 A 1641
Approach Delay, s/veh 35.7 4.1 6.8
Approach LOS D A A
Timer - Assigned Phs 4 6 8
Phs Duration (G+Y+Rc), s 56.0 24.0 56.0
Change Period (Y+Rc), s 6.0 5.5 6.0
Max Green Setting (Gmax), s 47.0 21.5 47.0
Max Q Clear Time (g_c+I1), s 19.9 17.1 11.1
Green Ext Time (p_c), s 13.7 1.4 9.8
Intersection Summary
HCM 6th Ctrl Delay 14.3
HCM 6th LOS B
Notes
Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 1 (Year 2020) Total - PM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 488 623 147 199 973 720 276 726 98 539 981 497
Future Volume (vph) 488 623 147 199 973 720 276 726 98 539 981 497
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.95 1.00 0.97 0.91 0.88 0.97 0.91 1.00 0.97 0.95 1.00
Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 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) 3317 3420 1508 3285 4914 2693 3317 4865 1508 3317 3420 1530
Flt Permitted 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 (perm) 3317 3420 1508 3285 4914 2693 3317 4865 1508 3317 3420 1530
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) 508 649 153 207 1014 750 288 756 102 561 1022 518
RTOR Reduction (vph) 0 0 105 0 0 42 0 0 72 0 0 213
Lane Group Flow (vph) 508 649 48 207 1014 708 288 756 30 561 1022 305
Confl. Peds. (#/hr) 2 2 2 2
Heavy Vehicles (%) 0% 0% 0% 1% 0% 0% 0% 1% 0% 0% 0% 0%
Turn Type Prot NA Perm Prot NA pm+ov Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 27.7 50.6 50.6 13.9 36.8 67.5 16.5 46.8 46.8 30.7 61.0 61.0
Effective Green, g (s) 27.7 50.6 50.6 13.9 36.8 67.5 16.5 46.8 46.8 30.7 61.0 61.0
Actuated g/C Ratio 0.17 0.32 0.32 0.09 0.23 0.42 0.10 0.29 0.29 0.19 0.38 0.38
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 3.0 2.0 2.0 2.5 2.0 3.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 574 1081 476 285 1130 1211 342 1423 441 636 1303 583
v/s Ratio Prot c0.15 0.19 0.06 c0.21 0.11 0.09 0.16 c0.17 c0.30
v/s Ratio Perm 0.03 0.15 0.02 0.20
v/c Ratio 0.89 0.60 0.10 0.73 0.90 0.58 0.84 0.53 0.07 0.88 0.78 0.52
Uniform Delay, d1 64.6 46.2 38.6 71.2 59.8 35.5 70.5 47.4 40.9 62.9 43.7 38.2
Progression Factor 1.00 1.00 1.00 0.91 0.93 1.14 1.00 1.00 1.00 0.90 1.09 1.23
Incremental Delay, d2 15.0 0.9 0.1 5.3 6.7 0.4 16.3 1.4 0.3 9.2 3.1 2.1
Delay (s) 79.6 47.1 38.7 70.3 62.2 40.8 86.7 48.8 41.1 65.8 50.5 49.0
Level of Service E D D E E D F D D E D D
Approach Delay (s) 58.7 54.9 57.7 54.2
Approach LOS E D E D
Intersection Summary
HCM 2000 Control Delay 55.9 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.87
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 97.4% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 1 (Year 2020) Total - PM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 488 623 147 199 973 720 276 726 98 539 981 497
Future Volume (veh/h) 488 623 147 199 973 720 276 726 98 539 981 497
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1800 1800 1786 1800 1800 1800 1786 1800 1800 1800 1800
Adj Flow Rate, veh/h 508 649 153 207 1014 750 288 756 102 561 1022 518
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 0 0 1 0 0 0 1 0 0 0 0
Cap, veh/h 553 1121 499 250 1166 1120 328 1478 462 601 1318 587
Arrive On Green 0.17 0.33 0.33 0.03 0.08 0.08 0.10 0.30 0.30 0.30 0.64 0.64
Sat Flow, veh/h 3326 3420 1523 3300 4914 2673 3326 4876 1522 3326 3420 1523
Grp Volume(v), veh/h 508 649 153 207 1014 750 288 756 102 561 1022 518
Grp Sat Flow(s),veh/h/ln 1663 1710 1523 1650 1638 1337 1663 1625 1522 1663 1710 1523
Q Serve(g_s), s 24.1 25.2 12.0 10.0 32.7 34.8 13.7 20.5 8.0 26.2 34.0 44.9
Cycle Q Clear(g_c), s 24.1 25.2 12.0 10.0 32.7 34.8 13.7 20.5 8.0 26.2 34.0 44.9
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 553 1121 499 250 1166 1120 328 1478 462 601 1318 587
V/C Ratio(X) 0.92 0.58 0.31 0.83 0.87 0.67 0.88 0.51 0.22 0.93 0.78 0.88
Avail Cap(c_a), veh/h 613 1121 499 336 1182 1129 364 1478 462 676 1318 587
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.67 1.67 1.67
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.54 0.54 0.54
Uniform Delay (d), s/veh 65.6 44.6 40.2 77.0 71.3 45.0 71.2 46.0 41.6 54.9 23.6 25.5
Incr Delay (d2), s/veh 17.7 0.7 0.3 9.0 6.8 1.2 18.3 1.3 1.1 11.6 2.5 10.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 11.5 10.7 4.5 4.7 15.2 12.6 6.6 8.3 3.1 10.6 10.2 13.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 83.3 45.4 40.5 86.0 78.1 46.2 89.4 47.2 42.7 66.5 26.1 35.9
LnGrp LOS F D D F E D F D D E C D
Approach Vol, veh/h 1310 1971 1146 2101
Approach Delay, s/veh 59.5 66.8 57.4 39.3
Approach LOS E E E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 31.1 42.5 20.3 66.2 16.6 56.9 33.4 53.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 29.5 38.5 17.5 56.5 16.3 51.7 32.5 41.5
Max Q Clear Time (g_c+I1), s 26.1 36.8 15.7 46.9 12.0 27.2 28.2 22.5
Green Ext Time (p_c), s 0.5 1.2 0.1 5.6 0.1 4.9 0.7 4.8
Intersection Summary
HCM 6th Ctrl Delay 54.8
HCM 6th LOS D
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 1 (Year 2020) Total - PM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 338 860 42 45 1118 97 211 11 57 173 18 437
Future Volume (vph) 338 860 42 45 1118 97 211 11 57 173 18 437
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 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.99 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 3393 1710 3379 1710 1800 1530 1710 1800 1530
Flt Permitted 0.07 1.00 0.30 1.00 0.46 1.00 1.00 0.75 1.00 1.00
Satd. Flow (perm) 129 3393 548 3379 821 1800 1530 1351 1800 1530
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) 352 896 44 47 1165 101 220 11 59 180 19 455
RTOR Reduction (vph) 0 2 0 0 4 0 0 0 55 0 0 43
Lane Group Flow (vph) 352 938 0 47 1262 0 220 11 4 180 19 412
Heavy Vehicles (%) 0% 0% 2% 0% 0% 0% 0% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA pm+ov
Protected Phases 1 6 5 2 3 8 7 4 1
Permitted Phases 6 2 8 8 4 4
Actuated Green, G (s) 119.7 109.1 76.0 71.4 26.1 9.8 9.8 18.5 6.0 48.3
Effective Green, g (s) 119.7 109.1 76.0 71.4 26.1 9.8 9.8 18.5 6.0 48.3
Actuated g/C Ratio 0.75 0.68 0.48 0.45 0.16 0.06 0.06 0.12 0.04 0.30
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) 2.0 4.0 2.0 4.0 2.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 514 2313 293 1507 224 110 93 184 67 519
v/s Ratio Prot 0.18 0.28 0.00 c0.37 c0.10 0.01 0.08 0.01 c0.21
v/s Ratio Perm 0.33 0.07 c0.06 0.00 0.04 0.06
v/c Ratio 0.68 0.41 0.16 0.84 0.98 0.10 0.04 0.98 0.28 0.79
Uniform Delay, d1 40.3 11.2 24.1 39.2 65.1 70.9 70.7 70.1 74.9 51.3
Progression Factor 0.97 1.07 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 2.4 0.4 0.1 5.7 54.6 0.1 0.1 59.1 0.8 7.7
Delay (s) 41.6 12.3 24.2 44.9 119.7 71.1 70.7 129.2 75.8 59.0
Level of Service D B C D F E E F E E
Approach Delay (s) 20.3 44.1 107.9 78.8
Approach LOS C D F E
Intersection Summary
HCM 2000 Control Delay 47.1 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.88
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 24.0
Intersection Capacity Utilization 91.8% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 1 (Year 2020) Total - PM Peak Hour-Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/30/2018 Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 338 860 42 45 1118 97 211 11 57 173 18 437
Future Volume (veh/h) 338 860 42 45 1118 97 211 11 57 173 18 437
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 352 896 44 47 1165 101 220 11 59 180 19 455
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 0 0 0 0 0 0 0 0 0 0 0
Cap, veh/h 371 1962 96 378 1503 130 302 315 267 370 304 481
Arrive On Green 0.20 0.79 0.79 0.03 0.47 0.47 0.06 0.17 0.17 0.06 0.17 0.17
Sat Flow, veh/h 1714 3318 163 1714 3185 276 1714 1800 1525 1714 1800 1525
Grp Volume(v), veh/h 352 462 478 47 625 641 220 11 59 180 19 455
Grp Sat Flow(s),veh/h/ln 1714 1710 1771 1714 1710 1750 1714 1800 1525 1714 1800 1525
Q Serve(g_s), s 21.1 14.4 14.4 2.3 48.6 48.8 10.0 0.8 5.3 9.0 1.4 27.0
Cycle Q Clear(g_c), s 21.1 14.4 14.4 2.3 48.6 48.8 10.0 0.8 5.3 9.0 1.4 27.0
Prop In Lane 1.00 0.09 1.00 0.16 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 371 1011 1047 378 807 826 302 315 267 370 304 481
V/C Ratio(X) 0.95 0.46 0.46 0.12 0.77 0.78 0.73 0.03 0.22 0.49 0.06 0.95
Avail Cap(c_a), veh/h 483 1011 1047 384 807 826 302 315 267 370 304 481
HCM Platoon Ratio 1.33 1.33 1.33 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 37.1 8.5 8.5 20.6 35.1 35.2 56.4 54.8 56.6 53.9 55.9 53.4
Incr Delay (d2), s/veh 22.8 1.5 1.4 0.1 7.1 7.1 7.6 0.0 0.2 0.4 0.0 27.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 15.5 4.6 4.7 0.9 21.4 22.0 4.4 0.4 2.1 2.2 0.7 21.7
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 59.9 10.0 10.0 20.7 42.3 42.2 64.0 54.8 56.8 54.3 55.9 81.0
LnGrp LOS E B A C D D E D E D E F
Approach Vol, veh/h 1292 1313 290 654
Approach Delay, s/veh 23.6 41.5 62.2 72.9
Approach LOS C D E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 29.5 81.5 16.0 33.0 10.4 100.6 15.0 34.0
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 34.0 65.0 10.0 27.0 5.0 94.0 9.0 28.0
Max Q Clear Time (g_c+I1), s 23.1 50.8 12.0 29.0 4.3 16.4 11.0 7.3
Green Ext Time (p_c), s 0.4 8.8 0.0 0.0 0.0 10.9 0.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 42.4
HCM 6th LOS D
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
