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HomeMy WebLinkAbout072925 GEM Prep Rexburg Updated Traffic Impact Analysis GEM Innovation Schools GEM Prep Rexburg TRAFFIC IMPACT ANALYSIS S 12th W Rexburg, Idaho Prepared For: Bouma USA 3022 Orchard Vista Dr, Suite 309 Grand Rapids, Michigan, 49546 Prepared by: Stephen A Orosz, PE, PTOE PARADIGM DESIGN 4250 N. Drinkwater Blvd., Suite 120 Scottsdale, AZ 85251 www.pardigmae.com O (602) 767-4606 I C (805) 680-1586 sorosz@paradigmae.com May 30, 2025 Updated July 29, 2025 07/29 / 2 5 Table of Contents GEM Prep Rexburg Traffic Impact Analysis Sec on Page EXECUTIVE SUMMARY i STUDY OVERVIEW 1 Traffic impact Study Scoping 1 Study Area 1 Impact Analysis 1 School Operational Analysis and School Development Checklist 1 PROJECT DESCRIPTION 4 EXISTING CONDITIONS 6 Roadway Network 6 Roadway and Intersection Levels of Service 7 Roadway Daily Operations 7 Peak Hour Intersection Operations 7 CUMULATIVE TRAFFIC CONDITIONS 12 2030 Background Project Traffic 12 Background Daily Traffic Level of Service 12 Background Intersection Level of Service 12 PROJECT TRAFFIC 16 Project Trip Generation 16 Project Trip Distribution 17 EXISTING (2025) PLUS PROJECT IMPACT ANALYSIS 17 Roadway Operations – With Project 17 Intersection Operations – With Project 17 2030 BACKGROUND GROWTH PLUS PROJECT IMPACT ANALYSIS 22 Roadway Operations – 2030 Background Growth With Project 22 Intersection Operations – 2030 Background Growth With Project 22 IMPACT ANALYSIS SUMMARY 26 S 12th W at Main Street/Highway 33 26 S 12th W at W 1000 S/W7th S 26 SCHOOL SITE OPERATIONS 27 Parking 27 Student Drop-Off and Pick-Up Queuing Analysis 27 Access and Internal Circulation 29 Pedestrian Accommodation 29 Bicycle Accommodation 31 SAFETY ANALYSIS 31 Crash Analysis 31 SCHOOL DEVELOPMENT CHECKLIST 32 RECOMMENDED ROADWAY IMPROVEMENTS 34 Project Specific Recommended Improvements 34 Cumulative Recommended Improvements 34 REFERENCES 35 List of Figures Page Figure 1 – Location Map 2 Figure 2 – Study Intersections 3 Figure 3 – Site Plan 5 Figure 4 – Existing Traffic Volumes 9 Figure 5 – 2030 Background Growth Volumes 15 Figure 6 – Project Traffic Volumes 18 Figure 7 – Existing Plus Project Traffic Volumes 19 Figure 8 – 2030 Background Growth Plus Project Traffic Volumes 23 Figure 9 – On-site School Drop/Pick-up Queuing 28 Figure 10 – School Bus, Trash and Fire Access Circulation Patterns 30 List of Tables Page Table 1 – Roadway Capacity and Level of Service 7 Table 2 – Delay and Level of Service for Intersections 9 Table 3 – Existing Conditions AM Peak Hour 10 Table 4 – Existing Conditions School PM Peak Hour 11 Table 5 – 2030 Roadway Capacity and Level of Service 12 Table 6 – Background 2030 Conditions AM Peak Hour 13 Table 7 – Background 2030 Conditions School PM Peak Hour 14 Table 8 – Trip Generation Summary 16 Table 9 – Roadway Capacity and Level of Service – Existing Conditions Plus Project 17 Table 10 – Existing (2025) Plus Project AM Peak Hour Intersection Operation 20 Table 11 – Existing (2025) Plus Project School PM Peak hour Intersection Operation 21 Table 12 – 2030 Background Growth Conditions Plus Project – Roadway Capacity and LOS 22 Table 13 – 2030 Background Growth Conditions Plus Project – AM Intersection Operation and Level of Service 24 Table 14 – 2030 Background Growth Conditions Plus Project – School PM Intersection Operation and Level of Service 25 Table 15 – Impact Analysis Summary 26 Table 16 - Study Area Crash History 2019-2024 31 Appendices Appendix A – Scoping Document Appendix B – Existing Traffic Count Data Appendix C – Existing (2025) Conditions Synchro Worksheets Appendix D – 2030 Background Traffic Conditions Synchro Worksheets Appendix E – Existing (2025) Plus Project Conditions Synchro Worksheets Appendix F – 2030 Background Growth Plus Project Conditions Synchro Worksheets Appendix G – Crash Data Map i EXECUTIVE SUMMARY PROJECT OVERVIEW GEM Innovation Schools is proposing the construction of a new campus in the City of Rexburg, Idaho. The project will include kindergarten, elementary, and high school facilities, and will be located east of South 12th West and south of Main Street/State Route 33. The project site is currently undeveloped and encompasses approximately 11.73 acres, zoned Low Density Residential 1 (LDR1). The proposed school will serve up to 574 students in grades K–12. At full capacity, school operations will be supported by approximately 34 faculty and staff members. Student transportation will include four school buses, which will access the site via the southern driveway. A new east-west access road is planned along the northern boundary of the site. This road will provide access to the school as well as to adjacent parcels located to the north and east of the project. Two driveways are proposed: one located on S 12th W near the southern property line, and a second approximately 300 feet east of S 12th W along the new east-west access road. The main classroom building will total approximately 42,707 square feet. The site plan includes on-site parking for 105 vehicles, including 6 barrier-free (ADA-compliant) spaces. During peak drop-off and pick- up periods, the site is designed to accommodate vehicle stacking for approximately 100 cars, equivalent to approximately 2,100 linear feet of queuing space—sufficient to prevent overflow onto public roadways. Frontage improvements along S 12th W and the planned East-West Access Road will be constructed as part of the project. These improvements will consist of half-street sections, including landscaping and sidewalks on the project side of the roadway centerline, in accordance with the City of Rexburg Master Transportation Plan and City Code requirements for the applicable roadway classifications. TRAFFIC ANALYSIS SUMMARY This traffic impact analysis examines the current roadway network, projected cumulative impacts, and future conditions with the addition of school-related traffic. It also evaluates school operations in accordance with Idaho Statute 67-6519, including considerations for bicycle and pedestrian access to, from, and around the school site. This analysis has been prepared to document the potential traffic impacts of a project expected to generate more than 100 peak-hour trips, in accordance with Idaho Code Sections 67-6508 and 67-6519. A traffic impact report scoping document was developed through coordination with the City of Rexburg Public Works Department. A total of four intersections and one roadway segment were included in this study to determine potential project impacts. The analysis evaluates traffic conditions for both existing (2025) and cumulative (2030) scenarios, with and without the proposed project. Specifically, it assesses roadway and intersection operations under the following conditions: · Existing (2025) traffic · Existing plus project (2025) traffic · Cumulative (2030) traffic · Cumulative plus project (2030) traffic The study includes two analysis periods: the typical morning peak hour (one-hour peak between 7:00 AM and 9:00 AM) and the school afternoon peak hour. Since the school is expected to be operational within one year and based on the scale of the project and anticipated area growth, no additional long-term horizon year analysis was required. ii EXISTING (2025) CONDITIONS New traffic count data was collected specifically for this project at the study area locations. The existing roadway daily traffic volumes and the functional capacities indicate that S 12th W is currently operating at very good level of service (LOS B) on a daily basis. During peak hours at intersections, the acceptable level of service (LOS) set by the City of Rexburg is LOS C or an intersection volume to capacity ratio of 0.801 or less. 2030 CUMULATIVE TRAFFIC CONDITIONS The cumulative traffic conditions analysis includes a background traffic growth factor to forecast future traffic volume conditions in the horizon year of 2030. The city has suggested a background growth factor of 3% per year. Further as the school project has been progressing, there has been indications that the remainder of the school site parcel that is being split for the project is planning on developing within the existing zoning. With the existing LDR2 zoning, up to 6 dwelling units per acre could be developed on the parcel. The remainder parcel would have 13.74 acres available to develop. Based on the current zoning, a total of 82 dwelling units could be expected. For the roadway segment being analyzed, the portion of S 12th W near the project site would continue to operate at LOS B under background cumulative conditions. Most of the study area intersections will continue to operate at LOS C/0.80 v-c or better during the AM or School PM peak hours. The intersection of S 12th W and S 1000 W/S 7th W AM peak hour delay does reach LOS D, however, the volume-capacity (v-c) ratio is 0.45 or less, which is below the 0.80 threshold for levels of service, an acceptable condition. The 2022 Madison County Transportation Master Plan and the City of Rexburg note the following improvements would be installed at some point prior to the 2048 build out time frame when warranted. S 12th W at Main Street/State Route 33 · Add east/west dual left turn lanes. · Widen State Route 33 (2025) eastbound to provide: o One westbound lane, o One eastbound left turn lane, o One eastbound through lane o One eastbound right turn only lane S 12th W at Summerfield Lane · Install Rectangular Rapid Flashing Pedestrian Beacon. S 1000 W west of S 12th W · Reconstruct existing pavement (2026). University Boulevard · Extend westerly to S 3000 W. (Madison County) PROJECT TRAFFIC IMPACT ANALYSIS The Institute of Transportation Engineers (ITE) publishes trip generation rates for a variety of land uses based on data from across the country. The ITE publication, Trip Generation: An Informational Report, 11th edition, was used to estimate the trip generation for the project. ITE has a land use category for Charter Schools K-12 (Land Use Code 538) that was used for the proposed GEM Prep Rexburg school. 1 2022 Madison County Transportation Master Plan, Level of Service Figure 8, page 17. iii Based on that trip generation rates, the project would generate motor vehicle during the morning peak commuter/school peak hour 476 trips (243 in, 233 out), and school afternoon PM peak hour 295 trips (148 in and 147 out). Existing (2025) Plus Project Conditions The project related daily traffic volumes were added to the existing roadway daily traffic. The existing plus project roadway conditions would remain operating within acceptable limits at LOS B. Most of the study area intersections will continue to operate at LOS C/0.80 v-c or better during the AM or School PM peak hours. The intersection of S 12th W and S 1000 W/S 7th W AM peak hour delay does reach LOS D, however, the volume-capacity (v-c) ratio is 0.46 or less, which is below the 0.80 threshold for levels of service, an acceptable condition. 2030 Background Growth Plus Project Conditions The project related daily traffic volumes were added to the 2030 Background Growth roadway daily traffic. The 2030 Background Growth plus project roadway conditions would remain within acceptable limits at LOS C. Most of the study area intersections will continue to operate at LOS C/0.80 v-c or better during the AM and all of the study area intersections during the School PM peak hours. At the S 12th W intersection with Main Street/State Route 33, the overall intersection delay is LOS C; however, the V-C ratio is 0.80 which is above the 0.80 v-c ration threshold. There are some traffic movements (Northbound thru/right turn lane, Eastbound thru lane, and Westbound left turn lane) that have a LOS D and a v-c ratio over 0.80. The intersection of S 12th W and S 1000 W/S 7th W AM peak hour delay does reach LOS E, however, the volume-capacity (v-c) ratio is 0.56 or less, which is below the 0.80 threshold for levels of service, an acceptable condition. Both project site access points would be expected to operate at LOS C/v-c ratio of 0.80 or better during the AM and School PM Peak Hours. IMPACT ANALYSIS SUMMARY The level of service and v-c ratios for the study area intersections remain at LOS C or better and v-c ratio of 0.80 or less for all locations on an overall intersection operating level and for each turning movement except for those noted below during future conditions. The turning movements noted below in Table A are forecast to operate at a LOS D for either delay or v-c ratio. The intersection of S 12th W and Highway 33/Main Street is slated for additional improvements over the next 5 years as development occurs in this area. To improve the existing plus project conditions, the planned circulation improvements by the City and County as noted on page ii of this executive summary would mitigate the levels of service shown. The City has requested an improvement recommendation in the short term to improve the cumulative poor intersection operations at both intersections under 2030 cumulative conditions. iv Table A Impact Analysis Summary Scenario Location Movement Future Delay/LOS v-c Ratio LOS C Delay/ v-c Ratio Max Existing + Project S 12th W at Main St/Hwy 33 WB Left (AM) NB Thru-Right (AM) LOS D- 35.1 sec/veh LOS D – 37.8 sec/veh 0.81 0.82 35.0 sec/veh – 0.80 35.0 sec/veh – 0.80 2030 Background S 12th W at W 1000 S/W 7th S WB Approach (AM) EB Left (AM) LOS D – 28.7 sec/veh LOS D – 25.2 sec/veh 0.44 0.19 25.0 sec/veh – 0.80 25.0 sec/veh – 0.80 2030 Background + Project S 12th W at Main St/Hwy 33 WB Left (AM) LOS D- 43.2 sec/veh 0.86 35.0 sec/veh – 0.80 S 12th W at W 1000 S/W 7th S WB Approach (AM) EB Left (AM) LOS E - 38.5 sec/veh LOS D - 34.7 sec/veh 0.52 0.30 25.0 sec/veh – 0.80 25.0 sec/veh – 0.80 S 12th W at Main Street/Highway 33 To improve the cumulative intersection operations to LOS C or better, a northbound right turn lane could be installed. The improvement would widen northbound S 12th W approaching Main Street for an additional right turn lane, relocated a drainage inlet structure, and relocate a traffic signal pole on the southeast corner of the intersection. S 12th W at W 1000 S/W 7th S To improve the cumulative intersection operations to LOS C or better, a southbound through lane could be installed through the intersection and the intersection control changed from a two-way STOP control to All-Way STOP control. This improvement would utilize the recent curb installation prepared in association with the RRFB recently installed. ITD SCHOOL TRAFFIC CHECKLIST The ITD school traffic analysis checklist was completed for the project and no additional impacts were identified. Vehicle queuing distance during the peak morning and afternoon drop-off/pick-up time periods were calculated and analyzed. The site design would allow for up to 2,100 lineal feet of storage. The design queue length was found to be 1,985 lineal feet. This site layout should accommodate the anticipated queue of cars during these peak periods. A crash safety analysis was completed for the four study area intersections and did not identify any significant safety issues that needed to be addressed. v RECOMMENDED ROADWAY IMPROVEMENTS Project Specific Required Improvements GEM Prep Rexburg is proposing to construct a new elementary, middle and high school on the vacant property on the project site located easterly of S 12th W. Traffic and circulation on-site improvements include the following: · ½ of 104’ Minor Arterial Street Section construction for S 12th W along the project frontage. · ½ of 68’ Normal Residential Section for the new Public Road along the north side of the project site. · On-site Parking for 104 vehicles. · On-site queuing for a minimum of 2,100 lineal feet, about 100 cars. · Separated bus, student driver, and parent drop-off and pick-up locations. · Relocation of the Irrigation Ditch along S 12th W per Rexburg Canal Company requirements. · Construct culvert crossings of the Irrigation Ditch where the new Public Roadway and south site driveway cross. Cumulative Specific Recommended Improvements S 12th W at Main Street/Highway 33 · Widen northbound S 12th W approaching Main Street for an additional right turn lane, relocated a drainage inlet structure, and relocated a traffic signal pole on the southeast corner of the intersection. · The construction cost estimate for this improvement is estimated to be $187,500. · The project’s pro-rata share of the need for this improvement is 13% based on the AM peak hour traffic volumes or $24,375.00. S 12th W at W 1000 S/W 7th S · A southbound through lane could be installed through the intersection and the intersection control changed from a two-way STOP control to All-Way STOP control. · The construction cost estimate for this improvement is estimated to be $170,500. · The project’s pro-rata share of the need for this improvement is 16% based on the AM peak hour traffic volumes or $27,280.00. END OF EXECUTIVE SUMMARY 1 STUDY OVERVIEW GEM Innovation Schools is proposing the construction of a new campus in the City of Rexburg, Idaho. The project will include kindergarten, elementary, and high school facilities, and will be located east of South 12th West and south of Main Street/State Route 