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PZ - Traffic Impact Study K I TT E LS O N 101 S CAPITOL BOULEVARD,SUITE 600 & ASSOCIATES P0ISE 208.3 826832 F 208.338.2685 February 28, 2020 Project#: 24710 Mr. Jon Wardle Brighton Corporation 2929 W. Navigator Drive, Ste. 400 Meridian, ID 83642 RE: Quenzer North 63(Black Cat)Subdivision Transportation Impact Study-Meridian, Idaho Dear Jon, This letter presents the results of the Transportation Impact Study(TIS)for the proposed Quenzer North 63 Subdivision located along Black Cat Road between Ustick Road and McMillan Road in Meridian, Idaho.This TIS examines the current transportation network and addresses the transportation impacts associated with background growth and the proposed development. We prepared this TIS based on our email correspondence and confirmation of the scope of work with Ada County Highway District (ACHD) in February 2020. This study was prepared per the requirements of the ACHD Policy Manual Section 7106 (Reference 1). Attachment A includes the scope of work and email confirmation from ACHD. This letter report is organized as follows: ■ Project Description ■ Existing Traffic Conditions ■ Scope of TIS ■ Transportation Impact Analysis ■ Traffic Study Methodology ■ Findings and Recommendations ■ Performance Measures Our study shows proposed Quenzer North 63 Subdivision development can be constructed while maintaining acceptable levels of service and safety on the surrounding transportation system as long as the recommended mitigations are in place. PROJECT DESCRIPTION The Quenzer Subdivision is located on the east side of Black Cat Road between Ustick Road and McMillan Road. The proposed site is currently vacant farmland and consists of approximately 72.31 acres. The site is in Ada County outside of Meridian's city limits and will be annexed into the City of Meridian through the development application process. Figure 1 shows the site vicinity. The development plan proposes to build approximately 187 single-family houses. Figure 2 illustrates the proposed development site plan. Access to the development is proposed via two full accesses on Black Cat Road. The is a stub street to the north of the site will be a connection in the future to other subdivisions once developed. Development of the site is expected to be completed in the year 2025. FILENAME:H:124124710-BLACK CAT RESIDENTIAL TISI REPORTI FINAL 124710 FINAL.DOCX Quenzer Subdivision Transportation Impact Study February 2020 k MCMILLAN RD O A Q U p U w J B J Z W H USTICK RD 0 0 E E 0 o SITE ,s E 14 0 0 ADA COUNTY 3 a w m F w d 0 n a Y 0 z U Site Vicinity Figure �- Site Access Intersections y a Ada County, Idaho 1 a IV/'l KITTELSON N &ASSOCIATES Quenzer Subdivision Transportation Impact Study February 2020 N 2 Z a a 0 82) u --- ---- ---- --- ------------- ------ ------------ C) 00 ID 21 B Figure Proposed Site Plan Provided by Brighton Corporation Ada County, Idaho IWFKITTELSON &ASSOCIATES Quenzer North 63 Subdivision TIS Project#:24710 February 28,2020 Page:4 SCOPE OF TIS The purpose of this study is to evaluate the potential transportation impacts of the proposed development on the roadway system. Based on the scoping process with ACHD, the study evaluated the proposed access driveways listed below: ■ Black Cat Road /Site Access A ■ Black Cat Road /Site Access B The following key items are included as part of the study: ■ Existing land-use, and transportation system conditions, including intersection and roadways within the site vicinity for a typical weekday (Tuesday—Thursday) a.m. and p.m. peak hour; ■ An annual growth rate of 2% was applied to existing traffic volumes for the roadways and intersections to estimate the local and regional growth in the study area for future year background analyses; ■ Trip generation, distribution, and trip assignment estimates were developed for the proposed Quenzer North 63 Subdivision; ■ Intersection and segment analysis of year 2025 total (year 2025 background traffic plus site- generated trips) traffic conditions during the weekday a.m. and p.m. peak hours; ■ Findings and recommendations. TRAFFIC STUDY METHODOLOGY The intersection operational analysis for signalized, stop-controlled, and yield-controlled intersections conducted for the TIS was prepared using Synchro 10 and following the 6th Edition Highway Capacity Manual (HCM 61" Edition) (Reference 2) analysis procedures. The Highway Capacity Manual 2000 (Reference 3) was utilized due to the ability report overall intersection v/c ratios for signalized intersections as required by ACHD policy, since the HCM 61" Edition does not report overall intersection v/c ratio. All of the study intersections are currently stop controlled.Therefore,existing signal timing information was not applicable. ACHD default analysis values were used for the ideal saturation flow rate (1,800 vphpl),while other inputs were gathered from field data (including truck percentages, peak hour factor, posted speeds, storage lengths, and pedestrian volumes). As per Policy 7106.6.2 in ACHD's Policy Manual, the existing peak hour factor was used for future conditions analyses if an existing intersection's PHF was greater than ACHD default of 0.90 and no capacity improvements were planned. All intersection level of service (LOS) analyses use the peak 15-minute flow rate during the weekday a.m. and p.m. peak hour. Using the peak 15-minute flow rate ensures that this analysis is based on a reasonable worst-case scenario. For this reason, the analysis reflects conditions that are only likely to occur for 15 minutes out of each average peak hour. As such, the transportation system will likely Kittelson&Associates,Inc. Boise,Idaho Quenzer North 63 Subdivision TIS Project#:24710 February 28,2020 Page:5 operate better than the conditions described in this report during all other time periods throughout the day. PERFORMANCE MEASURES The operating standards of ACHD were used to assess the traffic operations of the study intersections. Intersection Operating Standards ACHD uses performance standards based on LOS and volume-to-capacity. All analyses described in this report were performed in accordance with the procedures stated in the HCM 6th Edition (Reference 2). Refines LOS as a quality measure describing operational conditions within a traffic stream, generally in terms such as speed, delay, and travel time, freedom to maneuver, traffic interruptions, and comfort and convenience. When analyzing traffic conditions, LOS is used as a measure of performance (corresponding to delay) at an intersection with values ranging from LOS "A", indicating good operations and low vehicle delay, to LOS "F", which indicates an intersection at, or over capacity with high vehicle delay. The analyses were performed in accordance with the methodologies stated in Section 7106.6 of the ACHD Policy Manual and include consideration of separate left-and right-turn lanes as well as queuing impacts. Intersection and segment LOS is reported per ACHD thresholds on their roadway facilities. ACHD