Clarkdale transportation study : final report

              Clarkdale
Transportation
Study
ADOT MPD Task Assignment 15-10
PGTD 0440
Contract # T08-49-U0001
Final Report
Prepared by:
Prepared for:
ARIZONA DEPARTMENT OF TRANSPORTATION
TOWN OF CLARKDALE
February 2011
091374034
091374034 Clarkdale Transportation Study
2011 02 17 Final Report i Final Report
February 2011
TABLE OF CONTENTS
EXECUTIVE SUMMARY ........................................................................ 1
1 INTRODUCTION ............................................................................ 6
1.1 Study Objectives ......................................................................................... 6
1.2 Study Area .................................................................................................. 8
2 CURRENT AND FUTURE TRANSPORTATION CONDITIONS ..... 10
2.1 Summary of Completed Plans and Studies in the Clarkdale Area ............... 10
2.2 Summary of Stakeholder Interviews .......................................................... 11
2.3 Land Use ................................................................................................... 14
2.3.1 Current Land Use ............................................................................ 14
2.3.2 In-Progress Developments................................................................... 17
2.3.3 Future Land Use ............................................................................. 17
2.3.4 Demographics and Socioeconomics ........................................................ 21
2.3.5 Housing and Employment Density ........................................................ 21
2.3.6 Current demographics and socioeconomics ............................................... 23
2.3.7 Future demographics and socioeconomics ................................................ 25
2.4 Streets and Roadways ............................................................................... 29
2.4.1 Street Inventory ............................................................................... 29
2.4.2 Functional Classification ................................................................... 31
2.4.3 Crash History .................................................................................. 33
2.5 Travel Data ............................................................................................... 37
2.5.1 Existing Traffic............................................................................... 37
2.5.2 Future Traffic Data .......................................................................... 41
2.6 Alternative Transportation........................................................................ 48
2.6.1 Transit.......................................................................................... 48
2.6.2 Proposed Transit and Travel Demand Strategies from the VVMTS ................ 51
2.6.3 Bicycle and Pedestrian Facilities .......................................................... 52
3 NEEDS AND DEFICIENCIES ....................................................... 58
3.1 General Needs and Deficiencies .................................................................. 58
3.2 Roadway Needs and Deficiencies ............................................................... 58
3.3 Bicycle and Pedestrian Needs and Deficiencies .......................................... 62
3.4 Transit Needs and Deficiencies .................................................................. 64
4 RECOMMENDED PROJECTS ...................................................... 65
091374034 Clarkdale Transportation Study
2011 02 17 Final Report ii Final Report
February 2011
4.1 Recommended Roadway Projects .............................................................. 65
4.2 Recommended Bicycle and Pedestrian Projects ......................................... 86
4.2.1 Recommended Bicycle Projects ............................................................. 86
4.2.2 Recommended Pedestrian and Trail Projects ............................................ 94
4.3 Recommended Transit Projects ............................................................... 102
5 EVALUATION CRITERIA AND PROJECT PRIORITIZATION .. 108
5.1 Criteria for Prioritizing Roadway Improvements ..................................... 108
5.2 Project Phasing and Implementation – Short Term Projects ................... 108
5.3 Project Phasing – Mid-Term Projects ...................................................... 111
5.4 Project Phasing – Long Term Projects .................................................... 115
5.5 Project Phasing – Studies ........................................................................ 117
6 REVENUE SOURCES ................................................................. 118
6.1 Highway User Revenue Funds (HURF) .................................................. 118
6.2 Federal Aid Funding................................................................................ 118
6.2.1 Highway Bridge Replacement and Rehabilitation Program (BR) ................ 118
6.2.2 Highway Safety Improvement Program (HSIP)..................................... 119
6.2.3 Transportation Enhancement (TE) Grant Funding ................................. 119
6.2.4 Safe Routes to School Program ........................................................... 120
6.3 Community Development Block Grant Programs .................................... 120
6.4 Other Sources Consistent with the General Plan ...................................... 120
7 PUBLIC INVOLVEMENT ........................................................... 122
7.1 Public Open Houses ................................................................................. 122
7.2 Stakeholder Interviews ............................................................................ 122
7.3 Technical Advisory Committee ................................................................ 123
091374034 Clarkdale Transportation Study
2011 02 17 Final Report iii Final Report
February 2011
INDEX OF FIGURES
Figure 1 – Study Area ......................................................................................................... 9
Figure 2 – Town of Clarkdale Zoning .............................................................................. 16
Figure 3 – Land Use Plan (2002) ...................................................................................... 20
Figure 4 – TAZ Structure in Clarkdale Area .................................................................... 22
Figure 5 – 2030 Housing Unit Density ............................................................................. 26
Figure 6 – Comparison of 2007, and Projected 2015 and 2030 Employment .................. 28
Figure 7 – Number of Crashes by Year ............................................................................ 34
Figure 8 – Crash Severity ................................................................................................. 34
Figure 9 – Crash Types ..................................................................................................... 35
Figure 10 – Proportion of Crashes by Location ................................................................ 35
Figure 11 – Crash Locations, 2004-2008 .......................................................................... 36
Figure 12 – Traffic Counts ................................................................................................ 39
Figure 13 – Recommended Roadway Improvements from the VVMTS ......................... 45
Figure 14 – Clarkdale Future Growth Areas ..................................................................... 47
Figure 15 – Route Map for Cottonwood Area Transit ...................................................... 49
Figure 16 – Ridership Trends for Cottonwood Area Transit, FY 2009-2010 .................. 50
Figure 17 – Ridership Trends, CAT Demand Responsive System, FY 2009-2010 ......... 51
Figure 18 – Sidewalks and Bicycle Routes....................................................................... 53
Figure 19 – Trails .............................................................................................................. 55
Figure 20 – Summary of Multimodal Transportation Needs ............................................ 59
Figure 21 – 2050 Recommended Statewide Transportation Planning Framework Study,
Roadway Plan in Clarkdale Area ...................................................................................... 63
Figure 22 – Recommended Roadway Projects ................................................................. 68
Figure 23 – Recommended Bicycle Projects .................................................................... 88
Figure 24 – Recommended Pedestrian and Trail Projects ................................................ 95
Figure 25 – Recommended Transit Projects ................................................................... 103
INDEX OF TABLES
Table 1-1 – Study Objectives and Key Activities ............................................................... 7
Table 2-1 – Regional, Local, and ADOT Plans and Programs Completed 1999 - 2010 .. 10
Table 2-2 – Comments Received from Stakeholder Interviews ....................................... 12
Table 2-3 – Population Growth in Clarkdale .................................................................... 23
Table 2-4 – 2007 Housing Units by Traffic Analysis Zone .............................................. 23
Table 2-5 – 2007 Number of Employees by Employment Sector .................................... 24
Table 2-6 – Projected 2015 and 2030 Housing Units and Occupied Housing Units ........ 25
Table 2-7 – 2015 Number of Employees by TAZ ............................................................ 27
Table 2-8 – 2030 Number of Employees by TAZ ............................................................ 27
Table 2-9 – Existing Road System Inventory ................................................................... 29
Table 2-10 – Functional Classification ............................................................................. 31
091374034 Clarkdale Transportation Study
2011 02 17 Final Report iv Final Report
February 2011
Table 2-11 – Annual Average Daily Traffic Volumes ..................................................... 37
Table 2-12 – HCS Service Volume Threshold for LOS D ............................................... 41
Table 2-13 – 2015 Forecast Travel Demand Volumes ..................................................... 41
Table 2-14 – Comparison of 2015 and 2030 Forecast Travel Demand Volumes ............ 43
Table 2-15 – Recommended Projects from VVMTS ....................................................... 44
Table 2-16 – Road Segments with Sidewalks ................................................................... 52
Table 4-1 – Recommended Future Roadway Projects ...................................................... 66
Table 4-2 – Recommended Bicycle Projects .................................................................... 87
Table 4-3 – Recommended Pedestrian and Trail Projects ................................................ 94
Table 4-4 – Recommended Transit Projects ................................................................... 102
Table 5-1 – Short Term (0-5 Years) Projects .................................................................. 109
Table 5-2 – Mid Term (6-10 Years) Projects .................................................................. 112
Table 5-3 – Long Term (11-20 Years) Projects .............................................................. 116
Table 5-1 – Studies ......................................................................................................... 117
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 1 Final Report
February 2011
EXECUTIVE SUMMARY
The Arizona Department of Transportation assisted the Town of Clarkdale to develop the
Clarkdale Transportation Study through the Planning Assistance for Rural Areas (PARA)
program. The PARA program assists counties, cities, towns, and tribal communities to address a
broad range of multimodal transportation planning issues including roadway and non-motorized
modes of travel. Objectives of the Clarkdale Transportation Study were:
• Identify transportation system improvements that are needed to better integrate existing and
planned developments into the local transportation system.
• Identify transportation system improvements that are needed to provide excellent service to
activity centers.
• Identify multimodal transportation system improvements that are needed to serve all users.
• Develop a Plan that addresses both roadway and multimodal needs.
• Develop and incorporate into the plan tools to assist the Town in planning for future growth.
• Coordinate the study with other related local and regional planning efforts and agencies.
Identification of Needs and Deficiencies
Existing multimodal needs and deficiencies, or those projected as a result of future growth and
development, were identified through the analysis of existing transportation conditions,
stakeholder input, and review of existing plans and studies. The needs and deficiencies were
presented to the public at an open house on August 26, 2010. The public was provided the
opportunity to comment on each identified need and deficiency.
Short Term Projects
Short term projects are those identified for implementation within the next five years. These
projects are either already in the Town’s Capital Improvement Program (CIP), or are lower cost
and may reasonably be funded. Projects to address short term needs and deficiencies are
summarized in Table ES-1.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 2 Final Report
February 2011
Table ES-1 – Short Term (0-5 Years) Projects
Street or
Location Segment Description
Project
Length
(miles)
Total Cost1
Roundabouts Various
Public information
campaign on safe
driving in roundabouts
N/A $10,000
Main Street /
North Broadway
Road
Intersection Construct roundabout
(currently programmed) N/A $1,200,000*
Clarkdale
Parkway
from SR 89A to 11th Street,
then north on 11th Street to
Main Street
Construct bike lanes
(portion from SR 89A to
11th Street is currently
programmed)
0.70 $450,000*
Tuzigoot
National
Monument
Road
Broadway Road to Tuzigoot
National Monument
Develop multimodal
improvement plan to
improve bicycle and
pedestrian access to
Tuzigoot National
Monument.
N/A $100,000
SR 89A
Cement Plant Road to Black
Hills Drive in Cottonwood
Construct 6-foot
sidewalks on the both
sides (currently
programmed)
2.17 $1,300,000*
Clarkdale
Parkway (11th
Street)
SR 89A to First South Street
Construct 6 foot
sidewalks along the
south side of Clarkdale
Parkway from SR 89A
to First South Street,
and 4 foot wide bike
lanes (programmed
project)
0.60 $450,000*
1An asterisk by the total cost indicates that funding has been approved.
Mid-Term Projects
Mid-term projects are summarized in Table 5-2. Mid-term projects are those that may be
implemented within the next ten years, but are not within the current Five-year Capital
Improvement Program.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 3 Final Report
February 2011
Table ES-2 – Mid Term (6-10 Years) Projects
Street or
Location Segment Description
Project
Length
(miles)
Total Cost1
Mescal Spur
Road Minerich Road to Rhinos Place Construct new 2-lane
road 0.32 $615,000
Mescal Spur
Road
Old Jerome Highway to SR
89A
Construct new 2-lane
road 0.20 $385,000
Lincoln Drive
East terminus to Palisade
Drive/Verde Street intersection
Construct new 2-lane
road 0.31 $600,000
Minerich Road Abbey Road North to Haskell
Springs Road/Black Hills Drive
Construct new 2-lane
road 0.37 $710,000
Minerich Road Old Jerome Highway to Abby
Road North
Reconstruct 2-lane
road 0.62 miles $1,190,000
Centerville
Road
SR 89A to existing west
terminus
Construct new 2-lane
road 0.23 $445,000
Centerville
Road
0.1 mile south of Randall Road
to South Broadway Road
Construct new 2-lane
road 0.17 miles $325,000
Calle Carillo Southern terminus to Mingus
Shadows Drive
Construct new 2-lane
road 0.05 $95,000
Bitter Creek
Bridge North Broadway Road
Provide improved
traffic control, lighting,
and ADA
improvements
N/A $250,000
Private
Industrial Road
Location to be determined
(between Clarkdale Metals and
Cement Plant Road)
Construct new 2-lane
roadway (by others)
To be
determined
To be
determined
South
Broadway Road
Main Street to Clarkdale Town
limits Construct bike lanes 1.62 $485,000
Centerville
Road
SR 89A to South Broadway
(portion near South Broadway
is already out to bid)
Construct bike lanes
as part of road
construction
0.95 $288,000
Main Street Cement Plant Road to
Broadway Construct bike lanes 1 $300,000
Black Hills Drive
Haskell Springs Drive to
connect to existing sidewalks
located east of Sky Drive.
Construct sidewalks 0.46 $144,000
Broadway Road 2nd North Street to Patio Park
area
Construct sidewalks
and lighting 0.62 $ 425,000
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 4 Final Report
February 2011
Table ES-2 – Mid Term (6-10 Years) Projects (continued)
Street or
Location Segment Description
Project
Length
(miles)
Total
Cost
Benatz Trail 3rd North Street to Broadway
Road
Reconstruct the
bridge and Benatz
Trail
0.85 $420,000
Unsheltered bus
stops in
Clarkdale
• Main St and 13th St
• Main St and Bonnaha Ave
• Avenida Centerville and
SR 89A
• Lisa St and SR 89A
• Broadway Rd / Hollow
Reed Lane
• Black Hills Dr / Windy St
Construct bus stop
shelters N/A $120,000
Long Term Projects
Long-term projects are those that are recommended for implementation in the period
from eleven years to beyond twenty years. Most of these require further study before
implementation costs can be determined. These projects were determined to be beneficial
to the Town and region as growth occurs, or will support other planned development.
