Lake Havasu City small area transportation study update

              Lake Havasu City Transportation Study
March 2005
FINAL REPORT
Prepared for
TECHNICAL ADVISORY COMMITTEE MEMBERS
Dave Barber, WACOG
Mark Clark, LHC Transportation Division
Larry Didion, LHC Community Development
Joe Fiumara, LHC Police Department
Jim Keane, LHC Engineering
Wendy Kemp, LHC Transportation Division
Ken Paetz, ADOT
Val Striyle, City Council
Bob Whelan, Mayor
James Zumph, ADOT
Prepared by:
Final Report Lake Havasu City Transportation Study
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TABLE OF CONTENTS
Page
I. INTRODUCTION 1
A. Background 1
B. Study Process 1
C. Study Area 2
D. Public Involvement 2
II. GOALS, POLICIES, & OBJECTIVES 4
III. EXISTING CONDITIONS 7
A. Land Use 7
B. Socioeconomic Data 8
C. Existing Street System 13
D. Existing Traffic 15
E. Operating Conditions 19
IV. FUTURE CONDITIONS 22
A. Growth Forecasts 22
B. Planned Street System 22
C. Travel Forecasting Model 26
D. Travel Forecasts 31
E. Operating Conditions 34
V. ALTERNATIVES AND ANALYSIS 37
A. Evaluation Measures 37
B. Description of Cross Sections 38
C. Potential Improvements 40
D. Special Topics 54
VI. RECOMMENDED PLAN 72
A. Recommended Plan 72
B. Title VI Review 77
C. Implementation 78
D. Cost/Revenue 87
APPENDIX 90
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LIST OF TABLES
Page
Table 1 Population Growth, 1990 to 2000 8
Table 2 Existing Population by TAZ 10
Table 3 Employment in Study Area 11
Table 4 2000 Racial Demographics 12
Table 5 Low Income and Disabled Population 12
Table 6 Existing Right of Way Widths 13
Table 7 Road Segment Daily Volumes for LOS D 20
Table 8 Build Out Population and Employment 23
Table 9 Screenline Comparisons 31
Table 10 Traffic Growth Across Screenlines 33
Table 11 Proposed Speed Limit Changes (preliminary) 57
Table 12 Summary of Recommended Projects 74
Table 13 Possible Functional Classification Modifications 77
Table 14 Group 1 Projects 83
Table 15 Group 2 Projects 84
Table 16 Group 3 Projects 86
Table 17 Cost Summary 87
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LIST OF FIGURES
Page
Figure 1 Study Area 3
Figure 2 TAZ Map 9
Figure 3 Existing Number of Lanes 14
Figure 4 Existing Speed Limits 16
Figure 5 Existing Functional Classification System 17
Figure 6 Existing ADT 18
Figure 7 Existing V/C Ratio 21
Figure 8 Travel Forecasting Process 27
Figure 9 Screenlines 30
Figure 10 2030 Traffic Forecasts 32
Figure 11 2030 Level of Service 35
Figure 12 Issue Areas 36
Figure 13 Mesquite/Swanson One Way: Lake Havasu Ave to Smoketree 42
Figure 14 Mesquite/Swanson One Way: Lake Havasu Ave to Acoma 43
Figure 15 Lake Havasu Extension & North Area Circulation 45
Figure 16 West Frontage Road 46
Figure 17 2nd Bridge Connection to London Bridge Road 48
Figure 18 2nd Bridge Connection to SR 95 49
Figure 19 North South Corridor 51
Figure 20 Parkway Volume 53
Figure 21 Proposed Speed Limits 58
Figure 22 Recommended Plan 73
Figure 23 Percentage of Low Income, Minority, and Elderly Populations 79
Figure 24 Group 1 Projects (2006-2010) 80
Figure 25 Group 2 Projects (2011-2015) 81
Figure 26 Group 3 Projects (2016-2025) 82
Final Report Lake Havasu City Transportation Study
Introduction
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I. INTRODUCTION
This Transportation Study has been undertaken because of the continued high rate
of growth within Lake Havasu City and the surrounding unincorporated areas of
Mohave County. The purpose of this study is to evaluate the demand on the
arterial street system and to develop a roadway plan to accommodate that
demand. This study builds upon the SATS reports developed in 1991 and 1997
which were also incorporated in the 1994 and 2002 Lake Havasu City General Plan
and Plan Updates.
A Background
According to the 2000 census, Lake Havasu City, like many cities and towns in
Arizona, has had significant growth. The population for the City increased from
24,363 in 1990 to 41,938 in 2000, a growth of 72 percent. The 2004 population
estimate for the City was 52,205 people (Arizona Department of Economic
Security, July 1, 2004). Mohave County had a 66 percent growth rate from 1990 to
2000. With this growth comes a need to provide additional infrastructure, which
includes the transportation system.
B. Study Process
In order to complete the study, there are a number of work tasks that are
performed. During the course of the project, products were prepared to document
the results of certain work tasks. These products, submitted in draft form and
subject to review and comment, form the basis of the final report.
The products prepared during the course of the study include:
• Transportation Goals, Policies, and Objectives
• Summary of Existing Conditions
• Summary of Future Conditions
• Summary of Transportation Options
• Summary of Public Meeting
• Draft Final Report
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Introduction
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This report is the Final Report and presents information on existing and future
conditions, alternatives to accommodate future growth, the recommended street
plan, and implementation.
A Technical Advisory Committee made up of elected officials and staff from the
City, Western Arizona Council of Governments (WACOG) and ADOT guided the
study. The TAC provided input throughout the course of the study and reviewed
deliverables.
C. Study Area
The study area includes the corporate limits of Lake Havasu City. In addition, a
portion of Mohave County surrounding the City is also part of the study area.
Generally, the study area extends from the airport on the north, to the Mohave
Mountains on the east, to Sara Park on the south, and to the Lake on the west.
The study area is shown in Figure 1.
D. Public Involvement
Public participation is an integral part of a transportation planning study. As part of
the Lake Havasu City Transportation Study, input was obtained from the public and
elected officials. Also, the Draft Report was presented to the City Council at a
regularly scheduled meeting. A summary of the public involvement activities is
described below.
Public Meetings
Two Public Open Houses were held to present information and to receive citizen
comments on issues and concerns with the transportation system in Lake Havasu
City. The meetings were held on May 19, 2004 and November 17, 2004.
The meetings were staffed by City, ADOT and consultant personnel who were
available to provide information, answer questions, and receive comments.
Exhibits related to the Transportation Study were provided. Comment forms were
made available for use in submitting written comments. The comments were
summarized and presented to the Technical Advisory Committee for consideration.
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Introduction
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Final Report Lake Havasu City Transportation Study
Goals, Policies and Objectives
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II. GOALS, POLICIES AND OBJECTIVES
The Lake Havasu City General Plan 2002 includes three goals for the future
transportation system throughout the City. The goals and policies were reviewed
by the TAC as part of the Small Area Transportation Study process. The goals and
associated policies are listed below (Lake Havasu City General Plan 2002, pages
56-58).
Goal: Provide for the mobility of all segments of the
population in an efficient, cost-effective, and safe
multimodal transportation system.
Policies:
1. Maximize circulation access to community activity centers
such as the downtown area bounded by Mesquite, Swanson,
Lake Havasu, and Acoma Avenues; the hospital and other
emergency services; employment and retail centers along
Highway 95 and at the airport; and recreational areas along
the waterfront, Island, and parks.
2. Prioritize transportation improvements and aggressively
pursue federal, state, local, and private funding sources for the
development of the circulation system.
3. A balance of transportation modes should be attained and
maintained to provide mobility for those who cannot or choose
not to drive motor vehicles. Create a transit system, beyond
the existing door-to-door service, that connects residential,
commercial, employment, and activity/recreational areas to
provide travel options.
4. Develop Standard Guidelines for Transportation-Related
Projects that build upon the foundation provided in the
Transportation/Circulation Element.
5. Ensure that multimodal services and facilities are connected to
provide a “seamless” system. This requires that someone can
walk or bicycle to catch a bus or that park-and-ride facilities
are provided in close proximity to highways.
6. Transportation improvements must build upon the existing
system to promote system efficiency and ensure connections.
7. When reviewing new projects, traffic impacts must be
analyzed. New development must not degrade mobility as a
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Goals, Policies and Objectives
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result of its development. If the development negatively
impacts mobility, mitigation strategies must be addressed.
8. Embrace promising transportation and information
technologies to promote system efficiencies such as
coordinated signalization systems and other means of
optimizing traffic flow.
9. Relieve traffic congestion associated with accidents by
increasing coordination and communication between
responding agencies.
10. Develop design guidelines to retrofit existing roadways to
connect out to the parkway.
11. Minimize congestion by designing streets with adequate
capacity for peak travel demands.
12. Minimize rights-of-way costs associated with transportation
projects through early acquisition of properties for planned
facilities.
13. Provide a transportation circulation system that fosters an
aesthetically pleasing community image.
14. Maintain the integrity of residential neighborhoods by creating
an appropriate and supportive circulation system.
15. Improve all arterial connector streets and future Highway 95
improvements to include boulevard-style green space for
parkway amenities to add consistency and a higher quality
image to the community from the traveler’s perspective.
Goal: Develop a basic network of facilities to serve
pedestrians and bicyclists.
Policies:
1. Encourage land uses that foster pedestrian and bicycle travel.
2. Emphasize pedestrian and bicycle facilities within and
between developments to encourage walking and bicycling as
major modes of travel. Require pedestrian circulation plans to
be submitted, along with vehicular circulation plans, as a part
of the review process for new development proposals.
3. Encourage pedestrian- and bicycle-friendly areas on widened
roadways.
4. Develop pedestrian and bicycle standards that provide
American Disabilities Act (ADA) accessible surface and
clearance for all pedestrian areas where possible.
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Goals, Policies and Objectives
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5. Utilize traffic-calming techniques in pedestrian areas to reduce
vehicular speed limits and encourage a bicycle- and
pedestrian-friendly environment.
6. Provide bicycle-friendly areas on all arterials throughout the
Lake Havasu City planning area.
7. Encourage pedestrian and bicycle trips to all major
employment, commercial, and activity centers by ensuring that
adequate storage/security (bike racks) facilities are made
available.
8. Implement the
Pedestrian and
Bike Path Plan
(1998) that
proposes a
comprehensive
system
throughout the
planning area.
Goal: Improve the access to and around the Island and
Shoreline.
Policies:
1. Provide facilities to support the recreational development of
the Island and Shoreline.
2. Encourage the development of the second bridge to the Island
area to promote the Island’s development.
3. McCulloch Boulevard and Beachcomber Boulevard on the
Island should be expanded to four lanes.
4. Develop bicycle access to the Island’s second bridge.
5. Continue to expand public access to the Island and Shoreline.
6. Create hiking/biking trails or paths along the Shoreline both on
the Island and Mainland.
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Existing Conditions
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III. EXISTING CONDITIONS
Existing conditions provide the baseline for the study. It provides for a review of
the current operating conditions as well as a basis for projecting future conditions.
Several measures of existing conditions, which have been selected for
documentation and analysis, include:
• Land use
• Socioeconomic data
• Environmental justice considerations
• Street system inventory
• Traffic counts
• Traffic analysis
Each of these measures is presented in the following subsections of this chapter.
A. LAND USE
An understanding of the land use data is important for understanding travel
characteristics in an area. Land use information is converted to population and
employment data for use in the travel modeling. Land use classifications include:
• residential
• commercial
• industrial
• public
In general, commercial areas are located along McCulloch Boulevard, Lake
Havasu Avenue, State Route 95, and on the Island. Industrial development and
other employment areas are at the Airport and along Industrial Boulevard, Kiowa
Boulevard, and London Bridge Road. Residential areas exist throughout the study
area. Public lands include parks, schools, and government facilities.
Major traffic generators in the study area include Lake Havasu Municipal Airport,
Havasu Regional Medical Center, Lake Havasu High School, Mohave Community
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Existing Conditions
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College, City Hall, downtown shopping area, Walmart shopping area, and the
London Bridge area commercial developments.
B. SOCIOECONOMIC DATA
Growth rates can be an indication of future growth and therefore are important in
developing traffic forecasts. Also, population and employment are direct inputs to
the travel-forecasting model to determine the number of trips being made each
day. Specifically, in the traffic model, population produces trips and employment
attracts trips.
Population data for Arizona, Mohave County and Lake Havasu City is presented in
Table 1 for the years 1990 and 2000. As shown in the table, the highest growth
rate from 1990 to 2000 was calculated for Lake Havasu City with an 84% increase.
TABLE 1
POPULATION GROWTH, 1990 to 2000
1990 2000 2004
Percent
Change
(1990-
2000)
Percent
Change
(2000-
2004)
Arizona 3,665,339 5,130,632 5,832,150 40% 14%
Mohave County 93,497 155,032 180,210 66% 16%
Lake Havasu City 24,363 41,938 52,205 72% 25%
To tabulate existing and future population and employment data, a system of traffic
analysis zones have been established for the area. Traffic analysis zones (TAZs)
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. The study area has 121 TAZs
that are shown in Figure 2. Two of the zones represent external zones at the edge
of the study area on SR 95. Population for Lake Havasu City study area (including
the surrounding unincorporated area) is presented for the year 2004 by TAZ in
Table 2.
