PZ - TIS - Final 12052018S:\projects\18-50 Stapleton\docs\Stapleton TIS.docx
,
181 East 50th St
Garden City, ID 83714
(208) 484-4410
December 5, 2018
Traffic Impact Study
Stapleton Subdivision
Meridian, Idaho
Prepared For:
Conger Management Group
4824 W Fairview Ave
Boise, ID 83706
12/5/18
Traffic Impact Study
Stapleton Subdivision - Meridian, Idaho
December 2018 i
Table of Contents
EXECUTIVE SUMMARY ...................................................................................................................................... 3
1.0 Proposed Development ............................................................................................................................... 3
2.0 Improvements Needed to Mitigate 2018 Existing Traffic .......................................................................... 4
3.0 Improvements Needed to Mitigate 2021 Phase 1 Background Traffic ...................................................... 4
4.0 Improvements Needed to Mitigate 2021 Phase 1 Total Traffic ................................................................. 4
5.0 Improvements Needed to Mitigate 2025 Build-Out Background Traffic................................................... 4
6.0 Improvements Needed to Mitigate 2025 Build-Out Total Traffic .............................................................. 4
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
Traffic Impact Study
Stapleton Subdivision - Meridian, Idaho
December 2018 ii
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
Figure 1.2 – 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
Traffic Impact Study
Stapleton Subdivision - Meridian, Idaho
December 2018
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EXECUTIVE SUMMARY
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 10th 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.
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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.
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Stapleton Subdivision - Meridian, Idaho
December 2018
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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
Stapleton Subdivision
Harris St
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Stapleton Subdivision - Meridian, Idaho
December 2018
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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 ¼ 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
Solaris Street
(South Access)
Me
r
i
d
i
a
n
R
d
(
S
H
6
9
)
Harris St
Be
e
l
e
r
D
r
(W
A
c
c
e
s
s
)
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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.
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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 – Existing Roadway Characteristics
Roadway Functional Classification
(IDAPA Highway Type)
Number
of Lanes
Posted Speed
Limit (mph) Pedestrian Facilities
Meridian Road Principal Arterial
(Regional Route) 5 55 • No sidewalks or bicycle lanes
Harris Street Collector Street 2 20 • Sidewalk along developed frontages
• 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 Base1
Crash Rate
(ACC/MV)
Existing
Crash Rate
(ACC/MV) PDO Injury Fatal
Meridian Rd
and
Harris St
2 1 1 0 Crash rate expected to be
lower than base rate
1 Based on similar roadway type, width, and volume.
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Figure 2.1 – 2018 Existing Peak Hour Traffic
2.4 Intersection Measures of Effectiveness
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
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.
1
1
9 1661 22
3 13
0 0
4 1
8 891 1 PM
Harris Street & SH 691
6 590 6
11 25
0 0
6 0
1 1455 1 AM
Harris Street & SH 691
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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.
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Stapleton Subdivision - Meridian, Idaho
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Figure 3.1 – 2021 Phase 1 Peak Hour Background Traffic
3.3 Intersection Measures of Effectiveness
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
Intersection Control Critical Movement MOEs
Weekday
AM Peak Hour
Weekday
PM Peak Hour
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.
1
1 24 626 6
62 27
0 0
10 0
3 1544 1 AM
Harris Street & SH 691
67 1763 23
35 14
0 0
7 1
13 946 1 PM
Harris Street & SH 691
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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 (10th 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 t han 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
Land Use
ITE
Code Size Unit Period
Trip Rate
per Unit
Total
Trips
Weekday Daily (vpd)9.44 500 50%250 50%250
AM Peak Hour (vph)0.74 39 25%10 75%29
PM Peak Hour (vph)0.99 52 63%33 37%19
Entering Exiting
Single-Family
Dwelling Unit
(Phase 1)
210 53 DU
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Figure 4.1 – Site Traffic Distribution Patterns
70
%
5
%
15% 10%
Harris St
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Figure 4.2 – Phase 1 Peak Hour Site Traffic
0 9 0
0 0
0 0
0 0
0 28 0 AM
9 0
28
1
1 0 AM
0 31 0
0 0
0 0
0 0
0 18 0 PM
31 0
18
1
2 0 PM
Harris Street & SH 69
Harris Street & SH 69
Solaris Street & SH 69
Solaris Street & SH 69
1
2
1
2
1
2
Phase
1
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Figure 4.3 – 2021 Phase 1 Peak Hour Total Traffic
1
2
24 635 6
62 27
0 0
10 0
3 1572 1 AM
9 636
28
1
1 1548 AM
67 1794 23
35 14
0 0
7 1
13 964 1 PM
31 1771
18
1
2 960 PM
Harris Street & SH 69
Solaris Street & SH 69
Harris Street & SH 69
Solaris Street & SH 69
1
2
1
2
Phase
1
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Table 4.2 – Site Traffic Percentage of 2021 Phase 1 Total Traffic
Intersection
% Site Traffic
of 2021 Total Traffic
AM Peak PM Peak Average
Meridian Road and Harris Street 1.6% 1.7% 1.6%
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
Meridian Rd
and
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)
Meridian Rd
and
Solaris Street
Stop
(Solaris)
LOS (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
Meridian Rd
and
Solaris Street
SB approach
Right-turn lane
LOS (EB) C F
Delay (EB) 19 56
Worst Lane-Group v/c C / 0.11 (EB) F / 0.23 (EB)
1
2
1
2
2
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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
Solaris Street
Me
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S
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6
9
)
500
123
180
1,340’
481
Harris Street
Traffic Impact Study
Stapleton Subdivision - Meridian, Idaho
December 2018
18
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
Meridian Rd
and
Harris St
Two-way Stop
(Harris / Rumple)
LOS (EB / WB) E / C F / B
Delay (EB / WB) 41 / 20 251 / 14
Worst Lane-Group v/c E / 0.50 (EBL) F / 1.01 (EBL)
1
Traffic Impact Study
Stapleton Subdivision - Meridian, Idaho
December 2018
19
Figure 5.1 – 2025 Build-Out Peak Hour Background Traffic
5.4 Mitigation
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
Intersection Mitigation
Intersection or Critical Movement MOEs
Weekday
AM Peak Hour
Weekday
PM Peak Hour
Meridian Rd
and
Harris St
Traffic Signal
Intersection LOS A A
Intersection Delay 6 5
Intersection v/c 0.68 0.71
Worst Lane-Group v/c A / 0.66 (NBTR) A / 0.70 (SBT)
1
1 36 678 7
88 29
0 0
12 0
3 1671 1 AM
Harris Street & SH 691
98 1908 25
52 15
0 0
9 1
16 1023 1 PM
Harris Street & SH 691
Traffic Impact Study
Stapleton Subdivision - Meridian, Idaho
December 2018
20
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
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
Intersection
% Site Traffic
of 2025 Total Traffic
AM Peak PM Peak Average
Meridian Road and Harris Street 5.4% 5.8% 5.6%
Meridian Road and Solaris Street 3.0% 3.1% 3.1%
Land Use
ITE
Code Size Unit Period
Trip Rate
per Unit
Total
Trips
Weekday Daily (vpd)9.44 2,106 50%1,053 50%1,053
AM Peak Hour (vph)0.74 166 25%41 75%125
PM Peak Hour (vph)0.99 221 63%139 37%82
Entering Exiting
Single-Family
Dwelling Unit 210 223 DU
1
2
Traffic Impact Study
Stapleton Subdivision - Meridian, Idaho
December 2018
21
Figure 6.1 – 2025 Build-Out Peak Hour Site Traffic
1
2
19 16 0
58 0
0 0
3 0
1 48 0 AM
16 3
48
3
1 1 AM
65 53 0
38 0
0 0
2 0
4 32 0 PM
53 2
32
2
3 4 PM
Harris Street & SH 69
Solaris Street & SH 69
Harris Street & SH 69
Solaris Street & SH 69
1
2
1
2
Traffic Impact Study
Stapleton Subdivision - Meridian, Idaho
December 2018
22
Figure 6.2 – 2025 Build-Out Peak Hour Total Traffic
1
2
55 694 7
146 29
0 0
15 0
4 1719 1 AM
16 693
48
3
1 1677 AM
163 1961 25
90 15
0 0
11 1
20 1055 1 PM
53 1920
32
2
3 1045 PM
Harris Street & SH 69
Solaris Street & SH 69
Harris Street & SH 69
Solaris Street & SH 69
1
2
1
2
Traffic Impact Study
Stapleton Subdivision - Meridian, Idaho
December 2018
23
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
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
Stop
(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.