None of these projects currently have approved funding. Long-term projects are
summarized in Table ES-3.
Table ES-3 – Long Term (11-20 Years) Projects
Street or Location Segment Description Justification
Access road from
Haskell Springs Road /
Black Hills Drive to
Mesquite Hills Drive
To be determined (to
serve future
Cottonwood West
Loop)
Design Concept
Study for new two-lane
roadway
Provide more connectivity
between Clarkdale and
Cottonwood
Connection road
between new Industrial
Road and 11th Street
To be determined Construct new two-lane
roadway
This connection could provide
additional access between
planned development , and
industrial development and
the Town
89A Alternative
Connection Study To Be Determined
Construction of an
alternative route to
89A
Provide travel alternatives to
89A
Studies
Additional studies that are needed to address transportation needs in the Town are
summarized in Table 5-1. The phasing for these studies is variable, and depends on
funding availability.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 5 Final Report
February 2011
Table ES-4 – Studies
Study Description Segment Description Study Cost Justification
Clarkdale
Sustainability Park
Alignment Study /
Design Concept
Report
Access Road
(location to be
determined )
Alignment Study
/ Design Concept
$100,000
Provide access to
Sustainability Park Site
Design Concept
Study for new road
from Haskell Springs
Road / Black Hills
Drive to Mesquite
Hills Drive
To be
determined (to
serve future
Cottonwood
West Loop)
Design Concept
Study for new
two-lane
roadway
$500,000
Provide more
connectivity between
Clarkdale and
Cottonwood
89A Alternative
Connection Study
To be
determined
89A Alternative
Connection
Study
$200,000 To provide travel
alternatives to 89A
ADA Intersection
compliance study
To be
determined
ADA compliance
study $15,000 Improve accessibility for
pedestrians
Sustainable revenue
generation evaluation
study for Cottonwood
Area Transit
N/A
Sustainable
revenue
generation
evaluation study
for Cottonwood
Area Transit
$50,000 Recent funding cuts to
transit service
CAT Route extension
study
Clarkdale
neighborhoods
Route extension
study $50,000 Potentially Increase
transit ridership
Shuttle Service
Feasibility Study
Shuttle service
from Clarkdale to
Jerome
Feasibility study $50,000 Provide multimodal
commuter options
Planning Tools
A number of planning tools were developed to address specific needs of the Town. These
are:
• Standards for Acceptance of Private Streets
• Traffic Impact Analysis Guidelines
These tools were published under separate cover from the Final Report.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 6 Final Report
February 2011
1 INTRODUCTION
The Town of Clarkdale, Arizona, is located at the upper end of the Verde Valley in north-central
Arizona. Clarkdale (Town) was established in 1912 as a mining community. This “first master
planned community in Arizona” was laid out in a compact street grid within walking distance of
the Verde River and the copper smelter that was the community’s chief employer. Industrial sites
were adjacent to the areas available for other land uses.
Clarkdale Parkway, Main Street, and South Broadway in downtown Clarkdale were all part of the
original State Highway 89A that passes through the Town. These routes, now also known as Old
Highway 89A, are designated as an Arizona Scenic Historic Byway. Historically, Old Highway
89A served as the backbone of Clarkdale residential and commercial districts.
In 1966, Old Highway 89A was bypassed by the current State Route (SR) 89A, along which new
housing and commercial areas developed. However, adequate connectivity between the newer
parts of Town and the original Old Highway 89A corridor were never established.
Today SR 89A carries over 12,000 vehicles per day. While the historic highway (Clarkdale
Parkway, Main Street, and South Broadway) carries significantly less traffic than SR 89A,
portions of it are the primary access to downtown Clarkdale and some residential areas of Town.
Recently, Clarkdale grew substantially. Several housing developments were begun in the Town,
and when complete will add significant traffic to the Town’s streets and roads. The Town is
projected to continue to experience steady growth in the future.
Mixing transportation uses on the existing roads with their existing traffic is a concern in
Clarkdale. The Town’s industrial areas — expanding, new, and proposed — are located in north
Clarkdale. The Town’s other uses are between the industrial areas and the rest of the Verde
Valley. With the industrial areas north of the Town, truck traffic and commuters are required to
pass through residential and commercial areas of Town to reach Cottonwood and other
communities to the west, adding to the mix of traffic on SR 89A and existing roads in Clarkdale.
In addition, growth in the Verde Valley and Clarkdale is tied to growth in greater Yavapai
County. The growing traffic from the Black Hills to Prescott has become a major concern, where
daily commuting traffic has to compete with the tourist traffic to Jerome.
1.1 Study Objectives
The purpose of the Clarkdale Transportation Study is to conduct an analysis of multimodal
transportation needs within the Town, and to develop a transportation master plan (Plan) to meet
the identified needs. The Plan will include recommended multimodal transportation
improvements for five-, ten-, and twenty-year planning horizons (2015, 2020, and 2030
respectively). The Plan will be developed consistent with the objectives listed in Table 1-1.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 7 Final Report
February 2011
Table 1-1 – Study Objectives and Key Activities
Study Objective Key Activities to Achieve Study Objective
Identify transportation system
improvements that are needed to
better integrate existing and
planned developments into the
local transportation system.
Conduct an analysis of infrastructure needs and the potential impacts
of in-progress developments:
• (1) Mountain Gate (approx. 1/3 built); and
• (2) Highlands (construction underway).
Identify transportation system
improvements that are needed to
provide excellent service to activity
centers.
Development in and adjacent to the Town:
• (1) Clarkdale Metals
• (2) Salt River Materials Group Cement Plant, and
• (3) Clarkdale Sustainability Park
• (4) Yavapai College Verde Valley Campus
• (5) Consider needed improvements to the Industrial Road
(unbuilt).
• (6) Consider future industrial traffic flow to SR 89A from Industrial
Road (to be funded by Clarkdale Metals) and Cement Plant
Road.
• (7) Consider and document as appropriate the need for long-term
future regional connections to SR 89 on the west or a loop
to SR 89A on the east.
Identify multimodal transportation
system improvements that are
needed to serve all users.
• Work with Clarkdale Transit Committee to plan for continued
Cottonwood Area Transit services to the Town that emphasize
coordination with other transportation modes.
• Identify pedestrian and bicycle needs.
Develop a Plan that addresses both
roadway and multimodal needs.
• Recommend specific improvement projects and implementation
strategies that address identified needs and deficiencies for
planning horizons.
• Prioritize the projects based on need and financial
considerations.
Develop and incorporate into the
Plan tools to assist the Town in
planning for future growth.
• Traffic impact analysis guidelines and criteria to identify
requirements for developer improvements to accommodate
anticipated increase in traffic and roadway infrastructure needs.
• Basis for resolving issues regarding private streets; recommend
standards for acceptance of previously private streets into the
Town system. Suggestions on ways to bring streets that are
below standard into the system because they are of significant
importance, e.g. Bent River Road
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 8 Final Report
February 2011
Table 1-1 – Study Objectives and Key Activities (continued)
Study Objective Key Activities to Achieve Study Objective
Coordinate the study with other
related local and regional planning
efforts and agencies, such as:
• Agencies that are represented on the Study’s Technical Advisory
Committee (TAC).
• The on-going Town of Clarkdale General Plan update. The Plan
may serve as the Circulation Element of the Town’s General
Plan Update (in progress).
• The Town’s Strategic Planning Goals, including any
transportation-related goals from the upcoming February 2010
annual Strategic Planning session
• The Verde Valley Transportation Planning Organization and
implementation of the recently-adopted Verde Valley Multimodal
Transportation Study (VVMTS).
• Environmental, land management, and natural resource
agencies, including National Park Service, Arizona State Parks,
ADOT Environmental Planning, U.S. Forest Service, and Arizona
Game and Fish. The Arizona State Land Department and the
Bureau of Land Management (BLM) were invited to participate
as agencies with landholdings in the larger region.
1.2 Study Area
The study area for the Clarkdale Transportation Study consists of the incorporated boundaries of
the Town of Clarkdale. The study area is depicted in Figure 1 on the next page.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 9 Final Report
February 2011
Figure 1 – Study Area
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 10 Final Report
February 2011
2 CURRENT AND FUTURE TRANSPORTATION
CONDITIONS
This chapter presents data on current and future transportation conditions to support identification
of needs and deficiencies. This task efficiently expands upon data and findings of the Verde
Valley Multimodal Transportation Study (VVMTS), which was completed in 2009.
2.1 Summary of Completed Plans and Studies in the Clarkdale
Area
Several plans and studies that addressed transportation in Clarkdale were completed between
1999 and 2010. The documents are listed in Table 2-1. These plans and studies will be referred to
as necessary throughout development of the Clarkdale Transportation Study.
Table 2-1 – Regional, Local, and ADOT Plans and Programs Completed 1999 - 2010
Title and Date Summary
Regional and Local General, Comprehensive, and Transportation Studies and Plans
Clarkdale General Plan 2002 The circulation element provides for an efficient, orderly system of
streets and the full range of intermodal transportation
opportunities including pedestrian, bicycle, and transit. A General
Plan update is in progress in 2010. The Clarkdale Transportation
Study will be incorporated as the circulation element of the
update.
Clarkdale Sustainability
Park, A Comprehensive
Economic Development
Strategy for Clarkdale
White Paper
2010 The White Paper describes the concept for the Clarkdale
Sustainability Park. The Park is planned to include multiple
renewable energy producers, research associated with the energy
and water facilities, and educational facilities. Three sites are
being considered:
1) The industrial area in town that runs from near the Salt River
Materials Group cement plant east to the slag reclamation facility
owned by Clarkdale Metals.
2) Lands to the west of town, and south of the cement plant. Most
of this area is owned by Verde Exploration, Ltd.
3) The land owned by Freeport-McMoRan Copper & Gold, which
acquired the land when it bought the Phelps Dodge Corporation in
2007.
Yavapai County General
Plan
2003 Plan outlines the overall principles guiding Transportation, Land
Use, Open Space, and Water Resources planning for Yavapai
County. Its chief transportation goals are:
• Design roadways to complement Yavapai County vision;
• Provide for public transportation systems; and
• Implement county-wide and community systems for both
pedestrians and bicyclists
State Route 260 Future
Corridor Feasibility Study
2003 The purpose was to identify potential highway corridors to improve
the connection between SR 89A in Clarkdale and I-17 at Camp
Verde.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 11 Final Report
February 2011
Table 2 - Regional, Local, and ADOT Plans and Programs Completed 1999 – 2010
(continued)
Title and Date Summary
State Route 89A Corridor
Management Plan
2005-
2006
The plan addressed three scenic and historic roads, one of which
is the Jerome, Clarkdale, and Cottonwood Historic Road
(JCCHR). The plan included strategies to protect, preserve and
promote the corridor’s scenic, natural, recreational, historic,
cultural, and archaeological resources. Some objectives were to
form an ongoing consortium and to increase marketing, way
finding resources, and to build more scenic pullouts.
Verde Valley Regional
Land Use Plan
2006 Plan revisits ADOT and County plans to improve vehicular access
and the promotion of a comprehensive trail/pathway system
throughout Verde Valley.
SR 89A Construction from
Clarkdale to Cottonwood,
ADOT
2008-
2009
Project on SR 89A from Cement Plant Road to Black Hills Drive.
Included the installation of five roundabouts, new box culvert
extensions, and new pavement. The finished roadway has two
lanes in each direction with a center median.
NACOG Transportation
Improvement Plan, 2010-
2014
2009 Clarkdale projects listed in the TIP include:
• Main Street at Broadway Intersection Reconstruction – FY
2010, $1,200,000
SR 89A Pedestrian
Sidewalk Project
2009 Sidewalks both sides, Cement Plant to Black Hills Road,
$1,300,000
Clarkdale Parkway
Pedestrian/Bicycle
Pathway Enhancement
Project (Local category)
2009 On Clarkdale Parkway from First South Street to SR 89A,
pedestrian and bicycle connectivity and safety project.
Construction to begin by 2012, 0.5 miles of 6 foot wide walkway
separated from roadway (south side only) and additional paving of
roadway to accommodate bicycle lanes (north and south sides).
Grant awarded by State Transportation Board in November 2009.
VVMTS, Yavapai County 2009 The VVMTS was a major update of the 1999 Verde Valley
Transportation Study, including highway, transit, and other modes.
The study area included the jurisdictions of Jerome, Cottonwood,
Clarkdale, Sedona, Camp Verde, the Yavapai-Apache Nation, and
surrounding portions of Yavapai County. The long-range plan
included network modeling through 2030 for roads of regional
significance including I-17, state highways, and roads on the
County Regional Road System.
2010 Statewide
Transportation Planning
Framework Study
2010 The Framework Study recommended an alternative route west
from Clarkdale.
2.2 Summary of Stakeholder Interviews
Stakeholder interviews were held to give stakeholders an opportunity to provide input to the Plan,
and to indicate whether they confirm the study objectives and activities as presented in
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 12 Final Report
February 2011
Table 1-1 and at the first TAC meeting. The stakeholders were also asked to describe additional
transportation issues in the Town. A summary of stakeholder interviews that were conducted in
conjunction with TAC 1 appears in Table 2-2, and a more complete record of the interviews
appears in Appendix A. Stakeholder interviews were completed with representatives of U.S.
Forest Service, Cottonwood Area Transit, Clarkdale Fire District, Arizona State Parks, Town of
Clarkdale Community Development, and Town of Clarkdale Public Works.
