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Traffic Impact Study ~°~~ ~ h Prepared for: Engineering S®luti®ns, LLP ~~~~~~,~rvs~o ~2~~ Prepared by: f v ~ 3 o fix ~i~.~ ~PJCI{d~~~ING, PA E ~~ ~~~~~~~~~° February 7, 2014 ~F, 9TF o F ~pQ' ~-~ G . KE~'~ 12052:` ~~~~,~~~y~o, ~T~_OF \~Q' yyq ~G ~``P .. TRAFFIC IMPACT TU~Y - - ~ILTNIaR1= EsrA~res SuaDIVISION MERIDIAN, IDAFIO T~i ~' ~n Report Summary ...................................................................................... ..................................................1 Proposed Devekopment ......................................................................... ..................................................1 Proposed Mitigation for Existing Traffic .................................................. .................................................1 Proposed Mitigation for 2016 (Phase 1) Background Traffic .................. .................................................2 Proposed Mitigation for 2016 (Phase 1) Site Plus Backgraund Traffic ... .................................................2 Proposed Mitigation for 2018 (Phase 2} Background Traffic .................. .................................................2 Proposed Mitigation for 2018 (Phase 2) Site Plus Backgraund Traffic ... ................................................. 3 Proposed Development ............................................................................ .................................................4 Project Descriptian .................................................................................. .................................................4 Study Approach ........................................................................................ .................................................6 Study Area .............................................................................................. .................................................6 Study Period ........................................................................................... ................................................. 6 Analysis of Existing Traffic Conditions .................................................. .................................................7 Roadway [Vetwork ................................................................................... .................................................7 Transit Service ........................................................................................ .................................................7 Bicycle and Pedestrian Facilities ............................................................ ................................................. 7 Traffic Volumes ....................................................................................... .................................... Existing Intersection Crash Data ............................................................ ...............................................10 Level of Service ...................................................................................... ...............................................11 Roadway Segment LOS ..................................................................... ...............................................11 intersection LOS ................................................................................. ...............................................12 Existing Traffic Mitigation ........................................................................ ...............................................14 Harris Street and Meridian Road ........................................................ ...............................................14 Analysis of 2016 (Phase 1}Background Traffic Conditions ................. ...............................................15 Roadway Network ................................................................................... ...............................................15 Transit Service ........................................................................................ ...............................................15 Bicycle and Pedestrian Facilities ............................................................ ...............................................15 Traffic Volumes ....................................................................................... ...............................................15 Off Site Development ............................................................................. ...............................................15 Level of Service ...................................................................................... ...............................................17 Roadway Segment LOS ..................................................................... ...............................................17 Intersection LOS ................................................................................. ...............................................17 2016 (Phase 1) Background Traffic Mitigatian ........................................ ...............................................19 ~' SIX Pd1iLE ENGINEERING,FPA` a:~_ FE~RUAR`C 7, 2Q14 r AGE `0 ~`~ .. T~A~FiC I~tPA~T TL1l~Y ~ILTMORE ESTATES SUaDIVisION ~1lERIf~IAN, IoAHO Analysis of 2016 (Phase 1}Site Pius Background Traffic Conditions ................................................20 Trip Generation ....................................................................................... ...............................................20 Trip Capture ............................................................................................ ...............................................20 Pass-By Trips ......................................................................................... ...............................................20 Diverted Trips ......................................... ..., ....,.................... 20 Trip Distribution and Assignment ............................................................ ............................................... 20 Site Plus Background 7raffic .................................................................. ............................................... 20 Level of Service ...................................................................................... . .......................... 24 Roadway Segment LOS ..................................................................... ............................................... 24 Intersection LOS ................................................................................. ...............................................25 2016 (Phase 1) Site Plus Background Traffic Mitigation ........................ ............................................... 26 Site Circuiation ................ .........,.............................. ................................ ..,........................................,... 26 Analysis of 2018 (Phase 2) Background Traffic Conditions ................................................................ 27 Roadway Network ............................................................................................. .....................................27 Transit Service .................................................................................................. ..................................... 27 Bicycle and Pedestrian Facilities ...................................................................... ..................................... 27 Traffic Volumes ................................................................................................. ..................................... 27 Off-Site Development ....................................................................................... ..................................... 27 Phased Development ....................................................................................... ..................................... 27 Level of Service ................................................................................................ ..................................... 29 Roadway Segment LOS ............................................................................... ..................................... 29 Intersection LOS .............................................................................. ....................... 30 2018 (Phase 2) Background Traffic Mitigation .................................................. .....................................31 Analysis of 2018 (Phase 2) Site Plus Background Traffic Conditions ............ ....................................32 Trip Generation .................................................................................................. ....................................32 Trip Capture ....................................................................................................... .................................... 32 Pass-By Trips .................................................................................................... .................................... 32 Diverted Trips ......................................................................................... ........... ..... 32 ............................... Trip Distribution and Assignment ....................................................................... ....................................32 Site Plus Background Traffic ............................................................................. .................................... 32 Level of Service ................................................................................................. . ..... 35 .............................. Roadway Segment LOS ................................................................................ .................................... 35 Intersection LOS ............................................................................................ .................................... 36 201$ (Phase 2} Site Plus Background Traffic Mitigation ................................... .................................... 38 Site Circulation ................................................................................................... .................................... 39 -. =. F`~!X ~1IILE ENGINEERING, PA FEERUAFtY T, 2014 PAGE II '. a .' TRAFFIC INIf~ACT STUDY BILTMORE ESTATES SUg~IVISION IUIEI~I~IAN, IoAHO Summary of Results ................................................................................................................................40 Existing Traffic Conditions ...........................................................................................40 2016 (Phase 1 }Background Traffic Conditions .....................................................................................40 2017 (Phase 1) Site Plus Background Traffic Conditions ......................................................................40 2018 (Phase 2) Background Traffic Conditions .....................................................................................41 2018 (Phase 2} Site Plus Background Traffic Conditions ......................................................................42 Appendix A: Existing Traffic Counts ..................................................................................................... A Appendix B: Historic Crash Data and Intersection Crash Rate ........................................................... B Appendix C: Analysis Reports -Existing Traffic ................................................................................. C Appendix ®: Turn Lane Warrant Worksheets ....................................................................................... C Appendix E: C®MPASS Traffic Forecasts ..............................................................................................E Appendix F: ®ffsite Traffic Ceneration ...................................................................................................F Appendix G: Analysis Reports - 2016 (Phase 1 } Background Traffic ............................................... G Appendix H: Analysis Reports - 2016 (Phase 1} Site Plus Background Traffic ............................... H Appendix I: Analysis Reports - 2018 (Phase 2) Background Traffic .................................. Appendix J: Analysis Reports ®2016 (Phase 2~ Site Plus Background Traffic ................................. J Litt ~ I~ Figure 1. Preliminary site plan ............................................................................. .......................................5 Figure 2. Existing roadway network ...................................................................... ...................................... 8 Figure 3. 2014 existing traffic ................................................................................ ...................................... 9 Figure 4. 2016 (Phase 1) background traffic ........................................................ .....................................16 Figure 5. Site traffic distribution ........................................................................... .....................................21 Figure 6. 2016 (Phase 1) site traffic ...................................................................... ....................................22 Figure 7. 2016 (Phase 1) site plus background traffic .......................................... .................................... 23 Figure 8. 2018 (Phase 2) background traffic ......................................................... .................................... 28 Figure 9. 2018 (Phase 2) site traffic ...................................................................... ....................................33 Figure 10. 2018 (Phase 2} site plus background traffic ................:....................... ....................................34 ~ f `~ Table 1. Crash data summary (2008 to 2012) ...................................................... ....................................10 Table 2. ACRD LOS standards for roadway segments ........................................ ....................................11 Table 3. Roadway segment LOS _ 2014 existing traffic ....................................... ....................................12 Table 4. Intersection MOEs - 2014 existing traffic ............................................... ....................................13 ..~,. ~ o"` SIX ~~lILE EesGItJEER~NG, E~~ 6~E8RUARY 7, 2fl1~ ~~GE III ~lLi'MgRE E57'~7ES SUBDIV1SI01~ ~R~-~~~~ ~i~~~~T T~~Y I~Er2lDI~1N, ID~Mn Tabie 5. Lane group v/c ratias - 2014 existing traffic ...................................................... .........................14 Table 6. Roadway segment LOS - 2016 (Phase 1) background traffic ............................ ........................17 Tabie 7. Intersection MOEs- 2016 (Phase 1}background traffic .................................... ........................18 Table 8, Lane group v/c ratios - 2016 (Phase 1) background traffic ................................ ........................19 Tabie 9. 2016 (Phase 1) trip generation summary ............................................................ ........................ 20 Table 10 . Roadway segment LOS - 2016 (Phase 1 }site plus background traffic ............ ........................ 24 Table 11 . Intersection MOEs - 2016 (Phase 1 }site plus background traffic .................... ........................ 25 Table 12. Lane group v/c ratios - 2016 (Phase 1 }site plus background traffic ................ ........................ 26 Table 13. Roadway segment LOS - 2018 (Phase 2) background traffic .......................... ........................ 29 Table 14. intersection MOEs - 2018 (Phase 2) backgraund traffic .................................. ........................ 30 Table 15. Lane group v/c ratios - 2018 (Phase 2} background traffic .............................. ........................ 31 Table 16. 2020 (Phase 2) trip generation summary .......................................................... ........................ 32 Table 17. Roadway segment LOS - 2018 (Phase 2} site plus background traffic ............ ........................ 35 Table 18. Intersection MOEs - 2018 (Phase 2} site plus background traffic .................... ........................ 36 Table 19. Lane group vlc ratio - 2018 (Phase 2) site plus background traffic .................. ........................ 37 Table 20. Intersection MOEs - 2018 (Phase 2) site plus background traffic mitigation .... ........................38 Table 21. Lane group v/c ratio - 2018 (Phase 2} site plus background traffic mitigation . ........................ 38 ~., '£ Six {d~n.r lan~u~t~~~~zi~t~, PA F~s~ua~v 7, ~Q14 Pars IV 0' r°: TRAFFIC ~MPACT STUDY ~ ~~~ BiL7MOi~~ ~STAT~S SUf3oiVislUN M~f~IC}I,~PI, IoAE~Io This study was prepared in compliance with the Ada County Highway District's {ACHD's} requirements for Traffic Impact Studies listed in Section 7106 of the current ACHD Policy Manual. It evaluates the traffic impacts generated by the proposed Biltmore Estates Subdivision. An Initial Meeting was not held with ACRD for this study; however, the study area, scope and analysis requirements were verified with ACHD staff -see Sfudy Approach on page 6. The study's principal findings and recommendations are summarized below. 1. The Biltmore Estates Subdivision is a proposed 56.19-acre residential development located west of Meridian Raad between Victory Road and Harris Street within the Meridian City limits in Ada County {see Figure 1 on page 5}. The site is currently undeveloped and zoned as Medium Density Residential. The proposed land uses consist of: • 159 single-family dwelling units 2. The preliminary site plan shows six phases proposed for the development. This traffic impact Sfudy consolidates the six phases into two major phase: Phase 1 constructs the following land uses by 2016: 0 82 single-family dwelling units ® Phase 2 constructs the following land use by 2018: 0 77 single-family dwelling units 3. Harris Street and Kentucky Way are proposed to be extended to provide site access and connectivity to the roadway system for the development. According to the South Meridian Transportation Plan future roadway network, Harris Street is planned to be extended to Linder Road and Kentucky Way extended to Amity Road. The proposed Harris Street and Kentucky Way intersection should be located in accordance with the plans' vision. 4. For the existing traffic conditions analyzed with the existing roadway lane configurations, all study area roadways meet ACHD's minimum operational thresholds. As a result, no roadway improvements are needed to mitigate existing traffic. 5. For the existing traffic conditions analyzed with the existing intersection control and lane canfigurations, all study area intersections meet ACHD's minimum operational thresholds. One intersection is expected to meet turn lane warrants based on Idaho Transpor#ation Department (ITD} guidelines: Harris Street and Meridian Road intersection. The following intersection improvements are needed to mitigate existing traffic at the Harris Street and Meridian Road intersection: • Right-turn lane on southbound approach `sliC i9}IiLC ~NGINEERI~IG, PA ~. ~ FeaRUa~v 7, 2014 ~~r .._ P~~~ 1 TF~,4FFIC INi~'ACT BTU®Y ~I1-TiUIORE ~STAT~5 SUf3i~1VISI0N ~J1~RIDlAN, (OAHU ,~~~$~~~~ P~i~i~~i~~ f~~a 2.~ ~i (~~~.~e ,~~ ~~iC~c~crrac~ ~°~~~'~i~ 6. For the 2016 background traffic conditions analyzed with the existing roadway lane configurations, all study area roadways meet ACHD's minimum operational thresholds. As a result, no roadway improvements are needed to mitigate the 2016 background traffic. 7. For the 2016 background traffic conditions analyzed with the existing intersection control and lane configurations, or with the preceding improvements, all study area intersections meet ACHD's minimum operational thresholds. No intersection improvements beyond those identified for the preceding mitigation are needed to mitigate the 2016 background traffic. ~r~®~~~~~ ~ii~i~~~i~ry ~~ar° (ia~~e ~) ,iii P6~~ ~~~r~~srr~~ Tr~~~i~ 8. For the 2016 site plus background traffic conditions analyzed with the existing roadway lane configurations, all study area roadways meet ACHD's minimum operational #hresholds. As a result, no roadway improvements are needed to mitigate the 2016 site plus background traffic. 9. For the 2016 site plus background traffic conditions analyzed with the existing intersection control and lane configurations, or with the preceding mitigation improvements, all study area intersections are expected to meet ACHD's minimum operational thresholds. As a result, no intersection improvements beyond those identified for the preceding mitigation are needed to mitigate the 2016 site plus background traffic. 10. The maximum expected traffic volume on Kentucky Way is approximately 1,015 vehicles per day (vpd), which is within the ADT threshold of 5,000 vpd on existing collector streets in residential areas with front-on housing as defined by Section 7206,3.7 of the ACHD Policy Manual. The maximum ADT allowed on new collector streets in residential areas with front-on housing is 3,000 vpd. 11. All internal local streets are projected to carry less than the 2,000 vpd threshold on local streets as defined by Section 7207.1 and Section 7207.3 of the ACHD Policy Manual. 12. For the 2018 background traffic conditions analyzed with the existing roadway lane configurations, all study area roadways meet ACHD's minimum operational thresholds. As a result, no roadway improvements are needed to mitigate the 2018 background traffic. 13. Far the 2018 background traffic conditions analyzed with the existing intersection control and lane configurations, or with the preceding mitigation improvements, all study area intersections meet ACHD's minimum operational thresholds. No intersection improvements beyond those identified for the preceding mitigation are needed to mitigate the 2018 background traffic. ~~x N1n ~ ~iJGIdF~RiMC~, PA _ ~~ ~~s~~aaav 7, 2014 Pa~~ ~ ~z~ ~IL~MOf2E ~S`rATCS SUF3f71VISI0N ~RA~~IC IMPACT BTU®Y (~SRIC~IAN, IoAwo _ ~.~ ,~ ~~~p~~~~~ iNiti~~fi~~ ;~~~ .~0~~ (~h~~e ~) ~if~ !~l~s a~irr~~~a~~~ T'~affi~ 14. Far the 2018 site plus background traffic conditions analyzed with the existing roadway lane configurations, all study area roadways meet ACHD's minimum operational thresholds. As a result, no roadway improvements are needed to mitigate the 2018 site plus background traffic. 