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CC - Traffic Impact StudyTraffic Impact Study Brundage Estates Subdivision Meridian, Idaho Prepared for: Engineering Solutions, LLP Prepared by: SIX MILE ENGINEERING, PA December 21, 2015 TRAFFIC IMPACT STUDY Table of Contents ReportSummary................................................................................... Proposed Development...................................................................... Proposed Mitigation for Existing Traffic ............................................... Proposed Mitigation for 2020 (Phase 1) Background Traffic ............... Proposed Mitigation for 2020 (Phase 1) Site Plus Background Traffic Proposed Mitigation for 2024 (Phase 2) Background Traffic .............. Proposed Mitigation for 2024 (Phase 2) Site Plus Background Traffic Proposed Development .............................................. Project Description.................................................... Study Approach Study Area ....., Study Period .., Analysis of 2020 (Phase 1) Background Traffic Conditions Roadway Network.................................................................. Transit Service....................................................................... Bicycle and Pedestrian Facilities ........................................... Traffic Volumes...................................................................... Off -Site Development............................................................ Levelof Service..................................................................... Roadway Segment LOS .................................................... Intersection LOS................................................................ 2020 (Phase 1) Background Traffic Mitigation ....................... BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO Analysis of 2020 (Phase 1) Site Plus Background Traffic Conditions...... TripGeneration............................................................................................ TripCapture................................................................................................. Pass -By Trips.............................................................................................. DivertedTrips.............................................................................................. Trip Distribution and Assignment................................................................. Site Plus Background Traffic....................................................................... Levelof Service........................................................................................... RoadwaySegment LOS.......................................................................... IntersectionLOS...................................................................................... SiteCirculation............................................................................................. Ser MILE ENGINEERING, PA DECEMBER 21, 2015 5 5 ...............................16 ...............................16 ...............................16 ...............................16 ...............................16 ...............................16 ...............................16 ............................... 20 ............................... 20 ............................... 20 ............................... 22 PAGE TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO 2020 (Phase 1) Site Plus Background Traffic Mitigation Analysis of 2024 (Phase 2) Background Traffic Conditions Roadway Network................................................................. TransitService....................................................................... Bicycle and Pedestrian Facilities ........................................... TrafficVolumes...................................................................... Off -Site Development............................................................ Phased Development........................................................... Level of Service.................................................................... Roadway Segment LOS ................................................... Intersection LOS............................................................... 2024 (Phase 2) Background Traffic Mitigation ...................... 23 Analysis of 2024 (Phase 2) Site Plus Background Traffic Conditions................................................31 TripGeneration......................................................................................................................................31 TripCapture... ......................................................................... .......... ..................... ............................. 31 Pass -By Trips...........................................................................:............................................................31 DivertedTrips........................................................................................................................................31 Trip Distribution and Assignment...........................................................................................................32 Site Plus Background Traffic.................................................................................................................32 Levelof Service..................................................................................................................................... 35 RoadwaySegment LOS....................................................................................................................35 IntersectionLOS................................................................................................................................35 SiteCirculation..................................................................:....................................................................37 2024 (Build -Out) Site Plus Background Traffic Mitigation......................................................................38 Summaryof Results................................................................................................................................40 ExistingTraffic Conditions.....................................................................................................................40 2020 (Phase 1) Background Traffic Conditions.....................................................................................40 2020 (Phase 1) Site Plus Background Traffic Conditions......................................................................41 2024 (Phase 2) Background Traffic Conditions.....................................................................................42 2024 (Phase 2) Site Plus Background Traffic Conditions......................................................................42 Appendix A: COMPASS Forecasts......................................................................................................... A Appendix B: Off -Site Traffic Generation Summary.............................................................................. B Appendix C: Analysis Reports — 2020 (Phase 1) Background Traffic ................................................ C Appendix D: Turn Lane Warrant Worksheets....................................................................................... D I� SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 11 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO Appendix E: Signal Warrant Worksheets...............................................................................................E Appendix F: Analysis Reports — 2020 (Phase 1) Site Plus Background Traffic..................................F Appendix G: Analysis Reports — 2024 (Phase 2) Background Traffic ............................................... G Appendix H: Analysis Reports — 2024 (Phase 2) Site Plus Background Traffic ................................ H List of Figures Figure1. Preliminary site plan....................................................................................................................6 Figure 2. 2020 (Phase 1) background traffic.............................................................................................10 Figure 3. Site traffic distribution................................................................................................................17 Figure 4. 2020 (Phase 1) site traffic..........................................................................................................18 Figure 5. 2020 (Phase 1) site plus background traffic..............................................................................19 Figure 6. 2024 (Phase 2) background traffic.............................................................................................27 Figure 7. 2024 (Phase 2) site traffic..........................................................................................................33 Figure 8. 2024 (Phase 2) site plus background traffic..............................................................................34 List of Tables Table 1. ACHD LOS standards for roadway segments Table 2. Roadway segment LOS — 2020 (Phase 1) background traffic....................................................12 Table 3. Intersection MOEs — 2020 (Phase 1) background traffic............................................................13 Table 4. Lane group v/c ratios — 2020 (Phase 1) background traffic........................................................14 Table 5. Intersection MOEs — 2020 (Phase 1) background traffic — mitigation.........................................15 Table 6. Lane group v/c ratios — 2020 (Phase 1) background traffic — mitigation.....................................15 Table 7. 2020 (Phase 1) trip generation summary....................................................................................16 Table S. Roadway segment LOS — 2020 (Build -out) site plus background traffic.....................................20 Table 9. Intersection MOEs — 2020 (Phase 1) site plus background traffic..............................................21 Table 10. Lane group v/c ratios — 2020 (Phase 1) site plus background traffic........................................22 Table 11. Site access intersection MOEs — 2020 (Phase 1) site plus background traffic ..........................23 Table 12. Roadway segment LOS — 2024 (Phase 2) background traffic..................................................28 Table 13. Intersection MOEs —2024 (Phase 2) background traffic..........................................................29 Table 14. Lane group v/c ratios — 2024 (Phase 2) background traffic......................................................30 Table 15. 2024 (Phase 2) trip generation summary..................................................................................31 Table 16. Roadway segment LOS — 2024 (Phase 2) site plus background traffic....................................35 Table 17. Intersection MOEs — 2024 (Phase 2) site plus background traffic............................................36 Table 18. Lane group v/c ratios — 2024 (Phase 2) site plus background traffic........................................37 Table 19. Site access intersection MOEs — 2024 (Phase 2) site plus background traffic ..........................38 Table 20. Intersection MOEs — 2024 (Phase 2) site plus background traffic — mitigation .........................39 Table 21. Lane group v/c ratios — 2024 (Phase 2) site plus background traffic — mitigation ..................... 39 ® SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE III TRAFFIC IMPACT STUDY Report Summary BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO This study was prepared in compliance with the Ada County Highway District's (ACHD's) requirements for Traffic Impact Studies listed in Section 7106 of the current ACHD Policy Manual. It evaluates the traffic impacts generated by the proposed Brundage Estates Subdivision. An Initial Meeting with ACHD was not held for this study; however, the study area, scope and analysis requirements were verified with ACHD staff—see Study Approach on page 7. The study's principal findings and recommendations are summarized below. Proposed Development 1. The Brundage Estates Subdivision is a proposed 136.63 -acre residential development located east of Linder Road between Victory Road and Amity Road within the Meridian City limits in Ada County (see Figure 1 on page 6). The expected build -out year is 2024 with the proposed land uses consisting of: • 366 single-family dwelling units • 8.24 -acre City Park 2. The development is planned to be constructed in seven different phases. This traffic impact study consolidates the seven phases into two major phases: • Phase 1 constructs the following land use by 2020: o 183 single-family dwelling units • Phase 2 constructs the following land uses by 2024: 0 183 single-family dwelling units 0 8.24 -acre City Park 3. Two full site access approaches are proposed on Linder Road for the development: • Smokey Lake Drive o This approach is located approximately 1,400 feet south of Victory Road and approximately 800 feet from the proposed approach for Edgehill Subdivision. o The proposed Smokey Lake Drive location meets ACHD minimum 680 feet driveway spacing on a minor arterial. • Harris Street o Harris Street is proposed as a collector street without front -on housing and is located approximately one-half mile south of Victory Road and approximately 1,200 feet south of Smokey Lane Drive approach. o The proposed Harris Street location meets ACHD minimum one-half mile spacing on a minor arterial. o The proposed Harris Street location also meets the City of Meridian's plan to extend Harris Street to Linder Road as recommended in the South Meridian Transportation Plan. SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 1 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO Proposed Mitigation for Existing Traffic 4. The analysis of existing traffic conditions was not required for this study. However, the following results are from recent studies conducted by Six Mile Engineering (Biltmore Estates Subdivision TIS, 2014, and Graycliff Subdivision TIS, 2015) for offsite developments located adjacent to this site: • No roadway improvements are needed to mitigate existing traffic. • The following intersection improvement is needed to mitigate existing traffic at the Harris Street and Meridian Road intersection: o Southbound right -turn lane Proposed Mitigation for 2020 (Phase 1) Background Traffic 5. For the 2020 background traffic conditions analyzed with the existing roadway lane configurations, all study area roadways meet ACHD's minimum operational thresholds. As a result, no roadway improvements are needed to mitigate the 2020 background traffic. 6. For the 2020 background traffic conditions analyzed with the existing intersection control and lane configurations, or with the preceding improvements needed to mitigate existing traffic as determined from the previous studies, one study area intersection is expected to exceed ACHD's minimum operational thresholds: Harris Street and Meridian Road intersection. • One proposed improvement is proposed to mitigate 2020 background traffic at the Harris Street and Meridian Road intersection: o An eastbound left -turn lane is warranted based on guidelines from NCHRP 457. o The intersection is not expected to meet warrants for a traffic signal with 2020 background traffic, so no intersection control improvements are proposed. 7. With 2020 background traffic, one unsignalized intersection is expected to require a turn lane based on ACHD's guidelines: Victory Road and Kentucky Way intersection. • The following turn lane is proposed to mitigate 2020 background traffic at the Victory Road and Kentucky Way intersection: o Westbound left -turn lane Proposed Mitigation for 2020 (Phase 1) Site Plus Background Traffic 8. For the 2020 site plus background traffic conditions analyzed with the existing roadway lane configurations, all study area roadways meet ACHD's minimum operational thresholds. As a result, no roadway improvements are needed to mitigate the 2020 site plus background traffic. aSIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 2 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO 9. For the 2020 site plus background traffic conditions analyzed with the existing intersection control and lane configurations, or with the preceding mitigation improvements, one study area intersection is expected to exceed ACHD's minimum operational thresholds: Harris Street and Meridian Road intersection. • No improvements are proposed to mitigate 2020 site plus background traffic at the Harris Street and Meridian Road intersection: o The intersection is not expected to meet warrants for a traffic signal with 2020 site plus background traffic, so no intersection control improvements are proposed. o The critical eastbound left -turn movement is expected to operate at LOS E during the AM peak hour and LOS F during the PM peak hour. Turn lanes are identified with preceding mitigation improvements; as a result, no intersection improvements are proposed to mitigate the 2020 site plus background traffic. Proposed Mitigation for 2024 (Phase 2) Background Traffic 10. For the 2024 background traffic conditions analyzed with the existing roadway lane configurations, all study area roadways meet ACHD's minimum operational thresholds, with the exception of Victory Road, which is expected to exceed ACHD's LOS D threshold for a two-lane minor arterial. The proposed improvement to mitigate 2024 background traffic is to widen Victory Road to three lanes. 11. For the 2024 background traffic conditions analyzed with the existing intersection control and lane configurations, or with the preceding mitigation improvements, one study area intersection is expected to exceed ACHD's minimum operational thresholds: Harris Street and Meridian Road intersection. • No improvements are proposed to mitigate 2024 background traffic at the Harris Street and Meridian Road intersection: o The intersection is not expected to meet warrants for a traffic signal with 2024 background traffic, so no intersection control improvements are proposed. o The critical eastbound left -turn movement is expected to operate at LOS F during the peak hours. Turn lanes are identified with preceding mitigation improvements; as a result, no intersection improvements are proposed to mitigate the 2024 background traffic. Proposed Mitigation for 2024 (Phase 2) Site Plus Background Traffic 12. For the 2024 site plus background traffic conditions analyzed with the existing roadway lane configurations or with the preceding mitigation improvements, all study area roadways meet ACHD's minimum operational thresholds. As a result, no roadway improvements beyond those identified for the preceding mitigation are needed to mitigate the 2024 site plus background traffic. 13. For the 2024 site plus background traffic conditions analyzed with the existing intersection control and lane configurations, or with the preceding mitigation improvements, two study area intersections are expected to exceed ACHD's minimum operational thresholds: Victory Road and Linder Road intersection and Harris Street and Meridian Road intersection. SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 3 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO • Two improvement options are proposed to mitigate 2024 site plus background traffic at the Victory Road and Linder Road intersection: o Traffic signal with a left -turn and a shared through and right -turn lane on all approaches o Single -lane roundabout with one entry lane on all approaches • No improvements are proposed to mitigate 2024 site plus background traffic at the Harris Street and Meridian Road intersection: o The intersection is not expected to meet warrants for a traffic signal with 2024 site plus background traffic, so no intersection control improvements are proposed. o The critical eastbound left -turn movement is expected to operate at LOS F during the peak hours. Turn lanes are identified with preceding mitigation improvements; as a result, no intersection improvements are proposed to mitigate the 2024 site plus background traffic. ® SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 4 TRAFFIC IMPACT STUDY Proposed Development BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO Project Description Brundage Estates Subdivision is a proposed 136.63 -acre residential development located east of Linder Road between Victory Road and Amity Road within the Meridian City limits in Ada County, Idaho. Figure 1 on page 6 shows the preliminary site plan for the development with the proposed land uses, internal circulation and site access to the existing roadway system. Brundage Estates Subdivision is planned to be constructed in seven different phases with an expected 2024 build -out year. This traffic impact study (TIS) consolidates the phases into two major phases with the following land uses and build- out years: • Phase 1 construct 183 dwelling units by 2020 • Phase 2 construct 183 dwelling units and 8.24 -acre City Park by 2024 The development is proposing two full access approaches on Linder Road: Smokey Lake Drive and Harris Road. The development also plans to have cross access with the proposed Biltmore Estate Subdivision and Graycliff Subdivision to the east and Edgehill Hill Subdivision to the north. ® SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 5 ..^dye L'a.•�: � 1 �e`yI Jud I � l✓ "� LS '-ice ^.•�'Wj�•L's".^TNMS .k� _' _ i01l�1 ♦ ��j 1�- r ® t TEman \\ JIM I I I , _ i 1 y14 rl TRAFFIC IMPACT STUDY Study Approach BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO This TIS follows the requirements for Traffic Impact Studies listed in Section 7106 of the current ACHD Policy Manual. An Initial Meeting with ACHD was not held for this study; however, the scope and study area were verified with ACHD staff. As approved by ACHD, this TIS follows the same general requirements as the TIS for the Biltmore Estates Subdivision and Graycliff Subdivision, which are located adjacent to the site. No new traffic counts were required for this TIS. Existing (2014 and 2015) traffic counts collected for the previous studies were used in this TIS to develop background traffic. ACHD did not require evaluating existing traffic conditions for this TIS. Study Area The following external study area roadway segments and intersections were identified by ACHD for the traffic impact analysis: • Study area roadway segments: o Linder Road between Victory Road and Amity Road o Victory Road between Linder Road and Meridian Road o Kentucky Way between Harris Street and Victory Road o Harris Street between Linder Road and Meridian Road • Study area intersections: o Victory Road and Linder Road o Victory Road and Kentucky Way o Victory Road and Meridian Road o Harris Street and Meridian Road Study Period The study periods are: • 2020 (Phase 1) • 2024 (Phase 2) The following time intervals were identified for analysis: • Weekday AM peak hour • Weekday PM peak hour ® SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 7 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO Analysis of 2020 (Phase 1) Background Traffic Conditions Roadway Network The 2020 roadway network in the study area remains the same as existing with the exception of the southbound right -turn lane improvement at the intersection of Harris Street and Meridian Road needed to mitigate existing traffic and proposed roadways within the off-site developments. There are no funded improvements for the study roadways and intersections according to ACHD's current Five -Year Work Plan (2016-2020 FYWP) and ITD's 2015-2019 Five -Year Idaho Transportation Investment Plan (ITIP). There are planned improvements for the study roadways according to the South Meridian Transportation Plan and ACHD 2012 Capital Improvement Plan (CIP): • Extend Kentucky Way to Amity Road as a residential collector street • Extend Harris Street to Linder Road as a residential collector street • Widen and signalize Victory Road and Linder Road intersection (2017-2021) • Widen Victory Road to three lanes from Meridian Road to Ten Mile (2022-2026) • Widen Linder Road to five lanes from Overland Road to Amity Road (2027-2031) Transit Service VRT plans to provide transit service on Meridian Road in its comprehensive alternative transportation system vision. Bicycle and Pedestrian Facilities ACHD's current FYWP does not have bicycle or pedestrian improvement projects designated for the study roadways. However, there are multi -use path, and bicycle and pedestrian facilities planned in the study area according the City of Meridian Comprehensive Plan and ACHD Roadways to Bike Ways Plan. Traffic Volumes The 2020 background traffic was estimated based on the COMPASS model annual growth rates applied to existing traffic counts. COMPASS forecasts are included in Appendix A. The following annual growth rates were used to estimate 2020 background traffic: • Meridian Road — 2.5 percent • Victory Road — 3.5 percent • Kentucky Way — no growth expected except for off-site traffic • Harris Street — no growth expected except for off-site traffic • Linder Road — 3.0 percent Figure 2 on page 10 summarizes 2020 background traffic. SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 8 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO Off -Site Development Traffic generated by five off-site developments within the vicinity of the study area is included in the 2020 background traffic volumes: • Fall Creek Subdivision — 296 single-family lots • Biltmore Estates Subdivision —159 single-family lots • Revolution Ridge Development — 64 single-family lots • Graycliff Subdivision —136 single-family lots • Edgehill Subdivision —116 single-family lots The off-site traffic generation summary is included in Appendix B. ® SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 9 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO LEGEND: — PRINCIPAL ARTERIAL MINORARTERIAL — COLLECTOR STREET XX(XX) AM(PM) PEAK HOUR TRAFFIC VOLUMES (VPH) + CHANNELIZATION ® TRAFFIC SIGNAL STOP SIGN STUDY INTERSECTION Figure 2. 