33. This report provides detailed information on the project description, site access, trip generation and distribution, intersection operations and level of service, parking supply and requirements, pedestrian circulation, and an expanded discussion of circulation patterns and vehicle queueing during school drop- off and pick-up times. Traffic Impact Study Scoping This traffic impact analysis examines the current roadway network, projected cumulative impacts, and future conditions with the addition of school-related traffic. It also evaluates school operations in accordance with Idaho Statute 67-6519, including considerations for bicycle and pedestrian access to, from, and around the school site. A map showing the project location is provided in Figure 1. This analysis has been prepared to document the potential traffic impacts of a project expected to generate more than 100 peak-hour trips, in accordance with Idaho Code Sections 67-6508 and 67-6519. A traffic impact report scoping document was developed through coordination with the City of Rexburg Public Works Department. This scoping document was approved and is included in Appendix A. The scoping document formed the basis of this document. Study Area Based on the scoping document discussions, the study area for this project includes two existing and two new intersections and are graphically depicted in Figure 2. The intersection level of service and delay during the morning, and afternoon school peak hours were conducted for the following intersections: · S 12th W at State Highway 33/Main Street (Existing Signalized intersection) · S 12th W at W 1000 S/W 7th S (Existing Two-Way Stop intersection with RRFB) · S 12th W at East-West Access Road (New One-Way Stop intersection along north side of school) · S 12th W at South Site Driveway (New On-Way Stop intersection along south side of school) Impact Analysis The analysis evaluates traffic conditions for both existing (2025) and cumulative (2030) scenarios, with and without the proposed project. Specifically, it assesses roadway and intersection operations under the following conditions: · Existing (2025) traffic · Existing plus project (2025) traffic · Cumulative (2030) traffic · Cumulative plus project (2030) traffic The study includes two analysis periods: the typical morning peak hour (one-hour peak between 7:00 AM and 9:00 AM) and the school afternoon peak hour. Since the school is expected to be operational within one year and based on the scale of the project and anticipated area growth, no additional long-term horizon year analysis was required. School Operational Analysis and School Development Checklist The access, internal circulation, queueing, and parking provisions have been evaluated to ensure compliance with city codes. Additionally, in accordance with Idaho Code Sections 67-6508 and 67-6519, this section of the report includes a checklist covering the required topics for school traffic impact analysis. 4 PROJECT DESCRIPTION GEM Innovation Schools is proposing the construction of a new campus in the City of Rexburg, Idaho. The project will include kindergarten, elementary, and high school facilities, and will be located east of South 12th West and south of Main Street/State Route 33. The project site is currently undeveloped and encompasses approximately 11.73 acres, zoned Low Density Residential 1 (LDR1). The proposed school will serve up to 574 students in grades K–12. At full capacity, school operations will be supported by approximately 34 faculty and staff members. Student transportation will include four school buses, which will access the site via the southern driveway. A new east-west access road is planned along the northern boundary of the site. This road will provide access to the school as well as to adjacent parcels located to the north and east of the project. Two driveways are proposed: one located on S 12th W near the southern property line, and a second approximately 300 feet east of S 12th W along the new east-west access road. The main classroom building will total approximately 42,707 square feet. The current site plan for GEM Prep Rexburg is shown in Figure 3. The site plan includes on-site parking for 105 vehicles, including 6 barrier-free (ADA-compliant) spaces. During peak drop-off and pick-up periods, the site is designed to accommodate vehicle stacking for up to 105 cars, equivalent to approximately 2,100 linear feet of queuing space—sufficient to prevent overflow onto public roadways. The school day is expected to begin at 8:00 AM and end at 3:30 PM, with a single drop-off and single dismissal period planned each day. Frontage improvements along S 12th W and the planned East-West Access Road will be constructed as part of the project. These improvements will consist of half-street sections, including landscaping and sidewalks on the project side of the roadway centerline, in accordance with the City of Rexburg Master Transportation Plan and City Code requirements for the applicable roadway classifications. Public sidewalks are proposed along the entire S 12th W frontage and along the south side of the East- West Access Road between the site driveway and S 12th W. An on-site sidewalk will also be constructed around the bus drop-off and pick-up area, connecting the student drop-off/pick-up zone in front of the school to the new sidewalk along the East-West Access Road. In addition, the site will include bicycle parking for 15 bicycles, supporting active transportation options for students and staff. The existing land uses surrounding the proposed school site includes: · Large lot residential/farming to the north, south, and west. · Church uses to the northwest. · US Highway 20 to the east. Along the southside of the school property, the Westfield Branch Canal exists and flows from east to west. Along the westside of the school property, between S 12th W and the school lies a north-south irrigation ditch that flows from the north to the south, connecting to the Westfield Branch Canal. Both irrigation facilities are controlled by the Rexburg Canal Company. 6 EXISTING CONDITIONS The following subsections describe the roadway network, intersection operating conditions, and level of service goals for roadways and intersections within the study area for existing conditions. The roadway classifications were obtained from the 2022 Madison County Transportation Master Plan. Roadway Network US Highway 20 is currently constructed as a four-lane divided highway with two travel lanes in each direction and a center median strip. The functional classification for US Highway 20 is a Highway (rural). The interchanges at Main Street/State Route 33 and at University Boulevard have been recently (2024) improved to be signalized ramp interchanges. The posted speed limit is 70 MPH. Main Street/State Route 33, east of S 12th W, is currently constructed as a five-lane roadway with two travel lanes in each direction and a center left turn / two-way left turn lane east of S 12th W. The functional classification for this portion of Main Street is a principal arterial and the existing roadway meets this classification. The posted speed limit is 45 MPH. To the west of S 12th W, State Route 33 is currently constructed with two travel lanes, one in each direction with wide paved shoulders. The functional classification for this section of road is a minor arterial. Ultimately a portion of this roadway will be widened to provide 5-travel lanes, two in each direction with a center turn lane. The posted speed limit is 45 MPH. University Boulevard is classified as a principal arterial to the east of S 12th W. Currently, the five-lane cross section is being improved as development occurs along University Boulevard. The posted speed limit is 35 MPH and there are sidewalks along the north side of the roadway, and along the south side of the roadway west of S 12th W. West of US 20, the functional classification for University Boulevard is a Major Collector. S 12th W is currently constructed with one travel lane and four-foot wide paved shoulders on both sides of the roadway. The posted speed limit is 35 MPH and the current (2025) daily traffic volume between State Highway 33 and W 1000 S is 5,7941 vehicles per day. The intersection with Main Street/State Highway 33 is controlled by a traffic signal. The existing land use along S 12th W is primarily residential in nature with some commercial businesses. As development is occurring along S 12th W, the city is requiring development to widen the roadway to the minor arterial functional classification, five lanes – two travel lanes in each direction with a center turn lane. A Rectangular Rapid Flashing Pedestrian Beacon (RRFB) is planned to be installed at S 12th W and Summerfield Lane. Off roadway pathways are also planned for S 12th W. W 1000 S/W 7th S is classified as a major collector road that is currently striped with two travel lanes, one in each direction. Along the south side of W 1000 S, a sidewalk is constructed to the intersection. Along the north side of W Seventh S, a sidewalk is also constructed to the intersection. The intersection is currently being improved to provide a Rectangular Rapid Flashing Pedestrian Beacon (RRFB) with curb ramps being installed. Stop signs control traffic accessing W 1000 S and W 7th S. Northbound and southbound left turn lanes are constructed along S 12th W at this intersection. Madison High School is located southwest of the intersection of W 1000 S/W 7th S and north of University Boulevard. 1 Counts collected April 22, 2025, for this project 7 Roadway and Intersection Levels of Service The existing intersection and roadway configurations and traffic controls are graphically depicted in Figure 2 for the study area. According to the Madison County Master Transportation Plan (MTP) (2022), a LOS C capacity standard is normally used for all roadways. The City of Rexburg can accept a slightly lower level of service for specific intersections in specific cases if approved by the City Engineer. Roadway Daily Operations The MTP also indicates the capacity of various roadway classifications and number of travel lanes. The roadway capacities for the study area intersections are summarized in Table 1 for S 12th W. The existing roadway daily traffic volumes and the functional capacities indicate that S 12th W is currently operating at very good level of service on a daily basis. Table 1 Roadway Capacity and Level of Service Road Segment Functional Classification Number of Travel Lanes Daily Traffic Volume Roadway Capacity Range (LOS C Max) Level of Service (LOS) S 12th W – Main Street to University Boulevard Minor Arterial Two (Existing) 5,794 7,501-9,375 LOS B Peak Hour Intersection Operations The project study area includes four total intersections: · S 12th W at State Highway 33/Main Street (Existing Signalized intersection) · S 12th W at W 1000 S/W 7th S (Existing Two-Way Stop intersection with RRFB) · S 12th W at East-West Access Road (New One-Way Stop intersection along north side of school) · S 12th W at South Site Driveway (New On-Way Stop intersection along south side of school) To evaluate the base traffic conditions to which the project would add traffic to, existing peak hour traffic counts were collected by Quality Counts on Tuesday, April 22, 2025, during the morning (7-9 AM) peak period and afternoon (2-6 PM) peak periods for the study area intersections. The analysis requested by the City of Rexburg included the morning peak hour, and afternoon school peak hour. The morning peak hour of the school closely coincides with the traffic volumes during the morning peak hour of the intersections. Since the afternoon dismissal school traffic volumes peaks at 3:15 PM earlier than the afternoon peak commuter hour (4:00 – 6:00 PM), the traffic volumes for the 2:45 to 3:45 PM hour were used as the school PM peak hour volume for this analysis. The existing peak hour turning movement data for each analysis time period is shown graphically in Figure 4. The traffic count data collected for this project can be found in Appendix B. During peak hours at intersections, the acceptable level of service (LOS) set by the City of Rexburg is LOS C or an intersection volume to capacity ratio of 0.802 or less. 2 2022 Madison County Transportation Master Plan, Level of Service Figure 8, page 17. 9 The intersection operation was calculated using the Synchro software program (V.11) and the HCM 6 capacity methodology. The traffic model uses lane assignments for traffic volumes and signal timing. The intersection operation is presented in seconds of delay per vehicle. The industry standard for presenting the unsignalized intersection operation is for the delay for the traffic movement with the highest value represents the overall operation of the intersection. The intersection operation is also characterized by the level of service or LOS. The delay in seconds associated with these levels of service for the study area intersections are summarized in Table 2. Table 2 Delay and Level of Service for Intersections Level of Service Unsignalized Control delay per vehicle (sec/veh) (v-c) Signalized Control delay per vehicle (sec/veh) (v-c) LOS A Little or no delay ≤ 10.0 ≤ 0.60 ≤10.0 ≤ 0.60 LOS B Short traffic delays 10.1 -15.0 0.61-0.70 10.1 -20. 0 0.61-0.70 LOS C Average Traffic Delays 15.1 -25.0 0.71-0.80 20.1 – 35. 0 0.71-0.80 LOS D Long Traffic Delays 25.1 -35.0 0.81-0.90 35.1 – 55.00 0.81-0.90 LOS E Very Long Traffic Delays 35.1 – 50 0.91-1.00 55.1 – 80. 0 0.91-1.00 LOS F Unacceptable traffic Delays 50.1 or greater 1.01 or greater 80.1 or greater 1.01 or greater Source: HCM Version 6.0 Exhibit 20.2 (Two-Way Stop) and Exhibit 21.8 (All-Way Stop) The results of the existing intersection operation at the study area intersections are shown in Tables 3 and 4 for the AM, and School PM peak hours. The Synchro program output calculations are attached to the rear of this report as Appendix C. Based on the exisFng condiFons intersecFon operaFon analysis, both of the study area intersecFons operate within acceptable limits during the AM Peak Hour and PM Peak Hour (LOS C or beGer, and/or v-c raFo of 0.80 or beGer). 10 Table 3 AM Peak Hour Intersec@on Opera@on – Delay and Level of Service Exis@ng Condi@ons Loca@on Overall Intersec@on Delay/v-c LOS Northbound Southbound Eastbound Westbound LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS S 12th W at Main Street/ State Route 33 (Traffic Signal) 18.7/ 0.65 LOS C 12.1/0.04 LOS B 18.9/0.48 LOS B 17.0/0.63 LOS B 15.0/0.25 LOS B 15.6/0.02 LOS B 25.9/0.76 LOS C 10.2/0.22 LOS B 19.6/0.55 LOS B 17.7/0.34 LOS B 18.1/0.39 LOS C W 1000 S/ W 7th S (Two-way Stop) 21.6/ 0.33 LOS C 8.5/0.07 LOS A NA NA 7.9/0.01 LOS A NA NA 21.0/0.14 LOS C 14.2/0.35 LOS B 21.6/0.33 LOS C Note: Delay is noted in seconds of delay per vehicle 11 Table 4 School PM Peak Hour Intersec@on Opera@on – Delay and Level of Service Exis@ng Condi@ons Loca@on Overall Intersec@on Delay/v-c LOS Northbound Southbound Eastbound Westbound LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS S 12th W at Main Street/ State Route 33 (Traffic Signal) 17.9/ 0.55 LOS B 14.0/0.03 LOS B 20.1/0.30 LOS C 9.4/0.01 LOS A 10.0/ 0.08 LOS B 10.2/ 0.12 LOS B 16.8/0.04 LOS B 25.7/0.66 LOS C 10.8/0.15 LOS B 19.2/0.45 LOS B 19.7/0.46 LOS B 23.2/0.73 LOS C W 1000 S/ W 7th S (Two-way Stop) 15.7/ 0.05 LOS C 7.7/0.05 LOS A NA NA 7.8/0.02 LOS A NA NA 15.7/0.05 LOS C 9.9/0.04 LOS A 12.8/0.09 LOS A Note: Delay is noted in seconds of delay per vehicle 12 CUMULATIVE TRAFFIC CONDITIONS The cumulative traffic conditions analysis includes a background traffic growth factor to forecast future traffic volume conditions in the horizon year of 2030. The city has suggested a background growth factor of 3% per year. 2030 Background Project Traffic As the school project has been progressing, there has been indications that the remainder of the school site parcel that is being split for the project is planning on developing within the existing zoning. With the existing LDR2 zoning, up to 6 dwelling units per acre could be developed on the parcel. The remainder parcel would have 13.74 acres available to develop. Based on the current zoning, a total of 82 dwelling units could be expected. The Institute of Transportation Engineers Trip Generation: An Informational Report, 11th Edition provides general information on trip generation characteristics for a variety of land uses. For the LDR2 zoning, the Land Use Code 210 Single Family Detached Housing data is most appropriate for the potential residential project. Based on the trip generation rates provided, the residential project could generate up to 841 daily trips, with 62 AM Peak Hour Trips (16 in and 46 out), and 64 School PM Peak Hour trips (38 in and 26 out). The existing intersection turning movement counts and daily traffic count data were adjusted with five years of background growth plus the possible residential use of the remainder school parcel. The background cumulative traffic volumes are shown in Figure 5. Background Daily Traffic Level of Service For the S 12th W road segment, the background traffic growth factor and the residential use project on the remainder school parcel were added to the existing traffic volume data and the roadway level of service was recalculated. The results of that analysis are summarized in Table 5. As seen in the table below, the portion of S 12th W near the project site would continue to operate at LOS B under background cumulative conditions. Table 5 2030 Roadway Capacity and Level of Service Road Segment Functional Classification Number of Travel Lanes Daily Traffic Volume Roadway Capacity Range (LOS C Max) Level of Service (LOS) S 12th W – Main Street to University Boulevard Minor Arterial Two (Existing) 7,138 7,501-9,375 LOS B Background Intersection Level of Service A similar analysis of the intersection levels of service and volume-to-capacity ratios was conducted using the 3% per year traffic growth factor and the 64 school PM peak hour trips from the adjacent potential residential project. The resulting AM and School PM peak hour intersection operating conditions are summarized in Tables 6 and 7. As seen in these tables, most of the study area intersections will continue to operate at LOS C/0.80 v-c or better during the AM or School PM peak hours. The intersection of S 12th W and S 1000 W/S 7th W AM peak hour delay does reach LOS D, however, the volume-capacity (v-c) ratio is 0.45 or less, which is below the 0.80 threshold for levels of service, an acceptable condition. The intersection level of service and delay worksheets for the 2030 Background traffic conditions are provided in Appendix D. 13 Table 6 AM Peak Hour Intersec@on Opera@on – Delay and Level of Service Background 2030 Condi@ons Loca@on Overall Intersec@on Delay/v-c LOS Northbound Southbound Eastbound Westbound LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS S 12th W at Main Street/ State Route 33 (Traffic Signal) 20.8/ 0.69 LOS C 11.6/0.04 LOS B 24.1/0.59 LOS C 14.8/0.63 LOS B 14.0/0.24 LOS B 17.9/0.03 LOS B 28.7/0.77 LOS C 12.6/0.26 LOS B 26.7/0.66 LOS C 20.6/0.41 LOS C 21.2/0.46 LOS C East-West Public Access Road/North Site (One-Way Stop) 16.1/ 0.08 LOS B NA NA 8.0/0.01 LOS A NA NA NA NA 16.1/0.08 LOS B NA 10.3/0.04 LOS B W 1000 S/ W 7th S (Two-Way Stop) 28.7/ 0.44 LOS D3 8.7/0.08 LOS A NA NA 8.0/0.01 LOS A NA NA 25.2/0.19 LOS D 19.9/0.07 LOS C 13.8/0.30 LOS B 28.7/0.44 LOS D Note: Delay is noted in seconds of delay per vehicle 3The Delay LOS is D, however, the V-C ratio is 0.44, or less, which meets the 0.80 v-c ratio threshold. 