Kenneth Marshall 2.5H-2018-0004
Zoning change for parcel S0427110023, city of Meridian Idaho
Purpose: The purpose of this document is to provide data that argues against changing the zoning of
parcel S0427110023 from the current planned zoning MDR to MU-R/C-G.
Scope: The scope of this document is to focus specifically on traffic volumes and flow as related to a
proposed change in the zoning and development of a retail center on the parcel.
Introduction: There is currently a proposal requesting a zoning change for parcel S0427110023 from
MDR to MUR/C-G. The purpose of the change is to facilitate a proposed development of a major retailer
outlet, Costco, on the parcel. The purpose of this document is to show that available/proposed ingress
and egress traffic paths cannot sustain the estimated traffic without significant disruption to the
Bainbridge residential development as well as general traffic flow adjacent to the proposed
development. Per the FLUM, the parcel was designated MDR. [Add 3], [Ref 5].
Estimated daily trips to the retail development per the traffic advisor for the development organization,
as presented in public informational meeting number two held at Challenger school 01/04/18, is 16000
trips daily. No clarification was provided as to if this was 8,000 retail visits resulting in a total of 16,000
trips. Following data and traffic use estimation charts are based on the 8,000 retail visits and 16,000
total trips, ingress plus egress.
It is important to note that the traffic counts, as well as the estimated daily trips to/from the retail
center will increase commensurate with the growth and population change in the area.
The following items are areas of concern;
Egress traffic to Westbound Chinden.
Ingress traffic from Eastbound Chinden. Potential amplification if access points of right in-right
out (RIRO) are not approved from the development to Chinden. [Ref 6, Ref 7]
Egress traffic to Eastbound Chinden. Potential amplification if access points of right in-right out
(RIRO) are not approved from the development to Chinden. [Ref 6, Ref 7]
Ingress traffic from Westbound Chinden. Spillover from traffic that does not turn at the light to
Southbound Ten Mile.
The plat drawing as presented indicate the following ingress/egress paths to and from the retail center.
It should be noted of importance that the existing roadway configurations limit the number, locations
and ingress/egress directions that can be accommodated at this location. Existing configuration is not
exclusive of future lane/roadway expansions. Expansion of Ten Mile and Chinden have limited effect on
the access points.
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1. North side of the center to/from Highway 20/26 (Chinden). Plans indicate two entrance/exit
access points, 2 and 2A. Both are Ingress/Egress RIRO Only to Eastbound Chinden. At least one
of the access points (2A) exits just prior to a right turn only lane from Eastbound Chinden to
Southbound Ten Mile . Important to note that RIRO access from/to state Highway 20/26 is
severely discouraged, see [Ref 7]. Failure to obtain RIRO access on the north side of the
development will have serious amplification of traffic concerns on W. Lost Rapids.
2. East side of the center to/from Ten mile road. Plans indicate one entrance/exit access point, 4.
RIRO Ingress/Egress only from/to Southbound Ten Mile
3. South side of the center to/from West Lost Rapids road. Plans indicate one entrance/exit access
point, 1.
Deficiencies for egress and ingress traffic to/from the center.
1. A primary deficiency is the lack of adequate direct egress from the retail center to Westbound
20/26 (Chinden). Egress traffic to westbound Chinden has effectively two paths.
a. Exit the center on the south side to eastbound Lost Rapids, 1. Turn left at Ten Mile, at a new
proposed traffic signal, 3, travel North on Ten Mile the short distance to the intersection at
Chinden. Turn left onto westbound Chinden.
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b. Exit the center on the south side to westbound Lost Rapids, 1. Proceed on westbound Lost
rapids, which changes to North Tree Farm Lane. Continue to the intersection at Chinden.
