ACHD Draft Report MPP21-0027 Tessera Ranch V1 Development Services Department
Project/File: Tessera Ranch/ MPP21-0027/ H-2022-0020
This is an annexation with rezone and a preliminary plat application to allow for the
development of 568 lots on 123-acres.
Lead Agency: City of Meridian
Site address: 4035 & 4185 S. Linder Road and
S1226417350 & S1226417225 ,
Staff Approval: XXXX, 202X r
Applicant: Patrick Connor
Providence Properties, LLC
701 S. Allen Street, #104 �
Meridian, ID 83642
Staff Contact: Dawn Battles, Planner
Phone: 387-6218 °
E-mail: dbattles@achdidaho.org
A. Findings of Fact
1. Description of Application: The applicant is requesting approval of annexation with rezone of
123 acres from RUT (Rural-Urban Transition) to residential zones R-2 (27-acres), R-4 (6-acres),
R-8 (78-acres) and R-15 (17-acres) and a preliminary plat application to allow for the
development of 568 lots consisting of 393 single family lots, 75 townhome lots, 5 common
driveway lots and 45 common lots. The two existing homes and accessory structures are
proposed to be removed. The applicant's rezone proposal is consistent with the City of Meridian's
future land use map which designates this site as medium density residential.
2. Description of Adjacent Surrounding Area:
Direction Land Use Zoning
North Rural-Urban Transition Ada Count RUT
South Rural-Urban Transition (Ada County) RUT
East Medium Density Residential & Estate Residential/ Rural- R-4 & R1/ RUT
Urban Transition (Ada County)
West Rural-Urban Transition (Ada County) RUT
3. Site History: ACHD staff previously reviewed this site as MPP19-0022/ H-2020-0012 for
Cedarbrook Subdivision in June 2020. The requirements of this staff report are updated to reflect
the current proposed site plan.
4. Adjacent Development: The following developments are pending or underway in the vicinity of
the site:
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• Burnside Ridge Estates, a 299 lot development consisting of 275 single family lots and 24
common lots located directly adjacent to the north of the site and is currently under review
by ACHD.
5. Transit: Transit services are not available to serve this site.
6. Pathway Crossings: United States Access Board R304.5.1.2 Shared Use Paths. In shared use
paths, the width of curb ramps runs and blended transitions shall be equal to the width of the
shared use path.
AASHTO's Guidelines for the Development of Bicycle Facilities 5.3.5 Other Intersection
Treatments: The opening of a shared use path at the roadway should be at least the same width
as the shared use path itself. If a curb ramp is provided, the ramp should be the full width of the
path, not including any flared sides if utilized. . . . Detectable warnings should be placed across
the full width of the ramp.
FHWA's "Designing Sidewalks and Trails for Access" (1999) reflected common ADA-related
concepts: Chapter 6, Page 16-6: The width of the ramp should be at least as wide as the average
width of the trail to improve safety for users who will be traveling at various speeds. In addition,
the overall width of the trail should be increased, so the curb ramp can be slightly offset to the
side. The increased width reduces conflict at the intersection by providing more space for users at
the bottom of the ramp.
7. New Center Lane Miles: The proposed development includes 4.3 centerline miles of new public
road.
8. Impact Fees: There will be an impact fee that is assessed and due prior to issuance of any
building permits. The assessed impact fee will be based on the impact fee ordinance that is in
effect at that time. The impact fee assessment will not be released until the civil plans are
approved by ACHD.
9. Capital Improvements Plan (CIP)/ Integrated Five Year Work Plan (IFYWP):
• Victory Road is scheduled in the IFYWP to be widened to 3-lanes from Linder Road to
Meridian Road with the design year in 2026 and the construction date has not been
determined.
• Linder Road is listed in the CIP to be widened to 3-lanes from Victory Road to Amity Road
between 2036 and 2040.
• The intersection of Victory Road and Linder Road is listed in the CIP to be reconstructed as
a single lane roundabout between 2036 and 2040.
• The intersection of Amity Road and Linder Road is listed in the CIP to be reconstructed as a
single-lane roundabout with a westbound right-turn bypass lane with 4-lanes on the north
leg, 4-lanes on the south, 2-lanes on the east, and 2-lanes on the west leg between 2036
and 2040.
• The intersection of Amity Road/SH-69 is listed in the CIP to be widened to 6-lanes on the
north leg, 6-lanes on the south, 7-lanes on the east, and 7-lanes on the west leg and
signalized between 2031 and 2035.
10. Roadways to Bikeways Master Plan: ACHD's Roadways to Bikeways Master Plan (BMP) was
adopted by the ACHD Commission in May of 2009 and was update in 2018. The plan seeks to
implement the Planned Bicycle Network to support bicycling as a viable transportation option for
Ada County residents with a wide range of ages and abilities, maintain bicycle routes in a state of
good repair in order to ensure they are consistently available for use, promote awareness of
existing bicycle routes and features and support encouragement programs and to facilitate
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coordination and cooperation among local jurisdictions in implementing the Roadways to
Bikeways Plan recommendations.
The BMP identifies Linder Road and Amity Road as Level 3 facilities that will be constructed as
part of a future ACHD project. The BMP also identifies level 1 facilities on the new collector
roadways shown on the Master Street Map (MSM) within the site. The applicant will construct the
new collector roadways consistent with the MSM and the Roadways to Bikeways Master plan.
B. Traffic Findings for Consideration
1. Trip Generation: This development is estimated to generate 4,253 vehicle trips per day; 427
vehicle trips per hour in the PM peak hour, based on the traffic impact study.
2. Traffic Impact Study
CR Engineering prepared a traffic impact study for the proposed (Burnside) Jackson Ridge
Estates The executive summary of the findings as presented by CR Engineering can be found
as Attachment 3. ACHD has reviewed the submitted traffic impact study for consistency with
ACHD policies and practices and may have additional requirements beyond what is noted in the
summary. ACHD Staff comments on the submitted traffic impact study can be found below under
staff comments.
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a. Policy:
Mitigation Proposals: Mitigation recommendations shall be provided within the report. At a
minimum, for each roadway segment and intersection that does not meet the minimum
acceptable level of service planning threshold or v/c ratio, the report must discuss feasible
measures to avoid or reduce the impact to the system. To be considered adequate, measures
should be specific and feasible. Mitigation may also include:
• Revision to the Phasing Plan to coincide with the District's planning Capital Projects.
• Reducing the scope and/or scale of the project.
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Alternative Mitigation Measures: 7106.7.3 states that if traditional mitigation measures
such as roadway widening and intersection improvements are infeasible as determined by
ACHD, the TIS may recommend alternative mitigation measures. Alternative mitigation
measures shall demonstrate that impacts from the project will be offset.
• If the impacted roadway segments and/or intersections are programmed as funded in
the Integrated Five Year Work Plan (IFYWP) or the Capital Improvements Plan (CIP);
no alternative mitigation is required.
• If the impacted roadway segments and/or intersections are not programmed in either
the IFYWP or the CIP; the applicant may (i) analyze the shoulder hour and (ii) provide
a safety analysis to determine alternative mitigation requirements.
o If the impacted roadway segments and intersections meet the minimum
acceptable level of service planning thresholds in the shoulder hour the
applicant may suggest feasible alternative mitigation such as: sidewalks, bike
facilities, connectivity, safety improvements, etc. within 1.5 miles of the
proposed development.
o If the shoulder hour planning thresholds are exceeded the applicant may
request to enter into a Development Agreement and pay into the Priority
Corridor Fund an amount determined by the ACHD to offset impacts from the
project.
• Alternative Mitigation may also include:
o Revision to the Phasing Plan to coincide with the District's future Capital
Projects.
o Reducing the scope and/or scale of the project.
Level of Service Planning Thresholds: District Policy 7206.4.1 states that, Level of Service
Planning Thresholds have been established for principal arterials and minor arterials within
ACHD's Capital Improvement Plan and are also listed in section 7106. Unless otherwise
required to provide a Traffic Impact Study under section 7106, a proposed development with
site traffic less than 10% of the existing downstream roadway or intersection peak hour traffic
shall not be required to provide mitigation for a roadway or intersection that currently exceeds
the minimum acceptable level of service planning threshold or V/C ratio.
b. Staff Comments/Recommendations: The TIS indicates all study area intersections are
expected to operate at an acceptable level of service planning threshold in the AM and PM
peak hours under existing traffic conditions except for the Victory Road/SH-69 intersection.
The TIS also indicates that all roadway segments in the study area are expected to operate at
an acceptable level of service planning threshold in the AM and PM peak hours under existing
traffic, 2030 background traffic and 2030 total traffic conditions with the exception of Linder
Road between Victory Road and Harris Street.
Crash data of the study area intersections were analyzed between 2016 and 2020 and there
were no concerns found with the exception of the Victory Road/SH-69 and Amity Road/SH-69
intersections with a crash rate (Crashes per MEV) of 1.02 and 0.93 and may require safety
improvements. The TIS notes that a higher percentage of the crashes were on the SH-69
approaches. See safety improvements recommended in the TIS listed below under the
specific intersections.
The TIS recommends mitigation measures for the following intersections to mitigate existing
traffic, 2030 background traffic and 2030 total traffic conditions and the following roadway
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segment to mitigate 2030 total traffic conditions. The percentage of site generated traffic
under 2030 total traffic conditions in the PM peak hour is provided in parenthesis.
Intersections:
• Victory Road/ SH-69 (2.5%)
■ Signal modifications to allow overlap signal phase on the westbound right-turn
movements for existing traffic conditions in the AM peak hours
■ Install a northbound right-turn lane for existing traffic conditions in the AM peak
hours
■ Convert to a conventional intersection with the following lanes for 2030
background traffic conditions
o Eastbound approach: Existing lanes with one left-turn and one shared
through/right-turn lanes
o Westbound approach: Dual left-turn lanes, one through lane, and one
right-turn lane
o Northbound approach: One left-turn, two through lanes and a shared
through/right-turn lane
o Southbound approach: Dual left-turn lanes, two through lanes, and a
shared through right-turn lane
■ Convert to a MUT with the following lanes for 2030 background traffic and 2030
total traffic conditions
o Eastbound approach: Existing lanes with one left-turn and one shared
through/right-turn lane
o Westbound approach: Existing lanes with one left-turn, one through
and one right-turn lane
o Northbound approach: Three through lanes with an exclusive right-turn
lane
Construct a U-turn loon on SH-69 north of the intersection to
accommodate northbound U-turn movements
o Southbound approach: Three through lanes with an exclusive right-turn
lane
Construct a U-turn loon on SH-69 south of the intersection to
accommodate southbound U-turn movements
■ Pay ITD a proportionate share for 2030 total traffic conditions
This intersection is located offsite and is not programmed for improvements in ACHD's IFYWP
or CIP. A shoulder hour analysis was performed in the AM peak hours and the shoulder
volumes at the intersection listed above meets ACHD's acceptable Level of Service planning
threshold during the AM shoulder hours.
Consistent with ACHD's Alternative Mitigation Measures policy, the applicant submitted a
shoulder hour analysis, and found that the intersection listed above is anticipated to operate at
an acceptable Level of Service planning threshold during the shoulder hours. Under this
policy if an intersection is expected to meet the minimum acceptable level of service planning
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thresholds in the shoulder hour the applicant may suggest feasible alternative mitigation such
as: sidewalks, bike facilities, connectivity, safety improvements, etc. within 1.5 miles of the
proposed development.
The applicant's traffic engineer submitted a Victory Road/SH-69 intersection alternative
mitigation analysis, consistent with ACHD policy, as this intersection is not programmed in
ACHD's IFYWP or CIP and the TIS states the installation of a northbound right-turn lane on
SH-69 may be cost-prohibitive for an interim improvement due to the location of the existing
signal pole located in the southeast corner of the intersection.
The alternative mitigation analysis considered the following for existing traffic, 2030
background traffic and 2030 total traffic conditions:
• Construct sidewalk connectivity to pedestrian ramps at the northwest corner of Victory
Road and SH-69 intersection
• Install a pedestrian crossing at the Victory Road and Stoddard Road intersection
• Construct sidewalk to fill in the gaps on the east side of Meridian Road at the
Ridenbaugh Canal bridge
• Install safety improvements at the intersection as follows:
■ Near-side signal heads on the existing poles existing poles for the
northbound/southbound through movements
■ Near-side signal heads on the back of the signal mast arms for the
northbound/southbound left-turn movements
■ Far-side signal heads on the signal poles for the north bound/southbound left-
turn movements
■ 3-inch yellow retroreflective sheeting to all existing signal backplates
The TIS recommends that reconstructing the intersection as a MUT is consistent with the
Meridian Corridor Plan and the potential crash reduction factor of the installation of signal
visibility improvements is approximately 15% of all crash types. However, the Victory
Road/SH-69 intersection is not programmed or funded in ACHD's CIP or ITD's transportation
plan. Furthermore, the north bound/southbound approaches of this intersection are on SH-69
and under the jurisdiction of ITD. ITD is not requiring any mitigation improvements as part of
this development application, see attachment 4.
In addition, the proposed site traffic at this intersection will be less than 10% of the 2030 total
traffic conditions. Therefore, consistent with District policy 7205.3.1 Level of Service Planning
Threshold, which states, a proposed development with site traffic less than 10% of the existing
downstream roadway or intersection peak hour traffic shall not be required to provide
mitigation; no improvements are required at this intersection for the road segment that is
within ACHD right-of-way.
• Amity Road/SH-69 (2.4%)
■ Southbound through lane groups exceed ITD's threshold for 2030 background
traffic and 2030 total traffic conditions
The southbound through lane groups are on SH-69 and under the jurisdiction of ITD. ITD is
not requiring any mitigation improvements as part of this development application, see
attachment 4.
• Victory Road/Linder Road (19.7%)
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■ Single lane roundabout or interim 3x3 traffic signal for 2030 total traffic
conditions
This intersection is located offsite and is listed in ACHD's CIP to be reconstructed as a single
lane roundabout between 2036 and 2040. The intersection of Victory Road/Linder Road is
anticipated to operate at an acceptable level of service planning threshold under 2025 total
traffic conditions; however, the critical westbound movement at the intersection is expected to
operate at LOS E in the PM peak hours. Because of this and consistent with ACHD policy, a
signal warrant analysis was completed for this intersection. The intersection analysis found
that the intersection meets the 8 and 4 peak hour warrants and requires a signal to
accommodate the 2030 total traffic conditions when the site generates 244 PM peak hour trips,
equivalent to 386 single family lots and 79 multi-family dwelling units.
Consistent with ACHD's Alternative Mitigation Measures policy, the applicant submitted a
shoulder hour analysis, and found that the intersection listed above is anticipated to operate at
an acceptable Level of Service planning threshold during the shoulder hours. Under this policy
if an intersection is expected to meet the minimum acceptable level of service planning
thresholds in the shoulder hour the applicant may suggest feasible alternative mitigation such
as: sidewalks, bike facilities, connectivity, safety improvements, etc. within 1.5 miles of the
proposed development.
