Document Burley_doc_bdfdc93015

Engineering Department 1559 Albion Ave, Burley Idaho 83318 Page 1 CITY OF BURLEY IDAHO TRANSPORTATION MASTER PLAN ADDITION AND SUPPLEMENT TO THE CITY OF BURLEY TRANSPORTATION PLAN DATED MAY 27, 2003 January 2020 David R. Waldron, P.E. 01/15/20 ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 2 Contents Executive Summary 7 ES.1 Introduction 7 Figure ES-1 Study Area 7 ES.2 Existing Roads System 8 Table ES-1 Roadway Classifications 8 Table ES-2 Road in Burley 9 Figure ES-3 ADT 2002 and 2018 10 ES.3 Future 11 ES.3.1 Airport Bypass 11 Figure ES-4 Airport Bypass Road 11 ES3.2 208 Interchange 11 Figure ES-5 208 Interchange 12 ES3.3 211 Interchange 12 Figure ES-6 211 Interchange 12 ES3.4 Western Bypass 12 Figure ES-7 Western Bypass Road 13 ES3.5 Railroad – Vehicular Traffic Conflicts 13 Table ES-3 Existing Rail Siding in Burley 14 Figure ES-8 Rail Siding Layout at Airport 15 ES.4 Walks and Paths 15 ES4.1 Sidewalks and ADA 15 Figure ES-9 Parke Ave. Sidewalks 15 ES4.2 Walking Paths 15 Figure ES-10 Snake River Walking Path 16 ES.5 Uncontrolled Intersections 16 ES.6 Airport Relocation 17 ES.7 16th & Highway 81 Railroad Bridge 17 Figure ES-11 16th & Railroad Bridge 18 ES.8 Population Projections 18 Chart ES-1, 20 Year Population Projections 19 ES.9 Capital Improvement Plan 19 Table ES-4 Summary of CIP Funding 20 ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 3 Table ES-5 CIP Priority 20 Chapter 1 – Introduction 21 1.1 Introduction 21 1.2 Scope 21 1.3 Study Area 21 Figure 1-1 Study 22 1.4 Project Funding 22 Chapter 2 – Planning Criteria 23 2.1 23 2.2 Historical and Future Populations 23 Chart 2-1 City of Burley Populations 23 Table 2.1 Populations for City of Burley 24 2.3 Land Use and Development 24 Figure 2-1, Zoning Map, 2019 25 Table 2.2, Minimum Lot Size and Yield Per Zone 25 2.4 Existing and Past Traffic Quantities. 26 Figure 2-2 AADT 2002 and 2018 27 2.5 Traffic Bottlenecks 27 2.6 Walks 28 2.7 Paths 28 2.8 Uncontrolled Intersections 28 Table 2-3 Crash Severity Definitions 29 Table 2-4 Crash Costs Failure to Yield, City of Burley 29 2.9 Other Study Conditions 29 2.9.1 Physical Aspects: Topography, Geology, and Soils 29 2.9.2 Surface and Groundwater Hydrology 30 2.9.3 Floodplains and Wetlands 30 2.9.4 Fauna, Flora, and Natural Communities 30 Table 2-5 Threatened and Endangered Species 30 2.9.5 Important Farmlands Protection 30 Chapter 3 – Proposed Infrastructure 31 3.1 31 3.2 Airport Bypass Road 31 ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 4 3.2.1 Problem 31 3.2.2 Possible Alternatives 31 3.2.3 Proposed Alternative 32 Figure 3-1 Airport Bypass Road 32 3.2.4 Proposed Alternate Cost Estimate 32 Table 3-1 Airport Bypass Road Cost Estimate 33 3.3 208 Interchange 34 3.3.1 Problem 34 3.3.2 Possible Alternatives 34 3.3.3 Proposed Alternative 35 Figure 3-2 208 Interchange 35 3.3.4 Proposed Alternate Cost Estimate 35 Table 3-2 208 Interchange Upgrades Cost 36 3.4 211 Interchange 36 3.4.1 Problem 36 3.4.2 Possible Alternatives 36 3.4.3 Proposed Alternative 37 Figure 3-3 211 Interchange Upgrades 38 3.4.4 Proposed Alternative Cost Estimate 38 Table 3-3 211 Interchange Upgrades Cost 38 3.5 Western Bypass Road 38 3.5.1 Problem 38 3.5.2 Possible Alternatives 39 3.5.3 Proposed Alternative 39 Figure 3-4 Western Bypass Road 40 3.5.4 Proposed Alternative Cost Estimate 40 Table 3-4 Western Bypass Road Cost Estimate 41 3.6 Railroad – Vehicular Traffic Conflicts 41 3.6.1 Problem 41 Table 3-5 Existing Rail Siding in Burley 41 3.6.2 Possible Alternatives 42 3.6.3 Proposed Alternative 43 Figure 3-5 Rail Siding Layout at Airport 44 ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 5 3.6.4 Proposed Alternative Cost Estimate 44 Table 3-6 Rail Siding Cost Estimate 45 3.7 Sidewalks and ADA 45 3.7.1 Problem 45 3.7.2 Possible Alternates 45 3.7.3 Proposed Alternative 46 Figure 3-6 Parke Ave. Sidewalks 46 3.7.4 Proposed Alternative Cost Estimate 46 Table 3-7 TAP Grant Application Cost Estimate 46 Table 3-8 Construction Cost Estimate per Plan Sheet 48 3.8 Walking Paths 48 3.8.1 Problem 48 3.8.2 Possible Alternatives 49 3.8.3 Preferred Option 49 Figure 3-7 Snake River Walking Path 50 3.8.4 Proposed Alternative Cost Estimate 50 Table 3-9 Walking Path Cost Estimate 51 3.9 16th Street Rail Bridge 51 3.9.1 Problem 51 3.9.2 Possible Alternatives 51 3.9.3 Proposed Alternate 52 Figure 3.8 Parallel Bridge at 16th Street 53 3.9.4 Proposed Alternate Cost Estimate 53 Table 3-10 16th Rail Bridge Cost Estimate 54 3.10 Uncontrolled Intersections 54 3.10.1 Problem 54 Chapter 4– Recommendations 56 4.1 56 4.2 Modeling and Plan Updates 56 4.3 Capital Improvement Plan (CIP) 56 Table 4-1 CIP Priority 56 Table 4-2 CIP Costs in Order of Priority 56 4.4 CIP Funding of CIP and Preliminary Schedule 57 ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 6 4.4.1 Parke Avenue Sidewalks Funding and Schedule 57 4.4.2 Rail Siding at the Airport Funding and Schedule 57 4.4.3 Airport Bypass Road Funding and Schedule 57 4.4.4 Snake River Walking Path Funding and Schedule 57 4.4.5 208 Interchange Funding and Schedule 57 4.4.6 211 Interchange Funding and Schedule 57 4.4.7 Western Bypass Road Funding and Schedule 58 4.4.8 16th & Rail Bridge Funding and Schedule 58 Appendix A Road Sections 59 ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 7 Executive Summary ES.1 Introduction This report presents the findings and recommendations for an update to the transportation master plan for the City of Burley. This report is mostly focused on the existing roads in the City of Burley and impact zone as well as the primary feeder roads coming into the City. The report also has some limited recommendations for a future 129 route and future Snake River bridge with an interchange onto I-84. This report includes recommendations for improvements at the two interchanges that service the Mini-Cassis Region as well as some recommendations for State of Idaho Roads. An inventory of roads is included. Paths, sidewalks, and ADA ramps are included in the report. Figure ES-1 Study Area ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 8 The study area for this report is shown in Figure ES-1. The red line is the impact zone and the black line is the City Boundary. The red line is also the primary limits of the study area. The study area also includes the main roads into and from Heyburn, Paul, Rupert, Declo, and Oakley. Any local roads shown on the figure outside of the Burley City Impact Limits (Red Line) are not part of this study. The City of Burley has the technical capability, Financial Capacity, and Managerial Capacity to operate and maintain the roads, walks, and paths in the City of Burley. The City of Burley had a previous transportation plan completed in May of 2003 by Keller Associates. This study is an update to the previous master plan. The updates in this study include unregulated intersections, updates to the traffic quantities, and updates to the walking paths. ES.2 Existing Roads System There are several roads in and around the City of Burley including roads owned and maintained by the City, roads owned and mostly maintained by the Burley Highway District, and roads owned and maintained by the State of Idaho. The City also owns the alley ways and maintains most of them. A few of the alleys have been paved by private parties. On the paved alleys, the City does not provide maintenance. Streets are classified based on level of access and mobility. The classifications are based on the guidelines proposed by Federal Highway Administration (FHWA). FHWA has four main classifications for urban areas. These four were modified to fit the local nomenclature and another is added, i.e. alleys. The typical classifications are shown in Table ES-1. Classification Description Examples ROW Major Arterial Major Streets and Highways, Cross Town trips, State Roads Main Street and Overland 90-120 Minor Arterial Boundaries to neighborhoods, convey traffic to major arterial 5th Street, Bedke Blvd. Highway 81 90 Major Collector Traffic conveyance to arterials Hiland Ave., Parke Ave, 16th Streets 80 Minor Collector Neighborhood conveyance to collectors and arterials 19th, 21st, 24th Streets 66 Local A Standard Residential Neighborhood Normal, Albion, 3rd Etc. 60 Local B Special Case, townhouse or similar approved development, two-way traffic, off street parking, walk both sides of road 27 Local C Special Case, one -way road, trucks and emergency vehicles, walk on one side of road 24 Local D Special Case, one way, no trucks or emergency vehicles 21.5 Alley Paved and gravel way between blocks intended primarily for utilities and garbage collection 20 Commercial Public roads in a commercial development 66 Frontage Roads Generally parallel with interstate highway 66 Table ES-1 Roadway Classifications Standard road sections are provided in Appendix A. These pavement sections are based on the Goose Creek silt – loam that is common to the City of Burley. For unincorporated development, the setback needs to be half of the right of way shown in table ES-1 for the classification of road plus the zoning front or side yard setback. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 9 Figure ES-2 shows the existing and proposed arterials and collectors in the City of Burley and surrounding areas. The major arterials are shown in cyan color. The minor arterials are shown in magenta. The major collector streets are in red and minor collectors are shown in blue. Alleys and local roads are not shown on the figure for clarity. -Figure ES-2 Burley Arterials and Collectors The figure shows the proposed future collectors and arterials. The future arterials are an extension of the existing arterial roads. The major collectors are anticipated to be centered on the section line and the minor collectors on the approximate quarter section line. As development takes place, the location of the minor collectors may move as much as 1000 feet north – south or east – west as needed to coincide with development in the area. Table ES-2 shows the of the various roads in the City of Burley. Main Arterial Minor Arterial Collector Local Alley (miles) (miles) (miles) (miles) (miles) 8.81 6.98 12.17 65.76 1094 Table ES-2 Road in Burley Most local City roads have a right of way width of 60-feet. Many of the older Burley Highway District Roads have a right of way width of 50-feet. The more recent district roads have been sized to match the minimum City width of 60-feet. The State roads (principal arterials) have larger right of way widths that vary from around 90-feet to over 120-feet. The figure shows a pair of numbers for most of the roads. The number above the pair represent the 2018 AADT. The number in parenthesis is the value shown in the 2003 report. There are several roads that have a single value. For these roads, the 2003 report did not show any data so only the 2018 AADT value is shown. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 10 Figure ES-3 ADT 2002 and 2018 The amount of traffic on the various roads is shown on Figure ES-3 where the average annual daily traffic (AADT) 2002 from the 2003 report and the AADT 2018 is shown. Some roads have a significant increase while others have a decrease in the traffic volume. The reasons for the decreases are not known. Doing confirming traffic counts is not part of this scope and may be added to the next transportation master plan update. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 11 ES.3 Future Roadways ES.3.1 Airport Bypass It is estimated that the airport will be relocated within the next 20-years due to the need for longer runways, issues with the final approach and take off (FATO) obstructions, and other deficiencies. FAA has declared that no additional funding will be made available for this airport. Based on this, it is anticipated that the new airport will be located east of the city about 8 miles and parallel with I-84. Once this happens, the current airport will be a site prime for development. As part of this development, it is anticipated that an eastern bypass will be created to connect Route 81 with 5th Street and Bedke Boulevard. This east bypass will drastically reduce the amount of large commercial traffic through downtown. Figure ES-4 Airport Bypass Road Figure ES-4 shows about where this road will be located. It is anticipated that this road will have 60-feet of asphalt, curb and gutter, and a right of way of 90-feet. The road is about 6100 feet long. This road would have a Minor Arterial classification to match with Bedke and Route 81 to Declo and will be designed for heavy trucks. ES3.2 208 Interchange One of the largest complaints that have been stated deal with the access to and from the city via the interstate. Figure ES-5 shows some possible improvements to the 208 interchange. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 12 Figure ES-5 208 Interchange It is anticipated that ITD will take the lead in directing the study, design, bidding, and implementation for the improvements at the 208 interchange on I-84. The main concern with the 208 interchange is the short deceleration and accelerations lanes. In order to make this interchange more functional, it is recommended that the bridges over the irrigation canal be widened to allow an additional lane of traffic with appropriate shoulder and extending the acceleration, merge, and deceleration lanes. ES3.3 211 Interchange Figure ES-6 shows some possible improvements to the 211 interchange. Figure ES-6 211 Interchange As with the 208 interchange, it is expected that ITD will take the lead in directing the study, bidding and implementation for these improvements. The main concern with the 211 interchange is the short deceleration and accelerations lanes. In order to make this interchange more functional, it is recommended that the north bridge over Highway 30 and the railroad tracks and irrigation canal be widened to allow an additional lane of traffic with appropriate shoulder and extending the acceleration, merge, and deceleration lanes. ES3.4 Western Bypass Road As growth takes place, the amount of truck traffic on Overland Avenue and Main Street is expected to increase. The airport bypass road, Figure ES-4, will help with some of this truck traffic by routing some of it from Main Street. However, there is not a north-south route that can reduce the amount of truck traffic on Overland Avenue. It is proposed that a western bypass be created west of Burley with a Snake River bridge crossing and connection to the existing interchange 201 to I-84. It is understood that these are long term goals. It is recommended that the western route be at 300 West, just west of McCain Foods, New Cold, etc. If the bridge over the river is placed here it will accommodate the future industrial – commercial development west of Burley as well as residential development. This would require driving about 6.4 miles of paving from the interchange to ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 13 Highway 30. 300 West was also selected as it is about midway between the 201 and 208 interchanges. Figure ES- 7 shows the approximate layout for the western bypass road. Figure ES-7 Western Bypass Road ES3.5 Railroad – Vehicular Traffic Conflicts Another issue that has been raised multiple times is the length of time that trains block traffic in Burley. This conflict is anticipated to only get longer as trains get more cars and more goods are transported via rail. A unit train is about 6600 feet long but can be longer. The railroad transports a several unit trains through Burley each month and the number is expected to increase in the next 20 years due to the number of businesses that operate along the railroad and may take advantage of the rail transport. Some of the possible industries that could or do use parts of a unit train include the freezer – refrigeration facilities, Pacific Ethanol, and the dairy facilities. Other new facilities that may come to the area will also contribute to unit trains in the City during the foreseeable future. The following table shows the approximate location and of existing siding in Burley. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 14 Location Length Ladder or Spur Number of Lines Schodde Ave. – Miller Ave. 2132 Ladder 2 Schodde Ave. – Miller Ave. 634 Spur 1 Overland Ave. – Hiland Ave. 4673 Ladder 2 Overland Ave. – Elba Ave. 5025 Spur 4 Total Ladder 6805 Total Spur 5659 Table ES-3 Existing Rail Siding in Burley Looking at the table, it would appear that there is sufficient siding available for large unit trains to add and drop cars. The problem with the siding is it is very close to multiple at grade railroad crossings namely Occidental Ave., Oakley Ave., Overland Ave., Normal Ave., and Hiland Ave. Because most of the siding either abuts an at grade railroad crossing or intersects an at grade railroad crossing, unit trains must be broken into significantly smaller sections and scattered over many sections of siding. This results in a significant level of driver frustration and drivers see the train pull forward, stop, back up stop, pull forward stop, back up stop, etc. It has been reported that at times most of the at grade railroad crossings are blocked for up to 30 minutes. This causes a significant amount of traffic to be shuffled to the one or two at grade railroad crossing causing a significant frustration level. This issue also is a significant concern for public safety services such as fire, ambulance, and police. Where there is an emergency waiting 30 minutes for a train to clear could very well mean the difference between life and death. If the railroad did not block any of the at grade crossings for adding or dropping cars, the effective length of siding in Burley would still be inadequate. In order to effectively break apart and shuffle a unit train, at least twice the length of the unit train needs to be available for adding and dropping cars. More siding is preferred. Figure ES-8 shows a layout for some siding in the airport property. This will not be possible until after the airport is closed. However, once the airport moves, this will allow most of the unit train staging to be done east of town and will significantly reduce the amount of time that at grade crossings in town are not accessible. The layout shown will have about 14,600 feet of usable siding. This amount of siding will allow for unit trains to be staged with minimal adverse effect on traffic in town. The layout is spaced so that more lines are available if needed to be added to the system without needing to expand the overall footprint of the ladder. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 15 Figure ES-8 Rail Siding Layout at Airport ES.4 Walks and Paths ES4.1 Sidewalks and ADA Most of the town has existing walks. There are several areas where only one walk is along a road and other areas where there are no walks. In areas without walks, it is proposed to add new sidewalks. In addition to these areas, it is proposed to add sidewalks from 13th Street to 27th Street along Parke Ave. to close a significant number of walking path gaps and to provide additional safety for persons walking to and from the several schools that are on Parke Ave. Figure ES-9 shows the walks along Parke Ave. that are recommended to be constructed. Figure ES-9 Parke Ave. Sidewalks In addition to filling in gaps in the sidewalks, it is recommended that ADA ramps be added at intersections that don’t presently have ADA ramps. ADA ramps are proposed for the various road crossings along Parke Ave. ES4.2 Walking Paths The walking path along the Snake River needs to be completed. Currently there are sections of the walking path that are complete and other sections that are partially done and other sections where no work has been done. The walking path is complete from the Bedke Boat Ramp easterly to the Hampton Inn Development. As lots are sold and developed in the Hampton Inn Development, the walk will be completed for that segment. The walk is complete behind the Hampton Inn and has been roughed in behind the restaurant pad to the east of the Hampton Inn. From the Hampton Development to Overland Avenue, the path has been roughed in and can be used but is not paved. Grants have been applied to complete this section of path but have not been awarded. The ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 16 section from Overland Avenue to Highway 30 (Main Street) has not been started. This section will require three floating walk pedestrian underpasses to be placed under Overland Avenue, the railroad bridge, and the Heyburn Bridge. Due to costs, the floating bridges are a preferred cost over pedestrian overpasses. It will be necessary to obtain a walking path easement over the Stotz Equipment parcels. From there to Main Street, the City owns the property. The walking path is complete from the bridge at Highway 30 (Main Street) to the park at the City Golf Course. Figure ES-10 shows the locations of the walking path, partial (roughed in) walking path, the floating walking paths, and the approximate location for the future walking path to connect the walking paths in the City of Burley. When completed, this walking path will be about 4 miles long and will connect the marina on Bedke Blvd. on the west end with the Club House at the golf course that is adjacent to the park at the City Golf Course. Figure ES-10 Snake River Walking Path It is understood that the part of the walking path near the end of the runway cannot be constructed until the airport is closed. Other walking paths that are used are the maintenance roads along the various irrigation canals in the City. These maintenance roads are not approved by the irrigation companies for walking-jogging but are still used as such. It is proposed that as the irrigation canals are piped, over time, that the surface be converted to a walking path easement since the area is being used for walking – jogging at the current time. ES.5 Uncontrolled Intersections There are many intersections in and around the City that do not have stop signs in any direction. The law is clear that at an uncontrolled intersection, a driver must yield to the driver on the right even if the driver on the right was not the first one at the intersection. It appears that many drivers have forgotten this rule. For this reason, there have been lots of accidents around town dealing with failure to yield. A quick search of the database provided by LHTAC in the City of Burley shows 245 crashes from 2014-2018 that showed a failure to yield was the cause of the crash. This is about 22% of all the crashes in the City for this time. The costs for the crashes with ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 17 failure to yield is about $7,040,000. This is a significant cost, about $1M per year, that the citizens of Burley pay in the form of insurance premiums, taxes, out of pocket costs, deductibles, lost wages, direct costs, etc. It is recommended that the uncontrolled intersections be studied and working with City Council look at specific intersections where some added control could significantly increase safety. ES.6 Airport Relocation The existing airport has reached the end of its useful life due to short runways and hazards in the final approach takeoff (FATO) area. It has been known for many years that the airport would be closed and relocated sooner of later. Based on the latest directive from FAA that stated the airport would no longer receive any federal funds, it appears that the time for the airport closure is sooner rather than later. It is understood that an airport is needed in the Mini-Cassia area. The new airport relocation is being studied and the proposed location appears to be about 8-miles to the east if regulatory and other hurdles can be surmounted to allow a formation of an airport authority so that the airport can be constructed, operated, and maintained as a public airport. The costs of the new airport and master planning for the new airport are not part of this report other than to indicate that they are necessary. ES.7 16th & Highway 81 Railroad Bridge The railroad bridge over 16th Street west of Highway 81 is a one lane bridge. 16th Street is a significant road in Burley and this narrow bridge is a significant safety hazard. It is proposed that the bridge be replaced with a wider bridge so that two lanes of traffic minimum can drive through the bridge. The railroad uses this bridge at least once per week so bridge replacement would need to be done with an alternate delivery system such as a bypass track so that the existing bridge would remain in operation until the new bridge is in place and then the existing bridge would be removed after rail traffic switched to the new line and new bridge. With this work, the roadway would be lowered so that a standard 16-foot tall bridge could be created. The work also includes fixing the intersection with Route 81 and some improvements to Route 81 to accommodate left hand turn lanes. Figure ES- 11 shows the new bridge location, rail, and road improvements. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 18 Figure ES-11 16th & Railroad Bridge ES.8 Population Projections The 2010 population was about 10,345 according to the census results for the City of Burley. According to the City Administration, the census count was low by about 2000 persons. Based on a 1.66% growth rate, the 2019 population is estimated to be about 14,320 based on new businesses, residential, and commercial growth in the past nine years. This estimate was confirmed by the Economic Director for the City, Doug Manning. Projecting the amount of growth for planning purposes is generally based on historical growth rates and possible low growth rates, medium growth rates, and fast growth rates. Historically, the City of Burley has grown at about 1% per year. Assuming Mr. Manning is correct, the growth rate for that past 9 years has been an average of about 1.66% per year. For planning purposes, a growth rate of 1% is considered low but constant, 1.5% to 2.25% medium, and 3.5% or more a fast growth rate. Growth rates near 3.5% are typically not considered sustainable. Chart ES-1 shows the projected population based on 1.5% to 3.0% growth rates for the next 20 years. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 19 Chart ES-1, 20 Year Population Projections As shown the population is projected to be between 19,300 and 25,900 in 2039. For planning purposes, it is estimated that the population will be about the average of the high and low estimate, (green line) and will be about 22,350 persons in 2039. Nearly doubling the population in the next 20 years will have a significant impact on the amount of pedestrian, vehicular, truck, and train traffic in and around Burley. ES.9 Capital Improvement Plan There are eight projects on the capital improvement plan. These projects include the Airport Bypass Road, 208 Interchange Upgrades, 211 Interchange Upgrades, Western Bypass Road, Rail Siding, Parke Avenue Sidewalks, Snake River Walking Path, and Railroad Bridge at 16th Street. Table ES-4 shows a summary of the funding for these projects. The projects are listed in no particular order for this table. As shown, the total these projects are well outside of the funding capacity of the City of Burley. Of the projects, the two interchange upgrades and the western bypass road will be State/Federal projects. As such they are not part of the funding needed to be raised by the City but need to be part of the master plan to encourage these projects at the State and Federal Level. The Airport Bypass Road project will be funded as part of an Urban Development project that gets funds from the sale and development of the airport property when the airport is relocated to the east about 8 miles. The Rail Siding at the airport area is anticipated to be mixture of funding from Federal Railroad safety grant, railroad funds, and the urban development funds from the airport development. The Parke Avenue Sidewalks project is anticipated to be funded from City by a TAP grant with about $48,300 coming from City funds and the rest being the TAP grant. 10000 12000 14000 16000 18000 20000 22000 24000 26000 28000 2019 2021 2023 2025 2027 2029 2031 2033 2035 2037 2039 POPULATION YEAR 20 YEAR POPULATION PROJECTION 1.50% 2.25% 3.00% ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 20 CIP Transportation Master Plan Project Construction Contingency Soft Costs Total Airport Bypass Road $ 4,823,800 $ 964,800 $ 1,157,700 $ 6,946,200 208 Interchange Upgrade $ 17,935,500 $ 3,587,100 $ 5,811,100 $ 27,333,700 211 Interchange Upgrade $ 32,869,600 $ 6,574,000 $10,649,800 $ 50,093,300 Western Bypass Road $208,032,000 $41,606,400 $67,402,400 $317,040,700 Rail Siding, Airport Area $ 8,416,500 $ 1,683,300 $ 2,878,500 $ 12,978,200 Parke Avenue Sidewalks $ 409,600 $ 82,000 $ 69,900 $ 561,400 Snake River Walking Path $ 1,466,700 $ 293,400 $ 431,300 $ 2,191,300 16th Rail Bridge $ 3,946,400 $ 789,300 $ 1,349,700 $ 6,085,300 Totals $277,900,100 $55,580,300 $89,750,400 $423,230,100 Table ES-4 Summary of CIP Funding The Snake River Walking Path project is anticipated to be funded with a mixture of donation funds and City funds a bit at a time. The City has applied for grants to do part of this work several times but has not been successful. It is hoped that some grants may be secured as the walk is developed one section at a time. The 16th Rail Bridge is anticipated to be funded with a mixture of railroad funds, railroad safety grants, City Funds, and if an applicable project that will use the railroad is found CDBG grant funds. Table ES-5 shows the proposed priority for the CIP projects. Project Priority Parke Avenue Sidewalks 1 Rail Siding, Airport Area 2 Airport Bypass Road 3 Snake River Walking Path 4 208 Interchange Upgrade 5 211 Interchange Upgrade 6 Western Bypass Road 7 16th Rail Bridge 8 Table ES-5 CIP Priority ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 21 Chapter 1 – Introduction 1.1 Introduction The City of Burley is a vibrant community located along the banks of the Snake River in the southern part of Minidoka County and the northern part of Cassia County. For many years, Burley has been growing a dynamic commercial base with accompanying residential growth. Much of the commercial growth is tied to the agricultural surrounding areas. The city owns and maintains most of the roads and alley ways in the City. The State of Idaho owns and maintains Overland Avenue (Highway 27), Main Street (Highway 30), and State Highway 81. Burley Highway District has very few roads in the City that it owns and maintains. Dedicated streets are typically at least 60-feet wide right of way, however, some of the former District roads are only 50-feet wide right of way. The State of Idaho roads have right of way widths of 70-feet to more than 100-feet. Rail right of way varies from about 100-feet to more than 200-feet. The City of Burley is committed to maintaining and operating the transportation system. The city has accepted project responsibility for adoption and implementation of the transportation master plan as budget allows including financial resources, qualifications, experience, operational, and management requirements. 1.2 Scope The scope of this study includes the following: • Evaluate the condition of the existing roads, walks, rail, and paths system, • Review traffic counts versus traffic counts reported from 2003 and if significantly larger, establish level of service for the main roads in the City, • Determine transportation bottlenecks for the existing roads system, • Identify current needs for transportation infrastructure and develop a cost estimate for the various projects. • Estimate population projections for the next 20-years, and • Summarize the best apparent alternative for the various capital improvement plan projects. 1.3 Study Area The study area for this master plan includes the existing roads inside the impact area. Figure 1-1 Shows an overall view of the study area. Most of the residential growth is anticipated south of the main city area. Commercial growth is anticipated to be mainly along Washington Avenue. Commercial development is also anticipated in North Burley along the Freeway as well as in existing commercial areas. As development takes place, the amount of traffic on the City roads will continue to increase. In addition to the study area shown in Figure 1-1, two freeway interchanges are reviewed as well as a future western bypass that is located about 1 mile west of the current impact zone boundary are included in this report. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 22 Figure 1-1 Study Area 1.4 Project Funding This master plan is funded as part of a budget allocation for the engineering services. Construction funds are anticipated to be a combination of funds from local, state and federal funding sources. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 23 Chapter 2 – Planning Criteria 2.1 General This chapter details the planning criteria used to establish standards by which the transportation system is evaluated and that serve as a basis to identify needed improvements. These criteria include population, residential densities, average daily traffic, known traffic bottlenecks, desired roads, walks, and pathways, and other factors affecting the transportation system. 2.2 Historical and Future Populations The historical and projected populations are shown in Chart 2.1 and listed in Table 2.1. Future populations are based on a 1.5% growth rate similar to the growth rate for the past 10-years and with input from the City Administrator. Based on the information from the City Administrator, the growth rate in the City of Burley was about 2.86% from 2000 to 2010. The census data for 2010 is low by about 2000 persons in 2010. The estimated population will be checked for 2020 after the census data becomes available next year. The 2010 census indicated that the population density is about 2.80 persons per dwelling unit. For planning purposes, a similar density is assumed to continue for the next 20-years. Table and Chart 2.1 also shows the compound annual growth rate (CAGR) for historical growth as well as the projected CAGR for the next 20 years. The same growth rate is planned for the next 50 years through 2069. Chart 2-1 City of Burley Populations 7500 9500 11500 13500 15500 17500 19500 1960 1970 1980 1990 2000 2010 2020 2030 2040 City of Burley Populations Historical CAGR 0.64% (average) 2.86% CAGR 1.5% Future CAGR ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 24 Year Population CAGR Year Population CAGR 1960 7508 2034 17903 1.50% 1970 8279 0.98% 2039 19287 1.50% 1980 8761 0.57% 2044 20778 1.50% 1990 8702 -0.07% 2049 22384 1.50% 2000 9316 0.68% 2054 24115 1.50% 2010 12345 2.86% 2059 25979 1.50% 2019 14320 1.66% 2064 27987 1.50% 2024 15427 1.50% 2069 30151 1.51% 2029 16619 1.50% Table 2.1 Populations for City of Burley 2.3 Land Use and Development The City has established zoning boundaries within the city limits and the impact area. These boundaries are shown as Figure 2-1. It is assumed that the zoning will be similar as the impact area is increased as the City grows. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 25 Figure 2-1, Zoning Map, 2019 Residential densities are based on the total home per acre and include roads, walks, and park strips, and other public owned property that may be adjacent to the development. Table 2.2 shows the minimum lot size for each residential zone with an approximate yield of single-family homes per acre. Zone Area Width Depth Gross (SF) (feet) (feet) Yield R-1 8000 80 100 4.19 R-2 6500 65 100 5.16 R-2A 6500 65 100 5.16 R-3 4500 50 90 7.26 R-4 4500 50 90 7.26 Table 2.2, Minimum Lot Size and Yield Per Zone ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 26 Actual residential yields are typically 30% to 70% less than the yield based on minimum lot size required for the zone. This reflects the opinion that larger lots equate to larger homes and larger sale prices for the developer. The reduction is also the result that each parcel of ground that is planned for development does not fit exactly with the minimum lot sizes so once the maximum number of lots that can be created on the parcel is determined some, if not all, of the lots are larger to take up the remainder area that could not be developed into more lots. For master planning purposes, it is assumed that the average gross yield would be about 4.5 homes per acre. Using 2.8 persons per dwelling unit results in a total of about 1,775 new homes or about 400 acres of ground for development in the next 20 years and an additional 3880 homes by 2069. The additional homes will also require an additional 860 acres of farm ground. This consumption of farm ground can be reduced by zoning efforts to allow more R2 and R3 zones and by encouraging developers to have smaller lots. It can also be reduced by encouraging higher density development such as apartments and townhomes. Another method to reduce the consumption of previously undeveloped ground is to encourage re-development in areas that become blighted or using land that comes available for redevelopment for residential development and mixed-use development. The City of Burley is an urban area with typical urban vehicular use. Most homes have at least two vehicles and sometimes several more. For traffic planning purposes the number of vehicles per home is equal to the number of persons per home. Even though more vehicles may be available, only one vehicle can be driven by a person at a given time. Based on this, we can expect about an additional 8100 vehicles on the road in the next 20 years. This will generate a significant amount of traffic that must be routed to and from destinations. There are several methods to helping reduce traffic congestion that include spreading the commercial and other destinations over a larger area as well as using mass transit etc. Building more roads to help route traffic away from certain areas can also be a helpful method to reducing traffic congestion. 2.4 Existing and Past Traffic Quantities. Figure 2-2 shows the traffic quantities provided in the 2003 study as well as traffic data provided by ITD for 2018. The figure shows a pair of numbers for most of the roads. The number above the pair represent the 2018 average annual daily traffic (AADT). The number in parenthesis is the value shown in the 2003 transportation master plan report. There are several roads that have a single value. For these roads, the 2003 report did not show any data so only the 2018 AADT value is shown. Some roads have a significant increase while others have a decrease in the traffic volume. The reasons for the decreases are not known. Doing confirming traffic counts is not part of this scope and may be added to the next transportation master plan update. The reduction in traffic counts can be partially explained by looking at the changes in development in the past few years. It is possible that with the new development a number of vehicles on a given road has been relocated to other roads that showed an increase or that were not reported in 2003. It is recommended that traffic counts be part of the next update and at that time a level of service LOS be updated for the major roads in the City. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 27 Figure 2-2 AADT 2002 and 2018 2.5 Traffic Bottlenecks One of the main bottlenecks in the traffic system is the intersection of Highway 30 and Highway 27, i.e. Overland and Main. The two roads intersect at this location and there is a lot of truck and other large vehicle traffic at this location. The congestion at this intersection is exasperated due to the rail crossing just two blocks north of Main Street. When the trains block Overland for an extended period, the traffic congestion at this intersection can be ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 28 high. Another issue that drives significant congestion at this intersection is an emergency on Overland or Main Street. It has been noted that when Overland was shut down for several hours for a fire a few years ago, all vehicular traffic was routed down 16th Street to Hiland and the four way stop intersection was miserable to drive through. Fixing the congestion on Overland and Main Streets is needed for the City. To help fix the congestion, several roads have been discussed for at least 10-years. The first road is a bypass at the east side of Burley that connects to 5th Street – Bedke Boulevard. This would provide an alternate route to Highway 30 Main Street for east – west traffic and would tie to the roads to Heyburn and Declo. Another road that has been discussed is another north – south route to be located west of the City. This route would be beneficial as it would reduce the amount of truck traffic on Overland Avenue. Reducing the amount of heavy truck traffic downtown would be very helpful to maintaining a healthy downtown business district as well as reducing frustration by other travelers. 2.6 Walks There are several areas in the city that don’t have sidewalks. One of those areas that is very concerning is the walk along Parke Avenue. This walk critical due to the number of schools on Parke Avenue. The schools include Burley Jr. High, CSI Burley Campus, Adult Technical Center, Cassia High School, Burley High School, and John V. Evans Elementary School. Other areas of the City are getting walks every year or so when a LID is provided by the City whereby the residents can get new walk and pay the City for the walk over time rather than having to have all of the funds available before the walk is constructed. As part of the LID work, the City constructs several ADA ramps each year to make the City more walkable. The remainder of the city walks as well as ADA accessibility is needed for walkability in the City and for pedestrian safety. 2.7 Paths A walking path from the marina at Bedke Boulevard to the park at the City Golf Course has been a long-term desire for many residents and visitors. The Snake River is unique, beautiful, and a wonderful place to walk, jog, and ride along and enjoy the scenery. A walking path was started several years ago. Parts of the route are complete, parts are started, parts will be completed by adjacent developers, and parts still have a significant amount work to be usable. There are several obstacles that must be surmounted in order to complete the walking path. Some of these are the two vehicle bridges and the rail bridge that cross the walking path. In addition, the east end of the airport crosses the walking path. This is not a safe area for walking at least until the airport is relocated. 2.8 Uncontrolled Intersections There are multiple intersections in the City of Burley do not have stop signs in any direction. These are called uncontrolled intersections. One of the significant transportation safety items in the City is the number of uncontrolled intersections. A review of crash data maintained by ITD shows that from 2014 to 2018, there were 1120 accidents. Of these accidents about 22% were a result of a failure to yield. In other words, failure to obey the rules of the road. This shows that failure to yield is a significant issue. It appears that uncontrolled intersections are a significant indicator of these crashes. The law is clear that at an uncontrolled intersection, a driver must yield to the driver on the right even if the driver on the right was not the first one at the intersection. It appears that many drivers have forgotten this rule. This is not the same rule as a 4 way stop where first at the intersection goes first and then if a tie, yield to the person to the right. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 29 Crash data can be sorted as to severity of the crash. Obviously, fatality is the worst type followed by Injury, Injury, Injury, and then Property Damage Report. A KABCO, injury Classification Scale and Definition helps with the following: Severity Code Definition and Description Fatality Death within 30 days of the collision resulting from a fatal injury received in the collision A Severity Any injury, other than a fatal injury, which prevents the injured person from walking, driving, or continuing normal activities. Includes sever lacerations broken or distorted limbs, skull, or chest injuries. Abdominal injuries, unconscious at scene, and or unable to leave the scene without assistance. Excludes momentary unconsciousness. B Severity Any injury, other than fatal or an injury, which is visible to observers at the scene of the collision. Includes lump on the head, abrasions, bruises, and or lacerations. C Severity Any injury reported or claimed which does not fall in the other categories. Includes momentary unconsciousness, liming, complaint of pain, nausea, hysteria, and or claim of injuries. Property Damage Only Reports No or limited physical injury and only damage is to vehicles or other private property. Table 2-3 Crash Severity Definitions Idaho Transportation Department (ITD) Office of Highway Safety (OHS) publishes crash data. For 2017, the economic cost of crashes in Idaho was about $4.2 billion. This is a significant cost for crashes. The paper shows that the cost of a fatality is about $9.8 million, and A severity crash is about $468,400, a B severity crash is about $127,600, a C severity crash is about $65,150, and a property damage only crash is about $3,300. Using this data and the number of crashes from 2014 to 2018 where failure to yield was the cause of the crash, table 2-4 shows the significant costs for various crashes in the City of Burley. Society pays about 75% of these costs in the form of higher premiums, taxes, insurance deductibles, lost income from missing work, medical costs, other out of pocket costs, etc. Based on 5 years of crashes and 75% being paid by the residents, these crashes cost the residents about $1,056,000 per year. Crash Severity No. of Crashes Cost per each Total Cost A Injury 3 $468,400 $1,405,200 B Injury 19 $127,600 $2,424,400 C Injury 40 $65,150 $2,606,000 Property Damage Only 245 $3,300 $603,900 Total $7,039,500 Table 2-4 Crash Costs Failure to Yield, City of Burley 2.9 Other Study Conditions 2.9.1 Physical Aspects: Topography, Geology, and Soils The City of Burley and surrounding areas set at about elevation 4140 near the Snake River and near 4210 towards that south. Typically, the valley floor drains towards the Snake River and towards the north for most of the study area. The study area north of the Snake River drains to the south towards the Snake River. Most of the soils around the City of Burley are silty loam like the Goose Creek and Declo soils. The silty loam is a moderate to well-drained soil that overlays sand and sandy gravel and clays that typically extends to the basalt bedrock. The depth to basalt varies from several feet below the surface to more than 100-feet. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 30 There are no known fault lines in and around Burley so the probability of a large earthquake in the next 50-years is quite low at around 8% to 10%. The nearest fault lines are located in the mountains to the south of Burley about 16 miles. 2.9.2 Surface and Groundwater Hydrology Much of the study area has shallow surface water influenced ground water at depths of 30-50 feet or less. Non surface water influenced ground water is usually more than 150 feet deep. Deep wells of 350 to 500 feet are typical for municipal water. The areas of shallow ground water and surface water pose issues for sanitary sewer construction and I&I evaluation. In addition to ground water, the Snake River and multiple irrigation ditches, drainage ditches, and other channels function to keep ground water high in a number of areas. 2.9.3 Floodplains and Wetlands A review of the Flood Insurance Rate Map for the City of Burley shows that a vast majority of the City is in Zone C, i.e. areas of minimal flooding or no flooding. The exception to this is areas immediately adjacent to the Snake River. As typical road or walk construction is not anticipated in areas immediately adjacent to or in the Snake River, flood plains are not a significant issue. The FIRM for the unincorporated county area shows similar items to the City FIRM. 2.9.4 Fauna, Flora, and Natural Communities The study area is mostly previously disturbed urbanized areas. Sensitive native flora and fauna are not likely to be disturbed especially as most of the road extensions and projects will be located in existing road right of ways. Projects that take place outside of existing road rights of way should be aware of possible impacts to threatened and endangered species. The following is a list of threatened and endangered species for Cassia County as found on the U.S. Fish & Wildlife website as of 8-28-2019 Group Common Name Scientific Name Population Status Birds Yellow-billed Cuckoo Coccyzus americanus Western U.S. DPS Threatened Mammals Gray wolf Canis lupus Northern Rocky Mountain DPS Recovery Mammals Canada Lynx Lynx canadensis Wherever Found in Contiguous U.S. Threatened Table 2-5 Threatened and Endangered Species 2.9.5 Important Farmlands Protection Expansion of the City is a mix of rural and farmland. Proposed improvements should consider the impacts to surrounding farmland. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 31 Chapter 3 – Proposed Infrastructure 3.1 General The City of Burley operates and maintains most of the roads and alleys in the City of Burley. Traffic congestion has been identified particularly along the arterials downtown. A lot of this congestion is due to truck traffic through the downtown areas. Another source of congestion is the at grade rail crossings through town. These crossings can be closed for several minutes to half an hour depending on how many rail cars are being switched. Another area of concern is the two interchanges the serve the Mini-Cassia area that are in need of upgrade. Sidewalks and path upgrades are needed. This chapter discusses the various issues and possible projects that could be done to fix each issue. The best project or only known project is selected and a cost estimate for each of the projects is provided. Funding sources for the various projects is discussed as well as possible timelines. 3.2 Airport Bypass Road 3.2.1 Problem Main Street, Highway 30 runs through downtown. Significant amount of truck traffic is routed through the downtown area. This creates congestion, slows traffic, and makes driving in the downtown area more difficult. 3.2.2 Possible Alternatives There are multiple solutions to this issue that range from the do nothing, i.e. let the existing road take care of the traffic, widening the existing Highway 30 to three lanes each direction, and constructing a bypass road at the airport property to route the truck traffic around the downtown area. 3.2.2.1 Alternative 1 Do Nothing With this option, the existing road is kept at its current width and the amount of congestion is not reduced. The advantage of this option is it does not cost any more than the cost for normal maintenance of the road. The disadvantage of this option is it does not reduce the traffic congestion downtown, does not route truck traffic around the downtown area, and does not support future development in the airport development area. 3.2.2.2 Alternative 2 Widen Highway 30 In this option, widen the road from the Airport/Route 81 intersection of Main Street to the 13th Street Highway 30 intersection (about 1300 feet west of Parke Avenue). This is about the location of the widening scheduled for FY20 - FY21 that will widen the road to the Bedke Intersection. This option is not considered viable due to lack of room for the road widening and this option does not reduce the traffic in the downtown area. In some areas significant property would need to be acquired that is very expensive. Parking downtown parking would be eliminated along Main Street that is not desired where parking is already limited. In some areas, parking lots would be removed, and other areas parts of buildings would need to be removed. For all these negative reasons, this option is not recommended. 3.2.2.3 Alternative 3 Airport Bypass Road For this option, construct a bypass road through the airport and connect with 5th Street to Bedke Boulevard that connects to Highway 30. This option has the advantage in that it does not require property acquisition once the airport is relocated. The City of Burley owns all the property. This option routes truck traffic away from downtown and preserves the parking that is downtown. This option also reduces the traffic congestion downtown by routing truck traffic away from downtown. The disadvantage of this option is it cannot be started until after the airport is relocated to the new location. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 32 3.2.3 Proposed Alternative Based on Alternate 3 providing a solution to the issue, not requiring property acquisition, and not impacting parking in the downtown area, Alternate 3 is selected. The proposed alternative is shown as Figure 3-1. Figure 3-1 Airport Bypass Road It is estimated that the airport will be relocated within the next 20-years due to the need for longer runways, issues with the final approach and take off (FATO) obstructions, and other deficiencies. FAA has declared that no additional funding will be made available for this airport. Based on this, it is anticipated that the new airport will be located east of the city about 8 miles and parallel with I-84. Once the existing airport closes the current airport will be a site prime for development. As part of this development, it is anticipated that an eastern bypass will be created to connect Highway 81 with 5th Street and Bedke Boulevard. This east bypass will drastically reduce the amount of large commercial traffic through downtown. Figure 3-1 shows about where this road will be located. It is anticipated that this road will have 60-feet of asphalt, curb and gutter, and a right of way of 90-feet. The road is about 6100 feet long. This road would have a Minor Arterial classification and will be designed for heavy trucks. 3.2.4 Proposed Alternate Cost Estimate A cost estimate for the Airport Bypass Road is shown. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 33 Airport Bypass Road Construction Cost Estimate 1/2/2020 Item Description Quantity Units Unit Extension No Cost 1 Mobilization 1 LS $ 241,200.00 $ 241,200.00 2 Asphalt Demo 112115 SF $ 1.25 $ 140,143.75 3 Clear & Grub 550954 SF $ 0.25 $ 137,738.50 4 Subgrade 25212 CYD $ 25.00 $ 630,300.00 5 Road Base 25212 CYD $ 36.75 $ 926,541.00 6 Curb & Gutter 12535 LF $ 35.00 $ 438,725.00 7 Finish Grading 550954 SF $ 0.25 $ 137,738.50 8 Asphalt Paving 360303 SF $ 1.75 $ 630,530.25 9 Asphalt Striping 36730 LF $ 1.25 $ 45,912.50 10 Sidewalk 97948 SF $ 6.00 $ 587,688.00 11 Light Poles 36 EA $ 3,750.00 $ 135,000.00 12 Power for Lights 12244 LF $ 10.00 $ 122,440.00 13 Inlet Boxes 18 EA $ 2,750.00 $ 49,500.00 14 Storm Drain 6500 LF $ 42.50 $ 276,250.00 15 ADA Crossing 2 EA $ 2,000.00 $ 4,000.00 16 At Grade Crossing 1 EA $ 45,000.00 $ 45,000.00 17 Signal Control 1 EA $ 275,000.00 $ 275,000.00 18 Subtotal $ 4,823,707.50 19 Contingency 20% $ 964,741.50 20 Subtotal $ 5,788,449.00 21 Bonds & Insurance 6% $ 347,306.94 22 Topo 1% $ 57,884.49 23 Design 3% $ 173,653.47 24 CE&I 10% $ 578,844.90 25 Soft Costs $ 1,157,689.80 26 Total $ 6,946,138.80 Table 3-1 Airport Bypass Road Cost Estimate This cost estimate includes the cost for construction, bonds, insurance, etc. Most of the design costs are anticipated to be done in house. For this work the design fee will be for geotechnical work, environmental clearances, and similar items that are not typically part of the work that is done by this City Engineer. These costs are based on FY2020 dollars. It is recommended that the construction cost estimated be updated prior to beginning design work after the airport has been relocated. This cost estimate does not include anything for storm water extensions, water, sewer, power, lighting, natural gas, or other utility lines for the rest of the airport development. These utility costs are anticipated to be part of the overall airport property development and are incidental to the road project even though these utility lines must be included in the road work. Some storm drain costs are included but this is only for the road. It is anticipated that the storm drain for the road will tie to the storm drain for the rest of the site. The power shown is only for the conduit and conductors for the lights and does not include transformers, or power to the development as these are anticipated to be part of the overall development. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 34 3.3 208 Interchange 3.3.1 Problem One of the biggest complaints that have been expressed is the condition of the interchange. On the 208 interchange many persons have expressed the concern with exiting the freeway where speeds are at or more than 80 mph and then having to slow down in order make the curve and merge with traffic on Overland Avenue. Another issue is the double merge for the west bound traffic. The acceleration lanes are not long enough for the double merge that is required at this location. Lastly the acceleration and deceleration for the east side of the interchange are not enough to slow down or accelerate in order to merge with freeway traffic. 3.3.2 Possible Alternatives There are multiple solutions to this interchange issue that range from the do nothing, i.e. let the existing interchange be as is, replacing the bridges over the MID canal with wider bridges to allow proper acceleration and deceleration, adding a new bridge each way over the MID canal and keeping the older bridges, and changing the type of the interchange to a standard on-off interchange. 3.3.2.1 Alternative 1 Do Nothing For this alternative, the road geometry stays the same, no changes are made to the interchange. The advantage of this alternative is it does not have a significant capital cost. The disadvantage of this alternative is it does not fix the issues of acceleration, deceleration, and merging with the freeway traffic and traffic on Overland Ave. Because this alternative does not fix the issues it is not recommended. 3.3.2.2 Alternative 2, Replace the bridges over MID canal and provide longer acceleration and deceleration lanes The two bridges over the MID canal were constructed in 1966. These bridges are reaching the end of their useful life even though they are in satisfactory condition as of the last bridge inspection. In this alternative, the two bridges over the canal are replaced from two lanes to three lanes to allow the acceleration and deceleration lanes to be over the bridges. This allows a significantly longer acceleration, deceleration, and merge distance on the west side of the interchange. The acceleration and deceleration lanes on the east side of the interchange are also increased in length to provide more length. The advantage of this alternate is little, or no property acquisition is required. The disadvantage of this option is the large capital cost above the do nothing alternative. 3.3.2.3 Alternative 3, Add two smaller bridges over the MID Canal This alternate is very similar to alternate 2 except it does not replace the two bridges over the MID canal it simply adds a new bridge on the north and south side that allows for the acceleration and deceleration lanes on the west side of the interchange. The east side of the interchange is the same as alternative 3. There are several advantages to this alternative namely the capital cost is lower because the two bridges are smaller. Another advantage is the construction could be done without the need to construct cross overs and have one lane freeway traffic. There are several disadvantages of this option including the two main bridges that are 54 years old are not replaced and will need to be replaced in the near future resulting in an overall larger capital cost. Another disadvantage of this alternative is the need to purchase additional property so that new bridges can be constructed. The final disadvantage is lower interchange safety over alternative 2. Having a narrow bridge for the acceleration and deceleration lanes leads to enhanced danger of crashes not only from existing or merging traffic but also for thru traffic on the freeway. 3.3.2.4 Alternative 4, Change the interchange configuration This alternative would require that the existing bridges be replaced like the Alternative 2. It would also eliminate the one leaf of the clover leaf. This would fix the acceleration and deceleration lanes. The advantage of this ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 35 option is it fixes the acceleration, deceleration, and merge issues. The disadvantage is it would require a significantly larger bridge on the north side (west bound lane) or another bridge for the acceleration lane and merge lane. This option would also require significant property to be purchased, i.e. part of the irrigation pond, so that the road could be squared off and the acceleration lane constructed. This alternate would also include significant amount of fill and may have other environmental and regulatory issues that the other options don’t have. The large bridge or separate bridge with significant fill and earthwork would make this alternative more expensive than the other alternatives. 3.3.3 Proposed Alternative Based on Alternative 2 fixing the issues, replacing the bridges that are old and thusly reducing the overall capital cost, and better safety characteristics than the other alternatives, Alternative 2 is selected. Figure 3-2 shows some possible improvements to the 208 interchange. Figure 3-2 208 Interchange 3.3.4 Proposed Alternate Cost Estimate It is anticipated that ITD will take the lead in directing the studies, environmental clearance, etc., design, bidding, and implementation for the improvements at the 208 interchange on I-84. The costs for this work are based on the construction bid for the Raft River bridges. This is a preliminary cost estimate and it is recommended that ITD do their own construction cost estimates before this work is started. This level of work is well outside of the funding capability of the City and will be part of the State – Federal Interstate program so funding will need to come through the State. It is expected that this work will take many years before design and construction begin. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 36 208 Interchange Upgrades Construction Cost Estimate 10/28/2019 Item Description Quantity Units Unit Extension No Cost 1 Mobilization 1 LS $ 1,076,127.00 $ 1,076,127.00 2 Bridge Demo 2 EA $ 118,000.00 $ 236,000.00 3 New Bridge 18000 SF $ 875.00 $ 15,750,000.00 4 clear & grub 53756 SF $ 0.75 $ 40,317.00 5 Subgrade 5973 CYD $ 25.00 $ 149,325.00 6 Road Base 5973 CYD $ 36.75 $ 219,507.75 7 Finish Grading 53756 SF $ 0.55 $ 29,565.80 8 Asphalt Paving 2634 Ton $ 165.00 $ 434,610.00 9 Subtotal $ 17,935,452.55 10 Contingency 20% $ 3,587,090.51 11 Subtotal $ 21,522,543.06 12 Bonds & Insurance 6% $ 1,291,352.58 13 Topo Survey 1% $ 215,225.43 14 Design 10% $ 2,152,254.31 15 CE&I 10% $ 2,152,254.31 16 Soft Costs $ 5,811,086.63 17 Total $ 27,333,629.69 Table 3-2 208 Interchange Upgrades Cost Estimate 3.4 211 Interchange 3.4.1 Problem One of the biggest complaints that have been expressed is the condition of the interchanges. On the 211 interchange many persons have expressed the concern with exiting the freeway where speeds are at or more than 80 mph and then having to slow down in order make the curve. More concern has been the acceleration and merging onto the freeway. The west bound merge is very short and very dangerous especially during high traffic periods. The acceleration to the east is not so bad due to the longer route due to the deceleration road. 3.4.2 Possible Alternatives There are multiple solutions to this interchange issue that range from the do nothing, i.e. let the existing interchange be as is, replacing the west bound bridge over the railroad and MID canal with a wider bridge to allow proper acceleration and deceleration, adding a new bridge west bound over the railroad and MID canal and keeping the older bridges, and changing the type of the interchange to a standard on-off interchange. 3.4.2.1 Alternative 1 Do Nothing For this alternative, the road geometry stays the same, no changes are made to the interchange. The advantage of this alternative is it does not have a significant capital cost. The disadvantage of this alternative is it does not fix the issues of acceleration, deceleration, and merging with the freeway traffic and traffic on State Highway 24/30. Because this alternative does not fix the issues it is not recommended. 