Turn left onto westbound Chinden
A major issue with option 1.b is that the majority of egress traffic from the center to westbound Chinden
will need to use the W. Lost Rapids/N. Tree Farm Lane path to westbound Chinden. The result here is up
to several thousand vehicles per day transiting on what is a residential collector road that runs between
the existing Bainbridge residential development and the proposed Lost Rapids residential development
[Ref 8]. As the distance from the W. Lost Rapids to N. Tree Farm Lane transition to the traffic light on
Chinden is not extensive, the possibility of traffic backup due to inadequate buffer and queue storage
leads to the likely occurrence of significant bleed thru traffic through the Bainbridge development. The
increased volume of traffic on N. Tree Farm Lane will also impact the operation of the signal at the
intersection with Chinden. Increased demand for turn activity will result in increased stop times for
traffic flow on Chinden.
2. The potential also exists for eastbound traffic on Chinden ingress to the retail center to utilize N.
Tree Farm Lane south to W. Lost Rapids eastbound, entering the center on the south
side. Failure to obtain RIRO access from/to Chinden will result in most ingress traffic
having to utilize N. Tree Farm to W. Lost Rapids. Even if RIRO access is obtained any
potential backup at Ten Mile can result in traffic opting to turn at N. Tree Farm Lane.
Any additional traffic ingress to the center from N. Tree Farm Lane/W. Lost Rapids will
only add to the aforementioned volume due to egress traffic heading to westbound
Chinden.
3. Ingress retail center traffic traveling westbound on Chinden have effectively two paths
to enter the center.
a. Turn left at the traffic light at Ten Mile, travel the short distance southbound on Ten
Mile and enter the facility on the east side RIRO access point, 4. Alternately continue
south to the new traffic signal at W. Lost Rapids, 3. Turn Right (westbound) onto W.
Lost Rapids and enter the center on the south side, 1.
b. The second ingress path for westbound Chinden traffic is to travel past the Ten Mile
intersection and turn left at the intersection at N. Tree Farm Lane, traveling south on
N. Tree Farm to W. Lost Rapids and enter the center on the south side, 1. This adds
to the traffic volume indicated in both 1.b and 2 above.
4. Egress traffic to Eastbound Chinden. Failure to obtain the RIRO access points will result
in egress traffic to Eastbound Chinden having two exit paths.
a. Exit the center on the south side to W. Lost rapids east, 1. Proceed to the new traffic
signal at Ten Mile, 3, turn left and proceed to the traffic signal at Ten Mile.
b. Exit the center on the south side to W. Lost rapids west , 1. Proceed to the traffic
signal at N. Tree Farm and Chinden. This would significantly add to the volume of
traffic detailed in 1.b, 2 and 3.b.
Graphical representations.
Scenario 1.b.
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The following graph displays the traffic on Lost Rapids at 10% to 30% in 5 % increments of the total
egress traffic from the 16,000 daily trips. The remaining part of the chart details the traffic volumes at
50% of that total to 90% of that total that would be headed Westbound (WB). This analysis
approximates that 30% of the retail traffic is egress Westbound 20/26.
Scenario 2.
The following graph displays the effects of ingress traffic from Eastbound Chinden as a percent
of the totals from scenario 1.b in 10 % increments from 50 to 90%. It also includes provisions
for 100% if RIRO access is not obtained from/to Chinden.
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Lost Rapids WB-50 WB-60 WB-70 WB-80 WB-90
WB Lost Rapids
10 15 20 25 30
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Lost Rapids Aggregate
10 15 20 25 30
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Scenario 3.b and 4.b
This graph displays the effect of 3.b and 4.b inclusive with graph 2. AG values are from graph 2.
LR totals are the sum total of traffic counts on W. Lost Rapids. The title of the graph should be
self-explanatory.
Conclusion.
The proposed location for a retail center at Ten Mile and Chinden is not workable without a
significant negative impact to the residential communities affected by ingress/egress traffic.
Additional impact on surrounding traffic is also not insignificant. The parcel needs to be zoned
at no more than MHDR. The location lends itself to a medium/high density residential
development. Both ingress and egress traffic would be residential in volume and conducive to
the existing adjacent roadways and the existing as well as proposed residential communities.
Addendums 1 and 2 display maps of the existing Costco facilities. Neither utilizes a residential
street for any access. Survey and analysis of most major retail centers in the city indicate there
are none that currently rely on a residential collector for access.