The applicant's traffic engineer submitted a Victory Road/Linder Road intersection alternative
mitigation analysis, consistent with ACHD policy, as the construction of a single lane
roundabout and the installation of a traffic signal at this intersection is infeasible due to the
constraints of the right-of-way, irrigation structures and the power pole on the west side of
Linder Road.
The alternative mitigation analysis considered the following for 2030 total traffic conditions:
• Install pedestrian crossing on Victory Road at the Victory Road and Linder Road
intersection
• Install a pedestrian crossing on Victory Road at the Victory Road and Stoddard Road
intersection
• Construct missing sidewalk on Linder Road between Overland Road and Victory Road
The analysis notes that a pedestrian crossing at the Victory Road/Linder Road or the Victory
Road/Stoddard Road intersection may provide a benefit to the school children. However, a
Pedestrian Hybrid Beacon (PHB) is required to be installed in close proximity to this
intersection on Linder Road at American Fork Drive as part of the Blue Valley Elementary
development located 3/4 miles north of the Linder Road/Victory Road intersection and there is
an existing PHB installed on Stoddard Road at Kodiak Drive located less than one-half mile
north of the Victory Road/Stoddard Road intersection. Additionally, sidewalk improvements
may be infeasible along Linder Road between Overland Road and Victory Road due to the
constraints of the right-of-way and large power poles.
To verify the assumptions of the TIS and to ensure that improvements are made, when
necessary, the applicant should be required to submit an updated intersection analysis for the
Linder Road/Victory Road intersection prior to ACHD's approval of the final plat that contains
the 38711 single family building lot. Staff will review the updated analysis and determine at that
time what improvements may be required. Additional improvements may be required based on
the findings of the updated traffic impact study.
Roadway Segment:
• Linder Road between Victory Road and Harris Street (25.6%)
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■ Widened to 3-lanes for 2030 total traffic conditions
The roadway segment of Linder Road from Victory Road to Harris Street is located partially
off-site. The TIS recommends this segment of Linder Road should be widened to 3-lanes to
accommodate 2030 background traffic conditions with 360 PM peak hour trips. The roadway
segment of Linder Road from Victory Road to Amity Road is listed in the CIP, as an unfunded
project, to be widened to 3-lanes between 2036 and 2040. The TIS notes that a southbound
left-turn lane is proposed on Linder Road at the proposed Harris Street/Linder Road
intersection providing the three lanes needed to meet the planning level of service thresholds.
A shoulder hour analysis was performed and the shoulder hour volumes on the segment listed
above meets ACHD's acceptable Level of Service planning threshold for a 2-lane minor
arterial roadway.
Consistent with ACHD's Alternative Mitigation Measures policy, the applicant submitted a
shoulder hour analysis, and found that the roadway segment listed above is anticipated to
operate at an acceptable Level of Service planning threshold during the shoulder hour. Under
this policy if a roadway segment is expected to meet the minimum acceptable level of service
planning thresholds in the shoulder hour the applicant may suggest feasible alternative
mitigation such as: sidewalks, bike facilities, connectivity, safety improvements, etc. within 1.5
miles of the proposed development.
The applicant's traffic engineer submitted a Linder Road from Victory Road to Harris Street
alternative mitigation analysis, consistent with ACHD policy, as this roadway segment is listed
as an unfunded project in ACHD's CIP and the TIS also notes that widening Linder Road to 3-
lanes from Victory Road to Harris Street may be infeasible due to the right-of-way constraints
and existing utility infrastructure on the west side of Linder Road.
The alternative mitigation analysis considered the following:
• Construct missing sidewalk on this segment of Linder Road
• Construct bicycle facilities on this segment of Linder Road
• Construct missing sidewalk and/or bicycle facilities on Linder Road from north of
Victory to Blue Valley Elementary School
• Install pedestrian crossing on Victory Road at the Victory Road and Linder Road
intersection
• Install a pedestrian crossing on Victory Road at the Victory Road and Stoddard Road
intersection
The analysis notes that a pedestrian crossing at the Victory Road/Linder Road or the Victory
Road/Stoddard Road intersection may provide benefit to the school children. However, a
Pedestrian Hybrid Beacon (PHB) is required to be installed in close proximity to this
intersection on Linder Road at American Fork Drive as part of the Blue Valley Elementary
development located 3/4 miles north of the Linder Road/Victory Road intersection and there is
an existing PHB installed on Stoddard Road at Kodiak Drive located less than one-half mile
north of the Victory Road/Stoddard Road intersection. Additionally, sidewalk improvements
and bicycle facilities may be infeasible along Linder Road from Victory Road and Harris Street
and between Victory Road and Blue Valley Elementary due to the constraints of the right-of-
way and large power poles.
To verify the assumption of the TIS and to ensure that improvements are made, when
necessary, the applicant should be required to submit an updated roadway segment analysis
for Linder Road between Victory Road and Harris Street prior to ACHD's approval of the final
plat that contains the 361s' single family building lot. Staff will review the updated analysis and
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determine at that time what improvements may be required. Additional improvements may be
required based on the findings of the updated traffic impact study.
Turn Lanes:
The TIS recommends modifications to the existing intersection turn lanes for 4 off site
intersections included within the study area. The TIS specifically recommends extending the
existing turn lanes to provide additional storage to mitigate the 2030 total traffic conditions.
The percentage of site generated traffic under 2030 total traffic conditions in the PM peak hour
is provided in parenthesis.
• Overland Road/Linder Road
■ Extend the westbound left-turn lane an additional 75-feet (19%)
■ Extend the northbound right-turn lane an additional 250-feet (24%)
This intersection is located offsite. The TIS notes that the westbound left-turn lane should be
extended an additional 75-feet and can be accommodated on Overland Road at Linder Road
within the existing center turn lane and the northbound right-turn lane should be extended an
additional 250-feet will require additional right-of-way or realignment. Both turn lane
extensions are warranted when the site generates 390 PM peak hour trips. This intersection
is listed in ACHD's IFYWP to be widened to 5-lanes on the north leg, 5-lanes on the south, 6-
lanes on the east, and 6-lanes on the west leg as part of the Linder Road widening project
from Overland Road to Franklin Road. The design year is scheduled for 2022 and the
construction date has not been determined. The applicant should be required to extend the
westbound left-turn lane an additional 75-feet within the existing travel lane on Overland Road
at Linder Road and extend the northbound right-turn lane on Linder Road at Overland Road to
the extent that is allowable without causing conflict with the existing driveway located on the
east side of Linder Road south of the Overland Road/Linder Road intersection prior to plan
approval and ACHD's signature on the final plat that contains the 391 st building lot.
Burnside Ridge Estates located directly adjacent to the north of the site has been required to
extend the northbound right-turn lane on Linder Road at Overland Road an additional 250-feet
prior to plan approval and ACHD's signature on the final plat that contains the 199' building
lot. The turn lane should be constructed by the development that necessitates the
improvement first. Compensation will not be provided for additional pavement widening.
• Victory Road/Linder Road
■ Construct an eastbound left-turn lane with a minimum 25-feet of storage (0%)
■ Construct a westbound left-turn lane with a minimum 75-feet of storage (30%)
■ Construct a northbound left-turn lane with a minimum 50-feet of storage (50%)
■ Construct a southbound left-turn lane with a minimum 25-feet of storage (0%)
This intersection is located offsite and is listed in ACHD's CIP to be reconstructed as a single
lane roundabout between 2036 and 2040. The TIS notes the westbound left-turn lane on
Victory Road is warranted to be constructed with a minimum 75-feet of storage and the
northbound left-turn lane on Linder Road is warranted to be constructed with a minimum 50-
feet of storage when the site generates 390 PM peak hour trips and is a feasible
improvement. Therefore, the applicant should be required to construct a westbound left-turn
lane on Victory Road at Linder Road with a minimum 75-feet of storage and a northbound left-
turn lane on Linder Road at Victory Road with a minimum 50-feet of storage prior to plan
approval and ACHD's signature on the final plat that contains the 391 st building lot.
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The TIS notes that the eastbound left (Victory Road) and southbound left-turn (Linder Road)
lane movements are not anticipated to have any site traffic. Therefore, consistent with District
policy 7205.3.1 Level of Service Planning Threshold, which states, a proposed development
with site traffic less than 10% of the existing downstream roadway or intersection peak hour
traffic shall not be required to provide mitigation; no improvements are required.
• Victory Road/SH-69
■ Extend the eastbound left-turn lane an additional 85-feet (12%)
■ Extend the westbound left-turn lane an additional 200-feet (0%)
■ Extend the westbound right-turn lane an additional 275-feet (0%)
■ Construct a northbound right-turn lane and loon with a minimum 825-feet of
storage (0%)
■ Construct a southbound right-turn lane and loon with a minimum 350-feet of
storage (22%)
• Amity Road/SH-69
■ Extend the eastbound left-turn lane an additional 45-feet (21%)
■ Extend the westbound left-turn lane an additional 75-feet (0%)
■ Construct a westbound right-turn lane with a minimum 175-feet of storage (0%)
■ Construct a southbound right-turn lane with a minimum 75-feet of storage
(28%)
The extension of the existing turn lanes at the Victory Road/SH-69 intersection will require
additional right-of-way or realignment for the eastbound left-turn lane, additional right-of-way
and the existing sidewalks would be impacted for the westbound right-turn lane and the
westbound left-turn lane could be extended within the existing center turn lane on Victory
Road. Due to the additional right-of-way required (eastbound left and westbound left), the
potential impacts to sidewalk, these improvements are infeasible, and no mitigation is
recommended.
In addition, the TIS notes the westbound right-turn movement (Victory Road) is not anticipated
to have any site traffic. Therefore, consistent with District policy 7205.3.1 Level of Service
Planning Threshold, which states, a proposed development with site traffic less than 10% of
the existing downstream roadway or intersection peak hour traffic shall not be required to
provide mitigation; no improvements are required at these intersections for the road segments
that are within ACHD right-of-way.
The extension of the existing turn lanes and the construction of the turn lanes at the Amity
Road/SH-69 intersection will require additional right-of-way for the eastbound left, the
westbound left and the westbound right-turn lanes. This intersection is listed in ACHD's CIP
to be widened to 7-lanes on the east and west approaches and 6-lanes on the north and south
approaches between 2031 and 2035. Therefore, consistent with the District's Alternative
Mitigation Policy, which states that no alternative mitigation is required if the impacted
roadway segments and/or intersections are programmed as funded in the Integrated Five
Year Work Plan (IFYWP) or the Capital Improvements Plan (CIP).
The southbound right-turn lanes at both intersections and the northbound right-turn lane at
Victory Road/SH-69 intersection are on SH-69 and are under the jurisdiction of Idaho
Department of Transportation. Therefore, the applicant should work with the City of Meridian
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and ITD to determine if additional improvements are necessary on SH-69 at these
intersections.
The TIS notes turn lanes are warranted at the following site access locations:
• Linder Road/Harris Street
o Southbound left-turn lane
o Southbound right-turn lane
• Linder Road/Site Access D
o Northbound left-turn lane
o Southbound right-turn lane
Site Access Evaluation:
• Site Access A, on the proposed Harris Street, a proposed collector street located
2,080-feet west of Linder Road and in alignment with the proposed collector street,
Farmyard Avenue, as part of Burnside Ridge Estates located directly adjacent to the
north. Turn lanes were not warranted at this access. The TIS notes this access is
required to be constructed per the MSM, meets ACHD spacing requirement, does not
meet the '/2 mile location between Ten Mile Road and Linder Road as shown on the
MSM; however, it aligns with the shifted alignment proposed in the Burnside Ridge
Estates, is needed to serve the site, and is anticipated to operate acceptable as a full
access.
Although the location does not meet District Roadway Offset policy, which requires a
collector roadway to intersect a minor arterial at the half-mile, staff recommends
approval of the proposed location to avoid the existing homes to the west and south of
the site, it aligns with the proposed location in Burnside Ridge Estates located directly
adjacent to the north, it allows for curvature in the road instead of a long straight
roadway and it is anticipated to operate acceptably as a full access.
• Site Access B, on the proposed Harris Street, a proposed local street located 660-feet
east of Site Access A. Turn lanes were not warranted at this site access. The TIS
notes this access meets spacing requirements, is needed to serve the site to help
reduce traffic volumes on other internal local streets, reduce vehicle-
pedestrian/bicycle conflicts within the residential areas, improve access and mobility
for emergency and school bus services, removing this access will result in more local
road segments exceeding 1,000 average daily trips and is anticipated to operate
acceptably as a full access. Staff recommends approval of the location of the local
street as it meets District policy.
• Site Access C, on the proposed Harris Street, a proposed local street located 980-feet
east of Site Access C. Turn lanes were not warranted at this site access. The TIS
notes The TIS notes this access meets spacing requirements, is needed to serve the
site to help reduce traffic volumes on other internal local streets, reduce vehicle-
pedestrian/bicycle conflicts within the residential areas, improve access and mobility
for emergency and school bus services, removing this access will result in more local
road segments exceeding 1,000 average daily trips and is anticipated to operate
acceptably as a full access. Staff recommends approval of the location of the local
street as it meets District policy.
• Harris Street access on Linder Road, a proposed collector street located 1,580-feet
north of Site Access D. The TIS notes this access is needed to serve the site, is
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required to be constructed per the MSM, exceeds the 555-feet sight distance
requirement, and is anticipated to operate acceptably as a full unsignalized access.
The TIS notes a southbound left-turn lane is warranted with off-site traffic generated
by the proposed development on the east side of Linder Road across from the site to
the northeast and a southbound right-turn lane is warranted when the site generates
110 PM peak hour trips. Additionally, the southbound right-turn lane is warranted
under background traffic conditions with the construction of Burnside Ridge Estates
located directly adjacent to the north. Staff recommends approval of the location as it
meets District policy. Although, not recommended in the study, staff recommends the
construction of a dedicated center left-turn lane and a dedicated right-turn lane when
Harris Street is constructed to intersect Linder Road to minimize the impacts to
through traffic.