Clarkdale-Jerome Elementary School District, Yavapai County, NACOG, Town of Clarkdale
Police Department, Arizona Game and Fish, State Lands and BLM were also invited to
participate. Stakeholder interviews with these agencies and others that may be identified may be
completed during subsequent study phases.
Table 2-2 – Comments Received from Stakeholder Interviews
Comment
Category
Comment Summary
Land Use and
Transportation
Transportation planning and land use planning should be linked for efficiency
and effectiveness in meeting transportation demand.
The Plan should identify how to transport people and materials into and out of
Clarkdale Sustainability Park (a planned development described on Page 18).
The Clarkdale Metals property’s access is constrained; alternatives should
consider access with and without the proposed Industrial Road. Future plans
include a partnership in which Industrial Road would be built by Clarkdale
Metals on Salt River Materials Group (SRMG) land.
Major prospective rezonings are: the SR 89A corridor toward Jerome to be
rezoned from residential to commercial, and the area southwest of Old SR 89A
that has had water and sewer improvements rezoned from single-family
residential (R-1) to commercial.
The Town is making its building codes “greener” (more environmentally
sustainable). Transportation facilities such as maintenance sites and depots
could be “greened” as a part of the same effort. It would be most beneficial to
coordinate development of the building code with efforts to link land use and
transportation.
Access
Management
Old SR 89A would benefit from access management. The Town intends that
the corridor be the subject of a form-based zoning code.
Funding for
Transportation
Facilities and
Programs
The Plan should support future funding applications. Two key components
would be transportation goals and clear descriptions of how facilities and
programs would fulfill needs.
Transit funding is uncertain.
Identified Vehicular
Facility Needs and
Issues
Tuzigoot Bridge, which accommodates about 200 automobiles per day across
the Verde River, is to be maintained for walking and biking at low speeds. If the
Sustainability Park were to be located on the Freeport McMoRan Land, an
additional Verde River bridge would be required for vehicular traffic.
The high volume of cement trucks on SR 89A is considered to be an ongoing
issue by many people, who cite traffic flow and safety problems.
There is a pre-plan for a park-and-ride on the north end of the site for the new
fire station (described in the safety section, below). One function of the park-and-
ride might be as a shuttle stop for a tourist bus to Jerome.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 13 Final Report
February 2011
Table 2-2 – Comments Received from Stakeholder Interviews (continued)
Comment
Category
Comment Summary
Safety of People
and Property
There are some unsafe conditions for children arriving at and leaving school,
whether the children are riding or walking.
Improved access for fire vehicles would result from appropriate location and
design of roadways. Improved access would then improve response times.
Within six years the fire station will be moved to the southwest corner of SR
89A where the route itself turns south.
The planning documents should include all available safety/crash records for
the roadway network. In particular, perceptions of safety problems between
Clarkdale and Jerome may not fit the reality.
Relationship to the
Natural
Environment
There are various impacts on Tuzigoot National Monument from the volume of
visitation (48,000 to 60,000 vehicles yearly).
Transportation facilities could be related to impacts on the Verde River
including runoff and invasive species.
On National Forest lands, three plan-related issues are: retaining the wild
character of forest lands, especially where adjacent to development; trail safety;
and visual attractiveness.
Pedestrian and
Bicycle Issues
The trails plan proposes a trail system with two types of connectivity: trails well
connected to one another, and those having intermodal connections. The trails
plan should be implemented.
Bicycle planning has considered both on-road and off-road facilities (Verde
Valley Open Space Plan).
Sidewalks should be constructed on the new portions of SR 89A, planned via a
partnership between the Town and the City of Cottonwood.
Transit Issues Cottonwood Area Transit (CAT) and the Town could work together to make Lisa
Street and Centerville Road appropriate for buses, with regard to road
geometry, signage, sight distances, etc. The main disadvantage of putting
buses on neighborhood streets is the noise of diesel buses.
Transit ridership is likely to remain high throughout the challenging economic
times. As the economy recovers, some communities’ past experiences would
indicate that many of those riders could be retained.
Railroad The Arizona Central Railroad from Clarkdale has freight operations on the
Clarkdale Arizona Central Railroad to Drake and excursion operations on the
Verde Canyon Railroad to Perkinsville. Previous study findings regarding
capacity improvements to accommodate more freight into and out of the Salt
River Materials Group (SRMG) cement plant may be made available to this
transportation study.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 14 Final Report
February 2011
2.3 Land Use
In 1911-1912, William A. Clark developed the railroad and the new Clarkdale town site to
provide both transportation and a community for workers of the United Verde Copper Company.
Broadway (now Old SR 89A) was the main roadway connecting to the town site. Other factors in
planning the town site were the placement of the smelter, the mine buildings, and worker housing,
on mostly hilly terrain with the Verde River to the east. When the Town incorporated in 1957, the
original incorporated area was the old Clarkdale town site at the northern end of the present-day
Town. As Clarkdale has grown, the roadway network has continued to be shaped and constrained
by the rugged terrain and the Verde River.
The terrain and drainage patterns have resulted in development of neighborhoods that each
connect either to Old SR 89A or modern SR 89A. Those two major highways are parallel and
only about a mile apart, yet the newer neighborhoods adjacent to the roads were divided by hills
and washes. In the past few years, the Town has given high priority to additional roads and trails
to connect neighborhoods.
2.3.1 Current Land Use
This general description of current land use indicates the major land use patterns as they currently
relate to the transportation system. Figure 2, Zoning Map (2007), illustrates this discussion of
current land use. Note that a zoning map distinguishes areas where various land uses are allowed,
including areas already developed and areas currently vacant. In addition, when rezoning occurs,
previous land uses may continue as nonconforming uses. This description provides information
that updates the map and includes comments on some particularly densely developed areas as
well as vacant areas.
2.3.1.1 Commercial
The bulk of the commercially zoned land is located in an inverted “U” shaped area, of which the
spine is formed by SR 89A, Clarkdale Parkway, Main Street, and Old SR 89A. Some commercial
land is also along SR 89A as it continues to Jerome. The Town is preparing to rezone lands inside
historic downtown Clarkdale to a recently-adopted Town Center Commercial category.
Southwest of Old SR 89A and Centerville Road the Town is planning to rezone lands to
commercial. Those lands are adjacent to Old SR 89A and they recently received water and sewer
line extensions.
2.3.1.2 Industrial
Industrial land use is largely in one contiguous area north of the historic downtown. Industrial
land immediately to the north outside Town limits also puts traffic on roadways in the Town. The
following is a discussion of the major industrial land users and their impacts on the current
transportation system.
Salt River Materials Group (SRMG) Cement Plant. The SRMG Cement Plant is an enterprise
of the Salt River Pima-Maricopa Indian Community on Cement Plant Road northwest of Town. It
is an important employer of Town residents and it is a principal user of both SR 89A and the
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 15 Final Report
February 2011
Arizona Central Railroad. The cement truck traffic was one important influence on the design of
the recent upgrade of SR 89A.
Clarkdale Metals Corporation. Clarkdale Metals Corporation, a project of Searchlight Minerals
Corporation, has 194 acres, zoned industrial, inside the Town, with 400 more acres to the north to
be annexed as described in Section 2.3.3. Clarkdale Metals is currently accessed from North
Broadway, Luke Lane, and Industrial Road. Recently, SRMG and Clarkdale Metals have begun
active discussion, including possible timing, concerning the construction of Industrial Road, to be
financed by Clarkdale Metals over some SRMG land. The proposed collector roadway would
serve the industrial traffic and would end at Cement Plant Road, from which there would be
direct access to SR 89A.
Arizona Central Railroad. The Arizona Central Railroad, which shares ownership and
infrastructure with the Verde Canyon excursion train, is a neighbor of Clarkdale Metals in the
same large Industrial zoning district.
Currently the primary customer on the line is Phoenix Cement. Three trips per week are made on
GP-7 locomotives. Inbound cars are loaded with coal and outbound cars are loaded with cement.
There has been discussion of upgrading the track to carry more commercial cargo and providing a
transfer to rail in the Phoenix area, but there are no specific plans for this.
A wikipedia entry for Arizona Central Railroad includes the following:
The Arizona Central Railroad (AZCR) is an Arizona short line railroad that operates from
a connection with the BNSF Railway at Drake. The AZCR runs 37.8 miles (60.8 km)
from Drake to Clarkdale, Arizona. An excursion train also runs on the line through Verde
Canyon and is operated by the same owners under the Verde Canyon Railroad. The
AZCR is owned by The Western Group.
The AZCR handles 1,500 cars per year (1996 figure) of inbound coal to the Phoenix
Cement Company and shipping outbound cement and copper.
The Verde Canyon Railroad carries 100,000 passengers per year (2005 figure).
On April 14, 1989, the Santa Fe Railway sold the Clarkdale branch to the Durbano family
(the Western Group). The new railroads were named the Arizona Central Railroad for
freight and the Verde Canyon Railroad for passenger service. Passenger service resumed
in November 1990. In March 2005 the Verde Canyon Railroad celebrated its one-millionth
passenger. The Verde Canyon Railroad has a depot and the John Bell Railroad
Museum located in Clarkdale.
CTI, Inc. is a large bulk hauler trucking company, with the Cement Plant as a key customer. CTI
has a truck terminal in Clarkdale in the same large Industrial zoning district. CTI’s facilities in
Clarkdale also include extra terminal services such as storage silos and portable dry storage.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 16 Final Report
February 2011
Figure 2 – Town of Clarkdale Zoning
Source: Town of Clarkdale Zoning Map (2007)
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 17 Final Report
February 2011
2.3.1.3 Residential
Eight residential zoning categories comprise the remainder of the Town’s land. There are four
single-family housing districts at various densities, two multiple family housing districts, and two
manufactured home districts. Each of the eight residential district types currently have some
development, while overall about half the residential land remains undeveloped. RS3 (Suburban)
zoning is assigned to the large United States Forest Service (USFS) Prescott National Forest tract
(1,854 acres) that is within the Town. Federal ownership/jurisdiction by USFS supersedes local
regulations, so there will be no housing on that tract for the foreseeable future.
2.3.2 In-Progress Developments
There are currently two developments being constructed in Clarkdale: Mountain Gate and the
Highlands.
Mountain Gate has been planned to be a large residential subdivision comprised of 606 units, of
which 488 units were detached houses and 118 units were townhouses. The development is
located at the northeast quadrant of the intersection of SR 89A and 11th Street. About one-third of
its current 606 homes were built by the end of 2007. In early 2008 the developer halted
construction because of financial difficulties and construction has not resumed. The Town (using
bond financing associated with the development), has taken over the completion of Centerville
Road. The developer originally agreed to the construction of this major collector between SR 89A
and Old SR 89A.
The Highlands is a 240-lot residential development that was approved in March 2006. It is
located both east and west of Old Jerome Highway, between Mescal Spur Road and south of
Scenic Drive. There is an associated 11-acre neighborhood commercial center at Scenic Drive
and Old Jerome Road. To date, approximately 40 lots have been sold. Some infrastructure has
been completed such as some paved roadways, grading to prepare other infrastructure, and
drainage ways. During the economic downturn it has not been feasible to continue
implementation of a new wastewater treatment plant that would have been a partnership between
the Town and the developer. The lack of a wastewater solution has prevented any home
construction to this point.
2.3.3 Future Land Use
The Town of Clarkdale is currently in the process of updating its General Plan. The updated Plan
will include a new Land Use Plan Map that will depict those changes that occurred between 2002
and 2010. The Map will also show intended changes in land use that may occur between 2010
and 2020. Town officials have shared information regarding potential future developments that
will be considered when creating the future Land Use Plan Map. The major future land
developments being considered by the Town are:
• Clarkdale Metals and SRMG (SRMG, which is outside the Town, would not show on the
Land Use Plan Map, but its influence would be described in the General Plan update);
• Post-reclamation use of much Clarkdale Metals Corporation land (although the
development itself would be post-2020);
• Verde Valley Ranch Development;
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 18 Final Report
February 2011
• Clarkdale Sustainability Park.
Clarkdale Metals and SRMG
The project is described in a press release dated April 19, 2010 as “a reclamation project to
recover precious and base metals from the reprocessing of slag produced from the smelting of
copper ore mined at the United Verde Copper Mine in Jerome, Arizona.” The same press release
announced that “the Company has begun the transition from a research and development focus to
an operational status” at the site. There are 400 acres of land owned by Clarkdale Metals, which
currently operates outside of Clarkdale Town limits to the north, with access off of Luke Lane.
The Town intends to annex the 400-acre property in the near future. The surrounding area is
already an established industrial zone within the Town. The Town estimates that Clarkdale
Metals will reach its operating peak by the year 2015, and will employ approximately 100
additional workers.
Currently, the only road that can support truck traffic in the industrial area is SR 89A. Therefore,
the expanded Clarkdale Metals and SRMG will be competing for the SR 89A corridor with the
trucks from SRMG and Cottonwood’s growing traffic congestion, which impacts Clarkdale’s
transportation system. As mentioned in the discussion of Clarkdale Metals Corporation, the
construction of Industrial Road is planned. The proposed collector roadway would serve the
industrial traffic and would end at Cement Plant Road, from which there would be direct access
to SR 89A. Connections are desirable from the planned industrial road to the 11th Street
commercial area along Bitter Creek and the Clarkdale Parkway in order to provide additional
access.
Post-reclamation use of Clarkdale Metals Corporation Land
At least 600 homes will eventually be built to the north. The homes would be a mix of single-family
and multi-family homes. There is planned 250 acres of commercial and industrial land
between the mountain development and the existing town. It should also be noted that the mixed-use,
more northerly development on the northern part of the Clarkdale Metals land could occur at
the same time as the metals reclamation on the southern part of the land.
The Town anticipates additional traffic from the post-reclamation Clarkdale Metals land
development. This may include a possible extension of 11th Street as far as one mile to the north
of Main Street, including an intersection with the prospective Industrial Road, as mentioned
above.
