Loading...
HomeMy WebLinkAboutTraffic Impact StudyDOBIE ENGINEERING, INC. KNIGHT SKY ESTATES SUBDIVISION TRAFFIC IMPACT STUDY JUNE 12, 2008 SUBMITTED TO: IDAHO TRANSPORTATION DEPARTMENT P.O. BOX 8028 BOISE, ID 83707-2028 ADA COUNTY HIGHWAY DISTRICT 3775 N. ADAMS ST. BOISE, ID 83713 DOBIE ENGINEERING, INC. 777 HEARTHSTONE DR., BOISE, ID 83702 (208)345-3290 DOBIE ENGINEERING, INC. KNIGHT SKY ESTATES SUBDIVISION TRAFFIC IMPACT STUDY JUNE 12, 2008 SUBMITTED TO: IDAHO TRANSPORTATION DEPARTMENT P.O. BOX 8028 BOISE, ID 83707-2028 ADA COUNTY HIGHWAY DISTRICT 3775 N. ADAMS ST. BOISE, ID 83713 DOBIE ENGINEERING, INC. 777 HEARTHSTONE DR., BOISE, ID 83702 (208)345-3290 0 SUMMARY OF FINDINGS RECOMMENDATIONS KNIGHT SKY ESTATES TRAFFIC IMPACT STUDY BRIEF PROJECT DESCRIPTION The Knight Sky Estates Subdivision is a 58-acre mixed use project located at the northwest corner of the Linder Road/Chinden Boulevard (US 20126) intersection in Meridian, Idaho. This study was prepared to assess the proposed zoning change from TN-C to C-C and to evaluate the impacts of the proposed highway access. It was assumed in this study that the center has a buildout potential of 150,000 square feet of retail space, 75,000 square feet of office space and 125 residential units. SUMMARY OF FINDINGS 1. At full buildout the site development will produce a total driveway volume of '10,890 vehicles per day with a PM peak hour loading of 1,060 vehicles per hour. Site development will add 770 new peak hour trips to the system roadways. 2. The proposed site access plan uses the existing intersection at Long Lake Way plus one new all -movement access to Chinden and one secondary connection to Linder Road. 3. The Chinden Boulevard and Linder Road intersection is signalized and now operates with moderate traffic congestion. US 20\26 has a 3-lane section, and ADT volumes are approaching the highway capacity now available. Lane modifications are needed on the adjacent arterials to accommodate projected traffic volumes through the year 2015. 4. Reconstruction of US 20/26 is included in the COMPASS Regional Transportation Plan. A 5-lane section is recommended. However, construction is not programmed at this time. 5 The Chinden/Linder intersection will exceed the capacity of the existing lane geometry by 2015, and a 5-lane improvement will be needed to accommodate regional traffic growth as identified in the COMPASS RTP. Reconstruction of Linder Road and reconstruction of the Linder/Chinden iintersection are included in the ACHD Capital Improvements Plan. Work is programmed for the 6 to 20-year horizon. 6. Intersection improvements should include 2 through lanes, dual left -turn lanes on all approaches and a right -turn lane on both the southbound approach on Linder Road and the westbound approach on Chinden Boulevard, 7. The proposed site access to Chinden is located 948 feet west of Linder Road. This all -movement stop controlled driveway will experience moderate congestion during year 2015 peak hour traffic conditions. The average delay for vehicles exiting the site will be 30 seconds. On -site storage of 50 feet will be required. 8. The Chinden access will generate sufficient turning traffic to warrant a right -turn deceleration lane on Chinden Boulevard. 9. The new highway approach is a modification of an existing approach previously approved by ITD. The proposed driveway location on Chinden conforms to ITD Type III access management guidelines. The proposed driveways on Linder Road conform to ACHD criteria for access spacing. Study prepared by Dobie Engineering, Inc. 777 Hearthstone Dr Boise, ID 83702 208-345-3290 Ph, 208-388-0309 Fax doble—del®msn.com Knight Sky Estates Subdivision Traffic Impact Study PROPOSED DEVELOPMENT Study Objectives This study was prepared to assess the traffic impacts and access management issues resulting at buildout of a major mixed use development with access to US 20-26. Dobie Engineering, Inc. (DEI) was retained by the site developer to perform this traffic study in accordance with ITD policy for transportation impact studies. A previous TIS was prepared for the site by Keith Haiar and Dave Szplett in 2005. This report updates that study to account for the change in land use from office to commercial and to update the traffic projections. On -Site Development The Knight Sky Estates Subdivision is a proposed 58-acre mixed use development including a 150,000 square foot shopping center, a 75,000 square foot office park and 125 residential units. The site has been annexed to the City of Meridian, and the current zoning is a mix of R-4, C-C and TN-C. A copy of the legal description is attached in Appendix E. Access to the site, which is located at the northwest corner of the intersection of Linder Road and Chinden Boulevard (US 20/26), will be from both Linder Road and Chinden Boulevard. This project is expected to be fully developed by 2015. Illustrated in Figure 1 is a concept site plan illustrating the building configuration and adjacent roads. Prepared by Dobie Engineering, Inc. Page 1 0820 FIGURE 1 C Q i Knight Sky Estates Subdivision Traffic Impact Study PROJECTED TRAFFIC Existing Traffic and Circulation Chinden Boulevard (US 20/26) is a standard principal arterial under the jurisdiction of the Idaho Transportation Department (ITD). Currently it is improved with a 3-lane rural road section and 4-ft. paved shoulders. The posted speed limit is 55 mph adjacent to the site. Linder Road is an ACHD minor arterial with a 2-lane rural section and a 50 mph posted speed limit. Long Lake Way is a residential collector serving the Lochsa Falls Subdivision. A traffic signal has been constructed at the intersection with Chinden Boulevard. The Chinden Boulevard/Linder Road intersection has a traffic -actuated signal with left -turn lanes and protected signal phasing on all approaches. Average daily traffic counts were made by ACHD and peak hour turning movements were measured by DEI in June 2008. Those recent counts plus peak hour counts collected during December 2007 are attached in Appendix A for review. Shown in Table 1 is a summary of the daily traffic counts on the arterial roads. Prepared by Dobie Engineering, Inc. Page 2 0820 Knight Sky Estates Subdivision Traffic Impact Study Table 1 Existing Traffic Volumes' Location: Vehicles per Day: Date of Count Chinden Boulevard West of Linder Road 20,666 8/07 Chinden Boulevard East of Linder Road 20,441 8/07 Chinden Boulevard East of Linder Road 17,701 12/07 Linder Road North of Chinden Boulevard 10,720 3/07 Linder Road South of Chinden Boulevard 9,163 4/06 Long Lake Way South of Chinden Boulevard 6,437 6/08 (1) The PM Peak Hour (K-Factor) is 9% An assessment was made of the current capacity of the adjacent arterial intersection. The results are summarized in Table 2 below, and details of the calculations are located in Appendix A for review. Table 2 Linder/Chinden Intersection Capacitv Approach LOS Northbound D Southbound E Eastbound C Westbound E Intersection D Prepared by Dobie Engineering, Inc. Page 3 0820 Knight Sky Estates Subdivision Traffic Impact Study On average the Linder/Chinden intersection has LOS "D" service quality with moderate capacity to accommodate additional traffic. The 3-lane highway section is approaching its traffic carrying capacity and currently operates at level of service (LOS) "E." Reconstruction of US 20/26 to a 5-lane section between Eagle Road and Canyon County is included in the Destination 2030 Long Range Transportation Plan. It was assumed in this traffic study that a portion of Chinden adjacent to the site would be reconstructed by year 2015. The ACHD Capital Improvements Program includes the reconstruction of Linder Road and the Linder/Chinden intersection and the Statewide Transportation Improvement Program (STIP) includes the construction of turn bays at the Linder/Chinden intersection (Project #10522). Work is programmed for 2009 construction. An overview of future projects affecting the immediate study area is shown below: Sponsor Proiect Cost Schedule ACHD Widen Linder: McMillan to Chinden $3.6M 6-10 years Chinden to State $22.7M 6-10 years Reconstruct Intersection $5.4M 11-20 years ITD Widen Chinden: Eagle to Caldwell Unknown No date Linder/Chinden Turn Lanes $0.5M 1-2 years Prepared by Dobie Engineering, Inc. Page 4 0820 Knight Sky Estates Subdivision Traffic Impact Study Baseline Conditions Capacities of the arterial roadways were calculated for the year 2015 prior to inclusion of the site -generated traffic from the Knight Sky development. These calculations were made to establish baseline conditions from which to assess site traffic impacts. Appendix B contains a copy of the current COMPASS model projections for year 2015 traffic. Since existing traffic on US 20-26 now exceeds model projections, baseline volumes were estimated using a 5% annual growth rate applied to the highest recent traffic count. The projected baseline capacities of the adjacent arterials are shown in Table 3. Table 3 Roadway Capacities - Baseline Conditions (Year 2015) Location: Chinden Boulevard East of Linder Road Linder Road North of Chinden Boulevard Linder Road South of Chinden Boulevard ADT Volume No. Lanes Vol./Cap. LOS 30,000 5 0.77 C 14,700 3 0.74 C 9,700 3 0.49 A Assumed in this analysis is a mid -range LOS "D" capacity of 17,000 