PZ - Traffic Impact StudyTraffic Impact Study
Stapleton Subdivision
Meridian, Idaho
December 5, 2018
Thompson
Traffic and Civil
Engineers
181 East 50' St
Garden City, ID 83714
(208) 484-4410
S: projects 118-50 Stapleton WocslStapleton TIS. docx
Inc.
Thompson Engineers Traffic Impact Study
Trac and Civil Inc. Stapleton Subdivision - Meridian, Idaho
Table of Contents
EXECUTIVE SUMMARY......................................................................................................................................3
1.0
Proposed Development...............................................................................................................................3
2.0
Improvements Needed to Mitigate 2018 Existing Traffic..........................................................................4
4.2.1 Trip Generation................................................................................................................................12
3.0
Improvements Needed to Mitigate 2021 Phase 1 Background Traffic......................................................4
4.0
Improvements Needed to Mitigate 2021 Phase 1 Total Traffic.................................................................4
4.2.4 Trip Distribution and Assignment....................................................................................................12
5.0
Improvements Needed to Mitigate 2025 Build -Out Background Traffic...................................................4
6.0
Improvements Needed to Mitigate 2025 Build -Out Total Traffic..............................................................4
4.5 Mitigation.................................................................................................................................................16
1.0
INTRODUCTION.......................................................................................................................................5
1.1
Proposed Development...............................................................................................................................6
1.2
Study Approach..........................................................................................................................................7
1.3
Study Area..................................................................................................................................................7
1.4
Study Period...............................................................................................................................................7
1.5
Analysis Methods and Performance Measure Thresholds..........................................................................7
2.0
EXISTING CONDITIONS.........................................................................................................................8
2.1
Roadway Network, Intersection Control and Lane Configuration.............................................................8
2.2
Existing Traffic Volumes...........................................................................................................................8
2.3
Intersection Crash Data..............................................................................................................................8
2.4
Intersection Measures of Effectiveness......................................................................................................9
2.5
Mitigation...................................................................................................................................................
9
3.0
2021 PHASE 1 BACKGROUND TRAFFIC CONDITIONS................................................................10
3.1
Roadway Network....................................................................................................................................10
3.2
Background Traffic..................................................................................................................................10
3.3
Intersection Measures of Effectiveness....................................................................................................11
3.4
Mitigation.................................................................................................................................................11
4.0 2021 PHASE 1 TOTAL TRAFFIC CONDITIONS...............................................................................12
4.1 Proposed Development.............................................................................................................................12
4.2 Site Traffic................................................................................................................................................12
4.2.1 Trip Generation................................................................................................................................12
4.2.2 Non -Primary Trips............................................................................................................................12
4.2.3 Modal Split.......................................................................................................................................12
4.2.4 Trip Distribution and Assignment....................................................................................................12
4.3 Total Traffic..............................................................................................................................................12
4.4 Intersection Measures of Effectiveness....................................................................................................16
4.5 Mitigation.................................................................................................................................................16
4.6 Site Access and Circulation......................................................................................................................17
5.0 2025 BUILD -OUT BACKGROUND TRAFFIC CONDITIONS..........................................................18
5.1 Roadway Network....................................................................................................................................18
5.2 Background Traffic..................................................................................................................................18
5.3 Intersection Level of Service....................................................................................................................18
5.4 Mitigation.................................................................................................................................................19
6.0 2025 BUILD -OUT TOTAL TRAFFIC CONDITIONS.........................................................................20
6.1 Proposed Development.............................................................................................................................20
6.2 Build -Out Site Traffic...............................................................................................................................20
6.2.1 Trip Generation................................................................................................................................20
December 2018 i
ThompsonEngineers Traffic Impact Study
Traffic and civil 14 Inc. Stapleton Subdivision - Meridian, Idaho
6.2.2 Non -Primary Trips............................................................................................................................20
6.2.3 Modal Split.......................................................................................................................................20
6.2.4 Trip Distribution and Assignment....................................................................................................20
6.3 Total Traffic..............................................................................................................................................20
6.4 Intersection Measures of Effectiveness....................................................................................................23
6.5 Mitigation.................................................................................................................................................23
6.6 Site Access and Circulation......................................................................................................................23
APPENDIX..............................................................................................................................................................A
List of Figures
Figure 1.1
— Site Location and Vicinity.....................................................................................................................5
Figure1.2
— Preliminary Site Plan.............................................................................................................................6
Figure 2.1
— 2018 Existing Peak Hour Traffic...........................................................................................................9
Figure 3.1
— 2021 Phase 1 Peak Hour Background Traffic......................................................................................11
Figure 4.1
— Site Traffic Distribution Patterns.........................................................................................................13
Figure 4.2
— Phase 1 Peak Hour Site Traffic............................................................................................................14
Figure 4.3
— 2021 Phase 1 Peak Hour Total Traffic.................................................................................................15
Figure 4.4
— Phase 1 Site Access, Circulation, and ADT.........................................................................................17
Figure 5.1
— 2025 Build -Out Peak Hour Background Traffic
..................................................................................19
Figure 6.1
— 2025 Build -Out Peak Hour Site Traffic...............................................................................................21
Figure 6.2
— 2025 Build -Out Peak Hour Total Traffic.............................................................................................22
Figure 6.3
— ACHD Ada County Master Street Map...............................................................................................24
Figure 6.4
— Build -out Site Access, Circulation, and ADT......................................................................................25
List of Tables
Table 2.1
— Existing Roadway Characteristics...........................................................................................................8
Table 2.2
— Intersection Crash Data (2012-2016)......................................................................................................8
Table 2.3
— Intersection MOEs - 2018 Existing Traffic.............................................................................................9
Table 3.1
— Intersection MOEs — 2021 Phase 1 Background Traffic.......................................................................11
Table 4.1
— Phase 1 Site Trip Generation Summary................................................................................................12
Table 4.2
— Site Traffic Percentage of 2021 Phase 1 Total Traffic..........................................................................16
Table 4.3
— Intersection MOEs — 2021 Phase 1 Total Traffic..................................................................................16
Table 4.4
— Intersection MOEs — 2021 Phase 1 Total Traffic — Proposed Improvements.......................................16
Table 5.1
— Intersection MOEs — 2025 Build -Out Year Background Traffic..........................................................18
Table 5.2
— Intersection MOEs — 2025 Build -Out Year Background Traffic Mitigation........................................19
Table 6.1—
Build -Out Site Trip Generation Summary.............................................................................................20
Table 6.2
— Site Traffic Percentage — 2025 Build -Out Year Total Traffic...............................................................20
Table 6.3
— Intersection MOEs — 2025 Build -Out Year Total Traffic.....................................................................23
December 2018 ii
Thompson
Traffic and Civil 14k,
Engineers
Inc.
EXECUTIVE SUMMARY
Traffic Impact Study
Stapleton Subdivision - Meridian, Idaho
Thompson Engineers, Inc. has been retained to prepare a traffic impact study (TIS) for the proposed Stapleton
Subdivision located southwest of the Harris Road and Meridian Road (SH 69) intersection in Meridian, Idaho, as
shown in Figure 1.1. The scope of this study was determined through coordination with the Idaho Transportation
Department (ITD).
The TIS evaluates the potential traffic impacts resulting from background traffic growth, off-site developments in
the area, the proposed development, and identifies improvements to mitigate the impacts. Traffic impacts were
evaluated under the following traffic conditions:
■ 2018 Existing traffic
■ 2021 Phase 1 background traffic
■ 2021 Phase 1 total traffic
■ 2025 Build -out background traffic
■ 2025 Build -out total traffic
1.0 Proposed Development
1.1 At full build -out, Stapleton Subdivision is estimated to include a total of 223 single-family dwelling units.
The development is planned to be developed in four separate phases. Phase 1 contains 53 dwelling units with
an expected 2021 build year. Full build -out is projected to occur in 2025 but may change depending on the
market conditions.
1.2 Based on the Institute of Transportation Engineers (ITE) Trip Generation Manual 10' Edition, Stapleton
Subdivision is estimated to generate approximately 2,106 trips per weekday, 166 trips during the AM peak
hour, and 223 trips during the PM peak hour at full build -out.
■ The development is not expected to retain trips within the site or generate pass -by trips
■ All trips generated by the subdivision were assumed to be made by personal or commercial vehicles
■ The estimated site traffic distribution patterns are:
• 70% north of the site
• 15% west of the site
• 10% east of the site
• 5% south of the site
1.3 Stapleton Subdivision is proposing one site access approach on SH 69 in Phase 1 and one additional site
access approach on Harris Street for full build -out conditions:
■ Solaris Street on SH 69
• Locate approximately 1,340 feet south of Harris Street
• Meets IDAPA access spacing for full access public road in both transitional and urban conditions
• Requires a southbound right -turn lane based on ITD guidelines with Phase 1
■ Beeler Drive onto Harris Street
• Locate approximately 1,350 feet west of Meridian Road
• Meets ACHD minimum access spacing on Harris Street, a 20 -mph collector street
1.4 The proposed internal roadways are expected to carry less than 1,000 vpd at full build -out along the roadways
that have front -on housing. Beeler Drive northwest of Hyndman Street is expected to exceed 1,000 vpd but
not exceed 2,000 vpd. This segment Beeler Drive does not have front -on housing.
1.5 Based on the expected volumes on the internal roadways and site access operations, a backage/collector
street is not needed to improve the site circulation.
December 2018
ThompsonEngineers Traffic Impact Study
Traffic and Civil 14k Inc. Stapleton Subdivision - Meridian, Idaho
2.0 Improvements Needed to Mitigate 2018 Existing Traffic
2.1 The Meridian Road and Harris Street intersection exceeds ITD's acceptable level of service (LOS) D
threshold during the PM peak hour analyzed with the existing intersection control and lane configurations.
The Harris Street approaches currently carry low volumes and are operating under capacity with low v/c
ratios during the peak hours. The Meridian Road and Harris Street intersection is planned to be signalized
based on previous traffic impact studies prepared for the proposed off-site developments in the area.
However, the intersection does not meet warrants for a traffic signal with the current volumes. As a result,
no improvements are recommended to mitigate 2018 existing traffic.
3.0 Improvements Needed to Mitigate 2021 Phase 1 Background Traffic
3.1. The Meridian Road and Harris Street intersection is expected to exceed ITD's acceptable LOS D threshold
with 2021 background traffic analyzed with the existing intersection control and lane configurations during
the PM peak hour. The Harris Street approaches are expected to operate under capacity with v/c ratio of 0.53
or less during the peak hours. The intersection is not expected to meet warrants for a traffic signal with the
2021 background traffic projection. As a result, no improvements are recommended to mitigate 2021
background traffic.
4.0 Improvements Needed to Mitigate 2021 Phase 1 Total Traffic
4.1 The Meridian Road and Harris Street intersection is expected to exceed ITD's acceptable LOS D threshold
during the PM peak hour with 2021 total traffic analyzed with the exiting intersection control and lane
configurations. The minor approaches are expected to continue to operate under capacity with a v/c ratio of
0.56 or less during the peak hours. The intersection is not expected to meet warrants for a traffic signal with
the 2021 total traffic projection. As a result, no improvements are recommended to mitigate 2021 total traffic.
4.2 The Meridian Road and Solaris Street intersection is expected to exceed ITD's acceptable LOS D threshold
as a stop -controlled intersection during the PM peak hour. The Solaris Street approach is expected to operate
under capacity with a v/c ratio of 0.24 or less during the peak hours. Based on ITD's right -turn lane
guidelines, a southbound right -turn lane is needed with 2021 Phase 1 total traffic.
5.0 Improvements Needed to Mitigate 2025 Build -Out Background Traffic
5.1 The Meridian Road and Harris Street intersection is expected to exceed ITD's minimum operational
thresholds with 2025 background traffic volumes analyzed with the existing intersection control and lane
configurations. The intersection is expected to meet signal warrants for a traffic signal and is recommended
to mitigate 2025 background traffic.
6.0 Improvements Needed to Mitigate 2025 Build -Out Total Traffic
6.1 The Meridian Road and Harris Street intersection is expected to meet ITD's minimum operational thresholds
with 2025 build -out total traffic conditions analyzed as a signalized intersection with the existing lane
configurations. As a result, no additional improvements are needed to mitigate 2025 build -out total traffic
impacts.
6.2 The Meridian Road and Solaris Street intersection is expected to meet ITD's minimum operational
thresholds with 2025 build -out total traffic as a stop -controlled intersection.
December 2018 4
ThompsonEngineers Traffic Impact Study
Traffic and civil 14k Inc. Stapleton Subdivision - Meridian, Idaho
1.0 INTRODUCTION
Thompson Engineers, Inc. has been retained to prepare a traffic impact study (TIS) for the proposed Stapleton
Subdivision located southwest of the Harris Road and Meridian Road (SH 69) intersection in Meridian, Idaho, as
shown in Figure 1.1. The site is located outside the City of Meridian's limits but within the area of impacts, and is
expected to be annexed into the City of Meridian upon approval of the development. The TIS evaluates the potential
traffic impacts resulting from background traffic growth, off-site developments in the area, and the proposed
development, and identifies improvements needed to mitigate the impacts.
Figure 1.1— Site Location and Vicinity
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December 2018 5
ThompsonEngineers Traffic Impact Study
Traffic and civil 14k Inc. Stapleton Subdivision - Meridian, Idaho
1.1 Proposed Development
Figure 1.2 shows the preliminary site plan with the proposed access locations. Stapleton Subdivision is a proposed
residential development estimated to contain 223 single-family dwelling units at full build -out. The expected build-
out year is 2025 but may change depending the market conditions. The development is proposing one access (Beeler
Drive) onto Harris Street located approximately 1,350 feet west of Meridian Road and one access (Solaris Street)
onto Meridian Road located approximately 1/4 mile south of Harris Street.
Stapleton Subdivision is planned to be developed in four separate phases generally starting from south to north.
Phase 1 contains 53 single-family dwelling units and is anticipated to be fully build -out by 2021. Phase 1 will take
access off of Meridian Road via Solaris Street. No connections to Harris Street are planned for Phase 1.
Figure 1.2 - Preliminary Site Plan
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December 2018 6
ThompsonEngineers Traffic Impact Study
Traffic and civil 14k Inc. Stapleton Subdivision - Meridian, Idaho
1.2 Study Approach
The TIS is prepared in accordance with ITD IDAPA 39.03.42 — Rules Governing Highway Right -of -Way
Encroachments on State Rights -of -Way. The scope of this TIS was determined through coordination with ITD,
scoping correspondences are included in the appendix.
1.3 Study Area
One study area intersection, Harris Street and Meridian Road (SH 69) intersection, was identified by ITD for
collecting peak hour turning movement counts and traffic impact analysis. The study area intersection also included
the proposed Solaris Street and SH 69 intersection.
1.4 Study Period
The analysis periods will be weekday AM and PM peak hours of operation of the transportation system. The analysis
years are:
■ 2018 existing traffic
■ 2021 Phase 1 background traffic
■ 2021 Phase 1 total traffic
■ 2025 build -out background traffic
■ 2025 build -out total traffic
1.5 Analysis Methods and Performance Measure Thresholds
Intersection capacity analysis was performed using Synchro 10 (Version 10.3.15.0), which utilizes the HCM 2010
methodologies. All parameters used in the analysis were based on existing data when available or Synchro default
values, when not available.
Level of service for intersections is based on the average delay of vehicles traveling through the intersection on a
scale of A (best) to F (worst). Capacity is defined as the maximum rate at which vehicles can pass through a given
point in an hour under prevailing conditions. Relating the traffic volume demand to capacity (v/c) helps indicate the
congestion. For the intersections in this TIS, ITD's minimum operational thresholds are LOS D with a v/c ratio of
0.90 for the overall intersection and 1.00 for a lane group.
The HCM 2010 methodology does not define an overall intersection v/c ratio as a measure of effectiveness (MOE)
for signalized intersection. Therefore, an overall intersection v/c ratio is not a relevant MOE for determining when
a signalized intersection fails and needs mitigation improvements. As a result, LOS, lane group v/c ratios, and queue
lengths will be given more weight in assessing the signalized intersection operations. For this study, the overall
intersection v/c ratio for signalized intersection was estimated using Synchro based on HCM 2000 methodology.
December 2018 7
ThompsonEngineers Traffic Impact Study
Traffic and civil 14k Inc. Stapleton Subdivision - Meridian, Idaho
2.0 EXISTING CONDITIONS
2.1 Roadway Network, Intersection Control and Lane Configuration
Table 2.1 summarizes the study area roadway characteristics. The roadway functional classification is based on
COMPASS 2040 Functional Classification Map. Figure 2.1 summarizes the study area intersection control and
lane configuration.
The Harris Street and Meridian Road intersection is an unsignalized intersection with stop signs on the Harris Street
and Rumple Lane approaches. The eastbound Harris Street approach has a left -turn lane and a shared through -right
lane. The Rumple Lane approach has one shared lane for all movements. The Meridian Road approaches has two
travel lanes with a southbound right -turn lane and a two-way left -turn lane.
Table 2.1— Exis ing Roadway Characteristics
Roadway
Functional Classification
Number
Posted Speed
Pedestrian Facilities
PDO
(IDAPA Highway Type)
of Lanes
Limit (mph)
Meridian Road
Principal Arterial
(Regional Route)
5
55
• No sidewalks or bicycle lanes
Harris Street
Collector Street
2
20
• Sidewalk along developed frontages
and
2
1
1
• No bicycle lanes
2.2 Existing Traffic Volumes
Weekday AM and PM peak hour traffic counts were obtained at the study area intersection on September 26, 2018.