Verde Valley Ranch Development
The designation of “VVRD” on almost 1,000 acres in northeast Clarkdale is the proposed Verde
Valley Ranch Development, originally a mixed-use development agreement between Yavapai
County and the former property owner. The Town assumed that agreement when the tract was
annexed in 1991, and currently the tract is zoned PAD. Under the agreement, the current owner,
Freeport McMoRan, could place 900 homes and 52 acres of commercial properties on the VVRD
tract. There has also been much discussion about the potential for the tract to be the home of the
Clarkdale Sustainability Park, which is described below, instead of the mixed-use development.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 19 Final Report
February 2011
Clarkdale Sustainability Park
In terms of importance to travel demand and effects upon the transportation network, the Park
would be a major employer and would receive materials and send products on the transportation
network.
Clarkdale Sustainability Park is envisioned as a traditional master-planned industrial and
commercial park; however, its facilities would be occupied by private and public interdependent
enterprises dedicated to economic, social, and environmental sustainability. The Park could
provide more than enough energy for the Town of Clarkdale, and will introduce new means of
disposing waste. The facilities at the Park are expected to feature waste-to-energy recycling,
biodiesel facility, solar energy array, potable reuse facility, an interpretive center, and nature
trails. The Park could also serve as an educational opportunity for other governments interested in
sustainability for their citizens.
Three locations are being considered to house part or all of the Sustainability Park (according to
the Clarkdale Sustainability Park White Paper, dated March 16, 2010), including:
1. The industrial area in town that runs from near the Salt River Materials Group cement
plant east to the slag reclamation facility owned by Clarkdale Metals;
2. Lands to the west of Town, and south of the cement plant (most of this area is owned by
Verde Exploration, LTD); and
3. The land owned by Freeport-McMoRan Copper and Gold, which acquired the land when
it bought Phelps-Dodge Corporation in 2007. Above, this land is referred to as the Verde
Valley Ranch Development (VVRD) tract.
The location of the Park will have to take into consideration additional truck and commercial
traffic, which could impact Clarkdale’s circulation plan.
The Town’s Land Use Plan Map, depicting future land use in the 2002 General Plan, is shown as
Figure 3. The future developments described above may be represented on the updated land use
map in the General Plan update.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 20 Final Report
February 2011
Figure 3 – Land Use Plan (2002)
Source: Town of Clarkdale General Plan, 2002
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 21 Final Report
February 2011
2.3.4 Demographics and Socioeconomics
This section discusses current and future socioeconomic data that were used to develop a
transportation model for the Clarkdale area. The 2008 Verde Valley Travel Demand Model was
developed for the VVMTS. In the development of the transportation model for the entire Verde
Valley area, the region was divided into traffic analysis zones (TAZs), which are the building
blocks of a geographic framework used to relate the beginning and ending points of trips to the
roadway network. Each TAZ is devised by considering how trips flow from local roadways onto
the major regional roadway network. General guidelines for the development of TAZs were:
• A TAZ should be an appropriate size, taking into account the different densities of
development in the region;
• In densely developed areas, a small TAZ may account for a large number of trips;
• A TAZ should be an appropriate shape. One or more roadways that connect to the major
regional roadway network should be within the TAZ;
• The outer edges of the TAZ are often barriers to travel, such as a steep slope or a stream
not crossed by a bridge.
The Clarkdale area comprises ten TAZs, as shown in Figure 4. These are numbered as TAZs
162-171.
2.3.5 Housing and Employment Density
The following is a general description of housing and employment density in the Clarkdale area.
There are 300 to 600 housing units per square mile in the following areas:
• Historic Clarkdale;
• Within the “U” shaped area (defined by SR 89A, Clarkdale Parkway, Main Street, and
Old SR 89A) inside SR 89A and Old SR 89A;
• Older neighborhoods southwest of SR 89A, zoned R1 or more intensely.
Some existing neighborhoods south of the Highlands have 1,000 or more housing units per square
mile.
The rest of the Town currently has less intense development. The large R1-L area in central west
Clarkdale is required to have lot sizes of at least one acre, and currently there is scattered
development in the area.
The establishments with the largest number of jobs in or adjacent to Clarkdale are the Salt River
Materials Group cement plant adjacent to the northwest Town and the Yavapai College Verde
Campus, which is the community college on Black Hills Drive. Most of the other relatively large
employers are also in the areas outside the “U,” including, Verde Canyon Railroad / Arizona
Central Railroad, Mold In Graphics, CTI Trucking, Clarkdale-Jerome Elementary School District,
most of the Town of Clarkdale facilities, and Bent River Machine. Within the “U” there is very
little employment.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 22 Final Report
February 2011
Figure 4 – TAZ Structure in Clarkdale Area
Source: Verde Valley Travel Demand Model, Verde Valley Multimodal Transportation Study
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 23 Final Report
February 2011
2.3.6 Current demographics and socioeconomics
2.3.6.1 Existing Population and Housing Units
The population of Clarkdale in 2009 was approximately 4,020 persons, according to July 1, 2009
population estimates from the Arizona Department of Commerce, Population Statistics Unit.
Population growth trends are shown in Table 2-3. Historically, growth has occurred at a 3.18%
percent compound annual growth rate between 1990 and 2009.
Table 2-3 – Population Growth in Clarkdale
*Source: Arizona Department of Commerce, Population Statistics Unit
In the VVMTS, transportation modeling was done for a 2007 base year, which is still applicable
for the purposes of this Transportation Study. The 2007 population projection for Clarkdale was
3,783 persons. Housing data for 2007 was compiled using Census 2000 as a baseline inventory
and then updating the information to January 1, 2007, using data on the total number of housing
unit completions per year. New housing units completed in subdivisions were verified by using
aerial photographs. 2007 estimates for total housing units and occupied housing units are shown
in Table 2-4.
Table 2-4 – 2007 Housing Units by Traffic Analysis Zone
Source: Verde Valley Multimodal Transportation Study (2009), page 99.
NOTE: Traffic Analysis Zones are geographic subdivisions of the study area that are used in the database of the travel
forecasting model. Similar land uses, physical barriers, or major transportation corridors define the zone boundaries.
Area 1990 Census 2000 Census 2009 Estimate*
Compound
Annual Growth
Rate, 1990-2009
Clarkdale 2,216 3,422 4,020 3.18%
TAZ 2007 Total Housing Units 2007 Occupied Housing Units
162 0 0
163 80 74
164 67 62
165 546 508
166 394 366
167 175 163
168 234 218
169 215 200
170 99 92
171 21 19
Totals 1,831 1,702
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 24 Final Report
February 2011
2.3.6.2 Existing Employment
The 2007 employment data was developed based on data from InfoUSA, a commercial database,
with adjustments made by the project team. The InfoUSA information included the latitude and
longitude of the employer’s geographic location. GIS methods were used to assign each employer
to the correct TAZ. Supplemental information came from the Chamber of Commerce concerning
new employment establishments. In some cases those establishments were contacted directly.
Employment data for public service employees was developed from data in the report “Economy
of Clarkdale (January 2008)”, by the Arizona Department of Commerce. These data are
summarized in Table 2-5.
Table 2-5 – 2007 Number of Employees by Employment Sector
TAZ 1 Retail Service Office Public Indust-rial
Lodgin
g
School College Casino TOTAL
162 0 0 0 0 0 0 0 0 0 0
163 0 0 5 0 0 0 0 138 0 143
164 0 0 5 0 0 0 0 0 0 5
165 38 95 22 25 82 0 0 50 0 312
166 1 4 0 0 5 0 0 0 0 10
167 0 9 0 0 0 0 0 0 0 9
168 1 75 0 119 0 0 56 0 0 251
169 0 3 0 0 37 0 0 0 0 40
170 0 0 0 0 0 0 45 0 0 45
171 0 48 3 0 160 0 0 0 0 211
Total
s
40 234 35 144 284 0 101 188 0 1026
Source: Verde Valley Multimodal Transportation Study (2009), pages 114-115; InfoUSA; and Arizona Department of
Commerce, and Kimley-Horn
1Traffic Analysis Zones are geographic subdivisions of the study area that are used in the database of the travel
forecasting model. Similar land uses, physical barriers, or major transportation corridors define the zone boundaries.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 25 Final Report
February 2011
2.3.7 Future demographics and socioeconomics
2.3.7.1 Future Conditions for Population and Housing
Population and housing forecasts were prepared for 2015 and 2030. The projected future housing
unit distribution was tabulated for each TAZ in the Clarkdale area. A summary of the projected
housing units and the projected occupied housing units is shown in Table 2-6.
Table 2-6 – Projected 2015 and 2030 Housing Units and Occupied Housing Units
TAZ1 Housing Units Occupied Housing Units
2015 2030 2015 2030
162 5 10 5 9
163 85 90 79 84
164 77 90 72 84
165 582 620 541 577
166 428 495 398 460
167 265 382 246 355
168 239 284 222 264
169 220 230 205 214
170 99 99 92 92
171 25 30 22 27
Town of
Clarkdale
2,025 2,330 1,882 2,166
Source: Verde Valley Multimodal Transportation Study (2009)
1Traffic Analysis Zones are geographic subdivisions of the study area that are used in the database of the travel
forecasting model. Similar land uses, physical barriers, or major transportation corridors define the zone boundaries.
Housing density was projected to be the highest in the southern portion of the Clarkdale area, as
shown in Figure 5. This area is subject to redesignation in the amended General Plan. A factor of
2.65 was used to convert population and households to persons per household. Based on
information from Town staff, the Old Town area of Clarkdale now has the highest density. The
southern portion of Clarkdale is subject to redesignation in the amended General Plan currently
being prepared.
Projections of housing units for each TAZ for this study were based upon the general plans,
zoning, and approved subdivisions in each community. Growth in each TAZ between the year
2000 and 2007 was confirmed using parcel and subdivision maps, aerial photographs, and
building permit information. The projection of the 2000-2007 trends into the future was aided by
comparing the number of homes already built in various neighborhoods with the buildout
capacity of neighborhoods and specific subdivisions, using data from the Yavapai County
Assessor’s Office.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 26 Final Report
February 2011
Source: Verde Valley Multimodal Transportation Study
Figure 5 – 2030 Housing Unit Density
2.3.7.2 Future Conditions for Employment
The projected employment for Clarkdale is approximately 1,011 employees in 2015 and 1,255
employees in 2030. The employment distribution for each TAZ in Clarkdale is shown in Table
2-7 and Table 2-8 for 2015 and 2030, respectively. The Salt River Materials Group Cement
Plant, located in an industrial area north of Clarkdale, is a major employer. They have indicated
plans to add more employees by 2015. A notable new industrial employer will be the Clarkdale
Metals operation in Clarkdale, where by 2015 there are to be 100 industrial workers reclaiming
metals from the former mining slag pile, and by 2030 the reclamation workers will be finished,
followed by 100 industrial workers on the reclaimed land. Figure 6 shows a comparison of 2007,
2015 and 2030 employment.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 27 Final Report
February 2011
Table 2-7 – 2015 Number of Employees by TAZ
TAZ1 Ret
ail
Service Office Public Indust-rial
Lod-ging
School College
s
Casino TOTAL
162 0 0 0 0 0 0 0 0 0 0
163 0 0 5 0 0 0 0 175 0 180
164 0 0 5 0 0 0 0 0 0 5
165 44 41 25 28 94 0 0 62 0 294
166 1 4 0 0 5 0 0 0 0 10
167 0 9 0 0 0 0 0 0 0 9
168 1 88 0 0 119 35 69 0 0 312
169 0 4 0 0 142 0 0 0 0 146
170 0 0 0 0 0 0 55 0 0 55
171 0 57 3 0 308 0 0 0 0 368
Total
s
46 203 38 28 549 35 124 237 0 1260
Source: Verde Valley Multimodal Transportation Study (2009), pages 121-122.
1Traffic Analysis Zones are geographic subdivisions of the study area that are used in the database of the travel
forecasting model. Similar land uses, physical barriers, or major transportation corridors define the zone boundaries.
Table 2-8 – 2030 Number of Employees by TAZ
TAZ1 Retail Service Office Public Indust-rial
Lod-ging
School College Casino TOTAL
162 0 0 0 0 0 0 0 0 0 0
163 0 0 5 0 0 0 0 246 0 251
164 0 0 5 0 0 0 0 0 0 5
165 56 54 30 33 117 0 0 86 0 376
166 1 4 0 0 5 0 0 0 0 10
167 0 9 0 0 0 0 0 0 0 9
168 1 116 0 119 0 35 97 0 0 368
169 0 5 0 0 153 0 0 0 0 158
170 0 0 0 0 0 0 78 0 0 78
171 0 74 4 0 373 0 0 0 0 451
Total
s
58 262 44 33 648 35 175 332 0 1587
Source: Verde Valley Multimodal Transportation Study (2009), pages 128-129.
1Traffic Analysis Zones are geographic subdivisions of the study area that are used in the database of the travel
forecasting model. Similar land uses, physical barriers, or major transportation corridors define the zone boundaries.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 28 Final Report
February 2011
Figure 6 – Comparison of 2007, and Projected 2015 and 2030 Employment
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 29 Final Report
February 2011
2.4 Streets and Roadways
This section summarizes current and future roadway conditions for the purpose of identifying
current and future needs and deficiencies. Subsequent sections describe traffic volumes data and
conditions for alternative modes including bicycle, pedestrian, and transit.
Specifically, this section addresses:
• Street inventory;
• Traffic control;
• Functional classification;
• Level of Service;
• Crash history.
2.4.1 Street Inventory
Table 2-9 presents the roadway inventory for Clarkdale streets. The road system inventory for the
major roadways within the Clarkdale area includes:
• Street segment length;
• Number of lanes;
• Curb, gutter and sidewalk.