1
2
Traffic Impact Study
Stapleton Subdivision - Meridian, Idaho
December 2018
24
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
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.
Traffic Impact Study
Stapleton Subdivision - Meridian, Idaho
December 2018
25
Figure 6.4 – Build-out Site Access, Circulation, and ADT
Solaris Street
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)
953
312 641
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302
255
1,340’
1,350’
340
Beeler Drive
1,153
Harris Street
Exceeds 1,000 vpd
Traffic Impact Study
Stapleton Subdivision - Meridian, Idaho
December 2018
A
APPENDIX
SCOPE
TRAFFIC COUNTS
COMPASS FORECASTS
CAPACITY ANALYSIS REPORTS
2021 CAPACITY ANALYSIS REPORTS
2025 CAPACITY ANALYSIS REPORTS
SIGNAL WARRANTS WORKSHEETS
TURN LANE WARRANT WORKSHEETS
IDAHO TRANSPORTATION DEPARTMENT
P.O. Box 8028 • Boise, ID 83707-2028
(208) 334-8300 • itd.idaho.gov
August 31, 2018
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
IDAHO TRANSPORTATION DEPARTMENT
P.O. Box 8028 • Boise, ID 83707-2028
(208) 334-8300 • itd.idaho.gov
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,
Erika Bowen
District Traffic Technical Engineer
File Name : Meridian Rd & Harris St-Rumple Ln
Site Code : 00000000
Start Date : 9/26/2018
Page No : 1
Study: THOM0184
Intersection: Meridian Rd / Harris St
City, State: Meridian, Idaho
Control: Stop Sign
Groups Printed- General Traffic
Meridian Road
From North
Rumple Lane
From East
Meridian Road
From South
Harris Street
From West
Start
Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
07:00 AM 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 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 77 1 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
File Name : Meridian Rd & Harris St-Rumple Ln
Site Code : 00000000
Start Date : 9/26/2018
Page No : 2
Study: THOM0184
Intersection: Meridian Rd / Harris St
City, State: Meridian, Idaho
Control: Stop Sign
Meridian Road
H
a
r
r
i
s
S
t
r
e
e
t
R
u
m
p
l
e
L
a
n
e
Meridian Road
Right
30
Thru
4332
Left
69
Peds
0
InOut Total
4483 4431 8914
R
i
g
h
t
7
7
T
h
r
u
1
L
e
f
t
1
P
e
d
s
1
O
u
t
T
o
t
a
l
I
n
7
5
8
0
1
5
5
Left
17
Thru
4378
Right
6
Peds
0
Out TotalIn
4360 4401 8761
Le
f
t
28
Th
r
u
0
Ri
g
h
t
27
Pe
d
s
1
To
t
a
l
Ou
t
In
48
56
10
4
9/26/2018 07:00 AM
9/26/2018 05:45 PM
General Traffic
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Meridian Rd & Harris St-Rumple Ln
Site Code : 00000000
Start Date : 9/26/2018
Page No : 3
Study: THOM0184
Intersection: Meridian Rd / Harris St
City, State: Meridian, Idaho
Control: Stop Sign
Meridian Road
From North
Rumple Lane
From East
Meridian Road
From South
Harris Street
From West
Start
Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:00 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. Total 1 98 1 0 96.2 0 0 3.8 0.1 99.9 0.1 0 35.3 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
H
a
r
r
i
s
S
t
r
e
e
t
R
u
m
p
l
e
L
a
n
e
Meridian Road
Right
6
Thru
590
Left
6
Peds
0
InOut Total
1491 602 2093
R
i
g
h
t
2
5
T
h
r
u
0
L
e
f
t
0
P
e
d
s
1
O
u
t
T
o
t
a
l
I
n
7
2
6
3
3
Left
1
Thru
1455
Right
1
Peds
0
Out TotalIn
596 1457 2053
Le
f
t
11
Th
r
u
0
Ri
g
h
t
6
Pe
d
s
0
To
t
a
l
Ou
t
In
7
17
24
Peak Hour Begins at 07:00 AM
General Traffic
Peak Hour Data
North
L2 Data Collection
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Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Meridian Rd & Harris St-Rumple Ln
Site Code : 00000000
Start Date : 9/26/2018
Page No : 4
Study: THOM0184
Intersection: Meridian Rd / Harris St
City, State: Meridian, Idaho
Control: Stop Sign
Meridian Road
From North
Rumple Lane
From East
Meridian Road
From South
Harris Street
From West
Start
Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
07:15 AM 07:00 AM 07:00 AM 08:00 AM+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 .781 .000 .000 .250 .722 .250 .892 .250 .000 .893 .542 .000 .583 .250 .750
Meridian Road
H
a
r
r
i
s
S
t
r
e
e
t
R
u
m
p
l
e
L
a
n
e
Meridian Road
Right
6
Thru
592
Left
10
Peds
0
In - Peak Hour: 07:15 AM
608
R
i
g
h
t
2
5
T
h
r
u
0
L
e
f
t
0
P
e
d
s
1
I
n
-
P
e
a
k
H
o
u
r
:
0
7
:
0
0
A
M
2
6
Left
1
Thru
1455
Right
1
Peds
0
In - Peak Hour: 07:00 AM
1457
Le
f
t
7
Th
r
u
0
Ri
g
h
t
13
Pe
d
s
1
In
-
P
e
a
k
H
o
u
r
:
0
8
:
0
0
A
M
21
General Traffic
Peak Hour Data
North
L2 Data Collection
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Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Meridian Rd & Harris St-Rumple Ln
Site Code : 00000000
Start Date : 9/26/2018
Page No : 5
Study: THOM0184
Intersection: Meridian Rd / Harris St
City, State: Meridian, Idaho
Control: Stop Sign
Meridian Road
From North
Rumple Lane
From East
Meridian Road
From South
Harris Street
From West
Start
Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM 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
H
a
r
r
i
s
S
t
r
e
e
t
R
u
m
p
l
e
L
a
n
e
Meridian Road
Right
9
Thru
1661
Left
22
Peds
0
InOut Total
907 1692 2599
R
i
g
h
t
1
3
T
h
r
u
0
L
e
f
t
1
P
e
d
s
0
O
u
t
T
o
t
a
l
I
n
2
3
1
4
3
7
Left
8
Thru
891
Right
1
Peds
0
Out TotalIn
1666 900 2566
Le
f
t
3
Th
r
u
0
Ri
g
h
t
4
Pe
d
s
0
To
t
a
l
Ou
t
In
17
7
24
Peak Hour Begins at 04:45 PM
General Traffic
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Meridian Rd & Harris St-Rumple Ln
Site Code : 00000000
Start Date : 9/26/2018
Page No : 6
Study: THOM0184
Intersection: Meridian Rd / Harris St
City, State: Meridian, Idaho
Control: Stop Sign
Meridian Road
From North
Rumple Lane
From East
Meridian Road
From South
Harris Street