The peak hour intersection turning movement counts were collected on a weekday for a 2 -hour period at 15 -minute
intervals between 7:00 and 9:00 during the AM peak travel period hour and between 4:00 and 6:00 during the PM
peak travel period. Existing turning movement counts are included in the appendix. Figure 2.1 summarizes the
weekday peak hour traffic volumes.
2.3 Intersection Crash Data
The most current five-year crash data (2012-2016) was obtained from the Local Highway Technical Assistance
Council (LHTAC) website (http://gis.lhtac.org/safety/). Table 2.2 summarizes the crash data statistics for the study
area intersections. The study area intersection does not have a safety consideration issue relative to 2012-2016 crash
data.
Table 2.2 — Intersection Crash Data (2012-2016)
Intersection
Total
Crashes
Crash Severity
Basel
Crash Rate
(ACC/MV)
Existing
Crash Rate
(ACC/MV)
PDO
Injury
Fatal
Meridian Rd
Crash rate expected to be
and
2
1
1
0
lower than base rate
Harris St
1 Based on similar roadway type, width, and volume.
December 2018
ThompsonEngineers Traffic Impact Study
Traffic and civil 14k Inc. Stapleton Subdivision - Meridian, Idaho
Figure 2.1— 2018 Existing Peak Hour Traffic
NTS
E F 1 M l�,' l l_!?
2.4 Intersection Measures of Effectiveness
1
Harris Street & SH 69
Critical Movement
MOEs
Weekday
AM Peak Hour
6
590 6
Meridian Rd
and
Harris St
Two -Way Stop
(Harris/Rumple)
LOS (EB / WB)
1
F / B
11 —�
21/17
51/13
25
0
F / 0.04 (EBL)
0
6 �
� 0
�
f r'
1
1455 1
AM
1
Harris Street & SH 69
Critical Movement
MOEs
Weekday
AM Peak Hour
9
1661 22
Meridian Rd
and
Harris St
Two -Way Stop
(Harris/Rumple)
LOS (EB / WB)
C / C
F / B
3 —�
21/17
51/13
13
0
F / 0.04 (EBL)
0
4 �
� 1
8
891 1
PM
To determine the existing traffic impacts, the study area intersections were analyzed with the existing intersection
control and lane configuration and 2018 existing peak hour traffic. Copies of the analysis reports are included in
the appendix. Table 2.3 summarizes the intersection capacity analysis results. The Meridian Road and Harris Street
intersection exceeds ITD's minimum level of service threshold under existing conditions.
Table 2.3 — Intersection MOEs - 2018 Existing Traffic
Intersection
Control
Critical Movement
MOEs
Weekday
AM Peak Hour
Weekday
PM Peak Hour
O
Meridian Rd
and
Harris St
Two -Way Stop
(Harris/Rumple)
LOS (EB / WB)
C / C
F / B
Delay (EB / WB)
21/17
51/13
Worst Lane -Group v/c
C / 0.09 (WB)
F / 0.04 (EBL)
2.5 Mitigation
The Meridian Road and Harris Street intersection currently exceeds ITD's minimum LOS D threshold for the
eastbound left -turn movement during the PM peak hour. However, eastbound left -turn movement is operating well
below capacity with a v/c ratio of 0.04 during the PM peak hour. Based on previous traffic impact studies for
proposed off-site developments in the area, the Meridian Road and Harris Street intersection will eventually need
to be signalized to mitigate the off-site traffic impacts. Currently, one of the proposed off-site developments is
partially developed. With this off-site development, the peak hour volumes on the Harris Street/Rumple Lane
approaches is less than 30 vph, well below the volume thresholds to meet warrants for a traffic signal. As a result,
no improvements are recommended to mitigate 2018 existing traffic.
December 2018 9
ThompsonEngineers Traffic Impact Study
Traffic and civil 14k Inc. Stapleton Subdivision - Meridian, Idaho
3.0 2021 PHASE 1 BACKGROUND TRAFFIC CONDITIONS
3.1 Roadway Network
The study area roadways and intersections are expected to remain the same as the 2018 existing conditions.
According to ACHD 2019-2023 Integrated Five -Year Work Plan (IFYWP) and 2016 Capital Improvements Plan
(CIP), and ITD FY19-25 Idaho Statewide Transportation Improvement Program (STIP), no improvements are
planned on Meridian Road (SH 69) or Harris Street at the time of this study. The Meridian Road and Harris Street
intersection was recommended to be signalized to mitigate the traffic impacts generated by the proposed off-site
developments in the area. However, these proposed off-site developments have not been developing at the expected
rate. As a result, the Meridian Road and Harris Street intersection has not been signalized. The only improvements
constructed at the intersection are southbound right -turn lane and eastbound left -turn lane.
3.2 Background Traffic
Future background traffic was estimated by extrapolating the 2018 existing traffic counts with a 2.0% annual growth
rate on the study area roadways. These growth rates are based on historical traffic data from accepted TIS reports
in the immediate vicinity, COMPASS forecasts, and as directed by ITD. Three off-site developments are expected
to be mid construction or nearing completion of construction by the completion of Phase 1 for Stapleton
Subdivision. The full build site traffic volumes were obtained from their respective traffic impact studies as provided
by Ada County Highway District (ACHD). These three off-site developments and their assumed completion
percentages are as follows:
■ Graycliff Estates Subdivision — 119 dwelling units
• 50% of 119 dwelling units assumed to be built by 2021
• Construction of development has not currently commenced
o Original build -out completion date is 2019
■ Biltmore Subdivision —160 dwelling units
• Remainder of 60% of 160 dwelling units to build -out expected by 2021 (40% built currently)
■ Brundage Estates Subdivision — 366 dwelling units
• 25% of 366 dwelling units assumed to be built by 2021
• Construction of development has not currently commenced
o Original Phase 1 Brundage Estates completion date is 2020 (178 dwelling units)
The future growth traffic is added to the off-site traffic to obtain the resultant Phase 1 build year background traffic
volumes. Figure 3.1 summarizes 2021 weekday peak hour background traffic.
December 2018 10
ThompsonEngineers Traffic Impact Study
Traffic and civil Inc. Stapleton Subdivision - Meridian, Idaho
Figure 3.1— 2021 Phase 1 Peak Hour Background Traffic
flIiiis Sll1 E Rumpel Li,
NTS 1%� jW
1F:
i
3.3 Intersection Measures of Effectiveness
1
Harris Street & SH 69
Critical Movement
MOEs
'19
Weekday
AM Peak Hour
24
626 6
:1
Meridian Rd
and
Harris St
Two-way Stop
(Harris / Rumple)
1
D / C
62J
Delay (EB / WB)
29/18
27
0
D / 0.31 (EBL)
F / 0.53 (EBL)
0
10�
� 0
3
1544 1
AM
1 Harris Street & SH 69
67 1763 23
35 —� 14
0 0
7 � �— 1
13 946 1 PM
To determine the 2021 background traffic impacts, the study area intersections were analyzed with the existing
intersection control and lane configuration. Copies of the analysis reports are included in the appendix. Table 3.1
summarizes the intersection capacity analysis results. The Meridian Road and Harris Street intersection is expected
to continue to exceed ITD's minimum level of service threshold.
Table 3.1— Intersection MOEs — 2021 Phase 1 Background Traffic
3.4 Mitigation
The Meridian Road and Harris Street intersection is expected to exceed ITD minimum level of service threshold
with 2021 background traffic. Under 2021 background conditions, a traffic signal is not warranted. As a result, no
signal improvements are proposed to mitigate 2021 background traffic. However, a traffic signal may be warranted
if the off-site developments occur at a faster rate than as assumed in this study. Therefore, a traffic signal warrant
analysis should be required for each phase of the off-site development.
December 2018 11
Conti
Critical Movement
MOEs
'19
Weekday
AM Peak Hour
Weekday
PM Peak Hour
Intersectio
:1
Meridian Rd
and
Harris St
Two-way Stop
(Harris / Rumple)
LOS (EB / WB)
D / C
F / B
Delay (EB / WB)
29/18
107/13
Worst Lane -Group v/c
D / 0.31 (EBL)
F / 0.53 (EBL)
3.4 Mitigation
The Meridian Road and Harris Street intersection is expected to exceed ITD minimum level of service threshold
with 2021 background traffic. Under 2021 background conditions, a traffic signal is not warranted. As a result, no
signal improvements are proposed to mitigate 2021 background traffic. However, a traffic signal may be warranted
if the off-site developments occur at a faster rate than as assumed in this study. Therefore, a traffic signal warrant
analysis should be required for each phase of the off-site development.
December 2018 11
ThompsonEngineers Traffic Impact Study
Traffic and civil 101111111k Inc. Stapleton Subdivision - Meridian, Idaho
4.0 2021 PHASE 1 TOTAL TRAFFIC CONDITIONS
4.1 Proposed Development
2021 Phase 1 analysis included 53 single-family dwelling units located along the southern site boundary. Site access
for Phase 1 development will be via the proposed Solaris Street connected to Meridian Road. Phase 1 development
is not expected to have access to Harris Street until later phases.
4.2 Site Traffic
4.2.1 Trip Generation
Site trip generation is estimated using the procedures recommended in the latest edition of the Trip Generation
Manual (10' edition), published by the Institute of Transportation Engineers. The site trip generation is obtained
by applying the trip generation rates obtained from the manual for the proposed Phase 1 development. Table 4.1
summarizes Phase 1 site trip generation. Phase 1 development is estimated to generate approximately 500 trips per
weekday, 39 trips during the AM peak hour and 52 trips during the PM peak hour.
4.2.2 Non -Primary Trips
No pass -by or internally captured trips are expected in Phase 1 as no lane use types other than the residential
dwelling units are expected.
4.2.3 Modal Split
For the traffic analysis purposes, all trips generated by the development were assumed to be made by personal and
commercial vehicles.
4.2.4 Trip Distribution and Assignment
Site traffic was distributed and assigned to the external roadway system based on the current travel patterns, site
layout and the general location of the site within the area. Figure 4.1 summarizes the expected site traffic
distribution patterns. Figure 4.2 and Figure 4.3 summarize the estimated 2021 peak hour site traffic.
4.3 Total Traffic
The Phase 1 site traffic is then added to the 2021 background traffic as determined above to obtain the 2021 total
traffic. Figure 4.4 and Figure 4.5 summarize the estimated 2021 peak hour total traffic at each intersection.
Table 4.2 summarizes the site traffic percentage of the 2021 total traffic at each study area intersection.
Table 4.1— Phase 1 Site Trip Generation Summary
December 2018 12
ITE
Trip Rate
Total
Land Use
Code Size Unit Period
per Unit
Trips
Entering
Exiting
Single -Family
Weekday Daily (\/pd)
9.44
500
50% 250
50% 250
Dwelling Unit
210 53 DU AM Peak Hour (\/ph)
0.74
39
25% 10
75% 29
(Phase 1)
PM Peak Hour (vph)
0.99
52
63% 33
37% 19
December 2018 12
ThompsonEngineers
Traffic and Civil 1,10k Inc.
Figure 4.1 — Site Traffic Distribution Patterns
F ul i P, 11
Nle r id zn n
High
'FC11001 I/V Fine Ave
Fall',
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-hri d
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Traffic Impact Study
Stapleton Subdivision - Meridian, Idaho
, 4
j , j-
!
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Meildiaii 17 Fline A,;e' 1�
E 'IF ra nk I i n Rd
Storey
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55
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-2
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ity Rd-- E Amity Rd
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LL
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-2
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Q
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ity Rd-- E Amity Rd
December 2018 13
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di
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Boise
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December 2018 13
Thompson Engineers
Traffic and Civil Akk, Inc.
Figure 4.2 – Phase 1 Peak Hour Site Traffic
NTS
December 2018
ERumpeILn
E
Trac Impact Study
Stapleton Subdivision - Meridian, Idaho
Solaris Street & SH 69
9 0
1
28 j
1
-� f
1 0 AM
Harris Street & SH 69
0
9 0
0�
�0
0
0
0 �
�- 0
t
I
0
28 0
AM
Solaris Street & SH 69
9 0
1
28 j
1
-� f
1 0 AM
Solaris Street & SH 69
31 0
1
18—)
1 � }
I
2 0 PM
14
Harris Street & SH 69
0
31 0
0
0
0 —►
0
o�
�o
0
18 0
PM
Solaris Street & SH 69
31 0
1
18—)
1 � }
I
2 0 PM
14
Thompson Engineers
Traffic and Civil Akk, Inc.
Figure 4.3 — 2021 Phase 1 Peak Hour Total Traffic
:69
E Fs_sMtR.I Ln
r
Trac Impact Study
Stapleton Subdivision - Meridian, Idaho
_C7
k~j
'V
6
-i
Harris St 1
NTS
62 -�
:69
E Fs_sMtR.I Ln
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Trac Impact Study
Stapleton Subdivision - Meridian, Idaho
Solaris Street & SH 69
9 636
28 j
1
1F
-� f
1 1548 AM
Harris Street & SH 69
67 1794 23
35 �- 14
0 —► 0
7 � j- 1
13 964 1 PM
Solaris Street & SH 69
31 1771
18�
1
� f
2 960 PM
December 2018 15
Harris Street & SH 69
24 635
6
62 -�
27
0 —►
0
10 �
� 0
}
I
3 1572
1
AM
Solaris Street & SH 69
9 636
28 j
1
1F
-� f
1 1548 AM
Harris Street & SH 69
67 1794 23
35 �- 14
0 —► 0
7 � j- 1
13 964 1 PM
Solaris Street & SH 69
31 1771
18�
1
� f
2 960 PM
December 2018 15
ThompsonEngineers Traffic Impact Study
Traffic and civil Inc. Stapleton Subdivision - Meridian, Idaho
Table 4.2 — Site Traffic Percentage of 2021 Phase 1 Total Traffic
4.4 Intersection Measures of Effectiveness
To determine the 2021 total traffic impacts, the study area intersections were analyzed with the existing intersection
control and lane configuration. Copies of the analysis reports are included in the appendix. Table 4.3 summarizes
the intersection capacity analysis results. Both study area intersections are expected to exceed ITD's minimum level
of service threshold under Phase 1 build 2021 total conditions.
Table 4.3 — Intersection MOEs — 2021 Phase 1 Total Traffic
Intersection
% Site Traffic
Critical Movement
MOEs
of 2021 Total Traffic
AM Peak
PM Peak
Average
Intersection
0
Meridian Road and Harris Street
1.6%
1.7%
1.6%
2O
Meridian Road and Solaris Street
1.8%
1.9%
1.8%
4.4 Intersection Measures of Effectiveness
To determine the 2021 total traffic impacts, the study area intersections were analyzed with the existing intersection
control and lane configuration. Copies of the analysis reports are included in the appendix. Table 4.3 summarizes
the intersection capacity analysis results. Both study area intersections are expected to exceed ITD's minimum level
of service threshold under Phase 1 build 2021 total conditions.
Table 4.3 — Intersection MOEs — 2021 Phase 1 Total Traffic
Intersection
Control
Critical Movement
MOEs
Weekday
AM Peak Hour
Weekday
PM Peak Hour
0and
Meridian Rd
Harris St
Two-way Stop
(Harris /Rumple)
LOS (EB / WB)
D / C
F / B
Delay (EB / WB)
29/19
115/13
Worst Lane -Group v/c
D / 0.32 (EBL)
F / 0.56 (EBL)
2Q
Meridian Rd
and
Solaris Street
StoLOS
(Solaris)
(EB)
C
F
Delay (EB)
19
58
Worst Lane -Group v/c
C / 0.11 (EB)
F / 0.24 (EB)
4.5 Mitigation
The Meridian Road and Harris Street intersection is expected to continue exceed ITD's minimum level of service
threshold with 2021 Phase 1 total traffic. None of the Phase 1 site traffic is expected to travel on Harris Street. The
expected volumes on Harris Street do not satisfy the vehicular volume threshold warrant for a signal. As a result,
no signal improvements are proposed to mitigate 2021 total traffic
The Meridian Road and Solaris Street intersection is expected to need a southbound right -turn lane based on ITD's
right -turn lane guidelines. The intersection is expected to exceed ITD's minimum level of service threshold during
the PM peak hour. The Solaris Street approach is expected to operate well below capacity during the peak hours.
Table 4.4 summarizes the effects the installation of a right -turn lane at the southbound approach of Meridian Road
and Solaris Street will have on the MOEs.
Table 4.4 — Intersection MOEs — 2021 Phase 1 Total Traffic — Proposed Improvements
Intersection
Proposed
Improvement
Critical Movement
MOEs
Weekday
AM Peak Hour
Weekday
PM Peak Hour
0
Meridian Rd
and
Solaris Street
Rig
Right -tum lane
LOS (EB)
C
F
Delay (EB)
19
56
Worst Lane -Group v/c
C 10.11 (EB)
F / 0.23 (EB)
December 2018 16
ThompsonEngineers Traffic Impact Study
Traffic and civil Inc. Stapleton Subdivision - Meridian, Idaho
4.6 Site Access and Circulation
The development is proposing one access on SH 69 for Phase 1 as shown in Figure 4.4. The proposed access,
Solaris Street, is located approximately 1,340 feet south of Harris Street and generally meets ITD IDAPA access
spacing on Meridian Road. According to IDAPA, the minimum spacing for public streets on Meridian Road is
1,320 feet in transitional area and 660 feet in urban areas with speed limit greater than 35 mph.
