Ordinance No ORDINANCE NUMBER 238

Transcription

1 Ordinance No ORDINANCE NUMBER 238 BY THE ADA COUNTY HIGHWAY DISTRICT BOARD OF COMMISSIONERS: SARA M. BAKER, REBECCA W. ARNOLD, JIM D. HANSEN, KENT GOLDTHORPE, PAUL WOODS AN ORDINANCE AMENDING TITLE II, SECTION 7100 ET SEQ. OF THE ADA COUNTY HIGHWAY DISTRICT CODE, TO ESTABLISH NEW GENERAL REQUIREMENTS AND PROCEDURES FOR DEVELOPMENT IN ADA COUNTY INCLUDING BUT NOT LIMITED TO REQUIREMENTS AND PROCEDURES FOR LEVEL OF SERVICE PLANNING THRESHOLDS AND MITIGATION MEASURES; AMENDING TITLE II SECTION 7200 ET SEQ. OF THE ADA COUNTY HIGHWAY DISTRICT CODE TO ESTABLISH NEW TECHNICAL REQUIREMENTS AND RESPONSIBILITIES FOR ALL DEVELOPMENTS IN ADA COUNTY INCLUDING BUT NOT LIMITED TO INCLUDING REQUIREMENTS AND PROCEDURES FOR LEVEL OF SERVICE PLANNING THRESHOLDS AND MITIGATION MEASURES; ESTABLISHING AN EFFECTIVE DATE. WHEREAS, Idaho Code Section provides that the Commissioners of the Ada County Highway District (the District ) may pass ordinances for carrying into effect or discharging all powers and duties conferred upon the District; and WHEREAS, Idaho Code Section further provides that the District may print or publish ordinances in book or pamphlet form pursuant to the authority of the Commissioners; and WHEREAS, Pursuant to Idaho Code Sections , and , the District is vested with the exclusive authority and responsibility for the design, construction, reconstruction and maintenance of rights-of-way within its jurisdiction including traffic and safety engineering for both motorist and pedestrian traffic, procurement, installation, operation and maintenance of traffic control devices, and drainage where it is necessary for motorist safety or necessary for right-of-way maintenance; and WHEREAS, the Commissioners of the Ada County Highway District desire to amend Title II, Section 7100 et seq., ACHD Code, relating to general requirements and procedures for development, to make various technical edits; amend minimum surety bond requirements; amend references to level of service standards and replace them with references to level of service planning thresholds; amend requirements and procedures relating to level of service planning thresholds; and amend requirements and procedures relating to mitigation measures; and WHEREAS, the Commissioners of the Ada County Highway District desire to amend Title II, Section 7200 et seq., ACHD Code, relating to technical requirements and procedures for development, to make various technical edits; amend references to level of service standards and replace them with references to level of service planning thresholds; and amend requirements and procedures relating to mitigation measures for development with site traffic less than 10% of the existing downstream roadway or intersection traffic. WHEREAS, ACHD can consider the traffic volume demand occasioned by [a] proposed subdivision in its consideration for acceptance and approval of a subdivision plat. However, ACHD does not have the authority to approve or reject developments. KMST, LLC v. County of Ada, 67 P.3d 56, 61 (Idaho 2003) ( ACHD ha[s] no final authority to approve or reject [a] proposed development. ). Pursuant to the LLUPA, the governing board not a highway district is the entity that approves subdivision developments. See Idaho Code , ; A governing board, defined as [a] city council or board of county commissioners is empowered to enact ordinances regulating the procedure and standards for subdivision applications. See Terrazas v. Blaine County ex rel. Bd. of

2 Com rs, 207 P.3d 169, 174 (Idaho 2008) (citing Idaho Code ). Blaha v. Eagle City Council, 9 P.3d 1234, 1236 (Idaho 2000) ( a city has jurisdictional authority to make zoning decisions, including subdivision plat approvals ); KMST, LLC, 67 P.3d at 61 ( the final authority to approve or reject [a] proposed development and to decide what conditions, if any, to impose when granting approval is for the planning agency). These governing boards are vested with the exclusive, non-delegable, authority to finally approve subdivision applications. Id. (citing ). NOW, THEREFORE, BE IT DECLARED, that it is in the public interest to amend Title II, Section 7100 et seq. of the Ada County Highway District Code, relating to general requirements and procedures for development, to make various technical edits; amend minimum surety bond requirements; amend references to level of service standards and replace them with references to level of service planning thresholds; amend requirements and procedures relating to level of service planning thresholds; and amend requirements and procedures relating to mitigation measures, all as fully set forth in the attached Exhibit A, attached here to. NOW, THEREFORE, BE IT FURTHER DECLARED, that it is in the public interest to amend Title II, Section 7200 et seq. of the Ada County Highway District Code, relating to technical requirements and procedures for development, to make various technical edits; amend references to level of service standards and replace them with references to level of service planning thresholds; and amend requirements and procedures relating to mitigation measures for development with site traffic less than 10% of the existing downstream roadway or intersection traffic, all as fully set forth in the attached Exhibit B, attached here to. NOW, THEREFORE, BE IT ORDAINED BY THE BOARD OF COMMISSIONERS OF THE ADA COUNTY HIGHWAY DISTRICT, ADA COUNTY, IDAHO, that amendments to Title II, Section 7100 et seq. of the Ada County Highway District Code all as fully set forth in the attached Exhibit A, attached hereto. BE IT FURTHER ORDAINED, that amendments to Title II Section 7200 et seq. of the Ada County Highway District Code, are hereby adopted, all as fully set forth in the attached Exhibit B, attached hereto. BE IT FURTHER ORDAINED, that all ordinances or parts of ordinances or resoltions or parts of resolutions in conflict herewith, are, to the extent of such conflict, replealed. BE IT FURTHER ORDAINED, that the provisions of this Ordinance are hereby delared to be severable and if any provision of this Ordinance or the application of such provision to any person or circumstance is declared invalid for any reason, such declaration shall not affect the validity of the remaining portion of this Ordinance or the Ada County Highway District Code adopted hereby and the same shall remain in full force and effect. BE IT FURTHER ORDAINED, that this ordinance shall be in full force and effect from and after December 12, 2018, following its passage, approval and publication as provided by Idaho Code Seciton Ordinance No

3 ADOPTED BY THE ADA COUNTY HIGHWAY DISTRICT BOARD OF COMMISSIONERS THIS 14th day of November, ADA COUNTY HIGHWAY DISTRICT BOARD OF COMMISSIONERS By: Sara M. Baker, President By: Rebecca W. Arnold, Vice President By: Jim D. Hansen, Commissioner By: Kent Goldthorpe, Commissioner By: Paul Woods, Commissioner ATTEST: Bruce S. Wong, Director Ordinance No

4 Exhibit A SECTION 7100 GENERAL REQUIREMENTS & PROCEDURES FOR DEVELOPMENT 7100 GENERAL REQUIREMENTS & PROCEDURES FOR DEVELOPMENTS APPROVAL PROCESS GENERAL FLOW CHART TIME REQUIREMENTS Application Review Schedule Improvement Plans IRRIGATION DISTRICTS CONDITIONAL USE, DESIGN REVIEW AND REZONE REQUESTS APPROVAL AUTHORITY LEVELS Staff level Approval Authority Full Compliance Substantial Compliance Modifications to Previously Approved... Development Applications Management Level Authority to Approve... Modifications of Dimensional Standards Review Process Appeal of Staff Level and Management Level... Decisions to Commission PLAT REQUIREMENTS AND CONTENT PRELIMINARY PLATS Discussion Preliminary Plat Contents Name Changes FINAL PLATS LIMITATIONS ON TIME OF RECORDING OUT-PARCELS AGREE MENTS NON-DEVELOPMENT AGREEMENTS FINANCIAL GUARANTEE OF SUBDIVISION IMPROVEMENT AGREEMENTS FOR STREETS AND DRAINAGE FACILITIES SUBDIVISION INSPEACTION AGREEMENT MAINTENANCE REQUIREMENTS Discussion General Requirements MODIFICATIONS AND WAIVERS OF DISTRICT DEVELOPMENT POLICY FINDINGS REQUIRED TO SUPPORT MODIFICATION OR WAIVER DEVELOPER S WRITTEN REQUEST, REFERRAL TO COMMISSION WITH... STAFF RECOMMENDATION REQUEST BY DEVELOPMENT SERVICES MANAGER IMPROVEMENT PLANS SUBMITTAL CONTENTS Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord 232 (12/7/16); Ord. 233 (1/25/17)

5 Exhibit A DISCUSSION STREET IMPROVEMENT PLAN REQUIREMENTS General Layout Data to be Included on Drawings Preparation and/or Certification of Plans Submittals The Improvement Plans Shall Show Cross-sections TRAFFIC IMPACT STUDIES TIS PURPOSE AND GENERAL REQUIREMENTS Initial Meeting Preparer Qualifications District Review Final Report GUIDE TO DEVELOPING A TIS Determine if a TIS is Required Site Plan and Study Area Traffic Counts Trip Generation Directional Distribution Internal Circulation Trip Distribution and Assignment Analysis STUDY APPROACH Scope of TIS Horizon Year Time Periods STANDARDS Level of Service Planning ThresholdsStandards Signal Warrants Roundabouts Turn Lane Analysis TRAFFIC DATA Current Traffic Data Peak Hour Counts Turning Counts Future-Year Traffic Data Pass-By Trips Internal Trips Trip Generation Trip Distribution and Assignment ANALYSIS Method to Determine Level of Service Signalized Intersections Unsignalized Intersections MITIGATION MEASURES Mitigation Proposals Multi-Phase Developments REPORT FORMAT Executive Summary Proposed Development (Site and Nearby) Analysis of Existing Conditions Analysis of Background Traffic Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord 232 (12/7/16); Ord. 233 (1/25/17)

6 Exhibit A Projected Traffic Traffic Analysis Internal Project Site Circulation Conclusions and Recommendations Appendices SCHOOL TIS COORDINATION WITH UTILITIES AND THE DISTRICT ARRANGEMENTS AND LOCATION OF UTILITIES RESPONSIBILITY FOR RELOCATION PRECONSTRUCTION CONFERENCE PROJECT INSPEACTION REQUIREMENTS GENERAL FEES AS-BULT DRAWINGS/ELECTRONIC RECORD Section 7100 List of Figures 71-F1 Subdivision and Development Application Approval Process Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord 232 (12/7/16); Ord. 233 (1/25/17)

7 Exhibit A 7100 GENERAL REQUIREMENTS & PROCEDURES FOR DEVELOPMENTS 7101 APPROVAL PROCESS General The District participates in a countywide effort to standardize and simplify the development process. When the Ada Planning Association (APA) Board accepts guidelines, the District will adopt those guidelines that pertain to District activities and include them in these policies. The guidelines, as adopted by APA, are included in Appendix A. If there is a conflict between the guidelines and the text of these policies, the text shall take precedence. NOTE: If the lead agency in which the development proposal is located has not adopted the guidelines contained in Appendix A at the time the development application is filed, all references to "lead agency" in the following policies shall read "District." Flow Chart Figure 1 is a simple flow chart that shows the steps and critical time requirements. The time and steps shown may vary depending on the size and complexity of the proposed development Time Requirements Application Review Schedule The deadline for development applications that ACHD will consider for the weekly review is at Noon on Thursdays. Applications received by Thursday are typically reviewed within 20 calendar days from that cut-off date for staff level actions; and 30 calendar days from that cut-off date for Commission level actions. Large or complex developments may require additional review time. ACHD encourages applicants to schedule a pre-application meeting with staff to review the proposed development, ACHD standards and potential traffic impacts and/or issues that may need to be addressed. Exceptions to the timelines above include, but are not limited to: Applications requiring a Traffic Impact Study (TIS) will not be accepted or reviewed until the TIS has been reviewed and approved by ACHD. Applicants are encouraged to submit the TIS prior to submittal of the development application to the lead agency. Applications requiring a modification or waiver of policy will not be scheduled for Commission action until the applicant has provided documentation supporting the modification or waiver; or alternative proposals. The application may be deferred to a date beyond the standard review times to provide the public the opportunity to testify at a Commission meeting. Applications with public input are typically scheduled for the next available meeting. Applications may be scheduled for the next available evening meeting if requested by the public or the Commission. Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

8 Exhibit A Revised site plans/plats submitted after staff has initiated the review may be considered as new applications; and the time for review may start over. Applications may be deferred if updated traffic counts are necessary for review of the application. If an application is deemed by ACHD staff to have a substantial impact on the existing transportation system, the staff may defer consideration of the application in order to obtain and review additional information or to provide sufficient time to conduct an adequate review (also see Section 7102). ACHD reserves the right to delay Commission action, on those requests that differ from established policy to provide sufficient time to conduct an adequate review. Reports for applications requiring Commission approval will be provided to the Commission one week prior to the Commission meeting when the application will be considered; and will be available for the public on the same date. Staff level determinations under this section are subject to Commission review Improvement Plans Irrigation Districts 1. Time of Review Construction plan review will normally be completed in a maximum of ten working days from the date all required materials are submitted to the District. Complex developments, and those which differ from established policy, may take longer. The District reserves the option to assign construction plan review to an on-call consulting engineer. If the District expects the review time to exceed ten working days, staff will estimate a completion date and inform the developer or engineer, as soon as practical after receiving the plans. The time required for approval of improvement plans may vary due to required changes or corrections to the plans. If changes or corrections are required, the District will review the revised plans within five working days after re- submittal. 2. Responsibility of Design Engineer The Registered Engineer who signs and stamps the improvement plans is responsible for the proper design and workability of the improvements. Approval of the improvement plans by the District does not relieve the design engineer of this responsibility. An irrigation entity or owner must approve or accept all irrigation conveyance system alterations including, but not limited to, design, construction, piping, moving of structures and/or the discharge of drainage into the irrigation system before District acceptance. Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

9 Exhibit A Some irrigation entities are reluctant to give written approval for the acceptance of drainage into their systems. The developer shall follow the requirements of the affected irrigation district and make a reasonable effort to obtain an approval letter from that entity. If he is unable to do so, the developer may request the District to send a copy of the drainage plans with a letter explaining the situation to the irrigation district by certified mail. If the irrigation entity does not respond in writing to the District within 15 calendar days, the District will determine that the proposed plans are acceptable to the irrigation district and will proceed with the process Conditional Use, Design Review and Rezone Requests These requests are submitted to the District by Ada County or the city having jurisdiction. The District will respond to the county or city with the District requirements together with a recommendation that they be included in the action taken by the governing body handling the request. Section and Figure 1 show the District's processing time schedule. The administrative fees shall be as adopted and modified by the Commission. See Section 7200 for improvement requirements Approval Authority Levels Staff Level Approval Authority The Development Services Manager or the Manager s designee shall have the authority to give the staff level approval authorized by this Section and Section Full Compliance A proposed development that fully complies with District Policy is eligible for staff level approval Substantial Compliance A development application is eligible for staff level approval if the application complies with the following criteria: a. It is of the following types: 1. Annexation Requests 2. Conditional Use Applications 3. Design Review Applications 4. Private roads 5. Staff level approval applications from other agencies 6. Commercial subdivision preliminary plats that contain five or fewer lots 7. Residential subdivision preliminary plats that contain twenty or fewer lots Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

10 Exhibit A 8. Traffic and Development Plans (Master Site Plans) 9. Zone Changes; and b. The proposed development: 1. Will not generate more than 200 vehicular trips per day to a local residential street, or 1500 trips per day to a commercial/industrial, collector or arterial street, and 2. Does not involve the acquisition by ACHD of right-ofway at a value of more than $100,000, or the construction by ACHD of street improvements at a cost of more than $150, Modifications to Previously Approved Development Applications Requested modifications to development applications previously approved at the staff level are subject to staff level approval if the requested modification will not result in an increase in vehicular traffic or the acquisition by ACHD of additional right-of-way beyond the limits set forth in Section (b) Management Level Authority to Approve Modifications of Dimensional Standards ACHD management level personnel having authority to approve modifications of dimensional standards as such is granted herein and in Section upon first making findings of fact, and conclusions based thereon, that: a. A parcel of real property proposed for development is so unusual in size, shape, location and/or physical condition that strict enforcement of one or more of the dimensional standards contained in sections 7100 and 7200 of this Policy Manual would result in extraordinary economic and design hardships and practical difficulties, as distinguished from a mere inconvenience, for purposes of determining compliance with District Policy and staff level approval authority under section ; and b. Modification of such dimensional standards will not jeopardize pedestrian and motorist safety or otherwise be injurious to other adjacent property or detrimental to public safety, health or welfare; and c. Conditions upon the request for modification are unique to the property for which the modification is sought and are not applicable generally to other property; and d. The modification will not contravene the overall intent or effect of sections 7100 and 7200 of this Policy Manual; may modify such standard(s) as follows: Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

11 Exhibit A a. Director by no more than seventy-five percent (75%). b. Deputy Director-Engineering by no more than sixty percent (60%). c. Development Services Manager by no more than forty percent (40%) on arterial roadways; and all dimensional standards on collector and local roadways. Provided, modifications cannot be made to a dimensional standard which is required by statute, and can only modify a standard based on public health and safety considerations when the requested modification is found by the authorized management level personnel to satisfy the same public health and safety concerns which gave rise to the development policy standard sought to be modified. A request for a modification of dimensional standard(s) under this section must be initiated by the developer, by submitting a written request to the Development Services Manager as a part of the original development application. The request shall identify the specific dimensional standard(s) sought to be modified, and include an explanation of how the intent and effect of the development policy will still be met if the request is granted, and contain an accurate description of the physical conditions that preclude compliance with the dimensional standard(s), and also provide information addressing and supporting the findings of fact and conclusions listed in above this section the authorized management level personnel will act upon the request as applicable, within ten (10) working days after receipt, unless otherwise agreed in writing by the developer Review Process Staff Level Approval and Management Level Approval under this section will follow the same process and time schedules as all applications, except that the authorized management personnel will have the authority to approve the applications on behalf of the Commission pursuant to their authority level. The staff will prepare letters of approval and/or modification of dimensional standards for signature by the authorized management personnel following the Technical Review Committee meeting and a decision by the authorized management personnel. Notwithstanding the provisions for Staff Level Approval and Management Level Approval, any Commissioner, the Director, Deputy Director-Engineering, or the Development Services Manager may bring any application forward for Commission review that contains unusual circumstances Appeal of Staff Level and Management Level Decisions to Commission The Commission shall hear and decide appeals by an applicant of the final decision made by the authorized management personnel when it is alleged that the authorized management personnel (as applicable) did not properly apply this section , did not consider all of the relevant facts presented, made an error of fact or law, abused discretion or acted arbitrarily and capriciously in the Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

12 Exhibit A interpretation or enforcement of the ACHD Policy Manual PLAT REQUIREMENTS AND CONTENT Preliminary Plats 1. Filing Fee The Commission may, from time to time, set reasonable fees to be charged the applicant for the processing of appeals, to cover administrative costs. 2. Initiation An appeal is initiated by the filing of a written notice of appeal with the Secretary and Clerk of the District, which must be filed within ten (10) working days from the date of the decision that is the subject of the appeal. The notice of appeal shall refer to the decision being appealed, identify the appellant by name, address and telephone number and state the grounds for the appeal. The grounds shall include a written summary of the provisions of the policy relevant to the appeal and/or the facts and law relied upon and shall include a written argument in support of the appeal. A notice of appeal that does not comply with the provisions of this subsection shall not be considered by the Commission. 3. Time to Reply The authorized management personnel (as applicable)shall have ten (10) working days from the date of the filing of the notice of appeal to reply to the notice of the appeal, and may during such time meet with the appellant to discuss the matter, and may also consider and/or modify the decision that is being appealed. A copy of the reply and any modifications to the decision being appealed will be provided to the appellant prior to the Commission hearing on the appeal. 4. Notice of Hearing Unless otherwise agreed to by the appellant, the hearing of the appeal will be noticed and scheduled on the Commission agenda at a regular meeting to be held within thirty (30) days following the delivery to the appellant of the authorized management personnel s reply to the notice of appeal. A copy of the decision being appealed, the notice of appeal and the reply shall be delivered to the Commission at least one (1) week prior to the hearing. 5. Action by commission Following the hearing, the Commission shall either affirm or reverse, in whole or part, or otherwise modify, amend or supplement the decision being appealed, as such action is adequately supported by the law and evidence presented at the hearing. Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

13 Exhibit A Discussion The content and drafting of a preliminary plat shall provide enough information to properly evaluate the proposed development. Staff will review the proposed street layout for continuity and adequate connection with existing and proposed streets next to the proposed development. They will check conformity with the current functional street Classification Plan. Staff will review the drainage system for its impact on adjacent property (both upstream and downstream). They will check the design details of the system proposed for the development and assure conformity with applicable drainage master plans. See Section 8000 and following. If land included in a preliminary plat is to be developed in phases, Commission approval of the preliminary plat shall be interpreted as approval of a master plan of streets for the entire project. The requirements of the approved master plan must be followed for each intermediate phase of the development. The developer will provide a copy of the drainage plan for information purposes to the lead agency at the same time the developer submits said plans to ACHD. The District will return, without action, any preliminary plat submitted for review that does not contain adequate information or is not complete. The District will send a letter to the applicant advising the applicant about the Commission action. The conditions of approval will be included if it is approved. If not, the reason(s) for disapproval will be stated Preliminary Plat Contents All Preliminary Plat Applications shall include a vicinity map, a preliminary plat map and attachment. Each part is described more fully below. 1. Vicinity Map A vicinity map, drawn to a scale of 1 = 300 or larger (that is 1 200, etc.) which includes the proposed development and enough area around it to provide adequate orientation and landmark identification for someone unfamiliar with the area. All the following elements are to be included: a. A minimum distance of 600 beyond all boundaries of the proposed development. b. A north arrow. c. Location and names of all existing and proposed roadways, including those within 200 feet of the boundary of the property. d. Clear identification of the boundary of the proposed development and its proposed roadway alignments. Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

14 Exhibit A e. Names of all adjoining developments, with location of all intersecting boundary lines and approved public and private streets. 2. Preliminary Plat Map A 24 x36 plat map, drawn to a scale of 1 = 100 or longer (that is 1 = 50 etc.) which shows the complete proposed development and topography including an area not less than 100-feet beyond all boundaries of the proposed development if it is smaller than 5-acres and 300-feet beyond all boundaries of all other developments. (Note: For larger developments, a smaller scale or different size plat map may be used, if the lead agency has given approval in writing.) All the following features are to be shown on the plat map: a. A graphic scale, north arrow and date of preparation. b. Name and signature of person preparing plat. c. Name of owner/developer. d. Name, firm name, address and telephone number of primary contact person. e. Lot layout with lot numbers and approximate dimension of each lot. The approximate number of square feet of all lots not conforming to listed minimums for the proposed zoning must be included. When the proposed development is an extension of an existing platted development, lot and block numbers for all portions of the development platted before shall be included. f. Public use areas (i.e. parks, school sites, pathways, etc.) with intended uses identified on the map. g. Proposed locations, widths, direction of slope and names of all streets, alleys, highways, and private roads within the proposed development. (This includes all future street extensions shown with dotted lines). If secondary access will be a concern, more information may be needed. h. In areas where street or private roadway grades may not conform with the required minimum or maximum slope requirements of the District, show approximate grades of existing and proposed streets and private roads within and immediately next to the proposed development (Note: Additional information may be required by the District after initial review of plat map). Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