14 Table 7 School PM Peak Hour Intersec@on Opera@on – Delay and Level of Service Background 2030 Condi@ons Loca@on Overall Intersec@on Delay/v-c LOS Northbound Southbound Eastbound Westbound LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS S 12th W at Main Street/ State Route 33 (Traffic Signal) 19.1/ 0.63 LOS B 10.0/0.06 LOS B 18.7/0.54 LOS B 11.7/0.48 LOS B 12.7/0.11 LOS B 16.4/0.05 LOS B 24.9/0.66 LOS C 10.5/0.15 LOS B 19.6/ 0.53 LOS B 19.8/0.50 LOS B 25.4/0.79 LOS C East-West Public Access Road/North Site (One-Way Stop) 13.7/ 0.03 LOS B NA NA 8.1/0.02 LOS A NA NA NA NA 13.7/0.03 LOS B NA 10.4/0.02 LOS B W 1000 S/ W 7th S (Two-Way Stop) 18.0/ 0.07 LOS C 7.8/0.05 LOS A NA NA 8.0/0.03 LOS A NA NA 18.0/0.07 LOS C 15.8/0.01 LOS C 9.5/0.04 LOS B 14.1/0.12 LOS B Note: Delay is noted in seconds of delay per vehicle 16 In addition to a 3.0% per year growth factor, there are several improvement projects planned within the study area. The 2022 Madison County Transportation Master Plan and the City of Rexburg note the following improvements would be installed at some point prior to the 2048 build out time frame when warranted. S 12th W at Main Street/State Route 33 · Add east/west dual left turn lanes. · Widen State Route 33 (2025) eastbound to provide: o One westbound lane, o One eastbound left turn lane, o One eastbound through lane o One eastbound right turn only lane S 12th W at Summerfield Lane · Install Rectangular Rapid Flashing Pedestrian Beacon. S 1000 W west of S 12th W · Reconstruct existing pavement (2026). University Boulevard · Extend westerly to S 3000 W. (Madison County) PROJECT TRAFFIC Project Trip Generation The Institute of Transportation Engineers (ITE) publishes trip generation rates for a variety of land uses based on data from across the country. The ITE publication, Trip Generation: An Informational Report, 11th edition, was used to estimate the trip generation for the project. ITE has a land use category for Charter Schools K-6 (Land Use Code 536) and Charter Schools K-12 (Land Use Code 538). Since the project focuses on all grade level school students, the ITE trip generation rates per student for the K-12 data (Land Use Code 538), was used for the proposed GEM Prep Rexburg school. The trip generation rates and added traffic summary are shown in Table 8. Table 8 Trip Generation Summary GEM Prep Rexburg Charter School Land Use Size (Students) Daily Trip Rate AM Peak Hour Trip Rate School PM Peak Hour Trip Rate In Out Total In Out Total Charter School Grades K-12 574 1.66 0.42 0.41 0.83 0.36 0.37 0.73 Trip Generation Daily Trips AM Peak Hour Trips PM Peak Hour Trips In Out Total In Out Total Charter School Grades K-12 574 954 243 233 476 148 147 295 Added Project Traffic 954 243 233 476 148 147 295 Based on that trip generation rates, the project would generate motor vehicle during the morning peak commuter/school peak hour 476 trips (243 in, 233 out), and school afternoon PM peak hour 295 trips (148 in and 147 out). The number of students expected to walk or use their bicycle to get to school is 17 estimated to be less than 5% due to the current level of pedestrian accommodation, the bicycle mode of transportation to school would also be expected to be about 5%. The ITE school trip rates do not reflect the use of student busing planned by the school and the actual traffic impact should be less than estimated using the ITE rates. Project Trip Distribu@on To determine the potenFal impacts that the project traffic trips generated could be, the project trips were assigned to the local street system, based on exisFng travel paGerns, the locaFon of residenFal uses for exisFng, interested students as provided by the school, and direcFon from the City/ITD, the project trip distribuFon developed is as follows, and is graphicly depicted on Figure 6 with the school traffic volumes: · 20% to the North via US 20 · 25% to the South via US 20 · 20% to the East on Main Street/State Route 33 · 5% to the West on S 1000 W · 10% to the North on S 12th W north of Main Street · 10% to the East and West Residential Areas south of the school and north of S 1000 W · 10% to the East along University Boulevard EXISTING (2025) PLUS PROJECT IMPACT ANALYSIS The project traffic volumes were added to the existing conditions roadway and intersection traffic volumes and are summarized in Figure 7. These volumes are used in the following operations analysis sections. Roadway Operations – With Project The project related daily traffic volumes were added to the existing roadway daily traffic and the totals are summarized in Table 9. As seen in this table, the existing plus project roadway conditions would remain to operate within acceptable limits. Table 9 Roadway Capacity and Level of Service Existing Conditions Plus Project Road Segment Functional Classification Number of Travel Lanes Daily Traffic Volume Roadway Capacity Range (LOS C Max) Level of Service (LOS) S 12th W – Main Street to University Boulevard Minor Arterial Two (Existing) 6,271 7,501-9,375 LOS B Intersection Operations – With Project With the project added traffic volumes being added to the existing traffic volumes, the intersection operation for the study area intersections was recalculated. The resulting intersection levels of service and delays are summarized in Table 10 (AM Peak Hour), and Table 11 (Afternoon School Peak Hour). As seen in these tables, most of the study area intersections will continue to operate at LOS C/0.80 v-c or better during the AM or School PM peak hours. The intersection of S 12th W and S 1000 W/S 7th W AM peak hour delay does reach LOS D, however, the volume-capacity (v-c) ratio is 0.46 or less, which is below the 0.80 threshold for levels of service, an acceptable condition. The intersection level of service and delay worksheets for the existing plus project traffic conditions are provided in Appendix E. 20 Table 10 AM Peak Hour Intersec@on Opera@on – Delay and Level of Service Exis@ng (2025) Plus Project Condi@ons Loca@on Overall Intersec@on Delay/v-c LOS Northbound Southbound Eastbound Westbound LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS S 12th W at Main Street/ State Route 33 (Traffic Signal) 27.5/ 0.74 LOS C 13.7/0.04 LOS B 37.8/0.82 LOS D 21.7/0.73 LOS C 16.0/0.26 LOS B 17.3/0.02 LOS B 32.8/0.80 LOS C 14.4/0.23 LOS B 35.1/0.81 LOS D 19.5/0.31 LOS B 19.9/0.35 LOS C East-West Public Access Road/North Site (One-Way Stop) 21.2/ 0.38 LOS C NA NA NA NA NA NA NA 21.2/0.38 LOS C NA 10.7/0.18 LOS B South Site Access (One-Way Stop) 8.6/ 0.13 LOS A NA NA 8.6/0.13 LOS A NA NA NA NA NA NA NA W 1000 S/W 7th S (Two-way Stop) 33.1 0.46 LOS D4 8.9/0.07 LOS A NA NA 8.2/0.01 LOS A NA NA 32.1/0.28 LOS D 22.4/0.07 LOS C 14.3/0.28 LOS B 33.1/0.46 LOS D Note: Delay is noted in seconds of delay per vehicle 4The Delay LOS is D, however, the V-C ratio is 0.46 or less, which meets the 0.80 v-c ratio threshold. 21 Table 11 School PM Peak Hour Intersec@on Opera@on – Delay and Level of Service Exis@ng (2025) Plus Project Condi@ons Loca@on Overall Intersec@on Delay/v-c LOS Northbound Southbound Eastbound Westbound LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS S 12th W at Main Street/ State Route 33 (Traffic Signal) 19.1/ 0.63 LOS C 12.1/0.04 LOS B 18.9/0.48 LOS B 17.0/0.63 LOS B 15.0/0.25 LOS B 16.7/0.04 LOS B 25.7/0.66 LOS C 10.8/0.15 LOS B 23.0/0.62 LOS C 19.6/0.46 LOS B 23.0/0.72 LOS C East-West Public Access Road/North Site Access (One-Way Stop) 14.3/ 0.17 LOS B NA NA NA NA NA NA NA 14.3/0.17 LOS B NA 10.6/0.11 LOS B South Site Access (One-Way Stop) 8.3/ 0.07 LOS A NA NA 8.3/0.07 LOS A NA NA NA NA NA NA NA W 1000 S/ W 7th S (Two-way Stop) 18.5/ 0.09 LOS C 7.9/0.05 LOS A NA NA 8.0/0.02 LOS A NA NA 18.5/0.09 LOS C 16.0/0.01 LOS C 9.7/0.04 LOS A 14.2/0.11 LOS B Note: Delay is noted in seconds of delay per vehicle 22 2030 BACKGROUND GROWTH PLUS PROJECT IMPACT ANALYSIS The project traffic volumes were added to the 2030 Background Growth roadway and intersection traffic volumes and are summarized in Figure 8. These volumes are used in the following operations analysis sections. Roadway Operations – 2030 Background Growth with Project The project related daily traffic volumes were added to the 2030 Background Growth roadway daily traffic and the totals are summarized in Table 12. As seen in this table, the 2030 Background Growth plus project roadway conditions would remain within acceptable limits. Table 12 Roadway Capacity and Level of Service 2030 Background Growth Conditions Plus Project Road Segment Functional Classification Number of Travel Lanes Daily Traffic Volume Roadway Capacity Range (LOS C Max) Level of Service (LOS) S 12th W – Main Street to University Boulevard Minor Arterial Two (Existing) 7,615 7,501-9,375 LOS C Intersection Operations – 2030 Background Growth with Project With the project added traffic volumes being added to the 2030 Background Growth traffic volumes, the intersection operation for the study area intersections was recalculated. The resulting intersection levels of service and delays are summarized in Table 13 (AM Peak Hour), and Table 14 (Afternoon School Peak Hour). As seen in these tables, most of the study area intersections will continue to operate at LOS C/0.80 v-c or better during the AM and all the study area intersections during the School PM peak hours. At the S 12th W intersection with Main Street/State Route 33, the overall intersection delay is LOS C; however, the V-C ratio is 0.80 which is above the 0.80 v-c ration threshold. There are some traffic movements (Northbound thru/right turn lane, Eastbound thru lane, and Westbound left turn lane) that have a LOS D and a v-c ratio over 0.80. The intersection of S 12th W and S 1000 W/S 7th W AM peak hour delay does reach LOS E, however, the volume-capacity (v-c) ratio is 0.56 or less, which is below the 0.80 threshold for levels of service, an acceptable condition. The intersection level of service and delay worksheets for the existing plus project traffic conditions are provided in Appendix F. Both project site access points would be expected to operate at LOS C/v-c ratio of 0.80 or better during the AM and School PM Peak Hours. 24 Table 13 AM Peak Hour Intersec@on Opera@on – Delay and Level of Service 2030 Background Growth Plus Project Condi@ons Loca@on Overall Intersec@on Delay/v-c LOS Northbound Southbound Eastbound Westbound LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS S 12th W at Main Street/ State Route 33 (Traffic Signal) 29.5/ 0.83 LOS C5 16.4/0.05 LOS B 38.3/0.77 LOS D 26.0/0.78 LOS C 18.5/0.30 LOS B 17.7/0.02 LOS B 33.9/0.81 LOS C 14.4/0.23 LOS B 43.2/0.86 LOS D 20.0/0.33 LOS C 20.5/0.38 LOS C East-West Public Access Road/North Site (One-Way Stop) 23.7/ 0.44 LOS C NA NA 7.9/0.01 LOS A NA NA NA NA 23.7/0.44 LOS C NA 11.1/0.20 LOS B South Site Access (One-Way Stop) 8.6/ 0.11 LOS A NA NA 8.6/0.11 LOS A NA NA NA NA NA NA NA W 1000 S/W 7th S (Two-way Stop) 38.5 0.52 LOS E6 9.0/0.08 LOS A NA NA 8.2/0.01 LOS A NA NA 34.7/0.30 LOS D 23.4/0.08 LOS C 14.8/0.31 LOS B 38.5/0.52 LOS E Note: Delay is noted in seconds of delay per vehicle 5 The Delay LOS is C; however, the V-C ratio is 0.83 which is above the 0.80 v-c ration threshold. There is one traffic movement that is at LOS D and over the v-c ratio of 0.80. 6The Delay LOS is E; however, the V-C ratio is 0.56 or less which meets the 0.80 v-c ratio threshold. 25 Table 14 School PM Peak Hour Intersec@on Opera@on – Delay and Level of Service 2030 Background Growth Plus Project Condi@ons Loca@on Overall Intersec@on Delay/v-c LOS Northbound Southbound Eastbound Westbound LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS LeA Delay/v-c LOS Thru Delay/v-c LOS Right Delay/v-c LOS S 12th W at Main Street/ State Route 33 (Traffic Signal) 20.9/ 0.70 LOS C 10.2/0.07 LOS B 22.0/0.67 LOS C 12.9/0.54 LOS B 12.9/0.13 LOS B 16.4/0.05 LOS B 25.1/0.66 LOS C 10.5/0.15 LOS B 26.2/0.70 LOS C 19.7/0.50 LOS B 25.2/0.79 LOS C East-West Public Access Road/North Site (One-Way Stop) 17.2/ 0.24 LOS C NA NA 8.1/0.02 LOS A NA NA NA NA 17.2/0.24 LOS C NA 11.1/0.14 LOS B South Site Access (One-Way Stop) 8.5/ 0.07 LOS A NA NA 8.5/0.07 LOS A NA NA NA NA NA NA NA W 1000 S/W 7th S (Two-way Stop) 19.1/ 0.09 LOS C 8.0/0.06 LOS A NA NA 8.1/0.03 LOS A NA NA 19.1/0.09 LOS C 16.3/0.01 LOS C 9.5/0.04 LOS B 14.5/0.12 LOS C Note: Delay is noted in seconds of delay per vehicle 26 IMPACT ANALYSIS SUMMARY The level of service and v-c ratios for the study area intersections remain at LOS C or better and v-c ratio of 0.80 or less for all locations on an overall intersection operating level and for each turning movement except for those noted below during future conditions. The turning movements noted below in Table 15 are forecast to operate at a LOS D for either delay or v-c ratio. The intersection of S 12th W and Highway 33/Main Street is slated for additional improvements over the next 5 years as development occurs in this area. Table 15 Impact Analysis Summary Scenario Location Movement Future Delay/LOS v-c Ratio LOS C Delay/ v-c Ratio Max Existing + Project S 12th W at Main St/Hwy 33 WB Left (AM) NB Thru-Right (AM) LOS D- 35.1 sec/veh LOS D – 37.8 sec/veh 0.81 0.82 35.0 sec/veh – 0.80 35.0 sec/veh – 0.80 2030 Background S 12th W at W 1000 S/W 7th S WB Approach (AM) EB Left (AM) LOS D – 28.7 sec/veh LOS D – 25.2 sec/veh 0.44 0.19 25.0 sec/veh – 0.80 25.0 sec/veh – 0.80 2030 Background + Project S 12th W at Main St/Hwy 33 WB Left (AM) LOS D- 43.2 sec/veh 0.86 35.0 sec/veh – 0.80 S 12th W at W 1000 S/W 7th S WB Approach (AM) EB Left (AM) LOS E - 38.5 sec/veh LOS D - 34.7 sec/veh 0.52 0.30 25.0 sec/veh – 0.80 25.0 sec/veh – 0.80 To improve the existing plus project conditions, the planned circulation improvements by the City and County as noted on page 16 of this report would mitigate the levels of service shown. The City has requested an improvement recommendation in the short term to improve the cumulative poor intersection operations at both intersections under 2030 cumulative conditions. S 12th W at Main Street/Highway 33 To improve the cumulative intersection operations to LOS C or better, a northbound right turn lane could be installed. The improvement would widen northbound S 12th W approaching Main Street for an additional right turn lane, relocated drainage inlet structure, and relocated traffic signal pole on the southeast corner of the intersection. With this improvement, the resulting intersection operation would be 22.1 seconds of delay per vehicle at LOS C. The construction cost estimate for this improvement is estimated to be $187,500. The project’s pro-rata share of the need for this improvement is 13% based on the AM peak hour traffic volumes or $24,375.00. S 12th W at W 1000 S/W 7th S To improve the cumulative intersection operations to LOS C or better, a southbound through lane could be installed through the intersection and the intersection control changed from a two-way STOP control to All-Way STOP control. This improvement would utilize the recent curb installation prepared in 27 association with the RRFB recently installed. With this improvement, the resulting intersection operation would be 15.7 seconds of delay per vehicle at LOS C. The construction cost estimate for this improvement is estimated to be $170,500. The project’s pro-rata share of the need for this improvement is 16% based on the AM peak hour traffic volumes or $27,280.00. The intersection operation calculation worksheets are included in the Appendix F to this report. SCHOOL SITE OPERATIONS Parking The school is providing a parking supply plan to meet the parking needed for the school to operate. The proposed school building will have a total of 42,707 gross square feet. Based on the City’s Code, the project would need to provide two (2) spaces per classroom for grades K-9, plus 1 space per 4 high school students. The school has 19 K-9 classrooms and 120 high school students. Based on the city code and the project description, a total of 68 spaces are required. The current project site plan depicts a total of 104 parking spaces. In addition to the vehicular parking spaces, school projects should provide bicycle parking at a minimum ratio of one (1) bicycle space per 25 vehicle parking spaces provided. Based on the number of parking spaces provided, a total of five (5) bicycle parking spaces would be needed. The site plan shows space for up to ten (10) bicycle parking spaces to provide flexibility for the school to meet the varying bicycle population. The proposed parking areas would provide parking for the faculty and staff, parents, student drivers, and for school functions at the school. The use of any on-street parking is not proposed. Student Drop-Off and Pick-Up Queuing Analysis During the peak drop-off and pick-up periods, stacking or queuing for up to 105 vehicles (1,985 lineal feet) is provided on-site without spilling onto public roadways. There is an additional 300 feet for active student drop-off/pick-up activities in addition to the queuing provided. Entering vehicles would utilize the southern site access, then follow the queue through the parking area, then reach the front of the school to drop-off or pick-up the students. The queue distance is graphically depicted in Figure 9. 