HomeMy Public PortalAboutResolution 23-30 Adoption of SE McCall Buildout Transportation Recommendations MemorandumCity of McCall
RESOLUTION NO. 23-30
A RESOLUTION OF THE CITY OF McCALL, VALLEY COUNTY, STATE OF IDAHO,
APPROVING THE SOUTHEAST MCCALL BUILDOUT TRANSPORTATION
RECOMENNDATIONS MEMORANDUM, AND PROVIDING AN EFFECTIVE DATE.
WHEREAS, Resolution 17-27 adopted the 2017 Transportation Master plan that was prepared by
Logan Simpson and sub -consultants Kittleson Associates; and
WHEREAS, the City Council of the City of McCall has determined that additional information
and engineering would benefit future land development, transportation planning, and future capital
projects; and
WHEREAS, Horrocks has an engineering services agreement with the City of McCall; and
WHEREAS, Horrocks has worked with the City of McCall on traffic data collection and
evaluations to determine future buildout conditions of McCall generally south of Wooley Avenue
and east of State Highway 55; and
WHEREAS, Horrocks has compiled the data collected and provided a technical memorandum of
recommendations that will be utilized as a supplemental document to the adopted Transportation
Master Plan; and
NOW, THEREFORE, BE IT RESOLVED BY THE MAYOR AND COUNCIL OF THE CITY
OF McCALL, IDAHO, AS FOLLOWS:
Section 1: That Southeast McCall Buildout Transportation Recommendations Memorandum,
dated September 5, 2023 is adopted as a supplemental document to the City's Transportation
Master Plan and attached hereto as Exhibit A.
Section 2: This resolution shall be in full force and effect immediately upon its adoption and
approval.
PASSED and approved by the City Council of the City of McCall this 29 day of December 2023.
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Resolution 23-30 Adoption of the Southeast McCall Buildout Transportation Recommendations Memorandum
December 29, 2023
EXHIBIT A
Horrocks.
MEMORANDUM
TO: Brian Parker, City Planner
Morgan Stroud, Staff Engineer
Nathan Stewart, Public Works Director, City Engineer
FROM: Aron Baker, P.E.
DATE: September 5, 2023
SUBJECT: Southeast McCaII Buildout Transportation Recommendations
INTRODUCTION
Horrocks Engineers has been working with the City of McCall, Idaho to determine a plan to enhance its
transportation system in the growing southeast segment of the city. With schools in operation, and
plans to develop larger areas for residential and commercial uses, a transportation system needs to
meet the demands that growth presents.
A traffic model was built using Vistro 2022 traffic analysis software, and a sample of roadway segments
and intersections were analyzed to determine the weak points of the roadway network. The purpose of
this memo is to report on the findings of the traffic model and recommend improvements accordingly.
METHODOLOGY
Existing conditions in McCall were modeled by collecting turning movement count data from StreetLight
InSight and ground counts performed by the City of McCall. StreetLight is a data collection company that
uses Bluetooth devices throughout North America to estimate vehicle and pedestrian counts in a study
area and evaluates the origins and destinations of the traffic. The collected data is anonymized and
validated against permanent traffic counting stations in the area. The processed data from StreetLight
includes intersection turning movement counts and origin/destination analysis. As part of this study,
StreetLight data compiled from 2021 was used to estimate turning movement counts at four study
intersections:
• North 3rd Street & Railroad
• Wooley Avenue & Samson Trail
• Samson Trail & Deinhard Lane
• North 3rd Street & Elo Road
The turning movement counts were compared with the daily traffic counts that were collected by the
City of McCall in 2022. StreetLight data also provided an estimated trip distribution throughout the City
of McCall using an origin/destination analysis. With the StreetLight data and the counts from the City of
McCall an existing traffic model was built using PTV Vistro 2022 traffic modeling software.
435-986-7888 1 Horrocks.com
555 South Bluff Street. Suite 101, St. George. UT 84770
The Vistro model is built with trip generation zones and trip distribution gates. Each zone is assigned a
number of trips, then the trip distribution is used to distribute the trips to the gates. The estimated trip
distribution and the trip generation zones used in this model are shown in Figure 1.
Legend
0
0
Trip Generation Zone
Trip Distribution Gate
Trip Distribution
Figure 1 -Trip Distribution
The existing counts and trip distribution through the southeast side of McCall were used as a base for
the buildout volumes. The buildout volumes were assumed based on existing traffic patterns, land areas,
and zoning densities. Land uses were discussed with city staff to allow conversation on what zoning
densities are envisioned for the undeveloped areas.
The City of McCall Zoning map was divided into traffic analysis zones (TAZ) and used to estimate
maximum buildout densities by zone. Figure 2 shows the TAZ map in southeast McCall. The acreage of
the zone was multiplied by the anticipated density from the zoning map, and added to any existing
units, if applicable.
2
Figure 2 -Traffic Analysis Zone;
Understanding that not every zone would be able to meet its maximum density because of topography,
ownership, and other factors, staff provided information on how much of each zone they expected to be
built as a percentage. After the initial analysis by Horrocks Engineers, the full buildout of southeast
McCall was determined to be higher than what is realistically expected in McCall. The volumes were
larger than expected for the buildout of McCall as many of the homes in McCall are second homes and
are only used periodically. To account for second homes in McCall and reduce the buildout volumes to a
reasonably expected buildout for the study area, it was recommended by City staff that the maximum
buildout volumes be reduced to represent 60 percent occupancy of the residential units in the buildout
condition. The buildout densities and volumes by TAZ are provided in the Appendix.
To confirm the accuracy of the estimated buildout volumes, the volumes from this analysis were
compared with the 2040 volume projections Horrocks developed for ITD in their design of the SH-55 and
Deinhard Lane intersection which is being constructed in Summer 2023. It was confirmed that the
buildout volumes from this study at the intersection of Deinhard Lane and SH-55 were comparable to
the 2040 volumes anticipated in the Deinhard Lane and SH-55 intersection study.
Finally, to improve the traffic projections for TAZ 10 and TAZ 11, input was received from a potential
future development to the east, which plans to construct residential units east of Samson Trail. The
potential development also provided an expected trip distribution for any potential development of
their land. The expected trip distribution for each TAZ and the volumes from the potential future
development were implemented in the 60 percent buildout model.
3
TRAFFIC ANALYSIS
Future Build Scenarios
The projected buildout volumes were applied to multiple scenarios with potential future roadway
connections through McCall. Five roadway network scenarios were analyzed as described below:
1. No Improvements
a. Assumes 60 percent buildout occupancy with no additional connections or extensions of
the existing roadway network
2. Floyde Street Connection
a. Assumes 60 percent buildout occupancy
b. Assumes the extension of Floyde Street to the east to connect with the intersection of
Woodlands Drive and Samson Trail as a two-way or four-way stop.
3. Floyde Street, Samson Trail, and Davis Avenue Connections
a. Assumes 60 percent buildout occupancy
b. Assumes the extension of Floyde Street to the east to connect with the intersection of
Woodlands Drive and Samson Trail as a two-way or four-way stop.
c. Assumes the extension of Samson Trail from the intersection of Samson Trail and
Colorado Street to the southeast to connect with the extension of Floyde Street as a T -
intersection.
d. Assumes the extension of Davis Avenue to the south to connect with the extension of
Samson Trail as a T -intersection.
4. Deinhard Lane Extension
a. Assumes 60 percent buildout occupancy
b. Assumes Deinhard Lane is extended to the east from its intersection with Samson Trail
to provide access to the future development to the east as well as the existing schools
i. Assumes that approximately 50 percent of the future development traffic east
of Samson Trail will use the Deinhard Lane Extension
5. Floyde Street, Samson Trail, and Davis Avenue Connections with the Deinhard Lane Extension
a. Assumes 60 percent buildout occupancy
b. Assumes the extension of Floyde Street to the east to connect with the intersection of
Woodlands Drive and Samson Trail as a two-way or four-way stop.
c. Assumes the extension of Samson Trail from the intersection of Samson Trail and
Colorado Street to the southeast to connect with the extension of Floyde Street as a T -
intersection.
4
d. Assumes the extension of Davis Avenue to the south to connect with the extension of
Samson Trail as a T -intersection.
e. Assumes Deinhard is extended to the east from its intersection with Samson Trail to
provide access to the future development traffic to the east of Samson Trail as well as
the existing schools
i. Assumes 45 to 50 percent of the future development traffic will use the
Deinhard Lane Extension
Figure 3 shows the proposed connections for the buildout scenarios.
Figure 3 -Proposed Connections for Buildout Scenarios
Table 1 shows a summary of the five scenarios and the roadway connections that are included in each
scenario.
5
Table 1- Buildout Scenario Summary
Projects
Existing
No
Improvements
Floyde St
Connection
Floyde St,
Samson Tr,
Davis Ave
Connections
Floyde St,
Samson Tr,
Deinhard Davis Ave
Ln Connections,
Extension AND
Deinhard Ln
Extension
Floyde Street Connection
Samson Trail Connection
Davis Connection
Deinhard Extension
Roadway Segment Operations
To evaluate the operation of the roadway segments in each scenario, each scenario was analyzed using
the daily volume of the study roadways. The daily roadway volumes for southeast McCall were
estimated by multiplying the PM peak hour volumes by ten, which is the standard method for
calculating daily volumes for a high-level planning analysis.