15 Exhibit A i. Centerline radii of all curves on public or private roadways and alleys. j. Location of existing and proposed irrigation lines, tile drains, wells, pipelines, and sewer and water lines within the proposed development; location of access point to existing water and sewer lines. k. Location, width and direction of flow of all existing water courses, irrigation drains and storm drains within and next to the proposed development; location and description of the proposed method of providing flood and erosion control. l. Location and identification of known potentially dangerous areas. Include geologic hazard areas, areas subject to inundation or flood, and areas of high groundwater. High groundwater is deemed to be an area where the groundwater is less than 4-feet below natural ground level. m. Location and width of all existing or proposed easements or right-of-way. n. Contour lines, based on USGS datum. Use intervals of not more than 5-feet for parcels with a general slope greater than 5%. Use intervals of not more than 2-feet for parcels with a general slope of 5% or less. Contour lines shall extend a minimum of 100-feet beyond the proposed development boundary if it is smaller than 5- acres and 300-feet beyond all boundaries of all other developments. If a drainage channel borders the proposed development the contour liens shall extend the additional distance necessary to show the far side of the drainage facility. Note: In areas where USGS datum is not available, this requirement may be waived by prior written agreement between the developer and the District. o. Proposed locations of facilities to be used by alternative transportation forms, such as bus stops, park and ride lots, etc. p. Proposed location of micro-pathways through the development. 3. Special Requirements Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

16 Exhibit A Where the proposed development may have significant adverse impact on adjacent developments, the following additional information may be required: a. Location of any areas of fill or excavation and estimated volume of material to be moved. b. For multi-phase developments, the proposed boundaries of each phase and the sequence of phases to be developed. The phasing sequence should use consistent lot and block numbering patterns. c. Secondary access. d. Traffic impact studies, special intersection studies and/or master plans. Traffic impact studies will generally be required for projects that include more than 100 dwelling units, 30,000 square feet of commercial use, 50,000 square feet of industrial or institutional use, or have special circumstances that the District determines warrant such studies. (See Section 7106.) 4. Attachments a. An 8-1/2 x11 photo-reduction of the vicinity map suitable for public presentation. b. An 8-1/2 x11 photo-reduction of the preliminary plat suitable for public presentation. Note: If either the vicinity map or the preliminary plat is so large that it does not fit conveniently on a single 8-1/2 x11 photo-reduction, the developer should work with District to decide how to phot-reduce the map or plat (for example, multiple sheets; single sheet of different dimensions, etc.). c. An electronic file of the preliminary plat and vicinity map. The preliminary plat will not be processed until an acceptable electronic file is submitted to the District Name Changes If the name of a subdivision is changed after submittal to the Lead Agency, the developer shall notify the District staff of the name change in writing within seven days of the name change Final Plats Final plats may be submitted at any time for consideration by Director and the President of the Commission. The content and drafting of the final plat shall be consistent with the requirements of Ada County, the respective municipal Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

17 Exhibit A jurisdiction and Idaho law. The final plat will be scheduled for consideration by the Director and the President of the Commission or the Commission consistent with the schedule outlined in Section If the final plat conforms to all requirements established by the District at the time of approval of the preliminary plat, and all conditions of approval of the preliminary plat have been met, the Director and the President of the commission upon joint concurrence may approve, or conditionally approve said plat and the president of the commission shall execute said plat. If there is a change from the preliminary plat or at least one of the conditions of approval of the preliminary plat has not been met, the decision to accept and approve the final plat shall be brought before the commission and the Commission may refuse to approve the final plat for reasons including, but not limited to, the following: 1. Federal, State or local laws affecting the approved preliminary plat have changed. 2. Final engineering requirements differ from those used in the preliminary plat. 3. Changes made by the developer between preliminary plat and final plat require modification in order to maintain integrity with current laws and policies. Changes that might invoke this provision include, but are not limited to, phasing, lot density, street layout and drainage. 4. The required approval of any other agency or jurisdiction is contingent upon changing the plat. 5. More than twelve months have passed since the District approved the preliminary plat Limitations on Time of Recording A final plat shall be recorded within 24 months after approval of the preliminary plat by the governing board of the lead agency. District approval of a preliminary plat shall be voided if the final plat is not recorded within 24 months after lead agency approval unless a time extension is granted. If a preliminary plat is voided, a developer shall be required to start a new platting process with the District. Twelve-month extensions are permitted, subject to the following conditions: 1. Each extension shall be for 12-months from the date of preliminary plat approval by the lead agency governing board. 2. With each request for extension new conditions may be added by the District. 3. An application for time extension must be submitted and all required fees paid before the expiration date of the most recent preliminary plat approval or extension period. Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

18 Exhibit A Out-Parcels 7103 AGREEMENTS Out-parcels are created when a land development is constructed around a remnant parcel of land. The lack of dedicated right-of-way and improvements along the frontage of the out-parcel creates gaps in curbs and sidewalks that can take years to complete, often at public expense. The following policy applies to right-of-way dedication and improvements in front of out-parcels. If five or more of the following warrants are present, right-of-way dedication and improvements will not be required in front of any out-parcel. 1. The out-parcel was created legally, as a one-time split of the original parcel as defined by the Subdivision Ordinance of the lead agency. 2. The out-parcel was created more than 12-months previous to the submittal of the application. 3. The applicant is not the original purchaser of the land being developed. 4. There is no other curb and sidewalk on the fronting street or intersecting streets within 1,400 feet of the out-parcel. 5. There is not an elementary school within one mile measured along streets by the most direct route. 6. The installation of improvements would cause a blockage of street drainage. 7. There would be major utility relocation costs involved with the improvements. 8. Dedication of right-of-way would reduce existing dwelling setbacks from the street to less than required by the zoning ordinance of the lead agency. 9. The number of dwelling in the proposed project, if residential, is three or fewer Non-development Agreements The District will only approve requests for non-development agreements when the need for the non-development agreement is beyond the control of the developer, such as being unable to complete a phase of a subdivision because of inclement weather. The Commission will consider written requests for non-development agreements, within 30-days of submittal Financial Guarantee of Subdivision Improvement Agreements for Streets and Drainage Facilities 1. General Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

19 Exhibit A The District requires a developer to provide, subject to the approval of the District in its sole discretion and the conditions set forth in this Section , a cash bond, a surety bond, a certificate of deposit, and/or an irrevocable letter of credit as a financial guarantee, if improvements are not constructed at the time of final plat approval. The financial guarantee must be issued by a financial institution or surety that has a local branch in Ada County, and the District must be able to draw at that branch. The District shall be the sole beneficiary of the financial guarantee. The financial guarantee shall insure that the Developer will properly install the improvements required by the District within a specified time state in the Subdivision Improvement Agreement. The financial guarantee amount will be 110% of the construction costs estimated by the District to complete the required improvements. If the required improvements have not been completed 15 working days prior to the expiration of the term of the financial guarantee, the District will make demand on the financial guarantee and initiate proceedings to complete the required improvements. The financial guarantee shall not be released by the District until the required improvements have been fully completed and accepted by the District and all fees have been paid in full. The District may, but is not obligated to, grant a reduction of the financial guarantee if a substantial portion of the required improvement has been constructed and accepted by the District. The Development Services Manager may, but is not obligated to, grant an extension of the Subdivision Improvement Agreement for the development for up to one year, providing the improvements have not been identified as an urgent need. An acceptable valid financial guarantee must be in force at the time the extension request is made. If a second extension is requested, the Director may, but is not obligated to, grant the extension. A written request for any extension shall not prevent the District from enforcing the Subdivision Improvement Agreement and original financial guarantee. If a Subdivision Improvement Agreement extension is granted, the District has the right to adjust the financial guarantee requirements to reflect an updated cost estimate. An extension request shall state the desired duration of the extension and the reason for the extension. The liability upon the financial guarantee given for the faithful performance of the Subdivision improvement Agreement shall be: a. The performance of the work covered by the Subdivision Improvement Agreement and any changes or alterations in such work provided that all such changes or alteration do not exceed 10 percent of the estimated cost of the improvement at the time construction of the improvement commences. Any changes in the performance obligations must be approved in writing by the Development Services Manager. Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

20 Exhibit A b. Reasonable costs, expense and fees, including attorneys fees and statutory interest, incurred to enforce the financial guarantee. 2. Surety Bond The minimum financial guarantee amount of the surety bond is $250,000. The Surety Bond to secure the performance of all the terms and conditions of the Subdivision Improvement Agreement shall be in substantially the following form: Whereas, the Board of Commissioners of the Ada County Highway District (the District ), and the (the Principal ) have entered into a Subdivision Improvement Agreement, dated ; 20, which is incorporated herein by reference (the Agreement ), whereby Principal agrees to install and fully complete all the designated public street improvements; and Whereas, the Principal is required under the terms of the Agreement to furnish a bond for the faithful performance of the Agreement. Now, therefore, we, the Principal and, as surety (the Surety ), are held and firmly bound unto the District in the penal sum of dollars ($ ) lawful money of the United States for the full payment of such sum well and truly to be made, and we bind ourselves, our heirs, executors, administrators, successors or assigns, jointly and severally, firmly by these presents. The condition of this obligation is such that if the above bounded Principal, or his or its heirs, executors, administrators, successors or assigns, in all thing stands to, and abides by and well and truly keeps and performs in strict compliance with all covenants, conditions and provisions in the Agreement and any alteration thereof made as therein provided, on his or its part, to be kept and performed at the time and in the manner therein specified, and in all respects according to their true intent and meaning, and indemnifies and saves harmless the District, its officers, agents and employees, as therein stipulated, then this obligation shall become null and void; otherwise it shall be and remain in full force and effect. As a part of the obligation secured hereby and in addition to the face amount specified therefor, there shall be included reasonable costs, expenses and fees, including attorneys fees and statutory interest, incurred by the District in enforcing such obligation. The Surety hereby stipulates, agrees and warrants that no change, extension of time, alteration or addition to the terms of the Agreement, the work to be performed thereunder or the specifications accompanying the same shall in anyway affect its obligations on this bond, and it does hereby waive notice of any such change, extension, alteration or addition. Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

21 Exhibit A The Surety hereby further stipulates and agrees that the extent to which the Principal has not installed any or all of the designated public improvements in conformance with the Agreement, the plans and specifications approved by the District or any other improvements described by the final plat, it shall in no way affect Surety s obligations on this bond, and the Surety does hereby waive any right to claim its obligations are reduced or otherwise affected by the installation of, or failure to install, any such public and private improvements. In witness whereof, this instrument has been duly executed by the Principal and Surety on 20. At a minimum, the surety company issuing the surety bond must meet the following requirements: Subdivision Inspection Agreement a. Be duly authorized to conduct the business of insurance in Idaho; b. Have an A.M. Best minimum Financial Strength rrating of AExcellent; c. Have an A.M. Best Financial size category of no lower than Category VIII ($100-$250 Million policyholder surplus); and d. Be on the U.S. Department of the Treasury s list of acceptable surety companies on federal bonds under 31 U.S.C The District requires an agreement between the District and the developer to provide District quality assurance, inspection services, and testing of the proposed public facilities during the construction of the project. This agreement should include, but not be limited to, the assurance that the improvements will be installed to minimum District Standards and in conformance with the approved construction plans, warranty work, labor and materials for two years after the streets are accepted for maintenance, and the assurance that the streets will be kept free of mud tracking and the contamination of the storm drainage system by siltation until eighty percent (80%) or more of the lots in the subdivision have received a certificate of occupancy. An initial inspection fee assessment shall be estimated based on the scope of work. The developer shall pay the estimated fee assessment to the District before starting work. The final fees assessed shall be based on the actual inspection costs incurred. The developer may request that an accounting of the final fee be provided Maintenance Requirements Adopted: Revised: Discussion The General Requirements listed below shall apply when a proposed development includes any on-site facility that directly or indirectly affects public facilities. An example is an on-site drainage system serving both private and Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

22 Exhibit A public property General Requirements 1. The recorded restrictive covenants for the proposed development shall include a section describing the maintenance responsibilities of property owners within the development. 2. A dues-paying organization shall be established if on-site facilities are in common areas. The by-laws of the organization shall describe the maintenance obligation of the organization. An operation and maintenance (O&M) procedure manual may be required. 3. The documents describe in subsection 1 and 2 above shall include wording that: a. Gives the District the right to inspect such facilities, and if necessary, promptly perform any required maintenance; b. Requires District concurrence with any proposed changes in the previously approved documents; and c. Allows the District to assess the costs of any required maintenance to the property within the development, including the use of liens and/or assessment of maintenance costs against the real property taxes owed by the lots within development MODIFICATIONS AND WAIVERS OF DISTRICT DEVELOPMENT POLICY Findings Required to Support Modification or Waiver If the Commission first makes findings of fact, and conclusions based thereon, that: a. A parcel of real property proposed for development is so unusual in size, shape, location and/or physical condition that strict enforcement of one or more development policies contained in section 7100 and 7200 of this Policy Manual would result in extraordinary economic and design hardships and practical difficulties, as distinguished from a mere inconvenience; and b. Modification or waiver of such development policies will not be injurious to other adjacent property or detrimental to public safety, health, or welfare; and c. Conditions upon the request for modification or waiver are unique to the property for which the modification or waiver is sought and are not applicable generally to other property; and d. The modification or waiver will not contravene the overall intent and effect of sections 7100 and 7200 of this Policy Manual; Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

23 Exhibit A The Commission may modify or waive such policy(ies) to permit the proposed development of the parcel to proceed Developer s Written Request, Referral to Commission with Staff Recommendation A developer desiring a waiver or modification of one or more development policies contained in sections 7100 and 7200 of this Policy Manual on the grounds set forth in section must present a written request to the Development Services Manager at the time the original development application is made, describing with particularity the District development policy(ies) sought to be waived or modified. Along with the request, the developer must present all related data, calculations, maps and drawings and other facts which illustrate and support the relief sought, describe any statutory, public health, safety and other impacts that may occur if the request is granted, and provide information addressing and supporting the findings of fact and conclusions set forth in section , and include such other information as the Development Services Manager may request. The Development Services Manager shall refer the request and supporting documentation, including the Development Services staff recommendations, to the Commission within twenty (20) working days after receiving such request. The Development Services manager shall provide the developer with a copy of the staff recommendations at least two (2) working days before the Commission meeting at which the request is scheduled for consideration Request by Development Services Manager A request by the Development Services Manager for a waiver or modification of one or more development policies contained in sections 7100 and 7200 of this Policy Manual on the grounds set forth in section shall be presented to the Commission in a written staff report, describing with particularity the District development policy(ies) sought to be waived or modified and presenting all related data, calculations, maps and drawings and other facts which illustrate and support the relief sought, describing any statutory, public health, safety and other impacts that may occur if the request is granted, and providing detailed information addressing and supporting the findings of fact and conclusions set forth in section , and include such other information as the Development Services Manager deems appropriate. The request shall be considered at a regular meeting of the Commission IMPROVEMENT PLANS SUBMITTAL CONTENTS Discussion The District requires complete and clear plans for proper review and/or understanding of proposed construction Street Improvement Plan Requirements Since approved plans become permanent public record, the following requirements must be followed. It is the developer s responsibility to add Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

24 Exhibit A information, as necessary, to assure complete construction drawings General Layout The general layout of acceptable plan sheets is shown on Figure Data to be Included on Drawings Each drawing shall have a north arrow, appropriate horizontal and vertical graphic scale, curve data, station, bearings, angles, monument ties with descriptions, and reference sheet numbers Preparation and/or Certification of Plans An Engineer registered in the State of Idaho shall prepare and certify all improvement plans Submittals The developer shall submit the following information: two complete sets of improvement plans on 24 x 36 sheets; a copy of the plat; a soils report from an accredited laboratory showing the R value and appropriate calculations for all structures, loads, sizing and quantities; and a list of quantities for the various items of work pertinent to District facilities in the proposed development The Improvement Plans Shall Show 1. Existing ground elevations and elevations of proposed improvements at enough locations to permit adequate review. 2. A roadway profile showing existing ground; final centerline grade; existing and proposed underground facilities; and, where applicable, the final grade of the flow line on both sides of the street. The profile and grading information shall show elevations at a maximum of 50-foot intervals; at all grade breaks; points of vertical curve; structures; and other points necessary to show clearly the intent of the improvements. The profile shall include dimensions showing length of vertical curves, distance between structures and other pertinent design data. 3. Existing and proposed drainage and irrigation structures, including size and type of structure. 4. The catch points of all slopes, showing limits of cut and fill areas and the proposed method of slope stabilization. 5. Typical street sections to be constructed, including the structural section design. The structural section shall be according to the design procedure outlined in the Asphalt Institute s Manual MS-1. Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

25 Exhibit A The District will provide the design traffic index when the developer requests it. 6. Details of structures, traffic control devices, medians, landscaping, street signs and other special facilities in the right-of-way, not included in the standard drawings. All encroachments into the public right-of-way must be submitted to the District for approval and documentation before construction. 7. Details showing the connection of any private facility to a public facility including, but not limited to, private roads or alleys, drainage facilities, sidewalks, bikepathsbike paths, parking areas and traffic control devices. 8. A drainage plan prepared by a professional engineer registered in the State of Idaho. The plan shall include an overall map delineating and labeling drainage basins within, and contributing to, the development, a description of the drainage system and facilities, assumptions and methodologies used and all calculations. The report shall be in an organized, easy to follow format Cross-sections The District requires cross-sections when the configuration of the land and improvements create cut or fill back-slopes. Cross-sections shall be submitted on standard cross-section sheets or on computer cross-section printouts. Crosssections shall be at 50-foot intervals or less. They shall extend to the limits of cut or full slopes, or 15-feet outside the right-of-way line, whichever is greater. Include cross-sections at crests, sags or any unusual feature, other than tangent runs, in addition to the 50-foot interval requirement TRAFFIC IMPACT STUDIES TIS Purpose and General Requirements Traffic Impact Studies (TIS) are intended to determine the need for any improvements to the adjacent and nearby transportation system in order to maintain a satisfactory level of service, and acceptable level of safety and the appropriate access provisions for a proposed development. ITE, Transportation Impact Analyses for Site Development. Traffic Impact Studies are generally required when: A proposed development or redevelopment of a site will generate 100 or more new peak hour trips; OR The added volume is equal to 1,000 vehicles per day; OR As required in Table 1 below. (The values in Table 1 are a general guide to determine if a TIS will be required.) Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

26 Exhibit A Table 1: Approximate TIS Trigger Values Land Use Type Land Use Code Trigger Value Residential 210, 220, 22130, Dwelling Units Retail 814, 815, 820, ,000 square feet Office 710, 714, 715, 750, ,000 square feet Industrial 110, 120, 130, 140, ,000 square feet Lodging 310, 312, rooms School (K-12) All Initial Meeting application will allow time for the TIS review which will help to expedite approval of the development It is recommended that the applicant of a proposed development that may require a TIS, review the project with District staff before submitting the development application to the lead land use agency. The initial meeting may need to include staff from the lead land use agency, COMPASS, and the Idaho Transportation Department, (if ITD roadways will be impacted), and other agencies as appropriate. The District will review the requirements for the TIS with the applicant and set the general parameters for the study. It is recommended that the applicant submit the TIS directly to the District prior to the submittal of a development application to the lead land use agency (Submitting the TIS before the development application will allow time for the TIS review which will help to expedite approval of the development.) If the assumptions in the TIS do not match the development application, the TIS may need to be revised. It will be determined at the Initial Meeting which agencies and/or parties shall continue to be involved in the review of the TIS Preparer Qualifications The TIS shall be prepared by a professional engineer registered in the State of Idaho. All work shall be stamped and signed. The applicant is responsible for hiring the engineer to perform the TIS District Review District staff will conduct a completeness review of the TIS within three (3) business days of the submittal. If a TIS submittal is deemed incomplete, the District will not initiate a review until all components are submitted. The engineer and applicant will be notified of the deficiencies in the submittal. This notification shall in no way constitute a review of the TIS. Once the TIS submittal is deemed complete, the District will provide, in writing to the engineer, applicant, and lead land use agency, an estimated timeline for the review. The review time needed will vary depending on the number of traffic studies in the queue and the complexity and accuracy of the submitted study. Adopted: Revised: District staff will review the TIS on a first come-first serve basis. Upon the completion of the District s review, written comments will be provided to the Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

27 Exhibit A engineer, the applicant, and the lead land use agency. If necessary, the Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

28 Exhibit A District will schedule a meeting with all parties to review the District s comments. Any comments provided by the District, prior to a formal development application, are preliminary in nature and may change once a development application is submitted Final Report The preparer shall submit a final report to the District, COMPASS and the lead land use agency with the District s required changes and/or revisions prior to the District scheduling an action for the associated development application. Other agencies may request a copy from the lead land use agency or ACHD Guide to Developing a TIS The information below is intended as a guide to developing the TIS. information is general and refers to other more detailed sections of the policy. The Determine if a TIS is Required Traffic Impact Studies are generally required when: A proposed development or redevelopment of a site will generate 100 or more new peak hour trips; OR The added volume is equal to 1,000 vehicles per day; OR As required in Table 1. If a project has special circumstances associated with it, the District may require a TIS, even if the aforementioned criteria are not met. The District may waive the TIS requirement if, in the District's opinion, a study is not warranted. In some cases the lead land use agency or ITD may require the submittal of a TIS under its own authority when ACHD thresholds for a TIS are not met. Additionally the lead land use agency or ITD may require additional information beyond what is required by ACHD. If the lead land use agency requires a TIS, ACHD will review the TIS, at the agency s request, provided that the study was prepared in accordance with this Policy Site Plan and Study Area Prepare a preliminary site plan showing the proposed development, internal circulation and connections to the public road system. In addition to the site plan, the study area should be identified (See for guidance). The study area must be approved by ACHD prior to commencing the study. If requested, ACHD will provide comments in writing; however, the study area may be modified based on the analysis of the criteria in Depending on the scale and scope of the TIS, ACHD may need to modify the study area as the impacts are being determined Traffic Counts 24 hour and Peak hour counts are required for the study. New road segment counts are required if the data is older than one year (or as otherwise determined by the District). Existing traffic count data can be obtained by contacting ACHD Traffic Services or on the District web site at Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