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Existing Conditions
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TABLE 2
EXISTING POPULATION by TAZ
TAZ EXISTING
POPULATION TAZ EXISTING
POPULATION TAZ EXISTING
POPULATION TAZ EXISTING
POPULATION
1 NA 32 148 63 340 94 1171
2 NA 33 544 64 50 95 646
3 1251 34 707 65 941 96 282
4 557 35 1193 66 50 97 291
5 724 36 614 67 0 98 221
6 928 37 288 68 336 99 421
7 273 38 1431 69 0 100 633
8 137 39 692 70 6 101 633
9 794 40 1489 71 2 102 1036
10 677 41 1182 72 225 103 1130
11 1494 42 872 73 102 104 1659
12 7 43 1984 74 4 105 1101
13 4 44 148 75 479 106 2
14 7 45 1444 76 93 107 0
15 358 46 364 77 728 108 0
16 191 47 4 78 197 109 4
17 2030 48 646 79 367 110 0
18 898 49 0 80 1659 111 0
19 509 50 0 81 1184 112 0
20 50 51 646 82 180 113 4
21 97 52 0 83 651 114 0
22 2 53 0 84 696 115 67
23 180 54 0 85 1329 116 0
24 0 55 0 86 1433 117 351
25 0 56 0 87 1123 118 2
26 206 57 0 88 251 119 609
27 256 58 340 89 494 120 2
28 7 59 6 90 1171 121 0
29 379 60 2 91 646
30 167 61 588 92 282
31 0 62 509 93 291 TOTAL 54,241
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Existing Conditions
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The employment data presented here is an estimate of the number of people
employed within the study area. The information is based on employment data of
major employers and previous studies. The number of employees in the study
area is shown in Table 3. As shown in the table, employees in the area have
increased by nearly 57% in the ten years between 1990 and 2000. Downtown is a
major employment center. Other large employers include the City of Lake Havasu
City, Mohave Community College, Sterilite, Utility companies, and Havasu
Regional Medical Center.
TABLE 3
EMPLOYMENT IN STUDY AREA
Year Employees
1990 11,800
2000 18,500
Title VI Populations
Title VI of the Civil Rights Act of 1964 and related statutes assure that individuals
are not subjected to discrimination on the basis of race, color, national origin, age,
sex, or disability. In February 1994, President Clinton signed Executive Order
12898, “Federal Actions to Address Environmental Justice in Minority Populations
and Low-Income Populations.” The purpose of the order was to focus attention on
the “environmental and human health conditions in minority communities and low-income
communities with the goal of achieving environmental justice.” The Order
does not supersede existing laws or regulations; rather, it requires consideration
and inclusion of these targeted populations as mandated in previous legislation
including:
• Title VI of the Civil Rights Act of 1964
• National Environmental Policy Act of 1969 (NEPA)
• Section 309 of the Clean Air Act
• Freedom of Information Act
The U.S. Department of Transportation issued its final order to implement the
provisions of Executive Order 12898 on April 15, 1997. This final order requires
that information be obtained concerning the race, color or national origin, and
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income level of populations served or affected by proposed programs, policies, and
activities. It further requires that steps be taken to avoid disproportionately high
and adverse impacts on these populations.
One of the first steps in assuring environmental justice is the identification of those
populations specifically targeted by the Order – minority and low-income
populations.
According to the 2000 U.S. Census, the racial composition of Lake Havasu City
was predominantly white with about 12.9 percent minorities as shown in Table 4.
TABLE 4
2000 RACIAL DEMOGRAPHICS (by percentage)
AREA
WHITE
NOT
HISPANIC
AFRICAN
AMERICAN
NATIVE
AMERICAN ASIAN OTHER
HISPANIC
OR
LATINO
Lake Havasu
City 87.1% 0.5% 1.0% 1.0% 2.5% 7.9%
The Executive Order also requires the consideration of persons older than 60 years
of age. According to the 2000 U.S. Census, approximately 33 percent of the
population in Lake Havasu City is 60 years or older. In addition, the Order
mandates that impacts on low-income people must also be considered. There are
nearly 4,000 people living below the poverty level according to the 2000 Census
data. Socioeconomic data for the year 2000 for Lake Havasu City and Mohave
County are listed in Table 5.
TABLE 5
LOW INCOME AND DISABLED POPULATION
LAKE HAVASU
CITY
MOHAVE
COUNTY
Females 50.8% 50.3%
Males 49.2% 49.7%
Persons with disability 25% 24%
Persons over age 60 33% 27%
Persons living below the poverty level 10% 14%
SOURCE: US Bureau of the Census, Census 2000
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Existing Conditions
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An assessment of the impacts on the named populations from any of the proposed
roadway improvements is presented in Chapter VI.
C. Existing Street System
The existing street system is described in detail in the following sections. The
existing street system in Lake Havasu City is composed of a state highway, an
arterial street system, and collector and local streets. The cross-sections of the
existing roadways vary from five-lane paved with curb and gutter to a few two-lane
unpaved streets in the unincorporated areas.
The street system inventory for the roadways within the study area included:
• Right of way
• Pavement widths
• Number of lanes
The existing right of way widths for the roadways within the City are based on the
type of roadway. The right of way widths, which were established as part of the
original master plan for the City, are listed in Table 6. Also shown in the table are
the curb-to-curb pavement widths by type of roadway. The existing number of
lanes is shown in Figure 3.
TABLE 6
EXISTING RIGHT OF WAY WIDTHS
Roadway Type Right-of Way Pavement Width
Boulevards 84 feet 54 feet
Avenues 70 feet 44 feet
Drives 60 feet 42 feet
Cul-de-sacs 50 feet 36 feet
There are some exceptions to these standards, including both Chenoweth and
London Bridge Road which have right of ways or easements of 100’.
Beachcomber and McCulloch, on the Island, have easements of 200’. The
Parkway will have a right of way of 200’ or more.
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Existing Conditions
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Speed Limits
Lake Havasu City recognizes the need to have reasonable, enforceable and safe
speed limits throughout the community. Historically, Lake Havasu City has utilized
a rule of thumb that included a general 25 MPH speed limit for the majority of the
streets in the City. The more traveled avenues and boulevards are signed at 35
MPH and portions of London Bridge Road are signed at 45 MPH. The existing
speed limits are shown in Figure 4.
Functional Classification
The roles and standards for each type of roadway must be established in order to
plan an efficient and effective system. In general, State Route 95 provides regional
access to Lake Havasu City from other areas of the county and state. The role of
the state highway and arterials is to carry through traffic and to provide for the
mobility of the community. Whereas, the collector and local streets provide land
access and carry local traffic to the neighborhoods and distribute traffic to the
arterials. The existing federal functional classification system for Lake Havasu City
area streets is shown in Figure 5.
D. Existing Traffic
Existing daily traffic volumes on the street system in the study area are shown in
Figure 6. The data on City streets were obtained from counts conducted by the
City in 2002 and 2003. The traffic volumes on SR95 were obtained from ADOT.
The existing data on SR 95 were obtained prior to the completion of ADOT’s major
widening and improvement project of SR 95 from South McCulloch Blvd to north of
the airport.
As shown in the figure, the highest daily traffic volumes are on State Route 95
specifically, the segment between Acoma Boulevard West and Kiowa Boulevard
with 27,600 vehicles and the segment Industrial Boulevard and South Palo Verde
with 22,600 vehicles. Other high volume locations include Acoma Boulevard south
of McCulloch Boulevard with 17,000 vehicles, Lake Havasu Avenue south of
Mesquite with 15,200 vehicles, and McCulloch Boulevard west of Riviera with
15,000 vehicles.
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Existing Conditions
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E. Operating Conditions
A review of existing traffic conditions included an analysis of road segment traffic
operations. The results of the analysis are expressed in terms of level of service
(LOS). Level of service (LOS) is the term used to describe the degree of traffic
congestion.
The various levels of service range from A to F with A being the best operating
conditions and F being the worst operating conditions. 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 which can traverse the point.
The following section present the analysis of the traffic conditions along roadway
segments (daily traffic).
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Existing Conditions
Parsons Brinckerhoff 20
Roadway Segments
To examine the operating conditions of arterial street segments, the daily traffic
volumes are compared to LOS D volumes for various types of roadway as shown
in Table 7. If these standards are exceeded on a roadway, travel speeds are
greatly reduced and the ability to pass is restricted.
TABLE 7
ROADWAY SEGMENT DAILY VOLUMES FOR LOS D and CAPACITY
(Vehicles per day)
ROADWAY LANES DAILY VOLUME
at LOS D
DAILY VOLUME
at capacity
collector 2 through lanes 10,000 12,500
arterial 2 through & center left turn
lane 12,000 15,000
arterial 4 through & center left turn
lane 25,000 31,250
arterial 4 through & a median 27,500 34,375
State highway 4 lanes & a center left turn
lane 32,000 40,000
Based on the existing street system,
the current traffic volume forecasts
were compared to the volumes listed
in Table 6. Segments with volumes
exceeding the standards are
identified as deficiencies and are
shown in Figure 7.
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Existing Conditions
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Future Conditions
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IV. FUTURE CONDITIONS
The Lake Havasu City area population and employment has steadily increased
over the last fourteen years. The impact of this growth on the transportation
system needs to be quantified so that necessary improvements can be identified
and programmed for implementation.
The horizon year for this transportation study is 2030.
A. Growth Forecasts
The primary measure of growth used in this study was population and employment.
The current population of the Lake Havasu City area is 52,205 and there are
23,305 people employed there. The population and employment in the study area
is tabulated by traffic analysis zones (TAZs) for use in the travel forecasting model.
Population and employment forecasts for the year 2030 are based on information
presented in the Lake Havasu City General Plan as well as input from City staff.
The estimated population for the horizon year is 103,804. The future employment
was estimated using a similar employment to population ratio as exists today as
well as input from City staff. The estimated future employment is 42,760 people.
The General Plan was used to allocate the employment increase in the City.
Overall, population growth is spread throughout the City with the north and
northeast areas showing a high percentage increase. Employment increases are
expected throughout the City with no one area of concentration. The projected
population and employment by TAZ is shown in Table 8.
B. Planned Street System
In order to perform an analysis of future traffic operations, a future base street
system must be established. The future base street system for this analysis
assumes that the existing street system is maintained and there are no additions.
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TABLE 8
BUILD OUT POPULATION AND EMPLOYMENT
EMPLOYMENT
TAZ POPULATION
Retail General Office Total
1 0 0 0 0 0
2 0 0 0 0 0
3 2517 75 50 75 200
4 1139 0 0 0 0
5 1262 25 25 25 75
6 1587 50 75 25 150
7 432 25 0 0 25
8 271 0 0 0 0
9 1626 25 25 0 50
10 1239 0 75 0 75
11 2462 25 25 25 75
12 23 300 250 200 750
13 21 50 50 0 100
14 19 450 200 100 750
15 1951 100 25 25 150
16 1151 50 150 75 275
17 6593 0 75 110 185
18 2039 25 50 25 100
19 1406 25 75 0 100
20 50 100 100 50 250
21 165 450 450 350 1250
22 5 625 250 125 1000
23 408 350 150 150 650
24 0 75 75 25 175
25 5 300 350 100 750
26 269 200 300 50 550
27 327 100 200 50 350
28 14 150 100 75 325
29 1499 1750 1750 300 3800
30 211 250 250 50 550
31 0 250 75 25 350
32 188 50 400 100 550
33 1086 350 500 300 1150
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Future Conditions
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TABLE 8 (continued)
BUILD OUT POPULATION AND EMPLOYMENT
EMPLOYMENT
TAZ POPULATION
Retail General Office Total
34 1422 550 150 150 850
35 2044 25 25 25 75
36 1032 25 25 25 75
37 499 25 0 0 25
38 2348 25 25 50 100
39 1176 300 150 50 500
40 2336 300 100 25 425
41 2223 0 25 0 25
42 1455 100 25 25 150
43 3246 0 100 0 100
44 188 25 75 50 150
45 1986 25 50 75 150
46 557 75 100 75 250
47 5 75 150 50 275
48 930 100 125 75 300
49 0 100 50 50 200
50 0 500 100 100 700
51 930 600 100 75 775
52 0 200 75 50 325
53 7 450 125 125 700
54 0 125 25 50 200
55 0 500 0 50 550
56 0 150 150 300 600
57 0 150 50 100 300
58 513 325 175 75 575
59 12 300 75 50 425
60 2 350 600 175 1125
61 951 0 50 50 100
62 807 50 50 0 100
63 506 50 100 75 225
64 500 225 25 25 275
65 1596 25 25 0 50
66 500 200 25 0 225
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TABLE 8 (continued)
BUILD OUT POPULATION AND EMPLOYMENT
EMPLOYMENT
TAZ POPULATION
Retail General Office Total
67 0 200 300 25 525
68 610 0 125 25 150
69 0 50 50 50 150
70 28 350 225 50 625
71 2 175 100 25 300
72 334 275 1700 200 2175
73 218 175 300 25 500
74 7 300 525 125 950
75 800 0 125 25 150
76 155 50 50 50 150
77 1176 0 25 0 25
78 290 0 0 0 0
79 856 275 275 175 725
80 3327 300 25 0 325
81 2322 375 300 150 825
82 408 175 100 25 300
83 1218 100 25 25 150
84 1582 0 100 0 100
85 2420 25 100 50 175
86 2703 0 25 25 50
87 2169 0 0 0 0
88 399 0 150 25 175
89 858 0 100 25 125
90 1898 50 75 25 150
91 1169 600 50 50 700
92 543 25 0 25 50
93 501 0 0 0 0
94 364 75 50 25 150
95 728 250 150 450 850
96 1046 25 25 25 75
97 986 0 50 0 50
98 1703 50 100 50 200
99 1782 25 0 0 25
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TABLE 8 (continued)
BUILD OUT POPULATION AND EMPLOYMENT
EMPLOYMENT
TAZ POPULATION
Retail General Office Total
100 2745 0 0 0 0
101 1907 25 25 25 75
102 200 0 50 0 50
103 500 50 25 25 100
104 500 25 25 25 75
105 500 50 25 25 100
106 500 25 25 25 75
107 500 100 50 50 200
108 500 25 25 25 75
109 500 50 25 25 100
110 1350 25 25 25 75
111 500 75 75 50 200
112 250 75 50 75 200
113 476 200 225 225 650
114 9 0 700 100 800
115 766 0 50 50 100
116 250 50 0 0 50
117 250 50 200 100 350
118 13 2000 0 250 2250
119 500 0 25 0 25
120 500 175 225 100 500
121 250 50 75 25 150
TOTAL 103,804 19,150 16,175 7,435 42,760
C. Travel Forecasting Model
The transportation modeling procedure involves a number of steps. A flow chart
summary of the process is presented in Figure 8. To begin with, there are two
distinct sets of tasks to be performed which provide the input to a third set. One
set involves the compilation of land use data and trip generation rates for the study
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area. This information is then used to calculate trip productions and attractions for
each zone.