Table 2-9 – Existing Road System Inventory
Road From To Length
(Miles) Lanes Curb /
gutter
Side-walk
1st South St Clarkdale Parkway 9th St 0.15 2 Yes Yes
9th St 1st South St Main St 0.06 2 Yes Yes
Blackhills Dr Evergreen Rd Gerry Sue Dr 0.06 2 No No
Blackhills Dr 0.0121mi W of
Gerry Sue Dr 0.04 mi W of Sky Dr 0.15 2 Yes No
Blackhills Dr 0.04 mi W of Sky Dr Old Jerome Hwy 0.53 2 Yes Yes
Broadway Fiesta St 2nd North St 0.58 2 No No
Broadway 2nd North Street Main Street 0.69 2 Yes Yes
Broadway Main St Tuzigoot National
Monument Rd 0.59 2 No No
Broadway Tuzigoot National
Monument Rd
Clarkdale /
Cottonwood town
boundary
1.03 2 No No
Clarkdale Pkwy 0.030mi NE of SR
89A 1st South St 0.56 2 Planned
Lanny Ave Richard St Lisa Dr 0.11 2 No No
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 30 Final Report
February 2011
Table 2-9 – Existing Road System Inventory (continued)
Road From To Length
(Miles) Lanes Curb /
gutter
Side-walk
Lanny Ln Lanny Ave Old Jerome Hwy 0.36 2 No No
Laree Ave Reta St Richard St 0.11 2 No No
Lisa St Lanny Ln State Highway 89A 0.15 2 No No
Main St Broadway 9th St 0.17 2 Yes Yes
Main St 9th St 16th St 0.51 2 Yes Yes
Main St 16th St Cement Plant Rd 0.89 2 No No
Old Jerome Hwy Black Hills Dr Rogers Pl 0.99 2 No No
Old Jerome Hwy Rogers Pl Deborah Dr 0.66 2 Yes Yes
Old Jerome Hwy Lanny Ln State Highway 89A 0.63 2 No No
Cement Plant Rd 0.041mi northwest
of SR 89A
Industrial(unbuilt)
Rd 0.92 2 No No
Reta St Old Jerome Hwy Laree Ave 0.11 2 Yes No
Richard St Laree Ave Lanny Ave 0.07 2 No No
Scenic Drive Old Jerome
Highway
Chevelon Canyon
Dr 0.25 2 Yes Yes
Scenic Drive Chevelon Canyon
Dr State Hwy 89A Yes No
Sycamore
Canyon Rd
Tuzigoot National
Monument Rd Pecks Lake Rd 0.33 2 No No
Tuzigoot National
Monument Rd Broadway Sycamore Canyon
Rd 0.46 2 No No
Tuzigoot National
Monument Rd
Sycamore Canyon
Rd
0.016 mi W of
Cottonwood urban
boundary
0.69 2 No No
US 89A Groseta Ranch Rd Desert Sky Dr 2.25 4 No No
Source: Northern Arizona Council of Governments Highway Performance Measurement System (HPMS) Records,
2010, and aerial map review by Kimley-Horn
Traffic Control
The traffic in the Town of Clarkdale is controlled using stop signs and roundabouts. There are
currently no traffic signals in the Town. There are five roundabouts on SR 89A, of which three
are in Clarkdale; at Cement Plant Road/Clarkdale Parkway, Valley View/Centerville Road, and
Lisa Drive/Lincoln Drive.
Clarkdale also has a roundabout Mountain Gate Boulevard and Clarkdale Parkway, and a
roundabout at Scenic Drive and Alamos Drive. A future roundabout is scheduled to be
constructed in 2013 at Main Street and Broadway.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 31 Final Report
February 2011
The roundabouts for the SR 89A projects were designed to handle large trucks with wheel bases
of 67-feet, as well as automobiles and pedestrian traffic.
2.4.2 Functional Classification
Roadway functional classification groups roads that have similar design and traffic
characteristics. One functional class differs from another according to the degree of access and
mobility. Collector and local streets provide land access and carry local traffic to the
neighborhoods and distribute traffic to the arterials. Arterial streets provide mobility over long
distances with minimal access to adjoining properties. Table 11 summarizes the federal
functional class of each roadway that is functionally classified in Clarkdale. Most of the roads in
Table 11 are categorized as urban collector streets. Broadway, from Tuzigoot National
Monument Road to the Clarkdale/Cottonwood town boundary, is classified as an urban minor
arterial street. The 2002 General Plan discusses a functional classifications used by the Town,
consisting of arterial, collector, local, rural collector, rural local and alley streets. Where noted in
the General Plan, these functional classifications are shown in Table 11 for arterial, collector, and
rural collector streets. The town of Clarkdale, in Chapter 12 of the Town Code (Subdivision
Regulations), provides roadway standards for Minor Subdivisions, including residential collector
streets, residential local streets, rural collector streets, rural local streets, rural lanes, and private
streets.
Table 2-10 – Functional Classification
Road Segment From To
Federal
Functional
Classification
Clarkdale 2002
General Plan
Functional
Classification
1st South St Clarkdale Pkwy 9th St Urban Collector
9th St 1st South St Main St Urban Collector
Bent River Ranch
Road Collector
Black Hills Dr Evergreen Rd Gerry Sue Dr Urban Collector Collector
Black Hills Dr 0.0121 miles west of
Gerry Sue Dr Old Jerome Hwy Urban Collector
Collector
Broadway Main St Fiesta St Urban Collector
Broadway Main St Tuzigoot National
Monument Rd Urban Collector Arterial
Broadway Tuzigoot National
Monument Rd
Clarkdale/Cottonw
ood town
boundary
Urban Minor
Arterial
Cement Plant Road Arterial
Clarkdale Pkwy 0.030mi northeast of
SR 89A 1st South St Urban Collector
Haskell Springs
Road Rural Collector
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 32 Final Report
February 2011
Table 2-10 – Functional Classification (continued)
Road Segment From To Federal Functional
Classification
Clarkdale 2002
General Plan
Functional
Classification
Lanny Ave Richard St Lisa Dr Urban Collector
Lanny Ln Lanny Ave Old Jerome Hwy Urban Collector
Laree Ave Reta St Richard St Urban Collector
Lincoln Dr State Highway 89A Sunrise Dr Urban Local
Lisa St Lanny Ln
State Highway
89A Urban Local
Collector
Main St Broadway 9th St Urban Collector Collector
Main St 9th St Cement Plant Rd Urban Collector
Mescal Spur Road Rural Collector
Minerich Road Rural Collector
Old Jerome Hwy Blackhills Dr Deborah Dr Urban Collector Collector
Old Jerome Hwy Lanny Ln
State Highway
89A Urban Collector
Collector
Phoenix Cement
Company Rd
0.041mi northwest of
SR 89A
Industrial (unbuilt)
Rd Urban Collector
Reta St Old Jerome Hwy Laree Ave Urban Collector
Richard St Laree Ave Lanny Ave Urban Collector
Scenic Dr Old Jerome Hwy Alamos Dr Urban Collector
Scenic Dr Alamos Dr
State Highway
89A Urban Local
Sycamore Canyon
Rd
Tuzigoot National
Monument Rd Pecks Lake Rd Urban Collector
Tuzigoot National
Monument Rd Broadway
Sycamore Canyon
Rd Urban Collector
Tuzigoot National
Monument Rd
Sycamore Canyon
Rd
0.016 mi W of
Cottonwood urban
boundary Urban Collector
State Highway 89A Clarkdale Parkway
Clarkdale/Cottonw
ood urban
boundary
Urban Minor
Arterial
Arterial
State Highway 89A Clarkdale Parkway Western study
area boundary
Rural Minor
Arterial
Arterial
Valley View Rd Cul-de-sac State Highway
89A Urban Local
Source: Northern Arizona Council of Governments Highway Performance Measurement System (HPMS) Records,
2010, Clarkdale General Plan (2002)
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 33 Final Report
February 2011
2.4.3 Crash History
Five years of crash data were obtained and analyzed from ADOT. These data spanned a period
from 1/1/2004 to 12/31/2008. During this time period, 46 crashes occurred. As shown in Figure
7, a high proportion of these crashes occurred in 2006, when 16 crashes occurred. Other years had
between 4 and 10 crashes per year.
Crash severity for all crashes within the analysis period is shown in Figure 8. There were no fatal
crashes or incapacitating-injury/severe injury crashes during this analysis period. All crashes were
relatively minor. Approximately 65% of the crashes involved no injury, 20% of the crashes
involved a non–incapacitating injury, and 15% of the crashes involved a possible injury. Details
of the crashes involving a non-incapacitating injury or possible injury are provided in Appendix
B. There were no trends indicating that the crashes would be correctable by an improvement.
It should be noted that two recent severe crashes have occurred in the Town, both at roundabouts:
a fatality last month at Clarkdale Parkway and Mountain Gate Drive, and a cement truck rollover
at the Valley View Cemetery entrance off of SR 89A. Technical Advisory Committee members
noted that Town residents have generally learned to use the roundabouts correctly and consider
them beneficial. Still, educating the public on roundabout use should occur on an ongoing basis,
as a refresher and for newcomers and new drivers. Sometimes drivers bear left rather than right
at the roundabouts.
Overall crash types for all crashes are summarized in Figure 9.
Single vehicle crashes accounted for the largest proportion of crashes (28%). This was followed
by rear end collisions (26%).
Figure 10 shows the proportion of crashes that were intersection, driveway, non-junction-related,
or unknown. The highest proportion of crashes were intersection- related, comprising 52% of the
crashes.
Only one intersection had more than 5 crashes in the 5-year period, which was the intersection of
Main Street and 10th Street. This intersection had 6 intersection crashes in the 5-year period. The
predominate crash type at that location was angle crashes (5 angle crashes making a left turn).
There was one rear end crash during this time period.
The location of all crashes during this time period is shown in Figure 11. The crashes
predominately occurred on SR 89A and Main Street.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 34 Final Report
February 2011
0
2
4
6
8
10
12
14
16
18
2004 2005 2006 2007 2008
2004‐2008 Number of Crashes in Clarkdale
Figure 7 – Number of Crashes by Year
20%
15%
65%
2004‐2008 Clarkdale Crash Severity
Non‐incapacitating Injury
Possible Injury
No Injury
Figure 8 – Crash Severity
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 35 Final Report
February 2011
Figure 9 – Crash Types
52%
35%
9%
4%
2004‐2008 Clarkdale Crash Junction Relation
Intersection Related
Non Intersection Related
Driveway
Unknown
Figure 10 – Proportion of Crashes by Location
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 36 Final Report
February 2011
Figure 11 – Crash Locations, 2004-2008
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 37 Final Report
February 2011
2.5 Travel Data
2.5.1 Existing Traffic
Annual average daily traffic (AADT) counts in the study area are shown on Figure 12, and are
summarized in tabular form in Table 2-11. Many of these data were collected by the Town of
Clarkdale traffic counting program. These data were supplemented by available HPMS data.
The local road with the highest traffic volume is Black Hills Drive, near the southern boundary of
Clarkdale, which carries 5,341 vehicles per day between Evergreen Road and Gerry Sue Drive,
near Yavapai College (Verde Valley campus). Broadway (Old SR 89A) is another higher volume
road in Clarkdale, which carries approximately 3,500 to 3,800 vehicles per day.
Table 2-11 – Annual Average Daily Traffic Volumes
Road Segment From To
AADT
(Vehicles)
Traffic Count
Date (where
available)
1st South St Clarkdale Pkwy 9th St 3,115 2008
9th St 1st South St Main St 1,795 2008
Black Hills Dr Evergreen Rd Gerry Sue Dr 5,341 2008
Black Hills Dr 0.0121 mi west of
Gerry Sue Dr Old Jerome Hwy 3,125 2008
Black Hills Dr At Old Jerome Hwy 701 11/2009
Broadway Main St Fiesta St 1,795 2008
Broadway Main St Tuzigoot National
Monument Rd 3,490 2008
Broadway Tuzigoot National
Monument Rd
Clarkdale /
Cottonwood town
boundary
3,675 2008
Broadway
At Clarkdale /
Cottonwood town
boundary
3,832 1/2010
Clarkdale Pkwy 0.030 mi northeast
of SR 89A 1st South St 2,853 2008
Clarkdale Pkwy West of
roundabout 2,050 12/2009
Lanny Ave Richard St Lisa Dr 712 2008
Lanny Lane Lanny Ave Old Jerome Hwy 625 2008
Lanny Lane West of Lanny Ave 538 11/2009
Laree Ave Reta St Richard St 976 2008
Lisa St Lanny Lane State Highway 89A 1,421 2008
Lisa St West of 89A 1,128 12/2009
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 38 Final Report
February 2011
Table 2-11 – Annual Average Daily Traffic Volumes (continued)
Road Segment From To
AADT
(Vehicles)
Traffic Count
Date (where
available)
Main St Broadway 9th St 2,428 2008
Main St 9th St Cement Plant Rd 2,532 2008
Main St West of 11th St 1,120 1/2010
Old Jerome Hwy South of State
Highway 89A 213 10/2009
Old Jerome Hwy South of Lanny Ln 500 10/2009
Old Jerome Hwy Deborah Dr Black Hills Dr 1,012 2008
Old Jerome Hwy South of Rodgers
Pl 24 8/2009
Old Jerome Hwy South of Foothills
Terrace 502 10/2009
Phoenix Cement
Company Rd
0.041 mi northwest
of SR 89A Industrial Rd 1,172 2008
Reta St Old Jerome Hwy Laree Ave 986 2008
Richard St Laree Ave Lanny Ave 722 2008
Scenic Dr Old Jerome Hwy State Hwy89A 562 2008
Sycamore Canyon
Rd
Tuzigoot National
Monument Rd Pecks Lake Rd 221 2008
Tuzigoot National
Monument Rd Broadway Sycamore Canyon
Rd 447 2008
Tuzigoot National
Monument Rd East of Broadway 542 1/2010
Tuzigoot National
Monument Rd
Sycamore Canyon
Rd
0.016 mi west of
Cottonwood urban
boundary
219 2008
US 89A Scenic Dr Desert Sky Dr 12,200 2008
Source: Northern Arizona Council of Governments Highway Performance Measurement System (HPMS) Records,
2010, and Verde Valley Multimodal Transportation Study (US 89A counts), Town of Clarkdale
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 39 Final Report
February 2011
Figure 12 – Traffic Counts
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 40 Final Report
February 2011
2.5.1.1 Roadway Level of Service
Roadway traffic operations are defined and categorized by the delay experienced by an average
driver. The operations are categorized by a grading system called level of service (LOS) which is
a letter designation ranging from A (no delay) to F (severe congestion). These levels are depicted
at left.
