BICYCLE AND PEDESTRIAN 

ACCESS PLAN

FINAL | O C T O B E R 2 0 1 6 

LAKE LOWELL AREA
ACKNOWLEDGMENTS

TECHNICAL ADVISORY COMMITTEE (TAC)

Bill Buckindorf, Caldwell Bike/Ped Committee

Paul Mann, Caldwell Bike/Ped Committee

Jarom Wagoner, Caldwell Planning & Zoning Department

Bruce Wiley, Cyclist Advocate (Nampa)

Dan Narsavage, Ada County

Mark Wasdahl, Idaho Transportation Department

Tom Laws, COMPASS

Cheyne Weston, FACTS

Scott Rineker, Idaho Fish and Game

Will Geer, Bureau of Reclamation

LaRita Schandorff, Bike Walk Nampa

Ted Vanegas, Idaho Transportation Department (ITD)

Tom Ritthaler, Irrigation Districts

Tom Bicak, Canyon County 

CORE TEAM

Stan Culling, Deer Flat National Wildlife Refuge

Susan Kain, Deer Flat National Wildlife Refuge

Annette deKnijf, Deer Flat National Wildlife Refuge

Tim Richard, Canyon Highway District 4 

Eric Shannon, Nampa Highway District 1 

Nick Lehman, Nampa Highway District 1 

Brian Billingsley, City of Caldwell 

Karla Nelson, City of Nampa 

Bill Adams, Law Enforcement/ Sheriffs Office

Dana Maxfield, Law Enforcement/ Sheriffs Office

Susan Law, FHWA-Western Federal Lands

Trisha Nilsson, Canyon County

CONSULTANT TEAM

Brian Valentine, Kimley-Horn

Lisa Bachman, J-U-B Engineers, Inc.

Joe Gilpin, Alta Planning & Design

Elizabeth Spaulding, The Langdon Group

Kristi Watkins, J-U-B Engineers, Inc.
TABLE OF CONTENTS | OCTOBER 2016 PAGE 1

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

TABLE OF CONTENTS

Chapter 1: Executive Summary ..............................................................6

Purpose............................................................................................................................7

Study Process...................................................................................................................8

Plan Goals.........................................................................................................................8

Needs ...............................................................................................................................8

Recommendations and Priorities ......................................................................................9

Summary .......................................................................................................................12

Overview of Document....................................................................................................12

The Public Process..........................................................................................................12

Chapter 2: Goals and Objectives ........................................................... 13

Introduction ................................................................................................................... 14

Goals and Objectives .......................................................................................................16

Chapter 3: Existing Conditions Summary and Needs Assessment....... 17

Introduction ...................................................................................................................18

Existing Conditions Summary.....................................................................................................................18

Needs Assessment.........................................................................................................20

Safety .......................................................................................................................................................20

Mobility .....................................................................................................................................................25

Environmental Sustainability ......................................................................................................................30

Mode Choice ............................................................................................................................................32

Quality of Life.............................................................................................................................................33

Technical Advisory Committee (TAC) Input – Meeting No. 1 ........................................................................34

Chapter 4: Recommendations and Prioritization .................................36

Recommendations..........................................................................................................37

Plan Development Methodology ................................................................................................................37

Facility Definitions ......................................................................................................................................39

Recommended Projects.............................................................................................................................40

Project Evaluation...........................................................................................................49

Evaluation Methodology .............................................................................................................................49

Project Prioritization.......................................................................................................51

Prioritization Criteria ...................................................................................................................................51

Chapter 5: Implementation Plan ..........................................................55

Implementation Plan ......................................................................................................56

Grants and Funding ...................................................................................................................................56

Short-Term (5-10 Years) Prioritized Projects.................................................................................................58

Project Implementation ..............................................................................................................................59

Maintenance Recommendations, Implementation Plan Checklist, and Project Summary Sheets ................. 60

Appendices......................................................................................... 107
PAGE 2

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

LIST OF TABLES | OCTOBER 2016

LIST OF TABLES

Table 1 – Recommended Bicycle and Pedestrian Facilities from Caldwell .................................................40

Table 2 – Recommended Bicycle and Pedestrian Facilities from Nampa .................................................. 43

Table 3 – Recommended Bicycle and Pedestrian Network around Lake Lowell .........................................46

Table 4 – Measures of Effectiveness ..........................................................................................................50

Table 5 – Prioritization Criteria with Point Value .........................................................................................51

Table 6 – Prioritization Matrix .....................................................................................................................52

Table 7 – Prioritization Results ...................................................................................................................53

Table 8 – Short-term (5-10 years) Prioritized Projects .................................................................................58

Table 9 – Plan Implementation Checklist ....................................................................................................61

Table A1 – City of Nampa Residential Districts ........................................................................................121

Table A2 – Typical Roadway Lane Widths for Rural and Urban Roadways under District Jurisdiction .....125

Table A3 – NRCS Prime Farmland/Farmland of Statewide Importance ...................................................133

Table A4 – Hazardous Materials Summary ...............................................................................................137

Table A5 – Demographic Information .......................................................................................................139

Table A6 – 4(f) Public Parks, Schools, and Wildlife and Waterfowl Refuges in the Study Area ................. 141

Table A7 – LWCF 6(f) Resources .............................................................................................................. 141

Table A8 – Environmental Resources and Relationship to Future/Proposed Priority Projects ..................146

Table A9 – Potential Affected Resources within Priority Route Areas ......................................................149
PAGE 3

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

LIST OF FIGURES | OCTOBER 2016

LIST OF FIGURES

Figure 1 – Study Area Vicinity Map ............................................................................................................14

Figure 2 – Study Area .................................................................................................................................15

Figure 3 – Crashes 2009-2013 ...................................................................................................................21

Figure 4 – Proposed Bike, Pedestrian, and Transit Network ......................................................................26

Figure 5 – Existing Bike and Pedestrian Network ...................................................................................27

Figure 6 – Recommended Lake Lowell Bicycle and Pedestrian Access .....................................................41

Figure 7 – Recommended Caldwell Bicycle and Pedestrian Access ..........................................................42

Figure 8 – Recommended Nampa Bicycle and Pedestrian Access ........................................................... 44

Figure 9 – Recommended Lake Lowell Bicycle and Pedestrian Circulation ...............................................48

Figure 10 – Priority 1 Projects ................................................................................................................... 54

Figure A1 – Public Lands ......................................................................................................................... 119

Figure A2 – Average Daily Traffic (2009-2013 ...........................................................................................127

Figure A3 – Average Annual Daily Traffic (2013) .......................................................................................128

Figure A4 – Environmental Resources Prime Farmland ..............................................................................130

Figure A5 – Environmental Resources Wetlands, Flood Zones, and Waterways ........................................131

Figure A6 – Hazardous Materials, 4(f)/6(f) Properties, Pathway Concerns ...............................................132

Figure A7 – Environmental Resources ................................................................................................................... 145
PAGE 4

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

LIST OF EXHIBITS | OCTOBER 2016

LIST OF EXHIBITS

Exhibit 1 – Four General Types of Bicyclists ...............................................................................................38

Exhibit 2 – Typical Shared-Use Path ...........................................................................................................39

Exhibit 3 – Typical Shared-Use Sidepath ....................................................................................................39

Exhibit 4 – Typical Signed Route Roadway .................................................................................................39

Exhibit 5 – Typical Shared Roadway ...........................................................................................................39

Exhibit 6 – Typical Bicycle Lane ..................................................................................................................39

Exhibit 7 – Typical Shoulder Bikeway .........................................................................................................40

Exhibit A1 – Gotts Point Access: Looking West from Greenhurst Road Towards Gotts Point ...................... 112

Exhibits A2, A3, and A4 – Existing Firebreak: Lake Shore Drive ............................................................. 113

Exhibits A5 and A6 – Lower Dam Recreation Area: Parking, Waterfront Area ......................................... 115

Exhibits A7 and A8 – Riverside Road: Existing 14-foot-wide Shoulder, 

East Side of the Roadway and South of the Lower Dam Recreation Area.................................................. 116

Exhibit A9 – Entrance near Upper Dam Recreation Area, 

Looking at Lake Lowell Park (Canyon County Park)................................................................................... 116

Exhibit A10 – Upper Dam: Interpretive Sign at Beginning of Closed Roadway/Existing Walkway ............. 116

Exhibit A11 – Upper Dam: Closed Roadway/Walkway, Looking West 

from Boat Ramp Toward Visitor Center...................................................................................................... 116

Exhibit A12 – East Side Recreation Area: East of Tio Lane on East Dike Trail ......................................... 117

Exhibit A13 – East Side Recreation Area: West of Tio Lane on Kingfisher Trail ........................................ 117

Exhibit A14 – Lake Lowell Access: South Side of the Lake from Lake Shore Drive .................................. 117

Exhibit A15 – Signage at Parking Area Along Lake Shore Drive ................................................................ 117

Exhibits A16 and A17 – Lake Lowell Park (Canyon County) across Iowa Avenue/Lake Avenue 

from the Upper Dam Recreation Area ....................................................................................................... 118

Exhibit A18 – Existing Typical Roadway Section ......................................................................................123

Exhibit A19 – Possible Typical Roadway Section with Bike Lanes/Routes ...............................................123

Exhibit A20 – Lane Width on SH 55 and SH 45 ......................................................................................124
PAGE 5

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

LIST OF APPENDICES | OCTOBER 2016

LIST OF APPENDICES

Appendix A. Existing Conditions ..............................................................................................................109

Appendix B. Environmental Scan..............................................................................................................143

Appendix C. Area Crime Report Map: Deer Flat Refuge ...........................................................................164

Appendix D. City of Nampa Bicycle and Pedestrian Master Plan Maps....................................................166

Appendix E. City of Caldwell Pathways and Bike Routes Master Plan Map..............................................170

Appendix F: Figure 2.1: Existing Conditions Key Map, Nampa .................................................................172

Appendix G: Figure 2: Map of Existing Pathways and Bike Routes, Caldwell .......................................... 174

Appendix H: Deer Flat National Wildlife Refuge ........................................................................................ 176

Appendix I: Future Land Use Maps/Zoning Maps ....................................................................................178

Appendix J: Idaho Transportation Department AADT 2013 ......................................................................184

Appendix K: Idaho Dept. of Environment Quality Non-attainment Map ....................................................188

Appendix L: Designated Sole Source Aquifers in EPA Region 10 .............................................................190

Appendix M: Design Guidelines................................................................................................................192
EXECUTIVE SUMMARY

CHAPTER 1
CHAPTER 1 - EXECUTIVE SUMMARY | OCTOBER 2016 PAGE 7

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

PURPOSE

The Lake Lowell Area and the Deer Flat National Wildlife Refuge (DFNWR or the Refuge) are critical 

natural resources. The DFNWR provides important habitat and safe haven for wildlife while Lake 

Lowell provides the water storage necessary for cropland irrigation. Together, they are also an 

economic resource helping to drive the recreational, tourism, and agricultural industries of Canyon 

County and the neighboring communities of Nampa and Caldwell. 

Recognizing the value of these resources, a sustainable approach is required to both protect the 

natural resource and leverage the recreational and economic benefits. Accessibility for visitors is one 

element of an integrated approach to managing these sometimes conflicting objectives. Providing 

more robust mode choices for travel to and around the Lake Lowell area enhances sustainability and 

complements the area’s value as a natural resource.

The Lake Lowell Area 

Bicycle and Pedestrian 

Access Plan identifies 

short- and long-range 

bicycle and pedestrian 

facilities that will provide 

the public with safer 

and more convenient 

access to the area 

around Lake Lowell 

and the Refuge, which 

is currently served by 

higher speed rural roads 

with narrow shoulders. 

The increased use 

of non-motorized 

transportation 

connections to the 

Lake Lowell area and 

recreation sites within 

the Refuge enhances 

the safety and visitor 

experience, while 

minimizing the need to widen rural roads. The plan also increases connectivity to and from the cities of 

Nampa and Caldwell and around Canyon County and provides real and effective travel mode choices.

VISION STATEMENT

The Lake Lowell Area Bicycle and Pedestrian Access Plan will result in 

a long-range plan that will allow a coordinated effort between the various 

stakeholder agencies to develop bicycle and pedestrian facilities that will provide 

a safer environment for the growing number of users choosing 

non-motorized transportation modes within the Lake Lowell area.

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7th St

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2nd St

Orchard Ave Hoadley Rd

11th Ave

Roosevelt Ave

Caldwell Blvd

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Cherry Ln

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Smith Ave

Orchard Ave

Riverside Rd

Lone Star Rd

Lake Shore Dr

84

84

55 55

45

45

0 .5 1 2

Miles°

Marsing Rd

Caldwell

Nampa

Lake Lowell

84

84

Study Area

Deer Flat Wildlife Refuge

Caldwell Vicinity

Nampa Vicinity 

LEGEND
CHAPTER 1 - EXECUTIVE SUMMARY | OCTOBER 2016 PAGE 8

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

STUDY PROCESS

The Lake Lowell Area Bicycle and Pedestrian Access Plan was:

 Developed through a goals-driven process

 Guided by a stakeholder engagement process

 Supported by technical analysis and a series of cascading decisions that connected goals to 

implementation priorities

PLAN GOALS

The following goals and objectives for the Lake 

Lowell Area Bicycle and Pedestrian Access Plan were 

developed through input from project stakeholders 

and the public.

Goal #1: Improve Bicycle and Pedestrian Mobility in 

the Lake Lowell Area

Goal #2: Improve Connectivity to the Lake Lowell Area 

from Canyon County and the cities of Nampa and 

Caldwell

Goal #3: Enhance Environmental Quality and Reduce 

Roadway Congestion

Goal #4: Promote Healthy Lifestyles

Specific objectives for each of these goals were also 

developed to guide the development of solutions and the steps necessary to achieve them.

NEEDS

The bicycle and pedestrian environment within the study area received an in-depth analysis of specific 

needs based on key findings from previously adopted and completed plans, public participation 

efforts, surveys, and maps from each participating agency.

Needs were evaluated in the areas of:

 Safety

 Mobility

 Environmental Sustainability

 Mode Choice

 Quality of Life

TECHNICAL ANALYSIS

TECHNICAL ANALYSIS

Implementation

Implementation

Study 

Process

STAKEHOLDER & TECHNICAL ADVISORY COMMITTEE GUIDANCE

STAKEHOLDER & TECHNICAL ADVISORY COMMITTEE GUIDANCE

STUDY 

PROCESS

STUDY 

PROCESS

Priorities

Priorities

Solutions

Solutions

Needs

Needs

Goals

Goals

GOAL #1

Mobility

GOAL #3

Environment

GOAL #2

Connectivity

GOAL #4

Lifestyle
CHAPTER 1 - EXECUTIVE SUMMARY | OCTOBER 2016 PAGE 9

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

RECOMMENDATIONS AND PRIORITIES

RECOMMENDED NETWORK

Upon completion of the needs analysis, the identified needs were organized into two major 

categories. These categories included identified projects that provide:

 Access to the area

 Circulation within the area

Needs in the category of access to the area were further evaluated by looking at specific connections 

to the communities of Caldwell and Nampa. This evaluation provided insights to develop a 

recommended connection network.

Similarly, the needs for providing better circulation within the area were evaluated through a node and 

network analysis of use areas, use types, and their interconnections. This evaluation allowed for the 

development of a recommended circulation network.

PROJECT EVALUATION

The recommended bicycle and pedestrian networks were evaluated relative to existing infrastructure, 

connectivity, and ease of implementation to define a list of over 50 potential projects. Both networks 

were also evaluated considering the range of user types (bicycle and pedestrian) and skill level, 

and an appropriate variety of facility types were integrated into the recommended networks. The 

resulting specific projects were evaluated relative to project goals and cost effectiveness to develop a 

recommended list of projects. 

PRIORITIZATION

The project list developed from the needs analysis and further refined by the project evaluation was 

then prioritized based on 14 criteria developed with input from the Technical Advisory Committee 

(TAC). These criteria reflect the goals for the plan, cost effectiveness, and support. The criteria are:

Total 

Points Category Point Value Prioritization Criteria

31 Spatial/Gap/Termini

12 Fill Missing Bike/Ped Link

11 Facility Within 1⁄4 Mile of Residential/Commercial Land Use

8 Facility Within 1⁄4 Mile of Activity Center (Park, School)

27 Safety

14 Increase Comfort, Safety and Convenience For All Users

13 Reduce Vehicle, Bike/Ped, Rec Visitor Conflicts

23 Readiness

10 Cost and Availability/Certainty of Funds

9 Project Readiness & Delivery Schedule

4 Ability to Serve Exist & Growing Population

13 Environmental

7 Impacts to Protected Species and Habitat

3 Impacts to Natural or Historic Resources

2 Improve Visual/Aesthetic

1 Water Quality Impacts

11 Partnerships/

Support

6 Project Support

5 Identified in Other Plans or Has Support
CHAPTER 1 - EXECUTIVE SUMMARY | OCTOBER 2016 PAGE 10

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

The resulting project priorities were then grouped into tiers with input from the TAC. The highest priority 

Tier 1 included the following 16 projects out of the 50+ projects initially identified. 

IMPLEMENTATION PLAN

The plan’s ultimate success will be measured throughout the time frame of its implementation. 

It requires consideration of current and future decisions on funding, flexibility to meet future 

conditions or opportunities, and long-term maintenance.

FUNDING OPTIONS

Potential funding sources include both transportation and recreational programs and grants. There 

are also emerging opportunities related to health organizations. A summary of these options is 

presented in Chapter 5 of the plan.

NEXT STEPS

There are numerous opportunities for stakeholders and agencies to advance the projects and 

priorities of the Lake Lowell Area Bicycle and Pedestrian Access Plan. These steps include:

 Incorporating priority projects into near-term project programming

 Collaborating to identify funding opportunities

 Implementing shared maintenance agreements or other collaborative approaches to enhance the 

sustainability of the network

 Reviewing, revising, and adapting the plan to future conditions through regular and ongoing TAC 

meetings

Priority Label* Corridor Facility Type Facility Access Miles

1 A 10th Ave Shared-Use Path/Sidepath Caldwell Access 2.98

1 B Indiana Ave Bicycle Lanes Caldwell Access 4.51

1 C Lake Ave Bicycle Lanes Caldwell Access 5.26

1 G Upper Embankment Rd Shared-Use Path Lake Lowell Access 0.72

1 H Lake Lowell Park Path Shared-Use Path Lake Lowell Access 0.72

1 I Iowa Ave Shared Roadway Lake Lowell Access 0.97

1 M Highway 45 Sidepath Shared-Use Path Lake Lowell Access 1.25

1 N Lake Shore Dr Paved Bicycle Shoulders Lake Lowell Access 11.06

1 O Riverside Rd Paved Bicycle Shoulders Lake Lowell Access 2.06

1 P Orchard Ave Shared Roadway Lake Lowell Access 2.57

1 D Midway Rd Sidepath Shared-Use Path Nampa Access 2.29

1 E Roosevelt Ave Bicycle Lanes Nampa Access 4.95

1 F Lake Lowell Ave Shared Roadway Nampa Access 3.92

1 J Iowa Ave Bicycle Lanes Nampa Access 3.02

1 K Greenhurst Rd Shared Roadway Nampa Access 1.02

1 L Greenhurst Rd Bicycle Lanes Nampa Access 2.00

* Caldwell Access Lake Lowell Access Nampa Access

CHAPTER 1 - EXECUTIVE SUMMARY | OCTOBER 2016 PAGE 12

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

THE PUBLIC 

PROCESS

A robust public 

involvement process 

guided this plan. Multiple approaches 

were applied to engage the public and 

stakeholders. Their input shaped project 

direction and outcomes including:

 Identifying goals and objectives

 Developing a complete list of needs 

relative to project goals

 Identifying and weighting of project 

prioritization criteria

 Selecting priority projects

Engagement approaches included:

 TAC – A Technical Advisory Committee (TAC) was developed to provide 

specific feedback on the goals of 

the plan, needed connectivity, and 

other opportunities and constraints. 

The TAC comprised stakeholders 

from COMPASS, Boise Project, local 

bicycle and pedestrian advocacy 

groups, and other organizations 

active within the Lake Lowell Area.

 3P Visual Web Map/Survey – An 

online survey and web map were used 

to obtain feedback from the general 

public on specific locations of concern. 

The online survey was highlighted on 

websites of Nampa and Caldwell, as 

well as distributed via email blasts by 

the TAC and Core Team members.

 Listening Stations – A listening 

station was set up at the Lake Lowell 

marathon to obtain feedback from 

users and visitors of DFNWR.

 Public Review – The draft plan was 

posted online for public review and 

comment.

The feedback obtained from the above 

outreach influenced the planned 

connectivity, priority projects, and 

implementation elements of the plan.

SUMMARY

The Lake Lowell Area Bicycle and Pedestrian 

Access Plan was developed through a 

collaborative process. The aspirational goals 

identified by the stakeholders and agencies 

of the TAC reflect the inherent value of the 

existing environmental resources and recreation 

destination of the Lake Lowell area. The plan 

is intended to help preserve and protect this 

resource while providing a complementary means 

of access for the benefit of visitors and residents, 

wildlife and water, economy, and environment.

OVERVIEW OF DOCUMENT

Chapter 1: Executive Summary

 Provides brief overview of Lake Lowell Area 

Bicycle and Pedestrian Access Plan.

Chapter 2: Goals and Objectives

 Summarizes goals and objectives of the Plan.

Chapter 3: Existing Conditions Summary 

and Needs Assessment

 Provides an overview summary of the area's 

existing conditions followed by a comprehensive Needs Assessment examining safety, 

mobility, environmental sustainability, mode 

choice, and overall quality of life considerations.

Chapter 4: Recommendations and 

Prioritization

 Details the process and outcomes of identifying and prioritizing proposed projects to help 

provide access to and around Lake Lowell 

and the Refuge.

Chapter 5: Implementation Plan

 Provides an overview of grants and funding 

sources, methods to implement short-term 

(5 – 10 year) prioritized projects, phasing and 

maintenance recommendations, and Project 

Summary Sheets for prioritized projects.
GOALS AND OBJECTIVES

CHAPTER 2
CHAPTER 2 - GOALS AND OBJECTIVES | OCTOBER 2016 PAGE 14

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

INTRODUCTION

Lake Lowell and Deer Flat National Wildlife 

Refuge (DFNWR or the Refuge) are located in 

southwestern Idaho as shown in Figure 1 – 

Study Area Vicinity Map. Increased interest in 

non-motorized transportation connections from 

the cities of Nampa and Caldwell and around 

Canyon County to the Lake Lowell area and to 

recreation sites within the Refuge presents safety 

and visitor experience concerns due to rural roads 

with narrow shoulders. 

The Lake Lowell Area Bicycle and Pedestrian 

Access Plan is a long-range plan for bicycle and 

pedestrian facilities that will provide the public 

with safer and more convenient access to the 

area around Lake Lowell and the Refuge. This 

study involved a coordinated effort between 

various stakeholder agencies including the Federal 

Highway Administration (FHWA) Western Federal 

Lands, City of Nampa, City of Caldwell, Canyon 

County, Canyon Highway District, Nampa Highway 

District, and the Refuge. 

The plan developed by this study benefits the 

general public and does not focus on facilities 

geared toward any one user group. 

The study area extends approximately 4,000 feet 

in all directions beyond the Refuge boundaries as 

shown in Figure 2 – Study Area. The expanded 

study area reaches the cities of Caldwell and Nampa with the majority of the study area located in 

unincorporated Canyon County. According to the Deer Flat National Wildlife Refuge Comprehensive 

Conservation Plan (CCP), the DFNWR encompasses 10,500 acres including an approximately 9,000-acre 

overlay area on Lake Lowell. 

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VISION STATEMENT

The Lake Lowell Area Bicycle and Pedestrian Access Plan will result in 

a long-range plan that will allow a coordinated effort between the various 

stakeholder agencies to develop bicycle and pedestrian facilities that will provide 

a safer environment for the growing number of users choosing 

non-motorized transportation modes within the Lake Lowell area.
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Eva Ln

Schoeber Dr

Montego Way

Lattigo Dr

Alma Ln

Iowa Ave

Middleton Rd

Charley Ln

Yoder Ave

Arthur St

Sioux St

High Ave Hudson Ave

High St

Delaware Ave

Sunset St

Fairview S

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yle Dr

Watoosi Ln

3rd Ave

Sheridan Ave

Jerry Lee Ln

Kings Row Rd

Park Ridge Dr

Kings Ct

7th St

Ivy St

20th St

Glen View Dr

Stanford St

Maryland Ave

StarrAve

Alicia St

Meeker Ave

Polar a Way

Cirrus Dr

Wintercrest St

Kipling Way

Belknap Dr

River Rock Ln

Venice St

Borealis Dr

Waterfowl Ave

Orah Way

Shilo Dr

Cherokee Ave

Santa Ana Ave

Rowena St

Adelaide St

Lancaster Dr

Barkley Way

Ormsby Ave

M iddle Creek Dr

Nevada Ave

Weston Ave

Lambert Dr

Pride Ln

Burke Ln

Fay Ln

Talon Ct

Goldenrod Dr

Palmer Dr

Bonnevil el Dr

Madison Ave

Karcher Rd

Sparks Ave

Chase St

Easy St

Aries Dr

Bristol St

Toussand Dr

Buckboard Ave

Skye Dr

Sadie Ave

Hawthorne St

Keim Ln

Dell Ct

Bratton Dr

Lowell Ln

Maryland Ave

Lake Lowell Ave Mason Ln

26th St

Dietz Way

Ridge Dr

Maine Ave

Lori Dr

Teakwood Dr

Burnett Dr

Elder St

Antigua Ave

Daisy Pl

Cielo St

Empress St

1st St

Clifton Way

Laurel Way

Greens Dr

Cedar Park Dr

Caspian Dr

Maravilla St

Hillcrest Way

Cross Creek Dr

Dynasty Ave

Lava Ave

Lexi's Ln

Shoshoni Rd

Melba Dr

Ven tura Dr

Eldoran Dr

Stadium St

Piersol St

Ohio Ct

18th Ave

York Ave

Cassia St

Carol St

7th Ave

Colter Bay Dr

Dewey Ln

Emerald Dr

Twin Springs Way

Flamingo Ave

Cougar Ave

Hawaii Ave

Chicago St

Chavel Dr

Fern St

Oklahoma Ave

Barbara St

Meyer Ave

McLaughlin Dr

Lily Ave

Denton St

Pump Rd

Park Ave

Shallon Dr

Skyview St

Kristy Pl

Celeste Ave Julie St

Clayton St

Industrial Rd

Stinson St

Stoll Ct

Pamelas Ln

Flint Dr

Lake Ln

Morn in g Sun Dr

Spicewood Ave

Enoch Dr

Crestwood Dr

Hickman St

Sahara Dr

Don St

Cupid Dr

Mountain Hawk Rd

Boulder Ave

Primrose Dr

Sierra Dr

8th St

Cambridge St

Montana Ave

Dragonfly Dr

Jason Dr

Florida Ave

20th Ave

Dorman Ave

Benton Ave

Umatilla Dr

Fallcrest St

Broadmore Way

Preston Ave

Tio Ln

15th Ave

CarriageHill Way

Palace Ct

Ra ni tree Dr

Mil el r Way

Ross Ln

Park Ln

Mission Pointe Dr

Kimball Ave

Rock Ct

Longtail Dr

Signorello St

Glasgow Ave

Landon Ln

Curlew St

Blue Springs St

Leo Dr

Tara Ct

Garden Ave

Karcher Rd

Waterview Rd

Sunny Ln

Ohio Ave

Roberts Pl

Grouse St

Purt Rd

Dufur St

Railroad St

Pine Creek Dr

Pat Ln

Ramp

W ni dy Ridge Dr

Dew Mist Dr

Gold Creek Dr

11th St

Cedar Park Ln

Mill Ct

Willow Pointe Ave

Gateway St

Cathie Dr

Sutton St

Settlers Dr

Grouse Ave

Ivy Ct

Groveton St

Devl ni Way

Brandt Ave

Vicki Dr

Ellis Ave

Kara Anne Ave

Lexington St

Saxton Ln

Eaglecrest Dr

Alpine Dr

Hilton St

Paoletti St

Bonneville St

Navajo Cir

Americana Dr

Fujii Dr

Holly St

Gaines Ct

Parkview Way

Roston Ct

Tacola St

Bingham St

Juanita Way

Noah Dr

Kinghorn Dr

Fern St

Eclipse Dr

Royal Way

Newhaven St

Oak Pl

Te tonAve

Deer Flat Rd

Valley Dr

Wessex Ln

Brian Ave

Daniel St

David St

Torrey Ln

Habitat St

Amaya Way

Marketplace Blvd

Newberry Way

Fiesta Way

Blossom Ave

Blue Ridge St

Salem St

Harrow St

Hampton Ln

Colorado Ave

Marcum Way

Walker Lake Rd

Ravalli Dr

Park Dr

Sheep Mountain Ln

Aberdeen Ave

Bonner St

Florida Ave

Eagle Ave

Murray St

Mckenzre St

Canterbury Ln

Portland Ave

Cocoon St

Black Butte Ct

Flamingo Ave

Sundance Rd

Castleton Ave

Kokomo Dr

Arrowhead Dr

Muir Dr

Doc Hisom Ave

Kansas Ave

Fargo Ave

Sugar St

Helena Dr

Lewis Ln

Sherman Ave

Millstone St

Patrice Dr

Mycahl Ln

Young Ave

Silver Lining Dr

RedOak Dr

Olympic Ave

Flor ence St

Falcon Ave

Barry Ln

Barger St

Wiltshire Ln

Havenwood Ave

Crane St

Rivendell Ct

Lewis Ln

Willow Ave

Hampshire Ln

Kaden Ln

Taylor St

Adams St

Finch Dr

Oak St

Georgia Ave

Farner Rd

Pebble Way

Vista Dr

Muirfield Ln

Ruth Ln

Castle Way

Cypress St

Creek Ct

Comstock Ave

Vista Dr

Sage Creek Rd

Radcliff St

Snake Ln

Camelot Dr

Harrison Ln

Moonstruck Dr

Port St

Lo si Ln

Roberts Ave

K ni gs Rd

Crown Pointe Ave

Herron Dr

Banyon St

State St

Boone Ave

Railroad St

Moose Creek Dr

Hailey Ave

Bright St

Sheridan Ave

1st Ave

Badger Dr

19th St

Elder St

Bannock Ave

Chaparral Ranch Dr

Hensen Dr

Fair Ln

Sunnydale Pl

2nd Ave

Hayes St

Lilac Ln

Lakecrest Dr

Silver Pl

Ranchview Dr

Ruby Dr

Meffan Ave

Shamrock Ave

Nay Dr

Crestview Dr

Williams Ln

dI aho Ave

Worth Way

Teton Dr MeadowbrookLn

Estates Dr

Amy Ln

Stampede Dr

Fall Dr

Checola St

Laster Ln

Piute Pl

Hawkins Ave

Tamarack Dr

Braden Ln

Alexa St

Erin Ave

Lawrence Dr

Blakeslee Dr

Horizon W a y

Iv y Dr

NavajoDr

Ponderosa Dr

Goose Ln

Sherman Ave

Sauvageau Ln

Camas St

Jessie Ln

23rd Ave

Fall Pl

Washington Ave

Maple St

10th St Almond St

13th Ave

4th St

12th St

6th St

Clark Ave Pine St

10th Ave

9th St

14th St

17th Ave

8th Ave

14th Ave

Chestnut St

Locust St

Juniper St

19th Ave

5th St

Dewey Ave

9th Ave

Front St

Lincoln Ave

3rd St

5th Ave

12th Ave

Boise St

Tooele Dr

4th Ave

Heartland Dr

Garland St

Hoadley Rd

Sky Ranch Rd

Bayhill Dr

St Lukes Dr

Coyote Cove Rd

Tricia St

Scorpio Dr

Wycliff Dr

Jeb Ln

Jefferson St

Meyer St

Sunflower Dr

Pheasant Ln

Lindenwood Dr

Norman St

21st St

Highland Ave

Ranch Rd

Orchard Heights Way

Tara St

Carolina St

Astor Ave

Wildflower Dr Crisholm Rd

Zachery Ave

Brandi Ln

Crescent Dr

Oakmont Ave

Linda St

Mesa St

Oxbow Dr

Carole St Drakes Ln

DeweyDr

Charmae St

Denali Pl

Winther Blvd

Scotts Ln

Green Val el y Pl

Skyview Dr

Silver Creek Dr

Aldbury Ave

36th St

Red Fir St

Sweet Dr

Klamath Ln

Georgia Ave

Friar Dr

Syrah Ct

Rocklan Ct

Borah Way

PFE Dr

Winter Ct

Kurt Ln

Bayou Way

Constitution Way

Blaine Ave

Midland Blvd

Neilscott Dr

Fletcher Dr

Jerica Ct

Crow Dr

Emerald Rd

Falcon St

Duke St

Palrang Dr

Bing Rd

Shoshone Ave

Gresham Dr

Sherry Rd

A ugusta Dr

Lowell Rd

Megan Ct

ColtDr

Jacob Dr

Nana Ln

Smith Ave

Private Dr

Lake Ave

Elmore Ave

Park Centre Way

Abram Ave

Moss Ln

Ramp

Galaxy Dr

Delta Dr

Dakota Ave

Heather Woods Dr

Colorado Ave 20thSt

Trailside Dr

Bird Ave

Zion Park Dr

Ethe l Dr

Smokey Ln

Apricot Ln

Owyhee Ave

Canyon St

Merlot Pl

Ten Ln

Chicago Ct

Portage St

Settlers Ave

Pride Ln

AuroraDr

Pixie St

Frerichs Ln

Paraiso St

Laster St

Shay Park Way

Elijah Dr

Liberty Dr

Lavin St

Moss St

Holly Ln

Wilma Ln

Zer Rd

Stardust Ln

Wilbeth Ln

Barret View Ct

Amity Ave

Chisholm Dr

Gem St

Honey Dr

Bridgeport Dr

Pelican Ln

Craig Ln

Hunt Ave

Shefa Ln

Woosley Dr

Wherry Ln

2nd St

Red Tail Ln

Pascoe Ln

Graye Ln

Fieldcrest Dr

Waterleaf Ave

Laser Ln

Portner Rd

Waterlily Ave

Apache Dr

Private Dr

Midway Rd

Oak River Ln

Keogh Ln

Towers Dr

Cindy Dr

Cloudless St

Rosewood St

Rogers Ln

Lloyd Ln

Abby Ln

Waterside Ave

Misty Ln

Hasbrook St

Burgandy Pl

Prairie Ln

Weis Ct

Christopher St

Henry Ln

Trinity Ave

Iowa Ave

Sagewood Ln

Sunshine Ln

Compass Way

War Eagle Rd

Nette Way

Mill West Ln

Cattle Ln

Equestrian Way

Symms Rd

Shenandoah St

Memory Ln

Chicken Dinner Rd

Beach Cherry Dr

Duck Ln

Track Rd

Aldridge Ln

Kris Jensen Ln

Kiser Rd

Colter Rd

Shannon Dr

Malt Rd

Providence Ln

Featherstone Dr

Red Fox Ln

Meredith Ct

Randall Ln

Lynwood Rd

Malt Rd

Dearborne Rd

Huckleberry Dr

Meadowbrook Dr

Newbrook Dr

Centennial Dr

Map Rock Rd

Nash Ln

LyonsDr

Hall Dr

AnakateLn

Cherry Ln

Lonkey Ln

Private Dr

Santa Rita Rd

Ea

Williamson Ln

tA Bite Ln

Paul Ln

Norco Way

Pear Ln

Houk Rd

Beet Rd

Darrow Ln

Sage Acres Ln

Crab Apple Ln

Pecan Ln

Upper Embankment Rd

Chicken Dinner Rd

Cool Rd

Locust Ln

Lake Shore Dr

Lake Shore Dr

Elbow Ln

Access

No. 1

Access

No. 2

Access

No. 3

Access No. 4

Access

No. 5

Access

No. 6

Access No. 7

Access

No. 8

Gotts

Point

Access

Schaffer's

Access

Southside Blvd

Victory Rd

Franklin Blv d

Ustick Rd

10th Ave

Florida Ave

Bear Ln

Sunnyridge Rd

2nd St

Roosevelt Ave

Middleton Rd

Ustick Rd

7th St

Southside Blvd

16th Ave

Iowa Ave

Moss Ln Birch Ln

Cherry Ln

Karcher Rd Karcher Rd

Orchard Ave

Midland Blvd

Yale St

Greenhurst Rd

Homedale Rd

Ustick Rd

Lewis Ln

Deer Flat Rd

Garrity Blvd

Midland Blvd

Caldwell Blvd

Northside Blvd

Montana Ave

Lone Star Rd

Dooley Ln

Hoadley Rd

Holly St

Smith Ave

22nd Ave

Laster St

Indiana Ave

Cleveland Blvd

Chicago St

Chicken Dinner Rd

Locust Ln

Flamingo Ave

Lake Ave

Powerline Rd

12th Ave Rd 12th Ave

Colorado Ave

7th Ave

3rd St

Amity Ave

11th Ave

KarcherBypa

Sunnyslope Rd

Madison Rd

Rim

Rd

Farm

way Rd

Lake Lowell Ave

Kings Rd

Midway Rd

Davis Ave

Lake Shore Dr

Hwy 45

Midway Rd

Lake Shore Dr

Weitz Rd

Wagner Rd

Marsing Rd

Perch Rd

Lonkey Ln

Malt Rd

Riverside Rd

Lake Ave

Pride Ln

Locust Ln

Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community

0 1,500 3,000

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Western Federal Lands Highway Division

LEGEND

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Principal Arterial

Minor Arterial

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Local Road

City Boundary

Snake River Canyon

Scenic Byway

City Area of Impact

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 ̄

LAKE LOWELL AREA

BICYCLE AND PEDESTRIAN

ACCESS PLAN

Area Closed to All Entry Year Round

Fishing Areas A and B

East Side Recreation Area

Lower Dam Recreation Area

North Side Recreation Area

South Side Recreation Area

 Figure 2 – Study Area 
CHAPTER 2 - GOALS AND OBJECTIVES | OCTOBER 2016 PAGE 16

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

GOALS AND OBJECTIVES

The following goals and objectives for the Lake Lowell Area Bicycle and Pedestrian Access Plan 

were developed through discussions with project stakeholders and the public. Each of these goals is 

supported with a series of objectives to assist in achieving the respective goals.

Goal #1: Improve Bicycle and Pedestrian Mobility in the Lake Lowell Area

Goal #1 Objectives: 

 Develop bicycle and pedestrian facility projects that improve safety over existing conditions.

 Reduce vehicle, bicycle/pedestrian, and recreational visitor conflicts.

 Recommend projects that are supported by local agencies.

 Recommend projects considering cost and funding alternatives.

 Recommend projects considering delivery schedule and readiness (e.g., right-of-way availability, 

environmental compliance). 

Goal #2: Improve Connectivity to the Lake Lowell Area from Canyon County and 

the Cities of Nampa and Caldwell 

Goal #2 Objectives:

 Develop bicycle and pedestrian system connections to the Lake Lowell area from facilities 

planned and implemented by Canyon County and the cities of Nampa and Caldwell.

 Provide access to/from activity centers in the County and surrounding communities.

 Provide access to/from DFNWR public access points and facilities. 

Goal #3: Enhance Environmental Quality and Reduce Roadway Congestion 

Goal #3 Objectives: 

 Provide alternative travel options to and within the Lake Lowell area. 

 Reduce greenhouse gas emissions and environmental impacts. 

 Reduce congestion on roadways.

 Mitigate impacts to natural resources and habitats.

Goal #4: Promote Healthy Lifestyles 

Goal #4 Objectives: 

 Increase the number of bicyclists and pedestrians in the Lake Lowell area.

 Increase non-motorized recreational opportunities in the area to promote health and wellness and 

provide an overall health benefit.

 Provide bicycle and pedestrian facilities that balance the needs and skill levels of all user groups.

 Provide facilities that are accessible to and usable by individuals with disabilities.

 Provide facilities that support community goals and enhance quality of life in region.
EXISTING CONDITIONS SUMMARY

AND NEEDS ASSESSMENT

CHAPTER 3
PAGE 18

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

CHAPTER 3 - EXISTING CONDITIONS SUMMARY | OCTOBER 2016

INTRODUCTION

This chapter begins with an overview summary of the Lake Lowell area's existing conditions followed 

by a comprehensive Needs Assessment examining the area's safety, mobility, environmental 

sustainability, mode choice, and overall quality of life considerations. 

EXISTING CONDITIONS SUMMARY

A summary of the Existing Conditions technical memo is included in this chapter to provide background on the study area and its opportunities and constraints, including an inventory of existing bike 

and pedestrian facilities, recreation opportunities, roadway facilities, land ownership, and environmental 

resources. The complete Existing Conditions technical memo is included in Appendix A. 

Sources used to develop this summary of Existing Conditions include: 

 Previously adopted plans – City of Nampa Bicycle and Pedestrian Master Plan (2011), City of 

Caldwell Pathways and Bike Routes Master Plan (2010), Nampa Highway District Transportation 

Plan (2012), the Deer Flat National Wildlife Refuge Comprehensive Conservation Plan (CCP, 2015) 

and the National Wildlife Refuge Visitor Survey 2010/2011, and VRT Valleyconnect plan (2011). 

 Roadway information and traffic data – Association of Canyon County Highway Districts 

(ACCHD) Standards; 2009-2013 Average Daily Traffic (ADT) data from Canyon County Highway 

District and Nampa Highway District; 2013 Average Annual Daily Traffic (AADT) data from ITD; and 

other information provided by agencies. 

 Land use – Canyon County Zoning map and Future Land Use map, City of Nampa Zoning map 

and Future Land Use map, and City of Caldwell Zoning and Future Land Use map. 

 Public land ownership and easements – Parcel ownership and easement data from the 

Bureau of Reclamation and Canyon County Assessor’s office with a focus on publicly owned land 

(local, state, federal). 

 Environmental resources – Various local, state, and federal agency databases and sources. 

Existing Bicycle and Pedestrian Facilities

An inventory and assessment of the existing and planned bicycle and pedestrian facilities included 

sidewalks, shared-use paths, intersections, and bikeways within the study area. Planned and proposed 

facilities include the following:

 Bicycle Facilities 

 Bike lanes

 Pathways

 Pedestrian Facilities 

 Sidewalks

 Curb Ramps

 Crosswalks

 Transit Facilities 

 VRT Flex-Route Service

Recreation Opportunities

According to the Deer Flat National Wildlife Refuge CCP, Section 5.3.2 (General Visitation Information), 

the Refuge offers six priority wildlife-dependent recreational opportunities: fishing, hunting, wildlife 

watching, wildlife photography, environmental education, and environmental interpretation. Access 

locations around the Refuge include the Lower Dam Recreation Area, which offers an existing boat 

ramp, parking area, and boat dock, and the Upper Dam Recreation Area, which is near the Visitor 

Center and offers two improved boat ramps, two docks, a wildlife viewing platform, a designated 

swimming area, and four parking lots with trail access.
PAGE 19

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

CHAPTER 3 - EXISTING CONDITIONS SUMMARY | OCTOBER 2016

Public Lands

Land ownership data was collected from Canyon County and the Bureau of Reclamation (BOR) to identify 

local, state, and federally owned properties and easements within the study area. Publicly owned lands 

and easements could present opportunities for coordination of future bicycle and pedestrian projects. A 

good portion of the Refuge property is owned by the U.S. Department of Interior (DOI)/BOR in fee title. 

Several properties that are part of the Refuge study area are owned by the BOR or U.S Fish and Wildlife 

Service. The Bureau of Land Management owns land north of the Refuge within the study area, north and 

west of the Upper Dam. 

Land Use

The study area is located outside of Nampa's and Caldwell’s city limits within unincorporated Canyon 

County. A portion of both Nampa's and Caldwell’s Areas of Impacts (AOIs) are located within the study 

area. A mix of land uses and zoning classifications are represented within the study area including 

the following: commercial, agricultural, single-family residential, limited multiple-family residential, 

multiple-family residential, and community business.

Roadway Information

Roadway information collected and analyzed for this plan includes right-of-way, pavement width, 

shoulder width, average daily traffic (ADT) and annual average daily traffic (AADT) traffic volumes, and 

standards for federally funded projects. Information was provided by Canyon Highway District, Nampa 

Highway District, and Idaho Transportation Department (ITD). 

Environmental Resources

Federal, state, and local databases and sources were reviewed to collect and analyze existing 

physical and human environmental resource conditions within the study area. A review of the physical environment included soil resources and farmland, air quality, hydrology (surface waters, floodplains, 

wetlands, and groundwater/sole source aquifers), hazardous materials, and biological resources (threatened and endangered species/State sensitive species). A review of the human environment involved 

components strongly influenced by or related directly to humans including demographics, environmental 

justice, cultural resources, visual impacts, section 4(f) and 6(f) resources, land use, and noise. 

Environmental Concerns

Environmental “pathway concerns” were identified in specific areas around the Refuge. Areas where 

no issues would be encountered are intermittent on the south, southwest, and northwest areas of the 

Refuge. Areas where major issues would be encountered if a pathway or bike/pedestrian improvement 

were proposed are mainly located on the north, northeast, and southern tip of the Refuge. Areas where 

a pathway or bike/pedestrian improvement would evoke few issues are located on the southwest and 

northeast areas of the Refuge. Specific areas and their unique environmental issues include the following: 

1. Shoreline and emergent vegetation heavily used by waterfowl and roosting eagles 

2. Area immediately adjacent to historic grebe colonies and heron rookery 

3. Long-standing sanctuary that has been closed to the public for decades 

4. Immediately adjacent to a wetland areas that is heavily used by migrating waterfowl and hunters 

5. Increases in cycling and pedestrian use will likely degrade hunting experience. Area may be 

near heavily contaminated site. 

6. Increases in cycling and pedestrian use will likely degrade hunting experience at this location. 

7/8. Area immediately adjacent to farming operation that successfully attracts and feeds large 

concentrations of migrating waterfowl. 
CHAPTER 3 - NEEDS ASSESSMENT | OCTOBER 2016 PAGE 20

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

NEEDS ASSESSMENT

The needs assessment conducted in the initial planning phase of this project began with a 

comprehensive review of needs and proposed projects identified in existing planning documents 

in and adjacent to the project’s study area. The needs assessment was further enhanced with a 

summary of needs/potential projects identified by stakeholders, agencies, and the Technical Advisory 

Committee (TAC) in the early planning stages. 

General needs considered include safety, mobility, environmental sustainability, mode choice, and 

overall quality of life. The bicycle and pedestrian environment within the study area received an indepth analysis of specific needs based on key findings from previously adopted and completed plans, 

public participation efforts, surveys, and maps from each participating agency. 

The agencies joining forces to develop this plan include the City of Nampa (Nampa), City of Caldwell 

(Caldwell), Canyon Highway District 4, Nampa Highway District 1, FHWA Western Federal Lands, and 

DFNWR. This assessment provides an overview of information provided by agencies, input received 

from stakeholders in the early planning stages, and specific needs identified in the City of Nampa 

Bicycle and Pedestrian Master Plan, the City of Caldwell Pathways and Bike Routes Master Plan, 

Nampa Highway District’s Transportation Plan, the Deer Flat National Wildlife Refuge CCP and the 

National Wildlife Refuge Visitor Survey 2010/2011 (conducted by the U.S. Fish and Wildlife Service and 

U.S. Geological Survey), and the Valley Regional Transit (VRT) Valleyconnect plan. 

SAFETY 

The study area encompasses rural roadways with relatively narrow shoulders that largely prohibit safe 

bicyclist and pedestrian use and create further safety concerns for all commuters. 

Available crash data from the ITD within the last five years (2009-2013) was collected and classified 

into five categories based upon the most severe injury that resulted from the crash: Fatal, A Injury 

(Serious Injuries), B Injury (Visible Injuries), C Injury (Possible Injuries), and Property Damage. Injury 

types are further described below: 

 Fatalities – death occurred within one month of crash 

 A Injury (Serious Injuries) – incapacitating injury (unconscious, transported to hospital) 

 B Injury (Visible Injuries) – visible signs of injury (cuts, broken bones) 

 C Injury (Possible Injuries) – no visible signs of injury (whiplash, soreness) 

 Property Damage – collision with property damage greater than $1,500 to any one person but 

no injuries or fatalities 

A visual representation of crash locations and types within the study area is shown on Figure 3. 

According to the Canyon County Sheriff’s Office, the ITD crash data does not reflect all of the known 

crashes in the study area. With no additional Geographic Information System (GIS) file or crash 

database to reference in this report, ongoing collaboration with the Sheriff’s Office will be paramount 

as bicycle and pedestrian projects are explored and alternatives are screened. Up-to-date crash data 

is available at http://gis.lhtac.org/. 

Crash Analysis

Of the 291 crashes reported within the last five years for the study area: 3 were classified as a Fatality; 

20 as A Injury (Serious Injuries); 35 as B Injury (Visible Injuries); 58 as C Injury (Possible Injuries); 

and 177 as Property Damage Only. The fatality was located at the intersection of State Highway 45 

and Lake Shore Drive in 2009. Two Visible Injury crashes involving bicyclists within the project area 
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Schoeber Dr

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Lattigo Dr

Iowa Ave

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MarketplaceBlvd

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10th Ave

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Brandt Ave

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Carolina St

Astor Ave

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Winther Blvd

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Aldbury Ave

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Syrah Ct

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PFE Dr

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Duke St

Palrang Dr

Bing Rd

Shoshone Ave

Gresham Dr

A ugusta Dr

Megan Ct

ColtDr

Jacob Dr

Nana Ln

Smith Ave

Deer Ridge Trl

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Park Centre Way

Moss Ln

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Amity Ave

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Hunt Ave

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Red Tail Ln

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Graye Ln

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Waterside Ave

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War Eagle Rd

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Symms Rd

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Memory Ln

Chicken Dinner Rd

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Kiser Rd

Colter Rd

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Bonnie Ln

Oregon Ave

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Meredith Ct

Randall Ln

Huckleberry Dr

Meadowbrook Dr

Newbrook Dr

ChurrucaLn

Centennial Dr

LyonsDr

Hall Dr

AnakateLn

Cherry Ln

Track Rd

Lonkey Ln

Private Dr

Santa Rita Rd

EatA Bite Ln

Lynwood Rd

Dearborne Rd

Williamson Ln

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True Rd

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Paul Ln

Norco Way

Pear Ln

Houk Rd

Beet Rd

Darrow Ln

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Crab Apple Ln

Pecan Ln

Upper Embankment Rd

Chicken Dinner Rd

Cool Rd

Locust Ln

Lake Shore Dr

Lake Shore Dr

Elbow Ln

Access

No. 1

Access

No. 2

Access

No. 3

Access

No. 4

Access

No. 5

Access

No. 6

Access No. 7

Access No. 8

Gotts

Point

Access

Schaffer's

Access

Deer Flat Rd

Lewis Ln

Midland Blvd

Franklin Blvd

Ustick Rd

Southside Blvd

Bear Ln

Sunnyridge Rd

Roosevelt Ave

Middleton Rd

7th St

Farm

way Rd

16th Ave

Iowa Ave

Moss Ln

Karcher Rd

Cherry Ln

Karcher Rd

Orchard Ave

Yale St

Greenhurst Rd

Homedale Rd

Ustick Rd

11th Ave

Midland Blvd

Victory Rd

Caldwell Blvd

Northside Blvd

Montana Ave

2nd St

Lone Star Rd

Florida Ave

Dooley Ln

Hoadley Rd

Holly St

Smith Ave

22nd Ave

Birch Ln

Laster St

Cleveland Blvd

Chicago St

10th Ave

Chicken Dinner Rd

Locust Ln

Flamingo Ave

Lake Ave

Indiana Ave

Powerline Rd

12th Ave Rd 12th Ave

Sunnyslope Rd

2nd St

Colorado Ave

7th Ave

3rd St

Amity Ave

KarcherBypa

Rim

Rd

Lake Lowell Ave

Midway Rd

Wagner Rd

Davis Ave

Lake Shore Dr

Weitz Rd

Hwy 45

Midway Rd

Madison Rd

Lake Shore Dr

Marsing Rd

Perch Rd

Lonkey Ln

Malt Rd

Riverside Rd

Hoskins Rd

Lake Ave

Pride Ln

Ustick Rd

Locust Ln

Copyright:© 2014 Esri

0 1,500 3,000

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Western Federal Lands Highway Division

LEGEND

l Pedestrian Crash (2 Total)

!Í Domestic Animal Crash (7 Total)

!Q Wild Animal Crash (17 Total)

!( Fatal Accident (3 Total)

!( (20 Total) A Injury Accident

- Serious Injuries

!( (35 Total) B Injury Accident

- Visible Injuries

!( (58 Total) C Injury Accident

- Possible Injuries

!( Property Damage (177 Total)

Study Area

@" Refuge Visitor Center (1 Total)

!y Improved Boat Ramp (3 Total)

d[ Unimproved Boat Ramp (2 Total)

!D Dock (3 Total)

!r Swimming (1 Total)

[" Wildlife Viewing Platform/Blind (3 Total)

IA Parking Facilities (15 Total)

Deer Flat Wildlife Refuge

Interstate

State Highway

U.S. Highway

Principal Arterial

Minor Arterial

Collector

Local Road

City Boundary

Snake River Canyon Scenic Byway

City Area of Impact Boundary

 ̄

LAKE LOWELL AREA

BICYCLE AND PEDESTRIAN

ACCESS PLAN

 Figure 3 – 

 Crashes 2009-2013 
CHAPTER 3 - NEEDS ASSESSMENT | OCTOBER 2016 PAGE 22

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

occurred between 2009 and 2013: one on Riverside Road at the Lower Dam Recreation Area (2010), 

and the other at the intersection of State Highway 55 and Riverside Road (2011). 

Due to the unique nature of the study area, animal-related crashes were also examined within the 

same time period. According to ITD’s crash records, of the 58.4 average crashes per year, 4.8 crashes 

(8.2 percent) involved wild or domestic animals. 

A total of 85 crashes (29 percent) occurred on weekends (Saturday and Sunday). Approximately onethird of crashes (31 percent) occurred in dark conditions and a contributing factor could be minimal or 

no street lighting. 

Crash Locations 

Roadway segments with the highest crash rates were reviewed and are summarized below. 

 State Highway 45 (SH 45) – 35 crashes (one fatal crash, three A Injury, one B Injury, nine C 

Injury, and 21 property damage reports). Fifteen crashes (33 percent) occurred at the intersection 

of SH 45 and Lake Shore Drive. One fatal crash (2009) occurred in daylight while attempting to 

pass another vehicle. Two animal-wild/domestic crashes were reported at SH 45 and Lewis Lane. 

Three crashes occurred while turning left. Reported contributing factors include angle turning and 

failure to yield to traffic. 

 Lake Shore Drive – 51 crashes (two A Injury, eight B Injury, three C Injury, and 38 property 

damage reports). Of those, 38 were property damage-only reports and 11 were animal (wild) 

related. Crashes occurred 41.2 percent in daylight conditions and 43 percent in the dark. There 

were 14 crashes between Lake Shore Drive and Marsing Road, south of Access No. 6 with one A 

Injury, one B Injury, two C Injury, and 10 property damage reports. Reported contributing factors 

include negotiating a curve (65 percent), avoiding an obstacle, or starting/stopping in traffic. 

 State Highway 55 (SH 55) – 39 total crashes (four A Injury, six B Injury, nine C Injury, and 20 

property damage reports). Five crashes (13 percent) occurred at the intersection of Riverside 

Road— all property damage reports, with one animal (wild) related report. Ten crashes (26 percent) occurred at the intersection of Farmway Road. Twenty-nine crashes (74 percent) occurred 

on a two-way road with no divider; 82 percent of the crashes occurred in the daylight. Reported 

contributing factors include failure to yield, inattention and exceeding posted speed. 

 Riverside Road – 25 total crashes (one A Injury, four B Injury, four C Injury, and 16 property 

damage reports). Twenty-two crashes occurred on a two-way road with no divider near the 

intersection of Riverside Road and Orchard Ave, of which 50 percent occurred in the dark. One 

crash involving a bicyclist (B Injury) was reported at Riverside Road and Orchard Avenue. Two 

animal (wild) crashes were reported, with one occurring at the intersection of Lowell Road and 

the other occurring at the intersection of Lake Shore Drive. Reported contributing factors include 

negotiating a curve (44 percent), turning left, and going straight. 

Safety Issues Identified

The cities of Nampa and Caldwell collaborated during the development of their bicycle and pedestrian 

master plans to create an integrated trail and pathway system including bike lanes, sidewalks and 

multiuse pathways. However, the existing infrastructure does not adequately address the needs in the 

Lake Lowell area nor does it provide adequate linkages to the DFNWR. Currently the only means of 

accessing DFNWR is by using the local, rural road system. Improvements to the overall roadway system 

will benefit all modes of transportation traveling to and from the DFNWR and within the Lake Lowell area. 

As part of Nampa and Caldwell’s previous planning efforts, safety issues and concerns as well as 

future bicycle and pedestrian facilities and improvements were identified within the boundaries of 

each city. This needs assessment focuses on issues and concerns and planned facilities within 
CHAPTER 3 - NEEDS ASSESSMENT | OCTOBER 2016 PAGE 23

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

the study area. Local input derived from public participation and surveys included in Nampa and 

Caldwell’s bicycle and pedestrian master plans were reviewed as part of this study and indicate an 

overwhelming support for improved access to Lake Lowell and the DFNWR.

The continued urban growth of Nampa and Caldwell has produced an increased desire for bicycling and 

walking facilities in both communities; however, there are limited existing bicycle and pedestrian facilities 

that connect these communities to Lake Lowell or create conectivity within the study area. As Nampa 

and Caldwell grow and the number of visitors to the DFNWR increases, so will the safety concerns and 

stress on the local roadway system as well as the need for adequate multi-modal facilities.

Safety issues identified by the Canyon County Sheriff’s Office in the City of Nampa Bicycle and Pedestrian 

Master Plan, the City of Caldwell Pathways and Bike Routes Master Plan, Nampa Highway District 

Transportation Plan, and the National Wildlife Refuge Visitor Survey 2010/2011 are summarized below.

Safety Issues – Canyon County Sheriff’s Office 

As shown in Appendix C, Canyon County Sheriff’s Office provided an Area Crime Report map that 

illustrates crime areas surrounding the DFNWR. While the development of a GIS map containing this 

data by the Sheriff’s Office is ongoing, the map provided in Appendix C shows areas where crime has 

occurred in a five-year period (2010 to 2014). According to the Canyon County Sheriff’s Office, they 

responded to 435 felony calls and 14,698 “other” calls ranging from misdemeanor offenses, calls for 

service, and public assists between 2010 and 2014.

In the northwest portion of the study area, the Area Crime Report map shows higher concentrations of 

crime along Wagner Road, Farmway Road, 10th Avenue, and Indiana Avenue. In the northeast portion 

of the study area, the map shows some crime activity surrounding Schaffer’s Access and Gotts Point 

Access. In the south portion of the study area, the map shows overall lower concentrations of crime, 

with a good portion located along Lake Shore Drive, particularly west of Rim Road.

This information is helpful to understand where potential safety issues should be considered when 

planning for bicycle and pedestrian improvements and connections within the study area. Lighting, 

signage, and other safety measures should be considered as possible project features when new 

infrastructure projects are developed and evaluated. 

Safety Issues – City of Nampa Bicycle and Pedestrian Master Plan 

As described in the Nampa Bicycle and Pedestrian Master Plan, survey respondents cited an overall 

need for safe walking and biking facilities along Nampa’s roadways. Sidewalk surface conditions are 

generally poor or missing within the study area, with noted obstructions including mailboxes in the 

sidewalk right-of-way creating obstacles and safety concerns for potential users. The Plan noted that 

sidewalks are missing southbound on Midland Boulevard between Lake Lowell Avenue and Locust 

Lane. Also, Greenhurst Road has intermittent sidewalks and completely lacks sidewalks on the segment 

of roadway between Midland Boulevard and the eastern boundary of the DFNWR. Sidewalks, pathways, 

and trail connections are missing along Locust Lane starting at Sunnyridge Road on the easternmost 

boundary of the DFNWR. Poor sidewalk surface conditions were noted in specific locations including 

Lake Lowell Avenue between S. Stanford Street and 12th Avenue and on 12th Avenue between W. 

Georgia Avenue and Lake Lowell Avenue. The presence of crosswalks and curb ramps in the study area 

are minimal. The Plan specifically notes that curb ramps are missing along Middleton Road, Lake Lowell 

Avenue, Midland Boulevard, and near Iowa Elementary within the study area. 

The Plan reports that Nampa residents expressed a strong desire for sidewalks, crosswalks, and 

bike lanes. Survey respondents also indicated that improved connectivity to existing trails through 

on-street dedicated facilities (i.e., bike lanes and sidewalks) and closing trail gaps would encourage 

residents to walk or bike more. Surveyed bicyclists asked for roadway debris removal to increase 
CHAPTER 3 - NEEDS ASSESSMENT | OCTOBER 2016 PAGE 24

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

safety. Limited access to sidewalks and crosswalks along school routes was noted as the primary 

deterrent in parents allowing their children to walk or bike to school. 

The Nampa Existing Conditions – Sidewalks, Area 1 Map from the Plan is provided in Appendix D. 

Safety Issues – City of Caldwell Pathways and Bike Routes Master Plan 

The southern portion of the City of Caldwell’s AOI crosses into the study area roughly one-half mile 

north of Karcher Road. 

The City of Caldwell Pathways and Bike Routes Master Plan cites its main purpose as providing 

its citizens with a means to choose alternate forms of transportation including walking and biking 

facilities, allowing them to safely navigate between destinations. The DFNWR and Lake Lowell are 

popular destinations for Caldwell residents who like to fish, boat, walk, bike, sightsee, and exercise. 

However, the existing network of bike routes, sidewalks, and pathways is limited especially near the 

Refuge. Visitors travelling to the DFNWR and Lake Lowell have to navigate narrow local roads, most of 

which lack proper shoulders for shared use. 

Caldwell has identified four intersections within or near the study area that need to be improved: 

 Orchard Avenue and S. Montana Avenue (Lake Lowell Corridor, proposed pathway) 

 W. Karcher Road and Montana Avenue (Lake Lowell Corridor, proposed pathway) 

 10th Avenue and Moss Lane (along a proposed bike route on Moss Lane) 

 Karcher Road between Lake and Florida avenues (East Karcher Corridor, proposed pathway) 

The intersection improvements located along the Lake Lowell Corridor, which is the proposed multiuse pathway, will provide Caldwell residents with safer access to the DFNWR and Lake Lowell. 

The Proposed Bike, Pedestrian and Transit Network and Proposed Pathways and Bike Routes Map 

from Caldwell's Plan are provided in Appendix E. 

Safety Issues – Nampa Highway District Transportation Plan 

The main goal of the Nampa Highway District Transportation Plan is to “Provide a safe, convenient, 

aesthetic and economically functional transportation system for the District and region, which 

includes pedestrians, automobiles, trucks, agricultural vehicles, and other modes of transportation 

for the safe and efficient movement of people, goods and services.” The Plan identifies a need for 

improved signage to increase safety. The Plan further encourages a sign maintenance program 

because improved signage could have five times the improved safety cost/benefit ratio than other 

safety programs according to the Transportation Research Board. As a result, the District is working 

on a sign improvement program that will improve safety for all modes of transportation including 

bicyclists and pedestrians. 

Safety Issues – Deer Flat National Wildlife Refuge Draft CCP and the National Wildlife Refuge 

Visitor Survey 2010/2011

The U.S. Fish and Wildlife Service contracted with the U.S. Geological Survey to conduct a 

national survey of visitors regarding their experiences on national wildlife refuges. The survey was 

conducted to better understand visitor needs and experiences and to design programs and facilities 

that respond to those needs. The survey results informed Service performance planning, budget, 

and communications goals. Results also informed the CCP, Visitor Services, and Transportation 

Planning processes. 

According to the National Wildlife Refuge Visitor Survey completed in 2010/2011, approximately 

180,000 people visit the DFNWR every year (based on 2008 RAPP database; U.S. Fish and Wildlife 
CHAPTER 3 - NEEDS ASSESSMENT | OCTOBER 2016 PAGE 25

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Service, 2011) to enjoy opportunities such as fishing, auto tours, biking, canoeing, kayaking, birding, 

hiking, boating, horseback riding, wildlife observation, photography, use of the Visitor Center, 

environmental education, as well as waterfowl, upland, big game, and other migratory bird hunting. 

Input from the surveys indicates a desire for safe pedestrian and bicyclist access to the Refuge. It was 

also noted that bicycle lanes are narrow or non-existent along the local roads, making it difficult for 

users to share the road and to arrive at the Refuge safely. 

Source: http://www.fws.gov/deerflat/pdf/usgsvisitorsurveydeerflatnwr.pdf 

MOBILITY 

Bicyclists and pedestrians have common needs such as safety, connectivity, and accessibility. When 

considering bicyclist and pedestrian mobility, it is very important to consider persons with disabilities. 

Some of the most notable critical needs of bicycle and pedestrian mobility include: visibility and 

signage and striping at crossings, continuous facilities, standard design guidelines, decreased traffic 

speeds, and direct connections that reduce walking and biking distances. 

Access to transit is another important aspect of mobility. Transit improves mobility for people who 

can no longer physically operate a motor vehicle. Bicyclists and pedestrians and/or persons with 

disabilities often rely on transit to get them from one place to another. The most notable needs of 

transit mobility include: transit service to transport people from populated areas to the DFNWR, and 

signage and lighting in strategic locations where bicycle and pedestrian facilities exist (crosswalks, 

sidewalks, bike lanes, widened shoulders, etc.). 

Mobility Issues Identified 

The cities of Nampa and Caldwell have both developed bicycle and pedestrian master plans that 

identify future opportunities to connect to the Lake Lowell area and the DFNWR. Currently, the existing 

infrastructure available to reach the Refuge safely lacks connectivity, including insufficient or nonexistent sidewalks, bike lanes and multi-use trails. There is strong support and desire to create a bicycle 

and pedestrian network that promotes safe travel to and from the DFNWR and between the two cities. 

In order to provide a viable means of bicycle and pedestrian access to the Lake Lowell area and 

DFNWR, the cities of Nampa and Caldwell should link Refuge access locations with the existing 

bicycle and pedestrian system. 

Mobility issues were identified in the City of Nampa Bicycle and Pedestrian Master Plan, the City of 

Caldwell Pathways and Bike Routes Master Plan, Nampa Highway District’s Transportation Plan, and 

the National Wildlife Refuge Visitor Survey 2010/2011.

Mobility – City of Nampa Bicycle and Pedestrian Master Plan 

Mobility improvements have been identified as a key feature in Nampa’s Bicycle and Pedestrian 

Master Plan. Nampa’s existing and proposed bicycle and pedestrian facilities are shown in Figures 

4 and 5 and on Nampa’s Proposed Bikeway and Off-Street Pathway Network map in Appendix D.

Currently, Nampa’s bike lanes, bike routes and pathways fall short of connecting directly to the study 

area creating mobility difficulties and safety concerns. Nampa has proposed a north/south pathway 

along Midway Road, which would eventually connect to existing trails located at Gotts Point. The 

pathway would continue along Greenhurst Road to Middleton Road and Midland Road, creating 

additional connections within the study area. A proposed extended pathway off Midway Road heading 

west along the Edwards Drain would allow users to access the Upper Dam Recreation Area, Lake 

Lowell Park and Visitor Center, which are some of the Refuge’s most popular fishing and boating 

destinations. The existing trail system between Gotts Point, Visitor Center, and Upper Dam Recreation 

Area is disconnected, preventing users from easily navigating between them. 
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§ ̈¦84

UV45

Riverside Rd

Lake Lowell Corridor

East Karcher Corridor

L a k e L o w e l l

N A M PA

C A L D W E L L

Lower Dam

/ Fishing

Area A

East Side

Recreation

Area

South Side

Recreation

Area

Upper Dam

/ Fishing

Area B

North Side

Recreation

Area

Lower Dam

Recreation

Area

Eva Ln

Schoeber Dr

Montego Way

Lattigo Dr

Alma Ln

Iowa Ave

Middleton Rd

Charley Ln

Yoder Ave

Arthur St

Sioux St

High Ave Hudson Ave

High St

Delaware Ave

Sunset St

Fairview S

L

t

yle Dr

Watoosi Ln

3rd Ave

Sheridan Ave

Jerry Lee Ln

Kings Row Rd

Park Ridge Dr

Kings Ct

7th St

Ivy St

20th St

Glen View Dr

Stanford St

Maryland Ave

StarrAve

Alicia St

Meeker Ave

Polar a Way

Cirrus Dr

Wintercrest St

Kipling Way

Belknap Dr

River Rock Ln

Venice St

Borealis Dr

Waterfowl Ave

Orah Way

Shilo Dr

Cherokee Ave

Santa Ana Ave

Rowena St

Adelaide St

Lancaster Dr

Barkley Way

Ormsby Ave

M iddle Creek Dr

Nevada Ave

Weston Ave

Lambert Dr

Pride Ln

Burke Ln

Fay Ln

Talon Ct

Goldenrod Dr

Palmer Dr

Bonnevil el Dr

Madison Ave

Karcher Rd

Sparks Ave

Chase St

Easy St

Aries Dr

Bristol St

Toussand Dr

Buckboard Ave

Skye Dr

Sadie Ave

Hawthorne St

Keim Ln

Dell Ct

Bratton Dr

Lowell Ln

Maryland Ave

Lake Lowell Ave Mason Ln

26th St

Dietz Way

Ridge Dr

Maine Ave

Lori Dr

Teakwood Dr

Burnett Dr

Elder St

Antigua Ave

Daisy Pl

Cielo St

Empress St

1st St

Clifton Way

Laurel Way

Greens Dr

Cedar Park Dr

Caspian Dr

Maravilla St

Hillcrest Way

Cross Creek Dr

Dynasty Ave

Lava Ave

Lexi's Ln

Shoshoni Rd

Melba Dr

Ven tura Dr

Eldoran Dr

Stadium St

Piersol St

18th Ave

York Ave

Cassia St

Carol St

7th Ave

Colter Bay Dr

Dewey Ln

Emerald Dr

Twin Springs Way

Flamingo Ave

Cougar Ave

Hawaii Ave

Chicago St

Chavel Dr

Fern St

Oklahoma Ave

Barbara St

Meyer Ave

McLaughlin Dr

Lily Ave

Denton St

Pump Rd

Park Ave

Shallon Dr

Skyview St

Kristy Pl

Celeste Ave Julie St

Clayton St

Industrial Rd

Ramp

Stinson St

Stoll Ct

Pamelas Ln

Flint Dr

Lake Ln

Morn in g Sun Dr

Spicewood Ave

Enoch Dr

Crestwood Dr

Hickman St

Sahara Dr

Don St

Cupid Dr

Mountain Hawk Rd

Boulder Ave

Primrose Dr

Sierra Dr

8th St

Cambridge St

Montana Ave

Dragonfly Dr

Jason Dr

Florida Ave

20th Ave

Dorman Ave

Benton Ave

Umatilla Dr

Fallcrest St

Broadmore Way

Preston Ave

Tio Ln

15th Ave

CarriageHill Way

Palace Ct

Ra ni tree Dr

Mil el r Way

Ross Ln

Park Ln

Mission Pointe Dr

Kimball Ave

Rock Ct

Longtail Dr

Signorello St

Glasgow Ave

Landon Ln

Curlew St

Blue Springs St

Leo Dr

Tara Ct

Garden Ave

Karcher Rd

Waterview Rd

Sunny Ln

Ohio Ave

Roberts Pl

Grouse St

Purt Rd

Dufur St

Railroad St

Pine Creek Dr

Pat Ln

Ramp

W ni dy Ridge Dr

Dew Mist Dr

Gold Creek Dr

11th St

Cedar Park Ln

Mill Ct

Willow Pointe Ave

Gateway St

Cathie Dr

Sutton St

Settlers Dr

Grouse Ave

Ivy Ct

Groveton St

Devl ni Way

Brandt Ave

Vicki Dr

Ellis Ave

Kara Anne Ave

Lexington St

Saxton Ln

Eaglecrest Dr

Alpine Dr

Hilton St

Paoletti St

Bonneville St

Navajo Cir

Fujii Dr

Holly St

Parkview Way

Tacola St

Bingham St

Juanita Way

Noah Dr

Kinghorn Dr

Fern St

Eclipse Dr

Royal Way

Newhaven St

Oak Pl

Teton Ave

Deer Flat Rd

Valley Dr

Wessex Ln

Brian Ave

Daniel St

David St

Torrey Ln

Habitat St

Amaya Way

Marketplace Blvd

Newberry Way

Fiesta Way

Blossom Ave

Blue Ridge St

Salem St

Harrow St

Hampton Ln

Colorado Ave

Marcum Way

Walker Lake Rd

Ravalli Dr

Park Dr

Sheep Mountain Ln

Aberdeen Ave

Bonner St

Florida Ave

Eagle Ave

Murray St

Mckenzre St

Canterbury Ln

Portland Ave

Cocoon St

Black Butte Ct

Flamingo Ave

Sundance Rd

Castleton Ave

Kokomo Dr

Arrowhead Dr

Muir Dr

Doc Hisom Ave

Kansas Ave

Fargo Ave

Sugar St

Helena Dr

Lewis Ln

Sherman Ave

Millstone St

Patrice Dr

Mycahl Ln

Young Ave

Silver Lining Dr

RedOak Dr

Olympic Ave

Flor ence St

Falcon Ave

Barry Ln

Barger St

Wiltshire Ln

Havenwood Ave

Crane St

Rivendell Ct

Lewis Ln

Willow Ave

Hampshire Ln

Kaden Ln

Adams St

Finch Dr

Oak St

Georgia Ave

Farner Rd

Pebble Way

Vista Dr

Muirfield Ln

Ruth Ln

Castle Way

Cypress St

Creek Ct

Comstock Ave

Vista Dr

Sage Creek Rd

Radcliff St

Snake Ln

Camelot Dr

Harrison Ln

Moonstruck Dr

Port St

Lo si Ln

Roberts Ave

K ni gs Rd

Crown Pointe Ave

Herron Dr

Banyon St

State St

Boone Ave

Railroad St

Moose Creek Dr

Hailey Ave

Bright St

Sheridan Ave

1st Ave

Badger Dr

19th St

Elder St

Bannock Ave

Chaparral Ranch Dr

Hensen Dr

Fair Ln

Sunnydale Pl

2nd Ave

Hayes St

Lilac Ln

Lakecrest Dr

Silver Pl

Ranchview Dr

Ruby Dr

Meffan Ave

Shamrock Ave

Nay Dr

Crestview Dr

Williams Ln

dI aho Ave

Worth Way

Teton Dr MeadowbrookLn

Estates Dr

Amy Ln

Stampede Dr

Fall Dr

Checola St

Laster Ln

Piute Pl

Hawkins Ave

Tamarack Dr

Braden Ln

Alexa St

Erin Ave

Lawrence Dr

Blakeslee Dr

Horizon W a y

Iv y Dr

NavajoDr

Ponderosa Dr

Goose Ln

Sherman Ave

Sauvageau Ln

Camas St

Jessie Ln

23rd Ave

Fall Pl

Washington Ave

Maple St

10th St Almond St

13th Ave

4th St

12th St

6th St

Clark Ave Pine St

10th Ave

9th St 17th Ave

8th Ave

14th Ave

Chestnut St

Locust St

Juniper St

19th Ave

5th St

Dewey Ave

9th Ave

Front St

Lincoln Ave

3rd St

5th Ave

12th Ave

Boise St

Tooele Dr

4th Ave

Heartland Dr

Garland St

Hoadley Rd

Sky Ranch Rd

Bayhill Dr

St Lukes Dr

Coyote Cove Rd

Tricia St

Scorpio Dr

Wycliff Dr

Jeb Ln

Jefferson St

Meyer St

Cedarbrook Dr

Sunflower Dr

Pheasant Ln

Lindenwood Dr

Norman St

21st St

Highland Ave

Ranch Rd

Orchard Heights Way

Tara St

Carolina St

Astor Ave

Wildflower Dr Crisholm Rd

Zachery Ave

Brandi Ln

Crescent Dr

Oakmont Ave

Linda St

Mesa St

Oxbow Dr

Carole St Drakes Ln

DeweyDr

Denali Pl

Winther Blvd

Scotts Ln

Green Val el y Pl

Skyview Dr

Silver Creek Dr

Aldbury Ave

36th St

Red Fir St

Sweet Dr

Klamath Ln

Georgia Ave

Friar Dr

Syrah Ct

Rocklan Ct

Borah Way

PFE Dr

Winter Ct

Kurt Ln

Bayou Way

Constitution Way

Blaine Ave

Midland Blvd

Neilscott Dr

Fletcher Dr

Jerica Ct

Crow Dr

Emerald Rd

Falcon St

Duke St

Palrang Dr

Bing Rd

Shoshone Ave

Gresham Dr

Sherry Rd

A ugusta Dr

Lowell Rd

Megan Ct

ColtDr

Jacob Dr

Nana Ln

Smith Ave

Private Dr

Lake Ave

Elmore Ave

Park Centre Way

Abram Ave

Moss Ln

Ramp

Galaxy Dr

Delta Dr

Dakota Ave

Heather Woods Dr

Colorado Ave 20thSt

Trailside Dr

Bird Ave

Zion Park Dr

Ethe l Dr

Smokey Ln

Apricot Ln

Owyhee Ave

Canyon St

Merlot Pl

Ten Ln

Chicago Ct

Portage St

Settlers Ave

Pride Ln

AuroraDr

Pixie St

Frerichs Ln

Paraiso St

Laster St

Shay Park Way

Elijah Dr

Liberty Dr

Lavin St

Moss St

Holly Ln

Wilma Ln

Zer Rd

Stardust Ln

Wilbeth Ln

Amity Ave

Chisholm Dr

Gem St

Pelican Ln

Craig Ln

Hunt Ave

Shefa Ln

Woosley Dr

Wherry Ln

2nd St

Red Tail Ln

Pascoe Ln

Graye Ln

Fieldcrest Dr

Waterleaf Ave

Laser Ln

Portner Rd

Waterlily Ave

Apache Dr

Private Dr

Midway Rd

Oak River Ln

Keogh Ln

Towers Dr

Cindy Dr

Cloudless St

Rosewood St

Rogers Ln

Honey Dr

Lloyd Ln

Abby Ln

Waterside Ave

Misty Ln

Hasbrook St

Burgandy Pl

Prairie Ln

Weis Ct

Christopher St

Henry Ln

Trinity Ave

Iowa Ave

Sagewood Ln

Sunshine Ln

Compass Way

War Eagle Rd

Nette Way

Mill West Ln

Cattle Ln

Equestrian Way

Symms Rd

Shenandoah St

Memory Ln

Chicken Dinner Rd

Beach Cherry Dr

Duck Ln

Track Rd

Aldridge Ln

Kris Jensen Ln

Kiser Rd

Colter Rd

Shannon Dr

Malt Rd

Providence Ln

Featherstone Dr

Red Fox Ln

Meredith Ct

Randall Ln

Lynwood Rd

Malt Rd

Dearborne Rd

Huckleberry Dr

Meadowbrook Dr

Centennial Dr

Map Rock Rd

Nash Ln

LyonsDr

Hall Dr

AnakateLn

Cherry Ln

Lonkey Ln

Private Dr

Santa Rita Rd

Ea

Williamson Ln

tA Bite Ln

Paul Ln

Norco Way

Pear Ln

Houk Rd

Beet Rd

Darrow Ln

Sage Acres Ln

Crab Apple Ln

Pecan Ln

Upper Embankment Rd

Chicken Dinner Rd

Cool Rd

Locust Ln

Lake Shore Dr

Lake Shore Dr

Elbow Ln

Access

No. 1

Access

No. 2

Access

No. 3

Access No. 4

Access

No. 5

Access

No. 6

Access No. 7

Access

No. 8

Gotts

Point

Access

Schaffer's

Access

Southside Blvd

Victory Rd

Franklin Blv d

Ustick Rd

10th Ave

Florida Ave

Bear Ln

Sunnyridge Rd

2nd St

Roosevelt Ave

Middleton Rd

Ustick Rd

7th St

Souths di e B vl d

16th Ave

Iowa Ave

Moss Ln Birch Ln

Cherry Ln

Karcher Rd Karcher Rd

Orchard Ave

Midland Blvd

Yale St

Ustick Rd

Lewis Ln

Deer Flat Rd

Garrity Blvd

Midway Rd

Midland Blvd

Caldwell Blvd

Northside Blvd

Montana Ave

Lone Star Rd

Dooley Ln

Hoadley Rd

Holly St

Homedale Rd

Smith Ave

22nd Ave

Laster St

Indiana Ave

Cleveland Blvd

Chicago St

Chicken Dinner Rd

Locust Ln

Greenhurst Rd

Flamingo Ave

Lake Ave

Powerline Rd

12th Ave Rd 12th Ave

Colorado Ave

7th Ave

3rd St

Amity Ave

11th Ave

KarcherBypa

Sunnyslope Rd

Madison Rd

Rim

Rd

Farm

way Rd

Lake Lowell Ave

Kings Rd

Davis Ave

Lake Shore Dr

Hwy 45

Midway Rd

Lake Shore Dr

Weitz Rd

Wagner Rd

Marsing Rd

Perch Rd

Lonkey Ln

Malt Rd

Riverside Rd

Lake Ave

Pride Ln

Locust Ln

ORR DRAIN

ELIJAH

DRAIN EDWARDS

DRAIN

GRIMES

DRAIN

INDIAN

CREEK

ORR DRAIN

GRIMES DRAIN

MASON CREEK

GRIMES

CREEK

TRL

TEN MILE

CREEK

NOBLE DRAIN

MASON CREEK

PHYLLIS

CANAL

WILSON DRAIN

EDWARDS DRAIN

PURDAM DRAIN

12TH AVE

DRAIN

UPPER EMBANKMENT DRAIN

INDIAN CREEK

Copyright:© 2014 Esri

0 1,500 3,000

Feet

Western Federal Lands Highway Division

LEGEND

City Bike and Pedestrian

Network

à Bridge

89:w Needed Crossing

Improvements

kj Needed Intersection

Improvements

Existing Bike Lane

Existing Bike Route

Existing Pathway

Proposed Bike Lane

Proposed Bike Route

Proposed Pathway

Existing Sidewalks

@" Refuge Visitor Center

!y Improved Boat Ramp

d[ Unimproved Boat Ramp

!D Dock

!r Swimming

[" Wildlife Viewing

Platform/Blind

Refuge Bike and

Pedestrian Network

Murphy's neck trail

Proposed Multiuse Path

Proposed Docks

Proposed Vehicle Trail (Gott's

Point)

