EX.6 P-25-46-CUP Traffic Memorandum April 09 2026
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TECHNICAL MEMORANDUM CivTech Inc. • 10605 North Hayden Road • Suite 140 • Scottsdale, AZ 85260 Office 480-659-4250 • Fax 480-659-0566 Date April 9, 2026 TO Karl Huish Bela Flor Communities FROM Mike James, AICP Senior Transportation Planner CivTech Inc. RE Supplemental Traffic Analysis for Presentation Purposes: Bella Norte, Skyline, and Future MF CC Hudd Hassell, Bela Flor Communities Reese Anderson, Pew and Lake Bill White, CivTech This memorandum provides an update to the supplemental analysis of travel demand scenarios contemplated in relation to the three developments proposed within the northeast quadrant of the Idaho Road (SR 88) and Junction Street intersection in Apache Junction. This is a supplement to the 88-North Apartments Traffic Impact Study (CivTech, 2022) approved by the Arizona Department of Transportation (ADOT) on November 14, 2022, and the projects referenced therein; now referred to as Bella Norte, Skyline, and Future MF, respectively. According to ADOT’s Average Annual Daily Traffic Report 2024 (which is the latest data available), the section of Idaho Road from Old West Highway north carries 11,000 Average Annual Daily Trips (AADT). While it is a busy section of roadway, it is similar to other 5-lane streets, including: Superstition Boulevard at Pinyon Drive, 12,835 AADT (west of Meridian Drive); University Drive, just east of Signal Butte Road, 15,054 AADT; and Brown Road just east of 96th Street, 11,891 AADT. Each of these roadways is busy but exhibit acceptable capacity and traffic operations. We wish to reiterate that Idaho Road, even with development of Wolff, Bella Norte, Skyline, and a future MF Project, will remain at levels of service (LOS) B, C and D at all times, including peak hours. LOS B, C and D are all completely acceptable according to all U.S., Arizona and local traffic standards. This impact of adding Bella Norte and a Future MF Project along Idaho Road will result in much less traffic than other potential uses such as commercial, retail or office. In other words, these two proposed projects will have—by far—the lowest traffic impact on Idaho Rd., compared to other potential uses. This memo update also looks at impacts of the Wolff/Apache Trails Multi-Family Residential project located at Plaza Drive and Apache Trails. This project consists of 336 units of 1- and 2-bedroom units. According to its Traffic Impact Analysis, 3rd Submittal, stamped March 21, 2025, prepared by EPS Group, the Wolff project adds 8 additional AM peak hour trips, and 14 additional PM peak hour trips making a right turn from Apache Trail North onto Idaho Road. This tiny number of trips does not impact the LOS conclusions for Idaho Road. EX.6 P-25-46-CUP Traffic Memorandum April 09 2026 Bella Norte - Supplemental Traffic Analysis Page 2 of 10 Similarly, the Skyline project, located on Junction Street south of the site includes 100 units of 2-, 3-, and 4-bedroom units. This project is approved and under construction. The original CivTech traffic study includes a 3.5% growth factor for new projects in the study area. The Skyline trips are accounted for with this growth factor applied to the background traffic. Considering the additional impacts of the Wolff project (less than 15 trips in the PM peak hour), and understanding that the Skyline, Bella Norte, and a Future MF Project are accounted for in this supplemental memo, the level of service for each of the studied road segments and intersections does not change or exceed City of Apache Junction LOS requirements. There are no failing street sections or intersections. And, as demonstrated later in this memo, this residential use is the least impactful option considering retail, commercial, and medical uses that could be developed on the site. This memo presents an analysis of development-related travel conditions to assist with a presentation of relevant transportation conditions to the Apache Junction council. The analysis and memorandum were developed promptly in response to transportation-related questions and concerns by the city council. DEVELOPMENT PROPOSAL Encompassing 32.22-acres, the proposal includes three multifamily projects, Bella Norte, Skyline and a Future MF Project. Collectively, these projects include 610 apartments developed in thirty low-rise buildings. Access would be provided by a primary approach located on N. Idaho Road, two approaches on E. Junction Street, and one on N. Winchester Road. SR 88, designated Idaho Road by the City, is an ADOT road; E. Junction Street and N. Winchester Road are under the control of Apache Junction. The November 2022 traffic impact study (TIS) addressed the impact of a 662-unit multifamily project on 10 intersections and proposed development approaches, as grounded on review of a 2027 project buildout year. This memorandum addresses a reduction of 52 units from the initial proposal and TIS. Only signal timing and phasing optimization was proposed with the TIS to maintain acceptable mobilities, a conclusion accepted by ADOT and the City. This TIS can be reviewed for further details on analyses or methods. Apache Junction Council members desire to better understand the transportation conditions related to existing traffic conditions and the proposed projects. The applicants volunteered additional traffic analyses to help address Council questions, which includes the following topics: 1. Review peak traffic conditions during the fall/winter travel season. 