vpd on a 3-lane arterial and 33,000 vpd on a 5-lane highway. (Source: COMPASS RTP Speed Capacity Matrix.) Prepared by Dobie Engineering, Inc. Page 5 0820 Knight Sky Estates Subdivision Traffic Impact Study The baseline capacity of the project intersection is summarized in Table 4. Service levels were calculated for both the existing lane configuration and an improved intersection with 2 through lanes and dual left -turn lanes on all approaches. New site traffic from the Eagle Island Marketplace was added to the COMPASS regional traffic to model 2015 baseline conditions. Table 4 Baseline Intersection Capacity Chinden Boulevard/Linder Road Approach 3-Lane 5-Lane Northbound F D Southbound F D Eastbound F D Westbound F D Intersection F D These findings indicate that projected intersection capacity is not adequate to accommodate projected traffic through the year 2015 with the existing lane geometry, Substantial intersection improvements will be required to accommodate projected regional traffic growth. (Ref. Appendix B.) Prepared by Dobie Engineering, Inc Page 6 0820 Knight Sky Estates Subdivision Traffic Impact Study Trip Generation The following trip rates are recommended in the latest edition of the ITE Trip Generation Manual (Seventh Edition) for a Shopping Center (ITE #820), an Office Park (ITE #750) and Single Family Residential (ITE #210). Table 5 Trip Generation Rates Trip Occurrence Shopping Center Office Single e Family Park Residential (Per KSF) (Per KSF) (Per Lot) Weekday End Trips 58.93 11.42 9.57 Peak AM Hour 1.33 1.74 0.75 Enter (61 %) (89%) (25%) Exit (39%) (11%) (75%) Peak PM Hour 5.45 1.50 1.01 Enter (48%) (14%) (64%) Exit (52%) (86%) (36%) Pass -By Traffic 35% --- Details of the trip rate calculations for the retail center are presented in Appendix C for review. It was assumed that a 150,000 square foot shopping center, a 75,000 square foot office park and 125 residential units could be developed on the 58-acre site. Prepared by Dobie Engineering, Inc. Page 7 0820 Knight Sky Estates Subdivision Traffic Impact Study Future site -generated traffic at full buildout of the Knight Sky Estates Subdivision is shown in Table 6. Table 6 Site -Generated Traffic (Rounded) Land Use No. Units Total ApT AM Trips PM Trips Commercial 150 8,840 200 820 Office 75 855 130 115 Residential 125 1,195 95 125 Total Driveway Volume 10,890 425 1060 Less Pass -By Traffic 3,095) (70 _) 290 Total New Traffic 7,795 355 770 At full buildout the site will produce a total driveway volume of 10,890 vehicles per day with a peak hour driveway volume of 1,060 vehicles per hour. Approximately 35% of the total traffic will be pass -by trips already on the adjacent arterial roadways. Site development will add 770 new trips per hour to the regional road system. Since both the system traffic and the site -generated traffic reach their peak during the PM hour, the AM peak was not evaluated separately. Prepared by Dobie Engineering, Inc. Page 8 0820 Knight Sky Estates Subdivision Traffic Impact Study Trip Distribution Site -generated traffic was assigned to the adjacent system roadways and intersection based on analysis of the local market area and system traffic flows. Approximately 25% of the site traffic was assigned to each of the cardinal directions on Linder and Chinden. Future trips at full buildout of the commercial development were estimated and assigned to the proposed project entrances. Figure 2 illustrates the turning movements at the site entrances for the peak hour period in the year 2015. Included in this traffic forecast is the baseline traffic plus the new site -generated traffic from the Knight Sky Estates and Eagle Island Marketplace. Modal Split Public transit service to the site is available via Valleyride. In this study it was assumed that the ITE trip generation rates have previously accounted for travel demand reduction through alternative transportation modes. Prepared by Dobie Engineering, Inc Page 9 0820 N FIGURE 2 KNIGHT SKY SUBDIVISION 2015 PM PEAK HOUR TRAFFIC KNIGHT SKY SUBDIVISION LONG LAKE WAY 0 o-1n 00 o 1n t 100 1055 -► 50 3 - off L 50 f 1485 50 1 150 LOCHSA SUBDIVISION CHINDEN BOULEVARD N.T.S. �WTVJ 0 n 0 01 Of too s too z h 305 J 950 -► 100 3 0o on f4 4& Io rn co °p t 75 175 noo 7 N t 205 i 1255 (' 160 hto u') to o Traffic Study Prepared By. A DOBIE ENGINEERING, INC. 777 H..th.t-. Dr. 901" ID 83702 S45-3290 Knight Sky Estates Subdivision Traffic Impact Study CAPACITY ANALYSIS Capacity Analysis: Project Intersection Presented in Table 7 are the results of an operational analysis of the Chinden Boulevard intersection with Linder Road under 2015 baseline plus site traffic conditions. Details of the calculations are attached in Appendix C. Site traffic includes both the Knight Sky Subdivision and the proposed Eagle Island Marketplace. Table 7 Linder Road/Chinden Boulevard Intersection Approach LOS Queue Length Northbound D 375' Southbound D 425' Eastbound D 750' Westbound D 1200' Intersection D These data indicate that the Linder Road/Chinden Boulevard (US 20/26) intersection will conform to acceptable capacity standards with 2 through lanes, a southbound and a westbound right -turn lane and dual left -turn lanes on all approaches. The southbound peak period queue will not conflict with the proposed access location. Prepared by Dobie Engineering, Inc. Page 10 0820 Knight Sky Estates Subdivision Traffic Impact Study Presented in Table 8 is an operational analysis of the Chinden intersection with Long Lake Way under 2015 baseline plus site traffic conditions. Table 8 Long Lake Way/Chinden Boulevard Intersection Approach LOS Northbound D Southbound D Eastbound C Westbound D Intersection C Queue Length 125' 250' 625' 1350' Prepared by Dobie Engineering, Inc. Page 11 0820 Knight Sky Estates Subdivision Traffic Impact Study Capacity Analysis: Project Driveways Presented in Table 9 is an operational analysis of the site driveways under 2015 traffic conditions. The proposed Linder access plan has two type "T" intersections offset a distance of 160 feet. The "T" configuration reduces conflict points and improves the level of service. If the intersections were aligned, the LOS would decrease to "F." These findings show that the proposed site accesses can achieve an acceptable level of service. Approach Northbound Southbound Table 9 Capacity Anal sis —Site Accesses Chinden Access Linder Access LOS Queue LOS Queue D 50' Eastbound C 25' B 25' C 75' A queue length analysis was prepared to test the driveway spacing proposed for Linder Road. The offset distances and queue lengths (95% probability) are illustrated in Figure 3. These dimensions show that the proposed access plan conforms to acceptable standards. Prepared by Dobie Engineering, Inc. Page 12 0820 14 KNIGHT SKY ESTATES / 525' s FIGURE 3 KNIGHT SKY ESTATES QUEUE LENGTH ANALYSIS LA EAGLE ISLAND MARKETPLACE I bit, 365' _ a) N Ci I I 41 CHINDEN BLVD. (US 20/26) N TS Traffic Study Prepared By. EDOBIEEERING, INC. Knight Sky Estates Subdivision Traffic Impact Study Capacity Analysis: Future Roadways As indicated in Table 9, the COMPASS Traffic Model forecasts a loading of 42,800 vpd on US 20/26 by 2030. A 7-lane section will be required to accommodate this volume according to the COMPASS capacity guidelines. Sufficient right-of-way should be preserved to provide for this expanded road section. Table 9 Capacity Analysis — Year 2030 Roadway ADT Vol. No. Lanes Vol./Cap, LOS Chinden Blvd. 42,800 7 0.81 C/D Linder Road 26,100 5 0.67 C Prepared by Dobie Engineering, Inc. Page 13 0820 Knight Sky Estates Subdivision Traffic Impact Study OTHER ISSUES Accident Occurrence During the years 2001 through 2005 sixty-three (63) intersection -related accidents occurred on US 20/26 at the Linder Road intersection (MP 37.26. In addition, a total of one hundred forty (140) accidents occurred on the adjacent 3-mile segment of state highway from MP 36.0 to MP 39. The current accident rates shown in Table 10 were estimated assuming an average daily traffic (ADT) of 18,000 vpd on US 20/26. Table 10 Accident Rates for US 20/26 Segment 2070 Occurrence Base Rate Actual Rate Rural Intersection 0.74/MV 1.33/MV Rural Segment 1,16/MVM 1.42/MVM 'Source: ITD Safety Evaluation Instruction Manual 9/03 Road Type (#51) The historic accident rate is above the average base rate for both the segment and the arterial intersection This condition reflects the over -capacity status of the highway. The planned improvements in the COMPASS regional transportation plan should improve both the capacity and safety characteristics of the highway. In addition, the auxiliary right -turn lane plus the shoulder widening proposed for the new commercial approach should help mitigate any future site -generated impacts and improve overall safety performance. Copies of the crash rates and milepost log are attached in Appendix D. Prepared by Dobie Engineering, Inc. Page 14 0820 Knight Sky Estates Subdivision Traffic Impact Study Lane Geometry Analysis The need for a right -turn lane was tested at the proposed Chinden Boulevard access. Findings are shown below in Table 11. Table 11 Auxiliary Lane Warrants (55 mph Operation Speed) Maximum Thru Turn Turnin9 US 20/26 Access: Volume Volume _ Warrant Volume Met Right -Turn 1685 100 40 Yes Source: Access Management Manual Both a two -way -left -turn lane (existing) and a right -turn deceleration lane (new) will be needed at the proposed site access to Chinden Boulevard to accommodate the projected turning traffic. The recommended deceleration lane improvements include a 12-ft. wide by 200-ft. long deceleration lane plus a 150-ft. (12:1) taper. A paved shoulder width of 5 feet should be installed adjacent to the deceleration lane. Proposed lane geometry is shown in Figure 4, which follows. If a 5-lane section is constructed, as is currently proposed for the Eagle Island Marketplace, the turn lane geometry would shift one lane to the north. Prepared by Dobie Engineering, Inc. Page 15 0820 KNIGHT SKY W W Z Z W < J 0:D 2 LN (V SECTION A. N.T.S. KNIGHT SKY LANE W z J W Z WZ W Z W � Q Q J Q H cif crr 1D N N N CV SECTION B-B FIGURE 4 ESTATES GEOMETRY Traffic Study Prepared By. :'- A ENGINEEENG, ILDOBIE- MnurtMta„. 