1: Eagle Rd & I-84 WB Ramps Phase 2 (Year 2022) Total - AM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 572 1 1062 261 1747 0 0 1664 576
Future Volume (vph) 0 0 0 572 1 1062 261 1747 0 0 1664 576
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.76 0.97 0.91 0.91 0.88
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1608 1613 3420 3252 4818 4818 2640
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1608 1613 3420 3252 4818 4818 2640
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 0 0 0 590 1 1095 269 1801 0 0 1715 594
RTOR Reduction (vph) 0 0 0 0 0 39 0 0 0 0 0 288
Lane Group Flow (vph) 0 0 0 295 296 1056 269 1801 0 0 1715 306
Heavy Vehicles (%) 0% 0% 0% 1% 0% 2% 2% 2% 0% 0% 2% 2%
Turn Type Split NA pt+ov Prot NA Prot NA Perm
Protected Phases 2 2 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 41.2 41.2 69.9 18.3 77.6 82.5 82.5
Effective Green, g (s) 41.2 41.2 64.9 18.3 77.6 82.5 82.5
Actuated g/C Ratio 0.26 0.26 0.41 0.11 0.48 0.52 0.52
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 414 415 1387 371 2336 2484 1361
v/s Ratio Prot 0.18 0.18 c0.31 0.08 c0.37 0.36
v/s Ratio Perm 0.12
v/c Ratio 0.71 0.71 0.76 0.73 0.77 0.69 0.23
Uniform Delay, d1 54.0 54.0 40.9 68.4 33.9 29.1 21.2
Progression Factor 1.00 1.00 1.00 0.87 1.20 1.00 1.00
Incremental Delay, d2 5.7 5.7 2.5 5.3 1.8 1.6 0.4
Delay (s)59.7 59.8 43.4 65.0 42.3 30.7 21.6
Level of Service E E D E D C C
Approach Delay (s) 0.0 49.1 45.3 28.4
Approach LOS A D D C
Intersection Summary
HCM 2000 Control Delay 39.9 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.77
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 73.5% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 2 (Year 2022) Total - AM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 890 0 490 0 0 0 0 1094 0 0 1269 0
Future Volume (vph) 890 0 490 0 0 0 0 1094 0 0 1269 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.5 5.5 6.0 6.0
Lane Util. Factor 0.97 0.88 0.95 0.95
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3221 2640 3386 3386
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3221 2640 3386 3386
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 918 0 505 0 0 0 0 1128 0 0 1308 0
RTOR Reduction (vph) 0 0 34 0 0 0 0 0 0 0 0 0
Lane Group Flow (vph) 918 0 471 0 0 0 0 1128 0 0 1308 0
Heavy Vehicles (%) 3% 0% 2% 0% 0% 0% 0% 1% 0% 0% 1% 2%
Turn Type Prot Perm NA Free NA
Protected Phases 6 8 4
Permitted Phases 6 Free
Actuated Green, G (s) 26.6 26.6 41.9 41.9
Effective Green, g (s) 26.6 26.6 41.9 41.9
Actuated g/C Ratio 0.33 0.33 0.52 0.52
Clearance Time (s) 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 3.0 3.0
Lane Grp Cap (vph) 1070 877 1773 1773
v/s Ratio Prot c0.29 0.33 c0.39
v/s Ratio Perm 0.18
v/c Ratio 0.86 0.54 0.64 0.74
Uniform Delay, d1 24.9 21.7 13.6 14.8
Progression Factor 1.00 1.00 1.30 0.58
Incremental Delay, d2 6.7 0.3 1.1 2.0
Delay (s) 31.6 22.0 18.8 10.7
Level of Service C C B B
Approach Delay (s) 28.2 0.0 18.8 10.7
Approach LOS C A B B
Intersection Summary
HCM 2000 Control Delay 19.5 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.78
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 11.5
Intersection Capacity Utilization 73.4% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 2 (Year 2022) Total - AM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 890 0 490 0 0 0 0 1094 0 0 1269 0
Future Volume (veh/h) 890 0 490 0 0 0 0 1094 0 0 1269 0
Initial Q (Qb), veh 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
Parking Bus, Adj 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
Adj Sat Flow, veh/h/ln 1758 0 1772 0 1786 1800 0 1786 0
Adj Flow Rate, veh/h 918 0 505 0 1128 0 0 1308 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 3 0 2 0 1 0 0 1 0
Cap, veh/h 1037 0 844 0 1822 0 1822 0
Arrive On Green 0.32 0.00 0.32 0.00 0.54 0.00 0.00 0.36 0.00
Sat Flow, veh/h 3248 0 2643 0 3483 1525 0 3572 0
Grp Volume(v), veh/h 918 0 505 0 1128 0 0 1308 0
Grp Sat Flow(s),veh/h/ln 1624 0 1321 0 1697 1525 0 1697 0
Q Serve(g_s), s 21.5 0.0 12.9 0.0 18.4 0.0 0.0 26.6 0.0
Cycle Q Clear(g_c), s 21.5 0.0 12.9 0.0 18.4 0.0 0.0 26.6 0.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 1037 0 844 0 1822 0 1822 0
V/C Ratio(X) 0.89 0.00 0.60 0.00 0.62 0.00 0.72 0.00
Avail Cap(c_a), veh/h 1198 0 975 0 1822 0 1822 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.67 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.54 0.00 0.00 1.00 0.00
Uniform Delay (d), s/veh 25.8 0.0 22.9 0.0 12.8 0.0 0.0 20.4 0.0
Incr Delay (d2), s/veh 6.8 0.0 0.4 0.0 0.9 0.0 0.0 2.5 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 8.7 0.0 3.8 0.0 5.7 0.0 0.0 10.9 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 32.6 0.0 23.3 0.0 13.7 0.0 0.0 22.8 0.0
LnGrp LOS C A C A B A C A
Approach Vol, veh/h 1423 1128 A 1308
Approach Delay, s/veh 29.3 13.7 22.8
Approach LOS C B C
Timer - Assigned Phs 4 6 8
Phs Duration (G+Y+Rc), s 49.0 31.0 49.0
Change Period (Y+Rc), s 6.0 5.5 6.0
Max Green Setting (Gmax), s 39.0 29.5 39.0
Max Q Clear Time (g_c+I1), s 28.6 23.5 20.4
Green Ext Time (p_c), s 5.9 2.1 7.1
Intersection Summary
HCM 6th Ctrl Delay 22.6
HCM 6th LOS C
Notes
Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 2 (Year 2022) Total - AM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 633 774 109 68 384 626 54 1013 84 671 755 316
Future Volume (vph) 633 774 109 68 384 626 54 1013 84 671 755 316
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 0.88 0.97 0.91 1.00 0.97 0.95 1.00
Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 0.98
Flpb, ped/bikes 1.00 1.00 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 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) 3285 4865 1501 3317 4914 2629 3317 4914 1508 3317 3386 1488
Flt Permitted 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 (perm) 3285 4865 1501 3317 4914 2629 3317 4914 1508 3317 3386 1488
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 673 823 116 72 409 666 57 1078 89 714 803 336
RTOR Reduction (vph) 0 0 84 0 0 45 0 0 62 0 0 159
Lane Group Flow (vph) 673 823 32 72 409 621 57 1078 27 714 803 177
Confl. Peds. (#/hr) 2 5 5 2 4 2 2 4
Heavy Vehicles (%) 1% 1% 0% 0% 0% 2% 0% 0% 0% 0% 1% 1%
Turn Type Prot NA Perm Prot NA pm+ov Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 33.8 44.7 44.7 6.9 17.8 60.0 6.2 48.2 48.2 42.2 84.2 84.2
Effective Green, g (s) 33.8 44.7 44.7 6.9 17.8 60.0 6.2 48.2 48.2 42.2 84.2 84.2
Actuated g/C Ratio 0.21 0.28 0.28 0.04 0.11 0.38 0.04 0.30 0.30 0.26 0.53 0.53
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 3.0 2.0 2.0 2.5 2.0 3.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 693 1359 419 143 546 1059 128 1480 454 874 1781 783
v/s Ratio Prot c0.20 0.17 0.02 c0.08 0.15 0.02 c0.22 c0.22 0.24
v/s Ratio Perm 0.02 0.08 0.02 0.12
v/c Ratio 0.97 0.61 0.08 0.50 0.75 0.59 0.45 0.73 0.06 0.82 0.45 0.23
Uniform Delay, d1 62.6 50.0 42.5 74.9 68.9 40.1 75.2 50.0 39.8 55.3 23.5 20.4
Progression Factor 1.00 1.00 1.00 1.05 0.77 1.23 1.00 1.00 1.00 0.90 1.19 3.70
Incremental Delay, d2 27.0 0.8 0.1 0.9 4.2 0.6 0.9 3.2 0.2 4.4 0.6 0.5
Delay (s) 89.6 50.8 42.5 79.5 57.5 49.9 76.1 53.2 40.0 54.0 28.6 76.0
Level of Service F D D E E D E D D D C E
Approach Delay (s) 66.4 54.4 53.3 47.0
Approach LOS E D D D
Intersection Summary
HCM 2000 Control Delay 55.1 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.81
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 95.3% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 2 (Year 2022) Total - AM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 633 774 109 68 384 626 54 1013 84 671 755 316
Future Volume (veh/h) 633 774 109 68 384 626 54 1013 84 671 755 316
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 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1800 1800 1800 1772 1800 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 673 823 116 72 409 666 57 1078 89 714 803 336
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 1 1 0 0 0 2 0 0 0 0 1 1
Cap, veh/h 691 1900 592 109 1048 1143 96 1195 369 738 1480 658
Arrive On Green 0.21 0.39 0.39 0.01 0.07 0.07 0.03 0.24 0.24 0.37 0.73 0.73
Sat Flow, veh/h 3300 4876 1520 3326 4914 2612 3326 4914 1518 3326 3393 1509
Grp Volume(v), veh/h 673 823 116 72 409 666 57 1078 89 714 803 336
Grp Sat Flow(s),veh/h/ln 1650 1625 1520 1663 1638 1306 1663 1638 1518 1663 1697 1509
Q Serve(g_s), s 32.4 19.8 8.1 3.5 12.7 29.7 2.7 34.0 7.5 33.7 17.0 15.4
Cycle Q Clear(g_c), s 32.4 19.8 8.1 3.5 12.7 29.7 2.7 34.0 7.5 33.7 17.0 15.4
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 691 1900 592 109 1048 1143 96 1195 369 738 1480 658
V/C Ratio(X) 0.97 0.43 0.20 0.66 0.39 0.58 0.60 0.90 0.24 0.97 0.54 0.51
Avail Cap(c_a), veh/h 691 1911 595 154 1124 1184 139 1195 369 738 1480 658
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.67 1.67 1.67
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.67 0.67 0.67
Uniform Delay (d), s/veh 62.8 35.8 32.3 78.2 64.4 40.1 76.8 58.7 48.7 49.8 14.6 14.3
Incr Delay (d2), s/veh 27.7 0.2 0.2 2.5 0.1 0.4 2.2 11.1 1.5 19.7 1.0 1.9
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 16.1 7.9 3.0 1.5 5.6 10.4 1.2 15.0 3.0 14.1 4.8 4.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 90.6 36.0 32.4 80.8 64.5 40.5 79.0 69.8 50.2 69.5 15.5 16.2