15. For the 2018 site plus background traffic conditions analyzed with the existing intersection control and lane configurations, or with the preceding mitigation improvements, all study area intersec#ions meet ACHD's minimum operational thresholds. One intersection is projected to require a second lane on the minor approach based on NCHRP 457 guidelines; Harris Street and Meridian Road intersection. The following intersection improvements are needed to mitigate 2018 site plus background traffic at the Harris Street and Meridian Road intersection: ® A second lane on eastbound approach 16. The maximum expected traffic volume on Kentucky Way is 1,235 vpd, which is within the ADT threshold of 5,000 vpd on existing collector streets in residential area with front-on housing as defined by Section 7206.3.7 of the ACRD Policy Manual. The maximum ADT allowed on new collector streets in residential areas is 3,000 vpd. 17. All internal local streets are projected to carry less than the 2,000 vpd threshold on Local streets as defined by Section 7207.1 and Section 7207.3 of the ACRD Policy Manual. S!x M!!.~ ~~JCINEER!N~, ~A F~arau~rzv 7, 2011 Pa~~ 3 ,,~; ~I~AFFIC IMPACT STUDY ~IL1"N1oR1r EsTA - ~5 SUBDIVISIOI<! M~I~IDIAN, II~AF~0 ~! ~ ~ P ®~,~~c~ ~~Ei~°r~f~®e$ Biltmore Estates Subdivision is a proposed a 56.19-acre residential development located west of Meridian Road between Victory Road and Harris Street in Meridian, Idaho. Figure 1 on page 5 shows the preliminary site plan for the development with the proposed phasing, land uses, internal circulation and site access to the existing roadway system. The site is currently undeveloped and zoned as Medium Density Residential. The preliminary site plan at the time of this study shows six construction phases. We understand that the six phases may be constructed separately or grouped together for construction depending on market conditions, and that the Ada County Highway District (ACRD) will likely require an updated traffic analysis prior to construction of each separate or grouped phase. This traffic impact study (TIS) consolidates the six phases to two major phases with the following build-out years: ® Phase 1 constructs 82 dwelling units by 2016 Phase 2 constructs 77 dwelling units by 2018 One full access approach for the development is planned on Harris Street. The development also plans to have cross accesses through the existing Kentucky Ridge Subdivision to the north via Kentucky Way and through the existing Meridian Heights Subdivision to the east via Carbondale Street. The proposed access locations and site circulation are discussed and analyzed in the following sections, ~~'~`~ fix !°~ILE ~~clea~~~INC, ~A FssRUA~~r 7, 201 r~AU~ ~ ~' _~., ~i~r~no~~ ~s~~a~~~ ~u~®ivis~©~ mix ~IL~ ~PJGINE~RIPIG, PA Fce~uAa~v 7, 2614 Pa~~ ,:..:.;. Figure 1, Preliminary site plan TRAFFIC ~MP~iCT BTU®Y ~IL~"Nio~2E ~~TA7FS SUBDlVI510N N1EFtID1,41V, I®AhIC7 ` ~ This TIS follows the requirements for Traffic Impact Studies listed in Section 7106 of the current ACRD Policy Manual. An Initial Meeting was not held with ACRD for this study; however, the scope and study area were verified with ACHD staff. The following external study area roadway segments and intersections were identified by ACHD for the traffic impact analysis: • Study area roadway segments: o Victory Raad between Kentucky Way and Meridian Road o Kentucky Way between Harris Street and Victory Road o Harris Street west of Meridian Road ® Study area intersections: o Victory Road and Kentucky Way o Victory Road and Meridian Road o Harris Street and Meridian Road The study periods are: • 2014 (Existing) ® 2016 (Phase 1) • 2018 (Phase 2) The following time intervals were identified for analysis: • Weekday AM peak hour • Weekday PM peak hour ~Ir~ -uA :~ ,tt. - .~~~~- ,r..~, _:71X Mll_E ~DJGItdEEF21~1G, Pit PESRl1APY ~, 2093 PAGE G ~~.'. `TRAF~"fC ~~~PACT TIJf~Y ~~t.r~oa~ ~srAr~s Suar~iv~sin~v i~~i21DIAN, I©A}~O Figure 2 on page 8 illustrates the existing roadway network, intersection control and channelization in the study area. The roadway functional classification is based on the current adopted 2035 Functional Classification Map for Ada County maintained by Community Planning Association of Southwest Idaho (COMPASS}. A brief description of the existing roadways serving the development follows, Victory Road is functionally classified as a minor arterial with a posted speed limit of 35 mph. It is an east-west roadway and has one lane in each direction with sidewalk ormulti-use path on the north side between Stoddard Road and Meridian Road. There is also curb and gutter on the north side of the road from Meridian Road to the canal crossing. The rest of the roadway segment within the study area does not have curb, gutter or sidewalk. Kentucky VI(ay is functionally classified as a collector street with a posted limit of 25 mph. It has one lane in each direction and currently ends at the existing Kentucky Ridge Subdivision southern boundary. Kentucky Way has curb, gutter and sidewalk with front-on housing within the existing Kentucky Ridge Subdivision. Currently, there is no curb, gutter or sidewalk on Kentucky Way for a distance of approximately 750 feet south of Victory Road. Kentucky Way is planned to be extended to Amity Road as a residential collector street according to the South Meridian Transportation Plan. Harris Street is functionally classified as a coNector street with a posted speed -imit of 20 mph. It is an east-west roadway and has one lane in each direction. Harris Street has curb, gutter and sidewalk on the north side of the road. Harris Street ends approximately 1,320 feet west of Meridian Road. Harris Street is planned to be extended to Linder Road as a residential collector street according to the South Meridian Transportation Plan. ~~~s~~ ~~a~~ There is currently no transit service in the study area. Carpooling and vanpooling programs are available for the area through ACRD Commuteride and Valley Regional Transit (VRT). The study area roadways have limited sidewalks and multi-use path. There are signalized crosswalks at the Victory Road and Meridian Road intersection. There are no other mid-block pedestrian or school crossings in the study area. ~s~~~"~'~~ t~~~~~~~~~~ The existing (2014} peak hour intersection turning movement counts for the study intersections were collected on a weekday fora 2-hour period at 15-minute intervals between 7:00 and 9:00 during the AM peak travel period hour and between 4:00 and 6:00 during the PM peak travel period. The peak hour traffic and average daily traffic (ADT) for the study roadways were collected in January 2014. Figure 3 on page 9 displays a summary of the existing traffic counts, which are included in Appendix A. ~~~, ~` IX ~AiE.E ~NGINEE€tING, PA FE~ftUARY 7, ~~14 PAGE 7 ~~g ~ILTiNORE ~STAi'~S ~UEi[JIVISION i~1EC~IfJIAPl, IL~AHU 0 O O a 0 O f NTS LEGEND : ---°°--- PRINCIPAL ARTERIAL --~ - • MINOR ARTERIAL •---- COLLECTOR STREET (X) NUMBER OF LANES t CHANNELIZATION TRAFFIC SIGNAL STOP SIGN STUDY INTERSECTION I i J r _ ryJ ~ F ~ ® ~ VICTORY ROAD J ~ _ .m (2j ~ ~~ ~ m ~.~ o_.. ~. .~__~ _ - , _-- _ .~ ~ ° '~f~' U >.. ~ ', ,-~ 1 ?l~~¢ ~ ,~.~; 'Z I t-~ r+= i'' 1 L_. ~I ~, , HARRIS STREET -, f ~~ RUMPLE LANE Q O Z 4 O Figure 2. Existing roadway network `` 51X I~~iLE ~NGI~dt=ERINf, P.Q FESIiUARY 7, ~©'~~ ~AGE:8 o: ~~, ; ~~A~F=I~ I~~~A~ i~ ~U®Y 135 i(Q; t D Q O c[ 0 a O in ~.- ~ ~ 301 O)} ® { 26026) NTS 27(163) 10(37) HARRIS STREET LEGEND: ------ PRINCIPAL ARTERIAL °-- --- MINOR ARTERIAL COLLECTOR STREET XX(XX) AM(PM} PEAK HOUR TRAFFIC VOLUMES {VPH) X,XXX AVERAGE DAILY TRAFFIC (VPD) CHANNELIZATION ti TRAFFIC SIGNAL ® STOP SIGN STUDY INTERSECTION ..°l t ~"' M O O p~~ h 0 M Q O Za Q D w Figure 3. 2014 existing traffic ~I~I~A~R~ ~sTA°rES ~u~~~{vi~{oN VICTORY RDAD RUMPLE PANE _ ~.~, ~~~ ~~IX ild~ff.E ~NGIP1EEf31NG, ~~ FEEtf2UAIRY 7, 2®1~ PAGE 9 R~,~FIC ~~1RACT TU~Y' ~IL'i'MORE ES~i'AT~S ~UBI~IVISIOhI I~ERIr~IAPd, IoAHC~ The most current five years of historic crash data were obtained from ITD far the study intersections to assess the existing intersection crash rates and for use in the signal warrant analysis. Crash data is included in Appendix B. Table 1 summarizes the crashes, base crash rates and existing crash rates far the study intersections. ITD 2658 Safety Evaluation farms are attached. There were no reported crashes at the Victory Road and Kentucky Way intersection and Harris Street and Meridian Road intersection between 2008 and 2012. The calculated existing crash rate for the Victory Road and Meridian Road intersection is 0.33 accidents per million vehicles (ACCIMV), which is below the base rate of 0.58 ACC/MV for a similar intersection type in Idaho (Type 33). Table 1. Crash data summary (2008 to 2012) Intersection Total Crashes Total Injury 'Crashes Total Fatal Crashes .Base Mate ACCIMV * Existing Crash Rate ACC/MV Victory Road and Kentucky Way 0 0 D 1.30 NA Victory Road and Meridian Road 17 6 0 0.58 0.33 Harris Street and Meridian Road 0 0 0 0.58 NIA "The base rate is the number of crashes expected to occur on a roadway or intersection in Idaho with similar travel lanes and volumes. ~. SIX MILE ENGBNEERiIdG, PA Fesr~uAw 7, 201 PAt+~ 10 ,n°,e~ ~iL~~-MOtz~ ~S'rATES Suar7ivlslaN T~At°CvIC I~~~,CT T~UL~Y MiA~iotAN, lnnHo L~~~l ~~ ~~~~~~~ roadway Segment I~OS ACHD has developed level of service (LOS) standards far roadway segments based an directional peak hour volumes for various roadway functional classifications, number of lanes and left-turn treatments. based on the current ACHD Policy Manual, the minimum acceptable level of service for a roadway segment is LOS E for principal arterials and LOS D for minor arterials and collectors. Table 2 summarizes ACHD's LOS standards for roadway segments. ACHD does not have LOS standards for local streets, but an ADT for new and existing local streets is typically less than 2,000 vehicles per day (vpd) as defined in Section 7207.1 and Section 7207.3 of the current ACHD Policy Manual. Table Z. AGH® L®S standards for roadway segments No. of Threshold Volume - Through _ v h Functional Classification Lanes L05 D LOS E Princi al Arterial No Left-Turn Lanes 1 550 690 1 750 $80 Continuous Center Left-Turn Lane 2 1,600 1,770 3 2,440 2,660 Median-Control, Channelized Left- 1 790 920 Turn Lanes at Major Intersections 2 1,680 1,860 3 2,560 2,790 Minor Arterial No Left-Turn Lanes 1 550 690 Unrestricted Median, 1 720 880 Continuous Left-Turn Lane 2 1,540 1,770 3 2,370 2,660 Median-Control, Channelized Left- 1 760 920 Turn Lanes at Major Intersections 2 1,620 1,860 3 2,490 2,790 Collector No Left-Turn Lanes 1 425 525 Unrestricted Median, Continuous 1 530 660 Center Left-Turn Lane 2 1,080 1,250 ACRD Polrcy Manual, Section 7106.4.1, Table 2 , Six MiL~ ~tarirae~fti~v~, PA Feanu,new 7, 2014 Pno~ 11 ~I~AF~IC ~~~IP~CT TU~Y BILTMORe EsrArss Suapivisiort MsRioiAN, InAwo Table 3 summarizes the existing LOS for roadway segments in the study area. With the existing lane configuration and existing traffic, aN study area roadway segments are below ACHD's threshold traffic volumes. No roadway improvements are needed to mitigate the existing traffic. Table 3. Roadway segment LOS - 2014 existing traffic Threshold AM Peak Hour PM Peak Flour 1Vo. of Volume. v h Ma'or Direction. Ma'or Direction Functional Through Left-Turn LOS LtaS Volume Volume Roadwa Se ment Class Lanes Treatment D E v h LOS v h LOS Victory Road Kentucky Way Minor 1 No LT Lane 550 690 167 < D 220 < D to Meridian Road Arterial Kentucky Way Victory Road Collector 1 No LT Lane 425 525 40 < D 41 < D to Harris Street Harris Street West of Collector 1 No LT Lane 425 525 21 < D 18 < D Meridian Road intersection LOS To determine the existing traffic impacts, the study area intersections were analyzed with existing traffic and the existing intersection control and lane configurations. For signalized, unsignalized and roundabout intersections, ACRD utilizes the Transportation Research Board's 2090 Highway Capacity Manual (2090 HCM) methodologies to determine the level of service. intersection LOS ratings are based on the average control delay per vehicle and the intersection volume to capacity (v/c) ratio. The maximum overall intersection v/c ratio is 0.90 for signs{ized intersections. The intersection v!c ratio for roundabouts and unsignalized intersections is undefined by the 2090 HCM. The maximum lane group v/c ratio for the signalized and unsignalized intersections is 1.0, and 0.85 for roundabouts. The existing traffic operations were analyzed using Synchro 8 (804), which utilizes the 2090 HCM methodologies. The intersections were evaluated with the existing intersection control, lane configurations and peak hour volumes. All parameters used in the analysis were based on existing data when available or default values as recommended in Section 7106.6.2 of the ACRD Policy Manual, when not available. Synchro reports of the existing traffic analysis are included in Appendix C. Tables 4 and 5 on pages 13 and 14 summarize the intersection measures of effectiveness (MOEs) during the AM and PM peak hour traffic conditions. SAX PJIi~.E EPSG4iJEE~2lNG, PA FEB~4UARY 7, 2014 PA~e 12 ~° ~t~A~'~I~ I~l1Pl~C`t° T~iC1'Y BILTr~ORB ~ST,4TE5 ~UBDIVI510iV NIEFtIDIt~N, I®;~~lo All study area intersections are currently operating at LOS D or better with a v/c ratio of 0.76 or less for all lane groups during the peak hours with the existing traffic conditions. No intersection capacity improvements are needed to mitigate the existing traffic. Tahle 4. Intersection NIOEs - 2014 existing traffic AM(PM) Peak Volumes, Control AM Peak PM Peak intersection and Channelization MOE Hour Hour LOS NB A A Victory Road ' Deiay (s) 9 9 d o~„ ~g an ®~ ,35c I i Kentucky Way _~ ~bi 1' °° ntersect on __ __ vlc Max Lane Grou v/c 0.05 (NB) 0.03 (NB} LOS B B Victory Road „~i< °~~ ~ ~o~ho' Delay (s) 17 20 11 ~ ! 48 I26) and Meridian Road 7633 1 I?I_ 71~ ~~; E„8 , PMN Intersection 0.65 0.69 - v/c _ Max Lane Group v/c 0.72 (EBT) 0.76 (WBR) LOS CIC D1B Es/Wl3 Harris Street ~o ~ Dela s y ( } 16/15 27/10 -„ - ~! o~oi EBIWB and Meridian Road ,~~,5 ~° .~7_ ;~,' 1 ego Intersection v/c Max lane Grou vlc 0 07 (EB) 0.10 (EB) ~Ix MILE ~NGINEEF2ING, ~~ 1=el~r~un~Y 7, 20'14 PF'1GF '13 TRAFFIC IVUIf'.4CT `t`UDIf ~it.rMOa~E Es~r~~cs SuBnivisioN Mt=RItJIAN, IaAHO ~~- - Table 3. Lane group v/c ratios - 2014 existing traffic AM Reak hlour PM Peak Hour Intersection A roach LT THRU RT LT THRU RT NB O.DS 0.03 Victory Road SB - - - - - - and Kentucky Way EB - - WB 0.01 0.63 NB 0.03 0,63 0,64 0.07 0,29 0.30 Victory Road SB 0.38 0.16 0.01 0.20 0,56 0.03 and Meridian Road EB 0.08 0.72 0,18 0.41 WB 0.21 0.16 0.59 0,54 0.47 0.76 NB - - 0.01 - Harris Street SB - - 0.01 - and Meridian Road EB 0.07 -- 0.10 WB 0.01 0.01 No roadway improvements are needed to mitigate existing traffic. The proposed intersection improvements discussed below are expected to mitigate existing traffic. I~larris Street and Meridian Road The eastbound minor movements at the Harris Street and Meridian Road intersection are currently operating at LOS D, which requires a traffic signal warrant analysis according to ACRD policy. However, in reviewing the existing #raffic, it was concluded that the intersection does not meet warrants for a traffic signal. The peak hourly volume on the Harris Street approach is 21 vph during the AM peak hour and 18 vph during the PM peak hour, which is below the minimum hourly volume requirement for Warrant 1 (Eight-Hour Vehicular Volume) and Warrant 2 (Four-Hour Vehicular Volume). For a major street with speeds exceeding 40 mph, the minimum hourly volume (70 percent factor) on the minor-street approach with one lane is 53 vph for Warrant 1 and 60 vph for Warrant 2. The Harris Street and Meridian Road intersection does not have the crash history to meet Warrant 7 (Crash Experience) for a traffic signal. There were no reported crashes at the intersection between 2008 and 2012. Turn lane analysis was conducted at the Harris Street and Meridian Road intersection in accordance with ITD right-turn turn lane analysis guidelines. A southbound right-turn lane is warranted for existing traffic mitigation -see Appendix D for turn lane warrant worksheets. ~Ix MILE IaDlGItVEInRI~1G, PF1 FEF3R{IARY 7, 2014 PA~aE 14 a,® BII I NipRE ~S1'~TES SUF3~IVISIpN ~R~1LFi~ IMPACT STUDY I~tErtl®IA~, IoA~p ~i ~~ r~ A~r~ ~~~~W~ ~;~~~~~9~~ The 2016 roadway network in the study area remains the same as existing with the exception of the right-turn lane improvement at the intersection of Harris Street and Meridian Road needed to mitigate existing traffic. There are no planned improvements for the study roadways and intersections according to the current ACRD Five-Year Work Plan (2014-2018 FYWP) and 1TD's 2093-204 7 Five-Year Idaho Transportation investment Plan (ITIP). VRT plans to provide transit service on Meridian Road in its comprehensive alternative transportation system vision. ACHD's current FYWP does not have bicycle or pedestrian improvement projects designated for the study roadways. However, there are multi-use path, and bicycle and pedestrian facilities planned in the study area according the City of Meridian Comprehensive Plan and ACRD Roadways to Bike Ways Plan. T ~°~~~ ~~J~~~~~ COMPASS provided 2015 and 2018 traffic forecasts for the study area, which are included in Appendix E. Based on the forecasts, the COMPASS model shows an annual growth rate of approximately 2.5 percent on Victory Road and 4.5 percent on Meridian Road. The 2016 background traffic on Victory Road and Meridian Road was estimated based on the COMPASS model annual growth rates. Background traffic growth is not expected on Kentucky Way and Harris Street based on COMPASS demographics forecasts. By 2016, the only expected growth in the areas adjacent to Kentucky Way and Harris Street is the Biltmore Estates Subdivision according to COMPASS demographics forecasts for the traffic analysis zones {TAZs) in the area, Background traffic growth is also not expected on Rumple Lane because there are no platted or planned developments in the area by 2016. Figure 4 on page 16 summarizes 2016 {Phase 1) background traffic. ~~~f~~~~ ~~~l~~~~~n Traffic generated by one off-site development wi#hin the vicinity of the study area is included in the 2016 background traffic volumes: Fall Creek Subdivision located south of Overland Road between Stoddard Road and Linder Road. Fall Creek Subdivision is estimated to contain 146 single-family dwelling units by 2016. Off-site traffic generated by this development was estimated using trip generation rates and distributed and assigned to the roadway network. The off-site traffic generation summary is included in Appendix F. -~ ., Six Mi~.~. ~~~i~~~~~~c, F'fi Fc~~zu~~v 7, 2074 P~cE ~ 5 °~ ~(~.Tn~~~~~ FsTArrs ~U~LlIV151~N ~~A~~I~ IpA~T TI~CJY ~r1~r~jDIA~, lnAHG 0 0 0 d a 0 O 148(6~j~ )i ESTI SUBDI~ _ :.:. NT5 HARRIS LEGEND: -~--- PRINCIPAL ARTERIA! -ix--~-- M1NOR ARTERIAL - COLLECTOR STREET XX(XX) AM(PM) PEAK HOUR TRAFFIC VOLUMES (VPH) X XXX AVERAGE DAILY TRAFFIC (VPD) ? CHANNELIZATION 1 TRAFFIC SIGNAL STOP SIGN STUDY INTERSECTION M ~_~ _~ MRCT "'p O ~~~~ O a Z 4 98157 3g~}22; { 29(132} ~-,1 ~- ~ll~~ MC7 h.O O~^ V M Figure 4. 2016 (Phase 1j background traffic VICTORY ROAD RUMPLE LANE .F>IX ~a~ILE ~NG141EERIiVG, ~~ ~EGRUt1RY ~, ~©1a i'AGE 1S i•.®:~: 1~-. ~A~'F!C 16~PAC`~ Tt,)!~`( ~ILrM©RS ~S`IATiAS SuaDIVlSION I~ERiDIAN, IoAi~o L~~l ~f ~~~~a~~ Roadway Segment LOS Tabie 6 summarizes the LOS for roadway segments in the study area for the expected 2016 background peak hour traffic conditions. With the existing lane configurations and 2016 background traffic, all study area roadway segments are below ACHD's threshold traffic volumes. fable 6. Roadway segment L®S ~ 2016 {Phase 1) background traffic Threshold AM Peak Hour PM Peak Hour. No. of Volume v h Ma'orDirection Ma'or Direction Functional Through Left-Turn LOS LOS Volume Volume f2oadwa Se ment Class Lanes Treatment D E v h LOS v h 'LOS Victory Road Kentucky Way Minor 1 No LT Lane 550 690 180 < D 238 < D to Meridian Road Arterial Kentucky Way Victory Road Collector 1 No LT Lane 425 525 40 < D 41 < D to Harris Street Harris Street West of Collector 1 No LT Lane 425 525 21 < D 18 < D Meridian Road Intersection LOS To determine Ahase 1 background traffic impacts, the study area intersections were analyzed with 2016 background traffic and the existing intersection control and lane configurations, or with the preceding mitigation improvements. Traffic analysis reports are included in Appendix G. Tables 7 and 8 on pages 18 and 19 summarize the intersection performance measures with the 2016 background traffic. With 201fi background traffic, all study area intersections are expected to continue to operate at LOS b or better with v/c ratio ofi 0.75 or less for ail lane groups during the AM and PM peak hour. No intersection improvements beyond those already identified to mitigate the existing traffic are needed to mitigate 2016 background traffic. ~` Six Mi~c ~~~iNeF~dr~c, F'Au o~ (°ranu,~av 7, 2014 R Pace 17 ~:®. ~ILTMaRE ESTATES SUB[~IVISI~N ~~I~FI~ ,NiP~~T `T'll~Y ~ERIgIAtd, Ir~eal-trJ Table 7. Intersection M®Es - 2016 (Phase 1) background traffic AM{PM) Peak Volumes, Control AM Peak PM Peak Intersection and Channelization MOE Hour Wour LOS NB A A Victory Road 31241) j 1037) Delay {s) N B 10 9 Kentucky Way Id8O6~) ~_~~~N 1 Intersection ~, v/c Max Lane 0.05 (NB) 0.03 {NB) Grou v/c LOS B B ty~ Victory Road ~^g ~ 33'hZ~ Delay (s} 19 20 - ,~ ~-!®! , 29132 Meridia tlRoad ;91Z8~ ,-~?~ ~~.- intersection 0 69 0.72 -_ v/c Max Lane 0.73 (EBT) 0.75 (WBR) Group v/c LOS C/C D!B o EBlWB Harris Street ~~~ ' , „z, ! Delay (s) EB/WB 16/16 29/10 ~"' oEol ",~ - and Meridian Road "5 ±~°- "- at3' ' o In#ersection o„, v/c .. Max Lane 0 07 (EB} 0.11 (EB) Group v/c © SIX MILE ENGINEERING, PA FI=GRUARY 7, 2014 PsaGE 1 t3 ~~ , ~f~~F~l~ ~~A~~~ 7'U~Y ~iL1'~MOR~ ~TATB:i SuBUivisiot~ ~E~tll~lAN, Ira~~tt~ Table 8. Lane group vJc ratios ~ 2416 (Phase 1) background traffic AM Peak Hour PM Peak Hour Intersection A roach LT THRU ~T LT THI~U RT NB 0.05 0.03 Victory Road SB _ - - - - - and Ken#ucky Way EB - - wB a.a1 0.03 NB 0.03 0.67 0.68 0.09 0.32 0.32 Vic#ory Road SB 0.45 0.17 0.01 0.23 0.60 0.04 and Meridian Raad EB 0.08 0.73 0.19 0.46 WB 0.21 0.17 0,58 0.54 0.50 0.75 NB - - 0.01 - Harris Street d SB - - 0.01 - an Meridian Raad EB 0.07 0.11 WB 0.01 0,01 No roadway or intersection improvements beyond those identified for preceding mitigation are needed to mitigate the 2016 background traffic. With the 2016 {Phase 1) background traffic, the Harris Street and Meridian Road intersection is oat expected to meet warrants for a traffic signal because the traffic volumes on Harris Street are below the warrants' minimum traffic volume requirements. ~II~' ~A~ ..~ . ~P_ __ ~, - _~. ~.