Highway Capacity Software (HCS), developed by
McTrans, for two-lane segments and multi-lane road
segments, was utilized to develop traffic service volume
thresholds for each LOS grade (A – E) for Clarkdale
area roadways. The underlying methodologies in HCS
are based on HCM 2000 procedures and other research.
LOS is generally defined as follows:
• Level of Service A represents free flow.
• Level of Service B is in the range of stable
flow, but the presence of other users in the
traffic stream begins to be noticeable.
• Level of Service C is in the range of stable
flow, but marks the beginning of the range of
flow in which the operation of individual users
becomes significantly affected by interactions
with others in the traffic stream.
• Level of Service D represents high-density but
stable flow. Speed and freedom to maneuver are
severely restricted, and the driver or pedestrian
experiences a generally poor level of comfort
and convenience.
• Level of Service E represents operating
conditions at or near the capacity level. All
speeds are reduced to a low but relatively
uniform value.
• Level of Service F is used to define forced or
breakdown flow. This condition exists wherever
the amount of traffic approaching a point
exceeds the amount that can traverse the point.
Traffic volumes on road segments within the study area were compared to Level of Service D
volumes for various types of roadways in order to determine relative congestion levels for
existing conditions and future conditions. The criteria for level of Service D are shown in Table
13.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 41 Final Report
February 2011
Table 2-12 – HCS Service Volume Threshold for LOS D
Roadway Category LOS D Threshold
2 Lane Undivided 10,800
2 Lane with a Center Left Turn Lane / 2 Lane
Divided
13,400
4 Lane Divided 27,000
Source: Kimley-Horn and Associates, Highway Capacity Software Analysis
Based on the criteria in Table 2-11 and the traffic volumes in Table 2-12, none of the roadways
are operating at Level of Service D or worse.
2.5.2 Future Traffic Data
The VVMTS developed future travel demands were projected for 2015 and 2030 conditions.
Within the Clarkdale Transportation Study area, traffic forecasts were developed for SR 89A,
Broadway (Old SR 89A), Main Street, and Groseta Ranch Road. The model was developed using
the TransCAD transportation forecasting software and was calibrated using the year 2007
transportation network and estimated 2007 socioeconomic data.
2.5.2.1 2015 Forecast Travel Volumes and Road Network
In the Clarkdale area, the 2015 roadway network included one committed project on SR89A. The
project is located along SR 89A, from Cement Plant Road/Clarkdale Parkway intersection to
Black Hills Drive. The project includes widening the roadway to four lanes (two lanes with a
center median), and five roundabouts designed to handle large trucks (wheelbase of 67 feet). This
project is complete. The 2015 forecast travel demand volumes are summarized in Table 2-13.
Table 2-13 – 2015 Forecast Travel Demand Volumes
Road
Segment
2015 Forecast Travel
Demand Volume (vehicles
per day)
SR89A South of 11th Street 13,157
SR89A North of Groseta Ranch Road 20,478
Broadway (Old SR 89A) 1,375
11th Street North of SR89A 4,374
Groseta Ranch Road Between SR89A and
Broadway (Old 89A)
483-587
Source: Verde Valley Multimodal Transportation Study
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 42 Final Report
February 2011
2.5.2.2 2030 Forecast Travel Volumes and Road Network
The 2030 travel demand forecasting was conducted as part of the VVMTS. The study modeled a
2030 base condition and a number of alternative model runs. The base 2030 roadway network
was the same as the 2015 network, because no major projects were recommended in planning
documents for the Clarkdale area in the timeframe between 2015 and 2030. In all networks SR
89A was modeled as a four-lane facility south of 11th Street.
Two alternative 2030 traffic improvement networks were developed to address traffic
deficiencies found in the 2030 base network. These were called Alternative 1 and Alternative 2.
Alternative 1 included a new West Bypass route that would be constructed in phases from SR
89A in Clarkdale (west of the Cement Plant Road intersection) to SR 260 in the general vicinity
of Ogden Ranch Road. The new route would be designed to divert traffic from the most
congested portions of SR 89A and SR 260 through the urbanized area. In addition, a second
model run was made for the Alternative 1 network to test the effects of alternate modes. In this
model run vehicular travel was assumed to be reduced by 5 percent to account for a shift in
alternate modes. However, this model run did not result in significant improvements in
congestion. The forecast 2030 travel demand volumes for each alternative are summarized in
Table 2-14. These traffic volumes were also compared to the 2015 forecast travel demand
volumes. As can be seen from the table, there was not a significant difference among 2030
alternatives in the Clarkdale area.
Alternative 2 included a “Cement Plant Road Loop,” a two-lane minor collector largely to
accommodate an expected increase in industrial truck traffic. It would arc to the east through
National Forest lands, intersecting with SR 89A northeast of Cornville Road. The project was not
recommended for the VVMTS plan because its projected volume (2,800 in 2030) could be
managed elsewhere in the network and it would have potential environmental impacts to the
Verde River; all together, about 2.25 miles of its length would be on rugged terrain on National
Forest lands.
A “preferred” model run was not conducted for the VVMTS. Instead, elements from both
alternatives were assessed and recommended if warranted. The final recommended projects from
the VVMTS that affect Clarkdale are summarized in Table 2-15. One recommended project, a
new minor collector referred to as the West Loop, would serve Black Hills Road, on the
Clarkdale border, and thus provide better access to Yavapai College (Verde Valley campus). The
new road would extend from Black Hills Drive to Quail Springs Ranch Road. This road is shown
in Figure 13. Another recommended project is an upgrade of Groseta Ranch Road to a two-lane
minor collector in Cottonwood. Groseta Ranch Road transitions to Scenic Drive in Clarkdale.
Improvements to Groseta Ranch Road will provide better access to drivers traveling east from
Scenic Drive.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 43 Final Report
February 2011
Table 2-14 – Comparison of 2015 and 2030 Forecast Travel Demand Volumes
Road
Segment
2015 Base
Forecast Travel
2030 Base
Forecast Travel
2030 Alternative 1
2030 Alternative 1
with demand
reductions
2030 Alternative 2
Travel Demand Volume (vehicles per day)
SR89A South of 11th Street 13,157 16, 549 16,144 15,563 15,356
SR89A North of Groseta
Ranch Road
20,478 25,613 24,771 23,766 24,030
Broadway (Old
SR 89A)
South of Main
Street
1,375 2,135 2,045 1,739 1,631
Broadway (Old
SR 89A)
North of Groseta
Ranch Road
3,635 3,924 3,516 2,372
11th Street north of SR89A 4,374 7,423 7,090 6,939 6,514
11th Street West of Broadway 5,309 4,918 4,875 4,680
Groseta Ranch
Road
Between SR89A
and Broadway (Old
89A)
483-587 700-836 691-828 655-783 694-819
Source: Verde Valley Multimodal Transportation Study, 2009
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 44 Final Report
February 2011
Table 2-15 – Recommended Projects from VVMTS
Road Name From To Description Cost
(2007
Dollars)
Impact to
Clarkdale
2010-2020 Proposed Roadway Improvement Projects
West Loop
(new road)
Black Hills
Drive
Fir Street New Access
Controlled two-lane
roadway –
Fir Street
would be
extended to the
West Loop
$5,975,000 Better access
to Yavapai
College (Verde
Valley campus)
Groseta Ranch
Road
SR 89A Old SR 89A Groseta Ranch
Road would be
upgraded to a
two-lane minor
collector
(Cottonwood).
$2,563,000 Improvements
to Groseta
Ranch Road in
Cottonwood
would improve
access for
residents in
Clarkdale
2020-2030 Proposed Roadway Improvement Projects
West Loop
(new road)
Fir Street Quail Springs
Ranch
Road/Old SR
79
New two-lane
roadway
$3,280,000 Better access
to Yavapai
College (Verde
Valley
Campus)
Input from the Town of Clarkdale regarding future project needs include a number of
new roadway connections, including:
• Connectors from Broadway to 89A, via Lincoln Drive / Palisades Drive and Centerville
Road.
• Connector from Highway 89A to Black Hills Road and West Loop via Old Jerome
Highway / Minerich Road.
These needs are further described in Chapter 5.
• Clarkdale Metals and SRMG (SRMG, which is outside the Town, would not show on the
Land Use Plan Map, but its influence would be described in the General Plan update).
• Post-reclamation use of much Clarkdale Metals Corporation land (although the
development itself would be post-2020).
• Verde Valley Ranch Development.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 45 Final Report
February 2011
Source: Verde Valley Multimodal Transportation Study, 2009
Figure 13 – Recommended Roadway Improvements from the VVMTS
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 46 Final Report
February 2011
2.5.2.3 Adjustments to Forecast Volumes Based on Updated Current
and Future Conditions
The Clarkdale Transportation Study project team reviewed a number of studies and related
information to determine whether manual adjustments to traffic forecast projections were needed
based on recent developments. A brief summary of the status of recent developments in the
Clarkdale area are:
Clarkdale Sustainability Park – Currently a proposal is being developed for a feasibility study
on the Sustainability Park, including an assessment of the site. As part of the feasibility study, a
transportation study will be done to determine all routes to the sites and identify anticipated
traffic impacts and mitigation. It is anticipated that the study will take 18 months to complete.
Three sites are being considered for the Sustainability Park:
• Site 1 is a 977 acre parcel owned by Freeport – McMoRan. This site is located in the
northeast portion of Clarkdale. There is an existing development agreement on this land
for 900 homes and some commercial development. The area is zoned Planned Area
Development. Approximately 200 acres of this property was used as a mining tailing site
in the past. That section has been capped by two feet of earth as a result of a remediation
project. This parcel is adjacent to the Verde River and contains a lake fed by a diversion
dam. This land is fairly level with power available to the site.
• Site 2 is a 594 acre parcel owned by the Clarkdale Metals Corporation. The site is located
in the northern portion of Clarkdale with 400 acres being just outside the town boundary
and slated for annexation in to the town. The property within the town is zoned Industrial.
This site involves some level land, and an elevation rise of approximately 100 feet. Power
is available to the site.
Previous modeling work included new employment in the area by Clarkdale Metals
Corporation. The transportation forecasts assumed that by 2015 there are to be 100
industrial workers reclaiming metals from the former mining slag pile, and by 2030 the
reclamation workers will be finished, followed by 100 industrial workers on the
reclaimed land.
• Site 3 is a 522 acre parcel owned by Verde Exploration. This entire parcel is outside of
the town, in Yavapai County but could be annexed in to the town limits. There are two
ten-year leases on this parcel which would require a release of those leases. This parcel
has access off State Highway 89A. This parcel has the greatest elevation changes within
the site and does not have power to the site.
These sites are shown in Figure 14. Once a site is selected, specific traffic impacts will need to
be evaluated, such as a river crossing bridge and a connector road to Highway 89A.
The Salt River Materials Group Cement Plant, located in an industrial area north of Clarkdale,
is a major employer. They have indicated plans to add more employees by 2015. Employment
growth was a component of the VVMTS. It was determined that potential traffic impacts were
evaluated as part of the VVMTS. The location of this plant is shown in Figure 14.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 47 Final Report
February 2011
Figure 14 – Clarkdale Future Growth Areas
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 48 Final Report
February 2011
The original Traffic Impact Study for the Mountain Gate development, discussed in Section 2.3.2,
recommended construction of a right turn deceleration lane for northbound traffic turning off of
11th Street (Clarkdale Parkway) into the two subdivision roads, and construction of a left turn lane
for westbound traffic turning off of the two access roads onto 11th Street (Clarkdale Parkway).
Instead, a roundabout was constructed at Mountain Gate Drive and 11th Street (Clarkdale
Parkway), the main entrance into the development.
The Traffic Impact Study completed for the Highlands development, discussed in Section 2.3.2,
determined that left turn lanes, right turn auxiliary lanes, or deceleration lanes at any of the site
access points are not required. The development was planned for completion in 2007, and is
reflected in the base year (2007) VVMTS. As such, it is determined that no adjustments to travel
demand modeling is required to account for this development. Instead, ADOT constructed a
roundabout at Scenic Drive in 2008.
The Mountain Gate and Highlands developments are shown in Figure 14.
2.6 Alternative Transportation
2.6.1 Transit
Cottonwood Area Transit, operated by the City of Cottonwood, operates three bus routes that
serve the communities of Cottonwood, Clarkdale and Verde Valley. These routes are shown in
Figure 15.
Route 3, the Red Route, serves Cottonwood to Clarkdale and runs every 60 minutes. The fixed
route transit service runs from 7 a.m. to 6 p.m. Monday through Friday. The buses stop only at
designated bus stops. There are approximately 12 bus stops in the Clarkdale area. These are
located at:
• South Broadway at Bent River Road
• South Broadway at Hollow Reed Road
• Main Street at 9th Street (Clarkdale City Hall)
• Main Street at 11th Street
• 11th Street at 1st Street South
• Main Street at 13th Street
• Main Street at 16th Street
• Main Street at Clarkdale-Jerome School
• Main Street at Bonnaha Avenue
• SR 89A at Ave. Centerville
• SR 89A at Lampliter Road
• SR 89A at Lisa Street
The three routes connect at Garrison Park in Cottonwood every hour so that a rider can transfer
from one route to another.
