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Home My WebLink About2024 Transportation Master Plan Final NOT ADOPTED REFERENCE ONLY NOT ADOPTED CITY OF TWIN FALLCITY OF TWIN FALLS 1 �\ SERVING' TRANSPORTATION MASTER PLAN 2024 vi. © --— _ �• �-+ '_,. v _'may,' - et o - 4 r '1 a fir, { r ,tip r• *�� y N�- :. f � cis t r REFERENCE ONLY NOT ADOPTED CITY OF TWIN FALLS 10 �� +��`� �4v �oA �L� Qv =Quo SFRv1NG CITY OF TWIN FALLS TRANSPORTATION MASTER PLAN 2024 $g�pNAt FNC �S10NAL FN O��r G►ST /,y O��C. OENSF� 94 20415 04/18/2024 .��OF 1D '� vOs�T�OF C. RAND Uq D. CITY OF IN FALLS CITY OF TWIN FALLS PREPARED BY: 4f CivilScience TWIN FALLS TRANSPORTATION MASTER PLAN 2024 TABLE I CONTENTSCITY OF TWIN FALLS 01. BACKGROUND AND OVERVIEW........................1 Auxiliary Lane Requirements.....................................................................31 Historical Background 1 Intersection Pavement Functionality and ....................................................... Economic Background........................................................1 Configuration Guidelines.............................................31 Geographic Background....................................................1 Intersection Analysis.......................................................33 Transportation Master Plan Background.......................1 Pole Line Road & Blue Lakes Boulevard...............................................33 ExistingConditions.......................................................................................33 Public Involvement.............................................................1 Data Collection...............................................................................................34 02. EXISTING CONDITIONS.....................................2 VISSIM Model Calibration...........................................................................34 Existing City Strategic Plan...............................................2 Speed Limit Evaluation....................................................35 Existing City Comprehensive Plan 2 Traffic Calming and Complete Streets..........................35 Existing Roadway Classification ......................................3 Traffic Calming Measures...........................................................................35 Complete Streets........ Existing Standards and Policies.......................................3 Access Management Topography and Regional Considerations.....................4 05. .......................................41 Existing Traffic Signals.......................................................5 I.ACCESS MANAGEMENT PRINCIPLES............................ 41 A. Introduction 41 Twin Falls Travel Demand Model......................................5 B.Access Versus Mobility............................................................................41 Existing Roadway System.............................................................................5 C. Functional Classification.......................................................................42 Roadway Level of Service Analysis..................................5 D.Access Management Techniques........................................................43 Roadway Safety Analysis..............................................................................9 E. Benefits of Access Management.........................................................47 Pedestrian and Cyclist Accidents.............................................................13 II.ACCESS MANAGEMENT STATE-OF-THE-PRACTICE....48 Other Existing Conditions...............................................13 A. Introduction 48 ............................................................................................... Pedestrian Crosswalks.................................................................................13 B. Idaho Transportation Department(ITD)..........................................48 Sidewalk Discontinuity.................................................................................13 III. RECOMMENDED ACCESS Illumination......................................................................................................13 MANAGEMENT REQUIREMENTS....................................49 Traffic Impact Studies..................................................................................14 A. introduction...............................................................................................49 TruckRoutes....................................................................................................14 B.Access Provisions.....................................................................................49 Existing Bicycle Facilities............................................................................14 C. Intersection and Access Spacing........................................................49 Electrical Vehicle Charging Stations.......................................................14 D. Corner Clearance Requirements.........................................................49 03. FUTURE CONDITIONS.......................................17 E.Cross Access(Shared Access) Requirements.................................49 Coordination with the Comprehensive General Plan.17 F. Intersection Alignment/Offsets...........................................................50 Growth and Development...............................................17 G. On-Street Parking.....................................................................................50 H.Access Characteristics...........................................................................50 Model Development.....................................................................................20 I. Intersection Sight Distance....................................................................52 Model Calibration..........................................................................................20 J.Transit Improvements..............................................................................52 Model Results.................................................................................................24 K.Typical Street Cross Sections...............................................................52 04.System Plan....................................................29 IV.APPEALS PROCESS.......................................................54 Traffic Impact Studies......................................................29 06. Maintenance Plan ..........................................55 Purpose and Need........................................................................................29 pavement Management Program 55 General Requirements 29 """"""""""""""""" Study Area........................................................................................................30 Traffic Signal Management Program.............................56 Existing Background Information............................................................30 Street Illumination Management Program ..................57 Data Collection...............................................................................................30 ADA Ramp Management Program..................................57 Future Non-Site Traffic Forecast..............................................................30 Sidewalk Master Plan and CIP List.................................59 Development Trip Generation..................................................................30 Development Trip Distribution and Assignment...............................30 07. Capital Improvement Program.....................59 Study Horizon Years.....................................................................................30 Capital Improvement Plan..............................................59 Traffic Flow Diagrams...................................................................................30 CIP Cost Estimate Development..............................................................59 Capacity Analysis............................................................................................31 Capital Improvement Projects.......................................59 MitigationMeasures......................................................................................31 Site Plan Requirements...............................................................................31 08. Implementation Plan.....................................64 PREPARED BY: I TWIN�4S ��Cffllkieffe�� o TWIV TAI I S TRANSPORTATION,MASTER PI AN 707A TABLE I CONTENTS CITY OF TWIN FALLS Policies..............................................................................................................64 Appendix B: Capital Improvement Plan Estimates.....82 Financing..........................................................................................................64 Appendix C:Travel Demand Model................................92 Phasing..............................................................................................................64 Appendix D:Traffic Calming Toolbox...........................103 Appendix A: Figures..........................................................65 Appendix E: Public Involvement Meeting And Notes128 Figure 2-1: Existing Roadway Traffic Volumes.......................................6 Figure 4-14. Example of Surface Mounted Delineator Posts.........38 Figure 2-2: Existing Number of Lanes........................................................7 Figure 4-15. Example of a Lateral Shift..................................................38 Figure 2-3: LOS Letter Designation............................................................9 Figure 4-16. Example of a Speed Hump.................................................38 Figure 2-4: Existing Roadway Level of Service Twin Falls...............10 Figure 4-17. Example of a Speed Dip.......................................................39 Figure 2-5:Twin Falls Crashes by Severity per Year..........................10 Figure 4-18. Example of a Bulb-out/Neckdown..................................39 Figure 2-6:Crashes per Mile on Major Roadways...............................11 Figure 4-19. Example of a Dutch Intersection.....................................40 Figure 2-7:Crash Location Map..................................................................12 Figure 5-1 Competing functions of access and mobility.................42 Figure 2-8:City of Twin Falls Bicycle Facilities Map..........................16 Figure 5-2 Arterial Street............................................................................42 Figure 3-1 Future Land Use Map...............................................................18 Figure 5-3 Collector Street in Twin Falls................................................42 Figure 3-2 Proposed Metropolitan Planning Organization.............19 Figure 5-4 Local street.................................................................................43 Figure 3-3 Proposed Metropolitan Planning Organization.............21 Figure 5-5 Collector Access for Residential Lots Figure 3-4: Long Term Roadway Classification Map..........................22 Schematic Drawing...................................................................................45 Figure 3-5 Travel Demand Model TAZ Map...........................................23 Figure 5-6 Non-overlapping intersections(shown above)are Figure 3-6 Twin Falls TDM Percent Error...............................................24 preferred to overlapping intersections(shown below)..............46 Figure 3-7 Future 2040 Projected Traffic Volumes.............................25 Figure 5-7 Vehicle making an illegal left turn into a RIRO access46 Figure 3-8 Future 2027 Roadway LOS No-Build...................................27 Figure 5-8 A vehicle making a left turn out of a RIRO.....................46 Figure 3-9 Future 2040 Roadway LOS No-Build..................................28 Figure 5-9 A raised island enforces this RIRO access......................46 Figure 4-1: Intersection of Two Arterials...............................................32 Figure 5-10 A channelizing island and delineators enforce this Figure 4-2: Intersection of an Arterial and Collector Roadway....32 RIRO driveway............................................................................................46 Figure 4-3: Intersection of Two Collector Roadways........................33 Figure 5-11 The throat length shown here is long enough to avoid Figure 4-4: Intersection of a Collector and A Local Roadway.......33 conflicts from ingress and egress movements from interfering Figure 4-5:Alternative 3 Roadway Geometry......................................34 with parking and internal circulation................................................47 Figure 4-6:Alternative 3 Roadway Geometry 35 Figure 5-12 Sight distance to the right is obscured by g Y ....................................... Figure 4-7. Example of Speed Enforcement.........................................35 landscaping features...............................................................................47 Figure 5-13 Sight distance to the left is made difficult by the Figure 4-8. Example of a Driver Feedback Sign..................................36 curved road and the parts of the bridge structure.....................47 Figure 4-9. Example of Lane Striping......................................................36 Figure 5-14 On-street parking is permitted because of the Figure 4-10. Example of Signage..............................................................36 adjacent land use and the available cross section width.........50 Figure 4-11. Example of a Roundabout..................................................37 Figure 5-15 Recommended street and Right-of-Way Figure 4-12. Example of a Raised Median at an Intersection........37 cross sections............................................................................................53 Figure 4-13. Example of a Recessed Median at an Intersection...37 Table 2-1: Level of Service Descriptions and V/C Ratios....................8 Table 5-3:Access Provisions......................................................................49 Table 2-2: Roadway LOS Thresholds.........................................................8 Table 5-4:Access Management Spacing Recommendations.........49 Table 2-3:Crash Severity Definition..........................................................9 Table 5-5:Minimum Access Offset Requirements.............................50 Table 2-4:Twin Falls Crash Injury Level Summary(2011-2015)........9 Table 5-6:On-Street Parking Recommendations...............................50 Table 2-5:Twin Falls Crashes by Severity per Year............................10 Table 5-7 Driveway Widths and Curb Return Radii.............................51 Table 2-6:Worst Harmful Event Summary............................................10 Table 5-8 Change in Driveway Vertical Profile.....................................51 Table 2-7:Crashes by Functional Classification...................................11 Table 5-9 Recommended Driveway Throat Length (feet)...............52 Table 2-8:Crashes per Mile Summary.....................................................11 Table 6-1: Road Maintenance Schedule Costs.....................................56 Table 3-1 FHWA Percent Error Limit.........................................................24 Table 6-2:Traffic Signal Maintenance Schedule Costs.....................56 Table 3-2: Roadway LOS Thresholds.......................................................26 Table 6-3:Street Illumination Maintenance Schedule Costs.........57 Table 4-1:Criteria for Determining TIS Study Requirements.........29 Table 6-4:ADA Ramp Maintenance Schedule Costs.........................57 Table 4-2 Dimensions of Abbreviated Distances................................32 Table 6-5:ADA Ramp Locations,Quantities and Values.................58 Table 5-1:Access Spacing............................................................................48 Table 7-1:Capital Improvement Projects...............................................60 Table 5-2:Access Provisions......................................................................49 Table 8-1: Road Maintenance Schedule Costs.....................................64 PREPARED BY: T"NFAL45 ��CiviiScience U*_) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 CITY OF TWIN FALLS 01. BACKGROUND AND OVERVIEW Historical Background Transportation Master Plan Background The City of Twin Falls was founded in the early 1900s. Initially it was The purpose of this Transportation Master Plan is to assist the City a community that served the farmers and ranchers that irrigated in meeting its transportation challenges and goals. The previous and grazed the high desert Snake River Plain after the diversion Transportation Master Plan was developed in 2007 as an update to of water from the Snake River into a canal system. The economic the transportation section of the 1993/1994 Comprehensive Plan. base for the community continued as an agricultural community for This section of the Comprehensive Plan was reviewed in 2000 as many decades as agriculture grew in the Magic Valley. Over time well.The Transportation Master Plan will address a comprehensive Twin Falls developed into the central hub for many surrounding list of items which make up the overall transportation picture communities. The City's economy is still heavily dependent on for Twin Falls. Items addressed include, but were not limited to, agriculture and trade with surrounding communities. Recent existing and future traffic levels of service, a Capital Improvement growth in manufacturing and service industries has broadened the List, Road Classifications, Access Management, Cross Section economic reach which accelerated the population growth over the Standards, Bike Routes, Pedestrian Improvements, Lighting, past few decades. MPO Impacts, Maintenance Plan, Standards and Policies, and Economic Background Intersection Evaluation. The City's importance to the Southern Idaho area has grown over Public Involvement the past decades as it has become an economic and social hub for A major component in developing the Transportation Master the area. People come to Twin Falls regularly from throughout the Plan was the public involvement process. The Transportation Magic Valley and beyond into northern Nevada to purchase goods Master Planning effort was designed to not only involve planners, and services. According to the U.S. Census Bureau the population engineers, and administrators, but to include input from various estimate for 2018 for the Magic Valley was approximately 199,064 transportation communities and traffic generators. The Public residents. Twin Falls draws the surrounding communities for Involvement Process ranged from Community meetings with various shopping,entertainment,education, healthcare,and other services transportation related entities discussing a variety of transportation not currently available in many of the surrounding towns.The U.S. topics associated with the transportation plan.The City of Twin Falls Census Bureau Economic information regarding Total Retail Sales established a Transportation Advisory Committee consisting of per Capita for the City of Twin Falls from the year 2012 was$24,854.00. members of the community representing local businesses,entities, The Total Retail Sales per Capita of the Magic Valley, not including transportation interest groups, and City staff who met regularly to Twin Falls County, averages approximately $10,846.00. This data review and discuss items considered for the Transportation Master supports the notion that most of the regional population comes Plan. Presentations were also made at the County Fair where the to Twin Falls to do business and purchase goods and services. As public was provided the opportunity to comment regarding the the hub of the Magic Valley,the ability to access Twin Falls is critical transportation plan. Mobile surveys and a dedicated website to the continued economic growth in this region. The majority of were provided for the public to provide comments associated incomingtraffic accesses Twin Falls from US-93 including traffic from with the transportation system in Twin Falls. Public comment was Interstate 84. Efficient transportation into,through,and around the encouraged in the form of survey questions, comment forms, and City of Twin Falls has always been a key element to the economic community interest discussions.The inputfrom the public was used success of the City of Twin Falls. Efficient transportation in the City in the development of various sections of the Transportation Master of Twin Falls also benefits most of the regional population as well. Plan.Some of the more popular topics included: Geographic Background • Bike Path/Multi-Use Path System Surrounded by the Snake River Canyon to the north,and Rock Creek ' Sidewalks Canyon to the south and east,the City of Twin Falls has limited access ' Truck Routes in these locations.These geographic barriers restrict the amount of • Congestion on Blue Lakes and other Arterials accesses due to the expensive options required to increase access • Street Lighting such as major structures and/or large excavation work to provide • Transportation Facilities for New Developments access. The limited accesses create concentrated traffic locations leadingto congestion on some ofthe major corridors accessingTwin The public comment was presented to the Transportation Falls.Recentstudies have identified potential additional accesses by Advisory Committee and City staff. Through these presentations crossing these geographical barriers, but the associated exorbitant and associated discussions,strategies were developed to address costs have made it almost infeasible to build the accesses.The flat the issues within the Transportation Master Plan framework. terrain within the City of Twin Falls is beneficial for building and These issues are discussed in various parts of the Transportation constructing roads but makes the handling of storm water runoff Master Plan.A list of the public outreach and committee meeting more difficult. dates is found in the appendix of this document. PREPARED BY: T"NFAL45 ��CiviiScience U*-) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 CITY OF TWIN FALLS 02. EXISTING CONDITIONS Existing City Strategic Plan Existing City Comprehensive Plan The City of Twin Falls updated its Strategic Plan in March 2018 to create The existing City of Twin Falls Comprehensive Plan "Grow with Us" a vision for the future of Twin Falls. This plan is used to guide the was adopted on November 7,2016.This plan addresses many of the City representatives during the budgetary process as they implement issues associated with the rapid growth the City has experienced the various plans to achieve the vision generated in the Strategic over the past 15 years. A list of action items was presented for Plan. This plan is a living document that is reviewed and reported areas of development including Land Use, Community Design and on annually. The Strategic Plan is referenced in developing the Character, Housing, Economic Development, Parks and Recreation, Comprehensive Plan and the Master Transportation Plan. To assist Transportation,and Public Facilities and Services.The Comprehensive in this task the Strategic Plan provides 8 focus categories as follows: Plan is supported by the Strategic Plan, Master Transportation Plan, Airport Master Plan, and the Parks and Recreation Master • Healthy Community Plan. These plans provide guidance on the development of the ° Identifies initiatives for the City to improve the health and well- City and are used for the land use policies which are established being of the community. by the comprehensive plan. The Transportation section of the • Learning Community Comprehensive Plan had three goals: ° Promotes the fostering and improvementtoeducation,learning, . Transportation Goal 1: Address the development of public and training of the community. transportation system facilities and services as needed to meet • Secure Community demands and priorities including: ° Focuses on initiatives to improve the safety of the public ° Create a transit circulator that provides access to the visitor through education, training, building codes, transportation center, mall, CSI, Downtown, St. Luke's Hospital, and the system,and schools. industrial hub. • Accessible Community ° Develop transit service with connections to Greyhound, the ° Emphasizes maintaining, improving, and enhancing the local local circulator bus,and a shuttle to the airport. and regional transportation system including automotive ° Pursue a transit circulation and connection plan. transportation,air travel, bicycle facilities, pedestrian facilities, ° Identify potential public transportation pick up and drop off multi-modal transportation,and public transportation systems. locations matching need and demand. • Prosperous Community • Transportation Goal 2: Develop transit opportunities for ° Promotes initiatives to improve the economic condition of commuters from neighboring communities. the community through economic development, workforce ° Coordinate street,intersection,and transit stop improvements development, improved housing, revitalization of existing with regional transportation patterns to increase availability development, improved public services and tourism and access to public transit. enhancements. ° Evaluate changes in land use in the context of regional needs, • Responsible Community overall city welfare,and objectives as well as the desires of the ° Emphasis to improve the accountability and performance of surrounding neighborhoods. the local government and public services through improved . Transportation Goal3: Maintain clear and efficient connectivity communication, training, fiscal stewardship, leadership, forvehicles,pedestrians,andbicycletravel across the community. planning, and measurement of advancements made through ° Provide facilities and programs that support the safe planning efforts. 11walkability"and "bikeability"of the community. • Environmental Community ° Develop complete streets along major arterials to ensure ° Focuses on improving our environmental stewardship including vehicular, transit, bicycle, and pedestrian mobility throughout light and noise pollution, clean air and water, efficient and the City. Increase bicycle and pedestrian access between effective treatment of sewerand waste disposal,and protection neighborhoods and activity centers. and improvement of our local natural resources. ° Develop, adopt, and enforce appropriate street, bicycle, and • Internal Organization pedestrian facility standards to meet City needs. ° Promotes improving the quality of services to residents, ° Continually monitor and evaluate the road system to ensure industries, and businesses by focusing effort and attention that proposed and existing road designs will adequately meet on organization, communication, training, education, integrity, the demands of the community. ethics, stewardship, and resources. The "One City" concept is ° Convert one-way streets to two-way streets with parking. the keystone of the organizational development efforts. ° Investigate opportunities for accommodating differing modes See the City Strategic Plan for additional information and details. of travel within existing curb-to-curb widths. PREPARED BY: T"NFAL45 ��CiviiScienceU*_) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 EXISTING CONDITIONS II CITY OF TWIN FALLS ° Provide safe truck access into, around, and through by the City Engineer.Speed limits on collectors controlled by the the community. City typically have a speed limit of 35 mph. ° Develop a Trucking Access Plan to identify appropriate locations to reroute trucks that improve safety and support Minor Collector Street—Is a street which provides some mobility community design and function. and some access to private lots and provides connections between local streets,Major Collectors,and arterial streets.Minor See the City Comprehensive Plan for additional information Collectors are often located on quarter mile grids typically.Several and details. minor collector streets are found in Twin Falls. Minor Collectors have three-lane cross sections although some may currently have Existing Roadway Classitication a two-lane cross section. Some commercial, but predominantly The existing Arterial, Major Collector, and Minor Collector roadway local street access to minor collector streets is common,however, network has been traditionally distinguished by a mile, half mile, single family residential driveway access where vehicles need to and quarter mile spacing on a gridded network. Arterial roadways back onto the collector for access should not be allowed as these have traditionally been located at one-mile spacing.Major Collectors types of streets often have higher traffic volumes and higher have been located at half-mile spacing. Minor Collectors typically traffic speeds.Side entry garages or"flag lots"with private access located along a quarter-mile spacing.The Average Daily Traffic(ADT) lanes may access collectors as approved by the City Engineer. on streets will be used to classify Arterials, Major Collectors, and Speed limits on minor collectors controlled by the City typically Minor Collectors where it is unclear what the classification should have a speed limit of 25-35 mph. be. Local roadways generally fill in the gaps between the collectors. The existing roadway system can be seen on the Existing Roadway Local Street—Isastreetwhich providesfull accessto all adjacent Classification map in Figure 2-1. The Master Transportation Plan land use and usually provides a low level of mobility. Because will focus on improvements to the Arterial and Collector roadways of this,trips on local streets are typically short and usually are located within the City of Twin Falls Impact Area.A brief explanation between one lane use and the nearest collector street. Local of each roadway classification is described below: streets are typically wide enough for two-way travel and many • Highways—A Highway is a broad roadway designed for high have space for on-street parking. Speed limits on local streets traffic volumes combined with high-speed traffic. A Highway is are typically 25 mph. designed to carry traffic over long distances with relatively few Existing Standards and Policies stops. Highways are often operated and maintained by the State Department of Transportation in coordination with the local city The standards and policieswhich govern theTwin Falls transportation government where it passes through a city. system are in various documents. These documents include the • Arterial Street—Is a street which will typically have high mobility 2009 Twin Falls Master Transportation Plan, Manual of Uniform while offering little access to the adjacent land use. Because of Traffic Control Devices (MUTCD)" and "Institute of Transportation its high level of mobility and higher speeds, an arterial provides Engineers (ITE) Transportation Impact and Analysis Handbook, ITE connection between communities and is used for longer trips.All Trip Generation Manual,1993 Twin Falls Master Street Plan,the City of of the state-controlled roads in Twin Falls are considered arterial Twin Falls Engineering Department Standard Drawings,and the Title streets including US-30, US-93, and SH-74. Several other city- 10 Zoning and Subdivision Regulations.These standards and policies operated roads are classified by the City of Twin Falls as arterial address items such as right-of-way width,pavement structure,access streets (see most current edition of Master Transportation control,intersection separation,and alignment control. Plan). Most access to arterials should be provided at signalized intersections and some unsignalized public streets. Arterials Roadway Width and Structure typically have few, if any, private driveways. Speed limits on The required roadway width and structure are based on the existing arterials are typically 35 mph and higher.The low level of direct road classification system. Currently there are three roadway access and high speeds allow for good mobility on arterial streets. classifications, Local, Collector, and Arterial. The City of Twin Falls Standard DrawingTFSD-801 identifies the various street sections that • Major Collector Street—Is a street which provides some mobility are allowed within Twin Falls.The 2009 Transportation Master Plan and some accessto private lots and provides connections between also indicates roadway widths for the various street classifications local streets and arterial streets.Major Collectors are often used including the minimum right-of-way widths for each classification for moderate length trips within a community. Several major of roadway.The roadway structure is consistent with the directions collector streets are found in Twin Falls.Collectors havethree-lane indicated in the standard drawing. cross sections although some may currently have a two-lane cross section. Commercial access and residential local street access to Ali nment collector streets are common, however, single family residential The roadway alignment is controlled by the minimum amount of driveway access where vehicles need to back onto the collector centerline radius and tangent length allowed based on roadway is not allowed as these types of streets often have higher traffic classification. Section 10-12-3-13 of the Zoning and Subdivision volumes and higher traffic speeds. Side entry garages or "flag Regulations indicate the minimum requirements for the alignment. lots"with private access lanes may access collectors as approved Section 10-12-3-4 also addresses the grade limitations and vertical PREPARED BY: I T"NFAL45 ��CiviiScience U*_) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 EXISTING CONDITIONS CITY OF TWIN FALLS alignment controls.There are no set design speeds for the various The area known as the "Townsite" which is the area of Twin Falls road classifications to assist in the roadway design process. which is bounded on the north and south by Addison Avenue,and Kimberly Road;and which is bounded on the east and west by Blue Intersections Lakes Boulevard and Washington Street, presents geometric issues. Intersection constraints are located in Section 10-12-3-6 of the Zoning The angled roadway intersections at the boundary of this area and Subdivision Regulations.This includes angle limitation of no less present unique problems when trying to incorporate this geometry than 70 degrees,clear sight distance triangles of 100 feet, limitation into the grid roadway system that is found throughout the rest of on number of roads crossing at an intersection, intersection off-set the City of Twin Falls. In some instances,the resulting intersections limitations,and grade limitation for approaches into the intersection. create difficult and challenging driving conditions. Examples of Curb radius is addressed for intersections in the City of Twin Falls the resulting intersections are the 5 points intersections at Blue Standard Drawing No. TFSD-801 requiring a 20' curb radii for local Lakes and Addison Avenue, Blue Lakes and Kimberly Road,and the streets and 30'curb radii for collector and arterial streets. intersection of Washington Street and Addison Avenue. Access Control Another geographic consideration that comes into play is the Snake Access management is defined by the Transportation Research River Canyon which limits the crossing points from the Interstate into Board (TRB) as "the systematic control of the location, spacing, the City. Currently the Perrine Bridge is the only bridge across the design,and operation of driveways,median openings,interchanges, Snake River Canyon that provides direct access from the Interstate and street connections to the roadway" (TRB Access Management to the City of Twin Falls. There are other crossing points but none Manual, 2nd Edition, 2014). As traffic volumes and congestion of them are contained within the City of Twin Falls Impact Area.Any continue to grow on Twin Falls roads, it is important for Twin Falls disruption in traffic across this bridge causes majortraffic congestion engineers,planners,and decision makers to implement and enforce in the northern portion of the City and extending nearly into the sound transportation policies to maximize the capital investments center of Twin Falls. The Idaho Transportation Department has in transportation infrastructure. Currently the guidelines for access studied other potential crossing locations,but no plans ortimelines control are in the 1993 Street Plan which indicates the minimum are set for another crossing point at this time. Representatives of access guidelines for Arterial Streets. various local entities and transportation organizations recognize the impacts the traffic on US-93 and US-93 Alternate Route have on the In new land developments the City does not allow accesses on functionality of the City of Twin Falls Transportation System.These Arterial Streets except for street intersections. If a development entities are in the process of requesting the Idaho Transportation cannot achieve this the City tries to work with the developer to Department resume the efforts to provide another crossing of the minimize the access onto the arterial while providing access as Snake River Canyon. circumstances allow.For collector streets the City requires combined or shared approaches with side entry garages or"flag lots"to land The natural grading, and topography of the earth in and around developments or lots. The City also provides direction that cars Twin Falls is relatively flat with land grades less than 2% in most are not allowed to back into the collector road thus requiring a areas.This flat natural grading provides for good intersection slopes turnaround, side entry garage with an adequate backing space and sight distances but may present challenges from a drainage on the property on the individual lot. For residential roads the standpoint. The predominant silt soils also provide difficulty with access is not controlled other than proximity to an intersection or drainage. Intense rainstorm events and springtime runoff have property line. Residential lot access near an intersection is limited caused flooding events in several locations of the City. The spring to outside the sight triangle of the intersection or beyond 20 feet freeze thaw cycle combined with the soils and flat grading can also from the end of the curb radii, whichever is greater. The City of damage the paved surfaces. Street flooding also occurs due to Twin Falls Planning and Zoning code gives information on setbacks plugged,or partially plugged storm drain inlets during high intensity for construction along the city streets. Residential approaches are rainfall events, particularly in the fall and winter when fallen leaves limited to one approach per lot and all commercial approaches are tend to accumulate on the storm drain inlet grates. negotiated with the City Engineer. At- ades to the Topography and Regional Considerations tag portatiolnr�ysstem. At-gradead crossingspse corossi crossings challen provide most, but nlot The geography of Twin Falls provides some challenges for planning all, of the challenges.At-grade crossings which are closed for more a roadway network that provides connectivity to all areas of the than a minute or two can back traffic up into other intersections City. Rock Creek cuts diagonally across the City and limits roadway during peak flow hours.At-grade crossings on major traffic corridors connectivity due to the depth and width of thisfeature.In some areas including Blue Lakes Boulevard, Washington Street, Hankins Road, the creek has been crossed with bridges.These bridges provide the and Locust Street severely impact traffic flows. Other railroad necessary connectivity for the transportation system. Most areas crossings on major routes include Eastland Drive which has an at- have not been crossed which makes for a discontinuous roadway grade crossingfora service line and an underpass for the main track system in these instances. This situation exists for approximately accessing the City and communities to the west. This underpass one quarter of the City. This results in an increased demand on keeps traffic moving but has its own challenges including limited collector and arterial roadways that do provide crossing points. structure clearance height, restricted width at the underpass and PREPARED BY: I T"NFAL45 ��CiviiScienceU*-) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 EXISTING CONDITIONS CITY OF TWIN FALLS the low point of the roadway occurring below the overpass often • Falls Avenue: East-west roadway located just south of the resulting in flooding during high intensity rain events. College of Southern Idaho campus in Twin Falls.The roadway has a maximum cross-section of five lanes and was classified in the The City of Twin Falls operates and maintains many roads which tie previous TMP as an Arterial. into Twin Falls County roads as well as State Highways.Cooperation, • Addison Avenue:East-west roadway located in the middle of Twin communication, and future planning efforts between the City of Falls.West of Blue Lakes Boulevard,Addison Avenue is US-93.The Twin Falls and the various highway districts is imperative to keep roadway has a maximum cross-section of five lanes and was traffic flowing in a timely,safe,and efficient manner.Arterial Streets classified in the previous TMP as an Arterial east of Blue Lakes in Twin Falls often connect to roads operated and maintained by Boulevard,and as a State Highway west of Blue Lakes Boulevard. the Twin Falls Highway District.Some examples of the State Routes • Kimberly Road: East-west roadway located on the south side of which are part of the City of Twin Falls roadway system include US-93 Twin Falls also known as US-30. The roadway has a maximum (Blue Lakes Boulevard),US-93 Alternate Route(Pole Line Road), US- cross-section of five lanes and was classified in the previous TMP 30(Kimberly Road,Addison Avenue West,and the Second Avenues), as a State Highway. and SH-74(Shoshone Street and Washington Street South). The existing traffic volumes on the major roadways in Twin Falls Existing Traffic Signals are shown in Figure 2-1.The existing number of lanes on the major Higher traffic volume streets often use traffic signals in order roadways is indicated in Figure 2-2. to control the traffic flows. Most of the traffic signals are located on intersections of arterials with other arterials or with collector As shown in Figure 2-2 of the major roadways in Twin Falls are streets. There are a few exceptions where traffic flows at other inconsistent in roadway width and number of lanes. For example, intersections have merited a traffic signal. Currently there are 49 Eastland Drive changes frequently from a five-lane cross-section signalized intersections located within the City of Twin Falls.Twenty to smaller cross-sections, including a segment with a two-lane five of the signals are on State or US Highways. In addition to light cross-section.Such frequent changes may cause bottlenecks in the signalized intersections the City of Twin Falls also uses 4-way,3-way, roadway and adversely impact traffic. 2-way, and 1-way stop sign controlled intersections. The stop sign controlled intersections are found at intersections with lower daily Roadway Level of service Analysis traffic loads. These streets include collectors, and local streets. Level of service (LOS) is a complex concept for transportation Roundabout intersections are gaining popularity throughout the systems as it is dependent upon an estimation of demand (which nation and the City of Twin Falls now has 1 Roundabout on Fillmore can varyfrom day-to-day)and capacity(which is based on prevailing near the intersection with Blue Lakes Boulevard. roadway,traffic, and control conditions), both of which can be very difficult to precisely define. Capacity is essentially the amount of Twin Falls Travel Demand Model traffic that can theoretically be serviced by a road while LOS(often Existing Roadway System described as quality of service) defines under what operating The major roadways in and around Twin Falls are as follows: conditions this occurs(e.g.,the amount of congestion,queuing,etc.). Conditions where demand exceeds capacity are usually defined as • Blue Lakes Boulevard: North-south roadway connecting Twin LOS F (the worst), while conditions with near free-flow operations Falls to 1-84 to the north.The roadway is also known as US-93.The are LOS A (the best). In the United States, capacity and LOS are roadway has a standard cross-section of five lanes with up to 7 both defined based on extensive research by the Transportation lanes at intersections with other Arterial roads to accommodate Research Board (TRB)found in the Highway Capacity Manual(HCM). right turn bays and/or dual left turn bays. The roadway was The most recent edition of the HCM is the 6th edition, which was classified in the previous transportation master plan (TMP)as a used for this analysis. State Highway. • Pole Line Road: East-west roadway located on the north side While the capacity describes the theoretical limit of traffic on a road, of Twin Falls. The roadway has a maximum cross-section of six conditions at capacity(service flow rate E) are often very poor and lanes and west of Blue Lakes Boulevard is known as the US- most municipalities and agencies set a goal to achieve a better LOS. 93 Alterative Route bypassing thru traffic around the City. The The HCM 6th edition states that"For cost,environmental impact,and roadway was classified in the previous TMP as an Arterial. other reasons, roadways are not typically designed to provide LOS A • Washington Street: North-south roadway located on the west conditions during peak periods but instead to provide some lower side of Twin Falls. The roadway has a maximum cross-section LOS that balances individual travelers' desires against society's of four lanes with a median. The roadway was classified in the desires and financial resources."(Volume 1, pg.5-3). However,there previous TMP as an Arterial. is no universally accepted LOS standard.The HCM 6th Edition further • Eastland Drive: North-south roadway located on the east side of states that"...the appropriate LOS for a given system element in the Twin Falls.The roadway has a maximum cross-section of five lanes. community is a decision for local policy makers." (Volume 1, pg. The roadway was classified in the previous TMP as an Arterial. 5-3). According to the Institute of Transportation Engineers (ITE) Traffic Engineering Handbook(5th Edition,1999), "[f]or most design or planning purposes...service flow rates D or C are usually used PREPARED BY: I T"NFAL45 ��CiviiScience U*_) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 CONDITIONS II CITY OF EXISTING `WIN FALLS a E o > ]U- o M c -- m _ -0 III o a o n 3 c7 v C 1p v ' N .ti. OOT'T OTL 3 OOEE 06L ,v, c m ra U o 0 0` `o rl L � I NUIIII o O -2 � 3 LU U) o o _ PBOHSUNUBA o OOT,z 00£'£ OOb'£ 006'T OOb'T rn o O o 0 N � o v C OOz'S 8z9'T 8Z9'T SZ9'T - 0 0 0 0 o Z Oi „Ny N OJ � OOL'6 OOZ'9 000'9 009'Z o00'£T oos'zT g C] uelase3 000'ST 000'0i ;sea 0 6 .. o ' 0 0 o?; 000'I OSO'i � t Q o OOb'L o 0 c �+ ti o N o0 00 .. y N o °� p G 6 sM - c 2 OOb'L o 000'gz 0 o 008"' — N: o 000'0 ' w Oob'8 T OOT'L 005'S `, '�1 0 000'Oi o 0o0'z£ 000'££ 000,9E 000'sz yFo pro° �� £6Sf1 PJenl 8 ajej anl8 OOI'£ 000'Z c o N O OQO� I° 009,E 000'S t Off° C, z8E'T CO O 0 00£ OOb C, y OSL'T - titi o O OOZ'Z ^ o Taal; U016ui se bti �� sir oos'ET 000,0T O0L'8 008's eo liodn OS£'b 000'ST o o0b'ST o 009'TZ o 000'TZ 000'S 00£'T 000'T 0 0 oo' o N m o 058'i Os6'T o v o v o0 0 $ ti ^o 0 0 00 C, o N tD 006'S v7 0 E -. eAIJO M IAPUBJ ^ �^ 009 OoZ'£ 005,E o o aAUQ M IAPUeJE) ^ N U ^� (6 CL o p o 0 N OO ? O �rlo m O ) 73 e/N ung T96 3 OOLZ 1 C� 0 N W N cu O ' � M CITY OF TWIN FALLS PREPARED BY: avilscience <F SFRYING f� ,I TWIN FALLS TRANSPORTATION MASTER PLAN 2022 CONDITIONS II CITY OF EXISTING T IN FALLS p .. p CD ra �-� Q � U p- IYI � v, W N M 7 Ln I, Ln Q I AVA 1 7- W J ,--- � 3 r �.. to N C \ . fB J O i O z en � M � N n LU = T' 1V i fV TWIN FALLS PREPARED BY: 41 awiscience e `"° TWIN FALLS TRANSPORTATION MASTER PLAN 2022 EXISTING CONDITIONS II CITY OF TWIN FALLS because they ensure a more acceptable quality of service to facility accompanying range of v/c ratios for each LOS. Figure 2-3 provides a users:'(pg.95). For the Twin Falls Transportation Master Plan, LOS D visual representation and description of the LOS letter designation. or better was assumed to be an acceptable LOS. Roadway Capacities The volume-to-capacity (v/c) ratio can be calculated for a given The capacities for each of the existing roadways were estimated segment to estimate the traffic operations of a roadway. Roadway using HCM 6th edition methodologies. Roadway capacities and LOS capacities are complex and depend on variables such as number thresholds for each cross section are shown in Table 2-2. of lanes, access spacing,traffic signal timing and coordination,the proportion of left- and right-turns, pedestrian activity, and several other factors. , For purposes of the Twin Falls Transportation Master Plan, a v/c 1 ratio less than 0.75 was considered LOS "C" or better. A v/c ratio between 0.75 and 0.85 is considered to be LOS "D" Table 2-1 provides a brief description of each LOS letter designation and ther,1,. ': tl6 _.�,;;r " z - tv, Yi _ Table 2-1:Level of Service Descriptions and V/C Ratios ,-,;L -%6Description of Traffic Conditions Capacity _. Ratio •• - I _ —_ Extremely favorable progression and a very low level of control (intersection) delay. Individual users are virtually unaffected by others in the 0-0.30 traffic stream. Good progression and a low level of control 0.30- delay.The presence of other users in the traffic = �� stream becomes noticeable. 0.50 _A Fair progression and a moderate level of z 1 control delay.The operation of individual users 0.50- _ - • -�. becomes somewhat affected by interactions 0.75 with others in the traffic stream. - Marginal progression with relatively high levels of control delay. Operating conditions are 0.75-0.85 noticeable and more constrained. Poor progression with unacceptably high levels of control delay.Operating conditions are at or 0.85-1.00 near capacity. Unacceptable progression with forced or ,1.00 0 46* - ' a breakdown operating conditions. Source:Descriptions by Hales Engineering based on Highway Capacity Manual (HCM)6th edition methodology(Transportation Research Board,2016). Table 2-2:Roadway LOS Thresholds Level of Service ThresholdsClass - Functional Principal Arterial(7 Lanes) 18,900 31,500 47,250 53,550 63,000 Major Arterial(5 Lanes) 17,000 22,000 28,000 33,000 38,000 Major Collector(3 Lanes) 4,900 8,200 12,500 14,000 17,800 41416., ` Minor Collector(2 Lanes) 3,800 6,200 9,300 10,600 12,400 a, a PREPARED BY: T"NFAL45 ��Civiiscience U*-) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 EXISTING CONDITIONS II CITY OF TWIN FALLS Figure 2-3:LOS Letter Designation Figure 2-4. As is shown in Figure 2-4, the majority of collector and arterial routes currently experience LOS C or better conditions. LOS Segments with poor levels of service include segments of Blue Lakes Level of Service ) Boulevard, Falls Avenue,Addison Avenue and Washington Street. Roadway Safety Analysis Crash Injury Level Crash data were obtained from the Idaho Transportation Department (ITD). ITD maintains data for all roadway crashes statewide. All LOS A— Free Flow, Insignificant Delays available data were reviewed to assist in identifying safety concerns on Twin Falls roadways. Crash data presented in this report are protected under 23 USC 409. Crashes on Idaho roadways are recorded on the KABCO crash severity scale,as outlined in the Highway Safety Manual(HSM).The LOS B—Stable Flow, Minimum Delays severity level of a crash is based on the most severe injury caused by the crash.Crashes are assigned a severity of K,A, B, C,or 0,with K being the most severe.Other jurisdictions use a 1 through 5 scale T for crash severity,with 5 being the most severe. In general, "severe crashes" are "K" and "A" on the KABCO scale and 5 and 4 on the number scale.Definitions of each crash severity for both the KABCO LOS C—Stable Flow,Acceptable Delays and number crash severity scales are given in Table 2-3. Table 2-4 shows a summary of the crash injury level for all crashes that occurred in Twin Falls from 2011 through 2015.Duringthis period, there were a total of 1,947 crashes, including 170 severe crashes. Approximately half of the crashes were"No Injury/Property Damage LOS D—Approaching Unstable Flow,Tolerable Delays Only"crashes.Table 2-5 shows a summary of crashes by severity per year from 2011 to 2015.As shown in Table 2-5,more crashes occurred in 2015 than any other study year,with 439 total crashes.A graphical representation of this yearly crash data is shown in Figure 2-5. Worst Harmful Event LOS E—Unstable Flow, Significant Delays In Idaho, law enforcement officials determine certain "harmful events" for each crash to describe circumstances of the crash, including manner of collision.The officials choose one of the harmful events as the"worst harmful event"which was significant in the crash event.Table 2-6 shows a summary of the worst harmful event data. As shown, approximately one-quarter of the crashes were rear-end LOS F— Forced Flows, Excessive Delays crashes.Angle and head-on crashes were also significant in the data. Table 2-4:Twin Falls Crash Injury Level Summary(2011 2015) Table 2-3:Crash Severity Definition Crashes Severity i• K 5 Fatallnjury Fatallnjury K 5 75 0.3% A 4 Incapacitating Injury Incapacitating Injury A 4 165 8.5% B 3 Non-incapacitating Evident Injury Non-incapacitating Injury B 3 302 15.5% C 2 Possible Injury Possible Injury C 2 543 27.9% 0 1 No Injury/ Property Damage Only Property Damage Only 0 1 932 47.9% Source:Highway Safety Manual,1st Edition(2010) Total 1,947 Existing Level of Service The LOS for each roadway segment based on the v/c ratios calcu lated using recent counts and estimated roadway capacities is shown in PREPARED BY: I T"NFAL45 ��CiviiScienceU*_) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 CONDITIONS IIAd CITY OF EXISTING `WIN FALLS Figure 2-4:Existing Roadway Level of Service Twin Falls Table 2-5:Twin Falls Crashes by Severity per Year Canyon Rim Rd Teverity _ Ir Fatal Injury K 5 0 1 1 3 0 Incapacitating Injury A 4 47 36 22 38 22 - eLineRoa Non-incapacitating Injury B 3 58 56 51 57 80 ��,- •_ -`` _ + - - _7 -� Possible Injury C 2 93 113 108 99 130 f o Property Damage Only 0 1 169 226 164 166 207 _ ri s Total Falls Avenue % 1 Crashes 19% 22% •' '•~ 0 o _ K Table 2-6:Worst Harmful Event Summary w y` Addison Avenue H - 9ro $ of 3 South Park was n9ton o m Fatal Injury K 5 0 0 1 0 0 0 0 4 . $` Incapacitating Injury A 4 24 23 19 6 39 2 2 50 Orchard Drive Non-incapacitating Injury B 3 60 39 30 10 67 4 9 83 Possible Injury C 2 90 59 75 25 193 10 9 82 == % > ` Property Damage Only 0 1 167 107 108 71 255 31 50 143 '}- y f- W-A 3 ^ry - 3600 N Totali . i IL O r of Crashes 18% .r it 9r 1p JA Figure 2-5:Twin Falls Crashes by Severity per Year 3500N 3500N �_� ■ Crashes by Severity per Year y ,- 0 250 " 226 2-o 6L Legend ? -_� a 200 _ - All, �. ��S �,��, 164 166 LOS A-B L 3400 North f LOS C mN 150 13C - v IE7.0 - U LOS D o 108 99 LOS E-F a100 93 80 i� Twin Falls City Boundary E 5H 56 51 57 z Area of Impact(Study Area) 50 47 36 38 Existing Schools 22 22 0 1 ' 1 • 3' 0 • �s 2011 2012 2013 2014 2015 ,.�. WI Year --- ■K ■A B ■C ■O ��. CITY OF TWIN FALLS PREPARED BY: �Civdscience <F SEwvN°QE ,I TWIN FALLS TRANSPORTATION MASTER PLAN 2022 EXISTING CONDITIONS II CITY OF TWIN FALLS Crash Distribution by Functional Classification Figure 2-6:Crashes per Mile on Major Roadways Hales Engineering determined the crash distribution by roadway Blue Lakes Blvd functional classification. As shown in Table 2-7, from 2011 to 2015, Shoshone St arterial roadways in Twin Falls experienced approximately 70 percent Fillmore St of the City's crashes. Principal arterial(ITD Roads) and City arterial Addison Ave roadways experienced a similar number of crashes. Local and Washington St collector roadways also experienced a similar number of crashes. PolelineRd w Kimberly Rd Table 2-7:Crashes by Functional Classification 0! FaIlsAve Functional Class #of Crashes %of Crashes College Rd Locust St Principal Arterial 686 35% Eastland Dr City Arterial 644 33% Filer Ave Collector 318 16% o so so so 120 140 Local 299 15% — CRASHES PER MILE improve the safety at those locations.The following is a discussion TOTAL 1947 100% of each of the study areas: Hotspot Analysis Study Area 41: Eastland Drive/Addison Avenue Intersection The purpose of the hotspot analysis is to identify roadway segments Both Eastland Drive and Addison Avenue have five-lane cross- and intersections that are of high safety concern based on previous sections at this location. There are exclusive left-turn lanes on all crash history.Hales Engineering geospatially mapped the crash data approaches, and there's an exclusive southbound right-turn lane. to assist in this analysis.An online crash mapping service provided According to ITD, there were approximately 35 crashes at or close by ITD (http://gis.lhtac.org/safety/) was also used. A map showing to this intersection from 2011 2015.Many of these crashes occurred the location and crash severity of the crashes in Twin Falls from 2011 when a driver was turning left, resulting in a head-on or angle to 2015 is shown in Figure 2-7. turning crash. The contributing factor for many of these crashes is that a driver failed to yield. It is recommended that protected- Hales Engineering determined the number of crashes per mile for only phasing be used for the left turns at this intersection. It is several major roadways in Twin Falls. The length of the roadway anticipated that this will improve safety for those making a left turn was the length measured within City limits as determined by ITD. at the intersection. A summary of the crashes per mile for twelve major roadways is shown in Table 2-8.A graphical representation of the data is shown Study Area#2: Blue Lakes Boulevard,from Falls Avenue to North in Figure 2-6. College Road This half-mile long segment of Blue Lakes Boulevard has two Table 2-8:Crashes per Mile Summary through lanes in each direction and a middle two-way left-turn lane (TWLTL). There are approximately 32 accesses along this segment Blue Lakes Blvd 471 3.8 !751.0 23.9 to businesses and residential areas, giving the segment an access point density of 64 accesses per mile.There is no roadway shoulder Shoshone St 89 1.368.5 on either side of this segment of Blue Lakes Boulevard. Fillmore St 51 1.0 Addison Ave 196 41 47.8 According to ITD, there were approximately 150 crashes on this Washington St 230 5.0 46.0 segment of Blue Lakes Boulevard from 2011 2015. A little more than half of these crashes were rear-end crashes primarily due to Poleline Rd 127 3.3 38.5 drivers following too close behind the next vehicle and not paying Kimberly Rd 67 1.8 37.2 attention. Another large percentage of the crashes were angle or Falls Ave 136 4.5 30.2 turning crashes. College Rd 82 2.8 29.3 It is recommended that the city attempt to improve access Locust St 103 3.8 271 management along the corridor by consolidating and possibly Eastland Dr 108 4.2 25.7 restricting accesses. A possible access management mitigation Filer Ave 96 41 23.4 measure could be a raised median along certain sections of this study area.For example,Washington Street has a raised median that restricts accesses,and crash rates are relatively low alongthe corridor. Hales Engineering investigated several clusters of crashes to According to the HSM, it is anticipated that limiting access points determine common trends in the cause or manner of the crashes. would decrease crashes up to 25 percent. It is also recommended By doing so, specific mitigation measures are recommended to that the city install driver feedback signs to alert drivers when they PREPARED BY: I T"NFAL45 ��CivilScienceU*_) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 CONDITIONS II CITY OF EXISTING `WIN FALLS in o - .1�i' `f 6 � �NN O N > M N a, z S z Ln f E f f c I I I I w y U y > • v =o J u u) ° • in U LL a 3 WEE r v `m z U QNURH - 1 OH • co Alp O 8 1 0 0 0 _ •� 6 a L �Qp e3 O•' • • 3 00 LE •. 8 b pg b Q O 0 O • 000 0 0 poog ° 0 o O 8 p oo + 0* 0 ' W 00 6S enlno8 aIe�anI 0 • 0 ® p • a Oa ° O 0' °•' . ° ' • 00 •. ;r O •s O 'o ° w O Epp p • •0 .p peomyjodji d��g uH}f5uiyse • Q � 0 1i°• O N p O V lJ' 00 ° 0 Og m • 4 anud nnalApueJC) ° O O ' anua m IApueJE) ry E O ' O l c O / � u O J eM QHS 3 OOLZ N rC V n N O � M Vl TWIN FALLS PREPARED BY: �AP?Ire y � Roviiscience TWIN FALLS TRANSPORTATION MASTER PLAN 2022 EXISTING CONDITIONS II CITY OF TWIN FALLS are driving too fast on the roadway.According to the HSM, doing so ADA standards dictate slopes of sidewalks,cross slopes,ramp slopes, will decrease the number of crashes by over 40 percent. turning areas, as well as other items. The national ADA standards are updated from time to time and ramps that were once compliant Study Area#3:Washington Street,from Addison Avenue to may become non-compliant to the new revisions. The City of Twin Shoup Avenue Falls has many sidewalks and pedestrian ramps that fall under this This 700-foot long segment of Washington Street has a five-lane code. The City of Twin Falls has the need for an estimated 6,639 cross-section,with two through lanes in each direction and left-turn ADA ramps.This is assuming each intersection has 8 ADA ramps at lanes atthe Addison Avenue and Shoup Avenue intersections.There a four-way intersection. It also assumes that a "T" intersection will are approximately 10 accesses along this segment to businesses have 2 ADA ramps. It is also estimated that approximately 239 street and residential lots, giving the segment an access point density of corners have no ADA ramp at all. Some of the existing ADA ramps approximately 75 accesses per mile. do not meet current ADA standards in one way or another. New developments are required to construct ADA ramps and sidewalks According to ITD, approximately 40 crashes occurred on this to the most current standards. Once the development has been segment from 2011-2015.Angle crashes and rear-end crashes make accepted by the City the ramps and other items in the right-of-way up approximately 40 percent of the total number of crashes each. become the property of the City.These existing ADA ramps become A significant number of angle crashes occurred when vehicles tried the burden of the City for upkeep and maintenance. turning left out of the gas station on the west side of the roadway. It appears that two out of three accesses to the gas station are Sidewalk Discontinuity striped as right-in right-out(RIRO)accesses.It is recommended that The City of Twin Falls has an extensive sidewalk system.The sidewalks the city improve access management at this location by restricting provide important routes for pedestrian travel and connectivity with movements at some of the accesses. educational, recreational, government and commercial facilities. This existing sidewalk system lacks connectivity in various locations Pedestrian and Cyclist Accidents of Twin Falls impacting the ability for pedestrians to safely travel The crash data from 2011 2015 indicates there were 101 recorded across and through Twin Falls. To assist with connectivity, modern vehicular accidents involving either pedestrians or cyclists. Of the subdivision developments are required to construct sidewalks, 101 accidents 56%involved cyclists while 44%involved pedestrians. curb & gutter, and other improvements on streets within their Of all the recorded accidents involving cyclists or pedestrians 56% developments as well as on existing streets that are adjacent to the of the accidents were located at intersections.2 of the 101 recorded developments. However, this process fails to address the sidewalk accidents were fatalities. Each of the fatalities involved pedestrians needs within previously developed sections of Twin Falls.There have crossing at mid-block locations on streets. 27 of the accidents been several developments, throughout the past, which were not resulted in a Class A Injury, 37 of the accidents resulted in a Class required to construct some of the hard surface improvements that B injury, and 35 of the accidents resulted in a Class C injury. The arestandard in the current planning and zoning code.Forthisreason, data further revealed that of the 101 recorded accidents over the many of the streets in Twin Falls have a discontinuity when it comes 5-year period 47% of the accidents were the result of a Failure to to sidewalks and pedestrian improvements.One example would be Yield and 17% of the accidents were due to Inattentive Behavior. the south end of Blue Lakes Boulevard. Blue Lakes Boulevard has The data did not reveal whether the inattention or failure to yield areas where sidewalk has been installed and other areas where was on the part of the driver of the vehicle or of the pedestrian or there is no sidewalk along the street.This occurs in residential and cyclist. With a fair number of the accidents being due to crossing commercial land adjacent to Blue Lakes.This is just one example of at mid-block locations where no legal crossing exists it may be many throughout the City.This problem seems to be most prevalent reasonably assumed that each of the modes of transportation had in the older areas of town. Because the land is developed in these guilty parties who either failed to yield or were inattentive in their areas the burden of providing pedestrian continuity falls on the City. activities.Of the data available there were no other clear-cut causes The City has developed a Sidewalk Master Plan and Sidewalk CIP List for the accidents or locations where the accidents occurred. Local, to help resolve these issues.The Sidewalk Master Plan and CIP List Collector,and Arterial streets all accounted for a similar share of the is contained on the City of Twin Falls Website. accidents resulting in injuries. The largest single factor appeared to be failure to obey or pay attention to existing traffic laws. It is Illumination apparent that the best use of resources in reducing accidents with The City of Twin Falls currently has 1,119 streetlights and has cyclists and pedestrians may be educational efforts which reinforce plans for replacingthe existing lights atthe rate of approximately the driver, cyclist, and pedestrian knowledge of the existing traffic 9 lights per year. The regulations for the City of Twin Falls laws and the dangers of not paying attention to surroundings while regarding street illumination for new subdivisions are contained in a traffic corridor within the Planning and Zoning Code (see section 10-12-4-2-N). At this time the requirement for new subdivisions is that each Other EXisting Conditions intersection be illuminated. Arterial street light installation is Pedestrian Crosswalks not designated separately in this code resulting in many arterial The Americans with Disabilities Act, ADA, requires that publicly streets lacking lighting. accessible pedestrian pathways meet certain requirements. These PREPARED BY: I T"NFAL45 ��CiviiScience U*_) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 EXISTING CONDITIONS II CITY OF TWIN FALLS Traffic Impact Studies by the trucking firms participating in discussions are shown below: Traffic Impact Studies (TIS), can provide important information . Pole Line Road has become a heavily used traffic corridor for regardingthe impacta developmentwill have on streets surrounding local traffic which makes travel slow and difficult at times. a proposed development. Traffic Impact Studies currently are not . In order to transition from Blue Lakes Boulevard to Washington required by planning and zoning code for new developments.They Street,the trucks are required to transition across several busy are, at times, requested for subdivisions and other developments lanes of traffic in order to turn left onto Washington Street from at the discretion of the City Planning and Zoning Department and pole Line Road. The trucking companies say this is a difficult Engineering Department staff. City staff members generally make and dangerous maneuver given the high traffic loading on Pole the determination requiring a TIS after the Pre-Application Meeting. Line Road. The Pre-Application Meeting is part of the process required for new . Washington Street has a high number of signalized intersections. developments. The Idaho Transportation Department may also This produces a lot of start and stops for the trucks which causes require a TIS for developments along State Highways located within a lot of wear and tear on the trucks.The signalized intersections the City Limits. City code requiring a TIS will help the City keep up also increase the amount of time to cover similar distances on with required improvements as development spurs growth and Blue Lakes Boulevard. increased traffic.This change in City Code should be carefully studied prior to code implementation. Consideration needs to be made for • Trucking firms have shown interest in using an alternate truck the size of the development property,type of development,existing route that includes Eastland Drive.This would be on the condition street classifications adjacent to the development, and known that Eastland Drive is modified to a constant number of lanes traffic issues for streets surrounding the development. between Pole Line Road and Kimberly Road without increasing the number of signalized intersections. Truck Routes Streets with heavy truck traffic require stronger road ballast and Existing Bicycle Facilities pavement sections than normal streets due to the increased number The City of Twin Falls has a variety of designations for bicycle use of EASLs associated with the truck traffic.The stronger road ballast facilities within the City Limits.Bike Lanes are designated lanes striped and pavement required to accommodate truck traffic is expensive on the asphalt of existing roadways. Bike Routes are roadways that to construct and maintain.To be fiscally responsible to its citizens, are designated as a bike route but do not have a bike lane painted the City of Twin Falls has identified routes to be constructed with on the asphalt. Multi-use Paths are pathways which are designated a stronger ballast and pavement section and encourages trucking for the combined use of bicycles and pedestrians. Multi-use Paths firms to use these routes. These routes are also selected to help are commonly separated from the roadways by landscaping and at relieve some of the traffic burden from Blue Lakes Boulevard. Blue times are far removed from roadways. One such Multi-use Path is Lakes Boulevard is currently suffering from a less than desirable the pathway along the Snake River Canyon. The designations and LOS due to the number of vehicles which use it daily.Trucking firms number of miles for each type of bicycle use pathway are as follows: like using Blue Lakes Boulevard to pass through the City of Twin Falls because it is a direct route through town with no turns and Bike Lanes 11.5 Miles minimum lane changes until they reach the southern end of town Bike Routes 3.5 Miles where they can proceed to their destinations on the south side of Multi-use Path 16.50 Miles town or further south through Nevada. NE 110 Currently the City of Twin Falls has encouraged truck traffic to use The bike routes provide an important travel lane dedicated for the 129k route connecting Highway 93 on the north end of town to the use of bicycles. Many of the bike routes and paths are not Pole Line Road then to Washington Street,then to 6th Avenue,then interconnected which creates a disjointed bicycle travel system. Shoshone Street proceeding south to Washington Street South. The discontinuity makes it difficult for cyclists to travel from one These streets have been upgraded significantly in the past to allow part of town to another within a designated bike area.The City has them to handle the heavy loads imposed by large trucks. Meetings received a substantial amount of comments from citizens desiring with various trucking companies and truck traffic generating connectivity between the existing bike routes during the public companies indicated concerns with this route and the recent involvement portion of this study.The City has been involved in the developments along this route including large commercial and planning process for future bike routes throughout the City which educational developments and the associated increase in traffic will create connectivity loops with the existing routes. The Draft and signalized intersection.Some companies have elected to route Bicycle Facilities Map is shown in Figure 2-8. their truck traffic onto Blue Lakes Boulevard rather than along this route due to these concerns. Electrical Vehicle Charging Stations Electric vehicles are gaining in popularity and the City of Twin Outreach to a group of trucking firms has provided insight into the Falls currently has 5 geographic locations where electrical vehicles issue. The trucking firms have shown interest in cooperating with can be charged. Of these 5 locations only 3 of the locations are the City by providing feedback regarding usage of the suggested available to the general public. Of the 3 charging stations available truck route and use of Blue Lakes Boulevard.The issues presented to the general public only 1 charging station is for use with vehicles PREPARED BY: T"NFAL45 ��CiviiScience U*_) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 EXISTING CONDITIONS II CITY OF TWIN FALLS other than Testa vehicles.The charging stations use the J1772 style electrical connectors.The location and other details of the charging stations are listed below: • College of Southern Idaho—Applied Tech&Innovation Center ° 2-364 N.College Rd.Twin Falls, Idaho ° Hours of Operation-24 ° Number of Charging Units(1)—J1772 Connector(Public Use) • Twin Falls Visitor Center—Testa Supercharger ° 2015 Neilsen Point Pl.Twin Falls, Idaho ° Hours of operation-24 ° Number of Charging Units(8)—J1772 Fast Charge Connectors (TESLA use only, available to the general public) Charging Station Information found on EVSTATIONSLOCAL.COM PREPARED BY: T"NFAL45 ��Civiiscience U00 ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 CONDITIONS I I CITY OF EXISTING TWIN FALLS a MII ---- --- 00 3 M g a j Q All II msv a o f a 3 c I j "� I t ?I ' m ------ ----- ------- ----- ------ coi ---- - �_ - - - - - - - 300E £ 3�i"n 1 T is sae t = m I x N = � e 1 m mg da r7 J 1— a m m T I - Xmo a m = m T x m 9 W L m a b m a n n m m m I N w i ------ob ....... .... _ I - a 300,7E 1-4 p — 1............... 1 ' .- - co OOZE - 300T£ -. -BEEN 3 ; U. ■ a y • �� VOOOF / -- Cc ` U. g ......... e r14 L • o e o L p 006Z 3006,7 L _ ro .} 3008Z- — -- - - 3008Z m ��• / p - T . � * IJ 1 \\\\ \ _i------- 911 — — — — — — —---- - LI. ...... ........ _ 1 — — — — — - - -- =1 - - - - — — 300L,7 ap o.. o / / o 0 0 0 0 0 0 0 \\\\ Clo+ o 0 0 0 0 0 0 o n V � M s� / M M D coM M M M ao lo \\\ \\ 3009,7 _ _ n ,I LL- Twi�v Fn�i,� PREPARED BY: avilscience <F SEwvMm f� ,I TWIN FALLS TRANSPORTATION MASTER PLAN 2022 Fffff CITY OF TWIN FALLS 03. FUTURE CONDITIONS Coordination with the Comprehensive The City of Twin Falls has a goal for achieving a LOS of C for all General Plan roads within the City Limits.The exception to this goal is Blue Lakes Boulevard which has a goal LOS of D. The Comprehensive Plan for the City of Twin Falls provides the local government with important information regarding the direction Metropolitan Planning Considerations of growth that is foreseen for the community. Many community The City of Twin Falls is likely to reach the population threshold stakeholders were sought out for their input regarding the future required for designation as a Metropolitan Planning Area(MPA)prior development and growth of the City. The current comprehensive to the nextcensus scheduled for202O.The U.S.Census Bureau makes plan titled "Grow with Us"was adopted on November 7,2016. this designation when Urbanized Areas reach a threshold of 50,000 residents or more.This designation is only made during a decennial The major facets of the Comprehensive General Plan include census and is based on specific thresholds. Based on U.S. Census Land Use, Community Design and Character, Housing, Economic Bureau information already presented in this document the City of Development, Parks and Recreation, Transportation, and Twin Falls should reach a population of 50,000 residents prior to Public Facilities and Services. Each of these facets have an 2019.This is assuming growth rates have not taken a downward turn important impact on the Transportation Master Plan. Each since the last population growth estimate was made for Twin Falls must be accounted for when planning how the City's future by the U.S. Census Bureau for the year 2017. In 2018 the U.S. Census transportation system will function to give the best benefit Bureau listed Idaho as the fastest growing state in the nation with possible while considering the limitations in funding, available an annual growth rate of 2.2%.If,in the next Census,the population land,stakeholder entitlements, public opinion and input, readily threshold of 50,000 people is met the U.S. Census Bureau will, by available materials,and constructability. law, be required to designate the Urbanized Area in and around the City of Twin Falls as a Metropolitan Planning Organization (MPO). Figure 3-1 shows the planned land use based on the Comprehensive General Plan. This information was utilized in determining future The MPO is a transportation policymaking and planning body traffic demand models for the existing roadway system. The with representatives of local, state, and federal government modeling will provide information that will assist City officials in and transportation authorities. The members of the MPO can their decision-making process. Ideally this future modeling will consist of elected officials, state agencies, interest groups, private help policy makers to provide acceptable levels of service with sectors, federal agencies, transit operators, general public, and minimal impacts to the City's budget and resources. See the City local government agencies. The MPO provides local elected Comprehensive Plan for additional information and details. officials input into the planning and implementation of federal Growth and Deuelo ment transportation funds within the designated urban area. The MPO p provides policymaking, planning, coordination, and collaboration According to the U.S. Census Bureau, the population estimate for the area transportation and ensures that a comprehensive, for Twin Falls Idaho as of July 1, 2017 was 49,202 individuals. cooperative, and continuing process is used to ensure federal This number is up from 44,329 in 2010. This is an increase of spending on transportation related projects.The duties of an MPO 4,873 people and represents an average annual growth rate of include appropriately allocating the federal transportation funding, approximately 1.5% between 2010 and 2017. If this rate of growth regional transportation planning reflecting the region's shared continues, the population at the year 2020 is predicted to be future vision, comprehensive examination of the region's future approximately 51,450 individuals and roughly 60,000 people in and investment alternatives, and facilitates the collaboration of the year 2030. The population growth rate for the City of Twin governments, interested parties and residents. The core functions Falls is roughly double the annual rate of growth for the United of the MPO are establishing a setting for effective decision making; States which is approximately 0.79% between the years 2010 identifying and evaluating transportation improvement options; and 2017. developing, updating, and approving the various transportation plans;identifying performance measure targets and monitoring the Future Forecasts implemented projects to see if they are achieving the performance Future travel demand models were created for the years 2027 and targets;and involving the public in the process. 