~~~ ~ ~, ,ra fix M~i_r~ ENGIN~ERI~lG, PA PFesura~v 7, 2014 Pnc~ 18 T~,4FFIC ~i~PA~T TU~Y ~II.TMORE ~S'rA7~5 5Ul~givI510N NIE~iIgIAPJ, (DAH(? ~ ~ ~ ~~~~ ~~ ~~~~ ~~ir~ ~r~~~~~~~ The number of trips generated by Phase 1 of the Biltmore Estates Subdivision was estimated using the procedures from the 9i~ Edition of the Trip Generation Manual published by the Institute of Transportation Engineers (ITE). Table 9 on presents a summary of the trip generation for Phase 1. With the proposed land use in Phase 1, the development is projected to generate 781 trips per day, 62 trips during the AM peak hour, and 82 trips during the PM peak hour. Table 9, 2016 (Phase 1j trip generation summary Total ITE Trip Rate Total Land Use Category Code Size Period per Unit Trips Entering Exiting Weekday Daily (vpd) 9.52 761 50% 390 50% 390 Single-Family Detached Housing 210 82 DU Weekday AM Peak Hour (vph) 0.75 62 25% 16 75% 46 Weekday PM Peak Hour (vph) 1.00 82 &3% 52 37% 30 Based on the development size and land use, Phase 1 is not expected to capture a significant amount of trips internally within the site. No trip reduction for internal capture trips was assumed in the traffic impact analysis for Phase 1. Phase 1 contains only residential land use and is not expected to attract pass-by trips. Phase 1 contains only residential land use and is not expected to attract diverted trips. Site traffic was distributed and assigned to the external roadway system based on the existing travel patterns, COMPASS model projected site traffic patterns, site layout and the general location of the site within the area. Figure 5 on page 21 shows site traffic distribution patterns. These estimated patterns are approximately 70 percent of the site traffic with origins/destinations north of the development, 5 percent south, 15 percent west and 10 percent east. Site traffic is assigned to the roadway system, assuming all proposed internal roadways and connections are constructed with Phase 1. Figure 6 on page 22 summarizes the estimated site traffic generated by Phase 1 of the development. ~~~~ ~~~~~ ~~~~~~~~~~ ~'~~~i~ Phase 1 site traffic was added to the 2016 background to obtain the 2016 site plus background traffic summarized by Figure 7 on page 23. SIX P~11i_E ~h1GIUEERiNG, PA r~SRUARY 7, ?014 P;IGE 20 h TB~~~~ii~ Ii~PACT TU~If I~i~r~nO~E srArc~ ~U~3DlVISION ~IEi~IDIAN, IDAHO 0 O K a 0 0 a ~ B ,.. e VICTORY ROAD ~ . e ~`~ . B ~r . NTS LEGEND: --~-- PRINCIPAL ARTERIA! °---~ MINOR ARTERIAL ------ COLLECTOR 5TREET HARRIS STREET 3> .c 4Me 0 °~.. O Z 3 0 w Figure 5. Site traffic distribution ~:n ~~o RUMPLE LANE k~ ~° ate. ~.~~. .... ~_ . Slx ~111LE ~NGIDJCERI~lG, AA frES~2UARY 7, 2014 ~AO~ 21 ~` T~~~F'!C I~P~~T 1'l~~Y ~i~.Tn~O}~r~ ESTATES Su~~lvlsl0~ MERMAN, i~A~O A Q 0 c, Q a 0 0 0 0) 4 13) A__.,:-.-. 120 ..,:~~ r: o .... E 4 NT5 HARRI S LEGEND: ~°~- PRINCIPAL ARTERIAL °~°°~~°~° MINOR ARTERIAL --~ COLLECTOR STREET XX(XX) AM(PM} PEAK HOUR TRAFFIC VOLUMES (VPti} X,XXX AVERAGE DAILY TRAFFIC (VPD} CHANNELIZATiON M TRAFFIC SIGNAL STOP SIGN ® STUDY INTERSECTION L a(o} -- un 1(4} VICTORY ROAD _ + .,~~ ... ~~. .... . -. .. ~w,a K~,,,.~ ~"1 ~ r~ o v rv ohm ~~ h N O °~~~~~ i 0 O ~°, f ~°- Moa O b Figure 6. 2016 (Phase 1 j site traffic RUMPLE LANE til, ~ ,~~~~~. _ ~ ~ .~ .,~:,~ ~~~,_ SIR itlllt.E: ENGINEERING, PA FE:Et~itIARY 7, 2O1~b PAGE ~~ ',. PII_`("~~I~~ ~S 1 A I ~S ~U~UIV(a((7P! ~~~~~~ q~~~~~~' ru~~ l~EE21[71,AN, li~~ll~io 0 Q 0 Q o o N N " ~ € N _ _ ~~~ ^`~~ ~ ~ ~ 98157 ~ ~ I 33 2 4 01) -~ ~ ~ - " -~- 34 123 - 50} 1 ~~-.--__..3.010 ~~" ' ~ . _ ~°=r ,. ~ 30p36) ® ( ~ ..:,_ _ , 0 J ~ 4 ®~1 ~ ~~ ~M X N 11 {61 ~`-1i19(20)~ 1 ~ m~nri cV I~ ~o ~ ~ ~.~Q1 ~, i-Z~ I- I I I ~r~ lT ~ ~ ~-- 1 N~7 ~ SUQDi` NTS HARRIS LEGEND: -°-~°- PRINCIPAL ARTERIAL ~------ MINOR ARTERIAL - COLLECTOR STREET XXIXX) AM(PM) PEAK HOUR TRAFFIC VOLUMES (VPH} X,XXX AVERAGE pAILY TRAFFIC (VPD) -~ CHANNELIZATION C7~, TRAFFIC SIGNAL ® STOP SIGN STUDY INTERSECTION "1 t t"°' ~qno rMr R A f"f Q O Z d VICTORY ROAD RUMPLE LANE Figure 7. 2016 (Phase 1) site plus background traffic I ©~ ~Ix ~~ItE ~NGIAdEERING, P,~ ~~13au~lav 7, 2014 PAGE?3 ~= ~~ t~il.Ttv~ar~rW ~s~rAr~s St~ai~ivisia~ ~.~FCI~ l~~~CT `~tJ®~° ~l~.r~ii:~i~a~, IGlANO L~~~! ~~ ~~°~ia~~ E~oadway Segment LAS Table 10 summarizes the LOS for roadway segments in the study area for the expected 2016 site plus background peak hour traffic conditions. With the existing lane configurations and 2016 site plus background traffic, ali study area roadway segments are below ACHD's threshold traffic volumes. Table 10. Roadway segment LOS -~ Z016 (Phase 1) site plus background traffic Threshold AM Peak Hour.. PM Peak Hour No, of Volume v h -Ma'or birection ` Ma'or Direction Functional . Through Left-Turn ` LOS LOS Volume Volume Roadwa Se ment Class Lanes Treatment D E v h LOS v h LO5 Victory Road Kentucky Way Minor 1 No LT Lane 550 690 190 < D 251 < D to Meridian Road Arterial Kentucky Way Victory Road Collector 1 No LT Lane 425 525 57 < D 62 < D to Harris Street Harris Street West of Collector 1 No LT Lane 425 525 43 < D 35 < D Meridian Road l;{MILE ~PIGINEERING, P~ FEBRUARY 7, 2n14 PAGE 24 ;~;: ~m ~ ~~~_~~0~6 ~sT~aTes ~uBC~IVISION ~~~'~IC ~1PAOT TU~Y ~ist~iu~A~v, IuAwo Intersection LO> To determine Phase 1 traffic impacts, the study area intersections were analyzed with 2016 site plus background traffic and the existing intersection control and lane configurations, or with the preceding mitigation improvements. Traffic analysis reports are included in Appendix H. Table 11 and Table 12 on page 26 summarize the intersection performance measures with the 2016 site plus background traffic. With 2016 site plus background traffic, all study area intersections are projected to continue to operate at LOS D or better with v/c ratio of 0.76 or less for all lane groups during the AM and PM peak hour. No intersection improvements beyond those already identified to mitigate the existing traffic are needed to mitigate 2016 background traffic. Table 91. Intersection MOEs - 2096 (Phase 1~ site plus background traffic AM(RM) Peak Volumes, Control AM Peak PM Peak intersection and Channelization MOE Hour Hour LOS A A NB Victory Road 3.2°n l Delay (s) NB 10 9 d s°~ kJ an " ~~ Kentucky Way 3n 1 ,- ~o Intersection _ _ v/c Max Lane D,08 (NB) 0.44 (NB) Grou v/c _ LOS B C C N ~ : ~~~ Victory Road =M' : -` 3J{1Z7I Delay (s) 19 20 d ' ~~ -j~~ ~ 30(136 an Meridian Road Y$38 1 l~~. 11.. „„6, 19"° ' ~'rm Intersection 0.7D 0.74 vlc Max Lane 0 73 (EBT) 0.76 {WBR} Group v/c LOS CIC D1B EB/WB Harris Street ~~~ , ,,,, Delay {s} 18/16 32110 „ -®~, 8181 EBNUB and 37127 ~~ ~ : Meridian Road , ~ :_ $($) , ; ;~o Intersection ' =~= v/c `~ Max Lane 0.15 (EB) 0.20 (~B) Grou vJc ,. ;six Mn.~ F~~i~~aai~e, PA Feaaur~rav 7, 2014 Ps~oe ?5 o~ ~Il_TMC}RB EsrATes SuBe~~visioN ~nF~~-EE'I(~ OI~1Co~CT STUDY ~Bi~IUTAIU, It).a~to Table 12. Lane group vlc ratios - 2016 (Phase 1) site plus background traffic AM Peak Hour'. PM Peak Hour intersection A roach LT THRU RT LT THRU RT NB 0.08 0.04 Victory Road Sg _ _ _ _ _ _ and Kentucky Way EB - WB 0.01 0,03 NB 0.03 0.68 0,69 0.09 0.32 0.32 Victory Road SB 0.47 0.17 0.01 0.23 0.60 0.04 and Meridian Road EB 0.10 0.73 0.21 0.46 WB 0.22 0.17 0.59 0.58 0.51 0.76 NB 0.01 - 0.01 - Harris Street gg _ _ _ 0.01 - __ and Meridian Road ------ BB __._._ 0.15 _ 0.20 WB 0.01 0.01 ~~?~ ~~~it~~~ ~) 1~~ ~1~~ ~~~r~~~~~~~ ~"~~~'~9~ ~~i~~~~~~~r No roadway or intersection improvements beyond those identified for preceding mitigation are needed to mitigate the 2016 site plus background traffic. With the 2016 (Phase 1}site plus background traffic, the Harris Street and Meridian Road intersection is not expected to meet warrants for a traffic signal because the traffic volumes on Harris Street are below the warrants' minimum traffic volume requirements. ~~~ '~~~~~~~a~~~ Based on the preliminary site plan, Biltmore Estates Subdivision plans to extend Harris Street approximately 750 feet to the west to provide access to Meridian Road and extend Kentucky Way from Harris Street to the existing Kentucky Ridge Subdivision to provide access to Victory Road. The development also puns to have cross access through Meridian Heights Subdivision to the east via Carbondale Street. With 2016 Phase 1 site plus background traffic, Kentucky Way is projected to carry approximately 1,015 vpd at Victory Road, which is within the ADT threshold of 5,000 vpd on existing collector streets in residential area with front-on housing as required by Section 7206.3,7 of the ACRD Policy Manual. The maximum ADT allowed on new collector streets in residential areas with front-on housing is 3,000 vpd. The ADT on Carbondale Street is projected to increase by approximately 100 vpd with Phase 1. All internal local streets are projected to carry less than the 2,000 vpd threshold on local streets as defined by Section 7207.1 and Section 7207.3 of the ACHD Policy Manual. .`SIX MILS ~NGINE~'RING, PA ~E6RUARY 7, 2014 PAOC 26 ~Ra~1FF1O IMPACT TU[~Y Biur~nan~ Es~r~res SuuoivfsioN ~1~Rioi~~a, io~t~o ~~~ ~ ~ ~~~ g~~ The 2018 roadway network in the study area remains the same as existing with the exception of the southbound right-turn lane improvement at the intersection of Harris Street and Meridian Road needed to mitigate preceding traffic and the proposed roadways constructed with Phase 1. There are no planned improvements for the study roadways and intersections according to the current ACHD {2014-2018) FYWP and /TD's 2093-20971TI P. VRT plans to provide transit service an Meridian Road in its comprehensive alternative transportation system vision. ~~y~~1~ ~~~ ~~~:~~~i~~ ~~~~~ifr;~~ ACHD's current FYWP does not have bicycle or pedestrian improvement projects designated for the study roadways. However, there are multi-use path, and bicycle and pedestrian facilities planned in the study area according the Cify of Meridian Comprehensive Plan and ACRD Roadways to Bike Ways Plan. 2018 background traffic was estimated based on COMPASS model growth rate of 2.5 percent on Victory Road and 4.5 percent on Meridian Road. Background traffic growth is not expected on Kentucky Way and Harris Street based on COMPASS demographics forecasts. For Rumple Lane, the COMPASS model forecasted higher traffic growth compared to Harris Street (60 percent higher} and Victory Road (90 percent higher}. The traffic growth on Rumple Lane is not expected to be this high considering there are no platted or planned developments in the area at the time of this study. Based on demographics forecasts and build out timeframe, we assumed 25 percent of the COMPASS model 2D18 forecasted traffic growth on Rumple lane. Figure 8 on page 28 summarizes 2018 (Phase 2} background traffic. i~ ~~~~~r~~r~~ Traffic generated by one off-site development within the vicinity of the study area is included in the 2018 background traffic volumes: Fail Creek Subdivision located south of Overland Road between Stoddard Road and finder Raad. Fall Creek Subdivision is estimated to contain 292 single-family dwelling units by 2018. Off-site traffic generated by this development was estimated using trip generation rates and distributed and assigned to the roadway network. Off-site traffic generation summary is included in Appendix F, ~~~~ ~~1~~a~r~~~~ Phase 1 of Biltmore Estates Subdivision is anticipated to be constructed by 2016. Traffic generated by Phase 1 is included in the 2018 background traffic. I ~ ~~m. ~.«~ ~.. ..-~_ _~. - ,~.~.v~a__ z~ ~~ ~.~ r -_ mix N1i~r ~EV~IN~FRIPIG, PA F~Bt21JAF~Y 7, 2©14 ~a~~ 27 i~~;: ~ILTi~ORIE ~STA3'ES SUk3f~IV151®N ~Eif~it}IAN, (17~H0 a 0 0 Q D O t~ lb2{72} I ,~ ~Y" }: O `~ M ~ ESTATES SUBD1VdSION NTS HARRIS S7REI=T kEGEND: --~ PRINCIPAL ARTERIAL °~°°°~ MINOR ARTERIAL - COLLECTOR STREET XX{XX) AM(PM) PEAK HOUR TRAFHC VOLUMES (VPH) X,XXX AVERAGE DAILY TRAFFIC (VPD) j CHANNELIZATION TRAFFIC SIGNAL ® STOP SIGN STUDY WTERSECTION 0 M v~ p ^ _N ~ M P M ~` ~- .- M .- °~ } + ~' i Q O Z~ a 0 103{t64J --- 38(138) f 32(143) ~~1~~-- cv0~ ~O NMI ~~ M ~'1 ~ ~" W CT N ^'~N V v v Figure 8. 2018 (Phase 2) background traffic VICTORY ROAD RUMPLE LANE . ,: ~r,< IViiLE ENGfNBERING, ,~q FI=®~uAlaY 7, 2®14 t'aG~ 2a °! ~~A~~I~ II~pACT 7t~~Y ~iLTMOR~ ~sTAres Suaoivlsior~ ~,9eRiDiArv, In~,~o L~~~l ~~' ~~~i~~ Roadway 5ec~tner~t L05 Table 13 summarizes the LdS for roadway segments in the study area for the expected 2018 background peak hour traffic conditions. With the existing lane configurations and 2018 background traffic, al! study area roadway segments are below ACHD's threshold traffic volumes. Table 13. Roadway segment L05 - 201>3 (Phase 2) background traffic Threshold AM Peak Hour PM Peak Hour No. of Volume v h Ma'or Direction Ma'or Direction Functional Through Left-Turn .LOS LO5 Volume Volume Roadwa Se ment Class .Lanes Treatment D E v h LOS v h LOS Victory Road Kentucky Way Minar 1 No LT Lane 550 690 204 < D 270 < D to Meridian Road Arterial Kentucky Way Victory Road Collector 1 No LT Lane 425 525 57 < D 62 < D to Harris Street Harris Street West of Collector 1 No LT Lane 425 525 43 < D 35 < D Meridian Road ~,.e _ ~ - - ~ _ _ ~, ~ .~ ~ :SIX MfE.E ENGINEERING, PA Fee~uAraY 7, 2(}14 PAGE 23 ~RA~Fi~ i~i~P~~T 1°11~Y ~ILrMc~RS Es~ra~rss Suat~ivlslo~ P~ERIOIAN, I©~Ha Intersection LC~S To determine Phase 2 background traffic impacts, the study area intersections were analyzed with 2018 background traffic and the existing intersection control and lane configurations, or with the preceding mitigation improvements. Traffic analysis reports are included in Appendix I. Table 14 and Table 15 on page 31 summarize the intersection performance measures with the 2018 background traffic. With 2018 background traffic, all study area intersections are projected to operate at L.OS C or better with v/c ratio of 0.76 or less for ai! lane groups, with the exception of the Harris Street and Meridian Road intersection. It is projected to operate at LOS E with v!c ratio of 0.25 on the eastbound approach during the PM peak hour. Table 14, intersection MOEs - 2018 (Phase 2) background traffic AM(PM) Peak Volumes, Control AM Peak PM Peak tntersection and Channelization MOE Hour Hour LOS A A NB Victory Road 351220, Delay (s) NB 1D 9 d ®r f41so1 an r62u2 ~~ _~ Ken#ucky Way 3"21 ~ ' ~@ Intersection - - v!c Max Lane 0.08 (NB} 0.04 (NB) Grou vlc 0 LOS C C Vic#ory Road maa ~ 103p64) m^ " 38(136 Delay (s) 21 21 d ,I ~ ~i ~ 321113 an Meridian Road 22'9' ~ ~~J- "' ~; ';; ix , { _ ,_ " - Intersection 0.75 0.78 ~ - v/c Max Lane D.75 (EBT) 0.76 (WBR} Group v/c LOS CIC E/B EB/WB Harris Street ~~~ ; , 0026, Delay (s) 22!20 40/12 d - ,~ - ~~ _?i?I ® ... EBlWB an Meridian Road ~ ~ ` y 37 27 1 ~ 615 ~' ` ~- Intersection _ _ v/c Max Lane 0,19 (EB) 0.25 (EB) Grou v/c ~1 . Six Mike E~ei~~eRi~lG, PA "~ ~, - E~aRUaav 7, 20128 ~ ~_.~°n d~. BraG~ 30 '? `~ ! 'b i~il~~rMOR~ EST,~TES Sun®ivisior~ ~~~~1~ ~R~A~`~ 1 t.Jl~l°' ~iclainiAN, if~AWU Table 15. Lane group vtc ratios - 2018 (Phase 2) background traffic AM Peak Flour PM Peak Hour Intersection A roach LT THRU F27 LT THRU RT NB 0.08 0.04 Victory Road nd SB - - - - - - a Kentucky Way EB - - WB 0,01 D.03 NB 0.03 0.73 0.74 0.11 0.34 0.34 Victory Road d SB 0.56 0.18 0.01 0.27 0.64 0.05 an Meridian Road EB 0.10 0.75 0.22 0,50 WB 0.23 D.18 0.58 D.60 0.55 0.76 NB 0.01 - 0.01 - Harris Street d SB - 0.07 - 0.04 - an Meridian Road EB D.19 ---...__.. 0,25 WB D.15 0.05 No roadway or intersection improvements beyond those identified for the preceding mitigation are needed to mitigate the 2018 background traffic. With the 2018 (Phase 2) background traffic, the Harris Street and Meridian Road intersection is not expected to meet warrants far a traffic signal because the traffic volumes on Harris Street are below the warrants' minimum traffic volume requirements. ~; '~~ SIX MILL°°• ENGIPd~~RINI~, PA I°E.BRUAt~Y 7, 2011 Pl~o~ 3'I a B~r.rf~ofzc Esr~res Suaf,ivisioN T~~FPfO IMP~~T TUCJY Meng®iaN, IDAf~c~ r ~ ~~~~ T~e~ ~~a~r°~°~~~~a~ The number of (rips generated by Phase 2 of the Biltmore Estates Subdivision was estimated using the procedures recommended in the 9th Edition of the ITE Trip Generation Manual, summarized in Table 16. At build-out, Phase 2 of the development is projected to generate approximately 733 trips per day, 58 trips during the AM peak hour and 77 trips during the PM peak hour. fable 16. 2020 (Phase Z) trip generation summary Total tTE Trip Rate Total Land Use Category Code Size Period per Unft Trfps Bnterin Exiting Weekday Daily (vpd} 9.52 733 50°l0 367 50% 367 Single-Family Detached Housing 210 77 DU Weekday AM Peak Hour (vph) 0.75 58 25% 15 75% 43 Weekday PM Peak Hour (vph} 1.00 77 63% 49 37% 28 Based on the development size and land use, Phase 2 is not expected to capture a significant amount of trips internally within the site. No trip reduction for internal capture trips was assumed in the traffic impact analysis for Phase 2. ~~~sm~ ~°~p~~ Phase 2 contains only residential land use and is not expected to attract pass-by trips. Phase 2 contains only residential land use and is not expected to attract diverted trips. T~i~~ i<~~°~a~~~aa ~~a~ ~~~~aa~p~~ Site traffic was distributed and assigned to the external roadway system based on the existing travel patterns, COMPASS model projected site traffic patterns, site layout and the general location of the site within the area. Figure 5 on page 21 shows site traffic distribution patterns. These estimated patterns are approximately 70 percent of the site traffic with originsldestinations north of the development, 5 percent south, 15 percent west and 10 percent east. Figure 9 on page 33 summarizes the estimated Phase 2 site traffic. ~~~ ~t~~ ~~~~~d ~~~p~ Phase 2 site traffic was added to the 2018 background to obtain the site plus background traffic. Figure 10 on page 34 summarizes the estimated 2018 (Phase 2) site plus background traffic. r. f •.' SIX ~IL~ ~NGINF~RIPdG, PA F~sRt;iRRY ~, 2C!'I4 - SAGE 32 5® ~~~~I~ ~~F~p.CoT ~ lJ~lt` ~II_"fNit~F~~ ~STAT~S SU~DIUI~I(?N l1~EF21L71~N, ID>4M~ 0 a O 0 0 0 O M f ~!'1 NTS HARRIS LEGEND: °•°•°°° PRINCIPAL ARTERIAL •_°°~-~ MINOR ARTERIAL - COLLECTOR STREET XX(XX) AM(PM) PEAK HOUR TRAFFIC VOLUMES (VPH) X,XXX AVERAGE DAILY TRAFFIC (VPDj ~ CHANNELIZATION t TRAFFIC SIGNAL STOP SIGN STUDY INTERSECTION ` ~j~~) 1` 1~4) VICTORY ROAD .. _.. _......_, ... ~.:.::.,~ c»,._:~.... O ~O Cv G7 ~ ('(i N NNO "J ~ ~ ~•- i Q O Z 0 rt -~ f ~- ~oo ^oo Figure 8. 2018 (Phase 2) site trafFic RUMPLE LANE _-. `sl;C 1VfILE ENGIiJEERiNG, ~~ ~ ~ESRUARY 7, 201# G~AGI; 33 ~:, T~~~~~~ ~I~~~~~ BTU®~ ~ILTN1nR~ ~s-rAY~s Su~~ivlslo~! Il~~~tIDIAPl, I~AHa 0 d O 0 0 L7 O 35[220) 17(58) ESTATES:'' SUBDIVISION NTS HARRIS STREET LEGEND: --°--° PRINCIPAL ARTERIAL -m•°- MINOR ARTERIAL --- COLLECTOR STREET XX(XX} AM(PM} PEAK HOUR TRAFFIC VOLUMES (VPH) X,XXX AVERAGE DAILY TRAFFIC (VPD} CHANNELIZATION M TRAFFIC SIGNAL ® STOP SIGN STUDY INTERSECTION op v .- M~ N ,, ,; N ~ ~ P ~~.'= _~'~I~°- 103(164) -~- 39(139} f" 33p47J VICTORY ROAD -~..~,,_.. m ,. __..... .. ~ . _ .-rr,..,. -~, f f° ~~^ ~~~ N~~ M ~~°, f ~~- ~a C4~N V v LAN E Q O Z Q 0 Figure 10. 2018 (Phase 2) site plus background traffic :SIX ~fllL~ ElvolreE~lzlr~c, F'A FEESRUI~RY 7, 2494. PAGE. 34 ~t~' ~RAF~ IC ~~~ACT T1J~Y ~v~6 ®~ ~~~l~e~ ~it_7~n~oR~ ~&TA'P~S Suenivlslc~N Mt'RIDIP,N, IC7~1MC Roadway Secdmer~t LOS Table 17 summarizes the LOS for roadway segments in the study area for the expected 2018 site plus background traffic. With the existing lane configurations and 2018 site plus background traffic, al! study area roadway segments are below ACHD's threshold traffic volumes. Table 1l. Roadway segment LOS ~ 2018 (Phase 2) site plus background traffic Threshold AM Peak hour PM-Peak Maur No, of Volume v h Ma'or Direction Ma'or Direction. Functional Through Left-Turn LOS LOS Volume Volume Roadwa Se ment Class Lanes Treatment D E v h LOS v h LOS Victory Road Kentucky Way Minor 1 No LT Lane 550 690 211 < D 278 < D to Meridian Road Arterial Kentucky Way Victory Road Collector 1 NO LT Lane 425 525 70 < D 77 < D to Harris Street Harris Street West of Collector 1 No LT Lane 425 525 69 < D 64 < D Meridian Road ,: s ~_ -. _~,~w.s.. ~,,,M,..~.._.~.n,...s~~,~~.,,~,a..~.~,FA~,~--~_,.~mo.;~a. a $~~..~f- .,... ` SIX 1'dll~.~ ~P1GIi~F~RIIVG, ~A F'aent~n~Y 7, 2t)'14 i"~GE 3~ ~, ~'~~F~IC ~I~~~~C~" TU~~ t~~L~'Ivi~l~~ Es~r~r~s Sueuivisi©~ ~iElaloiAnl, IfJAI-io Intersection Lt~S To determine Phase 2 traffic impacts, the study area intersections were analyzed with 2018 site plus background traffic and the existing intersection control and lane configurations, or wi#h the preceding mitigation improvements, Traffic analysis reports are included in Appendix J. Table 18 and Table 19 on page 37 summarize the intersection performance with the 2018 site plus background traffic. nth 2018 site plus background traffic, ail study area intersections are expected to operate at LOS C or better with vlc ratio of 0.76 or less for all lane groups, with the exception of the Harris Street and Meridian Road intersection. It is projected to continue to operate at LOS E with v/c ratio of 0.38 on the eastbound approach during the PM peak hour. Table 18. Intersection MOEs - 201 (Phase 2) site plus background traffic AM(pM) Peak Volumes, Control AM Peak PM Peak Intersection and Channelization MOE Hour Hour LOS A A NB Victory Road °~,2~°, Relay (s) NB 10 10 d ~~~58~ an ,bz„21 _~~_N Intersection Kentucky Way 5(19 , o~ ~: v/c _ _ Max Lane 0.10 (NB} 0.06 (NB) Grou v/c LOS C C p N^~ Victory Road eva -' 9'i3$~' Delay (s} 22 22 d -„-yam , aara7 I an Meridian Raad zaI<° , ,`2 _ "_ 'z~l~~~ ~` -a~ Intersection 0 76 0 79 ~$ vlc . . Max Lane 0.76 (NBT) 0.76 (WBR) Group v/c LOS DIC E/B .; EBNUB ~r^ ' Harris Street ~<t3 , 3526) Delay (s) EBIWB 26120 48/12 -,~ t~~ zlzl and ~° ~ i s~ Meridian Road _ ~~o~ ~ . _ as ' ~ Intersection _ b~ v/c _ Max Lane 0 31 (EB) 0.38 (EB) Grou v/c ;,~` ` Six ~i~~c Eeaoir:E~ra~~ar,, l~A EeaaunRV 7, 2014 F',aoE 36 ;© ~ ~ ~ ~ . ~~ ILTP11t~lZ~ ~S I k1'1'E5 SUi3[~IVI~IC~Pd E ~~~~°{~6~° ~~~~ f~~, ~ ~ ~~ k_i~~ fj~ie~IZlr~inN, ir~al-icy Table 19. Lane group v/c ratio - 2018 (Phase 2) site plus background traffic AM Peak Hour PM Peak Hour Intersection A roach LT THRU RT LT THRU RT NB 0.10 0.06 Victory Road SB - - - - - - and Kentucky Way EB - - WB D.01 0, 04 NB 0.03 0.74 0.76 0.12 0.35 0.35 Victory Road d SB 0.58 0.18 0.02 0.27 0.65 0.05 an Meridian Road EB 0.11 0.75 0,23 0.50 WB 0.24 0.18 0.58 0,61 0.55 0.76 NB 0,01 - 0.02 - Harris Street SB 0,07 - _ 0.04 - and Meridian Road EB ____.-_-- 0.31 0.38 WB 0.15 0, 05 ~~ ` ~~. Phi Fes~uAnY 7 2014 PAGE 37 SIX M!1 E E~1GI~l~E6~fNh, _®> ~Il_TMORI, E:;TATE5 SU13nIVl5ldh! ~~Ai~F~C IMPACT BTU®Y I~EF~IDIAPl, IoA~lb No roadway or intersection improvements beyond those identified for the preceding mitigation are needed to mitigate the 2018 site plus background traffic, except for the Harris Street and Meridian Road intersection. The eastbound approach an Harris Street is projected to require a second lane with 2018 site plus background traffic based on NCHRP 457 guidelines -see Appendix D for minor approach lane warrant worksheet. With the 2018 (Phase 2} site plus background traffic, the Harris Street and Meridian Road intersection is not expected to meet warrants for a traffic signal because the traffic volumes on Harris Street are below the warrants' minim traffic volume requirements. Tables 20 and 21 summarize the intersection performance. The traffic analysis reports are included in Appendix J. With the additional lane on the eastbound approach, the average vehicle delay for the eastbound left turn is projected to be reduced by approximately 2 seconds during the AM peak hour and 4 seconds during the PM peak hour. The average vehicle delay fior the eastbound right turn is projected to be reduced by 7 seconds during the AM peak hour and 15 seconds during the PM peak hour. Table 20. Intersection MOEs ®2018 (Phase 2} site plus background traffic mitigation AM(PM) Peak Volumes, Control AM Peak PM Peak Intersection and Channelization MOE Hour Hour LOS C!C E!B s EB/WB Harris Street "~^ =°~ ~ 'S176j Dela s Y O 24/20 44/12 - +~ ®~i z~2i EB/Wi3 and b;~d2 +~~ ~~ Meridian Road _ _ e16) +` ~tl~ Intersection _ v!c Max Lane 0 20 (EBL) 0.24 (EBL) Group v/c Table 21. Lane group v/c ratio - 2018 (Phase 2}site plus background traffic mitigation AM Peak Hour PM Peak Hour Intersection A roach LT THRU RT LT THRU RT NB 0.01 - 0.02 - Harris Street SB 0.07 - 0,04 - - - and Meridian Road - EB _ _-.