From West
Start
Time Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Right Thru Left Peds App. Total Int. Total
Peak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
04:45 PM 04:00 PM 04:30 PM 04:00 PM+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
PHF .450 .937 .688 .000 .936 .556 .000 .000 .000 .556 .250 .918 .583 .000 .923 .625 .000 .438 .000 .500
Meridian Road
H
a
r
r
i
s
S
t
r
e
e
t
R
u
m
p
l
e
L
a
n
e
Meridian Road
Right
9
Thru
1661
Left
22
Peds
0
In - Peak Hour: 04:45 PM
1692
R
i
g
h
t
2
0
T
h
r
u
0
L
e
f
t
0
P
e
d
s
0
I
n
-
P
e
a
k
H
o
u
r
:
0
4
:
0
0
P
M
2
0
Left
7
Thru
933
Right
1
Peds
0
In - Peak Hour: 04:30 PM
941
Le
f
t
7
Th
r
u
0
Ri
g
h
t
5
Pe
d
s
0
In
-
P
e
a
k
H
o
u
r
:
0
4
:
0
0
P
M
12
General Traffic
Peak Hour Data
North
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
File Name : Meridian Rd & Harris St-Rumple Ln
Site Code : 00000000
Start Date : 9/26/2018
Page No : 7
Study: THOM0184
Intersection: Meridian Rd / Harris St
City, State: Meridian, Idaho
Control: Stop Sign
Image 1
L2 Data Collection
L2DataCollection.com
Idaho (208) 860-7554 Utah (801) 431-2993
BRUNDAGE ESTATES SUBDIVISION
MERIDIAN, IDAHO
SIX MILE ENGINEERING, PA FEBRUARY 2, 2016 PAGE 25
TRAFFIC IMPACT STUDY
Figure 5. Site traffic distribution
BRUNDAGE ESTATES SUBDIVISION
MERIDIAN, IDAHO
SIX MILE ENGINEERING, PA FEBRUARY 2, 2016 PAGE 26
TRAFFIC IMPACT STUDY
Figure 6. 2020 (Phase 1) site traffic
2018 Build: Daily,5pm to 6pm Peak, 4pm to 5pm, and 7am to 8am Demand
6/13/2018
(Licensed to Community Planning Association)
New Regional Model calibrated to 2011/12 conditions - completed in January 2015
D:\UAG\2011Model\calibration\Base\TIP\FY1923R4\b2018\ALLDEMAND_b2018.NET
Weekday Demand
5pm to 6pm Demand
4pm to 5pm Demand
7am to 8am Demand
Soldotna
L o c u s t G r o v e
Columbia ColumbiaColumbia
Ardell
Mallory
Ardell
Ke
l
s
a
n
Ardell
L o c u s t G r o v e
Linderwood
D e b o n a i r
Amity
Columbia
Dainty
Jarvis
L
i
n
d
e
r
K r i s t y
Seward
D e s t i n y
Sagwon
K a y
K a y
Hubbard
Ardell
L i n d e r
L i n d e r
Amity Amity
L
o
c
u
s
t
G
r
o
v
e
M
a
r
g
a
r
e
t
Melwood
e
n
m
e
r
e
O
v
e
r
h
ill
Mary
Mary
L o c u s t G r o v e
L e a ng
e
w
o
o
d
Pitkin
Amity
Bramble
Hubbard
L i n d e r
L
o
c
u
s
t
G
r
o
v
e
ard
O
b
a
d
i
a
h
B r y k e r
J a r d i n e
Lake Hazel
Columbia Columbia
Deer Flat
Deer Flat
Taormina
M c L i n t o c k
Aristocrat
Columbia
Deer Flat
Deer F lat
Lake Hazel
Columbia
Columbia
Ta
t G r o v e
L o c u s t G r o v e
Deer Flat
Flat
Wild Sheep
L
i
n
d
e
r
H
u
b
b
a
r
d
Amity
L i n d e r
Amity
Lazy Db
Deer FlatHesston
Case
T
ern
Trophy
R a p i d C r e e k
Lake Hazel
L i n d e r
Hubbard
Mule
K a y
L i n d e r
L i n d e r
A n d r e w
d e r
Columbia
Poplin
D o e
T
u
m
bler
Art
M e r i d i a n
M e r i d i a n
Columbia
Amity
L i n d e r
L
i
n
d
e
r
L i n d e r
M e r i d i a n
Lake Hazel
L i n d e r
Amity
M
e
r
i
d
i
a
n
M e r i d i a n
Amity
L
i
n
d
e
r
M e r i d i a n
Pratt
Lake Hazel
M e r i d i a n
Amity Amity
M e r i d i a n
M e r i d i a n
C o c h r a n e
n
Amity
M e r i d i a n
M e r i d i a n
Ra
ycrew
M
e
r
i
d
i
a
n
L i n d e r
L i n d e r
M
e
r
i
d
i
a
n
M
e
r
i
d
i
a
n
L
i
n
d
e
r
L
i
n
d
e
r
L i n d e r
L
i
n
d
e
r
L
i
n
d
e
r
Deer Flat
HubbardHubbard
Hubbard
M e r i d i a n
L
i
n
d
e
r
M e r i d i a n
Amity
M
e
r
i
d
i
a
n
K a y
Cavalli
Hubbard
M
e
r
i
d
i
a
n
Via Roberto
Lake Hazel
Lake Hazel
L i n d e r
K
a
y
Amity
Lake HazelLake Hazel
Lachlan
K a y
Andes
Andes
Ardell
1 8 9 0
1 9 3 0
1 0 6 3
1 8 5
9 9 2
1 7 7
1 8 1 9
8 5 3
1
9
2
0
0
1
8
9
0
0
1
8
5
7
1
0
6
2
1
7
7
7
9
9
0
8
5
2
1
8
1
8
1600
1600
159
267
135
204
188
105
3200
3200
378
320
334
281
310
403
1
7
4
0
0
1
6
9
0
0
1
6
0
7
9
7
8
1
5
7
2
9
0
7
7
3
4
1
5
2
6
1 4 8 0 0
1 5 4 0 0
8 6 1
1 4 8 0
8 3 2
1 4 6 3
1 3 6 6
6 3 3
1700
1600
106
144
86
117
104
70
2400
2500
283
311
269
267
239
262
1 6 9 0 0
1 7 3 0 0
9 7 4
1 6 0 3
9 0 4
1 5 6 8
1 5 2 1
7 3 2
1 3 6 0 0
1 4 7 0 0
7 4 1
1 4 3 2
6 8 6
1 3 5 1
1 2 0 4
6 0 7
2500
2200
194
199
181
189
211
154
2300
2400
175
231
147
168
123
222
1 4 7 0 0
1 5 3 0 0
8 4 6
1 4 8 7
8 1 7
1 4 6 8
1 3 7 2
6 1 9
3 4 0 0
2 9 0 0
2 5 2
4 5 6
2 3 5
4 3 0
4 0 9
2 0 7
3
3
0
0
4
3
0
0
4
7
1
3
1
1
4
4
0
2
8
9
2
3
7
3
8
0
1800
1800
77
189
66
160
226
54
2800
2300
142
209
124
174
211
97
4
6
4
1
6
9
3200
3600
158
406
137
368
299
156
7200
7600
396
699
338
657
680
353
4
9
0
0
5
5
0
0
3
5
9
3
8
6
3
6
4
3
5
1
2
7
0
3
3
8
3800
4200
176
488
152
443
389
161
2
4
0
0
3
0
0
0
2
0
7
2
2
5
1
9
3
2
0
7
2
1
0
1
8
0
140
260
7
25
7
20
5
10
1 3 5 0 0
1 4 5 0 0
7 2 7
1 4 1 7
6 7 3
1 3 3 6
1 1 8 9
5 9 9
3500
3000
155
340
132
300
349
59
1
2
0
0
0
1
0
4
0
0
1
1
4
1
6
1
9
1
0
8
8
5
8
1
5
9
9
8
9
3
7100
7800
386
680
365
609
504
458
1
2
0
0
0
1
0
3
0
0
1
1
4
1
6
1
7
1
0
8
8
5
7
9
5
9
8
8
9
3
5
2
0
4
4
0
5
8
3
3
3
3
5
6
6
3
1
0
2
3
9
4
7
3
420
310
31
51
30
21
19
34
6 1 0
4 7 0
3 552
3 349
4 515
100
220
5
22
4
16
3
8 6 5 0
6 1 0
3 965 3 662 4 721
100
100
6
13
5
7
5
5
6 0 0
4 5 0
3 552
3 348
4 415
400
290
28
51
28
21
20
32
300
300
23
53
21
32
4
2
0
4
5
0
4
8
2
4
4
5
2
4
1
4
3
8
4
7
0
6
1
0
5
2
3
5
4
9
3
3
1
5
4
5
3000
2500
146
258
126
222
264
82
3500
3000
154
340
131
300
349
59
3000
2500
146
25 8
126
22 2
264
82
2800
2300
142
209
124
174
211
97
100
210
5
21
5
16
3
9
100
210
5
21
5
16
3
9
7000
7800
377
680
358
610
505
450
1
2
0
0
0
1
0
4
0
0
1
1
4
1
6
1
9
1
0
8
8
5
8
1
5
9
9
8
9
3
00
00
9
88
3
63
4
67
1300
1400
63
112
55
87
138
59
250
260
23
27
18
20
16
27
7 9 0
7 6 0
5 471 5 068 5 333
7 7 0
7 4 0
5 370
5 067
5 133
30
30
1
1
0
1
1
0
10
10
0
1
0
1
1
0
6 9 0
6 6 0
4 367