!° Nature Play Area

!D Proposed dock

!\ Proposed observation blind;

Proposed photo blind

!r Proposed swimming area

!? Proposed visitor contact

station

Proposed Walking Trail

Study Area

Deer Flat Wildlife Refuge

Interstate

State Highway

U.S. Highway

Principal Arterial

Minor Arterial

Collector

Local Road

City Boundary

Snake River Canyon Scenic

Byway

City Area of Impact

 ̄

LAKE LOWELL AREA

BICYCLE AND PEDESTRIAN

ACCESS PLAN

Mallard

Park

Lake Lowell

Park

Area Closed to All Entry Year Round

Fishing Areas A and B

East Side Recreation Area

Lower Dam Recreation Area

North Side Recreation Area

South Side Recreation Area

 Figure 4 – Proposed 

 Bike, Pedestrian, and 

 Transit Network 
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§ ̈¦84

UV45

L a k e L o w e l l

14 Ft Shoulder

0 Ft Shoulder

WILSON DRAIN

WILSON DRAIN

N A M PA

C A L D W E L L

Lower Dam

/ Fishing

Area A

East Side

Recreation

Area

South Side

Recreation

Area

Upper Dam

/ Fishing

Area B

North Side

Recreation

Area

Lower Dam

Recreation

Area

Access

No. 1

Access

No. 2

Access

No. 3

Access No. 4

Access

No. 5

Access

No. 6

Access

No. 7

Access

No. 8

Gotts

Point

Access

Schaffer's

Access

Eva Ln

Schoeber Dr

Montego Way

Lattigo Dr

Alma Ln

Iowa Ave

Middleton Rd

Charley Ln

Yoder Ave

Arthur St

Sioux St

High Ave Hudson Ave

High St

Delaware Ave

Sunset St

Fairview S

L

t

yle Dr

Watoosi Ln

3rd Ave

Sheridan Ave

Jerry Lee Ln

Kings Row Rd

Park Ridge Dr

Kings Ct

7th St

Ivy St

20th St

Glen View Dr

Stanford St

Maryland Ave

StarrAve

Alicia St

Meeker Ave

Polar a Way

Wintercrest St

Kipling Way

Belknap Dr

River Rock Ln

Venice St

Borealis Dr

Waterfowl Ave

Orah Way

Shilo Dr

Cherokee Ave

Santa Ana Ave

Rowena St

Adelaide St

Lancaster Dr

Barkley Way

Ormsby Ave

M iddle Creek Dr

Nevada Ave

Weston Ave

Lambert Dr

Pride Ln

Burke Ln

Fay Ln

Talon Ct

Goldenrod Dr

Palmer Dr

Bonneville Dr

Madison Ave

Karcher Rd

Sparks Ave

Chase St

Easy St

Aries Dr

Bristol St

Toussand Dr

Buckboard Ave

Skye Dr

Sadie Ave

Hawthorne St

Keim Ln

Dell Ct

Bratton Dr

Lowell Ln

Maryland Ave

Lake Lowell Ave Mason Ln

26th St

Ridge Dr

Maine Ave

Lori Dr

Teakwood Dr

Burnett Dr

Elder St

Antigua Ave

Daisy Pl

Cielo St

Empress St

1st St

Clifton Way

Laurel Way

Greens Dr

Caspian Dr

Maravilla St

Cross Creek Dr

Dynasty Ave

Lava Ave

Lexi's Ln

Shoshoni Rd

Melba Dr

Ven tura Dr

Eldoran Dr

Stadium St

Piersol St

18th Ave

York Ave

Cassia St

Carol St

7th Ave

Colter Bay Dr

Dewey Ln

Emerald Dr

Twin Springs Way

Flamingo Ave

Cougar Ave

Hawaii Ave

Chicago St

Chavel Dr

Fern St

Oklahoma Ave

Barbara St

Meyer Ave

McLaughlin Dr

Lily Ave

Denton St

Pump Rd

Park Ave

Shallon Dr

Skyview St

Kristy Pl

Celeste Ave Julie St

Clayton St

Industrial Rd

Ramp

Stinson St

Stoll Ct

Pamelas Ln

Flint Dr

Lake Ln

Morn in g Sun Dr

Spicewood Ave

Enoch Dr

Crestwood Dr

Hickman St

Sahara Dr

Don St

Cup di Dr

Mountain Hawk Rd

Boulder Ave

Primrose Dr

Sierra Dr

8th St

Cambridge St

Montana Ave

Dragonfly Dr

Jason Dr

Florida Ave

20th Ave

Dorman Ave

Benton Ave

Umatilla Dr

Fallcrest St

Broadmore Way

Preston Ave

Tio Ln

15th Ave

CarriageHill Way

Palace Ct

Ra ni tree Dr

Miller Way

Ross Ln

Park Ln

Mission Pointe Dr

Rock Ct

Longtail Dr

Signorello St

Glasgow Ave

Landon Ln

Curlew St

Blue Springs St

Leo Dr

Tara Ct

Garden Ave

Karcher Rd

Waterview Rd

Sunny Ln

Ohio Ave

Roberts Pl

Grouse St

Purt Rd

Dufur St

Railroad St

Pine Creek Dr

Pat Ln

Ramp

Windy Ridge Dr

Dew Mist Dr

Gold Creek Dr

11th St

Cedar Park Ln

Mill Ct

Willow Pointe Ave

Gateway St

Cathie Dr

Sutton St

Settlers Dr

Grouse Ave

Groveton St

Devl ni Way

Brandt Ave

Vicki Dr

Kara Anne Ave

Lexington St

Saxton Ln

Eaglecrest Dr

Alpine Dr

Hilton St

Paoletti St

Bonneville St

Navajo Cir

Fujii Dr

Gaines Ct

Parkview Way

Roston Ct

Tacola St

Bingham St

Juanita Way

Noah Dr

Kinghorn Dr

Fern St

Royal Way

Newhaven St

Oak Pl

Te tonAve

Deer Flat Rd

Valley Dr

Wessex Ln

Brian Ave

Daniel St

David St

Torrey Ln

Habitat St

Amaya Way

MarketplaceBlvd

Newberry Way

Fiesta Way

Blossom Ave

Blue Ridge St

Salem St

Harrow St

Hampton Ln

Colorado Ave

Marcum Way

Walker Lake Rd

Ravalli Dr

Park Dr

Sheep Mountain Ln

Aberdeen Ave

Bonner St

Florida Ave

Eagle Ave

Murray St

Mckenzre St

Canterbury Ln

Portland Ave

Cocoon St

Black Butte Ct

Flamingo Ave

Sundance Rd

Castleton Ave

Kokomo Dr

Arrowhead Dr

Stony Meadow Dr

Muir Dr

Doc Hisom Ave

Kansas Ave

Fargo Ave

Sugar St

Helena Dr

Lewis Ln

Sherman Ave

Millstone St

Patrice Dr

Mycahl Ln

Young Ave

RedOak Dr

Olympic Ave

Flor ence St

Falcon Ave

Barry Ln

Barger St

Wiltshire Ln

Havenwood Ave

Crane St

Rivendell Ct

Lewis Ln

Willow Ave

Hampshire Ln

Kaden Ln

Taylor St

Adams St

Finch Dr

Oak St

Georgia Ave

Farner Rd

Pebble Way

Vista Dr

Muirfield Ln

Ruth Ln

Castle Way

Creek Ct

Comstock Ave

Sage Creek Rd

Radcliff St

Snake Ln

Camelot Dr

Harrison Ln

Moonstruck Dr

Port St

Lo si Ln

Roberts Ave

Kings Rd

Crown Pointe Ave

Herron Dr

Banyon St

State St

Boone Ave

Railroad St

Moose Creek Dr

Hailey Ave

Bright St

Sheridan Ave

1st Ave

Badger Dr

19th St

Elder St

Bannock Ave

Chaparral Ranch Dr

Hensen Dr

Fair Ln

Sunnydale Pl

2nd Ave

Hayes St

Lilac Ln

Lakecrest Dr

Silver Pl

Cirrus Dr

Ranchview Dr

Ruby Dr

Meffan Ave

Kimball Ave

Shamrock Ave

Nay Dr

Crestview Dr

Williams Ln

Idaho Ave

Worth Way

Teton Dr

Estates Dr

Amy Ln

Stampede Dr

Fall Dr

Checola St

Laster Ln

Piute Pl

Hawkins Ave

Tamarack Dr

Braden Ln

Alexa St

Erin Ave

Lawrence Dr

Blakeslee Dr

Horizon W a y

Iv y Dr

NavajoDr

Ponderosa Dr

Goose Ln

Sherman Ave

Sauvageau Ln

Camas St

Jessie Ln

23rd Ave

Fall Pl

Washington Ave

Maple St

10th St Almond St

13th Ave

4th St

12th St

6th St

Clark Ave Pine St

10th Ave

9th St

14th St

17th Ave

8th Ave

14th Ave

Chestnut St

Locust St

Juniper St

19th Ave

5th St

Dewey Ave

9th Ave

Front St

Lincoln Ave

3rd St

5th Ave

12th Ave

Boise St

Tooele Dr

4th Ave

Heartland Dr

Garland St

Hoadley Rd

Sky Ranch Rd

Bay hill Dr

St Lukes Dr

Coyote Cove Rd

Tricia St

Scorpio Dr

Wycliff Dr

Burnie Dr

Jeb Ln

Jefferson St

Meyer St

Sunflower Dr

Pheasant Ln

Norman St

21st St

Highland Ave

Ranch Rd

Orchard Heights Way

Tara St

Carolina St

Astor Ave

Wildflower Dr Crisholm Rd

Zachery Ave

Brandi Ln

Crescent Dr

Oakmont Ave

Linda St

Mesa St

Oxbow Dr

Carole St Drakes Ln

DeweyDr

Denali Pl

Winther Blvd

Scotts Ln

Green Val el y Pl

Skyview Dr

Silver Creek Dr

Aldbury Ave

36th St

Red Fir St

Sweet Dr

Klamath Ln

Georgia Ave

Friar Dr

Syrah Ct

Rocklan Ct

Borah Way

PFE Dr

Winter Ct

Kurt Ln

Bayou Way

Constitution Way

Blaine Ave

Midland Blvd

Neilscott Dr

Fletcher Dr

Jerica Ct

Crow Dr

Emerald Rd

Falcon St

Duke St

Palrang Dr

Bing Rd

Shoshone Ave

Gresham Dr

Sherry Rd

Lowell Rd

Megan Ct

ColtDr

Jacob Dr

Nana Ln

Smith Ave

Private Dr

Lake Ave

Elmore Ave

Park Centre Way

Abram Ave

Moss Ln

Ramp

Delta Dr

Dakota Ave

Heather Woods Dr

Colorado Ave 20thSt

Trailside Dr

Bird Ave

Zion ParkDr

Ethe l Dr

Smokey Ln

Apricot Ln

Owyhee Ave

Canyon St

Merlot Pl

Ten Ln

Chicago Ct

Portage St

Settlers Ave

Pride Ln

AuroraDr

Pixie St

Frerichs Ln

Paraiso St

Laster St

Shay Park Way

Elijah Dr

Liberty Dr

Lavin St

Moss St

Holly Ln

Zer Rd

Stardust Ln

Wilbeth Ln

Barret View Ct

Amity Ave

Chisholm Dr

Gem St

Honey Dr

Bridgeport Dr

Pelican Ln

Craig Ln

Hunt Ave

Shefa Ln

Wherry Ln

2nd St

Red Tail Ln

Pascoe Ln

Graye Ln

Fieldcrest Dr

Waterleaf Ave

Laser Ln

Portner Rd

Waterlily Ave

Apache Dr

Private Dr

Midway Rd

Oak River Ln

Keogh Ln

Towers Dr

Cindy Dr

Cloudless St

Rogers Ln

Lloyd Ln

Abby Ln

Waterside Ave

Misty Ln

Hasbrook St

Burgandy Pl

Prairie Ln

Weis Ct

Christopher St

Rainier Ave

Henry Ln

Iowa Ave

Sagewood Ln

Sunshine Ln

Compass Way

War Eagle Rd

Nette Way

Mill West Ln

Cattle Ln

Equestri an Way

Symms Rd

Shenandoah St

Memory Ln

Chicken Dinner Rd

Duck Ln

Track Rd

Aldridge Ln

Kris Jensen Ln

Kiser Rd

Colter Rd

Shannon Dr

Malt Rd

Providence Ln

Featherstone Dr

Red Fox Ln

Meredith Ct

Randall Ln

Lynwood Rd

Malt Rd

Dearborne Rd

Huckleberry Dr

Meadowbrook Dr

Newbrook Dr

Centennial Dr

Map Rock Rd

Nash Ln

LyonsDr

Hall Dr

AnakateLn

Cherry Ln

Lonkey Ln

Private Dr

Santa Rita Rd

Eat A

Williamson Ln Bite Ln

Paul Ln

Norco Way

Pear Ln

Houk Rd

Beet Rd

Darrow Ln

Sage Acres Ln

Crab Apple Ln

Pecan Ln

Upper Embankment Rd

Chicken Dinner Rd

Cool Rd

Locust Ln

Lake Shore Dr

Lake Shore Dr

Elbow Ln

Southside Blvd

Victory Rd

Franklin Blv d

Ustick Rd

10th Ave

Florida Ave

Bear Ln

Sunnyridge Rd

2nd St

Roosevelt Ave

Middleton Rd

Ustick Rd

7th St

Souths di e B vl d

16th Ave

Iowa Ave

Moss Ln Birch Ln

Cherry Ln

Karcher Rd Karcher Rd

Orchard Ave

Midland Blvd

Yale St

Homedale Rd

Ustick Rd

Lewis Ln

Deer Flat Rd

Garrity Blvd

Midland Blvd

Caldwell Blvd

Northside Blvd

Montana Ave

Lone Star Rd

Dooley Ln

Hoadley Rd

Holly St

Smith Ave

22nd Ave

Laster St

Indiana Ave

Cleveland Blvd

Chicago St

Chicken Dinner Rd

Locust Ln

Greenhurst Rd

Flamingo Ave

Lake Ave

Powerline Rd

12th Ave Rd 12th Ave

Colorado Ave

7th Ave

3rd St

Amity Ave

11th Ave

KarcherBypa

Sunnyslope Rd

Madison Rd

Rim

Rd

Farm

way Rd

Lake Lowell Ave

Kings Rd

Midway Rd

Davis Ave

Lake Shore Dr

Hwy 45

Midway Rd

Lake Shore Dr

Weitz Rd

Wagner Rd

Marsing Rd

Perch Rd

Lonkey Ln

Malt Rd

Riverside Rd

Lake Ave

Pride Ln

Locust Ln

2.5 Ft

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2 Ft

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2 Ft Shoulder

2 Ft

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3 Ft Shoulder

3 Ft

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4 Ft

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3 Ft

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3 Ft Shoulder

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3 Ft Shoulder

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3 Ft Shoulder

3 Ft

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4 Ft Shoulder

3 Ft Shoulder

3 Ft Shoulder

3 Ft Shoulder

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3 Ft Shoulder

4 Ft Shoulder

3 Ft Shoulder

3 Ft Shoulder

2 Ft

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3 Ft Shoulder

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3 Ft Shoulder

3 Ft Shoulder

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2.5 Ft Shoulder

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3 Ft Shoulder

Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community, Copyright:© 2014 Esri

0 1,500 3,000

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LEGEND

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Flex Route Service Area

Existing Bike Lane

Existing Bike Route

Existing Pathway

Existing Sidewalks

Pavement Width

14 Ft

20 - 24 Ft

25 - 28 Ft

29 - 33 Ft

34 - 37 Ft

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LAKE LOWELL AREA

BICYCLE AND PEDESTRIAN

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Note: Shoulder type

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Area Closed to All Entry Year Round

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North Side Recreation Area

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 Figure 5 – Existing Bike 

 and Pedestrian Network 
CHAPTER 3 - NEEDS ASSESSMENT | OCTOBER 2016 PAGE 28

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Nampa’s proposed bicycle and pedestrian facilities identified in Figure 4 illustrate key connections 

needed for users to reach the study area. Summarized below are major roadways, canals, and creeks 

that connect within the study area and adjacent areas of Nampa. 

PROPOSED BIKE LANES: 

 Iowa Avenue (between Midland Blvd. and Middleton Rd.) 

PROPOSED BIKE ROUTES: 

 Middleton Road (north from Moss Ln. to Greenhurst Rd.) 

 Iowa Avenue (between 12th Ave. Rd. and Midway Rd.) 

 Greenhurst Road (between Sunnyridge Rd. and Midland Blvd.) 

 Lake Lowell Avenue (between 12th Ave. Rd. and Middleton Rd.) 

 Dooley Lane (between Sunnyridge Rd. and Midland Blvd.) 

PROPOSED PATHWAYS: 

 Midway Road (from north Moss Ln. to Greenhurst Rd.) 

 Edwards Drain (between Midway Rd. and Midland Blvd.) 

 Roosevelt Avenue (between Midland Blvd. and Midway Rd.) 

 Weston Creek (between Roosevelt Ave. and Lake Lowell Ave.) 

 Greenhurst Road (between Middleton Rd. and Midway Rd.) 

 Midland Boulevard (from Greenhurst Rd. south to the East Side Recreation Area, west of Shaffer’s 

Access) 

 Greenhurst Road (south to the East Side Recreation Area at the DFNWR) 

Nampa has identified proposed sidewalk gap in-fill priorities within or in close proximity to the study area 

as shown in its Proposed Bikeway and Off-Street Pathway Network map, provided in Appendix D. 

PROPOSED SIDEWALKS: 

 Middleton Road (between Lake Lowell Ave. and Iowa Ave.) 

 Greenhurst Road (between Middleton Rd. and Midland Blvd. on both sides) 

 Midland Road (between Greenhurst Rd. and Locust Ln.) 

 Locust Lane (between Midland Blvd. and 12th Ave. Rd.) 

 Dooley Lane (between Midland Blvd. and 12th Ave. Rd. on both sides) 

 Greenhurst Road (between Midland Blvd. and 12th Ave. Rd. on both sides) 

Mobility – City of Caldwell Pathways and Bike Routes Master Plan 

Caldwell’s Pathways and Bike Routes Master Plan identifies three corridors that would improve 

mobility by connecting high-use destinations and areas of the City with pathways, bike routes, and 

trails. The YMCA Corridor proposes a mix of bike routes and multi-use pathways that connect to the 

Lake Lowell Corridor. The Lake Lowell Corridor as shown in Appendix E, on the Proposed Pathways 

and Bike Routes map, is a proposed multi-use pathway that connects the Treasure Valley YMCA, 

Lake Lowell, and the DFNWR. According to the Plan, a grade separation is needed at the pathway’s 

intersection with Karcher Road. The East Karcher Corridor, a proposed eight-foot-wide multi-use 

pathway, approximately 1.05 miles long, starts at Moss Lane and runs between Florida Avenue and 
CHAPTER 3 - NEEDS ASSESSMENT | OCTOBER 2016 PAGE 29

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Lake Avenue until it reaches Lakevue Elementary School. A grade-separated crossing at Karcher 

Road between Florida Avenue and Lake Avenue is proposed along this corridor. 

Caldwell’s proposed bicycle and pedestrian facilities are identified in Figure 4, the Proposed Bike, 

Pedestrian, and Transit Network map. The key proposed bike routes and pathways needed to connect 

users to the study area are summarized below. 

PROPOSED BIKE ROUTES: 

 Moss Lane, an undeveloped roadway between Middleton Road beyond 10th Avenue 

 Florida Avenue, south to Lone Star Road 

 Orchard Avenue (between Lake Ave. and 10th Ave.)

 Smith Avenue (between Lake Ave. and Indiana Ave.)

 Parallel east and west route between Karcher Road and Orchard Avenue, approximately one-half 

mile east of Lake Avenue to Montana Avenue 

PROPOSED PATHWAYS: 

 Lake Lowell Corridor (see description above) 

 East Karcher Corridor (see description above) 

 Smith Avenue (between Indiana Ave. and Lake Lowell Corridor) 

 Upper Embankment Drain (north from Orchard Ave. to Upper Dam Recreation Area/Lake Lowell Park) 

 Edwards Drain (from Midway Rd. to Upper Dam Recreation Area/Lake Lowell Park) 

Mobility – Nampa Highway District Transportation Plan 

According to the Nampa Highway District Transportation Plan, the Nampa Highway District 

maintains 367 miles of roadway in the southeast section of Canyon County. These roadways serve 

different functions, accessibility and mobility and should be designed to accommodate different 

traffic conditions. The District’s Plan primarily focuses on maintaining and improving existing and 

deteriorating roads and does not discuss building new roads and/or facilities. 

Both the Nampa and Canyon Highway Districts have collaborated with the DFNWR to implement 

several transportation projects that aim to improve overall access to the Refuge including planned 

road upgrades at the new Visitor Center road and on Lake Avenue. A strengthened partnership 

among these participating agencies will help to provide an opportunity to create a unified bicycle and 

pedestrian plan within the study area. 

Mobility – National Wildlife Refuge Visitor Survey 2010/2011 

According to the National Wildlife Refuge Visitor Survey 2010/2011, visitors use a variety of 

transportation means to access and enjoy the DFNWR. While most visitors arrive at the Refuge in a 

private vehicle, alternatives modes such as walking and bicycling are increasingly becoming a part of 

the visitor experience. A few trails exist on the north side of the Refuge, but they are primarily intended 

for wildlife observation and lack the necessary infrastructure to properly accommodate bicyclists. 

Parking near the water was cited as difficult for those with mobility issues. Visitors would like to have 

parking access for the walking trails while the Refuge is open and after the Visitor Center is closed. 

Many respondents would like to see a developed network of trails and pathways around the entire 

lake. The south side of Lake Lowell has very limited access and no trails connecting to the other side. 

Local schools from Nampa and Caldwell have expressed an interest in utilizing an enhanced trail 

system for track/cross country training and meets.
CHAPTER 3 - NEEDS ASSESSMENT | OCTOBER 2016 PAGE 30

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Mobility – Deer Flat National Wildlife Refuge Comprehensive Conservation Plan (CCP)

The final CCP determined that noncompetitive jogging, bicycling, and horseback riding were allowable 

uses for groups of 10 or fewer. Bicycling or jogging in a group of more than 10 individuals may be 

allowed under special conditions provided in a special use permit (SUP).

PROPOSED MULTI-USE PATHWAYS: 

 Upper Embankment Road (from the Visitor Center to Roosevelt Ave./South Indiana Ave.)

 Loop connection west of the Visitor Center 

A visual representation of proposed bicycle and pedestrian facilities within and adjacent to the study 

area is represented on Figure 4. 

Mobility – VRT 2011 Valleyconnect Plan

VRT is the official transit authority serving Ada and Canyon counties. The VRT Valleyconnect plan 

identifies transportation options, other than driving alone, that are currently available in Ada and 

Canyon counties, as well as future transportation options. VRT currently only serves a small portion of 

the study area with its Flex-Route Service. 

VRT has not identified any future transit centers, stations, or park-and-ride lots within the study area. 

According to the Valleyconnect Plan, the closest existing park-and-ride lot is located at Jefferson 

Middle School at 10th Avenue and services the South Caldwell area. An existing transit center is 

located near Karcher Mall in Nampa, but it does not provide service to the study area. 

Source: http://www.valleyregionaltransit.org/PROJECTSSTUDIES/REGIONALOPERATIONS/VALLEYCONNECT. aspx 

ENVIRONMENTAL SUSTAINABILITY 

Bicycle and pedestrian travel is a healthy, sustainable mode of transportation. It helps reduce 

dependence on vehicles and promotes an active lifestyle. An expanded network of trails, sidewalks and 

bike lanes could promote increased bicycle and pedestrian usage, which can help reduce the emission 

of vehicle pollutants into the air. Bicycle and pedestrian modes of transportation can also offer a less 

intrusive means of travel for the Refuge wildlife, given the proper accommodations and facilities. 

Installing pathways and bicycle lanes can reduce air pollutants. Canyon County is designated as an 

Area of Concern for PM2.5 and O3, meaning that it has exceeded the threshold of the National Ambient 

Air Quality Standards in the past, but has not violated those standards (David Luft, Airshed Manager, 

Idaho Department of Environmental Quality). 

PM2.5 and O3 is ozone in the lower atmosphere 

created by chemical reactions between air 

pollutants from vehicle exhaust, gasoline 

vapors, and other emissions (see Existing 

Conditions Section, Appendix K: Idaho 

Department of Environmental Quality Nonattainment map). Promoting non-motorized 

forms of transportation will improve air quality 

in the valley. 
CHAPTER 3 - NEEDS ASSESSMENT | OCTOBER 2016 PAGE 31

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Environmental Sustainability Issues Identified 

Environmental sustainability issues identified in the City of Nampa Bicycle and Pedestrian Master 

Plan, the City of Caldwell Pathways and Bike Routes Master Plan, Nampa Highway District 

Transportation Plan, and the Deer Flat National Wildlife Refuge CCP and the National Wildlife Refuge 

Visitor Survey 2010/2011 are summarized in the following sections.

Environmental Sustainability – City of Nampa Bicycle and Pedestrian Master Plan 

According to Nampa’s Bicycle and Pedestrian Master Plan, seasonal temperature inversions can result 

in high levels of pollutants during the winter time (PM2.5) and ozone levels in the summer. However, the 

overall air quality in Nampa is considered good. Nampa anticipates continued population growth and as a 

result, CO2 emissions from motor vehicles will eventually negatively impact air quality in the region. 

Nampa identifies potential air quality benefits that could be realized by increasing the walking and 

biking transportation network. The Plan states that by the year 2030, “developing the bicycle and 

pedestrian network will replace 15,687 weekday vehicle trips, eliminating more than 9 million vehicle 

miles traveled per year.” Pedestrian and bikeway network enhancements are expected to generate 

more walking and bicycling trips in the future. This growth is expected to improve air quality by 

further reducing the number of vehicle trips, vehicle miles traveled, and associated vehicle emissions. 

Commuteride, Ada County Highway District’s public vanpool rideshare program that serves both Ada 

County and Canyon County, and the development of an effective transportation corridor can also help 

mitigate future air pollution concerns. 

Environmental Sustainability – City of Caldwell Pathways and Bike Routes Master Plan 

The Caldwell Pathways and Bike Routes Master Plan recognizes the desire among homebuyers and 

today’s population for increased non-motorized facilities partially due to health and environmental 

benefits. The City of Caldwell further recognizes that maintenance of pathways and bike routes 

throughout the city will improve non-motorized pedestrian safety, residential and business uses, and 

the environmental, recreational, and aesthetic aspects of Caldwell. 

Environmental Sustainability – Nampa Highway District Transportation Plan 

The Nampa Highway District Transportation Plan recognizes that as the District’s population grows, 

the traffic volume will as well, worsening traffic conditions for all users. This can also have negative 

impacts on the environment in the form of increased congestion, emissions, and pollutants. 

Environmental Sustainability – National Wildlife Refuge Visitor Survey 2010/2011

The Deer Flat National Wildlife Refuge Comprehensive Conservation Plan (CCP) public involvement 

effort demonstrates overwhelming support to maintain Lake Lowell and the DFNWR as a recreational 

destination. Overall, most of the 210 visitors surveyed agreed that a healthy wildlife habitat could 

coexist with those utilizing the Refuge and Lake for recreational purposes. However, some of the 

respondents cited concerns for the wildlife habitat and overall issues resulting from an increase 

in motor boats, jet skis and other recreational vehicles causing excessive wake and noise in the 

area. These types of compatibility issues should be considered when identifying future bicycle and 

pedestrian facilities leading to certain destinations at the DFWNR.

The survey results suggest a concern over Lake Lowell’s water quality and the effects it could have on 

the wildlife and on those using the lake for recreational purposes. Some respondents worry that the 

water quality is being degraded due to exposure to chemicals, silt, and mercury. Others would like to 

see better management of the nutrients discharged into the lake from nearby agricultural uses. Some 

responses demonstrated concern that high populations of certain bird species are also contributing 

added pollutants into the Lake. 
CHAPTER 3 - NEEDS ASSESSMENT | OCTOBER 2016 PAGE 32

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Responses to the National Wildlife Refuge Visitor Survey regarding climate change indicated that 48 

percent felt that it was important to consider economic costs and benefits to local communities when 

addressing the effects of climate change on fish, wildlife, and their habitats. 33 percent agreed that 

future generations would benefit if the effects of climate change on fish, wildlife, and their habitats 

are addressed. The impacts to wildlife in the DFNWR need to be quantified and further studied to 

accurately determine the level of concern and precautions necessary to protect the wildlife. 

MODE CHOICE 

Encouraging alternate modes of travel around Lake Lowell and to/from the DFNWR is a key 

component of this project. Developing a comprehensive transportation network that is accessible and 

safe for bicyclists and pedestrians will stimulate and empower alternate modes of travel. 

Mode Choice Issues Identified 

Mode choice issues identified in the City of Nampa Bicycle and Pedestrian Master Plan, the City of 

Caldwell Pathways and Bike Routes Master Plan, Nampa Highway District Transportation Plan, and 

the National Wildlife Refuge Visitor Survey 2010/2011 are summarized below. 

Mode Choice – City of Nampa Bicycle and Pedestrian Master Plan 

Nampa’s Bicycle and Pedestrian Master Plan identifies a wide range of users including pedestrians, 

bicyclists, and persons with mobility impairments. According to Nampa’s Plan, a total of 178 miles of 

gaps exist in the sidewalk network and approximately five miles of gaps exist in the pathway system. 

In order to encourage increased walking and biking to and from Lake Lowell and the DFNWR, the 

City of Nampa will need to improve the overall infrastructure and safety on the roadways. Pathway 

connections would need to be increased and the sidewalk network would need to be expanded to 

appeal to users. Major trailheads around the Refuge should include automobile and bicycle parking, 

trail information including maps, user guides and wildlife information, garbage receptacles, and 

restrooms. 

Nampa solicited input from the public as part of its Bicycle and Pedestrian Master Plan to determine 

local needs and attitudes towards bicycling and walking. Of the 132 surveys completed, 86 percent of 

respondents indicated they would use a greenbelt if it was available, and 79 percent of respondents 

indicated that they were interested in commuting or recreational bicycling. 

Area 1 is the closest geographical area to Lake Lowell as shown in the Bicycle and Pedestrian Master 

Plan (See Appendix D). Area 1 is bound by Middleton Road to the west, Locust Lane to the south, 

Lake Lowell Avenue/Amity Avenue to the north, and Southside Boulevard to east. As identified in the 

Bicycle and Pedestrian Master Plan, the City has identified proposed trails as well as existing trails. 

Trailheads are needed in Area 1 to provide essential access to the shared-use path system. 

Mode Choice – City of Caldwell Pathways and Bike Routes Master Plan 

Caldwell’s Pathways and Bike Routes Master Plan proposes 35 miles of publicly-owned pathways 

located within ten (10) transportation corridors. The development of these corridors will provide 

Caldwell residents with alternate routes and modes of travel throughout the city. Development of the 

Lake Lowell Corridor will provide a much-needed connection between the Treasure Valley YMCA, 

Lake Lowell, and the DFNWR. When completed, the Lake Lowell Corridor will feature 5.10 miles of 

10-foot-wide asphalt pathways that connect bike routes 11, 12, 13, 14, 26, 31, and 35 (see Appendix E,

Proposed Pathways and Bike Routes map). However, these routes are currently undeveloped and the 

existing roadway infrastructure shared by motor vehicles, bicycles, and pedestrians creates safety 

hazards and prohibits alternate modes of transportation to the Refuge. 
CHAPTER 3 - NEEDS ASSESSMENT | OCTOBER 2016 PAGE 33

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Mode Choice – National Wildlife Refuge Visitor Survey 2010/2011

According to the National Wildlife Refuge Visitor Survey 2010/2011, most respondents (96 percent) 

lived in the local area (within 50 miles of the DFNWR), whereas four percent were non-local visitors. 

Respondents traveling around the Refuge by bicycle made up 14 percent of visitors while walking or 

hiking represented 23 percent. The most common transportation mode used to visit and navigate 

around the Refuge was private vehicles representing 73 percent of respondents. 

Respondents were asked to identify transportation-related items and needs at the Refuge. Access to 

the water’s edge was noted as being difficult, and parking was identified as being limited, especially 

for persons with disabilities. Respondents also indicated that the boat access points are increasingly 

busy around the Refuge, and bike paths and trails are somewhat limited. Most respondents expressed 

an interest in adding bike lanes to enhance safety and their experience at the Refuge. Additionally, 

respondents showed interest in providing additional trails around the Refuge and Lake Lowell for 

exploring, animal watching, or simply enjoying a relaxing outing. 

QUALITY OF LIFE

Increased walking and bicycling facilities from the surrounding populated areas to the Lake Lowell 

Area would improve the quality of life of residents and visitors alike. Opportunities for navigating 

the DFNWR by bicycle or by foot provide an enhanced opportunity to explore and experience the 

Refuge. It provides a more intimate opportunity to view, listen, and appreciate the plants and wildlife 

surrounding the Refuge. 

Alternative forms of transportation including walking and biking help promote an active and healthy 

lifestyle. A well designed pathway system also provides an aesthetic quality within the community 

that can have positive impacts on future growth. The community’s image is enhanced and it may even 

have a positive impact on the local economy including property values and business attraction. 

Quality of Life Issues Identified 

Quality of life issues identified in the City of Nampa Bicycle and Pedestrian Master Plan, the City of 

Caldwell Pathways and Bike Routes Master Plan, Nampa Highway District Transportation Plan, and 

the National Wildlife Refuge Visitor Survey 2010/2011 are summarized below.

Quality of Life – City of Nampa Bicycle and Pedestrian Master Plan 

Bicycle and pedestrian facilities and amenities can play a large role in a community’s quality of life. 

The “Community Design” section of Nampa’s plan acknowledges the importance of greenways and 

open spaces. Historically, citizens have openly supported urban open space and pathways to improve 

their overall quality of life. Greenways and more open space offer the benefits of improved air quality, 

reduced dependency on the automobile, promotion of community health and fitness, and a balanced 

commuter network. 

Quality of Life – City of Caldwell Pathway and Bike Routes Master Plan 

Per the Caldwell Pathway and Bike Routes Master Plan, the public pathway system in Caldwell is 

designed to provide safe routes for pedestrians and cyclists and to increase recreational opportunities 

within the community. Improved infrastructure and better public access to the Boise River, Lake 

Lowell, and Indian Creek will improve the overall quality of life for Caldwell residents. 
CHAPTER 3 - NEEDS ASSESSMENT | OCTOBER 2016 PAGE 34

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Quality of Life – Nampa Highway District Transportation Plan 

The Nampa Highway District Transportation Plan acknowledges that the condition and management 

of the transportation system within a community can be directly related to the quality of life. Wellmaintained facilities are needed to support personal businesses and commercial activities and to 

promote alternate forms of transportation including walking and biking. 

Quality of Life – National Wildlife Refuge Visitor Survey 2010/2011

According to the surveyed Refuge visitors, the top three preferred activities include freshwater 

fishing, wildlife observation, and hiking. Of the fourteen (14) activities surveyed, bicycling represented 

16 percent and ranked number seven (7) among popular uses of the Refuge. Survey respondents 

indicated that biking and walking trails around the Refuge would create a unique experience for 

users to exercise and enjoy nature in a way not available from a vehicle. Some respondents noted 

that the restrooms needed to be maintained more often and excessive noise and wake from boaters 

decreased their opportunity to view and enjoy wildlife. Increased access to the southern portion of the 

lake would create additional opportunities to enjoy the Refuge. 

The DFNWR provides a unique opportunity to view wildlife and to enjoy nature. Its close proximity to major 

urban centers gives families and visitors a break from the hustle and bustle of everyday life. One survey 

taker called it an “oasis in a metropolitan area.” It’s a non-commercialized place to get away and relax. 

TECHNICAL ADVISORY COMMITTEE (TAC) INPUT – MEETING NO. 1 

A TAC was formed and tasked with providing input throughout the Lake Lowell Area Bicycle and 

Pedestrian Plan planning process. The TAC comprises a diverse group of stakeholders that includes 

representatives from Caldwell, Nampa, Nampa and Canyon Highway Districts, Ada County, ITD, Idaho 

Fish and Game, Bureau of Reclamation (BOR), the Canyon County Sheriff’s Department, COMPASS, 

irrigation districts, and cyclist advocates. At the first of three TAC meetings (TAC Meeting No. 1), input 

was solicited from the TAC to identify projects and needs to improve bicycle and pedestrian access from 

surrounding populated areas to the DFNWR. Below is a list of specific ideas and needs identified by the 

TAC early in the planning process at TAC Meeting No. 1.

 TAC-Identified Ideas and Needs 

 Restroom on south side loop, improved restrooms, restrooms at viewpoints, restrooms at Access 

no. 6 or 7

 Kid-friendly bike paths that provide access to both sides of the lake 

 Means of getting around east end of lake that is not on Hwy 45 

 Bike route wayfinding signage for route around lake including mileage markers 

 Possible loop trails into refuge for single bike track recreation users 

 Drinkable water, information kiosk, picnic table at Access no. 6 or 7 (good halfway point for 

persons riding around the lake) 

 Riverside Road – Shoulder (high-speed gravel road parking area makes it dangerous for on-road 

riding); fishing destination for recreationalists (should be included and considered as a destination) 

 Wider roadway across Lower Dam for bike safety 

 Alternate route (bike/walk pathway) around east end of Lake Lowell 

 Share roads as the quickest means of establishing routes to Lake Lowell from Caldwell and 

Nampa 
CHAPTER 3 - NEEDS ASSESSMENT | OCTOBER 2016 PAGE 35

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 TAC-Identified Ideas and Needs, cont. 

 Utilize Mallard Park at 10th Ave. and Orchard Ave. as an access point (great access from Caldwell) 

 Identify possible bike repair station locations 

 New pathway viewing areas for wildlife 

 Wider road from Roosevelt down to Visitor Center (popular for cycling exercise up and down) 

 Identify proposed pathway base materials options 

 On-ground Department of Transportation (DOT) mileage signs for pathway users 

 Benches at viewpoints 

 Share the road signage 

 Scenic bike-ways 

 Consider mosquito abatement 

 Bike Racks 

 Parallel, separated route to 45 

 Widen road across Lower Dam 

 Improve the east end of the lake 

 Provide mileage markings 

 Improve wayfinding 

 Implement shared road signs 

 Water is at road edge when full (Riverside Rd. between Lowell Rd. and Hoadley Rd.) 

 Water is at road edge when full (near Access No. 5 to past Access No. 1) 

 Proposed pathway starting near the intersection of Montana Ave. and 

Orchard Ave. runs through a closed area of the Refuge 

 Add bike route along Indiana Ave. in between Smith Ave. and Roosevelt Ave. 

 Bike route/wider shoulder along Lake Shore Drive near Access No. 3 

 Add a parallel pathway west of HWY 45 near Schaffer’s Access 

 Widen shoulder and increase signage near Roosevelt Ave. and Upper Embankment 

 Proposed Caldwell/Nampa bike route – heavy cycling use (Lone Star Rd. and Lake Ave.; 

Lone Star Rd. to Orchard Ave; Orchard Ave. to Indiana Ave.) 

 Utilize Iowa Avenue as a route for less skilled cyclists

These ideas and needs, along with additional input through stakeholder interviews, two additional 

TAC meetings, and public input received at open houses/listening stations, were reviewed, vetted, and 

considered for inclusion in the Lake Lowell Area Bicycle and Pedestrian Access Network Plan. 
RECOMMENDATIONS AND 

PRIORITIZATION

CHAPTER 4
CHAPTER 4 - RECOMMENDATIONS AND PRIORITIZATION | OCTOBER 2016 PAGE 37

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

RECOMMENDATIONS

This section identifies recommended bicycle and pedestrian projects to help address the issues identified 

in the planning process. The recommended improvements are aimed at providing improved access 

to and around Lake Lowell and the Refuge. The process began with understanding the users of the 

community and developing an overall network plan. The projects identified to complete the network plan 

were prioritized utilizing a point system and TAC input. These items are described in more detail below.

PLAN DEVELOPMENT METHODOLOGY 

In developing a recommended bicycle and pedestrian network, it is important to identify the different 

types of bicyclists and pedestrians that might use the system to provide, where possible, facilities 

that will attract and retain those users. The methodology utilized to develop the network started with 

an understanding of the types of users and facility types anticipated for the Lake Lowell Bicycle and 

Pedestrian Access Plan.

Types of Pedestrians

Everyone is a pedestrian at some stage in their daily travel. 

This means pedestrians are a highly diverse road user group, 

which includes children, adults, senior citizens, teenagers, 

joggers, the disabled and mobility impaired, transit riders, and 

people using wheeled toys or recreational devices such as 

skateboards, rollerblades, and foot scooters. 

Pedestrians have a variety of characteristics so the 

transportation network should accommodate a variety of 

needs, abilities, and possible impairments. Age is one major 

factor that affects pedestrians’ physical characteristics, walking 

speed, and environmental perception. Children have low eye 

height and walk at slower speeds than adults walk. They also 

perceive the environment differently at various stages of their 

cognitive development. Older adults walk more slowly and may 

require assistive devices for walking stability, sight, and hearing.

Types of Bicyclists

It is important to consider bicyclists of all skill levels when 

creating a non-motorized plan. Bicyclist skill level greatly 

influences expected speeds and behavior, both in separated 

bikeways and on shared roadways. Bicycle infrastructure 

should accommodate as many user types as possible, 

with decisions for separate or parallel facilities based on 

providing a comfortable experience for the greatest number 

of people. A variety of bicyclists of all skill levels bike in the 

Treasure Valley. Expanding on the bicyclist groupings in the 

Roadway Design Manual, a framework for understanding 

the characteristics, attitudes, and infrastructure preferences 

of different bicyclists in the US population as a whole is 

described below and in Exhibit 1. This plan seeks to meet 

the needs of the “Strong and Fearless,” “Enthused and 

Confident,” and “Interested but Concerned.” 
CHAPTER 4 - RECOMMENDATIONS AND PRIORITIZATION | OCTOBER 2016 PAGE 38

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 Strong and fearless 

bicyclists (approximately 

1% of population) will 

typically ride anywhere 

regardless of road or 

weather conditions, ride 

faster than other user 

types, prefer direct routes, 

and will typically choose 

to ride on the road, even if 

shared with vehicles, over 

separate bikeways like 

shared-use paths.

 Enthused and confident 

bicyclists (approximately 

5-10% of population) are 

fairly comfortable riding 

in dedicated bikeways but 

usually choose low traffic 

streets or shared-use 

paths when available. This 

group can include many 

kinds, including commuter 

and recreational bicyclists.

 Interested but 

concerned bicyclists 

(approximately 60% of 

population) comprise the 

majority of the population 

and are typically those 

who only ride on lowtraffic streets or shareduse paths in fair weather. 

These people perceive 

traffic, safety, and other 

issues as significant 

barriers to bicycling.

 No way, no how 

encompasses approximately 

30% of population. They 

are not bicyclists and will 

not ride a bicycle under any 

circumstances. Some may 

eventually try bicycling with 

time, education, and training.

 Exhibit 1 – Four General Types of Bicyclists
CHAPTER 4 - RECOMMENDATIONS AND PRIORITIZATION | OCTOBER 2016 PAGE 39

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

FACILITY DEFINITIONS

Bicycle and Pedestrian Facilities

Below are brief explanations and visual examples of bicycle 

and pedestrian facilities recommended for the Lake Lowell 

Study Area. Detailed information on these facilities is located in 

Appendix M: Design Guidelines. 

 Shared-Use Paths are completely separated from motorized 

vehicular traffic and are constructed in their own corridor, often 

within parks, open spaces, or alongside utility corridors. Shareduse paths include bicycle paths, rail-trails, or other facilities built 

for bicycle and pedestrian traffic. See Exhibit 2.

 Shared-Use Sidepaths are located within the roadway 

corridor right-of-way, or adjacent to roads. Sidepaths are most 

appropriate in corridors with few driveways and intersections 

and should be at least 10’ wide. Bicycle routes where sidepaths 

are recommended should also have adequate on-road bicycle 

facilities (such as paved shoulders or bicycle lanes) wherever 

possible. Many times, sidepaths are used in place of a sidewalk 

and can be used by bicyclists and pedestrians. See Exhibit 3.

 Marked Shared Roadways are indicated by “Bicycle Route” 

signs and may be accompanied by shared-lane markings 

(sharrows). Sharrows make motorists more aware of the potential 

presence of bicyclists, direct bicyclists to ride in the proper 

direction, and remind bicyclists to ride further from parked cars 

to avoid ‘dooring’ collisions. Shoulder widening may be desirable 

on narrow rural roadways designated as Marked Shared 

Roadways. Marked Shared Roadway routes are designed for 

Strong and Fearless / Enthused and Confident bicyclists. See 

Exhibit 4 and Exhibit 5.

 Bicycle Boulevards are low-volume and low-speed streets 

that have been optimized for bicycle travel. Bicycle boulevard 

treatments can be applied at several different intensities, which 

should be identified in detail during project design. Wayfinding 

signs, pavement markings, traffic calming, and intersection 

treatments are potential elements of these facilities. Bicycle 

boulevards are designed to attract bicyclists of all ages and 

abilities, especially those in the Interested but Concerned group.

 Bicycle Lanes / Protected Bicycle Lanes are a portion of 

the roadway that has been designated by striping, signing, 

and pavement markings for the preferential and exclusive use of bicyclists. Bicycle lanes can be 

striped on existing roadways, sometimes with modifications to travel lane widths and configuration. A 

protected bicycle lane has additional buffer space between the edge of the bicycle lane and the auto 

lane. Protected bicycle lanes increase separation and comfort on high-volume or high-speed roads, 

especially those with large-vehicle traffic, and are designed to attract bicyclists of all ages and abilities. 

See Exhibit 6.

Exhibit 2 – Typical Shared-Use Path

Exhibit 3 – Typical Shared-Use Sidepath

Exhibit 4 – Typical Signed Route Roadway

Exhibit 5 – Typical Shared Roadway

Exhibit 6 – Typical Bicycle Lane
CHAPTER 4 - RECOMMENDATIONS AND PRIORITIZATION | OCTOBER 2016 PAGE 40

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 Shoulder Bikeways are paved roadways with striped shoulders 

(4’+) wide enough for bicycle travel. Shoulder bikeways often, 

but not always, include signage alerting motorists to expect 

bicycle travel along the roadway. Shoulder bikeways should be 

considered a temporary treatment, with full bike lanes planned for 

construction when the roadway is widened or completed with curb 

and gutter. This type of treatment is not typical in urban areas and 

should only be used where constraints exist. See Exhibit 7.

RECOMMENDED PROJECTS

For this Plan, an initial project list was generated from Nampa’s and Caldwell’s network maps. Through 

TAC discussions it became apparent that many corridors that connect directly to Lake Lowell continue 

outside Caldwell and Nampa city limits, and therefore were not shown in their plans and were not 

included in this Plan's initial project list. Through additional discussions, TAC members determined that 

some additional projects needed to be added to the project list because of their direct connectivity. 

In developing the recommendations, the project types were divided into two major categories:

Access to the Refuge and Circulation around the Refuge. Access to the Refuge includes and builds 

upon the recommendations from the Nampa and Caldwell bicycle and pedestrian master plans. 

Circulation around the Refuge strives to connect to neighboring proposed facilities while building 

upon the existing conditions and needs assessment of the Refuge itself as summarized in the Needs 

Assessment and Existing Conditions sections.

The projects identified were later prioritized utilizing a point system with input from the TAC. Figure 

6 shows the recommended bicycle and pedestrian network for the Lake Lowell region. Individual 

projects are identified in Tables 1, 2, and 3 in the following sections. 

Access to the Wildlife Refuge

Access to the Refuge will occur primarily from the cities of Nampa and Caldwell. Both cities have 

existing bicycle and pedestrian plans that include facility recommendations leading towards Lake 

Lowell and the Refuge. This plan incorporates those connections where appropriate and extends those 

recommendations to provide bicyclists and pedestrians with safe and efficient access to Refuge facilities 

around Lake Lowell. These and previous plan recommendations aim to tie together a comprehensive 

transportation and recreation network for bicyclists and pedestrians to improve the visitor experience. 

Access from Caldwell 

Figure 7 shows the recommended bicycle and pedestrian network providing access from Caldwell. 

Table 1 identifies the recommended facility type and the beginning and end points. 

 Table 1 – Recommended Bicycle and Pedestrian Facilities from Caldwell 

Exhibit 7 – Typical Shoulder Bikeway 

Facility 

ID Roadway/Trail Facility Type From / To Source

A Lake Lowell Corridor Shared-Use Path Homedale Rd /Orchard Ave Caldwell 2010

B Indiana Avenue

Short-term: Marked 

Shared Roadway 

Long-Term: Bicycle Lanes

Ustick Rd / Lake 

Lowell Visitor Center Lake Lowell Area 2015

C East Karcher Shared-Use Path Moss Lane / Cirrus Dr Caldwell 2010

D Moss Street/Bear Ln Marked Shared Roadway Bear Lane / Lake Ave Caldwell 2010

E Cirrus Drive Marked Shared Roadway Montana Ave / Lake Ave Caldwell 2010

F Lake Avenue Marked Shared Roadway Ustick Rd/Orchard Ave Caldwell 2010

G 10th Avenue Shared-Use Path/Sidepath Ustick Rd/Orchard Ave Lake Lowell Area 2015
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ORCHARD AVENUE

KARCHER ROAD

ROOSEVELT AVENUE

10TH AVENUE

LAKE LOWELL AVE

IOWA AVE

HIGH

WAY 45

LAKE SHORE DRIVE

GREENHURST RD MIDLAND BLVD

RIVERSIDE ROAD

INDIANA AVENUE

MID

WAY ROAD

LOCUST LANE

BURK LANE

DOOLEY LANE

LONE STAR ROAD

SMITH AVENUE

MONTANA AVENUE

LAKE AVENUE

FLORIDA AVENUE

LAKE SHORE DRIVE

FARM

WAY ROAD

RIVERSIDE ROADWAGNER ROAD

LEWIS LANE

LOCUST LANE

EMERALD ROAD

RIM ROAD

FARMER ROAD

PERCH ROAD

MALT ROAD

MOSS STREET

MIDDLETON ROAD

LEGEND

Existing Shared-Use Path

Proposed Shared-Use Path/

Sidepath

Proposed Shared Roadway

Proposed Bicycle Lane

Proposed Bicycle Boulevard 

 Proposed 

Shared Roadway-ShortTerm

Bicycle Lanes-LongTerm

FIGURE 11 - RECOMMENDED LAKE LOWELL BICYCLE AND PEDESTRIAN ACCESS

Lower Dam

Upper Dam

LAKE LOWELL

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Visitors Center

Picnic Areas

Parking

Boat Launch

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Proposed Crossing

Improvement

Existing Bicycle Lane

NOTE: SEE CALDWELL BICYCLE

& PATHWAYS PLAN - 2010

FOR DETAILS ON CONNECTIONS

NOTE: SEE NAMPA BICYCLE

& PEDESTRIAN PLAN - 2011

FOR DETAILS ON CONNECTIONS

 Figure 6 – Recommended Lake Lowell Bicycle and Pedestrian Access 
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INDIANA AVENUE

LAKE AVENUE

ROOSEVELT AVENUE

10TH AVENUE

NOTE: SEE CALDWELL BICYCLE

& PATHWAYS PLAN - 2010

FOR DETAILS ON CONNECTIONS

BEAR LANE

MONTANA AVENUE

SMITH AVENUE

LAKE LOWELL AVENUE

HOMEDALE ROAD

USTICK ROAD

LONKEY LANE

FLORIDA AVENUE

MOSS STREET

FARMWAY ROAD

WAGNER ROAD

MIDDLETON ROAD

MIDWAY ROAD

MIDLAND ROAD

CIRRUS DRIVE

RIVERSIDE ROAD

CALDWELL BLVD

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LEGEND

Existing Shared-Use Path

Proposed Shared-Use Path/

Sidepath

Proposed Shared Roadway

Proposed Bicycle Lane

Proposed Bicycle Boulevard 

 Proposed 

Shared Roadway-Short Term

Bicycle Lanes-Long Term

FIGURE 12 - RECOMMENDED CALDWELL BICYCLE AND PEDESTRIAN ACCESS

Upper Dam

LAKE LOWELL

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Picnic Areas

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Boat Launch

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 Figure 7 – Recommended Caldwell Bicycle and Pedestrian Access 
CHAPTER 4 - RECOMMENDATIONS AND PRIORITIZATION | OCTOBER 2016 PAGE 43

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Access from Nampa

Figure 8 shows the recommended bicycle and pedestrian network from Nampa. Table 2 identifies the 

recommended facility type and the beginning and end points.

 Table 2 – Recommended Bicycle and Pedestrian Facilities from Nampa 

Facility 

ID Roadway/Trail Facility Type From / To Source

G

Upper 

Embankment Drain 

Shared-Use Path

Shared-Use Path Lake Lowell Park / 

Flagstone St

Nampa Bicycle and 

Pedestrian Plan 2011

H Edwards Drain 

Shared-Use Path Shared-Use Path Lake Lowell Park / Middleton Rd

Nampa Bicycle and 

Pedestrian Plan 2011

I

Midway Road 

Urban Connector 

Shared-Use Path

Shared-Use Path Homedale Rd / 

Greenhurst Rd

Nampa Bicycle and 

Pedestrian Plan 2011

J Middleton Road

Short-term: Marked 

Shared Roadway

Long-term: Bicycle 

Lanes

Moss Ln / Greenhurst 

Rd

Nampa Bicycle and 

Pedestrian Plan 2011

K Orr Drain

Shared-Use Path Shared-Use Path Lone Star Rd / Lake Lowell Ave

Nampa Bicycle and 

Pedestrian Plan 2011

L Lake Lowell 

Avenue

Short-term: Marked 

Bicycle Route

Long-term: Bicycle 

Lanes

Middleton Rd / 

Highway 45

Nampa Bicycle and 

Pedestrian Plan 2011

M Iowa Avenue

Short-term: Marked 

Bicycle Route

Long-term: Bicycle 

Lanes

Midway Rd / 

Middleton Rd

Nampa Bicycle and 

Pedestrian Plan 2011

N Iowa Avenue Bicycle Lanes Middleton Rd / 

Midland Rd

Nampa Bicycle and 

Pedestrian Plan 2011

O Iowa Avenue Marked Bicycle Route Midland Rd / Highway 

45

Nampa Bicycle and 

Pedestrian Plan 2011

P Edwards Drain 

Shared-Use Path Shared-Use Path Middleton Rd / Midland Rd

Nampa Bicycle and 

Pedestrian Plan 2011

Q Edwards Drain 

Shared-Use Path Shared-Use Path Midland Rd / Iowa Ave Nampa Bicycle and Pedestrian Plan 2011

R Greenhurst Road Marked Bicycle Route Midway Rd / Highway 

45

Nampa Bicycle and 

Pedestrian Plan 2011

S Dooley Lane Marked Bicycle Route Midland Rd / 

Sunnyridge Rd

Nampa Bicycle and 

Pedestrian Plan 2011

T 12th Avenue Drain 

Shared-Use Path Shared-Use Path Greenhurst Rd / Lake Shore Dr

Nampa Bicycle and

Pedestrian Plan 2011

U Herron Drive Bicycle Boulevard Edwards Drain / 

Greenhurst Rd

Nampa Bicycle and 

Pedestrian Plan 2011
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IOWA AVENUE

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LAKE SHORE DRIVE

GREENHURST ROAD

MIDLAND ROAD

DOOLEY LANE

MIDDLETON ROAD

LOCUST LANE

 LONE STAR ROAD

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Proposed Shared-Use Path/

Sidepath

Proposed Shared Roadway

Proposed Bicycle Lane

Proposed Bicycle Boulevard 

 Proposed 

Shared Roadway-Short Term

Bicycle Lanes-Long Term

FIGURE 13- RECOMMENDED NAMPA BICYCLE AND PEDESTRIAN ACCESS

Upper Dam

LAKE LOWELL

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Picnic Areas

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Boat Launch

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NOTE: SEE NAMPA BICYCLE

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 Figure 8 – Recommended Nampa Bicycle and Pedestrian Access 
CHAPTER 4 - RECOMMENDATIONS AND PRIORITIZATION | OCTOBER 2016 PAGE 45

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 Circulation around the Wildlife Refuge

A few trails exist on the Refuge, which are intended primarily for wildlife observation. These facilities 

do not currently provide a bicycle/pedestrian network around Lake Lowell. The atmosphere created 

by the Refuge is desirable to bicyclists, which results in bicycle use on these rural roads. As noted 

previously, Caldwell and Nampa have both developed bicycle and pedestrian master plans that 

extend to the Refuge; however, they do not address the needs immediately surrounding the Refuge. In 

examining circulation around the lake and the Refuge, the area was organized by locations with similar 

(or unique) characteristics for ease in facility recommendation.

Segment Identification

The identified segments are described in more detail below. 

Lake Shore Drive

Eight designated parking facilities are located along Lake Shore Drive on the south side of the 

Refuge. Lake Shore Drive is a two-lane roadway with 25- to 37-foot widths. Lake Shore Drive has 

predominantly narrow paved shoulders, with additional unpaved shoulders in most locations. Adjacent 

to the parking facilities are a few existing, unimproved trails that lead to Lake Lowell and are primarily 

walk-through access only. Lakeshore Drive presents an opportunity to provide paved shoulder 

bikeways (ultimately bicycle lanes upon development of curb and gutter) for both Strong and Fearless 

bicyclists as well as Enthused and Confident bicyclists. Additionally, Refuge land could provide a 

dedicated corridor for construction of a paved shared-use path on the north side of Lake Shore Drive 

from Riverside Drive to Access Point #1. A shared-use path along this segment of the network will 

provide a facility suitable for pedestrians, runners, and less experienced bicyclists. 

Indiana Avenue / Orchard Avenue / Riverside Road

These roadways have slightly higher traffic volumes than Lake Shore Drive while providing a connection 

from the Visitor Center to Mallard Park, continuing on to the Lower Dam Recreation Area. The rural 

to suburban nature of this environment warrants construction of a dedicated bicycle facility for each 

user group to connect to the Refuge. A short-term need for widened shoulders will facilitate shared 

roadways. As development expands along these roadways, bicycle lanes will provide a facility for both 

Strong and Fearless bicyclists as well as Enthused and Confident bicyclists. Paved shared-use paths 

and sidepaths will provide facilities suitable for pedestrians, runners, and less experienced bicyclists. 

Iowa Avenue Curves

Within the study area, this short section of roadway (~ 3/10 of a mile) has no shoulders and limited 

visibility for roadway users. This section of roadway will rely on shared marked roadways due to lack 

of useable width. Future reconstruction or easement acquisition along this section of Iowa Avenue 

should provide bicycle lanes and a paved shared-use sidepath. 

Highway 45

Highway 45 is located at the eastern edge of the study area and is a unique segment based on traffic 

speeds, volumes, and roadway cross-section. A shared-use sidepath would provide a crucial link for 

bicyclists and pedestrians between the south and north sides of Lake Lowell.

Upper Dam Recreation Area

The Upper Dam Recreation Area offers an improved boat ramp, two docks, a wildlife viewing platform, 

two parking lots with trail access, and a designated swimming area. The East Upper Dam boat ramp 

is located directly across the roadway from the county owned and operated Lake Lowell Park. This 

area also provides access to the boat ramp on the west end of the Upper Dam and the nearby Visitor 
CHAPTER 4 - RECOMMENDATIONS AND PRIORITIZATION | OCTOBER 2016 PAGE 46

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Center. Recommended bicycle and pedestrian facilities will improve connections from the Upper Dam 

Recreation Area to other areas of the park.

Lower Dam Recreation Area 

One of the major access locations around the Refuge is the Lower Dam Recreation Area. It is 

located along Riverside Road on the northwest side of Lake Lowell. This area includes an existing 

boat ramp, parking area, and boat dock. Southwest of the Lower Dam Recreation Area is the Lower 

Dam. A 14-foot-wide (approximately) gravel shoulder runs along Riverside Road on the Lower Dam. 

Visitors often temporarily park in this area to view Lake Lowell and fish. The other side of Riverside 

Road is bound by a guardrail with no shoulder. Riverside Drive presents an opportunity to provide 

paved shoulder bikeways for both Strong and Fearless bicyclists as well as Enthused and Confident 

bicyclists. Additionally, the large gravel shoulder on the south side of Riverside Drive, along the Lower 

Dam, could provide a corridor for construction of a paved shared-use path that would connect the 

Lower Dam Recreation Area to the proposed shared-use path along the south side of Lake Lowell. 

This shared-use path would provide a safe facility suitable for pedestrians and less experienced 

bicyclists, linking the north and south sides of Lake Lowell. 

East Side Recreation Area

The East Side Recreation Area has two identified existing trails—the Kingfisher Trail and the Gotts 

Point Trail. Both trails are unpaved internal Refuge roads. Upgrading these facilities to paved shareduse paths would increase access for expanded user groups and help mitigate tire punctures for 

bicyclists from natural hazards. This portion of the study area is in close proximity to an existing and 

future high concentration of residential development. Connections to bicycle and pedestrian facilities 

from Nampa will provide residents with direct access to the Refuge.

Intersection Crossing Improvements

Numerous intersection crossing improvement sites were identified by the 2010 Caldwell Pathways 

and Bike Routes Master Plan and the 2011 Nampa Bicycle and Pedestrian Plan. These projects, along 

with the additional crossing improvements recommended in this plan, should be bundled together as 

part of bicycle and pedestrian projects. Details on intersection crossing improvements are included in 

Appendix M: Design Guidelines. 

Recommended Network

Figure 9 shows the recommended bicycle and pedestrian network providing circulation around the 

Refuge. Table 3 identifies the recommended facility type and the beginning and end points. The 

implementation of these projects is discussed in Chapter 5: Implementation Plan. Each project will undergo 

its own development process in which it will be further evaluated and assessed for implementation.

 Table 3 – Recommended Bicycle and Pedestrian Network around Lake Lowell 

Facility 

ID Roadway/Trail Facility Type From / To Source

1 Lake Avenue Shared-Use Path Lake Lowell Park / 

Orchard Ave

Lake Lowell Area Bike/

Ped Access Plan 2015

2 Indiana Avenue

Short-term: Marked Shared 

Roadway Long-Term: Bicycle Lanes

Visitor Center / 

Orchard Ave

Lake Lowell Area Bike/

Ped Access Plan 2015

3 Orchard Avenue Shared-Use Path Lake Avenue / 

Riverside Rd

Lake Lowell Area Bike/

Ped Access Plan 2015

4 Orchard Avenue

Short-term Marked Shared 

Roadway 

Long-Term: Bicycle Lanes

Indiana Ave / 

Riverside Rd

Lake Lowell Area Bike/

Ped Access Plan 2015
CHAPTER 4 - RECOMMENDATIONS AND PRIORITIZATION | OCTOBER 2016 PAGE 47

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Facility 

ID Roadway/Trail Facility Type From / To Source

5 Lower Dam 

Connector Shared-Use Path Orchard Ave / Lower Dam Recreation Area

Lake Lowell Area Bike/

Ped Access Plan 2015

6 Riverside Road Paved Shoulder Bikeway Orchard Ave / 

Lake Shore Dr

Lake Lowell Area Bike/

Ped Access Plan 2015

7 Lake Shore Drive Paved Shoulder Bikeway Riverside Rd / 

Marsing Rd

Lake Lowell Area Bike/

Ped Access Plan 2015

8 Lake Shore Drive

Short-Term: Marked 

Shared Roadway 

Long-Term: Paved 

Shoulder Bikeway

Perch Rd / 

Highway 45

Lake Lowell Area Bike/

Ped Access Plan 2015

9 Lake Lowell Path 

(Segment 1)

Shared-Use Path/

Sidepath

Lower Dam 

Recreation Area / 

Access #8

Lake Lowell Area Bike/

Ped Access Plan 2015

10 Lake Lowell Path 

(Segment 2) Shared-Use Path Access #8 / Access #5

Lake Lowell Area Bike/

Ped Access Plan 2015

11 Lake Lowell Path 

(Segment 3) Shared-Use Path Access #5 / Access #3

Lake Lowell Area Bike/

Ped Access Plan 2015

12 Lake Lowell Path 

(Segment 4) Shared-Use Path Access #3 / Access #1

Lake Lowell Area Bike/

Ped Access Plan 2015

13 Highway 45 Shared-Use Path Lake Shore Dr / 

Burk Ln

Lake Lowell Area Bike/

Ped Access Plan 2015

14 Burk Lane Marked Shared Roadway Highway 45 / Tio Ln Lake Lowell Area Bike/

Ped Access Plan 2015

15 Tio Lane / Midlands Blvd Marked Shared Roadway Schaffer’s Access / 

Greenhurst Rd

Lake Lowell Area Bike/

Ped Access Plan 2015

16 Tio Lane / Midlands Blvd Shared-Use Path Schaffer’s Access / 

Greenhurst Rd

Lake Lowell Area Bike/

Ped Access Plan 2015

17 Greenhurst Road Shared-Use Path Midland Blvd / Gotts 

Point Access

Lake Lowell Area Bike/

Ped Access Plan 2015

18 Greenhurst Road Marked Shared Roadway Midland Blvd / Gotts 

Point Access

Lake Lowell Bicycle/Ped 

Access Plan 2015

19 Midway Road 

(ROW) Shared-Use Path Gotts Point Access / Iowa Ave

Lake Lowell Bicycle/Ped 

Access Plan 2015

20 Iowa Avenue Marked Shared Roadway Midway Rd / Lake 

Lowell Park

Lake Lowell Bicycle/Ped 

Access Plan 2015

21 Lake Lowell Park 

Path Shared-Use Path Lake Lowell Park / Midway Road

Lake Lowell Area Bike/

Ped Access Plan 2015

22 Upper Dam Path Shared-Use Path Lake Lowell Park / 

Visitor Center

Lake Lowell Area Bike/

Ped Access Plan 2015

 Table 3 – Recommended Bicycle and Pedestrian Network around Lake Lowell, cont. 
p

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PHYLLIS CANAL

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PHYLLIS CANAL

ORCHARD AVENUE

KARCHER ROAD

ROOSEVELT AVENUE

10TH AVENUE

LAKE LOWELL AVENUE

IOWA AVENUE

HIGHWAY 45

LAKE SHORE DRIVE

GREENHURST ROAD

MIDLAND BLVD

RIVERSIDE ROAD

INDIANA AVENUE

LOCUST LANE

BURK LANE

DOOLEY LANE

LONE STAR ROAD

SMITH AVENUE

MONTANA AVENUE

LAKE AVENUE

FLORIDA AVENUE

LAKE SHORE DRIVE

WAGNER ROADRIVERSIDE ROADFARMWAY ROAD

LEWIS LANE

LOCUST LANE

EMERALD ROAD

RIM ROAD

FARMER ROAD

PERCH ROAD

MALT ROAD

2 1

3

4 5

6

7

8

9

10

12

13

14

15

11

16

17

18

22

19

20

21 LEGEND

Existing Shared-Use Path

Proposed Shared-Use Path/

Sidepath

Proposed Shared Roadway

Proposed Bicycle Lane

Proposed Bicycle Boulevard 

 Proposed 

Shared Roadway-Short Term

Bicycle Lanes-Long Term

FIGURE 14 - RECOMMENDED LAKE LOWELL BICYCLE AND PEDESTRIAN CIRCULATION

Lower Dam

Upper Dam

LAKE LOWELL

!

Æ

I

Visitors Center

Picnic Areas

Parking

Boat Launch

@

I

A

p

Proposed Crossing

Improvement

Existing Bicycle Lane

NOTE: SEE CALDWELL BICYCLE

& PATHWAYS PLAN - 2010

FOR DETAILS ON CONNECTIONS

NOTE: SEE NAMPA BICYCLE

& PEDESTRIAN PLAN - 2011

FOR DETAILS ON CONNECTIONS

MIDWAY ROAD

 Figure 9 – Recommended Lake Lowell Bicycle and Pedestrian Circulation 
CHAPTER 4 - RECOMMENDATIONS AND PRIORITIZATION | OCTOBER 2016 PAGE 49

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

PROJECT EVALUATION

This section provides an overview of the evaluation methodology and features the results of the 

prioritization of the bicycle and pedestrian network. The prioritization results are presented for rough 

guidance only. While it is ideal to develop facilities in order of priority, it is best to also construct 

facilities as opportunities arise. Some of the most cost-effective opportunities to provide bicycle 

facilities are during routine roadway construction, reconstruction, and repaving projects. A new 

development or a roadway widening project, for instance, would provide the means to build facilities 

as a component of an existing effort, regardless of priority ranking through this process.

EVALUATION METHODOLOGY

Project evaluation began by breaking down infrastructure recommendations into discrete segments at 

logical points, such as major intersections. These segments were then evaluated with scores based 

on the weighted criteria listed below, which was custom designed for this plan based on Core Team 

input, public input, existing conditions, and as identified in the Goals and Objectives section. 

Measures of Effectiveness 

Specific quantitative and qualitative evaluation criteria, or Measures of Effectiveness (MOEs), were 

defined to evaluate the project alternatives based on the study’s goals and objectives. The MOEs were 

utilized in a screening and evaluation process to refine and screen each project alternative. The criteria 

were generally organized within the following three categories:

 Effectiveness – the extent to which the alternative would address needs while meeting the 

project goals and objectives;

 Impact Measures – the extent to which the alternative would address mobility constraints while 

minimizing environmental and community impacts; and

 Cost-Effectiveness – the relationship between costs relative to benefits and the feasibility of 

implementation.

Table 4 on the following page lists the MOEs used to evaluate the alternatives. The evaluation was 

both qualitative and quantitative. Additionally, the evaluation incorporated an assessment of likely 

performance benefits and related impacts for each alternative.
CHAPTER 4 - RECOMMENDATIONS AND PRIORITIZATION | OCTOBER 2016 PAGE 50

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 Table 4 – Measures of Effectiveness 

Goals Measures of Effectiveness

#1 – Improve bicycle and 

pedestrian mobility in 

the Lake Lowell area

• Increases safety for bicyclists and pedestrians compared to 

existing conditions through same corridor

• Support from local agencies

• Cost and availability/certainty of funds

• Project readiness and delivery schedule (i.e., right-of-way 

availability, environmental compliance)

• Reduces vehicle, bicycle/pedestrian, and recreational visitor 

conflicts 

#2 – Improve connectivity 

to the Lake Lowell 

Area from Canyon 

County and the 

cities of Nampa and 

Caldwell

• Ability to serve existing and proposed population in cities of 

Nampa and Caldwell

• Need identified within existing County, Nampa, and Caldwell 

plans or ties into existing plans

• Fills missing link in network

• Provides sole access to area or access point 

• Location of facility start or end point within 1⁄4-mile of an 

activity center such as a park, school, or public access to the 

DFNWR

#3 – Enhance 

environmental quality 

and reduce roadway 

congestion

• Contributes to improved environmental quality (e.g., greenhouse gas reductions)

• Mitigates impacts to natural or historic resources

• Mitigates impacts to protected species and habitat 

• Reduces congestion levels on roadways (measured by level of 

service [LOS] at key intersections and roadway segments)

• Enhances water quality

#4 – Promote healthy 

lifestyles

• Potential for visual and aesthetic changes within the area to 

affect community context and identity

• Increases comfort and convenience for all user groups

• Improves mode choices

• Location of facility relative to population (facility access point(s) 

within 1⁄4-mile of residential land use)

• Promotes health and wellness 
CHAPTER 4 - RECOMMENDATIONS AND PRIORITIZATION | OCTOBER 2016 PAGE 51

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

PROJECT PRIORITIZATION

The 50+ projects to be completed within the project area were divided into corridors with connections 

to Caldwell, Nampa, Lake Lowell, activity centers, and then individual projects. This allowed for 

projects to be prioritized by corridor and potentially increase opportunities for future funding. Projects 

can move up in priority if an opportunity becomes available. Wayfinding was also determined to be a 

priority that should be considered with each project throughout the network. 

PRIORITIZATION CRITERIA

Criteria

A Prioritization matrix was created using criteria discussed extensively at a TAC meeting. Each 

TAC member was asked to individually rank 14 criteria based on what he or she felt was the most 

important (#1) to the least important (#14). As shown in Table 6 on the following page, the rankings 

were collected and tallied to create the following final list of criteria in order of importance:

1. Increase comfort, safety, and convenience 

for all user groups

2. Reduce vehicle bike/pedestrian and recreational visitor conflicts

3. Fill in missing bike/pedestrian link

4. Location of facility close enough to population center to promote health and wellness

5. Cost and availability of funds

6. Project readiness and delivery schedule

7. Location of facility start or end point is within 

a quarter mile of an activity center

8. Impacts to protected species and habitat

9. Project support

10. Identified in other plans/supports previous 

planning efforts

11. Ability to serve existing and growing population in Nampa/Caldwell

12. Impacts to natural or historic resources

13. Improves the visuals/aesthetics in line with 

the locality

14. Impacts to water quality

This list of 14 items was then combined into a condensed list defined by category and point value, as 

shown in Table 5.