---. 0.20 0.11 0.24 0.14 WB 0.15 0.05 Six MILE Eracr~~er~i~c, PA Er;t3NUAnv 7, 2014 P~cE aft ~16~l~t°~IC ~~r~~A~`1" TIJD`~ ~I~.~rlvlar~E Es~rAr~s Suaolvlslarl ~J~Ef~IDIAN, IDAM(3 9~'~ ~d~"~:~~a~'1~/~ No additional internal roadways or accesses are proposed with Phase 2 of 13iltmore Estates Subdivision. With 2018 Phase 2 site plus background traffic, Kentucky Way is projected to carry approximately 1,235 vpd at Victory Road, which is within the ADT threshold of 5,000 vpd on existing collector streets in residential area with front-on housing as required by Section 7206.3.7 of the ACHD Policy Manual. The maximum ADT allowed on new collector streets in residential areas with front-on housing is 3,000 vpd. The ADT on Carbondale Street is projected to increase by approximately 180 vpd with Phase 2. All internal local streets are projected to carry less than the 2,000 vpd threshold on local streets as defined by Section 7207.1 and Section 7207.3 of the ACHD Paliey Manual. 1' .gix ~luo~~ E~vri~~~~ti~vc, Ply fv'~saua~v 7, 209 P~~r 39 ~~;. ~ ~ ~ ~ ~o lair. i iv~or.~ Fsr~~r~s Suao~visio~ ~E~AF~-IC ~~~i~ A~;T' c;~ t't_1"d~ ~ i~;'i~~ir~~n~v, le~,~i~o The study's key findings are summarized below. ~i~~®~~ ~'~~~'a~~~ ~~i~fi~~~~ 1. For the existing traffic conditions analyzed with the existing roadway lane configurations, all study area roadways meet ACHD's minimum operational thresholds. As a result, no roadway improvements are needed to mitigate existing traffic. 2. Far the existing #raffic conditions analyzed with the existing intersection control and lane configurations, all study area intersections meet ACHD's minimum operational thresholds. One intersection is expected to meet turn lane warrants based on ITD guidelines: Harris Street and Meridian Road intersection. The following intersection improvements are needed to mitigate existing traffic at the Harris Street and Meridian Road intersection: ® Right-turn lane on southbound approach 3, The 2016 roadway network in the study area remains the same as existing with the exception of the southbound right-turn lane improvement at the intersection of Harris Street and Meridian Road needed to mitigate preceding traffic. There are no planned improvements for the other study roadways and intersections in the ACHD's current FYWP or in the tTIP. 4. For the 2016 background traffic conditions analyzed with the existing roadway iane configurations, all study area roadways meet ACHD's minimum operational thresholds. As a result, no roadway improvements are needed to mitigate the 2016 background traffic. 5. For the 2016 background traffic condi#ions analyzed with the existing intersection control and lane configurations, or with the preceding improvements, ail study area intersections meet ACHD's minimum operational thresholds. No intersectian improvements beyond those identified for the preceding mitigation are needed to mitigate the 2016 background traffic. 6. Phase 1 is an interim phase of the development with plans to construct the following land use by year 2016: ® 82 single-family dwelling units 7. Construction of the proposed land use for this phase of the development is expected to generate approximately 781 trips per day, 62 trips during the AM peak hour, and 82 trips during the PM peak hour by year 2017. mix ~11l~E ~NGIFfECRIidG, FA ~car~ua~~r 7 2q1~~ I~~~~ an TRAF~fC IMPACT T IJDY DiL~rr~or~E ~s~r,~r~s Suao~visic~~ Mrr~~e~in~, la~rio 8. Site traffic is anticipated to have the following general distribution patterns: • 70 percent having origins/destinations north of the development ® 5 percent having origins/destinations south of the development ® 15 percent having origins/destinations west of the development ® 10 percent having origins/destinations east of the development 9. For the 2016 site plus background traffic conditions analyzed with the existing roadway lane configurations, all study area roadways meet ACHD's minimum operational thresholds. As a result, no roadway improvements are needed to mitigate the 2016 site plus background traffic. 10. For the 2016 site plus background traffic conditions analyzed with the existing intersection control and lane configurations, or with the preceding mitigation improvements, all study area intersections are expected to meet ACHD's minimum operational thresholds. As a result, no intersection improvements beyond those identified for the preceding mitigation are needed to mitigate the 2016 background traffic. 11. The maximum expected traffic volumes on Kentucky Way is approximately 1,015 vpd, which is wi#hin the ADT threshold of 5,000 vpd on existing collector streets in residential area with front-on housing as defined by Section 7206.3.7 of the ACRD Policy Manual. The maximum ADT allowed on new coliector streets in residential areas with front-on housing is 3,000 vpd. 12. All internal local streets are projected to carry less than the 2,000 vpd threshold on local streets as defined by Section 7207.1 and Section 7207.3 of the ACRD Policy Manual. 13. The 2018 roadway network in the study area remains the same as existing with the exception of the southbound right-turn lane improvement at the intersection of Harris Street and Meridian Road needed to mitigate preceding traffic. There are no planned improvements for the other study roadways and intersections in the ACHD's current FYWP or in the ITIP. 14. Far the 2018 background traffic conditions analyzed with the existing roadway lane configurations, all study area roadways meet ACHD's minimum operational thresholds. As a result, no roadway improvements are needed to mitigate the 2018 backgraund traffic. 15. For the 2018 background traffic conditions analyzed with the existing intersection control and lane configurations, or with the preceding mitigation improvements, alf study area intersections meet ACHD's minimum operational threshalds. No intersection improvements beyond those identified for the preceding mitigation are needed to mitigate the 2018 background traffic. %~ SIX ~!!.~ ENGINEE~INCa, Pry FEQtZUARY 7, ;~Q'~~ r~ft(7E 4`~ ~li_~r~r~r~u ts~r~Ar~s Suuoivis~o~v ~RAFp~I~, II~~~ ~~Cf' , j I t1D ., i'Jl~rzir~~n,l~, Ira.~fic~ ~fJ~ ~~h~~~ 2~ °®t~ ~u ~~~~Z~~~t~~~' ~~..~fifi~ ~'e~~t~iti~a~.~ 16. Phase 2 is the build-out phase of the development with plans to construct the following land use by year 2018: g 77 single-family dwelling units 17. Phase 2 of the development is estimated to generate approximately 733 trips per day, 58 trips during the AM peak hour and 77 trips during the PM peak hour by year 2018. 18. For the 2018 site plus background traffic conditions analyzed with the existing roadway lane configurations, all study area roadways meet ACHD's minimum operational thresholds. As a result, no roadway improvements are needed to mitigate the 2018 site plus background traffic. 19. For the 2018 site plus background traffic conditions analyzed with the exis#ing intersection control and lane configurations, or with the preceding mitigation improvements, all study area intersections meet ACHD's minimum operational thresholds. One intersection is projected to require a second lane an the minor approach based on NCHRP 457 guidelines: Harris Street and Meridian Road intersection. The following intersection improvements are needed to mitigate 2018 site plus background tra##ic at the Harris Street and Meridian Road intersection: A second lane on eastbound approach 20. The maximum expected traffic volumes Kentucky Way is 1,235 vpd, which is within the ADT threshold of 5,000 vpd on existing collector streets in residential area with front-on housing as defined by Section 7206,3.7 of the ACND Policy Manual. The maximum ADT allowed on new collector streets in residential areas with front-on housing is 3,000 vpd. 21. All infernal local streets are projected to carry less than the 2,000 vpd threshold on local streets as defined by Section 7207.1 and Section 7207.3 of the ACHD Policy Manual. Y SIX ~~ILE ~RIGINEEr21NG, f'~1 FE~RUAh2Y 7, 2(}1~ SAGE /~~ T~AF°F1~ I~~~;~ `~U~Y ~I~r~noF~~ EsrA~r~s SUBUIVi510N ~~Eh~I1~lAN, I~AI'IQ ~.~ _,,r~~ tam ~a~~,s_ ~) aix Mica Et~~~rr~€Riu~, ~A F~~~auar~v 7, 201 ~t~GE A 0 L2 Data C®l~ec~i®a, Www.L2DataCollection.com Idaho (208) 860-7554 Utah (801 } 413-2993 Study #: SIX0012 Intersection: Kentucky Way /Victory Rd City & State: Meridian, Idaho Control: Stap Sign File Name :Victory Kentucky AM Site Code ; 00000000 Start Date : 1!22/2014 Page No ; 1 Way 07:00 AM 8 0 0 8 5 0 0 5 1 18 0 19 ~ 32 07:15 AM 4 1 0 5 10 0 0 10 0 13 0 13 28 07:30 AM 9 2 0 11 12 3 D 15 0 26 0 26 i 52 07:45 AM_ _ 6 4. 0 1d_ ___ 9 _ 4 1 ___ 14 1 68 _0__ 69__ 93 Total 27 7 0 34 36 7 1 44 2 125 0 127 205 08:00 AM 7 2 0 9 4 0 0 4 0 22 0 22 35 08:15 AM 5 2 0 7 7 1 0 8 0 19 0 19 34 08:30 AM 6 0 0 6 7 1 0 8 0 24 0 24 ! 38 _ 08:45 A M _ 1__0 _ 0 _ ,_, 0 10 „~ _ 7 1_ 0 _$_ _ _ 2 _ _ 14 0 ., ~_ _ 34 Total 28 4 D 32 25 3 0 28 2 79 0 811 141 Grand Total 55 11 0 66 61 10 1 72 4 204 0 208 ~ 346 Apprch % 83.3 16.7 0 84.7 13.9 1.4 1.9 98.1 0 Total °!° 15.9 3.2 0 19.1: 17.6 2.9 0.3 20.8 1.2 59 0 60.1 m; ~ OWN ~ ~ ~I i _NO r. ~ ~ .. ~ ~ ~ North ~~i `~ ~ 0 N~ _ ~ ~ o ~. ~ ~ 1iz2r2o1a o7:0o AM l ~~, °, _ ~ ~ - ~ 1!22!2014 08:45 AM I ,. ~°' ~ u>~ N JI 'O ~I ~ a ~ col ~ eneral Traf is a.. (~~ O ~~ a m ~'O iW ~~°-' - - -°_ I 1, ~ ~ i LeH Ri ht _Peds, ~'t0= 61 1 Ouk In Total I.~2 Dada C®ilectl®n www.L2DataCollection.com Idaho (208) 860-7554 Utah (801) 4132993 S#udy #: SIX0012 Intersection: Kentucky Way /Victory Rd City & State: Meridian, Idaho Control; Stop Sign ~ Victory Road ~ Kentucky Way From East ~ _ From South Start Time Thru~ Left : Peds App. Totai ~ Right ( Left ( Peds Peak Hour Analysis From 07:00 AM to 08:45 AM -Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM 07:30 AM ' 9 2 0 11 12 3 0 07:45 AM 6 4 0 10 9 4 1 OB:00 AM 7 2 0 9 4 0 0 08:15 AM _ 5 2 0 7 _ _. ... 7~ _.._ 1 0 Total Volume 27 10 6 37 32 8 1 File Name :Victory Kentucky AM Site Code :00000000 Start Date : 1 /22/2014 Page No : 2 Victory Road 15 0 26 0 26 52 14 1 68 0 69 93 4 0 22 0 22 f 35 8 0 19 0 19 I 34 41 1 135 0 136 214 Peak Hour ®ata o~ ~o .a , '" ~~ North ~-2 rv ~ f6 co I ~" tt 0 co i o o c ^ ~ ~ Peak Hour 0eyins at 07:30 A v ~ _, w ~ ~ t3 f ~ I~ v y- ,n ~ General ra is ~ a I /~ li Left Ri hl Peds t ~ 8 32 1 -~ -~ i _.._.11] I_ 41_I 52 Oul In Total I.2 Data ~®llecti®n www. L2DataCollection.com Idaho (208) 860-7554 Utah (801) 413-2993 Study #: SIX0012 Intersection: Kentucky Way /Victory Rd City & State: Meridian, Idaho Control: Stop Sign Peak Hour Analysis From 07:00 AM to 08:45 AM Peak Hour for Each - Approach Be iq nS at: 07:30 AM +0 mins. 9 2 0 +15 mins. 6 4 0 +30 mins. 7 2 0 +45 mins. _ 5 _ _ _ 2 _ _ 0 Total Volume 27 10 0 1 of 1 07:00 AM 11 5 0 10 10 0 9 12 3 7 9 4 37 36 7 _ _ 81.8 W______.._~_. _ 15.9 __ 341 .75.0_ _._438_ File fume :Victory Kentucky AM Site Code :00000000 Start Date :1122/2014 Page No : 3 07:30 AM 0 5 0 26 0 26 0 10 1 68 0 69 0 15 0 22 0 22 1 14 0 19 0 19 1 44- 1 135 0 136 Peak Hour Data a ~ ~ T --- , ~ Norih mo o~~ ~ _ h Z.T -- ~ General Traffic__ I s of r/ Left_ Righi Pegs 7 ~ 3~ ~~ In -Peak Hour: 07:00 AM Kantuckv Wav Ia2 Data C®ll~ct~®n www.L2DataCollection.com Idaho (208) 860-7554 Utah (801) 413-2993 Study #: SIX0012 Intersection: Kentucky Way /Victory Rd City & State: Meridian, Idaho Control: Stop Sign File Name :Victory Kentucky AM Site Code :00000000 Start Date :1/22/2014 Page No : 4 Image 1 ~.,~ Data C®llecti®n www.L2DataCollection.com Idaho (208) 860-7554 Utah (801) 413-2993 Study #: SIX0012 Intersection: Kentucky Way 1 Victory Rd City & State: Meridian, Idaho Control: Stop Sign File Name :Victory Kentucky PM Site Code :00000000 Start Date :112112014 Page No : 1 Way 04:00 PM I 29 8 04:15 PM , 42 10 04:30 PM 29 11 05:00 PM 46 8 05:15 PM 52 4 05:30 PM 49 12 Grand Total 322 70 Apprch % 82.1 17.9 Total % 57.6 12.5 0 37 7 1 0 0 52 2 0 0 0 40 7 0 0 0 49 6 _ 1 ~ 1 0 178 22 2 1 0 54~ 7 0 0 0 56 6 0 0 0 61 ` 4 0 0 0 43 ' 8 0 0 0 214 I 25 0 0 0 392 47 2 1 0 ~ 94 4 2 0 70.1 8.4 0.4 0.2 8 1 14 0 15 60 2 1 9 0 10 64 7 2 10 0 12 59 8 __ _ 0 18 0 18 75 25 4 51 0 55 258 7 1 17 0 18 79 6 2 15 0 17 79 4 8: 1 0 9 _ 17__ 0 _. 0 10 17 75 68 25 i 4 58 0 62 301 50 '' 8 109 0 117 559 6.8 93.2 0 i 8.9~ 1.4 19.5 0 20.9j o~ ~j ~ ~ ~o .~ ~~ °~-P North { ~ ~:~ rn ~. < t• o ~c~ ~ 1/211201404:00 PM ~~ ~~'~ ~ ~ 1!21/2014 05:45 PM ~ °' F" 7 O y 'p ~ a ~ ,_-: o' general Traffic i m o~ o v pia, __..__ E ~l f Lefi RI ht Peds 2L_ 47 ~ ~7s~ ~_s] (-~zs. Out in Total L2 Data C®l~ecti®xi www. L2DataCal lection. com Idaho (208) 860-7554 Utah {801) 413-2993 Study #: SIX0012 Intersection: Kentucky Way J Victory Rd City & State: Meridian, Idaho Control: Stop Sign Way Peak Haur Analysis From 04:D0 PM to 05:45 PM -Peak 1 of 1 Peak Hour for Entire Intersection Begins at D4:45 PM 04:45 PM ~ 36 13 0 49 6 1 1 8 05:00 PM ~ 46 8 0 54 7 0 0 7 05:15 PM ' S2 4 0 56 6 0 0 6 12 0 69 05:3D PM 49 4 0 0 _ _. 4 _._ Total Volume 183 37 0 220 _ J. 23 _, 1 _ 1 25 File Name :Victory Kentucky PM Site Code :00000000 Start Date :1/21/2014 Page No : 2 0 18 0 18 75 1 17 0 18 79 2 15 0 17 79 1 ~ 9 0,_ 10 75,_ 4 59 0 63 308 6.3 93.7 0 _ 500 .819 .000 .875 .975 _ _. Peak Hour Data oNl ~ ~~~ G W~ ~ ~, ~ I O o c ~ ~ Peak Hour Begins al 04:45 PN{ ~'"'~ w ~N' ~ r A t'S V `O N S o m I General Traffic v n ~ ~' " ° 'o ~ iJ- I~..~ Left R~hl_ Peds j__ 23 1 r-4_ 41; [. 25; 66 Ou! In Total I.,2 Data ~®~lecta®n www.t2DataCollection.com Idaho (208} 860-7554 tJtah (801} 413-2993 Study #: SIX0012 Intersection: Kentucky Way I Victary Rd City & S#ate: Meridian, Idaho Control: Stop Sign Way File Name :Victory Kentucky PM Site Code :00000000 Start Date :1/2112014 Page No : 3 Peak Hour Analysis From 04:00 PM to 05:45 PM -Peak 1 of 1 Peak Hour for Each Aporoach Beains at: 04:45 PM 104:30 PM 04:30 PM +0 mins. 36 13 0 49 f 7 0 0 7 2 10 +15 mins. 46 8 0 54 6 7 1 8 0 18 +30 mins. 52 4 0 56 7 0 0 7 1 17 Road 0 12 0 18 0 18 Peak Hour Dafa m a ~~ ~ North ~ ~~ W ~ < ~ o I ~ o =, ,. ~ ~ I_Ger~e al Traffic ~ ~~ ~~~w N ~ ~ N o Y f6 ~ N o- 41 v ~ O N '0 Q a' ~ ~ a ~ (°• ~ i i -- ~ LeH Ri h Peds 28 In -Peak Hour: 04:30 PM I.2 Data C®llecti®n www. L2DataCol lection. com Idaho (208) 860-7554 Utah (801} 413-2993 Study ##: SIX0012 Intersection: Kentucky Way !Victory Rd City & State: Meridian, Idaho Control: Stop Sign Fiie Name :Victory Kentucky PM Site Code :00000000 Start Date :1/21/2014 Page No : 4 Image 1 I..2 Data C®l~.~ct~®n www. L2DataCollec#ion.com Idaho (208) 860-7554 Utah (801) 413-2993 Study #: SIX0012 Intersection: Meridian Rd /Victory Rd City & State: Meridian, Idaho Control: Signalized Meridian Road 07:15 AM ~ 1 102 17 0 07:30 AM ' 1 93 18 0 0.7_;45,AM, __ ~ _ 5_ 85 30_ __0 Total 7 348 74 0 08:00 AM 3 69 35 0 08:15 ANI 3 71 22 0 08:30 AM 3 58 20 0 08:45 AM 2 74 14 0 Total ~ 11 272 91 0 Grand Total 1$ 620 165 0 Apprch % 2.2 77.2 20.5 0 Total °!o D.5 16.4 4.4 0 Vicfory Road File Name :Meridian Victory AM Site Code :00000000 Start Date : 1 /22/2014 Page No : 1 Meridian Road 39 27 45 41 22 40 30 30 297 323 345 272 0 2 4 8 0 0 0 0 319 365 379 310 0 1 5 6 12 14 16 56 3 2 3 9 0 0 0 0 15 17 24 71 450 529 560 542 152 ___ _ 1.22 , .,__ 1237 ___,_ 14 0 1373; 12 98 17 D 127 2481 38 33 273 4 0 31D' 4 17 2 0 23 ~ 478 36 24 264 5 0 293 4 20 7 0 311 456 44 ` 16 210 2 0 2Z8 6 16 6 0 28' 381 501 13 196 1 0 210 7 10 6 0 23 373 168 86 943 12 0 1041 21 63 21 0 105 1688 3201 208 2180 26 0 2414 33 #61 38 0 232 3769 8.6 90.3 1.1 0 14.2 69.4 16.4 0 8.5 i 5.5 57.8 0.7 0 64 0.9 4.3 1 0 6.2 Meridian Road Out In Total L_ .2.419 ~ 1031 13222] I ~18 6200 Right Thru Left Peds ~I i `, r~ ~ ~ ~ ~..,~~ 1 ~ 3, _I ~ j W ~ __1 North ~p~ ~ -F - ~1l22/2014 D7:00 AM I~ ` ' W ~ A o LJ ~-, 7 L a, I 0: ~F ~ 1122/2014 06:45 AM ~ ~ ~!~ ~x' ° ~ a .a o o~ J -- ~ I LG~n_~r~! T~affi~_._.J .~ .o~ ~ o a _. ~i v d J i a1 T ~ left ,_Thru Ri ht Peds 0 26 218 208 _~~ Oj - - ~ - [ _79.11 !_24141 3125 ~ Out In Total 120 18 3 6 0 112 28 9 8 0 12D 30 8 3 0 429 j 98 28 26 0 107 17 10 11 0 96 29 3 4 0 81 32 9 3 0 90 _ 25 1.0__ _ _14 1 3741 103 32 32 1 803 201 60 58 1 1 62.8 18.8 18.1 0.3 21.3 5.3 1.6 1.5 0 ~2 data C®lYecti®n www.L2DataCoilection.com Idaho {208) 860-7554 Utah {801) 413-2993 Study #: SIX0012 Intersection: Meridian Rd (Victory Rd City & State: Meridian, Idaho Control: Signalized File Name :Meridian Victory AM Site Code :00000000 Start Date :1122/2014 Page No : 2 Victory Road ~ Meridian Road Peak Hour Analysis Fram 07:00 AM to 08:45 AM -Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:15 AM 07:15 AM 1 102 17 0 12D 18 3 6 0 27 I 4D 323 2 0 365 I 1 14 2 0 17 529 07:30 AM 1 93 18 0 112 28 9 8 0 45 ; 34 345 4 0 378 ; 5 16 3 0 24 560 07:45 AM 5 85 30 0 120 30 8 3 0 41 ' 30 272 8 0 310 ' 6 56 9 0 71 542 08:00 AM 3 69 35 0 107 17 14 11 0 38 ~ 33 273 4 0 310 ~ 4 17 2 0 23_ ,__478 Total Volume 10 349 100 0 459 93 30 28 0 151 ~ 133 1213 18 0 1364 ~ 16 103 16 0 135 2109 Meridian Road Out to Tofal 132 459 1781 ~ - - -~ _~ I 10~9~001 01 Ri hl Thru Left Peds [-~ 1 I _. _ Peak Hour Data _ __.. M ~~~;, f0 _ r J.. I ~ ~ L.~ W WS. .a ~; 'a.2 North °' ~ Peak Hour Be ins at 07:15 A _ ~-' ~ `Z c = ~ € ,n p o: 1 ~ v, (3p~eraj Traffic ~~ ~~; :-{ v r - ~ o ~ N fl I. °~" 6 ~ J V I Left Thru Ri ht Peds 18 1213 133 Oi __ .I_._ 4._ 393 !__1364] I_1757 Out In Total L2 Data C®llecti®~ www.L2DataCollection.com Idaho (208) 860-7554 Utah (801) 413-2993 Study #: SIX0012 Intersection: Meridian Rd /Victory Rd City & State: Meridian, Idaho Control: Signalized Meridian Road 'eak Hour Analysis From 07:00 APII tp 08:45 AM -Peak 1 of 1 'eak Hour far Each Approach Begins at: Fife Name :Meridian Victory AM Site Code :00000000 Start Date :1/22/2014 Page No : 3 ' 07:15 AM 08:fl0 AM 07:00 A69 07:45 AA1 +0 mins. 1 102 17 0 120 17 10 11 0 38 22 297 0 D 319 6 56 9 0 71 +15 mins. 1 93 18 0 112 4 29 3 4 0 36 40 323 2 0 365 4 17 2 0 23 +30 mins. 5 85 30 0 120 ! 32 9 3 0 44 30 345 4 0 37s ' 4 20 7 0 31 +45 mins. 3 69 35 0 107-~ _ 25 10 14 1 50 34 272 8 , ., _0_ 310 ~ 6 16. _6 0 28 Total volume 10 349 100 0 459 ~ 143 32 32 1 168 ` 122 1237 14 Q 1373 ~ 20 109 24 0 153 Meridian Road In -Peak Hour: 07;15 AM ~ .....459 { _.~. ~ 10 349. 100 0 Ri ht Thru Celt Peds ~~ ~ ~ Peak Hour Data J_* ~ o s a T ..W ~; North ~ < 0~F2 ~ ~- O~ i F--; ~ ..2 N€ i o 0 o s° ] Q; ~ f General Traffic _ ~ r -,,m ~ ~ Cif L_ ~~ 5 a '~ ~ ~v`~,~N O a ~ ~ v m '. D ~. ~ 2 ....... Q. N ~-, T r-- Left__Thru Ri hl _Peds 141- 1237 __. 122 0 ~~. . 1373 In -Peak Hour: 07:00 AM I.~ Data ~®l~ec~~®~ www. L2DataCollection. com Idaho (208j 860-7554 Utah ($01) 413-2993 Study #: SIX0012 Intersection: Meridian Rd /Victory Rd City & State: Meridian, Idaho Control: Signalized Pile Name :Meridian Victory AM Site Code :00000000 Start Date :1 /2 212 0 1 4 Page No : 4 Image 1 L2 Data C®~.lect~®n www.L2DataCollection.cam Idaho (208) 860-7554 Utah (801) 413-2993 Study #; SIX0412 Intersection: Meridian Rd /Victory Rd City & State: Meridian, Idaho Control: Signalized Meridian Road 04:00 PM 6 221 26 04:15 PM 9 300 27 04:3D PM 5 294 24 04:45 PM _ 10 288 29 Toiaf ~,! 30 1103 106 05:D0 PM 9 276 30 05:15 PM 4 316 22 05:30 PM 7 285 24 05.4.5_PM 4 263 28 Total 24 1140 104 Grand Total ~, 54 2243 210 Apprch % ~ 2.2 89.4 8.4 Total % ' 1.1 47.6 4.5 Victory i 22 25 23 0 70 15 174 1C 39 29 27 0 95 18 165 7 ~ 28 23 25 0 76 18 152 7 _40 2D 32- _0 92 12 124 ___,__5 129 97 107 0 333 63 615 25 36 32 37 0 105 14 123 3 45 35 32 0 112 12 135 4 28 41 28 0 95i 16 124 3 ..' 44 3332__ D 109 `__ 11 110 4 153 141 T27 0 421r 53 492 14 282 238 234 0 754 116 1107 43 37.4 31.6 31 0 9.2 87.4 3.4 6 5 5 0 16 2.5 23.5 0.9 File Name :Meridian Victory PM Site Code : D0000000 Start Date : 1 /21 /2014 Page No : 1 Victory Road 0 199 1 13 7 0 21 543 0 T90 1 9 6 0 16 637 D 177. 3 9 4 1 17 593 0 140 ~ 3 12 8 0 23 ~ 583 0 151 9 19 9 0 37~ 642 0 143 5 5 3 0 13 ; 567 0 125 _ 5 2D 5~ 0 30 559 0 559 22 56 25 0 1D31 2351 0 1266 3D 101 54 1 186 4714 0 16.1 54.3 29 0.5 0 26.9 D.6 2.1 1.1 0 3.9 Meridian Road Out _ _ Toial ~ 14~~] 2508 y ®5 54 2243,1 _,_ 210 .. 1 i Right T~ Left Peds a III 11 t~torth ~~ < X00 (~: ~--P ~_'__~ w o ~ c! ~ ~1/21(20i4 04;00 PM ~ N ~ `~ .°~ 6, ~ 1121!2014 05:45 PM ~ N A o 5' "' -! enerat TraKc j'~ th i ~~ o O~ ~ nj w m o. N t°_.. ~~ ~ ~~ LeR Thrtt_TRight Peds _1107!__ 6 0 _2507 j 1266! [ 3773 Out Irt Total 0 253 0 336 0 323 1 32$ 1 1240 0 315 0 342 0 316 0 295 0 1268 1 2508 0 0 53.2 L2 .Data C®llec-~i®r~ www. L2DataCollection.com Idaho (208) 860-7554 Utah (801} 413-2993 Study #: 51X0012 Intersection: Meridian Rd /Victory Rd City & State: Meridian, Idaho Control: Signalized Peak Nour Analysis From 04:00 PM to 05:45 PM - Pe; Peak Hour for Entire Intersection Begins at 04:30 PM 04:30 PM 5 294 24 0 323 28 04:45 PM 10 288 29 1 328 40 05:OD PM 9 276 30 0 315 i 36 05:15 PM ~ 4 316 22 0 342 i 45 -- - - - -__ Tota! Volume 28 1174 105 1 1308 149 %App. Total 2.1 89.8 8 0.1 _38.7 File Name :Meridian Victory PM Site Code :00000000 Start Da#e : 1 /21 /2014 Page No : 2 Victory Road ~ Meridian Road i Meridian Road Ouf In Total __ 716 1308 2024 I ---- ~ ( X28 1174 105_;__ __ Ri hl Thru Left Peds ~~ ~ ~ ¢ Peak HAour Data q. l0 (MO Ms~J T L ~u•... North °'' "" ~ ~ Peak Nour Begins at 04:30 P ~m~~ ~ ~ ~ ~ y- i n ~ „C2eneral Traffic ,(. ~ ~ a OI~I ^~ m rno LJ o m a H o o - ~ I I-P Left_._Thru__ Right Peds 19 5.34 [ _56 ~„_; Q I I_.1318~ 609! _19271 Out In Toia! tk 1 of 1 23 25 0 76 16 152 7 0 177 3 9 4 1 17I 593 20 32 0 92 12 124 5 0 141 3 14 12 0 29+ 590 32 37 0 105 14 123 3 0 140 3 12 8 0 23 583 35_ 32 0 112 _ 12 1.35 _„.,_4 0 151 9 _19 9__. 0 37_ ____642 110 126 0 385' S6 534 19 0 609 18 54 33 1 1D6 2468 28.6 32.7 0 j 9.2 87.7 3.1 0 i7 50.9 31.1 0.9 L2 Data C®llecti®n www.L2bataCollection.com Idaho (208} 860-7554 Utah (801) 413-2993 Study #: SIX0012 Intersection: Meridian Rd /Victory Rd City & State: Meridian, Idaho Controi: Signalized Meridian Road Peak Hour Analysis From 04;00 Pht to 05:45 PM -Peak 1 of 1 Peak Hour for Each Approach Begins at: Da:aD Pni as:oo PAi +0 mins. 5 294 24 0 323 36 32 37 +15 mins. 16 288 29 1 328 45 35 32 +30 mins. 9 276 30 0 315 28 41 26 +45 mins. 4 316___22... _0_ 342_ 44 33 __32 Total volume ' 28 1174 105 1 1308 153 141 127 D4:00 PAi 0 105 15 174 10 0 0 112 18 165 7 0 0 95, 18 152 7 0 0 109 _12.._ 124 5 0 0 421 63 615 29 0 0 8.9 87 4.1 0 ~0 .940 .875 .884 .725 .000 File Name :Meridian Victory PM Site Code :00000000 Start Date : 1 /21 /2014 Page No : 3 Road D4:~D PM 199 3 9 4 1 17 190 ~! 3 14 12 0 29 177 3 12 8 0 23 141 99 19_ 9 0 37 7071 18 54 33 1 106 Meridian Road In -Peak Hour; 04:30 PM 13DB ~, 2 X77.47.___ 05 .