requires that roadway segments operate at a minimum of LOS E for Principal Arterials and Minor Arterials and at LOS D for Collectors. The acceptable volume-to-capacity ratio for signalized intersections is 0.90 for the overall intersection and 1.00 for each lane group. The acceptable volume- to-capacity ratio is 1.00 for the critical lane group at unsignalized intersections. All unsignalized intersections that have a projected LOS D or worse were evaluated to determine if a signal or roundabout is warranted.Additionally,Section 5108.6.4 identifies a maximum volume-to-capacity ratio at a roundabout to be 0.85, which is also reviewed for mitigations involving roundabouts. EXISTING CONDITIONS The existing conditions analysis identifies the current site conditions, including operational and geometric characteristics of the roadways within the study area. Transportation Facilities The transportation system inventory identifies the current characteristics of roadways within the study area. Major roadways within the study area were identified and catalogued, including transit facilities as well as pedestrian and bicycle infrastructure. Kittelson&Associates,Inc. Boise,Idaho Quenzer North 63 Subdivision TIS Project#:24710 February 28,2020 Page:6 Roadway Facilities Table 1 provides a summary of the existing roadway facilities included in this study within the vicinity of the site. Table 1. Existing Transportation Facilities and Roadways Functional c1sted On-Street Roadway Classification' d(rnph2) Sidewalks Bicycle Lanes Parking Black Cat Road Minor Arterial 2 50 Partial No No Notes:1 Per COMPASS 2040 Functional Street Classification Map(Reference 4);System;z mph represents miles per hour. Transit Facilities Valley Regional Transit(VRT) is a public transportation service provider that provides fixed route buses, and paratransit services within Ada and Canyon County. VRT's central bus station is located in downtown Boise and provides county and intercounty connections within the Treasure Valley. There are no bus routes servicing the immediate vicinity of the site. Pedestrian and Bicycle Facilities Within the site's vicinity, there are no pedestrian and bicycle facilities. Existing Traffic Conditions No existing intersections were required to be studied as part of the TIS. However, a 24-hour tube count was collected on Black Cat Road in front of the site during a typical midweek (Tuesday through Thursday) in December 2019 outside of the holiday travel weeks.Attachment B includes the tube count data. Existing Weekday AM and PM Peak Hour Volumes Existing traffic volumes for Black Cat Road in front of the site during the weekday a.m. and p.m. peak hours are shown below. LANE CONFIGURATIONS AM PEAK HOUR PM PEAK HOUR 1 1 Dt t Exhibit 1.Year 2020 Existing Traffic Volumes along Black Cat Road Kittelson&Associates,Inc. Boise,Idaho Quenzer North 63 Subdivision TIS Project#:24710 February 28,2020 Page:7 Existing Conditions Roadway Segment Analysis Peak hour existing roadway segment volumes were taken from the 24-hour tube count on Black Cat Road.Table 2 details peak hour, peak direction roadway segment volumes,and resultant LOS per ACHD District Policy 7106.3.3 for the ACHD roadway facilities. As shown in Table 2 the existing roadway segment currently meets ACHD standards and operate at acceptable LOS during the weekday a.m. and p.m. peak hour. Table 2.Year 2019 Existing Roadway Segment Operations-Weekday AM and PM Peak Hours � • . - - Volume/ Meets Roadway Segment Classification' �. - Direction Black Cat Road (Ustick Road to McMillan Road) Minor Arterial 17,704 E�:][ SB/360 Yes SB/390 Yes 11 Notes:1 Per COMPASS 2040 Functional Street Classification Map(Reference 4);'Travel lanes include the total number of lanes across the roadway's respective cross section CRASH HISTORY Crash data for the Black Cat Road between Ustick Road and McMillan Road was provided by the Idaho Transportation Department for the previous five years(2014-2018).This data was used to evaluate and document any potential crash trends occurring along study roadway. Table 3 summarizes the crash data for Black Cat Road segment.Attachment C contains the crash data reports provided by ITD. Table 3. Crash Data Summary(2014-2018) Crash pe Crash Severity Rear- Fixed Off Accident Roadway End Object Road Overturn Other PDO Injury Fatal Tota I Rate' Black Cat Road 2 2 4 2 0 4 6 10 0.71 (Ustick Rd to McMillan Rd) 'Accid nets/m il lion vehicles TRANSPORTATION IMPACT STUDY This section identifies how the study area's transportation system will operate under year 2025 traffic conditions with the proposed subdivision development. Year 2025 represents the anticipated six-year buildout of the subdivision. The impact of site-generated trips by the proposed development during the weekday a.m. and p.m. peak hours was examined as follows: ■ Future conditions were estimated using a 2% annual compound growth rate applied to existing traffic volumes to account for regional growth in the site vicinity. ■ Trip generation, trip distribution, and trip assignment were estimated for build-out of the proposed Quenzer North 63 Subdivision. Kittelson&Associates,Inc. Boise,Idaho Quenzer North 63 Subdivision TIS Project#:24710 February 28,2020 Page:8 ■ Site-generated trips were added to the year 2025 background traffic volumes along Black Cat Road. ■ Year 2025 total traffic conditions (build-out year of the proposed development with the Quenzer North 63 development site-generated traffic included) were analyzed at the site accesses during the weekday a.m. and weekday p.m. peak hours. Year 2025 Background Traffic Conditions No existing intersections or roadways were required to be studied as part of the TIS, therefore there are no intersections to be studied without the development in place. The roadway segment of Black Cat Road between Ustick Road and McMillan Road was evaluated under year 2025 background conditions. Planned Roadway Improvements Based on a review of the ACHD's Capital Improvement Plan (CIP) (Reference 5) and ACHD's Integrated Five Year Work Plan (Reference 6) the following projects are in the study area: ■ ACHD's Capital Improvement Plan (CIP) o 2021-2025: ■ RD2016-15: Black Cat Road (Ustick Road to McMillan Road). Reconstruct/widen from 2-lanes to 5-lanes. ■ ACHD's Integrated Five Year Work Plan (FYWP) o No projects in the study area. Background Growth An annual growth rate was used to account for general growth within the study area and region. Based on the growth rates derived from the COMPASS Regional Travel Demand Model and discussions with ACHD, a 2% annual compound growth rate was used for all roadways in the study area. The model includes several planned developments in the area that are not completed yet, therefore the growth rate of 2%will account for traffic from those developments. In-Process Developments The COMPASS Regional Travel Demand Model includes several planned developments in the study area that are not completed yet, therefore the background growth rate will account for traffic from those surrounding in-process developments. One additional in-process development was added. The Rapid Creek Subdivision is a 93 single family home subdivision on the west side of Black Cat Road between Ustick and McMillan. Quenzer's Site Access A aligns with Rapid Creek's only site access. Kittelson&Associates,Inc. Boise,Idaho Quenzer North 63 Subdivision TIS Project#:24710 February 28,2020 Page:9 Year 2025 Background Weekday AM and PM Volumes Year 2025 background traffic volumes reflect existing traffic counts plus 6 years of 2% annual compound growth and the Rapid Creek Subdivision volumes.Year 2025 background traffic volumes for the proposed Site Access A and Site Access B along Black Cat Road during the weekday a.m. and p.m. peak hours are shown below. 