4 163
4 825
1 2 1 1 1 6
1
6
0
0
1
5
0
0
3
6
6
6
5
3
2
5
5
9
1
5
2
8
4
1 5 0 0
1 6 0 0
6 4365
5 8324
2 8 414
2 00 0
200 0
1 58
3 17
1 51
2 72
2 71
1 32
1
6
0
0
1
5
0
0
3
6
5
6
4
3
2
4
5
8
1
4
2
8
4
1600
1500
157
265
133
202
185
105
2 1 0 0
2 3 0 0
1 2 0
4 7 1
1 0 7
4 2 5
3 8 456
2400
2500
283
309
269
266
239
262
2400
2500
282
309
269
265
238
262
1 4 8 0 0
1 5 4 0 0
8 6 2
1 4 8 0
8 3 2
1 4 6 3
1 3 6 6
6 3 3
20
20
1
0
1
0
0
0
3100
3100
388
340
366
274
285
407
2
2
0
0
2
1
0
0
2
4
4
1
3
0
2
0
5
8
9
8
6
2
2
3
8
8
0
9
1
0
8
8
4
8
6
8
3
9
3
0
6
9
7300
8100
402
714
343
667
690
356
1 0 4 0 0
1 2 0 0 0
6 1 9
1 1 4 1
5 8 1
1 0 8 8
8 9 3
5 9 9
4 8 4 2 7 0
3 7 1
3 1 0
3 3 9
3 1 8
2 9 1
2 7 4
3100
3100
388
340
366
274
285
407
1
7
3
0
0
1
6
9
0
0
1
6
0
4
9
7
5
1
5
6
9
9
0
4
7
3
2
1
5
2
2
1 6 9 0 0
1 7 4 0 0
9 7 8
1 6 0 7
9 0 7
1 5 7 2
1 5 2 6
7 3 4
4 0 0 0
4 1 0 0
2 9 7
3 7 3
2 1 1
3 0 7
4 1 2
2 1 5
3200
3300
356
408
305
344
317
366
2 6 0 0
2 7 0 0
1 4 8
3 0 5
1 0 4
2 6 2
2 8 6
8 8
3200
3200
358
328
313
289
331
381
1 8 0 0
1 7 0 0
1 2 7
3 6 1
1 1 9
3 3 3
2 5 4
6 4
1 5 0 0
1 6 0 0
6 1
3 6 3
5 6
3 2 2
2 8 1
1 2
1800
2000
154
253
120
195
183
84
1500
1500
102
132
83
105
92
72
3 4 0 0
2 9 0 0
2 5 3
4 5 7
2 3 6
4 3 1
4 1 0
2 0 7
2200
2200
268
297
240
260
237
204
2400
2100
190
190
178
180
201
155
9 0 0
8 6 0
4 887 3 967 6 830
2500
2600
233
269
188
202
159
271
2300
2300
173
230
144
168
123
217
2 2 0 0
2 3 0 0
1 3 0
2 4 7
8 9
2 0 8
2 2 6
8 6
4 2 0 0
4 3 0 0
2 8 4
3 9 8
2 1 2
3 2 9
3 7 2
2 3 4
2100
2200
266
289
238
253
230
206
1600
1500
102
133
83
107
94
72
1600
1500
102
132
83
106
92
72
3800
4200
176
488
152
443
389
161
2
7
0
0
3
8
0
0
3
7
1
2
9
3
3
4
5
2
7
5
2
6
6
2
9
2
3 8 0 0
2 7 0 0
2 9 3
3 7 1
2 7 5
3 4 5
2 9 2
2 6 6
3400
3500
372
430
315
364
361
394
2500
2600
233
269
188
203
160
270
60
60
4
10
4
4
3
5
410
290
29
50
29
20
19
33
410
290
29
50
29
20
19
33
1600
1600
104
142
85
115
102
70
2300
2300
173
230
145
168
123
218
2400
2100
190
189
178
179
201
155
2400
2100
190
190
178
179
201
155
2
2
0
0
2
2
0
0
1
9
0
1
9
3
1
3
2
1
9
6
4
0
9
1
3
6
7000
7800
376
685
355
615
507
446
4
6
5
3
3
1
3
8
3
2
3
5
2
8
2
9
3 8 0 0
2 7 0 0
2 9 3
3 7 1
2 7 5
3 4 5
2 9 2
2 6 6
3100
3100
359
3 25
315
2 87
325
3 81
3100
3100
359
324
315
286
324
382
3200
3200
377
3 17
333
2 79
308
4 02
2300
2400
175
231
146
168
123
22114700
1 5 3 0 0
8 5 3
1 4 8 2
8 2 4
1 4 6 3
1 3 6 8
6 2 7
2 0
2 0
1
0
1
0
0
0
1600
1600
159
267
135
204
187
105
1600
1600
159
267
135
204
187
105
1600
1500
158
265
133
202
186
105
1600
1500
158
265
133
202
186
105
1500
1500
102
132
83
105
92
72
6
0
5
0
1
0
4
4
3
3
3
5 060 410
34 3
3
3 0 0 0
2 4 0 0
2 5 5
2 7 4
2 3 7
2 5 7
2 3 7
2 1 1
2025 Build: 2025 Demographics and 2025 Funded Network
6/13/2018
(Licensed to Community Planning Association)
New Regional Model calibrated to 2011/12 conditions - completed in January 2015
D:\UAG\2011Model\calibration\Base\TIP\FY1923R4\b2025\ALLDEMAND_b2025.NET
Weekday Demand
5pm to 6pm Demand
4pm to 5pm Demand
7am to 8am Demand
Soldotna
L o c u s t G r o v e
Columbia ColumbiaColumbia
Ardell
Mallory
Ardell
Ke
l
s
a
n
Ardell
L o c u s t G r o v e
Linderwood
D e b o n a i r
Amity
Columbia
Dainty
Jarvis
L
i
n
d
e
r
K r i s t y
Seward
D e s t i n y
Sagwon
K a y
K a y
Hubbard
Ardell
L i n d e r
L i n d e r
Amity Amity
L
o
c
u
s
t
G
r
o
v
e
M
a
r
g
a
r
e
t
Melwood
e
n
m
e
r
e
O
v
e
r
h
ill
Mary
Mary
L o c u s t G r o v e
L e a ng
e
w
o
o
d
Pitkin
Amity
Bramble
Hubbard
L i n d e r
L
o
c
u
s
t
G
r
o
v
e
ard
O
b
a
d
i
a
h
B r y k e r
J a r d i n e
Lake Hazel
Columbia Columbia
Deer Flat
Deer Flat
Taormina
M c L i n t o c k
Aristocrat
Columbia
Deer Flat
Deer F lat
Lake Hazel
Columbia
Columbia
Ta
t G r o v e
L o c u s t G r o v e
Deer Flat
Flat
Wild Sheep
L
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d
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H
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b
b
a
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d
Amity
L i n d e r
Amity
Lazy Db
Deer FlatHesston
Case
T
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Trophy
R a p i d C r e e k
Lake Hazel
L i n d e r
Hubbard
Mule
K a y
L i n d e r
L i n d e r
A n d r e w
d e r
Columbia
Poplin
D o e
T
u
m
bler
Art
M e r i d i a n
M e r i d i a n
Columbia
Amity
L i n d e r
L
i
n
d
e
r
L i n d e r
M e r i d i a n
Lake Hazel
L i n d e r
Amity
M
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r
i
d
i
a
n
M e r i d i a n
Amity
L
i
n
d
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r
M e r i d i a n
Pratt
Lake Hazel
M e r i d i a n
Amity Amity
M e r i d i a n
M e r i d i a n
C o c h r a n e
n
Amity
M e r i d i a n
M e r i d i a n
Ra
ycrew
M
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r
i
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i
a
n
L i n d e r
L i n d e r
M
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r
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M
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r
i
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i
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L
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L
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d
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L i n d e r
L
i
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d
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L
i
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d
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r
Deer Flat
HubbardHubbard
Hubbard
M e r i d i a n
L
i
n
d