29 Exhibit A All turning counts require collection of new data. The counts should be collected over two hours during the AM and PM peak hours of the site. The counts should be grouped into 15 minute intervals. Vehicle classification, pedestrian movement, and bicycle activity may also be required as needed. This procedure is based on the latest edition of the ITE Trip Generation Handbook Second Edition. Data shall be presented in graphic form for all intersections and roadway sections within the study area Trip Generation Trip Generation is generally calculated using the size of the building and the land use. For each land use, determine the number of trips by using the latest edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual. Use the table to determine the average vehicle trip ends per 1,000 square feet of gross floor space, or other applicable variable, unless otherwise directed by the District. The trip generation variable should match the variable identified in the District s Impact Fee Tables. For some applications, such as rezones or comprehensive plan amendments that do not have site plans associated with them, the lead land use agency will need to work with the District and the engineer to establish parameters for potential land uses to determine possible trip generation rates. All assumptions shall be documented Directional Distribution This is the process of determining where the site traffic will originate from and where it will go to within the larger street network. Many factors affect this distribution, from the size of the development to the location within the community. No specific methodology to determine directional distribution is required but all conclusions must be approved by ACHD. The methodology and rationale used to determine the distribution shall be included within the TIS Internal Circulation Prior to determining the trip assignment, the internal circulation shall be established for the site. The internal circulation will influence the distribution and assignment and shall therefore be determined prior to assigning the trips Trip Distribution and Assignment Trip distribution takes the trips generated, the site layout, access to existing streets, and directional distribution to assign trips to the site s access points and intersection(s) within the study area. Adopted: Revised: Analysis The analysis requires the use of various highway capacity software programs. The analysis shall include the level of service for each roadway segment, intersection, and access point as well as the delay for each intersection movement and/or access point. This data is to be compared to the planning Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

30 Exhibit A thresholdsstandards in Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

31 Exhibit A Table 2 and Table Study Approach Scope of TIS The analysis of the impact of a proposed development shall include but not be limited to: Any point which accesses a public roadway. Internal circulation of the site and circulation/connectivity between adjacent development areas (if applicable). Site traffic is 10%, or greater, of the downstream intersection traffic (applicable to intersections and roadways). A distance determined by ACHD along the primary route based on other relevant data or factors Horizon Year The TIS should be developed for the opening year of the planned development. Opening year is the year construction begins. If the development is staged with multiple phases within the single development, the TIS should include the opening year of the first development phase and all subsequent phases including project completion. For large developments, such as (but not limited to) planned communities, the District will require an updated TIS with each future phase providing actual data from the development to date and necessary mitigation measures. See Section for requirements for multi-phase developments. The dates of the significant phases and completion should be reviewed at the initial meeting by ACHD. If a change in the scope or intensity of a development is proposed or occurs before the horizon year, a new TIS may be required if there are changes in trip generation, roadway layout, etc. Horizon year capacity assumptions can only include capital projects planned by an agency for construction within the development s horizon year. Projects listed for right-of-way preservation only shall not be included as constructed capacity in any modeling Time Periods The time of day to evaluate the traffic impact is the peak hour of the adjacent street. This period is based on the type of development and the adjacent impacted street(s). The time periods that need to be analyzed include: Weekday PM Peak, generally 4PM to 6PM, of the street the development is accessing. Weekday AM Peak, generally 6AM to 8AM, of the street the development is accessing. Weekend Peak, as determined by ACHD and dependent upon the proposed land use. The peak with the highest combination of site and adjacent street traffic is the time period of evaluation (See Section for more details on trip Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

32 Exhibit A generation). The AM and PM Peak shall be analyzed, and the District may require other time periods as conditions warrant. The District may also waive the requirement to analyze certain time periods, depending on the specific use and the associated peak hour trips. This will be determined at the Initial Meeting Standards Level of Service Planning ThresholdsStandards The TIS shall evaluate the potential impact of a specific development on the existing system. Acceptable level of service planning thresholdsstandards for each roadway segment and/or intersection evaluated shall be in accordance with Table 2 and Table 3. For all roadway segments the minimum acceptable projected level of service shall be LOS E for Principal Arterials and Minor Arterials and LOS D for Collectors. The acceptable level of service for all intersections should be based on a maximum Volume to Capacity (V/C) ratio of.90. The projected traffic shall include the background traffic and the projected site traffic. [Table 2 on following page] Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

33 Exhibit A Table 2: Level of Service StandardPlanning Thresholds for Roadway Segments (Maximum Peak Hour Volumes Planning Thresholds) Functional Classification Principal Arterials No Left-Turn Lanes Continuous Center Left-Turn Lane Median-Control, Channelized Left-Turn Major Intersections Minor Arterials No Left-Turn Lane Unrestricted Median, Continuous Left-Turn Lane Median-Control, Channelized Left-Turn Major Intersections Collectors No Left-Turn Lanes Unrestricted Median, Continuous Left-Turn Lane Lanes LOS D LOS E Intersection measures and p l a n n i n g thresholds based on the volume-tocapacity ratio are applied based on the Highway Capacity Manual (2010) and Florida Department of Transportation LOS Handbook. Table 3 identifies the recommended policy method for intersection capacity analysis. [Table 3 on following page] Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

34 Exhibit A Table 3: Intersection and Capacity Analysis Method Defined Parameters Sat. Cycle Min. Lost Flow Length Left Time Policy Threshold (vphpl) (sec) (sec) (sec) PHF Capacity: LOS D = V/C.90 Method: LOS E = 1.00 Intersection V/C.90: 1, AND Lane Group V/C 1.00 Defined Parameters are: saturation flow-rate, signal cycle length, minimum leftturn phasing, lost time per phase, and peak hour factor Signal Warrants All unsignalized intersections identified in the TIS that have a projected overall LOS D or worse shall be evaluated to determine if a signal is warranted. The warrant analysis shall be done using procedures outlined in the latest version of the Manual on Uniform Traffic Control Devices (MUTCD). In some locations there may be a need to evaluate signal warrants for pedestrians and bicycles Roundabouts If an intersection meets signal warrants or all-way stop warrants, a roundabout may be considered as an alternative control method and reviewed in accordance with applicable ACHD guidelines. This should be discussed at the Initial Meeting Turn Lane Analysis Dedicated left and right-turn lanes are to be provided in situations where traffic volumes and speeds are relatively high and turning conflicts are likely to develop at public road intersections and driveways. Auxiliary lanes are used to decrease conflicts and improve traffic flow. Turn lane storage and tapers shall be based on the projected volume at the proposed site access (public roadway or driveway) and shall be calculated based on AASHTO standards. Right turn lanes are typically 100-feet in length and left turn lanes are typically a minimum of 300-feet in length (exclusive of taper lengths). See Figures 1 thru 7 to determine when left and/or right turn lanes may be required. The TIS may also need to include a turn lane analysis of future roadway conditions (i.e. an existing 2-lane road that is planned for 5-lanes) Traffic Data This section establishes the sources of background traffic and growth rate data and how the different future rates are determined and used. Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

35 Exhibit A Current Traffic Data Traffic data for the study area should include the 24 hour Average Daily Traffic (ADT) for all roadway segments and intersections and the 2 hour turning counts for the peak hour in Section of this policy. Traffic data should also include peak hour counts for the applicable roadway segments Peak Hour Counts If no current peak hour traffic count exists, the developer must conduct a count in accordance with accepted traffic counting methods. All new counts must be 48 hour continuous counts taken Tuesday, Wednesday, or Thursday and may be adjusted by the month the count was taken. Weekend counts will be required if the TIS is required to analyze the weekend condition Turning Counts Unless current year data exists, new turning counts for each intersection identified in the study area shall be collected. The counts should be at a minimum of two hours and cover the AM and PM peak hours established in Section Future-Year Traffic Data The TIS shall analyze years beyond the current year. Typically this is the projected build-out year of the development or the year of major phases of the development as determined in the scope of the TIS and as approved by ACHD. To determine future traffic data, the approved COMPASS Model growth rate shall be used. The preferred method is to utilize the approved COMPASS Model growth rate and add in the traffic data from known developments within the approved study area that have conducted a TIS. Developments that have been approved or have an active application with the lead land use agency shall also be included and shall be identified in the report. The engineer shall contact ACHD to determine the other developments to include Pass-By Trips Land use activities such as retail, office, and grocery stores generally attract trips to that land use specifically. However, some of the trips generated by the development already exist on adjacent roadways. The ITE Trip Generation Handbook includes pass-by rates for applicable land uses. The ITE Handbook includes the approved rates and methodology for determining pass-by trips. Alternative methods will not be accepted. Adopted: Revised: Internal Trips To determine the number of internal trips that a multi-use development might capture within itself, the preparer shall utilize the method identified in the latest edition of the ITE Trip Generation Handbook to calculate the amount of trip capture within a multi-use development. The preparer shall include the appropriate worksheets as attachments to the report. The ITE Trip Generation Handbook includes the calculation of internal capture rates for retail, office, and residential uses. Alternative methods will not be accepted. Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

36 Exhibit A For developments that include schools, ACHD will allow up to an 8% trip capture Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

37 Exhibit A rate for residential trips if there is a school within the proposed development that serves the residential uses. This rate is based on data from the 2002 COMPASS Household Survey Trip Generation All calculations shall use the latest edition of the ITE Trip Generation Manual. The Manual lists the number of trips that will be generated by various land uses. For each land use identified on the site plan the following shall be identified in the report: Analysis Land use type ITE land use code Square footage of proposed development Directional distribution (for the entire site) Trip generation rate for the time period determined in Trip Distribution and Assignment Trip distribution determines where the site traffic will originate from and where it will go within the larger street network. This distribution percentage is used to assign trips to and from the development. The distribution of site traffic can be determined by many factors including location, size and type of development, existing street conditions, and other available data. Although there are mechanical methods available to estimate where trips will come from, it is still important for the analysis to incorporate professional judgment. The analysis conducted should be presented in a clear and concise manner. Flow charts and diagrams are preferred in order to allow the reviewer to track the analysis Method to Determine Level of Service To determine the level of service, the Highway Capacity Software (HCS-based on the Transportation Research Board Highway Capacity Manual) or Synchro shall be utilized 1. The level of service shall be determined and analyzed for the roadway segments and the intersections within the study area. See Table 2 for acceptable level of service p l a n n i n g t h r e s h o l d s for roadway segments and Table 3 for acceptable v/c ratio for intersections Signalized Intersections Intersections that are signalized or will be signalized as a result of the development shall use the following defaults in the HCS software 1 : Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

38 Exhibit A Variable Existing Analysis Future Year Analysis HCS Analysis Type Operations HCS Report Type Full Report and Back of Queue Worksheets or Long Report HCM Analysis Duration 0.25 hours PHF Actual by approach RTOR Actual count or 0 Existing percentage or 0 Unit Extension 3 sec Arrival Type HCM Exhibit Start Up Time 2 sec Extension of Effective Green Time 2 sec Walking Speed 4 ft/sec ft/sec 3 Pedestrian Volume Actual count or 400 CBD or 50 non-cbd Pedestrian Travel Distance Distance from top of ramp to opposite curb Lane Utilization Factor HCM Exhibit Phasing Existing Leading/Protected left turns Actuation Type Existing Fully actuated except Boise CBD Cycle Length Use Cycle Length from Table Base (Ideal) Saturation Flow Rate 1800 Lane Width Existing Existing 4 % Heavy Vehicles Existing % % Grade Existing % Parking maneuvers per hour HCM Exhibit Bus Stops per hour HCM Exhibit Yellow Time 4 sec 40 mph and under; 5 sec over 40 mph Red Time 1 sec Min Vehicle Green Time 5 sec Min Pedestrian Green Time 5 sec Upstream filtering adjust factor HCM Exhibit The preferred software is the latest version of the HCS.or Synchro. or oother programs may be allowed for use if approved by ACHD prior to analysis. 2 Use existing PHF if existing PHF is > 0.90 and no capacity improvements are planned. 3 Use walking speed of 3 ft/sec around certain land uses such as schools. 4 Use ACHD Policy Manual if improvements will be completed by analysis year. 5 Use value of 1.0 if nearest upstream signal is greater than 1/2 mile away. Adopted: Revised: Unsignalized Intersections Intersections that are unsignalized shall use HCS software to determine LOS Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

39 Exhibit A for that intersection Mitigation Measures Mitigation Proposals Mitigation recommendations shall be provided within the report. At a minimum, for each roadway segment and intersection that does not meet the minimum acceptable level of service p l a n n i n g t h r e s h o l d ( T a b l e 2 ) or v/c ratio standards (Table 2 and Table 3), the report must discuss feasible measures to avoid or reduce the impact to the system. To be considered adequate, measures should be specific and feasible. Mitigation may also include: Revision to the Phasing Plan to coincide with the construction of the District s planned Capital Projects. Reducing the scope and/or scale of the project Arterial Roadways Constrained by the Master Street Map No mitigation is required on roadway segments built to the lane configuration identified in the Master Street Map (MSM) Planned Lanes for Preservation. Roadway segments built to the identified maximum lane configuration in the MSM are not considered for widening Alternative Mitigation Measures If traditional mitigation measures such as roadway widening and, intersection improvements and site re-design, are infeasible as determined by ACHD, the TIS may recommend alternative mitigation measures. Alternative mitigation measures shall demonstrate that impacts from the project will be offset. If the impacted roadway segments and/or intersections are programmed as funded in the Integrated Five Year Work Plan (IFYWP) or the Capital Improvements Plan (CIP); no alternative mitigation is required. If the impacted roadway segments and/or intersections are not programmed in either the IFYWP or the CIP; the applicant may (i) analyze the shoulder hour and (ii) provide a safety analysis to determine alternative mitigation requirements. o If the impacted roadway segments and intersections meet the minimum acceptable level of service p l a n n i n g t h r e s h o l d s in the shoulder hour the applicant may suggest feasible alternative mitigation such as: sidewalks, bike facilities, connectivity, safety improvements, etc. within 1.5 miles of the proposed development. o If the shoulder hour planning thresholds are exceeded the applicant may request to enter into a Development Agreement and pay into the Priority Corridor Fund an amount determined by the ACHD to offset impacts from the project. Adopted: Revised: Alternative Mitigation may also include: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

40 Exhibit A o Revision to the Phasing Plan to coincide with the District s planned future Capital Projects. o Reducing the scope and/or scale of the project Multi-Phase Developments For large scale developments, like planned communities or specific area plans, ACHD will require that a phasing analysis be submitted with the initial TIS or with the first preliminary plat submittal. This phasing analysis shall include the size and type of the proposed land uses within each phase and the anticipated mitigation measures necessary with each phase. Prior to the approval for each subsequent phase of the development, the applicant shall submit an updated TIS. The updated TIS shall include information from the built development to date including actual traffic counts and actual trip capture; projected traffic for the current phase and anticipated trip capture, based on development of applicable land uses, and necessary mitigation measures for the current phase. In addition, the updated TIS shall include updated traffic counts for the impacted roadway segments and intersections consistent with Section Report Format The following policies outline how the TIS shall be formatted. Most studies can be documented using the outline identified below. Additional sections may be necessary or some sections may be excluded if not applicable based on the specific characteristics of the development. Deviations from the required format must be approved by ACHD Executive Summary The executive summary shall include, at a minimum, the site location, study area, principal findings and conclusions and recommendations Proposed Development (Site and Nearby) This section shall include the location of the project and site within the Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

41 Exhibit A community. The existing and proposed land use for the site and contiguous or nearby sites that are within the approved study area and have necessitated a TIS shall also be identified. Developments that have been approved or have an active application with the lead land use agency shall be included and shall be identified in the report. Key points include: Site location Land use and intensity Site plan Proposed development including phasing and timing for each phase, if applicable Reference to other TIS Analysis of Existing Conditions This section shall include the existing conditions of the study area. This section shall concentrate on establishing the status of the study area without the proposed development. If appropriate, as determined by ACHD, already approved developments shall be included in existing conditions. Key points include: Physical Characteristics o Roadway o Traffic Control devices o Transit Service o Bicycle and pedestrian facilities o Geometrics Traffic volumes which shall include the daily and peak hour Level of Service Safety related deficiencies Data sources Analysis of Background Traffic This section shall include the existing conditions of the study area plus the background traffic that has been determined utilizing the approved COMPASS Model growth rate with the addition of traffic data from known developments (either built or unbuilt) within the approved study area that have necessitated and have provided a TIS. Developments that have been approved or have an active application with the lead land use agency shall be included and shall be identified in the report. Key points include: Physical Characteristics (same as noted above in Section ) Traffic volumes which shall include daily and peak hour Level of Service Data sources Projected Traffic This section shall describe the proposed development, traffic generation and distribution. Key points include: Trip generation Pass-by trips Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

42 Exhibit A Internal trips Trip distribution and assignment Non-site traffic projections Total traffic Traffic Analysis This section shall compare the existing and background conditions to developed conditions. This section shall include any improvements used or needed to accommodate site traffic. In certain areas this may also include planned improvements to accommodate non-site traffic. Key points include: Site ingress/egress Driveways and other access points to ACHD and ITD system o Analyze if access points meet ACHD and/or ITD spacing criteria Discuss proposed access points with ACHD staff prior to initiating the TIS. If the proposed access points are not consistent with ACHD or ITD standards, the District may require that this part of the analysis be redone to show compliance with the established standards or may require multiple scenarios to be analyzed. o Analyze impacts of new access points to ACHD system Level of Service Planning Thresholds analysis o With project o Without project o With improvements to ITD roadways (if applicable) o Without improvements to ITD roadways (if applicable) o Traffic safety o Traffic control needs Phasing analysis o Triggers for when mitigation measures are necessary Internal Project Site Circulation This section is required for developments that have multiple points of access, and/or cross access with other uses. These projects are generally larger and include multiple buildings, such as strip malls, shopping centers, or general nodes of development. The intent is to determine that the internal transportation system functions appropriately. Key points include: Projected traffic on internal streets Conflict points o Sight distance o Building access delivery points o Drive-through lanes o Vehicle/vehicle, vehicle/pedestrian Design features o Widths of internal roadways and turning radii o Parking dimensions o Driveway stacking o Internal circulation Other features o Fire lanes Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

43 Exhibit A o Delivery truck circulation Conclusions and Recommendations This section shall include level of service with and without development and detailed mitigation measures to accommodate the site generated traffic. This section shall include a summary of all the issues identified in the TIS and all possible alternatives and solutions to solving those issues Appendices The appendices shall include all data relating to the project, and shall be submitted electronically via CD or . This could include but not be limited to the following: School TIS Traffic counts Internal circulation patterns Phasing for the development Highway capacity worksheets Alternative analysis In accordance with Idaho Code (3), ACHD requires a TIS for all public school facilities. (ACHD may also require a TIS for non-public schools.) The local highway jurisdictions are responsible for reporting specific information to the planning and zoning commission regarding the impacts of the new public school facility. The TIS shall comply with all the requirements as identified in Section In addition, the school TIS shall include an analysis of the following items as applicable: Land use master plan School bus plan Access safety Pedestrian plan Crossing guard plan Barriers between roadways and schools Location of school zone Need for flashing beacon Need for traffic control signal Anticipated future improvements Speed on adjacent roadways Traffic volumes on adjacent roadways Effect upon the roadway s level of service Need for acceleration or deceleration lanes Internal traffic circulation Anticipated development on surrounding undeveloped parcels Zoning in the vicinity Access control on adjacent roadways Required striping and signing modifications Funding of roadway improvements to accommodate development Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

44 Exhibit A Proposed roadway projects in the vicinity Any other issues as may be considered appropriate to the particular application. A mitigation plan shall also be provided. If no mitigation plan is provided with the school TIS, the District will not be able to process the associated development application, and will not transmit comments or recommendations to the lead land use agency. Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

45 Exhibit A Figure 1 Left-Turn Lane Guidelines for Two-Lane Roads less than or equal to 40 mph The following data are required: 1. Opposing Volume (veh/hr) - VO - The opposing volume is to include only the right-turn and through movements in the opposite direction of the left turning vehicle. 2. Advancing Volume (veh/hr) - VA - The advancing volume is to include the right-turn, left-turn and through movements in the same direction as the left turning vehicle. 3. Operating Speed (mph) - The greatest of anticipated operating speed, measured 85th percentile speed or posted speed. 4. Percentage of left turns in VA Left- turn lane is not needed for left turn volume less than 10 vph. However, criteria other than volume, such as crash experience, may be used to justify a left-turn lane. The appropriate trend line is identified on the basis of the percentage of left-turns in the advancing volume, rounded up to the nearest percentage trend line. If the advancing and opposing volume combination intersects above or to the right of this trend line, a left-turn lane is appropriate. Source: NCHRP Report 279 and 457 Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

46 Exhibit A Figure 2 Left-Turn Lane Guidelines for Two-Lane Roads, 45 mph The following data are required: 1. Opposing Volume (veh/hr) - VO - The opposing volume is to include only the right-turn and through movements in the opposite direction of the left turning vehicle. 2. Advancing Volume (veh/hr) - VA - The advancing volume is to include the right-turn, left-turn and through movements in the same direction as the left turning vehicle. 3. Operating Speed (mph) - The greatest of anticipated operating speed, measured 85th percentile speed or posted speed. 4. Percentage of left turns in VA Left-turn lane is not needed for left-turn volume less than 10 vph. However, criteria other than volume, such as crash experience, may be used to justify a left-turn lane. The appropriate trend line is identified on the basis of the percentage of left-turns in the advancing volume, rounded up to the nearest percentage trend line. If the advancing and opposing volume combination intersects above or to the right of this trend line, a left-turn lane is appropriate. Source: NCHRP Report 279 and 457 Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

47 Exhibit A Figure 3 Left-Turn Lane Guidelines for Two-Lane Roads, 50 mph The following data are required: 1. Opposing Volume (veh/hr) - VO - The opposing volume is to include only the right-turn and through movements in the opposite direction of the left-turning vehicle. 2. Advancing Volume (veh/hr) - VA - The advancing volume is to include the right-turn, left-turn and through movements in the same direction as the left-turning vehicle. 3. Operating Speed (mph) - The greatest of anticipated operating speed, measured 85th percentile speed or posted speed. 4. Percentage of left-turns in VA Left-turn lane is not needed for left-turn volume less than 10 vph. However, criteria other than volume, such as crash experience, may be used to justify a left-turn lane. The appropriate trend line is identified on the basis of the percentage of left-turns in the advancing volume, rounded up to the nearest percentage trend line. If the advancing and opposing volume combination intersects above or to the right of this trend line, a left-turn lane is appropriate. Source: NCHRP Report 279 and 457 Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

48 Exhibit A Figure 4 Left-Turn Lane Guidelines for Four-Lane Undivided Roadways The following data are required: 1. Opposing Volume (veh/hr) - VO - The opposing volume is to include only the right-turn and through movements in the opposite direction of the left-turning vehicle. 2. Left-Turn Volume VL If the opposing and left-turn volume combination intersects above or to the right of the trend line, a leftturn lane is appropriate. Source: NCHRP Report 279 and 457 Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