Table 2 compares the daily roadway volumes for each scenario to the "No Improvements" scenario.
Yellow represents an increase in volume from the "No Improvements" scenario and blue represents a
decrease in volume from the "No Improvements" scenario. Darker shades of blue and yellow are volume
changes that are greater than +/- 25%. Gray shading demonstrates relatively little change in volume
compared to the "No Improvements" scenario. The "Existing" scenario stands alone and serves as a base
comparison.
6
Table 2- Daily Roadway Volumes by Segment
2040 Daily Roadway Volumes
Existing
No Improvements
Floyde St
Connection
Floyde 5t,
Samson Tr, Davis
Ave Connections
Deinhard In
Extension
Amide St, Samson Tr,
Davis Ave
Connections, AND
Deinhard In
Extension
N 3rd Street, north of Park Street
12,000
20,800
17,800
16,300
18,100
17,900
N 3rd Street, north of Colorado Street
12,300
24,000
23,400
17,700
23,000
20,500
N 3rd Street, north of Floyde Street
12,400
24,400
23,500
18,700
23,600
20,400
N 3rd Street, north of Deinhard Lane
12,600
24,600
22,000
19,200
24,300
20,000
N 3rd Street, north of Krahn Lane
10,900
17,700
15,600
17,800
17,100
15,200
N 3rd Street, north of Elo Road
10,300
18,200
15,700
14,600
16,600
14,900
Wooley Ave, east of N 3rd Street
7,700
10,700
11,000
7,800
11,000
8,700
Wooley Ave, west of Spring Mtn Ranch
2,400
3,700
3,900
3,200
4,200
3,600
Davis Street, south of Wooley Ave
Local Road
n/a
n/a
3,800
n/a
1,400
Spring Mtn Ranch, south of Wooley Ave
2,600
5,500
5,400
4,900
5,400
5,200
Spring Mtn Ranch, north of Woodlands
2,600
5,600
5,400
4,800
5,400
5,300
Samson Trail, north of Deinhard Lane
3,400
6,900
7,700
10,000
6,000
9,300
Samson Trail, north of Krahn Lane
3,600
7,800
9,900
10,900
8,500
10,500
Samson Trail, north of Elo Road
3,800
8,500
10,300
11,400
9,400
11,100
Samson Trail, west of Spring Mtn Ranch
n/a
n/a
n/a
5,600
n/a
3,400
Floyde Street, west of Samson Trail
n/a
n/a
5,000
4,900
5,000
6,300
Deinhard Lane, east of N 3rd Street
5,000
15,400
11,300
9,600
15,400
10,700
Deinhard Lane, west of Samson Trail
3,000
9,300
6,900
5,700
9,300
6,400
Deinhard Lane, east of Samson Trail
Local Road
n/a
n/a
n/a
5,500
4,600
Fox Ridge Lane, east of Samson Trail
Local Road
2,100
2,100
2,100
530
940
Stockton Drive, east of Samson Trail
local Road
3,400
3,400
3,200
2,200
2,300
Sheila Lane, east of Samson Trail
Local Road
1,100
1,100
1,100
1,400
1,500
Krahn Lane, east of N 3rd Street
880
2,500
1,800
Elo Road, east of N 3rd Street
1,300
2,800
3,300
3,800
3,800
3,800
The daily volumes were then compared to Table 3 to determine the Level of Service of the roadway
segment. It was assumed that all of the roadways in McCall are two lanes, except for North 3rd Street
north of Colorado Street. Additional roadway capacity tables are included in the Appendix for reference.
Roadway capacity is described as the Level of Service (LOS) with LOS A being free -flowing traffic, and
LOS E being unacceptable delays and congestion.
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Table 3 -Roadway Segment Level of Service -Daily Traffic Capacity
Rural
2 Lane
Freeway
Arterial
Collector
LOS A
NA
5,300
3,700
LOS B
NA
8,900
5,800
LOS C
NA
12,900
8,100
LOS 0
NA
17,000
10,500
LOS E
NA
21,000
12,900
3 Lane
Freeway
Arterial
Collector
LOS A
NA
5,800
4,200
LOS B
NA
9,500
6,300
LOS C
NA
14,000
9,100
LOS D
NA
18,300
11,800
LOSE
NA
22,600
14,500
NO IMPROVEMENTS
Without any improvements, North 3rd Street is expected to have between 20,000 and 24,000 vehicles,
which would be a LOS E or F based on Table 3. The City of McCall and ITD are not planning to widen
North 3rd Street beyond three lanes, so any mitigations to the area will need to be based on additional
connections through McCall or intersection -related improvements.
FLOYDE STREET CONNECTION
With the addition of the Floyde Street connection, the volumes on North 3rd Street decreased as shown
in Figure 4. The addition of a connection between Samson Trail and North 3rd Street allows more
vehicles to stay on Samson Trail and use the Floyde Street connection instead of Deinhard Lane. The
volumes on Deinhard also decrease by 2,000-4,000 vehicles.
Figure 4- Roadway Volume Comparison with Floyde Connection
FLOYDE STREET, DAVIS AVENUE, AND SAMSON TRAIL CONNECTIONS
Figure 5 shows the comparison for the No Improvement volumes and the Floyde Street, Davis Avenue,
and Samson Trail connections. These connections reduce the volumes on North 3rd Street by 4,000 to
6,000 vehicles per day, which improves the LOS from LOS E or F to LOS D. The volumes on Deinhard Lane
are also reduced by 3,000 to 6,000 vehicles per day.
8
Figure 5- Roadway Volume Comparison with Floyde Street, Davis Avenue, and Samson Trail
Connections
DEINHARD EXTENSION
In the model trip distribution, it was assumed that the school traffic on the Deinhard Lane Extension
would be 25 percent of the total traffic from the area east of Samson Trail. No other development or
residential areas were assumed to use the Deinhard Lane Extension except for the school. Figure 6
shows the trip distribution used in the model without the Deinhard Extension.
9
.1Pft ,%t'
Nxx • -
•
•
•
Deinhard Lan
Figure 6 -Future Development in East McCall Trip Distribution without the Deinhard Extension
With the proposed trip distribution, the traffic from any development to the east of Samson Trail is
expected to use the local roadways to access Samson Trail. The majority of the traffic will use Stockton
Drive, Fox Ridge Road, and Woodlands Drive. The school traffic will be the only traffic expected on
Deinhard Lane east of Samson Trail.
With the addition of the Deinhard extension, it was assumed that fifty percent of the traffic on the east
side of Samson Trail would use Deinhard Lane, which concentrates the traffic to Deinhard Lane instead
of spreading it to Stockton Lane, Sheila Lane, and Woodlands Drive, which are all classified as local
roads. Impacting these roadways with new development traffic may not be in the city's and these
neighborhoods' best interest as these smaller streets likely were not intended to accommodate higher
volumes of traffic, so concentrating the traffic to Deinhard Lane, a collector road, may be an acceptable
strategy. The trip distribution with the Deinhard Lane Extension is shown in Figure 7. The direct impact
of development to the east on Stockton Lane, Sheila Lane, and Woodlands Drive should be analyzed as a
part of any traffic impact studies that are done for incoming development.
10
Figure 7- Future Development in East McCaII Trip Distribution with the Deinhard Lane Extension
Figure 8 shows the traffic volumes for the Deinhard Extension scenario. Traffic on Samson Trail
continues to use Deinhard Lane to cross to North 3rd Street, so an extension at Deinhard does not
decrease the volumes on Deinhard Lane or North 3rd Street by itself. While the Deinhard Lane Extension
does not decrease the volumes, it concentrates the traffic from any development to the east of Samson
Trail to one collector road instead of allowing it to spread to other local roads like Woodland Drive,
Stockton Drive, and Sheila Lane.
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Figure 9- Roadway Volume Comparison with Floyde Street, Davis Avenue, and Samson Trail
Connections and Deinhard Extension
Figure 8 -Roadway Volume Comparison with Deinhard Extension
With all of the proposed connections, the volumes on North 3rd Street decreased by 3,000 to 5,000
vehicles per day, as shown in Figure 9. The traffic on Samson Trail increases as vehicles can stay on
Samson Trail to use Floyde Street or Samson Trail to access North 3rd Street. With approximately 10,000-
11,000 vehicles on South Samson Trail, the LOS is expected to be LOS D or LOS E. With three lanes,
Samson Trail would operate at LOS C or LOS D. Improvements to the intersections on Samson Trail may
improve the delays at the intersections, but without being widened, Samson Trail will be at capacity.
More mitigation and improvements may be needed as more traffic is routed to Samson Trail. North 3rd
Street is not planned to be widened, so spreading the traffic to another route is a way to reduce delays
on North 3rd Street.