Ridership on the fixed route transit system is growing. In fiscal year 2010, the system attracted
between 2,267 and 3,237 riders per month. The total ridership to date (July 2009 through March
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 49 Final Report
February 2011
2010) for fiscal year 2010 has already exceeded the totals for fiscal years 2009 (total of 22,798
riders) and 2008 (total of 19,961 riders), with a total of 24,272 riders. A graph showing monthly
ridership trends is shown in Figure 16.
Figure 15 – Route Map for Cottonwood Area Transit
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 50 Final Report
February 2011
Figure 16 – Ridership Trends for Cottonwood Area Transit, FY 2009-2010
CAT provides curb to curb paratransit service for persons with disabilities and requires ADA
eligibility that are unable to use CAT fixed route buses. Service is provided to locations that are
within ¾ of a mile of a fixed route bus service. The services are shared ride and require a 24-hour
advance reservation. This service requires ADA eligibility.
CAT Dial-a-Ride provides weekday service to any rider who needs to board more than one-half
mile from a fixed route bus stop. It does not require ADA eligibility. On Saturdays, when the
fixed route service is not running, the dial-a ride service provides public transportation service.
The dial-a-ride service operates Monday through Fridays from 8 a.m. to 5 p.m. and Saturday from
9 a.m. to 2 p.m. It is recommended that passengers call one to five days ahead to make a
reservation for a trip.
Ridership trends on the demand responsive services in fiscal year 2010 (to date) are significantly
lower than in the previous two fiscal years. Between July 2009 and March 2010, monthly
ridership varied between 832 and 1, 213 passengers. Ridership trends are shown on Figure 17.
Bus shelters are planned at the Clarkdale-Jerome Elementary School. There is an existing bus
shelter at 9th Street / Main Street, and there are two shelters at Yavapai College, one at the front
of the Administration Building, and one at the back, by the Library. Current unsheltered bus stops
are located at:
• Main Street and 13th Street
• Main Street and Bonnaha Avenue
• Centerville Avenue and SR 89A
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 51 Final Report
February 2011
• Lisa Street and SR 89A
• Broadway / Hollow Reed Lane
• Black Hills Drive / Windy Street
ADOT and NAIPTA recently obtained funding for a park and ride lot with a shelter, on the east
side of South Broadway, about 0.25-0.5 miles south of Tuzigoot Road.
An issue raised by the CAT representative was the potential for CAT service within certain
neighborhoods in Clarkdale. The noise of diesel buses and available funding for additional
service has been constraints to expanding service into neighborhoods. Potential roads mentioned
for transit service are Lisa Street and Centerville Road.
Another issue has been the repeal of all Local Transportation Assistance Funds (LTAF) that will
have a substantial impact on the ability of local governments to continue services. In late May,
2010, CAT is in active discussions with the Town of Clarkdale and Yavapai County regarding
their ability to assume some of the lost funding during FY 2011. In case complete service to the
Town cannot be retained, various reductions in service are under discussion. The Town
contribution to CAT during fiscal year 2011 should be known when the Town’s overall budget is
adopted in June.
Figure 17 – Ridership Trends, CAT Demand Responsive System, FY 2009-2010
2.6.2 Proposed Transit and Travel Demand Strategies from the
VVMTS
The VVMTS evaluated long term service concepts proposed in the draft Northern Arizona
Intergovernmental Public Transportation Authority (NAIPTA). NAIPTA was formed to
coordinate public transportation service planning in Northern Arizona. Current members of the
organization include Coconino and Yavapai Counties; the cities of Flagstaff, Sedona, and
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 52 Final Report
February 2011
Cottonwood; and Northern Arizona University. Transit service recommendations that affected
Clarkdale included development of a valley-wide van pool program.
2.6.3 Bicycle and Pedestrian Facilities
2.6.3.1 Pedestrian System
There are approximately 9 segments of sidewalks on major roadways in Clarkdale. Table 2-16
lists the roadway segments with sidewalks. These areas are shown in Figure 18.
Table 2-16 – Road Segments with Sidewalks
Road From To
1st South St Clarkdale Parkway 9th St
9th St 1st South St Main St
Broadway 2nd North Street Main Street
Main St Broadway 9th St
Main St 9th St 16th St
Old Jerome Hwy Rogers Pl Deborah Dr
Reta St Old Jerome Hwy Laree Ave
Scenic Drive Old Jerome Highway Chevelon Canyon Dr
Source: Northern Arizona Council of Governments Highway Performance Measurement System (HPMS) Records,
2010, and aerial map review by Kimley-Horn
Two enhancement projects have been awarded that together will provide sidewalks near the
southernmost town limits on 89A to downtown Clarkdale. They are:
• SR 89A Pedestrian Sidewalk Project – This ADOT project involves the construction of
6 foot sidewalks on the both sides of 89A from Cement Plant Road to Black Hills Drive
in Cottonwood.
• Clarkdale Parkway Pedestrian/Bicycle Enhancement Project - This project involves
the construction of 6 foot sidewalks along the south side of Clarkdale Parkway (11th
Street) from SR 89A to First South Street. The project also includes 4 foot wide bike
lanes on both the north and south sides of Clarkdale Parkway in this area.
A Community Development Block Grant (CDBG) project was awarded to the Town to construct
sidewalks along Broadway from Third North to the Patio Park neighborhood.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 53 Final Report
February 2011
Figure 18 – Sidewalks and Bicycle Routes
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 54 Final Report
February 2011
2.6.3.2 Bikeway System
The Town of Clarkdale currently lacks a connected bicycle route network. The General Plan
(2002) states that there is a general perception that bicycling on streets is unsafe due to poor
surface conditions, a lack of adequate roadway width, and the lack of an interconnected bicycle
routes system. According to GIS data provided by the Town of Clarkdale, bike routes are located
on the following streets:
1. Main Street: between Cement Plant Road and 16th Street - although designated a bike
route, currently there are no paved shoulders between Cement Plant Road and 16th Street.
Traffic volumes are low, and east of 16th Street, Main Street transitions to a residential
area (between 16th Street and 9th Street), and then transitions further east to the downtown
and government center.
2. 11th Street (Clarkdale Parkway): between 89A and 1st South Street - this road does not
have paved shoulders, however traffic volumes are low and it serves residential areas.
This road is planned to have 4 foot bike lanes and sidewalks installed under a
transportation enhancement grant.
3. SR 89A: between 11th Street and 0.18 miles south of Pine Shadows Boulevard – the new
construction on SR 89A did not include bike lanes.
4. Broadway: between Main Street and Clarkdale Town Limits – except near the
intersection of Tuzigoot Road, there are no paved shoulders in this area
5. Centerville Road: currently planned to be completed, this road will provide a good east-west
bicycle route when paved with shoulders.
Figure 18 illustrates the location of these routes. Although these roads are designated as bike
routes, they do not have a bike lane or a striped shoulder. TAC members indicated that, in
particular, there is a need for bikeways on Broadway and Main Street. It was also noted that cost
savings could be accomplished by constructing any off-road bikeways on only one side of some
roadways.
2.6.3.3 Trail System
Information on trails was obtained from the draft Verde Valley Regional Trails Plan and from the
Arizona State Parks representative. Needs expressed in discussion with the Arizona Parks
representative were a desire to interconnect trails and develop a “rails to trails” system. The
northern part of the rail trail is the Dorothy Benatz trail (described below) and the southern part is
not yet a designated trail. A trail would go west from Dorothy Benatz along Bitter Creek, all the
way to the Burro Trail (described below), which then goes to Jerome. Hikers and bikers would be
on adjacent streets part of the way, while equestrians would stay along the creek. The old tracks
went all the way to the Clemenceau Smelter in Cottonwood.
It should be noted that in the discussion of future trails across United States Forest Service
(USFS) lands, trail additions are conditioned on USFS decisions.
Existing major trails in the Clarkdale area can be summarized as follows, and are shown in
Figure 19.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 55 Final Report
February 2011
Figure 19 – Trails
Source: Town of Clarkdale
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 56 Final Report
February 2011
Lime Kiln Trail - Cottonwood/Clarkdale to Sedona. This trail connects the communities of
Cottonwood/Clarkdale to Sedona and provides recreationists an opportunity to travel short or
long sections of the trail and see many of the original “grades” traveled by the pioneers on
horseback and in “buckboard” wagons.
Proposed Trails in the Clarkdale area are:
• Burro Trail - Jerome/Clarkdale Area, Community Connector Trail. This trail would
connect Jerome to Clarkdale along historic railroad route. The railroad was removed
many years ago but the bench that remains provides a great opportunity for a trail along
the steady moderate grade. The trail starts near the Jerome State Historic Park at 5,000’
elevation with a segment where burros were originally used to transport material up and
down the hill. Further down the trail connects with the old railroad alignment which was
used to transport copper ore from the mines in Jerome to the smelter operation in
Clarkdale at about 3,500’ elevation.
• Dorothy Benatz Trail - Clarkdale, Community Collector Trail. Total of 3 phases, Phase
1 of 3 complete. This proposed trail would connect with the Verde Greenway Trail
System, connecting the Clarkdale and Cottonwood Communities. This trail’s north end
would allow for future connections with trails leading to Jerome and lower Clarkdale
neighborhoods. This trail is in memory of Ms. Dorothy Benatz. It was often noted that
“Folks in Clarkdale set their watches by her morning walks to Tuzigoot National
Monument”, when referring to this trail namesake. Dorothy Benatz walked this route
daily. Ms. Benatz was a distinguished resident of Clarkdale who served as Town Clerk
for 10 years until 1979 when she ran for Mayor and won the seat serving as Clarkdale’s
Mayor from 1980 until 1988.
• Mesquite Multi-Use Trail - Clarkdale / Cottonwood. Shared Recreational Pathway. This
trail will link Clarkdale to Cottonwood and ultimately with Camp Verde. Although the
present description of the route ends at the 260 Intersection with Old 279 from the west,
it is recommended that with any future corridor or SR 260 improvement / realignment
between Camp Verde and Cottonwood, consideration be given to the extension of this
paved recreation trail from the highway to Camp Verde. Additional consideration should
be given for the trail to pass underneath SR 260 and continue east to become part of a
Verde River Greenway project.
• West Mingus Avenue Trail Network - Clarkdale / Cottonwood, Circle Community
Trail. System of loop trails in a portion of the Prescott National Forest located mostly in
Clarkdale in the area immediately west of the Cottonwood at the west end of Mingus
Avenue. Most of the trail network would be able to use existing old mining and ranching
roads with several new segments constructed to complete the looped connections. The
trails would include several easier, shorter segments through the area closest to Clarkdale
and Cottonwood and a longer, more challenging two-mile loop trail that climbs and
wraps around the adjacent ridges that stretch down from Mingus Mountain.
During stakeholder interviews, it was expressed that the Arizona State Parks would like the
Tuzigoot Bridge maintained for multimodal travel including walking and biking at low speeds.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 57 Final Report
February 2011
2.6.3.3.1 Recommendations from the VVMTS
During the preparation of the VVMTS, the trails network within the Verde Valley was currently
undergoing a comprehensive planning process, which is still underway. The process is being
conducted cooperatively by Yavapai County, the United States Forest Service, and local
community groups.
Of particular interest to the VVMTS are the candidate locations of future trailheads. Opening a
trailhead on a specific roadway will generate additional motor vehicle traffic on the roadway as
trail users access the trailhead. In addition, future vehicle parking needs will exist at each
trailhead, including adequate space for pick-up and horse trailer “rigs” at the beginning of
equestrian trails. Signage, sight-distance, and other considerations with respect to pedestrians and
equestrians will need to be made in the immediate vicinity of the trailheads.
Candidate trailhead locations that have been identified within the Cottonwood / Clarkdale area
are:
1. One-fourth mile West of Desperado at Rustler
2. One-half mile south of Airport Road on Mingus Avenue
3. Chuckwalla Drive at Fir Street
4. End of Mingus Avenue at the beginning of Forest Service Road 493
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 58 Final Report
February 2011
3 NEEDS AND DEFICIENCIES
This report outlines sources of projected increased travel demand between 2010 and 2030.
Potential increases in travel demand are due to a resumption of housing construction in two
planned area developments as well as increased employment opportunities at Clarkdale Metals,
the prospective Sustainability Park, and Salt River Materials Group.
Existing multimodal needs and deficiencies, or those projected as a result of future growth and
development, were identified through the analysis documented in this working paper, stakeholder
input, and review of existing plans and studies, and are summarized below. Needs and
deficiencies are presented by mode.
The needs and deficiencies were presented to the public at an open house on August 26, 2010.
The public was provided the opportunity to comment on each identified need and deficiency.
Public comment, as provided at the August 26, 2010 open house, is incorporated below.
3.1 General Needs and Deficiencies
• Currently, the Town does not have a cohesive document that outlines requirements for
new development, including right of way requirements, lanes, street-sections, etc.
• Town streets have largely been developed to accommodate vehicular traffic. Many Town
streets have been constructed without sidewalks or bicycle lanes, and do not
accommodate all roadway users including bicyclists, pedestrians, and transit users.
Currently, there are no standards or guidelines that emphasize the role of all users in
street development. New development is not currently required to provide bicycle and
pedestrian facilities.
• The Town does not have traffic impact guidelines and analysis criteria to guide future
development projects, and to assist the Town in identifying potential impacts of these
developments, and the infrastructure that is required to address these developments.
• Frequently, private landowners submit requests to the Town to adopt private roadways
into the public right of way. Many of these roadways are substandard. The Town does not
have a mechanism to communicate standards that are required to be met in order to adopt
the roadways into the Town as public right of way, and ways to incorporate the streets,
even if they require exceptions in certain areas.