0.. Baiq � R7Tp,� .NCC. Knight Skv Estates Subdivision Traffic Impact Study Highway Access Permit The proposed access plan utilizes the existing signalized intersection at Long Lake Way plus one new all -movement approach to Chinden Boulevard and one all -movement approach to Linder Road. The new highway access will be located at Station 657+32.5 approximately 948 feet west of the centerline of Linder Road. This driveway will replace an existing 20-ft. wide approach at the same location. Copies of the highway construction plans and the encroachment application are attached in Appendix E for review. Attached in Appendix E is a copy of the approach permit and the construction plans for the adjacent segment of US 20/26. Access Station M.P. Width Movements 1 657+32.5 37.08 40 Full Movement Approval of the approach in this case is supported by the following findings. - Item #1: Safety 1. The proposed approach will improve traffic safety. a. The proposed deceleration lane conforms to ITD and AASHTO design criteria. b. The right -turn lane will increase intersection capacity and eliminate speed differential conflicts. c. The addition of 5-ft. wide paved shoulders along the site frontage will Prepared by Dobie Engineering, Inc. Page 16 0820 Knight Sky Estates Subdivision Traffic Impact Study c. The addition of 5-ft. wide paved shoulders along the site frontage will improve the highway to applicable standards. d. The proposed approach will reduce turning traffic at the intersection with Linder Road. Item #2: System Operation 1. The proposed approach improves the operation of the highway system. a. The total approach delay at the proposed Chinden access will maintain a level of service "C" condition for eastbound left -turn movements. b. Without the proposed highway approaches, the level of service on the southbound leg of Linder Road will decrease, and the vehicle queue extending from the signal will block the main site access. c. The SB-LT queue length on the Chinden approach will be 50 feet. This queue can be safely accommodated with on -site roadway design. d. The proposed driveway will replace an existing permitted approach. e. The proposed access conforms to ITD access management standards for Type III access control, since it exceeds the minimum 300-ft. spacing requirement. Prepared by Dobie Engineering, Inc. Page 17 0820 NO APPENDIX Study prepared by. Doble Englneering, Inc. 777 Hearthstone Dr. Boise. ID 83702 206-345-3290 ph_ 208-34M_0309 Fox dobie_delornsn corn APPENDIX A Source: DEI Ada County Highway District - Traffic Counts Page 1 of 1 LINDER RD SOUTH OF CHERRY LN 9/25/07 ITD COUNT MERIDIAN Tuesday Tuesday 11917 NB LINDER RD NORTH OF FRANKLIN RD SB ITD COUNT MERIDIAN Tuesday Tuesday 11358 NB Sg LINDER RD SOUTH OF CHINDEN BLVD APPROACH & TOTAL MERIDIAN 9163 NB 388 416 Thursday SB 353 374 LINDER RD SOUTH OF BEACON LIGHT RD 10/10/07 ITD COUNT EAGLE Wednesday 1395 NB SB LINDER RD SOUTH OF COLUMBIA RD 12/13/05 APPROACH & TOTAL KUNA Tuesday1384 NB 85 76 SB 58 78 LINDER RD NORTH OF DEER FLAT RD APPROACH & TOTAL KUNA 10/25/07 5283 SB3 217 Thursday 212 LINDER RD NORTH OF SH 44 ITD COUNT EAGLE 10/10/07 3947 NB Wednesday SB LINDER RD NORTH OF LAKE HAZEL RD APPROACH & TOTAL ADA COUNTY 6!7/07NB 150 48 Thursday 1293 SB 21 69 LINDER RD NORTH OF CHERRY LN 9/25ro7 ITD COUNT MERIDIAN Tuesday 13519 NB SB LINDER RD SOUTH OF USTICK RD APPROACH & TOTAL 4/7/05 MERIDIAN Thursday 307 10767 SB 546 407 LINDER RD SOUTH OF DEER FLAT RD APPROACH & TOTAL KUNA 10/25/07 249 284 Thursday 5871 8B 134 338 LINDER RD SOUTH OF BOISE ST APPROACH & TOTAL KUNA 2/14/08 �� NB 269 289 Thursday SB 161 260 LINDER RD NORTH OF BEACON LIGHT RD 10/10/07 ITD COUNT ADA COUNTY NBWednesday 168 SB LINDER RD SOUTH OF SH 44 APPROACH & TOTAL �A COUNTY 8l31/05 9729 NB 501 433 Wednesday SB 416 358 LINDER RD SOUTH OF OVERLAND RD APPROACH & TOTAL MERIDIAN 2/20/08 NB 255 39 Wednesday 1590 SB 7 149 LINDER RD BOISE RIVER BRIDGE 2006 WEEKDAY AVERAGE ITD COUNT ADA COUNTY 12/2006 NB 423 417 Sunday gg74 SB 339 383 LINDER RD NORTH OF AVALON ST APPROACH & TOTAL KUNA 10/17/07 NB 219 294 Wednesday 4960 SB 120 242 LINDER RD SOUTH OF LAKE HAZEL RD APPROACH & TOTAL KUNA 6nro7 NB 123 53 Thursday 1327 SB 64 LINDER RD SOUTH OF VICTORY RD 19 APPROACH & TOTAL ADA COUNTY 4110102 727 NB 48 33 Wednesday SB 21 42 LINDER RD NORTH OF CHINDEN BLVD APPROACH & TOTAL ADA COUNTY 3/21/07 Wednesday NB 554 10720 464 SB 398 LINDER RD SOUTH OF FRANKLIN RD 421 ITD COUNT MERIDIAN 10/2/07 6787 NB Tuesday SB LINDER RD NORTH OF USTICK RD APPROACH & TOTAL MERIDIAN 4/7/05 10589 NB 581 505 Thursday SB 246 335 ht'P:'/www.achd.ada.id.us/Departments/Tratyic/Tr 6/9/2008 Ada County Highway District - Traffic Counts Page 1 of 1 CHINDEN BLVD EAST OF LINDER RD APPROACH & TOTAL ADA COUNTY 8/21/07 Tuesday 20411 EB 9119 748 WB 438 998 CHINDEN BLVD EAST OF EAGLE RD BOISE 9l20/06 30899 EB 1622 1010 APPROACH &TOTAL Wednesday WB 655 1541 CHINDEN BLVD EAST OF ORCHARD ST APPROACH & TOTAL GARDEN CITY �/07 31593 EB 1749 1109 Wednesday WB 821 1557 CHINDEN BLVD WEST OF BLACK CAT RD APPROACH & TOTAL ADA COUNTY 7/19/06 15568 EB 932 503 Wednesday WB 474 810 CHINDEN BLVD WEST OF EAGLE RD APPROACH & TOTAL BOISE 12/5/07 23924 EB 1204 889 Wednesday WB 462 1300 CHINDEN BLVD WEST OF VETERANS PKWY GARDEN CITY �/06 33734 EB 1652 1299 APPROACH & TOTAL Tuesday WB 1073 1865 CHINDEN BLVD WEST OF 44TH ST GARDEN CITY 3(7/06day 337� 1688 1290 APPROACH & TOTAL VEUBB 1064 1665 CHINDEN BLVD WEST OF LINDER RD APPROACH & TOTAL MERIDIAN 8/21/07 20666 EB 1045 808 Tuesday WB 503 1042 CHINDEN BLVD EAST OF LOCUST GROVE RD APPROACH & TOTAL EAGLE 12/5107 22615 E EB 1191 814 Wednesday B 457 1208 http://www.achd. ada. id.us/Departments/Traffic/TrafficCounts. aspx 6/9/2(}08 Short Report page t of SHORT REPORT I ln(orrnation ite lnforneation ntersection CHINDEN/LINDER P. DOBIE icy or Co. DEl ,We Performed 1104IV8 ea Type All other areas rrne Period PM urisdiction ITD/ACHD jAnalysis Year 2008 EXISTING Yotume and T !n EB WB N8 SB LT TH RT LT TH RT LT TH RT LT TH RT um. of Lanes i 1 0 1 1 0 1 1 0 1 1 0 group L TR L TR L TR L TR olume % Heavy veh 150 545 25 75 755 85 80 175 55 65 140 175 E 2 2 2 2 2 2 2 2 2 2 2 2 P/A 090 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 090 0.90 kist time A 2.0 A 20 A A 20 A A A A A A A A 20 2.0 2.0 2.0 eff. green type 20 I 20 20 12.0 20 2.0 20 20 20 4 4 4 4 4 4 4 4 3.0 30 3.0 30 3.0 30 30 3.0 ke/RTOR Volume 10 10 25 10 10 60 10 10 25 10 120 10 120 60 vwm12.0 12 0 120 120 120 120 Grade/Paridng N 0 N N 0 N N 0 N N 0 N r skWr 0 0 0 0 0 0 D 0 3.0 30 3.0 3.0 30 3.0 3.0 3.0 Exd. Left Thru & RT 03 04 Exd. Left Thru & RT 07 08 ng G= 150 G= 560 G= G= G= 9.0 G= 24.0 G= G= Y= 4 Y= 4 Y= Y= Y= 4 Y= 4 Y= Y= =025 deL lhC= 120.0 Grou Ca c' Control Delay,and LOS Determination EB WB NB SB flow rate 167 606 83 867 89 227 72 284 9�P �- 221 869 2'21 864 133 361 133 338 is �0 0.76 0.70 0.38 1.00 0.67 0.63 0.54 0.84 ratio 0.13 0.47 0.13 0.47 008 0.20 0.08 0.20 delay d 1 50.7 25.3 482 32.0 54.1 43.9 53.5 fad k 0.31 0.26 0.11 0 50 0.24021 0.14 46.2 nrxem. �y Q 13.8 2 5 1.1 31. 5 0.38 pF 12 2 3.5 Cantrol 1.000 .815 1.000 R4.17.0 .815 1.000 1.000i.000 9� LOS 64.6 23.1 49.3 57.5Lane 66.3 47.463.2 NVrch. delay E C D E E D E E 32 0 8 52 7 4PPmach LOS C 621 ntersec. d delay 49.1 D E IntersectionLOS L Copyright +C 2000 University of F14rri4 All Rights Reserved Version 4 file://C:1Documents%20and%20Settings\DOBIE\Local%20Settings\Templs2k 15.tmp I /2/20( APPENDIX B LINDER ROAD 330 1650 1200 120 2860 300 ----^ 1210 880 --> 30 ----v CHINDEN BLVD. I 30 275 160 IN A 6600 800 800 330 275 195 CHINDEN BLVD. I t 300 330 170 I t I I I A_ 170 v I <--- 1200 1530 ' v---- 160 2745 ` 195 iA 880 1215 t I > 140 t t I I I 120 330 140 465 590 1055 LINDER ROAD Short Report Page 1 of General Infonmation Analyst P. DOBIE lgency or Co. DEI )ate Performed 3113108 rme Period PM rV1u111C Cfllu m. of Lanes ie group ume v h Heavy veh F lost time Extension Blke/RTOR Volume r Width -amingmr Dus stops/hr Init Extension 'hasin Excl. Left iming G = 18.5 Y= 4 e Group Capac dj. flow rate 8ne group cap. /c ratio reen ratio Unit delay d1 lay factor k ncrem. delay d2 F factor ontrol delay Lane group LOS Apprch, delay Approach LOS Intersec. delay CS2000Tht SHORT REPORT Site Information i ©©E RIME avo FZPM 0 1 0 3.0 13.0 EW Perm 03 G = 46.5 G = Y= 4 Y= section CHINDEN/LINDER Type All other areas fiction ITD/ACHD sis Year 2015 BASELINE WB NB SB LT TH RT LT TH RT LT TH RT 2 2 1 2 2 0 2 1 1 L T R L TR L T R 160 