49 Exhibit A Figure 5 Right-Turn Lanes Dedicated right-turn lanes are also to be strongly considered in situations where: Poor internal site design and circulation leads to backups on the mainline. o Auto-oriented businesses with short drive-through lanes or poorly designed parking lots would be prime examples of this situation. The peak hour turning traffic activity is unusually high (e.g. greater than 10 percent of the daily total). Operating speeds on the mainline route are very high (greater than 50 miles per hour) and drivers would generally not expect right turns. The driveway or minor public road intersection is difficult for drivers to see. The driveway entrance is gated or otherwise must be entered very slowly. Right-turning traffic consists of an unusually high number of trailers or other large vehicles. The intersection or driveway angle is highly skewed. Rear end collision experience is unusually high at a location. Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

50 Exhibit A Figure 6 Right-Turn Lane Guidelines for Two-Lane Roadways The following data are required: 1. Advancing Volume (veh/hr) - The advancing volume is to include the right-turn, left-turn and through movements in the same direction as the right-turning vehicle. 2. Right-Turning Volume (veh/hr) - The right-turning volume is the number of advancing vehicles turning right. 3. Operating Speed (mph) - The greatest of anticipated operating speed, measured 85th percentile speed or posted speed. Note: Right-turn lane is not needed for right-turn volume less than 10 vph. However, criteria other than volume, e.g. crash experience, may be used to justify a right-turn lane. If the combination of major road approach volume and right-turn volume intersects above or to the right of the speed trend line corresponding to the major road operating speed, then a right-turn lane is appropriate. Source: NCHRP Report 279 and 457 Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

51 Exhibit A Figure 7 Right-Turn Lane Guidelines for Four-Lane Roadways The following data are required: 1. Advancing Volume (veh/hr) - The advancing volume is to include the right-turn, left-turn and through movements in the same direction as the right-turning vehicle. 2. Right-Turning Volume (veh/hr) - The right-turning volume is the number of advancing vehicles turning right. 3. Operating Speed (mph) - The greatest of anticipated operating speed, measured 85th percentile speed or posted speed. Note: Right-turn lane not warranted for right-turn volume less than 10 vph. However, criteria other than volume, e.g., crash experience, may be used to justify a right-turn lane. If the combination of major road approach volume and right-turn volume intersects above or to the right of the speed trend line corresponding to the major road operating speed, then a right-turn lane is appropriate. Source: NCHRP Report 279 and 457 Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

52 Exhibit A 7107 COORDINATION WITH UTILITIES AND THE DISTRICT Arrangements and Location of Utilities The project developer is responsible for notifying all utilities, including municipal-owned utilities, about utility work needed to serve a proposed development. This applies to on-site and off-site work. Underground utility facilities are to be installed according to Standard Drawing HD-812 entitled "Underground Utility Location Standards." Deviation from the set location requires written approval from the affected utility owner before District approval. All affected utilities shall be moved at the direction of the owner of the facility Responsibility for Relocation The project developer shall be responsible for moving existing utilities and District facilities according to applicable sections of District Resolution No Preconstruction Conference The project developer shall schedule a preconstruction conference with the Construction Division of the District, which will include resolution of required utility construction and/or relocation. The conference will be held before starting construction of the required improvements and following the approval of all plans and payment of inspection fees PROJECT INSPECTION REQUIREMENTS General The Construction Division monitors all construction activity within those existing and future public rights-of-way under the District's jurisdiction. District personnel shall inspect all developments to insure compliance with established District standards. The developer shall pay the applicable inspection fees and arrange for timely inspection of the development by the District. Inspection shall be according to the Quality Assurance Manual, Inspection Agreement, standard plans and specifications and good engineering and construction practices. If a change in District-approved plans or design becomes necessary, it shall be approved by the District Construction Division's staff before making the change. It is the responsibility of the applicant to verify all existing utilities within the right-of-way. Existing utilities damaged by the applicant shall be repaired by the applicant at no cost to ACHD. The applicant shall be required to call DIGLINE ( ) at least two full business days prior to breaking ground within ACHD right-of-way. The applicant shall contact ACHD Traffic Operations at in the event any ACHD conduits (spare or filled) are Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

53 Exhibit A Fees compromised during any phase of construction. The District shall charge administrative fees for processing and reviewing improvement plans and profiles, plats, non-development agreements, appeals, renewals, extensions and inspections. The fees for processing, reviewing, and preparing the staff report for development related applications shall be according to the fee schedule in effect at the time the applications are received by the District. If there is an appeal of a decision regarding the construction plans for the project, and the Commission grants the appeal, the appeal fee shall be returned to the developer. If the appeal includes more than one item and the Commission grants part of the appeal, the District will determine a pro-rata share of the fee and return that to the developer As-Built Drawings/Electronic Record A record set of reproducible as-built drawings and an electronic record of those drawings shall be submitted to the District following completion of the construction of all public improvements and prior to final acceptance of the improvements and release of any surety agreements and letters of credit held by the District. The Engineer of Record shall stamp the drawings. Both submittals shall include the subdivision plat as filed for recording with the Ada County Recorder. Adopted: Revised: Res. 469 (7/13/94) Res. 675 (1/29/03); Res. 904 (8/19/09); Ord. 217 (9/14/11); Ord. 232 (12/7/16); Ord. 233 (1/25/17)

54 SECTION 7200 TECHNICAL REQUIREMENTS 7200 TECHNICAL REQUIREMENTS STREET CLASSIFICATION GENERAL FUNCTIONAL STREET CLASSIFICATION ACCESS MANAGEMENT GENERAL PURPOSE, BENEFITS, AND GOALS OF ACCESS MANAGEMENT PRINCIPLES OF ACCESS MANAGEMENT ACCESS MANAGEMENT TOOLS Cross Access Easements/Shared Access Temporary Access Frontage/Backage and Local Access Service Roads DEVELOPMENT REQUIREMENTS GENERAL EXCEPTIONS TO USUAL PERFORMANCE REQUIREMENTS MINOR IMPROVEMENTS IMPROVEMENT STANDARDS PUBLIC RIGHTS-OF-WAY TRUST FUND CAPITAL CONTRIBUTIONS ADOPTED AND REFERENCED PLANS DESIGN ELEMENTS GENERAL PLAN REQUIREMENT ARTERIAL STREETS GENERAL DEVELOPMENT REQUIREMENTS Adjacent Streets and Required Improvements TRAFFIC CONSIDERATIONS Level of Service Planning Thresholds Maximum Traffic on One Access Street Patterns Traffic Conflicts Pedestrians Bicycles On-Street Parking ACCESS CONSIDERATIONS AND REQUIREMENTS Access Points Signalized Collector Street Intersection Spacing On Minor and Principle Arterials Minor and Principle Arterials Local SteetStreet Intersection Spacing on Arterials Number of Driveways on Arterials Driveway Spacing on Minor Arterials from Existing or Future Signalized Intersections Driveway Spacing on Minor Arterials

55 (away from a signalized intersection) Driveway Spacing on Principal Arterials Driveway Design Criteria Turn Lanes Miscellaneous Access (Out-Parcels, Emergency Access, etcs.) ARTERIAL STREET DESIGN Master Street Map and Typologies Street Sections and Right-of-Way Width Pavement Thickness Traffic Index Curb Type and/or Roadside Borrow Ditch Auxiliary Turn Lanes Sidewalk Design Speed Horizontal and Vertical Curves Maximum/Minimum Profile Grade Minimum Centerline Radius and Curves Tangent Length Between Curves Tangent Length Approaching Intersections Roadway Lighting Landscape Medians COLLECTOR STREETS GENERAL DEVELOPMENT REQUIREMENTS Adjacent or Internal Streets Required Improvements Off-Site Streets Continuation of Streets TRAFFIC CONSIDERATIONS Level of Service Planning Thresholds Vehicle Access Maximum Traffic on One Access Through Traffic Street Patterns Traffic Conflicts Front-on Housing in a Residential Area Speed Control and Traffic Calming Pedestrians Bicycles On-Street Parking ACCESS CONSIDERATIONS AND REQUIREMENTS Access Points Signalized Intersection Spacing on Collectors Driveway Spacing on Collectors Near Existing Or Future Signalized Intersections and Roundabouts Driveway Spacing on Collectors Near Stop-Controlled Intersections Driveway Spacing on Collectors (away from a signalized intersection) Driveway Design Criteria Turn Lanes Miscellaneous Access

56 (Out-Parcels, Emergency Access, etc.) COLLECTOR STREET DESIGN Master Street Map and Typologies Street Sections and Right-of-Way Width Pavement Thickness Traffic Index Curb Type Sidewalk Design Speed Stopping Sight Distance Maximum/Minimum Profile Grade Minimum Centerline Radius of Curves Tangent Length Between Curves Tangent Length Approaching Intersections Roadway Lighting Landscape Medians LOCAL STREETS GENERAL DEVELOPMENT REQUIREMENTS Adjacent or Internal Streets Required Improvements Off-Site Streets Continuation of Streets TRAFFIC CONSIDERATIONS Average Daily Traffic (ADT) Vehicle Access Maximum Traffic on One Access Through Traffic Cul-de-sacs Special Traffic Generators Speed Control and Traffic Calming Pedestrians On-Street Parking ACCESS CONSIDERATIONS AND REQUIREMENTS Driveway Spacing Local Street Intersections Driveway Design Requirements on Local Streets LOCAL STREET DESIGN Right-of-Way Width Urban and Rural Local Street Sections Pavement Thickness Traffic Index Curb Type Standard Vertical Curb Rolled Curb Ribbon Curb Roadside Swale Drainage Treatment Sidewalks Cul-de-sac Streets Design Speed Stopping Sight Distance Maximum/Minimum Profile Grade Minimum Centerline Radius of Curves Tangent Length Between Curves

57 Tangent Length Approaching Intersections Roadway Lighting Landscape Medians COMMERCIAL STREETS GENERAL DEVELOPMENT REQUIREMENTS Adjacent or Internal Streets Required Improvements Off-Site Streets Continuation of Streets TRAFFIC CONSIDERATIONS Average Daily Traffic Vehicle Access Maximum Traffic on One Access Through Traffic Street Patterns Traffic Considerations Speed Control and Traffic Calming Pedestrians Bicycles On-Street Parking ACCESS CONSIDERATIONS AND REQUIREMENTS Access and Driveway Spacing Commercial Street Intersections Driveway Design Requirements COMMERCIAL STREET DESIGN Right-of-Way Width Street Section Pavement Thickness Traffic Index Curb Type Sidewalk Cul-de-sac Streets Design Speed Stopping Sight Distance Maximum/Minimum Profile Grade Minimum Centerline Radius of Curves Tangent Length Between Curves Tangent Length Approaching Intersections Roadway Lighting Landscape Medians INDUSTRIAL STREETS GENERAL DEVELOPMENT REQUIREMENTS Adjacent or Internal Streets Required Improvements Off-Site Streets Continuation of Streets TRAFFIC CONSIDERATIONS Average Daily Traffic Vehicle Access Maximum Traffic on One Access

58 ThroughtThrough Traffic Street Patterns Traffic Considerations Speed Control Pedestrians Bicycles On-Street Parking ACCESS CONSIDERATION AND REQUIREMENTS Access and Driveway Spacing Industrial Street Intersection Spacing Driveway Design Requirements INDUSTRIAL STREET DESIGN Right-of-Way Width Street Section Pavement Thickness Traffic Index Curb Type Sidewalk Cul-de-sac Streets Design Speed Stopping Sight Distance Maximum/Minimum Profile Grade Minimum Centerline Radius of Curves Tangent Length Between Curves TangenTangent Length Approaching Intersections Roadway Lighting Raised Medians ALLEYS GENERAL EXISTING ALLEYS NEW ALLEYS Right-of-Way and Pavement Width Length Parking and Setbacks Curves Alleys as Stubs Vacations of Alleys Intersection and Offsets INTERSECTION DESIGN APPROACH SPEED CLEAR SIGHT DISTANCE VERTICAL ALIGNMENT WITHIN AN INTERSECTION MINIMUM ANGLE OF INTERSECTION DRAINAGE STRUCTURES PRIVATE ROADS GENERAL REQUIREMENTS PROCESS TO DEDICATE AN EXISTING PRIVATE ROAD TO ACHD Application Review and Inspection

59 Costs to be paid by Applicant Public Hearing Acceptance with Conditions Acceptance PRIVATE NON-REGULATED UTILITIES DEVELOPMENTS WITHOUT STREET CONNECTIVITY (PRIVATE ROADS) DEVELOPMENTS WITH STREET CONNECTIVITY (PUBLIC ROADS) STORMWATER MISCELLANEOUS REQUIREMENTS BRIDGES, CULVERTS, HEADWALLS, RETAINING WALLS AND OTHER STRUCTURES GRAVITY IRRIGATION FACILITIES IDAHO STANDARDS FOR PUBLIC WORKS CONSTRUCTION (ISPWC) HILLSIDE ORDINANCES SIGNS Section 7200 List of Figures Figure 1 Street Sections Local Streets... Exhibit 1 Figure 1 Street Sections Commercial/Industrial... Exhibit 2 Figure 1 Street Sections Collectors... Exhibit 3 Figure 1 Street Sections Minor Arterial... Exhibit 4 Figure 1 Street Sections Principal Arterial... Exhibit 5 Figure 2 Street Design Guidelines Reference Chart... Exhibit 6 Figure 3 Site Distance Table... Exhibit

60 7200 TECHNICAL REQUIREMENTS The purpose of Section 7200 is to outline the technical requirements and responsibilities for all developments including but not limited to requirements for street frontage improvements, right-of-way dedication, access, roadway design, stormwater, etc. The policies apply to both new development projects and to re-development projects and are intended to provide for the safe and efficient movement of people and goods on the street system within Ada County. These policies are also intended to allow for reasonable and safe traffic flow and access for future users of the roadways. These policies will be implemented and applied when a property owner/developer submits a development application to one of the lead land use agencies within Ada County (i.e. one of the six cities or the County). In certain situations the applicant may not be required to submit to a lead land use agency, but the same policies will be applied STREET CLASSIFICATION General The functional classifications of new streets constructed under the District s jurisdiction are as follows: Principal Arterial, Minor Arterial, Collector, Local, Commercial, and Industrial Functional Street Classification 7202 ACCESS MANAGEMENT General Urban and Rural Functional Street Classification maps are prepared by the Community Planning Association of Southwest Idaho (COMPASS) and adopted by its member agencies, including the District. The maps depict the current arterial street designations. Some future arterials are shown on the maps, but not all are indicated. ACHD has adopted the Master Street Map (Section 3111). The Master Street Map consists of two main components. The first component is a map that depicts roadway typologies (described in the Livable Street Design Guide), street codes, and existing and proposed collector streets. The second component is a spreadsheet that contains detailed information about each street segment identified on the map. Access management is the control of the location, spacing, design and operation of driveways, median openings, and street connections to a roadway. Access management principles help guide decisions involving land use planning, corridor design, traffic operation and land development

61 Purpose, Benefits, and Goals of Access Management The purpose of access management is to optimize the capacity, operations and safety of a roadway through a cooperative plan. If management of access locations and design is not successful, the ability to provide acceptable long-term capacity, travel times and safety will be diminished. Furthermore, the effectiveness of future roadway widening efforts will be compromised. Benefits of access management are not limited to individual motor vehicles, but extend to other modes using the corridor, such as transit, pedestrians, and bicycles. Using a combination of strategies derived from land use planning, transportation planning, traffic engineering, roadway design, and law, Access Management accomplishes the following: Helps maintain travel mobility for the efficient movement of goods and services. Helps preserve the public investment in the roadway system by maintaining the functional performance of existing roadways as intended. Promotes sustainable land use patterns while preserving the investment in commercial, residential, and other developments that depend on reliable transportation performance. Improves safety and capacity by using turn lanes to enter and exit the highway thereby limiting vehicle speed differences, decreasing the likelihood of a crash and reducing delay for the through movement. Increases safety by reducing the number of potential vehicle conflict points, and reducing motor vehicle crashes Principles of Access Management Provide a specialized roadway system. Different types of roadways serve different functions. It is important to design and manage roadways according to the primary functions that they are expected to serve. Limit direct access to major roadways. Roadways that serve higher volumes of regional through traffic need more access control to preserve their traffic function and capacity. Frequent and direct property access is more compatible with the function of local and collector roadways. Promote intersection hierarchy. An efficient transportation network provides appropriate transitions from one classification of roadway to another. Locate signals to favor through movements. Long, uniform spacing of intersections and signals on major roadways enhances the ability to coordinate signals and ensure continuous movement of traffic at the desired speed. Failure to carefully locate access connections, or median openings that later become signalized, can cause substantial increases in arterial travel times. Preserve the functional area of intersections and interchanges. The functional area of an intersection or interchange is the area that is critical to its function. This is the area where motorists are responding to the

62 intersection or interchange, decelerating, and maneuvering into the appropriate lane to stop or complete a turn. Access connections too close to intersections or interchange ramps can cause serious traffic conflicts that impair the function of the affected facilities. Limit the number of conflict points. Drivers make more mistakes and are more likely to have collisions when they are presented with the complex driving situations created by numerous conflicts. Separate conflict areas. Drivers need sufficient time to address one potential set of conflicts before facing another. The necessary spacing between conflict areas increases as travel speed increases, to provide drivers adequate perception and reaction time. Remove turning vehicles from through-traffic lanes. Turning lanes allow drivers to decelerate gradually out of the through lane and wait in a protected area to complete a turn, thereby reducing the severity and duration of conflict between turning vehicles and through traffic. They also improve the safety and efficiency of roadway intersections. Use non-traversable medians to manage left-turn movements. Medians channel turning movements on major roadways to designated locations. Therefore, non-traversable medians and other techniques that minimize left turns or reduce conflicts can be especially effective in improving roadway safety. Full median openings, which allow left turns from either direction, are best provided at signalized intersections and unsignalized junctions of arterial and collector streets. Full median openings in other unsignalized locations can adversely affect safety and traffic flow, but may be appropriate in some areas where analysis indicates that traffic operations and safety would be improved. Provide a supporting street and circulation system. Well planned communities provide a supporting network of local and collector street to accommodate development, as well as unified property access and circulation systems. Interconnected street and circulation systems provide alternative route for bicyclists, pedestrians, and drivers alike. Alternatively, commercial strip development with separate driveways for each business forces even short trips onto arterial roadways, thereby impeding safety and mobility. Connectivity can be maintained while advancing access management objectives for arterial roadway by ensuring that local street connections to the arterial conform with the adopted connection spacing interval Access Management Tools Cross Access Easements/Shared Access Cross access utilizes a single vehicular connection that serves two or more adjoining lots or parcels so that the driver does not need to re-enter the public street system Temporary Access Access that is permitted for use until appropriate alternative access becomes available. Temporary access may be granted through a development

63 Agreement or similar method, and the developer shall be responsible for providing a financial guarantee for the future closure of the driveway Frontage/Backage and Local Access Service Roads A frontage/backage road is an access road that generally parallels a major public roadway between the public roadway and the front building setback line; or behind a building. A frontage/backage road provides direct lot access to private properties while separating them from the principal roadway DEVELOPMENT REQUIREMENTS General Developers are responsible for providing an acceptable means of vehicle and pedestrian access to and from a dedicated, improved public street. Developers shall be required to improve their public street frontage as outlined in the forthcoming sections Exceptions to Usual Performance Requirements If a proposed development abuts a street that has already been improved to current District standards, the developer will not have any requirement for street improvements except as required by Sections and If a proposed development is for a land use with the potential of generating less than ten additional vehicle trips per day, the developer shall have no requirement except as required by Sections and If a proposed development involves a land use of scale or nature that exceeds the traffic capacity of the adjacent system or presents an unreasonable financial burden on the District, the development standards may be increased. The District reserves the right to set standards, require additional improvements, or require extraordinary impact fees related to the scale of the proposed project and the capacity limitations of the existing facilities. (See Section 7300.) If a proposed development abuts a street that the District has programmed for improvement, the developer will have no requirement for improvements of the adjacent street if the District has formally awarded a contract for the construction of the street improvements before the development application is received; and the District's project includes all improvements required of the development by the DEVELOPMENT POLICY MANUAL Minor Improvements Minor improvements to existing streets adjacent to a proposed development may be required. These improvements are to correct deficiencies or replace deteriorated facilities. Included are sidewalk construction or replacement; curb and gutter construction or replacement; replacement of unused driveways with curb, gutter and sidewalk; installation or reconstruction of pedestrian ramps; pavement repairs; signs; traffic control devices; and other similar items

64 Improvement Standards All improvements shall be made in accordance with Subsection 7205, "Design Elements." Public Rights-of-Way Trust Fund If the District determines that it is necessary or desirable to defer making some or all of the required improvements, the developer shall contribute the estimated value of the improvements to the Public Rights-of-Way Trust Fund. ACHD will determine the value. In general, this will be limited to those roadways scheduled in the District s Integrated Five Year Work Plan Capital Contributions The District, with the consent of the developer, may increase the developer s construction program to add roadway capacity or improvements beyond those normally required of the developer by this Policy Manual. Those improvements must be identified as impact fee eligible in the current Capital Improvements Plan. Reimbursement to the developer for these capital improvements may be made by any of the methods described below, and the District shall approve the repayment method in writing in advance of construction. All of the methods described below require that a development agreement be executed by both parties prior to engineering or construction of improvements. The reimbursement may be in the form of an offset against future impact fees, according to Section The District may make reimbursement by a cash payment on completion and acceptance of the improvements or conveyance of the right-of-way Adopted and Referenced Plans The District conducts corridor studies and participates in area plans that are led by the lead land use agencies. These studies and plans provide a more indepth review and analysis of specific areas and corridors and often make specific recommendations regarding street sections, access control and spacing. As these plans are adopted by the lead land use agencies and ACHD with specific implementation strategies for access control or street design and layout, the plan policies and recommendations will supersede standard policy. Development applications that are located within a specific area plan boundary or within the boundary of a corridor study shall be reviewed in accordance with the implementation strategies of these plans and studies. The ACHD Right-of- Way and Development Services Department shall maintain a list of these adopted plans, including effective dates, as well as copies of the plan documents

65 7204 DESIGN ELEMENTS General The design elements in this section of the Policy Manual are to be used with the adopted District standards and specifications, along with the policies outlined in other sections of this Manual. If the District requires more stringent design elements due to terrain or other local conditions, the developer shall conform to the more stringent design standards. The more stringent design requirements shall be shown on the construction plans. Good engineering practices are essential Plan Requirement 7205 ARTERIAL STREETS General The content of the street improvement plans shall be in accordance with Section Principal arterials serve the major regional centers of activity of a metropolitan area, the higher traffic volume corridors, and the longer trips while carrying a higher proportion of the total urban areas travel on a minimum of roadway mileage. Principal arterials carry the major portion of trips entering and leaving the urban area, as well as the majority of through movements. To preserve the long term functionality of such roadways, they should have more access control than a minor arterial. Minor arterials interconnect with and augment the principal arterial system and provide service to trips of shorter length at a lower level of travel mobility than principal arterials. Minor arterials also distribute travel to geographic areas smaller than those identified with the higher systems. This classification includes all arterials not included in a higher classification and places more emphasis on land access than principal arterials. Such roadways should still have limited access with less access control than a principal arterial, but more than a collector Development Requirements Adjacent Streets and Required Improvements The developer is responsible for improving all street frontages adjacent to the site as identified below regardless of whether access is taken to all of the adjacent streets. All utility relocation costs associated with improving street frontages adjacent to the site shall be borne by the developer (See Section 7107)

