Application5_J
r zM
TRANSMITTALS TO AGENCIES FOR COMMENTS ON
DEVELOPMENT PROJECTS WITH THE CITY OF MERIDIAN
Mayor Tammy de Weerd
City Council Members:
Keith Bird
Brad Hoaglun
Charles Rountree
David Zaremba
To ensure that your comments and recommendations will be considered by
the Meridian City Council please submit your
comments and recommendations to Meridian City Hall
Attn: Jaycee Holman, City Clerk, by: May 21, 2013
Transmittal Date: April 30, 2013 File No.: VAR 13-002
Hearing Date: May 28, 2013
Request, Public Hearing - Right-in/Right-out access point to State Highway 20/26
(Chinden Boulevard)
By: James Wylie
Location of Property or Project:
N. Linder Road
Southwest corner of Chinden Boulevard and
Joe Marshall (No FP)
Scott Freeman (No FP)
_Steven Yearsley (No FP)
_Michael Rohm (No FP)
—Macy Miller (No FP)
_Tammy de Weerd, Mayor
_Charlie Rountree, C/C
—Brad Hoaglun, CIC
—Keith Bird, C/C
_ David Zaremba C/C
Sanitary Services (No VAR, VAC, FP)
—Building Department/ Rick Jackson
_ Fire Department
—Police Department
_ City Attorney
—Community Development
_City Planner
—City Engineer
_ Economic Dev. (CUP only)
Parks Department
Your Concise Remarks:
_ Meridian School District (No FP)
_ Meridian Post Office (FP/PP/SHP only)
_Ada County Highway District
_Ada County Development Services
_ Central District Health
—COMPASS (Comp Plan only)
—Nampa Meridian Irrig. District
_Settlers Irrig. District
_ Idaho Power Co. (FP,PP,CUP/SHP only)
_Qwest (FP/PP/SHP only)
_ Intermountain Gas (FP/PP/SHP only)
_ Idaho Transportation Dept. (No FP)
_Ada County Ass. Land Records
Downtown Projects:
_ Meridian Development Corp.
Historical Preservation Comm.
South of RR / SW Meridian:
_NW Pipeline
_ New York Irrigation District
_ Boise-Kuna Irrigation District
® Boise Project Board of Control / Tim Page
City Clerk's Office + 33 E. Broadway Avenue, Meridian, ID 83642
Phone 208-888-4433 • Fax 208-888-4218 + www.meridiancity.org
CWIERIDIAN�_�-
Planning Division
COMMISSION & COUNCIL REVIEW APPLICATION
Type of Review Requested (check all that apply)
❑ Alternative Compliance
❑ Annexation and Zoning
❑ Comprehensive Plan Map Amendment
❑ Comprehensive Plan Text Amendment
❑ Conditional Use Permit
❑ Conditional Use Permit Modification
❑ Development Agreement Modification
❑ Final Plat
❑ Final Plat Modification
❑ Planned Unit Development
❑ Preliminary Plat
❑ Private Street
❑ Rezone
❑ Short plat
❑ Time Extension (Commission or Council)
❑ UDC Text Amendment
❑ Vacation (Council)
El Variance
❑ Other
Information
Applicantname: ,inwets 4- L -
Applicant address:
Phone: 931-176 3 Fax: 9,39 -1Z -f-3
Zip: —
Applicant's interest in property:
t Own
❑ Rent ❑ Optioned
❑ Other
Owner name: 10 -
Phone:
Owner address:
Agent name (e.g., architect, engineer, developer, representative):
Firm name:
Address:
Primary contact is: f1 Applicant ❑ Owner ❑ Agent ❑ Other
Contact name:
Contact address:
Subject Property Information
Location/street address: Jk
Assessor's parcel number(s):
J
Township, range, section: PAY%} d�1V, AM
Current land use: i1Gt( l i 7
FA
E -mail: rCoxo
Zip: E-mail:
Fax:
Phone: Fax:
Zip:
Phone:
E-mail:
Fax:
Zip: . E-mail:
acreage: /L)
Current zoning district: �: 6-
33 E. Broadway Avenue, Suite 102 s Meridian, Idaho 83642
Phone: (208) 884-5533 • Facsimile: (208) 888-6854 • Website: www.meridiancity.org
I (Rev. 02/08/2013)
Project/subdivisionname: eritniG kfkil l (,,°4t t t' J(�b�Ct°(�P 4l`DaA
General descrjption of proposed project/request: tty t)n n p®td 16+-tx- c t°F
2'4Ct51� 1010 +D7i ` 2u , F G cr afi5 c n �y f taw+ 2 � C
Proposed zoning district(s): C G*
Acres of each zone proposed:
Type of use proposed (check all that apply):
❑ Residential [Y Commercial ❑ Office ❑ Industrial ❑ Other v
Who will own & maintain the pressurized irrigation system in this development? J Itl+rs Www^/ `s`L
Which irrigation district does this property lie within?
Primary irrigation source:
Secondary:
Square footage of landscaped areas to be irrigated (if primary or secondary point of connection is City water):
Residential Project Summary (if applicable)
Number of residential units:
Number of common lots:
Number of building lots:
Number of other lots:
Proposed number of dwelling units (for multi -family developments only):
I bedroom: 2 — 3 bedrooms: 4 or more bedrooms:
Minimum square footage of structure(s) (excl. garage):
Minimum property size (s.t):
Proposed building height: _
Average property size (s.f.):
Gross density (DU/acre-total land): I Net density (DU/acre-excluding roads & alleys):
Percentage of open space provided:
Percentage of qualified open space acreage:
Acreage of open space:
(See Chapter 3, Article G, for qualified open space)
Type of open space provided in acres (i.e., landscaping, public, common, etc):
Amenities provided with this development (if applicable):
Type of dwelling(s) proposed: ❑ Single-family Detached ❑ Single-family Attached ❑ Townhomes
❑ Duplexes ❑ Multi -family ❑ Other
Non-residential Project Summary (if applicable)
Number of building lots:_
Gross floor area proposed:
Hours of operation (days and
Other lots:
Existing (if applicable):
Building height:
Percentage of site/project devoted to the following:
Landscaping: Building: Paving:
Total number of employees: Number and ages of students/children (if applicable):
Total number of parking spaces provided: Number of compact spaces provided:
Authorization
Print applicant name:
Applicant signature:
Date:
33 E. Broadway Avenue, Suite 102 • Meridian, Idaho 83642
Phone: (208) 884-5533 • Facsimile: (208) 888-6854 • Website: www.meridiancity.org
2 (Rev. 0210812013)
James R. Wylie
1676 N. Clarendon Way
Eagle, Idaho 83616
208-939-1253
City of Meridian 4-25-13
33 E. Broadway Ave. suite 102
Meridian, Id. 83642
This narrative is prepared with the intent to comply with the City of Meridian's
requirement for a variance to the existing development agreement dated July 5, 2006 and
recorded July 31, 2006, NO. 106122368.
We are requesting a variance for the following items:
1. Right -in / Right -out access onto Chinden Blvd.
2. Right of way reduction along Chinden Blvd. from 100' to 70'.
In October of 2012 ITD revised their criteria for access along state highways. We have
applied for and received approval from ITD for access at the western most boundary of
our property. We also have received a letter from ITD allowing the requested ROW
reduction from 100' to 70' and we have dedicated that ground to the state of Idaho. We
also have provided a traffic report including a plan showing the turn lane, a letter from
Chuck Winder a real estate professional as to his opinion of the economic impact of this
project and an economic report that shows the enormous economic potential of a retail
development for this site. Please see attachments.
We have marketed this property without the access and found that it is not a viable retail
project without the access. Many potential tenants stated that without access they were
not interested in the property.
We worked with, dedicated land and provided money for the improvement of the existing
intersection with the adjoining property corner owners. It is our intention to develop a
commercial project on this prominent coiner but we feel that without the requested
variance the project is not viable. The State of Idaho acknowledges that economic impact
is now one of the criteria in consideration of allowing access and the requested variance
complies with the State of Idaho's new access and Right -of Way requirements. Two of
the other property corners have access to Chinden. These accesses are approved by ITD
but are in conflict with the City of Meridian's ordinance, it would be putting this property
in a competitive disadvantage not to allow a variance for this property as well. The
attached traffic report shows that safety and traffic flow are improved with the proposed
Chinden access.
Th � y consideration
J es l�. Wy ' `
Meridian Building Services
Parcel Verification Request
Requestor
r
Name 7� Ly ^�
®� i�` q� l
� "stat °�f ,( t� Phone 2�
Address ir. C -f rem 1,t)R4 re(.L lr -V . , Fax a3 4 - t 2573
Email iZ. T-: A5 0 VI-) -ZrO Lel
Please check the appropriate box(s) below and submit the required information to
coinmunitvdevelopment@ineridimacity.orp. Please allow one business day for reply.
Tyne of Application(s)
❑ Annexation and Zoning
❑ Comprehensive Plan Map Amendment
❑ Conditional Use Permit
❑ Conditional Use Permit Modification
❑ Conditional Use Permit Minor Modification
❑ Development Agreement Modification
❑ Final Plat
❑ Final Plat Modification
❑ Planned Unit Development
❑ Preliminary Plat
❑ Property Boundary Adjustment
❑ Rezone
❑ Short plat
❑ Time Extension (Commission or Council)
❑ Time Extension (Director)
❑ Vacation (Council)
'Jf Variance
❑ Other
Required Information:
Project Name _
Parcel Number(s)
Vicinity Map — highlight subject parcels and include adjacent street names)
33 E. Broadway Avenue, Suite 102 • Meridian, Idaho 83642
Phone: (208) 884-5533 9 Facsimile: (208) 888-6854 • Website: www.meridiancity.org
Community Development
Parcel Verification
Date: 4/2/13
Meridian City Hall, Suite 102
33 E. Broadway Avenue
Meridian, Idaho 83642
208.887.2211
The parcel information below has been researched and verified as correct by the City of Meridian
Community Development Department.
Project Name: Knighthill Center Subdivision
Parcel: 50426110057
Acres: 9.097
T/R/S: 4N 1W 26
Owner: James R. Wylie III
1676 N. Clarendon Way
Eagle, ID 83616
Address Verification Rev: 04/23/12
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COMMITMENT OF PROPERTY POSTING
Per Unified Development Code (UDC) 11 -5A -5D, the applicant for all applications requiring a
public hearing (except for a UDC text amendment, a Comprehensive Plan text amendment
and/or vacations) shall post the subject property not less than ten (10) days prior to the hearing.
The applicant shall post a copy of the public hearing notice of the application(s) on the property
under consideration.
The applicant shall submit proof of property posting in the form of'a notarized statement and a
photograph of the posting to the City no later than seven (7) days prior to the public hearing
attesting to where and when the sign(s) were posted. Unless such Certificate is received by the
required date, the hearing will be continued.
The sign(s) shall be removed no later than three (3) days after the end of the public hearing for
which the sign(s) had been posted.
I am aware of the above requirements and will comply with the posting requirements as stated in
UDC 117�A-5.
A `licant/agent Signa e Date
33 E. Broadway Avenue, Suite 102 . Meridian, Idaho 83642
Phone: (208) 884-5533 • Facsimile: (208) 888-6854 • Website: www,meridiancity.org
SCALE 1 :5,000
200 0 200 400 600
FEET
James R. Wylie
1676 N. Clarendon Way
Eagle, Idaho 83616
208-939-1253
3-27-2013
Chinden and Linder
Neighborhood Meeting comments
The Neighborhood Meeting was started at 5:30 PM on 3-27-13. At the cul-de-sac of N.
Gertie Place. The neighbors had the following concerns and comments.
1. The neighbors all supported the access and the 70' ROW dedication.
2. Some neighbors were concerned with the eventual building height.
3. Access through Gertie Pl. for teenagers was also a concern. Some of the neighbors
requested speed bumps to slow traffic.
4. A landscape strip was requested adjacent to the residential properties.
The Meeting was adjourned at 6:00 PM
James Wylie
NEIGHBORHOOD MEETING
The City of Meridian requires a neighborhood meeting to provide an opportunity for
public review prior to the submittal of an application for a variance request of the project
Imown as Knighthill Center Subdivision. Which property is located at the Southwest
corner of Chinden and Linder and is approximately 10 acres. The variance request is for
the following issues.
1. Access at Chinden Blvd.
2. Reduction of right-of-way dedication on Chinden Blvd. from 100' to 70'.
The neighborhood meeting will be held on March 27, 2013 at 5:30 PM. The location of
the meeting will be at the north end of cul-de-sac on N. Gertie Place.
Public comment is welcome, if there are any questions prior to the meeting please call
Renny Wylie at 208-939-1253.