2040. These future models were based on the City of Twin Falls Comprehensive Plan and other population and employment data. A Typical MPO can consist of a Policy Board directing the MPO These models were used to develop a Capital Improvement List with input from various committees including a Citizens Advisory (CIP)for this Transportation Master Planning effort. The generated Committee,a Technical Advisory Committee,other special standing CIP list took various factors into account to achieve the Level of and ad hoc committees,and the MPO Professional Staff as indicated Service(LOS)goals while minimizing budget impacts. in Figure 3-2.The Policy Board is typically made up of local elected and appointed officials.The membership ofthe board is determined PREPARED BY: T"NFAL45 ��CiviiScienceU*_) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 UNEWFW CITY OF FUTURE CONDITION TWIN FALLS Figure 3-1 Future Land Use Map 9 POLE le Le Road —'� `a FALLS ORCHARD w — 'o �u O 9`P�9r 2Oo i "9a P� 11 IRPO 1 1 00000E�Miles Date: September 1,2016 Future Land Use Agriculture Downtown/High Density Residential + Mixed Use � Airport i Rural Residential Commercial � Industrial/Employment/Flex Natural Areas Town Neighborhoods Neighborhood Commercial + College of Southern Idaho(CSI) a City Utility Service Boundary PREPARED BY: � __. Page 18,ftiviiscience;o TWIN FALLS •.• • 12024 FUTURE CONDITIONS II CITY OF TWIN FALLS by agreement by the Governor and the local government units Committee meets regularly and is mostly comprised of staff level representing 75% of the metropolitan area population. The Board officials of local, state, and federal agencies.The Citizens Advisory develops the regional vision, establishes the regional policy, Committee is comprised of members ofthe public appointed bythe adopts the various transportation funding plans, and ensures the Board and local officials.This Committee acts in an advisory capacity decisions reflect the area resident concerns.The Technical Advisory on public participation strategies and meets regularly to review and Committee oversees the MPO technical work and develops project develop plans as well as assists in organizing and managing public recommendations and programs for the Board's consideration.This meetings and comments. Figure 3-2 Proposed Metropolitan Planning Organization TYPICAL MP4 STRUCTURE =JW MADE UP OF ROLES & RESPONSIBILITIES POLICY • Local Elected Officials • Develops a regional transportation vision BOARD • Appointed Officials • Establishes regional transportation policy • Modal Representatives • Adopts Plans and Programs (PB) • State/Federal Agencies • Funds the organization and manages MPO staff TECHNICAL • Advises the Policy Board on transportation issues ADVISORY • Local Agency Staff • Oversees technical work and develops recommenda- • Modal Staff tions on projects and programs C MMITTEE . State/Federal Staff • Recommends Plans and Programs to Policy Board (TAC) • Advises MPO staff ITIZENS • Interested Citizens • Advises the Policy Board and TAC ADVISORY • Interested Organizations . Helps to develop plans and identify projects COMMITTEE • Modal Advocates • Advises MPO staff on public participation strategies (CAC) • Community Leaders • Fosters interagency coordination IMP • Facilitates public input and feedback • Hired and managed by the • Provides technical information and support STAFF Policy Board • Prepares documents `. • Manages funding +.rww Oncethe City of Twin Falls is designated asan MPO,the City is qualified As previously stated,it is anticipated the 2020 Census will show the to plan funding from various sources. The primary source is from Twin Falls Urban Area population exceeding 50,000 citizens. After Federal Government funds with funding coming from other sources the census data is released and the Urbanized Area Designation such as State Government, Special Authorities, Local Assessment is completed in April 2022, then the Governor can designate the Districts,and local general fund contributions coming from property MPO Board and the MPO can proceed as early as December 2022. and sales taxes and impact fees.The major federal sources include In anticipation of the designation of the Urbanized Area in and Federal Highway Trust Fund and the Mass Transit Account of the around the City of Twin Falls as an MPO, the Idaho Transportation Trust Fund. The state and federal funds are administered through Department initiated an advance team consisting of the ITD Planning the Idaho Transportation Department.Federal funds cover 92.66%of Services Section, ITD District 4 Staff, Idaho MPO's, Federal Highway the project with a required 7.34%match from the local agencies.The Administration, Federal Transit Administration and LHTAC. This MPO funding for Idaho is allocated by ITD to each individual MPO team will provide professional services to assist in the operation, using an allocation formula based on population.The funding can planning,and building of the MPO.The final legal designation of an be used for road and bridge projects,safety improvement projects, MPO for the City will most likely not be finalized until the end of the public transportation,and transportation alternative projects. year 2022 and will include the involvement of the MPO Policy Board PREPARED BY: I TMNFALIS �s, ivilscience U-1*0 TWIN FALLS TRANSPORTATION MASTER PLAN 2024 FUTURE CONDITIONS II CITY OF TWIN FALLS in finalizing the MPO planning area.The anticipated MPO limits are The land use and socioeconomic information of Twin Falls was then indicated in Figure 3-3 which indicates the Cities of Twin Falls and updated in the model. This data is represented in travel demand Kimberly will be included in the MPO. modeling by traffic analysis zones (TAZs). The previous model for the 2009 TMP had 43 TAZs.The TAZs were updated and more were Designation as an MPO will bring about some changes to the way the added to provide a precise representation of the land use and City of Twin Falls approaches its transportation planning.The MPO is a socioeconomic conditions of Twin Falls.The new model now has 67 policymakingand planning body.Once the MPO is designated itwillbe TAZs, which are based off the 2010 census blocks.The TAZs are set "the"entity responsible for transportation planning in the designated up so that no major roadways or restricting land features divide a urbanized area.This TMP will provide the City of Twin Falls with the zone. In effect,the major roadways and land features run along the basis to integrate with the Metropolitan Planning Organization and boundaries of these TAZs. The TAZ boundaries are shown on the receive federal funds. The MPO will require a long-range plan to land use map in Figure 3-5.A summary of the socioeconomic data of be in place, modeling of transportation conditions both future and each TAZ for each analysis year is shown in the Appendix. existing, traffic counts, statistics, and estimated costs to construct the projects.This TMP provides for each of these items and will form The socioeconomic data for each TAZ was estimated based on the the foundation for further studies needed to qualify for federal funds previous travel demand model and 2010 census data. The census channeled through the MPO.The actual application process with an data, specifically, provided average income, number of dwelling MPO forfederal funding may require more detailed studies to address units, and population. The numbers were increased slightly to site specific issues not covered as part of the scope of this TMP estimate 2017 data to create a base-year model. Future conditions were estimated using land use information from the Twin Falls The MPO planning process, at a minimum,will require cooperation Comprehensive Plan. A list of future developments was also taken between the City of Twin Falls,the Twin Falls Highway District,Twin into consideration when estimating future conditions. Future Falls County, the City of Kimberly, and the Idaho Transportation scenarios were developed for the years 2027 and 2040. Department. Cooperation will be required to achieve a fair and equitable distribution of federal funding and resources between the The travel demand model was confined mainly to Twin Falls city various transportation groups involved. limits.There were 21 external stations placed in the model to show vehicles coming in and out of the Twin Falls roadway network.The 2027 and 2040 No Build Level of Service following are the locations of the external stations: Level of Service(LOS)models and Travel Demand models were builtfor . 3300 East,south of Orchard Drive 2027 and 2040 based on predicted population growth.These models . 3400 East,south of Addison Avenue were built with the assumption that none of the roadways would be . 3400 North,east of Blue Lakes Boulevard widened or had changes made to the lane widths, painted lanes, or other factors that would lead to modified traffic flow capacities. • 3400 North,west of 2700 East • 3500 North,west of 2700 East Model Development • 3600 North,east of Eastland Drive A travel demand model was developed for the Twin Falls TMP to • 3600 North,west of 2700 East estimate future traffic volumes for the years 2027 and 2040. The • 4000 North,west of 2700 East model was built using a travel forecasting software package called . Addison Avenue,east of 3400 East Quick Response System (QRS) II. The software comes with the . Addison Avenue,west of 2700 East General Network Editor (GNE) software, which allows the user to , glue Lakes Boulevard, north of Bridgeview Boulevard build a roadway network and assign land uses to the area. QRS II is then used to run the model and produce the projected traffic ' Blue Lakes Boulevard,south of 3400 North volumes. The QRS II model built for the 2009 Twin Falls TMP was • Eastland Drive,south of 3600 North used as a starting point for the latest model. • Falls Avenue,east of 3400 East • Grandview,south of 3400 North The development of the model began with updating the roadway • Hankins Road,south of Orchard Drive network. Roadway links in GNE were updated to reflect the existing . Kimberly Road,east of 3300 East roadway network in Twin Falls.Aerial photos and knowledge of the . Orchard Drive,east of 3300 East area were used to model the correct roadway alignments, widths, . Orchard Drive,west of 2700 East and speeds.Intersection characteristics such as intersection control were also included in the nodes of the model.The model was drawn ' Pole Line Road,west of Sun Way in GNE over an aerial photograph to ensure that the roadways and • South Park Avenue,west of 2700 East intersections were spaced accurately. The Long Term Roadway Classification Map seen in Figure 3-4 was also used in model Model Calibration development and will be used for all future land planning decisions Once the existing (2017) travel demand model was built, it was regarding roadway classifications. calibrated so that the output matched closely with recent traffic volumes in Twin Falls.The traffic volumes were collected throughout PREPARED BY: I T"NFAL45 ��CiviiScience U*_) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 FUTURE CONDITIONS II CITY OF `WIN FALLS Figure 3-3 Proposed Metropolitan Planning Organization EJ I_MA�G AL 7 P N PLANNIN R ANIZATI IC V ALL METRO OLITA G O G ON N PROPOSED PLANNING AREA qI/ON OE January 23rd,2018 EDEN 7 9 so so $ J1, 2 30 r {S_______. __s____..__ '� �_ 11 I 4 10 l:r 12 Q I JL____�77�-- ---- KIMBERLY 30 I 13 6 Twin Falls 2016 Population Estimates Legend Tract PO ulawn Tract Population Eisenhower Interstate System 2 6,317 2 6,3176 3,060 6 3,060 Non-Interstate STRAHNET 7 12,414 7 12,414 8 5,953 8 5,953 Major STRAHNET Connector 9 5,132 9 5,132 Other NHS 10 9,138 10 9,138 11 3,728 11 3,728 - Intermodal Connector 12 7,914 12 7,91a 13,1 2,200 TOTAL 53,656 - MAP-21 Principal Arterial 13,2 1,36s ®TFMPO_201 OCensus_SmoothedUA 13,3 990 Al 13,4 2,010 OTFMPO_201OCensus_Tract 93 13,5 1,712 TFMPO_County Miles TOTAL 61,993 0 0.35 0.7 1.4 2.1 2.8 v of TWIN FALLS PREPARED BY: 8,1 OvdScience TWIN FALLS TRANSPORTATION MASTER PLAN 2022 FUTURE CONDITIONS II CITY OF TWIN FALLS w d � __ 300 - z q N o 0 MO N o v n 3 a t ----I 2I 300E 00££ •�[, '�[ AVI NlldWV6013 00 ''�¢l 4a ei �s�e = m m m m w w w u : m $ w a Uo- 0 0 o c o c • • _� - a m m y • • —•--II - - J — •m I i 300ZE Oil SMNNVH vo h W m - �� I AtlM M31M100tl3W 0 • �� Y •• W •.� #-.r:- P1I OOZE w w 3 oois / : 300TE r L Q o o V ................. .i.......{...... ...... .. O o w r z U) ww"0 o ..•. ... .... ... •{•• ... ... 1SVNoavw � a a m 0. _.— w _ae — • ■� � is lsnooi : ¢ Z•�•• / �Y 1 000E P I : a: : .; OAl8:3Ntl13M1ti9 I - 00Em 1 __—_ is 3aownld � � 5••• I ■ L_, ..... ....... 00) > rc 3 a > a >w a ls N slaavN z c � m � m o i a 0 LL a LL w m m n -� a � m : u o : m }+ O cc 006Z t- 3006Z j 0 1S NOlONIHSVIA ,aa laodaro N0—Aa Aatll7,W m V J V wI - - - - - - - - 0 --� a; �1ssNavas " ! — -- NOAN3N ' • ....�..... I, _ \ xea ru c . : G / as tllewmo0 lyNllatlW �• W' � {I 1S113.N3M ....�.r .�. .. ... ... .... ... 1 ra NO M31AONVL 21O APIAON19 3008Z N o - I o a zz p 0: AtlM NfIS .... ....... ...... • / m/ /•/ ... ...... • -..... .................. fqz AVM 3aISN3 0 3002 o� ra - - ---- 'aT%i.uT i - 300LZ - � I v N ti M D M M - M M M .� 3009Z ---- 3009Z A FX" PREPARED BY: �Civdscience <F TfavN�'Q� kdo TWIN FALLS TRANSPORTATION MASTER PLAN 2022 FUTURE CONDITIONS 3 POLE LINE ROAD 7F — — --=— �, r11 12 — - 0: 10 i1 24FALLS 16 L • ("y ADDISON 43 KIMBERLY 480 58 i I _ •I I _ I � .11 62 0,%63 11 •- I es .. . Future Land Use Agriculture Downtown/High Density Residentia + Mixed Use M+'Airport iRural Residential Commercial + Industrial/Employment/Flex Natural Areas Town Neighborhoods Neighborhood Commercial + College of Southern Idaho(CSI) City Utility Service Boundary 1 : Page 23 FUTURE CONDITIONS II CITY OF TWIN FALLS the city between 2010 to 2016 at varying times of year.The volumes to make traveling through signalized intersections more or were adjusted with seasonal and yearly adjustments to match less attractive. existing conditions. These volumes were compared against the • The productions and attractions at external stations were model output to determine the percent error. adjusted so that the volumes there matched those counted in Twin Falls. Percent error is generally measured usingtwo different methods:the - The trip generation rates were increased, and the vehicle percentage root mean square error(RMSE)and the percentage mean occupancy rates were decreased due to low volumes in general absolute error(MAE).The RMSE and MAE are calculated as follows, throughout the city. %RMSE= O'iiods1—vOL1°�12 X looxn %MAE=EIVm°de!—Vactua(l X 100 After these steps were taken, the base-year existing (2017) travel n EVa<� xVa°tual demand model met the percent error requirements set by FHWA. The RMSE and MAE of the model are shown compared to the FHWA where Vmodel is the volume given by the model, Vactoal is the actual limits in Figure 3-6. volumes counted, and n is the number of links represented. The Federal Highway Administration (FHWA) has defined maximum Model Results limits for volume percent error for travel demand modeling. The After developing the travel demand model and calibrating it to limits are defined by daily vehicle volume on a roadway and are an acceptable percent error, the model was run to produce traffic given in Table 3-1. volume projections for future (2027) and future (2040) conditions. Table 3-1 FHWA Percent Error Limit The model uses socioeconomic conditions data for each TAZ to estimate number of trips to and from each TAZ throughout a given • ' " '• ' in, E day. Any growth in socioeconomic conditions is reflected by a <2,500 100% change in the number of trips to and from a particular TAZ. The 2,500-5,000 50% socioeconomic conditions for each year that were applied in the model are shown in Appendix A.The projected daily traffic volumes 5,000-10,000 25% for future(2040)conditions are shown in Figure 3-7. 10,000 25,000 20% 25,000-50,000 15% Based on future traffic volume projections, the level of service (LOS) of each roadway segment was calculated based on a Several steps were taken to calibrate the model so that the roadway volume-to-capacity (vlc) ratio, as was done for the existing volume percent error was less than or equal to the FHWA percent conditions analysis.The capacities for each of the roadways were error limits, including the following: estimated using Highway Capacity Manual (HCM) 6th edition • Link (roadway) speeds were adjusted in the model to make methodologies. Roadway capacities and LOS thresholds for each roadways more or less attractive in the model. cross section are shown in Table 3-2. The LOS for the roadways • Intersection delays for certain turn movements were adjusted in future(2027) and future (2040) conditions are shown in Figure 3-8 and Figure 3-9 respectively. Figure 3-6 Twin Falls TDM Percent Error Twin Falls TDM Percent Error 12094 100% 95% so°r ` o ` 83% ♦ w c 60% %MAE v, -49% v %RMSE d 40% 42% 25% 20% — — —FHWA Limit 20% 10% 20% 16% 8% 0% <2,500 2,S00-5,000 5,000-10,000 10,000-25,000 25,000.50,000 Volume(vehicles per day) PREPARED BY: I T"NFAL45 Rciviiscience U*_) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 FUTURE CONDITIONS II CITY OF TWIN FALLS zl l, , t., ± { AlfE > ov fa N W yv 10 C IO �J N C A C U. 0X a f E f f p > OOb'T 3 e3 OOSS OoCT 008'T J I U 41 3 � = 4) 3L Lon - 2 N 1 M L U a eo sui ue 000'E oos'E 000'E oos'E 000'b 000'8 00o's oos,b osz'z 0oc'T w o ass'z g E jOOs'£ 0001, 000'01 000'0T 0001, 000'Z o 0 ^ Jcl puellseA000'£T 005'S - ~ 000'6T 005'OZ 000'Zz 0oo'bz 000'6T 000'OZ 000'6T 000'8T lse L 000'S U c c 005,E o 0 c 0 o vo O 000'0T o c o d c c Li c c O 00£'TT o E6 S!1 000 s£ P o o00,01 g N o° o 0 005'8 000'6 005'6 0 000'01 000'ZT o o OOs'8 000'Tz 00£'£i 005'OT Jenlno a�e�anI N 000'Zb o 0 000'LE 000,8E 000'Z£ 000'9T� o, 00£,L OOs'Z 000'Z o � r; 0 13,500 005'9 005'5 OOO,c 000's 0o5'L M a) `� o �� 050'T oof° oos's o a m 000'b o 0 C, 0 o 0 EL c v oo , Al v o N oM o m N ry 000,£Z 000'6T OOO,f l 000'OI 000'6 Taal uo;6wyse peob}odTl _ 009'Zi 000'9 0 o Ooz'sZ 005'£Z OOZ'SZ 000,0E 000'T£ 000'K 005'9 $ 005'9 005'9 000,E m voi o c 06 O Y p 000,9 005,E 0001, O O O 005,E 00s'b .6 M _ 00£'£T U $ P 1. Aud M IApuej 000'6 000'S 000,11 OOs'TT OOs'c OOS'OT 000'8 005,E anu4 MaMUBJ 000% 000's E o Io' o m c m U eM unS 000,E 000'z 3 OOLZ n CIT O 2 M (!f v of r"N FALL PREPARED BY: �Civilscicnce <F SFR�`NG f� ,I TWIN FALLS TRANSPORTATION MASTER PLAN 2022 FUTURE CONDITIONS II CITY OF TWIN FALLS Table 3-2:Roadway LOS Thresholds what is represented in the figures. By the year 2027 it is predicted Level of Service Thresholds that several streets will reach a LOS of F.Portions of streets reaching Functional Class (vehicles .r day) this LOS are Blue Lakes, US-93 South of the Perrine Bridge, Falls Avenue East, Addison Avenue East, and Washington Street South. Major contributors to these failing levels of service are inconsistent Principal Arterial(7 Lanes) 18,900 1 31,500 47,250 53,550 63,000 or insufficient street widths and turning lane issues. Major Arterial(5 Lanes) 17,000 22,000 28,000 33,000 38,000 Figure 3-9 shows the LOS in the year 2040 assuming no streets are Major Collector(3 Lanes) 4,900 8,200 12,500 14,000 17,800 widened and no new streets are built. Street color designations Minor Collector(2 Lanes) 31800 6,200 9,300 110,600 112,400 are the same as in Figure 3-8 for LOS levels. The LOS information indicates that if no streets are widened or constructed the City of Figure 3-8 shows the LOS in the year 2027 assuming no streets are Twin Falls will experience a significant increase in streets with a LOS widened and no new streets are built.Streets shown as Green have of E-F. By the year 2040 it is predicted that several streets will reach a LOS of A-B. These streets show little or no traffic congestion. a LOS of F by this time. Portions of streets reaching this LOS are Streets shown as Yellow are at a LOS of C.These streets are easily Blue Lakes, US-93 South of the Perrine Bridge, Pole Line East of 93, traveled and have a stable flow.Streets shown as Orange have a LOS Addison Avenue East, Washington Street South, Falls Avenue East, of D.These Streets have some congestion but are generally passable Filer,Grandview,Cheney,Bridgeview,and Martin St.As traffic tries to with minor delays.Streets shown as Red have a LOS of E—F.Travelers escape the congestion on streets like Blue Lakes it will increase and on these streets experience significant traffic congestion, much of overburden streets like Locust, Cheney, Grandview, Eastland, and which occurs at peak travel periods. It is important to note that the Bridgeview.Improvements on these streets will be required in order figures represent the daily traffic volumes.The LOS at peak periods, to improve the LOS to an acceptable range. morning or afternoon, may exhibit worse traffic conditions than _ - ,lrffi� PREPARED BY: I T"NFAL45 V�&viiScience U*-) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 FUTURE CONDITIONS II CITY OF `WIN FALLS I At a n3 ? V) m — o ro O v m w N y ; Q ' O m Q U D w C < ic o Ln cq v) v) .� v LL z O O O O Q w QCD N 1 1se300E£— J I I 0 z U O e J 1 NULH :y m O z Z z N 0 O m � r Q puellse3 1se3 OGLE r n o N z O o N o M O li d (£6sn enlno8 a�ej anl8 c op N o_ Goys � tM S moo, z o �m 1 Lo 18 AS uol6ulyseAA eoy 1jodny I Y t6 a L anlJa nnalnpueJJ anua nn inpueJE) •` i T E \•� 0 T c m U eAA uns 3 OOLZ i TWIN FALL PREPARED BY: F CiviiScience " TWIN FALLS TRANSPORTATION MASTER PLAN 2022 FUTURE CONDITIONS II Wff ` CITY OF WIN FALLS _ � v fu _ p °o o U u 'c -1 m w N (n > Q CD Q U 0 w O y 0 = o cn u-) u-) u-) .� u N z 0 0 0 0 Q w a c ° ;Se3 00£E J I I I 0 a ■ O eoa NULH 00 i O z Z z 0 0 O M M a �0 Puellse3 r6 ;se3 006E co co r 0 O z CD o O • � N M O w (C6snl lnog a�e-j anlg 00, o. 41 ro i 0_ 4oys0 p nys �°' z ;awls uo;6uiyseM l0 a t in anud Mainpue E) I I anlJa MalnpueJE) s � E o: 0 a c m U eM uns 3 OOLZ 4d TWIN FALL PREPARED BY: �, � • i N Civdkience <F SEwv�N°QE ,I TWIN FALLS TRANSPORTATION MASTER PLAN 2022 fff CITY OF TWIN FALLS 04. System Plan Traffic Impact Studies safety enhancing features. Required changes in traffic control, land use,access, pedestrian or bicycle usage must also be documented. Purpose and Need The purpose of a Traffic Impact Study (TIS) is used to determine Any intersections that falls below the acceptable intersection the transportation impact a development will have on the local LOS with project traffic must be mitigated back to an acceptable transportation system. New developments, re-developments, level of service, or better as determined by the City Engineer. City and expansions of existing developments should undergo the intersections should have an intersection goal of LOS C. TIS process to identify their site-specific impact to the overall transportation system. Projects of differing size will require a level A TIS shall be required when a new development, re-development of study appropriate for the project. Large industrial or housing or expansion of an existing development has access to any city developments may require evaluation ofstreetsand intersections far street, and adds new trips as described below in Requirements for beyond the immediate boundaries of the development while small a TIS can be seen in Table 4-1 below.Hales Engineering provided the projects may only require study confined to the street approaches guidance for Traffic Impact Studies.The Guidance is based on DOT directly connected to the project. Each type of development will TIS Guidelines but has been modified by Hales Engineering for the have a different type of impact on the transportation system. purposes of this document. Impacts may include increases to the traffic loading for trucks, busses, bicycles, pedestrians, and automobiles depending on the Table 4-1. type of development. An accurate TIS is needed to evaluate the • A TIS may not be required for developments that will generate impacts and mitigate the changes to the system through items such less than 25 new trips during the roadway's morning or evening as roadway classification, turning lanes, traffic signals, sidewalk peak hour, or the total added volume will be less than 250 improvements, and bike lanes. This may include enhancements vehicles per day. to the roadway section where heavily loaded truck impacts are anticipated as part of a development or the requirement for bike In some cases, as determined by the City Engineer, lesser traffic lanes near developments that will attract a large volume of bicycle volumes may warrant a higher level TIS.The developer or engineer traffic. Traffic Impact Studies are a critical portion of the planning should contact the City Engineer to verify the extent of the Traffic and permitting process for new developments. Impact Study and the documentation that will be required based on these guidelines. General Requirements The TIS documents the extent of the impact the proposed A TIS shall bear the stamp and signature of a professional engineer development will have on the roadway system, including new trips, registered in the State of Idaho. The developer is responsible for resulting level of service (LOS) during morning and evening peak hiring the engineer to perform the TIS. Requirements for a TIS can hours,and the need for auxiliary lanes or other special capacity or be seen in Table 4-1 below. Table 4-1:Criteria for Determining TIS Study Requirements MIUMNIZIMI Minimum Study Area' I >25-99 Peak Hour(AM or PM)Trips 1. Existing Year' 1.All site access driveways or 2.All signalized intersections and/or major >250-999 New Daily Trips unsignalized intersections adjacent to the site boundary II >100-500 Peak Hour(AM or PM)Trips 1. Existing Year 1.All site access driveways or 2. Five Years After Opening' 2.All signalized intersections and/or major >1,000-5,000 New Daily Trips unsignalized intersections within 1/4 mile of the site boundary III >501 Peak Hour(AM or PM)Trips 1. Existing Year 1.All site access driveways or 2. Five Years After Opening 2.All signalized intersections and/or major >5,001 New Daily Trips 3.Twenty Years After Opening Day' unsignalized intersections within '/2 mile of the site boundary 1.Analysis periods shall include no-build and build scenarios.Assume full occupancy when each phase opens. 2.Assume full build-out for this analysis year or earlier.Phased projects will need direction from the City Engineer. 3.The City Engineer may require either a smaller or larger study area than identified above.Future developments within the study area should be included in the TIS. PREPARED BY: T"NFAL45 ��CiviiScienceU*_) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 SYSTEM PLAN Fffff CITY OF TWIN FALLS Study Area The engineer shall have the following information included in the In general, any streets or intersections that will experience a final report: directional increase of 250 AN or 25 vehicles in the peak hour . Roadway access category/type,spacing requirements,and Level should be included in the minimum study area.Additionally,the TIS of Service(LOS)limitations for the facility requires the inclusion of: • Existing traffic signal system information to determine signal • All state facilities and major city or county streets that serve the timing and coordination proposed development or land use • Committed and planned roadway improvements in the area. • Any city streets that directly serve the proposed area orfeed major Local comprehensive land use and transportation plans including arterials and collectors that serve the proposed development. zoning areas, approved development projects and anticipated The Developer and/or the Engineer are responsible for meeting/ development projects in the area must be in the TIS(contact city discussing with the city to refine the traffic study limits. for more information). • The City's applicable codes and policies Existing Background Information The developer's engineer will obtain data at all study intersections Future Non-Site Traffic Forecast near the proposed project. These counts should show turning Use a method that is recommended bythe Institute ofTransportation volumes as well as through traffic. The traffic volumes can either Engineers (ITE) Transportation Impact Analysis handbook. Future be obtained by a trained technician, video cameras, automatic volumes shall be approved by the city. Future developments shall data recorder, or by using existing traffic counts completed by a also be included in the future volume projections.Consult with the data collection company that are not more than two years old City Engineer to determine which future developments to include (unless stated otherwise by the City Engineer). Traffic volumes in the study. should be adjusted to reflect daily and seasonal variations, if reliable data is available. Development Trip Generation Site traffic predictions must use the Institute of Transportation Data Collection Engineers (ITE) Trip Generation manual. Other trip generation The following minimum general data collection requirements are to methods must be approved by the City Engineer. Trip reduction befollowed in performing traffic studies unless otherwise requested. strategies such as pass-by, transit, internal capture, etc. may be • Collect data on typical weekdays (Tuesday, Wednesday, and/ allowed; however, the assumptions of the trip reductions and any or Thursday). other adjustments must be reviewed and approved by the City • Do not collect data on state holidays, the day before or after Engineer. All assumptions and adjustments must be documented state holidays, the week of Thanksgiving, or during the three- and discussed in the TIS.The TIS must contain a table showing the week period surrounding Christmas and New Years' Day. total weekday trips generated, total weekend trips, morning and • Collect data while school is in session for locations adjacent to evening peak hour trips at all intersections and accesses which are included in the study area and entering and exiting volumes for schools and for pedestrian studies for schools(School Crosswalk each proposed development accesses. Zone, Reduced Speed School Zone-RSSZ) or for intersection/ roadway studies affected by school related traffic. Development Trip Distribution and Assignment • Avoid collecting data during poor weather (e.g., heavy rain A Trip Distribution diagram must be included in the TIS. The or snowstorms), especially when weather could alter traffic project-generated traffic must be assigned and distributed onto the conditions or driving behavior. A digital photo of roadway existing street network. Any distribution and assignment methods conditions will be kept on file for any data collection conducted recognized by ITE are acceptable.All assignment assumptions must during November through February (one photo per two hours be approved by the City. of data collection). • Avoid data collection if construction is, or will be, occurring Study Horizon Years near the project area and could affect the reliability of the • The required study horizon years can be found in Requirements data collection. for a TIS can be seen in Table 4-1 below. • Peak periods,unless otherwise requested,are defined as follows: • Table 4-1. As shown in Requirements for a TIS can be seen in ° Morning-7 AM to 9 AM Table 4-1 below. ° Mid-day-11 AM to 1 PM (when requested by the City or if • Table 4-1, a TIS will require an existing conditions analysis up to determined to be necessary by the engineer performing future analyses of 20 years after opening day. Both a no-build the study). and build scenarios shall be analyzed for each period, (existing ° Evening-4 PM to 6 PM and all future years). • Intersection Turning Movement (ITM) counts are collected for Traffic Flow Diagrams each turn movement,through movement,pedestrian,and bicycle A traffic flow diagram must include all study intersections and movements with data binned into 15-minute intervals. accesses of the proposed development.A diagram for both the no- PREPARED BY: I T"NFAL45 ��CiviiScienceU*_) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 SYSTEM PLAN CITY OF TWIN FALLS build and build conditions for the existing and future horizon years shall be constructed and payed for by the developer.Auxiliary lane must be included in the TIS. Trip assignment diagrams must also requirements vary by roadway classification (Collector & Arterial). be included. Auxiliary Lanes are required when the following apply: Capacity Analysis A.Collector A capacity analysis must be completed for the no-build and build a.A left-turn deceleration lane with storage length plus taper is conditions for the existing and each of the future horizon years. required for any access with a project peak hour left ingressturning volume of greater than 25 vehicles per hour. The Level of Service (LOS) for each of the study intersections and accesses must be reported. Queue lengths must also be reported. b.A right-turn deceleration lane with storage length plus taper is If the intersection is to accommodate pedestrian traffic, then required for any access with a project peak hour right ingress pedestrians must be incorporated into the LOS calculations. turning volume of greater than 50 vehicles per hour. B.Arterial All calculations and analysis results,including all capacity analyses a.A left-turn deceleration lane with storage length plus taper is and all warrants analyses for each study year,shall be submitted as required for any access with a project peak hour left ingress an appendix to the TIS. Traffic simulation models should be used turning volume of greater than 10 vehicles per hour. for these studies to show the interaction between intersections b.A right-turn deceleration lane with storage length plus taper is and to derive a LOS for the intersections in succession.Simulation required for any access with a project peak hour right ingress models should be run multiple times as required to be valid. The turning volume of greater than 25 vehicles per hour. simulation models should be calibrated and validated to the existing conditions scenario. c.A right-turn acceleration lane plus taper is required for any access with a project peak hour right egress turning volume of Mitigation Measures greater than 50 vehicles per hour. When intersections or roadways are identified as operating at a LOS d.A left-turn acceleration lane is required when an engineering equal to or below the minimum level specified by the City(LOS "C study states that a left-turn acceleration lane will benefit the or D"), mitigation measures shall be developed to bring the LOS safety and operation of the roadway. back to an acceptable level.Required changes in traffic control,land use,access, pedestrian or bicycle usage must be documented.Any The City Engineer may require left- or right-turn deceleration changes affecting safety or traffic operations,shall be documented lanes, curbs, pork chop islands, or island delineation when special by the developer or engineer to show that all adjacent and/or circumstances are expected such as: affected property owners and businesses have been contacted . Volume of heavy vehicles and the impacts to their property has been discussed. Roadway . Topographic and roadway design factors classification changes should take place if a minor collector street section will no longer perform at a level of service D or better. • Roadway speeds As an example, a street classified as a minor collector should be • Available stopping sight distance,etc. reclassified as a major collector if the Traffic Model or existing traffic counts exceed the thresholds for LOS D for a minor collector.Minor Intersection Pavement Functionality and collectors with an ADT equal to or exceeding 4,000 will be classified Configuration Guidelines as Major Collectors. The Guidelines for Pavement Intersection Functionality and Site Plan Requirements Configuration are in place to assistthe Citywith roadway construction A detailed vicinity map and a proposed site plan forthe development requirements for new developments as well as planning for are required in the TIS. The site plan should include schematic upgrading existing intersections. These guidelines provide drawings and discussions of the following: information regarding Right-of-Way(ROW) acquisition and roadway • All access locations to the site(include dimensions,cross section, construction requirements along Arterial,Collector,and Local streets. and lane alignment) The guidelines also provide backup information for instances when • All impacted intersections in the study area new Right-of-Way is required at existing intersections. When a development occurs at each of these street intersection types the • Anyexistingorproposedsignalsandappropriatetiminginformation City will ensure adequate Right-of-Way is in place to accommodate • Proposed highway or local street improvements(e.g.,alignment, the future traffic handling requirements at each type of intersection added lanes,and cross section) to prevent costly and disruptive ROW takes when development has • Bicycle, pedestrian,and public transit considerations and plans outgrown original ROW and intersection construction. Having these • Site circulation patterns and parking guidelines in place assists the developer in knowing what road enhancement costs will be associated with the new development. Auxiliary Lane Requirements Auxiliary lanes remove turning movements out of the main line The City has Discretionary Authority,which is the ability to exercise of travel to increase roadway capacity and safety. Auxiliary lanes powers that may not be expressly granted by law,when it comes to PREPARED BY: T"NFAL45 ��CiviiScience U*_) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 SYSTEM PLAN CITY OF TWIN FALLS land acquisition for intersections on public streets. This authority Figure 4-1: Intersection of Two Arterials allows the City to review each intersection on a case-by-case basis and evaluate the individual intersection for ROW requirements based on factors which will determine how much and what type of R traffic will be using the intersection currently and into the future. •i d The minimum lane configuration at intersections is based on the roadway classification of each of the roadways. The classifications Q have been broken down by Arterial, Collector, and Local. See table 4-2 for dimensions of abbreviated distances shown in figures 4-1 BB Arterial through 4-4. Table 4-2 Dimensions of Abbreviated Distances Feature Minimum/Typical Dimensions Mr ro Arterial Major Minor Local Arterial Collector Collector Street � LT Left-turn Lane Width 11 ft 11 ft 11 ft 11 ft •i TH Through Lane Width 12 ft 12 ft 11 ft 10 ft 4) RT Right-turn Lane Width 11 ft 11 ft 11 ft 11 ft Q TW TWLTL Width 14 ft 12 ft 11 ft - SH Shoulder Width 6 ft 4 ft 4 ft 2 ft collector intersect can be seen in Figure 4-2.It is recommended that BW Bus Bay Width 12 ft each approach have a dedicated right-turn pocket,and a dedicated BL Bus Bay Length 50 ft+5:1 Tapers left-turn lane in addition to the respective through lanes. Bus—Min. Buffer from Figure 4-2: Intersection of an Arterial and Collector Roadway BB End of Curb Radius at 20 ft Intersection — I UT U-Turn Area Width 36 ft of pavement on receiving end ca Arterials are typically high volume and speed roadways. Arterials are typically on a mile grid in the City of Twin Falls, but daily traffic counts may indicate that streets other than one mile grid streets Q be designated as arterial streets. In many cases where volumes are Major high enough, a signal may be built to control the flow through the — Collector area if warrants are met. The minimum lane configuration where two arterials, which are fully built-out, meet can be seen in Figure 4-1. It is recommended that each approach have a dedicated right- turn pocket,and dual left-turn lanes in addition to the two through Major lanes. The second left-turn lane may not need to be constructed Collector initially; however, the land for the second left-turn lane should be dedicated in lieu of the second turn bay at the time of initial construction.The need for dual left-turn lanes should be evaluated Q by a traffic impact study. i Q Collector type roadways provide access from local streets to larger arterials.Major Collectors are typically on a half mile grid and Minor Collectors are on a quarter mile grid in the City of Twin Falls. Daily traffic counts and traffic impact studies may indicate that streets An intersection of two Collector roadways may not require a signal. other than half mile grid streets be designated as major collector The minimum lane configuration where two collectors intersect streets. Minor collectors may also be classified as such based on can be seen in Figure 4-3. It is recommended that each approach daily traffic counts or traffic impact studies to keep the level of have a dedicated right-turn pocket and a dedicated left-turn lane service at LOS D or better. An intersection of a major collector and in addition to the respective through lanes.This lane configuration an arterial may require a signal,depending on if signal warrants are will allow turning vehicles to be removed from the flow of traffic and met.The minimum lane configuration where an arterial and major allow flexibility for a signal to be installed when warrants are met. PREPARED BY: I T"NFAL45 ��CiviiScience U*_) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 SYSTEM PLAN CITY OF TWIN FALLS Figure 4-3:Intersection of Two Collector Roadways The minimum storage lengths for each of the turn pockets/lanes is 100 feet.It is recommended that a traffic impact study be completed to identify if longer storage lengths are needed and should be based on a 95th percentile queue length during the evening or morning peak hour, whichever is higher.The lengths should come from the furthest horizon year included in the study. o intersectionAnainis v Major Recent development and growth increased the traffic volumes in the north section of Twin Falls. The increase in traffic generates eL ee0 Collector inefficiencies in the series of signalized intersections in this section. As part of the master planning process the City identified "'''� the various signalized intersections for detailed analysis. Many of Major the intersections are part of a busy corridor that are all interlinked with each other and were analyzed in the same model. These Collector p intersections were located along Pole Line Road and Blue Lakes O j Boulevard surrounding the Magic Valley Mall.The City also desired C to analyze the intersection of North College Road & Blue Lakes 0 Boulevard which was modeled by itself. U This section discusses the traffic study completed for the Pole Line Road/Blue Lakes Boulevard intersection and surrounding intersections, as well as the North College Road/Blue Lakes Residential type roadways typically have a lower volume of Boulevard intersection in Twin Falls, Idaho.This section will discuss vehicles. An intersection of a collector and local roadway will not different alternatives to mitigate the congestion at the Pole Line likely require a traffic signal. The minimum lane configuration for Road/Blue Lakes Boulevard intersection as well asthe North College an intersection of a local street and collector can be seen in Figure Road/Blue Lakes Boulevard intersection. 4-4.These intersections are recommended to have a dedicated left- turn lane on the collector and a shared through right-turn lane.The Pole line Road&Blue lakes Boulevard local street is anticipated to have no additional turn pockets. All The first analysis included the intersections that surrounded the movements are expected to be made from the same lane, unless a Magic Valley Mall along Pole Line Road and Blue Lakes Boulevard.A traffic impact study indicates additional turn lanes are necessary. total of ten intersections were analyzed in this analysis and include the following: Figure 4-4:Intersection of a Collector and A Local Roadway Fillmore Street/Pole Line Road TargetlCostco Access/Pole Line Road McDonalds AccesslPole Line Road O Blue Lakes Boulevard/Pole Line Road O v Elm Street/Pole Line Road = O Canyon Springs/Blue Lakes Boulevard CPerrine Street/Blue Lakes Boulevard V Bridgeview Boulevard/Blue Lakes Boulevard Fillmore Street/Bridgeview Boulevard Mall Access/Bridgeview Boulevard Local Street Currently,there is significant queueing at the Pole Line Road/Blue �I Lakes Boulevard intersection during the evening peak hour in the Local Street eastbound direction. The eastbound left-turn is a heavy volume movement with dual left-turn lanes. During the average evening O peak hour,the queues from the eastbound left-turns can back up to O j Fillmore Street and sometimes further. C � 5 Existing Conditions U Blue Lakes Boulevard (US 93): North-south roadway that connects Twin Falls to I-84 to the north.The roadway has a maximum cross- section offive lanes and was classified in the previous transportation master plan(TMP)as a state highway. PREPARED BY: I T"NFAL45 ��CiviiScience U*_) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 SYSTEM PLAN CITY OF TWIN FALLS Pole Line Road: East-West roadway that is located on the north direction. This will require an additional northbound through lane side of Twin Falls.The roadway has a maximum cross-section of six (and associated right-of-way) in the northbound direction on Blue lanes.The roadway was classified in the previous TMP as an arterial. Lakes Boulevard.This alternative will relieve congestion for several years to come. Data Collection Civil Science performed weekday morning (7:00 to 9:00 a.m.) By the year2040,three left-turn lanes at Pole Line Road/Blue Lakes and evening (4:00 to 6:00 p.m.) peak period traffic counts at Boulevard in the eastbound direction will not adequately address following intersections: the anticipated congestion.A Continuous Flow Intersection (CFI) at Fillmore Street/Pole Line Road the Pole Line Road/Blue Lakes Boulevard intersection as shown in Target/Costco Access/Pole Line Road Figure 4-5 appears to be the most effective solution to address the McDonalds Access/Pole Line Road future traffic demands.This will likely require the closure or partial Blue Lakes Boulevard/Pole Line Road closure of some of the accesses along Pole Line Road. In addition Elm Street/Pole Line Road to the CFI at Pole Line Road/Blue Lakes Boulevard, the following Canyon Springs/Blue Lakes Boulevard options will also improve the efficiency of these intersections: Perrine Street/Blue Lakes Boulevard Figure 4-5:Alternative 3 Roadway Geometry Bridgeview Boulevard/Blue Lakes Boulevard Fillmore Street/Bridgeview Boulevard Mall Access/Bridgeview Boulevard The counts were performed beginning Tuesday, January 9, 2018 through Thursday, January 19, 2018. A study was completed at - the Bridgeview Boulevard/Blue Lakes Boulevard intersection last year (2017) and found that the traffic volumes were higher during the Friday evening peak hour than the Saturday peak hour. Based - Or on the counts that were completed this year (2018), the volumes during the evening peak hour for Fridays are similar to the traffic Pole Line Road/Blue Lakes Boulevard volumes on Thursday. Therefore, traffic counts were completed • Southbound - Protected/Permissive Left-turn Phasing on weekday (Tuesday—Friday) evenings. Detailed count data are included in Appendix A. Bridgeview Blvd/Blue Lakes Boulevard VISSIM Model Calibration • East- and Westbound - Protected/Permissive Left-turn Phasing The study intersections were modeled using VISSIM version 9.6. Fillmore Street/Blue Lakes Boulevard VISSIM is a microscopic multi-modal traffic flow simulation software • Extend eastbound left-turn storage to at least 325 feet package having the unique ability to simulate more than one type • Extend westbound left-turn storage to at least 300 feet of traffic simultaneously because it allows each individual type of transport to interact mutually within the simulation. The software Corridor can simulate vehicles, public transport, bicycles, motorcycles, • Coordinate all signals in the study area. pedestrians and even rickshaws. The VISSIM micro-simulation • Use a cycle length of at least 150 seconds at all signals in the model was calibrated using the following model outputs: study area during the peak hours. 1. Queue lengths 2. Percent served North College Road/Blue Lakes Boulevard The North College Road/Blue Lakes Boulevard intersection Queue lengths were observed at study intersections during the experiences congestion and queues in the eastbound direction. peak hours and compared to the average and maximum queue Based on the analysis completed at this intersection, it is lengths as estimated by the VISSIM model. Each study intersection recommended that a dedicated right-turn pocket be added to this was observed for several cycle lengths, where possible, during the approach.The short-term solution could be to narrow the lanes on peak 15-minute period of the peak hour to ensure that the model is the west leg of the intersection to allow for the additional egress reasonably reflecting conditions in the field. lane. In the future and as right-of-way becomes available, a full width right-turn pocket should be built to allow the eastbound Consideringthe period each intersection was observed;the modeled approach lanes to be 12 feet wide and the westbound receiving lane queue lengths replicate observed queue lengths.The final calibrated to be at least 14 feet wide. Figure 4-6 illustrates the recommended model produces similar queuing as to what is observed in the field. lane configuration for this intersection. Pole Line Road/Blue Lakes Boulevard An additional alternative was analyzed that combines the left-turn Ashort-termsolutionforthe congestion at Pole Line Road/Blue Lakes and through traffic into a shared lane for the east- and westbound Boulevard is to add an additional left-turn lane in the eastbound directions usingspht phasing.This alternative was shown to increase PREPARED BY: I T"NFAL45 ��CiviiScience U*_) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 SYSTEM PLAN CITY OF TWIN FALLS delay and queuing at the intersection;therefore,this alternative is limit reductions should be used when a speed limit is reduced by not recommended. 20 mph or more. Figure 4-6:Alternative 3 Roadway Geometry In addition to the guideline of setting the speed limit to the 85th- percentile speed, it is also recommended that the following factors be considered when determining speed limits: • Road surface conditions,sight distance,and grade y • Roadside development and culture m • Safe speeds for curves and hazardous locations ) Pedestrian activity and parking practices Recent crash history(last 3 years) ,m Statutory speed limits Traffic Calming and complete Streets Traffic Calming and Complete Streets are intended to be used by the r City of Twin Falls to address traffic issues that may be mitigated by traffic calming measures. Traffic calming and complete streets are Nosh College transportation developments that improve the safety and utility of transportation routes.Complete Streets focus on ways of separating the various traffic modes from each other to provide a safer and - a more functionally efficient transportation system.Complete Streets may be thought of as making a street a complete transportation route which adequately serves not only motorized vehicles but also pedestrians, cyclists, and public transit.At times this can also improve the aesthetic value to the route. Speed Limit Evaluation Traffic Calming Measures It is recommended that the City of Twin Falls follow the Manual for A.Non-Physical Measures Uniform Traffic Control Devices(MUTCD)and state guidelines when Non-physical traffic calming measures are those with no physical determining speed limits. In general, speed limits should vary by construction or modification to the roadway. These measures are roadway functional classification. Local roadways have speed limits often relatively less costly and are often considered before other of 25 mph or less,collectors have speed limits between 30 mph and traffic calming measures because they are easy to implement and 35 mph,and arterials under control of the City have speed limits of remove if deemed ineffective. 35 mph. The City of Twin Falls Code Section 9-3-1 outlines a speed limit of 25 mph for residential areas and other areas as defined by Speed Enforcement—Targeted speed enforcement by local law the city zoning regulations,except as otherwise provided within the enforcement agencies, as illustrated in Figure 4-7 can have a code. School Zone speed limits are limited to 20 mph in section significant impact on the prevailing speed in certain locations. 9-3-3 of the City Code. The school zone speed limits also apply to Figure 4-7.Example of Speed Enforcement all streets within the boundaries of the College of Southern Idaho. , Alleys are limited to a speed of 15 miles per hour in section 9-3-4 of the City Code. Accordingto Section 213.13 of the MUTCD,"When a speed limitwithin a ; speed zone is posted,itshould be within 5 mph ofthe 85th-percentile _ speed of free-flowing traffic."A speed study should be completed to determine the existing 85th-percentile speed on the study roadway. If the posted speed limit is not within 5 mph of the 85th-percentile - speed,the posted speed limit should be changed accordingly. The Idaho Transportation Department(ITD) provides a supplement to the national MUTCD with state-specific guidelines.As discussed in A Section 213.13 of the Idaho MUTCD supplement,speed limit changes to state roadways require the preparation and approval of a Traffic Minute Entry with ITD. The supplement also says that engineering judgement should be used to determine if two incremental speed PREPARED BY: I T"NFAL45 ��CiviiScience U*_) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 SYSTEM PLAN CITY OF TWIN FALLS Enforcement efforts can be targeted at specific locations at certain • if/when removed, there is little residual effect; long-term times of the day to encourage drivers to comply with the posted placement can yield mixed results speed limit. • Require large time investment bythe Cityto keep signs up to date and properly programmed because of varying school schedules. Advantages: • Radio communication latency/interruption. • Long-term daytime enforcement on certain corridors may result . High cost of replacement or repair of signs when damaged. in driver changes overtime • High cost of replacement of signs when the useful life expires or • Can be used in areas where physical solutions are not possible when codes regulating their use change. • Targets violators without much impact on normal traffic flow Disadvantages: Figure 4-9.Example of Lane Striping • Without long-term dedication of law enforcement personnel, - - targeted enforcement tends to yield limited results r. Figure 4-8. Example of a Driver Feedback Sign YOURz `H SPEED ,- .- Lane Striping—Lane striping, as illustrated in Figure 4-9 , not only delineates the lane of travel, but can create a narrow feel on the a ► roadway without narrowing the paved surface. The narrow feel can encourage some drivers to reduce speeds. It is important that _ -- striping be implemented in such a way as to create a narrow feel to ensure vehicles slow down. Lane striping can also be used to create bicycle lanes, parking spaces,or delineate other uses. SPEEDR Advantages: f • Inexpensive and easy to install LIMIT • Modest speed reductions can occur if implemented correctly r' • Provides margins of safety for bicycle and pedestrian traffic Disadvantages: Striping can increase vehicle speeds, particularly if the striping serves only to better define lanes rather than create a narrow feel. Signage—The placement of signage such as speed limit signs or signs dictating various restrictions(see Figure 4-10 for an example) can be used for traffic calming purposes. Restriction type signs Driver Feedback Signs—Driver feedback signs, as illustrated in can include signs prohibiting trucks, turning movements, through Figure 4-8,can help drivers be more aware of their speed in relation movements,or others. to the posted speed limit.Driver feedback signs can be permanently mounted,temporary installations, or mounted on a trailer. In each Figure 4-10.Example of Signage case the current speed of the approaching vehicles is detected and shown on a digital display, along with the posted speed limit on a static display. Advantages: • Speeds can be reduced significantly when used for short periods of time • Can be used as an educational tool to call motorist attention Disadvantages: PREPARED BY: I T"NFAL45 ��CiviiScience U*_) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 SYSTEM PLAN CITY OF TWIN FALLS Advantages: • Provides shorter distances for pedestrians to cross in some cases • Inexpensive to install • Provides opportunity for landscaping and visual enhancements • Can be effective over time • Reduces turning vehicle conflicts on the roadway • Increases vehicle awareness along certain roads Disadvantages: Disadvantages: • May interrupt driveway access and result in U-turns at the end • Unwarranted/unjustified signage can lead to non-compliance of the median and create safety concerns • May lead to loss of on-street parking in areas with limited space • Signage requires external enforcement • High cost to construct B.Horizontal Control Measures • May impact storm water drainage Horizontal speed control measures consist of objects or design • May interfere with snow removal operations elements that force vehicles to deviate from their straight line of Figure 4-12. Example of a Raised Median at an Intersection travel causing them to reduce speeds. Apr Roundabout A roundabout is like a traffic circle in that it features a circular center island. However, roundabouts are generally much larger and have raised islands on the approaches to divert traffic in Figure 4-11.Example of a Roundabout Recessed Median—A recessed median, as shown in Figure 4-13, creates a recessed separation between lanes travelling in one direction from lanes travelling in the opposing direction. This F recessed median affects the horizontal distribution of lanes,which can create a narrower feeling on the roadway that encourages lower travel speeds. Recessed medians provide a good opportunity to collect,store,and dispose of stormwater and snow. Advantages: the direction of the travel in the roundabout.Vehicles approaching . Narrowed lanes can slow vehicles speeds a roundabout yield to traffic already in the roundabout.See Figure . provides shorter distances for pedestrians to cross in some cases 4-11 for an example. • Provides opportunity for landscaping and visual enhancements Advantages: • Provides location to store snow and control melt water • Slows traffic as drivers approach circle • Can be used for stormwater collection and disposal • Improves access from side street • Reduces turning vehicle conflicts on the roadway • Breaks up sight lines on straight streets • Lower power cost and maintenance cost compared to Disadvantages: lighted intersection Figure 4-13. Example of a Recessed Median at an Intersection Disadvantages: • Due to the large footprint required to construct a roundabout, r---�' generally unfeasible in already built out neighborhoods. • Costly to construct Raised Median—A raised median, as shown in Figure 4-12, creates a raised separation between lanes travelling in one direction from lanes travelling in the opposing direction.This raised median affects the horizontal distribution of lanes, which can create a narrower feeling on the roadway that encourages lower travel speeds. Advantages: • Narrowed lanes can slow vehicles speeds PREPARED BY: I T"NFAL45 ��CiviiScience U*_) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 SYSTEM PLAN CITY OF TWIN FALLS • May interrupt driveway access and result in U-turns at the end Figure 4-15. Example of a Lateral Shift of the median ` • May lead to loss of on-street parking in areas with limited space I Figure 4-14.Example of Surface Mounted Delineator Posts - a� I Advantages: • Can cause vehicles to slow down if sight line is broken r • Can be used to realign roadways near intersections Disadvantages: Surface Mount Delineator Post—A surface mounted delineator post, • Can obstruct access to roadway if implemented incorrectly as shown in Figure 4-14, creates a highly visible lane delineation • Vehicles may cross center yellow striping to take a direct line which can be an effective permanent or semi-permanent traffic through the lane shift control device. The posts are mounted to the surface with various methods from bolts to anchors installed below the asphalt surface. C.Vertical Control Measures The delineators are generally produced from high visibility plastics Vertical speed control measures consist of physical objects that with reflective tape installed on the surface. These devices can affect the crown or texture of the roadway to discourage travel at be used to emphasize and delineate painted turning islands. The high speeds,causing drivers to reduce their speed. devices are a low-cost alternative to constructing raised concrete median strips. Figure 4-16.Example of a Speed Hump Advantages: • Inexpensive alternative to raised concrete median strips • Can be used to effectively keep opposing traffic from crossing through left turn lanes • Will cause minor or negligible damage to vehicles if hit • Can be easily removed when no longer needed or when street reconstruction is required • Highly visible and easy to see in heavy rain and snow events Disadvantages: • May interrupt driveway access and result in U-turns at the end of the median • May impel snow removal operations Speed Humps—Speed humps, as shown in Figure 4-16,temporarily • Highly visible and maybe visually undesirable raise the road height,creating a bump in the road.Speed humps are normally done in conjunction with some form of striping to alert Lateral Shift—Like a chicane, a lateral shift requires traffic to shift drivers of the coming hump. to one side. However, with this counter measure the lanes only shift once and usually occurs near an intersection approach. It is Advantages: important that these shifts not obstruct or interfere with accesses • Self-enforced to the roadway, as this could be potentially dangerous. See Figure • May decrease traffic volumes 4-15 for an example. • Requires minimal maintenance in many cases PREPARED BY: I T"NFAL45 ��CiviiScience U*_) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 SYSTEM PLAN CITY OF ?9A TWIN FALLS Disadvantages: • High cost to construct • Will likely increase noise in the vicinity • May impact snow removal operations • May impact storm water drainage • May increase emergency response times Figure 4-18. Example of a Bulb-outlNecl<down • Difficult to replace when damaged • ' - �. .W • May affect snow removal operations --- • Can cause serious accidents for speeding or inattentive drivers. • Require costly maintenance for hump, signage, and striping `` associated with Speed Humps ps Figure 4-17. Example of a Speed Dip Complete Streets 1 A.Purpose This section provides an overview of Complete Streets. Complete Streets focus on moving people using a variety of travel modes along a common travel corridor while improving and enhancing safety through separation of the travel modes wherever possible. Speed Dips—Speed dips,as shown in Figure 4-17,temporarily lower the road height,creating a dip in the road.Speed dips are normally B.Background done in conjunction with some form of signage to alert drivers of A Complete Street does not have a specific design or look. They the coming dip. allow pedestrians, bikes, motorists and transit users to travel along the same corridor and interact with the different modes safely. Advantages: Complete Streets is a more inclusive method to plan, design, and • Self-enforced utilize transportation corridors.This methodology directs planners • May decrease traffic volumes and engineers to accommodate all modes and not prioritize one • Requires minimal maintenance in many cases mode over the others. • May be used to transfer storm water Complete Streets can be small,2-lane roads or large 6 lane arterials. Disadvantages: The goal is to provide a balance between modes of transportation • Will likely increase noise in the vicinity thatfits the corridor.With an easytransition between modes,people • May increase emergency response times can access their destination easily and quickly. D.Narrowing Measures C.Benefits Bulb-outslNeckdowns—Bulb-outslNeckdowns, as shown in Figure The benefits of Complete Streets are numerus. As mentioned 4-18, are curb extensions at intersection approaches. These curb previously,one of the main goals is to provide a corridor that is safe extension narrows the lane at the approach, shortens the curb for all modes of transportation.Keeping cars/trucks separated from radius, and results in lower speeds. Bu lb-outs lNeckdowns also slower moving bikes or pedestrians helps to accomplish the goals shorten crossing time and distances for pedestrians. of Complete Streets.Also, by keeping the speeds of vehicles lower, by the means of traffic calming devices,pedestrians and cyclists can Advantages: feel safer traveling along the corridor. • Narrow lanes can slow vehicle speeds • Breaks up driver sight lines Other benefits include health and economic benefits. Complete • Increases pedestrian and motorist visibility Streets encourage people to be active by walking or biking and that • Reduces pedestrian exposure provides a form of exercise.Since Complete Streets also have added aesthetic value, people are more willing to travel to these locations Disadvantages: to shop or work. These streets typically feel safer and are easier • Narrow lanes can affect bicycle traffic to access by any mode of travel making them more attractive to • Can impact the storm water drainage system business and customers. PREPARED BY: I T"NFAL45 ��CiviiScience U*_) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 SYSTEM PLAN CITY OF TWIN FALLS Complete Streets move people far more efficiently than an auto- across the intersection while giving them a good view of vehicles centric corridor. Personal vehicles often have a single occupant, making right turns toward them. The figure shown is one example which does not use the transportation corridor efficiently. A but many varieties of this type of intersection are being used in Complete Street will include transit, bicyclists, and pedestrians, in various countries currently. addition to personal vehicles. Advantages: D.Negatives • Narrow lanes can slow vehicle speeds in turning motions Complete Streets are new and have not been planned for in • Breaks up driver sight lines many developed communities. Many communities have had . Increases pedestrian,cyclist,and motorist visibility their infrastructure set up around the car as the main mode of . Reduces cyclist exposure transportation. To successfully implement Complete Streets into a community, a change of policy and viewpoint will need to occur. Disadvantages: Many citizens will need to leave their cars behind and opt for a new • Possible loss of on-street parking transportation mode, which can be difficult. With change comes • Bicycle lanes on both sides of street can increase travel distance cost and time. All the elements required for Complete Streets will for pedestrians crossing intersections take time and money to implement. • Can impact snow removal at the intersection • More costly to construct than standard intersections Dutch Intersection—Dutch Intersections, as shown in Figure 4-19, • Would most likely require a turn signal in order to function due are used to improve cyclist safety and traffic flow by separating the increased distance vehicles must stop from intersection which bicycle lane from the motorized traffic. A Dutch intersection may to affect sight distance. include the construction of concrete separation islands at corners y g to provide a space where the cyclist can safely wait to proceed • Expensive striping maintenance cost. Figure 4-19. Example of a Dutch Intersection 1 IF a, I I � 1 PREPARED BY: I T"NFAL45 ��CiviiScience U00 ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 Wfff CITY OF TWIN FALLS 05. Access Management As traffic volumes and congestion continue to grow on Twin Falls This plan will address the firstfive items listed above.A recommended roads, it is important for Twin Falls engineers, planners, and ordinance of adoption will also be provided to adopt this document decision makers to implement and enforce sound transportation as a Guideline by Resolution. It is recommended that this type of policies to maximize the capital investments in transportation coordination be done as part of the master planning process that is infrastructure. A well-managed (access controlled) corridor can updated from time to time by the City of Twin Falls.This process will last years beyond a less restrictive access-controlled corridor as be done in conjunction and cooperation with the City of Twin Falls well as provide safety and economic benefits.Access management Comprehensive Plan. The Comprehensive Plan provides important can help preserve the capital improvement dollars spent on insight into access management strategies. infrastructure by preserving the capacity and prolonging the need for roadway widening projects with a well-crafted and managed B. Outline plan for the various roadway cross-sections. Part II of this plan provides a literature review of access management principles and techniques by drawing on past research at the Access management is defined by the Transportation Research international and national levels.Operational,safety,and economic Board (TRB) as "the systematic control of the location, spacing, benefits of access management are included within this review.Part design,and operation of driveways,median openings,interchanges, III provides a state-of-the-practice review of access management and street connections to a roadway" (TRB Access Management requirements including ITD's access management program. Part Manual,2nd Edition,2014). IV presents the recommended access management requirements for several access related design criteria including their location, The purpose of this Twin Falls Access Management Plan is to spacing,design characteristics. On-street parking is also discussed. provide access management recommendations to city staff and Part V outlines the recommended appeals process. city decision makers so that appropriate and beneficial access control can be implemented throughout the city thus providing I. ACCESS MANAGEMENT PRINCIPLES operational,safety,and economic benefits to the City of Twin Falls. A.Introduction A. Components of an Effective Access Management Plan This section discusses several access management principles According to the National Cooperative Research Program (NCHRP) including access versus mobility, functional classifications, access Report 548, A Guidebook for Including Access Management in management techniques, and benefits of access management. Transportation Planning (2005), seven key components of an The purpose of this section is to provide enough background effective access management plan include the following: regarding access management so that the reader can understand the importance of access management principles and techniques. 1. Developing and applying an access classification system that assignsaccess management standards to roadways in accordance B.Access Versus Mobility with their level of importance to mobility. This classification The need for access management stems from the conflicting generally parallels the roadway functional classification. functions of any given roadway. All roads must provide some 2. Planning, designing, and maintaining road systems based on level of mobility, which means the ability to travel through a their access classification. corridor (e.g., speed), and some level of access, which means the ability to access some land use at either end of the trip (usually 3. Defining the level of access permitted to each classification driveways). Generally speaking, the more mobility a road has, the (e.g.,full, limited turns,traffic control type, etc.). less direct access can be provided to adjacent land uses, and the 4. Establishing criteria for the spacing of signalized and non- more direct access that is provided to adjacent land use, the less signalized intersections as well as corner clearance and mobility a given road will have. Extreme examples of this principle intersection distances from interchanges. are a freeway and a residential cul-de-sac. A freeway typically 5. Applying agreed upon engineering standards that include has excellent mobility (high speeds and longer trips are possible) appropriate geometric design criteria and traffic engineering provided that demand does not exceed capacity. However, access measures for each type of access. is limited to grade separated interchanges only. Direct access to 6. Establishing policies, regulations, and permitting procedures adjacent land use using driveways is prohibited. Conversely, aresidential cul-de-sac has very little mobility(speeds are low and it to implement the listed components. is difficult to make longer trips) however full access is provided to 7. Ensuring coordination with and supportive actions by local every adjacent property. jurisdictions exercising their land use planning authority as well as their development permitting and reviewing authority. Figure 5-1 demonstrates this principle. As is shown in Figure 5-1, arterial streets should have higher levels of mobility with lower PREPARED BY: T"NFAL45 ��CiviiscienceU*_) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 ACCESS MANAGEMENT CITY OF TWIN FALLS levels of access, while local streets should have high levels of Figure 5-2 Arterial Street(Source:Google Maps) access. Collector streets have more of a balance between access aw and mobility providing more access than an arterial,but at the cost of having lower traveling speeds. r Figure 5-1 Competing functions of access and mobility(Source:FHwA) Freeway Major Arterial M i nor Arterial 0 Major Collector community. Several major and minor collector streets are found Minor Collector in Twin Falls. Collectors have three-lane cross sections although some may currently only have a two-lane cross section.Commercial access and local street access to collector streets is common; Local Street however, residential driveway access should be limited where possible on major collectors as these types of streets often have higher volumes of traffic and higher speeds. No access approaches Increasing Access to residential lots from Major Collectors are allowed for any new development. Speed limits on collectors typically range from 25 C.Functional Classification to 35 mph. Figure 5-3 shows an example of a collector street(Filer Roads are broken down into a hierarchal system and given a Avenue)that connects adjacent residential and commercial areas to functional classification.The higher a street classification the more the arterial street network. Some existing direct access is provided mobility it provides with limited access, whereas a lower street to adjacent property.Current regulations prohibit direct access from classification has less mobility, but more access. Currently,the City residential lots to collectors unless the driveway is configured in a of Twin Falls has classified its roads into five classifications of public way that the residential owners do not have to back out onto the roads. Public roads include the following: collector to join the traffic flow. Figure 5-5 is a detail showing how • Arterial residential lots can access minor collectors. Reasonable speeds on • Major Collector collectors can be obtained. • Minor Collector Figure 5-3 Collector Street in Twin Falls(Source.Google Maps) • Local Road Pump", Each of these classifications are discussed in greater detail below. 