All Phase 1 site traffic is expected to use Solaris Street to access the transportation system. The maximum ADT on
the proposed internal roadways in Phase 1 is expected to be less than 1,000 vpd.
Figure 4.4 — Phase 1 Site Access, Circulation, and ADT
r•��.1� _¢:,I,x,�� Harris Street
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December 2018 17
ThompsonEngineers Traffic Impact Study
Traffic and civil 14k Inc. Stapleton Subdivision - Meridian, Idaho
5.0 2025 BUILD -OUT BACKGROUND TRAFFIC CONDITIONS
5.1 Roadway Network
The study area roadways and intersections are expected to remain the same as the 2018 existing conditions. There
are no planned improvements within the study area, with the exception of the SH 69 and Harris Street intersection
as discussed above. By 2025, the SH 69 and Harris Street intersection is expected to be signalized to mitigate the
off-site developments in the area.
5.2 Background Traffic
Future background traffic was estimated by extrapolating the 2018 existing traffic counts with a 2.0% annual growth
rate on the study area roadways. These growth rates are based on historical traffic data from accepted TIS reports
in the immediate vicinity, COMPASS forecasts, and as directed by ITD. Three off-site developments are expected
to add additional traffic by the build -out year for Stapleton Subdivision. These three off-site developments and their
assumed completion percentages are as follows:
■ Graycliff Estates Subdivision — 119 dwelling units
• 100% of 119 dwelling units assumed to be built by 2021
• Construction of development has not currently commenced
o Original build -out completion date is 2019
■ Biltmore Subdivision —160 dwelling units
• Remainder of 60% of 160 dwelling units to build -out expected by 2025 (40% built currently)
■ Brundage Estates Subdivision — 366 dwelling units
• 80% of 366 dwelling units assumed to be built by 2025
• Construction of development has not currently commenced
o Original build -out of Brundage Estates completion date is 2024
The site traffic from these three subdivisions were obtained from their respective traffic impact studies as provided
by Ada County Highway District (ACHD). Off-site traffic from these developments were included in the
background traffic to show the impacts on Harris Street.
Figure 5.1 summarizes the 2025 build -out year weekday peak hour background traffic.
5.3 Intersection Level of Service
To determine the 2025 background traffic impacts, the study area intersections were analyzed with the existing
intersection control and lane configuration. Copies of the analysis reports are included in the appendix. Table 5.1
summarizes the intersection capacity analysis results. The SH 69 and Harris Street intersection is expected to exceed
ITD's minimum operational thresholds.
Table 5.1— Intersection MOEs — 2025 Build -Out Year Background Traffic
Intersection
Control
Critical Movement
MOEs
Weekday
AM Peak Hour
Weekday
PM Peak Hour
Ol
Meridian Rd
andDelay
Harris St
Two-way Stop
(Harris /Rumple)
LOS (EB / WB)
E / C
F / B
(EB / WB)
41/20
251/14
Worst Lane -Group v/c
E / 0.50 (EBL)
F / 1.01 (EBL)
December 2018 18
ThompsonEngineers
Traffic and Civil 14k Inc.
Figure 5.1— 2025 Build -Out Peak Hour Background Traffic
1 E R.0 m P:", l_s
I
NTS
b
i
I1
:6gI
5.4 Mitigation
F7
Traffic Impact Study
Stapleton Subdivision - Meridian, Idaho
1 Harris Street & SH 69
36 678 7
j
88 --� 29
0 ~ 0
12� f � 0
I
3 1671 1 AM
1 Harris Street & SH 69
98 1908 25
52 15
0 0
9 � � 1
16 1023 1 PM
The Meridian Road and Harris Street intersection is expected need improvements to mitigate 2025 background
traffic impacts. A traffic signal is planned at the intersection and is recommended to mitigate the 2025 background
traffic, which included off-site traffic generated by the proposed adjacent developments. Based on the 2025
background traffic, the Meridian Road and Harris Street intersection is expected to meet vehicular volume threshold
for a signal. A preliminary signal warrant analysis is included in the appendix. It is anticipated that a detailed traffic
signal warrant analysis based on actual traffic counts will be conducted as the off-site developments occur.
Table 5.2 summarizes the Meridian Road and Harris Street intersection MOEs with a signal.
There are existing signals on Meridian Road north and south of Harris Street. By 2025, all major intersections along
the Meridian Road corridor between I-84 and Deer Flat Road are expected to be signalized and will likely operate
as a coordinated signal system.
Table 5.2 — Intersection MOEs — 2025 Build -Out Year Background Traffic Mitigation
December 2018 19
Intersection or
Critical Movement
Weekday
Y
Weekday
Y
Intersection
Mitigation
MOEs
AM Peak Hour
PM Peak Hour
Intersection LOS
A
A
lO
Meridian Rd
and
Traffic Signal
Intersection Delay
6
5
Intersection v/c
0.68
0.71
Harris St
Worst Lane -Group v/c
A / 0.66 (NBTR)
A / 0.70 (SBT)
December 2018 19
ThompsonEngineers Traffic Impact Study
Traffic and civil 10111111k Inc. Stapleton Subdivision - Meridian, Idaho
6.0 2025 BUILD -OUT TOTAL TRAFFIC CONDITIONS
6.1 Proposed Development
The 2025 traffic impact analysis included the full build -out of the development with 223 single-family dwelling
units. In addition to the Solaris Street approach on Meridian Road, Stapleton Subdivision is also proposing two site
access approaches on Harris Street.
6.2 Build -Out Site Traffic
6.2.1 Trip Generation
The site trip generation is obtained by applying the trip generation rates obtained from the ITE Trip Generation
Manual for the full build -out of the development with 223 dwelling units. Table 6.1 summarizes the site trip
generation at full build -out. The development is estimated to generate approximately 2,106 trips per weekday, 166
trips during the AM peak hour and 221 trips during the PM peak hour.
Table 6.1— Build -Out Site Trip Generation Summary
ITE
Trip Rate
Total
of 2025 Total Traffic
AM Peak
Land Use Code Size Unit Period
per Unit
Trips
Entering
Exiting
Weekday Daily (vpd)
9.44
2,106
50% 1,053
50% 1,053
3.0%
3.1%
3.1%
210 223 DU AM Peak Hour (vph)
0.74
166
25% 41
75% 125
Dwelling Unit
Dwelling Unit
PM Peak Hour (\/ph)
0.99
221
63% 139
37% 82
6.2.2 Non -Primary Trips
No pass -by or internally captured trips are expected as no lane use types other than the residential dwelling units
are expected.
6.2.3 Modal Split
For the traffic analysis purposes, all trips generated by the development were assumed to be made by personal and
commercial vehicles.
6.2.4 Trip Distribution and Assignment
Site traffic was distributed and assigned to the external roadway system based on the current travel patterns, site
layout and the general location of the site within the area. The expected site traffic distribution patterns are
summarized in Figure 4.1 in the previous section. Site traffic is assigned to the roadway network with the proposed
site access as shown in the preliminary site plan and a signal at the Meridian Road and Harris Street intersection.
Figure 6.1 summarizes the estimated 2025 peak hour site traffic.
6.3 Total Traffic
The 2025 site traffic is then added to the 2025 background traffic as determined above to obtain the 2025 build -out
total traffic. Figure 6.2 summarizes the estimated 2025 peak hour total traffic. Table 6.2 summarizes the site traffic
percentage at each study area intersection.
Table 6.2 — Site Traffic Percentage — 2025 Build -Out Year Total Traffic
December 2018 20
% Site Traffic
of 2025 Total Traffic
AM Peak
PM Peak
Average
Intersection
Ol
Meridian Road and Harris Street
5.4%
5.8%
5.6%
2O
Meridian Road and Solaris Street
3.0%
3.1%
3.1%
December 2018 20
ThompsonEngineers
Traffic and Civil 'Ak'Inc.
Figure 6.1— 2025 Build -Out Peak Hour Site Traffic
'V-1 Harris St 1 E Fs_smt , I Ln
NTS
December 2018
Trac Impact Study
Stapleton Subdivision - Meridian, Idaho
Solaris Street & SH 69
16 3
48
3
1 1 AM
Harris Street & SH 69
19 16
0
58
0
0
0
3 �
j- 0
}
I
}
I
1 48
0
AM
Solaris Street & SH 69
16 3
48
3
1 1 AM
Solaris Street & SH 69
53 2
1
32 j
2
-.,-) f
3 4 PM
21
Harris Street & SH 69
65 53
0
38J
0
0 —►
0
2�
�0
}
I
4 32
0
PM
Solaris Street & SH 69
53 2
1
32 j
2
-.,-) f
3 4 PM
21
ThompsonEngineers
Traffic and Civil 'Ak'Inc.
Figure 6.2 — 2025 Build -Out Peak Hour Total Traffic
'V-1 Harris St 1 E FLimtR I Ln
NTS
C
Trac Impact Study
Stapleton Subdivision - Meridian, Idaho
2 Solaris Street & SH 69
16 693
48 j
3
-� 1
1 1677 AM
Harris Street & SH 69
Harris Street & SH 69
55 694
7
163 1961
25
146—)
29
0
J
0
15�
0
—►
j-0
f
I
11
�
4 1719
1
AM
2 Solaris Street & SH 69
16 693
48 j
3
-� 1
1 1677 AM
Solaris Street & SH 69
53 1920
32 j
2 f
I
3 1045 PM
December 2018 22
Harris Street & SH 69
163 1961
25
90
J
15
0
—►
0
11
�
� 1
20 1055
1
PM
Solaris Street & SH 69
53 1920
32 j
2 f
I
3 1045 PM
December 2018 22
ThompsonEngineers Traffic Impact Study
Traffic and civil 14k Inc. Stapleton Subdivision - Meridian, Idaho
6.4 Intersection Measures of Effectiveness
To determine the 2025 total traffic impacts, the study area intersections were analyzed with the existing intersection
control and lane configuration or with the preceding improvements needed to mitigate 2025 background traffic.
Copies of the analysis reports are included in the appendix. Table 6.3 summarizes the intersection capacity analysis
results. Both study area intersections are expected to meet ITD's minimum operational thresholds. The Meridian
Road and Solaris Street intersection is expected to meet minimum operational thresholds as a stop -controlled
intersection with signal coordination between Harris Street, Amity Road, and Victory Road.
Table 6.3 — Intersection MOEs — 2025 Build -Out Year Total Traffic
Intersection
Control
Intersection or
Critical Movement
MOEs
Weekday
AM Peak Hour
Weekday
PM Peak Hour
O
Meridian Rd
and
Harris St
Signal
LOS
A
A
Delay
8
8
Intersection v/c
0.76
0.76
Worst Lane -Group v/c
A / 0.72 (NBTR)
A / 0.74 (SBT)
Meridian Rd
and
Solaris Street
Sto
(Solaris)
LOS (EB)
C
C
Delay (EB)
17
23
Worst Lane -Group v/c
C / 0.16 (EB)
C / 0.16 (EB)
6.5 Mitigation
Both study area intersections are expected to meet ITD's minimum operational thresholds with 2025 build -out total
traffic. As a result, no additional improvements beyond those identified to mitigate 2025 background traffic are
needed to mitigate 2025 build -out total traffic impacts.
6.6 Site Access and Circulation
At full build -out, one additional site access approach, Beeler Drive, is proposed on Harris Street located
approximately 1,350 feet west of Meridian Road in additional to Solaris Street on Meridian Road. This approach
location generally meets Ada County Highway District's (ACHD) minimum access spacing on Harris Street, a 20 -
mph collector street. The minimum access separation from a signalized intersection is 440 feet and 150 feet between
successive driveways. There are existing single-family approaches on the north side of Harris Street adjacent to the
proposed approaches.
Stapleton Subdivision is taking one access onto Harris Street on the western portion of the development. Based on
the expected time it will take to drive throughout the local roads within the subdivision, the majority of Phase 1 and
Phase 4 traffic will utilize the Solaris Street access over the Beeler Drive access. However, the Beeler Drive access
is still expected to exceed 1,000 vpd. Front -on housing on Beeler Drive is not located until southeast of the
intersection of Beeler Drive and Hyndman Street, at that point the expected ADT is forecasted to be less than 1,000
vpd, as is Hyndman Street's ADT.
According to ACHD's Ada County Master Street Map (MSM) dated May 11, 2018, a collector street is planned
along the western site boundary as shown in Figure 6.3 below. The MSM is a result of the integration of land use
and transportation planning, and will continue to be revised as land use changes.
December 2018 23
ThompsonEngineers Traffic Impact Study
Traffic and civil 14k Inc. Stapleton Subdivision - Meridian, Idaho
The original proposed land uses within the site area
have changed since the MSM was amended. Originally,
the site parcel west of Meridian Road extending from
Harris Street to Amity Road was proposed as a mixed-
use development planned to consist of approximately
443,000 square feet retail space, 37,000 square feet of
office space, and 32 residential dwelling units,
according to South Meridian Center TIA, Kittelson &
Associates, Inc., August 2008. The development
proposed a backage/collector street along the western
site boundary consistent with the MSM.
Figure 6.3 — ACHD Ada County Master Street Map
G
AMITY RD
LAKE i-IAZEL RD
i i ra
The proposed South Meridian Center development has been withdrawn and will not be developed as proposed. The
Stapleton Subdivision covers about one-half of the original site parcel, and significantly reduced and changed the
intensity of the land use. As a result, a backage/collector street is not needed based on the projected traffic presented
above.
The southern half of the original development south of Stapleton Subdivision will likely be developed in the future.
However, proposed land uses and timeframe are unknown at the time of this study. This potential future
development will be connected to Solaris Street and will likely have accesses on Meridian Road in accordance with
IDAPA and on Amity Road in accordance with ACHD's Access Policy. With connectivity to Harris Street, some
of the off-site traffic generated by this future development may travel through the Stapleton Subdivision. However,
the cut -through traffic will likely be low because the route via Amity Road and Meridian Road is expected to be
faster compared to the route through Stapleton Subdivision. Based on the preliminary site plan, there are numerous
curves on the internal roadways, which are low speed with front -on housing. With the addition of potential cut -
through traffic, the estimated ADTs on the internal roadways are not expected to exceed 1,000 vpd, a typical ADT
for a local street. Also, with the signal at Harris, Solaris Street will operate at an acceptable level of service as a full
intersection. This will significantly reduce the need to access Harris Street from the southern development. As a
result, a backage/collector street is not needed. An estimated ADT and site access and circulation for the build -out
of Stapleton Subdivision is shown in Figure 6.4.
December 2018 24
Thompson Engineers
Traffic and Civil 'Ak'Inc.
Traffic Impact Study
Stapleton Subdivision - Meridian, Idaho
Figure 6.4 — Build -out Site Access, Circulation, and ADT
Harris Street 1,350'
SRVNYRS'l w3i-RY _ �eYka'7Rk oo; v.�s
C7
at ® y 56 t6 7 -TIT.
SO 3S' S4 S3' S. I I f �•.�
Exceeds 1,000 vpd
IS �ti.,#f 7qf� i
a�
aR�IrR rssw su.gi'
.727
MEW
20 I v
� I
a
go 1,34
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`s
1
SolaTi _sS t r e � t
aw �wlWVMZV
163.zr
I)
ry
C
M
c�
G
0'
December 2018 25
Thompson
Traffic and Civil 14,
Engineers
Inc.
Traffzc Impact Study
Stapleton Subdivision - Meridian, Idaho
APPENDIX
SCOPE
II 10016111i"kK
COMPASS FORECASTS
CAPACITY ANALYSIS REPORTS
2021 CAPACITY ANALYSIS REPORTS
2025 CAPACITY ANALYSIS REPORTS
SIGNAL WARRANTS WORKSHEETS
TURN LANE WARRANT WORKSHEETS
December 2018 A
l4Akp
�F
-1 H
August 31, 2018
Your Safety • Your Mobility IDAHO TRANSPORTATION DEPARTMENT
P.O. Box 8028 • Boise, ID 83707-2028
Your Economic Opportunity (208) 334-8300 • itd.idaho.gov
Laren Bailey
Devco, LLC
4824 West Fairview Avenue
Boise, ID 83706
VIA EMAIL
Project Name
STAPLETON SUBDIVISION
Project Location
Southwest corner of SH -69 and Harris Street
Project Description
A 36 acre parcel; approximately 200 residences
RE: Stapleton Subdivision
Dear Mr. Bailey,
The Idaho Transportation Department (ITD) wanted to thank you for meeting with us on August 7, 2018 to discuss the
proposed Stapleton Subdivision. Based on the information you provided at that meeting ITD has the following
comments:
1.) The development is proposing a single direct access to SH -69 approximately 1,400ft south of the intersection
of Harris Street and SH -69. This access location meets IDAPA minimum spacing requirement for driveway
distance downstream from a public road intersection.
2.) ITD's understanding is the development will be phased. Phase 1 will include approximately 50 residences and
take access only from SH -69. Phase 2 will include the remaining residences with additional access onto Harris
Street.
3.) ITD will require a Traffic Impact Study (TIS) for the intersection of Harris Street / SH -69 and the development's
direct access point to SH -69. The TIS needs to include analysis for the two phases. The first phase for
development using only the SH -69 access point; the second phase at full build -out.