66 a. Frontage Improvements Sidewalk Required improvements to an arterial shall consist of a 7- foot wide (minimum) sidewalk if located adjacent to the curb, or a 5-foot wide (minimum) sidewalk if located 6-feet or more behind the curb. Refer to the District s Tree Planting Policy if trees are to be placed within the parkway strip. Detached sidewalks are encouraged and should be parallel to the adjacent roadway. Meandering sidewalks are discouraged. Easements shall be provided if sidewalks are located outside of the right-of-way. The easement shall encompass the entire area from the right-of-way line to 2- feet behind the back edge of the sidewalk. Sidewalks shall either be located wholly within the public right-of-way or wholly within an easement. Outside an Area of Impact, the District may consider waiving the requirement to construct sidewalk along the arterial roadway. If this waiver is granted other requirements may be established to accommodate pedestrians and non-motorized travel. b. Frontage Improvements Pavement Widening The developer shall widen the pavement to a minimum of 17-feet from centerline plus a 3-foot wide gravel shoulder adjacent to the entire site. Curb, gutter, and additional pavement widening may be required (See Section ). c. Right-of-Way Dedication The District will provide compensation for additional right- of-way dedicated beyond the existing right-of-way along arterials listed as impact fee eligible in the adopted Capital Improvements Plan using available impact fee revenue in the Impact Fee Service Area. No compensation will be provided for right-of-way on an arterial that is not listed as impact fee eligible in the Capital Improvements Plan. The District may acquire additional right-of-way beyond the siterelated needs to preserve a corridor for future capacity improvements, as provided in Section

67 Standard Right-of-W ay Widths 7-lane arterial = 120-feet 5-lane arterial = 96-feet 3-lane arterial = 70-feet d. Off-Site Streets If the proposed development is not served by a public street that is fully improved to urban standards (curb, gutter, sidewalk) or a minimum 30-feet of pavement, then the developer shall provide 30- feet of pavement with 3-foot wide gravel shoulders from the site to the public street specified by the District, typically to the nearest public street that meets the District s minimum standards or a maximum of ¼ mile; OR shall provide 24-feet of pavement with 3-foot wide gravel shoulders and a minimum 6-foot wide detached asphalt/concrete pedestrian facility from the site to the public street specified by the District, typically to the nearest public street that meets the District s minimum standards or a maximum of ¼ mile. Alternatives to pavement widening including sidewalks and pathways, or other proposals may be considered by the District. The extent of roadway improvements (improvement type and length) will be determined by evaluating certain criteria. Criteria to establish improvement type and length include but are not limited to: traffic volumes (existing and projected); the posted speed limit; topography; accident history; potential need for bicycle and bus traffic/routes; number of pedestrians (existing and projected); location of pedestrian attractors and generators (i.e. parks and schools); number of access points/streets serving the proposed development; usable rightof-way; need for traffic calming; utilities and irrigation facilities. All utility relocation costs associated with the off-site street widening shall be borne by the developer. Narrower street widths may be considered if pedestrian or bike facilities exist or if the proposed development is for ten (10) residential lots or fewer or will generate less than 100 VTD. The District will consider the phasing of off-site improvements to the arterial roadway on a case-by-case basis if a phasing plan is approved by the lead land use agency. The required improvements must be constructed prior to the signature on the final plat that includes the 40th residential lot, or exceeds trip generation of 400 VTD

68 e. Continuation of Streets 1. Consideration for Future Development The street layout in a proposed development shall cause no undue hardship to adjacent property. An adequate and convenient access to adjacent property for use in future development may be required. If a street ends at the development boundary, it shall meet the requirements as described in this sub-section. 2. Existing Adjacent Development An existing street, or a street in an approved preliminary plat, which ends at a boundary of a proposed development shall be extended in to that development. The extension shall include provisions for continuation of storm drainage facilities and other improvements. 3. Stub Streets Stub streets will be required to provide circulation or to provide access to adjacent properties. Stub streets will conform to the requirements described in Section , except a temporary cul-de-sac will not be required if the stub street has a length of less than 150-feet. In all cases, a sign shall be installed at the terminus of the stub street stating that THIS IS A DESIGNATED ARTERIAL STREET. THIS STREET WILL BE EXTENDED AND WIDENED IN THE FUTURE. In addition, a stub street must meet the following conditions: A stub street shall be designed to slope towards the nearest street intersection within the proposed development and drain surface water toward that intersection; unless an alternative storm drain system is approved by the District. The District may require covenants guaranteeing that the stub street will remain free of obstructions. When analyzing the need for a stub street, the District will consider the following: Adopted corridor plans. Property size and configuration

69 Traffic Considerations Property size and configuration of adjacent parcels. Potential for redevelopment of adjacent parcels. Location of vehicular and pedestrian attracting land uses (i.e. schools, neighborhood commercial, etc.). Comprehensive Plan and Zoning designations. Needs of emergency service providers. Location of existing stub streets. Location of canals and necessary crossings, and the cost/benefit. Functional Classification of adjacent and nearby streets. Benefits of Street Connectivity include, but are not limited to, the following: Reduces vehicle miles traveled. Maintains the efficiency of the arterial street. Increases and promotes pedestrian and bicycle activity and connectivity. Increases access for emergency services. Reduces the need for additional access points to the arterial street system. Improved transit operations. Promotes the efficient delivery of services including trash and mail. Promotes intra-neighborhood circulation to schools, parks, neighborhood commercial centers, etc. Promotes orderly development. 4. Temporary Dead End Streets The design and construction requirements for cul-de- sac streets shall apply to temporary dead end streets. The developer shall construct a temporary cul-de-sac. The temporary cul-de-sac shall be paved and shall meet the dimensional requirements of a standard cul-de-sac. The developer shall grant a temporary turnaround easement to the District for those portions of the culde-sac which extend beyond the dedicated street right-of-way. In the instance where a temporary easement extends onto a buildable lot, the entire lot shall be encumbered by the easement and identified on the plat as a non-buildable lot until the street is extended. The efficiency of the arterial network is critical, and the District s policies outline the location, spacing, and control of access points to the arterial system. Local traffic circulation systems in land developments, including local streets and driveways, should not reduce the efficiency of nearby major streets

70 Level of Service Planning Thresholds Level of Service standardplanning Thresholds have been established for principal arterials and minor arterials within ACHD s Capital Improvement Plan and are also listed in Section Unless otherwise required to provide a Traffic Impact Study under Section 7106, a proposed development with site traffic less than 10% of the existing downstream roadway or intersection peak hour traffic shall not be required to provide mitigation for a roadway or intersection that currently exceeds the minimum acceptable level of service p l a n n i n g t h r e s h o l d or v/c ratio Maximum Traffic on One Access If a proposed development has only one access to a public street that is classified as an arterial, or if it proposes to extend public streets from existing developments with only one arterial access to the public street system, the maximum forecast ADT to be allowed at any point on the arterial is 5,000. This volume may be reduced or increased based on information received from the lead land use agency, and the applicable fire department, and/or emergency services. The District will also take into consideration the following items when determining whether or not to reduce or increase the maximum allowable ADT: railroad crossings, canal crossings, and topography (foothills vs. flat land) Street Patterns To aid in the orderly development of an efficient transportation system, arterials are generally constructed in one-mile intervals located on section lines Traffic Conflicts Traffic volumes typically found on arterials can be in conflict with vehicular movements associated with adjacent land uses. Off-street parking, off-street maneuver areas, minimum direct lot access, and other circulation and design elements should be included in the layout of a development to minimize these conflicts Pedestrians Pedestrian-vehicle conflict points should be minimized. Pedestrian walkways or sidewalks are to provide access from all adjacent property, to assure safe pedestrian travel in the area Bicycles Generally, improved arterials will have sufficient pavement width to accommodate automobile and bicycle traffic on both sides of the roadway On-street Parking On-street parking is typically prohibited on arterials. The District may consider on-street parking in central business districts. If on-street parking is allowed by the District, it may be removed in the future at the discretion of the District if safety conditions warrant. See Section for dimensional standards for diagonal parking on public streets standards.and ACHDthe requiresments for a hold harmless agreement for parking within the right-of-way

71 Access Considerations and Requirements Access Points All access points associated with development applications shall be determined in accordance with the policies in this section and Section Access points shall be reviewed only for a development application that is being considered by the lead land use agency. Approved access points may be relocated and/or restricted in the future if the land use intensifies, changes, or the property redevelops Signalized Collector Street Intersection Spacing on Minor and Principal Arterials Minor and Principal Arterials The optimum spacing for new signalized collector roadways intersecting minor arterials is one half-mile. In order to maintain the function of the arterial street system, the goal is to allow no more than one signal per mile (with connectivity within the square mile to that signal location). The spacing of signalized intersections on arterials is critical to traffic progression and the optimization of the arterial street system. Deviations from the ½ mile spacing may be considered: To accommodate the design and layout of an existing collector street system. Within existing central business districts. If specified by an adopted Corridor Study or Specific Area Plan. If there are no other reasonable site design, access or circulation alternatives eliminating the need for a signal; and if there is a proven public necessity for the intersection; and a traffic signal study and traffic analysis reviewed and approved by the District verifies the need Local Street Intersection Spacing on Arterials New local streets should not typically intersect arterials. Local streets should typically intersect collectors. If it is necessary, as determined by ACHD, for a local street to intersect an arterial, the minimum allowable offset shall be as identified in Tables 1a and 1b below Number of Driveways on Arterials The intent of this policy is to limit the number of access points to those that are warranted or necessary to serve the development, while maintaining the function and performance of the arterial. The guidelines below shall be used when more than one access point is being requested with a development. Additional driveways may be considered when one or more of the following conditions are met: The daily volume using one driveway exceeds 5,000 vehicles (total volume for entering and exiting traffic)

72 Traffic using one driveway exceeds the volume to capacity ratio (v/c) equal to or greater than 1, of a STOP controlled intersection during either the peak hour of the street or the peak hour of the site traffic generation. A District approved traffic impact study and analysis determines that conditions warrant additional driveways Driveway Spacing on Minor Arterials from Existing or Future Signalized Intersections To determine if there is a single or dual left turn lane planned, refer to the ACHD Capital Improvement Plan (CIP). If the intersection is not listed in the CIP, then assume a single left turn lane.dimensionslane. Dimensions shall be measured from the centerline of the intersection to the centerline of the driveway. Single Left Turn Lane If a driveway is approved by the District based on the policies listed above, then driveways located near a signalized intersection with an existing or planned single left turn lane shall be located: A minimum of 330-feet from the intersection for a right-in/right-out driveway; and A minimum of 660-feet from the intersection for a full-movement driveway. Dual Left Turn Lane Driveways located near a signalized intersection with an existing or planned dual left turn lane shall be located: A minimum of 330-feet from the intersection for a right-in/right-out driveway; and A minimum of 710-feet from the intersection for a full-movement driveway Driveway Spacing on Minor Arterials (away from a signalized intersection) Direct lot or parcel access to a minor arterial is typically prohibited. If a property has frontage on more than one street, access shall be taken from the street having the lesser functional classification. Driveways located on an arterial may be prohibited when the property has frontage on one or more other public streets. For property with frontage on more than one street, access shall be provided from the street having the lower current or projected Average Daily Traffic Volume (ADT), and/or the lesser functionally classified street (i.e. frontage on arterial and collector, access shall be from collector). ACHD shall determine which street has the lower volume. If it is necessary to take access to the higher classified street due to a lack of frontage, the minimum allowable spacing shall be based on Table 1a below. The spacing shall be measured from all other existing or approved driveway or intersecting street on either side of the Minor Arterial

73 Table 1a: Access Spacing on Minor Arterials (away from a signalized intersection/successive spacing) Posted Speed Limit Minimum Separation for Unsignalized Collector Streets Minimum separation for Local Streets 25 MPH 1, MPH 1, MPH 1, MPH 1, MPH 1, MPH 1, Dimensions are to be measured centerline to centerline. Minimum driveway separation Driveway Spacing on Principal Arterials Direct lot or parcel access to a principal arterial is typically prohibited. If a property has frontage on more than one street, access shall be taken from the street having the lesser functional classification. Driveways located on arterials may be prohibited when the property has frontage on one or more other public streets. For property with frontage on more than one street, access shall be provided from the street having the lower current and projected Average Daily Traffic Volume (ADT), and/or the lesser functionally classified street (i.e. frontage on arterial and collector, access shall be from collector). ACHD shall determine which road has the lower volume. If it is necessary to take access to the higher classified street due to a lack of frontage, the minimum allowable spacing shall be based on Table 1b below. The spacing shall be measured from any other existing or approved driveway or street on either side of the street. Table 1b: Access Spacing on Principal Arterials Posted Speed Limit Minimum separation for Unsignalized Public Streets 30 MPH 1, MPH 1, MPH 1, MPH 1, MPH 1, Minimum driveway separation (right-in/right-out) All dimensions shall be measured centerline to centerline of the proposed driveway/street to the nearest driveway/street. Driveways, when approved on a principal arterial shall operate as rightin/right-out only. The District will require the construction of a raised median in the Principal Arterial to restrict the left turning movements on

74 the principal arterial. The District may consider a temporary full access driveway when the following conditions are met: It is a single lane principal arterial (one lane in each direction of travel), AND The road has less than 24,000 ADT, OR Traffic safety, operations and site conditions provide reasonable access to a parcel without placing an undue burden on the surrounding road network, as determined by the District. Management level staff shall have authority to grant temporary full access under this policy, upon first making findings of fact, and conclusions based thereon, that: a. A parcel of real property proposed for development is so unusual in size, shape, location and/or physical condition that strict enforcement of one or more of the access standards contained in sections 7100 and 7200 of this Policy Manual would result in extraordinary economic and design hardships and practical difficulties, as distinguished from a mere inconvenience; and b. Modifications of such standards will not jeopardize pedestrian and motorist safety or otherwise be injurious to other adjacent property or detrimental to public safety, health or welfare; and c. Conditions for the request for modification are unique to the property for which the modification is sought and are not applicable generally to other property; and d. The modification will not contravene the overall intent or effect of sections 7100 and 7200 of this Policy Manual. If granted, temporary access will be administered per Section (Temporary Access) Driveway Design Criteria Driveways shall be designed in accordance with the criteria in Table 2 below. Additionally: All new driveways are required to be paved their full width and at least 30- feet into the site from the edge of pavement of the adjacent street. If a driveway is to be gated, the gate or keypad (if applicable) shall be located a minimum of 50-feet from the adjacent street and an on-site turnaround shall be provided. Driveways are to be identified on the construction drawings. The remaining frontage along an arterial roadway shall be identified as having no access. The throat length is measured from the back of curb of the intersecting street to the nearest drive aisle intersection Adequate throat length allows stacking, or queuing to occur on site. This reduces driver confusion, traffic problems, and unsafe conditions, such as vehicles backing out onto the arterial, interrupting traffic flow. Raised medians may be used for traffic control and regulation. The District may require raised medians on arterials to restrict access. The District will require raised medians for a 7-lane roadway and/or where the

75 roadway volumes exceed 24,000 ADT. The raised median shall be constructed as a 6-inch concrete median with the appropriate reflectors and shall extend a minimum of 75-feet beyond the edge of the driveway, or as determined by Traffic Services staff. Table 2: Driveway Design Criteria on Minor and Principal Arterials Driveway Type High Volume Driveways (100 VTD or more) Low Volume Driveways (less than 100 VTD total entering and exiting) Residential/ Agricultural/ Field Access Industrial Driveways Width 30 to 36-feet 24 to 30-feet 20 to 30-feet 24 to 40-feet Radii (Back of curb) 30-feet 15-feet 15-feet 15 to 30-feet Throat Length 50-feet (minimum)or greater based on anticipated volume and/or analysis in TIS 30 to 50-feet n/a 50-feet (minimum)or greater based on anticipated volume and/or analysis in TIS Turn Lanes If right or left turn lanes are warranted per a submitted Traffic Impact Study (See Section 7106), the storage and taper lengths shall be designed in accordance with the minimum AASHTO and MUTCD standards. The storage length shall be a minimum of 100-feet in length. The applicant will not be compensated by ACHD for the dedication of additional right-of-way and pavement widening Miscellaneous Access (Out-Parcels, Emergency Access, etc.) Where a property is being developed and there is a legal out-parcel (as determined by the lead land use agency) that is not part of the development application, the District will require that the applicant provide adequate access (i.e. stub street, cross access easement, or other as appropriate) to that parcel for future development and/or re-development in order to ensure that the District s access management goals are achieved Arterial Street Design The design of improvements for arterials shall be in accordance with District standards, including the Master Street Map and Livable Streets Design Guide. The developer or engineer should contact the District before starting any design Master Street Map and Typologies If the arterial street is designated with a typology on the Master Street Map, that typology shall be considered for the required street improvements

76 If there is no typology listed in the Master Street Map, then the sections listed below shall serve as the default Street Sections and Right-of-Way Width The standard 7-lane street section shall be 96-feet (back-of-curb to back-ofcurb). This width typically accommodates three travel lanes in each direction, a continuous raised or landscaped median with intermittent turn lanes, and safety shoulders. The standard 5-lane street section shall be 72-feet (back-of-curb to back-ofcurb). This width typically accommodates two travel lanes in each direction, a continuous center left-turn lane, and bike lanes on a minor arterial and a safety shoulder on a principal arterial. The standard 3-lane street section shall be 46-feet (back-of-curb to back-ofcurb). This width typically accommodates a single travel lane in each direction, a continuous center left-turn lane, and bike lanes Pavement Thickness The minimum pavement thickness on a principal arterial will be determined by the District. The minimum pavement thickness on any arterial will be determined by ACHD at the time of application. An adequate base section is also required. Base thickness shall be determined by the following formula: T = (T.I.) (100-R), where T = total gravel equivalency T.I. = traffic index R = "R" value of subgrade material Traffic Index The District will calculate the traffic index for arterials on an as-needed basis Curb Type and/or Roadside Borrow Ditch Where curbs are required to be constructed on arterials, standard vertical curbs are required. Where curbs are not required the design of the roadside borrow ditch shall be in accordance with the ISPWC standards Auxiliary Turn Lanes Where turn lanes are required to serve the development, the applicant may need to dedicate additional right-of-way and construction additional street improvements to accommodate the pavement width for the turn lane, tapers and the increased drainage. If the applicant is unable to fit a minimum 8-foot wide borrow ditch and 3-foot wide gravel shoulder between the edge of pavement and the face of sidewalk due to right-of-way constraints,

77 then the applicant may need to construct vertical curb and gutter adjacent the site; or as an alternative, the applicant may need to move the sidewalk back and dedicate additional right-of-way to allow for the construction of a borrow ditch wide enough to accommodate the drainage. An easement will be required for any segment of the sidewalk located outside of the right-of-way. Coordinate the design of the drainage facility with District Development Review staff Sidewalk Concrete sidewalks at least five-feet wide are required on both sides of all arterial streets. A parkway strip at least 6-feet wide between the back-ofcurb and street edge of the sidewalk is required to provide increased safety and protection of pedestrians. Consult the District s planter width policy if trees are to be placed within the parkway strip. Sidewalks constructed next to the back- of-curb shall be a minimum of 7-feet wide. Detached sidewalks are encouraged and should be parallel to the adjacent roadway. Meandering sidewalks are discouraged. Appropriate easements shall be provided if public sidewalks are placed out of the right-of-way. The easement shall encompass the entire area between the right-of-way line and 2-feet behind the back edge of the sidewalk. Sidewalks shall either be located wholly within the public right-of-way or wholly within an easement Design Speed The design speed for arterials shall be as listed in the Livable Streets Design Guide. If the street is not listed, the District will determine the design speed on a case-by-case basis Horizontal and Vertical Curves All vertical and horizontal curves shall meet the minimum AASHTO standards per the design speed of the roadway Maximum/Minimum Profile Grade The maximum allowable grade for any arterial shall be in accordance with AASHTO standards and in no case shall it be greater than 10%. The minimum allowable grade is 0.4% Minimum Centerline Radius of Curves The minimum centerline radius for arterials shall be designed in accordance with the minimum AASHTO standards Tangent Length Between Curves The minimum tangent between horizontal reverse curves for arterials shall be designed in accordance with the minimum AASHTO standards Tangent Length Approaching Intersections Intersections located on horizontal curves should be avoided, particularly if

78 the radius of either street is close to the minimum allowed or if the intersection occurs on the inside of the horizontal curve. A permanent sight distance easement based on the sight distance for the design speed shall be provided where one street must intersect with another on a curve. The minimum centerline tangent length approaching an intersection shall be 360-feet from the near edge of the travel way. If the street is planned for future widening, then the tangent shall be measured from the near edge of the future travel way Roadway Lighting Each land use jurisdiction in Ada County establishes the requirements for roadway lighting. The applicant shall provide adequate lighting per the requirements of the land use jurisdiction Landscape Medians Landscape medians are permissible where adequate pavement width is provided on each side of the median to accommodate the travel lanes and where the following is provided. The median is platted as right-of-way owned by ACHD. The width of an island near an intersection is 12 maximum for a minimum distance of 150. Beyond the 150 the island may increase to a maximum width of 30. At an intersection that is signalized or is to be signalized in the future, the median width shall be reduced to accommodate the necessary turn lane storage and tapers. The Developer or Homeowners Association shall apply for a license agreement if landscaping is to be placed within these medians. The license agreement shall contain the District's requirements of the developer including, but not limited to, a "hold harmless" clause; 7206 COLLECTOR STREETS General requirements for maintenance by the developer; liability insurance requirements; and restrictions. Vertical curbs are required around the perimeter of any raised median. Gutters shall slope away from the curb to prevent ponding. The primary function of a collector is to intercept traffic from the local street system and carry that traffic to the nearest arterial. A secondary function is to service adjacent property. Access will be limited or controlled. Collectors may also be designated as bicycle and bus routes Development Requirements Adjacent or Internal Streets The developer is responsible for improving all collector frontages adjacent

79 to the site or internal to the development as required below, regardless of whether access is taken to all of the adjacent streets. All utility relocation costs associated with improving street frontages adjacent the site shall be borne by the developer. The District requires dedication of additional right-of-way without compensation to provide the minimum width requirements according to District standards Required Improvements 1. Adjacent Streets (Existing or New) Required improvements to an adjacent collector street shall consist of pavement widening to one-half the required width, including vertical curb, gutter and concrete sidewalk (minimum 7-foot attached or 5-foot detached), plus 12-feet of additional pavement widening beyond the centerline established for the street to provide an adequate roadway surface, with the pavement crowned at the ultimate centerline. A 3-foot wide gravel shoulder and a borrow ditch sized to accommodate the roadway storm runoff shall be constructed on the unimproved side. 2. Internal Streets (Existing or New) Required improvements to an internal collector street shall consist of a complete street section with vertical curb, gutter, and sidewalk (minimum 7-foot attached or 5-foot detached) on both sides of the roadway. 3. Right-of-Way Dedication The District requires dedication of right-of-way without compensation to encompass the minimum width requirements according to District standards Off-site Streets If the proposed development is not served by a public street that is fully improved to urban standards (curb, gutter, sidewalk) or with a minimum of 30-feet of pavement, then the developer shall provide 30-feet of pavement with 3-foot gravel shoulders from the site to a public street specified by the District; OR the developer shall provide 24-feet of pavement with 3-foot gravel shoulders and a minimum 6-foot wide detached asphalt/concrete pedestrian facility, from the site to a public street specified by the District. Alternatives to pavement widening including sidewalks and pathways or other proposals, may be considered by the District. The extent of roadway improvements (improvement type and length) will be determined by evaluating certain criteria. Criteria to establish improvement type and length include but are not limited to: traffic volumes (existing and projected); number of pedestrians (existing and projected); location of pedestrian attractors and generators (i.e. parks and schools); number of access points/streets serving the proposed development; usable right-of-way; need

80 for traffic calming; utilities and irrigation facilities. All utility relocation costs associated with the off-site street widening shall be borne by the developer. All utility relocation costs associated with the off-site street widening shall be borne by the developer Continuation of Streets 1. Consideration for Future Development The street design in a proposed development shall cause no undue hardship to adjoining property. An adequate and convenient access to adjoining property for use in future development may be required. If a street ends at the development boundary, it shall meet the requirements as described in this sub-section. 2. Existing Adjacent Development An existing street, or a street in an approved preliminary plat, which ends at a boundary of a proposed development shall be extended in that development. The extension shall include provisions for continuation of storm drainage facilities. 3. Stub Streets Stub streets will be required to provide circulation or to provide access to adjoining properties. Stub streets will conform with the requirements described in Section , except a temporary cul-de-sac will not be required if the stub street has a length no greater than 150-feet. A sign shall be installed at the terminus of the stub street stating that THIS IS A DESIGNATED COLLECTOR ROADWAY. THIS ROADWAY WILL BE EXTENDED AND WIDENED IN THE FUTURE. In addition, a stub street must meet the following conditions: A stub street shall be designed to slope towards the nearest street intersection within the proposed development and drain surface water toward that intersection; unless an alternative storm drain system is approved by the District. The District may require appropriate covenants guaranteeing that the stub street will remain free of obstructions. The District will consider the following items when determining when to require a stub street: Identification of the roadway on the adopted functional classification map, a corridor plan, and/or a comprehensive plan. Property size and configuration of current application Property size and configuration of adjacent parcels Potential for redevelopment of adjacent parcels Location of vehicular and pedestrian attracting land use (i.e. schools, neighborhood commercial, etc.)