12 00 175 120 330 140 195 275 330 2 2 2 2 2 2 2 2 2 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 A A A A A A A 2.0 2.0 2.0 2.0 2.02.0 2.0 2.0 2.0 2.0 2.0 2.02.0 2.0 4 4 4 4 44 4 3.0 3.0 3.0 3.0 3.03.0 $6010 3.0 10 10 60 10 10 10 60 12.0 12.0 12.0 12.0 12.012.0 12.0 N 0 N N 0 0 N 0 0 0 0 0 0 0 0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 04 Excl. Left Thru & RT SB Onl 08 G= G= 15.5 G= 20.5 G= 3.0 Y= Y= 4 Y1, G= = Y= Y= cle Length C = 1200. Control Del a and LOS Determination EB WB NB 333 978 178 1333 122 133 456 1250 1374 920 1374 598 444 583 0.27 0.71 0.19 0.97 0.20 0.30 0.78 0.57 0.39 0.57 0.39 0.39 0.13 0.17 21.2 31.1 14.7 36.1 24.4 47.3 47.6 0.11 0.28 0.11 0.48 0.11 0.11 0.33 0.1 1.8 0.1 17.6 0.2 0.4 6.8 0.631 0.907 6.631 0.907 0.907 1.000 1.000 13.5 30.0 9.4 50.3 22.3 47.7 54.5 B C A D C D D 25.8 43.8 52.9 C D D 38.9 Intersection LOS Copyright ® 2000 University of Florida, All Rights Reserved f1e://C:\DOcuments%20and%20Settings\DOBIE1Local%20Settingsl'I'empls2kE.tmp SB 217 306 300 530 427 586 0.41 0.72 0.51 0.15 0.23 0.38 45.8 42.7 28.4 0.11 0.28 0.12 0.5 5.7 0.8 1.000 1.000 0.912 46.3 48.4 26.6 D D C 39.9 D D Version 4 6/ 12/200 kit `� c Z'� 3 o NO -j Short Report Page 1 of SHORT EPORT R eneral Information Site Information nalyst ', gency or Co. P. DOB1E DEl Intersection CHINDEN/LINDER mate Performed 6113108 Area Type All other areas ime Period PM (W/SB-RT LANE) Jurisdiction ITD/ACHD nalysis Year 2015 BASE+SITE Volume and Timin In ut Num. of Lanes LT EB TH RT LT WB TH RT NB LT TH RT LT SB TH F2T Lane group 2 2 0 2 2 1 2 2 0 2 2 1 olume v h L 305 TR 950 L 100 160 T R 1255 205 L TR L T R % Hea veh 2 2 2 2 175 365 140 230 310 355 PHF ctuated P/q 0.90 0.90 0.90 0.90 2 2 0.90 0.90 0.90 0.90 0.90 0.90 0.90 tartu lost time A 2.0 A 2.0 A A A A A A A A A 0.90 A Ext. eft. green 2.0 2.0 2.0 2.0 2.0 2.0 1 2.0 2.0 2.0 2.0 val 4 4 4 2.0 2.0 2.0 2.0 2.0 2.0 2.0 nit Extension 3.0 3.0 3.0 4 4 4 4 3 3 3 ed/Bike/RTOR Volume 10 10 60 3.0 3.0 3.0 3.0 3•0 3.0 3.0 ane Width 12.0 12.0 10 12.0 10 60 10 10 60 10 10 60 arking/Grade/Parking N 0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 arking/hr N N 0 N N 0 N N 0 N us stops/hr 0 0 Unit Extension 3.0 3.0 0 0 0 0 0 0 0 0 hasin Excl. Left Thru & RT 03 3.0 3.0 3.0 3.0 3.0 3-0 3.0 3.0 ing G = 14.0 G = 49.0 G = 04 G = Excl. Left Thru & RT 07 08 Y= 4 Y- 4 Y- Y= G= 11.0 G= 30.0 G= G= ration of Anal sis hrs Eune = 0.25 Y= 4 Y=4 Grou.pCapacity,Control Delay,and LOS Determination cIe Len th C T 120.0 dj. flow rate EB 339 1100 WB NB SB ane group cap. 401 1438 178 1394 161 194 495 256 344 328 /c ratio 0.85 0.76 401 1448 631 315 858 315 887 615 reen ratio 0.12 0.41 0.44 0.96 0.26 0.62 0.58 0.81 0.39 0.53 Unif. delay dl 51.9 30.5 0.12 0.41 0.41 0.09 0.25 0.09 0.25 0.40 Delay factor k 0.38 0.32 49.4 34.6 39.4 53- 5 37.4 27.5 ncrem. delay d2 15 3 2 5 0.11 0.47 E23.452.5 0.20 0.17 0.350.11 0.14 F factor 1.000 0.8 15.6 3.6 1.0 14.9 0.3 0.9 trol delay .885 67.2 29,6 1.000885 . .885 1.000 1.000 1.000 1.000 1.000 ane group LOS E C 50- 2 46.3 21. 0 56.1 40. 4 68.4 37.7 28.4 Apprch. delay 38.4 D D C E D E D C Approach LOS 44.3 44.8 D D 42.9 ntersec. delay D D 42.3 !csz000TM Intersection LOS Copyright CQ 2000 University of Florida, All Rights Reserved D Version 4. file://(':\Documents%20and%20Settings\ )OBIS\Local%20Settings\Temp\s2k 19.tm P 6/ 12/200 Back -of -Queue Worksheet Pate l of BACK -OF -QUEUE WORKSHEET -1VjC%,r vCxnpuon KNIGHTS SKY SUBDIVISION C14 t �oe - - - ...... vj %,(UWUC EB LT TH RT ine group L TR it. queue/lane 0.0 0 ow rate/lane 339 1100 itflow per lane 1770 1849 low ratio Ic ratio factor rrival type latoon ratio F factor avg k HCS2000TM e 401 1438 0.10 0.31 0.85 0.76 1.000 1.000 4 4 73 1.33 0.99 0.91 5.6 15.0 0.3 0.7 1.3 2.1 6.9 17.1 Back of Queue (95th percentile) 1.9 1.7 13.2 129.6 rage Ratio 25.0 125.0 0 0 WB NB LT TH RT LT TH L T R L TR 0.0 0.0 0.0 0.0 0.0 178 1394 161 194 495 1770 1862 1545 1770 1801 401 1448 631 315 858 0.05 0.39 0.10 0.06 0.14 0.44 0.96 0.26 0.62 0.58 1.000 1.000 1.000 1.000 44 4 4 4 4 4 1.33 1.33 1.33 1.33 1.33 0.97 0.98 0.80 0.99 0.94 2.8 23.4 2.8 a3 0.7 a6 a3 a5 a2 6.4 0.2 a7 3.0 29.8 3.1T3.547.8 2.0 1.6 2.0 2.0 1.9 6.0 48.1 6.1 7.1 114.7 25.0 25.0 25.0 25.0 25.0 0 0 0 0 0 Copyright ® 2000 University of Florida, All Rights Reserved SB RT LT TH RT L T R 0.0 0.0 0.0 256 344 328 1770 1862 1537 315 887 615 0.07 0.10 0.21 0.81 0.39 0.53 1.000 1.000 1.000 3 3 3 1.00 1.00 1.00 1.00 1.00 1.00 4.3 5.0 8.3 0.3 0.5 0.6 0.9 0.3 0.7 5.2 5.3 9.0 1.9 11.9 11.9 10.2 10.3 16.8 5-0 125.0 125.0 0 Version 4 file:HC:\Documents%20and%20Settings\DOBIE\Local%20Settings\Temp\s2k I B.tm P 6/12/200 Short Report Page I of SHORT REPORT General Information ite Information Analyst P. DOBIE Agency or Co. DEI Date Performed 6113106 Time Period PM Intersection CHINDEN/LONG LAKE rea Type All other ar6as urisdicfion ITD/ACHD Analysis Year 2015 BASE+SITE Volume and Timing Input EB WB NB SB LT TH RT LT TH RT LT TH RT LT TH RT um. of Lanes 1 2 1 1 2 0 1 1 0 1 1 0 ane group L T R L TR L TR f TR olume v h 160 1055 50 150 1485 50 50 10 100 150 10 50 Heavy0/6 veh 2' 2 2 2 2 2 2 2 2 2 2 2 H F 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 tuated P/A A A A A A A A A A A A A tartu lost time 2.0 '2.0 2.0 2. 22.0 2.0 2.0 2.0 2.0 eff. green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 aI 4 4 3 4 4 4 4 3 3 nit Extension 3.0 3.0 3.0 3.0 3.0 1 3.0 3.0 3.0 3.0 ed/Bike/RTOR Volume 10 10 20 10 10 20 10 10 20 10 10 20 ne Width 12.0 12.0 112.0 12.0 12.0 12.0 12.0 1 12.0 12.0 arking/Grade/Parking N 0 N N 0 N N 0 N N 0 N arking/hr us stops/hr 0 0 0 0 0 0 0 0 0 nit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 �hasing Excl. Left Thru & RT 03 04 NS Perm 06 07 08 Timing G= 18.0 IY= IY= G= 60.0 G= G= G= 30.0 G= G= 1Y= G= 1Y= 4 4 Y= Y= Y= 4 Y= uration of Analysis hrs = 0.25 cle Length C = 120.0 ne Group Capacity, Controll Delay, and LOS Determination EB WB NB SB Adj. flow rate 111 1172 133 167 1683 56 100 167 44 Lane group cap. 266 1774 774 266 1767 335 392 311 403 /c ratio 0.42 0.66 0.04 0.63 0.95 0.17 0.26 0.54 0.11 reen ratio 0.15 0.50 0.50 0.15 0.50 0.25 0.25 0.25 0.25 nif. delay dl 46.2 122.4 15.3 47.9 28.6 35.2 36.0 39.0 34.7 lay factor k 0.11 0.24 0.11 0.21 0.46 0.11 0.11 0.14 0.11 ncrem. delay d2 1.1 0.9 0.0 4.7 12.1 0.2 0.3 1.8 0.1 F factor 1.000 .767 1.000 1.000 0.767 1 1.000 1.000 1.000 1.000 ntrol delay 47.3 18.1 115.3 52.5 34.0 35.5 36.4 40.8 3, . Lane group LOS D B B D C D D D 0. pprch. delay 20.5 35.7 36.1 39.6 Approach LOS C D D D Intersec. delay 30.3 Intersection LOS C +C:S2000TM Copyright ® 2000 University of Florida, All Rights Reserved Version 4 file:HC,:\Documents%20and%20Settings\DOBIE\Local%20Settings\Temp\s2l E.tmp 6/12/200 Back -of -(Queue Worksheet BACK -OF -QUEUE WORKSHEET Page 1 of neral Information ?roject Description KNIGHT SKY SUBDIVISION La(,14 c= Average Back of Queue Eg Wg NB SB LT TH RT LT TH RT LT TH RT LT TH RT Lane group L T R L TR L TR L TR nit. queue/lane 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 low rate/lane 111 1172 33 167 1663 56 100 167 44 atflow per lane 1770 1862 1548 1770 1856 1341 1567 1242 1613 Capacity/lane 266 1774 774 266 1767 335 392 311 403 Flow ratio 0.06 0.33 0.02 0.09 0.48 0.04 0,06 0.13 0.03 /c ratio 0.42 0.66 0.04 0.63 0.95 0.17 0.26 0.54 0.11 factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 rrival type 4 4 3 4 4 4 4 3 3 latoon ratio 1.33 1.33 1.00 1.33 1.33 1.33 1.33 1.00 1.00 F factor 0.96 0.80 1.00 0.98 0.96 0.90 0.91 1.00 1.00 3.2 12.2 0.6 5.1 26.8 1.3 2.4 4.8 1.1 kB 0 .4 0.8 0.7 0.4 0.8 0.4 0.5 0.4 0.5 �2 0.3 1.5 0.0 0.6 6.9 0.1 0.2 0.5 0.1 avg. 3.5 13.7 0.6 5.7 33,7 1.4 2.6 5.3 1.2 Percentile Back of Queue (95th percentile) Rio 2.0 1.8 2.1 1.9 1.6 2.1 2.0 1.9 2.1 OQ, Q% 7.0 24.4 1 .2 11.0 53.7 2.9 5.2 10.3 2.5 ueue Storage Ratio spacing 25.0 25.0 25.0 25.0 25.0 25.0 25.0 25.0 25.0 storage 0 0 0 0 0 0 0 0 0 Avg. RQ 5% RQ% HCS2000TM Copyright ® 2000 University of Florida, All Rights Reserved fi le://C:\I)ocuments%20and%20Settings\DOBIE\Local%20Settings\Temp\s2k 10.tmp 6/ 12/200 Two -Way Stop Control Page 1 of TWO-WAY STOP CONTROL SUMMARY keneral Information Site Information Analyst P. DOBIE Agency/Co, DEI Performed 6113108 IDate nal sis Time Period Intersection SITE/CHINDEN Jurisdiction ITD Analysis Year 2015 W/SITE Project Description COMMERCIAL CENTER DEVELOPMENT East/West Street: CHINDEN US-20126 orth/South Street: SITE ACCESS ntersection Orientation: East-West IStudy Period hrs : 0.25 ehicle Volumes and Adjustments a'or Street Eastbound Westbound ovement 1 2 3 4 5 6 L T R L T R olume veh/h 50 1255 0 0 1685 100 Peak -hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 ourly Flow Rate (veh/h) 55 1394 0 0 1872 1 111 roportion of heavy ehicles, P HV 2 0 edian type Two Way Left Tum Lane T Channelized? 0 1 Lanes 1 2 0 0 2 1 onfi uration L T T R U stream Signal 1 1 inor Street Northbound Southbound ovement 7 8 9 10 11 12 L T R L T R Volume veh/h 0 0 0 50 0 100 Peak -hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate (veh/h) 0 0 1 0 55 0 1 111 Proportion of heavy ehicles, P� 0 D 0 2 0 2 Percent grade (%) 0 0 Flared approach N N Storage 0 0 RT Channelized? 