~1 7 i Righl Thru Left Peds 4J ~ ~ _ (peak Hour Data ~ M mJ ®-co O J ~ W rn IJOrtII ~ ~~}} (D OO ill)2 ' ~_ a... xQ 'o ~ 2~ ~So Z.y r [General Traffic - N ~ ~ ~ N ~ 61--, ~ N N N 5~ tr ~ ~ v~ oa O C ~~ ( ~ V 0 o. N ~ i ~! ~ i~ Left__ _Thu _Right_ _Peds ~ 29 ~Q151__ 631 ._I,. ~ ' -~- --707 In -Peak Hour: 04:00 PM L~ data C®~~ect~®n www.L2DataCollection.eom Idaho (208) 860-7554 Utah (801 } 413-2993 Study #; SIX0012 intersection: Meridian Rd /Victory Rd City & State: Meridian, Idaha Control: Signalized File Name :Meridian Victory PM Site Code :00000000 Start Date : 1/21!2014 Page No ; 4 image 1 L~ Data C®llect~®n www. L2DataCollection. com Idaho (208} 860-7554 Utah (801) 4132993 Study #: SIX0012 Intersection: Meridian Rd /Harris St City & State: Meridian, Idaho Control: Stop Sign Rumple Lane 07:00 AM - 1 76 0 0 77 ~ 0 0 0 0 0 0 290 07:15 AM D 108 D 0 108 ( 0 0 0 0 0 0 375 07:30 AM 0 104 0 0 104 i 0 0 0 0 0 0 364 07:45 AM 0 90 _0_ 0 _ 90 ` 1 0 0 0 1 _i _ 1 278 Total 1 378 0 0 379 1 0 0 0 1 1 1 1307 08;D0 AM 0 81 0 0 81 0 0 0 0 D 0 267 08:15 AM 1 76 0 0 77 0 0 D 0 0 '~ 0 287 08:30 AM 0 63 0 0 63 D 0 1 0 1 2 218 08:45 AM 1_ 97 0 _, 0 98 __ 0 _. 0 2 0 2_~2 196 Tota( 2 317 0 0 319 0 0 3 0 3' 4 968 Grand Total 3 695 0 0 69$ 1 D 3 0 4 i 5 2275 Apprch % 0.4 99.6 0 0 25 D 75 0 D.2 99.7 Total % 0.1 23 0 0 23.1 0 0 0.1 0 0.1 0.2 75.3 File Name :Meridian Harris AM Site Code :00000000 Start Date : 1 /2212014 Page No : 1 Harris Street 0 0 290 1 0 4 C 0 0 375 1 0 4 C 0 0 364 1 0 5 C 0_ 0 279, ,. ___ 1 0 4 C 0 0 1308 4 D 17 C 0 0 267 2 0 4 C 0 0 287 1 0 2 C 2 D 222 2 0 0 C 0 0 198 2 0_ 3 C 2 0 974 7 0 9 C 2 0 2282 11 0 26 C 0.1 0 29,7 0 70.3 C 0.1 0 75.5 0.4 0 0.9 C Meridian Road _O,ut in Total 0 2 i I _230 3 00 ~ 98 3 ___ti95 O~l,__0~ Right Thru L~ft Peds 9 w FJ J ^ ~ S ~ I _ M ~ North 2 ~ u+ ~ w c N 1122/2014 07:00 AM 0 _ ~ _ ~ S ~= ~ b j 1/22!2014 08:45 AM ~ '~~ ~' i ~ ~ ,n o~ . . w $r General Tr_affrc w ~ a o ad i a i._., w o .. ~_- T r-' i Left Thru_ _Ri hg t Peds, 2 227~_5~~ 709 2282] (_2991.; 1 Out In Total ~ 5 488 6 474 5 375 21 1709 6 354 3 367 2 288 5 303 16 1312 37 3021 1.2 ~,2 Data C®llecti®ri www. L2DataCollection. com Idaho (208) 860-7554 Utah (801) 413-2993 Study #: S1X0012 intersec#ion: Meridian Rd /Harris St City & State: Meridian, Idaho Control: Stop Sign Meridian Road Peak Ftour for Entire intersection Begins at 07:00 AM Rumple Lane 07;00 AM 1 76 0 0 77 0 0 0 0 07:15 AM 0 108 0 0 108 0 0 0 0 07:30 AM 0 704 0 0 104 0 0 0 0 07:45 AM 0 90 0 0 _ 90 _ _ _ __ 1 0 0 0 _ Total volume ~1 378 D 0 379 1 0 D 0 File Name :Meridian Harris AM Site Code :00000000 Start Date :1122/2014 Page No : 2 Street 0 D 290 0 0 290 1 0 4 0 4 0 375 0 D 375 1 0 4 0 0 0 364 0 0 364 1 0 5 0 1 __ 1 278 0 ~ 0 279. 1 0 4 0 1 1 1307 0 0 1308 'I 4 D 17 0 0.1 99.9 0 0 ! 19 0 81 0 Meridian Road Out _ In Total 1325 __ 379 ] (_ 1704 ~_ e 1 378_ ~~ QI 0~ Right Thru Left Peds i1 ~~ ~j ~~ ~J ~~ o' s N ~~ N C ~... ~ Y 'E ~ s of <- ~ o ~, Im a Peak Hour Data T North .. Peak Hour Begins at 07:00 General Trafrc , ......_ '-, T i-~ Left Thru Ri ht Peds 0 1307 1 O 382 13081 __1690 Out In Total .Jy~iriian Road _ t,~ `~l,o ~ ~ ~C .-. ~ ~ '~ '~ ? G G O '~ ~ m ~~ ~ o ~ ~~'` ~ roi' o_ m m L1 'iN -. N,pJ 5 372 5 488 6 474 I~2 Mafia ~®l~ecfii®n www.L2DataCollection.com Idaho (208) 860-7554 Utah (801) 413-2993 Study #: SIX0012 Intersection: Meridian Rd !Harris St City & State: Meridian, Idaho Control: Stop Sign Lane Peak Hour Analysis From 07:00 AM to 08:45 AM -Peak 1 of 1 Peak Hour for Each..Approach Begins_ai: D7:75 AM 08;00 AM +D mins. 4 108 0 0 i08 D 0 0 0 +15 mins. , 0 104 0 0 104 0 0 0 D +34 mins. ~ 0 90 D 0 94 0 0 1 0 +45 mins. ~ D 81 0_ D_ 81 0 0_ 2 0 Total volume 0 383 0 0 383 D 4 3 0 A .Total 0 100 0 0 0 0 100 _ __ 0 PHF .000 .887 .000 .000 .687 .000 .000 .375 .000 File Name :Meridian Harris AM Site Code :00000000 Start Qate :112212014 Page No : 3 Meridian Road I Harris Street 07:00 AM 07: f 5 AId OT 0 290 0 0 290 i 1 0 4 0 5 O i 0 375 0 0 375 i ~ 1 0 5 D 6 1 0 364 0 0 364 1 0 4 4 5 2 1 278 0 0 279 ? ,__ ,_0 _ _4_ 0 6 3 1 1307 0 0 1308 5 0 17 0 22 Meritlian Roatl In -Peak Hour: 07:15 AM Peak Hour Data ~v~ ~ ~ fJ ~ o I o, 2 North ~ ~ l ., ~- E Y J ~'~o~ a eral 7rafflc _,__ _, r m ~ ~i• n. 0 c i~ d a Fi ~ r' Leff Thru Rioht Peds t~ / ~ ~i ~_ OI 13071 11 01 (.__. i 0$] In -Peak Hour: 07:00 AM Maddian Rnarl L~ Data C~llec$a~®n www. L2 DataCollection. eom Idaho (208) 860-7554 Utah (801) 413-2993 Study #: SIX0012 Intersection: Meridian Rd /Harris St City & S#ate: Meridian, Idaho Control: Stop Sign File Name ;Meridian Harris AM Site Code :00000000 Start Date :1/2212014 Page No : 4 Image 1 L2 Data C®llectl®n www.L2DataCollection.com Idaho (208) 860-7554 Utah (801) 413-2993 Study #; SIXD012 Intersection: Meridian Rd 1 Harris St City & State: Meridian, Idaho Control: Stop Sign File Name :Meridian Harris PM Site Cade :00000000 Start Date :1/2112014 Page No : 1 Rumple Lane ~ Meridian Road 04;00 PM 0 236 1 0 237 0 0 0 04:15 PM 1 316 0 0 317 1 0 0 04:30 PM ! 4 303 0 0 307 0 0 0 04:45 PM ' 1 308 1 0 310 0 0 0 TotaE j 6 1163 2 0 1171 1 D 0 05:D0 PM 2 309 0 0 311 ! 1 0 0 05:15 PM 2 338 0 D 340 j 0 0 0 05:30 PM 1 308 0 0 309 i 0 0 0 05,45 PM _ _2 282 0 D 284_ ~ 0 D 0 Total 7 1237 0 D 1244 ~ 1 D 0 Grand Total I 13 2400 2 D 2415 2 0 D Apprch % 0.5 99.4 0.1 0 100 0 0 Total % 0.4 65.7 0.1 0 66.1 0.1 0 D 0 4 0 0 0 1. 0~ 0 ~ 0 i 94 3 0 162 0 0 172 0 D 124 3 _ 0 0 0 _0_ 197 162 172 , .,. 127 2 0 1 D 1 0 0 0 _ 3 4 3 __ 6 D D 0 _0 5 5 4 6__ 439 485 483 _ 443 0 1 1 0 652 6 4 658 ; 4 0 16 0 20 I. 1850 0 1 j 0 146 0 0 146 1 0 2 0 3 I, 461 0 0 0 0 0 132 0 0 144 0 0 0 132 144 0 0 0 0 3 0 0 0 3I 0 ~ 475 453 0 0 0 125 3 _ 0 128 _ 1 0 2 0 ,., _3 I 415 . 0 1 D 547 3 0 550 ~ 2 0 7 0 9 ~ 1804 0 2 0 1199 9 0 1208 6 0 23 0 29 3654 0 0 99.3 0.7 0 20.7 0 79.3 0 D 0.1 0 32.8 0.2 0 33.1 0.2 0 0.6 0 0.8 Meridian Road i ut to Total 9 1 i 5I 363 I 1224 _ r .. i_„_,. 3 2400 2 0 Ri ht Thrv Left Peds ~ i a -~ 1 E ~- ~o ~ ~ J ~ N~ I ' North -4 I ~' ~ i a~ ~ -- ' ~' ~-2 a ~ N m c . 1121!2014 04:00 PM~ o ,_ ~ ~ ~ ~, ~ r 1121!2014 06:45 PM I ~ '6' ~ ^'~ ;v m r ~~~,,,JJJ ry J Genera TraNic o ~ , ~o o q N I v z ~ -~ ~. ~m 3d _._ o - ~I T r Left Thru Ri ht Peds _ C_~ ~ iss o o f 1 2406 L_1208 ~ 3&14 ~ Out In Total I.2 Data ~®llect~®n www.L2DataCollection.com Idaho (208) 860-7554 Utah (801) 413-2993 Study #; SIX0012 Intersection: Meridian Rd /Harris St City & State: Meridian, Idaho Control: Stop Sign Rumple Lane File Name :Meridian Harris PM Site Code :00000000 Start Date :1/21 /2014 Page No : 2 Street Peak Hour Analysis From D4;00 PM to 05:45 PM -Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:15 PM 04:15 PM !, 1 316 0 0 317 ' 1 0 D 0 1' 0 162 0 0 162 1 0 4 0 04:30 PM _ 4 303 0 0 307 0 0 0 0 0 ~ 0 172 0 0 172 1 0 3 0 04:45 PM i 1 308 1 0 310 0 0 0 0 0 0 124 3 0 127 0 0 6 0 05:00 PM _,__ 2 309 0 0 311 1 _ _0 0 0 _ 1 0 146 _ 0_ 0 146_ , 1 0 2 _0 Total Volume 8 1236 1 0 1245 2 0 D 0 2 0 604 3 0 6D7 3 0 15 0 ~/ Ann Total D.6 99.3 0.1 0 100 0 D 0 0 99.5 0,5 0 16.7 0 83.3 0 Meridian Road In Total_ 621' 245 I_1866~ ___8.. t2361 0 Right T~ LeR Peds (6 N Ni~~ O ~ ~ F• J I a d ~ F ~ ~ r " t z fL _~ `~v 0 [ ~' Peak Hour ®ata N Irth Peak Hour Begins at 04:15 P General Traff c ~l ~ f~ Left Thru Right„_peds ~~3r _,604: 0 0 123~Ji ~ 60~ ~ 1846 Out In Total Mari~lj n Rnari t.~A I ~o .^ N I ~ ~2 i C '' O _U ~ ~ ~Y ~ N~~ ~ o ~ ~a U°' 5 485 4 483 6 443 L2 Data ~®llec~i®n www.L2DataCollection.com Idaho (208) 860-7554 Utah (801) 413-2993 Study #: S}X0012 Intersection: Meridian Rd /Harris St City & State: Meridian, Idaho Control: Stop Sign Flle Name :Meridian Harris PM Site Code :00000000 Start Date :1/21 /2014 Page No : 3 Meridian Road Harris Street 'eak Hour Analysis From 04:OD PPA to 05; 45 PM -Peak 1 of 1 'eak Hour for Each Approach Be ins at: 04:45 PNi 04:75 PM 04:00 PM 04:00 PM +0 mins. 1 308 1 0 310 1 0 0 D 1 0 194 3 0 197 2 0 3 0 5, +15 mins. 2 309 0 0 311 0 0 0 0 0 0 162 0 0 162 1 0 4 D 5 +3D mins. 2 338 0 0 340 0 0 0 0 0 0 172 0 0 172 1 0 3 0 4 +45 mins. 1 308 0 0 __ 309 __ ._ 1 D -. 0 0 1 0 124 _ _ 3 __ 0 127 0 .,, __n 6 0 6 Tola1 volume 6 1263 1 0 1270 2 D 0 0 2 0 652 6 D 658 j 4 0 16 0 20 Meridian Road In -Peak Hour: 04:45 PM 12.7D 6 1263 ti _0! Right Tti~ L~ft Peds aJ ~ i _ . _ ' Peak Hour Data __ T ~~ O .. nj ,D ° ct 91 0 1,o ~ L.-- ~ Nor1h I. -?i OI .~ JC C I ~ N r i F ~ General Traffic ~ o i ov -; ., ~ m m Ym t ~ a ~~ ~ o ~ v ~ ~ o_ C OI y 'p ~~ 'U fG n ~ ~ _ 0. N O ~~ Left Thru Ri h,,~ t Ped~ 6 652; 0__ r 0 656' In -Peak Hour: 04:00 PM i L2 Dada C®llecti®n www. L2DataCoilection.com Idaho (208) 860-7554 Utah (801) 413-2993 Study #; SIX0012 Intersection: Meridian Rd /Harris St City & State: Meridian, Idaho Control: Stop Sign File Name :Meridian Harris PM Site Gode :00000000 Start Date : 1 /21 /2014 Page No : 4 Image 1 Study #: SIX0012 Count: Volume /Direction Tech: Judd ! Type: Axle Hits / 2 L21~ata C®llection wWw. L2DataCollection.com Idaho (208) 860-7554 Utah (801 } 413-2993 _._ Start 21-Jan-14 Page 1 Victory W of Meridian VOL Victory Road west of Meridian Road Meridian, Idaho vo.uu 05.45 08:00 08:1:5 ~~ ~ ~ * '' _~ I I.JV 11:45 ' ~` Total 0 0 0 Percent _ 0_.0% 0.0%,., - ._ -- Peak Vol. P.H.F. L2 Data ~Collec#i®~ Study #: S1X0012 www.L2DataCollection.com Victory W of Meridian VOL. Count: Volume I Direction Idaho (208) 860-7554 Utah (801) 413-2993 Victory Road west of Meridian Road Tech: Judd / Meridian, Idaho Type: Axle Hits 12 Start 21-Jan-14 12:00 PM 15 24 12:15 16 13 12:30 12 12 12:45 24 24 01:00 18 22 01:15 20 16 01:30 20 14 01:45 24 14 02:00 23 16 02:15 19 18 02:30 30 24 02:45 18 24 03:00 28 23 03:15 32 27 03:30 39 28 03:45 42 28 04:00 44 24 04:15 46 16 04:30 38 16 04:45 36 30 05:00 45 27 05:15 43 40 05:30 52 13 05:45 42 30 06:00 35 20 06:15 42 20 06:30 28 14 06:45 26 10 07:00 24 11 07:15 12 10 07:30 10 6 07:45 13 6 08:00 9 4 08:15 10 6 08:30 11 12 08:45 14 5 09:00 2 6 09:15 4 9 09:30 5 6 09:45 5 5 10:00 4 4 10:15 2 0 10:30 1 1 10:45 1 2 11:00 3 1 11;15 6 3 11:30 0 0 11:45 3 0 Tota! 997 6$4 Percent 59.3% --- 40.7% --_-_ Peak 17:00 16:30 Vol. 183 113 P.H.F. 0,$80 0.706 17:00 293 0.883 Page 2 I.2 ~?ata C®llection study #: sixaal2 www.L2DataCallection.com Victory W of Meridian VOL Count: volume /Direction Idaho (208} 860-7554 Utah (801) 413-2993 Victory Road west of Meridian Road Tech: Judd / Meridian, Idaho Type: Axle Hits / 2 Start 22-Jan-14 ~ Total Wed Time Wi3 EB___ ,_ ___ 12:00 AM 1 0 1 12:15 2 0 2 12:30 0 0 0 12:45 0 1 1 01:00 0 0 0 D1:15 0 0 0 01:30 0 1 1 D1:45 0 0 0 02:00 0 0 0 02:15 0 0 0 02:30 D 1 1 02:45 D 0 0 03:00 0 0 0 03:15 D 0 0 03:30 0 1 1 03:45 0 1 1 04:00 0 1 1 04:15 0 1 1 04:30 0 2 2 04:45 0 1 1 D5:00 0 3 3 05:15 0 4 4 05:30 4 2 6 05:45 0 9 9 06:00 2 6 8 06:15 6 9 15 06:30 2 5 7 06:45 6 18 24 07:00 8 17 25 07:15 6 20 26 07:30 14 24 3$ D7:45 22 73 95 08:00 15 23 3II 08:15 12 30 42 0$:30 16 30 46 08:45 14 24 38 09:00 14 28 42 09:15 26 32 58 D9:30 17 20 37 09:45 19 16 35 10:00 18 12 30 1 D:15 22 18 40 10:30 9 22 31 10:45 16 11 27 11:00 20 25 45 11:15 19 54 73 11:30 18 24 42 11:45 _.__._11 21 _._-__ --- 32_ _ Tota! 339 590 929 Percent 36.5% 63.5% Peak 09:15 07:45 07:45 Vol. 80 156 221 P.H.F. 0.769 0.534 0.582__ Grand Total 1336 1274 2610 Percent 5 1.2% 48.8% Page 3 Study #: SIXOQ12 Count: Volume / nirection Tech; Judd Type: Axle Hits12 I,2 Data C®llec~~®>n www. L2DataCoiiection.com Idaho (208) 860-7554 Utah (801} 413-2993 Start 21-Jan-14 Page 1 Kentucky 5 of Victory VOL Kentucky Way south of Victory Rd Meridian, Idaho Total o1:oa .. ~; n~.on '* * . *< 07:00 ~: , 07;.'15 ~ ` " ' _ . ~ i _n-r"vn * * *' v~.vv 09:,15 I "." . ` " . ,,.~. - - Percen#, _ 0.0% 0.0% Peak - __ - - - Vol. P.H.F. I.21~ata C®ll~ction Study #: SIX0012 WWW.L2DataColiection.com Kentucky S of Victory VOL Count: Volume /Direction Idaho (208} 860-7554 Utah (801) 413-2993 Kentucky Way south of Victory Rd Tech: Judd Meridian, Idaho Type: Axle Hits/ 2 Start 21-Jan-14 Total Time Tue SB NB 12:00 PM 6 3 ~ 12:15 3 0 12:30 4 4 E 12:45 7 8 1 ` 01:00 4 10 1~ 01:15 4 5 ~ 01:30 5 3 E 01:45 5 2 7 02:00 6 3 ~ 02;15 6 7 1 02:30 1 1 ~ 02:45 3 4 7 03:00 12 8 2( 03:15 14 7 21 03:30 12 14 ZE 03:45 9 3 1 F 04:00 10 7 17 04:15 11 2 1~ 04:30 14 8 22 04:45 73 8 21 05:00 10 7 17 05:15 8 8 1E 05:30 14 8 22 05:45 4 6 1 ~ 06:00 8 10 1i? 06:15 7 2 ~ 06:30 9 4 13 06:45 8 6 14 07:00 10 5 1E 07:15 6 5 11 07:30 2 3 5 07:45 6 0 6 08:00 1 0 1 08:15 3 2 08:30 4 6 1 G 08:45 8 6 14 09:00 4 2 6 09:15 2 2 4 09:30 2 0 2 09:45 0 1 1 10:00 2 0 2 10:15 1 0 1 10:30 1 0 1 10:45 0 0 0 11:00 1 0 1 11:15 2 3 5 11:30 0 0 0 11:45 0 0 Total 272 193 465 Percent 58,5% 4.1.5% Peak 16:00 14:45 15:00 Vol. 48 33 79 P.H.F. 0.857 0.589 0.760 Page 2 L2 Data Collecti®n study #: sixool2 wwW.L2DataCollection.com Kentucky s of victory vot. Count: Volume /Direction Idaho (208) 860-7554 Utah (801) 413-2993 Kentucky Way south of Victory Rd Tech: Judd Meridian, Idaho Type: Axle Hits/ 2 Start 22-Jan-14 ~ ~ Total T_ ime Wed SB NB _ ~ 12:00 AM 0 0 0 12:15 0 0 0 12:30 0 1 1 12;45 0 0 0 01:00 0 0 0 01:15 0 0 0 01:30 0 0 0 01:45 0 0 0 02:00 0 0 0 02:15 D 0 0 02:30 0 0 0 02:45 0 0 0 03:00 0 0 0 03:15 0 0 0 03:30 1 1 2 03:45 0 0 0 04:00 1 1 2 04:15 0 1 1 04:30 0 0 0 04:45 D 0 0 05:00 0 0 0 65:15 0 1 1 05:30 1 6 7 05:45 0 3 3 06:00 1 2 3 06:15 2 2 4 06:30 1 5 6 06:45 2 9 11 07:00 1 6 7 07:15 2 10 12 07:30 2 ~fi 18 07:45 6 14 20 08:00 2 4 6 08:15 2 8 10 08:30 1 8 9 08:45 2 8 10 09:00 4 6 10 09:15 B 6 12 09:30 2 4 6 09;45 & 5 11 10:00 5 1 6 10:15 3 5 8 10:30 2 5 7 10:45 4 1 5 11:00 3 1 4 11:15 4 5 9 11:30 4 4 8 11:45 3 8 11 Total 73 157 230 Percent 31.7% 68.3% Peak 09:15 07:00 07:00 Vol. 19 46 57 P,_H,F._ ___,~_ 0.792 0.719 _,_ _._ _ 0_._7.13____ Grand Total 345 350 695 Percent 49.6% 50.4% Page 3 Study #: 51X0012 Count: Volume !Direction Tech: Judd Type: Axle Hits / 2 Start 21-Jan-14 Percent Peak Vol. P.M.F. L~ Data collection www, L2DataCoilection.com Idaho (208) 860-7554 Utah (801) 413-2993 Harris W of Meridian VOL Harris Street west of Meridian Road Meridian, Idaho Page 1 V I.JV 01:45 `. ~ ~ *~ Study #: SIX0012 Count: Volume /Direction Tech: Judd Type: Axle Hits / 2 I..2 Dadra C®~lec~ion www. L2DataCollection.com Idaho (208) 860-7554 Utah (801) 413-2993 Start 21-Jan-14 Time Tue WB EB 12:00 PM 1 3 12;15 4 2 12:30 2 1 12:45 2 1 01:00 2 4 01:15 2 4 01:30 0 1 01:45 2 0 02:00 6 2 02:15 2 3 02:30 2 2 02:45 1 2 03:00 2 1 03:15 4 4 03:30 2 4 03:45 4 1 04:00 2 5 04:15 1 4 04:30 3 4 04;45 3 6 05:00 2 2 05;15 2 3 05:30 1 0 05:45 S 4 06:0o s 3 06:15 s 2 06:30 5 2 06:45 0 1 07:00 2 0 07:15 1 1 07:30 1 0 07:45 3 0 08:00 0 0 08:15 1 0 08:30 3 0 08:45 0 0 09:00 1 1 09:15 2 0 09:30 0 2 09:45 0 1 10:00 1 0 10:15 1 0 10:3D 0 1 10:45 0 0 11:00 0 0 11:15 0 0 11;3D 0 0 11:45 1 0 Total 88 77 Percent 53.3% 46.7% ____ Peak 17:45 16:00 Vol. 19 19 P.H.F. 0.792 0.792 Harris W of Meridian VOL Harris Street west of Meridian Road Meridian, Idaho Total 6 3 3 6 6 1 2 8 5 4 3 3 6 5 7 5 7 9 4 5 1 9 6 s 7 1 2 2 1 3 0 1 3 0 2 2 2 1 1 1 1 0 0 0 0 1 165 17:45 30 0.833 Page 2 ~..~ Data C®l~ecti®n Study #: SIXDDI2 www.L2DataCoilection.com Harris W of Meridian VOL Count: Volume I Direction Idaho (208) 860-7554 Utah (801 } 413-2993 Harris Street west of Meridian Road Tech: Judd Meridian, Idaho Type: Axls Hits ! 2 Start 22-Jan-14 Time Wed WB 12:00 AM 0 12:15 0 12:30 0 12:45 0 01:00 0 01:15 0 01:30 0 01:45 0 02:00 0 02:15 0 02:30 0 02:45 1 03:00 0 03:15 0 03:30 2 03:45 0 04:00 0 04;15 0 04:30 0 04:45 0 05:00 0 05:15 0 05:30 0 05:45 0 06:00 1 06:15 0 06:30 1 06:45 0 07:00 1 07:15 0 07:30 0 07:45 0 os:oo a 08:15 1 08:30 1 08:45 1 09:00 3 09:15 3 09:30 3 09:45 1 10:00 4 10:15 1 10:30 0 10:45 1 11:00 2 11:15 4 11:30 2 EB 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 1 0 2 2 0 1 0 1 1 1 2 4 2 4 4 6 5 6 2 3 5 5 6 2 2 2 1 2 3 1 2 3 Total Total 33 85 118 Percent 28,0% 72.0% Peak 09:15 07:15 08:45 Voi. 11 21 28 P.H.F. 0.688 0.875 _0.778 Grand Total 121 162 283 Percent 42.8% 57.2% Page 3 ~1LT~~dfZ~ 5TA1°~5 ~Ul3DIVI51dN flPI~RIdI~N, ID,AHd 9 eG x .~~~ 5~x {BILE ~rac~r~~~~ir~c, ~A F~~~ur~~~ 7, 2,01 ~'~ar~ ~ ^> '1'~~t_31 rya°carl~sat,~a I ~ "I'rt~~ ~aY.~iitRs~s, is I'rr;:a1 17s~ir~;. 3S '1'~;tF3: aeijs.~I~ia,g: ~) Report Criteria: Victory Rd-Meridian And Meridian Rd Streets Victory Rd-Meridian Counties:ALL, Cities:ALL - In City And Rural, Meridian Rd Use intersection related crashes Data From: 2012,2011,2010,2009,2008, Year Total 2008 4 2009 5~ 2010 2'i 2011 1 2012 4 Severity ~ Total A Injury Accident 1 C Injury Accident 5 Property Dmg Report 11 Day Of Week Total Friday 1 Monday 1 Saturday 5 Sunday 2 Thursday 1 Wednesday 7 Hour Total ~_ 9 2 10 3 11 1 12 1 13 2 14 3 15 1 16 2 18 1 22 1 Event Name Total Angle 8 Angle Turning 2 Fence 1 Nead-On Turning 2 Rear-End 19 Side Swipe Opposite 1 Side Swipe Same 2 Contributing Circumstance Total Alcohollmpaired ~ 1 Distracted IN or ON Vehic 2 failed to Obey Signal 3 Failed to Yield 2 Following Too Close 4 Inattention 4 None 80 Speed Too Fast For Condit 7 Injury Total Incapacitating 1 None Evident 47 Non-Incapacitating 1 Possible 7 45 5S 59 68 70 ITD-2658 7-99 I. PROJECT DATA SAFETY EVALIJATI®I~I ~~No z Y' a ~',~ar o~~ DISTRICT ROUTE SEG CODE B,M.P. E.M.P. LENGTH AADT TYPE RDWY EXIST, RDWY 3 SH 69 215D 8.14 8.14 SPOT 23.718 33 PROPOSED IMPROVEMENT LOCATION Victory Road and Meridian Road COST {1000) LIFE CONST R/W TOTAL IMPROVEMENT II. ACCIDENT SUMMARY - SIGMFICANCE MO. YR. TOTAL FATAL INJURY 1 + F PDO SV MV WET DRY 12 2008 4 0 0 0 4 12 2009 6 0 3 3 3 12 2010 2 0 1 1 1 12 2011 1 0 0 0 1 12 2012 4 0 2 2 2 TOTAL------ 17 0 6 6 11 D 0 0 D 0 0 AVE. SEVERITY % FOR THIS ROAD TYPE-------- 34.2 65.8 EXPECTED I+F AND PDO ACCIDENTS-------------- 5.8 11.2 DIFFERENCE (DEVIATION FROM EXPECTED)--- 0.2 Q SPOT INTERSECTION (INCLUDE X STREET) STATISTICALLY SIGNIFICANT?------------------------- NO Q SPOT NON-INTERSECTION CONFIDENCE LEVEL--------------------------------------- - ~ SEGMENT (AIL ACCIDENTS) III. TRAFFIC DATA 1 2 3 4 5 6 7 8 9 10 11 12 AADT 1000 TOTAL NO. OF TOTAL TRAVEL sTREE vCF ' ACC/YR MV/YR MVM/YR ACClMV ACC/MVM PRES. FUT. AVE. ~' (3=1) YEARS ACC. (7 T 6 .365(1+4} {9 x MI.) 8 = 9) 8 _ 10) 23.7 4.636 ### 5 17 3.40 10.35 - 0.33 - IV. REDUCTION FACTOR 1 2 3 4 5 6 ... BASE RATE EXPECTED Q.R. CALC. ACC/MVM R.F. ACC/MV(M) ACC/MV(M) MV(M) R.F. 1-(>3 OR 4 (5 ~ 1 0.33 0.58 '` V. SAFETY INDEX CALCULATION {METHOD I) 1 2 3 4 ACC. BEFORE ACC. COST $1000) TYPE NO. COST TOTAL +F 5 6 7 8 9 10 11 PDO $IACC. ACC./YR VCF LIFE 1.00-CRF $BEFORE $AFTER YES + YES - NO 16,363 3.4 ##### 0 #VALUEI ####### #VALUEI SAFETY INDEX = (B OX 10 -BOX 11) =TOTAL COST = #VALUE! _ #VALUE! = 0 ANNUAL SAFETY BENEFIT = BOX 10 -BOX 11 ~ BOX 8 = #VALUE! - #VALUE! _ #VALUE! COMPUTED BY: Chhang Ream DATE: 02/06/14 PROJECT NO.: CHECKED BY: Rachel Chipman DATE: 02/06!14 KEY NUMBER: ~iLTMOi~E ~a7A'(°~~ U~~iViSiON 6~I~i~iiJIAN, I~AH(J aix {~~~.~ ~NGIRIEEP.I~3G, ~e~ ~ F~~~u~~v 7, ~A'94 PAGE C ®__ HCM 2010 TWSC Existing Conditions 1: Kentucky Way & Victory Road AM Peak Intersection _ Intersection Delay, slveh 2.1 Vol, vehlh 135 ` 1 10 27 8 32 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stap RT Channefized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 150 1 11 30 9 36 Stage 2 - - - - 52 - Follow-up Headway - - 2.218 - 3.518 3.318 Pot Capacity-1 Maneuver - - 1430 - 786 895 Stage 1 - - - - 877 - Stage 2 - - - - 970 - Timeblocked-Platoon, °1° - - - Mov Capacity-1 Maneuver - - 1430 - 780 895 Mov Capacity-2 Maneuver - - - - 780 - Stage 1 - - - - 877 - Stage 2 - - - - 962 - HCM Control Delay, s HCM LOS 2 9.4 A Capacity (veh/h) 869 - - 1430 - HCM Lane V1C Ratio 0.051 - - 0.008 - HCM Control Delay (s} 9,4 - - 7,537 0 HCM Lane LOS A A A HCM 95th %tiie 0(veh} 0.161 - - 0.023 - :Volume Exceeds Capacity; ~ :Delay Exceeds 300 Seconds; Error :Computation Not Defined Six Mile Engineering, PA Biltmore Estates Subdivision 21312014 Meridian, Idaho HCM 2010 Signalized Intersection Summary Existing Conditions 2: Meridian Road & Victory Road AM Peak Lane Gonfiguratians ~ '~ ~ ~ ~ ~ ~1A 't TT ~` Volume (vehlh} 16 103 16 28 30 93 18 1213 133 100 349 10 Number 1 6 16 5 2 12 3 8 18 7 4 14 Initial 4 {Qb), veh 0 0 0 0 0 D 0 0 0 0 0 0 Ped-BikeAdj(A_pbT) 1.00 1,00 1.00 1,00 1.00 1.00 1.00 1,00 Parking Bus Adj 1,00 1.00 1.00 1.00 1,00 1.00 1,00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow vehlhlln 176.5 176,5 180.0 176.5 176.5 176.5 176.5 176,5 180,0 176.5 176.5 376.5 Lanes 1 1 0 1 1 1 1 Z 0 1 2 1 Cap,vehih 211 153 24 145 196 166 726 2034 221 281 2371 1008 Arrive On Green 0.02 0.10 0.10 0.03 0.11 0.11 0.02 0.65 0.65 0.04 0.67 0.67 Sat Flow,vehlh 1681 1493 231 1681 1765 1500 1681 3129 341 1681 3529 1500 Grp Volume(v}, vehlh 17 0 127 30 32 99 19 725 706 106 371 11 Grp Sat Flow(s),vehlhlln 1681 0 1724 1681 1765 1500 1681 1765 1705 1681 1765 1500 Q 5erve(g_s), s 1.1 0.0 8.4 1.8 1.9 7.4 0.4 28.6 28.9 2.3 4.5 0.3 Cycle Q Clear(g_c), s 1.1 0.0 8.4 1.8 1.9 7.4 0.4 28.6 28.9 2.3 4.5 0.3 Prop In Lane 1.00 0.13 1.00 1.00 1.00 0.20 1.00 1,00 Lane Grp Cap(c), vehlh 211 0 177 145 196 166 726 1147 1108 281 2371 1008 VIC Ratio(X} 0.08 0.00 0.72 0.21 0.16 0,59 0.03 0.63 0.64 0.38 0.16 0.01 Avail Cap(c_a), vehlh 252 0 530 172 543 461 765 1147 1108 384 2502 1063 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter{I) 1.00 0,00 1.00 1,00 1.00 1.00 1.00 1.00 1.00 1.00 1,00 1.00 Uniform Delay {d), slveh 45.7 0,0 50.9 44,7 47,1 49.5 6,5 12,2 12.2 11.1 7,0 6.4 Incr Delay (d2), s/veh 0.1 0,0 2,1 0,3 0.1 1.3 0.0 1.3 1.4 0.6 0.0 0.0 Initial Q Delay(d3),slveh 0,0 0.0 0.0 0,0 0.0 0.0 0,0 0,0 0.0 0.0 0,0 0.0 °loile Back of Q (95%}, vehlln 0.8 0.0 6.8 1.4 1.6 5.0 0.3 15.8 15,7 1.6 2.9 0.2 Lane Grp Delay {d), s/veh 45.8 0.0 53.0 45.0 47,3 50.8 6.5 13.5 13,6 11.7 7.1 6.4 Lane Grp LOS D D D D D A B B B A A Approach Vol, vehJh 144 161 1450 488 Approach Delay, slveh 52.1 49.0 13.5 8.1 Approach LOS D D B A Assigned Phs 1 6 5 2 3 8 7 4 Phs Duration (G+Y+Rc), s 7.1 17,0 8.1 18.0 7,3 82,1 9.8 84,7 Change Period {Y+Rc), s 5.0 5.0 5.0 5,0 5.0 6.0 5.0 6.0 Max Green Setting {Gmax), s 5.0 36.0 5.0 36.0 5.0 76.0 12,0 83.0 Max Q Clear Time (g_c+i1}, s 3.1 10.4 3.8 9.4 2.4 30.9 4,3 6.5 Green Ext Time (p_c), s 0.0 1.6 0.0 1.7 0.0 43.7 0,1 72.1 Intersection Summary _ _ __ HCM 2010 Ctrl Delay 17.3 HCM 2010 LOS B Notes:'. Six Mile Engineering, PA Biltmore Estates Subdivision 21312014 Meridian, Idaho HCM 2010 TWSC Existing Conditions 3: Meridian Road & Harris Street AM Peak Conflicting Peds, #ihr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - 50 - - 50 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 88 88 88 88 88 88 88 88 88 88 88 88 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 19 0 5 0 0 1 0 1485 1 0 430 1 MajorlNlinor Minor2 Mlnor1 Major! Major2 Conflicting Flow AB 1173 1916 215 1701 1917 743 431 0 0 1486 0 0 Stage 1 430 430 - 1486 1486 - - - - - - - Stage 2 743 1486 - 215 431 - - - - - - - Foliow-up Headway 3,52 4.02 3,32 3.52 4.02 3.32 2.22 - - 2.22 - - Pot Capacity-1 Maneuver 147 67 790 60 67 358 1125 - - 448 - - Stage 1 574 582 - 130 186 - - - - - - - Stage 2 373 186 - 767 581 - - - - - - - Timeblocked-Platoon, °!