2. Review collision data and identify any potential safety issues along a segment of N. Idaho Road near the proposed projects. 3. Review queue potentials for the northbound, N. Idaho Road “U” turn at Apache Trail Road, and assess whether these projects will significantly increase the current occurrences. 4. Compare travel conditions of the current residential proposal with various land use scenarios, including commercial or office could be developed on the site, as allowed per zoning code. 5. Compare conditions of the current proposal with a higher apartment density scenario allowed by zoning code. Bella Norte - Supplemental Traffic Analysis Page 3 of 10 6. Revise LOS analyses for N. Idaho Road intersections with Apache Trail, Junction Street, and Old West Highway based on seasonal forecasts that include the three projects. WINTER TRAVEL DEMANDS Intersection traffic counts were collected to support the originally approved TIS in June of 2022. City Council members asked whether these counts were low, given reduction of seasonal occupants in the region. Of most concern was reduced traffic on Idaho Road. To review this, an intersection count was performed for Idaho Road/Junction Street on December 18, 2025, when seasonal occupants were in the area, prior to school being let out for the Christmas holiday break. Counts were performed between 7 AM to 9 AM and 4 PM to 6 PM so commute peak hours could be considered. As expected, a comparison between current and prior counts confirmed that peak hour volumes are higher in December versus June at this intersection. Overall, counts were noted to be about 62% higher during the AM peak hour and 60% higher during the PM peak hour on Idaho Road. Counts were noted to be 53% higher during the AM peak hour and 58% higher during the PM peak hour on Junction Street. This differential was factored/considered when reviewing mobility performances for study intersections, as discussed subsequently in this memorandum. It should be noted that other contributing factors influence the difference between counts. These factors include, but are not limited to, the generation of trips from recent developments built over the last 3 years in the area. Also, higher-than typical activities occurring at the adjacent Fry’s shopping center were due to counts being performed the week prior to Christmas. Historically, high traffic occurs during the weeks before the holiday. Thus, given the timing of the counts, the week before Christmas, the analysis in this memorandum likely overstates the amount of typical traffic during the AM/PM peak hours in the winter months. Regardless, the differential was enough to update the LOS for Idaho Road and Junction Street intersections, considering elevated traffic counts. However, given contributing factors listed above, the intersection volumes used to support this study should be considered conservative (high-end). COLLISION DATA A review of collision data was performed to address City Council questions regarding safety for drivers along Idaho Road (SR 88). Per standard industry practice, 3-year collision data was reviewed for this analysis. Most current, available data from ADOT was assembled for a period extending between January 1, 2022, to December 31, 2024. The study reviews collision histories for the Apache Trail Road, Junction Street, and Old West Highway intersections with Idaho Road; also, for segments between these junctions. The resulting total collision data is summarized with Table 1, also shown are severities and incident types. Noted in green is totals per year and the average incidents per year. Shown in blue is severities and yellow is incident type. Bella Norte - Supplemental Traffic Analysis Page 4 of 10 Table 1. Summary Collision Data Intersection Total Collisions Severities Incident Type Tot Avg 2022 2023 2024 Inj Fat PDO SV Ang LT RE HO SS Oth Ped Bike Apache Trail Rd/Idaho Rd-SR 88 16 3.2 8 4 4 5 0 11 2 4 2 3 1 4 0 0 1 Junction Street/Idaho Rd-SR 88 3 1.0 1 1 0 0 1 2 0 1 1 0 1 0 0 0 0 Old West Highway/Idaho Rd-SR 88 40 13.3 10 17 13 9 0 31 2 13 5 3 2 10 5 0 0 Segment Total Collisions Severities Incident Type Tot Avg 2022 2023 2024 Inj Fat PDO SV Ang LT RE HO SS Oth Ped Bike Idaho Rd, Apache Trail to Junction 4 1.3 3 0 1 2 0 2 1 0 1 1 0 1 0 0 0 Idaho Rd, Junction to Old West Hwy 14 4.7 9 3 2 2 0 12 1 7 3 2 0 1 0 0 0 - Tot: Total collisions in 3-year period. - Avg: Average collisions per year. - Inj: Collisions involving injuries. - Fat: Collisions involving a fatality. - PDO: Property damage only collisions. - SV: A single vehicle incident usually involves a vehicle running off the road, hitting a fixed object, or colliding with a parked vehicle. - Ang: An angled incident involving a left or right-turning vehicle colliding with