0 1 Lanes 0 0 0 1 0 1 Configuration L R Control Delay,Queue Len thLevel of Service Approach EB WB Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L L R Volume, v (vph) 55 55 111 Capacity, cm (vph) 321 119 458 /c ratio 0.17 0.46 0.24 Queue length (95%) 0.61 2.05 0.94 Control Delay (s/veh) 18.5 58.9 15.4 LOS C F C pproach delay (s/veh) — — 29.8 [Approach LOS — — D file://C:\Documents%20and%20Settings\DOBIE\Local%20Settings\Temp\u2k21.tmp 6/12/200 i wo- way -mop t.ontroi , .6, 1 .,, TWO-WAY STOP CONTROL SUMMARY eral Information Vly�qyf%'10 Site Information st )ate Perfonred sfs Tkm Period P.DOBIE DEI W1412006 PM ntersection Jurisdkton Analysis Year SOUTH SITE/LINDER ACHD 2015 W1SI TE COMMERCIAL CENTER DEVELOPMENT --- E G E 15t_ R ,)�� h gDesmpbm Street SOUTH SITE ACCESS "7"' orth/South Street LlNDER ROAD Odent3fim: Nam.- period hrs : 0-25 etude Volumes and A justiments - Street Northbound Southbound 1 2 3 4 5 6 L T R L T R tune 0 615 180 75 620 0 -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Flow Rate, HFR 0 693 200 83 688 0 t Heavy Vehicles 2 1 - - 2 _ I_ Type Two Way Left Tum Lane T Channekzed 0 0 0 1 0 1 1 0 uration TR L T signal 1 0 met V1ound Eastbound t 7 8 9 10 11 12 L T R L T R 175 0 75 0 0 0 eslc-Hour Factor, PH F 0-90 ago 0- 90 ago 0.90 a 90 i Aioml F4ow Rate, HFR 194 0 83 0 0 0 sent Heavy Vehicles 2 2 2 2 2 2 Grade. (%) 0 0 red Approach N N rage 0 0nn Ghae#¢ed 0 0 1 0 1 0 0 0 uration L R Queue as►d Level of Service NB SB Westhound Eastbound ernent 1 4 7 8 9 10 11 12 Configuration L L R (vph) 83 194 83 (m) (vph) 671 295 385 a12 066 0.22 0.42 4.27 0.81 ly 11.1 37.6 16.9 V%,queue B E C De#ay - -- 31.4 LOS - - D - -- ---_ — Rights Reserved Versa -in 4 !!t (arp.reghl d: of I-Acmd2. Ali Rtgh!s Resel d %jels1Un 4 tite:�';('a�,��Licrti�nts°%2{3and°�o2t?1e[tirr;�s'.1}{?ICI l�:AI_c�zaf`i�2f1Szttiri5s`.Fe►rip\L k9.till p 10"?00 Two -Way Stop Control Page I of TWO-WAY STOP CONTROL SUMMARY General Information Site Information Analyst Ngency/Co. ate Performed nal sis Time Period P. DOBIE DEI 611412006 PM Intersection Jurisdiction Analysis Year SITE/LINDER ACHD 2015 W/SITE roject Description KNIGHT SKY SUBDIVISION ast/West Street: SITE ACCESS orth/South Street: LINDER ROAD ntersection Orientation: North -South IStudy Period hrs : 0.25 ehicle Volumes and Adjustments a or Street Northbound Southbound ovement 1 2 3 4 5 6 L T R L T R olume 100 670 0 0 695 100 Peak -Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 111 1 744 1 0 0 772 1 111 Percent Heavy Vehicles 2 — — 0 — — Median Type Two Way Left Tum Lane RT Channelized 0 0 Lanes 1 2 0 0 2 0 Configuration L T T TR U stream Signal 1 0 inor Street Westbound Eastbound ovement 7 8 9 10 11 12 L T R L T R olume 0 0 0 100 0 100 IlPeak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate, HFR 0 1 0 1 0 111 0 111 Percent Heavy Vehicles 0 0 0 2 0 2 Percent Grade (%) 0 0 Flared Approach N N Storage 0 0 T Channelized 0 0 Lanes 0 0 0 0 0 0 Configuration LR ela Queue Length, and Level of Service pproach NB SB Westbound Eastbound ovement 1 4 7 8 9 10 11 12 ane Configuration L LR (vph) 111 222 (m) (vph) 749 418 lc 0.15 0.53 5% queue length 0.52 3.02 ontrol Delay 10.6 23.0 OS 1 B C pproach Delay — — 23.0 proach LOS — — C Rights Reserved i/CS2000TM Version 4 Id Copyright ® 2003 University of Florida, All Rights Reserved Version 4 file://C:\Documents%20and%20Settings\DOBIE\Local%20Settings\Temp\u2k I Ttmp 6/9/200 Pam Golden From: Pam Golden Sent: Friday, August 01, 2008 3:23 PM To: 'Dobie_Dei@msn.com' Subject: Knight Sky Estates- 3-08-450 Pat- I got the supplemental traffic analysis you sent. Appendix C was still missing- can you e-mail it over? Also, in relation to the DMG proposed access points- We placed DMG on hold because they were working some things out with the city. We have not acted on their application for approval or denial at this time. Although they have withdrawn their application with the city, I have spoken with them and they still intend to develop the property. I am hopeful we can work through that issue at our Aug 12 meeting. As soon as I get Appendix C, we will accept the TIS for review. The current TIS guidelines associated with our Board Policy afford us 30 days to review the TIS. Thanks, Pam hug 14 UH U5:15p DOBIE ENGINEERING INC 388 0309 p,l 777 Hearthstone Drive Boise, ID 83702 Phone 208-345-3290 Fax 208-388-0309 dobie-dei@msn.com LM To: Pam Golden - ITD From: Patrick Dobie, P. E Fax: 334-8917 Pages: 10 Phone: 334-8377 Date: 8-14-08 Re: Appendix C — Knight Sky Estates CC: • Comments: Attached is another copy of Appendix C for your records. Aug 14 08 05:15p DOBIE ENGINEERING INC 388 0309 p.2 APPENDIX C Aug 14 08 05:15p DOBIE ENGINEERING INC 388 0309 p.3 APPENDIX C KNIGHT SKY ESTATES Average Daily Traffic (ADT) Peak Hour !AM) Peak Hour (PM) PPa,ss-By Rate SHOPPING CENTER Ln(T) = 0.65 L n(X) + 5 83 X = 150 T = 8,839 VPD ADT = 58.93 VPD/KSF Ln(T) = 0.60 Ln(X) + 2.29 X = 150 T = 200 VPH AM = 1.33 VPH/KSF Ln(T) = 0.660 Ln(X) + 3.40 X = 150 T = 818 VPH PM = 5.45 VPH/KSF Ln(T) _ -0.291 Ln(X) + 5.001 T = 34.6% Prepared by Dobie Engineering, Inc. Aug 14 08 05:15p DOBIE ENGINEERING INC 388 0309 p,4 Short Report Page 1 of SHORT REPORT eneral Information Site Information nalyst P. DOBIE Intersection CHINDEN/LINDER lgency or Co DE! Area Type All other areas Date Performed 6113108 Jurisdiction ITD/ACHD Time Period PM (W/SB-RT LANE) nalysis Year 2015 BASE+SITE Volume and Timing Input ES WB NB SB LT TH RT LT TH RT LT TH 1 RT LT TH RT Num. of Lanes 2 2 0 2 2 1 2 2 0 2 2 1 Lane group L TR L T R L TR L T R Volume v h 305 1950 100 160 1255 205 175 365 140 230 310 355 % Heavy veh 2 1 2 2 2 2 2 2 2 2 2 2 2 PH 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 ctuated P/A A A A A A A A A A A A A tartu lost time 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Ext. eff. green 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 rrival e 4 4 4 4 4 4 4 3 3 3 nit Extension 30 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Ped/Bike/RTOR Volume 10 10 60 10 10 60 10 10 60 10 10 60 Lane Width 120 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 12.0 arking/Grade/Parking N 0 N N 0 N N 0 N N 0 N arking/hr Bus stops/hr 0 0 0 0 0 0 0 0 0 0 Unit Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 -1hasin Excl. Left Thru & RT 03 04 Excl. Left Thru & RT 07 08 iming G= ?4.0 G= 49.0 G= G= G= 11.0 G= 30.0 G= G= Y= 4 Y= 4 Y= Y= Y= 4 Y= 4 Y= Y= uration of Anal sis hrs = 0.25 ycle Length C = 120.0 ne group Ga . flow rate le group cap. ratio reen ratio nif. delay d 1 elay factor k nerem. delay d2 F factor ontrol delay Lane group LOS h. delay FrPP-PProcach LOS Intersec. delay 'Cs2000"M Control Delay,and LOS Determination EB WB NB SB 339 1100 178 1394 161 194 495 256 344 328 401 1438 401 1448 631 315 858 315 887 615 0.85 0.76 0.44 0.96 0.26 0.62 0.56 0.81 0.39 0.53 0.12 0.41 0.12 0.41 0.41 0.09 0.25 0.09 0.25 0.40 519 30.5 49.4 34.6 23.4 52.5 39.4 53.5 37.4 27.5 0.38 0.32 0.11 0.47 0.11 0.20 0.17 0.35 0.11 0.14 153 25 8 jo 15.6 3.6 10 14.9 0.3 0.9 1.000 .885 000 0.885T,5 1.000 1.000 67.2 29.6 50.2 46.3 21.0 56.1 40.4 C D D C E D ��38 .444.3 44.8 D D D 42.3 Intersection LOS Copyright 0 2000 Universik of Florida, All Rights Reserved 1.000M37. 68.428.4 EC 42.9 D D 1.000 Version 4 file://C:\Documents%20and%24Settings\DOBIE\Local%20Settings\"I'emp\s2k 19.trnp 6/12/200 Aug 14 08 05:16p OOBIE ENGINEERING INC 388 0309 p,5 Rack-ol'- Queue Worksheet Page I of BACK -OF -QUEUE WORKSHEET General Information 'roject Description KNIGHTS SKY SUBDIVISION , ;,-_ I i Average Back of Queue EB WB NB SB LT TH RTjF LT I TH RT LT TH RT LT TH RT Lane group L TR L T R L TR L T R Init. queue/lane 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Flow rate/lane 339 1100 178 1394 161 194 495 256 344 328 Satflow per lane 1770 1849 1770 1862 1545 1770 1801 1770 1862 1537 Capacity/lane 401 1438 401 1448 631 315 858 315 887 615 Flow ratio 0.10 031 005 0.39 0.10 0.06 0.14 0.07 0.10 0.21 /c ratio 0.85 0,76 0.44 0.96 0.26 0.62 0.58 0.81 0.39 0.53 I factor 1,000 1.000 1.000 1.000 1.000 1.000 70100 1.000 1000 1.000 Arrival type 4 4 4 4 4 1 4 4 3 3 3 Platoon ratio 1.33 1.33 1.33 1.33 1.33 1.33 1.33 1.00 1.00 1.00 PF factor 0.99 0.91 0.97 0.98 0.80 0.99 0.94 1.00 1.00 1.00 56 150 2.8 23.4 2.8 31 71 43 50 83 e 0.3 0.7 0.3 0.7 0.6 0.3 0.5 0.3 0.5 0.6 13 2.1 0.2 6.4 0.2 0.4 0.7 0.9 0.3 0.7 avg. 6.9 17.1 3.0 29.8 3.1 3.5 7.8 5.2 1' �' %11W1I L111. oa4w V I %dmue I train ne1'm-nT11P_ 1 i° 1.9 1 1J 1 2.0 T1.6 12.0 2.0 1.9 1.9 1.9 1.9 OQQ is na_ _ 13.2 29.6 6.0 48.1 161 7.1 14.7 10.2 10.3 16.8 vw10VW IXCIUV spacing 25.0 25.0 25.0 25.0 25.0 25.0 25.0 25.0 25.0 25.0 storage 0 0 0 0 0 0 0 0 0 0 Ai,vg. RQ 5% Ro% /!(.,52000T11 Copy nghl V 2000 University of Florida, All Rights Reserved Version 4 file://C:1Documents%20and%20Settings\DOBIE\Local%20Settings\Temp\s2k I B.tmp 6/12/200 Aug 14 08 05:16p Short Report DOBIE ENGINEERING INC 388 0309 p.6 Page I of General information Analyst P. DOB1E 4gency or Co. Jate Performed DEl 6/13/08 Time Period PM volume ano i Num. of Lanes Lane group ✓olume (vph) % Heavy veh tup lost time eff. green at type Extension Bike/RTOR Volume Width SHORT REPORT ersection CHINDEN/LONG LAKE ea Type All other areas risdiction ITD/ACHD alysis Year 2015 BASE+SITE EB WB N6 LT 1 L I TH 2 T I RT 1 R f LT 1 L TH 2 TR I RT 0 LT 1 L I TH 1 TR 100 2 1055 2 50 2 150 2 1485 2 50 2 50 2 10 2 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 A A A A A A A A 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 4 4 3 4 4 4 4 3.0 3.0 3.0 3.0 3.0 3.0 3.0 10 12.0 10 12.0 20 12.0 10 12.0 10 12.0 20 10 12.0 10 12.0 N 0 N N f 0 N N 0 tus stops/hr 0 0 0 0 0 0 0 Init Extension 3.0 3.0 3.0 3.0 3.0 3.0 3.0 hasin Excl. Left Thru & RT 03 04 NS Perm 06 iming G= 18.0 G= 60.0 G= G= G= 30.0 G= Y= 4 Y= 4 Y= Y= Y= 4 Y= ,uration of Analysis hrs = 0.25 cle Len ane Group Capacity, ontrof Delay, and LOS Determination EB _MMU ME i ©© t© IEM =am m©© mmm MIMm MIMEM M©m �00l '6 o t i6o C = 120.0 G 2 TO A Z9 dj. flow rate 111 1172 33 167 VNB 1683 56 NB SB Lane group cap. 266 1774 774 266 1767 100 167 44 /c ratio 335 392 311 403 0.42 0. 