LnGrp LOS F D C F E D E E D E B B
Approach Vol, veh/h 1612 1147 1224 1853
Approach Delay, s/veh 58.5 51.6 68.8 36.4
Approach LOS E D E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 38.0 38.6 9.1 74.3 9.7 66.9 40.0 43.4
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 33.5 36.6 6.7 65.2 7.4 62.7 35.5 36.4
Max Q Clear Time (g_c+I1), s 34.4 31.7 4.7 19.0 5.5 21.8 35.7 36.0
Green Ext Time (p_c), s 0.0 1.7 0.0 7.2 0.0 6.8 0.0 0.3
Intersection Summary
HCM 6th Ctrl Delay 52.3
HCM 6th LOS D
Notes
User approved pedestrian interval to be less than phase max green.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 2 (Year 2022) Total - AM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 441 741 186 33 807 125 83 20 42 71 8 158
Future Volume (vph) 441 741 186 33 807 125 83 20 42 71 8 158
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 0.95 1.00 1.00 1.00 1.00 1.00 0.88
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.97 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 3280 1710 3323 1693 1800 1530 1710 1800 2693
Flt Permitted 0.13 1.00 0.27 1.00 0.50 1.00 1.00 1.00 1.00 1.00
Satd. Flow (perm) 242 3280 495 3323 891 1800 1530 1800 1800 2693
Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 496 833 209 37 907 140 93 22 47 80 9 178
RTOR Reduction (vph) 0 11 0 0 7 0 0 0 44 0 0 79
Lane Group Flow (vph) 496 1031 0 37 1040 0 93 22 3 80 9 99
Confl. Peds. (#/hr) 3 3
Heavy Vehicles (%) 0% 1% 0% 0% 1% 0% 1% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA pm+ov
Protected Phases 1 6 5 2 3 8 7 4 1
Permitted Phases 6 2 8 8 4 4
Actuated Green, G (s) 123.5 113.2 75.4 71.1 24.5 11.8 11.8 8.7 2.0 48.4
Effective Green, g (s) 123.5 113.2 75.4 71.1 24.5 11.8 11.8 8.7 2.0 48.4
Actuated g/C Ratio 0.77 0.71 0.47 0.44 0.15 0.07 0.07 0.05 0.01 0.30
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) 2.0 4.0 2.0 4.0 2.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 612 2320 265 1476 219 132 112 94 22 915
v/s Ratio Prot c0.23 0.31 0.00 0.31 c0.04 0.01 c0.04 0.01 0.03
v/s Ratio Perm c0.39 0.06 c0.02 0.00 0.01 0.01
v/c Ratio 0.81 0.44 0.14 0.70 0.42 0.17 0.03 0.85 0.41 0.11
Uniform Delay, d1 34.7 10.0 24.2 36.0 60.8 69.5 68.8 74.9 78.4 40.2
Progression Factor 0.60 2.76 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 6.4 0.5 0.1 2.9 0.5 0.2 0.0 47.0 4.5 0.0
Delay (s) 27.2 28.1 24.3 38.8 61.2 69.7 68.8 121.9 82.9 40.3
Level of Service C C C D E E E F F D
Approach Delay (s) 27.8 38.3 64.6 66.1
Approach LOS C D E E
Intersection Summary
HCM 2000 Control Delay 36.8 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.80
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 24.0
Intersection Capacity Utilization 80.1% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 2 (Year 2022) Total - AM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 441 741 186 33 807 125 83 20 42 71 8 158
Future Volume (veh/h) 441 741 186 33 807 125 83 20 42 71 8 158
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1786 1800 1786 1786 1786 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 496 833 209 37 907 140 93 22 47 80 9 178
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Percent Heavy Veh, % 0 1 1 0 1 1 1 0 0 0 0 0
Cap, veh/h 519 1925 483 370 1766 273 188 138 117 187 127 571
Arrive On Green 0.10 0.48 0.48 0.03 0.60 0.60 0.04 0.08 0.08 0.03 0.07 0.07
Sat Flow, veh/h 1714 2686 674 1714 2945 455 1701 1800 1525 1714 1800 2685
Grp Volume(v), veh/h 496 526 516 37 522 525 93 22 47 80 9 178
Grp Sat Flow(s),veh/h/ln 1714 1697 1663 1714 1697 1703 1701 1800 1525 1714 1800 1342
Q Serve(g_s), s 20.0 32.6 32.6 1.3 28.5 28.5 6.0 1.8 4.7 5.0 0.7 8.9
Cycle Q Clear(g_c), s 20.0 32.6 32.6 1.3 28.5 28.5 6.0 1.8 4.7 5.0 0.7 8.9
Prop In Lane 1.00 0.41 1.00 0.27 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 519 1216 1192 370 1018 1022 188 138 117 187 127 571
V/C Ratio(X) 0.95 0.43 0.43 0.10 0.51 0.51 0.49 0.16 0.40 0.43 0.07 0.31
Avail Cap(c_a), veh/h 790 1216 1192 381 1018 1022 188 315 267 187 304 835
HCM Platoon Ratio 0.67 0.67 0.67 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 28.0 20.2 20.3 12.1 18.5 18.5 67.6 69.0 70.3 68.0 69.4 53.1
Incr Delay (d2), s/veh 13.8 1.1 1.1 0.0 1.9 1.8 0.7 0.2 0.8 0.6 0.1 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 22.4 14.3 14.0 0.5 11.4 11.5 3.7 0.9 1.9 3.2 0.4 3.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 41.8 21.4 21.4 12.2 20.4 20.4 68.4 69.2 71.2 68.6 69.5 53.2
LnGrp LOS D C C B C C E E E E E D
Approach Vol, veh/h 1538 1084 162 267
Approach Delay, s/veh 28.0 20.1 69.3 58.4
Approach LOS C C E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 28.7 102.0 12.0 17.3 10.0 120.7 11.0 18.3
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 48.0 55.0 6.0 27.0 5.0 98.0 5.0 28.0
Max Q Clear Time (g_c+I1), s 22.0 30.5 8.0 10.9 3.3 34.6 7.0 6.7
Green Ext Time (p_c), s 0.7 10.0 0.0 0.4 0.0 13.1 0.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 30.0
HCM 6th LOS C
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
1: Eagle Rd & I-84 WB Ramps Phase 2 (Year 2022) Total - PM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 714 0 1117 325 1525 0 0 1956 1059
Future Volume (vph) 0 0 0 714 0 1117 325 1525 0 0 1956 1059
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.76 0.97 0.91 0.91 0.88
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1608 1608 3420 3252 4818 4818 2640
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1608 1608 3420 3252 4818 4818 2640
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow (vph) 0 0 0 768 0 1201 349 1640 0 0 2103 1139
RTOR Reduction (vph) 0 0 0 0 0 36 0 0 0 0 0 571
Lane Group Flow (vph) 0 0 0 384 384 1165 349 1640 0 0 2103 568
Heavy Vehicles (%) 0% 0% 0% 1% 0% 2% 2% 2% 0% 0% 2% 2%
Turn Type Split NA pt+ov Prot NA Prot NA Perm
Protected Phases 2 2 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 44.2 44.2 75.2 19.7 72.3 78.1 78.1
Effective Green, g (s) 44.2 44.2 70.2 19.7 72.3 78.1 78.1
Actuated g/C Ratio 0.28 0.28 0.44 0.12 0.45 0.49 0.49
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 444 444 1500 400 2177 2351 1288
v/s Ratio Prot c0.24 0.24 0.34 0.11 c0.34 c0.44
v/s Ratio Perm 0.22
v/c Ratio 0.86 0.86 0.78 0.87 0.75 0.89 0.44
Uniform Delay, d1 55.1 55.1 38.2 68.9 36.4 37.2 26.7
Progression Factor 1.00 1.00 1.00 1.02 0.97 1.00 1.00
Incremental Delay, d2 16.0 16.0 2.6 15.1 1.9 5.8 1.1
Delay (s)71.0 71.0 40.8 85.6 37.3 43.0 27.8
Level of Service E E D F D D C
Approach Delay (s) 0.0 52.6 45.8 37.7
Approach LOS A D D D
Intersection Summary
HCM 2000 Control Delay 44.0 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.88
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 85.6% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 2 (Year 2022) Total - PM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 634 0 505 0 0 0 0 1220 0 0 1611 0
Future Volume (vph) 634 0 505 0 0 0 0 1220 0 0 1611 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.5 5.5 6.0 6.0
Lane Util. Factor 0.97 0.88 0.95 0.95
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3221 2640 3386 3386
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3221 2640 3386 3386
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow (vph) 667 0 532 0 0 0 0 1284 0 0 1696 0
RTOR Reduction (vph) 0 0 31 0 0 0 0 0 0 0 0 0
Lane Group Flow (vph) 667 0 501 0 0 0 0 1284 0 0 1696 0
Heavy Vehicles (%) 3% 0% 2% 0% 0% 0% 0% 1% 0% 0% 1% 2%
Turn Type Prot Perm NA Free NA
Protected Phases 6 8 4
Permitted Phases 6 Free
Actuated Green, G (s) 19.7 19.7 48.8 48.8
Effective Green, g (s) 19.7 19.7 48.8 48.8
Actuated g/C Ratio 0.25 0.25 0.61 0.61
Clearance Time (s) 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 3.0 3.0
Lane Grp Cap (vph) 793 650 2065 2065
v/s Ratio Prot c0.21 0.38 c0.50
v/s Ratio Perm 0.19
v/c Ratio 0.84 0.77 0.62 0.82
Uniform Delay, d1 28.7 28.1 9.8 12.2
Progression Factor 1.00 1.00 0.69 1.65
Incremental Delay, d2 7.7 5.1 1.0 1.9
Delay (s) 36.4 33.2 7.7 22.0
Level of Service D C A C
Approach Delay (s) 35.0 0.0 7.7 22.0
Approach LOS C A A C
Intersection Summary
HCM 2000 Control Delay 21.3 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.83
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 11.5
Intersection Capacity Utilization 75.7% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 2 (Year 2022) Total - PM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 634 0 505 0 0 0 0 1220 0 0 1611 0
Future Volume (veh/h) 634 0 505 0 0 0 0 1220 0 0 1611 0
Initial Q (Qb), veh 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
Parking Bus, Adj 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
Adj Sat Flow, veh/h/ln 1758 0 1772 0 1786 1800 0 1786 0
Adj Flow Rate, veh/h 667 0 532 0 1284 0 0 1696 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 3 0 2 0 1 0 0 1 0
Cap, veh/h 773 0 629 0 2098 0 2098 0
Arrive On Green 0.24 0.00 0.24 0.00 0.82 0.00 0.00 0.82 0.00
Sat Flow, veh/h 3248 0 2643 0 3483 1525 0 3572 0
Grp Volume(v), veh/h 667 0 532 0 1284 0 0 1696 0
Grp Sat Flow(s),veh/h/ln 1624 0 1321 0 1697 1525 0 1697 0
Q Serve(g_s), s 15.8 0.0 15.4 0.0 10.8 0.0 0.0 21.2 0.0
Cycle Q Clear(g_c), s 15.8 0.0 15.4 0.0 10.8 0.0 0.0 21.2 0.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 773 0 629 0 2098 0 2098 0
V/C Ratio(X) 0.86 0.00 0.85 0.00 0.61 0.00 0.81 0.00