3.4.2.2 Alternative 2, Replace the westbound bridge and provide longer acceleration and deceleration lanes The westbound bridge over the railroad and MID canal was constructed in 1961. This bridge is identified as structurally deficient. At 59 years old, this bridge is reaching the end of its useful life even though it is in ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 37 satisfactory condition but is structurally deficient as of the last bridge inspection. In this alternative, the west bound bridge over the railroad and canal is replaced from two lane to three lanes to allow the acceleration and deceleration lanes to be over the bridge. This allows a significantly longer acceleration, deceleration, and merge distance on the west bound side of the interchange. The acceleration and deceleration lanes on the east side of the interchange are also increased in length to provide more length. The advantage of this alternate is only property southeast of the interchange must be acquired. This alternate also replaces the bridge that is listed as deficient. The disadvantage of this option is the large capital cost above the do nothing alternative. 3.4.2.3 Alternative 3, Add one smaller bridge over the railroad and MID Canal This alternate is very similar to alternate 2 except it does not replace the westbound bridges over the railroad and MID canal it simply adds a new bridge on the north side that allows for the acceleration lane. The east side of the interchange is the same as alternative 3. There are several advantages to this alternative namely the capital cost is lower because the bridge is smaller. Another advantage is the construction could be done without the need to construct cross overs and have one lane freeway traffic. The disadvantages of this option are several including the main bridges that is 59 years old is not replaced and will need to be replaced soon resulting in an overall larger capital cost. The final disadvantage is lower interchange safety over alternative 2. Having a narrow bridge for the acceleration lane leads to enhanced danger of crashes not only from merging traffic but also for thru traffic on the freeway. 3.4.2.4 Alternative 4, Change the interchange configuration This alternative would require both bridges to be replaced as well as adding several new bridges and flyover bridges. These multiple bridges are extremely expensive compared to the other two alternates. 3.4.3 Proposed Alternative Based on Alternative 2 fixing the issues, replacing the bridge that is rather old and listed as structurally deficient and thusly reducing the overall capital cost compared alternate 3 and 4, and better safety characteristics than the other alternatives, Alternative 2 is selected. As with the 208 interchange, it is expected that ITD will take the lead in directing the study, bidding and implementation for these improvements. The main concern with the 211 interchange is the short deceleration and accelerations lanes. In order to make this interchange more functional, it is recommended that the north bridge over Highway 30 and the railroad tracks and irrigation canal be widened to allow an additional lane of traffic with appropriate shoulder and extending the acceleration, merge, and deceleration lanes. Figure 3-3 shows some possible improvements to the 211 interchange ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 38 Figure 3-3 211 Interchange Upgrades 3.4.4 Proposed Alternative Cost Estimate It is anticipated that ITD will take the lead in directing the studies, environmental clearance, etc., design, bidding, and implementation for the improvements at the 211 interchange on I-84. The costs for this work are based on the construction bid for the raft river bridges. This is a preliminary cost estimate and it is recommended that ITD do their own construction cost estimates when its work is started. 211 Interchange Upgrades Construction Cost Estimate 10/28/2019 Item Description Quantity Units Unit Extension No Cost 1 Mobilization 1 LS $ 1,972,175.00 $ 1,972,175.00 2 Bridge Demo 1 EA $ 118,000.00 $ 118,000.00 3 New Bridge 32100 SF $ 875.00 $ 28,087,500.00 4 clear & grub 165700 SF $ 0.75 $ 124,275.00 5 Subgrade 18411 CYD $ 25.00 $ 460,275.00 6 Road Base 18411 CYD $ 36.75 $ 676,604.25 7 Finish Grading 165700 SF $ 0.55 $ 91,135.00 8 Asphalt Paving 8119 Ton $ 165.00 $ 1,339,635.00 9 Subtotal $ 32,869,599.25 10 Contingency 20% $ 6,573,919.85 11 Subtotal $ 39,443,519.10 12 Bonds & Insurance 6% $ 2,366,611.15 13 Topo 1% $ 394,435.19 14 Design 10% $ 3,944,351.91 15 CE&I 10% $ 3,944,351.91 16 Soft Costs $ 10,649,750.16 17 Total $ 50,093,269.26 Table 3-3 211 Interchange Upgrades Cost Estimate 3.5 Western Bypass Road 3.5.1 Problem Currently there is not an alternate for north - south traffic along Overland Avenue. Trucks travel this route to and from the freeway and 208 interchange. Even traffic that uses Bedke Boulevard as a partial bypass still pass along a ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 39 significant portion of Overland Avenue on the way to I-84. A bypass located west of town is desired to allow truck traffic to avoid Overland Avenue. 3.5.2 Possible Alternatives There are multiple solutions to this interchange issue that range from the do nothing, i.e. keep all of the north- south traffic on Overland Avenue as it is currently and not reduce truck traffic on this road, adding a bridge over the Snake River and road to I-84, and adding a bridge over the Snake river and a new interchange on I-84. 3.5.2.1 Alternative 1 Do Nothing For this alternative, the road geometry stays the same, no changes are made to Overland Avenue and no changes are made to congestion and this option does not provide an alternate route to I-84. 3.5.2.2 Alternative 2, Bridge over the Snake River and Road to I-84 There are multiple locations where a bridge over the river could be made. One Route for this is a bridge from Bedke Boulevard to Custer Island then Custer Island to 750 West. Another location for a bridge is 200 West over the river, through some wetlands, and then through a farm to 850 West. Another location is a bridge at 300 West over the river, through a shorter length of wetlands then to 950 West. Another option would be 400 West, through some riverfront homes on both sides of the river, along several farm roads to 1050 West. The last location considered is 500 West through multiple farms and wetlands to 1150 West. For this master plan, the 300 West location was selected as it has a road nearly to both sides of the river (ROW), is close to the existing industrial area of McCain Foods and New Cold, it is also close to the other commercial areas on Washington Avenue. This location is also about midway between the 201 and 208 interchanges. This route also has an existing railroad crossing that would need to be acquired for the other routes that are further west. For this alternate, the new bridge would be anticipated to be on driven piles over the river and the assumed wetlands. The bridge would have room for two wide travel lanes and walk on each side. The road would be paved and upgraded from the river crossing to the exit 201 (Kasota Road). Several drainage and irrigation structures would also be upgraded as part of the process. This alternate only requires a limited amount of right of way for the road construction. 3.5.2.3 Alternative 3, Bridge over the Snake River and new Interchange to I-84 This alternate is the same as alternate 3 except at the frontage road a new interchange would be constructed with access to I-84. The new interchange would require substantial property acquisition at the interchange as well as an above grade bridge over the freeway. 3.5.3 Proposed Alternative Based on Alternative 2 fixing the issues and not requiring an additional bridge at the interchange and uses an existing interchange, and because it will be much less expensive in land acquisition and bridge costs than alternate 3, alternate 2 is selected. As with the interchange upgrades, it is expected that ITD will take the lead in directing the study, bidding and implementation for these improvements. As growth takes place, the amount of truck traffic on Overland Avenue and Main Street is expected to increase. The airport bypass road, Figure ES-4, will help with some of this truck traffic by routing some of it from Main Street. However, there is not a north-south route that can reduce the amount of truck traffic on Overland Avenue. It is proposed that a western bypass be created west of Burley with a Snake River bridge crossing and ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 40 connection to the existing interchange 201 to I-84. It is understood that these are long term goals. It is recommended that the western route be at 300 West, just west of McCain Foods, New Cold, etc. If the bridge over the river is placed here it will accommodate the future industrial – commercial development west of Burley as well as residential development. This would require driving about 6.4 miles of paving from the interchange to Highway 30. 300 West was also selected as it is about midway between the 201 and 208 interchanges. Figure 3-4 shows the approximate layout for the western bypass road. Figure 3-4 Western Bypass Road 3.5.4 Proposed Alternative Cost Estimate It is anticipated that ITD will take the lead in directing the studies, environmental clearance, etc., design, bidding, and implementation for the improvements of this road and bridge. The costs for this work are based on the construction bid for the raft river bridges. This is a preliminary cost estimate and it is recommended that ITD do their own construction cost estimates when its work is started. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 41 West Bypass Road Construction Cost Estimate 1/2/2020 Item Description Quantity Units Unit Extension No Cost 1 Mobilization 1 LS $ 10,401,600.00 $ 10,401,600.00 2 Box Culvert 5x5 240 LF $ 975.00 $ 234,000.00 3 Box Culvert 3x3 120 LF $ 750.00 $ 90,000.00 4 950 Road Fill 14150 CYD $ 12.50 $ 176,875.00 5 36" RCP 200 LF $ 125.00 $ 25,000.00 6 18" RCP 120 LF $ 85.00 $ 10,200.00 7 Junction Box 1 EA $ 3,500.00 $ 3,500.00 8 S. Frontage Road Fill 6624 CYD $ 12.50 $ 82,800.00 9 New Bridge 187760 SF $ 875.00 $ 164,290,000.00 10 Subgrade 187760 CYD $ 25.00 $ 4,694,000.00 11 Road Base 33200 CYD $ 36.75 $ 1,220,100.00 12 Finish Grading 3104300 SF $ 0.55 $ 1,707,365.00 13 Asphalt Paving 152100 Ton $ 165.00 $ 25,096,500.00 14 Subtotal $ 208,031,940.00 15 Contingency 20% $ 41,606,388.00 16 Subtotal $ 249,638,328.00 17 Bonds & Insurance 6% $ 14,978,299.68 18 Topo 1% $ 2,496,383.28 19 Design 10% $ 24,963,832.80 20 CE&I 10% $ 24,963,832.80 21 Soft Costs $ 67,402,348.56 22 Total $ 317,040,676.56 Table 3-4 Western Bypass Road Cost Estimate 3.6 Railroad – Vehicular Traffic Conflicts 3.6.1 Problem Another issue that has been raised multiple times is the length of time that trains block traffic in Burley. This conflict is anticipated to only get longer as trains get more cars and more goods are transported via rail. A unit train is about 6600 feet long but can be longer. Location Length Ladder or Spur Number of Lines Schodde Ave. – Miller Ave. 2132 Ladder 2 Schodde Ave. – Miller Ave. 634 Spur 1 Overland Ave. – Hiland Ave. 4673 Ladder 2 Overland Ave. – Elba Ave. 5025 Spur 4 Total Ladder 6805 Total Spur 5659 Table 3-5 Existing Rail Siding in Burley The railroad transports a number of unit trains through Burley each month and the numbers are expected to increase in the next 20 years due to the number of businesses that operate along the railroad that may take advantage of the rail transport. Table 3-5 shows the approximate location and of existing siding in Burley from Parke Avenue to Hiland Avenue. Siding and spurs west of Parke Avenue are not shown in the table. Looking at the table, it appears that there is enough siding available for large unit trains to add and drop cars. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 42 The problem with the existing siding is it is very close to multiple at grade railroad crossings namely Occidental Ave., Oakley Ave., Overland Ave., Normal Ave., and Hiland Ave. Another issue is not all the distance shown is available. Most of the spurs cannot be used as these belong to customers so random shuffling of cars onto the private spurs is not acceptable. Another issue with the available siding is the location with respect to roads. Most of the siding either abuts an at grade railroad crossing or crosses an at grade railroad crossing, unit trains must be broken into significantly smaller sections and scattered over many sections of siding. This results in a significant level of driver frustration as drivers see the train pull forward, stop, back up stop, pull forward stop, back up stop, etc. It has been reported that at times most of the at grade railroad crossings are blocked for up to 30 minutes. This causes a significant amount of traffic to be shuffled to the one or two at grade railroad crossing causing a significant frustration level. This issue also is a significant concern for public safety services such as fire, ambulance, and police. Where there is an emergency waiting 30 minutes for a train to clear could very well mean the difference between life and death. If the railroad did not block any of the at grade crossings for adding or dropping cars, the effective length of siding in Burley would be nearly useless or the trains would have to be very small. In order to effectively break apart and shuffle a train, at least twice the length of the train needs to be available for adding and dropping cars. More siding is preferred to allow more creativity and ease of shuffling cars from one block to the next block. Based on a unit train being about 6600 feet, at least 13,200 feet of siding is needed. It is preferred to have the siding in one location with fewer rather than more at grade crossings. 3.6.2 Possible Alternatives There are several possible alternatives to this issue. These include do nothing, add additional siding adjacent to the existing siding, add a siding west of the City, add a siding east of the City, make one of the at grade sidings an overpass. 3.6.2.1 Do Nothing With this alternative, nothing changes. The at grade crossing continue to be blocked as trains are switched and cars are shuffled. This will continue and get worse as longer and more trains are routed through town. This option does not fix the problem and does not provide for longer trains and more trains. The main advantage of this option is it does not have a capital cost. It does however have a cost in lost time, frustration level, and possibly loss of life due to the lack of access from one side of the tracks to the other in the event of an emergency. Because this option does not fix the problems, this option is not recommended. 3.6.2.2 Add Siding Adjacent to Existing Siding This option is a viable option to allow the shuffling of cars on the train. With this option, additional siding of two sets of tracks would be constructed from near the spur that serves Standridge to the spur that goes to Gavilon Grain and Amalgamated Sugar. This would fix the problem of not sufficient track to switch a unit train but would not fix the problem of blocking at grade crossings. This option would make the crossings worse by having multiple tracks at a given intersection. One advantage of this option is the right of way is mostly undeveloped so expensive building acquisition would be avoided. Because this option does not fix the issue of blocked at grade crossings, this option is not recommended. 3.6.2.3 Add Siding West of the City With this option, two sets of tracks would be constructed from near High Desert Milk west to near McCain Foods. This option fixes the need for more siding. It would appear that this option would also fix the issue of the at grade crossings. The problem with this option is once the train has been sorted, cars that are going to Pacific Ethanol or ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 43 to Gavilon Grain would have to be pushed back into town and then then run forward to the destination. Because Pacific Ethanol uses long trains that are unit train in length, this will cause a similar disruption to traffic in town as switching the cars on the existing siding and then going out to Pacific Ethanol. A similar issue will be faced with cars going to Gavilon Grain. Gavilon Grain has spurs with sufficient length to accommodate almost a full unit train. Because this option does not fix the problem of blocked at grade crossings, this option is not recommended. 