4.) The development is proposing to signalize the intersection of Harris Street and SH -69. Per IDAPA 39.03.42
SH -69 is a Regional Route and the development is situated in a transitional area. ITD does not currently have a
l4Akp
Your Safety • Your Mobility IDAHO TRANSPORTATION DEPARTMENT
x P.O. Box 8028 • Boise, ID 83707-2028
Your Economic Opportunity (208) 334-8300 • itd.idaho.gov
'MONID
corridor plan for the SH -69 corridor and therefore IDAPA identifies minimum signal spacing to be at the
one-half mile. The proposed signalization is in alignment with IDAPA regulations.
The TIS will need to include a signal warrant. If a signal is warranted, ITD would permit it as temporary until
such time that a SH -69 corridor plan is completed with results showing whether a signal at the intersection of
Harris and SH -69 is the desired permanent intersection treatment. If an alternative intersection treatment is
identified in the corridor study, the signal may remain until that intersection treatment is funded and
constructed. ITD does not currently have a funded corridor study.
If you have any other questions or concerns, please contact me at erika.bowen@itd.idaho.gov or (208) 265-4312,
extension #7.
Sincerely,
(f" -/� &"
Erika Bowen
District Traffic Technical Engineer
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
Study: THOM0184 File Name : Meridian Rd & Harris St -Rumple Ln
Intersection: Meridian Rd / Harris St Site Code : 00000000
City, State: Meridian, Idaho Start Date : 9/26/2018
Control: Stop Sign Page No : 1
rranns Printed- t.enern] Traffic
04:00 PM
2
Meridian Road
6
0
Rumple Lane
9
0
Meridian Road
0
9
Harris Street
230
3
0
235
From
North
4
0
From East
671
04:15 PM
From South
386
6
From West
394
8
0
Start
Right
ThrU
Lett
Peds
aaa. rmm
Right
ThrU
Lett
Peds
APP.—
Right
Thru
Lett
Peds
,tap. coral
Right
ThrU
Left
Peds
saa. r—
Int Toml
Time
0
2
0
254
1
0
255
1
0
2
0
3
610
04:45 PM
1
396
6
0
403
1
0
07:00 AM
2
128
1
0
131
6
0 0 0
6
0
335
0
0
335
2
0
1
0
3
475
07:15 AM
0
165
0
0
165
6
0 0 0
6
0
408
0
0
408
2
0
7
0
9
588
07:30 AM
2
157
2
0
161
8
0 0 1
9
l
348
1
0
350
0
0
1
0
1
521
07:45 AM
2
140
3
0
145
5
0 0 0
5
0
364
0
0
364
2
0
2
0
4
518
Total
6
590
6
0
602
25
0 0 1
26
1
1455
1
0
1457
6
0
11
0
17
2102
08:00 AM
2
130
5
0
137
3
1 0 0
4
0
280
0
0
280
1
0
3
0
4
425
08:15 AM
1
140
3
0
144
5
0 0 0
5
1
292
0
0
293
3
0
3
1
7
449
08:30 AM
0
132
4
0
136
2
0 0 0
2
0
282
0
0
282
3
0
1
0
4
424
08:45 AM
0
153
1
0
154
6
0 0 0
6
0
266
1
0
267
6
0
0
0
6
433
Total
3
555
13
0
571
16
1 0 0
17
1
1120
1
0
1122
13
0
7
1
21
1731
04:00 PM
2
413
6
0
421
9
0
0
0
9
2
230
3
0
235
2
0
4
0
6
671
04:15 PM
2
386
6
0
394
8
0
0
0
8
1
213
2
0
216
1
0
0
0
1
619
04:30 PM
2
342
6
0
350
2
0
0
0
2
0
254
1
0
255
1
0
2
0
3
610
04:45 PM
1
396
6
0
403
1
0
0
0
1
0
216
2
0
218
1
0
1
0
2
624
Total
7
1537
24
0
1568
20
0
0
0
20
3
913
8
0
924
5
0
7
0
12
2524
05:00 PM
1
407
8
0
416
1
0
0
0
1
0
229
1
0
230
0
0
0
0
0
647
05:15 PM
5
415
1
0
421
4
0
1
0
5
1
234
3
0
238
2
0
2
0
4
668
05:30 PM
2
443
7
0
452
7
0
0
0
7
0
212
2
0
214
1
0
0
0
1
674
05:45 PM
6
385
10
0
401
4
0
0
0
4
0
215
1
0
216
0
0
1
0
1
622
Total
14
1650
26
0
1690
16
0
1
0
17
1
890
7
0
898
3
0
3
0
6
2611
Grand Total
30
4332
69
0
4431
771
1
1
80
6
4378
17
0
4401
27
0
28
1
56
8968
Apprch %
0.7
97.8
1.6
0
96.2
1.2
1.2
1.2
0.1
99.5
0.4
0
48.2
0
50
1.8
Total %
0.3
48.3
0.8
0
49.4
0.9
0
0
0
0.9
0.1
48.8
0.2
0
49.1
0.3
0
0.3
0
0.6
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
Study: THOM0184 File Name : Meridian Rd & Harris St -Rumple Ln
Intersection: Meridian Rd / Harris St Site Code : 00000000
City, State: Meridian, Idaho Start Date : 9/26/2018
Control: Stop Sign Page No : 2
Meridian Road
Out In Total
4483 44311 1 8914
30 4332 69I—LV
Right Thru Left Peds
��
N� 1
�1
?
�
DO
o
North
A
m
r�
F
��
��
3
U)
)
9/26/2018
9/26/2018 07:00 AM
m
C4 =
9/26/2018 05:45 PM
r
o
o
General Traffic
n
N
mcn
'o
li
ao
—
Left Thru Ri ht Peds
17 4378 6 0
4360 E44R 8761
Out InTotal
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
Study: THOM0184 File Name : Meridian Rd & Harris St -Rumple Ln
Intersection: Meridian Rd / Harris St Site Code : 00000000
City, State: Meridian, Idaho Start Date : 9/26/2018
Control: Stop Sign Page No : 3
Peak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of I
Peak Hour for Entire Intersection Begins at 07:00 AM
07:00 AM
Meridian Road
Rumple Lane
Meridian Road
Harris Street
131
6
From North
From East
From South
From West
0
Start
Time
Right
ThruLeft
335
Peds
App.TOPoI
Right
Thru
Left
Peds
ppp.raa
Right
Thru
Left
Peds
App. Total
Right
Thru
Left
Peds
pppRos
tnt.Total
Peak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of I
Peak Hour for Entire Intersection Begins at 07:00 AM
07:00 AM
2
128
1
0
131
6
0
0
0
6
0
335
0
0
335
2
0
1
0
3
475
07:15 AM
0
165
0
0
165
6
0
0
0
6
0
408
0
0
408
2
0
7
0
9
588
07:30 AM
2
157
2
0
161
8
0
0
1
9
1
348
1
0
350
0
0
1
0
1
521
07:45 AM
2
140
3
0
145
5
0
0
0
5
0
364
0
0
364
2
0
2
0
4
518
Total Volume
6
590
6
0
602
25
0
0
1
26
1
1455
1
0
1457
6
0
11
0
17
2102
App.
1
98
1
0
96.2
0
0
3.8
0.1
99.9
0.1
0
353
0
64.7
0
PHF
.750
.894
.500
.000
.912
.781
.000
.000
.250
.722
.250
.892
.250
.000
.893
.750
.000
.393
.000
.472
.894
Meridian Road
Out In Total
1491 602 2093
61 5901 61 0
Right Thru Left Peds
Peak Hour Data
4 -el
�O
a 2
North
A
m r`
�
��
c
�
c
y —
Peak Hour Begins at 07:00 A
_
ro m
x
t
General Traffic
r
C o
rn r
Oo
a)ww
CD
o
a
F+
Left Thru Ri ht Peds
1 1455 1 0
596 Ejli57 2053
Out InTotal
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
Study: THOM0184 File Name : Meridian Rd & Harris St -Rumple Ln
Intersection: Meridian Rd / Harris St Site Code : 00000000
City, State: Meridian, Idaho Start Date : 9/26/2018
Control: Stop Sign Page No : 4
Peak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Each Aivroach Begins at:
Meridian Road
Rumple Lane
Meridian Road
Harris Street
From North
From East
From South
From West
Start
Time
Right
Thru
Left
Peds
App.To[al
Right
Thru
Left
Peds
App.Tatal
Right
Thru
Left
Peds
App.Tatal
Right
Thru
Left
Peds
App. Tom
Peak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Each Aivroach Begins at:
Int. Tahl
07:15 AM
Meridian Road
07:00 AM
In - Peak Hour: 07:15 AM
07:00 AM
608
08:00 AM
6 592 10 0
+0 mins.
0
165
0
0
165
6
0
0
0
6
0
335
0
0
335
1
0
3
0
4
+15 mins.
2
157
2
0
161
6
0
0
0
6
0
408
0
0
408
3
0
3
1
7
+30 mins.
2
140
3
0
145
8
0
0
1
9
1
348
1
0
350
3
0
1
0
4
+45 mins.
2
130
5
0
137
5
0
0
0
5
0
364
0
0
364
6
0
0
0
6
Total volume
6
592
10
0
608
25
0
0
1
26
1
1455
1
0
1457
13
0
7
1
21
App. Total
1
97.4
1.6
0
96.2
0
0
3.8
0.1
99.9
0.1
0
61.9
0
33.3
4.8
PHF
.750
.897
.500
.000
.921
1 .781
.000
.000
.250
.722
1 .250
.892
.250
.000
.893
1 .542
.000
.583
.250
.750
Int. Tahl
Meridian Road
In - Peak Hour: 07:15 AM
608
6 592 10 0
Right Thru Left Peds
Peak Hour Data
<�
3
Q
0
0
North
m ;o
O N
2
H
2 O
=�
N=
� .
General Traffic
N c m
N
CD
�x
rn r
V7
2
a
Q�
o CD
c
m
0
D
a
CL
T r
Left Thru Ri ht Peds
1 1455 1 0
1457
In - Peak Hour: 07:00 AM
Int. Tahl
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
Study: THOM0184 File Name : Meridian Rd & Harris St -Rumple Ln
Intersection: Meridian Rd / Harris St Site Code : 00000000
City, State: Meridian, Idaho Start Date : 9/26/2018
Control: Stop Sign Page No : 5
Peak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Beizins at 04:45 PM
04:45 PM
Meridian Road
Rumple Lane
Meridian Road
Harris Street
403
1
From North
From East
From South
From West
0
Start
2
0
218
1
0
1
0
2
624
05:00 PM
1
407
8
0
416
1
0
0
0
1
0
229
Right
Thru
Zeit
Peds
App. Total
Righ[
Thru
Left
Peds
App. Total
Right
Thru
Left
Peds
App. Total
Right
Thru
Left
Peds
App. Tow
tnt.Tomt
Time
3
0
238
2
0
2
0
4
668
05:30 PM
2
443
7
0
452
7
0
0
0
7
0
Peak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Beizins at 04:45 PM
04:45 PM
1
396
6
0
403
1
0
0
0
1
0
216
2
0
218
1
0
1
0
2
624
05:00 PM
1
407
8
0
416
1
0
0
0
1
0
229
1
0
230
0
0
0
0
0
647
05:15 PM
5
415
1
0
421
4
0
1
0
5
1
234
3
0
238
2
0
2
0
4
668
05:30 PM
2
443
7
0
452
7
0
0
0
7
0
212
2
0
214
1
0
0
0
1
674
Total volume
9
1661
22
0
1692
13
0
1
0
14
1
891
8
0
900
4
0
3
0
7
2613
% App.Total
0.5
98.2
1.3
0
92.9
0
7.1
0
0.1
99
0.9
0
57.1
0
42.9
0
PHF
.450
.937
.688
.000
.936
.464
.000
.250
.000
.500
.250
.952
.667
.000
.945
.500
.000
.375
.000
.438
.969
Meridian Road
Out In Total
9071 1 2599
91 16611 221 0
Right Thu Left Peds
Peak Hour Data
N
F-
Cl) ��
J
Zl
w
0
�
o 2
North
r
�2
3
c
N —
Peak Hour Begins at 04:45 P
3 m
m
x
o
General TrafficCD
r
��
o y
N
CL
CD
N �
V
Left Thru Ri ht Peds
1 1
1666 F 9001 F25661
Out In Total
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
Study: THOM0184 File Name : Meridian Rd & Harris St -Rumple Ln
Intersection: Meridian Rd / Harris St Site Code : 00000000
City, State: Meridian, Idaho Start Date : 9/26/2018
Control: Stop Sign Page No : 6
Peak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Each Approach Beizins at:
Meridian Road
Rumple Lane
Meridian Road
Harris Street
From North
From East
From South
From West
Start
04:30 PM
1692
04:00 PM
9 1661 22T!0
+0 mins.
1
396
6
0
403
9
0
0
0
Time
Right
Thru
Left
Peds
App. Tome
Right
Thru
Left
0
+15 mins.
1
eft
Peds
App. Tocol
Right
Thru
Left
Peds
App.—ml
Peak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Each Approach Beizins at:
Int:Tot'i
04:45 PM
Meridian Road
04:00 PM
In - Peak Hour: 04:45 PM
04:30 PM
1692
04:00 PM
9 1661 22T!0
+0 mins.
1
396
6
0
403
9
0
0
0
9
0
254
1
0
255
2
0
4
0
6
+15 mins.
1
407
8
0
416
8
0
0
0
8
0
216
2
0
218
1
0
0
0
1
+30 mins.
5
415
1
0
421
2
0
0
0
2
0
229
1
0
230
1
0
2
0
3
+45 mins.
2
443
7
0
452
1
0
0
0
1
1
234
3
0
238
1
0
1
0
2
Total volume
9
1661
22
0
1692
20
0
0
0
20
1
933
7
0
941
5
0
7
0
12
App. Total
0.5
98.2
1.3
0
100
0
0
0
0.1
99.1
0.7
0
41.7
0
58.3
0
P11F
.450
.937
.688
.000
.936
1 .556
.000
.000
.000
.556
1 .250
.918
.583
.000
.923
1 .625
.000
.438
.000
.500
Int:Tot'i
Meridian Road
In - Peak Hour: 04:45 PM
1692
9 1661 22T!0
Right Thru Le, ft Peds
Peak Hour Data
CL
d
J
NO
o
o
North
-13
;0
=a
o
o
I =
General Traffic
ro m
�Y m
ai
t
i
r
on r
A �
2
CL
(r
C:,
om
0
cLl
m
a
0
T r
Left Thru Ri ht Peds
7 933 1 0
941
In - PeakHour: 04:30 PM
Int:Tot'i
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
Study: THOM0184 File Name : Meridian Rd & Harris St -Rumple Ln
Intersection: Meridian Rd / Harris St Site Code : 00000000
City, State: Meridian, Idaho Start Date : 9/26/2018
Control: Stop Sign Page No : 7
Meridian Road & HarrisStreet/Rumple Lane
:. C21 "_
Image 1
TRAFFIC IMPACT STUDY
u i r
BILTMORE ESTATES SUBDIVISION
MERIDIAN, IDAHO
4 .
VICTORY ROAD
111111111► 4000►
r.
'WM
BILTMORE 1'
ESTATES f .
SUBDIUISIQN t
r �
—,i a.� -- RUMPLE LANE
NTS HARRIS STREET
01 D
oc
LEGEND: Z2
Z2
- PRINCIPAL ARTERIAL
-- MINOR ARTERIAL
- COLLECTOR STREET
Figure 5. Site traffic distribution
ISIX MILE ENGINEERING, PA FEBRUARY T, 2014 PAGE 21
TRAFFIC IMPACT ,STUDY
00
NTS
p
120
}
PHASE 1
HARRIS
m
BILTMORE ESTATES SUBDIVISION
MERIDIAN, IDAHO
�to)
41 VICTORY ROAD
LEGEND:
---
PRINCIPAL ARTERIAL
MINOR ARTERIAL
-
COLLECTOR STREET
XXJXX)
AMJPM) PEAK HOUR TRAFFIC VOLUMES (VPH)
FT,X—XX
AVERAGE DAILY TRAFFIC (VPD)
O
1
CHANNELIZATION
LU
J
TRAFFIC SIGNAL
OLU
STOP SIGN
dip
STUDY INTERSECTION
Figure 6. 2016 (Phase 1) Site traffic
mm
RUMPLE LANE
S '2-
10
r0 WL
3-7 k --
`7 2-
y b
'yb
aSIX MILE ENGINEERING, PA FEBRUARY 7, 2014 PAGE 22
r
TRAFFIC IMPACT STUDY
U
- j
HARRIS STA
Gi2AYCLIFF
SUBDIVISION
:2
a
O
z
s
cl
GRAYCLIFF SUBDIVISION
MERIDIAN, IDAHO
NTS
VICTORY ROAD
"o
RUMPLE LANE
LEGEND:
- PRINCIPAL ARTERIAL
MINOR ARTERIAL
- COLLECTOR STREET
Figure S. Site traffic distribution
ISIX MILE ENGINEERING, PA MAY 4, 2015 PAGE 20
GRAYClIFF SUBDIVISION
TRAFFIC IMPACT .STUDY MERIDIAN, IDAHO
a
Q
0
—
PRINCIPAL ARTERIAL
L—
a
a
1
S
�/'
/
�51Dk
4
XX(XX)
XXX
I
*
Gf
J
NTS
a
C+
HARRIS
GRAYCLIFF
L 2 7 VICTORY ROAD
In �-
pRv
�N A
4
v
RUMPLE LANE
SUBDIVISION
LEGEND:
—
PRINCIPAL ARTERIAL
L—
MINOR ARTERIAL
1
S
�/'
/
�51Dk
�
M
XX(XX)
XXX
I
*
COLLECTOR STREET
AM(PM) PEAK HOUR TRAFFIC VOLUMES (VPH)
AVERAGE DAILY TRAFFIC (VPD)
CHANNELIZATION
TRAFFIC SIGNAL
J
IM
• STOP SIGN
0 STUDY INTERSECTION
Figure S. 2019 (Build -out) site traffic
ASIX MILE ENGINEERING, IPA MAY A, 2015 PAGE 21
TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION
MERIDIAN, IDAHO
D 0 0
x x
LU�� Z
� Q
z 0
J Q LU
i1?