1. Arterial Streets An arterial street should have high mobility while offering little access to adjacent land use. Because of its high mobility and higher speeds, an arterial provides connection between communities and is used for longer trips.All of the state-controlled roads in Twin Falls are considered arterial streets including US-30, US-93, and SH-74. However,several other city-operated roads are classified by the City of Twin Falls as arterial streets as indicated in the Transportation Master Plan.Mostaccessto arterials should be provided atsignalized intersections and some unsignalized public streets. No access 3. Local Streets approaches to residential lots from Arterial Streets are allowed for A local street can provide full access to all adjacent land use, and any new development. Speed limits on arterial streets controlled usually provides low mobility. Because of this,trips on local streets by the City of Twin Falls are 35 mph. Figure 5-2 shows an example of are typically short and usually are between one land use and the an arterial street (US-93) in Twin Falls that connects other arterial nearest collector street. Local streets are typically wide enough for streets with the Interstate system. Little direct access is provided, two-way travel and many have space for on-street parking. Most and high speeds allow for good mobility on the arterial streets. local streets are local streets with on street parking which have speed limits of 25 mph.Figure 5-4 shows an example of a local street 2. Collector Streets that provides full access to adjacent property but little mobility. A collector street provides some mobility and some access and provides connections between local streets and arterial streets. Currently the standard width of asphalt for a local street is 33'with Collectors are often used for moderate length trips within a curb radii at intersections of 20'. It may be desirable to modify the PREPARED BY: IT"NFAL45 ��CiviiScienceU*_) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 ACCESS MANAGEMENT CITY OF AA" TWIN FALLS Figure 5-4 Local street(Source:Google Maps) spaced intersection. While one-half mile spacing has been shown to be optimal,shorter spacing(as close as one-quarter mile)is also acceptable on minor arterials or collector streets. 2. Unsignalized Access Spacing Unsignalized access spacing refers to the distance between two unsignalized intersections which can include public streets or private driveways. Research has shown that increasing the frequency of accesses (also referred to as access density) can increase the crash rate of a corridor as more conflict points are added. Average speeds can also be lowered as the additional accesses create "friction" from multiple vehicles entering and exiting the traffic stream at multiple locations. 3. Corner Clearance Criteria street widths and curb radii for local streets. This would reduce The TRB Access Management Manual defines corner clearance the overall maintenance costs associated with the street such as as the distance from a public or private street to the nearest seal coating and chip sealing. Reducing the width would provide driveway (TRB Access Management Manual, 2nd Edition, 2014). more traffic calming in the residential neighborhoods by reducing The American Association of Highway and Transportation Officials the perceived safe traveling speed.This width reduction could also (AASHTO) Greenbook further states that driveways should not be cause increased traffic congestion along the street at peak hour placed within the functional area of an intersection which includes traffic times due to the on-street parking present along the streets the queue storage distance, maneuver distance, and perception- at that time period.Reducing the curb radii from 20'to 15'or10'may reaction distance as these areas are critical areas for the safe and also be desirable in some areas where the predominant traffic is efficient operations of an intersection. Inadequate corner clearance passenger cars that can navigate a local road street intersection with can cause driveway blockages as well as decrease the overall 10'curb radii.This reduction in curb radii also acts as a traffic calming safety of an intersection. Corner clearance for residential driveway feature which would reduce traffic speeds for vehicle turning at the approaches shall be 20' from the edge of the driveway to the end intersections. One drawback would be that delivery trucks or other of the curb radius at the intersection, or outside the sight triangle, larger vehicles may have trouble navigatingthe reduced curb radii.It whichever distance is greater. is recommended thatthe City look closely atthese possible changes in coordination with emergency response personnel, police, trash 4. Median Treatments pickup, and other service providers to determine if reduced street The two most common types of medians include two-way left turn widths and reduced curb radii are appropriate. lane (TWLTL) medians and raised island medians.TWLTLs are safer and more efficient than no median at all; especially in commercial It is also recommended that driveway approach distance from areas because they provide space for left turning vehicles to exit the intersection be controlled by requiring a high back curb that the through traffic stream and wait for on-coming gaps to complete extends 20' beyond the end of the curb radius tangent point.There the left turn movement. However, national research has shown that would then be a 10' transition from high back curb to rolled curb. raised medians are even more effective because they provide a The residential approach would then be installed at the rolled curb physical barrierto opposing directions of travel and help consolidate end of the curb transition. New construction of subdivision curb accesses and left turn movements to predetermined locations. and gutter in this manner would provide a physical barrier limiting Raised medians are very effective for commercial corridors with the location of the residential lot approach to a safe distance away high access density and locations with poor corner clearances and from the intersection. are often used as a retrofit access management technique instead of trying to remove existing accesses. D.Access Management Techniques The followingsubsections briefly discuss several access management Surface mounted delineator posts are also an effective treatment techniques currently being utilized around the country. for medians. They can be used as permanent or semi-permanent treatments at a relatively low cost compared to raised medians 1. Traffic Signal Spacing while offering many of the same advantages of raised medians. Traffic signals should be spaced evenly and generally no closer than one-half mile apart. In some cases, traffic signals may be Raised medians or surface mounted delineator posts should be required at intervals of 1/4 mile in order to accommodate bike used at locations that have offset intersections closer than the paths or other special situations. Closely or irregularly spaced distances provided in Table 5-5 of this manual. Areas that have signalized intersections have shown to increase delay and crash a history of angle crashes, or that have dangerous conflicting rates as good coordination is not possible. Queuing from one movements are recommended for a raised median strip or surface signalized intersection can also interfere with another closely mounted delineators.It is recommended that the median treatment PREPARED BY: I T"NFAL45 ��CiviiScienceU*_) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 ACCESS MANAGEMENT CITY OF TWIN FALLS extend to 150' in each direction from the conflict location to ensure 9. Shared(Cross)Access that drivers don't make unsafe movements in opposingtraffic lanes Shared Access can be a useful tool in both residential and or awkward U-turns to get around the median. commercial developments to improve safety and reduce the number of approaches along collectors and commercial corridors, 5. Turn Lanes an effective measure to consolidate commercial access and limit Providing left turn lanes is recommended because it removes traffic access points on an arterial road is by providing shared access or waiting for gaps out of the main traffic stream.A TWLTL accomplishes cross access. Shared access is usually accomplished by straddling this objective on the main road.Leftturn lanes are also recommended an access for two separate properties on the property line. This on the minor street approaches or driveways, especially when the decreases the number of access points to the main road which streets or driveways oppose another street or driveway. Opposing improves operations and safety as discussed above as well as left turn lanes help improve sight distance for the opposite left turn pedestrian safety as the number of sidewalk crossings are limited. movement thus improving the safety of the intersection. Development and maintenance costs may also be reduced. Exclusive right turn lanes are also a form of access management, Cross access usually is accomplished by connecting the parking lots especially along busy corridors where there are a lot of rightturning of two adjacent properties so that vehicles can cross between the vehicles. Because right turn movements are usually completed at two properties without using the public street. Cross access can be low speeds (approximately 10 mph), an exclusive right turn lane provided so that fewer access can be utilized for several adjacent provides refuge while the vehicle decelerates to make the right turn. properties, or, even if the number of accesses is not reduced,cross At signalized intersections where right-turn-on-red movements are access can limit the number of trips on the adjacent roadway if permitted,an exclusive right turn lane decreases the delay for right vehicles are accessing multiple land uses. For example,trips could turning vehicles. be reduced when an office building has cross access with a fast-food restaurant,or when a big-box retail establishment has cross access 6. U-Turns as Alternatives to Direct Left Turns with a bank. U-turns as alternatives to direct left turns are usually operated in conjunction with raised medians. As mid-block access is limited Shared access for residential lots can be accomplished in a similar to right-in/right-out (RIRO) access only, left turn ingress and fashion to the commercial lots. Residential lots bordering collectors egress movements must often make U-turns at other locations. are not allowed driveway access to a collector street unless they These U-turns can be accommodated by having mid-block median are constructed with a shared access lane which allows for the opening with U-turns permitted, or by allowing U-turns at the next vehicles to enter the collector in a forward motion. Designing signalized intersection. When raised medians are present, some garages and driveways to each residence on the shared access lane accommodation must be made for U-turns. Research has shown perpendicular to the lane provides a way for this forward access that U-turns as alternatives to direct left turns are safer than to the collector. A schematic drawing showing the typical shared allowing the direct left turns. access for residential lots located along a collector street is shown in Figure 5-5. 7. Frontage/Backage Roads Frontage roads are an effective access management alternative 10.AccessAlignment/Offset because they can provide increased accessto property adjacenttoan According to the AASHTO Greenbook, "regardless of the type of arterial or freeway with periodic access to the arterial at well-spaced intersection, to reduce costs and crash frequencies, intersecting locations. Frontage roads act in principle like a collector street but roads[including driveways]should generally meetator nearly at right allow good visibility to the adjacent corridor.Frontage roads are often angles. Roads intersecting at acute angles need extensive turning referred to as backage roads when they are placed behind adjacent roadway areas and tend to limit visibility.Acute-angle intersections building,thus providing even better visibility to the corridor also increase the exposure time for vehicles crossing the main traffic flow(AASHTO 2011, pg. 9-25)" In addition, acute-angle intersections 8. Roundabouts are particularly difficult for elderly drivers because of the lack of While not necessarily the best solution for all intersections, flexibility in the neck of an elderly driver to check for gaps less than roundabouts are especially effective where approach volumes are 90 degrees to the left or right.The AASHTO Greenbook states that 60 fairly balanced and where a signal or all-way stop-control would degrees should be the minimum angle of an intersection where 90 cause excessive delay mostofthe day.Safety benefits of roundabouts degrees is not feasible(AASHTO 2011, pg.9-27). are well documented in the literature as crashes at roundabouts are generally much less severe than crashes at signalized intersections Whenever possible, driveways or side streets should be aligned because they are usually rear-end or side-swipe collisions and not directly opposite from driveways or streets on the opposite side of right-angle or head-on collisions as is often the case at signalized the main road. This can increase safety as sight distance is better intersections. Additionally, crashes at roundabouts typically occur for opposing left turns and it can eliminate overlapping left turns at lower speeds,thus reducing the overall severity. on the main road. If intersection offset must occur, it should be designed such that a vehicle waiting to turn left into one access does not occupy the same space as a vehicle waiting to turn left PREPARED BY: I T"NFAL45 ��CiviiscienceU*_) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 ACCESS MANAGEMENT CITY OF TWIN FALLS Figure 5-5 Collector Access for Residential Lots Schematic Drawing 30'ACCESS GARAGES & UTILITY — PERPENDICULAR TO ESMT. SHARED DRIVE 10' ANE EXTENSION MIN) 24' MIN. � I � LOT LINES (TYP.) DRIVEWAY(TYP.) 20' MIN. 25' MIN. SHARED ACCESS DRIVE (4 BUILDINGS MAXIMUM) COLLECTOR STREET NOTES: 1. NO ACCESS WILL BE ALLOWED FROM RESIDENTIAL LOTS TO COLLECTOR STREETS UNLESS THE ACCESS CONFORMS TO THIS DRAWING. 2. ALL UTILITIES WILL BE GANGED AT THE RIGHT-OF-WAY LINE AND SERVICES WILL BE EXTENDED INSIDE THE UTILITY EASEMENT TO THE BACK RESIDENCES IF APPLICABLE. 3. SHARED DRIVEWAY SHALL BE CONSTRUCTED OF CONCRETE ONLY. 4. THE DEVELOPER SHALL BE RESPONSIBLE FOR POSTING THE SHARED DRIVE AISLE WITH A MINIMUM OF TWO (2) NO PARKING SIGNS TO PROHIBIT PARKING ON SHARED DRIVE AISLE. 5. LOT LINES, BUILDINGS,AND OTHER ITEMS SHOWN ARE FOR ILLUSTRATIVE PURPOSES ONLY. ACTUAL LOT LINE LOCATIONS AND BUILDING OUTLINES WILL VARY. (DRAWING NOT TO SCALE) 6. IF THE ACCESS DRIVE IS LONGER THAN 150 FEET IN LENGTH A FIRE DEPARTMENT TURN AROUND WILL BE REQUIRED AT THE END OF THE DRIVE. PREPARED BY: r"NEIM45 ��CiviiScience U*-) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 ACCESS MANAGEMENT CITY OF TWIN FALLS into the other access. Figure 5-6 illustrates the recommended Figure 5-7 Vehicle making an illegal left turn into a RIRO access and non-recommended types of offset. Distances between offset (5-7-5-10:Source:Holes En ineerin ) intersections should comply with table 5-4. for newly constructed street and commercial approaches Figure 5-6 Non-overlapping intersections(shown above)are preferred to overlapping intersections(shown below) . (Source:Hales Engineering). Non-overlapping left turns Figure 5-8 A vehicle making a left turn out of a RIRO 1 Overlapping left turns Accesses should also be avoided near tight horizontal or vertical curves as appropriate sight distance may be difficult to obtain. 11.Access Control Certain movements of an access can be limited or controlled to Figure 5-9 A raised island enforces this RIRO access reduce conflicts thereby increasing safety and reducing delay. The most common is to designate an access as a right-in/right- out (RIRO) access. A RIRO access allows only right turn ingress and right turn egress movements. Left turns in or out as well as crossing movements(if applicable)are not permitted.A similar, but less restrictive type of access is a three-quarter access, of which two configurations are possible. A three-quarter access can allow right ingress, right egress, and either left ingress or left egress movements, thereby eliminating only one of the four movements types(thus the name"three-quarter access"). The effectiveness of a RIRO or three-quarter access is dependent uponthe physical controls putinto place for these types of accesses. Figure 5-10 A channelizing island and delineators enforce this Compliance is low when adequate signing and raised curbs are not RIRO driveway present.The most effective way to enforce a limited access driveway is by use of a raised median. A raised median makes left turns physically impossible, and a directional median opening can allow - either the left-ingress or left-egress movements when desired. Simply placing signs or even installing a"pork-chop"island will not L -W,__ prevent many drivers from making illegal turns, thus significantly reducing their effectives as access management techniques. Figure 5-7 shows a vehicle turning left into a RIRO access.Figure 5-8 shows a - vehicle making a left turn out of a RIRO access.Figure 5-9 and Figure 5-10 show two RIRO accesses that are operating more effectively because of medians enforcing the desired access management. , PREPARED BY: I T"NFAL45 ��CiviiScience U*_) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 ACCESS MANAGEMENT CITY OF AA" TWIN FALLS 12.Access Characteristics or intersection encountered. Insufficient throat length can create Appropriate design of accesses to a roadway is a critical component queuing both on- and off-site. The throat length must be long of access management. Poorly designed accesses can create safety enough to handle queuing of vehicles attempting to exit the site as and operational hazards along a corridor to both through traffic and well as for queuing occurring as vehicles enter the site and wait for turning traffic.The main design features of an access are the curve parking spots or make movements within the parking lot.Figure 5-11 radii and the width of the access.Many factors influence the design shows an example of appropriate throat length for a driveway into including the design vehicle, design speed, traffic volume utilizing a large development. the access,and pedestrian presence. 13.Intersection Sight Distance The design vehicle used to create an access can greatly affect the Appropriate intersection sight distance should be provided for at width and corner radius, especially if a driveway is designed for each access and intersection based on the type of control (signal, large trucks.A smaller corner radius can cause vehicles entering an stop sign, yield sign, roundabout, etc.), the design speed of the access to cross the centerline of the access road; therefore, when roadways, the design vehicle, the permitted movements at the heavy volumes are present, smaller radii require wider driveways. intersection,and the cross-sectional width ofthe road to betraversed. The opposite is also true because with a large enough radius, even Pedestrian usage can also be a factor in required intersection sight a large vehicle will not need to cross the center line of the driveway. distances.The AASHTO Greenbook provides guidance for calculating However,large radii greatly increase the distance for a pedestrian to the appropriate intersection sight distances. Figure 5-12 and Figure cross the access,therefore in areas with high pedestrian presence,a 5-13 show examples of poor intersection sight distance because of smaller radius may be ideal. bushes,trees,and other structures. The type of curb opening can also affecttraffic operations.The three Figure 5-12 Sight distance to the right is obscured by landscaping main types of curb openings include curb returns, dropped curb, features(source:Hales Engineering) and dustpan curbs. However, dropped curb and dustpan designs - usually require much larger driveway widths as their effective radii 1 are relatively small. The vertical profile of an access is important because when abrupt transitions occur between the cross-slope of the roadway and the slope of the driveway,the front or rear end of a vehicle can scrape the road when a vehicle enters or exits the driveway. This causes drivers to make turns into or out of driveways at angles larger than _ 90 degrees which in turn can cause safety hazards,especially if the driveway is well utilized. Care should be taken to avoid an abrupt _ change in slopes so that the driveway can be utilized as intended without damaging vehicles.Figure 5-11 shows an appropriate vertical curve provided for smooth transition on this sloped access driveway. Figure 5-11 The throat length shown here is long enough to avoid Figure 5-13 Sight distance to the left is made difficult by the curved conflicts from ingress and egress movements from interfering with road and the parts of the bridge structure(Source:Hales Engineering) parking and internal circulation(Source:Hales Engineering) d E.Benefits of Access Management The throat length of an access can also be a critical design element The three primary benefits of access management include of an access that can impact safety and operations both on and operational benefits,safety benefits,and economic benefits.These off the site. The driveway throat length refers to the distance of three are discussed in the following sections in greater detail. the driveway between the street and the first on-site parking area PREPARED BY: I T"NFAL45 ��CiviiScienceU*_) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 ACCESS MANAGEMENT CITY OF TWIN FALLS 1. Operational Benefits II. ACCESS MANAGEMENT Because access management decreases the frequency of driveways STATE-OF-THE-PRACTICE and signalized intersections,travel times and delay can be reduced, and the capacity of a road can be increased.Often this can result in A.Introduction a road functioning at appropriate levels of service despite increased This section discusses the current state-of-the-practice for access traffic growth.This in turn can save moneyforthe agency responsible management related standards including the current policies of the for the road as capacity enhancing projects such as road widening Idaho Transportation Department(ITD). can be pushed later into the future. B.Idaho Transportation Department(ITD) 2. Safety Benefits ITD created an Access Management Plan in 2014 known as I DAPA 39.03.42 Because left turn maneuvers are typically associated with the more "Rules Governing Highway Right-of-Way Encroachments on State Right- severe types of crashes minimizing these conflicts through access of-Way".Several topics are covered by this program including: management can improve the overall safety of a corridor. Both the . Access management quantity and severity of crashes has been shown to be reduced . Access spacing requirements for each highway type through implementation of access management. Sometimes less- severe crashes such as rear-end crashes increase with certain types ' Access width, radii,and specifications of access management, however,the benefits of reducing right-angle • Auxiliary lanes crashes far outweigh the cost of additional minor crashes. • etc. Adequate access spacing in busy urban corridors also helps reduce the 1. ITD Access Location and Design Standards decisions and workload normally required as drivers pass driveways Table 5-1 shows the access spacing requirements for ITD roads.ITD's and other intersections. This allows drivers to be more vigilant to access spacing requirements serve as a good starting pointfor Twin other conditions thus improving the overall safety of the corridor. Falls' access spacing requirements,especially for Twin Falls' higher classification roadways. However, ITD's requirements do not cover 3. Economic Benefits lower classified roads such as local streets and collector streets. A large concern of business owners and developers is that reducing Table 5-1:Access Spacing direct access of businesses to major roads will hurt sales because Driveway Driveway Distance Distance Between dCCESS management techniques Signalized Public Distance Downstream Unsignalized HIGHWAY AREA TYPE Road Road Upstream From From Accesses will make access to businesses TYPE Spacing Public Road more inconvenient, thus reducing Spacing (A) Intersection Unsignalized Other Than Public Road Public Roads the number of customers that will (B) Intersection(C) (D) patronize the businesses. In fact, the Federal Highway Administration Freeway All Accessible only by interchanges(ramps). (FHWA)found thatthe opposite was true. In a study released In 2006 Expressway All Accessible only at locations specified by the Department. (Safe Access is Good for Business), Rural 5.280 ft 5,280 ft 1,000 ft 650 ft 650 It the FHWA reported that before and after studies in several states Statewide Transitional 5.280 ft 2.640 ft 760 ft 500 ft 500 ft showed that "the vast majority of Route Urban>35 mph 2.640 ft 1,320 ft 790 ft 500 ft 500 ft businesses do as well or better after Urban s35 mph 2,640 ft 1,320 ft 790 ft 250 ft" 250 ft" the access management projects Rural 5,280 ft 2.640 ft 1,000 ft 650 ft 650 ft are completed"because the overall Regional Transitional 2.640 ft 1,320 ft 690 ft 360 ft" 360 ft" travel time to access the businesses Rote Urban>35 mph 2,640 ft 660 ft 660 ft 360 ft-- 360 fI are reduced due to reductions Urban 535 mph 2,640 ft 660 ft 660 ft 250 ft" 250 ft" in delay. This in turn makes patronizing the establishments Rural 2,640 ft 1.320 ft7so ft 500 ft 500 ft more convenient and can increase District Route Transitional 2,640 ft 660 ft 660 ft 360 ft" 360 ft" the market area as travel times Urban>35 mph 1,320 ft 660 ft 660 ft 360 ft" 360 ft" are reduced. Developments that Urban 535 mph 1,320 ft 660 ft 660 ft 250 ft" 250 ft., are difficult to enter and exit due *Distances in table are minimums based on optimal operational and safety conditions such as adequate sight dis- to poor access management and tance and level grade.Definitions of spacing designated by(A),(B),(C).and(D)are represented on Figure 1. congestion become less attractive „Where the public road intersection or private access intersection is signalized,the distances in the table are for to Customers. driveways restricted to right-in/right-out movements only. For unrestricted driveways the minimum distance shall be 500 feet from a signalized intersection. PREPARED BY: T"N�45 �s,ftivilscience TM'. TWIN FALLS TRANSPORTATION MASTER PLAN 2024 ACCESS MANAGEMENT CITY OF TWIN FALLS Table 5-2 shows recommended minimum and maximum access Table 5-3:Access Provisions widths and Radii for driveways on ITD facilities based on land , use type. Table 5-2:Access Provisions RadiiAccess Width and Arterial Yes' No' No Yes Commercial Truck Joint Residential Major Collector Yes Yes Nos Yes Approach Type Access Access Use Minor Collector Yes Yes Yes' Yes Approach Width 30'-40' 40'-65' 20'-40' 12'-36' Local street Noe Yes Yes Yes Curb Return Radii for 30' 30' 30' N/A Notes: an ArteriallCoRector 1.Preferably,commercial access to on arterial should be consolidated for several Curb Return Radii fo=N/ parcels and gained using a traffic signal or a public street.Where direct access a Local Street N/A 20' 20' is given to an arterial,if possible,the access should be a RIR0 access. 2.Exceptions to this recommendation would be for small commercial Source:20171SPWCStandard Drawing Revisions by City of Twin Falls developments or forsecondary access to a development. A 40'curb return radius may be used with the approval of the City Engineer 3.Very large multi-family developments may have private accesses that resemble III. RECOMMENDED ACCESS public streets in form and function,and therefore would be an exception to this recommendation. MANAGEMENT REQUIREMENTS 4.Direct access and frontage of residential properties to a minor collector may result in less-than-desirable livability for residents and should be avoided A.Introduction where practical. The following sections discuss recommended access management 5.Direct access and frontage of residential properties to a major collector may related standards for the City of Twin Falls.These recommendations result in less-than-desirable livability for residents and should be avoided are based on national, as well as the current state-of-the-practice where practical;however,if base residential zoning allows access,then a traffic by Other DOTS. impact study showing acceptable operations and safety can be mitigated, then on engineering review will determine the applicability of this standard. B.Access Provisions Source:Hales Engineering This section discusses what types of accesses should be permitted on the various types of roadways within Twin Falls. The roadway Table 5-4:Access Management Spacing Recommendations network and land use are interconnected,therefore allowing certain types of land use and accesses adjacentto certain types of roadways Signal 77ret will lead to the correct type of access and mobility that would be Sacin expected for a certain type of road.Table 5-3 shows recommended Access Access ' 9 Spacing Spacing allowable accesses for each roadway classification. Recommendations listed in Table 5-3 may not always be feasible 1ArterrialW7 660 5002 nla3 depending on whether other access exists for a given parcel of land. Major Collector 1,320 660 330 nla3 The feasibility of these recommendations is also highly dependent Minor Collector 1,320 330 150 150 upon land use and transportation planningforthe City of Twin Falls. Local street 1,320 150 150 50 C.Intersection and Access Spacing Notes: Based on recommendations from the literature and from state-of- 1.Measured center-line to center-line the-practice of other municipalities and DOTS,recommendations for 2.Access to on arterial should only be granted when other reasonable access minimum signalized, public street and private access spacing have is not available to a collector or local street.if granted,the access should be been compiled and are shown in Table 5-4. limited to right-in/right-out only if possible. 3.Residential access should not be granted on arterials or major collectors. D.Corner Clearance Requirements 4.Minimum Street Spacing refers to unsignolized intersection spacing;if a traffic The corner clearance requirements are the same as the minimum signal is present a traffic impact study should determine if the minimum access spacing requirements as were shown previously in Table street spacing should be longer. 5-4. In general, minimum corner clearance can be shorter on the Source:Hales Engineering downstream leg of the minor street at an intersection, especially if the access is a RIRO access.This distance can be as low as 120 feet E.Cross Access(Shared Access)Requirements for commercial accesses. For all other corner clearance distances, Access to private property from the public transportation the values in Table 5-4 for minimum access spacing apply. network cannot be prohibited. However, when parcels have small frontages, especially along major collectors and arterials, it is PREPARED BY: T"NFAL45 ��CiviiScienceU*_) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 ACCESS MANAGEMENT CITY OF AA" TWIN FALLS highly recommended that the cross access and/or shared access cross section width should be provided for on-street parking. be utilized where practical.Where adjoining parcels have the same Table 5-6 shows recommended on-street parking provisions based ownership,the City of Twin Falls should require the use of cross or on functional classification. Figure 5-14 shows on-street parking. shared access in orderto maintain the recommended access spacing Although this road is classified as an arterial,the adjacent land use requirements as previously discussed.When adjacent parcels do not supports on-street parking.All parking within the City of Twin Falls have common ownership,incentives should be provided to promote should be parallel. shared and cross access. Table 5-6:On-Street Parking Recommendations F.Intersection Alignment/offsets Street Classification ' ' Permitted' Where possible, accesses on opposite sides of the street should Arterial No be lined up directly across from each other. Sometimes this is Major Collector No not possible due to site restrictions or property lines. If accesses cannot be lined up across from one another,the preferable offset Minor Collector Yes is so that left turns entering each respective access do not overlap, Local Street Yes as was discussed previously in this document and shown in Figure Notes: 5-4. Table 5-5 shows the minimum offset for intersections on 1. These recommendations are based primarily on the function of the roadway. opposite sides of the street when the potential for overlap does Adjacent land use and available cross section width are also important factors occur. However, a traffic impact study may determine that a larger in determining whether on-street parking should be permitted. offset is required depending on the level of queuing that may occur Source:Hales Engineering at the intersections. Figure 5-14 On-street parking is permitted because of the Table 5-5:Minimum Access Offset Requirements adjacent land use and the available cross section width Street Classification Minimum Offset(feet)' (Source:Hates En.::!:,, Arterial 400 Major Collector 180 - Minor Collector 120 Local Street n/a Notes: 1.These values are a minimum requirement and are subject to change based on the results of a traffic impact study. 2.Offset requirements are not applicable in the case of RIRO accesses such as when a raised median is present.Access should only be provided to arterial streets when reasonable alternative access is does not exist. H.Access Characteristics Source:Hales Engineering Recommendations for access characteristics discussed in this section include the following: • Driveway width G.On-Street Parking • Curb return radii Permitting on-street parking can be a tool to make a corridor more . Vertical profile of driveway pedestrian friendly as parked vehicles provide a buffer between . Driveway throat length through traffic and pedestrians on the sidewalks. However,vehicles parking and un-parking along a roadway may cause side friction • Minimum separation of gate on private access from public street that can result in through traffic being slowed down or impeded.To All recommendations in this section assume the following: determine whether a road should have permitted on-street parking • The design vehicle for residential and commercial accesses is a depends primarily on what the function of the roadway is. As was passenger car discussed previously,the purpose of most arterial type roads is to . The design vehicle for industrial accesses is a W13-50. provide mobility, not access, whereas the purpose of a local street is to provide access and not mobility. However, another important Although some larger vehicles such as delivery vehicles do need factor is adjacent land use.A roadway in a core business area,even access to commercial areas, these types of trips do not typically if classified as an arterial,can benefitfrom having on-street parking, occur during the peak periods of the day.The entire access(ingress where a lower classified road, such as a minor collector within an and egress side) can therefore be used by a larger vehicle during industrial area, may not need on-street parking,therefore the cost off-peak times. This is more efficient than utilizing more area to to build and maintain this type of road will be less expensive by make larger radii and access widths and is also more ideal for prohibiting on-street parking. Finally, the available cross section pedestrians. Access driveways that will be heavily utilized by width should also be considered when determining whether on- trucks and busses during peak periods should be designed to the street parking should be permitted. A minimum of seven feet of industrial recommendations. PREPARED BY: IT"NFAL45 V�&viiscience U*_) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 ACCESS MANAGEMENT CITY OF TWIN FALLS Table 5-7 shows driveway widths and curb radii for various intersection types depending on the functional classification of the adjacent roadway. Table 5-7 Driveway Widths and Curb Return Radii 11 1 1 1 ' ' Arterial Major Minor Local Arterial Major Minor Local Collector Collector Collector Collector ReAt�iiaU)1 dwelling unit n/a n/a 12(n/a') 12(n/a') n/a n/a n/a2 n/a2 Multi-Family(less than 3 units) n/a 18(n/a') 18(n/a') 18(n/a') n/a n/a2 n/a2 n/a2 Multi Family(more than 3 units) 26(n/a') 26(n/a') 26(n/a') 26(n/a') 20 20 20 25 Commercial(1 exit lane) 26(14) 26(14) 26(14) 26(14) 20 20 20 25 Commercial(2 exit lanes) 40(16) 40(16) n/a n/a 20 25 n/a n/a Industrial 36(22) 36(22) 36(22) n/a 45 45 45 n/a Notes: 1.This type of access is not striped. 2.This type of access is a"dustpan"style access,therefore,no curb-return radius applies. Source:Hales Engineering&Transportation and Land Development(ITE,2002) According to the City of Twin Falls Standard Drawings,the required slope is negative 6 percent, the algebraic change in grade is also curb radius measured from face of curb(FOC)for residential roadways 4 percent. Table 5-8 also shows the maximum change in grade is 20 feet and all other roadways are 30 feet. Deviation from these where no vertical curves are required (rounding only)as well as the standards requires approval in writing from the City Engineer. maximum change in grade with vertical curves provided. Table 5-8 containsthe maximum change in grade between the cross- Table 5-9 shows the recommended driveway throat lengths for slope of the roadway and the slope of the driveway.The maximum various access types and based on what type of conflict is closest change in grade reported is the algebraic difference in slope. For to the adjacent road.When an internal intersection will be the first example,if a negative 2 percent cross-slope connects to a positive 2 conflict encountered when entering a driveway, a shorter throat percent driveway slope,the algebraic change in grade is 4 percent. is typically needed then for a site where the driver will encounter Likewise, if the cross-slope is negative 2 percent and the driveway parking spots after entering the access. Table 5-8 Change in Driveway Vertical Profile Arterial Major Collector Minor Collector Local Arterial Major Minor Local Collector Collector Residential(SFDU) n/a n/a 8% 10% n/a n/a 10% 120/0 Multi-Family(3 or less units) n/a 8% 8% 10% n/a 10% 10% 12% Multi Family(4 or more units) 4% 7% 8% 10% 5% 7% 10% 12% Commercial(1 exit lane) 4% 7% 8% 10% 6% 7% 10% 12% Commercial(2 exit lanes) 4% 7% n/a n/a 5% 7% n/a n/a Industrial 4% n/a 5% n/a Notes: 1.Rounding by taking care to avoid abrupt change in grade. Source:Hales Engineering&Transportation and Land Development(ITE,2002) PREPARED BY: I T"NFAL45 ��CiviiScience U*_) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 ACCESS MANAGEMENT CITY OF TWIN FALLS Table 5-9 Recommended Driveway Throat Length(feet) Landscaping features such as shrubbery and decorative rocks are Access Type First conflict within the site is: acceptable if they are less than 3 feet high. Trees are acceptable Parking Internal Intersection if the stump is located outside of the clear sight triangle and the lowest branches are at least 10 feet high. These height standards Residential(SFDU) n/a n/a apply to areas with flat grade. Intersections near slopes must be Multi-Family(3 or less units) n/a n/a evaluated on a case-by-case basis. Multi Family(4 or more units) 75 30 Residential approaches need to be a minimum of 20'from edge of Commercial(1 exit lane) 75 30 approach to end of curb radius of street intersections or outside the Commercial(2 exit lanes)' 75 50 sight triangle,whichever distance is greater.This allows the vehicle Industrial 75 75 to back onto the local road a safe distance from the intersection and will prevent the vehicle from being blocked by cars waiting to turn Notes: at the intersection. 1.For signalized accesses with three egress lanes,throat length should be at least 200 feet long. For signalized accesses with four egress lanes, throat length J.Transit Improvements should be at least300 feet long. These lengths should also be verified by a In October of 2016 Gridworks provided the City of Twin Falls with a traffic study. Transit Development Plan.The current transit provider for the City Source:Hales Engineering&Transportation and Land Development(ITE,2002) of Twin Falls is Trans IV.This is a dial-a-ride service where customers can schedule a ride between locations. This service connects I.Intersection Sight Distance customers to health care,jobs or other needs. This service is vital Intersection sight distance allows vehicles making turning but can only serve a small portion of the population.A good transit movements at intersections enough time to react to other drivers system will assist the City with its transit goals which include: at or approaching an intersection. Intersections with adequate . Strengthen the economy and improving access to jobs and services sight distance can greatly reduce conflicts at intersections making . Supporting the vitality of downtown Twin Falls them safer.All intersection sight distances should be calculated by . Ensuring transportation options for people who cannot or do a licensed traffic engineer based on the AASHTO Greenbook(2011) not drive. recommendations. These recommendations are made for various intersection control scenarios as well as functional classifications The Transit Development plan lists various strategies which of the intersecting roads. will assist the City in the development of a fixed route service which will assist a greater portion of the public with public Once intersection sight distances have been determined for a given transportation options. intersection, a "clear sight triangle" can be formed which should remain clear of anything that will obstruct the driver from seeing K.Typical Street Cross Sections other vehicles within the intersection sight distance. The AASHTO The below Figure 5-15 shows the recommended street and Right-of- Roadside Design Guide(2006)states thatthe vision space for drivers Way cross sections for the City of Twin Falls. is 3-10 feet. Objects such as buildings,fences, and parked cars are examples of objects that will block the intersection sight distance. „ + z - _ ,} A I u n i PREPARED BY: I T"NFAL45 V,&viiScience U*-) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 ACCESS MANAGEMENT CITY OF TWIN FALLS Figure 5-15 Recommended street and Right-of-Way cross sections PROPOSED ARTERIAL CROSS SECTIONS 3 0 0 0 92'RIGHT-OF-WAY 62'ROAD SURFACE 31' I 31' 5'PLANTER 14' .5'PLANTER 6'SIDEWALK - 2. % TURN BAY 2.5 6'SIDEWALK 5 2'UTILITY MEDIANS REQUIRED y 2'UTILITY SETBACK~ 12 12 i L` 12 12 SETBACK TRAVEL TRAVEL TRAVEL TRAVEL 2'CURB AND LANE LANE LANE LANE 2'CURB AND GUTTER GUTTER 92-FOOT R.O.W.ARTERIAL 62'OF ROAD SURFACE PROPOSED COLLECTOR CROSS SECTIONS 0 0 78'RIGHT-OF-WAY 48'ROAD SURFACE 24' I 24' 5'PLANTER 5'PLANTER 6'SIDEWALK 2.5% 2.5 MEDIANS MAY BE REQUIRED 6'SIDEWALK 2'UTILITY 2'UTILITY SETBACK~ 12' 17 12' 12' SETBACK TRAVEL —TRAVEL��TRAVEL��TRAVEL 2'CURB AND LANE LANE LANE LANE 2'CURB AND GUTTER GUTTER 78-FOOT R.O.W.COLLECTOR-4 LANES 48'OF ROAD SURFACE M °� 78'RIGHT-OF-WAY 48'ROAD SURFACE 24' I 24' 5'PLANTER 12 5'PLANTER 6'SIDEWALK 2.5 TURN BAY 6'SIDEWALK 2.5% % 2'UTILITY 12' 12' 2'UTILITY SETBACK TRAVEL TRAVEL ~SETBACK 2'CURB AND 2'CURB AND GUTTER LANE LANE GUTTER 6'SHOULDER 6'SHOULDER OR BIKEWAY OR BIKEWAY 78-FOOT R.O.W.COLLECTOR-3 LANES WITH STRIPED BIKEWAYS 48'OF ROAD SURFACE LOCAL ROAD CROSS SECTION NO CHANGE PROPOSAL FROM EXISTING STANDARD 3 3 0 0 z s 50'RIGHT-OF-WAY 36'ROAD SURFACE 18' 18' SIDEWALK 2 5% 2 5% SIDEWALK 11 11' SHOULDER TRAVEL TRAVEL SHOULDER LANE LANE 50-FOOT R.O.W.LOCAL ROAD 36'OF ROAD SURFACE PREPARED BY: TWIN FALLS ��CivilScience ,Tes, TWIN FALLS TRANSPORTATION MASTER PLAN 2024 ACCESS MANAGEMENT CITY OF AA" TWIN FALLS IV. APPEALS PROCESS 2. The applicant has considered access through a shared use or cross access driveway or access point with an adjacent An access variance grants permission to depart from the standards land use and such a shared use access or cross access is not and requirements ofthe CityofTwin Falls Access Management Manual. feasible. A letter from the adjacent landowner stating that cross access or shared access is not feasible shall be provided. Applicants seeking a variance from the City of Twin Falls Access Management Plan will submit the written request as an attachment 3. Theapplicantis providing on-site or off-site traffic improvements to the formal project submittal and application.A subsequent request that might offset the negative impacts of granting an access that for a variance may be allowed in accordance with the completeness does not meet standards. check review procedure as a supplement to a previously submitted application if the City of Twin Falls determines that it is in the public 4. The applicant has considered and demonstrated trip reduction interest to do so.The City Engineer or Traffic Engineer will review all strategies that allow the access to properly function without requests for variance. creating a negative impact to the roadway. The request for variance will specify in writing, why the variance is 5. The applicant has provided traffic engineering or other studies appropriate and necessary and should be completed and stamped to determine that the access will not degrade the efficient flow by a licensed traffic engineer. Include in the request, documentation of traffic on the roadway in terms of safety, capacity, travel of conditions with and without the variance with the documentation speed and other functional features of the roadway. showing that the applicant has considered all practical and reasonable mitigation alternatives. The variance request results The review and final action of whether to approve or disapprove the from the application of the standard or requirement of this access variance will be completed within twenty (20) working days of the management manual suffered directly and solely by the applicant and date of acceptance of the request for variance application. is not self-created or self-imposed such as by the applicant acting with or without knowledge of the applicable standard or requirement. Include the documentation of reasons for approving/denying the A variance will not be granted for procedural requirements. variance in the projectfiles and records.State in terms and conditions of the approved permit and variance that the permittee may be The applicant is responsible for showing that the variance request required to improve, modify, eliminate, or correct the condition meets minimum acceptable engineering, operation, and safety responsible for the variance when it is evident that the justification standards, the variance is not detrimental to the public health, for the variance is no longer valid. welfare and safety, and the variance is reasonably necessary for the convenience and welfare of the public. The permit may stipulate conditions and terms for the expiration of the permit when the necessity for the variance no longer exists, The City Engineer orTraffic Engineerwill considerthe following factors allowing direct access to a roadway when the access proposal cannot in determining that the granting of a variance will not negatively meet the standards of this access management manual,or when the impact the current and proposed operation of the roadway: property would otherwise be without reasonable alternative access if a variance were approved. 1. The applicant has considered all other feasible alternatives to provide reasonable access to the land use or development and If a variance is denied,the applicant may initiate an appeal only after can demonstrate that better alternatives in terms of roadway complete review and determination of the access permit application. operations are not feasible or does not exist. y�jy 4. Ir u"y..aF y�y;;/i p y r r p i k SRIk PREPARED BY: IT"NFAL45 V�&viiScience U*_) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 ffff CITY OF TWIN FALLS 06. Maintenance Plan Pavement Management Program The City of Twin Falls manages pavement transportation routes Paved roadways are typically designed for a 15-20 year life. Each within the City Limits. The number of roadway miles within the roadway can be seal coated two to three times depending on use City increases each year. Each roadway will require some type with each seal coat extending the asphalt surface life by 7-10 years. of regular maintenance and repair in order to keep the roadway The life span of a typical subdivision roadway can be extended out system functional and safe.In order to help prioritize these projects to 50 years or more when the truck loads are minimized. Arterials and plan ahead the City of Twin Falls implemented a Pavement and collector streets may only last to a lifespan of 20-30 years Management Program as part of the previous Transportation Master before an overlay or reconstruction effort is required depending Plan. The program was developed by Civil Science and American on the number of axle cycles.The original method of construction Geotechnics. As part of the program, pavement information was is a critical factor. The better the base materials and the thicker loaded into the Micro PAVER software package. Initially information the asphalt the longer the street will last assuming axle loading was gathered from a percentage of the overall transportation conditions and frequency of loading are the same. system with the focus being on collector and arterial grade roadways. The program is designed to have data on the various Street Damage is proportional to axle weights. Axle loading and roadways gathered on a regular basis with information loaded the number of cycles ESALS(equivalent single axle loads)are used into the software package. Once enough data is collected for to design a street. Subdivision streets are designed to withstand each roadway a Pavement Condition Index or PCI can be obtained a small number of ESALS compared to arterial streets which are for each respective roadway through the software. With the PCI designed for a much higher number of ESALS. information loaded into the software, maintenance plans can be developed for 5,10,or 15 year increments.These plans can be used Other factors influence the street's lifespan.These factors are listed to assist the City with budgeting and planning for the transportation as follows: maintenance needs providing some level of foresight.Coupling this program with annual costs for materials and labor will provide a • Water is present in the summer months primarily from irrigation valuable cost estimatingtool goingforward for annual maintenance practices, buried pipe leaks, and seasonal high ground water budgeting and scheduling purposes. which is typically influenced by irrigation practices. As a part of this Transportation Master Plan,Civil Science developed • Water can also be present in winter months. Winter water a series of spreadsheets for asphalt maintenance.The spreadsheets presence many times can lead to more damage to the streets. were used to calculate the Total Cost per Year for maintenance of Water present in silty soils can be wicked up through capillary the asphalt. The spreadsheets varied in number of years between action and cause frost heave. full reconstruction, seal coating frequency, patching, crack sealing, ° Frost heave is caused when the water present in the soils signal maintenance,and milling frequency.This applied to arterials, expand as they freeze.The soil moves upward causing a heave. collectors,and local streets.An example can be seen below in Table When the frost melts the soil is left with voids where the water 6-1. It is important to note that all of the scenarios developed were contracts as it changes from ice to liquid water. The soil is no in excess ofthe current budgetary numbers for asphalt maintenance longer at the densities which were present when the street fortheCityofTwin Falls.indevelopingthe spreadsheet,assumptions was initially constructed and no longer has the load carrying were made that each street classification would be sealed, milled, capacity it was designed for. As the frost begins to melt in a or replaced at a set time interval. In reality, some streets remain thaw cycle it leaves the road with a loose un-compacted functional long past other streets of the same classification. The wet base just under the asphalt. This loose un-compacted spreadsheet acts as a guide to assist with planning budgets but is condition allows for significant asphalt flexing during the early not set in stone.The City will set priorities each year for each of the stages of the thaw as vehicle weight attempts to re-compact street classifications and pick which streets are in the highest need the soil below the asphalt.This flexing can destroy a roadway of maintenance work. in a single season depending on the amount of water present, base materials, freeze-thaw cycle quantity, and duration of The City of Twin Falls created a Strategic Plan.The Strategic Plan is thaw cycles. discussed more thoroughly in the Background section of the TMP. It is important to have some discussion of the plan in this section • Sunlight and heat oxidize and deteriorate the asphalt binders because the Strategic Plan creates a vision of the future of Twin Falls which cause the asphaltto become brittle and crack under loading. and guides the budgetary process to achieve the community vision. The Maintenance Plan portion of the TMP is a large consumer of City, Streets builtwithin the City ofTwin Falls are subjectto all oftheabove State,and Federal funding dollars.Coordination of the Maintenance factors. These factors combined make for challenging conditions Plan with the Strategic Plan is of critical importance.The Strategic when it comes to long term asphalt maintenance planning. Plan focuses on several areas which are directly related to the PREPARED BY: I T"NFAL45 ��CiviiScienceU*_) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 MAINTENANCE A PLAN rffff CITY OF TWIN FALLS Table 6-1:Road Maintenance Schedule Costs Costs for reconstruction of streets includes other items associated 50/100/100 Year Maintenance Cycle Full Reconstruction every with street construction which include removal and replacement 50 years for Arterial,every 100 years for Collectors,and every of sidewalks, curb and gutter, pavement markings, valley gutters, 100 years for Residential(includes Seal Coat) survey, testing, mobilization, and a contingency factor. Costs also Mill&Inlay every 25 years for Arterial roads and Collector include costs for new base coarse aggregates for concrete and roads,Mill&Inlay every 50 years for Local roads(includes Seal asphalt items listed above. As was mentioned earlier,the City has Coat)Seal Coat every 8 years insufficient funding currently to maintain the asphalt using any of the developed spreadsheets. Through this process it became Miles Cost apparent that the City will need to develop a prioritization strategy Recon Arterial per year 0.56 $2,748,251.21 for long term asphalt maintenance. Recon Collector per year 0.64 $2,475,130.82 Traffic Signal Management Program Recon Local per year 1.53 $3,288,879.69 Traffic signals require regular maintenance for safe reliable Mill&Inlay Arterial per year 0.56 $419149.63 operation. While roadways can still be functional even though Mill& Inlay Collector per year 1.92 $980,94810 they have structural problems traffic signals must be kept in good working order.Traffic signals have several items that require regular Mill& Inlay Local per year 1.53 $406,344.41 maintenance or replacement. Currently the City will install a new Seal Coat Arterial per year 2.80 $159,019.50 traffic signal every 18 months on average. Of the new installations Seal Coat Collector per year 6.38 $325,965.81 approximately 1 out of 3 will come out of the City's budget. The other two will be paid for by other parties. Each signal has a control Seal Coat Local per year 15.32 $375,492.74 cabinet.These cabinets have a useful life of approximately 13 years Patch/Skid Patch - $75,000.00 before the components become outdated. Each signal uses LED Crack Seal 24.50 $73,500.00 light bulbs.These bulbs have a useful life averaging approximately 10 years. Each signal system has a useful life of approximately 50 Signal Annual Cost - $701,156.11 years.A cost breakdown was assembled showing the costs involved Illumination Annual Cost - $368,704.82 in maintaining the traffic signal system for the City of Twin Falls. The table is based on an approximate current total of 50 signalized Total Cost per year $12,397,542.84 intersections.Table 6-2 gives the breakdown and total annual cost for Traffic Signal Maintenance. Maintenance Plan in areas other than direct budgetary concerns. While all of the Strategic Plan focus areas are somewhat related to Table 6-2:Traffic Signal Maintenance Schedule Costs the Maintenance Plan,some focus areas are directly related and are Total Annual discussed briefly below: years) Cost • Healthy Community New Traffic Signal' $500 000.00 $16 666 666.67 $111,111.11 ° Walking, biking, and other types of outdoor exercise are stressed in this area Maintenance per year $2,000.00 $100,000.00 $2,000.00 °Transportation to healthcare facilities, pharmacies, dental Cabinet Replacment $27,215.00 $4,082,250.00 $81,645.00 care, and other health care services are related to the (Washington ST Maintenance Plan Project cost)2 • Accessible Community LED Replacement' $6,400.00 $320,000.00 $6,400.00 ° Access for all residents able to travel by foot, bicycle, car, or Signal Upgrade $500,000.00 $25,000,000.00 $500,000.00 other means are all part of accessibility and are directly related to the Maintenance Plan Total Annual Cost: $701,15611 • Environmental Community Notes: ° Reduction in fuel powered travel will have a direct impact on Total costs are based on 50 signalized intersections. the environment so pathways,sidewalks,and bicycle paths are 1. It is assumed that a new signalized intersection will be constructed every 18 months and that only 1 out of 3 new signalized intersections will come out of an important part of this focus area the City of Twin Falls budget with the others being paid for by other parties. ° Proper Maintenance which will reduce reconstruction is a good 2.It is assumed that the life of a signal cabinet is 13 years.In order to replace all way to protect the environment of the signal cabinets in a 13 year period 3 cabinets will need to be replaced per year. • Responsible Community 3.It is assumed that the life of an LED bulb will be 10 years.In order to replace all o LED bulbs in a 10 year period,64 LED bulbs will need to be replaced per year. Taking care of our assets such as roadways, sidewalks, signs, 4. It is assumed that the longevity of a signal system is 50 years. In order to bridges, pathways, trails, and other transportation items replace all of the signalized intersection in a 50 year period 1 signalized through properly planned maintenance is one way of being intersection will need to be replaced per year responsible stewards of the community property PREPARED BY: I T"NFAL45 ��CiviiScience U*-) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 MAINTENANCE A PLAN CITY OF TWIN FALLS Street Illumination Management Program Table 6-4:ADA Ramp Maintenance Schedule Costs The City of Twin Falls currently has approximately 1,119 street lights. ADA Ramp 20 Year Cost per Year It is estimated that each light pole will need replaced every 50 years. ADA Ramp/YR Unit Price Total Cost/YR The LED Bulbs for these fixtures are assumed to have a useful life 332 $4,88316 $1,621,209.12 of approximately 10 years.At current rates a new illumination area will be created every 18 months. A spread sheet has been created ADA Ramp 50 Year Cost per Year to calculate the total annual cost of maintenance for the Street ADA Ramp/YR Unit Price Total Cost/YR Illumination System. Table 6-3 gives the cost associated based on 133 $4,88316 $649,460.28 assumptions listed. General Notes: Table 6-3:Street Illumination Maintenance Schedule Costs In2014 the city estimated approximately 6400 ADA ramps.The number presented above assumes ADA ramps are provided at all intersections. Item Lost Total ' ' Possible ADA Ramps were counted using Google Maps within the City of Twin (50 years) Falls City Limits. New Illumination $211,627.85 $7,054,261.67 $141,085.23 It is assumed that a four way intersection will have 8 ADA Ramps and a""T interseciton will have 2 ADA Ramps. Bulb Replacement $67140.00 $3,357,000.00 $67140.00 At intersections with Islands,each corner was counted as having 4 additional ADA ramps.i.e.Blue Lakes and Poleline was counted as having 12 ADA Ramps Pole Replacement $160,479.59 $8,023,979.50 $160,479.59 The price of the ADA ramp is based off the average price of previous jobs within the last two years,bid out by the City of Twin Falls.(See Unit Bid Prices) Total Annual Cost:1 $368,704.82 Quantities include ramps on state highways located with the City Limits as Total costs are based upon there being 1119 lights in City of Twin Falls per the Clty indicated in the attached Map. of Twin Falls GIS database It is assumed that all poles will be replaced in a 50 yeorperiod.(23 poles peryeor) developed.The current City regulations require developers to install It is assumed that all LED's will be replaced in a 10 year period as well.(112 bulbs sidewalk accordingto City Standards,but lapses have occurred in the per year) It is assumed that a new illumination area will be constructed once every 18 months. past that caused areas to be developed without sidewalk.Sidewalk All costs were overagedfrom bidsfor the 2017 Cheney Drive Illumination Project. Construction is expensive, but it provides an important route for The average percent for traffic control of the bids on the 2017 Cheney Drive pedestrian travel. Planning strategies should be incorporated to Illumination Project is 4%. locate funding sources for prioritized sidewalk projects. The average percent for mobilization of the bids on the 2017 Cheney Drive Illumination Project is 4%. To address the ADA Ramp and Sidewalk needs,the City of Twin Falls evaluates and identifies sidewalk maintenance and construction ADA Ramp Management Program opportunities using the Sidewalk Value Prioritization list for The City of Twin Falls has a significant number of ADA Ramps. sidewalk maintenance and construction projects as follows: Table 6-5 gives a breakdown of the number of ADA ramps and their locations. 1. ADA Ramps—Upgrading existing ADA Ramps at intersections to meet current ADA requirements. This table gives the number of ramps along select streets as well 2. Zone Maintenance—Addressing sidewalk and ADA Ramps in as values for each and a total value based on the cost to construct preparation for scheduled road maintenance (mill/inlay/ each ramp. These ramps will need to be maintained or replaced overlay/reconstruction). due to wear and tear as well as changing ADA regulations.The costs 3. Pedestrian Accident Locations—Addressing sidewalk and ADA associated with their maintenance based on a 20 and 30 year useful Ramps at these locations when warranted. life are shown below in Table 6-4.Maintenance of ADA Ramps alone 4. Economically Feasible Opportunities—When no additional Right- is a significant annual cost. Like all maintenance items, the City of-way, utility relocation,or extensive work/cost is required. will need to work on a priority basis rather than simply replacing 5. School Zones—Within the immediate vicinity of a school. ADA ramps at set intervals. Concrete can have a significantly longer 6. Government/Trail Facilities—Within the immediate vicinity of useful life than the 20 and 30 year figures shown below. Some a Government or trail facility. ramps in high traffic areas where large vehicles travel across the 7. Extended areas radially or in grid patterns from schools, ramps will obviously need replacement more often than ramps at government, or trails—Addressing sidewalks and ADA Ramps locations where relatively few vehicles travel across the ramps. when progressing away from these types of facilities. 8. ADA Connectivity—Addressing ADA sidewalk compliance Consideration for sidewalk construction to provide connectivity between intersections including driveway approaches. where no sidewalk currently exists was mentioned earlier in the TMP. 9. Sidewalk Connectivity—Addressing areas where there are no It is mentioned again in this section because construction of new existing sidewalks. sidewalk in these locations needs to be considered for budgetary purposes.Sidewalk connectivity issues exist in areas where sidewalk Other transportation maintenance issues that should be considered was not constructed when the land was originally subdivided and for long term planning strategies are listed as follows: PREPARED BY: IT"NFAL45 ��CiviiScience U*_) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 MAINTENANCE A PLAN CITY OF TWIN FALLS • Bike Path,Trails,and Mixed-Use Path Long Term Maintenance ° Maintaining swales, detention ponds, retention ponds, and ° Replacing existing pathway surfacing as it wears and becomes drainage channels difficult or dangerous to use. ° Weed control along pathways and trails • Sidewalk Long Term Maintenance ° Pathway Maintenance and repair other than surfacing such as ° Replacement of aging sidewalk infrastructure handrails and guardrails ° Repair or replacement of sidewalk damaged by tree roots ° Signage replacement for trails and paths or settlement • Street Drainage Long Term Maintenance ° Upgrading narrow sidewalk to meet current standards and ADA requirements and storm drain manholes ° Cleaning of existing oil/water separators, storm drain inlets, ° Installation of sidewalk in parts of the City where no sidewalk currently exists ° Maintaining or reconstructing plugged or insufficient subsurface percolation basins Tracking the frequency of each of the above categories will be ° required in orderto develop a longterm maintenance plan for each. Maintaining storm drain pipes Local information regarding life cycles for multi-use paths,seepage Table 6-5:ADA Ramp Locations,Quantities and Values Sec# Location #ADA Ramps 1 Grandview to Washington and Canyon to Pole Line 264 $4,883.16/EACH $1,289,154.20 2 Washington to Blue Lakes and Canyon to Pole Line 92 $4,883.16/EACH $449,250.72 3 Blue Lakes to Eastland and Canyon to Pole Line 26 $4,883.16/EACH $126,96216 4 Eastland to Hankin and Canyon to Pole Line 8 $4,883.16/EACH $39,065.28 5 Eastland to Hankin and Pole Line to Falls 76 $4,88316/EACH $371,120.16 6 Blue Lakes to Eastland and Pole Line to Falls 450 $4,883.16/EACH $2,197,422.00 7 Washington to Blue Lakes and Pole Line to Falls 90 $4,883.16/EACH $439,484.40 8 Grandview to Washington and Pole Line to Falls 346 $4,883.16/EACH $1,689,573.36 9 Grandview to Washington and Falls to Addison 322 $4,883.16/EACH $1,572,377.52 10 Washington to Blue Lakes and Falls to Addison 937 $4,883.16/EACH $4,575,520.92 11 Blue Lakes to Eastland and Falls to Addison 450 $4,883.16/EACH $2,197,422.00 12 Eastland to Hankin and Falls to Addison 368 $4,883.16/EACH $1,797,002.88 13 Eastland to Hankin and Addison to Kimberly 418 $4,883.16/EACH $2,041,160.88 14 Blue Lakes to Eastland and Addison to Kimberly 618 $4,883.16/EACH $3,017,792.88 15 Washington to Blue Lakes and Addison to Kimberly 1090 $4,883.16/EACH $5,322,644.40 16 Grandview to Wasthington and Addison to Kimberly 92 $4,883.16/EACH $449,250.72 17 Sunway to Grandview and Pole Line to Falls 128 $4,883.16/EACH $625,044.48 18 Sunway to Grandview and Falls to Addison 88 $4,883.16/EACH $429,718.08 19 Grandview to Washington and Kimberly to Orchard 14 $4,883.16/EACH $68,364.24 20 Washington to Blue Lakes and Kimberly to Orchard 280 $4,883.16/EACH $1,367,284.80 21 Blue Lakes to Eastland and Kimberly to Orchard 94 $4,883.16/EACH $459,017.04 22 Eastland to Hankins and Kimberly to Orchard 60 $4,883.16/EACH $292,989.60 23 Grandview to Washington and Orchard to 3600 N 166 $4,883.16/EACH $810,604.56 24 Washington to Blue Lakes and Orchard to 3600 N 162 $4,883.16/EACH $791,071.92 Total ADA Ramps 6639 Total Cost $32,419,299.24 PREPARED BY: I T"NFAL45 ��CiviiScience U*_) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 MAINTENANCE A PLAN CITY OF TWIN FALLS beds, and drainage features will all need to be examined in order • Use trends for the item to be able to develop long term maintenance plans and budgets. • Changes in technology A prioritization plan will also need to be implemented in order to make decisions on which projects will receive attention and which Sidewalk Master Plan and CIP List will be delayed. Criteria will need to be evaluated. Some of these The City of Twin Falls has developed a Sidewalk Master Plan and CIP criteria for prioritization for asphalt and other items may be: List.This Plan and List can be viewed in the Appendix and on the City Website.The plan was developed to assist with prioritizing projects • Safety concerns for sidewalk extensions as well as replacement and rehabilitation of • Accident concentrations existing sidewalks.Some of the older sections of the City are seeing • Frequency of use seriously degrading sidewalks. Replacing sidewalks can be very • Economic importance expensive and difficult to prioritize. This plan is designed to help • Environmental impact with those decisions and create a framework where funding can be • Social impact prioritized for those projects. • Load carrying capacity Capital07. I IProgram Capital Improvement Plan The CIP listwas revised and improved based on roadways with current The stated goal of the City of Twin Falls for the roadway system is or projected failing LOS ratings as well as projects on roadways with to achieve a level of service(LOS) C on all roads with the exception acceptable LOS ratings where improvements to those acceptable of Blue Lakes Boulevard, which has a future goal of LOS D. These streets would improve the LOS ratings of connected or related streets. goals and input from various groups and committees coupled with The CIP looks to improve LOS ratings for major arterials such as Blue the traffic studies completed as part of this Transportation Master Lakes,or Pole Line Road by making improvements to collectors.These Plan have been used to develop a Capital Improvement Plan (CIP). collectors,once improved,will remove traffic from Blue Lakes,or Pole The improvements which are stated in this CIP are limited to streets Line and thus improving the LOS on these major arterials. classified as collectors or arterials only. While local streets may require improvements,they are not included on the CIP list. Trails, CIP Cost Estimate Development pedestrian improvements, and bike paths are also not included. The cost estimates for the CIP list were developed using item unit Regular maintenance projects were also not included in the CIP list. costs. Each project was broken down into the various parts required The objectives of the CIP are as follows: to build the improvement. These individual parts included Asphalt, • Identify the location and approximate scope of each leveling and base course, sidewalk, curb and gutter, right of way, improvement project and other relevant items. Prices were assumed for each unit based • Identify an estimated cost for each transportation on recent bids for similar projects within or adjacent to Twin Falls. improvement project Geographic Information System (GIS) was then used to determine the estimated quantity of each item. Once all items were quantified The Capital Improvement Projects list is shown in Table 7-1.This list for each project the individual unit costs were applied.The totals for gives the location,improvement,and estimated cost for each of the each unit item were then added together along with cost estimates projects.The list does not prioritize the projects, but each project is for engineering and contingencies and an estimated total was formed. numbered for reference purposes only. This estimated total is the price shown for each item in the CIP list. The costs included in the figure are for roadway base,asphalt,curb/ The purpose of the CIP list is to develop a list of construction projects gutter, and sidewalk. Engineering costs, utilities, and contingencies which can be planned for construction in the future which will are also included in the cost estimates. Cost estimates were prevent collectors and arterials from entering into unacceptable LOS developed assuming construction of improvements only and not categories as established in the LOS goals for the City of Twin Falls. full reconstruction of streets where widening was an element of the While not all projects can be completed simultaneously it provides project. Details of the cost estimates are included in Appendix A. the policy makers and engineers the ability to plan ahead based on available funding and consideration of need by highest priority.The The current CIP list was initially formed based on previous list is intended to be flexible to allow for changing priorities based transportation CIP lists,City personnel's experience,funding source on actual growth patterns as opposed to predicted growth patterns. knowledge,current challenges,and an understanding of the overall transportation system. This list was modified throughout the TMP Capital Improvement Projects process. Revisions were made based on listed projects being The Capital Improvement Projects shown below are not placed in completed, LOS evaluations that were part of the TMP process, and any particular order related to priority or cost. comments from the Twin Falls Transportation Advisory Committee. PREPARED BY: T"NFAL45 ��CiviiScienceU*-) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 CAPITAL 1A IMPROVEMENT 1I PROGRAM 1III CITY OF TWIN FALLS Table 7-1:Capital Improvement Projects Pro Proj 11 1 1 1 1 Estimated Roadway From TO Improvement iWIMME Cost 1 Blue Lakes Blvd Addison Ave Park Ave E-F C Re-stripe to 3-lane cross-section $37,045.00 (Reduce center lane width up to 1ft) 2 Blue Lakes Blvd Park Ave Orchard Dr D C Re-stripe to 3-lane cross-section $10,294.00 3 Falls Ave Madrona Eastland Dr E-F D Re-stripe to 3-lane cross-section $12,454.00 4 Falls Ave Eastland Dr Hankins Rd E-F C Widen to 5-lane cross-section $1,631,425.00 5 Addison Ave Eastland Dr Hankins Rd E-F C Widen to 5-lane cross-section $1,334,565.00 6 Bridgeview Blvd US-93 Pole Line Rd E-F C Add turn pockets at accesses $20,262.00 7 Cheney Rd Fillmore Madrona St E-F C Widen to 3-lane cross-section (Reduce $301,979.00 center lane width up tot ft) 8 Eastland Dr Stadium Blvd Addison Ave E-F C Widen to 5-lane cross-section $934,586.00 9 Eastland Dr 4th Ave Kimberly Rd E-F A-B Widen to 5-lane cross-section $688,016.00 10 Filer Ave Grandview Dr Martin St E-F C Widen to 3-lane cross-section $429,494.00 11 Fillmore St North College Falls C Connect Fillmore between North College $1,117,840.00 Rd and Falls Ave-3-lane cross-section 12 Fillmore St Falls Addison Ave C C Widen to 3-lane cross-section (To $278,197.00 Improve L.O.S.on Blue Lakes Blvd.) 13 Grandview Dr Canyon Rim Rd Pole Line Rd E-F C Wide to 3-lane cross-section;add $350,563.00 3-lane approaches to NB 1 SB sides of Grandview Dr I Pole Line Rd intersection 14 Locust St Filer Ave Highland Ave E-F C Widen to 34ane cross-section $310,035.00 15 Martin St Filer Ave Addison Ave E-F C Widen to 3-lane cross-section $239,489.00 16 Pole Line Rd Bridgeview Blvd Mountainview E-F C Widen to 54ane cross-section $1,084,752.00 Drive 17 Washington Street Highland Ave Orchard Dr E-F C Widen to 5-lane cross-section $2,710,641.00 South (SH-74) 18 Washington Street Orchard Dr 3600 South D C Re-stripe to 3-lane cross-section $24,709.00 South (SH-74) 19 Blue Lakes Blvd Perrine Bridge Pole Line Rd E-F C Widen to 7-lane cross-section $640,035.00 20 Washington St I Addison Ave Blue Lakes Blvd E-F C Widen to 5-lane cross-section $4,924,794.00 6th 1 Minidoka 21 North College Blue Lakes Blvd Fillmore St C C Widen to 4 lanes $537,064.00 22 Hankins Rd. Hankins Addison Ave C C Add turn lanes on Hankins Rd.at $1,236,561.00 Addison Ave. Intersection(4 Lanes) 23 Hankins Rd. Hankins Kimberly Rd A-B A-B Add turn lanes on Hankins Rd.at $1,506,248.00 Kimberly Rd. Intersection(5 Lanes) 24 Eastland Dr Eastland Dr RR Underpass C C Extend Railroad Bridge and underpass $4,715,290.00 to provide 5 lanes 25 Falls Ave Blue Lakes Blvd Locust Street C B Widen to 5 lane cross section and 80' $734,523.00 of ROW. 26 Addison Ave Morningside Dr Juniper St C C Widen to 5 lane cross section and 73' $1,559,634.00 of ROW. Total of all Projects $27,370,495.00 1.Costs shown are for the widening of the cross section only.Assuming the existing cross section is in good condition and does not require reconstruction. 2.It is assumed that no Right-of-Way will be taken for restripe projects.Projects requiring Right-of-Way for widening will only betaken to 2'behind the sidewalk in this estimate. 