Addendums
A1. Map of the existing Costco in Boise. Purpose is to show no ingress/Egress traffic thru a
residential development or reliance on a residential street.
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Fifth Horseman
10 15 20 25 30 35 40 45 50
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A2. Map of the existing Costco in Nampa. Purpose is to show no ingress/Egress traffic thru a
residential development or reliance on a residential street.
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A3. Detail from FLUM. Purpose is to show the zoning per the Future Land Use Map.
References:
1. http://www.achdidaho.org/Departments/Engineering/Traffic/trafficCounts.aspx
2. https://www.achdidaho.org/Documents/PlansPrograms/DCR.pdf
3. http://apps.itd.idaho.gov/apps/us2026CorridorStudy/Strip-Maps.pdf
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4. City of Meridian zoning map dated 1/3/18, ZoningMap -180103.pdf.
5. Future Land Use Map FLUM, FLUM-170905.pdf.
6. Access Management Plan and Report, US 20/26 Corridor Preservation Study. Project No.
STP-3230(106); Key No. 07826
7. Idaho Administrative Procedures Act (IDAPA), Section 39.03.42
https://adminrules.idaho.gov/rules/current/39/index.html
8. http://www.achdidaho.org/Projects/proj_study_transporation-and-land-use-
integration-plan.aspx
Livable Streets Design Guide
To: Meridian City Clerk
From: Ken Marshall
6003 N Exeter Ave.
Meridian, ID. 83646
Date 2/7/2018
Subject: Support data for previous document submitted against H-2014-0004
Ref: Word document submitted 2/5/2018
Data on the variance and its’ CRITICAL nature to the project. The following statement from KM
Engineering, page 9 of the application, sums up support for the assertion that this site is NOT acceptable
for a major retail center with high traffic volumes.
---Start KM data---
Variance
At present, City Code does not allow for this project to have direct access to Chinden Boulevard. Title 11,
Chapter 3, Article H- 4 states the following in regards to access to state highways:
If an applicant proposes a change or increase in intensity of use, the owner shall develop or otherwise
acquire access to a street other than the state highway ...no new approaches directly accessing a state
highway shall be allowed."
While the intent of this regulation is understood, this project will generate a substantial amount of
patron and delivery truck traffic that would be detrimental to the surrounding neighborhoods should it
be forced out onto the local and collector streets alone. Critical to this project' s success, and to that of
Costco specifically, is the ability to provide egress/ ingress to/ from Chinden Boulevard through two
dedicated access points.
---End KM data---
Additionally, please note that the TIS and ITD approved access specifications do not match;
Discrepancy between TIS and allowed ITD access per submitted plan.
TIS: In the Executive summary section, page 5 lists the following;
Year 2018 Total traffic conditions for Costco (Phase 1)
Roadway improvements assumed to be in place in the year 2018 total traffic include:
2 way left turn lane between site access A and WB left turn lane at tree farm is provided for left-turns
out of site access A
This is repeated on page 7 under;
Year 2024 Total traffic conditions for total buildout (Phase 2)
2 way left turn lane between site access A and WB left turn lane at tree farm is provided for left-turns
out of site access A
In the application as submitted;
Page 75 of the application PDF, letter from ITD dated 10/18/17
---Start ITD data---
Site Access A:
ITD will allow a temporary right- in/ right- out/ left- in at Site Access A located 1160ft west of Ten Mile
Road until Chinden Blvd is widened to three lanes in the eastbound direction. At that time the
movement will be limited to right- in/ right- out. The left -in movement may also be restricted prior if
there are safety concerns.
---End ITD data---
Conclusion: ITD has not approved a LEFT OUT access from site access A. The TIS clearly stated this was
assumed to be in place. There are no approvals or provisions for left turns out of the site to WB Chinden.
The flawed TIS does not account for this and is more data providing support for the assertion of the
significant traffic volume that will need to use W. Lost Rapids.
The site is effectively ‘land-locked’ from the surrounding transportation structures to allow reasonable
access without significant negative impact on the surrounding communities.