° - - - - Mov Capacity-1 Maneuver 147 67 790 60 67 358 1125 - - 448 - - Mov Capacity-2 Maneuver 320 172 - 123 172 - - - - - - - Stage 1 574 582 - 130 186 - - - - - - - Stage 2 372 186 - 763 581 - - - - - - - Approach EB 4N8 hi6 :: SB _... . HCM Control Delay, s 15.7 15,1 0 0 HCM LDS C C Minor-Lane /Major Mvmf NBt_ t~BT NBR EBLn1 UUBLn1 '' SBL 5BT SBR Capacity (vehlh) 1125 - - 361 358 448 - - HCM Lane VIC Ratio - - - 0.066 0,003 - - - HCM Control Delay {s} 0 - - 15.7 15.1 0 - - HCM Lane LOS A C C A HCM 95th %tile Q{veh) 0 - - 0.211 0.01 0 - - Notes Volume Exceeds Capacity; $ :Delay Exceeds 300 Seconds; Error :Computation Not Defined Six Mile Engineering, PA Biitmore Estates Subdivision 2!3/2014 Meridian, Idaho HCM 2010 TWSC Existing Conditions-MITIGATION 3: Meridian Road & Harris Street AM Peak intersection Delay, slush Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, Peak Hour Factor Heavy Vehicles, % Mvmt Flow Conflicting Flow All Sfage 1 Stage 2 Fol#ow-up Headway Pot Capacity-1 Maneuver Stage 1 Stage 2 Time blocked-Platoon, Mov Capacify-1 Maneuver Mov Capacify-2 Maneuver Stage 1 S#age 2 HCM Contro# Delay, s HCM L05 0.2 a o o a a o 0 0 0 0 0 0 Stop Stop Sfop Stop Stop Stap Free Free Free Free Free Free - - None - - None - - None - - Nane - - - - - - 50 - - 50 - 0 - 0 - - 0 - - 0 - - 0 - - o - - o - - a - - o - 88 88 88 88 88 88 88 88 88 88 88 88 2 2 2 2 2 2 2 2 2 2 2 2 19 0 5 0 0 1 0 1485 1 0 430 1 1173 1916 215 1701 1916 743 430 430 430 - 1486 1486 - - 743 1486 - 215 430 - - 3.52 4.02 3.32 3.52 4.02 3,32 2.22 147 67 790 60 67 358 1126 574 582 - 130 186 - - 373 186 - 767 582 - - 147 67 790 60 67 358 1126 320 172 - 123 172 - - 574 582 - 130 186 - - 372 186 - 763 582 - - 15.7 15.1 C C 0 0 0 14$6 0 0 - - 2.22 - - - - 44$ - - - 448 - SB 0 -_ Capacify (vehih) 1126 - - 361 358 448 - - HCM Lane VIC Ratio - - - 0,066 0.003 - - - HCM Control Delay (s) 0 - - 15.7 15.1 0 - - HCM Lane LOS A C C A HCM 95th %tile Q(veh) 0 - - 0.211 0.01 0 - - No#es Volume Exceeds Capacity; ~ :Delay Exceeds 300 Seconds; Error :Computation Not Defined Six Mile Engineering, PA Bilkmore Estates Subdivision 2/3/2014 Merid+an, Idaho HCM 201 D YWSC Existing Conditions 1: Kentucky Way & Victory Road PM Peak Intersection _.._ _ _. Intersection Delay, slveh 1.5 Vol, vehlh 59 4 37 183 1 23 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channeiized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, °l0 0 - - 0 0 - Peak Hour Factor 98 98 9$ 98 98 98 Heavy Vehicies, % 2 2 2 2 2 2 Mvmt Flow 60 4 38 187 1 23 Stage 2 - - - - 262 - Foilow-up Headway - - 2.218 - 3.518 3,318 Pot Capacity-1 Maneuver - - 1538 - 670 1003 Stage 1 - - - - 961 - Stage 2 - - - - 782 - Time blocked-Platoon, % - - - Mov Capacity-1 Maneuver - - 1538 - 651 1003 Mov Capacity-2 Maneuver - - - - 651 - S#age 1 - - - - 961 - Stage 2 - - - - 760 - A roach t!B WB NB HCM Control Delay, s 0 1.2 8.8 HCM LOS A Minor Lane /Major Mvmt NBLn1 EBT EBR ' WBL WBT Capacity (vehJh) 981 - - 1538 - HCM Lane V/C Ratio O,D25 - - 0.025 - HCM Control Delay (s) $,8 - - 7.4 0 HCM Lane LOS A A A HCM 95th %tile Q(veh) 0.077 - - 0.075 - ;Volume Exceeds Capacity; $ :Delay Exceeds 300 Seconds; Error :Computation Not Defined Six Mile Engineering, PA Biitmore Estates Subdivision 2/312014 Meridian, Idaho HCM 2010 Signalized Intersection Summary Existing Conditions 2: Meridian Road & Victory Road PM Peak Movement f=BL EBT EBR WBL WBT WBR NBL NBT NBI~ SBL' SBT SBR Lane Confgurations ~ '~ ~ '~ ~ ~ '~'~ ~ ~~` ~° Volume {veh/h) 33 54 18 126 110 149 19 534 56 105 1174 28 Number 1 6 16 5 2 12 3 8 18 7 4 14 Iniiial Q (Qb}, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-BikeAdj(A_pbT} 1.00 1,00 1A0 1A0 1,00 1,D0 1,00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1,D0 1,OD 1,00 1.00 1,00 1.00 1.00 Adj Sat Flow vehlhlln 176.5 176.5 180.0 176.5 176,5 176.5 176,5 176.5 180.0 176.5 176,5 176.5 Lanes 1 1 0 1 1 1 1 2 0 1 2 1 Cap,vehlh 195 139 46 249 247 210 282 1930 2D3 549 2242 953 Arrive On Green 0.03 0.11 0.11 0.06 0.14 0.14 D.02 0.61 0.61 0.04 0.64 0.64 Sat Flow, veh/h 1681 1268 423 1681 1765 1500 1681 3140 331 1681 3529 1500 Grp Volume{v), vehlh 35 0 76 134 117 159 20 319 309 112 1249 30 Grp Sat Flow{s),vehlhlin 1681 D 1690 1681 1765 1500 1681 1765 1706 1681 1765 1500 Q Serve(g_s), s 2,2 0.0 5.0 7.0 7.3 12.2 0.5 10.1 10.2 2.8 23.9 0.9 Cycle Q Clear(g_c), s 2.2 0.0 5,0 7.0 7.3 12.2 0.5 10.1 10.2 2.8 23.9 D.9 Prop In Lane 1.00 0,25 1.40 1,00 1.00 0,19 1.00 1,00 Lane Grp Cap(c}, vehlh 195 0 186 249 247 210 282 1085 1049 549 2242 953 VIC Ratio(X} 0.18 0.00 0.41 0.54 0.47 0.76 0,07 0,29 0,30 0,20 0.56 0.03 Avail Cap(c_a), veh/h 217 0 566 249 621 528 318 1123 1086 565 2277 968 HCM Platoon Ratio 1.00 1,00 1.00 1.00 1.00 1.00 1.fl0 1.00 1.00 1,00 1.00 1.00 Upstream Filter{I) 1.00 0,00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), siveh 45.3 0.0 49.5 42.8 47.3 49,4 10.1 10.8 10.8 7.5 12.3 8.1 Incr Delay (d2), siveh 0.2 0.0 0,5 1.3 0.5 2.1 0.1 0.2 0.2 0.1 0.4 0.0 Initial Q Delay(d3)s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (95%), vehlln 1.7 0,0 3.9 1.3 5.9 8,2 0.3 7.0 6.8 1.7 13.9 0.5 Lane Grp Delay (d), siveh 45,4 0.0 50.0 44.1 47.8 51,5 10.1 11.0 11.1 7.6 12.7 8.1 Lane Grp LOS D D D D D B B B A B A Approach Vol, vehih 111 410 648 1391 Approach Delay, siveh 48.6 48.0 11.0 12.2 Approach LOS D D B B Timer Assigned Phs 1 6 5 2 3 8 7 4 Phs Duration (G+Y+Rc), s 8.4 18.1 12.0 21,7 7.4 79.4 9.9 81.8 Change Period (Y+Rc}, s 5.0 5.4 5.0 5.0 5.0 6.0 5,0 6.0 Max Green Setting (Gmax}, s 5.0 44.0 7.0 42.0 5.0 76.0 6.0 77.0 Max Q Clear Time (g_c+11}, s 4,2 7.0 9,0 14.2 2.5 12.2 4.8 25.9 Green Ext Time (p_c}, s 0.0 2.6 0,0 2.5 0.0 61,2 0.0 49.4 HCM 2010 Ctrl Delay 19.2 HCM 2010 L05 B Six Mile Engineering, PA Biltmore Estates Subdivision 213/2014 Meridian, Idaho HCM 2010 TWSC 3: Meridian Road & Harris Street Existing Conditions PM Peak Intersection 0.3 Vol, Vehth 15 0 3 0 0 2 3 604 0 1 1236 8 Conflicting Peds, #Jhr 0 0 0 0 0 0 4 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - 50 - - 50 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, °I° - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 15 0 3 0 0 2 3 623 0 1 1274 8 Major/Minor tylinor2 Minorl ' Major1 - Major2 Conflicting Flow All 1598 1909 641 1268 1914 311 1282 0 0 623 0 0 Stage 1 1280 1280 - 629 629 - - - - - - - Stage 2 318 629 - 639 1285 - - - - - - - Foilow-upHeodway 3.52 4.02 3.32 3.52 4.02 3.32 2,22 - - 2.22 - - Pot Capacity-1 Maneuver 71 68 417 125 67 685 537 - - 954 - - Stage 1 175 235 - 437 474 - - - - - - - Stage 2 668 474 - 431 233 - - - - - - - Time blocked-Platoon, % - - - - Mov Capacity-1 Maneuver 70 68 417 123 67 685 537 - - 954 - - MovCapacity-2 Maneuver 163 206 - 311 202 - - - - - - - 5tage 1 174 235 - 435 471 - - - - - - - Stage 2 662 471 - 427 233 - - - - - - - HCM LOS s D 10.3 B 0.1 Minor Lane ! Major Mvmt NBL NBT NBR EBLn 1 WBLn1 - SBL , SBT SBR 0 Capacity (veh/h} 537 - - 181 685 954 - - HCM Lane V/C Ratio 0.006 - - 0.103 0.003 0.001 - - HCM Control Delay {s) 11.743 - - 27.1 10.3 $.778 - - HCM Lane LOS B D B A HCM 95th %tile Q(veh) 0.017 - - 0.337 0.009 0.003 - - Notes Volume Exceeds Capacity; $ :Delay Exceeds 300 Seconds; Error :Computation Not Defined Six Miie Engineering, PA 8ilfmore Estates Subdivision 21312014 Meridian, Idaho HCM 2010 TWSC Existing Conditions -MITIGATION 3: Meridian Road & Harris Street PM Peak Vot, veh/h 15 0 3 0 0 2 3 604 0 1 1236 8 Conflicting Peds, #Ihr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelizetl - - None - - None - - None - - None Storage Length - - - - - - 50 - - 50 - 500 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Fiow 15 0 3 0 0 2 3 623 0 1 1274 8 Major/Minor Minor2 Minorl 'Majorl M ajor2 Conflicting FiowAll 1594 1905 637 1268 1905 311 1274 0 0 623 0 0 Stage 1 1276 1276 - 629 629 - - - - - - - Stage 2 318 629 - 639 1276 - - - - - - - Follow-up Headway 3.52 4.02 3,32 3.52 4.02 3,32 2.22 - - 2.22 - - PotCapacity-1 Maneuver 72 68 420 125 6$ 685 541 - - 954 - - Stage 1 176 236 - 437 474 - - - - - - - Stage 2 668 474 - 431 236 - - - - - - - Time blocked-Platoon, °I° - - - - Mov Capacity-1 Maneuver 71 68 420 123 68 685 541 - - 954 - - Mov Capacity-2 Maneuver 164 207 - 311 204 - - - - - - - Sfage 1 175 236 - 435 471 - - - - - - - Stage 2 662 471 - 427 236 - - - - - - - Approach EB INB NB SB HCM Control Delay, s 26.9 10.3 0.1 0 HCM L~5 D f3 ... ... ........ ...... .. Minor Lane 1 Majot~ Mymf ........... . iVBL NBT ~3BR EBLn 1 -WHEW 1 SBL SBT SBR Capacity (vehlhj 541 - - 183 685 954 - - HCM Lane V/C Ratio 0.006 - - 0.101 0,003 0.001 - - HCM Control Deiay (s} 11.693 - - 26.9 10.3 8.778 - - HCM Lane LOS B d B A HCM 95th %tile Q(veh} 0,017 - - 0.333 0.009 0.003 - - :Volume Exceeds Capacity; $ ;Delay Exceeds 300 Seconds; Error :Computation Not Defined Six Mile Engineering, PA Biltmore Estates Subdivision 213/2014 Meridian, Idaho ~~~r~~~~ ~~~r~~~~~ au~r~ivi~~o~a sc ~-..__=•.:mxwsriaca~~acs~r-r~sc:~~ v r.ssr~;i -~ ~~ fix ~Ai~~: ~'~c~u~~r~irrc, PA P~~~u~a~v 7, 2Q~4 Pace ~ ~°?. i3iltmore Estates Subdivision ACRD Right-Turn lane Guidelines for 7tvo-Lane Roadway GV14 ~.P/ I Klentucky W y I E8 I 35 I 1 ~ 4 I 136 I 63 ~ No I No No sac iti;%;+ tZ ~ as d 3 ~J 3 H s+ ao ac+ 'z zc~ f ~ ~~~,,i aloes Roa speed ~ 44 rnah 30 ~nalh;+ 45 a~iph ti~70 kn~~'h ,odd Right-Tur tang 5+~ n1E ~fry {a0 F:n iFi;~ s ~„ ~a- ~y0 kn-~~ _> ECi mph y g1dC m+h~ .~.-~ ~ 243 300 ~~?D 5~~+_~ 806 360 84J E04 144D 11D0 1230 MaJor- Road Volume -One Direction (vph) ~1~AM peak hour ~ PM peak hour ~ittmnre Estates Subdivision ACNt7 Right-Turn lane Guidelines for Two-Lane Roadway ~~ ~ Kentucky W y I E8 I 35 I ~. I 4 I 149 I 69 1 No I_ No I No aaa t~_~~ Q ~ are v Ar5 ~- i N t an ~c, K 'fajc~~-Roo apeecl < 4L'+ rnpFr t "0 S:n'o-,~h y 45 a'nph x'7C knrlh .odd Fiphk-Tu D.anF so ~» i ~n ?,~0 stirs ~'hj ~s ~„11r {g0 knrl _> 6L1 n~p~ (1 Ltb m~hj .::;.,eta. .__._ __ 203 's00 4~~D 5L~3 ®00 7D0 8D~C• 9D0 '1000 1700 1~~~D Major- Road Volume -One Direction {vphj ~1AM peak hour ~ #~ PM peak hour Biitmore Estates Subdivision ACND Right-Turn Lane Guidelines far Two-Lane Roadway 2016 (Phase 11 Site+Back~round Traffic Posted Right-Tur n Volume .'Major-Road ACRD Ri ght-Turn No. - Intersection Direction Speed..- AM PM AM PM AM PM Warranted ~'''„'~ 1 Victory Rd and EB 35 3 12 151 77 No No No ~,.. Kentucky Wy ,ae 32~« F 4'« L 0. Pis G1 tr s > >._ c 3 H f+ s as ~L~ ~~ ~1 9ajor-Roa speed ~ 4Ll nlael i o i<.nl~~h} ~~ nlp~h (i Q kn~'h ,odd Ri~ph[-Tcor Lanz SrJ mi .h DSO &:n th;~ ~~ ~„~,I- {90 fin',l 1 _~ EO rnpEl {16L1 mph} .-`D,yl as^DD 45D c~~^« 60D FDD 80~_~ BDO 10DR 17D0 1~?D Major- Road Volume -One Direction (vph} ~1~AM peak hour ~3 PM peak hour Biltmore f=states Subdivision ~tCHD left-TurnlaneGuldeiinesfor7wo-lane Road less Than or Equal to 4D mph 2D14 Existing Traffic Advancing Volume. 1e~t-Turn Voiume :Opposing Volume ACHD Left-Turn {vphj (%) (vph) 1Narrant Check No. Intersection Direction AM PM AM PM - - AM PM AM PM': Warranted ~;_ ~ Victory Rd and WB 37 22D 27% 17% 136 53 No No No °~,- Kentucky Wy a35 Pei-toms 30°.b 2C~°5 1o~rS 1a% :Sn V~ z m m E O ap C .~ O a a O tlVL' aao ~~, Acid Left-T Lan e rn e~c~ e•ac 4'JG 3~G .~ - Ido Laft-tu -n Lane ~ 2ac~ 1oc ~~1 C~ iC0 2rJ!i 3C~~ 9+JQ 5C~7 20C 70J Advancing Volume (vph} ~1~ AM peak hour ~ ` PM peak hour Biltmore Estates Subdivision ACND Left-Turn Lane Guidelines forTwo-Lane Raad Less Than or Equal fo 40 mph 2016 (Phase 1- Background Traffic Advancing Volume 'Left-Turn Voiume Oppasing Volume ACHD left-Turn (vph) (%) (vph) Warrant Check :. No. Intersection I)Irettion AM PM AM -PM AM PM AM - PM Warranted ~ ~ Victory Rd and WB 41 238 24% 16% 149 69 No No No 1 KentuckyWy E~",fi Ce;t-Sums ~~D°fb 7u"h 16fi 1a45 znl/n a a 0 oa c .N 0 a ovv ~~ Acld left T rn II ~DG, LaEa e eao Sao 4DL5 3aO Oho lefE-tu n Lane .1 2fl0 1DC C \J `.,.1./ 2~ C.~ 1C~J Sao 3Gfl 4flG bC~D 6flG 'rDa Advancing Volume (vph) 1 AM peak hour ~ 1 PM peak hour i3iltrnore Estates Subdivision ACRD Left-Turn lane Guidelines f orTwo-Lane Road Less Than or Equal to 40 mph 9r1161DMncc 1 t ~i+o i Ra~4arni ~n~l Traffir Advancin g Volume Left-Turn Volume Apposing Volume ACRD Left-Turn' No. )ntersection Direction AM PM AM PM AM PM AM PM Warranted'. 1 ~ ~ Victory Rd and WB 45 251 31% 20% 151 77 No No No ~,._ Kentucky Wy 4~°h 2995 75% 1~D93 ,=n tfn B7C 7eC~ 69G 'C 5D6 O. d 9 BOG O DA G p 300 d d O 2aa i ~ac 0 9 ~r Acld Left-Tu Lane rn hto Left to f~- n Lane - ~1> ~~,1 ico 200 aca aoa se^ Advancing Volume (vph- eaa roa ~1 ~ AM peak hour ~ <7 PM peak hour ~iltmore Estates subdivision ITD Right-Turn LdneAnalysis 2014 Existing Traffic Right-Turn Highway- Posted Volume Volume per Il'l7 Right-Turn Speed (vph) Single Lane Warrant Check No. Intersection ' Direction (mph) AM PM AM PM ,4fVl PM Warranted 3 Harris Stand ~ ~ SB 55 1 8 190 623 No Yes Yes Meridian Raad ~s'~ Harris St and NB 55 1 0 654 304 No Na No Meridian Road c ~ ~Dt e? a~ _c ~ ~t3( a~ id 4th 0 c~ 3~t ® 2t9t ~ ~ ~90~ 0 ~AM peak hour 3 PM peak hour 5 ~ 1 tl 15 2~ ~~ [~HV or ~-verage Peak-Hour Volu~tte o~iP'~/ehioles Turning fight Into the A~eess ~iltmore Estates subdivision ITD Right-Turn lane Analysis LUlb Harris St and 3 SB 55 Warranted with existing traffic ~, Meridian Road Harris St and 4~ NB 55 1 0 688 320 No No No ~,,,~ Meridian Road -t 6~E ~ ~Ot ~. a. ~ q.p{ a ca 30( ~ 2~l( ~. ~ ~10C ~`e 0 0 ~~AM peak hour ~ 3~ PM peak hour ~ g 1d 15 20 25 ~HV or Average Peak-Hour Vola~me of Vehicles 'Furning Right Into the Access Biltmore Estates Subdivision fTl7 Rfght-Turn Lane Analysis 201fi Site + Background Traffic Right-Turn Highway, Posted Voiume Volume per ITD Right-Turn Speed (uph) Single Lane Warrant Check No. Intersection Direction (mph) AM PM AM PM AM PM Warranted ~ ~3) ~ Harris St and Meridian Road SB 55 Warranted with existing traffic ,~"~~ Harris St and Meridian Road NB S5 1 0 688 321 No No No as -~ 60! cu ~ 504 a~ tL ~ 40( 0 a~ 30t ~ 20( ~90C a ~ $ ~0 ~~ zo ~~ C1HV or Average Peak-Flour V©lume afi Vehicles 'I"urning l~lght Into the Access AM peak hour ~ PM peak hour Biltr<tore Estates Subdivision ACRD Right-Turn Lane Guidelines for Two-Lane Roadway 2018 f Phase 2) Backeround Traffic Major-Road Posted Right-Turn Volume Volume-One ACRD Right-Turn °5peed {vph) Direction{vph} Warrant Check No. Intersection Direction '('mph} AM PM AM PM AM PM Warranted Victory Rd and 1 C~ EB 35 3 12 165 84 No No No Kentucky Wy ac' ,.~~ a ~ p:i 0 ~ ,~ ~~ 3 r t °° a 2•~ ~ ,.., t 1 ~~,,1 ,a,,, lajoe--Roo speed ~ 40 rnp3, t "0 5.ni~OhS dS o„ph ~7C' ltma'h Add Right-7ur~ Lance 50 n,[ .h {00 Sin ~h;~ ~s rnpr ~c~0 knti: 5 .n 66 !»y'~~t { 9 Lid m'h} sno ac:a ~.~,a ao^ ~c~o aa~ too lane 7700 ,~~.,r+ Major- Road Volume -One Direction (vph) ~1~ AM peak hour ~ 1 PM peak hour ~~ Biitrnore Estates Subdivision RCHL) Right-Turn Lane Guidelines for Two-Lane Roadway euia ~rnase e~ m[e t nacKgruuna a rams I~-~~ I VKentucka W y I EB I 35 I 5 I 19 ~ 167 I 91 I No ~ No I No ;,a~~~ LJ S a > ~. m E 0 ? ,~,~ c H .c hp ~~~ t 1 ~~ ~~~a ',ajor Raa seed •~ 4C mpS~ i '0 Fin31h;+ X15 Pilr}f1~ ~~ Etirdh Add Ri~prit-Tore ~ 3r1~ {b0 F:n phi 'tug 611~})- •(9Q knr! =y 6C nte6~ (10C1 mph} 2C~~ S00 4+,0 .,7•~~ 800 X00 80?+ P00 1000 1'100 13.0 Major- Road Volume -One Direc#ion {vph} ~ °° 1~AM peak hour ~ 1 PM peak hour ~~_. ~iitmnre Estates Subdivision ACRD Left-Turn lane Guidelines for Two-lane Road Less Than or Equal to 40 mph 2018 (Phase 2) 0ackground Traffic Advancing Volume 'Left-Turn Voiume ,Opposing volume ACRD Left-Turn (vph) (%) {vph) 'Warrant heck 'No. Intersection Direction AM ' AM AM PM AM PM - AM ,' PM Warranted ~1 ~ Victory Rd and WB 49 270 28% 19% 165 84 No No No .~/ Kentucky Wy 87C .OG eac ~, s;aa ~, E ~ 5.~6 O 7 aq c p 3~OG d Q. Q 2OG 1 ~06 Advancing Volume (vph) ~1~ AM peak hour ~ PM peak hour ~~ TCO 2`OQ 2.C~ 40fi SCa COG, 7O~D Bilfmore Estates Subdivision RCND Left-Turn Lane Guidetfnes for Two-Lane Road Less Than or Equal to 40mph 9ti~ A ! b{~~eu 71 Cifc .t R~r4arn~ mA Tr~Ffi r Advancing Volume Left-Turn Volume ApposingVolume ACND Left-Turn {vphj {!) {vph) Warrant Check No. Intersection Direction AM PM AM ' PM AM PM AM PM Warranted (_ Victory Rd and W8 52 278 o 33/ 0 21/ 167 91 No No No \.,...~ Kentucky Wy 5% t'e3-turns 8~G -oo e~G L 5DG a m E a ~aa 0 9 cn c ~ 3~7G m a O ?flc 1 "Do ~D°h 2G4S 1Sr~ td9b =n Vh ~~ Add Left-TL rn Laioe Iti -' - No Leff-tu n Frans ~ \~ S7 'i6D 2D0 3CD 4ilO SC'D CDG 70il" Advancing Volume (vph} 1 qM eak hour ~ 1 PM peak hour ~iltmore Estates Subdivision ITD Right-Turn Lane Analysis 5 ° 'i U '15 ~0 25 DIiV or Average Peak-Hour Volume +af Vehicles Turnbng Right Into the ~-ccess ~. ~3 ~AM peak hour ~ 3 PM peak hour ~,~ 13iltmore Estates Subdivision 1TD Right-Turn Lane Analysis 2018 (Phase 2) Site ~ Bacic~roi Traffic Harris St and ~3~ SB 55 Warranted with existing traffic Meridian Road d`'"":~ Harris Stand NB 55 2 2 724 339 No No No Meridian Road -~ 600 cu e ~ X00 ~ 400 0 ca 300 ~ 200 ~ 180 ~_ 100 0 0 13HV ar,~ver~c~e i~~eak-Hour Volume of Vehicies Turning Right Inca the i4ccess ~AM peak hour ~ PM peak hour ~iltmore Estates Subdivision IUCHRP 457, Figure Z - 4. Guideline for determining minor-road approach geometry attwo-way stop-controlled intersections. Harris Street and Meridian Road Intersection 2018 (Phase 2) background Traffie AM INPUT Variable Value Major-road wlume (total of both directions), veh/h: ' 1,899 Percentage of right-turns on minor road, %: 14% Minor-road volume one direction , veh/h: 43 OUTPUT Variable Value Limiting minor-road volume (one direction), veh/h: 44 Guidance for determining minor-road approach geometry: ^ 500 r_._...._---------------_- ____._.._____.___..----_.____---__--, ~ ~ Consider tw o approach ianes~ V ~ 400 ~------------------------------------------__ _____--------- ~ ', ~ ® 300 -------- 3..-------------------------------- ------------------------------ --------- ----- „d ~ ! 200 ----------- -- .---------------- -------------------------------------------- ~ 100 ------------------------------------- - ---- ~ One approach lane is o.k~ ,., ~. I .. FS /,.rs. a 200 400 600 800 1000 1200 1400 1600 1800 2000 Major-Road Volume {fatal of both directions), veh/h i3iitmore Estates subdivision /VCNRP 457, Figure 2 - 4. Guideline for determining minor-road approach geometry attwo-way stop-controlled intersections. Harris Street and fV9eridian Road Intersection 2018 (Phase 2) Site ~ Background Traffic AM INPUT Variable Value Major-road wlume (total of both directions), ~h/h: 1,907 - Percentage of right-turns on minor road, %: 12% Minor-road +rolume one direction , vehlh: 69 I O UTP U7 Variable Value Limiting minor-road wlume (one direction), veh/h: 43 Guidance for determining minor-road approach geometry: }'..3 ~ ~~~{ ~ f ~1.::Y ^~~ Y +• 0 ~s E~ ~ ~ 0 ~. O sm Consider two approach Panes 500 400 300 200 100 One approach lane is o.k. 0 i _ _ ~_.._.. 200 400 600 800 1000 1200 1400 1600 1800 2000 Major-Road Volume (total of both directions), veh/h Il.~l PJIUt~~ ~~'1~1'T'~~ ~U~I~IVI510N ~. _ l° ~91X IUIIL~ ~NGIRI~GRIPIU, PEA F~~3t~UAf2`A 7, 2~9~~,~~~.~. PE1GF 2015 Build: 2015 DemoQraghics on 2015 Network 9604 96'OO~.Q~``~, F4K00 " ~ F 99DC _. -50004 + _ 545b: Z. O __ ~ ~ .._ _.. _... ~ _ _ --.___.. to ,_. ,_. ._.. 59300 ~D , 49900__.-. - 940p ...,r991~D ~ ~ ~ ~ ~ po 17(104 940'v~ ~~ ~ and Rd. " ~ ~ ~ -0 2~d~D N (V ?5~!~ 2'li)0 z" ~ ~Cr' 1 - 00 ^344 ~n~ ~- ,.~00 .G,~,~- -- _ '~~n4 7c,i--~ ~~UC.~_ b ~o v c J v 0 'D ~ 4 O O C J q .~ ' ~ O ~ r Q a~ < ~ J Victory Rd )0 700 700 700 8 70 ~) 800 600 7 m b ~~ ~ C~ Q O Q G b w t~~ -o r o. ,"SJ Q b O q ~ ~ r ~ .- ~ ~ J 5 ~ D i C t ~1, ...,,, t Ei ~~ :C)i) 'fi4 r 5 = n ~ N ~ O O 0. O CJ U O C~ (~7 ):1UAG12011 ModeiiBaselTlPlBase±FY1418 ~~L.!! 1~ 7•.. ~ ,./ 0 3verland Rd. } rz UV 16> o i o w 1500 J00 10D _ 1500 ~ 900 _ 9Q i 0 N O) ,-. ~ fji, ~ .~ I I-84 E5000 'UUO &8904 -- I-84 ~ rn 0 0 0 9~:i0 1f500 z ~ t-; Y u U p N ~N ~ a Qi P ~ O O ~ O ~ o O O O •x -~ me ~- `o - ~ <~ ~ '., Y'. TJ 11~ vrcrory Rd s ~~ w c. vp 800 ~ c~ II r Victory Rd 9DD _~ 700 ~_~`8p01 ?_600 2600 _. 800 Q> ~~n -~.._M~------- m ;., ~ ~, 2600 ?.600 ~ ;~ z ;.~ = ~- - rn c u` ` ,_ I 940 +340 d0o 64.._..._.___-- i _.._. 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O O (t~ O I~ (O r' pi~ c_ ~i N ~~ N ~ ~'s Victory Rd = ~ ' ~-' `300 ~ - Victory Rd .9~p yi300 -- 2800 2if00 R00 ?..300 ------2700-- ~ ~ E', 100 f00 C.~ L7 C1 I6~J(i 8L'l) - 1':iDO 300 Q ~1 ,~y. i ~_ I Amiiy =S.,e~ i 2600 2600 2100 270 _.. ~~2500 2500 ~~ Zv00~~~ 260 D:\UAGi2011 ModeRBasetTlP\Base1FY1418\b2018\ROUN ~l1JLL1~ O O O O a ~ Victory Rd Victory 2.900 'L600 7.500 3500 2800 2600 2_SOD '3500 Ui (P fJ O o n O C O O ~•, N r v ro a m 0 n 1? ~ t ~ 3 V O J O O O t7 ~ (O M <~ v 0 Rd o a ~~ ~ 2700 2900 _"- ~ 2G00 2800 a !Y } `J b M M ~ (4 tV V O J 0 0 !; '~ ;'I It] '_f~ll€il"i~.li~l /'' ;-'~~~t .li"l~J ~ ..:~li-1 (ill 201$ Pea!< Build: 2018 demographics on 2018 Network 1/14/2014 _ _.._ z v - bit i~~ :!~ Sp 1 ~ . E 3972 -, 384 _~ a;1 i °- 3392 ~ `~ ^~O.%- - 1362_ f3g4,~ _- ° ' i_gq j __ .,- 'r -' --. u~i - 4745 _ _.._... 2927 2927 ~57p -2""85.7 _ ~,h4~`~ 2357 _ - -Z39~Lgq -- 341 _ _ - _ _ 57U 57 ~,''S i /,J ; 42tiA I-84 ~ ~ `i 3 cn ' 2 ~ 6 ~o 0 Rd. ;. _ , w ._ ( s ;.. ,.~~ _ .... :~zo '••i'` a3E) ___.... ~._. =~80 7116 91 u2G _T - S:s'. __ _ .---._ ~J i w ~wer(and Rd. d ~- •n a ~ ~ a ``% ~t N o 47 v N ~ I 2' N ~ ~ } ~, 'a ~ cp o ~ ro a v iy '_`-r ~ ~ _ 32 _ -_ IqB ~ toU~_ __ ~~ J 9 ~ ~ ~ ~ ; R2 hb ~ I >\\ / %i ~ ~ ~ / a ~ v W ~n m ,1 ~ a~ i ~n ~ n ` - !r. ~ p c (JJ '~ U D J ~ ' j i ~; ~ I ~, o u~ v ~ ~ nt ! b:; ~ ~ x -.:' t. ~ ~.a ~•~ ` ~ F ~~ , ,, ~. ~ ,~ ~ ~ ~ r i vo J I r t Victory Rd ~ (, Y C 78 Rd ~ -' ? ,i V(ctory Rd o ~__ ~ ~ Victory Rd Vi 71 7U 7o S2_ 8G , ' -._ ~ 288 2.85 290 268 . _ 261 , . _ C 50 50 58 Ei2 m3,, I 2?_?_ __. -______ 220 _- I --..--"- "- 227..._.- ._.~ 261 _ tU2 -__. 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JJ- ~33`l~ N ~1rEl . _ _._ _-~ --___--- ~ i:,.~`C ' 1_'~l ./ :3~i.~i - {.....J~ ~~.~+~~ J~~'s f) ~i ~ r Jverland Rd. ; ~ ~o ~ I v> ~ ~ v o ~~' : o ° i ~ ~ ' + i i c~ o n~ r ~ c:w U' r 'n a u o gy N V ~ - - w UO O p - -$ ~ ~- E U p p V ~ ~ ni ni _ ~ 150U j 1000 t0 ~ _---r ......-__.- - 1 Gt1 ~O pV , 1500 i 1000 i~ \ ,~h f q ° D '~` 1 a tY ~ ~ ~ ~ n > i ~~~ QO ~ y > o ~ mole` o ~ r =' ti ~. w ~.I _ `~ ~ o ro ~° ° i ~° 7 'C N -t N ~ i v o ~ ~ ~i~ vNi m i o ° T~ N nt w cmnc' ~ S i-~ ,.ir ~ U cU ~ ~y yl o O O U ~! N Victory ad = '~ ± ~~ o Victory Rd _ ,RUO a ; `'> Victory Rd ` Victory Rd Vict~ U 900 900 90U 9U0 f000 _ ~ ~ `~' UO ! ~ ~ - / pv 800 ~ LBQU It 00 c 2.00 ?.500 2600 -- _ 3 ._.- i D r) 700 ~ 70U ~ ~~ l00 900 c~ ~ 800 2800 2700 ~ 2$00 2G00 ?_500 3 n~ cn n~ .P ~ 2V0 i ,;. S ;s ~ a o a Q .~O `r ~ ~-' ~ :; n~ ~ 0 0 _.~ .a ~> t i ~ o m ~7 G L ~ ~ u o ~ } N N a p C> t ~ n -. 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G~~' w m c~ - nd Rd. ~_ ~ Overland f ., 3;iu 3~'s 3.5~ u;3s ".gI %i, ri2> ;~"s~ +~f5 v~4~ '~."',s.3 c3;i __ - ---~ y ` ~ r; ~ >' I .) - 28? S?8'. ~ ~ f 3 - = 3J? E~'~2 tJ41 t~~%(i krz7_ N ~ ~! c _r ~' F- '~O ( j C .~ O N N c CV J 0 N CU ~ ^'verland Rd. '~ ~ ~ ~ ~ ~ N zr Ur ~ ~ N .p r M ~ .ts J ~ j v 0 14'T 10f1 32 ~ '. 9 <~ ~ ~ V i / 7 ~ co rn ~ m ~~ 4~ i ~L o - cs, a n is .~ E.., co ::, /„ ~ u~ ~ ~ N o , Y %: v, ~ _ ~ U O J N C) M i ~~ b h)~~ M N Q. ~ ~~+J f'; `) .. ~ <V M "a ~:% I~ c::. 'O O :~7 c- I ~ ~ ~ Victory Rd Y 73 rn ; ~ Victory Rd Victory Rd n! 74 73 73 32 86 4'f ---`__,`°j8 ' 289 286 292 269 ?_6?.. _~_.. ~ _.. --__._~___. .h'G 56 ~~ ~sr! 9 63 ~~ 54 s i rn t ~ r -.. ? 2~ ..... 2 23 __~_...- 230 ----___-. _.. __ 204 195 a ~ ~ 7 ~ _ . ~ ~~? ~~ u s ` a) ~ ~ cn JI ~ l :~ a) - v ~- c,, rn . , " I c ~-; ~ f <t ~ ~ ' ~ N U) O N N_ Victory Rd 4.25 _ 385__.__ u a ~~ nj~0 ~ ~ ~ f M cy ~ i ~~ i V U~ ~3 I t~,~ ~ r a. 32 42. 