2020 (Phase 1) background traffic SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 10 O o o LU r ¢_ Z J 0 W N m ^�N r I� (( )) O(330 49 nMN 282) -�, + �-- -�-11 �( 20(51) ) 30101) _4J15 `36(161) VICTORY ROAD 209 94 ( )I,�"y" 66(67) 934 T142 74 meN V � 3 23 1 4:- in for mno�.m Nom! r Ill �31L7�r(7rL�rri�1 m `111 LUM >-nFf T1TITnC4-('' o m- �I�L1 �LI� 47(3 3) - r1 0Or i 2RUMPLELANE HARRIQREET 108(730)�� 1!` IN fin 1U011(1(633 N LEGEND: — PRINCIPAL ARTERIAL MINORARTERIAL — COLLECTOR STREET XX(XX) AM(PM) PEAK HOUR TRAFFIC VOLUMES (VPH) + CHANNELIZATION ® TRAFFIC SIGNAL STOP SIGN STUDY INTERSECTION Figure 2. 2020 (Phase 1) background traffic SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 10 TRAFFIC IMPACT STUDY Level of Service BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO Roadway Segment LOS ACHD has developed level of service (LOS) standards for roadway segments based on directional peak hour volumes for various roadway functional classifications, number of lanes and left -turn treatments. Based on the current ACHD Policy Manual, the minimum acceptable level of service for a roadway segment is LOS E for principal arterials and LOS D for minor arterials and collectors. Table 1 summarizes ACHD's LOS standards for roadway segments. ACHD does not have LOS standards for local streets, but an ADT for new and existing local streets is typically less than 2,000 vehicles per day (vpd) as defined in Section 7207.1 and Section 7207.3 of the current ACHD Policy Manual. Table 1. ACHD LOS standards for roadway segments ACHD Policy Manual, Section 7106.4.1, Table 2 aSIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 11 No. of Threshold Volume Through h LOS D LOS E Functional Classification Lanes Principal Arterial No Left -Turn Lanes 1 550 690 1 750 880 Continuous Center Left -Turn Lane 2 1,600 1,770 3 2,440 2,660 1 790 920 Median -Control, Channelized Left- 2 1,680 1,860 Turn Lanes at Major Intersections 3 2,560 2,790 Minor Arterial No Left -Turn Lanes 1 550 690 1 720 880 Unrestricted Median, 2 1,540 1,770 Continuous Left -Turn Lane 3 2,370 2,660 1 760 920 Median -Control, Channelized Left- 2 1,620 1,860 Turn Lanes at Major Intersections 3 2,490 2,790 Collector No Left -Turn Lanes 1 425 525 Unrestricted Median, Continuous 1 530 660 Center Left -Turn Lane 2 1,080 1,250 ACHD Policy Manual, Section 7106.4.1, Table 2 aSIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 11 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO Table 2 summarizes the LOS for roadway segments in the study area for the expected 2020 background peak hour traffic conditions. With the existing lane configurations and 2020 background traffic, all study area roadway segments are below ACHD's threshold traffic volumes. Table 2. Roadway segment LOS — 2020 (Phase 1) background traffic Intersection LOS To determine Phase 1 background traffic impacts, the study area intersections were analyzed with 2020 background traffic and the existing intersection control and lane configurations, or with the preceding improvements to mitigate existing traffic. Traffic analysis reports are included in Appendix C. Tables 3 and 4 on pages 13 and 14 summarize the intersection performance measures with the 2020 background traffic. With 2020 background traffic, all study area intersections are expected to continue to operate at LOS C or better with v/c ratio of 0.80 or less for all lane groups, with the exception of the Harris Street and Meridian Road intersection. It is projected to operate at LOS F with v/c ratio of 0.75 on the eastbound approach during the PM peak hour and will need improvements to mitigate 2020 background traffic. ® SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 12 Threshold AM Peak Hour PM Peak Hour No. of Volume (vph) Major Direction Major Direction LOS LOS Volume Volume Functional Through Left -Turn Roadway Segment Class Lanes Treatment D E (vph) LOS (vph) LOS Linder Road Victory Road Minor 1 No LT Lane 550 690 233 < D 169 < D to Amity Road Arterial Victory Road Linder Road Minor 1 No LT Lane 550 690 454 < D 390 < D to Meridian Road Arterial Kentucky Way Victory Road Collector 1 No LT Lane 425 525 123 < D 135 < D to Harris Street Harris Street Linder Road Collector 1 No LT Lane 425 525 119 < D 121 < D to Meridian Road Intersection LOS To determine Phase 1 background traffic impacts, the study area intersections were analyzed with 2020 background traffic and the existing intersection control and lane configurations, or with the preceding improvements to mitigate existing traffic. Traffic analysis reports are included in Appendix C. Tables 3 and 4 on pages 13 and 14 summarize the intersection performance measures with the 2020 background traffic. With 2020 background traffic, all study area intersections are expected to continue to operate at LOS C or better with v/c ratio of 0.80 or less for all lane groups, with the exception of the Harris Street and Meridian Road intersection. It is projected to operate at LOS F with v/c ratio of 0.75 on the eastbound approach during the PM peak hour and will need improvements to mitigate 2020 background traffic. ® SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 12 TRAFFIC IMPACT STUDY Table 3. Intersection MOEs - 2020 (Phase 1) background traffic BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO aSIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 13 AM(PM) Peak Volumes, Control and AM Peak PM Peak Intersection Channelization MOE Hour Hour LOS C B Victory Road - - '- i;r�33o) Delay (s) 16 13 and +2 Intersection Intersection Linder Road (�r_zp 8j 1•i�(_ 40 r 17(24 yQN v/C Max Lane 0.71 (EB) 0.59 (WB) e^m Group v/c LOS (NB) B B Dela(Ng)s) 11 11 Victory Road zolia 3 and®9r'-- 209(39447 Kentucky Way � m� Intersection _ v/c Max Lane Group v/c 0.18 (NB) 0.11 (NB) LOS C C Victory Road --43 577) Delay (s) 24 23 — ii —• 0.81 0.83 Merid andRoad 14" 67� 1_ - 11Intersection z� 23 r �m� v/c Max Lane Group v/c 0.80 (NBTR) 0.75 (WEIR) LOS E/C F/B m - (EB/WB) Harris Street 47(33) Delay (s) 43/21 >50/12 and _ T - e, z�zi O (EB/WB) Intersection Meridian Road 108W3 ° bf3 ' "s^ v/C _ _ Max Lane 0.60 (EB) 0.75 (EB) ` Group v/c aSIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 13 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO Table 4. Lane group vlc ratios - 2020 (Phase 1) background traffic Intersection Approach AM Peak Hour PM Peak Hour LT I THRU RT LT THRU RT Victory Road and Linder Road NB 0.41 0.18 SB 0.05 0.22 EB 0.71 0.35 WB 0.24 0.59 Victory Road and Kentucky Way NB 0.18 0.11 EB - - WB 0.03 0.07 Victory Road and Meridian Road NB 0.04 0.78 0.80 0.14 0.38 0.38 SB 0.65 0.20 0.03 0.30 0.71 0.10 EB 0.28 0.75 0.36 0.47 WB 0.25 0.21 0.62 0.63 0.58 0.75 Harris Street and Meridian Road NB <0.01 - 0.03 - SB 0.09 - 0.06 EB 0.60 0.75 WB 0.19 0.06 2020 (Phase 1) Background Traffic Mitigation No roadway improvements are needed to mitigate 2020 background traffic. Two unsignalized intersections are projected to require turn lanes to mitigate 2020 background traffic: Victory Road and Kentucky Way intersection and Harris Street and Meridian Road intersection (turn lane warrant worksheets are included in Appendix D): • The Victory Road and Kentucky Way intersection is projected to warrant the following turn lane with 2020 background traffic: o Westbound left -turn lane The Harris Street and Meridian Road intersection is projected to warrant the following turn lane based on NCHRP 457 guidelines with 2020 background traffic: o Eastbound left -turn lane SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 14 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO With the 2020 background traffic, the Harris Street and Meridian Road intersection is not expected to meet warrants for a traffic signal because the traffic volumes on Harris Street are below the warrants' minimum traffic volume requirements — see Appendix E for signal warrant worksheet. Tables 5 and 6 summarize the analysis results for the proposed mitigation. Table S. Intersection MOEs - 2020 (Phase 1) background traffic - mitigation Table 6. Lane group vlc ratios - 2020 (Phase 1) background traffic - mitigation Intersection AM(PM) Peak Volumes, AM Peak Hour PM Peak Hour LT THRU Control and LT AM Peak PM Peak Intersection Channelization MOE Hour Hour - - LOS B B 0.07 - (NB) NB <0.01 Delay ) s) 11 1and 1 Victory Road - 492 30 8 � - 0.06 Intersection EB 0.58 Kentucky Way 20s�34 F 0.02 WB V/C 0.06 mm Max Lane 0.18 (NB) 0.11 (NB) Group v/c LOS E/C FIB - (EBIWB) Harris Street o�A �� 00 Dela s) y ( 44/21 >50112 and - i1 - ii 2M 3 �� (EB/WB) Meridian Road 100 _ Intersection i�0 oN m V/C Max Lane 0.58 (EBL) 0.72 (EBL) Group v/c Table 6. Lane group vlc ratios - 2020 (Phase 1) background traffic - mitigation Intersection Approach AM Peak Hour PM Peak Hour LT THRU RT LT THRU RT Victory Road and Kentucky Way NB 0.18 0.11 EB - - WB 0.03 - 0.07 - Harris Street and Meridian Road NB <0.01 - 0.03 - SB 0.09 - 0.06 - EB 0.58 0.02 0.72 0.02 WB 0.19 0.06 SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 15 BRUNDAGE ESTATES SUBDIVISION TRAFFIC IMPACT STUDY MERIDIAN, IDAHO Analysis of 2020 (Phase 1) Site Plus Background Traffic Conditions Trip Generation The number of trips generated by Phase 1 of the Brundage Estates Subdivision was estimated using the procedures from the 9th Edition of the Trip Generation Manual published by the Institute of Transportation Engineers (ITE). Table 9 presents a summary of the Phase 1 trip generation. With the proposed 183 dwelling units, the development is projected to generate approximately 1,742 trips per day, 137 trips during the AM peak hour, and 183 trips during the PM peak hour. Table 7. 2020 (Phase 1) trip generation summary Trip Capture Based on the development size and land use in Phase 1, Brundage Estates Subdivision is not expected to capture a significant amount of trips internally within the site. No trip reduction for internal capture trips was assumed in the traffic impact analysis. Pass -By Trips Brundage Estates Subdivision is not expected to attract pass -by trips. Diverted Trips Brundage Estates Subdivision is not expected to attract diverted trips. Trip Distribution and Assignment Site traffic was distributed and assigned to the external roadway system based on the existing travel patterns, site layout and the general location of the site within the area. Figure 3 on page 17 shows site traffic distribution patterns. These estimated patterns are approximately 70 percent of the site traffic with origins/destinations north of the development, 5 percent south, 15 percent west and 10 percent east. Phase 1 site traffic was assigned to the roadway system with Smokey Lake Drive and Harris Street approaches constructed on Linder Road for site access. The proposed Harris Street segment will not be connected to the existing Harris Street segment to the east in Phase 1. Figure 4 on page 18 summarizes the estimated site traffic generated by the development. Site Plus Background Traffic Build -out site traffic was added to the 2020 background to obtain the 2020 site plus background traffic summarized by Figure 5 on page 19. SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 16 Total ITE Trip Rate Total Land Use Category Code Size Period per Unit Trips Entering Exiting Weekday Daily(vpd) 9.52 1,742 50°% 871 50% 871 Single -Family Detached Housing 210 183 DU Weekday AM Peak Hour (vph) 0.75 137 25% 34 75°% 103 Weekday PM Peak Hour (vph) 1.00 183 63°% 115 37% 68 Trip Capture Based on the development size and land use in Phase 1, Brundage Estates Subdivision is not expected to capture a significant amount of trips internally within the site. No trip reduction for internal capture trips was assumed in the traffic impact analysis. Pass -By Trips Brundage Estates Subdivision is not expected to attract pass -by trips. Diverted Trips Brundage Estates Subdivision is not expected to attract diverted trips. Trip Distribution and Assignment Site traffic was distributed and assigned to the external roadway system based on the existing travel patterns, site layout and the general location of the site within the area. Figure 3 on page 17 shows site traffic distribution patterns. These estimated patterns are approximately 70 percent of the site traffic with origins/destinations north of the development, 5 percent south, 15 percent west and 10 percent east. Phase 1 site traffic was assigned to the roadway system with Smokey Lake Drive and Harris Street approaches constructed on Linder Road for site access. The proposed Harris Street segment will not be connected to the existing Harris Street segment to the east in Phase 1. Figure 4 on page 18 summarizes the estimated site traffic generated by the development. Site Plus Background Traffic Build -out site traffic was added to the 2020 background to obtain the 2020 site plus background traffic summarized by Figure 5 on page 19. SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 16 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO :1! Figure 3. Site traffic distribution I NTS VICTORY ROAD RUMPLE LANE SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 17 OO O C: K w Of 0z LLJ Q ❑ Z ❑ J ❑ � 0 UJ :1! Figure 3. Site traffic distribution I NTS VICTORY ROAD RUMPLE LANE SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 17 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO 68(43) ��Y� 53((03(5)j�Ll 00 es 0 CJ �.i Ili' u Fl D3�,��ILj�IT L� �l;lYy�IIITIT;{\t RUMPLELANE LEGEND: — PRINCIPAL ARTERIAL — MINOR ARTERIAL — COLLECTOR STREET XX(XX) AM(PM) PEAK HOUR TRAFFIC VOLUMES (VPH) + CHANNELIZATION TRAFFIC SIGNAL STOP SIGN STUDY INTERSECTION Figure 4. 2020 (Phase 1) site traffic aSIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 18 0 O O_ ❑ NTS W N �3(1 22(75) 0(6) `� @ `0 0) VICTORY ROAD 68(43) ��Y� 53((03(5)j�Ll 00 es 0 CJ �.i Ili' u Fl D3�,��ILj�IT L� �l;lYy�IIITIT;{\t RUMPLELANE LEGEND: — PRINCIPAL ARTERIAL — MINOR ARTERIAL — COLLECTOR STREET XX(XX) AM(PM) PEAK HOUR TRAFFIC VOLUMES (VPH) + CHANNELIZATION TRAFFIC SIGNAL STOP SIGN STUDY INTERSECTION Figure 4. 2020 (Phase 1) site traffic aSIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 18 0 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO RUMPLELANE LEGEND: — PRINCIPAL ARTERIAL — MINOR ARTERIAL — COLLECTOR STREET XX(XX) AM(PM) PEAK HOUR TRAFFIC VOLUMES (VPH) CHANNELIZATION O• TRAFFIC SIGNAL STOP SIGN Q STUDY INTERSECTION Figure 5. 2020 (Phase 1) site plus background traffic ® SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 19 0 0 0 0 0_ w Z Of p NTS 0 0 K O w U m m ry Dia �(pf�l 5(10)-71(357) L461693) 1 i 117260) 71 357 I —46 169 1(3 `30(101; ® y 36(161) VICTORYROAD 118(1(02)), 21V3q) —1 1 _T_ ( ) 15281 223(23)� inion h�0 i J� I��YI i.. TIF -y rL1i F �QJsL�R LUI �UI-. /I Tffi N -� I. IITJ, ~�T7IT ITITII RUMPLELANE LEGEND: — PRINCIPAL ARTERIAL — MINOR ARTERIAL — COLLECTOR STREET XX(XX) AM(PM) PEAK HOUR TRAFFIC VOLUMES (VPH) CHANNELIZATION O• TRAFFIC SIGNAL STOP SIGN Q STUDY INTERSECTION Figure 5. 2020 (Phase 1) site plus background traffic ® SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 19 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO Level of Service Roadway Segment LOS Table 8 summarizes the LOS for roadway segments in the study area for the expected 2020 site plus background peak hour traffic conditions. With the existing lane configurations and 2020 site plus background traffic, all study area roadway segments are below ACHD's threshold traffic volumes. Table 8. Roadway segment LOS — 2020 (Build -out) site plus background traffic Intersection LOS To determine Phase 1 traffic impacts, the study area intersections were analyzed with 2020 site plus background traffic and the existing intersection control and lane configurations, or with the preceding mitigation improvements. Traffic analysis reports are included in Appendix F. Tables 9 and 10 on pages 21 and 22 summarize the intersection performance measures with the 2020 site plus background traffic. With 2020 site plus background traffic, all study area intersections are expected to continue to operate at LOS C or better with v/c ratio of 0.81 or less for all lane groups, with the exception of the Harris Street and Meridian Road intersection. The eastbound left turn is expected to operate at LOS F with v/c ratio of 0.72 during the PM peak hour. ® SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 20 Threshold AM Peak Hour PM Peak Hour No. of Volume (vph) Major Direction Major Direction Functional Through Left -Turn LOS LOS Volume Volume Roadway Segment Class Lanes Treatment D E (v h) LOS (vph) LOS Linder Road Victory Road Minor 1 No LT Lane 550 690 331 < D 278 < D to Amity Road Arterial Victory Road Linder Road Minor 1 No LT Lane 550 690 522 < D 465 < D to Meridian Road Arterial Kentucky Way Victory Road Collector 1 No LT Lane 425 525 123 < D 135 < D to Harris Street Harris Street Linder Road Collector 1 No LT Lane 425 525 119 < D 121 < D to Meridian Road Intersection LOS To determine Phase 1 traffic impacts, the study area intersections were analyzed with 2020 site plus background traffic and the existing intersection control and lane configurations, or with the preceding mitigation improvements. Traffic analysis reports are included in Appendix F. Tables 9 and 10 on pages 21 and 22 summarize the intersection performance measures with the 2020 site plus background traffic. With 2020 site plus background traffic, all study area intersections are expected to continue to operate at LOS C or better with v/c ratio of 0.81 or less for all lane groups, with the exception of the Harris Street and Meridian Road intersection. The eastbound left turn is expected to operate at LOS F with v/c ratio of 0.72 during the PM peak hour. ® SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 20 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION Table 9. Intersection MOEs - 2020 (Phase 1) site plus background traffic MERIDIAN, IDAHO aSIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 21 AM(PM) Peak Volumes, Control and AM Peak PM Peak Intersection Channelization MOE Hour Hour --pi LOS C C m�l Victory Road -;- i '- 1 T( 30) Delay (s) 20 18 and _bpi 42(126) Intersection Linder Road 408 ( 2i(�aot�) � Bann V/C _ _ Max Lane ;fie= Group v/c 0.79 (EB) 0.78 (WB) LOS B B (NB) Delay (s) 12 11 Victory Road - ao(io; r (NB) and 277(34 Kentucky Way j -Intersection a� - NaJ v/C mm Max Lane 0.21(NB) 0.12 (NB) Group v/c LOS C C &�` 108073) VictoryVictory Road - Q169) Delay (s) 25 24 and - -• 1161 a102 1 Meridian Road _ ! _ 2�z1s ��V/C Intersection 0.85 0.83 i Nnn `�i0� N�= Max Lane Group v/c 0.81 (NBTR) 0.75 (WBR) LOS E/C F/B (EB/WB) Delay (s) (EB/WB) 44121 >50/12 Harris Street 1 47((33) -' y, - dr zfz3 and Meridian Road oe 3! (� _ _ _ ntersection - - 1�eS ,NOM �N V/C Max Lane 0.58 (EB) 0.72 (EB) Group v/c aSIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 21 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO Table 10. Lane group vlc ratios - 2020 (Phase 1) site plus background traffic Intersection Approach AM Peak Hour PM Peak Hour LT I THRU RT LT THRU RT Victory Road and Linder Road NB 0.60 0.32 SB 0.07 0.28 EB 0.79 0.42 WB 0.31 0.78 Victory Road and Kentucky Way NB 0.21 0.12 EB - - WB 0.03 - 0.07 - Victory Road and Meridian Road NB 0.04 0.79 0.81 0.15 0.38 0.38 SB 0.66 0.20 0.05 0.30 0.72 0.16 EB 0.50 0.76 0.53 0.49 WB 0.25 0.21 0.59 0.61 0.62 0.75 Harris Street and Meridian Road NB <0.01 - 0.03 - SB 0.09 - 0.06 EB 0.58 .02 0.72 0.02 WB 0.19 0.06 Site Circulation Based on the preliminary site plan current at the time this study was submitted, two full access approaches are proposed on Linder Road with Phase 1 of the development: Smokey Lake Drive and Harris Street. The proposed Harris Street segment will not be connected to the existing Harris Street segment to the east in Phase 1. The proposed Smokey Lake Drive approach on Linder Road is located approximately 1,400 feet south of Victory Road and approximately 800 feet from the proposed approach for Edgehill Subdivision. The proposed Smokey Lake Drive location meets ACHD minimum 680 feet driveway spacing on a minor arterial. Harris Street is proposed as a collector street without front -on housing located approximately one-half mile south of Victory Road and approximately 1,200 feet south of Smokey Lane Drive approach. The proposed Harris Street location meets ACHD minimum one-half mile spacing on a minor arterial. ® SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 22 TRAFFIC IMPACT STUDY BRUNDAGEESTATES SUBDIVISION MERIDIAN, IDAHO The proposed Harris Street location also meets the City of Meridian's plan to extend Harris Street to Linder Road as recommended in the South Meridian Transportation Plan. Turn lane analysis was conducted at the proposed site access intersections using ACHD left -turn and right -turn guidelines with 2020 site plus background traffic. Turn lane warrant worksheets are included in Appendix D. All proposed site access intersections are not expected to warrant turn lane with 2020 site plus background traffic. Table 11 summarizes site access intersection control, lane configuration, peak hour volumes and operation. Capacity analysis reports are included in Appendix F. All minor movements at the site access intersections are projected to operate at LOS B or better with v/c ratio of 0.09 or less for lane groups. Table 11. Site access intersection MOEs - 2020 (Phase 1) site plus background traffic 2020 (Phase 1) Site Plus Background Traffic Mitigation All study area roadway segments and intersections are expected meet ACHD's minimum operational thresholds, except for the Harris Street and Meridian Road intersection. At that intersection, the eastbound left -turn movement is expected to operate at LOS E during the AM peak hour and LOS F during the PM peak hour. Turn lanes are identified with preceding mitigation improvements; as a result, no intersection improvements are proposed to mitigate the 2020 site plus background traffic. With 2020 site plus background traffic, the Harris Street and Meridian Road intersection is not expected to meet warrants for a traffic signal because the traffic volumes on Harris Street are below the warrants' minimum traffic volume requirements. Signal warrant worksheets are included in Appendix E. No roadway or intersection improvements beyond those identified for the preceding mitigation are recommended to mitigate the 2020 site plus background traffic. However, the intersection should be SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 23 AM(PM) Peak Volumes, Control and AM Peak PM Peak Intersection Channelization MOE Hour Hour LOS B A (WB) Delay (s) (WB) 10 9 Smokey Ladke Drive _ z9(j6) Linder Road '- Intersection �= v/c Max Lane 0.06 (WB) 0.04 (WB) Group v/c LOS B A (WB) Harris Street 26 I ( 3�T;9' "i-00, Delay (s) (WB) 10 9 and I - Intersection _ _ Linder Road _ a v/c Max Lane 0.09 (WB) 0.05 (WB) Group v/c 2020 (Phase 1) Site Plus Background Traffic Mitigation All study area roadway segments and intersections are expected meet ACHD's minimum operational thresholds, except for the Harris Street and Meridian Road intersection. At that intersection, the eastbound left -turn movement is expected to operate at LOS E during the AM peak hour and LOS F during the PM peak hour. Turn lanes are identified with preceding mitigation improvements; as a result, no intersection improvements are proposed to mitigate the 2020 site plus background traffic. With 2020 site plus background traffic, the Harris Street and Meridian Road intersection is not expected to meet warrants for a traffic signal because the traffic volumes on Harris Street are below the warrants' minimum traffic volume requirements. Signal warrant worksheets are included in Appendix E. No roadway or intersection improvements beyond those identified for the preceding mitigation are recommended to mitigate the 2020 site plus background traffic. However, the intersection should be SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 23 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO monitored for operational and safety issues as developments build out and signal warrants re-evaluated with actual traffic counts. SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 24 BRUNDAGE ESTATES SUBDIVISION TRAFFIC IMPACT STUDY MERIDIAN, IDAHO Analysis of 2024 (Phase 2) Background Traffic Conditions Roadway Network The 2024 roadway network in the study area remains the same as existing with the exception of the preceding mitigation improvements and proposed roadways with Phase 1 development and off-site developments. There are no funded improvements for the study roadways and intersections according to the current ACHD Five -Year Work Plan (2016-2020 FYWP) and ITD's 2015-2019 Five -Year Idaho Transportation Investment Plan (ITIP). There are planned improvements for the study roadways according to the South Meridian Transportation Plan and ACHD 2012 CIP: • Extend Kentucky Way to Amity Road as a residential collector street • Extend Harris Street to Linder Road as a residential collector street • Widen and signalize Victory Road and Linder Road intersection (2017-2021) • Widen Victory Road to three lanes from Meridian Road to Ten Mile (2022-2026) • Widen Linder Road to five lanes from Overland Road to Amity Road (2027-2031) Transit Service VRT plans to provide transit service on Meridian Road in its comprehensive alternative transportation system vision. Bicycle and Pedestrian Facilities ACHD's current FYWP does not have bicycle or pedestrian improvement projects designated for the study roadways. However, there are multi -use path, and bicycle and pedestrian facilities planned in the study area according the City of Meridian Comprehensive Plan and ACHD Roadways to Bike Ways Plan. Traffic Volumes The 2024 background traffic was estimated based on the COMPASS model annual growth rates applied to the existing traffic counts. The following annual growth rates were used to estimate 2024 background traffic: • Meridian Road — 2.5 percent • Victory Road — 3.5 percent • Kentucky Way — no growth expected except for off-site traffic • Harris Street — no growth expected except for off-site traffic • Linder Road — 3.0 percent Figure 6 on page 27 summarizes 2024 background traffic. aSIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 25 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO Off -Site Development Traffic generated by five off-site developments within the vicinity of the study area is included in the 2024 background traffic volumes: • Fall Creek Subdivision — 296 single-family lots • Biltmore Estates Subdivision —159 single-family lots • Revolution Ridge Development — 64 single-family lots • Graycliff Subdivision —136 single-family lots • Edgehill Subdivision —116 single-family lots The off-site traffic generation summary is included in Appendix A. Phased Development Phase 1 of Brundage Estates Subdivision is anticipated to be constructed by 2024. Traffic generated by Phase 1 is included in the 2024 background traffic. ® SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 25 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO LEGEND: — PRINCIPAL ARTERIAL — MINOR ARTERIAL — COLLECTOR STREET XX(XX) AM(PM) PEAK HOUR TRAFFIC VOLUMES (VPH) CHANNELIZATION TRAFFIC SIGNAL STOP SIGN STUDY INTERSECTION Figure 6. 