The other set of concurrent tasks which need to be completed includes the
identification of the street system to be included in the model and the development
of the highway network to represent the street system. The network data includes
the TAZs (traffic analysis zones), street segment lengths, speed, and capacity.
Using the street segment lengths and speeds in the network, the minimum time
paths between zones are determined.
The productions and attractions for each zone and the minimum paths between
zones are used as the inputs to the third set of tasks, the trip distribution and
assignment process. Trip distribution is accomplished using a mathematical
model. The most commonly used distribution model is the gravity model which
assumes that the attraction of trips between zones is inversely proportional to the
distance between zones. The result of the gravity model is a trip table which is a
matrix of all trips distributed to/from each zone. These trips are then assigned to
the street system, via the minimum paths (based on time) to produce traffic
forecasts for the network.
Model Calibration
Before the transportation model can be used to forecast traffic volumes, the
model's representation of existing traffic conditions must be validated. The first
step was to convert the 1997 model from TRANPLAN to TP+ and to develop the
existing land use data for each zone. Then, trip generation, distribution and
assignment are performed using the modeling software. The result is a loaded
highway network with computer-simulated volumes.
The converted network was verified to make sure it properly represents the existing
street system.
Trip generation rates were also derived from published sources and previous
models developed for cities and towns in Arizona. From these rates, the total
number of trips generated in each internal zone was calculated to identify the
relative trip intensity of each of the zones. The rates were adjusted for the Lake
Havasu City area to account for the tourist and seasonal population.
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In addition to the trips generated by internal zones, the amount of traffic generated
by the external zones needs to be estimated. External zones represent traffic
entering and exiting the model area from outside the City’s planning area. Traffic
from external zones is distributed as through traffic to another external zone or as
internal trips to a TAZ.
The traffic assignment was accomplished using a capacity restrained process. The
capacity restrained assignment is an effort to replicate the actual traffic condition
based on the capacity of the streets. If the volume on a road reaches capacity, the
path times are re-calculated and the traffic is then re-assigned to the shortest time
path.
Calibration Factors
The computer simulated volumes were compared to the existing traffic to
determine how well the existing conditions were being simulated. A number of
model parameters and factors can be adjusted to improve the simulation. This
adjustment process is the calibration of the model. The factors which can be
adjusted include the street segment speed and capacity, friction factors, and
intrazonal trip times. The friction factors are used to define the effect that the
distance between zones has on the relative attractiveness of trips between zones.
The intrazonal trip times add time to the trip within a zone so that a certain
percentage of trips must leave a zone to be satisfied.
Initially, coarse adjustments were made to the model to shift traffic and replicate
travel patterns. Before "fine tuning" the volumes, an additional check was made of
the overall traffic in the area using screenlines.
Screenlines
Another means of analyzing traffic movement in an area is by examining volumes
across screenlines. A screenline is an imaginary line across which all the traffic
flows can be counted and summed. This technique provides a convenient means
for examining major travel trends and removes the discrepancies that are inherent
in model generated volumes on individual street segments. The screenlines used
for this analysis are shown in Figure 9.
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In the calibration process, screenlines are used to verify the total amount of traffic
on area streets. If the total simulated traffic volume across a screenline is lower (or
higher) than the existing traffic volumes, then a percentage adjustment is made to
the computer simulated volumes across the screenline. This percentage is then
applied to adjust the individual forecasts. The comparison between existing and
simulated volumes indicates that the model results are reasonable and that existing
volumes are being replicated well. As shown in Table 9, the simulation volumes
across all but one of the screenlines are within 10 percent of existing traffic counts.
TABLE 9
SCREENLINE COMPARISONS
Existing vs. Model
SCREENLINE EXISTING DAILY
VOLUMES
MODEL DAILY
VOLUMES MODEL/EXISTING
1 35,500 38,500 1.08
2 58,000 63,200 1.09
3 40,000 39,800 1.00
4 63,800 68,100 1.07
5 14,700 18,000 1.22
6 45,000 43,000 0.96
D. Travel Forecasts
With the travel forecasting model properly calibrated, traffic forecasts can be
developed. The model input for the future condition was based on the population
and employment data and the planned street system previously described. In
addition, traffic at the external zones was increased to account for growth outside
the study area. The volumes at the externals were increased by 50% in
accordance with the Arizona Department of Economic Security population growth
forecasts for the State and Mohave County.
The daily forecasts for the year 2030 are shown in Figure 10. The forecasts were
derived from the model output and adjusted where appropriate. The
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adjustments were made to account for known estimation errors in the model and
remove discontinuities that are inevitable in model-generated numbers.
As expected, the daily traffic volumes on the street system throughout the study
are expected to increase between 2004 and 2030. It should be noted that the
traffic forecasts are based on the assumption that the growth rate and development
presented in the “Growth Forecasts” section occur by 2030.
In 2030, the highest traffic forecasts are projected for segments of SR 95, Lake
Havasu Avenue, and McCulloch Boulevard. Specifically, SR 95 between Acoma
and Kiowa would carry 46,000 vehicles per day, Lake Havasu Avenue would carry
32,000 vehicles per day between Mesquite and Swanson, and the bridge onto the
island would carry 42,000 vehicles per day. London Bridge Road also shows
significant percentage increases from 4,000 vehicles per day to 15,000 vehicles
per day.
Screenlines can also be used to examine the location and amount of traffic growth
in the area. Table 10 lists the existing traffic count and the 2030 forecasts for each
screenline. To document overall traffic growth, the percent increase between
existing and future is presented in the last column of the table.
As shown in the table, the highest growth is projected across screenlines number 1
and number 5.
TABLE 10
TRAFFIC GROWTH ACROSS SCREENLINES
Existing vs. 2030 Model
SCREENLINE EXISTING DAILY
VOLUMES
2030 FORECAST
VOLUMES % increase
1 35,500 75,000 211%
2 58,000 97,000 167%
3 40,000 75,000 188%
4 63,800 102,000 160%
5 14,700 31,000 211%
6 45,000 60,000 133%
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E. Operating Conditions
A review of future traffic conditions involved the analysis of projected road segment
traffic operations. The results of the analysis are expressed in terms of level of
service (LOS) as previously described in Chapter II.
The following section present the analysis of the traffic conditions along roadway
segments (daily traffic).
Roadway Segments
To examine the operating conditions of arterial street segments, the daily traffic
volumes are compared to LOS D volumes for various types of roadway as
previously shown in Table 7. If these standards are exceeded on a roadway, travel
speeds are greatly reduced and the ability to pass is restricted.
The 2030 forecasts were
compared to the volumes for
Level of Service D. Roadway
segments that are projected to
have LOS D or worse are shown
in Figure 11. A review of the
figure indicates that
approximately 38 miles of
roadways are expected to be at
LOS D or worse by 2030.
In addition to the level of service evaluation, a number of other mobility and
circulation issues were identified for study. These are summarized in Figure 12.
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V. ALTERNATIVES AND ANALYSIS
According to the City’s General Plan, at build out, Lake Havasu City will double in
population and employment. With this growth, comes an increase in traffic
volumes and a decrease in mobility and accessibility. The traffic forecasts and
operating conditions were presented in the previous chapter. In addition,
comments and concerns have been received from the public. This chapter
presents potential improvements and additions to the street system to address the
projected growth and transportation concerns.
A. Evaluation Measures
The evaluation measures are a list of factors that should be considered in the
review of a potential improvement project. The measures are not all quantifiable;
some are purely qualitative. The measures are included in the project descriptions
to identify potential benefits, impacts, and constraints. More detailed analysis of
the measures would be required during the concept development and design
phase of a project. The criteria and their means of measurement are described
below.
Cost
Construction cost estimates will be calculated for each potential improvement. The
costs are planning level costs based on a unit cost for each project type. The cost
is calculated in 2004 dollars and has not been adjusted for inflation. Costs are a
major factor in establishing priorities for improvements and are used to compare to
available revenue.
Right of Way Impacts
The need for new right of way for an improvement should be determined as early
as possible in the project development process since the acquisition of right of way
typically takes longer than the design and construction. This is a qualitative
measure that identifies if additional right of way is needed for a project.
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Building Acquisitions
This is a quantitative measure that documents the number of buildings expected to
be acquired as part of the improvement. The number is a conservative estimate at
the planning stage.
Relief of Congestion
Relief of congestion is a quantitative measure that compares the base condition
level of service with the LOS after the improvement. This measure gives an
indication of the overall impact of the improvement on the area transportation
system.
Traffic Service
This is a measure of the projected traffic volumes that an improvement is expected
to attract. The description of each improvement will include the daily traffic volume.
Mobility and Accessibility
This is a qualitative measure of the project’s ability to improve the circulation in an
area and provide access for new developments. It will be measured in terms of
improved travel time between activity centers.
Engineering Challenges
There can be unique conditions that must be overcome in order to develop a
feasible project. These often require special design features in order to construct a
project. Engineering challenges are identified in the project descriptions so that
they can be used in the prioritization of projects. Engineering challenges could
include drainage patterns, terrain, railroad crossings, and utilities.
B. Description of Cross Sections
The following section describes the features of the street cross sections that will be
considered in the evaluation of the potential improvements.
THREE LANE CROSS SECTION
The three-lane cross section provides one travel lane in each direction with a
center two way left turn lane. The cross section can include bike lanes, curb,
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gutter, and sidewalk. If curb, gutter, and sidewalk are not provided, 8’ shoulders
would be. At a major intersection, this cross section could be widened to provide
one left turn lane, two through lanes, and one right turn lane on each approach, if
warranted by the traffic volumes.
The suggested right of way for this cross section is 80 feet. The estimated
construction cost for one mile of this cross section would vary as described below.
• With curb, gutter, and sidewalk, no bike lanes $1.6 million per mile
• With curb, gutter, sidewalk, and bike lanes $1.8 million per mile
• With shoulders $1.0 million per mile
FIVE LANE CROSS SECTION
The five-lane cross section provides two travel lanes in each direction with a center
two way left turn lane. The cross section includes curb, gutter, and sidewalk and
may or may not have bike lanes. If curb, gutter, and sidewalk are not provided, 8’
shoulders would be. At a major intersection, this cross section could be widened to
provide two left turn lanes, two through lanes, and one right turn lane on each
approach, if warranted by the traffic volumes.
The suggested right of way for this cross section is 100 feet. The estimated
construction cost for one mile of this cross section would vary as described below.
• With curb, gutter, and sidewalk, no bike lanes $2.1 million per mile
• With curb, gutter, sidewalk, and bike lanes $2.3 million per mile
FOUR LANE DIVIDED CROSS SECTION
The four-lane divided cross section provides two travel lanes in each direction with
a 4’ inside shoulder and an 8’ outside shoulder. At a major intersection, this cross
section could be widened to provide two left turn lanes, two through lanes, and one
right turn lane on each approach, if warranted by the traffic volumes.