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Intersection Operations
In addition to the daily volumes, nine study intersections were analyzed to determine the Level of
Service. Intersection Level of Service is based on average delay per vehicle at an intersection. For each
scenario, it was assumed that the study intersections were mitigated to achieve an acceptable amount
of delay (LOS A thru D). Table 4 shows the intersection LOS classifications based on the delay and the
average delay per vehicle at an intersection. The mitigations required to achieve an acceptable LOS at
the study intersections are shown in Table 5.
Table 4 -Intersection Level of Service -Average Delay per Vehicle
Seconds of Delay
Average Control
Delay
Signalized
<_10
>10-20
>20-35
Unsignalized
<_10
>10-15
>15-25
LOS C
LOS D
>35-55
>25-35
_._.
>55-80
>80
>35-50
>50
Table 5 -Required Traffic Control to Achieve Acceptable LOS
Required Traffic Control
� �
DeinhMinimum
Extension only
Floyde SL Samson
Tr, Davis Ave
Connections
Floyde St. Samson Tr,
Davis DDeome to
Extension
Railroad Avenue & 3rd Street
Signalized,
Dedicated Left-
Turn Lanes
Signal ized,
Dedicated Left -Turn
Lanes
Signalized,
Dedicated Left -
Turn Lanes
Signal ized,Dedicated
Left -Turn Lanes
Floyde Street & 3rd Street
Signalized,
Dedicated Left-
Turn Lanes
Signal ized,
Dedicated Left -Turn
Lanes
Signalized,
Dedicated Left -
Tum Lanes
Signalized. Dedicated
Left -Turn Lanes
Deinhard & 3rd Street
Signal ized, To Be
Upgraded
Signalized, To Be
Upgraded
Signalized, To Be
Upgraded
Signalized, To Be
Upgraded
Krahn Lane & 3rd Street
Signalized
Signalized
Signalized
Signalized
Wooley Avenue & Spring Mountain Ranch
No Changes
No Changes
No Changes
No Changes
Woodlands Drive/Floyde Street & Spring Mountain Ranch
No Changes
No Changes
All Way Stop
All Way Stop
Samson Trail & Deinhard Lane
Signalized,
Dedicated Left-
Turn Lanes
Signalized,
Dedicated Left -Turn
Lanes
Signalized,
Dedicated Left -
Turn Lanes
Signalized, Dedicated
Left -Turn Lanes
Samson Trail & Stockton Drive
No Changes
No Changes
All Way Stop
All Way Stop
Samson Trail & Sheila Lane
No Changes
No Changes
No Changes
No Changes
To achieve the minimum acceptable LOS, following were recommended at the study intersections:
• The study intersections on North 3rd Street will need to be signalized and improved to include
dedicated left turn lanes. As growth occurs on North 3rd Street and the side streets, signal
13
warrant analyses should be performed to determine when each intersection should be
signalized.
• The intersection of Wooley Avenue and Spring Mountain Boulevard is not expected to need
improvements. Analysis of the traffic conditions may be needed in the future to confirm.
• The intersections of Woodlands Drive/Floyde Street and Spring Mountain Boulevard/Samson
Trail and Samson Trail and Stockton Lane are expected to require all -way stops.
• The intersection of Samson Trail and Deinhard Lane is planned to be signalized with dedicated
left -turn lanes. The alignment of the existing intersection is not ideal as the intersection is offset
east/west. This introduces possible conflicts as cars travel in opposite directions, as they need to
move over while traveling through the intersection. Improvements to the intersection will need
to include realignment of either the east or west leg to remove the offset. A roundabout is also
an acceptable solution to improve the delay, however, challenges in topography, the east/west
offset, and the location of Fox Ridge Road may restrict the possibility of a roundabout. Further
study would need to be employed to establish how a roundabout could be configured in this
location.
The mitigations recommended are based on a high-level analysis of the study area. Additional
microanalysis of each intersection is recommended in the future as traffic increases to confirm that the
recommended mitigations will function as expected in this analysis. Table 6 shows the LOS for each
study intersection assuming it has been improved to the standards discussed previously.
Table 6- Average Delay per Vehicle at the Mitigated Study Intersections
2040 Average Delay per Vehicle
g Y
No Improvements
Deinhard Ln
Extension Only
Floyde St. Samson
Tr, Davis Ave
Connections
Floyde St, Samson Tr.
Davis Ave Connections,
AND Deinhard Ln
Extension
Railroad Avenue & 3rd Street (Signalized)
483
44.2
205
534
Floyde Street & 3rd Street (Signalized)
15.9
15.2
122
Deinhard & 3rd Street (Signalized)
'
Krahn Lane & 3rd Street (Signalized)
Wooley Avenue & Spring Mountain Boulevard
(Unsignalized)
163
135
15.6
17.3
Woodlands Drive/Floyde Street & Spring Mountain
Boulevard (Unsignalized)
14.4
lii r
r a'•
3.49
131
Samson Trail & Deinhard Lane (Signalized)
Samson Trail & Stockton Drive (Unsignalized)
340
26.5
27.8
21.4
Samson Trail & Sheila Lane (Unsignalized)
20.7
242
30.3
32.2
'Deinhard Lane and 3rd Street will be upgraded in 2023. The improvements are expected to improve the operations to an
acceptable LOS.
14
CONCEPTUAL INTERSECTION IMPROVEMENTS
In the previous study performed by Horrocks Engineers, the traffic operations at the intersection of
Deinhard Lane and North 3`d Street were analyzed using existing and projected 2040 volumes, and a
concept design was provided based on the need of the intersection. In cooperation with ITD, the
intersection is planned to be improved in 2023 based on the recommendations from that report. The
improvements are expected to improve the LOS at the intersection through 2040.
The scenario with the lowest overall delays is the Floyde Street, Samson Trail, Davis Avenue Connections
scenario. In this scenario, the additional connections provide relief to North 3`d Street.
Figure 10 shows the proposed mitigation for the intersection of Floyde Street and North 3rd Street. It is
expected that all of the signalized intersections on North 3rd Street will need dedicated left turn lanes.
With all of the proposed connections and the Deinhard Lane Extension, the intersection of Floyde Street
and North 3rd Street is expected to operate at LOS E as a signalized intersection with left turn lanes. In
the traffic model, the Deinhard Lane extension concentrates the daily traffic to the proposed
connections at Floyde Street and Samson Trail and does not use Deinhard Lane as frequently as when
the traffic accesses South Samson Trail. In reality, vehicles will find ways to reroute around congested
areas if an intersection like Floyde Street and North 3rd Street has high delays. North 3`d Street is not
planned to be widened to five lanes, so the delay may not be mitigated any further by widening North
3rd Street.
Floyde Street a Floyde Street
Figure 10 -Intersection of Floyde Street and North 3rd Street
Figure 11 shows the proposed mitigation at the intersection of the Floyde Street Connection/Woodlands
Drive and Samson Trail/Spring Mountain Boulevard. To achieve the minimum LOS at this intersection
with the proposed connections with Floyde Street and Samson Trail, a four-way stop with dedicated left -
turn lanes is recommended. A signal or a roundabout would also mitigate the delays at this intersection.
15
This intersection may be a good candidate for a roundabout. It is approximately 650 feet from the
intersection of Samson Trail and Deinhard Lane, which is planned to be signalized, and the spacing may
be too close for an additional signal. As an all -way stop with the Floyde Street and Samson Trail
connections, the intersection is expected to operate at LOS B.
Floyde Street
CD
<ir
Woodlands Drive
Figure 11 -Intersection of Woodlands Drive/Floyde Street and Samson Trail
Figure 12 shows the intersection of Samson Trail and Deinhard Lane as a signalized intersection. As a
signalized intersection it is expected to operate at LOS A under all of the study scenarios. It is
recommended that the west leg of the intersection be realigned to eliminate the offset with the east leg
of the intersection. Fox Ridge Road is approximately 150 feet to the south of the intersection, which may
interfere with queuing at the intersection.
16
Figure 12 -Intersection of Deinhard Lane and Samson Trail
A roundabout may also mitigate the delay at this intersection, however other factors may make a
roundabout impractical. The change in grade and offset between the east and west legs of the
intersection and the grade of the east leg may restrict the roundabout geometry. Pedestrian safety is
also a concern, as this is an intersection with school crossings and a pedestrian path on the north and
east sides of the intersection. The path would also have to be realigned with the west leg of the
intersection.
PROJECT ESTIMATES
Planning -level estimates for three of the recommended projects are included in the Appendix. Each of
the estimates include costs for right-of-way at an assumed $150,000 per acre (which could be removed
if it is determined to be unnecessary), percentages for drainage, mobilization, traffic control,
contingency, and engineering costs. Planning level estimates are expected to be
FLOYDE STREET ESTIMATE
The first is the Floyde Street Connection. The estimate assumes a rural Collector cross-section with a 70 -
foot right of way, roadside ditches, and no curb/gutter. On Floyde Street, a separated path is planned
alongside the roadway alignment. Additional ROW will be needed for a separated path. The Floyde
Street Connections is estimated to cost approximately 1.8 million dollars.