0 LANE CONFIGURATIONS AM PEAK HOUR PM PEAK HOUR 4 r 14 S} F 21� 12- I i 1 LANE CONFIGURATIONS AM PEAK HOUR PM PEAK HOUR � N t (t�� t C N Exhibit 2.Year 2025 Background Traffic Volumes along Black Cat Road Background Conditions Roadway Segment Analysis Peak hour background roadway segment volumes were taken from the 24-hour tube count on Black Cat Road and grown by a 2% annual compound growth rate. Table 4 details peak hour, peak direction roadway segment volumes, and resultant LOS per ACHD District Policy 7106.3.3 for the ACHD roadway facilities. As shown in Table 4 the background roadway segment currently meets ACHD standards and operate at acceptable LOS during the weekday a.m. and p.m. peak hour. Table 4.Year 2025 Background Roadway Segment Operations-Weekday AM and PM Peak Hour ACHD Peak _Weekday PM Peak Hour Hour Stcl . - [one-Way Volume volume/ M eets Volume/ Mee Roadway Segment Classification' (One-Way) Direction Std.? Direction Std.? Black Cat Road F�ILLIEE�11 SB/425 Yes SB/450 Yes (Ustick Road to McMillan Road) Notes:'Per COMPASS 2040 Functional Street Classification Map(Reference 4);'Travel lanes include the total number of lanes across the roadway's respective cross section Kittelson&Associates,Inc. Boise,Idaho Quenzer North 63 Subdivision TIS Project#:24710 February 28,2020 Page:10 Quenzer North 63 Subdivision Estimated Trip Generation The projected weekday daily,a.m.and p.m. peak hour vehicle trips for the proposed development were estimated based on the Trip Generation Manual, 10th Edition (Reference 7). Table 5 summarizes the estimated trip generation for the proposed Quenzer Subdivision. Table 5. Proposed Trip Generation ITE Daily Weekday AM Peak Hour Weekday PM Peak Hour Land Use Code Units Trips Total In Out Out Single Family Houses 210 1 187 f 1,849 138 34 104 185 117 69 As shown in Table 5, the proposed Quenzer Subdivision is estimated to generate a total of 1,849 daily net new trip ends, of these 138 are estimated to occur in the weekday a.m. peak hour (34 inbound / 104 outbound), and 185 are estimated to occur in the weekday p.m. peak hour (117 inbound / 69 outbound). Trip Distribution and Trip Assignment The distribution of site generated trips onto the roadway system was based on the area of impact model runs by COMPASS, review of the roadway system, and knowledge of travel patterns the area. The proposed distribution is shown in Figure 3. The trip assignment for build out of the project(assumed year 2025) is provided in Figure 3.These trips reflect the trip generation of the proposed development during a typical weekday a.m. and p.m. peak hour. Kittelson&Associates,Inc. Boise,Idaho Quenzer Subdivision Transportation Impact Study February 2020 N MCMILLAN RD 0 O �U iq1 C) SITE Q Y U Q J m B O l0 USTICK RD m OLANE CONFIGURATIONS AM PEAK HOUR PM PEAK HOUR A mE 18 C 24 -21 * �M O O W LL LANE CONFIGURATIONS AM PEAK HOUR PM PEAK HOUR a w N� d' *-14 W-9 ,31 s,21 N * q * W 1 I ! 00 MM Y 0 F TRIP DISTRIBUTION Trip Distribution and Trip Assignment Figure XX% PERCENTAGE Weekday AM and PM Peak Hours 3 •� STOP SIGN Ada County, Idaho IV/'l KITTELSON X &ASSOCIATES Quenzer North 63 Subdivision TIS Project#:24710 February 28,2020 Page:12 Year 2025 Total Traffic Conditions The year 2025 total traffic scenario analyzes how the study area's transportation system will operate with the site-generated trips from the build-out of the proposed Quenzer North 63 Subdivision. Year 2025 Total Traffic Volumes Site generated trips were added to the year 2025 background weekday a.m. and p.m. peak hour traffic volumes to arrive at year 2025 total traffic volumes. Total traffic volumes are shown in Figure 4. Table 6 summarizes the total traffic conditions at the site accesses for both peak hours. Attachment D contains the Year 2025 Total Traffic Operation Worksheets. Table 6.Year 2025 Site Access Operations-Weekday AM and PM Peak Hour LO De!ia�VrV/C I LO Intersection [t��AMY Peak Hour PM Peak Hour - NBL 0.01 A 8.3 0.02 A 8.5 Black Cat Road/Site Access A TWSC EBLTR 0.10 c 15.7 0.08 C 18.3 WBLTR 0.19 c 81.1 0.17 c 21.9 SBL 0.01 A 8.2 0.03 A 8.5 1 E 0. Black Cat Road/Site Access B TWSC SBLL 0.14 A 8.2 0.12 A 8.6 Notes:l V/C Ratio is defined as vehicle-to-capacity ratio which calculates the number of vehicles divided by the capacity of the roadway/intersection during the peak 15 minutes of the peak hour;'LOS=Level of Service;3 Delay is reported in seconds per vehicle;and Bold and italics and highlighted cells indicate an intersection and/or lane group operating below its jurisdiction's standards. As shown in Table 6, both site accesses are projected to operate within ACHD operational standards during both the weekday a.m. and p.m. peak hours. It should be noted on ACHD's Master Street Map (Reference 8) a single-lane roundabout is shown at Black Cat Road / Site Access B. The intersection operates acceptably, and a roundabout is not warranted at this time. Total Traffic Conditions Roadway Segment Analysis Peak hour total roadway segment volumes were taken from site access turning movements. Table 7 details peak hour, peak direction roadway segment volumes,and resultant LOS per ACHD District Policy 7106.3.3 for the ACHD roadway facilities. As shown in Table 7 the total traffic roadway segment currently meets ACHD standards and operate at acceptable LOS during the weekday a.m.and p.m. peak hour. Table 7.Year 2025 Total Roadway Segment Operations-Weekday AM and PM Peak Hour One-WayI ACHD Peak Weekday AM Peak Hour Weekday PM Peak Hour Hour Std. Volume Volume/ Meets Volume/ Meets Roadway Segment Classification (One-Way) Direction Std.? Direction Std.? Black Cat Road Arterial 2 E/575 SB/490 Yes SB/500 Yes (Ustick Road to McMillan Road) �Lnn.r �� Notes:1 Per COMPASS 2040 Functional Street Classification Map(Reference 4);'Travel lanes include the total number of lanes across the roadway's respective cross section Kittelson&Associates,Inc. Boise,Idaho Quenzer Subdivision Transportation Impact Study February 2020 N MCMILLAN RD � iq1 C) U SITE Q Y U Q J m ,B USTICK RD O LANE CONFIGURATIONS AM PEAK HOUR PM PEAK HOUR Ap A 0 M 8 C-�, � ~ C12---�4 r2s- 1 /� � O W LL LANE CONFIGURATIONS AM PEAK HOUR PM PEAK HOUR a w l d' �14 W-9 O N *1 I q i *!q i O H Year 2025 Total Traffic Volumes Figure •� STOP SIGN Weekday AM and PM Peak