3.Estimated costs based on Average City of Twin Falls bids from 2021 to 2023 and ITD D4 average unit bid prices from 2021 to 2023. PREPARED BY: I T"NFAL45 Rciviiscience U*_) ' • TWIN FALLS TRANSPORTATION MASTER PLAN 2024 CAPITAL IMPROVEMENT I PROGRAM I l CITY OF TWIN FALLS Blue Lakes Boulevard lane. No-Parking signs will be installed also. These improvements Addison Avenue to Park Avenue will improve the 2040 traffic flows from a LOS E-F to a LOS C. Currently Blue Lakes Boulevard from Addison Avenue to Park Avenue is one of the primary access routes across Rock Creek.The Bridgeview Boulevard street provides residential access and is currently striped for two- Cheney Road to Fillmore Avenue way traffic,has parking on street,and has no center turn lane.Traffic Bridgeview Boulevard from Cheney Road to Fillmore Avenue modeling indicates that re-striping the street for three lanes will should be re-striped to provide 3 lanes.Turn pockets will be added improve the 2040 LOS from a LOS E-F to a LOS C. The project will at access points as well. No-Parking signs will be installed also. require the installation of No Parking signs along the route and These improvements will improve the 2040 traffic flows from a LOS having a turn lane width of 12 feet wide and thru lanes of 11.5 feet E-F to a LOS C. wide in some locations where pavement widths are only 35 feet wide.No additional right-of-way or other street improvements were Cheney Road considered as part of this project. Fillmore Avenue to Madrona Street Cheney Road from Fillmore Avenue to Madrona Street services Blue Lakes Boulevard commercial developments as well as some residential properties Park Avenue to Orchard Drive and undeveloped ground.This road varies in width from 24' to 40'. Blue Lakes Boulevard from Park Avenue to Orchard Drive provides This street should be widened to 3 lanes with No-Parking signs access to residential housing subdivisions and provides a North- installed. This will provide a center turn lane. Most of the street South connection across Rock Creek.The current street is striped for has curb and gutter but portions of the street do not have curb and two way traffic, has on-street parking, and has no center turn lane. gutter. It is anticipated that curb and gutter will be added when Re-striping the street to add a center turn lane, and installation of the undeveloped ground is developed. These improvements will No-Parking signage will improve the 2040 traffic flows from a LOS D improve the 2040 traffic flows from a LOS E-F to a LOS C. to a LOS C. No additional right-of-way or other street improvements were considered as part of this project. Eastland Drive Stadium Boulevard to Addison Avenue Falls Avenue Eastland Drive from Stadium Boulevard to Addison Avenue services Madrona Street to Eastland Drive residential subdivisions as well as some commercial properties. Falls Avenue from Madrona Street to Eastland Drive provides access This street varies in width from 38' to 60'. This street should be to residential housing subdivisions and provides access through the widened to 5 lanes. Portions of the street will only need to be re- residential neighborhoods to Blue Lakes Boulevard. The street is striped while other portions will need to be widened considerably. currently 43 feet wide,has a bike lane,is striped for two-way traffic, No-Parking signs will be installed also. These improvements will and has on street parking with no center turn lane. Re-striping the improve the 2040 traffic flows from a LOS E-F to a LOS C. street to add a center turn lane,keeping bike lane,and installation of No-Parking signage will improve the 2040 traffic flows from Eastland Drive a LOS E-F to a LOS C. No additional right-of-way or other street 4th Avenue to Kimberly Road improvements were considered as part of this project. Eastland Drive from 4th Avenue to Kimberly Road provides access to commercial developments and acts as a through street for Falls Avenue residential properties as well.This street varies in width from 42'to Eastland Drive to Hankins Road 52'.The street should be widened to 5 lanes. The street should be Falls Avenue from Eastland Drive to Hankins Road provides access re-striped with No-Parking signs installed.These improvements will to agricultural and residential properties along both sides of the improve the 2040 traffic flows from a LOS E-F to a LOS A-B. street. The street currently varies in width from 38' to 65'. The roadway has been widened in some areas as a part of subdivision Filer Avenue projects and other areas remain two lanes.Widening the roadway Grandview Drive to Martin Street to a consistent width of 5 lanes will include relocating fire hydrants Filer Avenue from Grandview Drive to Martin Street passes through and power poles. No-Parking signs and a turn lane will be installed older residential neighborhoods as well as undeveloped ground as well. These improvements will improve the 2040 traffic flows and agricultural uses.The street should be widened to 3 lanes.The from a LOS E-F to a LOS C. current street varies in width from 26' to 32'. The project should include re-striping and the installation of No-Parking signs.These Addison Avenue improvements will improve the 2040 traffic flows from a LOS E-F Eastland Drive to Hankins Road to a LOS C. Addison Avenue from Eastland Drive to Hankins Road is primarily agricultural on the North side of the street and commercial Fillmore Street developments on the South side of the street. The street width North College to Falls Avenue varies from 36'to 60' in width along this portion of the street.This Fillmore Street from North College to Falls Avenue has a partially street should be widened to 5 lanes which will include a center turn constructed road for approximately 935' at 36' wide. An additional PREPARED BY: I T"NFAL45 ��CiviiScience U*_) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 CAPITAL IMPROVEMENT I PROGRAM I l CITY OF TWIN FALLS 1600 feet of street needs to be constructed in order to connect Falls This would require the addition of 24 feet of asphalt width to much to North College. The street would be a 3-1ane street. This project of this portion of street. The street should be re-striped and have will include property acquisition for ROW.Curb,gutter,and sidewalk No-Parking signage installed.These improvements will improve the would be included in the project since further development by 2040 traffic flows from a LOS E-F to a LOS C. landowners is not likely.Construction of this street would provide a 2040 traffic flow with a LOS of C and more importantly would relieve Washington Street South(SH-74) some of the traffic congestion on Blue Lakes Boulevard. Highland Avenue to Orchard Drive Washington Street South from Highland Avenue to Orchard Drive is Fillmore Street a street that carries traffic in and out of town as well as providing Falls Avenue to Addison Avenue access to commercial and residential properties.Some of the land is Fillmore Street from Falls Avenue to Addison Avenue provides still undeveloped farm land.This street should be widened by 35'and access primarily to residential properties but also includes access re-striped to provide a 5 lane cross section. The street should also to commercial developments and some undeveloped farm ground. have No-Parking signs installed alongthe route.These improvements This street would need to be widened by 5'with the installation of will improve the 2040 traffic flows from a LOS E-F to a LOS C. some curb and gutter and sidewalk. This would widen the street to 3 lanes. The street would need to be re-striped as well as the Washington Street South(SH-74) installation of No-Parking Signs. Modifications of this street would Orchard Drive to3600South provide a 2040 traffic flow with a LOS of C and more importantly Washington Street South from Orchard Drive to 3600 South is a would relieve some of the traffic congestion on Blue Lakes Boulevard. street that carries traffic in and out of Twin Falls as well as providing access to commercial and residential properties. This section of Grandview Drive the street primarily runs through residential properties.This street Canyon Rim Road to Pole Line Road should be re-striped to provide 3 traffic lanes. The street is 35' Grandview Drive from Canyon Rim Road to Pole Line Road currently in width in places so a 12 foot center turn lane and 11.5 foot thru provides access to farm land and residential subdivisions. It is lanes should be anticipated in certain locations.The street should anticipated that much of the undeveloped property will be developed also have No-Parking signage installed. These improvements will into residential subdivisions in the future.The street currently varies improve the 2040 traffic flows from a LOS D to a LOS C. in width from 24'to 26'.This street should be widened to 3 lanes with a 3-lane approach installed at the North side of Pole Line Road.The Blue Lakes Boulevard street would be re-striped with No-Parking signs installed as well. Perrine Bridge to Pole Line Road These improvements will improve the 2040 traffic flows from a LOS Blue Lakes Boulevard from the Perrine Bridge to Pole Line Road is the E-F to a LOS C. primary entrance and exit from the City of Twin Falls to the North and 1-84. This is a heavily traveled street. The property use around this Locust Street section of the street is commercial retail.The street shouId be widened Filer Avenue to Highland Avenue by 8' in places to provide an additional traffic lane.The street should Locust Street from Filer Avenue to Highland Avenue services also be re-striped to provide the extra lane.These improvements will residential properties primarily and also provides a through street improve the 2040 traffic flows from a LOS D to a LOS C. for traffic.Approximately 650 feet of the street should be widened by 10 feet to provide a consistent 3 lanes for this stretch of road. Washington Street/6th/Minidoka The street should be re-striped for 3 lanes and No-Parking signs Addison Avenue to Blue Lakes Boulevard installed. These improvements will improve the 2040 traffic flows Washington Streetl6thlMinidoka from Addison Avenue toBlueLakes from a LOS E-F to a LOS C. Boulevard provides a route through town to Kimberly Road as well as access to commercial/industrial properties.This street should be Martin Street widened to 5 lanes.This project will require land acquisition as well Filer Avenue to Addison Avenue as purchase of structures.The project should be re-striped with No- Martin Street from Filer Avenue to Addison Avenue provides access Parking signage installed as well.These improvements will improve and service to a mixture of commercial developments and residential the 2040 traffic flows from a LOS E-F to a LOS C. properties. This street should be widened by approximately 3' to provide 3 traffic lanes.The street should be posted with No-Parking North College signage and re-striped.These improvements will improve the 2040 Blue Lakes Boulevard to Fillmore Street traffic flows from a LOS E-F to a LOS C. North College from Blue Lakes Boulevard to Fillmore Street provides access to commercial properties as well as to the College of Pole Line Road Southern Idaho property. People use this street to travel between Bridgeview Boulevard to Mountainview Drive Washington Street and Blue Lakes Boulevard as well. This street Pole Line Road from Bridgeview Boulevard to Mountainview Drive experiences significant traffic and should be widened to 4 lanes provides access around Twin Falls and to residential and commercial in this section. This project would include demo of existing curb, properties.This street should be widened to a 5 lane cross section. gutter, and sidewalk. The project would also include widening the PREPARED BY: I T"NFAL45 ��CiviiScienceU*_) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 CAPITAL IMPROVEMENT I PROGRAM I l CITY OF TWIN FALLS asphalt by 5'and installation of curb,gutter,and new sidewalk.The Kimberly Road by improving traffic flows.The LOS for this portion of street would need to be re-striped with No-Parking signs installed. the street will remain at a LOS C. These improvements will improve the 2040 traffic flows on Blue Lakes Boulevard from a LOS E—F to a LOS C and will also improve Falls Avenue traffic flows on North College Road which will remain at a LOS of C. Blue Lakes Blvd.to Locust Street Falls Avenue from Blue Lakes Boulevard to Locust Street provides Hankins Road traffic access from the residential subdivisions to the east of Blue Hankins Road to Addison Avenue Lakes Blvd.to the Blue Lakes Blvd.corridor. This street is also used The Hankins Road Intersection with Addison Avenue should have as a transportation link between the cities of Kimberly, Hansen, a 4 lane cross section installed on the Hankins Road portion of the Murtaugh, and the Hansen Interstate Exit to Twin Falls's Business intersection.This will provide for turn lanes at the intersection and District along Blue Lakes Blvd. The existing ROW varies from 62'to will improve the functionality of the intersection which will be of a 78' in width with 4 to 5 traffic lanes depending on where you are benefit as the City grows in that area.The intersection will need to be on this stretch of roadway. The street should be re-striped after re-striped as well.The LOS will remain at LOS C for the intersection. widening. The project will require the demolition of some existing curb and sidewalk to accommodate the street widening along with Hankins Road new curb and gutter and sidewalk. Right-of-Way will also need to Hankins Road to Kimberly Road be acquired. The street will be widened to a 54ane cross section The Hankins Road Intersection with Kimberly Road should have a with an 80' wide minimum Right-of-Way. These improvements will 5 lane cross section installed on the Hankins Road portion of the improve the 2040 traffic flows from a LOS C to a LOS B. intersection.This will provide for turn lanes at the intersection.This improvement will improve the functionality of the intersection and Addison Ave will be of a benefit as the City grows in that area.The intersection Morningside Drive to Juniper Street will need to be re-striped as well.The LOS will remain at a LOS A—B Addison Avenue from Morningside Drive to Juniper Street provides for the intersection. traffic access from businesses and residential subdivisions located on or near Addison Avenue to Blue Lakes Blvd. This street is also Eastland Drive used as a transportation link between the cities of Filer, Buhl, Eastland Drive Railroad Underpass Kimberly, Hansen,Murtaugh,and the Hansen Interstate Exit to Twin The Eastland Drive Railroad Underpass provides access to Falls's Business District along Blue Lakes Blvd and to Twin Falls in commercial/industrial properties as well as residential and General. The existing ROW varies from 60'to 80'in width with 4 to 5 agricultural properties further south. The underpass should be traffic lanes depending on where you are on this stretch of roadway. widened from 2 lanes to 5 lanes.This will require the construction The street should be re-striped after widening. The project will of additional roadway, retaining walls, and a new Railroad bridge. require the demolition of some existing curb and sidewalk to Drainage improvements will also need to be constructed in this accommodate the street widening along with new curb and gutter low spot.The clearance of the underpass will need to be increased and sidewalk. Right-of-Way will also need to be acquired.The street which may require rock removal or other means of excavation in this will be widened to a 54ane cross section with an 73'wide minimum location.Property acquisition and cooperation with the Railroad will Right-of-Way. These improvements will retain the 2040 traffic flows be required. These improvements will allow for commercial trucks from a LOS C to a LOS C. to pass under the railroad in this area and improve the LOS on PREPARED BY: I T"NFAL45 ��CiviiScience U*_) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 IMPLEMENTATION I PLAN l CITY OF TWIN FALLS 08. Implementation Plan A plan to implement the various recommendations stated in the • Implementation of Impact Fees Transportation Master Plan is important if the City's goals are to • Local Improvement Districts be met. Discussions and policy meetings will need to address the . Local Highway Technical Assistance Council(LHTAC) financial strategies that will accompany the implementation plan.The . Metropolitan Planning Organization(MPO)Status MPO Status of the City of Twin Falls will also bring about changes in . Local Option Taxes transportation policy and federal aid funding opportunities.There will be additional funding butthe funding will come with additional people • Idaho State Surplus Eliminator Grants involved in the decision-making process.This TMP will set forth some • ITD TAP Grants guidance in how these issues are dealt with and give some priority for • Idaho Child Pedestrian Safety Grants each item's importance when itcomesto phasing and implementation. • Federal TIGER Grants Policies Phasing New or revised policies maycome asa resultofthe recommendations Capital Improvement Projects which will be required to maintain a made in this TMP and information that is a partthereof.Otherfactors good LOS for the transportation system will require phasing. The that are referenced in the TMP but not necessarily a part of the current CIP list included in this TMP has a budget which exceeds the TMP will include the City of Twin Falls Comprehensive Plan and the currently available budget for transportation projects.The City will Transit Plan. These plans were developed independently and gave need to prioritize these projects based on need, cost, and benefit recommendations for implementation as well. Some of the long- in order to complete them within the time window represented by range projects that will require policy for implementation include: the TMP Many of the projects which only include re-striping may be • Connectivity/completion of pedestrian sidewalks and paths, completed with minimal funding while street widening projects or upkeep of the aging sidewalks projects which include property acquisition will require long range • Illumination installation along streets where illumination is planning and grant funding if possible.The TMP traffic forecasts will lacking or nonexistent provide valuable information regarding prioritizing these projects. The City Comprehensive Plan will also provide valuable information • Bike path construction provide connectivity between existing regarding the areas of growth that the City will experience in the paths and new path construction future. Civil Science has developed a maintenance plan with input • ADA ramp upgrades and new construction of ramps where no from City Staff.This plan can be seen in Table 8-1. ramps are present Table 8-1:Road Maintenance Schedule Costs • Widening of existing streets where the adjacent land is already developed yet the roadways are insufficient in width 50/100/200 Year Cost/year(Full Recon Arterial 1I50 yr,Full for construction Recon Collector @ 1/100 yr Full Recon Residential @ 1/200 yr • Policy requiring Traffic Impact Studies for developments meeting and Mill @ 1125 yr,Seal Coat @ 1/8 yr) MW certain size criteria Miles Cost • Each of the above-mentioned areas of concern will require Recon Arterial per year 1.47 $7,214,159.42 development of public policy in order to make them a reality. Recon Collector per year 1.30 $5,027,609.48 Financing Recon Local per year 1.01 $2,171,090.52 As was previously mentioned the coming MPO Status for the City Mill& Inlay Arterial per year 1.47 $1,100,267.79 of Twin Falls will be one of the biggest changes to the financial landscape with regard to transportation projects within the City of Mill& Inlay Collector per year 3.90 $1,992,550.83 Twin Falls.The MPO Status will increase federal dollars available but Mill& Inlay Local per year 7.07 $1,877,682.98 will come with additional decision-making input.The TMP will play Seal Coat Arterial per year 7.37 $418,562.05 an important role by providing a list of various Capital Improvement Projects as well as providing information regarding long-range Seal Coat Collector per year 14.29 $730,102.11 maintenance and upkeep of the existing street infrastructure. The Seal Coat Local per year 24.38 $597,553.07 City will be tasked with prioritizing and scheduling maintenance Patch/Skid Patch - $75,000.00 projects with the utmost care. The limited funding available does notappearto meetthe demand for maintenance resources required Crack Seal 46.04 $138,120.00 to keep the transportation system in top condition.Funding Sources Signal Annual Cost - $701,156.11 available to the City are as follows: Total Cost per year $22,043,854.36 • Local Taxes and Fees PREPARED BY: T"NFAL45 ��CiviiScience U*_) ' TWIN FALLS TRANSPORTATION MASTER PLAN 2024 APPENDIX 1 I �' CITY O F TWIN FALLS ■ APPENDIX A. Figures PREPARED BY: TNWI FALLS 4fCivilScience ,I U*-) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 CITY OF `WIN FALLS . � E 7 a� uO O > Q o m p -0 N 3 c7 v C p v O N = li O N O Q Q .ti. OOT'T OTL 3 OOEE 06L .0. c m a o 0 0` `0 —1 L d Inn F ¢` Y f f E f � I NUIIII o O -2 � 3 o o _ PBOH SUN UB °J OOT'Z 00£'£ OOb'£ 006'T OOb'T rn o O o 0 N � o v 0 OOZ'£ 8Z9'T 8Z91 SZ9'T - 0 0 0 0 0o Z W C, Oi ti N � p OOL'6 OOZ'9 000'9 009'Z 000'£T 005'zT S 4 PUepse3 000'sT 000'0T ;sea 0 6 .. o ' 0 0 o?; 0001I OSO'i � d t OOb'L o 0 c ti o N o0 00 .. y N se sn _ 16 00b'L 000,9z "' m d o0 008'b o0 0 N: 000'0 004'8 T OOT'L OOS'£ 0 000'0T o 0o0'Z£ o00'E£ 000,9E 000'sz yFo pro° �� £6sf1 PMAI 8 ales anl9 OOI'E 000'Z c o N 0 ° 009,E 000's t ��° Z8£'T CO O 0," 00£ 006 00 o y rn OSL'T 0 Ol OOZ'Z ^ o ;aaJ; uo;6ul se oo sit o05'£T 000'oT OOL'8 008'S eo ;JodJl OS£'b 0oo'ST o OOb'ST o 009'1Z o 000'1Z 000'S 00£'T 000'T 0 0 `O �O a, c o N m o 058'Z °� o In a Os6'T o v o v o0 0 $ ti ^o 0 O V Oi N N o 00 0o m N iD 006'S o I a) -.. � - _ m o 'IvNoi E -. eAIJO M IAPUBJ �^ 009 00Z'£ 005,E o o aAIJQ M IAPUeJE) ^ N U ^� E N o F— p w 0 o N o O � C eM uns T96 3 OOLZ 1 bn � o 0 N W N L. O ' � M CITY OF TWIN FALLS PREPARED BY: Civiiscience <F SFRYING f� `I TWIN FALLS TRANSPORTATION MASTER PLAN 2022 CITY OF `WIN FALLS v f) 0 � m ram @ o 3: u CL I /C� m 3 a W N M 7 Ln I, V) Q I AVA 1 7- W J ,--- � 3 L _ lyl�" r �.. to N C \ . fB J O i O O z en � M � N n LU = T' 1V i fV 1`WIN FALL` �Tr{ PREPARED BY: 41 Cw iscience e `"° TWIN FALLS TRANSPORTATION MASTER PLAN 2022 CITY OF `WIN FALLS Figure 2-4:Existing Roadway Level of Service Twin Falls Figure 2-5:Twin Falls Crashes by Severity per Year Canyon Rim Rd Crashes by Severity per Year 3 C I T Y OF 226 20 7 N `WIN FALLS N 200 169 164 166 N ole Line Roa 150 — — U 113 N 0 108 99 100 93 z 80 58 56 O O Q ' 47 i 51 57 I --z!/ 50 36 38 Falls Avenue ��--- QV 22 22 SFRvING 0 � 1 1 . i 3 ' 0 6 2011 2012 2013 2014 2015 Year w = ■K A B C ■O Addison Avenue Figure 2-3:LOS Letter Designation ,005roc w Figure 2-6:Crashes per Mile on Major Roadways 5 Level of Service (LOS) Blue Lakes Blvd Shoshone St Sou Park 1ashngto FillmoreSt �streej i Addison Ave Washington St 75 Poleline Rd m F LOS A—Free Flow, Insignificant Delays � Kimberly Rd m Falls Ave rn Orchard Drive College Rd ®� -- Locust St w Eastland Or LOS B—Stable Flow, Minimum Delays Filer Ave 6 0 30 60 90 120 140 3 - 3600 N CRASHES PER MILE C7 " LOS C—Stable Flow,Acceptable Delays 3500 N 3500 N I o o Legend a LOS LOS D—Approaching Unstable Flow,Tolerable Delays — LOSA-B 3400 Norlh LOS C LOS DJ� —LOSE-F Twin Falls City Boundary Area of Impact(Study Area) LOS E—Unstable Flow,Significant Delays Existing Schools N M LOS F—Forced Flows, Excessive Delays r('RrIN FALL` PREPARED BY: `, F Civiiscience e `"° `� TWIN FALLS TRANSPORTATION MASTER PLAN 2022 CITY OF `WIN FALLS r �4, Ate. _ C' E IE N c _ o co c .9 U u o c o °c > M GJ a) '� z S z N f E f f M. ° U) IIII a 3 OOE£ r v m z U Q _ 1 1�� e OH I>IueH • 00 Alp ' p 8 ' • O ' z O O O r • 3 0 LE dft '• ' 0 8 b pg b Q O 0 0 O 0 O 8p oo + £6 Sn O OO � 8 0O o /L^`�C�-DON • e M ' W pp•�J j� E6S eAlnoB a1je-1 and O • 0 ® a • a O ° p O O' °•• . 0 . •(9 o 'o 0 w O Epp p • •o •p e°ayjodjl ° O O �}��g uH}f5uiyse • Q � O 1i • N p V lJ' 000 0 • � g 0 08 m • 4 anud Analnpuejo 0 O O • ' anua m lApueJE) r>3 E o ' O l c O / � u O J eM unS 3 OOLZ N rC V n N O c M Vl bn � Twi�v Fn�� PREPARED BY: Civilscience <F SEwv�M�f� `I TWIN FALLS TRANSPORTATION MASTER PLAN 2022 ffA CITY OF TWIN FALLS AF a a MII ---- --- 00 3 Lo O a M M I M M ._— M m .M g a j Q All Z I I I I i 3c '° oo I � r II wo" IL coi o f a 3 c I j "� I t'?I ' m --- - ----- ------- ----- ------ I �8t'?I ---- _ �_ - - - - - - - m , g� 3ooE i, I t = iE _ - r d J - 1 7 J 1- x .R I N 1 W N W y y LL p m p p d rn C m mo m n p p a m m ✓. m m X z � W W LL _ W d a m W m m a ¢ a Q Y n m J ° n m 11 I a I o I I I I I vs �- - o b ....... � o {................� 1 / r � ti t I ,- -- j - - - - - - - - - - - - -- m 0 — - �� - ✓- -- — — m m:. oor£ — 300Ts : U. m : L— ' 3 - — ■— 3000E a 'i , / / 1 I - 3000E J U. � e __. r-__ — — 14 — o ►►�! ,u + Ll -- I� I 3 06Z o0sZ17 , - 1 91 t I V _ I : 1 - _ 3 m o ��• $ i --/ p _ i 3008Z 008Z I \ ---------- zi ... - - � - - - - -.- - o „� - - - - - - - -- 300E Z 1911 z z o / - / o 0 0 0 0 0 0 0 0 0 0 0 0 Ln - co M M M 3009E - L- \\\ \\ 30091 =;,I •- 'I Ems`^ / i -I =['RW F " PREPARED BY: <F Tfay.Np P� `� TWIN FALLS TRANSPORTATION MASTER PLAN 2022 BACKGROUND ARII AND OVERVIEW CITY OF TWIN FALLS Figure 3-1 Future Land Use Map Figure 3-2 Proposed Metropolitan Planning Organization TYPICAL- -MPO STRUCTURE MADE UP OF ROLES & RESPONSIBILITIES ( • Local Elected Officials • Develops a regional transportation vision POLICY • Appointed Officials • Establishes regional transportation policy BOARD o Modal Representatives • Adopts Plans and Programs (PB) • State/Federal Agencies • Funds the organization and manages MPO staff 93 a T CHNICAL • Advises the Policy Board on transportation issues DVISORY • Local Agency Staff • Oversees technical work and develops recommenda- POLE LINE ROAD 93 C MMITTEE • Modal Staff lions on projects and programs • State/Federal Staff • Recommends Plans and Programs to Policy Board �. (TAC) • Advises MPO staff FALLS ITIZENS . Interested Citizens ADVISORY • Interested Organizations • Advises the Policy Board and TAC g • Helps to develop plans and identify projects COMMITTEE • Modal Advocates ADDISON (CAC) • Community Leaders • Advises MPO staff on public participation strategies 30 - • Fosters interagency coordination 30 KIMBERLY MPO • Hired and managed by the • Facilitates public input and feedback STAFF Policy Board • Provides technical information and support • Prepares documents • Manages funding ORCHARD --- - -------------------------------- -w _i Figure 3-6 Twin Falls TDM Percent Error 3600 N Twin Falls TDM Percent Error 3500 N ° 100/ `-95% 80% � 83% � w � c 60% %MAE a 49% %RMSE 0 0.5 1 2 Q. 40'I Miles 42% 20%25% - - - FHWA Limit Date: September 1,2016 20°,6 - — 1096 20% 1696 8% <2,500 2,500-5,000 5,000-10,000 10,000-25,000 25,000-50,000 Il Volume(vehicles per day) �c 1'WIIV FALL PREPARED BY: Civiiscience TWIN FALLS TRANSPORTATION MASTER PLAN 2022 CITY OF `WIN FALLS Figure 3-3 Proposed Metropolitan Planning Organization JMAGIC VALEYMETROPOLITAN PLANNING OR AN IZATIO IDAHO N PROPOSED PLANNING AREA qI/ON OE January 23rd,2018 EDEN 7 9 so so $ J1, 2 30 �I 11 I 4 10 l:r 12 Q I JL _ ___ � � � KIMBERLY 30 I 13 6 Twin Falls 2016 Population Estimates Legend Tract PO ulaWn Tract Population Eisenhower Interstate System 2 6,317 1 2 6,3176 3,060 6 3,060 Non-Interstate STRAHNET 7 12,414 7 12,414 8 5,953 8 5,953 Major STRAHNET Connector 9 5,132 9 5,132 Other NHS 10 9,138 30 1 9,138 11 3,728 11 3,728 - Intermodal Connector 12 7,914 u 7,91a 13,1 2,200 TO7AL 53,656 - MAP-21 Principal Arterial 13,2 1,365 ®TFMPO_201 OCensus_SmoothedUA 13,3 990 13,4 2,010 OTFMPO_201OCensus_Tract 93 13,5 1,772 TFMPO_County I Miles TOTAL 61,993 0 0.35 0.7 1.4 2.1 2.8 v of TWIN FALLS PREPARED BY: 8,1 OvdScience TWIN FALLS TRANSPORTATION MASTER PLAN 2022 CITY OF TWIN FALLS — — — — — — — / - -------- ___ 300b — - � - � z e z z -n z z I i 0 0 0 coM P ........... .... .... p , t --- S '?I --- - --- -------- ----- ------ ` 300E H _ _ a u' 00££ .�L '�[ : Atli NlldWtl60/3 OOCE '�¢l a° e 0 0 0 0 $ 5 1 s o s a ... .. .......... -- - ON SMNNVH Q \\1 � fr AtlM M31M100tl3W O �� Y P1I OOZE w w e oois / : 300TE Cc r L I Q j OO n w o a a o o V r .i.......{....... ...... ..h o z o ...U) lSVNMaVW J w � : � o • w ■� � is lsnooi : ¢ Z•�•• / �Y 1 000E P I : a: : .; OAl8:3Ntl13M1ti9 I � - OOEm I I 1 __—_ is 3aownid � : 5••• ! ■ L_, ....... - w w ... _ .. — - — _ w > rc 3 is N siaatlN z � w � m o i a c LL a LL w m - •� n -�� w I S u o }+ O c 0061 �. N aalaoaaro 1- 3006Z j w 1S NOlONIHSVIA lctlnu x Aavinlw y p V J V w .. - - - - - - - / -- a 1ssNatlas Q / = •,/ ,' ' Da NIDAN3N "• ....�..... xea ru • • { __ __ . / as tllewmoo 14NllatlW O / 15113ON3M ....\.r I. .. ... ... .... ... 1 T. .ra u / ilO M31AONtlL 21O IAONtlyO 3008Z 'N o - I o Z ra AVM 3aISN3 0 : /• •fq • w • ra p 3002Z '�L L� _ o - - ---- AtlM NfIS !T%i jL i —N.. f / !T%r Q _ — — °v ' - 3002Z I ti b_ M i V V �.� / M M .� 3009Z ---- 3009Z AF " PREPARED BY: Civilscience <F SFRtlING f� `I TWIN FALLS TRANSPORTATION MASTER PLAN 2022 CITY OF TWIN FALLS Figure 3-5 Travel Demand Model TAZ Map 93 POLE LINE ROAD bb 07 09 13 n 14 - 11 12 08 10 FALLS - 18 20 22 24 16 17 19 21 23 20 1626 27 30 ADDISON 2s ? �S 39 40 4 41 43 30 KIMBERLY 48. 59 61 � ORCHARD 57 58 60 62 3600 N 0,%63 I 3500 N 64 0 0.5 1 2 Miles Date: September 1,2016 PREPARED BY: T"NFAL45 ��CiviiScienceU*, .-) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 CITY OF TWIN FALLS V) {_{ � �r ri v z a > 0 o v fa 3 o r N a o ro Ln O N N W yv 10 C IO �J N o o C P. G7 I a f E f f p > 2 id 006'T 3 e3 OOSS OOCT 008'T J I U I I I I c -- 41 3 � = 4) 3L Ln c:t -2 N 1 M L U a eo sui ue 000'£ oos'£ 000'£ oos'£ 000'ti 0 00,9 000's oos'ti osz'z 00L'T w o oss'z 51 E jOos'£ 0001, Oo0'OT 000'OT 000'b 000'Z o 0 ^ .l ue lse OOo'£T 005's - ~ 000'61 005'OZ 000'Zz 000'bz 000'6T 000'OZ 000'6T 000'8T lse3 ool,c000'S U c c oos'E c 0 o vo Oo0 0 0 00 0 `" 000'01 o c o d c c 00£ N c c O 'TT o E6 S!1 000s£ P o 000'oT g a N o0 0 o O0s'8 000'6 OOS'6 0 000'01 000'ZT I c 00 008'8 9� ^ 0 000'Tz OO£'£T oo5'OT Jenlno a�ej and N 000'Zb o 0 000'L£ 000'8£ 000'Z£ 000'9T� o, 00£'L 005'Z 000'Z o � r; 0 13,500 005'9 005'5 000'L 000's Oo5'L M W oso'T oM o 008'S r m 00o'b o 0 LL c o 0 la 1'1'OO SOS' voi o c o � c v oo ADO gl v � r.i oM L m N ry 000'£z 000'6T 000,fl 000'OI 000'6 laal uolbulus peob uodjl 009,zi 000'9 0 o OOZ'SZ 005'£Z OOZ'SZ 000'0£ 000'T£ 000'bT 005'9 $ 005'9 OOS'9 000L c o c o O Y p 000,9 oo5'£ rq O O ,.� oos'z o05'£ 00s'b wo' M 0 o N o 00£'£T U $ oos'b o P nud M lnpuej 000'6 000'S 000,11 OOS'TT OOS'L OOS'OT 000'8 OOs'£ 8nu4 MalnpueJ 000% 000's E o Io' o m c m U eM unS 000'£ 000'z 3 OOLZ -TY OF O 2 M (!f 'j'WIN FALL PREPARED BY: Civilscicnce <F SEwv�N°QE `I TWIN FALLS TRANSPORTATION MASTER PLAN 2022 CITY OF `WIN FALLS -its a 7 v (n m v ra 00 LL v LfLa w Qy VAl z 10 0)OQ 0N n V) n _ wLL QC N 1 1se300E£— J I I 0 z U O e J 1 I�ueH m O z Z z N 0 O m � 1se3 OGLE 0 n o N z O o N o M � O U_ d (£6sn eAlnog a�ej anl8 c 00 N d GOys j oy 0 tM S moo, z o �m 1 Lo 00, 18 AS uol6ulyseM eoy 1jodny Am Y t6 a L anlJa nnalnpueJE) anua M !ApueJE) •` E \•� O` c t6 U eAA uns 3 OOLZ CITY OF TWIN FALLS 1�� PREPARED BY: F Civiiscience TWIN FALLS TRANSPORTATION MASTER PLAN 2022 Wff CITY OF `WIN FALLS Its fu °o ° J U u 'c co w N V) C > MID> Q CD Q U 0 w O y 0 = o cn u-) u-) u� .� u N z 0 0 0 0 Q w a c ;Se3 00£E J I I I > 0 a `m U 0 eoa I�ueH 00 i O z z z 0 0 O M M a �0 Puellse3 r6 ;se3 006E co co r 0 O z CD o O N M O w (£6s enlnog a�e-j anlg o. 41 a i 0_ 4oys0 p n ys -° Z ;awls u016uiyseM l0 a t in anud MainpueaE) I I anlJa MalnpueJE) s � E o: 0 a c m U eM uns 3 OOLZ 'j'R�IIV FALL PREPARED BY: CivilScienCe <F SEwv�N°QE `I TWIN FALLS TRANSPORTATION MASTER PLAN 2022 CITY OF TWIN FALLS Figure 4-1:Intersection of Two Arterials Figure 4-2: Intersection of an Arterial and Collector Roadway Figure 4-3:Intersection of Two Collector Roadways Figure 4-4:Intersection of a Collector and A Local Roadway (Q L L O C o 0 +�+ a ao Major U Major Arterial Major Collector BL BB Local Street LT Major Major Local Street Arterial _ Collector Collector L o BIL ca c0 c � U I I U Figure 4-5:Alternative 3 Roadway Geometry Figure 4-6:Alternative 3 Roadway Geometry Figure 4-7.Example of Speed Enforcement Figure 4-8.Example of a Driver Feedback Sign ca - -.-� YOUR _ m SPEED a) - _ !� IfI� -* J • fig-- fJ��171 W / y --- Nosh SPEED C", LIMITFigure 4-9.Example of Lane Striping n Figure 4-10.Example of Signage Twi v FULS PREPARED BY: Civiiscience <F TfavN°QE `� TWIN FALLS TRANSPORTATION MASTER PLAN 2022 CITY OF `WIN FALLS Figure 4-11.Example of a Roundabout Figure 4-12.Example of a Raised Median at an Intersection Figure 4-13.Example of a Recessed Median at an Intersection Figure 4-14.Example of Surface Mounted Delineator Posts / s 7� - Figure 4-15.Example of a Lateral Shift Figure 4-16.Example of a Speed Hump k Figure 4-19.Example of a Dutch Intersection 1 - 11 I iu Figure 4-17.Example of a Speed Dip Figure 4-18.Example of a Bulb-out/Neckdown 11 ['RW F " PREPARED BY: Civilsciencc <F`rEwvN°Q0 `I TWIN FALLS TRANSPORTATION MASTER PLAN 2022 CITY OF `WIN FALLS Figure 5-1 Competing functions of access and mobility(Source:FHWA) Figure 5-2 Arterial Street;Source:Google Maps) Figure 5-5 Collector Access for Residential Lots Schematic Drawing Freeway _ 30'ACCESS GARAGES Major Arterial & UTILITY PERPENDICULAR TO ESMT. SHARED DRIVE w Minor Arterial + F 0 Major Collector — 10 LANE sr EXTENSION MIN f 24' MIN. I Minor Collector f L I I Local Street I I Increasing Access I I I I I JLLOT LINES I Figure 5-3 Collector Street in Twin Falls(Source:Google Maps) Figure 5-4 Local street(Source:Google Mops) (TYP ) a I I DRIVEWAY(TYP.) a I I I I 20' MIN. I I I I I I Figure 5-6 Non-overlapping intersections(shown above)are Figure 5-7 Vehicle making an illegal left turn into a RIR0 access I I preferred to overlapping intersections(shown below) (5-7-5-10:Source:Hales En ineerin ) 25' MIN. I I (Source:Holes Engineering) I I SHARED ACCESS DRIVE (4 BUILDINGS MAXIMUM) _ . Non-overlapping —� left turns COLLECTOR STREET NOTES: 1. NO ACCESS WILL BE ALLOWED FROM RESIDENTIAL LOTS TO COLLECTOR STREETS UNLESS THE ACCESS CONFORMS TO THIS DRAWING. 2. ALL UTILITIES WILL BE GANGED AT THE RIGHT-OF-WAY LINE AND SERVICES WILL BE EXTENDED INSIDE THE UTILITY EASEMENT TO THE BACK RESIDENCES IF APPLICABLE. 3. SHARED DRIVEWAY SHALL BE CONSTRUCTED OF CONCRETE ONLY. Overlapping 4. THE DEVELOPER SHALL BE RESPONSIBLE FOR POSTING THE SHARED DRIVE AISLE WITH A MINIMUM left turns OF TWO (2) NO PARKING SIGNS TO PROHIBIT PARKING ON SHARED DRIVE AISLE. 5. LOT LINES, BUILDINGS, AND OTHER ITEMS SHOWN ARE FOR ILLUSTRATIVE PURPOSES ONLY. ACTUAL LOT LINE LOCATIONS AND BUILDING OUTLINES WILL VARY. (DRAWING NOT TO SCALE) TI6. IF THE ACCESS DRIVE IS LONGER THAN 150 FEET IN LENGTH A FIRE DEPARTMENT TURN AROUND TwINFALL WILL BE REQUIRED AT THE END OF THE DRIVE. �,, PREPARED BY: Civiiscience <F SEwvN°QE `I TWIN FALLS TRANSPORTATION MASTER PLAN 2022 CITY OF TWIN FALLS Figure 5-8 A vehicle making a left turn out of a RIRO Figure 5-9 A raised island enforces this RIRO access Figure 5-15 Recommended street and Right-of-Way cross sections E I PROPOSED ARTERIAL CROSS SECTIONS i .` 0 0 92'RIGHT-OF-WAY 62'ROAD SURFACE 31' 1 31' 5'PLANTER 14' S'PLANTER 6'SIDEWALK TURN BAY 6'SIDEWALK 2'UTILITY - �12' MEDIANS A�REQUIRED -- 2'UTILITY SETBACK TRAV12'EL TRAVEL ``TRAVEL TRAVEL GUTTER SETBACK 2'CURB AND LANE LANE LANE LANE 2'CURB AND GUTTER 92-FOOT R.O.W.ARTERIAL 62'OF ROAD SURFACE Figure 5-11 The throat length shown here is long enough to avoid Figure 5-10 A channelizing island and delineators enforce this conflicts from ingress and egress movements from interfering with RIRO driveway parking and internal circulation(Source:Holes Engineering) PROPOSED COLLECTOR CROSS SECTIONS f 0 I'4 •' -�- 78'RIGHT-OF-WAY 48'ROAD SURFACE 24' I 24' 5.PLANTER 5'PLANTER _ — ✓ _ 6'SIDEWALK MEDIANS MAYBE REQUIRED 2.5% 2.5 6'SIDEWALK — 2'UTILITY ^ "� 2'UTILITY 12' 12' SETBACK D TRAVEL�TRAVEL TRAVEL TRAVEL SETBACK 2'CURB AND LANE LANE LANE LANE 2'CURB AND GUTTER GUTTER • 78-FOOT R.O.W.COLLECTOR-4 LANES 48'OF ROAD SURFACE Figure 5-12 Sight distance to the right is obscured by landscaping Figure 5-13 Sight distance to the left is made difficult by the curved 3 3 features(Source:Hoies Engineering) road and the parts of the bridge structure(sol,rce Hales Engineering) 78'RIGHT-OF-WAY 48'ROAD SURFACE 5'PLANTER 12• 5'PLANTER 6'SIDEWALK TURN BAY 2.5 6'SIDEWALK 2.5% 2'UTILITY 2'UTILITY M SETBACK A 12 SETBACK 2'CURB AND TRAVEL TRAVEL 2'CURB AND - GUTTER LANE LANE GUTTER _ - --- V SHOULDER 6'SHOULDER _ OR BIKEWAY OR BIKEWAY 78-FOOT R.O.W.COLLECTOR-3 LANES WITH STRIPED BIKEWAYS l 48'OF ROAD SURFACE Figure 5-14 On-street parking is permitted because of the adjacent land use and the available cross section width LOCAL ROAD CROSS SECTION (Source:Holes Engineering) NO CHANGE PROPOSAL FROM EXISTING STANDARD 0 0 _ r•. 50'RIGHT-OF-WAY 111 36'ROAD SURFACE 18' 18' ` SIDEWALK 2.5% SIDEWALK i 11' 11' SHOULDER TRAVEL TRAVEL��SHOULDER LANE q LANE „yam; 50-FOOT R.O.W.LOCAL ROAD Twik Fn" 36'OF ROAD SURFACE PREPARED BY: Civiiscience <F Tfav�N°QE `� TWIN FALLS TRANSPORTATION MASTER PLAN 2022 AAW 1 1 I CITY OF TWIN FALLS ■ APPENDIX B . CAPITAL IMPROVEMENT PLAN ESTIMATES PREPARED BY: TN45 4f CivilScience TWIN FALLS TRANSPORTATION MASTER PLAN 2024 CITY OF `WIN FALLS TWIN FALLS CITY CAPITAL IMPROVEMENT PROJECTS COST ESTIMATE BLUE LAKES BLVD.FROM ADDISON AVENUE TO PARK AVENUE Width(FT) Length I Depth(FT) Area(SY) Volume(CIF) UNITMULTIPLIER UNITS Unit Price Cost No Parking Signs 1/300' 300 7900 53 EACH $ 100.00 $ 5,300.00 Pav Markings 36 7900 20856 FT $ 0.85 $ 6,715.00 Thermo Pav Markings 36 7900 847.45 847.45 SF $ 22.25 $ 18,855.76 SUBTOTAL $ 30,870.76 20%CONTINGENCY $ 6,174.15 TOTAL $ 37,044.91 TWIN FALLS CITY CAPITAL IMPROVEMENT PROJECTS COST ESTIMATE BLUE LAKES BLVD.FROM PARK AVENUE TO ORCHARD DRIVE Width(FT) Length(FT) Depth(FT) Area(SY) Volume(CF) UNITMULTIPLIER UNITS Unit Price Cost Pav Markings 36 2650 6996 FT $ 0.85 $ 2,252.50 Thermo Pav Markings 36 2650 284.27 284.27 SF $ 22.25 $ 6,325.01 SUBTOTAL $ 8,577.51 20%CONTINGENCY $ 1,715.50 TOTAL $ 10,293.01 TWIN FALLS CITY CAPITAL IMPROVEMENT PROJECTS COST ESTIMATE FALLS AVENUE FROM MADRONA STREET TO EASTLAND AVENUE Width(FT) Length(FT) Depth(FT) Area(SY) Volume(CF) UNITMULTIPLIER UNITS Unit Price Cost No Parking Signs l/300' 300 2650 18 EACH $ 100.00 $ 1,800.00 Pav Markings 36 2650 6996 FT $ 0.85 $ 2,252.50 Thermo Pav Markings 36 2650 284.27 284.27 SF $ 22.25 $ 6,325.01 SUBTOTAL $ 10,377.51 20%CON1INGENCY $ 2,075.50 TOTAL $ 12,453.01 TWIN FALLS CITY CAPITAL IMPROVEMENT PROJECTS COST ESTIMATE FALLS AVENUE FROM EASTLAND DRIVE TO HANKINS ROAD Width(FT) Length(FT) Depth(FT) Area(SY) Volume I UNITMULTIPLIER UNITS Unit Price Cost Superpave varies varies 0.42 9733.33 36792 2630.63 TON $ 168.93 $ 444,392.33 3/4"Base varies varies 0.42 9733.33 36792 2557.04 TON $ 47.73 $ 122,047.52 Subbase varies varies 1 9733.33 87600 6175.80 TON $ 53.69 $ 331,578.70 Excavation varies varies 1.84 9733.33 161184 5969.78 Cy $ 28.65 $ 171,034.20 Relocate Fire Hyd. 5 EACH $ 3,000.00 $ 15,000.00 No Parking Signs l/300' 300 5280 35 EACH $ 100.00 $ 3,500.00 Sidewalk 5 2840 1577.78 1577.78 Sy $ 66.74 $ 105,301.04 Base for Sidewalk 5 2840 0.33 4686 325.68 TON $ 47.73 $ 15,544.71 Curb and Gutter 2840 2840.00 FT $ 33.33 $ 94,657.20 Val ley Gutter 80 320 320.00 FT $ 88.00 $ 28,160.00 Pav Markings 60 5280 17318.4 FT $ 0.85 $ 4,488.00 Thermo Pav Markings 60 5280 1070.4 1070.4 SF $ 22.25 $ 23,816.40 SUBTOTAL $ 1,359,520.10 20%CONTINGENCY $ 271,904.02 TOTAL $ 1,631,424.12 PREPARED BY: I TWIN FALLS Mf ffllkience TWIN FALLS TRANSPORTATION MASTER PLAN 2024 CITY OF TWIN FALLS TWIN FALLS CITY CAPITAL IMPROVEMENT PROJECTS COST ESTIMATE ADDISON AVENUE FROM EASTLAND DRIVE TO HANKINS ROAD Width(FT) Length(FT) Depth(FT) Area(SY) Volume(CF) UNITMULTIPLIER UNITS Unit Price Cost Superpave varies varies 0.42 7685.56 29051 2077.15 TON $ 168.93 $ 350,892.95 3/4"Base varies varies 0.42 7685.56 29051 2019.04 TON $ 47.73 $ 96,368.78 Subbase varies varies 1 7685.56 69170 4876.49 TON $ 53.69 $ 261,818.75 Excavation varies varies 1.84 7685.56 127273 4713.81 CY $ 28.65 $ 135,050.66 No Parking Signsl/300' 300 5280 35 EACH $ 100.00 $ 3,500.00 Sidewalk 5 3020 1677.78 1677.78 SY $ 66.74 $ 111,975.04 Basefor5idewalk 5 3020 0.33 4983 346.32 TON $ 47.73 $ 16,529.85 Curb and Gutter 3020 3020.00 FT $ 33.33 $ 100,656.60 Valley Gutter 80 80 80.00 FT $ 88.00 $ 7,040.00 Pav Markings 60 5280 17318.4 FT $ 0.85 $ 4,488.00 Thermo Pav Markings 60 5280 1070.4 1070.4 SF $ 22.25 $ 23,816.40 SUBTOTAL $ 1,112,137.03 20%CONTINGENCY $ 222,427.41 TOTAL $ 1,334,564.44 TWIN FALLS CITY CAPITAL IMPROVEMENT PROJECTS COST ESTIMATE BRIDGEVIEW BLVD.FROM US 93 TO POLE LINE ROAD Width(FT) Length(FT) Depth(FT) Area(SY) Volume(CF) UNITMULTIPLIER UNITS Unit Price Cost No Parking Signsl/300' 300 2300 15 EACH $ 100.00 $ 1,500.00 PavMarkings 36 2300 6072 FT $ 0.85 $ 1,955.00 Thermo Pav Markings 36 2300 603.58 603.58 SF $ 22.25 $ 13,429.66 SUBTOTAL $ 16,884.66 20%CONTINGENCY $ 3,376.93 TOTAL $ 20,261.59 TWIN FALLS CITY CAPITAL IMPROVEMENT PROJECTS COST ESTIMATE CHENEY ROAD FROM FILLMORE AVENUE TO MADRONA STREET Width(FT) Length(FT) Depth(FT) Area(SY) Volume(CF) UNITMULTIPLIER UNITS Unit Price Cost Superpave varies varies 0.42 1333.33 5040 360.36 TON $ 168.93 $ 60,875.61 3/4"Base varies varies 0.42 1333.33 5040 350.28 TON $ 47.73 $ 16,718.86 Subbase varies varies 1 1333.33 12000 846.00 TON $ 53.69 $ 45,421.74 Excavation varies varies 1.84 1333.33 22080 817.78 CY $ 28.65 $ 23,429.40 No Parking Signsl/300' 300 3850 26 EACH $ 100.00 $ 2,600.00 Sidewalk 5 920 511.11 511.11 SY $ 66.74 $ 34,111.48 Basefor Sidewalk 5 920 1 0.33 1518 1 105.50 TON $ 47.73 $ 5,035.52 Curb and Gutter 920 920.00 FT $ 33.33 $ 30,663.60 Valley Gutter 80 80 80.00 FT $ 88.00 $ 7,040.00 Pav Markings 36 3850 10164 FT $ 0.85 $ 3,272.50 Thermo Pav Markings 36 3850 1010.333 1010.33 SF $ 22.25 $ 22,479.92 SUBTOTAL $ 251,648.63 20%CONTINGENCY $ 50,329.73 TOTAL $ 301,978.36 TWIN FALLS CITY CAPITAL IMPROVEMENT PROJECTS COST ESTIMATE EASTLAND DRIVE FROM STADIUM BLVD.TO ADDISON AVENUE Width(FT) Length(FT) Depth(FT) Area(SY) Volume(CF) UNITMULTIPLIER UNITS Unit Price Cost Superpave varies varies 0.42 2527.78 9555 683.18 TON $ 168.93 $ 115,409.60 3/4"Base varies varies 0.42 2527.78 9555 664.07 TON $ 47.73 $ 31,696.06 Subbase varies varies 1 2527.78 22750 1603.88 TON $ 53.69 $ 86,112.32 Excavation varies varies 1.84 2527.78 41860 1550.37 CY $ 28.65 $ 44,418.10 No Parking Signsl/300' 300 3950 26 EACH $ 100.00 $ 2,600.00 Sidewalk 5 2980 1655.56 1655.56 SY $ 66.74 $ 110,492.07 Basefor5idewalk 5 2980 0.33 4917 341.73 TON $ 47.73 $ 16,310.77 Curb and Gutter 2980 2980.00 FT $ 33.33 $ 99,323.40 Valley Gutter 60 360 360.00 FT $ 88.00 $ 31,680.00 Demoof5idewalk 5 2285 11425 11425.00 SY $ 14.75 $ 168,518.75 Demo of Curb and Gutter 2285 2285.00 FT $ 13.64 $ 31,167.40 Demo of Valley Gutter 20 400 400.00 FT $ 14.75 $ 5,900.00 Pav Markings 60 3950 12956 1 FT $ 0.85 $ 3,357.50 Thermo Pav Markings 1 60 1 3950 1 1 1430.8131 1430.81 1 SF $ 22.25 $ 31,835.59 SUBTOTAL $ 778,821.56 20%CONTINGENCY $ 155,764.32 TOTAL $ 934,585.87 PREPARED BY: I r"NFALIS V�&viiScience U*-) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 CITY OF TWIN FALLS TWIN FALLS CITY CAPITAL IMPROVEMENT PROJECTS COST ESTIMATE EASTLAND DRIVE FROM 4TH AVENUE TO KIMBERLY ROAD Width(FT) Length(FT) Depth(FT) Area(SY) Volume(CF) UNITMULTIPLIER UNITS Unit Price Cost Superpave varies varies 0.42 2064.44 7804 557.99 TON $ 168.93 $ 94,261.25 3/4"Base varies varies 0.42 2064.44 7804 542.38 TON $ 47.73 $ 25,887.80 Subbase varies varies 1 2064.44 18580 1309.89 TON $ 53.69 $ 70,327.99 Excavation varies varies 1.84 2064.44 34187 1266.19 CY $ 28.65 $ 36,276.34 No Parking Signsl/300' 300 2675 18 EACH $ 100.00 $ 1,800.00 Sidewalk 5 2000 1111.11 1111.11 SY $ 66.74 $ 74,155.48 Basefor Sidewalk 5 2000 0.33 3300 229.35 TON $ 47.73 $ 10,946.88 Curb and Gutter 2000 2000.00 FT $ 33.33 $ 66,660.00 Valley Gutter 60 240 240.00 FT $ 88.00 $ 21,120.00 Demo of Sidewalk 5 486 2430 2430.00 SY $ 14.75 $ 35,842.50 Demo of Curb and Gutter 1361 1361.00 FT $ 13.64 $ 18,564.04 Demo of Valley Gutter 550 550.00 FT $ 14.75 $ 8,112.50 Pav Markings 60 1160 3804.8 FT $ 0.85 $ 986.00 Thermo Pav Markings 60 1160 4872.166 4872.17 1 SF 1$ 22.25 1$ 108,405.68 SUBTOTAL $ 573,346.46 20%CONTINGENCY $ 114,669.29 TOTAL $ 688,015.75 TWIN FALLS CITY CAPITAL IMPROVEMENT PROJECTS COST ESTIMATE FILER AVENUE FROM GRANDVIEW DRIVE TO MARTIN STREET Width(FT) Length(FT) Depth(FT) Area(SY) Volume(CF) UNITMULTIPLIER UNITS Unit Price Cost Superpave varies varies 0.42 1753.33 6628 473.90 TON $ 168.93 $ 80,055.93 3/4"Base varies varies 0.42 1753.33 6628 460.65 TON $ 47.73 $ 21,986.82 Subbase varies varies 1 1753.33 15780 1112.49 TON $ 53.69 $ 59,729.59 Excavation varies varies 1.84 1753.33 29035 1075.37 CY $ 28.65 $ 30,809.35 No Parking Signsl/300' 300 1900 13 EACH $ 100.00 $ 1,300.00 Sidewalk 5 1855 1030.56 1030.56 SY $ 66.74 $ 68,779.57 Basefor Sidewalk 5 1855 0.33 3061 212.74 TON $ 47.73 $ 10,154.08 Curb and Gutter 1855 1855.00 FT $ 33.33 $ 61,827.15 Valley Gutter 60 120 120.00 FT $ 88.00 $ 10,560.00 Pav Markings 36 1900 5016 FT $ 0.85 $ 1,615.00 Thermo Pav Markings 36 1900 498.61 498.61 SF $ 22.25 $ 11,094.07 SUBTOTAL $ 357,911.56 20%CONTINGENCY $ 71,582.31 TOTAL $ 429,493.87 TWIN FALLS CITY CAPITAL IMPROVEMENT PROJECTS COST ESTIMATE FILLMORE STREET FROM NORTH COLLEGE ROAD TO FALLS AVENUE Width(FT) Length(FT) Depth(FT) Area(SY) Volume(CF) UNITMULTIPLIER UNITS Unit Price Cost Superpave varies varies 0.33 6360.00 18889 1350.56 TON $ 168.93 $ 228,150.10 3/4"Base varies varies 0.33 6360.00 18889 1312.79 TON $ 47.73 $ 62,659.47 Subbase varies varies 0.96 6360.00 54950 3873.98 TON $ 53.69 $ 207,993.99 Excavation varies varies 1.62 6360.00 92729 3434.41 CY $ 28.65 $ 98,395.85 No Parking Signsl/300' 300 2560 17 EACH $ 100.00 $ 1,700.00 Sidewalk 5 3810 2116.67 2116.67 SY $ 66.74 $ 141,266.56 Basefor Sidewalk 5 3810 0.33 6287 436.95 TON $ 47.73 $ 20,855.62 Curb and Gutter 3810 3810.00 FT $ 33.33 $ 126,987.30 Valley Gutter 60 300 300.00 FT $ 88.00 $ 26,400.00 Pav Markings 36 2560 6758.4 FT $ 0.85 $ 2,176.00 Thermo Pav Markings 36 2560 671.81 671.81 1 SF $ 22.25 $ 14,947.77 SUBTOTAL $ 931,532.66 20%CONTINGENCY $ 186,306.53 TOTAL $ 1,117,839.19 PREPARED BY: I r"NFALIS V�&viiScience U*-) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 ffff CITY OF TWIN FALLS TWIN FALLS CITY CAPITAL IMPROVEMENT PROJECTS COST ESTIMATE FILLMORE STREET FROM FALLS AVENUE TO ADDISON AVENUE Width(FT) Length(FT) Depth(FT) Area(SY) Volume(CF) UNITMULTIPLIER UNITS Unit Price Cost Superpave varies varies 0.33 728.33 2163 154.65 TON $ 168.93 $ 26,125.02 3/4"Base varies varies 0.33 728.33 2163 150.33 TON $ 47.73 $ 7,175.25 Subbase varies varies 0.96 728.33 6293 443.66 TON $ 53.69 $ 23,820.11 Excavation varies varies 1.62 728.33 10619 393.30 CY $ 28.65 $ 11,268.05 No Parking Signsl/300' 300 5360 36 EACH $ 100.00 $ 3,600.00 Sidewalk 5 1120 622.22 622.22 SY $ 66.74 $ 41,526.96 Basefor5idewalk 5 1120 0.33 1848 128.44 TON $ 47.73 $ 6,130.44 Curb and Gutter 1120 1120.00 FT $ 33.33 $ 37,329.60 Valley Gutter 60 240 240.00 FT $ 88.00 $ 21,120.00 Demo of Curb and Gutter 1311 1311.00 FT $ 13.64 $ 17,882.04 Pav Markings 36 5360 14150.4 FT $ 0.85 $ 4,556.00 Thermo Pav Markings 36 5360 1406.59 1406.59 SF $ 22.25 $ 31,296.63 SUBTOTAL $ 231,830.10 20%CONTINGENCY $ 46,366.02 TOTAL $ 278,196.12 TWIN FALLS CITY CAPITAL IMPROVEMENT PROJECTS COST ESTIMATE GRANDVIEW DRIVE FROM CANYON RIM RD.TO POLE LINE ROAD Width(FT) Length(FT) Depth(FT) Area(SY) Volume(CF) UNITMULTIPLIER UNITS Unit Price Cost Superpave varies varies 0.33 2662.44 7907 565.35 TON $ 168.93 $ 95,504.58 3/4"Base varies varies 0.33 2662.44 7907 549.54 TON $ 47.73 $ 26,229.54 Subbase varies varies 0.96 2662.44 23003 1621.71 TON $ 53.69 $ 87,069.61 Excavation varies varies 1.62 2662.44 38818 1437.70 CY $ 28.65 $ 41,190.11 No Parking Signsl/300' 300 1950 13 EACH $ 100.00 $ 1,300.00 Sidewalk 5 310 172.22 1 172.22 SY $ 66.74 $ 11,493.96 Basefor5idewalk 5 310 0.33 512 35.58 TON $ 47.73 $ 1,698.23 Curb and Gutter 310 310.00 FT $ 33.33 $ 10,332.30 Pav Markings 36 5350 14124 FT $ 0.85 $ 4,547.50 Thermo Pav Markings 36 5350 573.91 573.91 SF $ 22.25 $ 12,769.50 SUBTOTAL $ 292,135.33 20%CONTINGENCY $ 58,427.07 TOTAL $ 350,562.40 TWIN FALLS CITY CAPITAL IMPROVEMENT PROJECTS COST ESTIMATE LOCUST STREET FROM FILER AVENUE TO HIGHLAND AVENUE Width(FT) Length(FT) Depth(FT) Area(SY) Volume(CF) UNITMULTIPLIER UNITS Unit Price Cost Superpave varies varies 0.33 722.22 2145 153.37 TON $ 168.93 $ 25,908.79 3/4"Base varies varies 0.33 722.22 2145 149.08 TON $ 47.73 $ 7,115.59 Subbase varies varies 0.96 722.22 6240 439.92 TON $ 53.69 $ 23,619.30 Excavation varies varies 1.62 722.22 10530 390.00 CY $ 28.65 $ 11,173.50 No Parking Signsl/300' 300 9300 62 EACH $ 100.00 $ 6,200.00 Sidewalk S 1540 855.56 855.56 SY $ 66.74 $ 57,100.07 Basefor5idewalk 5 1540 0.33 2541 176.60 TON $ 47.73 $ 8,429.12 Curb and Gutter 1540 1540.00 FT $ 33.33 $ 51,328.20 Valley Gutter 60 60 60.00 FT $ 88.00 $ 5,280.00 Pav Markings 36 9300 24552 FT $ 0.85 $ 7,905.00 Thermo Pav Markings 36 9300 2440.55 2440.55 SF $ 22.25 $ 54,302.24 SUBTOTAL $ 258,361.81 20%CONTINGENCY $ 51,672.36 TOTAL $ 310,034.17 PREPARED BY: I r"NFALIS V�&viiScience U*-) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 fff CITY OF TWIN FALLS TWIN FALLS CITY CAPITAL IMPROVEMENT PROJECTS COST ESTIMATE MARTIN STREET FROM FILER AVENUE TO ADDISON AVENUE Width(FT) Length(FT) Depth(FT) Area(SY) Volume(CF) UNITMULTIPLIER UNITS Unit Price Cost Superpave varies varies 0.33 350.00 1040 74.36 TON $ 168.93 $ 12,561.63 3/4"Base varies varies 0.33 350.00 1040 72.28 TON $ 47.73 $ 3,449.92 Subbase varies varies 0.96 350.00 3024 213.19 TON $ 53.69 $ 11,446.17 Excavation varies varies 1.62 350.00 5103 189.00 CY $ 28.65 $ 5,414.85 No Parking Signsl/300' 300 2675 18 EACH $ 100.00 $ 1,800.00 Sidewalk 5 1790 994.44 994.44 SY $ 66.74 $ 66,368.93 Basefor Sidewalk 5 1790 0.33 2954 205.30 TON $ 47.73 $ 9,798.97 Curb and Gutter 1790 1790.00 FT $ 33.33 $ 59,660.70 Valley Gutter 60 60 60.00 FT $ 88.00 $ 5,280.00 Demo of Valley Gutter 400 400.00 FT $ 14.75 $ 5,900.00 Pav Markings 36 2675 7062 FT $ 0.85 $ 2,273.75 Thermo Pav Markings 36 2675 701.98 701.98 SF $ 22.25 $ 15,619.06 SUBTOTAL $ 199,573.98 20%CONTINGENCY $ 39,914.80 TOTAL $ 239,488.78 TWIN FALLS CITY CAPITAL IMPROVEMENT PROJECTS COST ESTIMATE POLE LINE ROAD FROM BRIDGEVIEW BLVD.TO MOUNTAINVIEW DRIVE Width(FT) Length(FT) Depth(FT) Area(SY) Volume(CF) UNITMULTIPLIER UNITS Unit Price Cost Superpave varies varies 0.42 4840.00 18295 1308.09 TON $ 168.93 $ 220,975.64 3/4"Base varies varies 0.42 4840.00 18295 1271.50 TON $ 47.73 $ 60,688.70 Subbase varies varies 1 4840.00 43560 3070.98 TON $ 53.69 $ 164,880.92 Excavation varies varies 1.84 4840.00 80150 2968.52 CY $ 28.65 $ 85,048.10 No Parking Signsl/300' 300 2080 14 EACH $ 100.00 $ 1,400.00 Sidewalk 5 3860 2144.44 2144.44 SY $ 66.74 $ 143,119.93 Basefor Sidewalk 5 3860 0.33 6369 442.65 TON $ 47.73 $ 21,127.68 Curb and Gutter 3860 3860.00 FT $ 33.33 $ 128,653.80 Valley Gutter 60 180 180.00 FT $ 88.00 $ 15,840.00 Pav Markings 60 2080 6822.4 FT $ 0.85 $ 1,768.00 Thermo Pav Markings 60 2080 2717.169 2717.17 SF $ 22.25 $ 60,457.02 SUBTOTAL $ 903,959.79 20%CONTINGENCY $ 180,791.96 TOTAL $ 1,084,751.75 TWIN FALLS CITY CAPITAL IMPROVEMENT PROJECTS COST ESTIMATE WASHINGTON STREET S.FROM HIGHLAND AVENUE TO ORCHARD DRIVE Width(FT) Length(FT) Depth(FT) Area(SY) Volume(CF) UNITMULTIPLIER UNITS Unit Price Cost Superpave varies varies 0.42 15166.67 57330 4099.10 TON $ 168.93 $ 692,460.96 3/4"Base varies varies 0.42 15166.67 57330 3984.44 TON $ 47.73 $ 190,177.32 Subbase varies varies 1 15166.67 136500 9623.25 TON $ 53.69 $ 516,672.29 Excavation varies varies 1.84 15166.67 251160 9302.22 CY $ 28.65 $ 266,508.60 No Parking Signsl/300' 300 4060 27 EACH $ 100.00 $ 2,700.00 Sidewalk 5 6700 3722.22 3722.22 SY $ 66.74 $ 248,420.96 Basefor Sidewalk 5 6700 0.33 11055 768.32 TON $ 47.73 $ 36,671.91 Curb and Gutter 6700 6700.00 FT $ 33.33 $ 223,311.00 Valley Gutter 60 540 540.00 FT $ 88.00 $ 47,520.00 Pav,Markings 60 4060 13316.8 FT $ 0.85 $ 3,451.00 Thermo Pav Markings 60 4060 1392.047 1392.05 SF $ 22.25 $ 30,973.05 SUBTOTAL $ 2,258,867.09 20%CONTINGENCY $ 451,773.42 TOTAL $ 2,710,640.51 PREPARED BY: I r"NFALIS V�&viiScience U*-) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 CITY OF `WIN FALLS TWIN FALLS CITY CAPITAL IMPROVEMENT PROJECTS COST ESTIMATE WASHINGTON STREET SOUTH FROM ORCHARD DR.TO 3600 S. Width(FT) Length(FT) Depth(FT) Area(SY) Volume(CF) UNITMULTIPLIER UNITS Unit Price Cost No Parking Signs 1/300' 300 5280 35 EACH $ 100.00 $ 3,500.00 Pav Markings 36 5280 13939.2 FT $ 0.85 $ 4,488.00 Thermo Pav Markings 36 5280 566.40 566.40 SF $ 22.25 $ 12,602.40 SUBTOTAL $ 20,590.40 20%CONTINGENCY $ 4,118.08 TOTAL $ 24,708.48 TWIN FALLS CITY CAPITAL IMPROVEMENT PROJECTS COST ESTIMATE BLUE LAKES BLVD.FROM PERRINE BRIDGE TO POLE LINE ROAD Width(FT) Length(FT) Depth(FT) Area(SY) Volume(CF) UNITMULTIPLIER UNITS Unit Price Cost Superpave varies varies 0.42 947.56 3582 256.11 TON $ 168.93 $ 43,264.66 3/4"Base varies varies 0.42 947.56 3582 248.95 TON $ 47.73 $ 11,882.38 Subbase varies varies 1 947.56 8528 601.22 TON $ 53.69 $ 32,279.50 Excavation varies varies 1.84 947.56 15692 1 581.19 Cy $ 28.65 $ 16,651.09 No Parking Signsl/100' 100 3060 61 EACH $ 100.00 $ 6,100.00 Sidewalk 5 1790 994.44 994.44 Sy $ 66.74 $ 66,368.93 Basefor Sidewalk 5 1790 0.33 2954 205.30 TON $ 47.73 $ 9,798.97 Curb and Gutter 1790 1790.00 FT $ 33.33 $ 59,660.70 Val ley Gutter 80 160 160.00 FT $ 88.00 $ 14,080.00 Demoof5idewalk 5 1950 9750 9750.00 Sy $ 14.75 $ 143,812.50 Demo of Curb and Gutter 1950 1950.00 FT $ 13.64 $ 26,598.00 Demo of Valley Gutter 1950 1950.00 FT $ 14.75 $ 28,762.50 Pav Markings 84 3060 11995.2 FT $ 0.85 $ 2,601.00 Thermo Pav Markings 84 3060 3213.553 3213.55 SF $ 22.25 $ 71,501.55 SUBTOTAL $ 533,361.78 20%CONTINGENCY $ 106,672.36 TOTAL $ 640,034.14 TWIN FALLS CITY CAPITAL IMPROVEMENT PROJECTS COST ESTIMATE WASHINGTON ST./6TH AVE/MINIDOKA AVE.(FROM ADDISON AVE.TO BLUE LAKES BLVD) Width(FT) Length(FT) Depth(FT) Area(SY) Volume(CF) UNITMULTIPLIER UNITS Unit Price Cost Superpave varies varies 0.42 19800.00 74844 5351.35 TON $ 168.93 $ 904,003.56 3/4"Base varies varies 0.42 19800.00 74844 5201.66 TON $ 47.73 $ 248,275.23 Subbase varies varies 1 19800.00 178200 12563.10 TON $ 53.69 $ 674,512.84 Excavation varies varies 1.84 19800.00 327888 12144.00 Cy $ 28.65 $ 347,925.60 No Parking Signsl/100' 100 8620 172 EACH $ 100.00 $ 17,200.00 Sidewalk 5 10310 S727.78 5727.78 Sy $ 66.74 $ 382,272.04 Base for Sidewalk 5 10310 0.33 17012 1182.33 TON $ 47.73 $ 56,432.61 Curb and Gutter 10310 10310.00 FT $ 33.33 $ 343,632.30 Val ley Gutter 60 2040 2040.00 FT $ 88.00 $ 179,520.00 Demo of Sidewalk 5 3000 15000 15000.00 Sy $ 14.75 $ 221,250.00 Demo of Curb and Gutter 4000 4000.00 FT $ 13.64 $ 54,560.00 Demo of Valley Gutter 500 500.00 FT $ 14.75 $ 7,375.00 Property Take(M bldg.) 48 60 320 2880 SF $ 154.00 $ 443,520.00 PropertyTake(house) 24 42 112 1008 1 SF $ 200.00 $ 201,600.00 Pav Markings 60 8620 28273.E 1 FT $ 0.85 $ 7,327.00 Thermo Pav Markings 60 8620 655.651 655.65 1 SF $ 22.25 $ 14,588.24 SUBTOTAL $ 4,103,994.42 20%CONTINGENCY $ 820,798.88 TOTAL $ 4,924,793.30 PREPARED BY: I TWIN FALLS �, ffllkience TWIN FALLS TRANSPORTATION MASTER PLAN 2024 CITY OF TWIN FALLS TWIN FALLS CITY CAPITAL IMPROVEMENT PROJECTS COST ESTIMATE NORTH COLLEGE ROAD FROM BLUE LAKES BLVD.TO FILLMORE STREET Width(FT) Length(FT) Depth(FT) Area(SY) Volume(CF) UNITMULTIPLIER UNITS Unit Price Cost Superpave varies varies 0.42 667.00 2521 180.25 TON $ 168.93 $ 30,449.63 3/4"Base varies varies 0.42 667.00 2521 175.21 TON $ 47.73 $ 8,362.77 Subbase varies varies 1 667.00 6003 423.21 TON $ 53.69 $ 22,722.14 Excavation varies varies 1.84 667.00 11046 409.11 CY $ 28.65 $ 11,721.00 No Parking Signsl/100' 100 1200 24 EACH $ 100.00 $ 2,400.00 Sidewalk 5 1200 666.67 666.67 SY $ 66.74 $ 44,493.56 Basefor Sidewalk 5 1200 0.33 1980 0.00 TON $ 47.73 $ - Curb and Gutter 1200 1200.00 FT $ 33.33 $ 39,996.00 Valley Gutter 60 300 300.00 FT $ 88.00 $ 26,400.00 Demoof5idewalk 5 1200 6000 6000.00 SY $ 14.75 $ 88,500.00 Demo of Curb and Gutter 1200 1200.00 FT $ 13.64 $ 16,368.00 Demo of Valley Gutter 300 300.00 FT $ 14.75 $ 4,425.00 Property Take(ROW N.) 5 1200 667 6000 1 SF $ 10.00 $ 60,000.00 Pav Markings 48 1200 3936 FT $ 0.85 $ 1,020.00 Thermo Pav Markings 48 1200 4076.16 4076.16 SF $ 22.25 $ 90,694.56 SUBTOTAL $ 447,552.66 20%CONTINGENCY $ 89,510.53 TOTAL $ 537,063.19 TWIN FALLS CITY CAPITAL IMPROVEMENT PROJECTS COST ESTIMATE HANKINS ROAD AND ADDISON AVENUE INTERSECTION Width(FT) Length(FT) Depth(FT) Area(SY) Volume(CF) UNITMULTIPLIER UNITS Unit Price Cost Superpave varies varies 0.42 4733.00 17891 1279.21 TON $ 168.93 $ 216,096.95 3/4"Base varies varies 0.42 4733.00 17891 1243.42 TON $ 47.73 $ 59,348.44 Subbase varies varies 1 4733.00 42597 3003.09 TON $ 53.69 $ 161,235.90 Excavation varies varies 1.84 4733.00 78378 2902.89 CY $ 28.65 $ 83,167.80 No Parking Signsl/100' 100 420 8 EACH $ 100.00 $ 800.00 Sidewalk S 840 466.67 466.67 SY $ 66.74 $ 31,145.56 Basefor Sidewalk 5 840 0.33 1386 96.33 TON $ 47.73 $ 4,597.83 Curb and Gutter 840 840.00 FT $ 33.33 $ 27,997.20 Valley Gutter 4 200 200.00 FT $ 88.00 $ 17,600.00 Property Take(ROW N.) 43 420 2007 18060 SF $ 10.00 $ 180,600.00 Property Take(ROW S.) 28 420 1307 11760 SF $ 10.00 $ 117,600.00 Pav Markings 48 840 2755.2 FT $ 0.85 $ 714.00 Thermo Pav Markings 48 840 5823.086 1 5823.09 1 SF $ 22.25 1$ 129,563.66 SUBTOTAL $ 1,030,467.34 20%CONTINGENCY $ 206,093.47 TOTAL $ 1,236,560.81 TWIN FALLS CITY CAPITAL IMPROVEMENT PROJECTS COST ESTIMATE HANKINS ROAD AND KIMBERLY ROAD INTERSECTION Width(FT) Length(FT) Depth(FT) Area(SY) Volume(CF) UNITMULTIPLIER UNITS Unit Price Cost Superpave varies varies 0.42 4733.00 17891 1279.21 TON $ 168.93 $ 216,096.95 3/4"Base varies varies 0.42 4733.00 17891 1243.42 TON $ 47.73 $ 59,348.44 Subbase varies varies 1 4733.00 42597 3003.09 TON $ 53.69 $ 161,235.90 Excavation varies varies 1.84 4733.00 78378 2902.89 CY $ 28.65 $ 83,167.80 No Parking Signsl/100' 100 840 17 EACH $ 100.00 $ 1,700.00 Sidewalk 5 1680 933.33 933.33 SY $ 66.74 $ 62,290.44 Basefor Sidewalk 5 1680 0.33 2772 192.65 TON $ 47.73 $ 9,195.18 Curb and Gutter 1680 1680.00 FT $ 33.33 $ 55,994.40 Valley Gutter 4 120 120.00 FT $ 88.00 $ 10,560.00 Property Take(ROW N.) 53 420 2473 22260 SF $ 10.00 $ 222,600.00 Property Take(ROW S.) 53 420 2473 22260 SF $ 10.00 $ 222,600.00 Pav Markings 60 840 2755.2 FT $ 0.85 1$ 714.00 Thermo Pav Markings 1 60 1 840 1 1 6728.2291 1 6728.23 1 SF 1$ 22.25 1$ 149,703.09 SUBTOTAL $ 1,255,206.20 20%CONTINGENCY $ 251,041.24 TOTAL $ 1,506,247.44 PREPARED BY: I T"NFAL45 V�&viiScience U*-) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 CITY OF TWIN FALLS TWIN FALLS CITY CAPITAL IMPROVEMENT PROJECTS COST ESTIMATE EASTLAND AT RAILROAD TRACK UNDERPASS WIDENING Width(FT) Length(FT) Depth(FT) Area(SY) Volume(CF) UNITMULTIPLIER UNITS Unit Price Cost Concrete Pvmt.Cl40-11" varies varies 0.92 3107.00 25726 3107 SY $ 75.00 $ 233,025.00 3/4"Base varies varies 0.5 3107.00 13982 971.75 TON $ 47.73 $ 46,381.63 Subbase varies varies 1.42 3107.00 39707 2799.34 TON $ 53.69 $ 150,296.56 Excavation varies varies 2.84 3107.00 79415 2941.30 CY $ 28.65 $ 84,268.25 No Parking Signsl/100' 100 466 9 EACH $ 100.00 $ 900.00 Sidewalk S 932 517.78 517.78 SY $ 66.74 $ 34,SS6.64 Basefor5idewalk 5 932 0.33 1538 106.89 TON $ 47.73 $ 5,101.86 Curb and Gutter 932 932.00 FT $ 33.33 $ 31,063.56 Valley Gutter 4 120 120.00 FT $ 88.00 $ 10,560.00 Demo of Sidewalk 5 500 2500 2500.00 SY $ 14.75 $ 36,875.00 Demo of Curb and Gutter 932 932.00 FT $ 13.64 $ 12,712.48 NEW RRBRIDGE80'SPAN 20 80 178 1600 SF $ 937.50 $ 1,500,000.00 Property Take(ROW) 82 466 4246 38212 SF $ 10.00 $ 382,120.00 Pav Markings 60 466 1528.48 FT $ 0.85 $ 396.10 RETAINING WALLS ATROW 1 250 17 2125 79 CY $ 2,000.00 $ 158,000.00 NEW STORM DRAIN INLETS 2 4 8 EACH $ 5,000.00 $ 40,000.00 NEW SEEPAGE BEDS 10 100 10 10000 3333 CY $ 200.00 $ 666,600.00 ROCK REMOVAL&EXCAV. 80 200 3 48000 1778 CY $ 150.00 $ 266,700.00 Thermo Pav Markings 60 466 1 1 12128.141 1 12128.14 SF $ 22.25 $ 269,851.06 SUBTOTAL $ 3,929,408.14 20%CONTINGENCY $ 785,881.63 TOTAL $ 4,715,289.77 TWIN FALLS CITY CAPITAL IMPROVEMENT PROJECTS COST ESTIMATE FALLS AVENUE FROM BLUE LAKES BLVD.TO LOCUST STREET Width(FT) Length(FT) Depth(FT) Area(SY) Volume(CF) UNITMULTIPLIER UNITS Unit Price Cost Superpave 12 1107 0.42 1476.00 5579 398.90 TON $ 168.93 $ 67,386.18 3/4"Base 12 1107 0.42 1476.00 5579 387.74 TON $ 47.73 $ 18,506.83 Subbase 12 1107 1 2214.00 19926 1404.78 TON $ 53.69 $ 75,422.64 Excavation 12 1107 1.84 2829.00 46848 1735.11 CY $ 28.65 $ 49,710.90 No Parking Signsl/100' 1107 22 EACH $ 100.00 $ 2,200.00 Sidewalk 6 1107 738.00 738.00 SY $ 66.74 $ 49,254.12 Basefor Sidewalk 6 1107 0.33 738.00 2192 152.34 TON $ 47.73 $ 7,271.19 Curb and Gutter 1107 1107.00 FT $ 33.33 $ 36,896.31 Valley Gutter 6 185 185.00 FT $ 88.00 $ 16,280.00 Demo of Sidewalk 5 1107 5535 5535.00 SY $ 14.75 $ 81,641.25 Demo of Curb and Gutter 1107 1107.00 FT $ 13.64 $ 15,099.48 Demo of Valley Gutter 185 185.00 FT $ 14.75 $ 2,728.75 Property Take(ROW S.) 1 15 1 1107 1845 16605 SF $ 10.00 $ 166,050.00 Pav Markings 60 1107 3630.96 FT $ 0.85 $ 3,086.32 Thermo Pav Markings 60 924.4 924.40 SF $ 22.25 $ 20,567.90 SUBTOTAL $ 612,101.87 20%CONTINGENCY $ 122,420.37 TOTAL $ 734,522.24 PREPARED BY: I r"NFALIS V�&viiscience U*-) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 CITY OF TWIN FALLS TWIN FALLS CITY CAPITAL IMPROVEMENT PROJECTS COST ESTIMATE ADDISON AVENUE FROM MORNINGSIDE DRIVE TO JUNIPER STREET Width(FT) Length(FT) Depth(FT) Area(SY) Volume(CF) UNIT MULTIPLIER UNITS Unit Price Cost Superpave 20 1750 0.42 1476.00 5579 398.90 TON $ 168.93 $ 67,386.18 3/4"Base 20 1750 0.42 1476.00 5579 387.74 TON $ 47.73 $ 18,506.83 Subbase 20 1750 1 2214.00 19926 1404.78 TON $ 53.69 $ 75,422.64 Excavation 20 1750 1.84 2829.00 46848 1735.11 CY $ 28.65 $ 49,710.90 No Parking Signs1/100' 1750 35 EACH $ 100.00 $ 3,500.00 Sidewalk 6 3500 4666.67 4666.67 SY $ 66.74 $ 311,453.56 Basefor Sidewalk 6 2750 0.33 738.00 5445 378.43 TON $ 47.73 $ 18,062.46 Curb and Gutter 3500 3500.00 FT $ 33.33 $ 116,655.00 Valley Gutter 6 880 880.00 FT $ 88.00 $ 77,440.00 Demo of Sidewalk 5 3500 17500 17500.00 SY $ 14.75 $ 258,125.00 Demo of Curb and Gutter 3500 3500.00 FT $ 13.64 $ 47,740.00 Demo of Valley Gutter 880 880.00 FT $ 14.75 $ 12,980.00 PropertyTake(ROW S.) 13 1750 2528 22750 SF $ 10.00 $ 227,500.00 Pav Markings 60 1750 5740 FT $ 0.85 $ 4,879.00 Thermo Pav Markings 464.4 464.40 SF $ 22.25 $ 10,332.90 SUBTOTAL $ 1,299,694.47 20%CONTINGENCY $ 259,938.89 TOTAL $ 1,559,633.36 PREPARED BY: I T"NFAL45 V�&viiScience U*-) TWIN FALLS TRANSPORTATION MASTER PLAN 2024 APPENDIX 1 I CITY OF TWIN FALLS ■ APPENDIX C . TRAVEL DEMAND MODEL PREPARED BY: EIL18 4f CivilScience TWIN FALLS TRANSPORTATION MASTER PLAN 2024 Civilkience MEMORANDUM Date: April 6, 2018 To: Twin Falls City From: Hales Engineering Subject: ID Twin Falls TMP —Travel Demand Model UT17-944 This memorandum discusses the development and calibration of the travel demand model for the Twin Falls Transportation Master Plan (TMP). Model Development A travel demand model was developed for the Twin Falls TMP to estimate future traffic volumes. This was done for the future years 2027 and 2040. The model was built using a travel forecasting software package called Quick Response System (QRS) II. The software comes with the General Network Editor (GNE) software, which allows the user to build a roadway network and assign land uses to the area. QRS II is then used to run the model and produce the projected traffic volumes. The QRS II model built for the 2009 Twin Falls TMP was used as a starting point for the latest model. The development of the model began with updating the roadway network. Roadway links in GNE were updated to reflect the existing roadway network in Twin Falls. Aerial photos and knowledge of the area were used to model the correct roadway alignments, widths, and speeds. Intersection characteristics such as intersection control were also included in the nodes of the model. The model was drawn in GNE over an aerial photograph to ensure that the roadways and intersections were spaced accurately. The land use and socioeconomic information of Twin Falls was then updated in the model. This data is represented in travel demand modeling by traffic analysis zones (TAZs). The previous model for the 2009 TMP had 43 TAZs. The TAZs were updated and more were added to provide a precise representation of the land use and socioeconomic conditions of Twin Falls. The new model now has 67 TAZs, which are based off the 2010 census blocks. The TAZs are set up so that no major roadways or restricting land features divide a zone. In effect, the major roadways and land features run along the boundaries of these TAZs. The TAZ boundaries are shown on the land use map in Figure 1. A summary of the socioeconomic data of each TAZ for each analysis year is shown in the Appendix. Page 2 of 10 k1 , ° 93 POLE LINE ROAD 00 08 FALLS 18 1 20 22 24 23 25 26 27, - -- —30 _ _ � ADDISON 39 40 42 � 41 44 43 30 KIMBERLY 48 ORCHARD 57 58 60 62 3600 N 63 3500 N 1 2 Miles irate. September 1,2016 Figure 1 Travel Demand Model TAZ Map The socioeconomic data for each TAZ was estimated based on the previous travel demand model and 2010 census data. The census data, specifically, provided average income, number of dwelling units, and population. The numbers were increased slightly to estimate 2017 data to create a base-year model. Future conditions were estimated using land use information from the Twin Falls Comprehensive Plan. A list of future 376 Falls Avenue•Twin Falls,ID 833011 P](208)737-0007 Page 3 of 10 developments was also taken into consideration when estimating future conditions. Future scenarios were developed for the years 2027 and 2040. The travel demand model was confined mainly to Twin Falls city limits. There were 21 external stations placed in the model to show vehicles coming in and out of the Twin Falls roadway network. The following are the locations of the external stations: • 3300 East, south of Orchard Drive • 3400 East, south of Addison Avenue • 3400 North, east of Blue Lakes Boulevard • 3400 North, west of 2700 East • 3500 North, west of 2700 East • 3600 North, east of Eastland Drive • 3600 North, west of 2700 East • 4000 North, west of 2700 East • Addison Avenue, east of 3400 East • Addison Avenue, west of 2700 East • Blue Lakes Boulevard, north of Bridgeview Boulevard • Blue Lakes Boulevard, south of 3400 North • Eastland Drive, south of 3600 North • Falls Avenue, east of 3400 East • Grandview, south of 3400 North • Hankins Road, south of Orchard Drive • Kimberly Road, east of 3300 East • Orchard Drive, east of 3300 East • Orchard Drive, west of 2700 East • Pole Line Road, west of Sun Way • South Park Avenue, west of 2700 East Model Calibration Once the existing (2017) travel demand model was built, it was calibrated so that the output matched closely with recent traffic volumes in Twin Falls. The traffic volumes were collected throughout the city between 2010 to 2016 at varying times of year. The volumes were adjusted with seasonal and yearly adjustments to match existing conditions. These volumes were compared against the model output to determine the percent error. Percent error is generally measured using two different methods: the percentage root mean square error (RMSE) and the percentage mean absolute error (MAE). The RMSE and MAE are calculated as follows, %RMSE _ �Z(Vmodel—Vactual)2 X looxn %MAE _ ZlVmodel—Vactuall X 100 n Z Vactual Z Vactual where Vrr,ode, is the volume given by the model, Vactual is the actual volumes counted, and n is the number of links represented. The Federal Highway Administration (FHWA) has 376 Falls Avenue•Twin Falls,ID 833011 P](208)737-0007 Page 4 of 10 defined maximum limits for volume percent error for travel demand modeling. The limits are defined by daily vehicle volume on a roadway and are given in Table 1. Table 1 FHWA Percent Error Limit Daily Volume Range % Error Limit < 2,500 100% 2,500 - 5,000 50% 5,000 - 10,000 25% 10,000 - 25,000 20% 25,000 - 50,000 15% Several steps were taken to calibrate the model so that the roadway volume percent error was less than or equal to the FHWA percent error limits, including the following: • Link (roadway) speeds were adjusted in the model to make roadways more or less attractive in the model. • Intersection delays for certain turn movements were adjusted to make traveling through signalized intersections more or less attractive. • The productions and attractions at external stations were adjusted so that the volumes there matched those counted in Twin Falls. • The trip generation rates were increased, and the vehicle occupancy rates were decreased due to low volumes in general throughout the city. After these steps were taken, the base-year existing (2017) travel demand model met the percent error requirements set by FHWA. The RMSE and MAE of the model are shown compared to the FHWA limits in Figure 2. Twin Falls TDM Percent Error 120% 100% so°r ` o ` 83% LL, � c 60% 8 %MAE 49% %RMSE a 40% 42% 25% — — —FHWA Limit 20% 20% 10% 20% 16% 8% 0% <2,500 2,500-5,000 5,000-10,000 10,000-25,000 25,000-50,000 Volume(vehicles per day) Figure 2 Twin Falls TDM Percent Error 376 Falls Avenue•Twin Falls,ID 833011 P](208)737-0007 Page 5 of 10 Model Results After developing the travel demand model and calibrating it to an acceptable percent error, the model was run to produce traffic volume projections for future (2027) and future (2040) conditions. The model uses socioeconomic conditions data for each TAZ to estimate number of trips to and from each TAZ throughout a given day. Any growth in socioeconomic conditions is reflected by a change in the number of trips to and from a particular TAZ. The socioeconomic conditions for each year that were applied in the model are shown in Appendix A. The projected daily traffic volumes for future (2027) and future (2040) conditions are shown in Error! Reference source not found. &4 and Error! Reference source not found. & 6, respectively. Based on future traffic volume projections, the level of service (LOS) of each roadway segment was calculated based on a volume-to-capacity (v/c) ratio, as was done for the existing conditions analysis. The capacities for each of the roadways were estimated using Highway Capacity Manual (HCM) 6th edition methodologies. Roadway capacities and LOS thresholds for each cross section are shown in Table 2. The LOS for the roadways in future (2027) and future (2040) conditions are shown in Error! Reference source not found. & 8 and Error! Reference source not found. & 10 respectively. Table 2: Roadway LOS Thresholds • •. - 18,900 31,500 47,250 53,550 63,000 . • - 17,000 22,000 28,000 33,000 38,000 • • - • 4,900 8,200 12,500 14,000 17,800 • • - • 3,800 6,200 9,300 10,600 12,400 376 Falls Avenue•Twin Falls,ID 833011 P](208)737-0007 Page 6 of 10 Appendix Socioeconomic Data Table 3 TAZ Per Capita Income Data ($1,000s) TAZ Existing 2027 2040 TAZ Existing 2027 2040 1 48 64 94 35 29 38 57 2 44 59 86 36 28 37 55 3 44 59 86 37 25 33 49 4 75 100 148 38 24 32 47 5 1 51 68 100 39 1 48 64 94 6 44 59 86 40 52 69 102 7 43 57 84 41 42 56 82 8 43 57 84 42 42 56 82 9 34 45 67 43 41 55 80 10 34 45 67 44 49 65 96 11 70 94 138 45 40 53 78 12 1 75 100 148 46 40 53 78 13 100 134 197 47 39 52 76 14 105 141 207 48 38 51 74 15 90 120 177 49 40 53 78 16 49 65 96 50 49 65 96 17 1 40 53 78 51 40 53 78 18 45 60 88 52 43 57 84 19 37 49 73 53 44 59 86 20 34 45 67 54 40 53 78 21 34 45 67 55 34 45 67 22 40 53 78 56 34 45 67 23 1 40 53 78 57 30 40 59 24 52 69 102 58 34 45 67 25 48 64 94 59 35 47 69 26 48 64 94 60 35 47 69 27 75 100 148 61 35 47 69 28 1 41 55 80 62 44 59 86 29 41 55 80 63 36 48 71 30 39 52 76 64 34 45 67 31 31 41 61 65 44 59 86 32 27 36 53 66 44 59 86 33 29 38 57 67 44 59 86 34 1 30 1 40 1 59 1 1 AVE 1 44 1 59 1 87 376 Falls Avenue•Twin Falls,ID 83301 I P](208)737-0007 Page 7 of 10 Table 4 TAZ Dwelling Unit Data TAZ Existing 2027 2040 TAZ Existing 2027 2040 1 200 315 465 35 180 221 275 2 30 209 443 36 200 221 250 3 250 350 480 37 200 243 300 4 350 450 580 38 70 187 340 5 1 100 128 165 39 1 900 908 920 6 400 465 550 40 780 797 820 7 300 304 310 41 550 593 650 8 500 521 550 42 550 571 600 9 350 371 400 43 400 443 500 10 340 453 600 44 200 286 400 11 330 447 600 45 50 60 75 12 1 410 464 535 46 1 110 229 385 13 260 429 650 47 510 523 540 14 210 283 380 48 280 343 425 15 110 183 280 49 50 89 140 16 250 271 300 50 100 108 120 17 48 48 50 51 100 106 115 18 1 400 443 500 52 50 110 189 19 800 808 820 53 50 71 100 20 450 556 695 54 100 108 120 21 1,200 1,221 1,250 55 50 60 75 22 800 808 820 56 50 65 85 23 1 700 721 750 57 1 540 587 650 24 500 521 550 58 500 565 650 25 550 571 600 59 0 3 8 26 460 601 785 60 100 143 200 27 90 195 333 61 0 19 44 28 105 119 139 62 70 133 215 29 110 236 400 63 160 218 295 30 1 25 65 118 64 1 100 143 200 31 200 265 350 65 300 326 360 32 160 188 225 66 200 250 315 33 200 221 250 67 150 176 210 34 160 1 210 1 275 1 1 SUM 18,998 1 22,345 1 26,769 376 Falls Avenue•Twin Falls,ID 83301 I P](208)737-0007 Page 8 of 10 Table 5 TAZ Retail Employment Data TAZ Existing 2027 2040 TAZ Existing 2027 2040 1 0 0 0 35 650 715 800 2 0 65 150 36 200 265 350 3 750 815 900 37 200 243 300 4 1,500 1,608 1,750 38 100 165 250 5 1 0 0 0 39 1 60 73 90 6 150 195 255 40 80 97 120 7 450 515 600 41 300 308 320 8 0 39 90 42 550 619 710 9 900 906 915 43 100 147 210 10 1 800 843 900 44 1 50 71 100 11 900 1,030 1,200 45 0 0 0 12 50 67 90 46 0 50 115 13 100 121 150 47 0 26 60 14 0 26 60 48 150 193 250 15 0 13 30 49 100 160 240 16 1 0 0 0 50 100 108 120 17 0 0 0 51 0 13 30 18 0 34 80 52 50 141 260 19 0 136 315 53 50 54 60 20 300 343 400 54 40 50 65 21 120 187 275 55 0 0 0 22 300 334 380 56 0 0 0 23 1 410 449 500 57 1 80 84 90 24 30 47 70 58 50 84 130 25 80 84 90 59 0 0 0 26 50 93 150 60 0 8 20 27 0 17 40 61 0 0 0 28 0 0 0 62 0 0 0 29 50 93 150 63 0 0 0 30 1 100 108 120 64 1 50 567 1,240 31 250 293 350 65 200 221 250 32 50 71 100 66 100 147 210 33 50 50 50 67 0 0 0 34 300 1 343 1 400 1 1 sum 10,950 1 13,534 1 16,950 376 Falls Avenue•Twin Falls,ID 83301 I P](208)737-0007 Page 9 of 10 Table 6 TAZ Non-Retail Employment TAZ Existing 2027 2040 TAZ Existing 2027 2040 1 100 110 124 35 0 0 0 2 80 83 88 36 250 271 300 3 0 20 47 37 0 0 0 4 100 108 120 38 300 321 350 5 1 200 221 250 39 1 0 13 30 6 100 111 127 40 0 14 34 7 100 108 120 41 50 60 75 8 40 50 63 42 0 29 68 9 40 56 77 43 50 63 82 10 0 0 0 44 150 154 160 11 0 21 50 45 50 50 50 12 1 70 83 100 46 1 200 224 257 13 250 254 260 47 50 50 52 14 200 208 220 48 50 58 69 15 50 58 70 49 300 308 320 16 50 51 54 50 500 521 550 17 250 271 300 51 50 58 70 18 1 0 30 69 52 150 154 160 19 50 54 60 53 200 204 210 20 20 29 42 54 100 113 130 21 0 21 50 55 400 408 420 22 0 28 65 56 350 371 400 23 1 0 29 67 57 1 100 121 150 24 0 29 68 58 50 90 144 25 50 60 73 59 20 20 20 26 100 117 140 60 100 114 133 27 80 164 275 61 35 61 97 28 100 117 140 62 50 51 54 29 0 3 9 63 50 60 74 30 1 200 221 250 64 1 350 467 620 31 0 0 0 65 20 26 35 32 0 0 0 66 20 46 80 33 0 0 0 67 20 35 55 34 0 1 0 1 0 1 1 sum 6,245 1 7,250 1 8,627 376 Falls Avenue•Twin Falls,ID 83301 I P](208)737-0007 Page 10 of 10 Table 7 TAZ Service Employment Data TAZ Existing 2027 2040 TAZ Existing 2027 2040 1 0 0 0 35 500 508 520 2 0 43 100 36 50 73 105 3 150 171 200 37 300 321 350 4 100 110 125 38 50 60 73 5 1 0 0 0 39 1 0 23 53 6 250 271 300 40 250 254 260 7 1,100 1,143 1,200 41 250 258 270 8 0 36 85 42 200 206 215 9 100 123 153 43 200 217 240 10 1,100 1,143 1,200 44 0 106 244 11 200 221 250 45 0 10 25 12 1 0 43 100 46 1 100 129 167 13 0 79 182 47 100 108 120 14 0 6 15 48 50 68 92 15 0 3 8 49 50 50 50 16 0 20 48 50 50 76 110 17 50 58 70 51 0 5 13 18 1 700 713 730 52 100 104 110 19 700 721 750 53 30 37 47 20 400 426 460 54 0 28 65 21 0 56 130 55 0 32 75 22 800 821 850 56 0 36 85 23 1 200 221 250 57 1 0 76 175 24 0 36 85 58 0 77 179 25 50 69 95 59 100 121 150 26 50 105 178 60 0 56 130 27 0 4 10 61 150 154 160 28 100 108 120 62 0 23 54 29 50 60 75 63 0 32 74 30 1 0 29 68 64 1 200 220 248 31 100 102 105 65 0 19 45 32 150 158 170 66 0 42 97 33 50 50 50 67 100 102 105 34 250 1 250 1 250 1 1 sum 9,480 1 11,030 1 13,118 376 Falls Avenue•Twin Falls,ID 83301 I P](208)737-0007 AAW APPENDIX 11I I CITY O F TWIN FALLS ■ APPENDIX ■ TRAFFIC CALMING TOOLBOX PREPARED BY: TN45 4f CivilScience TWIN FALLS TRANSPORTATION MASTER PLAN 2024 051 OvdScience Traffic Calming Toolbox Amendment CITY OF `WIN FALLS 1� , � � _ __ T� v SERVI Twin Falls, Idaho August 2018 376 Falls Avenue Twin Falls, ID 83301 p 208.737.0007 TABLE OF CONTENTS TABLEOF CONTENTS................................................................................................................................i LISTOF FIGURES.......................................................................................................................................ii I. INTRODUCTION..................................................................................................................................1 A. Purpose................................................................................................................................................1 II. TRAFFIC CALMING MEASURES.......................................................................................................2 A. Non-Physical Measures........................................................................................................................2 B. Horizontal Speed Control Measures ....................................................................................................8 C. Vertical Speed Control Measures.......................................................................................................13 D. Narrowing Measures ..........................................................................................................................15 III. COMPLETE STREETS......................................................................................................................20 A. Purpose..............................................................................................................................................20 B. Background ........................................................................................................................................20 C. Benefits...............................................................................................................................................20 D. Negatives............................................................................................................................................20 Twin Falls -Traffic Calming Toolbox i LIST OF FIGURES Figure 1 Example of Speed Enforcement.............................................................................................3 Figure 2 Example of a Driver Feedback Sign.......................................................................................4 Figure 3 Example of Lane Striping .......................................................................................................5 Figure4 Example of Signage...............................................................................................................6 Figure 5 Example of Speed Legends...................................................................................................7 Figure 6 Example of a Traffic Circle.....................................................................................................8 Figure 7 Example of a Roundabout......................................................................................................9 Figure 8 Example of a Chicane..........................................................................................................11 Figure 9 Example of a Lateral Shift....................................................................................................12 Figure 10 Example of a Bulb-out/ Neckdown ....................................................................................16 Figure 11 Example of a Choker..........................................................................................................17 Twin Falls -Traffic Calming Toolbox ii I. INTRODUCTION A. Purpose This document is intended to be used by the City of Twin Falls to address traffic problems that may be mitigated by traffic calming measures. Traffic calming measures shall only be implemented on roadways that are classified by the City of Twin Falls as "Local Roads," or are not major emergency response routes, and are owned and controlled by the City of Twin Falls. Traffic calming measures will only be implemented when recommended by an engineering study. Twin Falls -Traffic Calming Toolbox 1 II. TRAFFIC CALMING MEASURES A. Non-Physical Measures Non-physical traffic calming measures are those where no physical construction or modification to the roadway. These measures are often relatively less costly and are often considered before other traffic calming measures because they are easy to implement and remove if deemed ineffective. Speed Enforcement — Targeted speed enforcement by local law enforcement agencies, as illustrated in Figure 1. can have a significant impact on the prevailing speed in certain locations. Enforcement efforts can be targeted at specific locations at certain times of the day to encourage drivers to comply with the posted speed limit. Advantages: • Long-term daytime enforcement on certain corridors may result in driver changes over time • Can be used in areas where physical solutions aren't possible • Targets violators without much impact on normal traffic flow Disadvantages: • Without long-term dedication of law enforcement personnel, targeted enforcement tends to yield limited results Twin Falls -Traffic Calming Toolbox i Figure 1 Example of Speed Enforcement Twin Falls-Traffic Calming Toolbox 3 Driver Feedback Signs — Driver feedback signs, as illustrated in Figure 2, can help drivers be more aware of their speed in relation to the posted speed limit. Driver feedback signs can be permanently mounted, temporary installations, or mounted on a trailer. In each case the current speed of the approaching vehicles is detected and shown on a digital display, along with the posted speed limit on a static display. Advantages: • Speeds can be reduced significantly when used for short periods of time • Can be used as an educational tool to call motorist attention Disadvantages: • If/when removed, there is little residual effect; long-term placement can yield mixed results r SPEED LIMIT 35 YOUR SPEED 05 ' . c 1 r Figure 2 Example of a Driver Feedback Sign Lane Striping — Lane striping, as illustrated in Figure 3, not only delineates the lane of travel, but can create a narrow feel on the roadway without narrowing the paved surface. The narrow feel can encourage some drivers to reduce speeds. It is important that striping be implemented in such a way as to create a narrow feel to ensure vehicles slow down. Lane striping can also be used to create bicycle lanes, parking spaces, or delineate other uses. Twin Falls-Traffic Calming Toolbox 4 Advantages: • Inexpensive and easy to install • Modest speed reductions can occur if implemented correctly • Provides margins of safety for bicycle and pedestrian traffic Disadvantages: • Striping can increase vehicle speeds, particularly if the striping serves only to better define lanes rather than create a narrow feel. Na. VIVO. - �s J Figure 3 Example of Lane Striping Twin Falls-Traffic Calming Toolbox 5 Signage — The placement of signage such as speed limit signs or signs dictating various restrictions (see Figure 4 for an example) can be used for traffic calming purposes. Restriction type signs can include signs prohibiting trucks, turning movements, through movements, or others. Advantages: • Inexpensive to install • Can be effective over time • Increases vehicle awareness along certain roads Disadvantages: • Unwarranted/unjustified signage can lead to non-compliance and create safety concerns • Signage requires external enforcement Figure 4 Example of Signage Twin Falls-Traffic Calming Toolbox 6 Speed Legends — Speed legends, like those shown in Figure 5, consist of letters and numbers painted on the roadway surface, usually in conjunction with roadside mounted signs, indicating the posted speed limit. Advantages: • Inexpensive to install • Can be effective over time • Increases vehicle awareness along certain roads Disadvantages: • Unwarranted/unjustified legends can lead to non-compliance and create safety concerns • Legends require external enforcement • Routine maintenance is required -- Y Figure 5 Example of Speed Legends Twin Falls -Traffic Calming Toolbox B. Horizontal Speed Control Measures Horizontal speed control measures consist of objects or design elements that force vehicles to deviate from their straight line of travel causing them to reduce speeds. Traffic Circle — Traffic circles are raised islands, usually circular in shape, that are constructed in the center of an intersection. The presence of these features requires that vehicles slow down to navigate around the traffic circle. See Figure 6 for an example of a traffic circle. Advantages: • Slows traffic as drivers approach circle • Improves access from side street • Breaks up sight lines on straight streets Disadvantages: • Introduces possible driver confusion as to right-of-way • Possibly limit turning movements for large vehicles • May complicate access for emergency vehicles P " 40 Figure 6 Example of a Traffic Circle Twin Falls-Traffic Calming Toolbox 8 Roundabout—A roundabout is like a traffic circle in that it features a circular center island. However, roundabouts are generally much larger and have raised islands on the approaches to divert traffic in the direction of the travel in the roundabout. Vehicles approaching a roundabout yield to traffic already in the roundabout. See Figure 7 for an example. Advantages: • Slows traffic as drivers approach circle • Improves access from side street • Breaks up sight lines on straight streets Disadvantages: • Due to the large footprint required to construct a roundabout, generally unfeasible in already built out neighborhoods. • Costly to construct • Can interfere with snow removal operations • May require loss of on-street parking e olio, Figure 7 Example of a Roundabout Twin Falls-Traffic Calming Toolbox 9 Raised Median —A raised median, as shown in Figure 8, creates a raised separation between lanes travelling in one direction from lanes travelling in the opposing direction. This raised median affects the horizontal distribution of lanes, which can create a narrower feeling on the roadway that encourages lower travel speeds. Advantages: • Narrowed lanes can slow vehicles speeds • Provides shorter distances for pedestrians to cross in some cases • Provides opportunity for landscaping and visual enhancements • Reduces turning vehicle conflicts on the roadway Disadvantages: • May interrupt driveway access and result in U-turns at the end of the median • May lead to loss of on-street parking in areas with limited space • High cost to construct • May impact storm water drainage • May interfere with snow removal operations Figure 8 Example of a Raised Median at an Intersection Twin Falls-Traffic Calming Toolbox Chicane — Chicanes are short curb extensions or "edge islands" that alternate from one side of the road to the other on a roadway segment. These features require vehicles to "zig zag" slightly as they travel on the roadway, resulting in reduced speeds. See Figure 9 for an example. Advantages: • May slow drivers and reduce cut-through traffic • Changes the look and feel of the street • Has minimal impact on emergency response if implemented correctly Disadvantages: • Expensive to implement • Likely to require modifications to storm water drainage system • May impact on-street parking • May impact snow removal operations • If not properly planned, can have little to no impact on cut-through traffic -- ONE �yllti LANE ROAD f. � ARIER�A! b . ROUTE Figure 9 Example of a Chicane Twin Falls-Traffic Calming Toolbox 11 Lateral Shift— Like a chicane, a lateral shift requires traffic to shift to one side. However, with this counter measure the lanes only shift once and usually occurs near an intersection approach. It is important that these shifts not obstruct or interfere with accesses to the roadway, as this could be potentially dangerous. See Figure 10 for an example. Advantages: • Can cause vehicles to slow down if sight line is broken • Can be used to realign roadways near intersections Disadvantages: • Can obstruct access to roadway if implemented incorrectly • Vehicles may cross center yellow striping to take a direct line through the lane shift f" s: r Figure 10 Example of a Lateral Shift Twin Falls-Traffic Calming Toolbox 12 C. Vertical Speed Control Measures Vertical speed control measures consist of physical objects that affect the crown or texture of the roadway to discourage travel at high speeds, causing drivers to reduce their speed. Speed Humps — Speed humps, as shown in Figure 11, temporarily raise the road height, creating a bump in the road. Speed humps are normally done in conjunction with some form of striping to alert drivers of the coming hump. Advantages: • Self-enforced • May decrease traffic volumes • Requires minimal maintenance in many cases Disadvantages: • Will likely increase noise in the vicinity • May impact storm water drainage • May increase emergency response times • Difficult to replace when damaged • May affect snow removal operations _ rd+ h� Figure 11 Example of a Speed Hump Raised Pedestrian Crossing — A raised pedestrian crossing, as shown in Figure 12, is similar to a speed hump in that the height of the roadway is temporarily raised to create a hump. However, a raised pedestrian crossing also provides ample width for pedestrians to cross along the hump. Twin Falls -Traffic Calming Toolbox 13 Striping is often implemented accordingly to alert drivers of both a speed hump and pedestrian crossing. Advantages: • Self-enforced • May decrease traffic volumes • Requires minimal maintenance in many cases • Provides additional awareness to pedestrian crossings Disadvantages: • Will likely increase noise in the vicinity • May impact storm water drainage • May increase emergency response times • Difficult to replace when damaged • May affect snow removal operations 1 � Figure 12 Example of a Raised Pedestrian Crossing Twin Falls-Traffic Calming Toolbox Alternate Pedestrian Crossing Material — Building pedestrian crossings with alternative materials, an example of which is shown in Figure 13, requires using a material or design for a pedestrian crossing that has a different texture or color from the surrounding roadway, such as using red brick on a crossing when the surrounding roadway uses asphalt. This draws driver attention more easily when implemented in conjunction with crossing striping and encourages lower travel speeds. Advantages: • Changes the driver perspective and can be effective in alerting drivers to a change in the setting • Texturing can also slow drivers down and cause them to be more alert Disadvantages: • Long-term maintenance costs can be high • Textured crossings may cause difficulties for some pedestrians and bicyclists, particularly in wet conditions o — 149 Figure 13 Example of a Pedestrian Crossing with Alternate Material D. Narrowing Measures Bulb-outs / Neckdowns — Bulb-outs / Neckdowns, as shown in Figure 14, are curb extensions at intersection approaches. These curb extension narrows the lane at the approach, shortens the Twin Falls-Traffic Calming Toolbox 15 curb radius, and results in lower speeds. Bulb-outs / Neckdowns also shorten crossing time and distances for pedestrians. Advantages: • Narrow lanes can slow vehicle speeds • Breaks up driver sight lines • Increases pedestrian and motorist visibility • Reduces pedestrian exposure Disadvantages: • Possible loss of on-street parking • Narrow lanes can affect bicycle traffic • Can impact the storm water drainage system • High cost to construct • May impact snow removal operations j - r Figure 14 Example of a Bulb-out / Neckdown Twin Falls-Traffic Calming Toolbox 16 Chokers — Chokers are curb extensions that occur midblock, as opposed to neckdowns which occur at intersections. Chockers create a narrowed traveled way, resulting in lower speeds. See Figure 15 for an example. Advantages: • Narrow lanes can slow vehicle speeds • Breaks up driver sight lines • Increases pedestrian and motorist visibility • Reduces pedestrian exposure Disadvantages: • Possible loss of on-street parking • Narrow lanes can affect bicycle traffic • Can impact the storm water drainage system • High cost to construct • May impact snow removal operations i Figure 15 Example of a Choker Twin Falls-Traffic Calming Toolbox 17 On Street Parking —On street parking, as shown in Figure 16, creates a narrower atmosphere on the roadway by providing space along the sides of the road for vehicles to park. This does not necessarily require travel lanes to be narrowed but can be done in conjunction with lane narrowing to encourage lower travel speeds. Advantages: • Inexpensive and easy to install • Modest speed reductions can occur if implemented correctly • Provides margins of safety for bicycle and pedestrian traffic Disadvantages: • If on street parking is implemented incorrectly or on busy roadways, crashes and/or delays can occur from vehicles entering the travel lanes from on-street parking. R- Figure 16 Example of On Street Parking Twin Falls-Traffic Calming Toolbox 18 Lane Narrowing — Lane Narrowing, as shown in Figure 17, refers narrowing the width of travel lanes to encourage drivers to travel at slower speeds. Lane narrowing is generally done in conjunction with raised medians, on street parking and other traffic calming measures. Advantages: • Narrowed lanes can slow vehicles down • Provides shorter distances in certain instances for pedestrians to cross • Additional area generated by narrowing lanes can be used for landscaping, etc Disadvantages: • Lowers the safety buffer between pedestrians and vehicles unless other traffic calming measures are implemented 711• ,�'• Figure 17 Example of Lane Narrowing on a Highway Twin Falls -Traffic Calming Toolbox 19 III. COMPLETE STREETS A. Purpose This section provides an overview of Complete Streets. Complete Streets focus on moving people using a variety of travel modes. B. Background A Complete Street does not have a specific design or look. They allow pedestrians, bikes, motorists and transit users to travel along the same corridor and interact with the different modes safely. Complete Streets is a more inclusive method to plan, design, and utilize transportation corridors. This methodology directs planners and engineers to accommodate all modes and not prioritize one mode over the others. Complete Streets can be small, 2-lane roads or large 6 lane arterials. The goal is to provide a balance between modes of transportation that fits the corridor. With an easy transition between modes, people can access their destination easily and quickly. C. Benefits The benefits of Complete Streets are numerus. As mentioned previously, one of the main goals is to provide a corridor that is safe for all modes of transportation. Keeping cars/trucks separated from slower moving bikes or pedestrians helps to accomplish the goals of Complete Streets. Also, by keeping the speeds of vehicles lower, by the means of traffic calming devices, pedestrians and cyclists can feel safer traveling along the corridor. Other benefits include health and economic benefits. Complete Streets encourage people to be active by walking or biking and that provides a form of exercise. Since Complete Streets also have added aesthetic value, people are more willing to travel to these locations to shop or work. These streets typically feel safer and are easier to access by any mode of travel making them more attractive to business and customers. Complete Streets move people far more efficiently than an auto-centric corridor. Personal vehicles often have a single occupant, which does not use the transportation corridor efficiently. A Complete Street will include transit, bicyclists, pedestrians, in addition to personal vehicles. D. Negatives Complete Streets are new and have not been planned for in many developed communities. Many communities have had their infrastructure set up around the car as the main mode of Twin Falls-Traffic Calming Toolbox 20 transportation. To successfully implement Complete Streets into a community, a change of policy and viewpoint will need to occur. Many citizens will need to leave their cars behind and opt for a new transportation mode, which can be difficult. With change comes cost and time. All of the elements required for Complete Streets will take time and money to implement. Twin Falls -Traffic Calming Toolbox 21 APPENDIX � CITY OF TWIN FALLS ■ APPENDIX ■ PUBLIC INVOLVEMENT MEETING AND NOTES PREPARED BY: TN45 4f CivilScience TWIN FALLS TRANSPORTATION MASTER PLAN 2024 TWIN FALLS TRANSPORTATION MASTER PLAN PUBLIC AND COMMITTEE MEETINGS BY DATE 2017 CITY FAIR(CITY PLANNING OPEN HOUSE) JULY 27, 2017 FAIR COMMENTS TAC MEETINGS April 19, 2017 TAC Meeting September 18, 2017 Meeting to review fair comments etc. TMP STEERING COMMITTEE MEETINGS January 23, 2017 TMP Committee meeting (public notice) March 27, 2017 TMP Committee Meeting (public notice) May 22, 2017 July 24, 2017 July 25, 2017 December 19, 2017 January 22, 2018 March 19, 2018 May 21, 2018 September 24, 2018 October 22, 2018 November 26, 2018 April 22, 2019 Steering Committee Meeting Notes CITY COUNCIL MEETINGS July 17, 2017 Public Involvement Comments COMMUNITY DISCUSSION MEETINGS "ROUNDTABLE MEETINGS" April 19, 2017 Bike Paths Public Meeting April 19, 2017 Developers Public Meeting April 19, 2017 Truck Routes Public Meeting April 19, 2017 Sidewalks Public Meeting 2017 TWIN FALLS CITY FAIR (CITY PLANNING OPEN HOUSE) 2017 CITY FAIR LEVEL OF SERVICE DISPLAY USING PHOTOGRAPHIC EXAMPLES EXISTING LEVEL OF SERVICE MAP AS OF 2017 DRAFT-CITY OF TWIN FALLS BICYCLE FACILITIES MAP COMMENT FORMS RECEIVED COUNTY FAIR PUBLIC OUTREACH SUMMARY r ami am 4} ,.e . _ Level of Service A Level of Service B Level of Service C Level of Service D V. AL Level of Service E Level of Service F Legend C Roadways 3300 East > LOS 0 Q - LOS A - C LOS D Hankins Road LOS E 3 2 LOS F N O .6 m C rria a Lane Q Area of Impact (Study Area) Q o � m � m E Q a LL 2 East! nd Jar ' C 3100 East o m Q z NOUN t m o m m m LO > M N N Q Q 'C Madron Stre � w -0 uJ o m J C m z > U CD > t o Q CD Locust Stre z v M O C CD C 7 O CO 0 Blue Lake Bo u and US93 3 Q h y re Str et m U E osh Fillet m u- 5 o �e m o Harrison Street = Q' > > Harrison Street zz 0 o a Q Q (ifD o C m m co 0 U s o m z CD a Washin on S eet = m < m Air Dort Road � m Q L 3 C µ 0 ark Stre ' d 0 U c° cn '0 � 3 Kenyon Rd LL ti U o W nde!! ree U Martin ST C C m o (D o C: r view ive Grandvi w Drive m � U o E 0 C m U Sun Way Sun Wav 2700 E l� Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics,CNES/Airbus DS, USDA,USGS,AE) a Community DATE HALES ENGINEERING Existing Roadway LOS 0 0.5 1 1.5 2 3/23/2017 PROJECT Miles Z UT16-944 innovative transportation solutions Twin Falls Transportation Master Plan Figure 2 CITY OF N `WIN FALLS V , W - * E °o 0 • • _ ra o winFalls 0 0.5 1 B I ' ies Miles c c eFaci a Date: 7/12/2017 Auger Park Snake River I o � Auger Park o4 ae Ra Nh Ridgln .Ir� TRA �. 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Twin Falls Transportation Master Plan I July 12, 2)17 CITY FAIR — COMMENT FORM Email form to: lynda frieszmartin@lfprinc.com Complete online at:www.twinfalls-mtp.com Name: Mailing Address: City, State and Zip: 1 :::� E-mail Address: 5rvp�,�. �c�cEkS What is the purpose of the Twin Falls Master Plan? The Twin Falls Transportation Plan is a tool used by the City of Twin Falls to articulate the transportation vision through 2040, and to provide a basis for effective design,operation, maintenance,and funding of the transportation system.The Twin Falls Transportation Plan is part of City's Comprehensive plan.The Transportation Plan is updated every five to 10 years.The most recent City of Twin Falls Transportation Plan was updated in 2008. 1. From the list below, please prioritize from 1 to 11 as the most needed transportation improvements for the City of Twin Falls. Prioritize in order with 1 being the top priority. "Relieve traffic congestion/widen roads Create a designated truck route Add or improve bike paths b Prepare for a public transportation system Add or improve multi-use paths �` Improve handicap/pedestrian ramps —u� Add or improve sidewalks //\\ Intersection improvements/signalization , �C) Maintain existing roads !y Improve street lighting VRight turn bays at intersections 2. In addition to the items listed above, are there other transportation issues the plan needs to address? 3. What traffic congestion locations from the attached map should be the priority? (List the top 5) MEQ--� JM Re— 00 ( t( iS0 )_iT H PC) L.10'Hl AT -T H ko u�,h �t. # ___1Q Uoo L E 4. Are there current traffic signals that cause issues?What locations?Are there locations that do not currently have traffic signals, but should? Where? 5. What north/south route should truck traffic use through Twin Falls? Blue Lakes Boulevard Eastland Avenue '- Washington Street Other 6. Which of the following do you think should be the priority for bike paths? Choose one. r/ Focus on connectivity of existing bike paths y Develop a bike loop around the city i,�Develop bike paths based on popular destinations Develop bike paths when opportunity is provided (e.g. funding available, development in area,etc.) 7. How should the plan address multi-use paths for bikes, pedestrians,etc.? Check all that apply. Install multi-use paths on roadway shoulder Separate multi-use paths from traffic with a barrier (e.g. curb and gutter, planter strip) Separate multi-use paths for users(e.g. separate path for bikes and separate path for pedestrians) None of the above 8. Do you think sidewalks in neighborhoods/residential areas should be adjacent to or separated from to the roadway? Adjacent to the roadway Separated from the roadway 9. The current residential lighting standard is one light per intersection and one light every 800 feet. Is this: Adequate light for residential areas 6--Not enough light for residential areas Too much light for residential areas 10. Should roadways in commercial areas be lighted every 160 feet similar to the lighting at Eastland and Poleline? V--'Yes No 11. What other opportunities do you want the Transportation Master Plan to capture? Twin Falls Transportation Master Plan I July 12, 2017 CITY FAIR — COMMENT FORM Email form to: Iynda frieszmartin@lfprinc.com Complete online at: www.twinfalls-mtp.com Name: I A Mailing Address: f v1 City, State and Zip: TV I A V E-mail Address: '��) 4:- (2 2Q? )U QV1C Q-a What is the purpose of the Twin Falls Master Plan? The Twin Falls Transportation Plan is a tool used by the City of Twin Falls to articulate the transportation vision through 2040, and to provide a basis for effective design, operation, maintenance,and funding of the transportation system.The Twin Falls Transportation Plan is part of City's Comprehensive plan.The Transportation Plan is updated every five to 10 years.The most recent City of Twin Falls Transportation Plan was updated in 2008. 1. From the list below, please prioritize from 1 to 11 as the most needed transportation improvements for the City of Twin Falls. Prioritize in order with 1 being the top priority. �nP Relieve traffic congestion/widen roads Create a designated truck route 1 Add or improve bike paths iD Prepare for a public transportation system !t� Add or improve multi-use paths �� Improve handicap/pedestrian ramps Add or improve sidewalks �T Intersection improvements/signalization IMaintain existing roads Improve street lighting Right turn bays at intersections 2. In addition to the items listed above, are there other transportation issues t e plan needs to address? o 3. What traffic congestion cations from the attached map should be the priority? (List the top ) e O CC a� Q 4. Are there current traffic signals that cause issues?What locations?Are there locations that do not currently have traffic signals, but should?Where? 5. What north/south route should truck traffic use through Twin Falls? Blue Lakes Boulevard Eastland Avenue Washington Street Other 6. Which of the following do you think should be the priority for bike paths? Choose one. Focus on connectivity of existing bike paths Develop a bike loop around the city Develop bike paths based on popular destinations Develop bike paths when opportunity is provided (e.g. funding available,development in area,etc.) 7. How should the plan address multi-use paths for bikes, pedestrians,etc.?Check all that apply. Install multi-use paths on roadway shoulder V Separate multi-use paths from traffic with a barrier(e.g.curb and gutter, planter strip) Separate multi-use paths for users(e.g.separate path for bikes and separate path for pedestrians) None of the above 8. Do you think sidewalks in neighborhoods/residential areas should be adjacent to or separated from to the roa ay? Adjacent to the roadway Separated from the roadway 9. The current residential lighting standard is one light per intersection and one light every 800 feet. Is this: 17 Adequate light for residential areas Not enough light for residential areas Too much light for residential areas 10. Should roadways in commercial areas be lighted every 160 feet similar to the lighting at Eastland and Pel ne? Yes No 11. What other opportunities do you want the Transportation Master Plan to capture? Twin Falls Transportation Master Plan I July 12, 2017 CITY FAIR — COMMENT FORM Email form to: Iynda frieszmartin@lfprinc.com Complete online at:www.twinfalls-mto.com Name: Mailing Address: 2 f City, State and Zip: F ✓3 I E-mail Address: What is the purpose of the Twin Falls Master Plan? The Twin Falls Transportation Plan is a tool used by the City of Twin Falls to articulate the transportation vision through 2040, and to provide a basis for effective design, operation, maintenance,and funding of the transportation system.The Twin Falls Transportation Plan is part of City's Comprehensive plan.The Transportation Plan is updated every five to 10 years.The most recent City of Twin Falls Transportation Plan was updated in 2008. 1. From the list below, please prioritize from 1 to 11 as the most needed transportation improvements for the City of Twin Falls. Prioritize in order with 1 being the top priority. Relieve traffic congestion/widen roads Create a designated truck route Add or improve bike paths �J Prepare for a public transportation system Add or improve multi-use paths /71S Improve handicap/pedestrian ramps Add or improve sidewalks "/f Intersection improvements/signalization Maintain existing roads Improve street lighting 7 Right turn bays at intersections 2. In addition to the items listed above, are there other transportation issues the plan needs to address? 3. What traffic congestion I cations from the attached map should be the priority? (List the top 5) 4. Are there current traffic signals that cause issues?What locations?Are there locations that do not currently have traffic signals, but h Id?Wher ? 0 LA n 5. What north/south route should truck traffic use through Twin Falls? Blue Lakes Boulevard Eastland Avenue Washington Street Other 6. Which of the following do you think should be the priority for bike paths? Choose one. Focus on connectivity of existing bike paths Develop a bike loop around the city Develop bike paths based on popular destinations Develop bike paths when opportunity is provided (e.g.funding available, development in area,etc.) 7. How should the plan address multi-use paths for bikes, pedestrians,etc.? Check all that apply. Install multi-use paths on roadway shoulder Separate multi-use paths from traffic with a barrier(e.g.curb and gutter, planter strip) Separate multi-use paths for users(e.g.separate path for bikes and separate path for pedestrians) None of the above 8. Do you think sidewalks in neighborhoods/residential areas should be adjacent to or separated from to the roadway? k Adjacent to the roadway Separated from the roadway 9. The current residential lighting standard is one light per intersection and one light every 800 feet. Is this: Adequate light for residential areas Not enough light for residential areas Too much light for residential areas 10. Should roadways in commercial areas be lighted every 160 feet similar to the lighting at Eastland and MYe? es No 11. What other opportunities do you want the Transportation Master Plan to capture? Twin Falls Master Transportation Plan City of Twin Falls City Fair Comments July 12, 2017 • Question the LOS accuracy on North College from Washington Street to Blue Lakes • Generate a transportation system that will encourage bike and pedestrian use. • Reduce lane widths on collector,residential and arterial streets to 10' lanes. • Allow 12' lanes only on Truck Routes • Reduce turn bays to be less than 14' wide • Construct Minidoka and 6th Avenue to 3 lanes with bike lanes each direction and on street parking both directions. • Convert the 2nd Avenues to one lane each direction instead of one way traffic. • Plan a bridge crossing Rock Creek to connect Grandview Drive. • Install Sidewalk on the east side of Hankins Road from Falls Avenue to Stadium Blvd. • Add a suthbound left turn at Blue Lakes and Addison. • Install Sidewalk on Locust Street between Cheney Drive and Falls Avenue. • Install sidewalk on Filer Avenue between Washington Street and Martin Street. • Fillmore and Blue Lakes—Northbound turning eastbound has to cross solid line to make left into strip mall entrance. • Blue Lakes and Poleline—Northbound turning westbound weaving conflict to access Costco/McDonalds entrances. • Rock Creek Bike Path entrance at Addison—not signed well, confusion with entrance located in parking lot. • 2nd Avenue and Addison Signal—long wait for signal to cycle Page 1 TAC (TRANSPORTATION ADVISORY COMMITTEE) MEETINGS SEPTEMBER 18,2017 MEETING Travel Demand Model Update Memorandum 9-18-2017 TAZ Map Based on Future Land Use Intersection Evaluation Locations Existing Level of Service Twin Falls County Fair Comment Form Example TMP Trip Generator List Twin Falls County Fair Comments Summary April 19, 2017 TAC Meeting Summary Notes Truck Route Community Discussion Notes Sidewalk and Illumination Community Discussion Meeting Notes Developer's Community Discussion Meeting Summary Community Discussion General Meeting Notes and Summary CIVIL 4LSCIENCE ENGINEERS-SURVEYORS-PLANNERS-SCIENTISTS MEMORANDUM Date: September 18, 2017 To: Rob Ramsey From: Jeremy Searle Josh Gibbons Subject: Twin Falls Travel Demand Model Update UT16-944 Traffic Analysis Zones In travel demand modeling, traffic analysis zones (TAZ) are used to represent various areas of development, employment, and residence in a given study area. The 2009 Twin Falls Transportation Master Plan (TMP) used 44 TAZs to represent the travel demand model. Civil Science has divided these TAZs more to have a total of 67 TAZs in the new model. Major roadways and land features generally act as boundaries for these TAZs. A figure showing the TAZs that Civil Science has defined is attached, along with the estimated acreage for each land use in the TAZs. Travel Demand Model Civil Science has adjusted the previous QRS II model to include the new 67 TAZs. Estimated existing (2017) land use data (i.e. number of employees, number of dwelling units, etc.) has been assigned to the model to represent existing (2017) conditions. Civil Science is currently in the process of calibrating the existing (2017) model to fit the daily roadway counts collected on the major roadways in Twin Falls. Once the calibration is complete, Civil Science will proceed with running 2027 and 2040 models. Land use data for these models will be estimated based on the Twin Falls future land use map, previous QRS II models, and any other details regarding future development provided by the city. 3160 W.Clubhouse Dr. Lehi, LIT 84043 p 801.768.7200 \r �kNOIWW� OnnOring I Future Land Use Agriculture + Downtown/High Density Residential Mixed Use + Airport Rural Residential + Commercial Industrial/Employment/Flex Natural Areas Town Neighborhoods + Neighborhood Commercial College of Southern Idaho(CSI) a City Utility Service Boundary QRS 11 TAZs-Based on Future Land Use Map TAZ q Land Uses(acres)* AGR RR TN � • CSI Air. • 01 0 930 0 0 0 0 0 0 1 0 0 1240 2170 02 0 185 300 0 50 0 0 0 0 0 0 535 03 0 0 450 0 75 0 120 0 0 0 465 1110 04 0 0 0 0 0 0 145 0 0 0 120 265 05 0 330 0 0 0 1 0 0 0 0 0 310 640 06 0 430 0 0 75 15 0 0 0 0 0 520 07 0 0 200 0 85 25 0 0 0 0 0 310 08 0 0 250 0 0 45 0 0 0 0 0 295 09 0 0 0 0 0 0 135 0 170 0 0 305 10 0 0 0 0 0 0 50 0 275 0 0 325 11 0 0 200 0 0 0 125 0 0 0 0 325 12 0 0 250 0 0 15 60 0 0 0 0 325 13 0 0 665 0 0 30 0 0 0 0 190 885 14 0 580 0 0 0 30 0 0 0 0 585 1195 15 0 470 0 0 0 15 0 0 0 0 0 485 16 0 0 190 0 0 0 0 0 0 0 65 255 17 0 0 0 0 0 0 0 135 0 0 90 225 18 0 0 275 0 0 40 0 0 0 0 0 315 19 0 0 110 0 0 140 35 0 0 0 30 315 20 0 0 165 0 0 110 50 0 0 0 0 325 21 0 0 200 0 0 115 45 0 0 0 0 360 22 0 0 260 0 0 15 45 0 0 0 0 320 23 0 0 265 0 0 45 45 0 0 0 0 355 24 0 0 270 0 0 35 0 0 0 0 0 305 25 0 0 290 0 0 45 0 0 0 0 0 335 26 0 0 560 0 0 75 0 0 0 0 0 635 27 550 270 0 0 0 20 0 0 0 0 0 840 28 0 0 80 0 0 0 0 235 0 0 20 335 29 0 0 0 50 0 50 0 0 0 0 85 185 30 0 0 0 0 0 20 0 230 0 0 210 460 31 0 0 0 105 0 0 0 0 0 0 0 105 32 0 0 0 45 0 0 0 0 0 0 0 45 33 0 0 0 50 0 0 0 0 0 0 0 50 34 0 0 0 55 0 0 0 0 0 0 0 55 35 0 0 0 55 0 0 0 0 0 0 0 55 36 0 0 0 105 0 0 0 0 0 0 20 125 37 0 0 0 100 0 0 0 0 0 0 0 100 38 0 0 0 65 0 0 0 30 0 0 70 165 39 0 0 120 0 0 45 0 0 0 0 0 165 40 0 0 135 0 0 25 0 0 0 0 0 160 41 0 0 240 0 60 25 15 0 0 0 0 340 42 0 0 270 0 0 50 0 0 0 0 0 320 43 0 0 260 0 65 0 15 0 0 0 0 340 44 0 0 335 0 0 55 265 0 0 0 0 655 45 0 0 0 0 0 0 0 100 0 0 0 100 46 0 0 25 0 0 45 25 500 0 0 0 595 47 0 0 165 0 0 20 20 0 0 0 105 310 48 0 0 275 0 0 30 15 0 0 0 0 320 49 0 0 0 0 75 0 15 20 0 0 0 110 50 0 0 0 0 20 0 0 400 0 0 65 485 51 0 0 20 0 0 15 0 0 0 0 60 95 52 0 0 0 0 80 0 20 115 0 0 0 215 53 0 0 0 0 0 0 0 185 0 0 0 185 54 0 0 0 0 0 0 0 260 0 0 0 260 55 0 0 0 0 0 0 0 300 0 0 0 300 56 0 0 0 0 0 0 0 340 0 0 0 340 57 0 0 600 0 0 40 10 0 0 0 0 650 58 0 0 575 0 0 60 10 0 0 0 0 645 59 0 0 0 0 0 0 0 30 0 0 45 75 60 0 0 500 0 0 10 0 0 0 0 80 590 61 0 0 0 0 0 0 0 175 0 0 90 265 62 0 0 215 0 0 0 0 0 0 0 0 215 63 0 0 295 0 0 1 0 0 0 0 0 0 295 64 0 0 0 0 0 0 0 0 0 2480 0 2480 65 0 0 0 0 0 0 90 0 0 0 30 120 66 0 0 245 0 70 0 0 0 0 0 5 320 67 0 0 210 0 0 0 0 0 0 0 20 230 sUNI 550 3,195 9,465 630 655 1,305 1,355 3,055 445 2,480 4,000 27,135 *Approximate acreage based off future land use map. v Twin Falls Transportation Master Plan I July 25,2017 Intersection Evaluation Locations Intersection Evaluation Locations The Transportation Master Plan Advisory Committee identified the following locations for potential evaluation as part of the Transportation Master Plan process: North College and Blue Lakes Blue Lakes and Pole Line Road—Left turn from eastbound to northbound que extends beyond Fillmore and Pole Line intersection and takes multiple phases to empty. Northbound to westbound right turn bay weaving conflict between intersection and Costco approach. Fillmore and Pole Line—Left turn bay from eastbound to northbound is not long enough to contain the que. Fillmore and Blue Lakes—Left turn que from eastbound to northbound extends into the round-a-bout and takes more than one phase to empty. Falls Avenue and Eastland—intersection reduces from 4 lane to 2 lane. Fillmore and Cheney—Limited sight distance for westbound traffic turning southbound. Blue Lakes and Zions Bank/Dicks access—Striping does not allow for left turn for northbound to westbound traffic. Some traffic uses the painted island to turn and some turn from the travel lane. • Julie Lane and Eastland • Stadium and Eastland 9t"and Eastland Filer and Locust Blue Lakes and Minidoka and 2nd Avenue Addison and Minidoka and 2nd Avenue • Falls and Blue Lakes—Left turn que for eastbound to northbound extends beyond Lincoln Street. Hankins Road and Kimberly Road—Traffic gets backed up beyond Vicki Lane and the railroad tracks from traffic making an unprotected left turn off of Hankins onto Kimberly Road. Southbound needs a protected left turn bay and a right turn bay. Northbound needs a left hand protected turn bay Hankins Road Speed Limit—Increase the speed limit to 45 MPH between Addison and Kimberly Legend Roadways ' 3300 East LOS c 0 Q - LOS A - C LOS D LOS E Hankins Road r - LOS F MeadowView Ln ° m O C rria a Lane Q Area of Impact (Study Area) Q ° N m LL a '— o m Eastl nd r ' ° 3100 East m Q z O O N -0 L° t o N U N O N Q Q '6 M L dron Stre ° w �_ -0 w o > U m zo CD Q Locust Stre °7 z M O C � JE C N C (D Blue Lake Bo u and US93 0 illmo Stre t 2 U °fie m Harrison StreeQ' > > rrison Street zz Co a "I � ° o a� M CD J d Q7 O > a °' Washin on S eet _ m Airport Road m U > c L QCD 3 U z S ark Stre o a 0 t U) Park A Dr e m m a 3 Kenyon Rd Cu Martin ST E W ndell ree U Z5 c m 0 0_ ran iew ive Grandvi w Drive U o E 0 c m U Sun Way Sun Wa 2700E Source: Esri, DigitalGlobe,GeoEye, Earthstar Geographics,CNES/Airbus DS,USDA, USGS,AE> (� Community L l DATE 7 Miles z HALES ENGINEERING Existing Roadway LOS 0 0.5 1 1.5 2 UT116-9444 innovative transportation solutions Twin Falls Transportation Master Plan Figure V)x) Twin Falls Transportation Master Plan I July 12,2017 CITY FAIR — COMMENT FORM Email form to: lynda frieszmartin@lfprinc.com Complete online at:www.twinfalls-mtp.com Name: Mailing Address: City, State and Zip: E-mail Address: What is the purpose of the Twin Falls Master Plan? The Twin Falls Transportation Plan is a tool used by the City of Twin Falls to articulate the transportation vision through 2040, and to provide a basis for effective design,operation, maintenance,and funding of the transportation system.The Twin Falls Transportation Plan is part of City's Comprehensive plan.The Transportation Plan is updated every five to 10 years.The most recent City of Twin Falls Transportation Plan was updated in 2008. 1. From the list below, please prioritize from 1 to 11 as the most needed transportation improvements for the City of Twin Falls. Prioritize in order with 1 being the top priority. Relieve traffic congestion/widen roads Create a designated truck route Add or improve bike paths Prepare for a public transportation system Add or improve multi-use paths Improve handicap/pedestrian ramps Add or improve sidewalks Intersection improvements/signalization Maintain existing roads Improve street lighting Right turn bays at intersections 2. In addition to the items listed above, are there other transportation issues the plan needs to address? 3. What traffic congestion locations from the attached map should be the priority? (List the top 5) v I- 4. Are there current traffic signals that cause issues?What locations?Are there locations that do not currently have traffic signals, but should?Where? 5. What north/south route should truck traffic use through Twin Falls? Blue Lakes Boulevard Eastland Avenue Washington Street Other 6. Which of the following do you think should be the priority for bike paths? Choose one. Focus on connectivity of existing bike paths Develop a bike loop around the city Develop bike paths based on popular destinations Develop bike paths when opportunity is provided (e.g. funding available, development in area, etc.) 7. How should the plan address multi-use paths for bikes, pedestrians, etc.?Check all that apply. Install multi-use paths on roadway shoulder Separate multi-use paths from traffic with a barrier(e.g. curb and gutter, planter strip) Separate multi-use paths for users (e.g. separate path for bikes and separate path for pedestrians) None of the above 8. Do you think sidewalks in neighborhoods/residential areas should be adjacent to or separated from to the roadway? Adjacent to the roadway Separated from the roadway 9. The current residential lighting standard is one light per intersection and one light every 800 feet. Is this: Adequate light for residential areas Not enough light for residential areas Too much light for residential areas 10. Should roadways in commercial areas be lighted every 160 feet similar to the lighting at Eastland and Poleline? Yes No 11. What other opportunities do you want the Transportation Master Plan to capture? Twin Falls Master Transportation Plan City of Twin Falls Trip Generator List Updated 07/25/2017 • Retail o Oregon Trail Elementary School o Canyon Rim(Best Buy, Sportsman's, o Harrison Pre-School Dicks) • Manufacturer/Agriculture o Blue Lakes Blvd/Pole Line Rd(Mall, o Amalgamated Sugar Company Target, Costco) o Clear Springs Foods o Washington St/Pole Line Rd(Walmart, o Chobani Future) o Con Agra/Lamb-Weston, Inc. o Eastland Dr/Pole Line Rd(Future) o Glanbia,Inc. o Pole Line Rd from Blue Lakes to o Independent Meat Grandview o K&T Steel Corporation o Addison Ave/Eastland Dr(Kmart, o Loomix Grocery Outlet, Smiths) o Rangen, Inc. o Addison Ave/Blue Lakes Blvd o Seastrom Manufacturing (Albertson's,Boot Barn,UPS) o Eastland: Kimberly to Orchard(Solo o Washington St/Orchard Dr(Swensen's, Cup/Pepsi/etc) Ridley's) o West Addison: West of Rock Creek o Shoshone/Main(Downtown) Canyon o Kimberly Road/Eastland Drive o Jayco Subdivision • Tourist Attractions/Recreation • Medical o Shoshone Falls o St. Luke's/Magic Valley Regional o Twin Falls Visitor Center/Perrin Medical Center Bridge • Government o Centennial Park o Twin Falls City Offices o Rock Creek Park o Twin Falls County Court House o Twin Falls City Park o Twin Falls County Complex o Sunway Soccer Complex/First Federal o Idaho Transportation Department Park • Residential • Education o Sundance Subdivision o College of Southern Idaho • City Access o Canyon Ridge High School o Perrine Bridge o Twin Falls High School o Pole Line Road West o Magic Valley High School o Addison Avenue West o Robert Stuart Middle School o Addison Avenue East o Vera C O-Leary Middle School o Kimberly Road East o South Hills Middle School o Falls Avenue East o Immanuel Lutheran Church o Washington Street South o Twin Falls Christian Academy o Blue Lakes Boulevard South o St Edward's Catholic School o Xavier Charter School o Lighthouse Christian School Major Generator—Over 1000 trips per day or over o Bridge Academy 100 during peak hour o Rock Creek Elementary School o I.B. Perrine Elementary o Sawtooth Elementary School o Pillar Falls Elementary School o Lincoln Elementary School o Bickel Elementary School o Morningside Elementary School Page 1 Twin Falls Master Transportation Plan City of Twin Falls City Fair Comments July 12, 2017 • Question the LOS accuracy on North College from Washington Street to Blue Lakes • Generate a transportation system that will encourage bike and pedestrian use. • Reduce lane widths on collector,residential and arterial streets to 10' lanes. • Allow 12' lanes only on Truck Routes • Reduce turn bays to be less than 14' wide • Construct Minidoka and 6th Avenue to 3 lanes with bike lanes each direction and on street parking both directions. • Convert the 2nd Avenues to one lane each direction instead of one way traffic. • Plan a bridge crossing Rock Creek to connect Grandview Drive. • Install Sidewalk on the east side of Hankins Road from Falls Avenue to Stadium Blvd. • Add a suthbound left turn at Blue Lakes and Addison. • Install Sidewalk on Locust Street between Cheney Drive and Falls Avenue. • Install sidewalk on Filer Avenue between Washington Street and Martin Street. • Fillmore and Blue Lakes—Northbound turning eastbound has to cross solid line to make left into strip mall entrance. • Blue Lakes and Poleline—Northbound turning westbound weaving conflict to access Costco/McDonalds entrances. • Rock Creek Bike Path entrance at Addison—not signed well, confusion with entrance located in parking lot. • 2nd Avenue and Addison Signal—long wait for signal to cycle Page 1 Twin Falls TAC Meeting from April 19, 2017 • Truck-specific GPS app • Goals: o Figure 14—cross section o Residential access collectors o Recommend illumination starts(?) and where high crime for lighting o EMS—fast route o Bike/pedestrian • Citizen, blackouts o Don't walk for fun. I walk for necessity. Sidewalks matter to me. ■ No sidewalks sometimes.Tethered pit bulls. ■ Walk every day—walk on the worst of the worst. ■ Not there sidewalks, loose dogs. Demands to pick up dog poop. Harassed even though I do pick up. ■ Do-gooders are the worst. o Bill of Rights for walks. Pro(?) Ally fences. ■ Dog attacks. What am I allowed to do? ■ No crosswalks. What rights do I have as a walker? ■ 927 Delmar—tethered dog. ■ Want to walk, don't want to just stay home. ■ Right to just sit down,just stop and rest. ■ Walking is a legitimate, honest way to get around. ■ No benches. • Office on aging o Difficult to drive o Falling is a big issue o Uneven sidewalks—hard o Get sidewalks fixed—current is citizen's responsibility o Community 20%aged 60-65 and older by 2021 o Gaps in sidewalks—walk across, some out of jurisdiction o Decay of sidewalks. o No walking culture—message not safe to walk. o Old culture Twin Falls wove(?), get to a sidewalk and turn(?) waved across. Auto crosswalk. o When advancement comes our way—what do we do to adapt? Get ahead of the game. o Take care of futuristic ideas. o Who thought of changing the guide(?)to east/west into the sun? o Beautiful paths along the canals—new livability. o Refugees(?)—will be. • Prioritize foot traffic o Where to go and why? • Artificials(?) and collectors now have separated sidewalks—is that correct? o Should we extend separate sidewalks in development? o Utility accessment? o Support for separate sidewalks in residential. o Industrial commercial/not required sidewalks? o Pedestrians maybes bikes(?) leave(?) lost licenses, some frontage(?)to make it look nice o Promote healthy lifestyle o Maybe roled(?) curb/maybe in (?) of city o Biggest thing is public safety o Building front door must connect to public way • Illumination o Light pollution—residential o Do we want standards for residential, commercial? o LED can disrupt rhythms o Presumption to see each other o Like light because of safety o Dim lighting when not in use, development requirement o Change or change, bright up—seniors o Residential—not so bright 0 600 ft okay/or 400 ft—what(?) o Have lighting consistent with zoning o Like Falls standard—speedy to install, main is good o Eastland(?) on arterial consistent(?) o Collector—same in commercial areas o Every int. residential not so much o Residential every(?) int. Twin Falls Master Transportation Plan City of Twin Falls Community Discussion Meeting Truck Routes April 18, 2017 • Blue Lakes—Trucks using Blue Lakes are normally routed that direction via GPS. Some companies using Blue Lakes because it is safer than other alternatives. • Eastland—Trucks using Eastland stay in inside lane due to the constant change from two lanes to 4 lanes configuration to avoid weaving conflicts. Eastland would be more appealing for truck traffic if it was a consistent 4 lane section. • Washington—Trucks avoid using Washington Street due to safety concerns with side traffic at Walmart and Canyon Ridge High School. Trucks also avoid this route due to lack of signal synchronization which normally bottlenecks at the Filer Signal. It is also very difficult for trucks to maneuver from the outside lane on Pole Line at Blue Lakes to the inside left turn bay at Pole Line and Washington due to the amount of traffic on Pole Line and weaving conflicts in that distance. • I-84 to South side of Town—Some companies route truck traffic to the Eden exit and use SH-50 to access the south side of town as this avoids the majority of the traffic. Most companies route trucks using Pole Line and Eastland to get to the south side of town. Some companies route traffic on Blue Lakes to get to the south side as it is the most direct route despite the traffic. Trucks using GPS to get to the south side of town are normally routed along Blue Lakes. • US93 to the Southeast side of Town—Currently use 2nd Avenues from Addison.Lots of lights that trucks have to travel through on Addison and 2nd Avenues. Safety concern with traffic and pedestrians. Difficult turning movement to use Washington from Addison to Shoshone. Would need improvements to make South Washington and Minidoka to make this a feasible truck route. From the south most US93 traffic uses SH74 and Orchard Drive to access the southeast section of town. Concern about increased traffic and pedestrians with new development and school on Orchard. • Amalgamated Sugar Truck Traffic—Average about 30 trucks per day from the East, 30 trucks per day from the West. Pole Line and Eastland is the most economical and safest route for their operations. • Short term—recommend making improvements to Eastland,Washington, and Minidoka in the next 5-10 years to address truck traffic. Companies are willing to route traffic down Eastland if it were to be widened to 4 lanes from Pole Line to Kimberly Road. • Lone term—recommend looking at another Snake River crossing to the west. Truck traffic could use US93 and SH74 to bypass town to access businesses on the south side of town. • Truck Route Signage—There is a lack of truck route signing through town. Recommend adding truck traffic signs around town. Page 1 Twin Falls Master Transportation Plan City of Twin Falls Community Discussion Meeting Sidewalks and Illumination April 19, 2017 • Walk for necessity—many individuals who use the sidewalk system do so out of necessity. Anticipate 20% of community will be over 60 years old in next census. • Massive restrictions—no sidewalks, overgrown hedges • Crosswalks—lack of crosswalks • Sitting facilities—recommend sitting facilities along sidewalks • Cracks and uneven sidewalks—tripping hazards,major concern especially for elderly. • Continuity—gaps in sidewalks,walk across yards • Decay—Sections of sidewalk need to be repaired or replaced. • No walking culture—current system sends message it is not safe to walk in the City • Maintenance—Property owner responsible for maintenance per City Code. Discussed enforcement. • Education—Need to educate property owners of maintenance responsibility • Livable community—provide options for walking and biking. • Sidewalk Location—preference is separated sidewalk. Provides separation from traffic, snow storage, and easier ADA compliance. • Lighted streets promote safety • Concern about light pollution in residential areas. • Residential—not so bright, leave as is with one light at each intersection. • Arterials—like Falls West and Eastland spacing Page 1 Twin Falls Master Transportation Plan City of Twin Falls Community Discussion Meeting Development September 7, 2017 • Road Widths—Reviewed and discussed current road width typical sections for each road classification. Developers concerned about requiring more road width than what will be warranted. • Bike Paths o Keep off of Arterial roads. o Make paths intriguing and aesthetic. o Look at pathway from downtown to CSI. Possibly a one lane/one way street with bike path. o Pick something and move forward with it. o Cannot appease all types of bike users. o Possibly use alleys for biking—Harris Ranch Development in Boise • Turn Bays o Hold right-of-way and reserve for turn lanes o Hold Work Session to identify possible Collector/Arterial or Collector/Collector locations where turn bays and additional right-of-way would be necessary. o Discuss length limits for turn bays/right-of-way impacts for Arterial and Collector Routes o Concerned about impacts to approaches in residential locations. • Sidewalks o Planter Strip Maintenance prior to housing sales becomes an issue. Also is an issue on HOAs. • Traffic Issues o Pole Line from Blue Lakes to Washington Street • Trucks o Encourage trucks to access using the SH50 and the SH50 Interchange. • Illumination o Prefer standard metal pole rather than wood pole. • Future Growth o Anticipate west section will develop faster than the east section due to infrastructure availability o Northwest section has the most potential to grow for residential and commercial use. Page 1 TWINCITY OF Twin Falls Master Transportation Plan 420 - City of Twin Falls Public Involvement Comments Potential Development Impacts �OA�F Sf NG Q�OQv September 7, 2017 • Generate a transportation system that will encourage bike and pedestrian use. • Reduce lane widths/Increase Lane Widths • Complete sidewalks near schools. • Bike Paths o Separated paths for bikes—separated a distance from traffic or having a solid separation(curb) o Provide lots of space for bike traffic o Limit stopping on bike route o Limit private access along bike route to reduce traffic and bike conflict locations o Enhance ride experience by improving surrounding environment(trees,views, etc.) o Use complete street scenario to address bike paths (sidewalks,bike lanes,bus lane,transit stops, median islands,ped signals, etc.) 0 4' sidewalk and on street bike path instead of shared path. • Trucks o Minimal stopping o Minimal traffic and pedestrian conflicts • Sidewalks o Current System sends message that it is not safe to walk in the City o Lack of crosswalks o Lack of sitting facilities o Prefer separated sidewalk—separation from traffic, snow storage, ADA compliance • Illumination o Leave Residential lighting as is. o Provide arterial/commercial lighting similar to Falls Ave West and Eastland/Pole Line. • Provide right turn bays at Arterial/Arterial intersections. • Accommodate for turn bays at Arterial/major collector intersections (Filer/Washington) Page 1 TAC (TMP STEERING COMMITTEE) MEETINGS PUBLIC NOTICE TMP COMMITTEE MEETING 1-23-2017 PUBLIC NOTICE TMP COMMITTEE MEETING 3-27-2017 5-22-2017 STEERING COMMITTEE MEETING DOCUMENTS Typical Street Cross Section from 2008 TMP Recommendations Section of 2008 TMP Goals and Objectives Section of 2008 TMP Future Conditions Section of 2008 TMP Land Use Section of 2016 Comprehensive Plan Existing City Code Sections Capital Improvement Plan from 2008 TMP 2008 CIP Map from 2008 TMP 2030 CIP Map from 2008 TMP Existing Roadway Classification Map from 2008 TMP 7-24-2017 STEERING COMMITTEE MEETING DOCUMENTS Trip Generator List Twin Falls County Public Comments Summary Sheet Intersection Evaluation Locations Goals and Objectives Section from 2008 TMP Existing Level of Service Map 2017 Existing ADT Map 2017 Twin Falls County Fair Comment Form Example 12-19-2017 STEERING COMMITTEE MEETING DOCUMENTS LOS Maps Future 2040 ADT Maps Future 2040 LOS Maps Existing 2017 ADT Maps Existing 2017 1-22-2018 STEERING COMMITTEE MEETING DOCUMENTS Twin Falls Assets Sidewalk Map Sidewalk Priority List Roadway Classification Typical Sections from 2008 TMP Sidewalk and Illumination Notes from Public Meeting April 2019 Developer's Meeting Notes from Public Meeting April 2019 Bike Path Notes from Public Meeting April 2019 3-19-2018 STEERING COMMITTEE MEETING DOCUMENTS Sidewalk Field Trip Notes 5-21-2018 STEERING COMMITTEE MEETING DOCUMENTS Potential CIP List 9-24-2018 STEERING COMMITTEE MEETING DOCUMENTS Roadway Classification Typical Sections Roadway Maintenance Schedule Costs Draft Truck Use Roads Map Capital Improvements Projects Draft Lists 10-22-2018 STEERING COMMITTEE MEETING DOCUMENTS Roadway Classification Typical Cross Sections Lane Width Impacts Diagram Capital Improvements Projects Draft List 11-26-2018 STEERING COMMITTEE MEETING DOCUMENTS Roadway Classification Typical Cross Sections Draft Truck Use Roads Map Capital Improvements Projects Draft List 4-22-2019 STEERING COMMITTEE MEETING DOCUMENTS Draft TMP Review Notes from Steering Committee 4-22-2019 Meeting NOTICE OF AGENDA CITY of rfW1N FALLS PUBLIC MEETING Transportation Master Plan January 23, 2017 12:00 PM City Council Chambers 305 3rd Avenue East Twin Falls, ID 83301 A�F Quo0 SFR V ING Committee Name Transportation Master Plan Committee: Brady Dickinson Blaine Patterson Cindy Schmidt Dane Higdem James Pennington John Howard Kevin Grey Sarah Harris Staff Mayor Shawn Barigar Travis Rothweiler Jackie Fields Rob Ramsey Civil Science I. CALL MEETING TO ORDER: 1. Confirmation of quorum 2. Introduction of staff II. CONSENT CALENDAR: 1. No previous minutes for Approval III. ITEMS OF DISCUSSION: 1. Introduction of Committee Members/Staff 2. Confirmation of Regular Meeting Schedule 3. Review of Idaho Open Meetings Act- City Attorney Fritz Wonderlich 4. Review of City Policy of Transparency- City Manager Travis Rothweiler 5. Brief-Overview of the contract, general outline of the Plan's development 6. Roundtable composition-ideas for who should be invited and other comments on outreach IV. PUBLIC INPUT AND/OR ITEMS FROM THE COMMISSION/THE PUBLIC/CITY STAFF V. UPCOMING MEETINGS: Next public meeting to be scheduled for Monday February 27, 2017 VI. ADJOURN MEETING: Si desea esta information en espanol,(lame Leila Sanchez al(208)735-7287 Any person(s)needing special accommodations to participate in the above noticed meeting should contact Lisa A.Jones at (208)735-7267 at least two(2)working days before the meeting. NOTICE OF AGENDA CITY of TWIN FALLS PUBLIC MEETING Transportation Master Plan March 27, 2017 12:00 PM o City Council Chambers �0 " 305 3rd Avenue East Twin Falls, ID 83301 F A� eg SFRvNG Committee Name Transportation Master Plan Committee: Brady Dickinson Blaine Patterson Cindy Schmidt Dane Higdem James Pennington John Howard Kevin Grey Sarah Harris Staff: Mayor Shawn Barigar Travis Rothweiler Jackie Fields Lori Williamson Rob Ramsey: Civil Science I. CALL MEETING TO ORDER: 1. Confirmation of quorum 2. Introduction of staff II. CONSENT CALENDAR: 1. Approval of Minutes from the following meeting (s): January 23, 2017 III. ITEMS OF DISCUSSION: 1. Stakeholder Interview Results 2. Roundtable Topics 3. Existing Traffic Conditions 4. Website 5. Schedule and Next Steps IV. PUBLIC INPUT AND/OR ITEMS FROM THE COMMISSION/THE PUBLIC/CITY STAFF V. UPCOMING MEETINGS: Next public meeting to be scheduled for Monday April 24, 2017 VI. ADJOURN MEETING: Si desea esta informacion en espanol,(lame Leila Sanchez al (208)735-7287 Any person(s)needing special accommodations to participate in the above noticed meeting should contact Lisa A.Jones at (208)735-7267 at least two(2)working days before the meeting. 5-22-2017 STEERING COMMITTEE MEETING DOCUMENTS Typical Street Cross Section from 2008 TMP Recommendations Section of 2008 TMP Goals and Objectives Section of 2008 TMP Future Conditions Section of 2008 TMP Land Use Section of 2016 Comprehensive Plan Existing City Code Sections Capital Improvement Plan from 2008 TMP 2008 CIP Map from 2008 TMP 2030 CIP Map from 2008 TMP Existing Roadway Classification Map from 2008 TMP Twin Falls City 2008 Transportation Master Plan TWIN FALL CIVIL eo"M"% terP/alan Co. Proposed Cross Sections `�� Transport Planning Sfavi PROPOSED ARTERIAL CROSS SECTIONS 92'RIGHTOF-WAY 82'ROAD SURFACE 31' I 31' 5'PLANTER 14' PLANTER S'SIDEWALK TURN BAY 6 5''SIDEWALK S UBLTIY 2'UTILITY 12' SETBACK 12' 12' 12' SETBACK TRAVEL TRAVEL TRAVEL TRAVEL 2'CURB AND LANE LANE LANE LANE 2'CURB AND GUTTER GUTTER 92-FOOT R.O.W.ARTERIAL 62'OF ROAD SURFACE PROPOSED COLLECTOR CROSS SECTIONS 78'RIGHT-0E-WAY 4W ROAD SURFACE 2ir I 24' 5'PLANTER 5'PLANTER S'SIDEWALK 2.5% 2.5% S'SIDEWALK 2'UTILITY 2'UTILITY SETBACK 2'CURB AND TRAVEL TLANE LNELNEL 2'CURB GUTTER D SETBACK GUTTER 78-FOOT R.O.W.COLLECTOR-4 LANES 48'OF ROAD SURFACE 78'RIGHT-0E-NAY 46'ROAD SURFACE 24' 24. S'PLANTER 12• S'PLANTER V SIDEWALK 2 5 76 TURN BAY Z.5 X 8'SIDEWALK 2'UTILITY '..:' 2'UTILITY SETBACK AV AV �. SETBACK 2'CURB AND TRAVEL r TRAVEL 2'CURB AND GUTTER LANE LANE GUTTER V SHOULDER 5'SHOULDER OR BIKEWAY OR BIKEWAY 78-FOOT R.O.W.COLLECTOR-3 LANES WITH STRIPED BIKEWAYS 48'OF ROAD SURFACE LOCAL ROAD CROSS SECTION NO CHANGE PROPOSAL FROM EXISTING STANDARD 50'RIGHT-0E-WAY 38'ROAD SURFACE 18' 18' SIDEWALK 2.5% 2.5% SIDEWALK 11' 11' TRAVEL TRAVEL SHOULDER LANE LANE SHOULDER 50-FOOT R.O.W.LOCAL ROAD W OF ROAD SURFACE O0 O CD CD C/� 26 June 2008 TWIN FALLS MASTER TRANSPORTATION PLAN 4, Recommendations This chapter discusses the recommended short and long term transportation network improvements. The recommendations in this chapter will be used for road building and transportation reconstruction projects into the future. Other mobility and safety aspects such as traffic calming, transit and bicycle movement are also discussed in this chapter. Recommended Functional Class any inputs were taken in account when the recommended street classification was developed. The recommended street classification is based upon: ■ Goals developed by the City Council, Citizens Advisory Committee, Technical Advisory Committee and public open house comment. • Existing street network ■ Future land use and ■ Future traffic movement and congestion This Transportation Master Plan has focused its analysis on the arterials and collectors within the City of Twin Falls, as these roadways provide for the backbone of the transportation system within the City. The recommended street classifications are shown on Figure 15. Roads not noted as Arterial or Collector are defined to be of Local classification. Future Street Classification Revision of Street Standards These street standards reflect the goals of the City and are consistent with the transportation goals set up by the City Council, public open houses and advisory committees. Street standards have been developed in this Plan for each specific functional classification of street. Using design speeds as a guideline in designing the street horizontal and vertical alignment is recommended. An established design speed will dictate the horizontal and vertical controls as dictated in the latest revision of the AASHTO Policy on Geometric Design. Arterial Streets are designed to pass traffic at a higher rate of speed. To meet this it is recommended that Arterial Streets have a minimum Ar101-W11ftk Final Report January 2009 Page 42 11.E TWIN FALLS MASTER TRANSPORTATION P L A N design speed of 45 mph. For Collector roads the design speed should be 35 mph while Local roads should be designed at 25 mph. The City should strive to have all roadways meet the standard cross sections identified in this Twin Falls Master Transportation Plan as shown on Figure 14. The suggestions are provided as recommended widths and configurations, but some situations may need either lane or dimension changes. The modification of these standards may be recommended on a case-by-case basis by the City Engineer. This change should be based on a review of the existing and proposed function of the road,proximity to major intersections,access points, accident history and related technical criteria. The City Engineer may require higher standards, based on best engineering judgment related to the safe operation of traffic flow. Intersections of minor collector streets and higher road classification shall be reviewed for the need for turn lanes and other geometric improvements and are excellent examples of locations where different cross section standards may be required.The City Engineer may also approve alternative standards when those standards can be demonstrated to provide a superior solution to the safe operation of traffic flow. The City Engineer serves as a technical reference for the City. Final decisions and appeals rest with the City Council based on appropriate input and the best interests of the City. Proposed Arterial Street Cross Sections Arterial streets are the primary regional transportation routes within Twin Falls. These roads have limited access,higher speeds,and traffic signals only at major cross streets. 92-Foot Arterial The 92-foot ROW arterial street cross includes four travel lanes and a center tam lane for a total of 62 feet of road surface. Figure 14 shows the proposed arterial cross sections. Proposed Collector Street Cross Sections Collector streets serve local trips and provide local access. 78-Foot Collector- 4 Lanes The 4 lane collector streets have two 12 foot travel lanes in each direction on 48 feet of road surface. Planter strips,curb/gutter and sidewalks make up the remainder of the 78 foot right-of-way. 78-Foot Collector- 3 Lanes The 3 lane collector streets have the same road surfaces as the 4 lane collectors, however it is configured differently. This street standard has one 12 foot travel lane in each direction, a 12 foot center turn bay, planter strip, curb/gutter and sidewalks within a 78 foot right-of-way. A six feet wide shoulder bike lane corridor is offered in each direction. Figure 14 shows the proposed collector cross sections. Proposed Local Street Cross Sections Local streets are designed to offer access from residences to the roadway network. Local streets serve many driveways and provide a collection point to collector or arterial roadways. Local streets should be designed to minimize speed and cut-through traffic while meeting the requirements of emergency vehicles. Local streets are typically placed with driveways on both sides and have a statutory limit of 25 miles per hour. Generally, no striping is proposed on local streets. However, the City Engineer may provide roadway striping consisting of a center yellow line and outside white lines to allow travel lanes no smaller than nine feet as a traffic calming measure. Parking may be restricted on local streets near intersections,in high density or commercial areas,where snow removal or storage issues arise,or at other locations deemed by the City. 420 Final Report January 2009 Page 43 TWIN FALLS MASTER TRANSPORTATION PLAN 50-Foot Local The 50 foot ROW Local streets include one eleven foot travel lane in each direction, curb/gutter and sidewalks. This cross section includes a seven foot shoulder. The road surface is 36 feet in width. Truck Routes Truck restrictions on certain roads may include weight limits, speed limits, minimum height clearance design standards or prohibitions on streets that primarily serve recreational or residential land uses. If such restrictions are implemented,the City must make provisions for alternate routes to accommodate all types of vehicle traffic,as trucks need access to numerous points within the City of Twin Falls. Recommended truck routes are intended for truck traffic that passes through the City of Twin Falls. If a route is a designated truck route,the truck route is both structurally and geometrically able to handle truck traffic. This study examined possible alternative route for commercial trucks. Proposed truck routes off the existing State Highways were extensively analyzed and considered. Substantial costs and impacts to provide these routes was anticipated. After significant discussion within the study, the City determined that the continued utilization of the state road facilities for truck routes would best meet the goals of the study when considering anticipated funding limitations. Accident Rates By analyzing the specific locations (Figure 5) that are experiencing a high level of accidents steps can be taken to reduce crashes. The list below suggests some methods of lowering the accident rates within the City of Twin Falls. ■ Improved signal timing and coordination ■ Addition of raised medians,either short or full length ■ Closure of unnecessary driveways ■ Additional enforcement of the existing laws and restrictions ■ Speed reduction ■ Improved roadway striping One or a combination of these methods could be used to lower the accident rate in a high accident area. Engineering studies to determine which measure is appropriate for a given area should be taken before construction begins. Also, additional engineering studies should be done before and after to test the validity of the measures to determine effectiveness. The Recommendations section of this document incorporates some of these techniques into the Master Transportation Plan. Proposed Roadway Improvements A Capital Improvement Plan list of projects was assembled to address the LOS and connectivity goals of the Study. This plan as detailed in Chapter 5 provides LOS C conditions on all roadways except Blue Lakes Boulevard,which in the future functions at LOC D,and is consistent with present day conditions. 0 Final Report January 2009 Page 44 TWIN FALLS MASTER TRANSPORTATION PLAN Roadside Improvements Based upon the recommended Long Term roadway classification map, additional widening will need to be constructed to bring many of the existing roadways up the proposed master plan width. This proposed width has been outlined in Figure 14 Proposed Typical Cross Sections. These roadside improvements include the following, curb &gutter, sidewalk, and landscaping. Landscaping can also be termed as hardscape which is using decorative rock or some other water friendly landscaping technique. It is recommended that at time of widening of each of the existing roadways that the appropriate roadside features be constructed to bring the particular roadway segment up to the desired width,and include all of the necessary roadside features. It is also recommended that all new roadway construction be required to build the road at desired width, with all necessary roadside features. By requiring the initial roadway construction to be done at proposed master plan width,it prevents the City of Twin Falls from having to come back later and fund both the additional widening of an inadequately constructed roadway, and the roadside features which should be built with the initial construction. Hotspot Intersections Many locations throughout the City have been identified as "hotspot" areas. These "hotspof' areas are areas where transportation issues are of a particular concern. These areas have diverse transportation problems including insufficient transportation infrastructure to meet the growing transportation demand. As part of this transportation plan each location was studied in further detail and recommendations for each"hotspot"are presented in this section of the report. ■ Location Number 1. The intersection of Washington Street and Orchard Drive. Recent evaluation of this intersection warrants a traffic signal at this location. Adding right turn lanes on Orchard Drive will also decrease the congestion experienced at this location. ■ Location Number 2. The intersection of Blue Lakes Boulevard and Cheney Drive. Signalization of this intersection will address the congestion encountered. ■ Location Number 2a. Due to the configuration of the intersection of Blue Lakes and Addison, also called the "Five Points Intersection", signal phasing improvements are vital to allow the five leg intersection to accommodate existing and future traffic volumes at an acceptable level of service. Potential short-term improvements at the intersection may include lane marking changes that facilitate southbound traffic flow. These lane marking changes would allow one of the through lanes from Blue Lakes to Shoshone Street to also act as a southbound through lane for Blue Lakes Boulevard. These lane marking changes may also allow the Blue Lakes southbound through lane to act as a left/thru lane and one of the northbound through lanes on Blue Lakes could also act as a left/thru lane. To accomplish this, the traffic signal phasing would be adjusted so that each leg of Blue Lakes would have its own phase as well as Shoshone Street having a single phase and Addison having two phases to accommodate protected left turns. The south leg of Blue Lakes is wide enough to accept the additional through lane for the distance needed to allow the two through lanes to merge into a single lane. Further evaluation, traffic modeling and study is needed to address the signal phasing and impacts. Longer-term solutions include additional turn lanes and/or the closure of either Shoshone Street or the southern leg of Blue Lakes Boulevard. New turn lanes at the intersection would provide additional 420 Final Report January 2009 Page 45 TWIN FALLS MASTER TRANSPORTATION PLAN capacity for future traffic growth while closure of one leg of the intersection would improve intersection safety and performance. However, all of these potential alternatives would require either additional right- of-way or reduce access to either Blue Lake Boulevard or Shoshone Street possibly impacting existing businesses and residents. The table below shows the level of service of each alternative and the benefits and issues with the implementation of each alternative. Each alternative presented below will require further detailed study. Alternative Concept LOS Benefits Issues • No property impacts • Poor LOS • Access to Tow nsite area via • No spare capacityfor �� Affun F Shoshone and Blue Lake future traffic growth No Action Boulevard • No left turns from Blue • No property impacts Lakes m a • Increased southbound • Lower LOS capacity on Blue Lake • No spare capacityfor Aftsm Boulevard future traffic growth Lane • Access to Townsite area via • More conflicting traffic Marking a F Shoshone and Blue Lake movements Changes m Bouleva rd • No property impacts • Left-turns allowed from Blue Lakes • Improved LOS • Multiple property • Additional capacity for impacts future traffic growth • Does not improve Additional Ad&W D Turn Lanes d , € • Retains full access to conflicting traffic Townsite area via Shoshone movements and Blue Lake Boulevard • Improved LOS • Eliminates direct access a • Improves intersection safety to Townsite area Close Add'S0n C • Fewer property impacts • Potential traffic diversion Shoshone than widening on residential streets • Permits left-turns from Blue Lakes Boulevard • Improved LOS • Eliminates access to ajj.. • Improved intersection safety south Blue Lakes Close Blue Mdwn C • Fewer property impacts Boulevard Lake than widening • Potential traffic diversion 5 • Permits left-turns from Blue on residential streets Lakes Boulevard/Shoshone Final Report January 2009 Page 46 x TWIN FALLS MASTER TRANSPORTATION PLAN ■ Location Number 3. The intersection of Blue Lakes Boulevard and Falls Avenue. To address the left turn deficiencies an additional turn lane is needed on both legs of Falls Avenue. Additional widening of the existing road would be required to accommodate the proposed turn bays. Relocating the private approaches away from the intersection would also be beneficial if feasible. ■ Location Number 3a. The intersection of Blue Lakes Boulevard and Filer Avenue. Provide right turn bays on Filer Avenue by widening the existing roadway. This will address the congestion generated by the lack of right turn bays in this area. Relocating the private approaches away from the intersection would be beneficial if feasible. ■ Location Number 4. The intersection of Washington Street and Addison Avenue. Due to the close approximation of this intersection to another signalized intersection at 2°d Avenue and Addison Avenue it is imperative that these signals are interconnected to function as a cohesive unit. Coordinating the signals will reduce traffic blocking the intersections. Relocating the private approaches awav from the intersection would be beneficial ■ Location Number 5. The intersection of Falls Avenue and Locust Street. Adding right turn lanes to each leg of this intersection in conjunction with extending the turn bays for stacking purposes will address the congestion related to the turning movements. Increasing the through lanes to two lanes extended outside of the intersection would also be beneficial in the operation of this intersection. ■ Location Number 6. The intersection of Addison Avenue and Carriage Lane. Signalizing the intersection will allow traffic to safely cross and access Addison Avenue. Accommodation of left turn bays on each leg will also improve the traffic flow at this intersection. ■ Location Number 7. The intersection of Blue Lakes Boulevard and Orchard Drive. To address the turning movement deficiencies additional right turn lanes should be added. ■ Location Number 8. The intersection of Addison Avenue and Hankins Road. Adding left turn lanes on Hankins Road will reduce the congestion in this intersection. Widening Addison Avenue for right turn lanes will also improve traffic flow. ■ Location Number 9. The intersection of Eastland Drive and Falls Avenue. Expanding the intersection to accommodate an additional right turn lane from westbound to northbound would allow traffic to pass through this intersection efficiently. These lanes would need to extend beyond the intersection to allow for merging opportunities. ■ Location Number 10. The intersection of Blue Lakes Boulevard and Kimberly Road also known as East Five Points. To accommodate the north and south bound increase in traffic the intersection should be widened to allow for two extended through lanes in both directions on Blue Lakes Boulevard. ■ Location Number 11. The intersection of Falls Avenue and Hankins Road. Adding right turn lanes on Hankins Road will address turning constraints at this intersection. 0 Final Report January 2009 Page 47 TWIN FALLS MASTER TRANSPORTATION PLAN The specific areas and issues are summarized on Figure 16. The possible intersection improvements are highlighted in either red or blue on this figure. A red line denotes the addition of a right turn lane,while a blue line shows the addition of a left turn lane. Future Signals As Twin Falls continues to grow and traffic increases, the need for traffic signals at intersections will increase. Twin Falls should continue to watch the intersections with the highest volume and most accidents in anticipation of future need for traffic signals based on the warrants described in Chapter Two Existing Conditions. Figure 17 depicts possible future locations for traffic signals and major intersection improvements. The Manual of Uniform Traffic Control Devices(1VIUTCD) is the national standard for all traffic control devices on public roads open to travel in accordance with 23 U.S.C. 109(d) and 402(a). The MUTCD states that the need for a traffic control signal shall include an analysis of the applicability of any of eight standard warrants based on a study of the existing operation and safety. The MUTCD further states that the satisfaction of a traffic signal warrant, or multiple warrants, shall not in itself require the installation of a traffic control signal. The investigation of the need for a traffic control signal shall include an analysis of the applicable factors contained in the following traffic signal warrants and other factors related to existing operation and safety at the study location: ♦ Warrant 1,Eight hour vehicular volume ♦ Warrant 2,Four hour vehicular volume ♦ Warrant 3,Peak Hour ♦ Warrant 4,Pedestrian Volume ♦ Warrant 5, School Crossing ♦ Warrant 6,Coordinated Signal System ♦ Warrant 7,Crash Experience ♦ Warrant 8,Roadway Network A traffic control signal should not be installed unless one or more of the factors are met; unless an engineering study indicates that installing a traffic control signal will improve the overall safety and operation of the intersection. A traffic control signal should be not installed if it will significantly disrupt the flow of traffic. Despite the need for ongoing traffic signal warrant studies, it is important to allow for planning of traffic signals to ensure that signals are not spaced to close to inhibit progression. A review of future traffic volumes in the City has identified locations where traffic signals may be warranted. The City may apply Warrant Number 8, Roadway Network Warrant, to install traffic signals in advance of traffic count or traffic accident support on locations where a future signal is planned and, in the opinion of the City Engineer,will result in an improvement to traffic flow and/or traffic safety. 