2024 (Phase 2) background traffic aSIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 27 0 it Q QO ❑_ NTS ❑ O W w g rn ^mm Sao vv� X119(191) 3 76 390 .� I 51 189) I) `30(101; ® `40(176) VICTORY ROAD 30149�1�•—y— 119(1(063 8 ) 17 91 } �m � 25 N`vm �T N�N�yn p� �Y Lfi U ❑Q LI 17 LII YIS.�1L1 nV?M 50(2( 6()3)7) ��3(2) RUMPLE LANE HARRIS -STREET 108W3 11 � } m N Iq LEGEND: — PRINCIPAL ARTERIAL — MINOR ARTERIAL — COLLECTOR STREET XX(XX) AM(PM) PEAK HOUR TRAFFIC VOLUMES (VPH) CHANNELIZATION TRAFFIC SIGNAL STOP SIGN STUDY INTERSECTION Figure 6. 2024 (Phase 2) background traffic aSIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 27 TRAFFIC IMPACT STUDY Level of Service BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO Roadway Segment LOS Table 12 summarizes the LOS for roadway segments in the study area for the expected 2024 background peak hour traffic conditions. With the existing lane configurations and 2024 background traffic, all study area roadway segments are below ACHD's threshold traffic volumes, with the exception of Victory Road between Linder and Meridian Roads. It is projected to exceed the LOS D threshold for a two-lane minor arterial. Table 12. Roadway segment LOS — 2024 (Phase 2) background traffic Intersection LOS To determine Phase 2 background traffic impacts, the study area intersections were analyzed with 2020 background traffic and the existing intersection control and lane configurations, or with the preceding mitigation improvements. Traffic analysis reports are included in Appendix G. Tables 13 and 14 on pages 29 and 30 summarize the intersection performance measures with the 2020 background traffic. With 2024 background traffic, all study area intersections are expected to continue to operate at LOS D or better with v/c ratio of 0.95 or less for all lane groups, with the exception of the Harris Street and Meridian Road intersection. It is projected to operate at LOS F with v/c ratio of 0.93 on the eastbound approach during the PM peak hour. ® SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 28 Threshold AM Peak Hour PM Peak Hour No. of Volume (vph) Major Direction Major Direction LOS LOS Volume Volume Functional Through Left -Turn Roadway Segment Class Lanes Treatment D E (vph) LOS (vph) LOS Linder Road Victory Road Minor 1 No LT Lane 550 690 362 < D 302 < D to Amity Road Arterial Victory Road Linder Road Minor 1 No LT Lane 550 690 586 > D 515 < D to Meridian Road Arterial Kentucky Way Victory Road Collector 1 No LT Lane 425 525 120 < D 130 < D to Harris Street Harris Street Linder Road Collector 1 No LT Lane 425 525 119 < D 121 < D to Meridian Road Intersection LOS To determine Phase 2 background traffic impacts, the study area intersections were analyzed with 2020 background traffic and the existing intersection control and lane configurations, or with the preceding mitigation improvements. Traffic analysis reports are included in Appendix G. Tables 13 and 14 on pages 29 and 30 summarize the intersection performance measures with the 2020 background traffic. With 2024 background traffic, all study area intersections are expected to continue to operate at LOS D or better with v/c ratio of 0.95 or less for all lane groups, with the exception of the Harris Street and Meridian Road intersection. It is projected to operate at LOS F with v/c ratio of 0.93 on the eastbound approach during the PM peak hour. ® SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 28 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO The Victory Road and Meridian Road intersection is projected to exceed ACHD's 0.90 overall intersection v/c ratio threshold. However, the intersection is projected to operate at LOS C with a v/c ratio of 0.92 or less for all lane groups, which meets ACHD's 1.00 lane group v/c threshold. As a result, no improvements are needed to mitigate 2024 background traffic at the Victory Road and Meridian Road intersection. Table 13. Intersection MOEs — 2024 (Phase 2) background traffic ® SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 29 AM(PM) Peak Volumes, Control and AM Peak PM Peak Intersection Channelization MOE Hour Hour - NN LOS D D Victory Road -, ;iRs 73) Delay (s) 33 27 and O, 44(131) Intersection _ _ Linder Road 46442(61�0�1 , 2(49 V/C nmm vhr Max Lane Group v/c 0.95 (EB) 0.90 (WB) LOS (NB) B B Delay (s) 12 11 Victory Road - 73olioi) (NB) O 3079(29) Kentucky Way r Intersection _ _ m Nb V/c mm Max Lane 0.21 (NB) 0:12 (NB) Group v/c a LOS C C VictoryRoadoad "mna 1 119(191) 511893 Delay (s) 33 27 ' ! 1 Intersection 0.94 0.91 Meridian Road i iZ�(91 i'� ,�^I- N,m v/c <� Max Lane Group v/c 0.92 (NBTR) 0.80 (SBT) <— LOS F/D F/B o (EB/WB) Harris Street erm 5237) 0 1 Delay (s) (EB/WB) >50/26 >50/12 and ___sj2)_ Intersection _ _ Meridian Road 1oa 3( i� N 1,1ej m Max Lane 0.73 (EB) 0.93( Group v/c ® SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 29 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION Table 14. Lane group vlc ratios - 2024 (Phase 2) background traffic MERIDIAN, IDAHO Intersection Approach AM Peak Hour PM Peak Hour LT THRU RT LT THRU RT Victory Road and Linder Road NB 0.69 0.37 SB 0.08 0.33 EB 0.95 0.49 WB 0.36 0.91 Victory Road and Kentucky Way NB 0.21 0.12 SB - - - - - EB - - WB 0.03 0.07 Victory Road and Meridian Road NB 0.05 0.89 0.92 0.20 0.43 0.43 SB 0.85 0.23 0.05 0.37 0.80 0.17 EB 0.49 0.78 0.57 0.43 WB 0.28 0.21 0.59 0.69 0.65 0.77 Harris Street and Meridian Road NB <0.01 - 0.03 - SB 0.12 - 0.07 EB 0.73 0.93 WB 0.26 0.07 2024 (Phase 2) Background Traffic Mitigation Victory Road between Linder Road and Meridian Road is projected exceed ACHD's LOS D threshold with 2024 background traffic. The proposed improvements to mitigate 2024 background on Victory Road are to widen the roadway to three lanes between Linder and Meridian Roads. With the 2024 background traffic, the Harris Street and Meridian Road intersection is not expected to meet warrants for a traffic signal because the traffic volumes on Harris Street are below the warrants' minimum traffic volume requirements -see Appendix E for signal warrant worksheet. No intersection improvements beyond those identified for proceeding mitigation are recommended to mitigate 2024 background. However, the intersection should be monitored for operational and safety issues as developments build out and signal warrants re-evaluated with actual traffic counts. MMILE 6 SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 30 BRUNDAGE ESTATES SUBDIVISION TRAFFIC IMPACT STUDY MERIDIAN, IDAHO Analysis of 2024 (Phase 2) Site Plus Background Traffic Conditions Trip Generation The number of trips generated by Phase 2 of the Brundage Estates Subdivision was estimated using the procedures from the 9th Edition of the Trip Generation Manual published by the Institute of Transportation Engineers (ITE). Table 15 presents a summary of Phase 2 trip generation. With the proposed land uses, Phase 2 of the development is projected to generate approximately 1,880 trips per day, 174 trips during the AM peak hour, and 212 trips during the PM peak hour. Table 15. 2024 (Phase 2) trip generation summary Land Use ITE Code Size Unit Total Trip Rate Total per Unit Tris Internal Capture Pass -by Tris Tris Total PrimaryTrips Entering Exiting Weekday Daily (vpd) Single -Family Detached Housing 210 183 DU 9.52 1,742 34 -- 1,708 50% 854 50% 854 City Park 720 8.24 Acre 16.74 138 34 -- 104 50% 52 50% 52 Total Trips 1,880 68 1,812 906 906 Weekday AM Peak Hour (vph) Single -Family Detached Housing 210 183 DU 0.75 137 9 128 25% 32 75% 96 City Park 720 8.24 Acre 4.50 37 9 -- 28 56% 16 44% 12 Total Trips 174 1B 156 48 108 Weekday PM Peak Hour (v h) Single -Family Detached Housing 210 183 DU 1.00 183 7 176 83% 111 37% 65 City Park 720 8.24 Acre 3.50 29 7 22 57% 12 43% 10 Total Trips 212 14 198 123 75 Weekday daily trip rate lower than peak hour trip rates, assumed Sunday daily trip rate. Trip Capture The proposed City Park will mainly serve the site and is expected to capture some trips internally within the site. The proposed park will also serve the existing and proposed residential subdivisions in the area, resulting in some additional off-site traffic retaining within the area and not impacting the external roadway system. However, the ITE Trips Generation Manual does not have trip capture rate for a paired residential -City Park land use. For this study, the proposed park is assumed to capture approximately 6 percent (18 vph) of the total trips internally within the site during the AM peak hour and approximately 2 percent (14 vph) during the PM peak hour. Pass -By Trips Brundage Estates Subdivision is not expected to attract pass -by trips. Diverted Trips Brundage Estates Subdivision is not expected to attract diverted trips. SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 31 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO Trip Distribution and Assignment Site traffic was distributed and assigned to the external roadway system based on the existing travel patterns, site layout and the general location of the site within the area. Figure 3 on page 17 shows site traffic distribution patterns. These estimated patterns are approximately 70 percent of the site traffic with origins/destinations north of the development, 5 percent south, 15 percent west and 10 percent east. Phase 2 site traffic was assigned to the roadway system assuming all site access and internal roadways are constructed. Harris Street is assumed to be constructed between Meridian Road and Linder Road by 2024. Figure 7 on page 33 summarizes the estimated site traffic generated by the development. Site Plus Background Traffic Build -out site traffic was added to the 2024 background to obtain the 2024 site plus background traffic summarized by Figure 8 on page 34. ® SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 32 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO RUMPLELANE LEGEND: — PRINCIPAL ARTERIAL — MINOR ARTERIAL — COLLECTOR STREET XX(XX) AM(PM) PEAK HOUR TRAFFIC VOLUMES (VPH) TCHANNELIZATION TRAFFIC SIGNAL STOP SIGN Q STUDY INTERSECTION Figure 7. 2024 (Phase 2) site traffic aSIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 33 z w Z p o NTS J 0 w W N of o .a 02 o I� ( ) L5(4) 1 00 —25(55) - 1L 5) 12(6) ® 1 0 0) VICTORY ROAD ( ) 640(3 11�Rr� 5j 3S5 - _ j 0) �. ar. T� Y m x,_)_.10 I [ErFYi L H )` I l 1'517}� II.I FF --TIT LJ IT _-rrLlI Yff4 .. _ RUMPLELANE LEGEND: — PRINCIPAL ARTERIAL — MINOR ARTERIAL — COLLECTOR STREET XX(XX) AM(PM) PEAK HOUR TRAFFIC VOLUMES (VPH) TCHANNELIZATION TRAFFIC SIGNAL STOP SIGN Q STUDY INTERSECTION Figure 7. 2024 (Phase 2) site traffic aSIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 33 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO LEGEND: - PRINCIPAL ARTERIAL - MINOR ARTERIAL — COLLECTOR STREET XX(XX) AM(PM) PEAK HOUR TRAFFIC VOLUMES (VPH) 1 CHANNELIZATION ® TRAFFIC SIGNAL STOP SIGN STUDY INTERSECTION Figure 8. 2024 (Phase 2) site plus background traffic ® SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 34 z w t NTS J 0 W U! m ^mm N� 626(1373 ' -� --101(455) ,+L_ 56(9(201)1)) S( 69(196)) `32(107) ® X40(176) VICTORY ROAD -T 365(192) .,�Y 172(141), $(29)�`.: 181(99)x- 0 l- ^in `0-- 24(25) 1 Nom morn S.rW D<.LLT ICR LfF1-rT W3�ff ff� TTIITT �1'IITITQ-L��=.h 1i11.C1,Tf_eLL�f)I� ( Mqqv 1 5(2(()3)7) lnl- X3(2) RUMPLE LANE HARRIS -STREET 110j(�7(5)) ` i. LEGEND: - PRINCIPAL ARTERIAL - MINOR ARTERIAL — COLLECTOR STREET XX(XX) AM(PM) PEAK HOUR TRAFFIC VOLUMES (VPH) 1 CHANNELIZATION ® TRAFFIC SIGNAL STOP SIGN STUDY INTERSECTION Figure 8. 2024 (Phase 2) site plus background traffic ® SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 34 T 1 S 13RUNDAGE ESTATES SUBDIVISION RAFFIC MPACT TUDY MERIDIAN, IDAHO Level of Service Roadway Segment LOS Table 16 summarizes the LOS for roadway segments in the study area for the expected 2024 site plus background peak hour traffic conditions. With the existing lane configurations or with the preceding mitigation improvements and 2024 site plus background traffic, all study area roadway segments are below ACHD's threshold traffic volumes. Table 16. Roadway segment LOS —2024 (Phase 2) site plus background traffic Intersection LOS To determine Phase 2 traffic impacts, the study area intersections were analyzed with 2024 site plus background traffic and the existing intersection control and lane configurations, or with the preceding mitigation improvements. Traffic analysis reports are included in Appendix I. Tables 17 and 18 on pages 36 and 37 summarize the intersection performance measures with the 2024 site plus background traffic. With 2024 site plus background traffic, all study area intersections are expected to operate at LOS D or better with v/c ratio of 0.93 or less for all lane groups, with the exception of the Victory Road and Linder Road intersection and the Harris Street and Meridian Road intersection. These intersections are expected to exceed ACHD's minimum operational threshold and will need improvements. aSIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 35 Threshold AM Peak Hour PM Peak Hour No, of Volume (vph) Major Direction Major Direction Functional Through Left -Turn LOS LOS Volume Volume Roadway Segment Class Lanes Treatment D E (vph) LOS (vph) LOS Linder Road Victory Road Minor 1 No LT Lane 550 690 458 < D 405 < D to Amity Road Arterial Victory Road Linder Road Minor 1 Continuous 720 880 650 <D 580 <D to Meridian Road Arterial LT Lane Kentucky Way Victory Road Collector 1 No LT Lane 425 525 125 < D 136 < D to Harris Street Harris Street Linder Road Collector 1 No LT Lane 425 525 121 < D 129 < D to Meridian Road Intersection LOS To determine Phase 2 traffic impacts, the study area intersections were analyzed with 2024 site plus background traffic and the existing intersection control and lane configurations, or with the preceding mitigation improvements. Traffic analysis reports are included in Appendix I. Tables 17 and 18 on pages 36 and 37 summarize the intersection performance measures with the 2024 site plus background traffic. With 2024 site plus background traffic, all study area intersections are expected to operate at LOS D or better with v/c ratio of 0.93 or less for all lane groups, with the exception of the Victory Road and Linder Road intersection and the Harris Street and Meridian Road intersection. These intersections are expected to exceed ACHD's minimum operational threshold and will need improvements. aSIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 35 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION Table 17. Intersection MOEs - 2024 (Phase 2) site plus background traffic MERIDIAN, IDAHO aSIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 36 AM(PM) Peak Volumes, Control and AM Peak PM Peak Intersection Channelization MOE Hour Hour LOS E E ..a_6 Victory Road -,- ' 11 61973) Delay (s) 46 38 and �0�1 ss(�s6) Intersection v/c - Linder Road 464�d9 - 33(6811 .mom �o< Max Lane >7.00 (EB) >1.00 (WB) Group v/c LOS B B (NB) Delay (s) Victory Road - 191(ass) 1 32(107) (NB) 13 12 and -e�-,- Intersection - - Kentucky Way 36%192 Iasi i ,49 oim v/c Max Lane 0.24(NB) 0.14 (NB) Group v/c m g a LOS D C m< 119 191) Victory Road f_ -r Delay (s) 36 28 aolii93 Intersection 0.99 0.92 Merid andRoad 1 A 991 1� - I I' 24M 1 v/C 2: m Max Lane Group v/c 0.93 (NBTR) 0.81 (SET) m LOS (EB/WB) F/D FIB Harris Street 1 5237) Delay (s) >50/26 >50/12 and _ 11 _ (EBNVB) Intersection - - Meridian Road °B _ v/c Max Lane `g Group v/c 0.74 (EB) 0.96 (EB) aSIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 36 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION Table 18. Lane group vlc ratios - 2024 (Phase 2) site plus background traffic MERIDIAN, IDAHO Intersection Approach AM Peak Hour PM Peak Hour LT THRU RT LT THRU RT Victory Road and Linder Road NB 0.89 0.52 SB 0.11 0.39 EB >1.00 0.58 WB 0,44 >7.00 Victory Road and Kentucky Way NB 0.24 0.14 EB - - WB 0.03 - 0.08 - Victory Road and Meridian Road NB 0.05 0.90 0.93 0.21 0.43 0.43 SB 0.86 0.23 0.07 0.38 0.81 0.23 EB 0.70 0.79 0.74 0.44 WB 0.29 0.22 0.56 0.68 0.68 0.76 Harris Street and Meridian Road NB <0.01 - 0.03 - SB 0.12 - 0.07 EB 0.74 0.02 0.96 0.03 WB 0.26 0.07 Site Circulation Based on the preliminary site plan current at the time this study was submitted, two full access approaches are proposed on Linder Road with Phase 1 of the development: Smokey Lake Drive and Harris Street. The proposed Harris Street segment will be connected to the existing Harris Street segment to the east in Phase 2. Turn lane analysis was conducted at the proposed site access intersections using ACHD left -turn and right -turn guidelines with 2024 site plus background traffic. Turn lane warrant worksheets are included in Appendix D. All proposed site access intersections are not expected to warrant turn lane with 2024 site plus background traffic. Table 19 on page 38 summarizes site access intersection control, lane configuration, peak hour volumes and operation. Capacity analysis reports are included in Appendix H. All minor movements at the site ® SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 37 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO access intersections are projected to operate at LOS B or better with v/c ratio of 0.19 or less for all lane groups. Table 19. Site access intersection MOEs — 2024 (Phase 2) site plus background traffic 2024 (Build -Out) Site Plus Background Traffic Mitigation No roadway improvements beyond those identified for preceding mitigation are needed to mitigate the 2024 site plus background traffic. Improvements are needed to mitigate the 2024 site plus background traffic at the Victory Road and Linder Road intersection. According to the current ACHD CIP, the intersection is planned to be reconstructed and signalized in the year 2017-2021 timeframe. As an interim mitigation, two improvement options at the Victory Road and Linder Road intersection are proposed: • Traffic signal with a left -turn lane and a shared through and right -turn lane on all approaches (3x3) • Single -lane roundabout with one entry lane on all approaches Tables 20 and 21 on page 39 summarize the analysis results for the two proposed mitigation options. With 2024 site plus background traffic, the Harris Street and Meridian Road intersection is not expected to meet warrants for a traffic signal because the traffic volumes on Harris Street are below the warrants' minimum traffic volume requirements. Signal warrant worksheets are included in Appendix E. No intersection improvements beyond those identified for preceding mitigation are recommended to mitigate the 2024 site plus background traffic. However, the intersection should be monitored for operational and safety issues as developments build out and signal warrants re-evaluated with actual traffic counts. MMILE 6 SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 38 AM(PM) Peak Volumes, Control and AM Peak PM Peak Intersection Channelization MOE Hour Hour LOS B B (WB) Smokey Laked adke Drive of t 'aj2j') Delay (s) (WB) 12 10 ©� r Intersection _ — Linder Road mn v/C Max Lane . Groupvlc 0.14 (WB) 0.08 (WB) LOS B A mX (WB) Delay (s) 11 10 Harris Street $ �� e�s')(ai) and Intersection Linder Road 1— mm Pro v/c Max Lane 0.19 (WB) 0.11 (WB) Group v/c 2024 (Build -Out) Site Plus Background Traffic Mitigation No roadway improvements beyond those identified for preceding mitigation are needed to mitigate the 2024 site plus background traffic. Improvements are needed to mitigate the 2024 site plus background traffic at the Victory Road and Linder Road intersection. According to the current ACHD CIP, the intersection is planned to be reconstructed and signalized in the year 2017-2021 timeframe. As an interim mitigation, two improvement options at the Victory Road and Linder Road intersection are proposed: • Traffic signal with a left -turn lane and a shared through and right -turn lane on all approaches (3x3) • Single -lane roundabout with one entry lane on all approaches Tables 20 and 21 on page 39 summarize the analysis results for the two proposed mitigation options. With 2024 site plus background traffic, the Harris Street and Meridian Road intersection is not expected to meet warrants for a traffic signal because the traffic volumes on Harris Street are below the warrants' minimum traffic volume requirements. Signal warrant worksheets are included in Appendix E. No intersection improvements beyond those identified for preceding mitigation are recommended to mitigate the 2024 site plus background traffic. However, the intersection should be monitored for operational and safety issues as developments build out and signal warrants re-evaluated with actual traffic counts. MMILE 6 SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 38 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO Table 20. Intersection MOEs - 2024 (Phase 2) site plus background traffic - mitigation Table 21. Lane group v/c ratios - 2024 (Phase 2) site plus background traffic - mitigation AM(PM) Peak Volumes, AM Peak Hour PM Peak Hour Intersection Approach Control and THRU AM Peak PM Peak Intersection Channelization MOE Hour Hour 0.75 0.17 LOS B B 0.05 0.06 0.05 0.41 Linder Road (Signal) Delay (s) 14 10 0.02 E73) WB 96) 0.18 0.38 0.49 Intersection NB 4469 ' - '- 464V 6 33(68 j mom V/c 0.58 0.37 0.05 Max LaneGroup 0.75 (NBTR) 0.49 (WBTR) Victory Road mm< 0.32 v/c 0.23 and 0.53 Linder Road LOS B A -Y Delay (s) 10 8 I. 69(t966j) Intersection 446' t . _i_ 464((2 6 33(68 ( ,mom v/C - - o' Max Lane 0.63 (NB) 0.53 (WB) Group v/c Table 21. Lane group v/c ratios - 2024 (Phase 2) site plus background traffic - mitigation SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 39 AM Peak Hour PM Peak Hour Intersection Approach LT THRU RT LT THRU RT NB 0.16 0.75 0.17 0.53 Victory Road and SB 0.05 0.06 0.05 0.41 Linder Road (Signal) EB 0.08 0.67 0.02 0.36 WB 0.24 0.18 0.38 0.49 NB 0.63 0.25 Victory Road and SB 0.05 0.26 Linder Road (Roundabout) EB 0.49 0.32 WB 0.23 0.53 SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 39 TRAFFIC IMPACT STUDY Summary of Results The study's key findings are summarized below. BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO Existing Traffic Conditions 1. The analysis of existing traffic conditions was not required for this study. However, the following results are from recent studies conducted by Six Mile Engineering (/Biltmore Estates Subdivision TIS, 2014, and Graycliff Subdivision TIS, 2015) for offsite developments located adjacent to this site: • No roadway improvements are needed to mitigate existing traffic. • The following intersection improvement is needed to mitigate existing traffic at the Harris Street and Meridian Road intersection: o Southbound right -turn lane 2020 (Phase 1) Background Traffic Conditions 2. The 2020 roadway network in the study area remains the same as existing with the exception of the southbound right -turn lane improvement at the intersection of Harris Street and Meridian Road needed to mitigate existing traffic as determined from the previous studies. There are no planned improvements for the other study roadways and intersections in the ACHD's current FYWP or in the /TIP. 3. For the 2020 background traffic conditions analyzed with the existing roadway lane configurations, all study area roadways meet ACHD's minimum operational thresholds. As a result, no roadway improvements are needed to mitigate the 2020 background traffic. 