Project/Subdivision Name:
MY OF AWRIDIAN
PRE-APPLACATION MEETING NOTES
�� ii 54�d'u�S1kh
C�
Date:.3--
Location: SWC 'e -C e. e
Comprehensive Plan Future Land Use Map
Design Guidelines Development Context _
Proposed Use: %a/
Existing Use:
Surrounding Uses: 4 -
Street Buffer(s) and/or Land Use Buffer(s): _
Open SpacalAmenities/Pathways:/0'
Access/Stub Stmets/S€reet System: ? ",
CcumrI Wainr CZ.,irn-
dZoning:, ti4
Zoning: r -G
4
SlDac/'es
Igofes: 1) Applicants are required to hold a neighborhood meeting in accord wrfb UDC 11 -5A -5C prior to submittal of an appikabon
requiring a public hearing (except for a vacation orshort plat); and 2) All applicants for perarks requiring a public hearing shalt post the
site with a public hearing notice in accord wdh UDC 115A -5D.3 (except for UDC text amendmenfs, Comp Plan text amendments, and
vacations). The information provided during this meeting is based on current UDC requirements and the Comprehensive Plan. Any
subsequent changes to be UDC and/or Comp Plan mayaff ct yoursubmittal and/or application. This pre -application meeting shall be
valid for four (4) months.
Other Agencies/Departments to Contact:
❑ Ads County Highway District
Idaho Transportation Department
Sanitary Services Company..
❑ Central District Health Department
❑ Nampa Meridian Irrigation District
❑ Seftier's Irrigation District .
❑ Police Department
❑ Fire Department
[] Public Warks Department
❑ Building Department
❑ Parks Department
❑ Other,
ATIlcallon(s) Required:
0 Administrative Design Review
❑ AlternativeCompiiance
❑ Annexation
❑ City Council Review
❑ Conditional Use Permit Modification/Transfer
Development Agreement Modificafionl5o2.06
Final Plat
❑ Final Plat Modification
❑ Short Plat
❑ TiimeExtension- Council
❑ UDC Text Amendment
❑ Vacation
❑ Comprehensive Plan Amendment- Map
❑ Comprehensive Pian Amendment - Text
❑ Conditional Use Permit
❑ Planned Unit Development
❑ Preliminary Plat
❑ Private Street
Variance tloD '6,60
❑ Other
Igofes: 1) Applicants are required to hold a neighborhood meeting in accord wrfb UDC 11 -5A -5C prior to submittal of an appikabon
requiring a public hearing (except for a vacation orshort plat); and 2) All applicants for perarks requiring a public hearing shalt post the
site with a public hearing notice in accord wdh UDC 115A -5D.3 (except for UDC text amendmenfs, Comp Plan text amendments, and
vacations). The information provided during this meeting is based on current UDC requirements and the Comprehensive Plan. Any
subsequent changes to be UDC and/or Comp Plan mayaff ct yoursubmittal and/or application. This pre -application meeting shall be
valid for four (4) months.
A '
Order No,: A0766484
WARRANTY DEED
For Value Received,
Sea 2 Sea, LLC, an Idaho Limited Liability Company, the Grantor, does hereby grant,
bargain sell and convey unto, James R. Wylie IV and Marcelyn L. Wylie, husband and
wife, as to an undivided 50% interest and James R. Wylie III, an unmarried man, as to an
undivided 50% interest;whose current address is 1676 N. Clarendon Way, Eagle, ID
83616, the Grantee, the following described premises, in Ada County, Idaho, To Wit"..
A parcel of land located in the North half of the Northeast Quarter of Section 26,
Township 4 North, Range 1 West, Boise Meridian, Ada County, Idaho, being Parcel 2 of
Record of Survey No, 5277, recorded February 5, 2001 as Instrument No. 101009348,
more particularly described as follows:
"n '' Commencing at the Northeast corner of Section 26, Township 4 North, Range 1 West,
y� Boise Meridian; thence
i
South 0°55'28" West 40.05 feet along the East line of said Northeast Quarter to a point on
the Southerly right-of-way of U.S. Highway 20-26 extended; thence
North 89°38'20" West 25.00 feet along said Southerly right-of-way to a point on the
Westerly right-of-way of Linder Road, the REAL POINT OF BEGINNING of this -
description; thence
54.60 feet along said Southerly right-of-way on a curve to the left, said curve having as,:'
radius of 33,685.92 feet, a central angle of 0°05'34", a tangent of 27,30 feet and a chord
of 54.60 feet which bears North 89°35'33" West to a point of tangency; thence
North 89°38'20" West 651.50 feet along said Southerly right-of-way to a point; thence
South 0°21'40" West 616.84 feet to a point; thence
South 89°04'32" East 700.00 feet to a point on the Westerly right-of-way of Linder Road;
thence
{.eIN
TOOTHMAN-ORTON ENGINEERING COMPANY
CONSULTING ENGINEERS, SURVEYORS AND PLANNERS
9777 CHINDEN BOULEVARD
BOISE, IDAHO 83714-2008
208-323-2288 • FAX 208-323-2399
bolseOtoengrco.com
Project: 08029
Date: April 16, 2008
Page: 1 of 1
EXHIBIT "A"
Land Boundary Description
A parcel of land located in the NE'/4 of the NE %4 of Section 26, Township 4 North,
Range 1 West, Boise Meridian, Ada County, Idaho, described as follows:
COMMENCING at a found aluminum cap, marking the corner common to Sections
23, 24, 25 and 26, from which a found brass cap, marking the quarter corner common to
said Sections 25 and 26, bears S.00°54'56"W., 2657.54 feet; thence, along the section
line common to said Sections 25 and 26 (centerline of N. Linder Road),
A) S.00°54'56"W., 40.05 feet; thence, leaving said section line,
B) N.89°38'47"W., 25.00 feet to a point on the southerly right-of-way line of W.
Chinden Boulevard, marking the POINT OF BEGINNING; thence, along said
right-of-way line the following courses:
I ) Northwesterly along a curve to the left, having a radius of 34,337.48 feet, an
arc length of 55.50 feet, through a central angle of 00°05'33", and a chord
bearing and distance of N.89°36'00"W., 55.50 feet to a point of tangency;
thence,
2) N.89°38'47"W., 650.61 feet; thence, leaving said right-of-way,
3) S.00°21'1 3"W., 616.84 feet; thence,
4) S.89°04'59"E., 700.02 feet to the westerly right-of-way line of N. Linder
Road; thence, along said westerly right-of-way line,
5) N.00°54'56"E., 623.71 feet to the POINT OF BEGINNING.
CONTAINING: 10.011 acres, more or less.
SUBJECT TO: All Covenants, Rights, Rights -of -Way, Easements of Record and any
Encumbrances.
H908029\ W Pfiles\DESCRIPTIONS\08029lExhA-BOUNDARY.doc
BOISE • COEURd'ALENE • CALDWELL
TOOTHMAN-ORTON ENGINEERING COMPANY
CONSULTING ENGINEERS, SURVEYORS AND PLANNERS
9777 CHINDEN BOULEVARD
BOISE, IDAHO 83714-2008
208-323-2288 • FAX 208-323-2399
boise®toengrco.com
Project: 08029
Date: April 16, 2008
Page: 1 of 1
EXHIBIT "A"
Land Boundary Description
A parcel of land located in the NE '/ of the NE I/4 of Section 26, Township 4 North,
Range 1 West, Boise Meridian, Ada County, Idaho, described as follows:
COMMENCING at a found aluminum cap, marking the corner common to Sections
23, 24, 25 and 26, from which a found brass cap, marking the quarter corner common to
said Sections 25 and 26, bears S.00°54'56"W., 2657.54 feet; thence, along the section
line common to said Sections 25 and 26 (centerline of N. Linder Road),
A) S.00054'56"W., 40.05 feet; thence, leaving said section line,
B) N.89038'47"W., 25,00 feet to a point on the southerly right-of-way line of W.
Chinden Boulevard, marking the POINT OF BEGINNING; thence, along said
right-of-way line the following courses:
I ) Northwesterly along a curve to the left, having a radius of 34,337,48 feet, an
arc length of 55.50 feet, through a central angle of 00°05'33", and a chord
bearing and distance of N.89036'00"W., 55.50 feet to a point of tangency;
thence,
2) N.89°38'47"W., 650.61 feet; thence, leaving said right-of-way,
3) S.00°21'13"W., 616.84 feet; thence,
4) S.89004'59"E., 700.02 feet to the westerly right-of-way line of N. Linder
Road; thence, along said westerly right-of-way line,
5) N.00°54'56"E., 623.71 feet to the POINT OF BEGINNING.
CONTAINING: 10.011 acres, more or less.
SUBJECT TO: All Covenants, Rights, Rights -of -Way, Easements of Record and any
Encumbrances.
rj
H \080291WPtiles\DESCRIPTIONS\08029-ExhA-BOUNDARY doc
OF
BOISE - COEUR d'ALENE - C:AL.DWELL,
0�i Right -Of lay Encroachment Applicatic -ind Permit ITD 2109 (Rev. 07-28-11)
� ' Approaches or Public Streets itd.ideho.gov
ITD Permit Application Number s s"<• ' ,_ ?;-
For ITD Use
Project Number From ITD Highway Plan Date Application Received
Date Application Determined Complete
City
In City Limits
tm
James R. Wylie
1676 N. Clarendon Way
Eagle
RouteSegment
83616
C1L Milepost
Daytime Phone Number
GL Station � ; P3`' 'e"* ,-,;'.�F
renwylie@aol.com
Pop. 5000 or Greater
;.T` ,
n-' `%
"ie_. / -; ['Right
❑ Left
0 fight
❑ Left
I ® Yes ❑ No
Nearest Public StreetlRoad
Current Property Use
Current Zoning
Proposed Property Use
Proposed Zoning
Linder
Agriculture
Traffic Impact Study Required
Appraisal Required
Median Type (Raised, Painted, etc.) Number of Lanes
How is Access Currently Gained?
Access Control Type (PF
P4 Yes ❑ No
❑ Yes No
Linder
1
Distance From Nearest Approach (Both sides, both directions of roadway)
❑
Approach Volume (From TIS or ITE Trip Generation Handbook)
'V
max,
pt[{�j
Vehicle Trips per Day
Site Distance
Reason if Restricted to Right Or Left
ist reason(s) for denial recomme ion
Culvert NeededIf
Yes, Enter Size
Right r, ,, J Left
�f�j >c Q� R71DAl$�F
fG
®"Yes ❑ No
e
Dia. ° ° Length
Ar,
4�rt
Applicant Information (Please Print or Type)
Applicant(s) Name (Printed)
Mailing Address or P.0.6ox
City
State
Zip Code
James R. Wylie
1676 N. Clarendon Way
Eagle
ID
83616
E -Mail Address (If available)
Daytime Phone Number
Afternate Phone Number
renwylie@aol.com
208-939-1253
208-870-5780
Property Owner's Name (Printed)
Property Address and TAX ID Number
-City (if in city limits) County
James R. Wylie
4N1Wsec261 SO426110067
Meridian Ada
Nearest Public StreetlRoad
Current Property Use
Current Zoning
Proposed Property Use
Proposed Zoning
Linder
Agriculture
C -G
Commercial
C -G
How is Access Currently Gained?
Property Owner Owns Adjacent Properties
NW corner of Chinden and SE corner of
❑ Yes ;_ ® No If Yes, Describe
Linder
Request Details
Is this a new approach? Is this a temporary approach If this is a proposed modification to an existing approach, check all that apply
® Yes ❑ No ❑ Yes M No ❑ Location ❑ Width ❑ Use ❑ Remove ❑ Consolidate Multiple
Desired ApproachWidth Type of Approach Requested
(Without flares at property line) ❑ Agricultural ❑ SF Residential ❑ Joint Use ❑ MF Residential
Additional information you would like ITD to
Please see attached information
ITD District Review
Section
Reviewer
Date
Recommendation
q rove Den
Section
Reviewer
Date
Recomme_n_dation___
A rove Sao
Design�n
-PJ�t
® I
❑
Right -of -Way
3 "� '
�(
El
Maintenance
a I
❑
Traffic
3 r't (L
❑
Planner
7y(,�/3
Nt
❑
Dist. Engineer
❑
❑
List any conditions of approval
t/a �✓r.c
� GYr
pt[{�j
O✓fAwcQr A
Ulyn
ist reason(s) for denial recomme ion
ITD 2109, Rev, 07-28-11 Page 1 of 3
Gonerai Requirements
ITD Permit k_ .,fcation Number r ">.
1. The original permit or a copy must be kept on the job site whenever work is taking place.
2. No work shall commence until the permittee is given notice to proceed by an authorized representative of ITD. The
permittee shall notify ITD five (5) working days prior to commencing the permitted work if work does not commence
immediately upon notice by ITD.
3. During the progress of all work, traffic control devices shall be erected and maintained as necessary or as directed. All
traffic control devices shall conform to the most current edition of the Manual on Uniform Traffic Control Devices for
Streets and Highways, as adopted by the State. Equipment or materials left within the highway right-of-way when work
is not taking place shall be delineated and protected with appropriate approved traffic control devices.
4. All work within the State Highway Right of Way shall comply with the requirements of the ITD Workzone Safety and
Mobility Policy. Copies available from ITD upon request.
5. All work herein permitted shall conform to current government and industry standards, including Americans with
Disabilities Act, and shall be performed and completed to the satisfaction of ITD. The expense of any required
supervision of work performed under this permit shall be borne by the permittee.
6. Work done under this permit shall be constructed in a manner that shall not cause water to flow onto the roadway or
shoulder, and shall not interfere with the existing drainage on the State Highway System or any adjacent drainage
system.