 Table 5 – Prioritization Criteria with Point Value 

Total 

Points Category Point Value Prioritization Criteria

31 Spatial/Gap/Termini

12 Fill Missing Bike/Ped Link

11 Facility Within 1⁄4 Mile of Residential/Commercial Land Use

8 Facility Within 1⁄4 Mile of Activity Center (Park, School)

27 Safety 14 Increase Comfort, Safety and Convenience For All Users

13 Reduce Vehicle, Bike/Ped, Rec Visitor Conflicts

23 Readiness

10 Cost and Availability/Certainty of Funds

9 Project Readiness & Delivery Schedule

4 Ability to Serve Exist & Growing Population

13 Environmental

7 Impacts to Protected Species and Habitat

3 Impacts to Natural or Historic Resources

2 Improve Visual/Aesthetic

1 Water Quality Impacts

11 Partnerships/

Support

6 Project Support

5 Identified in Other Plans or Has Support
CHAPTER 4 - RECOMMENDATIONS | OCTOBER 2016 PAGE 52

BICYCLE AND PEDESTRIAN ACCESS PLAN

 Table 6 – Prioritization Matrix LAKE LOWELL AREA

PAGE 41

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Prioritization Criteria

Safety Spatial/Gap/Termini Readiness Environmental Partnerships/ 

Other Support

Increase Comfort, safety and for All User GroupsReduce Vehicle, Bike/Ped, Rec Visitor ConflictsFills Missing Bike/Ped LinkLocation of Facility Relative to Population Facility access within 1/4 mile Res or Comm Land UseLocation of Facility Start or End Point, within 1/4 mile of an activity center (park, school, Lake Lowell)Cost and Availability/Certainty of FundsProject Readiness & Delivery Schedule (ROW Availability & Environmental Compliance)Ability To Serve Exist & Growing Population in Nampa/CaldwellImpacts to Protected Species an Convenience d HabitatImpacts to Natural or Historic ResourcesImprove Visual/AestheticWater Quality ImpactsProject SupportIdentified in Other Plans/Supports Previous Planning Efforts

ROADWAY/TRAIL FACILITY TYPE FROM/TO 14 13 12 11 8 10 9 4 7 3 2 1 6 5 Total

Recommended Bicycle and Pedestrian Facilities from Caldwell

Lake Lowell Corridor Shared-Use Path Homedale Rd / Orchard Ave 14 13 0 11 8 5 0 4 7 3 2 0 3 5 75

Indiana Avenue Short-term: Marked Shared Roadway / Long-Term: Bicycle Lanes Linden St / Lake Lowell Visitor Center 14 13 12 11 8 5 4.5 4 0 3 0 0 0 5 80

East Karcher Corridor Shared-Use Path Moss Lane / Cirrus Dr 14 13 0 11 8 5 0 4 7 3 2 1 3 5 76

Moss Street / Bear Lane Marked Shared Roadway Bear Lane / Lake Ave 14 13 12 11 0 5 0 4 7 3 2 0 3 5 79

Cirrus Drive Marked Shared Roadway Montana Ave / Lake Ave 14 13 12 11 0 5 4.5 4 7 3 0 0 3 5 82

Florida Avenue Maked Shared Roadway Ustick Rd / Orchard Ave 14 13 12 11 8 5 4.5 4 7 3 0 0 3 5 90

Recommended Bicycle and Pedestrian Facilities from Nampa

Upper Embankment Drain Pathway Shared-Use Path Lake Lowell Park / Flagstone St 14 13 0 11 0 5 0 4 7 3 2 0 3 5 67

Edwards Drain Pathway Shared-Use Path Lake Lowell Park / Middleton Rd 14 13 0 11 8 5 0 4 7 3 2 0 3 5 75

Midway Road Urban Connector Shared-Use Path Homedale Rd / Greenhurst Rd 14 13 0 11 8 5 0 4 7 3 2 0 3 5 75

Middleton Road Short-term: Marked Shared Roadway / Long-Term: Bicycle Lanes Moss Ln / Greenhurst Rd 14 13 0 11 8 5 0 4 7 3 0 0 3 5 73

Orr Drain Pathway Shared-Use Path Lone Star Rd / Lake Lowell Ave 14 13 0 11 8 5 0 4 7 3 2 0 3 5 75

Lake Lowell Avenue Short-term: Marked Bicycle Route / Long-Term: Bicycle Lanes Middleton Rd / Highway 45 14 13 12 11 8 5 4.5 4 7 3 0 1 6 5 93.5

Iowa Avenue Short-term: Marked Bicycle Route / Long-Term: Bicycle Lanes Midway Rd / Middleton Rd 14 13 12 11 8 5 9 4 7 3 0 0 6 5 97

Iowa Avenue Bicycle Lanes Middleton Rd / Midland Rd 14 13 12 11 8 5 9 4 7 3 0 0 6 5 97

Iowa Avenue Marked Bicycle Route Midland Rd / Highway 45 14 13 12 11 8 5 9 4 7 3 0 0 6 5 97

Edwards Drain Pathway Shared-Use Path Middleton Rd / Midland Rd 14 13 0 11 0 5 0 4 7 3 2 0 3 5 67

Edwards Drain Pathway Shared-Use Path Midland Rd / Iowa Ave 14 13 0 11 0 5 0 4 7 3 2 0 3 5 67

Greenhurst Road Marked Bicycle Route Midway Rd / Highway 45 14 13 12 11 8 5 0 4 7 3 0 0 3 5 85

Dooley Lane Marked Bicycle Route Midland Rd / Sunnyridge Rd 14 13 12 11 8 5 0 4 7 3 0 0 3 5 85

12th Avenue Drain Pathway Shared-Use Path Greenhurst Rd / Lake Shore Dr 14 13 0 11 8 5 0 4 7 3 2 0 3 5 75

Herron Drive Bicycle Boulevard Edwards Drain / Greenhurst Rd 14 13 6 11 0 5 9 4 7 3 0 1 3 5 81

Recommended Bicycle and Pedestrian Facilities around Lake Lowell

Lake Avenue Shared-Use Path Lake Lowell Park / Orchard Ave 14 13 12 11 8 5 0 4 0 0 2 0 3 0 72

Indiana Avenue Short-term: Marked Shared Roadway / Long-Term: Bicycle Lanes Visitors Center / Orchard Ave 14 13 12 11 8 5 0 4 0 0 0 0 3 0 70

Orchard Avenue Shared-Use Path Lake Avenue / Riverside Road 14 13 12 11 8 5 0 4 0 0 0 0 6 5 78

Orchard Avenue Short-term: Marked Shared Roadway / Long-Term: Bicycle Lanes Indiana Ave / Riverside Rd 14 13 12 11 8 5 0 4 0 0 0 0 6 5 78

Lower Dam Connector Shared-Use Path Orchard Ave / Lake Shore Dr 14 13 12 11 8 5 0 4 0 0 0 0 6 5 78

Riverside Road Paved Shoulder Bikeway Orchard Ave / Lake Shore Dr 14 13 12 0 8 5 4.5 4 3.5 0 0 0 6 5 75

Lake Shore Drive Paved Shoulder Bikeway Riverside Rd / Marsing Rd 14 13 12 0 8 5 4.5 4 3.5 0 0 0 6 5 75

Lake Shore Drive Short-term: Marked Shared Roadway / Long-Term: Paved Shoulder Bikeway Perch Rd / Highway 45 14 13 12 0 8 5 4.5 4 3.5 0 0 0 6 5 75

Lake Lowell Path (Segment 1) Shared-Use Path/Sidepath Lower Dam Recreation Area / Access #8 14 13 12 0 8 5 4.5 4 3.5 0 0 0 6 5 75

Lake Lowell Path (Segment 2) Shared-Use Path Access #8 / Access #5 14 13 12 0 8 5 4.5 4 3.5 0 0 0 6 5 75

Lake Lowell Path (Segment 3) Shared-Use Path Access #5 / Access #3 14 13 12 0 8 5 4.5 4 3.5 0 0 0 6 5 75

Lake Lowell Path (Segment 4) Shared-Use Path Access #3 / Access #1 14 13 12 0 8 5 4.5 4 3.5 0 0 0 6 5 75

Highway 45 Shared-Use Path Lake Shore Dr / Burk Ln 14 13 12 11 8 5 0 4 7 3 0 0 0 0 77

Burk Lane Marked Shared Roadway Highway 45 / Tio Ln 14 13 12 11 8 5 0 4 7 3 0 0 0 0 77

Tio Lane / Midland Blvd Marked Shared Roadway Schaffer’s Access / Greenhurst Rd 14 13 12 11 8 5 4.5 4 3.5 0 0 0 6 5 86

Tio Lane / Midland Blvd Shared-Use Path Schaffer’s Access / Greenhurst Rd 14 13 12 11 8 5 4.5 4 3.5 0 0 0 6 5 86

Greenhurst Road Shared-Use Path Midland Blvd / Gotts Point Access 14 13 12 11 8 5 4.5 4 0 0 2 0 3 5 81.5

Greenhurst Road Marked Shared Roadway Midland Blvd / Gotts Point Access 14 13 12 11 8 5 4.5 4 0 0 0 0 3 5 79.5

Midway Road (ROW) Shared-Use Path Gotts Point Access / Iowa Ave 14 13 12 0 0 5 0 4 0 0 2 1 3 5 59

Iowa Avenue Marked Shared Roadway Midway Rd / Lake Lowell Park 14 13 12 11 8 5 0 4 0 0 0 0 6 5 78

Lake Lowell Park Path Shared-Use Path Lake Lowell Park / Midway Road 14 13 12 0 8 5 0 4 0 0 2 0 3 0 61

Upper Dam Path Shared-Use Path Lake Lowell Park / Visitors Center 14 13 12 0 0 5 0 4 0 0 2 0 3 0 53

Additional Projects mentioned during the Public Input Process

Roosevelt Ave Bike & Ped Facilities Midland Blvd/ Midway Ave 14 13 6 11 4 5 0 4 7 3 0 0 6 5 78

Wilson pathway Connect Pathway to Lake Lowell Various Locations in Nampa 14 13 6 11 4 5 0 4 7 3 2 0 6 5 80

10th Ave Bike & Ped Facilities Linden St/ Orchard Ave 14 13 12 11 8 5 0 4 0 3 0 0 6 0 76

Karcher Road Bike Lanes Middleton Rd/Riverside Rd 14 13 12 11 8 5 0 4 7 3 0 0 6 0 83

CHAPTER 4 - RECOMMENDATIONS AND PRIORITIZATION | MAY 2016 | DRAFT

 Table 6 – Prioritization Matrix 

The projects were scored initially within the following matrix to determine the order of priority and then discussed 

with the TAC to determine the appropriateness of each project as compared to its ranking in the matrix.

L E G E N D: Indicates public support through online 3P visual survey Low Med High
CHAPTER 4 - RECOMMENDATIONS AND PRIORITIZATION | OCTOBER 2016 PAGE 53

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Priority Projects

The 16 projects selected as Priority 1 projects by the TAC are listed in Table 7 below and shown in 

Figure 10 on the following page. These 15 priority projects are located on major arterials included in 

either a city or highway district asset management plan and will be addressed within the next 7-10 

years. To allow for each jurisdiction to apply for funding or prepare their budget for improvements, a 

few projects were chosen for the priority project list from each of the three identified areas, Caldwell, 

Nampa and Lake Lowell. It should be noted that this “priority” list does not create a complete loop 

around the lake. However, once complete, the priority projects plus a few additional projects will 

provide a full loop, as well as multiple connections from each jurisdiction to the Refuge. 

 Table 7 – Prioritization Results 

Priority Label Corridor Facility Type Bike Access Miles

1 A 10th Ave Bicycle Lanes Caldwell Access 2.98

1 B Indiana Ave Bicycle Lanes Caldwell Access 4.51

1 C Lake Ave Bicycle Lanes Caldwell Access 5.26

1 G Upper Embankment Rd Shared-Use Path Lake Lowell Access 0.72

1 H Lake Lowell Park Path Shared-Use Path Lake Lowell Access 0.72

1 I Iowa Ave Shared Roadway Lake Lowell Access 0.97

1 M Highway 45 Sidepath Shared-Use Path Lake Lowell Access 1.25

1 N Lake Shore Dr Paved Bicycle Shoulders Lake Lowell Access 11.06

1 O Riverside Rd Paved Bicycle Shoulders Lake Lowell Access 2.06

1 P Orchard Ave Shared Roadway Lake Lowell Access 2.57

1 D Midway Rd Sidepath Shared-Use Path Nampa Access 2.29

1 E Roosevelt Ave Bicycle Lanes Nampa Access 4.95

1 F Lake Lowell Ave Shared Roadway Nampa Access 3.92

1 J Iowa Ave Bicycle Lanes Nampa Access 3.02

1 K Greenhurst Rd Shared Roadway Nampa Access 1.02

1 L Greenhurst Rd Bicycle Lanes Nampa Access 2.00
 Figure 10 – Priority 1 Projects 

Karcher Rd

dRyawid M

dRn to le d id M

d lv B dn la id M

evAekaL

Lake Shore Dr

Homedale Rd

dR imR

Iowa Ave

Lake Lowell Ave

Greenhurst Rd

Birch Ln

7th St

evA th 01

2nd St

Orchard Ave Hoadley Rd

11th Ave

Roosevelt Ave

Caldwell Blvd

dRno is da M

evAan ta no M

Flamingo Ave

Cherry Ln

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Mid al nd Blvd

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evAan ia d In

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Karcher Rd

Lone Star Rd

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Lake Shore Dr

dRtl a M

Lewis Ln

dRe id sr e iv R

dRr enga W

evAekaL

Locust Ln

Cherry Ln

Lake Shore Dr

Smith Ave

Orchard Ave

Riverside Rd

Lone Star Rd

Lake Shore Dr

84

84

55 55

45

45

0 .5 1 2

Miles

•C

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•

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Caldwell Access

A 10th Ave

B Indiana Ave

C Lake Ave 

G Upper Embankment Rd

H Lake Lowell Park Path

 I Iowa Ave

M Highway 45 Sidepath

N Lake Shore Dr

O Riverside Rd

P Orchard Ave

D Midway Rd Sidepath

E Roosevelt Ave

F Lake Lowell Ave

J Iowa Ave

K Greenhurst Rd Shared Roadway

L Greenhurst Rd Bike Lane

Lake Lowell Access

Nampa Access

Marsing Rd
IMPLEMENTATION PLAN

CHAPTER 5
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 56

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

IMPLEMENTATION PLAN

This Implementation Plan provides an overview of grants and funding sources, methods to implement 

short-term (5 – 10 year) prioritized projects, phasing and maintenance recommendations, and lead 

agency involvement. This Implementation Plan also includes an approach for continued monitoring 

and evaluation of the plan over the long term. 

GRANTS AND FUNDING

Grants are an important aspect of implementation since it takes funding to complete projects. 

Projects will be funded on an ongoing basis with a mix of grants, local matching dollars, and in-kind 

labor/use of equipment. 

Transportation funding programs are determined by the latest transportation bill passed by the U.S. 

Congress. The current transportation bill, Fixing America’s Surface Transportation (FAST) Act, was 

passed in December 2015. Due to the newness of the transportation bill, it is not entirely known 

how the funding will be utilized/distributed/administered. It is likely that the various grant programs 

that were in place through the past transportation bill will continue, but the amount of funds in each 

program, as well priorities and criteria will likely be different. Funding programs resulting from the past 

transportation bill are summarized below. 

Transportation Funding

 Federal Lands Access Program (FLAP) Funding – The purpose of FLAP funding is to provide 

safe and adequate transportation access to and through Federal Lands for visitors, recreationists, 

and resource users. In Idaho, approximately $17 million is funded each year, and the Local Highway Technical Assistance Council (LHTAC) facilitates the funding application process. Western 

Federal Lands (WFL) issues Request for Proposals every two years, and agencies may request 

$100,000 or more in funding. A minimum match of 7.34 percent is required; although a higher local 

match amount typically results in a higher-ranked application. The Federal Land Management 

Agency (FLMA) must support and sign the application. The next funding cycle is likely to occur in 

late 2016. FLAP has funded an improvement project to widen shoulders on Lakeshore Drive.

 Transportation Alternatives Program (TAP) – This program provides funding for infrastructure 

and non-infrastructure including planning, design, construction for pedestrian, bicyclist, rails 

to trails, historic preservation facilities, trails, sidewalks. There is a $500,000 maximum amount 

that can be applied for and a non federal 7.34 percent match requirement. It is anticipated that 

the Idaho Transportation Department (ITD) will issue a request for funding applications in early 

2017 for FY20 and FY21 projects. A portion of TAP funds funnel through the Community Planning 

Association of Southwest Idaho (COMPASS), the Metropolitan Planning Organization (MPO) for 

Ada and Canyon Counties. Annually, COMPASS member agencies may request TAP funding to 

implement bicycle/pedestrian projects. 

 Idaho Americans with Disabilities (ADA) Pedestrian Curb Ramp Program – This program, 

administered by ITD, funds construction costs only (no engineering or administration funds) for 

curb ramps along Idaho State Highways. Applications are typically due in the Spring of each year.

 LHTAC Federal-Aid (STP- Rural) – This program provides funding for reconstruction, rehabilitation, corridor studies, and transportation planning projects for populations below 5,000, classified 

roadways by the Federal Highway Administration (through ITD’s process) as collectors, requires 

a 7.34% non-federal match, and is ultimately included in the Idaho Transportation Investment 

Program (ITIP) when the project is awarded. Funds are only available for projects located outside 

the Urban Area Boundary.
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 57

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 LHTAC Local Rural Highway Investment Program (LRHIP) – The funding limit for LRHIP 

grants is $100,000 for construction/maintenance projects and $30,000 for sign replacement 

projects. This program does not require a local match; however, providing a local match typically 

makes LRHIP applications more competitive. Applications for these funds are accepted once 

a year (usually in December) and funds are typically distributed within one year. Funds are only 

available for projects located outside the Urban Area Boundary.

 LHTAC Local Highway Safety Improvement Program (LHSIP) – The Highway Safety Improvement Program (LHSIP) is a federally funded program aimed at reducing Fatal and Serious Type A 

Injury crashes on the roadway system. Eligibility for LHSIP is based on the number of Fatal and 

Type A Serious Injury crashes per jurisdiction using five years of crash data. Eligible jurisdictions 

will be notified in the fall of each year to begin the application process. This federally funded 

program requires a 7.34 percent local match. 

 Transportation Investment Generating Economic Recovery (TIGER) Funding – TIGER is 

a competitive federal discretionary grant program that funds planning and construction projects 

including roads, bicycle and pedestrian facilities, trail transit and port improvements. For rural 

areas, there is typically a minimum grant amount of $1 million for construction projects and no 

minimum match requirement. In order to be competitive, a minimum match of 20 percent is recommended. The Notice of Funding Availability (NOFA) typically comes out in February each year 

with an application due date in late April. The last round of TIGER funding was $600 million with a 

minimum of 20 percent ($120 million) dedicated to rural areas.

 COMPASS Federal-Aid (STP-Urban) – The Federal Highway program dedicates funds to urban 

areas. Agencies within the urban area with populations between 5,000 and 200,000 can apply 

for these funds through COMPASS. There is a minimum 7.34% non-federal match required, and 

selected projects are ultimately included in the ITIP.

Recreation Facility Funding

 Idaho Parks and Recreation (IDPR) Funding – The IDPR provides a variety of funding 

programs and grants to government entities for the purchase of equipment and for the creation 

and renovation of outdoor recreational facilities. IDPR grant applications are typically due in late 

January of each year. IDPR grant programs that are likely to be a fit to implement bicycle and 

pedestrian projects include:

 Recreational Trails Program (RTP) – This program funds projects including maintenance and 

restoration of existing recreational trails; development and rehabilitation of trailside and trailhead facilities and trail linkages for recreational trails; purchase and lease of recreational trail 

construction and maintenance equipment; and construction of new recreational trails. There is 

approximately $1.5 million statewide available through this program annually. A minimum local 

match of 20 percent is required.

 Recreational Road and Bridge – This program funds projects that develop, construct, maintain, 

and repair roads, bridges and parking areas within and leading to parks and recreation areas. 

There is approximately $300,000 statewide available through this program annually. There is no 

minimum match but it is recommended to provide a match in order to be competitive.

 Land and Water Conservation Fund (LWCF) – This program funds projects to acquire, develop, and maintain outstanding property into perpetuity for outdoor recreation purposes. The 

goal of the program is to develop quality recreation facilities for the people in the community 

and state for future generations. Approximately $400,000 is available statewide through this 

program annually. A minimum local match of 50 percent is required.
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 Blue Cross High Five! Children’s Health Collaborative Grant – This foundation grant provides 

funding to cities and counties to build or renovate playgrounds or parks and create or improve 

walking and biking paths, community gardens, and safe routes to school expansion projects. 

Grant funds range from $50,000 to $300,000. It is anticipated that an announcement for another 

round of funding will come out sometime in 2016. 

 Idaho Community Foundation Grant – This foundation grant funds projects involving arts 

and culture, conservation/environment, education, emergency services, libraries, public projects, 

recreation, and social services. Eligible applicants are government agencies and 501(C)3 entities. The 

grant cycle opens in May and closes in July of each year. The maximum award amount is $5,000 and 

there is no minimum match requirement.

SHORT-TERM (5-10 YEARS) PRIORITIZED PROJECTS

The short-term (5-10 years) Lake Lowell Area Bicycle and Pedestrian Access Plan projects were 

prioritized by the Lake Lowell TAC and the established Core Team (Deer Flat National Wildlife Refuge, 

Western Federal Lands, City staff, and Highway District staff). Projects listed in Table 8 reflect 

estimated costs and potential grant/funding sources for projects that provide improved bicycle and 

pedestrian access from Caldwell, Nampa, and around Lake Lowell. 

It is recommended that each agency add the projects to their current or future master improvement 

plans. To provide flexibility in the programming and budgeting process, projects may be split into 

phases or grouped together as one project when or if necessary. The order in which improvements 

occur will depend on availability of grants and funding sources. Some improvements will require a 

long term funding strategy, while other improvements may be funded and completed earlier. 

 Table 8 – Short-term (5-10 years) Prioritized Projects 

* Project Description **Estimated 

Construction Costs

***Potential Grant/

Funding Sources

CALDWELL

A 10th Avenue – Ustick Rd to Orchard Ave – 

Sidepath – 3.95 mi. $1,806,489

FLAP, TAP, RTP, Development, 

Local B Indiana Avenue – Ustick Rd to Deer Flat Visitor’s Center – Bike Lanes – 5.51 mi. $3,182,764

C Lake Avenue – Ustick Rd to Lake Lowell – 

Bike Lanes – 5.62 mi. $2,018,484

NAMPA

J Iowa Avenue – Hwy 45 to Midway Rd – Bike 

Lanes – 3.02 mi. $1,073,733

FLAP, TAP, RTP, Development, 

Local 

E Roosevelt Avenue – 11th Ave S to Indiana 

Ave – Bike Lanes - 4.95 mi. $1,504,719

F Lake Lowell Avenue – Hwy 45 to Midway – 

Shared Roadway – 3.92 mi. $550,725

K

L

Greenhurst Rd – Hwy 45 to Middleton Rd – 

Share Roadway – 1.02 mi.

Greenhurst Rd – Middleton Rd to Midway 

Rd – Bike Lanes – 2.0 mi.

$917,487

D Midway Rd – Sidepath – Orchard Ave to 

Iowa Ave – Shared Use Path – 2.29 mi. $1,583,693
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 59

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* Project Description **Estimated 

Construction Costs

***Potential Grant/

Funding Sources

LAKE LOWELL CIRCULATION

N Lake Shore Dr - Hwy 45 to Riverside Rd – 

Paved Shoulders – 11.06 mi. $4,904,123 FLAP, TAP, RTP, Development, LHSIP, LRHIP, STP, Local 

I Iowa Avenue – Midway Rd to Lake Lowell 

(Park) – Shared Roadway - 0.97 mi. $490,490

FLAP, TAP, RTP, High Five, 

LWCF, LHSIP, LRHIP, STP, 

Local 

G Upper Embankment Rd – Lake Ave to 

Indiana Ave - Shared-Use Path - 0.72 mi. $515,128

H Lake Lowell Park Pathway – Inside Lake 

Lowell Park – Shared-Use Path - 0.72 mi. $515,128

M Highway 45 – Sidepath – Lake Shore Dr to 

Burke Ln – Shared-Use Path – 1.25 mi. $871,157

FLAP, TAP, RTP, ADA Ped. Curb 

Ramp Program, LHSIP, LRHIP, 

STP, Dev.elopment, Local

P Orchard Ave – Shared Roadway – Riverside 

Rd to Indiana Ave – 2.57 mi. $1,101,516 FLAP, TAP, RTP, LHSIP, LRHIP, STP, Development, Local

*Letter code label identifying Priority 1 projects in Table 7 and Figure 10.

**Cost estimates are planning-level only. Estimated costs are limited to construction, mobilization, and contingency. 

Estimated costs do not include right-of-way costs or engineering. 

***For all projects, it is recommended that agencies initiate specific planning efforts to further develop concepts and obtain community input and support. Once specific concepts are developed, detailed cost estimates/funding applications can be prepared.

PROJECT IMPLEMENTATION

Implementation Overview

To successfully implement this Access Plan, available funding opportunities should be discussed by the 

Core Team on an annual, bi-annual, or quarterly basis. These discussions should be strategically timed 

around grant funding and member agency budget cycles. The Core Team should make efforts to seek 

outside funding through grants and funding programs that align with projects identified in this plan. It is 

recommended that an agency take the lead on scheduling Core Team meetings, inviting participants, 

and developing an agenda. In doing so, discussion topics can be focused and discussed efficiently. 

Meeting notes should also be maintained to provide a transparent and ongoing record of agency 

collaboration efforts. The lead agency for the Core Team may rotate periodically to share responsibility 

and diversify experience of Core Team members. As discussed in this section, the Core Team may 

initiate specific strategies to increase the likelihood of successful implementation.

Implementation Strategies 

Attend annual grant and funding workshops and federal funding webinars - Funding agencies such 

as LHTAC, ITD, WFL, IDPR, etc. typically hold funding workshops annually or periodically to educate 

eligible applicants on upcoming funding opportunities, scoring criteria, and program changes. This 

will help Core Team Members establish and maintain a solid knowledge base on the availability and 

status of various state and federal grant and funding programs.

The Core Team should update relevant/pertinent sections of this overall plan every five years, or as 

projects are completed or priorities change. This will keep information up-to-date, help the Core Team 

member agencies qualify for grant funding (by having an up-to-date plan vs an out-of-date plan), and 

provide guidance as development is proposed.

 Table 8 – Short-term (5-10 years) Prioritized Projects , cont. 
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Continuing Education on Roadway Maintenance

Funding agencies typically encourage roadway agency staff to be educated on roadway maintenance 

and roadway safety. Through LHTAC’s Training and Technical Assistance (T2) program, Road 

Department personnel can attend courses and earn certifications. If the agencies can demonstrate 

to LHTAC that their personnel have attended and/or earned certifications through this program, the 

agency’s proposed project and grant application would rank higher.

Contact Funding Agencies Early and Often, Well Before the Deadline

It is good practice to inform funding agencies of a potential upcoming project well in advance of a 

grant application deadline. If an agency desires to submit a grant application that is due in the fall or 

winter, it is recommended that City staff contact funding agencies as early as the beginning of the 

year. Grant agency staff can offer invaluable advice on how to put a successful application together as 

well as specific ideas about the project.

Project Development

For projects that agencies want to implement in the near future, it is recommended to identify next steps. 

A typical next step towards implementation would involve taking a project from the planning phase to 

the project development phase. Depending on the type and location of the project, project development 

may involve site investigation, survey, environmental evaluation, or a specific study, etc. For projects that 

overlap with other jurisdictions, it is recommended that the lead agency work closely with those partner 

agencies to determine the next step to move to project development. It could be a matter of working with 

another agency that may ultimately want to sponsor and program the project.

Project Follow-up

Many advocates, the public, and agency staff members and citizens provided significant input into this 

Plan. It is important to maintain ongoing communication with one another, as well as with the public 

as the Plan is implemented. Demonstrating projects that were completed in the manner identified 

in the Plan is important for continued and future support of the Plan and its objectives. Forms of 

communicating with the public may include press releases, newsletters, social media, web links, etc.

MAINTENANCE RECOMMENDATIONS, IMPLEMENTATION PLAN 

CHECKLIST, AND PROJECT SUMMARY SHEETS

Maintenance Recommendations

Simpler projects such as striping (shared lane markings), signage, and some ADA improvements that 

do not require significant widening or costs may be completed by agencies as part of their normal 

business practices for completion. For example, if a roadway is recommended for shared lane markings in this Plan and an agency plans on chip-sealing or resurfacing that roadway, the new painting 

scheme may or could be included in the maintenance project. 

As projects are implemented, the underlying roadway jurisdiction would be responsible for the upkeep 

and ongoing maintenance of the bicycle and pedestrian facilities. A maintenance agreement is an 

option if the Core Team and/or relevant agencies find that it would be more convenient, save costs, 

time, etc. Another option is to develop an annual maintenance schedule on a rotation basis. These 

options may be discussed through ongoing communication and during Core Team meetings.
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 61

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Implementation Plan Checklist

The checklist in Table 9 represents a summary of the recommendations made in the Lake Lowell 

Access Plan. The purpose of the checklist is to provide clear guidance on implementation of this Plan.

 Table 9 – Plan Implementation Checklist 

Relevant Plan 

Section Recommendations Timing

Chapter 2 – Goals 

and Objectives

Chapter 3 – Needs 

Assessment

• Core Team should review Goals, Objectives, and Needs Assessment 

to re-evaluate goals and objectives and assess progress and needs Annually

Chapter 4 – 

Recommendations 

and Prioritization

Chapter 5 – 

Implementation 

Plan

• Staff from participating agencies should maintain a presence on the 

Core Team

• Meet regularly to discuss projects and update the plan

• Identify available funding opportunities/budget and grant funding cycles

• Identify opportunities to partner on projects

• Identify new projects

• Update the plan

• Apply for funding

• Incorporate grant fund matching into agency budgets

• Continue communication with public as projects are developed/

implemented

Quarterly/

Bi-annually

Project Summary Sheets

Included on the following pages are project summary sheets and planning-level cost estimates 

developed as part of this plan for the short-term (5-10 years) top-priority projects. Core Team members 

can use these sheets to assist with project planning, scoping, and applying for grant funds. These 

sheets can be updated to reflect changing costs, scope of work, etc.
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 62

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PRIORITIZED PROJECT SUMMARY 

Project Name (Label) 10th Avenue (A) 

Project Purpose 

The purpose of this project is to provide safe, accessible facilities to promote walking, biking, and 

recreation for seniors, children and citizens in the cities of Caldwell and Nampa and the Lake Lowell 

Area.

Project Need/ Existing 

Conditions

Currently 10th Avenue is a paved road, approximately 24 feet wide with no paved shoulders, sidewalks, 

ADA ramps, and inadequate lighting. Small segments of 10th Ave just south of Ustick Road are improved 

with sidewalks and curb ramps. 

Benefits REC ADA Safety Seniors Mobility Connectivity Enviro Sustainability 

X X X X X X X 

Community Priority Short Term (5-10 years) 

Stakeholders Deer Flat National Wildlife Refuge, Western Federal Lands, City and Highway District Staff 

Implementing/

Affected Agencies City of Caldwell and Highway District Staff 

Project Funding Technical Information 

Funding Sources 

&

 Match Required 

FLAP (7.34%), TAP (7.34%), 

IDPR Funding – RTP (20%) 

ADT 6,198 north of Karcher Road, 1,950 

south of Karcher Road 

Crash Info 

Reports of property damage and 

accident causing possible injuries 

south of Karcher Road on 10th Ave 

Environmental Aspects Details provided in Appendix B 

Safety Issues No ADA Access, no 

pedestrian/bike facilities 

Cost Estimate Facility Info 

Concept $21,977 Length 2.98 miles 

Design $54,942 

ROW Assumptions 

Project will occur within existing 

ROW when possible, ROW may 

need to be obtained in some areas 

ROW TBD 

Landscaping $54,942 

Traffic Maintenance $54,942 

Drainage Assumptions 

Additional infrastructure will not be 

required to cross any irrigation Drainage and Erosion Control canals or drainage ways $109,884 

Utilities $109,884 

Jurisdiction Caldwell City Limits and 

Surrounding Impact Areas 

Construction $1,098,837 

Contingency $301,082 

Project Total $1,806,489 

Project Scope of Work Action Plan and Timing

Approximately 2.98 miles of paved 12-ft-wide side paths will be 

constructed on 10th Avenue between Ustick Road and Orchard 

Avenue. 

Cost estimate line items based on total construction costs: 

Concept Design (2%), Design (5%), Landscaping (5%), Traffic 

Maintenance (5), Drainage and Erosion Control (10%), and utility 

Adjustments (10%). 

Contingency is 20% of total project cost.

Apply for funding as opportunities arise. It is recommended to 

meet with the program manager in advance to discuss the 

project and refine concepts as needed. 

Hold regular meetings with core team to discuss project(s) and 

update plan(s). Maintain open communication with the public 

as project(s) are developed and implemented. 
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 63

BICYCLE AND PEDESTRIAN ACCESS PLAN

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10th Ave & Ustick Road (south) 10th Ave & Homedale Road (south) 

10th Ave & Karcher Road (south) 
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 64

BICYCLE AND PEDESTRIAN ACCESS PLAN

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Lake Lowell Area Bicycle and Pedestrian Access Plan

10th Avenue

Single Bike Lane - Add markings

Item Unit Quantity Unit Cost Total Cost

Thermoplastic Pavement Marking (all widths up to 6") LF 10560 $4.50 $47,520

Thermoplastic Pavement Marking Symbol EA 11 $500.00 $5,280

High Visibility Crosswalk EA 1 $1,200.00 $1,200

New Traffic Signs EA 5 $414.00 $2,186

$56,186

Shared Use Side Path

Item Unit Quantity Unit Cost Total Cost

Earthwork, Excavation, Grading CY 7760 $15.00 $116,395

Concrete SF 157133 $5.00 $785,664

Aggregate Base Course CY 2328 $50.00 $116,395

Thermoplastic Pavement Marking (all widths up to 6") LF 168 $4.50 $756

High Visibility Crosswalk EA 7 $1,200.00 $8,400

New Sign EA 3 $414.00 $1,242

Bench EA 3 $800.00 $2,400

Bike Rack EA 3 $400.00 $1,200

Trash Can EA 3 $400.00 $1,200

Large Map or Interpretive Sign Panel EA 3 $3,000.00 $9,000

$1,098,837.25

Lump Sum Items

Landscaping (5%) LS 1 $54,942.00 $54,942

Drainage and E&S (10%) LS 1 $109,884.00 $109,884

Maintenance of Traffic (5%) LS 1 $54,942.00 $54,942

Utility Adjustments (10%) LS 1 $109,884.00 $109,884

Conceptual Plans (2%) LS 1 $21,976.75 $21,977

Design (5%) LS 1 $54,941.86 $54,942

Subtotal $406,571

Summary Amount

Sub-Total $1,505,407.86

20% Contingency $301,081.57

Total $1,806,489.43

Basis for Cost Projection:

This OPC is not intended for basing financial decisions, or securing funding. Since Kimley-Horn and Associates, Inc. has no control over the cost of labor, materials,

equipment, or services furnished by others, or over methods of determining price, or over competitive bidding or market conditions, any and all opinions as to the cost herein,

including but not limited to opinions as to the costs of construction materials, shall be made on the basis of experience and best available data. Kimley-Horn and Associates,

Inc. cannot and does not guarantee that proposals, bids, or actual costs will not vary from the opinions on costs shown herein. Contractor shall be responsible for their own

take off and bid numbers. The quantities shown herein shall not be used for bidding purposes and may not be all inclusive.

May 16, 2016

Preliminary Engineer's Opinion of Probable Construction Costs

Site improvements include striping of new bike lanes, construction of new 12ft concrete

multi-use path

Construction Subtotal

Markings Subtotal

No Design Completed

Preliminary Design

Final Design
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 65

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PRIORITIZED PROJECT SUMMARY

Project Name

(Label) Indiana Avenue (B)

Project Purpose The purpose of this project is to provide safe, accessible facilities to promote walking, biking, and recreation 

for seniors, children and citizens in the cities of Caldwell and Nampa and the Lake Lowell Area.

Project Need/ 

Existing 

Conditions

Currently Indiana Avenue is a paved road, approximately 24 feet wide with no sidewalks, ADA ramps, and 

inadequate lighting. Small segments of Indiana Ave between Heritage Street and Orchard Avenue are 

improved with a ranges of approximately 44 ft – 64 ft of pavement with sidewalks and curb ramps. 

Benefits

REC ADA Safety Seniors Mobility Connectivity Enviro Sustainability

X X X X X X X

Community 

Priority Short Term (5-10 years)

Stakeholders Deer Flat National Wildlife Refuge, Western Federal Lands, City and Highway District Staff

Implementing/ 

Affected Agencies City of Caldwell and Highway District Staff

Project Funding Technical Information

Funding Sources

&

Match Required

FLAP (7.34%), TAP (7.34%), 

IDPR Funding – RTP (20%)

ADT 1,166

Crash Info

Report of fatal accident at Orchard 

and Roosevelt, reports of property 

damage, possible injuries, visible 

injuries, and serious injuries 

between Lone Star and Orchard.

Environmental Aspects Details provided in Appendix B

Safety Issues No ADA Access

Cost Estimate Facility Info

Concept $38,720 Length 5.36 miles

Design $96,799

ROW Assumptions

Project will occur within existing 

ROW when possible, ROW may 

need to be obtained in some areas ROW Modifications to ROW anticipated

Cost TBD

Landscaping $96,799

Drainage Assumptions

Additional infrastructure will not be 

required to cross any irrigation 

canals or drainage ways Traffic Maintenance $96,799

Drainage and 

Erosion Control $193,599

Jurisdiction Caldwell City Limits and 

Surrounding Impact Areas

Utilities $193,599

Construction $1,935,988

Contingency $530,461

Project Total $3,182,764

Project Scope of Work Action Plan and Timing

Construction of approximately 4.35 miles of 12-ft-wide side path 

along Indiana Avenue between Ustick Road to Deer Flat Visitor’s 

Center. Construction of approximately 1.01 miles of designated 

bike lanes between Heritage Street and Karcher Road. A shortterm shoulder widening/shared roadway project is also 

recommended.

Cost estimate line items based on total construction costs: 

Concept Design (2%), Design (5%), Landscaping (5%), Traffic 

Maintenance (5), Drainage and Erosion Control (10%), and utility 

Adjustments (10%). 

Contingency is 20% of total project cost.

Apply for funding as opportunities arise. It is recommended to 

meet with the program manager in advance to discuss the 

project and refine concepts as needed. The District is 

interested in pursuing a short-term project for the shoulder 

widening/shared roadway on this portion of Indiana and 

Orchard.

Hold regular meetings with core team to discuss project(s) and 

update plan(s). Maintain open communication with the public 

as project(s) are developed and implemented. 
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BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 Indiana Ave & Ustick Road (south) Indiana Ave & Heritage Street (south)

Indiana Ave & Orchard Ave (south) Indiana Ave & Roosevelt Ave (south)
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 67

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Lake Lowell Area Bicycle and Pedestrian Access Plan

Indiana Avenue

Single Bike Lane - Add markings

Item Unit Quantity Unit Cost Total Cost

Thermoplastic Pavement Marking (all widths up to 6") LF 21120 $4.50 $95,040

Thermoplastic Pavement Marking Symbol EA 21 $500.00 $10,560

High Visibility Crosswalk EA 5 $1,200.00 $6,336

New Traffic Signs EA 11 $414.00 $4,372

$116,308

Shared Use Path

Item Unit Quantity Unit Cost Total Cost

Earthwork, Excavation, Grading CY 13700 $15.00 $205,500

Concrete SF 275616 $5.00 $1,378,080

Aggregate Base Course CY 4083.2 $50.00 $204,160

High Visibility Crosswalk EA 4 $1,200.00 $4,800

New Sign EA 10 $414.00 $4,140

New Signal Heads EA 0 $5,000.00 $0

Split Rail Fence LF 0 $20.00 $0

Bench EA 5 $800.00 $4,000

Bike Rack EA 5 $400.00 $2,000

Trash Can EA 5 $400.00 $2,000

Large Map or Interpretive Sign Panel EA 5 $3,000.00 $15,000

$1,935,987.84

Lump Sum Items

Landscaping (5%) LS 1 $96,799.00 $96,799

Drainage and E&S (10%) LS 1 $193,599.00 $193,599

Maintenance of Traffic (5%) LS 1 $96,799.00 $96,799

Utility Adjustments (10%) LS 1 $193,599.00 $193,599

Conceptual Plans (2%) LS 1 $38,719.76 $38,720

Design (5%) LS 1 $96,799.39 $96,799

Subtotal $716,315

Summary Amount

Sub-Total $2,652,302.99

20% Contingency $530,460.60

Total $3,182,763.59

Basis for Cost Projection:

This OPC is not intended for basing financial decisions, or securing funding. Since Kimley-Horn and Associates, Inc. has no control over the cost of labor, materials,

equipment, or services furnished by others, or over methods of determining price, or over competitive bidding or market conditions, any and all opinions as to the cost herein,

including but not limited to opinions as to the costs of construction materials, shall be made on the basis of experience and best available data. Kimley-Horn and Associates,

Inc. cannot and does not guarantee that proposals, bids, or actual costs will not vary from the opinions on costs shown herein. Contractor shall be responsible for their own

take off and bid numbers. The quantities shown herein shall not be used for bidding purposes and may not be all inclusive.

Site improvements include striping of new bike lanes, construction of new 12ft concrete

multi-use path

May 16, 2016

Preliminary Engineer's Opinion of Probable Construction Costs

Construction Subtotal

Markings Subtotal

No Design Completed

Preliminary Design

Final Design
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LAKE LOWELL AREA

PRIORITIZED PROJECT SUMMARY 

Project Name 

(Label) Lake Avenue (C) 

Project Purpose The purpose of this project is to provide safe, accessible facilities to promote walking, biking, and recreation 

for seniors, children and citizens in the cities of Caldwell and Nampa and the Lake Lowell Area. 

Project Need/ 

Existing

Conditions

Currently Lake Avenue is a paved road varying in width. It is approximately 35 feet wide from Ustick to 

Homedale Road. It is approximately 30 ft wide (including a paved shoulder) for a half mile south of Homedale 

Road. The remainder of Lake Avenue to Lake Lowell is approximately 24 ft wide with no paved shoulder, 

sidewalks, or ADA ramps. 

Benefits REC ADA Safety Seniors Mobility Connectivity Enviro Sustainability 

X X X X X X X 

Community

Priority Short Term (5-10 years) 

Stakeholders Deer Flat National Wildlife Refuge, Western Federal Lands, City and Highway District Staff 

Implementing/

Affected Agencies City of Caldwell, Deer Flat National Wildlife Refuge, and Highway District Staff 

Project Funding Technical Information 

Funding Sources 

&

 Match Required 

FLAP (7.34%), TAP (7.34%), 

IDPR Funding – RTP (20%) 

ADT Increases from 797 to 2,354 from 

Lake Lowell to Ustick Road 

Crash Info 

Reports of accidents causing 

possible and visible injuries south of 

Orchard Ave 

Environmental Aspects Details provided in Appendix B 

Safety Issues No ADA Access, no pedestrian/bike 

facilities

Cost Estimate Facility Info 

Concept $24,556 Length Approx 5.26 miles 

Design $61,389 

ROW Assumptions 

Project will occur within existing 

ROW when possible, ROW may 

need to be obtained in some areas ROW Modifications to ROW anticipated 

Cost TBD 

Landscaping $61,389 Drainage Assumptions There is a minimum of 2 irrigation 

Traffic Maintenance $61,389 canals that must be crossed. 

Drainage and Erosion 

Control $122,779 

Jurisdiction 

Caldwell City Limits, Deer Flat 

National Wildlife Refuge, and 

Surrounding Impact Areas 

Utilities $122,779 

Construction $1,227,789 

Contingency $336,414 

Project Total $2,018,484 

Project Scope of Work Action Plan and Timing 

Approximately 5.26 miles of marked bike lanes from Ustick Road 

to Lake Lowell. Portions of the proposed marked bike lane will only 

require striping the existing paved shoulder. The proposed bike 

lane for the majority of Lake Ave south of Homedale will require 

the addition of a 5-ft paved shoulder and bike lane. 

Cost estimate line items based on total construction costs: 

Concept Design (2%), Design (5%), Landscaping (5%), Traffic 

Maintenance (5), Drainage and Erosion Control (10%), and utility 

Adjustments (10%). 

Contingency is 20% of total project cost. 

Apply for funding as opportunities arise. It is recommended to 

meet with the program manager in advance to discuss the 

project and refine concepts as needed. 

Hold regular meetings with core team to discuss project(s) and 

update plan(s). Maintain open communication with the public 

as project(s) are developed and implemented. 
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 Lake Ave & Ustick Road (south, 35ft wide) Lake Ave & Homedale Road (south,30ft wide) 

 Lake Ave & Karcher Road (south, 24ft wide) 
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Lake Lowell Area Bicycle and Pedestrian Access Plan

Lake Avenue

Single Bike Lane - Add markings

Item Unit Quantity Unit Cost Total Cost

Thermoplastic Pavement Marking (all widths up to 6") LF 10560 $4.50 $47,520

Thermoplastic Pavement Marking Symbol EA 11 $500.00 $5,280

High Visibility Crosswalk EA 5 $1,200.00 $6,000

New Traffic Signs EA 5 $414.00 $2,186

$60,986

Widen Roadway to Add Bike Lane

Item Unit Quantity Unit Cost Total Cost

Earthwork, Excavation, Grading CY 11170 $15.00 $167,552

Aggregate Base Course for Pavement CY 5585 $50.00 $279,253

Asphalt Surface Course TON 1428 $85.00 $121,380

Asphalt Base Course TON 5712 $85.00 $485,520

Thermoplastic Pavement Marking (all widths up to 6") LF 25133 $4.50 $113,098

Curb and Gutter LF 0 $20.00 $0

$1,227,788.85

Lump Sum Items

Landscaping (5%) LS 1 $61,389.00 $61,389

Drainage and E&S (10%) LS 1 $122,779.00 $122,779

Maintenance of Traffic (5%) LS 1 $61,389.00 $61,389

Utility Adjustments (10%) LS 1 $122,779.00 $122,779

Conceptual Plans (2%) LS 1 $24,555.78 $24,556

Design (5%) LS 1 $61,389.44 $61,389

Subtotal $454,281

Summary Amount

Sub-Total $1,682,070.07

20% Contingency $336,414.01

Total $2,018,484.09

Basis for Cost Projection:

This OPC is not intended for basing financial decisions, or securing funding. Since Kimley-Horn and Associates, Inc. has no control over the cost of labor, materials,

equipment, or services furnished by others, or over methods of determining price, or over competitive bidding or market conditions, any and all opinions as to the cost herein,

including but not limited to opinions as to the costs of construction materials, shall be made on the basis of experience and best available data. Kimley-Horn and Associates,

Inc. cannot and does not guarantee that proposals, bids, or actual costs will not vary from the opinions on costs shown herein. Contractor shall be responsible for their own

take off and bid numbers. The quantities shown herein shall not be used for bidding purposes and may not be all inclusive.

May 16, 2016

Preliminary Engineer's Opinion of Probable Construction Costs

Site improvements include roadway widening and striping of new bike lanes

Construction Subtotal

Markings Subtotal

No Design Completed

Preliminary Design

Final Design
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 71

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

PRIORITIZED PROJECT SUMMARY 

Project Name 

(Label) Upper Embankment Road (G) 

Project Purpose The purpose of this project is to provide safe, accessible facilities to promote walking, biking, and recreation 

for seniors, children and citizens in the cities of Caldwell and Nampa and the Lake Lowell Area. 

Project Need/ 

Existing

Conditions

Currently, Upper Embankment Road is approximately 24 feet wide with no shoulders, pedestrian ramps or 

lighting. The path will connect the two docks on either side of the Upper Dam, providing access to two 

recreational parking/dock areas and a side path that leads to Lake Lowell. 

Benefits REC ADA Safety Seniors Mobility Connectivity Enviro Sustainability 

X X X X X X X 

Community

Priority Short Term (5-10 years) 

Stakeholders Deer Flat National Wildlife Refuge, Western Federal Lands, City and Highway District Staff 

Implementing/

Affected Agencies Deer Flat National Wildlife Refuge, City of Nampa, City of Caldwell, and Highway District Staff 

Project Funding Technical Information 

Funding Sources 

&

 Match Required 

FLAP (7.34%), TAP (7.34%), 

IDPR Funding – RTP (20%), LHSIP, 

LRHIP, STP, Local 

ADT N/A 

Crash Info N/A 

Environmental Aspects Details provided in Appendix B 

Safety Issues No ADA Access, no pedestrian/bike 

facilities

Cost Estimate Facility Info 

Concept $6,267 Length 0.72 miles 

Design $15,667 

ROW Assumptions 

Project will occur within existing 

ROW when possible, ROW may 

need to be obtained in some areas ROW Modifications to ROW anticipated 

Cost TBD 

Landscaping $15,667 Drainage Assumptions 

Additional infrastructure will not be 

required to cross any irrigation 

canals or drainage ways Traffic Maintenance $15,667 

Drainage and Erosion Control $31,334 

Jurisdiction 

Deer Flat National Wildlife Refuge, 

Nampa & Caldwell City Limits and 

Surrounding Impact Areas 

Utilities $31,334 

Construction $313,338 

Contingency $85,855 

Project Total $515,128 

Project Scope of Work Action Plan and Timing 

Construction of a 12-ft-wide shared-use path along Upper 

Embankment Road between Lake Ave and Indiana Ave (approx. 

0.72 miles) providing access to Lake Lowell park and the Visitors 

Center. 

Cost estimate line items based on total construction costs: 

Concept Design (2%), Design (5%), Landscaping (5%), Traffic 

Maintenance (5), Drainage and Erosion Control (10%), and utility 

Adjustments (10%). 

Contingency is 20% of total project cost. 

Apply for funding as opportunities arise. It is recommended to 

meet with the program manager in advance to discuss the 

project and refine concepts as needed. 

Hold regular meetings with core team to discuss project(s) and 

update plan(s). Maintain open communication with the public 

as project(s) are developed and implemented. 
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 72

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Upper Embankment Road at Indiana Ave Parking/Dock Areas 
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 73

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Lake Lowell Area Bicycle and Pedestrian Access Plan

Upper Embankment Road

Shared Use Path

Item Unit Quantity Unit Cost Total Cost

Earthwork, Excavation, Grading CY 2253 $15.00 $33,792

Concrete SF 45619 $5.00 $228,096

Aggregate Base Course CY 676 $50.00 $33,792

Thermoplastic Pavement Marking (all widths up to 6") LF 48 $4.50 $216

High Visibility Crosswalk EA 2 $1,200.00 $2,400

New Sign EA 3 $414.00 $1,242

Bench EA 3 $800.00 $2,400

Bike Rack EA 3 $400.00 $1,200

Trash Can EA 3 $400.00 $1,200

Large Map or Interpretive Sign Panel EA 3 $3,000.00 $9,000

$313,338.00

Lump Sum Items

Landscaping (5%) LS 1 $15,667.00 $15,667

Drainage and E&S (10%) LS 1 $31,334.00 $31,334

Maintenance of Traffic (5%) LS 1 $15,667.00 $15,667

Utility Adjustments (10%) LS 1 $31,334.00 $31,334

Conceptual Plans (2%) LS 1 $6,266.76 $6,267

Design (5%) LS 1 $15,666.90 $15,667

Subtotal $115,936

Summary Amount

Sub-Total $429,273.66

20% Contingency $85,854.73

Total $515,128.39

Basis for Cost Projection:

This OPC is not intended for basing financial decisions, or securing funding. Since Kimley-Horn and Associates, Inc. has no control over the cost of labor, materials,

equipment, or services furnished by others, or over methods of determining price, or over competitive bidding or market conditions, any and all opinions as to the cost herein,

including but not limited to opinions as to the costs of construction materials, shall be made on the basis of experience and best available data. Kimley-Horn and Associates,

Inc. cannot and does not guarantee that proposals, bids, or actual costs will not vary from the opinions on costs shown herein. Contractor shall be responsible for their own

take off and bid numbers. The quantities shown herein shall not be used for bidding purposes and may not be all inclusive.

May 16, 2016

Preliminary Engineer's Opinion of Probable Construction Costs

Site improvements include construction of new 12ft concrete multi-use path

Construction Subtotal

No Design Completed

Preliminary Design

Final Design
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 74

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

PRIORITIZED PROJECT SUMMARY 

Project Name 

(Label) Lake Lowell Park Path (H) 

Project Purpose The purpose of this project is to provide safe, accessible facilities to promote walking, biking, and recreation 

for seniors, children and citizens in the cities of Caldwell and Nampa and the Lake Lowell Area. 

Project Need/ 

Existing

Conditions

Currently the pathway is private farmland with private gravel roads. No pedestrian facilities are provided. 

Benefits REC ADA Safety Seniors Mobility Connectivity Enviro Sustainability 

X X X X X X X 

Community

Priority Short Term (5-10 years) 

Stakeholders Deer Flat National Wildlife Refuge, Western Federal Lands, City and Highway District Staff 

Implementing/

Affected Agencies Deer Flat National Wildlife Refuge, City of Caldwell, and Highway District Staff 

Project Funding Technical Information 

Funding Sources 

&

 Match Required 

FLAP (7.34%), TAP (7.34%), IDPR Funding 

– RTP (20%), LHSIP, LRHIP, STP, Local 

ADT N/A 

Crash Info N/A 

Environmental Aspects Details provided in Appendix B 

Safety Issues No ADA Access, no pedestrian/bike 

facilities

Cost Estimate Facility Info 

Concept $6,267 Length 0.72 miles 

Design $15,667 

ROW Assumptions Easements or ROW will be 

ROW necessary for this project Modifications to ROW anticipated 

Cost TBD 

Landscaping $15,667 Drainage Assumptions 

Additional infrastructure will not be 

required to cross any irrigation 

canals or drainage ways Traffic Maintenance $15,667 

Drainage and Erosion Control $31,334 

Jurisdiction 

Deer Flat National Wildlife Refuge, 

Caldwell City Limits, and 

Surrounding Impact Areas 

Utilities $31,334 

Construction $313,338 

Contingency $85,855 

Project Total $515,128 

Project Scope of Work Action Plan and Timing 

Construction of a 12-ft-wide, 0.72-mile-long shared-use path inside 

Lake Lowell Park and on private land to the east of Lake Lowell 

Park. 

Cost estimate line items based on total construction costs: 

Concept Design (2%), Design (5%), Landscaping (5%), Traffic 

Maintenance (5), Drainage and Erosion Control (10%), and utility 

Adjustments (10%). 

Contingency is 20% of total project cost. 

Apply for funding as opportunities arise. It is recommended to 

meet with the program manager in advance to discuss the 

project and refine concepts as needed. 

Hold regular meetings with core team to discuss project(s) and 

update plan(s). Maintain open communication with the public 

as project(s) are developed and implemented. 
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 75

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 76

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Lake Lowell Area Bicycle and Pedestrian Access Plan

Lake Lowell Park Path

Shared Use Path

Item Unit Quantity Unit Cost Total Cost

Earthwork, Excavation, Grading CY 2253 $15.00 $33,792

Concrete SF 45619 $5.00 $228,096

Aggregate Base Course CY 676 $50.00 $33,792

Thermoplastic Pavement Marking (all widths up to 6") LF 48 $4.50 $216

High Visibility Crosswalk EA 2 $1,200.00 $2,400

New Sign EA 3 $414.00 $1,242

Bench EA 3 $800.00 $2,400

Bike Rack EA 3 $400.00 $1,200

Trash Can EA 3 $400.00 $1,200

Large Map or Interpretive Sign Panel EA 3 $3,000.00 $9,000

$313,338.00

Lump Sum Items

Landscaping (5%) LS 1 $15,667.00 $15,667

Drainage and E&S (10%) LS 1 $31,334.00 $31,334

Maintenance of Traffic (5%) LS 1 $15,667.00 $15,667

Utility Adjustments (10%) LS 1 $31,334.00 $31,334

Conceptual Plans (2%) LS 1 $6,266.76 $6,267

Design (5%) LS 1 $15,666.90 $15,667

Subtotal $115,936

Summary Amount

Sub-Total $429,273.66

20% Contingency $85,854.73

Total $515,128.39

Basis for Cost Projection:

May 16, 2016

Preliminary Engineer's Opinion of Probable Construction Costs

Site improvements include construction of new 12ft concrete multi-use path

This OPC is not intended for basing financial decisions, or securing funding. Since Kimley-Horn and Associates, Inc. has no control over the cost of labor, materials,

equipment, or services furnished by others, or over methods of determining price, or over competitive bidding or market conditions, any and all opinions as to the cost herein,

including but not limited to opinions as to the costs of construction materials, shall be made on the basis of experience and best available data. Kimley-Horn and Associates,

Inc. cannot and does not guarantee that proposals, bids, or actual costs will not vary from the opinions on costs shown herein. Contractor shall be responsible for their own

take off and bid numbers. The quantities shown herein shall not be used for bidding purposes and may not be all inclusive.

Construction Subtotal

No Design Completed

Preliminary Design

Final Design
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 77

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

PRIORITIZED PROJECT SUMMARY 

Project Name 

(Label) Iowa Avenue – Lake Lowell Access (I) 

Project Purpose The purpose of this project is to provide safe, accessible facilities to promote walking, biking, and recreation 

for seniors, children and citizens in the cities of Caldwell and Nampa and the Lake Lowell Area. 

Project Need/ 

Existing

Conditions

Currently, Iowa Avenue between Midway Road and Lake Lowell Park is approximately 26 ft wide with 3-ft 

gravel shoulders and inadequate pedestrian facilities and lighting. 

Benefits REC ADA Safety Seniors Mobility Connectivity Enviro Sustainability 

X X X X X X X 

Community

Priority Short Term (5-10 years) 

Stakeholders Deer Flat National Wildlife Refuge, Western Federal Lands, City and Highway District Staff 

Implementing/

Affected Agencies Deer Flat National Wildlife Refuge, City of Nampa, and Highway District Staff 

Project Funding Technical Information 

Funding Sources 

&

 Match Required 

FLAP (7.34%), TAP (7.34%), IDPR Funding 

– RTP (20%), LHSIP, LRHIP, STP, Local 

ADT 884 

Crash Info 

Reports of accidents involving 

property damage and possible 

injuries 

Environmental Aspects Details provided in Appendix B 

Safety Issues No ADA Access, no pedestrian/bike 

facilities

Cost Estimate Facility Info 

Concept $5,967 Length 0.97 miles 

Design $14,918 

ROW Assumptions 

Project will occur within existing 

ROW when possible, ROW may 

need to be obtained in some areas 

ROW Modifications to ROW anticipated 

Cost TBD 

Landscaping $14,918 

Traffic Maintenance $14,918 

Drainage Assumptions 

Additional infrastructure will not be 

required to cross any irrigation 

canals or drainage ways Drainage and Erosion 

Control $29,835 

Utilities $29,835 

Jurisdiction 

Deer Flat National Wildlife Refuge, 

Nampa City Limits, and Surrounding 

Impact Areas 

Construction $298,351 

Contingency $81,748 

Project Total $490,490 

Project Scope of Work Action Plan and Timing 

Design of a 0.97-mile-long shared roadway along Iowa Avenue 

from Midway Road to Lake Lowell Park. Construction will include 

widening the existing roadway to accommodate bicycle traffic and 

striping to ensure motorists are aware of the possible presence of 

cyclists.

Cost estimate line items based on total construction costs: 

Concept Design (2%), Design (5%), Landscaping (5%), Traffic 

Maintenance (5), Drainage and Erosion Control (10%), and utility 

Adjustments (10%). 

Contingency is 20% of total project cost. 

Apply for funding as opportunities arise. It is recommended to 

meet with the program manager in advance to discuss the 

project and refine concepts as needed. 

Hold regular meetings with core team to discuss project(s) and 

update plan(s). Maintain open communication with the public 

as project(s) are developed and implemented. 
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 78

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 Iowa Avenue near Lake Lowell Park Iowa Avenue west of Midland Road 
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 79

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Lake Lowell Area Bicycle and Pedestrian Access Plan

Iowa Avenue - Lake Lowell Park

Widen Roadway & Add Shared Use Markings

Item Unit Quantity Unit Cost Total Cost

Thermoplastic Pavement Marking (all widths up to 6") LF 10243 $4.50 $46,094

Thermoplastic Pavement Marking Symbol (sharrow) EA 20 $500.00 $10,243

High Visibility Crosswalk EA 0 $1,200.00 $0

New Traffic Signs EA 10 $414.00 $4,241

$60,578

Widen Roadway for Shared Use (one side of traffic)

Item Unit Quantity Unit Cost Total Cost

Earthwork, Excavation, Grading CY 2276 $15.00 $34,144

Aggregate Base Course for Pavement CY 1138 $50.00 $56,907

Asphalt Surface Course TON 291 $85.00 $24,735

Asphalt Base Course TON 1164 $85.00 $98,940

Thermoplastic Pavement Marking (all widths up to 6") LF 5122 $4.50 $23,047

Curb and Gutter LF 0 $20.00 $0

$298,351.15

Lump Sum Items

Landscaping (5%) LS 1 $14,918.00 $14,918

Drainage and E&S (10%) LS 1 $29,835.00 $29,835

Maintenance of Traffic (5%) LS 1 $14,918.00 $14,918

Utility Adjustments (10%) LS 1 $29,835.00 $29,835

Conceptual Plans (2%) LS 1 $5,967.02 $5,967

Design (5%) LS 1 $14,917.56 $14,918

Subtotal $110,391

Summary Amount

Sub-Total $408,741.73

20% Contingency $81,748.35

Total $490,490.08

Basis for Cost Projection:

May 16, 2016

Preliminary Engineer's Opinion of Probable Construction Costs

Site improvements include striping of shared use roadway and widening existing road

This OPC is not intended for basing financial decisions, or securing funding. Since Kimley-Horn and Associates, Inc. has no control over the cost of labor, materials,

equipment, or services furnished by others, or over methods of determining price, or over competitive bidding or market conditions, any and all opinions as to the cost herein,

including but not limited to opinions as to the costs of construction materials, shall be made on the basis of experience and best available data. Kimley-Horn and Associates,

Inc. cannot and does not guarantee that proposals, bids, or actual costs will not vary from the opinions on costs shown herein. Contractor shall be responsible for their own

take off and bid numbers. The quantities shown herein shall not be used for bidding purposes and may not be all inclusive.

Construction Subtotal

Markings Subtotal

No Design Completed

Preliminary Design

Final Design
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 80

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

PRIORITIZED PROJECT SUMMARY 

Project Name 

(Label) Highway 45 Side-Path (M) 

Project Purpose The purpose of this project is to provide safe, accessible facilities to promote walking, biking, and recreation 

for seniors, children and citizens in the cities of Caldwell and Nampa and the Lake Lowell Area. 

Project Need/ 

Existing

Conditions

Currently, Highway 45 between Lake Shore Drive and Burke Lane is approximately 35 ft wide with 3-foot 

paved shoulders. No sidewalks or ADA ramps are currently provided and lighting is minimal. 

Benefits REC ADA Safety Seniors Mobility Connectivity Enviro Sustainability 

X X X X X X X 

Community

Priority Short Term (5-10 years) 

Stakeholders Deer Flat National Wildlife Refuge, Western Federal Lands, City and Highway District Staff 

Implementing/

Affected Agencies Deer Flat National Wildlife Refuge, City of Nampa, and Highway District Staff 

Project Funding Technical Information 

Funding Sources 

&

 Match Required 

FLAP (7.34%), TAP (7.34%), RTP (20%), 

ADA Pedestrian Curb Ramp Program 

(none), LHSIP (7.34%), LRHIP (no match), 

STP (7.34%), Development, Local 

ADT N/A 

Crash Info 

Multiple reports of accidents 

involving property damage, visible 

and fatal injuries. One report of fatal 

accident at Lake Shore Drive and 

Highway 45. 

Environmental Aspects Details provided in Appendix B 

Safety Issues No ADA Access, no pedestrian/bike 

facilities

Cost Estimate Facility Info 

Concept $10,598 Length 1.25 miles 

Design $26,495 

ROW Assumptions 

Project will occur within existing 

ROW when possible, ROW may 

need to be obtained in some areas ROW Modifications to ROW anticipated 

Cost TBD 

Landscaping $26,495 

Drainage Assumptions 

Additional infrastructure will not be 

required to cross any irrigation 

canals or drainage ways Traffic Maintenance $26,495 

Drainage and Erosion 

Control $52,990 

Jurisdiction 

Deer Flat National Wildlife Refuge, 

Nampa City Limits, and Surrounding 

Impact Areas 

Utilities $52,990 

Construction $529,901 

Contingency $145,193 

Project Total $871,157 

Project Scope of Work Action Plan and Timing 

Design and construction of a 1.25-mile shared-use side path along 

Highway 45 from Lake Shore Drive to Burke Lane. 

Cost estimate line items based on total construction costs: 

Concept Design (2%), Design (5%), Landscaping (5%), Traffic 

Maintenance (5), Drainage and Erosion Control (10%), and utility 

Adjustments (10%). 

Contingency is 20% of total project cost. 

Apply for funding as opportunities arise. It is recommended to 

meet with the program manager in advance to discuss the 

project and refine concepts as needed. 

Hold regular meetings with core team to discuss project(s) and 

update plan(s). Maintain open communication with the public 

as project(s) are developed and implemented. 
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 81

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Highway 45, south of Burke Lane Highway 45 at Lake Shore Drive 
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 82

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Lake Lowell Area Bicycle and Pedestrian Access Plan

Highway 45 Sidepath

Shared Use Side Path (12ft wide)

Item Unit Quantity Unit Cost Total Cost

Earthwork, Excavation, Grading CY 3911 $15.00 $58,667

Concrete SF 79200 $5.00 $396,000

Aggregate Base Course CY 1173 $50.00 $58,667

Thermoplastic Pavement Marking (all widths up to 6") LF 120 $4.50 $540

High Visibility Crosswalk EA 5 $1,200.00 $6,000

New Sign EA 2 $414.00 $828

Bench EA 2 $800.00 $1,600

Bike Rack EA 2 $400.00 $800

Trash Can EA 2 $400.00 $800

Large Map or Interpretive Sign Panel EA 2 $3,000.00 $6,000

$529,901.33

Lump Sum Items

Landscaping (5%) LS 1 $26,495.00 $26,495

Drainage and E&S (10%) LS 1 $52,990.00 $52,990

Maintenance of Traffic (5%) LS 1 $26,495.00 $26,495

Utility Adjustments (10%) LS 1 $52,990.00 $52,990

Conceptual Plans (2%) LS 1 $10,598.03 $10,598

Design (5%) LS 1 $26,495.07 $26,495

Subtotal $196,063

Summary Amount

Sub-Total $725,964.43

20% Contingency $145,192.89

Total $871,157.31

Basis for Cost Projection:

May 16, 2016

Preliminary Engineer's Opinion of Probable Construction Costs

Site improvements includes construction of new 12ft concrete multi-use path

This OPC is not intended for basing financial decisions, or securing funding. Since Kimley-Horn and Associates, Inc. has no control over the cost of labor, materials,

equipment, or services furnished by others, or over methods of determining price, or over competitive bidding or market conditions, any and all opinions as to the cost herein,

including but not limited to opinions as to the costs of construction materials, shall be made on the basis of experience and best available data. Kimley-Horn and Associates,

Inc. cannot and does not guarantee that proposals, bids, or actual costs will not vary from the opinions on costs shown herein. Contractor shall be responsible for their own

take off and bid numbers. The quantities shown herein shall not be used for bidding purposes and may not be all inclusive.

Construction Subtotal

No Design Completed

Preliminary Design

Final Design
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 83

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

PRIORITIZED PROJECT SUMMARY 

Project Name 

(Label) Lake Shore Drive (N) 

Project Purpose The purpose of this project is to provide safe, accessible facilities to promote walking, biking, and recreation 

for seniors, children and citizens in the cities of Caldwell and Nampa and the Lake Lowell Area. 

Project Need/ 

Existing

Conditions

Currently, Lake Shore Drive between Highway 45 and Perch Road is approximately 24 ft wide with 3-ft paved 

shoulders. The roadway has multiple tight turns and potential blind turns. There are currently no sidewalk, 

ADA ramps or adequate pedestrian lighting. 

Benefits REC ADA Safety Seniors Mobility Connectivity Enviro Sustainability 

X X X X X X X 

Community

Priority Short Term (5-10 years) 

Stakeholders Deer Flat National Wildlife Refuge, Western Federal Lands, City and Highway District Staff 

Implementing/

Affected Agencies Deer Flat National Wildlife Refuge and Highway District Staff 

Project Funding Technical Information 

Funding Sources 

&

 Match Required 

FLAP (7.34%), TAP (7.34%), RTP (20%), 

LHSIP (7.34%), LRHIP (no match), STP 

(7.34%), Development, Local 

ADT Ranges between 584 – 2,554 along 

the 8.0 mi roadway segment 

Crash Info 

Multiple reports of accidents 

involving property damage and wild 

animals. Few reports of accidents 

causing minor injuries and two 

reports of serious injuries.

Environmental Aspects Details provided in Appendix B 

Safety Issues No ADA Access, no pedestrian/bike 

facilities

Cost Estimate Facility Info 

Concept $59,661 Length 8.0 miles 

Design $149,152 

ROW Assumptions 

Project will occur within existing 

ROW when possible, ROW may 

need to be obtained in some areas ROW Modifications to ROW anticipated 

Cost TBD 

Landscaping $149,152 

Drainage Assumptions 

Additional infrastructure will not be 

required to cross any irrigation 

canals or drainage ways Traffic Maintenance $149,152 

Drainage and Erosion 

Control $298,304 

Jurisdiction Deer Flat National Wildlife Refuge 

and Surrounding Impact Areas 

Utilities $298,304 

Construction $2,983,044 

Contingency $817,353 

Project Total $4,904,123 

Project Scope of Work Action Plan and Timing 

Construction of approximately 8.0 miles of 4- to 6-ft-wide paved 

shoulders along Lake Shore Drive from Highway 45 to Perch 

Road. 

Cost estimate line items based on total construction costs: 

Concept Design (2%), Design (5%), Landscaping (5%), Traffic 

Maintenance (5), Drainage and Erosion Control (10%), and utility 

Adjustments (10%). 

Contingency is 20% of total project cost. 

Apply for funding as opportunities arise. It is recommended to 

meet with the program manager in advance to discuss the 

project and refine concepts as needed. 

Hold regular meetings with core team to discuss project(s) and 

update plan(s). Maintain open communication with the public 

as project(s) are developed and implemented. 
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 84

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Lake Shore Drive at Dearborne Road Lake Shore Drive at Locust Lane 
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 85

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Lake Lowell Area Bicycle and Pedestrian Access Plan

Lake Shore Drive

Widen Roadway & Add Striping

Item Unit Quantity Unit Cost Total Cost

Thermoplastic Pavement Marking (all widths up to 6") LF 116794 $4.50 $525,571

Thermoplastic Pavement Marking Symbol EA 0 $500.00 $0

High Visibility Crosswalk EA 0 $1,200.00 $0

New Traffic Signs EA 22 $414.00 $9,158

$534,729

Widen Paved Roadway (6ft shoulders, both sides)

Item Unit Quantity Unit Cost Total Cost

Earthwork, Excavation, Grading CY 25954 $15.00 $389,312

Aggregate Base Course for Pavement CY 12977 $50.00 $648,853

Asphalt Surface Course TON 3318 $85.00 $282,030

Asphalt Base Course TON 13272 $85.00 $1,128,120

Thermoplastic Pavement Marking (all widths up to 6") LF 0 $4.50 $0

Curb and Gutter LF 0 $20.00 $0

$2,983,044.21

Lump Sum Items

Landscaping (5%) LS 1 $149,152.00 $149,152

Drainage and E&S (10%) LS 1 $298,304.00 $298,304

Maintenance of Traffic (5%) LS 1 $149,152.00 $149,152

Utility Adjustments (10%) LS 1 $298,304.00 $298,304

Conceptual Plans (2%) LS 1 $59,660.88 $59,661

Design (5%) LS 1 $149,152.21 $149,152

Subtotal $1,103,725

Summary Amount

Sub-Total $4,086,769.31

20% Contingency $817,353.86

Total $4,904,123.17

Basis for Cost Projection:

May 16, 2016

Preliminary Engineer's Opinion of Probable Construction Costs

Site improvements include construction of widening and striping existing roadway shoulders.

This OPC is not intended for basing financial decisions, or securing funding. Since Kimley-Horn and Associates, Inc. has no control over the cost of labor, materials,

equipment, or services furnished by others, or over methods of determining price, or over competitive bidding or market conditions, any and all opinions as to the cost herein,

including but not limited to opinions as to the costs of construction materials, shall be made on the basis of experience and best available data. Kimley-Horn and Associates,

Inc. cannot and does not guarantee that proposals, bids, or actual costs will not vary from the opinions on costs shown herein. Contractor shall be responsible for their own

take off and bid numbers. The quantities shown herein shall not be used for bidding purposes and may not be all inclusive.

Construction Subtotal

Markings Subtotal

No Design Completed

Preliminary Design

Final Design
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 86

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

PRIORITIZED PROJECT SUMMARY 

Project Name 

(Label) Riverside Road (O) 

Project Purpose The purpose of this project is to provide safe, accessible facilities to promote walking, biking, and recreation 

for seniors, children and citizens in the cities of Caldwell and Nampa and the Lake Lowell Area. 

Project Need/ 

Existing

Conditions

Currently, Riverside Road runs along the northwest shore of Lake Lowell. It is approximately 24 ft wide with 

an 8-ft gravel shoulder on the southeast side of the road. There are no sidewalks or ADA ramps along the 

road.

Benefits REC ADA Safety Seniors Mobility Connectivity Enviro Sustainability 

X X X X X X X 

Community

Priority Short Term (5-10 years) 

Stakeholders Deer Flat National Wildlife Refuge, Western Federal Lands, City and Highway District Staff 

Implementing/

Affected Agencies City of Caldwell, Deer Flat National Wildlife Refuge, and Highway District Staff 

Project Funding Technical Information 

Funding Sources 

&

 Match Required 

FLAP (7.34%), TAP (7.34%), RTP (20%), 

LHSIP (7.34%), LRHIP (no match), STP 

(7.34%), Development, Local 

ADT 3,107 

Crash Info Reports of accidents involving wild 

animals and property damage 

Environmental Aspects Details provided in Appendix B 

Safety Issues No ADA Access, no pedestrian/bike 

facilities

Cost Estimate Facility Info 

Concept 

No Cost Estimate Completed 

Length Approx. 2.06 miles 

Design 

ROW Assumptions 

Project will occur within existing 

ROW when possible, ROW may 

need to be obtained in some areas ROW

Landscaping 

Drainage Assumptions 

Additional infrastructure will not be 

required to cross any irrigation 

canals or drainage ways Traffic Maintenance 

Drainage and Erosion Control 

Jurisdiction 

Caldwell City Limits, Deer Flat 

National Wildlife Refuge, and 

Surrounding Impact Areas 

Utilities 

Construction 

Contingency 

Project Total

Project Scope of Work Action Plan and Timing 

Shared roadway (short-term) and side path (long-term) along 

Riverside Road. 

Implementation is currently underway. 

Hold regular meetings with core team to discuss project(s) and 

update plan(s). Maintain open communication with the public 

as project(s) are developed and implemented. 
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 87

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Riverside Drive 
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 88

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

PRIORITIZED PROJECT SUMMARY 

Project Name (Label) Orchard Avenue (P) 

Project Purpose The purpose of this project is to provide safe, accessible facilities to promote walking, biking, and 

recreation for seniors, children and citizens in the cities of Caldwell and Nampa and the Lake Lowell Area. 

Project Need/ 

Existing Conditions 

Currently, Orchard Avenue between Riverside Road and Indiana Avenue is approximately 24 ft wide with 

gravel shoulders. The 2.57-mile section of roadway runs along farm land and some residential areas. 

There are currently no sidewalk, ADA ramps or adequate pedestrian lighting. 

Benefits REC ADA Safety Seniors Mobility Connectivity Enviro Sustainability 

X X X X X X X 

Community Priority Short Term (5-10 years) 

Stakeholders Deer Flat National Wildlife Refuge, Western Federal Lands, City and Highway District Staff 

Implementing/

Affected Agencies Deer Flat National Wildlife Refuge City of Caldwell, and Highway District Staff 

Project Funding Technical Information 

Funding Sources 

&

 Match Required 

FLAP (7.34%), TAP (7.34%), RTP 

(20%), LHSIP (7.34%), LRHIP (no 

match), STP (7.34%), Development, 

Local 

ADT 1,240 

Crash Info 

Multiple reports of accidents 

involving property damage and 

accidents that resulted in possible 

injury. Few reports of accidents 

involving animals and 2 reports of 

fatal accidents at Montana Ave and 

Indiana Ave. 

Environmental Aspects Details provided in Appendix B 

Safety Issues No ADA Access, no pedestrian/bike 

facilities

Cost Estimate Facility Info 

Concept $13,400 Length 2.57 miles 

Design $33,501 

ROW Assumptions 

Project will occur within existing 

ROW when possible, ROW may 

need to be obtained in some areas ROW Modifications to ROW anticipated 

Cost TBD 

Landscaping $33,501 

Drainage Assumptions 

Additional infrastructure may be 

required to cross irrigation canals or 

drainage ways Traffic Maintenance $33,501 

Drainage and Erosion Control $67,002 

Jurisdiction 

Deer Flat National Wildlife Refuge, 

Caldwell City Limits and 

Surrounding Impact Areas 

Utilities $67,002 

Construction $670,023 

Contingency $183,586 

Project Total $1,101,516 

Project Scope of Work Action Plan and Timing 

Construction of approximately 2.57 miles of shared roadway along 

Orchard Avenue from Riverside Road to Indiana Avenue. Portions 

of the roadway may require widening for safe shared use. 

Cost estimate line items based on total construction costs: 

Concept Design (2%), Design (5%), Landscaping (5%), Traffic 

Maintenance (5), Drainage and Erosion Control (10%), and utility 

Adjustments (10%). 

Contingency is 20% of total project cost. 

Apply for funding as opportunities arise. It is recommended to 

meet with the program manager in advance to discuss the 

project and refine concepts as needed. 

Hold regular meetings with core team to discuss project(s) and 

update plan(s). Maintain open communication with the public 

as project(s) are developed and implemented. 
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 89

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Orchard & Indiana (west) Orchard & 10th (west) 

 Orchard & Moonstruck (west) Orchard & Riverside (east) 
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 90

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Lake Lowell Area Bicycle and Pedestrian Access Plan

Orchard Avenue

Bike Lanes - Add markings

Item Unit Quantity Unit Cost Total Cost

Thermoplastic Pavement Marking (all widths up to 6") LF 54278 $4.50 $244,253

Thermoplastic Pavement Marking Symbol EA 27 $500.00 $13,570

High Visibility Crosswalk EA 0 $1,200.00 $0

New Traffic Signs EA 14 $414.00 $5,618

$263,440

Widen Roadway for Shared Use (3ft)

Item Unit Quantity Unit Cost Total Cost

Earthwork, Excavation, Grading CY 3015 $15.00 $45,232

Aggregate Base Course for Pavement CY 1508 $50.00 $75,387

Asphalt Surface Course TON 386 $85.00 $32,768

Asphalt Base Course TON 1542 $85.00 $131,070

Thermoplastic Pavement Marking (all widths up to 6") LF 27139 $4.50 $122,126

Curb and Gutter LF 0 $20.00 $0

$670,022.78

Lump Sum Items

Landscaping (5%) LS 1 $33,501.00 $33,501

Drainage and E&S (10%) LS 1 $67,002.00 $67,002

Maintenance of Traffic (5%) LS 1 $33,501.00 $33,501

Utility Adjustments (10%) LS 1 $67,002.00 $67,002

Conceptual Plans (2%) LS 1 $13,400.46 $13,400

Design (5%) LS 1 $33,501.14 $33,501

Subtotal $247,908

Summary Amount

Sub-Total $917,930.38

20% Contingency $183,586.08

Total $1,101,516.45

Basis for Cost Projection:

May 16, 2016

Preliminary Engineer's Opinion of Probable Construction Costs

Site improvements include striping of new bike lane and widening roadway for bike lanes

This OPC is not intended for basing financial decisions, or securing funding. Since Kimley-Horn and Associates, Inc. has no control over the cost of labor, materials,

equipment, or services furnished by others, or over methods of determining price, or over competitive bidding or market conditions, any and all opinions as to the cost herein,

including but not limited to opinions as to the costs of construction materials, shall be made on the basis of experience and best available data. Kimley-Horn and Associates,

Inc. cannot and does not guarantee that proposals, bids, or actual costs will not vary from the opinions on costs shown herein. Contractor shall be responsible for their own

take off and bid numbers. The quantities shown herein shall not be used for bidding purposes and may not be all inclusive.

Construction Subtotal

Markings Subtotal

No Design Completed

Preliminary Design

Final Design
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 91

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

PRIORITIZED PROJECT SUMMARY 

Project Name 

(Label) Midway Road (D) 

Project Purpose The purpose of this project is to provide safe, accessible facilities to promote walking, biking, and recreation 

for seniors, children and citizens in the cities of Caldwell and Nampa and the Lake Lowell Area. 

Project Need/ 

Existing

Conditions

Currently Midway Road is a paved road, approximately 24 feet wide with no paved shoulders, sidewalks, ADA 

ramps, and inadequate lighting. 

Benefits REC ADA Safety Seniors Mobility Connectivity Enviro Sustainability 

X X X X X X X 

Community

Priority Short Term (5-10 years) 

Stakeholders Deer Flat National Wildlife Refuge, Western Federal Lands, City and Highway District Staff 

Implementing/

Affected Agencies City of Nampa and Highway District Staff 

Project Funding Technical Information 

Funding Sources 

&

 Match Required 

FLAP (7.34%), TAP (7.34%), 

IDPR Funding – RTP (20%) 

ADT 2,045 

Crash Info Report of domestic animal accident 

on Midway and Lake Lowell Ave 

Environmental Aspects Details provided in Appendix B 

Safety Issues No ADA Access, no pedestrian/bike 

facilities

Cost Estimate Facility Info 

Concept $19,266 Length 2.29 miles 

Design $48,166 

ROW Assumptions 

Project will occur within existing 

ROW when possible, ROW may 

need to be obtained in some areas ROW Modifications to ROW anticipated 

Cost TBD 

Landscaping $48,166 

Drainage Assumptions 

Additional infrastructure will not be 

required to cross any irrigation 

canals or drainage ways Traffic Maintenance $48,166 

Drainage and Erosion 

Control $96,332 

Jurisdiction Nampa City Limits and Surrounding 

Impact Areas 

Utilities $96,332 

Construction $963,317 

Contingency $263,949 

Project Total $1,583,693 

Project Scope of Work Action Plan and Timing 

Approximately 2.29 miles of 12-ft-wide shared-use path from just 

south of Orchard Ave to Iowa Ave. 

Cost estimate line items based on total construction costs: 

Concept Design (2%), Design (5%), Landscaping (5%), Traffic 

Maintenance (5), Drainage and Erosion Control (10%), and utility 

Adjustments (10%). 

Contingency is 20% of total project cost. 

Apply for funding as opportunities arise. It is recommended to 

meet with the program manager in advance to discuss the 

project and refine concepts as needed. 