81 Comprehensive Plan and Zoning designations Needs of the emergency service providers Location of existing stub streets Location of canals and necessary crossings Cost vs. benefit of requiring canal crossing Functional Classification of adjacent and nearby roadways (i.e. will requiring a stub street achieve the District s Access Management goals by reducing potential need for additional connection to a classified roadway) The Master Street Map Benefits of Connectivity and Stub Streets include but are not limited to the following: Reduces vehicle miles traveled. Increases and promotes pedestrian and bicycle activity and connectivity. Increases access for emergency services. Reduces need for additional access points to the arterial street system Promotes the efficient delivery of services including trash and mail. Promotes appropriate intra-neighborhood traffic circulation to schools, parks, neighborhood commercial centers, etc. Promotes orderly development. 4. Temporary Dead End Streets The design and construction requirements for cul-de-sac streets shall apply to temporary dead end streets. The developer shall construct a temporary cul-de-sac. The temporary cul-de-sac shall be paved and shall meet the dimensional requirements of a standard cul-de-sac. The developer shall grant a temporary turnaround easement to the District for those portions of the cul-de-sac which extend beyond the dedicated street right-of-way. In the instance where a temporary easement extends onto a buildable lot, the entire lot shall be encumbered by the easement and identified on the plat as a non-buildable lot until the street is extended Traffic Considerations The efficiency of the collector street network is critical, and the District s policies outline the location, spacing, and control of access points to the collector street system. An efficient collector street system can reduce the burden on the critical arterial street system Level of Service Planning Thresholds The llevel of sservice Planning Thresholds for collector streets areis listedestablished within the District s Traffic Impact Study Policy (See Section 7106)

82 Vehicle Access Direct lot access to collector streets is normally controlled. Direct lot access to collector streets in residential areas is discouraged, but lot access may be allowed at the discretion of the District Maximum Traffic on One Access If a proposed development only has one access to a public street that is classified a collector, or if it proposes to extend public streets from existing development with only one collector street access to the public street system, the maximum forecast ADT to be allowed at any point on the collector street is 3,000. This volume may be reduced or increased based on information received from the lead land use agency, the applicable fire department, and/or emergency services. The District will also take into consideration the following items when determining whether or not to reduce or increase the maximum allowable ADT: railroad crossings, canal crossings, and topography (foothills vs. flat land) Through Traffic The purpose of a collector street is to carry local traffic to an arterial roadway. Collectors in residential areas may serve land uses that can increase traffic volumes during certain periods of the day or times of the year, such as neighborhood parks, community centers, elementary schools, and some mixed land uses. The design of a collector street in a residential area should promote safe pedestrian movement and lower speeds Street Patterns To aid in the development of an efficient vehicular transportation system and an accessible transit system, continuous collector streets are required at or near mid-section lines to achieve optimal ½ mile signal spacing. It is not necessary for a continuous collector roadway in a residential area to be in a straight alignment. As identified in Section , the District supports passive design elements to discourage excessive speeds. The collector street intersections with arterial streets are to be planned with potential short range or long range needs for signal warrants and operation in mind. This will require consideration of other existing or future traffic signal locations along the arterial street, a location that will serve both sides of the original street, and traffic volumes commensurate with signalization Traffic Conflicts Traffic volumes typically found on collector roadways can be in conflict with adjacent land uses. Off-street parking, off-street maneuver areas, minimum direct lot access, and other circulation and design elements should be designed to minimize these conflicts. Collector streets in residential areas typically carry low to moderate volumes of traffic. The level of traffic should not interfere with an area's livability

83 Front-on Housing in a Residential Area New collector roadways in residential areas with front-on housing shall be limited to a maximum ADT of 3,000. Driveway location and spacing will be controlled in accordance with Section Existing collector roadways in residential areas with front-on housing should not exceed 5,000 ADT. In some instances a lower ADT for existing collectors in residential areas may be applied due to items such as grades, curves, etc Speed Control and Traffic Calming Collector streets should be designed to discourage speeds above 35 MPH, and in a residential area collector streets should be designed to discourage speeds above 30 MPH. The design of collector street systems should discourage excessive speeds by using passive design elements. The traffic calming policy for existing residential streets is included in Section In the review of developments, the District will evaluate the potential need for future traffic calming. If the design or layout of a development is anticipated to necessitate future traffic calming implementation by the District, then the District will require changes to the layout and/or the addition of passive design elements such as horizontal curves, bulb-outs, chokers, etc. The District will also consider texture changes to the roadway surface (i.e. stamped concrete) as a passive design element. These alternative methods may require a maintenance and/or license agreement. Passive design elements are to be considered the preferred method to calm traffic and achieve the desired travel speed for the roadway. Speed humps, valley gutters, stop signs, and cross drains are not an acceptable tool for traffic calming new collector streets Pedestrians Pedestrian-vehicle conflict points should be minimized. Pedestrian walkways or sidewalks are to provide direct access from all adjacent property, to assure safe pedestrian travel in the area Bicycles Generally, collector streets will have striped and designated bike lanes on both sides of the roadway On-Street Parking The District may consider on-street parking on a case-by-case basis taking into consideration the anticipated roadway volumes and adjacent land uses. If on-street parking is allowed by the District it may be removed in the future at the discretion of the District if safety conditions warrant. On-street parking on collector roadways in residential areas is typically prohibited. The District may consider on-street parking on a case-bycase basis where it is consistent with the adjacent land use (i.e. alley loaded lots needing on-street parking); where it achieves a goal(s) of the lead land use agency, and where sufficient pavement width is provided. If on-street

84 parking is allowed by the District it may be removed in the future at the discretion of the District if safety conditions warrant Access Considerations and Requirements Access Points All access points associated with development applications shall be determined in accordance with the policies in this section and Section Access points shall be reviewed only for a development application that is being considered by the lead land use agency. Approved access points may be relocated and/or restricted in the future if the land use intensifies, changes, or the property redevelops Signalized Intersection Spacing on Collectors The preferred spacing for new collectors intersecting existing collectors is 1/4 mile to allow for adequate signal spacing and alignment. Access points on a collector that require signalization shall be public streets Driveway Spacing on Collectors Near Existing or Future Signalized Intersections and Roundabouts Access is typically prohibited within the influence area of the intersection. For roundabouts, the area of influence is generally considered the area from the intersection to the far end of the splitter islands. Driveways located near a signalized intersection shall be located in accordance with one of the following, whichever is greater: Outside the area of influence; OR 220-feet for a right-in/right-out driveway and 440-feet for a fullmovement driveway. Dimensions shall be measured from the centerline of the intersection to the centerline of the driveway Driveway Spacing on Collectors Near Stop-Controlled Intersections Access is typically prohibited within the influence area of the intersection. For roundabouts, the area of influence is generally considered the area from the intersection to the far end of the splitter islands. Driveways located near a STOP controlled intersection shall be located in accordance with one of the following, whichever is greater: Outside the area of influence; OR 150-feet. Dimensions shall be measured from the centerline of the intersection to the centerline of the driveway

85 Driveway Spacing on Collectors (away from a signalized intersection) Access restrictions to collectors shall be based upon the type of access that is being proposed according to Table 1 below. The spacing shall be measured from any other existing or approved driveway or street on either side of the street. Table 1: Access Spacing on Collectors (away from a signalized intersection) Posted Speed Limit Minimum separation for Local Streets Minimum driveway separation for more than 100 VTD 25 MPH MPH MPH All dimensions are to be measured centerline to centerline. Minimum driveway separation for less than 100 VTD Driveway Design Criteria Driveways shall be designed in accordance with the criteria in Table 2 below. Additionally: All new driveways are required to be paved their full width and at least 30- feet into the site from the edge of pavement of the adjacent street. If a driveway is to be gated, the gate or keypad (if applicable) shall be located a minimum of 50-feet from the adjacent street and an on-site turnaround shall be provided. Driveways are to be identified on the construction drawings. The remaining frontage along an arterial roadway shall be identified as having no access. The throat length is measured from the back of curb of the intersecting street to the nearest drive aisle intersection Adequate throat length allows stacking, or queuing to occur on site. This reduces driver confusion, traffic problems, and unsafe conditions, such as vehicles backing out onto the arterial, interrupting traffic flow. Raised medians may serve as an effective means of traffic control and regulation. The District may require raised medians on collector roadways where site access creates operational problems. The raised median shall be constructed as a 6-inch concrete median with the appropriate reflectors and shall extend a minimum of 75-feet beyond the edge of the driveway

86 Table 2: Driveway Design Criteria on Collectors Driveway Type High Volume Driveway (100 VTD or more) Low Volume Driveway (less than 100 VTD total entering and exiting) Residential/ Agricultural/ Field Access Industrial Driveways Width 30 to 36-feet 24 to 30-feet 20 to 30-feet 24 to 40-feet Radii (Back of curb) 30-feet 15-feet 15-feet 15 to 30-feet Throat Length 50-feet** (minimum)or greater based on anticipated volume and/or analysis in TIS 30 to 50-feet n/a 50-feet (minimum)or greater based on anticipated volume and/or analysis in TIS Turn Lanes If right or left turn lanes are warranted per a submitted Traffic Impact Study (See Section 7106), the storage and taper lengths shall be designed in accordance with the minimum AASHTO and MUTCD standards. The storage length shall be a minimum of 100-feet in length. The applicant will not be compensated by ACHD for the dedication of additional right-of-way and pavement widening Miscellaneous Access (Out-Parcels, Emergency Access, etc.) Where a property is being developed and there is a legal out-parcel (as determined by the lead land use agency) that is not part of the development application, the District will require that the applicant provide adequate access (i.e. stub street, cross access, or other as appropriate) to that parcel for future development and/or re-development in order to ensure that the District s access management goals are achieved Collector Street Design The design of improvements for collectors shall be in accordance with District standards, including the Master Street Map and Livable Streets Design Guide. The developer or engineer should contact the District before starting any design Master Street Map and Typologies If the collector street is designated with a typology on the Master Street Map, that typology shall be considered for the required street improvements. If there is no typology listed in the Master Street Map, then the sections listed below shall serve as the default Street Sections and Right-of-Way Width The standard right-of-way width for collector streets shall typically be 50 to 70- feet, depending on the location and width of the sidewalk and the location and use of the roadway. The right-of-way width may be reduced,

87 with District approval, if the sidewalk is located within an easement; in which case the District will require a minimum right-of-way width that extends 2-feet behind the back-of-curb on each side. The standard street section shall be 46-feet (back-of-curb to back-of-curb). This width typically accommodates a single travel lane in each direction, a continuous center left-turn lane, and bike lanes. Generally, collector streets will be designed with sufficient pavement width to accommodate both motorized and non-motorized traffic. 1. Street Section in Residential Areas The standard street section for a collector in a residential area shall be 36-feet (back-of-curb to back-of-curb). The District will consider a 33- foot or 29-foot street section with written fire department approval and taking into consideration the needs of the adjacent land use, the projected volumes, the need for bicycle lanes, and on-street parking Pavement Thickness A minimum thickness of 3-inches of pavement is required on collector streets. An adequate base section is also required. determined by the following formula: Base thickness shall be T = (T.I.) (100-R), where T = total gravel equivalency T.I. = traffic index R = "R" value of subgrade material Traffic Index The District has pre-assigned a traffic index of 8 for collector streets Curb Type Standard vertical curbs are required on all collector streets Sidewalk Concrete sidewalks at least five-feet wide are required on both sides of all collector streets. A parkway strip at least 6-feet wide between the back-ofcurb and street edge of the sidewalk is required to provide increased safety and protection of pedestrians. Consult the District s planter width policy if trees are to be placed within the parkway strip. Sidewalks constructed next to the back- of-curb shall be a minimum of 7-feet wide. Detached sidewalks are encouraged and should be parallel to the adjacent roadway. Meandering sidewalks are discouraged. Appropriate easements shall be provided if public sidewalks are placed out of the right-of-way. The easement shall encompass the entire area between

88 the right-of-way line and 2-feet behind the back edge of the sidewalk. Sidewalks shall either be located wholly within the public right-of-way or wholly within an easement Design Speed The design speed for collectors shall be as listed in the Livable Streets Design Guide. If the street is not listed, the District will determine the design speed on a case-by-case basis Stopping Sight Distance A safe stopping sight distance is required for all vertical and horizontal curves. The minimum sight distance allowed is 200-feet Maximum/Minimum Profile Grade The maximum allowable grade for any public collector street is 10%. minimum allowable grade is 0.4%. The Minimum Centerline Radius of Curves The minimum mid-block centerline radius allowed on collector streets is 180- feet. The minimum mid-block centerline radius allowed on collector streets in residential areas is 150-feet Tangent Length Between Curves A minimum tangent of 100-feet is required between horizontal reverse curves, unless the centerline radius exceeds 500-feet. A minimum tangent of 50-feet is required between horizontal reverse curves, unless the centerline radii exceed 300-feet Tangent Length Approaching Intersections Intersections located on horizontal curves should be avoided particularly if the radius of either street is close to the minimum allowed or if the intersection occurs on the inside of the horizontal curve. A permanent sight distance easement based on the sight distance of the design speed shall be provided where one street must intersect with another on a curve. The minimum centerline tangent length approaching an intersection shall be 200-feet from the near edge of the travel way. If the street is planned for future widening, then the tangent shall be measured from the near edge of the future travel way Roadway Lighting Each land use jurisdiction in Ada County establishes the requirements for roadway lighting. The applicant shall provide adequate lighting per the requirements of the land use jurisdiction

89 7207 LOCAL STREETS Landscape Medians Landscape medians are permissible where adequate pavement width is provided on each side of the median to accommodate the travel lanes and where the following is provided. The median is platted as right-of-way owned by ACHD. The width of an island near an intersection is 12 maximum for a minimum distance of 150. Beyond the 150 the island may increase to a maximum width of 30. At an intersection that is signalized or is to be signalized in the future, the median width shall be reduced to accommodate the necessary turn lane storage and tapers. The Developer or Homeowners Association shall apply for a license agreement if landscaping is to be placed within these medians. The license agreement shall contain the District's requirements of the developer including, but not limited to, a "hold harmless" clause; requirements for maintenance by the developer; liability insurance requirements; and restrictions. Vertical curbs are required around the perimeter of any raised median. Gutters shall slope away from the curb to prevent ponding General The primary function of a local street is to serve adjacent property. Adjacent property will usually have unrestricted access to the street and ADT will typically be less than 2,000. Access to local streets is generally unrestricted, except near intersections Development Requirements Adjacent or Internal Streets The developer is responsible for improving all local street frontages adjacent to the development site or internal to the development as required below, regardless of whether access is taken to all of the adjacent streets. All utility relocation costs associated with improving street frontages adjacent the site shall be borne by the developer. The District requires dedication of additional right-of-way without compensation to provide the minimum requirements according to District standards Required Improvements 1. Adjacent Streets (Existing or New) Required improvements to an adjacent local street shall consist of pavement widening to one-half the required width, including curb, gutter and concrete sidewalk (minimum 5-feet), plus 12-feet of additional pavement widening beyond the centerline established for the street

90 to provide an adequate roadway surface, with the pavement crowned at the ultimate centerline. A 3-foot wide gravel shoulder and a borrow ditch sized to accommodate the roadway storm runoff shall be constructed on the unimproved side. 2. Internal Streets (Existing or New) Required improvements to an internal local street shall consist of a complete street section with curb, gutter, and sidewalk (minimum 5- feet) on both sides of the roadway Off-site Streets Local Streets with less than 400 VTD (existing + proposed) If the proposed development is not served by a public street with at least 24- feet of pavement then the developer shall pave the street or widen the existing pavement to provide 24-feet of pavement with 3-foot gravel shoulders from the site to a public street specified by the District. Local Streets with 400 to 1,000 VTD (existing + proposed) If the proposed development is not served by a public street with at least 30- feet of pavement, then the developer shall pave the street or widen the existing pavement to provide a minimum 24 to 30-feet of pavement as determined by the District, with 3-foot gravel shoulders from the site to a public street specified by the District. Local Streets with greater than 1,000 VTD (existing + proposed) If the proposed development is not served by a public street with a minimum of 30-feet of pavement, then the developer shall pave the street or widen the existing pavement to provide 30-feet of pavement with 3-foot gravel shoulders from the site to a public street specified by the District; OR shall provide 24- feet of pavement with 3-foot gravel shoulders and a minimum 6-foot wide detached asphalt/concrete pedestrian facility from the site to a public street specified by the District. All Local Streets Alternatives to pavement widening include sidewalks, pathways, or other proposals such as passive traffic calming measures or mitigation through design elements, may be considered by the District. The extent of roadway improvements (improvement type and length) will be determined by evaluating site specific criteria. Criteria to establish improvement type and length include but are not limited to: traffic volumes (existing and projected); number of pedestrians (existing and projected); location of pedestrian attractors and generators (i.e. parks and schools); number of access points/streets serving the proposed development; usable right-of-way; need for traffic calming; utilities and irrigation facilities. All utility relocation costs associated with the off-site street widening shall be borne by the developer Continuation of Streets 1. Consideration for Future Development The street design in a proposed development shall cause no undue hardship to adjoining property. An adequate and convenient access to

91 adjoining property for use in future development may be required. If a street ends at the development boundary, it shall meet the requirements as described in this sub-section. The District will consider the following items when determining when to require a stub street: Property size and configuration of current application Property size and configuration of adjacent parcels Potential for redevelopment of adjacent parcels Location of vehicular and pedestrian attracting land use (i.e. schools, neighborhood commercial, etc.) Comprehensive Plan and Zoning designations Needs of the emergency service providers Location of existing stub streets Location of canals and necessary crossings Cost vs. benefit of requiring canal crossing Functional Classification of adjacent and nearby roadways (i.e. will requiring a stub street achieve the District s Access Management goals by reducing the potential need for additional connection to a classified roadway) The Master Street Map Benefits of Connectivity and Stub Streets include but are not limited to the following: Reduces vehicle miles traveled. Increases pedestrian and bicycle connectivity. Increases access for emergency services. Reduces need for additional access points to the arterial street system Promotes the efficient delivery of services including trash, mail, and deliveries. Promotes appropriate intra-neighborhood traffic circulation to schools, parks, neighborhood commercial centers, transit stops, etc. Promotes orderly development. 2. Existing Adjacent Development An existing street, or a street in an approved preliminary plat, which ends at a boundary of a proposed development shall be extended in that development. The extension shall include provisions for continuation of storm drainage facilities. 3. Stub Streets Stub streets will be required to provide circulation or to provide access to adjoining properties. Stub streets will conform with the requirements described in Section , except a temporary cul-de-sac will not be required if the stub street has a length no greater than 150- feet. A sign shall be installed at the terminus of the stub street stating that THIS ROADWAY WILL BE EXTENDED IN THE FUTURE

92 In addition, a stub street must meet the following conditions: A stub street shall be designed to slope towards the nearest street intersection within the proposed development and drain surface water toward that intersection; unless an alternative storm drain system is approved by the District. The District may require appropriate covenants guaranteeing that the stub street will remain free of obstructions. 4. Temporary Dead End Streets The design and construction requirements for cul-de-sac streets shall apply to temporary dead end streets. The developer shall construct a temporary cul-de-sac. The temporary cul-de-sac shall be paved and shall meet the dimensional requirements of a standard cul-de-sac. The developer shall grant a temporary turnaround easement to the District for those portions of the cul-de-sac which extend beyond the dedicated street right-of-way. In the instance where a temporary easement extends onto a buildable lot, the entire lot shall be encumbered by the easement and identified on the plat as a non-buildable lot until the street is extended Traffic Considerations Average Daily Traffic (ADT) ADT on new and existing local streets should typically be less than 2,000. This ADT applies to both existing and new streets. For new streets that are stubbed to connect to adjacent land that is not fully developed, the allowable ADT for the new street will typically be no more than 1,000 ADT, to accommodate future additional traffic from the adjacent land, depending on the location and type of the stub street and the location and size of the adjacent undeveloped land. When stub streets are connected and properties fully developed, local streets should not exceed 2,000 ADT. In developed areas where streets already exceed 2,000 ADT or are close to exceeding 2,000 ADT, the Commission may grant approval to exceed the 2,000 ADT based on existing zoning of undeveloped properties or infill development. The Commission may also consider the need for additional roadway improvements or traffic calming to mitigate the additional traffic if necessary. The ADTs listed above are desirable planning thresholds for local streets, not roadway capacities. Actual roadway capacities are much higher than the planning thresholds Vehicle Access Direct lot access to local streets from adjacent property is permissible