SAMSON TRAIL ESTIMATE
The second estimate is for the connection of Samson Trail to Colorado Street. The estimate assumes a
rural cross-section with a 70 -foot right of way. A separated paved path is included alongside the
roadway alignment. Additional ROW will be needed for a separated path. The Samson Trail connection is
estimated to cost approximately 2.1 million dollars.
17
DEINHARD LANE ESTIMATE
The third estimate is for the extension of Deinhard Lane to the east of Samson Trail. The McCall
Transportation Master Plan defines Deinhard Lane east of 3'd Street as a Major Collector with a 70 -foot
right of way, three lanes, and a separated, paved path. The Deinhard Lane Extension is estimated to cost
approximately 1.9 million dollars.
SAMSON TRAIL AND DEINHARD LANE INTERSECTION ESTIMATE
A planning estimate is not included for improvements at the intersection of Samson Trail and Deinhard
Lane. The realignment of the west leg of the intersection and the replacement of the paved trail are
expected to cost between $300,000 and $400,000. The installation of a traffic signal is expected to cost
approximately $500,000. A roundabout was also discussed at this intersection. Roundabouts have
variable costs depending on the topography, the diameter of the inner island, the type of landscaping on
the island, etc. A roundabout at the intersection of Samson Trail and Deinhard Lane may cost between
$700,000 and $1.2 Million.
SUMMARY AND RECOMMENDATIONS
The volumes used for this analysis were based on the PM peak hour volumes. According to the roadway
segment and intersection LOS analysis, mitigation on North 3'd Street will be needed under all of the
scenario conditions. It is recommended that the intersections on North 3`d street be signalized as
needed, with the understanding that delays may be longer during peak periods. North 3rd Street is not
planned to be widened, so additional routes may provide the needed relief to North 3rd Street.
The proposed connections at Floyde Street, Samson Trail, and Davis Avenue will balance and distribute
traffic onto Samson Trail, which will require additional mitigation to accommodate the additional traffic
volumes. Additional mitigation is expected on Samson Trail as it becomes another major north/south
route through southeast McCall as a parallel route to North 3rd Street.
The addition of the future development traffic impacts the roadway network as a whole with the most
pressure on the east/west connections like Deinhard Lane and Krahn Lane as vehicles make their way to
North 3rd Street. Any development to the east of Samson Trail should provide traffic analysis for
Stockton Drive and Sheila Lane to monitor the mitigation needed at those intersections on Samson Trail.
As growth occurs, Stockton Drive and Sheila Lane should be monitored and may need to be widened and
improved to accommodate additional traffic to those roadways.
The Deinhard Extension will provide access to future development to the east and will make it so fewer
vehicles travel through local roads in the surrounding neighborhoods to access Samson Trail, thereby,
enhancing critical circulation in the region. It would serve the existing and future school traffic and any
future development traffic on a Collector road instead of a series of local roads. Although the LOS and
capacities of the surrounding roadways do not improve with the Deinhard Lane extension, there is a
benefit to the extension in the circulation of traffic as discussed above.
With all of the proposed connections and the Deinhard Lane Extension, it is recommended that the
intersection of Floyde Street and North 3'd Street be signalized, the intersection of Woodlands
Drive/Floyde Street be an all -way stop, and the intersection of Samson Trail and Deinhard Lane be
signalized.
18
Based on the findings in this report, implementing the proposed connections at Floyde Street, Samson
Trail, and Davis Avenue is recommended to provide improved connectivity through McCall and enhance
circulation for both north/south and east/west traffic. This will also reduce the miles traveled by the
traveling public when vehicles don't have to head out of direction to get to where they're going. The
proposed connections will also provide relief to North 3rd Street, which is not planned to be widened.
The extension of Deinhard Lane to the east is also recommended to provide a Collector road for future
development to the east. This extension would enhance traffic circulation and reduce the traffic that
would route through Woodlands Drive, Stockton Drive, Sheila Lane, and Fox Ridge Road, and the
impacts through these existing neighborhoods. As development occurs east of Samson Trail, it is
recommended that Traffic Impact Studies be prepared to identify the impacts to the local roadways and
to recommend mitigations based on the proposed land uses in the future. Any improvements that are
recommended outside of the jurisdiction of the City in Valley County will need to be approved by Valley
County.
In summary, the following roadway connections are recommended:
• Floyde Street from Timm Street to Samson Trail
• Samson Trail from Colorado Street to Floyde Street
• Davis Avenue from Wanda Avenue to Samson Trail
• Deinhard Lane Extension
The following intersection improvements are recommended:
• Intersection of Floyde Street and North 3rd Street be signalized
• Intersection of Woodlands Drive/Floyde Street be an all -way stop
• Intersection of Samson Trail and Deinhard Lane be signalized
19
APPENDIX
McCall Zoning Map
Trip Generation Tables
Roadway Capacities and Level of Service
Vistro Reports
Estimates
20
Existing Trip Generation by TAZ
PM Peak Hour
Vistro Zone ITE land Use
Units ITE Rate Trips In (rips out Total
210: Single Family Detached Housing
210: Single Family Detached Housing
821: Shoppin Plaza
Total
261 units
58 units
49 1000 sq
094
0.94
5.19
155
35
124
313
179
91
20
129
240 553
105
245
55
253
210 Single Family Detached Housing
2 210 Single Family Detached Housing
210 Single Farm Detached Housing
303 units
9 units
10 units
0.94
0.94
0.94
6
285
Total
210: Single Family Detached Housing
215: Multifamily Housing (Low -Rise)
821 Shop in Plaza
Total
210 Single Family Detached Housing
210: Single Family Detached Housing
210: Single Family Detached Housing
820:Shopping Center
Tot
210: Single Family Detached Housing
821: Shopping plaza
210: Single Family Detached Housing
215: Multifamily Housing ILow-Rise)
820: Shoppin Center
190
12
3
68
84
37
10
0
0
112 302
3
21 units
10 units
27 1000 s h
0.94
0.57
5.19
2
71
81
22
20
6
139
165
58
16
0
4
62
units
17 units
O units
O 1000 sq ft
0.94
0.94
0.94
3.4
27 74
52
124
2
110: General Light Industrial
215: Multifamily Housing Low -Rise)
820: Shopping Center
210: Single Family Detached Housing
6 820: Shopping Center
210: Single Family Detached Housing
110: General Light Industrial
210: Single Family Detached Housing
416..Campground/Recreational Vehicle Park
Total
210 Single Family Detached Housing
Total
150
units
47 1000 sq ft
units
units
1000 sq h
6
0
0
73 1000 sq
49 units
10 1000 sq ft
8 units
18 100019 R
73 units
47 1000 sq ft
62 units
41 Occupied Sites
0.94
5.19
0.94
0.57
3.4
0.65
0.57
3.4
0.94
3.4
0.94
0.65
0.94
0.21
89
120
4
0
16
17
5
30
43
4
37
3
161
44
44
15
141
244
6
O 0
O 0
41
12
18
3
33
25
26
22
6
185
26
26
47
28
35
7
63
69
31
58
9
346
70
70
24
24
181
7
8 210 Single Family Detached Housing
Total
210 Single Family Detached Housing
210: Sin le Famil Detached Housing
Toro
210: Single Family Detached Housing
210: Single Family Detached Housing
520: Elementary School
522: Middle School/junior High School
Total
10
75 units
25 units
0.94
094
193 units
6 tam's
094
094
34 units
78 units
450 students
400 students
094
0 94
0 16
0 15
114
118
20
46
33
29
128
1
23
44
68
54
54
9
67
69
12
27
39
31
109 237
1
14
26
40
32
32
187
32
73
72
60
210 Single Family Detached Housing
11 210 Single Family Detached Housing
210 Single Family Detached Housing
2 units
39 ,,,,,,,
74 units
0 94
0 94
094
2
37
69
108
86
86
Total
210 Single Family Detached Housing
Total
92 units
094
Buildout Trip Generation by TAZ
PM Peak Hour
Vistro Zone ITE land Use
Units
ITE Rate Trips In Trips Out Total
210: Single Family Detached Housing
1 210: Single Family Detached Housing
821: Shopping Plaza
Toti
343
97
81
units
units
1000 sq ft
094
094
5.19
203
58
206
119
34
215
323
92
421
468 368 836
210: Single Family Detached Housing
2 210: Single Family Detached Housing
210: Single Family Detached Housing
487 units
12 units
13 units
Tot.
210: Single Family Detached Housing
3 215: Multifamily Housing (Low -Rise)
821: Shopping Plaza
4
54 units
200 units
54 1000sgft
0.94
0.94
0.94
289
7
8
170
4
4
458
11
12
303 178 481
0.94
0.57
5.19
Ton.