3.6.2.4 Add Siding East of the City With this option, several sets of tracks will be constructed on the airport property once the airport is relocated. With this option there will be sufficient length of tracks for a unit train to be broken apart and re-configured without passing west of Hiland. Once the train has been shuffled, then the train would be routed through the City at about 5 to 10 mph. At this speed, a unit train will take about 7 to 15 minutes for a full unit train to pass through the City. Even though this is not ideal, it is much better than having a majority of the at grade crossings blocked for up to 30 minutes. 3.6.2.5 Add an Above Grade Crossing With this option a bridge would be constructed over one of the at grade crossings. This would ensure that emergency traffic could get over the crossing at any time and would not be dependent on the train clearing the crossing. The problem with this option is the length of the bridge and approaches. The bridge would need to be at least 120 feet long so that all of the abutments are outside of the railroad right of way. Before and after the bridge, an approach is required followed by the slope to the existing grade. If sidewalks are placed along the bridge, then the slope of the approach is limited to This makes each approach about 600 feet. If the overpass was placed at Overland for example, the approach would begin about mid-block between 11th Street and Main Street. In order to keep 11th from being a dead-end road, significant parking from Wells Fargo Bank would be needed and the paint store and locksmith buildings would be demolished. On the north side, the approach would begin near Mr. Gas. This would mean that China First as well as most of the buildings up to the tracks would need to be purchased and demolished. The amount of disruption to downtown traffic does not work very well. Another option would be to construct the overpass on Oakley Avenue. This would be a possible location that would not have as many commercial buildings to be removed but would still have several homes to be removed. The other problem with overpasses is the loss of property values next to the overpass. Over time, these parcels of ground become blighted due to crime and lower property access. Other crossings would have longer bridges and similar issues with homes and or businesses to be removed. This option is the best to fix the closed access north and south when a train is in town but has the worst effect on the adjacent neighborhoods and economic values in the neighborhoods. 3.6.3 Proposed Alternative Alternative 4 is selected because it keeps the train switching away from town and keeps all of the at grade crossings open except when a train is passing through town and because this option reduces the time that the crossings are blocked based on the time that it takes a train to pass through town. If a train is going west, traffic already moves towards the eastern at grade crossings to get around the train and if heading east, traffic heads to the west to get around. Figure 3-5 shows a layout for some siding in the airport property. This will not be possible until after the airport is moved. However, once the airport moves, this will allow most of the unit train staging to be done east of town and will significantly reduce the amount of time that at grade crossings in town are not accessible. The layout shown will have about 14,600 feet of usable siding. This amount of siding will allow for unit trains to be staged with minimal adverse effect on traffic in town. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 44 Figure 3-5 Rail Siding Layout at Airport For this project, it is assumed that a large switch, No 10, will be used on mainline track to switch the motor and cars to and from the siding. The legs of the rail will be placed about 40-feet apart. This will allow infill on the siding if additional rail is needed. The minimum space between tracks is about 15.5 feet, having a bit of extra space at the planning stage is helpful to make sure that sufficient track can be constructed. Once off the main line, No. 8 switches will be used. These are a bit smaller and have a smaller turning radius and are appropriate for the switching yard. Number 2 relay rail at about 136 pounds per yard is planned. Number 2 rail indicates that it is used and in good condition, but it is used. 136 pounds per yard is heavier than is needed for a switching yard but was used to be conservative for the cost estimate. Rail weighing at least 115 is typically used but may be as heavy as 155 pounds per yard are found for main line. Using relay rail can save significantly on the costs of the siding. It is possible that some of the rail could come from the existing siding in town. The railroad ties are anticipated to be new and are set at 21-inches on center. The ballast rock will be crushed rock about 2-inches long. Multiple fractured faces are required for the ballast. The existing grade at the airport will be raised to the level of the ballast rock prior to placement of any switches, etc. During the time that the two switches and lines from the mainline are placed, a flagger from the railroad will be onsite for worker safety. 3.6.4 Proposed Alternative Cost Estimate Table 3-6 shows a cost estimate for the proposed alternate. The Rail Siding at the airport area is anticipated to be mixture of funding from Federal Railroad safety grant, railroad funds, and the urban development funds from the airport development. Unit costs are taken from several railroad projects around the country as reported by various railroad agencies. For this project the design is intended to be done by an outside contractor such as CRS who does this type of design and has the connections and reputation with the railroad industry to make this work. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 45 Railroad Spur at Airport Construction Cost Estimate 10/28/2019 Item Description Quantity Units Unit Extension No Cost 1 Mobilization 1 LS $ 604,050.00 $ 604,050.00 2 No 10 Switch 2 EA $ 50,000.00 $ 100,000.00 3 No 10 Tie Sets 2 EA $ 12,400.00 $ 24,800.00 4 No 8 Switch 22 EA $ 40,000.00 $ 880,000.00 5 No 8 Tie Sets 22 EA $ 12,400.00 $ 272,800.00 6 No. 2 Relay Rail 762 Ton $ 1,400.00 $ 1,066,800.00 7 Ties 21" OC 9597 EA $ 110.50 $ 1,060,468.50 8 Ballast Rock 76784 Ton $ 54.00 $ 4,146,336.00 9 Spikes 217 Keg $ 130.00 $ 28,210.00 10 Subgrade 143281 CYD $ 12.50 $ 1,791,012.50 11 18" RCP 600 LF $ 85.00 $ 51,000.00 12 Inlet Box 12 EA $ 3,500.00 $ 42,000.00 13 Subtotal $ 10,067,477.00 14 Contingency 20% $ 2,013,495.40 15 Subtotal $ 12,080,972.40 16 Bonds & Insurance 6% $ 724,858.34 17 Topo Survey 2.5% $ 302,024.31 18 Design 10% $ 1,208,097.24 19 CE&I 10% $ 1,208,097.24 20 Soft Costs $ 3,443,077.13 21 Total $ 15,524,049.53 Table 3-6 Rail Siding Cost Estimate 3.7 Sidewalks and ADA 3.7.1 Problem Most of the town has existing walks, however, there are several areas where only one walk is along a road and other areas where there are no walks. In areas without walks, it is proposed to add new sidewalks. In addition to these areas, one area is of particular concern. This is the road from 13th Street to 27th Street along Parke Avenue. This section of road multiple areas where there are gaps in the sidewalks and other areas where the gaps are quite long. This is a prime route to school as there are two high schools, one Jr. High, CSI campus and an elementary all within about 1.3 miles. The schools include Burley Jr. High, CSI Satellite Campus, Adult training center, Cassia High School, Burley High School, and John V. Evans Elementary. Without walks, there are number of students that walk along street and out in the streets. This project is critical for pedestrian safety. 3.7.2 Possible Alternates There are two alternates for this problem, one is to do nothing and the other is to construct a sidewalk to connect the various walks and create a continuous walking surface from one end of the project to the other end. 3.7.2.1 Alternative Do Nothing With this alternative, no walks would be built, and the pedestrians would continue to be forced to walk along the sides of the road and in the road. The advantage of this option is it does not have a capital cost. The disadvantage of this alternate is it does not provide a walking path to the schools where one is needed. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 46 3.7.2.2 Alternative Construct Walk from 13th Street to 27th Street For this alternative five-foot-wide walks will be constructed from 13th Street to 27th Street filling in gaps and providing ADA crossing at intersections. Cross walk ahead signs will be placed as well as cross walk ahead signs to notify drivers that a crosswalk is in the area. At the crosswalks a flag post or bucket will be used with flags to allow the pedestrians to hold a flag and help call attention to the crossing. The length of walks is just over a mile. The areas of the walk that are in front of drives will be thickened to 6-inches to allow vehicular traffic to drive over the walks. The advantage of this option is it provides the walking surface that is needed. Its disadvantage is the capital cost for the project. 3.7.3 Proposed Alternative Because this Alternative 2 that constructs the walk provides the needed walking path, it is selected. Figure 3-6 shows the walks along Parke Ave. that are recommended to be constructed. As can be seen, the walks are primarily on Parke Avenue but also include short sections of walk at several of the intersections to connect to existing walk. Also included are ADA ramps, signage, and flags. The design for this work is proposed to be done inhouse. Figure 3-6 Parke Ave. Sidewalks 3.7.4 Proposed Alternative Cost Estimate This cost estimate was broken down into smaller pieces to match the plan sheets that are being submitted for a TAP grant. Table 3-7 shows the TAP Grant Application cost estimate TAP Grant Application Cost Estimate Road Construction Contingency Soft Costs Total City Section Cost Estimate Request Match 13th Street $ 63,932.96 $ 12,786.59 $ 10,903.67 $ 87,623.22 $ 6,431.54 Parke Ave 13th to 18th $ 102,144.58 $ 20,428.92 $ 17,420.60 $ 139,994.10 $ 10,275.57 Parke Ave 18th to Pacific $ 132,179.19 $ 26,435.84 $ 22,542.96 $ 181,157.99 $ 13,297.00 Parke Ave pacific to 27th $ 1,900.00 $ 380.00 $ 324.04 $ 2,604.04 $ 191.14 25th & 27th Streets $ 34,059.06 $ 6,811.81 $ 5,808.72 $ 46,679.59 $ 3,426.28 Total $ 334,215.79 $ 66,843.16 $ 57,000.00 $ 458,058.95 $ 33,621.53 Table 3-7 TAP Grant Application Cost Estimate The cost estimates for each of the walk sections are shown below. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 47 13th Street Construction Cost Estimate Tap Grant Item Description Quantity Units Unit Extension no Cost 1 Mobilization 1 LS $ 10,550.00 $ 10,550.00 2 Demo Walk 200 SF $ 2.75 $ 550.00 3 Clear & grub 4896 SF $ 1.25 $ 6,120.00 4 4" Walk 4716 SF $ 6.00 $ 28,296.00 5 6" Walk 180 SF $ 7.50 $ 1,350.00 6 Road Base 156.672 Tons $ 55.00 $ 8,616.96 7 Relocate Power Pole 2 EA $ 2,750.00 $ 5,500.00 8 Limb Up trees 4 EA $ 550.00 $ 2,200.00 9 Relocate Sign 1 EA $ 750.00 $ 750.00 10 Subtotal $ 63,932.96 Parke Ave. 13th to 18th Tap Grant Item Description Quantity Units Unit Extension no Cost 1 Mobilization 1 LS $ 16,855.00 $ 16,855.00 2 Demo Walk 172 SF $ 2.75 $ 473.00 3 Clear & grub 8298 SF $ 1.25 $ 10,372.50 4 4" Walk 7818 SF $ 6.00 $ 46,908.00 5 6" Walk 480 SF $ 7.50 $ 3,600.00 6 Road Base 270.656 Tons $ 55.00 $ 14,886.08 7 Cross Walk Flags 6 EA $ 50.00 $ 300.00 8 Relocate Sign 1 EA $ 750.00 $ 750.00 9 ADA Ramp 4 EA $ 2,000.00 $ 8,000.00 10 Subtotal $ 102,144.58 Parke Ave. 18th to Pacific Drive Tap Grant Item Description Quantity Units Unit Extension no Cost 1 Mobilization 1 LS $ 21,810.00 $ 21,810.00 2 Clear and Grub 10524 SF $ 1.25 $ 13,155.00 3 Demo Walk 204.2 SF $ 2.75 $ 561.55 4 4" Walk 10080 SF $ 6.00 $ 60,480.00 5 6" Walk 444 SF $ 7.50 $ 3,330.00 6 Road Base 338.048 Tons $ 55.00 $ 18,592.64 7 Relocate Mailbox 2 EA $ 100.00 $ 200.00 8 Sprinkler Repair 9 EA $ 750.00 $ 6,750.00 9 Trim Shrubs 4 EA $ 175.00 $ 700.00 10 Cross Walk Flags 6 EA $ 50.00 $ 300.00 11 Relocate Sign 3 EA $ 750.00 $ 2,250.00 12 Striping 120 SF $ 1.25 $ 150.00 13 Signs 4 EA $ 475.00 $ 1,900.00 14 ADA Ramp 1 EA $ 2,000.00 $ 2,000.00 15 Subtotal $ 132,179.19 ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 48 Parke Ave. Pacific Drive to 27th Tap Grant Item Description Quantity Units Unit Extension no Cost 1 Mobilization 1 LS $ 12,745.00 $ 12,745.00 2 Clear and Grub 5508 SF $ 1.25 $ 6,885.00 3 Demo Walk 204.2 SF $ 2.75 $ 561.55 4 4" Walk 5508 SF $ 6.00 $ 33,048.00 5 Road Base 177.536 Tons $ 55.00 $ 9,764.48 6 Relocate Mailbox 2 EA $ 100.00 $ 200.00 7 Sprinkler Repair 9 EA $ 750.00 $ 6,750.00 8 Trim Shrubs 4 EA $ 175.00 $ 700.00 9 Cross Walk Flags 6 EA $ 50.00 $ 300.00 10 Relocate Sign 3 EA $ 750.00 $ 2,250.00 11 Striping 120 SF $ 1.25 $ 150.00 12 Signs 4 EA $ 475.00 $ 1,900.00 13 ADA Ramp 1 EA $ 2,000.00 $ 2,000.00 14 Subtotal $ 77,254.03 25th & 27th Streets Tap Grant Item Description Quantity Units Unit Extension no Cost 1 Mobilization 1 LS $ 5,620.00 $ 5,620.00 2 Demo Walk 250 SF $ 2.75 $ 687.50 3 Clear and Grub 2256 SF $ 1.25 $ 2,820.00 4 4" Walk 2256 SF $ 6.00 $ 13,536.00 5 Road Base 72.192 Tons $ 55.00 $ 3,970.56 6 Relocate Mailbox 3 EA $ 100.00 $ 300.00 7 Sprinkler Repair 8 EA $ 750.00 $ 6,000.00 8 Relocate Sign 1 EA $ 750.00 $ 750.00 9 Striping 300 SF $ 1.25 $ 375.00 10 Subtotal $ 34,059.06 Table 3-8 Construction Cost Estimate per Plan Sheet If the TAP grant it awarded, design will take place in FY2021 and construction will take place in FY2022. In other parts of the City, sections of sidewalk will be added under a LID where residents can get walk in front of their homes and the City will finance it for them. When sections of walk are added around town, the City also adds ADA ramps where needed. Other walks may be added in the next funding round for TAP applications or walks may be done with City funds. 3.8 Walking Paths 3.8.1 Problem The walking path along the Snake River needs to be completed. This section of the Snake River is an underutilized asset due to lack of access for walkers, joggers, and bikers. Currently there are sections of the walking path that are complete and other sections that are partially done and other sections where no work has been done. The walking path is complete from the Bedke Boat Ramp easterly to the Hampton Inn Development. As lots are sold and developed in the Hampton Inn Development, the walk will be completed for that segment. The walk is ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 49 complete behind the Hampton Inn and has been roughed in behind the restaurant pad to the east of the Hampton Inn. From the Hampton Development to Overland Avenue, the path has been roughed in and can be used but is not paved. The section from Overland Avenue to Highway 30 (Main Street) has not been started. 3.8.2 Possible Alternatives There are two possible alternatives for this problem; namely do nothing or construct the walk. There are multiple options, routes, etc. for building the walk. 3.8.2.1 Alternate Do Nothing With this alternate, it is anticipated that some sections of the walking path will be completed namely the sections of the walk in the Hampton Development area. With this completion a path will be available from the Bedke Marina to Overland Avenue. There will not be a safe pedestrian crossing over Overland without going north or south to the next signalized intersection. The closest to the Overland Walking Path is about 1800 feet to the north and 2400 feet to the south. These distances are too far for most pedestrians to walk for a crossing so pedestrians will cross Overland where they feel like it. This will lead to accidents and is a very unsafe practice. The advantage of this option is it does not have a significant capital cost. The disadvantage of this option is it is very unsafe and potentially will never connect the walking paths. 