4. For the 2020 background traffic conditions analyzed with the existing intersection control and lane configurations or with the preceding mitigation improvements, one study area intersection is expected to exceed ACHD's minimum operational threshold: Harris Street and Meridian Road intersection. • One proposed improvement is proposed to mitigate 2020 background traffic at the Harris Street and Meridian Road intersection: o An eastbound left -turn lane is warranted based on guidelines from NCHRP 457. o The intersection is not expected to meet warrants for a traffic signal with 2020 background traffic, so no intersection control improvements are proposed. 5. With 2020 background traffic, one unsignalized intersection is expected to require a turn lane based on ACHD's guidelines: Victory Road and Kentucky Way intersection. • The following turn lane is proposed to mitigate 2020 background traffic at the Victory Road and Kentucky Way intersection: o Westbound left -turn lane aSIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 40 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO 2020 (Phase 1) Site Plus Background Traffic Conditions 6. Brundage Estates Subdivision plans to construct the following land use by Phase 1 build -year 2020: • 183 single-family dwelling units 7. The development is expected to generate approximately 1,742 trips per day, 137 trips during the AM peak hour, and 183 trips during the PM peak hour by year 2020. 8. Site traffic is anticipated to have the following general distribution patterns: • 70 percent having origins/destinations north of the development • 5 percent having origins/destinations south of the development • 15 percent having origins/destinations west of the development • 10 percent having origins/destinations east of the development 9. For the 2020 site plus background traffic conditions analyzed with the existing roadway lane configurations, all study area roadways meet ACHD's minimum operational thresholds. As a result, no roadway improvements are needed to mitigate the 2020 site plus background traffic. 10. For the 2020 site plus background traffic conditions analyzed with the existing intersection control and lane configurations, or with the preceding mitigation improvements, one study area intersection is expected to exceed ACHD's minimum operational thresholds: Harris Street and Meridian Road intersection. • No improvements are proposed to mitigate 2020 site plus background traffic at the Harris Street and Meridian Road intersection: o The intersection is not expected to meet warrants for a traffic signal with 2020 site plus background traffic, so no intersection control improvements are proposed. o The critical eastbound left -turn movement is expected to operate at LOS E during the AM peak hour and LOS F during the PM peak hour. Turn lanes are identified with preceding mitigation improvements; as a result, no intersection improvements are proposed to mitigate the 2020 site plus background traffic. 11. The maximum expected traffic volume on the proposed Harris Street is approximately 960 vpd, which is within the ADT threshold of 3,000 vpd on new collector streets in residential area as defined by Section 7206.3.7 of the ACHD Policy Manual. 12. All internal local streets are projected to carry less than the 2,000 vpd threshold on local streets as defined by Section 7207.1 and Section 7207.3 of the ACHD Policy Manual. ® SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 41 TRAFFIC IMPACT STUDY 2024 (Phase 2) Background Traffic Conditions BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO 13. For the 2024 background traffic conditions analyzed with the existing roadway lane configurations, all study area roadways meet ACHD's minimum operational thresholds, with the exception of Victory Road, which is expected to exceed ACHD's LOS D threshold for a two-lane minor arterial. The proposed improvement to mitigate 2024 background traffic is to widen Victory Road to three lanes between Linder and Meridian Roads. 14. For the 2024 background traffic conditions analyzed with the existing intersection control and lane configurations, or with the preceding mitigation improvements, one study area intersection is expected to exceed ACHD's minimum operational thresholds: Harris Street and Meridian Road intersection. • No improvements are proposed to mitigate 2024 background traffic at the Harris Street and Meridian Road intersection: o The intersection is not expected to meet warrants for a traffic signal with 2024 background traffic, so no intersection control improvements are proposed. o The critical eastbound left -turn movement is expected to operate at LOS E during the AM peak hour and LOS F during the PM peak hour. Turn lanes are identified with preceding mitigation improvements; as a result, no intersection improvements are proposed to mitigate the 2024 background traffic. 2024 (Phase 2) Site Plus Background Traffic Conditions 15. Brundage Estates Subdivision plans to construct the following land use by Phase 2 build -out year 2024: • 183 single-family dwelling units • 8.24 -acre City Park 16. The development is expected to generate approximately 1,880 trips per day, 174 trips during the AM peak hour, and 212 trips during the PM peak hour by year 2024. 17. For the 2024 site plus background traffic conditions analyzed with the existing roadway lane configurations or with the preceding mitigation improvements, all study area roadways meet ACHD's minimum operational thresholds. As a result, no roadway improvements beyond those identified for preceding mitigation is needed to mitigate the 2024 site plus background traffic. 18. For the 2024 site plus background traffic conditions analyzed with the existing intersection control and lane configurations, or with the preceding mitigation improvements, two study area intersections are expected to exceed ACHD's minimum operational thresholds: Victory Road and Linder Road intersection and Harris Street and Meridian Road intersection. • Two improvement options are proposed to mitigate 2024 site plus background traffic at the Victory Road and Linder Road intersection: ® SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE42 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO o Traffic signal with a left -turn and a shared through and right -turn lane on all approaches o Single -lane roundabout with one entry lane on all approaches • No improvements are proposed to mitigate 2024 site plus background traffic at the Harris Street and Meridian Road intersection: o The intersection is not expected to meet warrants for a traffic signal with 2024 site plus background traffic, so no intersection control improvements are proposed. o The critical eastbound left -turn movement is expected to operate at LOS F during the peak hours. Turn lanes are identified with preceding mitigation improvements; as a result, no intersection improvements are proposed to mitigate the 2024 site plus background traffic. 19. The maximum expected traffic volume on the proposed Harris Street is approximately 2,000 vpd, which is within the ADT threshold of 3,000 vpd on new collector streets in residential areas as defined by Section 7206.3.7 of the ACHD Policy Manual. 20. All internal local streets are projected to carry less than the 2,000 vpd threshold on local streets as defined by Section 7207.1 and Section 7207.3 of the ACHD Policy Manual. ® SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE 43 TRAFFIC IMPACT STUDY Appendix A: COMPASS Forecasts BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO ® SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE A 2015 Build; 2015 Demographics on 2015 Network 1/14/2014 59900 9500 x ' 14 50500500 50 6500 500 0 59300 9400 49900 17000 66900 9406] pp 17000 1-84 0 end Rd. 0 0 0 o i00 2400 2500 2700 o 3700 3700 6900 N N 10200 9700 10500 10500 11200 Over 1. 00 2300 2300 250 3500 3500 6800 10700 10200 11000 11100 11700 1' 0 overland Rd. n h d 0 m o o0 0 0 2 on o 'R o o c, `�° m O Q n m m O O 0 U r N 1500 900 100 J 1500 900 g0 Aof 9000 �Op a 72 m o o aN 0 N m0 O 6g ,4 O o Q f0 O O co n, �. O J O �O O vm v J O co � O a N e 2. o m c, o 0 m �O O co co Co Victory Rd x o M a )0 Victory Rd 800 o o Victory Rd Victory Rd Victor 700 700 600 700 600 800 700 S, 900 9 0 QO 700 0 800 >on 0 2600 2600 2700 2500 2400 32C )0 ao 2600 2600 2700 2500 2400 300 S 0o ox A WT m n A O O A O O o a o 0 0 `m h m 60 900 800 400 a 60 900 800 400 o a o O O N co A n 5 mco 0 0o 0 m 0 J 0 0 o co o 1 1100 1100 1100 0 1100 1200 o 2300 2300 2300 AmRd 24400 0 2400 N 'o1100 2700 1200 1200 1200 1200 1200 1200 2300 2300 2300 2400 2400 2500 r tt WO N A O O Q U O J o o M co co _N D:\UAG\20llModel\Base\TIP\Base\FY1418\b2Ol5\ROUNDED—b2Ol5.NET CLOUT Licensed to Community Planning Association 2015 Peak Build: 2015 Demographics on 2015 Network 1/14/2014 u,�1. �S 1 3594 584 13. 584 3010 ?�'1 ,� 4422'/ I$4 >_ 0 4352 26482648 555 ^0. 2093 ,1269 3362 555 555' 1269 1-84 2gi 6� N m J. m r m " Ovedand1 192 195 208 321 321 550 808 722 831 830 900 867 92 97 126LL 228 228 524 494 436 477 487 514 498 aAo �Dveriand Rd. n N N � N2 V V NQ m N � v O 141 93 3 0 ° J m 93 25 v'Q ti4 of tt o m h� m Lo n Q NO N ZN N N r j O J !� N 1 O m O N D M =N 0o m M VktON Rd s r Vict58 Rd 9 66 " °i Victory Rd Victory Rd Victory Rd. 59 58 38 38 70 46 73 0.9 41 66 49 min 252 250 257 238 232 415 0 198 197 204 182 174 338 A v9i �' Q A 6 (.� A N O N tO K V � m J r m Ih O 3 85 55 28 r � 5 59 81 41 A m N N o ry Vi` n o N� m Amity Rd m m 115 115 115 118 119 119 220 219 218 218 222 262 45 45 45 50 50 50 228 228 220 219 221 235 r � N 5 N S d 2 w o N N nA o � U O r O D:\UAG\2011 Model\Base\TIP\Base\FY1418\b2015\PH_ASSIGN_b2015.N ET CBUOd(P Licensed to Community Planning Association 2018 Build: 2018 Demographics on 2018 Network 1/14/2014 62700 990 9900 X2800 62100 enn 0 Rd. N 3400 3500 3700 5100 5100 8300 N 0 N 11200 1-84 3500 3701 N 5000 5000 8300 11900 0 o7vertand Rd. 7200 T3400 -2 a m a � o -2.a n N 0 n N o 0 N o a 0 S ' 2700 106 J N 1500 1000 m 0 0 1600 1000 a 10700 a K 11500 12200 1521 2. 0 12200 N 1431 mg ON o DN a � 0 0 1-84 0 a V 7200 Victory Rd 69500 N J 2800 2900 1-84 c, 'w 2700 2800 2600 2500 0 0 a 0 m 0 0 "J 0 0 Overlan 10700 ao o 11500 12200 1521 11400 12200 0 0 12200 N 1431 mg ON o DN m O 0 o 0 h m m` o0 0o ti aN N 0 0 (nom 0 Victory Rd x N o0 Victory Rd % 900 0 0 800 800 l 700 Na 800 700800 9001000 900 �0 800 900 80, 2800 N 2800 gA O p� N � a 0 �0 0 0 a 0� J a 0 o n o 0 .- h o� (D O O J �C r 1-84 0 67500 V 7200 Victory Rd 69500 Victory R 2800 2900 1-84 c, 'w 2700 2800 2600 2500 0 0 0 0 m 0 0 "J 0 0 Overlan 10700 11400 11500 12200 1521 11400 12200 0 0 12200 12900 1431 v 0 0 2 0 0 0 J 00 h� % K O p� 0 2 J a 0 o n o 0 .- h 100 1000 1600 800 Too-, 00 0 1600. 800 mo 0 (O O O y� n a 0 0� `m N N 9 J N ? 0 o Amity Rd 1300 1400 1400 1400 1400 1400 2600 2600 2700 2700 1300 1300 1300 1400 1400 1400 2500 2500 2600 2600 r �a 0 on o 0 O O O O O O 47 n D:\Un�AGn�\2011 Model\Base\TIP\Base\FY1418\b2018\ROUN DED_b2018.N ET [BOURDT 0 J 2700 2900 2600 2800 a K m a o 2 N Nt6 O J Licensed to Community Planning Association 0 0 V V Victory Rd Victory Rd Victory R 2800 2900 2600 2500 3500 2700 2800 2600 2500 3500 m 0 0 "J 0 0 100 1000 1600 800 Too-, 00 0 1600. 800 mo 0 (O O O y� n a 0 0� `m N N 9 J N ? 0 o Amity Rd 1300 1400 1400 1400 1400 1400 2600 2600 2700 2700 1300 1300 1300 1400 1400 1400 2500 2500 2600 2600 r �a 0 on o 0 O O O O O O 47 n D:\Un�AGn�\2011 Model\Base\TIP\Base\FY1418\b2018\ROUN DED_b2018.N ET [BOURDT 0 J 2700 2900 2600 2800 a K m a o 2 N Nt6 O J Licensed to Community Planning Association 2018 Build: 2018 Demographics on 2018 Network 1/14/2014 62700 00 9900 d 14. 8 J 000`6 F84 52600 = 80 67600 62000 9700 0 co NO 52300 y7200 69500 9705r� Np 17200 1-84 �O 96 0 0 0 0 o a A Rd. 10 3500 3600 3800OV 5100 5100 8300 N 11300 10800 11600 11600 12300 10 3500 3600 380(- - 5100 5100 8300 12000 11500 12300 12300 13000 0 oJverland Rd. m h o a d N O O O Q 1�0 JW ` 1500 1000 100 o J 1500 1000 100 700 O� ^ tt mo 0 0 J 9 �O O �N - N J O O O O N O O Co 0 O mo a victory Rd 0 0 Victory Rd 900 o o Victory Rd Victory Rd Vice 0 900 900 70 6) 900 900 1 1000 NO 800 CS 0Q 800 0 2800 2800 2900 2600 2600 3 0 2800 2700 2800 2600 2500 3 N ro 2S T o � $ u6OOV, uOOoV QN O, O 1Q 1124 ytm_0 QOnV005 N O 600 1500°+ 1A'm6 00 8000SQ0 - n 500 600 1500 1600 900 0 m 0 00� O NU O OA n y yw 10 O O J n U) r 9 O O h N O V d N a J N N O O 1400 14001400 1400 1400 1400 oo 2600 2600 2700 Amity Rd 2700 2800 m n 290C 1300 1300 1300 1300 1300 1300 2500 2500 2600 2700 2700. 2800 r, a m ooh _O _O O O oMb N� U U J D:\UAG\2011Model\Base\studies\Base\TIS_ Areaoflnfuence\Biltmore\b2018\ROUNDED b2018.NET G300110(p Licensed to Community Planning Association 2018 Peak Build; 2018 Demographics on 2018 Network 1/14/2014 3g1 4� I 3972 13 611 336. = 4' �� I-84 ��, 36 4745 2927 2927 570 `�O 2357 1284 3641 570 570p r g 1284 32 0ti 1-84 m � Rd. o m m N 327 330 343 480 480 706 914 824 933 931 1001 130 137 167— 283 -Overland 283 576 661 599 622 631 656 u Rd. n mt7 N N N�G.v0mO.' 72 J 146 100 32 82 9 32 wp9 s y� � 9 2,c y Sm m UJ O J U7 a `ci A e 2N m m m m n co a aN N N J V'Ct0 rY Rd Victory Rd 78 t° X11,53 Victory Rd Victory Rd VI 71 70 70 r' 50 50 62 86 58 62 78 03 288 285 290 268 261 m 222 220 227 201 192 � a A tv N � K 6 94 110 56 0; 10 69 160 81 N o P n NN N J i V 0 n O] m N n � N N � p J A N � N N r 0 N 9 120 120 Amity Rd 123 123 123 226 225 222 223 226 2f 87 87 91 91 92 260 260 244 244 247 27 T86 p2 'm N m m 0 J D:\UAG\20llModel\Base\TIP\Base\FY1418\b2Ol8\PH—ASSIGN—b2Ol8.NET MM110Q Licensed to Community Planning Association 2018 Peak Build: 2018 Demographics on 2018 Network 1/14/2014 3964381 m 3972 609 336 F09 1-84 9� 4749 2918 563nf 235 •1284 3639 1264 56°2`70 1-84 o a nd Rd. 60� N w m Overland Rd 13 338 341 354 491 491 716— 926 836 945 943 1013 933 9 130 137 16".8 283 283 575 671 609 632 641 666 562 0 m—verland Rd. o n 2 2 of N M O`O w V E 147 100 32 0 0 JJ w 9 02 82 19of ^ate hA a rn h o m m o OW I � S J C J n N � O O � � M 9 r p S p �R M O N N M rn S Ow N r -� '1 Victory Rd 0 78 w Victory Rd Victory Rd Victory Rd 74 73 = 56 73 82 86 ^' �'� 56 a N 63 �g t M 289 286 292 269 262 445 6 m 225 223 230 204 195 385 w W_. S N ro toA 20 � Nm dQ a OM S m w � N A m M 1124 J F 'r 41 m M N F 5� S si7 53 59 146 110 56 tY N a 32 42 100 160 81 v o ww Nm m N row r j OA O O 20 N O J n V i N M N d C J Ar w a Amity Rd m r a N 118 116 118 121 121 122 235 234 231 231 235 284 87 87 87 92 92 92 261 260 244 244 247 275 r of of d 2 U O N rn � � r N � d N O O O W V D:\UAG\2011 Model\Base\studies\Base\TIS_Areaoflnfluence\Biltmore\b2018\PH_ASSIGN_b2018.NET ( OOdG; Licensed to Community Planning Association 2012 Build: 2012 Demographics on 2012 Network 1/14/2014 65900 10400 5561040 65200 .,,.,_ nn O i Rd. m 4100 4200 4400 5700 5700 8900 O N 12100 1 4100 4200 440 u N 5700 5700 8900 12700 AO $ olverland Rd. � m oN of O r O 0 �o N v � 0 o o as v Victory Rd �_ N N 9 1600 1000 100 J N100 lsoo 1096 1200 1200 a K m � 0� 13000 o A a 12200 0 a o K 13600 0 0 � J 2800 a e M 0 0 3400 N 0 2800 2800 N 2500 2400 a 0 0 � N N� J 1500 1500 1500 1500 1500 1500 1500 1500 r 0 0 A O O m m D:\UAG\2011 Model\Base\TlP\Base\FY14 M0 00M r OA a AO O 72300 � m oN N 1-84 N v � Victory Rd O O Cie 1300 0 1 400 1400 l'- 0 110000 11 1200 1200 � 0 m � 0� 13000 o A a 12200 0 a o K 13600 0 0 � J 2800 a 0 0 � N N� J 1500 1500 1500 1500 1500 1500 1500 1500 r 0 0 A O O m m D:\UAG\2011 Model\Base\TlP\Base\FY14 M0 00M r OA 1-84 70200 1 72300 � m h m 1-84 N v � W o O O O Cie fO � `O Overland 11700 12300 12400 13000 o 1570( 12200 12900 12900 13600 1000 1510( 2800 0 a N 2800 2500 2400 3400 N 0 2800 2800 N 2500 2400 3500 O O � m O o $ m 0 0 0 � O O J l0 bpb ,0 a o: b o o Q 6� O O a N 12 J O O M In 100 1100 2100 1000 100 1100 2100 1000 mo 0 (O O O N� r J J 0 o Amity Rd 1500 1500 2700 2700. 2800 2800 1500 1500 2600 2600 2700 2700 0 0 a r 18\b202MRO U NDED_b2020. N ET 2900 2800 MIM 3000 2900 a K m 0 0 0 a v0 N N r U O Licensed to Community Planning Association OA � m h m Cie fO � `O v 1u, 200 LOO o0 o Victory Rd Victory Rd Victory Rd 1000 7Q0 2800 2800 2800 2500 2400 3400 100o 0 2800 2800 2800 2500 2400 3500 00 Nm 0 m m 0 0 0 m 0 0 0 100 1100 2100 1000 100 1100 2100 1000 mo 0 (O O O N� r J J 0 o Amity Rd 1500 1500 2700 2700. 2800 2800 1500 1500 2600 2600 2700 2700 0 0 a r 18\b202MRO U NDED_b2020. N ET 2900 2800 MIM 3000 2900 a K m 0 0 0 a v0 N N r U O Licensed to Community Planning Association 2020 Peak Build; 2020 Demographics on 2018 Network 1/14/2014 4294 °O� 3634 rib, g 88� 2 5022 3186 3186 608 y0• 2578 2 11207 3865 608 60 e' 1287 �S7 1.84 6yy m c'° n 390 394 407 555 555 774 969 878 984 981 1050 3 172 2 317 2�oK2a'0`m° 317 602'mxO 7 02 64 1 659 669 692 6TOveriand Rd. f 34 N9 146 1085 9i6 2o mmm i�n NN�J�moa�O w� 0 J D Y �rn O N C J y ° o b I° N 2 ° � N 9� 2� m If N q r vuN JN N' V m Vidtory Rd Victory Rd 90 m ^' v Victory Rd Victory Rd Vi 85 84 84 ri 63 63 95 100 70 74 �� 10. 64 9 � 64233 307 303 307 307 279 272 231 237 207 198 N NN St0° N A D W r p (n W J � N N N J 2 �° N G] OI W 8 98 140 69 � 13 73 208 104 w �a r � 6 m � U J So y� r N V of of N m � d �a J m m m 144 1441q4 147 147 147 247 246 241 Amity Rd 242 245 29 97 97 97 102 -1021()2 276 276 254 254 257 28 r C N 8. > U O J IJAG\2011 Model\Base\TIP\BaseTY1418\b2020\PH_ASSIGN_b2020. NET (BUI[OT Licensed to Community Planning Association TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO Appendix B: Off -Site Traffic Generation Summary aSIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE B FALL CREEK Study Period The build -out year for this study will be 2017. This date was selected to allow for project approval, engineering, construction, and full development of the site. The weekday a.m. and p.m. peak hour periods were analyzed for site impacts. Typically the a.m. peak hour occurs between 6:00 a.m, and 8:00 a.m. The p.m. peak hour occurs between 4:00 p.m. and 6:00 p.m. PROJECTED TRAFFIC Site Traffic Trip Generation Site traffic generation is normally estimated by procedures recommended in the latest edition of the Trip Generation Manual (9th Ed) published by the Institute of Transportation Engineers (ITE). Trip rates estimated in the manual are based on actual driveway traffic measurements performed on different land uses nationwide, particularly in metropolitan areas. The site trip generation is obtained by applying the trip rates from the Trip Generation Manual to each of the uses of the site development. Table 1 presents the summary of the site trip generation used in this report. The pool facility is restricted to subdivision residents and does not generate any external trips. The 296 Table 7: Trrp Generation Summary -. Category SId91e Fatuity Pool Facility l0.0 acne) Total Tripe Iriz;i "U® CeteOory - 210 488 Numberof Lots 296 000 Trip Generation Rate 24 -hr daily rate 9.57 0.00 am peak hour rate 0.75 0.00 pm peak hour rate 1.01 0.00 Total Fnbmal Trips Generated 24hr daily rata 2,833 0 2.833 am peak hour trips 222 0 222 Pan peak hour rate 299 0 1 255 homes in the proposed development are projected to generate an ADT of 2,833 vehicles per day, of which the a.m. and p.m. peak hour traffic is 222 and 299 vehicles per hour, respectively. Trip Distribution Once the generated trips are estimated, they are distributed to their geographic origins or destinations and assigned to particular segments of the encompassed transportation network. The trip distribution along the roadway network and turning movement percentages were based on the COMPASS Regional Model. The distribution of the site traffic along the roadway network is given in Figure 4 in the form of percentages of total generated traffic for the site. Figure 5 illustrates the rounded internal site traffic distribution, Figure 6 presents the forecast site traffic on the external network. TRAFFIC IMPACT STUDY BILTMORE ESTATES SUBDIVISION MERIDIAN, IDAHO Analysis of 2016 (Phase 1) Site Plus Background Traffic Conditions Trip Generation The number of trips generated by Phase 1 of the Biltmore Estates Subdivision was estimated using the procedures from the 9' Edition of the Trip Generation Manual published by the Institute of Transportation Engineers (ITE). Table 9 on presents a summary of the trip generation for Phase 1. With the proposed land use in Phase 1, the development is projected to generate 781 trips per day, 62 trips during the AM peak hour, and 82 trips during the PM peak hour. Table 9. 2016 (Phase 1) trip generation summary Trip Capture Based on the development size and land use, Phase 1 is not expected to capture a significant amount of trips internally within the site. No trip reduction for internal capture trips was assumed in the traffic impact analysis for Phase 1. Pass -By Trips Phase 1 contains only residential land use and is not expected to attract pass -by trips. Diverted Trips Phase 1 contains only residential land use and is not expected to attract diverted trips. Trip Distribution and Assignment Site traffic was distributed and assigned to the external roadway system based on the existing travel patterns, COMPASS model projected site traffic patterns, site layout and the general location of the site within the area. Figure 5 on page 21 shows site traffic distribution patterns. These estimated patterns are approximately 70 percent of the site traffic with origins/destinations north of the development, 5 percent south, 15 percent west and 10 percent east. Site traffic is assigned to the roadway system, assuming all proposed internal roadways and connections are constructed with Phase 1. Figure 6 on page 22 summarizes the estimated site traffic generated by Phase 1 of the development. Site Plus Background Traffic Phase 1 site traffic was added to the 2016 background to obtain the 2016 site plus background traffic summarized by Figure 7 on page 23. aSIX MILE ENGINEERING, PA FEBRUARY 7, 2014 PAGE 20 Total ITE Trip Rate Total Land Use Category Code Size Period per Unit Trips Entering Exiting Weekday Daily(vpd) 9.52 781 50% 390 50% 390 Single -Family Detached Housing 210 82 DU Weekday AM Peak Hour (vph) 0.75 62 25% 16 75% 46 Weekday PM Peak Hour(vph) 1.00 82 63% 52 37/ 30 Trip Capture Based on the development size and land use, Phase 1 is not expected to capture a significant amount of trips internally within the site. No trip reduction for internal capture trips was assumed in the traffic impact analysis for Phase 1. Pass -By Trips Phase 1 contains only residential land use and is not expected to attract pass -by trips. Diverted Trips Phase 1 contains only residential land use and is not expected to attract diverted trips. Trip Distribution and Assignment Site traffic was distributed and assigned to the external roadway system based on the existing travel patterns, COMPASS model projected site traffic patterns, site layout and the general location of the site within the area. Figure 5 on page 21 shows site traffic distribution patterns. These estimated patterns are approximately 70 percent of the site traffic with origins/destinations north of the development, 5 percent south, 15 percent west and 10 percent east. Site traffic is assigned to the roadway system, assuming all proposed internal roadways and connections are constructed with Phase 1. Figure 6 on page 22 summarizes the estimated site traffic generated by Phase 1 of the development. Site Plus Background Traffic Phase 1 site traffic was added to the 2016 background to obtain the 2016 site plus background traffic summarized by Figure 7 on page 23. aSIX MILE ENGINEERING, PA FEBRUARY 7, 2014 PAGE 20 TRAFFIC IMPACT STUDY BILTMORE ESTATES SUBDIVISION MERIDIAN, IDAHO Analysis of 2018 (Phase 2) Site Plus Background Traffic Conditions Trip Generation The number of trips generated by Phase 2 of the Biltmore Estates Subdivision was estimated using the procedures recommended in the 9th Edition of the ITE Trip Generation Manual, summarized in Table 16. At build -out, Phase 2 of the development is projected to generate approximately 733 trips per day, 58 trips during the AM peak hour and 77 trips during the PM peak hour. Table 16. 