210: Single Family Detached Housing
210: Single Family Detached Housing
210: Single Family Detached Housing
820: Shopping Center
Tot.:
143
46
128
160
units
units
units
1000 sq ft
32
65
137
19
49
142
51
114
279
234 210 444
0.94
0.94
0.94
3.4
210: Single Family Detached Housing
821: Shopping Plaza
5 210: Single Family Detached Housing
215: Multifamily Housing (Low -Rise)
820: Shopping Center
477
47
16
423
265
units
1000 sq ft
units
units
1000 sq ft
0.94
5.19
0.94
0.57
3.4
85
27
76
261
SO
16
45
283
134
43
120
544
449 393 842
283
119
10
137
432
166
124
6
104
468
449
243
15
241
899
Tota'
981 867 1848
110: General Light Industrial
215: Multifamily Housing (Low -Rise)
820: Shopping Center
210: Single Family Detached Housing
6 820: Shopping Center
210: Single Family Detached Housing
110: General Light Industrial
210: Single Family Detached Housing
416: Campground/Recreational Vehicle Park
121
488
203
79
184
73
315
62
41
1000 sq ft
units
1000 sq ft
units
1000 sq ft
units
1000 sq ft
units
Occupied Sites
0.65
0.57
3.4
0.94
3.4
0.94
0.65
0.94
0.21
11
158
332
47
300
43
29
37
3
68
120
359
28
325
25
176
22
6
79
278
691
74
625
69
205
58
9
Total
960 1128 2038
7 210: Single Family Detached Housing
94
units
0.94
55
33
88
Total
55 33 88
8 210: Single Family Detached Housing
31
units
0.94
19
11
30
Total
19
11
30
9
210: Single Family Detached Housing
210: Single Family Detached Housing
Total
658 units
6 units
0.94
0.94
390
3
229
2
619
5
393 231 624
10
210: Single Family Detached Housing
210: Single Family Detached Housing
520: Elementary School
522: Middle School/Junior High School
Tota'.
35
388
450
units
units
students
525 students
094
0.94
0.16
0.15
20
230
33
38
12
135
39
41
32
365
72
79
321 227 548
210: Single Family Detached Housing
11 210: Single Family Detached Housing
210: Single Family Detached Housing
500 units
39 units
185 units
0.94
0.94
0.94
296 174
23 14
109 64
470
37
174
Total
429 252 680
18 210: Single Family Detached Housing
184 units
0.94
109
64
172
Total
109 64 172
60% Buildout Trip Generation by TAZ
PM Peak Hour
Vistro Zone ITE Land Use
Units
ITE Rate Trips In Trips Out Total
210: Single Family Detached Housing
1 210: Single Family Detached Housing
821: Shopping Plaza
Total Reduccd
343
97
81
units
units
3000 sq ft
0.94
0.94
5.19
203
58
206
281 221 378
289
7
8
182 107 289
119
34
215
323
55
253
210: Single Family Detached Housing
2 210: Single Family Detached Housing
210: Single Family Detached Housing
Total Reduced
487
12
13
units
units
units
0.94
0.94
0.94
170
4
4
458
11
12
210: Single Family Detached Housing
3 215: Multifamily Housing (Low -Rise)
821: Shopping Plaza
54
200
54
units
units
1000 sq ft
0.94
0.57
5.19
32
65
137
19
49
142
51
114
279
Total Reduced 140 126 266
210: Single Family Detached Housing
210: Single Family Detached Housing
210: Single Family Detached Housing
820: Shopping Center
Total Reduced
4
143
46
128
160
units
units
units
1000 sq ft
0.94
0.94
0.94
3.4
85
27
76
261
269 236 505
50
16
45
283
134
43
120
544
210: Single Family Detached Housing
821: Shopping Plaza
• 5 210: Single Family Detached Housing
215: Multifamily Housing (Low -Rise)
820: Shopping Center
Total Reduced
477
47
16
423
265
Units
1000 sq ft
units
units
1000 sq ft
0.94
5.19
0.94
0.57
3.4
283
119
10
137
432
588 520 1109
11
158
332
47
300
43
29
37
3
576 677 1253
55
166
124
6
104
468
449
243
15
241
899
110: General Light Industrial
215: Multifamily Housing (Low -Rise)
820: Shopping Center
210: Single Family Detached Housing
6 820: Shopping Center
210: Single Family Detached Housing
110: General Light Industrial
210: Single Family Detached Housing
416: Campground/Recreational Vehicle Park
Total Reduced
210: Single Family Detached Housing
Total Reduced
210: Single Family Detached Housing
Total Reduced
210: Single Family Detached Housing
210: Single Family Detached Housing
Total Reduced
210: Single Family Detached Housing
210: Single Family Detached Housing
520: Elementary School
522: Middle School/Junior High School
Total Reduced
121
488
203
79
184
73
315
62
41
5000 sq ft
units
1000sgft
units
1000sgft
units
1000 sq ft
units
Occupied Sites
0.65
0.57
3.4
0.94
3.4
0.94
0.65
0.94
0.21
68
120
359
28
325
25
176
22
6
79
278
691
74
625
69
205
58
9
7
8
94 units
0.94
33
20
88
33
53
30
31 units
0.94
19
11
11
7
18
619
9
658 units
6 units
0.94
0.94
390
3
229
2
5
236 139 374
10
35
442
450
525
units
units
students
students
0.94
0.94
0.16
0.15
20
262
33
38
353 246 599
172
23
109
251 148 399
109
65
12
154
39
41
32
415
72
79
210: Single Family Detached Housing
11 210: Single Family Detached Housing
210: Single Family Detached Housing
290
39
185
units
units
units
0.94
0.94
0.94
101
14
64
273
37
174
Total Reduced
18 210: Single Family Detached Housing
184 units
0.94
64
38
172
103
Total Reduced
Percent of
8uildout
60%
HORROCKS
11111
Ada
E N G 1 N E E R S
Suburban
2 Lane
Freeway
Arterial
Collector
LOS A
NA
5,800
5,300
LOS B
NA
7,900
7,400
LOS C
NA
10,800
9,700
LOS D
NA
13,400
12,100
LOS E
NA
16,100
14,500
3 Lane
Freeway
Arterial
Collector
LOS A
NA
7,400
5,800
LOS13
NA
9,500
7,900
LOS C
NA
12,400
10,800
LOS D
NA
15,100
13,400
LOS E
NA
17,700
16,100
4 Lane
Freeway
Arterial
Collector
LOS A
31,000
14,700
10,500
LOS B
45,500
20,500
15,200
LOS C
60,000
26,900
20,400
LOS D
70,000
31,200
24,200
LOS E
89,000
39,600
30,600
5 Lane
Freeway
Arterial
Collector
LOS A
NA
15,200
12,600
LOS B
NA
21,500
17,300
LOS C
NA
28,500
23,100
LOS D
NA
32,800
26,900
LOS E
NA
40,300
33,900
6 Lane
Freeway
Arterial
Collector
LOS A
51,000
19,400
NA
LOS B
72,500
27,800
NA
LOS C
95,000
37,600
NA
LOS D
112,000
43,500
NA
LOS E
140,000
55,900
NA
7 Lane
Freeway
Arterial
Collector
LOS A
NA
22,600
NA
LOS B
NA
32,000
NA
LOS C
NA
43,000
NA
LOS D
NA
50,500
NA
LOS E
NA
63,400
NA
8 Lane
Freeway
Arterial
Collector
LOS A
66,500
NA
NA
LOS B
92,000
NA
NA
LOS C
120,000
NA
NA
LOS D
140,000
NA
NA
LOS E
174,000
NA
NA
Maximum Daily Traffic Capacity Estimate
Rural
2 Lane
Freeway
Arterial
Collector
LOS A
NA
5,300
3,700
LOS B
NA
8,900
5,800
LOS C
NA
12,900
8,100
LOS D
NA
17,000
10,500
LOS E
NA
21,000
12,900
3 Lane
Freeway
Arterial
Collector
LOS A
NA
5,800
4,200
LOS B
NA
9,500
6,300
LOS C
NA
14,000
9,100
LOS D
NA
18,300
11,800
LOS E
NA
22,600
14,500
4 Lane
Freeway
Arterial
Collector
LOS A
20,500
8,900
7,400
LOS B
35,000
15,200
12,100
LOS C
50,000
22,000
17,200
LOS D
63,000
28,000
22,000
LOS E
80,000
35,500
27,400
5 Lane
Freeway
Arterial
Collector
LOS A
NA
10,000
8,400
LOS B
NA
16,300
13,700
LOS C
NA
23,700
19,400
LOS D
NA
30,100
24,200
LOS E
NA
37,600
30,600
6 Lane
Freeway
Arterial
Collector
LOS A
29,500
13,100
NA
LOS B
50,500
22,600
NA
LOS C
72,000
32,800
NA
LOS D
91,000
41,900
NA
LOS E
115,000
52,700
NA
7 Lane
Freeway
Arterial
Collector
LOS A
NA
14,200
NA
LOS B
NA
24,200
NA
LOS C
NA
35,500
NA
LOS D
NA
45,200
NA
LOS E
NA
57,000
NA
8 Lane
Freeway
Arterial
Collector
LOS A
NA
NA
NA
LOS B
NA
NA
NA
LOS C
NA
NA
NA
LOS D
NA
NA
NA
LOSE
NA
NA
NA
Assumes ph between 8%and 12%, higher for better LOS and less urban conditions;
No right turn lanes will decrease capacity approximately 5% to 10 %;
Use with caution based on signal spacing, access management and other issues.