Hold regular meetings with core team to discuss project(s) and 

update plan(s). Maintain open communication with the public 

as project(s) are developed and implemented. 
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 92

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 Midway Road & Orchard Ave (south, 24ft wide) Midway Road & Roosevelt Ave (south, 24ft wide) 
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 93

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Lake Lowell Area Bicycle and Pedestrian Access Plan

Midway Road

Shared Use Path

Item Unit Quantity Unit Cost Total Cost

Earthwork, Excavation, Grading CY 7165 $15.00 $107,477

Concrete SF 145094 $5.00 $725,472

Aggregate Base Course CY 2150 $50.00 $107,477

Thermoplastic Pavement Marking (all widths up to 6") LF 144 $4.50 $648

High Visibility Crosswalk EA 6 $1,200.00 $7,200

New Sign EA 3 $414.00 $1,242

Bench EA 3 $800.00 $2,400

Bike Rack EA 3 $400.00 $1,200

Trash Can EA 3 $400.00 $1,200

Large Map or Interpretive Sign Panel EA 3 $3,000.00 $9,000

$963,316.67

Lump Sum Items

Landscaping (5%) LS 1 $48,166.00 $48,166

Drainage and E&S (10%) LS 1 $96,332.00 $96,332

Maintenance of Traffic (5%) LS 1 $48,166.00 $48,166

Utility Adjustments (10%) LS 1 $96,332.00 $96,332

Conceptual Plans (2%) LS 1 $19,266.33 $19,266

Design (5%) LS 1 $48,165.83 $48,166

Subtotal $356,428

Summary Amount

Sub-Total $1,319,744.83

20% Contingency $263,948.97

Total $1,583,693.80

Basis for Cost Projection:

This OPC is not intended for basing financial decisions, or securing funding. Since Kimley-Horn and Associates, Inc. has no control over the cost of labor, materials,

equipment, or services furnished by others, or over methods of determining price, or over competitive bidding or market conditions, any and all opinions as to the cost herein,

including but not limited to opinions as to the costs of construction materials, shall be made on the basis of experience and best available data. Kimley-Horn and Associates,

Inc. cannot and does not guarantee that proposals, bids, or actual costs will not vary from the opinions on costs shown herein. Contractor shall be responsible for their own

take off and bid numbers. The quantities shown herein shall not be used for bidding purposes and may not be all inclusive.

May 16, 2016

Preliminary Engineer's Opinion of Probable Construction Costs

Site improvements includes construction of new 12ft concrete multi-use path

Construction Subtotal

No Design Completed

Preliminary Design

Final Design
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 94

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

PRIORITIZED PROJECT SUMMARY 

Project Name 

(Label) Roosevelt Avenue (E) 

Project Purpose The purpose of this project is to provide safe, accessible facilities to promote walking, biking, and recreation 

for seniors, children and citizens in the cities of Caldwell and Nampa and the Lake Lowell Area. 

Project Need/ 

Existing

Conditions

Currently Roosevelt Ave varies in cross-section along the 4.95-mile street section. 

Segment 1: From 11th Ave to Beechwood Drive the road varies in width from 26-46 ft. The road is paved with 

sidewalk, ramps and minimal pedestrian lighting. 

Segment 2: From Beechwood Driver to Midland Blvd the road is 46 ft wide with an attached sidewalk on the 

north side and detached path on the south side of the road with pedestrian lighting 

Segment 3: From Midland Blvd to Middleton Road, Roosevelt Ave is approximately 24 ft wide with a 12-ftwide paved shoulder on the south side of the road with a sidewalk or detached path along portions of the road 

Segment 4: From Middleton Road to Midway Road the road is approximately 36 ft wide with 5-ft paved 

shoulders and detached paths on both the north and south sides of the road. 

Segment 5: From Midway Road to Indiana Ave the road is 2 4ft wide with no shoulders, sidewalks, ramps or 

adequate lighting. There are irrigation canals along most of the north side of the road. 

Benefits REC ADA Safety Seniors Mobility Connectivity Enviro Sustainability 

X X X X X X X 

Community

Priority Short Term (5-10 years) 

Stakeholders Deer Flat National Wildlife Refuge, Western Federal Lands, City and Highway District Staff 

Implementing/

Affected Agencies City of Nampa, Deer Flat National Wildlife Refuge, and Highway District Staff 

Project Funding Technical Information 

Funding Sources 

&

 Match Required 

FLAP (7.34%), TAP (7.34%), 

IDPR Funding – RTP (20%) 

ADT 1,108 

Crash Info 

Environmental Aspects Details provided in Appendix B 

Safety Issues No ADA Access, no pedestrian/bike 

facilities

Cost Estimate Facility Info 

Concept $18,306 Length 4.95 miles 

Design $45,764 

ROW Assumptions 

Project will occur within existing 

ROW when possible, ROW may 

need to be obtained in some areas ROW Modifications to ROW anticipated 

Cost TBD 

Landscaping $45,764 

Drainage Assumptions 

Additional infrastructure will not be 

required to cross any irrigation 

canals or drainage ways Traffic Maintenance $45,764 

Drainage and Erosion 

Control $91,528 

Jurisdiction 

Nampa City Limits, Deer Flat 

National Wildlife Refuge, and 

Surrounding Impact Areas 

Utilities $91,528 

Construction $915,279 

Contingency $250,786 

Project Total $1,504,719 

Project Scope of Work Action Plan and Timing 

Approximately 4.95 miles of bike lanes from 11th Avenue South to 

Indiana Avenue. 

Cost estimate line items based on total construction costs: 

Concept Design (2%), Design (5%), Landscaping (5%), Traffic 

Maintenance (5), Drainage and Erosion Control (10%), and utility 

Adjustments (10%). 

Contingency is 20% of total project cost. 

Apply for funding as opportunities arise. It is recommended to 

meet with the program manager in advance to discuss the 

project and refine concepts as needed. 

Hold regular meetings with core team to discuss project(s) and 

update plan(s). Maintain open communication with the public 

as project(s) are developed and implemented. 
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 95

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 Segment 1 Segment 2 

 Segment 3 Segment 4 
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 96

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 Segment 5 
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 97

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Lake Lowell Area Bicycle and Pedestrian Access Plan

Roosevelt Avenue

Single Bike Lane - Add markings

Item Unit Quantity Unit Cost Total Cost

Thermoplastic Pavement Marking (all widths up to 6") LF 47520 $4.50 $213,840

Thermoplastic Pavement Marking Symbol EA 48 $500.00 $23,760

High Visibility Crosswalk EA 5 $1,200.00 $6,000

New Traffic Signs EA 24 $414.00 $9,837

$253,437

Widen Roadway to Add Bike Lane

Item Unit Quantity Unit Cost Total Cost

Earthwork, Excavation, Grading CY 6336 $15.00 $95,040

Aggregate Base Course for Pavement CY 3168 $50.00 $158,400

Asphalt Surface Course TON 810 $85.00 $68,850

Asphalt Base Course TON 3240 $85.00 $275,400

Thermoplastic Pavement Marking (all widths up to 6") LF 14256 $4.50 $64,152

Curb and Gutter LF 0 $20.00 $0

$915,278.64

Lump Sum Items

Landscaping (5%) LS 1 $45,764.00 $45,764

Drainage and E&S (10%) LS 1 $91,528.00 $91,528

Maintenance of Traffic (5%) LS 1 $45,764.00 $45,764

Utility Adjustments (10%) LS 1 $91,528.00 $91,528

Conceptual Plans (2%) LS 1 $18,305.57 $18,306

Design (5%) LS 1 $45,763.93 $45,764

Subtotal $338,654

Summary Amount

Sub-Total $1,253,932.14

20% Contingency $250,786.43

Total $1,504,718.57

Basis for Cost Projection:

May 16, 2016

Preliminary Engineer's Opinion of Probable Construction Costs

Site improvements include striping of new bike lanesand widening the existing roadway

This OPC is not intended for basing financial decisions, or securing funding. Since Kimley-Horn and Associates, Inc. has no control over the cost of labor, materials,

equipment, or services furnished by others, or over methods of determining price, or over competitive bidding or market conditions, any and all opinions as to the cost herein,

including but not limited to opinions as to the costs of construction materials, shall be made on the basis of experience and best available data. Kimley-Horn and Associates,

Inc. cannot and does not guarantee that proposals, bids, or actual costs will not vary from the opinions on costs shown herein. Contractor shall be responsible for their own

take off and bid numbers. The quantities shown herein shall not be used for bidding purposes and may not be all inclusive.

Construction Subtotal

Markings Subtotal

No Design Completed

Preliminary Design

Final Design
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 98

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

PRIORITIZED PROJECT SUMMARY 

Project Name 

(Label) Lake Lowell Avenue (F) 

Project Purpose The purpose of this project is to provide safe, accessible facilities to promote walking, biking, and recreation 

for seniors, children and citizens in the cities of Caldwell and Nampa and the Lake Lowell Area. 

Project Need/ 

Existing

Conditions

Currently, Lake Lowell Avenue has two predominant cross-sections. From Highway 45 west to Middleton 

Road the road varies between 36-48 ft, with sidewalks, detached paths, pedestrian ramps, and minimal 

lighting. West of Middleton the road is approximately 24 ft wide with no paved shoulder, sidewalk, ramp or 

lighting. 

Benefits REC ADA Safety Seniors Mobility Connectivity Enviro Sustainability 

X X X X X X X 

Community

Priority Short Term (5-10 years) 

Stakeholders Deer Flat National Wildlife Refuge, Western Federal Lands, City and Highway District Staff 

Implementing/

Affected Agencies City of Nampa and Highway District Staff 

Project Funding Technical Information 

Funding Sources 

&

 Match Required 

FLAP (7.34%), TAP (7.34%), 

IDPR Funding – RTP (20%) 

ADT Increases from 1,500 to 7,700 from 

Midway Road to Highway 45 

Crash Info 

Environmental Aspects Details provided in Appendix B 

Safety Issues No ADA Access, no pedestrian/bike 

facilities

Cost Estimate Facility Info 

Concept $6,700 Length 3.01 miles 

Design $16,750 

ROW Assumptions 

Project will occur within existing 

ROW when possible, ROW may 

need to be obtained in some areas ROW Modifications to ROW anticipated 

Cost TBD 

Landscaping $16,750 

Drainage Assumptions 

Additional infrastructure will not be 

required to cross any irrigation 

canals or drainage ways Traffic Maintenance $16,750 

Drainage and Erosion Control $33,499 

Jurisdiction Nampa City Limits and 

Surrounding Impact Areas 

Utilities $33,499 

Construction $334,990 

Contingency $91,787 

Project Total $550,725 

Project Scope of Work Action Plan and Timing 

Approximately 3.01 miles of shared roadway from Highway 45 to 

Midway Road. Portions of Lake Lowell Avenue to be widen to 

accommodate bicycle traffic. 

Cost estimate line items based on total construction costs: 

Concept Design (2%), Design (5%), Landscaping (5%), Traffic 

Maintenance (5), Drainage and Erosion Control (10%), and utility 

Adjustments (10%). 

Contingency is 20% of total project cost. 

Apply for funding as opportunities arise. It is recommended to 

meet with the program manager in advance to discuss the 

project and refine concepts as needed. 

Hold regular meetings with core team to discuss project(s) and 

update plan(s). Maintain open communication with the public 

as project(s) are developed and implemented. 
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 99

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 Lake Lowell east of Middleton Road Lake Lowell west of Middleton Road 
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 100

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Lake Lowell Area Bicycle and Pedestrian Access Plan

Lake Lowell Avenue

Shared Use Road - Add markings

Item Unit Quantity Unit Cost Total Cost

Thermoplastic Pavement Marking (all widths up to 6") LF 0 $4.50 $0

Thermoplastic Pavement Marking Symbol (Sharrow) EA 37 $500.00 $18,480

High Visibility Crosswalk EA 0 $1,200.00 $0

New Traffic Signs EA 18 $414.00 $7,651

$26,131

Widen Roadway to Add Bike Lane

Item Unit Quantity Unit Cost Total Cost

Earthwork, Excavation, Grading CY 2957 $15.00 $44,352

Aggregate Base Course for Pavement CY 1478 $50.00 $73,920

Asphalt Surface Course TON 378 $85.00 $32,130

Asphalt Base Course TON 1512 $85.00 $128,520

Thermoplastic Pavement Marking (all widths up to 6") LF 6653 $4.50 $29,938

Curb and Gutter LF 0 $20.00 $0

$334,990.32

Lump Sum Items

Landscaping (5%) LS 1 $16,750.00 $16,750

Drainage and E&S (10%) LS 1 $33,499.00 $33,499

Maintenance of Traffic (5%) LS 1 $16,750.00 $16,750

Utility Adjustments (10%) LS 1 $33,499.00 $33,499

Conceptual Plans (2%) LS 1 $6,699.81 $6,700

Design (5%) LS 1 $16,749.52 $16,750

Subtotal $123,947

Summary Amount

Sub-Total $458,937.64

20% Contingency $91,787.53

Total $550,725.17

Basis for Cost Projection:

May 16, 2016

Preliminary Engineer's Opinion of Probable Construction Costs

Site improvements include striping of shared use roadway and widening existing road for

bike lanes

This OPC is not intended for basing financial decisions, or securing funding. Since Kimley-Horn and Associates, Inc. has no control over the cost of labor, materials,

equipment, or services furnished by others, or over methods of determining price, or over competitive bidding or market conditions, any and all opinions as to the cost herein,

including but not limited to opinions as to the costs of construction materials, shall be made on the basis of experience and best available data. Kimley-Horn and Associates,

Inc. cannot and does not guarantee that proposals, bids, or actual costs will not vary from the opinions on costs shown herein. Contractor shall be responsible for their own

take off and bid numbers. The quantities shown herein shall not be used for bidding purposes and may not be all inclusive.

Markings Subtotal

Construction Subtotal

No Design Completed

Preliminary Design

Final Design
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 101

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

PRIORITIZED PROJECT SUMMARY 

Project Name 

(Label) Iowa Avenue (J) 

Project Purpose The purpose of this project is to provide safe, accessible facilities to promote walking, biking, and recreation 

for seniors, children and citizens in the cities of Caldwell and Nampa and the Lake Lowell Area. 

Project Need/ 

Existing

Conditions

Iowa Ave currently has multiple roadway cross-sections: 

Segment 1: From Highway 45 to Midland Road, Iowa Ave is approximately 30 ft wide with small paved 

shoulders and sidewalks provided along the road for short distances. 

Segment 2: From Midland to Middleton, Iowa Ave is approximately 38 ft wide with 8-ft paved shoulders. 

Sidewalk and ramps are provided with adequate lighting. 

Segment 3: From Middleton to Midway Road, Iowa Ave is approximately 24 ft wide with gravel shoulders. 

Sidewalks and ramps are provided in residential areas. Pedestrian lighting is limited. 

Benefits REC ADA Safety Seniors Mobility Connectivity Enviro Sustainability 

X X X X X X X 

Community

Priority Short Term (5-10 years) 

Stakeholders Deer Flat National Wildlife Refuge, Western Federal Lands, City and Highway District Staff 

Implementing/

Affected Agencies City of Nampa, Deer Flat National Wildlife Refuge, and Highway District Staff 

Project Funding Technical Information 

Funding Sources 

&

 Match Required 

FLAP (7.34%), TAP (7.34%), 

IDPR Funding – RTP (20%) 

ADT 884 

Crash Info 

Multiple reports of accidents 

involving property damaged and 

possible injuries 

Environmental Aspects Details provided in Appendix B 

Safety Issues No ADA Access, no pedestrian/bike 

facilities

Cost Estimate Facility Info 

Concept $13,062 Length 3.02 miles 

Design $32,656 

ROW Assumptions 

Project will occur within existing 

ROW when possible, ROW may 

need to be obtained in some areas ROW Modifications to ROW anticipated 

Cost TBD 

Landscaping $32,656 Drainage Assumptions Wilson Drainage way and irrigation 

Traffic Maintenance $32,656 canals may need to be crossed 

Drainage and Erosion 

Control $65,312 

Jurisdiction 

Nampa City Limits, Deer Flat 

National Wildlife Refuge, and 

Surrounding Impact Areas 

Utilities $65,312 

Construction $653,123 

Contingency $178,956 

Project Total $1,073,733 

Project Scope of Work Action Plan and Timing 

Approximately 3.02 miles of bikes lanes from Highway 45 to 

Midway. Portions of the roadway segment will require new 

construction of bike lanes. 

Cost estimate line items based on total construction costs: 

Concept Design (2%), Design (5%), Landscaping (5%), Traffic 

Maintenance (5), Drainage and Erosion Control (10%), and utility 

Adjustments (10%). 

Contingency is 20% of total project cost. 

Apply for funding as opportunities arise. It is recommended to 

meet with the program manager in advance to discuss the 

project and refine concepts as needed. 

Hold regular meetings with core team to discuss project(s) and 

update plan(s). Maintain open communication with the public 

as project(s) are developed and implemented. 
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 102

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 

Segment 1 Segment 2 

Segment 3 
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 103

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Lake Lowell Area Bicycle and Pedestrian Access Plan

Iowa Avenue

Bike Lanes - Add markings

Item Unit Quantity Unit Cost Total Cost

Thermoplastic Pavement Marking (all widths up to 6") LF 21120 $4.50 $95,040

Thermoplastic Pavement Marking Symbol EA 21 $500.00 $10,560

High Visibility Crosswalk EA 0 $1,200.00 $0

New Traffic Signs EA 11 $414.00 $4,372

$109,972

Widen Roadway to Add Bike Lanes (2)

Item Unit Quantity Unit Cost Total Cost

Earthwork, Excavation, Grading CY 4740 $15.00 $71,104

Aggregate Base Course for Pavement CY 2370 $50.00 $118,507

Asphalt Surface Course TON 606 $85.00 $51,510

Asphalt Base Course TON 2424 $85.00 $206,040

Thermoplastic Pavement Marking (all widths up to 6") LF 21331 $4.50 $95,990

Curb and Gutter LF 0 $20.00 $0

$653,122.91

Lump Sum Items

Landscaping (5%) LS 1 $32,656.00 $32,656

Drainage and E&S (10%) LS 1 $65,312.00 $65,312

Maintenance of Traffic (5%) LS 1 $32,656.00 $32,656

Utility Adjustments (10%) LS 1 $65,312.00 $65,312

Conceptual Plans (2%) LS 1 $13,062.46 $13,062

Design (5%) LS 1 $32,656.15 $32,656

Subtotal $241,655

Summary Amount

Sub-Total $894,777.51

20% Contingency $178,955.50

Total $1,073,733.01

Basis for Cost Projection:

May 16, 2016

Preliminary Engineer's Opinion of Probable Construction Costs

Site improvements include striping of new bike lane and widening roadway for bike lanes

This OPC is not intended for basing financial decisions, or securing funding. Since Kimley-Horn and Associates, Inc. has no control over the cost of labor, materials,

equipment, or services furnished by others, or over methods of determining price, or over competitive bidding or market conditions, any and all opinions as to the cost herein,

including but not limited to opinions as to the costs of construction materials, shall be made on the basis of experience and best available data. Kimley-Horn and Associates,

Inc. cannot and does not guarantee that proposals, bids, or actual costs will not vary from the opinions on costs shown herein. Contractor shall be responsible for their own

take off and bid numbers. The quantities shown herein shall not be used for bidding purposes and may not be all inclusive.

Markings Subtotal

Construction Subtotal

No Design Completed

Preliminary Design

Final Design
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 104

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

PRIORITIZED PROJECT SUMMARY 

Project Name 

(Label) Greenhurst Road (K, L) 

Project Purpose The purpose of this project is to provide safe, accessible facilities to promote walking, biking, and recreation 

for seniors, children and citizens in the cities of Caldwell and Nampa and the Lake Lowell Area. 

Project Need/ 

Existing

Conditions

Greenhurst Road currently has multiple roadway cross-sections: 

Segment 1: From Highway 45 to Pascoe Lane, the roadway is approximately 50 ft wide with sidewalks, 

pedestrian ramps and lighting. 

Segment 2: From Pascoe Lane to Middleton Road, Greenhurst Road is approximately 24ft – 30 ft wide with 

gravel shoulders and sidewalks provided in residential areas. 

Segment 3: From Middleton to Refuge boundary, it is approximately 24 ft wide with gravel shoulders and no 

sidewalks or ramp and inadequate lighting. 

Benefits REC ADA Safety Seniors Mobility Connectivity Enviro Sustainability 

X X X X X X X 

Community

Priority Short Term (5-10 years) 

Stakeholders Deer Flat National Wildlife Refuge, Western Federal Lands, City and Highway District Staff 

Implementing/

Affected Agencies City of Nampa, Deer Flat National Wildlife Refuge, and Highway District Staff 

Project Funding Technical Information 

Funding Sources 

&

 Match Required 

FLAP (7.34%), TAP (7.34%), 

IDPR Funding – RTP (20%) 

ADT 

Crash Info 

Multiple reports of accidents 

involving property damage, possible 

injury and visible injuries 

Environmental Aspects Details provided in Appendix B 

Safety Issues No ADA Access, no pedestrian/bike 

facilities

Cost Estimate Facility Info 

Concept $11,162 Length 3.02 miles 

Design $27,904 

ROW Assumptions 

Project will occur within existing 

ROW when possible, ROW may 

need to be obtained in some areas ROW Modifications to ROW anticipated 

Cost TBD 

Landscaping $27,904 

Drainage Assumptions 

Additional infrastructure will not be 

required to cross any irrigation 

canals or drainage ways Traffic Maintenance $27,904 

Drainage and Erosion 

Control $55,808 

Jurisdiction 

Nampa City Limits, Deer Flat 

National Wildlife Refuge, and 

Surrounding Impact Areas 

Utilities $55,808 

Construction $558,083 

Contingency $152,915 

Project Total $917,487 

Project Scope of Work Action Plan and Timing 

Approximately 1.02 miles of shared roadway from Highway 45 to 

Midland and 2.0 miles of bike lanes from Midland to Midway Road. 

Striping will be required for the shared roadway. Construction of 

additional bike lanes will be required for the majority of the stretch 

of road between Midland and Midway road. 

Cost estimate line items based on total construction costs: 

Concept Design (2%), Design (5%), Landscaping (5%), Traffic 

Maintenance (5), Drainage and Erosion Control (10%), and utility 

Adjustments (10%). 

Contingency is 20% of total project cost. 

Apply for funding as opportunities arise. It is recommended to 

meet with the program manager in advance to discuss the 

project and refine concepts as needed. 

Hold regular meetings with core team to discuss project(s) and 

update plan(s). Maintain open communication with the public 

as project(s) are developed and implemented. 
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 105

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Segment 1 Segment 2 

Segment 3 
CHAPTER 5 - IMPLEMENTATION PLAN | OCTOBER 2016 PAGE 106

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Lake Lowell Area Bicycle and Pedestrian Access Plan

Greenhurst Road

Bike Lanes - Add markings

Item Unit Quantity Unit Cost Total Cost

Thermoplastic Pavement Marking (all widths up to 6") LF 0 $4.50 $0

Thermoplastic Pavement Marking Symbol (Sharrow) EA 21 $500.00 $10,560

High Visibility Crosswalk EA 0 $1,200.00 $0

New Traffic Signs EA 11 $414.00 $4,372

$14,932

Widen Roadway to Add Bike Lanes (2)

Item Unit Quantity Unit Cost Total Cost

Earthwork, Excavation, Grading CY 4740 $15.00 $71,104

Aggregate Base Course for Pavement CY 2370 $50.00 $118,507

Asphalt Surface Course TON 606 $85.00 $51,510

Asphalt Base Course TON 2424 $85.00 $206,040

Thermoplastic Pavement Marking (all widths up to 6") LF 21331 $4.50 $95,990

Curb and Gutter LF 0 $20.00 $0

$558,082.91

Lump Sum Items

Landscaping (5%) LS 1 $27,904.00 $27,904

Drainage and E&S (10%) LS 1 $55,808.00 $55,808

Maintenance of Traffic (5%) LS 1 $27,904.00 $27,904

Utility Adjustments (10%) LS 1 $55,808.00 $55,808

Conceptual Plans (2%) LS 1 $11,161.66 $11,162

Design (5%) LS 1 $27,904.15 $27,904

Subtotal $206,490

Summary Amount

Sub-Total $764,572.71

20% Contingency $152,914.54

Total $917,487.25

Basis for Cost Projection:

May 16, 2016

Preliminary Engineer's Opinion of Probable Construction Costs

Site improvements include striping of new bike lane and widening roadway for bike lanes

This OPC is not intended for basing financial decisions, or securing funding. Since Kimley-Horn and Associates, Inc. has no control over the cost of labor, materials,

equipment, or services furnished by others, or over methods of determining price, or over competitive bidding or market conditions, any and all opinions as to the cost herein,

including but not limited to opinions as to the costs of construction materials, shall be made on the basis of experience and best available data. Kimley-Horn and Associates,

Inc. cannot and does not guarantee that proposals, bids, or actual costs will not vary from the opinions on costs shown herein. Contractor shall be responsible for their own

take off and bid numbers. The quantities shown herein shall not be used for bidding purposes and may not be all inclusive.

Markings Subtotal

Construction Subtotal

No Design Completed

Preliminary Design

Final Design
APPENDICES
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APPENDIX | OCTOBER 2016

LIST OF APPENDICES

Appendix A. Existing Conditions ..............................................................................................................108

Appendix B. Environmental Scan..............................................................................................................142

Appendix C. Area Crime Report Map: Deer Flat Refuge ...........................................................................163

Appendix D. City of Nampa Bicycle and Pedestrian Master Plan Maps....................................................165

Appendix E. City of Caldwell Pathways and Bike Routes Master Plan Map..............................................169

Appendix F: Figure 2.1: Existing Conditions Key Map, Nampa ................................................................. 171

Appendix G: Figure 2: Map of Existing Pathways and Bike Routes, Caldwell ..........................................173

Appendix H: Deer Flat National Wildlife Refuge ........................................................................................ 175

Appendix I: Future Land Use Maps/Zoning Maps ....................................................................................177

Appendix J: Idaho Transportation Department AADT 2013 ......................................................................183

Appendix K: Idaho Dept. of Environment Quality Non-attainment Map ....................................................187

Appendix L: Designated Sole Source Aquifers in EPA Region 10 .............................................................189

Appendix M: Design Guidelines................................................................................................................191
APPENDIX A.

EXISTING CONDITIONS
APPENDIX A | OCTOBER 2016 PAGE 110

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EXISTING CONDITIONS

This section describes existing bicycling and walking facilities within the study area of the Lake Lowell 

Area Bicycle and Pedestrian Access Plan to determine both opportunities and constraints for improved 

facilities, including an inventory of existing bike and pedestrian facilities, recreation opportunities, 

roadway facilities, land ownership, and environmental resources. 

Sources used to develop this summary of Existing Conditions include: 

 Previously adopted plans – City of Nampa Bicycle and Pedestrian Master Plan, City of Caldwell 

Pathways and Bike Routes Master Plan, Nampa Highway District Transportation Plan, the Deer Flat 

National Wildlife Refuge CCP and the National Wildlife Refuge Visitor Survey 2010/2011, and VRT 

Valleyconnect plan. 

 Roadway information and traffic data – Association of Canyon County Highway Districts 

(ACCHD) Standards; 2009-2013 Average Daily Traffic (ADT) data from Canyon County Highway 

District and Nampa Highway District; 2013 Average Annual Daily Traffic (AADT) data from ITD; and 

other information provided by agencies. 

 Land use – Canyon County Zoning map and Future Land Use map, City of Nampa Zoning map 

and Future Land Use map, and City of Caldwell Zoning and Future Land Use map. 

 Public land ownership and easements – Parcel ownership and easement data from the Bureau 

of Reclamation and Canyon County Assessor’s office with a focus on publicly owned land (local, 

state, federal). 

 Environmental resources – Various local, state, and federal agency databases and sources. 

EXISTING AND PROPOSED BICYCLE AND PEDESTRIAN FACILITIES 

An essential component of this project includes developing an inventory and assessment of the 

existing and planned bicycle and pedestrian facilities including sidewalks, shared-use paths, 

intersections, and bikeways within the study area. This data is useful in identifying opportunities for 

improvements and connections. 

Existing conditions inventory is based on field reviews, a review of aerial mapping and GIS data, and 

a comprehensive review of existing bicycle and pedestrian plans completed by Nampa and Caldwell. 

GIS data was obtained from Nampa, Caldwell, ITD, Nampa Highway District, Canyon County Highway 

District, Canyon County, VRT, and the DFNWR. Figure 5, the Existing Bike and Pedestrian Network 

map, visually represents this compiled inventory of existing bike and pedestrian facilities. 

Bicycle Facilities 

Existing bicycle facilities identified in this section are those that are located within the study area or 

those that tie into the existing trail system. 

City of Nampa Bicycle and Pedestrian Master Plan 

A portion of Nampa’s Bicycle and Pedestrian Master Plan study area overlaps with the project study 

area. The map provided in Appendix F, Existing Conditions Key Map shows the area of the Plan that 

partially overlaps into the southeastern portion of the project study area. 

Bike Routes/Bicycle Boulevards 

According to Section 5.4.5 of Nampa’s Bicycle and Pedestrian Master Plan, bike routes are “streets 

prioritized for safe and convenient bicycle travel and are on shared roadways with no specific vehicle 

or bike lane delineation. Appropriate road types for bicycle boulevards are residential streets and other 

local streets with low vehicle volumes.” 
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These routes utilize traffic calming treatments such as shared lane markings, directional signage, 

traffic diverters, chicanes, chokers, and other devices to reduce vehicle speeds. This allows bike and 

vehicles to generally travel at the same speed, creating a more comfortable and safe environment. No 

existing bike routes or boulevards are identified within the project study area. The only identified bike 

routes outside the study area, as shown in Figure 5, Existing Bike Route and Pedestrian Network map, 

are located along 18th Avenue in downtown Nampa, Sunnyridge Road between Maine Avenue and 

Greenhurst Road, and Sunnyridge Road between Dooley Lane and Locust Lane. 

Bike Lanes 

According to Section 5.4 of Nampa’s Bicycle and Pedestrian 

Master Plan, bike lanes are “designated exclusively for 

bicycle travel, bike lanes are separated from vehicle travel 

lanes with striping and also include pavement stencils. Bike 

lanes are most appropriate on arterial and collector streets 

where higher traffic volumes and speeds warrant greater 

separation.” 

Bike lanes define the road space for bicyclists and motorists, 

which can help reduce the use of sidewalks by bicyclists and remind drivers that cyclists have a right 

to the road. No existing bike lanes are identified in the study area. Within two miles of the study area, 

an existing bike lane is located along both sides of Sunnyridge Road from Hawaii Avenue to south of 

Maine Avenue, and the remainder of Sunnyridge Road to Greenhurst Road has “Share the Road” signs 

(confirmed with Karla Nelson, Long Range Planner, City of Nampa). 

Pathways 

Nampa has made great strides in developing an off-street multi-use path network. The City’s 

continued growth has allowed them to capitalize on opportunities with developers to either dedicate 

land for pathways or construct them. This approach has supported the City’s plans to expand 

the multi-use path network. The downside of waiting for development to occur is that significant 

connections and path segments are relatively undeveloped. The multi-use path system is intended 

to provide a critical north/south bicycle and pedestrian network not afforded by the road grid. A 

comprehensive signage system along the pathways would help users identify connections, distances, 

and key destinations. 

In total, Nampa has 13 pathways planned, with an additional nine pathways partially constructed. 

However, the existing pathways located within the study area are sparse. One existing pathway east 

of Middleton Road begins at Iowa Avenue and transitions into a detached sidewalk to Lake Lowell 

Avenue. West of Middleton Road within the study area, a small network of private pathways is located 

in the Carriage Hill Subdivision, but they lack connection to the Refuge. Other existing pathways 

outside of the study area are identified in Figure 5, Existing Bike and Pedestrian Network. 

City of Caldwell Pathways and Bike Routes Master Plan 

Caldwell’s Pathways and Bike Routes Master Plan identifies a small but growing network of publicly 

owned multi-use pathways—some are located within local parks and others along waterways. Lake 

Lowell is identified as a primary summertime attraction within the Plan; however, the existing bicycle and 

pedestrian facilities are primarily located within Caldwell’s core. Caldwell’s network of existing pathways 

and bike routes are shown in Appendix G, on the Plan’s Map of Existing Pathways and Bike Routes. 

Bike Routes / Bike Lanes / Pathways 

No existing bike routes, bike lanes, or pathways extend from Caldwell into the study area. Caldwell 

has identified 35 bike routes and a comprehensive network of defined corridors combining proposed 
APPENDIX A | OCTOBER 2016 PAGE 112

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pathways (35.73 total miles) with bike routes (approximately 92 miles in total length) within their 

Pathways and Bike Routes Master Plan as shown in Appendix G.

Bike lanes could be accommodated on several local roads with excess right-of-way through shoulder 

widening. Although street widening is typically more expensive than re-striping projects, bike lanes 

could be added to streets currently lacking curbs, gutters, and sidewalks without the high costs of 

major reconstruction. 

Deer Flat National Wildlife Refuge CCP 

Within the study area, most of the access points are connected by the existing rural roadway 

system. These roads typically have two travel lanes and narrow shoulders and were not developed 

to accommodate bicycle or pedestrian usage. The DFNWR has some existing multi-use trails that 

primarily serve nature walkers and provide access to and from existing parking lots. The trails are 

predominantly unimproved. 

According to the Deer Flat National Wildlife Refuge CCP, there are six trails that are open to 

pedestrians, bicyclists, and equestrians. Dogs are required to remain on a leash at all times. In the 

winter, these trails are occasionally used for cross-country skiing and snowshoeing:

 Nature Trail – a 0.5-mile, unpaved, self-guided loop near the Visitor Center.

 Observation Hill Trail – a 3.25-mile loop internal Refuge road that serves as a trail west of the 

Visitor Center. There is an adjacent wildlife-viewing platform.

 East Dike Trail – a 1-mile internal Refuge road that serves as a trail east of the Tio Lane entrance.

 Kingfisher Trail – a 3.75-mile internal Refuge road that serves as a trail from Tio Lane entrance 

to Greenhurst Road entrance.

 Gotts Point Trail – a 0.5-mile internal Refuge road that serves as a trail from Greenhurst Road 

entrance to a gate just north of Gotts Point.

 Centennial Trail – a 1.2-mile ADA accessible historical interpretive trail from the Visitor Center 

to the viewing platform at the west end of the Upper Dam and allows users to cross the historic 

Upper Dam.

Source: Deer Flat National Wildlife Refuge CCP, Chapter 5: 

Human Environment; 

http://www.fws.gov/uploadedFiles/Region_1/NWRS/

Zone_2/Deer_Flat/Documents/Chpt5.Deer%20Flat%20

FCCP.EIS.pdf

The existing nature trails located near the Visitor 

Center/Upper Dam Recreation Area are shown 

in Figure 5. Gotts Point, shown in Exhibit A1, 

is located just southeast of the Visitor Center 

and provides vehicle parking for commuters. 

The existing trail system at Gotts Point does not 

currently connect to the Visitor Center/Upper Dam Recreation Area. The longest stretch of nature trails 

at the Refuge runs from Gotts Point to Schaffer’s Access in close proximity to Lake Lowell. 

The south side of the DFNWR does not offer any bicycle or pedestrian trails, transferring users to the 

narrow shoulders of the rural road system. As shown in Exhibits A2, A3, and A4, existing firebreaks 

Exhibit A1 – Gotts Point Access: Looking West from 

Greenhurst Road Towards Gotts Point 
APPENDIX A | OCTOBER 2016 PAGE 113

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

in some areas between the Refuge and Lake Shore Drive present an opportunity for potential bicycle 

and pedestrian improvements. 

Exhibit A2 Exhibit A3 Exhibit A4

 Exhibits A2, A3, and A4 – Existing Firebreak: Lake Shore Drive 

Pedestrian Facilities 

Existing pedestrian facilities identified in this section are those that are located within the study area or 

those that tie into the existing system. 

City of Nampa Bicycle and Pedestrian Master Plan 

Pedestrian travel throughout Nampa is primarily accommodated by sidewalks, shared-use pathways 

and intersection treatments (e.g., crosswalks, curb ramps). 

Sidewalks 

Very few sidewalks exist in the study area and most are discontinuous. The few existing discontinuous 

segments of sidewalk are located along Locust Lane between Midland Boulevard and 12th Avenue, 

and along the north side of Greenhurst Road between Middleton Road and Heron Drive. 

Curb Ramps 

No curb ramps exist within the study area. Seven missing curb ramp locations have been identified in 

the Plan within the study area along Midland Road and south of the Greenhurst Road intersection. 

Crosswalks 

No marked crosswalks exist within the study area. Only two crosswalks were identified in the Plan near 

the study area. One of the crosswalks is located at the intersection of 12th Avenue and Greenhurst 

Road near South Middle School. The second crosswalk is also located near the middle school, just 

west of 12th Avenue along Greenhurst Road. 

Nampa’s existing pedestrian facilities are shown on the Existing Conditions – Sidewalks Map for Area 

1 from the Bicycle and Pedestrian Master Plan provided in Appendix D. 

City of Caldwell Pathways and Bike Routes Master Plan 

Sidewalks, shared-use paths, and roadway shoulders are typically recognized as pedestrian facilities 

in Caldwell. Pedestrian travel is accommodated and enhanced by intersection treatments such as 

crosswalks, curb ramps, as well as boulevards and other amenities. 

Sidewalks / Curb Ramps / Crosswalks 

No existing sidewalks, curb ramps, or crosswalks are identified within the Master Plan in the study 

area. The City of Caldwell Pathways and Bike Routes Master Plan does not specifically identify 

existing sidewalks, curb ramps, or crosswalks within the planning area; however, the City has identified 

intersections needing improvement, as shown in Appendix E. No specific pedestrian improvements 

have been identified in Caldwell’s plan. 
APPENDIX A | OCTOBER 2016 PAGE 114

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Deer Flat National Wildlife Refuge CCP 

Most of the existing road network is located outside of the Refuge boundaries, minimizing the need 

for these types of improvements. There are no curbs except those existing near the Visitors Center. 

All roads that might require crosswalks are off-Refuge, except the entrance road to the Visitors Center 

(where there is one crosswalk).

According to the Refuge CCP, there are six trails that are proposed to be open to pedestrians:

 Nature Trail, a 0.5-mile, unpaved, self-guided loop near the Visitor Center. There is an adjacent 

wildlife-viewing blind.

 Observation Hill Trail, a 3.25-mile loop, internal Refuge road that serves as a trail west of the Visitor 

Center. There is an adjacent wildlife-viewing platform.

 East Dike Trail, a 1.0-mile internal Refuge road that serves as a trail east of the Tio Lane entrance.

 Kingfisher Trail, a 3.75-mile internal Refuge road that serves as a trail from Tio Lane entrance to 

Greenhurst Road entrance.

 Gotts Point Trail, a 0.75-mile internal Refuge road that serves as a trail from Greenhurst Road 

entrance to a gate just north of Gotts Point.

 Centennial Trail, a 1.2-mile ADA-accessible historical interpretive trail from the Visitor Center to the 

viewing platform at the west end of the Upper Dam and then across the historic

 Upper Dam.

As indicated in the bicycle facilities section of this Report, four additional trails are open to 

pedestrians, bicyclists, and equestrians.

Source: Deer Flat National Wildlife Refuge CCP, Chapter 5: Human Environment; 

http://www.fws.gov/uploadedFiles/Region_1/NWRS/Zone_2/Deer_Flat/Documents/Chpt5.Deer%20Flat%20FCCP.EIS.pdf

Transit Facilities 

Valley Regional Transit (VRT) is the regional public transportation authority responsible for the regional 

public transportation system in Ada and Canyon counties. VRT has developed and recently updated 

their regional plan, Valleyconnect. This plan identifies existing and future public transportation 

facilities within the Treasure Valley. 

Valley Regional Transit Valleyconnect Plan 

Existing Routes 

Currently no fixed bus routes provide access to the Refuge. The closest service route is located in 

Nampa at Greenhurst Road and 12th Avenue Road as shown in Figure 5. No identified fixed routes 

near the southern boundary of Caldwell provide service to the Deer Flat NWR. 

Flex-Route Service 

VRT has established a flex-route service that “will operate with a few fixed stops at scheduled times, 

but can pick up and drop off passengers with reservations at other locations within the flex-route area 

in between the fixed stops.” The purpose of the flex-route is to connect fixed routes so passengers 

can access the entire bus system. As shown in Figure 5, flex-routes in the DFNWR study area include: 

 In Nampa, the flex-route covers a majority of the city limits and some Refuge access points 

between Middleton Road and 12th Avenue. The flex-route service extends south to Lewis Lane on 

the easternmost edge of the study area. 

 Near Caldwell, the flex-route covers the area between Farmway Road and 10th Avenue south of 

Karcher Road to Orchard Avenue. The flex-route could provide future access to Murphy’s Neck 

and proposed pathways north of the Visitor Center. 
APPENDIX A | OCTOBER 2016 PAGE 115

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VRT has not identified any future transit centers, stations, or park and ride lots within the study area. 

According to the Valleyconnect plan, the closest existing park and ride lot is located at Jefferson 

Middle School off 10th Avenue and services the South Caldwell area. One existing transit center is 

located near Karcher Mall in Nampa, but it does not provide service to the study area. 

Source: http://www.valleyregionaltransit.org/PROJECTSSTUDIES/REGIONALOPERATIONS/VALLEYCONNECT. aspx 

RECREATION OPPORTUNITIES 

According to the Deer Flat National Wildlife Refuge CCP, Section 5.3.2 (General Visitation Information), 

the Refuge offers six priority wildlife-dependent recreational opportunities: fishing, hunting, wildlife 

watching, wildlife photography, environmental education, and environmental interpretation. Other 

activities are allowed when appropriate and compatible with the needs of wildlife and habitat. 

According to the 2010/2011 National Visitor Survey conducted by the U.S. Geological Survey, there 

were three activities in which more than 10 percent of those surveyed had participated during the 

previous year: fishing (22 percent), boating (21 percent), and hiking (15 percent). There were five 

activities in which more than 25 percent of those surveyed had participated during the previous 

year: fishing (41 percent), wildlife observation (40 percent), hiking (39 percent), motorized boating (36 

percent), and bird watching (35 percent). 

According to DFNWR staff, more recent estimates of user activities show that fishing (from shore and 

boat) is the most common activity, followed by swimming, then walking, and finally, other types of 

recreational activities (confirmed by Susan Kain, Visitor Services Manager, DFNWR). 

Source: Draft Deer Flat National Wildlife Refuge CCP, Chapter 5: Human Environment; http://www.fws.gov/deerflat/PDF/6DeerFlatNWR.DraftCCP-EIS.Chpt5.pdf 

Since the DFNWR is located in close proximity to two major urban centers, Nampa and Caldwell, it 

is attractive to a variety of potential users. The DFNWR map in Appendix H and Figure 5 shows the 

areas around the DFNWR with recreation facilities and access. 

Lower Dam Recreation Area 

One of the major access locations around the Refuge is the Lower Dam Recreation Area. It is located 

along Riverside Road on the northwest side of Lake Lowell. As shown in Exhibits A5 and A6 and 

Figure 5, this area includes an existing boat ramp, parking area, and boat dock. However, this area 

does not provide an existing trail system like some of the other high-use sites. 

Exhibit A5 Exhibit A6

Exhibits A5 and A6 – Lower Dam Recreation Area: Parking, Waterfront Area 
APPENDIX A | OCTOBER 2016 PAGE 116

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As shown in Exhibits A7 and A8 and on Figure 5, a 14-foot-wide (approximately) gravel shoulder runs 

along Riverside Road. Visitors often temporarily park in this area to view Lake Lowell and fish. The

other side of Riverside Road is bound by a guardrail with no shoulder.

Exhibit A7 Exhibit A8

 Exhibits A7 and A8 – Riverside Road: Existing 14-foot-wide Shoulder, 

 East Side of the Roadway and South of the Lower Dam Recreation Area

Upper Dam Recreation Area 

Some visitors, roughly 10,000 to 15,000 per year compared to the 130,000 to180,000 total Refuge 

visitors, begin their experience at the Visitor Center near the Upper Dam Recreation Area. The Visitor 

Center offers brochures, opportunities to view wildlife from the observation room, exploration of 

interpretive displays, and the KidsSpace area (provides hands-on activities for kids). The Upper Dam 

Recreation Area offers two improved boat ramps, two docks, a wildlife viewing platform, a designated 

swimming area, and four parking lots with trail access. See Figure 2 Study Area and Appendix H Deer 

Flat National Wildlife Refuge – Lake Lowell Unit Map 5 - Alternative 2 (Preferred) Map.

Exhibit A9 Exhibit A10 Exhibit A11

 Exhibit A9 – Entrance near Upper Dam Recreation Area, Looking at Lake Lowell Park (Canyon County Park)

 Exhibit A10 – Upper Dam: Interpretive Sign at Beginning of Closed Roadway/Existing Walkway

 Exhibit A11 – Upper Dam: Closed Roadway/Walkway, Looking West from Boat Ramp Toward Visitor Center

Gotts Point 

The Gotts Point area offers seasonal birding and trail access. According the DFNWR website, “For the 

best birding year-round, park at the gate and walk to the refuge "patrol road," located fifty yards south of 

the gate. This road parallels the lake and provides a view of the lake, riparian areas and upland habitats. 

For some of the Refuge's best birding, walk or bicycle this 4-mile road all the way to the Schaffer's 

Access.” One parking lot is provided near Gotts Point and connects to the multi-use trail system. 
APPENDIX A | OCTOBER 2016 PAGE 117

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Tio Lane: Parking Area

Traveling southbound on Tio Lane from W. Locust Lane, there is primary access to an existing parking 

lot that connects users to the multi-use trail system on the north side of the Refuge. This access 

provides some biking opportunities between Gotts Point and Tio Lane, but it is primarily used for 

nature walking and sightseeing.

Exhibit A12 Exhibit A13

 Exhibit A12 – East Side Recreation Area: East of Tio Lane on East Dike Trail 

 Exhibit A13 – East Side Recreation Area: West of Tio Lane on Kingfisher Trail 

Lake Shore Drive 

Eight designated parking facilities are located along Lake Shore Drive on the south side of the DFNWR. 

Exhibits A14 and A15 show one of the parking access points and informational signage along Lake 

Shore Drive. Lake Shore Drive is a two-lane roadway with 25- to 37-foot widths as shown in Figure 5. 

Lake Shore Drive has predominantly narrow shoulders that prohibit safe bicycle and pedestrian usage. 

Adjacent to the parking facilities are a few existing, unimproved trails that lead to Lake Lowell and are 

primarily walk-through access only. 

Exhibit A14 Exhibit A15

 Exhibit A14 – Lake Lowell Access: South Side of the Lake from Lake Shore Drive 

 Exhibit A15 – Signage at Parking Area Along Lake Shore Drive

Hunting 

Most of the hunting opportunities are located on the south side of the Refuge along Lake Shore Drive 

as shown in Appendix H. Additional designated hunting areas with trail access are located within the 

Refuge between Greenhurst Road and Lake Shore Drive. 
APPENDIX A | OCTOBER 2016 PAGE 118

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

PUBLIC LANDS

Land ownership data was collected from Canyon County and the BOR to identify local, state, and 

federally owned properties and easements within the study area as shown in Figure A1, Public Lands. 

Publicly owned lands and easements could present opportunities for coordination of future bicycle 

and pedestrian projects. A good portion of the Refuge property is owned by the U.S. Department of 

Interior (DOI)/BOR in fee title. Several properties that are part of or located adjacent to the Refuge 

study area are owned by the BOR or U.S Fish and Wildlife Service. Two 40-acre properties detached 

from the Refuge and outside the study area are owned by the BOR in fee title—one is located on 

the south side of Deer Flat Road east of Deersky Ranch Trail and Sky Ranch Road, and the other is 

located at the terminus of Lewis Lane east of Riverside Road. The Bureau of Land Management owns 

land north of the Refuge within the study area, north and west of the Upper Dam. There is no Stateowned land within the study area. 

Properties larger than one acre owned by Canyon County within the study area include: 

 Approximately 18.4 acres along the south side of Locust Lane/Lake Shore Drive west of 

Duck Lane 

 Lake Lowell Park (Exhibits A16 and A17), approximately 9.6 acres along Iowa Avenue/Lake 

Avenue near the intersection with Upper Embankment Road 

Exhibit P Exhibit Q

 Exhibits A16 and A17 – Lake Lowell Park (Canyon County) across Iowa Avenue/Lake Avenue 

from the Upper Dam Recreation Area 

Properties larger than one acre owned by Nampa within the study area include: 

 Approximately 1.4 acres along the south side of SH 45/12th Avenue and Ruth Lane 

 Approximately 14.2 acres along the south side of Lake Lowell Avenue between Midway Road and 

Middleton Road 

The Nampa Highway District office, situated on 14.33 acres, is located along the south side of Burk 

Lane (south of Locust Lane, east of Midland Boulevard) between Tio Lane and Stanford Street. 

Most of the land south of the Refuge is privately owned. 
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Charley Ln

Yoder Ave

Arthur St

Sioux St

High Ave Hudson Ave

High St

Delaware Ave

Sunset St

Fairview S

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Watoosi Ln

3rd Ave

Sheridan Ave

Jerry Lee Ln

Kings Row Rd

Park Ridge Dr

Kings Ct

7th St

Ivy St

20th St

Glen View Dr

Stanford St

Maryland Ave

StarrAve

Alicia St

Meeker Ave

Polar a Way

Cirrus Dr

Wintercrest St

Kipling Way

Belknap Dr

River Rock Ln

Venice St

Borealis Dr

Waterfowl Ave

Orah Way

Shilo Dr

Cherokee Ave

Santa Ana Ave

Rowena St

Adelaide St

Lancaster Dr

Barkley Way

Ormsby Ave

M iddle Creek Dr

Nevada Ave

Weston Ave

Lambert Dr

Pride Ln

Burke Ln

Fay Ln

Talon Ct

Goldenrod Dr

Palmer Dr

Bonnevil el Dr

Madison Ave

Karcher Rd

Sparks Ave

Chase St

Easy St

Aries Dr

Bristol St

Toussand Dr

Buckboard Ave

Skye Dr

Sadie Ave

Hawthorne St

Keim Ln

Dell Ct

Bratton Dr

Lowell Ln

Maryland Ave

Lake Lowell Ave Mason Ln

26th St

Dietz Way

Ridge Dr

Maine Ave

Lori Dr

Teakwood Dr

Burnett Dr

Elder St

Antigua Ave

Daisy Pl

Cielo St

Empress St

1st St

Clifton Way

Laurel Way

Greens Dr

Cedar Park Dr

Caspian Dr

Maravilla St

Hillcrest Way

Cross Creek Dr

Dynasty Ave

Lava Ave

Lexi's Ln

Shoshoni Rd

Melba Dr

Ven tura Dr

Eldoran Dr

Stadium St

Piersol St

18th Ave

York Ave

Cassia St

Carol St

7th Ave

Colter Bay Dr

Dewey Ln

Emerald Dr

Twin Springs Way

Flamingo Ave

Cougar Ave

Hawaii Ave

Chicago St

Chavel Dr

Fern St

Oklahoma Ave

Barbara St

Meyer Ave

McLaughlin Dr

Lily Ave

Denton St

Pump Rd

Park Ave

Shallon Dr

Skyview St

Kristy Pl

Celeste Ave Julie St

Clayton St

Industrial Rd

Ramp

Stinson St

Stoll Ct

Pamelas Ln

Flint Dr

Lake Ln

Morn in g Sun Dr

Spicewood Ave

Enoch Dr

Crestwood Dr

Hickman St

Sahara Dr

Don St

Cupid Dr

Mountain Hawk Rd

Boulder Ave

Primrose Dr

Sierra Dr

8th St

Cambridge St

Montana Ave

Dragonfly Dr

Jason Dr

Florida Ave

20th Ave

Dorman Ave

Benton Ave

Umatilla Dr

Fallcrest St

Broadmore Way

Preston Ave

Tio Ln

15th Ave

CarriageHill Way

Palace Ct

Ra ni tree Dr

Mil el r Way

Ross Ln

Park Ln

Mission Pointe Dr

Kimball Ave

Rock Ct

Longtail Dr

Signorello St

Glasgow Ave

Landon Ln

Curlew St

Blue Springs St

Leo Dr

Tara Ct

Garden Ave

Karcher Rd

Waterview Rd

Sunny Ln

Ohio Ave

Roberts Pl

Grouse St

Purt Rd

Dufur St

Railroad St

Pine Creek Dr

Pat Ln

Ramp

W ni dy Ridge Dr

Dew Mist Dr

Gold Creek Dr

11th St

Cedar Park Ln

Mill Ct

Willow Pointe Ave

Gateway St

Cathie Dr

Sutton St

Settlers Dr

Grouse Ave

Ivy Ct

Groveton St

Devl ni Way

Brandt Ave

Vicki Dr

Ellis Ave

Kara Anne Ave

Lexington St

Saxton Ln

Eaglecrest Dr

Alpine Dr

Hilton St

Paoletti St

Bonneville St

Navajo Cir

Fujii Dr

Holly St

Gaines Ct

Parkview Way

Roston Ct

Tacola St

Bingham St

Juanita Way

Noah Dr

Kinghorn Dr

Fern St

Eclipse Dr

Royal Way

Newhaven St

Oak Pl

Te tonAve

Deer Flat Rd

Valley Dr

Wessex Ln

Brian Ave

Daniel St

David St

Torrey Ln

Habitat St

Amaya Way

Marketplace Blvd

Newberry Way

Fiesta Way

Blossom Ave

Blue Ridge St

Salem St

Harrow St

Hampton Ln

Colorado Ave

Marcum Way

Walker Lake Rd

Ravalli Dr

Park Dr

Sheep Mountain Ln

Aberdeen Ave

Bonner St

Florida Ave

Eagle Ave

Murray St

Mckenzre St

Canterbury Ln

Portland Ave

Cocoon St

Black Butte Ct

Flamingo Ave

Sundance Rd

Castleton Ave

Kokomo Dr

Arrowhead Dr

Muir Dr

Doc Hisom Ave

Kansas Ave

Fargo Ave

Sugar St

Helena Dr

Lewis Ln

Sherman Ave

Millstone St

Patrice Dr

Mycahl Ln

Young Ave

Silver Lining Dr

RedOak Dr

Olympic Ave

Flor ence St

Falcon Ave

Barry Ln

Barger St

Wiltshire Ln

Havenwood Ave

Crane St

Rivendell Ct

Lewis Ln

Willow Ave

Hampshire Ln

Kaden Ln

Taylor St

Adams St

Finch Dr

Oak St

Georgia Ave

Farner Rd

Pebble Way

Vista Dr

Muirfield Ln

Ruth Ln

Castle Way

Cypress St

Creek Ct

Comstock Ave

Vista Dr

Sage Creek Rd

Radcliff St

Snake Ln

Camelot Dr

Harrison Ln

Moonstruck Dr

Port St

Lo si Ln

Roberts Ave

K ni gs Rd

Crown Pointe Ave

Herron Dr

Banyon St

State St

Boone Ave

Railroad St

Moose Creek Dr

Hailey Ave

Bright St

Sheridan Ave

1st Ave

Badger Dr

19th St

Elder St

Bannock Ave

Chaparral Ranch Dr

Hensen Dr

Fair Ln

Sunnydale Pl

2nd Ave

Hayes St

Lilac Ln

Lakecrest Dr

Silver Pl

Ranchview Dr

Ruby Dr

Meffan Ave

Shamrock Ave

Nay Dr

Crestview Dr

Williams Ln

dI aho Ave

Worth Way

Teton Dr MeadowbrookLn

Estates Dr

Amy Ln

Stampede Dr

Fall Dr

Checola St

Laster Ln

Piute Pl

Hawkins Ave

Tamarack Dr

Braden Ln

Alexa St

Erin Ave

Lawrence Dr

Blakeslee Dr

Horizon W a y

Iv y Dr

NavajoDr

Ponderosa Dr

Goose Ln

Sherman Ave

Sauvageau Ln

Camas St

Jessie Ln

23rd Ave

Fall Pl

Washington Ave

Maple St

10th St Almond St

13th Ave

4th St

12th St

6th St

Clark Ave Pine St

10th Ave

9th St

14th St

17th Ave

8th Ave

14th Ave

Chestnut St

Locust St

Juniper St

19th Ave

5th St

Dewey Ave

9th Ave

Front St

Lincoln Ave

3rd St

5th Ave

12th Ave

Boise St

Tooele Dr

4th Ave

Heartland Dr

Garland St

Hoadley Rd

Sky Ranch Rd

Bayhill Dr

St Lukes Dr

Coyote Cove Rd

Tricia St

Scorpio Dr

Wycliff Dr

Jeb Ln

Jefferson St

Meyer St

Sunflower Dr

Pheasant Ln

Lindenwood Dr

Norman St

21st St

Highland Ave

Ranch Rd

Orchard Heights Way

Tara St

Carolina St

Astor Ave

Wildflower Dr Crisholm Rd

Zachery Ave

Brandi Ln

Crescent Dr

Oakmont Ave

Linda St

Mesa St

Oxbow Dr

Carole St Drakes Ln

DeweyDr

Denali Pl

Winther Blvd

Scotts Ln

Green Val el y Pl

Skyview Dr

Silver Creek Dr

Aldbury Ave

36th St

Red Fir St

Sweet Dr

Klamath Ln

Georgia Ave

Friar Dr

Syrah Ct

Rocklan Ct

Borah Way

PFE Dr

Winter Ct

Kurt Ln

Bayou Way

Constitution Way

Blaine Ave

Midland Blvd

Neilscott Dr

Fletcher Dr

Jerica Ct

Crow Dr

Emerald Rd

Falcon St

Duke St

Palrang Dr

Bing Rd

Shoshone Ave

Gresham Dr

Sherry Rd

A ugusta Dr

Lowell Rd

Megan Ct

ColtDr

Jacob Dr

Nana Ln

Smith Ave

Private Dr

Lake Ave

Elmore Ave

Park Centre Way

Abram Ave

Moss Ln

Ramp

Galaxy Dr

Delta Dr

Dakota Ave

Heather Woods Dr

Colorado Ave 20thSt

Trailside Dr

Bird Ave

Zion Park Dr

Ethe l Dr

Smokey Ln

Apricot Ln

Owyhee Ave

Canyon St

Merlot Pl

Ten Ln

Chicago Ct

Portage St

Settlers Ave

Pride Ln

AuroraDr

Pixie St

Frerichs Ln

Paraiso St

Laster St

Shay Park Way

Elijah Dr

Liberty Dr

Lavin St

Moss St

Holly Ln

Wilma Ln

Zer Rd

Stardust Ln

Wilbeth Ln

Barret View Ct

Amity Ave

Chisholm Dr

Gem St

Honey Dr

Bridgeport Dr

Pelican Ln

Craig Ln

Hunt Ave

Shefa Ln

Woosley Dr

Wherry Ln

2nd St

Red Tail Ln

Pascoe Ln

Graye Ln

Fieldcrest Dr

Waterleaf Ave

Laser Ln

Portner Rd

Waterlily Ave

Apache Dr

Private Dr

Midway Rd

Oak River Ln

Keogh Ln

Towers Dr

Cindy Dr

Cloudless St

Rosewood St

Rogers Ln

Lloyd Ln

Abby Ln

Waterside Ave

Misty Ln

Hasbrook St

Burgandy Pl

Prairie Ln

Weis Ct

Christopher St

Henry Ln

Trinity Ave

Iowa Ave

Sagewood Ln

Sunshine Ln

Compass Way

War Eagle Rd

Nette Way

Mill West Ln

Cattle Ln

Equestrian Way

Symms Rd

Shenandoah St

Memory Ln

Chicken Dinner Rd

Beach Cherry Dr

Duck Ln

Track Rd

Aldridge Ln

Kris Jensen Ln

Kiser Rd

Colter Rd

Shannon Dr

Malt Rd

Providence Ln

Featherstone Dr

Red Fox Ln

Meredith Ct

Randall Ln

Lynwood Rd

Malt Rd

Dearborne Rd

Huckleberry Dr

Meadowbrook Dr

Newbrook Dr

Centennial Dr

Map Rock Rd

Nash Ln

LyonsDr

Hall Dr

AnakateLn

Cherry Ln

Lonkey Ln

Private Dr

Santa Rita Rd

Ea

Williamson Ln

tA Bite Ln

Paul Ln

Norco Way

Pear Ln

Houk Rd

Beet Rd

Darrow Ln

Sage Acres Ln

Crab Apple Ln

Pecan Ln

Upper Embankment Rd

Chicken Dinner Rd

Cool Rd

Locust Ln

Lake Shore Dr

Lake Shore Dr

Elbow Ln

Access

No. 1

Access

No. 2

Access

No. 3

Access

No. 4

Access

No. 5

Access

No. 6

Access

No. 7

Access

No. 8

Gotts

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Access

Schaffer's

Access

Southside Blvd

Victory Rd

Franklin Blv d

Ustick Rd

10th Ave

Florida Ave

Bear Ln

Sunnyridge Rd

2nd St

Roosevelt Ave

Middleton Rd

Ustick Rd

7th St

Southside Blvd

16th Ave

Iowa Ave

Moss Ln Birch Ln

Cherry Ln

Karcher Rd Karcher Rd

Orchard Ave

Midland Blvd

Yale St

Homedale Rd

Ustick Rd

Lewis Ln

Deer Flat Rd

Garrity Blvd

Midland Blvd

Caldwell Blvd

Northside Blvd

Montana Ave

Lone Star Rd

Dooley Ln

Hoadley Rd

Holly St

Smith Ave

22nd Ave

Laster St

Indiana Ave

Cleveland Blvd

Chicago St

Chicken Dinner Rd

Locust Ln

Greenhurst Rd

Flamingo Ave

Lake Ave

Powerline Rd

12th Ave Rd 12th Ave

Colorado Ave

7th Ave

3rd St

Amity Ave

11th Ave

KarcherBypa

Sunnyslope Rd

Madison Rd

Rim Rd

Farm

way Rd

Lake Lowell Ave

Kings Rd

Midway Rd

Davis Ave

Lake Shore Dr

Hwy 45

Midway Rd

Lake Shore Dr

Weitz Rd

Wagner Rd

Marsing Rd

Perch Rd

Lonkey Ln

Malt Rd

Riverside Rd

Lake Ave

Pride Ln

Locust Ln

Copyright:© 2014 Esri

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Western Federal Lands Highway Division

LEGEND

Public Lands

Muncipal Property

City of Nampa

City of Caldwell

School District Property

Nampa School District

Vallivue School District

Caldwell School District

County Lands

Canyon County

State Lands

State of Idaho

Idaho Fish and Game

Idaho Transportation

Department

Idaho Housing and Urban

Development

Federal Lands

BLM

BOR Easement

Owned by BOR

BOR Easement on State

Land

BOR Land Withdrawal

FWS Secondary

Management Authority

FWS Land Aquisitions

Current Use

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Deer Flat Wildlife Refuge

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U.S. Highway

Principal Arterial

Minor Arterial

Collector

Local Road

City Boundary

Snake River Canyon

Scenic Byway

City Area of Impact

Boundary

 ̄

LAKE LOWELL AREA

BICYCLE AND PEDESTRIAN

ACCESS PLAN

Mallard

Park

Lake Lowell

Park

 Figure A1 – 

 Public Lands 
APPENDIX A | OCTOBER 2016 PAGE 120

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

LAND USE 

Current Land Use / Zoning 

The study area is located outside of Nampa and Caldwell’s city limits within unincorporated Canyon 

County. A portion of both Nampa and Caldwell’s Areas of Impacts (AOIs) are located within the 

study area. 

Canyon County Land Use / Zoning 

Canyon County’s Zoning map attached in Appendix I shows a mix of land uses and zoning 

classifications within the study area. Commercial uses zoned C (Commercial) are present on the north 

side of the study area near the Karcher Road and Farmway Road intersection. Commercial land uses 

are also present near the intersection of Lake Shore Drive and SH 45. These parcels are zoned C2 

(Service Commercial) and C (Commercial). The majority of land within the study has either agriculture 

or residential use. The residential zoning is either RR (Rural Residential) or CR-RR (Rural Residential - 

Conditional Rezone). 

City of Nampa Zoning 

Nampa has the following zoning classifications identified on their Zoning Map within the study area as 

shown in Appendix I. 

The land in Nampa within the study area is predominantly zoned AG (Agricultural), RS (Single-family 

Residential), RML (Limited Multiple-family Residential), RMH (Multiple-family Residential), or BC 

(Community Business). The following descriptions for each zoning classification are from the Nampa 

City Code. 

 AG – Agricultural: “The AG agricultural district allows the establishment of agricultural operations within the city. Such agricultural district is deemed necessary to preserve the economic and 

social values of agricultural lands and to provide a district, the boundary of which will provide the 

transition between "rural" and "urban."” Within the study area, agricultural land is prominent along 

Greenhurst Road and Midway Road. 

 RS – Single-family Residential: "The RS single-family residential district is intended for low 

density, urban single-family residential and compatible uses. A stable and healthful environment, 

together with the full range of urban services, makes this an important land use district within 

the community.” Four different types of single-family residential zoning are located inside the city 

limits of Nampa and within the study area, RS 6, RS 7, RS 8.5, and RS 18. Table A1 provides the 

definition of each type of residential zoning. RS zoning is present in Nampa in a large portion of 

the study area. 
APPENDIX A | OCTOBER 2016 PAGE 121

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 Table A1 – City of Nampa Residential Districts 

RS Zoning District/Zone Maximum Number Dwelling 

Units Per Acre Required Property Area 

RS 6 7.26 6,000 

RS 7 6.22 7,000 

RS 8.5 5.12 8,500 

RS 18 2.42 18,000 

Source: City of Nampa Zoning Code - http://www.sterlingcodifiers.com/codebook/getBookData.php?chapter_id=39143 

 RML – Limited Multiple-family Residential: “The RML limited multiple-family residential district 

is to encourage a flexible use of the land and promote and maintain stable single-family residential 

areas. It is also the purpose of this classification to develop residential areas within the city that 

are characterized by higher residential densities and higher volumes of vehicular traffic than are 

characteristic in the RS and RD districts.” RML-zoned land makes up a small portion of the study 

area along Greenhurst Road between Midway Road and Middleton Road. 

 RMH – Multiple-family Residential: “The RMH multiple-family residential district provides 

for high density, multiple-family housing. It is intended to be situated in close proximity to 

major commerce areas, campus location, and major thoroughfare intersections and around the 

downtown districts.” RMH-zoned land is mixed throughout the southwest portion of Nampa’s AOI, 

predominantly along Greenhurst Road, Midway Road, and Middleton Road. 

 BC – Community Business: “The BC community business district is intended to create, preserve 

and enhance areas with a wide range of retail sales and service establishments serving both long 

and short term needs in compact locations typically appropriate to commercial clusters near 

intersections of major thoroughfares. This district also includes some development that does not 

strictly fit the description of this chapter but also does not merit a zoning district.” BC-zoned land is 

identified between W. Iowa Avenue and W. Greenhurst Road within the study area. The north and 

southeast corners of S. Middleton Road and W. Iowa Avenue are predominantly commercial use. 

City of Caldwell Zoning 

Caldwell has the following zoning designations identified on their Zone Map within the study area as 

shown in Appendix I. Existing zoning in Caldwell and within the study area include R-1 (Low Density 

Residential) and R-S-2 (Semi-Rural Residential 2). This residential zoning is generally located north 

of Orchard Avenue between 10th Avenue and Florida Avenue. One parcel of R-1 zoned land is on the 

south side of Orchard Avenue east of Indiana Avenue. 

Future Land Use 

Canyon County and City of Caldwell Future Land Use 

Canyon County and Caldwell utilize similar future land use areas as shown in Appendix I. Land 

surrounding Lake Lowell and the DFNWR is primarily designated as Federal Land and future 

residential. A few key intersections have been identified for future commercial land use including 

Farmway Road and Karcher Road/SH 55, Lake Shore Drive and SH 45, Midway Road and Lake Lowell 

Avenue, and Lake Avenue and Roosevelt Avenue. 
APPENDIX A | OCTOBER 2016 PAGE 122

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

City of Nampa Future Land Use 

Nampa’s Future Land Use Map, provided in Appendix I, shows a mix of land use designations 

within the study area. Land surrounding the northeast and southeast boundaries of the study area 

is identified as Agriculture. Future residential land uses within the study area fall into two zoning 

designations: Low Density Residential (up to four units per acre) and Medium Density Residential (four 

to nine units per acre). Future residential land uses are predominantly identified on the north side of 

the Refuge/Lake Lowell. Pockets of residential mixed use, community mixed use, light industrial, and 

public uses exist within the study area, mostly concentrated along Greenhurst Road and 12th Avenue. 

Residential Mixed Use, according to the Nampa 2035 Comprehensive Plan, is “recommended 

locations for development of activity centers that are specifically planned to include both residential 

and nonresidential uses.” Future Residential Mixed Use zones have been identified near the 

intersections of W. Greenhurst Road and S. Middleton Road, W. Greenhurst Road and S. Midland 

Boulevard, and along W. Iowa Avenue between Midway Road and S. Middleton Road. 

Community Mixed Use districts, according to the Nampa 2035 Comprehensive Plan, are 

“recommended locations for development of activity centers that are specifically planned to include 

commercial uses, would focus on more communitywide needs and services. These areas should be 

sited along major transportation corridors.” Future Community Mixed Use has been identified near the 

intersection of SH 45/12th Avenue Road and Lake Shore Drive. 

The Nampa 2035 Comprehensive Plan states “the purpose of this [commercial] land use would 

be to fulfill the needs for local traveled trips. They should be relatively compact districts located 

along roadways, and larger commercial districts. This land use should provide commercial services 

and retail sales to residents within the City.” Future Commercial districts are shown at two main 

intersections within the study area: the four corners of S. Middleton Road and Iowa Avenue and the 

northwest side of W. Locust Lane and 12th Avenue Road. 

Light industrial land uses “provide for processing, warehousing and manufacturing of goods, research 

and development and flex space development. These are important land uses that assist the City to 

diversify its economy with new and renovated industrial properties.” Future Light Industrial land is 

shown along SH 45/12th Avenue Road near Ruth Lane. 

ROADWAY INFORMATION 

Roadway information collected and analyzed for this plan includes right-of-way, pavement width, 

shoulder width, ADT and AADT traffic volumes, and standards for federally funded projects. 

Highway District Roadway Data 

Both Canyon Highway District and Nampa Highway District provided pavement width GIS data as 

represented in Figure 5. However, only Canyon Highway District provided shoulder width data. 

Pavement and shoulder width as well as type (curb and gutter or gravel) is useful when planning future 

bike and pedestrian network connections to the DFNWR. 

Right-of-Way 

Currently a comprehensive, county-wide dataset or GIS file including right-of-way, pavement width, 

and shoulder width is not available. According to District staff, most roadways within the planning area 

under the jurisdiction of Canyon County Highway District and Nampa Highway District have a minimum 

of 50 feet of right-of-way, most of which is prescriptive. Exhibit A18 illustrates a typical 50-foot 

roadway section without bike lanes. 
APPENDIX A | OCTOBER 2016 PAGE 123

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 Exhibit A18 – Existing Typical Roadway Section 

Source: provided by District Engineer, Nampa Highway District

As shown in Exhibit A19, opportunities may exist to widen roadways within the existing 50 feet of 

right-of-way to accommodate four-foot-wide bike lanes. 

 Exhibit A19 – Possible Typical Roadway Section with Bike Lanes/Routes 

Source: provided by District Engineer, Nampa Highway District 

Pavement Width 

Pavement widths vary, but most improved roadways have 24 to 30 feet of pavement to accommodate 

travel lanes and varying widths of shoulders, with drainage swales on both sides of the roadway. In 

most cases, the pavement width is only 24 to 26 feet wide with narrow shoulders. 

Pavement widths within the study area predominantly range between 25 to 28 feet as shown in Figure 5. 

Riverside Road near the Lower Dam as well as segments along Iowa Avenue, Lone Star Road, Smith 

Avenue, Hoadley Road, Lowell Road, and Symms Road have roadway widths of 20 to 24 feet. Part of 

Lake Shore Drive west of HWY 45 extending to Access No. 1 has a roadway width of 29 to 33 feet. 

Farmway Road, near Caldwell at the northern boundary of the study area, also has 29 to 33 feet of 

roadway width. 
APPENDIX A | OCTOBER 2016 PAGE 124

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Shoulder Width 

Shoulder type and widths along Canyon Highway District roadways are represented in Figure 5. 

The majority of shoulder types identified within the study area comprise gravel, which may represent 

opportunities for bicycle and pedestrian improvements. 

Idaho Transportation Department (ITD) Roadway Data 

ITD’s ArcGIS IPlan map system provides lane width data for highways throughout the state. The two 

state highways in the study area vicinity are SH 55 to the west and north and SH 45 to the northeast 

and east. These highways are under the jurisdiction of ITD. 

According to ITD’s ArcGIS IPlan map system, the existing travel lanes of SH 45 and SH 55 are 12 feet 

wide as shown in Exhibit A20 from ITD’s IPlan map system. No GIS database is available that includes 

right-of-way or shoulder width data for ITD roadways. 

Exhibit A20 – Lane Width on SH 55 and SH 45 

Source: ITD iPLAN (2014) 

Roadway Standards 

As part of reviewing existing conditions and developing a regional bicycle and pedestrian plan, it is 

important to understand what design standards might be applicable for projects implemented with 

federal funds. 

Highway District Standards 

Both Nampa and Canyon Highway Districts have adopted the Highway Standards and Development 

Procedures for the Association of Canyon County Highway Districts (ACCHD) 2007 (most recent 

revision 2010). Nampa Highway District No. 1 and Canyon Highway District No. 4 represent two of the 

four Highway Districts within Canyon County. Each District is allowed variance from the Standards to 

“construct, reconstruct or improve” existing roadways. The Districts are also given leeway to either 

“meet or exceed” the standards on new projects or maintenance activities. 

While roadway guidelines for the Districts are included in the ACCHD Standards, no specific guidelines 

for bicycle and pedestrian facilities are included. Minimum roadway lane width standards from ACCHD 

are shown in Table A2. 
APPENDIX A | OCTOBER 2016 PAGE 125

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 Table A2 – Typical Roadway Lane Widths for Rural and Urban Roadways under District Jurisdiction 

Type of Roadway

Width in Feet

Lane Shoulder Center Lane Curb and Gutter

Two-lane rural 13 2 – –

Two-lane rural low volume 12 2 – –

Three-lane rural 13 7 14 –

Five-lane rural Inner Lane – 12 

Outer Lane – 13 7 14 –

Two-lane urban Minimum – 17 – – Included in width 

Three-lane urban 14 – 12 2 

Five-lane urban Inner Lane – 12 

Outer Lane – 14 – 14 2 

Source: Highway Standards and Development Procedures for the Association of Canyon County Highway Districts 

These roadway standards will become relevant if future projects require lane reconfiguration/restriping 

or reconstruction. 

ITD Standards 

The Roadway Design Manual (RDM) was developed by ITD to serve as a guide for the design of state 

highways. The manual provides guidance for the development of projects through the ITD and Federal 

Highway Administration (FHWA) approved development process. Design criteria for bicycle facilities 

from the RDM are described in more detail below. 

Bicycle Facilities 

Bicycle facilities is a general term denoting improvements and provisions made by public agencies to 

accommodate or encourage bicycling, including parking facilities, bikeways, and shared roadways not 

specifically designated for bicycle use. 

The existing conditions for bicyclists in the study area vicinity encompass all four basic types of 

facilities: urban-arterial, collector, residential, and rural roadways. 

Multiple types of bicycle facilities are designed to accommodate the needs of different types of 

bicyclists: 

 Shared Lane – bicyclists/motorists share the same travel lanes; 14-foot minimum lane width

 Shoulder Bikeway – paved roadway shoulder; 4-foot minimum shoulder width

 Bicycle Lane – designated portion of the roadway for use by bicyclists; 4-foot minimum width 

(5- foot minimum width adjacent to curb, guardrail, or on-street parking) 

 Separated, Multiuse Path – facility used by pedestrians and/or bicyclists that is physically 

separated from motorized vehicular traffic by an open space or barrier; minimum 5-foot separation 

(if less than 5 feet, physical barrier or railing must be installed) and 10-foot standard width of path) 

Roadways in the study area provide opportunities for either shoulder bikeways or bicycle lanes. 

Shoulder bikeways could potentially be implemented within the 50 feet of right-of-way that already 

exists on most District roads within the planning area. 

Existing roadways may be modified to address the needs of the different bicyclist groups who use 

them. The RDM defines three groups of bicyclists: 
APPENDIX A | OCTOBER 2016 PAGE 126

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 Advanced Bicyclists – experienced riders who can operate under most traffic conditions; 

 Basic Casual Bicyclists – less confident bicyclists who prefer special provisions for bicycles; and 

 Children – riders whose roadway use is monitored. 

The needs of these different user groups should be considered when developing future bicycle facility 

projects. 

Traffic Volumes 

Traffic data from Canyon County Highway District, Nampa 

Highway District, and ITD was collected, mapped, and analyzed 

to evaluate traffic volumes within the study area. 

The ADT data was provided for 2009 through 2013. 

Canyon County Highway District and Nampa Highway 

District ADT Volumes 

Based on the ADT data provided by Canyon County Highway District and Nampa Highway District, the 

highest ADTs within the study area occurred on Riverside Road, with 3,987 ADT in 2009 and Farmway 

Road with 3,784 average daily trips in 2010. Other high-volume roadway segments within the study 

area include Orchard Avenue between Lake Avenue and 10th Avenue and Lake Shore Drive. The 

highest-use roadways represented on Figure A2 provide access to the DFNWR and Lake Lowell. 

All available ADT data for the study area is shown in Figure A2, Average Daily Traffic (2009-2013). 

ITD AADT Volumes 

ITD uses two primary methods to collect and evaluate traffic information: portable traffic counters and 

permanent Automatic Traffic Recorders (ATRs). This traffic data is reported as AADT, which is further 

broken down as Commercial Annual Average Daily Traffic (CAADT), which reflects truck traffic. 

AADT is useful as a simple measurement of how busy roads are, as it takes the sum of the total traffic 

for the entire year divided by 365 days. ITD maintains AADT counts for functionally classified roadways 

(minor and major collectors and minor and principal arterials) throughout the state of Idaho. AADT 

data is generated by permanent ATRs; in areas where ATRs are not located, AADT is calculated by 

using portable traffic counter data in addition to ATR data on adjacent roadways. CAADT is useful data 

because it represents average daily commercial truck traffic volumes. 

Based on current data provided by ITD at the time of the study (2013 AADT), the highest volume roads 

within the study area are SH 45 with 11,000 daily trips and SH 55 with 9,500 daily trips. Greenhurst Road 

to the east of the study area had a volume of 9,500 daily trips. This volume decreased to 4,900 daily trips 

west of Midland Boulevard. The segment of Middleton Road between Greenhurst Road and Lone Star 

Road had 6,300 daily trips. 

The AADT of Lake Shore Drive along the south side of the Refuge ranges from 1,400 daily trips 

between Riverside Road and Marsing Road to 530 daily trips on the segment directly east between 

Marsing Road and Dearborne Road; however, the AADT increases to 2,600 daily trips on Lake Shore 

Drive between Dearborne Road and SH 45. 

According to ITD’s 2013 AADT data, Lake Shore Drive has the highest percentage of truck traffic within 

the study area at 15%. Riverside Road has the second highest percentage of truck traffic at 11%. 