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r
M e r i d i a n
Amity
M
e
r
i
d
i
a
n
K a y
Cavalli
Hubbard
M
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r
i
d
i
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Via Roberto
Lake Hazel
Lake Hazel
L i n d e r
K
a
y
Amity
Lake HazelLake Hazel
Lachlan
K a y
Andes
Andes
Ardell
2 0 6 0
2 0 9 0
1 2 8 0
1 6 9
1 2 5 0
1 6 6
1 6 7 0
1 1 3
2
0
9
0
0
2
0
5
0
0
1
6
9
0
1
2
8
0
1
6
6
0
1
2
4
0
1
1
3
0
1
6
7
0
3000
3100
320
490
260
420
400
190
3600
3700
390
550
380
520
480
340
1
9
5
0
0
1
9
1
0
0
1
5
8
0
1
1
7
0
1
5
6
0
1
1
6
0
1
0
4
0
1
5
2
0
1 9 0 0 0
1 9 4 0 0
1 2 0 0
1 6 0 0
1 1 7 0
1 6 1 0
1 4 5 0
9 2 0
2400
2500
220
370
180
290
200
130
3500
3600
420
580
400
540
520
390
1 8 9 0 0
1 9 3 0 0
1 1 7 0
1 5 6 0
1 1 5 0
1 5 5 0
1 5 0 0
1 0 4 0
1 8 8 0 0
1 9 3 0 0
1 1 0 0
1 6 4 0
1 0 3 0
1 6 8 0
1 5 8 0
8 9 0
2600
2600
250
380
240
300
220
190
3200
3300
270
550
230
500
450
240
1 8 5 0 0
1 8 9 0 0
1 1 6 0
1 5 7 0
1 1 3 0
1 5 7 0
1 4 2 0
9 1 0
4 3 0 0
4 1 0 0
3 2 0
5 7 0
3 0 0
5 4 0
5 3 0
2 7 0
4
3
0
0
4
9
0
0
5
8
0
3
9
0
5
2
0
3
7
0
3
2
0
4
7
0
2700
2800
120
370
100
320
340
90
3200
2900
190
390
180
320
290
150
5
0
4
0
8
0
4300
4500
200
470
180
430
400
200
7600
8000
460
760
420
720
760
410
4
6
0
0
4
6
0
0
3
7
0
4
2
0
3
7
0
4
2
0
3
1
0
3
2
0
4900
5100
220
560
190
500
500
200
3
5
0
0
3
8
0
0
2
8
0
3
0
0
2
5
0
2
8
0
2
8
0
2
4
0
740
1700
20
420
10
270
30
50
1 7 7 0 0
1 8 3 0 0
1 0 4 0
1 5 0 0
9 8 0
1 5 4 0
1 4 4 0
8 9 0
4500
4100
210
600
190
520
530
100
1
6
3
0
0
1
4
5
0
0
1
3
8
0
9
1
0
1
3
5
0
8
6
0
9
2
0
1
0
3
0
8500
9300
520
880
530
830
700
650
1
6
3
0
0
1
4
5
0
0
1
3
8
0
9
1
0
1
3
5
0
8
5
0
9
2
0
1
0
3
0
8
1
0
7
7
0
7
0
0
4
2
0
6
8
0
4
2
0
4
0
0
5
8
0
2000
1300
80
250
80
150
170
50
1 8 0 0
9 4 0
1 0 0
1 0 0
9 0
1 0 0
2 6 0
4 0
670
1700
10
410
10
260
30
50 2 3 0 0
2 5 0 0
1 0 0
3 4 0
1 0 0
3 5 0
2 8 0
8 0
130
140
10
170
10
20
10
10
1 8 0 0
9 3 0
1 0 0
1 0 0
9 0
1 0 0
2 6 0
4 0
1700
1100
60
220
60
130
160
40
960
960
40
180
40
100
50
8
4
0
1
0
0
0
8
0
1
0
0
8
0
7
0
1
0
1
1
0
9
4
0
1
8
0
0
1
0
0
1
0
0
1
0
0
9
0
4
0
2
6
0
3500
3200
190
460
180
380
370
120
4400
4100
210
600
190
510
520
100
3500
3200
19 0
46 0
180
38 0
370
12 0
3200
2900
190
390
180
320
290
150
670
1700
10
410
10
260
30
50
670
1700
10
410
10
260
30
50
7800
8500
470
790
480
750
640
630
1
6
3
0
0
1
4
5
0
0
1
3
8
0
9
1
0
1
3
5
0
8
6
0
9
2
0
1
0
3
0
00
00
00
20
0
70
70
00
2000
2000
100
250
90
200
200
90
380
390
31
63
28
61
56
25
3 0 0 0
3 2 0 0
1 4 0
4 4 0
1 2 0
4 4 0
3 8 0
7 0
3 0 0 0
3 2 0 0
1 4 0
4 4 0
1 2 0
4 4 0
3 8 0
7 0
40
40
0
0
0
0
0
0
10
10
0
0
0
0
0
0
2 9 0 0
3 1 0 0
1 3 0
4 4 0
1 2 0
4 3 0
3 7 070
3 0 3 0 5 0
3
1
0
0
3
1
0
0
4
3
0
1
2
0
4
3
0
1
2
0
5
0
4
4
0
3 1 0 0
3 1 0 0
1 2 0
4 3 0
1 2 0
4 3 0
4 4 050
2 70 0
280 0
2 60
4 50
2 30
3 70
2 90
1 90
3
1
0
0
3
1
0
0
4
3
0
1
2
0
4
3
0
1
2
0
5
0
4
4
0
2100
2200
290
360
240
290
250
190
3 6 0 0
3 7 0 0
1 2 0
5 5 0
1 1 0
5 2 0
4 8 050
3500
3500
420
580
390
540
520
380
3500
3500
420
580
390
540
520
380
1 8 6 0 0
1 9 1 0 0
1 1 9 0
1 5 6 0
1 1 6 0
1 5 6 0
1 4 1 0
9 3 0
580
580
30
70
30
60
60
10
10
10
0
0
0
0
0
0
4100
4200
410
680
390
630
610
380
2
4
0
0
2
3
0
0
2
8
0
1
0
0
2
3
0
6
0
5
0
1
7
0
2
6
0
0
2
5
0
0
3
5
0
8
0
3
1
0
5
0
3
0
2
4
0
7700
8400
470
780
430
740
760
420
1 4 5 0 0
1 6 3 0 0
9 1 0
1 3 8 0
8 6 0
1 3 5 0
1 0 3 0
9 2 0
5 0 5 0 8 0
4 1 0
3 2 0
4 1 0
3 3 0
2 7 0
3 1 0
4100
4200
410
680
390
630
610
380
1
9
4
0
0
1
9
0
0
0
1
5
7
0
1
1
7
0
1
5
6
0
1
1
5
0
1
0
4
0
1
5
1
0
1 9 1 0 0
1 9 5 0 0
1 1 7 0
1 5 8 0
1 1 6 0
1 5 6 0
1 5 2 0
1 0 4 0
5 3 0 0
5 5 0 0
1 7 0
3 8 0
1 3 0
3 2 0
3 2 0
1 1 0
4000
4100
340
610
310
580
570
320
3 2 0 0
3 3 0 0
1 3 0
4 0 0
9 0350
3 0 0
6 0
3700
3800
380
590
360
550
540
320
3 1 0 0
3 0 0 0
1 8 0
4 1 0
1 7 0
4 0 0
4 0 0
1 4 0
2 9 0 0
2 9 0 0
1 1 0
4 0 0
1 2 0
4 1 0
4 0 0
5 0
2700
2800
260
430
230
340
240
160
1900
2000
200
300
170
220
130
140
4 4 0 0
4 1 0 0
3 2 0
5 7 0
3 0 0
5 4 0
5 3 0
2 7 0
3100
3200
340
450
320
370
320
310
2400
2400
240
360
230
280
200
200
2 5 0 0
2 6 0 0
8 0
3 5 0
5 0
3 1 0
2 4 0
3 0
3700
3800
310
620
280
610
560
250
3200
3300
270
550
230
500
450
240
2 4 0 0
2 5 0 0
1 0 0
2 8 0
7 0
2 4 0
1 8 0
5 0
5 7 0 0
5 9 0 0
1 5 0
4 0 0
1 2 0
3 3 0
2 6 0
1 1 0
3000
3100
340
430
320
350
300
320
2100
2100
200
330
170
250
150
120
2100
2100
200
330
170
240
150
120
4900
5100
220
560
190
500
500
200
3
8
0
0
4
3
0
0
4
7
0
3
7
0
4
3
0
3
5
0
3
5
0
3
8
0
4 3 0 0
3 8 0 0
3 7 0
4 7 0
3 5 0
4 3 0
3 8 0
3 5 0
4200
4200
380
680
350
640
610
350
3800
3900
310
630
280
610
560
250
120
120
10
170
10
20
0
10
1700
1100
60
220
60
120
160
40
1700
1100
60
220
60
120
160
40
2300
2300
210
360
180
270
180
130
3200
3300
270
550
230
500
450
240
2500
2500
250
370
230
290
210
190
2500
2400
240
370
230
290
210
190
2
8
0
0
2
8
0
0
2
0
0
2
2
0
1
6
0
2
2
0
5
4
0
1
5
0
7500
8200
470
760
470
720
590
630
4
4
4
4
3
3
4
2
3
4
4
2
3
2
2
7
4 3 0 0
3 8 0 0
3 7 0
4 7 0
3 5 0
4 3 0
3 8 0
3 5 0
3700
3800
380
5 90
360
5 50
530
3 20
3700
3800
380
580
360
540
520
330
3600
3700
390
5 50
370
5 20
480
3 40
3200
3300
270
550
230
500
450
240
1 8 6 0 0
1 9 0 0 0
1 1 8 0
1 5 6 0
1 1 5 0
1 5 6 0
1 4 1 0
9 3 0
5 8 0580
3 0
7 0
3 0
6 0
6 0
1 0
2200
2200
290
360
240
300
250
190
3000
3000
320
480
260
410
390
190
2100
2200
290
360
240
290
250
190
2200
2200
290
360
240
300
250
190
2100
2100
200
330
170
240
150
120
1
2
0
1
1
0
1
7
0
1
0
2
0
1
0
1
0
1
0
1 1 0
1 2 0
1 0170
1 020
1 010
3 6 0 0
3 3 0 0
3 3 0
3 7 0
3 1 0
3 4 0
3 3 0
2 9 0
4 60
4 60
30
50
30
50
50
10
4 6 0
4 6 0
5 030 5 030 1 050460
460
30
5 0
30
5 0
50