Hours 4 Ada County, Idaho IV/'1 KITTELSON X &ASSOCIATES Quenzer North 63 Subdivision TIS Project#:24710 February 28,2020 Page:14 SITE ACCESS EVALUATION This section evaluates the need for location, spacing, turn lanes, and intersection sight distance with respect to ACHD policy. All analyses and evaluation in this section is based on full build-out of the site in year 2025.Attachment E contains the worksheets for the turn lane warrant, queueing and additional operation analyses for site access evaluation. Figure 5 shows the approximate access spacing with respect to the new driveways. Quintale Street Lift Station Driveway (gated) `_ Private � Driveway OD CO bi____ _ Jordan Lane Figure 5.Access Spacing of Driveways Kittelson&Associates,Inc. Boise,Idaho Quenzer North 63 Subdivision TIS Project#:24710 February 28,2020 Page:15 Site Access A is planned as a two-way stop-controlled, full access intersection located approximately 1,740 feet south of the Black Cat Road/McMillan intersection across from the Rapid Creek Subdivision access and approximately 280 feet north of the nearest commercial driveway to the south that serves a pump station and approximately 1,180 ft south of the nearest public street, Quintale Street (local street). Site Access B (new Collector) is planned as a two-way, stop-controlled, three-legged, full intersection located approximately 1,380 feet south of Site Access A and approximately 460 south of the nearest private driveway and approximate 880 feet north of Jordan Lane (local street). Traffic Volume Threshold Evaluation Table 8 shows the estimated average daily traffic (ADT) on the site access roadways as compared with the streets.ACHD's planning ADT threshold for local roads is 2,000 vehicles. Site Access B is a proposed collector that would align with the proposed collectors on ACHD's Master Street Map (Reference 8). Table 8. 2025 Daily Traffic Estimates on Internal Roadways Estimated Estimated Existing 2025 Total ACHD ADT Classification Street ADTI ADT2 Planning ADT Threshold Meets ACHD Criteria? Site Access A 0 1,050 Local/2,000 Yes Site Access B 0 800 Collector/None N/A Notes:'There are no existing public streets within the proposed development;ZADT based on full build-out of the development. As shown in Table 8, no accesses/internal roadways exceed the ACHD maximum criteria for local streets of 2,000 ADT. Access Spacing Evaluation The proposed access points were reviewed related to ACHD access spacing requirements.ACHD access spacing requirements for a minor arterial is as follows: ■ Black Cat Road (Minor Arterial) access spacing criteria 0 1,320 feet between collector streets 0 660 feet between local streets 0 425 feet between driveways 0 660 feet from a signalized intersection. Based on the above criteria and comparing the access spacing, both of the development's proposed accesses meet ACHD access spacing standards between public streets. Access spacing with respect to the existing private driveways will not meet the 425'ACHD spacing, but these driveways are low volume and are anticipated to be replaced when the properties are redeveloped. Therefore, ACHD should accept the spacing of all the site accesses. Kittelson&Associates,Inc. Boise,Idaho Quenzer North 63 Subdivision TIS Project#:24710 February 28,2020 Page:16 Turn Lane Warrant Analysis An analysis of the need for right-turn and left-turn lanes was performed for the site accesses along Black Cat Road. The warrant analysis used the ACHD guidelines as presented in Section of 7106.4.3 of the ACHD Policy Manual.Table 9 shows the results of the turn lane analysis at the site access locations. Table 9.Turn Lane Analysis Results Site Access Turn Lane Warranted/Storage? Black Cat Road/Site Access A NB Right Turn Lane Yes SB Left Turn Lane Yes Black Cat Road/Site Access B NB Right Turn Lane Yes SB Left Turn Lane Yes Based on the analysis, a southbound left-turn lane is warranted at both Site Access A and Site Access B and a northbound right-turn lane is warranted at both Site Access A and Site Access B. Intersection Sight Distance Intersection sight distance was reviewed at the proposed access locations. Sight distance was not evaluated for on the planned internal roadways since these have yet to be designed or constructed. Site Access A Site Access A is a proposed full movement access located on Black Cat Road approximately 1,740 feet south of the Black Cat Road/McMillan intersection.Sight distance in both directions is greater than the 555 feet required by AASHTO for the two-lane roadway for the posted speed of 50 mph along Black Cat Road. Black Cat Road is relatively flat and there is over 1,000 feet of sight distance looking both north and south. Exhibit 3 below shows the sight distance looking north and south from the proposed access location. I : Exhibit 3. Sight Distance on Black Cat Road Looking North and South from Site Access A Kittelson&Associates,Inc. Boise,Idaho Quenzer North 63 Subdivision TIS Project#:24710 February 28,2020 Page:17 Site Access 8 Site Access B is a proposed full movement access located approximately 1,380 feet south of Site Access A. Sight distance in both directions is greater than the 555 feet required by AASHTO for the two-lane roadway for the posted speed of 50 mph along Black Cat Road. Black Cat Road is relatively flat and there is over 1,000 feet of sight distance looking both north and south. Exhibit 4 below shows the sight distance looking north and south from the proposed access location. f Exhibit 4. Sight Distance on Black Cat Road Looking North and South from Site Access B In addition to the above sight distance evaluation,the following recommendations have been identified to ensure adequate safety and operation at the site access points, internal intersections,and roadways: ■ Remove miscellaneous vegetation and shrubbery, and potential obstructions along Black Cat Road as necessary to obtain and maintain adequate intersection sight distance. ■ Site accesses should match the existing grade of the connected roadway at the intersection and back at least one car length. ■ Shrubbery, weeds, and landscaping near the internal intersections and site access points should be maintained to ensure adequate sight distance. ■ If widening occurs along any of the site access roads, care should be taken to ensure adequate grades and intersection sight distance is maintained. Kittelson&Associates,Inc. Boise,Idaho Quenzer North 63 Subdivision TIS Project#:24710 February 28,1020 Page:18 FINDINGS AND RECOMMENDATIONS The results of the transportation impact study indicate that the proposed Quenzer North 63 Subdivision can be constructed while maintaining acceptable levels of service and safety on the surrounding transportation system with the following recommended improvements: • Access A(North Access)-Construct a northbound right-turn lane and southbound left-turn lane with the minimum ACHD vehicle storage of 100 feet. • Access B(South Access)—Construct a northbound right-turn lane and southbound left-turn lane with the minimum ACHD vehicle storage of 100 feet. Please contact us if you have any questions. Sincerely, KITTELSON &ASSOCIATES, INC. Lauren Nuxoll, PE John Ringert, PE Engineer Senior Principal Engineer NAL oF`�SS�CE SfpNc/yam a� 0212.0 190�9]A �L o gTfOF�P� �. 