Avail Cap(c_a), veh/h 873 0 710 0 2098 0 2098 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.33 1.33 1.00 1.33 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.64 0.00 0.00 1.00 0.00
Uniform Delay (d), s/veh 29.2 0.0 29.1 0.0 3.7 0.0 0.0 4.6 0.0
Incr Delay (d2), s/veh 7.4 0.0 7.6 0.0 0.9 0.0 0.0 3.5 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.6 0.0 5.3 0.0 2.0 0.0 0.0 3.4 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 36.7 0.0 36.7 0.0 4.5 0.0 0.0 8.1 0.0
LnGrp LOS D A D A A A A A
Approach Vol, veh/h 1199 1284 A 1696
Approach Delay, s/veh 36.7 4.5 8.1
Approach LOS D A A
Timer - Assigned Phs 4 6 8
Phs Duration (G+Y+Rc), s 55.5 24.5 55.5
Change Period (Y+Rc), s 6.0 5.5 6.0
Max Green Setting (Gmax), s 47.0 21.5 47.0
Max Q Clear Time (g_c+I1), s 23.2 17.8 12.8
Green Ext Time (p_c), s 13.3 1.3 10.5
Intersection Summary
HCM 6th Ctrl Delay 15.2
HCM 6th LOS B
Notes
Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 2 (Year 2022) Total - PM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 503 648 152 222 1049 788 284 748 103 561 1012 512
Future Volume (vph) 503 648 152 222 1049 788 284 748 103 561 1012 512
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 0.88 0.97 0.91 1.00 0.97 0.95 1.00
Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 0.98
Flpb, ped/bikes 1.00 1.00 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 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) 3285 4865 1501 3317 4914 2619 3317 4914 1508 3317 3386 1488
Flt Permitted 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 (perm) 3285 4865 1501 3317 4914 2619 3317 4914 1508 3317 3386 1488
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) 524 675 158 231 1093 821 296 779 107 584 1054 533
RTOR Reduction (vph) 0 0 106 0 0 40 0 0 78 0 0 214
Lane Group Flow (vph) 524 675 52 231 1093 781 296 779 29 584 1054 319
Confl. Peds. (#/hr) 2 5 5 2 4 2 2 4
Heavy Vehicles (%) 1% 1% 0% 0% 0% 2% 0% 0% 0% 0% 1% 1%
Turn Type Prot NA Perm Prot NA pm+ov Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 6 2 8 4
Actuated Green, G (s) 28.2 52.6 52.6 15.1 39.5 70.5 16.0 43.3 43.3 31.0 58.3 58.3
Effective Green, g (s) 28.2 52.6 52.6 15.1 39.5 70.5 16.0 43.3 43.3 31.0 58.3 58.3
Actuated g/C Ratio 0.18 0.33 0.33 0.09 0.25 0.44 0.10 0.27 0.27 0.19 0.36 0.36
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 3.0 2.0 2.0 2.5 2.0 3.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 578 1599 493 313 1213 1227 331 1329 408 642 1233 542
v/s Ratio Prot c0.16 0.14 0.07 c0.22 0.12 0.09 0.16 c0.18 c0.31
v/s Ratio Perm 0.03 0.17 0.02 0.21
v/c Ratio 0.91 0.42 0.11 0.74 0.90 0.64 0.89 0.59 0.07 0.91 0.85 0.59
Uniform Delay, d1 64.6 41.9 37.3 70.5 58.4 34.8 71.2 50.6 43.4 63.1 46.9 41.1
Progression Factor 1.00 1.00 1.00 0.93 0.99 1.08 1.00 1.00 1.00 0.92 1.07 1.16
Incremental Delay, d2 17.8 0.2 0.1 5.7 7.0 0.7 24.4 1.9 0.3 10.8 4.6 2.7
Delay (s) 82.4 42.0 37.4 71.1 65.1 38.3 95.6 52.5 43.7 68.8 54.8 50.5
Level of Service F D D E E D F D D E D D
Approach Delay (s) 57.1 55.5 62.5 57.5
Approach LOS E E E E
Intersection Summary
HCM 2000 Control Delay 57.7 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.90
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 100.8% ICU Level of Service G
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 2 (Year 2022) Total - PM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 503 648 152 222 1049 788 284 748 103 561 1012 512
Future Volume (veh/h) 503 648 152 222 1049 788 284 748 103 561 1012 512
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 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1800 1800 1800 1772 1800 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 524 675 158 231 1093 821 296 779 107 584 1054 533
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, % 1 1 0 0 0 2 0 0 0 0 1 1
Cap, veh/h 566 1689 526 275 1266 1167 322 1337 413 620 1226 545
Arrive On Green 0.17 0.35 0.35 0.03 0.09 0.09 0.10 0.27 0.27 0.31 0.60 0.60
Sat Flow, veh/h 3300 4876 1519 3326 4914 2617 3326 4914 1519 3326 3393 1509
Grp Volume(v), veh/h 524 675 158 231 1093 821 296 779 107 584 1054 533
Grp Sat Flow(s),veh/h/ln 1650 1625 1519 1663 1638 1309 1663 1638 1519 1663 1697 1509
Q Serve(g_s), s 25.0 16.8 12.1 11.1 35.1 38.4 14.1 21.9 8.8 27.4 40.9 54.7
Cycle Q Clear(g_c), s 25.0 16.8 12.1 11.1 35.1 38.4 14.1 21.9 8.8 27.4 40.9 54.7
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 566 1689 526 275 1266 1167 322 1337 413 620 1226 545
V/C Ratio(X) 0.93 0.40 0.30 0.84 0.86 0.70 0.92 0.58 0.26 0.94 0.86 0.98
Avail Cap(c_a), veh/h 608 1689 526 368 1275 1171 322 1337 413 655 1226 545
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.67 1.67 1.67
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.48 0.48 0.48
Uniform Delay (d), s/veh 65.3 39.7 38.1 76.8 70.4 43.6 71.6 50.4 45.6 54.3 28.4 31.1
Incr Delay (d2), s/veh 19.2 0.2 0.3 9.5 6.0 1.6 29.7 1.9 1.5 12.6 4.0 21.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 11.9 6.7 4.5 5.3 16.3 13.6 7.2 9.0 3.5 11.1 13.0 18.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 84.5 39.8 38.5 86.3 76.5 45.3 101.3 52.2 47.1 66.9 32.4 52.9
LnGrp LOS F D D F E D F D D E C D
Approach Vol, veh/h 1357 2145 1182 2171
Approach Delay, s/veh 56.9 65.6 64.1 46.7
Approach LOS E E E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 32.0 45.7 20.0 62.3 17.7 59.9 34.3 48.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 29.5 41.5 15.5 55.5 17.7 53.3 31.5 39.5
Max Q Clear Time (g_c+I1), s 27.0 40.4 16.1 56.7 13.1 18.8 29.4 23.9
Green Ext Time (p_c), s 0.4 0.8 0.0 0.0 0.2 5.5 0.4 4.6
Intersection Summary
HCM 6th Ctrl Delay 57.6
HCM 6th LOS E
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 2 (Year 2022) Total - PM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 362 886 44 47 1154 104 218 12 58 216 23 537
Future Volume (vph) 362 886 44 47 1154 104 218 12 58 216 23 537
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 0.95 1.00 1.00 1.00 1.00 1.00 0.88
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.99 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 3361 1709 3347 1693 1800 1530 1710 1800 2693
Flt Permitted 0.08 1.00 0.30 1.00 0.45 1.00 1.00 0.75 1.00 1.00
Satd. Flow (perm) 148 3361 532 3347 809 1800 1530 1348 1800 2693
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) 377 923 46 49 1202 108 227 12 60 225 24 559
RTOR Reduction (vph) 0 2 0 0 4 0 0 0 56 0 0 45
Lane Group Flow (vph) 377 967 0 49 1306 0 227 13 4 225 24 514
Confl. Peds. (#/hr) 3 3
Heavy Vehicles (%) 0% 1% 0% 0% 1% 0% 1% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA pm+ov
Protected Phases 1 6 5 2 3 8 7 4 1
Permitted Phases 6 2 8 8 4 4
Actuated Green, G (s) 121.3 110.6 82.5 77.8 24.5 9.8 9.8 16.9 6.0 43.5
Effective Green, g (s) 121.3 110.6 82.5 77.8 24.5 9.8 9.8 16.9 6.0 43.5
Actuated g/C Ratio 0.76 0.69 0.52 0.49 0.15 0.06 0.06 0.11 0.04 0.27
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) 2.0 4.0 2.0 4.0 2.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 478 2323 308 1627 205 110 93 167 67 833
v/s Ratio Prot c0.18 0.29 0.00 0.39 c0.10 0.01 0.09 0.01 c0.14
v/s Ratio Perm c0.41 0.08 c0.07 0.00 0.05 0.05
v/c Ratio 0.79 0.42 0.16 0.80 1.11 0.12 0.04 1.35 0.36 0.62
Uniform Delay, d1 42.7 10.7 20.7 34.6 66.3 71.0 70.7 71.1 75.1 51.0
Progression Factor 1.17 1.24 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 6.6 0.5 0.1 4.3 94.6 0.2 0.1 190.6 1.2 1.0
Delay (s) 56.5 13.7 20.8 38.9 160.8 71.2 70.7 261.7 76.3 51.9
Level of Service E B C D F E E F E D
Approach Delay (s) 25.7 38.3 138.9 111.1
Approach LOS C D F F
Intersection Summary
HCM 2000 Control Delay 57.2 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.88
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 24.0
Intersection Capacity Utilization 92.8% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 2 (Year 2022) Total - PM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 362 886 44 47 1154 104 218 12 58 216 23 537
Future Volume (veh/h) 362 886 44 47 1154 104 218 12 58 216 23 537
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1786 1800 1786 1786 1786 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 377 923 46 49 1202 108 227 12 60 225 24 559
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 0 1 1 0 1 1 1 0 0 0 0 0
Cap, veh/h 396 1944 97 347 1371 123 283 315 267 369 304 945
Arrive On Green 0.18 0.59 0.59 0.03 0.44 0.44 0.06 0.17 0.17 0.06 0.17 0.17
Sat Flow, veh/h 1714 3289 164 1714 3149 282 1701 1800 1525 1714 1800 2685
Grp Volume(v), veh/h 377 476 493 49 647 663 227 12 60 225 24 559
Grp Sat Flow(s),veh/h/ln 1714 1697 1756 1714 1697 1734 1701 1800 1525 1714 1800 1342
Q Serve(g_s), s 27.1 25.5 25.5 2.5 55.6 55.9 10.0 0.9 5.4 9.0 1.8 27.0
Cycle Q Clear(g_c), s 27.1 25.5 25.5 2.5 55.6 55.9 10.0 0.9 5.4 9.0 1.8 27.0
Prop In Lane 1.00 0.09 1.00 0.16 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 396 1003 1038 347 739 755 283 315 267 369 304 945
V/C Ratio(X) 0.95 0.47 0.47 0.14 0.88 0.88 0.80 0.04 0.22 0.61 0.08 0.59
Avail Cap(c_a), veh/h 435 1003 1038 353 739 755 283 315 267 369 304 945
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 48.0 18.6 18.6 23.7 41.2 41.3 57.8 54.8 56.7 55.9 56.0 42.4
Incr Delay (d2), s/veh 29.1 1.6 1.6 0.1 13.7 13.7 14.0 0.0 0.2 2.1 0.0 0.7