66 0.04 0,63 0. 95 0.17 0.26 0.54 0.11 reen ratio 0.15 0.50 0.50 0.15 0.50 0.25 0.25 0.25 0.25 nif. delay d1 46.2 22 4 15.3 47.9 28.6 35.2 36.0 39.0 34.7 elay factor k 0.11 0.24 0.11 0.21 0.46 0.11 0.11 ncrem delay d2 1.1 0.9 0.0 4.7 12.1 0.14 0.11 F factor 0.2 0.3 1.8 0.1 1.000 0.767 1.000 t 000 0,767 1 000 1.000 1.000 1 000 ontrol delay 47.3 18.1 15.3 52.5 34.0 35.5 36.4 ane group LOS D 8 B D 40.8 34.8 pprch. delay 20.5 C D D D C pproach LOS C 35.7 36.1 39.6 Intersec. delay D D D _ 30.3 Intersection LOS C Cs�nnnT^� Copynght P 2000 University of Florida, All Rights Reserved Version 4 fle://C:\Documents%20and%20Settings\DOBI C\Local%2USettings\Temp\s2kE. tmp 6/ 12/ZUU Aug 14 08 05:16p DOBIE ENGINEERING INC 388 0309 p.7 Back -of -Queue Worksheet Page 1 of BACK -OF -QUEUE WORKSHEET General Information project Description KNIGHT SKY SUBDIVISION o rl1 if, L /? Average Back of Queue EB WB NB SB LT I TH RT LT TH RT LT TH RT LT ITH 1 RT Lane group L T R L TR L TR L TR Init queue/lane 00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Flow rat lane 111 1172 33 157 1683 56 100 167 44 atflow per lane 1770 1862 1548 1770 1856 1341 1567 1242 1613 apacity/lane 266 1774 774 266 1767 335 392 311 403 Flow ratio 0.06 0.33 0.02 10.09 0.48 0.04 0.06 U 13 /c ratio 0.42 0.66 0.04 0.63 0.95 0.17 0.26 0.54 0.03 0.11 I factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 rrival type 4 4 3 4 4 4 4 3 3 Platoon ratio 1.33 1.33 1.00 1.33 1.33 1.33 1.33 1.00 1.00 PF factor 0.96 0.80 1.00 0.98 0.96 0.90 0.91 1.00 1.00 Qi 32 12.2 0.6 5.1 268 13 2.4 4.8 1.1 ce 0.4 0.8 0.7 0.4 0.8 04 0.5 0.4 0.5 �z 03 13.5 1.5 1137 0.0 0.6 6.9 0.1 0.2 0.5 0.1 avg. 0.6 5.7 33.7 1.4 2.6 'ercentile Back of Queue (95th percentile► % 2.0 1.8 2-1 1.9 1.6 2.1 2.0 1.9 2.1 BOQ, ono 7.0 24.4 1.2 11.0 �53 2.9 5.2 tIE0.3 2.5 (3IIPIIP Cfnrft^- 0-6:_ __ - spacing storage v9. RQ 5% RQ% 11 's2000T ^+ •-m®®®® mmmmm wa=-=® mm-mm Copyright V 2000 University of Florida, All Rights Reserved Version 4 file://C:1Documents%20and%20Settingsll)OBIElLocal%20Settingsl"I'emp1s2k I o.tmp 6/12/200 Aug 14 08 05:16p DOBIE ENGINEERING INC 388 0309 Two -Way Stop Control p.8 Page 1 of TWO-WAY STOP CONTROL SUMMARY eneral Information Site Information ir, st P. DOB/E Intersection SITE/CHINDEN enc /Co. IDEI Jurisdiction ITD Pate Performed na! sis Time Period 16113108 Analysis Year 2015 W/SITE rro ect Description COMMERCIAL CENTER DEVELOPMENT ast/West Street: CHINDEN US-20126 orth/South Street: SITE ACCESS In Orientation: East-West tud Period hrs : 0.25 ehicle Volumes and Adjustments a.or Street Eastbound Westbound ovement 1 2 3 4 5 6 otersection lume veh/h L 50 T 1255 R 0 L 0 T 1685 R 100 Peak -hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Rate veh/h) 55 1394 0 0 1872 111 portion of heavy LHourlyFlow cles, PHv 2 — — 0ian type Two Way Left Tum LaneChannelized? 0 Lanes 1 2 0 0 2 1 1 onfiguration b L T T U stream Signal 1 R 1 inor Street Northbound Southbound ovement 7 8 9 10 11 12 L T R L T R Volume veh/h 0 0 0 50 0 100 Peak -hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 Hourly Flow Rate (veh/h) 0 0 0 55 0 Proportlon of heavy 11 i ehicles, PHv 0 0 0 2 0 2 Percent grade (%) 0 0 Flared approach N N Storage 0 0 T Channelized? 0 1 anes 0 0 FL 0 1 0 1 onfi uration R ontrol Delay,Queue Len th Level of Service pproach EB WB Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Configuration L olume, v (vph) 55 L R apacity, c,n (vph) 321 55 111 /c ratio 0.17 119 458 ueue length (95%) 0.81 0. 46 0.24 ontrol Delay (s/veh) 18.5 2.05 0.94589 ' LOS C . 15.4 pproach delay (s/veh) _ _ F C pproach LOS _ _ 29.8 D file://C:1Documents%20and%20Settings\llOBIETocal%20SeriingSlTemp1u2k2 l trnp . 6/12/200 Aug 14 08 05:16p DOBIE ENGINEERING INC 388 0309 vko-�k'ay Siop Control p.9 pay I tit TWO-WAY STOP CONTROL SUMMARY nerat information Site Information atyst P DOBIE DE1 Ycrf7' 8✓14120O6 rally sts Time Peood PM Intersection SOUTH SITEILINDER !msdiction ACHD Analysis Year 2015 WISlTE opt De`ccri tion COMMERCIAL CENTER DE✓ELOPMENT asVUVesi Street. SWIM SITE ACCESS 7" orth/South Street CINDER ROAD ^te^sect^an OTk--:'atoxn North -South _ tu�Period (hrs) 0.25 ehicie Volumes and Adjustments Pta'ciir Street Northbound Southbound vement 1 2 3 4 5 6 L T R L T R v'01L,me 0 615 180 75 620 0 eak-Hour Fadar, PHF 0.90 0.90 0.90 0.90 0.90 0.90 udy Flow Rate, HFR 0 683 200 83 688 0 ement Heavy Vehides 2 - _ 2 On Type Two Way Left Tum Lane T Charnelized 0 0 .es 0 1 0 1 i 0 nfigurabon TR L T am Si nat-- 1 0 Street Westbound Eastbound ernem i 8 9 i 0 i 1 12 L ! R L T R 175 0 75 0 0 0 Fole Hour Factor, PHF U90 090 0.90 090 0.90 0.90 FLu* Rate, HFR 194 0 63 0 0 0 'escentHeavj Vehicie5 2 cent G-ade i %) 0 0 red ApprDach N N rage Les 0 0 C:hannet¢ed 0 0 1 0 1 0 0 0 uratson L I I R pry' NB SB Westbound Eastbound vement 1 4 7 8 9 10 11 12 ..e Cont?gura«cn L L R (� ph) 83 194 83 (m) (Vph) 671 296 385 0.12 056 022 5°'_, queue !ength 042 4.27 0.81 ntrol i)e!ay 11 1 37 6 16.9 OS B E C ' roach Decay ' proach LOS _ - 31 4 D 1`c_911i1 1 L--A'vcYS Verson J W <'vp,ru:hl e- '!Fi.i I of Ho'IL ,. VI Righb Re cr,cJ "Doe l;nwnLs�.o20anduo'()Srttinos'.DOHI[:',1-Oral"�20Seibngs, ler?tp'Ailk- 1 tntp b!lU,'20U Aug 14 08 05:17p DOBIE ENGINEERING INC 388 0309 p.10 'rwo- Way Stop Control Page 1 of TWO-WAY STOP CONTROL SUMMARY eneral Information Site Information _ nalyst P. DOBIE agency/Co. Intersection SITE/LINDER DEI ate Performed 611412006 Jurisdiction ACHD Analysis Year 2015 W/SITE nal sis Time Period PM ro ect Description KNIGHT SKY SUBDIVISION [Intersection ast/West Street. SITE ACCESS North/South Street: LINDER ROAD Orientation: North-South15tudy Period hrs : 0.25 ehicle Volumes and Adjustments a'or Street Northbound Southbound Movement 1 2 3 4 5 g olume L 100 T 670 R 0 L 0 T 695 R 100 eak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 ourly Flow Rate, HFR 111 744 0 0 772 111 Percent Heavy Vehicles 2 - - 0 - Median Type _ Two Wa Left Tum Lane RT Channelized 0 Lanes 1 2 0 0 2 0 p onfiguration L T T U stream Signal 1 TR 0 nor Street Westbound Eastbound Movement 7 8 9 10 11 12 Plume L T R 0 0 0 L T R eak-Hour Factor, PHF 0.90 0.90 0.90 100 0 100 0.90 0.90 0.90 urly Flow Rate, HFR 0 0 0 111 0 rcent HeavyVehicles 0 0 0 11 i 2 0 rcent Grade (%) 0 2 0 red Approach N [Fa N rage 0 0 Channelized 00 es 0 0 0 0nfiguration LR ine� n r 11-c1C1 VI JCI YI(.0 pproach NB SB Westbound Eastbound ovement 1 4 7 8 9 10 11 12 Lane Configuration L (vph) i11 LR (m) (vph) 749 222 /c 0.15 418 5% queue length 0.52 0.53 ontrol Delay 10.6 3.02 OS B 23.0 pproach Delay _ _ C pproach LOS _ _ 23.0 —%ghts Reserved C ,YCS20610 M Version 4 ld Copy nght 0) 2003 Umtiv rsity of Florida, All Rights Reserved Version 4 file ://C:ADocuments%2Oand%20SettingslDOBIF\I,ocal%-?OSettings\Templu2k 17.tmp 6/9/200 APPENDIX D Total Accidents: 63 Total fatalities: I Total Units: 14S Total Injuries: 51 Total People: 214 Report Criteria: Streets : Chinden Blvd - Boise Counties:Ada, Cities:ALL - In City And Rural, Linder Rd Use intersection related accidents Data From: 2005,2004,2003,2002,2001, ON: Chinden Blvd 1000.00 F SERIAL: 05C098121 UNITS: V1: Car DR1-AGE: 59 F V2: PickupNan/Panel/SUV DR1-AGE: 48 M View Image View Detail Report ON: US 20 1056.00 F SERIAL: 04CO89534 UNITS: V1: PickupNan/Panel/SUV DR1-AGE: 19 M V2: Car DR1-AGE: 32 M V3: Car DR1-AGE: 25 F V4: PickupNan/Panel/SUV DR1-AGE: 29 M View Image View Detail Report ON: Chinden Blvd 40.00 F SERIAL: 04C088007 UNITS: V1: Car DR1-AGE: 27 M V2: Pick upNan/Panel/SUV DR1-AGE: 34 M View Image View Detail Report E FROM: LOCAL CODE: 2 FATALITIES: DIR: W RES: Idaho DIR: W RES: Idaho E FROM: LOCAL CODE: B04003453 4 FATALITIES: DIR: W RES: Unknown DIR: W RES: Oregon DIR: W RES: Idaho DIR: W RES: Idaho E FROM: LOCAL CODE: 2 FATALITIES: DIR: W RES: Idaho DIR: W RES: Idaho LANE: 3149 LIGHT: Day 0 INJURIES: ACTION: Stopped In Traffic INJURY: None Evident ACTION: Going Straight INJURY: None Evident LANE: LIGHT: Day 0 INJURIES: ACTION: Going Straight INJURY: Possible ACTION: Stopped In Traffic INJURY: Possible ACTION: Stopped In Traffic INJURY: Possible ACTION: Stopped In Traffic INJURY: None Evident LANE: 30678 LIGHT: Day 0 INJURIES: ACTION: Starting In Traffic INJURY: None Evident ACTION: Stopped In Traffic INJURY: None Evident 50 1 50 50 W 4 APPENDIX E ,icy (t<_.•. 09-06) Klgm-vT-way encroachment Application and Permit Approaches and Other Encroachments Nun -,be- (From tTD Hk rarray Plan) Application Gate Number of Encroachments Nurnbi:r i1 ;Segment CAL Mitepost C!L Station Zo juo I Right ❑ Lett 9 1 (0 5-1 3 2. 