• Site Access D, on Linder Road, located 1,060-feet north of Amity Road. The TIS
notes that this access should be constructed as a local roadway, as there is not a
collector roadway shown in this location on the MSM, is needed to serve the site,
exceeds the 555-feet sight distance requirement, and is anticipated to operate
acceptably as a full access. Additionally, the TIS notes this roadway is anticipated to
exceed 1,000 average daily traffic (ADT) but is less than 2,100 ADT, removing this
access would create additional traffic to the proposed Harris Street which is estimated
to exceed 5,050 ADT and ACHD policy allows a maximum ADT of 3,000 on a
collector roadway and the eastbound lane group is not anticipated to operate at an
acceptable level of service in the PM peak hour. The TIS notes a northbound left-turn
lane is warranted when the site generates 290 PM peak hour trips and a southbound
right-turn lane when the site generates 350 PM Peak hour trips. Although the MSM
does not show a collector roadway in this location, the ADT exceeds District policy for
a local street which should be less than 2,000 ADT; therefore, staff recommends the
construction of a collector roadway in this location. The applicant should be required
to construct a dedicated center left-turn lane and a dedicated southbound right-turn
lane on Linder Road at Site Access D when Site Access D is constructed to intersect
Linder Road.
3. Condition of Area Roadways
Traffic Count is based on Vehicles per hour(VPH)
Functional PM Peak Hour PM Peak Hour
Roadway Frontage Classification Traffic Count Level of
Service
Linder Road between
Overland Road and None Minor Arterial 273 Better than "E"
Victory Road
Linder Road between
Victory Road and Amity 2,645-feet Minor Arterial 270 Better than "E"
Road
* Acceptable level of service for a two-lane minor arterial is "E" (575 VPH).
4. Average Daily Traffic Count (VDT)
Average daily traffic counts are based on ACHD's most current traffic counts.
• The average daily traffic count for Linder Road south of Overland Road was 3,278 on
February 3, 2021.
• The average daily traffic count for Linder Road south of Victory Road was 1,490 on June 17,
2020 (COVID-19 Impact).
12 DRAFT Tessera Ranch/ MPP21-0027/
H-2022-0020
C. Findings for Consideration
1. South Meridian Transportation Plan
The South Meridian Transportation Plan (SMTP) is a long range planning tool used to identify
future roadway, intersection, and corridor needs in the South Meridian Area. Providing a
framework for future roadway improvements based on the land use designations. The plan was
created in collaboration with the City of Meridian and was adopted by the ACHD Commission in
September of 2009. The SMTP recommends that Linder Road and Amity Road be constructed as
5-lane minor arterial roadways. The SMTP also recommends the construction of a dual-lane
roundabout at the Amity Road and Linder Road intersection and a multi-lane roundabout at the
Victory Road and Linder Road intersection.
2. Overland Road/Linder Road Intersection
Consistent with the findings and recommendations of the traffic impact study, the applicant should
be required to extend the westbound left-turn lane an additional 75-feet within the existing travel
lane on Overland Road at Linder Road and extend the northbound right-turn lane on Linder Road
at Overland Road to the extent that is allowable without causing conflict with the existing driveway
located on the east side of Linder Road south of the Overland Road/Linder Road intersection prior
to plan approval and ACHD's signature on the final plat that contains the 39111 building lot.
Compensation will not be provided for additional pavement widening. Coordinate the design of
the turn lanes with ACHD's Development Review staff.
3. Victory Road/Linder Road Intersection
The TIS recommends this intersection be constructed as a single lane roundabout or interim 3x3
traffic signal be installed to accommodate 2030 total traffic conditions when the site generates
244 PM peak hour trips or the equivalent of 386 single family lots and 79 multi-family dwelling
units.
To verify the assumptions of the TIS and to ensure that improvements are made, when
necessary, the applicant should be required to submit an updated intersection analysis for the
Linder Road/Victory Road intersection prior to ACHD's approval of the final plat that contains the
38711 single family building lot. If additional right-of-way has been dedicated at this intersection
staff will review the updated analysis and determine at that time what improvements may be
required. Additional improvements may be required based on the findings of the updated traffic
impact study.
If right-of-way has not been dedicated at this intersection, then the applicant should be required to
submit a plan for alternative mitigation as recommend in the TIS for review and approval, as
improvements are required to be constructed consistent with the alternative mitigation policy.
Consistent with the findings and recommendations of the traffic impact study the applicant should
be required to construct a westbound left-turn lane on Victory Road at Linder Road with a
minimum 75-feet of storage and a northbound left-turn lane on Linder Road at Victory Road with a
minimum 50-feet of storage prior to plan approval and ACHD's signature on the final plat that
contains the 391st building lot. Compensation will not be provided for additional pavement
widening. Coordinate the design of the turn lanes with ACHD's Development Review staff.
4. Linder Road
a. Existing Conditions: Linder Road is improved with 2-travel lanes, 22 to 24-feet of pavement,
and no curb, gutter or sidewalk abutting the site. There is 50-feet of right-of-way for Linder
Road (25-feet from centerline).
There are 4 existing driveways from the site onto Linder Road.
b. Policy:
13 DRAFT Tessera Ranch/ MPP21-0027/
H-2022-0020
Arterial Roadway Policy: District Policy 7205.2.1 states that the developer is responsible for
improving all street frontages adjacent to the site regardless of whether or not access is taken
to all of the adjacent streets.
Master Street Map and Typology Policy: District Policy 7205.5 states that the design of
improvements for arterials shall be in accordance with District standards, including the Master
Street Map and Livable Streets Design Guide. The developer or engineer should contact the
District before starting any design.
Street Section and Right-of-Way Width Policy: District Policies 7205.2.1 & 7205.5.2 state
that the standard 5-lane street section shall be 72-feet (back-of-curb to back-of-curb) within
96-feet of right-of-way. This width typically accommodates two travel lanes in each direction, a
continuous center left-turn lane, and bike lanes on a minor arterial and a safety shoulder on a
principal arterial.
Right-of-Way Dedication: District Policy 7205.2 states that The District will provide
compensation for additional right-of-way dedicated beyond the existing right-of-way along
arterials listed as impact fee eligible in the adopted Capital Improvements Plan using available
impact fee revenue in the Impact Fee Service Area.
No compensation will be provided for right-of-way on an arterial that is not listed as impact fee
eligible in the Capital Improvements Plan.
The District may acquire additional right-of-way beyond the site-related needs to preserve a
corridor for future capacity improvements, as provided in Section 7300.
Sidewalk Policy: District Policy 7205.5.7 requires a concrete sidewalk at least 5-feet wide to
be constructed on both sides of all arterial streets. A parkway strip at least 6-feet wide
between the back-of-curb and street edge of the sidewalk is required to provide increased
safety and protection of pedestrians. Consult the District's planter width policy if trees are to
be placed within the parkway strip. Sidewalks constructed next to the back-of-curb shall be a
minimum of 7-feet wide.
Detached sidewalks are encouraged and should be parallel to the adjacent roadway.
Meandering sidewalks are discouraged.
A permanent right-of-way easement shall be provided if public sidewalks are placed outside of
the dedicated right-of-way. The easement shall encompass the entire area between the right-
of-way line and 2-feet behind the back edge of the sidewalk. Sidewalks shall either be located
wholly within the public right-of-way or wholly within an easement.
Frontage Improvements Policy: District Policy 7205.2.1 states that the developer shall
widen the pavement to a minimum of 17-feet from centerline plus a 3-foot wide gravel
shoulder adjacent to the entire site. Curb, gutter and additional pavement widening may be
required (See Section 7205.5.5).
ACHD Master Street Map: ACHD Policy Section 3111.1 requires the Master Street Map
(MSM) guide the right-of-way acquisition, arterial street requirements, and specific roadway
features required through development. This segment of Linder Road is designated in the
MSM as a Residential Arterial with 5-lanes and on-street bike lanes, a 72-foot street section
within 100-feet of right-of-way.
c. Applicant Proposal: The applicant is proposing to dedicate additional right-of-way to total
48-feet from centerline of Linder Road abutting the site.
The applicant is proposing to improve Linder Road with 17-feet of pavement from centerline
plus a 3-foot gravel shoulder and 5-foot wide detached concrete sidewalk abutting the site.
14 DRAFT Tessera Ranch/ MPP21-0027/
H-2022-0020
The applicant is proposing to close the 4 existing driveways onto Linder Road with sidewalk,
landscaping and fencing.
d. Staff Comments/Recommendations: Consistent with the MSM, the applicant should be
required to dedicate additional right-of-way to total 50-feet from centerline of Linder Road.
The additional dedicated right-of-way is impact fee eligible for compensation.
The applicant's proposal to improve Linder Road with 17-feet of pavement from centerline
plus a 3-foot gravel shoulder and 5-foot wide detached concrete sidewalk abutting the site
meets District policy and should be approved, as proposed. The sidewalk should be located a
minimum of 43-feet from centerline of Linder Road. If street trees are desired, then an 8-foot
planter strip should be provided.
The applicant should be required to provide a permanent right-of-way easement for any
sidewalk placed outside of the dedicated right-of-way to 2-feet behind back of sidewalk.
Sidewalk shall be located wholly within right-of-way or wholly within an easement.
The applicant should be required to construct a dedicated southbound right-turn lane and a
dedicated center left-turn lane on Linder Road at Harris Street, located 1,580-feet north of Site
Access D and the proposed Site Access D, located 1,060-feet north of Amity Road, two
entrances to the site, to minimize the impacts to through traffic. Staff recommends the
construction of the turn lanes when Harris Street and Site Access D are constructed to
intersect Linder Road. Compensation will not be provided for additional pavement widening.
Coordinate the design of the turn lanes with ACHD's Development Review staff.
The applicant's proposal to close the 4 existing driveways onto Linder Road with sidewalk,
landscaping and fencing meets District policy and should be approved, as proposed.
5. Amity Road
a. Existing Conditions: Amity Road is improved with 2-travel lanes, 23-feet of pavement and
no curb, gutter or sidewalk abutting the site. There is 74-feet of right-of-way for Amity Road
(25-feet from centerline).
b. Policy:
Arterial Roadway Policy: District Policy 7205.2.1 states that the developer is responsible for
improving all street frontages adjacent to the site regardless of whether or not access is taken
to all of the adjacent streets.
Master Street Map and Typology Policy: District Policy 7205.5 states that the design of
improvements for arterials shall be in accordance with District standards, including the Master
Street Map and Livable Streets Design Guide. The developer or engineer should contact the
District before starting any design.
Street Section and Right-of-Way Width Policy: District Policies 7205.2.1 & 7205.5.2 state
that the standard 5-lane street section shall be 72-feet (back-of-curb to back-of-curb) within
96-feet of right-of-way. This width typically accommodates two travel lanes in each direction, a
continuous center left-turn lane, and bike lanes on a minor arterial and a safety shoulder on a
principal arterial.
Right-of-Way Dedication: District Policy 7205.2 states that The District will provide
compensation for additional right-of-way dedicated beyond the existing right-of-way along
arterials listed as impact fee eligible in the adopted Capital Improvements Plan using available
impact fee revenue in the Impact Fee Service Area.
No compensation will be provided for right-of-way on an arterial that is not listed as impact fee
eligible in the Capital Improvements Plan.
15 DRAFT Tessera Ranch/ MPP21-0027/
H-2022-0020
The District may acquire additional right-of-way beyond the site-related needs to preserve a
corridor for future capacity improvements, as provided in Section 7300.
Sidewalk Policy: District Policy 7205.5.7 requires a concrete sidewalk at least 5-feet wide to
be constructed on both sides of all arterial streets. A parkway strip at least 6-feet wide
between the back-of-curb and street edge of the sidewalk is required to provide increased
safety and protection of pedestrians. Consult the District's planter width policy if trees are to
be placed within the parkway strip. Sidewalks constructed next to the back-of-curb shall be a
minimum of 7-feet wide.
Detached sidewalks are encouraged and should be parallel to the adjacent roadway.
Meandering sidewalks are discouraged.
A permanent right-of-way easement shall be provided if public sidewalks are placed outside of
the dedicated right-of-way. The easement shall encompass the entire area between the right-
of-way line and 2-feet behind the back edge of the sidewalk. Sidewalks shall either be located
wholly within the public right-of-way or wholly within an easement.
Frontage Improvements Policy: District Policy 7205.2.1 states that the developer shall
widen the pavement to a minimum of 17-feet from centerline plus a 3-foot wide gravel
shoulder adjacent to the entire site. Curb, gutter and additional pavement widening may be
required (See Section 7205.5.5).
ACHD Master Street Map: ACHD Policy Section 3111.1 requires the Master Street Map
(MSM) guide the right-of-way acquisition, arterial street requirements, and specific roadway
features required through development. This segment of Amity Road is designated in the
MSM as a Residential Arterial with 5-lanes and on-street bike lanes, a 72-foot street section
within 100-feet of right-of-way.
c. Applicant Proposal: The applicant is not proposing to improve Amity Road abutting the site.
d. Staff Comments/Recommendations: See Finding #4 below regarding the right-of-way
dedication on Amity Road abutting the site.
The applicant should be required to improve Amity Road with 17-feet of pavement from
centerline plus a 3-foot gravel shoulder and 5-foot wide detached concrete sidewalk abutting
the site. The sidewalk should be located a minimum of 43-feet from centerline of Amity Road.
6. Amity Road/Linder Road Intersection
a. Policy:
ACHD Master Street Map: ACHD Policy Section 3111.1 requires the Master Street Map
(MSM) guide the right-of-way acquisition, arterial street requirements, roundabout
requirement, and specific roadway features required through development. A new roundabout
was identified on the MSM. A dual-lane roundabout is planned at the Amity Road/Linder
Road intersection.
16 DRAFT Tessera Ranch/ MPP21-0027/
H-2022-0020
b. Staff Comments/Recommendations: As noted above, the intersection of Amity Road and
Linder Road is shown as a dual-lane roundabout on the MSM. To accommodate the future
construction of the dual-lane roundabout, the applicant should dedicate additional right-of-way
to match the image depicted below. The additional dedicated right-of-way is impact fee eligible
for compensation.
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7. Farmyard Avenue/Wild Stallion Way (North/South Collector)
a. Existing Conditions: There are no collector roadways within the site.
b. Policy:
Collector Street Policy: District policy 7206.2.1 states that the developer is responsible for
improving all collector frontages adjacent to the site or internal to the development as required
below, regardless of whether access is taken to all of the adjacent streets.
Master Street Map and Typologies Policy: District policy 7206.5 states that if the collector
street is designated with a typology on the Master Street Map, that typology shall be
considered for the required street improvements. If there is no typology listed in the Master
Street Map, then standard street sections shall serve as the default.
Street Section and Right-of-Way Policy: District policy 7206.5.2 states that the standard
right-of-way width for collector streets shall typically be 50 to 70-feet, depending on the
location and width of the sidewalk and the location and use of the roadway. The right-of-way
width may be reduced, with District approval, if the sidewalk is located within an easement; in
which case the District will require a minimum right-of-way width that extends 2-feet behind
the back-of-curb on each side.
The standard street section shall be 46-feet (back-of-curb to back-of-curb). This width typically
accommodates a single travel lane in each direction, a continuous center left-turn lane, and
bike lanes.