VICTORY ROAD
i .{yi LTA
MU10
o'T TIT
,arts.
IS STREET i RUMPLE LANE
Figure 5. Site traffic distribution
SIX MILE ENGINEERING, PA FEBRUARY 2, 2016 PAGE 25
TRAFFIC IMPACT STUDY
❑
0
Cr
w
w
Z
fi80{Q� 'j
PHASE 1
BRUNDAGE ESTATES SUBDIVISION
MERIDIAN, IDAHO
L... .
r z�o 0
�ar�q o00
.i i.f .� r
I} rr-i i
LEGEND:
PRINCIPAL ARTERIAL
-- MINOR ARTERIAL
COLLECTOR STREET
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SIX MILE ENGINEERING, PA FEBRUARY 2, 2016 PAGE 26
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Figure 6. 2020 (Phase 1) site traffic
SIX MILE ENGINEERING, PA FEBRUARY 2, 2016 PAGE 26
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Figure 6. 2020 (Phase 1) site traffic
SIX MILE ENGINEERING, PA FEBRUARY 2, 2016 PAGE 26
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HCM 2010 TWSC 2021 Background
1: SH 69 & Harris Street/Rumple Lane AM Peak Hour
Intersection
Minor2
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- - 221
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SBT
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6.94
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-
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-
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-
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-
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90
90
90
90
90
90
90
90
90
90
90
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2
2
2
2
2
2
2
2
2
2
2
2
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0
11
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0
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3
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1
7
696
27
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875
- - 221
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Major2
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1574
2433
348
2085
2460
859
723
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710
710
-
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1723
-
-
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864
1723
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362
737
-
-
- - - - -
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7.54
6.54
6.94
7.54
6.54
6.94
4.14
- - 4.14
Critical Hdwy Stg 1
6.54
5.54
-
6.54
5.54
-
-
- - - -
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6.54
5.54
-
6.54
5.54
-
-
- - -
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4.02
3.32
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3.32
2.22
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31
648
30
30
300
875
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Stage 1
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435
-
92
142
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-
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315
142
-
629
423
-
-
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30
648
29
29
300
875
- - 365
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221
123
-
87
128
-
-
- - - -
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427
92
142
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-
- - - -
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142
606
415
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-
- - - -
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EB
WB
NB
SB
HCM Control Delay, s
26
18.3
0
0.1
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D
C
Minor Lane/Major Mvmt
NBL
NBT NBR EBLn1 EBLn2WBLn1
SBL SBT SBR
Capacity (veh/h)
875
- - 221
648
300
365 -
HCM Lane V/C Ratio
0.004
- - 0.312
0.017
0.1
0.018 -
HCM Control Delay (s)
9.1
- - 28.5
10.7
18.3
15 -
HCM Lane LOS
A
- - D
B
C
C -
HCM 95th %tile Q(veh)
0
- - 1.3
0.1
0.3
0.1
Notes
-: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
HCM 2010 TWSC 2021 Background
1: SH 69 & Harris Street/Rumple Lane PM Peak Hour
Intersection
Minor2
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SBL SBT SBR
Minor1
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- - 68
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Major2
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909
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1887
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Vii
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None
Storage Length
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305
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-
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-
-
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-
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-
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-
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-
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-
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-
Peak Hour Factor
97
97
97
97
97
97
97
97
97
97
97
97
Heavy Vehicles, %
2
2
2
2
2
2
2
2
2
2
2
2
Mvmt Flow
36
0
7
1
0
14
13
975
1
24
1818
69 -
Major/Minor
Minor2
NBT NBR EBLn1 EBLn2WBLn1
SBL SBT SBR
Minor1
313
- - 68
Major1
Major2
Conflicting Flow All
2380
2868
909
1959
2937
488
1887
0 0 976 0 0
Stage 1
1866
1866
-
1002
1002
-
-
- - - - -
Stage 2
514
1002
-
957
1935
-
-
- - - - -
Critical Hdwy
7.54
6.54
6.94
7.54
6.54
6.94
4.14
- - 4.14
Critical Hdwy Stg 1
6.54
5.54
-
6.54
5.54
-
-
- - - -
Critical Hdwy Stg 2
6.54
5.54
-
6.54
5.54
-
-
- - -
Follow-up Hdwy
3.52
4.02
3.32
3.52
4.02
3.32
2.22
- - 2.22 - -
Pot Cap -1 Maneuver
-18
16
278
38
15
526
313
- - 703
Stage 1
75
121
-
260
318
-
-
- - - - -
Stage 2
511
318
-
277
111
-
Platoon blocked, %
- - - -
Mov Cap -1 Maneuver
-17
15
278
35
14
526
313
- - 703
Mov Cap -2 Maneuver
68
102
-
168
85
-
-
- - - -
Stage 1
72
117
-
249
305
-
-
- - - -
Stage 2
476
305
-
261
107
-
-
- - - -
Approach
EB
WB
NB
SB
HCM Control Delay, s
91.9
13.1
0.2
0.1
HCM LOS
F
B
Minor Lane/Major Mvmt
NBL
NBT NBR EBLn1 EBLn2WBLn1
SBL SBT SBR
Capacity (veh/h)
313
- - 68
278
461
703 -
HCM Lane V/C Ratio
0.043
- - 0.531
0.026
0.034
0.034
HCM Control Delay (s)
17
- - 106.6
18.3
13.1
10.3 -
HCM Lane LOS
C
- - F
C
B
B
HCM 95th %tile Q(veh)
0.1
- - 2.2
0.1
0.1
0.1
Notes
-: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
HCM 2010 TWSC 2021 Total
1: SH 69 & Harris Street/Rumple Lane AM Peak Hour
Intersection
Minor2
NBT NBR EBLn1 EBLn2WBLn1
SBL SBT SBR
Minor1
868
- - 216
Major1
Major2
Conflicting Flow All
1600
2474
353
Int Delay, s/veh
1.1
874
733
0 0 1748 0 0
Stage 1
720
720
-
1754
1754
-
-
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
7.54
'fir
6.94
4.14
- - 4.14
Critical Hdwy Stg 1
Vii
tt�
-
)
ft
r
Traffic Vol, veh/h
62
0
10
0
0
27
3
1572
1
6
635
24
Future Vol, veh/h
62
0
10
0
0
27
3
1572
1
6
635
24
Conflicting Peds, #/hr
0
0
0
0
0
0
0
0
0
0
0
0
Sign Control
Stop
Stop
Stop
Stop
Stop
Stop
Free
Free
Free
Free
Free
Free
RT Channelized
-
-
None
-
-
None
-
-
None
-
27
None
Storage Length
150
-
216
118
-
83
100
-
-
100
Stage 1
175
Veh in Median Storage,
# -
2
137
-
2
-
-
0
-
-
0
-
Grade, %
-
0
-
0
EB
-
0
WB
-
0
-
Peak Hour Factor
90
90
90
90
90
90
90
90
90
90
90
90
Heavy Vehicles, %
2
2
2
2
2
2
2
2
2
2
2
2
Mvmt Flow
69
0
11
0
0
30
3
1747
1
7
706
27
Major/Minor
Minor2
NBT NBR EBLn1 EBLn2WBLn1
SBL SBT SBR
Minor1
868
- - 216
Major1
Major2
Conflicting Flow All
1600
2474
353
2121
2501
874
733
0 0 1748 0 0
Stage 1
720
720
-
1754
1754
-
-
- - - - -
Stage 2
880
1754
-
367
747
-
-
- - - - -
Critical Hdwy
7.54
6.54
6.94
7.54
6.54
6.94
4.14
- - 4.14
Critical Hdwy Stg 1
6.54
5.54
-
6.54
5.54
-
-
- - - -
Critical Hdwy Stg 2
6.54
5.54
-
6.54
5.54
-
-
- - -
Follow-up Hdwy
3.52
4.02
3.32
3.52
4.02
3.32
2.22
- - 2.22 - -
Pot Cap -1 Maneuver
71
29
643
29
28
293
868
- - 355
Stage 1
385
430
-
88
137
-
-
- - - - -
Stage 2
308
137
-
625
418
-
-
Platoon blocked, %
- - - -
Mov Cap -1 Maneuver
-63
28
643
28
27
293
868
- - 355
Mov Cap -2 Maneuver
216
118
-
83
124
-
-
- - - -
Stage 1
384
421
-
88
137
-
-
- - - -
Stage 2
276
137
-
602
410
-
-
- - - -
Approach
EB
WB
NB
SB
HCM Control Delay, s
26.7
18.7
0
0.1
HCM LOS
D
C
Minor Lane/Major Mvmt
NBL
NBT NBR EBLn1 EBLn2WBLn1
SBL SBT SBR
Capacity (veh/h)
868
- - 216
643
293
355 -
HCM Lane V/C Ratio
0.004
- - 0.319
0.017
0.102
0.019
HCM Control Delay (s)
9.2
- - 29.3
10.7
18.7
15.3
HCM Lane LOS
A
- - D
B
C
C
HCM 95th %tile Q(veh)
0
- - 1.3
0.1
0.3
0.1
Notes
-: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
HCM 2010 TWSC 2021 Total
2: SH 69 & Solaris Street AM Peak Hour
Intersection
Int Delay, s/veh 0.2
Movement EBL EBR NBL NBT SBT
Lane Configurations
Y
) ft
ti�
Traffic Vol, veh/h
28
1 1 1548
636
Future Vol, veh/h
28
1 1 1548
636
Conflicting Peds, #/hr
0
0 0 0
0
Sign Control Stop
Stop
Free
Free
Free
Free
RT Channelized -
None
-
None
-
None
Storage Length 0
-
150
-
0
- 0.4 -
Veh in Median Storage, # 2
-
-
0
0
-
Grade, % 0
-
-
0
0
-
Peak Hour Factor 90
90
90
90
90
90
Heavy Vehicles, % 2
2
2
2
2
2
Mvmt Flow 31
1
1
1720
707
10
Major/Minor Minor2
Majorl
Major2
Conflicting Flow All 1574
359
717
0
-
0
Stage 1 712
-
-
-
Stage 2 862
-
-
-
-
-
Critical Hdwy 6.84
6.94
4.14
Critical Hdwy Stg 1 5.84
-
-
-
-
-
Critical Hdwy Stg 2 5.84
-
-
-
Follow-up Hdwy 3.52
3.32
2.22
-
-
-
Pot Cap -1 Maneuver 101
638
880
Stage 1 447
-
-
-
-
-
Stage 2 374
-
-
Platoon blocked, %
-
-
-
Mov Cap -1 Maneuver 101
638
880
Mov Cap -2 Maneuver 288
-
-
-
-
-
Stage 1 447
-
Stage 2 374
-
Approach EB
NB
SB
HCM Control Delay, s 18.7
0
0
HCM LOS C
Minor Lane/Major Mvmt
NBL
NBT EBLn1 SBT SBR
Capacity (veh/h)
880
- 294 -
HCM Lane V/C Ratio
0.001
- 0.11 -
HCM Control Delay (s)
9.1
- 18.7 -
HCM Lane LOS
A
- C -
HCM 95th %tile Q(veh)
0
- 0.4 -
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
HCM 2010 TWSC 2021 Total
1: SH 69 & Harris Street/Rumple Lane PM Peak Hour
Intersection
Int Delay, s/veh
Movement
1.6
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
2987
'fir
1918
0 0 995 0 0
Stage 1
1897
Vii
tt�
1021
)
ft
r
Traffic Vol, veh/h
35
0
7
1
0
14
13
964
1
23
1794
67
Future Vol, veh/h
35
0
7
1
0
14
13
964
1
23
1794
67
Conflicting Peds, #/hr
0
0
0
0
0
0
0
0
0
0
0
0
Sign Control
Stop
Stop
Stop
Stop
Stop
Stop
Free
Free
Free
Free
Free
Free
RT Channelized
-
-
None
-
-
None
-
-
None
-
-
None
Storage Length
150
-
-
271
107
-
100
-
100
175
Veh in Median Storage,
# -
2
-
2
-
-
0
-
-
0
-
Grade, %
-
0
65
-
0
164
-
0
-
-
0
-
Peak Hour Factor
97
97
97
97
97
97
97
97
97
97
97
97
Heavy Vehicles, %
2
2
2
2
2
2
2
2
2
2
2
2
Mvmt Flow
36
0
7
1
0
14
13
994
1
24
1849
69
Major/Minor
Minor2
NBT NBR EBLn1 EBLn2WBLn1
SBL SBT SBR
Minor1
305
- - 65
Major1
Major2
Conflicting Flow All
2420
2918
925
1994
2987
498
1918
0 0 995 0 0
Stage 1
1897
1897
-
1021
1021
-
-
- - - - -
Stage 2
523
1021
-
973
1966
-
-
- - - - -
Critical Hdwy
7.54
6.54
6.94
7.54
6.54
6.94
4.14
- - 4.14
Critical Hdwy Stg 1
6.54
5.54
-
6.54
5.54
-
-
- - - -
Critical Hdwy Stg 2
6.54
5.54
-
6.54
5.54
-
-
- - -
Follow-up Hdwy
3.52
4.02
3.32
3.52
4.02
3.32
2.22
- - 2.22 - -
Pot Cap -1 Maneuver
-17
15
271
36
14
518
305
- - 691
Stage 1
72
116
-
253
312
-
-
- - - - -
Stage 2
505
312
-
271
107
-
Platoon blocked, %
- - - -
Mov Cap -1 Maneuver
-16
14
271
33
13
518
305
- - 691
Mov Cap -2 Maneuver
65
98
-
164
81
-
-
- - - -
Stage 1
69
112
-
242
299
-
-
- - - -
Stage 2
470
299
-
255
103
-
-
- - - -
Approach
EB
WB
NB
SB
HCM Control Delay, s
98.7
13.2
0.2
0.1
HCM LOS
F
B
Minor Lane/Major Mvmt
NBL
NBT NBR EBLn1 EBLn2WBLn1
SBL SBT SBR
Capacity (veh/h)
305
- - 65
271
453
691 -
HCM Lane V/C Ratio
0.044
- - 0.555
0.027
0.034
0.034
HCM Control Delay (s)
17.3
- - 114.7
18.6
13.2
10.4 -
HCM Lane LOS
C
- - F
C
B
B
HCM 95th %tile Q(veh)
0.1
- - 2.3
0.1
0.1
0.1
Notes
-: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
HCM 2010 TWSC 2021 Total
2: SH 69 & Solaris Street PM Peak Hour
Intersection
Int Delay, s/veh 0.4
Movement
EBL
EBR
NBL
NBT
SBT
SBt
Lane Configurations
Y
0
)
ft
ti�
-