29 The required queue length was estimated using the North Carolina DOT Safe Road to Safe Schools Calculator. This methodology looks at the number of school students by grade to calculate an average (typical day) and High Demand (first couple of days of school and other peak activity events). The queue estimator also includes factors to account for student drivers. Using this methodology, the queue for the school with 574 students is estimated to be an average of 1527 lineal feet with a high demand of 1,985 lineal feet. The project is providing 2,100 lineal feet of queuing area. These queue lengths assume a single arrival and dismissal time, modest amount of school buses, and do not include the active student drop- off/pick-up area. Other charter school queue lengths have been documented to be 0.10 -0.15 queued vehicles per student (57 to 86 cars)7. The queuing area provided could store approximately 100 vehicles. Based on the calculated queuing lengths, the project provides adequate on-site queuing storage. Should the actual queuing be greater than estimated on a regular basis, the school could consider other operational activities to reduce the queues such as a second dismissal time, staggered drop-off/pick-up times, or other measures to mitigate any queues that extend onto S 12th W. Based on the on-site queuing and optional strategies, a queue back-up to S 12th W is not expected to occur. Access And Internal Circulation Access to the school is planned via two driveways. One school access driveway will be along S 12th W just north of the Westfield Branch Canal. Along the north side of the project site, a new public road will be constructed to connect the school driveway (located about 300’ from S 12th W) to S 12th W. Both access points are planned to provide two-way traffic. During peak drop-off and pick-up periods, all entering traffic would be directed to the southern site access to queue through the parking lot, then exit to the north driveway and access road to S 12th W. School Buses would access the project site using the southern site access to the bus drop-off and pick up area. Track pick-up would also use the southern site access. Fire access is also provided along the northern parking lot, southern site access to the front of the school building and to the rear of the school building. The various circulation patterns are shown in Figure 10. Pedestrian Accommodation Safe walking routes to schools are typically located within dedicated rights-of-way—such as sidewalks and pathways—that connect residential areas with commercial or school properties. Along S 12th W, sidewalks are already in place on the improved portions of the roadway. As part of the project, the school will construct additional sidewalks along its S 12th W frontage and along the new public road on the north side of the school property. To accommodate any future students who may choose or need to walk to school from the residential areas that are located to the north, south, and west of the proposed school site, there are existing sidewalks along the improved segments of S 12th W support pedestrian travel in these directions. The school will be adding sidewalks along S 12th W and along the new public roadway along the north property line to further provide pedestrian access. 7 ITE Arizona Chapter Workshop, Arizona data, August 2022 31 Bicycle Accommodations Similar to the pedestrian accommodations, safe bicycle routes to schools are usually placed within the dedicated rights-of-way, such as paths or marked bicycle lanes that connect residential uses and commercial uses and schools. Should any students in the future want/need to bicycle to the school, there are paved shoulders at this time along S 12th W to provide some accommodation for bicyclists. In the long-term future, the Madison County Transportation Plan shows that a bicycle path will be implemented along S 12th W. SAFETY ANALYSIS Crash Analysis The Idaho Transportation Department (ITD) crash data was researched for the study area intersections to summarize the crash history over the most recent five-year time period. Based on this data, the total number of crashes and severity are summarized in Table 16 for the study area intersections. There were no fatal crashes within the study area within the study time period. Table 16 Study Area Crash History 2019-2024 Location Total Crashes Crash Severity A- Suspected Serious Injury B – Suspected Minor Injury/ Visible Injury C – Possible Injury/ Complaint O- Property Damage Only Highway 33/ Main St at S 12th W 17 1 1 1 14 2019 2 0 0 0 2 2020 5 1 0 0 4 2021 4 0 1 0 3 2022 2 0 0 1 1 2023 4 0 0 0 4 S 12th W near Project Site Access 2 0 1 1 0 2023 2 0 1 1 0 S 1000 W/ S 7th W at S 12th W 1 0 0 0 1 2023 1 0 0 0 1 Most of the crashes occurred at the Highway33/Main Street intersection with S 12th W. Most of these crashes were rear end crashes resulting in property damage only. An injury crash occurred about one per year. With the limited number of right turn lanes at the intersection and some delays, rear end crashes are an indication that there is a lot of stop-n-go traffic. Further, with the morning and afternoon sun rise and sun sets directly in line with the portion of Highway 33/Main Street, visibility toward the sun may temporarily impair a driver’s vision as well. Based on the crash data, there is not a significant crash history at the Main Street/Highway 33 at S 12th W intersection. The Crash Data Maps can be found in Appendix G. 32 Near the school accesses, there were two injury crashes, one involving a turning vehicle that did not provide enough clearance to on-coming traffic, and the other was someone that way traveling too fast and went into the opposing travel lane and resulted in a head-on crash. There was one property damage only crash at the S 12th W intersection with W 1000 S/W 7th. With one or two crashes over the five-year time frame at either location, the number of crashes near the project access and at the S 1000 W/S 7th W intersection does not indicate a significant crash pattern as well. SCHOOL DEVELOPMENT CHECKLIST Idaho Code Sections 67-6508 and 67-6519 require that a checklist of various topics be analyzed in the traffic impact report for schools. Among those checklist items an analysis of various land use, traffic operations, traffic safety, multi-modal transportation impacts need to be addressed in a school traffic impact analysis. The following information is provided to address the checklist items. Land Use Master Plan The school site is located in a Low Density Rural Zoning LDR 1, which allows a school use through the review and approval of a conditional use permit. The city planning goals encourage educational use within this area. As such, the school use is consistent with the land use master plan. School Bus Plan Bus service for students (4 buses at buildout) is proposed to access the site to the south site access on S 12th W, while the parent drop-off/pick-up would enter the south site access and exit to the north side roadway/driveway. The layout for the school bus access plan does not conflict with pedestrian paths or other student drop-off/pick-up areas. The bus loading zone provides space for up to four buses at a Hme, with sidewalk areas to provide student access. Access Safety The proposed access to the school is provided via one new driveway (southside of site) and one new public roadway to the north. A dedicated northerly school access driveway to the public road is proposed. Near the project site, S 12th W is level and straight. The driveways and public roadways will be constructed to city standards and should have adequate site visibility for stopping sight distance. The speed limit for S 12th W is 35 MPH. During the preparaHon of the construcHon documents, the stopping sight distance should be evaluated and accommodated on the civil engineering and landscape design plans. With the school buses circulaHon being separated from the parent student drop-off/pick-up paths, no safety issues are anHcipated. Pedestrian Plan The pedestrian plan for the school is discussed in a previous secHon of this report. Crossing Guard Plan At this Hme, the need for school crossing guards is not required. The pedestrian plan for the school is discussed in a previous secHon of this report. Pedestrian crossings occur at STOP or traffic signalized intersecHons in the area. Barriers between Highways and School The proposed GEM Prep Rexburg school site is not located near any highways that would require students to cross. There is another property between the school site and US 20 to the east. Security fencing around the proposed campus will also be provided to improve the safety of the students and surrounding areas. 33 Loca>on of School Zone A school zone should be idenHfied for S 12th W beginning approximately 750 feet north of the new public road and approximately 750 feet south of the southern site driveway. The school zone warning signs, and advisory school zone speed signs should be installed at these locaHons on the approaches to the school. Need for Flashing Beacons There are no new crosswalks being installed at any streets. The new public roadway along the north side of the site has a STOP sign that would provide adequate noHce for pedestrians crossing this roadway. A RRFB is being installed at the S 12th W intersecHon with S 1000 W/S 7th W and a future RRFB is planned to be installed at Summerfield Lane. Need for Traffic Signal Controls The unsignalized intersecHon of S 12th W and S 1000 W/ S 7th W does not reach an unacceptable delay/v- c raHo as shown in the impact analysis secHon of the report. This intersecHon has a Rectangular Rapid Flashing pedestrian Beacon (RRFB) being installed at this Hme. The RRFB should assist this school and the High School students crossing S 12th W. An>cipated Future Improvements The anHcipated future improvement discussion is addressed in the report in the CumulaHve Traffic CondiHons secHon on page 16. Speed on Adjacent Highways The vehicle speeds on adjacent roadways are discussed in a previous secHon of this report. Traffic Volumes on Adjacent Highways The traffic volumes on adjacent roadways are discussed in a previous secHon of this report. Effect upon the Highway’s Level of Service The exisHng, cumulaHve and project effects on adjacent roadways and intersecHon levels of service are discussed in previous secHons of this report. Need for Accelera>on or Decelera>on Lanes The project is required to widen S 12th W to its full future width. As the roadway is not widened to the north or south of the school site on the school side of S 12th W, acceleraHon or deceleraHon lanes are not needed. With the posted speed of 35 MPH, the school zone reduced speed limits, and the 30’ curb return radius, vehicles entering and exiHng the site should not require separate acceleraHon or deceleraHon lanes. Internal Traffic Circula>on The internal traffic circulaHon is discussed in a previous secHon of this report. An>cipated Development on Surrounding Undeveloped Parcels The parcel of land immediately to the east of the school site is being considered for residenHal development. The potenHal impacts associated with residenHal development is addressed in the CumulaHve Traffic CondiHons secHon of the report. Zoning in the Vicinity The school is the LDR 1 zoning district. All the immediately adjacent properHes have the same or similar zoning and are compaHble with school uses. 34 Access Control on Adjacent Highways The access control on adjacent roadways is discussed in previous secHons of this report. Required Striping and Signing Modifica>ons Striping and signing modificaHons associated with this project are described in other secHons of this report. Funding of Highway Improvements to Accommodate Development As noted in the Impact Analysis secHon of the report, there are no new highway improvements required at this Hme. The city has a development impact fee program to fund improvements that are associated with cumulaHve project impacts, Proposed Highway Projects in the Vicinity The proposed highway projects in the vicinity are identified and discussed in the Cumulative Traffic Conditions section of this report. Any Other Issues as may be Considered Appropriate to this Particular Application There are no other issues that are known at this time associated with traffic circulation. RECOMMENDED ROADWAY IMPROVEMENTS Project Specific Required Improvements Traffic and circulation on-site improvements include the following: · ½ of 104’ Minor Arterial Street Section construction for S 12th W along the project frontage. · ½ of 68’ Normal Residential Section for the new Public Road along the north side of the project site. · On-site Parking for 104 vehicles. · On-site queuing for a minimum of 2,100 lineal feet, about 100 cars. · Separated bus, student driver, and parent drop-off and pick-up locations. · Relocation of the Irrigation Ditch along S 12th W per Rexburg Canal Company requirements. · Construct culvert crossings of the Irrigation Ditch where the new Public Roadway and south site driveway cross. Cumulative Specific Recommended Improvements S 12th W at Main Street/Highway 33 · Widen northbound S 12th W approaching Main Street for an additional right turn lane, relocated a drainage inlet structure, and relocated traffic signal pole on the southeast corner of the intersection. · The construction cost estimate for this improvement is estimated to be $187,500. · The project’s pro-rata share of the need for this improvement is 13% based on the AM peak hour traffic volumes or $24,375.00. S 12th W at W 1000 S/W 7th S · A southbound through lane could be installed through the intersection and the intersection control changed from a two-way STOP control to All-Way STOP control. · The construction cost estimate for this improvement is estimated to be $170,500. · The project’s pro-rata share of the need for this improvement is 16% based on the AM peak hour traffic volumes or $27,280.00. 