17 DRAFT Tessera Ranch/ MPP21-0027/
H-2022-0020
Residential Collector Policy: District policy 7206.5.2 states that the standard street section
for a collector in a residential area shall be 36-feet (back-of-curb to back-of-curb). The District
will consider a 33-foot or 29-foot street section with written fire department approval and
taking into consideration the needs of the adjacent land use, the projected volumes, the need
for bicycle lanes, and on-street parking.
Sidewalk Policy: District policy 7206.5.6 requires a concrete sidewalk at least 5-feet wide to
be constructed on both sides of all collector streets. A parkway strip at least 6-feet wide
between the back-of-curb and street edge of the sidewalk is required to provide increased
safety and protection of pedestrians. Consult the District's planter width policy if trees are to
be placed within the parkway strip. Sidewalks constructed next to the back-of-curb shall be a
minimum of 7-feet wide.
Detached sidewalks are encouraged and should be parallel to the adjacent roadway.
Meandering sidewalks are discouraged.
A permanent right-of-way easement shall be provided if public sidewalks are placed outside of
the dedicated right-of-way. The easement shall encompass the entire area between the right-
of-way line and 2-feet behind the back edge of the sidewalk. Sidewalks shall either be located
wholly within the public right-of-way or wholly within an easement.
ACHD Master Street Map: ACHD Policy Section 3111.1 requires the Master Street Map
(MSM) guide the right-of-way acquisition, collector street requirements, and specific roadway
features required through development. A new collector roadway was identified on the MSM
with the street typology of Residential Collector. The new collector roadway should be
constructed from the site's northwest property line to continue through the property stubbing to
the south. The Residential Collector typology is designated in the MSM as a 2-lane roadway
with bike lanes, and on street parking, a 36-foot street section within 54-feet of right-of-way.
c. Applicant Proposal: The applicant is proposing to construct the entry portion of Farmyard
Avenue, shown in green, from the intersection with Harris Street south to the intersect Twin
View Street, as a 56-foot wide collector street section with vertical curb, gutter, an 8-foot wide
planter strip within 70-feet of right-of-way and 5-foot wide detached concrete sidewalk located
outside of the right-of-way.
The applicant is proposing to construct Farmyard Avenue from the intersection of Twin View
Street to intersect Wild Stallion Way and proposing to construct Wild Stallion Way, shown in
blue, as 36-foot wide collector street sections with vertical curb, gutter, an 8-foot wide planter
strip and a portion of the 5-foot wide detached concrete sidewalk within 60-feet of right-of-way.
18 DRAFT Tessera Ranch/ MPP21-0027/
H-2022-0020
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d. Staff Comments/Recommendations: The applicant's proposal to construct the entry portion
of Farmyard Avenue at the intersection with Harris Street south to intersect Twin View Street
as a 56-foot wide collector street section with vertical curb, gutter, an 8-foot wide planter strip
and 5-foot wide detached concrete sidewalk does not meet District policy and should not be
approved as proposed. The applicant should be required to construct the entry portion of
Farmyard Avenue as a 36-foot wide collector street section with vertical curb, gutter, an 8-foot
wide planter strip and 5-foot wide detached concrete sidewalk.
The applicant's proposal to construct Farmyard Avenue from the intersection of Twin View
Street to intersect Wild Stallion Way and proposing to construct Wild Stallion Way as 36-foot
wide collector street sections with vertical curb, gutter, an 8-foot wide planter strip and 5-foot
wide detached concrete sidewalk meets District policy and should be approved, as proposed.
The applicant should be required to construct the remaining portion of Farmyard Avenue as a
collector street, as the traffic impact study notes that as a local street, it will exceed District
Average Daily Trips (ADT) policy which allows up to 2,000 ADT for a local street. The
applicant should be required to construct Farmyard Avenue from the intersection of Wild
19 DRAFT Tessera Ranch/ MPP21-0027/
H-2022-0020
Stallion Way east to intersect Linder Road as a 36-foot wide collector street section with
vertical curb, gutter an 8-foot wide planter strip and 5-foot wide detached concrete sidewalk.
The applicant should be required to dedicate right-of-way to 2-feet behind back of sidewalk, or
for detached sidewalk, the applicant may reduce the right-of-way to 2-feet behind back of curb
and provide a permanent right-of-way easement that extends from the right-of-way line to 2-
feet behind back of sidewalk. Sidewalk shall be located wholly within right-of-way or wholly
within an easement.
8. Harris Street-East/West Collector
a. Existing Conditions: There are no collector roadways within the site.
b. Policy:
Collector Street Policy: District policy 7206.2.1 states that the developer is responsible for
improving all collector frontages adjacent to the site or internal to the development as required
below, regardless of whether access is taken to all of the adjacent streets.
Master Street Map and Typologies Policy: District policy 7206.5 states that if the collector
street is designated with a typology on the Master Street Map, that typology shall be
considered for the required street improvements. If there is no typology listed in the Master
Street Map, then standard street sections shall serve as the default.
Street Section and Right-of-Way Policy: District policy 7206.5.2 states that the standard
right-of-way width for collector streets shall typically be 50 to 70-feet, depending on the
location and width of the sidewalk and the location and use of the roadway. The right-of-way
width may be reduced, with District approval, if the sidewalk is located within an easement; in
which case the District will require a minimum right-of-way width that extends 2-feet behind
the back-of-curb on each side.
The standard street section shall be 46-feet (back-of-curb to back-of-curb). This width typically
accommodates a single travel lane in each direction, a continuous center left-turn lane, and
bike lanes.
Residential Collector Policy: District policy 7206.5.2 states that the standard street section
for a collector in a residential area shall be 36-feet (back-of-curb to back-of-curb). The District
will consider a 33-foot or 29-foot street section with written fire department approval and
taking into consideration the needs of the adjacent land use, the projected volumes, the need
for bicycle lanes, and on-street parking.
Sidewalk Policy: District policy 7206.5.6 requires a concrete sidewalk at least 5-feet wide to
be constructed on both sides of all collector streets. A parkway strip at least 6-feet wide
between the back-of-curb and street edge of the sidewalk is required to provide increased
safety and protection of pedestrians. Consult the District's planter width policy if trees are to
be placed within the parkway strip. Sidewalks constructed next to the back-of-curb shall be a
minimum of 7-feet wide.
Detached sidewalks are encouraged and should be parallel to the adjacent roadway.
Meandering sidewalks are discouraged.
A permanent right-of-way easement shall be provided if public sidewalks are placed outside of
the dedicated right-of-way. The easement shall encompass the entire area between the right-
of-way line and 2-feet behind the back edge of the sidewalk. Sidewalks shall either be located
wholly within the public right-of-way or wholly within an easement.
ACHD Master Street Map: ACHD Policy Section 3111.1 requires the Master Street Map
(MSM) guide the right-of-way acquisition, collector street requirements, and specific roadway
features required through development. A new collector roadway was identified on the MSM
20 DRAFT Tessera Ranch/ MPP21-0027/
H-2022-0020
with the street typology of Residential Collector. The new collector roadway should intersect
Linder Road at the site's north property line and continue through the site and shifting into the
parcel directly adjacent to the north. The Residential Collector typology designated in the
MSM as a 2-lane roadway with bike lanes, and on street parking, a 36-foot street section
within 54-feet of right-of-way.
c. Applicant Proposal: The applicant is proposing to construct Harris Street from Linder Road
along the site's north property line as '/2 of a 36-foot wide collector street with vertical curb,
gutter, an 8-foot wide planter strip and a portion of the 6-foot wide detached concrete sidewalk
within 60-feet of right-of-way.
d. Staff Comments/Recommendations: If the northern half of Harris Street is constructed as
required by the Burnside Ridge Estates development, then the applicant's proposal to
construct Harris Street from Linder Road along the site's north property line as '/2 of a 36-foot
wide collector street with vertical curb, gutter, an 8-foot wide planter strip and 6-foot wide
detached concrete sidewalk meets District policy and should be approved, as proposed.
If the northern half of Harris Street has not been constructed, then the applicant should be
required to construct Harris Street as '/2 of a 36-foot wide collector street section with vertical
curb, gutter and 6-foot wide detached concrete sidewalk on the south side of the roadway, as
proposed, with an additional 12-feet of pavement widening beyond the centerline of the
roadway with a 3-foot wide gravel shoulder and borrow ditch sized to accommodate the
roadway storm runoff on the north side of the roadway. Dedicate right-of-way to extend to 2-
feet behind back of sidewalk on the south side and to 2-feet behind back of borrow ditch on
the north side.
9. Internal Local Streets
a. Existing Conditions: There are no local streets within the site.
b. Policy:
Local Roadway Policy: District Policy 7207.2.1 states that the developer is responsible for
improving all local street frontages adjacent to the site regardless of whether or not access is
taken to all of the adjacent streets.
Street Section and Right-of-Way Policy: District Policy 7207.5 states that right-of-way
widths for all local streets shall generally not be less than 47-feet wide and that the standard
street section shall be 33-feet (back-of-curb to back-of-curb).
Standard Urban Local Street-33-foot Street Section and Right-of-way Policy: District
Policy 7207.5.2 states that the standard street section shall be 33-feet (back-of-curb to back-
of-curb) for developments with any buildable lot that is less than 1 acre in size. This street
section shall include curb, gutter, and minimum 5-foot wide concrete sidewalks on both sides
and shall typically be constructed within 47-feet of right-of-way.
For the City of Kuna and City of Star: Unless otherwise approved by Kuna or Star, the
standard street section shall be 36-feet (back-of-curb to back-of-curb) for developments with
any buildable lot that is less than 1 acre in size. This street section shall include curb, gutter,
and minimum 5-foot wide concrete sidewalks on both sides and shall typically be constructed
within 50-feet of right-of-way.
Sidewalk Policy: District Policy 7207.5.7 states that five-foot wide concrete sidewalk is
required on both sides of all local street, except those in rural developments with net densities
of one dwelling unit per 1.0 acre or less, or in hillside conditions where there is no direct lot
frontage, in which case a sidewalk shall be constructed along one side of the street. Some
local jurisdictions may require wider sidewalks.
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The sidewalk may be placed next to the back-of-curb. Where feasible, a parkway strip at least
8-feet wide between the back-of-curb and the street edge of the sidewalk is recommended to
provide increased safety and protection of pedestrians and to allow for the planting of trees in
accordance with the District's Tree Planting Policy. If no trees are to be planted in the
parkway strip, the applicant may submit a request to the District, with justification, to reduce
the width of the parkway strip.
Detached sidewalks are encouraged and should be parallel to the adjacent roadway.
Meandering sidewalks are discouraged.
A permanent right-of-way easement shall be provided if public sidewalks are placed outside of
the dedicated right-of-way. The easement shall encompass the entire area between the right-
of-way line and 2-feet behind the back edge of the sidewalk. Sidewalks shall either be located
wholly within the public right-of-way or wholly within an easement.
Cul-de-sac Streets Policy: District policy 7207.5.8 requires cul-de-sacs to be constructed to
provide a minimum turning radius of 50-feet; in rural areas or for temporary cul-de-sacs the
emergency service providers may require a greater radius. Landscape and parking islands
may be constructed in turnarounds if a minimum 29-foot street section is constructed around
the island. The pavement width shall be sufficient to allow the turning around of a standard
AASHTO SU design vehicle without backing. The developer shall provide written approval
from the appropriate fire department for this design element.
The District will consider alternatives to the standard cul-de-sac turnaround on a case-by-case
basis. This will be based on turning area, drainage, maintenance considerations and the
written approval of the agency providing emergency fire service for the area where the
development is located.
c. Applicant's Proposal: The applicant is proposing to construct Farmyard Avenue from the
intersection of Wild Stallion Way east to intersect Linder Road as a 33-foot wide local street
section with curb, gutter, and a portion of an 8-foot wide planter strip within 47-feet of right-of-
way and 5-foot wide detached concrete sidewalk located outside of the right-of-way.
The applicant is proposing to construct the other internal local streets as 33-foot wide street
sections with rolled curb, gutter and 5-foot wide attached concrete sidewalk within 47-feet of
right-of-way.
The applicant is proposing to construct a cul-de-sac turnaround at the terminus of Hay Store
Drive and at the north and south end of Cultivator Place.
The applicant is proposing to construct 8 knuckles throughout the site.
d. Staff Comments/Recommendations: The applicant's proposal to construct Farmyard
Avenue from the intersection of Wild Stallion Way east to intersect Linder Road as a 33-foot
wide local street section does not meet District policy and should not be approved, as
proposed. See Section C7d. page 18 and 19 for construction requirements.
The applicant's proposal to construct the other internal local streets as 33-foot wide street
sections with rolled curb, gutter and 5-foot wide attached concrete sidewalk within 47-feet of
right-of-way meets District policy and should be approved, as proposed.
The applicant should be required to construct the proposed cul-de-sacs with a minimum
turning radius of 50-feet at the terminus of Hay Store Drive and at the north and south end of
Cultivator Place.
The applicant's proposal to construct 8 knuckles throughout the site meets District policy and
should be approved, as proposed.
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For detached sidewalk, the applicant may reduce the right-of-way width to 2-feet behind the
back of curb and provide a permanent right-of-way easement that extends from the right-of-
way line to 2-feet behind back of sidewalk. Sidewalk shall be located wholly within right-of-
way or wholly within an easement.
10. Roadway Offsets
a. Existing Conditions: There are no roadways within the site.
b. Policy:
Local Street Intersection Spacing on Minor Arterials: District policy 7205.4.3 states that
new local streets should not typically intersect arterials. Local streets should typically intersect
collectors. If it is necessary, as determined by ACHD, for a local street to intersect an arterial,
the minimum allowable offset shall be 660-feet as measured from all other existing roadways
as identified in Table 1 a (7205.4.6).
Collector Offset Policy: District policy 7205.4.2 states that the optimum spacing for new
signalized collector roadways intersecting minor arterials is one half-mile.
District policy 7205.4.6 states that preferred spacing for new unsignalized collectors
intersecting minor arterials is 1,320-feet.
District policy 7206.4.5, states that the preferred spacing for a new local street intersecting a
collector roadway to align or offset a minimum of 330-feet from any other street (measured
centerline to centerline).
Local Offset Policy: District policy 7207.4.2, requires local roadways to align or provide a
minimum offset of 125-feet from any other street (measured centerline to centerline).
c. Applicant's Proposal: The applicant is proposing to construct a new collector roadway,
Harris Street, to intersect Linder Road located a '/2 mile south of Victory Road.
The applicant is proposing to construct a collector roadway, Farmyard Avenue, to intersect
Harris Street, located 2,080-feet west of Linder Road.
The applicant is proposing to construct two new local streets to intersect the proposed
collector street, Harris Street, at the following locations:
• Brown Swiss Way, a local street, located 1,420-feet west of Linder Road
• International Way, a local street, located 440-feet west of Linder Road
The applicant is proposing to construct a new local street, Farmyard Avenue, to intersect
Linder Road located 1,060-feet north of the Amity Road.