The 2013 AADT data for the study area is shown in Figure A3. See Appendix J for a complete listing 

of AADT and CAADT (truck traffic). Updated AADT data is available at: https://iplan.maps.arcgis.com/

apps/webappviewer/index.html?id=e8b58a3466e74f249cca6aad30e83ba2
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Montego Way

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Devl ni Way

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Juanita Way

Noah Dr

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Royal Way

Newhaven St

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Te tonAve

Deer Flat Rd

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Wessex Ln

Brian Ave

Daniel St

David St

Torrey Ln

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Amaya Way

Marketplace Blvd

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Blossom Ave

Salem St

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Hampton Ln

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Marcum Way

Walker Lake Rd

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Florida Ave

Eagle Ave

Murray St

Mckenzre St

Canterbury Ln

Cocoon St

Black Butte Ct

Flamingo Ave

Sundance Rd

Castleton Ave

Kokomo Dr

Arrowhead Dr

Stony Meadow Dr

Muir Dr

Doc Hisom Ave

Kansas Ave

Fargo Ave

Sugar St

Helena Dr

Lewis Ln

Sherman Ave

Sherry Rd

Millstone St

Patrice Dr

Mycahl Ln

Young Ave

Silver Lining Dr

RedOak Dr

Olympic Ave

Flor ence St

Falcon Ave

Barry Ln

Barger St

Wiltshire Ln

Havenwood Ave

Rivendell Ct

Lewis Ln

Willow Ave

Hampshire Ln

Kaden Ln

Taylor St

Adams St

Finch Dr

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Georgia Ave

Farner Rd

Pebble Way

Vista Dr

Muirfield Ln

Ruth Ln

Castle Way

Cypress St

Creek Ct

Comstock Ave

Vista Dr

SageCreek Rd

Radcliff St

Snake Ln

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Port St

Lo si Ln

Roberts Ave

K ni gs Rd

Crown Pointe Ave

Herron Dr

Banyon St

State St

Boone Ave

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Moose Creek Dr

Hailey Ave

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Sheridan Ave

1st Ave

Badger Dr

19th St

Elder St

Bannock Ave

Chaparral Ranch Dr

Hensen Dr

FairLn

Sunnydale Pl

2nd Ave

Hayes St

Lilac Ln

Lakecrest Dr

Silver Pl

Ranchview Dr

Ruby Dr

Meffan Ave

Shamrock Ave

Nay Dr

Crestview Dr

Williams Ln

dI aho Ave

Worth Way

Teton Dr MeadowbrookLn

Estates Dr

Amy Ln

Stampede Dr

Fall Dr

Checola St

Laster Ln

Piute Pl

Hawkins Ave

Tamarack Dr

Braden Ln

Alexa St

Erin Ave

Lawrence Dr

Blakeslee Dr

Horizon W a y

NavajoDr

Ponderosa Dr

Goose Ln

Sherman Ave

Sauvageau Ln

Camas St

Jessie Ln

23rd Ave

Fall Pl

Washington Ave

Maple St

10th St Almond St

13th Ave

4th St

12th St

6th St

Clark Ave Pine St

10th Ave

9th St

14th St

17th Ave

8th Ave

14th Ave

Chestnut St

Locust St

Juniper St

19th Ave

5th St

Dewey Ave

9th Ave

Front St

Lincoln Ave

3rd St

5th Ave

12th Ave

Boise St

Tooele Dr

4th Ave

Heartland Dr

Garland St

Hoadley Rd

Sky Ranch Rd

Bayhill Dr

St Lukes Dr

Coyote Cove Rd

Tricia St

Scorpio Dr

Wycliff Dr

Jeb Ln

Jefferson St

Meyer St

Sunflower Dr

Pheasant Ln

Lindenwood Dr

Norman St

21st St

Highland Ave

Ranch Rd

Orchard Heights Way

Tara St

Astor Ave

Wildflower Dr Crisholm Rd

Zachery Ave

Brandi Ln

Crescent Dr

Oakmont Ave

Linda St

Mesa St

Oxbow Dr

Carole St Drakes Ln

DeweyDr

Denali Pl

Winther Blvd

Scotts Ln

Skyview Dr

Silver Creek Dr

Aldbury Ave

36th St

Red Fir St

Sweet Dr

Klamath Ln

Georgia Ave

Friar Dr

Syrah Ct

Rocklan Ct

Borah Way

PFE Dr

Winter Ct

Kurt Ln

Bayou Way

Constitution Way

Blaine Ave

Midland Blvd

Neilscott Dr

Fletcher Dr

Jerica Ct

Crow Dr

Emerald Rd

Falcon St

Duke St

Palrang Dr

Bing Rd

Shoshone Ave

Gresham Dr

A ugusta Dr

Lowell Rd

Megan Ct

ColtDr

Jacob Dr

Smith Ave

Private Dr

Lake Ave

Elmore Ave

Park Centre Way

Abram Ave

Moss Ln

Ramp

Galaxy Dr

Delta Dr

Dakota Ave

Heather Woods Dr

Colorado Ave 20thSt

Trailside Dr

Bird Ave

Zion Park Dr

Ethe l Dr

Apricot Ln

Owyhee Ave

Canyon St

Merlot Pl

Ten Ln

Chicago Ct

S

Portage St

ettlers Ave

Pride Ln

AuroraDr

Pixie St

Frerichs Ln

Paraiso St

Laster St

Shay Park Way

Elijah Dr

Liberty Dr

Lavin St

Moss St

Holly Ln

Wilma Ln

Zer Rd

Stardust Ln

Wilbeth Ln

Barret View Ct

Amity Ave

Chisholm Dr

Gem St

Honey Dr

Bridgeport Dr

Pelican Ln

Craig Ln

Hunt Ave

Shefa Ln

Woosley Dr

Wherry Ln

2nd St

Red Tail Ln

Pascoe Ln

Graye Ln

Fieldcrest Dr

Waterleaf Ave

Laser Ln

Portner Rd

Waterlily Ave

Apache Dr

Private Dr

Midway Rd

Oak River Ln

Keogh Ln

Cindy Dr

Cloudless St

Rosewood St

Rogers Ln

Lloyd Ln

Abby Ln

Waterside Ave

Misty Ln

Hasbrook St

Burgandy Pl

Prairie Ln

Weis Ct

Christopher St

Henry Ln

Trinity Ave

Iowa Ave

Sagewood Ln

Sunshine Ln

Compass Way

War Eagle Rd

Nette Way

Mill West Ln

Cattle Ln

Equestrian Way

Symms Rd

Shenandoah St

Memory Ln

Chicken Dinner Rd

Beach Cherry Dr

Duck Ln

Deer Flat Rd

Track Rd

Aldridge Ln

Kris Jensen Ln

Kiser Rd

Shannon Dr

Malt Rd

Providence Ln

Featherstone Dr

Red Fox Ln

Meredith Ct

Randall Ln

Malt Rd

Huckleberry Dr

Meadowbrook Dr

Newbrook Dr

Centennial Dr

LyonsDr

Hall Dr

AnakateLn

Cherry Ln

Lonkey Ln

Private Dr

Santa Rita Rd

EatA

Williamson Ln Bite Ln

Paul Ln

Norco Way

Pear Ln

Houk Rd

Beet Rd

Darrow Ln

Sage Acres Ln

Crab Apple Ln

Pecan Ln

Upper Embankment Rd

Chicken Dinner Rd

Cool Rd

Locust Ln

Lake Shore Dr

Lake Shore Dr

Elbow Ln

Access

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Access No. 4

Access No. 5

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Access

Schaffer's

Access

Southside Blvd

Victory Rd

Franklin Blv d

Ustick Rd

10th Ave

Florida Ave

Bear Ln

Sunnyridge Rd

2nd St

Roosevelt Ave

Middleton Rd

Ustick Rd

7th St

Southside Blvd

16th Ave

Iowa Ave

Moss Ln Birch Ln

Cherry Ln

Karcher Rd Karcher Rd

Orchard Ave

Midland Blvd

Yale St

Homedale Rd

Ustick Rd

Lewis Ln

Deer Flat Rd

Garrity Blvd

Indiana Ave

Midland Blvd

Caldwell Blvd

Northside Blvd

Lone Star Rd

Dooley Ln

Hoadley Rd

Holly St

Smith Ave

22nd Ave

Laster St

Indiana Ave

Cleveland Blvd

Chicago St

Locust Ln

Greenhurst Rd

Flamingo Ave

Lake Ave

Powerline Rd

12th Ave Rd 12th Ave

Colorado Ave

7th Ave

3rd St

Amity Ave

11th Ave

KarcherBypa

Sunnyslope Rd

Madison Rd

Rim

Rd

Farm

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Lake Lowell Ave

Kings Rd

Midway Rd

Davis Ave

Lake Shore Dr

Hwy 45

Lake ShoreDr

Weitz Rd

Wagner Rd

Marsing Rd

Perch Rd

Lonkey Ln

Malt Rd

Riverside Rd

Lake Ave

Pride Ln

Locust Ln

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Copyright:© 2014 Esri

0 1,500 3,000

Feet

Western Federal Lands Highway Division

LEGEND

Canyon County

Highway District Roads

2009

2010

2011

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2013

Nampa Highway District

Roads (ADT Year Not

Specified)

Study Area

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City Area of Impact

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 ̄

LAKE LOWELL AREA

BICYCLE AND PEDESTRIAN

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Note: Thick lines

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 Average Daily Traffic 

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Eva Ln

Horton St

Montego Way

Lattigo Dr

Sunrise Rim Rd

Horton St

Alma Ln

Middleton Rd

Charley Ln

Sunnybrook Dr

Yoder Ave

Landau Way

Sioux St

High Ave

Watoosi Ln

Sheridan Ave

Birmingham Dr

Park Ridge Dr

7th St

20th St

Alicia St

Meeker Ave

Cirrus Dr

Belknap Dr

River Rock Ln

Grant St

Borealis Dr

Waterfowl Ave

Cherokee Ave

Rowena St

Adelaide St

Nevada Ave

Weston Ave

Ramp

Talon Ct

Bonnevil el Dr

Madison Ave

School Ave

Ruth Ln

Chase St

Easy St

Aries Dr

Toussand Dr

Bright St

Buckboard Ave

Skye Dr

Hawthorne St

Keim Ln Smith Ave

Bratton Dr

Maryland Ave

Mason Ln

26th St

Dietz Way

Ridge Dr

Maine Ave

Lori Dr

Ram Ct

Burnett Dr

Antigua Ave

Daisy Pl

Cielo St

Greens Dr

Cedar Park Dr

Caspian Dr

Maravilla St

Cross Creek Dr

Dynasty Ave

Lexi's Ln

Shoshoni Rd

Ventura Dr

Eldoran Dr

Stadium St

Ormsby Ave

Piersol St

Yellow Pine Dr

18th Ave

York Ave

19th St

Cougar Ave

Chavel Dr

Fern St

Ramp

Oklahoma Ave

Meyer Ave

McLaughlin Dr

Lily Ave

Denton St

Park Ave

Shallon Dr

Skyview St

Kristy Pl

Celeste Ave Julie St

Hawaii Ave

Clayton St

Flint Dr

Ivy St

Lake Ln

Morn in g Sun Dr

Spicewood Ave

Hickman St

Sahara Dr

Don St

Cupid Dr

Mountain Hawk Rd

3rd St

Boulder Ave

Primrose Dr

Sierra Dr

Montana Ave

Dragonfly Dr

Jason Dr

20th Ave

Umatilla Dr

Fallcrest St

Broadmore Way

Preston Ave

Tio Ln

Palace Ct

Skyline Dr

Mil el r Way

Ross Ln

Park Ln

Lowell Rd

Fairway Dr

Mission Pointe Dr

Kimball Ave

Rock Ct

Longtail Dr

Signorello St

Glasgow Ave

Curlew St

Blue Springs St

Leo Dr

Tara Ct

Garden Ave

Waterview Rd

Roberts Pl

Grouse St

36th St

Purt Rd

Pine Creek Dr

Gold Creek Dr

Cedar Park Ln

Mill Ct

Willow Pointe Ave

Cathie Dr

Settlers Dr

Grouse Ave

Roberts Ave

G ni ger Ln

Ivy Ct

Groveton St

Brandt Ave

Vicki Dr

Colfax Dr

Ellis Ave

Kara Anne Ave

Lexington St

Saxton Ln

Eaglecrest Dr

Alpine Dr

Hilton St

Paoletti St

Fujii Dr

Holly St

Gaines Ct

Parkview Way

Pat Ln

Roston Ct

Bingham St

Juanita Way

Noah Dr

Kinghorn Dr

Poplar St

Royal Way

Sherman Ave

Te tonAve

Deer Flat Rd

Valley Dr

Wessex Ln

Daniel St

David St

Torrey Ln

Habitat St

Wilson Ln

Newberry Way

Fiesta Way

Blossom Ave

Princeton Ave

Salem St

Harrow St

Hampton Ln

Colorado Ave

21st Ave

Marcum Way

Ravalli Dr

Park Dr

New Colony Ave

Sheep Mountain Ln

Aberdeen Ave

Bonner St

Eagle Ave

Mckenzre St

Canterbury Ln

Portland Ave

Sundance Rd

Castleton Ave

Kokomo Dr

Arrowhead Dr

Stony Meadow Dr

Silk Ave

Muir Dr

Kansas Ave

Fargo Ave

Helena Dr

Sherman Ave

Sherry Rd

Latah Dr

Millstone St

Patrice Dr

Mycahl Ln

Young Ave

Silver Lining Dr

RedOak Dr

Olympic Ave

Flo rence St

Sunny Ln

Barry Ln

Barger St

Wiltshire Ln

Havenwood Ave

Iowa Ave

Crane St

Rivendell Ct

Schoeber Dr

Hampshire Ln

Kaden Ln

Taylor St

Railroad St

Karcher Rd

Oak St

Georgia Ave

Pebble Way

Canyon St

Vista Dr

Castle Way

Creek Ct

Vista Dr

SageCreek Rd

Radcliff St

Camelot Dr

Port St

Crown Pointe Ave

Herron Dr

Banyon St

Railroad St

3rd Ave

Moose Creek Dr

Sheridan Ave

1st Ave

Kings Rd

19th St

Elder St

Bannock Ave

Chaparral Ranch Dr

Hensen Dr

FairLn

Sunnydale Pl

2nd Ave

Hayes St

Lilac Ln

Lakecrest Dr

Silver Pl

Ranchview Dr

Ruby Dr

Meffan Ave

Shamrock Ave

Nay Dr

Crestview Dr

Williams Ln

dI aho Ave

Worth Way

Teton Dr MeadowbrookLn

Estates Dr

Fall Dr

Checola St

Laster Ln

Piute Pl

Hawkins Ave

Tamarack Dr

Braden Ln

State St

Erin Ave

Lawrence Dr

Blakeslee D r

NavajoDr

Ponderosa Dr

Goose Ln

Sauvageau Ln

Camas St

Jessie Ln

Olive St

1st St

Banner St

8th St

Fall Pl

Washington Ave

Maple St

Sugar St

Nectarine St

Amity Ave

10th St

4th St

6th St

Pine St

9th St

14th St

14th Ave

Chestnut St

17th Ave

5th St

Dewey Ave

9th Ave

Front St

Lincoln Ave

5th Ave

12th Ave

22nd Ave

Boise St

Tooele Dr

13th Ave

Florida Ave

Heartland Dr

Garland St

Hoadley Rd

Sky Ranch Rd

Bayhill Dr

Coyote Cove Rd

Tricia St

Wycliff Dr

Meyer St

Su nflower Dr

Pheasant Ln

Norman St

Highland Ave

Ranch Rd

Orchard Heights Way

Tara St

Wildflower Dr

Crisholm Rd

Zachery Ave

Brandi Ln Favre Pl

Crescent Dr

Oakmont Ave

Linda St

Mesa St

Oxbow Dr

DeweyDr

Tensleep St

Winther Blvd

Skyview Dr

Silver Creek Dr

Sweet Dr

Klamath Ln

Georgia Ave

Syrah Ct

Rocklan Ct

Chino Ave

Borah Way

PFE Dr

Winter Ct

Kurt Ln

Constitution Way

Blaine Ave

Neilscott Dr

Fletcher Dr

Jerica Ct

Falcon St

Arbor Pointe Way

Duke St

Bing Rd

Shoshone Ave

Gresham Dr

Megan Ct

ColtDr

Jacob Dr

2n d St

Elmore Ave

Lewis Ln

Abram Ave

Moss Ln

Ramp

Galaxy Dr

Delta Dr

Burke Ln

Willow Ave

Dakota Ave

Colorado Ave 20thSt

Trailside Dr

Bird Ave

Symms Rd

Zion Park Dr

Ethel Dr

Smokey Ln

Apricot Ln

Owyhee Ave

Merlot Pl

Chicago Ct

29th St

Settlers Ave

AuroraDr

Pixie St

Paraiso St

Laster St

Shay Park Way

Elijah Dr

Liberty Dr

Holly Ln

Wilma Ln

Zer Rd

Stardust Ln

Wilbeth Ln

Barret View Ct

Gem St

Honey Dr

Bridgeport Dr

Pelican Ln

Craig Ln

Hunt Ave

Shefa Ln

Woosley Dr

Wherry Ln

Red Tail Ln

Emerald Rd

Pascoe Ln

Graye Ln

Fieldcrest Dr

Pride Ln

Waterleaf Ave

Laser Ln

Portner Rd

Scotts Ln

Waterlily Ave

Apache Dr

Snake Ln

Midway Rd

Oak River Ln

Keogh Ln

Towers Dr

Cindy Dr

Rosewood St

Rogers Ln

Waterside Ave

Misty Ln

Burgandy Pl

Prairie Ln

Weis Ct

Pride Ln

Christopher St

Henry Ln

Trinity Ave

Sunshine Ln

Compass Way

War Eagle Rd

Nette Way

Mill West Ln

Cattle Ln

Walker Lake Rd

Equestrian Way

Iowa Ave

Memory Ln

Beach Cherry Dr

Duck Ln

Track Rd

Aldridge Ln

Chicken Dinner Rd

Pump Rd

Kris Jensen Ln

Ten Ln

Kiser Rd

Deer Flat Rd

Colter Rd

Shannon Dr

Bonnie Ln

Malt Rd

Providence Ln

Featherstone Dr

Red Fox Ln

Meredith Ct

Randall Ln

Huckleberry Dr

Newbrook Dr

Lloyd Ln

LyonsDr

Lewis Ln

Hall Dr

AnakateLn

Lake Lowell Ave

Private Dr

Santa Rita Rd

Ea

Williamson Ln

tA Bite Ln

Cool Rd

Paul Ln

Norco Way

Lonkey Ln

Pear Ln

Houk Rd

Dearborne Rd

Beet Rd

Lynwood Rd

Darrow Ln

Cherry Ln

Sage Acres Ln

Farner Rd

Crab Apple Ln

Pecan Ln

Lake Shore Dr

Upper Embankment Rd

Chicken Dinner Rd

Locust Ln

Lake Shore Dr

Elbow Ln

Access No. 1

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No. 2

Access

No. 3

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No. 5

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No. 6

Access

No. 7

Access

No. 8

Gotts

Point

Access

Schaffer's

Access

Midland Blvd

Bear Ln

Orchard Ave

Moss Ln

Florida Ave

Kings Rd

Lone Star Rd

Hoadley Rd

Karcher Rd

Laster St

Indiana Ave

Flamingo Ave

Lake Shore Dr

Roosevelt Ave

Iowa Ave

Lake Ave

Locust Ln

Birch Ln

Powerline Rd

12th Ave

Ustick Rd

Homedale Rd

Sunnys ol pe Rd

Sunnyridge Rd

11th Ave

Lonkey Ln

Madison R

Cl

d

eveland Blvd

Cherry Ln

Greenhurst Rd

Lewis Ln

Indiana Ave

Locust Ln

Rim

Rd

Farm

way Rd

Hwy 45

Rivers ide Rd

Ustick Rd

Franklin Blvd

Marsing Rd

Midway Rd

Wagner Rd

Ustick Rd

Deer Flat Rd

Lake Shore Dr

Pride Ln

Lake Ave

Chicken Dinner Rd

Weitz Rd

Perch Rd

Malt Rd

L ake Shore Dr

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LAKE LOWELL AREA

BICYCLE AND PEDESTRIAN

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 Figure A3 – 

 Average Annual 

 Daily Traffic (2013) 
APPENDIX A | OCTOBER 2016 PAGE 129

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

ENVIRONMENTAL RESOURCES 

The Lake Lowell Unit of the DFNWR was established in 1909 and lies in Canyon County, Idaho. The 

Refuge surrounds Lake Lowell, an existing off-stream reservoir built by the BOR that opened in 1909. 

The existing environmental conditions study area varies from three-quarters to over one mile from the 

Lake Lowell water edge. The environmental conditions study area is bound by the following: 

 West – Malt Road/Riverside Road 

 East – Sunnyridge Road 

 South – Deer Flat Road 

 North – Homedale Road 

Federal, state, and local databases and sources were reviewed to collect and analyze existing 

environmental resource conditions within the environmental conditions study area. Map figures 

presenting the collected environmental resource information are as follows: 

 Figure A4 – Environmental Resources - Farmland 

 Figure A5 – Environmental Resources - Floodplains and Wetlands 

 Figure A6 – Environmental Resources - Hazardous Materials, 4(f)/6(f) properties, Pathway 

Concerns 

Physical Environment 

The physical environment involves components including soil resources and farmland, air quality, 

hydrology (surface waters, floodplains, wetlands, and groundwater/sole source aquifers), hazardous 

materials, and biological resources (threatened and endangered species, State sensitive species). 

Soil Resources and Prime Farmland 

Land is not considered farmland if it is developed, if the U.S. Census considers it urban, if it exists within 

the footprint of rights-of-way, or if it is land that is committed to urban development or water storage. 

Congress enacted the Farmland Protection Policy Act (FPPA) as a subtitle of the 1981 Farm Bill. The 

purpose of the law is “to minimize the extent to which federal programs contribute to the unnecessary 

and irreversible conversion of farmland to nonagricultural uses, and to assure that federal programs 

are administered in a manner that, to the extent practicable, will be compatible with state, unit of local 

government, and private programs and policies to protect farmland” (P.L. 97-98, Sec. 1539-1549; 7 

U.S.C. 4201, et seq.). 

Farmland protected under the FPPA is defined in Section 4201 of the FPPA as prime farmland, 

farmland of statewide or local importance, and unique farmland. 

Prime farmland soils are those that have the best combination of physical and chemical characteristics 

for producing food, feed, forage, and fiber and oilseed crops, and are available for these land 

uses. Prime farmland can be either non-irrigated land or land that would be considered prime 

farmland if irrigated or if irrigated and reclaimed of excess salts and sodium. Prime farmland with 

these characteristics makes up a large portion, 45 percent, which represents 10,553.7 acres of the 

environmental conditions study area as shown in Figure A4. 

Farmland of statewide importance is land, other than prime and unique farmlands, that is of 

statewide importance for the production of food, feed, fiber, forage, and oilseed crops. Farmland of 

statewide importance if irrigated or if irrigated and reclaimed of excess salts and sodium makes up 

approximately 7.5 percent or 1,777.7 acres of the environmental conditions study area. 
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N A M PA

C A L D W E L L

Eva Ln

Schoeber Dr

Montego Way

Lattigo Dr

Alma Ln

Iowa Ave

Middleton Rd

Charley Ln

Yoder Ave

Arthur St

Sioux St

High Ave Hudson Ave

High St

Delaware Ave

Sunset St

Fairview S

L

t

yle Dr

Watoosi Ln

3rd Ave

Sheridan Ave

Jerry Lee Ln

Kings Row Rd

Park Ridge Dr

Kings Ct

7th St

Ivy St

20th St

Glen View Dr

Stanford St

Maryland Ave

StarrAve

Alicia St

Meeker Ave

Polar a Way

Cirrus Dr

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Kipling Way

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Talon Ct

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Madison Ave

Karcher Rd

Sparks Ave

Chase St

Easy St

Aries Dr

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Toussand Dr

Buckboard Ave

Skye Dr

Sadie Ave

Hawthorne St

Keim Ln

Dell Ct

Bratton Dr

Lowell Ln

Maryland Ave

Lake Lowell Ave Mason Ln

26th St

Dietz Way

Ridge Dr

Maine Ave

Lori Dr

Teakwood Dr

Burnett Dr

Elder St

Antigua Ave

Daisy Pl

Cielo St

Empress St

1st St

Clifton Way

Laurel Way

Greens Dr

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Caspian Dr

Maravilla St

Hillcrest Way

Cross Creek Dr

Dynasty Ave

Lava Ave

Lexi's Ln

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Melba Dr

Ven tura Dr

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Stadium St

Piersol St

18th Ave

York Ave

Cassia St

Carol St

7th Ave

Colter Bay Dr

Dewey Ln

Emerald Dr

Twin Springs Way

Flamingo Ave

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Chicago St

Chavel Dr

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Oklahoma Ave

Barbara St

Meyer Ave

McLaughlin Dr

Lily Ave

Denton St

Pump Rd

Park Ave

Shallon Dr

Skyview St

Kristy Pl

Celeste Ave Julie St

Clayton St

Industrial Rd

Ramp

Stinson St

Stoll Ct

Pamelas Ln

Flint Dr

Lake Ln

Morn in g Sun Dr

Spicewood Ave

Enoch Dr

Crestwood Dr

Hickman St

Sahara Dr

Don St

Cupid Dr

Mountain Hawk Rd

Boulder Ave

Primrose Dr

Sierra Dr

8th St

Cambridge St

Montana Ave

Dragonfly Dr

Jason Dr

Florida Ave

20th Ave

Dorman Ave

Benton Ave

Umatilla Dr

Fallcrest St

Broadmore Way

Preston Ave

Tio Ln

15th Ave

CarriageHill Way

Palace Ct

Ra ni tree Dr

Mil el r Way

Ross Ln

Park Ln

Mission Pointe Dr

Kimball Ave

Rock Ct

Longtail Dr

Signorello St

Glasgow Ave

Landon Ln

Curlew St

Blue Springs St

Leo Dr

Tara Ct

Garden Ave

Karcher Rd

Waterview Rd

Sunny Ln

Ohio Ave

Roberts Pl

Grouse St

Purt Rd

Dufur St

Railroad St

Pine Creek Dr

Pat Ln

Ramp

W ni dy Ridge Dr

Dew Mist Dr

Gold Creek Dr

11th St

Cedar Park Ln

Mill Ct

Willow Pointe Ave

Gateway St

Cathie Dr

Sutton St

Settlers Dr

Grouse Ave

Ivy Ct

Groveton St

Devl ni Way

Brandt Ave

Vicki Dr

Ellis Ave

Kara Anne Ave

Lexington St

Saxton Ln

Eaglecrest Dr

Alpine Dr

Hilton St

Paoletti St

Bonneville St

Navajo Cir

Fujii Dr

Holly St

Gaines Ct

Parkview Way

Roston Ct

Tacola St

Bingham St

Juanita Way

Noah Dr

Kinghorn Dr

Fern St

Eclipse Dr

Royal Way

Newhaven St

Oak Pl

Te tonAve

Deer Flat Rd

Valley Dr

Wessex Ln

Brian Ave

Daniel St

David St

Torrey Ln

Habitat St

Amaya Way

Marketplace Blvd

Newberry Way

Fiesta Way

Blossom Ave

Blue Ridge St

Salem St

Harrow St

Hampton Ln

Colorado Ave

Marcum Way

Walker Lake Rd

Ravalli Dr

Park Dr

Sheep Mountain Ln

Aberdeen Ave

Bonner St

Florida Ave

Eagle Ave

Murray St

Mckenzre St

Canterbury Ln

Portland Ave

Cocoon St

Black Butte Ct

Flamingo Ave

Sundance Rd

Castleton Ave

Kokomo Dr

Arrowhead Dr

Muir Dr

Doc Hisom Ave

Kansas Ave

Fargo Ave

Sugar St

Helena Dr

Lewis Ln

Sherman Ave

Millstone St

Patrice Dr

Mycahl Ln

Young Ave

Silver Lining Dr

RedOak Dr

Olympic Ave

Flor ence St

Falcon Ave

Barry Ln

Barger St

Wiltshire Ln

Havenwood Ave

Crane St

Rivendell Ct

Lewis Ln

Willow Ave

Hampshire Ln

Kaden Ln

Taylor St

Adams St

Finch Dr

Oak St

Georgia Ave

Farner Rd

Pebble Way

Vista Dr

Muirfield Ln

Ruth Ln

Castle Way

Cypress St

Creek Ct

Comstock Ave

Vista Dr

Sage Creek Rd

Radcliff St

Snake Ln

Camelot Dr

Harrison Ln

Moonstruck Dr

Port St

Lo si Ln

Roberts Ave

K ni gs Rd

Crown Pointe Ave

Herron Dr

Banyon St

State St

Boone Ave

Railroad St

Moose Creek Dr

Hailey Ave

Bright St

Sheridan Ave

1st Ave

Badger Dr

19th St

Elder St

Bannock Ave

Chaparral Ranch Dr

Hensen Dr

Fair Ln

Sunnydale Pl

2nd Ave

Hayes St

Lilac Ln

Lakecrest Dr

Silver Pl

Ranchview Dr

Ruby Dr

Meffan Ave

Shamrock Ave

Nay Dr

Crestview Dr

Williams Ln

dI aho Ave

Worth Way

Teton Dr MeadowbrookLn

Estates Dr

Amy Ln

Stampede Dr

Fall Dr

Checola St

Laster Ln

Piute Pl

Hawkins Ave

Tamarack Dr

Braden Ln

Alexa St

Erin Ave

Lawrence Dr

Blakeslee Dr

Horizon W a y

Iv y Dr

NavajoDr

Ponderosa Dr

Goose Ln

Sherman Ave

Sauvageau Ln

Camas St

Jessie Ln

23rd Ave

Fall Pl

Washington Ave

Maple St

10th St Almond St

13th Ave

4th St

12th St

6th St

Clark Ave Pine St

10th Ave

9th St

14th St

17th Ave

8th Ave

14th Ave

Chestnut St

Locust St

Juniper St

19th Ave

5th St

Dewey Ave

9th Ave

Front St

Lincoln Ave

3rd St

5th Ave

12th Ave

Boise St

Tooele Dr

4th Ave

Heartland Dr

Garland St

Hoadley Rd

Sky Ranch Rd

Bayhill Dr

St Lukes Dr

Coyote Cove Rd

Tricia St

Scorpio Dr

Wycliff Dr

Jeb Ln

Jefferson St

Meyer St

Sunflower Dr

Pheasant Ln

Lindenwood Dr

Norman St

21st St

Highland Ave

Ranch Rd

Orchard Heights Way

Tara St

Carolina St

Astor Ave

Wildflower Dr Crisholm Rd

Zachery Ave

Brandi Ln

Crescent Dr

Oakmont Ave

Linda St

Mesa St

Oxbow Dr

Carole St Drakes Ln

DeweyDr

Denali Pl

Winther Blvd

Scotts Ln

Green Val el y Pl

Skyview Dr

Silver Creek Dr

Aldbury Ave

36th St

Red Fir St

Sweet Dr

Klamath Ln

Georgia Ave

Friar Dr

Syrah Ct

Rocklan Ct

Borah Way

PFE Dr

Winter Ct

Kurt Ln

Bayou Way

Constitution Way

Blaine Ave

Midland Blvd

Neilscott Dr

Fletcher Dr

Jerica Ct

Crow Dr

Emerald Rd

Falcon St

Duke St

Palrang Dr

Bing Rd

Shoshone Ave

Gresham Dr

Sherry Rd

A ugusta Dr

Lowell Rd

Megan Ct

ColtDr

Jacob Dr

Nana Ln

Smith Ave

Private Dr

Lake Ave

Elmore Ave

Park Centre Way

Abram Ave

Moss Ln

Ramp

Galaxy Dr

Delta Dr

Dakota Ave

Heather Woods Dr

Colorado Ave 20thSt

Trailside Dr

Bird Ave

Zion Park Dr

Ethe l Dr

Smokey Ln

Apricot Ln

Owyhee Ave

Canyon St

Merlot Pl

Ten Ln

Chicago Ct

Portage St

Settlers Ave

Pride Ln

AuroraDr

Pixie St

Frerichs Ln

Paraiso St

Laster St

Shay Park Way

Elijah Dr

Liberty Dr

Lavin St

Moss St

Holly Ln

Wilma Ln

Zer Rd

Stardust Ln

Wilbeth Ln

Barret View Ct

Amity Ave

Chisholm Dr

Gem St

Honey Dr

Bridgeport Dr

Pelican Ln

Craig Ln

Hunt Ave

Shefa Ln

Woosley Dr

Wherry Ln

2nd St

Red Tail Ln

Pascoe Ln

Graye Ln

Fieldcrest Dr

Waterleaf Ave

Laser Ln

Portner Rd

Waterlily Ave

Apache Dr

Private Dr

Midway Rd

Oak River Ln

Keogh Ln

Towers Dr

Cindy Dr

Cloudless St

Rosewood St

Rogers Ln

Lloyd Ln

Abby Ln

Waterside Ave

Misty Ln

Hasbrook St

Burgandy Pl

Prairie Ln

Weis Ct

Christopher St

Henry Ln

Trinity Ave

Iowa Ave

Sagewood Ln

Sunshine Ln

Compass Way

War Eagle Rd

Nette Way

Mill West Ln

Cattle Ln

Equestrian Way

Symms Rd

Shenandoah St

Memory Ln

Chicken Dinner Rd

Beach Cherry Dr

Duck Ln

Track Rd

Aldridge Ln

Kris Jensen Ln

Kiser Rd

Colter Rd

Shannon Dr

Malt Rd

Providence Ln

Featherstone Dr

Red Fox Ln

Meredith Ct

Randall Ln

Lynwood Rd

Malt Rd

Dearborne Rd

Huckleberry Dr

Meadowbrook Dr

Newbrook Dr

Centennial Dr

Map Rock Rd

Nash Ln

LyonsDr

Hall Dr

AnakateLn

Cherry Ln

Lonkey Ln

Private Dr

Santa Rita Rd

Ea

Williamson Ln

tA Bite Ln

Paul Ln

Norco Way

Pear Ln

Houk Rd

Beet Rd

Darrow Ln

Sage Acres Ln

Crab Apple Ln

Pecan Ln

Upper Embankment Rd

Chicken Dinner Rd

Cool Rd

Locust Ln

Lake Shore Dr

Lake Shore Dr

Elbow Ln

Access

No. 1

Access

No. 2

Access

No. 3

Access No. 4

Access

No. 5

Access

No. 6

Access No. 7

Access

No. 8

Gotts

Point

Access

Schaffer's

Access

Southside Blvd

Victory Rd

Franklin Blv d

Ustick Rd

10th Ave

Florida Ave

Bear Ln

Sunnyridge Rd

2nd St

Roosevelt Ave

Middleton Rd

Ustick Rd

7th St

Souths di e Blvd

16th Ave

Iowa Ave

Moss Ln Birch Ln

Cherry Ln

Karcher Rd Karcher Rd

Orchard Ave

Midland Blvd

Yale St

Homedale Rd

Ustick Rd

Lewis Ln

Deer Flat Rd

Garrity Blvd

Midland Blvd

Caldwell Blvd

Northside Blvd

Montana Ave

Lone Star Rd

Dooley Ln

Hoadley Rd

Holly St

Smith Ave

22nd Ave

Laster St

Indiana Ave

Cleveland Blvd

Chicago St

Chicken Dinner Rd

Locust Ln

Greenhurst Rd

Flamingo Ave

Lake Ave

Powerline Rd

12th Ave Rd 12th Ave

Colorado Ave

7th Ave

3rd St

Amity Ave

11th Ave

KarcherBypa

Sunnyslope Rd

Madison Rd

Rim Rd

Farm

way Rd

Lake Lowell Ave

Kings Rd

Midway Rd

Davis Ave

Lake Shore Dr

Hwy 45

Midway Rd

Lake Shore Dr

Weitz Rd

Wagner Rd

Marsing Rd

Perch Rd

Lonkey Ln

Malt Rd

Riverside Rd

Lake Ave

Pride Ln

Locust Ln

Copyright:© 2014 Esri

0 1,500 3,000

Feet

Western Federal Lands Highway Division

LEGEND

Prime Farmland

Farmland of

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Study

@" Refuge Visitor Center

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!D Dock

!r Swimming

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IA Parking Facilities

Deer Flat Wildlife

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State Highway

U.S. Highway

Principal Arterial

Minor Arterial

Collector

Local Road

City Boundary

Snake River Canyon

Scenic Byway

City Area of Impact

Boundary

 ̄

LAKE LOWELL AREA

BICYCLE AND PEDESTRIAN

ACCESS PLAN

 Figure A4 – 

 Environmental Resources 

Prime Farmland 
IA

IA

IA

IA

IA

IA

IA

IA

IA

IA

IA

IA

IA

IA

IA

!y

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d[

!y

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!D

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UV55

§ ̈¦84

UV45

L a k e L o w e l l

( e l e v . 2 5 3 1 . 2 0 f t )

N A M PA

C A L D W E L L

Eva Ln

Schoeber Dr

Montego Way

Lattigo Dr

Alma Ln

Iowa Ave

Middleton Rd

Charley Ln

Yoder Ave

Arthur St

Sioux St

High Ave Hudson Ave

High St

Delaware Ave

Sunset St

Fairview S

L

t

yle Dr

Watoosi Ln

3rd Ave

Sheridan Ave

Jerry Lee Ln

Kings Row Rd

Kings Ct

7th St

Ivy St

20th St

Glen View Dr

Stanford St

Maryland Ave

StarrAve

Alicia St

Meeker Ave

Polar a Way

Cirrus Dr

Wintercrest St

Kipling Way

Belknap Dr

River Rock Ln

Borealis Dr

Waterfowl Ave

Orah Way

Shilo Dr

Cherokee Ave

Santa Ana Ave

Rowena St

Adelaide St

Ormsby Ave

M iddle Creek Dr

Nevada Ave

Weston Ave

Pride Ln

Burke Ln

Fay Ln

Talon Ct

Goldenrod Dr

Palmer Dr

Bonnevil el Dr

Madison Ave

Karcher Rd

Sparks Ave

Chase St

Easy St

Aries Dr

Bristol St

Toussand Dr

Bright St

Buckboard Ave

Skye Dr

Sadie Ave

Hawthorne St

Keim Ln

Dell Ct

Bratton Dr

Hawk Ct

Maryland Ave

Lake Lowell Ave Mason Ln

26th St

Dietz Way

Ridge Dr

Maine Ave

Lori Dr

Teakwood Dr

Burnett Dr

Antigua Ave

Daisy Pl

Cielo St

Empress St

1st St

Young Ave

Clifton Way

Laurel Way

Cedar Park Dr

Caspian Dr

Maravilla St

Cross Creek Dr

Dynasty Ave

Lava Ave

Shoshoni Rd

Melba Dr

Ven tura Dr

Eldoran Dr

Stadium St

Piersol St

18th Ave

York Ave

Cassia St

Carol St

7th Ave

Colter Bay Dr

Dewey Ln

Emerald Dr

Twin Springs Way

Flamingo Ave

Cougar Ave

Hawaii Ave

Chicago St

Chavel Dr

Fern St

Oklahoma Ave

Barbara St

Meyer Ave

McLaughlin Dr

Lily Ave

Denton St

Pump Rd

Park Ave

Shallon Dr

Skyview St

Kristy Pl

E dl er St

Celeste Ave

Hawk Pl

Julie St

Clayton St

Industrial Rd

Ramp

Stinson St

Stoll Ct

Pamelas Ln

Flint Dr

Lake Ln

Morn in g Sun Dr

Spicewood Ave

Enoch Dr

Crestwood Dr

Hickman St

Sahara Dr

Don St

Cupid Dr

Mountain Hawk Rd

Boulder Ave

Primrose Dr

Sierra Dr

8th St

Cambridge St

Montana Ave

Dragonfly Dr

Jason Dr

20th Ave

Dorman Ave

Benton Ave

Umatilla Dr

Fallcrest St

Broadmore Way

Preston Ave

Tio Ln

15th Ave

CarriageHill Way

Palace Ct

Holly St

L exi's L n

Skyline Dr

Ra ni tree Dr

Mil el r Way

Ross Ln

Park Ln

Mission Pointe Dr

Kimball Ave

Rock Ct

Longtail Dr

Signorello St

Glasgow Ave

Landon Ln

Curlew St

Blue Springs St

Leo Dr

Tara Ct

Garden Ave

Karcher Rd

Waterview Rd

Sunny Ln

Ohio Ave

Roberts Pl

Grouse St

Purt Rd

Dufur St

Railroad St

Pine Creek Dr

Pat Ln

Ramp

W ni dy Ridge Dr

Dew Mist Dr

11th St

Cedar Park Ln

Mill Ct

Willow Pointe Ave

Gateway St

Cathie Dr

Sutton St

Cattail St

Settlers Dr

Grouse Ave

Groveton St

Devl ni Way

Brandt Ave

Vicki Dr

Colfax Dr

Ellis Ave

Kara Anne Ave

Lexington St

Saxton Ln

Eaglecrest Dr

Alpine Dr

Hilton St

Paoletti St

Bonneville St

Fujii Dr

Gaines Ct Roston Ct

Tacola St

Bingham St

Juanita Way

Noah Dr

Kinghorn Dr

Eclipse Dr

Royal Way

Newhaven St

Oak Pl

Te tonAve

Deer Flat Rd

Valley Dr

Wessex Ln

Brian Ave

Daniel St

David St

Torrey Ln

Habitat St

Amaya Way

Marketplace Blvd

Fiesta Way

Blossom Ave

Blue Ridge St

Salem St

Harrow St

Hampton Ln

Colorado Ave

Marcum Way

Walker Lake Rd

Ravalli Dr

Park Dr

Sheep Mountain Ln

Aberdeen Ave

Bonner St

Eagle Ave

Murray St

Mckenzre St

Canterbury Ln

Portland Ave

Cocoon St

Black Butte Ct

Flamingo Ave

Sundance Rd

Castleton Ave

Kokomo Dr

Arrowhead Dr

Stony Meadow Dr

Muir Dr

Doc Hisom Ave

Kansas Ave

Fargo Ave

Sugar St

Helena Dr

Lewis Ln

Sherman Ave

Sherry Rd

Millstone St

Patrice Dr

Mycahl Ln

Silver Lining Dr

RedOak Dr

Olympic Ave

Flor ence St

Falcon Ave

Barry Ln

Barger St

Wiltshire Ln

Havenwood Ave

Crane St

Rivendell Ct

Lewis Ln

Willow Ave

Hampshire Ln

Kaden Ln

Taylor St

Adams St

Finch Dr

Oak St

Georgia Ave

Farner Rd

Pebble Way

Vista Dr

Muirfield Ln

Ruth Ln

Castle Way

Cypress St

Creek Ct

Comstock Ave

Vista Dr

SageCreek Rd

Radcliff St

Snake Ln

Camelot Dr

Harrison Ln

Moonstruck Dr

Port St

Roberts Ave

K ni gs Rd

Crown Pointe Ave

Herron Dr

Banyon St

State St

Boone Ave

Railroad St

Moose Creek Dr

Hailey Ave

Sheridan Ave

1st Ave

Badger Dr

19th St

Elder St

Bannock Ave

Chaparral Ranch Dr

Hensen Dr

FairLn

Sunnydale Pl

2nd Ave

Hayes St

Lilac Ln

Lakecrest Dr

Silver Pl

Ranchview Dr

Ruby Dr

Shamrock Ave

Nay Dr

Crestview Dr

Williams Ln

dI aho Ave

Worth Way

Teton Dr

Estates Dr

Amy Ln

Stampede Dr

Fall Dr

Checola St

Laster Ln

Piute Pl

Hawkins Ave

Tamarack Dr

Braden Ln

Alexa St

Erin Ave

Lawrence Dr

Blakeslee Dr

Horizon W a y

NavajoDr

Ponderosa Dr

Goose Ln

Sherman Ave

Sauvageau Ln

Camas St

Jessie Ln

23rd Ave

Fall Pl

Washington Ave

Amity Ave

10th St Almond St

13th Ave

4th St

12th St

6th St

Clark Ave Pine St

10th Ave

9th St

14th St

17th Ave

8th Ave

14th Ave

Chestnut St

Juniper St

19th Ave

5th St

Dewey Ave

9th Ave

Front St

Lincoln Ave

3rd St

5th Ave

12th Ave

Tooele Dr

4th Ave

Florida Ave

Heartland Dr

Garland St

Hoadley Rd

Sky Ranch Rd

Bayhill Dr

St Lukes Dr

Coyote Cove Rd

Tricia St

Scorpio Dr

Wycliff Dr

Jeb Ln

Jefferson St

Meyer St

Pheasant Ln

Norman St

21st St

Highland Ave

Ranch Rd

Orchard Heights Way

Tara St

Carolina St

Astor Ave

Wildflower Dr Crisholm Rd

Zachery Ave

Brandi Ln

Crescent Dr

Oakmont Ave

Linda St

Mesa St

Oxbow Dr

Carole St Drakes Ln

DeweyDr

Charmae St

Denali Pl

Winther Blvd

Scotts Ln

Green Val el y Pl

Skyview Dr

Silver Creek Dr

Aldbury Ave

36th St

Red Fir St

Sweet Dr

Klamath Ln

Georgia Ave

Friar Dr

Syrah Ct

Rocklan Ct

Borah Way

PFE Dr

Winter Ct

Kurt Ln

Bayou Way

Constitution Way

Blaine Ave

Midland Blvd

Neilscott Dr

Fletcher Dr

Jerica Ct

Crow Dr

Emerald Rd

Falcon St

Duke St

Palrang Dr

Bing Rd

Shoshone Ave

Gresham Dr

A ugusta Dr

Lowell Rd

Megan Ct

ColtDr

Jacob Dr

Nana Ln

Smith Ave

Private Dr

Lake Ave

Elmore Ave

Park Centre Way

Abram Ave

Moss Ln

Galaxy Dr

Delta Dr

Dakota Ave

Heather Woods Dr

Colorado Ave 20thSt

Trailside Dr

Bird Ave

Zion Park Dr

Ethe l Dr

Smokey Ln

Apricot Ln

Owyhee Ave

Canyon St

Merlot Pl

Ten Ln

Chicago Ct

Portage St

29th St

Pride Ln

AuroraDr

Pixie St

Frerichs Ln

Paraiso St

Laster St

Shay Park Way

Elijah Dr

Liberty Dr

Lavin St

Moss St

Holly Ln

Wilma Ln

Zer Rd

Stardust Ln

Wilbeth Ln

Barret View Ct

Chisholm Dr

Gem St

Honey Dr

Bridgeport Dr

Pelican Ln

Craig Ln

Hunt Ave

Shefa Ln

Woosley Dr

Wherry Ln

2nd St

Red Tail Ln

Pascoe Ln

Graye Ln

Fieldcrest Dr

P

Waterleaf Ave ortner Rd

Waterlily Ave

Apache Dr

Private Dr

Midway Rd

Oak River Ln

Keogh Ln

Towers Dr

Cindy Dr

Cloudless St

Rosewood St

Rogers Ln

Lloyd Ln

Abby Ln

Waterside Ave

Misty Ln

Hasbrook St

Burgandy Pl

Prairie Ln

Weis Ct

Christopher St

Henry Ln

Trinity Ave

Iowa Ave

Sagewood Ln

Sunshine Ln

Compass Way

War Eagle Rd

Nette Way

Mill West Ln

Cattle Ln

Equestrian Way

Symms Rd

Shenandoah St

Memory Ln

Chicken Dinner Rd

Beach Cherry Dr

Duck Ln

Track Rd

Aldridge Ln

Kris Jensen Ln

Kiser Rd

Colter Rd

Shannon Dr

Malt Rd

Providence Ln

Featherstone Dr

Red Fox Ln

Meredith Ct

Randall Ln

Lynwood Rd

Malt Rd

Dearborne Rd

Huckleberry Dr

Meadowbrook Dr

Newbrook Dr

Centennial Dr

Map Rock Rd

Nash Ln

LyonsDr

Hall Dr

AnakateLn

Cherry Ln

Lonkey Ln

Private Dr

Santa Rita Rd

Ea

Williamson Ln

tA Bite Ln

Paul Ln

Norco Way

Pear Ln

Houk Rd

Beet Rd

Darrow Ln

Sage Acres Ln

Crab Apple Ln

Pecan Ln

Upper Embankment Rd

Chicken Dinner Rd

Cool Rd

Locust Ln

Lake Shore Dr

Lake Shore Dr

Elbow Ln

Access

No. 1

Access

No. 2

Access

No. 3

Access No. 4

Access

No. 5

Access

No. 6

Access No. 7

Access

No. 8

Gotts

Point

Access

Schaffer's

Access

Southside Blvd

Victory Rd

Franklin Blv d

Ustick Rd

10th Ave

Florida Ave

Bear Ln

Sunnyridge Rd

2nd St

Roosevelt Ave

Middleton Rd

Ustick Rd

7th St

16th Ave

Iowa Ave

Moss Ln Birch Ln

Cherry Ln

Karcher Rd Karcher Rd

Orchard Ave

Midland Blvd

Yale St

Greenhurst Rd

Homedale Rd

Ustick Rd

Lewis Ln

Deer Flat Rd

Garrity Blvd

Indiana Ave

Midland Blvd

Caldwell Blvd

Northside Blvd

Montana Ave

Lone Star Rd

Dooley Ln

Hoadley Rd

Holly St

Smith Ave

22nd Ave

Laster St

Indiana Ave

Cleveland Blvd

Chicago St

Chicken Dinner Rd

Locust Ln

Greenhurst Rd

Flamingo Ave

Lake Ave

Powerline Rd

12th Ave Rd 12th Ave

7th Ave

3rd St

Amity Ave

11th Ave

KarcherBypa

Sunnyslope Rd

Madison Rd

Rim

Rd

Farm

way Rd

Lake Lowell Ave

Midway Rd

Davis Ave

Lake Shore Dr

Hwy 45

Midway Rd

Lake Shore Dr

Weitz Rd

Wagner Rd

Marsing Rd

Perch Rd

Lonkey Ln

Malt Rd

Riverside Rd

Lake Ave

Pride Ln

Locust Ln

Elijah Drain

Dixie Drain

Tenmile Creek

Ind ian Creek

Wilson Drain

Dixie Drain

Upper Embankment Drain

Mason Creek

Jonah Drain

Wood Drain

12th Ave Drain

Upper Embankment Drain

Solomon Drain

Grimes Drain

Aaron Drain

Elijah Drain

Deer Flat High Line Canal

Mason Creek

Herron Lateral

Caldwell High Line Canal

Cou el e Drain

Wilson Drain

Caldwell Low Line Canal

Notu s Canal

Moses Drain

Lamm Drain

Weeks Drain

Lower Embankment Drain

Deer Flat Low LineCanal

Sunnyslope La et ral

Demke Lateral

Garland Drain

South Canal

Forest Canal

Norris Lateral

Myers Drain

BohlsonLateral

Mora Canal Extension

Miller Lateral

Ridenbaugh Canal

Fowler Lateral

Wood Drain

Deer Flat North Canal

North Valley Mound Wasteway

Purdam Gulch Drain

Fisk Sublateral

Stewa rt Lateral

McIntyre Lateral

Wilson Drain

Fuger Lateral

Messler Lateral

Lizard Wasteway

Middle Lateral

Notus Canal

StewartLateral

Penninger Drain

Elijah Drain

Sturgeon Lateral

We st Lateral

Deer Flat High Line Canal

Vasold Lateral

Carlson Lateral

Deer F al t Caldwell Canal

North Robinson Lateral

Norris Lateral

Burke Lateral

Mutch Lat eral

B Line Canal

Phyllis Canal

C Line Canal

Caldwell Canal Feeder

North Nampa Lateral

Deer Flat Caldwell Canal

Dolbow Lateral

Edwards Lateral

Burris Lateral

Conroy Lateral

Mi tchel Drain

West Lateral

Peters Lateral

E lijah Drain

Aven Lateral

Herron Lateral

He ni e Sublateral

South Nampa Lateral

Knob Sublateral Scholtie Lateral

North Robinson Lateral

Middle Lateral

Burke Lateral

Thacker Lateral

Thacker Lateral

Isaiah Drain

Stone Lateral

Yarnell Lateral

Mora Canal

East Lateral

Copyright:© 2014 Esri

0 1,500 3,000

Feet

Western Federal Lands Highway Division

LEGEND

Canal

Stream

100 Year Flood Zone

500 Year Flood Zone

NWI Wetlands

Freshwater Emergent

Wetland

Freshwater

Forested/Shrub Wetland

Freshwater Pond

Lake

Other

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Deer Flat Wildlife Refuge

Interstate

State Highway

U.S. Highway

Principal Arterial

Minor Arterial

Collector

Local Road

City Boundary

Snake River Canyon

Scenic Byway

City Area of Impact

Boundary

 ̄

LAKE LOWELL AREA

BICYCLE AND PEDESTRIAN

ACCESS PLAN

 Figure A5 – 

 Environmental Resources 

Wetlands, Flood Zones, 

 and Waterways 
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N A M PA

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$+7 $+2

$+8

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Eva Ln

Schoeber Dr

Montego Way

Lattigo Dr

Alma Ln

Iowa Ave

Middleton Rd

Charley Ln

Yoder Ave

Arthur St

Sioux St

High Ave Hudson Ave

High St

Delaware Ave

Sunset St

Fairview S

L

t

yle Dr

Watoosi Ln

3rd Ave

Sheridan Ave

Jerry Lee Ln

Kings Row Rd

Park Ridge Dr

Kings Ct

7th St

Ivy St

20th St

Glen View Dr

Stanford St

Maryland Ave

StarrAve

Alicia St

Meeker Ave

Polar a Way

Cirrus Dr

Wintercrest St

Kipling Way

Belknap Dr

River Rock Ln

Venice St

Borealis Dr

Waterfowl Ave

Orah Way

Shilo Dr

Cherokee Ave

Santa Ana Ave

Rowena St

Adelaide St

Lancaster Dr

Barkley Way

Ormsby Ave

M iddle Creek Dr

Nevada Ave

Weston Ave

Lambert Dr

Pride Ln

Burke Ln

Fay Ln

Talon Ct

Goldenrod Dr

Palmer Dr

Bonnevil el Dr

Madison Ave

Karcher Rd

Sparks Ave

Chase St

Easy St

Aries Dr

Bristol St

Toussand Dr

Buckboard Ave

Skye Dr

Sadie Ave

Hawthorne St

Keim Ln

Dell Ct

Bratton Dr

Lowell Ln

Maryland Ave

Lake Lowell Ave Mason Ln

26th St

Dietz Way

Ridge Dr

Maine Ave

Lori Dr

Teakwood Dr

Burnett Dr

Elder St

Antigua Ave

Daisy Pl

Cielo St

Empress St

1st St

Clifton Way

Laurel Way

Greens Dr

Cedar Park Dr

Caspian Dr

Maravilla St

Hillcrest Way

Cross Creek Dr

Dynasty Ave

Lava Ave

Lexi's Ln

Shoshoni Rd

Melba Dr

Ven tura Dr

Eldoran Dr

Stadium St

Piersol St

18th Ave

York Ave

Cassia St

Carol St

7th Ave

Colter Bay Dr

Dewey Ln

Emerald Dr

Twin Springs Way

Flamingo Ave

Cougar Ave

Hawaii Ave

Chicago St

Chavel Dr

Fern St

Oklahoma Ave

Barbara St

Meyer Ave

McLaughlin Dr

Lily Ave

Denton St

Pump Rd

Park Ave

Shallon Dr

Skyview St

Kristy Pl

Celeste Ave Julie St

Clayton St

Industrial Rd

Ramp

Stinson St

Stoll Ct

Pamelas Ln

Flint Dr

Lake Ln

Morn in g Sun Dr

Spicewood Ave

Enoch Dr

Crestwood Dr

Hickman St

Sahara Dr

Don St

Cupid Dr

Mountain Hawk Rd

Boulder Ave

Primrose Dr

Sierra Dr

8th St

Cambridge St

Montana Ave

Dragonfly Dr

Jason Dr

Florida Ave

20th Ave

Dorman Ave

Benton Ave

Umatilla Dr

Fallcrest St

Broadmore Way

Preston Ave

Tio Ln

15th Ave

CarriageHill Way

Palace Ct

Ra ni tree Dr

Mil el r Way

Ross Ln

Park Ln

Mission Pointe Dr

Kimball Ave

Rock Ct

Longtail Dr

Signorello St

Glasgow Ave

Landon Ln

Curlew St

Blue Springs St

Leo Dr

Tara Ct

Garden Ave

Karcher Rd

Waterview Rd

Sunny Ln

Ohio Ave

Roberts Pl

Grouse St

Purt Rd

Dufur St

Railroad St

Pine Creek Dr

Pat Ln

Ramp

W ni dy Ridge Dr

Dew Mist Dr

Gold Creek Dr

11th St

Cedar Park Ln

Mill Ct

Willow Pointe Ave

Gateway St

Cathie Dr

Sutton St

Settlers Dr

Grouse Ave

Ivy Ct

Groveton St

Devl ni Way

Brandt Ave

Vicki Dr

Ellis Ave

Kara Anne Ave

Lexington St

Saxton Ln

Eaglecrest Dr

Alpine Dr

Hilton St

Paoletti St

Bonneville St

Navajo Cir

Fujii Dr

Holly St

Gaines Ct

Parkview Way

Roston Ct

Tacola St

Bingham St

Juanita Way

Noah Dr

Kinghorn Dr

Fern St

Eclipse Dr

Royal Way

Newhaven St

Oak Pl

Te tonAve

Deer Flat Rd

Valley Dr

Wessex Ln

Brian Ave

Daniel St

David St

Torrey Ln

Habitat St

Amaya Way

Marketplace Blvd

Newberry Way

Fiesta Way

Blossom Ave

Blue Ridge St

Salem St

Harrow St

Hampton Ln

Colorado Ave

Marcum Way

Walker Lake Rd

Ravalli Dr

Park Dr

Sheep Mountain Ln

Aberdeen Ave

Bonner St

Florida Ave

Eagle Ave

Murray St

Mckenzre St

Canterbury Ln

Portland Ave

Cocoon St

Black Butte Ct

Flamingo Ave

Sundance Rd

Castleton Ave

Kokomo Dr

Arrowhead Dr

Muir Dr

Doc Hisom Ave

Kansas Ave

Fargo Ave

Sugar St

Helena Dr

Lewis Ln

Sherman Ave

Millstone St

Patrice Dr

Mycahl Ln

Young Ave

Silver Lining Dr

RedOak Dr

Olympic Ave

Flor ence St

Falcon Ave

Barry Ln

Barger St

Wiltshire Ln

Havenwood Ave

Crane St

Rivendell Ct

Lewis Ln

Willow Ave

Hampshire Ln

Kaden Ln

Taylor St

Adams St

Finch Dr

Oak St

Georgia Ave

Farner Rd

Pebble Way

Vista Dr

Muirfield Ln

Ruth Ln

Castle Way

Cypress St

Creek Ct

Comstock Ave

Vista Dr

Sage Creek Rd

Radcliff St

Snake Ln

Camelot Dr

Harrison Ln

Moonstruck Dr

Port St

Lo si Ln

Roberts Ave

K ni gs Rd

Crown Pointe Ave

Herron Dr

Banyon St

State St

Boone Ave

Railroad St

Moose Creek Dr

Hailey Ave

Bright St

Sheridan Ave

1st Ave

Badger Dr

19th St

Elder St

Bannock Ave

Chaparral Ranch Dr

Hensen Dr

Fair Ln

Sunnydale Pl

2nd Ave

Hayes St

Lilac Ln

Lakecrest Dr

Silver Pl

Ranchview Dr

Ruby Dr

Meffan Ave

Shamrock Ave

Nay Dr

Crestview Dr

Williams Ln

dI aho Ave

Worth Way

Teton Dr MeadowbrookLn

Estates Dr

Amy Ln

Stampede Dr

Fall Dr

Checola St

Laster Ln

Piute Pl

Hawkins Ave

Tamarack Dr

Braden Ln

Alexa St

Erin Ave

Lawrence Dr

Blakeslee Dr

Horizon W a y

Iv y Dr

NavajoDr

Ponderosa Dr

Goose Ln

Sherman Ave

Sauvageau Ln

Camas St

Jessie Ln

23rd Ave

Fall Pl

Washington Ave

Maple St

10th St Almond St

13th Ave

4th St

12th St

6th St

Clark Ave Pine St

10th Ave

9th St

14th St

17th Ave

8th Ave

14th Ave

Chestnut St

Locust St

Juniper St

19th Ave

5th St

Dewey Ave

9th Ave

Front St

Lincoln Ave

3rd St

5th Ave

12th Ave

Boise St

Tooele Dr

4th Ave

Heartland Dr

Garland St

Hoadley Rd

Sky Ranch Rd

Bayhill Dr

St Lukes Dr

Coyote Cove Rd

Tricia St

Scorpio Dr

Wycliff Dr

Jeb Ln

Jefferson St

Meyer St

Sunflower Dr

Pheasant Ln

Lindenwood Dr

Norman St

21st St

Highland Ave

Ranch Rd

Orchard Heights Way

Tara St

Carolina St

Astor Ave

Wildflower Dr Crisholm Rd

Zachery Ave

Brandi Ln

Crescent Dr

Oakmont Ave

Linda St

Mesa St

Oxbow Dr

Carole St Drakes Ln

DeweyDr

Denali Pl

Winther Blvd

Scotts Ln

Green Val el y Pl

Skyview Dr

Silver Creek Dr

Aldbury Ave

36th St

Red Fir St

Sweet Dr

Klamath Ln

Georgia Ave

Friar Dr

Syrah Ct

Rocklan Ct

Borah Way

PFE Dr

Winter Ct

Kurt Ln

Bayou Way

Constitution Way

Blaine Ave

Midland Blvd

Neilscott Dr

Fletcher Dr

Jerica Ct

Crow Dr

Emerald Rd

Falcon St

Duke St

Palrang Dr

Bing Rd

Shoshone Ave

Gresham Dr

Sherry Rd

A ugusta Dr

Lowell Rd

Megan Ct

ColtDr

Jacob Dr

Nana Ln

Smith Ave

Private Dr

Lake Ave

Elmore Ave

Park Centre Way

Abram Ave

Moss Ln

Ramp

Galaxy Dr

Delta Dr

Dakota Ave

Heather Woods Dr

Colorado Ave 20thSt

Trailside Dr

Bird Ave

Zion Park Dr

Ethe l Dr

Smokey Ln

Apricot Ln

Owyhee Ave

Canyon St

Merlot Pl

Ten Ln

Chicago Ct

Portage St

Settlers Ave

Pride Ln

AuroraDr

Pixie St

Frerichs Ln

Paraiso St

Laster St

Shay Park Way

Elijah Dr

Liberty Dr

Lavin St

Moss St

Holly Ln

Wilma Ln

Zer Rd

Stardust Ln

Wilbeth Ln

Barret View Ct

Amity Ave

Chisholm Dr

Gem St

Honey Dr

Bridgeport Dr

Pelican Ln

Craig Ln

Hunt Ave

Shefa Ln

Woosley Dr

Wherry Ln

2nd St

Red Tail Ln

Pascoe Ln

Graye Ln

Fieldcrest Dr

Waterleaf Ave

Laser Ln

Portner Rd

Waterlily Ave

Apache Dr

Private Dr

Midway Rd

Oak River Ln

Keogh Ln

Towers Dr

Cindy Dr

Cloudless St

Rosewood St

Rogers Ln

Lloyd Ln

Abby Ln

Waterside Ave

Misty Ln

Hasbrook St

Burgandy Pl

Prairie Ln

Weis Ct

Christopher St

Henry Ln

Trinity Ave

Iowa Ave

Sagewood Ln

Sunshine Ln

Compass Way

War Eagle Rd

Nette Way

Mill West Ln

Cattle Ln

Equestrian Way

Symms Rd

Shenandoah St

Memory Ln

Chicken Dinner Rd

Beach Cherry Dr

Duck Ln

Track Rd

Aldridge Ln

Kris Jensen Ln

Kiser Rd

Colter Rd

Shannon Dr

Malt Rd

Providence Ln

Featherstone Dr

Red Fox Ln

Meredith Ct

Randall Ln

Lynwood Rd

Malt Rd

Dearborne Rd

Huckleberry Dr

Meadowbrook Dr

Newbrook Dr

Centennial Dr

Map Rock Rd

Nash Ln

LyonsDr

Hall Dr

AnakateLn

Cherry Ln

Lonkey Ln

Private Dr

Santa Rita Rd

Ea

Williamson Ln

tA Bite Ln

Paul Ln

Norco Way

Pear Ln

Houk Rd

Beet Rd

Darrow Ln

Sage Acres Ln

Crab Apple Ln

Pecan Ln

Upper Embankment Rd

Chicken Dinner Rd

Cool Rd

Locust Ln

Lake Shore Dr

Lake Shore Dr

Elbow Ln

Access

No. 1

Access

No. 2

Access

No. 3

Access No. 4

Access

No. 5

Access

No. 6

Access No. 7

Access

No. 8

Gotts

Point

Access

Schaffer's

Access

Southside Blvd

Victory Rd

Franklin Blv d

Ustick Rd

10th Ave

Florida Ave

Bear Ln

Sunnyridge Rd

2nd St

Roosevelt Ave

Middleton Rd

Ustick Rd

7th St

Southside Blvd

16th Ave

Iowa Ave

Moss Ln Birch Ln

Cherry Ln

Karcher Rd Karcher Rd

Orchard Ave

Midland Blvd

Yale St

Homedale Rd

Ustick Rd

Lewis Ln

Deer Flat Rd

Garrity Blvd

Midland Blvd

Caldwell Blvd

Northside Blvd

Montana Ave

Lone Star Rd

Dooley Ln

Hoadley Rd

Holly St

Smith Ave

22nd Ave

Laster St

Indiana Ave

Cleveland Blvd

Chicago St

Chicken Dinner Rd

Locust Ln

Greenhurst Rd

Flamingo Ave

Lake Ave

Powerline Rd

12th Ave Rd 12th Ave

Colorado Ave

7th Ave

3rd St

Amity Ave

11th Ave

KarcherBypa

Sunnyslope Rd

Madison Rd

Rim Rd

Farm

way Rd

Lake Lowell Ave

Kings Rd

Midway Rd

Davis Ave

Lake Shore Dr

Hwy 45

Midway Rd

Lake Shore Dr

Weitz Rd

Wagner Rd

Marsing Rd

Perch Rd

Lonkey Ln

Malt Rd

Riverside Rd

Lake Ave

Pride Ln

Locust Ln

Diversion Dam

and Deer Flat

Embankments

Copyright:© 2014 Esri

0 1,500 3,000

Feet

Western Federal Lands Highway Division

LEGEND

Study Area

"/ 4(f) Property

"/ 6(f) Property

e[ National Register

Historic Places

@" Refuge Visitor Center

!y Improved Boat Ramp

d[ Unimproved Boat Ramp

!D Dock

!r Swimming

[" Wildlife Viewing

Platform/Blind

IA Parking Facilities

Hazardous Materials

!( RCRA

!( UST

!<( UST/LUST

!<( UST/RCRA

!<(ι UST/LUST/Brownfield

Public Use Areas

Area Closed to All Entry

Year Round

Fishing Areas A and

East Side Recreation

Area

North Side Recreation

Area

South Side Recreation

Area

Deer Flat Wildlife

Refuge

Interstate

State Highway

U.S. Highway

Principal Arterial

Minor Arterial

Collector

Local Road

City Boundary

Snake River Canyon

Scenic Byway

City Area of Impact

Boundary

 ̄

DEER FLAT

NATIONAL

WILDLIFE REFUGE

Regional Bicycle / Pedestrian Plan

Shoreline and emergent vegetation heavily used by waterfowl

and roosting eagles

Area immediately adjacent to historic grebe colonies and

heron rookery

Long standing sanctuary that has been closed to the

public for decades

Immediately adjacent to a wetland area that is heavily used

by migrating waterfowl and hunters

Increases in cycling and pedestrian use will likely degrade

hunting experience.Area may be near heavily contaminated sight.

Increases in cycling and pedestrian use will likely degrade

hunting experience.

Area immediately adjacent to farming operation that successfully

attracts and feeds large concentrations of migrating waterfowl

Pathway Concerns

$+1

$+2

$+3

$+4

$+5

$+6

$+7 $+8

Major issues Few issues No issues

 Figure A6 – 

 Hazardous Materials, 

 4(f)/6(f) Properties, 

 Pathway Concerns 
APPENDIX A | OCTOBER 2016 PAGE 133

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Unique farmland is land other than prime farmland used for production of specific high-value food 

and fiber crops (e.g., cranberries or citrus). Idaho does not have farmland categorized as unique (Hal 

Swenson, Idaho State Soil Scientist, USDA Natural Resources Conservation Service). 

A large portion (47.5 percent) of the environmental conditions study area comprises Lake Lowell, a 

gravel pit, and farmland that is not considered prime farmland. 

Information on soils was obtained from the Natural Resources Conservation Service (NRCS) to 

determine the presence of prime, unique, statewide, or locally important farmland in the environmental 

conditions study area. The soil survey data for the environmental conditions study area indicates that 

the predominant soil types within the area include silt, sandy, and other various types of loam. 

 Table A3 – NRCS Prime Farmland/Farmland of Statewide Importance 

Source: http://websoilsurvey.sc.egov.usda.gov/App/WebSoilSurvey.aspx 

The USDA Farmland Conversion Impact Rating Form AD-1006 (03-02) is used by the NRCS to 

inventory and evaluate impacts to the prime and important farmlands within the state. Any proposed 

project area associated with the construction of any potential alternative route may convert farmland 

as defined in the FPPA to nonagricultural uses. Any proposed project bicycle/pedestrian pathway 

would more than likely be located within existing right-of-way. No additional right-of-way purchase is 

anticipated. It is unlikely that prime farmland or farmland of statewide importance would be affected. 

If the proposed project does affect prime/statewide important farmland, the federal agency providing 

financial or technical assistance would need to coordinate with NRCS to determine potential farmland 

impacts. 

Figure A4 shows the locations of the farmlands. 

Air Quality 

Overview 

Under the authority of the federal Clean Air Act, the Environmental Protection Agency (EPA) has set 

National Ambient Air Quality Standards (NAAQS) for six criteria pollutants: ozone, sulfur dioxide, 

carbon monoxide, nitrogen dioxide, particulate matter, and lead (EPA, 2012, www.epa.gov/air/criteria.

html, http://www.epa.gov/airdata/). The Idaho Department of Environmental Quality (DEQ) is required 

by the Idaho Environmental Protection and Health Act to supervise and administer a system to 

safeguard air quality in the State of Idaho. In Idaho, pollutants of concern include carbon monoxide, 

particulate matter (PM10 and PM2.5), and Mobile Source Air Toxics (MSAT).

Source: EPA Air Quality Index Report, 2014, www.deq.idaho.gov/air-quality.aspx

Farmland Type Acres Percent of Planning 

Boundary Limits 

Prime Farmland if irrigated 8,003.5 34.1% 

Prime farmland if irrigated & reclaimed of excess salts & sodium 2,550.2 10.9% 

Total Prime Farmland 10,553.7 45.0% 

Farmland of Statewide Importance if irrigated 1,462.1 6.2% 

Total Farmland of Statewide Importance if irrigated or if irrigated 

& reclaimed of excess salts and sodium 315.6 1.3% 

Lake Lowell/Gravel Pit 7,985.9 34.0% 

Not Prime Farmland 3,170.0 13.5% 

Total Environmental Conditions Study Area Boundary Limits 23,487.5 100.0% 
APPENDIX A | OCTOBER 2016 PAGE 134

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

All state air quality jurisdictions are divided into three classes of air quality protection: Class I, II, and 

III. Class I areas are subject to maximum limits on air quality degradation called air quality increments, 

often referred to as Prevention of Significant Deterioration (PSD) increments. Class I areas are special 

areas such as national parks, national monuments, and wilderness areas. These air quality increments 

are more stringent than national ambient air quality standards. Most areas are designated as Class 

II areas, which are areas subject to maximum limits on air quality degradation. Class II has more 

stringent air quality increments than national ambient air quality standards but less than Class I. Class 

III areas have no air quality increments and may be degraded to levels correspondent to national 

ambient air quality standards. 

A Nonattainment Area is an air quality jurisdiction that has formally been recognized by the EPA as 

violating a national ambient air quality standard. 

A Maintenance Area is one where a nonattainment area now meets the standards and additional 

redesignation requirements in the Clean Air Act. 

An Area of Concern is an area that has exceeded the threshold of the National Ambient Air Quality 

Standards in the past, but has not violated those standards (Source: David Luft, Airshed Manager, 

Idaho DEQ). 

An airshed is a geographical area characterized by similar topography and weather patterns. Idaho 

DEQ bases the boundaries of airsheds on meteorological data. Certain geographical regions that 

violate NAAQS are designated as nonattainment areas. Nonattainment areas receive special attention 

and mitigation efforts in order to improve the ambient air quality to the established standards. The 

Administrative Boundaries for Areas with Sensitive Air Quality map in Appendix K shows attainment 

and nonattainment areas throughout the state of Idaho. 

Air Quality – Canyon County 

Canyon County is part of the Treasure Valley airshed, which 

is considered an Area of Concern for PM2.5 and O3. PM2.5 is 

particulate matter less than or equal to 2.5 microns in diameter; 

O3 is corrosive ozone. In the lower atmosphere, ozone is 

created by chemical reactions between air pollutants from 

vehicle exhaust, gasoline vapors, and other emissions. High 

concentrations of ozone are toxic to people and plants. 

The environmental conditions study area is entirely located in 

Canyon County and would most likely be considered an exempt 

project per 40 CFR 93.126, Air Quality, Bicycle and pedestrian 

facilities. 

Hydrology 

Surface waters, floodplains, wetlands, groundwater contaminants, and sole source aquifers are 

discussed in detail below. If proposed bicycle/pedestrian pathway projects include any alteration or 

other development work involving surface or groundwater, various levels of regulatory compliance 

and/or permitting would be required. 

Surface Waters 

The environmental conditions study area has a total of 21 irrigation canals, ditches, and drains. In 

certain instances, irrigation ditches and canals may be considered jurisdictional waterways, and 

specific regulatory requirements under Sections 404 and 401 of the Clean Water Act would apply to 

any proposed pathway encroaching upon these facilities. 
APPENDIX A | OCTOBER 2016 PAGE 135

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

According to the Lake Lowell Total Maximum Daily Load (TMDL): Addendum to the Lower Boise River 

Subbasin Assessment and TMDLs, Lake Lowell is considered impaired on the 303(d) list (impaired and 

threatened waters) for nutrients and low dissolved oxygen (DO), which is an indicator of the health of 

a body of water and its capacity to support a balanced ecosystem of plants and animals. DO levels in 

water below 5.0mg/l create an aquatic stressful environment. 

Source: http://www.deq.idaho.gov/water-quality/surface-water/tmdls/table-of-sbas-tmdls/boise-river-lowersubbasin.aspx. 

Floodplains 

Executive Order (EO) 11988: Floodplain Management requires federal agencies to avoid to the extent 

possible, long and short-term adverse impacts associated with modification and/or development of 

floodplains whenever a practicable alternative exists. EO 11988 and 23 CRF 650 Part A require an 

evaluation of project alternatives to determine the extent of any encroachment into the base floodplain. 

The base floodplain, also referred to as the “100-year-flood,” is the regulatory standard used by federal 

agencies for administering new development. This is a flood having a one percent chance of being 

equaled or exceeded in a given year. A “floodplain” is defined as a nearly flat plain along the course of 

a stream or river that is naturally subject to flooding. 

The Flood Insurance Rate Map (FIRM) Panel numbers for the environmental conditions study area are 

16027C0375F and 16027C0390F. The Federal Emergency Management Agency (FEMA) has not issued 

floodplain maps for these panel numbers because they have determined they are not in a special flood 

hazard area. 

Source: http://maps.idwr.idaho.gov/FloodHazard/Map 

Wetlands 

Executive Order 11990 Protection of Wetlands 

requires all federal agencies to “minimize the 

destruction, loss or degradation of wetlands, and 

preserve and enhance the natural and beneficial 

values of wetlands.” This Executive Order, along with 

U.S. Department of Transportation Order 5660.1A, 

directs federal agencies to avoid new construction in 

wetlands unless there is no practicable alternative and 

the proposed action includes all feasible measures to 

minimize harm to wetlands. These directives have a 

long-term goal of no overall net loss of the nation’s remaining wetlands. 

Wetlands have been defined by the U.S. Army Corps of Engineers (USACE) and the EPA, pursuant 

to Section 404 of the Clean Water Act (CWA) as: those areas that are inundated or saturated by 

surface or groundwater (hydrology) at a frequency and duration sufficient to support, and that under 

normal circumstances do support, a prevalence of vegetation (hydrophytes) typically adapted for life 

in saturated soil conditions (hydric soils) (USACE, http://www.usace.army.mil/). Wetlands generally 

include swamps, marches, bogs, and similar areas that are saturated by surface or groundwater and 

support vegetation adapted for life in saturated conditions [40 CFR 232.2(r)]. They provide important 

functions including groundwater recharge, erosion control, shoreline stabilization, and fish and wildlife 

food and habitat. 

The following presents the federal definition of Waters of the U.S., including wetlands. Wetlands are a 

subset of Waters of the U.S. and receive protection under Section 404 of the CWA. The term “Waters 

of the U.S.” as defined in Code of Federal Regulations (33 CFR 328.3[a]; 40 CFR 230.3[s]) includes: 
APPENDIX A | OCTOBER 2016 PAGE 136

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

1. All waters which are currently used, were used in the past, or may be susceptible to use in interstate or foreign commerce, including all waters which are subject to the ebb and flow of the tide. 

2. All interstate waters including interstate wetlands. 

3. All other waters such as intrastate lakes, rivers, streams (including intermittent streams), mud 

flats, sand flats, wetlands, sloughs, prairie potholes, wet meadows, playa lakes, or natural ponds 

that the use, degradation, or destruction of which could affect interstate or foreign commerce 

including any such waters:

 That are or could be used by interstate or foreign travelers for recreational or other purposes; 

 From which fish or shellfish are or could be taken and sold in interstate or foreign commerce; or 

 That are used or could be used for industrial purposes by industries in interstate commerce. 

4. All impoundments of waters otherwise defined as Waters of the U. S. under the definition. 

5. Tributaries of waters identified in numbers one through four. 

6. Territorial seas. 

7. Wetlands adjacent to waters (other than waters that are themselves wetlands) identified in numbers one through six. 

Waters of the U.S. do not include previously converted cropland. Notwithstanding the determination of 

an area’s status as prior converted cropland by any other federal agency, the final authority regarding 

CWA jurisdiction remains with EPA (328.3[a][8] added 58 FR 45035, Aug. 25, 1993). 

Potential wetland areas were identified using existing National Wetlands Inventory (NWI) maps (http://

www.fws.gov/wetlands/Data/Mapper.html). This initial mapping was not field verified by a qualified 

biologist or wetland expert. Formal wetland delineation in accordance with the 1987 USACE Manual 

and Arid West (2010) Regional Supplement requires a more detailed identification process, which 

would involve delineating hydric soils and hydrologic parameters. Figure A5 shows the approximate 

NWI wetland boundaries based solely on vegetation type. 

Figure A5 shows the locations of floodplains and wetlands. 

Groundwater/Sole Source Aquifers 

A sole source aquifer is an underground water supply designated by the Environmental Protection 

Agency (EPA) as the “sole or principal” source of drinking water for an area. Projects that are to 

receive federal financial assistance and have the potential to contaminate the aquifer "so as to create 

a significant hazard to public health" under the Safe Drinking Water Act of 1974 (42 U.S.C. 201, 300 

et seq., and 21 U.S.C. 349) are subject to EPA review and approval. As shown in Appendix L, no 

designated sole source aquifers are located within the environmental conditions study area. 

Source: http://www.deq.idaho.gov/media/462639-sole_source_aquifers_west_map.pdf 

Hazardous Materials

The Idaho DEQ databases were researched for any regulated hazardous facilities reporting to the EPA. 

The databases contain information about environmental activities that may affect air, water, and land. 

The facilities reporting to the EPA may be related to waste, water quality, toxics, air quality, radiation, 

and other types of facilities. 

Table A4 lists sites identified in EPA’s database within the environmental conditions study area 

including Underground Storage Tanks (USTs), Leaking Underground Storage Tanks (LUSTs), Resource 

Conservation and Recovery Act (RCRA) sites, and brownfields. 
APPENDIX A | OCTOBER 2016 PAGE 137

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 Table A4 – Hazardous Materials Summary 

Source: Envirofacts, 2014, http://www.epa.gov/enviro/index.html 

Further evaluation may be needed during project development to determine if there is a potential for 

encountering specific sites or contaminated areas during construction. This may include subsurface 

investigation activities to determine the extent of soil and groundwater contamination. 

If an investigation determines that contaminated soils or groundwater could be encountered during 

construction, handling/disposing of the contaminated material must be conducted in accordance with 

federal, state, and local laws and specifications. 