00 Final Report January 2009 Page 48 TWIN FALLS MASTER TRANSPORTATION PLAN While traffic modeling does not take the place of detailed traffic signal warrant analysis,certain conditions are used to estimate future traffic signal warrants. The travel modeling was used to generally estimate intersections which serve over 10,000 vehicles per day on the main route and over 5,000 vehicles per day on a cross street as potential signalized locations. However, left turn volumes are often a stronger trigger towards traffic signal warrants. There exists a balance between inconveniencing the major flow of traffic and providing gaps to allow for the safe passage of the minor traffic movement. Regional modeling and the proposed future traffic signal plan should be used as a general guide for the placement of traffic signals,but diligent on-going traffic engineering analysis remains necessary. Access Management Access management is the practice of limiting access to land development to preserve the flow of traffic on the surrounding roadways. The preservation of street safety,capacity,and speed are the primary goals of access management. Access management can involve the control of the location,design,and operation of driveways, median openings, and street connections to a roadway. Access management typically involves greater access restrictions on the higher functioning roadways, such as arterial roads,with little or no control on the access to lower functioning roadways, such as local streets. Access spacing standards allow drivers to process one decision at a time. Through proper spacing,drivers may monitor upcoming conflict points and react accordingly to each conflict. Studies show that the speed of traffic is decreased by 0.25 mph with each additional driveway (1994 Highway Capacity Manual) and that accident rates on a road increase by upwards of three percent with each new access point (TRB Access Management Manual,2003). The proper design of driveways and roadway drainage systems are an important component of access management. Design of driveways is generally addressed by the Twin Falls City engineering standards, which define specific details for the construction of the approach The operations of driveways are generally approved on a case-by-case basis by the City Engineer. Driveways may restrict certain movements, such as left turns, or be constructed with acceleration and deceleration lanes to minimize their impact on the main street. Circuitous access to individual developments may be provided through operational restrictions of access points. Operational analysis of driveways during development approval or as part of subsequent engineering studies of a roadway shall consider the following four main principles of access management: ■ Conflict elimination, ■ Conflict separation, ■ Removing speed differentials from travel or turn lanes,and ■ Providing for on-site circulation and storage. The location of driveways will have a considerable effect on the function of the roadway regardless of the design and operation of each driveway. The location of cross streets and driveways shall be a primary factor in the review of traffic impact studies presented to the City Engineer for approval of access points along with the operational factors addressed above. Access spacing may be increased by the City Engineer based on localized conditions outlined by the four main access management principles presented above. Requests to decrease access spacing standards may 420 Final Report January 2009 Page 49 TWIN FALLS MASTER TRANSPORTATION PLAN be granted by the City Engineer provided that a traffic impact study is provided by the developer which documents the preservation of safety,capacity,and speed with reduced access spacing. Access spacing or driveway spacing is measured from the closest edge (perpendicular tangent section) of the nearest driveway to the center of the proposed driveway. Application of access spacing standards shall consider driveways on the same side of the proposed driveway as well as driveways on the opposing side of the street. Opposing upstream driveways (vehicles approaching from the right of drivers in the proposed driveway) shall be carefully considered due to the conflicts presented with left turns into the proposed driveway. Table 12: Recommended Intersection Standards Roadway Right-of-Way Curb Radius Distance Before Classification at TBC First Driveway Arterial 92 ft 40 ft 300 Foot Minimum (Recommend access onto local and collector roads) Collector 78 ft 30 ft 75 ft Public street spacing standards govern the spacing between unsignalized public intersections, which typically accommodate higher traffic volumes than private driveways and access points. High volume private driveways may be held to the standards of public street spacing at the discretion of the City Engineer. Issues associated with public street spacing are similar to those discussed with access spacing, although the minimum spacing standards are greater due to the expected higher traffic volumes. Table 13 shows existing Idaho Department of Transportation standards for intersection spacing on State Highways. This information may be helpful as a guide for some larger City facilities such as Washington Street and Pole Line Road. This study recommends that the City of Twin Falls continue to restrict access onto Arterial Streets except for Local and Collector Roads at the length restrictions as indicated for a Type III Urban roadway described in Table 13. For Collector Roads all accesses should be shared or adjacent to each other along the property line with no more than one access per lot. For both Arterial and Collector Roads the City should continue to enforce that backing out onto these roads is not allowed. wi Final Report January 2009 Page 50 TWIN FALLS MASTER TRANSPORTATION PLAN Table 13: Idaho Administrative Policy A-12-01: 11-27-02 APPROACH/INTERSECTION/SIGNAL SPACING PER ACCESS TYPE APPROACHES SIGNALS FRONTAGE ACCESS RURAL/ TYPE INTERSECTION APPROACH SIGNAL TYPE URBAN SPACING SPACING SPACING ROADS R At-grade 0.25 miles 300 feet 0.5 miles 0.25 miles (0.4 km) (91.4 m) (0.8 km) (0.4 km) I U Urban sections shall be upgraded to Type II or greater R At-grade 0.25 mile 500 feet 0.5 mile 0.25 mile (0.4 km) (0.15 km) (0.8 km) (0.4 km) I I U At-grade 660 feet 150 feet 0.25 mile 0.25 mile (201.2 m) (45.7 m) (0.4 km) (0.4 km) R At-grade/ 0.5 mile 1,000 feet 0.5 mile 0.25 mile Interchange (0.8 km) (0.3 km) (0.8 km) (0.4 km) III U At-grade/ 0.25 mile 300 feet 0.5 mile 0.25 mile Interchange (0.4 km) (91.4 m) (0.8 km) (0.4 km) At-grade/ 1 mile 1 mile 0.25 mile R Interchange (1.6 km) NA (1.6 km) (0.4 km) IV At-grade/ 0.5 mile 0.5 mile 0.25 mile U Interchange (0.8 km) NA (0.8 km) (0.4 km)) R Interchange 3 miles NA None NA V (4.8 km) U Interchange 1 mile NA None NA (1.6 km) Type I Is applicable to segments of the State Highway System functionally classified as major collectors. All major collectors shall be upgraded to a minor arterial or higher class once located within an urban area. Type II Is applicable to segments of the State Highway System functionally classified as minor arterials and some selected segments classified as major collectors that exhibit characteristics of minor arterials. Type III Is applicable to segments of the State Highway System functionally classified as principal arterials. Type III can also be applied to selected segments classified as minor arterials but exhibiting characteristics of principal arterials. Type IV Is applicable to segments of the State Highway System functionally classified as principal arterials and have two or more through lanes in the same direction of travel. The highway may or may not be divided. Type Is applicable to State Highways accessible only by interchanges (ramps). All at-grade intersections, including those with railroads are prohibited. These highways typically include the Interstate System and require FHWA approval for any change in access. ,1,' Final Report January 2009 Page 51 TWIN FALLS MASTER TRANSPORTATION PLAN Table 14: Twin Falls Minimum Access Spacing Standards Roadway From To Signal Intersection State Hwy Spacing(feet) Spacing(feet) Falls Grandview Hankins 1320 300 No Washington Pole Line Addison 1320 300 No Grandview Pole Line Orchard 2640 300 No Filer Grandview Hankins 1320 NA No Hankins Falls Orchard 2640 300 No Eastland Cheney Orchard 2640 300 No Arterials such as Blue Lakes, 2nd Avenue north and 2640 1320 Yes west, Addison, Kimberly and Washington Street (as feasible) south Pedestrian Accommodation Our recommendations are similar to the current crosswalk application within Twin Falls City. For Arterial streets we recommend placement of additional pedestrian accommodation in the form of crosswalks where determined as appropriate by a pedestrian traffic study. Collector roads may not need an additional accommodation besides a speed reduction sign but locations should be considered on a case by case basis by Twin Falls City Engineering staff. Crossing Flags have been found to be somewhat effective and are a low cost accommodation,particularly when used on arterial streets. The City may also consider protective islands as an effective pedestrian accommodation. According to a study by the FHWA, protective islands on multi-lane minor and major arterials are essential. Protective islands allow pedestrians to determine a safe crossing gap for one direction of traffic at a time. Older and younger pedestrians have reduced gap acceptance skills and it's more difficult for them to cross multi-lane arterial streets without a protective island. Protective islands can be kept simple with a low cost and a low maintenance. Protective islands may be considered on collector roads that have higher traffic volumes and higher speeds. Flashing lights and crossing guards are of high importance near elementary schools and should be applied in appropriate areas as determined by a pedestrian traffic study. Recommended Bike Lanes Currently in the City of Twin Falls bike routes share travel lanes with motor vehicles.This pattern reflects the current state of the development of the Twin Falls bicycle route system. In the future, the travel network should reflect a balance of multiple uses which share the roadway,including a preferred bike lane which is exclusively designated and signed for cyclists. After consultation with the City staff and advisory committee members,a recommended Bike Facilities Map was prepared as shown in Figure 18. This map was coordinated with the multi-use pathways being proposed by the Comprehensive Plan to provide an interconnected network of facilities geared to non-motorized use. Section 217 of Title 23 of the U.S. Code provides the enabling legislation for the integration of bicycling and walking into the transportation mainstream. The Federal Highway Administration's Office of Human and Natural Environment is responsible to carry forth the mandate to promote bicycle and pedestrian transportation accessibility, use, and safety through its Bicycle and Pedestrian Program. The Idaho Transportation Department FTD] is responsible for the design and construction of non-motorized ® Final Report January 2009 Page 52 TWIN FALLS MASTER TRANSPORTATION PLAN facilities on state roads under their jurisdiction. On local roads, the City of Twin Falls is responsible for taking ownership to develop integrated local transportation network. Specific goals and objectives should be considered when establishing multi-use corridor segments as follows: ■ Improve and maintain the current areas as part of an overall ongoing roadway maintenance program. ■ Include planning for multi-use corridors as part of road projects including rehabilitation, capacity improvements,pavement maintenance and re-striping efforts. ■ Seek federal, state and local funding opportunities to enhance facilities ■ Promote multi-use transportation facilities. ■ Establish an Advisory Conunittee to the Planning and Zoning Department. This will assist City officials and City staff to work with various users to design a multi-use travel network that provides adequate connectivity. Bike Lanes and Roadway Design The skill and ability level of multiple uses should be taken into consideration when determining the type of facilities to select.As bike lane corridors are implemented, consideration should be given to providing a balance of facilities that reflect local use. As well, consideration should be given to providing connectivity to other modes of transportation. Opportunities for re-striping can include creating multi-use areas to provide lanes of safety. Additionally, as new roads are being designed, constructed or reconstructed, consideration should be given to developing these corridors at - safe widths and in acceptable locations. Figure 18 is a map of the recommended bike lanes and bike routes in Twin Falls. This map has been coordinated with planned"off street"multi- _ use trails to ensure connectivity and compatibility - - of use throughout the City. Future Public Transit As the City of Twin Falls continues to grow and reaches a population of 50,000,investing in public transit should become a goal that the City is striving for. Public transportation will add to the quality of life for the citizens of Twin Falls. A public transportation system for Twin Falls should include the following goals: ■ To provide transportation options that will assist in reducing auto dependency in Twin Falls ■ To provide high-quality transportation options that meet the needs of Twin Falls Commuters ® Final Report January 2009 Page 53 TWIN FALLS MASTER TRANSPORTATION PLAN ■ To promote economic development by providing additional transportation linkages to and from the commercial areas of the City ■ To coordinate and assist in providing transportation service to the elderly, disabled, or transportation disabled populations of Twin Falls including youth. rr Twin Falls faces many challenges when trying to meet the mobility needs of its residents. The City should work towards conducting a feasibility study that would identify the capital and human resources needed to provide increased mobility for those in the local area who do not use, or do not wish to use, an automobile for transportation. The feasibility study could be conducted in conjunction with the Idaho Transportation Department. Further, coordination with the Idaho Transportation Department is necessary to determine an appropriate timeline and guidance on securing funding from the Federal Transit Administration for a local fixed route or an on demand response public transportation. Lighting It is recommended that the lighting study results be examined by City staff to fully identify the determine the cause of the reported deficiencies. For example, existing equipment could be malfunctioning, poorly positioned, not present at the intersection, or have objects impeding the street lights. A visual inspection of existing equipment may determine whether or not the luminaire is functioning, whether or not the clarity of the glass/plastic cover is impeding the light, and/or the need to remove any trees, bushes, or signs that may be casting shadows into the intersection. The positioning of the luminaire could also affect the effectiveness of existing equipment. The height,rotation, and length of the luminaire arm should be considered. As the City of Twin Falls continues to experience growth it is possible that development plans are in progress that may help to improve the deficient intersections. For example,the intersection of Grandview Drive/Pole Line Road will likely receive upgrades with the construction of the hospital. Plans to improve the intersection of Falls Avenue/Hankins Road are also in process. The remainder of the deficient intersections that are not likely to receive development-based upgrades should be addressed based on pedestrian use. For example, the intersection of Falls Avenue/Eastland Avenue is prone to have more pedestrian traffic than the intersection of Orchard Avenue/Blue Lakes South. Additional light fixtures should be considered to attain the recommended illuminance. 420 Final Report January 2009 Page 54 TWIN FALLS MASTER TRANSPORTATION PLAN The lighting study examined existing intersection to determine if additional street lighting is needed to increase pedestrian safety. Locations that were studied are shown on Figure 10. Also additional street lighting or relocation of street lighting is part of the overall widening process. During the Transportation Master Plan study, 27 intersections were studied to determine if the existing lighting adequately met the IESNA RP-8-00 criteria. The study results can be seen on Table 7. The intersections studied, were chosen based on public comments stating that these were high pedestrian traffic intersections. . v„ Final Report January 2009 Page 55 TWIN FALLS MASTER TRANSPORTATION PLAN Goals and Objectives The goals and objectives for this transportation plan were developed as a culmination of ideas from the City Council,open houses,the Technical Advisory Committee and the Community Advisory Committee. These goals were advanced and became the principles which guided the Twin Falls Master Transportation Plan development. Using results from a survey of the TAC and CAC, it was determined that the top three goals were numbers 1,6 and 7;Connectivity,Design/Operation and Capacity Congestion. Goal Number 1. Connectivity ■ Maintain clear and efficient connectivity for vehicle, pedestrian and bicycle travel across the community. ■ Maintain a clear and appropriate roadway hierarchy. Goal Number 2. Trucking ■ Provide efficient and safe truck access into,around,through and out of the community. ■ Locate / relocate truck routes in appropriate locations that improve safety and support desired- community design and function. ■ Design and construct streets and transportation improvements that accommodate large trucks in desired areas,while minimizing negative impacts. Goal Number 3. Coordination /Planning ■ Maintain effective coordination with the state and county when planning and developing a transportation system and related infrastructure improvements. ■ Identify and preserve right of way to meet future needs. ■ Maintain consideration for actions that are achievable and fundable. ■ Appropriately consider cost of potential improvements when developing plan recommendations. Goal Number 4. Public Transportation ■ Affirmatively address the development of public transportation system facilities and services as needed to meet demand. ■ Identify potential public transportation pick up and drop off locations as needed and appropriate to meet user demand. ■ Seek funding to support planning and development of public transportation systems to meet demand. Goal Number 5. Pedestrians /Bicycles ■ Provide facilities and programs that support the safe"walk-ability"of the community. 00 Final Report January 2009 Page 8 TWIN FALLS MASTER TRANSPORTATION PLAN ■ Provide facilities and programs that support the safe"bike-ability"of the community. Goal Number 6. Design/ Operation ■ Develop, adopt and enforce appropriate street, bicycle and pedestrian facility standards to meet City needs. ■ Maintain community / neighborhood identity when planning and developing transportation improvements. ■ Incorporate beautification and aesthetic enhancements into transportation system improvement projects where feasible and appropriate and that reflect Twin Falls climate restrictions. ■ Avoid or minimize impacts to the environment when designing and implementing transportation system improvements. ■ Incorporate traffic calmingmeasures where appropriate and feasible. Goal Number 7. Capacity/Congestion ■ Provide sufficient roadway capacity to meet current and future needs. ■ Minimize congestion where and when feasible. ■ Maintain an appropriate level of service on key collector and arterial streets and intersections. Goal Number 8. Maintenance ■ Maintain or enhance the quality and function of the City's existing streets,pathways and support facilities. ■ Incorporate future system maintenance requirements into the planning and designing of system improvements. ■ Identify and secure sufficient and consistent funding to support desired system maintenance Master Transportation Plan Development Process The development Twin Falls Master Transportation Plan implemented a process that included public involvement,coordination with the City Council,CAC/TAC group interaction and private consultants to identify transportation needs and solutions. The following points summarize the process of the development of the Master Transportation Plan. ■ Coordination with the General Comprehensive Plan. Various communications were held with the Cit 's planning staff and with their consultants to coordinate efforts between the General Comprehensive Plan and the Master Transportation Plan. ® Final Report January 2009 Page 9 TWIN FALLS MASTER TRANSPORTATION PLAN 3. Future Conditions Having clearly defined goals, strong analysis tools, and identification of known travel deficiencies gives elected officials, City staff and residents the ability to better prepare for the coming transportation challenges and opportunities. Coordination with the Comprehensive General Plan he Twin Falls Comprehensive General Plan is the City's principal tool for defining the goals and the vision for the City of Twin Falls. The Comprehensive General Plan also provides the City policy guidance as growth and the corresponding development decisions take place. In 2008, the existing Comprehensive General Plan was being updated by the City of Twin Falls in conjunction with LandMark Design Group. Since land use is a cornerstone of the transportation plan, it is imperative that the two efforts are coordinated. Figure 11 shows the planned land use stemming from the updated Comprehensive Plan effort This information was then used as the basis to develop future population and employment data that formed the foundation for the travel demand modeling. Growth and Development In 2000, Twin Falls' population was 34,469 individuals, up from 27,591 individuals in 1990 representing an increase of 6,878 people according to the U.S. Census. In 2006,Twin Falls population had grown to about 40,000 individuals. The rate of growth is forecasted to continue to increase in the next decade. 4c Final Report January 2009 Page 35 TWIN FALLS MASTER TRANSPORTATION PLAN Graph 5: Twin Falls Population Change Twin Falls City Population Change 80,000 7 0,000 60,000 r 50,000 0 40,000 a 0 a 30,000 20,000 10,000 0 1970 1980 1990 2000 2010 2020 2030 Year Source: Idaho Dept of Commerce, US Census Bureau The state of Idaho, in general, has seen much population growth in the last decade. Idaho was the fifth fastest growing state in the nation from 2000 to 2005; during those years the state's growth was about eight percent. Twin Falls' growth during that time period was approximately 12 percent. By 2010 the City's population is expected to reach approximately 46,000 persons. Based upon the Twin Falls Comprehensive Plan by Landmark, long term forecasts have projected the population of Twin Falls to be 66,500 by 2030. The table below shows the 2000,2005 and expected future Twin Falls population. Table 8: Percent Change in Po ulation Year Population 5 Year increase 2000 34,469 2005 38,600 12% 2010 46,000 18% 2015 52,565 15% 2020 57,259 9% 2025 62,031 8% 2030 66,500 7% Source: Intermountain Demographic Final Report January 2009 Page 36 TWIN FALLS MASTER TRANSPORTATION PLAN The most current count of Twin Falls dwelling units can be found in the Census 2000. According to Census 2000 data the City contained approximately 15,000 dwelling units. The number of dwelling units needed for the forecasted population is expected to nearly double over the 30 year period. By the year 2030 the City of Twin Falls is expected to contain 28,000 dwelling units. About 83 percent of the total dwelling stock will be single family dwelling units, while the remaining 17 percent will be multi-family units. Table 9: D elling Unit Change over Time Year Single Family Units Multi-Family Units Total Units 5 year increase 2000 11,638 2,519 14,519 2005 13,350 2,867 16,217 12% 2010 15,648 3,338 18,986 17% 2015 18,151 3,850 22,001 16% 2020 19,878 4,204 24,082 10% 2025 21,715 4,580 26,295 9% 2030 23,505 4,947 28,452 8% Source: Intermountain Demographic Employment data is generally available at the county level. Infrequently, data is available for individual cities within a county. Therefore,the data in this section is for all of Twin Falls County. Twin Falls City is the major employment center in the county, so many of the conclusions drawn at the county level are relevant to the City of Twin Falls. The table below shows the 2005 total employment and the forecasted employment prediction through year 2030. Table 10: Employment Chan a over Time Year Total Employment 5 Year increase 2005 36,530 2010 40,363 11% 2015 43,523 8% 2020 46,880 8% 2025 50,238 7% 2030 53,695 7% Source: Intermountain Demographic ,v,i Final Report January 2009 Page 37 TWIN FALLS MASTER TRANSPORTATION PLAN Table 11: Twin Falls 2006 Major Em to ers Employer Business Type 2006 Number of Employees Magic Valley Medical Center Health Care Services 847 Lamb Weston Food Processing 825 College of Southern Idaho Education 804 Amalgamated Sugar Co. Food Processing 373 Twin Falls Clinic Physicians Health Care Services 300 Glanbia Foods Inc. Food Processing 200 Longview Fiber Corrugated Containers 148 Times News Newspaper Publishing 130 Source: http://community.idaho.gov/Portals/15/Profiles/Community/TwinFalIsCity.pdf Future Forecasts Travel demand for the roadway network in Twin Falls was modeled for the future years 2015 and 2030. These future year models were based upon the most current Twin Falls City Comprehensive General Plan and socio-economic data,which were gathered by Intermountain demographic. The stated goal of the City of Twin Falls is to achieve level of service (LOS) C on all roads with the exception of Blue Lakes,which has a future goal of LOS D. The recommended CIP was formulated to achieve these goals in the most cost effective manner. External Trips The focus of this section is communicate what percent of trips come from outside of the Twin Falls study area and utilize the street network within Twin Falls. This section provides information on what percent of the total trips are external in nature. External Stations are used to represent vehicle trips coming to and leaving the Twin Falls study area. Generally speaking external trips represent a smaller portion of the trips as compared to the internal trips. As such the Twin Falls Model has been more intensively focused on internal travel, however the travel demand model can provide external to external and external to internal trips when creating a vehicle trip table. The travel demand model creates four different types of trips: — Internal to Internal - The entire vehicle trip stays within the modeled study area of Twin Falls. — Internal to External - The trip has its origination in Twin Falls and goes to a destination outside of Twin Falls. — External to External - The vehicle passes through the Twin Falls Study area without stopping. — External to Internal - The trip has its origins outside of Twin Falls and has a destination within the Twin Falls study area. 00 Final Report January 2009 Page 38 TWIN FALLS MASTER TRANSPORTATION PLAN The following tables represent the external trips for the Existing Conditions Twin Falls model and the 2030 Capital improvement Plan Twin Falls model. Existing Model External Trips 14% 2030 CIP Model External Trips 15% Two examples of national external station trip data are given as reference for comparison to Twin Falls: — In The Calibration and A.d arstment of System Planning Models, the U.S. Department of Transportation, Federal Highway Administration gives several examples of external trips for cities of various sizes. The table is show below. Urban Area Population %External Trips 50,000-100,000 21 100,000-250,000 15 250,000-750,000 10 750,000-2,000,000 4 In The National Cooperative Highway Research Program (NCTIPP)Report 365, also gives examples of external trip rates for cities ofvarious sizes. The table is shown below. Location Population %External Trips Chicago 6,070,000 5 Twin Cities 2,464,000 7 San Diego 2,498,000 12 Phoenix 2,122,000 14 Reno 255,000 13 Wausau 37,000 20 Metropolitan Planning Considerations Federal transportation funding requirements designate that contiguous areas of urban densities exceeding 50,000 people, as determined by the US Census, be designated as Urbanized Areas subject to the Metropolitan Planning Regulations. It is expected within the planning horizon that a Twin Falls Urbanized Area will be designated by the Census Bureau and a Twin Falls Metropolitan Planning Organization WO) will be formed to address the federal requirements. Among these transportation requirements is the development of a Continuous, Comprehensive, and Cooperative (5-C") Planning Process.This planning process will address multi-modal transportation considerations as well as air quality 4WFinal Report January 2009 Page 39 TWIN FALLS MASTER TRANSPORTATION PLAN issues as they relate to transportation. Although it is premature to describe what future planning regulations may entail,it is useful to identify the development of an MPO early in the process to allow the existing planning process to consider metropolitan issues and to begin to explore federally mandated metropolitan planning regulations. This TMP provides Twin Falls City with the basis to integrate with an MPO and receive federal funds. A MPO generally requires a long range plan be in place,modeling of transportation conditions existing and future,traffic counts and statistics,and estimated costs to construct the projects. This TMP provides each of these items and will be the basis for any further study needed to qualify for federal funds thlu an MPO. The actual application process with an MPO for federal funding may require more detailed site specific studies to address issues not covered as part of this TMP. Some of those issues may include, how construction will affect travel conditions,Right-Of-Way acquisition,and other similar requirements. Inherent in the Metropolitan Planning Process is the need for Twin Falls City,Twin Falls County,and the Idaho Transportation Department to work together to solve mutual planning needs. The Transportation Master Plan (Chapter 4,Recommendations Section) identifies the long term role of various roadways (see Figure 15, Long Term Functional Classification). This classification is developed to assume a general pattern of urban densities spreading from Twin Falls City to suggest future needs for a one-mile grid of arterial streets and a one-quarter mile grid of collector streets,which vary based on topography and known specific demand considerations. By establishing a long term vision of how the street system will function, each entity can work together to define the best way to achieve that function in a manner that does not push funding needs for one agency to another. Unfortunately, the urgent needs of today often compete with the vision of tomorrow. It is difficult to forecast future traffic safety needs beyond a high level identification of today's safety challenges. Similarly, it is difficult to forecast the individual solutions to intersection challenges,access issues,and related details. These details must continue to be addressed while looking ahead toward long term challenges to ensure that what is built today can last for the longer term. The following section provides a glimpse at the future capacity challenges facing the Twin Falls region. Chapter 4 then addresses the specific programs necessary to meet these long term challenges. 2015 and 2030 No Build Level of Service 2015 and 2030 models were developed to determine the future travel demand for the City of Twin Falls. Figure 12 depicts the 2015 condition and Figure 13 shows the 2030 condition. These figures illustrate the roadway level of service conditions if none of the existing roads are widened and no new roads are built. This data illustrates where traffic congestion is likely to occur under a no-build scenario. This data is valuable to help determine the phasing of travel improvement projects. Certain roadway improvement assumptions were added and coded into the 2015 and the 2030 models. These included: ■ Improvements are already programmed to Washington Street from Pole Line to Addison. ■ Improvements on Pole Line Road that were recently completed as part of the Twin Falls Altemate Project. 00 Final Report January 2009 Page 40 TWIN FALLS MASTER TRANSPORTATION PLAN 2015 No Build Figure 12 shows 2015 Level of Service for the City of Twin Falls. Green roads have little or no traffic congestion and correspond to LOS A or B. Yellow roads have a stable flow and correspond to LOS C. Orange roads have some congestion and correspond to LOS D. Although no roads are shown in red in the 2015 map on Figure 12, roads designated with red would have significant traffic congestion and correspond to LOSE or F and may occur during peak travel periods. The width of the roadway indicates the approximate modeled daily volume of these roads. Note that the LOS shown is daily; peak periods may exhibit worse traffic in the morning or afternoon. In Twin Falls' travel demand model, 2015 forecasts exhibit growing modeled traffic congestion. Limited sections of roadway, such as North College Road and Falls Avenue, are showing congestion problem areas and are shown as LOS E/F on the Figure 12. 2030 No Build The Twin Falls' 2030 No Build travel demand model forecasts significant modeled traffic congestion as shown on Figure 13. The areas shown as E/F will have significant traffic congestion in the year 2030 if no roads are widened or built. The following roads show congestion in the 2030 no-build scenario: ■ Blue Lakes Blvd. The congestion on Blue Lakes Blvd is a result of north/south traffic utilizing US-93 through Twin Falls. The many traffic generators located along Blue Lakes are also adding to the congestion. ■ North College. The College of Southern Idaho is a major traffic generator in Twin Falls. The college produces and attracts many vehicle trips to both North College and Falls Ave. ■ Filer and Falls. The two roads are acting as main routes connecting the east and west portions of the City and are showing congestion in 2030. ■ Grandview. Grandview acts as a relief valve for travelers trying to avoid the congestion on Blue Lakes. Grandview is the first significant road for vehicles coming from the west on Pole Line Road to go south into Twin Falls. C!�o Final Report January 2009 Page 41 LAND USE This element examines historical and current patterns of land use development and growth trends in Twin Falls This element also describes the preferred future land uses as supported by public input.and establishes the goats and policies to achieve the desired outcomes.Land use decisions affect all aspects of life in Twin Falls, including traffic,air quality,housing,economic development.and public facilities and services The City's carrying capacity in terms of traffic,water supply.wastewater treatment,air quality.recreation.and commercial activity are all Important factors when considering practical limitations on growth and maintaining a desirable quality of life With this in mind,the goals and policies of this Plan have been specifically developed to address the values and interests of the people living and working in Twin Falls. EXISTING CONDITIONS OVERVIEW The City of Twin Falls corporate limits cover close to 20 square miles.and the Area of Impact tAOU covers an additional 275 square miles Dominant land uses within the past Vision 2030 Comprehensive Plan included Medium-Density Housing(24%)and Agriculture(17S6.primarily located within the AOI),with most of the undeveloped area anticipated as Rural Residential and Medium-Density Residential with some Commercial/ Retail and Industrial. Similar to the ratio of future land use,the predominant zoning designation within the city is currently residential (Residential Single-Household.Residential Single or Duplex.Residential Medium-Density.Residential Multi- Household.and Mobile Home Overlay)making up roughly 42%of the total land area 600wt h #Iana;emp,)! MAP z: POPULATION DENSITY Since 2000,the total population of Twin Falls has grown by 25%.Nearly a third of this increase consists of residents between the ages of 20 and 35 and almost a quarter of this increase is residents that are 55 and older As people continue to discover the thriving job market,(amity-oriented living conditions. and diverse recreation opportunities.the population of Twin Falls will continue Its rapid growth As illustrated on the population map.the majority of the population density Is centered north and east of Downtown,and around the College of Southern Idaho(CSI) However,the Washington Street South Corridor is starting to increase in population density as well The growing population has created concerns regarding the capacity of city infrastructure and services With the greatest population growth expected to occur along the Snake River in the northeast part of the City.the northwest Pole Line corridor.and just south of Downtown,the Goats and Polices of this plan attempt to anticipate the demand for services such as schools.higher density housing, - - recreational facilities.utilities.employment.and 2016 COMPREHENSIVE PLAN 15 increased security in these areas Strategically placed locat services.retail and recreational opportunities will have the potential to minimize the lengths of trips and to facilitate walking and bicycling as alternatives to auto use Additionally,services and accessibility for seniors are of specific importance The overall land use goals of this Plan are not significantly different from those of past plans The principles and implementation steps.however.are intended to be more specific and targeted than in past plans to enable effective implementation and achievement of the Plan's objectives In general.future land uses and patterns should be efficient and sustainable:should support a multimodal transportation network.should provide more mixed use developments:should provide housing choices so that families may age in place,should minimize conflicts between incompatible uses.and should integrate new development with existing and planned infrastructure.while preserving the character of Twin Falls. Hazards The multi-jurisdiction All Hazard Mitigation Plan for Twin Fa Its County assesses the five primary potential natural and community hazards Primary natural hazards include wildfire,flood,canal failure.avian and insect borne diseases.and hazardous materials Fatting rock within the canyon.and flooding pose two of the more severe hazards in the City of Twin Falls. Regulations that lead to development constraints in potentially hazardous areas are defined in the Canyon Rim Overlay District,the Wellhead Protection Overlay Zone,and the Open Space District These protected districts and zones help to ensure water quality and quantity,and public access to the features that make Twin Falls such a desirable place to live and play Future "nd Use The Future Land Use(FLU)map.(Map#3).illustrates desired locations for land use within the city limits.as well as in the AOI Clear future land use guidance is one of the most critical functions of the Comprehensive Plan Since land uses can either support or undermine one another,identifying the most appropriate locations for different land uses is essential to a growing city. The FLU Map establishes preferred development patterns by designating land use categories for specific geographical locations The land use designations work to implement the overall goals and polides described throughout the Comprehensive Plan document It is worth noting that the land use designations do not preempt the City's zoning regulations Unless otherwise specified,the land use designations are not intended to depict ether parcel specific locations or exact acreage for specific uses if . Lei IL grurFlow Future Land Use Awcu"W a Dammam!Ho D"tq Rn.Mrwi load W► + AIW i RuWR*O*ftW Canwgeai MAelrol!EsrObr+rrra!Ilo NMrrl Ann 1.W.*bwft.& "go cmnwud C*"ee WAhftn W*1CM a'ar w.y s-%*" d v TABLE 1 FUTURE LAND USE CATEGORIES Future Land Derining Characterktks Land Use Mix 6MIS Use Category Cage-lot re r Wt"with nkVated agricultural/ Snglo lafT*y detached Resrdontuat open space uses Agriculture lots>t acre Provides transebon from agricultural land located Open space on the outskvts of the City Multi-use trails Hones n*Wt not be served by pubic water and/or was w"or system Pr"nty re%KW*al in chwacter Snglo-famfly aVachod 2-so DU per Lot sires are seriatim than found in Rust and debched Acre Res+donbM Duptores,tnploMes.and Caitlguous.and clustered developnwrd to lownhomes nuxmze open spate and con m outy gWwinq parka and►ecroabon areas fadtrbes Schools Cwnc fadnbes Downtown/ Central buwxm drstnct serwng the local and ReW and sormces B-zS DU Nigh Density regronalarse fies peracre Residential Drwwrmoflend use.ndudng►ostaLrants Holds refit camv%o Ry and crwc fac"eo and ErAorta"nertt art&and resdontaat culttre Encotrages re0eiielop"wM and nhtl Plazas and P&M Seded to credoafwsctarut walkable Verbal mxeduse prdeslflxk ftw%*ernnrOrtnt MI hmmV Ow and eom awty facd6es slut we open to Government b Adngs the pubic Sdtpots Re910nel and fowl cducalronal and corrrrxruty Rotreatoon faabtws SON"facd6ft Neighborhood PrcwKles uvporwtg services and wr-w-scale rrorghborhood-sw%" 6-22 DU Commercial comrwoat for Vw sw'Oundtng neghborhood to WrOerc'al per acre DewWwd to compionwA the neptwo"cods Towrnhonnws charactor Condor nwwnis Servor/student housrg Snult-Scala once and retail Cnnc and conv"Ln y fact4w% mixed use Serves local and rponsl canmwcAM Reta4 to-zo DU Sitrg at v wsecwM of nwyor artonals Olbce Typlc k anchored by a grocery store ark,or Rests rants pe r acre enlerta mrarit uses Cwt Allows Ngh-nUms ty mooed use development�n Enlertanrnertt arts and a connpac.'t pedestrian onerheed onvrarr►neM cult- e Pedeslnan acbvty is the hgtwst pnornty vertKA.rim use bwldrgs should be located close to the sire t Tow hww-. Wide srdarMks sheet ftrrut re and olhcr Condorwrrurm arnentitres are sbwgly encouraged Ap.rtmonts Serwor/student howwng Hotels Ptaras and pelt DefiningFuture Land Use Category pensits'vsiza Commercial Highway-oriented.large-format retail hotels. Retail N/A restaurants.and other retail Office Restaurants Hotels Plazas and park Industrial/ Non-retail employment Office parks N/A Flex/ Supporting uses.such as hotels-restaurants.and Corporate campus Employment other retail are integrated into the land use Warehousmg Suitable sites have excellent access to rogional General manufacturing roads Food processing Adjacent to the railway Industrial campus Airport Airport support facilities,including the ATCT.the Airfield development N/A ARFF station,and the sand storage facility Support facidbes Existing runways,taxiways,aprons,associated Future aeronautical safety areas.and supporting equipment Wg. development(hangars lights and navigational aids.) FBOs.air cargo.etc) Short-term and tong-term public parking lots, Future non-aeronautical existing/future overflow parking lots.and rental development Car parking lots General aviation Areas that could support future facilities or Non-aviation use business operations that are not necessarily Race track(Magic Valley related to aviation but that could benefit from Speedway) being located on the Airport and provide Terminal parking facilities additional revenue opportunities for the Airport United States Army Reserve College Of Civic and community facilities tKat are open to Government buildings N/A Southern the public Schools Idaho Regional and local educational and community Recreation facilities serving facilities Employment Parks and Provides Important viewsheds and buffers Natural areas N/A Recreation Maintains natural character with minimal Environmentally-sensitive disturbances lands In the Rock Creek SerVe its important habitat areas and ecological Parks Canyon arms. zones Playgrounds the Open Spice. Provides opportunities for passive and active Multi-use trails designation is intended recreation Golf courses to extend too'from Integrated into neighborhoods and connected to Cemeteries the Canyon Rim so as to protect this the city-wide trail system natural errwronment Provides spaces for community events from encroadlnlent of industrial and carinwfci al activit►es. A�ricuIture Community-supported agricultural production Agriculture N/A and sales Agricultural production Supports agntounsm and agricultural education Farm sales Protects viewsheds and provides an important Multi-use Dads community buffer Equestrian facilities _'Jlu C-OMPNEHLNSIVE PLAN _ VISION Land Use that encourages infill in town:creates great neighborhoods with a wider range of housing types.mix of uses.and amenities.and echoes densities and patterns reminiscent of the historic Downtown neighborhoods GOALS + POLICIES Land Use Goal l: Participate in regional strategies to capitalize on the interaction of jobs, housing balance, and transportation issues- Land Use Policy ia:Through coordination with Twin Falls County and to continue to respond to growth. allow for the expansion of the Area of Impact boundary.as necessitated Land Use Goal 2: Transition From high-density in Downtown to low-density at the city ed9,-s to rural and agriculture within the Area of Impact and beyond- Land Use Policy 2.V Protect and enhance the agricultural open space surrounding the City Stich protection is not limited to the physical protection of land,but includes the retention and development of working farf115 Land Use Polity 2.2:Consolidate development on rural land to preserve agricultural and open lands. Developments on rural land should be contiguous to and compatible with existing development.compact. and should result in the conservation of unbuilt land They should also be located to avoid prime farmland Land Use Action 224 Encourage voluntary farmland preservation and provide incentives for the dedication of land into land trusts Land Use Action 22-2 Develop land contiguously.and in the form of cluster subdivisions with large areas of open space to accommodate buffers between residential and existing industrial and/or agricultural uses. Land Use Action 2 2-3 Where appropriate,work with land trusts and other agencies to level appropriate conservation easements to addition,develop policies that ensure urbanized land working farmland do not interfere with each other Such arrangements may include buffers against odor and runoff and community-supported agriculture Land Use Policy 2.3 Investigate the development of disclosure notices for residential areas c to industrial and agricultural production areas Investigate code enhancements for transition and buffer requirements between such uses. Land Use Goal 3: Encourage mixed use developments that provide the beneFrts of mo compact, denser development with a mix of living, shopping, and working environments that keeps the densities and patterns of historic downtown neighborhoods- Land Use Policy 3.1:Encourage pedestrian connecbons within mixed use development areas,to adjacent developme,nt.and to existing and proposed trails Land Use Polity 3.2:Encourage structures and site layout within mixed use developments that are more adaptable to change of use and change over time 20 Land Use Policy 3.3:Encourage a suitable minimum level of development compactness and density within rrwxed use developments to increase opportunities for shared parking facilities,the creation of public gathering spaces and open lands Land Use Action 33-1 Update zoning code to allow higher density in appropriate zones. Land Use Goa! q: Preserve and restore historic neighborhoods and buildings- Land Use Policy 4A:Encourage new developments to respond to the positive qualities of the place where they are proposed and to enhance that place through elements of their development.Developers should consider the character-enhancing role played by the use of materials and color Land Use PoUry 4.2:Respect the fabric of established neighborhoods when undertaking infill development projects Land Use Policy 4.3:While accommodating increased density.build on the historic qualities and features that distinguish the area Land Use Policy 4.4:Define and develop Twin Fall's cultural and historic assets as important marketing and image-building toots of the city's business districts and neighborhoods Land Use boa/ 5: a great nei b rhoods with a wider range of housing types, mix of uses, and amenitie 2016 CompREHENsivE PLAN 21 PARKS, RECREATION , OPEN SPACE, AND TRAILS Twin Falls adopted the CQy of Twin Fads Barks and Recreation Master Plan(PRMP)in summef 2018 This Master Plan should be referred to in"unction with this element General reconxrwxndatxms outlined in the MAP for improving recreation service in Twin Fads include • Consider providing an indoor recreational facility that can provide gM space swimming walking trade and classroom space • Continue to use impact fees to provide for neighborhood parks as subdivisions develop • Focus on ways to develop community parks by actively exploring opportunities for pubbcipevate partnerships with school drst icts.businesses.and other public entities EXISTING CONDITIONS OVERVIEW The City's surrounding a mronment has a huge Knpad on the sense of place economically physically.and socially The most prominent feature is the Snake River and the Fads after which Twin Fads was named The m- foot Shoshone Falls which attracts over 300,000 visitors arvwady.flows at an amazing rate of 3200 cubic feet per second at its peak The Snake River Canyon and Falls also present the only real envirorrnm"hazard within the area Preserving the Canyon and Canyon Rim are of high importance to marn4)rn the vwbdRy of recreational opportunities,vaewshed.wddbf a habitat and the mitigation of hazards r Parks, Recreation, and Trails The City of Twin Falls boasts a great diversity of parks a nd recreational amenities including sports complexes. a boat launch.conservation areas.and an ever expanding trail network One of the most popular amenities is the Twin Falls Golf Club.demonstrated by the number of visitors it attracts annually.-27.000 rounds of golf were played in 2014 In addition to the 1.300 acres of neighborhood and regional parks the city maintains,there are ample outdoor opportunities within a short drive of the City With its proximity to the Snake River and Sawtooth National Forest Twin Falls caters to mountain biking.skiing,kayaking.paddle boarding.rafting.fishing.base jumping.snowmobiting.and more. The City has been very proactive in requinng park development along with new development.ensuring that most residents are within a short distance of parks or open space Currently 83°0 of homes are within a 1/2-rrule walk distance from parks or open space,which does not include future planned parks The Canyon Rim Trail system has nearly ig miles of continuous pathways for pedestnans and cyclists Throughout the area.mountain bikers have worked with the City to create an integrated network of 20 miles of traits Other collaborations include the extension of traits into surrounding Bureau of Land Management(BLM)lands.With the mission to'Provide diverse recreational opportunities that are easily accessible to the public.'there are several city-sponsored recreational programs offered for all ages These programs are well used by the community,with over 8.000 participants in 2014 Activities include baseb-all, softball wrestling.soccer,basketball.football.golf, disk golf,bowling,martial arts and karate.sewing,quitting.swimming.pottery,tennis.dancing,and flag football Special recreational opportunities afforded by the Snake River waterway system include kayaking,canoeing.boat demo day.swimming and scuba diving Many of the activities listed are in partnership with the two Twin Falls YMCAs which house group workout facilities, a swimming pool.tennis center.A Zone,and childcare.in addition to a number of other programs The YMCA pool alone has 60.00o visitors each year In order to extend accessibility to recreational opportunities.Twin Falls has developed a recreation scholarship for youth who would not be able to participate without financial assistance There are plans for expanding additional recreation opportunities,though the location,proposed amenities.and design have yet to be set 2026 COMPPEHLNSIVE PLAN 45 Needs Hnalysis According the PRMP.the City of Twin Falls currently offers a wide range of recreational opportunities and amenities to its citizens Its level of service is 342 acres per i.000 population The City has the ability to maintain that level of service but it will require the City to plan for future land acquisition and other development expenses_With careful planning and execution.the City can add the recommended improvements that will connect important facilities and create a uniquely versatile and appealing recreation experience for its citizens. FIGURE 13: AMENITIES AVAILABLE WITHIN EACH PARK ACRES PARX NAME Ascension 8 Auger Falls 681 Blue Lakes Rotary 4 CSI/City Tennis Courts 2 Cascade 4 City Park 5.5 Clyde Thomsen 13 Community Swimming Pool 4 Courtney Conservation 1 Dierkes lake 190 Dennis J Bower Park 25 Drury 1 Fairway Estates 2 Frontier Field 19 Harmon 24 Harrison 2 Harry Barry 3 Jason's Woodland Hills Park 3 hlornmg Sun 3 Northern Ridge 4 Oregon Trail Youth Complex 20.5 Pierce Street Tennis Court .5 Rock Creek Canyon Parkway 46S Rock Creek Trail Estates 5 Sawtooth Softball Fields 3 Shoshone Falls 218 Sunrise 2 Sunway Soccer Complex 39 Teton 4 Vista Bonita 8.5 Willow Lane 5 Band Shell Sledding Hill Conservation Park No Motorized Vehicles Sol% imm Sledding Hill 2016 COMPPf, t NSIVE PLAN �r '-�Cargaa r Nart� SP^�P GMemulPark a� ,, GoHCorrw Dark SurraT �Y SAotaareFeh Saccae k IJrerkn lake Careen r.t Frastte, F� 'Cbr:trre►o �+ Jsae Woodland Abm L CatredtParY rlWtrPark .r G�i _ �r t.. AodCreel•irai '�. �lCe `Sa.loalk � �` SwPsek fstaen Prk BnY� STem.t Coiet' M* Fwi t ' k r_ia�ee P .�a •1Nbw laM •+r �- 40ty IN TebaPMt Ti+on�ee Fbteitr Twa �h�� .� Goirtlrrd F r ..� Qrry'Park ■1r Vsta Bkw lies top TbtarrPart Boundaries Paths and Trails Parks and Walkabilit Areaof Impact Bike Path Existing Parks Future Parks `',J uty Limits Potential Bike PathOB1/4 Mile Walk from a Park or Open Space ��+�► Water Service tpp Year Flood Zones a 112 Mile Walk from a Park or Open Space w � Boundary ~~ VISION Parks,recreation,open space.and traits that continue to provide and expand the range of parks and recreational activities and facilities:and develops and connects the sidewalk and traits network GOALS ; POLICIES PROST Goal 1: Support the development and improvement of recreational amenities along the Canyon Rim Trail, such as restrooms, ptenic areas• interpretive signage, and viewpoint infrastructure- PROST Policy 1.t Provide additional amenities(e.g.interpretive/educational signs,an observation deck. benches.etc)along the Canyon Rim Trail to enhance key viewpoints PROST Policy 1.2:Look for ways to expand the nature hikes.nature traits,and general exposure to the uniqueness of the Canyon(birding,kayaking and rafting,rock climbing.etc) FROST Boat 2: Connect walking and bike paths to circulate through the City, capitalizing on major drainages, and connecting Downtown to the Canyon Rim, schools, parks, and community Facilities- PROST Policy 2.t Develop a city-wide pathway and trait network with pathways that connect individual neighborhoods or subdivisions to the greater active transportation network PROST Goal 3: Explore the Feasibility Or a community recreation center that provides gymnasium space, swimming, walking track, and classroom space- PR05T Goal w: Develop a neighborhood park within one halFmile oir the City's residential areas- PROST Policy 41:Continue to develop new parks within one half-mite of residents within the city limits FROST Action q 1-1 Actively explore opportunities for public/pfrvate partnerships with school districts, businesses.and other public entities -Community parks wilt require the most effort to develop and will need the most lead time to acquire land and construction funding so begin Immediately to secure opportunities. PROST Action 4.1-2 Examine and re-evaluate the current park dedication policy within Code PROST Goal 5: Continue to provide and expand the Ind communiy,, programs For res;dents and visitors- PROST Policy 5 1 Continue to provide City sponsored events(concerts in the park,movies in the park, etc.). PROST Action 51-1 improve the function of City-sponsored programs PROST Policy 5.2:Expand recreational and leisure services for the community PROST Policy 5.3:Explore the feasibility of a kayak park at Rock Creek Canyon or Auger Falls. 2016 COMPREHENSIVE PLAN TRANSPORTATION EXISTING CONDITIONS OVERVIEW Twin Falls prepared the Master Transportation Plait(MTP)in 2oo9 This plait should be reference in con)unction vnth thrs eltwnent According to the MTP.the prrnary goals of the transportation system eve 1 Clear and efficient connectivity of transportation facilities 2 Develop and implement appropriate design and operation standards 3 Provide sufficient roadway capacity to meet current and future needs ; jetropol;tan Planning Lorlsojeratrons As the City reaches a critical population nark of 50,000,Twin Falls well be ebgible for Metropolitan Planning Organization(MPO)status Federal funding for transportation protects are channeled through the MPO process prov►ding Twin Falls with an exciting opportunely for future improvements Inherent to the organization of an MPO is the need for TvAn Falls City Twin Falls County,and the Idaho Transportation Department to work together to solve mutual planning needs Regional Innuen!e an.4 i pn•rectr0�c Twit Falls is strategically Located in the Mag>c Valley and is highly access"e via 14t Blue Lake Boulevard(US- 93) Kmnberty Road(US-3o) and the airport These roadways fall under thejunsdret,on of the Idaho Transportation Department(fTD) but are an integral part and nftuence of the Twin Falls transport~system With the City being a mayor regional center for the Magic Valley it is imperative that the City transportation system provide functionality with surrourx"transportation systems Connectivdy between the CRY County.and State roadways system is essental to providing an efficient transportation system These connections are L"ed in capacity by the abrtity to cross the Snake River Canyon on the Pemne Bridge on VS-93 and the Hansen Bridge on SH-5o Continued coorckr ation between the City.County and State is essential to ensure connectivity for the region Twin Falls is a mayor thoroughfare for interstate truce traffic According to the Twin Falls Master Transportation Ptan.11%of the traffic on Highway 93 is large trucks transporting goods Currently the only truck routes in Twin Falls are ds state highways Currently there are numerous stop sign controlled nlersections in areas with Low daily traffic dent<und in addRion to traffic signals on roadways of high traR+c The public expr essed desire that adddronai traffic controls are, such as round-a-bouts or mecMns to vrsuatty and functionally slow traffic lnternsl Coty Connectivity Overall network connectiv+ty is important to a healthy transportation system Downtown Twin Falls rs defined by a highty connected street grid network As seen in the average daily trips highlighted in Map 7.Transportation.and Traffic,the irruWity of the traffic rs focused on Highways 30 and 93 Cros"through the midde of Twin Falls and north across the Snake River Bridge to 1-84 Very Little traffic passes through the southern part of the Gty Additional north-south routes in addition to Blue lakes Bouievwd are needed to facilitate enhanced mobetity in Twin Falls The 2nd Avenues could also faa4tate enhanced mobility by transforming into a two-way system on each road instead of one-ways Of course this would recWe the movement of Highway 30 of►these roadways fllternative Transportation + Public Transit Neighborhood livability is closely linked to transportation Twin Falls neighborhoods are more livable when they have active transportation(pedestrian and bicycle)links to amenities such as parks.churches.schools,and shopping areas that are compatible with vehicle traffic It is important to ensure a connected network to mitigate effects of traffic.and to provide pedestrian-scale street design Likewise.with an increased senior population,an active transportation network is crucial to their quality of life. There are currently ig miles of existing bike routes and 3 miles of proposed bike routes that follow the Canyon Rim Trail and connect to the street network in town This facilitates both commuting and recreation use.There are plans to expand the current bike network as part of the 2030 Strategic Plan The updated bicycle facilities map was created using citizen input regarding their thoughts and their current cycling habits to gauge future demand and necessary connections Current public transportation in Twin Falls is the Trans IV Shuttle Bus,which provides a vanety of services including bial-A-Ride Their routes and schedules are flexible and change seasonally.This is an on-demand service with no fixed routes available to anyone,but is especially important to students.elderly.commuters,and those with disabilities Other services available are the Magic Valley Ride Share,providing a carpool program.Rocky Mountain Trailways. and Salt Lake Express,which provide services to Salt Lake City.Greyhound bus service also offers connections from Twin Falls to Boise,Pocatello.and Salt Lake City Streetscapes There is a great diversity of design in residential and public developments in Tvnn Falls Although residents value the ability to build and design their homes as they desire,they would like to see more consistency in the design of public structures and facilities Twin Falls'street system includes a fairly uniform rural design in the lower-density fringe neighborhoods,moving to more urban neighborhood streets The rural roadways(paved surface.dirt shoulder.and irrigation ditches)lead to rural neighborhood streets and then urban downtown streets Over time. residents would like to see consistent standards and patterns for pedestrian ways,bike paths,signage,and other road-related features.The needs of pedestrians should be a specific consideration in streetscape design,such as for bike lanes and sidewalk or pathway widths Street lighting,landscape design.and streetscape design are elements for which the public desires to see more cooirdinated and consistent design in order to provide visually appealing connections among City neighborhoods and to enhance safety Improved maintenance and curb and gutters are also desired within older neighborhoods �L 2016 COMPHEHLNSIVE PLAN 9 Boundaries Paths& Features Transportation Average Annual Daily Auto Trips Area of Impact Bike Path Freeway 0 City Limits Potential Bike Path HighwaysNoo� Water Service + Magic Valley Airport Major Roads 1,�� 0000000000000p000p' LJ Boundary Local Roads 9 VISION Transportation that improves circulation along primary roads.especially Blue Lakes Boulevard.and additional facilities to encourage walking and bicycling,through both on and off-street facilities. GOALS + POLICIES Tran7 portation Coal 7: Address the development of public transportation system Facilities and services as needed to meet demand- Transportation Policy tt Create a transit circulator that provides access to the visitor center.the mall.CSI. Downtown.St Luke's,aril industrial hub Transportation Policy 1.2:Develop transit service with connections to Greyhound.the local circulator bus and a shuttle to Magic Valley Airport Transportation Action 12-1 Prepare and pursue a transit circulation and connection plan. Transportation Action 1 2-2 Identify potential public transportation pick up and drop off locations as needed and appropriate to meet demand Transportation boa/ 2: Develop transit opportunities for commuters from neighboring communities- Transportation Policy 2.1:Coordinate street.intersection.and transit stop improvements with regional transportation patterns to increase availability and access to public transit. Transportation Policy 2.2:Evaluate changes in land use in the context of regional needs.overall welfare,and objectives.as weU as the desires of surrounding neighborhoods Transportation foal 3, Maintain clear and efficient connectivity for vehicles. pedestrions. and Transportation Policy 3.1:Provide facilities and programs that support the safe'walkability'and-bikeabibty' of the community Transportation Action 3.1-1 Develop complete streets along major artenals to ensure vehicular,transit. bicycle.and pedestrian mobility throughout the City Increase bicycle and pedestrian access between neighborhoods and activity centers Transportation Action 31-2.Develop.adopt_and enforce appropriate street.bicycle,and pedestrian facility standards to meet City needs. Transportation Policy 3.2:Continually monitor and evaluate the road system to ensure that proposed and existing road designs will adequately meet the demands of the community Transportation Action 32-1 Convert one-way streets to two-way streets with parking Transportation Action 3 2-2 Investigate opportunities for accommodating differing modes of travel within existing curb-to-Curb widths. Transportation Policy 3.3:Provide safe truck access into,around.and though the community Transportation Action 33-1.Develop a Trucking Acgets Plan to identify appropriate locations to r reroute trucks that improve safety and support- unity design and function. �:o COMPREHENSIVE PLAN 8-1-1: DESIGNATION:® 0 All streets, avenues and alleys within the corporate limits of the City which have been laid out, platted and dedicated as required by law by any owner or owners of the land included in such plats and dedications,which have been accepted by the City by special ordinance, or by being worked by the City under the authorization therefor by the City Council, and which have not been vacated,are the streets and avenues and alleys of the City, subject to the power of the Council to open, close,widen, extend and vacate the same as provided by law. (1958 Code, ch. IV, art. 1) 8-1-2: STREET GRADES:C 0 The grades given and shown in detail upon the plat of the City, as prepared by C.H. Mull, City Engineer,under certificate of said Engineer,dated May 20, 1909, as subsequently amended,and on file in the office of the City Clerk,be and the same are hereby adopted and declared to be the established grades of said City upon the streets and alleys as shown thereon. The City Engineer shall establish grades for all new streets and alleys taken into the City and for all streets and alleys not now graded and shall file records of the same in the form of profile drawings with the City Clerk. Such grades shall become official upon filing with the City Clerk. The elevation figures shown upon maps and profile drawings or set forth in ordinances refer to Local Datum which is hereby established by the monument at the corner common to Sections 15, 16, 21 and 22, Township Ten(10) South,Range Seventeen(17)East,B.M.,the top of said monument being at elevation 3812.07 feet above sea level. (1958 Code, ch. IV, art. 1) 8-1-3:NAMES OF STREETS AND AVENUES:C 0 The names of streets and avenues as given and shown on the map of the City adopted by the City Council on February 25, 1957, and on file in the office of the City Clerk,or as mayhereafter be renamed by said Council, are hereby declared to be the names of the same.Names of all streets and avenues hereafter dedicated shall be approved by the City Council. (1958 Code, ch. IV, art. 1) 8-1-4: HOUSE NUMBERING: 0 All dwelling and business house numbers within the City shall be determined and assigned by the City Engineer and shall conform to the numbering map approved by the City Council, February 25, 1957, and on file in the office of the City Engineer. Every owner, or other person having control of any dwelling or business house within the City, shall place or cause to be placed on the front of said building the proper number thereof in conformity with the provisions of this Section,which numbers shall be not less than three inches (3") in height and shall be so placed as to be plainly visible from the street. (1958 Code, ch. IV, art. 1) 8-1-5: VEGETATION ENCROACHMENT: 0 Every owner,tenant,or occupant of the premises abutting or adjoining any public right of way shall be required to trim or remove any trees, shrubbery, or plant growth which encroaches over any sidewalk,beyond any curb line, or over the edge of the pavement in such a manner as to violate the following provisions: (A)No trees, shrubbery or plant growth of any kind shall encroach over any sidewalk below a height of seven feet(T) above the sidewalk. (B) No trees, shrubbery or plant growth of any kind shall encroach beyond the curb line or edge of pavement into any street or alley below a height of thirteen feet (I Y) above the street or alley surface. (Ord. 2491, 7-3-95) 8-2-1: PERMIT REQUIRED: 0 It shall be unlawful for any person, other than authorized City employees,to remove,break, repair or disturb any curb, sidewalk, surfacing or any other structure,or to fill or excavate or to construct any structure, either permanent or temporary,or to do any other work within or upon the streets or alleys without first obtaining a permit therefor as herein provided. (1958 Code, ch. IV, art. 3) 8-2-2: APPLICATION AND PERMITS: 0 Any person desiring to do any work within or upon any street or alley shall file an application fee to be established by resolution of the City Council with the City Engineer on a form furnished by the City. (Ord. 2132, 12-17-84) 8-2-3: DEPOSITS:C 0 (Rep. by Ord. 2132, 12-17-84) 8-2-4: APPROVAL OF PERMITS:4h 0 Permits for any work involving the removal or destruction of any street surfacing, curb, curb and gutter, sidewalks, signs or other structure with public right of way shall be approved by the City Engineer. A permit for performing work in or upon any public right of way shall not relieve the permittee of responsibility for the safety of water lines, sewer lines, electrical cables, conduit or any other structures, material or equipment which may be either above or below the ground, nor shall any such permit allow the permittee to enter upon any private property. Permits shall not be granted for any improvement,excavation,fill, construction,repairs or any other work within the public right of way unless the contemplated work includes the construction of curb on all streets adjoining the property where adequate curbing does not exist at the time of application nor shall any permit be granted for any work within the streets adjoining any business property unless the contemplated work includes the construction of curb and sidewalk on all streets adjoining the property where adequate curbing and sidewalks do not exist at the time of application,except that in the Manufacturing Zones, as defined in this Code!,this requirement may be waived on approval of the City Council. Permits shall not be granted for any work within or upon any public right of way bordering on any property having motor vehicle fuel pumps, driveway approaches, signs, sidewalks,curbs or other structures which do not conform to the existing requirements unless such items are to be reconstructed,removed or altered to conform to the existing requirements and regulations. Permits shall not be granted for the use of any material other than Portland cement concrete for any new construction bordering on any business property within the space between the property line and the curb line of any street. (Ord. 2132, 12-17-84) 8-2-5: PROGRESS OF WORK:® 0 Whenever any work is done in or upon any public right of way, such work shall,when once commenced,be continued to completion without unnecessary delay. If, at any time during the progress of the work,the work is left unattended for a period of more than twenty four(24) hours,the superintendent of streets may restore the site to its original condition and the person responsible for the work shall be billed for the expense of such restoration. (1958 Code ch. IV art. 3) 8-2-6: WARNING SIGNS AND BARRICADES: 0 Anyone doing any work in or upon any public right of way,whether by permit or otherwise, shall, if such work is not completed before sunset,provide a fence or other suitable obstruction around the site of such work and shall provide a minimum of four(4) flares or lights and keep them burning throughout the hours from sunset to sunrise. (1958 Code ch. IV art. 3) 8-2-7: DITCHING ACROSS PUBLIC RIGHT OF WAY: C 0 When, for any reason, it is necessary to run a ditch of any depth across more than one-half('/2) the width of any street, excavation and backfilling shall be completed on one-half(1/2) of the street before any excavation is started on the other half. Whenever such ditching is to be done, the person responsible for the work shall inform the police and fire departments not less than two (2)hours before the work is scheduled to start and shall notify the police and fire departments as soon as the work is completed.Backfilling shall be done in accordance with city specifications for sewer construction. (1958 Code ch. IV art. 3) 8-2-8: AWNINGS:h 0 It shall be unlawful for any person to place, erect, construct or maintain any awning, shade or other structure of any kind or for any purpose over or above the sidewalk space of any street or avenue within the city,unless each and every part thereof other than the cloth or fabric covering shall be at least seven feet(T) above the surface of the sidewalk,and unless each and every part of the cloth or other fabric covering and fringe be at least six and one-half feet(6'/2')above the sidewalk.Provided,that this section does not, and shall not,be deemed to affect or change in any way the provisions for height of electric or other signs. (1958 Code ch. IV art. 3) 8-2-9: USE RESTRICTIONS:® 0 (A) Fires: It shall be unlawful for any person to set or maintain a fire on any public right of way3. (B) Rubbish And Waste: It shall be unlawful for any person to sweep,throw, drop, leave or otherwise place any paper,rubbish, dirt, ashes,waste,trash,weeds, grass or other like substances on any public right of way. (C)Obstruction Of Streets: It shall be unlawful for any person to obstruct in any way any public right of way except by permit issued under this code. (D)Horses And Animals: It shall be unlawful for any person to leave any horse, mule or team standing in any street or public place or an enclosure without a rider or driver,unless such horse, mule or team is securely fastened. (E)Driving Over Curb: It shall be unlawful for any person to drive or cause to be driven any vehicle,team or wagon over or upon any curbing or sidewalk,except at locations where an approved crossing has been provided. (Ord. 2132, 12-17-1984;amd. Ord. 2234, 5-16-1988) 8-2-10: WEIGHT RESTRICTIONS:4h 0 It shall be unlawful to drive or haul or cause to be driven or hauled any vehicle of which the weight, or distribution of the weight or the length of a single vehicle, or the combined length of joined vehicles or the width shall exceed in any respect that or those allowed by any statute of the state now or hereafter in effect, or any regulation of the state highway department now or hereafter in effect, or any regulation of any highway district in the city which now is or hereafter may be in effect; or to drive or haul, or cause to be driven or hauled, any vehicle having projecting hard knobs or parts upon any of its wheels, except upon permission of the city engineer,which permit shall designate the street or streets to be traveled; or to move any weight or article upon or over any street or streets to be traveled; or to move any weight or article upon or over any street unless the same be mounted upon, and the weight thereof borne by,wheels. Provided,however,that this section shall not apply to the moving of buildings4 under special permit granted by the city council or to the operation of any vehicles or equipment by the City in the care of or work upon its streets and alleys. (1958 Code, ch. IV, art. 3) 8-2-11: COUNCIL MAY ORDER CONSTRUCTION:® 0 The City Council may from time to time by order or resolution entered upon its minutes, order and direct the construction or repair of any sidewalk in the manner designated in the order and when any sidewalk shall be so ordered built,rebuilt or repaired, and the owner shall fail or neglect to build,rebuild or repair the same,the same may be done by the Superintendent of Streets or by the contractors who may agree to do the same, and such contract shall be awarded to the lowest responsible bidder therefor. The City Clerk shall, as the City Council may direct, advertise for bids for the construction of sidewalks in a newspaper published in the City. The Clerk shall,upon the passage of any order or resolution of the Council directing the building or repair of any sidewalk,cause a written notice to be served on the owner or owners of the property abutting, fronting on or adjacent to the sidewalks to be constructed,notifying them to construct the same in accordance with the provisions of this Chapter and the order or resolution directing the construction of the same,within fifteen(15) days from the date of the service of said notice,which notice may be served by delivering a copy thereof to the owner or owners,his or their agent, or by leaving a copy thereof at the usual place of abode of the owner with any member of the owner's family over the age of fifteen(15)years. In case any owner is a nonresident,or his place of abode cannot be found,then the Clerk shall cause said notice to be published for four(4)weeks in a newspaper published in the City. If, at the expiration of the time for which said notice is given,the said sidewalk shall not be built by the owner of the property abutting,fronting on or adjacent to the same,then the Superintendent of Streets or contractor shall proceed as soon as practicable to construct the proper sidewalk as provided by this Code, and in accordance with the order or resolution directing the construction of the same. When any sidewalk shall need repairing or rebuilding to conform to the requirements of this Code, the Superintendent of Streets may cause notice signed by the City Clerk to be given to the owner of the property fronting on or abutting on or adjacent to such walk requiring the repair to be made within fifteen(15)days, or the rebuilding to be done in fifteen(15) days. The serving of notice shall be made in the same manner as provided above and if the same is not repaired or rebuilt within the time above specified,it may be repaired or rebuilt by the Superintendent of Streets or contractor in the same manner and upon the same terms as provided for first construction. As soon as the building,rebuilding or repairing of any sidewalk shall be completed,the sidewalk shall be inspected by the City Engineer, and if it be constructed or repaired in conformity with this Code and the order or resolution ordering the same and the contract,if one is made, a certificate shall be issued to the Superintendent of Streets or contractor as the case may be,which shall state the amount of sidewalk constructed by the Superintendent of Streets or contractor,the street or avenue,where constructed and the description of the lots and blocks in front of, abutting on or adjacent to which such sidewalk is built and the amount due for that fronting on, abutting or adjacent to each lot. Upon the presentation of one or more such certificates to the City Clerk,he shall assess the amount of such certificates separately upon the lots fronting,abutting on or adjacent to the sidewalks built or repaired, and record and file the assessment roll in his office. At the next regular meeting of the City Council the Clerk shall notify said Council of the fact that he has made such assessment. The City Clerk shall immediately thereafter give the lot owner notice of such assessment by publication for a period of three (3) days in a newspaper published in the City, notifying such owner to appear before the Council at its next regular meeting,giving time and place of such meeting,that such property owner may be heard before the Council as to the justness and correctness of the amount so assessed. In case the owner shall fail to pay such assessment or fail to appear and make objections or shall fail to have his objections sustained by the Council,then the assessment,unless the same be paid within ten(10) days after such hearing, shall be certified by the City Clerk to the proper County officer having custody of the tax list of Twin Falls County, at the time the said certificate is made, in the same manner as other City taxes are certified to said officer. All such assessments shall be known as special assessments for sidewalk,and shall be levied and collected as a separate tax in addition to the taxes for general revenue purposes to be placed on the tax roll for collection,subject to the same penalties and collected in the same manner as other City taxes. As soon as the City Clerk has so certified such assessment he shall draw and issue a warrant to the contractor or Superintendent of Streets as the case may be for the amount called for in the certificate by the City Engineer upon the sidewalk fund which shall be signed by the proper officers of the City and registered in the office of the City Treasurer. All warrants so issued shall be payable out of the moneys collected by the County Collector from said sidewalk assessment and the City shall in no event be liable on such warrants except to the amount collected from said assessment. When any warrant drawn on the sidewalk fund is presented to the City Treasurer for payment and there are no funds in the Treasury for the payment of the same,the Treasurer shall endorse upon the back of said warrant the date of presentation for payment with words "No Funds" and any and all warrants so endorsed shall bear interest from the date of presentation and endorsement by the Treasurer at the rate of seven percent(7%)per annum. (Ord. 2098, 3-19-84) 8-2-12: SIDEWALKS,CURBS AND DRIVEWAY APPROACHES:5 ® 0 (A)Property Owner Responsibility: Sidewalks, curbs and driveway approaches shall be constructed and repaired by the owners of the property adjoining the location of the work at their expense, at such times and in such places and manner as herein provided. The City Engineer is hereby authorized and directed to inspect all such work and to obtain compliance with this Code and the specifications and drawings herein referred to. (B)Regulations: It shall be unlawful for any person to lay,place or construct any crossing over curbing in the City by means of cutting or removing such curb, or otherwise,without first obtaining a permit from the City Engineer to be issued according to the regulations contained herein. Any property owner desiring to obtain a permit for a service driveway or driveways to serve his property, shall file application therefor with the City Engineer. Said application shall be in writing and upon a form provided by the City and shall contain information showing the type of construction,the length of driveway desired,location of driveway and any other information which may be required by the City Engineer. The permit fee for cutting a curb shall be ten dollars($10.00)per each thirty five feet(35') or less of driveway. If the proposed alteration as set forth in said application conforms with the regulations herein contained and the provisions of Resolution No. 1048 and amendments thereof,the City Engineer shall issue a permit therefor. The city council reserves the right to review any decision of the city engineer upon any application and to permit curb cuts for a distance in excess of thirty five feet(35') in a commercial or manufacturing district where it appears that it is necessary to accommodate large trucks and trailers. The public welfare, safety and convenience shall be considered in granting any such application. (C)Line And Grades: All lines and grades for all construction within the public right of way shall be established by the city engineer.If sidewalks,curbing,driveway approaches or other construction in the public right of way is not set to the lines and grades as established by the city engineer,the city council may direct removal and reconstruction to the proper grades. (Ord. 2164, 12-16-1985) 8-2-13: LIABILITY FOR DAMAGES OR INJURIES OCCURRING ON SIDEWALKS, CURBS AND DRIVEWAY APPROACHES:® 0 Since the owners of property adjoining right of way are responsible for the construction and repair of sidewalks,curbs and driveway approaches,the city, its officers and employees shall not be liable for injuries or damages resulting from a failure to construct,rebuild or repair sidewalks, curbs and driveway approaches. (Ord. 2098, 3-19-1984) 8-2-14: BENCH SEATS AND SIGNS:® 0 The city council may permit placement of bench seats or bench signs on public right of way at a specific location under the following conditions: (A) Application: The application shall contain the name and address of the applicant, location of the proposed bench, a site plan showing all structures and improvements within twenty five feet (25')• (B) Permit Fee: Any person desiring to place a bench seat or bench sign on public right of way shall pay a permit fee of fifty dollars ($50.00)per year per bench sign and five dollars ($5.00) per year per bench seat for use of the right of way. (Ord. 2306, 4-16-1990) (C) Special Use Permit: No bench sign shall be placed without prior approval by special use permit pursuant to subsection 10-9-8(C) of this code. (Ord. 3005, 6-6-2011) (D) Liability Insurance: No bench seat or bench sign shall be placed on public right of way until the person desiring to place the bench provides a certificate of insurance insuring the city of Twin Falls in the amount of five hundred thousand dollars ($500,000.00)per occurrence. (E) Location: Benches shall be placed parallel to the edge of the sidewalk opposite the street and with a clear space for pedestrian traffic of at least five feet(5') between the front edge of the bench and the edge of the sidewalk closest to the street. (F) Liability: Notwithstanding any other provision in this code, the permit holder shall have the sole responsibility for inspection and maintenance of any benches permitted and, by applying for the permit, agrees to release and indemnify the city and all adjoining property owners of and from any liability arising out of the placement, maintenance or use of the benches. (Ord. 2306, 4- 16-1990) 10-10-5: PARKING ACCESS AND LAYOUT DRAWING-ALL DISTRICTS AND SUBDISTRICTS:lt 0 (A) In all districts building plans shall provide for entrance/exit drive(s) appropriately designed and located to minimize traffic congestion or conflict within the site and with adjoining public streets as approved by the city engineer or designated representative. 