The applicant is proposing to construct one new collector roadway, Wild Stallion Way, to
intersect Farmyard Avenue located 1,400-feet west of Linder Road.
The applicant is proposing to construct four new local streets to intersect the proposed
collector street, Farmyard Avenue, at the following locations:
• Twin View Street, located 540-feet south of the proposed collector street, Harris Street
• Boar Run Avenue, located 830-feet southeast of Twin View Street
• Planters Avenue, located 960-feet west of Linder Road
• Tractor Avenue, located 480-feet west of Linder Road
23 DRAFT Tessera Ranch/ MPP21-0027/
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The applicant is proposing to construct all other local internal streets to align or offset by a
minimum of 125-feet.
d. Staff Comments/Recommendations: The applicant's proposal to construct a new collector
roadway, Harris Street, to intersect Linder Road located a '/z mile south of Victory Road meets
District policy and should be approved, as proposed.
The Master Street Map (MSM) identifies the new north/south collector street, Farmyard
Avenue, to be located at the site's west property line. However, as part of Burnside Ridge
Estates Farmyard Avenue was shifted further east due to the location of existing homes and
shops/barns west and south of the site, making it infeasible to construct the roadway as
shown on the MSM. Staff recommends approval of the location as it will align with Farmyard
Avenue as part of Burnside Ridge Estates located directly adjacent to the north of the site.
The applicant's proposal to construct two new local streets to intersect the proposed collector
roadway, Harris Street, meets District policy and should be approved, as proposed.
The applicant's proposal to construct a new local street, Farmyard Avenue, to intersect Linder
Road located 1,580-feet south of the proposed collector street, Harris Street has been
required to be constructed as a collector street, see Section C7d, page 18 and 19 and does
not meet District Collector Offset policy which states the preferred spacing for new
unsignalized collectors intersecting minor arterials is 1,320-feet. Staff recommends approval
of the location as a collector roadway is required due to the amount of average daily trips on
this roadway.
The applicant's proposal to construct one new collector street, Wild Stallion Way, to intersect
Farmyard Avenue located 1,400-feet west of Linder Road meets District policy and should be
approved, as proposed.
The applicant's proposal to construct four new local streets to intersect the proposed collector
street, Farmyard Avenue, meets District policy and should be approved, as proposed.
The applicant's proposal to construct all other local internal streets to align or offset by a
minimum of 125-feet meets District policy and should be approved, as proposed.
11. Stub Streets
a. Existing Conditions: There are no existing stub streets to or from the site.
b. Policy:
Stub Street Policy: District policy 7206.2.4.3 states that stub streets will be required to
provide circulation or to provide access to adjoining properties. Stub streets will conform with
the requirements described in Section 7206.2.4, except a temporary cul-de-sac will not be
required if the stub street has a length no greater than 150-feet. A sign shall be installed at
the terminus of the stub street stating that, "THIS IS A DESIGNATED COLLECTOR
ROADWAY. THIS STREET WILL BE EXTENDED AND WIDENDED IN THE FUTURE."
In addition, stub streets must meet the following conditions:
• A stub street shall be designed to slope towards the nearest street intersection within the
proposed development and drain surface water towards that intersection; unless an
alternative storm drain system is approved by the District.
• The District may require appropriate covenants guaranteeing that the stub street will
remain free of obstructions.
Temporary Dead End Streets Policy: District policy 7206.2.4.4 requires that the design and
construction for cul-de-sac streets shall apply to temporary dead end streets. The temporary
cul-de-sac shall be paved and shall be the dimensional requirements of a standard cul-de-sac.
The developer shall grant a temporary turnaround easement to the District for those portions
24 DRAFT Tessera Ranch/ MPP21-0027/
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of the cul-de-sac which extend beyond the dedicated street right-of-way. In the instance
where a temporary easement extends onto a buildable lot, the entire lot shall be encumbered
by the easement and identified on the plat as a non-buildable lot until the street is extended.
c. Applicant Proposal: The applicant is proposing to construct one stub street, Wild Stallion
Way, to the south, located 1,400-feet west of Linder Road.
d. Staff Comments/Recommendations: The applicant's proposal to construct one stub street
to the south meets District policy and should be approved, as proposed.
If the northern half of Harris Street has not been constructed along the site's north property
line as part of the Burnside Ridge Estates development, then the applicant should be required
to stub Harris Street to the site's northwest property line.
The applicant should be required to construct a temporary cul-de-sac turnaround at the
terminus of Wild Stallion Way and Harris Street, as they extend greater than 150-feet. The
temporary turnaround should be paved and constructed to the same dimensional standards
as a standard cul-de-sac turnaround. If the turnaround extends onto a buildable lot, the entire
lot shall be encumbered by the easement and identified on the plat as a non-buildable lot until
the street is extended.
The applicant should install a sign at the terminus of Wild Stallion Way and Harris Street that
states, "THIS IS A DESIGNATED COLLECTOR ROADWAY. THIS STREET WILL BE
EXTENDED AND WIDENED IN THE FUTURE."
12. Private Road/Driveways
a. Existing Conditions: There are no private road/driveways within the site.
b. Policy:
Private Road Policy: District policy 7212.1 states that the lead land use agencies in Ada
County establish the requirements for private streets. The District retains authority and will
review the proposed intersection of a private and public street for compliance with District
intersection policies and standards. The private road should have the following requirements:
• Designed to discourage through traffic between two public streets,
• Graded to drain away from the public street intersection, and
• If a private road is gated, the gate or keypad (if applicable) shall be located a minimum
of 50-feet from the near edge of the intersection and a turnaround shall be provided.
Driveway Location Policy: District policy 7207.4.1 requires driveways near intersections to
be located a minimum of 75-feet (measured centerline-to-centerline) from the nearest local
street intersection, and 150-feet from the nearest collector or arterial street intersection.
Successive Driveways: District Policy 7207.4.1 states that successive driveways away from
an intersection shall have no minimum spacing requirements for access points along a local
street, but the District does encourage shared access points where appropriate.
Driveway Width Policy: District policy 7207.4.3 states that where vertical curbs are required,
residential driveways shall be restricted to a maximum width of 20-feet and may be
constructed as curb-cut type driveways.
Driveway Paving Policy: Graveled driveways abutting public streets create maintenance
problems due to gravel being tracked onto the roadway. In accordance with District policy,
7207.4.3, the applicant should be required to pave the driveway its full width and at least 30-
feet into the site beyond the edge of pavement of the roadway.
c. Applicant's Proposal: The applicant is proposing to construct two 30-foot wide private
road/drive aisles as curb return type driveways that run east/west located between two
25 DRAFT Tessera Ranch/ MPP21-0027/
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proposed local streets, Cowboy Boot Avenue and Brown Swiss Way near the site's northwest
property line.
The applicant is proposing to construct two 30-foot wide private road/drive aisles onto the
following proposed local streets:
• Wind Vane Drive and in alignment with Tractor Avenue
• Tractor Avenue in alignment with Wind Vane Drive
d. Staff Comments/Recommendations: The applicant's proposal meets District policy;
however, the two 30-foot wide private drive aisles onto Wind Vane Drive and onto Tractor
Avenue shouldIL
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required to pave the private roadways their full width and at least 30-feet into the site beyond
the edge of pavement of all public streets and install pavement tapers with 15-foot curb radii
abutting the existing roadway edge. If private roads are not approved by the City of Meridian,
the applicant will be required to revise and resubmit the preliminary plat to provide public
standard local streets in these locations.
Street name and stop signs are required for the private road. The signs may be ordered
through the District. Verification of the correct, approved name of the road is required.
ACHD does not make any assurances that the private road, which is a part of this application,
will be accepted as a public road if such a request is made in the future. Substantial redesign
and reconstruction costs may be necessary in order to qualify this road for public ownership
and maintenance.
The following requirements must be met if the applicant wishes to dedicate the roadway to
ACHD:
• Dedicate a minimum of 50-feet of right-of-way for the road.
• Construct the roadway to the minimum ACHD requirements.
• Construct a stub street to the surrounding parcels.
13. Traffic Calming
a. Speed Control and Traffic Calming Policy: District policy 7206.3.8 states that collector streets
should be designed to discourage speeds above 35 MPH and in a residential area, collector
streets should be designed to discourage speeds above 30 MPH. The design of collector street
26 DRAFT Tessera Ranch/ MPP21-0027/
H-2022-0020
systems should discourage excessive speeds by using passive design elements. If the design
or layout of a development is anticipated to necessitate future traffic calming implementation by
the District, then the District will require changes to the layout and/or the addition of passive
design elements such as horizontal curves, bulb-outs, chokers, etc. The District will also
consider texture changes to the roadway surface (i.e. stamped concrete) as a passive design
element. These alternative methods may require a maintenance and/or license agreement.
Speed Control and Traffic Calming Policy: District policy 7207.3.7 states that the design of
local street systems should discourage excessive speeds by using passive design elements. If
the design or layout of a development is anticipated to necessitate future traffic calming
implementation by the District, then the District will require changes to the layout and/or the
addition of passive design elements such as horizontal curves, bulb-outs, chokers, etc. The
District will also consider texture changes to the roadway surface (i.e. stamped concrete) as a
passive design element. These alternative methods may require maintenance and/or license
agreement.
b. Staff Comments/Recommendations: There are several long sections of roadways proposed
that are greater than 750-feet in length and will need to be redesigned to reduce the length of
the roadways or to include the use of passive design elements. The ultimate locations and
design will be determined during plan review by Development Review staff. The roadways
greater than 750-feet in length are as follows:
• Farmyard Avenue
• Burning Oak Street
• Twin View Street
• Shaker Round Street
• Fallow Run Drive
• Cattle Run Way
Stop signs, speed humps/bumps and valley gutters will not be accepted as traffic calming.
14. Bridge for Calkins Lateral Crossing
The District will require that the applicant have ACHD approved plans for the crossing of Calkins
Lateral prior to the pre-construction meeting and final plat approval. Note: Timing of project plan
submittals should take into account review times, lead time for precast members and potential
roadway closures. To ensure construction prior to irrigation season, approval of the project plans
must be attained by January 151h. The District retains the right to modify road closure approvals
on any project based on the needs of the District. Construction of projects approved after
January 15th may be postponed until after irrigation season is over in October. It is recommended
that bridge submittals be submitted before the end of the current irrigation season to ensure the
best time frame for construction is attained. Submittals will need to include the street section
extending over the bridge to ensure the requirements of the roadway are met.
15. Tree Planters
Tree Planter Policy: Tree Planter Policy: The District's Tree Planter Policy prohibits all trees in
planters less than 8-feet in width without the installation of root barriers. Class II trees may be
allowed in planters with a minimum width of 8-feet, and Class I and Class III trees may be allowed
in planters with a minimum width of 10-feet.
16. Landscaping
Landscaping Policy: A license agreement is required for all landscaping proposed within ACHD
right-of-way or easement areas. Trees shall be located no closer than 10-feet from all public
27 DRAFT Tessera Ranch/ MPP21-0027/
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storm drain facilities. Landscaping should be designed to eliminate site obstructions in the vision
triangle at intersections. District Policy 5104.3.1 requires a 40-foot vision triangle and a 3-foot
height restriction on all landscaping located at an uncontrolled intersection and a 50-foot offset
from stop signs. Landscape plans are required with the submittal of civil plans and must meet all
District requirements prior to signature of the final plat and/or approval of the civil plans.
17. Other Access
Linder Road and Amity Road are classified as minor arterial roadways and Farmyard Avenue,
Harris Street and Wild Stallion Way are classified as collector roadways. Other than the access
specifically approved with this application, direct lot access is prohibited to these roadways and
should be noted on the final plat.
D. Site Specific Conditions of Approval
1. Prior to ACHD's signature on the first final plat, submit a revised preliminary plat showing the
redesigned roadways to reduce the length of the roadways or to include the use of passive design
elements. The ultimate locations and design will be determined during plan review by
Development Review staff. The roadways greater than 750-feet in length are as follows:
• Farmyard Avenue
• Burning Oak Street
• Twin View Street
• Shaker Round Street
• Fallow Run Drive
• Cattle Run Way
Stop signs, speed humps/bumps and valley gutters will not be accepted as traffic calming.
2. Extend the westbound left-turn lane an additional 75-feet within the existing travel lane on
Overland Road at Linder Road and extend the northbound right-turn lane on Linder Road at
Overland Road to the extent that is allowable without causing conflict with the existing driveway
located on the east side of Linder Road south of the Overland Road/Linder Road intersection prior
to plan approval and ACHD's signature on the final plat that contains the 391 st building lot.
Compensation will not be provided for additional pavement widening. Coordinate the design of
the turn lanes with ACHD's Development Review staff.
3. Submit an updated intersection analysis for the Linder Road/Victory Road intersection prior to
ACHD's approval of the final plat that contains the 387t" single family building lot. If additional
right-of-way has been dedicated at this intersection staff will review the updated analysis and
determine at that time what improvements may be required. Additional improvements may be
required based on the findings of the updated traffic impact study.
If right-of-way has not been dedicated at this intersection, then the applicant should be required to
submit a plan for alternative mitigation as recommend in the TIS for review and approval, as
improvements are required to be constructed consistent with the alternative mitigation policy.
4. Construct a westbound left-turn lane on Victory Road at Linder Road with a minimum 75-feet of
storage and a northbound left-turn lane on Linder Road at Victory Road with a minimum 50-feet of
storage prior to plan approval and ACHD's signature on the final plat that contains the 391 st
building lot. Compensation will not be provided for additional pavement widening. Coordinate the
design of the turn lanes with ACHD's Development Review staff.
28 DRAFT Tessera Ranch/ MPP21-0027/
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5. Dedicate additional right-of-way to total 50-feet from centerline of Linder Road abutting the site.
Compensation will be provided.
6. Improve Linder Road with 17-feet of pavement from centerline plus a 3-foot gravel shoulder and
5-foot wide detached concrete sidewalk located a minimum of 43-feet from centerline abutting the
site. Provide an 8-foot planter strip if street trees are desired.
7. Provide a permanent right-of-way easement for any sidewalk placed outside of the dedicated
right-of-way to 2-feet behind back of sidewalk. Sidewalk shall be located wholly within right-of-
way or wholly within an easement.
8. Construct a dedicated southbound right-turn lane and a dedicated center left-turn lane on Linder
Road at Harris Street, located 1,580-feet north of Site Access D and at the proposed Site Access
D, located 1,060-feet north of Amity Road, two entrances to the site, to minimize the impacts to
through traffic. Construct the turn lanes when Harris Street and Site Access D are constructed to
intersect Linder Road. Compensation will not be provided for additional pavement widening.
Coordinate the design of the turn lanes with ACHD's Development Review staff.