another vehicle traveling through an intersection or driveway. - LT: A left turning vehicle collides with a through vehicle in an intersection or driveway approach. - RE: A rear end collision that occurs when a closely following vehicle strikes a proceeding stopped or turning vehicle. - HO: A vehicle in an opposing lane crosses centerline resulting in a collision with an oncoming vehicle. - SS: A vehicle swipes the side of another vehicle traveling in the same or opposite direction. - Other: Typically addresses incidents that are not defined by the primary categories noted prior. - Ped: Refers to an incident involving one or more pedestrians. - Bike: Refers to an incident involving one or more bicyclists. Rationale for further analyses is highlighted when a high density of collisions is noted at a location or along a roadway segment. A standard industry practice is to perform further analyses for a minor intersection or road segment experiencing more than 5 collisions per year; this is typical of local roads and collectors. A major intersection or road segment, typically an arterial or highway, is reviewed when experiencing more than 10 collisions per year. Per the consideration note above, only the intersection at Old West Highway and Idaho Road has collision experiences that exceeds an average of 10 incidents per year. The other intersections and road segments of focus do not have collision densities that surpass general thresholds. This is not to say that the collisions noted are not important to the city; it is a way to affirm collisions do not exceed what is typical and expected along roadways. The next steps are to compare conditions with a comparable location, to assess whether this density of incidents is unusual for Old West Highway, and to further examine severity conditions. The Ironwood Drive junction with Old West Highway is a comparable location west of Idaho Road. By comparable, this intersection is also signalized, has similar lane geometry and signal phasing, and has comparable traffic volumes; both intersections support approximately 22,000 entering vehicles per day. Collision data was collected for the 2022 to 2024 timeframe at the Ironwood Drive / Old West Highway intersection. ADOT histories indicates a total of 58 collisions occurred over three years at a consistent rate of about 19 collisions per year, and with a high injury rate (38% at 22 of 58 incidents). Given comparable conditions, the number of incidents at this location exceeds those occurring at Idaho Road Bella Norte - Supplemental Traffic Analysis Page 5 of 10 / Old West Highway, and with a lower injury rate (25% at 10 of 40 incidents). The Idaho Road / Old West Highway intersection does not experience a collision or injury rate that exceeds those of a comparable intersection along the route. A review of severities is performed to help confirm whether an unusual safety issue(s) is occurring at the intersection. There were 9 injury incidents and a fatality at the intersection; this represents a 25% casualty occurrence at this location. Even with a very unfortunate fatality, this is a low rate, leading to a likely conclusion of low speed and low impact incidents. A review of causal factors yields no conclusion, given lack of any consistent occurrences relating to incident type. Low severity issues with lack of causal factors confirm the conclusion that occurrences are not unusual; project trips are not likely to influence incidents at this location. One more item of note is the location of incidents, as shown to the right through illustration. There is a lack of collision density occurring along Idaho Road adjacent to the project. This would be the site access areas where generated trips could have the highest impact, at/near Approach A or Junction Road. Yet the conclusion is a lack of collisions for project trips to exasperate along Idaho Road; the project should not precipitate atypical changes in these conditions. Per the illustration, the highest concentration of road segment collisions occurs from Fry’s driveway extending south to Old Highway West; a function of turn movements accessing the shopping center. Project trips will primarily be directed through this area, not unusually impacting turning movements outside of those few trips working to access retail/commercial sites. LAND DEVELOPMENT SCENARIOS City officials contemplated the impact that different types of land use development would have on the area, as compared with the current proposal. To address this question, five land use scenarios were developed for review: the currently proposed three resident projects at currently proposed densities (less 52-units from the approved TIS), maximum density residential, commercial/shopping, general office, and healthcare. The traffic generated with each of these land use scenarios was determined using equations and rates provided by the Trip Generation Manual (12th Edition, ITE, 2025). Residential, Current Proposal and Maximum. The current proposal includes the development of 610 apartment/rental units (Bella Norte, Skyline, Future MF project). B-3 zoning (where the proposed Bella Norte and a Future