3.2 Roadway Needs and Deficiencies
• Stakeholder input identified a number of areas that would benefit from improved
connectivity, repaving, or redesign. These are listed below. The Map ID numbers (#) that
are listed below with each roadway need and deficiency correspond to those shown on
Figure 20.
o Extend Mescal Spur Road west to Minerich Road and east to SR 89A, to improve
connectivity and facilitate emergency vehicle access and response to this area
(Map ID #1).
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 59 Final Report
February 2011
Figure 20 – Summary of Multimodal Transportation Needs
Map ID numbers correlate to
needs as described in Section
3.2, 3.3, and 3.4
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 60 Final Report
February 2011
o Improve connectivity between Lincoln
Drive and Palisade Drive, to facilitate
access and connectivity (Map ID #2).
o Facilitate truck access to Clarkdale
Metals and Salt River Materials Group
industrial areas via new industrial road
and 11th Street connector (Map ID #3).
o Improve connectivity between Old
Highway 89A and SR 89A in the
vicinity of Centerville Road, to serve
the residents near Centerville Rd and
the Mountain Gate subdivision (Map ID
#4).
o Improve multimodal access and
mobility to Tuzigoot National
Monument (Map ID #5).
o Stakeholders identified that heavy
vehicle traffic on SR 89A is of concern.
Other alternative routes to SR 89A may
reduce truck impacts near the Town.
Stakeholders indicated concerns that
alternate routes may be needed,
particularly to serve Salt River
Materials and Clarkdale Metals (Map
ID #6).
o A previously identified need is
improvements to the Main Street /
Broadway intersection. There is an
improvement project for this
intersection in the FY 2010-2014
Transportation Improvement Program
project (Map ID #7). A roundabout with
a speed of 25 mph is planned to improve
traffic flow at that intersection (which is
on a slope), especially important when
there is a “pulse” of vehicular traffic
just before or after a Verde Canyon train
trip. Some vehicles encroach on the
current traffic island when they fail to
negotiate a turn at the intersection.
o Improve connectivity between Calle
Carillo and Mingus Shadows Drive
(Map ID #12).
Public Comment on Map ID #2:
• A welcome addition, but some
sort of traffic calming devices
would be necessary.
• Major Wash between Palisade
Drive and Lincoln Drive.
Groseta Ranch Road is a better
choice.
Public Comment on Map ID#4:
• This project would be easy to
complete.
Public Comment on Map ID #3:
• Taking truck traffic along SR
89A and through town is a
short term non-solution. The
town is a vehicular dead end.
Rail needs to be developed for
both Clarkdale Metals and Salt
River Materials.
Public Comment on Map ID#6:
• There are no options that I see
or are proposed. No land and
no money. The only solution
for the volume of traffic
projected for Salt River is rail.
You are not bringing truck
traffic through my residential
neighborhood on Old Jerome
Highway.
Public Comment on Map ID #5:
• What precisely is multimodal?
Bus would be good. Light rail
possible? Truck traffic for the
Clarkdale industrial
(“sustainable” facilities). No,
there will be a battle over this
site.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 61 Final Report
February 2011
o Upgrade Minerich Road and extend it south to Black Hills Drive to improve
connectivity and facilitate emergency
access and response (Map ID #13).
o Improve connectivity between Black
Hills Drive and Mesquite Hills Drive
(Map ID #14).
o Three sites are being reviewed for the
Clarkdale Sustainability Park. New road
connections will be needed to
accommodate access and mobility to
this potential employment center. (Map
ID #15). Any additional development
east of the Verde River on the north end
of town would require a bridge over the
river to Sycamore Canyon Road. Some
of the prospective industrial
development sites are “road locked”
without a lot of choices for access.
o Resurfacing of streets is needed on Rincon Drive, Hopi Drive, River Rat Road,
Rio Lane, and Vista Lane (Map ID
#16).
o Resurfacing is needed on streets in the
Centerville area (Map ID #17).
o Improve the bridge at Bitter Creek with
traffic signage and lighting (Map ID #19).
• ADOT’s 2010 Statewide Transportation Planning Framework Study (bqAZ Statewide
Technical Team, October 2009) depicted conceptual corridors for future transportation
facilities (shown as Principal Arterials) that extend west from Clarkdale and connect to
SR 89 north of Prescott and Chino Valley. The projected timeframe for these facilities is
between 2030 and 2050. These facilities, as shown in the Framework Study, would not
replace the existing SR 89A segment through Jerome. Rather, the two conceptual
facilities would depart to the northwest from SR 89A just west of Jerome; the facilities
then diverge with one facility heading west and linking to a future parkway and freeway
that connects to Chino Valley. The other facility heads north and west, reaching SR 89
approximately 20 miles north of Chino Valley. These facilities are shown exhibited in
Figure 21 – 2050 Recommended Statewide Transportation Planning Framework
Study, Roadway Plan in Clarkdale Area
• While these facilities are outside of Town limits, and of the study limits, they would
significantly impact circulation within the Town.
• Two recent severe crashes at roundabouts indicated that education may be needed on
using the roundabouts.
Public Comment on Map ID #17:
• There are far worse streets in
Clarkdale than those in
Centerville.
Public Comment on Map ID#7:
• Roundabouts are universally
hated. As you well know from
the backlash on I-17 at
Anthem.
Public Comment on Map ID #15:
• Don’t count those facilities
before they hatch. There will
be a battle royal over the
Tuzigoot site. Again,
increasing truck traffic is not
smart, not green, not
sustainable, not acceptable.
Rail is okay.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 62 Final Report
February 2011
3.3 Bicycle and Pedestrian Needs and Deficiencies
• The Town of Clarkdale currently lacks a connected bicycle route network. The General
Plan (2002) states that there is a general perception that bicycling on streets is unsafe due
to poor surface conditions, a lack of adequate roadway width, and the lack of an
interconnected bicycle routes system. Bicycle and pedestrian improvements are needed
throughout the Town, including identification and designation of an interconnected and
continuous network of bicycle routes, and improvements to these routes such as bicycle
lanes or shoulder widening. GIS information provided by the Town included designation
of the following as bicycle routes, although they do not have bicycle lanes:
o Main Street, between Cement Plant Road and 16th Street: currently there are no
paved shoulders between Cement Plant Road and 16th Street.
o 11th Street (Clarkdale Parkway), between 89A and 1st South Street: this road does
not have paved shoulders, however traffic volumes are low and it serves
residential areas. This road is planned to have 4 foot bike lanes and sidewalks
installed under a transportation enhancement grant.
o SR 89A, between 11th Street and 0.18 miles south of Pine Shadows Boulevard:
the recently completed construction on SR 89A did not include bicycle lanes.
o Broadway, between Main Street and Clarkdale Town Limits: with exception to
near the intersection of Tuzigoot Road, there are no paved shoulders in this area
o Centerville Road: currently planned to be completed, this road can provide a
good east-west bicycle route when paved with shoulders.
• Stakeholders expressed a need for improved multimodal accommodation and
connectivity to Tuzigoot National Monument (Refer to Map ID #5).
• Sidewalk discontinuities were identified:
o Black Hills Drive: Haskell Springs
Road to Gerry Sue Drive (Map ID #8).
o Broadway: Second North Street to Patio
Park neighborhood (Map ID #9).
• Stakeholders expressed a need for pedestrian improvements throughout Town. The
Town has begun to address this need through the two recent transportation projects.
Public Comment on Map ID #8:
• Agreed. However, please don’t
consider any excessive
lighting.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 63 Final Report
February 2011
Figure 21 – 2050 Recommended Statewide Transportation Planning Framework
Study, Roadway Plan in Clarkdale Area
Source: 2010 Statewide Transportation Planning Framework, Final Report, March 2010
Map ID numbers correlate to
needs as described in Section
3.2, 3.3, and 3.4
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 64 Final Report
February 2011
1. SR 89A Pedestrian Sidewalk Project (Map ID #10). This ADOT project
involves the construction of 6 foot sidewalks on the both sides from Cement
Plant Road to Black Hills Drive (in Cottonwood).
2. Clarkdale Parkway Pedestrian/Bicycle Enhancement Project (Map ID #11) - This
awarded enhancement project involves the construction of 6 foot sidewalks along
the south side of Clarkdale Parkway (11th Street) from SR 89A to First South
Street, and 4 foot wide bike lanes (as mentioned above). This project will
enhance bicycle and pedestrian travel between downtown Clarkdale and SR 89A.
• The Verde Valley Regional Trails Plan has been developed and there is a desire to
interconnect trails and develop a “rails to trails” system. The trails plan should be
implemented. A priority, as indicated in discussions on potential Community
Development Block Grant projects, is to reconstruct the bridge and Benatz Trail from
Third North Street to Broadway (Map ID #18).
• 76 crosswalks have been identified as in need of improvements to comply with ADA
guidelines.
3.4 Transit Needs and Deficiencies
• LTAF funding which was partially used to fund the Cottonwood Area Transit System is
no longer available.
• The Cottonwood Area Transit System currently limits its fixed route operations in
Clarkdale to major roads, and attempts to stay out of residential neighborhoods. The
noise of the diesel buses is the main concern keeping the buses off of neighborhood
streets. Town government supported the idea of a fixed route through some
neighborhoods, but funding is a consideration.
• Stakeholders discussed an opportunity to minimize vehicular traffic on SR 89A by
providing a shuttle service from Clarkdale to Jerome. A parking and staging area for the
shuttle service would be required.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 65 Final Report
February 2011
4 RECOMMENDED PROJECTS
This chapter describes recommended projects that address the needs and deficiencies identified
through the engineering analyses conducted in Working Papers 1 and 2, as well as input from
stakeholders and the public. The projects are divided into the following categories:
• Roadway Projects
• Bicycle Projects
• Pedestrian Projects
• Transit Projects
4.1 Recommended Roadway Projects
Roadway needs in the Clarkdale area primarily relate to providing improved street and
neighborhood connectivity, better accommodation of truck traffic, and traffic generated from
planned new developments. Recommended projects were developed to meet roadway needs,
which will ultimately enhance connectivity throughout the Town. The recommended projects are
summarized in Table 4-1. Each of these projects is exhibited in Figure 22, and described in
more detail in the project sheets that follow. The location of the project appears as a blue line (as
appropriate). The projects are referenced by the identification numbers listed in Table 4-1, and
include a brief description, project justification, planning level cost estimate, and comments on
major design constraints identified during field reviews of the project areas.
It is recommended that new road projects be designed as “Complete Streets.” According to the
National Complete Streets Coalition, Complete Streets are designed and operated to enable safe
access for all users. Pedestrians, bicyclists, motorists and transit riders of all ages and abilities
must be able to safely move along and across a Complete Street.
Since each Complete Streets is unique, it is impossible to give a single description for a Complete
Street. However, ingredients commonly found on a Complete Street include sidewalks, bicycle
lanes (or wide paved shoulders), comfortable and accessible transit stops, frequent crossing
opportunities for pedestrians, median islands, accessible pedestrian signals, and curb extensions.
A Complete Street in a rural area will look quite different from a Complete Streets in a highly
urban area, but both are designed to balance safety and convenience for everyone using the road,
including bicyclists, pedestrians, children, and the elderly.
Estimated project costs are provided for each recommended project in Table 4-1. For new road
construction, a per-lane mile cost estimate was developed based on recent bid tabs for
construction projects. The per-lane mile cost was estimated at $800,000 per lane mile. The cost
estimate was developed based on a pavement section of 4 inches of asphalt over an 8 inch
aggregate base. It was designed to include construction items such as small retaining walls,
relocation of mailboxes, grading, sidewalks, relocating utilities, and moderate drainage costs.
The cost estimates do not include right-of-way costs or major bridge/drainage structures.
Shoulder widening to accommodate bicycle lanes was estimated at $250,000 per mile (for
improved shoulders and bicycle lanes on both sides of the roadway).
Sidewalk costs, unless otherwise available from other sources, were developed based on a 5-foot
sidewalk. A cost of $5.00 per square foot of sidewalk was assumed for the sidewalk cost, or
$264,000 per mile, assuming sidewalks on both sides of the street.
Design and administration costs were estimated to be 20 percent of the construction cost.
091374034 Clarkdale Transportation Study
2011 02 17 Final Report 66 Final Report
February 2011
Bus shelters were estimated at $17,000 per shelter, based on information in the Verde Valley:
RoadRunner and CAT Rural Transit Five Year Plan (May, 2009).
Table 4-1 – Recommended Future Roadway Projects
Need or
Deficiency
Project
Number
Project Location Project Description
Improve street and
neighborhood
connectivity
R-1 Mescal Spur Road, Minerich Road
to Rhinos Place
Construct new two-lane road,
0.32 miles
R-2 Mescal Spur Road, Old Jerome
Highway to SR 89A
Construct new two-lane road,
0.20 miles
R-3 Lincoln Drive, east terminus to
Palisade Drive/Verde Street
intersection
Construct new two-lane
roadway, 0.31 miles
R-4 Minerich Road, Abbey Road North
to Haskell Springs Road / Black
Hills Drive
Construct new 2-lane road,
0.37 miles
R-5 Minerich Road, Old Jerome
Highway to Abbey Road North
Reconstruct 2-lane road, 0.62
miles
R-6 Centerville Road, SR 89A to
current west terminus
Construct new 2-lane road,
0.23 miles
R-7 Centerville Road, 0.1 mile south of
Randall Road to South Broadway
Construct new 2-lane road,
0.17 miles
R-8 Calle Carrillo, southern terminus to
Mingus Shadows Drive
Construct new two lane road,
0.05 miles
R-9 Clarkdale Sustainability Park
access (location to be determined
Construct roadway connection
to serve Clarkdale
Sustainability Park (site to be
determined)
R-10 Access road from Black Hills Drive
to Mesquite Hills Drive. Exact
location to