T The permittee shall furnish all material, labor, and equipment involved in the construction of the approach and its
appurtenances. This shall include furnishing drainage pipe, curb, gutter, concrete sidewalk, etc., where required.
8. ITD may inspect the materials and workmanship during construction and upon completion to determine that all terms
and conditions of the permit are met. Inspectors are authorized to enforce the conditions of the permit during
construction and to halt any activities within state right-of-way that do not comply with the provisions of the permit, that
conflict with concurrent highway construction or maintenance work, and/or that endanger highway property, natural or
cultural resources protected by law, or the health and safety of workers or the public.
9. ITD shall be reimbursed by the permittee for any additional inspection required to insure compliance with the conditions
of this permit. Inspection fees will be based upon inspection time including travel from the ITD facility and charged at
rates commensurate with industry standards.
10. Upon completion of the permitted work, any disturbance of the highway, right of way, and/or traffic control devices shall
be restored to the satisfaction of ITD including the removal of all rubbish and debris and may include seeding, planting
and grading.
11. Any encroachment that is found to be in non-compliance with the terms of the approved permit may be required to be
modified, relocated, or removed at the sole expense of the permittee upon written notification by the District Engineer or
his authorized representative.
12. The permittee shall maintain at its sole expense the encroachment for which this permit is granted.
13. Changes in the use as defined in I.D.A.P.A. 39.03.42, of the permitted access not consistent with the terms and
conditions listed on the permit may be considered a violation of the permit. Any modification, relocation, or removal of
an encroachment or subject granted by this permit shall require a new permit prior to commencement of such work.
14. ITD may revoke, amend, amplify, or terminate this permit or any of the conditions herein enumerated if the permittee
fails to comply with any or all of its provisions, requirements, or regulations as herein set forth or through willful or
unreasonable neglect, fails to heed or comply with notices given, or if the approach, structure, or subject herein granted
is not installed or operated and maintained in conformity herewith.
ITD 2109, Rev. 07-28-11 Page 2 of 3
Acceptance and Approval to Work
� fR
ITD Permit Application Number ,.'3` '
By signing this permit, the permittee or his authorized representative certify that they have been made
aware of and agree with all requirements of the permit, including any and all restrictions and further agree
to indemnify, save harmless, and defend regardless of outcome ITD from the expenses of and against all
suits or claims, including costs, expenses, and attorney fees that may be incurred by reason of any act or omission, neglect,
or misconduct of the permi#fe or its contractor in the design, construction, and maintenance of the work, which is the
subject gfAhis,p mit. / j
X1- 1 �. 9J9 ,1
;ct to all terms, cortditions, and provisions of this permit or attachments, permission is hereby granted to begin
within the State Highway Right of Way.
Idaho Trans ortation Department Authorized Representative's Signature Title Date
X V,56i� �^ n 3-L?[- 13
Attachments:
❑ Special Provisions/Conditions of Approval
❑ Legal Description/Deed
❑ Traffic Control Plan
❑ Power of Attorney for Authorized Representative
❑ Standard Drawings
❑ Site Plans
❑ Construction Drawings
❑ TIS
❑ P&Z Approvals
❑ Copy of Letter of Incorporation
❑ Dept. Roadway Plansheets
❑ Letters of Recommendation/Denial
❑ Easements/Agreements
❑ Joint Access Agreements
❑ Property Appraisal _
❑ Other
Final Approval
Subject to all terms, conditions, and provisions of this permit or attachments, Final Inspection has been completed
and the permitted work within the State Highway Right of Way is hereby given final approval.
District Engineer or Assigns Signature - Date
X
Subject to all terms, conditions, and provisions of this permit or attachments, changes in access on the State
Highway System have been completed and have been given final approval to be recorded against the property as
described in the legal description shown in Attachment A.
Subscribed and sworn before me this
_ day of
year in the County of
State of
personally appeared before me , to me known to be the person(s) described in and
who executed the within and forgoing instrument, and acknowledged that he/she signed the same as his/her voluntary act and deed for the
uses and purposes therein mentioned.
Witness my hand and official seal hereto affixed
Notary Public's Signature
My Commission Expires
ITD 2109, Rev. 07-28-11 Page 3 of 3
DR iAHO`' . IDAHO T§iANSPOnTAVON OEPAPTMENT
�.--
707 (208) 334-8300
-2028 ,.
itd.iiaha.gov
y;
March 19, 2013
William Parsons
Meridian Planning Department
33 East Idaho Avenue
Meridian, Idaho 83642 VIA EMAIL
Re: Additional Right -of -Way Information — Wylie Parcel on the Southwest Corner
of Linder Road and Chinden Boulevard (US 20-26)
The Idaho Transportation Department has reviewed the right-of-way information for the
variance request application for a new driveway approach to US 20-26 (Chinden Boulevard)
approximately 750 -ft west of Linder Road and south of US 20-26. This letter references only
the right-of-way needs for the US 20-26 corridor abutting the Wylie parcel. IT) has the
following right-of-way comments:
1. ITD requires a minimum of 70 -ft from the center line if all required landscaping and
sidewalk are located outside of the ITD right-of-way.
2. ITD requires a minimum of 100 -ft from the center line if all required landscaping and
sidewalk are located within the ITD right-of-way.
3. The adjacent commercial project was required to dedicate 70 -ft of right of way on the
northeast corner of the Linder Road at US 20-26.
4. The current ITD right-of-way already provides the minimum 70 -ft of right-of-way
abutting the subject parcel. No additional right-of-way is anticipated unless the required
landscaping and sidewalk are located within the ITD right-of-way.
ITD has not reviewed the full variance request application. Additional ITD comments maybe
developed when a variance application is reviewed.
If you have any questions, you may contact Matt Ward at 334-8341 or me at 334-8377.
Sincerely,
Dave Szplett
Development Services Manager
davesSlett trlitd.idaho.goy
Mr. Renny Wylie,
1676 N. Clarendon Way
Eagle, Idaho 83616
December 7, 2012
RE: Opinion of Value for Access, SW Corner of Chinden and Linder, Meridian, Idaho
Dear Mr. Wylie,
As you are aware I met with and have been communicating with the Idaho Transportation
Department, specifically David Szplett, regarding your property as referenced above. Per your
direction and the requirements of ITD I have been tasked with determining the economic
impact of vehicular assess to your property from Chinden Blvd, aka US Highway 20/26.
More specifically the task required by ITD is for a determination to be made as to the economic
impact of allowing an assess permit to be issued. ITD must first consider the safety factors
related to the use and operation of the public right-of-way. In addition to safety and traffic
flow impacts ITD must consider the economic value increase by issuing an access permit. They
must consider the jobs generated and the taxes generated by the developed property as part of
their analysis of whether or not to issue an access permit.
Therefore, it is my opinion that if no access is granted to and from Chinden that the
development of the property will either remain financially impossible and remain an
agricultural use or that the property will be improved but not to its highest and best use, i.e.
low density housing or perhaps a mix of office and single family homes.
However, if the access permit is issued that allows vehicular access to and from Chinden the
value of the property will escalate exponentially. They following is a summary of my reasoning
in support of this opinion.
Attached to this letter, please find an exhibit showing a variety of properties in the market and
their values. I provide these comparables to help substantiate my opinion that with access to
and from Chinden that the property values is substantially higher. Please note that the values
range from a low of approximately $12,000.00 per acre to a high of over $950,000.00 per acre.
Therefore, based upon my forty years of working in the commercial real estate profession it is
my opinion that without access to Chinden Blvd. the property would be worth approximately
$15,000.00 per acre if the current agricultural use continues. The value of the property would
increase to approximately $35,000.00 per acre if the site were developed into single family
homes. If the property were developed with multi -family housing the value per acre would
increase to approximately $85,000.00 per acre. If the property is developed to its highest and
best use then the property would be worth approximately $500,000.00 to $900,000.00 per
acre.
The ability to attract either a multi -family developer or one that would develop the property to
its highest and best commercial use depends almost solely on having access to and from
Chinden/US 20-26. In the event no access is allowed to and from Chinden/US 20-26 the City of
Meridian, County of Ada and State of Idaho will lose significant property, sales and inc tax
revenue as well as miss the opportunity for a hundred or so construction jobs. Once
developed, the property would likely support up to one hundred ongoing jobs. Properly
developed, this site could support many high paying professional jobs in the retail, medical and
professional fields.
Assuming the property is developed for commercial purposes, the land would be valued at
between $5,000,000.00 to over $9,000,000.00. The value of improvements would likely exceed
$20,000,000.00 to $30,000,000.00. The annual payroll would likely exceed $5,500,000.00.
Thus the property taxes alone would generate approximately $350,000.00 annually. The
personal income taxes would be an additional $350,000.00 annually. Sales tax generated just
on the materials for constructing the property would exceed $1,000,000.00.
Therefore, the economic development impact to state and local governments would exceed
$700,000.00 annually and would be approximately $1,000,000.00 in one time sale tax.
Therefore, over a period of say twenty years, the impact is well over $15,000,000.00. Also,
please consider that this project will generate financial benefits to state and local governments
for over fifty years, just think of how much that would be to help support our local communities
and schools.
Also attached is the proposed site plan showing the access point required and the distance
from the centerline of the Chinden and Linder intersection to the point of access on the
western most property line of the subject property.
As required you will also need to submit to ITD a traffic study demonstrating the impact your
requested access would have on the operation of the highway, Chinden/ US 20-26. It is my
understanding that you are using Dan Thompson for this part of the analysis required by ITD.
I am optimistic ITD will see the value of your request and grant the access needed to achieve
the highest and best us of the property. The reason that I am optimistic is that the property
would provide significant benefit to the public in both jobs and taxes and minimal impact on
the highway serving the property!
If you need anything further please feel free to call me at your convenience.
Very truly yours,
Chuck Winder
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sale Priee: $195.799
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BAAKERBRADRFMILY1998TRUST
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MRKERJEFFREYFBDEBRAA
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O.Pe Acres
Sold
Dale Buyer Seger MPtlgageAml Uetails Lender
02,ua/201t 4l9flTFJYJSt1G sI11NAMRSOEVCBRP $510000 HOMEFEBLEK
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Date Be" Seller MotlgegeAml MiallI, Wee,
10272011 JACOBScuJKVUESPCLLC BOISE VALLEY COMMONS LLC $]88.838 Cmledioral US BK NATIONPL ASSN
PORRANO, OR om
Propedy Type: Land PMWY Notes
Properly 8u 1,,e: CommeresWgcer
(end)
)1 j ll�1 new Dew 1MNJM11
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Lot S¢e: 054 Acrea
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seller
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Pnuate Pz, lendrr
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Dale Buyer Beller Mongagepml Details Lender
OB M12 GPACSfafe me JOHMWNBRDlHER6 H06PITPL[YL EL355,W0 Cuwendonal BANKOFTlg CASCADES
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Lerel ProPedY Ndes
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PropedY Subtype:
Cammercma g
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092>2012
Selo Price:
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Dale Buyer Beller Mongagepml Details Lender
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Dale Buyer Beller Medgag.Amt Detalle Lender
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Acres
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Buyer
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Dale Buyer Beller Medgag.Amt Detalle Lender
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Dale Buyer Seller Mortgagegmt Detalle Lender
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PmP-dY TYPe.
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Lee Size: 0W Acres
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evacres
~A 086650
4Lde Ny6ub4ype: V=t(`deg0lhn
Sete Oat 11/
Comine V0ger
, .7501
: £680756 ($1.09],91G.6]lAc1e)
Lee Size: 0W Acres
W tIze
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Saw Oaie.
Seed
PmPartl Tyre- LaM
PropcAY N'ales
[We B." Seller
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ll L9 l
(tend)
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0.72 MAcrea
sad
I Sate Dale: 02R8f2011
3ab Pirta_ $90100
Let Size755 Puee
field
Oale Boyer Seller M.0,,eAmt Detail. Lender
02)161011
l nd Ploreiy Nota'
Preteen bub no.
r7h{311e%3WAt}NS3I* 4^k' C'W
H6 I1 SiMENTSLLC
{6y�'3
Pmp ' Ndee
12Yd02011
Setae .
ProludY Type: Lem
(56 Id, MALIe)
Ro,rn 0ard)
evacres
4Lde Ny6ub4ype: V=t(`deg0lhn
Sete Oat 11/
Comine V0ger
, .7501
: £680756 ($1.09],91G.6]lAc1e)
Lee Size: 0W Acres
W tIze
Saw Oaie.
Seed
[We B." Seller
Me,t,,Annt Oelalis
Lender
11 n(t A11 I15TIG(fnA lLLC IA MS BRYAN H 6 SI19AH M
152]X16 C—MioM
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ll L9 l
116AYNBr0N. W 28412
Pre,tdy Type,
l nd Ploreiy Nota'
Preteen bub no.
CemmenM"W
H6 I1 SiMENTSLLC
(IaM)
SewtMe,
12Yd02011
Setae .
$280.]50
(56 Id, MALIe)
Let ske:
evacres
Dale Buyer
seller
M1lorlgageAMI Will, Lender
H6 I1 SiMENTSLLC
MUS FARGOW
PraPavHTYPe:
Lemi
PmreM1l Notes
Propedy Sub-IYPe:
Comine V0ger
Saw Oaie.