Biological Resources 

Biological resources including threatened and endangered species, state sensitive species and 

wildlife, and fish resources are discussed in detail below. 

Threatened and Endangered Species 

The Endangered Species Act (ESA) of 1973 (16 U.S.C. §1531 et seq.) protects federally listed 

threatened and endangered plant and animal species and the critical habitats in which they are 

found. Endangered species are those that are in danger of extinction throughout all or a significant 

portion of their range. Threatened species are those that are likely to become endangered in the 

near future throughout all or a significant portion of their range. Candidate species are those that are 

actively being considered for listing as endangered or threatened under the ESA, as well as those 

species for which the National Marine Fisheries Service has initiated an ESA status review (Federal 

Register, Volume 64, 1999). Candidate species receive no protection under the ESA. Proposed 

species are candidate species found to warrant listing as either threatened or endangered and were 

officially proposed as such in a Federal Register notice after the completion of a status review and 

consideration of other protective conservation measures. The Idaho Fish and Wildlife Office in Boise, 

Idaho maintains the State of Idaho’s ESA list of endangered, threatened, proposed, and candidate 

species with associated proposed and critical habitats. Below is a summary of the species listed in 

the environmental conditions study area based on information from the U.S. Fish & Wildlife Service’s 

Information, Planning, and Conservation (IPaC) system. 

Source: http://ecos.fws.gov/ipac/ 

Facility ID Facility Name Street Address City Type

3-140056 Nampa Hwy District #1 4507 12th Ave. Rd. Nampa UST/LUST 

3-140202 Bryce Millar 3502 S Midland Blvd Nampa UST 

3-140698 Gem Stop 1502 S. Middleton Rd. Nampa UST 

3-140164 Gem State Academy Montana & Hwy 55 Caldwell UST/LUST 

3-140055 Lake Lowell Market 15722 Riverside Caldwell UST/LUST 

3-140197 DFNWR Iowa Rd. 

Maintenance Area Nampa UST 

3-140611 Ron’s Lakeshore 9031 Lake Shore Dr. Nampa UST/LUST 

Brownfield 

3-140141 Pioneer Hi-Bred International 9178 Lakeshore Dr. Nampa UST/RCRA 

IDR000001453 Bass Auto Body 9675 Hwy 45 Nampa RCRA 

IDD980978159 Chegwidden Trucking & 

Excavating 4411 Sunnyridge Rd. Nampa RCRA 

IDD072991508 Idaho Sand & Gravel Co. Inc. Karcher Rd. and 10th Ave. Caldwell RCRA 
APPENDIX A | OCTOBER 2016 PAGE 138

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Slickspot Peppergrass (Lepidium papilliferum) 

Slickspot peppergrass is a proposed species. The slickspot peppergrass is endemic to southwestern 

Idaho, where it is restricted to unique small-scale openings within sagebrush steppe habitats. Also 

known as Idaho pepperweed, slickspot peppergrass is an annual or biennial tap-rooted plant, 

averaging 2 to 8 inches in height. Leaves and stems are covered with fine, soft hairs, and the leaves 

are divided into linear segments. When in bloom, the clusters of small white flowers nearly cover the 

entire plant. Flowers are numerous, 0.1 inches in diameter, and have four petals. This flower only grows 

where puddles or small pools form after rain or snow and then dry up in hot climate. 

Although Slickspot peppergrass has critical habitat in Canyon County, no critical habitat is listed within 

the environmental conditions study area. 

State Sensitive Species 

Section O6D of the ESA defines State Sensitive Species as those species that could become 

endangered or extinct with the state. The network of Natural Heritage Program and Conservation Data 

Center (CDC) ranks the range-wide and state status of plants, animals, and plant communities. Idaho 

Fish and Game maintains a database of species that are considered to have the greatest conservation 

need in Idaho. Western Grebe is one species located in the study area. Table 4-3 of the Deer Flat 

National Wildlife Refuge Draft CCP and Environmental Impact Statement provides a complete list of 

sensitive species within the study area. 

Sources: 

Idaho Fish and Game: http://fishandgame.idaho.gov/public/docs/compWildStrategy/appendixB.pdf 

Draft DFNWR CCP and EIS: http://www.fws.gov/deerflat/PDF/5DeerFlatNWR.DraftCCPEIS.Chpt4.pdf#page=26 

 Human Environment 

The human environment involves components that are strongly influenced by or are related directly to 

humans including demographics, environmental justice, cultural resources, visual impacts, section 4(f) 

and 6(f) resources, land use, and noise. 

Demographics 

Minorities, Low Income Populations 

The following Census tracts were researched to determine locations of minority and low income 

populations: 

 Census Tract 223 – encompassing the southern portion of Lake Lowell from Wagner Rd. (west) to 

Duck Ln. (east) 

 Census Tract 224 – encompassing the southeastern portion of Lake Lowell from Duck Ln. (west) to 

Sunnyridge Road 

 Census Tract 218 – encompassing the northern portion of Lake Lowell from Wagner Rd. (west) to 

Lake Ave. (east) 

 Census Tract 209.02 – encompassing the northeastern portion of Lake Lowell from Lake Ave. 

(west) to 12th Ave./SH 45 (east) 

 Census Tract 209.01 – encompassing the eastern portion to Sunnyridge Road 

Data from the estimated 2013 U.S. Census and the 2014 Federal Financial Institutions Examination 

Council presented in Table A5 provides information in which to evaluate social impacts and 

characteristics of the existing population. 
APPENDIX A | OCTOBER 2016 PAGE 139

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

The comparison indicates Census Tract 209.02 has the highest percentage of population below the 

poverty level; however, Census Tract 224 has the lowest median household income at $52,008 within 

the environmental conditions study area. The City of Caldwell has the lowest median household 

income of the cities in the study area at $39,302. 

 Table A5 – Demographic Information 

Source: http://www.ffiec.gov/ 

Environmental Justice 

Title VI of the U.S. Civil Rights Act of 1964, as amended (Title 42 United States Code, Chapter 21) 

and EO 12898 require that no minority or low-income person shall be disproportionately adversely 

impacted by any project receiving federal funds. For transportation projects, this means that no 

particular minority or low-income person or population may be disproportionately isolated, displaced, 

or otherwise subjected to adverse effects. An environmental justice evaluation may need to be 

completed during the project development process if it is questionable whether any project could 

adversely impact any minority or low-income persons within the environmental conditions study area. 

Cultural Resources 

Section 106 of the National Historic Preservation Act (16 United States Code 470 et. Seq.), requires 

federal agencies to “take into account” the effect a project may have on historic properties. The 

purpose of the Section 106 process is to identify historic properties that could be affected by the 

undertaking, assess the effects of the project, and investigate methods to avoid, minimize, or mitigate 

any adverse effects on historic properties. 

Cultural resources are defined as the expressions of human culture and history in the physical 

environment including culturally significant landscapes, historic and archaeological sites, Native 

American and sacred places, and artifacts and documents of cultural and historical significance. 

The National Register of Historic Places (NRHP) database website was accessed to research historic 

properties in the environmental conditions study area. Two historic sites were found: 

 The Deer Flat Embankment – U. S. Department of the Interior National Park System (NPS) 

Area

2013 

Population 

(estimated) 

Median 

Household 

Income 

2008–2012 

Estimated 

Population Below 

Poverty Level

Minority 

(Non-White, 

Hispanic, and 

Latino included)

State of Idaho 1,612,136 $47,015 15.1% 16.9% 

Canyon County 198,871 $42,691 19.6% 28.4% 

City of Caldwell 48,957 $39,302 22.1% 39.2% 

City of Nampa 86,518 $40,835 22.0% 27.3% 

Area 2014

Population 

Estimated 

Median 

Household 

Income 2014 

Estimated 

Population 

Below Poverty 

Level

Tract Minority 

Census Tract 223 6,215 $56,673 10.45% 21.03% 

Census Tract 224 4,472 $52,008 9.79% 16.28% 

Census Tract 218 5,630 $52,192 11.21% 16.96% 

Census Tract 209.02 14,190 $56,556 11.46% 21.17% 

Census Tract 209.01 12,861 $60,915 7.63% 18.23% 
APPENDIX A | OCTOBER 2016 PAGE 140

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

#72001610 was certified as a national historic site on March 8, 1972

 Diversion Dam and Deer Flat Embankments – NPS #76000666 was certified as a national historic 

site on March 14, 1976

No other information was found concerning The Deer Flat Embankment (NPS #72001610). It is thought 

that NPS #76000666, Diversion Dam and Deer Flat Embankments (Embankments), includes the 

Embankments at Deer Flat Reservoir (Lake Lowell) with the Diversion Dam on the Boise River; this 

NPS number is used to reference the Embankments on the NRHP. 

The Embankments consist of two large and two small earthen embankments: Deer Flat Upper 

Embankment, Deer Flat Lower Embankment, Deer Flat Middle Embankment, and Deer Flat East 

Dike Dam. All are considered historical under the same NPS #76000666 and located within the 

environmental conditions study area as shown in Figure 10. No other historic places are listed within 

the environmental conditions study area. 

Source: http://www.nationalregisterofhistoricplaces.com/id/Canyon/districts.html. 

Visual Impacts 

The National Environmental Policy Act (NEPA), 42 USC Section 4231, requires that all actions 

sponsored, funded, permitted, or approved by federal agencies undergo planning to ensure that 

environmental considerations such as impacts related to aesthetics and visual quality are given 

due weight in project decision making. NEPA Section 101(B) (2) states that it is the “continuous 

responsibility” of the federal government to “use all practicable means” to “assure for all Americans 

safe, healthful, productive, and aesthetically and culturally pleasing surroundings” (NEPA, http://www.

epa.gov/compliance/nepa/). 

Under Council on Environmental Quality (CEQ) implementing regulations, environmental analysis 

is to consider impacts on “urban quality, historic and cultural resources, and the design of the built 

environment” (Section 1502.16). Agencies shall “identify methods and procedures to insure that 

presently unquantified environmental amenities and values may be given appropriate consideration” 

(Section 1507.2). Federal Implementing regulations are included in 23 CFR 771 (FHWA) and 40 CFR 

1500-1508 (CEQ). 

In-depth visual assessments were not included in the NEPA analysis for the proposed bicycle/

pedestrian pathway projects. As each future pathway project begins the process of implementation, it 

will be determined whether or not an individual project requires a visual impact review. 

Section 4(f) Resources 

Section 4(f) refers to the original section within the Department of Transportation Act of 1966 (23 

CFR 774), which set the requirement for consideration of publicly owned park, recreational area, 

wildlife and waterfowl refuges, and any publicly or privately owned historic sites in projects that 

receive federal funding. “Use” may mean ether a direct use or constructive use. A direct use occurs 

when land that is permanently incorporated into a transportation facility or temporarily occupies the 

land has an adverse effect on a 4(f) resource. Constructive “use” occurs when a project’s proximity 

impacts are so severe that the protected activities, features, or attributes that qualify a resource 

for protection under 4(f) are substantially impaired. Use is determined by the Federal Highway 

Administration (FHWA), including measures(s) to minimize harm that will have a de minimis impact. 

Any project action within the Refuge area would result in “use” of a publicly owned wildlife and 

waterfowl refuge. FHWA could determine this project has de minimis impact to the DFNWR, meaning 

the impact is one that will not adversely affect the activities, features, or attributes of the property. 
APPENDIX A | OCTOBER 2016 PAGE 141

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

The decision ultimately lies with FHWA. Table A6 lists the 4(f) properties within the environmental 

conditions study area. 

 Table A6 – 4(f) Public Parks, Schools, and Wildlife and Waterfowl Refuges in the Study Area 

Sources: http://www.idaho.gov/education/k12.html; http://www.fws.gov/deerflat/map.html 

Section 6(f) Resources 

Section 6(f) of the Land and Water Conservation Act (LWCA) requires that the conversion of lands or 

facilities acquired with LWCA funds (CFR Title 36, Chapter 1) be coordinated with the U.S. Department 

of the Interior (DOI). The DOI must approve and ensure any replacement lands are of equal value, 

location, and usefulness. 

The Land and Water Conservation Fund (LWCF) database was accessed to identify LWCF properties 

within the environmental conditions study area. As shown in Table A7, one 6(f) site listed is within the 

environmental conditions study area. 

 Table A7 – LWCF 6(f) Resources 

Source: http://www.invw.org/data/lwcf/grants-id.html 

Conversions of Section 6(f) property acquired or developed with LWCA funds for a non-recreational 

purpose must be approved by the Secretary of Interior. It is not anticipated that any of the projects 

would require conversion of land or facilities to a non-creational use. 

Federal Aeronautics Administration (FAA) Airspace Intrusion 

Federal Aviation Administration (FAA) maps and databases and local zoning and comprehensive plans 

were reviewed to identify aviation facilities and FAA airspace within the environmental conditions study 

area. No public or private airports/heliports are located within one mile of the environmental conditions 

study area. 

4(f) Resource Type of 4(f) Resource Address Potential 

for Impact 

Lake Ridge Elementary 

School 

Public school with 

recreation area 12974 Iowa Avenue, Nampa, ID Unlikely 

Owyhee Elementary 

School 

Public school with 

recreation area 615 Burke Lane, Nampa, ID Unlikely 

Sunny Ridge Elementary 

School 

Public school with 

recreation area 506 Fletcher Dr., Nampa, ID Unlikely 

Lake Lowell Park Public park 12974 Iowa Avenue, Nampa, ID Possible 

DFNWR Visitor Center National Wildlife Refuge 

management facility 

13751 Upper Embankment 

Road, Nampa, ID Possible 

DFNWR National Wildlife Refuge 13751 Upper Embankment 

Road, Nampa, ID Possible 

6(f) Resource Type of 6(f) Resource Address Potential 

for Impact 

Lake Ridge Elementary 

School Public park 12974 Iowa Avenue, Nampa, ID Possible 
APPENDIX A | OCTOBER 2016 PAGE 142

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Deer Flat National Wildlife Refuge Environmental Concerns 

On Figure 10 the Refuge has identified environmental “pathway concerns” in specific areas around 

the refuge. Concerns were denoted by color, i.e., red where a pathway would encounter major issues, 

yellow where a pathway or bike/pedestrian improvement would encounter few issues, and green 

where no issues would be encountered. Areas where no issues would be encountered are intermittent 

on the south, southwest, and northwest areas of the Refuge. Red areas where major issues would 

be encountered if a pathway or bike/pedestrian improvement were proposed are mainly located 

on the north, northeast, and southern tip of the Refuge. Areas where a pathway or bike/pedestrian 

improvement would evoke few issues are located on the southwest and northeast areas of the Refuge. 

Also identified on Figure 10 are specific areas and their unique environmental issues: 

1. Shoreline and emergent vegetation heavily used by waterfowl and roosting eagles 

2. Area immediately adjacent to historic grebe colonies and heron rookery 

3. Long standing sanctuary that has been closed to the public for decade 

4. Immediately adjacent to a wetland areas that is heavily used by migrating waterfowl and hunters 

5. Increases in cycling and pedestrian use will likely degrade hunting experience. Area may be near 

heavily contaminated site. 

6. Increases in cycling and pedestrian use will likely degrade hunting experience. 

7/8. Area immediately adjacent to farming operation that successfully attracts and feeds large 

concentrations of migrating waterfowl. 
APPENDIX B.

ENVIRONMENTAL SCAN
APPENDIX B | OCTOBER 2016 PAGE 144

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

ENVIRONMENTAL SCAN 

OVERVIEW

The purpose of this planning-level Environmental Scan (ES) is to expand on the ‘Environmental 

Resources’ subsection of the Existing Conditions section of the Lake Lowell Area Bicycle and 

Pedestrian Access Plan. The Environmental Resources section includes a comprehensive overview 

of known environmental resources within the study area. This ES includes a summary of potential 

environmental issues, resources present, and permitting that may be required upon implementation of 

priority bicycle and pedestrian projects identified in the ‘Network Plan’ section of the Lake Lowell Area 

Bicycle and Pedestrian Access Plan (Plan). 

According to the Deer Flat National Wildlife Refuge CCP, the DFNWR encompasses 10,500 acres with 

approximately a 9,000-acre overlay area on Lake Lowell. The study area for the Network Plan extends 

approximately 4,000 feet in all directions beyond the DFNWR boundaries as shown in Figure 1. Some 

of the priority routes identified in the Network Plan reach the cities of Caldwell and Nampa with the 

majority in unincorporated Canyon County. 

This ES provides planning-level information and is not intended to meet the requirements of the 

National Environmental Policy Act (NEPA) or NEPA implementing regulations. Since a majority of 

the priority projects in the Network Plan are minor bicycle and pedestrian widening and intersection 

improvements, they would likely qualify for Categorical Exclusion (CE). However, the lead agency will 

determine the appropriate level of NEPA documentation required for each project based on the scope, 

location, and potential resource impacts. 

Environmental Scan Focus

Due to the large number of projects identified in the Network Plan, this ES focuses only on the priority 

routes identified in the Network Plan. Figure A7 shows the priority routes and known environmental 

resources within the planning area. Sources used to develop this ES include various local, state, and 

federal agency databases and sources, along with the priority projects identified in the Network Plan. 

Appendix L includes the opinions of probable construction costs for the priority 1 projects.

Roadway Jurisdiction

The road right-of way, where most proposed priority bicycle and pedestrian improvements would 

occur, is owned by four local jurisdictions:

 Canyon County Highway District No. 4 – north and west, roads in unincorporated Canyon County

 Nampa Highway District No. 1 – south and east, roads in unincorporated Canyon County

 City of Caldwell – north, roads in city limits

 City of Nampa – east and north, roads in city limits

The Idaho Transportation Department has jurisdiction over State Highway 55 (Karcher Road) and 

State Highway 45.

As described in the ‘Roadway Information’ subsection in the Existing Conditions section of the 

Plan, most proposed bike lanes would be completed within the existing right-of-way. Most Highway 

District roadways within the planning area have 50 feet of right-of-way, most of which is prescriptive 

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Iowa Ave

Middleton Rd

Yoder Ave

Sioux St

High Ave Hudson Ave

High St

Delaware Ave

Sunset St

Fairview St

Watoosi Ln

3rd Ave

Sheridan Ave

Kings Row Rd

Kings Ct

7th St

Ivy St

20th St

Round Valley St

Stanford St

StarrAve

Alicia St

Meeker Ave

Wagon Rd

Polara Way

Cirrus Dr

Wintercrest St

Belknap Dr

River Rock Ln

Venice St

Borealis Dr

Waterfowl Ave

Orah Way

Shilo Dr

Municipal Dr

Cherokee Ave

Adelaide St

Barkley Way

Ormsby Ave

Middle Creek Dr

Nevada Ave

Weston Ave

Lambert Dr

Brenan Dr

Profit Cir

Burke Ln

Fay Ln

Talon Ct

Sage Ct

Vineyard Way

Palmer Dr

Bonneville Dr

Madison Ave

Karcher Rd

Sparks Ave

Chase St

Aries Dr

Locust St

Toussand Dr

Skye Dr

Wilson Ln

Keim Ln

Dell Ct

Bratton Dr

Hawk Ct

Lowell Ln

Maryland Ave

Lake Lowell Ave Mason Ln

26th St

Dietz Way

Ridge Dr

Maine Ave

44th St

Lori Dr

Ram Ct

Teakwood Dr

Elder St

Antigua Ave

Daisy Pl

Cielo St

1st St

Clark Pl

Young Ave

Clifton Way

Laurel Way

Greens Dr

Cedar Park Dr

Caspian Dr

Gentry Dr

Hillcrest Way

Cross Creek Dr

Dynasty Ave

Lava Ave

Lexi's Ln

Shoshoni Rd

Melba Dr

Ven tura Dr

Eldoran Dr

Stadium St

Piersol St

Buckskin Dr

Ohio Ct

18th Ave

York Ave

19th St

Carol St

7th Ave

Colter Bay Dr

Graham Ave

Emerald Dr

Twin Springs Way

Idaho Ave

Flamingo Ave

4th Av e

Cougar Ave

Chicago St

Ohio Ave

Oklahoma Ave

Barbara St

Meyer Ave

McLaughlin Dr

Lily Ave

Pump Rd

Park Ave

Shallon Dr

Skyview St

Kristy Pl

Celeste Ave Julie St

Clayton St

Industrial Rd

Stinson St

Stoll Ct

Flint Dr

Pit Ln

Lake Ln

Mor n ing Sun Dr

Spicewood Ave

Enoch Dr

Crestwood Dr

Hickman St

36th St

Sahara Dr

Don St

Cupid Dr

Mountain Hawk Rd

Boulder Ave

Primrose Dr

Jasmine Ct

Sierra Dr

8th St

Cambridge St

Montana Ave

Jason Dr

20th Ave

Benton Ave

Kent Ave

Indigo Ct

Nancy Ln

Umatilla Dr

Fallcrest St

Broadmore Way

Tio Ln

Hawaii Ave

C arriageHill Way

Holly St

Palace Ct

Skyline Dr

Ra ni tree Dr

Mil el r Way

Park Ln

Sutton Ave

Mission Pointe Dr

Kimball Ave

Rock Ct

Emory Ave

Longtail Dr

Signorello St

Glasgow Ave

Landon Ln Curlew St

Leo Dr

Garden Ave

Quail Ridge Dr

Karcher Rd

Sunny Ln

Roberts Pl

Grouse St

Iris Ct

Purt Rd

Dufur St

Railroad St

Pine Creek Dr

Pat Ln

Ramp

Boreal Ct

Dew Mist Dr

Rhineriver Dr

11th St

Cedar Park Ln

Mill Ct

Cathie Dr

Sutton St

Cattail St

Settlers Dr

Grouse Ave

Ben Ln

Ivy Ct

Groveton St

Devl ni Way

Brandt Ave

Vicki Dr

ColfaxDr

Downs Ave

Ellis Ave

Kara Anne Ave

Saxton Ln

Eaglecrest Dr

Tripple Ct

Alpine Dr

Hilton St

Navajo Cir

Americana Dr

Fujii Dr

Fern Dr

Gaines Ct

Parkview Way

Roston Ct

Tacola St

Bingham St

Juanita Way

Noah Dr

Kinghorn Dr

Peppermint Dr

Fern St

Poplar St

Eclipse Dr

Newhaven St

Oak Pl

Te tonAve

Deer Flat Rd

Ila Ln

Valley Dr

Wessex Ln

Secretariat Way

Howard Ln

Daniel St

David St

Clearview Av

Heulah Ln

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Torrey Ln

Habitat St

Amaya Way

Park Ridge Dr

Marketplace B vl d

Newberry Way

37thSt

Fiesta Way

Roberts Ln

Blossom Ave

Blue Ridge St

Collins Ct Hampton Ln

Walker Lake Rd

Ravalli Dr

Brooklyn Dr

Park Dr

Sheep Mountain Ln

Aberdeen Ave

Bonner St

Murray St

Mckenzre St

Canterbury Ln

Lanager Ct

Portland Ave

Cocoon St

Black Butte Ct

Josh Pl Sundance Rd

Castleton Ave

Kokomo Dr

Arrowhead Dr

Muir Dr

Kansas Ave

Fargo Ave

Flamingo Ave

Sugar St

Lewis Ln

Stanford St

Sherman Ave

Millstone St

Patrice Dr

Mycahl Ln

Oak St

Silver Lining Dr

RedOak Dr

Olympic Ave

Florence St

Barry Ln

Man O War Dr

Barger St

Ada Pl

Wiltshire Ln

Joe Ln

Havenwood Ave

Rivendell Ct

Lewis Ln

Willow Ave

Hampshire Ln

Taylor St

Adams St

Finch Dr

Oak St

Farner Rd

Pebble Way

Vista Dr

Fern St

Commerce St

Muirfield Ln

Pride Ln

Ruth Ln

Castle Way

Cypress St

Creek Ct

Comstock Ave

Vista Dr

Sage Creek Rd

Radcliff St

Camelot Dr

Harrison Ln

Bridgewater Ave

Moonstruck Dr

Port St

Newby St

Roberts Ave

Kings Rd

Crown Pointe Ave

Orchard Ave

Banyon St

State St

Boone Ave

Railroad St

Moose Creek Dr

Hailey Ave

Bright St

Sheridan Ave

Map Rock Rd

1st Ave

Badger Dr

19th St

Elder St

Bannock Ave

Chaparral Ranch Dr

10th St

Hensen Dr

Fair Ln

Sunnydale Pl

2nd Ave

Hayes St

Lilac Ln

Lakecrest Dr

Ranchview Dr

Ruby Dr

Shamrock Ave

Nay Dr

Crestview Dr

Selland Way

Williams Ln

Worth Wa y

Teton Dr MeadowbrookLn

Estates Dr

Amy Ln

Stampede Dr

Fall Dr

Checola St

Laster Ln

Piute Pl

Wall St

Tamarack Dr

Braden Ln

Myrtle Ln

Alexa St

Erin Ave

Lawrence Dr

2nd St

42nd St

B al keslee D r

Horizon Wa y

Iv y Dr

NavajoDr

Ponderosa Dr

Goose Ln

Greenwing St

Sherman Ave

Sauvageau Ln

Camas St

Jessie Ln

Olive St

3rd St

23rd Ave

15th Ave

Banner St

Fall Pl

Washington Ave

39th St

Almond St

13th Ave

4th St

12th St

6th St

Pine St

10th Ave

9th St

14th St

17th Ave

8th Ave

14th Ave

Chestnut St

Juniper St

19th Ave

5th St

Dewey Ave

9th Ave

Front St

Lincoln Ave

3rd St

5th Ave

12th Ave

13th St

Tooele Dr

Florida Ave

Heartland Dr

Garland St

Hoadley Rd

Sky Ranch Rd

Snake Ln

Bayhill Dr

St Lukes Dr

Ringneck Dr

Coyote Cove Rd

Tricia St

Wycliff Dr

Thomas Mill Dr

Jeb Ln

Jefferson St

Meyer St

Su nflower Dr

P heasant Ln

Norman St

21st St

Alderstone St

Highland Ave

Ranch Rd

Orchard Heights Way

Tara St

Carolina St

Astor Ave

Wildflower Dr

Crisholm Rd

Zachery Ave

Brandi Ln

Crescent Dr

Bell Ct

Linda St

Mesa St

Drakes Ln

DeweyDr

Dearborne Rd

High Desert St

Denali Pl

Winther Blvd

Scotts Ln

Linda Ln

Skyview Dr

John Ln

Silver Creek Dr

Sw itzer Way

Ramp

Red Fir St

Sweet Dr

Klamath Ln

Georgia Ave

Syrah Ct

Rocklan Ct

Borah Way

PFE Dr

Winter Ct

Bayou Way

Blaine Ave

Midland Blvd

Neilscott Dr

Harms Ln

Fletcher Dr

Rainbow Dr

Emerald Rd

Falcon St

Arbor Pointe Way

Duke St

Palrang Dr

Bing Rd

Nash Ln

Shoshone Ave

Gresham Dr

Megan Ct

ColtDr

Jacob Dr

Nana Ln

Smith Ave

Jarom Ln

Tiegs Way

Lake Ave

Elmore Ave

Park Centre Way

Rose Briar L n

Abram Ave

Moss Ln

Galaxy Dr

Delta Dr

Dakota Ave

Fowler Ln

Colorado Ave 20thSt

Trailside Dr

Bird Ave

Zion Park Dr

Ethel Dr

Owyhee Ave

Canyon St

Merlot Pl

Ten Ln

Chicago Ct

Portage St

52nd St

AuroraDr

Deer Ridge Trl

Pixie St

Frerichs Ln

Paraiso St

Laster St

Shay Park Way

Elijah Dr

Lavin St

Moss St

Holly Ln

Wilma Ln

Zer Rd

Ridgecrest Dr

Stardust Ln

Wilbeth Ln

Barret View Ct

Stratford St

Amity Ave

Gem St

Ashford Ln

Stamm Ln

Bridgeport Dr

Brimley Dr

40th St

Sylvia Ln

Pelican Ln

Craig Ln

Hunt Ave

Burnett Dr

Shefa Ln

Woosley Dr

Wherry Ln

Gate Blvd

Red Tail Ln

Covey Ln

Clarence Ln

Pascoe Ln

Apricot Ln

Graye Ln

Fieldcrest Dr

Tiercel Dr

Portner Rd

Waterlily Ave

Private Dr

Midway Rd

Oak River Ln

Keogh Ln

Towers Dr

Cindy Dr

Cloudless St

Rogers Ln

Honey Dr

Lloyd Ln

Abby Ln

Misty Ln

Galleria Dr

Hasbrook St

Burgandy Pl

Prairie Ln

Weis Ct

Lynwood Rd

Christopher St

Henry Ln

Alma Ln

Trinity Ave

Iowa Ave

Sagewood Ln

Sunshine Ln

Compass Way

Nette Way

Mill West Ln

Cattle Ln

Equest ri an Way

Aztlan Dr

Symms Rd

Shenandoah St

Memory Ln

Chicken Dinner Rd

Beach Cherry Dr

Duck Ln

Scism Rd

Aldridge Ln

Kris Jensen Ln

Kiser Rd

Colter Rd

Cessna Way

Shannon Dr

Heliport Rd

Bonnie Ln

Malt Rd

Providence Ln

Featherstone Dr

Red Fox Ln

59 th St

Meredith Ct

Randall Ln

Lam b ert Ln

Huckleberry Dr

Meadowbrook Dr

Newbrook Dr

ChurrucaLn

Centennial Dr

Lyons Dr

Hall Dr

AnakateLn

Cherry Ln

Deersky Ranch Trl

Terra Linda Way

Lonkey Ln

Private Dr

Cruse Ln

Eat A

Williamson Ln Bite Ln

True Rd

Paul Ln

Lowell Rd

Norco Way

Pear Ln

Pear Ln

Track Rd

High Hope Ln

Houk Rd

Beet Rd

Darrow Ln

Sage Acres Ln

Crab Apple Ln

Pecan Ln

Upper Embankment Rd

Chicken Dinner Rd

Cool Rd

Locust Ln

Lake Shore Dr

Lake Shore Dr

Elbow Ln Southside Blvd

Midland Blvd

Florida Ave

Idaho Center Blvd

Bear Ln

Sunnyridge Rd

Farm

way Rd

2ndSt

Roosevelt Ave

Middleton Rd

11th Ave

Madison Rd

7th St

Souths di e B vl d

10th Ave

16th Ave

Iowa Ave

Moss Ln

Karcher Rd Karcher Rd

Happy Valley Rd

Orchard Ave

Grays Ln

Greenhurst Rd

Railroad St

Ustick Rd

Deer Flat Rd

Midland Blvd Caldwell Blvd

Garrity Blvd

Amity Ave

Happy Valley Rd

Northside Blvd

Greenhurst Rd

Montana Ave

Lone Star Rd

Airport Rd

Franklin Blvd

Dooley Ln

Hoadley Rd

Holly St

Homedale Rd

Smith Ave

Roosevelt Ave

22nd Ave

Birch Ln

Fern St

Laster St

Cleveland Blvd

Chicago St

Chicken Dinner Rd

Locust Ln

Flamingo Ave

Lake Ave

Powerline Rd

12th Ave Rd

Sunnyslope Rd

7th Ave

3rd St

Weitz Rd

Cherry Ln

KarcherBypa

Rim Rd

Indiana Ave

Victory Rd

Lake Lowell Ave

Kings Rd

Midway Rd

Can Ada Rd

Wagner Rd

Davis Ave

Lake Shore Dr

Hwy 45

Franklin Rd

Midway Rd

Lake Shore Dr

Marsing Rd

Locust Ln

Perch Rd

Lonkey Ln

Malt Rd

Riverside Rd

Lewis Ln

Pride Ln

Ustick Rd

Happy Valley Rd

Lake Shore Dr

Locust Ln

Diversion Dam

and Deer Flat

Embankments

Elijah Drain

Elijah Drain

Tenmile Creek

Indian Creek

Wilson Drain

Escott Drain

Dixie Drain

Mason Creek

Upper Embankment Dra ni

Mason Creek

Amit y Drain

Jonah Drain

Wood Drain

12th Ave Drain

Upper Embankment Drain

Solomon Drain

Aaron Drain

Grimes Drain

Deer Flat High Line Canal

Mason Creek

Herron Lateral

Caldwell High Line Canal

Cou el e Drain

Dewey Lateral

Wilson Drain

Caldwell Low Line Canal

Notu s Canal

Moses Drain

Lamm Drain

Weeks Drain

Lower Embankment Drain

Deer Flat Low LineCanal

Sunnyslope La et ral

Purdam Gulch Drain

Demke Lateral

South Canal

Forest Canal

Norris Lateral

Bohlson Lateral

Mo ra Canal Extension

Barth Lateral

Fogarty Lateral

Ridenbaugh Canal

Deer Flat North Canal

North Valley Mound Wasteway

Dotson Drain

Myers Drain

Fisk Sublateral

Stewa rt Lateral

Ridenbaugh High Lin e Canal

McIntyre Lateral

Mason Creek

Wilson Drain

Fuger Lateral

Messler Lateral

Lizard Wasteway

Burke Lateral

Middle Lateral

Martin Lateral

Langdon Lateral

Stewart Lateral

Coulee Drain

Brooks Lateral

Wood Drain

Penninger Drain

Elijah Drain

Sturgeon Lateral

Garland Drain

West Lateral

Fieselmann Lateral

Vasold Lateral

Carlson Lateral

Deer F al t Caldwell Canal

NorrisLateral

Dewey Later al

West Fork G olden Gu cl h Drain

Phyllis Canal

Caldwell Canal Feeder

Deer Flat Caldwell Canal

Dolbow Lateral

Edwards Lateral

East Madd e nLateral

Burris Lateral

Conroy Lateral

Mitchel Drain

Langdon Lateral

B Line Canal

West Lateral

MutchLateral

Peters Lateral

ElijahDrain

Aven Lateral

Herron Lateral

He ni e Sublateral

Knob Sublateral

C Line Canal

Middle Lateral

Scholtie Lateral

Lizar Lateral

North Robinson Lateral

Burke Lateral

Thacker Lateral

Thacker Lateral

Miller Lateral

Isaiah Drain

Stone Lateral

North Nampa Lateral

Yarnell Later al

Mora Canal

East Lateral

!D

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!E

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!F

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Copyright:© 2014 Esri

LEGEND

Study

Interstate

State Highway

US Highway

Deer Flat Wildlife Refuge

"/ 4(f) Property

"/ 6(f) Property

e[ National Register Historic Places

Z Airports

Hazardous Materials

!( RCRA

!( UST

!<( UST/LUST

!<( UST/RCRA

!<(ι UST/LUST/Brownfield

Pathway Concerns

Major issues

Few issues

No issues

NWI Wetlands

Freshwater Emergent Wetland

Freshwater Forested/Shrub

Wetland

Freshwater Pond

Lake

Other

Riverine

Subbasins

100 Year Flood Zone

500 Year Flood Zone

Farmland

Prime Farmland

Farmland of Statewide

Importance

Canals/Streams

Canal

Stream

test

Caldwell Access

Lake Lowell Access

Nampa Access

Properties 50+ Years

Public Lands

Muncipal Property

City of Parma

City of Nampa

City of Middleton

City of Caldwell

School District Property

Nampa School District

Vallivue School District

Caldwell School District

Middleton School District

County Lands

Canyon County

State Lands

State of Idaho

Idaho Fish and Game

Idaho Transportation Department

Idaho Housing and Urban

Development

Federal Lands

BLM

US Department of the Interior

LAKE LOWELL AREA BICYCLE

AND PEDESTRIAN ACCESS PLAN

Regional Bicycle / Pedestrian Plan

Caldwell Access Priority Routes

$+1

$+2

$+3

$+4

$+5

$+6

$+7 $+8

$+1

$+2

$+3

$+4

$+5

$+6

$+7 $+8

Area immediately adjacent to historic

grebe colonies and heron rookery

Long standing sanctuary that has been

closed to the public for decades

Immediately adjacent to a wetland

area that is heavily used by migrating

waterfowl and hunters

Increases in cycling and pedestrian use

will likely degrade hunting experience.

Area may be near heavily contaminated

sight.

Increases in cycling and pedestrian use

will likely degrade hunting experience.

Area immediately adjacent to farming

operation that successfully attracts and

feeds large concentrations of migrating

waterfowl

Shoreline and emergent vegetation

heavily used by waterfowl and roosting

eagles

Pathway Concerns

$+1

$+2

$+3

$+4

$+5

$+6

$+7 $+8

S n a k e R i v e r ( M i d d l e ) -

S u c c o r C r e e k S u b b a s i n

L o w e r B o i s e

S u b b a s i n

Major issues Few issues No issues

 ̄

0 1,500 3,000

Feet

Western Federal Lands Highway Division

Mallard Park

Lake Lowell Park

Red Hawk Golf Course

Lake Ridge Elementary

USFWS Public Conservation Area

 Figure A7 – 

Environmental Resources 
APPENDIX B | OCTOBER 2016 PAGE 146

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Anticipated Funding Source and Lead Agency Information

It is anticipated that a majority of proposed Network Plan projects will be funded through the Federal 

Lands Access Program (FLAP). FHWA is the federal agency responsible for reviewing and approving 

NEPA documents for FLAP-funded projects. FHWA is also responsible for a majority of other federally 

funded transportation programs in which priority projects may also be funded. If a proposed project 

is funded through a federal agency other than FHWA, or is located on federal lands, other federal 

agencies may require NEPA review independent of FHWA. 

For projects located within the Refuge boundary, the U.S. Fish and Wildlife Service (USFWS) would 

be responsible for completing/reviewing/approving NEPA documents independent of FHWA. For any 

USFWS NEPA analysis, coordination would also need to occur with the Bureau of Reclamation (Lake 

Lowell is a Reclamation reservoir), Boise Project Board of Control (since they manage water delivery), 

and other agencies/groups that have an interest in the Refuge.

Since there are multiple properties owned by various local, state, and federal agencies within the 

planning area, the Refuge, along with relevant public agencies, should be included in the project 

scoping process to evaluate potential impacts and/or determine their role in consultation, if applicable.

PRIORITY ROUTES AND POTENTIAL AFFECTED RESOURCES

The proposed location, scope, and intensity of future projects within the project area will determine 

which environmental resources have the potential to be affected. The need for further evaluation and/

or mitigation will depend on the location and scope of each project. Details about project/facility types 

can be found in the Network Plan and Design Guidelines sections of the Plan. A summary of existing 

environmental resources and relationship to future projects is shown in Table A8.

 Table A8 – Environmental Resources and Relationship to Future/Proposed Priority Projects 

Environmental 

Resource Relationship to Future/Proposed Projects

NEPA Review/

Federal 

Agency 

Coordination

• If the project is located within or adjacent to a federally owned property, the lead agency 

would determine if the project requires a NEPA review independent of FHWA.

Refuge 

Environmental 

Concerns

• DFNWR staff has identified environmental ‘Pathway Concerns’ in specific areas around 

the Refuge. Concerns are denoted by color: red where a pathway would encounter 

major issues, yellow where a pathway or bike/pedestrian improvement would encounter 

few issues, and green where no issues would be encountered. Areas where no issues 

would be encountered are intermittent and located in the south, southwest, and northwest areas of the Refuge. Red areas where major issues would be encountered if a 

pathway or bike/pedestrian improvement were proposed are mainly located in the north, 

northeast, and southern tip of the Refuge. Areas where a pathway or bike/pedestrian 

improvement would evoke few issues are located on the southwest and northeast areas 

of the Refuge. Figure A7 shows these areas that are denoted with eight specific notes 

in the legend.

Prime 

or Unique 

Farmlands

• As shown in Figure A7, prime farmland and farmland of statewide and local importance exists within the study area. Consultation with the U.S. Department of Agriculture 

(USDA) would be required for projects that propose to convert farmland to a transportation use. A Farmland Conversion Impact Rating Form AD-1006 (03-02) and/or Form 

NRCS-CPA-106 may be required.
APPENDIX B | OCTOBER 2016 PAGE 147

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 Table A8 – Environmental Resources and Relationship to Future/Proposed Priority Projects, cont. 

Environmental 

Resource Relationship to Future/Proposed Projects

Sections 404 

and 401

• There is one impaired waterway (Lake Lowell) and multiple irrigation canals, ditches and 

drains, and wetland areas within the study area. Coordination with the U.S. Army Corps 

of Engineers may be necessary to determine if a 404 permit is required. Coordination 

with the Idaho Department of Environmental Quality may be necessary to determine if a 

401 permit is required.

Wetland and 

Riparian 

Areas

• As shown on Figure A7, multiple potential areas may contain wetlands that would need 

to be delineated by a qualified biologist for jurisdictional boundaries.

Threatened & 

Endangered 

(T&E) 

Species

• Slickspot peppergrass is listed as a proposed species in the study area. Although 

Slickspot peppergrass has critical habitat in Canyon County, no critical habitat is listed 

within the study area. Several State Sensitive Species are listed within the study area. 

A full listing is available in Table 4-3 of the Deer Flat National Wildlife Refuge CCP and 

Environmental Impact Statement. A Biological Evaluation (BE) would be necessary to 

determine if the project would impact any T&E Species.

Tribal 

Resources

• No known tribal resources are located in or adjacent to the study area. To determine 

if there would be any potential impacts to tribal resources, Section 106 consultation 

including Tribal consultation will need to be conducted during the NEPA process by the 

lead funding agency. The Shoshone-Bannock Tribes, Shoshone-Paiute Tribes, and the 

Burns-Paiute General Council should be consulted to determine if any cultural/tribal 

resources may be impacted.

Archaeology

• During project development, Section 106 consultation will need to be conducted. Programmatic agreements should be evaluated and research of previous ground disturbance should be conducted to determine if any surveys, investigations, and/or reports 

need to be prepared by a qualified archaeologist.

Historic

• As shown on Figure A7, the only NRHP-listed resources are the Deer Flat Embankment, 

U. S. Department of the Interior National Park System (NPS), #72001610, listed in 1972 

and the Diversion Dam and Deer Flat Embankments, NPS, #76000666, listed in 1976. 

The Embankments consist of two large and two small earthen embankments: Deer Flat 

Upper Embankment, Deer Flat Lower Embankment, Deer Flat Middle Embankment, and 

Deer Flat East Dike Dam. All are considered historical under the same NPS #76000666 

as shown on Figure A7. No other historic places are listed within the planning area. 

• As shown on Figure A7, Canyon County parcel data shows approximately 122 properties with structures 50 years or older within the study area. During the project development phase, further evaluation would be needed to determine if any of these sites would 

be eligible for NRHP listing. 

• Section 106 consultation will need to be conducted including a cultural resource survey for 

projects that receive state or federal funding or have a federal nexus (i.e., USACE permit).

Hazardous 

Materials

• Sites with hazardous materials identified by the Idaho Department of Environmental 

Quality are shown on Figure A7. During project development, it should be determined if 

specific sites or contaminated areas could potentially be encountered during construction. If subsurface testing for contamination reveals that contaminated soils or groundwater would be encountered during construction, handling/disposing of the contaminated material must be conducted in accordance with federal, state, and local laws and 

specifications.
APPENDIX B | OCTOBER 2016 PAGE 148

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Table A8 – Environmental Resources and Relationship to Future/Proposed Priority Projects (cont.) 

 

Figure A7 shows geographic locations of the potential affected resources, priority route locations, 

and Refuge Environmental Concerns (as noted in Table A8). Table A9 on the following page includes 

a summary of the potential affected resources within priority route areas. Potential environmental 

impacts vary for short- and long-term projects. During project development the anticipated amount of 

environmental impacts will be further evaluated and determined. 

Environmental 

Resource Relationship to Future/Proposed Projects

Air Quality

• Canyon County is designated as an Area of Concern for PM2.5 and O3 (Pm2.5 is particulate 

matter less than or equal to 2.5 microns in diameter; and O3 is corrosive ozone). Regardless of the airshed status in Canyon County, air quality associated with proposed construction activities should be evaluated (i.e., fugitive dust). Bicycle and pedestrian facilities 

are exempt per Section 93.126 of Title 40, Chapter I, Subchapter C, Part 93, Subpart A.

Visual

• The Snake River Canyon Scenic Byway is located southwest of the study area, and no 

bicycle and/or pedestrian projects are identified along the Byway. If no major cut/fills, 

bridges, or large retaining walls are proposed, it is unlikely that a Visual Quality Assessment or Visual Element Study would be required; however, consideration should be 

given to the rural nature of the area, as well as the Refuge and its natural surroundings 

as projects/facilities are designed.

Noise

• Early in planning process, potential noise impacts to receptors such as the Refuge, wildlife, 

and surrounding properties should be evaluated. While it is unlikely that bicycle and pedestrian improvements would require a noise analysis, consultation with Refuge staff, along 

with a qualified biologist, should occur to determine potential noise impacts and ways to 

minimize noise to receptors, and if a noise study, and to what level, may be required.

Land Use/

Planning, 

Publicly 

Owned Land

• Land Use and Zoning: Projects that would affect land use are not likely. Any changes to 

roadways should involve review by the local jurisdiction to evaluate compatibility. 

• Publicly owned lands: Several properties are owned by local, state, and federal agencies. The proposed Lake Lowell Park Path (Project H) alignment traverses Lake Lowell 

Park, which is owned by Canyon County. It also would traverse private properties, 

requiring close coordination with property owners to acquire the property needed to 

extend the proposed pathway to Midway Road. 

• During project development, it should be determined if additional right-of-way is 

needed, and which property owners and/or public agencies could be impacted.

Socioeconomic

• While it is not anticipated that any minority or low-income person or population would be 

disproportionately isolated, displaced, or otherwise subjected to adverse effects, access 

to community resources or transportation routes and environmental justice should be 

considered during the project development process. Construction staging (keep at least 

one lane open while work occurs on the other side) and timing (seasons and Refuge visitation) should be evaluated to reduce or avoid delays during construction.

Section 4(f) 

Potential

• As shown on Figure 16, multiple 4(f) properties are located within the study area and 

beyond. For any projects located within the Refuge, or within a 4(f) site, a 4(f) analysis 

will be required to evaluate the “use” of the Section 4(f) (a publicly owned wildlife and 

waterfowl refuge, park, or school recreation area).

Section 6(f) 

Potential

• Only one 6(f) property is located in the study area – the Lake Lowell Park, owned by 

Canyon County. Conversions of Section 6(f) property acquired or developed with LWCA 

funds for a non-recreational purpose must be approved by the Secretary of Interior. If a 

portion of the park were to be used for the proposed bicycle/pedestrian “recreational” 

pathway, consultation with the DOI would be necessary to make the determination if 

replacement lands would be required for mitigation.
PAGE 149

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

APPENDIX B | OCTOBER 2016

 Table A9 – Potential Affected Resources within Priority Route Areas 

ID Jurisdictions Priority Project 

Location From/To Facility Type

Canals/WaterwaysWetlands (NWI)Refuge Environmental ConcernsHistoricHazardous MaterialsLand Use/Planning, Publicly-Owned LandsSection 4(f) PotentialSection 6(f) Potential

Caldwell Access

A Caldwell (city limits) & 

CCHD4 (Canyon County) 

& ITD (intersections 

w/Hwy 55)

10th Ave Orchard Ave/Ustick Rd Shared-Use Path/Sidepath     

B Indiana Ave Upper Embankment Rd/Ustick Rd Shared Roadway (short-term), Bicycle Lanes (long-term)      

C Lake Ave Lake Lowell Ave/Ustick Rd Shared-Use Path/Sidepath, Lake Lowell Avenue to Orchard Ave Shared 

Roadway (short-term), Bicycle Lanes (long-term), Orchard Ave to Ustick Rd       

Nampa Access

D Nampa (city limits) & NHD1 

(Canyon County)

Midway Rd Iowa Ave/Beach Cherry Dr Shared-Use Path/Sidepath    

E Roosevelt Ave Midway Rd/Olive St Shared Roadway Not Evaluated (outside the study area)

F Nampa (city limits) & NHD1 

& CCHD4 (Canyon County) Lake Lowell Ave Midway Rd/State Hwy 45 (12th Ave) Shared Roadway (short-term), Bicycle Lanes (long-term) Not Evaluated (outside the study area)

J

Nampa (city limits) & NHD1 

(Canyon County)

Iowa Ave Midway Rd/State Hwy 45 (12th Ave) Bicycle Lanes, Middleton Road to Midland Road Shared Roadway, Midland 

Road to State Highway 45 (12th Ave)       

K Greenhurst Rd Midway Rd/Middleton Rd Shared-Use Path/Sidepath       

L Greenhurst Rd Middleton Rd/State Hwy 45 (12th Ave) Shared Roadway, Middleton Rd to State Hwy 45 (12th Ave), Shared-Use Path/

Sidepath, Middleton Rd to Midland Rd       

Lake Lowell Access

G

CCHD4

Upper 

Embankment Rd Approx. 1 mi. east of Indiana Ave/Lake Lowell Ave Shared-Use Path/Sidepath       

H Lake Lowell 

Park Path Lake Ave/Midway Rd Shared-Use Path/Sidepath      

I Iowa Ave Upper Embankment Rd/Midway Rd Shared Roadway       

M NHD1 & ITD State Hwy 45 

(12th Ave) Lake Shore Dr/Burk Ln Shared-Use Path/Sidepath       

N NHD1 Lake Shore Dr Riverside Rd/State Hwy 45 (12th Ave) Shared Roadway (short-term), Bicycle Lanes (long-term)      

O CCHD4 Riverside Rd Riverside Rd/Orchard Ave to Marsing Rd

Shared Roadway & Shared-Use Path/Sidepath, Orchard Ave to Lake Shore Dr; 

Shared Roadway (short-term), Bicycle Lanes (long-term) & Shared-Use Path/

Sidepath, Riverside Rd to Marsing Rd

Not Evaluated (scheduled for 2016 construction)

P CCHD4 Orchard Ave Riverside Rd/Indiana Ave Shared-Use Path/Sidepath & Shared Roadway (short-term), Bicycle Lanes 

(long-term; Improve Crossing at Orchard Ave and Indiana Ave      
APPENDIX B | OCTOBER 2016 PAGE 150

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

Environmental Resources Reviewed

A summary of primary environmental resources (canals, wetlands, Refuge environmental concerns, 

historic properties, hazardous materials, land use/planning/publicly owned land, and Section 4(f) 

and Section 6(f) properties), sorted by Caldwell, Nampa, and Lake Lowell priority access routes, are 

described below. See the Environmental Resources subsection of the Existing Conditions section of 

the Plan for additional information.

The primary focus of this ES is the environmental resources around the Refuge within priority route 

areas as shown on Figure A7. Environmental resource information provided in this ES is limited to:

 Canals and Waterways – limited to priority routes

 Wetlands – limited to priority routes

 Refuge Environmental Concerns – only areas around/adjacent to the Refuge 

 Historic (NRHP and properties 50 years or older) – properties within the Study Area boundary 

 Hazardous Materials – properties within the Study Area boundary 

 Land Use/Planning/Publicly owned Lands – limited to priority routes

 Section 4(f) – limited to the priority routes 

 Section 6(f) – properties within the Study Area boundary 

Caldwell Access Priority Routes

Three priority routes are identified in the Network Plan that would provide access from Caldwell to 

Lake Lowell. The following pages summarize the environmental resources present within priority 

project areas. All Caldwell access priority routes fall under the jurisdiction of the City of Caldwell 

(city limits), Canyon County Highway District No. 4 (Canyon County), and the Idaho Transportation 

Department (intersections with Highway 55). Caldwell access area priority routes, environmental 

resources, and public land ownership within 1⁄4 mile of priority routes are listed on the following page, 

shown on Figure A7, and summarized in Table A9.
APPENDIX B | OCTOBER 2016 PAGE 151

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 10th Avenue (A), Orchard Avenue to Ustick Road 

Shared-Use Path/Sidepath

 Canals/Waterways – three canals bisect 10th Avenue (listed south to north): Forest Canal, Deer 

Flat Caldwell Canal and the Phyllis Canal. 

 Wetlands – the National Wetlands Inventory (NWI) does not indicate wetlands; however, wetlands 

are identified as a Refuge Environmental Concern at the southern terminus of the project. A field 

review will need to be conducted by a qualified Biologist to determine if wetlands are present. 

 Refuge Environmental Concerns – the southern terminus of the project (10th Avenue and 

Orchard Avenue) is located where red and green lines meet on the ‘Pathway Concerns’ map. The 

red line denoted with a ‘1’ indicates shoreline and emergent vegetation heavily used by waterfowl 

and roosting eagles. Green indicates there are no known issues.

 Historic – there are no known NRHP sites or potential (50 years or older) historic sites within the 

Study Area of the priority project area.

 Hazardous Materials – One hazardous materials site is located along the priority route within 

the study area at the intersection of 10th Avenue and State Highway 55 (Karcher Road): ID # 

IDD072991508, Idaho Sand & Gravel Co. Inc., Resource Conservation and Recovery Act (RCRA) 

site.

 Land Use/Planning – eight properties owned by public entities are located within the vicinity of 

the project area (listed south to north):

 Bureau of Land Management (BLM), Refuge, southeast corner of 10th Avenue and 

Orchard Avenue 

 City of Caldwell, Mallard Park, at the northeast corner of 10th Avenue and Orchard 

Avenue

 Bureau of Land Management (BLM), east of 

10th Avenue between Orchard Avenue and 

Karcher Road

 Vallivue School District, Vallivue Middle 

School, east side of 10th Avenue between 

Karcher Road and Homedale Road

 Idaho Department of Lands, grazing lands, 

along both sides of 10th Avenue south of 

Homedale Road 

 Vallivue School District, Vallivue High School, 

east of 10th Avenue, north side of Homedale 

Road

 Caldwell School District, Lewis and Clark 

Elementary School, east of 10th Avenue, 

south side of Laster Street

 City of Caldwell, Ustick Park, east of 10th 

Avenue, south side of Ustick Road

 Section 4(f) – there are six potential 4(f) properties within the vicinity of the project area (listed 

south to north):

 DFNWR, south of the southern project limit

 Mallard Park, northwest corner of 10th 

Avenue and Orchard Avenue

 Vallivue Middle School, east side of 10th 

Avenue between Karcher Road and 

Homedale Road

 Vallivue High School, east of 10th Avenue, 

north side of Homedale Road

 Lewis and Clark Elementary School, east of 

10th Avenue, south side of Laster Street

 Ustick Park, east of 10th Avenue, south side 

of Ustick Road

 Section 6(f) – no known 6(f) properties are located along the priority route within the study area.
APPENDIX B | OCTOBER 2016 PAGE 152

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 Indiana Avenue (B), Upper Embankment Road to Ustick Road 

Shared Roadway (short-term), Bicycle Lanes (long-term)

 Canals/Waterways – four canals and waterways bisect Indiana Avenue (listed south to north): 

Forest Canal, Deer Flat Caldwell Canal, Phyllis Canal and the Dixie Drain. The priority route terminates on Upper Embankment Road at the Upper Dam of Lake Lowell. 

 Wetlands – the NWI does not indicate wetlands; however, a field review will need to be conducted 

by a qualified Biologist to determine if wetlands are present.

 Refuge Environmental Concerns – the southern terminus of the project (Indiana Avenue and 

Roosevelt Avenue to Upper Embankment Road) is located where the red and green lines meet 

on the ‘Pathway Concerns’ map. The red line denoted with an ‘8’ indicates an area immediately 

adjacent to farming operation that successfully attracts and feeds large concentrations of migrating waterfowl. Green indicates there are no known issues.

 Historic – the Diversion Dam and Deer Flat Embankments are NRHP site(s), located on the 

Refuge, south of the project area. There are three properties with structures that are potentially 

historic (50 years or older) along priority routes within the study area (listed south to north):

 Along Indiana Avenue south of the planning 

boundary at the northwest corner of Indiana 

Avenue and Roosevelt Avenue

 East of Indiana Avenue, along the north side 

of Orchard Avenue

 Along the west side of Indiana Avenue 

approximately 1⁄4 mile north of Orchard 

Avenue

 Hazardous Materials – there is one hazardous materials site identified within approximately 1⁄4 

mile of the project area, near the intersection of Montana Avenue and State Highway 55 (Karcher 

Road): ID # 3-140164, Gem State Academy, UST/LUST site.

 Land Use/Planning – there are three properties owned by public entities within the vicinity of the 

project area (listed south to north):

 USFWS, Refuge, directly south of the project 

terminus at Indiana Avenue and Roosevelt 

Avenue/Upper Embankment Road

 Vallivue School District, Central Canyon 

Elementary School, east of Indiana Avenue 

along Florida Avenue and Moss Street

 Vallivue School District, Vallivue High 

School, west of Indiana Avenue, north side 

of Homedale Road

 Section 4(f) – there are four potential 4(f) properties within the vicinity of the project area (listed 

south to north):

 DFNWR/USFWS Public Conservation Area, 

along the south side of southern project 

area

 Hillcrest Memorial Gardens, cemetery, 

southeast corner of Indiana Avenue and 

Karcher Road

 Central Canyon Elementary School, east of 

Indiana Avenue along Florida Avenue and 

Moss Street

 Vallivue High School, west of Indiana 

Avenue, north side of Homedale Road

 Section 6(f) – there are no known 6(f) properties along the priority route within the study area.
APPENDIX B | OCTOBER 2016 PAGE 153

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 Lake Avenue (C), Lake Lowell Avenue to Ustick Road 

Shared-Use Path/Sidepath, Lake Lowell Avenue to Orchard Avenue

Shared Roadway (short-term), Bicycle Lanes (long-term), Orchard Avenue to Ustick Road

 Canals/Waterways – there are five canals and waterways that bisect Lake Avenue (listed south to 

north): Upper Embankment Drain, Phyllis Canal, Caldwell Canal Feeder, Caldwell Low Line Canal 

and the Caldwell High Line Canal. 

 Wetlands – the NWI indicates wetlands are present in three locations within the vicinity of the 

project area (listed south to north):

 Along the west side of Lake Avenue, north 

of Upper Embankment Road

 Along the northeast side of Lake Avenue, 

southwest of Lake Lowell Avenue 

 East of Lake Avenue between Orchard 

Avenue and Karcher Road

 Refuge Environmental Concerns – the southern terminus of the project (Lake Avenue and 

Roosevelt Avenue/Upper Embankment Road/Lake Lowell Avenue) is located where red and green 

lines meet on the ‘Pathway Concerns’ map. The red line denoted with an ‘8’ indicates an area 

immediately adjacent to farming operation that successfully attracts and feeds large concentrations of migrating waterfowl. Green indicates there are no known issues.

 Historic – the Diversion Dam and Deer Flat Embankments are NRHP site(s), located on the Refuge, south of the project area. There are five properties with structures that are potentially historic 

(50 years or older) along priority routes within the study area (listed south to north):

 Northeast corner of Lake Avenue and 

Roosevelt Avenue

 Along the west side of Lake Avenue between 

Roosevelt Avenue and Lone Star Road 

 Southeast corner of Lake Avenue and Lone 

Star Road

 Northwest corner of Lake Avenue and Lone 

Star Road

 Southwest corner of Lake Avenue and 

Orchard Avenue

 Hazardous Materials – there are no hazardous materials sites along the priority route within the 

study area.

 Land Use/Planning – there are three properties owned by public entities within the vicinity of the 

project area (listed south to north):

 Bureau of Reclamation, Refuge, along the 

west side of Lake Avenue between Upper 

Embankment Road and Roosevelt Avenue

 Canyon County, Lake Lowell Park, southeast of project area

 Vallivue School District, Lakeview Elementary School, east of Lake Avenue between 

Orchard Avenue and Karcher Road

 Section 4(f) – there are nine potential 4(f) properties within the vicinity of the project area (listed 

south to north):

 Lake Lowell Park, southeast of project area

 DFNWR, south and west of the project limit

 Lakeview Elementary School, east of Lake 

Avenue between Orchard Avenue and 

Karcher Road

 Diversion Dam and Deer Flat Embankments 

are NRHP site(s), located on the Refuge

 Five properties with structures that are 

potentially historic (50 years or older), as 

listed above

 Section 6(f) – Lake Lowell Park, southeast of the project area
APPENDIX B | OCTOBER 2016 PAGE 154

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LAKE LOWELL AREA

Nampa Access Priority Routes

There are six priority routes identified in the Network Plan that would provide access from Nampa to 

Lake Lowell. Below is a summary of the environmental resources present within priority project areas. 

All Nampa access priority routes fall under the jurisdiction of the City of Nampa (city limits), Nampa 

Highway District No. 1 (Canyon County – all routes), and Canyon County Highway District No. 4 

(Canyon County –Lake Lowell Avenue, west of Midway Road). The Nampa access area priority routes, 

and environmental resources and public land ownership within 1⁄4 mile of priority routes are shown on 

Figure 16 and summarized in Table 14.

 Midway Road (D), Iowa Avenue to Beach Cherry Drive 

Shared-Use Path/Sidepath

 Canals/Waterways – there are four canals and waterways that bisect Midway Road (listed south 

to north): Thacker Lateral, North Robinson Lateral, Phyllis Canal and the Jonah Drain. 

 Wetlands – the NWI does not indicate wetlands; however, a field review will need to be conducted 

by a qualified Biologist to determine if wetlands are present.

 Refuge Environmental Concerns – southwest of the project area along Iowa Avenue there is a 

red line shown on the ‘Pathway Concerns’ map. The red line denoted with a ‘7’ indicates an area 

immediately adjacent to a farming operation that successfully attracts and feeds large concentrations of migrating waterfowl.

 Historic – there are no NRHP listed historic sites within the project area; however, there are four 

properties with structures that are potentially historic (50 years or older) within the study area of 

the priority project area (listed south to north):

 From Midway Road to Beaverton Street: 

northeast corner of Midway Road and Iowa 

Avenue, to the southeast corner of Midway 

Road and Lake Lowell Avenue

 East side of Midway Road, north of Lake 

Lowell Avenue

 West side of Midway Road, north of Lake 

Lowell Avenue

 West side of Midway Road, north of Lake 

Lowell Avenue, south of Rivendell Court

 Hazardous Materials – there are no hazardous materials sites identified along the priority route 

within the study area.

 Land Use/Planning – there are five properties owned by public entities within the vicinity of the 

project area (listed south to north):

 USFWS, Refuge, south of project area

 City of Nampa, vacant land, east of Midway 

Road along the south side of Lake Lowell 

Avenue between Midway Road and Middleton Road

 Nampa School District, vacant land, northeast corner of Midway Road and Roosevelt 

Avenue

 Nampa School District, vacant land, northwest of project area along Lone Star Road 

between Midway Road and Lake Avenue

 City of Nampa, vacant land, southwest 

corner of Midland Road and Smith Avenue

 Section 4(f) – the Refuge, located south of the project area and four properties with structures 

that are 50 years or older. 

 Section 6(f) – there are no known 6(f) properties along the priority route within the study area.
APPENDIX B | OCTOBER 2016 PAGE 155

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 Roosevelt Avenue (E), Indiana Avenue to Olive Street 

Shared Roadway

This priority route is located outside of the study area; therefore, it is not included in this ES. 

 Lake Lowell Avenue (F), Middleton Road to State Highway 45 (12th Avenue) 

Shared Roadway (short-term), Bicycle Lanes (long-term)

This priority route is located outside of the study area; therefore, it is not included in this ES. 

 Iowa Avenue (J), Midway Road to State Highway 45 (12th Avenue) 

Bicycle Lanes, Middleton Road to Midland Road

Shared Roadway, Midland Road to State Highway 45 (12th Avenue)

 Canals and Waterways – in addition to Lake Lowell located west of the project, there are four 

waterways that bisect Iowa Avenue within the project area (listed west to east): Thacker Lateral, 

Herron Lateral, unnamed canal/ditch and the Peters Lateral.

 Wetlands – the NWI map indicates that there are wetlands adjacent to Lake Lowell and along the 

fringe, west of the project area.

 Refuge Environmental Concerns – there is a red line approximately 1⁄4 mile west of the project 

area along Iowa Avenue shown on the ‘Pathway Concerns’ map that is denoted with a ‘7’ which 

indicates an area immediately adjacent to a farming operation that successfully attracts and feeds 

large concentrations of migrating waterfowl.

 Historic – the Diversion Dam and Deer Flat Embankments are NRHP site(s), located on the 

Refuge, west of the project area. Additionally, there is one property within the study area located 

at the northeast corner of Iowa Avenue and Midway Road with structure(s) that is(are) potentially 

historic (50 years or older).

 Hazardous Materials – there is one hazardous materials site identified within the project area, 

located at the southeast corner of Iowa Avenue and Middleton Road: ID # 3-140698, Gem Stop, 

UST site.

 Land Use/Planning – there are nine properties owned by public entities within the vicinity of the 

project area (listed west to east):

 City of Nampa, facilities, northeast of the 

project area along the south side of Iowa 

Avenue and Landau Way, between Midway 

Road and Middleton Road

 City of Nampa, open space lot along canal, 

south of Iowa Avenue, east of Middleton 

Road to Midland Blvd

 City of Nampa, South Fork Park, south side 

of Iowa Avenue, west of Boundary Street

 Nampa School District, Owyhee Elementary 

School, north side of Iowa Avenue across 

from Herron Springs Drive

 Canyon County, vacant land/grass, south 

of Iowa Avenue, along Kansas Avenue and 

Kansas Place

 City of Nampa, vacant land/grass, northeast 

corner of Iowa Avenue and Torrey Lane 

 Nampa School District, Iowa Elementary 

School, north side of Iowa Avenue, east of 

Torrey Lane

 Nampa School District, Nampa High 

School, north of project area, southwest 

corner of Lake Lowell Avenue and Highway 

45 (12th Avenue)

 City of Nampa, Nampa Recreation Center, 

southeast of the project area, approximately 

1⁄4 mile south of Iowa Avenue, along the east 

side of Highway 45 (12th Avenue)
APPENDIX B | OCTOBER 2016 PAGE 156

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 Section 4(f) – the nine properties listed above are recreational open space, parks, or schools; 

therefore, they are considered potential 4(f) properties. Additionally, there is one property within 

the study area located at the northeast corner of Iowa Avenue and Midway Road with structure(s) 

that is(are) potentially historic (50 years or older).

 Section 6(f) – there are no known 6(f) properties along the priority route within the study area.

 Greenhurst Road (K), Midway Road to Middleton Road 

Shared-Use Path/Sidepath

 Canals and Waterways – in addition to Lake Lowell west of the project area, the Thacker Lateral 

bisects Greenhurst Road, approximately 700 feet west of Middleton Road.

 Wetlands – the NWI map indicates that there are wetlands near Lake Lowell and along the fringe, 

south of the project area.

 Refuge Environmental Concerns – there is a red line that begins at the west project limit that 

aligns with Greenhurst Road shown on the ‘Pathway Concerns’ map that is denoted with a ‘7’ 

which indicates an area immediately adjacent to a farming operation that successfully attracts and 

feeds large concentrations of migrating waterfowl. Additionally, there is a yellow line that begins at 

Greenhurst Road and continues south of Greenhurst Road, southeast along the Refuge boundary 

that is denoted with a ‘6’ which indicates that increases in cycling and pedestrian use will likely 

degrade the hunting experience. 

 Historic – there are no known NRHP site(s) listed within the vicinity of the project area; however, 

there is one property south of the project area, north of Meredith Court with a structure that is 

potentially historic (50 years or older).

 Hazardous Materials – there is one hazardous materials site northeast of the project area, 

located at the southeast corner of Iowa Avenue and Middleton Road: ID # 3-140698, Gem Stop, 

UST site.

 Land Use/Planning – the only property owned by a public entity within the vicinity of the project 

area is the Refuge, located south of Greenhurst Road.

 Section 4(f) – the Refuge, located along the south side of Greenhurst Road is a potential 4(f) 

property. There is also a property located south of the project area, north of Meredith Court, that 

has a structure(s) that is potentially historic (50 years or older).

 Section 6(f) – there are no known 6(f) properties along the priority route within the study area.

 Greenhurst Road (L), Middleton Road to State Highway 45 (12th Avenue) 

Shared Roadway, Middleton Road to State Highway 45 (12th Avenue)

Shared-Use Path/Sidepath, Middleton Road to Midland Road

 Canals and Waterways – in addition to Lake Lowell south of the project area, the North Robinson Lateral and Herron Lateral bisect Greenhurst Road within the project area. 

 Wetlands – the NWI map indicates that there are wetlands along Lake Lowell and along the 

fringe, south of the project area.

 Refuge Environmental Concerns – there is a yellow line that runs south of the project area along 

the Refuge shown on the ‘Pathway Concerns’ map that is denoted with a ‘6’ which indicates that 

increases in cycling and pedestrian use will likely degrade the hunting experience. 

 Historic – there are no known NRHP site(s) listed within the vicinity of the project area; however, 

there are two properties with structures that are potentially historic (50 years or older) along the 

priority route within the study area:
APPENDIX B | OCTOBER 2016 PAGE 157

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 South side of Greenhurst Road, between 

Middleton Road and Midland Boulevard

 Northeast corner of Greenhurst Road and 

Midland Boulevard

 Hazardous Materials – there is one hazardous materials site north of the project area, located at 

the southeast corner of Iowa Avenue and Middleton Road: ID # 3-140698, Gem Stop, UST site.

 Land Use/Planning – there are two properties owned by public entities within the vicinity of the 

project area: 

 USFWS/BOR, Refuge, south of 

Greenhurst Road

 Nampa School District, South Middle 

School, southwest corner of Greenhurst 

Road and State Highway 45 (12th Avenue)

 Section 4(f) – the Refuge, located south of Greenhurst Road is a potential 4(f) property located 

within the vicinity of the project area. The two properties listed above with structure(s) that are 

potentially historic (50 years or older) are also potential 4(f) properties.

 Section 6(f) – there are no known 6(f) properties along the priority route within the study area.

Lake Lowell Access Priority Routes

There are seven priority routes identified in the Network Plan that would provide access around Lake 

Lowell. Below is a summary of the environmental resources present within priority project areas. 

Lake Lowell access priority routes fall under the jurisdiction of the Canyon County Highway District 

No. 4 (G, H, I, O and P), and Nampa Highway District No. 1 (M and N), and the Idaho Transportation 

Department (State Highway 45/12th Avenue - M). Lake Lowell access area priority routes, and 

environmental resources and public land ownership within 1⁄4 mile of priority routes are shown on 

Figure 16 and summarized in Table 14.

 Upper Embankment Road (G), approx. 1 mile east of Indiana Avenue to Lake Lowell Avenue 

Shared-Use Path/Sidepath

 Canals and Waterways – Lake Lowell, south side of Upper Embankment Road 

 Wetlands – the NWI map indicates wetlands are present in three locations within the vicinity of 

the project area (listed west to east):

 Lake Lowell - south of Upper Embankment 

Road

 North of Upper Embankment Road, along 

the west side of Lake Avenue 

 North of Upper Embankment Road, 

north side of Lake Avenue, west of Lake 

Lowell Avenue 

 Refuge Environmental Concerns – the project area has a green line alongside it. There is a red 

line north of the project area shown on the ‘Pathway Concerns’ map that is denoted with an ‘8’ 

which indicates an area immediately adjacent to a farming operation that successfully attracts and 

feeds large concentrations of migrating waterfowl.

 Historic – the Diversion Dam and Deer Flat Embankments are NRHP site(s), located on the 

Refuge. Additionally, there is one property with a structure that is potentially historic (50 years or 

older) located north of the project area at the northeast corner of Lake Lowell Avenue and Lake 

Avenue.

 Hazardous Materials – there are no hazardous materials sites identified within the project area.

 Land Use/Planning – there are two properties owned by public entities within the vicinity of the 

project area (listed west to east):
APPENDIX B | OCTOBER 2016 PAGE 158

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 USFWS/BOR, Refuge, along both sides of 

Upper Embankment Road

 Canyon County, Lake Lowell Park, east of 

the project area

 Section 4(f) – there are two potential 4(f) properties within the vicinity of the project area (listed 

west to east):

 DFNWR, along both sides of Upper 

Embankment Road

 Lake Lowell Park, east of the project area

 Section 6(f) – Lake Lowell Park, located east of the project area.

 Lake Lowell Park Path (H), Lake Avenue to Midway Road 

Shared-Use Path/Sidepath

 Canals and Waterways – there are two waterways within the project area: Lake Lowell (west of 

the project area) and the Thacker Lateral (bisects the proposed pathway alignment).

 Wetlands – the NWI map indicates that there are wetlands along Lake Lowell, west of the project 

area.

 Refuge Environmental Concerns – there are no environmental concerns noted on the ‘Pathway 

Concerns’ portion of the Environmental Resources map within the project area.

 Historic – the Diversion Dam and Deer Flat Embankments are NRHP site(s), located on the 

Refuge, west of the project area. Additionally, there are four properties with structures that are 

potentially historic (50 years or older):

 Along the north side of the proposed 

pathway alignment

 East of the project area along the east side 

of Midway Road

 South of the project area along the north 

side of Iowa Avenue near the terminus of 

Memory Lane

 South of the project area along the north 

side of Iowa Avenue east of Memory Lane

 Hazardous Materials – there are no hazardous materials sites identified within the project area.

 Land Use/Planning – there are three properties owned by public entities within the vicinity of the 

project area (listed west to east):

 USFWS/BOR, Refuge, west of the project 

area

 Canyon County, Lake Lowell Park, within 

the project area

 City of Nampa, vacant land, northeast of 

the project area along the south side of 

Lake Lowell Avenue, east of Midway Road

Note: currently, the east portion of the proposed pathway alignment is depicted across private 

properties; therefore, land acquisition or establishment of an easement would be necessary to 

implement the proposed project.

 Section 4(f) – there are seven potential 4(f) properties within the vicinity of the project area (listed 

west to east):

 Refuge, west of the project area

 Lake Lowell Park, within the project area

 Redhawk Golf Course, south of project 

area, along the south side of Iowa Avenue

 Four properties with structures that are 

potentially historic (50 years or older), as 

listed above

 Section 6(f) – Lake Lowell Park, located within the project area.
APPENDIX B | OCTOBER 2016 PAGE 159

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 Iowa Avenue (I), Upper Embankment Road to Midway Road 

Shared Roadway

 Canals and Waterways – there are two waterways within the project area: Lake Lowell (west of 

the project area) and the Thacker Lateral (east of the project area).

 Wetlands – the NWI map indicates that there are wetland along Lake Lowell, west of the project 

area.

 Refuge Environmental Concerns – the project area has a green line along the Lake Lowell Park 

frontage. There is a red line along Iowa Avenue where the road shifts to an east-west alignment 

within the project area. The red line shown on the ‘Pathway Concerns’ map is denoted with a ‘7’ 

which indicates an area immediately adjacent to a farming operation that successfully attracts and 

feeds large concentrations of migrating waterfowl.

 Historic – the Diversion Dam and Deer Flat Embankments are NRHP site(s), located on the 

Refuge, west of the project area. Additionally, there are five properties with structures that are 

potentially historic (50 years or older):

 North of the project area along the north 

side of Lake Avenue

 Three properties north of the project area 

along the south side of Lake Lowell Avenue 

 Within the project area along the north 

side of Iowa Avenue near the terminus of 

Memory Lane

 Within the project area along the north side 

of Iowa Avenue east of Memory Lane

 Northeast of the project area at the northeast corner of Iowa Avenue and Midway 

Road

 Hazardous Materials – there are no hazardous materials sites identified within the project area.

 Land Use/Planning – there are three properties owned by public entities within the vicinity of the 

project area (listed west to east):

 USFWS/BOR, Refuge, west of the project 

area

 Canyon County, Lake Lowell Park, east of 

the project area

 City of Nampa, vacant land, northeast of 

the project area along the south side of 

Lake Lowell Avenue, east of Midway Road

 Section 4(f) – there are 10 potential 4(f) properties within the vicinity of the project area (listed 

west to east):

 DFNWR, west of the project area

 Lake Lowell Park, east and north of the 

project area

 Redhawk Golf Course, south of project 

area, along the south side of Iowa Avenue

 Seven properties with structures that are 

potentially historic (50 years or older), as 

listed above

 Section 6(f) – Lake Lowell Park, located east and north of the project area.
APPENDIX B | OCTOBER 2016 PAGE 160

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 State Highway 45 / 12th Avenue (M), Lake Shore Drive to Burk Lane 

Shared-Use Path/Sidepath

 Canals and Waterways – there are two waterways within the project area (listed south to north): 

Ridenbaugh Canal (south of the project area – does not bisect the project limits), North Robinson 

Lateral and an unnamed canal ditch.

 Wetlands – the NWI map indicates that there are wetlands along Lake Lowell and along the 

fringe, west of the project area.

 Refuge Environmental Concerns – west of the project area, there is a red line along the eastern 

area of the Refuge. The red line shown on the ‘Pathway Concerns’ map is denoted with a ‘4’ 

which indicates an area immediately adjacent to a wetland area that is heavily used by migrating 

waterfowl and hunters. Farther west, there is a yellow line parallel to the red line denoted with a 

‘5’ which indicates that increases in cycling and pedestrian use will likely degrade hunting experience, and that the area may be near a heavily contaminated site.

 Historic – there are no listed NRHP sites within the project area; however, there are 10 properties 

with structures that are potentially historic (50 years or older):

 South of the project area along the east 

side of Highway 45, south of the 

Ridenbaugh Canal 

 Two properties west of the project area 

along the south side of Lake Shore Drive

 Two properties east of the project area 

along the north and south sides of Lake 

Shore Drive

 Three properties along the east and west 

sides of Highway 45, south of Lewis Lane

 Along the east side of Highway 45, at the 

northeast corner of Highway 45 and Lewis 

Lane 

 At the northern project area terminus at the 

northwest corner of Highway 45 and Burke 

Lane

 Hazardous Materials – there are four hazardous materials sites identified within approximately 1⁄4 

mile of the project area (listed south to north):

 Southwest corner of State Highway 45 

(12th Avenue) and Lake Shore Drive: ID# 

3-140611, 9031 Lake Shore Dr, Nampa, 

Ron’s Lakeshore, UST/LUST/Brownfield site

 West of the project area along the north 

side of Lake Shore Drive: ID # 3-140141, 

Pioneer Hi-Bred International, 9178 Lakeshore Drive, Nampa, UST/RCRA site

 West side of Highway 45, north of Lake 

Shore Drive: ID# R000001453, Bass Auto 

Body, 9675 Highway 45, Nampa, RCRA site

 West side of Highway 45, south of Fay 

Lane: ID# 3-140056, Nampa Highway 

District No. 1, 4507 12th Avenue, Nampa, 

UST/LUST site

 Land Use/Planning – there are six properties owned by public entities within the vicinity of the 

project area (listed south to north):

 USFWS/BOR, Refuge, west of the project 

area. Note: a Bureau of Reclamation 

easement area extends to the west side 

of Highway 45 north of Lake Shore Drive, 

north beyond Lewis Lane

 Canyon County, lot in Crestview Heights 

Subdivision, east of project area along the 

south side of Crestview Drive

 City of Nampa, water tank site, west side of 

Highway 45, south of Fay Lane

 Nampa Highway District No. 1, west side of 

Highway 45, south of Fay Lane

 Nampa School District, Lake Ridge Elementary School, west of the project area, along 

the south side of Burke Lane

 Nampa School District, Sunny Ridge 

Elementary School, east of the project area, 

along the north side of Schnober Drive
APPENDIX B | OCTOBER 2016 PAGE 161

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 Section 4(f) – there are 12 potential 4(f) properties within the vicinity of the project area (listed 

south to north):

 Ten properties with structures that are 

potentially historic (50 years or older), as 

listed above

 Lake Ridge Elementary School, west of the 

project area, along the south side of Burke 

Lane

 Sunny Ridge Elementary School, east of 

the project area, along the north side of 

Schnober Drive

 Section 6(f) – there are no known 6(f) properties within the vicinity of the project area.