Traffic Vol, veh/h
18
1
2
960
1771
31
Future Vol, veh/h
18
1
2
960
1771
31
Conflicting Peds, #/hr
0
0
0
0
0
0
Sign Control
Stop
Stop
Free
Free
Free
Free
RT Channelized
-
None
-
None
-
None
Storage Length
0
-
100
-
93
-
Veh in Median Storage,
# 2
-
-
0
0
-
Grade, %
0
-
-
0
0
-
Peak Hour Factor
90
90
90
90
90
90
Heavy Vehicles, %
2
2
2
2
2
2
Mvmt Flow
20
1
2
1067
1968
34
Major/Minor Minor2
Majorl
Major2
Conflicting Flow All
2523
1001
2002
0
- 0
Stage 1
1985
-
-
-
Stage 2
538
-
-
-
- -
Critical Hdwy
6.84
6.94
4.14
Critical Hdwy Stg 1
5.84
-
-
-
- -
Critical Hdwy Stg 2
5.84
-
-
-
Follow-up Hdwy
3.52
3.32
2.22
-
- -
Pot Cap -1 Maneuver
23
241
282
Stage 1
93
-
-
-
- -
Stage 2
549
-
-
Platoon blocked, %
-
- -
Mov Cap -1 Maneuver
23
241
282
Mov Cap -2 Maneuver
86
-
-
-
- -
Stage 1
92
-
- -
Stage 2
549
-
-
Approach
EB
NB
SB
HCM Control Delay, s
57.6
0
0
HCM LOS
F
Minor Lane/Major Mvmt
NBL
NBT
EBLn1
SBT SBR
Capacity (veh/h)
282
-
89
- -
HCM Lane V/C Ratio
0.008
-
0.237
- -
HCM Control Delay (s)
17.9
-
57.6
- -
HCM Lane LOS
C
-
F
- -
HCM 95th %tile Q(veh)
0
-
0.8
- -
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
HCM 2010 TWSC 2021 Total - Mitigation
2: SH 69 & Solaris Street AM Peak Hour
Intersection
Int Delay, s/veh 0.2
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 28
1
1
1548
636
9
Future Vol, veh/h 28
1
1
1548
636
9
Conflicting Peds, #/hr 0
0
0
0
0
0
Sign Control Stop
Stop
Free
Free
Free
Free
RT Channelized -
None
-
None
-
None
Storage Length 0
-
150
-
-
175
Veh in Median Storage, # 2
-
-
0
0
-
Grade, % 0
-
-
0
0
-
Peak Hour Factor 90
90
90
90
90
90
Heavy Vehicles, % 2
2
2
2
2
2
Mvmt Flow 31
1
1
1720
707
10
Major/Minor Minor2
Majorl
Major2
Conflicting Flow All 1569
354
717
0
-
0
Stage 1 707
-
-
-
Stage 2 862
-
-
-
-
-
Critical Hdwy 6.84
6.94
4.14
Critical Hdwy Stg 1 5.84
-
-
-
-
-
Critical Hdwy Stg 2 5.84
-
-
-
Follow-up Hdwy 3.52
3.32
2.22
-
-
-
Pot Cap -1 Maneuver 101
642
880
Stage 1 450
-
-
-
-
-
Stage 2 374
-
-
Platoon blocked, %
-
-
-
Mov Cap -1 Maneuver 101
642
880
Mov Cap -2 Maneuver 289
-
-
-
-
-
Stage 1 450
-
-
-
Stage 2 374
-
Approach EB
NB
SB
HCM Control Delay, s 18.7
0
0
HCM LOS C
Minor Lane/Major Mvmt
NBL
NBT
EBLn1
SBT
SBR
Capacity (veh/h)
880
-
295
-
HCM Lane V/C Ratio
0.001
-
0.109
-
HCM Control Delay (s)
9.1
-
18.7
-
HCM Lane LOS
A
-
C
-
HCM 95th %tile Q(veh)
0
-
0.4
-
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
HCM 2010 TWSC 2021 Total - Mitigation
2: SH 69 & Solaris Street PM Peak Hour
Intersection
Int Delay, s/veh 0.4
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations Y
)
ft
tt
r
Traffic Vol, veh/h 18
1
2
960
1771
31
Future Vol, veh/h 18
1
2
960
1771
31
Conflicting Peds, #/hr 0
0
0
0
0
0
Sign Control Stop
Stop
Free
Free
Free
Free
RT Channelized -
None
-
None
-
None
Storage Length 0
-
100
-
-
225
Veh in Median Storage, # 2
-
-
0
0
-
Grade, % 0
-
-
0
0
-
Peak Hour Factor 90
90
90
90
90
90
Heavy Vehicles, % 2
2
2
2
2
2
Mvmt Flow 20
1
2
1067
1968
34
Major/Minor Minor2
Majorl
Major2
Conflicting Flow All 2506
984
2002
0
-
0
Stage 1 1968
-
-
-
Stage 2 538
-
-
-
-
-
Critical Hdwy 6.84
6.94
4.14
Critical Hdwy Stg 1 5.84
-
-
-
-
-
Critical Hdwy Stg 2 5.84
-
-
-
Follow-up Hdwy 3.52
3.32
2.22
-
-
-
Pot Cap -1 Maneuver 23
248
282
Stage 1 95
-
-
-
-
-
Stage 2 549
-
-
Platoon blocked, %
-
-
-
Mov Cap -1 Maneuver 23
248
282
Mov Cap -2 Maneuver 88
-
-
-
-
-
Stage 1 94
-
-
-
-
Stage 2 549
-
-
Approach EB
NB
SB
HCM Control Delay, s 56.1
0
0
HCM LOS F
Minor Lane/Major Mvmt
NBL
NBT
EBLn1
SBT
SBR
Capacity (veh/h)
282
-
91
-
-
HCM Lane V/C Ratio
0.008
-
0.232
-
-
HCM Control Delay (s)
17.9
-
56.1
-
-
HCM Lane LOS
C
-
F
-
-
HCM 95th %tile Q(veh)
0
-
0.8
-
-
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
HCM 2010 TWSC 2025 Background
1: SH 69 & Harris Street/Rumple Lane AM Peak Hour
Intersection
Minor2
NBT NBR EBLn1 EBLn2WBLn1
SBL SBT SBR
Minor1
824
- - 195
Major1
Major2
Conflicting Flow All
1704
2633
_
Int Delay, s/veh
1.8
929
793
0 0 1858 0 0
Stage 1
769
769
-
1864
1864
-
-
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
7.54
'fir
6.94
4.14
- - 4.14
Critical Hdwy Stg 1
Vii
tt�
-
)
ft
r
Traffic Vol, veh/h
88
0
12
0
0
29
3
1671
1
7
678
36
Future Vol, veh/h
88
0
12
0
0
29
3
1671
1
7
678
36
Conflicting Peds, #/hr
0
0
0
0
0
0
0
0
0
0
0
0
Sign Control
Stop
Stop
Stop
Stop
Stop
Stop
Free
Free
Free
Free
Free
Free
RT Channelized
-
-
None
-
-
None
-
-
None
-
21
None
Storage Length
150
-
195
103
-
71
100
-
-
100
Stage 1
175
Veh in Median Storage,
# -
2
121
-
2
-
-
0
-
-
0
-
Grade, %
-
0
-
0
EB
-
0
WB
-
0
-
Peak Hour Factor
90
90
90
90
90
90
90
90
90
90
90
90
Heavy Vehicles, %
2
2
2
2
2
2
2
2
2
2
2
2
Mvmt Flow
98
0
13
0
0
32
3
1857
1
8
753
40
Major/Minor
Minor2
NBT NBR EBLn1 EBLn2WBLn1
SBL SBT SBR
Minor1
824
- - 195
Major1
Major2
Conflicting Flow All
1704
2633
377
2257
2673
929
793
0 0 1858 0 0
Stage 1
769
769
-
1864
1864
-
-
- - - - -
Stage 2
935
1864
-
393
809
-
-
- - - - -
Critical Hdwy
7.54
6.54
6.94
7.54
6.54
6.94
4.14
- - 4.14
Critical Hdwy Stg 1
6.54
5.54
-
6.54
5.54
-
-
- - - -
Critical Hdwy Stg 2
6.54
5.54
-
6.54
5.54
-
-
- - -
Follow-up Hdwy
3.52
4.02
3.32
3.52
4.02
3.32
2.22
- - 2.22 - -
Pot Cap -1 Maneuver
-59
23
621
22
22
269
824
- - 322
Stage 1
360
409
-
75
121
-
-
- - - - -
Stage 2
285
121
-
603
392
-
-
Platoon blocked, %
- - - -
Mov Cap -1 Maneuver
-51
22
621
21
21
269
824
- - 322
Mov Cap -2 Maneuver
195
103
-
71
109
-
-
- - - -
Stage 1
359
399
-
75
121
-
-
- - - -
Stage 2
250
121
-
575
382
-
-
- - - -
Approach
EB
WB
NB
SB
HCM Control Delay, s
37.1
20.2
0
0.2
HCM LOS
E
C
Minor Lane/Major Mvmt
NBL
NBT NBR EBLn1 EBLn2WBLn1
SBL SBT SBR
Capacity (veh/h)
824
- - 195
621
269
322 -
HCM Lane V/C Ratio
0.004
- - 0.501
0.021
0.12
0.024
HCM Control Delay (s)
9.4
- - 40.7
10.9
20.2
16.5
HCM Lane LOS
A
- - E
B
C
C -
HCM 95th %tile Q(veh)
0
- - 2.5
0.1
0.4
0.1
Notes
-: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
HCM 2010 TWSC 2025 Background
1: SH 69 & Harris Street/Rumple Lane PM Peak Hour
Intersection
Minor2
NBT NBR EBLn1 EBLn2WBLn1
SBL SBT SBR
Minor1
266
- - 53
Major1
Major2
Conflicting Flow All
2579
3107
_
Int Delay, s/veh
4.4
528
2068
0 0 1056 0 0
Stage 1
2019
2019
-
1088
1088
-
-
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
7.54
'fir
6.94
4.14
- - 4.14
Critical Hdwy Stg 1
Vii
tt�
-
)
ft
r
Traffic Vol, veh/h
52
0
9
1
0
15
16
1023
1
25
1908
98
Future Vol, veh/h
52
0
9
1
0
15
16
1023
1
25
1908
98
Conflicting Peds, #/hr
0
0
0
0
0
0
0
0
0
0
0
0
Sign Control
Stop
Stop
Stop
Stop
Stop
Stop
Free
Free
Free
Free
Free
Free
RT Channelized
-
-
None
-
-
None
-
-
None
-
9
None
Storage Length
150
-
-53
85
-
144
100
-
-
100
Stage 1
175
Veh in Median Storage,
# -
2
273
-
2
-
-
0
-
-
0
-
Grade, %
-
0
-
0
EB
-
0
WB
-
0
-
Peak Hour Factor
97
97
97
97
97
97
97
97
97
97
97
97
Heavy Vehicles, %
2
2
2
2
2
2
2
2
2
2
2
2
Mvmt Flow
54
0
9
1
0
15
16
1055
1
26
1967
101 Am
Major/Minor
Minor2
NBT NBR EBLn1 EBLn2WBLn1
SBL SBT SBR
Minor1
266
- - 53
Major1
Major2
Conflicting Flow All
2579
3107
984
2124
3208
528
2068
0 0 1056 0 0
Stage 1
2019
2019
-
1088
1088
-
-
- - - - -
Stage 2
560
1088
-
1036
2120
-
-
- - - - -
Critical Hdwy
7.54
6.54
6.94
7.54
6.54
6.94
4.14
- - 4.14
Critical Hdwy Stg 1
6.54
5.54
-
6.54
5.54
-
-
- - - -
Critical Hdwy Stg 2
6.54
5.54
-
6.54
5.54
-
-
- - -
Follow-up Hdwy
3.52
4.02
3.32
3.52
4.02
3.32
2.22
- - 2.22 - -
Pot Cap -1 Maneuver
-13
11
248
28
10
495
266
- - 655
Stage 1
60
101
-
230
290
-
-
- - - - -
Stage 2
480
290
-
248
90
-
Platoon blocked, %
- - - -
Mov Cap -1 Maneuver
-12
10
248
25
9
495
266
- - 655
Mov Cap -2 Maneuver
-53
85
-
144
64
-
-
- - - -
Stage 1
56
97
-
216
273
-
-
- - - -
Stage 2
437
273
-
229
86
-
-
- - - -
Approach
EB
WB
NB
SB
HCM Control Delay, s
217.3
13.7
0.3
0.1
HCM LOS
F
B
Minor Lane/Major Mvmt
NBL
NBT NBR EBLn1 EBLn2WBLn1
SBL SBT SBR
Capacity (veh/h)
266
- - 53
248
430
655
HCM Lane V/C Ratio
0.062
- - 1.011
0.037
0.038
0.039
HCM Control Delay (s)
19.4
- - 251.4
20.1
13.7
10.7 -
HCM Lane LOS
C
- - F
C
B
B
HCM 95th %tile Q(veh)
0.2
- - 4.5
0.1
0.1
0.1
Notes
-: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
HCM Signalized Intersection Capacity Analysis 2025 Background - Mitigation
1: SH 69 & Harris Street/Rumple Lane AM Peak Hour
-11 � 'r � t
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
142
1�
166
519
2718
132
2718
t
v/s Ratio Prot
c Critical Lane Group
tt
r*
Traffic Volume (vph)
88
0
12
0
0
29
3
1671
1
7
678
36
Future Volume (vph)
88
0
12
0
0
29
3
1671
1
7
678
36
Ideal Flow (vphpl)
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
Total Lost time (s)
6.0
6.0
13.5
0.0
6.0
0.0
6.0
6.0
0.2
6.0
6.0
6.0
Lane Util. Factor
1.00
1.00
2.5
3.7
1.00
2.8
1.00
0.95
E
1.00
0.95
1.00
Frt
1.00
0.85
Approach Delay (s)
0.86
59.7
1.00
1.00
1.00
1.00
0.85
Flt Protected
0.95
1.00
A
1.00
A
0.95
1.00
0.95
1.00
1.00
Satd. Flow (prot)
1676
1500
1526
1676
3353
1676
3353
1500
Flt Permitted
0.74
1.00
1.00
0.36
1.00
0.09
1.00
1.00
Satd. Flow (perm)
1299
1500
1526
641
3353
164
3353
1500
Peak -hour factor, PHF
0.90
0.90
0.90
0.90
0.90
0.90
0.90
0.90
0.90
0.91
0.91
0.91
Adj. Flow (vph)
98
0
13
0
0
32
3
1857
1
8
745
40
RTOR Reduction (vph)
0
12
0
0
29
0
0
0
0
0
0
8
Lane Group Flow (vph)
98
1
0
0
3
0
3
1858
0
8
745
32
Turn Type
Perm
NA
NA
Perm
NA
Perm
NA
Perm
Protected Phases
4
8
2
6
Permitted Phases
4
8
2
6
6
Actuated Green, G (s)
16.4
16.4
16.4
121.6
121.6
121.6
121.6
121.6
Effective Green, g (s)
16.4
16.4
16.4
121.6
121.6
121.6
121.6
121.6
Actuated g/C Ratio
0.11
0.11
0.11
0.81
0.81
0.81
0.81
0.81
Clearance Time (s)
6.0
6.0
6.0
6.0
6.0
6.0
6.0
6.0
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Lane Grp Cap (vph)
142
164
166
519
2718
132
2718
1216
v/s Ratio Prot
c Critical Lane Group
0.00
0.00
c0.55
0.22
vls Ratio Perm
c0.08
0.00
0.05
0.02
v/c Ratio
0.69
0.01
0.02
0.01
0.68
0.06
0.27
0.03
Uniform Delay, dl
64.4
59.6
59.6
2.7
6.0
2.8
3.5
2.7
Progression Factor
1.00
1.00
1.00
0.61
0.35
1.00
1.00
1.00
Incremental Delay, d2
13.5
0.0
0.1
0.0
0.4
0.9
0.2
0.0
Delay (s)
77.8
59.6
59.7
1.7
2.5
3.7
3.7
2.8
Level of Service
E
E
E
A
A
A
A
A
Approach Delay (s)
75.7
59.7
2.5
3.7
Approach LOS
E
E
A
A
Intersection Summa
HCM 2000 Control Delay
6.4 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio
0.68
Actuated Cycle Length (s)
150.0 Sum of lost time (s) 12.0
Intersection Capacity Utilization
70.6% ICU Level of Service C
Analysis Period (min)
15
c Critical Lane Group
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
HCM 2010 Signalized Intersection Summary 2025 Background - Mitigation
1: SH 69 & Harris Street/Rumple Lane AM Peak Hour
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
6.0
1�
115.0
23.0
115.0
23.0
Max Q Clear Time (g_c+ll ), s
ti
15.5
9.9
tt
r*
Traffic Volume (veh/h)
88
0
12
0
0
29
3
1671
1
7
678
36
Future Volume (veh/h)
88
0
12
0
0
29
3
1671
1
7
678
36
Number
7
4
14
3
8
18
5
2
12
1
6
16
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
Adj Sat Flow, veh/h/In
1765
1765
1800
1800
1765
1800
1765
1765
1800
1765
1765
1765
Adj Flow Rate, veh/h
98
0
13
0
0
32
3
1857
1
8
745
40
Adj No. of Lanes
1
1
0
0
1
0
1
2
0
1
2
1
Peak Hour Factor
0.90
0.90
0.90
0.90
0.90
0.90
0.90
0.90
0.90
0.91
0.91
0.91
Percent Heavy Veh, %
2
2
2
2
2
2
2
2
2
2
2
2
Cap, veh/h
164
0
156
0
0
156
572
2806
2
249
2736
1224
Arrive On Green
0.10
0.00
0.10
0.00
0.00
0.10
1.00
1.00
1.00
0.82
0.82
0.82
Sat Flow, veh/h
1372
0
1500
0
0
1500
686
3439
2
246
3353
1500
Grp Volume(v), veh/h
98
0
13
0
0
32
3
905
953
8
745
40
Grp Sat Flow(s),veh/h/In
1372
0
1500
0
0
1500
686
1676
1764
246
1676
1500
Q Serve(g_s), s
10.6
0.0
1.2
0.0
0.0
2.9
0.0
0.0
0.0
0.9
7.9
0.8
Cycle Q Clear(g_c), s
13.5
0.0
1.2
0.0
0.0
2.9
7.9
0.0
0.0
0.9
7.9
0.8
Prop In Lane
1.00
1.00
0.00
1.00
1.00
0.00
1.00
1.00
Lane Grp Cap(c), veh/h
164
0
156
0
0
156
572
1368
1440
249
2736
1224
V/C Ratio(X)
0.60
0.00
0.08
0.00
0.00
0.21