OW 7
OLl2'2
Pure
new :
0298.]5D
($atl .i2lAcre)
Ld Size:
.
0.72 MAcrea
sad
Date Beyer Seller MortgageAmt Delalls Lender
08lZTM12 FfWTHER FAMILY LLC FHIffFNE1AIIOLLC M2 CXO cenvedionid OSMIARONALASSN
nctw I V M 91200
Phone • (503) 222-6060
FAX • (503) 222-1504
greberftoonw.com
February 13, 2013
Mr. Renny Wylie
1676 N. Clarendon Way
Eagle, Idaho 83616
Dear Mr. Wylie,
ECONOMICS • FINANCE • PLANNING
Suite 1600
222 SW Columbia
Portland. Oregon 97201-6616
Other Offices
Eugene • (541) 687-0051
Boise • (208) 340-2112
ECONorthwest has completed our assessment of the economic contributions of development of
your property located at the southwest corner of the Chinden Boulevard and Linden Road
intersection. This assessment included the jobs, income, and government fiscal impacts from
both developing and operating the site.
The bottom line is that a retail development of the scale proposed (66,000 square feet under
roof) would have a significant impact on the local economy and offer contributions at the state
level as well. During construction, the activities would support over 130 jobs, generate $7.6
million in personal income, and over $530,000 in sales tax revenues. The operating phase would
annually generate over 125 jobs, $4.3 million in personal income, and $1.1 million in property
and sales taxes (of which $203,000 would flow to local taxing entities). For details, further
breakdowns of impacts, net present values, and assumptions, please see the full report.
This development would also create local shopping alternatives that could provide property
value benefits to other landowners in the vicinity. It appears to impose little to no additional
costs on local service districts.
We trust that Idaho Transportation Department and the City of Meridian will understand and
value this type of economic contribution in the Treasure Valley.
If we can be of further assistance, please feel free to call.
Sincerely,
Brian J. Greber, PhD
Business Development Manager/Senior Economist
Anne Fifield
Senior Economist
February V, 013
Prepared for:
James R. Wylie
ECONOMICS - FINANCE - PLANNING
The Banner Bank Building
950 W Bannock Street
11th Floor
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208.918.0617
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Anne Fifield and Brian Greber prepared this report. ECONorthwest is solely
responsible for its content_
ECONorthwest specializes in economics, planning, and finance. Established in 1974,
ECONorthwest has over three decades of experience helping clients make sound
decisions based on rigorous economic, planning and financial analysis.
For more information about ECONorthwest, visit our website at www.ecorlw.com.
For more information about this report, please contact:
ECONorthwest
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11th Floor
Boise, ID 83702
208-918-0617
ECONorthwest
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Eugene, OR 97401-3040
541-687-0051
Table
1 Executive Summary.....................................................................................................1
2 Background.... .............. ... ___ .......... __ .... ..................................
..................... 3
2.1 What are economic and fiscal impacts?...............................................................3
2.2 Description of proposed development..................................................................4
2.3 Expected cost of development..............................................................................5
2.4 Expected sales during operations period.............................................................7
3 Economic Impacts.......................................................................................................9
3.1 Economic Impact Methodology.............................................................................9
3.2 Construction Impacts...........................................................................................
13
3.3 Operating Impacts................................................................................................14
3.4 Non -market Impacts............................................................................................17
4 Fiscal Impacts............................................................................................................1S
4.1 Property Taxes......................................................................................................18
4.2 Sales and Use Taxes............................................................................................20
4.3 Fueltaxes.............................................................................................................23
4.4 Costs imposed by proposed development..........................................................24
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This report describes the economic and fiscal impacts associated with the
development of a parcel located at the southwest corner of Chinden Boulevard and
Linder Road in Meridian, Idaho. The owner of the parcel is applying for an access
point along Chinden Boulevard that greatly enhances the suitability for and the
financial viability of a retail development at the site.
The property is located at the southwest corner of Chinden Boulevard and Linder
Road in the City of Meridian. The proposed development includes space for retail, a
gas station, and a bank, with 66,000 total square feet of new building space.
Construction Impacts
The analysis looks at the impacts during the construction period and the annual
impacts in the operations period. Construction impacts are temporary in nature and
occur as construction spending unfolds.
Table 1 shows the economic and fiscal impacts generated during the construction
period. The economic impacts show three components:
• Output represents the value of goods and services produced, and is the
broadest measure of economic activiihj. Output includes value added
components of personal income, other income, and indirect business taxes. As
such, output and personal income should not be added together.
• Personal income (or labor income) consists of employee compensation and
proprietary income.
• Jobs include both full- and part-time employment.
The table also shows the sales tax revenue generated by the construction process to
the State of Idaho and the portions directed to Ada county and the City of Meridian.
ECONorthwest Economic Value of Chinden Road Access
Table 1. Economic impacts during the Construction Period
Economic Impacts, Ada County
Output $21,289,700
Personal Income $7,573,000
Jobs 131
Sales Tax Revenue
State of Idaho $531,400
Ada County $9,900
City of Meridian $2,800
Source: ECONorthwest
Operations impacts
As opposed to construction impacts, operating impacts will continue annually as
long as the structure continues to operate. This analysis estimates the following
impacts during the operations period:
• Jobs and income in Ada County;
• Incremental new property tax generated by the development;
• Sales and fuel tax revenue.
Table 2 summarizes the economic and fiscal impacts during Year 1 of the operations
period. It also shows the net present value of the impacts over a 10 -year period.'
Table 2. Economic impacts during the Operations Period
Sales Tax Revenue
Year 1
Net Present Value,
over 10 Years
Economic Impacts
$662,600
$6,664,000
Output
$14,039,500
$141,191,000
Personal Income
$4,253,700
$42,778,200
Jobs
129
na
Property Tax
$249,600
$2,997,200
Ada County
$47,900
$441,600
City of Meridian
$65,000
$598,800
All Affected Districts
$187,200
$1,725,200
Sales Tax Revenue
State of Idaho
$662,600
$6,664,000
Ada County
$12,400
$124,200
City of Meridian
$3,500
$34,900
Fuel Tax Revenue
State of Idaho
$249,600
$2,997,200
Source: ECONorthwest
1 T calculate the net present value. ECONorthwest assumed revenue and sales increase 4% annually-, rents
and property values increase 2% annually. We assumed the discount rate is 3.16°%, the interest rate for a so -
Year Treasury Bond (as of February 11, 2013, reported atthe US Department of the Treasury,
http.,//www.tmasury.gov/resource-center/data-chart-center/interest-rates/Pages/TextView.aspx?data=yield)_
ECONorthwest Economic Value of Chinden Road Access
This report describes the economic and fiscal impacts associated with the
development of a parcel located at the southwest corner of Chinden Boulevard and
Linder Road in Meridian, Idaho. The owner of the parcel is applying for an access
point along Chinden Boulevard that greatly enhances the suitability for and the
financial viability of a retail development at the site.
The owner of the parcel, James R Wylie, contracted with ECONorthwest to describe
the economic and fiscal impacts of developing the site, to support the argument for
an entitled access point on the site. The analysis assumes the parcel includes an
access point along Chinden Boulevard.
This chapter includes four sections:
• What are economic and fiscal impacts? This section describes the type of
analysis included in this report.
• Description of proposed development describes the location, size, and
expected uses of the development.
• Expected cost of development summarizes the expected costs of construction.
These data will support the economic impact analysis.
• Expected property value shows the estimates of future value and revenue
streams, which will support the analysis of future property tax revenue.
2.1 What are economic and fiscal impacts?
This analysis accounts for the economic impacts across the entire community,
including the jobs and income associated with constructing the new development
and associated with operating the new facility over the long term.
In addition to the jobs and income impacts, this analysis accounts for fiscal impacts.
Fiscal impacts are the public costs and revenues associated with some policy or
action (in this case the development of the property). For local governments, fiscal
impacts include the costs of providing services (e.g., police and fire protection) to a
new development and the revenues (e.g., from property taxes) that the development
will generate. A fiscal impact analysis compares the costs and revenues of new
development on a local government.
A fiscal impact analysis considers only direct impacts. Direct impacts are the costs
incurred by the affected local governments and the immediate revenues generated
by the development to those local governments. Examples of costs are salaries for
police officers and building new infrastructure such as roads, water, and sewer.
Revenues include sales tax, property tax, and intergovernmental revenues. Direct
ECONorthwest Economic Value of Chinden Road Access
impacts do not include indirect consequences of growth, for example, a new
development may spur more intense development in neighboring properties raising
the total value of those properties, which would generate increased property tax
revenues (and possibly demand for services). A fiscal impact analysis tallies only the
costs and revenues immediately associated with the development.
A fiscal impact analysis does not consider broader impacts of development, such as
jobs and income, traffic congestion, environmental impacts, or others. These impacts
are important and should be considered before developing a large project, but it is
beyond the scope of a fiscal analysis to consider these broader impacts.
A fiscal impact analysis considers the current costs and revenues. A key assumption
behind our analysis is that the affected local governments' budgets will not differ
significantly from their future budgets.
2.2 Description of proposed development
The property is located at the southwest corner of Chinden Boulevard and Linder
Road in the City of Meridian. The City of Meridian lies directly west of Boise (see
Figure 1).
Figure I Location of Property
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'a Property Lmaimn"". G�
cawnai E7
A v
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.., Nampa
The owner has identified a conceptual development plan for the property (see Figure
2). The development plan is to subdivide the property, which is just under 10 acres,
into six parcels. Five of the parcels will each include a commercial building and the
sixth parcel will accommodate the landscaping fronting the public roads.
ECONorthwest Economic Value of Chinden Road Access 4
Figure 2. Conceptual development plan -diagram
CHINDEN BLVD. (US 20/26)
l NVW"I
Table 1 shows the planned building type and building size for the five parcels. The
plan includes space for retail, a gas station, and a bank, with 66,000 total square feet
of new built space.
Table 3. Conceptual development plan -expected uses and square feet
Parcel
Expected Use
��LIIIIIIIIIIIIIIIII�
1
■
4,800
2
Retail
11,200
3
Gas, Convenience Store
4,000
4
Retail
15,600
5
Box Store
30,400
Total
66,000
Source: JRW Construction.
l
CEL 6
Table 1 shows the planned building type and building size for the five parcels. The
plan includes space for retail, a gas station, and a bank, with 66,000 total square feet
of new built space.
Table 3. Conceptual development plan -expected uses and square feet
Parcel
Expected Use
SF
1
Bank
4,800
2
Retail
11,200
3
Gas, Convenience Store
4,000
4
Retail
15,600
5
Box Store
30,400
Total
66,000
Source: JRW Construction.
2.3 Expected cost of development
JRW Construction provided estimates of the cost to construct the planned
development, shown in Table 4. The table shows the costs in four different categories
ECONorthwest Economic Value of Chinden Road Access
l
for the different uses and the common areas. Total costs for the entire development
is expected to be $14.6 million.
• Shell costs include the costs required to complete the basic building structure.
• Tenant improvements include the costs to complete the interior improvements
that are specific to individual tenants. This category includes finishes, such as
interior walls, flooring, and paint.
• Equipment includes items such as refrigerators and gas pumps. The items are
purchased and installed on-site.
• Franchise fees are fees paid to corporate entities for the right to use its name
and business model.
ECONorthwest compared the cost estimates provided by JRW with cost estimates
for comparable building types in Boise from RSMeans, a nationwide provider of
construction costs.
• The construction for the bank, at $150/SF for the shell, is slightly lower than
the figure provided by RS Means for a bank, at $187/SF.
• The retail shell and box store, at $90 and $75/SF for the shell, is slightly lower
than the figure provided by RS Means for a retail store, at $95/SF. The retail
will include more extensive tenant improvements than the box store.
• The gas station/convenience store includes a gas station with a convenience
market and a carwash. ECONorthwest was not able to find costs for a
comparable facility. RS Means reported that a gas station with a convenience
store costs $191/SF. This proposal, however, includes a carwash.
• JRW Construction estimated that 7,000 SF of the retail space would be used as
restaurant space and that tenant improvements would cost $100 per SF.
ECONorthwest assumed that half the tenant improvements would be devoted
to equipment costs. A restaurant's tenant improvements are likely to include
large amounts of purchased equipment, such as a hood and cooking range. We
have broken the costs into the two categories, as the economic impacts for the
two types of costs vary.
ECONorthwest Economic Value of Chinden Road Access
Table 4. Conceptual development plan -expected construction costs ($2013)
Retail $90 $2,412,000 $45 $1,208,000 $40 $1,072,000 $25 $870,000
Gas, Convenience store $325 $1,300,000 $0 $0 $150 $600,000 $50 $200,000
Boz store $75 $2,2841,000 $35 $1,064,000 $15 $458,000 $10 $304,000
Restaurant space $0 $0 $50 $350.00 $50 $350,000 $0 $0
$0,712,000 $2,908,000 $2,670,000 $1,174,000
common areas
Public Roadway
$225,000
Professional Fees
$100,000
O fshe improvements
$1oo,000
Common area improvements
$750,000
Total oommn area costs
$1,175.00
Total uses
$14.639,000
Source: JRW Construction and ECONorthwest. See text for a full description
2.4 Expected sales during operations period
In this section, ECONorthwest estimates the total retail sales associated with
operating the development. We relied on two different sources to estimate total
sales.