Urban/CBD
2 Lane
Freeway
Arterial
Collector
LOS A
NA
6,800
5,800
LOS B
NA
7,900
6,800
LOS C
NA
9,100
8,100
LOS D
NA
10,200
9,100
LOS E
NA
11,300
10,200
3 Lane
Freeway
Arterial
Collector
LOS A
NA
7,900
6,800
LOS B
NA
10,000
8,900
LOS C
NA
12,900
11,300
LOS D
NA
15,600
13,800
LOS E
NA
18,300
16,100
4 Lane
Freeway
Arterial
Collector
LOS A
36,500
13,700
10,000
LOS B
49,500
18,400
13,100
LOS C
63,000
23,700
17,200
LOS D
73,000
28,000
20,400
LOS E
90,000
33,900
24,700
5 Lane
Freeway
Arterial
Collector
LOS A
NA
17,900
14,200
LOS B
NA
23,600
18,900
LOS C
NA
30,100
24,200
LOS D
NA
34,900
28,000
LOS E
NA
42,500
34,400
6 Lane
Freeway
Arterial
Collector
LOS A
58,500
21,500
NA
LOS B
79,000
28,900
NA
LOS C
100,000
37,600
NA
LOS D
118,000
43,500
NA
LOS E
142,000
53,800
NA
7 Lane
Freeway
Arterial
Collector
LOS A
NA
26,300
NA
LOS13
NA
35,200
NA
LOS C
NA
45,200
NA
LOS D
NA
52,700
NA
LOS E
NA
64,000
NA
8 Lane
Freeway
Arterial
Collector
LOS A
78,000
NA
NA
LOS B
102,000
NA
NA
LOS C
127,000
NA
NA
LOS D
148,000
NA
NA
LOS E
176,000
NA
NA
Generated with Mg
Version 2022 (SP 0-0)
VISTRO
Vistro File: S:\...\McCall Traffic Model_Pine Creek
Ranch.vistro
Report File: S:\...\Existing.pdf
Intersection Analysis Summary
Scenario 1: 1 Existing PM Peak Hour
Scenario 1 Existing PM Peak Hour
1/17/2023
ID
Intersection Name
Control Type
Method
Worst Mvmt
V/C
Delay (s/veh)
LOS
4
3rd Street & Flode Street
y
Two-wa sto
y p
HCM 6th
Edition
WB Left
0.336
43.5
E
5
3rd Street & Deinhard Lane
Signalized
HCM 6th
Edition
EB Left
3.481
88.6
F
7
3rd Street & Krahn Lane
Two-wa sto
y p
HCM 6th
Edition
WB Left
0.045
26.2
D
8
3rd Street & Elo Road
Two-wa stop
y
HCM 6th
Edition
WB Left
0.084
24.7
C
9
3rd Street & Lenora Street
Two-wa sto
y p
HCM 6th
Edition
WB Left
1.565
409.9
F
10
Wooley Avenue & Samson
Trail
Two-way stop
HCM 6th
Edition
EB Left
0.108
11.3
B
11
Samson Trail & Woodlands
Drive
Two-way stop
HCM 6th
Edition
WB Left
0.067
10.6
B
12
Deinhard Lane & Samson
Trail
All -way stop
HCM 6th
Edition
NB Thru
0.244
8.8
A
13
Samson Trail & Stockton
Drive
Two-way stop
HCM 6th
Edition
WB Left
0.016
11.6
B
14
Samson Trail & Krahn Lane
Two-way stop HCM 6th
Edition
EB Left
0.013
11.8
B
15
Samson Trail & Sheila Lane
Two-way stop HCM 6th
Edition
WB Left
0.028
12.5
B
V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For
all other control types, they are taken for the whole intersection.
Generated with gri
Version 2022 (SP 0-0)
VISTRO
Vistro File: S:\...\McCall Traffic Model_Pine Creek
Ranch.vistro
Report File: S:\...\Existing.pdf
Turning Movement Volume: Summary
Scenario 1: 1 Existing PM Peak Hour
Scenario 1 Existing PM Peak Hour
1/17/2023
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
4
3rd Street & Floyde Street
0
638
55
42
524
0
0
0
0
46
0
33
1338
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
5
3rd Street & Deinhard Lane
101
441
67
135
369
67
125
66
130
59
49
127
1736
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
7
3rd Street & Krahn Lane
0
539
9
42
484
0
0
0
0
8
0
28
1110
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
8
3rd Street & Elo Road
0
500
27
39
444
0
0
0
0
17
0
45
1072
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
9
3rd Street & Lenora Street
20
321
300
149
337
0
5
32
70
164
18
134
1550
ID
Intersection Name
Northbound
Southbound
Eastbound
Total
Volume
Left
Thru
Thru
Right
Left
Right
10
Wooley Avenue & Samson Trail
56
92
61
67
72
49
397
ID
Intersection Name
Northbound
Southbound
Westbound
Total
Volume
Thru
Right
Left
Thru
Left
Right
11
Samson Trail & Woodlands
Drive
140
53
10
100
47
7
357
Generated with
Version 2022 (SP 0-0)
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
12
Deinhard Lane & Samson Trail
50
109
26
10
76
61
77
28
61
20
28
7
553
Scenario 1: 1 Existing PM Peak Hour
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
13
Samson Trail & Stockton Drive
10
171
18
18
138
0
0
0
11
9
0
14
389
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
14
Samson Trail & Krahn Lane
29
192
0
0
154
4
7
0
36
0
0
0
422
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
15
Samson Trail & Sheila Lane
6
197
27
37
153
1
1
0
4
14
0
23
463
Generated with MO
Version 2022 (SP 0-0)
VISTRO
Vistro File: S:\...\McCall Traffic Model_Pine Creek
Ranch.vistro
Report File: S:\...\Mitigated Buildout All Connections.pdf
Scenario 9: 9 Mitigated Buildout PM Peak Hour All Connections
Scenario 9 Mitigated Buildout PM Peak Hour All
Connections
1/17/2023
Intersection Analysis Summary
ID
Intersection Name
Control Type
Method
Worst Mvmt
V/C
Delay (s/veh)
LOS
4
3rd Street & Floyde Street
Signalized
HCM 6th
Edition
NB Thru
0.705
56.8
E
5
3rd Street & Deinhard Lane
Signalized
HCM 6th
Edition
WB Thru
4.074
331.6
F
6
3rd Street & Jacob Street
Two-way stop HCM
6th
Edition
WB Left
1.265
458.2
F
7
3rd Street & Krahn Lane
Signalized
HCM 6th
Edition
WB Right
0.479
7.7
A
8
3rd Street & Elo Road
Two-way stop HCM
6th
Edition
WB Left
0.914
192.6
F
9
3rd Street & Lenora Street
Signalized
HCM 6th
Edition
NB Thru
0.699
53.4
D
10
Wooley Avenue & Samson
Trail
Two-way stop
HCM 6th
Edition
EB Left
0.279
17.3
C
11
Samson Trail & Woodlands
Drive
All way stop
HCM 6th
Edition
NB Thru
0.468
13.1
B
12
Deinhard Lane & Samson
Trail
Signalized
HCM 6th
Edition
WB Left
0.384
8.5
A
14
Samson Trail & Krahn Lane
Two-way stop HCM
6th
Edition
EB Left
0.047
27.6
D
16
Elo Road & Samson Trail
Two-way stop HCM
6th
Edition
SB Left
1.777
707.9
F
33
New Intersection
Signalized
HCM 6th
Edition
0.000
0.0
A
34
New Intersection
Two-way stop HCM 6th
Edition
SB Left
0.030
8.7
A
V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For
all other control types, they are taken for the whole intersection.