The suggested right of way for this cross section is 200 feet. The estimated
construction cost for one mile of this cross section would be $2.2 million per mile.
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C. Potential Improvements
A number of potential improvements have been developed to accommodate future
traffic, improve accessibility to all parts of the City, to improve mobility within and
through the City, and to provide opportunity for development.
Mesquite/Swanson One-Way Streets
This option would convert both Mesquite and Swanson to one-way streets.
Mesquite was evaluated as one-way in the westbound direction and Swanson in
the eastbound direction. The direction of travel could be reversed if it is more
conducive to local businesses and provides a more logical terminus.
According to the Institute of Transportation Engineers (ITE) Traffic Engineering
Handbook, the capacity of each street should be equal. Additionally, the one-way
pair should be adjacent streets, although systems with two-way parallel streets in
between operate satisfactorily. Given the proximity of Mesquite, McCulloch, and
Swanson, and the familiarity of the users; the one-way operation should be
understood.
One-way streets, which are generally used to increase the capacity of the roadway
network, may also improve safety. An intersection of a one-way street with a two-way
street has significantly fewer conflict points than the intersection of two two-way
streets. One way streets can also reduce vehicle/pedestrian conflicts.
Advantages of one-way streets include:
• Reduced intersection delay
• Reduced travel time
• Improved bus operations
• Improved signal progression
• Potential for on-street parking
Disadvantages of one-way streets include:
• Perception that business is negatively impacted
• Transition from one-way to two-way
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Mesquite and Swanson were coded into the traffic model as one-way streets to
assess the traffic impact. Two variations were examined. One was to extend the
one-way from Lake Havasu Avenue to Smoketree and one was to extend the one-way
from Lake Havasu Avenue to Acoma.
There is little difference in the traffic impacts of the two options. Mesquite and
Swanson would each carry 7,000 to 8,000 vehicles per day in the future. The
impact on adjacent streets is shown on Figures13 and 14 for the two options. The
volume on McCulloch increases 1,000 to 5,000 vehicles per day compared to the
future base. The volume on Lake Havasu Avenue increases 2,000 to 3,000
between Smoketree and South Palo Verde.
The capacity of a three lane street with one lane in each direction plus a two way
left turn lane is 13,900 vehicles per day. The level of service D service volume is
10,600 vehicles per day. The total level of service D volume of Mesquite and
Swanson with the existing lane configuration is 21,200 vehicles per day. The
capacity of a three lane one-way street is 18,800 vehicles per day. The level of
service D service volume is 14,300 vehicles per day. The total level of service D
volume of Mesquite and Swanson with the one-way lane configuration would be
28,600 vehicles per day.
The cost to convert Mesquite and Swanson from two-way streets to one-way
streets is $25,000. The cost includes removal of existing pavement markings, new
pavement markings and new signs. There is no right of way required and traffic
service is improved.
Another option that was discussed was the restriping/reconstruction of both
Mesquite and Swanson to provide two lanes in one direction, a center left turn lane
and one lane in the other direction. Initial review indicates that this configuration
would provide similar capacity to the one-way couplet option. Advantages include
the additional capacity. Disadvantages include cost and the elimination of on-street
parking.
It is the TAC’s recommendation that this lane configuration is implemented in the
near future and the one-way couplet option is studied for the long term.
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Lake Havasu Avenue Extension and North Area Circulation
With this option, several new streets are added to the north area including
extending Lake Havasu Avenue north 1.75 miles to Chenoweth and extending
Chenoweth east about 1.75 miles. An unnamed north-south street would extend
from North Palo Verde to Chenoweth, approximately 1.9 miles and an unnamed
east-west street would extend from SR 95 east, then turn southeast and connect to
Cherry Tree, a distance of six miles. It should be noted that this last street is also a
portion of the Parkway which is discussed elsewhere.
These new streets were coded into the traffic model to evaluate the impact of these
additional streets. As can be seen in Figure 15, Chenoweth would carry 8,000 to
17,000 vehicles per day and the Lake Havasu Avenue extension would carry 8,000
to 10,000 vehicles per day. The traffic volume on SR 95 would be reduced 13,000
vehicles per day between North Palo Verde and Chenoweth. Other reductions
from 1,000 to 4,000 would occur on North Palo Verde and Kiowa.
The cost for the north area streets if they are all constructed as three lane streets is
$19.4 million. New right of way is required, but it is expected that much of it will be
dedicated as new development occurs. One to two residences may be impacted
with the extension of Lake Havasu Avenue. Traffic congestion on the north end of
SR 95 is greatly alleviated with this improvement. Mobility and accessibility is
enhanced by providing new access to the airport.
West Frontage Road
The West Frontage Road alternative is a new roadway that connects Sweetwater
at Acoma South to Mulberry following the SR 95 alignment. The primary purpose
of this alternative is to provide access to potential development on the west side of
SR 95 so that access does not have to be provided from SR 95. This alternative
was coded into the travel forecasting model as a three lane roadway. The traffic
impact of this alternative is shown in Figure 16. This portion of the West Frontage
Road would divert about 3,000 vehicles per day from SR 95.
The cost for the West Frontage Road with curb, gutter, and sidewalk would be $3.6
million. New right of way is required, but it is expected that much of it will be
dedicated as new development occurs. No buildings will be impacted. The West
Frontage Road will have little or no impact on traffic congestion, but will improve
mobility by limiting access onto SR 95.
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2nd Bridge Terminus
The City continues to study the location and features of the 2nd Bridge to the island.
The 2nd Bridge is planned north of the existing London Bridge. As part of this
study, two alternate termini for the bridge were examined. One option is to connect
the crossing to London Bridge Road and one option is to connect the bridge to SR
95.
These two options were coded into the travel forecasting model for comparison.
The results are presented in Figures 17 and 18. When the crossing connects to
SR 95, slightly more traffic (2,000 vehicles per day) uses the second crossing
compared to the connection to London Bridge Road. When the second crossing
connects to London Bridge Road, traffic increases 1,000 to 4,000 vehicles per day
compared to no impact when to SR 95.
North-South Corridor
In this central area of the City, the streets are curvilinear. Many of the local roads
in the street system are discontinuous and do not connect between arterials.
Traffic cannot follow a direct path to its destination, thus creating circuitous trips.
As the area continues to grow, traffic volumes within the center of the City will
continue to increase as previously shown in the 2030 traffic forecasts. Acoma
Boulevard provides an access route through the center of the City. However, it is
curvilinear and its capacity is limited by existing residential development frontage
with driveways directly onto the roadway.
The proposed North-South Corridor would extend from SR 95 east of the Sara
Park entrance to north of the Airport. The Corridor, which follows a northwesterly
diagonal route, is approximately 17 miles long.
Existing land uses along the southern half of the Corridor is primarily residential.
The northern half is currently undeveloped. The General Plan indicates that future
land uses would be residential, employment, and open space.
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The Corridor was input to the travel forecasting model to evaluate traffic demand
and impacts. The Corridor forecasts are shown in Figure 19. The daily traffic on
the North-South Corridor is expected to range from 14,000 to 35,000 vehicles.
According to the model forecasts, the Corridor will reduce traffic volumes on
several area streets including Lake Havasu Avenue, SR 95, South McCulloch, and
London Bridge Road.
Development of this corridor would require the elimination of 40 - 45 crossings or
the incorporation of these crossing (and associated delays) in to the corridor. The
proposed Corridor would have a limited number of access points as shown on the
figure. This preliminary plan shows access points at South McCulloch (2),
Chemehuevi, Kiowa, Palo Verde, and Chenoweth.
Approximately 200 acres of right of way would have to be acquired including 110
houses. The construction cost of the Corridor is estimated to be $40 million.
Parkway
In the current street system, SR 95 is the only continuous route through the study
area. The Parkway is a proposed north-south roadway that would function as a
major arterial on the eastside of the study area. It would provide an alternative to
SR 95 for traffic that is not destined to properties or developments on the west side
of the City. The ultimate roadway width would have two through lanes in each
direction with a two-way center left turn lane or a raised median. A raised median
would provide a measure of access control beneficial to a major arterial.
The proposed Parkway would extend from SR 95 near the Sara Park entrance
north to SR 95 north of the Lake Havasu City Airport. The Parkway location has
been initially identified as following a north-south route from SR 95 on the south
end to approximately ten miles north. At this point it turns west and follows an
east-west alignment for five miles. At a point, two miles east of SR 95 the
roadway turns north on a diagonal route parallel to the runway connecting to SR 95
north of the Airport. The roadway would be approximately 21 miles in length.
At the south end of the corridor, the land is a developing area with new residential
subdivisions planned. As the Parkway turns to the west, the land is largely
undeveloped. The Parkway would provide access to this area and allow for
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additional developments. The General Plan indicates that future land uses would
include employment, commercial developments and open space. Continuing to the
north, it would serve as an additional access to the Airport and surrounding
industrial development.
The Parkway is proposed to be a limited access facility with access provided at
several defined intersections. Local street access is being shown at Arizona
Boulevard, Cherry Tree Boulevard, the MCC/BLM Park Area northwest of Bison,
Chenoweth, and the Airport Industrial Park Roadway. Two new streets are also
proposed as part of the corridor plan to provide indirect access to SR 95 to the
Parkway. One roadway would continue from the east-west segment of the
Parkway and intersect SR 95 north of the wash approximately one-half mile north
of the SR 95/North Palo Verde intersection. The other new street would be an
east-west roadway just south of the Airport property.
To examine the traffic impacts of a Parkway, this roadway was added to the street
system in the travel forecasting model. The results are shown in Figure 20. It is
important to remember that future land uses are included in the model and are
inherent in the results. The 2030 daily traffic volumes on the Parkway are
projected to range from 12,000 vehicles near the south end to 22,000 vehicles per
day along the middle of the route.
The changes in traffic volumes on adjacent streets are also on the figure. A
decrease in daily traffic volumes is expected to occur on SR 95, Lake Havasu
Avenue, London Bridge Road, Palo Verde, Acoma Blvd and McCulloch Blvd South.
The largest decrease in traffic is shown on SR 95 north of Kiowa with a decrease of
17,000 vehicles per day.
Approximately 380 acres of right of way is needed. Land ownership in the area
includes private land owners, BLM, and the State Land Department. No building
acquisitions would be required for the Parkway construction. The estimated cost of
construction is $47 million.
Design considerations include drainage and environmental conditions. There are
several watercourses that could cross the proposed Parkway alignment and would
require pipes and box culverts to protect the roadway from the design year storm.
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Construction segments would have to be five to six miles to develop usable
segments. The Parkway could be built initially as two lanes until the demand
warrants four through lanes.
The recommendation of the TAC is that the Parkway be developed as a limited
access higher speed roadway. The intention of this recommendation is that this
corridor would serve as a location for a long-range option for SR 95 with a width of
six lanes. In this context, the minimum right-of-way necessary would be 200 feet
plus any additional slope easements. In order to preserve the option for a state
highway designation, the number of at-grade access points should be limited.
Potential access points include SR 95, Arizona Boulevard, Cherry Tree Boulevard,
the future northern park area, Chenoweth, and North of the Airport. At a maximum,
intersections should be limited to one per two or more miles. This configuration
would require developments to rely on frontage roads to provide direct access to
their projects.
D. Special Topics
A number of special topics were addressed during the course of the study. The
topics included issues and concerns that affect the overall efficiency and safety of
the transportation system. The topics may be addressed by modifying or
establishing a policy that guides future projects and developments. The topics
include speed limits, jake break noise/truck routes, crosswalks, mailbox placement,
and traffic calming.
Speed Limits
Speed limits in the community were analyzed in conjunction with the Small Area
Transportation Study (SATS) and presented to the Technical Advisory Committee
(TAC). Speed studies completed over the last 8 years indicate that the majority of
drivers are exceeding the posted speed limits but are driving in a safe manner as
evidenced by a review of the accident data. Detailed explanations of speed limit
signage and effects are included as a separate handout from this report.
It is proposed that the City’s historical policy (as described in the Existing
Conditions chapter) be supplemented by a more uniform application of engineering
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judgment and field studies that also recognizes that growth and changes have
occurred in the community. By raising the speed limits on those roadways found to
be appropriate, we will bring our community more in compliance with accepted
engineering and traffic safety guidelines. These changes would be done under the
authority designated to the City in ARS 28-703.
28-703. Alteration of speed limits by local authority.
A. If a local authority determines on the basis of an engineering and
traffic investigation that the maximum speed permitted under this article
is greater or less than is reasonable or safe under the conditions found to
exist on any part of a street or highway in its jurisdiction, the local
authority may determine and declare a reasonable and safe maximum
speed limit at the location and, based on the investigation, may:
1. Decrease the limit at intersections.
2. Increase the limit within any business or residence district to not
more than sixty-five miles per hour.
3. Decrease the limit outside any business or residence district.
4. Increase or decrease the speed limit on streets adjacent to school
grounds.
B. A local authority shall determine by an engineering and traffic
investigation the proper maximum speed for all arterial streets in its
jurisdiction and shall declare a reasonable and safe maximum limit on
the arterial streets in its jurisdiction that may be more or less than the
maximum speed permitted under this article for a business or residence
district.