For the retail and box store spaces (57,200 SF), we assumed the space would generate
$170 in sales per SF, for a total of $9,724,000 in retail. The sales per SF figure is from
the Urban Land Institute's Dollars and Cents of Shopping CenterslThe SCORE 2008 for
US Convenience Shopping Centers. It is the median sales volume per SF for
suburban convenience shopping centers.
For the gas station with a convenience store (4,000 SF), we relied on the IMPLAN
Economic Impact Model to estimate total sales. Please see the full description of the
Model in Section 3.3. For the estimate of total sales, we used the Model to estimate
total sales from the estimated number of jobs. The IMPLAN model projects total
annual sales of $4.4 million for the gas/convenience store.
For tax analysis, we disaggregated gas/convenience store sales by type. The sales tax
applies to all convenience store sales, while the gas tax applies to all motor fuel sales.
For the average gas/convenience store in the United States, research indicates that
convenience store sales comprise 30% of revenues and motor fuel sales comprise the
remaining 70% of revenues.z Based on this split, the model assumes that the
2 "Brief History of the Convenience Store Industry," NAGS Online, accessed January 27, 2013 at
http://www.nacsonline.com/NACS/Resources/Research/History/Pages/default aspx; "Convenience Stores,
Industry Overview," ABMI Mergers & Acquisitions, accessed January 27, 2013 at
http-//www.abmi.net/pages/c_store industry_overviow.
ECONorthwest Economic Value of Chinden Road Access
convenience store will produce $1.32 millions in sales, while the gas station will
generate $3.08 million in motor fuel sales.
For the bank, ECONorthwest generated the output from IMPLAN based on the
output per employee. To estimate the ntunber of employees at the bank, we relied on
the Boise City -Nampa, ID Metropolitan Statistical Area 2010 County Business
Patterns from the US Census. The mean number of workers per bank in Ada County
is 13 employees? The bank is estimated yield annual sales of nearly $3.9 million.
Therefore, we project that the entire development will achieve $11.04 million in
annual retail sales and $3.08 million in annual motor fuel sales. This estimate is in
2013 dollars, and will increase over time.
3 2010 Census County Business Pattern, Boise City�Nampa, ID Metropolitan Statistical Area.
ECONorthwest Economic Value of Chinden Road Access
This section includes three sub -sections:
• Economic Impact Methodology describes the methods ECONorthwest used to
estimate the economic impacts.
• Construction Impacts describes the impacts that occur during the construction
phase of the development.
• Operating Impacts describes the impacts that occur every year that the facility
operates.
3.1 Economic Impact Methodology
The Input -Output Modeling Framework
Economists have developed several approaches to measure economic impacts,
including the technique used for this analysis, called input-output modeling.4 Input-
output models are mathematical representations of the economy and how different
parts (or sectors) are linked to one another. The strengths of the input-output
modeling framework include:
• A double -entry accounting framework that results in a model structure that is
well ordered, symmetric, and where, by definition, inputs must be equal to
outputs;
• A reasonably comprehensive picture of the economic activities within a region,
with mathematical equations that describe the flow of commodities between
producing and consuming sectors, the flow of income between businesses and
institutions, and the trade in commodities between regions,
• Model construction using secondary source data that is gathered and vetted by
government agencies; and
• The ability to cost-effectively create input-output or economic impact models
for any region.
Input-output models that rely on survey or primary source data are expensive to
construct and are generally not available for state and regional economies. As a
result, special modeling techniques have been developed to estimate the necessary
4Inputvutput analysis was first put to practical use by Wassily Leontief in the late 1930's. While at Harvard.
Leontief used his input-output system to construct an empirical model of the United States economy. This
research gave rise to his 1941 classic, "Structure of American Industry, 1919-1929." For his research,
Leontief was awarded the Nobel Prize in Economics in 1973.
ECONorthwest Economic Value of Chinden Road Access
empirical relationships from a combination of national technological relationships,
and state- and county -level measures of economic activity. These modeling
techniques and data have been packaged into the IMPLAN (for IMpact Analysis for
PLANning) modeling software 5 This is the modeling system ECONorthwest used in
this analysis.
The IMPLAN Economic Impact Model
IMPLAN has been developed and distributed by the Minnesota IMPLAN Group,
Inc., since 1993. Currently there are over 1,500 public and private users of the
IMPLAN modeling software. The BOLAN modeling system is widely used and
well respected. The United States Department of Agriculture (USDA) recognized the
IWLAN modeling framework as "one of the most credible regional impact models used
for regional economic impact analysis" and, following a review by experts from seven
USDA agencies, selected IMPLAN as its analysis framework for monitoring job
creation associated with the American Recovery and Reinvestment Act (ARRA) of
2009.6
In general terms, the IMPLAN model works by tracing how spending associated
with the structure circulates through an economy or study area. That is, changes in
one sector or multiple sectors trigger changes in demand and supply throughout the
economy. Initial changes in the model propagate through the economy via supply -
and demand -chain linkages, altering the equilibrium quantities of inputs and
outputs and associated jobs, income, and other value-added components. These
"multiplier effects" continue until the initial change in final demand leaks out of the
economy in the form of savings, taxes, and imports.
In this analysis, ECONorthwest built an economic impact model of Ada County,
where the structure is located. This is also where the direct labor and materials will
come from.
Classifying Economic Impacts
Depending on the activity being analyzed, economic impacts can be classified by
phase, types, and measures.
Impacts by Phase
For this project, ECONorthwest measured economic impacts for two distinct phases.
51MPLAN was initially developed as part of ajoint effort by the USDA Forest Service, the Federal Emergency
Management Agency, and the USDI Bureau of Land Management.
6 See excerpts from an April 9, 2009 letter to MIG, Inc., from John Kort, Acting Administrator of the USDA
Economic Research Service, on behalf of Secretary Vilsack, at wwwjmLflan.coyn.
ECONorthwest Economic Value of Chinden Road Access 10
1. Construction impacts summarize the changes in output, personal income,
and employment associated with construction of the structure. Construction
impacts are temporary in nature and occur as construction spending unfolds.
2. Operating impacts summarize the changes in output, personal income, and
employment resulting from structure operations. As opposed to construction
impacts, operating impacts will continue annually as long as the structure
continues to operate.
Impacts by Type
Economic impact analysis employs specific terminology to identify the different
types of economic impacts. The direct impacts consist of the jobs and income earned
by contractors and workers building the structure (direct construction impacts), and
the payroll and number of employees working at the structure (direct operating
impacts). The direct operating impacts also include the direct output of the structure,
which is estimated using an expenditure approach that sums labor and non -labor
operating expenses. In this perspective, the direct operating effects of the structure
represent the operating and maintenance (O&M) expenses associated with the
structure?
In order to operate, the structure will purchase a range of goods and services
including raw materials, spare parts and equipment, repair services, electricity,
water and sewer, etc. This spending generates the first round of indirect impacts.
Suppliers and vendors to the structure will also have to purchase additional goods
and services. This spending leads to additional rounds of indirect impacts. Because
they represent interactions among businesses, these indirect effects are often referred
to as "supply -chain' impacts.
The direct and indirect increases in employment and income enhance the overall
purchasing power in the economy, thereby inducing further consumption- and
investment- driven stimulus. Workers at the proposed development, for example,
will use their income to purchase groceries or take their children to the doctor.
Workers at businesses who supply the structure will do the same. This spending will
generate induced impacts for workers and businesses in other sectors of the
economy. These induced effects are often referred to as "consumption -driven"
impacts.
Y Under an expenditure approach. the economic impacts measured in this analysis do not explicitly include
potential, additional impacts associated with the production of energy, fertilizer, soil amendments, and other
goods and services that may displace similar imports.
ECONorthwest Economic Value of Chinden Road Access 11
Impact Measures
The IMPLAN model reports the following measures of economic impacts:
• Output represents the value of goods and services produced, and is the
broadest measure of economic activity. Output includes value added
components of personal income, other income, and indirect business taxes. As
such, output and personal income should not be added together.
• Personal income (or labor income) consists of employee compensation and
proprietary income.
Employee compensation (wages) includes workers' wages and salaries,
as well as other benefits such as health, disability, and life insurance;
retirement payments; and non-cash compensation.
Proprietary income (business income) represents the payments received
by small-business owners or self-employed workers. Business income
would include, for example, income received by private business
owners, doctors, accountants, lawyers, etc.
• Jobs include both full- and part-time employment. To measure average annual
incomes on a full-time basis, ECONorthwest used a technique developed by
IMPLAN staff and data from the Bureau of Economic Analysis (BEA) to
convert full- and part-time jobs to full-time equivalents (=s) .8
Caveat
The goal of this research is to assess how construction and operation of the structure
will contribute to the Ada County economy, and to a certain extent, broader regional
tax. To do this, we rely on construction costs provided by JRW Construction and
corroborated with RSMeans data, and estimated sales for the retail sector. We then
use economic impact modeling techniques to measure the linkages between this
spending and other industry sectors of the local and state economies. We do not
measure potential counterfactual scenarios that consider how scarce resources
would have been allocated had the structure project not occurred, or how the
structure could potentially divert spending away from other Ada County businesses,
(in economics, this is referred to as a "substitution effect").
8 The technique involves calculating the ratio of full- and part-time employment to FTE for the 440 industry
sectors in the IMPLAN model using the following data tables from the BEA, 'Table 6.41). Full -Time and Part -
Time Employees by Industry," and "Table 6.5D. Full -Time Equivalent Employees by Industry."
ECONorthwest Economic Value of Chinden Road Access 12
3.2 Construction Impacts
This section of the report presents the economic impacts associated with construction
of the proposed development in Meridian, Idaho. All dollars are reported in 2013
dollars.
Total project costs are estimated to be $14.6 million, as described in Section 2.3. The
$1.2 million for common area costs and $6.7 million in shell costs represent spending
in the construction sector, including labor and materials. The other $6.7 million is
split between tenant improvements, equipment, and franchise fees.
Although JRW Construction was able to provide total costs into these five
subcategories, it is not clear as to which vendors the products and services will be
purchased from. Thus, ECONorthwest used IMPLAN's default regional -purchase
coefficient, which provides an estimate of how much of each product would be
purchased locally based on how much of the county's businesses supply local
demand.
Using these regional -purchasing coefficients, we know that most large equipment
and tenant improvement purchases are manufactured outside of the local region,
and therefore only a small percentage of spending would accrue to Ada County
vendors—mostly retailers and wholesalers. Of the $5 million in equipment and TI
purchases, only about one-quarter will accrue to local businesses. We conservatively
assume that the franchise fees of over $1 million would leave the local economy and
therefore do not create any impacts in the county. If any of the franchises are based
in Idaho, the revenue will in reality create additional jobs and income in the state of
Idaho.
Table 5 shows the impacts from the construction of the proposed development in
Ada County. Construction impacts are temporary in nature and occur as spending
unfolds.
Table 5: Economic Impacts from Construction, Ada County
Type of Impact
Direct
Indirect
Induced
Total
Output
$13,465,000
$3,379,000
$4,445,700
$21,289,700
Personal income
$4,607,900
$1,482,700
$1,482,400
$7,573,000
Jobs (full- and part-time)
65
28
38
131
Jobs(FTE)
63
26
34
123
Average Annual Income Per FTE
$72,834
$57,984
$43,784
$61,723
Source: ECONorthwest using JRW Construction cost estimates and the IMPLAN modeling software
Direct economic impacts include $13.5 million in output and $4.6 in personal income.
Under our project -oriented perspective, the direct economic impacts are spending on
construction labor and contractors, construction equipment, and permanent
materials. In other words, direct output is value of the constructed building. In the
Chinden Road project this includes all shell costs, tenant improvements, equipment,
ECONorthwest Economic Value of Chinden Road Access 13
and common area costs. The major beneficiary of project spending in Meridian is the
county's construction sector. The project will generate 65 jobs (or 63 full-time
equivalents) directly associated with the physical construction of the development.
Spending associated with construction will produce multiplier spending effects for
other sectors of the Ada County economy as businesses respond to supply -chain and
consumption -driven demand for goods and services. The total economic impacts in
the county amount to $21.3 million in output, including $7.5 million in income.
Overall, the construction of the development will yield 131 jobs (or 123 full-time
equivalents). To provide context, there were 262,200 jobs in the Boise -Nampa
metropolitan statistical area in 2012.9
The jobs will generate income for those employed individuals. The direct impacts,
those jobs directly associated with the construction process, have a mean wage of
almost $73,000. The average wage for all the jobs generated (direct, indirect, and
induced) is almost $62,000. For context, the average annual wage in Idaho is about
$34,000.
3.3 Operating Impacts
This section of the report presents the economic impacts associated with operating
the proposed development in Meridian, Idaho. All dollars are reported in 2013
dollars.
Inputs into our model are based on sales per square foot for retail space and regional
averages of employees per establishment for the bank and gas station in the Boise
Metro region.