9G�'fN E N��v Kittelson&Associates,Inc. Boise,Idaho Quenzer North 63 Subdivision TIS Project#:24710 February 28,2020 Page:19 REFERENCES 1. Ada County Highway District. Policy Manual Section 7106. December 12, 2018. 2. Transportation Research Board. Highway Capacity Manual, 61h Edition. April 2016. 3. Transportation Research Board. Highway Capacity Manual 2000. 2000. 4. Community Planning Association of Southwest Idaho. 2040 Functional Classification Map for Ada County and Canyon County. Approved January 28, 2013. Map background updated July 2019. 5. Ada County Highway District.ACHD 2016 Capital Improvements Plan. Amended November 14, 2018. 6. Ada County Highway District. Integrated Five Year Work Plan. September 25, 2019. 7. Institute of Transportation Engineers. Trip Generation Manual, 10th Edition. September 2017. 8. Ada County Highway District.Ada County Master Street Map. Amended May 16, 2018. ATTACHMENTS A. Proposed Scope of Work B. Existing Tube Counts C. Crash data D. Year 2027 Total Traffic Operation Worksheets E. Site Access Evaluation Worksheets Kittelson&Associates,Inc. Boise,Idaho Attachment A Proposed Scope of Work 1KK I TT E LS O N 101 S CAPITOL BOULEVARD,SUITE 301 & ASSOCIATES P0ISE 208.3 826832 F 208.338.2685 MEMORANDUM Date: January 8, 2020 Project#: 24710 To: Mindy Wallace -Ada County Highway District From: John Ringert, PE and Lauren Nuxoll Project: Quenzer Subdivision—Ada County, Idaho Subject: Proposed Scope of Work for the Transportation Impact Analysis This memorandum documents the scope and summarizes the assumptions for the transportation impact study (TIS) for the proposed Quenzer Subdivision. This project is located along Black Cat Road between Ustick Road and McMillan Road, outside of Meridian city limits, but within the Meridian Impact Area, as defined by the City's current boundary map (Reference 1). Figure 1 shows the site vicinity and project boundaries. The information presented in this memorandum was developed based on conversations with Brighton (property developer), previous information prepared for the project by COMPASS and ACHD, and our familiarity with the area and with the Ada County Highway District (ACHD) policies. This memorandum addresses the following items: ■ Project Description ■ Estimated Trip Generation and Distribution ■ Analysis Scenarios and Study Assumptions ■ Analysis Tools PROJECT DESCRIPTION The Quenzer Subdivision is located along Black Cat Road between Ustick Road and McMillan Road.The proposed site is currently vacant farmland and consists of approximately 72.31 acres. The site is currently in Ada County outside of Meridian's city limits and will be annexed into the City of Meridian through the development application process.The development plan proposes to build approximately 187 single-family houses. Figure 2 illustrates the proposed development site plan. FILENAME.•H.•124124710-BLACK CA T RESIDENTIAL TISI REPORTI SCOPING MEMO124710 SCOPING MEMO FINAL.DOCX Quenzer Subdivision Transportation Impact Study Deecmber 2019 N MCMILLAN RD A Q U p U w J B J Z W H USTICK RD 0 m 0 E E o' a F o SITE ,s 0 14 E of 0 ADA COUNTY 3 a w m F w d 0 n a Y 0 z U Site Vicinity Figure �- Site Access Intersections y a Ada County, Idaho 1 a IV/'l KITTELSON X &ASSOCIATES Quenzer Subdivision Transportation Impact Study December 2019 N 2 Z a a 0 6 M -Za— -------- ------------- C) --- ---------- ---------- 00 C). C 0.1 B Figure Proposed Site Plan Provided by Brighton Corporation Ada County, Idaho IWFKITTELSON &ASSOCIATES Quenzer Subdivision—Ada County,Idaho Project#:24710 January 8,2020 Page 4 Access to the development is proposed via two full accesses on Black Cat Road. The is a stub street to the north of the site will be a connection in the future to other subdivisions once developed. ESTIMATED TRIP GENERATION AND DISTRIBUTION The projected weekday daily,a.m.and p.m. peak hour vehicle trips for the proposed development were estimated based on the Trip Generation Manual, 10th Edition (Reference 2). Table 1 summarizes the estimated trip generation for the proposed Quenzer Subdivision. Table 1. Proposed Trip Generation ITE Daily Weekday AM Peak Hour Weekday PM Peak Hour Land Use Code Units Total In Out TotalOut Single Family Houses 210 187 1,849 138 34 104 185 117 69 As shown in Table 1, the proposed Quenzer Subdivision is estimated to generate a total of 1,849 daily net new trip ends, of these 138 are estimated to occur in the weekday a.m. peak hour (34 inbound / 104 outbound), and 185 are estimated to occur in the weekday p.m. peak hour (117 inbound / 69 outbound). Trip Distribution The distribution of site generated trips onto the roadway system was based on the area of impact model runs by COMPASS, review of the roadway system, and knowledge of travel patterns the area. The proposed distribution is shown in Figure 3. Kittelson&Associates,Inc. Boise,Idaho Quenzer Subdivision Transportation Impact Study Deecmber 2019 N MCMILLAN RD 0 O A U SITE o Y �i J o m o E 0 g 0 o E m Q o C) w 0 n USTICK RD 6 e a Proposed Trip Distribution Figure Trip Distribution Percentage XX% Ada County, Idaho 3 a x IWKITTELSON N &ASSOCIATES Quenzer Subdivision—Ada County,Idaho Project#:24710 January 8,2020 Page 6 ANALYSIS SCENARIOS & STUDY ASSUMPTIONS The proposed TIS assumptions for the analysis include: ■ Study Years: o Existing traffic conditions (Year 2019) o Buildout year (Year 2025) background traffic conditions (includes regional growth and in-process developments but no site development traffic) o Buildout year (Year 2025) total traffic conditions (includes background traffic volumes plus site-generated trips from the proposed development) ■ Time Periods: o Weekday a.m. Peak Hour (7-9 AM) o Weekday p.m. Peak Hour(4-6 PM) ■ Study Intersections: o All site accesses ■ Roadway Segments: o All internal collectors ■ Data Collection: o A tube count on Black Cat Road in front of the site was collected during a typical midweek (Tuesday through Thursday) in December 2019 to ensure they were collected during the school year but outside the holiday travel weeks. This count will be able to give us through volumes on Black Cat Road to study the site accesses. o For crash data, KAI will obtain historical crash data from ITD for the last 5 years on record. ■ Background Growth Rate and In-Process Developments: o To be consistent with previous studies in the area and the COMPASS models between the year 2019 and 2025, a 2%compound growth rate is proposed for this report. o Through discussions with COMPASS these growth rates already include approved (but not yet developed) projects in the area and no other projects are known in the area at this point. KAI requests that ACHD provide information in the response to this scope for any other background developments that should be included in the TIS (in addition to