1. Where projected volumes of traffic entering or leaving the developments are likely to interfere with the projected peak traffic flow volumes on adjoining streets, additional right of way and paving in the form of a deceleration lane or turn lane may be required to be furnished by the landowner in order to reduce such interference. Projections of traffic shall be based on analysis performed by the city engineer or designated official. 2. Additional right of way or paving requirements may be reviewed and determined during the platting and/or development process. (B) Backing a vehicle from an off street parking space directly into a public trafficway creates a traffic hazard. Parking layouts requiring this maneuver shall not be approved by the city engineer except for residential uses exiting onto a local trafficway of low traffic volume. (C) Whenever off street parking is required by this code a parking layout drawing shall be submitted to and approved by the city engineer. The layout shall show a sketch of all parking spaces, access aisles, entrances to the site and exits from the site drawn to scale and the dimensions of each item shown and shall indicate all information necessary to determine the employee and customer parking requirements. The entrances to and/or exits from the parking site shall conform to the requirements of this code for driveway approaches. Parking spaces shall have a minimum size of nine feet by twenty feet(9' x 20'), or if parallel to the access aisle, nine feet by twenty three feet (9'x 23'). (Ord. 3076, 8-11-2014) 10-11-4: PARKING AREAS:C (A) Pedestrian Access: Access to each building shall be provided by connecting the principal entrance into each building to the parking areas intended for the use of the occupants with a sidewalk which is not more than three hundred feet (300') in length. (Ord. 2468, 12-19-1994) (B) Surfacing: All parking and maneuvering areas shall be hard surfaced with portland concrete or asphaltic concrete surface material. In the M1 and M2 zoning districts, the requirements in section 7-1-20 of this code will apply. (Ord. 2550, 6-2-1997) (C) Striping: Parking areas that are intended to provide more than ten (10) spaces on a single site shall be marked off with a four inch by fifteen foot(4" x 15') long painted stripe along the sides of each parking space. (D) Lighting: Parking areas that are intended to provide more than eighteen(18) spaces on a single site shall have lighting that will provide at least one foot-candle of light at the ground surface on the entire parking site. Lighting shall be screened so that it does not directly illuminate any adjacent residential uses with more than one-fourth (1/4) of a foot-candle and so that it does not create a traffic hazard. (E)Vehicle Access: 1. Any motor vehicle entrance to a public trafficway from private property shall be considered a driveway approach and shall conform to the standards established herein. 2. The city engineer shall establish construction standards for all driveway approaches. The standard depressed curb type approach shall be constructed unless otherwise directed by the city engineer. An arterial street driveway approach, with rounded curbing, may be required by the city engineer when traffic conditions on arterial streets warrant a more rapid entrance and exit through the driveway approach. This decision of the city engineer requiring an arterial street driveway approach may be appealed to the city council. Nothing in this subsection should be construed to prevent the construction of an arterial street driveway approach, if desired by the property owner. (Ord. 2468, 12-19-1994) 3. The city engineer may allow driveway approaches conforming to the following standards, providing they do not pose any unusual traffic hazards: a. Residential Use Driveway Approaches: Shall not exceed thirty six feet (36'). Joint use drives between two (2) separate properties to serve multi-family residences will be allowed; however, the total width of the curb cut shall not exceed forty feet(40'). There shall be at least thirty two feet (32')between driveways entering a single property ownership and at least eighteen feet(18') of straight curb between the end of a driveway and the end of a corner radius and at least two feet(2') between the end of a driveway and a side property line. b. Commercial And Manufacturing Use Driveway Approaches: Shall not exceed forty feet(40') nor be less than thirty feet(30') except one-way approaches which shall not be less than twelve feet (12'). There shall be at least thirty two feet(32') of curb between driveways and at least eighteen feet(18') of straight curb between the end of a driveway and the end of a corner radius and at least two feet(2')between the end of a driveway and a side property line. (Ord. 2773, 12-15-2003) c. Large Trucks And Trailer Accommodation: The city engineer may allow curb cuts up to sixty five feet(65') for commercial or industrial drives where it appears that it is necessary to accommodate large trucks and trailers and to reduce the distance between a commercial or industrial driveway and the side property line to two feet(2')when on street parking is not allowed or not practical due to some existing condition. The public welfare, safety and convenience shall be considered in granting such applications. d. Additional Driveway Width Allowed: The city engineer may allow additional driveway width under the following conditions: the street is not an arterial or collector street; the traffic generated by the land use is minimal (no high traffic generating retail trade uses, services, residential uses or public assembly as defined in section 10-10-3 of this title); a parking plan is submitted and adhered to that conforms to subsection 10-10-5(B) of this title; and driveways conform to standard slope and height dimensions to control drainage. (Ord. 2468, 12-19-1994) TWIN FALLS MASTER TRANSPORTATION PLAN 5. Capital Improvement Plan Chapter5 defines a capital improvement plan. Implementing the improvements recommended in this document requires the coordination with the proper agencies, developer contributions to the transportation system as new development occurs and a local commitment to pay for and implement needed improvements. This section identifies the capital improvement plan for the City of Twin Falls. Capital Improvement Plan by Phase he improvement transportation priorities identified in this Transportation Master Plan reflect the goals that were identified by the City. The stated goal of the City of Twin Falls is to achieve level of service (LOS)C on all roads with the exception of Blue Lakes,which has a future goal of LOS D. These goals were used to guide the development of the Capital Improvement Plan (CIP). This chapter identifies the main components of projects that are anticipated to be needed by a particular time, and a planning level cost estimate for each improvement The recommended improvements are separated into two phases: 2015 and 2030. These improvements are for collector streets and above. Local street improvements may be required, but are not included in the CIP. Trails and related pedestrian improvements are also not included in the CIP. The CIP has three main objectives: ■ To identify an estimated cost for each needed transportation improvement ■ To identify the implementation time frame for each transportation improvement ■ To identify the location of the needed transportation improvement Figure 19 represents the Capital Improvement Plan. The location,improvement,goals met and estimated cost are all included in this figure. The costs included in the figure are road base, asphalt, curb/gutter and sidewalk. Engineering costs, utilities and contingencies were also included in the cost estimates. Cost estimates were developed assuming full reconstruction of the existing pavement section where widening was needed. The costs are inflated based upon the phased construction schedule. Details of the cost estimates are included in Appendix. B. When budgeting for transportation improvements, it is important that a review of the Twin Falls City Capital Improvement Plan (CIP) be referenced. The CIP provides a short-term (2015) priority list of transportation improvements that are generally taken from the long-term (20 plus years) list of the 4GWFinal Report January 2009 Page 56 TWIN FALLS MASTER TRANSPORTATION PLAN Transportation Master Plan. This will help to ensure that elected officials, staff, and residents understand the financial need for current and future budgets. As part of the Transportation Master Plan an associated list of roadway improvement projects was initially created by Twin Falls City Personnel. This list comprised the Capital Improvement Plan or CIP list. The initial CIP was based upon City personnel's experience, understanding of the overall transportation system, and knowledge of funding criteria, and challenges. As the TMP was being developed and the transportation model was calibrated the 2030 LOS was developed and the CIP was adjusted to address the future LOS at a level E/F which puts the roadway in a state of failure, (see Figure 13 2030 No Build Level of Service). As shown in the map,Blue Lakes Blvd will have a LOS of E/F,portions of Falls, Filer, and Grandview will also be LOS E/F. North College is shown as E/F, but instead of making improvements to the roadway itself, Twin Falls City has proposed a new roadway that would extend Cheney to the east and tie into North College, (see Figure 19 - Capital Improvement Plan). This new roadway would move traffic along a different route that corresponds with future plans of Twin Falls City. The CIP not only addresses those roadways that fall into LOS E/F,but it looks at improving the overall transportation system. Without CIP suggested improvements, and based on the travel demand model, Eastland Drive would function at a LOS of A/B & C through most of the corridor, with only a mile section falling into the D category. The CIP looks to improve this corridor as a means for through traffic to bypass Blue Lakes. As part of this project a grade separated Railroad crossing is proposed, and incorporated into the CIP. This will be either an overpass or underpass, with the selected type being determined at a later date. Additionally,without implementing the suggested CIP improvements Hankins Road would have a three-quarter of a mile section that falls into the LOS D category. Cost Estimate Worksheet CIP Cost Estimate Development Calculating cost estimates for CIP projects was a process that involved determining item unit costs, identifying those sections of necessary roadway construction and recommending how best to phase the construction costs over time. Items that were considered in the cost estimation of these roadways included: Asphalt, Leveling& Base Course,Sidewalk,Curb&Gutter,Right of Way,Utility Easements,Landscaping and other relevant items. Each of these items was quantified using GIS to determine the estimated amount of each item necessary to widen the existing roadway to the desired width. Once roadway and roadside items were quantified unit costs were assigned to each to establish an estimated cost per item. Unit costs were derived from current ITD project information, municipal government projects in the area, and area contractors. The costs reflected in this study are present day dollars. Table 15 shows the present day cost for each project, and also an inflationary cost associated with the phasing year. This inflationary cost uses 5%inflation until the year 2015 then 3.5%inflation is used thereafter. The CIP list is a list of projects that will help to eliminate those areas where in the future the LOS will fall below the stated LOS goals established for this study. Most of the projects on the CIP are along arterial roadways,which are recommended to be 5 lanes based on the recommended TMP cross section shown in Figure 14. Because of the cost to construct all of these to the recommended width of 5 lanes, the CIP recommends 4 lane sections be constructed to address capacity and that the right-of-way for the additional 5' lane also be acquired. This will allow for future widening to accommodate the 5' lane as ® Final Report January 2009 Page 57 TWIN FALLS MASTER TRANSPORTATION PLAN necessary. See Table 15 for this information. The CIP table shown on Figure 19 is slightly different than Table 15 as it shows the estimated costs to construct the CIP projects excluding the additional ROW Table 15: CIP List Twin Falls City Master Transportation Plan CIP List (Including R/W for Median Lanes on Arterials) Project ID Cost at Phase with # Street From To Improvement PreliminaryCost Phase Inflation I Falls Washington Grandview Widen to 4lanes $3,418,119 2015 $4,809,637 2 Falls Locust Eastland Widen to 4 lanes S2,361,062 2030 S5,565,929 3 Falls Blue Lakes Locust Widen to 5lanes $377,111 2015 S530,632 4 Blue Lakes Kimberly Addison Widen to 3lanes S2.917,834 2030 $6,878,456 5 Washington Pole Line Addison Widen to 5 lanes In Process 6 IGrandview Filer Falls Widen to 3lanes S1,446,066 2030 $3,408,933 7 Filer Grandview Blue Lakes Widen to 3lanes $3,891,866 2030 S9,174,623 8 Filer Locust Madrona Widen to 4lanes $587,502 2030 $1,384,967 9 Hankins Addison 4th Ave. Widen to 3lanes S3,000,106 2030 S7,072,403 10 Cheney Parkview North College New road/3 lanes S6,622,357 2015 S9,318,321 Eastland Candlerid a Addison Widen to 4 lanes 11 Eastland Addison Orchard Widen to 3 lanes $16,334,009 2015 $22,983,591 12 Addison Mornin side IJuniper I Widen to 5lanes I S1,206,921 1 2015 1 S1,698,259 TOTAL: $42,162,953 Inflation 5%until 2015 Costs include additional R/W for median lane to meet Master Plan Width current day dollars then 3.5%thereafter Intersection Improvements to be completed as part of CIP Corridor Improvements As part of the development of the CIP projects, several intersection areas will require improvement. In order to understand the proportionate share of these intersections, the following table is provided. It should be noted that intersection costs are included with the total CIP costs shown in Table 15. Table 16 CIP Intersection Costs Twin Falls City Master Transportation Plan CIP Intersection List #of Intersection ID # Street From To Improvement Improvements Cost Phase Fall Washington Grandview Widen to 4 lanes 2 $600.000 Falls Locust Eastland Widen to 4 lanes 0 $0 3 Falls Blue Lakes Locust Widen to 5 lanes 0 $0 Blue Lakes Kimberly Addison Widen to 3 lanes 0 $0 Washington Pole Line Addison Widen to 5 lanes 0 $0 F Grandview Filer Falls Widen to 3 lanes 0 $0 Filer Grandview Blue Lakes Widen to 4 lanes 3 $900,000 8 Filer Locust Madrona Widen to 4 lanes 1 $300,000 9 Hankins Addison 4th Ave. Widen to 3 lanes 1 $300.000 10 Cheney Parkview North College New road/3 lanes 3 $900700 11 Eastland Candleridge Addison Widen to 4 lanes $300,000 Eastland Addison Orchard Widen to 3 lanes 1 TOTAL: $3,300,000 Final Report January 2009 Page 58 TWIN FALLS MASTER TRANSPORTATION PLAN In assigning a cost of Intersection Hot Spot improvements, recent projects of a similar nature were used as well as professional experience to determine an estimated cost. The table shown below outlines the preliminary costs of each of these intersections. It should be noted that these costs are separate from the intersections that are incorporated as part of planned CIP projects. Additionally the intersection of Washington South and Orchard Blvd is scheduled to be completed in 2010. The intersection improvements outlined, as well as the associated CIP projects incorporate Americans with Disabilities Act (ADA)requirements in planning and cost estimating. Table 17 Intersection Hot Spots ntemcuon ID LOCATION CONDITION PRELIMINARY COST 1 Washington&Orchard Congestion.Poor Turning Conditions $400,000 2 Blue Lakes&Cheney Heavy Congestion $250,000 2 Blue Lakes&Addison "Fiwe Points Intersection' Congestion.Confusion,Lack of Some Turning Lanes $250,000 3 Blue Lakes&Falls Heavy Congestion.Turn Lane Deficiencies $400,000 3 Blue Lakes&Filer Heavy Congestion,Turn Lane Deficiencies $250,000 4 Washington&Addison"West Fiwe Points Intersection" Congestion,Operational Conflicts with North 2nd Awe $100,000 5 Falls&Locust Congestion, Turn Lane Deficiencies $250,000 6 Addison&Carnage Congestion $300,000 7 Blue Lakes&Orchard Truck Traffic,Turning Deficiencies $400,000 8 Addison&Hankins Congestion,Turning Conflicts $400,000 9 Eastland&Falls Turn Lane Deficiencies. Free Right Turn Island S100,000 10 Blue Lakes&Kimberly"East Fiwe Points Intersection" Congestion,Confusion $500,000 11 Falls&Hankins Congestion, Turn Lane Deficiencies $200,000 TOTAL $3,800,000 (current day ddlars) Roadside Deficiencies - Improvement Costs Using GIS database tools it was determined that there are approximately 15 linear miles of missing curb & gutter and 43 linear miles of missing sidewalk and landscaping/ hardscape. The estimated cost for deficient curb and gutter is $1.7 million, sidewalk $5.1 million and landscaping/hardscaping is $ 3.7 million. Lighting Improvements Based on the results of the lighting study, it is recommended that additional lighting be placed at all intersections in the study and that remaining intersections be evaluated to determine compliance with IESNA RP-8-00. It is recommended that four (4) lights be placed on all non signalized intersections to provide for pedestrian safety. An intersection requiring 4 lights will cost an estimated $16,000 for poles and luminaires. Capital Improvement Projects Falls Avenue Washington Street to Grandview Drive Currently Falls Avenue from Washington Street and Grandview Drive provides access to many residences, and functions as a connector to Washington Street and Grandview Drive. To meet the transportation master plan cross section of 78 feet of right-of-way, 4 lanes, and 48 feet of road surface several roadway and roadside improvements are needed A pavement width of 48 feet requires up to 28 feet of additional pavement width in the area of Blake Street to Bracken Street. Additional right-of-way acquisition between 8-28 feet is needed throughout this road section. Extensive sidewalk, curb and gutter improvements are also needed throughout this entire section of roadway. 4� Final Report January 2009 Page 59 TWIN FALLS MASTER TRANSPORTATION PLAN Falls Avenue Locust Street to Eastland Drive Falls Avenue from Locust Street to Eastland Drive provides access to many residences and mobility as an east west arterial off of Blue Lakes Boulevard. This section of Falls Avenue currently has 2 travel lanes throughout. To meet the transportation master plan cross section of 78 feet of right-of-way, 4 lanes, and 48 feet of road surface several roadway and roadside improvements are needed. A pavement width of 48 feet requires up to 10 additional feet of pavement in some sections. Right-of-way acquisition requires up to 18 feet in the area near Madrona St. Sidewalk, curb and gutter improvements will be needed throughout the entire roadway section due to the widening of the roadway to one or both sides. Falls Avenue Blue Lakes Boulevard to Locust Street Falls Avenue from Blue Lakes Boulevard to Locust Street is a short section arterial roadway which connects a commercial area of Twin Falls to a residential area. This current roadway transitions from 5 lanes and 60 feet wide at the Blue Lakes intersection to 4 lanes and 50 feet wide until Locust Street. To meet the transportation masterplan cross section of 92 feet of right-of-way, 5 lanes, and 62 feet or road surface some roadside and roadway improvements are needed. A pavement width of 12 additional feet is needed throughout. Twenty-seven feet of additional right-of-way is needed throughout this road section. Sidewalk is needed on the south side due to the widening of this roadway section. Blue Lakes Boulevard Addison Avenue to Kimberly Road Blue Lakes Boulevard from Addison Avenue to Kimberly Road is a one mile section of developed roadway through Twin Falls City. Currently, this roadway varies in width from 26 feet to 50 feet wide with 70 feet of right-of-way and 2 lanes. To meet the transportation master plan cross section of 78 feet of right-of-way, 3 lanes with striped bikeways, and 48 feet of road surface several roadway and roadside improvements are needed. A pavement width of up to 22 additional feet is needed throughout this roadway section. Right-of-way width acquisition is minimal at 8 feet. Extensive sidewalk,curb and gutter, and lighting improvements are needed due to the roadway being widened to one or both sides throughout. Grandview Drive Falls Avenue to Filer Avenue Grandview Drive from Falls Avenue to Filer Avenue is an arterial roadway running through an agricultural and residential area of Twin Falls City. Currently this half-mile section of roadway varies between 30 and 40 feet in pavement width with nearly 80 feet of right-of-way and 2 travel lanes. To meet the transportation master plan cross section of 78 feet of right-of-way,3 lanes with striped bikeways, and 48 feet of road surface some roadway and several roadside improvements are needed. A pavement width between 8 and 18 feet is needed. Minimal right-of-way acquisition is needed from Sage Mesa Court to Filer Avenue. Extensive sidewalk and curb and gutter, pedestrian ramps, and street lights are needed throughout due to current deficiencies in these areas. Filer Avenue Grandview Drive to Blue Lakes Boulevard Filer Avenue from Grandview Drive to Blue Lakes Boulevard is a collector roadway running through a residential and agricultural area of Twin Falls City. Currently this nearly 2 mile section of roadway is 2 lanes with a pavement width between 30 and 42 feet and a right-of-way width of 50 feet in most areas. To meet the transportation master plan cross section of 78 feet of right-of-way,3 lanes with striped bikeways, 00 Final Report January 2009 Page 60 TWIN FALLS MASTER TRANSPORTATION PLAN and 48 feet of road surface some roadway and several roadside improvements are needed. A pavement width between 6 and 18 feet is needed. Nearly 28 feet of additional right-of-way width acquisition is needed. Sidewalk, curb and gutter is needed throughout especially from Sparks Street to east of Wendell Street and from Fillmore Street to Washington Street. Filer Avenue Elm Street to Madrona Street Filer Avenue from Elm Street to Madrona Street is a collector roadway running through a residential area of Twin Falls City and is bordered on the North by a school. Currently this section of roadway has a pavement width of 42 feet with 54 feet of right-of-way and 2 travel lanes. To meet the transportation master plan cross section of 78 feet of right-of-way, 4 lanes, and 48 feet of road surface several roadway and roadside improvements are needed. Right-of-way acquisition of 24 feet is needed. A minimal 6 feet of pavement width is needed to meet the cross sections specifications. Extensive sidewalk is needed due to deficiencies on the West side and the widening on the east side of the roadway. Hankins Road Addison Avenue to 4th Avenue East Hankins Road from Addison Avenue to 4th Avenue East is an arterial roadway running through a agricultural and residential area of Twin Falls City. This area is currently less developed than other areas. This 3/a mile stretch of roadway is 2 lanes with a pavement width between 28 and 44 feet and a right-of- way width of 50 feet. To meet the transportation master plan cross section of 78 feet of right-of-way, 3 lanes with striped bikeways,and 48 feet of road surface some roadway and several roadside improvements are needed. Right-of-way acquisition of 28 feet is needed throughout the roadway section. Additional pavement width of 20 feet is needed from Addison Avenue to Saphire Drive and 4 feet from Saphire Drive to north of Vickie Lane. Extensive sidewalk, curb and gutter improvements are needed along the side that is widened. Cheney Drive Parkview Drive to North College Road Cheney Drive from Parkview Drive to North College Road is a future collector roadway which will provide better access to CSI. This road does not currently exist. The transportation master plan cross section for this road is 78 feet of right-of-way,3 lanes with striped bikeways,and 48 feet of road surface. Eastland Drive Candleridge Drive to Orchard Drive Addison Avenue to Orchard Drive Eastland Drive from Candleridge Drive to Orchard Drive is a 3.5 mile arterial roadway section running through residential,commercial,and agricultural areas of Twin Falls City. Current right-of-way widths are between 45 and 88 feet. Current pavement widths are between 35 and 52 feet. From Candleridge Drive to Addison Avenue several roadway and roadside improvements are needed to meet the transportation masterplan cross section of 78 feet of right-of-way, 5 lanes and 48 feet of road surface. Sidewalk, curb and gutter is needed throughout especially near Addison Avenue. Right-of-way acquisition of up to 48 feet is needed. Pavement widths between 3 and 20 feet are needed throughout. Extensive sidewalk,curb and gutter, and lighting improvements are needed throughout this section of roadway due to deficiencies and the widening. Additionally the estimated cost of this project was costed using a thicker pavement section. A thicker pavement section was used based upon the potential of Eastland being used by a larger than normal percentage of large trucks. Currently Washington Street North is currently being designed 4 ,L Final Report January 2009 Page 61 TWIN FALLS MASTER TRANSPORTATION PLAN using this thicker pavement section,because it also may be used as a truck route alternative to the current route of State Highways. Addison Avenue Morningside to Juniper This CIP project was on the original expanded CIP list. It was originally removed from consideration as suggested improvements are not directly related to LOS considerations. Based on comments form the TAC and CAC committees it was recommended that this project be inserted back into the CIP list. Currently this section is 4 lanes,but the CIP project would widen the roadway to 5 lanes and is scheduled to be completed with in the next 5-10 years. Alternatives / Phasing At the onset of this Transportation Master Plan the CIP encompassed a larger and broader list of projects to be undertaken. This initial list was developed by Twin Falls City staff in conjunction with their impact fee consultant. Based upon input from the TAC, City Council, City Staff, and modeling from the transportation engineering consultant the initial CIP was trimmed down to the 11 projects shown in this Transportation Master Plan. The initial CIP phasing looked at a short term horizon 2015, long term 2030, and an ultimate 2050. Traditional master planning horizons are approximately 25 years,and therefore the 2030 time frame was implemented in this study. In addition, the Comprehensive Plan that is currently being updated, was used as an underlying basis for this Transportation Master Plan and CIP. The comprehensive plan provided information regarding economic and population growth. Utilizing this information as a backdrop the CIP phasing was developed with forecasted transportation system demands in mind. The final phasing incorporates the input of Twin Falls City Staff, Updated Comprehensive Plan,Technical Advisory Committee, Community Advisory Committee,Twin Falls City Council,Public Comments,transportation modeling,and professional experience. Capital Improvement Plan Level of Service by Phase Traffic model results including interim year runs were used to determine the phasing of the proposed Capital Improvement Projects. The model initially looked at a 2015 time frame and then at a 2030 time frame. Initially both of these model year runs were conducted under a no-build assumption to ascertain needs based upon traffic growth. Based on the results from the model runs, it became clear that by 2015 that Eastland, Falls,and North College would be three of the roadways that would need to be widened to alleviate the projected traffic loads. Because an extension to Cheney Drive has been talked about and is planned by the City of Twin Falls, building this roadway will create an alternate route, thus alleviating potential demands on North College, and thus allowing North College to remain sized as it is now. The 2030 model showed sections of Hankins, Blue Lakes, Filer, Grandview,and Falls that will need widening to alleviate the projected traffic demands.The assigning of phasing also considered distribution of costs to maintain a sustainable financing approach. 4MFinal Report January 2009 Page 62 TWIN FALLS MASTER TRANSPORTATION PLAN Maintenance Needs Pavement Management Program A pavement management program was implemented as part of this Transportation Master Plan and will be an ongoing program to be implemented by the City of Twin Falls. Civil Science and American GeoTechnics conducted the initial data capture and integration into MicroPAVER software package. This initial data capture phase, was conduced on a percentage of the overall transportation system, and focused on collector and arterial grade roadways. In order for the pavement management program to be fully realized,more data needs to be collected to establish a historical view of pavement conditions. To collect this data a study on the remaining roadway will need to be conducted to obtain a Pavement Condition Index or PCI as well as yearly collection of data in the areas already completed. Integrating this PCI data into the MicroPAVER software package, which has the capability to develop 5, 10, 15 year maintenance plans for each roadway section, will provide the City with a City wide understanding of the transportation maintenance needs. In addition, it also has the capability to provide a cost estimating tool to assist the City in planning for the financial aspect of roadway maintenance. Funding Sources At present Twin Falls City relies primarily on local funding sources for the development and maintenance of the transportation network. This includes local taxes and fees that are very limited in scope at approximately $750,000 dollars per year. Currently much of the transportation infrastructure is built as residential and commercial development occurs. This approach will likely continue but the City has begun to consider other local funding sources to address projected needs. This has included an on-going City study to evaluate the possible implementation of impact fees. This impact fee study initially proposed a number of projects which made up the initial CIP used in the alternative evaluations performed in this Transportation Master Plan study. At the conclusion and adoption of this study it is anticipated that the Impact Fee Study will incorporate the aforementioned list of projects into that analysis. Local Improvement Districts provide a funding opportunity through the implementation of fee structures applied to a specific area and a specific user base. This approach has been utilized for other infrastructure elements in the City in the past although this approach may provide difficulty in appropriately segregating the cost versus the value of the facilities. This dilemma exists as roadway are traditionally used by a broad constituency of users rather than simply those within a geographic area underlying the formulation of the district. New revenue local revenue sources are currently being considered on several legislative fronts to assess use fees to outside users of local transportation systems. Although these have not received statutory approval the City should observe these discussions closely as the Cit/s transportation network receives use by Magic Valley users that do not reside in Twin Falls. At present there are limited opportunities for funding of local improvements through state and federal sources. This currently involves coordination with the Local Highway Technical Assistance Council (LHTAC) for federal funds that are very competitive in nature. Recently the City was successful in receiving federal earmark funds for Improvements on Washington Street. Additional efforts in this regard would be recommended to address an anticipated shortfall of recommended improvements against existing local funds currently being accrued. 4GWFinal Report January 2009 Page 63 TWIN FALLS MASTER TRANSPORTATION PLAN As Twin Falls grows beyond 50,000 in population they will qualify under Metropolitan Planning Organization (MPO) status. This will allow for additional federal opportunities in the form of urban roadway,transit,congestion management,enhancement and other related funds. Local option taxes are source of potential funding. In order for this source to be realized it will need to be approved by state legislation. Legislative study and discussion have been offered in recent sessions and will likely receive continued dialogue and study. < - Final Report January 2009 Page 64 .................... 0.. ......................................................... ....... ;............................. ............... ........ .. .. ................ ........................................................... gg% X X DOOM LXXX I ti 'T C'4 LC) " L() I` LO (Y) ............................. ............. CO' CO' C'14 CO co (J C, Ld 6 c Lb (D cy) Lc) r-- c) 00 C)) 0) f cy) (b o (Y) co C-4 (.0 cf; czf Luca) Ld 0) LO 0') 0-) Lo IL .. W'P) Ed (a or> D oa 0, oa U) oa:L 0U 0 > 3 i 0 LO C) LO CD Q CD Q Q LC) LO LC) n = cf) = cf) (Y) cl) (Y) (Y) Q C) b (z) C) 00000 b b Co C14 04 (N 04 CN C14 CN a ------- --- c) cy) r— -0 co (.0 C-4 r— co C14 r— LC) (Uco CO r-- Lc) co 0 V! 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Y •.i: �: P: _ I Nct N rIl v. _ im c g u u pp (� p L AR i F ao0ooJ J J V if) n m� a m x �� 0..4 4 �, s ch mr J 4-- }II '��J c �' _ Zid i 1 • _ i= lae��s eu4� L L o u ZAN ee�1S lsnoolc�W _ (£6Sf11 PieMnog�I©l�n ' `x, „ 4_4 IS Y O T O O Nc �oalSuvl6u�yse/gt • too nSua46ul49eM O SA�edS < - U coy/� :� � • ,:C a . 9-2 O 2 c c i iii PL uu�{UGN • /� N a � � c 1o�1,�uoM 1.{��- i-.• � `,,-� o _ � [ J , E o F'.anitpMaiAPME)v •� AUQNloinlniei� r , CeM weoi)S Ble }e ^ :riono [ uris 'ReM eP!sllrAQJQ- 3 OULZIN 00 +c.}. O Figure N 21 U� 9 a 2030 CIP LOS Twin Falls City 2008 Transportation Master Plan �F TL[�TV FAITS t:E Existing RoadwayClassificationterPlan Co. FSEA;aG �,_� lransportaHon Pbnning d� anyon Im Rd T IF eration R c Can n Crest ive n ( L le Line Koad LJL ene rry Q 4° LNorth ColleglRoa Car Ure-717g-5— ive m �c � d u ie ne ts' venue a c m m a s nue d rn aswe asw I = c ium ou ar N 0 0 ier enu m c 16 L ey urn enueo US 93 yShoud Avejue c LU Addison Avenue N {gyp = 111 c venue s � Elizabeth u var � d venue 411 Avenue Sot In ParkUS 30 Kimberiv Rd 0 ig art ve Highlandve m ar venue ri ge enue L y L > c Orchar I Drive L O LD C la d N ea an oa o N C Southwo d venue cll'r SH 74 0- w Cn m 0 0 a Legend Ufa N Street Classification State Highways del Arterial Twin Falls City Boundary O' Collector 0 Area of Impact(Study Area) 12 March 2008 7-24-2017 STEERING COMMITTEE MEETING DOCUMENTS Trip Generator List Twin Falls County Public Comments Summary Sheet Intersection Evaluation Locations Goals and Objectives Section from 2008 TMP Existing Level of Service Map 2017 Existing ADT Map 2017 Twin Falls County Fair Comment Form Example Twin Falls Master Transportation Plan City of Twin Falls Trip Generator List • Retail o Chobani o Canyon Rim(Best Buy, Sportsman's, o Con Agra/Lamb-Weston, Inc. Dicks) o Glanbia,Inc. o Blue Lakes Blvd/Pole Line Rd(Mall, o Independent Meat Target, Costco) o K&T Steel Corporation o Washington St/Pole Line Rd(Walmart, o Loomix Future) o Rangen, Inc. o Eastland Dr/Pole Line Rd(Future) o Seastrom Manufacturing o Addison Ave/Eastland Dr(Kmart, o Solo Cup Grocery Outlet, Smiths) • Medical o Addison Ave/Blue Lakes Blvd o St. Luke's/Magic Valley Regional (Albertson's,Boot Barn,UPS) Medical Center o Washington St/Orchard Dr(Swensen's, . Government Ridley's) o Twin Falls City Offices o Shoshone/Main(Downtown) o Twin Falls County Court House • Tourist Attractions/Recreation o Twin Falls County Complex o Shoshone Falls o Idaho Transportation Department o Twin Falls Visitor Center/Perrine Bridge o Centennial Park Major Generator—Over 1000 trips per day or over o Rock Creek Park 100 during peak hour o Twin Falls City Park • Education o College of Southern Idaho o Canyon Ridge High School o Twin Falls High School o Magic Valley High School o Robert Stuart Middle School o Vera C O-Leary Middle School o South Hills Middle School o Immanuel Lutheran Church o Twin Falls Christian Academy o St Edward's Catholic School o Xavier Charter School o Lighthouse Christian School o Bridge Academy o Rock Creek Elementary School o I.B. Perrine Elementary o Sawtooth Elementary School o Pillar Falls Elementary School o Lincoln Elementary School o Bickel Elementary School o Morningside Elementary School o Oregon Trail Elementary School o Harrison Pre-School • Manufacturer/Agriculture o Amalgamated Sugar Company o Clear Springs Foods Page 1 Twin Falls Master Transportation Plan City of Twin Falls City Fair Comments July 12, 2017 • Question the LOS accuracy on North College from Washington Street to Blue Lakes • Generate a transportation system that will encourage bike and pedestrian use. • Reduce lane widths on collector,residential and arterial streets to 10' lanes. • Allow 12' lanes only on Truck Routes • Reduce turn bays to be less than 14' wide • Construct Minidoka and 6th Avenue to 3 lanes with bike lanes each direction and on street parking both directions. • Convert the 2nd Avenues to one lane each direction instead of one way traffic. • Plan a bridge crossing Rock Creek to connect Grandview Drive. • Install Sidewalk on the east side of Hankins Road from Falls Avenue to Stadium Blvd. • Add a suthbound left turn at Blue Lakes and Addison. • Install Sidewalk on Locust Street between Cheney Drive and Falls Avenue. • Install sidewalk on Filer Avenue between Washington Street and Martin Street. • Fillmore and Blue Lakes—Northbound turning eastbound has to cross solid line to make left into strip mall entrance. • Blue Lakes and Poleline—Northbound turning westbound weaving conflict to access Costco/McDonalds entrances. • Rock Creek Bike Path entrance at Addison—not signed well, confusion with entrance located in parking lot. • 2nd Avenue and Addison Signal—long wait for signal to cycle Page 1 v Twin Falls Transportation Master Plan I July 25,2017 Intersection Evaluation Locations Intersection Evaluation Locations The Transportation Master Plan Advisory Committee identified the following locations for potential evaluation as part of the Transportation Master Plan process: North College and Blue Lakes Blue Lakes and Pole Line Road—Left turn from eastbound to northbound que extends beyond Fillmore and Pole Line intersection and takes multiple phases to empty. Northbound to westbound right turn bay weaving conflict between intersection and Costco approach. Fillmore and Pole Line—Left turn bay from eastbound to northbound is not long enough to contain the que. Fillmore and Blue Lakes—Left turn que from eastbound to northbound extends into the round-a-bout and takes more than one phase to empty. Falls Avenue and Eastland—intersection reduces from 4 lane to 2 lane. Fillmore and Cheney—Limited sight distance for westbound traffic turning southbound. Blue Lakes and Zions Bank/Dicks access—Striping does not allow for left turn for northbound to westbound traffic. Some traffic uses the painted island to turn and some turn from the travel lane. • Julie Lane and Eastland • Stadium and Eastland 9t"and Eastland Filer and Locust Blue Lakes and Minidoka and 2nd Avenue Addison and Minidoka and 2nd Avenue • Falls and Blue Lakes—Left turn que for eastbound to northbound extends beyond Lincoln Street. Hankins Road and Kimberly Road—Traffic gets backed up beyond Vicki Lane and the railroad tracks from traffic making an unprotected left turn off of Hankins onto Kimberly Road. Southbound needs a protected left turn bay and a right turn bay. Northbound needs a left hand protected turn bay Hankins Road Speed Limit—Increase the speed limit to 45 MPH between Addison and Kimberly TWIN FALLS MASTER TRANSPORTATION PLAN Goals and Objectives The goals and objectives for this transportation plan were developed as a culmination of ideas from the City Council,open houses,the Technical Advisory Committee and the Community Advisory Committee. These goals were advanced and became the principles which guided the Twin Falls Master Transportation Plan development. Using results from a survey of the TAC and CAC, it was determined that the top three goals were numbers 1,6 and 7;Connectivity,Design/Operation and Capacity Congestion. Goal Number 1. Connectivity ■ Maintain clear and efficient connectivity for vehicle, pedestrian and bicycle travel across the community. ■ Maintain a clear and appropriate roadway hierarchy. Goal Number 2. Trucking ■ Provide efficient and safe truck access into,around,through and out of the community. ■ Locate / relocate truck routes in appropriate locations that improve safety and support desired- community design and function. ■ Design and construct streets and transportation improvements that accommodate large trucks in desired areas,while minimizing negative impacts. Goal Number 3. Coordination /Planning ■ Maintain effective coordination with the state and county when planning and developing a transportation system and related infrastructure improvements. ■ Identify and preserve right of way to meet future needs. ■ Maintain consideration for actions that are achievable and fundable. ■ Appropriately consider cost of potential improvements when developing plan recommendations. Goal Number 4. Public Transportation ■ Affirmatively address the development of public transportation system facilities and services as needed to meet demand. ■ Identify potential public transportation pick up and drop off locations as needed and appropriate to meet user demand. ■ Seek funding to support planning and development of public transportation systems to meet demand. Goal Number 5. Pedestrians /Bicycles ■ Provide facilities and programs that support the safe"walk-ability"of the community. 00 Final Report January 2009 Page 8 TWIN FALLS MASTER TRANSPORTATION PLAN ■ Provide facilities and programs that support the safe"bike-ability"of the community. Goal Number 6. Design/ Operation ■ Develop, adopt and enforce appropriate street, bicycle and pedestrian facility standards to meet City needs. ■ Maintain community / neighborhood identity when planning and developing transportation improvements. ■ Incorporate beautification and aesthetic enhancements into transportation system improvement projects where feasible and appropriate and that reflect Twin Falls climate restrictions. ■ Avoid or minimize impacts to the environment when designing and implementing transportation system improvements. ■ Incorporate traffic calmingmeasures where appropriate and feasible. Goal Number 7. Capacity/Congestion ■ Provide sufficient roadway capacity to meet current and future needs. ■ Minimize congestion where and when feasible. ■ Maintain an appropriate level of service on key collector and arterial streets and intersections. Goal Number 8. Maintenance ■ Maintain or enhance the quality and function of the City's existing streets,pathways and support facilities. ■ Incorporate future system maintenance requirements into the planning and designing of system improvements. ■ Identify and secure sufficient and consistent funding to support desired system maintenance Master Transportation Plan Development Process The development Twin Falls Master Transportation Plan implemented a process that included public involvement,coordination with the City Council,CAC/TAC group interaction and private consultants to identify transportation needs and solutions. The following points summarize the process of the development of the Master Transportation Plan. ■ Coordination with the General Comprehensive Plan. Various communications were held with the Cit 's planning staff and with their consultants to coordinate efforts between the General Comprehensive Plan and the Master Transportation Plan. ® Final Report January 2009 Page 9 Legend Roadways ' 3300 East LOS c 0 Q - LOS A - C LOS D LOS E Hankins Road r - LOS F MeadowView Ln ° m O C rria a Lane Q Area of Impact (Study Area) Q ° N m LL a '— o m Eastl nd r ' ° 3100 East m Q z O O N -0 L° t o N U N O N Q Q '6 M L dron Stre ° w �_ -0 w o > U m zo CD Q Locust Stre °7 z M O C � JE C N C (D Blue Lake Bo u and US93 0 illmo Stre t 2 U °fie m Harrison StreeQ' > > rrison Street zz Co a "I � ° o a� M CD J d Q7 O > a °' Washin on S eet _ m Airport Road m U > c L QCD 3 U z S ark Stre o a 0 t U) Park A Dr e m m a 3 Kenyon Rd Cu Martin ST E W ndell ree U Z5 c m 0 0_ ran iew ive Grandvi w Drive U o E 0 c m U Sun Way Sun Wa 2700E Source: Esri, DigitalGlobe,GeoEye, Earthstar Geographics,CNES/Airbus DS,USDA, USGS,AE> (� Community L l DATE 7 Miles z HALES ENGINEERING Existing Roadway LOS 0 0.5 1 1.5 2 UT116-9444 innovative transportation solutions Twin Falls Transportation Master Plan Figure Legend N (0 U- _0 1100 3300East 710 Q 790 Street Classification o ; Arterial CD CD CD C Collector LO M o - State Highways 3300 Hankins Road 3400 2100 1400 Twin Falls City Boundary ado Vie n 00 M Area of Impact (Study Area) 3200 C rriag Lane < � � o om o 0 00 o Z Z E C14 _0 o0 0 � o C > LO ° CO 15000 Eastl nd D —> 6200 2600 M 3100 East CO O > U 1050 m o N O C L 7 0 Z CO > > _ U dron Stre W m O t rn N o, o o M a� U it o 26000 > m o 4800 7400 Q � Locu Stre o W 0 M a� O � 7 N L N 10000 FT lue Lake Boulvard US9 2000 O illmo Stre t 0 2 E h°sh ��O `° o °7 0 0 e m v NHarrison St et = > m rrison Street Zo 3 co a Y o LO (D 0) N O M O NO h L rL� (6 O- O 'O C 0') LO 00 O (0 m CO O > p Washin on S eet I ¢0 1300 Air ort Road ULO o Q 3 o >, r- LO 0 a m w ° Spark Stre 00 o ii o rn a) Z r- N a Park ViE N Dr i e 2850 U 3 W oo Kenyon R o E m � Mart N � oo W ndell Stree U c`ro 0 0 0 0 O N ran iew ive N Grandview Drive LO U o O o o f VO O O O O ° L W CO C o j (6 O O U In Sun Way 961 Sun Way 0 CO o CO ource: Esri, DigitalGlobe,GeoEye, Earthstar Geographics,CNES/Airbus DS,USDA, USGS,AE> Community _ DATE HALES ' ENG IN EER ING 7/21/2017 Existing Roadway ADT o 0.5 1 1.5 2 z ��_- Miles LIT16-944 innovative transportation solutions Twin Falls Transportation Master Plan Figure 1 V)x) Twin Falls Transportation Master Plan I July 12,2017 CITY FAIR — COMMENT FORM Email form to: lynda frieszmartin@lfprinc.com Complete online at:www.twinfalls-mtp.com Name: Mailing Address: City, State and Zip: E-mail Address: What is the purpose of the Twin Falls Master Plan? The Twin Falls Transportation Plan is a tool used by the City of Twin Falls to articulate the transportation vision through 2040, and to provide a basis for effective design,operation, maintenance,and funding of the transportation system.The Twin Falls Transportation Plan is part of City's Comprehensive plan.The Transportation Plan is updated every five to 10 years.The most recent City of Twin Falls Transportation Plan was updated in 2008. 1. From the list below, please prioritize from 1 to 11 as the most needed transportation improvements for the City of Twin Falls. Prioritize in order with 1 being the top priority. Relieve traffic congestion/widen roads Create a designated truck route Add or improve bike paths Prepare for a public transportation system Add or improve multi-use paths Improve handicap/pedestrian ramps Add or improve sidewalks Intersection improvements/signalization Maintain existing roads Improve street lighting Right turn bays at intersections 2. In addition to the items listed above, are there other transportation issues the plan needs to address? 3. What traffic congestion locations from the attached map should be the priority? (List the top 5) v I- 4. Are there current traffic signals that cause issues?What locations?Are there locations that do not currently have traffic signals, but should?Where? 5. What north/south route should truck traffic use through Twin Falls? Blue Lakes Boulevard Eastland Avenue Washington Street Other 6. Which of the following do you think should be the priority for bike paths? Choose one. Focus on connectivity of existing bike paths Develop a bike loop around the city Develop bike paths based on popular destinations Develop bike paths when opportunity is provided (e.g. funding available, development in area, etc.) 7. How should the plan address multi-use paths for bikes, pedestrians, etc.?Check all that apply. Install multi-use paths on roadway shoulder Separate multi-use paths from traffic with a barrier(e.g. curb and gutter, planter strip) Separate multi-use paths for users (e.g. separate path for bikes and separate path for pedestrians) None of the above 8. Do you think sidewalks in neighborhoods/residential areas should be adjacent to or separated from to the roadway? Adjacent to the roadway Separated from the roadway 9. The current residential lighting standard is one light per intersection and one light every 800 feet. Is this: Adequate light for residential areas Not enough light for residential areas Too much light for residential areas 10. Should roadways in commercial areas be lighted every 160 feet similar to the lighting at Eastland and Poleline? Yes No 11. What other opportunities do you want the Transportation Master Plan to capture? 12-19-2017 STEERING COMMITTEE MEETING DOCUMENTS LOS Maps Future 2040 ADT Maps Future 2040 LOS Maps Existing 2017 ADT Maps Existing 2017 w HIGHLAND o Legend U) WRIGHT FPAK o 0 -i z ELDRIDGE Future 2040 LOS Y - LOS A - B Orchard ORCHARD EARL BERYL LOS C 3700 LOS D LOS E - F Z U Q >- Z N Twin Falls City Boundary Hillcrest z Q Y Y W W 2 Y Area of Impact (Study Area) Z g o W U) I � m o00 Q N �= 3600 �. 3600 3600 3600 H o ; X _0 M - IL a Ir � c C7 m ';' `- Y m J 3500 •� ""+ Yam—— 3500 YS �: - 3400 _ o r o U 2700 CD oco �I Source: Esri, DigitalGlobe,GeoEye, Earthstar Geographics,ONES/Airbus DS,USDA, USES,AEyX,Getmapping,Aero rid, IGN, IGP,swisstopo,and the GiS User Community DATE HALES ' ENG IN EER ING 12/19/2017 Future 2040 Roadway LOS o o.s o.s o.s 1.2 Miles UT16-944 innovative transportation solutions Twin Falls Transportation Master Plan Figure 1 4200 Legend c9 0+° Future 2040 LOS �s W - LOS A - B N Q CO 0) z LOS C LOS D Pole Line - LOS E - F LO LE L I N Ej POLE LINE CA/V yONRip Twin Falls City Boundary CHENEY w OJ Area of Impact (Study Area) WILLOW a z � J � LL J J p JULIE z t w cn z z � � a Y FALLS U 4000 - w CASWELL FILER Y HIGHLAWN ` J HEYBURN O G i� o_ � i1 _ N ADDISON ww Y > Q J z 0° 9TH 9TH � '� o ib,. c� M 4TH Park PARK -00 KIMBERLY Kimberly o cn _ HIGHLAND Source: Esri, DigitalGlobe,GeoEye, Earthstar Geographics,CNES/Airbus IDS,USDA, USGS,AEX,Getmappin Aerogrid, IGN, IGP,swisstopo,and the GiS User N Community DATE HALES (4 )) E N G IN E E R I N G Future 2040 Roadway LOS 0 0.3 0.6 0.9 1.2 12/19/2017 MIS@S � UT16 944 innovative transportation solutions Twin Falls Transportation Master Plan Figure 1 Can on Rim Rd 1500 Canyon Rim Rd Legend o 0 0 R o Street Classification C s - Arterial "kit: . n 3 Federation Rd 2200 g ') > M m o Collector 0 1100 � Canyon Crest Dr State Highways 15000 Twin Falls City Boundary I lssoo Pole Line Road � zs000 37000 32000 23000 o 0 0 o Area of Impact Stud Area o N 0 p Y ) s000 �, o ssoo 700o Cheney Dr Cheney rive Cheney Dri S s N M N CO 0 3500 4000 s000 N North Colle a Road ii 12soo s o 9 0 Candleridge Drive U) o v, -O o ,� N 4500 o " Julie Line o CO U- M C y O N O O > N N M Falls Avenue zaoo 6000 10000 15000 25000 18000 1500 13000 17000 L o 0 la000 10000 Falls Avenue 8000 m o 0 0 W !E o g C N Meadow Lane M 3 I Caswell 3500 co Caswell Stadiur i Boulvard s000 � > 3000 o 0 0 0 U) oo o0 oM C O o o f6 0 E N o s000 . 10000 = Filer venue s000 ssoo 7500 ssoo U CO � = a � o o o CO 2250 M o0 0 o p 2 2500 3000 H burn Avei ue 3000 0 0 houp Avenue 3000 3500 Shoup venue 0 c o US 93 ls000 17000 220oo g M g o o CO 18000 '0 22000 25000 Addison Avenue 21000 _ m — a) e� w CO o p� 4500 m TH Avenue 9TH Avenue - w r 0 9so 0 g m CD C) - 3 U CO N °OO o M 7000 0 0 0 8000 N 7000 Elizabeth Boulvard 6000 C� °o y°° o �� esOo� th Avenu � r s000 4th Avenue th Avenue s000 � Wash/n to 0 South Park 2500 z000 3500 5� n Stye o 0 �0s0p 20000 17000 N US 30 16000 14000 o o 0 o Highland Ave 22oo N o N 2500 Highland Ave Sourced-Esn-Digita6Globe-GeoEye, Earthstar Geographics,CNES/Airbus DS,USDA, USGS,AEX,Getmapping,Aerogrid, IGN, IGP,swisstopo,and the GIS User Community _ N DATE 12/19/2017 HALES ' ENG IN EER ING UT16- 44 Future 2040 Street Classification and ADT o o.s o.6 0.9 .2 �, UT16-944 Miles innovative transportation solutions Twin Falls Transportation Master Plan Figure 1 Highland Ave 2200 JDive o N 2500 Highland Ave Legend M N �asooPark enue 3500wEldridge Avenue 2000 Street Classification NW Arterial Collector 3200 5000 600010000 1200014000 11000 6000Or 350oState Highways 0 Twin Falls City Boundary Y o0 0 o Area of Impact (Study Area) Pheasant Road m m 1750 Southwood venue � — c rn LU w U o o � o SH 74 3000 7000 _ ssoo s000 ' 1600 3600 N 650 noo 00 N w� o Y o � � � o 3 N (n 0 ids N t s 3500 N a000 3500 N a000 � a a Q 600 800 11200 3400 North AL Source: Esri, DigitalGlobe,G_eoEye, Earthstar Geographies,CNES/Airbu l DS,USDA, USES,AE-X,Getmappin ,Aerogrid, IGN, IGP,swisstopo,and the GIS User Community DATE HALES (4j ENGINEERING 12/19/2017 Future 2040 Street Classification and ADT o o.s o.s o.9 1 .2 PR �E T Miles � UT16 944 innovative transportation solutions Twin Falls Transportation Master Plan Figure 1 Legend Canyon Rim Rd Can on Rim Rd \\ Roadway LOS - LOS A - B Federation Rd \ \ ` - LOS C (6 3 canyon Crest Dr \ LOS D N Y O > f6 m LOS E - F Pole Line Road � m co Twin Falls City Boundary � o Chene Chene rive ch e Dri Area of Impact (Study Area) iZ N > >f0 (n > f6 <D North Co ge Road o Candlerid a rive o o � � m m c c > Cn _� Y a U co N (0 m Julie L ne _ Falls Avenue a -75 Falls Av ue Y +� i (6 � U J Caswell m Meadow Lane 3 m o Caswell Stadium Boulvard U) c o co m Filer enue w m o = o M M C e H burn Avenue co Shou Avenue Shou venue Addison Avenue a� g� m Qj J N Lu yr° 9TH Avenue 9TH Avenue 0 N 0r m U m Elizabet Boulvard 4th Avenue 4th Avenue W � 4th Avenue South Park tOn Stre m Hi hlandAve ° Source: Esri, DigitalGlobe,GeoEye, Earthstar Geographics,CNES/Airbus DS,USDA, USGS,AEX,Getmapping,Aerogrid, IGN, IGP,swisstopo,and the GIS User 00 Community N DATE HALES ENGINEERINGA 12/19/2017 Existing Roadway LOS o o.s o.6 0.9 1.2 Miles UT16-944 innovative transportation solutions Twin Falls Transportation Master Plan Figure Hi hland Ave m Hi hlandAve Legend N Park Avenue 0 0 Eldrid a Avenue o Roadway m LU W LOS LOS A - B oW Orchard Drive Y LOS C o c N v aoi 2 LOS D Y - LOS E - F Pheasant Road Twin Falls City Boundary Southwood venue 0 Area of Impact (Study Area) U m 3600 N m m m J N 7 N m N N > W CD L I () a) 3500 N 3500 N m 0 `o Q 3400 North Source: Esri, DigitalGlobe,GeoEye, Earthstar Geographics,CNES/Airbus DS,USDA, USGS,AEX,Getmapping,Aerogrid, IGN, IGP,swisstopo,and the GIS User Community N DATE 12/19/2017 HALES * ENGINEERING UT16- Existing Roadway LOS 0 0.s 0.6 0.9 1.2 Miles UT16-94444 innovative transportation solutions Twin Falls Transportation Master Plan Figure 100 Can on Rim Rd Canyon Rim Rd Legend o LO Street Classification - Arterial 3 o Federation Rd 1650 - Collector > > c p` m 0o 0CD w jCanyon Crest Dr 8150 State Highways 4100 13000 a Twin Falls City Boundary 13000 pole Line Road 29000 0 16000 Area of Impact (Study Area) L, 0 0 00 0 2500 N a� rn o0 CO 4850 Cheney Dr �' o Cheney rive Cheney Dri T O � O O U) 1789 E f6 1800 North College Road ii 7250 z CU o Candleridge Drive CO CD2 LO o o z 0 3500 °' oo " Julie L ne O 550 CO 0 0 o Falls Avenue 1249 1250 4000 in 12090 14409 10000 9100 9800 8500 5000 3000 O Falls Avenue m O n U') U) M C 3200 3161 Meadow Lane 3 Caswell 1974 Caswell 1500 0 o m o Stadiu Boulvard 1200 > 1090 LO o rn o 0 6400 o c o `MO 7600 _°m 8000 Filer venue 1 5380 6100 2210 750 CO _ C V CD CO 1500 O O CO 1678 H burn Ave ue n 1609 � N M C tot houp Avenue 2500 3000 Shoup venue oo r; US 93 10000 15000 19000 rn CO 16000 `� 15800 12000 9400 8500 5800 Addison Avenue 3600 m o MDM 00 e o w 3500 oo , °yr°� o TH Avenue 3500 9TH Avenue o W r 0 0 ��O U o (D 1750 M ��o ��`D 3554 2862 Elizabet Boulvard v m 0 M O O W Q,>. th Avenu 4000 4th Avenue o th Avenue - 4000 O South Park 2350 ��1 ashn ton Sire M 18500 14000 US 30 11000 0 w L o O M O C. Highland Ave � o N 2000 Hi^hland Ave rn -Sew rce�E-sri;.Digital,Globe,GeoEye, Earthstar Geographics,CNES/Airbus DS,USDA, USGS,AEX,Getmapping,Aerogrid, IGN, IGP,swisstopo,and the GIS User Community N DATE 12/19/2017 HALES ENGINEERING g HKU UTl6- 44 Existing Street Classification and ADT o o.s o.6 0.9 1.2 Miles A UT16-944 innovative transportation solutions Twin Falls Transportation Master Plan Figure 1 ighlan AveIN45 HighlandAve Legend o: o w :2270 0Park enue 1700mStreet Classification �udge Avenue o 1500 =� - Arterial a OO co M Oo W O O CD Collector 2100 3600 0 4000 C° 2500 - State Highways 0 Orchard Drive co o 0 CD CD co Twin Falls City Boundary Y coo 0 CD 170o N Area of Impact (Study Area) 0 Pheasant Road o v m m Southwood venue m M o °) W U) o — � o ao SH 74 1800 2500 `n lsoo = > 800 3600 N 1400 m m m J N 7 N m 0 O N > co co O (� P') O O O N 3500 N 3500 N 0 0 0 0 0 0 300 Q 400 600 3400 North Source: Esri, DigitalGlobe,GeoEye, Earthstar Geographics,CNES/Airbus DS,USDA, USGS,AEX,Getmapping,Aerogrid, IGN, IGP,swisstopo,and the GIS User Community N DATE 12/19/2017 - Existing Street Classification and ADT o 0.s 0.6 0.9 1.2� ALESj ENGINEERING Miles IleS UT 16-944 innovative transportation solutions Twin Falls Transportation Master Plan Figure 1 1-22-2018 STEERING COMMITTEE MEETING DOCUMENTS Twin Falls Assets Sidewalk Map Sidewalk Priority List Roadway Classification Typical Sections from 2008 TMP Sidewalk and Illumination Notes from Public Meeting April 2019 Developer's Meeting Notes from Public Meeting April 2019 Bike Path Notes from Public Meeting April 2019 11111 City of Twin Falls, ID CANYON 711EI-N T.WNPIN Asset - Sidewalks —I I. ND Qw FEDERATION RD —TY N� IRA—,I THL —ITTLAIL RR Y..—Ol DR V` F o ID I ID I —1CLE LINE— ICLE LINE IN 101E LINEII ICLE LINE RE E NORTH—1 11 IHENEYIN I HENEYIR CHENEY DR CHENEY DR E E.AN IT —N—E A N11EL C E�. DR N-TH I.INTE I E_T LTHTEIPT )R. NIRTHIIILECERC.' NORTTCOLLEGI rvoRr" LLEGE I. NORTH.—R-RD z TLE111GE DR Z T % Al Z Z Z 11LIC LN Z6 FRANK RED I—VAY DR EA IN T1.1RO1T I D..N R.LC I—Al 'A 0 VALLI AIE P IAN-AN—E ROBBIN-1 h HN'11111TYAMID - IIN IIAIOI D L.ONEAVE z I CHIIIIHADI CAIW ILL AID GRANTAVE INICHING A,C w `E w TICE HL A C IDER AVE E E BLTE-AKEE NIR— ---R.K.N y F-- NEIBNNNAVE j N1.N z 41 z It 0 , IHU Ai. r IN Z Z,I z 0 D O - ADDISONAIE E Al IITHAVEE 2"0 A` . —7 NN —7F— J. AD-NAT,D DA7 'J E 'DONIDAVY 11 AIVE E 9THA.VEE RTHAVEE VE z :3 �YAIE —BERN IL 0 CE IT.AVE I H AVE E ARE 4TH AVE I z TH IE'T F 7y Z RAiNTERICH DR ANljC AVE IIA)T TI PA-1 T 3800 N 1N.AVE CANY"VIEW DIAMONDAVEW r T O(Nfl— I -j D IIE N.1R HIGHLA DAVE E c_— .—VC ELDRDGEAVE BL DRDGEAVE u OETENLIH AVE 6 NALEE AVGRADEWI T3ND '�OAW CLINTON DR CLINTON DR OITERLONAVE 7 IL RARL. IIERILAVE NANCEI LNA z ORCHARD DR Lj ORCHARD DR W 2 —1 DRE ORCHARD IR I CT Sidewalks .111 PHEARANTAVE EL C—NO AVE q TRIDIE Ll D z CA E6S T PHEASANT RD ype E z Asphalt .0 IIAVE AAVI Concrete z Paver N IN AD map Roads DO -------- 11—VADI—III-1 I Ul 11—, -0 H1.1 TN(_)_'OlI I CAR(611 TNAN— Water INEP—-SOCNOE:Twin FaIll 16 ID C111D Twin Falls Cit Ed 01:08/31/ 0.5 2 Miles I)x) Twin Falls Transportation Master Plan I January 18,2018 Sidewalk Value Priority List Sidewalk Value Priority List The City of Twin Falls is seeking guidance in how to best evaluate and identify sidewalk maintenance and construction opportunities in addressing the sidewalk needs for the City. Below is a Sidewalk Value Prioritization list that the City currently uses to evaluate and identify sidewalk maintenance and construction projects. Please review the list in preparation for our meeting as we will discuss if this list should be used and if changes should be made to the prioritization order or if items should be removed or added: 1. ADA Ramps—Upgrading existing ADA Ramps at intersections to meet current ADA requirements. 2. Zone Maintenance—Addressing sidewalk and ADA Ramps in preparation for scheduled road maintenance (mill/inlay/overlay/reconstruction). 3. Pedestrian Accident Locations—Address sidewalk and ADA Ramps at these locations when warranted. 4. Economically Feasible Opportunities—When no additional Right-of-way, utility relocation,or extensive work/cost is required. 5. School Zones—within the immediate vicinity of a school. 6. Government/Trail Facilities—Within the immediate vicinity of a Government or trail facility 7. Extended areas radially or in grid patterns from schools,government,or trails—Addressing sidewalks and ADA Ramps when progressing away from these types of facilities. 8. ADA Connectivity—addressing ADA sidewalk compliance between intersections including driveway approaches. 9. Sidewalk Connectivity—addressing areas where there are no existing sidewalks. Twin Falls City 2008 Transportation Master Plan TWIN FALL CIVIL eo"M"% terP/alan Co. Proposed Cross Sections `�� Transport Planning Sfavi PROPOSED ARTERIAL CROSS SECTIONS 92'RIGHTOF-WAY 82'ROAD SURFACE 31' I 31' 5'PLANTER 14' PLANTER S'SIDEWALK TURN BAY 6 5''SIDEWALK S UBLTIY 2'UTILITY 12' SETBACK 12' 12' 12' SETBACK TRAVEL TRAVEL TRAVEL TRAVEL 2'CURB AND LANE LANE LANE LANE 2'CURB AND GUTTER GUTTER 92-FOOT R.O.W.ARTERIAL 62'OF ROAD SURFACE PROPOSED COLLECTOR CROSS SECTIONS 78'RIGHT-0E-WAY 4W ROAD SURFACE 2ir I 24' 5'PLANTER 5'PLANTER S'SIDEWALK 2.5% 2.5% S'SIDEWALK 2'UTILITY 2'UTILITY SETBACK 2'CURB AND TRAVEL TLANE LNELNEL 2'CURB GUTTER D SETBACK GUTTER 78-FOOT R.O.W.COLLECTOR-4 LANES 48'OF ROAD SURFACE 78'RIGHT-0E-NAY 46'ROAD SURFACE 24' 24. S'PLANTER 12• S'PLANTER V SIDEWALK 2 5 76 TURN BAY Z.5 X 8'SIDEWALK 2'UTILITY '..:' 2'UTILITY SETBACK AV AV �. SETBACK 2'CURB AND TRAVEL r TRAVEL 2'CURB AND GUTTER LANE LANE GUTTER V SHOULDER 5'SHOULDER OR BIKEWAY OR BIKEWAY 78-FOOT R.O.W.COLLECTOR-3 LANES WITH STRIPED BIKEWAYS 48'OF ROAD SURFACE LOCAL ROAD CROSS SECTION NO CHANGE PROPOSAL FROM EXISTING STANDARD 50'RIGHT-0E-WAY 38'ROAD SURFACE 18' 18' SIDEWALK 2.5% 2.5% SIDEWALK 11' 11' TRAVEL TRAVEL SHOULDER LANE LANE SHOULDER 50-FOOT R.O.W.LOCAL ROAD W OF ROAD SURFACE O0 O CD CD C/� 26 June 2008 Twin Falls Master Transportation Plan City of Twin Falls Community Discussion Meeting Sidewalks and Illumination April 19, 2017 • Walk for necessity—many individuals who use the sidewalk system do so out of necessity. Anticipate 20% of community will be over 60 years old in next census. • Massive restrictions—no sidewalks, overgrown hedges • Crosswalks—lack of crosswalks • Sitting facilities—recommend sitting facilities along sidewalks • Cracks and uneven sidewalks—tripping hazards,major concern especially for elderly. • Continuity—gaps in sidewalks,walk across yards • Decay—Sections of sidewalk need to be repaired or replaced. • No walking culture—current system sends message it is not safe to walk in the City • Maintenance—Property owner responsible for maintenance per City Code. Discussed enforcement. • Education—Need to educate property owners of maintenance responsibility • Livable community—provide options for walking and biking. • Sidewalk Location—preference is separated sidewalk. Provides separation from traffic, snow storage, and easier ADA compliance. • Lighted streets promote safety • Concern about light pollution in residential areas. • Residential—not so bright, leave as is with one light at each intersection. • Arterials—like Falls West and Eastland spacing Page 1 Twin Falls Master Transportation Plan City of Twin Falls Community Discussion Meeting Development September 7, 2017 • Road Widths—Reviewed and discussed current road width typical sections for each road classification. Developers concerned about requiring more road width than what will be warranted. • Bike Paths o Keep off of Arterial roads. o Make paths intriguing and aesthetic. o Look at pathway from downtown to CSI. Possibly a one lane/one way street with bike path. o Pick something and move forward with it. o Cannot appease all types of bike users. o Possibly use alleys for biking—Harris Ranch Development in Boise • Turn Bays o Hold right-of-way and reserve for turn lanes o Hold Work Session to identify possible Collector/Arterial or Collector/Collector locations where turn bays and additional right-of-way would be necessary. o Discuss length limits for turn bays/right-of-way impacts for Arterial and Collector Routes o Concerned about impacts to approaches in residential locations. • Sidewalks o Planter Strip Maintenance prior to housing sales becomes an issue. Also is an issue on HOAs. • Traffic Issues o Pole Line from Blue Lakes to Washington Street • Trucks o Encourage trucks to access using the SH50 and the SH50 Interchange. • Illumination o Prefer standard metal pole rather than wood pole. • Future Growth o Anticipate west section will develop faster than the east section due to infrastructure availability o Northwest section has the most potential to grow for residential and commercial use. Page 1 Twin Falls Master Transportation Plan City of Twin Falls Community Discussion Meeting Bike Paths April 18, 2017 • Falls Avenue—Washington to Grandview is well lit and has lots of space for bike traffic. Feel very safe riding in this section. • Path needs to be attractive—Need to change how we think about bike paths. Path needs to be interesting and cool to attract users. Will require a commitment to spend money developing the bike path. • Separated Path—Separated bike path is the safest path. • Limit stops on bike path—Most of the bike paths have lots of stop signs. It is easier to bike on busier roads because there are fewer stops. • Shared Paths—normally located adjacent to busy streets. Traffic does not anticipate bikes to be using the paths and traffic does not look for bikes crossing accesses. • Approach Conflicts—Lots of close calls at approaches when traffic is accessing the approach. Drivers not looking for bikes on adjacent paths. Need to limit approaches if using shared path. • Street Crossings—Current bike paths intersect major arterial routes with no signal nearby to assist with crossing the arterial. Recommend on demand crossing signals at these locations. • Ride experience—Recommend paths be located to enhance the riding experience. Place paths along tree lined streets rather than in desolate sections. • Destination—Recommend paths be located to provide access to destination sites such as the Canyon Rim, Mall, etc. • Safety—Bike Paths need to provide safety for users—families, students,bike commuters. • Complete Streets—Use complete street scenario to address bike paths • Compress sidewalks—Recommend compressing sidewalks to 4' width and providing on street bike path instead of shared path. • Signing—Improve Bike Path signing so that traffic is aware of bike path. • Arterial Bike Path Routes—Recommended two north/south routes and 2 east/west routes. Then generate spurs from the looped system to the destinations. • Education—Need to promote bike awareness to drivers. • Loop System—Recommend generating a looped system around town. Discussed a smaller looped system in the center of town and a future looped system on the outskirts of town. • Separated Paths—Discussed shared pathways being separated a distance from the traffic or having a solid separation such as a curb from traffic. Page 1 3-19-2018 STEERING COMMITTEE MEETING DOCUMENTS Sidewalk Field Trip Notes Blue Lakes at Jerome (volume, maint. vs improvement) Blue Lakes existing sidewalk went to gravel or is buckling. There is a complete absence in some spots. Is this more or less important than sidewalk on Jerome? Does the sidewalk need to be on both sides of blue lakes? Both sides at the same time or can 1 side come later? How about Jerome? Can 1 side come later? Is it more important to have the sidewalk be continuous? Or is it more important to have what is there accessible? TFHS (maybe volume, access control, neighborhood id) Is it important to have sidewalk on both sides of Locust between Filer and Stadium? What about Madrona? Filer? Is it acceptable for the neighborhoods around the HS to have no sidewalk? Does it matter is the street is functionally a cul-de-sac or is not intended to be a through street? Harrison St north of Poleline Road (developing neighborhood) This subdivision platted in 1997 and had approved construction plans in 1997. The sidewalk constructed with the phase and dead-ends into the last lot. Fieldstone 5unterra, soccer fields and Xavier (timing and extent of the exaction) Review the 2 photos and talk about when is the appropriate times for the exterior sidewalks to be built. Also, where is appropriate place to put the sidewalk when it is still farmed? Rock Creek Elementary - Is a housing development different that other developments? Connectivity on the east side of Grandview, through private, county property. Connectivity on Federation before the platted land develops. Should sidewalk exist on the west side of the road? Where should it be located? Who buys it and who takes care of the area between the sidewalk and the street? Rock Creek and South Hills Middle School have a similar dilemma. How far away should a development be required to place sidewalk? Is a school different that a housing developer? 