For retail, ECONorthwest analyzed a high scenario of $170 per SF and a low
scenario of $123 per SF. These figures are based on median sales per SF as
reported in Dollars & Cents of Shopping Centers/The SCORE 2008, produced the
Urban Land Institute. A'convenience center' provides space for the sale of
personal services and convenience goods. It contains a minimum of three
stores, with a total gross leasable area of 30,000 SF or less. It is not anchored by
a supermarket, but may be anchored by a convenience service such as a
minimarket. The high scenario is based on the median sales per SF for
suburban convenience centers. The low scenario is based on the median sales
per SF for convenience centers that were built within the past three years.
s Idaho Department of Labor. Labor Market Information. Current Employment Statistics
(http://Imi. ida ho.gov/EmployinentU nem ploymenVCu rrentEmploym entStatisti cs.aspx).
ECONorthwest Economic Value of Chinden Road Access 14
• For the bank, ECONorthwest generated the output from IMPLAN based on
the output per employee. To estimate the number of employees at the bank, we
relied on the Boise City -Nampa, ID Metropolitan Statistical Area 2010 County
Business Patterns from the US Census. The mean number of workers per bank
in Ada County is 13 employees.10
• For the gas station, ECONorthwest generated the output from IMPLAN based
on the output per employee. To estimate the number of employees at the gas
station, we relied on the Boise City -Nampa, ID Metropolitan Statistical
Area 2010 County Business Patterns from the US Census. The mean number of
workers per gas stations with convenience stores in Ada County is eight
employees.
The high scenario would yield a total of $8.5 million in retail sales and $1.19 in
restaurant sales. The low scenario is estimated at $6.1 million in retail sales and $0.9
million in restaurant sales. The bank is estimated yield annual sales of nearly $3.9
million. The gas station with convenient store is estimated to have $4.4 million in
sales. Average retail sales per employee for gas stations with convenience store is
$581,000 per employee. The gas station receives a portion of the retail sales—the
retailer's markup. In the case of gas stations in Ada County, the average retailer
margin is 14.5%. Therefore, only $649,000 stays in the local economy and generates
additional indirect and induced impacts, while the rest of the sales are leakages from
the model. A similar dynamic is also true for retail spaces, which on average keeps
28% of total retail sales. Both the bank and the restaurant uses keep virtually all
direct sales in the local economy. These figures were then mapped to the appropriate
industry sector in the Ada County IMPLAN model.
Table 6 below reports economic impacts associated with operations of the retail
businesses in the high scenario. These impacts will occur annually as long as the
proposed developed is occupied by businesses within these categories.
Table 6: High Scenario Economic Impacts from Operations, Ada County
Type of Impact
Direct
Indirect
Induced
Total
Output
$8,202,400
$3,314,800
$2,522,300
$14,039,500
Personal income
$2,450,000
$962,000
$841,700
$4,253,700
Jabs (full- and part-time)
82.1
25.8
21.5
129.4
Jobs (FTE)
71.0
23.9
19.2
114.1
Average Annual Income Per FTE
$34,524
$40,283
$43,774
$37,288
Source: ECONorthwest using the IMPLAN modeling softmre
The high scenario would generate $8.2 million in direct output, including $2.4
million in income and 82 jobs. Intermediate spending by the businesses wound
10 2016 Census County Business Pattern. Boise City -Nampa, ID Metropolitan Statistical Area.
ECONorthwest Economic Value of Chinden Road Access 15
support an additional $3.3 million in output, $1 million in wages and 26 jobs. As
Chinden Road business employees, and employees at businesses that supply
products to the firms spend their wages, they induce $2.5 million in sales and 22
jobs. In total $14 million in output, including $4.3 million in wages and 129 jobs, or
115 FTE, will be associated with operating businesses in the Chinden Road space.
For all direct, indirect and induced jobs created, the average annual wages will
exceed $37,000.
Table 7 shows the economic impacts for the low scenario as described above.
Table 7: Low Scenario Economic Impacts from Operations, Ada County
Type of Impact
Direct
Indirect
Induced
Total
Output
$7,189,100
$3,071,900
$2,142,300
$12,403,300
Personal income
$2,012,900
$880,000
$714,900
$3,607,800
Jobs (full- and part-time)
64.5
23.8
18.3
106.5
Jobs (FTE)
56.2
22.0
16.3
94.6
Average Annual Income Per FTE
$35,831
$39,918
$43,777
$38,156
Source: ECONorthwest using the IMPLAN modeling software.
In the low scenario, impacts will total $12.4 million in output, $3.6 million in income
and 107 jobs. Average income per FTE is slightly higher at $38,000 because in both
high and low scenarios the bank total output are the same. Therefore, the low
scenario has a larger proportion of more highly paid bank employees compared to
low wage earners in the retail and gas station establishments.
Spending associated with operations of businesses will have a multiplier effect that
spreads the direct effects from the trade and services sectors to workers and business
owners in other sectors of the local and state economy. In essence, the multiplier is a
shorthand way to better understand the linkages between an activity and other
sectors of the economy, i.e., the larger the multiplier, the greater the interdependence
between an activity (in this case, Chinden Road business operations) and the rest of
the local economy. The local economic multipliers for facility operations under the
high and low scenarios vary slightly. The multipliers under the low scenario are:
• Output multiplier equals 1.7. Every $1,000 in spending by Chinden Road
occupant businesses generates another $700 in output in other sectors of the
local economy.
• Personal income multiplier equals 1.8. Every $1,000 in income paid to
Chinden Road business employees generates another $800 in income for
workers in other sectors of the local economy.
• Employment multiplier equals 1.7. Every ten direct jobs at Chinden Road
businesses are linked, on average, to another 17 jobs elsewhere in the local
economy.
After analyzing the high and low scenarios for operations, total impacts range from
$12.4 million to $14.0 million in output. The Chinden Road project operations will
ECONorthwest Economic Value of Chinden Road Access 16
annually support anywhere from $3.6 million to $4.3 million in wages, and 107 to
129 jobs.
3.4 Non -market Impacts
A retail development at the site would have additional, non -market benefits for the
households located near the parcel.
The development would allow households in the neighboring area to have direct
access to the retails goods and services. If the development provided reasonable
pedestrian access, individuals could walk to the development. This easy access for
those residences would be an amenity.
The development would also provide a physical buffer to the residences
immediately adjacent to the south. At this time, those houses can see and hear all the
traffic along the state highway; a commercial development would provide a visual
and sound barrier to the highway. Without access to the parcel, it is likely to remain
vacant.
ECONorthwest Economic Value of Chinden Road Access 17
1 �J1ra%_rl� fil(iP' )''lci",")
Fiscal impacts include the revenues and costs that the new development generates to
government agencies. In this analysis, we focus on the impacts to the affected local
governments and the state of Idaho. This section describes ECONorthwest's estimate
of property taxes, sales taxes, and fuel taxes.
4.1 Property Taxes
Property taxes are the primary means through which the Chinden Road
development will impact the affected local jurisdictions' revenues. Ten different
taxing districts have jurisdiction over the property. Table 8 lists the jurisdictions and
their 2012 levy rate for operations. The table and our analysis exclude levies that
support any capital bonds at any of the listed jurisdictions.
Table 8. Property tax levies and projected revenue ($2013)
District Description
2012 Levy Rate
Ada County
0.003356317
Emergency Medical
0.000178847
Ada County Highway District
0.001287539
School District No. 2
0.002751888
Meridian Library
0.000606444
Meridian City
0.004550974
Meridian Cemetery
0.000045970
Mosquito Abatement
0.000037259
Western Ada Recreation
0.000106866
College of Western Idaho
0.000190431
Total
0.013112555
Source: Ada County Assessor's Office and ECONorthwest
Expected property values and taxable values
The taxable value of a commercial property in Ada County equals the value of the
appraised real market value (RMV) for that property, as reported by a commercial
appraiser for the Ada County Assessor. The appraised value generally lags one year
behind the true market value.
To estimate the expected taxable value of the property, ECONorthwest estimated the
net operating income (NOI) of the development and applied market capitalization
rates.
ECONorthwest estimated the taxable assessed value based on these data sources:
Current rents at the Eagle Island development, at the opposite corner of the
Chinden Boulevard/Linder Road intersection, are between $19.50 and $20.00
ECONorthwest Economic Value of Chinden Road Access 18
per SF, according to Thornton Oliver Keller, Commercial Real Estate
brokerage firm. We assumed $19.75 for this proposed development.
We assumed that 30% of gross rents covered operating costs, yielding an
annual NOI of about $912,000. The operating cost ratio is from the Urban
Land Institute's Dollars and Cents of Shopping Centers/The SCORE 2008 for US
Convenience Shopping Centers. It is the operating cost ratio for both the
nationwide average and the suburban average.
Y The capitalization rate for unanchored retail properties in the Boise market is
7.0%, as reported by Thornton Oliver Keller.
i To estimate the market value, we divided the NOI by the capitalization rate,
yielding $13.0 million (see Table 9 for calculations).
Table 9. Estimated Market Value
Total Gross Operating Income/SF
$19.75
Total SF
66,000
Total Gross Operating Income
$1,303,500
Operating Costs as % of Gross Income
30%
Total NOI
$912,450
/ Capitalization Rate
7.0%
Estimated MarkettTaxable Value
$13,035,000
Urban Land Institute, Thornton Oliver Keller, and ECONorthwest
In addition to the value of the structure, the taxing jurisdictions will collect property
tax revenue from the personal property within those structures. To estimate the
value of the personal property, we used the estimated cost of the equipment, as
shown in Table 4. The total value of the equipment is expected to be about $2.67
million.
If developed, the property will have a higher market value than it does as vacant
land, which will in turn yield a higher taxable value. According to the Ada County
Assessor, the value of the property in 2012 was $1,431,500. Table 10 shows the
incremental increase in property value if the property is developed as described
above. It is important to note that the property owner has reverted this property to
agricultural uses—as it is currently not developable. The assessed value in 2013 will
recognize its lower real market value as agricultural land. Therefore, the actual
assessed value of the undeveloped property will become even lower than the 2012
value.
The incremental increase in assessed value from the 2012 value to its potential
developed value is $14.3 million, shown in Table 10.
ECONorthwest Economic Value of Chinden Road Access 19
Table 10. Current and projected taxable values
Current Assessed Value
$1,431,500
Developed Assessed Value
$13,035,000
Taxable Value of Personal Property
$2,670,000
Incremental Increase in Assessed Value
$14,273,500
Ada County Assessor and ECONorthwest
Expected property tax revenue
Table 11 shows the property tax revenue each affected jurisdiction generated in 2012
from the vacant property, the estimated revenue from the developed property, and
the incremental difference. In 2012, the property generated just under $19,000 in
property tax revenue for the ten jurisdictions. At full build -out, it would generate
about $206,000, a net increase of $187,000. The City of Meridian alone will see an
increase of $65,000 in property tax revenue for its operating levy.
Table 11. Property tax levies and projected revenue ($2013)
District Description
2012 Levy Rate
Property Tax
Revenue
Projected Annual
Property Revenue
Net New Revenue
Ada County
0.003356317
$4,805
$52,711
$47,906
Emergency Medical
0.000178847
$256
$2,809
$2,553
Ada county Highway District
0.001287539
$1,843
$20,221
$18,378
School District No.2
0.002751888
$3,939
$43,216
$39,279
Meridian Library
0.000606444
$868
$9,524
$8,656
Meridian City
0.004550974
$6,515
$71,473
$64,956
Meridian Cemetery
0.000045970
$66
$722
$656
Mosquito Abatement
0.000037259
$53
$585
$532
Western Ada Recreation
0.000106886
$163
$1.679
$1.526
4.2 Sales and Use Taxes
At the site of the proposed development, the State of Idaho is the only jurisdiction
that imposed sales and use taxes. Sales tax applies to the sale, lease, or rental of
tangible personal property and some services. It does not apply to utilities,
prescription drugs, motor fuels, and tangible personal property used in mining,
farming, manufacturing, processing, or fabricating. The use tax applies to goods that
one can store or put to use in Idaho. The current salesfuse tax rate is 6%. The rate has
varied between 5% and 6% since 1986.11
is Idaho Code section 63-3619.
ECONorthwest Economic Value of Chinden Road Access 20
Idaho disperses sales tax revenues among state programs and funds, counties, and
cities. Most of the revenue is distributed to local governments based on the
population of the area. The site of the retail sale does not influence how the revenue
is distributed amongst cities in Idaho. The development on Chinden Road would
directly increase sales tax revenue to the City of Meridian in one way: a small
portion of total sales tax revenue is distributed based on the city's proportional share
of assessed value of all cities in Idaho. Because this development will increase
Meridians total assessed value, it will cause Meridian to collect a slightly higher
amount of that portion of the State's distribution formula. Figure 3 summarizes the
distribution of sales tax revenues, as set forth in Idaho Code section 63-2412. The
chart shows that the portion of sales tax revenue distributed based on assessed value
is 1.6% of 11.5% of total sales tax revenue.
Figure 3: Distribution of sales tax revenue
The Chinden Boulevard development will augment State, City of Meridian, and Ada
County tax revenues. By increasing total tax revenue, the development will increase
the proportional share of revenue distributed to counties and cities, thus benefiting
all cities and counties in the State. The development will further benefit the City of
Meridian by increasing its assessed value. The following two sections discuss the tax
impacts during the construction period and in the first year of operations.