1 0
HCM 2010 TWSC 2021 Background
1: SH 69 & Harris Street/Rumple Lane AM Peak Hour
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
Intersection
Int Delay, s/veh 1.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 62 0 10 0 0 27 3 1544 1 6 626 24
Future Vol, veh/h 62 0 10 0 0 27 3 1544 1 6 626 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 - - None
Storage Length 150 - - - - - 100 - - 100 - 175
Veh in Median Storage, # - 2 - - 2 - - 0 - - 0 -
Grade, %- 0 - - 0 - - 0 - - 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 1716 1 7 696 27
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 1574 2433 348 2085 2460 859 723 0 0 1717 0 0
Stage 1 710 710 - 1723 1723 - - - - - - -
Stage 2 864 1723 - 362 737 - - - - - - -
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 74 31 648 30 30 300 875 - - 365 - -
Stage 1 391 435 - 92 142 - - - - - - -
Stage 2 315 142 - 629 423 - - - - - - -
Platoon blocked, %- -- -
Mov Cap-1 Maneuver ~ 65 30 648 29 29 300 875 - - 365 - -
Mov Cap-2 Maneuver 221 123 - 87 128 - - - - - - -
Stage 1 390 427 - 92 142 - - - - - - -
Stage 2 283 142 - 606 415 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 26 18.3 0 0.1
HCM LOS 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
HCM 2010 TWSC 2021 Background
1: SH 69 & Harris Street/Rumple Lane PM Peak Hour
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
Intersection
Int Delay, s/veh 1.5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 35 0 7 1 0 14 13 946 1 23 1763 67
Future Vol, veh/h 35 0 7 1 0 14 13 946 1 23 1763 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 - - - - - 100 - - 100 - 175
Veh in Median Storage, # - 2 - - 2 - - 0 - - 0 -
Grade, %- 0 - - 0 - - 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 13 975 1 24 1818 69
Major/Minor Minor2 Minor1 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
HCM 2010 TWSC 2021 Total
1: SH 69 & Harris Street/Rumple Lane AM Peak Hour
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
Intersection
Int Delay, s/veh 1.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
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 - - None
Storage Length 150 - - - - - 100 - - 100 - 175
Veh in Median Storage, # - 2 - - 2 - - 0 - - 0 -
Grade, %- 0 - - 0 - - 0 - - 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 Minor1 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
HCM 2010 TWSC 2021 Total
2: SH 69 & Solaris Street AM Peak Hour
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
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 - - -
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 Major1 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 - -
HCM 2010 TWSC 2021 Total
1: SH 69 & Harris Street/Rumple Lane PM Peak Hour
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
Intersection
Int Delay, s/veh 1.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
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 - - - - - 100 - - 100 - 175
Veh in Median Storage, # - 2 - - 2 - - 0 - - 0 -
Grade, %- 0 - - 0 - - 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 Minor1 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
HCM 2010 TWSC 2021 Total
2: SH 69 & Solaris Street PM Peak Hour
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
Intersection
Int Delay, s/veh 0.4
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
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 - - -
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 Major1 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 - -
HCM 2010 TWSC 2021 Total - Mitigation
2: SH 69 & Solaris Street AM Peak Hour
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
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 Major1 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 - -
HCM 2010 TWSC 2021 Total - Mitigation
2: SH 69 & Solaris Street PM Peak Hour
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
Intersection
Int Delay, s/veh 0.4
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
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 Major1 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 - -
HCM 2010 TWSC 2025 Background
1: SH 69 & Harris Street/Rumple Lane AM Peak Hour
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
Intersection
Int Delay, s/veh 1.8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
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 - - None
Storage Length 150 - - - - - 100 - - 100 - 175
Veh in Median Storage, # - 2 - - 2 - - 0 - - 0 -
Grade, %- 0 - - 0 - - 0 - - 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 Minor1 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
HCM 2010 TWSC 2025 Background
1: SH 69 & Harris Street/Rumple Lane PM Peak Hour
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
Intersection
Int Delay, s/veh 4.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
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 - - None
Storage Length 150 - - - - - 100 - - 100 - 175
Veh in Median Storage, # - 2 - - 2 - - 0 - - 0 -
Grade, %- 0 - - 0 - - 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 54 0 9 1 0 15 16 1055 1 26 1967 101
Major/Minor Minor2 Minor1 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
HCM Signalized Intersection Capacity Analysis 2025 Background - Mitigation
1: SH 69 & Harris Street/Rumple Lane AM Peak Hour
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
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 6.0 6.0 6.0 6.0 6.0 6.0
Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00