9. Close the 4 existing driveways onto Linder Road with sidewalk, landscaping and fencing, as
proposed.
10. Improve Amity Road with 17-feet of pavement from centerline plus a 3-foot gravel shoulder and 5-
foot wide detached concrete sidewalk located a minimum of 4.3-feet from centerline abutting the
site.
11. Dedicate additional right-of-way at the Amity Road and Linder Road intersection for the dual lane
roundabout to match the image above in Findings C61b. Compensation will be provided.
12. Construct the north-south collector roadway, Farmyard Avenue and Wild Stallion Way, as 36-foot
wide collector street sections with vertical curb, gutter, an 8-foot wide planter strip and 5-foot wide
detached concrete sidewalk.
13. Dedicate right-of-way to 2-feet behind back of sidewalk, or for detached sidewalk, the applicant
may reduce the right-of-way to 2-feet behind back of curb and provide a permanent right-of-way
easement that extends from the right-of-way line to 2-feet behind back of sidewalk. Sidewalk
shall be located wholly within right-of-way or wholly within an easement.
14. Construct the east/west collector roadway, Harris Street, from Linder Road along the site's north
property line as '/2 of a 36-foot wide collector street with vertical curb, gutter, an 8-foot wide
planter strip and 6-foot wide detached concrete sidewalk. Dedicate right-of-way to 2-feet behind
back of sidewalk, or for detached sidewalk, the applicant may reduce the right-of-way to 2-feet
behind back of curb and provide a permanent right-of-way easement that extends from the right-
of-way line to 2-feet behind back of sidewalk. Sidewalk shall be located wholly within right-of-way
or wholly within an easement.
Or, if the northern half of Harris Street is not constructed then construct Harris Street as '/2 of a
36-foot wide collector street section with vertical curb, gutter and 6-foot wide detached concrete
sidewalk on the south side of the roadway, as proposed, with an additional 12-feet of pavement
widening beyond the centerline of the roadway with a 3-foot wide gravel shoulder and borrow
ditch sized to accommodate the roadway storm runoff on the north side of the roadway. Dedicate
right-of-way to extend to 2-feet behind back of sidewalk on the south side and to 2-feet behind
back of borrow ditch on the north side.
15. Construct the other internal local streets as 33-foot wide street sections with rolled curb, gutter
and 5-foot wide attached concrete sidewalk within 47-feet of right-of-way. For detached sidewalk,
the applicant may reduce the right-of-way width to 2-feet behind the back of curb and provide a
permanent right-of-way easement that extends from the right-of-way line to 2-feet behind back of
sidewalk. Sidewalk shall be located wholly within right-of-way or wholly within an easement.
29 DRAFT Tessera Ranch/ MPP21-0027/
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16. Construct the proposed cul-de-sacs with a minimum turning radius of 50-feet at the terminus of
Hay Store Drive and at the north and south end of Cultivator Place.
17. Construct 8 knuckles throughout the site, as proposed.
18. Construct a new collector roadway, Harris Street, to intersect Linder Road located a '/2 mile south
of Victory Road, as proposed.
19. Construct a new collector roadway, Farmyard Avenue, to intersect Linder Road located 1,580-feet
south of the proposed collector street, Harris Street, as proposed.
20. Construct a new collector roadway, Farmyard Avenue, to intersect Harris Street, located 2,080-
feet west of Linder Road.
21. Construct two new local streets to intersect the proposed collector roadway, Harris Street at the
following locations:
• Brown Swiss Way, a local street, located 1,420-feet west of Linder Road
• International Way, located 440-feet west of Linder Road
22. Construct one new collector street, Wild Stallion Way, to intersect Farmyard Avenue, located
1,400-feet west of Linder Road.
23. Construct four new local streets to intersect the proposed collector roadway, Farmyard Avenue, at
the following locations:
• Twin View Street, located 540-feet south of the proposed collector street, Harris Street
• Boar Run Avenue, located 830-feet southeast of Twin View Street
• Planters Avenue, located 960-feet west of Linder Road
• Tractor Avenue, located 960-feet west of Linder Road
24. Construct all other local internal streets to align or offset by a minimum of 125-feet.
25. Construct one stub street, Wild Stallion Way, to the south, located 1,400-feet west of Linder Road.
26. If the northern half of Harris Street has not been constructed along the site's north property line as
part of the Burnside Ridge Estates development, then the applicant should be required to stub
Harris Street to the site's northwest property line.
27. Construct a temporary cul-de-sac turnaround at the terminus of Wild Stallion Way and Harris
Street, as they extend greater than 150-feet. The temporary turnaround should be paved and
constructed to the same dimensional standards as a standard cul-de-sac turnaround. If the
turnaround extends onto a buildable lot, the entire lot shall be encumbered by the easement and
identified on the plat as a non-buildable lot until the street is extended.
28. Install a sign at the terminus of Wild Stallion Way and Harris Street that states, "THIS IS A
DESIGNATED COLLECTOR ROADWAY. THIS STREET WILL BE EXTENDED AND WIDENED
IN THE FUTURE."
29. Construct two 30-foot wide private road/drive aisles that run east/west located between two
proposed local streets, Cowboy Boot Avenue and Brown Swiss Way near the site's northwest
property line.
30. Construct two 30-foot wide private road/drive aisles onto the following proposed local streets:
• Wind Vane Drive and in alignment with Tractor Avenue
30 DRAFT Tessera Ranch/ MPP21-0027/
H-2022-0020
Tractor Avenue in alignment with Wind Vane Drive
The driveways should be constructed as curb return type driveway approaches and be designed
to look like a driveway and not an extension of the local streets.
31. Pave the private roadway/drive aisles their full width and at least 30-feet into the site beyond the
edge of pavement of all public streets.
32. Install street name and stop signs for the private roads.
33. Other than the access specifically approved with this application, direct lot access is prohibited to
Linder Road, Amity Road, Farmyard Avenue, Harris Street and Wild Stallion Way. Other than the
access specifically approved with this application, direct lot access is prohibited to these
roadways and should be noted on the final plat.
34. Provide ACHD approved plans for the crossing of Calkins Lateral prior to the pre-construction
meeting and final plat approval. Note: Timing of project plan submittals should take into account
review times, lead time for precast members and potential roadway closures. To ensure
construction prior to irrigation season, approval of the project plans must be attained by January
15t". The District retains the right to modify road closure approvals on any project based on the
needs of the District. Construction of projects approved after January 15t" may be postponed until
after irrigation season is over in October. It is recommended that bridge submittals be submitted
before the end of the current irrigation season to ensure the best time frame for construction is
attained. Submittals will need to include the street section extending over the bridge to ensure the
requirements of the roadway are met.
35. Submit civil plans to ACHD Development Services for review and approval. The impact fee
assessment will not be released until the civil plans are approved by ACHD.
36. Payment of impact fees is due prior to issuance of a building permit.
37. Comply with all Standard Conditions of Approval.
E. Standard Conditions of Approval
1. All proposed irrigation facilities shall be located outside of the ACHD right-of-way (including all
easements). Any existing irrigation facilities shall be relocated outside of the ACHD right-of-way
(including all easements).
2. Private Utilities including sewer or water systems are prohibited from being located within the
ACHD right-of-way.
3. In accordance with District policy, 7203.3, the applicant may be required to update any existing
non-compliant pedestrian improvements abutting the site to meet current Americans with
Disabilities Act (ADA) requirements. The applicant's engineer should provide documentation of
ADA compliance to District Development Review staff for review.
4. Replace any existing damaged curb, gutter and sidewalk and any that may be damaged during
the construction of the proposed development. Contact Construction Services at 387-6280 (with
file number) for details.
5. A license agreement and compliance with the District's Tree Planter policy is required for all
landscaping proposed within ACHD right-of-way or easement areas.
6. All utility relocation costs associated with improving street frontages abutting the site shall be
borne by the developer.
7. It is the responsibility of the applicant to verify all existing utilities within the right-of-way. The
applicant at no cost to ACHD shall repair existing utilities damaged by the applicant. The
applicant shall be required to call DIGLINE (1-811-342-1585) at least two full business days prior
31 DRAFT Tessera Ranch/ MPP21-0027/
H-2022-0020
to breaking ground within ACHD right-of-way. The applicant shall contact ACHD Traffic
Operations 387-6190 in the event any ACHD conduits (spare or filled) are compromised during
any phase of construction.
8. Utility street cuts in pavement less than five years old are not allowed unless approved in writing
by the District. Contact the District's Utility Coordinator at 387-6258 (with file numbers) for details.
9. All design and construction shall be in accordance with the ACHD Policy Manual, ISPWC
Standards and approved supplements, Construction Services procedures and all applicable
ACHD Standards unless specifically waived herein. An engineer registered in the State of Idaho
shall prepare and certify all improvement plans.
10. Construction, use and property development shall be in conformance with all applicable
requirements of ACHD prior to District approval for occupancy.
11. No change in the terms and conditions of this approval shall be valid unless they are in writing
and signed by the applicant or the applicant's authorized representative and an authorized
representative of ACHD. The burden shall be upon the applicant to obtain written confirmation of
any change from ACHD.
12. If the site plan or use should change in the future, ACHD Planning Review will review the site plan
and may require additional improvements to the transportation system at that time. Any change in
the planned use of the property, which is the subject of this application, shall require the applicant
to comply with ACHD Policy and Standard Conditions of Approval in place at that time unless a
waiver/variance of the requirements or other legal relief is granted by the ACHD Commission.
F. Conclusions of Law
1. The proposed site plan is approved, if all of the Site Specific and Standard Conditions of Approval
are satisfied.
2. ACHD requirements are intended to assure that the proposed use/development will not place an
undue burden on the existing vehicular transportation system within the vicinity impacted by the
proposed development.
G. Attachments
1. Vicinity Map
2. Site Plan
3. Executive Summary
4. ITD Letter
5. Utility Coordinating Council
6. Development Process Checklist
7. Appeal Guidelines
32 DRAFT Tessera Ranch/ MPP21-0027/
H-2022-0020
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33 DRAFT Tessera Ranch/ MPP21-0027/
H-2022-0020
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34 DRAFT Tessera Ranch/ MPP21-0027/
H-2022-0020
ITT ENGINXRNG INC. Traffic Impact Study
Tessera Subdivision—Meridian, Idaho
EXECUTIVE SUMMARY
Hubble Homes is planning to develop the Tessera Subdivision project located west of Linder Road between Victory
Road and Amity Road in Meridian, Idaho, as shown in Figure 1.1. CR Engineering, Inc. has been retained to
prepare a traffic impact study(TIS) for the proposed development. The scope of this TIS was determined through
coordination with the Ada County Highway District(ACHD)and the Idaho Transportation Department(ITD)with
inputs from the Community Planning Association of Southwest Idaho(COMPASS).
The TIS evaluates the potential traffic impacts resulting from background traffic growth, in-process developments
in the area, and the proposed development, and identifies improvements to mitigate the impacts if needed. Traffic
impacts were evaluated under weekday AM and PM peak hours traffic conditions. Table 1 summarizes the
improvements needed to mitigate the traffic impacts for the following analysis years traffic conditions:
■ 2021 Existing traffic
■ 2030 Build-out year background traffic
■ 2030 Build-out year total traffic
1.0 Proposed Development
1.1 Tessera Subdivision is a proposed residential development estimated to contain 407 single-family dwelling
units and 79 multifamily dwelling units. The expected build-out year is 2030 which may change depending
on market conditions.
1.2 Based on the procedures outlined in the Trip Generation Handbook, 3Ya Edition and the Trip Generation
Manual, IF" Edition, both published by the Institute of Transportation Engineers (ITE), the proposed
development is estimated to generate approximately 4,253 trips per weekday with 314 trips during the AM
peak hour and 427 trips during the PM peak hour.
■ Based on the proposed land uses,no internal capture or pass-by trips were assumed in the analysis
■ All trips were assumed to be made by personal or commercial vehicles
1.3 The estimated site traffic distribution patterns are:
■ 30%north of the site traveling on Linder Road
■ 20%north of the site traveling on Meridian Road
■ 10% south of the site traveling on Linder Road
■ 5% south of the site traveling on Meridian Road
■ 5%east of the site traveling on Victory Road
■ 5%east of the site traveling on Amity Road
■ 15%west of the site traveling on Victory Road
■ 10%west of the site traveling on Amity Road
March 2022 1
ITT�.'NGIN�RING,INC. Traffic Impact Study
Tessera Subdivision—Meridian, Idaho
Table 1 —Proposed Mitigation Improvements Summary
Intersection 2030 Build-Out Year
or 2021
Roadway Segment Existing Background Total
Overland Rd
Ol and None None None
Linder Rd
Single-lane roundabout
Victory Rd or
O2 and None None 3x3 signal 1
Linder Rd or
alternative mitigation measures
Northbound right-turn lane Convert to a MUT
Victory Rd and signal modifications Convert to a MUT or
3O and or or alternative mitigation measures
Meridian Rd alternative mitigation measures alternative mitigation measures or
pay ITD proportionate share
Amity Rd
4O and None None None
Linder Rd
Amity Rd Southbound and westbound
OS and None Southbound and westbound right-turn lanes
Meridian Rd right-turn lanes or
pay ITD proportionate share
Access A
O6 and na na Two-way stop-controlled
Harris St
Access B
�7 and na na Two-way stop-controlled
Harris St
Access C
G8 and na na Two-way stop-controlled
Harris St
Harris St Two-way stop-controlled,
O9 and na na southbound right-turn lane,and
Linder Rd southbound left-turn lane 2,3
Access D Two-way stop-controlled,
10 and na na northbound left-turn lane,and
Linder Rd southbound right-turn lane 3
Linder Rd, one one None
Overland Rd to Victory Rd
Linder Rd, Widen to three lanes
Victory Rd to Harris St None None or
alternative mitigation measures
Linder Rd, None None None
Harris St to Amity Rd
1 Meets MUTCD signal warrants
2 The southbound left-turn lane is a mitigation improvement for Brundage Estates Subdivision
3 Meets minimum operational thresholds without turn lanes
March 2022 2
ITT NGINVRING,INC. Traffic Impact Study
Tessera Subdivision—Meridian, Idaho
2.0 Proposed Access
2.1 Tessera Subdivision is planning to construct one-half of Harris Street along the site frontage connecting to
Linder Road. The proposed in-process Burnside Ridge Estates is planning to construct the remaining one-
half of Harris Street. Three accesses are proposed on the Harris Street extension. In addition,one access is
proposed on Linder Road.
