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ITD - You keep touting "Your Mobility". I get that your upgrading and improving Karcher interchange. But the problem is not the interchange. You keep changing the design several times and keep throwing money at it and in the end, its still overcrowded, backed-up and bottlenecked. I think the better solution would be to add more exits. Middleton overpass and Ustick roads should have an exit. You are forcing everyone on both sided of the interstate for miles to use either Franklin or Karcher interchanges. This is the bottleneck, this is why its always packed at both interchanges. When you knocked down and rebuilt the Old Karcher bridge, maybe it would've helped to add exits there too. Going further west, population is growing fast. when Goodson bridge is knocked down and rebuilt, this is when the new exits should be created- not 20 years too late like your track record. How about stay ahead of the curve for once. You say that exits and entrances cause slow downs at the merge points, yes you're right- during rush hour. That's everywhere and that's life. but what about the rest of the day- the other 20 or so hours of the day. All I'm saying is it would be better have more exits than to improve the current interchanges- that obviously prove they're not working.

The centennial way on ramp is terrible!!! it’s so short and dangerous to be able to merge onto the free way! Such a bad design

In traffic flow simulations (and reality) aggressive merging causes unnecessary breaking and creates traffic shockwaves that persist for miles. Waiting till the last minute to merge means you arent looking for the best opportunity/gap but instead using an arbitrary marker to trigger your merge. This method, when ised in normal flowing traffic situations, will ensure a true bottleneck forms. Zipper merge should not be recommended unless traffic is already at a crawl.

Get rid of the music please.

This is the reason you sometimes see a whole team of people with a few working with some people just standing and watching. It isn't a bad use of time, it is to keep people alive

This is like 2020. It only has teeth if people comply.

This is gross government overreach to make state citizens national citizens so more federal control can be exercised and the federal government has access to each citizen's private information. Do not comply!

The biggest problem with zipper merges is that people think you're supposed to do them when you aren't on the highway. If you have two regular lanes of traffic where people can be turning off of either side, waiting until the last moment to zipper merge will obstruct turning traffic. This only works if two lanes of straight traffic are merging into a single lane of straight traffic, not when a turning lane has construction in it.

Is there no sound in this video?

Who came up with this? What a bozo

Nice job!

Very neat to see, thanks! I work at Embry Riddle Aeronautical University and have shared the vid with some of the flight students. We visit in the summers and always stop on our way from Ketchum to Stanley, it's amazing to see the technical side of the airport. The idea of a grass strip is pretty exciting to us!

There is no solution to car traffic, except viable alternatives to driving.

Gross a roundabout.

That's a mind boggling new ramp set-up you've devised

You should build a train instead

Yay more lanes, maybe it will fix traffic.

This works in New Zealand and always has. We are taught this at driving school. I've worked around the world and the only thing stopping this rule is the idiots below who just do what they want and blame everyone else

Except at least half of the drivers (usually bro dudes in trucks) won’t let you in “their” lane.

Thank you

Thank you

Thank you for the updates!

Thank you for the update! How is the Highway 16 project coming along?

Can we get more protected bike lanes in Idaho please?

Todd?

Good coverage especially with mention of staying in low ground effect on takeoff until as fast as runway length will allow and down drainage egress. Mountain flying in low powered aircraft is mostly maneuvering flight. Learn maneuvering flight energy management techniques first. A normal engine on a small airplane is going to be a smaller percentage of total energy available on every takeoff. Ground effect, down drainage potential energy of altitude, and orographic lift are significant percentages of total energy available for getting out safely.

*promosm* 💦

Nothing like heading over Galena after taking off from Smiley Creek, a good test of any plane's perfomance, and the view!

"High-density altitude" is a mis-nomer. Air density is lower at high altitude.

The narrator must not be from Idaho. He pronounces it Boyzzzee. It's Boi-see. Please understand how to pronounce local places, how the local people say it.

Great video that is edited very well. Good background music and narrations is spot on. Well done ITD!

Yeah, that doesn't work in reality 😅😅

This video is another reason why I happily pay my Idaho aircraft registration fee. Worth every penny.

Thank you for what you do 👍👍

The Bryant house is advertised as being “noise sensitive,” yet this film encourages flying patterns around the field (and there is always the guy/gal who shoves the prop control in and flies the pattern at a noise generating RPM) and there is no mention of a reasonable traffic pattern altitude due to the terrain. Because of this, most assume the standard FAA TPA flown is 1,000’ AGL, which is a setup for being high and fast on final (I see it all the time). If you remember that the normal profile is 300’/mile, the second ranch on final is one mile, so if you begin at 1,000’ AGL you’ll be way past this…making, essentially, a straight in and/or you will be high and fast on final. If you fly a 500’ AGL downwind, with flaps and at a commensurate speed, you will be closer to that 300’/mile profile, on speed, configured, stable and eliminate the need for a go around…further contributing to the noise and traffic confusion over the airport. Because of the terrain, trees, etc of backcountry airports a standard traffic pattern is not always possible or logical. Also, there are those backcountry strips that make go arounds on short final impossible. Planning the proper descent profile and “pattern,” on speed and on profile is the key. The problem is really exacerbated when a “flock” of aircraft flying somewhere for breakfast, mis-plan their descent and arrival, and then contribute to the mid-air possibility in the vicinity of the airport by buzzing around while trying to get down. Descent planning: 300’/mile as a general guide, to be adjusted according to local conditions. Sometimes slowing down with half flaps will steepen the profile and eliminate what I call “mid-air circling” over the airport. There is much more to the process than what is described in this film. FWIW…

How do you get to this page? Been searching the website for an hour.

Thanks for highlighting the need for drivers to be safe. Unfortunately, many drivers around here are far to entitled and don't care.

An amusing thing is that after going away for something like 2,000 miles I-84 picks up again in Pennsylvania and runs for about 200 miles into Massachusetts.

We appreciate all that you do to keep the roads maintained!