 Lake Shore Drive (N), Riverside Road to State Highway 45 / 12th Avenue 

Shared Roadway (short-term), Bicycle Lanes (long-term)

 Canals and Waterways – there are five waterways within the project area (listed west to east): 

 Lake Lowell, north side of Lake Shore Drive 

 Deer Flat High Line Canal, bisects Marsing 

Road, then runs parallel and south of Lake 

Shore Drive 

 Unnamed canal ditches located along 

Marsing Road and Lake Shore Drive

 Coulee Drain, bisects Lake Shore Drive near 

Lynwood Road 

 Ridenbaugh Canal, south of the project area

 Wetlands – the NWI map indicates that there are wetlands along Lake Lowell and along the 

fringe, along the north side of Lake Shore Drive

 Refuge Environmental Concerns – three areas are identified on the ‘Pathway Concerns’ map:

 Beginning at Marsing Road to approximately 

1⁄4 mile east of Farner Road, there is a yellow 

line along the southern area of the Refuge 

denoted with a ‘2’ which indicates an area 

immediately adjacent to historic grebe 

colonies and heron rookery. 

 Joining with the yellow line is a green line, 

indicating no known environmental issues, 

along the southern area of the Refuge to 

approximately 750 feet west of Rim Road.

 Joining with the green line approximately 

750 feet west of Rim Road to Highway 45 

is a red line along the southern edge of the 

Refuge denoted with a ‘3’ which indicates 

an area with a long standing sanctuary that 

has been closed to the public for decades. 

 Historic – there are no listed NRHP sites within the project area; however, there are 31 properties 

with structures that are potentially historic (50 years or older) within the vicinity of the project area:

 Along the south side of Marsing Road, west 

of the project area

 Northwest corner of Marsing Road and 

Lake Shore Drive, within the project area

 Southwest corner of Marsing Road and 

Lake Shore Drive, within the project area

 Along the east side of Perch Road, south of 

the project area

 Three properties along the north and south 

sides of Locust Lane, between Farner Road 

and Pump Road, south of the project area

 Two properties along the south side of Lake 

Shore Drive, between Farner Road and 

Pump Road within the project area

 South side of Lake Shore Drive, approximately 1⁄4 mile east of Pump Road, within 

the project area

 Three properties along Locust Lane, south 

of the project area

 Along the south side of Lake Shore Drive, 

east of Locust Lane, within the project area
APPENDIX B | OCTOBER 2016 PAGE 162

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 South of Locust Lane, at Pelican Lane, 

south of the project area

 Two properties along the south side of Lake 

Shore Drive, between Locust Lane and Rim 

Road within the project area

 Three properties south of the project area 

west of Rim Road, south of the project area

 Along Lake Shore Drive, east side of Rim 

Road, within the project area

 Two properties along the south side of Lake 

Shore Drive, north of Lewis Lane, within the 

project area

 Along the south and west side of Lake 

Shore Drive, north of Emerald Road, within 

the project area

 Along the east side of Lake Shore Drive 

before the change in roadway alignment to 

the south, within the project area

 North and east of Lake Shore Drive after the 

change in roadway alignment to the south, 

north of the project area

 Three properties along the north side of 

Lake Shore Drive, between Dearborne Road 

and Lynwood Road, within the project area

 Two properties along the south side of 

Lake Shore Drive, between the Ridenbaugh 

Canal and Highway 45

 Hazardous Materials – there are three hazardous materials sites identified within approximately 

1⁄4 mile of the project area (listed west to east):

 Along the north side of Lake Shore Drive: ID 

# 3-140141, Pioneer Hi-Bred International, 

9178 Lakeshore Dr., Nampa, UST/RCRA site

 Southwest corner Highway 45 and Lake 

Shore Drive: ID # 3-140611, 9031 Lake 

Shore Dr., Nampa, Ron’s Lakeshore, UST/

LUST/Brownfield site

 North of the project area along the west 

side of State Highway 45 (12th Avenue): 

ID # R000001453, Bass Auto Body, 9675 

Highway 45, Nampa, RCRA site

 Land Use/Planning – there are two properties owned by public entities within the vicinity of the 

project area (listed west to east):

 USFWS/BOR, Refuge, along the north side 

of Lake Shore Dr. 

 Canyon County, vacant land, south side of 

Lake Shore Dr., west of Duck Lane

 Section 4(f) – there are 32 potential 4(f) properties within the vicinity of the project area:

 DFNWR, north side of the project area  31 properties with structures that are 

potentially historic (50 years or older) as 

listed above

 Section 6(f) – there are no known 6(f) properties within the vicinity of the project area.

 Riverside Road (O), Orchard Avenue to Marsing Road 

Shared Roadway & Shared-Use Path/Sidepath, Orchard Avenue to Lake Shore Drive

Shared Roadway (short-term), Bicycle Lanes (long-term) & Shared-Use Path/Sidepath, Riverside 

Road to Marsing Road 

This project is scheduled for construction in 2016; therefore, it is not included in this ES.
APPENDIX B | OCTOBER 2016 PAGE 163

BICYCLE AND PEDESTRIAN ACCESS PLAN

LAKE LOWELL AREA

 Orchard Avenue (P), Riverside Road to Indiana Road 

Shared-Use Path/Sidepath & Shared Roadway (short-term), Bicycle Lanes (long-term) 

Canals and Waterways – Lake Lowell is located south of the project area and the Burris Lateral 

bisects Orchard Avenue at the east end of the project.

 Wetlands – the NWI map indicates that there are wetlands along Lake Lowell, south of the project 

area.

 Refuge Environmental Concerns – the project area has a red line along the south side of 

Orchard Avenue beginning at Riverside Road to 10th Avenue. The red line shown on the ‘Pathway 

Concerns’ map is denoted with a ‘1’ which indicates shoreline and emergent vegetation heavily 

used by waterfowl and roosting eagles. There is a green line that begins at 10th Avenue and 

continues to Indiana Avenue, indicating there are no known Refuge-related environmental concerns along that portion of the priority route.

 Historic - there are no listed NRHP sites within the project area; however, there are three properties with structures that are potentially historic (50 years or older) within the vicinity of the project 

area (listed west to east):

 North side of Orchard Avenue, east of 

Riverside Road

 Two properties along the south side of 

Orchard Avenue, between Riverside Road 

and 10th Avenue

 Hazardous Materials – there are no hazardous materials sites identified within the project area.

 Land Use/Planning – there are three properties owned by public entities within the vicinity of the 

project area (listed west to east):

 USFWS/BOR, Refuge, south of the project 

area

 City of Caldwell, Mallard Park, northeast 

corner of Orchard Avenue and 10th Avenue

 BLM, vacant land, across the street from 

Mallard Park, southeast corner of Orchard 

Avenue and 10th Avenue

 Section 4(f) – there are five potential 4(f) properties within the vicinity of the project area (listed 

west to east):

 Deer Flat National Wildlife Refuge, south 

side of Orchard Avenue

 Mallard Park, northeast corner of Orchard 

Avenue and 10th Avenue 

 Three properties with structures that are 

potentially historic (50 years or older) as 

listed above

 Section 6(f) – there are no known 6(f) properties within the vicinity of the project area.
APPENDIX C.

AREA CRIME REPORT MAP: 

DEER FLAT REFUGE

APPENDIX D. 

CITY OF NAMPA BICYCLE 

AND PEDESTRIAN 

MASTER PLAN MAPS

 Nampa Existing Conditions – 

Sidewalks, Area 1

 Sidewalk Gap In-Fill Priorities

 Nampa Proposed Bikeway and Off-Street 

Pathway Network
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XW

XW

XW

XW

XWXW

XW XW XW

Nampa High

Skyview High

West Middle School

South Middle School

FD Roosevelt

Owyhee Elementary Iowa Elementary

Lincoln Elementary Parkview PreSchool

Central Elementary

Sherman Elementary

Endeavor Elementary

Park Ridge Elementary

Greenhurst Elementary

Centennial Elementary

Sunny Ridge Elementary

Willow Creek Elementary

Ronald Reagan Elementary

Locust

Iowa

12th Ave

Lewis

Middleton

Lake Shore

Amity

Powerline

Lone Star

3rd

Roosevelt

Smith

2nd

12th

Lake Lowell

11th

Southside

Hwy 45

Midland

Alma

Dearborne

Lynwood

Denali

Private Dr

Upland

Sparks

Powerline Powerline

Amity

Source: Data obtained from City of Nampa

Author: EAS

Date: October 2010

City of Nampa

Nampa Bicycle and Pedestrian Master Plan

Nampa Existing Conditions - Sidewalks, Area 1

I 0 2,000 4,000 1,000

Feet

Legend

Sidewalk Obstructions

XW

Sidewalk Condition Issues

!(

Missing Sidewalks

n Schools

Streets Inventoried

Streets

Existing Trail

Private Trail

Parks

Other Areas

Figure 2.2

Lake Lowell Area Regional Bicycle and Pedestrian Access Plan Needs Assessment Memo │ 3/10/2015│ Version 2 26
Nampa High

Skyview High

Columbia High

South Middle 

School

Lone Star

Middle School

West Middle School

East Valley Middle School

Lone Star

Middle School

Gateways

School

Future High

School

East Canyon 

Elementary

Birch Elementary

FD Roosevelt

Iowa Elementary Owyhee Elementary

Parkview PreSchool

Central Elementary

Sherman Elementary

Endeavor Elementary

Park Ridge Elementary

Greenhurst Elementary

Centennial

Elementary

Sunny Ridge Elementary

Snake River Elementary

Willow Creek Elementary

Ronald Reagan Elementary

West Middle

School

Birch Elementary

NNU

College of 

Western Idaho

Hawaii

Midland

16th

enialB

ognimalF

Elder

11th

Grays

7th

4th

2nd

Pine

19th

14th

Holly

tlevesooR

10th

High

Yale

ynnuS

Norco

Smith

22nd

Hudson

Midway

Taffy

esormirP

notgnihsaW

eelsekalB

Lyons

Olive

Sagehen

Devlin

Miller

loohcS

Jacob

Solomon

Bluegrass

Sunset

etnioP robrA

Mason

Torrey

13th

regdaB

Shilo

Orchard Heights

Hoffman

Stiehl Creek

Black Butte

Laser

Broadmore

Flora

dralliuorD

Havenwood

Shay Park

Front

Kinghorn

Jerry Lee

Stillwater

Checola

eniaM

Gateway

Neilscott

D tsiM we

Essex

etnioP nworC

Walnut Creek

etnioP wolliW

Juniper

Diamond

Stinson

Hemingway

Commanche

17th

Liberty

Woodland

Meadowbrook

Sunrise Mist

Arrowhead

Murray

Purple Sage

24th

Sagittarius

Railroad Depot

Brandts Creek

Augusta

Belknap

Hawaii

Aspen Grove

Sugar Patch

Norwood

Windmill

Diamond Peak

Nectarine

keerC giB

iugetracahC

3RD

Weston Creek

Glen Eagle

13th

tolemaC

Canyon

4th

Colorado

2nd

2nd

2nd

10th 4th

7th

9th

dnalyraM

aigroeG

Sheridan

3rd

4th

Delaware

1st

Sheridan

Lincoln

Juniper

18th yeweD

Washington

17th

5th

7th

2nd

1st

Iowa

Summerwind

eromlE

5th

nosduH

2nd

Bird

Railroad

7th

2nd

awoI

Ada

driB

Ivy

Canyon

5th

Lois

12th

19th

Rails To Trails

Mason Creek

Grimes Creek

Indian Creek

H

Hospital

Recreation 

Center

Wilson 

Ponds

Davis

8th

htuR

Almond

Canyon

Sunnyridge

Cassia

Sugar Factory Road

Constitution

11th

Stanford

yellaV S

Lincoln

Park

Centennial/ 

Ridgecrest 

GC

Optimist 

Park

Lakeview 

Park

West Park

Skyview 

Park

/yrarbiL

Park & Ride

ytnuoC noynaC

retneC

retneC ohadI

llaM rehcraK

s’remraF

tekraM

 & kraP

diR e

slriG dna syoB

bulC

To Meridan and Kuna

/llaH ytiC

retneC civiC

0 1 0.5

Miles

Source: Data obtained from City of Nampa

Author: SM

Date: February 2011

City of Nampa

Nampa Bicycle and Pedestrian Plan

Sidewalk Gap In-fill Priorities 

I

Figure 4.1

Legend

Proposed Trails

City Proposed Trail

Existing Facilities

Railroad Parcels

School Grounds

Parks

City Limits

Impact Area

Caldwell Routes

Existing Trail

Private Trail

Existing Bike Lane

High Priority A Sidewalk Project

Med-High Priority Sidewalk Project

Med-Low Priority Sidewalk Project

Low Priority Sidewalk Project

Non-Priority Sidewalk Project

High Priority B Sidewalk Project

tsruhneerG

I 84 EB

I 84 WB

Exit 38 W On Ramp

Exit 38 E On Ramp

Exit 33a W Off Ramp

Exit 35 W On Ramp

Exit 36 E Off Ramp

Exit 35 E On Ramp 12th Ave

3rd

2nd

12th

Northside

Hwy 45

Karcher

rehcraK

kcitsU

yrrehC

11th

Star

Middleton

Robinson

awoI

Linden

ytimA

Greenhurst

Happy Valley

Midway

Caldwell

yrotciV

htimS

Madison

Northside

Midland

drahcrO

ratS enoL

tropriA

Garrity

Roosevelt

Rim

rehcraK

Lake Lowell

erohS ekaL

Can Ada

Powerline

Dean amlA

Railroad

nilknarF

Prescott

Southside

Mcmillan

Idaho Center

Cleveland

Homedale

eyD

Lynwood

Kcid

Knott

Keim

Lake Hazel

Mac

Lancaster

Wanz

Buzzard

Impression

Private Dr

dnalpU

eoJ

Sparks

tocirpA

Franklin

retsaL

Amity

Powerline

Midland

tsucoL

Midway

Midland

siweL

tsruhneerG

Moss

yelooD

Lake Lowell Area Regional Bicycle and Pedestrian Access Plan Needs Assessment Memo │ 3/10/2015│ Version 2 27
Nampa High

Skyview High

Columbia High

South Middle 

School

Lone Star

Middle School

West Middle School

East Valley Middle School

Middle School

Gateways

School

Future High

School

East Canyon 

Elementary

Birch Elementary

FD Roosevelt

Iowa Elementary Owyhee Elementary

Parkview PreSchool

Central Elementary

Sherman Elementary

Endeavor Elementary

Park Ridge Elementary

Greenhurst Elementary

Centennial

Elementary

Sunny Ridge Elementary

Snake River Elementary

Willow Creek 

Elementary

Ronald Reagan Elementary

West Middle

School

Birch Elementary

Nampa Christian

Pk-8

NNU

College of 

Western Idaho

3rd

Dakota

Nectarine

Hawaii

Midland

16th

Blaine

Flamingo

Elder

11th

Grays

7th

4th

2nd

Pine

19th

14th

Holly

Roosevelt

10th

High

Yale

Sunny

Norco

Smith

22nd

Hudson

Midway

Taffy

Primrose

Washington

Blakeslee

Lyons

Olive

Sagehen

Devlin

Miller

School

Jacob

Solomon

Bluegrass

Sunset

Arbor Pointe

Mason

Torrey

13th

Badger

Shilo

Orchard Heights

Hoffman

Stiehl Creek

Black Butte

Laser

Broadmore

Flora

Drouillard

Havenwood

Shay Park

Front

Kinghorn

Jerry Lee

Stillwater

Checola

Maine

Gateway

Neilscott

Dew Mist

Essex

Crown Pointe

Walnut Creek

Willow Pointe

Juniper

Diamond

Stinson

Hemingway

Commanche

17th

Liberty

Meadowbrook

Sunrise Mist

Arrowhead

Purple Sage

24th

Sagittarius

Railroad

Brandts Creek

Augusta

Belknap

Hawaii

Aspen Grove

Sugar Patch

Norwood

Windmill

Diamond Peak

Nectarine

Big Creek

Chacartegui

3rd

Weston Creek

Glen Eagle

13th

Camelot

Canyon

4th

Colorado

2nd

2nd

10th 4th

7th

9th

Maryland

Georgia

Sheridan

3rd

4th

Delaware

1st

Sheridan

Lincoln

Juniper

18th

Dewey

Washington

17th

5th

7th

2nd

1st

Iowa

Summerwind

Elmore

5th

Hudson

2nd

Bird

Railroad

7th

2nd

Iowa

Ada

Bird

Ivy

Canyon

5th

Lois

12th

19th

Rails To Trails

Mason Creek

Grimes Creek

Indian Creek

H

Hospital

Recreation 

Center

Wilson 

Ponds

Davis

8th

Ruth

Chestnut

Canyon

Sunnyridge

Cassia

Sugar Factory Road

Constitution

11th

Stanford

S Valley

Eaglecrest

Stanford

Boundary

13th

Nectarine

Middleton

Dakota

Depot

Greenhurst

I 84 EB

I 84 WB

Exit 38 W On Ramp

Exit 38 E On Ramp

Exit 33a W Off Ramp

Exit 35 W On Ramp

Exit 36 E Off Ramp

Exit 35 E On Ramp 12th Ave

3rd

2nd

12th

Northside

Hwy 45

Karcher

Karcher

Ustick

Cherry

11th

Star

Middleton

Robinson

Iowa

Linden

Amity

Greenhurst

Happy Valley

Midway

Caldwell

Victory

Smith

Madison

Northside

Midland

Orchard

Lone Star

Airport

Garrity

Roosevelt

Rim

Karcher

Lake Lowell

Lake Shore

Can Ada

Powerline

Dean

Alma

Railroad

Franklin

Prescott

Southside

Mcmillan

Idaho Center

Cleveland

Homedale

Dye

Lynwood

Kcid

Knott

Keim

Lake Hazel

Mac

Lancaster

Wanz

Buzzard

Impression

Private Dr

Upland

Joe

Sparks

Apricot

Franklin

Laster

Amity

Powerline

Midland

Locust

Midway

Midland

Lewis

Greenhurst

To Caldwell Airport 

Corridor Path

Moss

Dooley

Birch

Lincoln

Park

Centennial/ 

Ridgecrest 

GC

Optimist 

Park

Lakeview 

Park

West Park

Skyview 

Park

Library/

Post Office

Park & Ride

Canyon County

Center

Idaho Center

Karcher Mall

Farmer’s

Market

Park & 

Ride

Boys and 

Girls Club

To Meridan and Kuna

To Kuna

City Hall/

Civic Center

 To Meridian 

 To the 

Boise River To the Boise River

 To Meridian 

 Connect to

Caldwell Routes

 Connect to

Caldwell Routes and

Lake Lowell

McDonaugh

Park

Proposed Bus 

Transit Station

Legend

Shoulder Bikeway: Future Bike Lane

Proposed Bicycle Facilities

Bike Lanes

Shoulder Bikeway

Bicycle Boulevard

Shared Lane Markings

Shared Lane Markings: Future Bike Lane

Sidepath

Proposed Pathways

City Proposed Pathway

Priority Pathway Gap Closure

Other Improvements

Intersection Improvement

Crossing Improvement

Accessway

Iconic Pedestrian and Bicycle

Bridge

Existing Facilities

Railroad Parcels

School Grounds

Parks

City Limits

Impact Area

Caldwell Routes

Existing Pathway

Private Pathway

Existing Bike Lane

Future Bike Lanes

0 1 0.5

Miles

Source: Data obtained from City of Nampa

Author: SM

Date: September 2011

City of Nampa

Nampa Bicycle and Pedestrian Plan

Nampa Proposed Bikeway and Off-Street Pathway Network

I

Figure 4.2

Sherman

Meyer

Chicago

Lake Lowell Area Regional Bicycle and Pedestrian Access Plan Needs Assessment Memo │ 3/10/2015│ Version 2 28
APPENDIX E. 

CITY OF CALDWELL 

PATHWAYS AND BIKE ROUTES 

MASTER PLAN MAP

 Proposed Pathways and Bike Routes
#

# #

#

#

# #

#

#

#

#

#

# #

#

#

#

#

#

#

#

Boise River Trail

Tri-City Corridor

Indian Creek

Corridor Lake Lowell Corridor YMCA Corridor

Airport Corridor

Greenbelt

Corridor

CreekCorridor

East Indian

East Karcher

Corridor

MasonCreek

Corridor

Lake Lowell

Cherry Ln

Pride Ln

11th Ave N

S 10th Ave

Lake Ave

Weitz Rd

Orchard Ave

Middleton Rd

Farmway Rd

S Indiana Ave

Linden Rd

Malt Rd

Wagner Rd

Ustick Rd

Lone Star Rd

Lonkey Ln

Cleveland Blvd

Northside Blvd

Joplin Rd

Star Rd

Smith Ave

N Franklin Blvd

Chicken Dinner Rd

S Florida Ave

Elm Ln

E Ustick Rd

E Linden St

Homedale Rd

Caldwell Blvd

Lincoln Rd

Airport Rd

E Victory Rd

Blaine St

E Homedale Rd

Madison Rd

Dixie River Rd

Pinto Rd

Midway Rd

Riverside Rd

Marble Front Rd

E Chicago St

Lowell Rd

Garrity Blvd Prescott Ln

N Can Ada Rd

Duff Ln

Lansing Ln

S Kcid Rd

Dean Ln

W Linden St

Pecan Ln

Blessinger Rd

Franklin Rd

Boehner Rd

Old Hwy 30

Knott Ln

E Franklin Rd

Houk Rd

N Illinois Ave

Lower Pleasant Ridge Rd

W Orchard Ave

E Karcher Rd

Upper Pleasant Ridge Rd

W Karcher Rd

Logan St

N Middleton Rd

Landruff Ln

Midland Blvd

Can Ada Rd N Happy Valley Rd

Smeed Pkwy

Idaho Center Blvd

S Montana Ave

Apricot Ln

Pear Ln

W Ustick Rd

N Robinson Blvd

Red Top Rd

Kingsbury Rd

Darrow Ln

W Homedale Rd

Green Rd

N Midland Blvd

N Robinson Rd

S Lake Ave

Lattigo Dr

Laster Ln

Lincoln St

Wells Rd

Polara Way

E Meeker Ave

Hoadley Rd

Keim Ln

Kiana Ct

Laster Ln

S Montana Ave

Ustick Rd

N Midland Blvd

Smith Ave

Midland Blvd

Malt Rd

Smith Ave

Madison Rd

Farmway Rd

Weitz Rd

Franklin Rd

Wagner Rd

Boehner Rd

Wagner Rd

S Montana Ave

Ustick Rd

Lincoln Rd

Lincoln Rd

Midway Rd

Wagner Rd

Can Ada Rd

Birch Ln

6th St N

1st St N

1st St S

Moss Ln

Ten Ln

4th St S

Joe Ln

N Kings Rd

N Midland Blvd

Bear Ln

W Flamingo Ave

5th St S

E Ash St

Look Ln

Ward Rd

N Sugar St

E Elgin St

Wells Rd

Cherry St

Pond Ln

Laurel Rd

6th St S

N Kcid Rd

E Beech St

Davis Ave

Broadside Ln

Main St

Albany St Iowa Ave

W Railroad St

N Pit Ln

Airport Ave

Ward Ln

9th Ave S

7th St S

Port St

Stamm Ln

Laurel St

Moss St

Polk St

River Rd

Stoffle Ln

Dorman Ave

W Ash St

N 39th St

E Oak St

E Main St

Howard Ln

Eel Ln

16th Ave N 3rd St N

Ridgecrest Dr

Grant St

Vic Ln

Mason Rd

Paynter Ave

S 5th Ave

Idaho Ave

Bent Ln

W Logan St

High St

Syringa Ln

Bass Ln

10th Ave N

W Blaine Ave

Ray Ave

Larch St

David St

Hird Ave

Fillmore St

3rd St S

5th St N

N Horton St

Sunny Ln

Channel Rd

Andy Ln

S Kit Ave

E Freeport St

Joliet St

Hunt Ave

Muller Ln

Goldie Ln

Hillcrest Ln

Hoadley Rd

4th St N

Santa Ana Ave

Boise St

Arthur St

Spruce St

Garber St

A St

N 1st Ave

Bristol Ave

9th St S

Whiffin Ln

Portner Rd

W Oak St

Leo Dr

Kent Ranch Rd

Eclipse Dr

Norco Way

Industrial Rd

Oxbow Ave

N 14th Ave

N Cassia St

Nixon St

Winther Blvd

Flora Rd

Hannibal St

N Armstead Ave

Barger St

Arabian Way

Fairway Dr

Ashton Ave

Stock Trail

Bayou Way

Weston Ave

Hudson Ave

Colt Dr

Edgebrook Dr

Arrowhead Dr

S Georgia Ave

Amber St

Gravel Ln

W Plymouth St

Buskirk Dr

Laster St

Hensen Dr

Terrace Dr

1st Ave N

Graye Ln

3rd Ave N

E Sawtooth Lake Dr

War Eagle Rd

E Greens Dr

S 3rd Ave

W Easy St

Ballard Ln

Harmon Way

Sage Acres Ln

S 14th Ave

Madison Ave

Aries Dr

Washington Ave

Cupid Dr

Karcher Bypass

Daniel St

2nd St S

Kingsbury Rd

Celeste Ave

Shelburne St

B St

N Ohio Ave

Arlington Ave

Rose Briar Ln

Kenai Ln

Walnut St

W Radcliff St

E Flamingo Ave

Tara St

Boehner Rd

Vista Dr

Private Dr

E Gate Blvd

Roanoke Dr

S Florida Ave

Gabica St

Avalon St

Colfax Dr

S 1st Ave E

Una St

Quenzer Ln

D St

Lyle Dr

N Gentry Dr

E Spruce St

Heath Way

Monarch Way

Sugar Cane Dr

Yoder Ave

N 44th St

E Pat Ln

Brandt Ave

Carolina St

Kiser RdN Kit Ave

E Locust St

Shaver Ave

N Elder St

Industrial Way

Skyway Dr

Solomon Dr

Dans Rd

Johnson Ln

Friar Dr

E Terra Linda Way

Moonstruck Dr

E Fargo Ave

Royal Way

N 59th St

Cirrus Dr

N Gem St

Virginia Pkwy

W Elm St

Sundance Rd

Sunnydale Pl

Commercial Way

Uvalde St

Wilderness Dr

Moreno Dr

Salem St

Hubler Ln

Stiehl Creek Dr

Delta Dr

S Pit Ln

Cattle Ln

Helena Dr

Layton Ave

Bonnie Ln

N Kensington Dr

Castagnola Ln

W 1st St N

Sunshine Ln

N 42nd St

Palrang Dr

Hoffman Ln

Canary Ln

Landon Ln

Blue Jay Lp

Center Ln

Sunset Ave

Eat A Bite Ln

Owyhee Ln

N Zion Park Dr

Oak St

Webster St

Kimball Ave

Rhodenbaugh Ln

Roedel Ave

Everett St

S 21st Ave

Smiley Peak Ave

Owyhee Ave

E Jacob Dr

Fairoaks Dr

Shannon Dr

Rainbow Dr

Elmore Ave

Blue Sky Ave

N Black Butte Ct

Municipal Dr

Jodi Ave

Duke St

N Ethel Dr

N 20th St

Castle Way

N Brent Ave

Alicia St

W Neilscott Dr

E Monroe St

Laster Ln

N Red Oak Dr

N Wentworth Ln

W Blueberry Ave

E Toussand Dr

E Heliport Rd

Roosevelt St

Keogh Ln

Jackson St

Marvin St

Adelaide St

Calico Ave

2nd St N

S Kimball Ave

Meadowview Dr

Park Centre Way

S 21st Ave W

Bumble Bee Ln

Front St

McLaughlin Dr

Fern Dr

Mariah Ct

Charley Ln

Madera Way

N Adams St

Julie St

W Sanetta St

Hill Ln

N Broadmore Way

G St

N Clearview Ave

Prairie Ln

N Indiana Ave

E Newby St

E Cessna Way

W Camelot Dr

Lavin St

Kings Row Rd

Greenlinks Ave

Millstone St

Woodduck St

Whisper Creek Dr

N 40th St

Cambridge St

Pietra Way

Lambert Ln

Goldfinch Way

Anderson Way

Antigua Ave

Virginia Cir

N 37th St

Husky Ln

Silver Spur Ln

Barret View Ct

W Laser Ln

Turning Leaf St

Ranchero Dr

Equinox Ave

W Roberts Ave

Racetrack Dr

Pfe Dr

N Galleria Dr

Beach Cherry Dr

Sprint Ct

S Highland Dr

Drakes Ln

Newhaven St

Farmway Rd

7th St N

W Rainier Ave

E Comstock Ave

N Wessex Ln

Lasher Ln

N Covey Ln

E Plaza Lp

N Borah Way

Ramp

Long Meadow Dr

Felton St

Dearborn St

Kurt Ln

E Carol St

Eldoran Dr

Railroad Depot

Greenwing St

Midway Rd

Bright St

Vanita Ct

S 45th Ave

Stone Creek St

Bronze Spur Dr

Golden Spur Dr

Rosicky Way

Beehive Ct

W Shoshone Ave

W Crested Butte Ave

Majestic View Pl

N Bonner Dr

7th Ave N

Abraham Way

Frerichs Ln

N Ashford Ln

Lone Pine Ave

Canyon Lake St

E Orchard Ave

W Industrial Rd

Equine Dr

Winn Ave

N Erik Dr

N Red Fir St

Falcon St

Danby Ave

Regusci Ave

Cremer Trail

N Sceirine Ln

Algonquin St

Harrow St

W Willow Ave

9th St N

E Locust St

Laster Ln

E Flamingo Ave

River Rd

N Pit Ln

Helena Dr

Winther Blvd

Hoadley Rd

W Elm St

Laster St

Boehner Rd

Main St

Cirrus Dr

5th St N

College of Idaho

Lakevue Elementary

Caldwell High School

Vallivue High School

Syringa Middle School

Vision Charter School

East Canyon Elementary

Lewis & Clark Elementary

Wilson Elementary School

Central Canyon Elementary

Sage Valley Middle School

Sacajawea Elementary School

Van Buren Elementary School

Thomas Jefferson Charter School Indian Creek

Boise River

4

8

11

28

7 21 27

12

20

13

18

16

15

17

26

1

19

6

33

35

2

34

3

14

5

9

31

30

25

23

22

100

29

200

4

200

Legend

Intersections Needing Improvements

Existing Trail

Proposed Bike Route

Proposed Multi-Use Pathway

Bike Route

River,Canal,Ditch

Impact_poly

Centerline

Interstate

Highway

Major Road

Local Road

Railroad

Caldwell City Limits

Nampa City Limits

Middleton City Limits

Lake

μ

1:60,000

Print Date: February 3, 2010

DISCLAIME R

The inform ation represented on this map results from the compilation of a variety of source m aterials.

 Its intended use is as a resourc e for the City of Caldwell Staff. The City of Caldwell makes no 

representation or warranty as to the ac curacy of this product, and in particular, its accuracy as to 

labeling, dimensions, property boundaries, or placem ent or loc ation of any map features thereon. 

THE CITY OF CALDWELL DISCLAIMS A NY WARRANTY OF ME RCHANTA BILITY OR WA RRANTY 

FOR FITNESS OF USE FOR A PA RTICULAR PURPOSE , EX PRE SS OR IMPLIE D, WITH RES PECT 

TO THIS PRODUCT. Any user of this product accepts the sam e AS IS , WITH ALL FAULTS, and ass umes a 

responsibility for the use thereof.

0 2,500 5,000 10,000

Feet

43

Figure 3. Proposed Pathways and Bike Routes

Lake Lowell Area Regional Bicycle and Pedestrian Access Plan Needs Assessment Memo │ 3/10/2015│ Version 2 30
APPENDIX D | OCTOBER 2016

APPENDIX F: 

FIGURE 2.1: EXISTING 

CONDITIONS KEY MAP, NAMPA 
2

6

5

1

3 4

Nampa High

Skyview High

Columbia High

West Middle School

South Middle School East Valley Middle School

FD Roosevelt

Owyhee Elementary Iowa Elementary

Lincoln Elementary Parkview PreSchool

Central Elementary

Sherman Elementary

Endeavor Elementary

Park Ridge Elementary

Greenhurst Elementary

Centennial Elementary

Sunny Ridge Elementary

Snake River Elementary

Willow Creek Elementary

Ronald Reagan Elementary

Ustick

Star

11th

Lake

Deer Flat

Cherry

Joplin

Robinson

Iowa

Linden

Hwy 20/26

Greenhurst Midland

Northside

Middleton

Madison

Scism

Smith Rim

Elm

Victory

Orchard

Midway

Lone Star

Mcdermott

Airport

Roosevelt

Can Ada

12th Ave

Caldwell

Happy Valley

Kcid

Amity Lake Lowell

Lewis

Garrity

Lincoln

Locust

Karcher

Lake Shore

Powerline

Chinden

Franklin

Dye

Prescott

Cleveland

Dean

Hwy 45

3rd

Mcmillan

Southside

2nd

12th

Alma

Marble Front

Knott

Homedale

Railroad

Smeed

Dearborne

Lynwood

Emerald

Track

Idaho Center

Lake Hazel

Pollard

Laster

Prosperity

Chicago

Spring

Keim

Memory

Midland

Lewis

Laster

Amity

Locust

Lincoln

Mcdermott

Midland

Franklin

Mcdermott

Midway

Lewis

Lincoln

Karcher

Powerline

Source: Data obtained from City of Nampa

Author: EAS

Date: October 2010

City of Nampa

Nampa Bicycle and Pedestrian Master Plan

Figure 2.1: Existing Conditions Key Map

I 0 0.5 1 2

Miles

Legend

n Schools

Existing Conditions Map Areas

Project Impact Area

Streets Inventoried

Streets

Proposed Trail

Existing Trail

Private Trail

Parks

City Limits
APPENDIX G: 

FIGURE 2: MAP OF EXISTING 

PATHWAYS AND BIKE ROUTES, 

CALDWELL 
Lake Lowell

Lake Ave

S 10th Ave

Orchard Ave

Middleton Rd

S Indiana Ave

Lone Star Rd

Cleveland Blvd

Smith Ave

S Florida Ave

E Ustick Rd Ustick Rd

Linden Rd

Lincoln Rd

Caldwell Blvd

Blaine St

E Homedale Rd

Duff Ln

Midway Rd

N Middleton Rd

Marble Front Rd

E Chicago St

Cherry Ln

Old Hwy 30

S Kcid Rd

W Linden St

Knott Ln

N Illinois Ave

W Orchard Ave

Farmway Rd

Logan St

W Karcher Rd

E Linden St

Midland Blvd

Riverside Rd

Smeed Pkwy

Lonkey Ln

S Montana Ave Stone Ln

Landruff Ln

W Ustick Rd

Franklin Rd

Homedale Rd

Emmett Rd

Hartley Ln

W Homedale Rd

Green Rd

Cemetery Rd

Freezeout Rd

N Midland Blvd

N 10th Ave

S Lake Ave

Laster Ln

Lincoln St

Wells Rd

N Kcid Rd

W Chicago St

Middleton Rd

Laster Ln

Midway Rd

E Linden St

Smith Ave

S Montana Ave

Ustick Rd

Lincoln Rd

Midland Blvd

Farmway Rd

Lincoln Rd

S Montana Ave

Moss Ln

Ten Ln

N Midland Blvd

Bear Ln

W Flamingo Ave

E Ash St

Look Ln

Ward Rd

E Elgin St

Wells Rd

Cherry St

Pond Ln

W Blaine Ave

Aviation Way N Kcid Rd

E Beech St

Broadside Ln

Main St

Albany St

Iowa Ave

Airport Ave

College Ave

Ward Ln

Laurel St

Moss St

Polk St

Laurel Rd

River Rd

Dorman Ave

W Ash St

Davis Ave

E Oak St

E Main St

W Railroad St

Grant St

Mason Rd

Paynter Ave

E Logan St

S 5th Ave

Idaho Ave

W Logan St

Syringa Ln

Bass Ln

Ray Ave

Larch St

Chicago St

David St

Hird Ave

Fillmore St

N Horton St

Sunny Ln

Channel Rd

Andy Ln

S Kit Ave

E Freeport St

Joliet St

Hunt Ave

Muller Ln

Canyon Ln

Hillcrest Ln

Santa Ana Ave

Boise St

Arthur St

Spruce St

Garber St

A St

N 1st Ave

Bristol Ave

Sage Dr

Triumph Dr

E Belmont St

Whiffin Ln

Portner Rd

W Oak St

Leo Dr

S 12th Ave

Kent Ranch Rd

Eclipse Dr

Oxbow Ave

Mink Rd

N Cassia St

Nixon St

Flora Rd

Hannibal St

E Elm St

Apache Dr

Winther Blvd

Ashton Ave

Stock Trail

Bayou Way

Weston Ave

High St

Arrowhead Dr

S Georgia Ave

Gravel Ln

W Plymouth St

Buskirk Dr

S Kcid Rd

Laster St

Hensen Dr

Terrace Dr

N Dewey Ave

Graye Ln

E Sawtooth Lake Dr

War Eagle Rd

S 3rd Ave

W Easy St

Ballard Ln

Harmon Way

S 14th Ave

Aries Dr

Washington Ave

W Concord St

Cupid Dr

Karcher Bypass

Daniel St

Condor Dr

Celeste Ave

Shelburne St

B St

Arlington Ave

S Montana Ave

Walnut St

W Radcliff St

Tara St

Boehner Rd

Vista Dr

Flint Dr

Roanoke Dr

S Florida Ave

Gabica St

Cada Ln

Colfax Dr

S 1st Ave E

N Ohio Ave

Una St

D St

Lyle Dr

E Spruce St

Monarch Way

Yoder Ave

Town Cir

E Pat Ln

Carolina St

Kiser Rd

Longtail Dr

N Kit Ave

E Locust St

Shaver Ave

Industrial Way

Carnegie St

Skyway Dr

Solomon Dr

Johnson Ln

Friar Dr

Moonstruck Dr

Boise Ave

Royal Way

Cirrus Dr

N Gem St

Virginia Pkwy

W Elm St

Sundance Rd

Bannock Dr

Raymond Dr

Commercial Way

Uvalde St

Wilderness Dr

Moreno Dr

Salem St

El Paso Rd

Hubler Ln

W Elgin St

Helena Dr

Layton Ave

Settlers Ave

Bonnie Ln

Lolo Ave

W 1st St N

E Ross Ln

Sunshine Ln Hoffman Ln

Landon Ln

Ellis Ave

Sunset Ave

Owyhee Ln

N Zion Park Dr

Webster St

Fairview Ave

N Marketplace Blvd

Kimball Ave

Rhodenbaugh Ln

Roedel Ave

Elvera Ln

Everett St

Fairoaks Dr

New York St

Lilac Pl

Blue Sky Ave

N Black Butte Ct

Jodi Ave

Duke St

Castle Way

Sumpter St

Borchers Ln

Alicia St

N Canyon St

W Neilscott Dr

Laster Ln

Smeed Pkwy

W Blueberry Ave

Roosevelt St

Bridgeport Ave

Keogh Ln

Jackson St

Chaparro St

Key West St

Adelaide St

S Kimball Ave

Meadowview Dr

Park Centre Way

S 21st Ave W

Madera Way

N Adams St

Julie St

W Sanetta St

Hill Ln

G St

Prairie Ln

N Indiana Ave

W Camelot Dr

Lavin St

Kings Row Rd

Greenlinks Ave

Millstone St

Cambridge St

Tranquil Pl

Pietra Way

Blossom Way

Gunfire Rd

McKinley St

W Meffan Ave

Goldfinch Way

Antigua Ave

Eaton Rd

W Laser Ln

Moosehorn Way

W Roberts Ave Pfe Dr

Beach Cherry Dr

Sprint Ct

Drakes Ln

Newhaven St

Farmway Rd

W Rainier Ave

Lasher Ln

Buckboard Ave

N Borah Way

Springcrest St

Wintercrest St

Felton St E Willow St

Eldoran Dr

Greenwing St

Midway Rd

Gala Ave

Vanita Ct

S 45th Ave

Rosicky Way

W Shoshone Ave

S Bingham St

W Crested Butte Ave

N Bonner Dr

Abraham Way

Canyon Lake St

Winn Ave

N Red Fir St

Polaris St

Falcon St

Robber Pl

Vistapark Drive

Danby Ave

Regusci Ave

Algonquin St

Harrow St

W Willow Ave

W 4th St N

W Blaine Ave

Laster Ln

S Kimball Ave

Arthur St

Winther Blvd

W Elm St

E Locust St

Helena Dr

River Rd

Aviation Way

Cirrus Dr

Indian Creek

Boise River

Legend

Existing Trail

Existing Bike Route

River,Canal,Ditch

Centerline

Interstate

Highway

Major Road

Local Road

Railroad

Caldwell City Limits

Nampa City Limits

Middleton City Limits

Impact_poly

Lake μ 0 2,500 5,000

Feet

1:60,000

DISCLAIMER

The information represented on this map results from the compilation of a variety of source materials.

 Its intended use is as a resource for the City of Caldwell Staff. The City of Caldwell makes no 

representation or warranty as to the accuracy of this product, and in particular, its accuracy as to 

labeling, dimensions, property boundaries, or placement or location of any map features thereon. 

THE CITY OF CALDWELL DISCLAIMS ANY WARRANTY OF MERCHANTABILITY OR WARRANTY 

FOR FITNESS OF USE FOR A PARTICULAR PURPOSE, EXPRESS OR IMPLIED, WITH RESPECT 

TO THIS PRODUCT. Any user of this product accepts the same AS IS, WITH ALL FAULTS, and assumes a 

responsibility for the use thereof.

Figure 2. Map of Existing Pathways and Bike Routes

18 Print Date: February 3, 2010

Lake Lowell Regional Bicycle and Pedestrian Access Plan Existing Conditions Memo │3/10/2015│ Version 2 50
APPENDIX H: 

DEER FLAT NATIONAL 

WILDLIFE REFUGE
Lower

Dam

Upper Dam 

 U.S. Fish & Wildlife Service MAP 5 - ALTERNATIVE 2

(Preferred) Deer Flat National Wildlife Refuge - Lake Lowell Unit 

Canyon County, Idaho

0 0.5 1 2

Miles

Existing Entrance Road

Existing Multiuse Trail

Existing Walking Trail

Proposed Vehicle Use (Gotts Point)

Proposed Multiuse Trail

Proposed Walking Trail

Refuge Boundary

Fishing Areas A & B

Waterfowl Hunt Area

Upland Hunt Area

Wildlife Habitat and/or Administration Area

Closure All Year - Except as noted for hunting

No-Wake Zone (<5mph)

Wake Zone

Shorebird Closure (7/15 - 9/30)

Wintering/Migration Closures:

Lower Dam (10/1 - 4/14); Gotts Point (10/1 - 1/31); Murphy's Neck (10/1 - 3/14)

Eagle Nesting/Perching Area Closure (2/15 - 7/15)

Osprey Nesting Area Closure (3/15 - 8/1)

Heron Rookery Seasonal Closure (2/1 - 7/1)

Grebe Colony Closure (up to 500 yd closure around existing grebe colonies

until 7/15 of the following year)

Other Refuge Land

Current Use

@" Refuge Visitor Center

!y Improved Boat Ramp

d[ Unimproved Boat Ramp

!D Dock

!r Designated Swimming Area

!j Parking Area

[" Wildlife Viewing Platform/Blind

Proposed Facilities

!° Nature Play Area

!D Dock

\" Observation/Photo Blind

!r Designated Swimming Area

?" Visitor Contact Station

NOTE: Species specific closures (e.g. eagle, shorebird, grebe)

are based on 2011 observations and may change in size and/or

location year to year.

PR ODU CED IN TH E DIVISION OF R EALTY & REFU GE INFOR MATION

POR TLA ND , ORE GON

MA P D A TE : 0 9/1 1/2 014

MER IDIAN: BOISE

FILE: 11 -069 -3-ALT2_ 11x17.MXD

UTM ZONE 11

NAD 83

Chapter 2. Alternatives, Goals, Objectives, and Strategies 2-77
APPENDIX I: 

FUTURE LAND USE MAPS/

ZONING MAPS 

 Canyon County Future Land Use Map

 Nampa Proposed Future Land Use Map

 City of Caldwell Zone Map

 Canyon County Zoning Map

 Nampa Zoning Map 


nm nm

nm nm

nm

nm

nm

nm

nm

nm

nm

nm

nm

nm

nm

nm

nm

nm

_

ØP

ns

no

§F

34

35

36 31

T4 N

32

R. 3 W. R. 2 W.

22

27 26

23 24

25 30

19

29

20

10 11 12 7

15 14 13 18

8

17

21

28

33

16

9

34

27

22

10

15

MADISON RD

LINDEN RD

N KCID RD

CEMETERY RD

WARD LN

RIVER RD

S KCID RD

ANDY LN

CHANNEL RD

MARBLE FRONT RD

FRANKLIN RD

POLK ST

EAD

ST

PALOMINO DR

N HOMEDALE 

AUTUMN GOLD 

LANTANA AVE

W PLYMOUTH ST

WELLS RD

INDUSTRIAL WAY

MASON RD

STOCK TRAIL RD

E CHICAGO ST

E FRONTAGE RD

FRIAR DR

GRIFFITHS PKWY

TOWN CIR

BELMONT ST

N INDIANA AVE

SAGE DR

N ILLINOIS AVE

HARVESTER AVE

SANTA ANA AVE

JAY

LN

CAPITAL ST

RUTLEDGE DR

S 43RD AVE

JEANNE DR

SKYWAY ST

BURGER LN

DEARBORN ST

BLAINE ST

TAFT ST

MARIAH CT

SPECHT AVE

HILL LN

ARTHUR ST

CITRUS ST

N 1ST AVE

C O M MERCIAL WAY

RIO VISTA DR

ESSEX AVE

FIRCREST AVE

MONTICELLO

CT

KIMBERLY

CT

ALDER ST

ALDER

DR

GLENN WAY

HAZELWOOD

CIR

SARASET

CT

FAIROAKS

CIR

WISCONSIN

AVE

SANDSTONE

PL

E OMAHA

ST

LASHER LN

IOWA AVE

S 16TH AVE

E ROSS LN

POPLAR ST

OWYHEE

LN

TURNING LEAF ST

MONTE VISTA DR

E MADISON

ST

ARTHUR CT

ROUND TABLE CT

LANCELOT CT

C OMMAN C H E WAY

CIR 5

CIR 4

CIR 3

CIR 2

CIR 1

APACHE DR

CIR 6

WILLOW ST

E MAPLE

ST

WALNUT

ST

STOCKBRIDGE W A Y

CANAL

ST

BROOKSIDE DR

TETON

AVE

WILLOW ST

BRIAN AVE

SUMMIT

DR

UVALDE ST

SAFFRON DR

A LN

GRANT ST

AMHERST AVE

TERRACE DR

S 45TH AVE

RIM VIEW DR

W DR

PISCES D R

STONE CREEK ST

S 21ST AVE

S 22ND AVE

WINN AVE

MA VERICK DR

 LANSING AVE

R AWHIDE DR

HOWE AVE

SHEPARD

ST

HOWARD AVE

S ILLINOIS AVE

CHAPARRO ST

HELEN LN BROOKSIDE

DR

N MICHIGAN AVE

PARADISE CIR ST. JOE

LN

CHRISTY

CIR

DIXIE

CIR

AUGUSTINA

CT CARI

CIR FOREST PARK

WAY

S ILLINOIS

AVE

ROSE GARDEN HILL

LN

N GEORGIA

AVE

NOGALES

CT

E D EWEY LN

TINNIN

LN

POLARIS ST

SAVANNAH ST

SHELBURNE

ST

SONORAN PL

VILLAGE GREEN ST

N PLATEAU

AVE

DAUNTLESS PL

E PLYMOUTH

ST

FREEDOM AVE

HELENA DR

OL YMPIA D R

LOOP ST

COLEBROOK AVE

N MONTANA AVE

NORMAN ST

N MICHIGAN

AVE

STONEGATE WAY

S 41ST AVE

CROWN ST

TWILIGHT ST

MOUNTAIN VIEW AVE

MIDDLEPARK

CT

BERRYPARK

AVE

SPARROW AVE

N LA CRESTA

AVE

BADIOLA ST

PARKMONT

WAY

SHANE PL

PUR CT

N KIMBALL AVE

MONTCLAIR WAY

S 26TH ST

S 36TH AVE

ORION ST

MISSOULA WAY

QUINCY ST

S 38TH

AVE

AVE

S 7TH AVE

ROBERT

AVE

E EASY ST

GOSSAME

S

SHASTA WAY

MIDDLEPARK

WAY

NORMAN STVASONA AVE 

CARD NI AL DR

GOSLING ST

W ITHACA

ST

PEMBROOK AVE

PIERRE

AVE

TYLER ST

SAGE LN

ALBANY ST

PLUTO

CIR

ROOSEVELT ST

WILLOW BROOK

PL

S 24TH AVE

S 11TH AVE

STARLIGHT AVE

LINCOLN ST

N 15TH AVE

NAVAHO CT

E HAZEL ST

TOPEKA

AVE

S MICHIGAN

AVE

DILLON

DR BILLINGS DR

HELENA

DR

POWDERHORN LN POWDERHORN PL

RIM VIEW

DR

WINELLA DR SKY LI NE PL

OHARA

ST

S HOMEDALE

SYRINGA LN

EMERSON ST

SAGE WAY

RIVM VI EW

CENT RAL PARK ST

N OHIO AVE

FAIROAKS DR

GROUSE DR

D RAGONFLY DR

N ALASKA AVE

BIG SKY

ST

COLUMBUS

CT

DORCHESTER

AVE

BISHOP CIR

POWDERHORN DR

RED ROBIN WAY

GOLD HAVEN 

SADDLEHORN WAY

REECE

LN

SEA BREEZE

ST

JACKSON

ST

BUTTE VIEW

DR

DULUTH

AVE

CLEARWATER LN 

VISTAPARK DR

DR

SAGE PL

ENE DR

SUNCREST LN

COTTONWOOD

ST

GOLDEN ROD LN

JANICE LN

LA BREA ST

ROYAL WAY

DENKER

DR

SALEM ST

RIVER RUN

LN

LEWISTON

ST

W CHICAGO ST

E CHICAGO ST

KIMBALL

AVE

MORNING MIST LN

S LOUISIANA AVE

FAIRWAY DR

SANTA CLARA

DR

GEMINI PL

JEFFERSON

PKWY

GOLD HARBOR DR

ROCHESTER ST

CARTER CT

CIR 7

APOLLO PL

WILSON ST

MARIE CT

EWOOD

ST

WYOMING AVE

STONEHE DGE WAY

BIGHORN WAY

COUNTRY VILLAGE AVE

BANNOCK DR

N HOMEDALE

AVE

BUSHNELL ST

SAGE CT

LOMA ALTO AVE

BLOSSOM WAY

E ROSSO PL

ANCHOR

PL

CHESAPEAKE

AVE

DOM IN ION WAY

WALDEN ST

ABSECON PL

PLEASANTON AVE

ANDREW

CT

SANTA FE

ST

N INDIANA AVE

S 14TH AVE

MARBLE FRONT RD

S 9TH AVE

FILLMORE ST

E ELGIN ST

MAIN ST

KIMSEY ST

LARCH ST

S 5TH AVE S 10TH AVE

AVE

OREGON AVE

WISCONSIN AVE

S MICHIGAN AVE

INDEPENDENCE

ST

CREST LINE AVE

PI ETRA WY

FERNCLIFF AVE

COLEBROOK CT

CABOT AVE

CATSKILL DR

SHELBURNE CT CUMB ERLAND WAY

ALLEGHENNY WAY

TAMSWORTH DR

ADIRONDACK WAY

TACKETT

LN

IDEA WAY

MEDICAL DR

GOLDEN GLOW 

ANCHOR AVE

SANDSTONE AVE

HACKBERRY

CT

WALNUT ST

GRANT ST

S 15TH AVE

EMPRESS ST

CLEVELAND BLVD

N 3RD AVE

S MONTANA AVE

ARTHUR ST

S 6TH AVE

COLORADO AVE

AVE

S 19TH AVE

ST O NEGATE PL

HYDE ST

E BEECH ST

WISCONSIN AVE

SPICEBUSH AVE

CALICO AVE

WILDERNESS DR

N KCID RD

AVIATION WAY

HILLCREST LN

S 34TH AVE

MAIN ST

E PINE ST

N 5TH AVE

COLLEGE AVE

OLD HIGHWAY 30 

DEARBORN ST

S 18TH AVE

K

CHAMPLAIN

ENNEB E C WAY

MATHER AVE

HUBLER LN

CEDAR ST

EVERETT ST

S 16TH AVE

S OHIO

AVE

S INDIANA AVE

OREGON AVE

TERRACE

DR

POLK ST

IDAHO AVE

E DENVER ST

E MORRISON ST

RAY AVE

E ELM ST

E BEECH ST

HIGHWAY 20/26 

HANNIBAL ST

ARTHU

W ELGIN ST

E GALVESTON ST WASHINGTON AVE

N 16TH AVE

N ILLINOIS AVE

WASHINGTON AVE

LIFE

WAY

SMEED PKWY

E FREEPORT ST

S 10TH AVE

E ASH ST

MIDLAND RD

JOLIET ST

E LOCUST ST

RIVER RD

ARROWHEAD DR

E ITHACA

ST

JOLIET ST

BLAINE ST

AMBER ST

ROOSEVELT ST

S GEORGIA AVE

S 20TH AVE

CLEVELAND BLVD

BORCHERS LN

E OAK ST

RAY AVE

OLD HIGHWAY 30

BOISE AVE

S 12TH AVE

IDAHO AVE

S OHIO AVE

S 13TH AVE

FILLMORE ST

S FLORIDA AVE

APACHE DR

ROANOKE DR

BROOKSIDE DR

S GEORGIA AVE

HIRD AVE

S 17TH AVE

E SPRUCE ST

E MAPLE ST

TAFT ST

LANSING

AVE

PARK HILL

DR

RAY AVE

NIXON ST

AVIATION WAY

ALDER ST

HIGHWAY 44 

N INDIANA

AVE

ST

EVERETT ST

BOISE AVE

CHANNEL RD

MIDDLETON RD

S KCID RD

E KEARNEY

ST

VIRGINIA PKWY

RICE AVE

CHERRY ST

E SPRUCE ST

SYRINGA

LN

RAY AVE

E LINDEN ST

NORTH SIDE BLVD

WARD RD

CENTENNIAL WAY

KNOT LN

BISMARK

AVE

W KEARNEY

ST

W MADISON

ST

RIDGEPARK

ST

MULLER LN

SHOOTING STAR CT

RO SE BU D DR

ROSEDOWN RD

FLORA RD

ESENT

DR

BRIDGEPORT

 AVE

PARKBEND

WAY

PARKLAND

WAY

QUAIL COVE CT

CENTRAL

PARK CT

WHITMAN

AVE

WILLAMETTE

AVE

COLVILLE AVE

BERRYPARK

PL

SUNRI SE LN

GOLDFINCH

ST

SANDPIPER

CT

LOON ST

NIGHTHAWK

ST

GOLDFINCH WAY

WYETH AVE

SANFORD

AVE

BRIDEPART ST

CAMBRIA

ST

COMMONWEALTH AVE

WARD RD

SKYWAY DR

TUCKERMAN WAY

WILDERNESS

DR

PORTSMOUTH DR

SARANAC CT

SARAN AC ST

SPRUCE ST

BUCKEYE AVE

ADMIRAL

WAY

VICEROY

AVE

AVALON

ST

PIPEVINE DR

HACKBERRY

ST

AVALON PL

BUCKEYE PL

CHALLENGER WAY

PARKTRAIL

CT

SYRINGA WAY

LONGFELLOW ST

GREENWAY

ST

CALHOUN AVE

LOLO

AVE

CHALIS

PL/AVE

MUFFIN

LN

THOMAS JEFFERSON

ST

ENTERPRISE

WAY

ADAM SMITH

AVE

SKYWAY DR

ASPEN FALLS AVE

WILLOW FALLS

AVE

PHEASANT RUN

ST

SANDERLING

CT

MICHALA

CT

MAKRANA

ST

TRAVERTINE AVE

PENTELI STDANBY AVE PENTELI PL MARMAROS AVE

SANDERS

ST

WOODBRIDGE ST

ARCADIAN DR

DRAGONFLY DR

FALLOW FIELD ST

MIDVALE AVE SUNTREE 

ST

SHADY GLEN

ST

WINDWARD

 ST

LENOX PARK

ST

CASCADIA

ST

HANCOCK AVE

CROATAN

ST

WOODGATE

 ST

CIMMARON

ST CIBOLA

PL

THUNDER

AVE

PARAKEET

WAY

PIGEON

CT

SUSQUEHANNA WAY

BOULDER PEAK ST

MCKINLEY ST

SANTA ANA AVE

SMILEY PEAK AVE GOAT LAKE

ST

LONE PINE AVE

ALPINE ST

SPICEBUSH AVE

ANGEL WING

AVE

VICEROY

PL

COPPER ST

SUMPTER ST

ALDER CREEK

LN

CABIN CREEK ST

JUMP CREEK DR

BRUSH CREEK

AVE

HODSON CREEK

WOOLEY

AVE

CREEK AVE

BATTLE CREEK

WAY

SKYWAY ST

ELVERA LN

ALDER CREEK

LN

IRON BAG

DR

COLORFUL DR

ISON

CT

WHIPPLE

AVE

STONE LN

FREEZEOUT RD

CANYON LN

HARTLEY LN

MIDDLETON RD

DUFF LN

LANSING LN

EMMETT RD

WEBSTER ST

ALTAMONT ST

WAY

JENNINGS

FERNCLIFF

AVE

STOCKBRIDGE

WAY

TIDEWATER ST

KENNEY WAY

HARLEY

WAY

ANNETTE

CT

ANNETTE

ST

EMILY AVE EMILY

PL

THORN BIRD

CT

DISHMAN PL

Ir Is

_346

?À

MARBLE VAL L EY WY BIANCO ST

RA M S HORN WAY

JE TER

ST

BIG LOON WAY

ROSICK Y W

M

AY INDI ST

PISTOL CREEK WAY

DAGGER FALLS WAY

VELVET FALLS WAY

LURY LN

COLONIAL

DR

CUMBERLAND

PL

SLIPSTREAM WAY

Brothers Park

Curtis Park

Luby Park

k

Skyway

Park

Complex

Griffiths 

 Park

Fairview 

Golf 

Course

r

Sebree

Park

Jaycee

Park

Indian

Creek Park

Serenity

Park

Pioneer

Plaza Park

Watertower

Park

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

2728

4/7/2008

0

0

0

0

0

0

0

0

0

2658

1/22/2008

0

0

0

0

0

2342

1/17/2000

2345

8/21/2000

0

2929

6/7/2013

0

0

0

0

0

0

0

27

008

0

0

0

2703

10/15/2007

0

0

0

0

0

2690

9/4/2007

2925

4/1/2013

2658

1/22/2008

0

2783

6/1/2009

0

2683

7/7/2008

0

2752

9/22/2008

CITY OF CALDWELL

ZONE MAP

Print Date: 16 June 2014

0 700 1,400 2,800 4,200

Feet

1 inch = 1,400 feet -

C-1 Neighborhood Commercial

C-2 Community Commercial

C-3 Service Commercial

Interchange or

Freeway Commercial C-4

C-C City Center

C-D College District

_ Sheriff

§F Fire Station

no Hospital

ns Paramedic

ØP Police

nm School

City Limits

Impact Area

Parcels

Interstate

Airport Overlay

Zone 2

Airport Overlay

Zone 1 R-S-1 Semi-Rural Residential 1

R-S-2 Semi-Rural Residential 2

R-1 Low Density Residential

R-3 High Density Residential

H-D Hospital District

Medium Density 

Residential R-2

H-C Highway Corridor

A-D Airport District

M-2 Heavy Industrial

M-1 Light Industrial

I-P Industrial Park

Traditional 

Neighborhood T-N


APPENDIX J: 

IDAHO TRANSPORTATION 

DEPARTMENT AADT 2013
Appendix E 

Idaho Transportation Department Average Annual Daily Traffic Data (2013) 

Road Name To From AADT CAADT Truck Traffic %

10TH AVE ORCHARD AVE KARCHER RD (SH-55) 2,800 0 0%

DEER FLAT RD FARNER RD SH-45 170 10 6%

DOOLEY LN MIDLAND BLVD WESTVIEW LN 1,800 140 8%

FARMWAY RD ORCHARD AVE SH-55 820 0 0%

FARMWAY RD KARCHER RD (SH-55) HOMEDALE RD 4,000 0 0%

FLORIDA AVE ORCHARD AVE HOMEDALE RD 800 0 0%

GREENHURST RD 12TH AVE RD (SH-45) MIDLAND BLVD 9,500 0 0%

GREENHURST RD MIDDLETON RD MIDLAND BLVD 4,900 350 7%

INDIANA AVE ORCHARD AVE KARCHER RD (SH-55) 1,200 20 2%

INDIANA AVE LONE STAR RD ORCHARD AVE 1,000 20 2%

INDIANA AVE W ROOSEVELT AVE LONE STAR RD 700 20 3%

IOWA AVE S MIDDLETON RD BOUNDARY ST 3,500 0 0%

IOWA AVE MIDWAY RD S MIDDLETON RD 3,300 0 0%

LAKE AVE SMITH AVE LAKE AVE 1,900 70 4%

LAKE AVE W ROOSEVELT AVE LONE STAR RD 1,700 50 3%

LAKE AVE W ROOSEVELT AVE 900 50 6%

LAKE LOWELL AVE LAKE LOWELL AVE 900 50 6%

LAKE LOWELL AVE MIDWAY RD MIDDLETON RD 1,500 0 0%

LAKE SHORE DR MARSING RD 530 80 15%

LAKE SHORE DR LOCUST LN RIVERSIDE RD 1,400 150 11%

LAKE SHORE DR LAKESHORE 

DR/DEARBORNE 2,600 60 2%

LAKE SHORE DR DEARBORNE RD 530 80 15%

LAKE SHORE DR SH-45 2,600 60 2%

Lake Lowell Regional Bicycle and Pedestrian Access Plan Existing Conditions Memo │3/10/2015│ Version 2 60
Road Name To From AADT CAADT Truck Traffic %

LOCUST LANE PERCH RD LAKE SHORE DR 450 60 13%

LOCUST LANE MIDLAND BLVD S POWERLINE RD 3,000 0 0%

LONE STAR RD LAKE AVE MIDWAY RD 1,600 80 5%

LONE STAR RD S INDIANA AVE LAKE AVE 630 0 0%

MALT RD LOWELL RD 250 0 0%

MARSING ROAD MARSING RD @ 

RIVERSIDE

LAKE SHORE 

DR/PERCH RD 870 80 9%

MIDDLETON RD GREENHURST RD LONE STAR RD 6,300 0 0%

MIDLAND BLVD GREENHURST RD IOWA AVE 6,000 0 0%

MIDLAND BLVD DOOLEY LN GREENHURST RD 6,000 0 0%

MIDLAND BLVD VISTA DR DOOLEY LN 3,400 0 0%

MIDLAND BLVD LOCUST LN VISTA DR 880 0 0%

MIDWAY RD LAKE LOWELL AVE ROOSEVELT AVE 1,700 0 0%

MIDWAY RD IOWA AVE LAKE LOWELL AVE 1,200 0 0%

MONTANA AVE ORCHARD AVE KARCHER RD (SH-55) 430 30 7%

ORCHARD AVE S FLORIDA AVE MIDWAY AVE 3,400 0 0%

ORCHARD AVE S INDIANA AVE S FLORIDA AVE 4,400 0 0%

ORCHARD AVE S 10TH AVE S INDIANA AVE 3,700 0 0%

ORCHARD AVE S 10TH AVE 2,000 0 0%

ORCHARD AVE RIVERSIDE RD 2,000 0 0%

RIVERSIDE RD ORCHARD RD KARCHER RD (SH-55) 3,000 150 5%

RIVERSIDE RD HOADLEY RD ORCHARD RD 3,500 230 7%

RIVERSIDE RD LAKE SHORE RD HOADLEY RD 3,200 200 6%

RIVERSIDE RD MARSING RD LAKE SHORE RD 710 80 11%

ROOSEVELT AVE LAKE AVE 1,400 0 0%

ROOSEVELT AVE S INDIANA AVE LAKE AVE 670 0 0%

WAGNER RD HOADLEY RD KARCHER RD (SH-55) 160 0 0%

Lake Lowell Regional Bicycle and Pedestrian Access Plan Existing Conditions Memo │3/10/2015│ Version 2 61
Road Name To From AADT CAADT Truck Traffic %

SH-45 DEER FLAT RD LAKE SHORE DR 7,000 280 4%

SH-45 BURK LN LOCUST LN 11,000 340 3%

SH-45 LEWIS LN RUTH LN 10,000 280 3%

SH-45 RUTH LN BURK LN 11,000 300 3%

SH-45 LAKE SHORE DR LEWIS LN 9,000 280 3%

SH-55 RIVERSIDE RD FARMWAY RD 9,500 650 7%

SH-55 WAGNER RD RIVERSIDE RD 7,300 600 8%

SH-55 FARMWAY RD S 10TH AVE 8,700 650 7%

Source: Idaho Transportation Department (2013)

Lake Lowell Regional Bicycle and Pedestrian Access Plan Existing Conditions Memo │3/10/2015│ Version 2 62

Updated AADT data is available at the following link: https://iplan.maps.arcgis.com/apps/

webappviewer/index.html?id=e8b58a3466e74f249cca6aad30e83ba2
APPENDIX K: IDAHO DEPT. 

OF ENVIRONMENT QUALITY 

NON-ATTAINMENT MAP
Selway-Bitterroot

Wilderness

Yellowstone

National

Park

Cabinet

Mountains

Wilderness

Eagle Cap

Wilderness

North

Absaroka

Wilderness

Washakie

Wilderness

Fitzpatrick

Wilderness

Sawtooth

Wilderness

Craters of

the Moon NM

Red Rock Lakes

National

Wildlife Refuge

Mission

Mountains

Wilderness

Anaconda-Pintler

Wilderness

Glacier

NP

Jarbidge

Wilderness

Strawberry

Mountain

Wilderness

Hells Canyon

Wilderness

Bridger

Wilderness

Teton

Wilderness

Grand

Teton NP

Coeur

d'Alene

Nez Perce

Fort

Hall

Duck

Valley

Kootenai

Sandpoint

Non-attainment

Area for PM10

Pinehurst

Non-attainment

Area for PM10, 

Area of Concern

for PM2.5

Northern Ada County

Maintenance Area

for PM10 and CO,

Ada and Canyon County

Area of Concern

for PM2.5 and O3

Cache Valley

Non-attainment

Area for PM2.5

Fort Hall

Non-attainment

Area for PM10

Portneuf Valley

Maintenance

Area for PM10

0 30 60 90 120 15

Miles ©

Salmon

Area of Concern

for PM2.5

Administrative Boundaries for Areas Administrative Boundaries for Areas

with Sensitive Air Quality with Sensitive Air Quality

Areas of Concern

Class I Areas

Non-attainment Areas

Non-attainment

Maintenance

Tribal non-attainment

administered by EPA

Lake Lowell Regional Bicycle and Pedestrian Access Plan Existing Conditions Memo │3/10/2015│ Version 2 64
APPENDIX L: 

DESIGNATED SOLE SOURCE 

AQUIFERS IN EPA REGION 10
Troutdale

Aquifer

System

North Florence

Dunal Aquifer

Eastern

Snake River

Plain Aquifer

Lewiston

Basin

Aquifer

Central Pierce

County Aquifer

Cedar

Valley

Aquifer

Vashon-Maury

Island Aquifer

Cross Valley

Aquifer

Spokane Valley

Rathdrum

Prairie Aquifer

Newberg Area

Aquifer

Marrowstone

Island Aquifer

Camano

Island

Aquifer

Whidbey

Island

Aquifer

Guemes

Island

Aquifer

CCaall iiff oo rr nnii aa

WWaa ss hhiinn ggtt oonn

UUtt aahh

NNeevv aaddaa

WWyy oomm ii nngg

OOrr ee ggoo nn

MM oonntt aa nnaa

IIdd aahh oo

BBrrii ttii sshh

CCoo lluu mmbb iiaa AAll bbee rrttaa

SSaasskkaattcchheewwaann

Snake River

Columbia River

Missouri River

Great

Salt

Lake

Tacoma

Seattle Spokane

Portland

Boise

.

Designated Sole Source Aquifers

in EPA Region 10

Idaho, Oregon, Washington

(None in Alaska)

Map Created 7/21/2008

0 50 100 200 300

Kilometers

Legend

Sole Source Aquifers

Aquifer Area

Source Area

Lake Lowell Regional Bicycle and Pedestrian Access Plan Existing Conditions Memo │3/10/2015│ Version 2 66
APPENDIX M: 

DESIGN GUIDELINES
Lake Lowell Bicycle and 

Pedestrian Access Plan

Bicycle and Pedestrian Facility Design Guidelines

2015

PREPARED BY:

Alta Planning + Design

1836 Blake Street, Suite 100

Denver, CO 80202

DRAFT
Bicycle and Pedestrian Facility Design Guide

Lake Lowell Bicycle and Pedestrian Access Plan | i

Contents

Introduction ..............................................................................................................................1

Design Needs of Pedestrians ...................................................................................................2

Pedestrians at Intersections.....................................................................................................6

Marked Crosswalks...................................................................................................................................................................................7

Crossing Beacons and Signals..................................................................................................8

Pedestrians at Signalized Crossings...................................................................................................................................................9

Active Warning Beacons.........................................................................................................................................................................10

Design Needs of Bicyclists........................................................................................................11

Shared Roadways......................................................................................................................14

Signed Shared Roadway ........................................................................................................................................................................15

Marked Shared Roadway.......................................................................................................................................................................16

Bicycle Boulevard .....................................................................................................................................................................................17

Separated Bikeways..................................................................................................................18

Shoulder Bikeways...................................................................................................................................................................................19

On-Street Bicycle Lanes..........................................................................................................................................................................20

Buffered Bike Lane....................................................................................................................................................................................21

Physically Separated Bicycle Lane...........................................................................................22

One-Way Physically Separated Bicycle Lane...................................................................................................................................23

Two-Way Physically Separated Bicycle Lane...................................................................................................................................24

Separated Bikeways at Intersections.......................................................................................25

Bicyclists at Single Lane Roundabouts.............................................................................................................................................26

Bikeway Signing........................................................................................................................27

Wayfinding Sign Types............................................................................................................................................................................28

Wayfinding Sign Placement..................................................................................................................................................................29

Retrofitting Existing Streets to add Bikeways ........................................................................30

Roadway Widening..................................................................................................................................................................................31

Lane Narrowing.........................................................................................................................................................................................32

Shared Use Paths and Off-Street Facilities..............................................................................33

General Design Practices.......................................................................................................................................................................34

Shared-Use Paths in River and Utility Corridors.............................................................................................................................35
ii | Lake Lowell Bicycle and Pedestrian Access Plan 

Bicycle and Pedestrian Facility Design Guide

Shared-Use Paths Along Roadways...................................................................................................................................................36

Natural Surface Trails...............................................................................................................................................................................37

Boardwalks..................................................................................................................................................................................................38

Path/Roadway Crossings ..........................................................................................................39

Marked/Unsignalized Crossings..........................................................................................................................................................40

Active Warning Beacons.........................................................................................................................................................................41

Pedestrian Hybrid Beacon Crossings.................................................................................................................................................42

Full Traffic Signal Crossings...................................................................................................................................................................43

Overcrossings.............................................................................................................................................................................................44

Bicycle Support Facilities..........................................................................................................45

Bicycle Racks...............................................................................................................................................................................................46

Bikeway Maintenance...............................................................................................................47

Sweeping.....................................................................................................................................................................................................48

Signage ........................................................................................................................................................................................................48

Roadway Surface ......................................................................................................................................................................................49

Pavement Overlays..................................................................................................................................................................................49

Drainage Grates.........................................................................................................................................................................................50

Gutter to Pavement Transition.............................................................................................................................................................50

Landscaping...............................................................................................................................................................................................51

Maintenance Management Plan.........................................................................................................................................................51
Bicycle and Pedestrian Facility Design Guide

Lake Lowell Bicycle and Pedestrian Access Plan | 1

Introduction

This technical handbook is intended to assist in the selection and design of bicycle and pedestrian facilities for Lake Lowell 

and Deer Flat National Wildlife Refuge. The following sections pull together best practices by facility type from public 

agencies and municipalities nationwide. 

National Standards

The Federal Highway Administration’s Manual on Uniform Traffic Control Devices (MUTCD) defines the standards used 

by road managers nationwide to install and maintain traffic control devices on all public streets, highways, bikeways, and 

private roads open to public traffic. The MUTCD is the primary source for guidance on lane striping requirements, signal 

warrants, and recommended signage and pavement markings. To further clarify the MUTCD, the FHWA created a table of 

contemporary bicycle facilities that lists various bicycle-related signs, markings, signals, and other treatments and identifies 

their official status (e.g., can be implemented, currently experimental). See Bicycle Facilities and the Manual on Uniform 

Traffic Control Devices.1

Bikeway treatments not explicitly covered by the MUTCD are often subject to experiments, interpretations and official 

rulings by the FHWA. The MUTCD Official Rulings is a resource that allows website visitors to obtain information about 

these supplementary materials. 

American Association of State Highway and Transportation Officials (AASHTO) Guide for the Development of Bicycle 

Facilities, updated in June 2012 provides guidance on dimensions, use, and layout of specific bicycle facilities. The 

standards and guidelines presented by AASHTO provide basic information, such as minimum sidewalk widths, bicycle lane 

dimensions, detailed striping requirements and recommended signage and pavement markings. 

The National Association of City Transportation Officials’ (NACTO) 2012 Urban Bikeway Design Guide2

 is the newest 

publication of nationally recognized bicycle-specific design guidelines, and offers guidance on the current state of the 

practice designs. The NACTO Urban Bikeway Design Guide is based on current practices in the best cycling cities in the 

world. The intent of the guide is to offer substantive guidance for cities seeking to improve bicycle transportation in places 

where competing demands for the use of the right of way present unique challenges. 

Offering similar guidance for pedestrian design, the 2004 AASHTO Guide for the Planning, Design and Operation of 

Pedestrian Facilities provides comprehensive guidance on planning and designing for people on foot. 

 Some of these treatments are not directly referenced in the current versions of the AASHTO Guide or the MUTCD, although 

many of the elements of these treatments are found within these documents. In all cases, engineering judgment is 

recommended to ensure that the application makes sense for the context of each treatment, given the many complexities 

of urban streets.

Local Standards

The City of Nampa, Idaho’s Bicycle and Pedestrian Master Plan identifies design standards and guidelines for future 

bicycle and pedestrian infrastructure in the area. The plan creates a cohesive, integrated, non-motorized transportation 

network that connects to the regional non-motorized transportation system.

1 Bicycle Facilities and the Manual on Uniform Traffic Control Devices. (2011). FHWA.

http://www.fhwa.dot.gov/environment/bikeped/mutcd_bike.htm

2 http://nacto.org/cities-for-cycling/design-guide/
2 | Lake Lowell Bicycle and Pedestrian Access Plan 

Bicycle and Pedestrian Facility Design Guide

Design Needs of Pedestrians 

Types of Pedestrians

Pedestrians have a variety of characteristics and the transportation network should accommodate a variety of needs, 

abilities, and possible impairments. Age is one major factor that affects pedestrians’ physical characteristics, walking speed, 

and environmental perception. Children have low eye height and walk at slower speeds than adults. They also perceive the 

environment differently at various stages of their cognitive development. Older adults walk more slowly and may require 

assistive devices for walking stability, sight, and hearing. The table below summarizes common pedestrian characteristics 

for various age groups.

The MUTCD recommends a normal walking speed of 3.5 feet per second when calculating the pedestrian clearance 

interval at traffic signals. The walking speed can drop to 3 feet per second for areas with older populations and persons 

with mobility impairments. While the type and degree of mobility impairment varies greatly across the population, the 

transportation system should accommodate these users to the greatest reasonable extent. 

Pedestrian Characteristics by Age

Source: AASHTO. Guide for the Planning, Design, and Operation of Pedestrian 

Facilities, Exhibit 2-1. 2004.

Age Characteristics

0-4 Learning to walk

Requires constant adult supervision

Developing peripheral vision and depth perception

5-8 Increasing independence, but still requires supervision

Poor depth perception

9-13 Susceptible to “darting out” in roadways

Insufficient judgment

Sense of invulnerability

14-18 Improved awareness of traffic environment

Insufficient judgment

19-40 Active, aware of traffic environment

41-65 Slowing of reflexes

65+ Difficulty crossing street 

Vision loss

Difficulty hearing vehicles approaching from behind

Walking 

2’ 6” (0.75 m)

Preferred Operating Space

5’ (1.5 m)

Eye Level 

4’ 6” - 5’ 10”

(1.3 m - 1.7 m)

Shoulders 

1’ 10” (0.5 m)
Bicycle and Pedestrian Facility Design Guide

Lake Lowell Bicycle and Pedestrian Access Plan | 3

Disabled Pedestrian Design Considerations

Impairment Effect on Mobility Design Solution

Wheelchair 

and Scooter 

Users

Difficulty propelling over uneven or soft surfaces. Firm, stable surfaces and structures, including 

ramps or beveled edges.

Cross-slopes cause wheelchairs to veer downhill. Cross-slopes of less than two percent.

Require wider path of travel. Sufficient width and maneuvering space.

Walking Aid 

Users

Difficulty negotiating steep grades and cross slopes; 

decreased stability.

Smooth, non-slipperly travel surface.

Slower walking speed and reduced endurance; 

reduced ability to react.

Longer pedestrian signal cycles, shorter crossing 

distances, median refuges, and street furniture.

Hearing 

Impairment

Less able to detect oncoming hazards at locations 

with limited sight lines (e.g. driveways, angled intersections, channelized right turn lanes) and complex 

intersections. 

Longer pedestrian signal cycles, clear sight distances, highly visible pedestrian signals and markings.

Vision 

Impairment

Limited perception of path ahead and obstacles; 

reliance on memory; reliance on non-visual indicators (e.g. sound and texture).

Accessible text (larger print and raised text), accessible pedestrian signals (APS), guide strips and 

detectable warning surfaces, safety barriers, and 

lighting.

Cognitive 

Impairment

Varies greatly. Can affect ability to perceive, recognize, understand, interpret, and respond to information. Signs with pictures, universal symbols, and colors, 

rather than text.

The table below summarizes common physical and cognitive impairments, how they affect personal mobility, and 

recommendations for improved pedestrian-friendly design. 
4 | Lake Lowell Bicycle and Pedestrian Access Plan 

Bicycle and Pedestrian Facility Design Guide

Design Needs of Dog Walkers

Dog walking is a common and anticipated use on shared 

use paths. Dog sizes vary largely, as does leash length and 

walking style, leading to wide variation in possible design 

dimensions.

Shared use paths designed to accommodate wheelchair 

users are likely to provide the necessary dimensions for the 

average dog walker. Amenities such as dog waste stations 

may enhance conditions for dog walkers.

Preferred Operating Space

5’ (1.5 m)

Shoulders 

1’ 10” (0.5 m)

Sweep Width

4.3’ (1.3 m)

Sweep Width

Varies

Eye Level 

4’ 6” - 5’ 10”

(1.3 m - 1.7 m)

Source: FHWA. Characteristics of Emerging Road and Trail Users and Their Safety. (2004).

Typical Speed

User

Typical 

Speed

Runner 6.2 mph

Physical Length 

Up to 5’ (1.5 m)

Design Needs of Runners

Running is an important recreation and fitness activity 

commonly performed on shared use paths. Many runners 

prefer softer surfaces (such as rubber, bare earth or crushed 

rock) to reduce impact. Runners can change their speed and 

direction frequently. If high volumes are expected, controlled 

interaction or separation of different types of users should be 

considered.
Bicycle and Pedestrian Facility Design Guide

Lake Lowell Bicycle and Pedestrian Access Plan | 5

Design Needs of Wheelchair Users

As the American population ages, the number of people 

using mobility assistive devices (such as manual wheelchairs, 

powered wheelchairs) increases.

Manual wheelchairs are self-propelled devices. Users propel 

themselves using push rims attached to the rear wheels. 

Braking is done through resisting wheel movement with the 

hands or arm. Alternatively, a second individual can control the 

wheelchair using handles attached to the back of the chair.

Power wheelchairs user battery power to move the wheelchair. 