Sales Tax Revenues From Construction
The model assumes that the development will cost approximately $14.6 million to
construct. The developer must pay sales tax on all qualified goods and services
purchased for the project. Based on the IWLAN model described in Section 3, we
estimate that $4.6 nWlion of the total will support wages, and will not be subject to
the sales and use tax. We also assume that the $1.174 million for franchise fees will
not be subject to the sales and use tax. The construction of the proposed
development will generate $8.857 million is sales that will be subject to the 6% sales
and use tax.
ECONorthwest Economic Value of Chinden Road Access 21
• 11.5% of all tax revenue to directed to local governments.
• Of that 11.5%,28.2% goes directly to Counties. Ada County's share of that is
25.3%.
• Of the 11.5%,14.1 goes to Cities. Meridian's share is 7.0% for its proportion of
population, it also receives 7.3% for its proportion of assessed market value.
• Of the 11.5%, another 35.9% is distributed across local governments. Ada
County receives 25.3% and Meridian receives 7.0%. 12
Table 12 shows ECONorthwest's estimate of sales and use tax revenue that would be
directed to Idaho, Ada County, and the City of Meridian, from the construction of
the proposed development. The State would generate about $530,000, Ada County
would generate roughly $9,900 and Meridain would generate about $2,800. All sales
and use tax revenue from construction costs represent net new revenue, that would
not be generated if the development is not constructed.
Table 12. Construction Safes Tax Revenue Distribution
Portion directed to Cities, Counties, SDs
Portion
Revenue
Total sales and use tax revenue
Portion to Meridian for population
$531,426
Portion directed to Cities, Counties, Special Districts
11.5%
$61,114
Portion directed to Counties
28.2%
$17,234
Portion to Ada County
25.3%
$4,359
Portion directed to Cities
14.1%
$8,617
Portion to Meridian for population
7.0%
$606
Portion to Meridian for Market Value
7.3%
$628
Portion directed to Cities, Counties, SDs
35.9% $21,940
Portion to Ada County
25.3% $5,549
Portion to Meridian for population
7.0% $1,544
Total Revenue to Ada County
$9,907
Total Revenue to Meridian
$2,779
Source: Calculated by ECONorthwest with data from the Idaho State Tax Commission and NPLAN
Annual Sales Tax Revenue From Operating Period
In the operations period, we assume that the Chinden Boulevard development will
generate $11,044,000 in retail sales that will be subject to the 6% sales and use tax.
Y 11.5% of all tax revenue directed to local governments.
u Formulas and percents based on data from the Idaho State Tax Commission.
ECONorthwest Economic Value of Chinden Road Access 22
• Of that 11.5%, 28.2% goes directly to Counties. Ada County's share of that is
25.3%.
• Of the 11.5%,14.1 goes to Cities. Meridians share is 7.0% for its proportion of
population; it also receives 7.3% for its proportion of assessed market value.
• Of the 11.5%, another 35.9% is distributed across local governments. Ada
County receives 25.3% and Meridian receives 7.0%. 13
Table 13 shows ECONorthwest's estimate of the annual sales and use tax revenue
that would be directed to the State, Ada County, and the City of Meridian, from
operating the proposed development.
Table 13. Annual Operations Sales Tax Revenue Distribution
Total sales and use tax revenue
$662,640
Portion directed to Cities, Counties, Special Districts 11.5%
$76,204
Portion directed to Counties 28.2%
$21,489
Portion to Ada County 25.3%
$5,435
Portion directed to Cities
14.1%
$10,745
Portion to Meridian for population
7.0%
$756
Portion to Meridian for Market Value
7.3%
$785
Portion directed to Cities, Counties, SDs
35.9%
$27,357
Portion to Ada County
25.3%
$6,919
Portion to Meridian for population
7.0%
$1,925
Total Revenue to Ada County $12,363
Total Revenue to Meridian $3,467
Source: Calculated by ECONorthwest with data from the Idaho State Tax Commission, Urban Land Institute, and
NACS Online.
4.3 Fueltaxes
Fuel taxes are only imposed by the State of Idaho. The State imposes a $0.25 tax per
gallon of motor fuel sold in Idaho. The distributer must pay the tax upon receipt of
the fuel.14 Fuel tax revenues support a variety of State funds and programs around:
• Railroad grade crossing protection,
• Bridge inspection,
Is Formulas and percents based on data from the Idaho State Tax Commission.
14 Idaho Code section 63-2402.
ECONorthwest Economic Value of Chinden Road Access 23
• Highway repairs and maintenance,
• Waterways improvement,
• Parks and recreation,
• Off road motor vehicles, and
• Search and rescue.
Although the fuel tax does not directly support cities and counties in Idaho, the
revenues support programs that benefit residents in the City of Meridian and the
County as a whole.
To calculate the fuel tax benefit attributable to the proposed development,
ECONorthwest used data from IMPLAN and the U.S. Energy Information
Administration. Given project fuel sales of $3.499 million and an average price per
gallon of $3.504 in the Rocky Mountain region in 2012, we estimated that the new
gas station would sell 998,573 gallons of gas. With a gas tax rate of $0.25 per gallon,
the State would receive $249,643 in fuel tax revenue from the proposed gas station.
4.4 Costs imposed by proposed development
ECONorthwest interviewed staff to determine the costs the proposed development
would impose on various jurisdictions. The Ada County Highway Department
reported that the Idaho Transportation Department would oversee the permitting
process for access points along Chinden Boulevard. The developer would be
required to pay an impact fee to the Ada County Highway District to cover the costs
it imposed. At this time, the developer has helped to fund a variety of improvements
at the intersection. The developer has donated land to the State for the right-of-way.
Also, in cooperation with the developer of the new retail development at the
northeast corner of the intersection, he has helped fund intersection improvements
to accommodate traffic changes.
The site is already served by sewer, electricity, natural gas, and telecommunications.
The developer has installed water mains to the site that would provide sufficient
water for the development.
ECONorthwest Economic Value of Chinden Road Access 24
Thompson Engineers
Traffic and Civil Inc.
January 11, 2013 181 East 50"' St. Garden C/ty, ID 83714
(208) 484-4410
thompsonengineers(@cab/eone.net
ITD District 3
P.O. Box 8028
Boise, ID 83707-2028
RE; Encroachment Permit, US 20/26 (Chinden Blvd.), MP 37.14
Knighthill Commercial Subdivision
Meridian, Idaho
Dear Sirs:
This report is submitted on behalf of Knighthill Commercial Subdivision as support of a permit
application for a new approach on Chinden Blvd. The proposed approach is a right -in -right -out approach
located approximately 725 feet west of Linder Road
An application was previously submitted in 2008. Since that time, the site plan has been revised,
resulting in greater trip generation and increasing the need for the Chinden access. The preliminary site
plan is show below in Figure 1.
Figure 1 — 2013 Site Plan
CHINDEN BLVD (US 20/26)
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Ca\UserADn/,\Documents\TEAprojecIA12-!3 KnightHill 2012\docAApp1icadon letmcdoc Page 1 of 10
Thompson Engineers
Traffic and Civil , Inc.
Several other things have changed since the original application. First, ITD has changed the access
policy. The changes in the new policy allow access under a broader set of circumstances.
Secondly, the intersection of Chinden Blvd and Linder Road has been improved to provide additional
lanes through the intersection on all approaches. These improvements were constructed by a developer
as part of the approval of a development on the northeast corner of the intersection. Knighthill
Subdivision also participated in this improvement by providing right-of-way.
Finally, the original application included anticipated traffic from three other proposed developments on
all three other corners of the intersection. One of the developments has been constructed on the northeast
corner, but is only partially occupied. It currently includes a Fred Meyer Super Store, but very few of the
other pads have been leased. The development applications on the northwest corner and the southwest
corner have expired or been pulled due to the economic slowdown. Both of these developments are
approximately 80 acres in size. The original proposals called for significant retail, office and residential
development. These parcels will likely be developed as soon as the market warrants.
Existing traffic counts were obtained in 2008. These counts were compared against ACHD approach
counts taken in December of 2011. There was less than 5% change in the approach volumes, which is
less than one might expect with seasonal or daily variation. For this reason, the original 2008 traffic
counts were used for this analysis. The AM and PM peak hour traffic counts are shown in Figure 2.
Traffic from the offsite development will continue to grow as the northeast corner fills up. It will also
continue to grow as the northwest corner and southeast corner develop. Without current applications, it is
not known what the additional offsite traffic will be. However, it will likely be similar to the past
applications, and we have traffic predictions from the studies submitted for those proposals. This
anticipated traffic from the other developments will have a significant impact on the Knighthill
subdivision, so we have included this traffic in our analysis of background traffic.
Chinden Blvd. is classified as a Statewide Importance Highway. The project is located within the City
Limits of the City of Meridian and the speed is greater than 35 mph. The driveway will be upstream and
would be Type B on IDAPA 39.0304 Figure 1. The recommended spacing is 790 feet. This distance
may be reduced by 10% (to 711 feet) by the District Engineer if the exception is justified and
documented. The proposed distance is 725 feet. This report is will provide documentation for part of the
justification for the exception.
C:\UserxiDm,\Doeoments\TEApm'ojects\12-13 KnighlHill 2012WoMApplication lettecAoc Page 2 of 10
Figure 2A - Existing AM Peak Hour Trak
2026
gestLn=--
sand
Thompson
Traffic and Civil+.r
Figure 28 - Existing PM Peak Hour Traffic
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Engineers
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93 136 86
114
a93
28
20
0:1
173 Sal 63
15o� 83
521 � 753
21 � 791
69 174 51
CAUserADmt\Docuntetus\TEIyn'ojects\12-13 KnightHill 20121docs44pplicafiou tetter.dac Page 3 of 10
Thompson Engineers
Traffic and C►v►l Inc.
The background traffic condition assumes a growth rate of 3% and that all surrounding developments
will be approved similarly to the traffic impact studies. The AM peak hour condition is shown in Figure
3A and the PM peak hour condition is shown in Figure 3B. AM peak hour traffic from the existing
subdivisions is estimated based on the trip generation estimates and distribution patterns provided in the
three traffic impact studies.
Figure 3A — 2019 AM Peak Hour Background Trac with additional development
5PG,1
eras---Lh----------
144 238 961
262 166
857
3
67 9
2
75 218 113
Figure 36 - 2019 PM Peak Hour Background Trac with additional development
I a
323 375 367
277
104
-----'
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C.\User.ADmA0ocinnerrts\TEly,rojects\12-13 KnightHill 201AdoeMpplicntion lettertdoc Page 4 of 10
Thompson
Traffic and -
Engineers
Site traffic for AM peak hour is estimated using the procedures recommended in the Trip
Generation Manual as published by the Institute of Transportation Engineers. The total trip
generation is shown below.
Table 1A- Summary of Trip Generation
Average Weekday Driveway Volumes
Table 113 - Summary of Trip Generation
Average Weekday AM Peak Hour Driveway Volumes
Area Descr
Land Use
Enter/Exit
Pa -By
Exit
ITE Code
I Pass -By
Rate
Total
Rate
Num
I Total
Total
Rate
No.
Units
912
Bank
4.8
TSF
246.5
1183
25%
0
1183
814
Specialty Retail
57.2
TSF
40.67
2326
25%
0
2326
232
Gas Station
6
FuePas
162.8
977
60%
586
391
0
0
0
0
10%
0
0
0
6
Poll69
Total
1 1
4486
6.69
3900
Table 113 - Summary of Trip Generation
Average Weekday AM Peak Hour Driveway Volumes
Area Descr
Land Use
Enter
Pan -By
Exit
Exit
I Pass -By
No.
Units!22,87
No.
Units
Total
Rate
Total
Rate Num
Total
Rate
Total
I Rate umota
Bank
912
Bank
4.8
TSF
6.91
33
50%
2
31
5.43
26
5%
1
26
57
814
Specialty Retail
57.2
TSF
0
0
10%
0
0
0
0
10%
0
0
0
6
Poll69
40
24
6.69
40
40%
16
24
46
Total
232
Gas Station
6
Poll
5.03
30
30%
9
21
5.03
30
30%
9
21
42
Total
63
11
52
56
10
47
99
Table 1C - Summary of Trip Generation
Average Weekday PM Peak Hour Driveway Volumes
Area DeserLand
Use
Enter
Exit
Pass -By
No.
Units!22,87
Total
ate
o a
Totala
e
ota
ate um
ota
912
Bank
4.8
TSF
110
104
22.87
110
5%
6
104
208
814
Specially Retail
57.2
TSF
114
64
712%8
56
1.476
84
10°/
8
76
132
232
Gas Station
6
Poll69
40
24
6.69
40
40%
16
24
46
Total
214
184
234
30
204
368
TRIP GENERATION BY MICROTRANS
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Thompson
Traffic and Civil
Traffic will be distributed based on existing traffic patterns and is shown in Figure 4.
Engineers
Inc_
Site traffic will be added to the revised background traffic. Site traffic will consist of primary trips
and pass by trips and is shown in revised Figure 5A for AM peak hour and Figure 5B for PM peak
hour.