5- �.ty arxf'or County To%vnstap; Range; Section MEa1011"rKI 7. Ty-("lrR iV/t Z3 4, fr Type ( i, Panned, e�Traffic impact Study Required � Appraisal Required I App lh-z orr Fee 1 T'W LT L_ ❑ Encroachment Tie {When pe tt{e- Approach f ds Approach I ❑ Location ❑ - ------ j Ac cess Control Tye (i- v) Right ❑ Left ® I (if jRoadway Type (Urban:, Rural) Nur ibei of La nes [ tnspection Fee (tf Req'd) Performance Bond (it Req'd itting multi to encroachments, attach additional sections on Pa dffi aUons (Seie t all that apply) Approach width (Yva)oot Flares) Cohere (IfRequired) Width ® Use ® `�' O I Length r0Q' Diameter 1 Z Approach Type; SF Residential ❑ MF Residentiaal ❑ Commercial M Agricultural ❑ Joint Use ❑ Distance From Nearest approach (both dire 9 `f `v i To LA Ai Dee- r Sight Distartoe Right (it) 1000 Left (it) 51 ago Remarks (Attach additional streets if neede+ dons, troth sides of roadway) - Show on Plan 14.08r To L:,Mc-% LAcC- GPS Coordinates Posted Speed S Latitude -_- _-_, Specify Type (i e.: Landscaping, Bet►dtes, Bus Tumotrt, etc-) other Encroachments tV oIQ C ittmclude the fopowing_ Apprroach volume Vehicle Trips Per Day L 'SO O Longitude Elevation (tt) A completed Encroachment Checklist, applicable ownership documents, multiple approach permit sheets. Written authorization from the owner or signature of joint user (when required). 3- Plans or drawings (3 sets) stowing proposed work. approach k)cations, drainage details, landscaping, striping plans, acid traffic control. (include departmefrt roadway alignment or project ptans when available-) 4. Special Provisions, Traffic Control Plans, Environrnental documents and any other required permits. f certify that 1 am the owner or authorized representative of the property to be served and request permission to construct the above facilities within the State Highway Rights -of -Way in accordance wish the general provisions specWted on page 2 of this form and any special provisions or plans made a part of this permit. 1 further certify that I have obtained and provided a copy to the Idaho Transportation Department (iTD) of all other required governmental approval to perform the work authorized under this permit. t further understand that this permit shall be void if all work has not been completed within one year of permit issuance and a final inspection and approval from [TO has not been obtained. orrru:r's Narne (f'r reed) Address i City State Zip__ _t'--- --- c s Signature Itofwwumber Fax Number --- --- - — - -- — ---- - - ---- -- --- - --- --- ---- - ALO-sized Representative or Joint User (Printed) Address City State Zip - -__ -__ A�a�med Repesentative or Joint users Signature -( Phone Number Fax Number Sut3_,ect to all terms, conditions, and provisions shown on this form or attachments, permission is hereby granted to the above - named applicant to perform the work described- - -_Local Government Approval When Required Department Approval "l-vahole I Tine I Date Signature Issuz Date NOW: Permit wilt be considered Temporary until fatal inspection and approval by a department representative- 2 3 Z u I G� MILM now L 1 Legal Descriptions TOOTHMAN-ORTON ENCI:NEF.RIN(; COMPANY CONSULTING PHOINEh1LT, St)R TVOM AM) PL"7QRS 9771 L'H""WH BOUIt\'ARn RO LSg, IDA110 n371e.700a 70a•323.226a • fAX20a-32.I-2377 Iwlsenteau•:o�r_ Project: 0_087 Date: Januar, 12, 2006 Page: I of 2 EXHID]IT "A" Total Rezone Area - Description A parcel of land situated in the South 112 of the SoutheastQuarier orSection 2.', Hrnndl mndi Su bdivision. 4 North, flange 1 1t'est, Boise t�lcridimu being aportion of Lot 1. Block I Su -recorded in Book 59 of Plats, County, Pages 5785 5786, trcord of A No. 9407392da 9M, and Recall of that parcel of land as yhowtl oa Record of Sttrney Inslnlntenr follows!ords of Ada County, Jdalho, being more particularly described as IIEGI,IYING at found aluminum cap, marking the comer comtaon to Sections 23. 24, 25 and 26, Township 4 North, hinge 1 \Vest, Boise Meridian: from which a found alumfnutn cap, marking the 114 corner common to Sections 23 and 26 bears N.89'38'47"NV..1629.97 fee(; thence, a and 24, long the section line conttnon to said Sections 23 12 S.00.54'56-tiW„ 0.10 feet to a point on a curve in tine centerline of w. Chindcn Boulevard; thence, 2) VorthttesherJy along said curve. having a radius of 34,377,38 feet, an arc lenstll of 80.89 feet, through a central nnele of00.08'03'', and o chord bearing and distance oflv.g9•39'. • W 80 89 Art to apolm of tangency on the section line common to sad Sections 23 and 26; thence, along said section line. 3) N.89.38'47"W,, 2516.07 feet to a point oa the sowherly extension of the westerly line of said Lot arsferly line of Lot 1. I; thence, along said southerly extension and said 4) N'•00'27'09"F., 941.06 feet to a point, marking the southwesterly confer of a parcel of land described iu Deed instrument No. 101113387: thence. along the southerly and -esterly lines ofsaid parcel, the folio+%bg courses: 5) S,34 41' l5•'E.. 272.()o (Itet to point: Bence, 61 N.00'37'09'•E.. 480.00 t'eet to a point an the northerly line of said Lot I: thence. alone said nonherly line, It taus-ur,Ia,st R4SYk�n:h.;t�u rtrzax%c aYri* a< FSC)I`F: ' CQEt;RcrALC,,<E • CALDIVEU 7-00TIRMAN-ORTON FNG1NEFRING COMPANY Project: 65b87 Datc:lanuar}• 12, 2006 Page; ' of 7) S,89041'45"E_ '393.14 feet to a round 1 n" rebar tt ith plastic cap, markine The Westerlynordi lifth� cornet t Lot 1 U, Block I Brandt Subdi) ision: thence, slope The ucsteth line of Lots G:heapSh i0• Block I ofsaid Brandt Subdiiision, - 8) S•U�'48 23 *"'.. 903.94 feet to a point: thence, along the southern tine of sr id Lot 6 and the southcrl� line of Lot 5, Block 1 of said Brandt SubdirisiorL 9) S.88* 33" E,, 441.26 feet to t: point thence. Lot 5, along the edStuly line of said l0)N•D0"4729"6., 196.40 feet to a point: thence along the; southerly line of Lots 2 and 3. Block I of said Brandt SuSdit'ision, 11) S.89^12'; l 'E•. 498.61 feet to the centerline of N. Linder Road. thence along §aid centerline. 12) S.00.4 T29"W_ 605.00 feet to the ro FNT OF BEG INi L-4G. C,ON'TAINZI NG 58.56 acres, More or less, SDBJECT TO all Cotenants. Rights, Rights -or -Way, Easements of Record and anyEncumbrances. BYE W �Pl?v JUN 16 Zoos MERIDIAN PUBLIC WORKS DEPT. ")i�eSTli?,`r1;tJ:. vF.1'�C .�•rUT4i. iF7tX:E _�ft?t�ti APPENDIX E Typical Driveway Construction Plans Drainage Details Traffic Control Plans FIG. 12 -454.2 c J9A 10- 82 271526022 STANDARD CONSTRUCTION PLANS FOR RURAL PRIVATE APPROACHES 20' MINIMUM EXIT SIDE OF INTERSECTION CORNER CLEARANCE 40' MINIMUM BETWEEN APPROACHES (TYP. ) APPROACH WIDTH APPLICATION NO. 40' MINIMUM .ENTERING SIDE OF INTERSECTION CORNER CLEARANCE 6 INCH DEPTH OF COMPACTED SAND - GRAVEL IN HATCHED AREAS PLAN VIEW J W v 20' MINIMUM n w W _0 y H O -2% ± I' MINIMUM COVER / SUGGESTED MAXIMUM GRADES / 8% FLAT TERRAIN 12%ROLLING TERRAIN \ 15 %MOUNTAINOUS TERRAIN -'--- PIPE CULVERT WHEN REQUIRED GRADE REQUIREMENTS 10:1 DESIRED OR STEEPER NOT UNLESS FILL IS OVER 5 FEET. r CROOR SIDE SLOPE•• - OF • OF PIPE CULVERT 1350 900 RECOMMENDED IF 7CP _I_[ 10IF JUSTIFIED / 1350 ALLOWABLE SKEW LIMITS 450 ANGLE OF APPROACH APPROACH CROSS SECTION VIEW APPLIED FOR ___ _ __ 0° t THE APPROACH IS TO FALL WITHIN I THE ALLOWABLE OR DESIRABLE LIMITS.: 20° z THE DESIRABLE LIMIT IS CONSIDERED THE "SAFEST OPTION". -- - --- I 14IIP,II1I1f111, �45° 9©°-SKEW DIRECTION _ R tan-- _l�Tl� OF TRAVEL 2 1 --- — — -ROADWAY J- -90° --:� :. .. . APPROACH STATION (SEE NOTE NO. 10) PUBLIC ROAD APPROACH 3LIC APPROACH !CUT.. ATIONING FILL JACH St(EW ANGLE I)ETAIL) I PROP i DITCH PROP ( !CULVERT__ ERT-- -- - i R = tan (90°+SKEW 4, (T2\ 2 /) ` /] ILE DETAIL+ TABLE JM ,ACH WIDTH TABLE s _ >37-5 _35 MAX. _ MIN. I MAX. _MIN_, 28 40' —�- 40�— 12' 40' 20 40' 15' 30' 20i 3@1 - -- 28' N/A r. OEF ERrINEFR (DEVELOPMENT) DESIRABLE 0° -200 ALLOWABLE i 45° +45 NOT PERMITTED j �� _ ° —ROADWAY SHOULOER --90° +90°— I DIRECTION i PRIVATE & COMMERCIAL OF TRAVEL— APPROACH — ROADWAY _ . 90°C -- — . — . — APPROACH STATION (SEE NOTE NO. 10) — APPROACH SKEW ANGLE (SEE NOTE NO.9) NOTES 1. RURAL PRIVATE, COMMERCIAL, AND PUBLIC APPROACHES SHALL BE PAVED TO THE RIGHT-OF-WAY LINE OR TO THE BACK OF THE SHOULDER CURVE (APPROACH RADIUS). FARMYARD AND FIELD APPROACHES THAT ARE OCCASIONALLY USED MAY BE PAVED A MINIMUM OF 5' FROM THE SHOULDER LINE. APPROACHES ON EXISTING UNPAVED HIGHWAYS ARE EXEMPT. 2. REFER TO THE ITO RIGHT-OF-WAY USE POLICY AND ADMINISTRATIVE POLICY (A-12-15)FOR ADDITIONAL INFORMATION ON LOCATION OF APPROACHES. 3. IN THE AREA BETWEEN THE HIGHWAY SHOULDER LINE AND THE RIGHT-OF-WAY LINE, GRADE THE APPROACH SIOESLOPES TO MATCH THE ADJOINING ROADWAY SIDESLOPES. 4. WHEN THE MAXIMUM CHANGE IN GRADE "C" IS EXCEEDED,A VERTICAL CURVE(S)SHALL BE USED IN THE APPROACH PROFILE. ON PUBLIC ROADS WHEN "C" EXCEEDS 2% USE A MAXIMUM GRADE OF 77 FOR FLAT TERRAIN. 11% FOR ROLLING TERRAIN, OR 157 FOR MOUNTAINOUS TERRAIN IN CONDUCTION WITH MINIMUM 10' VERTICAL CURVES. 5. EMERGENCY VEHICLE ACCESS MAY BE IMPEDED BY APPROACH GRADES GREATER THAN 10Y.. APPROACH GRADES EXCEEDING 10% ARE NOT RECOMMENDED. 6. THE BALLAST REOUIREMENTS OF RURAL APPROACHES SHALL BE AS SHOWN ON THE PLANS. 7. WHEN A MAILBOX TURNOUT IS INSTALLED WITH A RURAL APPROACH, STD.DWG. H-4-13 IS REQUIRED. 8. ALL RURAL PRIVATE AND COMMERCIAL APPROACHES SHALL BE DESIGNED AND CONSTRUCTED IN A MANNER THAT THE APPROACH DRAINAGE IS INDEPENDENT AND DOES NOT CONTRIBUTE TO EXISTING HIGHWAY DRAINAGE. ALL RURAL PUBLIC APPROACHES SHALL BE DESIGNED AND CONSTRUCTED TO ADDRESS BOTH THE MAIN HIGHWAY AND APPROACH DRAINAGE. 