5-21-2018 STEERING COMMITTEE MEETING DOCUMENTS Potential CIP List I g® Twin Falls Transportation Master Plan I May 21,2018 Potential CIP List Arterial LOS E-F • Grandview—Pole Line to Federation • Washington—6th Ave to 2"d Ave W. • 6th Ave—Shoshone St to Washington St • Falls—Sparks to Blake St • Blue Lakes—Park to Addison • Blue Lakes—Heyburn to Pole Line • Blue Lakes—Bridgeview to Canyon Rim • Pole Line—Bridge View to Mountain View • Falls—Locust to Hankins • Eastland—Kimberly to 4th • Eastland—Addison to Hillcrest • Eastland—Filer to Stadium • Eastland—Falls to Julie Lane • Addison—Eastland to Hankins • Washington South—El Camino to Highland • Orchard—Harrison to Eastland • Eastland—Orchard to Highland Collector LOS E-F • Fillmore—Cheney to Pole Line • Locust—Addison to Heyburn • Locust—Filer to Falls Arterial LOS D • Pole Line—Park View to Blake St • Falls—Wendell to Sparks • Falls—Blake St to Washington • Washington—Addison to Falls • Shoshone—Park to 6th Ave • Blue Lakes—Addison to Heyburn • Eastland—Highland to Kimberly • Washington South—Southwood to El Camino • Orchard—Washington to Harrison Collector LOS D • North College—Cheney to Fillmore • Filer—Sparks to Washington • Martin—Addison to Filer • Filer—Harrison to Blue Lakes • Locust—Heyburn to Filer • Bridge View—Pole Line to Blue Lakes • Filer—Madrona to Eastland • Locust—Madrona to Highland • Madrona—Orchard to Locust 9-24-2018 STEERING COMMITTEE MEETING DOCUMENTS Roadway Classification Typical Sections Roadway Maintenance Schedule Costs Draft Truck Use Roads Map Capital Improvements Projects Draft Lists Twin Falls City 2008 Transportation Master Plan ('WIN FALL CIVIL SCILN Proposed Cross Sections terP/an Co. �� Transport planning Sfnvi PROPOSED ARTERIAL CROSS SECTIONS 92'RIGHTOF-WAY 82'ROAD SURFACE 31' I 31' 5'PLANTER 14' 5'PLANTER 8'SIDEWALK TURN BAY 8'SIDEWALK 2'UTILITY 2'UTILITY SETBACK 12' TIT 1Z' 12' SETBACK TRAVEL T TRAVEL TRAVEL 2'CURB AND LANE LANE LANE LANE 2'CURB AND BUTTER GUTTER 92-FOOT R.O.W.ARTERIAL 62'OF ROAD SURFACE PROPOSED COLLECTOR CROSS SECTIONS 78'RIGHT-0E-WAY 4W ROAD SURFACE 2ir I 21V 5'PLANTER 5'PLANTER 8'SIDEWALK 2.5% 23% 8'SIDEWALK 2'UIILRY 2'UTILITY SETBACK 12-2'CURB AND� �TRAVE -r� RAVEL TRAVEL -NEL NEL 2'CURB GUTTER D SETBACK GUTTER 78-FOOT R.O.W.COLLECTOR-4 LANES 48'OF ROAD SURFACE 78'RIGHT-0E-WAY 46'ROAD SURFACE 24' 24. 5'PLANTER 12• 5'PLANTER 8'SIDEWALK 2 5 76 TURN BAY Z.5 X 8'SIDEWALK 2'U71LT1Y '..:' 2'UTILITY SETBACK AV AV �. SETBACK 2'CURB AND TRAVEL TRAVEL 2'CURB AND GUTTER LANE LANE GUTTER S'SHOULDER 8'SHOULDER OR BIKEWAY OR BIKEWAY 78-FOOT R.O.W.COLLECTOR-3 LANES WITH STRIPED BIKEWAYS 48'OF ROAD SURFACE LOCAL ROAD CROSS SECTION NO CHANGE PROPOSAL FROM EXISTING STANDARD 50'RIGHT-0E-WAY 38'ROAD SURFACE 18' 18' SIDEWALK 2.5% 2.5% SIDEWALK 11' 11' 7 TRAVEL TRAVEL SHOULDER LANE LANE SHOULDER 50-FOOT R.O.W.LOCAL ROAD W OF ROAD SURFACE O '"d � O � CD O C!� 26 June 2008 Transportation Master Plan Budget Options Total Mlles Total Cost Reconstruct Total Cost Mill and Total Cost Seal Coat Total Cost Full Reconstruct Total Cost Mill&Inlay Total Cost Seal Coat per Mile(2016) Inlay per Mile(2016) per Mile(2016) Arterial Roads(Assuming 5 Lanes) 28.02 $ 4,907,591.44 $ 748,481.49 $ 56,792.68 $ 137,510,712.15 $ 20,972,451.35 $ 1,591,330.89 Collector Roads(Assuming 4 Lanes) 63.82 $ 3,867,391.91 $ 510,910.47 $ 51,091.82 $ 246,816,951.70 $ 32,606,306.20 $ 3,260,679.95 Residential Roads(Assuming 3 Lanes) 153.16 $ 2,149,594.57 $ 265,594.58 $ 24,509.97 $ 329,231,904.34 $ 40,676,934.27 $ 3,753,947.01 Total 245.00 $ 713,559,568.19 $ 94,255,691.82 $ 8,605,957.85 50 Year Maintenance Cycle Full Reconstruction every 50 years(includes Seal Coat) Mill&Inlay once at 25 years(includes Seal Coat) Seal Coat every 8 years Mlles Cost Recon Arterial per year 0.56 $ 2,748,251.21 Recon Collector per year 1.28 $ 4,950,261.64 Recon Res per year 3.06 $ 6,577,759.38 Mill&Inlay Arterial per year 0.56 $ 419,149.63 Mill&Inlay Collector per year 1.28 $ 653,965.40 Mill&Inlay Res per year 3.06 $ 812,688.81 Seal Coat Arterial per year 2.80 $ 159,019.50 Seal Coat Collector per year 6.38 $ 325,965.81 Seal Coat Res per year 15.32 $ 375,492.74 Patch/Skid Patch $ 75,000.00 Crack Seal 24.50 $ 73,500.00 Sign al Annual C $ 701,156.11 Illumination Annostual Cost $ Total Cost per year $ 17,872,210.23 100 Year Maintenance Cycle 100 Year Maintenance Cycle Full Reconstruction every 100 years(includes Seal Coat) Full Reconstruction every 100 years(includes Seal Coat) Mill&Inlay every 25 years(includes Seal Coat) Mill&Inlay once at 50 years(includes Seal Coat) Seal Coat every 8 years Seal Coat every 8 years Miles Cost Miles Cast Recon Arterial per year 0.28 $ 1,374,125.60 Recon Arterial per year 0.28 $ 1,374,125.60 Recon Collector per year 0.64 $ 2,475,130.82 Recon Collector per year 0.64 $ 2,475,130.82 Recon Res per year 1.53 $ 3,288,879.69 Recon Res per year 1.53 $ 3,288,879.69 Mill&Inlay Arterial per year 0.84 $ 628,724.45 Mill&Inlay Arterial per year 0.28 $ 209,574.82 Mill&Inlay Collector per year 1.92 $ 980,948.10 Mill&Inlay Collector per year 0.64 $ 326,982.70 Mill&Inlay Res per year 4.60 $ 1,221,689.07 Mill&Inlay Res per year 1.53 $ 406,344.41 Seal Coat Arterial per year 3.08 $ 174,921.45 Seal Coat Arterial per year 3.08 $ 174,921.45 Seal Coat Collector per year 7.01 $ 358,153.66 Seal Coat Collector per year 7.01 $ 358,153.66 Seal Coat Res per year 16.83 $ 412,502.80 Seal Coat Res per year 16.83 $ 412,502.80 Patch/Skid Patch $ 75,000.00 Patch/Skid Patch $ 75,000.00 Crack Seal 26.92 $ 80,760.00 Crack Seal 26.92 $ 80,760.00 Signal Annual Cost $ 701,156.11 Signal Annual Cost $ 701,156.11 Illumination Annual Cost $ Illumination Annual Cost $ Total Cost per year $ 11,771,991. ITotal Cost per year $ 9,883,532.06 200 Year Maintenance Cycle 200 Year Maintenance Cycle Full Reconstruction every 200 years(includes Seal Coat) Full Reconstruction every 200 years(includes Seal Coat) Mill&Inlay every 25 years(includes Seal Coat) Mill&Inlay every 50 years(includes Seal Coat) Seal Coat every8yeani Seal Coat every 8 years Miles Cost Miles Cast Recon Arterial per year 0.14 $ 687,062.80 Recon Arterial per year 0.14 $ 687,062.80 Recon Collector per year 0.32 $ 1,237,565.41 Recon Collector per year 0.32 $ 1,237,565.41 Recon Res per year 0.77 $ 1,655,187.82 Recon Res per year 0.77 $ 1,655,187.82 Mill&Inlay Arterial per year 0.98 $ 733,511.86 Mill&Inlay Arterial per year 0.42 $ 314,362.23 Mill&Inlay Collector per year 2.23 $ 1,139,330.35 Mill&Inlay Collector per year 0.96 $ 490,474.05 Mill&Inlay Res per year 5.36 $ 1,423,533.35 Mill&Inlay Res per year 2.30 $ 610,844.53 Seal Coat Arterial per year 3.38 $ 191,959.26 Seal Coat Arterial per year 3.38 $ 191,959.26 Seal Coat Collector per year 7.69 $ 392,896.10 Seal Coat Collector per year 7.69 $ 392,896.10 Seal Coat Res per year 18.45 $ 452,208.95 Seal Coat Res per year 18.45 $ 452,208.95 Patch/Skid Patch $ 75,000.00 Patch/Skid Patch $ 75,000.00 Crack Seal 29.52 $ 88,560.00 Crack Seal 29.52 $ 88,560.00 Signal Annual Cost $ 701,156.11 Signal Annual Cost $ 701,156.11 Illumination Annual Cost $ Illumination Annual Cost $ Total Cost per year I$ 8,777,972. ITotal Cost per year $ 6,897,277.26 500 Year Maintenance Cycle 500 Year Maintenance Cycle Full Reconstruction every 500 years(includes Seal Coat) Full Reconstruction every 500 years(includes Seal Coat) Mill&Inlay every 25 years(includes Seal Coat) Mill&Inlay every 50 years(includes Seal Coat) Seal Coat every 8 years Seal Coat every8 years Miles Cost Miles Cast Recon Arterial per year 0.06 $ 294,455.49 Recon Arterial per year 0.06 $ 294,455.49 Recon Collector per year 0.13 $ 502,760.95 Recon Collector per year 0.13 $ 502,760.95 Recon Res per year 0.31 $ 666,374.32 Recon Res per year 0.31 $ 666,374.32 Mill&Inlay Arterial per year 1.07 $ 800,875.19 Mill&Inlay Arterial per year 0.50 $ 374,240.75 Mill&Inlay Collector per year 2.43 $ 1,241,512.44 Mill&Inlay Collector per year 1.15 $ 587,547.04 Mill&Inlay Res per year 5.82 $ 1,545,702.26 Mill&Inlay Res per year 2.75 $ 730,357.60 Seal Coat Arterial per year 3.38 $ 191,959.26 Seal Coat Arterial per year 3.38 $ 191,959.26 Seal Coat Collector per year 7.69 $ 392,896.10 Seal Coat Collector per year 7.69 $ 392,896.10 Seal Coat Res per year 18.45 $ 452,208.95 Seal Coat Res per year 18.45 $ 452,208.95 Patch/Skid Patch $ 75,000.00 Patch/Skid Patch $ 75,000.00 Crack Seal 29.52 $ 88,560.00 Crack Seal 29.52 $ 88,560.00 Signal Annual Cost $ 701,156.11 Signal Annual Cost $ 701,156.11 Illumination Annual Cost $ Illumination Annual Cost $ Total Cost per year I$ 6,953,461. ITotal Cost per year $ 5,057,516.57 Page 1 of 16 50/100/300 Year Maintenance Cycle Full Reconstruction every 50 years for Arterial,every 100 years for Collectors,and every 100 years for Residential(includes Seal Coat) Mill&Inlay every 25 years for Arterial roads and Collector roads,Mill&Inlay every 50 years for Residential roads(includes Seal Coat) Seal Coat every 8 years Miles Cost Recon Arterial per year 0.56 $ 2,748,251.21 Recon Collector per year 0.64 $ 2,475,130.82 Recon Res per year 1.53 $ 3,288,879.69 Mill&Inlay Arterial per year 0.56 $ 419,149.63 Mill&Inlay Collector per year 1.92 $ 980,948.10 Mill&Inlay Res per year 1.53 $ 406,344.41 Seal Coat Arterial per year 2.80 $ 159,019.50 Seal Coat Collector per year 6.38 $ 325,965.81 Seal Coat Res per year 15.32 $ 375,492.74 Patch/Skid Patch $ 75,000.00 Crack Seal 24.50 $ 73,500.00 Signal Annual Cost $ 701,156.11 Illumination Annual Cost $ Total Cost per year $ 12,028,838.02 50/100/200 Year Maintenance Cycle 50/100/200 Year Maintenance Cycle Full Reconstruction every 50 years for Arterial,every 100 years for Collectors,and every 200 Full Reconstruction every 50 years for Arterial,every 100 years for Collectors,and every years for Residential(includes Seal Coat) 200 years for Residential(includes Seal Coat) Mill&Inlay every 25 years(includes Seal Coat) Mill&Inlay every 50 years(includes Seal Coat) Seal Coat every 8 years Seal Coat every 8 years Mlles Cost Mlles Cost Recon Arterial per year 0.56 $ 2,748,251.21 Recon Arterial per year 0.56 $ 2,748,251.21 Recon Collector per year 0.64 $ 2,475,130.82 Recon Collector per year 0.64 $ 2,475,130.82 Recon Res per year 0.77 $ 1,655,187.82 Recon Res per year 0.77 $ 1,655,187.82 Mill&Inlay Arterial per year 0.56 $ 419,149.63 Mill&Inlay Arterial per year Mill&Inlay Collector per year 1.92 $ 980,948.10 Mill&Inlay Collector per year 0.64 $ 326,982.70 Mill&Inlay Res per year 5.36 $ 1,423,533.35 Mill&Inlay Res per year 2.30 $ 610,844.53 Seal Coat Arterial per year 2.80 $ 159,019.50 Seal Coat Arterial per year 2.80 $ 159,019.50 Seal Coat Collector per year 7.01 $ 358,153.66 Seal Coat Collector per year 7.01 $ 358,153.66 Seal Coat Res per year 18.45 $ 452,208.95 Seal Coat Res per year 18.45 $ 452,208.95 Patch/Skid Patch $ 75,000.00 Patch/Skid Patch $ 75,000.00 Crack Seal 28.26 $ 84,780.00 Crack Seal 28.26 $ 84,780.00 Sign al Annual Cost $ 701,156.11 Signal Annual Cost $ 701,156.11 Illumination Annual Cost $ Illumination Annual Cost $ Total Cost per year $ 11,532,519.15 Total Cost per year $ 9,646,715.30 50/100/500 Year Maintenance Cycle 50/100/500 Year Maintenance Cycle Full Reconstruction every 50 years for Arterial,every 200 years for Collectors,and every 500 Full Reconstruction every 50 years for Arterial,every 100 years for Collectors,and every years for Residential(includes Seal Coat) 500 years for Residential(includes Seal Coat) Mill&Inlay every 25 years(includes Seal Coat) Mill&Inlay every 50 years(includes Seal Coat) Seal Coat every8years Seal Coat every 8 ears Miles Cost Miles Cost Recon Arterial per year 0.56 $ 2,748,251.21 Recon Arterial per year 0.56 $ 2,748,251.21 Recon Collector per year 0.64 $ 2,475,130.82 Recon Collector per year 0.64 $ 2,475,130.82 Recon Res per year 0.31 $ 666,374.32 Recon Res per year 0.31 $ 666,374.32 Mill&Inlay Arterial per year 0.56 $ 419,149.63 Mill&Inlay Arterial per year $ Mill&Inlay Collector per year 1.92 $ 980,948.10 Mill&Inlay Collector per year 0.64 $ 326,982.70 Mill&Inlay Res per year 5.82 $ 1,545,702.26 Mill&Inlay Res per year 2.75 $ 730,357.60 Seal Coat Arterial per year 2.80 $ 159,019.50 _ Seal Coat Arterial per year 2.80 $ 159,019.50 Seal Coat Collector per year 7.01 35$ 8,153.66 Seal Coat Collector per year 7.01 $ 358,153.66 Seal Coat Res per year 18.45 $ 452,208.95 Seal Coat Res per year 18.45 $ 452,208.95 Patch/Skid Patch $ 75,000.00 Patch/Skid Patch $ 75,000.00 Crack Seal 28.26 $ 84,780.00 Crack Seal 28.26 $ 84,780.00 Signal Ann ua'Cost $ 701,156.11 Signal Annual Cost $ 701,156.11 Illumination Annual Cost $ Illumination Annual Cost $ Total Cost per year $ 10,665,874.56 Total Cost per year $ 8,777,414.87 General Notes: All options include a seal coat after reconstruction as shown in the cost per mile breakdown sheets It is assumed,with the Mill&Inlay at 1/25 years option,that in a 50 year period there will be a total of 1 Mill and Inlay,and 45eal Coats not counting the seal coat after the Full Reconstruction and Mill&Inlay. It is assumed,with the Mill&Inlay at 1/25 years option,that in a 100 year period there will ba total of 3 Mill and Inlay,and 8 Seal Coats not counting the seal coat after the Full Reconstruciton and Mill&Inlay. It is assumed,with the Mill&Inlay at 1/25 years option,that in a 200 year period there will ba total of 7 Mill and Inlay,and 17 Seal Coals not counting the seal coat after the Full Reconstruciton and Mill&Inlay. It is assumed,with the Mill&Inlay at 1/25 years option,that in a 500 year period there will ba total of 19 Mill and Inlay,and 41 Seal Coats not counting the seal coat after the Full Reconstruciton and Mill&Inlay. It is assumed,with the Mill&Inlay at 1/50 years option,that in a 100 year period there will ba total of 1 Mill and Inlay,and 10 Seal Coals not counting the seal coat after the Full Reconstruciton and Mill&Inlay. It is assumed,with the Mill&Inlay at 1/50 years option,that in a 200 year period there will ba total of 3 Mill and Inlay,and 21 Seal Coals not counting the seal coat after the Full Reconstruciton and Mill&Inlay. It is assumed,with the Mill&Inlay at 1/50 years option,that in a SOD year period there will ba total of 9 Mill and Inlay,and 51 Seal Coals not counting the seal coat after the Full Reconstruciton and Mill&Inlay. The cost of installing ADA ramps is not included in this breakdown and will need to be added to the amount per year spent depending on which ADA ramp option is picked.See Page Titled ADA Ramps The Residential Life could be unrealistic at 200 years The Residential Life could be unrealistic at 500 years All options assume that the road has been fully built out to the City of Twin Falls Standard Typical Section as attached. See the Signals Annual Cost page for a breakdown of costs dealing with signals. See the Illumination Annual Cost page for a breakdown of costs dealing with illumination. See the Cost per Mile Breakdown(Arterial)for costs dealing with Arterial Roads. See the Cost per Mile Breakdown(Collector)for costs dealing with Collector Roads. See the Cost per Mile Breakdown(Residential)for costs dealing with Residential Roads. See the Unit Price Page to see a breakdown of where costs came from. See the Road Segment(within City Limits)to see the road segments used to get the total lengths. Page 2 of 16 Signal Costs Item Cost Total Cost(50 years) Annual Cost 1 New Traffic Signal $ 500,000.00 $ 16,666,666.67 $ 111,111.11 Maintenance per year $ 2,000.00 $ 100,000.00 $ 2,000.00 z Cabinet Replacment(Washington ST Project cost) $ 27,215.00 $ 4,082,250.00 $ 81,645.00 3 LED Replacement $ 6,400.00 $ 320,000.00 $ 6,400.00 4 Signal Upgrade $ 500,000.00 $ 25,000,000.00 $ 500,000.00 Total Annual Cost: $ 701,156.11 Notes: Total costs are based on 50 signalized intersections. 1. It is assumed that a new signalized intersection will be constructed every 18 months and that only 1 out of 3 new signalized intersections will come out of the City of Twin Falls budget with the others being paid for by other parties. 2. It is assumed that the life of a signal cabinet is 13 years. In order to replace all of the signal cabinets in a 13 year period 3 cabinets will need to be replaced per year. 3. It is assumed that the life of an LED bulb will be 10 years. In order to replace all LED bulbs in a 10 year period,64 LED bulbs will need to be replaced per year. 4. It is assumed that the longevity of a signal system is 50 years.In order to replace all of the signalized intersection in a 50 year period 1 signalized intersection will need to be replaced per year. Page 3 of 16 Illumination Costs Item Cost Total Cost(50 years) Annual Cost New Illumination $ $ $ Maintenance per year $ $ $ Bulb Replacement $ $ $ Pole Replacement $ $ $ LED Conversion $ $ $ Total Annual Cost: $ Page 4 of 16 ADA Ramps Sec p Location rr ADA Ramps Unit Price Total Cost 1 Grandview to Washington and Canyon to Pole Line 264 $ 4,883.16 /EACH $ 1,289,154.24 2 Washington to Blue Lakes and Canyon to Pole Line 92 $ 4,883.16 /EACH $ 449,250.72 3 Blue Lakes to Eastland and Canyon to Pole Line 26 $ 4,883.16 /EACH $ 126,962.16 4 Eastland to Hankin and Canyon to Pole Line 8 $ 4,883.16 /EACH $ 39,065.28 5 Eastland to Hankin and Pole Line to Falls 76 $ 4,883.16 /EACH $ 371,120.16 6 Blue Lakes to Eastland and Pole Line to Falls 450 $ 4,883.16 /EACH $ 2,197,422.00 7 Washington to Blue Lakes and Pole Line to Falls 90 $ 4,883.16 /EACH $ 439,484.40 8 Grandview to Washington and Pole Line to Falls 346 $ 4,883.16 /EACH $ 1,689,573.36 9 Grandview to Washington and Falls to Addison 322 $ 4,883.16 /EACH $ 1,572,377.52 30 Washington to Blue Lakes and Falls to Addison 937 $ 4,883.16 /EACH $ 4,575,520.92 11 Blue Lakes to Eastland and Falls to Addison 450 $ 4,883.16 /EACH $ 2,197,422.00 12 Eastland to Hankin and Falls to Addison 368 $ 4,883.16 /EACH $ 1,797,002.88 13 Eastland to Harkin and Addison to Kimberly 418 $ 4,883.16 /EACH $ 2,041,160.88 14 Blue Lakes to Eastland and Addison to Kimberly 618 $ 4,883.16 /EACH $ 3,017,792.88 15 Washington to Blue Lakes and Addison to Kimberly 1090 $ 4,883.16 /EACH $ 5,322,644.40 16 Grandview to Wasthington and Addison to Kimberly 92 $ 4,883.16 /EACH $ 449,250.72 17 Sunway to Grandview and Pole Line to Falls 128 $ 4,883.16 /EACH $ 625,044.48 18 Sunway to Grandview and Falls to Addison 88 $ 4,883.16 /EACH $ 429,718.08 19 Grandview to Washington and Kimberly to Orchard 14 $ 4,883.16 /EACH $ 68,364.24 20 Washington to Blue Lakes and Kimberly to Orchard 280 $ 4,883.16 /EACH $ 1,367,284.80 21 Blue Lakes to Eastland and Kimberly to Orchard 94 $ 4,883.16 /EACH $ 459,017.04 22 Eastland to Hankins and Kimberly to Orchard 60 $ 4,883.16 /EACH $ 292,989.60 23 Grandview to Washington and Orchard to 3600 N 166 $ 4,883.16 /EACH $ 810,604.56 24 Washington to Blue Lakes and Orchard to 3600 N 162 $ 4,883.16 /EACH $ 791,071.92 Total ADA Ramps: 6639 Total Cost: $ 32,419,299.24 ADA Ramp 20 Year Cost per Year ADA Ramp/YR Unit Price Total Cost/YR 332 $ 4,883.16 $ 1,621,209.12 ADA Ramp 50 Year Cost per Year ADA Ramp/YR Unit Price Total Cost/YR 133 $ 4,883.16 $ 649,460.28 Cost Breakdown Work Item Quantity Unit Price Notes Line Total Removal o 19 SY $ 8.64 Average from recentjobs bid out b the Cit of Twin Falls(2015-2017) $ 164.16 Removal o 35 FT $ 4.17 Average from recentjobs bid out bytheCityofTwin Falls(2015-2017) $ 145.95 Excavation 1 CY $ 17.75 Average from recent jobs bid out b the CityofTwin Falls(2015-2017) $ 17.75 3/4 Base 0.5 Ton $ 46.19 Average from recent jobs bid out b the CityofTwin Falls(2015-2017) $ 23.10 ADA Ramp 1 EA $ 4,532.20 Average from recent jobs bid out b the CityofTwin Falls(2015-2017) $ 4,532.20 Unit Price Total: $ 4,883.16 General Notes: In 2014 the city estimated approximately 6400 ADA ramps.The number presented above assumes ADA ramps are provided at all intersections. Possible ADA Ramps were counted using Google Maps within the City of Twin Falls City Limits.See the attached Map for reference It is assumed that a four way intersection will have 8 ADA Ramps and a'T"interseciton will have 2 ADA Ramps. At intersections with Islands,each corner was counted as having 4 additional ADA ramps.i.e.Blue Lakes and Poleline was counted as having 12 ADA Ramps The price of the ADA ramp is based off the average price of previous jobs within the last two years,bid out by the City of Twin Falls.(See Unit Bid Prices) Quantities include ramps on state highways located with the City Limits as indicated in the attached Map. Page 5 of 16 1 2 4 93 Shoa Fall: 17 8 7 6 S 18 9 10 11 12 16 Twil5alls 14 13 19 20 21 22 2P 24 N� Page 6 of 16 Cost per Mile Breakdown (Arterial) Full Reconstruction Arterial Roads Width(FT) Length(FT/Mile) Depth(FT) Area(SY) Volume(CF) Tons(y is on price sheet) Gallons Unit Price Cost Superpave 60 5280 0.25 35200 79200 5662.8 $ 95.39 $ 540,174.49 3/4"Base 60 5280 0.5 35200 158400 11008.8 $ 46.19 $ 508,496.47 Subbase 60 5280 1.42 35200 449856 31714.848 $ 36.38 $ 1,153,786.17 Excavation 60 5280 2.17 35200 687456 $ 17.75 $ 451,938.67 Pav Markings 60 17318.4 $ 0.15 $ 2,597.76 Thermo Pav Markings 1070.4 $ 8.95 $ 9,580.08 Sidewalk 5 10560 5867 $ 48.04 $ 281,850.68 Removal of Sidewalk 5 10560 5867 $ 8.64 $ 50,690.88 Base Under Sidewalk 5 10560 0.33 5867 17424 1210.968 $ 46.19 $ 55,934.61 Curb and Gutter 10560 $ 35.93 $ 379,420.80 Removal of C&G 10560 $ 4.17 $ 44,035.20 Base Under C&G 2.5 10560 0.5 13200 917.4 1 1$ 46.19 $ 42,374.71 Rem of Conc Valley Gutter 576 $ 17.25 $ 9,936.00 Conc Valley Gutter 576 $ 161.72 $ 93,150.72 Curb Turn Fillets Each per Mile: 28 $ 2,441.25 $ 68,355.00 Seal Coat after Recontruct $ 56,792.68 Contingency Item To provide extra budget for Signs,Storm Drain,Catch Basins,Mailboxes,Removals,and any other item not listed. 15% $ 562,367.24 Traffic Control Estimated Percentage 2% $ 74,982.30 Survey/Testing Estimated Percentage 2% $ 74,982.30 Mobilization Estimated Percentage 10% $ 446,144.68 Total cost per mile $ 4,907,591.44 Mill-inlay Arterial Roads Width(FT) Length(FT/Mile) Depth(FT) Volume(CF) Area(SY) Tons(y is on price sheet) Gallons Unit Price Cost Superpave 60 5280 0.17 53856 35200 3850.704 $ 95.39 $ 367,318.65 Cold Milling 60 5280 0.17 53856 35200 $ 2.72 $ 95,744.00 Tack Coat 60 5280 35200 6336 $ 4.00 $ 25,344.00 Pav Markings 60 17318.4 $ 0.15 $ 2,597.76 Thermo Pav Markings 1790.4 $ 8.95 $ 16,024.08 Seal Coat after Mill-Inlay $ 56,792.68 Contingency Item To provide extra budget for adjusting valves,adjusting manholes,and any other item not listed. 15% $ 76,054.27 Traffic Control Estimated Percentage 6% $ 30,421.71 Survey/Testing Estimated Percentage 2% $ 10,140.57 Mobilization Estimated Percentage 10% $ 68,043.77 Total cost per mile $ 748,481.49 Page 7 of 16 Seal Coat Arterial Roads Width(FT) Length(FT/Mile) Depth(FT) Volume(CF) Area(SY) Tons(y is on price sheet) Gallons Unit Price Cost Cover Coat Materials 60 5280 0.04 12672.00 35200 595.58 $ 15.61 $ 9,297.00 CRS-211 Asphalt 60 5280 0.00 35200 47.52 11616 $ 461.10 $ 21,911.47 Pav Markings 60 17318.4 $ 0.15 $ 2,597.76 Thermo Pav Markings 1070.4 $ 8.95 $ 9,580.08 Contingency Item To provide extra budget for any item not listed. 15% $ 6,507.95 Traffic Control Estmated Percentage 4% $ 1,735.45 Mobilization Estimated Percentage 10% $ 5,162.97 Total cost per mile $ 56,792.68 General Notes: It is assumed that for the item Pav Markings there will be 2 solid lines and 4 striped lines(two white skip-striped lane dividers,and two combination yellow solid/skip-striped lines) It is assumed that for the item Thermo Pav Markings that there will be a total of 24 arrows,4 crosswalks,and 4 stop bars per mile. It is assumed that on a mile of Arterial road that there will be 6 valley gutters 48'long and 8 valley gutters 36'long with a total of 28 curb turn fillets,assuming 3 collector intersections and 4 residential intersections.It is assumed that there will be no valley gutters crossing arterial roadways. It is provided in the cost per mile that a seal coat is included with the full reconstruction in the cost breakdown. Ballast depths are based on 2008 Transportation Master Plan Arterial Typical Section. 6k N Page 8 of 16 Cost per Mile Breakdown (Collector) Full Reconstruction Collector Roads Width(FT) Length(FT/Mile) Depth(FT) Area(SY) Volume(CF) Tons(y is on price sheet) Gallons Unit Price Cost Superpave 48 5280 0.21 28160 53222.4 3805.40 $ 95.39 $ 362,997.11 3/4"Base 48 5280 0.42 28160 106444.8 7397.91 $ 46.19 $ 341,709.46 Subbase 48 5280 1.29 28160 326937.6 23049.1008 $ 36.38 $ 838,526.29 Excavation 48 5280 1.92 28160 486604.8 $ 17.75 $ 319,897.60 Pav Markings 48 13939.2 $ 0.15 $ 2,090.88 Thermo Pav Markings 1385.6 $ 8.95 $ 12,401.12 Sidewalk 5 10560 5867 $ 48.04 $ 281,850.68 Removal of Sidewalk 5 10560 5867 $ 8.64 $ 50,690.88 Base Under Sidewalk 5 10560 0.33 5867 17424 1210.968 $ 46.19 $ 55,934.61 Curb and Gutter 10560 $ 35.93 $ 379,420.80 Removal of C&G 10560 $ 4.17 $ 44,035.20 Base Under C&G 2.5 10560 0.5 13200 917.4 $ 46.19 $ 42,374.71 Rem of Conc Valley Gutter 576 $ 17.25 $ 9,936.00 Conc Valley Gutter 576 $ 161.72 $ 93,150.72 Curb Turn Fillet Each per Mile: 28 $ 2,441.25 $ 68,355.00 Seal Coat after Recontruct $ 51,091.82 Contingency Item To provide extra budget for Signs,Storm Drain,Catch Basins,Mailboxes,Removals,and any other item not listed. 15% $ 443,169.43 Traffic Control Estimated Percentage 2% $ 59,089.26 Survey/Testing Estimated Percentage 2% $ 59,089.26 Mobilization Estimated Percentage 10% $ 351,581.08 Total cost per mile $ 3,867,391.91 Mill-Inlay Collector Roads Width(FT) Length(FT/Mile) Depth(FT) Volume(CF) Area(SY) Tons(y is on price sheet) Gallons Unit Price Cost Superpave 48 5280 0.13 32947.2 28160 2355.7248 $ 95.39 $ 224,712.59 Cold Milling 48 5280 0.13 32947.2 28160 $ 2.72 $ 76,595.20 Tack Coat 48 5280 28160 5068.8 $ 4.00 $ 20,275.20 Pav Markings 48 13939.2 $ 0.15 $ 2,090.88 Thermo Pav Markings 1385.6 $ 8.95 $ 12,401.12 Seal Coat after Mill-Inlay $ 51,091.82 Contingency Item To provide extra budget for adjusting valves,adjusting manholes,and any other item not listed. 15% $ 50,411.25 Traffic Control Estimated Percentage 6% $ 20,164.50 Survey/Testing Estimated Percentage 2% $ 6,721.50 Mobilization Estimated Percentage 10% $ 46,446.41 Total cost per mile $ 510,910.47 Page 9 of 16 Seal Coat Collector Roads Width(FT) Length(FT/Mile) Depth(FT) Volume(CF) Area(SY) Tons(y is on price sheet) Gallons Unit Price Cost Cover Coat Materials 48 5280 0.04 10137.60 28160 476.47 $ 15.61 $ 7,437.70 CRS-211 Asphalt 48 5280 28160 38.02 9292.8 $ 461.10 $ 17,531.02 Pav Markings 48 13939.2 $ 0.15 $ 2,090.88 Thermo Pav Markings 1385.6 $ 8.64 $ 11,971.58 Contingency Item To provide extra budget for any item not listed. 15% $ 5,854.68 Traffic Control Estimated Percentage 4% $ 1,561.25 Mobilization Estimated Percentage 10% $ 4,644.71 Total cost per mile $ 51,091.82 General Notes: It is assumed that for the item Pav Markings that there will be 2 solid lines and 2 striped lines(two white skip-striped lane dividers,and a double yellow striped divider) It is assumed that for the item Thermo Pav Markings that there will be a total of 16 arrows,8 crosswalks,and 8 stop bars per mile. It is assumed that on a mile of Collector road that there will be 6 valley gutters 48'long and 8 valley gutters 36'long with a total of 28 curb turn fillets,assuming 3 collector intersections and 4 residential intersections.It is assumed that the only place where a valley gutter will cross a major collector roadway is where it meets an arterial roadway It is provided in the cost per mile that a seal coat is included with the full reconstruction in the cost breakdown. Ballast depths are based on 2008 Transportation Master Plan Collector Typical Section. Page 10 of 16 Cost per Mile Breakdown (Residential) Full Reconstruction Residential Roads Width(FT) Length(FT/Mile) Depth(FT) Area(SY) Volume(CF) Tons(y is on price sheet) Gallons Unit Price Cost Superpave 36 5280 0.21 21120 39916.8 2854.05 $ 95.39 $ 272,247.83 3/4"Base 36 5280 0.17 21120 32313.6 2245.80 $ 46.19 $ 103,733.50 Subbase 36 5280 0.50 21120 95040.0 6700.32 $ 36.38 $ 243,757.64 Excavation 36 5280 0.88 21120 167270.4 $ 17.75 $ 109,964.80 Sidewalk 5 10560 5867 $ 48.04 $ 281,850.68 Removal of Sidewalk 5 10560 5867 $ 8.64 $ 50,690.88 Base Under Sidewalk 5 10560 0.33 5867 17424.0 1210.97 $ 46.19 $ 55,934.70 Curb and Gutter 10560 $ 35.93 $ 379,420.80 Removal of C&G 10560 $ 4.17 $ 44,035.20 Base UnderC&G 2.5 10560 0.33 8712.0 605.48 $ 46.19 $ 27,967.12 Rem of Conc Valley Gutter 288 $ 161.72 $ 46,575.36 Conc Valley Gutter 288 $ 4.17 $ 1,200.96 Curb Turn Fillet Each per Mile: 16 $ 17.25 $ 276.00 Seal Coat after Recontruct $ 24,509.97 Contingency Item To provide extra budget for Signs,Storm Drain,Catch Basins,Mailboxes,Removals,and any other item not listed. 15% $ 246,324.82 Traffic Control Estimated Percentage 2% $ 32,843.31 Survey/Testing Estimated Percentage 2% $ 32,843.31 Mobilization Estimated Percentage 10% $ 195,417.69 Total cost per mile $ 2,149,594.57 Mill-Inlay Residential Roads Width(FT) Length(FT/Mile) Depth(FT) Volume(CF) Area(SY) Tons(y is on price sheet) Gallons Unit Price Cost Superpave 36 5280 0.08 15206.4 21120 1087.2576 $ 95.39 $ 103,713.50 Cold Milling 36 5280 0.08 15206.4 21120 $ 2.72 $ 57,446.40 Tack Coat 36 5280 21120 3801.6 $ 4.00 $ 15,206.40 Seal Coat after Mill-Inlay $ 24,509.97 Contingency Item To provide extra budget for adjusting valves,adjusting manholes,and any item not listed. 15% $ 26,454.95 Traffic Control Estimated Percentage 6% $ 10,581.98 Survey/Testing Estimated Percentage 2% $ 3,527.33 Mobilization Estimated Percentage 10% $ 24,144.05 Total cost per mile $ 265,584.58 Page 11 of 16 Seal Coat Residential Roads Width(FT) Length(FT/Mile) Depth(FT) Volume(CF) Area(SY) Tons(y is on price sheet) Gallons Unit Price Cost Cover Coat Materials 36 5280 0.04 7603.20 21120 357.35 $ 15.61 $ 5,578.23 CRS-2R Asphalt 36 5280 21120 28.51 6969.6 $ 461.10 $ 13,145.96 Contingency Item To provide extra budget for any item not listed. 15% $ 2,808.63 Traffic Control Estimated Percentage 4% $ 748.97 Mobilization Estimated Percentage 10% $ 2,228.18 Total cost per mile $ 24,509.97 General Notes: It is assumed that no pavement markings will be placed on residential streets. It is assumed that no thermo pavement markings will be placed on residential roadways. It is assumed that there will be 2 valley gutters per residential/residential intersection,assuming 8-36'valley gutters with 16 curb turn fillets.All other intersections have been completed as part of a collector or arterial construction project. It is provided in the cost per mile that a seal coat is included with the full reconstruction in the cost breakdown. Ballast depths are based on 2008 Transportation Master Plan Residential Typical Section. Page 12 of 16 Unit Bid Prices Details Item Units Price Source/Notes Estimating Source/Notes Plant Mix Pavement Ton $ 95.39 Average from recent jobs bid out by the City of Twin Falls(2015-2017) 143 Ibs/cf Per Eastland Poleline SP2 Mix Design Milling SY $ 2.72 Average from recent jobs bid out by the City of Twin Falls(2015-2017) - - Base Ton $ 46.19 Average from recent jobs bid out by the City of Twin Falls(2015-2017) 139 Ibs/cf Per Cheney Drive 3/4 Base Proctor Subbase Ton $ 36.38 Average from recent jobs bid out by the City of Twin Falls(2015-2017) 141 Ibs/cf Per Cheney Drive Subbase Proctor Cover Coat Ton $ 15.61 Average from recent jobs bid out by the City of Twin Falls(2015-2017) 94 Ibs/cf - Asphalt_CRS-2R Ton $ 461.10 Average from recent jobs bid out by the City of Twin Falls(2015-2017) 2.7 Ibs/SY Asphalt Dmulsion CRS-211 product data sheet Excavation CY $ 17.75 Average from recent jobs bid out by the City of Twin Falls(2015-2017) - - Striping Water FT $ 0.15 Average from Cheney Drive Project 25':8'w/17'space Per City of Twin Falls Standard for Skip Line Striping Thermo SF $ 8.95 Average from Cheney Drive Project - - Survey/testing LS 2%Average of Eastland-Poleline Project bid - - Average from recent jobs bid out by the City of Twin Falls(2015-2017)2%for Traffic Control LS See Note reconstruction,6%for Mill and Inlay,and 4%for Seal Coat Mobilization LS 10% - - CSS-1 DIL Emul Asph for Tack GAL $ 4.00 Average from recent jobs bid out by the City of Twin Falls(2015-2017) - - Sidewalk SY $ 48.04 Average from recent jobs bid out by the City of Twin Falls(2015-2017) - - Curb and Gutter FT $ 35.93 Average from recent jobs bid out by the City of Twin Falls(2015-2017) - - Average of Recent Jobs Bid out by the City of Twin Falls+1 CY of excavation and 0.5 tons - - ADA Ramp EA $ 4,883.16 of base+35 feet of curb removal+19 SY of Sidewalk removal Crack Seal TON $ 3,000.00 Quote from Imperial Asphalt(Assume 1 Ton per Lane Mile) - - Rem of Sidewalk SY $ 8.64 Average from recent jobs bid out by the City of Twin Falls(2015-2017) - - Rem of Curb and Gutter FT $ 4.17 Average from recent jobs bid out by the City of Twin Falls(2015-2017) - - Conc Valley Gutter FT $ 161.72 Average from recent jobs bid out by the City of Twin Falls(2015-2017) - - Rem of Conc Valley Gutter FT $ 17.25 Average from recent jobs bid out by the City of Twin Falls(2015-2017) - - Curb Turn Fillets EA $ 2,441.25 Average from recent jobs bid out by the City of Twin Falls(2015-2017) - - Page 13 of 16 Arterial Roads FID Lanes Name Segment Lengths Total Length(FT) Total Length(Miles) Lane Miles 0 5 Pole Line Road 2739.88 3409.06 4527.01 2670.67 2651.48 3934.59 2690.98 900.77 23524.44 4.46 22.30 1 5 Falls Ave 5321.07 2061.040304 1394.026 2089.037 1737.015 2624.999 1313.069 2639.026 1327.538 2735.062 5161.392 4566.03 1404.088 1263.455 35636.85 6.75 33.75 2 5 South Park 5380.947 4491.444004 9872.39 1.87 9.35 3 5 Orchard Drive 7888.578 5264.854975 5290.491 2625.263 2638.339 2604.826 4486.422 30798.77 5.83 29.15 4 5 3600 N 5278.937 5246.152123 2168.446 12693.54 2.40 12.00 5 5 3500 N 5306.069 2165.072095 5646.641 5215.711 18333.49 3.47 M25 6 5 3400 North 10692.88 9641.467938 20334.35 3.85 7 5 Eastland Dr 2648.351 2666.812408 2735.615 971.8743 1644.885 1355.352 1294.043 1308.274 1357.766 1326.822 1327.888 1336.731 1339.085 21313.50 4.04 8 5 3100 East 5214.687 3102.496679 3834.865 2132.208 14284.26 2.71 9 5 Hankins Road 6356.583 5269.612635 5315.066 1461.937 5293.024 1104.985 1552.13 1169.879 27523.22 5.21 10 5 3300 East 5408.372 4853.232976 2663.897 12925.50 2.45 11 5 Washington ST 2535.828 5952.983019 718.7365 659.8476 1320.665 2725.713 2671.148 991.848 1526.74 2647.915 2045.799 23797.22 4.51 12 5 Airport Road 5351.837 5293.467409 10645.30 2.02 13 5 Grandview Drive 10716.5 1335.511183 2480.911 2502.226 2505.877 5235.807 5379.686 1459.678 1195.665 1295.003 832.1789 612.1981 35551.24 6.73 33.65 14 5 Sun Way 2792.506 5267.205597 8059.71 1.53 7.65 59 5 Addison Ave 4598.343 5321.254927 1 2614.609 2614.8491 3979.409 1324.8851 1 1 1 20453.35 3.87 19.35 79 5 Shoshone ST 3388.061 3388.06 0.64 3.20 192 5 Blue Lakes Blvd 5297.949 5206.221789 2623.489 1331.349 1322.475 15781.48 2.99 14.95 207 5 Canyon Rim RD 4410.386 4410.39 0.84 4.20 223 5 2700 E 5306.214 5400.951283 3392.399 5175.139 19274.70 3.65 18.25 288 5 17096.08 3102.496679 20198.58 3.83 19.15 Totals 388800.34 73.65 368.25 Page 14 of 16 Collector Roads FID Lanes Name Segment Lengths Total Length(FT) Total Length(Miles) Lane Miles 15 4 Park View Drive 1645.49 1107.16 3765.09 1064.66 307.28 7889.68 1.49 5.96 16 4 North College RD 1410.651 1364.997645 3979.211 1736.966 1463.365 3149.182 1327.707 1285.574 665.9886 16383.64 3.10 12.40 17 4 BridgeView Blvd 2959.705 1048.050114 4007.76 0.76 3.04 18 4 Fillmore ST 670.1503 4081.915012 1379.796 1255.672 2665.853 1332.922 663.2153 802.3961 1851.054 14702.97 2.78 11.12 19 4 Candleridge Drive 2648.079 2648.08 0.50 2.00 20 4 Madrona Street 1329.38 987.332434 1288.515 1159.583 1446.995 1325.562 1326.149 8863.52 1.68 6.72 21 4 Filer Ave 2623.838 1409.848035 2090.015 1738.706 2643.425 1320.744 2677.488 1294.307 2654.865 2609.332 2241.77 23304.34 4.41 17.64 22 4 Elizabeth Blvd 7283.264 3975.690408 1 5213.446 2656.575 1 1 1 1 1 19128.98 3.62 14.48 23 4 Harrison ST 2645.076 2676.338327 670.0913 668.6413 1338.327 606.2965 1343.101 1358.172 2595.518 1316.201 2686.89 17904.65 3.39 13.56 24 4 Park Ave 2611.376 2602.563383 9771.297 14985.24 2.84 11.36 25 4 Eldridge Ave 3965.725 2714.890438 5286.548 2547.285 14514.45 2.75 11.00 26 4 Locus ST 2513.346 3454.656385 1321.301 2658.797 1328.534 1314.374 1323.34 665.0462 661.6434 1326.853 1313.081 1342.497 1437.604 400.1139 845.4628 21906.65 4.15 16.60 27 4 Carriage Lane 2648.958 715.794045 1293.911 2044.802 1328.461 1750.81 603.8191 627.024 1325.913 1109.741 217.9158 13667.15 2.59 10.36 29 4 Wendell ST 1541.923 2539.904475 991.7783 1427.018 2648.902 9149.53 1.73 6.92 30 4 Heyburn Ave 1325.887 3378.542113 2651.196 1324.789 1326.911 1322.924 1325.595 1328.944 13984.79 2.65 10.60 31 4 Pheasant RD 7861.863 5814.420652 1 2192.826 4366.303 1 1 1 1 1 20235.41 3.83 15.32 32 4 Sparks ST 2641.055 991.808422 1539.165 5172.03 0.98 3.92 33 4 Stadium Blvd 2625.213 1298.582052 2657.213 6448.9091 2620.141 3442.037 19092.09 3.62 14.48 34 4 Julie Lane 2738.789 1890.706448 706.1216 1325.5041 727.729 7388.85 1.40 5.60 35 4 Cheney Drive 2539.701 1323.065437 5782.649 2339.678 704.348 5884.611 4468.84 786.2746 1467.391 25296.56 4.79 19.16 36 4 Shoup Ave 2655.177 2635.974523 1327.509 1328.504 1298.069 9245.23 1.75 7.00 37 4 9th Ave 2655.021 2654.320323 1324.673 2611.455 9911.891 1325.8 20483.16 3.88 15.52 38 4 Highland Ave 3950.897 1297.496146 647.0011 2628.163 9772.423 18295.98 3.47 13.88 39 4 Southwood Ave 8932.583 4521.912085 3912.456 3085.248 20452.20 3.87 15.48 146 4 4th Ave 1324.004 3970.557697 5332.836 5230.096 15857.49 3.00 12.00 208 4 Canyon Rim RD 1334.74 1018.084032 2352.82 0.45 1.80 209 4 North Fork RD 4415.598 1331.084574 5746.68 1.09 4.36 210 4 Federation RD 2653.955 4424.745311 822.8105 485.1604 1348.888 9735.56 1.84 7.36 211 4 Canyon Crest Drive 1393.621 1384.461928 4440.739 1257.846 1324.684 9801.35 1.86 7.44 212 4 Columbia Drive 1296.965 1327.503203 1180.662 3805.13 0.72 2.88 213 4 Kenyon RD 3011.623 1319.070673 998.6087 5329.30 1.01 4.04 215 4 Sun Way 2157.258 1 1 1 1 1 2157.26 0.41 1.64 216 4 Creekside Way 7596.555 2520.648903 2647.04 12764.24 2.42 9.68 217 4 1 Field Stream Way 3809.321 2520.062366 402.7046 1216.676 2142.1411 10090.91 1.91 7.64 252 4 703.5264 8046.248777 6372.437 9560.112 1534.473 11072.53 9897.045 6476.555 1936.866 5294.648 6611.783 2486.326 4462.904 2721.548 2666.442 79843.44 15.12 60.48 254 4 1410.374 12676.73547 6359.77 2702.36 8740.686 2662.415 2015.924 36568.27 6.93 27.72 257 4 Clinton Drive 11720.86 1998.861315 1281.866 15001.59 2.84 11.36 259 4 El Camino Ave 1347.199 2616.75132 1245.207 5209.16 0.99 3.96 278 4 Martin ST 1607.85 130.720324 821.1067 2559.68 0.48 1.92 282 4 Meadowview Lane 5342.002 2658.730244 1 8000.73 1.52 6.08 285 4 Osterloh Ave 2629.371 2629.37 0.50 2.00 286 1 4 1 Beryl Ave 10557.241 1 1 1 10557.24 1 2.00 8.00 291 4 Welch Lane 4495.551 4495.55 0.85 3.40 304 4 Valencia ST 5362.116 5362.12 1.02 4.08 305 4 Parkwood Drive 2681.719 2681.72 0.51 2.04 309 4 4487.853 10698.76646 7444.598 7468.662 9818.597 3133.346 4758.383 4542.781 2617.727 1469.567 56440.28 10.69 42.76 310 4 Gulch Lane 7970.408 2703.0005 10673.41 2.02 8.08 321 4 Monroe ST 1351.737 1207.049716 2558.79 0.48 1.92 340 4 Caswell 1316.179 1336.295893 7503.621 10156.10 1.92 7.68 341 1 4 1 Meadow Lane 2714.294 2714.29 0.51 2.04 356 4 Victory Ave 2,36.6, 2536.65 0.48 1.92 357 4 Rose ST 2219.48 2219.48 0.42 1.68 Totals 686551.55 130.02 520.08 Questionable lengths of roadway 0.05 Page 15 of 16 Residential Roads FID Lanes Name Segment Lengths Total Length(FT) Total Length(Miles) Lane Miles 3 Residential Streets 1068302.4 202.33 606.99 Totals 1068302.40 202.33 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B RD ll I ff $ 8 Slop RD wD 3 � ml lad � 3i 31 i I M1IiW I I Capital Improvement Projects -Twin Falls TIVIP Improve Estimated CA 1 Blue Lakes Blvd Addison Ave Park Ave Re-stripe to 3-lane cross-section (Reduce center lane width up to 1ft) $ 16,884.00 2 Blue Lakes Blvd Park Ave Orchard Dr Re-stripe to 3-lane cross-section $ 3,530.00 3 Falls Ave Madrona Eastland Dr Re-stripe to 3-lane cross-section $ 5,690.00 4 Falls Ave Eastland Dr Hankins Rd Widen to 5-lane cross-section $ 1,895,981.00 5 Addison Ave Eastland Dr Hankins Rd Widen to 5-lane cross-section $ 985,773.00 6 Bridgeview Blvd US-93 Pole Line Rd ,Add turn pockets at accesses $ 8,696.00 7 Cheney Rd Fillmore Madrona St Widen to 3-Ian oss-section Reduce center lane width up tot ft $ 211,028.00 8 Eastland Dr Stadium Blvd Addison Ave YN iden to 5-lane cross-section $ 808,841.00 9 Eastland Dr 4th Ave Kimberly Rd WN to 5-lane cross-section $ 524,265.00 10 Filer Ave Grandview Dr Martin St Widen to 3-lane cross-section $ 320,935.00 Fillmore St North College Falls ect Fil a between North College Rd and Falls Ave-3-lane cross 11 section $ 1,241,398.00 12 Fillmore St Falls Addison Ave Widen to 3-lane cross-section $ 222,636.00 Grandview Dr Canyon Rim Rd Pole Lin Widl 3-lane cross-section; add 3-lane approaches to NB/SB sides of 13 Grandview Dr/Pole Line Rd intersection $ 274,875.00 14 Locust St Filer Ave Highlan7kye dw Widen to 3-lane cross-section $ 229,819.00 15 Martin St Filer Ave A Ave Widen to 3-lane cross-section $ 203,783.00 16 Pole Line Rd Bridgeview Blvd Mountain view Drive Widen to 5-lane cross-section $ 1,068,729.00 Washington Street Highland Ave chard Dr Widen to 5-lane cross-section 17 South (SH-74) $ 2,402,202.00 Washington Street Orchard Dr 360 outh Re-stripe to 3-lane cross-section 18 South SH-74 $ 11,234.00 19 Blue Lakes Blvd Perrine Bridge Pole Line Rd Widen to 7-lane cross-section $ 456,276.00 Washington St/6th Addison Ave Blue Lakes Blvd Widen to 5-lane cross-section 20 /Minidoka $ 4,649,574.00 21 North College Blue Lakes Blvd Fillmore St Widen to 4 lanes $ 690,048.00 22 Hankins Rd. Hankins Addison Ave Add turn lanes on Hankins Rd. at Addison Ave. Intersection (4 Lanes) $ 772,797.00 23 Hankins Rd. Hankins Kimberly Rd Add turn lanes on Hankins Rd. at Kimberly Rd. Intersection (5 Lanes) $ 919,392.00 24 Eastland Dr Eastland Dr RR Underpass Widen Railroad Bridge and underpass to provide 5 lanes $ 3,562,115.00 Total of all Projects $ 21,486,501.00 1 Costs shown are for the widening of the cross section only. We assume the existing cross section is in good condition and does not require reconstruction. 2.It is assumed that no Right-of-Way will be taken for restripe projects. Projects requiring Right-of-Way for widening will only be taken to 2'behind the sidewalk in this estimate. • - • • 1 Capital Improvement Projects -Twin Falls TIVIP 1 Blue Lakes Blvd Addison Ave Park Ave Re-stripe to 3-lane cross-section (Reduce center lane width up to 1ft) $ 16,884.00 2 Blue Lakes Blvd Park Ave Orchard Dr Re-stripe to 3-lane cross-section $ 3,530.00 3 Falls Ave Madrona Eastland Dr Re-stripe to 3-lane cross-section $ 5,690.00 4 Falls Ave Eastland Dr Hankins Rd Widen to 5-lane cross-section $ 1,895,981.00 5 Addison Ave Eastland Dr Hankins Rd Widen to 5-lane cross-section $ 985,773.00 6 Bridgeview Blvd US-93 Pole Line Rd Add turn pockets at accesses $ 8,696.00 7 Cheney Rd Fillmore Madrona St Widen to 3-lane cross-section Reduce center lane width up tot ft $ 211,028.00 8 Eastland Dr Stadium Blvd Addison Ave Widen to 5-lane cross-section $ 808,841.00 9 Eastland Dr 4th Ave Kimberly Rd Widen to 5-lane cross-section $ 524,265.00 10 Filer Ave Grandview Dr Martin St Widen to 3-lane cross-section $ 320,935.00 Fillmore St North College Falls Connect Fillmore between North College Rd and Falls Ave-3-lane cross- 11 section $ 1,241,398.00 121 Fillmore St Falls Addison Ave Widen to 3-lane cross-section $ 222,636.00 Grandview Dr Canyon Rim Rd Pole Line Rd Wide to 3-lane cross-section; add 3-lane approaches to NB/SIB sides of 13 Grandview Dr/Pole Line Rd intersection $ 274,875.00 14 Locust St Filer Ave Highland Ave Widen to 3-lane cross-section $ 229,819.00 15 Martin St Filer Ave Addison Ave Widen to 3-lane cross-section $ 203,783.00 16 Pole Line Rd Bridgeview Blvd Mountainview Drive Widen to 5-lane cross-section $ 1,068,729.00 Washington Street Highland Ave Orchard Dr Widen to 5-lane cross-section 17 South (SH-74) $ 2,402,202.00 Washington Street Orchard Dr 3600 South Re-stripe to 3-lane cross-section 18 South SH-74 $ 11,234.00 19 Blue Lakes Blvd Perrine Bridge Pole Line Rd Widen to 7-lane cross-section $ 456,276.00 Washington St/6th/ Addison Ave Blue Lakes Blvd Widen to 5-lane cross-section 20 Minidoka $ 4,649,574.00 21 North College Blue Lakes Blvd Fillmore St Widen to 4 lanes $ 690,048.00 Total of all Projects $ 16,232,197.00 1 Costs shown are for the widening of the cross section only. We assume the existing cross section is in good condition and does not require reconstruction. 2. It is assumed that no Right-of-Way will be taken for restripe projects. Projects requiring Right-of-Way for widening will only be taken to 2'behind the sidewalk in this estimate. 10-22-2018 STEERING COMMITTEE MEETING DOCUMENTS Roadway Classification Typical Cross Sections Lane Width Impacts Diagram Capital Improvements Projects Draft List Twin Falls City 2008 Transportation Master Plan ('WIN FALL CIVIL SCILN Proposed Cross Sections terP/an Co. �� Transport planning Sfnvi PROPOSED ARTERIAL CROSS SECTIONS 92'RIGHTOF-WAY 82'ROAD SURFACE 31' I 31' 5'PLANTER 14' 5'PLANTER 8'SIDEWALK TURN BAY 8'SIDEWALK 2'UTILITY 2'UTILITY SETBACK 12' TIT 1Z' 12' SETBACK TRAVEL T TRAVEL TRAVEL 2'CURB AND LANE LANE LANE LANE 2'CURB AND BUTTER GUTTER 92-FOOT R.O.W.ARTERIAL 62'OF ROAD SURFACE PROPOSED COLLECTOR CROSS SECTIONS 78'RIGHT-0E-WAY 4W ROAD SURFACE 2ir I 21V 5'PLANTER 5'PLANTER 8'SIDEWALK 2.5% 23% 8'SIDEWALK 2'UIILRY 2'UTILITY SETBACK 12-2'CURB AND� �TRAVE -r� RAVEL TRAVEL -NEL NEL 2'CURB GUTTER D SETBACK GUTTER 78-FOOT R.O.W.COLLECTOR-4 LANES 48'OF ROAD SURFACE 78'RIGHT-0E-WAY 46'ROAD SURFACE 24' 24. 5'PLANTER 12• 5'PLANTER 8'SIDEWALK 2 5 76 TURN BAY Z.5 X 8'SIDEWALK 2'U71LT1Y '..:' 2'UTILITY SETBACK AV AV �. SETBACK 2'CURB AND TRAVEL TRAVEL 2'CURB AND GUTTER LANE LANE GUTTER S'SHOULDER 8'SHOULDER OR BIKEWAY OR BIKEWAY 78-FOOT R.O.W.COLLECTOR-3 LANES WITH STRIPED BIKEWAYS 48'OF ROAD SURFACE LOCAL ROAD CROSS SECTION NO CHANGE PROPOSAL FROM EXISTING STANDARD 50'RIGHT-0E-WAY 38'ROAD SURFACE 18' 18' SIDEWALK 2.5% 2.5% SIDEWALK 11' 11' 7 TRAVEL TRAVEL SHOULDER LANE LANE SHOULDER 50-FOOT R.O.W.LOCAL ROAD W OF ROAD SURFACE O '"d � O � CD O C!� 26 June 2008 AASHTO Acceptable Lane Widths Type of Roadway Rural Urban US(feet) Metric(meters) US(feet) Metric(meters) Freeway 12 3.6 12 3.6 Ramps(1-lane) 12-30 3.6-9.2 12-30 3.6-9.2 Arterial 11-12 3.3-3.6 10-12 3.0-3.6 Collector 10-12 3.0-3-6 10-12 3.0-3.6 Local 9-12 2.7-3.6 9-12 2.7-3.6 FHWA Safety Report Increase in Accidents for Various Roadway Widths 1.70 nr.raor p�oppp, m aew�...,. ntl retlOMwhw.oppo.nra..euon.u.,e.n4 1.60 t.so 9 It Lanes �35 1.50 w LL 0 O C ' 1 30 to-tt lanes c m a u 1.2p 1.10 1.05 1141 Lanes 1.00 1,00 12-fi lanes soo 1.000 1,500 2,000 2.500 Avewpe D+ry TFdlk Volume(veNGy) FHWA Speed Impacts associated with reduced lane width 11 foot lane = 1.9 MPH reduction in Free-Flow Speed 10 foot lane = 6.6 MPH reduction in Free-Flow Speed Capital Improvement Projects -Twin Falls TIVIP Improve Estimated CA 1 Blue Lakes Blvd Addison Ave Park Ave Re-stripe to 3-lane cross-section (Reduce center lane width up to 1ft) $ 16,884.00 2 Blue Lakes Blvd Park Ave Orchard Dr Re-stripe to 3-lane cross-section $ 3,530.00 3 Falls Ave Madrona Eastland Dr Re-stripe to 3-lane cross-section $ 5,690.00 4 Falls Ave Eastland Dr Hankins Rd Widen to 5-lane cross-section $ 1,895,981.00 5 Addison Ave Eastland Dr Hankins Rd Widen to 5-lane cross-section $ 985,773.00 6 Bridgeview Blvd US-93 Pole Line Rd ,Add turn pockets at accesses $ 8,696.00 7 Cheney Rd Fillmore Madrona St Widen to 3-Ian oss-section Reduce center lane width up tot ft $ 211,028.00 8 Eastland Dr Stadium Blvd Addison Ave YN iden to 5-lane cross-section $ 808,841.00 9 Eastland Dr 4th Ave Kimberly Rd WN to 5-lane cross-section $ 524,265.00 10 Filer Ave Grandview Dr Martin St Widen to 3-lane cross-section $ 320,935.00 Fillmore St North College Falls ect Fil a between North College Rd and Falls Ave-3-lane cross 11 section $ 1,241,398.00 12 Fillmore St Falls Addison Ave Widen to 3-lane cross-section $ 222,636.00 Grandview Dr Canyon Rim Rd Pole Lin Widl 3-lane cross-section; add 3-lane approaches to NB/SB sides of 13 Grandview Dr/Pole Line Rd intersection $ 274,875.00 14 Locust St Filer Ave Highlan7kye dw Widen to 3-lane cross-section $ 229,819.00 15 Martin St Filer Ave A Ave Widen to 3-lane cross-section $ 203,783.00 16 Pole Line Rd Bridgeview Blvd Mountain view Drive Widen to 5-lane cross-section $ 1,068,729.00 Washington Street Highland Ave chard Dr Widen to 5-lane cross-section 17 South (SH-74) $ 2,402,202.00 Washington Street Orchard Dr 360 outh Re-stripe to 3-lane cross-section 18 South SH-74 $ 11,234.00 19 Blue Lakes Blvd Perrine Bridge Pole Line Rd Widen to 7-lane cross-section $ 456,276.00 Washington St/6th Addison Ave Blue Lakes Blvd Widen to 5-lane cross-section 20 /Minidoka $ 4,649,574.00 21 North College Blue Lakes Blvd Fillmore St Widen to 4 lanes $ 690,048.00 22 Hankins Rd. Hankins Addison Ave Add turn lanes on Hankins Rd. at Addison Ave. Intersection (4 Lanes) $ 772,797.00 23 Hankins Rd. Hankins Kimberly Rd Add turn lanes on Hankins Rd. at Kimberly Rd. Intersection (5 Lanes) $ 919,392.00 24 Eastland Dr Eastland Dr RR Underpass Widen Railroad Bridge and underpass to provide 5 lanes $ 3,562,115.00 Total of all Projects $ 21,486,501.00 1 Costs shown are for the widening of the cross section only. We assume the existing cross section is in good condition and does not require reconstruction. 2.It is assumed that no Right-of-Way will be taken for restripe projects. Projects requiring Right-of-Way for widening will only be taken to 2'behind the sidewalk in this estimate. • - • • 1 11-26-2018 STEERING COMMITTEE MEETING DOCUMENTS Roadway Classification Typical Cross Sections Draft Truck Use Roads Map Capital Improvements Projects Draft List Twin Falls City 2018 Transportation Master Plan J CivdScience E,°m*)ENGINEERIN Proposed Cross Sections HALES y'1ENGINEERING PROPOSED ARTERIAL CROSS SECTIONS 0 0 0 0 92'RIGHT-OF-WAY * 62'ROAD SURFACE 31' �-� 31' 5'PLANTER 5'PLANTER 6'SIDEWALK 2.5% 2 S F% 6'SIDEWALK 2'UTILITY A C� € 2'UTILITY SETBACK SETBACK 2'CURB AND 2'CURB AND GUTTER GUTTER 92-FOOT R.O.W. ARTERIAL 62' OF ROAD SURFACE Arterial Lane Configuration Options SIDEWALKS MAY BE A B C D E F G WIDENED FOR 0 12' lane 12' lane 14' lane 12' lane 12' lane 0 BICYCLE FACILITIES 6'shoulder 12' lane 13' lane 0 13' lane 12' lane 6'shoulder PROPOSED COLLECTOR CROSS SECTIONS 0 0 78'RIGHT-OF-WAY * 48'ROAD SURFACE 24' 24' 5'PLANTER C 5'PLANTER 6'SIDEWALK 2�—,7a 2 SA. 6'SIDEWALK 2'UTILITY 2'UTILITY SETBACK �7—zzzz —zz--B p ET SETBACK 2'CURB AND 2'CURB AND GUTTER GUTTER 78-FOOT R.O.W. COLLECTOR-4 LANES 48' OF ROAD SURFACE Collector Lane Configuration Options A B C D E 12' lane 12' lane 0 12' lane 12' lane 6' shoulder 12' lane 12' lane 12' lane 6' shoulder 6' bike 12' lane 12' lane 12' lane 6' bike 9' parking I 12' lane I 12' lane 6' bike 9' parking LOCAL ROAD CROSS SECTION NO CHANGE PROPOSAL FROM EXISTING STANDARD 0 0 0 0 50'RIGHT-OF-WAY 36'ROAD SURFACE 18' 18' 5'SIDEWALK — 2.5% 2.5% SIDEWALK �A B— C G� 50-FOOT R.O.W. LOCAL ROAD 36' OF ROAD SURFACE Local Road Lane Configuration Options A B C D 6' bike 12' lane 12' lane 6' bike 6' shoulder 12' lane 12' lane 6' shoulder 8' parking 10' lane 10' lane 8' parking O ~d 6' bike 11' lane 11' lane 8' parking ¢, CD O r�/� 20 Novcmbcr 2018 Ra] LIP \ ROCKIlA€Ex�ItlLRq \ w n Dr� I � f CITY OF TWIN FALLS I AHO ROLp SgEnL PDllfI.D�I - a. \ W N.T.S. 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B RD ll I ff $ 8 Slop RD wD 3 � ml lad � 3i 31 i I M1IiW I I Capital • Projects - Twin Falls TIVIP Build)Project # Roadway From 2014 LOS (No 2014 LOS Improvement Estimated Cost 1 Blue Lakes Blvd Addison Ave Park Ave E-F C Re-stripe to 3-lane cross-section (Reduce center lane width up to 1ft) $ 16,884.00 2 Blue Lakes Blvd Park Ave Orchard Dr D C Re-stripe to 3-lane cross-section $ 3,530.00 3 Falls Ave Madrona Eastland Dr E-F D Re-stripe to 3-lane cross-section $ 5,690.00 4 Falls Ave Eastland Dr Hankins Rd E-F C Widen to 5-lane cross-section $ 1,895,981.00 5 Addison Ave Eastland Dr Hankins Rd E-F C Widen to 5-lane cross-section $ 985,773.00 6 Bridgeview Blvd US-93 Pole Line Rd E-F C Add turn pockets at accesses $ 8,696.00 7 Cheney Rd Fillmore Madrona St E-F C Widen to 3-lane cross-section (Reduce center lane width up toll ft) $ 211,028.00 8 Eastland Dr Stadium Blvd Addison Ave E-F C Widen to 5-lane cross-section $ 808,841.00 9 Eastland Dr 4th Ave Kimberly Rd E-F A-B Widen to 5-lane cross-section $ 524,265.00 10 Filer Ave Grandview Dr Martin St E-F C Widen to 3-lane cross-section $ 320,935.00 11 Fillmore St North College Falls C Connect Fillmore between North College Rd and Falls Ave - 3-lane cross- $ 1,241,398.00 12 Fillmore St Falls Addison Ave C C Widen to 3-lane cross-section (To Improve L.O.S. on Blue Lakes Blvd.) $ 222,636.00 Wide to 3-lane cross-section; add 3-lane approaches to NB / SB sides of 13 Grandview Dr Canyon Rim Rd Pole Line Rd E-F C Grandview Dr/ Pole Line Rd intersection $ 274,875.00 14 Locust St Filer Ave Highland Ave E-F C Widen to 3-lane cross-section $ 229,819.00 15 Martin St Filer Ave Addison Ave E-F C Widen to 3-lane cross-section $ 203,783.00 16 Pole Line Rd Bridgeview Blvd Mountainview Drive E-F C Widen to 5-lane cross-section $ 1,068,729.00 17 Washington Street South (SH-74) Highland Ave Orchard Dr E-F C Widen to 5-lane cross-section $ 2,402,202.00 18 Washington Street South (SH-74) Orchard Dr 3600 South D C Re-stripe to 3-lane cross-section $ 11,234.00 19 Blue Lakes Blvd Perrine Bridge Pole Line Rd D C Widen to 7-lane cross-section $ 456,276.00 20 Washington St/ 6th / Minidoka Addison Ave Blue Lakes Blvd E-F C Widen to 5-lane cross-section $ 4,649,574.00 21 North College Blue Lakes Blvd Fillmore St C C Widen to 4 lanes $ 690,048.00 22 Hankins Rd. Hankins Addison Ave C C Add turn lanes on Hankins Rd. at Addison Ave. Intersection (4 Lanes) $ 772,797.00 23 Hankins Rd. Hankins Kimberly Rd A-B A-B Add turn lanes on Hankins Rd. at Kimberly Rd. Intersection (5 Lanes) $ 919,392.00 24 Eastland Dr Eastland Dr RR Underpass C C Extend Railroad Bridge and underpass to provide 5 lanes $ 3,562,115.00 Total of all Projects $ 21,486,501.00 1 Costs shown are for the widening of the cross section only. Assuming the existing cross section is in good condition and does not require reconstruction. 2. It is assumed that no Right-of-Way will be taken for restripe projects. Projects requiring Right-of-Way for widening will only be taken to 2' behind the sidewalk in this estimate. 3. Estimated costs based on Average City of Twin Falls bids from 2016 to 2018 _::::::i 4-22-2019 STEERING COMMITTEE MEETING DOCUMENTS Draft TMP Review Notes from Steering Committee 4-22-2019 Meeting From: Stephen Andersen P.E. Civil Science CivdSc ence 376 Falls Avenue ��l Engineers Surveyors Solutions Twin Falls,Idaho 83301 To: Steering Committee Members Re: Draft TMP Review Notes Committee members, The following are notes taken during the meeting held today,April 22, 2019. Let me know if you have any additions or corrections which will help us move forward toward the final draft of the TMP. The schedule moving forward was discussed. Rob wants to meet with City Engineering Staff in next week or two for review discussions. He thought we would have another two to three meetings to go over the draft TMP then after revisions have another review meeting before moving on to the Final Draft of the TMP. This was discussed thinking it may take up to 5 meetings to do this. A Google Docs site will be set up so committee members can review documents and leave comments on the documents so all comments can be reviewed by the committee. Rob will set that up with all sections of the draft TMP on that site. Rob will send out a list of what sections the committee will review at the next meeting. Sarah commented that she thought climate change would be a good topic to cover somewhere in the document. Jackie said that could be done but it would require a change in the project scope,fees, and schedule. Background and Existing Conditions Review • The public involvement section will be moved into the background portion of the TMP. • Can we quantify retail and service in relation to population to show the population that is actually serviced by the City of Twin Falls compared to its actual population? • Can we enhance the comments made on the 3 goals stated in the Comprehensive Plan? • The Strategic Plan should be mentioned and discussed. It can be inserted above the comments on the Comprehensive Plan. • Can more material on becoming a MPO be added to the background material? • Can the discussion of bike paths, multi-use paths, pedestrians and transit sections be enhanced in this portion of the TMP? • Can we discuss methods to review past projects designed to improve LOS issues and implement the past project information learned into future projects? • Can the crash test section mention the numbers of pedestrians and cyclists injured in accidents at our intersections? • Can we discuss policies for eliminating approaches at sections of streets like North Blue Lakes where the accident count is high? • Can we address adding islands to streets such as Washington Street between Shoup and Addison where accident rates are high? Future Conditions 1 • MPO-Can the map be removed to reduce stress and speculations regarding the area of the coming M PO? • Kimberly should be mentioned by name in the area included in the coming MPO. System Plan • Rob would like to discuss this section with City Engineering Staff before making any changes or publishing it. • Can the traffic calming section be modified to remove the word shall so it leaves calming features open for discussion for streets other than residential streets? • Some of the examples may be removed that don't apply to our area. • Emergency vehicles and busses and other needs should be considered before making any decisions on permanent changes for traffic calming. • Can temporary calming measures be implemented to try them out before making permanent changes? • Can changes be made to the way eastbound Pole Line traffic turns left because Trucks often block the inside left turn lane onto northbound Blue Lakes? A meeting will be scheduled to be held in 2 weeks. Rob will work on addressing comments in a Red-Line format so only the revisions need to be reviewed. 2 CITY COUNCIL MEETINGS JULY 17, 2017 MEETING CITY OF Twin Falls Master Transportation TMN FAUS Plan C1N'I (_ City of Twin Falls a ► ., Public Involvement Comment 41 S _y�Q� Summary fRV114 July 17, 2017 • Generate a transportation system that will encourage bike and pedestrian use. • Reduce lane widths • Relocate US-30 off of 2nd Avenues and onto Minidoka and 6'Avenue. • Plan a bridge crossing Rock Creek to connect Grandview Drive. • Complete sidewalks near schools. • Add a southbound left turn at Blue Lakes and Addison. • Weaving conflict on Pole Line between Blue Lakes and Fillmore • Bike Paths o Separated paths for bikes o Limit stopping on bike route o Limit private access along bike route to reduce traffic and bike conflict locations o Interior and Outer looped system in town o Enhance ride experience by improving surrounding environment(trees,views, etc.) • Trucks o Difficulty using Washington Street due to weaving conflicts between Pole Line and Washington o Washington Street-too much stopping due to signals,high traffic at Walmart and Canyon Ridge o Eastland—would be the preferred route if it was 4 lanes from Poleline to Kimberly Road. 0 2nd Avenues—too much stopping due to signals,multiple traffic and pedestrian conflict locations. • Sidewalks o Complete sidewalks along major routes to schools. o Current System sends message that it is not safe to walk in the City • Fillmore and Blue Lakes—Northbound turning eastbound has to cross solid line to make left into strip mall entrance. • Blue Lakes and Poleline—Northbound turning westbound weaving conflict to access Costco/McDonalds entrances. • Rock Creek Bike Path entrance at Addison—not signed well,confusion with entrance located in parking lot. • 2nd Avenue and Addison Signal—long wait for signal to cycle Page 1 CITY OF TWMMUS Twin Falls Transportation Master Plan Al SERVING Data Collection December 2016 - February 2017 Existing Conditions February 2017 - April 2017 Public Involvement April 2017 - July 2017 Future Analysis July 2017 - October 2017 Draft Transportation Master Plan November 2017 Final Transportation Master Plan December 2017 City Fair July 12, 2017 r ami am 4} ,.e . _ Level of Service A Level of Service B Level of Service C Level of Service D V. AL Level of Service E Level of Service F Legend C Roadways 3300 East > LOS 0 Q - LOS A - C LOS D Hankins Road LOS E 3 2 LOS F N O .6 m C rria a Lane Q Area of Impact (Study Area) Q o � m � m E Q a LL 2 East! nd Jar ' C 3100 East o m Q z NOUN t m o m m m LO > M N N Q Q 'C Madron Stre � w -0 uJ o m J C m z > U CD > t o Q CD Locust Stre z v M O C CD C 7 O CO 0 Blue Lake Bo u and US93 3 Q h y re Str et m U E osh Fillet m u- 5 o �e m o Harrison Street = Q' > > Harrison Street zz 0 o a Q Q (ifD o C m m co 0 U s o m z CD a Washin on S eet = m < m Air Dort Road � m Q L 3 C µ 0 ark Stre ' d 0 U c° cn '0 � 3 Kenyon Rd LL ti U o W nde!! ree U Martin ST C C m o (D o C: r view ive Grandvi w Drive m � U o E 0 C m U Sun Way Sun Wav 2700 E l� Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics,CNES/Airbus DS, USDA,USGS,AE) a Community DATE HALES ENGINEERING Existing Roadway LOS 0 0.5 1 1.5 2 3/23/2017 PROJECT Miles Z UT16-944 innovative transportation solutions Twin Falls Transportation Master Plan Figure 2 1)x) Twin Falls Transportation Master Plan I July 17, 2017 PUBLIC INVOLVEMENT SUMMARY What is the purpose of the Twin Falls Transportation Master Plan? The Twin Falls Transportation Master Plan is a tool used by the City of Twin Falls to articulate the transportation vision through 2040, and to provide a basis for effective design, operation, maintenance, and funding of the transportation system. The Twin Falls Transportation Master Plan is part of the City's Comprehensive plan. Schedule Data Collection: December 2016 to February 2017 Existing Conditions: February 2017 to April 2017 Public Involvement: January 2017 to August 2017 Future Analysis: July 2017 to October 2017 Draft Plan: November 2017 Final Plan: December 2017 Key Decision points Prior to the Draft Plan a City Council Workshop is proposed to review and discuss the public involvement comments; key transportation issues, concerns, and needs; engineering evaluation and the Capital Improvement Plan. The Draft Transportation Master Plan will be presented to the City Council for review and comment. The Final Transportation Master Plan will be presented to the City for adoption. Public Involvement Process To date the Public Involvement process included • Stakeholder interviews with 13 individuals that have a significant interest in the Twin Falls Transportation Master Plan • Transportation Steering Committee consisting of a broad array of citizens providing input and direction thru the development of the Transportation Master Plan • Community Roundtable Discussions with localized representatives discussing community interests. • City Fair— Held in conjunction with the City Strategic Planning Meeting. • Transportation Master Plan Website— Link from City of Twin Falls website. Containing comment forms and links to meeting agendas and minutes. Public Involvement Comment Summary Following is a summary of the general comments received to date: • Generate a transportation system that will encourage bike and pedestrian use. • Reduce lane widths • Relocate US-30 off of 2nd Avenues and onto Minidoka and 61" Avenue. • Plan a bridge crossing Rock Creek to connect Grandview Drive. v I- • Complete sidewalks near schools. • Add a southbound left turn at Blue Lakes and Addison. • Weaving conflict on Pole Line between Blue Lakes and Fillmore • Bike Paths o Separated paths for bikes o Limit stopping on bike route o Limit private access along bike route to reduce traffic and bike conflict locations o Interior and Outer looped system in town o Enhance ride experience by improving surrounding environment (trees, views, etc.) • Trucks o Difficulty using Washington Street due to weaving conflicts between Pole Line and Washington o Washington Street -too much stopping due to signals, high traffic at Walmart and Canyon Ridge o Eastland —would be the preferred route if it was 4 lanes from Poleline to Kimberly Road. 0 2nd Avenues—too much stopping due to signals, multiple traffic and pedestrian conflict locations. • Sidewalks o Complete sidewalks along major routes to schools. o Current System sends message that it is not safe to walk in the City • Blue Lakes Boulevard is congested and left turns should not be allowed • Twin Falls is not bike and pedestrian friendly • A designated truck route is needed to get trucks to factories in the southern part of the city • Public transportation options need to be considered • Several roads need to be widened • Easy to get around, safe, accessible Questions? COMMUNITY DISCUSSION MEETINGS "ROUNDTABLE MEETINGS" Twin Falls Master Transportation Plan City of Twin Falls Community Discussion Meeting Bike Paths Sign-In Sheet April 18, 2017 Please print Name Company Phone E-Mail Robert Flannery CSI Refugee Center 208-736-2166 rflannery(&refugeecenter.csi.edu Spencer Cutler CSI 208-732-6602 scutler(&csi.edu Fran Florence Westerra 208-280-5800 iffiRwesterra.cc Shawn Barigar Chamber of Commerce 208-733-3974 shawn(&twinfallschamber.com John Howard Independent Meat 208-733-0980 iohnAfallsbrand.com Bob Seastrom Cycle Therapy 208-733-1319 Barski3(&cableone.net Robin Seastrom Cycle Therapy 208-733-1319 Barski3kcableone.net Mark Alexander MAVTEC 208-308-1495 marka@filertel.com Denise Alexander MAVTEC 208-751-3162 dalexander(kfilertel.com John Kapeleris CSI 208-420-1078 johnkapeleris@hotmail.com Gary Halverson Glanbia 208-934-9803 ghalverson( glanbiausa.com Rob Ramsey Civil Science 208-737-0007 rramsey(kcivilscience.com Susan Potucek Clif Bar 208-420-8684 spotucek(kclifbar.com Lee Glaesemann City of Twin Falls 208-735-7253 lglaesemanngtfid.org Josh Baird City of Twin Falls 208-735-7323 jbaird(ktfid.org Troy Vitek City of Twin Falls 208-735-7256 tvitek@tfid.org Steven Korecki CSI 208-732-6423 skoreckikcsi.edu Sarah Harris CSI 208-731-5727 sharrisAcsi.edu Lynda Friesz-Martin LFPR 208-447-9772 Lyndafrieszmartin(&lfprinc.com Page 1 Twin Falls Master Transportation Plan City of Twin Falls Community Discussion Meeting Bike Paths April 18, 2017 • Falls Avenue—Washington to Grandview is well lit and has lots of space for bike traffic. Feel very safe riding in this section. • Path needs to be attractive—Need to change how we think about bike paths. Path needs to be interesting and cool to attract users. Will require a commitment to spend money developing the bike path. • Separated Path—Separated bike path is the safest path. • Limit stops on bike path—Most of the bike paths have lots of stop signs. It is easier to bike on busier roads because there are fewer stops. • Shared Paths—normally located adjacent to busy streets. Traffic does not anticipate bikes to be using the paths and traffic does not look for bikes crossing accesses. • Approach Conflicts—Lots of close calls at approaches when traffic is accessing the approach. Drivers not looking for bikes on adjacent paths. Need to limit approaches if using shared path. • Street Crossings—Current bike paths intersect major arterial routes with no signal nearby to assist with crossing the arterial. Recommend on demand crossing signals at these locations. • Ride experience—Recommend paths be located to enhance the riding experience. Place paths along tree lined streets rather than in desolate sections. • Destination—Recommend paths be located to provide access to destination sites such as the Canyon Rim, Mall, etc. • Safety—Bike Paths need to provide safety for users—families, students,bike commuters. • Complete Streets—Use complete street scenario to address bike paths • Compress sidewalks—Recommend compressing sidewalks to 4' width and providing on street bike path instead of shared path. • Signing—Improve Bike Path signing so that traffic is aware of bike path. • Arterial Bike Path Routes—Recommended two north/south routes and 2 east/west routes. Then generate spurs from the looped system to the destinations. • Education—Need to promote bike awareness to drivers. • Loop System—Recommend generating a looped system around town. Discussed a smaller looped system in the center of town and a future looped system on the outskirts of town. • Separated Paths—Discussed shared pathways being separated a distance from the traffic or having a solid separation such as a curb from traffic. Page 1 Twin Falls Master Transportation Plan City of Twin Falls Community Discussion Meeting Development Sign-In Sheet September 7, 2017 Please print Name Company Phone E-Mail Rob Ramsey Civil Science 208-737-0007 rramseygcivilscience.com Fran Florence Westerra 208-280-5800 jff(a�westerra.cc Tim Vawser EHM Engineers 208-734-4888 tvawsergehminc.com Dave Thibault EHM Engineers 208-734-4888 dthibaultgehminc.com Gerald Martens EHM Engineers 208-420-2461 gmartenskehminc.com Brad Wills Wills Inc 208-420-0314 bradwills2007kgmail.com Doug Vollmer American Real Estate 208-420-5650 douggargaidaho.com Troy Vitek City of Twin Falls 208-735-7256 tvitekktfid.org Gary Nelson Gary Nelson&Co 208-731-5030 garynelson55kgmail.com Ivan McCracken JUB Engineers 208-733-2414 imccracken@jub.com Page 1 Twin Falls Master Transportation Plan City of Twin Falls Community Discussion Meeting Development September 7, 2017 • Road Widths—Reviewed and discussed current road width typical sections for each road classification. Developers concerned about requiring more road width than what will be warranted. • Bike Paths o Keep off of Arterial roads. o Make paths intriguing and aesthetic. o Look at pathway from downtown to CSI. Possibly a one lane/one way street with bike path. o Pick something and move forward with it. o Cannot appease all types of bike users. o Possibly use alleys for biking—Harris Ranch Development in Boise • Turn Bays o Hold right-of-way and reserve for turn lanes o Hold Work Session to identify possible Collector/Arterial or Collector/Collector locations where turn bays and additional right-of-way would be necessary. o Discuss length limits for turn bays/right-of-way impacts for Arterial and Collector Routes o Concerned about impacts to approaches in residential locations. • Sidewalks o Planter Strip Maintenance prior to housing sales becomes an issue. Also is an issue on HOAs. • Traffic Issues o Pole Line from Blue Lakes to Washington Street • Trucks o Encourage trucks to access using the SH50 and the SH50 Interchange. • Illumination o Prefer standard metal pole rather than wood pole. • Future Growth o Anticipate west section will develop faster than the east section due to infrastructure availability o Northwest section has the most potential to grow for residential and commercial use. Page 1 Twin Falls Master Transportation Plan City of Twin Falls Community Discussion Meeting Truck Routes Sign-In Sheet April 18, 2017 Please print Name Company Phone E-Mail Riley Wight Clif Bar 933-3000 rwight(c)clifbar.com Gary Halverson Glanbia 934-9803 ghalversonRalanbiausa.com Bill Groves Resident 320-4813 Tom Skeem Resident iillasherman@yahoo.com Tyler Wetherelt Transystems 308-3042 Tyler.wetherrelt(&transystemsllc.com Kevin Iversen Transystems 308-3052 Kevin.iversen(abtransystemsllc.com Kenny Stagmeyer Falls Brand 733-0980 KeM(kfallsbrand.com John Howard Independent Meat 733-0980 john(kfallsbrand.com Greg Vierstra Fernando Salinas Salinas Trucking 280-3723 Brian Lancaster Twin Falls Highway District 733-4062 bylancaster(ktwinfallshd.org Jorge DeVarona Amalgamated Sugar 404-1398 jdevarona@amalsu ag r.com Justin Muecke Amalgamated Sugar 404-1233 jmuecke(kamalsu a Rob Ramsey Civil Science 737-0007 rramsey(kcivilscience.com Shawn Barigar TF Chamber of Commerce 733-3974 shawn(ktwinfallschamber.com Josh Baird City of Twin Falls 735-7323 jbaird(ktfid.org Jackie Fields City of Twin Falls 208-735-7273 jfields(a,tfid.org Lynda Freisz-Martin LFPR 208-447-9772 lynda_frieszmartin@lfprinc.com Troy Vitek City of Twin Falls 208-735-7256 tvitek(&tf"id.org Lee Gleasemann City of Twin Falls 208-735-7253 lglaesemann(&tf"id.org Fran Florence Westerra 208-280-5800 jff(a)westerra.cc Page 1 Twin Falls Master Transportation Plan City of Twin Falls Community Discussion Meeting Truck Routes April 18, 2017 • Blue Lakes—Trucks using Blue Lakes are normally routed that direction via GPS. Some companies using Blue Lakes because it is safer than other alternatives. • Eastland—Trucks using Eastland stay in inside lane due to the constant change from two lanes to 4 lanes configuration to avoid weaving conflicts. Eastland would be more appealing for truck traffic if it was a consistent 4 lane section. • Washington—Trucks avoid using Washington Street due to safety concerns with side traffic at Walmart and Canyon Ridge High School. Trucks also avoid this route due to lack of signal synchronization which normally bottlenecks at the Filer Signal. It is also very difficult for trucks to maneuver from the outside lane on Pole Line at Blue Lakes to the inside left turn bay at Pole Line and Washington due to the amount of traffic on Pole Line and weaving conflicts in that distance. • I-84 to South side of Town—Some companies route truck traffic to the Eden exit and use SH-50 to access the south side of town as this avoids the majority of the traffic. Most companies route trucks using Pole Line and Eastland to get to the south side of town. Some companies route traffic on Blue Lakes to get to the south side as it is the most direct route despite the traffic. Trucks using GPS to get to the south side of town are normally routed along Blue Lakes. • US93 to the Southeast side of Town—Currently use 2nd Avenues from Addison.Lots of lights that trucks have to travel through on Addison and 2nd Avenues. Safety concern with traffic and pedestrians. Difficult turning movement to use Washington from Addison to Shoshone. Would need improvements to make South Washington and Minidoka to make this a feasible truck route. From the south most US93 traffic uses SH74 and Orchard Drive to access the southeast section of town. Concern about increased traffic and pedestrians with new development and school on Orchard. • Amalgamated Sugar Truck Traffic—Average about 30 trucks per day from the East, 30 trucks per day from the West. Pole Line and Eastland is the most economical and safest route for their operations. • Short term—recommend making improvements to Eastland,Washington, and Minidoka in the next 5-10 years to address truck traffic. Companies are willing to route traffic down Eastland if it were to be widened to 4 lanes from Pole Line to Kimberly Road. • Lone term—recommend looking at another Snake River crossing to the west. Truck traffic could use US93 and SH74 to bypass town to access businesses on the south side of town. • Truck Route Signage—There is a lack of truck route signing through town. Recommend adding truck traffic signs around town. Page 1 Twin Falls Master Transportation Plan City of Twin Falls Community Discussion Meeting Sidewalks Sign-In Sheet April 19, 2017 Please print Name Company Phone E-Mail James R Barrett Resident 308-9258 John Howard Independent Meat 733-0980 iohnAfallsbrand.com Suzanne McCampbell CSI Office on Aging 736-2122 smccampbell(&ooa.csi.edu Robert Flannery CSI Refugee Center 736-2166 rflanneryArefugeecenter.csi.edu Nate Murray TF Urban Renewal 735-7240 nmurray(&tfid.org Josh Baird City of Twin Falls 735-7323 ibaird(a)tfu� id.org Jackie Fields City of Twin Falls 735-7273 jfields(ktfid.org Troy Vitek City of Twin Falls 735-7256 tvitek@tfid.org Lynda Friesz-Martin LFPR 447-9772 Lynda_frieszmartinklfprinc.com Rob Ramsey Civil Science 737-0007 rramsey(kcivilscience.com Chris Talkington City of Twin Falls ctatkin on(ktfid.org Brady Dickinson Twin Falls School District 733-6900 dickinsonbr(ktfsd.org Page 1 Twin Falls Master Transportation Plan City of Twin Falls Community Discussion Meeting Sidewalks and Illumination April 19, 2017 • Walk for necessity—many individuals who use the sidewalk system do so out of necessity. Anticipate 20% of community will be over 60 years old in next census. • Massive restrictions—no sidewalks, overgrown hedges • Crosswalks—lack of crosswalks • Sitting facilities—recommend sitting facilities along sidewalks • Cracks and uneven sidewalks—tripping hazards,major concern especially for elderly. • Continuity—gaps in sidewalks,walk across yards • Decay—Sections of sidewalk need to be repaired or replaced. • No walking culture—current system sends message it is not safe to walk in the City • Maintenance—Property owner responsible for maintenance per City Code. Discussed enforcement. • Education—Need to educate property owners of maintenance responsibility • Livable community—provide options for walking and biking. • Sidewalk Location—preference is separated sidewalk. Provides separation from traffic, snow storage, and easier ADA compliance. • Lighted streets promote safety • Concern about light pollution in residential areas. • Residential—not so bright, leave as is with one light at each intersection. • Arterials—like Falls West and Eastland spacing Page 1 IMF lw r -- .'"--r�t ram. _ - 'I- -_ i< $-- -tea. � TWA* TrR a Z L t- 1.41 MID, 44i r v .4 •��' ..�1 ^ .^ tty� F• r. � �' � ,t: ' ` .. ti;>7._ _ d,J Iff , 1b IF51yL� 1 IN 1.y ` �. �r ��1 1 r 1 � i� � 't-�i�� 1• t Ir y � � • ' I �4a 1 4 0I'1� t y� � �� •yam 5 r ..�.�. �, S4 ;J� .- �• � ( .;k .tt`�� JS, i vr• t � � ,, /� � 1 9 r .. 7•A �f 1� 1 E !'� �.�� r M( � �f I �`t ♦ �r�.<V, �'• y:� .y� r 4 � •ni r'� ��]..cii. > >, d�1 'i�. .., `. •� .. ,��4 .f� t :�Fr� 1. G Xs'S. ` •'� r. .'.r•'(r_f51_ �y.. . u' ,.e'r'! 141.hc�d,.