3.8.2.2 Construct Remainder of Walking Path to the Park at the City Golf Course With this alternate a walking path will be constructed to connect Bedke Marina and the park at the City Golf Course. This will require three bridge crossings, namely the highway crossings on Highway 27 (Overland Avenue) and Highway 30 (Main Street). The third crossing will be at the railroad bridge. Multiple routes are available to get from one end of the walking path to the other end. For this option it is proposed to use existing dirt roads and existing trails as much as possible to reduce the impact to the Snake River area. Two options are possible for crossing the bridges these are a pedestrian overpass where persons walk up a set of stairs, walk over the road, and then walk down a set of stairs and continue on the path. The other option is to use a floating sidewalk anchored to the shore to pass under the bridges. On this route walkers would walk down a ramp to the floating walk surface and then walk under the bridge and then walk up a ramp to the walking path and continue on. The option of an underpass costs about half of what a pedestrian overpass would cost. Based on this, the underpass on a floating sidewalk is the preferred option for this alternate. The advantage of this option is it connects the walking paths as desired and provides a safe route for crossing the bridges. The disadvantage of this option is the upfront capital cost. 3.8.3 Preferred Option Based on the safety of alternate 2 and that alternate 3 makes the connection to the walking paths, alternate 2 is selected. This option will have a 10-foot-wide walking path along the open sections. This will allow pedestrians, joggers, bikers, etc. to use the walking path at the same time. The path under the bridges will be reduced to 5-feet wide to reduce the costs. This option will require three floating walk pedestrian underpasses to be placed under Overland Avenue, the railroad bridge, and the Heyburn Bridge. Due to costs, the floating bridges are a preferred cost over pedestrian overpasses. It will be necessary to obtain a walking path easement over the Stotz Equipment parcels. From there to Main Street, the City owns the property. The walking path is complete from the bridge at Highway 30 (Main Street) to the park at the City Golf Course. Figure 3-7 shows the locations of the walking path, partial (roughed in) walking path, the floating walking paths, and the approximate location for the future walking path to connect the walking paths in the City of Burley. When completed, this walking path will be about 4 miles long and will connect the marina on Bedke Blvd. on the west end with the Club House at the golf course that is adjacent to the park at the City Golf Course. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 50 Figure 3-7 Snake River Walking Path It is understood that the part of the walking path near the end of the runway cannot be constructed until the airport is moved. Other walking paths that are used in the City are the maintenance roads along the various irrigation canals in the City. These maintenance roads are not approved by the irrigation companies for walking-jogging but are still used as such. It is proposed that as the irrigation canals are piped, over time, that the surface be converted to a walking path easement since the area is being used for walking – jogging at the current time. 3.8.4 Proposed Alternative Cost Estimate Table 3-9 shows the proposed cost for the proposed alternate. It is anticipated that some of the design will be provided by others namely the environmental and permitting for the underpasses that will require approval from multiple agencies such as ITD, USCOE, Railroad, BOR, and irrigation companies. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 51 Walking Path Construction Cost Estimate 10/28/2019 Item Description Quantity Units Unit Extension No Cost 1 Mobilization 1 LS $ 69,460.00 $ 69,460.00 2 Clear & Grub 112922 SF $ 0.55 $ 62,107.10 3 Road Base 6" Thick 2100 CYD $ 36.75 $ 77,175.00 4 Concrete Path 131708 SF $ 7.00 $ 921,956.00 5 Walking path Ramps 6 EA $ 26,500.00 $ 159,000.00 6 Floating Path Anchors 30 EA $ 2,750.00 $ 82,500.00 7 Floating Path 540 LF $ 175.00 $ 94,500.00 8 Subtotal $ 1,466,698.10 9 Contingency 20% $ 293,339.62 10 Subtotal $ 1,760,037.72 11 Bonds & Insurance 6% $ 105,602.26 12 Topo 1% $ 17,600.38 13 Design 7.5% $ 132,002.83 14 CE&I 10% $ 176,003.77 15 Soft Costs $ 431,209.24 16 Total $ 2,191,246.96 Table 3-9 Walking Path Cost Estimate 3.9 16th Street Rail Bridge 3.9.1 Problem 16th Street is one of the main streets in the City of Burley. Near the east end of 16th Street, the road crosses under an old wood trestle railroad bridge. The bridge is very narrow such that only a single vehicle can pass under the bridge at a given time. A search of the ITD database does not show any crashes at the bridge but the son of the City Engineer was hit at this bridge on his first driving day. The lack of width contributed to the no damage crash. The existing bridge was constructed in 1911 and has several wooden beams that have through checks as well as some of the beams that have been hit by oncoming traffic. The bridge is rated for a maximum clearance of 14- feet 1-inch tall loads. The through checks and partial checks with the collision damage to the beams show that this bridge has reached near its end of life. 3.9.2 Possible Alternatives There are several possible alternatives for this problem; namely do nothing, demolish and construct a new bridge at the same location, construct a parallel bridge adjacent to the existing bridge and then demolish the old bridge, or add some signalization to help with crossings. 3.9.2.1 Alternate Do Nothing With the do nothing alternative, the bridge remains as is and the one lane road is not improved. This alternate has the least cost but does not result in safety improvements to the bridge does not replace a very old bridge, and does not fix the structural elements that are problematic. 3.9.2.2 Demo and Replace Bridge in Place With this option the bridge would be shut down for a period of about 6-9 months. During that time, the old bridge would be removed and replaced with a new bridge that has a wider width to accommodate the traffic on 16th ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 52 Street. The height of the bridge would be very similar to the current height. Some additional clearance could be gained by having the superstructure above the road deck, similar to the rail bridge over the Snake River. Additional bridge clearance could be gained by lowering the road. The needed clearance to not have a height limitation is 16 feet. It is possible with the change of bridge type and road lowering that the clearance could be nearly 16 feet. This option is good in that it helps with all of the problem. The issue with this alternate is the bridge being closed for 6-9 months. This long of a closure will not be acceptable to the railroad company as the freight is moved on this line at least once per week. 3.9.2.3 Construct Parallel Bridge With this option, the existing bridge will remain in operation while the replacement bridge is constructed. This will result in shutdown of the rail line of one or two days as the crossover is constructed rather than months. With this option, it is possible to also get some additional elevation by raising the grade at the bridge by increasing the slope on the track up to the bridge It is estimated the clearance using the raised grade, structure above the roadbed, and lowering the roadway will probably result in the clearance being 16-feet or a bit more to allow for future asphalt overlay. The advantages of this option are the existing bridge remains in service until the new bridge and rail bed are complete and the new section of track is ready for use. This keeps the closure of the railroad to a few days at most. This option also replaces the very old bridge, increases the vertical clearance under the bridge, and provides the needed width for at least two lanes of traffic under the bridge. 3.9.2.4 Add Traffic Control Lights at the Bridge With this alternate a traffic signal would be installed on both sides of the bridge with a well marked stop bar set back from the bridge that would direct when cars are to drive under the bridge and when they are to stop. This alternate has a very low cost compared to bridge replacement. But does not fix the height issue of the bridge, does not replace the very old bridge, and due to the lack of significant accidents does not increase safety at the bridge much more than its current condition. 3.9.3 Proposed Alternate Constructing the parallel bridge is the selected alternate because it replaced the old bridge, has the best chance of having a bridge that is tall enough not be height rated, and provides the needed width for the road under the bridge. The new track and bridge location are shown in figure 3.8. In addition to the railroad, this figure shows the new road alignment and an update with the 16th Street – Highway 81 intersection and some improvements on Highway 81. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 53 Figure 3.8 Parallel Bridge at 16th Street 3.9.4 Proposed Alternate Cost Estimate Table 3-10 shows the cost estimate for the parallel bridge and track. Road lowering and paving to fix the crossing and the road intersection are also included. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 54 Railroad Spur at Airport Construction Cost Estimate 1/13/2020 Item Description Quantity Units Unit Extension No Cost 1 Mobilization 1 LS $ 236,750.00 $ 236,750.00 2 No 10 Switch 2 EA $ 50,000.00 $ 100,000.00 3 No 10 Tie Sets 2 EA $ 12,400.00 $ 24,800.00 4 No. 2 Relay Rail 59 Ton $ 1,400.00 $ 82,600.00 5 Ties 21" OC 760 EA $ 110.50 $ 83,980.00 6 Ballast Rock 6050 Ton $ 54.00 $ 326,700.00 7 Spikes 18 Keg $ 130.00 $ 2,340.00 8 Subgrade 32000 CYD $ 12.50 $ 400,000.00 9 Railroad Bridge 820 SF $ 2,750.00 $ 2,255,000.00 10 Demo Bridge 1 EA $ 118,000.00 $ 118,000.00 11 Excavation 5200 CYD $ 12.50 $ 65,000.00 12 Curb & Gutter 1060 LF $ 35.00 $ 37,100.00 13 Sidewalk 5300 SF $ 6.00 $ 31,800.00 14 ADA Crossing 2 EA $ 2,000.00 $ 4,000.00 15 Road Base 1225 CYD $ 36.75 $ 45,018.75 16 Sub Grade 1225 CYD $ 25.00 $ 30,625.00 17 Asphalt 32508 SF $ 1.75 $ 56,889.00 18 Striping 4750 LF $ 1.25 $ 5,937.50 19 Catch Basin 2 EA $ 2,750.00 $ 5,500.00 20 Storm Drain 36 LF $ 42.00 $ 1,512.00 21 Perc Drain 120 LF $ 60.00 $ 7,200.00 22 Light Poles 4 EA $ 3,750.00 $ 15,000.00 23 Power for Lights 1060 LF $ 10.00 $ 10,600.00 24 Subtotal $ 3,946,352.25 25 Contingency 20% $ 789,270.45 26 Subtotal $ 4,735,622.70 27 Bonds & Insurance 6% $ 284,137.36 28 Topo Survey 2.5% $ 118,390.57 29 Design 10% $ 473,562.27 30 CE&I 10% $ 473,562.27 31 Soft Costs $ 1,349,652.47 32 Total $ 6,085,275.17 Table 3-10 16th Rail Bridge Cost Estimate 3.10 Uncontrolled Intersections 3.10.1 Problem There are many intersections in and around the City that do not have stop signs in any direction. The law is clear that at an uncontrolled intersection, a driver must yield to the driver on the right even if the driver on the right was not the first one at the intersection. It appears that many drivers have forgotten this rule. For this reason, there have been a lot of accidents around town dealing with failure to yield. A quick search of the database ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 55 provided by LHTAC in the City of Burley shows 245 crashes from 2014-2018 that showed a failure to yield was the cause of the crash. This is about 22% of all the crashes in the City for this time. The costs for the crashes with failure to yield is about $7,040,000. This is a significant cost that the citizens of Burley pay in the form of insurance premiums, taxes, and direct costs. It is proposed that the failure to yield crashes be further studied to see if there is a pattern of areas where some stop signs may be most useful and to monitor the situation and work with the City Council on some limited stop signs on an intersection by intersection basis after further study. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 56 Chapter 4– Recommendations 4.1 General This section provides a summary of the recommendations for the transportation master plan. It also makes a recommendation for the priority for the projects and establishes a schematic timeline for the various projects. . 4.2 Modeling and Plan Updates It is recommended that the master plan for the City of Burley be updated every 5 years. It is also recommended that a regional transportation master plan be completed that would include the Cities of Burley, Heyburn, Paul, and Rupert, and the Minidoka Highway District and coordinated with latest master plan for Cassia County. This regional transportation master plan would include 129k routes, freeway interchanges, airport relocation, arterial roads to and from each community, and future main roads. 4.3 Capital Improvement Plan (CIP) The proposed capital improvement projects are listed in order of priority in Table 4-1. These projects include the Airport Bypass Road, upgrades to the 208 and 211 Interchanges, Western Bypass Road, Rail Siding, Parke Avenue Sidewalks, Walking Path along the Snake River, 16th Street Railroad bridge. Project Priority Parke Avenue Sidewalks 1 Rail Siding, Airport Area 2 Airport Bypass Road 3 Snake River Walking Path 4 208 Interchange Upgrade 5 211 Interchange Upgrade 6 Western Bypass Road 7 16th Rail Bridge 8 Table 4-1 CIP Priority The projects are ordered based on possible funding streams, overall costs, and based on safety. Table 4-2 shows the updated cost estimate for the CIP in the ordered format. CIP Transportation Master Plan Project Construction Contingency Soft Costs Total Parke Avenue Sidewalks $ 409,600 $ 82,000 $ 69,900 $ 561,500 Rail Siding, Airport Area $ 8,416,500 $ 1,683,300 $ 2,878,500 $ 12,978,300 Airport Bypass Road $ 4,823,800 $ 964,800 $ 1,157,700 $ 6,946,300 Snake River Walking Path $ 1,466,700 $ 293,400 $ 431,300 $ 2,191,400 208 Interchange Upgrade $ 17,935,500 $ 3,587,100 $ 5,811,100 $ 27,333,700 211 Interchange Upgrade $ 32,869,600 $ 6,574,000 $ 10,649,800 $ 50,093,400 Western Bypass Road $208,032,000 $41,606,400 $67,402,400 $317,040,800 16th Rail Bridge $ 3,946,400 $ 789,300 $ 1,349,700 $ 6,085,400 Totals $277,900,100 $55,580,300 $89,750,400 $423,230,800 Table 4-2 CIP Costs in Order of Priority ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 57 4.4 CIP Funding of CIP and Preliminary Schedule It is critical that funding for the various CIP projects be understood and funds appropriated for the work. Without funding, all the master planning is worthless. 4.4.1 Parke Avenue Sidewalks Funding and Schedule For this project, funding is anticipated to come from a Transportation Alternatives Program (TAP) grant. This is federal grant program that has at least a 7.34% match. For this project, it is anticipated that the City of Burley requirement will be about 8.84% and will be about $48,486 out of a project that is about $548,500. The final application is due in February 2020. The design funding is requested for FY2021 and construction funding for FY2022. 4.4.2 Rail Siding at the Airport Funding and Schedule Funding for the rail siding is anticipated to come from a Federal Rail Safety Grant and a combination of railroad funds and City funds. The city funds are anticipated to come from an Urban Renewal project at the airport. This funding comes from the increases in taxes due to the development of the property in the renewal area. The work for this project must wait until the airport has been closed. The schedule for this is at least five years in the future based on the time for the airport to close. This will be at least FY2026 for design and FY2027 for construction. 4.4.3 Airport Bypass Road Funding and Schedule Funding for the Airport Bypass road is anticipated to come from CBDG grant funds and Urban Renewal project at the airport. This funding comes from the increases in taxes due to the development of the property in the renewal area. The work for this project must wait until the airport has been relocated about 8-miles to the east. The schedule for this is at least five years in the future based on the time for a new airport. This will be at least FY2025 for design and FY2026 for construction. 