2020 (Phase 2) trip generation summary Total ITE Trip Rate Total Weekday Daily(vpd) 9.52 733 50% 367 50% 367 Single -Family Detached Housing 210 77 DU Weekday AM Peak Hour (vph) 0.75 58 25% 15 75% 43 Weekday PM Peak Hour (vph) 1.00 77 63% 49 37% 28 Trip Capture Based on the development size and land use, Phase 2 is not expected to capture a significant amount of trips internally within the site. No trip reduction for internal capture trips was assumed in the traffic impact analysis for Phase 2. Pass -By Trips Phase 2 contains only residential land use and is not expected to attract pass -by trips. Diverted Trips Phase 2 contains only residential land use and is not expected to attract diverted trips. Trip Distribution and Assignment Site traffic was distributed and assigned to the external roadway system based on the existing travel patterns, COMPASS model projected site traffic patterns, site layout and the general location of the site within the area. Figure 5 on page 21 shows site traffic distribution patterns. These estimated patterns are approximately 70 percent of the site traffic with origins/destinations north of the development, 5 percent south, 15 percent west and 10 percent east. Figure 9 on page 33 summarizes the estimated Phase 2 site traffic. Site Plus Background Traffic Phase 2 site traffic was added to the 2018 background to obtain the site plus background traffic. Figure 10 on page 34 summarizes the estimated 2018 (Phase 2) site plus background traffic. ® SIX MILE ENGINEERING, PA FEBRUARY 7, 2014 PAGE 32 Thompson Engineers Traffic Impact Study rrarl�and ciw Inc. Edgehill Subdivision, Meridian, Idaho Trip Generation In the absence of site-specific data, site trip generation is estimated using the procedures recommended in the latest edition of the Trip Generation Manual (9'" edition), published by the Institute of Transportation Engineers. Site trip generation is obtained by applying the average trip generation rates obtained from the Manual for each category of land use within the development. Table 4 shows the trip generation of the site. Pass by rates are estimated from data published by the Institute of Transportation Engineers. Table 4 - Trip Generation Trip Distribution In order to determine impacts, the trips generated by the site must be distributed to destinations throughout Ada County and assigned to the transportation system. Based on current travel patterns, the modal split is negligible, so all trips are assigned to vehicles, and the vehicles are assigned to the roadway system. The distribution for this development is based on information obtained from COMPASS and current travel patterns. The site traffic distribution for the development is shown in Figure 7. C:1UsersldanlDocumentslTEllprojectsll5-!5 Victory LinderldocslEdgehill Tl&dom Page 9 24 hr 2 -Way lend Use Time Penod No. Units Tohl Code Rete Total Single Family 210 Dwellings Daily 114 DU 9.52 1085 1085 Enter Ext Rate Total Rate Total Total Single Family AM Peak 210 114 DU 0.19 21 056 64 85 Dwellings Hour Single Family PM Peak 210 114 DU 075 86 0.25 29 115 Dwellings Hour Trip Distribution In order to determine impacts, the trips generated by the site must be distributed to destinations throughout Ada County and assigned to the transportation system. Based on current travel patterns, the modal split is negligible, so all trips are assigned to vehicles, and the vehicles are assigned to the roadway system. The distribution for this development is based on information obtained from COMPASS and current travel patterns. The site traffic distribution for the development is shown in Figure 7. C:1UsersldanlDocumentslTEllprojectsll5-!5 Victory LinderldocslEdgehill Tl&dom Page 9 TRAFFIC IMPACT STUDY GRAYCME SUBDIVISION MERIDIAN, IDAHO Analysis of 2019 (Build -Out) Site Plus Background Traffic Conditions Trip Generation The number of trips generated by build -out of the Graycliff Subdivision was estimated using the procedures from the 9th Edition of the Trip Generation Manual published by the Institute of Transportation Engineers (ITE). Table 9 presents a summary of the build -out trip generation. With the proposed land use, the development is projected to generate approximately 1,133 trips per day, 89 trips during the AM peak hour, and 119 trips during the PM peak hour. Table 9. 2019 (Build -out) trip generation summary Trip Capture Based on the development size and land use, Graycliff Subdivision is not expected to capture a significant amount of trips internally within the site. No trip reduction for internal capture trips was assumed in the traffic impact analysis. Pass -By Trips Graycliff Subdivision contains only residential land use and is not expected to attract pass -by trips. Diverted Trips Graycliff Subdivision contains only residential land use and is not expected to attract diverted trips. Trip Distribution and Assignment Site traffic was distributed and assigned to the external roadway system based on the existing travel patterns, site layout and the general location of the site within the area. Figure 5 on page 20 shows site traffic distribution patterns. These estimated patterns are approximately 70 percent of the site traffic with origins/destinations north of the development, 5 percent south, 15 percent west and 10 percent east. Site traffic was assigned to the roadway system, assuming all proposed internal roadways and connections are constructed. Figure 6 on page 21 summarizes the estimated site traffic generated by the development. Site Plus Background Traffic Build -out site traffic was added to the 2019 background to obtain the 2019 site plus background traffic summarized by Figure 7 on page 22. ® SIX MILE ENGINEERING, PA MAY 4, 2015 PAGE 19 Total ITE Trip Rate Total Land Use Category Code Size Period per Unit Trips Entering Exiting Weekday Daily(vpd) 9.52 1,133 50% 566 50% 566 Single -Family Detached Housing 210 119 DU Weekday AM Peak Hour (vph) 0.75 89 25% 23 75% 67 Weekday PM Peak Hour (vph) 1.00 119 63% 75 37% 44 Trip Capture Based on the development size and land use, Graycliff Subdivision is not expected to capture a significant amount of trips internally within the site. No trip reduction for internal capture trips was assumed in the traffic impact analysis. Pass -By Trips Graycliff Subdivision contains only residential land use and is not expected to attract pass -by trips. Diverted Trips Graycliff Subdivision contains only residential land use and is not expected to attract diverted trips. Trip Distribution and Assignment Site traffic was distributed and assigned to the external roadway system based on the existing travel patterns, site layout and the general location of the site within the area. Figure 5 on page 20 shows site traffic distribution patterns. These estimated patterns are approximately 70 percent of the site traffic with origins/destinations north of the development, 5 percent south, 15 percent west and 10 percent east. Site traffic was assigned to the roadway system, assuming all proposed internal roadways and connections are constructed. Figure 6 on page 21 summarizes the estimated site traffic generated by the development. Site Plus Background Traffic Build -out site traffic was added to the 2019 background to obtain the 2019 site plus background traffic summarized by Figure 7 on page 22. ® SIX MILE ENGINEERING, PA MAY 4, 2015 PAGE 19 3ewlution Ridge Subdivision 64 DU single-family residential Total Trip Rate Total Period per Unit Trips Entering Exiting Weekday Daily (vpd) 9.52 609 50% 305 50% 305 Weekday AM Peak (vph) 0.75 48 25% 12 75% 36 Weekday PM Peak (vph; 1.00 64 63% 40 37% 24 TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO Appendix C: Analysis Reports - 2020 (Phase 1) Background Traffic aSIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE C HW 2010 AWSC 2020 Background 1: Linder Road & Victory Road AM Peak dn' NBLnl 9111 - INS - .. -...' Opposing Approach WE EB SB NB Opposing Lanes 1 1 1 1 _ SB Intersection Delay, s/veh 16 WE Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 Intersection LOS C 1919 10.4 12.6 9.6 HCM LOS C B B A Lane Flow Rate 259 513 158 31 Geometry Grp Movement EBU EBL EBT EBR WBU WBL WET WBR NBU NBL NET NBR SBU SBL SET SBR Traffic Vol, vehlh 0 39 406 17 0 20 117 5 0 42 153 38 0 11 12 5 Future Vol, vehm 0 39 406 17 0 20 117 5 0 42 153 38 0 11 12 5 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0,90 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt now 0 43 451 19 0 22 130 6 0 47 170 42 0 12 13 6 Number of Lanes 0 0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 ter-.. _ _ _F9 NBLnl 9111 - INS - .. -...' Opposing Approach WE EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WE Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 1919 10.4 12.6 9.6 HCM LOS C B B A Lane NBLnl EBLnl WBLnl SBLnl Vol Left,% 18% 8% 14% 39% Vol Thm,% 66% 88% 82% 43% Vol Right, % 16% 4% 4% 18% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 233 462 142 28 LT Vol 42 39 20 11 Through Vol 153 406 117 12 RT Vol 38 17 5 5 Lane Flow Rate 259 513 158 31 Geometry Grp 1 1 1 1 Degree of Util 0,408 0,719 0.243 0.054 Departure Headway(Hd) 5.674 5.045 5.548 6,193 Convergence, YlN Yes Yes Yes Yes Cap 634 719 647 576 Service Time 3.713 3.076 3.591 4.25 HCM Lane VIC Ratio 0.409 0.713 0.244 0.054 HCM Conlml Delay 12.6 19,9 10.4 9.6 HCM Lane LOS B C B A HCM 95th -tile Q 2 62 0.9 0.2 .Six Mlle Engineering, PA Brundage Estates Subdivision December2015 Meridian, Idaho HCM 2010 TWSC 2020 Background 2: Kentucky Way & Victory Road AM Peak Intersection - - - ' Int Delay, s/veh 3.8 Movement EBT EBR WBL WBT NFL NBR� Tragic Vol, veh/h 209 9 30 49 35 88 Future Vol, veh/h 209 9 30 49 35 88 Conflicting Peds, 4/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - PeakHourFactor 90 90 90 90 90 go Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flaw 232 10 33 54 39 98 Major/Mlnor Malorl Malor2 Mlnorl Conflicting Flow All 0 0 242 0 358 237 Stage 1 - - - - 237 - Stage 2 - - - - 121 - Critical Hill - - 4.12 - 6.42 6.22 Critical Hill Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap -1 Maneuver - - 1324 - 640 802 Stage 1 - - - - 802 - Stage 2 - - - - 904 - Platoon blocked, % - - - Mov Cap -1 Maneuver - - 1324 - 623 802 Mov Cap -2 Maneuver - - - - 623 - Stage 1 - - - - 802 - Stage 2 - - - - 880 - Approach EB WB NS HCM Control Delay, s 0 3 11 HCM LOS B Minor LanelMa{or Mvmt NBLni EBT EBR. WBL WBT Capacity(veh/h) 741 - - 1324 - HCM Lane V/C Ratio 0,184 - - 0,025 - HCM Control Delay (s) 11 - - 7.8 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.7 - - 0.1 - Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HCM 2010 Signalized Intersection Summary 2020 Background 3: Meridian Road & Victory Road AM Peak � 7 !~ 4- -ix, Movement EBL EBT EBR WB- WET WBR NBL NET PER SBL SET SBR Lane Configurations v( T. 11,5 aj ? r 0.6 Tp 46.6 R 4? r Traffic Volume(vehlh) 65 142 23 36 43 108 23 1496 176 123 436 27 Future Volume (vehlh) 65 142 23 36 43 108 23 1496 176 123 436 27 Number 1 6 16 5 2 12 3 6 18 7 4 14 Initial Q(Ob), van 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Eike Adj(AybT) 1.00 0 1.00 1.00 556 1.00 1.00 1116 1.00 1:00 2343 1.00 Parking Bus, Ad 1.00 1.00 1.00 1,00 1,00 1.00 1.00 1.00 1,00 1.00 1,00 1.00 Aft Sat Flow, vehlhdn 1863 1863 1900 1863 1863 1863 1863 1863 1900 1863 1863 1863 Ad Flow Rate, vehlh 69 151 24 38 46 115 24 1591 187 131 464 29 Adj No. of Lanes 1 1 0 1 1 1 1 2 0 1 2 1 Peak Hour Factor 0.94 0.94 0.94 0,94 0,94 0.94 0.94 0.94 0,94 0.94 0.94 0.94 Percent Heavy Van,% 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 245 200 32 152 218 185 637 2017 234 201 2303 1030 Arrive On Green 0.04 0.13 0.13 0.03 0.12 0.12 0.02 0.63 0.63 0.04 0,65 0.65 Sat Flow, vehlh 1774 1569 249 1774 1863 1583 1774 3196 371 1774 3539 1583 Approach Delay, slveh 1f I1 Ilc x. AC uc OA .11 N11 171 nCA 1n Grp Sat Flow(s),vehlhlln 1774 0 1619 1774 1863 1583 1774 1770 1797 1774 1770 1583 Q Serve(g_a),s 4.2 0.0 11,5 2.3 2.8 8.6 0.6 44.3 46.6 3.2 6.5 0.8 Cycle 0 Cleadg_c), s 4.2 0.0 11,5 2.3 2.8 8,6 0.6 44.3 46.6 3.2 6.5 0,8 Prop In Lane 1.00 4.3 0.14 1.00 48.6 1.00 1.00 2.4 0.21 1.00 0.0 1.00 Lane Grp Cap(c), veh/h 245 0 232 152 216 185 637 1116 1134 201 2303 1030 VIC Ratio(X) 0.28 0.00 0.75 0.25 0.21 0.62 0.04 0.78 0.80 0:65 0.20 0.03 Avail Cap(c_a), vehlh 245 0 543 172 556 473 668 1116 1134 255 2343 1048 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(l) 1.00 0.00 1.00 1.00 1.00 100 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), slveh 45.8 0.0 52.2 46.6 49.5 52.1 7,6 16.6 17.0 23.6 8.7 7.7 Incr Delay (d2), slveh 0.2 0.0 1.9 0.3 0.2 1.3 0.0 3.8 4.4 3.0 0.1 0.0 Initial Q De1ay(d3)slveh 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%),vehlln 2.1 QO 5.9 1.1 1.4 3.8 0.3 227 24.3 3.0 3.2 0.4 Ln Grp Delay(d),slveh 46.1 0.0 54.0 46.9 49.7 53.4 7.6 20.5 21.4 26.6 8.8 7;7 Ln Grp LOS D D D D D A C C C A A Approach Vol, vehi 244 199 1802 624 Approach Delay, slveh 51,8 51,3 20,8 12,5 Approach LOS D D C E Assigned Pus 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 10.0 19.5 7.8 86,6 8.6 20.8 10.3 84.2 Change Period (YiRc), s 5.0 5.0 5,0 6.0 5.0 5.0 5,0 6.0 Max Green Setting (Gmax), s 5.0 37.0 5.0 82.0 5.0 37.0 9.0 78.0 Max 0 Clear Time (g_o.I1), s 6.2 10.6 2,6 8.5 4.3 13.5 5.2 48.6 Green Ext Time (p c), s 0,0 2.4 0,0 72.1 0.0 2,3 0.1 29.3 Intersection Summary HCM 2010 Ctrl Delay 23.7 HCM 2010 LOS C Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HCM 2010 TWSC 2020 Background 4: Meridian Road & Harris Street AM Peak Intersection 1409 NBT NBR EBLn1 WEW S8L SBT SBR Capacity(vehlh) 1069 - - 221 280 2254 246 2007 2253 Int Delay, s/veh 3 1688 0 0 Stage 560 560 - 1693 1693 - - - - - - - Stage 2 Movement EBL EBT EBR WBL WET WER NBL NET HER SBL SBT SBR Traffic Vol, veh/h 108 0 11 2 0 47 3 1517 2 31 442 32 Future Vol, veh/h 108 0 11 2 0 47 3 1517 2 31 442 32 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 - - Nene - - None - - None - - None Storage Length - - - - - - 50 - - 50 - 500 Ven 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 120 0 12 2 0 52 3 1686 2 34 491 36 Conflicting Flow All 1409 NBT NBR EBLn1 WEW S8L SBT SBR Capacity(vehlh) 1069 - - 221 280 2254 246 2007 2253 644 491 0 0 1688 0 0 Stage 560 560 - 1693 1693 - - - - - - - Stage 2 849 1694 - 314 560 - - - - - - - Critical Hawk 7.54 6.54 6.94 7.54 6.54 6,94 4,14 - - 4.14 - - Critical Hdwy Sag 1 6.54 5.54 - 6.54 5.54 - - - - - - - Critical Hawk Sag 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 - - PolCap-1 Maneuver -99 41 754 35 41 307 1069 - - 375 - - Stage 1 480 509 - 97 147 - - - - - - - Stage 2 322 147 - 671 509 - - - - - - - Platoon blocked, % - - - - Mov Cap -1 Maneuver -76 37 754 32 37 307 1069 - - 375 - - Mov Cap -2 Maneuver 206 105 - 91 134 - - - - - - - Stage 1 479 463 - 97 147 - - - - - - - Stage 2 266 147 - 600 463 - - - - - - - WE HCM Control Delay, s HCM LOS Minor LanelMajor Mvmt NFL NBT NBR EBLn1 WEW S8L SBT SBR Capacity(vehlh) 1069 - - 221 280 375 - - HCM Lane V/C Ratio 0.003 - - 0.598 0.194 0.092 - - HCM Control Delay (s) 8.4 - - 43 20.9 15.6 - - HCM Lane LOS A - - E C C - - HCM 95th %tile G(veh) 0 - - 3.4 0.7 0.3 - - Notes Volume exceeds capacity $: Delay exceeds 300s +; Computation Not Defined `, All majcrvolume in platoon Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HCM 2010 AWSC 2020 Background 1: Linder Road & Victory Road PM Peak Intersection LOS B Movement EBU EBL EBT EBR WBU WBL WET WBR NBU NBL NBT NBR SBU SBL SBT SBR Traffic Vol, vehlh 0 8 190 24 0 51 330 10 0 31 44 27 0 14 94 16 Future Vol, vehlh 0 8 190 24 0 51 330 10 0 31 44 27 0 14 94 16 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0,92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 9 207 26 0 55 359 11 0 34 48 29 0 15 102 17 Number of Lanes 0 0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 Opposing Approach WB ES SB NS Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 11 15.2 10.1 10.5 HCM LOS B C B B Lane NBLnl EBLn1 WBLnt SEW Vol It % 30% 4% 13% 11% Vol Thim, % 43% 86% 84% 76% Vol Right, % 26% 11% 3% 13% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 102 222 391 124 LT Vol 31 8 51 14 Through Vol 44 190 330 94 RT Vol 27 24 10 16 Lane Flow Rate 111 241 425 135 Geometry Grp 1 1 1 1 Degree of Util (X) 0.179 0.349 0.594 0.217 Departure Headway (Hd) 5.806 5.207 5.028. 5.797 Convergence, YlN Yes Yes Yes Yes Cap 616 690 718 619 Service Time 3.853 3,245 3.058 3.842 HCM Lane VIC Ratio 0.18 0,349 0.592 0.218 HCM Control Delay 10.1 11 15,2 10.5 HCM Lane LOS B B C B HCM 95thtileQ 0.6 1,0 4 0.8 Six Mile Engineering, PA Brundage Estates Subdivision December2015 Meridian, [done HCM 2010 TWSC 2020 Background 2: Kentucky Way & Victory Road PM Peak Intersectio Int Delay, slveh 2.7 Movement - - EBT EBR WBL WST NBL HER Traffic Vol, vehlh 94 34 101 282 19 61 Future Vol, vehlh 94 34 101 282 19 61 Conflicting Peds,#Ihr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Slop RT Channalized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 98 98 98 98 98. 98 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 96 35 103 288 19 62 MalodMinor Malorl Malor2 Minorl Conflicting Flaw All 0 0 131 0 607 113 Stage 1 - - - - 113 - Stage 2 - - - - 494 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Forow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap -1 Maneuver - - 1454 - 460 940 Stage 1 - - - - 912 - Stage 2 - - - - 613. - Platoon blacked, % - - - MovCap-1 Maneuver - - 1454 - 421 940 Mov Cap -2 Maneuver - - - - 421 - Stage 1 - - - - 912 - Stage 2 - - - - 562 - Approach EB WB NB HCM Control Delay, s 0 2 10.6 HCM LOS B Minor LaneOMaior MvmC NBLn1 EBT EBR WBL WBT Capacity (vehlh) 727 - - 1454 - HCM Lane VIC Ratio 0.112 - - 0071 - HCM Control Delay (s) 10,6 - - 7.7 0 HCM Lane LOS B - - A A HCM 95th %tile C(veh) 0.4 - - 0.2 - Six Mile Engineering, PA Brundage Estates Subdivision December2015 Meridian, Idaho HCM 2010 Signalized Intersection Summary 2020 Background 3: Meridian Road & Victory Road PM Peak Lane Configurations aj T. 3 R 4 r 7 +T- Assigned The 1 f} r Traffic Volume (veli 67 74 23 161 157 173 25 676 77 129 1459 91 Future Volume(vehlh) 67 74 23 161 157 173 25 676 77 129 1459 91 Number 1 6 16 5 2 12 3 8 18 7 4 14 Initial Q (Qb), van 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Bike Adl(AybT) 1.00 1,00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Act 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ant Sat Flow, vehlhlln 1863 1863 1900 1863 1863 1863 1863 1863 1900 1863 1863 1663 Art Flow Rate, vehm 71 79 24 171 167 184 27 719 82 137 1552 97 Act No, of Lanes 1 1 0 1 1 1 1 2 0 1 2 1 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0,94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, vehlh 199 169 51 272 288 245 195 1906 217 461 2183 977 Arrive On Green 0.04 0.12 0.12 0.07 0.15 0.15 0.02 0.60 060 0.05 0.62 0.62 Sat Flow, vehlh 1774 1372 417 1774 1863 1583 1774 3203 365 1774 3539 1583 Grp Volume(v), vehlh 71 0 103 171 167 184 27 397 404 137 1552 97 Grp Sat Flow(s),vehlhlln 1774 0 1789 1774 1863 1583 1774 1770 1798 1774 1770 1583 Q Senve(g_s), s 4.4 0.0 6.8 9.0 10.6 14.1 0.7 14,9 14,9 3.8 381 3.2 Cycle Q Clear(g_c), s 4,4 0.0 6.8 9.0 10.6 14.1 0.7 14.9 14,9 3.8 38,1 3.2 Prop In Lane 1.00 023 1.00 1,00 1.00 0.20 1.00 1.00 Lane Grp Cap(c), vehlh 199 0 220 272 288 245 195 1053 1070 461 2183 977 VIC Ratio(X) 0.36 0.00 0.47 0,63 0.58 075 0.14 0,38 0.38 0.30 0.71 0.10 Avail Casio a), vehlh 199 0 506 272 586 498 222 1053 1070 505 2198 983 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1A0 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), slveh 46.7 0.0 51.9 46.4 49.9 51.4 14.7 13.4 13,5 10.0 16.6 9.9 Incr Delay (d2), slveh 04 0.0 0.6 3.5 0.7 1.8 0.2 0.3 0,3 0.3 12 0.1 Initial Q Delay(d3),siveh 0.0 0.0 0.0 OA 0.0 0.0 0.0 0.0 0,0 0.0 0.0 0.0 %Ile HackOfQ(50%),vehlln 2.2 0.0 3.4 1.6 5.5 6.3 0.4 7.4 7,5 1.9 18.9 1.4 Ln Grp Delay(d),slveh 47.1 0.0 52.5 49.9 50.6 53.2 15.0 13.8 13,8 10.2 1T8. 10.0 Ln Grp LOS D D D D D B B 8 B B B Vol, vehlh 174 522 828 1766 Delay, slveh 50.3 51.3 13.8 16.8 LOS D ❑ B B Timer 1 2 3 4 5 6 7 8 Assigned The 1 2 3 4 5 6 7 8 Phe Duration (G+Y+Rc), s 10.0 24.7 8.1 84.5 14.0 20.7 10.9 81.7 Change Period (Y+Rc), s 5.0 5.0 5.0 6.0 5.0 5.0 5.0 6.0 Max Green Setting (Gmax), s 5.0 40.0 5.0 79.0 9.0 36.0 9.0 75.0 Max Q Clear -rime (g_c+ll), s 6.4 16.1 2.7 40.1 11.0 8.8 5,8 16.9 Green Ext Time (pc), s 0.0 3.5 0.0 38.4 0.0 3.6 0,1 57.6 Intersection Summary HCM 2010 Ctrl Delay 23,3 HCM 2010 LOS C Six Mlle Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HCM 2010 TWSC 2020 Background 4: Meridian Road & Harris Street PM Peak Int Delay, slveh 3.7 Movement EBL EBT EBR Vv BL WBT WEIR NBL NBT NBR SBL SBT SBR Traffic Vol, vehlh 73 0 8 2 0 33 12 702 3 49 1435 109 Future Vol, vehlh 73 0 8 2 0 33 12 702 3 49 1435 109 Conflicting Peds,#fnr 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 - - - - - - 50 - - 50 - 500 Ven 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 75 0 8 2 0 34 12 724 3 51 1479 112 MaiorlMinor Mlnor2 Well Maiorl Maior2 Conflicting Flow All 1967 2332 740 1591 2330 363 1479 0 0 727 0 0 Stage 1 1580 1580 - 750 750 - - - - - - Stage 2 387 752 - 841 1560 - - - - - - - Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4,14 - - 4,14 Critical Hdwy Sig 1 6.54 5.54 - 6.54 5.54 - - - - - - - Critical Hdwy Sig 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 - - 222 - Pot Cap -1 Maneuver -37 36 359 72 37 634 451 - - 872 .. .. Stages 114 168 - 369 417 - - - - - - - Stage2 608 416 - 326 168 - - - - - - - Platoon blacked,% - - - - MovCap-1 Maneuver -33 33 359 66 34 634 451 - - 872 - - Mov Cap -2 Maneuver 104 138 - 221 132 - - - - - - - Stage1 111 158 - 359 406 - - - - - - - Stage 2 560 405 - 300 158 - - - - - - - Approach En _--- - - WB NS HCM Control Delay, s 98,5 11,7 02 0.3 HCM LOS F B Minor LanelMaior Mvmt. NBL NBT NBR BBLn1 WRLni SBL SBT SBR Capacity(vehlh) 451 - - 112 573 872 - - HCM Lane VIC Ratio 0.027 - - 0.746 0.063 0.058 - - HCM Control Delay (s) 13.2 - - 98.5 11.7 94 - - HCM Lane LOS 8 - - F B A - - HCM 95th %tile O(veh) 0.1 - - 4.1 0.2 0.2 - - Notes Volume exceeds capacity $', Delay exceeds 300s +. Computation Not Defined `, All major volume in platoon Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho 12010 TWSC 2020 Background - Mitigation 2: Kentuckv Wav &.Victory Road AM Peak �tersection 'W. --- . Int Delay, s/veh 3.8 Movement EBT EBR WBL WET NBL NOR Traffic Vol, vehlh 209 9 30 49 35 88 Future Vol, vehlh 209 9 30 49 35 88 Conflicting Peds,#Ihr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 100 - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 881 Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles,% 2 2 2 2 2 2 Mvmt Flow 232 10 33 54 39 98 MalorlMinor Majors Malor2 Whorl Capacity (vehlh) Conflicting Flow All 0 0 242 0 358 237 Stage 1 - - - - 237 - Stage 2 - - - - 121 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 Follow-up Lowy - - 2.218 - 3,518 3,318 Pot Cap -1 Maneuver - - 1324 - 640 802 Stage 1 - - - - 802 - Stage 2 - - - - 904 - Platoon blocked, % - - - MovCatiManeuver - - 1324 - 624 802 Mov Cap -2 Maneuver - - - - 624 - Stage 1 - - - - 862 - Stage 2 - - - - 881 - HCM Control Delay, s 0 3 10,9 HCM LOS B Minor Lane/Major Mvmt NEW EST EBR WK WBT Capacity (vehlh) 742 - - 1324 - HCM Lane VIC Ratio 0.184 - - 0.025 - HCM Control Delay (s) 10.9 - - 7.8 - HCM Lane LOS B - - A - HCM 95th %tile Q(veh) 0,7 - - 0.1 - Six Mile Engineering, PA Brundage Estates Subdivislon December 2015 Meridian, Idaho HCM 2010 TWSC 2020 Background - Mitigation 4: Meridian Road & Harris Street AM Peak Intersection - - IntDelay,slveh 2.9 Movement EBL EBT EBR WBL W9T WBR NBL NBT NBR SBL SBT SBR Traffic Val, vehlh 108 0 11 2 0 47 3 1517 2 31 442 32 Future Vol, veh/h 108 0 11 2 0 47 3 1517 2 31 442 32 Conflicting Peds, #mr 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 332 - None - - None - - None - - None Storage Length 100 - - - - - 50 - - 50 - 500 Ven in Median Storage, # - 2 - - 2 - - 0 - - 0 - Grade, % 0 - - 0 - - 0 - - 0 - Peak Hour Factor 90 90 90 90 90 90 g0 90 90 90 90 90 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 120 0 12 2 0 52 3 1686 2 34 491 36 MalorlMinor Mlnor2 NBT NSR EB -n1 EBLr2 Minorl SBL Capacity(vehlh) Maiori Malor2 Conflicting Flaw All 1409 2254 246 2007 2253 844 491 0 0 1688 0 0 Stage 1 560 560 - 1693 1693 - - - - - - - Stage 2 849 1694 - 314 560 - - - - - - Critical Hdwy 754 654 6.94 7,54 6.54 6.94 4.14 - - 4,14 - - Critical Hall Sig 1 6.54 5.54 - 6,54 5.54 - - - - - - - Critical Hdwy Sig 2 654 5.54 - 6,54 5.54 - - - - - - - Follow-up Hdwy 3.52 4.02 332 3,52 4.02 3.32 2.22 - - 222 - Pot Cap -1 Maneuver -99 41 754 35 41 307 1069 - - 375 - - Stage 1 480 509 - 97 147 - - - - - - - Stage 2 322 147 - 671 509 - - - - - - - Platoonblocked,% - - - - MovCap-1 Maneuver -76 37 754 32 37 307 1069 - - 375 - - Mov Cap -2 Maneuver 206 105 - 91 134 - - - - - - - Stage1 479 463 - 97 147 - - - - - - - Stage2 266 147 - 600 463 - - - - - - - HCM Control Delay, s 41.1 20.9 HCM LOS E C Minor LanelMajor Mvmt NBL NBT NSR EB -n1 EBLr2 WBLnl SBL Capacity(vehlh) 1069 - - 206 754 280 375 HCM Lane V/G Ratio 0.003 - - 0.583 0.016 0,194 0.092 HCM Control Delay (s) 8.4 - - 44.3 9.9 20.9 15.8 HCM Lane LOS A - - E A C C HCM 95th %tile Q(veh) 0 - - 3.2 0 0.7 0.3 -: Volume exceeds capacity $. Delay exceeds 300s +: Computation Not Defined '. All major volume In platoon Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meddian, Idaho HCM 2010 TWSC 2020 Background - Mitigation 2: Kentucky Way & Victory Road PM Peak Intersection -� Int Delay, s/veh 2.7 Movement EBT EBR WBL WBT NBL NPR Traffic Vol, veh/h 94 34 101 282 19 61 Future Vol, vehm 94 34 101 282 19 61 Conflicting Peds, #Ihr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 100 - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 98 98 98 98 98 98 Heavy Vehicles,% 2 2 2 2 2 2 What Flow 96 35 103 288 19 62 Major/Minor Malorl Malor2 Mined Conflicting Flaw All 0 0 131 0 607 113 Stage 1 - - - - 113 - Stage 2 - - - - 494 - Critical Hal - - 4.12 - 6.42 6,22 Critical Hdwy Sig 1 - - - - 5,42 - Critical Hall Sig 2 - - - - 5,42 - Follow-up Hall - - 2.218 - 3.518 3,318 Pot Cap -1 Maneuver - - 1454 - 460 940 Stage 1 - - - - 912 - Stage 2 - - - - 613 - Platoon blocked, % - - - MovCap-1 Maneuver - - 1454 - 427 940 Mov Cap -2 Maneuver - - - - 427 - Stage 1 - - - - 912 - Stage 2 - - - - 570 - Approach EB WE NB HCM Control Delay, s 0 2 10.5 HCM LOS B Minor-aneyMaipr Mvmt NEW EBT EBR WBL WBT Capacity(vehlh) 731 - - 1454 - HCM Lane VIC Ratio 0.112 - - 0.071 - HCM Control Delay (s) 10.5 - - 7.7 - HCM Lane LOS B - - A - HCM 95th %tile Q(veh) 0.4 - - 0.2 - Six Mlle Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HCM 2010 TWSC 2020 Background - Mitigation 4: Meridian Road & Harris Street PM Peak Int Delay, s/veh 3,5 Movement EBL EBT EBR -Ei'WBL WET WOR NBL NBT NBR SBL SBT SBR Traffic Vol, veh/h 73 0 8 2 0 33 12 702 3 49 1435 109 Future Vol, veh/h 73 0 8 2 0 33 12 702 3 49 1435 109 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 100 - - - - - 50 - - 50 - 500 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 75 0 8 2 0 34 12 724 3 51 1479 112 Nla'h7Mnr- - Minorl Majorl Malor2 -� MIS Conflicting Flow All 1967 2332 740 1591 2330 363 1479 0 0 727 0 0 Stage 1 1580 1580 - 750 750 - - - - - - - Stage 2 387 752 - 841 1580 - - - - - - - Critical Hall 7.54 6,54 6,94 T54 6.54 6.94 4.14 - - 4.14 - -. Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - - - Critical Hall Stg 2 6.54 5,54 - 654 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 -37 36 359 72 37 634 451 - - 872 - - Stage 1 114 168 - 369 417 - - - - - - - Stage 2 608 416 - 326 168 - - - - - - Platoon blocked, % - - - - Mov Cap -1 Maneuver -33 33 359 66 34 634 451 - - 872 - May Cap -2 Maneuver 104 138 - 221 132 - - - - - - - Stage 1 111 158 - 359 406 - - - - - - - Stage 2 560 405 - 300 158 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 92.1 11.7 02 0,3 HCM LOS F B Minor Lane/Major Mvmt NBL NET NOR EBLrt1 EBLn2 WBLnl SOL SBT SBR Capacity (veh/h) 451 - - 104 359 573 872 - - HCM Lane V/C Ratio 0,027 - - 0.724 0.023 0.063 0,058 - - HCM Control Delay (s) 13.2 - - 100.5 15.3 117 9.4 - - HCM Lane LOS B - - F C B A - - HCM 95th %tile Q(veh) 0.1 - - 3.8 0.1 0.2 0.2 - - Notes -: Volume exceeds capacity $: Delay exceeds 300s +, Computation Not Defined '. All major volume In platoon Six Mile Engineering, PA Brundage Estates Subdivision December2015 Meridian, Idaho TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION Appendix D: Turn Lane Warrant Worksheets MERIDIAN, IDAHO aSIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE D Brundage Estates Subdivision ITO Right -Turn Lane Analysis 2020 (Phase 1) Background Traffic O 0 5 010 15 20 25 DHV or Average Peak -Hour Volume of Vehicles Turning Right Into the Access (DAM peak hour O PM peak hour Right -Turn Highway Posted Volume Volume per ITD Right -Turn Speed (vph) Single Lane Warrant Check AM PM AM PM AM PM No. Intersection Direction (mph) Warranted Harris Street and 01 SB 55 Warranted with existing traffic Meridian Road Street and OHarris NB 55 2 3 761 359 No No No Meridian Road O 0 5 010 15 20 25 DHV or Average Peak -Hour Volume of Vehicles Turning Right Into the Access (DAM peak hour O PM peak hour Brundage Estates Subdivision ACHO Right -Turn Lane GuideRnesfor Two -Lane Roadway 2020 (Phase 1) Background Traffic Major road directional volume less than 200 wh and/or right -tum volume less than 10 - not warranted 140 ata too 20 9ajas-R Major -Road Posted Right -Turn Volume Volume -One ACHO Right -Turn 40 mph,.130 km/h) Speed (vph) Direction (vph) Warrant Check AM I PM AM PM AM PM No. Intersection Direction (mph) Warranted O Victory Road and EB 35 9 34 218 128 No* No* No Kentucky Way Acrid Right -Tu Major road directional volume less than 200 wh and/or right -tum volume less than 10 - not warranted 140 ata too 20 300 400 sw can 700 800 Qua, luau' Major- Road Volume - One Direction (vph) OAMpeakhour PM peak hour 9ajas-R sp..d < 40 mph,.130 km/h) 45 mph t70 km h Acrid Right -Tu Lanz 50 m h (80 kir fh) 55 nap (00 krr ) —6 mph - 0DD rtvh} 300 400 sw can 700 800 Qua, luau' Major- Road Volume - One Direction (vph) OAMpeakhour PM peak hour Brundage Estates Subdivision ACHD Left -Tum Lane Guidelines for Two -Lone Road Less Than arEqual to 40 mph 20201Phase 11 eackemund Traffic BCD 700 600 200 100 00 sac cex-aims <ess toss tsw 1m95 sn v,, Posted Advancing Volume Left -Turn Volume Opposing Volume ACND LetvTurn rn Speed (vph) (%) (vph) Warrant Check AM PM AM PM AM PM AM PM No. Intersection Direction (mph) Warranted O Victory Road and Kentucky Way WB 35 79 383 3851. 26% 218 128 No Yes Yes BCD 700 600 200 100 00 sac cex-aims <ess toss tsw 1m95 sn v,, 1 O 206 3dn 990 fiW C9a 700 Advancing Volume (vph) OAM peak hour ®PM peak hour Add Left -T Lane rn No0_1 u Lane 1 O 206 3dn 990 fiW C9a 700 Advancing Volume (vph) OAM peak hour ®PM peak hour Brundage Estates Subdivision ITD Right -Turn Lane Analysis 2020 ( Phase 1) Site + Background Traffic R 40( CAN x 0 5 0 10 15 20 25 DHV or Average Peak -Hour Volume of Vehicles Turning Right Into the Access 0AMpeak hour O PM peak hour Right -Turn Highway Posted Volume Volume per ITDRight-Turn Speed (vph) Single Lane Warrant Check AM PM AM I PM AM PM No. Intersection Direction (mph) Warranted Harris Street and 01 56 55 Warranted with existing traffic Meridian Road Street and OHarris NB 55 2 3 761 359 No No No Meridian Road R 40( CAN x 0 5 0 10 15 20 25 DHV or Average Peak -Hour Volume of Vehicles Turning Right Into the Access 0AMpeak hour O PM peak hour Brundage Estates Subdivision ACHD Right -Turn Lone Guidelinesfor Two -Lane Roadway 2020 (Ph as e 1) Site + Backeround Traffic * Major road directional volume less than 200 vph and/or right -tum volume less than 10 - not warranted 140 304 24 3 me ftrar-Roac speed Major -Road Posted Right -Turn Volume Volume -One ACHD Right -Turn Speed (vph) Direction (vph) Warrant Check AM PM AM PM AM PM No. Intersection Direction (mph) Warranted Victory Road and 1 d 2i,ht-7u O EB 35 9 34 286 173 No* No* No Kentucky Way m h Road and A5d Nj OLinder 55 mp NB 50 1 2 277 142 No* No* No (50 K Smokey lake Drive 60 mph Linder Road and (too O NB 50 1 4 219 107 No* No* No Harris Street * Major road directional volume less than 200 vph and/or right -tum volume less than 10 - not warranted 140 304 24 3 me 300 440 See Bao 700 904 600 lana ii00 1200 Major- Road Volume - One Direction (vph) OAM peak hour PM peak hour ftrar-Roac speed 40 mph 130 knllh) 45 mph (70 k Vh 1 d 2i,ht-7u Lan¢ m h A5d Nj 55 mp (50 K ) 60 mph (too 300 440 See Bao 700 904 600 lana ii00 1200 Major- Road Volume - One Direction (vph) OAM peak hour PM peak hour Brundage Estates Subdivision ACRD Left -Turn Lane Guidelines for Two -Lane Road, SOmph 2020 (Phase 11 Site+Backeround Traffic xa sw 1. sx rwc-e..�s y 20tt �3 tOX N V� Posted Advancing Volume Left -Turn Volume Opposing Volume ACHDLeft-Turn Speed (vph) (%) (vph) Warrant Check AM I PM AM PM AM PM AM PM No. Intersection Direction (mph) Warranted OLinder Road and Smokey Lake Drive SS so 82 269 16% 16% 277 142 No No No O Linder Road and Harris Street SB so 71 226 27% 29% 219 107 No No No xa sw 1. sx rwc-e..�s y 20tt �3 tOX N V� In =o no am Advancing Volume (vph) 01 AM peak hour am PM peak hour 6➢O 'm Ll ftTu Lane Le 2 a n Lana No[ anted In =o no am Advancing Volume (vph) 01 AM peak hour am PM peak hour 6➢O 'm Brundage Estates Subdivision ITD Right -Turn Lane Analysis 2024 (Phase 2) Background Traffic d m �6 _N 07 C U)5 i U CL r.Z-! O 0 5 010 15 20 25 DHV or Average Peak -Hour Volume of Vehicles Turning Right Into the Access 0 A peak hour O PM peak hour Right -Turn Highway Posted Volume Volume per ITD Right -Turn Speed (vph) Single Lane Warrant Check AM PM AM I PM AM I PM No. Intersection Direction (mph) Warranted Street and OHarris SB 55 Warranted with existing traffic Meridian Road Street and OHarris NB 55 2 3 840 395 No No No Meridian Road d m �6 _N 07 C U)5 i U CL r.Z-! O 0 5 010 15 20 25 DHV or Average Peak -Hour Volume of Vehicles Turning Right Into the Access 0 A peak hour O PM peak hour Brundage Estates Subdivision ACHD Right -Turn Lane Gufdelfnesfor Two -Lane Roadway 2024 (Phase 2) Background Traffic me 300 4050 am Boo TeO 000 BOG 1e0a 1100 1230 Major- Road Volume - One Direction (vph) OAM peak hour PM peak hour IIIj.r--Roa Major -Road Posted Right -Turn Volume Volume -One ACHD Right -Turn 40 mph 4 30 km/h) Speed (vph) Direction (vph) Warrant Check AM PM AM PM AM PM No. Intersection Direction (mph) Warranted O Victory Road and Kentucky Way EB 35 8 29 309 178 No No No me 300 4050 am Boo TeO 000 BOG 1e0a 1100 1230 Major- Road Volume - One Direction (vph) OAM peak hour PM peak hour IIIj.r--Roa speed <. 40 mph 4 30 km/h) Y20 45 mph (70 knVh Lane Ela 50. m h 2J (80 kn,h) 55 mp 40 1 20 = 60 (TIED 1 Q me 300 4050 am Boo TeO 000 BOG 1e0a 1100 1230 Major- Road Volume - One Direction (vph) OAM peak hour PM peak hour Brundage Estates Subdivision ITD Right -Turn Lane Analysis 2024 ( Phase 2) Site + Background Traffic CD c M m 60( C C 0) 50( L IL IL 40( C 0 m 0 30( x 0 20( � 1 0M10( x 01 0 5 010 15 20 25 DHV or Average Peak -Hour Volume of Vehicles Turning Right Into the Access AM _ PM peak hour O Right -Turn Highway Posted Volume Volume per ITD Right -Turn Speed (vph) Single Lane Warrant Check AM PM AM I PM AM I PM No. Intersection Direction (mph) Warranted Street and OHarris SB 55 Warranted with existing traffic Meridian Road Street and OHarris NB 55 2 3 840 395 No No No Meridian Road CD c M m 60( C C 0) 50( L IL IL 40( C 0 m 0 30( x 0 20( � 1 0M10( x 01 0 5 010 15 20 25 DHV or Average Peak -Hour Volume of Vehicles Turning Right Into the Access AM _ PM peak hour O Brundage Estates Subdivision ACHD left -Turn Lone Guidelines for Two -Lane Rand, SDmph 2024 (Build -out) Site+Backeround Traffic ico zro wo eon mo we on Advancing Volume (vph) OAM peak hour ID PM peak hour Posted Advancing Volume Left -Turn Volume Opposing Volume ACHDLeft-Turn Speed (vph) N (vph) Warrant Check AM PM AM PM PM AM PM No. Intersection Direction (mph) Warranted OLinder Roadand Smokey Lake Drive SB 50 128 396 22% 21% 7249 199 No Yes Yes O Linder Road and Harris Street SB 50 104 315 42% 43% 126 No Yes Yes. ico zro wo eon mo we on Advancing Volume (vph) OAM peak hour ID PM peak hour L Tan cane 6W .m 1 r_eft-T Z ane Hof W [etl am re 1 0 ico zro wo eon mo we on Advancing Volume (vph) OAM peak hour ID PM peak hour TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION Appendix E: Signal Warrant Worksheets MERIDIAN, IDAHO SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE E 10k, TRAFFIC SIGNAL WARRANT ANALYSIS Harris Street and Meridian Road Intersection 2014 Existing Hourly Volumes and Percentages Meridian Road Harris Street Total EB Hourly Hourly Hourly Hourly Hour Volume % Volume % 12:00 AM 79 0.6% 7 4.3% 1:00 AM 44 0.3% 9 5.6% 2:00 AM 46 0.3% 9 5.6% 3:00 AM 55 0.4% 10 6.2% 4:00 AM 114 0.8% 19 11.7% 5:00 AM 319 2.2% 9 5.6% 6:00 AM 734 5.1% 8 4.9% 7:00 AM 1,108 7.8% 1 0.6% 8:00 AM 793 5.6% 0 0.0% 9:00 AM 666 4.7% 4 2.5% 10:00 AM 651 4.6% 1 0.6% 11:00 AM 718 5.0% 0 0.0% 12:00 PM 757 5.3% 1 0.6% 1:00 PM 781 5.5% 1 0.6% 2:00 PM 840 5.9% 0 0.0% 3:00 PM 1,004 7.0% 1 0.6% 4:00 PM 1,157 8.1% 4 2.5% 5:00 PM 1,280 9.0% 3 1.9% 6:00 PM 1,021 7.1% 9 5.6% 7:00 PM 691 4.8% 19 11.7% 8:00 PM 569 4.0% 16 9.9% 9:00 PM 432 3.0% 15 9.3% 10:00 PM 264 1.8% 8 4.9% 11:00 PM 157 1.1% 8 4.9% 14,278 100% 162 100% 2020 (Phase 1) Background Traffic Warrant 1, Eight -Hour Vehicular Volume (Not Satisfied) Meridian Condition B Road Harris Condition A Interruption of (Major Street Minimum Vehicular Continuous Hour Total) (EB Minor) Volume @ 70% Traffic @ 70% 12:00 AM 142 48 Not Satisfied Not Satisfied 1:00 AM 79 61 Not Satisfied Not Satisfied 2:00 AM 83 61 Not Satisfied Not Satisfied 3:00 AM 98 68 Not Satisfied Not Satisfied 4:00 AM 204 129 Not Satisfied Not Satisfied 5:00 AM 573 61 Not Satisfied Not Satisfied 6:00 AM 1,316 54 Not Satisfied Satisfied 7:00 AM 1,987 7 Not Satisfied Not Satisfied 8:00 AM 1,423 0 Not Satisfied Not Satisfied 9:00 AM 1,195 27 Not Satisfied Not Satisfied 10:00 AM 1,167 7 Not Satisfied Not Satisfied 11:00 AM 1,287 0 Not Satisfied Not Satisfied 12:00 PM 1,357 7 Not Satisfied Not Satisfied 1:00 PM 1,401 7 Not Satisfied Not Satisfied 2:00 PM 1,507 0 Not Satisfied Not Satisfied 3:00 PM 1,800 7 Not Satisfied Not Satisfied 4:00 PM 2,075 27 Not Satisfied Not Satisfied 5:00 PM 2,296 20 Not Satisfied Not Satisfied 6:00 PM 1,830 61 Not Satisfied Satisfied 7:00 PM 1,239 129 Satisfied Satisfied 8:00 PM 1,020 109 Satisfied Satisfied 9:00 PM 774 102 Not Satisfied Satisfied 10:00 PM 473 54 Not Satisfied Not Satisfied 11:00 PM 282 54 Not Satisfied Not Satisfied 25,610 1,102 202D (Phase 1) Background Traffic Warrant 2, Four -Hour Vehicular Volulre (Not Satisfied) Figure 4C-2, Warrant 2, Four -Hour Vehicular Volume (70% Factor) (Community Less Than 10,000 Population or Above 40 mph on Major Street) 400 x SAPISFIED � SATIS FIEO a x u O K y 300 Q 20R MORE LANES&SLANY ` 7 O c Z 200 p� F V C NOT O z_ 100 0 0 500 1000 1500 2000 2500 3000 MAJOR STREET. TOTAL OF BOTH APPROACHES VEHICLES PER HOUR (VPH) SAPISFIED � SATIS FIEO 2020 (Phase 1) Site + Background Traffic Warrant 1, Eight -Hour Vehicular Volume (Not Satisfied) Meridian Condition A Condition B Road Harris Minimum Interruption of (Major Street Vehicular Volume Continuous Hour Total) (EB Minor) @ 70% Traffic @ 70% 12:00 AM 142 48 Not Satisfied Not Satisfied 1:00 AM 79 61 Not Satisfied Not Satisfied 2:00 AM 83 61 Not Satisfied Not Satisfied 3:00 AM 98 68 Not Satisfied Not Satisfied 4:00 AM 204 129 Not Satisfied Not Satisfied 5:00 AM 573 61 Not Satisfied Not Satisfied 6:00 AM 1,316 54 Not Satisfied Not Satisfied 7:00 AM 1,987 7 Not Satisfied Not Satisfied 8:00 AM 1,423 0 Not Satisfied Not Satisfied 9:00 AM 1,195 27 Not Satisfied Not Satisfied 10:00 AM 1,167 7 Not Satisfied Not Satisfied 11:00 AM 1,287 0 Not Satisfied Not Satisfied 12:00 PM 1,357 7 Not Satisfied Not Satisfied 1:00 PM 1,401 7 Not Satisfied Not Satisfied 2:00 PM 1,507 0 Not Satisfied Not Satisfied 3:00 PM 1,800 7 Not Satisfied Not Satisfied 4:00 PM 2,075 27 Not Satisfied Not Satisfied 5:00 PM 2,296 20 Not Satisfied Not Satisfied 6:00 PM 1,830 61 Not Satisfied Not Satisfied 7:00 PM 1,239 129 Not Satisfied Satisfied 8:00 PM 1,020 109 Not Satisfied Satisfied 9:00 PM 774 102 Not Satisfied Satisfied 10:00 PM 473 54 Not Satisfied Not Satisfied 11:00 PM 282 54 Not Satisfied Not Satisfied 25,610 1,102 2020 (Phase 1) Site+ Background Traffic Warrant 2, Four -Hour Vehicular Volume (Not Satisfied) 400 x a x u O z cE 300 Q O Cc Cc w x 200 m w C W O 2 100 2 Figure 4C-2, Warrant 2, Four -Hour Vehicular Volume (70% Factor) (Community Less Than 10,000 Population or Above 40 mph on Major Street) 500 1000 1500 2000 MAJOR STREET- TOTAL OF BOTH APPROACHES VEHICLES PER HOUR (VPH) 2500 3000 2 OR MORE LANES &21ANES NOTSATISFIEO ♦ SATISFIED AA d d J ♦ ♦ LA. , A 500 1000 1500 2000 MAJOR STREET- TOTAL OF BOTH APPROACHES VEHICLES PER HOUR (VPH) 2500 3000 2024 (Phase 2) Background Traffic Warrant 1, Eight -Hour Vehicular Volume (Not Satisfied) Meridian Condition B Road Harris Condition A Interruption of (Major Street Minimum Vehicular Continuous Hour Total) (EB Minor) Volume @ 70% Traffic @ 70% 12:00 AM 157 48 Not Satisfied Not Satisfied 1:00 AM 88 61 Not Satisfied Not Satisfied 2:00 AM 91 61 Not Satisfied Not Satisfied 3:00 AM 108 68 Not Satisfied Not Satisfied 4:00 AM 225 129 Not Satisfied Not Satisfied 5:00 AM 631 61 Not Satisfied Satisfied 6:00 AM 1,451 54 Not Satisfied Satisfied 7:00 AM 2,191 7 Not Satisfied Not Satisfied 8:00 AM 1,569 0 Not Satisfied Not Satisfied 9:00 AM 1,318 27 Not Satisfied Not Satisfied 10:00 AM 1,287 7 Not Satisfied Not Satisfied 11:00 AM 1,420 0 Not Satisfied Not Satisfied 12:00 PM 1,497 7 Not Satisfied Not Satisfied 1:00 PM 1,545 7 Not Satisfied Not Satisfied 2:00 PM 1,662 0 Not Satisfied Not Satisfied 3:00 PM 1,985 7 Not Satisfied Not Satisfied 4:00 PM 2,288 27 Not Satisfied Not Satisfied 5:00 PM 2,532 20 Not Satisfied Not Satisfied 6:00 PM 2,018 61 Not Satisfied Satisfied 7:00 PM 1,367 129 Satisfied Satisfied 8:00 PM 1,124 109 Satisfied Satisfied 9:00 PM 853 102 Not Satisfied Satisfied 10:00 PM 522 54 Not Satisfied Not Satisfied 11:00 PM 311 54 Not Satisfied Not Satisfied 28,240 1,102 20M (Phase 2)Background Traffic Warrant 2, Four -Hour Vehicular Volume (Not Satisfied) Figure 4C-2, Warrant 2, Four -Hour Vehicular Volume (70% Factor) (Community Less Than 10,000 Population or Above 40 mph on Major Street) 400 x llvL- � �. o. x U Q O z a 300 Q O K 2 200 l7 2 w SATISFIED NOTSA*ISFIEO O 2 100 0 0 500 1000 1500 20D0 2500 3000 MAJOR STREET -TOTAL OP BOTH APPROACHES VEH ICLES P ER H O U R(VPH) llvL- � �. 2024 (Phase 2) Site+Background Traffic Warrant 1, Eight -Hour Vehicular Volume (Not Satisfied) Meridian Condition A Condition B Road Harris Minimum Interruption of (Major Street Vehicular Volume Continuous Hour Total) (EB Minor) @ 70% Traffic @ 70% 12:00 AM 157 50 Not Satisfied Not Satisfied 1:00 AM 88 64 Not Satisfied Not Satisfied 2:00 AM 91 64 Not Satisfied Not Satisfied 3:00 AM 108 71 Not Satisfied Not Satisfied 4:00 AM 225 136 Not Satisfied Not Satisfied 5:00 AM 631 64 Not Satisfied Not Satisfied 6:00 AM 1,451 57 Not Satisfied Not Satisfied 7:00 AM 2,191 7 Not Satisfied Not Satisfied 8:00 AM 1,569 0 Not Satisfied Not Satisfied 9:00 AM 1,318 29 Not Satisfied Not Satisfied 10:00 AM 1,287 7 Not Satisfied Not Satisfied 11:00 AM 1,420 0 Not Satisfied Not Satisfied 12:00 PM 1,497 7 Not Satisfied Not Satisfied 1:00 PM 1,545 7 Not Satisfied Not Satisfied 2:00 PM 1,662 0 Not Satisfied Not Satisfied 3:00 PM 1,985 7 Not Satisfied Not Satisfied 4:00 PM 2,288 29 Not Satisfied Not Satisfied 5:00 PM 2,532 21 Not Satisfied Not Satisfied 6:00 PM 2,018 64 Not Satisfied Not Satisfied 7:00 PM 1,367 136 Not Satisfied Satisfied 8:00 PM 1,124 114 Not Satisfied Satisfied 9:00 PM 853 107 Not Satisfied Satisfied 10:00 PM 522 57 Not Satisfied Not Satisfied 11:00 PM 311 57 Not Satisfied Not Satisfied 28,240 1,155 2024 JPhase 2)Site+Background Traffic Warrant 2, Four -Hour Vehicular Volume. (Not Satisfied) Figure 4C-2, Warrant 2, Four -Hour Vehicular Volume (70% Factor) (Community Less Than 10,000 Population or Above 40 mph on Major Street) mo x 6 > V Q C 6 Q 7 2 OR MORE LANES & 2 LANES O i 200 2 w SATISFIED F N NOTSATISFlEO K 2= 1W 0 0 500 1000 1500 2000 2500 3000 MAJOR STREET- TOTAL OF BOTH APPROACHES VEHICLES PER HOUR (VPH) L1I--III TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO Appendix F: Analysis Reports - 2020 (Phase 1) Site Plus Background Traffic mMILE b SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE F HCM 2010 AWSC 1: Linder Road & Victory Road Intersection LOS C 2020 Site + Background AM Peak Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NFL N8T NBR SBU SBL SET S6R Traffic Val, vehlh 0 39 406 22 0 42 117 5 0 57 168 106 0 11 17 5 Future Vol, vehlh 0 39 406 22 0 42 117 5 0 57 168 106 0 11 17 5 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 43 451 24 0 47 130 6 0 63 187 118 0 12 19 6 Number of Lanes 0 0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 Opposing Approach WB EB SB NO Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB E8 WE Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WE E8 Conflicting Lanes Right 1 1 1 1 HCM Control Delay 26.1 11.9 17 10,3 HCM LOS D e C B Vol Left, % 17% 8% 26% 33% Vol Thru,% 51% 87% 71% 52% Vol Right, % 32% 5% 3% 15% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 331 467 164 33 LT Vol 57 39 42 11 Through Val 168 406 117 17 RT Vol 106 22 5 5 Lane Flow Rate 368 519 162 37 Geometry Grp 1 1 1 1 Degree of Utll (X) 0.592 0.79 0.307 0.069 Departure Headway (No) 5.791 5.481 6.065 6.807 Convergence, YlN Yes Yes Yes Yes Cap 618 659 589 529 Service Time 3.863 3.546 4.153 4.807 HCM Lane VIC Ratio 0.595 0.788 0.309 0.07 HCM Control Delay 17 26.1 11,9 10.3 HCM Lane LOS C D B B HCM 95th-tilep 3.9 7.8 1.3 0.2 Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HCM 2010 TWSC 2020 Site + Background 2: Kentucky Way & Victory Road AM Peak intersection Int Delay, s/veh 3.3 Traffic Vol, veh/h 277 9 30 71 95 88 Future Vol, vehm 277 9 30 71 35 88 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Corks[ Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 100 - 0 - Veh In Median Storage, # 0 - - 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 308 10 33 79 39 98 HCM Control Delay, s 0 2.4 11.8 HCMI LOS B Minor Lane/Major Wrnt Malori Maior2 Minorl Capacity (veli Conflicting Flaw All 0 0 318 0 459 313 Stage 1 - - - - 313 - Stage 2 - - - - 146 - Critical Hal - - $12 - 5.42 6.22 Critical Hdwy Sig 1 - - - - 5.42 - Critical Hall Stg 2 - - - - 5.42 - Follow-up Hall - - 2.218 - 3.518 3.318 Pat Cap -1 Maneuver - - 1242 - 560 727 Stage 1 - - - - 741 - Stage 2 - - - - 881 - Platoon blocked,% - - - Mov Cap -1 Maneuver - - 1242 - 545 727 Mov Cap -2 Maneuver - - - - 545 - Stage 1 - - - - 741 - Stage 2 - - - - 858 - HCM Control Delay, s 0 2.4 11.8 HCMI LOS B Minor Lane/Major Wrnt NBLni. EBT EBR WBL WET Capacity (veli 664 - - 1242 - HCM Lane V/C Ratio 0.206 - - 0.027 - HCM Control Delay (s) 11.8 - - 8 - HCM Lane LOS B - - A - HCM 95th %tile Q(veh) 0.8 - - 0.1 - Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HCM 2010 Signalized Intersection Summary 2020 Site + Background 3: Meridian Road & Victory Road AM Peak __.* --* r~ 4_*� t `► 1 41 Movement EBL EBT EBR W8L WET WBR NBL NET NBR SBL SET SBR Lane Configurations I T. 3 11 4 F I 1A Phs Duration (G+Y+Rc), s 'i TT F Traffic Volume)vehlh) 118 152 23 36 46 108 23 1496 176 123 436 44 Future Volume(veh1h) 118 152 23 36 46 108 23 1496 176 123 436 44 Number 1 6 16 5 2 12 3 8 18 7 4 14 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, vehlh/In 1863 1863 1900 1863 1863 1863 1863 1863 1900 1863 1863 1863 Adj Flow Rate, vehm 126 162 24 38 49 115 24 1591 187 131 464 47 Adj No. of Lanes 1 1 0 1 1 1 1 2 0 1 2 1 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh,% 2 2 2 2 2 2 2 2 2 2 2 2 Cap, vehlh 250 213 32 152 230 195 622 2000 232 199 2286 1023 Arrive On Green 0.04 0.13 0.13 0.03 0.12 0.12 0.02 0,63 0,63 0.04 0.65 0.65 Sat Flow, vehir 1774 1586 235 1774 1863 1583 1774 3196 371 1774 3539 1583 Grp Volume(v), vehlh 126 0 186 30 49 115 24 871 907 131 464 47 Grp Sat Flow(s),vehlhlln 1774 0 1821 1774 1863 1583 1774 1770 1797 1774 1770 1583 Q Serve(g_s), s 5.0 0.0 12.3 2.3 3,0 8,6 0.6 45.3 47.6 3.3 6.7 1.4 Cycle QClear(g_c),s 5.0 0,0 12.3 2.3 3.0 8.6 0.6 45.3 47.6 3.3 6.7 1,4 Prop In Lane 1.00 0.13 1.00 1.00 1.00 0.21 1.00 1.00 Lane Grp Capp), vehlh 250 0 244 152 230 195 622 1107 1125 199 2286 1023 VIC Ratio(X) 0.50 0.00 0.76 0,25 021 0.59 0.04 0.79 0,81 0.66 0.20 0.05 Avail Cap(c_a), vehlh 250 0 540 171 552 469 653 1107 1125 251 2324 1039 ACM 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 1,00 1.00 1.00 1.00 1.00 1,00 1.00 1.00 Uniform Delay (d), slveh 48.4 0.0 52.2 46,3 49.3 51,8 7.9 17.2 17.7 24:3 9.0 8.1 Incr Delay (d2), Dveh 0.6 0.0 1.9 0.3 0.2 1,1 0.0 4.1 4.6 3,4 0.1 0.0 Initial Q Delay(d3)sNeh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 00 %ile BackOfO(5(%),vehlln 1.7 0.0 6.3 1.1 1.5 3,8 0.3 23.3 24.9 3.0 3.2 0.6 Ln Grp Relay(d),slveh 49.0 0.0 54.0 46,6 49.5 52,8 7.9 21.3 22.3 27.7 9.1 8.1 LnGrp LOS D D D D D A C C C A A Approach Vol, veh/h 312 202 1802 642 Approach Delay, s/veh 52.0 50.8 21.6 12.8 Approach LOS D D C B Timer 1 2 3 4 5. 