93 Maximum Traffic on One Access If a proposed development only has one access to a public street that is a local street, or if it proposes to extend public streets from existing development with only one local street access to the public street system, the maximum forecast ADT to be allowed at any point on the local street access is 1,000 and is subject to fire department requirements for the provision of a secondary access. This volume may be reduced or increased based on information received from the lead land use agency, the applicable fire department, and/or emergency services. The District will also take into consideration the following items when determining whether or not to reduce or increase the maximum allowable ADT: railroad crossings, canal crossings, topography (foothills vs. flat land), pedestrian connectivity, location of schools, etc Through Traffic Local street systems should be designed to minimize through traffic. Through traffic may be discouraged by creating breaks in the local street pattern; by off-setting local street intersections; or by controlling access to major streets. New developments shall be designed to avoid increasing through traffic on existing local streets, unless those streets have been previously designed for extension. Although through traffic is generally undesirable, street system interconnectivity between subdivisions is essential. This interconnectivity serves local residents, pedestrians, bicyclists, public transit, and emergency services Cul-de-sacs Ada County or the city in which the cul-de-sac is located shall determine the maximum length and number of dwelling units allowed to take access from the cul-de-sac, provided the maximum number of expected trips per day generated by those properties taking access from an individual cul-de-sac shall not exceed Special Traffic Generators Special types of developments, such as schools, day care centers, convenience stores and churches serve as focal points for traffic circulation within the neighborhood they serve. When designing the development, planners should consider both the benefits and impacts that their traffic will have on the development Speed Control and Traffic Calming Design of local street systems should discourage excessive speeds by using passive design elements. If the design or layout of a development is anticipated to necessitate future traffic calming implementation by the District, then the District will require changes to the layout and/or the addition of passive design elements such as horizontal curves, bulb-outs, chokers, etc. The District will also consider texture changes to the roadway surface (i.e. stamped concrete) as a passive design element. Passive design elements are to be considered the preferred method to calm traffic and achieve the

94 desired travel speed for the roadway. Speed humps, valley gutters, stop signs, and cross drains are not an acceptable tool for traffic calming on new local streets. The District has developed a traffic calming policy for existing residential streets in Section In the review of developments, the District will evaluate the potential need for future traffic calming Pedestrians Pedestrian-vehicle conflict points should be minimized. Pedestrian walkways or sidewalks are to provide direct access from all adjacent property, to assure safe pedestrian travel in the area On-Street Parking On-street parking is permissible on standard local roadways where adequate width exists. Parking shall be prohibited within 75-feet from any intersection. Emergency service providers must approve on-street parking on reduced width streets Access Considerations and Requirements Driveway Spacing Near Intersections Driveways on a local street shall be located a minimum of 75-feet (measured centerline to centerline) from the nearest lo ca l street intersection, and 150- feet from the nearest collector or arterial street intersection. This is not applicable for single family dwelling units. Successive Driveways Away from an intersection there are no minimum spacing requirements for access points along a local street, but the District does encourage shared access points where appropriate Local Street Intersections Local streets intersecting other local streets shall either align with another street or provide a minimum offset of 125-feet from any other street (measured centerline to centerline) Driveway Design Requirements on Local Streets Where vertical curbs are required, residential driveways shall be restricted to a maximum width of 20-feet. These driveways may be constructed as curb-cut type driveways. All driveways are required to be paved their full width and at least 30-feet into the site from the edge of pavement of the adjacent street. If an access point is to be gated, the gate or keypad (whichever is closer) shall be located a minimum of 50-feet from the adjacent street and an onsite turnaround shall be provided

95 Local Street Design Right-of-Way Width Right-of-way widths for all local streets shall generally not be less than 47-feet wide except for minor local streets (24-foot street sections), 27-foot street sections, or half street sections (paved or unpaved). Half-street improvements located adjacent to the property line shall be constructed in a minimum 40-foot right-of-way. The Commission, at its discretion, may not require right-of-way dedication adjacent to an existing roadway where roadway improvements are not required with the development, or where improvements already exist. In lie u of additional right-of-way, a sidewalk easement will be required for any sidewalk located outside of the right-of-way Urban and Rural Local Street Sections The District allows a variety of street sections for urban and rural local streets. The street sections have varying criteria for their application within developments. Table 8 below summarizes the typical street sections. The following policies outline the specifics for the application, use, and requirements of each street section. Table 8: Typical Local Street Sections Standard Local Standard Local (City of Kuna, City of Star) Lot Size Requirement Street Section Right-of- Way Width Curb Type Less than 1 acre Vertical/ 33-feet 47-feet Rolled Less than 1 acre 36-feet 50-feet Vertical/ Rolled Reduced width Less than 1 acre Local 27-feet 41-feet Minor Urban Less than 1 acre 24-feet 28-feet (minimum) Standard Rural Greater than 1 acre, but less than 5 acres 30-feet with a minimum 8-foot drainage swale Standard Rural Greater than 5 acres 24-feet of pavement 52-feet (to encompass entire swale) 50-feet Vertical/ Rolled Vertical/ Rolled/ Ribbon 2-foot concrete ribbon 3-foot gravel shoulder Sidewalk 5-foot on both sides 5-foot on both sides 5-foot on both sides 5-foot No Sidewalk 4-feet of the pavement on each side is striped for nonmotorized travel No sidewalk

96 1. Standard Urban Local Street 33-foot Street Section The standard street section shall be 33-feet (back-of-curb to back-ofcurb) for developments with any buildable lot that is less than 1 acre in size. This street section shall include curb, gutter, and minimum 5- foot concrete sidewalks on both sides and shall typically be constructed within 47-feet of right-of-way. For the City of Kuna and City of Star: Unless otherwise approved by Kuna or Star, the standard street section shall be 36-feet (back-of-curb to back-of-curb) for developments with any buildable lot that is less than 1 acre in size. This street section shall include curb, gutter, and minimum 5-foot wide concrete sidewalks on both sides and shall typically be constructed within 50-feet of right-ofway. 2. Reduced Urban Local Street 27-foot Street The width of a reduced urban local street shall be 27-feet (back-of-curb to back-of-curb) with curb, gutter, and minimum 5-foot concrete sidewalks on both sides and shall typically be within 41-feet of right-of-way. Unless approved in writing by the land use agency, this street section is not allowed by the City of Kuna or the City of Star. In some cases this street width may not accommodate new utilities. A 29- foot street section within 43-feet of right-of-way may be constructed in lieu of a 27-foot street section if the applicant demonstrates that the additional roadway width is necessary to extend utilities. Although some parking is allowed by the following subsections, the District will further restrict parking on a reduced width street if curves or other physical features cause problems, if actual emergency response experience indicates that emergency vehicles may not be able to provide service, or if other safety concerns arise. One of the following three sets of design conditions shall apply. Design Condition #1: Parking is allowed on one side of a reduced width street when all of the following criteria are met: The street is in a residential area. The developer shall provide written approval from the appropriate fire department or emergency response unit in the jurisdiction. The developer shall install NO PARKING signs on one side of the street, as specified by the District and as specified by the appropriate fire department. This street section shall include curb, gutter, and minimum 5- foot wide concrete sidewalks on both sides and shall typically be constructed within 41-feet of right-of-way. Traffic volumes on the street shall not exceed 1,000 vehicle trips per day. There shall be no possibility that another street may be connected to it in a manner that would allow more than 1,000 vehicle trips per day

97 Design Condition #2: Parking is allowed on both sides of a reduced width street when the street layout has the qualities of a road grid system. This provides fire trucks and other emergency vehicles alternate routes of access since the ability to pass another vehicle may be compromised by placement of parked vehicles on both sides of the street. The following criteria shall be met: The street is in a residential area. The developer shall provide written approval from the appropriate fire department or emergency response unit in the jurisdiction. The block length of the street shall not exceed 500-feet, measured between centerlines. Traffic volumes on the street are not forecast to exceed 400 vehicle trips per day. A minimum of two street connections shall be provided to each end of the street with the reduced width. The two connecting streets shall each connect to the larger street system to provide the intended alternate routes of access. A street system that has one street connection to the larger street network on one end and a loop/circle street on the other end with no outlet shall not be approved. This street section shall include curb, gutter, and minimum 5-foot wide concrete sidewalks on both sides and shall typically be constructed within 41-feet of right-of-way

98 Design Condition #3: Parking is allowed on both sides of a reduced width residential street with passing pockets that are created when two driveways are constructed near the same property line, where a 50-foot segment will not have on street parking on the side of the street with the driveways. This provides fire trucks and other vehicles areas to move to the side of the street to allow another vehicle to pass when vehicles are parked on the street. Parking is allowed on both sides of a reduced width street when the following criteria are met: The street is in a residential area. The developer shall provide written approval from the appropriate fire department or emergency response unit in the jurisdiction. Driveway locations are predetermined with curb cuts for the driveways to be installed when the street is constructed. The curb cuts shall be 20-feet wide. Each lot on the street will be paired with an adjacent lot. If there are an odd number of lots, one lot at either end of the street will not be paired. Each pair of lots shall locate its driveway 5- feet from the shared lot line of the pair. This street section shall include curb, gutter, and minimum 5-foot wide concrete sidewalks on both sides and shall typically be constructed within 41-feet of right-of-way. The lots cannot abut an alley. Traffic volumes on the street are not forecast to exceed 400 vehicle trips per day. 3. Minor Urban Local Street 24-foot Street A minor local street is defined as a reduced width local street that provides direct lot access for residential land uses, and in limited circumstances, commercial or mixed uses as described below in this policy

99 Note: Due to the types of circumstances in which this street might be utilized (i.e. homes fronting on common space), it is either necessary for the lead land use agencies to have ordinances to address this type of design or to grant variances to current ordinance requirements. Therefore, it is critical that prior to submitting a development application utilizing this street section, that the lead land use agency be consulted. a. Pavement Width and Curb Type A minor local street shall be constructed with a reduced width of 24-feet from back-of-curb to back-of-curb with curb and gutter In instances where the minor local street is utilized in a gridded street system with alleys, vertical curb shall be required, and direct lot access shall be restricted. In instances where the minor local street is utilized with residential open space scenarios, rolled curb or ribbon curbing (with an inverted crown), is allowed if access to the rear of the parcels is provided from the minor local street (see diagram below). b. Sidewalk and Right-of-Way Five-foot wide concrete sidewalks are required on both sides, unless as otherwise described below or approved by ACHD and the lead land use agency. The sidewalk for this street section may be located within an easement. If the sidewalk is located within an easement, the minimum right-of-way width for this street section is 28-feet, to allow for 2-feet behind the back-of-curb on each side. Sidewalk may not be required, or may be required on one side only as determined by the lead land use agency, if the minor local street is used in residential areas where houses accessing the minor local street are built with the front of the house (including the front door) facing the common or open space lots that include a connected system of sidewalks or paved pathways and the lotting pattern is mirrored on both sides of the street (see diagram below). c. Parking Parking is prohibited on both sides of this street section. No Parking signs are required. Alternative parking for guests, visitors, auxiliary residential parking, and deliveries shall be provided and shall be designed and located in coordination with the lead land use agency. Typically this parking will be provided via community parking spaces located within walking distance of these types of residences. Walking distance shall be defined by the lead land use agency. d. Requirements This street section may only be used in limited circumstances as described below: The maximum projected ADT is less than 400. The street connects to two other standard size streets

100 There is support from the lead land use agency (either from staff or Commission/Council). Maximum block length of 600-feet. In commercial or mixed use areas where urban designs utilizing alleys are desirable, but may be impractical due to access restrictions to classified roadways (arterials, collectors, and residential collectors). In this example, the minor local street would parallel the access-restricted roadway and would provide direct access to the commercial or mixed-use lots. No portion of a building shall be over 30-feet in height. If any portion of a building is over 30-feet in height, aerial fire apparatus is required and a 26-foot wide street is required (International Fire Code Appendix D Section C105). However, a 26-foot wide street, with a minimum right-ofway of 30-feet, is allowed if all other requirements for a minor local street are met. Gridded Street System Utilizing Minor Local Streets Open Space and Alley Example Utilizing Minor Local Streets 4. Standard Rural Local Street 30-foot Street Section The standard street width for rural developments with lot sizes of 1-acre or greater, but less than 5-acres per dwelling shall provide streets with a 30-foot wide surface (26-feet of pavement with 2-foot concrete ribbon on each side), 4-feet of which will be striped for nonmotorized travel on each side. The minimum right-of-way width for this street section shall be 52- feet in order to encompass the entire swale section. The developer shall construct on both sides of the road a 2-foot wide (minimum) concrete ribbon 8-inches thick and an 8-foot wide drainage swale along the edge of the pavement to accommodate the runoff from the development. See Section for roadside swale requirements. Requests for variations of the provision for non-motorized travel (pedestrian and bikes) will be considered on a case-by-case basis

101 5. Standard Rural Local Street 24-feet of pavement The standard street width for rural developments with lot sizes of 5- acres or greater per dwelling shall provide a minimum of 24- foot pavement width, with an additional 3-foot gravel shoulders and borrow ditches on each side. This street section does not require the construction of curbs, gutters, or sidewalks Pavement Thickness A minimum of 2-1/2 inches of pavement is required on all local streets. An adequate base section is also required. Base thickness shall be determined by the following formula: T = (T.I.) (100-R), where T = total gravel equivalency T.I. = traffic index R = "R" value of subgrade material Traffic Index The District has pre-assigned a traffic index of 6 for local residential streets Curb Type Standard Vertical curb Standard vertical curb and gutter is required on all streets where curbs are required, except as allowed below in Section and This provides increased protection for pedestrians, street trees, utilities and signs and clearly identifies driveway depressions. It also provides drainage control and helps prevent runaway parked vehicles Rolled Curb The District allows 3-inch rolled curb and gutter where none of the following conditions exist: An area covered by hillside ordinances, regardless of the grade. A street where the grade is 3.0% or greater for a distance of more than 100-feet. A street where drainage control is needed. Vertical curb exists on both sides of the proposed improvements. Where Section does not require vertical curb for a 27-foot street section Ribbon Curb Ribbon curbs are allowed in rural developments with buildable lot areas of 1.0 acre or more. See Section below

102 Roadside Swale Drainage Treatment for lots 1-acre or greater 1. Development Agreement Requirement The developer shall enter into a development agreement providing for the design and inspection of the roadside swale street section within the development and provide a financial surety to ensure compliance with the roadside swale street section standards and requirements. 2. Design Criteria The swale section shall consist of a minimum 8-foot wide swale a minimum of 1-foot deep on each side. The minimum roadway cross slope is 2%. A 1-foot wide 8-inches thick ribbon curb is required at the top back of swale. For specific design criteria refer to the ACHD supplement to the ISPWC. 3. Swale Location Swales shall be located within the public right-of-way; sidewalk may be placed in an easement. 4. Driveway Requirements Maximum driveway width of 30-feet for lot frontage greater than or equal to 100-feet wide, maximum driveway width of 20-feet for lots with frontage less than 100-feet wide. 5. Landscaping and Maintenance Landscaping within the swale requires a license agreement. For specific landscaping criteria refer to the ACHD supplement to the ISPWC. Swales shall be maintained in common by the Homeowner s Association. Design engineer shall provide Maintenance and Operation Manual outlining required periodic maintenance Sidewalks Five-foot wide concrete sidewalk is required on both sides of all local streets, except those in rural developments with net densities of one dwelling unit per 1.0 acre or less, or in hillside conditions where there is no direct lot frontage, in which case a sidewalk shall be constructed along one side of the street. Some local jurisdictions may require wider sidewalks. The sidewalk may be placed next to the back-of-curb. Where feasible, a parkway strip at least 8-feet wide between the back-of-curb and the street edge of the sidewalk is recommended to provide increased safety and protection of pedestrians and to allow for the planting of trees in accordance with the District s Tree Planting Policy. If no trees are to be planted in the parkway strip, the applicant may submit a request to the District, with justification, to reduce the width of the parkway strip. Detached sidewalks are encouraged and should be parallel to the adjacent roadway. Meandering sidewalks are discouraged

103 Appropriate easements shall be provided if public sidewalks are placed out of the right-of-way. The easement shall encompass the entire area between the right-of-way line and 2-feet behind the back edge of the sidewalk. Sidewalks shall either be located wholly within the public right-of-way or wholly within an easement Cul-de-sac Streets The minimum radius permitted for a turnaround is 45-feet; in rural areas or for temporary cul-de-sacs the emergency service providers may require a greater radius. 1. Alternative Turnarounds The District will consider alternatives to the standard cul-de-sac turnaround on a case-by-case basis. This will be based on turning area, drainage, maintenance considerations and the written approval of the agency providing emergency fire service for the area where the development is located. 2. Landscaping and Parking Landscaping and parking islands may be constructed in turnarounds if a minimum 29-foot street section is constructed around the island. The pavement width shall be sufficient to allow the turning around of a standard AASHTO SU design vehicle without backing. The developer shall provide written approval from the appropriate fire department for this design element Design Speed The minimum design speed for local urban and rural streets shall be 25 MPH Stopping Sight Distance A safe stopping sight distance is required for all vertical and horizontal curves. The minimum sight distance allowed is 150-feet on local streets Maximum/Minimum Profile Grade The maximum allowable grade for any public street is 10%, and the minimum allowable grade is 0.4% Minimum Centerline Radius of Curves The minimum mid-block centerline radius allowed on a local street is 100-feet Tangent Length Between Curves A minimum tangent length of 50-feet is required between horizontal reverse curves, unless the centerline radii are at least 300-feet Tangent Length Approaching Intersections Intersections located on horizontal curves should be avoided particularly if the radius of either street is close to the minimum allowed or if the intersection occurs on the inside of the horizontal curve. A permanent sight distance easement based on the sight distance of the design speed

104 shall be provided where one street must intersect with another on a curve. The minimum centerline tangent length approaching an intersection shall be 150-feet from the near edge of the travel way. If the street is planned for future widening, then the tangent shall be measured from the near edge of the future travel way Roadway Lighting Each land use jurisdiction in Ada County establishes the requirements for roadway lighting. The applicant will provide adequate lighting per the requirements of the land use jurisdiction Landscape Medians Landscape medians are permissible where adequate pavement width is provided on each side of the median to accommodate the travel lanes and where the following is provided COMMERCIAL STREETS General The median is platted as right-of-way owned by ACHD. The width of an island near an intersection is 12 maximum for a minimum distance of 150. Beyond the 150 the island may increase to a maximum width of 30. At an intersection that is signalized or is to be signalized in the future, the median width shall be reduced to accommodate the necessary turn lane storage and tapers. The Developer or Homeowners Association shall apply for a license agreement if landscaping is to be placed within these medians. The license agreement shall contain the District's requirements of the developer including, but not limited to, a "hold harmless" clause; requirements for maintenance by the developer; liability insurance requirements; and restrictions. Vertical curbs are required around the perimeter of any raised median. Gutters shall slope away from the curb to prevent ponding. Commercial streets are classified as local streets, but they carry higher volumes of vehicle and truck traffic than local residential streets. Special design considerations are made necessary by the unique character of the roadway and traffic volumes. The District encourages shared access points and cross access in order to minimize conflicts. Shared access points are particularly desirable where on- street parking is proposed

105 Development Requirements Adjacent or Internal Streets The developer is responsible for improving all commercial street frontages adjacent to the development s site or internal to the development as required below, regardless of whether access is taken to all of the adjacent or internal commercial streets. All utility relocation costs associated with improving street frontages adjacent the site shall be borne by the developer. The District requires dedication of additional right-of-way without compensation to provide the minimum requirements according to District standards Required Improvements 1. Adjacent Streets (Existing or New) Required improvements to an adjacent commercial street shall consist of pavement widening to one-half the required width, including curb, gutter and concrete sidewalk (minimum 5-feet), plus 12-feet of additional pavement widening beyond the centerline established for the street to provide an adequate roadway surface, with the pavement crowned at the ultimate centerline. A 3-foot wide gravel shoulder and a borrow ditch sized to accommodate the roadway storm runoff shall be constructed on the unimproved side. 2. Internal Streets (Existing or New) Required improvements to an internal commercial street shall consist of a complete street section with curb, gutter, and sidewalk (minimum 5- feet) on both sides of the roadway Off-site Streets If the proposed development is not served by a paved public street, the developer shall pave the street or widen the existing pavement to provide a 30- foot wide (minimum) paved street with 3-foot gravel shoulders from the proposed development to the public street specified by the District. Wider street widths may be required depending on the magnitude of the development and other factors, including the potential for bicycle, bus and pedestrian traffic. If the proposed development is served by a paved public road less than 30- feet wide, the developer shall widen the pavement to a minimum of 30-feet wide or add 3-feet of additional pavement plus 3-foot gravel shoulders to the existing road, whichever is greater. The road shall be widened from the site to the public street specified by the District. All utility relocation costs associated with the off-site street widening shall be borne by the developer

106 Continuation of Streets 1. Consideration for Future Development The street design in a proposed development shall cause no undue hardship to adjoining property. An adequate and convenient access to adjoining property for use in future development may be required. If a street ends at the development boundary, it shall meet the requirements as described in this sub-section. The District will consider the following items when determining when to require a stub street: Property size and configuration of current application Property size and configuration of adjacent parcels Potential for redevelopment of adjacent parcels Location of vehicular and pedestrian attracting land use (i.e. schools, neighborhood commercial, etc.) Comprehensive Plan and Zoning designations Needs of the emergency service providers Location of existing stub streets Location of canals and necessary crossings Cost vs. benefit of requiring canal crossing Functional Classification of adjacent and nearby roadways (i.e. Will requiring a stub street achieve the District s Access Management goals by reducing potential need for additional connection to a classified roadway?) Benefits of Connectivity and Stub Streets include but are not limited to the following: Reduces vehicle miles traveled. Increases access for emergency services. Reduces need for additional access points to the arterial street system Promotes the efficient delivery of services including trash, mail, deliveries, water, and sewer. Promotes orderly development. 2. Existing Adjacent Development An existing street, or a street in an approved preliminary plat, which ends at a boundary of a proposed development shall be extended in that development. The extension shall include provisions for continuation of storm drainage facilities. 3. Stub Streets Stub streets will be required to provide circulation or to provide access to adjoining properties. Stub streets will conform with the requirements described in Section , except a temporary cul-de-sac will not be required if the stub street has a length no greater than 150- feet. A sign shall be installed at the terminus of the stub street stating