the normal background development growth included in the growth rate)as well as the approved traffic impacts studies for the developments. Kittelson&Associates,Inc. Boise,Idaho Quenzer Subdivision—Ada County,Idaho Project#:24710 January 8,2020 Page 7 ■ Access Spacing& Needs o Access locations will be evaluated with respect to ACHD policy and spacing requirements. o The need for traffic control and turn-lanes will also be evaluated at each site access. ■ Planned Transportation Improvements: o Based on our review of ACHD's Capital Improvement Plan adopted in August 2016 and amended in November 2018 (CIP, Reference 3), the following projects are in the study area: ■ 2021-2025: • RD2016-15: Black Cat Road (Ustick Road to McMillan Road). Reconstruct/widen from 2-lanes to 5-lanes. o Based on our review of ACHD's Integrated Five Year Work Plan (IFYWP, Reference 4), there were no projects in the study area. ANALYSIS TOOLS AND OPERATING STANDARDS The intersection operational analysis will be performed using the Highway Capacity Manual(HCM), 61h Edition analysis procedures (Reference 5).To ensure that this analysis is based on a reasonable worst- case scenario,the peak 15-minute flow rate during the weekday a.m. and p.m. peak hours will be used in the evaluation of all intersection level-of-service (LOS) and volume-to-capacity (V/C) ratios. The signalized and stop-controlled intersection operations analyses will be completed using Synchro 10 software, and if needed for supplemental analysis, HCS 7 software (version 7.40). For signalized intersection overall V/C ratios, the HCM 2000 procedure will be used because the HCM 61h Edition procedure does not produce an intersection overall V/C ratio. Roundabout intersection operations analyses will be completed using Sidra 7. The analysis will be performed in accordance with the methodologies stated in Section 7106.6 of the ACHD Policy Manual (Reference 6) and include consideration of separate left-and right-turn lanes as well as queuing impacts. Intersection and segment level-of-service will be reported per ACHD thresholds. ACHD requires that signalized intersections operate at a minimum of LOS "E"for Principal Arterials and Minor Arterials and LOS "D"for Collectors.All unsignalized intersections that have a projected LOS "D" or worse shall be evaluated to determine if a signal or roundabout is warranted. The acceptable volume-to-capacity ratio for signalized intersections is 0.90 for the overall intersection and 1.00 for each lane group. The acceptable volume-to-capacity ratio is 1.00 for the critical lane group at unsignalized intersections. Kittelson&Associates,Inc. Boise,Idaho Quenzer Subdivision—Ada County,Idaho Project#:24710 January 8,2020 Page 8 NEXT STEPS We request ACHD review this scoping memo and provide a response on the assumptions so that we can move forward with the study. Please contact John Ringert or Lauren Nuxoll at 208.338.2683 or Inuxoll@kittelson.com if you have any questions or comments on the information presented in this memorandum. REFERENCES 1. City of Meridian, Idaho. City of Meridian Zoning Map. Updated November 4, 2019. 2. Institute of Transportation Engineers. Trip Generation Manual, 10th Edition. September 2017. 3. Ada County Highway District. Capital Improvements Plan. Published August 24, 2016.Amended November 14, 2018. 4. Ada County Highway District. Five Year Integrated Work Plan 2019-2023. September 26, 2018. 5. Transportation Research Board. Highway Capacity Manual 61h Edition. Washington D.C. 2015. 6. Ada County Highway District. Policy Manual. 2010. Kittelson&Associates,Inc. Boise,Idaho Lauren Nuxoll From: Mindy Wallace <Mwallace@achdidaho.org> Sent: Wednesday, February 12, 2020 7:06 AM To: Lauren Nuxoll Subject: Re: Quenzer Subdivision TIS Scoping Memo Hi Lauren, We have no comments on the scope of work for the Quenzer project. Thanks, Mindy From: Lauren Nuxoll <Inuxoll@kittelson.com> Sent:Tuesday, February 4, 2020 9:12 AM To: Mindy Wallace<Mwallace@achdidaho.org> Cc:John Ringert<JRINGERT@kittelson.com> Subject: RE: Quenzer Subdivision TIS Scoping Memo [THIS EMAIL ORIGINATED EXTERNALLY. PLEASE USE CAUTION WHEN OPENING ATTACHMENTS OR LINKS INSIDE THIS EMAIL.] Hi Mindy, Sorry for the second email, but I also wanted to see if ACHD has any comments on this scoping memo as well. We'd be happy to discuss anything ACHD has questions about. We're getting pressure from the same client as Corbett. Thanks! Lauren Lauren Nuxoll, PE Engineer Kittelson &Associates. Inc. Transportation Engineering/Planning 208.472.9817 (direct) From: Lauren Nuxoll Sent: Wednesday,January 8, 2020 3:52 PM To: Mindy Wallace<Mwallace@achdidaho.org> Cc:John Ringert<JRINGERT@kittelson.com> Subject: Quenzer Subdivision TIS Scoping Memo Hi Mindy, Attached is the TIS scoping memo for the Quenzer Subdivision on Black Cat Road in Meridian. Please let us know if you have any questions or comments. i Attachment B Existing Tube Counts L2 Data Collection Study: KITT0153 1-21DataCollection.com Type:Volume/Direction Idaho(208)860-7554 Utah (801)413-2993 Black Cat Rd b Ustick Rd&McMillian Rd VOL Tech:Judd/Klaren Date Start:23-Jan-20 Count:Axle Hits/2 Date End:23-Jan-20 Black Cat Rd between Ustick&McMillan Meridian, Idaho Start 23-Jan-20 Total Time Thu SB NB 12:00 AM 2 3 5 12:15 1 2 3 12:30 2 1 3 12:45 0 2 2 01:00 3 2 5 01:15 1 1 2 01:30 2 1 3 01:45 0 2 2 02:00 0 0 0 02:15 1 1 2 02:30 1 0 1 02:45 2 2 4 03:00 5 2 7 03:15 2 0 2 03:30 2 0 2 03:45 0 4 4 04:00 5 2 7 04:15 2 3 5 04:30 4 3 7 04:45 10 6 16 05:00 6 5 11 05:15 12 4 16 05:30 26 11 37 05:45 29 15 44 06:00 26 19 45 06:15 38 17 55 06:30 64 27 91 06:45 62 45 107 07:00 85 62 147 07:15 118 73 191 07:30 86 77 163 07:45 76 84 160 08:00 80 83 163 08:15 87 60 147 08:30 96 68 164 08:45 118 72 190 09:00 83 58 141 09:15 73 68 141 09:30 84 46 130 09:45 52 44 96 10:00 46 46 92 10:15 67 43 110 10:30 57 34 91 10:45 54 48 102 11:00 58 38 96 11:15 50 49 99 11:30 62 50 112 11:45 66 66 132 Total 1806 1349 3155 Percent 57.2% 42.8% Peak - 08:15 07:15 - - - - - - 07:15 Vol. - 384 317 - - - - - - 677 P.H.F. 0.814 0.943 0.886 Page 1 L2 Data Collection Study: KITT0153 1-21DataCollection.com Type:Volume/Direction Idaho(208)860-7554 Utah (801)413-2993 Black Cat Rd b Ustick Rd&McMillian Rd VOL Tech:Judd/Klaren Date Start:23-Jan-20 Count:Axle Hits/2 Date End:23-Jan-20 Black Cat Rd between Ustick&McMillan Meridian, Idaho Start 23-Jan-20 Total Time Thu SB NB 12:00 PM 62 46 108 12:15 46 54 100 12:30 50 46 96 12:45 73 43 116 01:00 50 52 102 01:15 51 40 91 01:30 49 46 95 01:45 62 52 114 02:00 52 44 96 02:15 60 60 120 02:30 77 62 139 02:45 72 66 138 03:00 62 72 134 03:15 70 73 143 03:30 92 75 167 03:45 116 76 192 04:00 92 115 207 04:15 84 86 170 04:30 98 81 179 04:45 80 74 154 05:00 96 70 166 05:15 94 90 184 05:30 106 84 190 05:45 87 92 179 06:00 79 72 151 06:15 58 58 116 06:30 48 52 100 06:45 54 44 98 07:00 41 36 77 07:15 32 30 62 07:30 35 27 62 07:45 28 40 68 08:00 36 26 62 08:15 26 25 51 08:30 15 28 43 08:45 26 22 48 09:00 29 30 59 09:15 14 18 32 09:30 8 10 18 09:45 8 10 18 10:00 11 13 24 10:15 