C. A local authority may decrease the limit to not less than fifteen miles
per hour on an unpaved street or road within any district in its jurisdiction
if the local authority determines that the limit is necessary to achieve or
maintain national ambient air quality standards.
D. An altered limit established as provided for in this section is effective
at all times, or during hours of darkness, or at other times as may be
determined if appropriate signs giving notice of the altered limit are
erected on the street or highway.
E. The alteration of maximum speed limits on state highways or
extensions of state highways in a municipality by a local authority is not
effective until the director approves the alteration.
F. A local authority shall not make more than six alterations per mile
along a street or highway pursuant to this section, except for reduced
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limits at intersections. The difference between adjacent limits shall not be
more than ten miles per hour except for school crossings.
The SATS TAC recommends that the speed limits in Lake Havasu City be
standardized to the largest extent possible by establishing a standard 35 MPH
speed limit on all fully widened avenues and boulevards, subject to an engineering
and traffic investigation. The preliminary data with regards to the 85th percentile
speed on the majority of Lake Havasu City’s roadways indicates that this finding is
consistent with standard engineering procedures and the driving characteristics of
the traveling public in our community.
When changes are proposed to a speed limit on a roadway, the following steps will
be completed:
• a comprehensive review of the roadway geometrics will be completed to
ensure that sight distance at intersections is maintained.
• a review of the accident data for the roadway will be completed. A
current 85th percentile speed study will also be completed for that section
of the roadway in which the speed limit is being changed.
Proposed changes include the standardization of a short 25 MPH zone near
schools, the creation of a 30 MPH zone in heavier business/parking areas, the
extension of the 35 MPH zone onto completed avenues, boulevards and the
appropriate drives (after an engineering and traffic study) and the use of the 45
MPH zone on some rural type roadways such as London Bridge Road. Avenues,
Boulevards, or Drives will not normally be signed for 35 MPH unless the majority of
the roadway is widened.
The 30 MPH zone for use in business/parking areas will be limited to commercial
areas that would normally be signed 35 MPH but due to a large amount of on street
parking and pedestrian activity are being signed at the lower speed limit. If the 35
MPH zone is currently in place in a location and the accident data indicates no
safety concerns exist, the speed limit will not be reduced to the lesser speed.
25 MPH Speed Limit Signs would normally be posted off of a higher speed zone
roadway. 25 MPH Signs and School Signs would be placed on all roadways
adjacent to a school. The 15 MPH School Zone Signs and crosswalks would only
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be placed at locations that met the Arizona Department of Transportation School
Zone warrants.
It is suggested that a public notification process be developed to provide citizen
input to the proposed Speed Limit changes.
Preliminary data gathered indicates that the roadways listed in Table 11 are
expected to meet the engineering and traffic studies criteria for speed limit
changes. The recommended speed limits are also shown graphically in Figure 21.
TABLE 11
PROPOSED SPEED LIMIT CHANGES (preliminary)
ROADWAY LIMITS
From To
AVG. 85th %
SPEED (mph)
COMMENTS
SUGGESTED 35 MPH ZONES*
Avalon Avenue Havasupai No Palo Verde 34.0
Empress Drive Palo Verde Havasupai 37.0 Not an Avenue or Boulevard
London Bridge Road Dover north of Sailing
Hawks 39.3 Remove 25 MPH at Kirk and
Replace with 25 MPH Advisory
Mulberry Avenue Entire Length 35.5
Smoketree Avenue Entire Length 32.5 30 or 35 MPH
Southwind Avenue Entire Length 36.8
Thunderbolt Avenue Entire Length 33.6 30 or 35 MPH
Saratoga Avenue Acoma Saddleback 39.9 Change 25 MPH to 35 MPH at
end of Saratoga
SUGGESTED 30 MPH ZONES
Acoma Kiowa Industrial 35.5 30 MPH
Swanson Entire Length 32.3 30 MPH
Mesquite Entire Length 32.1 30 MPH
McCulloch Boulevard LH Ave Smoketree 30.3 30 MPH
London Bridge Road SR 95 Countryshire 30.8 30 MPH
*North Lake Havasu Avenue, North Avalon, Sweetwater to 35 MPH once widened.
Jake Brake Noise/Truck Routes
The issue of Engine Brake (Jake Brake) Signs and Ordinances or Truck Route
Designations in the community were analyzed in conjunction with the Small Area
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Transportation Study (SATS) and presented to the Technical Advisory Committee
(TAC).
City staff has received comments regarding trucks. The comments include
concerns about truck noise and the number of trucks on City streets. For the most
part, truck complaints (noise or traffic) do not represent a large percentage of the
issues brought up by the public (1%). In addition, the issues and concerns are
typically related to a nuisance issue as opposed to a safety issue.
A review of accident data indicates that only a small percentage of accidents
involve trucks. As an example, for the last three months of the year, there were
213 accidents with only 13 involving trucks. Of those 13, all the incidents occurred
in one of three areas: the downtown, SR 95 Highway areas or in signed
construction areas. None of the truck accidents would have been impacted by a
truck route or engine brake ordinance.
The issues associated with jake brake noise and truck traffic can be addressed in
one of two ways: with signing or with a City ordinance.
Although an attempt to address both issues can be made by installing signs, true
compliance requires some level of enforcement on the part of the Police
Department. The placement of signs that are not enforced reduces the
effectiveness of all signs. In addition, signs cost approximately $100.00 per
installation and have an ongoing maintenance cost.
An Internet search shows that many communities have tried to address this issue
with very comprehensive ordinances. A review of the documentation also shows
that the issue is very controversial with regards to the trucking industry, safety,
noise and enforcement.
A survey of 14 Arizona communities indicated that only four have an Engine Brake
Ordinance (Bullhead City, Flagstaff, Peoria and Phoenix). Ten of the communities
have some truck restrictions, typically weight limits in residential areas, but only
eight install signs. The communities surveyed include Bullhead City, Chandler,
Flagstaff, Gilbert, Glendale, Kingman, Mesa, Parker, Peoria, Phoenix, Prescott,
Scottsdale, Tempe and Tucson.
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If action is desired, there are several levels of activity that could be accomplished.
They include the following:
Engine Brake Ordinance Action Possibilities
• Take No Action (Recommended by the TAC)
• Install Signs at Limited Locations entering the community without the
benefit of an ordinance. (Not enforceable) – Voluntary Compliance,
some installation and maintenance cost. Creates the expectation from
the public that we will enforce the signs.
• Install Signs at Limited Locations entering the community and on SR 95
with an ordinance. (Enforcement issues related to how enforced and to
what extent forces are delegated to the activity.) Some installation and
maintenance costs.
• Install Signs entering the community, on SR 95 and at certain other
roadways such as McCulloch Boulevard or other main avenues and
boulevards. (Enforcement issues and placement issues – which
roadways qualify and how.) Enforcement, installation and maintenance
costs.
Truck Route Designation Action Possibilities
• Take No Action (Recommended by the TAC)
• Install Signs at Limited Locations entering the community without the
benefit of an ordinance. (Not enforceable) – Voluntary Compliance,
some installation and maintenance cost. Creates the expectation from
the public that we will enforce the signs.
• Install Signs at Limited Locations entering the community with an
ordinance. Enforcement issues related to how enforced and to what
extent forces are delegated to the activity) (General limitation of trucks
to Avenues and Boulevards without specific signage.) Some installation
and maintenance costs.
• Install Signs entering the community and at certain other roadways such
as McCulloch Boulevard or other main avenues and boulevards that
designate actual truck routes. (Enforcement issues and placement
issues – which roadways qualify and how?) This would require a large
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number of signs along the designated routes with an increase in the
installation and maintenance costs for the additional signage.
As the community continues to grow and increase in density, traffic volumes will
continue to increase and the number of truck issues will continue to grow until
build-out occurs. This issue could be revisited in the future, but at this point, due to
the lack of a significant number of complaints and the issue of cost, compliance
and enforcement, it is the SATS TAC recommendation that no action be taken on
these issues at this time.
Crosswalks
The issue of crosswalks in the community was analyzed in conjunction with the
Small Area Transportation Study (SATS) and presented to the Technical Advisory
Committee (TAC).
The City receives requests for school crosswalks and requests from commercial
property owners for mid-block crosswalks. For example, the latest request for a
crosswalk was received for Paseo Del Sol and the City Parking Lot across from the
London Bridge Shopping Center.
The 2003 MUTCD allows for additional crosswalk treatments that were previously
unavailable. These include the use of sharks teeth yield symbols that have been
installed at the Golf Course Crosswalks and the use of in-street pedestrian
flashers.
Currently, there are 29 non-stop condition crosswalks at intersections located in
school zones, at high pedestrian areas in downtown and at the London Bridge.
There are 2 mid-block crosswalks located on Acoma Boulevard for the golf course.
Lake Havasu City recognizes the need to provide reasonable and safe pedestrian
crossing areas on roadways in the community. Historically, Lake Havasu City has
utilized a rule of thumb that limited these non-stop conditions crossings to school
zone crosswalks meeting the ADOT criteria, and existing crosswalks as listed
above. The rule-of-thumb guidelines seemed to be effective as the current
accident data indicates that there have been no mid-block or school crosswalk
accidents involving pedestrians. However, there have been accidents involving
vehicles that have stopped for pedestrians and golf carts being rear-ended by other
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vehicles. This type of accident has occurred on both McCulloch Boulevard and
Acoma Boulevard.
Crosswalk Policy
Federal, State and City studies indicate that marked crossings do not increase the
safety for the pedestrian. It is generally accepted that a pedestrian crossing at an
intersection where vehicles are required to stop presents a safer condition than at
locations where vehicles are not required to stop. In addition, drivers expect
pedestrian crossings at intersections as opposed to mid block locations.
With this in mind, Lake Havasu City’s policy would be to install crosswalks at stop
condition intersections that have sidewalks. The City would not install crosswalks
at non-stop condition intersections or mid-block locations except in special cases
such as School Zones meeting the ADOT criteria, designated bike path and multi-use
path crossings, special locations of heavy activity, or pre-existing conditions.
However, every effort will be made to have all crossings made at an intersection to
avoid a mid block condition.
In cases where a mid-block or non-stop condition crosswalk is installed due to
heavy crossing use, consideration should be given to creating a Pedestrian Island
refuge with special signage. If traffic lane configuration does not allow the use of
the Pedestrian Island, alternative treatments such as curb bump outs should be
considered.
Lake Havasu City will conduct an Engineering Study to determine if a location
should have a crosswalk if it is an existing use, or as a follow-up to the installation
of a new crossing. The data collected will include a count of the
pedestrians/bicyclists using the location. The ADOT Safe School Area Guidelines
will be utilized as a basis for any recommendations. Periodically, studies of
existing crossings will also be completed to review the crossings functions.
Specific volume criteria will be developed for each crosswalk type.
Approved Typical Treatments –
• Normal Stop Condition Crosswalk Treatment – Standard Crosswalk
Striping, No Signs.
• Standard School Crosswalk Treatment – As per ADOT Manual, FYG
Signs with in-street signage. 25 MPH Zone prior to 15 MPH School Zone.
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No Pedestrian Yield Lines or Signs (Sharkteeth) due to number of other
signs. Normal crosswalk lines (yellow).
As stated above, the City limits the use of mid block and non-stop condition
crosswalks. In the event that a mid block or non-stop condition intersection is
approved, the following treatments will be used.
• Normal Crosswalk Treatment Non-Stop Condition – Pedestrian Ahead
and Pedestrian Crosswalk Signs, Pedestrian Yield Lines, and Signs
(Sharkteeth) and normal crosswalk lines (white). This treatment is restricted
to low volume uses and is typical of crosswalks that were in use prior to July
1, 1994. Higher volume crosswalks may require the installation of a
Pedestrian Refuge Island.
• Mid-Block Crosswalk Treatment – London Bridge Area and Multi-Use
Pathway Crossings require special treatment due to the large number of
pedestrian users and the unexpected nature of these mid-block crossings. It
is anticipated that there will be 5 multi-use pathway crossings (Lake Havasu
Avenue – existing, Magnolia, Swanson, McCulloch, and Mesquite). Three
(3) of the 4 locations have high traffic volumes. The Magnolia Drive
crossing is on a low volume roadway. It is the SATS recommendation that
for high volume roadway mid-block crossings, Lake Havasu City adopt a
pedestrian refuge treatment or a curb extension treatment. These
treatments will reduce the exposure of the pedestrian/bicyclist and provide a
physical indicator to the traveling public that something out of the ordinary
may occur. For low volume traffic roadways, the standard “Normal
Crosswalk Treatment” for the mid-block crosswalk is recommended. For
this purpose, high volume roadways would have an ADT of more than 5,000
vehicles. It is also recommended that we utilize the appropriate pedestrian
refuge or curb extension treatment on the other crossings. If parking is
allowed on the roadway, the curb extension provides the best treatment. If a
continuous left-turn lane is provided, the pedestrian refuge island provides
the best treatment. Other types of treatments that are not recommended
would include the use of flags or flashers, overhead signs or raised speed
humps or tables.