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 10.0 20.4 7,8 86.7 8.7 21.7 10.3 84.2 Change Period (Y+Rc), s 5,0 5.0 5.0 6.0 5.0 5.0 5A 6.0 Max Green Setting (Gmax), s 5,0 37.0 5.0 82.0 5.0 37.0 9.0 78.0 Max Q Clear Time(g_c+li)ya 7,0 10.6 2.6 8,7 4.3 14.3 5.3 49.6 Green Ext Time (p c), s 0.0 2.6 0.0 72.0 0.0 2.4 0.1 28.3 Intersection Summary HCM 2010 CHI Delay 24.9 HCM 2010 LOS C Six Mile Engineering, PA Brundage Estates Subdivision December2015 Meridian, Idaho HCM 2010 TWSC 2020 Site + Background 4: Meridian Road & Harris Street AM Peak Int Delay, slveh 29 Movement EBL EBT EBR WBL WET WBR NBL NBT NBR SBL SBT SBR Traffic Vol, vehlh 108 0 11 2 0 47 3 1517 2 31 442 32 Future Vol, vehlh 108 0 11 2 0 47 3 1517 2 31 442 32 Conflicting Pass,#mr 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 100 - - - - - 50 - - 50 - 500 Ven In Median Storage, # - 2 - - 2 - - 2 - - 2 - 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 120 0 12 2 0 52 3 1686 2 34 491 36 ffdmcmmommg—_ Minor2 NET NBR FBLnl EBLn2 Mmorl S@L SET SBR Capacity (vehlh) Majorl Malor2 Conflicting Flaw All 1409 2254 246 2007 2253 844 491 0 0 1688 0 0 Stage 1 560 560 - 1693 1693 - - - - - - - Stage 2 849 1694 - 314 560 - - - - - - Critical Lowy 7,54 6.54 6.94 7,54 684 6,94 4.14 - - 4.14 - - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5,54 - - - - - - - Critical Hdwy She 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 - - PotCap-1 Maneuver -99 41 754 35 41 307 1069 - - 375 - - Stage 1 480 509 - 97 147 - - - - - - - Stage 2 322 147 - 671 509 - - - - - - - Platoon blocked, % - - - - MovCap-1 Maneuver -76 37 754 32 37 307 1069 - - 375 - - Mov Cap -2 Maneuver 206 105 - 91 134 - - - - - - - Stage 1 479 463 - 97 147 - - - - - - - Stage 2 266 147 - 600 463 - - - - - - - EB _ - _-- - -- - WB NS SB HCM Control Delay, s HCM LOS Minor Laoellsajor Mvmt NBL. NET NBR FBLnl EBLn2 WSW S@L SET SBR Capacity (vehlh) 1069 - - 206 754 280 375 - - HCM Lane WC Ratio 0,003 - - 0,583 0,016 0,194 0.092 - - HCM Control Delay (s) 8.4 - - 44.3 9,9 20,9 15.6 - - HCM Lane LOS A - - E A C C - - HCM 95th %tile Oven) 0 - - 3.2 0 0.7 0.3 - - -: Volume exceeds capacity $, Delay exceeds 300s +, Computation Not Defined `, All majorvolume in platoon Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HCM 2010 TWSC 2020 Site + Background 5: Linder Road & Smokev Lake Drive AM Peak Intersection Aow' - - IN Delay, s/veh 1.3 Movement WBL WBR NET NBR SBL SBT Traffic Vol, veh/h 2 39 276 1 13 69 Future Vol, veh/n 2 39 276 1 13 69 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 - - - - Veh in Median Storage, # 0 - 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 2 43 307 1 14 77 Major/Minor Minorl SBL .SET Majorl Major2 Conflicting Flow All 413 307 0 0 308 0 Stage 1 307 - - - - - Stage 2 106 - - - - - Critical Hdwy 6,42 6.22 - - 4.12 - Critical Hdwy Sag 1 5,42 - - - - - Critical Hdwy Sag 2 5,42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap -1 Maneuver 595 733 - - 1253 - Stage 1 746 - - - - - Stage 2 918 - - - - - Platoon blocked, % - - - Mov Cap -1 Maneuver 588 733 - - 1253 - Mov Cap -2 Maneuver 588 - - - - - Stage 1 746 - - - - - Stage 2 907 - - - - - HCM Control Delay, s 10.3 0 1.3 HCM LOS B Minor Lane/Maigr Mvmt NET NBR WB1nl SBL .SET Capacity(veh/h) - - 724 1253 - HCMLaneV/C Rare - - 0.063 0.012 - HCM Central Delay (s) - - 10.3 7.9 0 HCM Lane LOS - - B A A NCM 95th %tile Q(veh) - - 0.2 0 - Six Mile Engineering, PA Brundage Estates Subdivision December2015 Meridian, Idaho HCM 2010 TWSC 2020 Site + Background 6: Linder Road & Harris Street AM Peak Intersection Int Delay, s/veh 22 WBL WBR NBT NBR SBL SBT Future Vol, veh/h 3 59 218 1 19 52 ConAlcting Peds, 4/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channel'lzed - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 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 3 66 242 1 21 58 M4 - Mto,QM _ Maiarfi Conflicting Flow All 343 243 0 0 243 0 Stage 1 243 - - - - - Stage 2 100 - - - - - Critical Hdwy 6.42 6.22 - - 412 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follovaup Hdwy 3.518 3.318 - - 2.218 Pot Cap -1 Maneuver 653 796 - - 1323 - Stage 1 797 - - - - - Stage2 924 - - - - - Platoonblocked,! - - - Mov Cal Maneuver 643 796 - - 1323 - Mov Cap -2 Maneuver 643 - - - - - Stage 1 797 - - - - - Stage 2 909 - - - - - HCM Control Delay, s 10 0 2,1 HCM LOS B HCM Lane V/C Ratio - - 0.088 0.016 HCM Control Delay (s) - - 10 7.8 HCM Lane LOS - - B A HCM 95th %tile Q(veh) - - 0.3 0 Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HCM 2010 AWSC 2020 Site+ Background 1: Linder Road & Victory Road PM Peak intersection — --- _-____---- Intersection LOS C 3% 27/ 10% Vol Thru, % 32% 79% 71% 79% Vol Right, % 43% 17% 2% 11% Sign Control Stop Movement EBU EBL EBT EBR WBU N1BL WRT WBR NBU NBL NOT NBR SBU SSL SBT SBR Traffic Vol, vehlh 0 8 190 41 0 126 330 10 0 41 54 72 0 14 111 16 Future Vol, vehlh 0 8 190 41 0 126 330 10 0 41 54 72 0 14 111 16 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0,92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 9 207 45 0 137 359 11 0 45 59 78 0 15 121 17 Number of Lanes 0 0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 k®t. ip9 - -. ----- - L4H:_ -OR Opposing Approach WE EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 12,9 24.7 12.2 12 HCM LOS B C B B Vol Left,% 25% 3% 27/ 10% Vol Thru, % 32% 79% 71% 79% Vol Right, % 43% 17% 2% 11% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 167 239 466 141 LT Vol 41 8 126 14 Through Vol 64 190 330 111 RT Vol 72 41 10 16 Lane Flow Rate 182 260 507 153 Geometry Grp 1 1 1 1 Degree of Util (X) 0.316 0.414 0.77 0.277 Departure Headway (Hd) 6,271 5.843 5.472 6.501 Convergence, YM Yes Yes Yes Yes Cap 575 621 653 555 Service Time 4.279 3.843 3.565 :L509 HCM Lane VIC Ratio 0.317 0.419 0.776 0.276 HCM Control Delay 12.2 12.9 24.7 12 HCV Lane LOS B B C B HCM 95thdile Q 1.3 2 72 1.1 Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HCM 2010 TWSC 2020 Site + Background 2! Kentucky Way & Victory Road PM Peak Intersection '-- - Int Delay, s/veh 2,4 Movement EBT EBR WBL WET NBL NBR Traffic Vol, vehlh 139 34 101 357 19 61 Future Vol, veh/h 139 34 101 357 19 61 Confiiding Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 100 - 0 - Veh In Medlan Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - PeakHourFactor 98 98 98 98 98 98 Heavy Vehicles,% 2 2 2 2 2 2 Mvmt Flow 142 35 103 364 18 62 Connicting Flow All 0 0 177 9 729 159 Stage 1 - - - - 159 - Stage 2 - - - - 570 - Critical Hal - - 4,12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Chill Hdwy Stg 2 - - - - 5.42 - Follow-up Hall - - 2.218 - 3,518 3.318 Pot Cap -1 Maneuver - - 1399 - 390 886 Stage i - - - - 879 - Stage 2 - - - - 566 - Platoon blocked,% - - - MovCap-1 Maneuver - - 1399 - 361 886 Mov Cap -2 Maneuver - - - - 361 - Stage 1 - - - - 870 - Stage2 - - - - 524 - Approach EB WE NB .] HCM Control Delay, s 0 17 112 HCM LOS B Minor Lane/Major Myml NBLn1 EBT EBR WBL WET Capacity (vehlh) 659 - - 1399 - HCM Lane V/C Ratio 0.124 - - 0.074 - HCM Control Delay (s) 11,2 - - 7.8 - HCM Lane LOS B - - A - HCM 95th %tile C(veh) 0,4 - - 0.2 - Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HCM 2010 Signalized Intersection Summary 2020 Site+ Background 3: Meridian Road & Victory Road PM Peak Movement EBL EBT EBR W8L WET WBR NEL NBT NBR SBL SBT SBR Lane Configurations aj T. K ? if aj +f. }T if Trafric Volume(vehlh) 102 81 23 161 169 173 25 676 77 129 1459 146 Future Volume (vehlh) 102 81 23 161 169 173 25 676 77 129 1459 148 Number 1 6 16 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Bike Adj(ApbT) 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, vehi 1863 1863 1900 1853 1863 1863 1863 1863 1900 1863 1863 1863 Adj Flow Rate, vehlh 109 86 24 171 180 184 27 719 82 137 1552 157 Adj No. of Lanes 1 1 0 1 1 1 1 2 0 1 2 1 Peak Hour Factor 0,94 0.94 0,94 0.94 494 0.94 0.94 0,94 0.94 0.94 0.94 0.94 Percent Heavy Veh,% 2 2 2 2 2 2 2 2 2 2 2 2 Cap, vehlh 205 175 49 280 290 246 186 1883 215 455 2160 966 Arrive On Green 0.05 412 0.12 0.08 0.16 0.16 0.02 0,59 0.59 0.05 0.61 0.61 Sat Flow, vehlh 1774 1402 391 1774 1863 1583 1774 3203 365 1774 3539 1583 Grp Volume(v), vehfn 109 0 110 171 180 184 27 397 404 137 1552 157 Grp Sat Flow(s),vehPoM 1774 0 1794 1774 1863 1583 1774 1770 1798 1774 1770 1583 Q Serve(g_s), s 6.0 0.0 7,4 10.0 11.6. 14:3 0.8 15.3 15.4 3.9 39.1 5.5 Cycle Q Clear(g_c), s 6,0 0.0 7.4 10.0 11.6 14,3 0.8 15.3 15.4 3.9 39.1 5,5 Prop In Lane 1.00 0.22 1.00 1.00 1.00 0.20 1.00 1.00 Lane Grp Cap(c), vehlh 205 0 223 280 290 246 186 1041 1057 455 2160 966 VIC Rado(X) 0.53 0,00 0.49 0.61 0.62 0.75 0.15 0.38 0,38 0,30 472 0,16 Avail Calais a), vehlh 205 0 488 280 565 480 212 1041 1057 497 2174 972 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1,00 1.00 1.00 100 1,00 1,00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 100 1.00 1.00 1,00 1,00 1.00 1.00 Uniform Delay (d), slveh 48.4 0.0 52,5 45.3 50.8 51.9 15.5 14.1 14.1 105 17.4 10.8 liner Delay (d2), slveh 14 0.0 0.6 2.8 0.8 1.7 0.3 0.3 0.3 0,3 1.3 0.1 Initial 0 Delay(d3),slveh 0,0 0.0 0.0 0.0 0.0 0.0 0,0 0.0 0.0 0,0 0.0 00 Gila BackOtQ(5g%),vehlln 3.4 0.0 3.7 1.1 6.1 6.4 0.4 7.6 7.7 1,9 19.4 2.4 LnGrp Delay(d),slveh 49.7 0,0 531 48,2 51.6 53.6 15.7 14,4 14.4 103 18.7 10.9 LnGrp LOS D D D D D B B B B B B Approach Vol, vehlh 219 535 828 1846 Approach Delay, slveh 51,4 51.2 14.4 17.4 Approach LOS D D B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 11.0 25.0 8.1 84.5 15.0 21.0 11.0 81.6 Change Period (Y+Rc), s 5.0 5.0 5.0 60 5.0 5,0 5.0 6.0 Max Green Setting (Gmax), s 6.0 39.0 5.0 79.0 10.0 35.0 9.0 75.0 Max Q Clear Time (g_c+11), s 8.0 16.3 2.8 41.1 12.0 9.4 5.9 17.4 Green Ext Time (pc), s 0.0 3.7 0.0 37.4 0.0 3.9 0.1 57.2 Intersection Summary _ HCM 2010 Ctrl Delay 24.1 HCM 2010 LOS C Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HCM 2010 TWSC 2020 Site + Background 4: Meridian Road & Harris Street PM Peak Intersection Mmo12 - 104 359 Mlndrl 872 - - HCM Lane VIC Ratio Malor1 Malor2 Conflicting Flaw All 1967 2332 I Int Delay, slveh 3,5 363 1479 0 0 727 0 0 Stage 1 1580 1580 - 750 750 - - - - Movement ESL EBT FOR WBL WET WEIR NEL NBT NBR SBL SET SBR Traffic Vol, vehlh 73 0 a 2 0 33 12 702 3 49 1435 109 Future Vol, vehlh 73 0 8 2 0 33 12 702 3 49 1435 109 Conflicting Peds, #Ihr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Slop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length 100 - - - - - 50 - - 50 - 500 Veh in Median Storage, # - 2 - - 2 - - 0 - - 0 - Grade, % 406 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 75 0 8 2 0 34 12 724 3 51 1479 112 MajdrlMtlhbf Mmo12 - 104 359 Mlndrl 872 - - HCM Lane VIC Ratio Malor1 Malor2 Conflicting Flaw All 1967 2332 740 1591 2330 363 1479 0 0 727 0 0 Stage 1 1580 1580 - 750 750 - - - - - - - Stage 2 387 752 - 841 1580 - - - - - - - Critical Lowy 7.54 6.54 0,94 7.54 6.54 6.94 4.14 - - 4.14 - - Critical Lai Sig 1 6.54 5.54 - 6,54 5.54 - - - - - - - Critical Lowy Sig 2 6.54 5.54 - 6.54 5.54 - - - - - - - Follow-up Hall 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - - Pat Cori Maneuver -37 36 359 72 37 634 451 - - 872 - - Stage 1 114 168 - 369 417 - - - - - - - Stage 2 608 416 - 326 168 - - - - - - - Platoon blocked, % - - - - MovCap-1 Maneuver -33 33 359 66 34 634 451 - - 872 - - Mov Cap -2 Maneuver 104 138 - 221 132 - - - - - - - Stage 1 111 158 - 359 406 - - - - - - - Stage 2 560 405 - 300 158 - - - - - - - HCM Control Delay, s 92,1 HCM LOS F 117 B 10 0.3 Capacity (vehlh) 451 - - 104 359 573 872 - - HCM Lane VIC Ratio 0.027 - - 0724 0.023 0.063 0.058 - - HCMControlDelay(s) 13,2 - - 100.5 15.3 11.7 9.4 - - HCM Lane LOS B - - F C B A - - HCM 95th %tile Oliver) 0.1 - - 3.8 0.1 02 0.2 - - Notes -: Volume exceeds capacity $: Delay exceeds 300s + . Computation Not Defined All major volume in platoon Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HCM 2010 TW SC 2020 Site + Background 5: Linder Road & Smokev Lake Drive PM Peak Interr,rc - - IntDelay,sNeh 1.3 Movement WBL WBR NBT NBR SBL SB'f Traffic Vol, vehlh 1 26 140 2 44 225 Future Vol, vehlh 1 26 140 2 44 225 Conflicting Peds,#mr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Maslen Storage, # 0 - 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 1 29 156 2 49 250 MaioriMinor Wort Mal Major2 .] Conflicting Flow All 505 157 0 0 158 0 Stage 1 157 - - - - - Stage 2 348 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Sig 1 5.42 - - - - - Critical Hdwy Sig 2 5.42 - - - - - Follow-up Hdwy 3.518 3,318 - - 2.218 Pot Cap -1 Maneuver 527 889 - - 1422 - Stage 1 871 - - - - - Stage 2 715 - - - - - Platoon blocked, % - - - MovCap-1 Maneuver 506 869 - - 1422 - Mov Cap -2 Maneuver 506 - - - - - Stage 1 671 - - - - - Stage2 686 - - - - - HCM Control Delay, s 9.3 0 1.2 HCM LOS A Minor LanelMaior Mvmt NBT NBR W501 5BL SBT Capacity (vehsh) - - 865 1422 - HCM Lane VIC Ratio - - 0.035 0.034 - HCM Control Delay (s) - - 9.3 7.6 0 HCM Lane LOS - - A A A HCM 95th %tile Q(veh) - - 0.1 0.1 - Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HCM 2010 TWSC 2020 Site + Background 6: Linder Road & Harris Street PM Peak Intersection 1 Int Delay, Oven 2.3 Traffic Val, vehlh 2 39 103 4 65 161 Future Vol, vehlh 2 39 103 4 65 161 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 - - - - - Veh in Median Storage, # 0 - 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 2 43 114 4 72 179 Conflicting Flow All 117 0 0 119 0 440 Stage 1 117 - - - - - Stage 2 323 - - - - - Critical Hall 6.42 622 - - 4.12 - Critical Hdwy Sig 1 5.42 - - - - - Critical Hdwy Sig 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 Pot Cap -1 Maneuver 574 935 - - 1469 - Stage 1 908 - - - - - Stage 2 734 - - - - - Platoon blacked, % - - - Mov Cap -1 Maneuver 543 935 - - 1469 - Mov Cap -2 Maneuver 543 - - - - - Stage 1 908 - - - - - Stage 2 694 - - - - - HCM Control Delay, s 92 0 2.2 HCM LOS A HCM Lane VIC Ratio - - 0.05 0.949 HCM Control Delay (s) - - 9.2 7.6 HCM Lane LOS - - A A HCM 95th %tile Given) - - 0.2 0.2 Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO Appendix G: Analysis Reports - 2024 (Phase 2) Background Traffic SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE G HCM 2010 AWSC 2024 Background 1: Linder Road & Victory Road AM Peak WIIIW 0-_ _ 1Mg r _ seg Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 Intersection Delay, s/veh 32,6 1 Conflicting Approach Right NB 58 WE EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 47.5 13.3 22.3 Intersection LOS D E B C B Geometry Grp 1 1 1 1 Degree of Wil (X) 0.696 0.943 0,358 0.084 Departure Headway (Hd) Movement EDU EBL EBT EBR WBU WK WBT WBR NBU NBL N8T NBR SBU S8L SET S8R TrAc Vol, veh/h 0 44 464 26 0 44 126 6 0 65 187 110 0 12 19 6 Future Vol, veh/h 0 44 464 26 0 44 126 6 0 65 187 110 0 12 19 6 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0,90 0.90 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flaw 0 49 516 29 0 49 140 7 0 72 208 122 0 13 21 7 Number of Lanes 0 0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 WIIIW 0-_ _ 1Mg r _ seg Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB 58 WE EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 47.5 13.3 22.3 11.1 HCM LOS E B C B Vol Left,% 10% 8% 25% 32% Vol Thin, % 52% 87% 72% 51% Vol Right, % 30% 5% 3% 16% Sign Control Stop Stop Stop Stop TraRrc Vol by Lane 362 534 176 37 LT Vol 65 44 44 12 Through Vol 187 464 126 19 RT Vol 110 26 6 6 Lane Flow Rate 402 593 196 41 Geometry Grp 1 1 1 1 Degree of Wil (X) 0.696 0.943 0,358 0.084 Departure Headway (Hd) 6.232 5.85 6.582 7.382 Convergence, Y/N Yes Yes Yes Yes Cap 583 623 548 486 Service Time 4.247 3.85 4.613 5.418 HCM Lane V/C Ratio 0.69 0.952 0.358 0.084 HCM Control Delay 22.3 47.5 13.3 11.1 HCM Lane LOS C E B B HCM 95th -tile Q 5.5 12.7 1.6 0.3 Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HCM 2010 TWSC 2024 Background 2: Kentucky Way & Victory Road AM Peak Int Delay. s/veh 3.2 Traffic Vol, vehlh 301 8 30 76 32 88 Future Vol, vehlh 301 8 30 76 32 88 Conflicting Peds, #Ihr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 100 - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 3.318 Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Wort Flow 334 9 33 84 36 98 Major/Minor Malorl Major2 Minorl Connicting Flow All 0 0 343 0 490 339 Stage 1 - - - - 339 - Stage 2 - - - - 151 - Critical Hall - - 4,12 - 6.42 6.22 Critical Hall Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap -1 Maneuver - - 1216 - 537 703 Stage 1 - - - - 722 - Stage 2 - - - - 877 - Platoon blocked, % - - - MovCap-1 Maneuver - - 1216 - 522 703 Mov Cap -2 Maneuver - - - - 522 - Stage l - - - - 722 - Stage 2 - - - - 853 - Approach So W8 NS HCM Control Delay, s 0 2.3 12.1 HCM LOS B Minor LaWMajor Ml N W EBT EBR WBL WBT Capacity (vehm) 643 - - 1216 - HCM Lane V/C Ratio 0207 - - 0.027 - HCM Control Delay (s) 12.1 - - 8 - HCM Lane LOS B - - A - HCM 95th %tile Oliver) 0.8 - - 0.1 - Six Mile Engineering, PA Brundage Estates Subdivision December2015 Meridian, Idaho HCM 2010 Signalized Intersection Summary 2024 Background 3: Meridian Road & Victory Road AM Peak --i" --* 4- i -*% t 1 Lane Configurations nj T. 3 I ¢ jn 7 ?A Phis Duration (G+Y+Rc), s R T} r Traffic Volume(vehlh) 119 170 24 40 51 119 26 1642 201 141 478 46 Future Volume (vehlh) 119 170 24 40 51 119 26 1642 201 141 478 46 Number 1 6 16 5 2 12 3 8 18 7 4 14 Initial Q (Qb), van 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Bike Adj(A-bi 1.00 1.00 1.00 1.00 1.00 1.00 L00 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, vehlhlln 1863 1863 1900 1863 1863 1863 1863 1863 1900 1863 1863 1663 Act Flow Rate, vehlh 127 181 26 43 54 127 28 1747 214 150 509 49 Adj No, of Lanes 1 1 0 1 1 1 1 2 0 1 2 1 Peak Hour Factor 094 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Valk, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 257 231 33 151 255 217 588 1938 233 175 2258 1010 Arrive On Green 0.04 0.15 0.15 0.03 0.14 0.14 0.02 0.61 0.61 0.05 0,64 0,64 Sat Flow, vehn 1774 1593 229 1774 1863 1583 1774 3183 382 1774 3539 1583 Grp Volume(v), verb 127 0 207 43 54 127 28 955 1006 150 509 49 Grp Sat Flow(s),vehlhlln 1774 0 1822 1774 1863 1583 1774 1770 1795 1774 1770 1583 Q Serve(g_s),s 5.0 0.0 14.2 2.7 3,3 9.8 0.8 59,5 64.6 4.9 7.9 1.5 Cycle Q Clear(g_c), s 5.0 0,0 14.2 2.7 3,3 9.8 0.8 595 64.6 4.9 7.9 1.5 Prop In Lane 1,00 0.13 1.00 1.00 1.00 0.21 1.00 1.00 Lane Grp Cap(c), vehlh 257 0 265 151 255 217 568 1077 1093 175 2258 1010 V/C Ratio(H) 0,49 0.00 0.78 0.28 0.21 0,59 0.05 0.89 0.92 0,85 0.23 0.05 Avail Cap(c_a), vehlh 257 0 506 166 517 439 613 1078 1093 203 2264 1013 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 1.00 1.00 1.00 1.00 1.00 1,00 1.00 1.00 Uniform Delay (d), slveh 49,0 OA 53,5 46.8 49,8 52,5 8.9 21.6 226 35.0 9.9 8.s her Delay (d2), slveh 0.5 0.0 1.9 0,4 0,2 0.9 0.0 9.3 12.5 24.6 0.1 0.0 Initial Q Delay(6),slveh 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%),vehlln 1.8 0.0 7.3 1,3 1.7 4.3 0.4 31.7 35,6 6,5 3.8 0.7 Ln Grp Delay(d)slveh 49,6 0.0 55.4 47.2 49.9 53.5 9.0 30.9 35.1 59.5 10.0 8.6 Ln Grp LOS D E D D D A C D E A A Approach Vol, vehm 334 224 1989 708 Approach Delay, s/veh 53.2 51.4 32.7 20.4 Approach LOS D D C C Assigned Pro 1 2 3 4 5 6 7 8 Phis Duration (G+Y+Rc), s 10.0 22.8 8.2 88.8 8.9 23.8 12.0 85.0 Change Period (Y+Fi s 5.0 5.0 5.0 6.0 5.0 5.0 5.0 6.0 Max Green Setting (Gmax), s 5.0 36.0 5.0 83,0 5.0 36.0 9.0 79.0 Max Q Clear Time (g_c+It), s 7.0 11.8 2.8 9.9 4.7 16.2 6.9 66.6 Green Ext Time (p -c), s 0,0 2.8 0.0 72.9 0.0 2.6 0.1 12.4 Intersection Summary HCM 2010 Chi Delay 33.4 HCM 2010 LOS C Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HCM 2010 TWSC 2024 Background 4: Meridian Road & Harris Street AM Peak Intersection Int Delay, skreh 4 Movement EBL EBT EBR WBL WBT MR NBL NBT NBR SBL SBT SBR Traffic Vol, veh/h 108 0 11 3 0 52 3 1674 2 35 488 32 Future Vol, vel -An 108 0 11 3 0 52 3 1674 2 35 488 32 Conflicting Peds, #Ihr 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 100 - - - - - 50 - - 50 - 500 Venin 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 120 0 12 3 0 58 3 1860 2 39 542 36 MalorlMinor Minors Mined Malorl Malars Conflicting Flow All 1557 2489 271 2217 2488 931 542 0 0 1862 0 0 Stage 1 620 620 - 1868 1668 - - - - - - - Stage 2 937 1869 - 349 620 - - - - - - - Crib'cal Hall 7.54 6.54 6.94 7.54 6.54 6.94 -4.14 - - 4.14 - - Ordeal Hdwy Sig 1 6.54 5.54 - 6.54 5.54 - - - - - - - Critical Hdwy Sig 2 6S4 5.54 - 6.54 5.54 - - - - - - - Follow-up Hall 3,52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - - PotCap-1 Maneuver -76 29 727 24 29 268 1023 - - 320 - - Stage 1 442 478 - 75 120 - - - - - - - Stage2 285 120 - 640 478 - - - - - - - Platoon blacked, % - - - - Mov Cap -1 Maneuver - 54 25 727 21 25 268 1023 - - 320 - - Mov Cap -2 Maneuver 165 76 - 71 110 - - - - - - - Stage 1 441 420 - 75 120 - - - - - - - Stage 2 223 120 - 553 420 - - - - - - - Approach EB WB NB SB HCM Control Delay. s 64.4 25.9 0 1.1 HCM LOS F D Minor Labelivalor Mvmt NSL NBT NER EBLn1 ESLn3 lNB4n1 SOL SBT SBR Capacity(vehlh) 1023 - - 165 727 233 320 - - HCMLaneVlCRatio 0,003 - - 0.727 0.017 0.262 0.122 - - HCM Control Delay (s) 8.5 - - 69.9 10 25.9 17.8 - - HCM Lane LOS A - - F B D C - - HCM 95th %tile Given) 0 - - 4,5 0.1 1 0.4 - - Notes Volume exceeds capacity $'. Delay exceeds 300s + Computation Not Defined All major volume in platoon Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HCM 2010 AWSC 2024 Background 1: Linder Road & Victory Road PM Peak Intersection Delay, s/veh 26.5 Intersection LOS D Movement EBU EBL EBT EBR WSU WBL WBT WBR NBU NEIL NBT NBR SBU SBL SBT SBR Traffic Vol, vehlh 0 9 206 49 0 131 373 11 0 47 59 76 0 15 122 18 Future Vol, vent 0 9 206 49 0 131 373 11 0 47 59 76 0 15 122 18 Peak Hour Factor 0.92 0.92 0.92 0,92 0.92 0.92 0,92 0,92 0:92 0,92 0.92 0.92 0.92 0,92 0,92 0.92 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 Mvml Flow 0 10 224 53 0 142 405 12 0 51 64 83 0 16 133 20 Number of Lanes 0 0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 kilifialk . - "---' .-.moi I* _:,_.. ,.;: -� -_„ _,m.` -I Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left S8 NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 151 40.8 13.7 13,3 HCM LOS C E B B Lane NBLnl EBLn1 WBLnl SBLnl Vol Left, % 26% 3% 25% 10% Vol Thru, % 32% 78% 72% 79% Vol Right,% 42% 19% 2% 12% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 182 264 515 155 LT Vol 47 9 131 15 Through Vol 59 206 373 122 RT Vol 76 49 11 18 Lane Flow Rate 198 287 560 168 Geometry Grp 1 1 1 1 Degree of Util(X) 0,368 0,492 0,905 0,325 Departure Headway(Hd) 6,702 6,175 5,817 6,934 Convergence, YlN Yes Yes Yes Yes Cap 534 583 621 517 Service Time 4.769 4,235 3,864 5,002 HCM Lane VIC Ratio 0.371 0,492 0,902 0,325 HCM Control Delay 13.7 15.1 40.8 13.3 HCM Lane LOS B C E B HCM 95th-tile0 1,7 2.7 11.2 1,4 Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HCM 2010 TWSC 2024 Background 2: Kentucky Way & Victory Road PM Peak Intersection IN Delay, slveh 22 Movement EBT EBR WBL WBT NBL NBR Tragic Vol, veh/h 149 29 101 390 17 61 Future Vol, veh/h 149 29 101 390 17 61 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 100 - 0 - Veh in Median Storage, 4 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 96 98 98 98 98 98 Heavy Vehicles,% 2 2 2 2 2 2 Mvmt Flow 152 30 103 398 17 62 Major/Minor Mala01 Major2 Mlnarl Conflicting Flow All 0 0 182 0 771 167 Stage 1 - - - - 167 - Stage 2 - - - - 604 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Sts; 1 - - - - 5.42 - Crillcal Hdwy Sig 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap -1 Maneuver - - 1393 - 368 877 Stage 1 - - - - 863 - Stage 2 - - - - 546 - Platoon blocked, % - - - Mov Cap -1 Maneuver - - 1393 - 341 877 Mov Cap -2 Maneuver - - - - 341 - Stage 1 - - - - 863 - Stage 2 - - - - 506 - HCM Control Delay, s 0 1.6 11,3 HCM LOS B HCM Lane V/C Ratio 0.122 - - 0.074 HCM Control Delay (s) 11.3 - - 7.8 HCM Lane LOS B - - A HCM 95th %tile ©(veh) 0.4 - - 0,2 Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HCM 2010 Signalized Intersection Summary 2024 Background 3: Meridian Road & Victory Road PM Peak -' � --* ! ~ 'I- 4\ t P �► 1 Lane Configurations 4 T. 3 71 } in 7 ?A Phs Duration (G+Y+Rc), s 'i R4 in Traffic Volume(veh/h) 106 91 25 176 169 191 29 741 87 148 1601 153 Future Volume(vehlh) 106 91 25 176 189 191 29 741 87 148 1601 153 Number 1 6 16 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Bike Adj(A-rbT) 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, vehlhlln 1663 1863 1900 1863 1863 1863 1863 1863 1900 1863 1863 1863 Adj Flaw Rate, veh/h 113 97 27 187 201 203 31 788 93 157 1703 163 Adj No. of Lanes 1 1 0 1 1 1 1 2 0 1 2 1 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0,94 0.94 0.94 094 Percent Heavy Valk, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 199 224 62 270 311 265 158 1846 218 421 2139 957 Arrive On Green 0.05 0.16 0,16 0.05 0.17 0.17 0.03 0.58 0.58 0.05 0,60 0.60 Sat Flow, vehlh 1774 1403 391 1774 1863 1583 1774 3190 376 1774 3539 1583 Grp Volume(v), vehlh 113 0 124 187 201 203 31 437 444 157 1703 163 Grp Sat Flow(s),vehlhM 1774 0 1794 1774 1863 1583 1774 1770 1796 1774 1770 1583 Q Serve(g s), s 6.0 0.0 8.3 7.0 13;4 16.3 0.9 18.4 18.4 4.7 48.8 6.0 Cycle Q Clear(g_c), s 6.0 0.0 8.3 7.0 13.4 16.3 0.9 18.4 18.4 4.7 48.8 6.0 Prop In Lane 1,00 0.22 1.00 1.00 1.00 0.21 1.00 1,00 Lane Grp Cupid), vehlh 199 0 286 270 311 265 158 1024 1040 421 2139 957 V/C Ratio(X) 0,57 0.00 0.43 0.69 0.65 0.77 0.20 0.43 0.43 0,37 0.80 017 Avail Cap(c_a), vehlh 199 0 485 270 518 440 179 1024 1040 464 2153 963 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 1,00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), Vveh 4Z6 0.0 50.5 50,3 51.8 53.0 19.5 15.7 15.7 11.6 20.1 11.6 Incr Delay (d2), s/veh 2.4 0.0 0.4 6.2 0.8 1,8 0.4 0.4 0.4 0.4 2,3 0.1 Initial Q Delay(d3),sNeh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 We BackOfQ(50%),vehlln 3.6 0.0 4.2 3.7 7.0 7,3 0.5 9.1 9.2 2.4 24,3 2.6 LnGrp Delay(d),slveh 50.0 0.0 50.9 56.5 52.6 54.7 19.9 16.1 16.1 12.0 22.4 11.7 LnGrp LOS D D E D D B B B B C B Approach Vol, veh/h 237 591 912 2023 Approach Delay, s/veh 50.5 54.6 16,2 20.7 Approach LOS D D B C Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 11.0 27.3 8,4 86.5 12,0 26.3 11,8 83.1 Change Period (Y+Rc), s 5,0 5.0 5,0 6,0 5,0 5.0 5.0 6.0 Max Green Setting (Gmax), s 60 37.0 5,0 81.0 7,0 36.0 10.0 76.0 Max Q Clear Time (g c,11), s 8,0 18.3 2.9 50.8 9,0 10.3 6.7 20.4 Green Ext Time Is c), s 0,0 3.9 0,0 29.6 0.0 4.4 0.1 55.4 ',Intersection Summary =] HCM 2010 Ctrl Delay 26.8 -CM 2010 LOS C Six Mile. Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HCM 2010 TWSC 2024 Background 4: Meridian Road. & Harris Street PM Peak Intersection Int Delay, s/veh 5.2 Movement EBL EBT EBR WBL WET WBR NBL NBT NBR SBL SET SBR Traffic Vol, veh/h 73 0 8 2 0 37 12 775 3 56 1584 109 Future Vol, veh/h 73 0 8 2 0 37 12 775 3 56 1584 109 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 3.32 - None - - None - - None - - None Storage Length 100 - - - 138 - 50 - - 50 - 500 Ven 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 75 0 8 2 0 38 12 799 3 58 1633 112 Major/Minor Mini - 81 320 Minorl 817 HCM Lane V/C Ratio Mail Mai Conflicting Flow All 2172 2575 816 1757 2573 401 1633 0 0 602 0 0 Stages 1748 1748 - 825 825 - - - - - - - Stage 2 424 827 - 932 1748 - - - - - - - Stitical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - - 4.14 - - Critical Hal Sig 1 6.54 5.54 - 6.54 5.54 - - - - - - - Critical Hal Sig 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 -26 25 320 54 25 599 393 - - 817 - - Stage 1 89 138 - 333 385 - - - - - - - Stage 2 578 384 - 287 138 - - - - - - - Platoon blocked, % - - - - MovCap-1 Maneuver -22 23 320 49 23 599 393 - - 817 - - Mov Cap -2 Maneuver 81 113 - 191 105 - - - - - - - Stage 1 86 128 - 323 373 - - - - - - - Stage 2 525 372 - 260 128 - - - - - - - HCM Control Delay, s 155.5 12.2 02 0.3 HCM LOS F B Capacity(veh/h) 393 - - 81 320 540 817 HCM Lane V/C Ratio 0.031 - - 0,929 0,026 0,074 0,071 HCM Control Delay (s) 14,5 - - 1707 16.5 12.2 9.7 HCM Lane LOS B - - F C B A HCM 95th %tile D(veh) 0.1 - - 5 0.1 0.2 0.2 Volume exceeds capacity $', Delay exceeds 300s + Computation Not Defined *. All major volume In platoon Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho TRAFFIC IMPACT STUDY BRUNDAGE ESTATES SUBDIVISION MERIDIAN, IDAHO Appendix H: Analysis Reports - 2024 (Phase 2) Site Plus Background Traffic ® SIX MILE ENGINEERING, PA DECEMBER 21, 2015 PAGE H HCM 2010 AWSC 2024 Site + Background 1: Linder Road & Victory Road AM Peak Intersection LOS E Movement EDU EBL EBT EBR WK WBL WBT WOR NBU NBL NBT NBR SBU SBL SBT SBR Traffic Vol, vehlh 0 44 464 33 0 69 126 6 0 61 203 174 0 12 26 6 Future Vol, vehlh 0 44 464 33 0 69 126 6 0 81 203 174 0 12 26 6 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90. 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0,90 0.90 0,90 0.90 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 49 516 37 0 77 140 7 0 90 226 193 0 13 29 7 Number of Lanes 0 0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 Opposing Approach WE EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB ED WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 63.2 15:6 42.4 11.9 HCM LOS F C E B NBLnl EBLn1 WBLni SBLni Vol Left, % 18% 8% 34% 27% Vol Thru,% 44% 86% 63% 59% Vol Right, % 38% 6% 3% 14% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 458 541 201 44 LT Vol 81 44 69 12 Through Vol 203 464 126 26 RT Vol 174 33 5 6 Lane Flow Rate 509 601 223 49 Geometry Grp 1 1 1 1 Degree of Util (TH U 1 0.44 0.107 Departure Headway (Hd) 6.364 6.422 7.086 7.901 Convergence, YlN Yes Yes Yes Yes Cap 575 571 507 452 Service Time 4.357 4.422 5.137 5.97 HCM Lane V/C Ratio 0.885 1.053 0,44 0.108 HCM Control Delay 42,4 633 15.6 11.9 HCM Lane LOS E F C B HCM 95th -tile Q 10.7 14.5 2.2 0.4 Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HCM 2010 TWSC 2024 Site .