4.4.4 Snake River Walking Path Funding and Schedule There are a number of grants that can be applied for walking paths. The City has applied for these on multiple occasions and has not been successful. For this project, it is recommended to keep applying for grants and to also work on getting donors for the work. Sections of the walkway would then be named after the donor and the donor would be able to use the donation as a tax deduction. It is expected that sections of the walking path will be completed as donors and as City funds become available to pay for the walking path. It is anticipated that the walk should be completed by FY2030. 4.4.5 208 Interchange Funding and Schedule This interchange project is anticipated to be paid by State of Idaho and Federal Funds. The funding cycles and schedule are not part of this master plan other to indicate the need for the work and possible costs for the project. 4.4.6 211 Interchange Funding and Schedule This interchange project is anticipated to be paid by State of Idaho and Federal Funds. The funding cycles and schedule are not part of this master plan other to indicate the need for the work and possible costs for the project. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 58 4.4.7 Western Bypass Road Funding and Schedule This road and bridge project is anticipated to be paid by State of Idaho and Federal Funds. The funding cycles and schedule are not part of this master plan other to indicate the need for the work and possible costs for the project. 4.4.8 16th & Rail Bridge Funding and Schedule Funding for the rail track and bridge is anticipated to come from a Federal Rail Safety Grant and a combination of railroad funds, CDBG Grants, and City funds. The city funds are anticipated to come from a possible Urban Renewal project along the rail line that would also qualify for a CDBG grant. Urban renewal funding comes from the increases in taxes due to the development of the property in the renewal area. The schedule for this is at least five years in the future based on not having a specific project along the railroad line at this time. This will be at least FY2026 for design and FY2027 for construction. ---PAGE BREAK--- 1559 Albion Ave, Burley Idaho 83318 Page 59 Appendix A Road Sections Sheet No: Drawing Name: Date: CS-100 Local Two Way Street Parking 11/06/19 CS-101 Local Two Way No Street Parking 11/06/19 CS-103 Local One Way No Street Parking, Walk One Side of Road 11/06/19 CS-104 Local One Way No Street Parking, Walk One Side of Road 11/06/19 CS-105 Minor Collector Two Way Street Parking 11/06/19 CS-106 Major Collector Two Lane Each Way No Street Parking 11/06/19 CS-107 Minor Arterial Two Lane Each Way No Street Parking 11/06/19 CS-108 Major Arterial Two Lane Each Way No Street Parking 11/06/19 CS-109 Commercial Two Way Street Parking 11/06/19 CS-110 Frontage Road Two Way Street Parking 11/06/19 ---PAGE BREAK--- DATE: QA DESIGNED DRAWN SHEET NO: PROJECT NO: (IF NOT SCALE ACCORDINGLY) AT FULL SIZE LINE IS 2 INCHES ATTENTION APPROVED . . . . NO. REVISIONS BY DATE DRW DRW BR BR 19-030 11/06/19 9023 S T A T E O F I D A H O D A V I D R . W A L D R O N R E G I S T E R E D P R O F E S S I O N A L E N G I N E E R 12/20/19 CS-100 GRAPHIC SCALE Scale: 1"=10' 30' 20' 10' 5' 0' LOCAL TWO WAY STANDARD RESIDENTIAL ROAD · 60-FOOT RIGHT OF WAY · PARKING EACH SIDE OF STREET · WALK EACH SIDE OF STREET · WATER METER, LIGHT POLES, TRANSFORMERS, AND COMMUNICATION PEDESTALS IN PARK STRIP 5' WALK 5' PARK STRIP HYDRANT 1 ' OFF WALK 24' CURB & GUTTER 60' WATER MAIN GAS MAIN SANITARY SEWER STORM DRAIN PRIMARY & SECONDARY POWER COMUNICATIONS ELECTRICAL CABINET PHONE PEDESTAL LIGHT POLE 5' 5' 2' 18' 18' 2' 5' 5' ROAD PAVEMENT SECTION · 3" HMA ASPHALT · 8" ROAD BASE · 12" GRANULAR BORROW · DESIGN PARAMETERS, AADT =500 AT YEAR 20, 2% GROWTH PER YEAR, ESALs 248,000, ZR=-1.28, S=0.45, Po=4.2, Pt=2.5, M(r)=6500, R=90%, a(i) ASPHALT =0.44, ROAD BASE =0.12, AND GRANULAR BORROW =0.07 · DEVELOPER MAY PROPOSE ALTERNATE PAVEMENT SECTIONS BASED ON A GEOTECHNICAL REPORT SHOWING BETTER SOIL CONDITIONS. ---PAGE BREAK--- DATE: QA DESIGNED DRAWN SHEET NO: PROJECT NO: (IF NOT SCALE ACCORDINGLY) AT FULL SIZE LINE IS 2 INCHES ATTENTION APPROVED . . . . NO. REVISIONS BY DATE DRW DRW BR BR 19-030 11/06/19 9023 S T A T E O F I D A H O D A V I D R . W A L D R O N R E G I S T E R E D P R O F E S S I O N A L E N G I N E E R 12/20/19 CS-101 GRAPHIC SCALE Scale: 1"=10' 30' 20' 10' 5' 0' LOCAL TWO WAY NO PARKING ROAD · APPLICABILITY TOWNHOUSE OR SIMILAR APPROVED DEVELOPMENT WITH OFF STREET PARKING, HOMES ON ONE OR BOTH SIDES OF THE ROAD · 27-FOOT RIGHT OF WAY · NO PARKING ON STREET, DYE CURBS RED · WALK EACH SIDE OF STREET, WHERE PARKING IS PROVIDED ADJACENT TO THE CURB AND GUTTER, ROUTE THE WALK AROUND THE PARKING STALLS WITH EASEMENT OVER THE NEW WALK · SEE ENGINEERING FOR PAVEMENT AND ROAD SECTIONS · WATER METER, LIGHT POLES, TRANSFORMERS, AND COMMUNICATION PEDESTALS IN WALK AND UTILITY EASEMENT 5' WALK HYDRANT 1 ' OFF WALK 24' CURB & GUTTER WATER MAIN GAS MAIN SANITARY SEWER STORM DRAIN PRIMARY & SECONDARY POWER COMUNICATIONS ELECTRICAL CABINET PHONE PEDESTAL LIGHT POLE 5' WALK 10' WALK & UTILITY EASEMENT 10' WALK & UTILITY EASEMENT 10' 2' 11.5' 11.5' 5' 27' 23' ROAD PAVEMENT SECTION · 3" HMA ASPHALT · 8" ROAD BASE · 12" GRANULAR BORROW · DESIGN PARAMETERS, AADT =500 AT YEAR 20, 2% GROWTH PER YEAR, ESALs 248,000, ZR=-1.28, S=0.45, Po=4.2, Pt=2.5, M(r)=6500, R=90%, a(i) ASPHALT =0.44, ROAD BASE =0.12, AND GRANULAR BORROW =0.07 · DEVELOPER MAY PROPOSE ALTERNATE PAVEMENT SECTIONS BASED ON A GEOTECHNICAL REPORT SHOWING BETTER SOIL CONDITIONS. 2' ---PAGE BREAK--- DATE: QA DESIGNED DRAWN SHEET NO: PROJECT NO: (IF NOT SCALE ACCORDINGLY) AT FULL SIZE LINE IS 2 INCHES ATTENTION APPROVED . . . . NO. REVISIONS BY DATE DRW DRW BR BR 19-030 11/06/19 9023 S T A T E O F I D A H O D A V I D R . W A L D R O N R E G I S T E R E D P R O F E S S I O N A L E N G I N E E R 12/20/19 CS-103 GRAPHIC SCALE Scale: 1"=10' 30' 20' 10' 5' 0' 5' WALK HYDRANT 1 ' OFF WALK 24' CURB & GUTTER WATER MAIN GAS MAIN SANITARY SEWER STORM DRAIN PRIMARY & SECONDARY POWER COMUNICATIONS ELECTRICAL CABINET PHONE PEDESTAL LIGHT POLE 24' 5' UTILITY EASEMENT 10' WALK & UTILITY EASEMENT 10' 20' 24' 10' 5' LOCAL ONE WAY NO PARKING ROAD · APPLICABILITY SPECIAL CASE ONLY, TYPICAL SHORT DISTANCE LESS THAN 400 FEET, NO OTHER OPTION AVAILABLE · 24-FOOT RIGHT OF WAY · NO PARKING ON STREET · WALK ON ONE SIDE OF STREET · WATER METER, LIGHT POLES, TRANSFORMERS, AND COMMUNICATION PEDESTALS IN UTILITY EASEMENT WIDEN ROAD AT HYDRANTS TO 26' FACE OF CURB TO FACE OF CURB · TRUCKS AND EMERGENCY VEHICLES ALLOWED · DYE CURBS RED 26' ROAD PAVEMENT SECTION · 3" HMA ASPHALT · 8" ROAD BASE · 12" GRANULAR BORROW · DESIGN PARAMETERS, AADT =500 AT YEAR 20, 2% GROWTH PER YEAR, ESALs 248,000, ZR=-1.28, S=0.45, Po=4.2, Pt=2.5, M(r)=6500, R=90%, a(i) ASPHALT =0.44, ROAD BASE =0.12, AND GRANULAR BORROW =0.07 · DEVELOPER MAY PROPOSE ALTERNATE PAVEMENT SECTIONS BASED ON A GEOTECHNICAL REPORT SHOWING BETTER SOIL CONDITIONS. ---PAGE BREAK--- DATE: QA DESIGNED DRAWN SHEET NO: PROJECT NO: (IF NOT SCALE ACCORDINGLY) AT FULL SIZE LINE IS 2 INCHES ATTENTION APPROVED . . . . NO. REVISIONS BY DATE DRW DRW BR BR 19-030 11/06/19 9023 S T A T E O F I D A H O D A V I D R . W A L D R O N R E G I S T E R E D P R O F E S S I O N A L E N G I N E E R 12/20/19 CS-104 GRAPHIC SCALE Scale: 1"=10' 30' 20' 10' 5' 0' 5' WALK 24' CURB & GUTTER WATER MAIN GAS MAIN SANITARY SEWER STORM DRAIN PRIMARY & SECONDARY POWER COMUNICATIONS ELECTRICAL CABINET PHONE PEDESTAL LIGHT POLE 21.5' 5' UTILITY EASEMENT 5' UTILITY EASEMENT 5' 12.5' 16.5' 10' 5' LOCAL ONE WAY NO PARKING ROAD · APPLICABILITY SPECIAL CASE ONLY, TYPICAL SHORT DISTANCE LESS THAN 400 FEET, NO OTHER OPTION AVAILABLE · SIGN NO TRUCKS, PASSENGER VEHICLES ONLY · 21.5-FOOT RIGHT OF WAY · NO PARKING ON STREET · WALK ON ONE SIDE OF STREET · NO FIRE HYDRANTS ALONG THIS SECTION OF ROAD · WATER METER, LIGHT POLES, TRANSFORMERS, AND COMMUNICATION PEDESTALS IN UTILITY EASEMENT WIDEN ROAD AT HYDRANTS TO 26' FACE OF CURB TO FACE OF CURB · SEMI-TRUCKS AND LARGE EMERGENCY VEHICLES NOT ALLOWED · ROAD SLOPE ONE DIRECTION ONLY · DYE CURBS RED ROAD PAVEMENT SECTION · 3" HMA ASPHALT · 8" ROAD BASE · 12" GRANULAR BORROW · DESIGN PARAMETERS, AADT =500 AT YEAR 20, 2% GROWTH PER YEAR, ESALs 248,000, ZR=-1.28, S=0.45, Po=4.2, Pt=2.5, M(r)=6500, R=90%, a(i) ASPHALT =0.44, ROAD BASE =0.12, AND GRANULAR BORROW =0.07 · DEVELOPER MAY PROPOSE ALTERNATE PAVEMENT SECTIONS BASED ON A GEOTECHNICAL REPORT SHOWING BETTER SOIL CONDITIONS. ---PAGE BREAK--- DATE: QA DESIGNED DRAWN SHEET NO: PROJECT NO: (IF NOT SCALE ACCORDINGLY) AT FULL SIZE LINE IS 2 INCHES ATTENTION APPROVED . . . . NO. REVISIONS BY DATE DRW DRW BR BR 19-030 11/06/19 9023 S T A T E O F I D A H O D A V I D R . W A L D R O N R E G I S T E R E D P R O F E S S I O N A L E N G I N E E R 12/20/19 CS-105 GRAPHIC SCALE Scale: 1"=10' 30' 20' 10' 5' 0' MINOR COLLECTOR TWO WAY STANDARD ROAD · 66-FOOT RIGHT OF WAY · PARKING EACH SIDE OF STREET · WALK EACH SIDE OF STREET · WATER METER, LIGHT POLES, TRANSFORMERS, AND COMMUNICATION PEDESTALS IN PARK STRIP 5' WALK 5' PARK STRIP HYDRANT 1 ' OFF WALK 24' CURB & GUTTER 66' WATER MAIN GAS MAIN SANITARY SEWER STORM DRAIN PRIMARY & SECONDARY POWER COMUNICATIONS ELECTRICAL CABINET PHONE PEDESTAL LIGHT POLE 5' 5' 2' 9' 9' 2' 5' 5' ROAD PAVEMENT SECTION · 4" HMA ASPHALT · 8" ROAD BASE · 12" SUB BASE · 12" GRANULAR BORROW · DESIGN PARAMETERS, AADT =7000 AT YEAR 20, 2% GROWTH PER YEAR, ESALs 5,641,000, ZR=-1.28, S=0.45, Po=4.2, Pt=2.5, M(r)=6500, R=90, a(i) ASPHALT =0.44, ROAD BASE =0.12, SUB-BASE =0.12, AND GRANULAR BORROW =0.07 · DEVELOPER MAY PROPOSE ALTERNATE PAVEMENT SECTIONS BASED ON A GEOTECHNICAL REPORT SHOWING BETTER SOIL CONDITIONS. 12' 12' ---PAGE BREAK--- DATE: QA DESIGNED DRAWN SHEET NO: PROJECT NO: (IF NOT SCALE ACCORDINGLY) AT FULL SIZE LINE IS 2 INCHES ATTENTION APPROVED . . . . NO. REVISIONS BY DATE DRW DRW BR BR 19-030 11/06/19 9023 S T A T E O F I D A H O D A V I D R . W A L D R O N R E G I S T E R E D P R O F E S S I O N A L E N G I N E E R 12/20/19 CS-106 GRAPHIC SCALE Scale: 1"=10' 30' 20' 10' 5' 0' MAJOR COLLECTOR TWO WAY STANDARD ROAD · 80-FOOT RIGHT OF WAY · TWO TRAVEL LANES EACH WAY, NO PARKING ON SIDE OF STREET · TURN LANE CENTER OF STREET · WALK EACH SIDE OF STREET · WATER METER, LIGHT POLES, TRANSFORMERS, AND COMMUNICATION PEDESTALS IN PARK STRIP 5' WALK 5' PARK STRIP HYDRANT 1 ' OFF WALK 24' CURB & GUTTER 80' WATER MAIN GAS MAIN SANITARY SEWER STORM DRAIN PRIMARY & SECONDARY POWER COMUNICATIONS ELECTRICAL CABINET PHONE PEDESTAL LIGHT POLE 5' 5' 2' 11.2' 11.2' 2' 5' 5' ROAD PAVEMENT SECTION · 4.5" HMA ASPHALT · 12" ROAD BASE · 12" SUB BASE · 12" GRANULAR BORROW · DESIGN PARAMETERS, AADT =17,000 AT YEAR 20, 2% GROWTH PER YEAR, ESALs 18,451,000, ZR=-1.28, S=0.45, Po=4.2, Pt=2.5, M(r)=6500, R=90, a(i) ASPHALT =0.44, ROAD BASE =0.12, SUB-BASE =0.12, AND GRANULAR BORROW =0.07 · DEVELOPER MAY PROPOSE ALTERNATE PAVEMENT SECTIONS BASED ON A GEOTECHNICAL REPORT SHOWING BETTER SOIL CONDITIONS. 11.2' 11.2' 11.2' ---PAGE BREAK--- DATE: QA DESIGNED DRAWN SHEET NO: PROJECT NO: (IF NOT SCALE ACCORDINGLY) AT FULL SIZE LINE IS 2 INCHES ATTENTION APPROVED . . . . NO. REVISIONS BY DATE DRW DRW BR BR 19-030 11/06/19 9023 S T A T E O F I D A H O D A V I D R . W A L D R O N R E G I S T E R E D P R O F E S S I O N A L E N G I N E E R 12/20/19 CS-107 GRAPHIC SCALE Scale: 1"=10' 30' 20' 10' 5' 0' MINOR ARTERIAL TWO WAY ROAD · 90-FOOT RIGHT OF WAY TWO TRAVEL LANES EACH WAY, NO PARKING ON SIDE OF STREET · TURN LANE CENTER OF STREET · WALK EACH SIDE OF STREET · WATER METER, LIGHT POLES, TRANSFORMERS, AND COMMUNICATION PEDESTALS IN PARK STRIP 8' WALK 5' PARK STRIP HYDRANT 1 ' OFF WALK 24' CURB & GUTTER 90' WATER MAIN GAS MAIN SANITARY SEWER STORM DRAIN PRIMARY & SECONDARY POWER COMUNICATIONS ELECTRICAL CABINET PHONE PEDESTAL LIGHT POLE 5' 8' 2' 12' 12' 2' 8' 5' ROAD PAVEMENT SECTION · 5.5" HMA ASPHALT · 12" ROAD BASE · 12" SUB BASE · 12" GRANULAR BORROW · DESIGN PARAMETERS, AADT =31,000 AT YEAR 20, 2% GROWTH PER YEAR, ESALs 33,038,000, ZR=-1.28, S=0.45, Po=4.2, Pt=2.5, M(r)=6500, R=90, a(i) ASPHALT =0.44, ROAD BASE =0.12, SUB-BASE =0.12, AND GRANULAR BORROW =0.07 · DEVELOPER MAY PROPOSE ALTERNATE PAVEMENT SECTIONS BASED ON A GEOTECHNICAL REPORT SHOWING BETTER SOIL CONDITIONS. 12' 12' 12' ---PAGE BREAK--- DATE: QA DESIGNED DRAWN SHEET NO: PROJECT NO: (IF NOT SCALE ACCORDINGLY) AT FULL SIZE LINE IS 2 INCHES ATTENTION APPROVED . . . . NO. REVISIONS BY DATE DRW DRW BR BR 19-030 11/06/19 9023 S T A T E O F I D A H O D A V I D R . W A L D R O N R E G I S T E R E D P R O F E S S I O N A L E N G I N E E R 12/20/19 CS-108 GRAPHIC SCALE Scale: 1"=10' 30' 20' 10' 5' 0' MAJOR ARTERIAL TWO WAY ROAD · 90-120-FOOT RIGHT OF WAY (COORDINATE ROW WITH ITD) · TWO TRAVEL LANES EACH WAY, NO PARKING ON SIDE OF STREET · TURN LANE CENTER OF STREET · WALK EACH SIDE OF STREET · WATER METER, LIGHT POLES, TRANSFORMERS, AND COMMUNICATION PEDESTALS IN PARK STRIP 8' WALK 5' PARK STRIP HYDRANT 1 ' OFF WALK 24' CURB & GUTTER 92' WATER MAIN GAS MAIN SANITARY SEWER STORM DRAIN PRIMARY & SECONDARY POWER COMUNICATIONS ELECTRICAL CABINET PHONE PEDESTAL LIGHT POLE 5' 8' 2' 12' 12' 2' 8' 5' ROAD PAVEMENT SECTION · 5.5" HMA ASPHALT · 12" ROAD BASE · 12" SUB BASE · 12" GRANULAR BORROW · DESIGN PARAMETERS, AADT =31,000 AT YEAR 20, 2% GROWTH PER YEAR, ESALs 33,038,000, ZR=-1.28, S=0.45, Po=4.2, Pt=2.5, M(r)=6500, R=90, a(i) ASPHALT =0.44, ROAD BASE =0.12, SUB-BASE =0.12, AND GRANULAR BORROW =0.07 · DEVELOPER MAY PROPOSE ALTERNATE PAVEMENT SECTIONS BASED ON A GEOTECHNICAL REPORT SHOWING BETTER SOIL CONDITIONS. 14' 12' 12' ---PAGE BREAK--- DATE: QA DESIGNED DRAWN SHEET NO: PROJECT NO: (IF NOT SCALE ACCORDINGLY) AT FULL SIZE LINE IS 2 INCHES ATTENTION APPROVED . . . . NO. REVISIONS BY DATE DRW DRW BR BR 19-030 11/06/19 9023 S T A T E O F I D A H O D A V I D R . W A L D R O N R E G I S T E R E D P R O F E S S I O N A L E N G I N E E R 12/20/19 CS-109 GRAPHIC SCALE Scale: 1"=10' 30' 20' 10' 5' 0' COMMERCIAL TWO WAY STANDARD ROAD · 66-FOOT RIGHT OF WAY · PARKING EACH SIDE OF STREET · WALK EACH SIDE OF STREET · WATER METER, LIGHT POLES, TRANSFORMERS, AND COMMUNICATION PEDESTALS IN PARK STRIP 5' WALK 5' PARK STRIP HYDRANT 1 ' OFF WALK 24' CURB & GUTTER 66' WATER MAIN GAS MAIN SANITARY SEWER STORM DRAIN PRIMARY & SECONDARY POWER COMUNICATIONS ELECTRICAL CABINET PHONE PEDESTAL LIGHT POLE 5' 5' 2' 9' 9' 2' 5' 5' ROAD PAVEMENT SECTION · 4" HMA ASPHALT · 12" ROAD BASE · 12" SUB BASE · 12" GRANULAR BORROW · DESIGN PARAMETERS, AADT =15,000 AT YEAR 20, 2% GROWTH PER YEAR, ESALs 8,229,500, ZR=-1.28, S=0.45, Po=4.2, Pt=2.5, M(r)=6500, R=90, a(i) ASPHALT =0.44, ROAD BASE =0.12, SUB-BASE =0.12, AND GRANULAR BORROW =0.07 · DEVELOPER MAY PROPOSE ALTERNATE PAVEMENT SECTIONS BASED ON A GEOTECHNICAL REPORT SHOWING BETTER SOIL CONDITIONS. 12' 12' ---PAGE BREAK--- DATE: QA DESIGNED DRAWN SHEET NO: PROJECT NO: (IF NOT SCALE ACCORDINGLY) AT FULL SIZE LINE IS 2 INCHES ATTENTION APPROVED . . . . NO. REVISIONS BY DATE DRW DRW BR BR 19-030 11/06/19 9023 S T A T E O F I D A H O D A V I D R . W A L D R O N R E G I S T E R E D P R O F E S S I O N A L E N G I N E E R 12/20/19 CS-110 GRAPHIC SCALE Scale: 1"=10' 30' 20' 10' 5' 0' FRONTAGE ROAD TWO WAY STANDARD ROAD · 66-FOOT RIGHT OF WAY · PARKING EACH SIDE OF STREET · WALK EACH SIDE OF STREET · WATER METER, LIGHT POLES, TRANSFORMERS, AND COMMUNICATION PEDESTALS IN PARK STRIP 5' WALK 5' PARK STRIP HYDRANT 1 ' OFF WALK 24' CURB & GUTTER 66' WATER MAIN GAS MAIN SANITARY SEWER STORM DRAIN PRIMARY & SECONDARY POWER COMUNICATIONS ELECTRICAL CABINET PHONE PEDESTAL LIGHT POLE 5' 5' 2' 9' 9' 2' 5' 5' ROAD PAVEMENT SECTION · 3" HMA ASPHALT · 12" ROAD BASE · 12" SUB BASE · 12" GRANULAR BORROW · DESIGN PARAMETERS, AADT =11,000 AT YEAR 20, 2% GROWTH PER YEAR, ESALs 6,035,000, ZR=-1.28, S=0.45, Po=4.2, Pt=2.5, M(r)=6500, R=90, a(i) ASPHALT =0.44, ROAD BASE =0.12, SUB-BASE =0.12, AND GRANULAR BORROW =0.07 · DEVELOPER MAY PROPOSE ALTERNATE PAVEMENT SECTIONS BASED ON A GEOTECHNICAL REPORT SHOWING BETTER SOIL CONDITIONS. 12' 12'