Generated with MI
Version 2022 (SP 0-0)
VISTRO
Vistro File: S:\...\McCall Traffic Model_Pine Creek
Ranch.vistro
Report File: S:\...\Mitigated Buildout All Connections.pdf
Scenario 9: 9 Mitigated Buildout PM Peak Hour All Connections
Scenario 9 Mitigated Buildout PM Peak Hour All
Connections
1/17/2023
Turning Movement Volume: Summary
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
4
3rd Street & Floyde Street
0
930
137
163
828
0
0
4
0
108
4
121
2295
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
5
3rd Street & Deinhard Lane
135
650
141
243
569
124
198
189
158
126
156
219
2908
ID
Intersection Name
Northbound
Southbound
Westbound
Total
Volume
Thru
Right
Left
Thru
Left
Right
6
3rd Street & Jacob Street
707
72
200
653
85
219
1936
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
7
3rd Street & Krahn Lane
0
750
26
41
696
0
0
0
0
25
0
30
1568
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
8
3rd Street & Elo Road
0
691
137
81
633
0
0
0
0
74
0
83
1699
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
9
3rd Street & Lenora Street
27
680
356
122
846
0
5
46
80
199
16
132
2509
ID
Intersection Name
Northbound
Southbound
Eastbound
Total
Volume
Left
Thru
Thru
Right
Left
Right
10
Wooley Avenue & Samson Trail
89
224
161
102
117
52
745
Generated with
Version 2022 (SP 0-0)
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
11
Samson Trail &Woodlands
Drive
220
253
29
7
170
36
55
44
241
18
32
5
1110
Scenario 9: 9 Mitigated Buildout PM Peak Hour All Connections
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
12
Deinhard Lane & Samson Trail
143
328
92
84
277
68
109
99
156
54
64
66
1540
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
14
Samson Trail & Krahn Lane
50
579
0
0
456
5
8
0
61
0
0
0
1159
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
16
Elo Road & Samson Trail
0
277
6
186
219
71
131
86
0
3
85
225
1289
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
33
New Intersection
0
55
0
0
41
27
16
0
0
0
0
0
139
ID
Intersection Name
Northbound
Southbound
Total
Volume
Thru
Right
Left
Thru
34
New Intersection
538
24
30
457
1049
Generated with Mg
Version 2022 (SP 0-0)
VISTRO
Vistro File: S:\...\McCall Traffic Model_Pine Creek
Ranch.vistro
Report File: S:\...\Mitigated Buildout Deinhard Ext.pdf
Scenario 8: 8 Mitigated PM Peak Hour Deinhard Extension
Scenario 8 Mitigated PM Peak Hour Deinhard Extension
Intersection Analysis Summary
1/17/2023
ID
Intersection Name
Control Type
Method
Worst Mvmt
V/C
Delay (s/veh)
LOS
4
3rd Street & Floyde Street
Signalized
HCM 6th
Edition
WB Left
0.784
15.2
B
5
3rd Street & Deinhard Lane
Signalized
HCM 6th
Edition
EB Left
38.625
556.1
F
6
3rd Street & Jacob Street
Two-way stop HCM
6th
Edition
WB Left
2.180
960.5
F
7
3rd Street & Krahn Lane
Signalized
HCM 6th
Edition
WB Right
0.511
5.8
A
8
3rd Street & Elo Road
Two-way stop HCM
6th
Edition
WB Left
1.238
352.0
F
9
3rd Street & Lenora Street
Signalized
HCM 6th
Edition
SB Left
0.847
44.2
D
10
Wooley Avenue & Samson
Trail
Two-wastop
y
HCM 6th
Edition
EB Left
0.314
18.5
C
11
Samson Trail & Woodlands
Drive
Two-way stop
HCM 6th
Edition
WB Left
0.067
13.1
B
12
Deinhard Lane & Samson
Trail
Signalized
HCM 6th
Edition
WB Left
0.400
8.7
A
14
Samson Trail & Krahn Lane
Two-way stop HCM 6th
Edition
EB Left
0.035
21.8
C
15
Samson Trail & Sheila Lane
Two-way stop HCM 6th
Edition
WB Left
0.087
24.2
C
16
Elo Road & Samson Trail
Two-way stop HCM 6th
Edition
SB Left
0.940
229.9
F
V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For
all other control types, they are taken for the whole intersection.
Generated with 121
Version 2022 (SP 0-0)
VISTRO
Vistro File: S:\...\McCall Traffic Model_Pine Creek
Ranch.vistro
Report File: S:\...\Mitigated Buildout Deinhard Ext.pdf
Scenario 8: 8 Mitigated PM Peak Hour Deinhard Extension
Scenario 8 Mitigated PM Peak Hour Deinhard Extension
Turning Movement Volume: Summary
1/17/2023
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
4
3rd Street & Floyde Street
0
1112
151
116
1037
0
0
0
0
134
0
95
2645
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
5
3rd Street & Deinhard Lane
137
702
201
445
597
128
195
193
158
179
151
366
3452
ID
Intersection Name
Northbound
Southbound
Westbound
Total
Volume
Thru
Right
Left
Thru
Left
Right
6
3rd Street & Jacob Street
811
72
193
742
85
229
2132
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
7
3rd Street & Krahn Lane
0
846
23
50
776
0
0
0
0
23
0
38
1756
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
8
3rd Street & Elo Road
0
784
140
78
714
0
0
0
0
75
0
82
1873
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
9
3rd Street & Lenora Street
20
662
467
162
827
0
5
35
70
257
22
150
2677
ID
Intersection Name
Northbound
Southbound
Eastbound
Total
Volume
Left
Thru
Thru
Right
Left
Right
10
Wooley Avenue & Samson Trail
101
212
152
111
129
73
778
Generated with
Version 2022 (SP 0-0)
ID
Intersection Name
Northbound
Southbound
Westbound
Total
Volume
Thru
Right
Left
Thru
Left
Right
11
Samson Trail & Woodlands
Drive
302
53
11
215
32
11
624
VISTRO
Scenario 8: 8 Mitigated PM Peak Hour Deinhard Extension
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
12
Deinhard Lane & Samson Trail
162
183
117
31
117
99
149
186
205
67
126
24
1466
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
14
Samson Trail & Krahn Lane
56
475
0
0
362
4
8
0
66
0
0
0
971
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
15
Samson Trail & Sheila Lane
5
501
35
51
376
1
1
0
3
18
0
31
1022
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
16
Elo Road & Samson Trail
0
180
6
189
136
73
135
83
0
3
85
226
1116
Generated with ari
Version 2022 (SP 0-0)
VISTRO
Vistro File: S:\...\McCall Traffic Model_Pine Creek
Ranch.vistro
Report File: S:\...\Mitigated Buildout Floyde Samson
Davis.pdf
Scenario 10: 10 Mitigated Buildout PM Peak Hour Floyde and Samson Connection
Scenario 10 Mitigated Buildout PM Peak Hour Floyde and
Samson Connection
1/17/2023
Intersection Analysis Summary
ID
Intersection Name
Control Type
Method
Worst Mvmt
V/C
Delay (s/veh)
LOS
4
3rd Street & Floyde Street
Signalized
HCM 6th
Edition
WB Left
0.641
12.2
B
5
3rd Street & Deinhard Lane
Signalized
HCM 6th
Edition
EB Left
35.919
514.5
F
6
3rd Street & Jacob Street
Two-way stop HCM
6th
Edition
WB Left
1.409
508.0
F
7
3rd Street & Krahn Lane
Signalized
HCM 6th
Edition
WB Right
0.447
5.2
A
8
3rd Street & Elo Road
Two-way stop
HCM 6th
Edition
WB Left
0.944
198.0
F
9
3rd Street & Lenora Street
Signalized
HCM 6th
Edition
WB Left
0.634
20.5
C
10
Wooley Avenue & Samson
Trail
Two-way stop
HCM 6th
Edition
EB Left
0.250
15.6
C
11
Samson Trail & Woodlands
Drive
All -way stop
HCM 6th
Edition
EB Right
0.574
14.9
B
12
Deinhard Lane & Samson
Trail
Signalized
HCM 6th
Edition
WB Left
0.364
8.2
A
14
Samson Trail & Krahn Lane
Two-way stop
HCM 6th
Edition
EB Left
0.054
27.9
D
15
Samson Trail & Sheila Lane
Two-way stop
HCM 6th
Edition
WB Left
0.090
30.3
D
16
Elo Road & Samson Trail
Two-way stop HCM 6th
Edition
SB Left
2.185
915.9
F
31
New Intersection
Two-way stop HCM 6th
Edition
SB Left
0.079
9.0
A
V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For
all other control types, they are taken for the whole intersection.