35 REFERENCES USED IN THE PREPARATION OF THIS REPORT Idaho Statues Sections 67-6508 and 67-6519 GEM Prep Rexburg Site Traffic Impact Report Scoping Report – April 18, 2025 Madison County Transportation Master Plan Update 2022 City of Rexburg –Traffic Impact Study Guidelines – Madison County Transportation Master Plan Update 2022 City of Rexburg Code – 3.04.030 Parking Spaces Required City of Rexburg Zoning Map Traffic Count Data for Study Area Intersections, QC Data April 2025 Synchro Software, Cubic, Version 11 – HCM 6 Transportation Research Board, Highway Capacity Manual 6th Edition ITE Trip Generation: An Informational Report, 11th Edition, and most recently updated. North Carolina DOT - Safe Road to Safe Schools Calculator ITE Arizona Chapter Workshop, Arizona data, August 2022 ITD Highway Safety – Idaho Crash Data Map 2019-2024 APPENDIX A Traffic Impact Analysis Scoping Document GEM Prep Rexburg Pulblic Charter School 1 GEM Prep Rexburg Traffic Impact Study Scoping Memorandum April 18, 2025 Project Descrip on GEM Prep is proposing to construct a K-12 Charter School (574 students) on a property easterly of S 12th W and US Route 20, south of W Main Street/ State Route 33. The property is currently vacant. The current dra3 project site plan is a5ached to this scoping memorandum for reference. Some details on the project site plan may change prior to finaliza8on for review in the traffic study. Access to the property will be provided by two driveway connec8ons. On-site circula8on for the school buses and student drop-off and pickup are provided on separate routes. The number of parking spaces provided will meet the city’s requirements. Vehicle queuing will be designed to remain on-site and is not expected to back-up onto S 12th W. Project Trip Genera on The project trip genera8on was es8mated using current Ins8tute of Transporta8on Engineers (ITE) trip genera8on rates for charter schools. Based on the data provided for Land Use Code 538 (K-12 Charter School), the school is expected to generate 476 AM, and 295 A3ernoon peak hour trips. The morning peak hour trips would be expected to coincide with the normal 7 AM-9 AM peak period. The a3ernoon peak hour for the school traffic is an8cipated to occur between 2:30 and 3:30 PM weekdays. The fi5ed curve trip genera8on rates were used based on the high R2 values (over 0.80). Based on the number of peak hour trips, the traffic impact study would be considered a Category 1 study. Project Trip Distribu on A3er some preliminary discussions with city staff, the general project traffic distribu8on was es8mated to be approximately 50% to the north and east of the site, and 50% of the project traffic to the south and west of the site. A trip distribu8on percentage map is a5ached to the rear of this memo outlining the percentage of project trips that would be assigned to the roadway network surrounding the project site. Study Area Based on the project trip genera8on and distribu8on, the intersec8ons of W Main Street/ State Route 33 at S 12th W and W 1000 at S 12th W would need to be evaluated for project traffic impacts along with the two site specific project driveway intersec8ons with S 12th W. The intersec8on of W Main Street/State Route 33 at S 12th W is controlled with a traffic signal, while the intersec8on of S 12th W and W 1000 is controlled with STOP signs on W 1000. The analysis 8me periods to be analyzed would be the peak one hour between 7 AM and 9 AM, and between 2 PM and 4 PM. New peak hour intersec8on and daily roadway traffic counts would be obtained for the two study area intersec8ons and the road segment of S 12th W. Roadway geometrics within the study area would be obtained at the same 8me as the traffic counts. The study years for analysis would be Exis8ng (2025) condi8ons, 2030 condi8ons. To es8mate based 2030 condi8ons, a regional traffic growth factor of 3% annually would be applied to the exis8ng traffic counts. The analysis would include the 2025 and 2030 condi8ons with and without the project traffic. Mi8ga8on measures would be iden8fied for intersec8ons that would be projected to operate at LOS D or worse. The intersec8on opera8onal analysis would be conducted using the SYNCHRO simula8on model that is consistent with the Highway Capacity Manual procedures. 2 Other Traffic Engineering Concerns Crash Analysis For each study loca8on, crash data from ILTHC would be obtained for each study loca8on for the most recent 3-year period available. An evalua8on of any crash pa5erns and crash frequency would be determined. Should any significant pa5erns be iden8fied, we would coordinate with city staff on poten8al counter measures. On-site Circula8on An analysis of the poten8al vehicle queuing that may occur during the peak drop-off or pick-up 8me periods would be evaluated and included in the analysis. A review of the city parking requirements for the proposed school would also be provided for comparison with the number of parking spaces provided. Pedestrian and bicycle access and accommoda8ons would be reviewed and provisions incorporated into the site plan. Fire access and refuse disposal travel pa5erns though the site would be iden8fied and reviewed for adherence to accepted standards. Public Road Improvements The public road improvements along S 12th W and the northern site public road would be reviewed for conformity with city standards. The safe stopping and corner sight distances would be documented for the site access connec8ons to the public road. Sight visibility triangles would be iden8fied on the project landscape plan. Canal Accommoda8on The project would coordinate with the Rexburg Irriga8on Company on maintenance of access to the two canals on the project site (north-south along the east side of S 12th W, and east-west along the southside of the project site.) Consistency with Adopted Transporta8on Plans The project impacts and frontage improvements would be reviewed for consistency with the 2022 Transporta8on Master Plan. Traffic Impact Analysis Report The traffic report would provide the data and analysis conducted during the prepara8on of the study in text, graphical, and tabular formats as necessary to summarize the work. Field data and calcula8on sheets would be provided in an appendix to the report suppor8ng the analysis conducted. Trip Distribution Write a description for your map. 1 mi N ➤➤ N Image © 2025 Airbus Image © 2025 Airbus Image © 2025 Airbus APPENDIX B Existing Traffic Count Data GEM Prep Rexburg Pulblic Charter School Type of report: Midblock Count - Vehicle Classification Data LOCATION: LOCATION: S 12th W north of 440 S QC JOB #: QC JOB #: 17019603 SPECIFIC LOCATION:SPECIFIC LOCATION:DIRECTION: DIRECTION: NB CITY/STATE: CITY/STATE: Rexburg, ID DATE: DATE: Apr 22 2025 Start TimeStart Time FHWA 1-3FHWA 1-3 FHWA 4-7FHWA 4-7 FHWA 8-FHWA 8- 1313 TotalTotal 12:00 AM12:00 AM 10 1 0 11 01:00 AM01:00 AM 2 1 0 3 02:00 AM02:00 AM 1 0 0 1 03:00 AM03:00 AM 1 0 0 1 04:00 AM04:00 AM 9 0 0 9 05:00 AM05:00 AM 32 3 1 36 06:00 AM06:00 AM 58 2 2 62 07:00 AM07:00 AM 152 4 2 158 08:00 AM08:00 AM 190190 21 33 214214 09:00 AM09:00 AM 139 15 1 155 10:00 AM10:00 AM 112 2424 3 139 11:00 AM11:00 AM 180 15 2 197 12:00 PM12:00 PM 182 5 0 187 01:00 PM01:00 PM 191 5 0 196 02:00 PM02:00 PM 232 99 11 242 03:00 PM03:00 PM 258258 8 0 266266 04:00 PM04:00 PM 188 4 0 192 05:00 PM05:00 PM 241 2 0 243 06:00 PM06:00 PM 217 5 0 222 07:00 PM07:00 PM 166 1 0 167 08:00 PM08:00 PM 134 3 0 137 09:00 PM09:00 PM 66 1 0 67 10:00 PM10:00 PM 35 0 0 35 11:00 PM11:00 PM 11 0 1 12 Day TotalDay Total PercentPercent 2807 95.1% 129 4.4% 16 0.5%2952 ADTADT 29522952 AM Peak Volume 8:00 AM 190 10:00 AM 24 8:00 AM 3 8:00 AM 214 PM Peak Volume 3:00 PM 258 2:00 PM 9 2:00 PM 1 3:00 PM 266 Comments: Report generated on 5/12/2025 2:41 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) Page 1 of 2 Type of report: Midblock Count - Vehicle Classification Data SUMMARY - Midblock Count - Vehicle Classification DataSUMMARY - Midblock Count - Vehicle Classification Data LOCATION: LOCATION: S 12th W north of 440 S QC JOB #: QC JOB #: 17019603 SPECIFIC LOCATION:SPECIFIC LOCATION:DIRECTION: DIRECTION: NB CITY/STATE: CITY/STATE: Rexburg, ID DATE: DATE: Apr 22 2025 Start TimeStart Time FHWA 1-3FHWA 1-3 FHWA 4-7FHWA 4-7 FHWA 8-FHWA 8- 1313 TotalTotal Grand TotalGrand Total PercentPercent 2807 95.1% 129 4.4% 16 0.5%2952 ADTADT 29522952 Comments: Report generated on 5/12/2025 2:41 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) Page 2 of 2 24 Type of report: Midblock Count - Volume Data LOCATION: LOCATION: S 12th W north of 440 S QC JOB #: QC JOB #: 17019603 SPECIFIC LOCATION:SPECIFIC LOCATION:DIRECTION: DIRECTION: NB CITY/STATE: CITY/STATE: Rexburg, ID DATE: DATE: Apr 22 2025 - Apr 22 2025 Start TimeStart Time MonMon TueTue WedWed ThuThu FriFri Average Weekday Average Weekday Hourly TrafficHourly Traffic SatSat SunSun Average Week Average Week Hourly TrafficHourly Traffic Average Week ProfileAverage Week Profile22 Apr 25 12:00 AM 11 11 11 01:00 AM 3 3 3 02:00 AM 1 1 1 03:00 AM 1 1 1 04:00 AM 9 9 9 05:00 AM 36 36 36 06:00 AM 62 62 62 07:00 AM 158 158 158 08:00 AM 214214 214214 214214 09:00 AM 155 155 155 10:00 AM 139 139 139 11:00 AM 197 197 197 12:00 PM 187 187 187 01:00 PM 196 196 196 02:00 PM 242 242 242 03:00 PM 266266 266266 266266 04:00 PM 192 192 192 05:00 PM 243 243 243 06:00 PM 222 222 222 07:00 PM 167 167 167 08:00 PM 137 137 137 09:00 PM 67 67 67 10:00 PM 35 35 35 11:00 PM 12 12 12 Day TotalDay Total 2952 2952 2952 % Weekday Average 100% % Week Average 100%100% AM Peak Volume 8:00 AM 214 8:00 AM 214 8:00 AM 214 PM Peak Volume 3:00 PM 266 3:00 PM 266 3:00 PM 266 Comments: Report generated on 5/12/2025 2:41 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) Page 1 of 1 Type of report: Midblock Count - Vehicle Classification Data LOCATION: LOCATION: S 12th W north of 440 S QC JOB #: QC JOB #: 17019603 SPECIFIC LOCATION:SPECIFIC LOCATION:DIRECTION: DIRECTION: NB, SB CITY/STATE: CITY/STATE: Rexburg, ID DATE: DATE: Apr 22 2025 Start TimeStart Time FHWA 1-3FHWA 1-3 FHWA 4-7FHWA 4-7 FHWA 8-FHWA 8- 1313 TotalTotal 12:00 AM12:00 AM 17 1 0 18 01:00 AM01:00 AM 2 1 0 3 02:00 AM02:00 AM 2 0 0 2 03:00 AM03:00 AM 1 0 0 1 04:00 AM04:00 AM 10 1 0 11 05:00 AM05:00 AM 40 6 3 49 06:00 AM06:00 AM 92 4 2 98 07:00 AM07:00 AM 290 13 5 308 08:00 AM08:00 AM 432432 38 7 477477 09:00 AM09:00 AM 243 27 5 275 10:00 AM10:00 AM 213 4040 6 259 11:00 AM11:00 AM 311 27 99 347 12:00 PM12:00 PM 363 1919 4 386 01:00 PM01:00 PM 323 13 5 341 02:00 PM02:00 PM 398 18 3 419 03:00 PM03:00 PM 447 17 6 470 04:00 PM04:00 PM 383 11 99 403 05:00 PM05:00 PM 546546 3 2 551551 06:00 PM06:00 PM 443 10 4 457 07:00 PM07:00 PM 339 4 0 343 08:00 PM08:00 PM 322 8 1 331 09:00 PM09:00 PM 133 2 0 135 10:00 PM10:00 PM 80 3 0 83 11:00 PM11:00 PM 26 0 1 27 Day TotalDay Total PercentPercent 5456 94.2% 266 4.6% 72 1.2%5794 ADTADT 57945794 AM Peak Volume 8:00 AM 432 10:00 AM 40 11:00 AM 9 8:00 AM 477 PM Peak Volume 5:00 PM 546 12:00 PM 19 4:00 PM 9 5:00 PM 551 Comments: Report generated on 5/12/2025 2:41 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) Page 1 of 2 Type of report: Midblock Count - Vehicle Classification Data SUMMARY - Midblock Count - Vehicle Classification DataSUMMARY - Midblock Count - Vehicle Classification Data LOCATION: LOCATION: S 12th W north of 440 S QC JOB #: QC JOB #: 17019603 SPECIFIC LOCATION:SPECIFIC LOCATION:DIRECTION: DIRECTION: NB, SB CITY/STATE: CITY/STATE: Rexburg, ID DATE: DATE: Apr 22 2025 Start TimeStart Time FHWA 1-3FHWA 1-3 FHWA 4-7FHWA 4-7 FHWA 8-FHWA 8- 1313 TotalTotal Grand TotalGrand Total PercentPercent 5456 94.2% 266 4.6% 72 1.2%5794 ADTADT 57945794 Comments: Report generated on 5/12/2025 2:41 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) Page 2 of 2 24 Type of report: Midblock Count - Volume Data LOCATION: LOCATION: S 12th W north of 440 S QC JOB #: QC JOB #: 17019603 SPECIFIC LOCATION:SPECIFIC LOCATION:DIRECTION: DIRECTION: NB, SB CITY/STATE: CITY/STATE: Rexburg, ID DATE: DATE: Apr 22 2025 - Apr 22 2025 Start TimeStart Time MonMon TueTue WedWed ThuThu FriFri Average Weekday Average Weekday Hourly TrafficHourly Traffic SatSat SunSun Average Week Average Week Hourly TrafficHourly Traffic Average Week ProfileAverage Week Profile22 Apr 25 12:00 AM 18 18 18 01:00 AM 3 3 3 02:00 AM 2 2 2 03:00 AM 1 1 1 04:00 AM 11 11 11 05:00 AM 49 49 49 06:00 AM 98 98 98 07:00 AM 308 308 308 08:00 AM 477477 477477 477477 09:00 AM 275 275 275 10:00 AM 259 259 259 11:00 AM 347 347 347 12:00 PM 386 386 386 01:00 PM 341 341 341 02:00 PM 419 419 419 03:00 PM 470 470 470 04:00 PM 403 403 403 05:00 PM 551551 551551 551551 06:00 PM 457 457 457 07:00 PM 343 343 343 08:00 PM 331 331 331 09:00 PM 135 135 135 10:00 PM 83 83 83 11:00 PM 27 27 27 Day TotalDay Total 5794 5794 5794 % Weekday Average 100% % Week Average 100%100% AM Peak Volume 8:00 AM 477 8:00 AM 477 8:00 AM 477 PM Peak Volume 5:00 PM 551 5:00 PM 551 5:00 PM 551 Comments: Report generated on 5/12/2025 2:41 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) Page 1 of 1 Type of report: Midblock Count - Vehicle Classification Data LOCATION: LOCATION: S 12th W north of 440 S QC JOB #: QC JOB #: 17019603 SPECIFIC LOCATION:SPECIFIC LOCATION:DIRECTION: DIRECTION: SB CITY/STATE: CITY/STATE: Rexburg, ID DATE: DATE: Apr 22 2025 Start TimeStart Time FHWA 1-3FHWA 1-3 FHWA 4-7FHWA 4-7 FHWA 8-FHWA 8- 1313 TotalTotal 12:00 AM12:00 AM 7 0 0 7 01:00 AM01:00 AM 0 0 0 0 02:00 AM02:00 AM 1 0 0 1 03:00 AM03:00 AM 0 0 0 0 04:00 AM04:00 AM 1 1 0 2 05:00 AM05:00 AM 8 3 2 13 06:00 AM06:00 AM 34 2 0 36 07:00 AM07:00 AM 138 9 3 150 08:00 AM08:00 AM 242242 1717 4 263263 09:00 AM09:00 AM 104 12 4 120 10:00 AM10:00 AM 101 16 3 120 11:00 AM11:00 AM 131 12 77 150 12:00 PM12:00 PM 181 1414 4 199 01:00 PM01:00 PM 132 8 5 145 02:00 PM02:00 PM 166 9 2 177 03:00 PM03:00 PM 189 9 6 204 04:00 PM04:00 PM 195 7 99 211 05:00 PM05:00 PM 305305 1 2 308308 06:00 PM06:00 PM 226 5 4 235 07:00 PM07:00 PM 173 3 0 176 08:00 PM08:00 PM 188 5 1 194 09:00 PM09:00 PM 67 1 0 68 10:00 PM10:00 PM 45 3 0 48 11:00 PM11:00 PM 15 0 0 15 Day TotalDay Total PercentPercent 2649 93.2% 137 4.8% 56 2%2842 ADTADT 28422842 AM Peak Volume 8:00 AM 242 8:00 AM 17 11:00 AM 7 8:00 AM 263 PM Peak Volume 5:00 PM 305 12:00 PM 14 4:00 PM 9 5:00 PM 308 Comments: Report generated on 5/12/2025 2:41 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) Page 1 of 2 Type of report: Midblock Count - Vehicle Classification Data SUMMARY - Midblock Count - Vehicle Classification DataSUMMARY - Midblock Count - Vehicle Classification Data LOCATION: LOCATION: S 12th W north of 440 S QC JOB #: QC JOB #: 17019603 SPECIFIC LOCATION:SPECIFIC LOCATION:DIRECTION: DIRECTION: SB CITY/STATE: CITY/STATE: Rexburg, ID DATE: DATE: Apr 22 2025 Start TimeStart Time FHWA 1-3FHWA 1-3 FHWA 4-7FHWA 4-7 FHWA 8-FHWA 8- 1313 TotalTotal Grand TotalGrand Total PercentPercent 2649 93.2% 137 4.8% 56 2%2842 ADTADT 28422842 Comments: Report generated on 5/12/2025 2:41 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) Page 2 of 2 24 Type of report: Midblock Count - Volume Data LOCATION: LOCATION: S 12th W north of 440 S QC JOB #: QC JOB #: 17019603 SPECIFIC LOCATION:SPECIFIC LOCATION:DIRECTION: DIRECTION: SB CITY/STATE: CITY/STATE: Rexburg, ID DATE: DATE: Apr 22 2025 - Apr 22 2025 Start TimeStart Time MonMon TueTue WedWed ThuThu FriFri Average Weekday Average Weekday Hourly TrafficHourly Traffic SatSat SunSun Average Week Average Week Hourly TrafficHourly Traffic Average Week ProfileAverage Week Profile22 Apr 25 12:00 AM 7 7 7 01:00 AM 0 0 0 02:00 AM 1 1 1 03:00 AM 0 0 0 04:00 AM 2 2 2 05:00 AM 13 13 13 06:00 AM 36 36 36 07:00 AM 150 150 150 08:00 AM 263263 263263 263263 09:00 AM 120 120 120 10:00 AM 120 120 120 11:00 AM 150 150 150 12:00 PM 199 199 199 01:00 PM 145 145 145 02:00 PM 177 177 177 03:00 PM 204 204 204 04:00 PM 211 211 211 05:00 PM 308308 308308 308308 06:00 PM 235 235 235 07:00 PM 176 176 176 08:00 PM 194 194 194 09:00 PM 68 68 68 10:00 PM 48 48 48 11:00 PM 15 15 15 Day TotalDay Total 2842 2842 2842 % Weekday Average 100% % Week Average 100%100% AM Peak Volume 8:00 AM 263 8:00 AM 263 8:00 AM 263 PM Peak Volume 5:00 PM 308 5:00 PM 308 5:00 PM 308 Comments: Report generated on 5/12/2025 2:41 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) Page 1 of 1 Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume LOCATION: LOCATION: S 2000 W/S 12t St W -- State Hwy 33 QC JOB #: QC JOB #: 17019601 CITY/STATE: CITY/STATE: Rexburg, ID DATE: DATE: Tue, Apr 22 2025 394 190 4 119 271 160 6 131 418 213 0.840.84 136 269 50 151 640 20 53 156 320 229 Peak-Hour: 7:30 AM -- 8:30 AMPeak-Hour: 7:30 AM -- 8:30 AM Peak 15-Min: 8:15 AM -- 8:30 AMPeak 15-Min: 8:15 AM -- 8:30 AM 3.6 5.8 50 3.4 3 11.9 0 5.3 6 4.7 10.3 5.6 10 2.6 4.4 15 7.5 6.4 4.1 7.4 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 N/A N/A N/A N/A N/A N/A N/A N/A 15-Min Count15-Min CountPeriod Period Beginning AtBeginning At S 2000 W/S 12t St WS 2000 W/S 12t St W (Northbound)(Northbound) S 2000 W/S 12t St WS 2000 W/S 12t St W (Southbound)(Southbound) State Hwy 33State Hwy 33 (Eastbound)(Eastbound) State Hwy 33State Hwy 33 (Westbound)(Westbound)TotalTotal HourlyHourlyTotalsTotalsLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU 7:00 AM 8 4 8 0 48 9 0 0 0 35 3 0 11 18 18 0 162 7:15 AM 3 4 31 0 43 10 2 0 2 27 4 0 12 25 19 0 182 7:30 AM 3 4 33 0 64 10 1 0 2 48 6 0 26 28 26 0 251 7:45 AM 6 15 45 0 69 16 2 0 1 59 9 0 26 41 31 0 320 915 8:00 AM 5 16 38 0 62 40 1 0 3 52 16 0 43 33 41 0 350 1103 8:15 AM 6 18 40 0 76 53 0 0 0 54 19 0 56 34 33 0 389 1310 8:30 AM 10 11 33 0 47 15 2 0 2 39 7 0 10 27 34 0 237 1296 8:45 AM 3 8 24 0 62 6 1 0 4 31 3 0 15 22 27 0 206 1182 Peak 15-MinPeak 15-MinFlowratesFlowrates NorthboundNorthbound SouthboundSouthbound EastboundEastbound WestboundWestbound TotalTotalLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU All Vehicles 24 72 160 0 304 212 0 0 0 216 76 0 224 136 132 0 1556 Heavy Trucks 8 8 8 8 4 0 0 12 4 8 16 8 84 Buses Pedestrians 0 0 0 0 0Bicycles0000000000000 Scooters Comments: Intersection of Main/State Route 33 and S 12th W Report generated on 4/28/2025 6:41 