The size and weight of power wheelchairs limit their ability to 

Minimum Operating Width 

3’ (0.9 m)

Minimum Operating Width 

3’ (0.9 m)

Minimum to Make a 180 Degree Turn

5’ (1.5 m)

Minimum to Make a 180 Degree Turn

5’ (1.5 m)

Physical Width 

2’6” (0.75 m)

Physical Width 

2’2” (0.7 m)

Armrest

2’5” (0.75 m)

Handle

2’9” (0.9 m)

Eye Height

3’8” (1.1 m)

Wheelchair User Typical Speed

User

Typical 

Speed

Manual Wheelchair 3.6 mph

Power Wheelchair 6.8 mph

Wheelchair User Design Considerations

Effect on Mobility Design Solution

Difficulty propelling over uneven or 

soft surfaces.

Firm, stable surfaces and structures, including ramps or beveled edges.

Cross-slopes cause wheelchairs to veer 

downhill.

Cross-slopes of less than two percent.

Require wider path of travel. Sufficient width and maneuvering space.

Source: FHWA. Characteristics of Emerging Road and Trail Users and Their Safety. 2004.

 USDOJ. 2010 ADA Standards for Accessible Design. 2010.

negotiate obstacles without a ramp. Various control units 

are available that enable users to control the wheelchair 

movement, based on their ability (e.g., joystick control, breath 

controlled, etc).

Maneuvering around a turn requires additional space for 

wheelchair devices. Providing adequate space for 180 degree 

turns at appropriate locations is an important element for 

accessible design.
6 | Lake Lowell Bicycle and Pedestrian Access Plan 

Bicycle and Pedestrian Facility Design Guide

Attributes of pedestrian-friendly intersection design 

include:

Clear Space: Corners should be clear of obstructions. 

They should also have enough room for curb ramps, 

for transit stops where appropriate, and for street 

conversations where pedestrians might congregate.

Visibility: It is critical that pedestrians on the corner 

have a good view of vehicle travel lanes and that 

motorists in the travel lanes can easily see waiting 

pedestrians.

Legibility: Symbols, markings, and signs used at corners 

should clearly indicate what actions the pedestrian 

should take.

Accessibility: All corner features, such as curb ramps, 

landings, call buttons, signs, symbols, markings, and 

textures, should meet accessibility standards and follow 

universal design principles.

Separation from Traffic: Corner design and 

construction should be effective in discouraging turning 

vehicles from driving over the pedestrian area. Crossing 

distances should be minimized.

Lighting: Adequate lighting is an important aspect of 

visibility, legibility, and accessibility. 

These attributes will vary with context but should 

be considered in all design processes. For example, 

suburban and rural intersections may have limited or 

no signing. However, legibility regarding appropriate 

pedestrian movements should still be taken into account 

during design.

Pedestrians at 

Intersections

Marked Crosswalks
Bicycle and Pedestrian Facility Design Guide

Lake Lowell Bicycle and Pedestrian Access Plan | 7

Parallel markings are the 

most basic crosswalk 

marking type

Marked Crosswalks

Materials and Maintenance

Because the effectiveness of marked crossings depends 

entirely on their visibility, maintaining marked crossings 

should be a high priority. Thermoplastic markings offer 

increased durability than conventional paint.

Discussion

Continental crosswalk markings should be used at crossings with high pedestrian use or where vulnerable pedestrians are 

expected, including: school crossings, across arterial streets for pedestrian-only signals, at mid-block crosswalks, and at 

intersections where there is expected high pedestrian use and the crossing is not controlled by signals or stop signs.

See intersection signalization for a discussion of enhancing pedestrian crossings.

Additional References and Guidelines

FHWA. Manual on Uniform Traffic Control Devices. (3B.18). 2009. 

AASHTO. Guide for the Planning, Design, and Operation of Pedestrian 

Facilities. 2004. 

FHWA. Safety Effects of Marked vs. Unmarked Crosswalks at 

Uncontrolled Locations. 2005.

FHWA. Crosswalk Marking Field Visibility Study. 2010.

NACTO. Urban Street Design Guide. 2013.

Description

A marked crosswalk signals to motorists that they must 

stop for pedestrians and encourages pedestrians to cross 

at designated locations. Installing crosswalks alone will not 

necessarily make crossings safer especially on multi-lane 

roadways.

At mid-block locations, crosswalks can be marked where 

there is a demand for crossing and there are no nearby 

marked crosswalks.

Guidance

At signalized intersections, all crosswalks should be 

marked. At un-signalized intersections, crosswalks may be 

marked under the following conditions: 

• At a complex intersection, to orient pedestrians in 

finding their way across. 

• At an offset intersection, to show pedestrians the 

shortest route across traffic with the least exposure to 

vehicular traffic and traffic conflicts.

• At an intersection with visibility constraints, to 

position pedestrians where they can best be seen by 

oncoming traffic.

• At an intersection within a school zone on a walking 

route.

Continental markings provide 

additional visibility 

The crosswalk should be located 

to align as closely as possible with 

the through pedestrian zone of the 

sidewalk corridor
8 | Lake Lowell Bicycle and Pedestrian Access Plan 

Bicycle and Pedestrian Facility Design Guide

Crossing beacons and signals facilitate crossings of 

roadways for pedestrians and bicyclists. Beacons make 

crossing intersections safer by clarifying when to enter 

an intersection and by alerting motorists to the presence 

of pedestrians and bicyclists.

Flashing amber warning beacons can be utilized at 

unsignalized intersection crossings. Push buttons, 

signage, and pavement markings may be used to 

highlight these facilities for pedestrians, bicyclists and 

motorists.

Determining which type of signal or beacon to use for a 

particular intersection depends on a variety of factors. 

These include speed limits, traffic volumes, and the 

anticipated levels of pedestrian and bicycle crossing 

traffic.

An intersection with crossing beacons may reduce stress 

and delays for a crossing users, and discourage illegal 

and unsafe crossing maneuvers.

Crossing Beacons and 

Signals

Pedestrians at Signalized Crossings

Active Warning Beacons
Bicycle and Pedestrian Facility Design Guide

Lake Lowell Bicycle and Pedestrian Access Plan | 9

Pedestrians at Signalized Crossings

Materials and Maintenance

It is important to repair or replace traffic control 

equipment before it fails. Consider semi-annual 

inspections of controller and signal equipment, 

intersection hardware, and loop detectors.

Discussion

When push buttons are used, they should be located so that someone in a wheelchair can reach the button from a level 

area of the sidewalk without deviating significantly from the natural line of travel into the crosswalk, and marked (for 

example, with arrows) so that it is clear which signal is affected. 

In areas with very heavy pedestrian traffic, consider an all-pedestrian signal phase to give pedestrians free passage in the 

intersection when all motor vehicle traffic movements are stopped. 

Additional References and Guidelines

United States Access Board. Proposed Accessibility Guidelines for 

Pedestrian Facilities in the Public-Right-of-Way (PROWAG). 2011.

AASHTO. Guide for the Planning, Design, and Operation of Pedestrian 

Facilities. 2004.

NACTO. Urban Street Design Guide. 2013.

Description

Pedestrian Signal Head

Pedestrian signal indicators demonstrate to pedestrians 

when to cross at a signalized crosswalk. All traffic signals 

should be equipped with pedestrian signal indications 

except where pedestrian crossing is prohibited by signage.

Countdown pedestrian signals are particularly valuable 

for pedestrians, as they indicate whether a pedestrian 

has time to cross the street before the signal phase ends. 

Countdown signals should be used at all signalized 

intersections.

Signal Timing

Providing adequate pedestrian crossing time is a critical 

element of the walking environment at signalized 

intersections. The MUTCD recommends traffic signal timing 

to assume a pedestrian walking speed of 4’ per second, 

meaning that the length of a signal phase with parallel 

pedestrian movements should provide sufficient time for a 

pedestrian to safely cross the adjacent street.

At crossings where older pedestrians or pedestrians with 

disabilities are expected, crossing speeds as low as 3’ per 

second may be assumed. Special pedestrian phases can be 

used to provide greater visibility or more crossing time for 

pedestrians at certain intersections.

In busy pedestrian areas such as downtowns, the 

pedestrian signal indication should be built into each 

signal phase, eliminating the requirement for a pedestrian 

Audible pedestrian traffic signals provide 

crossing assistance to pedestrians with vision 

impairment at signalized intersections

Consider the use of a Leading 

Pedestrian Indication (LPI) to provide 

additional traffic protected crossing 

time to pedestrians
10 | Lake Lowell Bicycle and Pedestrian Access Plan 

Bicycle and Pedestrian Facility Design Guide

Active Warning Beacons

Guidance

• Warning beacons shall not be used at crosswalks 

controlled by YIELD signs, STOP signs, or traffic signals.

• Warning beacons shall initiate operation based on 

pedestrian or bicyclist actuation and shall cease 

operation at a predetermined time after actuation or, 

with passive detection, after the pedestrian or bicyclist 

clears the crosswalk.

Materials and Maintenance

Depending on power supply, maintenance can be 

minimal. If solar power is used, RRFBs should run for years 

without issue.

Discussion

Rectangular rapid flash beacons have the most increased compliance of all the warning beacon enhancement options. 

A study of the effectiveness of going from a no-beacon arrangement to a two-beacon RRFB installation increased yielding 

from 18 percent to 81 percent. A four-beacon arrangement raised compliance to 88 percent. Additional studies over long 

term installations show little to no decrease in yielding behavior over time. 

Additional References and Guidelines

NACTO. Urban Bikeway Design Guide. 2012.

FHWA. Manual on Uniform Traffic Control Devices. 2009.

FHWA. MUTCD - Interim Approval for Optional Use of Rectangular 

Rapid Flashing Beacons (IA-11). 2008.

Description

Active warning beacons are user actuated illuminated 

devices designed to increase motor vehicle yielding 

compliance at crossings of multi lane or high volume 

roadways. 

Types of active warning beacons include conventional 

circular yellow flashing beacons, in-roadway warning lights, 

or Rectangular Rapid Flash Beacons (RRFB).

Rectangular Rapid Flash Beacons 

(RRFB) dramatically increase 

compliance over conventional 

warning beacons.

W11-15, 

W16-7P

Providing secondary installations of 

RRFBs on median islands improves 

driver yielding behavior.
Bicycle and Pedestrian Facility Design Guide

Lake Lowell Bicycle and Pedestrian Access Plan | 11

Operating 

Envelope

8’ 4”

Eye Level

5’

Handlebar 

Height

3’8”

Preferred Operating Width 

5’

Minimum Operating 

Width 

4’

Physical Operating 

Width 

2’6”

Design Needs of Bicyclists

The purpose of this section is to provide the facility designer with an understanding of how bicyclists operate and how 

their bicycle influences that operation. Bicyclists, by nature, are much more affected by poor facility design, construction 

and maintenance practices than motor vehicle drivers. Bicyclists lack the protection from the elements and roadway 

hazards provided by an automobile’s structure and safety features. By understanding the unique characteristics and needs 

of bicyclists, a facility designer can provide quality facilities and minimize user risk.

Bicycle as a Design Vehicle

Similar to motor vehicles, bicyclists and their bicycles exist in a variety of sizes and configurations. These variations occur in 

the types of vehicle (such as a conventional bicycle, a recumbent bicycle or a tricycle), and behavioral characteristics (such 

as the comfort level of the bicyclist). The design of a bikeway should consider reasonably expected bicycle types on the 

facility and utilize the appropriate dimensions.

The figure below illustrates the operating space and physical dimensions of a typical adult bicyclist, which are the basis for 

typical facility design. Bicyclists require clear space to operate within a facility. This is why the minimum operating width is 

greater than the physical dimensions of the bicyclist. Bicyclists prefer five feet or more operating width, although four feet 

may be minimally acceptable. 

Source: AASHTO Guide for the Development of Bicycle Facilities, 4th Edition. 2012.

Standard Bicycle Rider Dimensions
12 | Lake Lowell Bicycle and Pedestrian Access Plan 

Bicycle and Pedestrian Facility Design Guide

Bicycle as Design Vehicle - Design Speed Expectations

Bicycle as Design Vehicle - Typical Dimensions

*Tandem bicycles and bicyclists with trailers have typical 

speeds equal to or less than upright adult bicyclists.

Bicycle 

Type Feature

Typical 

Dimensions

Upright Adult 

Bicyclist

Physical width 2 ft 6 in

Operating width 

(Minimum)

4 ft

Operating width 

(Preferred)

5 ft

Physical length 5 ft 10 in

Physical height of 

handlebars

3 ft 8 in

Operating height 8 ft 4 in

Eye height 5 ft

Vertical clearance to 

obstructions (tunnel 

height, lighting, etc)

10 ft

Approximate center of 

gravity

2 ft 9 in - 3 ft 

4 in

Recumbent 

Bicyclist

Physical length 8 ft

Eye height 3 ft 10 in

Tandem 

Bicyclist 

Physical length 8 ft

Bicyclist with 

child trailer

Physical length 10 ft

Physical width 2 ft 6 in

Bicycle 

Type Feature

Typical 

Speed

Upright Adult 

Bicyclist

Paved level surfacing 15 mph

Crossing Intersections 10 mph

Downhill 30 mph

Uphill 5 -12 mph

Recumbent 

Bicyclist

Paved level surfacing 18 mph

In addition to the design dimensions of a typical bicycle, there are many other commonly used pedal-driven cycles and 

accessories to consider when planning and designing bicycle facilities. The most common types include tandem bicycles, 

recumbent bicycles, and trailer accessories. The figure and table below summarize the typical dimensions for bicycle types.

Design Speed Expectations

The expected speed that different types of bicyclists can 

maintain under various conditions also influences the design 

of facilities such as shared use paths. The table to the right 

provides typical bicyclist speeds for a variety of conditions.

 Bicycle as Design Vehicle - Typical Dimensions

Source: AASHTO Guide for the Development of Bicycle Facilities, 4th 

Edition *AASHTO does not provide typical dimensions for tricycles.

3’ 11” 2’ 6”

3’ 9”

6’10”

8’

5’ 10”
Bicycle and Pedestrian Facility Design Guide

Lake Lowell Bicycle and Pedestrian Access Plan | 13

Types of Bicyclists

It is important to consider bicyclists of all skill levels when creating a non-motorized plan or project. Bicyclist skill 

level greatly influences expected speeds and behavior, both in separated bikeways and on shared roadways. Bicycle 

infrastructure should accommodate as many user types as possible, with decisions for separate or parallel facilities based 

on providing a comfortable experience for the greatest number of people.

The bicycle planning and engineering professions currently use several systems to classify the population which can assist 

in understanding the characteristics and infrastructure preferences of different bicyclists. The current AASHTO Guide to the 

Development of Bicycle Facilities encourages designers to identify their rider type based on the trip purpose (Recreational 

vs Transportation) and on the level of comfort and skill of the rider (Causal vs Experienced). A more detailed framework 

for understanding of the US population’s relationship to transportation focused bicycling is illustrated in the figure below. 

Developed by planners in Portland, OR1

 and supported by research2, this classification provides the following alternative 

categories to address varying attitudes towards bicycling in the US:

• Strong and Fearless (approximately 1% of 

population) – Characterized by bicyclists that will 

typically ride anywhere regardless of roadway 

conditions or weather. These bicyclists can ride faster 

than other user types, prefer direct routes and will 

typically choose roadway connections -- even if shared 

with vehicles -- over separate bicycle facilities such as 

shared use paths. 

• Enthused and Confident (5-10% of population) - This 

user group encompasses bicyclists who are fairly 

comfortable riding on all types of bikeways but 

usually choose low traffic streets or shared use paths 

when available. These bicyclists may deviate from 

a more direct route in favor of a preferred facility 

type. This group includes all kinds of bicyclists such 

as commuters, recreationalists, racers and utilitarian 

bicyclists.

• Interested but Concerned (approximately 60% of 

population) – This user type comprises the bulk of 

the cycling population and represents bicyclists who 

typically only ride a bicycle on low traffic streets or 

shared use paths under favorable weather conditions. 

These bicyclists perceive significant barriers to their 

increased use of cycling, specifically traffic and other 

safety issues. These people may become “Enthused 

& Confident” with encouragement, education and 

experience. 

• No Way, No How (approximately 30% of population) – 

Persons in this category are not bicyclists, and perceive 

severe safety issues with riding in traffic. Some people 

in this group may eventually become more regular 

cyclists with time and education. A significant portion 

of these people will not ride a bicycle under any 

circumstances.

1 Roger Geller, City of Portland Bureau of Transportation. Four Types of Cyclists.

http://www.portlandonline.com/transportation/index.cfm?&a=237507. 2009.

2 Dill, J., McNeil, N. Four Types of Cyclists? Testing a Typology to Better Understand Bicycling Behavior and Potential. 2012.

1%

5-10%

60%

30%

Interested but 

Concerned

No Way, No How

Enthused and 

Confident

Strong and 

Fearless

 Typical Distribution of Bicyclist Types
14 | Lake Lowell Bicycle and Pedestrian Access Plan 

Bicycle and Pedestrian Facility Design Guide

Shared Roadways

On shared roadways, bicyclists and motor vehicles use 

the same roadway space. These facilities are typically 

used on roads with low speeds and traffic volumes, 

however they can be used on higher volume roads with 

wide outside lanes or shoulders. A motor vehicle driver 

will usually have to cross over into the adjacent travel 

lane to pass a bicyclist, unless a wide outside lane or 

shoulder is provided.

Shared roadways employ a large variety of treatments 

from simple signage and shared lane markings to more 

complex treatments including directional signage, traffic 

diverters, chicanes, chokers, and/or other traffic calming 

devices to reduce vehicle speeds or volumes. 

Bike Boulevards

Bike boulevards are a special class of shared roadways 

designed for a broad spectrum of bicyclists. They 

are low-volume local streets where motorists and 

bicyclists share the same travel lane. Treatments for 

bike boulevards are selected as necessary to create 

appropriate automobile volumes and speeds, and to 

provide safe crossing opportunities of busy streets.

Marked Shared Roadway

Bike Boulevards

Signed Shared Roadway
Bicycle and Pedestrian Facility Design Guide

Lake Lowell Bicycle and Pedestrian Access Plan | 15

Guidance

Lane width varies depending on roadway configuration.

Bike route signage (D11-1) should be applied at 

intervals frequent enough to keep bicyclists informed 

of changes in route direction and to remind motorists 

of the presence of bicyclists. Commonly, this includes 

placement at:

• Beginning or end of Bicycle Route.

• At major changes in direction or at intersections 

with other bicycle routes.

• At intervals along 

bicycle routes not to 

exceed 1⁄2 mile.

Description

Signed shared roadways are facilities shared with motor 

vehicles. They are typically used on roads with low speeds 

and traffic volumes, however can be used on higher volume roads with wide outside lanes or shoulders. A motor 

vehicle driver will usually have to cross over into the adjacent travel lane to pass a bicyclist, unless a wide outside 

lane or shoulder is provided. 

Additional References and Guidelines

AASHTO. Guide for the Development of Bicycle Facilities. 2012.

FHWA. Manual on Uniform Traffic Control Devices. 2009.

Materials and Maintenance

Maintenance needs for bicycle wayfinding signs are 

similar to other signs, and will need periodic replacement 

due to wear.

Signed Shared Roadway

MUTCD D11-1

Discussion

Signed Shared Roadways serve either to provide continuity with other bicycle facilities (usually bike lanes) or to designate 

preferred routes through high-demand corridors.

This configuration differs from a neighborhood greenway due to a lack of traffic calming, wayfinding, pavement markings 

and other enhancements designed to provide a higher level of comfort for a broad spectrum of users.
16 | Lake Lowell Bicycle and Pedestrian Access Plan 

Bicycle and Pedestrian Facility Design Guide

Guidance

• May be used on streets with a speed limit of 35 mph 

or under. Lower than 30 mph speed limit preferred.

• In constrained conditions, preferred placement is in 

the center of the travel lane to minimize wear and 

promote single file travel. 

• Minimum placement of SLM marking centerline is 

11 feet from edge of curb where on-street parking is 

present, 4 feet from edge of curb with no parking. If 

parking lane is wider than 7.5 feet, the SLM should be 

moved further out accordingly.

Description

A marked shared roadway is a general purpose travel 

lane marked with shared lane markings (SLM) used to 

encourage bicycle travel and proper positioning within the 

lane.

In constrained conditions, the SLMs are placed in the 

middle of the lane. On a wide outside lane, the SLMs can 

be used to promote bicycle travel to the right of motor 

vehicles. 

In all conditions, SLMs should be placed outside of the 

door zone of parked cars.

Additional References and Guidelines

AASHTO. Guide for the Development of Bicycle Facilities. 2012.

FHWA. Manual on Uniform Traffic Control Devices. 2009.

NACTO. Urban Bikeway Design Guide. 2012.

Materials and Maintenance

Placing SLMs between vehicle tire tracks will increase the 

life of the markings and minimize the long-term cost of 

the treatment.

Discussion

If collector or arterial, this should not be a substitute for dedicated bicycle facilities if space is available. 

Bike Lanes should be considered on roadways with outside travel lanes wider than 15 feet, or where other lane narrowing 

or removal strategies may provide adequate road space. SLMs shall not be used on shoulders, in designated bike lanes, or 

to designate bicycle detection at signalized intersections. (MUTCD 9C.07)

Marked Shared Roadway

MUTCD R4-11 

(optional)

When placed adjacent to parking, SLMs 

should be outside of the “Door Zone”.

Minimum placement is 11’ from curb

Consider modifications to signal timing to induce a 

bicycle-friendly travel speed for all users

Placement in center of 

travel lane is preferred in 

constrained conditions

MUTCD D11-1 

(optional)
Bicycle and Pedestrian Facility Design Guide

Lake Lowell Bicycle and Pedestrian Access Plan | 17

Bicycle Boulevard

Guidance

• Signs and pavement markings are the minimum 

treatments necessary to designate a street as a bicycle 

boulevard. 

• Bicycle boulevards should have a maximum posted 

speed of 25 mph. Use traffic calming to maintain an 

85th percentile speed below 22 mph.

• Implement volume control treatments based on the 

context of the bicycle boulevard, using engineering 

judgment. Target motor vehicle volumes range from 

1,000 to 3,000 vehicles per day.

• Intersection crossings should be designed to enhance 

safety and minimize delay for bicyclists.

Materials and Maintenance

Vegetation should be regularly trimmed to maintain 

visibility and attractiveness.

Discussion

Bicycle boulevard retrofits to local streets are typically located on streets without existing signalized accommodation 

at crossings of collector and arterial roadways. Without treatments for bicyclists, these intersections can become major 

barriers along the bicycle boulevard and compromise safety. 

Traffic calming can deter motorists from driving on a street. Anticipate and monitor vehicle volumes on adjacent streets to 

determine whether traffic calming results in inappropriate volumes. Traffic calming can be implemented on a trial basis.

Additional References and Guidelines

Alta Planning + Design and IBPI. Bicycle Boulevard Planning and 

Design Handbook. 2009.

BikeSafe. Bicycle countermeasure selection system.

Ewing, Reid. Traffic Calming: State of the Practice. 1999.

Ewing, Reid and Brown, Steven. U.S. Traffic Calming Manual. 2009.

Curb Extensions shorten 

pedestrian crossing 

distance.

Signs and Pavement Markings

identify the street as a bicycle 

priority route.

Speed Humps

manage driver 

speed.

Enhanced Crossings

use signals, beacons, 

and road geometry to 

increase safety at major 

intersections.

Partial Closures and other 

volume management tools 

limit the number of cars 

traveling on the bicycle 

boulevard.

Mini Traffic Circles slow 

drivers in advance of 

intersections.

Description

Bicycle boulevards are low-volume, low-speed streets 

modified to enhance bicyclist comfort by using treatments 

such as signage, pavement markings, traffic calming and/

or traffic reduction, and intersection modifications. These 

treatments allow through movements of bicyclists while 

discouraging similar through-trips by non-local motorized 

traffic. 
18 | Lake Lowell Bicycle and Pedestrian Access Plan 

Bicycle and Pedestrian Facility Design Guide

Designated exclusively for bicycle travel, separated 

bikeways are segregated from vehicle travel lanes by 

striping, and can include pavement stencils and other 

treatments. Separated bikeways are most appropriate on 

arterial and collector streets where higher traffic volumes 

and speeds warrant greater separation.

Separated bikeways can increase safety and promote 

proper riding by:

• Defining road space for bicyclists and motorists, 

reducing the possibility that motorists will stray into 

the bicyclists’ path.

• Discouraging bicyclists from riding on the sidewalk.

• Reducing the incidence of wrong way riding.

• Reminding motorists that bicyclists have a right to 

the road.

On-Street Bicycle Lanes

Buffered Bike Lanes

Separated Bikeways

Shoulder Bikeways
Bicycle and Pedestrian Facility Design Guide

Lake Lowell Bicycle and Pedestrian Access Plan | 19

Shoulder Bikeways

Materials and Maintenance

Paint can wear more quickly in high traffic areas or in 

winter climates. Shoulder bikeways should be cleared of 

snow through routine snow removal operations.

Discussion

A wide outside lane may be sufficient accommodation for bicyclists on streets with insufficient width for bike lanes but 

which do have space available to provide a wider (14’-16’) outside travel lane. Consider configuring as a marked shared 

roadway in these locations.

Additional References and Guidelines

AASHTO. Guide for the Development of Bicycle Facilities. 2012. 

FHWA. Manual on Uniform Traffic Control Devices. 2009.

Description

Typically found in less-dense areas, shoulder bikeways are 

paved roadways with striped shoulders (4’+) wide enough 

for bicycle travel. Shoulder bikeways often, but not always, 

include signage alerting motorists to expect bicycle 

travel along the roadway. Shoulder bikeways should be 

considered a temporary treatment, with full bike lanes 

planned for construction when the roadway is widened or 

completed with curb and gutter. This type of treatment is 

not typical in urban areas and should only be used where 

constraints exist.

Guidance

• If 4 feet or more is available for bicycle travel, the full 

bike lane treatment of signs, legends, and an 8” bike 

lane line would be provided. 

• If it is not possible to meet minimum bicycle lane 

dimensions, a reduced width paved shoulder can 

still improve conditions for bicyclists on constrained 

roadways. In these situations, a minimum of 3 feet of 

operating space should be provided.

• Rumble strips are not recommended on shoulders 

used by bicyclists unless there is a minimum 4 foot 

clear path. 12 foot gaps every 40-60 feet should be 

provided to allow access as needed. 

MUTCD D11-1 

(optional)

3’ minimum 

width
20 | Lake Lowell Bicycle and Pedestrian Access Plan 

Bicycle and Pedestrian Facility Design Guide

On-Street Bicycle Lanes

6-8” white line

3’ minimum ridable 

surface outside of 

gutter seam

Guidance

• 4 foot minimum when no curb and gutter is present. 

• 5 foot minimum when adjacent to curb and gutter or 

3 feet more than the gutter pan width if the gutter pan 

is wider than 2 feet.

• 7 foot maximum width for use adjacent to arterials 

with high travel speeds. Greater widths may 

encourage motor vehicle use of bike lane. Configure as 

buffered bicycle lanes when a wider facility is desired.

Description

On-street bicycle lanes designate an exclusive space for 

bicyclists through the use of pavement markings and 

signage. The bike lane is typically located on the right side 

of the street, between the adjacent travel lane and curb, 

and is used in the same direction as motor vehicle traffic. 

An on-street bike lane width of 7 feet makes it possible for 

bicyclists to ride side-by-side or pass each other without 

leaving the bike lane, thereby increasing the capacity of 

Materials and Maintenance

Paint can wear more quickly in high traffic areas or in 

winter climates. Bicycle lanes should be cleared of snow 

through routine snow removal operations.

Discussion

Wider bicycle lanes are desirable in certain situations such as on higher speed arterials (45 mph+) where use of a wider 

bicycle lane would increase separation between passing vehicles and bicyclists. Appropriate signing and stenciling is 

important with wide bicycle lanes to ensure motorists do not mistake the lane for a vehicle lane or parking lane. Consider 

buffered bicycle lanes when further separation is desired.

Additional References and Guidelines

AASHTO. Guide for the Development of Bicycle Facilities. 2012. 

FHWA. Manual on Uniform Traffic Control Devices. 2009.

NACTO. Urban Bikeway Design Guide. 2012.

MUTCD R3-17 

(optional)
Bicycle and Pedestrian Facility Design Guide

Lake Lowell Bicycle and Pedestrian Access Plan | 21

Buffered Bike Lane

Parking side buffer designed to 

discourage riding in the “door zone”

Guidance

• The minimum bicycle travel area (not including buffer) 

is 5 feet wide.

• Buffers should be at least 2 feet wide. If 3 feet or wider, 

mark with diagonal or chevron hatching. For clarity at 

driveways or minor street crossings, consider a dotted 

line for the inside buffer boundary where cars are 

expected to cross.

• Buffered bike lanes can buffer the travel lane only, or 

parking lane only depending on available space and 

the objectives of the design.

Materials and Maintenance

Paint can wear more quickly in high traffic areas or in 

winter climates. Bicycle lanes should be cleared of snow 

through routine snow removal operations.

Discussion

Frequency of right turns by motor vehicles at major intersections should determine whether continuous or truncated 

buffer striping should be used approaching the intersection. Commonly configured as a buffer between the bicycle lane 

and motor vehicle travel lane, a parking side buffer may also be provided to help bicyclists avoid the ‘door zone’ of parked 

cars.

Additional References and Guidelines

AASHTO. Guide for the Development of Bicycle Facilities. 2012.

FHWA. Manual on Uniform Traffic Control Devices. (3D-01). 2009. 

NACTO. Urban Bikeway Design Guide. 2012.

Description

Buffered bike lanes are conventional bicycle lanes paired 

with a designated buffer space, separating the bicycle 

lane from the adjacent motor vehicle travel lane and/or 

parking lane. Buffered bike lanes follow general guidance 

for buffered preferential vehicle lanes as per MUTCD 

guidelines (section 3D-01).

Buffered bike lanes are designed to increase the space 

between the bike lane and the travel lane and/or parked 

cars. This treatment is appropriate for bike lanes on 

roadways with high motor vehicle traffic volumes and 

speed, adjacent to parking lanes, or a high volume of truck 

or oversized vehicle traffic. 

Colored pavement may be used at the 

beginning of each block to discourage 

motorists from entering the buffered 

MUTCD R3-17

(optional)
22 | Lake Lowell Bicycle and Pedestrian Access Plan 

Bicycle and Pedestrian Facility Design Guide

A physically separated bicycle lane is an exclusive bike 

facility that combines the user experience of a separated 

path with the on-street infrastructure of a conventional 

bike lane. A physically separated bicycle lane is physically 

separated from motor traffic and distinct from the 

sidewalk. Physically separated bicycle lanes have different 

forms but all share common elements—they provide space 

that is intended to be exclusively or primarily used by 

bicycles, and are separated from motor vehicle travel lanes, 

parking lanes, and sidewalks. In situations where on-street 

parking is allowed, physically separated bicycle lanes are 

located to the curb-side of the parking (in contrast to bike 

lanes).

Physically separated bicycle lanes may be one-way or 

two-way, and may be at street level, sidewalk level or 

at an intermediate level. If at sidewalk level, a curb or 

median separates them from motor traffic, while different 

pavement color/texture separates the physically separated 

bicycle lane from the sidewalk. If at street level, they can be 

separated from motor traffic by raised medians, on-street 

parking or bollards. 

A two-way physically separated bicycle lane is desirable 

when more destinations are on one side of a street 

(therefore preventing additional crossings), if the facility 

connects to a path or other bicycle facility on one side of 

the street, or if there is not enough room for a physically 

separated bicycle lane on both sides of the road.

By separating bicyclists from motor traffic, physically 

separated bicycle lanes can offer a higher level of comfort 

than bike lanes and are attractive to a wider spectrum of 

the public.

Intersections and approaches must be carefully designed 

to promote safety and facilitate left-turns from the right 

side of the street. 

Physically Separated 

Bicycle Lane

One-Way Physically Separated Bike Lane

Two-Way Physically Separated Bike Lane
Bicycle and Pedestrian Facility Design Guide

Lake Lowell Bicycle and Pedestrian Access Plan | 23

One-Way Physically Separated Bicycle Lane

Guidance

• 7 foot recommended minimum to allow passing. 

• 5 foot minimum width in constrained locations.

• When placed adjacent to parking, the parking buffer 

should be three feet wide to allow for passenger 

loading and to prevent door collisions.

• When placed adjacent to a travel lane, one-way raised 

physically separated bicycle lanes may be configured 

with a mountable curb to allow entry and exit from 

the bicycle lane for passing other bicyclists or to 

access vehicular turn lanes. 

Description

One-way physically separated bicycle lanes are physically 

separated from motor traffic and distinct from the 

sidewalk. One-way physically separated bicycle lanes are 

either raised or at street level and use a variety of elements 

for physical protection from passing traffic.

Materials and Maintenance

In cities with winter climates, barrier separated and raised 

physically separated bicycle lanes may require special 

equipment for snow removal.

Discussion

Special consideration should be given at transit stops to manage bicycle and pedestrian interactions. Driveways and 

minor street crossings are unique challenges to physically separated bicycle lane design. Parking should be prohibited 

within 30 feet of the intersection to improve visibility. Color, yield markings and “Yield to Bikes” signage should be used to 

identify the conflict area and make it clear that the physically separated bicycle lane has priority over entering and exiting 

traffic. If configured as a raised facility, the crossing should be raised so that the sidewalk and physically separated bicycle 

lane maintain their elevation through the crossing.

Additional References and Guidelines

NACTO. Urban Bikeway Design Guide. 2012.

Raised physically separated 

bicycle lanes with a 

mountable curb.

Street level physically 

separated bicycle lanes
24 | Lake Lowell Bicycle and Pedestrian Access Plan 

Bicycle and Pedestrian Facility Design Guide

Two-Way Physically Separated Bicycle Lane

Guidance

• 12 foot recommended minimum for two-way facility

• 8 foot minimum in constrained locations

• When placed adjacent to parking, the parking buffer 

should be three feet wide to allow for passenger 

loading and to prevent door collisions.

Materials and Maintenance

In cities with winter climates barrier, separated and raised 

physically separated bicycle lanes may require special 

equipment for snow removal.

Discussion

Two-way physically separated bicycle lanes require a higher level of control at intersections to allow for a variety of 

turning movements. These movements should be guided by separated signals for bicycles and motor vehicles. Transitions 

into and out of two-way physically separated bicycle lanes should be simple and easy to use to deter bicyclists from 

continuing to ride against the flow of traffic.

At driveways and minor intersections, bicyclists riding against roadway traffic in two-way facilities may surprise 

pedestrians and drivers not expecting bidirectional travel. Appropriate signage is recommended.

Additional References and Guidelines

NACTO. Urban Bikeway Design Guide. 2012.

Two-way physically separated bicycle 

lanes work best on one-way streets. 

Single direction motor vehicle travel 

minimizes potential conflict with 

bicyclists.

Description

Two-way physically separated bicycle lanes are physically 

separated bike facilities that allow bicycle movement in 

both directions on one side of the road. Two-way physically 

separated bicycle lanes share some of the same design 

characteristics as one-way facilities, but may require 

additional considerations at driveway and side-street 

crossings.

A two-way physically separated bicycle lane may be 

configured as a protected facility at street level with a 

parking lane or other barrier between the physically 

separated bicycle lane and the motor vehicle travel lane 

and/or as a raised physically separated bicycle lane to 

provide vertical separation from the adjacent motor 

vehicle lane. 
Bicycle and Pedestrian Facility Design Guide

Lake Lowell Bicycle and Pedestrian Access Plan | 25

Intersections are junctions at which different modes 

of transportation meet and facilities overlap. An 

intersection facilitates the interchange between 

bicyclists, motorists, pedestrians and other modes 

in order to advance traffic flow in a safe and efficient 

manner. Designs for intersections with bicycle facilities 

should reduce conflict between bicyclists (and other 

vulnerable road users) and vehicles by heightening 

the level of visibility, denoting clear right-of-way and 

facilitating eye contact and awareness with other modes. 

Intersection treatments can improve both queuing 

and merging maneuvers for bicyclists, and are often 

coordinated with timed or specialized signals.

The configuration of a safe intersection for bicyclists may 

include elements such as color, signage, medians, signal 

detection and pavement markings. Intersection design 

should take into consideration existing and anticipated 

bicyclist, pedestrian and motorist movements. In all 

cases, the degree of mixing or separation between 

bicyclists and other modes is intended to reduce the 

risk of crashes and increase bicyclist comfort. The level 

of treatment required for bicyclists at an intersection 

will depend on the bicycle facility type used, whether 

bicycle facilities are intersecting, and the adjacent street 

function and land use.

Separated Bikeways at 

Intersections

Bicyclists at Single Lane Roundabouts
26 | Lake Lowell Bicycle and Pedestrian Access Plan 

Bicycle and Pedestrian Facility Design Guide

Bicyclists at Single Lane Roundabouts

Materials and Maintenance

Signage and striping require routine maintenance.

Discussion

Research indicates that while single-lane roundabouts may benefit bicyclists and pedestrians by slowing traffic, multi-lane 

roundabouts may present greater challenges and significantly increase safety problems for these users. 

Additional References and Guidelines

AASHTO. Guide for the Development of Bicycle Facilities. 2012.

FHWA. Roundabouts: An Informational Guide. 2000.

TRB. Roundabouts: An Informational Guide, Second Edition. NCHRP 

672. 2010.

Guidelines

• 25 mph maximum circulating design speed.

• Design approaches/exits to the lowest speeds possible.

• Encourage bicyclists navigating the roundabout like 

motor vehicles to “take the lane.” 

• Maximize yielding rate of motorists to pedestrians and 

bicyclists at crosswalks.

• Provide separated facilities for bicyclists who prefer not 

to navigate the roundabout on the roadway. 

Crossings set back at least one car length 

from the entrance of the roundabout

Bicycle exit ramp in 

line with bicycle lane

Bicycle ramps leading 

to a wide shared facility 

with pedestrians

Visible, well marked crossings 

alert motorists to the presence 

of bicyclists and pedestrians 

(W11-15 signage)

Narrow circulating lane to 

discourage attempted passing 

by motorists

Truck apron can provide 

adequate clearance for 

longer vehicles

Description

In single lane roundabouts it is important to indicate to 

motorists, bicyclists and pedestrians the right-of-way rules 

and correct way for them to circulate, using appropriately 

designed signage, pavement markings, and geometric 

design elements.

W11-15

Sidewalk should be wider to 

accommodate bicycle and 

pedestrian traffic
Bicycle and Pedestrian Facility Design Guide

Lake Lowell Bicycle and Pedestrian Access Plan | 27

The ability to navigate through a city is informed by 

landmarks, natural features and other visual cues. Signs 

throughout the city should indicate to bicyclists:

• Direction of travel

• Location of destinations

• Travel time/distance to those destinations 

These signs will increase users’ comfort and accessibility to 

the bicycle systems. 

Signage can serve both wayfinding and safety purposes 

including:

• Helping to familiarize users with the bicycle network

• Helping users identify the best routes to destinations

• Helping to address misperceptions about time and 

distance

• Helping overcome a “barrier to entry” for people 

who are not frequent bicyclists (e.g., “interested but 

concerned” bicyclists)

A community-wide bicycle wayfinding signage plan would 

identify:

• Sign locations 

• Sign type – what information should be included and 

design features

• Destinations to be highlighted on each sign – key 

destinations for bicyclists 

• Approximate distance and travel time to each 

destination 

Bicycle wayfinding signs also visually cue motorists that 

they are driving along a bicycle route and should use 

caution. Signs are typically placed at key locations leading 

to and along bicycle routes, including the intersection of 

multiple routes. Too many road signs tend to clutter the 

right-of-way, and it is recommended that these signs be 

posted at a level most visible to bicyclists rather than per 

vehicle signage standards.

Bikeway Signing

Wayfinding Sign Types

Wayfinding Sign Placement
28 | Lake Lowell Bicycle and Pedestrian Access Plan 

Bicycle and Pedestrian Facility Design Guide

Davis Park

BIKE ROUTE

BIKE ROUTE

Davis Park

Belmont Elementary

0.3 miles 2 min

0.7 miles 5 min

Wayfinding Sign Types

Materials and Maintenance

Maintenance needs for bicycle wayfinding signs are 

similar to other signs and will need periodic replacement 

due to wear. 

Discussion

There is no standard color for bicycle wayfinding signage. Section 1A.12 of the MUTCD establishes the general meaning 

for signage colors. Green is the color used for directional guidance and is the most common color of bicycle wayfinding 

signage in the US, including those in the MUTCD.

Additional References and Guidelines

AASHTO. Guide for the Development of Bicycle Facilities. 2012.

FHWA. Manual on Uniform Traffic Control Devices. 2009.

NACTO. Urban Bikeway Design Guide. 2012. 

Description

A bicycle wayfinding system consists of comprehensive 

signing and/or pavement markings to guide bicyclists to 

their destinations along preferred bicycle routes. There are 

three general types of wayfinding signs:

Confirmation Signs

Indicate to bicyclists that they are on a designated bikeway. 

Make motorists aware of the bicycle route.

Can include destinations and distance/time. Do not include 

arrows.

Turn Signs

Indicate where a bikeway turns from one street onto 

another street. Can be used with pavement markings.

Include destinations and arrows.

Decisions Signs

Mark the junction of two or more bikeways.

Inform bicyclists of the designated bike route to access 

key destinations. Includes destinations and arrows and 

distances. 

Travel times are optional but recommended.
Bicycle and Pedestrian Facility Design Guide

Lake Lowell Bicycle and Pedestrian Access Plan | 29

Wayfinding Sign Placement

Materials and Maintenance

Maintenance needs for bicycle wayfinding signs are 

similar to other signs and will need periodic replacement 

due to wear.

Discussion

It can be useful to classify a list of destinations for inclusion on the signs based on their relative importance to users 

throughout the area. A particular destination’s ranking in the hierarchy can be used to determine the physical distance 

from which the locations are signed. For example, primary destinations (such as the downtown area) may be included on 

signage up to 5 miles away. Secondary destinations (such as a transit station) may be included on signage up to two miles 

away. Tertiary destinations (such as a park) may be included on signage up to one mile away.

Additional References and Guidelines

AASHTO. Guide for the Development of Bicycle Facilities. 2012.

FHWA. Manual on Uniform Traffic Control Devices. 2009.

NACTO. Urban Bikeway Design Guide. 2012.

Guidance

Signs are typically placed at decision points along bicycle 

routes – typically at the intersection of two or more 

bikeways and at other key locations leading to and along 

bicycle routes.

Decisions Signs

Near-side of intersections in advance of a junction with 

another bicycle route.

Along a route to indicate a nearby destination. 

Confirmation Signs

Every 1⁄4 to 1⁄2 mile on off-street facilities and every 2 to 3 

blocks along on-street bicycle facilities, unless another type 

of sign is used (e.g., within 150 ft of a turn or decision sign). 

Should be placed soon after turns to confirm destination(s). 

Pavement markings can also act as confirmation that a 

bicyclist is on a preferred route.

Turn Signs

Near-side of intersections where bike routes turn (e.g., 

where the street ceases to be a bicycle route or does not go 

through). Pavement markings can also indicate the need to 

turn to the bicyclist.

Library

Elementary 

School

Library

BIKE ROUTE

Conrmation C Sign

BIKE ROUTE

Elementary School

Library

City Park

0.3 miles 2 min

0.7 miles 5 min

1.5 miles 12 min

Decision D Sign

T Turn Sign

D

C

C T T

T

C C

D

D

Bike Route

Bike Route
30 | Lake Lowell Bicycle and Pedestrian Access Plan 

Bicycle and Pedestrian Facility Design Guide

Most major streets are characterized by conditions 

(e.g., high vehicle speeds and/or volumes) for which 

dedicated bike lanes are the most appropriate facility 

to accommodate safe and comfortable riding. Although 

opportunities to add bike lanes through roadway 

widening may exist in some locations, many major 

streets have physical and other constraints that would 

require street retrofit measures within existing curb-tocurb widths. As a result, much of the guidance provided 

in this section focuses on effectively reallocating 

existing street width through striping modifications to 

accommodate dedicated bike lanes. 

Although largely intended for major streets, these 

measures may be appropriate for any roadway where 

bike lanes would be the best accommodation for 

bicyclists.

Roadway Widening

Retrofitting Existing 

Streets to add Bikeways

Lane Narrowing
Bicycle and Pedestrian Facility Design Guide

Lake Lowell Bicycle and Pedestrian Access Plan | 31

Roadway Widening

Description

Bike lanes can be accommodated on streets with excess 

right-of-way through shoulder widening. Although 

roadway widening incurs higher expenses compared with 

re-striping projects, bike lanes can be added to streets 

currently lacking curbs, gutters and sidewalks without the 

high costs of major infrastructure reconstruction.

Materials and Maintenance

The extended bicycle area should not contain any rough 

joints where bicyclists ride. Saw or grind a clean cut at 

the edge of the travel lane, or feather with a fine mix in a 

non-ridable area of the roadway.

Discussion

Roadway widening is most appropriate on roads lacking curbs, gutters and sidewalks.

If it is not possible to meet minimum bicycle lane dimensions, a reduced width paved shoulder can still improve 

conditions for bicyclists on constrained roadways. In these situations, a minimum of 3 feet of operating space should be 

provided.

Additional References and Guidelines

AASHTO. Guide for the Development of Bicycle Facilities. 2012.

4 foot 

minimum

Guidance

• Guidance on bicycle lanes applies to this treatment.

• 4 foot minimum width when no curb and gutter is 

present. 

• 6 foot width preferred.

Before

After
32 | Lake Lowell Bicycle and Pedestrian Access Plan 

Bicycle and Pedestrian Facility Design Guide

Lane Narrowing

Guidance

Vehicle lane width:

• Before: 10-15 feet

• After: 10-11 feet

Bicycle lane width:

• Guidance on bicycle lanes applies to this treatment.

Materials and Maintenance

Repair rough or uneven pavement surface. Use bicycle 

compatible drainage grates. Raise or lower existing grates 

and utility covers so they are flush with the pavement.

Discussion

Special consideration should be given to the amount of heavy vehicle traffic and horizontal curvature before the decision 

is made to narrow travel lanes. Center turn lanes can also be narrowed in some situations to free up pavement space for 

bike lanes. 

AASHTO supports reduced width lanes in A Policy on Geometric Design of Highways and Streets: “On interrupted-flow 

operation conditions at low speeds (45 mph or less), narrow lane widths are normally adequate and have some advantages.”

Additional References and Guidelines

AASHTO. Guide for the Development of Bicycle Facilities. 2012.

AASHTO. A Policy on Geometric Design of Highways and Streets. 2004.

NACTO. Urban Street Design Guide. 2013.

Description

Lane narrowing utilizes roadway space that exceeds 

minimum standards to provide the needed space for bike 

lanes. Many roadways have existing travel lanes that are 

wider than those prescribed in local and national roadway 

design standards, or which are not marked. Most standards 

allow for the use of 11 foot and sometimes 10 foot wide 

travel lanes to create space for bike lanes.

Before

After

24’ Travel/Parking

8’ Parking 6’ Bike 10’ Travel
Bicycle and Pedestrian Facility Design Guide

Lake Lowell Bicycle and Pedestrian Access Plan | 33

A shared use path allows for two-way, off-street bicycle 

use and also may be used by pedestrians, skaters, 

wheelchair users, joggers and other non-motorized 

users. These facilities are frequently found in parks, along 

rivers, beaches, and in greenbelts or utility corridors 

where there are few conflicts with motorized vehicles. 

Path facilities can also include amenities such as lighting, 

signage, and fencing (where appropriate). 

Key features of shared use paths include:

• Frequent access points from the local road network.

• Directional signs to direct users to and from the 

path.

• A limited number of at-grade crossings with streets 

or driveways.

• Terminating the path where it is easily accessible to 

and from the street system.

• Separate treads for pedestrians and bicyclists when 

heavy use is expected.

General Design Practices

Shared Use Paths and OffStreet Facilities

Shared-Use Paths Along Roadways

Paths in River & Utility Corridors

Natural Surface Trails

Boardwalks
34 | Lake Lowell Bicycle and Pedestrian Access Plan 

Bicycle and Pedestrian Facility Design Guide

General Design Practices

Materials and Maintenance

Asphalt is the most common surface for bicycle paths. 

The use of concrete for paths has proven to be more 

durable over the long term. Saw cut concrete joints rather 

than troweled improve the experience of path users.

Discussion

Terminate the path where it is easily accessible to and from the street system, preferably at a controlled intersection or at 

the beginning of a dead-end street. 

Additional References and Guidelines

AASHTO. Guide for the Development of Bicycle Facilities. 2012. 

FHWA. Manual on Uniform Traffic Control Devices. 2009.

Flink, C. Greenways: A Guide To Planning Design And Development.

1993.

Description

Shared use paths can provide a desirable facility, 

particularly for recreation, and users of all skill levels 

preferring separation from traffic. Bicycle paths should 

generally provide directional travel opportunities not 

provided by existing roadways. 

Guidance

Width

• 8 feet is the minimum allowed for a two-way bicycle 

path and is only recommended for low traffic 

situations.

• 10 feet is recommended in most situations and will be 

adequate for moderate to heavy use.

• 12 feet is recommended for heavy use situations with 

high concentrations of multiple users. A separate track 

(5’ minimum) can be provided for pedestrian use.

Lateral Clearance

• A 2 foot or greater shoulder on both sides of the 

path should be provided. An additional foot of lateral 

clearance (total of 3’) is required by the MUTCD for the 

installation of signage or other furnishings.

• If bollards are used at intersections and access points, 

they should be colored brightly and/or supplemented 

with reflective materials to be visible at night.

Overhead Clearance

• Clearance to overhead obstructions should be 8 feet 

minimum, with 10 feet recommended.

Striping

• When striping is required, use a 4 inch dashed yellow 

centerline stripe with 4 inch solid white edge lines. 

• Solid centerlines can be provided on tight or blind 

corners, and on the approaches to roadway crossings.

8-12’ 

depending 

on usage
Bicycle and Pedestrian Facility Design Guide

Lake Lowell Bicycle and Pedestrian Access Plan | 35

Shared-Use Paths in River and Utility Corridors

Materials and Maintenance

Asphalt is the most common surface for bicycle paths. 

The use of concrete for paths has proven to be more 

durable over the long term. Saw cut concrete joints rather 

than troweled improve the experience of path users.

Discussion

Similar to railroads, public access to flood control channels or canals may be undesirable. Hazardous materials, deep water 

or swift current, steep, slippery slopes, and debris all may constitute risks for public access. Appropriate fencing may be 

desired to keep path users within the designated travel way. Creative design of fencing is encouraged to make the path 

facility feel welcoming to the user.

Additional References and Guidelines

AASHTO. Guide for the Development of Bicycle Facilities. 2012. 

FHWA. Manual on Uniform Traffic Control Devices. 2009.

Flink, C. Greenways: A Guide To Planning Design And Development. 

1993.

Description

Utility and waterway corridors often offer excellent 

shared use path development and bikeway gap closure 

opportunities. Utility corridors typically include powerline 

and sewer corridors, while waterway corridors include 

canals, drainage ditches, rivers, and beaches. These 

corridors offer excellent transportation and recreation 

opportunities for bicyclists of all ages and skills.

Guidance

Shared use paths in utility corridors should meet or exceed 

general design practices. If additional width allows, wider 

paths, and landscaping are desirable. 

Access Points

Any access point to the path should be well-defined with 

appropriate signage designating the pathway as a bicycle 

facility and prohibiting motor vehicles. 

Path Closure

Public access to the shared use path may be prohibited 

during the following events:

• Canal/flood control channel or other utility 

maintenance activities

• Inclement weather or the prediction of storm 

conditions
36 | Lake Lowell Bicycle and Pedestrian Access Plan 

Bicycle and Pedestrian Facility Design Guide

Shared-Use Paths Along Roadways

Materials and Maintenance

Asphalt is the most common surface for bicycle paths. 

The use of concrete for paths has proven to be more 

durable over the long term. Saw cut concrete joints rather 

than troweled improve the experience of path users.

Discussion

The provision of a shared use path adjacent to a road is not a substitute for the provision of on-road accommodation such 

as paved shoulders or bike lanes, but may be considered in some locations in addition to on-road bicycle facilities.

To reduce potential conflicts in some situations, it may be better to place one-way sidepaths on both sides of the street.

Additional References and Guidelines

AASHTO. Guide for the Development of Bicycle Facilities. 2012.

NACTO. Urban Bikeway Design Guide. See entry on Raised Cycle 

Tracks. 2012.

Description

Shared Use Paths along roadways, also called Sidepaths, 

are a type of path that run adjacent to a street. 

Because of operational concerns it is generally preferable 

to place paths within independent rights-of-way away 

from roadways. However, there are situations where 

existing roads provide the only corridors available. 

Along roadways, these facilities create a situation where a 

portion of the bicycle traffic rides against the normal flow 

of motor vehicle traffic and can result in wrong-way riding 

where bicyclists enter or leave the path.

The AASHTO Guide for the Development of Bicycle 

Facilities cautions practitioners of the use of two-way 

sidepaths on urban or suburban streets with many 

driveways and street crossings. 

In general, there are two approaches to crossings: adjacent 

crossings and setback crossings, illustrated below. 

Guidance

• Guidance for sidepaths should follow that for general 

design practises of shared use paths. 

• A high number of driveway crossings and intersections 

create potential conflicts with turning traffic. Consider 

alternatives to sidepaths on streets with a high 

frequency of intersections or heavily used driveways.

• Where a sidepath terminates special consideration 

should be given to transitions so as not to encourage 

unsafe wrong-way riding by bicyclists.

• Crossing design should emphasize visibility of users 

and clarity of expected yielding behavior. Crossings 

may be STOP or YIELD controlled depending on sight 

lines and bicycle motor vehicle volumes and speeds.

Adjacent Crossing - A separation of 6 feet emphasizes the 

conspicuity of riders at the approach to the crossing. 

Setback Crossing - A set back of 25 feet separates the path 

crossing from merging/turning movements that may be 

competing for a driver’s attention.

Stop bar placed 6’ 

from crosswalk

Yield line 

placed 6’ from 

crosswalk

Minimum 

6’ setback 

from 

roadway

Yield line placed 6’ 

from crosswalk

Stop bar placed 

W11-15, W16-7P 25’ from crossing

used in conjunction 

with yield lines 

W11-15, W16-7P 

used in conjunction 

with yield lines
Bicycle and Pedestrian Facility Design Guide

Lake Lowell Bicycle and Pedestrian Access Plan | 37

Natural Surface Trails

Materials and Maintenance

Consider implications for accessibility when weighing 

options for surface treatments.

Discussion

Trail erosion control measures include edging along the low side of the trail, steps and terraces to contain surface 

material, and water bars to direct surface water off the trail; use bedrock surface where possible to reduce erosion.

Additional References and Guidelines

Flink, C. Greenways: A Guide To Planning Design And Development. 

1993.

Description

Sometimes referred to as footpaths or hiking trails, the 

natural surface trail is used along corridors that are 

environmentally-sensitive but can support bare earth, 

wood chip, or boardwalk trails. Natural surface trails are 

a low-impact solution and found in areas with limited 

development or where a more primitive experience is 

desired. 

Guidance presented in this section does not include 

considerations for bicycles. Natural surface trails designed 

for bicycles are typically known as single track trails.

Guidance

Trails can vary in width from 18 inches to 6 feet or greater; 

vertical clearance should be maintained at nine-feet above 

grade.

Base preparation varies from machine-worked surfaces to 

those worn only by usage.

 Trail surface can be made of dirt, rock, soil, forest litter, or 

other native materials. Some trails use crushed stone (a.k.a. 

“crush and run”) that contains about 4% fines by weight, 

and compacts with use. 

Provide positive drainage for trail tread without extensive 

removal of existing vegetation; maximum slope is five 

percent (typical).

18” to 6’ width

9’ vertical 

clearance
38 | Lake Lowell Bicycle and Pedestrian Access Plan 

Bicycle and Pedestrian Facility Design Guide

Boardwalks

Guidance

• Boardwalk width should be a minimum of 10 feet 

when no rail is used. A 12 foot width is preferred in 

areas with average anticipated use and whenever rails 

are used. 

• When the height of a boardwalk exceeds 30”, 

railings are required. 

• If access by vehicles is desired, 

boardwalks should be designed to 

structurally support the weight of 

a small truck or a light-weight 

vehicle.

Materials and Maintenance

Decking should be either non-toxic treated wood or 

recycled plastic. Cable rails are attractive and more 

visually transparent but may require maintenance 

to tighten the cables if the trail has snow storage 

Discussion

In general, building in wetlands is subject to regulations and should be avoided.

The foundation normally consists of wooden posts or auger piers (screw anchors). Screw anchors provide greater support 

and last much longer. 

Additional References and Guidelines

AASHTO. Guide for the Development of Bicycle Facilities. 2012.

FHWA. Wetland Trail Design and Construction. 2001.

Description

Boardwalks are typically required when crossing wetlands 

or other poorly drained areas. They are usually constructed 

of wooden planks or recycled material planks that form 

the top layer of the boardwalk. The recycled material has 

gained popularity in recent years since it lasts much longer 

than wood, especially in wet conditions. A number of 

low-impact support systems are also available that reduce 

the disturbance within wetland areas to the greatest extent 

possible. 

10’

Pedestrian 

railings: 42” 

above the 

surface

Shared use 

railings: 48” 

above the 

surface

Wetland plants and natural 

ecological function to be 

undisturbed

Pile driven wooden 

piers or auger piers

6” minimum 

above grade

Opportunities exist to 

build seating and signage 

into boardwalks
Bicycle and Pedestrian Facility Design Guide

Lake Lowell Bicycle and Pedestrian Access Plan | 39

At-grade roadway crossings can create potential 

conflicts between path users and motorists, however, 

well-designed crossings can mitigate many operational 

issues and provide a higher degree of safety and comfort 

for path users. This is evidenced by the thousands of 

successful facilities around the United States with atgrade crossings. In most cases, at-grade path crossings 

can be properly designed to provide a reasonable 

degree of safety and can meet existing traffic and safety 

standards. Path facilities that cater to bicyclists can 

require additional considerations due to the higher 

travel speed of bicyclists versus pedestrians.

Consideration must be given to adequate warning 

distance based on vehicle speeds and line of sight, with 

the visibility of any signs absolutely critical. Directing 

the active attention of motorists to roadway signs may 

require additional alerting devices such as a flashing 

beacon, roadway striping or changes in pavement 

texture. Signing for path users may include a standard 

“STOP” or “YIELD” sign and pavement markings, possibly 

combined with other features such as bollards or a bend 

in the pathway to slow bicyclists. Care must be taken not 

to place too many signs at crossings lest they begin to 

lose their visual impact.

A number of striping patterns have emerged over the 

years to delineate path crossings. A median stripe on 

the path approach will help to organize and warn path 

users. Crosswalk striping is typically a matter of local and 

State preference, and may be accompanied by pavement 

treatments to help warn and slow motorists. In areas 

where motorists do not typically yield to crosswalk 

users, additional measures may be required to increase 

compliance.

Marked/Unsignalized Crossings

Signalized/Controlled Crossings

Overcrossings

Path/Roadway Crossings

Active Warning Beacons
40 | Lake Lowell Bicycle and Pedestrian Access Plan 

Bicycle and Pedestrian Facility Design Guide

Marked/Unsignalized Crossings

Guidance

Maximum traffic volumes

• ≤9,000-12,000 Average Daily Traffic (ADT) volume

• Up to 15,000 ADT on two-lane roads, preferably with a median

• Up to 12,000 ADT on four-lane roads with median

Maximum travel speed

• 35 MPH

Minimum line of sight

• 25 MPH zone: 155 feet

• 35 MPH zone: 250 feet

• 45 MPH zone: 360 feet

Materials and Maintenance

Locate markings out of wheel tread when possible to 

minimize wear and maintenance costs.

Discussion

Unsignalized crossings of multi-lane arterials over 15,000 ADT may be possible with features such as sufficient crossing 

gaps (more than 60 per hour), median refuges, and/or active warning devices like rectangular rapid flash beacons or 

in-pavement flashers, and excellent sight distance. For more information see the discussion of active warning beacons.

On roadways with low to moderate traffic volumes (<12,000 ADT) and a need to control traffic speeds, a raised crosswalk 

may be the most appropriate crossing design to improve pedestrian visibility and safety.

Additional References and Guidelines

AASHTO. Guide for the Development of Bicycle Facilities. 2012.

FHWA. Manual on Uniform Traffic Control Devices. 2009.

Description

A marked/unsignalized crossing typically consists of a 

marked crossing area, signage and other markings to slow 

or stop traffic. The approach to designing crossings at 

mid-block locations depends on an evaluation of vehicular 

traffic, line of sight, pathway traffic, use patterns, vehicle 

speed, road type, road width, and other safety issues such 

as proximity to major attractions. 

When space is available, using a median refuge island can 

improve user safety by providing pedestrians and bicyclists 

space to perform the safe crossing of one side of the street 

at a time.

Curves in paths help slow 

path users and make them 

aware of oncoming vehicles Detectable warning 

strips help visually 

impaired pedestrians 

identify the edge of 

the street

W11-15, 

W16-9P

R1-2 YIELD or R1-1 

STOP for path users

Crosswalk markings legally establish 

midblock pedestrian crossing

If used, a curb ramp 

should be the full 

width of the path

Consider a median 

refuge island when 

space is available
Bicycle and Pedestrian Facility Design Guide

Lake Lowell Bicycle and Pedestrian Access Plan | 41

Active Warning Beacons

Guidance

Guidance for marked/unsignalized crossings applies.

• Warning beacons shall not be used at crosswalks 

controlled by YIELD signs, STOP signs, or traffic control 

signals.

• Warning beacons shall initiate operation based 

on user actuation and shall cease operation at a 

predetermined time after the user actuation or, with 

passive detection, after the user clears the crosswalk.

Materials and Maintenance

Locate markings out of wheel tread when possible to 

minimize wear and maintenance costs. Signing and 

striping need to be maintained to help users understand 

any unfamiliar traffic control.

Discussion

 Rectangular rapid flash beacons show the most increased compliance of all the warning beacon enhancement options. 

A study of the effectiveness of going from a no-beacon arrangement to a two-beacon RRFB installation increased yielding 

from 18 percent to 81 percent. A four-beacon arrangement raised compliance to 88%. Additional studies of long term 

installations show little to no decrease in yielding behavior over time. 

Additional References and Guidelines

NACTO. Urban Bikeway Design Guide. 2012.

FHWA. Manual on Uniform Traffic Control Devices. 2009.

FHWA. MUTCD - Interim Approval for Optional Use of Rectangular 

Rapid Flashing Beacons (IA-11). 2008. 

Description

Enhanced marked crossings are unsignalized crossings 

with additional treatments designed to increase motor 

vehicle yielding compliance on multi-lane or high volume 

roadways. 

These enhancements include pathway user or sensor 

actuated warning beacons, Rectangular Rapid Flash 

Beacons (RRFB) shown below, or in-roadway warning 

lights.

Rectangular Rapid Flash Beacons 

(RRFB) dramatically increase 

compliance over conventional 

warning beacons

W11-15, 

W16-7P

Median refuge islands provide 

added comfort and should be 

angled to direct users to face 

oncoming traffic

Providing secondary installations of 

RRFBs on median islands improves 

driver yielding behavior
42 | Lake Lowell Bicycle and Pedestrian Access Plan 

Bicycle and Pedestrian Facility Design Guide

Pedestrian Hybrid Beacon Crossings

Guidance

Hybrid beacons (illustrated here) may be installed without 

meeting traffic signal control warrants if roadway speed 

and volumes are excessive for comfortable path crossings. 

FHWA does not allow bicycle signals to be used with 

Hybrid beacons, though some cities have done so 

successfully.

To maximize safety when used for bicycle crossings, 

the flashing ‘wig-wag’ phase should be very short and 

occur after the pedestrian signal head has changed to a 

solid “DON’T WALK” indication as bicyclists can enter an 

intersection quickly.

Materials and Maintenance

Hybrid beacons are subject to the same maintenance 

needs and requirements as standard traffic signals. 

Signing and striping need to be maintained to help users 

understand any unfamiliar traffic control.

Discussion

Shared use path signals are normally activated by push buttons but may also be triggered by embedded loop, infrared, 

microwave or video detectors. The maximum delay for activation of the signal should be two minutes, with minimum 

crossing times determined by the width of the street.

Each crossing, regardless of traffic speed or volume, requires additional review by a registered engineer to identify sight 

lines, potential impacts on traffic progression, timing with adjacent signals, capacity and safety. 

Additional References and Guidelines

FHWA. Pedestrian Hybrid Beacon Guide - Recommendations and Case 

Study. 2014.

NACTO. Urban Bikeway Design Guide. 2012.

FHWA. Manual on Uniform Traffic Control Devices. 2009.

Description

Pedestrian hybrid beacons provide a high level of comfort 

for crossing users through the use of a red-signal indication 

to stop conflicting motor vehicle traffic. 

Hybrid beacon installation faces only cross motor vehicle 

traffic, stays dark when inactive, and uses a unique ‘wigwag’ signal phase to indicate activation. Vehicles have the 

option to proceed after stopping during the final flashing 

red phase, which can reduce motor vehicle delay when 

compared to a full signal installation.

Push button 

actuation

Hybrid Beacon

W11-15

Should be installed at least 

100 feet from side streets 

or driveways that are 

controlled by STOP or YIELD 

signs May be paired with a bicycle 

signal head to clarify bicycle 

movement
Bicycle and Pedestrian Facility Design Guide

Lake Lowell Bicycle and Pedestrian Access Plan | 43

Full Traffic Signal Crossings

Guidance

Full traffic signal installations must meet MUTCD 

pedestrian, school or modified warrants. Additional 

guidance for signalized crossings:

• Located more than 300 feet from an existing signalized 

intersection

• Roadway travel speeds of 40 MPH and above

• Roadway ADT exceeds 15,000 vehicles

Materials and Maintenance

Traffic signals require routine maintenance. Signing and 

striping need to be maintained to help users understand 

any unfamiliar traffic control.

Discussion

Shared use path signals are normally activated by push buttons but may also be triggered by embedded loop, infrared, 

microwave or video detectors. The maximum delay for activation of the signal should be two minutes, with minimum 

crossing times determined by the width of the street.

Each crossing, regardless of traffic speed or volume, requires additional review by a registered engineer to identify sight 

lines, potential impacts on traffic progression, timing with adjacent signals, capacity and safety. 

Additional References and Guidelines

FHWA. Manual on Uniform Traffic Control Devices. 2009.

NACTO. Urban Bikeway Design Guide. 2012.

Description

Signalized crossings provide the most protection for 

crossing path users through the use of a red-signal 

indication to stop conflicting motor vehicle traffic. 

A full traffic signal installation treats the path crossing as 

a conventional 4-way intersection and provides standard 

red-yellow-green traffic signal heads for all legs of the 

intersection.

Push button 

actuation

Full traffic signal

W11-15 Full traffic signal controls path 

bicycle traffic
44 | Lake Lowell Bicycle and Pedestrian Access Plan 

Bicycle and Pedestrian Facility Design Guide

Overcrossings

Guidance

8 foot minimum width, 14 feet preferred. If overcrossing 

has any scenic vistas additional width should be provided 

to allow for stopping. A separate 5 foot pedestrian area 

may be provided for facilities with high bicycle and 

pedestrian use. 

10 foot headroom on overcrossing; clearance below will 

vary depending on feature being crossed.

Roadway: 17 feet

Freeway: 18.5 feet

Heavy Rail Line: 23 feet

The overcrossing should have a centerline stripe even if the 

rest of the path does not have one.

Materials and Maintenance

Potential issues with vandalism.

Overcrossings can be more difficult to clear of snow than 

undercrossings.

Discussion

Overcrossings for bicycles and pedestrians typically fall under the Americans with Disabilities Act (ADA), which strictly 

limits ramp slopes to 5% (1:20) with landings at 400 foot intervals, or 8.33% (1:12) with landings every 30 feet.

Overcrossings pose potential concerns about visual impact and functional appeal, as well as space requirements 

necessary to meet ADA guidelines for slope.

Additional References and Guidelines

AASHTO. Guide for the Development of Bicycle Facilities. 2012.

AASHTO. Guide for the Planning, Design, and Operation of Pedestrian 

Facilities. 2004.

Description

Bicycle/pedestrian overcrossings provide critical nonmotorized system links by joining areas separated by 

barriers such as deep canyons, waterways or major 

transportation corridors. In most cases, these structures 

are built in response to user demand for safe crossings 

where they previously did not exist. 

There are no minimum roadway characteristics for 

considering grade separation. Depending on the type of 

facility or the desired user group grade separation may be 

considered in many types of projects. 

Overcrossings require a minimum of 17 feet of 

vertical clearance to the roadway below versus a 

minimum elevation differential of around 12 feet for an 

undercrossing. This results in potentially greater elevation 

differences and much longer ramps for bicycles and 

pedestrians to negotiate. 

Center line 

striping

ADA generally limits 

ramp slopes to 1:20

Railing height of 

42 “ min.

Path width of 14 feet preferred for shared 

bicycle and pedestrian overcrossings

17’ min.
Bicycle and Pedestrian Facility Design Guide

Lake Lowell Bicycle and Pedestrian Access Plan | 45

Bicycle Parking

Bicyclists expect a safe, convenient place to secure 

their bicycle when they reach their destination. This 

may be short-term parking of 2 hours or less, or longterm parking for employees, students, residents, and 

commuters.

Bicycle Parking

Bicycle Support Facilities
46 | Lake Lowell Bicycle and Pedestrian Access Plan 

Bicycle and Pedestrian Facility Design Guide

Bicycle Racks

Guidance

• 2’ minimum from the curb face to avoid ‘dooring.’ 

• Close to destinations; 50’ maximum distance from 

main building entrance. 

• Minimum clear distance of 6’ should be provided 

between the bicycle rack and the property line. 

• Should be highly visible from adjacent bicycle routes 

and pedestrian traffic. 

• Locate racks in areas that cyclists are most likely to 

travel.

Materials and Maintenance

Use of proper anchors will prevent vandalism and theft. 

Racks and anchors should be regularly inspected for 

damage. Educate snow removal crews to avoid burying 

racks during winter months.

Discussion

Where the placement of racks on sidewalks is not possible (due to narrow sidewalk width, sidewalk obstructions, street 

trees, etc.), bicycle parking can be provided in the street where on-street vehicle parking is allowed in the form of onstreet bicycle corrals.

Some types of bicycle racks may meet design criteria, but are discouraged except in limited situations. This includes 

undulating “wave” racks, schoolyard “wheel bender” racks, and spiral racks.

Additional References and Guidelines

AASHTO. Guide for the Development of Bicycle Facilities. 2012.

APBP. Bicycle Parking Guide 2nd Edition. 2010.

Description

Short-term bicycle parking is meant to accommodate 

visitors, customers, and others expected to depart 

within two hours. It should have an approved standard 

rack, appropriate location and placement, and weather 

protection. The Association for Pedestrian and Bicycle 

Professionals (APBP) recommends selecting a bicycle rack 

that:

• Supports the bicycle in at least two places, preventing 

it from falling over.

• Allows locking of the frame and one or both wheels 

with a U-lock.

• Is securely anchored to ground.

• Resists cutting, rusting and bending or deformation.

A loop may be attached to 

retired parking meter posts to 

formalize the meter as bicycle 

parking.

Avoid fire zones, loading 

zones, bus zones, etc.

D4-3 

Bicycle shelters consist of bicycle racks 

grouped together within structures with 

a roof that provides weather protection. 

4’ min

2’ min 3’ min
Bicycle and Pedestrian Facility Design Guide

Lake Lowell Bicycle and Pedestrian Access Plan | 47

Regular bicycle facility maintenance includes sweeping, 

maintaining a smooth roadway, ensuring that the 

gutter-to-pavement transition remains relatively flush, 

and installing bicycle-friendly drainage grates. Pavement 

overlays are a good opportunity to improve bicycle 

facilities. The following recommendations provide a 

menu of options to consider to enhance a maintenance 

regimen. 

This Section Includes:

• Sweeping

• Signage

• Roadway Surface

• Pavement Overlays

• Drainage Grates

• Gutter to Pavement Transition

• Landscaping

• Maintenance Management Plan

Sweeping

Drainage Grates

Maintenance Management Plan

Bikeway Maintenance

Gutter to Pavement Transition

Landscaping

Roadway Surface

Recommended Walkway and Bikeway 

Maintenance Activities

Maintenance Activity Frequency

Inspections Seasonal – at beginning 

and end of Summer

Pavement sweeping/

blowing

As needed, with higher frequency in the early Spring 

and Fall

Pavement sealing 5 - 15 years

Pothole repair 1 week – 1 month after 

report

Culvert and drainage 

grate inspection

Before Winter and after 

major storms

Pavement markings 

replacement

As needed

Signage replacement As needed

Shoulder plant trimming 

(weeds, trees, brambles)

Twice a year; middle of 

growing season and early 

Fall

Tree and shrub plantings, trimming1 – 3 years

Major damage response 

(washouts, fallen trees, 

flooding)

As soon as possible
48 | Lake Lowell Bicycle and Pedestrian Access Plan 

Bicycle and Pedestrian Facility Design Guide

Sweeping

Description

Bicyclists often avoid shoulders and bike lanes filled 

with gravel, broken glass and other debris; they will 

ride in the roadway to avoid these hazards, potentially 

causing conflicts with motorists. Debris from the roadway 

should not be swept onto sidewalks (pedestrians need a 

clean walking surface), nor should debris be swept from 

the sidewalk onto the roadway. A regularly scheduled 

inspection and maintenance program helps ensure that 

roadway debris is regularly picked up or swept.

Signage 

Description

Bike lanes, shared shoulders, Bicycle Boulevards and 

paths all have different signage types for wayfinding and 

regulations. Such signage is vulnerable to vandalism or 

wear, and requires periodic maintenance and replacement 

as needed.

Guidance

• Establish a seasonal sweeping schedule that prioritizes 

roadways with major bicycle routes.

• Sweep walkways and bikeways whenever there is an 

accumulation of debris on the facility.

• In curbed sections, sweepers should pick up debris; 

on open shoulders, debris can be swept onto gravel 

shoulders.

• Pave gravel driveway approaches to minimize loose 

gravel on paved roadway shoulders.

• Perform additional sweeping in the Spring to remove 

debris from the Winter.

• Perform additional sweeping in the Fall in areas where 

leaves accumulate .

Guidance

• Check regulatory and wayfinding signage along 

bikeways for signs of vandalism, graffiti, or normal 

wear.

• Replace signage along the bikeway network asneeded.

• Perform a regularly-scheduled check on the status of 

signage with follow-up as necessary.

• Create a Maintenance Management Plan.
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Lake Lowell Bicycle and Pedestrian Access Plan | 49

Pavement Overlays

Description

Pavement overlays represent good opportunities to 

improve conditions for bicyclists if done carefully. A 

ridge should not be left in the area where bicyclists ride 

(this occurs where an overlay extends part-way into a 

shoulder bikeway or bike lane). Overlay projects also 

offer opportunities to widen a roadway, or to re-stripe a 

roadway with bike lanes.

Roadway Surface

Description

Bicycles are much more sensitive to subtle changes in 

roadway surface than are motor vehicles. Various materials 

are used to pave roadways, and some are smoother 

than others. Compaction is also an important issue after 

trenches and other construction holes are filled. Uneven 

settlement after trenching can affect the roadway surface 

nearest the curb where bicycles travel. Sometimes 

compaction is not achieved to a satisfactory level, and an 

uneven pavement surface can result due to settling over 

the course of days or weeks. When resurfacing streets, 

use the smallest chip size and ensure that the surface is 

as smooth as possible to improve safety and comfort for 

bicyclists.

Guidance

• Maintain a smooth pothole-free surface.

• Ensure that on new roadway construction, the finished 

surface on bikeways does not vary more than 1⁄4”.

• Maintain pavement so ridge buildup does not occur 

at the gutter-to-pavement transition or adjacent to 

railway crossings.

• Inspect the pavement 2 to 4 months after trenching 

construction activities are completed to ensure that 

excessive settlement has not occurred.

• If chip sealing is to be performed, use the smallest 

possible chip on bike lanes and shoulders. Sweep 

loose chips regularly following application.

• During chip seal maintenance projects, if the 

pavement condition of the bike lane is satisfactory, it 

may be appropriate to chip seal the travel lanes only. 

However, use caution when doing this so as not to 

create an unacceptable ridge between the bike lane 

and travel lane.

Guidance

• Extend the overlay over the entire roadway surface to 

avoid leaving an abrupt edge.

• If the shoulder or bike lane pavement is of good 

quality, it may be appropriate to end the overlay at the 

shoulder or bike lane stripe provided no abrupt ridge 

remains.

• Ensure that inlet grates, manhole and valve covers are 

within 1⁄4 inch of the finished pavement surface and 

are made or treated with slip resistant materials.

• Pave gravel driveways to property lines to prevent 

gravel from being tracked onto shoulders or bike 

lanes.
50 | Lake Lowell Bicycle and Pedestrian Access Plan 

Bicycle and Pedestrian Facility Design Guide

Drainage Grates

Description

Drainage grates are typically located in the gutter area 

near the curb of a roadway. Drainage grates typically have 

slots through which water drains into the municipal storm 

sewer system. Many older grates were designed with linear 

parallel bars spread wide enough for a tire to become 

caught so that if a bicyclist were to ride on them, the front 

tire could become caught in the slot. This would cause 

the bicyclist to tumble over the handlebars and sustain 

potentially serious injuries.

Gutter to Pavement Transition

Description

On streets with concrete curbs and gutters, 1 to 2 feet of 

the curbside area is typically devoted to the gutter pan, 

where water collects and drains into catch basins. On many 

streets, the bikeway is situated near the transition between 

the gutter pan and the pavement edge. This transition can 

be susceptible to erosion, creating potholes and a rough 

surface for travel.

The pavement on many streets is not flush with the gutter, 

creating a vertical transition between these segments. This 

area can buckle over time, creating a hazardous condition 

for bicyclists. 

Direction of travel 4” spacing max

Guidance

• Require all new drainage grates be bicycle-friendly, 

including grates that have horizontal slats on them 

so that bicycle tires and assistive devices do not fall 

through the vertical slats.

• Create a program to inventory all existing drainage 

grates, and replace hazardous grates as necessary 

– temporary modifications such as installing rebar 

horizontally across the grate should not be an 

acceptable alternative to replacement.

Guidance

• Ensure that gutter-to-pavement transitions have no 

more than a 1⁄4” vertical transition.

• Examine pavement transitions during every roadway 

project for new construction, maintenance activities, 

and construction project activities that occur in 

streets.

• Inspect the pavement 2 to 4 months after trenching 

construction activities are completed to ensure that 

excessive settlement has not occurred.

• Provide at least 3 feet of pavement outside of the 

gutter seam.
Bicycle and Pedestrian Facility Design Guide

Lake Lowell Bicycle and Pedestrian Access Plan | 51

Landscaping

Description

Bikeways can become inaccessible due to overgrown 

vegetation. All landscaping needs to be designed and 

maintained to ensure compatibility with the use of the 

bikeways. After a flood or major storm, bikeways should be 

checked along with other roads, and fallen trees or other 

debris should be removed promptly.

Maintenance Management Plan

Description

Bikeway users need accommodation during construction 

and maintenance activities when bikeways may be closed 

or unavailable. Users must be warned of bikeway closures 

and given adequate detour information to bypass the 

closed section. Users should be warned through the use of 

standard signing approaching each affected section (e.g., 

“Bike Lane Closed,” “Trail Closed”), including information 

on alternate routes and dates of closure. Alternate routes 

should provide reasonable directness, equivalent traffic 

characteristics, and be signed. 

Guidance

• Ensure that shoulder plants do not hang into or 

impede passage along bikeways

• After major damage incidents, remove fallen trees or 

other debris from bikeways as quickly as possible

Guidance

• Provide fire and police departments with map of 

system, along with access points to gates/bollards

• Enforce speed limits and other rules of the road

• Enforce all trespassing laws for people attempting to 

enter adjacent private properties