• Downtown Crosswalk Treatment – Due to the fact that pedestrian and
yield to pedestrian signs would be blocked from view by parked cars, and to
the fact that the locations are at intersections and that pedestrians can be
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expected in a downtown area, crosswalks will be marked only. Because the
locations will not have the advanced signage typical of our “Normal
Crosswalk Treatment”, the City will install the more visible “Zebra Striped”
crosswalk markings that have been historically utilized in the downtown
area.
Mailbox Placement
The issue of roadside mailboxes in the community was analyzed in conjunction
with the Small Area Transportation Study (SATS) and presented to the Technical
Advisory Committee (TAC). Increasing roadway safety is the primary reason for
reviewing this issue. That is, the safety of both vehicles and pedestrians.
The safety of vehicles is related to the fact that the mailbox is a fixed object close
to the roadway. Accident data indicates that Lake Havasu City averages (6) six
vehicle/mailbox accidents per month. Overall, accidents involving mailboxes
represent 8.9% of the total accidents in the community.
For pedestrians there is the issue of a clear pathway around the mailbox on a
sidewalk. ADA standards require 36” of clear pathway along a sidewalk. Several
mailbox installations in the community have reduced the existing sidewalk to less
than the 36” clear pathway.
The AASHTO (American Association of State Highway and Transportation
Officials) Guide for Erecting Mailboxes on Highways suggests that highway
agencies and local jurisdictions use the guidelines to develop their own regulations,
installation policies, and standards. The primary question reviewed by the TAC
was whether Lake Havasu City should develop standards for mailbox installations
in our community to regulate construction and locations.
This issue can be further broken down into two specific actions.
• Should Lake Havasu City regulate the location of the support of the
mailboxes in our community? (Related to recommended face of mailbox
being 6” to 12” from face of curb and providing the 36” of clear pathway
for an ADA route on a sidewalk)
• Should Lake Havasu City regulate the construction of the support for the
mailbox? (Related to the mailbox support as a fixed object near the
roadway.)
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Staff recommended that, as a minimum, installation of mailboxes should be
regulated to ensure that the mailbox and its support are located no closer than 6” to
12” from the face of the curb and does not restrict the sidewalk clear pathway to
anything less than 36”. For roadways without shoulders, the mailbox and support
must be at least 8” to 12” from the edge of roadway.
A review of 14 communities in Arizona indicated that only Parker requires a right of
way permit for mailboxes and Tucson reviews an installation based on a complaint
and enforces a standard detail with either a 2” steel post or 4”X4” wood post
support.
The SATS TAC recommends that at this time, the City continue its existing policy
with regards to these issues and not provide any oversight for mailboxes in the
public right of way. Staff did recommend that the city provide some oversight with
regards to the ADA issue of blocking the pathway on the sidewalk. Staff also
recommended that the issue be brought forward to point out the safety concern
with regards to the number of accidents involving mailboxes.
Bike Lane Considerations
Lake Havasu City’s roadway sections are based on the existing right-of-way
widths. The original roadway layout with boulevards, avenues, drives and cul-de-sacs
has worked well in the past. The existing sections do not provide for bike
lanes when configured with 4 lanes on drives and avenues and 5 lanes on
boulevards. However as traffic volumes increase and vehicle types change, there
may need to be adjustments made in the future.
It is the SATS Committee and staff’s recommendation that Lake Havasu City
continue the typical sections as originally developed with only minor modifications
as needed. The creation of a wider paved section on higher volume roadways to
accommodate bicycles or increased lane width does not appear to be cost effective
at this time. It is suggested that any new developments use a modified section that
will be created as an internal review by the Engineering Division.
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Another way to address bicycle and pedestrian mobility issues would be the use of
sidewalks and less busy parallel roadways. This subject will be addressed as a
part of a Pathway/Bikeway Study to be completed this year.
Traffic Calming
As a part of the Small Area Transportation Study Update process, the issue of
Traffic Calming was analyzed. The purpose of traffic calming is to make
modifications to existing streets which have the effect of reducing speed.
Measures could include diverters, speed humps, roundabouts, closures, chicanes
and chokers.
Lake Havasu City recognizes the need to provide a method to reduce speeds and
ensure compliance with the appropriate speed limits in the City. Historically, Lake
Havasu City has done speed and volume studies in response to speed complaints
received by the Public Works Department. The information is passed on to the
Police Department for inclusion in their enforcement efforts. The Police
Department also utilizes their speed radar trailer to assist in these activities.
Methods to “encourage” drivers to reduce the speed at which they drive include
increased enforcement and/or traffic calming.
Increasing enforcement might include additional resources (Police Officers) or the
adoption of mechanical means (Photo Radar). Currently, the Police Department
uses a radar trailer to “inform” the driving public of the speed they are traveling.
Expansion of this program would require the purchase of additional equipment.
Traffic Calming would require the development of a comprehensive program to
select the appropriate measures, determine locations and establish policies to
implement. Some communities require “votes” from the neighborhood and
financial participation from the adjacent property owners. It is not uncommon for
communities to have dedicated funding for these efforts. The development of a
Traffic Calming program would require significant staff and City Council effort to
determine the appropriate program for Lake Havasu City.
As the community continues to grow and increase in density, traffic volumes will
continue to increase and it is likely that the number of speeding complaints will
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increase. The choices to address the speed complaints include 1) continue with
current practice, 2) modify the current practice to include formal guidelines and
reporting procedures, 3) increase enforcement efforts, or 4) initiate a formalized
and funded Traffic Calming program.
The modified current practice would include a speed study if one had not been
completed within the last two years and the collection of traffic volume and speed
data would within four weeks. Also, a formal report documenting this information
would be submitted to the Public Works Director and the Police Department. This
information will also be provided to the complaining party, along with the
recommended action.
The increase in enforcement efforts would be defined by the following categories of
speed study results:
• Category 1 (85th Percentile Speed within +/- 5 mph of Speed Limit and
excessive speed instances less than 5% (+15 MPH) or 3% (+25 MPH)).
This would include adding the location to the list for Speed Radar Trailer
placement with a low priority and using some officer enforcement if
available.
• Category 2 (85th Percentile Speed + 5 mph of Speed Limit and/or
excessive speed greater than 5% (+15 MPH) or 3% (+25 MPH)). This
would include adding the location to the list for Speed Radar Trailer
placement with a high priority and using an officer for enforcement.
• Category 3 (85th Percentile Speed + 10 mph of Speed Limit and/or
excessive speed greater than 10% (+15 MPH) or 5% (+25 MPH)). This
would include adding the location to the list for Speed Radar Trailer
placement with a high priority and using an officer for enforcement as
soon as possible. It would also include follow-up on the part of the
Police Department with regards to a violations report.
Due to the lack of a significant number of pedestrian/bicyclist accidents related to
vehicular speeds, fairly good compliance with the posted speed limits, the
proposed changes to several roadway speed limits to ensure better compliance,
and the need for resources to be utilized in other areas, it is recommended that a
formal Traffic Calming Program involving physical barriers or roadway
modifications not be pursued at this time.
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It is recommended that a formal complaint/evaluation process be developed and
that enforcement efforts be increased to include increasing the number of speed
radar trailers, additional officers and an evaluation of the use of photo radar.
Roundabouts
Roundabouts are being considered as an intersection treatment in many
communities across Arizona. The concept and potential applications in Lake
Havasu City were presented to the TAC as part of this study.
It is estimated that over the next 5 years, nearly 90 modern roundabouts will be
constructed on major roadways in Arizona. Initial concerns regarding the use of
roundabouts were the amount of right of way required and driver understanding.
The Federal Roundabout Guidelines indicate that a roundabout circle of 100 feet or
more is needed to provide adequate capacity for the typical traffic volumes in Lake
Havasu City. Specific signing and markings would be needed to direct drivers on
how to utilize any roundabouts with more than one lane.
There are many examples of roundabouts that could be applied to Lake Havasu
City. Public understanding and acceptance of roundabouts is growing. If this
concept were to be implemented in Lake Havasu City, a public review and
acceptance process should be implemented.
Modern roundabouts are designed geometric intersections that can be designed to
allow for trucks, trailers and oversized vehicles to traverse the intersection safely.
Roundabouts should not be confused with old style traffic circles or rotaries.
The concept of the modern roundabout is the design geometrics that allow for a
maximum travel speed through the roundabout of less than 25 mph (usually 18 to
23 mph), an analysis of the actual turn movements and the construction of the
applicable lanes. In addition, stop delay at a modern roundabout is significantly
less than a typical traffic signal in most applications because traffic is flowing
continuously. The capacity of the roundabout provides the increased capacity at
the node (intersection) where it is needed. With a traffic signal, a design may
provide additional lane capacity to make up for the lost time in the red phase.
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It is recommended that the use of roundabouts in Lake Havasu City be studied
further and include public meetings to present the concept. Possible locations for
the use of the modern roundabouts include minor intersections such as Briarcrest
and Empress Drive, intersection of a major street with a minor street (Jamaica and
McCulloch, Kiowa and North Palo Verde, Jamaica and Acoma) and major
intersections (Daytona and Acoma, Smoketree and Acoma and Palo Verde and
Acoma). In addition, the use of a modern roundabout could replace a multi-way
stop at locations such as Rainbow and Acoma or Saratoga and Acoma. Another
application of a roundabout might be at the intersection of McCulloch and
Beachcomber Boulevards. An additional benefit of roundabouts may be the delay
of re-striping or widening to five lanes on streets such as Acoma Boulevard.
Traffic Signal Modifications
Traffic signals provide a positive means to control traffic at intersections by
alternating the assignment of traffic entering the intersection. Signals can have left
turn phases that can be protected only (left turn on arrow only) or protected-permissive
(left turn on arrow and green ball). Traffic signals can operate
independently of others or can be coordinated with other signals to enhance traffic
flow. The ‘right’ traffic signal timing and operation at each signalized intersection
will result in the most effective transportation system.
Various traffic signal improvements can be very effective at reducing congestion
and travel time. These type improvements can be very cost effective at reducing
congestion on roadways. Traffic signals do not need to be completely changed in
order to realize significant improvements in traffic flow. Often, one small
improvement, such as interconnecting several signals that were previously
operating independently, can produce significant results.
Studies have shown that this type of improvement has resulted in travel time
reductions between 10% and 20 %. Signal re-timing efforts in California at 3,172
signals across the state resulted in a benefit-cost ratio of 58 to 1. This resulted in a
15% reduction in delay, 16% reduction in stops, and a 7.2% reduction in travel time
throughout the system. The costs for this type of improvement are between $2000
and $3000 per intersection in hardware improvements and $5,000 to $15,000 per
traffic signal for interconnect.
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In addition to signal coordination, signal timing and the left turn phasing can be
adjusted to increase capacity. For example, protective-permissive left turn phasing
with third car detection or permissive protection can increase the green time for
through traffic, however, the impact on the left turn movements should be carefully
evaluated on a case by case basis.
ADOT is currently planning traffic signal coordination improvements for SR 95.
The work will be done in phases, with the middle section (North Palo Verde to
Smoketree) being the first phase.
As traffic volumes and delay continue to increase, it is recommended that
signalized intersections should be examined to determine if signal timing and/or
phasing modifications would be appropriate.
Roadway Drainage
The issue of roadway drainage and w-section treatment was also discussed. The
City’s w-section for a roadway cross-section treatment was developed to carry the
largest amount of storm water possible while maintaining an area for traffic to drive
during storm events. However, when a roadway is restriped to provide three lanes
(two through lanes and a two-way center left turn lane), the through traffic lanes
may be subject to flooding during a storm.
Options to improve drainage include using a crown section, using a crown section
with higher curbs (10”), or installing storm drains.
A typical crown section would reduce the effective drainage area in the roadway
and could cause flooding along the roadway shoulders. The increase in curb
height (10” total height) on a typical crown section would not have the same
drainage capacity as a standard w-section. In addition, this treatment would create
additional safety and aesthetics concerns.
The addition of storm drains would assist in the removal of on-street drainage.
Concerns with storm drain construction include cost and utility conflicts. Given the
limited number of rain days each year, this solution is not cost effective for the
majority of the City’s roadways. However, it is recommended that the
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Transportation Division examine the feasibility and cost/benefit of installing storm
drains on major roadways when they are reconstructed in the future and consider
the use of storm drains on new roadways.
Pavement Design and Maintenance
As a part of this study, the asphaltic concrete thickness for Lake Havasu City
roadways was discussed. The existing pavement section standard is 2” of
asphaltic concrete (AC) over 4” of aggregate base (AB). Maintenance for major
roadways includes routine chip seal and slurry seal treatments.
As both traffic volumes and vehicle loads increase on City streets, the pavement
performance and maintenance needs should be reviewed. For example, based on
current pavement conditions, a significant amount of pavement rehabilitation
resources will need to be expended
in rehabilitating major downtown
roadways including Mesquite,
Swanson and McCulloch, as well as
portions of Acoma and Lake Havasu
Avenue. It is recommended an
evaluation of pavement section
needs be conducted to determine
appropriate actions and long term
maintenance needs.