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 18.1 10.3 10.6 1.0 25.6 26.3 5.4 0.4 2.1 4.3 0.8 9.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 77.2 20.2 20.2 23.8 54.9 55.0 71.8 54.8 56.8 58.1 56.1 43.1
LnGrp LOS E C C C D E E D E E E D
Approach Vol, veh/h 1346 1359 299 808
Approach Delay, s/veh 36.1 53.9 68.1 47.7
Approach LOS D D E D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 35.3 75.7 16.0 33.0 10.4 100.6 15.0 34.0
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 33.0 66.0 10.0 27.0 5.0 94.0 9.0 28.0
Max Q Clear Time (g_c+I1), s 29.1 57.9 12.0 29.0 4.5 27.5 11.0 7.4
Green Ext Time (p_c), s 0.2 5.8 0.0 0.0 0.0 11.4 0.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 47.4
HCM 6th LOS D
Notes
User approved pedestrian interval to be less than phase max green.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
1: Eagle Rd & I-84 WB Ramps Phase 3 (Year 2030) Total - AM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 651 1 1197 293 1967 0 0 1881 649
Future Volume (vph) 0 0 0 651 1 1197 293 1967 0 0 1881 649
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.76 0.97 0.91 0.91 0.88
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1608 1613 3420 3252 4818 4818 2640
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1608 1613 3420 3252 4818 4818 2640
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 0 0 0 671 1 1234 302 2028 0 0 1939 669
RTOR Reduction (vph) 0 0 0 0 0 40 0 0 0 0 0 334
Lane Group Flow (vph) 0 0 0 335 337 1194 302 2028 0 0 1939 335
Heavy Vehicles (%) 0% 0% 0% 1% 0% 2% 2% 2% 0% 0% 2% 2%
Turn Type Split NA pt+ov Prot NA Prot NA Perm
Protected Phases 2 2 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 42.9 42.9 67.3 19.0 80.2 80.1 80.1
Effective Green, g (s) 42.9 42.9 62.3 19.0 80.2 80.1 80.1
Actuated g/C Ratio 0.27 0.27 0.39 0.12 0.50 0.50 0.50
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 431 432 1331 386 2415 2412 1321
v/s Ratio Prot 0.21 0.21 c0.35 0.09 c0.42 0.40
v/s Ratio Perm 0.13
v/c Ratio 0.78 0.78 0.90 0.78 0.84 0.80 0.25
Uniform Delay, d1 54.1 54.2 45.8 68.5 34.4 33.4 22.9
Progression Factor 1.00 1.00 1.00 0.93 1.04 1.00 1.00
Incremental Delay, d2 8.6 8.8 8.3 8.3 2.9 3.0 0.5
Delay (s)62.7 63.0 54.1 72.3 38.5 36.3 23.3
Level of Service E E D E D D C
Approach Delay (s) 0.0 57.2 42.9 33.0
Approach LOS A E D C
Intersection Summary
HCM 2000 Control Delay 43.1 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.87
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 81.2% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 3 (Year 2030) Total - AM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 1003 0 555 0 0 0 0 1230 0 0 1442 0
Future Volume (vph) 1003 0 555 0 0 0 0 1230 0 0 1442 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.5 5.5 6.0 6.0
Lane Util. Factor 0.97 0.88 0.91 0.91
Frt 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00
Satd. Flow (prot) 3221 2640 4865 4865
Flt Permitted 0.95 1.00 1.00 1.00
Satd. Flow (perm) 3221 2640 4865 4865
Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Adj. Flow (vph) 1034 0 572 0 0 0 0 1268 0 0 1487 0
RTOR Reduction (vph) 0 0 25 0 0 0 0 0 0 0 0 0
Lane Group Flow (vph) 1034 0 547 0 0 0 0 1268 0 0 1487 0
Heavy Vehicles (%) 3% 0% 2% 0% 0% 0% 0% 1% 0% 0% 1% 2%
Turn Type Prot Perm NA Free NA
Protected Phases 6 8 4
Permitted Phases 6 Free
Actuated Green, G (s) 31.0 31.0 37.5 37.5
Effective Green, g (s) 31.0 31.0 37.5 37.5
Actuated g/C Ratio 0.39 0.39 0.47 0.47
Clearance Time (s) 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 3.0 3.0
Lane Grp Cap (vph) 1248 1023 2280 2280
v/s Ratio Prot c0.32 0.26 c0.31
v/s Ratio Perm 0.21
v/c Ratio 0.83 0.53 0.56 0.65
Uniform Delay, d1 22.1 18.9 15.3 16.3
Progression Factor 1.00 1.00 1.00 0.71
Incremental Delay, d2 4.5 0.3 1.0 0.9
Delay (s) 26.6 19.2 16.3 12.4
Level of Service C B B B
Approach Delay (s) 23.9 0.0 16.3 12.4
Approach LOS C A B B
Intersection Summary
HCM 2000 Control Delay 17.8 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.73
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 11.5
Intersection Capacity Utilization 74.6% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 3 (Year 2030) Total - AM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 1003 0 555 0 0 0 0 1230 0 0 1442 0
Future Volume (veh/h) 1003 0 555 0 0 0 0 1230 0 0 1442 0
Initial Q (Qb), veh 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
Parking Bus, Adj 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
Adj Sat Flow, veh/h/ln 1758 0 1772 0 1786 1800 0 1786 0
Adj Flow Rate, veh/h 1034 0 572 0 1268 0 0 1487 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 3 0 2 0 1 0 0 1 0
Cap, veh/h 1173 0 954 0 2414 0 2414 0
Arrive On Green 0.36 0.00 0.36 0.00 0.50 0.00 0.00 0.16 0.00
Sat Flow, veh/h 3248 0 2643 0 5036 1525 0 5197 0
Grp Volume(v), veh/h 1034 0 572 0 1268 0 0 1487 0
Grp Sat Flow(s),veh/h/ln 1624 0 1321 0 1625 1525 0 1625 0
Q Serve(g_s), s 23.9 0.0 14.1 0.0 14.2 0.0 0.0 22.7 0.0
Cycle Q Clear(g_c), s 23.9 0.0 14.1 0.0 14.2 0.0 0.0 22.7 0.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 1173 0 954 0 2414 0 2414 0
V/C Ratio(X) 0.88 0.00 0.60 0.00 0.53 0.00 0.62 0.00
Avail Cap(c_a), veh/h 1441 0 1173 0 2414 0 2414 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.33 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.40 0.00 0.00 1.00 0.00
Uniform Delay (d), s/veh 24.0 0.0 20.8 0.0 13.8 0.0 0.0 26.4 0.0
Incr Delay (d2), s/veh 5.0 0.0 0.2 0.0 0.3 0.0 0.0 1.2 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 9.2 0.0 4.1 0.0 4.3 0.0 0.0 9.8 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 29.0 0.0 21.1 0.0 14.1 0.0 0.0 27.6 0.0
LnGrp LOS C A C A B A C A
Approach Vol, veh/h 1606 1268 A 1487
Approach Delay, s/veh 26.1 14.1 27.6
Approach LOS C B C
Timer - Assigned Phs 4 6 8
Phs Duration (G+Y+Rc), s 45.6 34.4 45.6
Change Period (Y+Rc), s 6.0 5.5 6.0
Max Green Setting (Gmax), s 33.0 35.5 33.0
Max Q Clear Time (g_c+I1), s 24.7 25.9 16.2
Green Ext Time (p_c), s 5.4 3.0 7.5
Intersection Summary
HCM 6th Ctrl Delay 23.1
HCM 6th LOS C
Notes
Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 3 (Year 2030) Total - AM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 713 888 123 75 429 702 61 1141 100 771 852 356
Future Volume (vph) 713 888 123 75 429 702 61 1141 100 771 852 356
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.91 1.00 1.00 0.91 0.88 0.97 0.91 1.00 0.97 0.91 0.88
Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 1.00 1.00 1.00 0.98 1.00 1.00 0.98
Flpb, ped/bikes 1.00 1.00 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 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) 3285 4865 1498 1709 4914 2628 3317 4914 1507 3317 4865 2615
Flt Permitted 0.95 1.00 1.00 0.29 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3285 4865 1498 523 4914 2628 3317 4914 1507 3317 4865 2615
Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Adj. Flow (vph) 759 945 131 80 456 747 65 1214 106 820 906 379
RTOR Reduction (vph) 0 0 77 0 0 33 0 0 72 0 0 180
Lane Group Flow (vph) 759 945 54 80 456 714 65 1214 34 820 906 199
Confl. Peds. (#/hr) 2 5 5 2 4 2 2 4
Heavy Vehicles (%) 1% 1% 0% 0% 0% 2% 0% 0% 0% 0% 1% 1%
Turn Type Prot NA Perm pm+pt NA pm+ov Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 6 2 2 8 4
Actuated Green, G (s) 49.4 63.8 63.8 33.4 23.9 82.9 8.5 59.7 59.7 59.0 110.2 110.2
Effective Green, g (s) 49.4 63.8 63.8 33.4 23.9 82.9 8.5 59.7 59.7 59.0 110.2 110.2
Actuated g/C Ratio 0.24 0.30 0.30 0.16 0.11 0.39 0.04 0.28 0.28 0.28 0.52 0.52
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 3.0 2.0 2.0 2.5 2.0 3.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 772 1478 455 136 559 1093 134 1396 428 931 2552 1372
v/s Ratio Prot c0.23 0.19 0.03 c0.09 0.18 0.02 c0.25 c0.25 0.19
v/s Ratio Perm 0.04 0.07 0.09 0.02 0.08
v/c Ratio 0.98 0.64 0.12 0.59 0.82 0.65 0.49 0.87 0.08 0.88 0.36 0.14
Uniform Delay, d1 79.9 63.2 52.8 77.9 90.9 51.8 98.6 71.4 55.0 72.1 29.1 25.7
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 28.0 0.9 0.1 4.1 8.5 1.3 1.0 7.6 0.4 9.7 0.4 0.2
Delay (s) 107.9 64.1 52.9 82.0 99.4 53.1 99.6 79.1 55.4 81.9 29.5 25.9
Level of Service F E D F F D F E E F C C
Approach Delay (s) 81.4 71.4 78.2 49.3
Approach LOS F E E D
Intersection Summary
HCM 2000 Control Delay 68.5 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.89
Actuated Cycle Length (s) 210.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 101.6% ICU Level of Service G
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 3 (Year 2030) Total - AM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 713 888 123 75 429 702 61 1141 100 771 852 356
Future Volume (veh/h) 713 888 123 75 429 702 61 1141 100 771 852 356
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 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1800 1800 1800 1772 1800 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 759 945 131 80 456 747 65 1214 106 820 906 379
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Percent Heavy Veh, % 1 1 0 0 0 2 0 0 0 0 1 1
Cap, veh/h 778 1737 541 205 826 1110 94 1264 390 843 2351 1279
Arrive On Green 0.24 0.36 0.36 0.05 0.17 0.17 0.03 0.26 0.26 0.25 0.48 0.48
Sat Flow, veh/h 3300 4876 1519 1714 4914 2619 3326 4914 1518 3326 4876 2653