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 Page 1 of 1 Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume LOCATION: LOCATION: S 2000 W/S 12t St W -- W 1000 S/W 7th St QC JOB #: QC JOB #: 17019602 CITY/STATE: CITY/STATE: Rexburg, ID DATE: DATE: Tue, Apr 22 2025 371 166 46 320 5 132 32 32 90 14 0.850.85 24 177 131 34 30 62 102 11 485 175 Peak-Hour: 7:30 AM -- 8:30 AMPeak-Hour: 7:30 AM -- 8:30 AM Peak 15-Min: 8:00 AM -- 8:15 AMPeak 15-Min: 8:00 AM -- 8:15 AM 2.2 13.3 4.3 1.3 40 5.3 12.5 15.6 8.9 28.6 8.3 6.8 3.1 2.9 23.3 4.8 12.7 9.1 1.9 9.7 4 6 4 2 0 0 0 0 0 0 0 0 0 0 0 0 N/A N/A N/A N/A N/A N/A N/A N/A 15-Min Count15-Min CountPeriod Period Beginning AtBeginning At S 2000 W/S 12t St WS 2000 W/S 12t St W (Northbound)(Northbound) S 2000 W/S 12t St WS 2000 W/S 12t St W (Southbound)(Southbound) W 1000 S/W 7th StW 1000 S/W 7th St (Eastbound)(Eastbound) W 1000 S/W 7th StW 1000 S/W 7th St (Westbound)(Westbound)TotalTotal HourlyHourlyTotalsTotalsLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU 7:00 AM 6 15 0 0 3 21 1 0 1 0 8 0 8 0 2 0 65 7:15 AM 9 7 0 0 2 22 2 0 1 0 12 0 10 0 8 0 73 7:30 AM 15 8 2 0 2 38 13 0 3 0 23 0 10 7 7 0 128 7:45 AM 26 24 3 0 0 56 22 0 13 4 37 0 7 10 11 0 213 479 8:00 AM 15 44 3 0 0 83 8 0 14 9 40 0 8 7 8 0 239 653 8:15 AM 6 26 3 0 3 143 3 0 2 1 31 0 9 0 6 0 233 813 8:30 AM 3 21 2 0 1 29 3 0 3 0 9 0 2 1 5 0 79 764 8:45 AM 2 22 1 0 2 15 1 0 0 0 11 0 6 0 8 0 68 619 Peak 15-MinPeak 15-MinFlowratesFlowrates NorthboundNorthbound SouthboundSouthbound EastboundEastbound WestboundWestbound TotalTotalLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU All Vehicles 60 176 12 0 0 332 32 0 56 36 160 0 32 28 32 0 956 Heavy Trucks 0 16 0 0 12 0 12 4 8 4 0 8 64Buses Pedestrians 0 8 8 0 16 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Scooters Comments: Intersection of S 12th W and W 1000 S Report generated on 4/28/2025 6:41 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 Page 1 of 1 Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume LOCATION: LOCATION: S 2000 W/S 12t St W -- State Hwy 33 QC JOB #: QC JOB #: 17019604 CITY/STATE: CITY/STATE: Rexburg, ID DATE: DATE: Tue, Apr 22 2025 299 371 7 57 235 218 12 296 665 194 0.990.99 178 245 39 191 583 33 63 154 287 250 Peak-Hour: 5:00 PM -- 6:00 PMPeak-Hour: 5:00 PM -- 6:00 PM Peak 15-Min: 5:00 PM -- 5:15 PMPeak 15-Min: 5:00 PM -- 5:15 PM 1.3 1.6 0 0 1.7 3.2 0 1.4 1.5 6.7 2.8 5.7 2.6 0.5 2.9 6.1 3.2 0 0.7 1.6 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 N/A N/A N/A N/A N/A N/A N/A N/A 15-Min Count15-Min CountPeriod Period Beginning AtBeginning At S 2000 W/S 12t St WS 2000 W/S 12t St W (Northbound)(Northbound) S 2000 W/S 12t St WS 2000 W/S 12t St W (Southbound)(Southbound) State Hwy 33State Hwy 33 (Eastbound)(Eastbound) State Hwy 33State Hwy 33 (Westbound)(Westbound)TotalTotal HourlyHourlyTotalsTotalsLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU 2:00 PM 10 14 15 0 40 3 3 0 1 25 3 0 30 37 46 0 227 2:15 PM 3 11 37 0 35 9 2 0 3 36 8 0 39 29 47 0 259 2:30 PM 12 17 38 0 51 11 3 0 2 47 7 0 25 31 32 0 276 2:45 PM 8 29 48 0 39 11 2 0 2 32 3 0 34 25 43 0 276 1038 3:00 PM 7 39 46 0 47 13 1 0 2 32 3 0 32 40 62 0 324 1135 3:15 PM 11 9 33 0 51 14 2 0 1 46 5 0 37 35 46 0 290 1166 3:30 PM 12 18 41 0 53 11 1 0 4 29 7 0 31 34 51 0 292 1182 3:45 PM 5 19 39 0 43 8 1 0 3 30 8 0 49 45 62 0 312 12184:00 PM 8 9 31 0 47 11 2 0 0 41 5 0 33 37 62 0 286 1180 4:15 PM 7 15 29 0 53 19 1 0 3 38 12 0 37 42 39 0 295 1185 4:30 PM 7 25 31 0 32 12 1 0 2 41 2 0 40 47 60 0 300 1193 4:45 PM 7 14 46 0 55 16 0 0 1 43 10 0 29 35 64 0 320 1201 5:00 PM 9 14 31 0 57 10 1 0 2 50 12 0 50 47 87 0 370 1285 5:15 PM 9 16 39 0 48 13 0 0 2 51 7 0 44 51 76 0 356 1346 5:30 PM 10 18 36 0 53 18 3 0 2 51 6 0 46 45 76 0 364 1410 5:45 PM 5 15 48 0 77 16 3 0 6 42 14 0 51 35 57 0 369 1459 Peak 15-MinPeak 15-MinFlowratesFlowrates NorthboundNorthbound SouthboundSouthbound EastboundEastbound WestboundWestbound TotalTotalLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU All Vehicles 36 56 124 0 228 40 4 0 8 200 48 0 200 188 348 0 1480 Heavy Trucks 4 0 0 0 0 0 0 12 4 4 8 4 36 Buses Pedestrians 0 0 0 0 0 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Scooters Comments: Intersection of Main/State Route 33 and S 12th W Report generated on 4/28/2025 6:41 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 Page 1 of 1 Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume LOCATION: LOCATION: S 2000 W/S 12t St W -- W 1000 S/W 7th St QC JOB #: QC JOB #: 17019605 CITY/STATE: CITY/STATE: Rexburg, ID DATE: DATE: Tue, Apr 22 2025 150 274 11 122 17 68 29 22 33 8 0.870.87 3 81 44 8 57 54 223 32 174 309 Peak-Hour: 2:30 PM -- 3:30 PMPeak-Hour: 2:30 PM -- 3:30 PM Peak 15-Min: 2:45 PM -- 3:00 PMPeak 15-Min: 2:45 PM -- 3:00 PM 6 4 0 7.4 0 4.4 3.4 18.2 21.2 12.5 66.7 4.9 4.5 12.5 5.3 1.9 2.7 6.3 6.9 2.9 7 6 9 15 0 0 0 0 0 0 0 0 0 0 0 0 N/A N/A N/A N/A N/A N/A N/A N/A 15-Min Count15-Min CountPeriod Period Beginning AtBeginning At S 2000 W/S 12t St WS 2000 W/S 12t St W (Northbound)(Northbound) S 2000 W/S 12t St WS 2000 W/S 12t St W (Southbound)(Southbound) W 1000 S/W 7th StW 1000 S/W 7th St (Eastbound)(Eastbound) W 1000 S/W 7th StW 1000 S/W 7th St (Westbound)(Westbound)TotalTotal HourlyHourlyTotalsTotalsLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU 2:00 PM 11 22 5 0 3 18 13 0 2 0 9 0 1 2 3 0 89 2:15 PM 9 32 3 0 4 20 8 0 13 1 19 0 1 3 7 0 120 2:30 PM 11 30 2 0 4 20 3 0 15 8 20 0 3 0 7 0 123 2:45 PM 10 84 9 0 1 34 2 0 7 0 12 0 1 0 4 0 164 496 3:00 PM 14 66 10 0 4 36 1 0 3 0 5 0 1 1 5 0 146 553 3:15 PM 19 43 11 0 8 32 5 0 4 0 7 0 3 2 6 0 140 573 3:30 PM 8 48 5 0 5 23 3 0 5 2 9 0 2 2 4 0 116 566 3:45 PM 14 35 5 0 7 21 10 0 3 1 6 0 7 0 9 0 118 520 4:00 PM 15 29 1 0 6 23 10 0 4 0 7 0 2 0 6 0 103 4774:15 PM 13 26 7 0 7 25 6 0 8 1 12 0 3 0 9 0 117 454 4:30 PM 14 33 10 0 9 27 6 0 8 0 13 0 4 0 5 0 129 467 4:45 PM 4 22 5 0 8 36 1 0 2 1 12 0 4 1 8 0 104 453 5:00 PM 18 45 13 0 12 35 3 0 1 0 10 0 3 1 4 0 145 495 5:15 PM 20 35 11 0 9 27 8 0 11 0 18 0 2 0 4 0 145 5235:30 PM 6 33 9 0 11 38 3 0 4 3 9 0 7 0 12 0 135 529 5:45 PM 16 26 9 0 10 38 3 0 5 0 10 0 6 2 18 0 143 568 Peak 15-MinPeak 15-MinFlowratesFlowrates NorthboundNorthbound SouthboundSouthbound EastboundEastbound WestboundWestbound TotalTotalLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU All Vehicles 40 336 36 0 4 136 8 0 28 0 48 0 4 0 16 0 656 Heavy Trucks 0 0 0 0 8 0 0 0 0 0 0 0 8 Buses Pedestrians 20 4 4 12 40 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Scooters Comments: Intersection of S 12th W and W 1000 S Report generated on 4/28/2025 6:41 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 Page 1 of 1 APPENDIX C Existing (2025) Conditions Synchro Worksheets GEM Prep Rexburg Pulblic Charter School HCM 6th Signalized Intersection Summary 10: S 12th W & SR 33/Main Street 05/20/2025 Existing AM Peak Hour Synchro 11 Light Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 6 213 50 151 136 131 20 53 156 271 119 4 Future Volume (veh/h) 6 213 50 151 136 131 20 53 156 271 119 4 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 Adj Flow Rate, veh/h 7 254 60 180 162 156 24 63 186 323 142 5 Peak Hour Factor 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Percent Heavy Veh, % 5 5 5 5 5 5 5 5 5 5 5 5 Cap, veh/h 337 334 277 329 476 403 605 131 386 509 579 20 Arrive On Green 0.01 0.18 0.18 0.09 0.26 0.26 0.09 0.32 0.32 0.10 0.33 0.33 Sat Flow, veh/h 1739 1826 1513 1739 1826 1547 1739 407 1201 1739 1753 62 Grp Volume(v), veh/h 7 254 60 180 162 156 24 0 249 323 0 147 Grp Sat Flow(s),veh/h/ln 1739 1826 1513 1739 1826 1547 1739 0 1608 1739 0 1815 Q Serve(g_s), s 0.2 7.6 1.4 4.8 4.1 4.8 0.0 0.0 7.2 5.5 0.0 3.4 Cycle Q Clear(g_c), s 0.2 7.6 1.4 4.8 4.1 4.8 0.0 0.0 7.2 5.5 0.0 3.4 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.75 1.00 0.03 Lane Grp Cap(c), veh/h 337 334 277 329 476 403 605 0 517 509 0 599 V/C Ratio(X) 0.02 0.76 0.22 0.55 0.34 0.39 0.04 0.00 0.48 0.63 0.00 0.25 Avail Cap(c_a), veh/h 472 571 474 329 571 484 605 0 517 509 0 599 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 15.5 22.3 9.9 17.7 17.3 17.5 12.1 0.0 15.7 14.4 0.0 14.0 Incr Delay (d2), s/veh 0.0 3.6 0.4 1.9 0.4 0.6 0.0 0.0 3.2 2.6 0.0 1.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 3.1 0.6 1.8 1.5 1.5 0.2 0.0 2.7 2.6 0.0 1.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 15.6 25.9 10.2 19.6 17.7 18.1 12.1 0.0 18.9 17.0 0.0 15.0 LnGrp LOS B C B B B B B A B B A B Approach Vol, veh/h 321 498 273 470 Approach Delay, s/veh 22.7 18.5 18.3 16.4 Approach LOS C B B B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 10.0 23.0 9.5 15.0 9.5 23.5 5.0 19.5 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.5 18.5 5.0 18.0 5.0 19.0 5.0 18.0 Max Q Clear Time (g_c+I1), s 7.5 9.2 6.8 9.6 2.0 5.4 2.2 6.8 Green Ext Time (p_c), s 0.0 0.9 0.0 0.9 0.0 0.5 0.0 1.0 Intersection Summary HCM 6th Ctrl Delay 18.7 HCM 6th LOS B HCM 6th TWSC 3: S 12th W & S 1000 W/W 7th S 05/12/2025 Existing AM Peak Hour Synchro 11 Light Report Page 1 Intersection Int Delay, s/veh 6.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 32 14 131 34 24 32 62 102 11 5 320 46 Future Vol, veh/h 32 14 131 34 24 32 62 102 11 5 320 46 Conflicting Peds, #/hr 10 0 8 6 0 8 8 0 6 8 0 10 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length 100 - - - - - 100 - - 100 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, % 13 29 3 3 8 16 5 13 9 40 1 4 Mvmt Flow 38 16 154 40 28 38 73 120 13 6 376 54 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 741 712 421 789 733 145 440 0 0 141 0 0 Stage 1 425 425 - 281 281 - - - - - - - Stage 2 316 287 - 508 452 - - - - - - - Critical Hdwy 7.23 6.79 6.23 7.13 6.58 6.36 4.15 - - 4.5 - - Critical Hdwy Stg 1 6.23 5.79 - 6.13 5.58 - - - - - - - Critical Hdwy Stg 2 6.23 5.79 - 6.13 5.58 - - - - - - - Follow-up Hdwy 3.617 4.261 3.327 3.527 4.072 3.444 2.245 - - 2.56 - - Pot Cap-1 Maneuver 319 326 630 307 341 866 1104 - - 1239 - - Stage 1 586 543 - 724 668 - - - - - - - Stage 2 672 628 - 546 560 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 263 297 619 206 311 851 1093 - - 1230 - - Mov Cap-2 Maneuver 263 297 - 206 311 - - - - - - - Stage 1 541 535 - 670 619 - - - - - - - Stage 2 567 582 - 392 552 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 15.4 21.6 3 0.1 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1 SBL SBT SBR Capacity (veh/h) 1093 - - 263 560 322 1230 - - HCM Lane V/C Ratio 0.067 - - 0.143 0.305 0.329 0.005 - - HCM Control Delay (s) 8.5 - - 21 14.2 21.6 7.9 - - HCM Lane LOS A - - C B C A - - HCM 95th %tile Q(veh) 0.2 - - 0.5 1.3 1.4 0 - - HCM 6th Signalized Intersection Summary 10: S 12th W & SR 33/Main Street 05/20/2025 Existing School PM Peak Hour Synchro 11 Light Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 10 137 23 149 154 221 35 85 159 194 46 5 Future Volume (veh/h) 10 137 23 149 154 221 35 85 159 194 46 5 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1752 1767 1455 1826 1737 1856 1737 1870 1856 1841 1796 1604 Adj Flow Rate, veh/h 11 146 24 159 164 235 37 90 169 206 49 5 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 10 9 30 5 11 3 11 2 3 4 7 20 Cap, veh/h 270 222 155 351 356 322 705 200 376 560 567 58 Arrive On Green 0.01 0.13 0.13 0.09 0.20 0.20 0.09 0.34 0.34 0.10 0.35 0.35 Sat Flow, veh/h 1668 1767 1233 1739 1737 1572 1654 582 1092 1753 1603 164 Grp Volume(v), veh/h 11 146 24 159 164 235 37 0 259 206 0 54 Grp Sat Flow(s),veh/h/ln 1668 1767 1233 1739 1737 1572 1654 0 1674 1753 0 1767 Q Serve(g_s), s 0.3 4.2 0.7 4.2 4.5 7.5 0.0 0.0 6.5 4.0 0.0 1.1 Cycle Q Clear(g_c), s 0.3 4.2 0.7 4.2 4.5 7.5 0.0 0.0 6.5 4.0 0.0 1.1 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.65 1.00 0.09 Lane Grp Cap(c), veh/h 270 222 155 351 356 322 705 0 576 560 0 624 V/C Ratio(X) 0.04 0.66 0.15 0.45 0.46 0.73 0.05 0.00 0.45 0.37 0.00 0.09 Avail Cap(c_a), veh/h 402 591 413 351 582 526 705 0 576 560 0 624 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 16.7 22.4 10.3 18.2 18.8 20.0 9.1 0.0 13.7 9.8 0.0 11.6 Incr Delay (d2), s/veh 0.1 3.3 0.5 0.9 0.9 3.2 0.0 0.0 2.5 0.4 0.0 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 1.7 0.2 1.5 1.6 2.6 0.2 0.0 2.5 1.1 0.0 0.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 16.8 25.7 10.8 19.2 19.7 23.2 9.2 0.0 16.2 10.2 0.0 11.9 LnGrp LOS B C B B B C A A B B A B Approach Vol, veh/h 181 558 296 260 Approach Delay, s/veh 23.2 21.0 15.3 10.6 Approach LOS C C B B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 10.0 23.0 9.5 11.3 9.5 23.5 5.3 15.5 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.5 18.5 5.0 18.0 5.0 19.0 5.0 18.0 Max Q Clear Time (g_c+I1), s 6.0 8.5 6.2 6.2 2.0 3.1 2.3 9.5 Green Ext Time (p_c), s 0.0 1.0 0.0 0.5 0.0 0.1 0.0 1.1 Intersection Summary HCM 6th Ctrl Delay 17.9 HCM 6th LOS B HCM 6th TWSC 3: S 12th W & W 1000 S/W 7th S 05/20/2025 Existing School PM Peak Hour Synchro 11 Light Report Page 1 Intersection Int Delay, s/veh 3.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 15 3 27 13 5 24 55 192 31 24 112 19 Future Vol, veh/h 15 3 27 13 5 24 55 192 31 24 112 19 Conflicting Peds, #/hr 7 0 9 12 0 10 9 0 12 10 0 7 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length 0 - - - - - 0 - - 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 89 89 89 89 89 89 89 89 89 89 89 89 Heavy Vehicles, % 20 0 7 15 40 8 7 5 10 0 9 26 Mvmt Flow 17 3 30 15 6 27 62 216 35 27 126 21 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 584 587 158 589 580 256 156 0 0 263 0 0 Stage 1 200 200 - 370 370 - - - - - - - Stage 2 384 387 - 219 210 - - - - - - - Critical Hdwy 7.3 6.5 6.27 7.25 6.9 6.28 4.17 - - 4.1 - - Critical Hdwy Stg 1 6.3 5.5 - 6.25 5.9 - - - - - - - Critical Hdwy Stg 2 6.3 5.5 - 6.25 5.9 - - - - - - - Follow-up Hdwy 3.68 4 3.363 3.635 4.36 3.372 2.263 - - 2.2 - - Pot Cap-1 Maneuver 398 425 874 401 378 768 1394 - - 1313 - - Stage 1 762 739 - 624 559 - - - - - - - Stage 2 604 613 - 755 663 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 354 389 857 357 346 752 1382 - - 1298 - - Mov Cap-2 Maneuver 354 389 - 357 346 - - - - - - - Stage 1 722 717 - 589 528 - - - - - - - Stage 2 545 579 - 702 643 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 11.8 12.8 1.5 1.2 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1 SBL SBT SBR Capacity (veh/h) 1382 - - 354 765 507 1298 - - HCM Lane V/C Ratio 0.045 - - 0.048 0.044 0.093 0.021 - - HCM Control Delay (s) 7.7 - - 15.7 9.9 12.8 7.8 - - HCM Lane LOS A - - C A B A - - HCM 95th %tile Q(veh) 0.1 - - 0.1 0.1 0.3 0.1 - - APPENDIX D 2030 Background Traffic Conditions Synchro Worksheets GEM Prep Rexburg Pulblic Charter School HCM 6th Signalized Intersection Summary 10: S 12th W & SR 33/Main Street 05/22/2025 2030 Background AM Peak Hour Synchro 11 Light Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 7 213 60 180 162 156 24 63 186 322 142 5 Future Volume (veh/h) 7 213 60 180 162 156 24 63 186 322 142 5 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 Adj Flow Rate, veh/h 8 237 67 200 180 173 27 70 207 358 158 6 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 5 5 5 5 5 5 5 5 5 5 5 5 Cap, veh/h 291 310 257 305 440 373 636 119 353 564 667 25 Arrive On Green 0.01 0.17 0.17 0.08 0.24 0.24 0.08 0.29 0.29 0.17 0.38 0.38 Sat Flow, veh/h 1739 1826 1513 1739 1826 1547 1739 406 1201 1739 1748 66 Grp Volume(v), veh/h 8 237 67 200 180 173 27 0 277 358 0 164 Grp Sat Flow(s),veh/h/ln 1739 1826 1513 1739 1826 1547 1739 0 1607 1739 0 1814 Q Serve(g_s), s 0.2 7.8 1.8 5.1 5.2 6.0 0.0 0.0 9.2 8.7 0.0 3.8 Cycle Q Clear(g_c), s 0.2 7.8 1.8 5.1 5.2 6.0 0.0 0.0 9.2 8.7 0.0 3.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.75 1.00 0.04 Lane Grp Cap(c), veh/h 291 310 257 305 440 373 636 0 472 564 0 692 V/C Ratio(X) 0.03 0.77 0.26 0.66 0.41 0.46 0.04 0.00 0.59 0.63 0.00 0.24 Avail Cap(c_a), veh/h 412 525 435 305 528 447 636 0 472 564 0 692 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 17.9 24.8 12.1 21.6 20.0 20.3 11.5 0.0 18.9 12.5 0.0 13.2 Incr Delay (d2), s/veh 0.0 3.9 0.5 5.0 0.6 0.9 0.0 0.0 5.3 2.3 0.0 0.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 3.3 0.8 2.6 2.0 2.0 0.2 0.0 3.8 2.9 0.0 1.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 17.9 28.7 12.6 26.7 20.6 21.2 11.6 0.0 24.1 14.8 0.0 14.0 LnGrp LOS B C B C C C B A C B A B Approach Vol, veh/h 312 553 304 522 Approach Delay, s/veh 25.0 23.0 23.0 14.5 Approach LOS C C C B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 15.0 22.9 9.6 15.1 9.5 28.4 5.1 19.6 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 10.5 18.4 5.1 18.0 5.0 23.9 5.0 18.1 Max Q Clear Time (g_c+I1), s 10.7 11.2 7.1 9.8 2.0 5.8 2.2 8.0 Green Ext Time (p_c), s 0.0 0.9 0.0 0.9 0.0 0.6 0.0 1.0 Intersection Summary HCM 6th Ctrl Delay 20.8 HCM 6th LOS C HCM 6th TWSC 8: S 12th W & North Site Access 05/22/2025 2030 Background AM Peak Hour Synchro 11 Light Report Page 1 Intersection Int Delay, s/veh 1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 23 23 280 8 8 377 Future Vol, veh/h 23 23 280 8 8 377 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 9 2 2 6 Mvmt Flow 27 27 329 9 9 444 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 796 334 0 0 338 0 Stage 1 334 - - - - - Stage 2 462 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 356 708 - - 1221 - Stage 1 725 - - - - - Stage 2 634 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 352 708 - - 1221 - Mov Cap-2 Maneuver 352 - - - - - Stage 1 725 - - - - - Stage 2 628 - - - - - Approach WB NB SB HCM Control Delay, s 13.2 0 0.2 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - - 352 708 1221 - HCM Lane V/C Ratio - - 0.077 0.038 0.008 - HCM Control Delay (s) - - 16.1 10.3 8 0 HCM Lane LOS - - C B A A HCM 95th %tile Q(veh) - - 0.2 0.1 0 - HCM 6th TWSC 3: S 12th W & W 1000 S/W 7th S 05/22/2025 2030 Background AM Peak Hour Synchro 11 Light Report Page 1 Intersection Int Delay, s/veh 7.