0.01
0.66
0.66
0.03
0.27
0.03
Avail Cap(c_a), veh/h
232
0
230
0
0
230
572
1368
1440
249
2736
1224
HCM Platoon Ratio
1.00
1.00
1.00
1.00
1.00
1.00
2.00
2.00
2.00
1.00
1.00
1.00
Upstream Filter(I)
1.00
0.00
1.00
0.00
0.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Uniform Delay (d), slveh
67.7
0.0
60.7
0.0
0.0
61.5
0.3
0.0
0.0
2.6
3.3
2.6
Incr Delay (d2), s/veh
3.5
0.0
0.2
0.0
0.0
0.6
0.0
2.5
2.4
0.2
0.2
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
0.0
0.0
0.0
%ile BackOfQ(50%),veh/In
4.2
0.0
0.5
0.0
0.0
1.2
0.0
1.0
1.0
0.1
3.7
0.3
LnGrp Delay(d),s/veh
71.2
0.0
61.0
0.0
0.0
62.2
0.3
2.5
2.4
2.9
3.5
2.7
LnGrp LOS
E
E
E
A
A
A
A
A
A
Approach Vol, vehlh
111
32
1861
793
Approach Delay, slveh
70.0
62.2
2.5
3.5
Approach LOS
E
E
A
A
Timer
Assigned Phs
2
4
6
8
Phs Duration (G+Y+Rc), s
128.4
21.6
128.4
21.6
Change Period (Y+Rc), s
6.0
6.0
6.0
6.0
Max Green Setting (Gmax), s
115.0
23.0
115.0
23.0
Max Q Clear Time (g_c+ll ), s
9.9
15.5
9.9
4.9
Green Ext Time (p -c), s
22.6
0.2
5.5
0.1
Intersection Summary
HCM 2010 Ctrl Delay
6.1
HCM 2010 LOS
A
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
HCM Signalized Intersection Capacity Analysis 2025 Background - Mitigation
1: SH 69 & Harris Street/Rumple Lane PM Peak Hour
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
92
1�
107
118
2846
383
2847
t
v/s Ratio Prot
c Critical Lane Group
tt
r*
Traffic Volume (vph)
52
0
9
1
0
15
16
1023
1
25
1908
98
Future Volume (vph)
52
0
9
1
0
15
16
1023
1
25
1908
98
Ideal Flow (vphpl)
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
Total Lost time (s)
6.0
6.0
13.2
0.0
6.0
2.2
6.0
6.0
1.6
6.0
6.0
6.0
Lane Util. Factor
1.00
1.00
2.0
2.2
1.00
1.9
1.00
0.95
E
1.00
0.95
1.00
Frt
1.00
0.85
Approach Delay (s)
0.87
64.9
1.00
1.00
1.00
1.00
0.85
Flt Protected
0.95
1.00
A
1.00
A
0.95
1.00
0.95
1.00
1.00
Satd. Flow (prot)
1676
1500
1535
1676
3352
1676
3353
1500
Flt Permitted
0.75
1.00
0.99
0.08
1.00
0.26
1.00
1.00
Satd. Flow (perm)
1316
1500
1518
140
3352
452
3353
1500
Peak -hour factor, PHF
0.90
0.90
0.90
0.90
0.90
0.90
0.95
0.95
0.95
0.94
0.94
0.94
Adj. Flow (vph)
58
0
10
1
0
17
17
1077
1
27
2030
104
RTOR Reduction (vph)
0
9
0
0
17
0
0
0
0
0
0
13
Lane Group Flow (vph)
58
1
0
0
1
0
17
1078
0
27
2030
91
Turn Type
Perm
NA
Perm
NA
Perm
NA
Perm
NA
Perm
Protected Phases
4
8
2
6
Permitted Phases
4
8
2
6
6
Actuated Green, G (s)
10.6
10.6
10.6
127.4
127.4
127.4
127.4
127.4
Effective Green, g (s)
10.6
10.6
10.6
127.4
127.4
127.4
127.4
127.4
Actuated g/C Ratio
0.07
0.07
0.07
0.85
0.85
0.85
0.85
0.85
Clearance Time (s)
6.0
6.0
6.0
6.0
6.0
6.0
6.0
6.0
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Lane Grp Cap (vph)
92
106
107
118
2846
383
2847
1274
v/s Ratio Prot
c Critical Lane Group
0.00
0.32
c0.61
vls Ratio Perm
c0.04
0.00
0.12
0.06
0.06
v/c Ratio
0.63
0.01
0.01
0.14
0.38
0.07
0.71
0.07
Uniform Delay, dl
67.8
64.8
64.8
1.9
2.5
1.8
4.3
1.8
Progression Factor
1.00
1.00
1.00
0.65
0.66
1.00
1.00
1.00
Incremental Delay, d2
13.2
0.0
0.0
2.2
0.3
0.4
1.6
0.1
Delay (s)
81.0
64.8
64.9
3.4
2.0
2.2
5.9
1.9
Level of Service
F
E
E
A
A
A
A
A
Approach Delay (s)
78.6
64.9
2.0
5.6
Approach LOS
E
E
A
A
Intersection Summa
HCM 2000 Control Delay
6.3 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio
0.71
Actuated Cycle Length (s)
150.0 Sum of lost time (s) 12.0
Intersection Capacity Utilization
75.4% ICU Level of Service D
Analysis Period (min)
15
c Critical Lane Group
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
HCM 2010 Signalized Intersection Summary 2025 Background - Mitigation
1: SH 69 & Harris Street/Rumple Lane PM Peak Hour
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
6.0
1�
118.0
20.0
118.0
20.0
Max Q Clear Time (g_c+ll ), s
ti
7.8
32.2
tt
r*
Traffic Volume (veh/h)
52
0
9
1
0
15
16
1023
1
25
1908
98
Future Volume (veh/h)
52
0
9
1
0
15
16
1023
1
25
1908
98
Number
7
4
14
3
8
18
5
2
12
1
6
16
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
Adj Sat Flow, veh/h/In
1765
1765
1800
1800
1765
1800
1765
1765
1800
1765
1765
1765
Adj Flow Rate, veh/h
58
0
10
1
0
17
17
1077
1
27
2030
104
Adj No. of Lanes
1
1
0
0
1
0
1
2
0
1
2
1
Peak Hour Factor
0.90
0.90
0.90
0.90
0.90
0.90
0.95
0.95
0.95
0.94
0.94
0.94
Percent Heavy Veh, %
2
2
2
2
2
2
2
2
2
2
2
2
Cap, veh/h
123
0
77
27
3
73
173
2986
3
501
2912
1303
Arrive On Green
0.05
0.00
0.05
0.05
0.00
0.05
1.00
1.00
1.00
0.87
0.87
0.87
Sat Flow, veh/h
1390
0
1500
31
53
1422
188
3437
3
521
3353
1500
Grp Volume(v), veh/h
58
0
10
18
0
0
17
525
553
27
2030
104
Grp Sat Flow(s),veh/h/In
1390
0
1500
1506
0
0
188
1676
1764
521
1676
1500
Q Serve(g_s), s
4.1
0.0
1.0
0.0
0.0
0.0
3.5
0.0
0.0
1.1
30.2
1.5
Cycle Q Clear(g_c), s
5.8
0.0
1.0
1.7
0.0
0.0
33.8
0.0
0.0
1.1
30.2
1.5
Prop In Lane
1.00
1.00
0.06
0.94
1.00
0.00
1.00
1.00
Lane Grp Cap(c), veh/h
123
0
77
103
0
0
173
1456
1532
501
2912
1303
V/C Ratio(X)
0.47
0.00
0.13
0.18
0.00
0.00
0.10
0.36
0.36
0.05
0.70
0.08
Avail Cap(c_a), veh/h
237
0
200
225
0
0
173
1456
1532
501
2912
1303
HCM Platoon Ratio
1.00
1.00
1.00
1.00
1.00
1.00
2.00
2.00
2.00
1.00
1.00
1.00
Upstream Filter(I)
1.00
0.00
1.00
1.00
0.00
0.00
1.00
1.00
1.00
1.00
1.00
1.00
Uniform Delay (d), slveh
70.1
0.0
67.9
68.3
0.0
0.0
3.9
0.0
0.0
1.4
3.3
1.4
Incr Delay (d2), s/veh
2.8
0.0
0.8
0.8
0.0
0.0
1.1
0.7
0.7
0.2
1.4
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/In
2.5
0.0
0.4
0.7
0.0
0.0
0.2
0.3
0.3
0.2
14.1
0.7
LnGrp Delay(d),s/veh
72.9
0.0
68.7
69.1
0.0
0.0
5.0
0.7
0.7
1.6
4.7
1.5
LnGrp LOS
E
E
E
A
A
A
A
A
A
Approach Vol, vehlh
68
18
1095
2161
Approach Delay, slveh
72.3
69.1
0.7
4.5
Approach LOS
E
E
A
A
Timer
Assigned Phs
2
4
6
8
Phs Duration (G+Y+Rc), s
136.3
13.7
136.3
13.7
Change Period (Y+Rc), s
6.0
6.0
6.0
6.0
Max Green Setting (Gmax), s
118.0
20.0
118.0
20.0
Max Q Clear Time (g_c+ll ), s
35.8
7.8
32.2
3.7
Green Ext Time (p -c), s
8.2
0.1
32.6
0.0
Intersection Summary
HCM 2010 Ctrl Delay
5.0
HCM 2010 LOS
A
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
HCM Signalized Intersection Capacity Analysis 2025 Total
1: SH 69 & Harris Street/Rumple Lane AM Peak Hour
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
206
1�
243
467
2550
99
2550
t
v/s Ratio Prot
c Critical Lane Group
tt
r*
Traffic Volume (vph)
146
0
15
0
0
29
4
1719
1
7
694
55
Future Volume (vph)
146
0
15
0
0
29
4
1719
1
7
694
55
Ideal Flow (vphpl)
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
Total Lost time (s)
6.0
6.0
17.7
0.0
6.0
0.0
6.0
6.0
0.3
6.0
6.0
6.0
Lane Util. Factor
1.00
1.00
6.2
6.2
1.00
4.5
1.00
0.95
D
1.00
0.95
1.00
Frt
1.00
0.85
Approach Delay (s)
0.86
53.5
1.00
1.00
1.00
1.00
0.85
Flt Protected
0.95
1.00
A
1.00
A
0.95
1.00
0.95
1.00
1.00
Satd. Flow (prot)
1676
1500
1526
1676
3353
1676
3353
1500
Flt Permitted
0.74
1.00
1.00
0.35
1.00
0.07
1.00
1.00
Satd. Flow (perm)
1299
1500
1526
615
3353
131
3353
1500
Peak -hour factor, PHF
0.90
0.90
0.90
0.90
0.90
0.90
0.90
0.90
0.90
0.91
0.91
0.91
Adj. Flow (vph)
162
0
17
0
0
32
4
1910
1
8
763
60
RTOR Reduction (vph)
0
14
0
0
21
0
0
0
0
0
0
14
Lane Group Flow (vph)
162
3
0
0
11
0
4
1911
0
8
763
46
Turn Type
Perm
NA
NA
Perm
NA
Perm
NA
Perm
Protected Phases
4
8
2
6
Permitted Phases
4
8
2
6
6
Actuated Green, G (s)
23.9
23.9
23.9
114.1
114.1
114.1
114.1
114.1
Effective Green, g (s)
23.9
23.9
23.9
114.1
114.1
114.1
114.1
114.1
Actuated g/C Ratio
0.16
0.16
0.16
0.76
0.76
0.76
0.76
0.76
Clearance Time (s)
6.0
6.0
6.0
6.0
6.0
6.0
6.0
6.0
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Lane Grp Cap (vph)
206
239
243
467
2550
99
2550
1141
v/s Ratio Prot
c Critical Lane Group
0.00
0.01
c0.57
0.23
vls Ratio Perm
c0.12
0.01
0.06
0.03
v/c Ratio
0.79
0.01
0.05
0.01
0.75
0.08
0.30
0.04
Uniform Delay, dl
60.6
53.1
53.4
4.3
10.0
4.6
5.6
4.4
Progression Factor
1.00
1.00
1.00
1.00
0.56
1.00
1.00
1.00
Incremental Delay, d2
17.7
0.0
0.1
0.0
0.6
1.6
0.3
0.1
Delay (s)
78.3
53.1
53.5
4.3
6.2
6.2
5.9
4.5
Level of Service
E
D
D
A
A
A
A
A
Approach Delay (s)
75.9
53.5
6.2
5.8
Approach LOS
E
D
A
A
Intersection Summa
HCM 2000 Control Delay
10.8 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio
0.76
Actuated Cycle Length (s)
150.0 Sum of lost time (s) 12.0
Intersection Capacity Utilization
75.4% ICU Level of Service D
Analysis Period (min)
15
c Critical Lane Group
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
HCM 2010 Signalized Intersection Summary 2025 Total
1: SH 69 & Harris Street/Rumple Lane AM Peak Hour
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
6.0
1�
103.0
35.0
103.0
35.0
Max Q Clear Time (g_c+ll ), s
ti
22.2
12.2
tt
r*
Traffic Volume (veh/h)
146
0
15
0
0
29
4
1719
1
7
694
55
Future Volume (veh/h)
146
0
15
0
0
29
4
1719
1
7
694
55
Number
7
4
14
3
8
18
5
2
12
1
6
16
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
Adj Sat Flow, veh/h/In
1765
1765
1800
1800
1765
1800
1765
1765
1800
1765
1765
1765
Adj Flow Rate, veh/h
162
0
17
0
0
32
4
1910
1
8
763
60
Adj No. of Lanes
1
1
0
0
1
0
1
2
0
1
2
1
Peak Hour Factor
0.90
0.90
0.90
0.90
0.90
0.90
0.90
0.90
0.90
0.91
0.91
0.91
Percent Heavy Veh, %
2
2
2
2
2
2
2
2
2
2
2
2
Cap, veh/h
229
0
226
0
0
226
513
2645
1
228
2579
1154
Arrive On Green
0.15
0.00
0.15
0.00
0.00
0.15
1.00
1.00
1.00
0.77
0.77
0.77
Sat Flow, veh/h
1372
0
1500
0
0
1500
663
3439
2
234
3353
1500
Grp Volume(v), veh/h
162
0
17
0
0
32
4
931
980
8
763
60
Grp Sat Flow(s),veh/h/In
1372
0
1500
0
0
1500
663
1676
1764
234
1676
1500
Q Serve(g_s), s
17.4
0.0
1.5
0.0
0.0
2.8
0.1
0.0
0.0
1.2
10.2
1.4
Cycle Q Clear(g_c), s
20.2
0.0
1.5
0.0
0.0
2.8
10.3
0.0
0.0
1.2
10.2
1.4
Prop In Lane
1.00
1.00
0.00
1.00
1.00
0.00
1.00
1.00
Lane Grp Cap(c), veh/h
229
0
226
0
0
226
513
1290
1357
228
2579
1154
V/C Ratio(X)
0.71
0.00
0.08
0.00
0.00
0.14
0.01
0.72
0.72
0.04
0.30
0.05
Avail Cap(c_a), veh/h
343
0
350
0
0
350
513
1290
1357
228
2579
1154
HCM Platoon Ratio
1.00
1.00
1.00
1.00
1.00
1.00
2.00
2.00
2.00
1.00
1.00
1.00
Upstream Filter(I)
1.00
0.00
1.00
0.00
0.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Uniform Delay (d), slveh
64.0
0.0
54.7
0.0
0.0
55.3
0.5
0.0
0.0
4.1
5.2
4.2
Incr Delay (d2), s/veh
4.0
0.0
0.1
0.0
0.0
0.3
0.0
3.5
3.4
0.3
0.3
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/In
6.9
0.0
0.6
0.0
0.0
1.2
0.0
1.3
1.3
0.1
4.8
0.6
LnGrp Delay(d),s/veh
68.0
0.0
54.8
0.0
0.0
55.5
0.5
3.5
3.4
4.4
5.5
4.2
LnGrp LOS
E
D
E
A
A
A
A
A
A
Approach Vol, vehlh
179
32
1915
831
Approach Delay, slveh
66.7
55.5
3.4
5.4
Approach LOS
E
E
A
A
Timer
Assigned Phs
2
4
6
8
Phs Duration (G+Y+Rc), s
121.4
28.6
121.4
28.6
Change Period (Y+Rc), s
6.0
6.0
6.0
6.0
Max Green Setting (Gmax), s
103.0
35.0
103.0
35.0
Max Q Clear Time (g_c+ll ), s
12.3
22.2
12.2
4.8
Green Ext Time (p -c), s
24.2
0.4
5.7
0.1
Intersection Summary
HCM 2010 Ctrl Delay
8.4
HCM 2010 LOS
A
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
HCM 2010 TWSC 2025 Total
2: SH 69 & Solaris Street AM Peak Hour
Intersection
Int Delay, s/veh 0.4
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Minor2
NB SB
Traffic Vol, veh/h
48
3
Future Vol, veh/h
48
3
Conflicting Peds, #/hr
0
0
Sign Control
Stop
Stop
RT Channelized
-
None
Storage Length
0
Critical Hdwy Stg 1
Veh in Median Storage,
# 2
- - - -
Grade, %
0
-
Peak Hour Factor
90
90
Heavy Vehicles, %
2
2
Mvmt Flow
53
3
1 1677
1 1677
0 0
Free Free
- None
150 -
- 0
0 0
90 90 90 90
2 2 2 2
1 1863 770 18
693 16
693 16
0 0
Free Free
- None
- 175
0 -
Major/Minor
Minor2
NB SB
Major1 Major2
Conflicting Flow All
1704
385
788 0 - 0
Stage 1
770
-
- -
Stage 2
934
-
- - - -
Critical Hdwy
6.84
6.94
4.14
Critical Hdwy Stg 1
5.84
-
- - - -
Critical Hdwy Stg 2
5.84
-
- -
Follow-up Hdwy
3.52
3.32
2.22 - - -
Pot Cap -1 Maneuver
*210
*817
1155 -
Stage 1
*735
-
- - - -
Stage 2
*370
-
- -
Platoon blocked, %
1
1
1 - - -
Mov Cap -1 Maneuver
*210
*817
1155
Mov Cap -2 Maneuver
*341
-
- - - -
Stage 1
*734
-
Stage 2
*370
-
Approach EB
NB SB
HCM Control Delay, s 17.1
0 0