Grp Volume(v), veh/h 759 945 131 80 456 747 65 1214 106 820 906 379
Grp Sat Flow(s),veh/h/ln 1650 1625 1519 1714 1638 1310 1663 1638 1518 1663 1625 1326
Q Serve(g_s), s 47.9 32.5 12.8 8.1 17.9 35.3 4.1 51.2 11.7 51.3 24.8 18.1
Cycle Q Clear(g_c), s 47.9 32.5 12.8 8.1 17.9 35.3 4.1 51.2 11.7 51.3 24.8 18.1
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 778 1737 541 205 826 1110 94 1264 390 843 2351 1279
V/C Ratio(X) 0.98 0.54 0.24 0.39 0.55 0.67 0.69 0.96 0.27 0.97 0.39 0.30
Avail Cap(c_a), veh/h 778 1737 541 208 826 1110 163 1264 390 843 2351 1279
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 0.74 0.74 0.74
Uniform Delay (d), s/veh 79.7 54.0 47.6 67.8 80.1 49.2 101.1 77.0 62.3 77.7 34.6 32.9
Incr Delay (d2), s/veh 26.3 0.4 0.2 0.4 0.5 1.3 3.3 17.5 1.7 20.4 0.4 0.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 23.2 13.4 4.9 3.6 7.6 15.8 1.8 23.3 4.7 24.0 9.9 5.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 105.9 54.3 47.8 68.2 80.6 50.5 104.4 94.5 64.0 98.1 34.9 33.3
LnGrp LOS F D D E F D F F E F C C
Approach Vol, veh/h 1835 1283 1385 2105
Approach Delay, s/veh 75.2 62.3 92.6 59.2
Approach LOS E E F E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 54.0 39.8 10.5 105.7 14.5 79.3 57.7 58.5
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 49.5 35.3 10.3 96.9 10.3 74.5 53.2 54.0
Max Q Clear Time (g_c+I1), s 49.9 37.3 6.1 26.8 10.1 34.5 53.3 53.2
Green Ext Time (p_c), s 0.0 0.0 0.0 9.1 0.0 8.1 0.0 0.6
Intersection Summary
HCM 6th Ctrl Delay 71.3
HCM 6th LOS E
Notes
User approved pedestrian interval to be less than phase max green.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 3 (Year 2030) Total - AM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 533 836 209 37 913 151 93 25 48 76 9 171
Future Volume (vph) 533 836 209 37 913 151 93 25 48 76 9 171
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 0.97 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 0.88
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.97 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3317 3280 1710 3319 1693 1800 1530 1710 1800 2693
Flt Permitted 0.14 1.00 0.24 1.00 0.40 1.00 1.00 1.00 1.00 1.00
Satd. Flow (perm) 486 3280 434 3319 713 1800 1530 1800 1800 2693
Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 599 939 235 42 1026 170 104 28 54 85 10 192
RTOR Reduction (vph) 0 11 0 0 7 0 0 0 50 0 0 100
Lane Group Flow (vph) 599 1163 0 42 1189 0 104 28 4 85 10 92
Confl. Peds. (#/hr) 3 3
Heavy Vehicles (%) 0% 1% 0% 0% 1% 0% 1% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA pm+ov
Protected Phases 1 6 5 2 3 8 7 4 1
Permitted Phases 6 2 8 8 4 4
Actuated Green, G (s) 121.0 110.5 92.8 88.3 27.0 11.0 11.0 14.0 4.0 30.7
Effective Green, g (s) 121.0 110.5 92.8 88.3 27.0 11.0 11.0 14.0 4.0 30.7
Actuated g/C Ratio 0.76 0.69 0.58 0.55 0.17 0.07 0.07 0.09 0.02 0.19
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) 2.0 4.0 2.0 4.0 2.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 839 2265 287 1831 224 123 105 151 45 617
v/s Ratio Prot c0.12 0.35 0.00 0.36 c0.05 0.02 0.03 0.01 0.02
v/s Ratio Perm c0.42 0.08 c0.03 0.00 0.01 0.01
v/c Ratio 0.71 0.51 0.15 0.65 0.46 0.23 0.04 0.56 0.22 0.15
Uniform Delay, d1 25.7 11.9 14.5 25.0 59.0 70.5 69.5 70.1 76.5 53.8
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 2.4 0.8 0.1 1.8 0.6 0.3 0.1 2.8 0.9 0.0
Delay (s) 28.2 12.7 14.6 26.8 59.6 70.8 69.6 72.9 77.4 53.8
Level of Service C B B C E E E E E D
Approach Delay (s) 17.9 26.4 64.2 60.3
Approach LOS B C E E
Intersection Summary
HCM 2000 Control Delay 26.9 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.70
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 24.0
Intersection Capacity Utilization 74.9% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 3 (Year 2030) Total - AM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 533 836 209 37 913 151 93 25 48 76 9 171
Future Volume (veh/h) 533 836 209 37 913 151 93 25 48 76 9 171
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1800 1786 1786 1800 1786 1786 1786 1800 1800 1800 1800 1800
Adj Flow Rate, veh/h 599 939 235 42 1026 170 104 28 54 85 10 192
Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Percent Heavy Veh, % 0 1 1 0 1 1 1 0 0 0 0 0
Cap, veh/h 768 1882 470 352 1893 313 208 155 131 205 144 420
Arrive On Green 0.08 0.70 0.70 0.03 0.65 0.65 0.04 0.09 0.09 0.04 0.08 0.08
Sat Flow, veh/h 3326 2688 672 1714 2913 482 1701 1800 1525 1714 1800 2685
Grp Volume(v), veh/h 599 592 582 42 597 599 104 28 54 85 10 192
Grp Sat Flow(s),veh/h/ln 1663 1697 1663 1714 1697 1698 1701 1800 1525 1714 1800 1342
Q Serve(g_s), s 9.2 25.7 25.8 1.3 30.4 30.5 7.0 2.3 5.4 6.0 0.8 10.4
Cycle Q Clear(g_c), s 9.2 25.7 25.8 1.3 30.4 30.5 7.0 2.3 5.4 6.0 0.8 10.4
Prop In Lane 1.00 0.40 1.00 0.28 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 768 1188 1164 352 1102 1103 208 155 131 205 144 420
V/C Ratio(X) 0.78 0.50 0.50 0.12 0.54 0.54 0.50 0.18 0.41 0.41 0.07 0.46
Avail Cap(c_a), veh/h 1178 1188 1164 360 1102 1103 208 315 267 205 304 659
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 11.1 11.1 9.7 15.1 15.2 65.7 67.9 69.3 65.8 68.1 61.3
Incr Delay (d2), s/veh 0.8 1.5 1.5 0.1 1.9 1.9 0.7 0.2 0.8 0.5 0.1 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 5.0 9.6 9.5 0.5 11.8 11.9 4.1 1.1 2.2 3.3 0.4 3.6
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 16.9 12.6 12.6 9.7 17.1 17.1 66.4 68.1 70.0 66.3 68.2 61.6
LnGrp LOS B B B A B B E E E E E E
Approach Vol, veh/h 1773 1238 186 287
Approach Delay, s/veh 14.0 16.8 67.7 63.2
Approach LOS B B E E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 18.3 109.9 13.0 18.8 10.2 118.0 12.0 19.8
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 32.0 70.0 7.0 27.0 5.0 97.0 6.0 28.0
Max Q Clear Time (g_c+I1), s 11.2 32.5 9.0 12.4 3.3 27.8 8.0 7.4
Green Ext Time (p_c), s 1.1 14.3 0.0 0.4 0.0 16.3 0.0 0.1
Intersection Summary
HCM 6th Ctrl Delay 21.9
HCM 6th LOS C
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
1: Eagle Rd & I-84 WB Ramps Phase 3 (Year 2030) Total - PM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 0 0 801 0 1258 369 1722 0 0 2200 1193
Future Volume (vph) 0 0 0 801 0 1258 369 1722 0 0 2200 1193
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 6.5 6.0 6.0
Lane Util. Factor 0.95 0.95 0.76 0.97 0.91 0.91 0.88
Frt 1.00 1.00 0.85 1.00 1.00 1.00 0.85
Flt Protected 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (prot) 1608 1608 3420 3252 4818 4818 2640
Flt Permitted 0.95 0.95 1.00 0.95 1.00 1.00 1.00
Satd. Flow (perm) 1608 1608 3420 3252 4818 4818 2640
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow (vph) 0 0 0 861 0 1353 397 1852 0 0 2366 1283
RTOR Reduction (vph) 0 0 0 0 0 39 0 0 0 0 0 579
Lane Group Flow (vph) 0 0 0 430 431 1314 397 1852 0 0 2366 704
Heavy Vehicles (%) 0% 0% 0% 1% 0% 2% 2% 2% 0% 0% 2% 2%
Turn Type Split NA pt+ov Prot NA Prot NA Perm
Protected Phases 2 2 2 7 3 8 7 4
Permitted Phases 4
Actuated Green, G (s) 43.0 43.0 69.0 20.0 78.5 79.0 79.0
Effective Green, g (s) 43.0 43.0 64.0 20.0 78.5 79.0 79.0
Actuated g/C Ratio 0.27 0.27 0.40 0.12 0.49 0.49 0.49
Clearance Time (s) 6.0 6.0 6.0 6.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 4.0 4.0 4.0 4.0
Lane Grp Cap (vph) 432 432 1368 406 2363 2378 1303
v/s Ratio Prot 0.27 c0.27 0.38 c0.12 0.38 c0.49
v/s Ratio Perm 0.27
v/c Ratio 1.00 1.00 0.96 0.98 0.78 0.99 0.54
Uniform Delay, d1 58.4 58.5 46.8 69.8 33.7 40.3 28.0
Progression Factor 1.00 1.00 1.00 1.05 0.93 1.00 1.00
Incremental Delay, d2 41.8 42.4 15.8 35.0 2.3 17.3 1.6
Delay (s)100.2 100.8 62.6 108.2 33.8 57.6 29.6
Level of Service F F E F C E C
Approach Delay (s) 0.0 77.4 46.9 47.8
Approach LOS A E D D
Intersection Summary
HCM 2000 Control Delay 55.6 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.99
Actuated Cycle Length (s) 160.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 94.4% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 3 (Year 2030) Total - PM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 714 0 567 0 0 0 0 1381 920 0 1808 0
Future Volume (vph) 714 0 567 0 0 0 0 1381 920 0 1808 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.5 5.5 6.0 4.0 6.0
Lane Util. Factor 0.97 0.88 0.91 1.00 0.91
Frt 1.00 0.85 1.00 0.85 1.00
Flt Protected 0.95 1.00 1.00 1.00 1.00
Satd. Flow (prot) 3221 2640 4865 1530 4865
Flt Permitted 0.95 1.00 1.00 1.00 1.00
Satd. Flow (perm) 3221 2640 4865 1530 4865
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow (vph) 752 0 597 0 0 0 0 1454 968 0 1903 0
RTOR Reduction (vph) 0 0 29 0 0 0 0 0 0 0 0 0
Lane Group Flow (vph) 752 0 568 0 0 0 0 1454 968 0 1903 0
Heavy Vehicles (%) 3% 0% 2% 0% 0% 0% 0% 1% 0% 0% 1% 2%
Turn Type Prot Perm NA Free NA
Protected Phases 6 8 4
Permitted Phases 6 Free
Actuated Green, G (s) 23.3 23.3 45.2 80.0 45.2
Effective Green, g (s) 23.3 23.3 45.2 80.0 45.2
Actuated g/C Ratio 0.29 0.29 0.57 1.00 0.57
Clearance Time (s) 5.5 5.5 6.0 6.0
Vehicle Extension (s) 2.0 2.0 3.0 3.0
Lane Grp Cap (vph) 938 768 2748 1530 2748
v/s Ratio Prot c0.23 0.30 0.39
v/s Ratio Perm 0.22 c0.63
v/c Ratio 0.80 0.74 0.53 0.63 0.69
Uniform Delay, d1 26.2 25.6 10.8 0.0 12.4
Progression Factor 1.00 1.00 1.00 1.00 1.52
Incremental Delay, d2 4.7 3.2 0.7 2.0 0.4