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 38 17 156 40 29 38 74 121 13 6 381 55 Future Vol, veh/h 38 17 156 40 29 38 74 121 13 6 381 55 Conflicting Peds, #/hr 10 0 8 6 0 8 8 0 6 8 0 10 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length 100 - 0 - - - 100 - - 100 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles, % 13 29 3 3 8 16 5 13 9 40 1 4 Mvmt Flow 42 19 173 44 32 42 82 134 14 7 423 61 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 830 798 472 885 821 159 494 0 0 156 0 0 Stage 1 478 478 - 313 313 - - - - - - - Stage 2 352 320 - 572 508 - - - - - - - Critical Hdwy 7.23 6.79 6.23 7.13 6.58 6.36 4.15 - - 4.5 - - Critical Hdwy Stg 1 6.23 5.79 - 6.13 5.58 - - - - - - - Critical Hdwy Stg 2 6.23 5.79 - 6.13 5.58 - - - - - - - Follow-up Hdwy 3.617 4.261 3.327 3.527 4.072 3.444 2.245 - - 2.56 - - Pot Cap-1 Maneuver 277 290 590 265 303 851 1054 - - 1222 - - Stage 1 548 513 - 696 646 - - - - - - - Stage 2 643 607 - 503 529 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 220 261 580 162 272 836 1044 - - 1213 - - Mov Cap-2 Maneuver 220 261 - 162 272 - - - - - - - Stage 1 500 505 - 636 590 - - - - - - - Stage 2 527 555 - 335 521 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 16.3 28.7 3.1 0.1 HCM LOS C D Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2 EBLn3WBLn1 SBL SBT SBR Capacity (veh/h) 1044 - - 220 261 580 268 1213 - - HCM Lane V/C Ratio 0.079 - - 0.192 0.072 0.299 0.444 0.005 - - HCM Control Delay (s) 8.7 - - 25.2 19.9 13.8 28.7 8 - - HCM Lane LOS A - - D C B D A - - HCM 95th %tile Q(veh) 0.3 - - 0.7 0.2 1.2 2.1 0 - - HCM 6th Signalized Intersection Summary 10: S 12th W & SR 33/Main Street 05/22/2025 2030 Background School PM Peak Hour Synchro 11 Light Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 12 163 27 177 183 263 42 101 189 231 55 6 Future Volume (veh/h) 12 163 27 177 183 263 42 101 189 231 55 6 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1752 1767 1455 1826 1737 1856 1737 1870 1856 1841 1796 1604 Adj Flow Rate, veh/h 13 172 28 186 193 277 44 106 199 243 58 6 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 10 9 30 5 11 3 11 2 3 4 7 20 Cap, veh/h 266 263 183 353 387 350 677 195 366 503 551 57 Arrive On Green 0.02 0.15 0.15 0.09 0.22 0.22 0.09 0.34 0.34 0.10 0.34 0.34 Sat Flow, veh/h 1668 1767 1233 1739 1737 1572 1654 582 1092 1753 1601 166 Grp Volume(v), veh/h 13 172 28 186 193 277 44 0 305 243 0 64 Grp Sat Flow(s),veh/h/ln 1668 1767 1233 1739 1737 1572 1654 0 1674 1753 0 1766 Q Serve(g_s), s 0.3 5.1 0.8 5.0 5.4 9.2 0.0 0.0 8.2 5.0 0.0 1.4 Cycle Q Clear(g_c), s 0.3 5.1 0.8 5.0 5.4 9.2 0.0 0.0 8.2 5.0 0.0 1.4 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.65 1.00 0.09 Lane Grp Cap(c), veh/h 266 263 183 353 387 350 677 0 561 503 0 608 V/C Ratio(X) 0.05 0.66 0.15 0.53 0.50 0.79 0.06 0.00 0.54 0.48 0.00 0.11 Avail Cap(c_a), veh/h 390 576 402 353 566 513 677 0 561 503 0 608 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 16.4 22.2 10.1 18.2 18.8 20.2 10.0 0.0 14.9 11.0 0.0 12.3 Incr Delay (d2), s/veh 0.1 2.8 0.4 1.4 1.0 5.1 0.0 0.0 3.8 0.7 0.0 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 2.0 0.3 1.8 1.9 0.5 0.3 0.0 3.2 1.5 0.0 0.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 16.4 24.9 10.5 19.6 19.8 25.4 10.0 0.0 18.7 11.7 0.0 12.7 LnGrp LOS B C B B B C A A B B A B Approach Vol, veh/h 213 656 349 307 Approach Delay, s/veh 22.5 22.1 17.6 11.9 Approach LOS C C B B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 10.0 23.0 9.5 12.7 9.5 23.5 5.4 16.8 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.5 18.5 5.0 18.0 5.0 19.0 5.0 18.0 Max Q Clear Time (g_c+I1), s 7.0 10.2 7.0 7.1 2.0 3.4 2.3 11.2 Green Ext Time (p_c), s 0.0 1.1 0.0 0.6 0.0 0.2 0.0 1.1 Intersection Summary HCM 6th Ctrl Delay 19.1 HCM 6th LOS B HCM 6th TWSC 8: S 12th W & North Site Access 05/22/2025 2030 Background School PM Peak Hour Synchro 11 Light Report Page 1 Intersection Int Delay, s/veh 0.7 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 13 13 340 19 19 226 Future Vol, veh/h 13 13 340 19 19 226 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 14 14 358 20 20 238 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 646 368 0 0 378 0 Stage 1 368 - - - - - Stage 2 278 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 436 677 - - 1180 - Stage 1 700 - - - - - Stage 2 769 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 427 677 - - 1180 - Mov Cap-2 Maneuver 427 - - - - - Stage 1 700 - - - - - Stage 2 754 - - - - - Approach WB NB SB HCM Control Delay, s 12.1 0 0.6 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - - 427 677 1180 - HCM Lane V/C Ratio - - 0.032 0.02 0.017 - HCM Control Delay (s) - - 13.7 10.4 8.1 0 HCM Lane LOS - - B B A A HCM 95th %tile Q(veh) - - 0.1 0.1 0.1 - HCM 6th TWSC 3: S 12th W & W 1000 S/W 7th S 05/22/2025 2030 Background School PM Peak Hour Synchro 11 Light Report Page 1 Intersection Int Delay, s/veh 3.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 18 4 32 15 6 29 65 228 37 29 133 23 Future Vol, veh/h 18 4 32 15 6 29 65 228 37 29 133 23 Conflicting Peds, #/hr 7 0 9 12 0 10 9 0 12 10 0 7 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length 0 - 0 - - - 0 - - 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 90 90 90 90 90 90 90 90 90 90 90 90 Heavy Vehicles, % 20 0 7 15 40 8 7 5 10 0 9 26 Mvmt Flow 20 4 36 17 7 32 72 253 41 32 148 26 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 681 684 182 687 677 296 183 0 0 306 0 0 Stage 1 234 234 - 430 430 - - - - - - - Stage 2 447 450 - 257 247 - - - - - - - Critical Hdwy 7.3 6.5 6.27 7.25 6.9 6.28 4.17 - - 4.1 - - Critical Hdwy Stg 1 6.3 5.5 - 6.25 5.9 - - - - - - - Critical Hdwy Stg 2 6.3 5.5 - 6.25 5.9 - - - - - - - Follow-up Hdwy 3.68 4 3.363 3.635 4.36 3.372 2.263 - - 2.2 - - Pot Cap-1 Maneuver 341 374 848 344 331 729 1362 - - 1266 - - Stage 1 730 715 - 579 524 - - - - - - - Stage 2 557 575 - 720 637 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 296 338 831 300 299 714 1350 - - 1252 - - Mov Cap-2 Maneuver 296 338 - 300 299 - - - - - - - Stage 1 685 690 - 542 491 - - - - - - - Stage 2 492 539 - 660 615 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 12.8 14.1 1.5 1.2 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2 EBLn3WBLn1 SBL SBT SBR Capacity (veh/h) 1350 - - 296 338 831 452 1252 - - HCM Lane V/C Ratio 0.053 - - 0.068 0.013 0.043 0.123 0.026 - - HCM Control Delay (s) 7.8 - - 18 15.8 9.5 14.1 8 - - HCM Lane LOS A - - C C A B A - - HCM 95th %tile Q(veh) 0.2 - - 0.2 0 0.1 0.4 0.1 - - APPENDIX E Existing (2025) Plus Project Traffic Conditions Synchro Worksheets GEM Prep Rexburg Pulblic Charter School HCM 6th Signalized Intersection Summary 10: S 12th W & SR 33/Main Street 05/20/2025 Existing + Project - AM Peak Hour Synchro 11 Light Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 6 213 50 248 136 131 20 76 249 271 143 4 Future Volume (veh/h) 6 213 50 248 136 131 20 76 249 271 143 4 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 Adj Flow Rate, veh/h 7 251 59 292 160 154 24 89 293 319 168 5 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 Percent Heavy Veh, % 5 5 5 5 5 5 5 5 5 5 5 5 Cap, veh/h 347 315 261 362 524 444 590 108 357 436 653 19 Arrive On Green 0.01 0.17 0.17 0.12 0.29 0.29 0.07 0.29 0.29 0.15 0.37 0.37 Sat Flow, veh/h 1739 1826 1513 1739 1826 1547 1739 373 1229 1739 1764 52 Grp Volume(v), veh/h 7 251 59 292 160 154 24 0 382 319 0 173 Grp Sat Flow(s),veh/h/ln 1739 1826 1513 1739 1826 1547 1739 0 1602 1739 0 1816 Q Serve(g_s), s 0.2 9.1 1.7 8.5 4.7 5.4 0.0 0.0 15.3 8.6 0.0 4.6 Cycle Q Clear(g_c), s 0.2 9.1 1.7 8.5 4.7 5.4 0.0 0.0 15.3 8.6 0.0 4.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.77 1.00 0.03 Lane Grp Cap(c), veh/h 347 315 261 362 524 444 590 0 465 436 0 672 V/C Ratio(X) 0.02 0.80 0.23 0.81 0.31 0.35 0.04 0.00 0.82 0.73 0.00 0.26 Avail Cap(c_a), veh/h 458 477 395 362 570 483 590 0 465 436 0 672 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 17.3 27.3 14.0 22.4 19.2 19.5 13.7 0.0 22.8 15.5 0.0 15.1 Incr Delay (d2), s/veh 0.0 5.4 0.4 12.7 0.3 0.5 0.0 0.0 15.0 6.2 0.0 0.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 4.0 0.8 4.7 1.8 1.8 0.2 0.0 7.2 3.4 0.0 1.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 17.3 32.8 14.4 35.1 19.5 19.9 13.7 0.0 37.8 21.7 0.0 16.0 LnGrp LOS B C B D B B B A D C A B Approach Vol, veh/h 317 606 406 492 Approach Delay, s/veh 29.0 27.1 36.3 19.7 Approach LOS C C D B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 15.0 24.5 13.0 16.4 9.5 30.0 5.1 24.3 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 10.5 20.0 8.5 18.0 5.0 25.5 5.0 21.5 Max Q Clear Time (g_c+I1), s 10.6 17.3 10.5 11.1 2.0 6.6 2.2 7.4 Green Ext Time (p_c), s 0.0 0.6 0.0 0.8 0.0 0.7 0.0 1.1 Intersection Summary HCM 6th Ctrl Delay 27.5 HCM 6th LOS C HCM 6th TWSC 8: S 12th W & North Site Access 05/20/2025 Existing + Project - AM Peak Hour Synchro 11 Light Report Page 1 Intersection Int Delay, s/veh 4.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 117 116 235 0 0 438 Future Vol, veh/h 117 116 235 0 0 438 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 9 2 2 6 Mvmt Flow 138 136 276 0 0 515 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 791 276 0 0 276 0 Stage 1 276 - - - - - Stage 2 515 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 358 763 - - 1287 - Stage 1 771 - - - - - Stage 2 600 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 358 763 - - 1287 - Mov Cap-2 Maneuver 358 - - - - - Stage 1 771 - - - - - Stage 2 600 - - - - - Approach WB NB SB HCM Control Delay, s 16 0 0 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - - 358 763 1287 - HCM Lane V/C Ratio - - 0.384 0.179 - - HCM Control Delay (s) - - 21.2 10.7 0 - HCM Lane LOS - - C B A - HCM 95th %tile Q(veh) - - 1.8 0.6 0 - HCM 6th TWSC 6: S 12th W & South Site Access 05/20/2025 Existing + Project - AM Peak Hour Synchro 11 Light Report Page 1 Intersection Int Delay, s/veh 1.2 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 0 235 122 121 434 Future Vol, veh/h 0 0 235 122 121 434 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 0 276 144 142 511 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1143 348 0 0 420 0 Stage 1 348 - - - - - Stage 2 795 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 221 695 - - 1139 - Stage 1 715 - - - - - Stage 2 445 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 183 695 - - 1139 - Mov Cap-2 Maneuver 183 - - - - - Stage 1 715 - - - - - Stage 2 368 - - - - - Approach WB NB SB HCM Control Delay, s 0 0 1.9 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - - - - 1139 - HCM Lane V/C Ratio - - - - 0.125 - HCM Control Delay (s) - - 0 0 8.6 0 HCM Lane LOS - - A A A A HCM 95th %tile Q(veh) - - - - 0.4 - HCM 6th TWSC 3: S 12th W & S 1000 W/W 7th S 05/20/2025 Existing + Project - AM Peak Hour Synchro 11 Light Report Page 1 Intersection Int Delay, s/veh 7.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 44 14 131 34 24 32 62 187 11 5 402 58 Future Vol, veh/h 44 14 131 34 24 32 62 187 11 5 402 58 Conflicting Peds, #/hr 10 0 8 6 0 8 8 0 6 8 0 10 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length 100 - 0 - - - 100 - - 100 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, % 13 29 3 3 8 16 5 13 9 40 1 4 Mvmt Flow 52 16 154 40 28 38 73 220 13 6 473 68 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 945 916 525 993 944 245 551 0 0 241 0 0 Stage 1 529 529 - 381 381 - - - - - - - Stage 2 416 387 - 612 563 - - - - - - - Critical Hdwy 7.23 6.79 6.23 7.13 6.58 6.36 4.15 - - 4.5 - - Critical Hdwy Stg 1 6.23 5.79 - 6.13 5.58 - - - - - - - Critical Hdwy Stg 2 6.23 5.79 - 6.13 5.58 - - - - - - - Follow-up Hdwy 3.617 4.261 3.327 3.527 4.072 3.444 2.245 - - 2.56 - - Pot Cap-1 Maneuver 231 246 551 223 256 761 1004 - - 1132 - - Stage 1 514 485 - 639 603 - - - - - - - Stage 2 593 565 - 479 499 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 184 223 542 140 232 748 994 - - 1123 - - Mov Cap-2 Maneuver 184 223 - 140 232 - - - - - - - Stage 1 472 478 - 587 555 - - - - - - - Stage 2 491 520 - 327 492 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 19 33.1 2.1 0.1 HCM LOS C D Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2 EBLn3WBLn1 SBL SBT SBR Capacity (veh/h) 994 - - 184 223 542 231 1123 - - HCM Lane V/C Ratio 0.073 - - 0.281 0.074 0.284 0.458 0.005 - - HCM Control Delay (s) 8.9 - - 32.1 22.4 14.3 33.1 8.2 - - HCM Lane LOS A - - D C B D A - - HCM 95th %tile Q(veh) 0.2 - - 1.1 0.2 1.2 2.2 0 - - HCM 6th Signalized Intersection Summary 10: S 12th W & SR 33/Main Street 05/20/2025 Existing + Project School PM Peak Hour Synchro 11 Light Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 10 137 23 208 154 221 35 100 218 194 61 5 Future Volume (veh/h) 10 137 23 208 154 221 35 100 218 194 61 5 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1752 1767 1455 1826 1737 1856 1737 1870 1856 1841 1796 1604 Adj Flow Rate, veh/h 11 146 24 221 164 235 37 106 232 206 65 5 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 10 9 30 5 11 3 11 2 3 4 7 20 Cap, veh/h 272 222 155 355 359 325 689 179 391 492 579 45 Arrive On Green 0.01 0.13 0.13 0.09 0.21 0.21 0.09 0.34 0.34 0.10 0.35 0.35 Sat Flow, veh/h 1668 1767 1233 1739 1737 1572 1654 522 1143 1753 1647 127 Grp Volume(v), veh/h 11 146 24 221 164 235 37 0 338 206 0 70 Grp Sat Flow(s),veh/h/ln 1668 1767 1233 1739 1737 1572 1654 0 1665 1753 0 1773 Q Serve(g_s), s 0.3 4.2 0.7 5.1 4.4 7.5 0.0 0.0 9.0 4.0 0.0 1.4 Cycle Q Clear(g_c), s 0.3 4.2 0.7 5.1 4.4 7.5 0.0 0.0 9.0 4.0 0.0 1.4 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.69 1.00 0.07 Lane Grp Cap(c), veh/h 272 222 155 355 359 325 689 0 570 492 0 623 V/C Ratio(X) 0.04 0.66 0.15 0.62 0.46 0.72 0.05 0.00 0.59 0.42 0.00 0.11 Avail Cap(c_a), veh/h 403 591 413 355 585 529 689 0 570 492 0 623 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 16.6 22.4 10.3 19.6 18.7 19.9 9.4 0.0 14.6 10.3 0.0 11.8 Incr Delay (d2), s/veh 0.1 3.3 0.5 3.4 0.9 3.1 0.0 0.0 4.5 0.6 0.0 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 1.7 0.2 2.4 1.6 2.6 0.2 0.0 3.6 1.1 0.0 0.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 16.7 25.7 10.8 23.0 19.6 23.0 9.4 0.0 19.1 10.9 0.0 12.1 LnGrp LOS B C B C B C A A B B A B Approach Vol, veh/h 181 620 375 276 Approach Delay, s/veh 23.2 22.1 18.1 11.2 Approach LOS C C B B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 10.0 22.9 9.6 11.3 9.5 23.4 5.3 15.6 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.5 18.4 5.1 18.0 5.0 18.9 5.0 18.1 Max Q Clear Time (g_c+I1), s 6.0 11.0 7.1 6.2 2.0 3.4 2.3 9.5 Green Ext Time (p_c), s 0.0 1.2 0.0 0.5 0.0 0.2 0.0 1.1 Intersection Summary HCM 6th Ctrl Delay 19.1 HCM 6th LOS B HCM 6th TWSC 8: S 12th W & North Site Access 05/20/2025 Existing + Project School PM Peak Hour Synchro 11 Light Report Page 1 Intersection Int Delay, s/veh 2.6 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 73 74 286 0 0 264 Future Vol, veh/h 73 74 286 0 0 264 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 79 80 311 0 0 287 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 598 311 0 0 311 0 Stage 1 311 - - - - - Stage 2 287 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 465 729 - - 1249 - Stage 1 743 - - - - - Stage 2 762 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 465 729 - - 1249 - Mov Cap-2 Maneuver 465 - - - - - Stage 1 743 - - - - - Stage 2 762 - - - - - Approach WB NB SB HCM Control Delay, s 12.4 0 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - - 465 729 1249 - HCM Lane V/C Ratio - - 0.171 0.11 - - HCM Control Delay (s) - - 14.3 10.6 0 - HCM Lane LOS - - B B A - HCM 95th %tile Q(veh) - - 0.6 0.4 0 - HCM 6th TWSC 6: S 12th W & South Site Access 05/20/2025 Existing + Project School PM Peak Hour Synchro 11 Light Report Page 1 Intersection Int Delay, s/veh 0.9 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 0 286 73 74 263 Future Vol, veh/h 0 0 286 73 74 263 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 0 311 79 80 286 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 797 351 0 0 390 0 Stage 1 351 - - - - - Stage 2 446 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 356 692 - - 1169 - Stage 1 713 - - - - - Stage 2 645 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 327 692 - - 1169 - Mov Cap-2 Maneuver 327 - - - - - Stage 1 713 - - - - - Stage 2 593 - - - - - Approach WB NB SB HCM Control Delay, s 0 0 1.8 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - - - - 1169 - HCM Lane V/C Ratio - - - - 0.069 - HCM Control Delay (s) - - 0 0 8.3 0 HCM Lane LOS - - A A A A HCM 95th %tile Q(veh) - - - - 0.2 - HCM 6th TWSC 3: S 12th W & W 1000 S/W 7th S 05/20/2025 Existing + Project School PM Peak Hour Synchro 11 Light Report Page 1 Intersection Int Delay, s/veh 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 22 3 27 13 5 24 55 244 31 24 163 26 Future Vol, veh/h 22 3 27 13 5 24 