HCM LOS C
Minor Lane/Major Mvmt
NBL
NBT EBLn1 SBT SBR
Capacity (veh/h)
1155
- 353 -
HCM Lane V/C Ratio
0.001
- 0.161 -
HCM Control Delay (s)
8.1
- 17.1 -
HCM Lane LOS
A
- C -
HCM 95th %tile Q(veh)
0
- 0.6 -
Notes
—: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
HCM Signalized Intersection Capacity Analysis 2025 Total
1: SH 69 & Harris Street/Rumple Lane PM Peak Hour
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
146
1�
169
92
2710
342
2711
ti
v/s Ratio Prot
c Critical Lane Group
tt
r*
Traffic Volume (vph)
90
0
11
1
0
15
20
1055
1
25
1961
163
Future Volume (vph)
90
0
11
1
0
15
20
1055
1
25
1961
163
Ideal Flow (vphpl)
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
Total Lost time (s)
6.0
6.0
12.5
0.0
6.0
5.7
6.0
6.0
2.2
6.0
6.0
6.0
Lane Util. Factor
1.00
1.00
4.6
3.4
1.00
3.3
1.00
0.95
E
1.00
0.95
1.00
Frt
1.00
0.85
Approach Delay (s)
0.87
59.3
1.00
1.00
1.00
1.00
0.85
Flt Protected
0.95
1.00
A
1.00
A
0.95
1.00
0.95
1.00
1.00
Satd. Flow (prot)
1676
1500
1535
1676
3352
1676
3353
1500
Flt Permitted
0.75
1.00
0.99
0.06
1.00
0.24
1.00
1.00
Satd. Flow (perm)
1316
1500
1524
114
3352
423
3353
1500
Peak -hour factor, PHF
0.90
0.90
0.90
0.90
0.90
0.90
0.95
0.95
0.95
0.94
0.94
0.94
Adj. Flow (vph)
100
0
12
1
0
17
21
1111
1
27
2086
173
RTOR Reduction (vph)
0
11
0
0
16
0
0
0
0
0
0
22
Lane Group Flow (vph)
100
1
0
0
2
0
21
1112
0
27
2086
151
Turn Type
Perm
NA
Perm
NA
Perm
NA
Perm
NA
Perm
Protected Phases
4
8
2
6
Permitted Phases
4
8
2
6
6
Actuated Green, G (s)
16.7
16.7
16.7
121.3
121.3
121.3
121.3
121.3
Effective Green, g (s)
16.7
16.7
16.7
121.3
121.3
121.3
121.3
121.3
Actuated g/C Ratio
0.11
0.11
0.11
0.81
0.81
0.81
0.81
0.81
Clearance Time (s)
6.0
6.0
6.0
6.0
6.0
6.0
6.0
6.0
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Lane Grp Cap (vph)
146
167
169
92
2710
342
2711
1213
v/s Ratio Prot
c Critical Lane Group
0.00
0.33
c0.62
vls Ratio Perm
c0.08
0.00
0.18
0.06
0.10
v/c Ratio
0.68
0.01
0.01
0.23
0.41
0.08
0.77
0.12
Uniform Delay, dl
64.1
59.3
59.3
3.4
4.1
2.9
7.3
3.1
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
12.5
0.0
0.0
5.7
0.5
0.5
2.2
0.2
Delay (s)
76.6
59.3
59.3
9.1
4.6
3.4
9.4
3.3
Level of Service
E
E
E
A
A
A
A
A
Approach Delay (s)
74.8
59.3
4.7
8.9
Approach LOS
E
E
A
A
Intersection Summa
HCM 2000 Control Delay
9.9 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio
0.76
Actuated Cycle Length (s)
150.0 Sum of lost time (s) 12.0
Intersection Capacity Utilization
79.1% ICU Level of Service D
Analysis Period (min)
15
c Critical Lane Group
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
HCM 2010 Signalized Intersection Summary 2025 Total
1: SH 69 & Harris Street/Rumple Lane PM Peak Hour
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
6.0
1�
110.0
28.0
110.0
28.0
Max Q Clear Time (g_c+ll ), s
ti
12.3
42.3
tt
r*
Traffic Volume (veh/h)
90
0
11
1
0
15
20
1055
1
25
1961
163
Future Volume (veh/h)
90
0
11
1
0
15
20
1055
1
25
1961
163
Number
7
4
14
3
8
18
5
2
12
1
6
16
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
Adj Sat Flow, veh/h/In
1765
1765
1800
1800
1765
1800
1765
1765
1800
1765
1765
1765
Adj Flow Rate, veh/h
100
0
12
1
0
17
21
1111
1
27
2086
173
Adj No. of Lanes
1
1
0
0
1
0
1
2
0
1
2
1
Peak Hour Factor
0.90
0.90
0.90
0.90
0.90
0.90
0.95
0.95
0.95
0.94
0.94
0.94
Percent Heavy Veh, %
2
2
2
2
2
2
2
2
2
2
2
2
Cap, veh/h
167
0
125
27
5
118
142
2877
3
431
2806
1255
Arrive On Green
0.08
0.00
0.08
0.08
0.00
0.08
0.84
0.84
0.84
0.84
0.84
0.84
Sat Flow, veh/h
1390
0
1500
22
61
1424
166
3438
3
505
3353
1500
Grp Volume(v), veh/h
100
0
12
18
0
0
21
542
570
27
2086
173
Grp Sat Flow(s),veh/h/In
1390
0
1500
1508
0
0
166
1676
1764
505
1676
1500
Q Serve(g_s), s
8.6
0.0
1.1
0.0
0.0
0.0
9.4
11.7
11.7
2.0
40.3
3.2
Cycle Q Clear(g_c), s
10.3
0.0
1.1
1.7
0.0
0.0
49.7
11.7
11.7
13.7
40.3
3.2
Prop In Lane
1.00
1.00
0.06
0.94
1.00
0.00
1.00
1.00
Lane Grp Cap(c), veh/h
167
0
125
151
0
0
142
1403
1476
431
2806
1255
V/C Ratio(X)
0.60
0.00
0.10
0.12
0.00
0.00
0.15
0.39
0.39
0.06
0.74
0.14
Avail Cap(c_a), veh/h
311
0
280
305
0
0
142
1403
1476
431
2806
1255
HCM Platoon Ratio
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Upstream Filter(I)
1.00
0.00
1.00
1.00
0.00
0.00
1.00
1.00
1.00
1.00
1.00
1.00
Uniform Delay (d), slveh
67.6
0.0
63.6
63.8
0.0
0.0
16.0
3.0
3.0
4.6
5.3
2.3
Incr Delay (d2), s/veh
3.4
0.0
0.3
0.3
0.0
0.0
2.2
0.8
0.8
0.3
1.8
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/In
4.2
0.0
0.5
0.7
0.0
0.0
0.5
5.6
5.9
0.3
19.0
1.4
LnGrp Delay(d),s/veh
71.0
0.0
63.9
64.2
0.0
0.0
18.2
3.8
3.7
4.9
7.1
2.5
LnGrp LOS
E
E
E
B
A
A
A
A
A
Approach Vol, vehlh
112
18
1133
2286
Approach Delay, slveh
70.3
64.2
4.0
6.7
Approach LOS
E
E
A
A
Timer
Assigned Phs
2
4
6
8
Phs Duration (G+Y+Rc), s
131.5
18.5
131.5
18.5
Change Period (Y+Rc), s
6.0
6.0
6.0
6.0
Max Green Setting (Gmax), s
110.0
28.0
110.0
28.0
Max Q Clear Time (g_c+ll ), s
51.7
12.3
42.3
3.7
Green Ext Time (p -c), s
9.0
0.2
32.8
0.0
Intersection Summary
HCM 2010 Ctrl Delay
8.2
HCM 2010 LOS
A
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
HCM 2010 TWSC
Minor2
NB SB
Major1 Major
Conflicting Flow All
2025 Total
2: SH 69 & Solaris Street
2192 0 - 0
Stage 1
2133
PM Peak Hour
- -
Stage 2
587
-
- - - -
Critical Hdwy
Intersection
6.94
4.14
Critical Hdwy Stg 1
5.84
-
Int Delay, s/veh 0.3
Critical Hdwy Stg 2
5.84
-
- -
Follow-up Hdwy
Movement EBL
EBR
NBL
NBT
SBT
SBR
Lane Configurations Y
Stage 1
)
ft
tt
r
Traffic Vol, veh/h 32
2
3
1045
1920
53
Future Vol, veh/h 32
2
3
1045
1920
53
Conflicting Peds, #/hr 0
0
0
0
0
0
Sign Control Stop
Stop
Free
Free
Free
Free
RT Channelized -
None
-
None
-
None
Storage Length 0
-
100
-
-
175
Veh in Median Storage, # 2
-
-
0
0
-
Grade, % 0
-
-
0
0
-
Peak Hour Factor 90
90
90
90
90
90
Heavy Vehicles, % 2
2
2
2
2
2
Mvmt Flow 36
2
3
1161
2133
59
Major/Minor
Minor2
NB SB
Major1 Major
Conflicting Flow All
2720
1067
2192 0 - 0
Stage 1
2133
-
- -
Stage 2
587
-
- - - -
Critical Hdwy
6.84
6.94
4.14
Critical Hdwy Stg 1
5.84
-
- - - -
Critical Hdwy Stg 2
5.84
-
- -
Follow-up Hdwy
3.52
3.32
2.22 - - -
Pot Cap -1 Maneuver
*-17
*291
*435 -
Stage 1
*275
-
- - - -
Stage 2
*626
-
- -
Platoon blocked, %
1
1 - - -
Mov Cap -1 Maneuver
*-17
*291
*435 -
Mov Cap -2 Maneuver
*232
-
- - - -
Stage 1
*273
-
Stage 2
*626
-
Approach EB
NB SB
HCM Control Delay, s 23.2
0 0
HCM LOS C
Minor Lane/Major Mvmt
NBL
NBT EBLn1 SBT SBR
Capacity (veh/h)
* 435
- 235 -
HCM Lane V/C Ratio
0.008
- 0.161 -
HCM Control Delay (s)
13.3
- 23.2 -
HCM Lane LOS
B
- C -
HCM 95th %tile Q(veh)
0
- 0.6 -
Notes
—: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
Thompson
Trac and Civil "4k
Enaineers
:r,f-.
Intersection: Harris Street and Meridian Road
Within Isolated Community or Major Street Speed Exceeds 40 mph: Yes
Traffic Conditions: 2025 Background
Major Street Information
Major Street Name: Meridian Road
Approach Direction: Northbound -Southbound
Number of Lanes for Moving Traffic on Each Approach: 2 lanes
Posted Speed Limit: 55 mph
Total Approach Volume: 30,650 vpd
Minor Street Information
Minor Street Name: Harris Street / Rumple Lane
Approach Direction: Eastbound/Westbound
Number of Lanes for Moving Traffic on Each Approach: 1 lane
Posted Speed Limit: 20 mph
Higher Minor Approach Volume: 880 vpd Major movement volume only
Traffic Signal Warrant Analysis Findings
Warrants
Applicable?
Warrant Met?
Warrant 1, Eight -Hour Vehicular Volume
Yes
Yes
Warrant 2, Four -Hour Vehicular Volume
Yes
Yes
Warrant 3, Peak Hour
No
na
Warrant 4, Pedestrian Volume
No
na
Warrant 5, School Crossing
No
na
Warrant 6, Coordinated Signal System
No
na
Warrant 7, Crash Experience
No
na
Warrant 8, Roadway Network
No
na
Warrant 9, Intersection Near a Grade Crossing
No
na
Stapleton Subdivision, Meridian, Idaho
Traffic Impact Study, December 2018
ThompsonEngineers
Trak and Civil ln'c
2025 Build -Out Background Traffic
Meridian Road Harris St/Rumple Ln
(Major Street) (Minor Street)
Hour
Higher
Interval
Combined Volume
Approach Volume
Begin
(vph)
(vph)
00:00
199
3
01:00
96
3
02:00
98
1
03:00
116
4
04:00
227
13
05:00
747
23
06:00
1,668
62
07:00
2,259
93
08:00
688
75
09:00
1,498
61
10:00
1,458
61
11:00
1,626
64
12:00
1,626
37
13:00
1,767
42
14:00
1,793
45
15:00
2,113
52
16:00
2,544
68
17:00
2,780
53
18:00
2,313
42
19:00
1,554
26
20:00
1,262
22
21:00
1,062
18
22:00
759
8
23:00
400
4
Total
30,653
880
Stapleton Subdivision, Meridian, Idaho
Traffic Impact Study, December 2018
ThompsonEngineers
Trac and Civil Inc.
Warrant 1, Eight -Hour Vehicular Volume
Meridian Road Harris St/Rumple Ln
(Major Street) (Minor Street) Hour Satisfied?
Hour
Higher
Interval
Combined Volume
Approach Volume
Begin
(vph)
(vph)
Condition A
Condition B
00:00
199
3
Not Satisfied
Not Satisfied
01:00
96
3
Not Satisfied
Not Satisfied
02:00
98
1
Not Satisfied
Not Satisfied
03:00
116
4
Not Satisfied
Not Satisfied
04:00
227
13
Not Satisfied
Not Satisfied
05:00
747
23
Not Satisfied
Not Satisfied
06:00
1,668
62
Not Satisfied
Satisfied
07:00
2,259
93
Not Satisfied
Satisfied
08:00
688
75
Not Satisfied
Satisfied
09:00
1,498
61
Not Satisfied
Satisfied
10:00
1,458
61
Not Satisfied
Satisfied
11:00
1,626
64
Not Satisfied
Satisfied
12:00
1,626
37
Not Satisfied
Not Satisfied
13:00
1,767
42
Not Satisfied
Not Satisfied
14:00
1,793
45
Not Satisfied
Not Satisfied
15:00
2,113
52
Not Satisfied
Not Satisfied
16:00
2,544
68
Not Satisfied
Satisfied
17:00
2,780
53
Not Satisfied
Satisfied
18:00
2,313
42
Not Satisfied
Not Satisfied
19:00
1,554
26
Not Satisfied
Not Satisfied
20:00
1,262
22
Not Satisfied
Not Satisfied
21:00
1,062
18
Not Satisfied
Not Satisfied
22:00
759
8
Not Satisfied
Not Satisfied
23:00
400
4
Not Satisfied
Not Satisfied
Number of Hours Satisfied 0 8
Warrant 1 Met? Yes
Stapleton Subdivision, Meridian, Idaho
Traffic Impact Study, December 2018
ThompsonEngineers
Trak and Civil ln'c
Warrant 2, Four -Hour Vehicular Volume
Meridian Road Harris St/Rumple Ln
(Major Street) (Minor Street)
Hour
Higher
Interval
Combined Volume
Approach Volume
Begin
(vph)
(vph)
Hour Satisfied?
00:00
199
3
Not Satisfied
01:00
96
3
Not Satisfied
02:00
98
1
Not Satisfied
03:00
116
4
Not Satisfied
04:00
227
13
Not Satisfied
05:00
747
23
Not Satisfied
06:00
1,668
62
Satisfied
07:00
2,259
93
Satisfied
08:00
688
75
Satisfied
09:00
1,498
61
Satisfied
10:00
1,458
61
Satisfied
11:00
1,626
64
Satisfied
12:00
1,626
37
Not Satisfied
13:00
1,767
42
Not Satisfied
14:00
1,793
45
Not Satisfied
15:00
2,113
52
Not Satisfied
16:00
2,544
68
Satisfied
17:00
2,780
53
Not Satisfied
18:00
2,313
42
Not Satisfied
19:00
1,554
26
Not Satisfied
20:00
1,262
22
Not Satisfied
21:00
1,062
18
Not Satisfied
22:00
759
8
Not Satisfied
23:00
400
4
Not Satisfied
Number of Hours Satisfied 7
Warrant 2 Met? Yes
Within isolated community or major roadway speed exceeds 40 mph? Yes
Stapleton Subdivision, Meridian, Idaho
Traffic Impact Study, December 2018
ThompsonEngineers
Trak and Civil In'.
500
t
CL
CD 400
E
0
s
Q 300
0
CL
CL
a
a 200
SD
L
Cn
L
0
C
M 100
M
Figure 4C-1. Warrant 2, Four -Hour Vehicular Volume
2L E & 1 LAP iE
■
1111 ■
1' •
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000
Major Street - Combined Volume (vph)
Stapleton Subdivision, Meridian, Idaho
Traffic Impact Study, December 2018
Thompson Engineers
Traffic and Civil 'OolInc.
Stapleton Subdivision
Meridian, Idaho
ITD Right -Turn Lane Analysis
2021 Phase 1 Total Traffic
100
L
80
80
c 40
L 20
0
Speed
Right -Turn
Major Road
Limit
Peak
Volume
Volume
Meet
Intersection
Approach
(mph)
Hour
(vph)
(vphpl)
Warrant?
Street
AM
9
322
No
OSolaris
0
SB
55
mom
and SH 69
PM
31
901
Yes
100
L
80
80
c 40
L 20
0
0 0 o a a
V_ cv co LO
C) o C) o
CD I` oa C) O
V_
Highway Volume (veh/hr/In)
AM Peak O PM Peak D
Right -turn lane
warranted
1101
mom
not warra�2�d
0 0 o a a
V_ cv co LO
C) o C) o
CD I` oa C) O
V_
Highway Volume (veh/hr/In)
AM Peak O PM Peak D