10 12 22 10:30 7 7 14 10:45 2 5 7 11:00 5 3 8 11:15 2 6 8 11:30 6 5 11 11:45 2 8 10 Total 2363 2186 4549 Percent 51.9% 48.1% Peak - 15:45 15:45 - - - - - - 15:45 Vol. - 390 358 - - - - - - 748 P.H.F. 0.841 0.778 0.903 Grand 4169 3535 7704 Total Percent 54.1% 45.9% Page 2 Attachment C Crash Data Total Crashes: 17 Total Fatalities: 0 Total Units: 29 Total Injuries: 12 Total People: 36 Report Criteria: Segment Code Milepost Listing Report Segment Code:002576 Milepost Range:18.46 to 19.46 Counties:ALL,Cities:ALL-In City And Rural, Black Cat Road(Ustick Rd to McMillan Rd) Data From:2018,2017,2016,2015,2014, Accident JJ Segment Code Milepost Vehicle Type Driver Action Unit Travel Direction Most Harmful Event Event Relation to Junction Event Relation To Road Contributing Circumstance 1 Contributing Circumstance 2 Contributing Circumstance 3 Road Condition Weather Surface Light Serial Number AccidentDate Severity 3 002576 18.599 Pickup Going Straight S Overturn Nonjunction Left Shoulder Speed Too Fast For Conditions None None None Cloudy Snow Dawn or Dusk 18C481115 2/22/2018 B Injury Accident 4 002576 18.705 Pickup Going Straight N Other Fixed Object Nonjunction On Roadway Alcohol Impaired Failed to Obey Signal None Loose Gravel/Seal Coat Clear Mud/dirt/gravel Dark,No Street Lights 16C420660 2/5/2016 C Injury Accident 5 002576 18.729 SUV/Crossover Going Straight N Ditch Nonjunction Left Shoulder Failed to Maintain Lane Physical Impairment Drove Left of Center None Clear Dry Day 14C370035 5/8/2014 Property Dmg Report 6 002576 18.748 Car Going Straight N Ditch Nonjunction Outside Right-Of-Way Alcohol Impaired Asleep,Drowsy,Fatigued None None Clear Dry Dark,No Street Lights 14C380849 10/3/2014 C Injury Accident 7 002576 18.837 Pickup Going Straight N Embankment Nonjunction On Roadway Alcohol Impaired Inattention None Ruts/Bumps/Holes Clear Mud/dirt/gravel Dark,No Street Lights 16C424838 4/2/2016 Property Dmg Report 8 002576 18.992 Car Going Straight N Utility/Light Support Nonjunction Right Shoulder Inattention Asleep,Drowsy,Fatigued None High/Low Shoulder Clear Dry Dark,No Street Lights 18C498572 9/30/2018 CInjury Accident 9 002576 19.042 Car Parked Vehicle N Rear-End Nonjunction None None None None Fog Ice Dark,No Street Lights 17C447238 1/5/2017 Property Dmg Report 002576 19.042 Pickup Parked Vehicle N Rear-End Nonjunction On Roadway None None None 17C447238 1/5/2017 Property Dmg Report 002576 19.042 Car Slowing in Traffic N Rear-End Nonjunction On Roadway Speed Too Fast For Conditions None None 17C447238 1/5/2017 Property Dmg Report 002576 19.042 Pickup Slowing in Traffic N Rear-End Nonjunction On Roadway Speed Too Fast For Conditions None None 17C447238 1/5/2017 Property Dmg Report 10 002576 19.267 Pickup Going Straight N Non-Contact Unit Nonjunction On Roadway None None Failed to Maintain Lane None Clear Dry Dark,Street Lights On 18C502347 11/2/2018 Property Dmg Report 002576 19.267 Car Going Straight S Embankment Nonjunction Left Shoulder None None None 18C502347 11/2/2018 Property Dmg Report 11 002576 19.370 1 Construction Equipment lGoing Straight S Overturn Nonjunction Right Shoulder Failed to Maintain Lane None None None Cloudy Dry Day 17C463465 8/7/2017 Alnjury Accident 12 002576 19.420 Car Going Straight S Rear-End Nonjunction 10n Roadway 11nattention I Distracted IN or ON Vehicle INone INone lClear I Dry iDay 18C486206 5/3/2018 1 C Injury Accident 002576 19.420 Icar IStopped in Traffic IS Rear-End Nonjunction I INone INone INone I I I I 18C486206 5/3/2018 IC Injury Accident Attachment D Year 2027 Total Traffic Operational Worksheets HCM 6th TWSC Weekday AM Peak Hour 201: Black Cat Road & Rapid Creek Access/Site Access A Quenzer North 63 Subdivision Intersection Int Delay,s/veh 1.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol,veh/h 14 0 21 31 0 27 6 371 10 9 410 4 Future Vol,veh/h 14 0 21 31 0 27 6 371 10 9 410 4 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 Veh in Median Storage,# 0 0 0 0 Grade, % 0 0 0 0 Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles, % 0 0 0 0 0 0 0 2 0 0 2 0 Mvmt Flow 16 0 23 34 0 30 7 412 11 10 456 4 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 925 915 458 922 912 418 460 0 0 423 0 0 Stage 1 478 478 - 432 432 - - - - - - - Stage 2 447 437 - 490 480 - - - Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.5 - - - Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.5 - - - Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.2 2.2 Pot Cap-1 Maneuver 252 275 607 253 276 639 1112 1147 - Stage 1 572 559 - 606 586 - - - Stage 2 595 583 - 564 558 - - - Platoon blocked,% Mov Cap-1 Maneuver 237 270 607 240 270 639 1112 - 1147 - Mov Cap-2 Maneuver 237 270 - 240 270 - - - Stage 1 567 552 601 581 Stage 2 563 578 536 551 Approach EB WB NB SB HCM Control Delay,s 15.7 18.1 0.1 0.2 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity(veh/h) 1112 374 338 1147 HCM Lane V/C Ratio 0.006 0.104 0.191 0.009 HCM Control Delay(s) 8.3 0 15.7 18.1 8.2 0 HCM Lane LOS A A C C A A HCM 95th%tile Q(veh) 0 - 0.3 0.7 0 H:124124710-Black Cat Residential TISlsynchro124710_total-am.syn Synchro 10 Report Kittelson&Assocaites, Inc. Page 1 HCM 6th TWSC Weekday AM Peak Hour 202: Black Cat Road & Site Access B Quenzer North 63 Subdivision Intersection Int Delay,s/veh 0.9 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol,veh/h 31 14 373 10 5 458 Future Vol,veh/h 31 14 373 10 5 458 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, % 0 0 2 0 0 2 Mvmt Flow 34 16 414 11 6 509 Major/Minor Minorl Majorl Major2 Conflicting Flow All 941 420 0 0 425 0 Stage 1 420 - - - - - Stage 2 521 - Critical Hdwy 6.4 6.2 4.1 Critical Hdwy Stg 1 5.4 - - Critical Hdwy Stg 2 5.4 - - Follow-up Hdwy 3.5 3.3 2.2 Pot Cap-1 Maneuver 295 638 1145 Stage 1 667 - - Stage 2 600 - - Platoon blocked,% Mov Cap-1 Maneuver 293 638 1145 Mov Cap-2 Maneuver 293 - - Stage 1 662 Stage 2 600 Approach WB NB SB HCM Control Delay,s 16.9 0 0.1 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity(veh/h) 352 1145 HCM Lane V/C Ratio 0.142 0.005 HCM Control Delay(s) 16.9 8.2 0 HCM Lane LOS C A A HCM 95th%tile Q(veh) 0.5 0 - H:124124710-Black Cat Residential TISlsynchro124710_total-am.syn Synchro 10 Report Kittelson&Assocaites, Inc. Page 2 HCM 6th TWSC Weekday PM Peak Hour 201: Black Cat Road & Rapid Creek Access/Site Access A Quenzer North 63 Subdivision Intersection Int Delay,s/veh 1.