MF project are located) allows residential densities of up to 40- units per acre, with a minimum required density of 13 units per acre. Based on area/acreage, the site could be developed with up to 1,228 units; double the total for the three projects, a unit count that exceeds the current proposal by 618 units. Trips were estimated using ITE Land Use Code 220 for Low-Rise Multifamily Housing, which addresses buildings of three-floors or less. Collision Location Illustration Bella Norte - Supplemental Traffic Analysis Page 6 of 10 Commercial/Retail. The site can support commercial development with allowances that includes most retail uses except for large “big-box stores” and “warehouse clubs” like Walmart and Costco. ITE Land Use Code 820 is a flexible application that addresses a wide range of retail development scenarios. This was used to address the commercial/retail development potential of the site. Building footprints tend to occupy between 20% and 30% of a site, the balance typically occupied by parking, drainage and utility areas, and landscaping. A total building area of 355,000 square- feet (sf) was assumed for the purpose of this scenario; this is over 25% of the total site area. General Office. An equivalent facility area was assumed for office, 355,000 sf. ITE Land Use 710 for Geneal Office Building was used to predict site traffic, a land use that reflects “legal, accounting, engineering, consulting, real estate, insurance, financial, or other professional services.” Medical. ITE Land Use Code 720 Medical-Dental office building describes where “facility or clinic with one more tenant that provide diagnoses and outpatient care on routine basis” are provided. A facility area of 355,000 sf was also assumed for this review. SCENARIO TRIP GENERATION Summary trip generation for each of the land use scenarios is shown with Table 2. Noted in light green is trip generation for the current land use proposal. Noted in light blue is the max-density residential, shopping center, general office, and medical office/health care trip generation forecasts. Trips are forecast for the AM and PM peak hours of the weekday. Table 2. Scenario Trip Generation Land Use Scenario AM Peak Hour Trips PM Peak Hour Trips In Out Total In Out Total Current Proposal, Apartments 54 172 226 186 114 300 Scenario One: Max Density Apartments 106 337 443 370 227 597 Scenario Two: Shopping Center 217 132 349 597 622 1,219 Scenario Three: General Office 367 51 418 61 322 383 Scenario Four: Medical Office/Healthcare 582 164 746 392 916 1,308 Conclusions drawn from a comparison of current versus potential trip generation totals are as follows: - Current Proposal. The current proposal for the three projects is the lowest trip generation proposal, compared with the other development scenarios/types permitted in this area. - Max Residential. The maximum residential scenario represents nearly a 100% increase in trip generation over the current proposal between the commute peak hours. - Shopping Center. The shopping center proposal represents a 260% increase in trips for the weekday with a range of 50% to 300% noted between the AM and PM peak hours, respectively. - General Office. The office AM peak hour is nearly 90% and PM peak hour is just over 30% higher than the residential proposal. - Medical Office/Healthcare. The AM and PM Peak hour traffic are about 300% and 400% higher, respectively, than residential proposal. Bella Norte - Supplemental Traffic Analysis Page 7 of 10 A review of trip generation confirms that other potential developments in zoning allowances result in trip generation that exceeded the current proposal; some very substantially. As capacity conditions are considered based on peak hour analyses, the impact of these trip gains is discussed with the next LOS analysis section. LOS ANALYSIS The supplemental analysis reviews levels of service (LOS) results for the Idaho Road intersections with Apache Trail, Junction Street, and Old West Highway as based upon the land use scenarios noted above; also, for three new site intersections on Idaho Road and Junction Street. The concept of Level of Service (LOS) uses qualitative measures that characterize operational conditions within the traffic stream. The individual Levels of Service are described by factors that include speed, travel time, freedom to maneuver, traffic interruptions, and comfort and convenience. Six Levels of Service are defined for each type of facility for which analysis procedures are available. They are given letter designations A through F. LOS is not a “grading system” where A is best, B is second best etc. Any comparison to school grading systems should be avoided. LOS A represents uninterrupted travel operations. A roadway operating at LOS A may also be over-engineered, where resources could have been allocated to higher priority areas. Because resources are always limited, LOS A is not ideal. LOS B represents reasonably free-flow travel operations, unaffected by the presence of other vehicles. A roadway operating at LOS B may be over-engineered, where resources could have been allocated to higher priority areas. LOS C represents