9. THE APPROACH SKEW ANGLE IS THE DEFLECTION ANGLE BETWEEN A LINE PERPENDICULAR TO THE HIGHWAY CENTERLINE AND THE APPROACH CENTERLINE. 10. RURAL PRIVATE AND COMMERCIAL APPROACHES ARE REFERENCED LEFT OR RIGHT OF THE HIGHWAY CENTERLINE STATION TO THE CENTER OF THE APPROACH OPENING WHICH IS AT THE EDGE OF PAVEMENT OR BACK OF CURB. A PUBLIC APPROACH STATION OCCURS WHERE THE PUBLIC APPROACH CENTERLINE INTERSECTS �,}NEER THE HIGHWAY CENTERLINE. 0 ;� 11. NOT TO SCALE. �/G`'�5 STANDARD DRAWING RURAL APPROACHES (PRIVATE. COMMERCIAL. & PUBLIC) FORM CATALOG NUMBER STANDARD DRAWING NO. H-4-A SHEET I OF I 2240 qt pP S! E OF \ rP ��R D L . M\ A I Wm Cl oa: uj w ca cr, I J < ow 0--q Iz io I cr ii- C, 3 C4 NN 06 6, Wzm 0 1-- z, z 'A NZ w La taw V) AA li- V) uj < z 0 cr t is z cr 0 0 uj -j co ui ui L+J— 4:G U) W H 0 zl 3 2 to O J Q U A i z �0 W Z U ZO p a < W OR g OJ z W Lu z w3 U Z. Nab r vi N Z �. O K W N Z 4 = C3 U 2 0:F U 7q� N U K x tr Oo <Z JO W OH W a W < 0 0 O C7 S Z _< J Z O O W z F Oy�� <p Z O K V/ W< O F F Z < Z < ~ ]c cr w N Q O S Vj Ii w Ln W W,;,-" i m�� K < 0 0< < 0 3 3 2 V) ( F O vi25,z N gW N O K (� W<O o < < <j U O C7 0 Z xw WpmOO� <N > WU U f)Z ZYZ Z�Z`z Po L i a� O O m O 40 ym W i a W < -W Wz O K Q La a r W< Z J V i 3 0 m?�y�- m w ujj <0O 5MW W > VI QLk: �S <W > UU OOFS �i < < o o z � j m J S N it V) Uo U 3 w U c ozzz xti .�<�' -i 2-azw,w mW _rc�F X-o O< m m in Z V) w O �� inU wU a�co mK-C -68 i0o ` Z F iJ OVi Z Z <O ZO VI U m W< Z<p< :Li1o.� zz�- m w < o Z O >- o f = Z J j<,j d> Z(3 O w m i Z w 0 0 2 m i So .� N(<a <0 �z�� O S j1 W W F- O Vj O w W Z ZZ Z ZL OW�O zW ON�� 3N J U d Z < n Z O= F< F m F Z w� Z ut j Z+ Z � F< J U (9 V) UC. } O N<< U 3 W p "j ZO> �ar o IL O Z ��j Na]ZN qN ZZN < o Zp O 0 U � p V) O 0 0< O N z F O U w ur n O F a « �o$� �OQV U Kfn � m Z ui wa a 00 a o �x g F-: Z Y W 9 O W F ZF a z 5 0 m a IL a d W `z J U. W F P 0 0 _z 9 Q 0 a a Q F- z ti m July 22, 2008 Pamela Golden, P.E, I a o ransportation Department P.O. Box 8028 Boise, ID 83707-2028 DOBIE ENGINEERING, INC. 777 Hearthstone Drive Boise, ID 83702 208-345-3290 phone 208-388-0309 fax dobie_dei@msn.com ICE RE: Knight Sky Estates Supplemental Traffic Analysis — Permit #3-08-450 Dear Pam. - In order to provide the information you requested in your letter of June 24, 2008, 1 prepared this supplemental traffic analysis. Attached is a copy of Appendix C for the Knight Sky TIS that you indicated was omitted from your copy. Item #1: Sight Distance Sight distance is over 1,000 feet both right and left of the proposed access location. The highway is flat and relatively straight at this location. In addition, the adjacent intersections are 948 feet to Linder and 1,608 feet to Long Lake. Item #2: TDM Measures No TDM measures were addressed in the TIS since none are proposed. However, the proposed land use mix will afford an opportunity for internal trip capture and reduce off0site travel demand. Item #3: Peak Hour Traffic The AM and PM weekday peak hour trips generated by the project are listed in Tables 5 and 6 of the TIS. Noon traffic and weekend traffic were evaluated but not included in the study since both the system traffic and the site -generated traffic for this land use mix occur during the weekday PM peak hour. The peak hour turning movements at all of the site intersections were illustrated in Figure 2 and Appendix B. Item #4: Trip Distribution Trip distribution was discussed on page 9 of the TIS and quantified in Figure 2. Item #5: Access Plan and Drainage Details The dimensions of the access plan are illustrated in Figure 4, and the typical drainage details are included in Appendix E. Item #6: Site Intersections The intersections directly impacted by the site traffic include Linder/Chinden and Long Lake/Chinden. Both intersections were evaluated in the TIS. Item #7: Proposed Highway Improvements Proposed highway improvements are illustrated on Figure 4. Item #8: Site Circulation Site circulation is illustrated in Figure 1. Item #9: Alternative Transportation Systems Alternative transportation systems were addressed in the Modal Split discussion on page 9 of the TIS. Item #10: Other Developments I received the TIS prepared by Stanley Consultants (8-13-07) that you provided for the DMG Real Estate Partners development at the SEC of Chinden and Linder and discussed the DMG project with the City of Meridian Planning Department. They indicated that the development application has been withdrawn and that no active annexation or zoning request for that property is pending. I also noticed in the DMG TIS that 3 new approaches to US 20\26 are proposed. Have these applications been approved by !TD? Please send me a copy of the permit applications, and please also send the ITD letters of approval if this is the case. Please call me if you have any questions or need further information. I would be happy to submit additional analysis as needed. Sin ely, Patrick Dobie, P.E. Dobie Engineering, Inc. cc: Don Copple IDAHO TRANSPORTATION DEPARTMENT P.O. Box 8028 Boise, ID 83707-2028 (208) 334 �8300 itd.idaho.gov September 15, 2008 Mr. E. Don Copple Davidson, Copple, Copple and Cox, LLC P.O. Box 1583 Boise, Idaho 83701 Mr. Pat Dobie, P.E. Dobie Engineering, Inc. 777 Hearthstone Drive Boise, Idaho 83702 Re: Encroachment Permit Application 3-08-450, Creston Thornton, US 20/26 (Chinden) Dear Sirs: We have completed our review of the June 2008 Traffic Impact Study and July 2008 supplemental information for the above referenced permit application. Please address the following comments and questions at your earliest convenience. 1. Relative to the letter with supplemental information dated July 22, 2008- Item #3, Peak Hour Traffic. The letter states noon and weekend traffic was evaluated but not included in the study. While we recognize for this application that these are not the peak travel times, this evaluation is required by Board Policy B-12-06 and must be included. 2. Has the property owner initiated an application with the City of Meridian for the proposed zoning change from Traditional Neighborhood Center to Community Commercial? 3. It is stated as an assumption on Page 4 that a portion of Chinden adjacent to the site would be reconstructed by 2015. By whom? This is not current) y programmed by If of Chinden is not programmed by ITD and there is no existing agreement bylotDhers to widening complete the widening, analysis should be based on the existing condition, unless such improvements are proposed to be funded or constructed by the applicant. 4. Page 5 references that Appendix B contains copies of the current COMPASS model projects for 2015. We were unable to locate them in our copy of the TIS. 5. Also on Page 5, a 5% annual growth rate is assumed. Recent submittals in this same area have called for an 8% growth rate on Chinden. Please justify the selection of 5%. 6. Table 3. Widening to a 5 lane section is assumed for Chinden, but no widening is assumed on Linder. Why assume widening only on Chinden? Messrs. Copple and Dobie Encroachment Permit Application 03-08-450 September 15, 2008 Page 2 of 2 7. On page 8, the last sentence of the penultimate paragraph indicates the development will add 770 new trips per hour to the regional road system. Should this be 770 new trips in the peak hour? 8. Page 9- What is the basis for assigning 25% of the traffic to each of the cardinal directions on Linder and Chinden? Both existing counts and 2015 projections indicate that the majority of the traffic in this area travels east -west. 9. Page 10. The last paragraph states that the Linder/Chinden intersection will conform to acceptable capacity standards. What standards are you referring to? 10. Page 16. Although a 20' approach is shown on the highway plans, no recognizable approach exists today. Further, on page 17, it states this is an existing permitted approach. Rather, it should indicate a historic approach at this location, unless a permit from ITD can be produced. 11. Page 16, Item #1 Safety. We question the statement that the proposed approach will improve safety. Every approach to the highway introduces new safety concerns. a. Item 1 (a &b) - the proposed total length of taper and deceleration length of 350' does not meet AASHTO or ITD standards and will not eliminate speed differential conflicts in the through lane. According to AASHTO, a typical vehicle takes 455 feet to decelerate from 55 mph (the posted speed limit) to 15 mph. b. Item 1(c) - current standards for shoulder width is 8', not 5'. c. Item 1(d) - to what extent would approval of a full movement approach on Chinden reduce turning traffic at the Linder intersection? Please elaborate. 12. Page 17, Item #2 System Operation a. Item 1(a) — How does LOS "C" at the proposed access improve the operation of the highway system? b. Item 1(b)- please justify the statement (i.e. the no -build scenario as it relates to LOS on Linder and the Linder access). C. Item 1(d) — please see #10 above. d. Item 1(e) — This is a Board Designated Type IV facility. Further, the proposed location is inconsistent with City of Meridian ordinance. We will issue a new timeline for review of the application upon receipt of your responses. Please call me at 334-8377 if you have any questions. Sincerely, Pam Golden, P.E. District 3 Access Management Engineer Cc: Caleb Hood, City of Meridian Mindy Wallace, ACHD