1[h7~ lGC) _ ~ I ~ ~ ~ o si ZI d N ~ y T J a h. ~¢ a.. ~A M N N <-- a c J ~ ~ it ~~ r n «m n N ~~ cu rn a cc~ ~t O7 ~_ D:\UrA~~G12~07 C~t~1L~ JC ~~~~~'I~ ~~~1~~~ ~~~~~ ~a~ll_TiUIC~RIm s'i'Al'ES ~u~3bIVI~1QN Nir=~l~-~~, ~C~AFI(~ ~°~' :six i~i~~ ~~~i~a~~r~i~c, P1~ F~~€~u,~r~v 7, 2011 P~~~ calls t;YeeK supplv~Slon - zu~b rnase ~~ i rip ~enerauon aummar Total Trip Rate .Total Period per Unit Trips Entering Exiting Weekday Daily (vpd} 9.52 1,409 50% 704 50% 704 Weekday AM Peak (vph) 0.75 111 25% 28 75% 83 Weekda PM Peak v h 1.00 148 63% 93 37% 55 Falls Creek Subdivision - L018 (F'nase z) I rip Generation summa Total Trip Rate Total Period per Unit Trips Entering Exiting Weekday Daily (vpd) 9.52 2,818 50% 1,409 50% 1,409 Weekday AM Peak (vph) 0.75 222 25% 56 75% 167 Weekday PM Peak (vph) 1.00 296_ 63% 186 37% 110 w I ~Ih'l~lVl(aFtE: ~5T/d1'~~ ~11~L71V151UN ~~ ~ ?iK ~1fILE ~~JGIN~~RI~G, ~~1 i C:FlRIlAE2Y 7, 2(l1h +~t~GF_ Ca ~': HCM 2010 TWSC 2016 (Phase 1}Background 1: Kentucky Way & Victory Road AM Peak Intersection Intersection Delay, s/veh 2 Movement ~ :>=t3T `EBR ~VBL ?V~1t3T NBL NBR Vol, vehlh 148 1 10 31 8 32 Conflicting Peds, #Ihr 0 0 0 0 0 0 Sign Control Free Free Free Free Sfop Stop RT Channelized - None - None - None Storage Length - - - - D - Veh in Median Storage, # 0 - - 0 D - Grade, % 0 - - 0 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 164 1 11 34 9 36 Major/Minor Major1 Major2 Minorl Conflicting Flow All 0 0 166 4 222 165 Stage 1 - - - - 165 - Stage 2 - - - - 57 - Foflow-upHeadway - - 2.218 - 3.518 3.318 Pot Capacity-1 Maneuver - - 1412 - 766 879 Stage 1 - - - - 864 - Stage 2 - - - - 966 - Time biocked-Platoon, % - - _ Mov Capacity-1 Maneuver - - 1412 - 760 879 Mov Capacity-2 Maneuver - - - - 760 - Stage 1 - - - - 864 - Stage 2 - - - - 958 - HCM Control Delay, s HCM LOS Capacity (vehlh) 852 HCM Lane V/C Ratio 0.052 HCM Control Delay (s) 9.5 HGM Lane LOS A HCM 95th %tile Q(veh) 0,165 :Volume Exceeds Capacity; $ :Delay Exceeds 1.8 9.5 A - - 1412 - - - 0.008 - - - 7.57 0 A A - - 0.024 - Error :Computation Not Defned Six Mife Engineering, PA Biltmore Estates Subdivision 21312014 Meridian, Idaho HCM 2010 Signalized Intersection Summary 2016 (Phase 1 }Background 2: Meridian Road & Victory Raad AM Peak Lane Configurations 'h ~ 't `~ ~ ry ~'~ '~ ~'~' r Volume (vehlh) 17 113 19 29 33 98 21 1274 145 109 367 11 Number 1 6 16 5 2 12 3 8 18 7 4 14 Initiai Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-BikeAdj(A_pbT} 1.00 1.00 1.00 1.00 1,00 1.00 1,00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1,00 1,00 1,00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 176,5 176.5 180.0 176.5 176.5 176.5 176.5 176.5 180.0 176.5 176,5 176.5 Lanes 1 1 0 1 1 1 1 2 0 1 2 1 Cap,vehlh 219 164 27 146 210 179 705 2004 226 257 2340 994 Arrive On Green 0.02 0.11 0.11 0.03 0.12 0.12 0.02 0.64 0.64 0.04 0.66 0.66 Sat Flow, veh/h 1681 1475 246 1681 1765 1500 1681 3115 352 1681 3529 1500 Grp Volume{v), vehlh 18 0 140 31 35 104 22 764 745 116 390 12 Grp Sat Flow(s),vehlhlln 1681 0 1721 1681 1765 1500 1681 1765 1703 16$1 1765 1500 Q Serve(g_s}, s 1.1 0.0 9.3 1.9 2.1 7.8 0.5 32.2 32.9 2.6 5.0 0.3 Cycle Q Clear(g_c), s 1.1 0.0 9.3 1,9 2.1 7.8 0,5 32.2 32.9 2.6 5.0 0.3 Prop In Lane 1.00 0.14 1,00 1.00 1.00 0.21 1.00 1.00 Lane Grp Cap(c), vehlh 219 0 191 146 210 179 705 1135 1095 257 2340 994 VIC Ratio{X} 0.08 0.00 0.73 4,21 0.17 0.58 0.03 0.67 0.68 0.45 0.17 0.01 Avail Cap(c_a), vehlh 258 0 538 172 551 469 740 1135 1095 343 2444 1039 HCM Platoon Ratio 1.00 1 AO 1.00 1.00 1.00 1.00 1.00 1.00 1 AO 1.00 1.00 1.00 Upstream Filter(I} 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1,00 1.00 1.00 1.00 Uniform Deiay (d), slveh 45.3 0.0 50,9 44.4 46.9 49.4 6.8 13.3 13,4 13.4 7.6 6.8 Incr Delay (d2), s/veh 0.1 0.0 2.0 0.3 0.1 1.1 0.0 1,8 1.9 0,9 0.0 0.0 Initial Q Deiay(d3),s/veh 0,0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (95%), vehlin 0.9 0.0 7,5 1.5 1.7 5,3 0,3 18.2 17.9 2.3 3.1 0.2 Lane Grp Delay (d}, slveh 45.4 0.0 53,0 44.7 47.0 50.5 6,8 15.0 15.3 14,4 7.6 6.8 Lane Grp LOS D D D D D A B B B A A Approach Vol, veh/tt 158 170 1531 518 Approach Delay, s/veh 52.1 48.7 15.1 9.1 Approach LOS D D B A Assigned Phs 1 6 5 2 3 8 7 4 Phs Duration (G+Y+Rc), s 7.2 18.2 8.2 19.1 7.6 82.2 9.9 84.5 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 5.0 37.0 5.0 37.0 5.0 76.0 11.0 82.0 Max Q Ciear Time (g_c+i1}, s 3.1 11.3 3.9 9.8 2.5 34.9 4,6 7.0 Green Ext Time (p_c), s 0.0 1.8 0.0 1.9 0.0 40.3 0,1 71.6 Intersection Summary ;, HCM 2010 Ctrl Delay 18.6 HCM 2010 LOS B Notes Six Miie Engineering, PA Bilimore Estates Subdivision 2/3/2014 Meridian, Idaho HCM 2010 TWSC 2016 (Phase 1) Background 3: Meridian Road & Harris Street AM Peak _ _ _ _ _ _ In#ersection Intersection Delay, s/veh 0.2 Movement __ EBL EBT EBR 'WBL WBT WBR NBL NBT NBR SBL SBT ' SBR Vol, veh/h 17 0 4 0 0 1 0 1374 1 0 399 1 ContGcting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop S#op Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - 50 - - 50 - 500 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 88 88 88 88 88 88 88 88 88 88 88 88 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Fiow 19 0 5 0 0 1 0 1561 1 0 453 1 _ _ MajotEMinor _ Minor2 _ __ Mnor1 Major1 '' r' Major2 Conflicting Fiow All 1234 2016 227 1789 2015 781 453 0 0 1563 0 0 Stage 1 453 453 - 1562 1562 - - - - - - - Stage 2 781 1563 - 227 453 - - - - - - - Follow-upReadway 3.52 4.02 3.32 3.52 4,02 3,32 2.22 - - 2.22 - - Pot Capacity-1 Maneuver 133 58 776 51 58 338 1104 - - 419 - - Stage 1 556 568 - 117 171 - - - - - - - Stage 2 354 171 - 755 568 - - - - - - - Time blocked-Platoon, % - - - - Mov Capacity-1 Maneuver 133 58 776 51 58 338 1104 - - 419 - - Mov Capacity-2 Maneuver 303 158 - 111 158 - - - - - - - Stage 1 556 568 - 117 171 - - - - - - - Stage 2 353 171 - 751 568 - - - - - - - HCM Control Delay, s 16.3 15.7 HCM LOS C C Minor Lane /Major Mvmt NBL NBT NBR EBLn1 WBLn1 SBL SBT SBR Capacity (vehih) 1104 - - 343 338 419 - - HCM Lane V/C Ratio - - - 0,07 0.003 - - - HCM Control delay (s) 0 - - 16.3 15.7 0 - - HCM Lane LOS A C C A HCM 95th %tile Q(veh) 0 - - 0.223 0.01 0 - - :Volume Exceeds Capacity; $ :Delay Exceeds 300 Seconds; Error :Computation Not Six Mile Engineering, PA Biitmore Estates Subdivision 2/3/2014 Meridian, Idaho HCM 2010 TWSC 2016 (Phase 1) Background 1: Kentucky Way & Victory Road PM Peak Intersection Delav. s/veh Movement EBT EBR WBL !V+/BT NSL NBR Vol, veh/h 65 4 37 201 1 23 Conflicting Peds, #!hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stap RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, °/° 0 - - 0 0 - Peak Hour Factor 98 98 98 98 98 98 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 66 4 38 205 1 23 Conflicting Flow All 0 0 70 0 349 68 Stage 1 - - - - 68 - 5tage 2 - - - - 2$1 - Fallaw-up Headway - - 2.218 - 3.518 3.318 Pot Capacity-1 Maneuver - - 1531 - 648 995 Stage 1 - - - - 955 - Stage 2 - - - - 767 - Timeblocked-Platoon, % - - - Mov Capacity-1 Maneuver - - 1531 - 630 995 Mov Capacity-2 Maneuver - - - - 630 - Stage 1 - - - - 955 - Stage 2 - - - - 746 - HCM Control Delay, s 0 1.2 8.8 HCM LOS A Capacity (veh/h) 972 - - 1531 HCM Lane V/C Ratio 0,025 - - 0.025 HCM Control Delay (s) 8.8 - - 7,411 HCM Lane LAS A A HCM 95th %tile Q(veh) 0,077 - - 0.076 Delay Exceeds 300 Seconds; Error :Computation Not Defined Six Mile Engineering, PA Biltmare Estates Subdivision 213/2014 Meridian, Idaho HCM 2010 Signalized Intersection Summary 2016 (Pf~ase 1) Background 2: Meridian Road & Victory Raad PM Peak Movement BBL `EBT ~t•3R <WBL W$1' WBR NBL NBT NBR '. SBL, S8T SBR Lane Configurations ~ ~+ ~ T ~ ~ ~`~ '~ ~'~ ~ Volume (vehlh) 35 60 20 132 122 157 23 561 61 115 1233 31 Number 1 6 16 5 2 12 3 8 18 7 4 14 Initial Q (Qb}, veh 0 0 0 0 0 0 0 D 0 0 0 0 Ped-Bike Adj(A_pbT} 1.00 1.00 1.00 1,00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1,00 1.00 1.00 1.00 1,00 1.00 1.00 1.00 Adj Sat Flow vehlhlln 176.5 176.5 180.0 176.5 176.5 176.5 176.5 176.5 180.0 176.5 176.5 176.5 Lanes 1 1 0 1 1 1 1 2 0 1 2 1 Cap,vehih 198 139 46 258 261 222 260 1872 203 524 2187 930 Arrive On Green 0,43 0.11 0.11 0,07 0,15 0.15 0.02 0.60 0.60 0.04 0.62 0.62 Sat Flaw,vehlh 1681 1273 418 1681 1765 1500 1681 3129 340 1681 3529 1500 Grp Volume(v), vehlh 37 0 85 140 130 167 24 336 326 122 1312 33 Grp Sat Fiow(s),vehlhlln 1681 0 1691 1681 1765 1500 1681 1765 1705 1681 1765 1500 Q Serve(g_s}, s 2.3 0.0 5.5 8.0 7.9 12.5 0,6 11.1 11.1 3.1 26.3 1.0 Cycle Q Clear(g_c), s 2.3 0.0 5.5 8.0 7.9 12.5 0.6 11.1 11.1 3.1 26.3 1 A Prop In Lane 1.00 0.25 1.00 1.00 1.00 0.20 1.00 1.00 Lane Grp Cap(c), vehlh 198 0 185 258 261 222 260 1056 1020 524 2187 930 VJC Ratio(X) 0.19 a,ao 0.46 0,54 0.50 0.75 0.09 0.32 0,32 0,23 0.60 0.04 AvailCap(c_a),veh(h 220 0 549 258 618 526 307 1056 1020 736 2322 987 HCM Platoon Ratio 1.00 1 AO 1.00 1.00 1.00 1.00 1.00 1,00 1.00 1.00 1.00 1.00 Upstream Filter(I} 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1,00 1.00 1.00 1.00 1.00 Uniform Delay (d}, siveh 44.4 0.0 48.9 38.8 45.9 47,8 11.1 11.7 11,7 8.1 13.5 8,7 incr Delay (d2}, siveh 0.2 0.0 0.7 1.3 0,5 2.0 0.1 0.2 0.3 0.2 0.5 0.0 tnitiai Q Delay(tl3),slveh 0.0 0.0 0.0 0.0 0,0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (95%), vehlin 1.8 0.0 4.4 6.3 6.4 8.3 0.4 7.7 7.5 1.9 15.2 0.6 Lane Grp Delay (d}, siveh 44.5 0.0 49.5 40.1 46,4 49.8 11.2 11.9 11,9 8.2 14.0 8.7 Lane Grp LOS D D D D D B B B A B A Approach Vol, vehlh 122 437 686 1467 Approach Delay, siveh 48.0 45.7 11.9 13,4 Approach LOS D D B B Assigned Phs 1 6 5 2 3 8 l 4 Phs Duration (G+Y+Rc), s 8.5 17.8 13.0 22.3 7.7 76.0 10.2 78.5 Change Period (Y+Rc}, s 5.0 5.0 5.0 5.0 5.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 5.0 38.4 8.0 41.0 6.0 63.0 20.0 77.0 Max Q Clear Time (g_c+11), s 4.3 7.5 10.0 14.5 2.6 13,1 5.1 28,3 Green Ext Time (p_c), s 0,0 2,9 0.0 2.8 0.0 48.7 0.2 44,2 intersection Summary HCM 2010 Ctri Delay 19.8 HCM 2010 LOS B Notes Six Mile Engineering, PA Biltmore Estates Subdivision 2!3!2014 Meridian, Idaho HCM 2010 TWSC 2016 (Phase 1) Background 3: Meridian Road & Harris Street PM Peak Intersection Delay, slveh Vol, vehlh 15 0 3 0 0 2 3 637 0 1 1300 $ Conflicting Peds, #!hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop S#op Stop Stop Free Free Free Free Free Free RT Channelized - - Nane - - None - - None - - None Storage Length - - - - - - 50 - - 56 - 500 Veh 'sn Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 15 0 3 0 0 2 3 657 0 1 1340 8 MajorlMinor Minor2 Minorl M __ ajorl - Major2' Conflicting Flow All 1677 2005 670 1335 2005 328 1340 0 0 657 0 0 5tagel 1342 1342 - 663 663 - - - - - - - Stage 2 335 663 - 672 1342 - - - - - - - FoRow-upReadway 3.52 4.02 3.32 3,52 4.02 3,32 2.22 - - 2.22 - - Pot Capacity-1 Maneuver 62 59 399 112 59 668 510 - - 926 - - Stage 1 160 219 - 417 457 - - - - - - - 5tage 2 653 457 - 412 219 - - - - - - - Timeblocked-Platoon, % - - - - Mov Capacity-1 Maneuver 61 59 399 111 59 668 510 - - 926 - - Mov Capacity-2 Maneuver 149 192 - 294 190 - - - - - - - Stage 1 159 219 - 415 454 - - - - - - - Stage 2 647 454 - 408 219 - - - - - - - Approach EB WB NB ', SB HCM Control Delay, s 29.4 10.4 0.1 0 HCM LOS D B Capacity (vehlh) 510 - - 166 668 926 HCM Lane V!C Ratio 0.006 - - 0,112 0.003 0,001 HCM Control Delay (s) 12.102 - - 29,4 10.4 8,892 HGM Lane LOS B D B A HGM 95th %tiie Q(veh) 0.018 - - 0.37 0,009 0.003 ;Volume Exceeds Capacity; ~ :Delay Exceeds 300 Seconds; Error :Computation Not Defined Six Mile Engineering, PA Biltmore Estates Subdivision 213/2014 Meridian, Idaho ~«r~~~~ I~~r~r~s ~u~~~vi~io~ ~I~~~~l~ ~~PA~T ~'U~'~ NiF~iui~,~, I®nrio ~ ~ ~ ~' ke ~r~ ~i~~ Cr~cira~~~ai~~, P~1 _~,~~-~ ~ F~er~un~v 7, 20~9~ P~~~ W HCM 2010 TWSC 2016 (Phase 1) Site + Background 1: Kentucky Way & Victory Road AM Peak Intersection Delay, slveh _. Vol, veh/h 148 3 14 31 15 Conflicting Peds, #Ihr 0 0 0 0 0 Sign Control Free Free Free Free Stop RT Channelized - Nane - None - Storage Length - - - - 0 Veh in Median Storage, # 0 - - 0 0 Grade, % 0 - - 0 0 Peak Hour Factor 90 90 90 94 90 Heavy Vehicles, % 2 2 2 2 2 Mvmt Flow 164 3 16 34 17 Conflicting Flow All 0 4 168 0 232 Stage 1 - - - - 166 Stage 2 - - - - 66 Follow-up Headway - - 2.218 - 3.518 Pot Capacity-1 Maneuver - - 1410 - 756 Stage 1 - - - - 863 Stage 2 - - - - 957 Time blocked-Platoon, % - - - Mov Capacity-1 Maneuver - - 1410 - 747 Mov Capacity-2 Maneuver - - - - 747 Stage 1 - - - - 863 Stage 2 - - - - 946 HCM Control Delay, s 4 2,4 9.6 HCM LOS A 42 0 Stop None 90 2 47 3,318 878 878 Capacity (vehlh) 839 - - 1410 - HCM Lane VIC Ratio 0.075 - - 0.011 - HCM Con#rol Delay (s} 9.6 - - 7.582 0 HCM Lane LOS A A A HCM 95th %tile Q(veh) 0.244 - - 0.033 - Notes fi d t ti N t D .Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; a on o e ne Error ;Compu Six Mile Engineering, PA Bilfmore Estates Subdivision 213!2014 Meridian, Idaho HCM 2010 Signalized Intersection Summary 2016 (Phase 1) Site + Background 2: Meridian Road ~ Victory Road AM Peak Lane Configurations ~ "~ '~ 'r r n ~~ n Tr r Volume (veh(h) 21 114 19 30 34 98 21 1298 148 109 375 12 Number 1 6 16 5 2 12 3 8 18 7 4 14 initial Q (Qb}, veh 0 0 0 0 0 0 0 0 0 0 0 6 Ped-Bike Adj(A_pbT) 1:00 1.00 1.00 1.00 1:00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.OD 1 AO 1.00 1.06 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow vehlhlln 176.5 176:5 180.0 176.5 176.5 176.5 176:5 176.5 180.0 176.5 176.5 176.5 Lanes 1 1 0 1 1 1 1 2 0 1 2 1 Cap,vehlh 220 165 27 146 207 176 699 2008 227 249 2343 996 Arrive On Green 0.02 0.11 6.11 0:03 0.12 0.12 0.02 0.64 0.64 0.04 0.66 0.66 Sat Flow,vehlh 1681 1477 244 1681 1765 1500 1681 3116 352 1681 3529 1500 Grp Volume(v}, vehlh 22 0 141 32 36 104 22 778 760 116 399 13 Grp Sat Flow(s),vehlhiln 1681 0 1722 1681 1765 1500 1681 1765 1703 16$1 1765 1500 Q Serve(g_s}, s 1.4 0.0 9.5 2.0 2.2 7.9 0,5 33,5 34.2 2:6 5.1 0.4 Cycle Q Clear(g_c), s 1.4 0.0 9.5 2.0 2.2 7.9 0.5 33,5 34.2 2:6 5.1 0.4 Prop In Lane 1.00 0.14 1.00 1.00 1.00 0.21 1.00 1.00 Lane Grp Cap(c),vehlh 220 0 192 146 207 176 699 1138 1098 249 2343 996 V1C Ratio(X) 0.10 0.00 0.73 0.22 0.17 0.59 0.03 0.68 0.69 0.47 0.17 6.01 Avail Cap(c_a), vehlh 253 0 533 171 546 464 733 1138 109$ 321 2420 1029 HCM Plafoon Ratio 1 AO 1.00 1,00 1.00 1.00 1.00 1 AO 1.00 1.DD 1.00 1.00 1.00 Upstream Filter(I) 1:00 0.00 1.00 1.00 1.60 1.OD 1.00 1.00 1.00 1.00 1.00 1.OD Uniform Delay (d}, s/veh 45:5 0.0 51.4 45.0 47.6 50.1 6:8 13.5. 13.6 14.1 7.6 6.8 Incr Delay (d2}, slveh 0.1 0:0 2.0 0.3 6.1 1.2 0.0 1.9 2:1 1.0 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (95°I°}, vehlln 1.1 6.0 7.6 1.5 1.8 5.4 0.3 18.8 18.5 2.4 3.3 0.2 Lane Grp Delay (d), slveh 45.6 4.0 53.5 45.3 47.7 51,3 6.8 15.4 15.7 15.1 7.7 6.8 Lane Grp LOS D D D D D A B B B A A Approach Vol, veh/h 163 172 1560 528 Approach Delay, slveh 52.4 49.4 15.4 9.3 Approach LOS D D B A Timer Assigned Phs 1 6 5 2 3 8 7 4 Phs Duration (G+Y+Rc}, s 7.6 18.3 8.3 19.0 7.6 83:1 9.9 85.4 Change Period (Y+Rc), s 5.0 5.0 5.6 5.0 5.0 6.6 5.0 6.0 Max Green Sefting (Gmax), s 5.0 37.0 5.0 37,0 5.D 77,6 10.0 82.0 Max Q Clear Time (g_c+11}, s 3:4 11.5 4.0 9:9 2.5 36.2 4.6 7.1 Green Ext Time (p_c), s 0,0 1.9 0.0 1.9 0.0 40.0 0.1 72:3 HCM 2010 Ctrl Delay 19.0 HCM 2010 LOS B Nofes; Six Mile Engineering, PA Bilimore Estates Subdivision 2I3/2D14 Meridian, Idaho HCM 2010 TWSC 2016 (Phase 1) Site + Background 3: Meridian Raad & Harris Street AM Peak Intersection Delay, slveh 0,4 Vol, vehlh 37 0 6 0 0 1 1 1374 1 0 399 8 Conflicting Peds, #/hr 4 0 0 0 0 0 0 0 4 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channetized - - None - - None - - None - - None Storage Length - - - - - - 50 - - 50 - 500 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, °10 - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 88 88 88 88 88 88 88 88 88 88 88 88 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 42 D 7 0 0 1 1 1561 1 0 453 9 Conflicting Flow All 1236 2018 227 1791 2017 781 453 0 0 1563 0 0 Sfage 1 453 453 - 1564 1564 - - - - - - - Stage 2 783 1565 - 227 453 - - - - - - - Follow-upHeadtyay 3.52 4,02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - - PotCapacity-1 Maneuver 132 58 776 51 58 338 1104 - - 419 - - 5tage 1 556 568 - 117 171 - - - - - - - Stage 2 353 170 - 755 568 - - - - - - - Timeblocked-Platoon, % - - - - Mov Capacity-1 Maneuver 131 58 776 51 58 338 1104 - - 419 - - MovCapacity-2 Maneuver 302 157 - 111 158 - - - - - - - Stage 1 555 568 - 117 171 - - - - - - - Stage 2 351 170 - 74$ 568 - - - - - - - Approach ' EB WB N8 _ SB HCM Control Delay, s 17,8 15.7 0 0 HCM LOS C C Capacity (veh/h) 1104 - - 330 338 419 - - HCM Lane V/C Ratio 0.001 - - 0.148 0.003 - - - HCM Control Delay (s} 8.264 - - 17.8 15,7 0 - - HCM Lane LOS A C C A HCM 95th %tiie 0(veh) 0.003 - - 0.514 0,01 0 - - :Volume Exceeds Capacity; $ :Delay Exceeds 300 Seconds; Error ;Computation Not Defined Six Miie Engineering, PA Biltmore Estates Subdivision 213/2014 Meridian, Idaho HCM 2010 TWSC 2016 (Phase 1) Site + Background 1: Kentucky Way & Victory Road Six Mile Engineering, PA Delay, slveh Conflicting Peds, #!hr Sign Controi RT Channelized Storage Length Veh in Median Storage, # Grade, Peak Hour Factor Heavy Vehicles, Mvmt Flow 1,9 65 12 50 201 6 30 0 0 0 0 0 0 Free Free Free Free Stap Stop - None - None - None - - - - 0 - 0 - - o o - 0 - - o o - 98 98 98 98 98 98 2 2 2 2 2 2 66 12 51 205 6 31 MajorlMinor Majorl Major2 Minorl Confiicting Flow All 0 0 79 0 379 72 Stage 1 - - - - 72 - Stage 2 - - - - 307 - Folfow-upHeodway - - 2,218 - 3.518 3.318 Pot Capacity-1 Maneuver - - 1519 - 623 990 Stage 1 - - - - 951 - Stage 2 - - - 746 - Time blocked-Platoon, % - - - Mov Capacity-1 Maneuver - - 1519 - 599 990 Mov Capacity-2 Maneuver - - - - 599 - Stage 1 - - - - 951 - Stage 2 - - - - 718 - HCM Control Delay, s HCM LOS Capacity (vehlh) 893 - - 1519 - HCM Lane VIC Ratio 0.041 - - 0,034 - HCM Control Delay (s) 9.2 - - 7.452 0 NCM Lane LDS A A A HCM 95th %tile Q(veh} 0.129 - - 0.104 - Notes ;Volume Exceeds Capacity; $ : Detay Exceeds 300 Seconds; Error :Computation Not Defined Six Mile Engineering, PA Biltmore Estates Subdivision 21312014 Meridian, Idaho HCM 2010 Signalized intersection Summary 2016 (Phase 1) Site + Background 2: Meridian Road & Victory Road Six Mile Engineering, PA Lane Configurations ~ 'H '~ T ~ `~ Tw `~ ~°~' ~' Volume (vehlh) 38 61 20 136 123 157 23 575 63 115 1257 38 Number 1 6 16 5 2 12 3 8 18 7 4 14 Initial Q (qb}, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1:00 1.00 1.00 1.40 1,00 1.00 1.00 1.00 Adj Sat Flow vehlh/ln 176.5 176.5 180.0 176.5 176.5 176,5 176,5 176.5 180A 176.5 176.5 176.5 Lanes 1 1 0 1 1 1 1 2 0 1 2 1 Cap, veh/h 193 142 46 251 258 219 255 1913 209 520 2225 946 Arrive On Green 0.03 0.11 0.11 O,D6 0.15 0.15 0.02 0.61 0.61 0.04 0,63 0.63 Sat Flow, veh/h 1681 1279 413 1681 1765 1500 1681 3127 342 1681 3529 1500 Grp Volume(v}, vehlh 40 0 86 145 131 167 24 345 334 122 1337 40 Grp Sat Flow{s),vehthlln 1681 0 1692 1681 1765 1500 1681 1765 1704 1681 1765 1500 q Serve(g_s), s 2.6 0.0 5.9 8,0 8.4 13.2 0.7 11,6 11,7 3.2 27,8 1.2 Cycle q Clear(g_c), s 2,6 0.0 5.9 8,0 8.4 13.2 0.7 11.6 11.7 3.2 27.8 1.2 Prop In Lane 1,00 0,24 1.00 1.00 1,00 0.20 1.00 1.00 Lane Grp Cap(c),vehlh 193 0 188 251 258 219 255 1079 1042 520 2225 946 VIC Ratio(X) 0.21 0,00 0.46 0.58 0.51 0.76 0.09 0.32 0.32 0.23 0.60 0.04 Avail Cap(c_a), veh/h 210 D 522 251 588 499 286 1104 1066 532 2236 950 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1,00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1,00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 46.5 0,0 51.2 42.6 48.5 50,5 11.2 11,5 11.5 8.1 13.5 8.6 Incr Delay (d2}, s/veh 0,2 OA 0.6 2.2 0.6 2.1 0.1 0.2 0,3 0.2 0,5 0.0 Initial q Delay(d3},slush 0.0 0,0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ife Back of q (95%), vehlln 2.0 0.0 4.6 1.4 6.9 8.7 0.4 7.8 7.8 2.0 15.9 0.7 Lane Grp Delay (d}, slush 46.7 0.0 51.9 44.8 49.1 52.6 11.3 11.8 11.8 8.3 14.1 8.7 Lane Grp LOS D D D D D B B B A B A Approach Vol, veh/h 126 443 703 1499 Approach Delay, s/veh 50.2 49.0 11.8 13.5 Approach LOS D D 6 B Tlmef Assigned Phs 1 6 5 2 3 8 7 4 Phs Duration (G+Y+Rc), s 8.7 18.7 13.0 23.0 7.8 81.3 10.1 83.6 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5,0 6,0 5.0 6.0 Max Green Setting (Gmax), s 5.0 38.0 8.0 41.0 5,0 77.0 6.0 78.0 Max q Glear Time (g_c+11), s 4,6 7.9 10,0 15.2 2.7 13.7 5.2 29.8 Green Ext Time {p_c}, s 0.0 2.9 0.0 2.8 0.0 61.6 0.0 47.2 HCM 2010 Ciri Delay 20.4 HCM 2010 L05 C Notes: Six Mile Engineering, PA Biltmore Estates Subdivision 21312014 Meridian, Idaho HCM 2010 TWSC 2016 (Phase 1 }Site + Packgraund 3: Meridian Raad & Harris Street Six Mile Engineering, PA Intersection 0.6 Vol,'Veh/h 27 0 5 0 0 2 6 637 0 1 1300 29 Conflicting Peds, #(hr 0 0 4 0 0 0 0 0 0 0 D 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - 50 - - 50 - 500 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 28 0 5 0 0 2 6 657 0 1 1346 30 Ma)o~/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 1683 2011 670 1341 2011 328 1340 0 0 657 0 0 Stage 1 1342 1342 - 669 669 - - - - - - - Stage 2 341 669 - 672 1342 - - - - - - - Fnllow-up Weadway 3.52 4.02 3.32 3.52 4.02 3.32 2,22 - - 2.22 - - Pot Capacity-1 Maneuver 61 58 399 111 58 668 510 - - 926 - - Stage1 160 219 - 413 454 - - - - - - Stage 2 647 454 - 412 219 - - - - - - - Time blocked-Platoon, % - - - - Mov Capacity-1 Maneuver 60 57 399 108 57 668 510 - - 926 - - Mov Capacity-2 Maneuver 148 191 - 290 187 - - - - - - - Stage 1 158 219 - 408 449 - - - - - - - Stage 2 637 449 - 406 219 - - - - - - - Approach ` EB ~JB NB SB .......... ..... . HCM Control Delay, s 32.4 10.4 0.1 0 HCM LOS D B MinorLane l Major Mvnt NBL ;NBT NBR EBLn1 tNBLn1 SBL SBT - SBR Capacity (vehih) 510 - - 164 668 926 - - HCM Lane V/C Rafio 0.012 - - 0,201 0.003 0.001 - - HCM Control Delay (s) 12.145 - - 32,4 10.4 8.892 - - HCM Lane LOS B D B A HCM 95th %tile Q(veh) 0.037 - - 0.723 0.009 0,003 - - :Volume 300 Seconds; Not Defined Six Mile Engineering, PA Biltmore Estates Subdivision 2(3/2014 Meridian, Idaho Il~`l'iUlt~l~~ ~~1'~!i'~5 ~Ui3UIVi~il7hl ~~~F~~ ~~~A~ C I"U~~ ~~~I~l~iAnl, Ip~i~t~ r® ~ ~ ~ ~~ ~~~~ °~~ _._ ~ ~~ aC ` ~~~~«n~~ I~~ ~~,.~.~. ~`~' ~Ef3RUt~~2Y 7, 2n14 ~'~~~ ~~~ six Mt~.