55 244 31 24 163 26 Conflicting Peds, #/hr 7 0 9 12 0 10 9 0 12 10 0 7 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length 0 - 0 - - - 0 - - 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 89 89 89 89 89 89 89 89 89 89 89 89 Heavy Vehicles, % 20 0 7 15 40 8 7 5 10 0 9 26 Mvmt Flow 25 3 30 15 6 27 62 274 35 27 183 29 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 703 706 219 708 703 314 221 0 0 321 0 0 Stage 1 261 261 - 428 428 - - - - - - - Stage 2 442 445 - 280 275 - - - - - - - Critical Hdwy 7.3 6.5 6.27 7.25 6.9 6.28 4.17 - - 4.1 - - Critical Hdwy Stg 1 6.3 5.5 - 6.25 5.9 - - - - - - - Critical Hdwy Stg 2 6.3 5.5 - 6.25 5.9 - - - - - - - Follow-up Hdwy 3.68 4 3.363 3.635 4.36 3.372 2.263 - - 2.2 - - Pot Cap-1 Maneuver 330 363 808 333 319 713 1319 - - 1250 - - Stage 1 706 696 - 580 525 - - - - - - - Stage 2 561 578 - 699 619 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 291 331 792 294 291 698 1308 - - 1236 - - Mov Cap-2 Maneuver 291 331 - 294 291 - - - - - - - Stage 1 666 674 - 546 495 - - - - - - - Stage 2 503 545 - 647 600 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 13.8 14.2 1.3 0.9 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2 EBLn3WBLn1 SBL SBT SBR Capacity (veh/h) 1308 - - 291 331 792 438 1236 - - HCM Lane V/C Ratio 0.047 - - 0.085 0.01 0.038 0.108 0.022 - - HCM Control Delay (s) 7.9 - - 18.5 16 9.7 14.2 8 - - HCM Lane LOS A - - C C A B A - - HCM 95th %tile Q(veh) 0.1 - - 0.3 0 0.1 0.4 0.1 - - APPENDIX F 2030 Background Growth Plus Project Traffic Conditions Synchro Worksheets GEM Prep Rexburg Pulblic Charter School HCM 6th Signalized Intersection Summary 10: S 12th W & SR 33/Main Street 05/22/2025 2030 Background Plus Project AM Peak Hour Synchro 11 Light Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 7 253 60 277 162 156 24 86 279 322 166 5 Future Volume (veh/h) 7 253 60 277 162 156 24 86 279 322 166 5 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 Adj Flow Rate, veh/h 7 266 63 292 171 164 25 91 294 339 175 5 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 5 5 5 5 5 5 5 5 5 5 5 5 Cap, veh/h 332 329 273 339 516 437 590 108 350 445 671 19 Arrive On Green 0.01 0.18 0.18 0.11 0.28 0.28 0.07 0.29 0.29 0.16 0.38 0.38 Sat Flow, veh/h 1739 1826 1513 1739 1826 1547 1739 379 1224 1739 1766 50 Grp Volume(v), veh/h 7 266 63 292 171 164 25 0 385 339 0 180 Grp Sat Flow(s),veh/h/ln 1739 1826 1513 1739 1826 1547 1739 0 1603 1739 0 1817 Q Serve(g_s), s 0.2 9.7 1.9 7.7 5.1 5.9 0.0 0.0 15.6 9.2 0.0 4.7 Cycle Q Clear(g_c), s 0.2 9.7 1.9 7.7 5.1 5.9 0.0 0.0 15.6 9.2 0.0 4.7 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.76 1.00 0.03 Lane Grp Cap(c), veh/h 332 329 273 339 516 437 590 0 458 445 0 690 V/C Ratio(X) 0.02 0.81 0.23 0.86 0.33 0.38 0.04 0.00 0.84 0.76 0.00 0.26 Avail Cap(c_a), veh/h 442 475 393 339 546 462 596 0 458 451 0 690 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 17.6 27.2 13.9 23.6 19.7 19.9 13.6 0.0 23.2 15.6 0.0 14.8 Incr Delay (d2), s/veh 0.0 6.6 0.4 19.6 0.4 0.5 0.0 0.0 16.7 7.3 0.0 0.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 4.4 0.8 5.4 2.0 1.9 0.2 0.0 7.5 3.8 0.0 1.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 17.7 33.9 14.4 43.2 20.0 20.5 13.6 0.0 40.0 22.9 0.0 15.7 LnGrp LOS B C B D C C B A D C A B Approach Vol, veh/h 336 627 410 519 Approach Delay, s/veh 29.9 31.0 38.4 20.4 Approach LOS C C D C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 15.8 24.3 12.2 17.0 9.3 30.8 5.1 24.1 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 11.5 19.8 7.7 18.0 5.0 26.3 5.0 20.7 Max Q Clear Time (g_c+I1), s 11.2 17.6 9.7 11.7 2.0 6.7 2.2 7.9 Green Ext Time (p_c), s 0.0 0.5 0.0 0.8 0.0 0.8 0.0 1.1 Intersection Summary HCM 6th Ctrl Delay 29.5 HCM 6th LOS C HCM 6th TWSC 8: S 12th W & North Site Access 05/22/2025 2030 Background Plus Project AM Peak Hour Synchro 11 Light Report Page 1 Intersection Int Delay, s/veh 4.6 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 140 139 280 8 8 488 Future Vol, veh/h 140 139 280 8 8 488 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 2 9 2 2 6 Mvmt Flow 147 146 295 8 8 514 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 829 299 0 0 303 0 Stage 1 299 - - - - - Stage 2 530 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 340 741 - - 1258 - Stage 1 752 - - - - - Stage 2 590 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 337 741 - - 1258 - Mov Cap-2 Maneuver 337 - - - - - Stage 1 752 - - - - - Stage 2 585 - - - - - Approach WB NB SB HCM Control Delay, s 17.4 0 0.1 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - - 337 741 1258 - HCM Lane V/C Ratio - - 0.437 0.197 0.007 - HCM Control Delay (s) - - 23.7 11.1 7.9 0 HCM Lane LOS - - C B A A HCM 95th %tile Q(veh) - - 2.1 0.7 0 - HCM 6th TWSC 6: S 12th W & South Site Access 05/22/2025 2030 Background Plus Project AM Peak Hour Synchro 11 Light Report Page 1 Intersection Int Delay, s/veh 1.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 0 288 122 121 394 Future Vol, veh/h 0 0 288 122 121 394 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 0 303 128 127 415 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1036 367 0 0 431 0 Stage 1 367 - - - - - Stage 2 669 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 256 678 - - 1129 - Stage 1 701 - - - - - Stage 2 509 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 219 678 - - 1129 - Mov Cap-2 Maneuver 219 - - - - - Stage 1 701 - - - - - Stage 2 435 - - - - - Approach WB NB SB HCM Control Delay, s 0 0 2 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - - - - 1129 - HCM Lane V/C Ratio - - - - 0.113 - HCM Control Delay (s) - - 0 0 8.6 0 HCM Lane LOS - - A A A A HCM 95th %tile Q(veh) - - - - 0.4 - HCM 6th TWSC 3: S 12th W & W 1000 S/W 7th S 05/22/2025 2030 Background Plus Project AM Peak Hour Synchro 11 Light Report Page 1 Intersection Int Delay, s/veh 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 50 17 156 40 29 38 74 206 13 6 463 67 Future Vol, veh/h 50 17 156 40 29 38 74 206 13 6 463 67 Conflicting Peds, #/hr 10 0 8 6 0 8 8 0 6 8 0 10 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length 100 - 0 - - - 100 - - 100 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 13 29 3 3 8 16 5 13 9 40 1 4 Mvmt Flow 53 18 164 42 31 40 78 217 14 6 487 71 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 971 940 541 1022 968 242 568 0 0 239 0 0 Stage 1 545 545 - 388 388 - - - - - - - Stage 2 426 395 - 634 580 - - - - - - - Critical Hdwy 7.23 6.79 6.23 7.13 6.58 6.36 4.15 - - 4.5 - - Critical Hdwy Stg 1 6.23 5.79 - 6.13 5.58 - - - - - - - Critical Hdwy Stg 2 6.23 5.79 - 6.13 5.58 - - - - - - - Follow-up Hdwy 3.617 4.261 3.327 3.527 4.072 3.444 2.245 - - 2.56 - - Pot Cap-1 Maneuver 222 238 539 213 248 764 989 - - 1134 - - Stage 1 503 477 - 634 599 - - - - - - - Stage 2 585 560 - 466 491 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 173 214 530 127 223 751 980 - - 1125 - - Mov Cap-2 Maneuver 173 214 - 127 223 - - - - - - - Stage 1 459 470 - 579 547 - - - - - - - Stage 2 477 511 - 305 484 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 19.9 38.5 2.3 0.1 HCM LOS C E Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2 EBLn3WBLn1 SBL SBT SBR Capacity (veh/h) 980 - - 173 214 530 216 1125 - - HCM Lane V/C Ratio 0.079 - - 0.304 0.084 0.31 0.521 0.006 - - HCM Control Delay (s) 9 - - 34.7 23.4 14.8 38.5 8.2 - - HCM Lane LOS A - - D C B E A - - HCM 95th %tile Q(veh) 0.3 - - 1.2 0.3 1.3 2.7 0 - - HCM 6th Signalized Intersection Summary 10: S 12th W & SR 33/Main Street 05/22/2025 2030 Background + Project - School PM Peak Hour Synchro 11 Light Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 12 163 27 236 183 263 42 116 238 231 70 6 Future Volume (veh/h) 12 163 27 236 183 263 42 116 238 231 70 6 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1752 1767 1455 1826 1737 1856 1737 1870 1856 1841 1796 1604 Adj Flow Rate, veh/h 13 172 28 248 193 277 44 122 251 243 74 6 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 10 9 30 5 11 3 11 2 3 4 7 20 Cap, veh/h 267 260 181 355 388 351 663 182 375 447 562 46 Arrive On Green 0.02 0.15 0.15 0.09 0.22 0.22 0.09 0.33 0.33 0.10 0.34 0.34 Sat Flow, veh/h 1668 1767 1233 1739 1737 1572 1654 546 1123 1753 1639 133 Grp Volume(v), veh/h 13 172 28 248 193 277 44 0 373 243 0 80 Grp Sat Flow(s),veh/h/ln 1668 1767 1233 1739 1737 1572 1654 0 1668 1753 0 1772 Q Serve(g_s), s 0.3 5.1 0.8 5.1 5.4 9.2 0.0 0.0 10.6 5.0 0.0 1.7 Cycle Q Clear(g_c), s 0.3 5.1 0.8 5.1 5.4 9.2 0.0 0.0 10.6 5.0 0.0 1.7 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.67 1.00 0.08 Lane Grp Cap(c), veh/h 267 260 181 355 388 351 663 0 557 447 0 608 V/C Ratio(X) 0.05 0.66 0.15 0.70 0.50 0.79 0.07 0.00 0.67 0.54 0.00 0.13 Avail Cap(c_a), veh/h 391 577 403 355 571 517 663 0 557 447 0 608 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 16.3 22.2 10.1 20.3 18.7 20.2 10.2 0.0 15.7 11.6 0.0 12.5 Incr Delay (d2), s/veh 0.1 2.9 0.4 5.9 1.0 5.0 0.0 0.0 6.3 1.4 0.0 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 2.0 0.3 2.9 1.9 0.5 0.3 0.0 4.4 1.5 0.0 0.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 16.4 25.1 10.5 26.2 19.7 25.2 10.2 0.0 22.0 12.9 0.0 12.9 LnGrp LOS B C B C B C B A C B A B Approach Vol, veh/h 213 718 417 323 Approach Delay, s/veh 22.6 24.0 20.8 12.9 Approach LOS C C C B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 10.0 22.9 9.6 12.6 9.5 23.4 5.4 16.8 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 5.5 18.4 5.1 18.0 5.0 18.9 5.0 18.1 Max Q Clear Time (g_c+I1), s 7.0 12.6 7.1 7.1 2.0 3.7 2.3 11.2 Green Ext Time (p_c), s 0.0 1.1 0.0 0.6 0.0 0.2 0.0 1.1 Intersection Summary HCM 6th Ctrl Delay 20.9 HCM 6th LOS C HCM 6th TWSC 8: S 12th W & North Site Access 05/22/2025 2030 Background + Project - School PM Peak Hour Synchro 11 Light Report Page 1 Intersection Int Delay, s/veh 3.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 86 87 340 19 19 300 Future Vol, veh/h 86 87 340 19 19 300 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 91 92 358 20 20 316 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 724 368 0 0 378 0 Stage 1 368 - - - - - Stage 2 356 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 393 677 - - 1180 - Stage 1 700 - - - - - Stage 2 709 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 385 677 - - 1180 - Mov Cap-2 Maneuver 385 - - - - - Stage 1 700 - - - - - Stage 2 694 - - - - - Approach WB NB SB HCM Control Delay, s 14.1 0 0.5 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - - 385 677 1180 - HCM Lane V/C Ratio - - 0.235 0.135 0.017 - HCM Control Delay (s) - - 17.2 11.1 8.1 0 HCM Lane LOS - - C B A A HCM 95th %tile Q(veh) - - 0.9 0.5 0.1 - HCM 6th TWSC 6: S 12th W & South Site Access 05/22/2025 2030 Background + Project - School PM Peak Hour Synchro 11 Light Report Page 1 Intersection Int Delay, s/veh 0.8 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 0 359 73 74 300 Future Vol, veh/h 0 0 359 73 74 300 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 0 378 77 78 316 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 889 417 0 0 455 0 Stage 1 417 - - - - - Stage 2 472 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 314 636 - - 1106 - Stage 1 665 - - - - - Stage 2 628 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 287 636 - - 1106 - Mov Cap-2 Maneuver 287 - - - - - Stage 1 665 - - - - - Stage 2 574 - - - - - Approach WB NB SB HCM Control Delay, s 0 0 1.7 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - - - - 1106 - HCM Lane V/C Ratio - - - - 0.07 - HCM Control Delay (s) - - 0 0 8.5 0 HCM Lane LOS - - A A A A HCM 95th %tile Q(veh) - - - - 0.2 - HCM 6th TWSC 3: S 12th W & W 1000 S/W 7th S 05/22/2025 2030 Background Plus Project AM Peak Hour Synchro 11 Light Report Page 1 Intersection Int Delay, s/veh 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 50 17 156 40 29 38 74 206 13 6 463 67 Future Vol, veh/h 50 17 156 40 29 38 74 206 13 6 463 67 Conflicting Peds, #/hr 10 0 8 6 0 8 8 0 6 8 0 10 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length 100 - 0 - - - 100 - - 100 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 13 29 3 3 8 16 5 13 9 40 1 4 Mvmt Flow 53 18 164 42 31 40 78 217 14 6 487 71 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 971 940 541 1022 968 242 568 0 0 239 0 0 Stage 1 545 545 - 388 388 - - - - - - - Stage 2 426 395 - 634 580 - - - - - - - Critical Hdwy 7.23 6.79 6.23 7.13 6.58 6.36 4.15 - - 4.5 - - Critical Hdwy Stg 1 6.23 5.79 - 6.13 5.58 - - - - - - - Critical Hdwy Stg 2 6.23 5.79 - 6.13 5.58 - - - - - - - Follow-up Hdwy 3.617 4.261 3.327 3.527 4.072 3.444 2.245 - - 2.56 - - Pot Cap-1 Maneuver 222 238 539 213 248 764 989 - - 1134 - - Stage 1 503 477 - 634 599 - - - - - - - Stage 2 585 560 - 466 491 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 173 214 530 127 223 751 980 - - 1125 - - Mov Cap-2 Maneuver 173 214 - 127 223 - - - - - - - Stage 1 459 470 - 579 547 - - - - - - - Stage 2 477 511 - 305 484 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 19.9 38.5 2.3 0.1 HCM LOS C E Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2 EBLn3WBLn1 SBL SBT SBR Capacity (veh/h) 980 - - 173 214 530 216 1125 - - HCM Lane V/C Ratio 0.079 - - 0.304 0.084 0.31 0.521 0.006 - - HCM Control Delay (s) 9 - - 34.7 23.4 14.8 38.5 8.2 - - HCM Lane LOS A - - D C B E A - - HCM 95th %tile Q(veh) 0.3 - - 1.2 0.3 1.3 2.7 0 - - HCM 6th Signalized Intersection Summary 10: S 12th W & SR 33/Main Street 07/11/2025 2030 Background Plus Project AM Peak Hour - Mitigated NB RTL Synchro 11 Light Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 7 253 60 277 162 156 24 86 279 322 166 5 Future Volume (veh/h) 7 253 60 277 162 156 24 86 279 322 166 5 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 Adj Flow Rate, veh/h 7 266 63 292 171 164 25 91 294 339 175 5 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 5 5 5 5 5 5 5 5 5 5 5 5 Cap, veh/h 353 337 279 364 535 453 560 573 485 561 596 17 Arrive On Green 0.01 0.18 0.18 0.12 0.29 0.29 0.08 0.31 0.31 0.10 0.34 0.34 Sat Flow, veh/h 1739 1826 1513 1739 1826 1547 1739 1826 1545 1739 1766 50 Grp Volume(v), veh/h 7 266 63 292 171 164 25 91 294 339 0 180 Grp Sat Flow(s),veh/h/ln 1739 1826 1513 1739 1826 1547 1739 1826 1545 1739 0 1817 Q Serve(g_s), s 0.2 8.9 1.7 7.5 4.7 5.3 0.0 2.3 10.3 6.5 0.0 4.6 Cycle Q Clear(g_c), s 0.2 8.9 1.7 7.5 4.7 5.3 0.0 2.3 10.3 6.5 0.0 4.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.03 Lane Grp Cap(c), veh/h 353 337 279 364 535 453 560 573 485 561 0 613 V/C Ratio(X) 0.02 0.79 0.23 0.80 0.32 0.36 0.04 0.16 0.61 0.60 0.00 0.29 Avail Cap(c_a), veh/h 474 516 427 364 587 498 560 573 485 561 0 613 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 15.8 24.8 11.8 20.8 17.6 17.8 14.1 15.8 18.5 14.4 0.0 15.5 Incr Delay (d2), s/veh 0.0 4.6 0.4 12.2 0.3 0.5 0.0 0.6 5.6 1.8 0.0 1.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 3.8 0.7 4.3 1.7 1.7 0.2 1.0 3.9 3.0 0.0 1.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 15.8 29.5 12.2 33.0 17.9 18.3 14.1 16.4 24.1 16.3 0.0 16.8 LnGrp LOS B C B C B B B B C B A B Approach Vol, veh/h 336 627 410 519 Approach Delay, s/veh 25.9 25.0 21.8 16.4 Approach LOS C C C B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 11.0 24.5 12.0 16.3 9.5 26.0 5.1 23.2 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 6.5 20.0 7.5 18.0 5.0 21.5 5.0 20.5 Max Q Clear Time (g_c+I1), s 8.5 12.3 9.5 10.9 2.0 6.6 2.2 7.3 Green Ext Time (p_c), s 0.0 0.9 0.0 0.9 0.0 0.7 0.0 1.1 Intersection Summary HCM 6th Ctrl Delay 22.1 HCM 6th LOS C HCM 6th AWSC 3: S 12th W & W 1000 S/W 7th S 07/11/2025 2030 Background Plus Project AM Peak Hour - Mitigated SB Thru Lane Synchro 11 Light Report Page 1 Intersection Intersection Delay, s/veh 15.7 Intersection LOS C Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 50 17 156 40 29 38 74 206 13 6 463 67 Future Vol, veh/h 50 17 156 40 29 38 74 206 13 6 463 67 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles, % 13 29 3 3 8 16 5 13 9 40 1 4 Mvmt Flow 53 18 164 42 31 40 78 217 14 6 487 71 Number of Lanes 1 1 1 0 1 0 1 1 0 1 2 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 3 3 2 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 3 2 3 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 2 3 1 3 HCM Control Delay 12.1 13.4 15.7 17.6 HCM LOS B B C C Lane NBLn1 NBLn2 EBLn1 EBLn2 EBLn3 WBLn1 SBLn1 SBLn2 SBLn3 Vol Left, % 100% 0% 100% 0% 0% 37% 100% 0% 0% Vol Thru, % 0% 94% 0% 100% 0% 27% 0% 100% 70% Vol Right, % 0% 6% 0% 0% 100% 36% 0% 0% 30% Sign Control Stop Stop Stop Stop Stop Stop Stop Stop Stop Traffic Vol by Lane 74 219 50 17 156 107 6 309 221 LT Vol 74 0 50 0 0 40 6 0 0 Through Vol 0 206 0 17 0 29 0 309 154 RT Vol 0 13 0 0 156 38 0 0 67 Lane Flow Rate 78 231 53 18 164 113 6 325 233 Geometry Grp 6 6 5 5 5 6 6 6 6 Degree of Util (X) 0.17 0.478 0.117 0.039 0.303 0.25 0.014 0.616 0.431 Departure Headway (Hd) 7.877 7.464 8.035 7.803 6.64 7.998 8.01 6.829 6.666 Convergence, Y/N Yes Yes Yes Yes Yes Yes Yes Yes Yes Cap 456 484 447 460 542 449 448 530 541 Service Time 5.617 5.204 5.772 5.539 4.376 5.745 5.746 4.564 4.401 HCM Lane V/C Ratio 0.171 0.477 0.119 0.039 0.303 0.252 0.013 0.613 0.431 HCM Control Delay 12.2 16.9 11.8 10.9 12.3 13.4 10.9 20 14.4 HCM Lane LOS B C B B B B B C B HCM 95th-tile Q 0.6 2.5 0.4 0.1 1.3 1 0 4.1 2.2 APPENDIX G Crash Data Maps GEM Prep Rexburg Pulblic Charter School