Frt 1.00 0.85 0.86 1.00 1.00 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 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 0.00 0.00 c0.55 0.22
v/s 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, d1 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 Summary
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
HCM 2010 Signalized Intersection Summary 2025 Background - Mitigation
1: SH 69 & Harris Street/Rumple Lane AM Peak Hour
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
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/ln 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/ln 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), s/veh 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/ln 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, veh/h 111 32 1861 793
Approach Delay, s/veh 70.0 62.2 2.5 3.5
Approach LOS E E A A
Timer 1 2 3 4 5 6 7 8
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+I1), 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
HCM Signalized Intersection Capacity Analysis 2025 Background - Mitigation
1: SH 69 & Harris Street/Rumple Lane PM Peak Hour
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
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 6.0 6.0 6.0 6.0 6.0 6.0
Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00
Frt 1.00 0.85 0.87 1.00 1.00 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 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 0.00 0.32 c0.61
v/s 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, d1 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 Summary
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
HCM 2010 Signalized Intersection Summary 2025 Background - Mitigation
1: SH 69 & Harris Street/Rumple Lane PM Peak Hour
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
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/ln 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/ln 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), s/veh 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/ln 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, veh/h 68 18 1095 2161
Approach Delay, s/veh 72.3 69.1 0.7 4.5
Approach LOS E E A A
Timer 1 2 3 4 5 6 7 8
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+I1), 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
HCM Signalized Intersection Capacity Analysis 2025 Total
1: SH 69 & Harris Street/Rumple Lane AM Peak Hour
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
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 6.0 6.0 6.0 6.0 6.0 6.0
Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00
Frt 1.00 0.85 0.86 1.00 1.00 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 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 0.00 0.01 c0.57 0.23
v/s 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, d1 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 Summary
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
HCM 2010 Signalized Intersection Summary 2025 Total
1: SH 69 & Harris Street/Rumple Lane AM Peak Hour
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
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/ln 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/ln 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), s/veh 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/ln 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, veh/h 179 32 1915 831
Approach Delay, s/veh 66.7 55.5 3.4 5.4
Approach LOS E E A A
Timer 1 2 3 4 5 6 7 8
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+I1), 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
HCM 2010 TWSC 2025 Total
2: SH 69 & Solaris Street AM Peak Hour
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
Intersection
Int Delay, s/veh 0.4
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 48 3 1 1677 693 16
Future Vol, veh/h 48 3 1 1677 693 16
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 53 3 1 1863 770 18
Major/Minor Minor2 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
HCM Signalized Intersection Capacity Analysis 2025 Total
1: SH 69 & Harris Street/Rumple Lane PM Peak Hour
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
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 6.0 6.0 6.0 6.0 6.0 6.0
Lane Util. Factor 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00
Frt 1.00 0.85 0.87 1.00 1.00 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 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 0.00 0.33 c0.62
v/s 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, d1 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 Summary
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
HCM 2010 Signalized Intersection Summary 2025 Total
1: SH 69 & Harris Street/Rumple Lane PM Peak Hour
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
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/ln 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/ln 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), s/veh 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/ln 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, veh/h 112 18 1133 2286
Approach Delay, s/veh 70.3 64.2 4.0 6.7
Approach LOS E E A A
Timer 1 2 3 4 5 6 7 8
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+I1), 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
HCM 2010 TWSC 2025 Total
2: SH 69 & Solaris Street PM Peak Hour
Stapleton Subdivision, Meridian, Idaho Synchro 10 Report
Traffic Impact Study, November 2018 Thompson Engineers, Inc.