Delay (s) 30.9 28.8 11.5 2.0 19.4
Level of Service C C B A B
Approach Delay (s) 30.0 0.0 7.7 19.4
Approach LOS C A A B
Intersection Summary
HCM 2000 Control Delay 16.9 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.75
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 11.5
Intersection Capacity Utilization 76.0% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
2: Eagle Rd & I-84 EB Ramps Phase 3 (Year 2030) Total - PM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 714 0 567 0 0 0 0 1381 920 0 1808 0
Future Volume (veh/h) 714 0 567 0 0 0 0 1381 920 0 1808 0
Initial Q (Qb), veh 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
Parking Bus, Adj 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
Adj Sat Flow, veh/h/ln 1758 0 1772 0 1786 1800 0 1786 0
Adj Flow Rate, veh/h 752 0 597 0 1454 0 0 1903 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 3 0 2 0 1 0 0 1 0
Cap, veh/h 886 0 721 0 2845 0 2845 0
Arrive On Green 0.27 0.00 0.27 0.00 0.58 0.00 0.00 0.78 0.00
Sat Flow, veh/h 3248 0 2643 0 5036 1525 0 5197 0
Grp Volume(v), veh/h 752 0 597 0 1454 0 0 1903 0
Grp Sat Flow(s),veh/h/ln 1624 0 1321 0 1625 1525 0 1625 0
Q Serve(g_s), s 17.5 0.0 17.0 0.0 14.2 0.0 0.0 14.5 0.0
Cycle Q Clear(g_c), s 17.5 0.0 17.0 0.0 14.2 0.0 0.0 14.5 0.0
Prop In Lane 1.00 1.00 0.00 1.00 0.00 0.00
Lane Grp Cap(c), veh/h 886 0 721 0 2845 0 2845 0
V/C Ratio(X) 0.85 0.00 0.83 0.00 0.51 0.00 0.67 0.00
Avail Cap(c_a), veh/h 1116 0 908 0 2845 0 2845 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.33 1.00
Upstream Filter(I) 1.00 0.00 1.00 0.00 0.52 0.00 0.00 1.00 0.00
Uniform Delay (d), s/veh 27.5 0.0 27.3 0.0 9.9 0.0 0.0 5.4 0.0
Incr Delay (d2), s/veh 4.3 0.0 4.2 0.0 0.3 0.0 0.0 1.3 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.9 0.0 5.5 0.0 3.9 0.0 0.0 2.7 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 31.8 0.0 31.5 0.0 10.2 0.0 0.0 6.6 0.0
LnGrp LOS C A C A B A A A
Approach Vol, veh/h 1349 1454 A 1903
Approach Delay, s/veh 31.7 10.2 6.6
Approach LOS C B A
Timer - Assigned Phs 4 6 8
Phs Duration (G+Y+Rc), s 52.7 27.3 52.7
Change Period (Y+Rc), s 6.0 5.5 6.0
Max Green Setting (Gmax), s 41.0 27.5 41.0
Max Q Clear Time (g_c+I1), s 16.5 19.5 16.2
Green Ext Time (p_c), s 14.7 2.3 10.6
Intersection Summary
HCM 6th Ctrl Delay 14.9
HCM 6th LOS B
Notes
Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay.
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 3 (Year 2030) Total - PM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 567 721 171 252 1192 897 320 844 112 621 1142 576
Future Volume (vph) 567 721 171 252 1192 897 320 844 112 621 1142 576
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.97 0.91 1.00 1.00 0.91 0.88 0.97 0.91 1.00 0.97 0.91 0.88
Frpb, ped/bikes 1.00 1.00 0.98 1.00 1.00 0.99 1.00 1.00 0.98 1.00 1.00 0.98
Flpb, ped/bikes 1.00 1.00 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 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) 3285 4865 1499 1709 4914 2618 3317 4914 1507 3317 4865 2616
Flt Permitted 0.95 1.00 1.00 0.33 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3285 4865 1499 602 4914 2618 3317 4914 1507 3317 4865 2616
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) 591 751 178 262 1242 934 333 879 117 647 1190 600
RTOR Reduction (vph) 0 0 116 0 0 30 0 0 81 0 0 330
Lane Group Flow (vph) 591 751 62 263 1242 904 333 879 36 647 1190 270
Confl. Peds. (#/hr) 2 5 5 2 4 2 2 4
Heavy Vehicles (%) 1% 1% 0% 0% 0% 2% 0% 0% 0% 0% 1% 1%
Turn Type Prot NA Perm pm+pt NA pm+ov Prot NA Perm Prot NA Perm
Protected Phases 1 6 5 2 7 3 8 7 4
Permitted Phases 6 2 2 8 4
Actuated Green, G (s) 38.8 69.2 69.2 75.8 53.1 95.4 22.0 47.8 47.8 42.3 68.1 68.1
Effective Green, g (s) 38.8 69.2 69.2 75.8 53.1 95.4 22.0 47.8 47.8 42.3 68.1 68.1
Actuated g/C Ratio 0.19 0.35 0.35 0.38 0.27 0.48 0.11 0.24 0.24 0.21 0.34 0.34
Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 2.5 3.0 3.0 2.0 2.0 2.5 2.0 3.0 3.0 2.5 3.0 3.0
Lane Grp Cap (vph) 637 1683 518 353 1304 1307 364 1174 360 701 1656 890
v/s Ratio Prot c0.18 0.15 0.08 c0.25 0.15 0.10 0.18 c0.20 c0.24
v/s Ratio Perm 0.04 0.20 0.20 0.02 0.10
v/c Ratio 0.93 0.45 0.12 0.75 0.95 0.69 0.91 0.75 0.10 0.92 0.72 0.30
Uniform Delay, d1 79.2 50.6 44.6 45.6 72.2 40.8 88.1 70.5 59.3 77.3 57.6 48.5
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 19.7 0.2 0.1 7.3 14.9 1.5 26.4 4.4 0.6 17.7 2.7 0.9
Delay (s) 98.9 50.8 44.7 52.9 87.1 42.3 114.4 74.9 59.9 95.0 60.3 49.4
Level of Service F D D D F D F E E F E D
Approach Delay (s) 68.8 66.2 83.5 66.8
Approach LOS E E F E
Intersection Summary
HCM 2000 Control Delay 69.9 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.89
Actuated Cycle Length (s) 200.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 107.2% ICU Level of Service G
Analysis Period (min) 15
c Critical Lane Group
HCM 6th Signalized Intersection Summary ICCU Elks Property TIS
3: Eagle Rd & Overland Rd Phase 3 (Year 2030) Total - PM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 567 721 171 252 1192 897 320 844 112 621 1142 576
Future Volume (veh/h) 567 721 171 252 1192 897 320 844 112 621 1142 576
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 0.99 1.00 1.00 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1786 1786 1800 1800 1800 1772 1800 1800 1800 1800 1786 1786
Adj Flow Rate, veh/h 591 751 178 262 1242 934 333 879 117 647 1190 600
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, % 1 1 0 0 0 2 0 0 0 0 1 1
Cap, veh/h 624 1608 501 372 1290 1232 364 1244 384 683 1702 924
Arrive On Green 0.19 0.33 0.33 0.12 0.26 0.26 0.11 0.25 0.25 0.21 0.35 0.35
Sat Flow, veh/h 3300 4876 1518 1714 4914 2628 3326 4914 1518 3326 4876 2649
Grp Volume(v), veh/h 591 751 178 262 1242 934 333 879 117 647 1190 600
Grp Sat Flow(s),veh/h/ln 1650 1625 1518 1714 1638 1314 1663 1638 1518 1663 1625 1324
Q Serve(g_s), s 35.4 24.4 17.8 22.2 49.9 52.5 19.8 32.5 12.5 38.4 42.0 38.1
Cycle Q Clear(g_c), s 35.4 24.4 17.8 22.2 49.9 52.5 19.8 32.5 12.5 38.4 42.0 38.1
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 624 1608 501 372 1290 1232 364 1244 384 683 1702 924
V/C Ratio(X) 0.95 0.47 0.36 0.70 0.96 0.76 0.92 0.71 0.30 0.95 0.70 0.65
Avail Cap(c_a), veh/h 652 1608 501 399 1290 1232 374 1244 384 723 1702 924
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 0.64 0.64 0.64
Uniform Delay (d), s/veh 80.1 53.1 50.9 45.3 72.8 43.9 88.1 67.9 60.4 78.4 56.1 54.8
Incr Delay (d2), s/veh 22.4 0.2 0.4 4.1 16.8 2.5 25.6 3.4 2.0 15.3 1.6 2.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 16.9 10.1 6.8 10.0 22.8 19.1 9.7 13.8 5.0 17.7 17.2 12.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 102.5 53.3 51.3 49.4 89.6 46.4 113.7 71.3 62.5 93.7 57.6 57.1
LnGrp LOS F D D D F D F E E F E E
Approach Vol, veh/h 1520 2438 1329 2437
Approach Delay, s/veh 72.2 68.7 81.2 67.1
Approach LOS E E F E
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 42.3 57.0 26.4 74.3 28.8 70.5 45.5 55.1
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 39.5 52.5 22.5 67.5 27.5 64.5 43.5 46.5
Max Q Clear Time (g_c+I1), s 37.4 54.5 21.8 44.0 24.2 26.4 40.4 34.5
Green Ext Time (p_c), s 0.4 0.0 0.1 11.3 0.1 6.3 0.7 4.5
Intersection Summary
HCM 6th Ctrl Delay 71.0
HCM 6th LOS E
HCM Signalized Intersection Capacity Analysis ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 3 (Year 2030) Total - PM Peak Hour - Mitigated
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 381 1001 49 53 1300 109 245 13 66 249 27 620
Future Volume (vph) 381 1001 49 53 1300 109 245 13 66 249 27 620
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 0.97 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 0.88
Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.99 1.00 0.99 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3317 3361 1709 3349 1693 1800 1530 1710 1800 2693
Flt Permitted 0.06 1.00 0.26 1.00 0.53 1.00 1.00 0.75 1.00 1.00
Satd. Flow (perm) 202 3361 470 3349 949 1800 1530 1347 1800 2693
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) 397 1043 51 55 1354 114 255 14 69 259 28 646
RTOR Reduction (vph) 0 1 0 0 3 0 0 0 65 0 0 79
Lane Group Flow (vph) 397 1093 0 55 1465 0 255 14 4 259 28 567
Confl. Peds. (#/hr) 3 3
Heavy Vehicles (%) 0% 1% 0% 0% 1% 0% 1% 0% 0% 0% 0% 0%
Turn Type pm+pt NA pm+pt NA pm+pt NA Perm pm+pt NA pm+ov
Protected Phases 1 6 5 2 3 8 7 4 1
Permitted Phases 6 2 8 8 4 4
Actuated Green, G (s) 152.8 140.5 114.0 107.7 42.5 11.8 11.8 35.9 8.5 47.6
Effective Green, g (s) 152.8 140.5 114.0 107.7 42.5 11.8 11.8 35.9 8.5 47.6
Actuated g/C Ratio 0.73 0.67 0.54 0.51 0.20 0.06 0.06 0.17 0.04 0.23
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) 2.0 4.0 2.0 4.0 2.0 2.0 2.0 2.0 2.0 2.0
Lane Grp Cap (vph) 726 2248 292 1717 300 101 85 277 72 687
v/s Ratio Prot 0.10 0.33 0.01 c0.44 c0.12 0.01 0.12 0.02 c0.15
v/s Ratio Perm 0.30 0.10 c0.05 0.00 0.04 0.06
v/c Ratio 0.55 0.49 0.19 0.85 0.85 0.14 0.05 0.94 0.39 0.83
Uniform Delay, d1 52.8 17.0 22.7 44.3 78.7 94.3 93.8 85.1 98.2 77.2
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 0.5 0.8 0.1 5.6 18.9 0.2 0.1 36.4 1.3 7.6
Delay (s) 53.3 17.8 22.8 49.9 97.6 94.5 93.9 121.5 99.5 84.9
Level of Service D B C D F F F F F F
Approach Delay (s) 27.2 48.9 96.7 95.5
Approach LOS C D F F
Intersection Summary