+ Background 2: Kentucky Way& Victory Road AM Peak FtinSedtYorl ----- Int Delay, s/veh 3 Traffic Vol, vehih 365 B 32 101 32 93 Future Vol, vehih 365 6 32 101 32 93 Conflicting Peds, #Ihr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 100 - 0 - Veh In Median Storage, # 0 - - 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 406 9 36 112 36 103 MajorlMinor Malori Major2 Minorl Capacity (vehih) Conflicting Flow All 0 0 414 0 593 410 Stage 1 - - - - 410 - Stage 2 - - - - 183 - Critical Hall - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Sig 2 - - - - 5.42 - Follow-up Full - - 2,218 - 3.518 3.318 Pot Cap -1 Maneuver - - 1145 - 468 642 Stage i - - - - 670 - Stage 2 - - - - 848 - Platoon blocked, % - - May Cap -1 Maneuver - - 1145 - 453 642 May Cap -2 Maneuver - - - - 453 - Stage 1 - - - - 670 - Stage 2 - - - - 621 - Approach - ER - W NB - 1 HCM Control Delay, s 0 2 13.2 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL ART Capacity (vehih) 580 - - 1145 - HCM Lane VIC Ratio 0.239 - - 0.031 - HCM Control Delay (s) 13.2 - - 8.2 - HCM Lane LOS B - - A - HCM 95th %tile Oliver) 0.9 - - 0.1 - Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho 12010 Signalized Intersection Summary 2024 Site + Background 3: Meridian Road & Victory Road AM Peak • r ~ ` 1 I ! + Movement EBL EBT EBR WBL WBT WBR NK NBT NBR SBL SBT SBR Lane Configurations R f. 1825 I T in 1774 0 1795 1i }* Ir Traffm Volume(vehlh) 172 181 24 40 56 119 26 1644 201 141 483 66 Future Volume(velyd) 172 181 24 40 56 119 26 1644 201 141 483 66 Number 1 6 16 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Pool Adj(A_pbT) 1,00 0.00 1.00 1.00 0.22 1.00 100 0.90 1.00 1.00 0.23 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, vehlhAn 1863 1863 1900 1863 1863 1863 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 183 193 26 43 60 127 28 1749 214 150 514 70 Adj No. of Lanes 1 1 0 1 1 1 1 2 0 1 2 1 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 260 245 33 151 269 228 571 1915 230 175 2242 1003 Arrive On Green 0,04 0.15 0.15 0.03 0.14 0.14 0.02 0.60 0.60 0.06 0.63 0.63 Sat Flow, veh/h 1774 1608 217 1774 1863 1583 1774 3183 382 1774 3539 1583 Grp Volume(v), veh/h 183 0 219 43 60 127 28 966 1007 150 514 70 Grp Sat Flow(s),vehlhAn 1774 0 1825 1774 1863 1583 1774 1770 1795 1774 1770 1583 Q Serve(g_s), s 5.0 0.0 15.2 2.7 3,7 9.8 0.8 61.5 66.7 5.3 8.2 22 Cycle Q Cleagg_c), s 5.0 0.0 15.2 2.7 37 9.8 0.8 61.5 66.7 5.3 8.2 2.2 Prop In Lane 1.00 0.12 1.00 1.00 1.00 0.21 1.00 1.00 Lane Grp Cap(c), vel 260 0 277 151 269 228 571 1065 1080 175 2242 1003 VIC Ratio(X) 0.70 0.00 0.79 0,29 0.22 0.56 0.05 0.90 0.93 0.86 0.23 0.07 Avail Cap(c_a), vehlh 260 0 500 165 511 434 595 1065 1081 197 2242 1003 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(Q 1.00 0.00 1.00 1.00 1.00 1.00 1,00 1,00 1.00 1.00 1.00 1,00 Uniform Delay (d), slveh 82.2 0.0 53.6 46.6 49.7 52.3 9.4 22.7 23.7 36.7 10.3 9.2 ]nor Delay (d2), slveh 7.1 0.0 1.9 0.4 0.2 0.8 0.0 10.4 14,1 26.2 0.1 0.0 Initial Q Delay(0),slveh 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 Back0fQ(50%),vehlln 6.1 0.0 7.8 1.3 1.9 4.3 0,4 32.8 37,0 6,6 4.0 1.0 Ln Grp Delay(d),slveh 59.2 0.0 55.5 47,0 49.8 53.0 9,4 33.1 37,8 62.9 10.4 9.3 LnGrp LOS E E D D D A C D E B A Approach Vol, veh/h 402 230 1991 734 Approach Delay, shah 57.2 51,1 35,1 21,0 Approach LOS E D D C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc),s 10.0 23,9 82 89.1 90 25.0 12.4 850 Change Period (Y+Rc), s 5,0 5.0 5.0 6.0 5.0 5.0 5.0 6.0 Max Green Setting (Gmax), s 5,0 36.0 5.0 83.0 5.0 36.0 9.0 79.0 Max Q Clear Time (g_c+ll), s 7,0 11.8 2.8 10.2 4.7 17.2 7.3 68.7 Green Ext Time (p c), s 0,0 3.0 0.0 72.6 0.0 2.8 0.1 10.2 Intersection Summary HCIv12010 Ctrl Delay 35.8 HCM 2010 LOS D Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HCM 2010 TWSC 2024 Site + Background 4: Meridian Road & Harris Street AM Peak Volume exceeds capacity $. Delay exceeds 300s + Computation Not Defined ': All major volume In platoon Six Mile Engineering, PA Brundage Estates Subdivision Decamber2015 Meridian, Idaho Int Delay, slveh 4.2 Movement EBL EBT EBR WBL WBT WBR NBL NET NBR SBL SET SBR Traffic Vol, ver 110 0 11 3 0 52 3 1674 2 35 488 37 Future Vol, vehfn 110 0 11 3 0 52 3 1674 2 35 488 37 Conflicting Peds,#mr 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 100 - - - - - 50 - - 50 - 500 Veld in Median Storage, # - 2 - - 2 - - 2 - - 2 - Grade, % - 0 - - 0 - - 0 - - 0 - PeakHourFactor 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 Mvml Flow 122 0 12 3 0 58 3 1860 2 39 542 41 MalcrlMlnor M1nor2 Mlnorl Meant Melor2 Conflicting Flow All 1557 2489 271 2217 2488 931 542 0 0 1862 0 0 Stages 620 620 - 1868 1868 - - - - - - - Stage 2 937 1869 - 349 620 - - - - - - - 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 -76 29 727 24 29 268 1023 - - 320 - - Stagel 442 478 - 75 120 - - - - - - - Stage 2 285 120 - 640 478 - - - - - - - Platoon blocked, % - - - - Mov Cap -1 Maneuver -54 25 727 21 25 268 1023 - - 320 - - Mov Cap -2 Maneuver 165 76 - 71 110 - - - - - - - Stage 1 441 420 - 75 120 - - - - - - - Stage 2 223 120 - 553 420 - - - - - - - Approach EB S WE NB Be HCM Control Delay, s 66.2 25,9 0 1.1 HCM LOS F D Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2 WBLn1 SBL SBT SBR Capacity(vehlh) 1023 - - 165 727 233 320 - - HCM Lane VIC Ratio 0.003 - - 0.741 0.017 0.252 0.122 - - HCM Control Delay (s) 8,5 - - 71.8 10 25.9 17.8 - - HCM Lane LOS A - - F B D C - - HCM 95th %tile Q(veh) 0 - - 4.6 0,1 1 0,4 - - Notes Volume exceeds capacity $. Delay exceeds 300s + Computation Not Defined ': All major volume In platoon Six Mile Engineering, PA Brundage Estates Subdivision Decamber2015 Meridian, Idaho HCM 2010 TWSC 2024 Site + Background 5: Linder Road & Smokey Lake Drive AM Peak Intersection Int Delay, s/veh 2 Traffic Vol, vehlh 4 76 366 2 28 100 Future Vol, vehlh 4 76 366 2 28 100 Conflicting Peds,#Ihr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh In Median Storage, # 0 - 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 4 84 407 2 31 111 Conflicting Flow Al 581 408 0 0 409 Stage 1 40B - - - - Stage 2 173 - - - - Critical Hill 6.42 6.22 - - 4.12 Critical Hdwy Stg 1 5.42 - - - - Critical Hill Stg2 542 - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 Pot Cap -1 Maneuver 476 643 - - 1150 Stage 671 - - - - Stage 2 857 - - - - Platoon blacked, % - - Mov Cap -1 Maneuver 462 643 - - 1150 Mov Cap -2 Maneuver 462 - - - - Stage 1 671 - - - - Stage 2 832 - - - - Approach WB NB 82 _] HCM Control Delay, s 11.6 0 1.8 HCM LOS B Minor Lane/Maier Mvmt NBT NBR WBLnl SBL SBT Capacity(vehlh) - - 631 1150 - HCM Lane V/C Ratio - - 0.141 0.027 - HCM Control Delay (s) - - 11.6 8.2 0 HCM Lane LOS - - B A A HCM 95th %tile a(veh) - - 0.5 0.1 - Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho 12010 TWSC 2024 Site + Background 6: Linder Road & Harris Street AM Peak Intersection Int Delay, mveh 3.6 Traffic Vol, veh/h 6 121 247 2 44 60 Future Vol, veh/h 6 121 247 2 44 60 Conflicting Real #Ihr 0 0 0 0 0 0 Sign Control Slop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 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 7 134 274 2 49 67 Major/Minor Mlnorl - - Majorl Major2 Conflicting Flow All 440 276 0 0 277 0 Stage 1 276 - - - - - Stage 2 164 - - - - - Critical Hdwy 6.42 6.22 -. - 4.12 - Critical Hall Sig 1 5.42 - - - - - Critical Hdwy Sig2 5.42 - - - - - Follow-up Hall 3.518 3.318 - - 2.218 - PotCap-1 Maneuver 574 763 - - 1286 - Stage 1 771 - - - - - Stage 2 865 - - - - - Platoon blocked, % - - - MovCap-1 Maneuver 551 763 - - 1286 - MovCap-2 Maneuver 551 - - - - - Stage 1 771 - - - - - Stage 2 830 - - - - - Approach WB NB SB HCM Control Delay, s 10.9 0 3.3 HCM LOS B Minor Lane/Major Mvmt NET NER WBLn1 SBL SET Capacity(veh/h) - - 749 1286 - HCM Lane V/C Ratio - - 0.188 0,038 - HCM Control Delay (a) - - 10.9 7.9 0 HCM Lane LOS - - 8 A A HCM 95th %tile Q(veh) - - 0.7 0.1 - Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Mardian, Idaho HCM 2010 AWSC 2024 SHe.+ Background 1: Linder Road & Victory Road PM Peak Intersection EB WB N9 SB_ Opposing Approach WB LB SB NB Opposing Lanes Intersection Delay, slveh 382 1 1 1 Conflicting Approach Left SF NB EB WB Conflicting Lanes Left 1 Intersection LOS E 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 Movement EBU EBL FBT EBR WBU WBL W6T WBR NBU NFL NBT NBR SSW SBL SBT SBR Tragic Vol, vehlh 0 9 206 68 0 196 373 11 0 58 70 119 0 15 141 18 Future Vol, vehi 0 9 206 68 0 196 373 11 0 58 70 119 0 15 141 18 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0,92 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 10 224 74 0 213 405 12 0 63 76 129 0 16 153 20 Number of Lanes 0 0 1 0 0 0 1 0 0 0 1 0 0 0 1 0 Approach EB WB N9 SB_ Opposing Approach WB LB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SF NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 18.6 63.5 17.6 15.3 HCM LOS C F C C Lane N8Ln1 EFLnt WBLnl SBLn1 Vol Left, % 23% 3% 34% 9% Vol Thru,% 28% 73% 64% 81% Vol Right, % 48% 24% 2% 10% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 247 263 560 174 LT Vol 58 9 196 15 Through Vol 70 206 373 141 RT Vol 119 68 11 18 Lane Flow Rate 268 308 630 189 Geometry Grp 1 1 1 1 Degree of Util(X) 0,525 0.576 1 0.394 Departure Headway(Hd) 7,038 6.741 6.428 7.495 Convergence, YIN Yes Yes Yes Yes Cap 513 535 567 480 Service Time 5.071 4.778 4476 5.532 HCM Lane VIC Ratio 0.522 0.576 1.111 0.394 HCM Control Delay 17.6 18.6 63.5 15.3 HCM Lane LOS C C F C HCM 95thi Q 3 3,6 14.4 1.9 Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HCM 2010 TWSC 2024 Site + Background 2: Kentucky Way & Victory Road PM Peak Intersection Int Delay, s/veh 2.1 Traffic Vol, vehlh 192 29 107 455 17 65 Future Vol, vehlh 192 29 107 455 17 65 Conflicting Peds, #1hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 100 - 0 - Veh In Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 98 98 98 98 98 98 Heavy Vehicles,% 2 2 2 2 2 2 Mvmt Flow 196 30 109 464 17 66 EB WS HCM Control Delay, s HCM LOS Capacity(veh/h) 0 0 226 0 894 HCM Lane ViC Ratio 211 Conflicting Flow Al Stage 1 - - - - 211 - Stage 2 - - - - 683 - Critical Hall - - 4.12 - 6.42 6.22 Critical Hill Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3,518 3.318 Pot Cap -1 Maneuver - - 1342 - 312 829 Stage - - - - 824 - Stage 2 - - - - 502 - Platoon blocked, % - - - MovCap-1 Maneuver - - 1342 - 287 829 Mov Cap -2 Maneuver - - - - 287 - Stage 1 - - - - 824 - Stage 2 - - - - 461 - EB WS HCM Control Delay, s HCM LOS Capacity(veh/h) 596 - - 1342 HCM Lane ViC Ratio 0.14 - - 0.081 HCM Control Delay (s) 12 - - 7.9 HCM Lane LOS B - - A HCM 95th %ile Q(veh) 0,5 - - 0.3 Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HGM 2010 Signalized Intersection Summary 2024 Site+ Background 3: Meridian Road. & Victory Road PM Peak -1, --* r F 4-4� 1 It. 1 '/ Lane Configurations 'rj A 132 aS * if aS fly 445 B fT if Traffic Volume (vehlh) 141 99 25 176 201 191 29 743 87 148 1609 206 Future Volume (veh It) 141 99 25 176 201 191 29 743 87 148 1609 206 Number 1 6 16 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 0 1.00 1.00 312 1.00 1.00 1013 1.00 1.00 2119 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 Set Flow, vehlhlln 1863 1863 1900 1863 1863 1863 1883 1863 1900 1863 1863 1863 Adj Flow Rate, vehlh 150 105 27 187 214 203 31 790 93 157 1712 219 Adj No. of Lanes 1 1 0 1 1 1 1 2 0 1 2 1 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 094 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, vehlh 204 240 62 273 312 266 150 1826 215 416 2119 948 Arrive On Green 0.05 0.17 0,17 0.05 0.17 0.17 0.03 0.57 057 0.05 0.60 0.60 Sat Flow, vehlh 1774 1430 368 1774 1863 1583 1774 3191 376 1774 5 3539 2 1583 29 Grp Volume(v), vehlh 150 0 132 187 214 263 31 438 445 174 1 Grp Sat Flow(s),vehlhlln 1774 0 1798 1774 1863 1583 1774 1770 1796 1774 1770 1583 Q Seroe(g_s),a 7.0 0.0 8.9 7.0 14.5 16.5 1.0 18.9 18.9 4.9 50.6 8.7 Cycle Q Clear(g_c), s 7.0 (10 8.9 7.0 14.5 16.5 1.0 18,9 18.9 4.9 50.6 8.7 Prop In Lane 1.00 0.20 1.00 1.00 1.00 0.21 1.00 1.00 Lane Grp Casio), vehlh 204 0 302 273 312 266 150 1013 1028 416 2119 948 VIC Ratio(X) 0.74 0.00 0.44 0.68 088 0.76 0,21 043 0.43 0.38 0.81 0.23 Avail Cap(c_a), vehlh 204 0 481 273 499 424 171 1013 1028 456 2131 953 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1A0 1.00 Upstream Filort) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1,00 1,00 1.00 Uniform Delay (d), slveh 49.7 0.0 50.3 50.1 52.6 53.4 20.6 16.3 16.3 12.1 21.0 12.6 nor Delay (Q), s/veh 11.6 0.0 0.4 6.7 1.0 1.7 0.5 0.4 0.4 0.4 2.5 0.2 Initial Q Delay(d3),sNeh 0.0 0.0 0.0 00 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %Ile BackOfQ(50%),vehlln 5,3 0.0 4.4 3.7 7.6 7.3 0.5 9.4 9.5 2.4 25.2 3.8 Ln Grp Delay(d)slveh 61.3 0.0 50.6 55,8 53.6 55.2 21.1 16.8 16.8 12.5 23.5 12.8 Ln Grp LOS E D E D E C B B B C B Approach Vol, vehm 282 604 914 2086 Approach Delay, slveh 56.3 54.8 16.9 21,6 Approach LOS E ❑ B C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 12.0 27.6 8.4 86.5 12,0 27.6 11.9 83.0 Change Period (Y+Rc), s 5.0 5.0 5.0 6.0 5.0 5.0 5.0 6.0 Max Green Setting (Gmax), s 7.0 36.0 5.0 81.0 7.0 36.0 10,0 76.0 Max Q Clear Time (g_c+ll), s 9,0 18.5 3.0 52.6 9.0 10.9 6.9 20.9 Green Ext Time is c), s 0.0 4.1 0.0 27.9 0.0 4,7 0.1 54.9 Intersection Summary HCM 2010 Chl Delay 28.2 HCM 2010 LOS C Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HCM 2010 TW SC 2024 Site + Background 4: Meridian Road & Harris Street PM Peak Intersection -"3000mr-. ,Aw�. ,jIIW. Int Delay, s/vel- 5.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Vol, veh/h 75 0 8 2 0 37 12 775 3 56 1584 117 Future Vol, veh/lt 75 0 8 2 0 37 12 775 3 56 1584 117 Conflicting Peds, #mr 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 100 - - - - - 50 - - 50 - 500 Ven in Medlan 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 77 0 8 2 0 38 12 799 3 58 1633 121 Major/Minor Mini Minor1 Malorl Conflicting Flow All 2172 2575 816 1757 2573 401 1633 0 0 802 0 0 Stage 1 1748 1748 - 825 825 - - - - - - - Stage 2 424 827 - 932 1748 - - - - - - - Critical Hi 7.54 6.54 6,94 T54 6.54 6.94 4.14 - - 4.14 - - Critical Hall Stg 1 6.54 5.54 - 6.54 5.54 - - - - - - - Critical Hall Stg2 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 -26 25 320 54 25 599 393 - - 817 - - Stage 1 89 138 - 333 385 - - - - - - - Stage 2 578 384 - 287 138 - - - - - - - Platoon blocked, % - - - - MovCap-1 Maneuver -22 23 320 49 23 599 393 - - 817 - - Mov Cap -2 Maneuver 81 113 - 191 105 - - - - - - - Stagel 86 128 - 323 373 - - - - - - - Stage 2 525 372 - 260 128 - - - - - - - HCM Control Delay, s 162.3 12.2 0.2 HCM LOS F B Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2 WBLnl SBL SBT SBR Capacity(veh/h) 393 - - 81 320 540 817 - - HCM Lane V/C Ratio 0.031 - - 0,955 0.026 0.074 0.071 - - HCM Control Delay (s) 14.5 - - 177.8 16.5 12.2 9.7 - - HCM Lane LOS B - - F C B A - - HCM 95th %tile O(veh) 0.1 - - 5.2 0.1 0.2 0.2 - - Volume exceeds capacity $; Delay exceeds 300s +: Computation Not Defined ': All major volume in platoon Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HCM 2010 TWSC 2024 Site + Background 5: Linder Road & Smokev Lake Drive PM Peak Intersection 'W Int Delay ,s/veh 1.8 Movement WBL WBR NBT NBR SBL SBTX Traffic Vol, veh/h 2 51 195 4 83 313 Future Vol, vehlh 2 51 195 4 83 313 Conflicting Peds,#mr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage,# 0 - 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 2 57 217 4 92 348 M61orIMmOr Mltwrl Mabry Mtaiar2: Concocting Flow Al 751 219 0 0 221 0 Stage 1 219 - - - - - Stage 2 532 - - - - - Critical Hdwy 6,42 6.22 - - 4,12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hai Stg 2 5.42 - - - - - Follow-up Hdwy 3,510 3.318 - - 2.218 Pot Cap -1 Maneuver 378 821 - - 1348 - Stage 1 817 - - - - - Stage 2 589 - - - - - Platoon blacked, % - - - Mov Cap -1 Maneuver 346 821 - - 1340 - Mov Cap -2 Maneuver 346 - - - - - Stage 1 617 - - - - - Stage 2 539 - - - - - Approach WB NS SB HCM Control Delay, s 10 0 1.6 HCM LOS B NBR WBLnl SBL SBT Capacity(veh/h) - - 781 1348 HCM Lane V/C Ratio - - 0,075 0.068 HCM Control Delay (s) - - 10 7.9 HCM Lane LOS - - B A 1CM.95th%tile Giver) - - 02 0.2 Six Mile Engineering, PA Brundage Estates Subdivision December2015 Meridian, Idaho HCM 2010 TWSC 2024 Site+ Background 6: Linder Road & Harris Street PM Peak Intersection Int Delay, s/veh 3.6 Movement WBL WBR NBT NBR SBL Sg'f-- Traffic Vol, veh/h 5 81 118 8 134 181 Future Vol, veh/h 5 81 118 8 134 181 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 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles,% 2 2 2 2 2 2 What Flow 6 90 131 9 149 201 140 Conflicting Flow All 635 136 0 0 0 Stage 1 136 - - - - - Stage 2 499 - - - - - Crucal Hal 6.42 6.22 - - 4,12 - Critical Hal Sig 1 5.42 - - - - - Criiical Hdwy Stg2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap -1 Maneuver 443 913 - - 1443 - Stage 1 890 - - - - - Stage 2 610 - - - - - Platoon blocked, % - - - MovCap-1 Maneuver 392 913 - - 1443 - Mov Cap -2 Maneuver 392 - - - - - Stage 1 890 - - - - - Stage2 539 - - - - - Approach WB NB SB HCM Control Delay, s 9.8 0 3.3 HCNI LOS A Minor LanelMaior Mvmt NBT NOR WBLn1 SBL SBT Capacity (vehlh) - - 848 1443 - HCM Lane V/C Ratio - - 0,113 0.103 - HCM Control Delay (s) - - 9.8 7.6 0 HCM Lane LOS - - A A A ACM 95th %tile O(veh) - - 0.4 0.3 - Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho HCM 2010 Signalized Intersection Summary 2024 Site + Background - Mitigation 1: Linder Road & Victory Road AM Peak Movement _-" EBL __p. EBT --* EBR j, WBL '- ]NBT t WBR 4, NBL T NBT /P. NBR ti SBL 1 SBT W SBR Lane Configurations I T. 1841 ►j I+ 1847 Vi T+ 1723 I T. 1801 Traffic Volume (veh/h) 44 464 33 69 126 6 81 203 174 12 26 6 Future Volume (veh/h) 44 464 33 69 126 6 81 203 174 12 26 6 Number 1 6 16 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-BikeAdj(A_pbT) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/In 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 49 516 37 77 140 7 90 226 193 13 29 7 Adj No. of Lanes 1 1 0 1 1 0 1 1 0 1 1 0 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 633 772 55 318 791 40 559 300 256 238 468 113 Arrive On Green 0.45 0.45 0.45 0.45 0.45 0.45 0.32 0.32 0.32 0.32 0.32 0.32 Sat Flow. veh/h 1236 1718 123 852 1759 88 1367 929 794 964 1451 350 Grp Volume(v), veh/h 49 0 553 77 0 147 90 0 419 13 0 36 Grp Sat Flow(s),veh/h/In 1236 0 1841 852 0 1847 1367 0 1723 964 0 1801 Q Serve(g_s), s 1.3 0.0 12.5 4.1 0.0 2.5 2.6 0.0 11.5 0.6 0.0 0.7 Cycle Q Clear(g_c), s 3.8 0.0 12.5 16.6 0.0 2.5 3.3 0.0 11.5 12.1 0.0 0.7 Prop In Lane 1.00 0.07 1.00 0.05 1.00 0.46 1.00 0.19 Lane Grp Cap(c), veh/h 633 0 828 318 0 830 559 0 556 238 0 581 V/C Ratio(X) 0.08 0.00 0.67 0.24 0.00 0.18 0.16 0.00 0.75 0.05 0.00 0.06 Avail Cap(c_a), veh/h 1226 0 1711 727 0 1716 1128 0 1274 639 0 1332 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(]) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 9.8 0.0 11.4 17.9 0.0 8.7 13.5 0.0 16.0 21.4 0.0 12.3 Incr Delay (d2), s/veh 0.1 0.0 0.9 0.4 0.0 0.1 0.1 0.0 2.1 0.1 0.0 0.0 Initial Q Delay(0),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 Wile BackOfQ(50%),veh/In 0.4 0.0 6.5 1.0 0.0 1.3 1.0 0.0 5.7 0.2 0.0 0.4 LnGrp De]ay(d),s/veh 9.9 0.0 12.4 18.3 0.0 8.8 13.6 0.0 18.1 21.5 0.0 12.4 LnGrp LOS A B B A B B C B Approach Vol, veh/h 602 224 509 49 Approach Delay, s/veh 12.2 12.1 17.3 14.8 Approach LOS B B B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 29.7 23.0 29.7 23.0 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 Max Green Setting (Gmax), s 49.0 39.0 49.0 39.0 Max Q Clear Time (g_c+11), s 18.6 14.1 14.5 13.5 Green Ext Time (p -c), s 5.1 2.9 5.2 2.9 Intersection Summary HCM 2010 Ctrl Delay 14.1 HCM 2010 LOS B Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho MOVEMENT SUMMARY V Site: 2024 Site Plus Background AM Victory/Linder Roundabout 3 L2 S T1 18 R2 90 226 193 2.0 2.0 2.0 0.633 0.633 0.633 15.0 15.0 15.0 LOS C LOS LOS C 4.4 4.4 4.4 111.4 111.4 111.4 0.77 0.77 0.77 0.84 0.84 0.84 33.4 33.5 32.7 Approach 509 2.0 0.633 15.0 LOS C 4.4 111A 0.77 0.84 33.2 East: Victory Rd 7 2.0 0.048 3.9 LOSA 0.2 4.4 0.37 0.25 38.5 1 L2 77 2.0 0.229 5.9 LOS A 1.0 24.1 0.47 0.39 36.0 6 T1 140 2.0 0.229 5.9 LOS 1.0 24.1 0.47 0.39 36.0 16 R2 7 2.0 0.229 5.9 LOS A 1.0 24.1 0.47 0.39 35.0 Approach 223 2.0 0.229 5.9 LOS A 1.0 24.1 0.47 0.39 36.0 North: Linder Rd 7 L2 13 2.0 0.048 3.9 LOS A 0.2 4.4 0.37 0.25 39.5 4 T1 29 2.0 0.048 3.9 LOS A 0.2 4.4 0.37 0.25 39.7 14 R2 7 2.0 0.048 3.9 LOSA 0.2 4.4 0.37 0.25 38.5 Approach 49 2.0 0.048 3.9 LOS A 0.2 4.4 0.37 0.25 39.5 West: Victory Rd 5 L2 49 2.0 0.493 8.3 LOS A 3.1 78.9 0.38 0.23 35.5 2 T1 516 2.0 0.493 8.3 LOS A 3.1 78.9 0.38 0.23 35.5 11 12 R2 37 2.0 0.493 8.3 LOS A 3.1 78.9 0.38 0.23 34.5 Approach 601 2.0 0.493 8.3 LOS A 3.1 78.9 0.38 0.23 35.5 All Vehicles 1382 2.0 0.633 10.2 LOS 6 4.4 111.4 0.54 0.48 34.8 Level of Service (LOS) Method: Delay & v/c (HCM 2010). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are basedon average delay and v/c ratio (degree of saturation) per movement LOS F will result if We > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 2010). Roundabout Capacity Model: US HCM 2010. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude. Geometric Delay option applies. Gap -Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 6.1 1 Copyright ©2000-2015 Akcelik and Associates Pty Ltd I sidrasolutions.com Organisation: SIX MILE ENGINEERING PA i Processed: Monday, December 14, 2015 5:27:23 PM Project: X:\projects\771514\Traffic\SIDRA\Victory-Linder\Uctgory-Lindecsip6 HCM 2010 Signalized Intersection Summary 2024 Site + Background - Mitigation 1: Linder Road & Victory Road PM Peak Movement s EBL -• EBT '~ EBR WBL WBT "--4\ WBR NBL t� NBT NBR 1'. SBL 1 SBT 4/ SBR Lane Configurations I T+ 1785 1077 I 1853 ►j T. 1677 Vi T+ 1826 Traffic Volume (veh/h) 9 206 68 196 373 11 58 70 119 15 141 18 Future Volume (veh/h) 9 206 68 196 373 11 58 70 119 15 141 18 Number 1 6 16 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/In 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 10 224 74 213 405 12 63 76 129 16 153 20 Adj No. of Lanes 1 1 0 1 1 0 1 1 0 1 1 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 481 622 205 567 835 25 364 143 243 328 372 49 Arrive On Green 0.46 0.46 0.46 0.46 0.46 0.46 0.23 0.23 0.23 0.23 0.23 0.23 Sat Flow. veh/h 965 1341 443 1077 1800 53 1207 622 1055 1172 1614 211 Grp Volume(v), veh/h 10 0 298 213 0 417 63 0 205 16 0 173 Grp Sat Flow(s),veh/h/In 965 0 1785 1077 0 1853 1207 0 1677 1172 0 1826 Q Serve(g_s), s 0.3 0.0 4.2 6.2 0.0 6.1 1.8 0.0 4.2 0.5 0.0 3.2 Cycle Q Clear(g_c), s 6.4 0.0 4.2 10.4 0.0 6.1 5.0 0.0 4.2 4.7 0.0 3.2 Prop In Lane 1.00 0.25 1.00 0.03 1.00 0.63 1.00 0.12 Lane Grp Cap(c), vehlh 481 0 828 567 0 859 364 0 386 328 0 421 V/C Ratio(X) 0.02 0.00 0.36 0.38 0.00 0.49 0.17 0.00 0.53 0.05 0.00 0.41 Avail Cap(c_a), veh/h 1559 0 2820 1769 0 2928 886 0 1111 835 0 1210 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([) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 9.5 0.0 6.8 10.1 0.0 7.3 15.0 0.0 13.2 15.3 0.0 12.8 Incr Delay (d2), s/veh 0.0 0.0 0.3 0.4 0.0 0.4 0.2 0.0 1.1 0.1 0.0 0.6 Initial Q Delay(d3),slveh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Wile BackOfQ(50%),veh/In 0.1 0.0 2.1 1.9 0.0 3.1 0.6 0.0 2.1 0.2 0.0 1.7 LnGrp Delay(d),s/veh 9.5 0.0 7.0 10.5 0.0 7.7 15.2 0.0 14.4 15.4 0.0 13.5 LnGrp LOS A A B A B B B B Approach Vol, veh/h 308 630 268 189 Approach Delay, s/veh 7.1 8.7 14.6 13.6 Approach LOS A A B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 24.2 15.0 24.2 15.0 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 Max Green Setting (Gmax), s 62.0 26.0 62.0 26.0 Max Q Clear Time (g_c+ll), s 12.4 6.7 8.4 7.0 Green Ext Time (p -c), s 5.7 2.1 5.8 2.1 Intersection Summary HCM 2010 Ctrl Delay 10.1 HCM 2010 LOS B Six Mile Engineering, PA Brundage Estates Subdivision December 2015 Meridian, Idaho MOVEMENT SUMMARY V Site: 2024 Site Plus Background PM Victory/Linder Roundabout 3 L2 63 2.0 0.248 5.7 LOS A 1.1 27.5 0.40 0.29 38.6 8 T1 76 2.0 0.248 5.7 LOS A 1.1 27.5 0.40 0.29 38.7 18 R2 129 2.0 0.248 5.7 LOS A 1.1 27.5 0.40 0.29 37.6 Approach 268 2.0 0.248 5.7 LOS A 1.1 27.5 0.40 0.29 38.1 East: Victory Rd 1 L2 213 2.0 0.531 9.1 LOS A 3.5 88.1 0.45 0.29 34.3 6 T1 405 2.0 0.531 9.1 LOS A 3.5 88.1 0.45 0.29 34.4 16 R2 12 2.0 0.531 9.1 LOS A 3.5 88.1 0.45 0.29 33.4 Approach 630 2.0 0.531 9.1 LOS A 3.5 88.1 0.45 0.29 34.3 North: Linder Rd 7 L2 16 2.0 0.259 7.9 LOS A 1.0 25.6 0.60 0.60 37.6 4 T1 153 2.0 0.259 7.9 LOS A 1.0 25.6 0.60 0.60 37.7 14 R2 20 2.0 0.259 7.9 LOS A 1.0 25.6 0_60 0.60 36.7 Approach 189 2.0 0.259 7.9 LOS 1.0 25.6 0.60 0.60 37.6 West: Victory Rd 5 L2 10 2.0 0.321 7.1 LOS A 1.4 36.4 0.51 0.45 36.3 2 T1 224 2.0 0.321 7.1 LOS A 1.4 36.4 0.51 0.45 36.3 12 R2 74 2.0 0.321 7.1 LOS A 1:4 36.4 0.51 0.45 35.3 Approach 308 2.0 0.321 7.1 LOS A 1.4 36.4 0..51 0.45 36.1 All Vehicles 1396 2.0 0.531 7.8 LOS 3.5 88.1 0.47 0.37 35.8 Level of Service (LOS) Method: Delay & v/c (HCM 2010). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 2010). Roundabout Capacity Model: US HCM 2010. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap -Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 6.1 i Copyright 82000-2015 Akcelik and Associates Pty Ltd I sidrasolutions.com Organisation: SIX MILE ENGINEERING PA I Processed: Monday, December 14, 2015 5:29:10 PM Project: X:\projects\771514\Traffic\SIDFWViictory-Linder\Victgory-Lindecsip6