It was the consensus of the TAC that the Transportation Division should develop a
long-range roadway maintenance program for major roadways (over and above
routine chip seal and slurry seal treatments) and that this cost be included in
budget discussions.
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VI. RECOMMENDED PLAN
The previous section presented an evaluation of alternatives that addressed one or
more future transportation issue areas. This chapter identifies those projects that
are recommended to be included in the transportation plan and a suggested priority
for implementation. Also included is an assessment of the environmental justice
considerations, functional classification, and an evaluation of the estimated plan
cost and anticipated revenue.
A. Recommended Plan
The development of the recommended plan considers a number of qualitative and
quantitative factors including level of service, right of way, existing land use, future
land use, cost, and engineering difficulties. In some cases, more than one
alternative may address the same issue or concern and they have been included in
the recommended plan. However, in other instances, only one alternative that
provides the most effective solution may be included. In addition, there are
alternatives that are not included in the recommended plan because of cost,
engineering difficulties, lack of community support, or other constraints. The plan
is a tool for City and County staff and decision makers to use to guide the future
transportation system of the area. It represents the best information currently
available regarding planned growth, opportunities, and constraints.
The recommended plan is shown in Figure 22. The plan includes a variety of
improvements including widening, new roadways, re-striping, intersection
improvements, and studies. These projects represent a future transportation
system that will accommodate the City’s growth and provide for the mobility and
accessibility of residents and visitors.
It should also be noted that not all of the projects that were evaluated are included
in the recommended plan. The following alternative is not included.
• North-South Corridor – The recommended Parkway project will provide
similar benefits and address many of the same issues.
The projects are also summarized in Table 12. The table groups the projects by
type and responsible jurisdiction. It should be noted that some of the re-striping
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projects occur on streets that currently have on-street parking. Prior to
implementing these projects, the City will need to evaluate the availability of off-street
parking to accommodate the demand. Additionally, the projects listed as
Mohave County or ADOT jurisdiction are part of the recommended plan, but do not
imply any financial commitment to the project.
TABLE 12
SUMMARY OF RECOMMENDED PROJECTS
LOCATION FROM TO AGENCY
WIDEN TO FOUR THROUGH LANES WITH A CONTINUOUS LEFT TURN LANE
London Bridge Rd City Limit (south of
Chenoweth) SR 95 (north) Mohave County
London Bridge Rd Industrial City Limit (south of
Chenoweth) LHC
Chenoweth London Bridge Rd SR 95 Mohave County
Chenoweth SR95 New Parkway LHC
Beachcomber Blvd McCulloch 2nd Bridge connection LHC
Lake Havasu Ave Acoma West Kiowa LHC
Lake Havasu Ave Kiowa North Palo Verde LHC
Lake Havasu Ave North Palo Verde Avalon LHC
Lake Havasu Ave Smoketree Jamaica LHC
Lake Havasu Ave South Palo Verde Industrial LHC
SR 95 McCulloch Blvd South Sara Park LHC
New Parkway (2 to 4 lanes) SR 95 (south) SR 95 (north) LHC
Victoria Farms Rd N/S Frontage Rd Parkway LHC
Daytona Ave Cottonwood Dr Daytona Loop LHC
Avalon Ave North Palo Verde Lake Havasu Ave LHC
Chesapeake Blvd LHC
Arizona Blvd LHC
Highlander Ave LHC
Sweetwater Ave LHC
Maricopa Ave Oro Grande McCulloch LHC
North Palo Verde London Bridge Rd SR 95 LHC
Willow Ave LHC
Rainbow Ave Acoma Acoma LHC
Holley Ave LHC
Bison Blvd Kiowa New Parkway LHC
Mesquite/Swanson (2/1 lane
unbalance) Lake Havasu Ave Acoma LHC
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TABLE 12 (continued)
SUMMARY OF RECOMMENDED PROJECTS
LOCATION FROM TO AGENCY
RE-STRIPE TO FOUR THROUGH LANES WITH A CONTINUOUS LEFT TURN LANE
Jamaica Lake Havasu Ave Chemehuevi LHC
North Palo Verde SR 95 Kiowa LHC
North Palo Verde London Bridge Rd SR 95 LHC
Kiowa SR 95 North Palo Verde LHC
South Palo Verde SR 95 Kiowa LHC
South Palo Verde (add medians
at alleys SR 95 London Bridge Rd LHC
Kiowa South Palo Verde Jamaica LHC
Acoma West SR 95 Industrial LHC
Acoma Industrial Mesquite LHC
Acoma West (add medians at
alleys) Kiowa SR 95 LHC
Acoma South Daytona SR 95 LHC
McCulloch El Dorado Cherry Tree LHC
McCulloch Cherry Tree SR 95 LHC
Industrial Blvd (add medians at
alleys) London Bridge Rd SR 95 LHC
Industrial Blvd SR 95 Acoma West LHC
Havasupai Blvd Acoma West Kiowa LHC
NEW ROADWAY OR ROADWAY EXTENSION
Jamaica Lake Havasu Ave SR 95 LHC/ADOT
Lake Havasu Ave Northern Terminus Chenoweth LHC
East/West Connector SR 95 Parkway LHC
Parkway-Initial two lanes SR 95 (south) SR 95 (north) LHC
N/S Frontage Rd Victoria Farms Rd Air Industrial Rd LHC
Price Dr City Limit SR 95 LHC
Price Dr London Bridge Rd City Limit Mohave County
Sweetwater Acoma South Mulberry LHC
2nd Bridge Island SR 95 LHC
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TABLE 12 (continued)
SUMMARY OF RECOMMENDED PROJECTS
LOCATION FROM TO AGENCY
INTERSECTION IMPROVEMENTS
London Bridge Rd & Price Dr Mohave County
London Bridge Rd & SR 95 LHC
SR 95/Mulberry/Lake Havasu Ave LHC
SR 95/Maricopa/Acoma South LHC
SR 95/Maricopa/Oro Grande LHC
Daytona/Acoma LHC
Smoketree/Acoma LHC
Palo Verde/Acoma LHC
Acoma West/Lake Havasu Ave LHC
Kiowa/Lake Havasu Ave LHC
McCulloch/Beachcomber LHC
Mesquite/Riviera LHC
Mesquite/Capri LHC
Mesquite/Civic Center LHC
Mesquite/Smoketree LHC
Swanson/Riviera LHC
Swanson/Capri LHC
Swanson/Smoketree LHC
Kiowa/Palo Verde LHC
Jamaica & Acoma LHC
Acoma & Industrial LHC
Acoma & Swanson LHC
Jamaica & McCulloch LHC
SR 95 & Chenoweth LHC/
Mohave County
STUDIES
2nd Bridge Island SR 95 LHC
Extend Jamaica Lake Havasu Ave SR 95 LHC/ADOT
Mesquite/Swanson Lake Havasu Ave Acoma LHC
New Parkway DCR LHC/ADOT
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TABLE 12 (continued)
SUMMARY OF RECOMMENDED PROJECTS
LOCATION FROM TO AGENCY
OTHER PROJECTS
SR 95 multi-use path extension North Palo Verde Chenoweth LHC
Multi-use path – Sara Park LHC
Multi—use path – Powerline LHC
Island multi-use path & SR 95 connection LHC
Multi-use path expansion – opposite side on SR 95 LHC
Parkway multi-use path or bike lanes LHC
Residential street widening LHC
Sidewalk expansion LHC
North MCC Park Area roadway improvements LHC
McCulloch Blvd: Smoketree to Acoma – intersection improvements LHC
London Bridge crosswalk lighting LHC
Several of the new roadways included in the recommended plan should be added
to the Federal functional classification system for the City. Table 13 presents
suggested classifications for the additions. As new roadways are constructed, the
City and WACOG should review the functional classification and determine if
modifications or additions are appropriate.
TABLE 13
POSSIBLE FUNCTIONAL CLASSIFICATION MODIFICATIONS
ROADWAY FROM TO
SUGGESTED
FUNCTIONAL
CLASSIFICATION
Chenoweth London Bridge Rd Parkway Urban Minor Arterial
Lake Havasu Ave Acoma N Palo Verde Urban Minor Arterial
Lake Havasu Ave N Palo Verde Chenoweth Urban Collector
Parkway Entire length Urban Principal Other
B. Title VI Review
The USDOT Title VI Regulations state that in determining the site or location of
facilities, selection cannot be made with the purpose or effect of excluding persons
from, denying them the benefits of, or subjecting them to discrimination under any
program to which this regulation applies. The first question is: are there minority
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and/or low-income populations in Lake Havasu City? This was described in
Chapter II and is shown by census tract in Figure 23.
According to the regulations, in developing potential improvements, a project
cannot be selected that will cause an adverse impact or disproportionately high
impact on any one segment of the population regardless of gender, age, income,
and/or race. Therefore, the next question is: are the environmental impacts of a
project likely to impact one of the minority or low-income populations
disproportionately?
The Lake Havasu City Area Transportation Study is a long-range planning study
prepared to address the transportation needs in the area for the next twenty years.
The projects are proposed to improve the City’s transportation system and benefit
the community as a whole. The roadway widenings, extensions, re-striping, and
intersection improvements will not adversely impact or place disproportionately
high impacts on minority or low-income populations.
C. Implementation
The basis for this transportation plan is the projected population and employment
used in the travel forecasting model. The analysis contained in this study is based
on a population projection of 103,804 people for the year 2030. The recommended
plan is the street system that is needed to meet this population threshold. If the
growth rate or pattern of growth in the study area changes, the priority of projects
may change and the implementation should be reviewed. The implementation of
the plan is divided into Group 1, 2, and 3 which represent short term, mid term, and
long term elements respectively as shown in Figures 24-26.
Tables 14 to 16 present a summary of the implementation plan along with an
estimated construction cost in 2004 dollars. Some of the widening projects have
been divided into multiple segments to provide manageable projects with respect to
cost and construction. The major projects such as new routes or realignments of
existing routes include a Design Concept Report (DCR) study in advance of the
project design and construction. The DCR will define the location and design
criteria for the new route or realignment.
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While these tables provides a recommended implementation, actual
implementation of projects will depend on a number of factors including available
funding, cost sharing, joint participation, and development contributions.