HCM 2000 Control Delay 55.3 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 0.88
Actuated Cycle Length (s) 210.0 Sum of lost time (s) 24.0
Intersection Capacity Utilization 93.8% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
Appendix J
Site Access Evaluation Worksheets
ACHD Turn Lane Analysis
From ACHD Policy Manual, Section 7106.4.4
Year 2030 Background and Total Traffic Conditions
Posted Speeds: 40 mph (Overland Road)
Directions:
(Right-Turn Analysis)
Legend:
Year 2030 Background AM =
Year 2030 Background PM =
Year 2030 Total AM =
Year 2030 Total PM =
Rackham Way & Overland Road
Westbound right-turn warranted
in approximately year 2020 or
275 inbound a.m. trips
Queues ICCU Elks Property TIS
4: Silverstone Way & Overland Rd Phase 3 (Year 2030) Total - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 4
Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 397 1094 55 1468 255 14 69 259 28 646
v/c Ratio 1.78 0.65 0.26 1.02 0.65 0.04 0.19 0.62 0.08 1.33
Control Delay 388.5 30.2 17.1 68.1 48.7 45.8 1.9 45.1 47.2 191.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 388.5 30.2 17.1 68.1 48.7 45.8 1.9 45.1 47.2 191.8
Queue Length 50th (ft) ~502 253 21 ~742 179 10 0 182 21 ~583
Queue Length 95th (ft) m#500 m258 42 #884 263 31 5 267 50 #824
Internal Link Dist (ft) 937 1706 307 737
Turn Bay Length (ft) 90 95 65 65 100
Base Capacity (vph) 223 1674 317 1439 391 360 399 419 347 484
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 1.78 0.65 0.17 1.02 0.65 0.04 0.17 0.62 0.08 1.33
Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
HCM 6th TWSC ICCU Elks Property TIS
6: Overland Rd & Rockham Way Phase 3 (Year 2030) Total - PM Peak Hour
Kittelson & Associates, Inc.Synchro 10 Report
10/31/2018 Page 6
Intersection
Int Delay, s/veh 2.6
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 1454 2217 67 0 125
Future Vol, veh/h 0 1454 2217 67 0 125
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - 20 - 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 0 0 0 0 0 0
Mvmt Flow 0 1616 2463 74 0 139
Major/Minor Major1 Major2 Minor2
Conflicting Flow All - 0 - 0 - 1232
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - - - - - 6.9
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - - - - - 3.3
Pot Cap-1 Maneuver 0 - - - 0 172
Stage 1 0 - - - 0 -
Stage 2 0 - - - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - - - - 172
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB WB SB
HCM Control Delay, s 0 0 80
HCM LOS F
Minor Lane/Major Mvmt EBT WBT WBRSBLn1
Capacity (veh/h) - - - 172
HCM Lane V/C Ratio - - - 0.807
HCM Control Delay (s) - - - 80
HCM Lane LOS - - - F
HCM 95th %tile Q(veh) - - - 5.4
Appendix K
Off-Site Mitigation Analysis Worksheets
Eagle Road & I-84 Westbound Ramps
Year Capacity is Exceeded at Eagle Road & I-84 Westbound Ramps
Intersection and movement that fails Intersection and northbound lane group fails in p.m. peak hour
Mitigation No improvement identified that will meet agency criteria
Existing 2018 0.89 2018
V/C in 2020 Background 1.05 2020
Approximate Year Movement Reaches Capacity in Background 2018.3
V/C in 2020 with Site-Generated Trips 1.06 2020
Year Movement Reaches Capacity with Development 2018.2
Total PM Peak Hour Trips 467.0 2020
Number of PM Peak Hour Trips at Year Capacity is Reached 55
Eagle Road & I-84 Westbound Ramps
Year Capacity is Exceeded at Eagle Road & I-84 Westbound Ramps
Intersection and movement that fails Intersection and northbound lane group fails in p.m. peak hour
Mitigation No improvement identified that will meet agency criteria
V/C in 2020 Background 0.74 2020
V/C in 2020 Background 0.95 2030
Approximate Year Movement Reaches Capacity in Background 2028.1
V/C in 2030 with Site-Generated Trips 0.99 2030
Year Movement Reaches Capacity with Development 2026.8
Total PM Peak Hour Trips 815.0 2030
Number of PM Peak Hour Trips at Year Capacity is Reached 554
Eagle Road & I-84 Eastbound Ramps
Year Capacity is Exceeded at Eagle Road & I-84 Eastbound Ramps
Intersection and movement that fails Intersection and southbound thorugh lane group fails in p.m. peak hour
Mitigation Additional eastbound right-turn lane and signal timing adjustments (PM Peak Hour)
V/C in 2018 0.87 2018
V/C in 2020 Background 0.93 2020
Approximate Year Movement Reaches Capacity in Background 2019.3
V/C in 2020 with Site-Generated Trips 0.95 2020
Year Movement Reaches Capacity with Development 2019.0
Total PM Peak Hour Trips 467.0 2020
Number of PM Peak Hour Trips at Year Capacity is Reached 234
Eagle Road & I-84 Eastbound Ramps
Year Capacity is Exceeded at Eagle Road & I-84 Eastbound Ramps with an Additional Eastbound Right-Turn Lane
Intersection and movement that fails Intersection and southbound thorugh lane group fails in p.m. peak hour
Mitigation ITD Eagle Road & I-84 interchange study
V/C in 2020 0.78 2020
V/C in 2030 Background 0.90 2030
Approximate Year Movement Reaches Capacity in Background 2030.8
V/C in 2030 with Site with Site-Generated Trips 0.93 2030
Year Movement Reaches Capacity with Development 2028.7
Total PM Peak Hour Trips 815.0 2030
Number of PM Peak Hour Trips at Year Capacity is Reached 706
Eagle Road & Overland Road
Year Capacity is Exceeded at Eagle Road & Overland Road with an CIP (IN2016-70) Improvement and Additional NBT Lane
Intersection and movement that fails Intersection and westbound right-turn lane group fails in a.m. peak hour
Mitigation Additional westbound right-turn lane
V/C in 2018 0.9 2018
V/C in 2020 Background 0.94 2020
Approximate Year Movement Reaches Capacity in Background 2018.5
V/C in 2020 with Site with Site-Generated Trips 0.95 2020
Year Movement Reaches Capacity with Development 2018.4
Total AM Peak Hour Trips 415.0 2020
Number of AM Peak Hour Trips at Year Capacity is Reached 83
Eagle Road & Overland Road
Year Capacity is Exceeded at Eagle Road & Overland Road with an CIP (IN2016-70) Improvement and Additional NBT Lane and WBR Turn Lane
Intersection and movement that fails Intersection fails in p.m. peak hour
Mitigation ACHD Eagle Road & Overland Road Alternative Intersection Study
V/C in 2018 0.84 2020
V/C in 2030 Background 0.94 2030
Approximate Year Movement Reaches Capacity in Background 2027.0
V/C in 2020 with Site with Site-Generated Trips 0.96 2030
Year Movement Reaches Capacity with Development 2025.8
Total PM Peak Hour Trips 815.0 2030
Number of AM Peak Hour Trips at Year Capacity is Reached 475
Overland Road (Eagle Road to Cloverdale Road)
Overland Road Wideninng (Eagle Rd to Cloverdale Rd)
Movement that Fails EB Through Movement
Interim Mitigation Widening from five-lane to seven-lanes
Volume Threshold Approx V/C Year
V/C in 2018 Existing Conditions 1451 1960 0.74 2018
V/C in 2022 Background Conditions 1726 1960 0.88 2022
V/C in 2022 Total Conditions 2058 1960 1.05 2022
ACHD Threshold 1 1
Approximate Year Failure with Site 1960.0 2021.4
Site Buildout PM Peak Hour Trips 668 2022 668 2022
Estimated PM Peak Hour Trips of Failure 0 560
Silverstone Way & Overland Road
Year Capacity is Exceeded at Silverstone Way & Overland Road
Intersection and movement that fails Intersection and SBR and EBL turn lane groups fails in p.m. peak hour
Mitigation Addition of SBR turn Overlap Phase and Signal Timing Adjustments
V/C in 2018 0.6 2018
V/C in 2020 Background 0.72 2020
Approximate Year Movement Reaches Capacity in Background 2023.2
V/C in 2020 with Site with Site-Generated Trips 1.14 2020
Year Movement Reaches Capacity with Development 2019.1
Total PM Peak Hour Trips 467.0 2020
Number of PM Peak Hour Trips at Year Capacity is Reached 268
Silverstone Way & Overland Road
Year Capacity is Exceeded at Silverstone Way & Overland Road with SBR Overlap Phase
Intersection and movement that fails Intersection and SBR and EBL turn lane groups fails in p.m. peak hour
Mitigation Addition of SBR Turn Lane
V/C in 2020 0.88 2020
V/C in 2022 Background 0.72 2022
Approximate Year Movement Reaches Capacity in Background 2019.6
V/C in 2022 with Site with Site-Generated Trips 0.99 2022
Year Movement Reaches Capacity with Development 2020.5
Total PM Peak Hour Trips 668 2022
Number of PM Peak Hour Trips at Year Capacity is Reached 425
Silverstone Way & Overland Road
Year Capacity is Exceeded at Silverstone Way & Overland Road with SBR Overlap Phase and Additional SBR Turn Lane
Intersection and movement that fails Intersection and SBR and EBL turn lane groups fails in p.m. peak hour
Mitigation Widen and reconstruct Overland Road as described in 2016 CIP (RD2016-108)
V/C in 2022 0.88 2022
V/C in 2030 Background NA NA
Approximate Year Movement Reaches Capacity in Background NA
V/C in 2030 with Site with Site-Generated Trips 0.97 2030
Year Movement Reaches Capacity with Development 2024.7
Total PM Peak Hour Trips 815 2030
Number of PM Peak Hour Trips at Year Capacity is Reached 453
Rackham Way & Overland Road
Westbound Right Turn Lane Warrant / Estimate of Trips Warrant is Met
Mitigation Westbound Right-Turn Lane
Total Buildout Trips - PM Peak 732 2030
Total WBRT Volume at Full Buildout 32 Trips
Approximate WBRT Lane Trip Threshold 12 Trips
Approximate Percentage of Trips to Trigger Threshold 38%
Approximate Number of Trips 275
Approximate Year Movement Reaches Capacity in Background 2022.5