■ Harris Street extension west of Linder Road
• Should be classified and constructed as a collector street
o Corresponds to the east-west mid-mile collector street alignment as shown in the ACHD Master
Street Map(MSM)
o Estimated to carry approximately 3,000 vpd with a maximum directional peak hour volume of
185 vph during the PM peak hour,which is below the ACHD planning threshold of 425 vph for
a two-lane collector street
• The Harris Street and Linder Road intersection is expected to require the following turn lanes based
on ACHD turn-lane guidelines:
o Southbound right-turn lane
■ Warranted by 2023 when the development generates approximately 110 peak hour trips,
which is equivalent to 110 single-family dwelling units
■ Southbound right-turn lane also warranted under background traffic conditions with the
construction of Burnside Ridge Estates
✓ The estimated site traffic in this movement is approximately 82%in the AM peak hour
and 83% in the PM peak hour of the 2030 total traffic
o Southbound left-turn lane
■ The southbound left-turn lane is warranted with off-site traffic generated by the in-process
Brundage Estates Subdivision, which is consistent with the findings in the TIS for the
project
✓ No site traffic is in this movement
• The Harris Street and Linder Road intersection is expected to meet ACHD minimum operational
thresholds under 2030 total traffic as an unsignalized intersection
• The intersection sight distance exceeds the minimum 555 feet for a 50-mph roadway north and south
of the intersection
o There is an existing vertical curve on Linder Road alignment approximately 560 feet to the
south, which is beyond the minimum intersection sight distance. There are existing warning
signs with a 35-mph advisory speed north and south of the hill
o Building setback and landscape design should not obstruct intersection sight distance
• The Harris Street and Linder Road intersection is not anticipated to meet MUTCD signal warrants
under 2030 total traffic conditions
o According to the current ACHD transportation plans, neither a signal nor roundabout is
identified at the intersection
o A signal or roundabout is not recommended to mitigate 2030 total traffic operations as the
intersection is anticipated to meet ACHD minimum operational thresholds as an unsignalized
intersection
■ Access A on Harris Street
• Access A roadway should be classified and constructed as a collector street
o Aligns with the proposed collector street in the in-process Brundage Estate Subdivision and
corresponds to the north-south mid-mile collector street alignment as shown in the MSM
March 2022 3
ITT ENGINXRING,INC. Traffic Impact Study
Tessera Subdivision—Meridian, Idaho
o Estimated to carry approximately 190 vpd with a maximum directional peak hour volume of
approximately 14 vph during the PM peak hour,which is below the ACHD planning threshold
of 425 vph for a two-lane collector street
• Located approximately 1,980 feet west of Linder Road and 660 feet west of Access B aligning with
the proposed collector street in the Burnside Ridge Estates in-process development
• Access A intersection is not expected to require turn lanes based on ACHD turn-lane guidelines
• Access A intersection is expected to meet ACHD minimum operational thresholds under 2030 total
traffic conditions
• The minimum intersection sight distance visibility is 390 feet for a 35-mph roadway
o Building setback and landscape design should not obstruct intersection sight distance
■ Access B on Harris Street
• Access B roadway should be classified as a local street
o Does not correspond to a collector street in the MSM
o Estimated to carry less than 1,000 vpd
• Located approximately 650 feet east of Access A and 1,420 feet west of Linder Road and aligns
with a proposed approach to the north in the Jackson Ridge Estates
o Meets minimum 330-feet local road spacing on Harris Street
• Access B intersection is not expected to require turn lanes based on ACHD turn-lane guidelines
• Access B intersection is expected to meet ACHD minimum operational thresholds under 2030 total
traffic conditions
• The minimum intersection sight distance visibility is 390 feet for a 35-mph roadway
o Building setback and landscape design should not obstruct intersection sight distance
■ Access C on Harris Street
• Access C roadway should be classified as a local street
o Does not correspond to a collector street in the MSM
o Estimated to carry over 1,000 vpd but less than 2,000 vpd
• Located approximately 980 feet east of Access B and 440 feet west of Linder Road and aligns with
a proposed approach to the north in the Burnside Ridge Estates in-process development
o Meets minimum 330-feet local road spacing on Harris Street
• Access C intersection is not expected to require turn lanes based on ACHD turn-lane guidelines
• Access C intersection is expected to meet ACHD minimum operational thresholds under 2030 total
traffic conditions
• The minimum intersection sight distance visibility is 390 feet for a 35-mph roadway
o Building setback and landscape design should not obstruct intersection sight distance
Access D on Linder Road
• Access D roadway should be classified as a local street
o Does not correspond to a collector street in the MSM
o Estimated to carry over 1,000 vpd but less than 2,100 vpd
• Located approximately 1,580 feet south of Harris Street and 1,060 feet north of Amity Road
o Meets minimum 660-feet local street spacing on Linder Road
• Access D intersection is expected to require the following turn lanes based on ACHD turn-lane
guidelines:
March 2022 4
ITT ENGINXRING INC. Traffic Impact Study
Tessera Subdivision—Meridian, Idaho
o Northbound left-turn lane
✓ Warranted by 2027 when Tessera Subdivision generates approximately 290 peak hour trips,
which is equivalent to the construction of 271 single-family lots and 79 multifamily
dwelling units
o Suhbound right-turn lane
✓ Warranted by 2028 when Tessera Subdivision generates approximately 350 peak hour trips,
which is equivalent to the construction of 316 single-family lots and 79 multifamily
dwelling units
• Access D intersection is expected to meet ACHD minimum operational thresholds under 2030 total
traffic conditions
• The intersection sight distance exceeds the minimum 555 feet for a 50-mph roadway north and south
of the intersection
o There is an existing vertical curve on Linder Road alignment approximately 560 feet to the
south,which is beyond the minimum intersection sight distance
o There are existing warning signs with a 35-mph advisory speed north and south of the hill
• Expected to have adequate intersection sight distance exceeding the 555-feet minimum visibility for
a 50-mph posted speed limit on Linder Road
o Linder Road segment adjacent to the site is relatively flat and straight without obstructions
o Building setback and landscape design should not obstruct intersection sight distance
2.2 All other internal roadways have front-on housing and are projected to carry less than 2,000 vehicles per
day, and should be classified as local street
2.3 Traffic calming measures should be installed on internal local roads with straight segments exceeding 750
feet per ACHD Policy.
2.4 Access D on Linder Road is necessary to serve the site. The justifications are:
■ Without Access D,Harris Street extension west of Linder Road is estimated to carry over 5,050 vpd and
the critical eastbound lane group operating with a v/c ratio of 1.12 during the PM peak hour
• According to ACHD Policy Section 7205.4.4, additional driveways may be considered when the
daily volume using one driveway exceeds 5,000 vpd or the v/c ratio for one driveway exceeds 1.00
• According to ACHD Policy Section 7206.3.3,the maximum ADT on one collector street access to
a public street system is 3,000 vpd
3.0 Improvements Needed to Mitigate 2021 Existing Traffic
3.1 With 2021 existing traffic, one study area intersection exceeds minimum operational thresholds analyzed
with the existing intersection control and lane configurations. The intersection,operational deficiencies,and
mitigation improvements are:
■ Victory Road and Meridian Road intersection
• The critical shared northbound through/right-turn lane group is operating with a volume to capacity
(v/c)ratio of 1.01 during the AM peak hour,exceeding ITD 0.90 threshold and ACHD 1.00 threshold
• The intersection meets ITD and ACHD minimum operational thresholds during the shoulder hours
• The intersection has a crash rate of 1.02 crashes per million entering vehicles
• There are no improvements programmed at the intersection according to the current ACHD 2020
Capital Improvement Plan(CIP) and 2022-2026 Integrated Five-Year Work Plan(IFYWP)
March 2022 5
ITT ENGINXRING,INC. Traffic Impact Study
Tessera Subdivision—Meridian, Idaho
• According to the Meridian Road (Idaho 69) Corridor Plan, ITD is planning to reconstruct the
intersection in the long-term as a Median U-Turn(MUT)with three through lanes on the Meridian
Road approaches and dual left-turn lanes on the Victory Road approaches
• Two mitigation options are proposed to mitigate 2021 existing traffic operations:
o Option 1 —Construct interim improvements to include a northbound right-turn lane and modify
the signal to allow an overlap phase for the westbound right-turn movements
o Option 2—If ACHD and/or ITD determines the interim northbound right-turn lane construction
is infeasible, install alternative mitigation measures within 1.5 miles of the development.
Potential alternative mitigation measures may include one or more of the following:
■ Construct sidewalk connectivity to pedestrian ramps at the northwest corner of the Victory
Road and Meridian Road intersection
■ Install pedestrian crossing at the Victory Road and Stoddard Road intersection, level of
treatment to be determined by a pedestrian crossing study
■ Construct missing sidewalk on the east side of Meridian Road at the Ridenbaugh Canal
bridge
■ Install safety improvements at the Victory Road and Meridian Road intersection:
✓ Near-side signal heads on the existing poles for the northbound and southbound through
movements
✓ Near-side signal heads on the back of the signal mast arms for the northbound and
southbound left-turn movements
✓ Far-side signal heads on the signal poles for the northbound and southbound left-turn
movements
✓ 3-inch yellow retroreflective sheeting to all existing signal backplates
3.2 With 2021 existing traffic,all study area roadway segments meet ACHD level of service planning thresholds
with the existing lane configuration. As a result,no roadway capacity improvements are needed to mitigate
2021 existing traffic operations.
4.0 Improvements Needed to Mitigate 2030 Background Traffic
4.1 With 2030 background traffic, two study area intersections are anticipated to exceed minimum operational
thresholds analyzed with the existing intersection control and lane configurations. The intersections,
operational deficiencies, and mitigation improvements are:
■ Victory Road and Meridian Road intersection
• The overall intersection v/c ratio is 0.98 during the PM peak hour, exceeding ITD and ACHD 0.90
threshold. Additionally,several lane groups are anticipated to operate with v/c ratios exceeding 1.00
during the peak hours, exceeding ITD 0.90 threshold and ACHD 1.00 threshold
• The intersection is anticipated to meet ACHD minimum operational thresholds during the shoulder
hours
• Two mitigation options are proposed to mitigate 2030 background traffic:
o Option 1 —Reconstruct as a MUT intersection with the following lanes:
■ Eastbound approach: Existing lanes with one left-turn and one shared through/right-turn
lane
■ Westbound approach:Existing lanes with one left-turn,one through,and one right-turn lane
■ Northbound approach: Three through lanes and an exclusive right-turn lane
✓ Construct a U-turn loon on Meridian Road north of the intersection to accommodate
northbound U-turns
■ Southbound approach: Three through lanes and an exclusive right-turn lane
March 2022 6
ITT ENGINXRING,INC. Traffic Impact Study
Tessera Subdivision—Meridian, Idaho
✓ Construct a U-turn loon on Meridian Road south of the intersection to accommodate
southbound U-turns
o Option 2 — If ACHD and/or ITD determines reconstructing the intersection as a MUT is
infeasible by 2030, install alternative mitigation measures within 1.5 miles of the development.
Potential alternative mitigation measures may include one or more of the following:
■ Construct sidewalk connectivity to pedestrian ramps at the northwest corner of the Victory
Road and Meridian Road intersection
■ Install pedestrian crossing at the Victory Road and Stoddard Road intersection, level of
treatment to be determined by a pedestrian crossing study
■ Construct missing sidewalk on the east side of Meridian Road at the Ridenbaugh Canal
bridge
■ Install safety improvements at the Victory Road and Meridian Road intersection:
✓ Near-side signal heads on the existing poles for the northbound and southbound through
movements
✓ Near-side signal heads on the back of the signal mast arms for the northbound and
southbound left-turn movements
✓ Far-side signal heads on the signal poles for the northbound and southbound left-turn
movements
✓ 3-inch yellow retroreflective sheeting to all existing signal backplates
The intersection exceeds minimum operational thresholds under 2021 existing traffic conditions and is
expected to continue to exceed minimum operational thresholds as traffic increases.
■ Amity Road and Meridian Road intersection
• The intersection is anticipated to meet ACHD minimum operational thresholds but exceeds ITD
minimum operational threshold
• The critical shared southbound through/right-turn lane group is anticipated to operate with a v/c ratio
of 0.94 during the PM peak hour, which exceeds the ITD 0.90 threshold but meets ACHD 1.00
threshold
• There are no improvements programmed at the intersection according to the current ACHD CIP or
IFYWP
• According to the Meridian Road Corridor Plan,ITD is planning to reconstruct the intersection in the
long-term as a MUT with three through lanes on the Meridian Road approaches and dual left-turn
lanes on the Amity Road approaches
• The following interim improvements are proposed to mitigate 2030 background traffic operations
to meet ITD minimum operational thresholds:
o Construct a southbound right-turn lane
o Construct a westbound right-turn lane
The intersection is anticipated to exceed minimum operational thresholds and need improvements by
2029 with an additional background traffic increase of approximately 450 vehicles during the PM peak
hour beyond 2021 existing traffic.
4.2 With 2030 background traffic,all study area roadway segments are expected to meet ACHD level of service
planning thresholds with the existing lane configuration. As a result,no roadway capacity improvements are
needed to mitigate 2030 background traffic operations.
March 2022 7
ITT ENGIN, RING,INC. Traffic Impact Study
Tessera Subdivision—Meridian, Idaho
5.0 Improvements Needed to Mitigate 2030 Build-Out Year Total Traffic
5.1 With 2030 total traffic, three study area intersections are anticipated to exceed minimum operational
thresholds analyzed with the existing intersection control and lane configurations. The intersections,
operational deficiencies, and mitigation improvements are:
■ Victory Road and Linder Road intersection
• The critical westbound lane group is anticipated to operate over capacity with a v/c ratio of 1.01
during the PM peak hour,exceeding the ACHD 1.00 threshold
• The intersection and all lane groups are anticipated to meet ACHD minimum operational thresholds
during the PM shoulder hours
• There are no improvements programmed at the intersection according to the ACHD 2022-2026
IFYWP. The intersection is programmed in the 2020 CIP to be reconstructed as a single-lane
roundabout in the 2036-2040 timeframe
• Two mitigation options are proposed to mitigate 2030 total traffic impacts:
o Option 1 —Reconstruct as a single-lane roundabout
o Option 2—Install a traffic signal and construct left-turn lanes on all approaches(30 signal)
■ The intersection meets MUTCD signal Warrant 1 and Warrant 2, eight-hour and four-hour
vehicular volume,under 2030 total traffic conditions
• These improvement options may not be feasible by 2030 as they are not programmed or funded for
construction. If these improvements are infeasible, to be determined by ACHD, alternative
mitigation measures are recommended,which may include one or more of the following:
o Install pedestrian crossing on Victory Road at the Victory Road and Linder Road intersection,
level of treatment to be determined by a pedestrian crossing study
o Install a pedestrian crossing on Victory Road at the Victory Road and Stoddard Road
intersection, level of treatment to be determined by a pedestrian crossing study
o Construct missing sidewalk on Linder Road between Overland Road and Victory Road
Based on additional analysis, the Victory Road and Linder Road intersection is anticipated to exceed
ACHD minimum operational thresholds by 2030 with an increase of approximately 550 vph during the
PM peak hour beyond 2021 existing traffic. Tessera Subdivision is anticipated to contribute 244 PM
peak hour trips to the intersection, equivalent to 386 single-family lots and 79 multifamily dwelling
units.