TABLE 14
GROUP 1 PROJECTS
LOCATION FROM TO GROUP COST*
WIDEN TO FOUR THROUGH LANES WITH A CONTINUOUS LEFT TURN LANE
London Bridge Rd South Palo Verde Industrial 1 $2,300
Lake Havasu Ave Acoma West Kiowa 1 $250
Lake Havasu Ave South Palo Verde Industrial 1 $500
WIDEN
Daytona Ave Cottonwood Dr Daytona Loop 1 $500
North Palo Verde London Bridge Rd SR 95 1 $1,000
RE-STRIPE TO FOUR THROUGH LANES WITH A CONTINUOUS LEFT TURN LANE
Acoma West SR 95 Industrial 1 $1
Acoma Industrial Mesquite 1 $1.5
Acoma South Daytona SR 95 1 $1.5
INTERSECTION IMPROVEMENTS
SR 95/Mulberry/Lake Havasu Ave 1 $250
Daytona/Acoma 1 $250
Smoketree/Acoma 1 $250
Kiowa/Lake Havasu Ave 1 $250
Palo Verde/Acoma 1 $250
Acoma West/Lake Havasu Ave 1 $250
STUDIES
2nd Bridge Island SR 95 1 $150
Mesquite/Swanson Lake Havasu Ave Smoketree 1 $150
New Parkway DCR 1 $350
OTHER PROJECTS
Island multi-use path & SR 95 connection 1 $20
Multi-use path expansion – opposite side on SR 95 1 $100
Residential street widening ($1,000,000 per year) 1 $5,000
Sidewalk expansion ($75,000 per year) 1 $375
North MCC Park Area roadway improvements 1 $1,500
London Bridge crosswalk lighting 1 $50
GROUP 1 PROJECT COST $13,749
*cost in 2004 dollars in thousands
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TABLE 15
GROUP 2 PROJECTS
LOCATION FROM TO GROUP COST*
WIDEN TO FOUR THROUGH LANES WITH A CONTINUOUS LEFT TURN LANE
London Bridge Rd Industrial North Palo Verde 2 $3,450
Beachcomber Blvd McCulloch 2nd Bridge connection 2 $575
Lake Havasu Ave Kiowa North Palo Verde 2 $2,300
Lake Havasu Ave North Palo Verde Avalon 2 $1,150
Lake Havasu Ave Smoketree Jamaica 2 $3,450
WIDEN
Avalon Ave North Palo Verde Lake Havasu Ave 2 $1,250
Sweetwater Ave 2 $2,000
Maricopa Ave 2 $1,000
Willow Ave 2 $1,000
Rainbow Ave 2 $2,000
RE-STRIPE TO FOUR THROUGH LANES WITH A CONTINUOUS LEFT TURN LANE
Jamaica Lake Havasu Ave Chemehuevi 2 $2
North Palo Verde SR 95 Kiowa 2 $3
North Palo Verde London Bridge Rd SR 95 2 $1
South Palo Verde SR 95 Kiowa 2 $4
South Palo Verde (add medians at
alleys SR 95 London Bridge Rd 2 $100
Acoma West (add medians at alleys) Kiowa SR 95 2 $100
Kiowa SR 95 North Palo Verde 2 $3
McCulloch El Dorado Cherry Tree 2 $2
McCulloch Cherry Tree SR 95 2 $4
STUDIES
Extend Jamaica Lake Havasu Ave SR 95 2 $250
NEW ROADWAY OR ROADWAY EXTENSION
Jamaica Lake Havasu Ave SR 95 2 $500
Lake Havasu Ave Northern Terminus Parkway Connector 2 $1,150
East/West Connector SR 95 Parkway 2 $2,300
Parkway-Initial two lanes SR 95 (south) SR 95 (north) 2 $23,310
Sweetwater Acoma South Mulberry 2 $2,000
2nd Bridge Island SR 95 2 $14,000
*cost in 2004 dollars in thousands
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TABLE 15 (continued)
GROUP 2 PROJECTS
LOCATION FROM TO GROUP COST*
INTERSECTION IMPROEMENTS
SR 95/Maricopa/Acoma South 2 $250
SR 95/Maricopa/Oro Grande 2 $250
Mesquite/Riviera 2 $250
Mesquite/Capri 2 $250
Mesquite/Civic Center 2 $250
Mesquite/Smoketree 2 $250
Swanson/Riviera 2 $250
Swanson/Capri 2 $250
Swanson/Smoketree 2 $250
McCulloch/Beachcomber 2 $250
Kiowa/Palo Verde 2 $250
OTHER PROJECTS
Multi-use path – Sara Park 2 $500
SR 95 multi-use path extension North Palo Verde Chenoweth 2 $750
GROUP 2 PROJECT COST $65,904
*cost in 2004 dollars in thousands
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TABLE 16
GROUP 3 PROJECTS
LOCATION FROM TO GROUP COST*
WIDEN TO FOUR THROUGH LANES WITH A CONTINUOUS LEFT TURN LANE
London Bridge Rd Chenoweth SR 95 (north) 3 $6,900
London Bridge Rd North Palo Verde Chenoweth 3 $5,750
Chenoweth London Bridge Rd SR 95 3 $1,730
Chenoweth SR95 New Parkway 3 $3,450
SR 95 McCulloch Blvd
South Sara Park 3 $1,150
WIDEN
New Parkway (2 to 4 lanes) SR 95 (south) SR 95 (north) 3 $23,310
Victoria Farms Rd N/S Frontage Rd Parkway 3 $1,000
Chesapeake Blvd 3 $1,000
Arizona Blvd 3 $750
Highlander Ave 3 $1,500
Holley Ave 3 $2,000
Bison Blvd Kiowa end 3 $500
RE-STRIPE TO FOUR THROUGH LANES WITH A CONTINUOUS LEFT TURN LANE
Kiowa South Palo Verde Jamaica 3 $3
Industrial Blvd London Bridge Rd Acoma West 3 $1.5
Havasupai Blvd Acoma West Kiowa 3 $2
NEW ROADWAY OR ROADWAY EXTENSION
Lake Havasu Ave Parkway Connector Chenoweth 3 $1,500
N/S Frontage Rd Victoria Farms Rd Air Industrial Rd 3 $750
Price Dr City Limit SR 95 3 $500
Price Dr London Bridge Rd City Limit 3 $500
INTERSECTION IMPROEMENTS
London Bridge Rd & Price Dr 3 $250
OTHER PROJECTS
Multi—use path – Powerline 3 $250
Parkway multi-use path or bike lanes 3 $250
GROUP 3 PROJECT COST $53,047
*cost in 2004 dollars in thousands
The total estimated plan cost is $132,700,000.
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D. Cost/Revenue
This section summarizes the estimated cost of the recommended plan and
documents the revenue based on current funding sources.
Cost
The cost of the recommended plan was listed by project group in the previous
section. A summary of the group cost is presented in Table 17 below.
TABLE 17
COST SUMMARY
PRIORITY COST (in thousands)
Group 1 $13,749
Group 2 $65,904
Group 3 $53,047
TOTAL $132,700
The costs presented here are based on an evaluation by the study team and
represent a planning level estimate. This analysis is based on several
assumptions that are intended to simplify the financial analysis. These costs
should be reviewed annually as part of the City and County budgeting process and
updated as needed. The costs shown are in 2004 dollars and not adjusted for
inflation.
Existing Revenue Sources
The City currently uses several revenue sources as discussed below to fund
transportation. These sources can be used for capital projects and also for
operations and maintenance.
Local Transportation Assistance Fund (LTAF)
The Local Transportation Assistance Fund is generated by the state lottery. The
amount distributed to cities and towns has been a constant $23 million over the last
several years and is also expected to continue. This money is distributed on a
population basis to incorporated cities. LTAF can be used for any transportation
purpose including streets, traffic, transit, airports, and bicycles and can be used for
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operations and maintenance or capital improvements. Lake Havasu City’s
allocation from LTAF is approximately $241,000 per year.
Highway User Revenue Fund (HURF)
The Highway User Revenue Funds are primarily gasoline and vehicle license tax.
They are available to the State, counties, cities, and towns. The state receives
50.5 percent of the HURF dollars to be used statewide, cities towns receive 27.5
percent, cities over 300,000 population receive an additional 3 percent, and
counties receive 19 percent. The local distribution is based on population and
gasoline sales. The HURF revenues have historically increased because of
increased population in the state. HURF can be used for streets only, but can be
used for operations and maintenance or capital improvements. Lake Havasu City’s
allocation from HURF was $4.372 million in fiscal year 2004.
Surface Transportation Program (STP)
The Surface Transportation Program (STP) provides flexible funding that may be
used by States and localities for projects on any Federal-aid highway including the
National Highway System (NHS), bridge projects on any public road, transit capital
projects, and public bus terminals and facilities. These funds are distributed by
ADOT and WACOG.
STP funds administered by WACOG may be available for City projects. Lake
Havasu City, Kingman, Bullhead City, Quartzite, Colorado City, Parker, Mohave
County, LaPaz County, and four Indian Tribes are eligible for the STP funds. The
City can submit projects to be considered for funding on an annual basis.
Developer Contributions
It is common practice for the City to require developers to dedicate right-of-way for
all streets adjacent to new development and to construct or improve all or a portion
of adjacent streets.
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Cost/Revenue Comparison
Currently, the City uses all of their HURF and LTAF funds for operations and
maintenance of the existing transportation system. Therefore, no funds are
available for capital projects, except for STP funds that the City may receive from
WACOG and developer contributions.
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APPENDIX
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APPENDIX
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APPENDIX
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INTERSECTION TRAFFIC CONTROL
Existing Conditions and Planned Improvements
INTERSECTION EXISTING
CONDITION
FUTURE
IMPROVEMENT*
SR 95 at South McCulloch Traffic Signal Coordination
SR 95 at Oro Grande Traffic Signal Coordination
SR 95 at South Acoma Traffic Signal Coordination
SR 95 at Mulberry Traffic Signal Coordination
SR 95 at Smoketree Traffic Signal Coordination
SR 95 at Swanson Traffic Signal Coordination
SR 95 at Mesquite/London Bridge Road Traffic Signal Coordination
SR 95 at South Palo Verde Traffic Signal Coordination
SR 95 at Industrial Traffic Signal Coordination
SR 95 at West Acoma Traffic Signal Coordination
SR 95 at Kiowa Traffic Signal Coordination
SR 95 at North Palo Verde Traffic Signal Coordination
SR 95 at Retail Centre Traffic Signal Coordination
SR 95 at Airport Centre Traffic Signal Coordination
SR 95 at Centre Loop Traffic Signal Coordination
SR 95 at London Bridge Road Traffic Signal Coordination
SR 95 at Shopping Center (New) Not Existing Traffic Signal
SR 95 at Jamaica Not Existing Traffic Signal
SR 95 at Price Drive/Business Park Driveway/Not Existing Traffic Signal
SR 95 at Chenoweth Drive 2 Way Stop Traffic Signal
Lake Havasu Avenue at Industrial Traffic Signal Coordination
Lake Havasu Avenue at South Palo Verde Traffic Signal Coordination
Lake Havasu Avenue at Mesquite Traffic Signal Coordination
Lake Havasu Avenue at McCulloch Traffic Signal Coordination
Lake Havasu Avenue at Swanson Traffic Signal Coordination
Lake Havasu Avenue at Smoketree Traffic Signal Coordination
Lake Havasu Avenue at Mulberry Traffic Signal Coordination
Lake Havasu at Acoma Multi-Way Stop Traffic Signal
Lake Havasu at Kiowa Multi-Way Stop Traffic Signal
Lake Havasu at North Palo Verde Multi-Way Stop Traffic Signal
McCulloch Boulevard at Beachcomber 2 Way Stop Traffic Signal
McCulloch Boulevard at Capri Traffic Signal Coordination
McCulloch Boulevard at Riviera Traffic Signal Coordination
McCulloch Boulevard at Smoketree Traffic Signal Coordination
McCulloch Boulevard at Jamaica Multi-Way Stop Traffic Signal
Acoma at Industrial/Havasupai Multi-Way Stop Traffic Signal
Acoma at South Palo Verde Multi-Way Stop Traffic Signal
Acoma at Smoketree Multi-Way Stop Traffic Signal
Acoma at Mesquite Traffic Signal Coordination
Acoma at McCulloch Traffic Signal Coordination
Acoma at Swanson Multi-Way Stop Traffic Signal
Acoma at Daytona Multi-Way Stop Traffic Signal
Acoma at Jamaica Multi-Way Stop Traffic Signal
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Parsons Brinckerhoff 92
INTERSECTION TRAFFIC CONTROL (cont’d)
INTERSECTION
EXISTING
CONDITION
FUTURE
IMPROVEMENT*
Mesquite at Smoketree Multi-Way Stop Traffic Signal
Mesquite at Riviera Multi-Way Stop Traffic Signal
Mesquite at Civic Center Multi-Way Stop Traffic Signal
Mesquite at Capri Multi-Way Stop Traffic Signal
Swanson at Mulberry Multi-Way Stop Traffic Signal
Swanson at Smoketree Multi-Way Stop Traffic Signal
Swanson at Riviera Multi-Way Stop Traffic Signal
Swanson at Capri Multi-Way Stop Traffic Signal
Acoma at Rainbow North 2 Way Stop Multi-Way Stop
Acoma at Saratoga 2 Way Stop Multi-Way Stop
McCulloch at Chemehuevi 2 Way Stop Multi-Way Stop
McCulloch at El Dorado 2 Way Stop Multi-Way Stop
Daytona at Mulberry 2 Way Stop Multi-Way Stop
El Dorado at Bermuda 2 Way Stop Multi-Way Stop
Mesquite at Querio 2 Way Stop Multi-Way Stop
Palo Verde at Riviera Multi-Way Stop Traffic Signal
Palo Verde at Kiowa (High School) Multi-Way Stop Traffic Signal
Palo Verde at Kiowa Multi-Way Stop Traffic Signal
Palo Verde at Avalon Multi-Way Stop Traffic Signal
Palo Verde at London Bridge Road 2 Way Stop Multi-Way Stop
Kiowa at Avalon Multi-Way Stop Traffic Signal
Kiowa at Jamaica Multi-Way Stop Traffic Signal
Kiowa at Bermuda 2 Way Stop Multi-Way Stop
Kiowa at Smoketree 2 Way Stop Multi-Way Stop
Kiowa at Industrial Multi-Way Stop Traffic Signal
London Bridge Road at Industrial Multi-Way Stop Traffic Signal
Saratoga at Chemehuevi Multi-Way Stop Multi-Way Stop
Saratoga at Jamaica Multi-Way Stop Multi-Way Stop
Cherry Tree at McCulloch 2 Way Stop Multi-Way Stop
Arizona at McCulloch Boulevard 2 Way Stop Multi-Way Stop
Chemehuevi at Jamaica 2 Way Stop Multi-Way Stop
London Bridge Road at 2nd Bridge Connection Not Existing Traffic Signal
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INTERSECTION TRAFFIC CONTROL (cont’d)
INTERSECTION
EXISTING
CONDITION
FUTURE
IMPROVEMENT*
Kirk at Aviation (after 1994) Multi-Way Stop Not planned
Cisco at Smoketree Multi-Way Stop Not planned
Bluegrass at Moonshine Multi-Way Stop Not planned
Yazoo at Ponchatrain Multi-Way Stop Not planned
Sarasota at Monterey Multi-Way Stop Not planned
Challenger at Highlander Multi-Way Stop Not planned
Pony at Apache Multi-Way Stop Not planned
Star at Thunderbolt Multi-Way Stop Not planned
Avalon at Palisades 2 Way Stop** Not planned
Bison at Colt 2 Way Stop** Not planned
Bison at Duke 2 Way Stop** Not planned
*Traffic signal installation to be considered based on warrant study
**Multi-way stop removed since 1994