107 that THIS ROADWAY WILL BE EXTENDED IN THE FUTURE. In addition, a stub street must meet the following conditions: A stub street shall be designed to slope towards the nearest street intersection within the proposed development and drain surface water toward that intersection; unless an alternative storm drain system is approved by the District. The District may require appropriate covenants guaranteeing that the stub street will remain free of obstructions. 4. Temporary Dead End Streets The design and construction requirements for cul-de-sac streets shall apply to temporary dead end streets. The developer shall construct a temporary cul-de-sac. The temporary cul-de-sac shall be paved and shall meet the dimensional requirements of a standard cul-de-sac. The developer shall grant a temporary turnaround easement to the District for those portions of the cul-de-sac which extend beyond the dedicated street right-of-way. In the instance where a temporary easement extends onto a buildable lot, the entire lot shall be encumbered by the easement and identified on the plat as a non-buildable lot until the street is extended Traffic Considerations Average Daily Traffic ADT for commercial streets typically ranges up to 8,500 vehicles. hour traffic varies, depending on the type of development. Peak Vehicle Access Lot access to local commercial streets from adjacent property is permitted. Controls for driveway and intersection placement shall be required Maximum Traffic on One Access If a proposed development only has one access to a public street that is a commercial street, or if it proposes to extend public streets from existing development with only one commercial street access to the public street system, the maximum forecast ADT to be allowed at any point on the local commercial street access is 3,000. This volume may be reduced or increased based on information received from the lead land use agency, the applicable fire department, and/or emergency services. The District will also take into consideration the following items when determining whether or not to reduce or increase the maximum allowable ADT: railroad crossings, canal crossings, and topography (foothills vs. flat land) Through Traffic Through traffic in commercial developments is permitted

108 Street Patterns Street patterns in commercial developments should not adversely affect nearby residential development. Street connectivity to adjacent residential land uses is important in order to provide access from the residential uses to the commercial uses. Consideration shall be given for designing these connections to discourage the commercial traffic from adversely impacting the residential land uses Traffic Considerations Commercial streets will typically carry a higher percentage of truck traffic than local residential streets in order to accommodate deliveries, etc. Therefore, off-street parking and maneuvering areas, defined access points and other onsite circulation elements should be taken into consideration Speed Control and Traffic Calming Design of local commercial street systems, where higher pedestrian activity is anticipated, should discourage excessive speeds by using passive design elements. If the design or layout of a development is anticipated to necessitate future traffic calming implementation by the District, then the District will require changes to the layout and/or the addition of passive design elements such as horizontal curves, bulb-outs, chokers, etc. The District will also consider texture changes to the roadway surface (i.e. stamped concrete) as a passive design element. These alternative methods may require a maintenance and/or license agreement. Passive design elements are to be considered the preferred method to calm traffic and achieve the desired travel speed for the roadway. Speed humps, valley gutters, stop signs, and cross drains are not an acceptable tool for traffic calming new local streets. The District has developed a traffic calming policy for existing streets in Section In the review of developments, the District will evaluate the potential need for future traffic calming Pedestrians Pedestrian/vehicle conflict points should be minimized. Pedestrian walkways or sidewalks are to be provided to allow direct access from all adjacent property, to assure safe pedestrian travel in commercial developments Bicycles The commercial street section typically provides sufficient width to accommodate motorized vehicles and bicycles On-Street Parking On-street parking is typically permissible on roadways serving primarily commercial uses and where adequate width exists. Parking shall be prohibited within 75-feet from an intersection

109 Access Considerations and Requirements Access and Driveway Spacing Direct lot access to a commercial roadway near an intersection shall be located a minimum of 75-feet (measured centerline to centerline) from the nearest local intersection, and 150-feet from the nearest collector/arterial or arterial street intersection. There are no minimum spacing requirements for access points along a commercial street, but the District does encourage shared access points where appropriate Commercial Street Intersections Commercial streets intersecting other local streets (residential, industrial, or commercial) shall provide a minimum roadway offset of 125-feet from any other roadway or intersection (measured centerline to centerline) Driveway Design Requirements Commercial driveways shall be restricted to a maximum width of 40- feet. Most commercial driveways will be constructed as curb-cut type facilities if located on commercial streets. All new driveways are required to be paved their full width and at least 30- feet into the site from the edge of pavement of the existing road. If an access point is to be gated, the gate or keypad (if applicable) shall be located a minimum of 50-feet from the near edge of the intersection and a turnaround shall be provided. Raised medians may serve as an effective means of traffic control and regulation. The District may require raised medians on commercial roadways where site access creates operational issues. The raised median shall be constructed as a 6-inch concrete median with the appropriate reflectors and shall extend a minimum of 75-feet beyond the edge of the driveway Commercial Street Design Right-of-Way Width The standard right-of-way width for new commercial roadways shall typically be 50 and 70-feet Street Section The standard street section for commercial streets will vary depending on the need for a center turn lane, bike lanes, volumes, percentage of truck traffic, and/or on-street parking. A 36-foot street section (back-of-curb to back-of-curb) will typically accommodate two travel lanes and on-street parking. A 40-foot street section (back-of-curb to back-of-curb) will typically accommodate two travel lanes and a center turn lane

110 A 46-foot street section (back-of-curb to back-of-curb) will typically accommodate two travel lanes, a center turn lane and bike lanes Pavement Thickness A minimum thickness of 3-inches of pavement is required on collector streets. An adequate base section is also required. determined by the following formula: Base thickness shall be T = (T.I.) (100-R), where T = total gravel equivalency T.I. = traffic index R = "R" value of subgrade material Traffic Index The District has pre-assigned a traffic index of 8 for commercial streets Curb Type Standard vertical curbs are required on all commercial streets Sidewalk Concrete sidewalks at least five-feet wide are required on both sides of all commercial streets. If a separated sidewalk is proposed, a parkway strip at least 6-feet wide between the back-of-curb and street edge of the sidewalk is required to provide increased safety and protection of pedestrians. Consult the District s Tree Planting Policy if trees are to be placed within the parkway strip Cul-de-sac Streets The minimum radius permitted for a turnaround is 55-feet to back-of-curb Design Speed The design speed for commercial streets shall be 30 MPH Stopping Sight Distance A safe stopping sight distance is required for all vertical and horizontal curves. The minimum sight distance allowed is 200-feet Maximum/Minimum Profile Grade The maximum allowable grade for any public commercial street is 10%. The minimum allowable grade is 0.4% Minimum Centerline Radius of Curves The minimum mid-block centerline radius allowed on commercial streets is 180-feet Tangent Length Between Curves A minimum tangent of 100-feet is required between horizontal reverse

111 7209 INDUSTRIAL STREETS curves, unless the centerline radii exceeds 500-feet Tangent Length Approaching Intersections Intersections located on horizontal curves should be avoided particularly if the radius of either street is close to the minimum allowed or if the intersection occurs on the inside of the horizontal curve. A permanent sight distance easement based on the sight distance of the design speed shall be provided where one street must intersect with another on a curve. The minimum centerline tangent length approaching an intersection shall be 200-feet from the near edge of the travel way. If the street is planned for future widening, then the tangent shall be measured from the near edge of the future travel way Roadway Lighting Each land use jurisdiction in Ada County establishes the requirements for roadway lighting. The applicant will provide adequate lighting per the requirements of the land use jurisdiction Landscape Medians Landscape medians are permissible where adequate pavement width is provided on each side of the median to accommodate the travel lanes and where the following is provided. The median is platted as right-of-way owned by ACHD. The width of an island near an intersection is 12 maximum for a minimum distance of 150. Beyond the 150 the island may increase to a maximum width of 30. At an intersection that is signalized or is to be signalized in the future, the median width shall be reduced to accommodate the necessary turn lane storage and tapers. The Developer or Homeowners Association shall apply for a license agreement if landscaping is to be placed within these medians. The license agreement shall contain the District's requirements of the developer including, but not limited to, a "hold harmless" clause; requirements for maintenance by the developer; liability insurance requirements; and restrictions. Vertical curbs are required around the perimeter of any raised median. Gutters shall slope away from the curb to prevent ponding General Industrial streets are classified as local streets, but they carry higher volumes of vehicle and truck traffic. Special design considerations are made necessary by the unique character of the roadway and traffic volumes. The District encourages shared access points and cross access in order to minimize conflicts. Shared access points are particularly desirable where

112 on- street parking is proposed Development Requirements Adjacent or Internal Streets The developer is responsible for improving all industrial street frontages adjacent the development s site or internal to the development as required below, regardless of whether access is taken to all of the adjacent or internal collector streets. All utility relocation costs associated with improving street frontages adjacent the site shall be borne by the developer. The District requires dedication of additional right-of-way without compensation to provide the minimum width requirements according to District standards Required Improvements 1. Adjacent Streets (Existing or New) Required improvements to an adjacent industrial street shall consist of pavement widening to one-half the required width, including curb, gutter and concrete sidewalk (See Section ), plus 12-feet of additional pavement widening beyond the centerline established for the street to provide an adequate roadway surface, with the pavement crowned at the ultimate centerline. A 3-foot wide gravel shoulder and a borrow ditch sized to accommodate the roadway storm runoff shall be constructed on the unimproved side. 2. Internal Streets (Existing or New) Required improvements to an internal industrial street shall consist of a complete street section with curb, gutter, and sidewalk (See Section ) Off-site Streets If the proposed development is not served by a paved public street, the developer shall pave the street or widen the existing pavement to provide a 30-foot wide (minimum) paved street with 3-foot gravel shoulders from the proposed development to the public street specified by the District. Wider street widths may be required depending on the magnitude of the development and other factors, including the potential for bicycle, bus and pedestrian traffic. If the proposed development is served by a paved public road less than 30-feet wide, the developer shall widen the pavement to a minimum of 30-feet wide or add 3-feet of additional pavement plus 3-foot gravel shoulders to the existing road, whichever is greater. The road shall be widened from the site to the public street specified by the District. All utility relocation costs associated with the off-site street widening shall be borne by the developer

113 Continuation of Streets 1. Consideration for Future Development The street design in a proposed development shall cause no undue hardship to adjoining property. An adequate and convenient access to adjoining property for use in future development may be required. If a street ends at the development boundary, it shall meet the requirements as described in this sub-section. The District will consider the following items when determining when to require a stub street: Property size and configuration of current application Property size and configuration of adjacent parcels Potential for redevelopment of adjacent parcels Location of vehicular and pedestrian attracting land use (i.e. schools, neighborhood commercial, etc.) Comprehensive Plan and Zoning designations Needs of the emergency service providers Location of existing stub streets Location of canals and necessary crossings Cost vs. benefit of requiring canal crossing Functional Classification of adjacent and nearby roadways (i.e. will requiring a stub street achieve the District s Access Management goals by reducing potential need for additional connection to a classified roadway) Benefits of Connectivity and Stub Streets include but are not limited to the following: Reduces vehicle miles traveled. Increase access for emergency services. Reduces need for additional access points to the arterial street system Promotes the efficient delivery of services including trash, mail, deliveries, water, and sewer. Promotes orderly development. 2. Existing Adjacent Development An existing street, or a street in an approved preliminary plat, which ends at a boundary of a proposed development shall be extended in that development. The extension shall include provisions for continuation of storm drainage facilities. 3. Stub Streets Stub streets will be required to provide circulation or to provide access to adjoining properties. Stub streets will conform with the requirements described in Section , except a temporary cul-de-sac will not be required if the stub street has a length no greater than 150- feet. A sign shall be installed at the terminus of the stub street stating

114 that THIS ROADWAY WILL BE EXTENDED IN THE FUTURE. In addition, a stub street must meet the following conditions: A stub street shall be designed to slope towards the nearest street intersection within the proposed development and drain surface water toward that intersection; unless an alternative storm drain system is approved by the District. The District may require appropriate covenants guaranteeing that the stub street will remain free of obstructions. 4. Temporary Dead End Streets The design and construction requirements for cul-de-sac streets shall apply to temporary dead end streets. The developer shall construct a temporary cul-de-sac. The temporary cul-de-sac shall be paved and shall meet the dimensional requirements of a standard cul-de-sac. The developer shall grant a temporary turnaround easement to the District for those portions of the cul-de-sac which extend beyond the dedicated street right-of-way. In the instance where a temporary easement extends onto a buildable lot, the entire lot shall be encumbered by the easement and identified on the plat as a non-buildable lot until the street is extended Traffic Considerations Average Daily Traffic ADT for industrial streets typically ranges up to 8,500 vehicles. hour traffic varies, depending on the type of development. Peak Vehicle Access Lot access to local industrial streets from adjacent property is permitted. Controls for driveway and intersection placement shall be required. See Section for guidance Maximum Traffic on One Access If a proposed development only has one access to a public street that is an industrial street, or if it proposes to extend public streets from existing development with only one industrial street access to the public street system, the maximum forecast ADT to be allowed at any point on the industrial street access is 3,000. This volume may be reduced or increased based on information received from the lead land use agency, the applicable fire department, and/or emergency services. The District will also take into consideration the following items when determining whether or not to reduce or increase the maximum allowable ADT: railroad crossings, canal crossings, and topography (foothills vs. flat land) Through Traffic Through traffic in industrial developments is permitted. Through industrial traffic to or from residential areas will normally not be allowed

115 Street Patterns Street patterns in industrial developments should not adversely affect nearby residential development Traffic Considerations Industrial streets typically carry a high percentage of truck traffic in industrial areas. Therefore, off-street parking and maneuvering areas, defined access points and other on-site circulation elements should be taken into consideration Speed Control Streets in industrial areas should be designed to discourage speeds above 35 MPH Pedestrians Pedestrian/vehicle conflict points should be minimized. The District will review pedestrian facilities in industrial developments on a development-by-development basis. See Section for guidance Bicycles The industrial street section typically does not provide sufficient width to accommodate bicycles. Bicycle lanes may be required if the roadway provides an important connection for bicycles or is on a designated bicycle route On-Street Parking On-street parking is typically permissible on roadways serving industrial uses where adequate width exists. The street section shall be increased from the standard (See Section ) if on-street parking is proposed. Parking shall be prohibited within 75-feet from an intersection Access Considerations and Requirements Access and Driveway Spacing Direct lot access to an industrial roadway near an intersection shall be located a minimum of 75-feet (measured centerline to centerline) from the nearest local street intersection, and 150-feet from the nearest collector or arterial street intersection. There are no minimum spacing requirements for access points along an industrial street, but the District does encourage shared access points where appropriate Industrial Street Intersection Spacing Industrial streets intersecting other local streets (residential, industrial, or commercial) shall provide a minimum roadway offset of 125-feet from any other roadway or intersection (measured centerline to centerline)

116 Driveway Design Requirements Industrial driveways shall be restricted to a maximum width of 40-feet. A wider access point may be considered if it is demonstrated to be necessary with turning templates based on the design vehicle. Most industrial driveways will be constructed as curb-cut type facilities if located on industrial streets. All new driveways are required to pave their full width and at least 30- feet into the site from the edge of pavement of the existing road. If an access point is to be gated, the gate or keypad (if applicable) shall be located a minimum of 50-feet from the near edge of the intersection and a turnaround shall be provided. Raised medians may serve as an effective means of traffic control and regulation. The District may require raised medians on industrial roadways where site access creates operational problems. The raised median shall be constructed as a 6-inch concrete median with the appropriate reflectors and shall extend a minimum of 75-feet beyond the edge of the driveway Industrial Street Design Right-of-Way Width The standard right-of-way width for new industrial roadways shall be 50-feet Street Section The standard street section for industrial streets will vary depending on the need for a center turn lane, bike lanes, and/or on-street parking. A 40-foot street section (back-of-curb to back-of-curb) will typically accommodate two travel lanes and a center turn lane. A 52-foot street section (back-of-curb to back-of-curb) will typically accommodate two travel lanes, a center turn lane, and on-street parking. The width may need to be wider if the developer proposes all of the roadway components Pavement Thickness A minimum thickness of 3-inches of pavement is required on industrial streets. An adequate base section is also required. determined by the following formula: Base thickness shall be T = (T.I.) (100-R), where T = total gravel equivalency T.I. = traffic index R = "R" value of subgrade material Traffic Index The District has pre-assigned a traffic index of 8 for industrial streets

117 Curb Type Standard vertical curbs are required on all industrial streets Sidewalk Concrete sidewalks at least five-feet wide are required on one side of all new industrial streets. If a separated sidewalk is proposed, a parkway strip at least 6-feet wide between the back-of-curb and street edge of the sidewalk is required to provide increased safety and protection of pedestrians. Consult the District s Tree Planting Policy if trees are to be placed within the parkway strip. In some existing industrial developments or expansions of those developments, the District will allow deviations from the typical street standards by not requiring the construction of sidewalks. These developments include primary uses of storage facilities, trucking terminals, contractor shops, utility shops and selective heavy manufacturing facilities in which significant pedestrian movement is not anticipated. Deviations from the standards will not be allowed in new industrial developments, technological parks or on designated collector or arterial streets Cul-de-sac Streets The minimum radius permitted for a turnaround is 55-feet to back-of-curb Design Speed The design speed for industrial streets shall be 35 MPH Stopping Sight Distance A safe stopping sight distance is required for all vertical and horizontal curves. The minimum sight distance allowed is 200-feet Maximum/Minimum Profile Grade The maximum allowable grade for any industrial street is 10%. minimum allowable grade is 0.4%. The Minimum Centerline Radius of Curves The minimum mid-block centerline radius allowed on industrial streets is 180-feet Tangent Length Between Curves A minimum tangent of 100-feet is required between horizontal reverse curves, unless the centerline radii exceeds 500-feet Tangent Length Approaching Intersections Intersections located on horizontal curves should be avoided particularly if the radius of either street is close to the minimum allowed or if the intersection occurs on the inside of the horizontal curve. A permanent sight distance easement based on the sight distance of the design speed shall be provided where one street must intersect with another on a curve

118 The minimum centerline tangent length approaching an intersection shall be 200-feet from the near edge of the travel way. If the street is planned for future widening, then the tangent shall be measured from the near edge of the future travel way Roadway Lighting Each land use jurisdiction in Ada County establishes the requirements for roadway lighting. The applicant will provide adequate lighting per the requirements of the land use jurisdiction Raised Medians Landscape medians are permissible where adequate pavement width is provided on each side of the median to accommodate the travel lanes and where the following is provided. The median is platted as right-of-way owned by ACHD. The width of an island near an intersection is 12 maximum for a minimum distance of 150. Beyond the 150 the island may increase to a maximum width of 30. At an intersection that is signalized or is to be signalized in the future, the median width shall be reduced to accommodate the necessary turn lane storage and tapers. The Developer or Homeowners Association shall apply for a license agreement if landscaping is to be placed within these medians. The license agreement shall contain the District's requirements of the developer including, but not limited to, a "hold harmless" clause; requirements for maintenance by the developer; liability insurance requirements; and restrictions. Vertical curbs are required around the perimeter of any raised median. Gutters shall slope away from the curb to prevent ponding ALLEYS General An alley is defined as vehicular access way through the middle of a block giving public access to the rear of residential, non-residential, and mixed use lots or buildings. Alleys are not considered part of the traffic circulation system. An alley may serve as the primary vehicular access to a lot or building, but an alley should not provide the sole public right-of-way frontage. A lot served by an alley shall also have public street frontage. Alleys should connect to a public street at each end and should not terminate in permanent dead-ends. Access is allowed to and from a fully improved alley. A fully improved alley is defined as an alley that is paved the required width (as determined by and ) Existing Alleys If a proposed development abuts an existing alley, the dedication of additional right-of-way to obtain a minimum width from the centerline of the alley of

119 feet for residential uses and 10-feet for non-residential or commercial uses may be required. Each development will be reviewed by the District on a case-by-case basis. If the proposed development takes access from an alley, the developer will be required to pave the entire width of the right-of-way from the nearest public street to and adjacent the development New Alleys Right-of-Way and Pavement Width The minimum right-of-way width for all new residential alleys shall be a minimum of 16-feet or a maximum of 20-feet. If the residential alley is 16- feet in width building setbacks required by the land use agency having jurisdiction shall provide sufficient space for the safe backing of vehicles into the alley (see Section ). The minimum right-of-way width for all new commercial or mixed-use alleys shall be 20-feet. All alleys shall be improved by paving the full width and length of the right-of-way. Dedication of clear title to the right-of-way and the improvement of the alley, and acceptance of the improvement by the District as meeting its construction standards, are required for all alleys contained in a proposed development Length Alleys shall be no longer than 700-feet in length. If the lead land use agency having jurisdiction requires a shorter block length, the alley shall be no longer than the agency s required block length Parking and Setbacks Parking within the alley right-of-way is prohibited. No Parking signs are required to be installed by the developer. The signs should be located at the alley/street intersections. Parking which is entered from the alley shall be designed so the minimum clear distance from the back of the parking stall to the opposite side of the alley is 20-feet for perpendicular parking. Setbacks for structures taking access from the alley should be closely coordinated with the lead land use agency. The setbacks shall either discourage parking within the alley (where it may partially block or occur within the right-of-way) or allow adequate area for one perpendicular parking pad. In order to discourage parking, building setbacks shall be minimal from the alley right-of-way line, while still achieving the required 20-feet of back-up space from a garage or other parking structure to the opposite side of the alley (i.e. 4- foot setback + 16-foot alley= 20-feet for back-up space). In order to allow for one perpendicular parking pad, the setbacks shall be great enough from the alley right-of-way line to allow for one perpendicular parking pad (length of pad shall be as defined by the applicable land use agency, typically 19 to 20-feet for a 90 degree parking stall) plus the necessary length to achieve 20-feet of back- up space to the opposite side of the alley. Parking stall angled at 30, 45, or 60 degrees have different requirements for back-up distances and require coordination with the lead land use agency. Note: Some lead land use agencies may require a greater back-up space for

120 degree parking. Developments with alleys shall demonstrate that adequate parking for guest, visitors, deliveries, etc. is provided within the development. This will require coordination with the lead land use agency. Additional parking may be provided either in common areas or by the provision of adequate on-street parking Curves Alleys shall generally be linear in design, but the District will consider large radius curves (with a radius greater than 200-feet) in alleys on a case-by-case basis. Curves in alleys will be considered if the land use pattern is desired by the lead land use agency and if the alley parallels the roadway to which the residential lots are fronting. (Note: the support from the lead land use agency may come in the form of a staff letter or analysis of codes and/or the comprehensive plan or a letter of support from the Council/Commission). Large radius curves may also be considered in areas where the alley needs to intersect the street at a 90 angle. In each instance, the District may require open space lots in strategic locations to ensure that appropriate sight distance is attained. The sight triangles shall either be identified as common spaces with landscaping restrictions or permanent easements identified on the plat. Ninety degree turns are prohibited within alleys