■ Victory Road and Meridian Road intersection
• The overall intersection v/c ratio is 0.99 during the PM peak hour, exceeding ITD and ACHD 0.90
threshold.Additionally,several lane groups are anticipated to operate with v/c ratios exceeding 1.00
during the peak hours, exceeding ITD 0.90 threshold and ACHD 1.00 threshold
• The intersection is anticipated to meet ACHD minimum operational thresholds during the shoulder
hours
• Two mitigation options are proposed to mitigate 2030 total traffic impacts:
o Option 1 —Reconstruct as a MUT intersection with the following lanes:
■ Eastbound approach: Existing lanes with one left-turn and one shared through/right-turn
lane
■ Westbound approach:Existing lanes with one left-turn,one through,and one right-turn lane
■ Northbound approach: Three through lanes and an exclusive right-turn lane
✓ Construct a U-turn loon on Meridian Road north of the intersection to accommodate
northbound U-turns
March 2022 8
ITT ENGINXRING,INC. Traffic Impact Study
Tessera Subdivision—Meridian, Idaho
■ Southbound approach: Three through lanes and an exclusive right-turn lane
✓ Construct a U-turn loon on Meridian Road south of the intersection to accommodate
southbound U-turns
o Option 2 — If ACHD and/or ITD determines reconstructing the intersection as a MUT is
infeasible by 2030, install alternative mitigation measures within 1.5 miles of the development.
Potential alternative mitigation measures may include one or more of the followings:
■ Construct sidewalk connectivity to pedestrian ramps at the northwest corner of the Victory
Road and Meridian Road intersection
■ Construct missing sidewalk on the east side of Meridian Road at the Ridenbaugh Canal
bridge
■ Install safety improvements at the Victory Road and Meridian Road intersection:
✓ Near-side signal heads on the existing poles for the northbound and southbound through
movements
✓ Near-side signal heads on the back of the signal mast arms for the northbound and
southbound left-turn movements
✓ Far-side signal heads on the signal poles for the northbound and southbound left-turn
movements
✓ 3-inch yellow retroreflective sheeting to all existing signal backplates
o In addition to the alternative mitigation measures, ITD will assess a proportionate share
contribution to mitigate the development impacts
The intersection exceeds minimum operational thresholds under 2021 existing traffic conditions and is
expected to continue to exceed minimum operational thresholds with additional background traffic
growth and site traffic.
■ Amity Road and Meridian Road intersection
• The intersection is anticipated to meet ACHD minimum operational thresholds but exceeds ITD
minimum operational threshold
• The critical shared southbound through/right-turn lane group is anticipated to operate with a v/c ratio
of 1.00 during the PM peak hour,which exceeds the ITD 0.90 threshold
• The intersection is anticipated to meet ACHD minimum operational thresholds during the shoulder
hours
• Two mitigation options are proposed to mitigate 2030 total traffic impacts:
o Option 1 — Construct a southbound right-turn lane and a westbound right-turn lane as interim
improvements
o Option 2 — Pay a proportionate share contribution of the mitigation improvement costs to be
determined by ITD
The intersection is anticipated to exceed minimum operational thresholds and need improvements by
2027 with an additional traffic increase of approximately 400 vehicles during the PM peak hour beyond
2021 existing traffic.By 2027,Tessera Subdivision is anticipated to have constructed 350 dwelling units.
5.2 The Victory Road and Linder Road intersection is anticipated to operate at LOS E under 2030 PM peak hour
total traffic conditions, requiring MUTCD signal warrant analysis per ACHD Policy. The intersection is
expected to meet MUTCD signal warrants under 2030 total traffic conditions. No improvements are
proposed as the intersection meets ACHD minimum operational thresholds with the existing intersection
control and lane configuration
March 2022 9
ITT E'NGIN, RING,INC. Traffic Impact Study
Tessera Subdivision—Meridian, Idaho
5.3 The estimated site traffic as a percentage of the 2030 total traffic at the study area intersections are:
■ Overland Road and Linder Road intersection : AM Peak=6.5%,PM Peak=6.2%
■ Victory Road and Linder Road intersection : AM Peak= 18.2%,PM Peak= 19.7%
■ Victory Road and Meridian Road intersection : AM Peak=2.4%,PM Peak=2.5%
■ Amity Road and Linder Road intersection : AM Peak= 13.1%,PM Peak= 15.5%
■ Amity Road and Meridian Road intersection : AM Peak=2.2%, PM Peak=2.4%
5.4 With 2030 total traffic, one study area roadway segment is anticipated to exceed ACHD level of service
planning thresholds with the existing lane configuration during the peak hours. The study area roadway
segment, level of service deficiencies, and proposed mitigation improvements are:
■ Linder Road segment between Victory Road and Harris Street
• The anticipated maximum peak hour direction volume on this roadway segment is 625 vph in the
southbound direction during the PM peak hour,which exceeds the 575 vph planning threshold for a
two-lane minor arterial
• The maximum shoulder hours directional volumes are below the 575 vph planning threshold
• Linder Road is programmed in the ACHD CIP to be widened to three lanes between Victory Road
and Amity Road in 2036-2040
• Two mitigation options are proposed to mitigate 2030 total traffic impacts:
o Option 1 —Widen to three lanes as programmed in the CIP
o Option 2—The developer does not own the right-of-way to construct this Linder Road segment
to three lanes. If ACHD determines the roadway widening in Option 1 is infeasible by 2030,
install alternative mitigation measures within 1.5 mils of the development. Potential alternative
mitigation measures may include one or more of the following:
■ Construct missing sidewalks on this Linder Road segment
■ Construct bicycle facilities on this Linder Road segment
■ Construct missing sidewalks and/or bicycle facilities on Linder Road from north of Victory
Road to Blue Valley Elementary School
■ Install pedestrian crossing on Victory Road at the Victory Road and Linder Road
intersection
✓ The proposed Blue Valley Elementary School is located on Linder Road approximately
one-quarter mile south of Overland Road; therefore, schoolchildren may benefit from
this pedestrian crossing. Level of treatment to be determined by a pedestrian crossing
study
■ Install a pedestrian crossing on Victory Road at the Victory Road and Stoddard Road
intersection
✓ The Victory Middle School is located on Stoddard Road approximately one-half mile
north of Victory Road; therefore, schoolchildren may benefit from this pedestrian
crossing. Level of treatment to be determined by a pedestrian crossing study
5.5 The estimated site traffic as a percentage of the 2030 total traffic on the study area roadway segments are:
■ Linder Road between Overland Road and Victory Road : AM Peak= 15.3%,PM Peak= 17.1%
■ Linder Road between Victory Road and Harris Street : AM Peak=25.8%,PM Peak=25.6%
■ Linder Road between Harris Street and Amity Road : AM Peak= 10.9%,PM Peak= 14.2%
March 2022 10
\DAHp
* * Your Safety • Your Mobility IDAHO TRANSPORTATION DEPARTMENT
9 z P.O. Box 8028 • Boise, ID 83707-2028
zs a� Your Economic Opportunity (208)334-8300 • itd.idaho.gov
e
�9rATIpN
March 14, 2022
Chhang Ream, P.E.
CR Engineering, Inc.
181 E 50th St.
Garden City, ID 83714
chhream@gmail.com
VIA EMAIL
RE:Tessera Subdivision TIS— ITD Traffic Impact Study Acceptance Letter
Dear Mr. Ream,
Thank you for providing the Idaho Transportation Department (ITD)the Tessera Subdivision TIS to review.The
proposed development is in the northwest quadrant of the intersection of Amity Road and Linder Road in Meridian, ID.
We have completed our review. ITD does not have objection to the development nor are requiring any mitigation
improvements so long as the development is not modified such that the anticipated site trips exceed the anticipated
trips identified in the TIS.
If you have any questions or concerns, please contact me at lason.brinkman@itd.idaho.gov or 208-334-8303.
Sincerely,
Jason Brinkman, P.E.
ITD—District 3
Engineering Manager
cc:
Paige Bankhead—ACHD
Bill Parsons—City of Meridian
Ada County Utility Coordinating Council
Developer/Local Improvement District
Right of Way Improvements Guideline Request
Purpose: To develop the necessary avenue for proper notification to utilities of local highway
and road improvements, to help the utilities in budgeting and to clarify the already existing process.
1) Notification: Within five (5) working days upon notification of required right of way
improvements by Highway entities, developers shall provide written notification to the affected
utility owners and the Ada County Utility Coordinating Council (UCC). Notification shall include
but not be limited to, project limits, scope of roadway improvements/project, anticipated
construction dates, and any portions critical to the right of way improvements and coordination
of utilities.
2) Plan Review: The developer shall provide the highway entities and all utility owners with
preliminary project plans and schedule a plan review conference. Depending on the scale of
utility improvements, a plan review conference may not be necessary, as determined by the
utility owners. Conference notification shall also be sent to the UCC. During the review meeting
the developer shall notify utilities of the status of right of way/easement acquisition necessary
for their project. At the plan review conference each company shall have the right to appeal,
adjust and/or negotiate with the developer on its own behalf. Each utility shall provide the
developer with a letter of review indicating the costs and time required for relocation of its
facilities. Said letter of review is to be provided within thirty calendar days after the date of the
plan review conference.
3) Revisions: The developer is responsible to provide utilities with any revisions to preliminary
plans. Utilities may request an updated plan review meeting if revisions are made in the
preliminary plans which affect the utility relocation requirements. Utilities shall have thirty days
after receiving the revisions to review and comment thereon.
4) Final Notification: The developer will provide highway entities, utility owners and the UCC with
final notification of its intent to proceed with right of way improvements and include the
anticipated date work will commence. This notification shall indicate that the work to be
performed shall be pursuant to final approved plans by the highway entity. The developer shall
schedule a preconstruction meeting prior to right of way improvements. Utility relocation activity
shall be completed within the times established during the preconstruction meeting, unless
otherwise agreed upon.
Notification to the Ada County UCC can be sent to: 50 S. Cole Rd. Boise 83707, or Visit
iducc.com for e-mail notification information.
35 DRAFT Tessera Ranch/ MPP21-0027/
H-2022-0020
Development Process Checklist
Items Completed to Date:
❑Submit a development application to a City or to Ada County
❑The City or the County will transmit the development application to ACHD
❑The ACHD Planning Review Section will receive the development application to review
❑The Planning Review Section will do one of the following:
❑Send a"No Review" letter to the applicant stating that there are no site specific conditions of approval at
this time.
❑Write a Staff Level report analyzing the impacts of the development on the transportation system and
evaluating the proposal for its conformance to District Policy.
❑Write a Commission Level report analyzing the impacts of the development on the transportation system
and evaluating the proposal for its conformance to District Policy.
Items to be completed by Applicant:
❑For ALL development applications, including those receiving a "No Review" letter:
• The applicant should submit one set of engineered plans directly to ACHD for review by the Development
Review Section for plan review and assessment of impact fees. (Note: if there are no site improvements
required by ACHD,then architectural plans may be submitted for purposes of impact fee assessment.)
• The applicant is required to get a permit from Construction Services (ACHD) for ANY work in the right-of-
way, including, but not limited to, driveway approaches, street improvements and utility cuts.
❑Pay Impact Fees prior to issuance of building permit. Impact fees cannot be paid prior to plan review approval.
DID YOU REMEMBER:
Construction(Non-Subdivisions)
❑ Driveway or Property Approach(s)
• Submit a "Driveway Approach Request"form to ACHD Construction (for approval by Development Services & Traffic
Services). There is a one week turnaround for this approval.
❑Working in the ACHD Right-of-Way
• Four business days prior to starting work have a bonded contractor submit a "Temporary Highway Use Permit
Application"to ACHD Construction—Permits along with:
a) Traffic Control Plan
b) An Erosion & Sediment Control Narrative & Plat, done by a Certified Plan Designer, if trench is >50' or you
are placing>600 sf of concrete or asphalt.
Construction(Subdivisions)
❑ Sediment&Erosion Submittal
• At least one week prior to setting up a Pre-Construction Meeting an Erosion & Sediment Control Narrative & Plan,
done by a Certified Plan Designer, must be turned into ACHD Construction to be reviewed and approved by the ACHD
Stormwater Section.
❑ Idaho Power Company
• Vic Steelman at Idaho Power must have his IPCO approved set of subdivision utility plans prior to Pre-Con being
scheduled.
❑ Final Approval from Development Services is required prior to scheduling a Pre-Con.
36 DRAFT Tessera Ranch/ MPP21-0027/
H-2022-0020
Request for Appeal of Staff Decision
1. Appeal of Staff Decision: The Commission shall hear and decide appeals by an applicant of
the final decision made by the Development Services Manager when it is alleged that the
Development Services Manager did not properly apply this section 7101.6, did not consider all
of the relevant facts presented, made an error of fact or law, abused discretion or acted
arbitrarily and capriciously in the interpretation or enforcement of the ACHD Policy Manual.
a. Filing Fee: The Commission may, from time to time, set reasonable fees to be charged
the applicant for the processing of appeals, to cover administrative costs.
b. Initiation: An appeal is initiated by the filing of a written notice of appeal with the
Secretary and Clerk of the District, which must be filed within ten (10) working days from
the date of the decision that is the subject of the appeal. The notice of appeal shall refer
to the decision being appealed, identify the appellant by name, address and telephone
number and state the grounds for the appeal. The grounds shall include a written
summary of the provisions of the policy relevant to the appeal and/or the facts and law
relied upon and shall include a written argument in support of the appeal. The
Commission shall not consider a notice of appeal that does not comply with the
provisions of this subsection.
c. Time to Reply: The Development Services Manager shall have ten (10) working days
from the date of the filing of the notice of appeal to reply to the notice of the appeal, and
may during such time meet with the appellant to discuss the matter, and may also
consider and/or modify the decision that is being appealed. A copy of the reply and any
modifications to the decision being appealed will be provided to the appellant prior to the
Commission hearing on the appeal.
d. Notice of Hearing: Unless otherwise agreed to by the appellant, the hearing of the
appeal will be noticed and scheduled on the Commission agenda at a regular meeting to
be held within thirty (30) days following the delivery to the appellant of the Development
Services Manager's reply to the notice of appeal. A copy of the decision being appealed,
the notice of appeal and the reply shall be delivered to the Commission at least one (1)
week prior to the hearing.
e. Action by Commission: Following the hearing, the Commission shall either affirm or
reverse, in whole or part, or otherwise modify, amend or supplement the decision being
appealed, as such action is adequately supported by the law and evidence presented at
the hearing.
37 DRAFT Tessera Ranch/ MPP21-0027/
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