Generated with 1241
Version 2022 (SP 0-0)
VISTRO
Vistro File: S:\...\McCall Traffic Model_Pine Creek
Ranch.vistro
Report File: S:\...\Mitigated Buildout Floyde Samson
Davis.pdf
Scenario 10: 10 Mitigated Buildout PM Peak Hour Floyde and Samson Connection
Scenario 10 Mitigated Buildout PM Peak Hour Floyde and
Samson Connection
1/17/2023
Turning Movement Volume: Summary
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
4
3rd Street & Floyde Street
0
868
149
127
786
0
0
4
0
117
4
88
2143
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
5
3rd Street & Deinhard Lane
137
632
121
214
559
130
206
180
160
116
149
179
2783
ID
Intersection Name
Northbound
Southbound
Westbound
Total
Volume
Thru
Right
Left
Thru
Left
Right
6
3rd Street & Jacob Street
686
72
196
640
85
203
1882
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
7
3rd Street & Krahn Lane
0
731
26
38
687
0
0
0
0
25
0
27
1534
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
8
3rd Street & Elo Road
0
677
150
79
627
0
0
0
0
79
0
79
1691
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
9
3rd Street & Lenora Street
27
655
256
122
813
0
5
79
80
150
41
132
2360
ID
Intersection Name
Northbound
Southbound
Eastbound
Total
Volume
Left
Thru
Thru
Right
Left
Right
10
Wooley Avenue & Samson Trail
59
224
161
102
117
44
707
Generated with
Version 2022 (SP 0-0)
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
11
Samson Trail &Woodlands
Drive
254
230
65
12
161
32
44
81
251
39
57
9
1235
Scenario 10: 10 Mitigated Buildout PM Peak Hour Floyde and Samson Connection
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
12
Deinhard Lane & Samson Trail
149
412
35
24
353
73
120
34
165
22
26
17
1430
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
14
Samson Trail & Krahn Lane
48
598
0
0
450
5
9
0
58
0
0
0
1168
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
15
Samson Trail & Sheila Lane
5
619
27
39
468
2
1
0
3
14
0
26
1204
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
16
Elo Road & Samson Trail
0
278
6
188
220
77
144
84
0
3
82
229
1311
ID
Intersection Name
Northbound
Southbound
Total
Volume
Thru
Right
Left
Thru
31
New Intersection
543
51
78
462
1134
Generated with 1213
Version 2022 (SP 0-0)
VISTRO
Vistro File: S:\...\McCall Traffic Model_Pine Creek
Ranch.vistro
Report File: S:\...\Mitigated Buildout.pdf
Scenario 7 Mitigated Buildout PM Peak Hour
Intersection Analysis Summary
1/17/2023
ID
Intersection Name
Control Type
Method
Worst Mvmt
V/C
Delay (s/veh)
LOS
4
3rd Street & Floyde Street
Signalized
HCM 6th
Edition
WB Left
0.803
15.9
B
5
3rd Street & Deinhard Lane
Signalized
HCM 6th
Edition
EB Left
33.007
420.4
F
6
3rd Street & Jacob Street
Two-wa sto
y p
HCM 6th
Edition
WB Left
2.412
1,085.9
F
7
3rd Street & Krahn Lane
Signalized
HCM 6th
Edition
WB Left
0.597
8.0
A
8
3rd Street & Elo Road
Two-wa y sto p
HCM 6th
Edition
WB Left
0.975
273.6
F
9
3rd Street & Lenora Street
Signalized
HCM 6th
Edition
SB Left
0.860
48.3
D
10
WooleyAvenue & Samson
Trail
Two-way stop
HCM 6th
Edition
EB Left
0.283
16.5
C
11
Samson Trail & Woodlands
Drive
Two-way stop
HCM 6th
Edition
WB Left
0.186
14.4
B
12
Deinhard Lane & Samson
Trail
Signalized
HCM 6th
Edition
WB Left
0.407
9.3
A
14
Samson Trail & Krahn Lane
Two-way stop HCM 6th
Edition
EB Left
0.340
27.0
D
16
Elo Road & Samson Trail
Two-way stop HCM 6th
Edition
SB Left
0.656
83.3
F
27
New Intersection
Two-way stop HCM 6th
Edition
WB Left
0.083
20.9
C
V/C, Delay, LOS: For two-way stop, these values are taken from the movement with the worst (highest) delay value. For
all other control types, they are taken for the whole intersection.
Generated with MI
Version 2022 (SP 0-0)
VISTRO
Vistro File: S:\...\McCall Traffic Model_Pine Creek
Ranch.vistro
Report File: S:\...\Mitigated Buildout.pdf
Scenario 7 Mitigated Buildout PM Peak Hour
Turning Movement Volume: Summary
1/17/2023
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
4
3rd Street & Floyde Street
0
1148
151
116
1083
0
0
0
0
134
0
95
2727
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
5
3rd Street & Deinhard Lane
135
709
220
483
606
128
195
135
156
197
105
396
3465
ID
Intersection Name
Northbound
Southbound
Westbound
Total
Volume
Thru
Right
Left
Thru
Left
Right
6
3rd Street & Jacob Street
834
72
193
766
85
229
2179
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
7
3rd Street & Krahn Lane
0
864
94
57
794
0
0
0
0
69
0
42
1920
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
8
3rd Street & Elo Road
0
874
77
77
778
0
0
0
0
48
0
82
1936
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
9
3rd Street & Lenora Street
20
724
442
167
880
0
5
37
70
250
24
154
2773
ID
Intersection Name
Northbound
Southbound
Eastbound
Total
Volume
Left
Thru
Thru
Right
Left
Right
10
Wooley Avenue & Samson Trail
72
212
152
111
129
56
732
Generated with
Version 2022 (SP 0-0)
ID
Intersection Name
Northbound
Southbound
Westbound
Total
Volume
Thru
Right
Left
Thru
Left
Right
11
Samson Trail & Woodlands
Drive
273
138
16
192
89
10
718
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
12
Deinhard Lane & Samson Trail
225
195
40
12
130
139
208
36
294
28
25
9
1341
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
14
Samson Trail & Krahn Lane
56
419
0
0
327
54
86
0
67
0
0
0
1009
ID
Intersection Name
Northbound
Southbound
Eastbound
Westbound
Total
Volume
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
16
Elo Road & Samson Trail
0
184
6
189
141
45
72
83
0
3
85
226
1034
ID
Intersection Name
Northbound
Southbound
Westbound
Total
Volume
Thru
Right
Left
Thru
Left
Right
27
New Intersection
399
35
94
358
21
61
968
Citt1 of McCall
2023 Roadway Estimate
Floyde Street from Timm Street to Spring Mountain Ranch Blvd.
Collector Rural (0.28 Miles)
Description
Unit
Unit Cost
Quantity
Total
Asphalt (4.0 inches)
ton
$180.00
1,000
$180,000.00
Base Course (4.0 inches)
cu yd
$64.00
700
$44,800.00
Granular Borrow (13.0 inches)
cu yd
$50.00
3,800
$190,000.00
10' Separated Paved Path
sq ft
$4.00
15,000
$60,000.00
10' Right -of -Way for Paved Path
acre
$150,000.00
0.3
$51,652.89
Right - of - Way
acre
$150,000.00
3
$450,000.00
Existing Conditions
New roadway
Separated 10' paved path
No curb and gutter
No sidewalk
Assumptions
4.00 inch Thick Asphalt
Pavement Width of 34.00 ft
Right -Of -Way of 70.00 ft
4.00 inch Thick Base Course
13.00 inch Thick Granular Borrow
Added 10' Right -Of -Way for path
SUBTOTAL
$976,452.89
SUBTOTAL $976,452.89
Drainage (10%) $97,646.00
Mobilization (10%) $97,646.00
Traffic Control (10%) $97,646.00
Subtotal $1,269,390.89
Construction Contingency (20%) $253,879.00
Bid -Contingency (0%) $0.00
Subtotal $1,523,269.89
Engineering (20%) $253,879.00
GRAND TOTAL $1,777,148.89
Horrocks.
Giti o f McGa.11
2023 Roadway Estimate
Samson Trail from 600 feet East of Colorado Street to Floyde
Collector Rural (0.38 Miles)
Description
Unit
Unit Cost
Quantity
Total
Asphalt (4.0 inches)
ton
$180.00
1,800
$324,000.00
Base Course (4.0 inches)
cu yd
$64.00
600
$38,400.00
Granular Borrow (13.0 inches)
cu yd
$50.00
3,600
$180,000.00
10' Wide Separated Path
sq ft
$5.00
20,000
$100,000.00
10' Right -of -Way for Separated Path
acre
$150,000.00
0.5
$68,870.52
Right - of - Way
acre
$150,000.00
3
$450,000.00
Existing Conditions
New roadway
Separated 10' path on one side
No curb and gutter
No sidewalk
Assumptions
4.00 inch Thick Asphalt
Pavement Width of 34.00 ft
Right -Of -Way of 70.00 ft
4.00 inch Thick Base Course
13.00 inch Thick Granular Borrow
Added 10' Right -Of -Way for path
SUBTOTAL
1,161,270.52
SUBTOTAL $1,161,270.52
Drainage (10%) $116,128.00
Mobilization (10%) $116,128.00
Traffic Control (10%) $116,128.00
Subtotal $1,509,654.52
Construction Contingency (20%) $301,931.00
Bid -Contingency (0%) $0.00
Subtotal $1,811,585.52
Engineering (20%) $301,931.00
GRAND TOTAL $2,113,516.52
Horrocks.
Citii of McCall
2023 Roadway Estimate
Deinhard Lane Extension from Samson Trail to the East 1,600'
Collector Rural (0.30 Miles)
Descnption
Unit
Unit Cost
Quantity
Total
Asphalt (4.0 inches)
ton
$180.00'
1,500
'
$270,000.00
Base Course (4.0 inches)
cu yd
$64.00
700
$44,800.00
Granular Borrow (12.0 inches)
cu yd
$50.00
4,100
$205,000.00
10' Wide Separated Path
sq ft
$5.00
r
16,000
'
$80,000.00
30" High Back Curb & Gutter
ft
$35.00
-
$0.00
Right - of - Way
acre
$150,000.00
3
$450,000.00
SUBTOTAL
$1,049,800.00
SUBTOTAL $1,049,800.00
Drainage (10%) $104,980.00
Mobilization (10°/C) $104,980.00
Existing Conditions Traffic Control (10%) $104,980.00
New roadway Subtotal $1,364,740.00
Separated 10' path on one side Construction Contingency (20%) $272,948.00
No curb and gutter Bid -Contingency (0%) $0.00
No sidewalk Subtotal $1,637,688.00
Engineering (20%) $272,948.00
GRAND TOTAL $1,910,636.00
Assumptions
4.00 inch Thick Asphalt
Pavement Width of 34.00 ft
Right -Of -Way of 70.00 ft
4.00 inch Thick Base Course
12.00 inch Thick Granular Borrow
Horrocks.