Intersection
Int Delay, s/veh 0.3
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
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 Major1 Major2
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
Intersection:Harris Street and Meridian Road
Within Isolated Community or Major Street Speed Exceeds 40 mph:Yes
Traffic Conditions:2025 Background
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 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
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
TRAFFIC SIGNAL WARRANTS ANALYSIS SUMMARY
Major Street Information
Minor Street Information
Traffic Signal Warrant Analysis Findings
Stapleton Subdivision, Meridian, Idaho
Traffic Impact Study, December 2018
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
2025 Build-Out Background Traffic
Hour
Interval
Begin
Meridian Road
(Major Street)
Harris St/Rumple Ln
(Minor Street)
Combined Volume
(vph)
Higher
Approach Volume
(vph)
Stapleton Subdivision, Meridian, Idaho
Traffic Impact Study, December 2018
Condition A Condition B
00:00 Not Satisfied Not Satisfied
01:00 Not Satisfied Not Satisfied
02:00 Not Satisfied Not Satisfied
03:00 Not Satisfied Not Satisfied
04:00 Not Satisfied Not Satisfied
05:00 Not Satisfied Not Satisfied
06:00 Not Satisfied Satisfied
07:00 Not Satisfied Satisfied
08:00 Not Satisfied Satisfied
09:00 Not Satisfied Satisfied
10:00 Not Satisfied Satisfied
11:00 Not Satisfied Satisfied
12:00 Not Satisfied Not Satisfied
13:00 Not Satisfied Not Satisfied
14:00 Not Satisfied Not Satisfied
15:00 Not Satisfied Not Satisfied
16:00 Not Satisfied Satisfied
17:00 Not Satisfied Satisfied
18:00 Not Satisfied Not Satisfied
19:00 Not Satisfied Not Satisfied
20:00 Not Satisfied Not Satisfied
21:00 Not Satisfied Not Satisfied
22:00 Not Satisfied Not Satisfied
23:00 Not Satisfied Not Satisfied
Number of Hours Satisfied 0 8
Warrant 1 Met?Yes
1,062 18
759 8
400 4
2,313 42
1,554 26
1,262 22
2,113 52
2,544 68
2,780 53
1,626 37
1,767 42
1,793 45
1,498 61
1,458 61
1,626 64
1,668 62
2,259 93
688 75
116 4
227 13
747 23
199 3
96 3
98 1
Warrant 1, Eight-Hour Vehicular Volume
Hour
Interval
Begin
Meridian Road
(Major Street)
Harris St/Rumple Ln
(Minor Street)Hour Satisfied?
Combined Volume
(vph)
Higher
Approach Volume
(vph)
Stapleton Subdivision, Meridian, Idaho
Traffic Impact Study, December 2018
00:00
01:00
02:00
03:00
04:00
05:00
06:00
07:00
08:00
09:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00
Number of Hours Satisfied
Warrant 2 Met?
Within isolated community or major roadway speed exceeds 40 mph?
7
Yes
Yes
759 8 Not Satisfied
400 4 Not Satisfied
1,262 22 Not Satisfied
1,062 18 Not Satisfied
2,313 42 Not Satisfied
1,554 26 Not Satisfied
2,544 68 Satisfied
2,780 53 Not Satisfied
1,793 45 Not Satisfied
2,113 52 Not Satisfied
1,626 37 Not Satisfied
1,767 42 Not Satisfied
1,458 61 Satisfied
1,626 64 Satisfied
688 75 Satisfied
1,498 61 Satisfied
1,668 62 Satisfied
2,259 93 Satisfied
227 13 Not Satisfied
747 23 Not Satisfied
98 1 Not Satisfied
116 4 Not Satisfied
199 3 Not Satisfied
96 3 Not Satisfied
Warrant 2, Four-Hour Vehicular Volume
Hour
Interval
Begin
Meridian Road
(Major Street)
Harris St/Rumple Ln
(Minor Street)
Hour Satisfied?
Combined Volume
(vph)
Higher
Approach Volume
(vph)
Stapleton Subdivision, Meridian, Idaho
Traffic Impact Study, December 2018
0
100
200
300
400
500
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000
Mi
n
o
r
S
t
r
e
e
t
-
A
p
p
r
o
a
c
h
V
o
l
u
m
e
(
v
p
h
)
Major Street - Combined Volume (vph)
Figure 4C-1. Warrant 2, Four-Hour Vehicular Volume
2 LANES & 1 LANE
Stapleton Subdivision, Meridian, Idaho
Traffic Impact Study, December 2018
Stapleton Subdivision
Meridian, Idaho
ITD Right-Turn Lane Analysis
2021 Phase 1 Total Traffic
Approach
Speed
Limit
(mph)
Peak
Hour
Right-Turn
Volume
(vph)
Major Road
Volume
(vphpl)
Meet
Warrant?
AM 9 322 No
PM 31 901 Yes
Intersection
Solaris Street
and SH 69
PM PeakAM Peak
Highway Volume (veh/hr/ln)
Ri
g
h
t
-
T
u
r
n
V
o
l
u
m
e
(
v
e
h
/
h
r
)
SB 551
1 1
1
1