~ ~vr;i~~k~2»c, HCM 2010 TWSC 2018 (Phase 2) Background 1: Kentucky Way & Victory Road AM Peak Intersection Delay, Con#iicting Peds, #!hr Sign Control RT Channelizetl Storage Length Veh in Median Storage, # Grade, Peak Hour Factor Heavy Vehicles, Mvmt Flow Conflicting Flow All Stage 1 Stage 2 Follow-up Headway Pot Capacity-1 Maneuver Stage 1 Stage 2 Time blocked-Platoon, Mov Capacity-1 Maneuver Mov Capacity-2 Maneuver Stage 1 Stage 2 HCM Control Deiay, s HCM LOS 2.4 162 3 14 35 15 42 o a o a o 0 Free Free Free Free Stop Stop - None - None - None - - - - 0 - 0 - - 0 0 - 0 - - 0 0 - 90 90 90 90 90 90 2 2 2 2 2 2 180 3 16 39 17 47 0 183 0 252 182 - - - 182 - - - - 7a - - 2.218 - 3.518 3.318 - 1392 - 737 861 - - - 849 - - - - 953 - - 1392 - 728 881 - - - 72$ - - - - 849 - - - - 942 - 0 2.2 9.7 A Capacity (vehlh) 822 - - 1392 - HCM Lane VIC Ratio 0.077 - - 0.011 - HCM Control Delay {s) 9,7 - - 7.615 0 HCM Lane LOS A A A HCM 95th %tile 0{veh) 0.25 - - 0.034 - :Volume Exceeds 300 Seconds; Error :Computation Not Defined Six Mile Engineering, PA 213!2014 Biltmore Esfates Subdivision Meridian, Idaho HCM 2010 Signalized Intersection Summary 2018 (Phase 2) Background 2: Meridian Road & Victory Road AM Peak Lane Configurations ~ 1a ~ fi ~' '~ ~''~ p 4'fi ~ Volume (vehih) 22 126 22 32 38 103 22 1363 162 119 393 13 Number 1 6 16 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 0 6 6 0 0 0 0 D Q 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1,00 1.00 1.00 1.OD 1,00 Parking Bus Adj 1.00 1.06 1.00 1.00 1.00 1,00 1.00 1.00 1,00 1.00 1.00 1.00 Adj Sat Fiow veh/h/ln 176.5 176.5 180.0 176.5 176.5 176.5 176.5 176.5 180.0 176.5 176.5 176.5 Lanes 1 1 0 1 1 1 1 2 0 1 2 1 Cap, veh/h 228 178 31 147 225 191 677 1973 232 226 2314 983 Arrive On Green 0.02 0.12 0.12 0.03 0.13 4.13 0.02 0,64 0.64 0.04 0.66 6.66 Sat Flow, vehih 1681 1468 252 1681 1765 1500 1681 3101 364 1681 3529 1500 Grp Volume(vj, vehih 23 0 157 34 40 110 23 81.9 803 127 418 14 Grp Sat Fiow(s),vehlh/in 1681 0 1720 1681 1765 1500 1681 1765 1700 1681 1765 1500 Q 5erve(g_s), s 1.4 0,0 10.7 2,1 2.5 8.4 0.6 38.4 39.6 3,0 5.6 0,4 Cycle Q Clear(g_c}, s 1.4 0.0 10,7 2.1 2.5 8,4 0.6 38.4 39.6 3.0 5.6 0,4 Prop In Lane 1.00 0.15 1.00 1,00 1.06 0.21 1.00 1.OD Lane Grp Cap(c), vehih 228 0 209 147 225 191 677 1123 1082 226 2314 983 V!C Ratio(X) 0,10 0.00 0.75 0.23 0.18 0.58 O.D3 0.73 0.74 0.56 0.18 0.01 Avail Cap(c_a), veh/h 260 6 569 169 522 444 709 1123 1082 308 2409 1024 HCM Platoon Ratio 1.00 1 AO 1,00 1.00 1.00 1.00 1.00 1,00 1.00 1.00 1.06 1.00 Upstream Filter(!) 1,00 O.OD 1.00 1.00 1.00 1,00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), slveh 45.2 0.0 51.7 44.8 47.4 50.0 7.2 15.0 15,2 18.3 8.2 7,3 Incr Delay (d2), s/veh 0.1 0.0 2.1 0.3 0.1 1,0 0.0 2.7 3.0 1.6 0.1 0,6 Initial Q Delay(d3),slveh 0.0 0.0 0.0 0,0 0,0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (95%}, vehlln 1.1 0.0 8.4 1,6 2,0 5.7 0.4 21.6 21.6 3.5 3.7 4.2 Lane Grp Delay (d), slveh 45,3 0.0 53.7 45,1 47.5 51.0 7.3 17.7 18.2 19.9 8.2 7,3 Lane Grp LOS D D D D D A B B B A A Approach Vof, vehih 180 184 1645 559 Approach Delay, slveh 52,6 49,2 17.8 10.9 Approach LOS D D B B Timer __ _ _ Assigned Phs 1 6 5 2 3 8 7 4 Phs Duration (G+Y+Rc), s 7.7 19.8 8.4 20.5 7.7 83.4 10.1 85.7 Change period (Y+Rc}, s 5.0 5.0 5.0 5.0 5.0 6.0 5.4 6.0 Max Green Setting (Gmax), s 5.0 36.0 5.0 36.D 5.0 77.0 11.0 83.0 Max Q Clear Time (g_c+11), s 3,4 12.7 4.1 10.4 2.6 41.6 5.0 7,6 Crean Ext Time (p_c), s 0.0 2.0 0.0 2.1 0.0 35.1 0.1 72,1 HCM 2010 Ctrl Delay 21.0 HCM 2010 LOS C Notes Six Mile Engineering, PA Biltmore Estates Subdivision 2!3/2014 Meridian, Idaho HCM 2010 TWSC 2018 (Phase 2} Background 3: Meridian Road & Harris Street AM Peak Intersec#ion Intersection Delay, s/veh 1 Mouement ;BBL sEt3T ~BR . ` WBi. Wt3T WBR NBL NBT ; _ NBR _ ' SBL SHT Si3R Vol, vehlh 37 0 6 2 0 35 1 1444 2 23 421 8 Cnnflicting Peds, #Ihr 0 0 0 0 0 0 D 0 0 0 0 0 Sign Control Sfop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Ghannelized - - None - - None - - None - - None Storage Length - - - - - - 50 - - 50 - 500 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - D - - 0 - - 0 - - 4 - Peak Hour Factor 88 8$ 88 88 88 88 88 8$ 88 88 88 88 Heavy Vehictes, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 42 0 7 2 0 40 1 1641 2 26 478 9 Major/Minor Minor2 Minor1 ' Majorl Major2 Conflicting Fiow All 1354 2176 239 1935 2175 822 478 0 0 1643 0 0 Stage 1 531 531 - 1644 1644 - - - - - - - Stage 2 823 1645 - 291 531 - - - - - - - Follow-upHeadway 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - - Pot Capacity-1 Maneuver 108 46 762 40 46 317 1081 - - 390 - - Stage1 500 524 - 104 156 - - - - - - - Stage 2 334 156 - 693 524 - - - - - - - Time blocked-Platoon, °l° - - - - Mov Capacity-1 Maneuver 90 43 762 38 43 317 1081 - - 394 - - Mov Capacity-2 Maneuver 233 121 - 98 143 - - - - - - - 5tage 1 500 489 - 104 156 - - - - - - - Stage 2 292 156 - 641 489 - - - - - - - HCM Control Delay, s 22.2 19.9 0 0.8 HCM LOS C C Capacity (vehlh) 1081 - - 25$ 283 390 - HCM Lane VJC Ratio 0.001 - - 0.189 0.149 0.067 - HCM Control Delay (s) 8.334 - - 22,2 19.9 14.$93 - HCM Lane LOS A C C B HCM 95th %tiie Q(veh) 0,003 - - 0.683 0.515 0.214 - ;Volume Exceeds Capacity; $ ;Delay Exceeds 300 Seconds; Errar :Computation Six Mite Engineering, PA Biltmore Estates Subdivision 2/312014 Meridian, Idaho HCM 2010 TWSC 2018 (Phase 2) Background 1: Kentucky Way & Victory Road PM Peak f ntersection Intersection Delay, s/veh 1.8 Vol, vehlti 72 12 56 220 6 30 Conflicting Peds, #ihr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channeiized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 98 9$ 98 98 98 98 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 73 12 51 224 6 31 Conflicting Flow All 0 0 86 0 407 80 Stage 1 - - - - 80 - Stage 2 - - - - 327 - Follow-up Headway - - 2.218 - 3.518 3,318 Pot Capacity-1 Maneuver - - 1510 - 600 980 Stage 1 - - - - 943 - 5tage 2 - - - - 731 - 7imeblocked-Platoon, % - - - Mov Capacity-1 Maneuver - - 1510 - 577 980 Mov Capacity-2 Maneuver - - - - 577 - Stage 1 - - - - 943 - Stage 2 - - - - 702 - HCM Control Delay, s 0 1,4 9.3 HCM LOS A Capacity (vehlhJ 878 - - 1510 - HCM Lane V1C Ratia 0,042 - - 0.034 - HCM Control Delay (s} 9.3 - - 7.467 0 HCM Lane LOS A A A HCM 95th %tile Q(veh} 0,131 - - 0.105 - :Volume Exceeds Capacity; $ :Delay Exceeds 300 Seconds; Error ;Computation Not Defined Six Mile Engineering, PA Biltmore Estates Subdivision 213/2014 Meridian, Idaho HCM 2010 Signalized Intersection Summary 2018 (Phase 2) Background 2: Meridian Road & Victory Road PM Peak Movement Et3L _ EBT EBR : WBL ' 1N8T U~BR NBL NBT ? .. NBt~ SBt_ SBT'- SBF2 Lane Configurations '~ ~ ~ 1` ~ '~ 1`13 ~ ~~ ~ Volume (vehlh) 39 67 22 143 138 164 25 603 69 125 1320 40 Number 1 6 16 5 2 12 3 8 18 7 4 14 Initial Q (Qb), veh 0 0 0 0 6 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1,00 1.00 1.00 1.00 1 A6 1.00 1,00 1.00 1,00 1.00 1.00 1.00 Adj Sat Flaw veh/hlln 176.5 176.5 180.0 176.5 176,5 176.5 176.5 176.5 180,0 176,5 176.5 176.5 Lanes 1 1 0 1 1 1 1 2 0 1 2 1 Cap, veh/h 188 141 46 254 268 228 237 1885 214 501 2208 938 Arrive On Green 0.03 0.11 0.11 0.07 0,15 0.15 0,02 0.61 0.61 0.04 0.63 0,63 Sat Fiow, vehlh 1681 1278 414 1681 1765 1500 1681 3113 354 1681 3529 1500 Grp Volume(v), vehlh 41 0 94 152 147 174 27 363 351 133 1404 43 Grp Sat Flaw{s},vehlhlln 1681 0 1692 1681 1765 1500 1681 1765 1702 1681 1765 1500 Q Serve(g_s), s 2,7 0,0 6.6 9.0 9.6 13.9 0.8 12.8 12.8 3.6 31.0 1.4 Cycle Q Clear{g_c), s 2,7 0.0 6.6 9.0 9.6 13.9 0.8 12.8 12.8 3.6 31.0 1.4 Prop In Lane 1,00 0.24 1.OD 1,00 1.00 0.21 1.00 1.06 lane Grp Cap(c), vehlh 188 0 187 254 268 228 237 1069 1031 501 2208 938 V/C Ratio(X) 0.22 0.00 0.50 0.60 0.55 0.76 0.11 0.34 0.34 0.27 0.64 0.05 Avail Cap(c_a), vehlh 204 0 486 254 564 479 263 1071 1033 534 2227 946 HCM Piatoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1,00 Upstream Fiiter(1} 1.00 0.00 1.00 1,00 1.60 1,00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), slush 47.5 0.0 52.5 41,2 49.1 50,9 12.2 12.3 12.3 8,6 14.6 9.0 Incr Delay (d2), slush 0.2 0.0 0.8 2,7 0.7 2,0 0.2 0.3 6.3 0.2 0.7 0.0 Initial Q Delay{d3),slveh 0.0 0.0 0.0 0,0 O.D 0,0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q {95%), vehlln 2.1 0.0 5.2 7.4 7.8 9.1 0.5 8,7 8.5 2,2 17.3 0.8 Lane Grp Delay (d), slush 47.7 0.0 53.2 43.9 49.8 52.9 12.4 12,5 12.6 8.8 15,3 9.1 Lane Grp LOS D D D D D B B B A B A Approach Vol, vehlh 135 473 741 1580 Approach Delay, slush 51.5 49.1 12.5 14.6 Approach LOS D D B B Timer, __ Assigned Phs 1 6 5 2 3 8 7 4 Phs Duration {G+Y+Rc), s 8.8 18,8 14.0 24,0 8.0 81.8 10.6 84.3 Change Period (Y+Rc}, s 5.0 5.0 5.0 5,0 5.0 6.6 5.0 6,6 Max Green Setting (Gmax}, s 5.0 36.4 9.0 40.0 5.0 76.6 8.0 79.0 Max Q Clear Time (g_c+11 }, s 4,7 8.6 11.6 15.9 2.8 14.8 5.6 33.0 Green Ext Time {p_c), s 0,0 3.2 0.0 3.1 0,0 60.0 0,1 45,4 HCM 2010 Ctrl Delay 21.3 HCM 2010 LOS C Notes Six Mile Engineering, PA Biitmore Estates Subdivision 2/312014 Meridian, Idaho HCM 2010 TWSC 2018 (Phase 2) Background 3: Meridian Road & Harris Street PM Peak Intersection Intersection Delay, slush 0.9 Movement SBL `.E$T Et3R 1NBL WBT WBt~ NB>r NST NBR _ _ _ SBL SBT' __ SBR Vol, vehlh 27 0 b 2 0 26 6 669 2 38 1366 29 Confiicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Sfop Stop Free Free Free Free Free Free RT Channelizetl - - None - - None - - None - - None Storage Length - - - - - - 50 - - 50 - 500 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 91 97 Heavy Vehicies, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 28 0 5 2 0 27 6 690 2 39 1408 30 Conflicting Flow All 1844 2191 704 1485 -2190 346 1408 0 0 692 0 0 Stage 1 1487 1487 - 703 703 - - - - - - - Stage 2 357 704 - 782 1487 - - - - - - - Foflow-up Headway 3.52 4.02 3,32 3,52 4,02 3.32 2.22 - - 2,22 - - Pot Capacity-1 Maneuver 46 45 379 86 45 650 481 - - 899 - - Stage 1 130 186 - 394 438 - - - - - - - Stage 2 633 438 - 353 186 - - - - - - - Timeblocked-Platoon, % - - - - Mov Capacity-1 Maneuver 42 43 379 $1 43 650 481 - - 899 - - Mov Capacity-2 Maneuver 120 157 - 249 154 - - - - - - - Stage 1 128 178 - 389 433 - - - - - - - Stage 2 599 433 - 333 178 - - - - - - - Approach ' EB WB NB _ SB_ HCM Control Delay, s 40,4 11.5 0.1 0.2 HCM LOS E B Minorl.anelMajorMvmt NBL NBT `NBR EBLn9 UUBLn1 SBL SBT 5BR _ _ Capacity (vehlh} 481 - - 134 583 899 - - HCM Lane V/C Ratio 0,013 - - 0.246 0.05 0.044 - - HCM Control Detay (s) 12.582 - - 40.4 11.5 9.187 - - HCM Lane LOS B E B A HCM 95th %tile Q(veh) 0,039 - - 0.914 0.156 0.137 - - ., :Volume 300 Seconds; Error :Computation Not Defined Six Mile Engineering, PA 213/2014 Biltmore Estates Subdivision Meridian, Idaho ~i~~r~o~~ ~sr,ar~~ ~uaaiv~~ic~~ i~~~i~~~aN, I~n,~a© ~ ~~~ ~~ ~~ o ~ ~~~x ~u_~ ~ra~~~i~~~rirac, ~~ F~s~u~av 7, ~~1~~ ~ - P~e~~ J HCM 2010 TWSC 2018 (Phase 2) Site + Background 1: Kentucky Way & Victary Road AM Peak InterSeGtlDn Intersection Delay, s/veh 2,8 Conflicting Peds, #Ihr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 180 6 19 39 23 54 MajoilMinor _ -_ f~iajorl _ Major2 Minorl Conflicting Flow All 0 0 186 0 260 183 Stage 1 - - - - 183 - Stage 2 - - - - 77 - Follow-up Headway - - 2.218 - 3.518 3.318 Pot Capacity-1 Maneuver - - 138$ - 729 859 Stage 1 - - - - 848 - Stage 2 - - - - 946 - Time blocked-Platoon, % - - - MovCapacity-1 Maneuver - - 1388 - 719 859 Mov Capacity-2 Maneuver - - - - 719 - Stage 1 - - - - 848 - Stage 2 - - - - 933 - HCM Control Delay, s HCM LOS 0 2.5 9.9 A Capacity (veh/h) 812 - - 1388 - HCM Lane V1C Ratio 0.096 - - 0.014 - HCM Control Delay (s} 9.9 - - 7,629 0 HCM Lane LOS A A A HCM 95th %tile Q(veh) 0.317 - - 0,041 - ;Volume Exceeds Capacity; $ :Delay Exceeds 300 Seconds; Error :Computation Not Defined Six Mile Engineering, PA Biltmore Estates Subdivision 2/3!2014 Meridian, Idaho NCM 2010 Signalized Intersection Summary 2018 {Phase 2) Site + Background 2: Meridian Road & Victory Road AM Peak Lane Configurations ~ 1~ 't T ~ ~ ~`~ ~ T'P ~ Volume (vehlh) 24 127 22 33 39 103 22 1388 165 119 401 14 Number 1 6 16 5 2 12 3 8 18 7 4 14 Initial Q (Qb}, veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1 AO 1.00 1.00 1.00 1.00 1.00 1,00 1.00 1.00 1,00 1,00 Adj Sat Flow vehihlln 176.5 176.5 180.0 176.5 176.5 176,5 176,5 176,5 180,0 176.5 176.5 176.5 Lanes 1 1 0 1 1 1 1 2 0 1 2 1 Cap,vehlh 230 180 31 148 224 190 669 1968 232 218 2310 982 Arrive 4n Green 0.02 0.12 0,12 0.03 0,13 0.13 0.02 0,63 0,63 0.04 0.65 0.65 Sat Flow, vehlh 1681 1470 250 1681 1765 1500 1681 3099 366 1681 3529 15D0 Grp Volume(v), vehlh 26 0 158 35 41 110 23 834 819 127 427 15 Grp Sat Flow(s),vehlhlln 1681 0 1721 1681 1765 1500 1681 1765 1700 1681 1765 15D0 Q Serve(g_s), s 1.6 0.0 10.8 2.2 2.5 8.4 0.6 39.8 41,2 3.0 5.8 0.4 Cycle Q Clear(g_c), s 1.6 0.0 10.8 2.2 2.5 8.4 0.6 39.8 41,2 3,0 5.8 0,4 Prop In Lane 1,00 0.15 1.00 1.00 1.00 0.22 1.00 1.00 Lane Grp Cap(c), vehlh 230 0 210 148 224 190 669 1120 1079 218 2310 982 VIC Ratio(X) 0.11 0,00 0.75 0.24 0.18 0.58 0.03 0.74 0.76 0,58 0.18 0.02 Avail Cap(c_a), veh/h 259 0 523 169 537 456 701 1120 1079 286 2379 1011 HCM Platoon Ratio 1.00 1,00 1,00 1.00 1.00 1.00 1A0 1.00 1.00 1A0 1,00 1.00 UpsfreamFilter(I} 1.00 0.00 1.00 1.00 1A0 1.00 1.00 1.00 1.00 1.00 1,00 1.00 Uniform Delay (d), siveh 45.0 0.0 51.6 44.9 47.5 50.1 7.3 15.4 15.6 19.6 8,3 7.3 Incr Delay (d2), slush 0.1 0.0 2.0 0.3 0.1 1.0 0.0 3.0 3.4 1.8 0,1 0.0 Initial Q Delay(d3),slveh 0.0 0.0 0.0 0,0 0.0 0,0 0.0 0,0 0.0 0.0 0,4 0.0 %ile Back of Q (95%), vehlln 1.3 0.0 8.4 1.7 2,1 5.7 0,4 22.3 22.3 3.8 3.9 0.2 Lane Grp Delay (d), slush 45,1 0.0 53.6 45.2 47.6 51.1 7.3 18.3 19.0 21.4 8.3 7.3 Lane Grp LOS D D D D D A B B C A A Approach Vol, vehlh 184 186 1676 569 Approach Delay, siveh 52.4 49.2 18.5 11.2 Approach LOS D D B B Timer _ _ . _. _ _ _ Assigned Phs 1 6 5 2 3 8 7 4 Phs Duration (G+Y+Rc), s 7,9 19.9 8.5 20.4 7.7 83.2 10.1 85.6 Change Period (Y+Rc), s 5.0 5,0 5.0 5.0 5.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 5.0 37.0 5.0 37.0 5.0 77.0 10.0 82,0 Max Q Clear Time (g_c+11), s 3.6 12.8 4.2 10,4 2.6 43.2 5.0 7.8 Green Ext Time (p_c), s 0.0 2.1 0.0 2,1 0.0 33.5 0.1 71.8 HCM 2010 Ctrl Delay 21.5 HCM 2010 LOS C Notes: Six Mile Engineering, PA Biltmore Estates Subdivision 21312014 Meridian, Idaho HCM 2010 TWSC 2018 (Phase 2) Site + Background 3: Meridian Road & Harris Street AM Peak lntersectiora _._ Intersection Delay, slveh 1.4 Movement EBt:" " " ~t3T ~BR Wi3L tNBT WBR NBt, NBT NBR " SBt, SBT SBft Vol, vehlh 61 0 8 2 0 35 2 1444 2 23 421 15 Conflicting Peds, #Ihr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - 50 - - 50 - 500 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, °lo - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 88 88 88 88 $8 88 88 88 88 88 88 88 Heavy Vehicles, °/0 2 2 Z 2 2 2 2 2 2 2 2 2 Mvmt Flow 69 0 9 2 0 40 2 1641 2 26 478 17 Conflicting Flow All 1356 2179 239 1938 2178 822 478 0 0 1643 0 0 Stage1 531 531 - 1647 1647 - - - - - - - Stage 2 825 1648 - 291 531 - - - - - - - Follow-upHeodway 3.52 4.02 3.32 3.52 4,02 3.32 2.22 - - 2.22 - - Pot Capacity-1 Maneuver 108 46 762 39 46 317 1081 - - 390 - - Stage1 500 524 - 103 155 - - - - - - - Stage 2 333 155 - 693 524 - - - - - - - Time blocked-Platoon, °lo - - - - Mov Capacity-1 Maneuver 90 43 762 37 43 317 1081 - - 390 - - Mov Capacity-2 Maneuver 233 120 - 97 142 - - - - - - - Stage 1 499 489 - 103 155 - - - - - - - Stage 2 291 155 - 639 489 - - - - - - - A~roach EB WB NS SB ': HCM Control Delay, s 25.5 20 0 0.7 HCM LOS D C Capacity (vehlh} 1081 - - 253 282 390 - - HCM Lane VIC Ratio 0.002 - - 0,31 0.149 0,067 - - HCM Control Delay (s) 8.337 - - 25.5 20 14.893 - - HCM Lane LOS A D C B HCM 95th %tile Q(veh) 0.006 - - 1.273 0,517 0.214 - - Notes: :Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error ;Computation Not Defined Six Mile Engineering, PA Bittmore Estates Subdivision 213!2014 Meridian, Idaho HCM 2010 TWSC 2018 (Phase 2) Site + Background -Mitigation 3: Meridian Road & Harris Street AM Peak totersecfion Intersection Delay, s(veh 1.3 Movement Et3L ~8T ' EE~R __ WgL , "` WBT _ _ WSR NBL NBT ( _ NBR SBL _ .: SBT SBR Vol, veh/h 61 0 8 2 0 35 2 1444 2 23 421 15 Conflicting Peds, #Ihr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Con#rol Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length 100 - - - - - 50 - - 50 - 500 Veh in Median Storage, # - 0 - - 0 - - 2 - - 2 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 88 88 88 88 88 88 88 88 88 88 88 88 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 69 0 9 2 0 40 2 1641 2 26 478 17 Conflicting Flow All 1356 2179 239 1938 2178 822 478 0 0 1643 0 0 Stage1 531 531 - 1647 1647 - - - - - - - Stage 2 825 1648 - 291 531 - - - - - - - Follow-up Headway 3.52 4.02 3.32 3,52 4,02 3,32 2.22 - - 2,22 - - Pot Capacity-1 Maneuver 108 46 762 39 46 317 1081 - - 390 - - S#age 1 500 524 - 103 155 - - - - - - - Stage 2 333 155 - 693 524 - - - - - - - Time blocked-Platoon, % - - - - Mov Capacity-1 Maneuver 90 43 762 37 43 317 1081 - - 390 - - Mov Capacity-2 Maneuver 233 120 - 97 142 - - - - - - - Stage 1 499 489 - 103 155 - - - - - - - 5tage 2 291 155 - 639 489 - - - - - - - Approach EB WB NB SB` HCM Control Delay, s 22.1 20 0 0.7 HCM LOS C C Capacity (vehlh) 1081 - - 233 290 282 390 HCM Lane VIC Ratio 0,002 - - 0.198 0.111 0.149 0.067 HCM Control Delay (s} 8,337 - - 24.2 19 20 14.893 HCM Lane LOS A C C C B HCM 95th %tile Q(veh) 0.006 - - 0,72 0.37 0,517 0.214 :Volume Exceeds Capacity; $ :Delay Exceeds 300 Seconds; Error :Computation Not Six Mile Engineering, PA Biltmore Estates Subdivision 21312014 Meridian, Idaho HCM 2010 TWSC 2018 (Phase 2) Site + Background 1: Kentucky Way & Victory Road PM Peak Intersection Conflicting Peds, #Ihr Sign Control RT Ghannelized Storage Length Veh in Median Storage, # Grade, Peak Hour Factor Heavy Vehicles, Mvmt Flow Conflicting Flow Alf Stage 1 Stage 2 Follow-up Headway Pot Capacity-1 Maneuver Stage 1 Stage 2 Time blocked-Platoon, Mov Capacity-1 Maneuver Mov Capacity-2 Maneuver Stage 1 Stage 2 HCM LOS s 72 19 58 220 10 35 a o a o 0 0 Free Free Free Free Stop Stop - None - None - None - - - - 0 - 0 - - 0 0 - 0 - - 0 0 - 98 98 98 98 9$ 98 2 2 2 2 2 2 73 19 59 224 10 36 0 93 0 426 83 - - - 83 - - - - 343 - - 2.218 - 3.518 3.318 - 1501 - 585 976 - - - 940 - - - - 719 - - 1501 - 559 976 - - - 559 - - - - 940 - - - - 687 - 0 1.6 9.6 A Minor'Lane /Major Mvmt NBLn1 EBT >EBR ' WBL WBT Capacity (veh/h) 837 - - 1501 - HCM Lane V/C Ratio OA55 - - 0.039 - HCM Control Delay (s) 9.6 - - 7,497 0 HCM Lane LOS A A A HCM 95th %tile Q(veh) 0,174 - - 0.123 - :Volume Exceeds Capacity; $ :Delay Exceeds 300 Seconds; Error :Computation Not Defined Six Mile Engineering, PA Biltmore Estates Subditision 21312014 Meridian, Idaho HCM 2010 Signalized Intersection Summary 2018 (Phase 2) Site + Background 2: Meridian Road & Victor Road PM Peak Movement EBL EBT EBR WBL WBT ` WBR NBL ' NBT NBR SBL SBT ' SBf7 Lane Configurations ~ '~ ~ ~ ~ ~ ~~ ~ ~~ ~ Volume {vehlh) 40 68 22 147 139 164 25 619 71 125 1348 42 Number 1 6 16 5 2 12 3 8 18 7 4 14 Initial Q {Qb}, veh 0 0 0 4 0 0 4 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1,04 1.00 1.04 1,40 1.04 1,44 1.00 1.40 Parking BusAdj 1.DD 1.00 1.00 1.D0 1.00 1.D0 1.00 1.40 1,00 1.00 1.00 1.00 Adj Sat Flow vehlhlln 176.5 176.5 180.0 176.5 176.5 176.5 176.5 176.5 180.D 176.5 176.5 176.5 Lanes 1 1 D 1 1 1 1 2 4 1 2 1 Cap, veh/h 188 143 46 254 269 228 229 1878 216 491 2205 937 Arrive On Green 0.03 0.11 0.11 0.07 0.15 4.15 0,02 0.60 0.64 0,44 0.62 0.62 Sat Flow, veh/h 1681 1283 410 1681 1765 1504 1681 3148 358 1681 3529 1504 Grp Volume(v}, vehlh 43 4 95 156 148 174 27 374 361 133 1434 45 Grp Sat Flow(s),vehlhiln 1681 4 1692 1681 1765 1500 1681 1765 1742 1681 1765 1500 Q Serve(g_s), s 2.8 0.4 6,6 9.0 9,7 13.9 0.8 13,3 13.3 3.6 32.1 1,5 Cycle Q Clear(g_c), s 2.8 0,4 6.6 9.0 9,7 13.9 0.8 13.3 13.3 3.6 32,1 1.5 Prop In Lane 1,00 0.24 1,00 1.00 1.04 0.21 1.D0 1.00 Lane Grp Cap(c), vehlh 188 4 188 254 269 228 229 1066 1028 491 2205 937 V/C Ratio(X) 4,23 0.00 0.50 4,61 0.55 D.76 4.12 0.35 0.35 0.27 4.65 0.05 Avail Cap(c_a), vehlh 203 0 487 254 564 479 255 1066 1028 536 2228 947 HCM Platoon Ratio 1,40 1.04 1.00 1,00 1.00 1,40 1,00 1.00 1.00 1.00 1,00 1.00 Upstream Filter(I) 1.00 4.00 1,04 1.D4 1.44 1,40 1.40 1.40 1,00 1.00 1.04 1,00 Uniform Delay (d}, slveh 47.3 0.0 52.4 41.6 49.1 50.9 12.6 12.4 12.4 8.7 14.9 9.1 Incr Delay (d2), slveh 0.2 0.0 0.8 3.2 0.7 2.0 0,2 0,3 0.3 0.2 0.8 0.0 Initial Q Delay{d3)slveh 4.4 0.0 0.4 4.0 0.4 0.0 0.0 0.0 0.0 0.0 0.4 OA %ile Back of Q (95%), vehlln 2.2 0.0 5.3 7.6 7.8 9.1 0.5 8.9 8.7 2.2 17.9 0.$ Lane Grp Delay (d), slveh 47.6 0,4 53.1 44.8 49.7 52.9 12.7 12,7 12.7 8.9 15.6 9,1 Lane Grp LOS D D D D D B B B A B A Approach Vol, veh/h 138 478 762 1612 Approach Delay, slveh 51.4 49.3 12,7 14.9 Approach LOS D D B B Assigned Phs 1 6 5 2 3 8 7 4 Phs Duration (G+Y+Rc}; s 8,9 18.9 14.0 24.1 8.0 81.6 10.6 84.2 Change Period (Y+Rc), s 5.0 5,0 5.0 5.0 5.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 5,0 36.0 9,0 40.0 5.0 75.0 9.0 79.0 Max Q Clear Time (g_c+i1), s 4,8 8.6 11.0 15.9 2.8 15,3 5.6 34.1 Green Ext Time (p_c), s 0.0 3.2 0,0 3.1 0.0 58,7 0,1 44,0 In#ersection Summa HCM 2010 Ctrl Delay 21,5 HCM 2010 L05 C Notes _. Six Mile Engineering, PA Bilimore Estates Subdivision 2(312014 Meridian, Idaho HCM 2414 TWSC 2418 {Phase 2) Site + Background 3: Meridian Road & Harris Street PM Peak Intersection Conflicting Peds, #thr Sign Gon#rol RT Channelized Storage Length Veh in Median Storage, # Grade, °I° Peak Hour Factor Heavy Vehicles, Mvmt Flow 1.4 42 0 6 2 __ 0 26 8 669 2 38 1366 56 0 0 0 0 0 0 0 0 0 0 0 0 Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free - - None - - None - - None - - None - - - - - - 50 - - 50 - 504 - 0 - - 0 - - 0 - - 0 - - 0 - - 0 - - 0 - - 0 - 97 97 97 97 97 97 97 97 97 97 97 97 2 2 2 2 2 2 2 2 2 2 2 2 43 0 6 2 0 27 8 690 2 39 1408 58 Conflicting Flow All 1848 2195 704 1489 2194 346 1408 0 0 692 Stage 1 1487 1487 - 707 707 - - - - - 5tage 2 361 708 - 782 1487 - - - - - Foliow-upReadway 3,52 4,02 3.32 3.52 4.02 3,32 2.22 - - 2.22 Pot Capacity-1 Maneuver 46 45 379 86 45 650 481 - - 899 Stage 1 130 186 - 392 436 - - - - - Stage 2 630 436 - 353 186 - - - - - Time blocked-Platoon, % - - Mov Capacity-1 Maneuver # 42 42 379 81 42 650 481 - - 899 Mov Capacity-2 Maneuver 120 156 - 247 152 - - - - - Stage 1 128 178 - 385 429 - - - - - Stage 2 594 429 - 332 178 - - - - - HCM Control Delay, s 48.3 HCM LOS E 11,5 B 0.1 0.2 0 0 Capacity (veh/h) 481 - - 131 582 899 - - HCM Lane VIC Ratio OA17 - - 0.378 0.05 0,044 - - HCM Control Delay (s} 12.615 - - 48.3 11,5 9,187 - - HCM Lane LOS B E B A HCM 95th %tile Q(veh) 0,052 - - 1.577 0.156 0.137 - - Notes :Volume Exceeds Capacity; $ ; Delay Exceeds 300 Seconds; Error :Com putation Not Defined Six Mile Engineering, PA Biltmore Estates Subdivision 21312014 Meridian, Idaho HCM 2010 TWSC 2018 (Phase 2) Site + Background Mitigation 3: Meridian Road & Harris Street PM Peak Intersection Intersection Delay, s/veh 1.2 Movement EBL EBT EBR WBL UUBT WBR >• NBL NBT NBR SBL SBT' SBR Vol; veh/h 42 0 6 2 0 26 8 669 2 38 1366 56 Conflicting Peds, #Ihr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stap Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length 100 - - - - - 50 - - 50 - 500 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 MvmtFlow 43 0 6 2 0 27 8 690 2 39 1408 58 Conflicting Flow All 1848 2195 704 1489 2194 346 1408 0 0 692 Stage 1 1487 1487 - 707 707 - - - - - Stage 2 361 708 - 782 1487 - - - - - Fallow-up Headway 3.52 4,02 3.32 3.52 4.02 3.32 2.22 - - 2.22 Pof Capacity-1 Maneuver 46 45 379 86 45 650 481 - - 899 Stage 1 130 186 - 392 436 - - - - - Stage 2 630 436 - 353 186 - - - - - Time blocked-Platoon, % - - Mov Capacity-1 Maneuver # 42 42 379 81 42 650 481 - - 899 Mov Capacity-2 Maneuver 120 156 - 247 152 - - - - - Stage 1 128 178 - 385 429 - - - - - Stage 2 594 429 - 332 178 - - - - - HCM Control HCM LOS Minor Lane I Major Mvmt NBL NBT NBR E8Ln1 EBLn2 V~/BLn1 ;SBL SBT SBR' Capacity {vehlh~ 481 - - 120 151 5$2 899 - - HCM Lane V/C Ratio 0.017 - - 0.241 0.137 0.05 0.044 - - HCM Control Delay {s) 12,615 - - 44.3 32.6 11.5 9.187 - - HCM Lane LOS B E D B A HCM 95th %kile Q(veh) 0,052 - - 0.882 0.461 0.156 0.137 - - :Volume Exceeds Capacity; $ :Delay Exceeds 300 Seconds; Error :Computation Not De€ined Six Mile Engineering, PA Biltmore Estates Subdivision 2/3/2014 Meridian, Idaho