stable travel operations and average speeds remain at or near free-flow conditions. This is an ideal LOS, requiring drivers to be vigilant for safety and representing appropriate infrastructure investment. LOS D represents travel operations that are acceptable. Speeds decrease and the roadway investment is serving an appropriate number of users. LOS E represents travel operations that are not acceptable to the city. Traffic is unstable, flow, speed, and maneuverability are limited. LOS E conditions must be mitigated with improvements that include traffic control measures, signal timing adjustments, or capacity improvements. LOS F represents travel operations that are forced flow or breakdown conditions in queued traffic. Stop-and-go travel with lengthy delays as vehicles shuffle through queues. Like LOS E, these conditions must be mitigated. The LOS analysis was prepared based on forecasts that were developed as follows: • Traffic counts from the original TIS were factored to address seasonal variations. Per the prior section, a 60% adjustment was used for Idaho Road, and 55% adjustment for Junction Street (approximate). Bella Norte - Supplemental Traffic Analysis Page 8 of 10 • Per the original TIS, a 3.5% growth factor was then applied to revised counts to generate year 2027 baseline (non-project) forecasts for the AM and PM peak hours. • Trips were assigned to the street and intersection system based on the distributions used with the approved TIS, this was repeated for all land use scenarios. • Additional traffic from the Wolff project was added in. • Assignments were combined repeatedly with baseline forecasts to generate with-project forecasts for each scenario. Elevated intersection traffic volumes have been attached via Excel spreadsheets. LOS calculations were performed based on the land use forecasts highlighted above. A summary of LOS is provided with Table 3 for the AM and PM peak hours. The LOS analysis was developed using Synchro Version 12 (Cubic, 2025). Shown in yellow is existing conditions (based on revised, exiting volumes), green represents LOS for the current proposal, and blue are the land use scenarios reviewed for this study. Summary LOS in Synchro can be provided in worksheets or the software platform upon request. Table 3. Summary LOS Intersection Location AM Peak Hour PM Peak Hour Exist Prop Max Retail Office Med Exist Prop Max Retail Office Med Apache Trail Rd/Idaho Rd-SR 88 D D D D D D D D D D D D Approach A/Idaho Rd-SR 88 NA B C B B C B B C F C F Junction Street/Idaho Rd-SR 88 B C C B C D NA C C F D F Old West Highway/Idaho Rd-SR 88 D D D D D D D D D E D F Fry’s Marketplace Dr/Junction St A B B B B C B B B E B D Outpost Rd/Junction St A A A B B B B B B B B B Winchester Rd/Junction St A A A A B A B B B B B B Exist – Existing Condition Prop – Current Development Proposal Max – Maximum Residential Scenario Retail – Shopping Center/Retail Scenario Office – Geneal Office Scenario Med – Medical Office/Health Care Scenario NA – Not applicable, not an intersection. The City and ADOT maintain a LOS D standard for intersections located on urban streets. Highlighted in red are LOS that do not meet standard. The existing conditions analysis indicates no LOS failures prevail at study intersections between the AM and PM peak hours by adding in Wolff, Skyline, Bella Norte and a Future MF project. Note that the existing conditions LOS were developed based on intersection volumes adjusted for seasonal variation. Please note that we the above graph looks at the “peak” stress test for these intersections. Other times of the day would exhibit LOS levels that are lower. The forecast analysis concludes that LOS are acceptable under most land use scenarios during peak hours with exception of the retail and medical/healthcare scenarios due to high trip generation potentials; deficiencies are again shown in red. Under these scenarios, the off-site intersection of Old West Highway/Idaho Road is forecast to function at LOS E under the retail scenario. Up to three proposed access are forecast to function at LOS E/F between during the PM peak hour. Bella Norte - Supplemental Traffic Analysis Page 9 of 10 The best overall LOS results are highlighted with the current project proposal; this is a result of reduced trip generation. In fact, by adding Wolff, Skyline, Bella Norte and a Future MF project, there are only minor LOS changes between the existing condition and current proposal condition during the AM peak hour, and there is no material change forecast during the PM peak hour. This confirms the conclusions in the original TIS that the project proposal has a minor impact on mobility conditions. Elements of note for the Synchro/LOS analysis include: - Signal split times were optimized with each land use scenario to represent how signals operate during peak hours in response to travel demands. - Two-stage gap allowances were used for the stopped approach of Approach A and Junction Street along Idaho Road due to availability of a two-way left-turn lane; a single vehicle queue was assumed as storage in the two-stage maneuver. NORTHBOUND U-TURN The northbound left-turn lane at the Apache