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol,veh/h 8 0 12 21 0 18 21 413 35 31 455 14 Future Vol,veh/h 8 0 12 21 0 18 21 413 35 31 455 14 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 Veh in Median Storage,# 0 0 0 0 Grade, % 0 0 0 0 Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles, % 0 0 0 0 2 0 0 2 0 0 2 0 Mvmt Flow 9 0 13 23 0 20 23 459 39 34 506 16 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 1117 1126 514 1114 1115 479 522 0 0 498 0 0 Stage 1 582 582 - 525 525 - - - - - - - Stage 2 535 544 - 589 590 - - - Critical Hdwy 7.1 6.5 6.2 7.1 6.52 6.2 4.1 4.1 Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.52 - - - Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.52 - - - Follow-up Hdwy 3.5 4 3.3 3.5 4.018 3.3 2.2 2.2 Pot Cap-1 Maneuver 186 207 564 187 208 591 1055 1076 - Stage 1 502 502 - 540 529 - - - Stage 2 533 522 - 498 495 - - - Platoon blocked,% Mov Cap-1 Maneuver 170 192 564 172 193 591 1055 - 1076 - Mov Cap-2 Maneuver 170 192 - 172 193 - - - Stage 1 487 479 524 513 Stage 2 500 506 464 473 Approach EB WB NB SB HCM Control Delay,s 18.3 21.9 0.4 0.5 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity(veh/h) 1055 293 256 1076 HCM Lane V/C Ratio 0.022 0.076 0.169 0.032 HCM Control Delay(s) 8.5 0 18.3 21.9 8.5 0 HCM Lane LOS A A C C A A HCM 95th%tile Q(veh) 0.1 - 0.2 0.6 0.1 H:124124710-Black Cat Residential TISlsynchro124710_total-pm.syn Synchro 10 Report Kittelson&Assocaites, Inc. Page 1 HCM 6th TWSC Weekday PM Peak Hour 202: Black Cat Road & Site Access B Quenzer North 63 Subdivision Intersection Int Delay,s/veh 0.7 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol,veh/h 21 9 459 35 16 472 Future Vol,veh/h 21 9 459 35 16 472 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, % 0 0 2 0 0 2 Mvmt Flow 23 10 510 39 18 524 Major/Minor Minorl Majorl Major2 Conflicting Flow All 1090 530 0 0 549 0 Stage 1 530 - - - - - Stage 2 560 - Critical Hdwy 6.4 6.2 4.1 Critical Hdwy Stg 1 5.4 - - Critical Hdwy Stg 2 5.4 - - Follow-up Hdwy 3.5 3.3 2.2 Pot Cap-1 Maneuver 240 553 1031 Stage 1 594 - - Stage 2 576 - - Platoon blocked,% Mov Cap-1 Maneuver 234 553 1031 Mov Cap-2 Maneuver 234 - - Stage 1 579 Stage 2 576 Approach WB NB SB HCM Control Delay,s 19.4 0 0.3 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity(veh/h) 283 1031 HCM Lane V/C Ratio 0.118 0.017 HCM Control Delay(s) 19.4 8.6 0 HCM Lane LOS C A A HCM 95th%tile Q(veh) 0.4 0.1 - H:124124710-Black Cat Residential TISlsynchro124710_total-pm.syn Synchro 10 Report Kittelson&Assocaites, Inc. Page 2 Attachment E Site Access Evaluation Worksheets Figure 3— Left-Turn Lane Guidelines for Two-Lane Roads, 50 mph 5?i E'4[JrrS 3C3 C. Left Turn Lane -[a arran e 5C•5 51.3 `v 0 3 CC' G G K] O Left-Tun Lane Not Wa ranted zos 1[a y C 1-0 C•JG '_OC 40_ 51. 6_0 '00 Advancing Volume(VyJ,-Wh The following data are required: 1. Opposing Volume (veh/hr) - VO - The opposing volume is to include only the right-turn and through movements in the opposite direction of the left-turning vehicle. 2. Advancing Volume (veh/hr) - VA - The advancing volume is to include the right-turn, left-turn and through movements in the same direction as the left-turning vehicle. 3. Operating Speed (mph)-The greatest of anticipated operating speed, measured 85th percentile speed or posted speed. 4. Percentage of left-turns in VA Left-turn lane is not needed for left-turn volume less than 10 vph. However, criteria other than volume, such as crash experience, may be used to justify a left-turn lane. The appropriate trend line is identified on the basis of the percentage of left-turns in the advancing volume, rounded up to the nearest percentage trend line. If the advancing and opposing volume combination intersects above or to the right of this trend line, a left-turn lane is appropriate. Source: NCHRP Report 279 and 457 Adopted: Res.469(7/13/94) 7100-37 Revised: Res.675(1/29/03);Res.904(8/19/09);Ord.217(9/14/11);Ord. 232(12/7/16); Ord. 233 (1/25/17); Ord.238(12/12/18) Figure 3— Left-Turn Lane Guidelines for Two-Lane Roads, 50 mph 5?i E'4[JrrS 3C3 C. Left Turn Lane -[a arran e 5C•5 51.3 `v 0 3 CC' G G K] O Left-Tun Lane Not Wa ranted zos 1[a y C 1-0 C•JG '_OC 40_ 51. 6_0 '00 Advancing Volume(VyJ,-Wh The following data are required: 1. Opposing Volume (veh/hr) - VO - The opposing volume is to include only the right-turn and through movements in the opposite direction of the left-turning vehicle. 2. Advancing Volume (veh/hr) - VA - The advancing volume is to include the right-turn, left-turn and through movements in the same direction as the left-turning vehicle. 3. Operating Speed (mph)-The greatest of anticipated operating speed, measured 85th percentile speed or posted speed. 4. Percentage of left-turns in VA Left-turn lane is not needed for left-turn volume less than 10 vph. However, criteria other than volume, such as crash experience, may be used to justify a left-turn lane. The appropriate trend line is identified on the basis of the percentage of left-turns in the advancing volume, rounded up to the nearest percentage trend line. If the advancing and opposing volume combination intersects above or to the right of this trend line, a left-turn lane is appropriate. Source: NCHRP Report 279 and 457 Adopted: Res.469(7/13/94) 7100-37 Revised: Res.675(1/29/03);Res.904(8/19/09);Ord.217(9/14/11);Ord. 232(12/7/16); Ord. 233 (1/25/17); Ord.238(12/12/18) Figure 6— Right-Turn Lane Guidelines for Two-Lane Roadways 'e ' — _ — � � , ' c = � p � � — 4� � , . . . . . . . . . . . 2E um Co mm roo acz DOC 1 CCz ``ou Maj Dr-Road vmume(one mFemiio ),vemm The following data are required: 1. Advancing Volume (voh/hr) ' The advancing volume is to include the right-turn, |aft' unn and through movements in the same direction as the right-turning vehicle. 2. Right-Turning Volume (veh/hr) ' The right-turning volume is the number of advancing vehicles turning right. 3. Operating Speed (mph) ' The greatest of anticipated operating speed, measured 85th percentile speed nr posted speed. Note: Right-turn lane is not needed for right-turn volume |eaa than 10 vph. Howavar, criteria other than volume, o.g. crash experience, maybe used tn justify a right-turn lane. If the combination of major road approach volume and right-turn volume intersects above or to the right of the speed trend line corresponding to the major road operating opoad, then a right-turn lane is appropriate. Source: NCHRP Report 270 and 457 Adopted: Res.4O8(7/13894) 7100-40 Revised: Res.675(1/20/03);Rea.004(8/10/00);Ord.217(0/14/11); Ord. 232 (12/7/16); Ord. 233 Figure 6— Right-Turn Lane Guidelines for Two-Lane Roadways 'e ' — _ — � � , ' c = � p � � — 4� � , . . . . . . . . . . . 2E um Co mm roo acz DOC 1 CCz ``ou Maj Dr-Road vmume(one mFemiio ),vemm The following data are required: 1. Advancing Volume (voh/hr) ' The advancing volume is to include the right-turn, |aft' unn and through movements in the same direction as the right-turning vehicle. 2. Right-Turning Volume (veh/hr) ' The right-turning volume is the number of advancing vehicles turning right. 3. Operating Speed (mph) ' The greatest of anticipated operating speed, measured 85th percentile speed nr posted speed. Note: Right-turn lane is not needed for right-turn volume |eaa than 10 vph. Howavar, criteria other than volume, o.g. crash experience, maybe used tn justify a right-turn lane. If the combination of major road approach volume and right-turn volume intersects above or to the right of the speed trend line corresponding to the major road operating opoad, then a right-turn lane is appropriate. Source: NCHRP Report 270 and 457 Adopted: Res.4O8(7/13894) 7100-40 Revised: Res.675(1/20/03);Rea.004(8/10/00);Ord.217(0/14/11); Ord. 232 (12/7/16); Ord. 233