The site plan will provide a connection to Everest Lane and to the subdivision to the south of the
subject site. Everest Road will provide a means of access for vehicles travelling west. However,
the access to Chinden Blvd is 1/2 mile away. Only those that are familiar with the site would know
to use Everest to travel to and from the west. The access to the south will only provide access for
the subdivision to the south. It will not provide access to the transportation system. However it can
be expected that traffic from the developments to the west and south will wish to use any access
provided by Knighthill. This traffic will be diverted from other access points.
Without the access on Chinden, the exiting trips will be added to the left turn volume on Linder.
C.\UserADmt\Donunent,\TEPprojecEs\12-13 KnightHill 201AdoeMpplicntion letter.doc Page 6 of 10
Thompson
Traffic and Civil
Figure 5A - AM Peak Hour Site Trak Assignment
5 u
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f���'_,__. 5 5 24 E
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23 Primary Trips
7 Pass By Trips
10 Existing Trips Diverted from Existing Subdivision
Figure 5B - PM Peak Hour Site Trafi is Assignment
fo (+
15
10 20 15 10
s
d >_
a 20
. - PARCEL .5
0 18 0
nE a
20� 0
055
`�< � k 7>
7 20 20 41 0
81 8 10
5 7 61 V�
3rand: e�Idla6 10 3 sot �h
"92J 7 5
23 Primary Trips
7 Pass By Trips
10 Existing Trips Diverted from Existing Subdivision
C:\Usecs\Dao\DocivaeaKATENy i-ojects\12-13 Knight ill 2012WacAApplicatioa lettecdoc page 7 of 10
Thompson Engineers
Traffic and Cnrtl,A-"* Inc.
With the change in background traffic and trip assignment, total traffic will be changed and Figure 6A
will show the AM peak hour total traffic conditions without traffic from offsite development. Figure 6B
will show PM peak hour total traffic conditions.
Figure 6A - AM Peak Hour Total Trak w/o Chinden Access
G�IC�34�
144 243 161
PARCEL
262 tl166
665 476
67 E� � � 97
-W- rnxrer. 6.5 223 113
76 331
74
T _ 64
errand kp;Ifllan �� �' 41 427
Figure 68 - PM Peak Hour Total Traffic w/o Chinden Access
0
v Fz N (20)- 26'j 551 555 450 -
... - ta7tctar �TMMMMTM_ �'IInIIS
v- 9IIIIIIIIIIIIiIIIP� �w JI, V
474 tZ 471
16870 2063
132 � � � � 244
231 447 169
C.\Users\Da,ADocmuents\TElyrmjecty\12-13 KnighWi112012\docs\Applicnlion leeer.doe Page 8 of 10
Thompson Engineers
Traffic and Crwl `h ' ' Inc.
Figure 7A shows the AM peak hour total traffic conditions including traffic from offsite development
with a Chinden access. Figure 7B shows the PM peak hour total traffic conditions with a Chinden access.
Figure 7A - AM Peak Hour
1194
20 C
Tralfc with Chinden Access
NORTH
144 243 161
262 t3Y66
665 478
67 E:� � � 97
85 223 119
61 346
56
84
41 427
Figure 78 - PM Peak Hour Total Traffic without Chinden Access
- x2645
� o
45
174N,qg 471
2063
132 C:� � � 249
231 447 169
139 7�99I7
103 ty
170
114 847
C:WserADm,\DocnmentATEN)rojec4s\12-13 KnightHill 2012WoeMpplication letterdoc Page 9 of 10
Thompson Engineers
Traffic and Ctvil ` � Inc.
The level of service of the entrance to the .site is analyzed both with and without the entrance on to
Chinden Blvd. using the procedures recommended in the 2010 edition of the Highway Capacity Manual.
The results of the analysis are summarized in Table 2. Reports of the calculations are attached The level
of service and volume to capacity ratio shown are for the critical movement.
Table 2A 2020 w thout RIRO 2020 with RIRO
LOS Summary
AM Peak Hour Conditions Total Total
Delay We LOS Delay We I LOS
Linder Road Entrance 15.9 0.18 C 15.6 0.14 c
Chinden Blvd. Entrance 12.8 0.05 B
Table 2B 2020 without BIRO 2020 with RIRO
LOS Summary
PM Peak Hour Conditions Total Total
Delay v!c LOS Delay Vic I LOS
Linder Road Entrance 265.5 1.32 F 161.7 0.99 F
Chinden Blvd. Entrance 25.4 0.22 D
The PM peak hour has the more significant volume of traffic and is the basis for
Based on this analysis, without the requested right -in -right -out on to Chinden Blvd, the left turns trying
to exit the site on to Linder Road will operate at LOS F and will experience an average delay of over 265
seconds per vehicle. The We will be 1.32. If the right -in -right -out access on to Chinden Blvd is
provided, we estimate the left turning movement will still operate at LOS F, but with a much lower delay
of 162 seconds per vehicle and a We of 0.99.
The Chinden entrance will operate at level of service D. A right turn lane is warranted on Chinden Blvd.
at the entrance to the site with the anticipated traffic volumes. The turn lane should be a minimum of 50
feet long with a 660 foot taper. Storage for the right turn lane at Linder Road should be approximately
200 feet long.
Based on this analysis, it is our opinion that the installation of a right -in -right -out on Chinden Blvd is
justified because it will significantly improved operation at the Linder Road entrance to the site. The
right -in -right -out entrance can be mitigated with the construction of a right turn lane into the site.
Should you have any questions, please call
Sincerely,
Thompson Engineers, Inc.
Daniel A. Thompson, P.E.
Enclosures; Calculations
C:\Use,s\Oalt\Oocut,ieats\rE(projects\12-l3 KniglitHi112012\docsMpi,lication lettecdoe Page 10 of 10
Two -Way Stop Control
Page t of 1
I TWO-WAY STOP CONTROL SUMMARY I
nal st D. Thompson
Intersection
enc /Co. IThompson En ineers Inc.
urisdiction CHD/;TD
Date Performed 1/9/2013
nal sis Year 2019 Tota! Traffic
Anal sis Time Period PM Peak Hour
Copyright 6 2010 University of Florida, All Rights Reserved HCS+T^r Version 6.6 Generated: 11102013 2:58 PM
file:,1/C:\Users\San\AppData\Local\Temp\u2kE921.rinp 1/10/2013
Two -Way Stop Control
TVVO-€VAY STOP CONTROL SUMMARY
Irptormation
Page i of I
Hilal st
D. Thom son intersection
on
c enc ICo.
Thom son 6fears, Inc I Punsdictfon .DHDIITD
`late Performed
141912013 nal sis Year 2019 Total Traffic
nal sis Time Period
PIW Peak Hour 11 1
Copyright ® 2010 University of Florida, All Righia Roamed HCS+T'4t Vafsion 5.6 Generated: 1/10/2013 2:57 PM
file:/%C: ;Users\BaLiAppDatatLocal\Temp\u2k6403.tmp 1/10/2013
Two -Way Stop Control
Page 1 of 1
Copyright 0 2010 University of Florida, All Rights Reserved
HCS+7^1 Version 6.6 Generated: 1110/2013 2.58 PM
file:i/C:\Users\Dan,AppData\Local\Temp\u2k2ABF.tmp 1110/2013
TWO-WAY STOP CONTROL SUMMARY
General Information
Site Information
Anal st
_ D. Thompson
ntersection
E/Co.
Thom son Engineers, Ina
urisdiction
ACRD/ITD
Date Performed
9!9/2013
nal sis Year
2019 Total Traffic
Anal sis Time Period
PM Peak Hour
Project Descriotion Khighthill -without access on to Chinden Blvd
EastANest Street: Site Entrance
North/South Street: Linder Road
Intersection Orientation:
North-South
IStudy Period hrs : 025
Vehicle Volumes and Adjustments
Major Street
Northbound
Southbound
Movement
1
L
2
T
3 4
R L
5
T
6
R
Volume vehlh
109
847
764
172
Peak -Hour Factor, PHF
1,00
1.00
1.00 1.00
1.00
1.00
Hourly Flow Rate, HFR
veh/h
109
847
0 0
764
972
Percent Heavy Vehicles
1
—
-- 0
Median Tye
Undivided
RT Channelized
0
f
0
Lanes
1
2
0 0
2
1
Conti uration
U stream signal
L
T
0
T
0
R
Minor Street
Eastbound
Westbound
Movement
7
L
8
T
9 10
R L
11
T
12
R
Volume (veh/h)
148
160
Peak -Hour Factor, PHF
1.00
1.00
1.00 1.00
1.00
1.00
Hourly Flow Rate, HFR
veh/h
148
0
160 0
0
0
Percent Heavy Vehicles
1
0
1 0
0
0
Percent Grade (%)
0
0
Flared Approach
I
N
N
Storage
0
0
RT Channelized
0
0
Lanes
1
0
1 0
0
0
Confi uration
L
R
Delay, Queue Leu th, and Level of Service
Approach Northbound Southbound
Westbound
Eastbound
Movement
1
4
7 8 9
10 11
12
Lane Configuration
L
L
R
(vehlh)
109
148
160
C (m) (veh/h)
734
112
667
c
0.15
1.32
0.24
95% queue length
0.5210.03
0.93
Control Delay (s/veh)
LOS
90.8
8
2655
F
12.1
8
Approach Delay (s/veh)
133.9
Approach LOS
--
—
F
Copyright 0 2010 University of Florida, All Rights Reserved
HCS+7^1 Version 6.6 Generated: 1110/2013 2.58 PM
file:i/C:\Users\Dan,AppData\Local\Temp\u2k2ABF.tmp 1110/2013
Two -Way Stop Control ' Page 1 of 1
Copydgh! 0 2010 University of Florida, All Rights Reserved HCS+TM Version 5.6 Generaled: 1/10/2013 3:00 PM
file://C:\Users\DanlAppData\Loca]\Temp\u2kF921.tmp 1/10/2013
Two-AAay Stop Control
Page 1 of i
I TWO -SHAY STOP CONTROL SUMMARY I
nalvat ID. Thompson
ntersection
enc /Co. Thom son En sneers, Inc.
urisdiction CHD/!TD
ate Performed 1!912013
nal sts Year 2019 Tota! Traffic
nal Is TimePerlod MPeakHour
Capydght 9 2010 Unlvemity of Florida, All Rtghts Reserved NCS+� Veldon 5.6 Generated: 1110!2013 3:03 PM
file://C:\UserslDan\AppDataTocal\Temp\u2k6403.tmp 1/10/2013
Two -Way Stop Control
Page 1 of 1
General Information
TWO-WAY STOP CONTROL SUMMARY
Site Information
nahtstID.
Thompson
rsection
enc tCo.
Thompson Engineers, Inc,
CHOItTD
1/9/2013
J�Urnsdlctfon
lysisYear
2019 Totaf Traffic
nal sis Time Period
M Peak Hour
Project Description Kht hthlll - without access onto Chlnden
Blvd
EastWest Street: Site Entrance
orth/South Street: Linder Road
Intersection Orientation:
North-South
rptudyPeriod hrs : 0.25
Vehicle Volumes and Adjustments
Major Street
Northbound
Southbound
Movement
1 1
2
3 4
5
6
L
T
R L
T
R
Volume veh/h
41
427
331
76
Peak -Hour Factor, PHF
1.00
1.00
1.00 1.00
1.00
1.00
HourlyFlow Rate, HFR
vehlh
41
427
0 0
331
76
Percent Heav Vehicles
1
—
— 0
—
—
Median Type
Undivided
RT Channelized
0
0
Lanes
1
2
0 0
2
1
Conn uration
L
T
T
R
Upstream Signal
0
0
Minor Street
Eastbound
Westbound
Movement
7
8
9 10
11
12
L
T
R L
T
R
Volume veh/h)
74
84
Peak -Hour Factor, PHF
1.00
1.00
1.00 1.00
1.00
1.00
Hourly Flow Rate, HFR
veh/h
74
0
84 0
0
0
Percent Heavy Vehicles
1
0
1 0
0
0
Percent Grade (%)
0
0
Flared Approach
Storage
N
0
N
0
RT Channelized
Lanes
1
0
0
1 0
0
0
0
Configuration
L
R
Delav, Queue Len th, and Level of Service
Approach Northbound Southbound
Westbound
Eastbound
Movement
1
4
7 8 9
10 11
12
Lane Configuration
L
L
R
(veh/h)
41
74
84
1155
404
880
lc
0.04
0.18
0.10
95%queue length
0.11
0.66
0.32
ontrol Delay (s/veh)
8.2
15.9
9.5
LOS
A
C
A
pproach Delay (s./veh)
—
12.5
pproach LOS
--
--
8
copyright® 2010 University of Florida, All Rights Reserved
HCS+T^I Version 5.0 Generated: 1!10/2013 3:02 PM
file://C:\Users\Dan\AppData\Local\Temp\u21:2ABF.tmp 1/10/2013
Hearing Date: May 28, 2013
Project Name: Knighthill
File No.: VAR -13-002
Request: Request for a right-in/right-out access point to State Highway 20/26 (Chinden
Boulevard), by James Wylie.
Location: The site is located on the southwest corner of Chinden Boulevard and N. Linder
Road in the NE '/a of Section 26, Township 4 North, Range 1 West.