Trail Road / Idaho Road intersection extends 200-feet to support turning and U-turn movements. This is sufficient to support between 8 to 9 vehicles dwelling within the stopped approach. The concern of council is whether this movement will experience a substantial queue issue as development occurs along Idaho Road. Fortunately, this is not expected to be the case. In the analysis, this was not predicted to be a high- use movement during peak hours; there are 15 to 20 peak hour vehicles currently using the lane during each peak hour. This would increase to a range of between 25 to 30 vehicles using the lane during each peak hour, respectively, under the forecast scenarios. Using Synchro, this results in an average queue condition of between 1 to 2 vehicles during each peak hour, with 2 to 3 vehicles for the 95th percentile demand condition during each peak hour. For context, average refers to queues that occur normally in a lane (or lanes) during the peak hour, a 95th percentile queue only occurs a few times during a peak hour. In all cases, average and 95th percentile queues are well below the available 8 to 9 vehicles of storage. LOS are favorable at the Approach A and Junction Street intersections with Idaho Road; thus, left turns can occur without traffic needing to use the Apache Trail Road / Idaho Road intersection for U- turns. However, to provide some assurance to council, a threshold analysis was performed to help vet when queues could be an issue for this movement. The traffic volumes within this lane were reviewed to help confirm when queued vehicles might exceed the available turn pocket. It was confirmed that a 95th percentile queue of more than 200-feet (8 to 9 vehicles) would occur with elevation of traffic to about 150-vehilces (+/-) during peak hours. This is well beyond the traffic forecasts presented with the initially accepted TIS and this subsequent analysis. This should provide assurances that lane capacity is available, even if a higher degree of site trips were to perform U-Turns over what has been expected by this analysis. SUMMARY OF RESULTS This memo provides a supplemental and informal analysis of travel demand scenarios contemplated in relation to the Wolff, Skyline, Bella Norte and a Future MF project. The analysis was built from the 88-North Apartments Traffic Impact Study (CivTech, 2022) approved by ADOT in November of 2022; Bella Norte - Supplemental Traffic Analysis Page 10 of 10 the projects are now noted as the Wolff, Bella Norte, Skyline and a Future MF project. The conclusions from the analysis are as follows: 1. The proposal represents a reduction of 52 units from the initially proposed TIS. 2. Seasonal travel demands impact Idaho Road (SR 88), December 2025 counts were noted to be about 55% higher than June 2022 counts during the AM peak hour and 60% higher during the PM peak hour. 3. While every accident is unfortunate, and fatalities tragic, the collision analysis does confirm that there are no unusual collisions issues occurring within the study area. Further, the project does not generate the levels of traffic anticipated to precipitate an issue, especially given no existing issues adjacent to the proposed development. 4. Four land use scenarios were reviewed as an alternative to the current land use proposal of 610-unts. A 1,288 max density residential, shopping center / retail center, general office, and medical office/health care, respectively were reviewed. The current proposal for the three residential projects (also adding in Wolff) results in trip generation that is 100% to 300% lower than other reviewed land use scenarios, and lower during peak AM and PM hours than the office scenario. Peak hour traffic volumes are between 30% to 300% lower under all land use scenarios. 5. LOS are most favorable with the proposed residential projects; the LOS D standard is met for all study Idaho Road intersections and Idaho Road and Junction Street approaches. In fact, there are only minor variations in LOS between the existing and current project proposal conditions. This indicates a reduction from 610 units to a lower unit count for the three projects would not cause notable reduction in LOS benefit. 6. Average and 95th percentile queue potentials in the northbound left-turn lane at Apache Trail Road/Idaho Road are not forecast to exceed three vehicles between peak hours, this includes left-turns and U-turns. Demands are not currently high, nor are they forecast to be high, with the accepted, original TIS or via this study (maximum use of 25-vehilces predicted). 95th percentile queues are not anticipated to surpass the 200-foot queue pocket until a demand of about 150 vehicles use the lane during peak hours. The conclusion of this study is confirmation of the original TIS, the projects can be developed without unacceptably impacting travel conditions within the City of Apache Junction. Please let us know if you have questions regarding this memorandum. Please note that a scoping and review process would be required with agencies, Apache Junction engineers and ADOT, if this study were to be finalized and submitted for formal review by agencies.